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DE  LUXE  EDITION 

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^3yke's  Automobile  and  Gasoline  Engine  Encyclopedia 


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*'*%"vir£*,{SSl^"^°  DYKE'S  MOTOR  MANUAL       phc*  $2.00 

All  about  StftiioiLary  IntemiLl  Oombustloa  Engines  (gas^  gaaolioef  kerosene,  oU)   Mulne 
EnginM,  Motor  BoatB^  Motorcyclea.    A  Submarine^  also  Gas  Produeere  are  explained. 
Quite  often  the  Automobile  Eepairman  or  Owner  ie  ealled  upon  to  diagnoie  troubl#iL  ^rj 
repair  Stationary,  Marine,  Motorcycle  BngiiieB— are  you  fully  potted  T     Tbii  Motor  Maa- 

ual  will  teach  you— get  it  for  a  reference,  if  nothing  more. 


DYKfTS 

MOTOR  MANUAL    | 
[  Motorcyclci.Mmi inr 

Simplified       f 


IStiitii 


PQltj      illastr«t«d,      3S4 


r<*tl*%l  **>%<*% 


-iHttl  toAkVf  - 


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tMn  <aiif4<r  •p»«4i«»  • 


Tb»it  I  wo  iUttfttntioae  gitt  ah  ld««  how  »11  Ulaatrklioiu  ar«  1 


ffttort  And  CPoili— tvad  10  A.  U  Dyk*.  Pub,,  Oreolte  Btdg.  (Bl«ctrle 


fWJinV,  "  ,37  COLOEN  CATC  AV t.  yy 


INDEX  TO  CHARTS 

Giving  the  Page  Number  Each  Chart  Page  is  On. 


I 

8 

8 

4 

5 

6 

7 

9 

9 
10 
U 
18 
18 
U 
16 
16 
17 
18 
19 
80 
80A 
81 
88 
88 
24 
86 
86 
87 
88 
89 
80 
80A 
81 
88 
88 
84 
86 
86 
87 
88 
89 
40 
41 
48 
48 
44 
46 
46 
47 
47A 
48 
49 
61 
tt 
68 
64 
66 
86 
87 
68 
69 
60 

a 


71 
7B 


IT 

1 

8 

8 

4 

6 

6 

7 

8 

9 

14 

16 

80 

84 

86 

28 

38 

34 

88 

40 

48 

44 

60 

48 

47 

62 

64 

66 

60 

68 

70 

71 

62 

64 

66 

74 

76 

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80 

88 

84 

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86 

90 

88 

94 

93 

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108 

106 

108 

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116 

118 

116 

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122 

124 

186 

186 

188 

189 

180 

181 

188 

188 

186 

187 

189 

140 

188 

141 

144 


OkM%      Ptg« 


78 

74 

76 

76 

77 

78 

78A 

79 

80 

81 

81A 

88 

88 

84 

86 

86 

86A 

87 

88 

89 

90 

91 

91B 

98 

94 

96 

96 

97 

98 

99 

99A 
100 
101 
108 
108 
104 
106 
106 
107 
108 
109 

no 

111 

118 

118 

113A 

118B 

U4 

116 

116 

117 

118 

119 

180 

181 

188 

188 

184 

186 

189 

180 

181 

188 

188 

188A 

134 

186 

186 

187 

188 

188 

140 

141 


146 
148 
168 
164 
166 
167 
169 
160 
162 
164 
166 
178 
173 
174 
176 
176 
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180 
181 
182 
l83 
184 
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194 
196 
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204 
210 
214 
216 
218 
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222 
224 
226 
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230 
234 
286 
287 
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244 
248 
262 
264 
266 
268 
260 
262 
268 
264 
268 
270 
278 
274 
276 
278 
280 
881 
888 
888 
884 


OkM%         PAff« 

148    289 

14SA 

148B 

1480 

148D 

144 

146 

146 

147 

148 

149 

160 

i60A 

161 

168 

168 

164 

168 

169 

160 

160A 

160B 

161 

161A 

168 

168 

164 

165 

166 

167 

168 

168A 

168B 

1680 

168D 

169 

170 

171 

178 

178 

174 

175 

176A 


290 
291 
292 
293 
294 
296 
298 
302 
d03 
304 
306 
310 
814 
316 
318 
322 
323 
324 
326 
328 
329 
330 
331 
332 
334 
336 
338 
339 
340 
342 
344 
346 
348 
349 
360 
361 
362 
363 
364 
366 
367 
368 


176AA  369 
176B   360 


176 

177 

178 

179 

180 

180A 

180O 

181 

181A 

181B 

1810 

181D 

188 

184 

186 

186 

187 

188 

188A 

188B 

1880 

188D 

188B 

188F 

188a 

IHH 


361 
362 
363 
364 
366 
367 
368 
369 
370 
371 
372 
373 
374 
376 
379 
380 
382 
384 
386 
388 
391 
898 
393 
894 


896 
409 
1887   408 


OkM%       Ptg«  Oharl   Pact 


188K 

188L 

189 

189A 

190 

191 

198 

198 

194 

196 

195 

197 

198 

801 

808 

808 

808A 

804 

804A 

806 

206A 

206AA 

205B 

206O 

806D 

205E 

205F 

205O 

206 

207 

207A 

207B 

2070 

207D 

207E 

208 

209 

210 

211 

818 

818 

814 

216 

816 

817 

818 

819 

880 

881 

288 

888 

224 

224A 

285 

226 

226A 

287 

888 

229 

280 

231 

288 

886 

886 

886A 

886AA 

886B 

8860 

886D 

886B 


Vq.  1,  paff«  Ite;  Va.  S,  pag* 


887 

887A 

887B 


404 
406 
406 
410 
414 
416 
418 
426 
428 
480 
429 
484 
436 
440 
442 
444 
446 
460 
462 
460 
462 
464 
466 
466 
67 
68 
72 
74 
76 
76 
,78 
79 
480 
481 
482 
483 
484 
486 
488 
490 
496 
497 
498 
499 
600 
502 
604 
612 
513 
614 
616 
334 
586 
537 
688 
539 
540 
648 
543 
644 
546 
546 
550 
558 
664 
566 
566 
567 
568 
669 
560 
661 
668 
668 
664 


889 

840 

840A 

841 

841A 

848 

848 

84aA 

84SB 

844 

844A 

846 

846 

847 

847A 

847B 


668 

670 
572 
678 
574 
576 
592 
596 
598 
600 
602 
603 
604 
605 
606 
607 
608 


847BB 

609 

8470 

610 

247D 

611 

247DD 

618 

247E 

613 

247P 

614 

2470 

616 

247H 

616 

248 

618 

249 

619 

249A 

624 

250 

632 

250A 

633 

251 

634 

252 

636 

.£54 

638 

265 

642 

266 

644 

257 

646 

268 

647 

869 

648 

869A 

649 

859B 

650 

860 

652 

861 

659 

862 

660 

863 

664 

864 

665 

265 

666 

866 

667 

867 

668 

268 

670 

269 

671 

270 

672 

272 

673 

272A 

674 

878 

675 

874 

676 

874A 

677 

876 

678 

876 

679 

877 

680 

878 

682 

879 

683 

280A 


880O 

880D 

880B 

881 

888 

888A 


888 
88SA 


684 
686 
687 
688 
689 
690 
692 
693 
694 
696 
698 
699 


Ohact 

884 

285 

886A 

285B 

8860 

886 

886A 


887 

887A 

288 

889 

890 

290A 

890B 

890O 

891 

898 

893 

893A 

293B 


29SD 

294 

294A 

295 

296A 

296 

297 

298 

299 

300 

302 

304 

306 

306 

307 

308 

308A 

308B 

809 

309Z 

309A 

S09B 

310 

311 

312 

S12A 

313 

314 

814A 

316 

316 

S16A 


Pi«# 

700 
701 
702 
703 
704 
705 
706 
707 
708 
709 
710 
711 
712 
713 
714 
715 
716 
717 
720 
722 
724 
726 
727 
728 
729 
731 
732 
733 
734 
735 
736 
737 
738 
739 
740 
741 
742 
743 
744 
745 
746 
748 
760 
751 
762 
754 
766 
758 
759 
760 
761 
762 
764 
765 


Ford 
Snpplemtnt 

817     776 


818 

319 

820 

821 

882 

888 

384 

886 

386 

826A 

827 

828 


770 
771 
772 
773 
774 
775 
776 
777 
778 
779 
780 
781 


829  782 

380  783 

881  784 

888  786 


-88a;  Va.  i.  864*. 


888 
884 

886 

886A 

886 

887 
888 
889 

840 

841 

848 

848 

844 

846 

846 

847 

846 

849 

860 

861 

868 

868 

864 

865 

866 

867 

858 

359 

360 

861 

862 

863 

864 

865 

866 

867 

868 

869 

869A 

870 

871 

872 

878 

Addmii 
874 
875 
876 
877 
878 
379 
880 
881 
382 
S8S 
384 
886 
386 
387 

Packa 

Snpplm 
389 
390 
891 
392 
898 
394 
895 
396 
397 

AlrpUn« 
LllMrt7 

Pg.    90f 


Dyke's 

Automobile  and  Gasoline  Engine 

Encyclopedia 

TWELFTH  EDITION 

Second  Run 

Containing  532  Charts,  Inserts,   Dictionary,  Index, 

and  Supplements  on  the  Ford,  Packard,  Airplanes, 

and  Liberty  *M  2"  Engine. 

TREATING  ON 

THE  CONSTRICTION,  OPERATION    AND    REPAIRING 

OF  AL'IOMOBILES  AND  (iASOLINE  EN(;INES. 

Also  Trucks,  Tractors,  Airplanes  and  Motorcycles. 


BY 

A.  L.  DYKE,  E.  E. 

OKIGINATOR  OF  THE  FIRST  AUTOMOBILE  SUPPLY  BUSINESS,  PUBU8HSR  OF 
THE  FIRST  PRACTICAL  BOOK  ON  AUTOMOBILES  AND  MANUFACTURER  OF 
THE  FIRST  FLOAT  FEED  CARBURETOR  IN  AMERICA. 

AUTHOR  OF 

•DR.  DYKE'S  DISEASES  OF  A  GASOLINE  AUTOMOBILE;" 

THE  FIRST  PRACTICAL  BOOK  ON  AUTOMOBILES  IN  AMERICA,    (1900). 

"DR.  DYKE'S  ANATOMY  OF  THE  AUTOMOBILE."  (1904). 
"DYKE'S  MOTOR  MANUAL;"  all  about  motorcycles,  marine 

ENGINES,  MOTOR  BOATS,  STATIONARY  GASOUNE  AND  OIL  ENGINES. 

0op7rifbt«d  1011-191219181914-1915  1916  1917  1918-1919  1920 

By  A.  L.  DYKE,   ST.  LOUIS.   MO. 

All  Bifhti  Reserred. 

OopTriElit  ProteeUd  in  Great  Britain,  all  of  her  Ooloniea  and  Canada. 

Entered  at  Stationers  Hall,  London. 

Platei  made,  type  aet  and  printed  in  U.  8.  A. 

All  Bifbti  Reierred. 


PUBUSHED   BY 

A.  L.  DYKE,  Publisher 

ST.  I.OUIS,  U.  S.  A. 


I   f-  9-9:) 


of  lih 


colored  page  imert  in  bmek  < 

first  pcge  flj  leaf  of  book« 


'or  IHcMitiurT- 


VtLge  Wl. 


n 


TABLE  OF  CONTENTS 


ss*  so 

Dtff«r«atUa  aod  B««Elllfl. .  SI-  96 

i^-<Ilfiteli«i^   UotTfnal  Jomtft 37-  4i 

# — Ttt**^'"* «f ftiw*    ,,««^., .  4i^  51 

WStQIMEB. 
y»qMaariJ  Ccnvtmctloii    ...,_.*..,  fiS-  71 
•— PiiBcipte.    IjocAtiim  of  Pirta....  7S-  d2 

i^V&lv«  Timing   ,,., ,,..-.♦   93-115 

10— nftQ<  Order  ->.,... ..,_...,..,U6-120 
U-^au,   mgut  wd   Twitv#  O^UndAr 

.un-140 


OoBVtrucUon , , .141-166 

IS^-OBftmratar  Adjuftaiinti 166-lBi 

OOOZiPlQ  Ain>  LUBBIOATIOM* 

.*-.. lee-iw 

OUfl  ftud  QfViMi. .  ,186^206 

laMmON;  OOm  AKB  BAMBST. 

IS— l4>w  Touilciii  WT^UaoM. .906-S17 

17^--aiffb  T«ti^^a  BfBtenui  . . ,  .216-232 

li^^Spmric  Flag  uq4  PoO  Trtmblif . .  .saS-Sil 
l^^Hodvm  BAttary  and  CoU  STstetos .  242-2M 
HO^Bilaf  Ettn«w  of  tao  Vartoiu  OM 

B^mmoM 866 

I0NrnOK;  MAGNETOa 
U— I^ow  TttUloii.    (Piliu:liil0  And  Oom- 

ftmctloa)    ,.,,..., 26d-S67 

IB— HlgJi  TOsDfltoa   (Xjoftdlnff  tTpet  d»< 

ionbod) ,. 266-293 

86— lnat«JiAtloii,  0»i«  «tid  AdJiiAmiot8.2M4-304 
ii^-l«iatlcm  Tuning ,  _  .30&320 

ELEOTBIO   BTSTElia 
16— Baglno  StArten   .,..,...,......  .621-622 

ii^Tlis  Eloctxlc  8ta4l^lng  Motor 393-331 

i7— TtM   G«nerKtar.     (Source    af    CTor- 

tm%}     .,.__.. _ .332-656 

iS— Typai  of  StartlQif  and  G«2iorAtliiS 

HfitOimi  uftod  OQ  lieadlng  Qui S66'^^73 

aiA-Daloo  £&rlj  IgnlUon  ajmi«iDS. . .  .374-376 
MB-IHixso    Modern   Xgnltioa,    itAitlD^ 

•ml  li&gHtUig  Bj&tmaxE 379-396 

mO-Gt^    Twts    And    AdJovtlnAKiti   of 

IMIOO  Mytt/ttHM , , ,  .397-406 

tt^-Ome%   TeotA   iJid   AdJusUotiiti   of 

mhm  liMdiUff  8yit«u. 406^424 

30— Win&g  A  Oar. ... ...... .42fi-429 

51^ — IJfliyng  a  dkr  .*.....,...* 460^436 


Xovtnietloa 

32 — itorago  BattKtn  .  _ .439-466 

S2A-moTl«e  Ban«r7  E«palj^^.  .46#47SS64S 
33— Elaetnc  mnd  0afl^Bl#ctric  7«Atidai  476-464 

OPEBAXIOir,   QMMR,   BTO. 
34 — Operatljif  a  Ou  ..............  .486n600 

36 — Exiles  of  tim  Boad • . . .  .601-604 

36 — Care  of  Car ...,-.,-.,,.*  .606^0 

37 — Accessorlee.     Touring 611-620 

TABLES,   SPEOinCATIOKS,    ETC. 

38 — Insoraiico.    Lk«nse  and  I^awt 521-626 

39 — TIte  Aatomoblle  Saleeman. 629^^33 

^>— BoiBi  Power  Xablea  and  CHneiral 
DatA.  Standard  Adju^tiiieELtA  of 
Leading  Cars.  Sp^cHlcaMooi  of 
^f*M1ng   Cars _ 


41 — Tlrea.  Air  Foinpe  and  €ompc««eorB.54fr-G64 
42— Tire  EepairEng  and  Care  of .666^976 

TEOUBLES  AKP  BSMEDIBfl. 
46^-Dlgeet  of  Trouble* _  .676-661 

BEPAIRINQ  AND  ABJUSTIKO. 

44 — Tile  Automobile  Eopainnan ......   B(Pt  fSOt 

45 — Gara^o  and  Sliop  Bquipmenta.  . .  .596-619 

46— Bep^ring  and  Adjufitlng  Emglnee. 620-609 
iSA-AdJniftliig  dutcbee,  TranAmlHloii% 

Boar  Axles  and  DUf erentlaLi 660-679 

46B-AdjU9tliig     Wbeela,     Brakes     and 

Steering   _ ,  .680-694 

46C-1IOW  to  Vm  Tools  and  Make  B«- 

paliB.  Oxj-Acetyletno  WeldJng. . .  .696-729 
46D-1Tft^al  Sbop  Hints  and  Bo'rlcia.  .730-744 

MISCBLLAKBOU& 

47^ — Commercial  Cars 746-781 

46 — Tbo  Tractor , 763-764 

49 — Engines;  different  prindplat 750*76A 

49A- Addenda;  Tractors,  Truck  Engines 
and    E^pair^;    OoTemors^    Motor- 

c^rclee,  Eepalxlng  Tops,  etc 829-649 

BO^Dlddonary  of  Automobile  Term*.  .861  864 

SnpPLEMEKTa 

Tbo  Ford    ......,,. 766-628-864A 

Tbo  Packard— "3-25' '  ft  "S46". ..,  .860-661) 

Airplanes 900-928 

Wiring  Diagrams . .  923-921 

K.  W.  Magneto  Supplement. ........ .928-030 

ladM  .............................  .867-891 

Liberty  Engine  Supplement.  . . . .  .933-940 

INSEBTa 
Tlitre  are  serireral  Inserta  dealing  wltlii  En^ 
glnei,   Modem   Cars.   Dixie  Magneto,   Motor- 
crclei,  9tc.  . 


Use  the  Index- -refer  to  it  often.     Any  trouble  you  may  have,  refer  to  indox.    Stn^ 
544  for  SpediicationB  of  Tiimding  Can. 


m 
INTRODUCTORY 

The  Selation  of  the  Antomobile,  Trnok  and  Traotor. 

Although  this  book  was  originally  prepared  to  deal  with  the  passenger 
car  type  of  Automobile,  the  subjects  of  Trucks  and  Tractors  have  been  added 
and  right  at  the  beginning,  it  is  the  purpose  of  this  introductory,  to  point  out 
to  the  reader  the  close  relation  of  the  Automobile,  Truck  and  Tractor,  so  that 
when  the  study  of  the  book  is  completed  he  will  clearly  understand  the  differ- 
ence in  construction. 

In  addition  to  the  Truck  and  Tractor  subject,  the  Airplane  and  Airplane 
Engine  is  also  dealt  with. 

The  same  underlying  principles  of  the  Drive  System  of  an  Automobile  are 
used  in  the  Truck  and  Tractor,  but  of  slightly  different  construction. 

The  same  underlying  principles  of  the  Automobile  Engine  are  used  in  the 
Truck,  Tractor  and  Airplane  Engines,  but  of  slightly  different  construction. 
With  this  in  mind,  it  will  be  easier  for  the  student  to  understand  the  differ- 
ences as  he  progresses. 

Why  the  Instructions  Begin  With  an  Early  Type  of  Oar. 

In  order  that  the  reader  may  clearly  understand  the  details  of  the  modem 
automobile  and  its  parts,  it  was  necessary  to  illustrate  and  describe  the  early 
type  of  cars  and  gradually  work  up  to  the  more  modem  tjrpe.  For  this  rea- 
son many  of  the  subjects  begin  with  early  models  or  types,  which  is  absolutely 
necessary  before  the  reader  can  properly  master  the  subject. 

The  reader  will  learn  the  principles  of  construction  of  the  different  parts 
of  all  automobiles  in  general  use.  The  constraction  may  vary,  but  the  under- 
lying principles  remain  the  same.  Consequently  when  the  reader  masters  the 
principles  involved,  he  masters  the  construction  of  all  types  of  automobiles, 
engines,  ignition  systems,  carburetors,  etc. 

The  illustrations  are  not  drawn  to  scale,  in  fact,  the  majority  of  the  illus- 
trations are  exaggerated  in  a  great  many  instances — in  order  to  clearly  de- 
scribe the  subject  treated. 

The  writer  makes  no  attempt  to  treat  the  subject  in  a  theoretical  man- 
ner, his  idea  being  to  adhere  strictly  to  the  practical  side  of  the  subject. 

For  many  of  the  illustrations  and  much  information  to  be  found  in  this  book,  the 
writer  ia  indebted  to  th«  *' Automobile, "  of  New  York,  *' Motor  Age'*  of  Chicago,  '* Auto- 
mobile Dealer  and  Repairer,'*  of  New  York,  and  *' Motor  WorW  of  New  York,  as  well 
ai  a  great  number  of  manufacturers  of  automobiles  and  accessories. 


A  Hodern  Track, 


Tho  prlndpl^  of  the  txnck  ie  nmiiiir  to 
tbe  [iriticiplo  of  a  passf^Bger  car  type  auto- 
ntobilc. 

Th.9  englDfi  iv  usuaUj"  a  four  cyUadar  tjrpe 
of  engiue^  for  roasoPH  explalaed  on  page 
747*  Bee  aliO]  ptig®  71,  Tbo  truck  en^i^e 
is  a  slower  speed  engine  tkaia  the  autom<H 
bil@  engino.  The  avorago  maximum  speed  of 
a  truck  ongioe  is  900  to  1000  r.p. m.  The 
sngi&e  speed  is  controlled  b^  a  hand  throttle 
aaU  foot  acccjlerator,  the  same  as  the  auto- 
tnobUe  engine,  Uut  a  govtrnor  la  employed, 
far  reasons  statod  on  page  SSS,  wbieli  is  to 
prevent  undue  '* racing'*  of  engine  when 
changing  geara  or  releasing  clutch. 

Bit  gOTttmlng  tbe  engine  spaad,  tbe  car 
sp^ed  Is  alao  limited*  for  mstapce^  the  gov^ 
ernor  can  bo  sot  to  govt^rn  tlie  engine  speed 
at  960  r.  p>  m.  wblch  gives  a  maximum  car 
speed  of  II  m.  p.  bi,  whkb  is  the  average 
speed  of  a  heavf  dutj  truek. 

The  8p««d  of  a  paaitng ST  tyft  aulomoliild 
varies  from  1%  ni.  p*  h.  to  60  or  60  m,  p,  h. 
and  a  governor  is  not  employed.  The  ongine 
•peed  of  a  pasneiii^er  lyim  automobile  varies 
from  ISO  r.  p.  m.  to  as  hlgli  as  2600  to  3000 
r .  p.  m ,  The  trucks  however,  being  d es Ig a ed 
for  coiumcretil  use  must  neccsitarity  be  more 
efficient,  hence  the  empluymt^nt  of  s  goveroor. 

All  oompllcattd  devices  are  ellmlnatad  on 
a  tmck,  tor  thf  sako  of  afflelaiiay*  For  In* 
slaneoi  the  electric  iilarting  motor  is  seldom 
used,  iustoad,  the  engine  is  aratik«d  bf  liaiid 
In  connect  ion  ivitb  an  **  impulse  starter" 
(sea  page  747  and  S33).  Instead  of  a  coll, 
batter/p  generator,  cut  oat»  timer  and  dis- 
tributor being  used  far  Ignition,  a  high 
tension    mngneto    is    nsuaUjf    emptojred.    The 


gravity  fuel  feed  system  is  naed  instead  of 
vacuum  or  pressure  feed.  The  tubular  typi 
radiator  (page  190),  for  cooUng  ia  used  in- 
steafl  of  the  cellular  type.  The  cellular  type, 
as  generally  used  oo  automobiles,  Is  mors 
artistic  in  appearance,  but  the  tubular  typfl 
has  larger  openings  and  is  less  liable  to  clog 
and  easier  to  repair. 

i,*.??r71ffh*???.  I*  usuilljf  by  1  propeller  ih«ri  eom 
WGrm  geATi\\U]  on  aiJT«^r,.mifl|.  The  worm  gw 
fJTBi    ft   gTtmUT    reduction    sDd    ii    itteot    mud    tni- 

B«r  szlB   if   uiuallr  a   fall  flontiiiff   '  'Uvb'  '    »1i 
(F).     8f«   ^so,    p«irfi   761. 

iti4  reT#ri«.  ud  Is  ftitnilmr  to  aa  ftiUomobile  tmni' 
iniRsioii,  ^ut  of  hs-ftviflr  tonptnictttm.  Q*»r  ralles' 
Oq  ftboTA  truck  {Waster.  modvU  M  &  O)  flfM 
ffjeed,    rtjar   whe^Ia   niftke    \    rtvcilutioQ    to   sv«i-y    24 

WgCjlil    1    tl  r^'"*'    '*™^   ^^'    ^   **>    ^^■*' 

ttpU  di.«  t^pe.  Tb*  clutch  .Cw*  a7p^«„*%?^ta 
siienaiTBly  titsd  ii  la  alao  the  coa«  typS  clutch. 

front:    ie-i7-   r#.r.     Tbe    '^duar"    loHd    tir*,  *|i 

tha    ■  pn«i«atie   eerd''    truek   tire,    pw-   pat?  si* 

afa   alio   attsaslT*!;    at«d.                             '^  ■  ^""' 
SlaaHei  t«  the  Hoaa,  pag*  69 o, 

clfls   ef  lb»   paaiwi,^  car  trpa   of   aatomobUa 


Ptan  witw  ttf  Cmat  J7-2S  trveiar  ttn'ming  t^gout  ttf  trantmtniom  Aii4  4nvt 


The  Modern  Tractor, 


The  purpose  of  a  tractor  is  explained  on 
pifei  753  and  831.  Note  that  in  addi- 
tion to  doing  tractor  work«  such  as  pulling 
plows  or  other  drawbar  wurk,  it  is  also 
|K>»ib]e  to  do  belt  wor^  auch  aa  operating 
threshing   machines,   etc. 

Tlie  above  iUustratlon  Is  that  of  a  four- 
eiUnder  engine  tractor*  Most  all  tractor 
•Bgiaes  are  four-cylinder^  for  reasons  ex- 
pUiDed  on  page  831. 

Tbe  construction  of  a  tractor  dlifers  con- 
Uderably  from  that  of  an  automobile  or 
tnudt,  but  the  same  underlying  principles  of 
eigiae  and  drive  system   are   employed. 

the  engine  used  on  a  tractor  is  a  slow 
•P^  engine,  and  usually  a  large  bore.  This 
pwtieuJar  tractor  engine  has  a  bore  of  4% 
in.  and  6  in,  stroke.  A  governor  is  employed 
^6r  the  purpose  as  explained  on  page  839. 
Tht  ij»6ed  of  engine  is  governed  to  900  r.p.m* 

Tbc  Ignition  is  usually  a  high  tension  mag- 
wta  with  an  *•  impulse  starter*'  (see  page 
112  for  explanation  of  an  impulse  starter), 
^oit  tractor  engines  use  magneto  ignition 
r<>r  reasons  stated  on  page  831. 

The  tractor  engine  operates  for  long 
Modi  of  time  at  full  power,  therefore  must 
^  built  heavier  and  more  Bubstnotial  than 
lit*  automobile  engine,  for  instance  in  the 
l>«tfiEgs,  etc. 

Fuel  IT*  usually  gasoline  to  start  with  and 
Woiene  to  run  on,  after  engine  has  started 
tsd  became  thoroughly  heated.  The  lieatlng 
of  a  tractor  engine,  in  order  to  use  kerosene 
ar  low  grade  fuels  is  a  very  important  fac- 


tor—see pages  827,  828,  831  and  71. 

Drive  system.  The  engine  on  above  trac- 
tor is  a  four  cylinder,  vertical  type,  mounted 
transveraely  on  the  frame.  The  power  from 
crank  ahaft  is  transmitted  to  the  spur  gear 
transmission  by  means  of  a  clutch.  From 
transmission^  power  is  transmitted  to  the 
rear  axle  by  means  of  a  spur  gear  drive. 
The  differential  is  employed  as  shown  in 
illustration.  Power  is  transmitted  to  both 
rear  wheels^  which  are  62  inches  In  diameter 
and  have  a  12  inch  face. 

Speed  of  an  average  tractor  is  2  miles  per 
hour  on  slowest  speed  and  2%  m.  p,  L.  on 
high  speed — see  also,  page  830. 

The  belt  power  is  obtained  from  a  16  inch 
pulley  mounted  on  an  extennion  of  the  engine 
shaft,  and  therefore  runs  at  engine  speed — 
900  r.  p.  m. 

The  above  tractor  (the  Case  15—27  h.  p. 
tractor)  has  a  wheel  base  of  76H  i*»M  ^^^ 
its  overall  dimensions  are:  Length,  126  in.; 
width,  72  in.;  height  (without  exhaust  pipe), 
68   in.     The  shipping  weight   is   5500    lbs. 

Tb©  tractor  puUs  three  14-in.  plows  m 
tough  sod  or  four  plows  under  usual  CDiirli- 
tions.  It  ie  also  adapted  for  other  drawbar 
work  (see  page  752),  requiring  a  similar 
amount  of  power,  and  it  will  operate  either 
a  20x36  or  26x46  in.  thresher   (belt  work). 

It  will  be  observed  that  the  tractor,  while 
It  dlfrers  widely  in  construction,  from  that 
of  the  truck  or  passenger  car  automobile,  it 
is,  in  many  respects  simUar  in  principle,  the 
main  dllterence  being  in  the  drive  system 
and  fuel  used  by  the  engine. 


ASSEMBLY  OF  CAR. 


RUNNING  QEAB. 

Front  Axle  1 

Steering  Knuckle  Pivot   2 

Steering  Knuckle  Arm  (right) 3 

Steering  Knuckle  Arm  (left) 4 

Steering  Knuckle  Tie  Bod   6 

Steering  Gear  Drag  Link 6 

Steering  Knuckle  Gear  Bod  Arm 7 

Bmut  Azla  (Housing)    8 

Differential  (inside  of  case) 9 

Axle  Drive  Bevel  Gear  10 

Axle  Drive  Bevel  Pinion   11 

Axle  Drive  Pinion  Shaft  12 

Axle  shafts  are  inside  of  axle  housing. 

Brakes  on  Hub  of  Wheels  ('Operated 

by  Hand  Lever) 13 

•Brake  on  Drive  Shaft  ('Operated  by 

Foot   Pedal)    14 

Brake  Bods   15 

Brake  Pedal  (Bunning)    16 

Brake  Lever *. 17 

i^Eingi    18 

%>ring  Blocks  or  Seats 19 

luring  Clips 20 

Frame. 

ICain  Frame  21 

8nb-frame   22 

BODY 

Body 23 

Fenders 25 

Banning  Boards   26 

Dash 28 

TBAN8MIS8ION  SYSTEM. 


I 


l«wa  bnk« 


POWEB  PLANT. 
Engine. 

(Four    Cylinder)    Cylinders    Cast    in 

Pairs 39 

Inlet  Valve  Caps   40 

Exhaust  Valve  Caps   41 

Crank  Case  (Split  type) 42 

Starting  Crank    43 

Flywheel  44 

Inlet   Manifold    45 

Exhaust   Manifold    46 

Exhaust  Pipe    47 

Muffler    48 

Cooling  System. 

Pump  49 

Badiator 50 

Cooling  Water  Inlet  and  Outlet 51 

Fan 52 

Fan  Belt   82 

Ignition  System. 

Magneto  (High  Tension  type) 53 

Magneto  Drive  Gear  in  Engine  Gear 

Case 54 

Ignition  Switch  55 

Spark  Plugs  56 

Cables  (High  Tension  Ignition) 57 

Fuel  System. 

Fuel  Tank  68 

Inlet  Manifold 46 

Carburetor 60 

Throttle  on   Carburetor    61 

Fuel  or  Gasoline  Pipe 62 

OONTBOL  SYSTEM. 

Steering  Post  Assembly. 

Steering  Column  Tube  63 

Steering  Gear  Case   81 

Steering  Wheel   64 

Steering  Gear  Arm 65 

Spark  Hand  Lever 67 

Steering  Gear  Connecting  Bod 6 

Throttle  Hand  Lever 68 

Spark  and  Throttle  Sector 70 

Spark  and  Throttle  Control  Bod 71 

Throttle  Lever  Shift  Hod 72 

Hand  Lever  Assembly. 

Gear  Shift  Lever 73 

Brake  Lever    17 

Gear  Shift  Gate  or  Selector 76 

Gear  Shift  Lever  Shaft  77 

Pedal  Assembly. 

Clutch  Pedal   33 

Brake   Pedal    16 

Clutch  and  Brake  Pedal  Shafts 78 

Clutch  Belease  Fork   80 

praetiet  ii  to  hfty«  Hand  Xiever  operate  the  eztemal  brakes  and  Foot  Lever  the  In- 
— both  on  rear  wheels. 


Gear  Box  or  Goar  Set 29 

Cover  Plate  for  Transmission 30 

CbitclL 

(Cone  Typ«)    31 

Clutch  luring   32 

ClQteli  Pedal  33 

Driven 

Universal  Joint   (forward) 34 

Universal  Joint   (rear)    36 

Drive  or  PropeUer  Shaft 36 

Drive  Pinion  Shaft  12 

Differential  Driving  Pinion 11 

Differential  Driving  Gear 10 

Torqne  Bod 37 


HO.  a— Key  to  Motor  Oar  Parts;  illustrated  in  Charts  1,  3,  4,  5,  6,  7,  8,  9,  10. 
81  and  32. 


i:      Modam  type  of  can  will  be  shown   further  on  in  thif    ^ook.     R/ad  hiding  top  of  pafe  lY. 


DYKE'S  INSTEUCTION  NUMBER  ONE. 


ASSEMBLY  OP  CAB. 


DYKE'S  INSTRUCTION  NUMBER  ONE. 


ASSEMBLY  OF  CAR. 


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DYKE'S  INSTRUCTION  NUMBER  ONE. 


ASSEMBLY  OF  CAR. 


DYKE'S  INSTRUCTION  NUMBER  ONE. 


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10  DYKE'S  INSTRUCTION  NUMBER  ONE. 


INSTRUCTION  No.  1. 

THE  AUTOMOBILE:    Assembly  of  the  Automobile.     Fiinctions 
of  the  Principal  Parts. 

The  Kinds  of  Motor  Cars. 
There  are  three  different  kinds  of  motor  cars;  first,  the  gasoline  motoi 
car;  secondly,  the  steam  car;  thirdly,  the  electric  car. 

The  gasoline  motor  car  is  by  far  the  most  popular,  and  it  is  with  this  thai 
we  are  mainly  going  to  deal. 

The  steam  car,  silent,  smooth  and  easy  on  tires,  is  comparatively  seldom 
seen. 

The  electric  car,  almost  invariably  in  the  form  of  a  brougham  or  coupe, 
is  heavily  handicapped  by  being  unable  to  run  for  more  than  a  few  hours 
without  a  fresh  charge  of  electricity  from  its  headquarters,  and  is  quite  in 
the  minority.  Our  attention  will  be  devoted  to  the  car  with  the  gasoline 
engine  for  the  motive  power. 

The  Component  Parts  of  a  Motor  Car. 

A  car  may  be  made  up  as  a  whole  of  two  distinct  parts,  the  body  and 
chassis. 

The  body,  which  is  the  work  of  the  body  builder,  which  has  been  brought 
by  him  to  a  wonderful  pitch  of  perfection,  hardly  concerns  us  so  we  will  un- 
screw the  half  dozen  or  so  bolts  that  secure  it  to  the  frame  of  the  chassis  and 
stand  it  to  one  side,  for  the  present  at  least — so  that  we  can  examine  the 
chassis  underneath. 

The  chassis  is  the  entire  car  with  the  exception  of  the  body  (see  chart  8)'. 
The  chassis,  for  our  purpose,  must  also  be  divided  into  its  main  parts  as 
follows:  the  running  gear,  power  plant,  transmission  system,  control  system, 
equipment  and  accessories. 

The  running  gear  consists  of  parts  as  follows:  front  and  rear  axles, 
wheels,  springs,  frame. 

The  power  plant  consists  of  parts  as  follows :  motor  with  its  fuel  system, 
carburetion  system,  ignition  system,  cooling  system  and  lubrication  system. 

The  transmission  system  consists  of  parts  as  follows :  clutch,  change  speed 
gears,  drive  shaft  with  its  universal  joints  and  differential. 

The  control  system  consists  of  parts  as  follows :  steering  device,  throttle 
and  spark  control,  kand  levers,  foot  pedals  and  brake  system. 

The  necessary  equipment  consists  of  such  parts  as  fenders,  running 
boards,  hood,  dash,  tires,  lighting  system,  self  starter,  horn,  etc. 

The  desirable  equipment  or  accessories  are  such  parts  as  speedometer, 

windshield,  warning  signal,  shock  absorbers,  etc. 

The  construction  of  the  parts  of  a  motor  car  may  vary,  but  their  purpose 
is  the  same.  While  it  is  true  there  are  hundreds  of  different  firms  making 
automobiles,  they  all  employ  in  the  construction  of  their  cars  the  parts  en- 
umerated under  the  various  headings.  For  instance,  one  manufacturer  may 
suspend  the  power  plant  on  the  main  frame,  others  use  a  sub-frame.  Some 
use  a  clutch  of  the  cone  type,  others  use  a  clutch  of  the  multiple  disc  type — ^but 
they  all  use  frames  and  they  all  use  clutches.  Further  on  we  will  explain  the 
different  constructions  involved  in  these  parts,  but  bear  in  mind  the  principle 
or  purpose  of  each  part  does  not  change. 


ASSEMBLY  OF  CAR.  11 

As  we  progress  the  reader  will  gain  an  idea  of  the  different  constructions 
of  the  component  parts  now  in  general  use — for  instance,  there  are  two  kinds 
of  front  axles  in  general  use;  the  tubular  type  and  the  solid  type.  There 
are  two  types  of  construction  of  rear  axles  in  general  use;  the  live  axle 
which  revolves  and  is  driven  by  a  bevel  gear  and  pinion,  and  the  dead  axle 
which  does  not  revolve,  but  the  wheels  are  driven  by  chain  and  sprocket,  and 
so  on,  throughout  the  whole  construction  of  a  car. 

*It  is  now  clear  that  if  the  reader  masters  the  principle  and  purpose  of 
these  parts  then  it  will  be  no  difficult  matter  to  understand  the  variation  in 
construction,  and  when  he  will  have  completed  the  study  of  this  construction 
he  will  have  gained  sufficient  knowledge  to  enable  him  to  understand  the  con- 
struction of  all  cars. 

Purpose  of  the  Parts  of  the  Running  Gtear — see  chart  4. 
The  front  wheek  run  free  on  the  axle,  and  guide  the  car.    They  are  called 
the  guiding  wheels  and  are  moved  from  side  to  side  by  means  of  a  steering 
device  (63-64-65)  and  the  direction  of  the  car  is  controlled  in  this  manner.    The 
rear  wheels  are  revolved  by  the  engine  and  drive  the  car. 

The  front  axle  is  fitted  with  steering  knuckles  (3  and  4)  on  which  the 
guiding  wheels  run.  These  steering  knuckles  are  moved  by  means  of  the  rod 
(6),  which  connects  to  the  steering  device  (65).  The  front  axle  is  fitted  with 
spring  blocks  (19)  and  spring  clips  (20)  which  hold  the  springs  in  place. 

The  rear  axle  revolves.  The  housing  over  axle  is  fitted  with  spring  blocks 
and  clips  similar  to  the  front  axle. 

The  springs  act  as  a  cushion  and  protect  the  machinery  and  the  occupants 
of  the  car  from  undue  vibration  and  shock.    They  also  hold  the  frame. 

The  frame  of  an  automobile  is  made  of  pressed  steel  and  is  the  founda- 
tion which  supports  the  power  plant, 
change  gears,  levers,  steering  device, 
fuel  tank,  body,  etc.  Each  part  is 
bolted  to  frame  and  is  kept  in  proper 
relation  to  each  other.  The  frame 
is  usually  hung,  with  the  springs  rest- 
^  ing  on  the  axles  as  shown  in  upper 

Fir.   1.     In   the   upper   illustration    is   ghown    the  iHuStratioU,  fig.   1,  tO  the  left,  Callcd 

•nratang  spring  suspension   which   is  used  on   the  OVerslunCf.       SomctimCS     the    SprinflTS 

■siority   of   the   cars   today.     Note   that   here   both                 r^ji-i           xi.            -i  n-i 

front  and  rear  sprincs  and  also  the  frame  are  above  are   laStenCCl    belOW  the   axlCS,  Called 

the  axles.     la   the  lower  illustration   is   shown  the  fU^  iinHprflliiTiir  pnnGfi*ii/>finn 

■adenlnng.   a  form  of  spring  suspension   in  which  ^"®   UnuerSlUng  COnStrUCtlOU. 

tbe  frame  is  above  the  axles,  but  the  springs  below             a          i^  ^                                  ^-  i  -i 

-teidom  used.  A  suD-framo  IS  somctimcs  placed 

A  popular   spring    system    is    the    cantilever,    see       insidc  of  the  main  frame  tO  SUppOrt 

the  power  and  drive  plant. 

The  steering  device  (63-64-65)  is  usually  attached  to  the  frame.  By  turn- 
ing, the  wheel  (64)  the  car  is  guided  through  the  control  of  the  direction  of 
the  front  wheels. 

Brakes  (13)  are  fitted  to  motor  cars  for  stopping  or  slowing  down  and 
^  usually  fitted  to  a  drum  on  the  hubs  of  the  rear  wheels. 

Purpose  of  the  Parts  of  the  Power  Plant — see  chart  5. 

The  engine  furnishes  the  power  that  drives  the  car.  It  is  usually  located 
^the  front  part  of  the  frame,  if  it  is  a  multiple  cylinder  vertical  type  of  engine. 

^SHKpension:  multiple  cylinder  engines  usually  have  four,  six,  eight  or 
twelve  cylinders.    If  it  is  a  single  cylinder  engine,  it  is  usually  hung  as  shown 

*8«e  index  for  advantages  of  "three  point  suspension." 

*Th«  tjpe  of  clateh,  axle,  engine,  etc.  which  are  used  on  leading  cars  given  under  "Spceificatioas 
«  Uadiag  Oart*' — page  542. 


=^^ 


12  DYKE'S  INSTRUCTION  NUMBER  ONE. 

in  chart  11,  fig.  1 ;  if  double  cylinder  opposed  type,  it  is  usually  placed  across 
the  frame.  If  a  multiple  cylinder,  "single  unit  power  plant"  (see  page  85), 
it  is  usually  suspended  at  three  points  as  per  page  786,  fig.  49.  This  is  called 
"three  point  suspension." 

The  carburetor  mixes  air  with  gasoline,  and  is  connected  direct  to  intake 
pipe  on  engine.  The  carburetor  is  connected  to  the  feed  pipe  (62)  from  the 
gasoline  tank. 

The  gasoline  tank  is  usually  placed  under  the  seat  or  at  the  rear  of  the 
car  and  gasoline  is  fed  to  the  carburetor  through  a  small  pipe  (62)  (chart  8) 
or  by  the  vacuum  system  (see  carburetion  instruction). 

The  exhaust  pipe  (47)  connects  to  the  exhaust  manifold  and  runs  to  muf- 
fler (48),  which  is  usually  placed  at  rear  of  car.  The  exhaust  pipe  permits  the 
burnt  gases  to  escape.  The  muffler  placed  at  the  extreme  end  of  the  exhaust 
pipe,  silences  or  muflfles  the  noises  from  the  explosions  in  engine  cylinders. 

The  ignition  system  is  a  part  of  the  electric  plant;  either  a  storage  bat- 
tery and  coil,  dry  cells  and  coil,  generator,  or  a  magneto.  The  coil  and  battery* 
electric  system  was  formerly  placed  on  the  dash,  while  the  magneto  or  genera- 
tor is  placed  on  the  engine  and  is  run  by  the  cam  shaft  or  crank  shaft,  through 
the  medium  of  silent  chains.  The  modern  coil  and  battery  system  with  a 
timer  and  distributor  is  now  placed  on  the  engine,  see  Delco  and  Atwater-Kent 
systems. 

The  cooling  system  consists  of  the  radiator  (50),  water  pipes  (51)  and 
circulating  pump.  The  object  of  the  cooling  system  is  to  keep  the  engine 
from  getting  too  hot  when  the  explosions  take  place  inside  of  the  cylinders. 

The  lubrication  system  of  the  engine  is  for  the  purpose  of  keeping  the 
bearings  and  rings  and  other  moving  parts  from  wearing.  This  subject  as  well 
as  all  other  subjects  will  be  treated  separately  further  on. 

Transmission  of  Power— see  charts  6,  7. 

The  transmission  or  the  speed  change  gears  is  that  part  which  transmits 
the  power  from  the  engine  to  the  driving  wheels  through  a  system  of  speed 
change  gears  (29). 

A  clutch  (31)  is  placed  between  the  engine  and  transmission;  this  permits 
the  engine  to  run  free,  or  when  ** thrown  in"  connects  the  engine  to  the  change 
speed  gears  and  drive  the  car.  The  clutch  is  operated  by  a  foot  pedal  (33) 
and  is  thrown  in  or  out  by  the  driver. 

In  a  locomotive,  the  piston  rods  are  connected  direct  with  the  wheels, 
through  the  medium  of  the  cross  head,  and  connecting  rods  so  that  when 
steam  is  applied  the  locomotive  moves.  In  an  automobile,  the  engine  may  be 
disconnected  from  the  transmission  by  means  of  the  clutch,  so  that  the  motion 
of  the  transmission  or  of  the  entire  car  may  be  stopped  without  stopping  the 
engine. 

Change  gear  principle:  When  a  bicyclist  wants  to  race  on  a  level  track 
he  gears  his  wheel  up  high,  so  that  one  revolution  of  the  crank  takes  him  the 
greatest  possible  distance.  Yet  if  he  takes  this  wheel  on  the  road  and  en- 
counters a  hill,  he  must  get  oflE  and  walk  or  exert  an  extra  lot  of  power — ^he 
needs  a  wheel  geared  lower. 

In  the  same  way,  when  an  engine  is  required  to  do  more  than  ordinary 
work,  as  climbing  a  hill,  the  transmission  or  change  speed  gear  contains  from 
two  to  four  changes  of  gears  and  helps  out  the  engine  by  changing  to  the  gear 
ratio  required  for  less  motive  power.  It  allows  the  car  to  move  at  various 
speeds  while  the  speed  of  the  engine  is  unchanged. 

When  in  low  gear,  the  engine  makes  quite  a  number  of  revolutions  (15 
or  20),  while  the  wheels  revolve  once  which  makes  the  auto  move  forward 
slowly,  but  with  considerable  force,  so  that  it  can  go  up  a  steep  hill  or  through 
sand  or  mud. 


ASSEMBLY  OF  CAR.  13 

When  in  second  or  intermediate  gear,  the  engine  makes  from  (8  to  12) 
revolutions  to  one  revolution  of  the  wheels,  which  moves  the  car  faster  than 
the  low  or  first  change  of  gears  but  with  less  force. 

When  in  third  or  high  gear  the  engine  makes  from  (2  to  4)  revolutions  to 
one  revolution  of  the  wheels,  which  gives  the  car  high  speed  over  good  roads. 

If  the  car  was  going  up  a  steep  grade  while  on  high  gear,  the  work 
would  be  more  than  the  engine  could  do,  and  it  would  stop  unless  one  of  the 
lower  speeds  were  shifted  in.  There  would  be  considerably  more  pull  on  the 
wheels. 

The  operation  of  the  change  of  gears  is  by  means  of  a  side  or  center  lever 
(73,  chart  1,  also  see  chart  23) ;  change  of  gears  can  be  made  instantly.  The 
transmission  also  contains  a  set  of  reverse  gears,  which  when  thrown  in,  will 
reverse  the  motion  of  the  car  without  reversing  the  motion  of  the  engine. 

The  transmission  may  be  connected  so  that  it  drives  the  wheels  by  the 
following  methods. 

First — ^by  a  driving  shaft  (see  chart  11,  fig.  1,  c  and  e,  also  (36)  chart  6), 
connected  to  the  rear  axle,  which  it  revolves  by  means  of  bevel  gears,  the  wheels 
and  axle  turning  together.    This  axle  revolves  and  is  called  a  "live"  axle. 

Second — by  a  single  chain  (see  h,  chart  11)  connected  to  the  rear  axle, 
wheels  and  axle  turning  together. 

Third — ^by  two  chains  (see  b,  chart  11),  one  connected  to  each  rear  wheel, 
which  run  free  on  the  axle,  like  a  buggy  and  is  called  a  "dead"  axle  because 
it  does  not  revolve. 

The  Drive  System — see  chart  6. 

The  connection  between  the  engine  and  the  w^heels  is  called  the  drive 
system. 

The  drive  shaft  connects  with  the  end  of  the  transmission  shaft  by  means 
of  a  universal  joint,  it  has  also  a  universal  joint  at  rear  end  connecting  with 
the  differential  drive  pinion  shaft.    • 

The  universal  joints  (34-35)  permit  the  parts  mounted  on  the  rear  axle  to 
move  up  and  down,  thus  preventing  the  movement  of  the  axle  from  interfer- 
ing with  the  drive  of  the  car. 

The  torque  rod  (37)  is  usually  placed  between  the  housing  on  rear  axle 
and  the  transmission  case.  The  object  of  the  torque  rod  (or  torque  arm  as  it 
is  now  called)  is  to  prevent  the  axle  housing  from  twisting  when  the  power  or 
brakes  are  applied  (see  page  22). 

The  drive  pinion  shaft  (12)  connects  to  the  rear  universal  joint  (35) 
and  drives  the  bevel  gear  (10),  which  is  connected  to  the  differential  (9), 
(see  chart  5). 

The  front  wheels  on  an  automobile  run  free  on  the  axle.  For  this  rea- 
son the  outside  wheel  is  able  to  revolve  faster  than  the  inside  wheel  when  the 
ear  is  turning  a  comer. 

When  a  vehicle  turns  a  corner,  the  outside  wheels  revolve  faster  than  the 
inside  wheels,  because  they  travel  a  longer  distance. 

The  wheels  in  rear  must  do  the  same  thing ;  if  they  were  forced  to  revolve 
at  the  same  speed,  one  would  slide  because  it  could  not  keep  pace  with  the 
other. 

When  they  run  free  on  the  axle,  they  would  take  care  of  this  them- 
selves, but  as  both  are  driven  by  the  engine,  the  transmission  or  rear  axle  is 
fitted  with  a  differential,  or  at  times  erroneously  called  a  compensating  gear 
(see  chart  18),  This  device  is  automatic,  and  permits  the  wheels  to  revolve 
at  variable  speeds,  although  both  are  driven  by  the  angine. 


14 


DYKE'S  INSTRUCTION  NUMBER  ONE. 


Power  PUnt  Drive  Shaft  , 


;& 


Universal  Joint 


Transmission 

DriTo  Shaft 


Engine 


Clutch 


Fig.  1 — ^Methods  of  Power  Transmission  to  Bear  Axle, 
h — Single    chain    drive    (obsolete),     b— Double   chain    drive    (used    principally    on    trucks).    ^- 
Shaft  drire  with  a  double  opposed  type  of  engine   (shaft  drive  is  extensively  used,  but  the  opposed 
type   engine   is    seldom    used),     a — Shaft    drive    with    a    four,    six,    eight    or    twelve    cylinder   angina 
(extensively  used). 


Fig.  2 — Top  Tlew  of  a  doable  chain  driven  truck.     Rear  axle  is  called  the  "dead**  type  because 
it  does  not  revolve.     Formerly  employed  by  the  Packard  Motor  Oar  Oo. 


Fig.  8 — Side  view  of  a  modem  Packard  chainless  truck.  Drive;  worm:  power:  four  eylinder 
gasoline  engine;  clutch;  disk:  transmisBion ;  four  speed  selective  sliding:  "live"  rear  axle;  full  floating. 

Worm  gear  drive.  This  system  is  used  on  a  large  number  of  cars  now,  especially  on  tmcka, 
and  is  coming  more  into  favor  every  year.  There  is  no  diflterence  in  the  transmission  system,  OKeept 
aa  regards  the  drive,  as  compared  with  the  usual  bevel-gear  system.  In  principle  the  worm  drhre 
is  a  simple  arrangement;  the  usual  bevel  gear  and  pinion  are  replaced  by  a  specially-shaped  hoUvw 
helical  toothed  gearwheel  and  worm.     A  "live"  rear  axle  is  used. 


NO.   11— MatliodB  of  Trangmlwilon  of  Power  to  Bear  Axle  and  Bead  Whetls. 


ASSEMBLY  OF  CAR.  16 

Body. 

The  automobile  frame,  with  all  parts  of  the  running  gear,  the  transmiB- 
non,  engine  and  other  parts  of  the  mechanism,  when  it  is  wifhont  the  bodj 
11  ealled  the  chasds.  Different  types  of  bodies  may  be  attached  to  a  chastii, 
ind  are  generally  fastened  down  with  bolts. 

The  bodies  of  pleasure  automobiles  are  classed  as  follows : 

Boadster — ^An  open  ear  seating  two  or  three.  It  may  have  additional  seats  on  rmn- 
niig-boards  or  in  rear  deek. 

Ooapelet— 9eats  two  or  three.  It  has  a  folding  top  and  full-height  doors  with  diaap- 
ptiring  panels  of  glass. 

Coupe— An  inside  operated,  enclosed  car  seating  two  or  three.  A  fourth  seat  facing 
btekward  is  sometimes  added. 

Oomrwrtlbla  Oonpe — ^A  roadster  provided  with  a  detachable  coupe  top. 

Cnowr  I«eaf — ^An  open  car  seating  three  or  four.  The  rear  seat  is  dose  to  the  divided 
front  seat  and  entrance  is  only  through  doors  in  front  of  the  front  seat. 

Tonztng  Oar — ^An  open  car  seating  four  or  more  with  direct  entrance  to  tonnean. 

Btlon  Touring  Oar — ^A  touring  car  with  passage  between  front  seats,  with  or  without 
nptrate  entrance  to  front  seats. 

Oonvertible  Tooilng  Car — A  touring  car  with  folding  top  and  disappearing  or  remov- 
iUe  glass  sides. 

Sedan — A  dosed  car  seating  four  or  more  all  in  one  compartment. 

OUiYartible  Sedan — A  salon  touring  car  provided  with  a  detachable  sedan  top. 

Open  Sedan — ^A  sedan  so  constructed  that  the  sides  can  be  removed  or  stowed  so.as 
to  leave  the  space  entirely  clear  from  the  glass  front  to  the  back. 

Umonslne — A  closed  car  seating  three  to  five  inside,  with  driver's  seat  ontdde,  cov- 
•red  with  a  roof. 

Open  Idmonsine — A  touring  car  with  permanent  standing  top  and  disappearing  or 
naovable  glass  sides. 

Barllne— A  limousine  having  the  driver's  seat  entirely  indosed. 

Brongham — ^A  limousine  with  no  roof  over  the  driver's  seat. 

Landanlet — A  closed  car  with  folding  top,  seats  for  three  or  more  inside,  and  driver's 
Mtt  outside. 

Body  equipment  consists  of  a  hood  or  bonnet  over  the  engine  which  con- 
nects with  the  dash  of  the  body.  Fenders  or  mud  guards  are  usually  attached 
independent  of  the  body,  also  the  running  board.  Wind  shields  are  placed  in 
front  on  the  dash.  Steel  pans,  which  extend  under  the  mechanism,  protect- 
ing it  from  mud  and  dust. 

Commercial  vehicles  are  those  used  for  business  purposes  such  as  taxi- 
cabs,  delivery  and  trucks. 

Wheels. 

Tires  made  of  rubber  are  fitted  to  the  wheels  to  take  up  the  vibrations 
that  are  too  sudden  for  the  springs  to  absorb. 

The  wheels  of  an  automobile  are  smaller  in  diameter 

than  horse  drawn  vehicles,  due  principally  to  the  fact  that 
at  the  high  speed  the  automobile  travels,  the  wheels  would 
have  to  be  built  entirely  too  heavy  to  sustain  the  strain. 
Automobile  wheels  must  be  very  strong,  because  of  the 
weight  that  they  must  support,  and  the  strain  that  they 
are  under.  They  are  made  of  wood  or  wire  (see  illustration). 

Wooden  wheels  are  made  with  a  wood  felloe,  over 
which  fits  a  steel  rim  that  holds  the  tire.  It  is  called  an 
artillery  type  wheel. 

Wire  wheels  are  light,  easily  repaired  and  are  becom- 
ing very  popular. 

Mud  guards  or  fenders  are  always  fitted  over  the  wheels,  to  protect  the 
ear  and  occupants  from  the  mud  thrown  by  the  wheels. 


DYKE'S  INSTRUCTION  NUMBEB  ONE. 


AttJiongli  Itacn  KM  muij  tiwelal  nukM  of  bodi«i  whicb  «rs  i^ivcd  irpecial  natDPR,  th*?  aiit 


will  fi^e  thfl  reader  lbs  nmmet  of  the   atmndBrd   tjF|ie  of  bod  Leo, 

If^«  tb«  Oyelt  OftT  U  tiow   c&ILcil  ii   Lilgbt  0»r. 

TtiB   Sftdui   dif7i;ri   from   the    Llmouaioe   ia   tli*|  th«  dHirei-*ft  t^nt   Id   tKe  Sed«.iEi   is  plactid  in 
itftta  and  would  b«  termed  a  family  ear,     Tb9  owner  quile  oHcn  drl^ei  thii  typr  of  car. 

Til*  liiancmiilM  front   a»»i   la   paTtltion««l   off   from    arata    In    iht    rear    and    is    uNuaUy 
ebatiJfeur. 

TIm  Town  C«f   i«   •  lifbi,   low,   tKoH  wbe«l   bue,  witb  chaaff^ur'i  seat  in  front.     Thia  I 
lued    for  T^ilejab   iarvica. 

¥b«   liftndma    la    m   trpe    of   e*r    itasfUr    to    tb«    Litnouiioe,  but  tbe  r«ai-  pari  of  top  can 

Tb«   dlMtBeUon   b«tw«ta  tlM  ]>«UvaEf  wicoo   a&d   TrndG   ia   io    aiifs    and    weight.     Th« 
ia  tisualb  a  shaft  drlT«o  ]>nemii«tl«  tired  car,  whoreaa  tbe  truek  is  a  double  ftiain  or  nUaft  di 
bea^y    m*chLtie. ^ 


OHABT  NO.  13— T7P«i  of  Bodies. 


CLUTCfl  «1A]I 


Buick  Six. 

Tlie  Bulck  1918  line  vr^v  compoitd 
of  thre©  modelft.  Two  sixot.  Th« 
only  mAterial  difrereoce  wat  in  tht 
wheel  ba«fl,  11 B"  snd  124* — ^tha  ea- 
fcine  being  the  tame. 

The  1920  Buick  ILm  is  comp«ied 
of  iix  models  of  cArs:  Model  K-eiz- 
44,  a  lhree-pa»«enger  roftdeter;  model: 
K  »ix-45.  a  fivepasftenger  touring  c»r; 
K-aiX'46,  a  touriog  coupe;  Kffix-47, . 
a  fiv^e-pasiengcr  tourio^  sedao;  K-tix- 
49,  tt  «ev«a-pasaeDger  toaring  car;  K- 
Rix'50,    a   aeven-peascDger   sedao. 

Eagl&i  oo   All  model!  ia  the  same  tlx 
cylinder   type  with    valvea-io-tb^-bead.j 
:i%"   bore    by   4^"   itroke.  aemi-itMr 
bloc   casiiugB.    YaUfss  are  moaDled  ia 
cageA — ai'e  page  lOP.  50  actual  brak*- 
horao   •   [iower.        Oooliog,     ceatrifugal  < 
pamp     and     cellular     type     radiator; ' 
lubrication,     circubtlog    epiaali     ofier* 
Aledi    by    gear   pump   driven   by   tiiiral, 
gearB    from    cam    ehaft;    cvboretor   ii 
the   Xtarvel   ihown   on   pai^e   179,    witk 
rarnnm   fuel   fv^(\   Ryitetn   explained  ofi 
page  105;  ignittoo,  high  tension  Jump 
apark   system — Delco    electric    ayttcmi 
Detuo    Hinglft    wire.     Clutch*     multiple 
dise,  dry  plate:  transmUslon,  3   8p«ed 
nnd  reverse.  8.36.  1.76  and   1   to  1   os 
firsts  second   and  third  fe&rs,  and  411 
to    1    on    reverse,    nf^lActive   typtr     lea 
page  497  for  guar  uliifti  rear  Kd«.  ftiU^ 
floatinir  type  with  4  to  1. ratio  oa  11B'| 
wheel  bane  and  4.<S15  to  1  on  the  114* 
whoel  bftBP  car — see  page  557  for  typ« 
of   rim   used.  


ASSEMBLY  OF  CAR.  17 

Lights. 

Automobiles  are  required  to  carry  two  lights  in  front,  and  another,  called 
the  tail  light,  in  the  rear.  The  rear  light  is  required  for  the  benefit  of  the  Fire 
Department — to  avoid  accidents  of  rear  end  collision.  To  make  driving  at 
night  safe,  there  are  usually  head  lights  which  bum  acetylene  gas  or  elec- 
tricity. 

Electric  lights  are  the  most  popular ;  a  storage  battery  supplies  the  elec- 
tric current;  when  the  battery  runs  down  it  is  recharged  from  an  outside 
source,  but  if  car  is  equipped  with  an  electric  generator,  run  from  engine, 
the    battery  is  kept  charged  by  the  generator.     (This  subject  treated  fur- 
ther on). 


Accessories. 

Speedometers  show  the  speed  in  miles  per  hour,  and  are  operated  by 
flexible  shaft  driven  from  the  front  wheel  or  transmission  shaft. 

Odometers  show  the  number  of  miles  traveled,  either  on  one  trip  or  dur- 
ing the  entire  season.  Speedometers  and  odometers  are  often  built  in  one 
case,  for  the  sake  of  compactness,  one  cable  driving  both. 

Orademeters  show  the  per  cent  of  grade  the  car  is  climbing. 

The  horn  for  automobiles  is  sounded  by  pressing  a  rubber  bulb,  and  the 
tube  from  the  bulb  to  the  horn  is  long  enough  to  have  the  former  at  the 
drtver's  seat,  and  the  latter  well  forward.  Another  form  of  alarm  is  blown 
by  the  pressure  of  the  exhaust  from  the  engine,  and  it  is  sounded  by  pressing 
®^  a  foot  pedal.  Exhaust  whistles  are  the  name  of  these  horns,  and  the 
sound  is  very  much  like  a  locomotive  whistle. 

The  electric  horn  is  the  most  popular.    It  will  be  explained  farther  on. 

Bumpers  are  placed  in  front  of  the  car  and  sometimes  in  the  rear.  They 
Protect  the  radiator  and  lamps  and  are  well  worth  the  investment  (see  fig. 
10  Page  26). 

Wheel  Base,  Tread. 

The  wheel  base  of  an  automobile  is  the  distance  (in  inches)  between  the 
'"^^^  axles  and  the  front  axles.  The  long  wheel  base  rides  easier  than  a  short 
^'^^el  base.  The  frame  must  be  sufficiently  stiflf,  however,  to  prevent  sagging 
'^oxxx  the  weight  on  same.  The  wheel  bases  vary  from  80  inches  on  runabouts, 
to  I44  inches  on  larger  cars. 

The  tread  (also  called  track)  is  the  distance  the  two  wheels  are  apart 
?^^*^iired  parallel  with  the  axle.  The  standard  tread  is  56  inches,  measured 
ironx  center  to  center. 

The  treads  of  wagons  and  carriages  vary  in  different  parts  of  the  country. 
^  ^He  Southern  states  it  is  60  inches,  in  the  West  48,  and  most  of  the  other 
parts  of  the  country  56  inches.  Small,  light  cars  are  sometimes  made  with  a 
^^^ller  tread  than  56  inches,  but  it  is  exceptional. 

The  clearance  is  the  distance  from  the  lowest  point  of  the  car  to  the  road. 
*^^^  rough  roads,  a  greater  clearance  is  required  than  for  smooth  roads,  as 
ft  high  place  in  the  road  would  strike  parts  of  the  machinery  that  hung  too 
low.    The  front  axle,  which  is  solid  and  heavy,  is  usually  curved  down  in  the 

c^ttter,  so  that  it  will  be  the  first  part  of  the  car  to  strike  a  high  place,  thereby 

protecting  the  delicate  parts  behind  it. 


I 


18  DYKE'S  INSTRUCTION  NUMBER  TWO. 


INSTRUCTION  No.  2. 

DRIVE:     Chain:    Propeller  or  Shaft  Drive.     Worm  Gear  Drive. 
Radius  Rods.    Torsion  Rods.     Drive  Reduction. 

The  power  from  the  engine  is  transmitted  through  the  transmission; 
and  is  applied  to  the  propelling  of  the  car  by  those  parts  called  the  drive. 

There  are  three  types  of  drive;  one  the  double  chain  drive,  requiring  a 
dead  rear  axle,  and  the  other  the  single  chain  drive  (seldom  used),  and  the 
shaft  or  propeller  shaft  drive,  which  requires  a  live  rear  axle,  (see  chart  13.) 

♦Double  Chain  Drive — see  chart  11. 

The  double  chain  drive  is  seldom  used  on  pleasure  cars,  but  is  used  quite 
extensively  on  trucks,  t  Trucks  use  chains,  because  trucks  carry  heavy  loads 
and  usually  have  solid  dead  axles. 

When,  as  is  usual  in  cars  of  this  type  of  drive,  the  engine  is  in  front,  the 
crank  shaft  is  parallel  to  the  sides  of  the  car,  and  therefore  at  right  angles  to 
the  rear  axle.  The  power  developed  at  the  crank  shaft  must  therefore  be 
turned  at  right  angles  in  order  to  apply  it  to  the  wheels.  (See  fig.  1,  chart 
13.)     This  is  done  by  means  of  bevel  gears,  which  are  in  the  transmission  case. 

The  power  is  transmitted  from  the  crank  shaft  of  the  engine  to  the  square 
shaft  of  the  change  speed  gear  by  gears,  as  explained  farther  on.  The  square 
shaft  carries  a  bevel  gear  that  meshes  with  another  bevel  gear  carried  on  the 
jack  shaft  (see  fig.  1). 

The  jack  shaft  passes  across  the  car,  running  in  bearings  in  the  gear  case 
and  on  the  frame.  It  is  held  so  rigidly  that  while  it  is  free  to  revolve,  its  bevel 
gear  is  always  in  correct  relation  to  the  bevel  gear  on  the  square  shaft  of  the 
transmission. 

The  jack  shaft  is  in  two  sections,  between  the  inner  ends  of  which  the  dif- 
ferential is  placed,  the  differential,  of  course,  being  in  a  housing  to  side  of 
the  bevel  gear  that  drives  the  jack  shaft. 

At  each  end  of  the  jack  shaft,  outside  of  the  frame,  is  a  sprocket  which 
is  in  line  with  a  corresponding  sprocket  on  the  rear  wheel  of  that  side  (see 
fig.  2,  chart  13).  Over  each  pair  of  sprockets  passes  a  chain  that  transmits 
the  revolutions  of  the  jack  shaft  to  the  wheels  which  run  loose  on  the  ends 
of  the  dead  axle. 

The  chain  most  commonly  used  for  automobiles  is  called  a  roller  chain. 
It  consists  of  side  pieces  in  pairs,  each  pair  being  secured  to  the  adjoining 
pairs  by  rivets  passing  from  side  to  side.  On  these  rivets  are  steel  rollers 
which  revolve  as  they  touch  the  sprockets.  These  rollers  fit  the  space  between 
the  teeth  of  the  sprockets,  and  as  the  chain  bends  around  the  sprockets  the 
rollers  are  stationary,  while  the  rivets  turn  inside  of  them. 

To  give  the  best  service,  chain  must  run  true ;  that  is,  the  sprockets  over 
which  they  run  must  be  in  line,  the  links  of  the  chain  must  fit  the  teeth,  and 
the  sprockets  must  be  exactly  circular.  If  the  sprockets  are  out  of  line,  the 
chain  will  be  forced  to  bend  sideways.  If  the  links  do  not  fit  the  teeth,  there 
will  be  a  grinding  that  will  cause  rapid  wear,  and  there  will  be  danger  of  the 

*For   care   and   adjusting   of   chains,    see    instruction    on    trucks;    also    refer    to    this    rabjeet    on 
doable  chain  drive. 

tThe  modem  type  of  truck  uses  the  worm  gear  drive. 


DEIVE    SYSTEM. 


19 


ehaiM  jumping  off.  If  the  sprockets  are  not  exactly  circular,  during  one  part 
of  the  revolution  the  chain  will  be  slack,  and  during  the  other  part  will  be 
drawn  tight,  stretching  it. 

The  double  chain  drive  has  advantages  on  heavy  cars.  By  its  use  the 
weight  of  the  car  is  carried  by  a  solid  or  ''dead"  axle,  which  is  lighter  than 
a  divided  **live"  axle  of  the  same  strength  can  be.  If  a  solid  axle  is  bent, 
it  can  be  straightened  easily,  while  it  requires  an  expert  mechanic  to  straighten 
a  bent  live  axle. 

The  disadvantages  of  a  double  chain  drive  are  the  difficulty  of  properly 
lubricating  the  chains-,  their  rapid  wear  in  consequence,  and  the  liability  of 
chains  to  stretch  and  jump  off  the  sprockets. 


The  worm  gear  drive  for  trucks  with  substantial  axles  of  the 
type  are  now  considered  superior  to  the  double  chain  drive. 


'live' 


Single  Chain  Drive— see  chart  11. 

This  type  of  drive  is  now  seldom  used,  and  was  formerly  used  only  for 
cars  with  engines  of  small  power,  in  which  the  engine  is  usually  horizontal,, 
with  the  crank  shaft  lying  across  the  car  and  parallel  to  the  rear  axle. 

A  planetary  change  speed  gear  or  transmission  is  usually  used  in  a  car 
of  this  type,  and  its  sprocket  is  in  line  with  the  sprocket  mounted  on  the 
differential  on  the  **live''  rear  axle  (see  chart  11 — also  fig.  5,  page  47). 


fcnicin* 


Clutch    Peda] 


OLUTCH 


?^  ittodcm  method  for  drlTtng  the  rear  aade  is  by  means  of  s  propeller  type  of  drive  shaft  with  m 
J^^el  dririog  pinion  and  bevel  driven  gear  on  differential  on  rear  axle. 
^'Bercial    cars  with  shaft  drive  instead  of  double  chain  drive  often  use  the  worm  drive,  see  page  21. 


^Propeller  or  Shaft  Drive — see  chart  11. 

Xn  this  type,  a  shaft  connects  with  the  square  main  shaft  of  the  differential 
fr^   is  extended  to  the  rear  axle,  where  it  ends  with  a  small  bevel  gear  called 


the 


^^e  drive  bevel  pinion. 


..  Ihis  driving  pinion  meshes  with  a  bevel  gear  on  the  differential 
jp*t  is  mounted  between  the  inner  ends  of  the  two  parts  of  the  live  rear  axle, 
caii^^  the  axle  drive  bevel  gear. 

.  .  ^the  propeller  or  driving  shaft,  always  has  one,  and  often  two,  universal 
jomt:^  in  between  the  gear  box  and  drive  pinion  on  rear  end,  so  that  the  mov- 
^  ^f  the  rear  end  as  the  axle  receives  the  jolts  of  a  rough  road  does  not 
raefji;  i^  driving. 

*rhe  bevel  gears  are  contained  within  a  casing  or  housing  that  supports 
^^  bearings  for  the  parts  of  the  axle,  and  also  the  end  of  the  driving  shaft, 
«o  Xhai  the  bevels  are  held  in  the  ^ame  relation  to  each  other,  regardless  of 
the  moving  of  the  axle. 


20 


DYKE'S  INSTRUCTION  NUMBER  TWO. 


c 


-^ 


ifiOmB  B^ 


cr-Tr 


c 


^0cif  smrr 


-ff/frijr£^nu 


Of/IMSS  SPtltO 


S£M 


X 


Fm^ms 


Sf^stgtr 


■^ 


Fig.  1. 


cS^AS 


Fiff.  2. 


„ DISTANCE  Off  MOIU^  RODS 

(        ) 


(^^T7 


S>£ms 


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mr 


a 


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Fig.  3 


CHABT  NO.  13 — Explaining  the  Radius  Bod,  Torque  Ann  or  Torsion  fiod  and  Jack  Shift 


DRIVE    SYSTEM. 


21 


The  advantages  of  this  tjrpe  of  drive  are  that  all  of  the  moving  parts  are 
enclosed  and  protected  from  dust,  and  run  in  grease  or  oil,  which  means 
perfect  lubrication. 

The  disadvantages  of  a  divided  or  split  rear  axle,  are  the  difficulty  of 
keeping  the  bevel  gears  in  exactly  the  correct  relation  to  each  other,  because 
of  the  bending  or  springing  of  the  axle,  and  the  troubles  that  may  come  from 

the  general  weakness  of 
a  live  axle.  (This  trouble 
has  now  been  overcome. 
During  the  early  days  it 
was  a  source  of  bother.) 


fOears. 

Bevel  gears  must  be 
cut  more  accurately,  and 
meshed  more  carefully, 
than  spur  gears.  They 
are  used  principally  for 
driving  the  rear  axle  (see 
page   32). 

To  transmit  power 
without  more  loss  by  fric- 
tion than  can  be  helped, 
there  must  be  as  little 
play  as  possible  without 
having  the  teeth  bind. 

tThe  setting  of  bevel- 
gears  requires  careful  ad- 
justment, for  if  incor- 
rectly meshed  they  will 
be  noisy,  and  will  wear 
rapidly. 


HELICAL  OR 
SPm^L  OR 
^H£W  &LAfT5> 
NOTL  aiiOViJ 
HOW  THIS 
GEAR  CAN 
St  PLACED 
RIOHT  ANGii 


B£  VIL  p. MOW 

'VLfHT  CHAIN 


DOG  CLUTCH 


SafNTCHMN         &P[^0C»^IT  CHAIN 


Note  the  different  methods  of  driving.  Bevel  gears  are 
used  extensively  on  rear  axle  drive  systems.  Worm  gears 
sre  also  used  on  rear  axles.  Helical  gears,  silent  chains 
sre  used  extensively  for  magneto,  electric  starter  and 
generator  drives.  Spur  gears  and  the  dog  clutch  are  used 
in  the  gear  box. 


i^The  worm  drive  gears  are  fast  becoming  popular  for  rear  axle  drives, 
especially  on  commercial  cars  (see  illustration  above). 

The  spiral  bevel,  which  is  often  referred  to  as  helical  gear  is  similar  to 
^e  worm.    The  worm  gear  makes  a  wiping  contact  and  the  helical  more  of  a 
filing  contact  (see  page  35).    The  **skew''  gear  is  the  same  as  the  helical 
ffear.    This  type  gear  is  also  used  to  drive  ignition  systems,  etc. 

Silent  chains  are  used  principally  for  driving  generators,  magnetos,  cam 
®*Jafts,  etc.    (see  index). 

Sprocket  chains  are  used  to  drive  the  rear  wheels  in  chain  driven  cars. 

_  '''Radius    rods:    are    mostly    used,    on    commercial    cars    using    double 

^^ixi  drive.    They  extend  from  a  point  along  side  of  the  frame  in  line  with 

**^    jack  shaft,  thence  to  rear  axle.    Therefore  they  keep'  the  chain  at  the 

proj^ej.  tension  and  the  distance  from  sprocket  to  sprocket  the  same,  no  matter 

^ow-  rough  the  road.    A  turn  buckle  is  provided  to  adjust  (see  fig.  2,  chart  13). 

^lany  manufacturers  however,  have  now  discarded  the  radius  rods  entirely. 


^Also  called    "strut**    or    "distance**   rods. 


tSee   rear  axles   in   repair   subject   and   supplements, 
the    "ordinary   bevel"    and   the    "spiral   bevel** 


.  -^    TBevel   gears   for   final   drive   are  of   two   types 
VOt^ejj  referred  to  as  the  helical). 

^In  principle  the  worm  drive  is  a  simple  arrangement;  the  usual  bevel  gear  and  pinion  are  replaced 
"T  ^  specially-shaped  hollow  helical-toothed  gearwheel  and  worm,  the  latter  engaging  in  the  teeth  of 
***  Gearwheel,  the  axles  of  the  two  shafts  being  at  right  angles.  When  accurately  made,  worm  gears 
'h   ^^^«f **^  smoothness  and  silence.     The  worm  may  engage  either  from  above  or  below  the  gear- 

^^!J*l.    The  angle  of  the  worm  and  gear  may   be  as  much   as   45   degrees.     Tlie   worm    (W)    is  made 

at  tttrd  steal  and  the  wheel  (B)  of  bronse. 


22/  DYKE'S  INSTRUCTION  NUMBER  TWO. 

The  Torque  Arm. 
A  torque  arm  (''torque*'  means  turning  movement  or  twist)  is  used  on 
shaft  driven  cars.    It  extends  from  the  cross  member  near  the  transmission 
to  the  housing  on  the  rear  axle,  (construction  varies). 

A  usual  construc- 
tion is  shown  in  illus- 
tration. Note  the  arm 
(N),  extending  from 
the  rear  axle  housing 
to  a  spring  arrange- 
ment or  torque  pillar 
^^^  attached  to  a  cross 

2-  ph>P7*ifrnnt^'"^^iag^^^^ll^^iHfc^^rs.    //  member,  in  line  with 

c.  tFowu  i»c.'^s  ^neofcp-^     ^^^^r>""^l       ^^^fetf  the  drive  shaft  (see 

F      DiQereiitm  brvcl  ^t»r  pituoui.         /       tfS_  *    ^^^■^^^^'W  lllUStratlOU     (S-N). 

G.    A*Je  CA^iiig..  ^'  '  ^f~^       ^  ■^*'  ^  ' 

H.    Ur^ke  J.pt!ili«rj  by  pid^L 

AI      Worru  vihtri  boding,   ft.     ktii  ipnoi^  th^ki^.    ^r  r)*!      4-1* g       HotCllKlSS 

N.    Torque  rod*.  S.     Torque  pilUr.  y"      7"^  ^  , 

drive  the  torque  and 
drive  is  taken  through  the  rear  springs.  The  main  leaf  of  each  of  these  is 
made  strong  enough  for  this  added  duty,  and  the  construction  does  away  with 
torsion  tubes,  torque  arms,  and  radius  rods.  On^many  cars  the  propeller  shaft 
housing  is  made  very  heavy  and  acts  as  the  torque  arm. 

If  it  were  not  for  the  torque  arm,  the  revolving  of  the  bevel  gears  would 
tend  to  revolve  the  rear  axle  housing,  instead  of  revolving  the  axle  shafts 
alone.  While  the  construction  of  the  rear  axle  would  of  course  prevent  this, 
there  would  be  considerable  play  in  the  course  of  time,  and  the  driving  shaft 
might  be  strained  and  sprung  out  of  line.  The  torque  receives  this  strain, 
and  protects  the  driving  shaft.  In  other  words  it  resists  the  torque  of  the 
rear  axle  when  power  or  brakes  are  applied  (see  note  on  page  32). 

Drive  Reduction. 

In  all  but  racing  cars,  the  speed  of  the  crank  shaft  is  reduced  so  that 
the  road  wheels  turn  once  while  the  crank  shaft  revolves  from  three  to  four 
or  four  and  one-half  times  with  the  high  speed  gear  engaged. 

On  cars  with  single  chain  drive,  this  is  done  by  having  the  transmission  sprocket 
^maUer  than  the  axle  sprocket. 

If  the  reduction  is  to  be  three  to  one,  that  is,  if  the  crank  shaft  revolves  three  times 
to  once  of  the  axle,  the  axle  sprocket  will  have  three  times  the  number  of  teeth  that  the 
transmission  sprocket  has. 

On  shaft  driven  cars,  the  reduction  is  made  at  the  axle  drive  gears.  The  gear  on  the 
axle  is  given  as  many  more  teeth  than  the  pinion  on  the  driving  shaft  as  is  neeessary 
for  the  reduction  that  is  required. 

In  the  worm  drive  (see  pages  32  and  35)  the  reduction  is  governed  by  the  angularity 
of  the  teeth  and  not  by  the  ratio.  In  other  words  the  size  of  the  worm  could  be  ehanged 
Vithout  its  changing  the  speed.  (The  angularity  of  course  would  have  to  be  the  same  in 
both  cases.) 

To  make  the  point  clear  as  to  just  how  the  speed  reduction  is  brought  about  in  the 
worm  drive,  imagine  the  screw  thread  on  a  vise  shaft  which  draws  the  jaws  together. 
If  that  thread  is  coarse  or  has  only  a  few  to  the  inch,  the  jaws  would  move  towards  eaeh 
other  rapidly  and  of  course  would  take  some  power  to  move  it;  if,  on  the  other  hand 
there  were  quite  a  number  of  threads  to  the  inch  the  jaws  would  move  slower  but  it  would 
take  less  power  to  exert  the  same  pressure. 

The  reduction  on  side  chain  cars  is  sometimes  made  at  the  bevel  driving  the  jack,  but 
usually  at  the  sprockets. 

Bacing  cars,  or  high  powered  touring  cars  for  use  over  good  roads,  apply  this  redue- 
tion  for  the  direct  drive,  but  by  the  use  of  gears  in  the  transmission  may  bring  the  speed 
of  the  wheels  to  the  speed  of  the  crank  shaft,  or  even  more. 

When  the  "gear  ratio"  of  a  car  is  spoken  of,  it  is  this  reduction  that  is' meant.  A 
car  spoken  of  as  having  a  "gear  ratio  of  3%  to  1"  is  one  in  which  the  drive  shaft 
makes  3%  revolutions  to  one  revolution  of  the  road  wheels  on  the  high  gear. 


STEERING,  SPRINGS  AND  BRAKES.  23 

INSTRUCTION  Na  3. 

^STEERING,  SPRINGS,  BRAKES:  Principle  of  Steering.  Springs 
and  Brakes. 

**Steering. 
The  principle :    Pulling  on  one  of  the  reins  swings  the  horse  to  that  side, 
in  steering  a  wagon.    The  shaft  or  pole  is  attached  to  the  axle,  and  the  axle 
is  pivoted  to  the  king  pin,  all  swing  with  the  horse. 

If  you  go  straight  ahead,  the  front  and  rear  wheels  of  any  vehicle  move 
in  straight  lines.  To  make  a  turn  to  one  side  or  the  other,  the  front  wheels 
are  swung  so  that  they  are  at  an  angle  with  the  rear  wheels. 

Whenever  the  front  wheels  stand  at  an  angle  with  the  rear  wheels,  the 
vehicle  will  turn,  and  it  will  continue  to  turn  until  the  front  wheels  are  swung 
back  to  a  straight  line  again. 

In  a  horse-drawn  vehicle,  the  front  wheels  are  square  with  the  axle,  for 
wheels  and  axle  swing  together.     (See  fig.  1,  chart  14.) 

In  an  automobile,  the  front  axle  does  not  swing,  but  each  wheel  swings 
on  a  pivot  at  the  end  of  the  axle. 

It  would  not  be  practical  to  steer  an  automobile  as  a  horse-drawn  vehicle 
is  steered,  for  the  axle  would  have  to  be  very  heavy  to  support  the  weight, 
and  besides,  it  would  be  so  hard  to  swing  it  that  steering  would  be  difficult. 
Another  reason  is  that  the  body  would  have  to  be  raised  up  high  so  the  wheels 
could  go  under  it  in  making  a  short  turn. 

A  fixed  front  axle  is  always  used  on  automobiles.  The  pivots  on  which 
the  front  wheels  swing  must  be  as  close  to  the  hubs  of  the  wheels  as  possible, 
for  the  closer  they  are  the  less  leverage  there  will  be  to  overcome,  and  the 
easier  it  will  be  to  steer,  also  less  liable  to  break. 

When  a  wagon  or  automobile  turns  a  corner,  it  moves  in  the  arc  of  a 
circle. 

In  a  horse-drawn  vehicle,  the  front  axle,  because  it  swings  on  the  king 
pin,  always  points  to  the  center  of  the  circle  (see  fig.  1.)  Notice  that  both 
wheels  and  the  axle  are  perpendicular  to  the  same  radius  of  the  circle  in 
Sg.  1. 

The  front  axle  of  an  automobile  is  fixed  and  cannot  turn,  and  therefore 
^^y  its  pivoted  ends  point  to  the  center  of  the  circle  (fig.  2.)  Notice  in  fig. 
^1  tJiat  the  axle  does  not  move,  but  that  each  wheel  moves. 

When  running  straight  ahead,  the  front  wheels  of  an  automobile  are 
^vi^are  with  the  axle.  When  turning,  the  front  wheels  are  not  square  with 
^^   axle,  but  at  an  angle  with  it. 

Because  each  wheel  is  square  with  its  axle  end,  and  both  axle  ends  point 
^  "tie  center  of  the  circle,  each  wheel  is  square,  or  perpendicular  to,  a  radius 
^'  ^tiie  circle.  If  both  were  perpendicular  to  the  same  radius,  which  they  are 
^^^,  the  wheels  would  be  parallel  with  each  other. 

Thus  while  the  front  wheels  of  a  horse-drawn  vehicle  are  always  parallel 
^^  each  other,  the  front  wheels  of  an  automobile  turning  a  comer  are  not 
P^^^llel  to  each  other  on  the  same  radius. 

*See  pages  684  to  691  for  "adjusting  brake"  and  pages  691  to  693,    "adjusting  steering." 

«Mw.    Sometimes  the  driver  will  notice  he  can  turn  his  fron.t  wheels  farther  to  one  side  than  the  other. 

^^^  is  dne  to  two  causes:    (1)    the  steering  knuckle  arms   are  not  properly   lined  up;    (2)    the  tire 

^     'Wheel  may  strike  the  steering  knuckle  thrust   arm. 

•       It  is  also  noticeable  that  an  automobile  has  a  tendency  to  travel  to  the  curb  when  running  on  the 

**^%  of  atreeta.     This  is  due  to  the  oval  surface  of  street  or  if  wheels  are  "cambered"  too  much,  see 

**8«e  also,  page  601. 


DYKE'S  INSTRUCTION  NUMBER  THREE. 


^= 

^ 

h^J 

Showing  how  a  Front  Axle  of  a  Showing  how  the  Front  Wheels  of 

horse-drawn  vehicle  gives  the  direc-  an  automobile  give    the  direction 

tion  a  horse-drawn  vehicle  runs.  the  car  runs. 

Front  Axle. 

1— Front  Axle 

2— Steering   Knuckle 

3— Steering   Knuckle 

Ann 
5—.  Rod 

t>— Steering    Arm 
.  Thrust  Bod 
7— Knuckle      Thrust 

Arm 

Steering  and  Oonnec- 

tions. 
81~Steering  Device 

Housing 
63— Steering    Column 
64— Steering  Wheel 
65— Steering   Arm 
57— Spark  Lever 
68— Throttle   Lever 
71— Spark  Lever,   bell 
crank  connecting 
through   bevel   to 
spark    lever     on 
Wheel 
72— Throttle       Lever, 
bell     crank     con- 
nee  ting      with 
throttle  lever  thru 
a    shaft,    thru 
steering     column, 
with      t  h  r  o  1 1  le 
lever.  68 
W— Worm  Wheel 
S— Sector. 

Sj)ark  Lever  (67)  connects  by  a  rod  (which  runs  through  the  hollow  steering  post) 
id  operates  through  bevel  gears  the  Bell  Crank  (71),  which  in  turn  operates  the  timer 
I  the  engine  or  contact  box  on  magneto,  and  advances  or  retards  the  spark  in 
linders  of  engine. 

Throttle  Lever  (68)  connects  by  a  rod,  through  bevel  gears,  and  operates  the  bdl 
ank  (72).  which  in  turn  is  connected  by  a  rod  with  the  throttle  valve  on  the  carbure- 
r,  and  controls  the  speed  of  the  engine  by  oponing  and  closing  a  valve  which 
Imits  or  cuts  off  the  gas  supply. 


3ART  NO.  14^Ezplanation  of  Steering.    Steering     Gear,     Parts 
Spark  and  Throttle  Lever  System  on  the  Steering  Device. 


and    Oonneetlona. 


STEERING,  SPRINGS  AND  BRAKES.  20 

The  steering  mechanism  must  be  so  arranged  that  the  front  wheels  are 
parallel  when  the  ear  is  running  straight  ahead,  but  stand  at  an  angle  with 
each  other  when  turning  a  corner. 

Each  of  the  pivoted  axle  ends  (2),  which  are  called  steering  knuckles, 
has  a  steering  arm  (3  and  4)  projecting  from  it. 

The  ends  of  these  two  arms  are  connected  by  a  rod  called  a  drag  link  or 
tie  rod  (see  fig.  5).  When  the  drag  link  is  moved  endways,  both  wheels 
move  with  it. 

The  two  steering  arms  are  not  parallel,  but  incline  a  little  toward  each 
other.  If  they  were  parallel,  the  two  wheels  would  be  parallel,  no  matter  how 
the  drag  link  was  moved.  As  they  are  not  parallel,  moving  the  drag  link 
moves  one  of  the  wheels  through  a  greater  angle  than  the  other,  depending  on 
the  direction  the  drag  link  is  moved. 

The  old  style  of  steering  arrangement  was  a  lever  and  rod  running  from 
the  driver's  seat  to  the  steering  knuckle.  This  old  style  arrangement  would 
reverse  and  was  unreliable.  In  striking  stones  or  ruts  in  the  road  the  wheels 
could  be  thrown  from  side  to  side,  and  the  driver  would  be  obliged  to  grasp 
the  steering  lever  firmly  to  keep  the  car  straight. 

A  bad  place  in  the  road  might  throw  the  handle  out  of  his  hand.  While 
this  is  good  enough  for  a  light  slow  speed  runabout  or  electric  vehicle,  it 
would  be  very  serious  with  a  large,  heavy  automobile. 

A  device  must  be  used  that  will  swing  the  front  wheels  when  the  steering 
wheel  is  turned,  but  that  will  keep  the  front  wheels  steady,  and  prevent  their 
moving  the  steering  wheel. 

This  is  called  an  ^irreversible  steering  gear,  and  while  it  is  made  in  many 
ways,  the  chief  types  are  the  worm-and-sector,  and  the  screw-and-nut  or 
worm-and-nut,  all  shown  in  chart  14. 

*'The  worm-and-sector  type  consists  of  a  worm  (w),  .which  is  attached 
to  the  lower  end  of  the  rod  moved  by  the  steering  wheel  (64).  Meshing  with 
the  worm  is  a  sector  wheel  (s),  so  that  turning  the  steering  wheel  turns  the 
>^onn,  and  moves  the  sector  wheel. 

Attached  to  the  sector  is  an  arm  (65),  which  is  connected  to  the  steering 
knuckle  by  the  connecting  arm  or  rod  (6).  The  end  of  arm  (65)  and  arm  (7) 
we  ball  shaped,  and  fit  in  a  socket  on  the  end  of  rod  (6)  so  that  the  fit  is 
always  tight,  whatever  the  angle  between  the  arm  and  the  connecting  rod 
"jay  be.  The  socket  is  often  movable,  with  strong  springs  on  each  side  to  hold 
"le  parts  together,  and  to  take  up  some  of  the  shocks  of  the  road. 

The  worm  and  sector  are  contained  inside  a  metal  case  to  protect  them 
"om  dust,  and  to  hold  the  grease  in  which  they  are  packed. 

**The  worm-and-nut  type  steering  gear  shown  in  chart  14,  has  a  nut 
through  which  a  worm  passes.  Instead  of  a  ** sector"  the  nut  is  used, 
^e  worm  is  fastened  to  steering  rod.  Turning  the  steering  wheel  moves  the 
oot  up  and  down. 

One  arm  of  a  lever  fits  in  a  groove  on  the  outside  of  the  nut,  and  the 
other  end  is  connected  to  the  steering  knuckle  by  a  connecting  rod.  Steering 
gears  are  usually  built  so  that  wear  can  be  taken  up. 

The  breaking  of  any  part  of  the  steering  connections  is  more  likely  to 
cause  a  wreck  than  the  breaking  of  any  other  part  of  the  car,  and  must  be 
watched  carefully.  The  parts  must  be  kept  tight  enough  to  prevent  play,  but 
i&ust  not  be  so  tight  as  to  make  steering  hard.  All  parts  must  be  kept  lubri- 
cated, and  the  connecting  rod,  tie  rod  and  knuckle  joints  are  usually  packed 
^  grease  and  protected  from  dust  by  leather  pockets  that  buckle  over  them. 

*A  Hetring  gear  ia  smid  to  b«  irrererslble  when  an  ordinary  road  wheel  impact  will  be  insufficient 
^  tarn  the  steering  wheel.  This  is  simply  a  question  of  reduction  between  the  steering  worm  and 
C*ar,  the  greater  the  redaction,  the  less  reversible  the  system  and  likewise  the  slower  the  motion 
af  steering  the  road  wheels  in  relation  to  the  movement  of  the  steering  gear.  Therefore  a  heavy 
<ar  will  be  normally  less  reversible  than  the  steering  Kear  on  a  lifhter  car.     **8ee  also,  page  691. 


DYKE  S  INSTRUCTION  NUMBER  THREE. 


Hajr  elKpilo  r«&r  sprtaf 
«iic^or«d  cfi  pint  oa  «m 


3.  A 


FIf.  8»  A  hilf-elliptic  spring  for  front.  Tig,  ^.  ., 
•prlng  for  th«  rear.  Fig,  2.  Throe  biilf-elliptic  «prinjf 
very  pnpuUr  type  of  spriof  for  retr  iUxpensioD. 


Fig,  10.  Bumpsra  hrt  pkccd  on  tho  front  and 
quit*  oitea  on  th«  roar  of  tbo  car  to  protect  the 
rftd]»tor  iiad  lamps  und  rear  of  ear.  See  also,  puge 
730,   514 


yif.v 


Fig.  9.  Friction  type  of  shock  abaorbvr  conaisti 
of  A  single  arm,  A.  sod  a  doubls  arm,  B,  ^riction- 
allj  joined  by  bolt,  0,  luid  adjuAtlQg  nut,  H.  Arm 
A  works  beltreen  ibe  two  memboni  of  arm  B.  giv- 
ing a  ttraigbt  op -and- down  movemont,  and  tbe  arm 
A  being  made  of  tpring  tteel  altowa  for  any  side- 
ftvfay.  The  arm  A  carries  a  flanged  cover,  D,  form- 
ing a  cup-like  space  on  each  side.  lo  these  tnaces 
•re  placed  the  friction  platea,  which  are  telf*ltibri' 
ealinir  nnd  highly  impervious  to  wear.  By  screwing 
•nfflclcntty  on  adjusting  out.  H»  any  desired  degree 
of  friction  may  be  obtained, 

Adjustiseiit  dial,  F,  and  indicator,  G.  provide 
in^<..,w  i.f  « enuring  the  correct  tension  for  the  car* 
A  pensating  sprine.  E,  takes  up  any  little 

\i  itically.    keeping    the    friction    uniform 

afu  .    ...._  „,^justment  has  been  made. 

The  arms  A  and  B  are  joined  to  the  frame  and 
ftzla    by    two    ffictionat    joint*,    vhich    also    can    be     ri 
rtgulated,      Abo^e    type    I*    the    * 'Hartford.'*    •#♦     ' 
page  732  for  the  ** Conn e<rti cut.'* 


half-elliptic  spring  for  ttie  r«ar.     Fig.  1,  A  full  eUiptie 
I  for  the  rear.     The  cantilever  spring  page  27   is  a 

Fig.  7.  Atr  irprlng  or  plunger  type  shock  absorber 
consists  of  an  air  chamber  made  up  of  two  lectioDa, 

one  of  which 
tcteecopes  into 
the  other.  The 
outer  eeetion 
is  attached  to 
a  bracket  on 
the  frame  of 
the  cur  (A). 
The  inn«r  sec- 
tion is  attach- 
ed to  one  end 
of  one  of  the 
springs,     (B). 

The  cham- 
ber la  partly 
filled  with  oU« 
through  the 
filling  -plug 
bole  unditr 
the  cap  (C). 
J  T  h  e  milDg- 
plug  is  flttod 
with  an  ordin- 
ary Schmder 
tire  type  of  air  valvo  through  whk-b  the  chamber 
may  be  cbarKcd  with  air  at  any  desired  pressure^ 
by  means  of  au  ordinary  tire  pomp. 

Th«  oil  In  the  chamber  seals  the  packings  of  th« 
teloBCopiDg  joint  and  prevents  the  air  from  leak* 
ing  out. 

The  tDftchanlsm  inaldo  tho 
chamber  is  a  tmaU  oil  pump 
wbich  is  worked  automatically 
by  the  up  and  down  flow  of  oil 
past  the  flat  piston  (D).  when- 
ever the  air  spring  Is  compress- 
ed  or  extended.  A  trifling 
amount  of  oil  which  is  always 
passing  by  the  packlnjirs  when 
in  motion  keeps  them  thorough- 
ly lubricated  The  surplus  drama 
into  a  collecting  pocket,  and  the 
auLomatic  oil  pump  delivers  it 
back  into  the  cushion  chamber. 

The  oil  passage  surrounding 
the  piston  D  is  purposely  re- 
st rieterl  in  order  to  retard  tho 
quick  reaction  of  the  spring, 
and  thus  prevent  the  disagrea* 
able  and  dangerous  catapult  «£> 
feet  that  is  so  apt  to  throw 
paasengers  from  thetr  seats 
when  the  car  is  patsing  over 
"thank  -  you -mft 'ami,**  ear 
tracks  or  other  road  obstruc- 
tions. 

All  of  the  time  that  the  sprlsf 

uiTiM^    Is  in  action,  air  is  being  drami 

"**^    in  through  filtering  matorial  1&_ 

B   the    "breather"    E.   and   blov 

out    through    suitable    pasaag 

in  such  a  way  as  to  keo^       

telescoping    joint    free    of    dtui 
and   dirt.      (Westinghouse.) 


{SImTp 


OHABT  NO.  15 — SprinjEB.     SIiocIe    Absorbers. 


g^mM 


STEERING,  SPRINGS  AND  BRAKES. 


27 


^Springs — see  chart  15. 

All  yehicles  intended  to  move  at  more  than  a  very  slow  speed  must  be 
provided  with  springs.  Springs  not  only  protect  the  occupants  from  the  vibra- 
tions of  a  rough  road,  but  also  keep  the  machinery  from  being  shaken  to  pieces. 

The  size  and  strength  of  the  springs  depend  on  the  weight  of  the  vehicle. 
Springs  that  are  too  weak  will  not  give  sufficient  protection  and  if  they  are 
too  strong  they  will  not  have  enough  resiliency. 

Types  of  springs  in  general  use  are:  Full  elliptic,  three-quarter  elliptic, 
half  elliptic  and  cantilever. 

Tlie  fuU-eUlptic  was  formerly  used  od  a  great  many 
cars  for  the  rear,  as  per  fig.  1.  In  some  instances  it  was 
used  in  front. 

Other  types  of  rear  spring  suspension  are  shown  in 
figs.  1,  2  and  3,  also  the  cantilever,  fig.  4. 

The  cantilever  spring  system  (fig.  4)  is  probably  the 
most  popular  present  day  practice.  The  illustration 
shows  how  it  compares  with  the  ordinary  half-elliptio 
principle  shown  in  fig.  3. 

In  the  cantilever  spring  the  forward  end  is  shackeled 
and  the  axle  attached  to  the  rear  end.  The  center  of  the 
spring  is  attached  to  a  trunion  or  bearing  on  the  frame. 
Thus  the  spring  has  a  certain  amount  of  movement  about 
its  center.  One  good  feature  of  this  form  of  spring  is 
that  it  reduces  the  unsprung  weight  of  axle.  The  shaded 
parts  of  the  respective  springs  show  the  comparative 
amount  of  unsprung  weight.  In  the  cantilever  form  of 
spring  the  heaviest  part  of  it  is  supported  by  the  frame. 

The  half-elliptic  spring  (upper  fig.  8)  is  used  to  a 
great  extent  for  the  front. 

^Breakage  of  a  spring  means  breakage  of  one  or  more 
of  the  leaves.  Breakage  almost  always  occurs  in  the  ex- 
pansion that  follows  a  heavy  compression,  and  not  dur- 
ing the  compression.  In  other  wordsy  it  is  the  rebound 
that  breaks  the  spring. 

Because  the  leaves  slide  on  each  other,  they  wiH 
wear  and  squeak  if  not  properly  lubricated. 

To  lubricate  between  the  leaves  it  is  necessary  to 

relieve  them   of  the   weight  they  carry.    This  may  be 

done  by  jacking  up  the  body,  or  taking  the  springs  apart, 

and  spreading  heavy  grease  or  graphite  on  the  leaves. 

_-      ^.  ^        „4_^,  This  is  quite  a  job  and  is  seldom  done  (also  see  index 

Th«    thr««-qiuirter    •lliptie    re«r      in,a.,i-«fi^^  ^Jr.^  »n 

•priar    A  type  leldom  lued.  ''lubricating  springs.'') 


Shock  Absorbers — see  chart  15. 

Ab  breakage  will  come  during  a  rebound,  devices  called  shock  or  jolt 
absorbers  are  attached  to  the  springs  to  check  their  up  movement,  also  to 
prevent  jolting  on  rough  roads. 

There  are  two  types  of  shock  absorbers  in  general  use ;  the  friction  type 
and  the  air  or  plunger  type. 

Hm  friction  type  is  shown  in  fig.  9.  All  these  movable  frictional  parts  offer  a  con- 
•taat  reoetanee  to  the  vibration  of  the  spring  both  ways,  and  it  is  easy  to  see  that  when 
fke  wheel  strikes  an  obstruction,  the  arms  come  together,  but  instead  of  the  flying  back, 
as  does  the  free  spring,  it  is  retarded  by  the  friction  and  moves  gradually  to  its  normal 
position^  since  tiie  frietion  is  always  the  same,  while  the  tension  of  the  spring  diminishes 
as  it  approaches  its  normal  poedtion.    See  also,  page  732. 

ns  air  or  plimgsr  typo  is  shown  in  fig.  7  chart  15.  There  are  other  types  of  plunger 
type  shock  absorbers,  bat  the  two  mentioned  are  most  popular. 


*8m  rtpeir  mbj^et  for  repairing  springs. 


28 


DYKE'S  INSTRUCTION  NUMBER  THREE. 


/tea,  mi^BLB  ACrmO  SAAfO 


n\ 


^ 


CfiABT  NO.  JU — Brakes  and  Brake  Syatema.     Explanation  of  tha  "Bunning'*  or  Foot  Brake  and 

the   ''Emergency"   or   Hind   Brake.    The  band  brake  oentlly  operates  the  internal  brake  InaMa  af 

iAe  remr  brake  drums  or  the  brake  on  trautmisaion    shsft.     The   foot    brake   operates   the   atemml 

^rsko  oa  Ihe  outnif/e  of  rrar  dniins.      Thi*   m   nifuli^rn    prartico. 


STEERING,  SPRINGS  AND  BRAKES.  29 

^Brakes — see  chart  16. 

An  automobile  is  equipped  with  brakes,  usually  on  drums  on  the  rear 
wheels,  so  that  its  motion  may  be  checked  or  stopped  when  running  or  so 
that  it  may  be  held  on  the  side  of  a  hill. 

In  a  horse-drawn  vehicle  with  steel  tires,  the  brake  shoes  press  directly 
on  the  tires,  but  as  this  would  quickly  ruin  rubber  tires,  brakes  for  automo- 
biles are  of  other  types. 

Because  of  the  weight  of  an  automobile,  its  brakes  must  be  powerful  in 
order  that  it  may  be  stopped  suddenly  when  necessary. 

Practically  all  automobiles  are  fitted  with  two  sets  of  brakes,  called  the 
running  service  or  foot  brake  and  the  emergency  or  hand  brake. 

"""The  foot  brake  is  applied  by  pressing  on  a  foot  pedal  (16)  and  is  the 
one  most  in  use  because  of  its  convenience,  and  because  it  is  used  most  when 
ninning.    The  foot  brake  is  also  called  the  service  brake. 

The  usual  method  of  connecting  the  running,  service  or  foot  brake  is  by 
a  contracting  band  on  the  outside  of  the  brake  drum  on  rear  wheel  hubs  called 
the  external  contracting  band  brake. 

The  emergency  or  hand  brake  is  usually  applied  by  a  lever  (17)  at  the 
side  (or  center)  of  the  driver's  seat,  so  placed  that  he  may  apply  his  whole 
force  to  it.  The  emergency  brake  is  seldom  used  while  running.  It  is  usually 
applied  when  the  car  is  left  standing,  in  order  to  keep  the  car  from  rolling 
down  an  incline.  It  connects  in  almost  every  instance  with  the  internal  ex- 
panding  brake  inside  of  the  brake  drum  on  rear  wheel  hubs,  but  occasionally 
will  be  found  connected  by  a  contracting  band  over  a  drum  mounted  on  the 
Diain  transmission  shaft. 

The  foot  brake  pedal  is  the  right  pedal  on  most  all  cars,  see  ''operating 
a  car." 

Types  of  Brakes. 

Therefore  summing  up  the  types  of  brakes  we  might  say  there  are  but 
two  distinct  types  in  general  use;  the  external  contracting  and  the  internal 
expanding  type. 

The  external  band  brake  is  a  flexible  steel  band  faced  with  an  asbestos 
composition — called  Raybestos  or  Multibestos. 

Setting  the  brake  causes  friction  between  the  brake  drum  and  the  lin- 
ings, hence  the  use  of  asbestos  composition. 

Band  brakes  are  of  two  kinds:  Single  acting  and  double  acting,  the 
latter  being  an  improvement  over  the  former. 

The  single  acting  band  brake  (fig.  1,  chart  16)  only  binds  when  the  drum 
is  revolving  in  one  direction,  having  very  little  grip  when  the  drum  is  re- 
irolving  in  the  same  direction  in  which  the  band  is  being  pulled.  This  form 
is  going  out  of  use  for  automobiles,  for  it  cannot  be  depended  on  to  hold  the 
car  from  running  down  hill  backward. 

The  double  acting  band  brake  (fig.  2),  is  taking  its  place,  for  it  holds 
with  the  drum  revolving  in  either  direction.  In  this  form,  both  ends  of  the 
brake  are  attached  to  the  lever  or  pedal,  and  so  arranged  that  while  one  end 
is  being  pulled  in  one  direction,  the  other  end  is  being  pulled  in  the  opposite 
direction.  This  binds  on  the  drum  so  tightly  that  it  may  be  depended  on  to 
hold  the  car  in  any  position. 

*Th0  nmainf  braks  it  now  known  ai  ths  "foot  brake."  The  emergency  brake  U  now  properly 
criM  tiie  ••kAAd  brake." 

8m  pttc*  Mft  for  "adjnatinf  of  brakea." 


30 


DYKE'S  INSTRUCTION  NUMBER  THREE. 


The  brake  shoe  is  a  band  that  may  either  be  drawn  around  the  outside 
of  the  drum,  called  the  external  band  brake,  or  expanded  within  it  so  that 
it  bears  against  the  inside  wall  of  the  drum,  called  the  internal  expanding 
brake.    Sometimes  the  internal  brake  is  made  of  metal. 

The  external  type  of  brake  is  usually  of  the  double  acting  band  brake 
type,  and  is  always  placed  on  the  outside  of  the  brake  drum  attached  to  hub 
of  rear  wheels. 

The  internal  expanding  brake  acts  on 
the  inside  of  drum  (IB,  fig.  7)  and  may  be  a 
metal  shoe  or  metal  faced  with  asbestos 
composition,  but  more  frequently  a  band 
faced  with  an  asbestos  friction  composition. 

The  internal  band  brake  formerly  con- 
sisted of  two  shoes  of  metal,  but  the  modem 
form  is  shown  in  fig.  4,  chart  16.  When  the 
lever  (B)  is  raised  the  wedge  (C)  forces  the 
internal  brake  against  the  inside  of  the  drum. 
This  brake  shoe  is  lined  with  Raybestos  or 
some  similar  material. 

A  combination  of  internal  expanding 
and  external  contracting  brakes  are  shown 
in  fig.  4,  chart  16.  Lever  (A)  operates  the 
external  brake  and  lever  (B)  the  internal 
brake.  (See  also  fig.  7  this  page,  and  page 
689). 


FIG? 


Fig.  7. — ^A  combination  of  an  Internal 
•xpandlng  and  external  contracting  brake 
lyitem  on  brake  drum  of  rear  wheel  hub. 
OB  ii  the  outer  or  external  and  IB  is  the 
inner  or  internal.  B  ii  the  hand  brake 
rod  operating  the  internal  brake.  H,  foot 
brake  rod  operating  external  brake.  Ad- 
Juitment  of  external  brake  is  made  at  F. 
Q  and  0.  Adjustment  of  Internal  or  hand 
brake  la  at  A.  It  is  turned  up  or  lowered 
io  at  to  have  1-64  inch  clearance  between 
brake  drum  and  brake.  (See  page  691 
for  * 'adjusting  brakes"  for  further  in- 
formation.) 


Brake  Connections. 
There  are  two  methods  usually  employed  for  the  hand  brake;  (1)  by  con- 
necting hand  l^ver  with  the  brake  on  transmission  shaft;  (2)  by  connecting 
with  ti^e  internal  expanding  brake  inside  of  drums  on  the  rear  hubs.    This 

latter  method  being  the  one  in  general  use. 
The  foot  brake  on  most  all  cars  connects 
with  the  external  band  brake  on  rear  brake 
drums.  It  is  used  most  and  requires  more 
attention. 

Brake  Equalizers. 
When  the  foot  brake  pedal  or  hand 
brake  lever  is  applied,  the  pull  should  be  the 
the  same  on  each  brake  on  each  wheel.  If  one 
brake  rod  is  longer  than  the  other  the  brake 
effect  is  not  equal  on  both  wheels,  and  this 
has  a  tendency  to  make  the  car  skid. 

To  overcome  this,  a  brake  eqnaliier  is 
used,  the  principle  of  which  is  shown  in  figs. 
5  and  6,  chart  16,  and  page  204.  This  is  a 
rather  crude  illustration  in  chart  16,  but  it  clearly  explains  the  principle.  In 
chart  100  the  idea  is  more  clearly  explained.  The  brake  equalizer,  however, 
has  been  greatly  improved  as  shown  in  illustration,  fig.  8.  Also  page  32.  In- 
stead of  an  equalizer,  the  rods  (R)  are  placed  in  bearings  and  the  rod  (P) 
connects  with  foot  brake  and  rod  (H)  with  the  hand  brake. 

If  a  brake  squeaks,  it  is  an  indication  that  it  is  dirty  and  needs  cleaning 
The  dirt  clogs  the  pores  in  the  surface  of  the  lining  and  glazes  it  over.  Qaso- 
line  or,  better,  kerosene  will  remove  the  dirt.  The  wheel  should  be  removed 
and  the  linings  cleaned  with  a  stiff  brush,  such  as  a  tooth  or  nail  brush. 


Fig.    8. — Note   modern    method   of   con- 
necting the  two  brakes  in  rear. 


AXLES,  DIFFERENTIAL  GEARS,  BEARINGS. 


31 


INSTRUCTION  No.  4. 

AXLES,  DIFFERENTIAL  OR  COMPENSATING  GEARS, 
BEARINGS:  Front  Axles.  Rear  Axles.  The  Differential: 
principle  and  application;  the  bevel  and  spur  gear.  Bearings: 
ball  and  roller. 


Front  Axles. 

The  front  axle  of  a  modern  car  carries  most  of  the  weight  of  the  engine, 
and  most  at  the  same  time  withstand  the  shocks  and  jars  that  it  receiveB 
through  the  steering  wheels ;  it  must  therefore  be  strong  and  stiff. 

Front  axles  are  of  two  ^es:  tabular 
and  solid  (figs.  1  and  2).  Formerly 
axles  were  made  of  heavy  steel  tabet» 
but  steel  drop  forgings  with  a  cross-see- 
tion  of  the  form  of  the  letter  I,  is  con- 
sidered to  give  better  results. 


The  center  of  the  axle  is  usually  bent 
down,  so  that  it  is  the  lowest  point  of 
the  car  except  the  wheels;  this  is  done 
in  order  to  protect  the  mechanism  from 
being  struck  by  high  spots  in  the  road. 
A  rock  or  stump  standing  up  high 
enough  to  hit  the  fly  wheel,  will  first 

itrike  the  axle,  which  is  strong  enoupch  to  withstand  a  blow  that  could  easily 

dimage  the  engine. 

The  steering  spindles  are  that  part  of  the  front  axle  on  which  the  front 
wiieeb  revolve  and  are  made  of  nickel  steel,  heat  treated.  The  steering 
spindles  are  sometimes  fitted  with  either  roller  or  ball  bearings.  The  steering 
tanudde  is  that  part  which  fits  into  the  yoke  of  the  axle.  The  steering  arm 
(66)  of  the  device  (page  24)  connects  with  the  steering  knuckle  thrust  arm 
(7),  and  movement  of  steering  wheel,  then  guides  the  direction  of  the  wheels. 


♦Bear  Axles. 
There  are  two  types  of  rear  axles;  the  dead  axle  and  the  live  axle. 

Dead  axles  are  stationary,  with  the  wheels  running  free  on  the  end  of 
^e,  and  are  usually  made  as  shown  in  fig.  3.  The  wheels  are  usually  revolved 
l>7diain  and  sprocket  (see  charts  11  and  13),  and  there  is  no  provision  in  axle 
itaeU  for  driving  wheels. 

Live  rear  axles  is  the  name  given  to  axles  that  revolve  with  the  wheels, 
and  are  known  as  plain  live  axle,  semi-floating  axle,  three-quarter  floating 
axle,  fnll-floating  axle. 

A  live  axle  on  any  type  is  made  in  two  sections,  the  differential  be- 
iog  placed  between  its  inner  ends,  this  makes  it  necessary  to  support  the  axle 
parts  in  a  strong  housing  and  to  brace  it,  in  order  that  the  parts  of  the  axle 
do  not  sag  or  get  out  of  line. 

The  axle  is  contained  in  a  housing  which  is  a  metal  cover  entirely  sur- 
ronnding  it;  the  differential  gear,  which  is  in  a  smaller  housing  of  its  own, 
being  also  inside  of  the  axle  housing.    The  housing  extends  to  the  wheels, 


*B—  pagM  644  to  646   for  mako  of  axloi   uiod   on   loading   oari   and  pago   66f   for 
pointen." 


'roar  axlo 


32 


DYKE'S  INSTRUCTION  NUMBER  FOUR. 


A 


Eir«nul  BfAkr 


J  a  If  nut 


Axlf 


All*  Mi»Diiat 


Din«r#»(ial  Beirini 


Constxuctlon  of  a  Bear  Azle — (Harmon). 
lUustrating  rear  axle  complete  with  bevel  driving  gear  (E).  Differential  (bevel  pinion 
type).  The  actual  driving  axles  do  not  support  any  dead  weight.  The  road  wheels  run 
on  ball  bearings  (I)  carried  on  the  outer  sleeve  or  casing  of  the  alle.  The  details  are 
aa  follows: — (A)  propeller  shaft  connection.  (B)  driving  pinion  shaft.  (C)  ball  thrust 
bearings.  (D)  bevel  driving  pinion.  (E)  large  bevel.  (F)  differential  gear.  (G)  half 
of  driving  axle.  (H)  tubular  outer  casing  or  sleeve.  (I)  ball  bearing  for  wheels.  (J) 
driving  ends  of  axle  (squared  or  keyed).  (K)  roller  bearings  in  differential  case.  (L) 
drum  of  internal  and  external  brake.  (M)  hub  of  detachable  wire  wheel.  (N)  casing 
enclosing  bevel  gear  and  differential. 

Note — The  power  is  transmitted  from  driving  bevel  (D)  to  large  gear  (E) — this  being  bolted 
to  the  case  of  the  differential  (F) — thence  by  the  inside  pinions  to  each  half  of  driving  axle.  It  Is 
usual  to  * 'anchor"  the  outer  casing  enclosing  the  differential  gear  to  the  chassis  by  means  of  torquo 
or  hound  rods  bolted  to  the  upper  and  loiwer  points  of  the  gearcase  which  counteract  the  tendeney 
for  the  whole  casing  to  twist  round  from  the  reaction  of  the  driving  effort.  On  some  cart  the  raar 
springs  are  made  to  serve  as  torque  rods. 


Fig.   3 — A   single   chain   driven   live  rear  axle 
now  obsolete. 


Fj^.  4 — Overtype 
wprm  drjv$  rear 
axle  with  inipf^e- 
tloa  cover  plate  re- 
nioveU  eJcpo»lng  the 
gear. 


tfuLfm  Mt0im 


Fig.  2 — Full  floating  live  rear  axle  with  roller  bearings. 


OHABT  NO.  17— Bear  Axles. 


AXLES,  DIFFERENTIAL  GEARS,  BEARINGS. 


88 


and  is  enlarged  at  those  points  to  take  the  ball  or  roller  bearings.  These 
bearings  ran  between  the  axle  and  the  inner  side  of  the  housing,  or  as  shown 
in  figs.  5,  6  and  7. 

There  are  also  bearings  at  the  inner  ends  of  the  two  parts  of  the  axle, 
close  to  the  differential.  The  axle  housing  of  this  type  must  be  heavy,  as  it 
anpports  the  weight  of  the  car. 

Types  of  Bear  Axles  Explained. 

Plain  live  axles:  have  shafts  supported  directly  in  the  bearings  at  center 
and  at  ends,  carrying  a  differential  and  road  wheels.  This  type  is  now  prac- 
tically extinct. 

*Fiill  floating  type  of  rear  axle:  the  weight  is  taken  from  the  axle,  and 
mpported  on  the  housing  through  which  the  axle  passes  (fig.  ^). 

The  hubs  of  the  wheels  are  outside  of  the  housing,  and  the  bearings  are 
between  the  inside  of  the  hub  and  the  outside  of  the  housing  (fig.  5). 

The  axle  passes  through  the  housing,  and  the  ends  that  project  are  square; 
oyer  these  square  ends  fit  caps  that  screw  or  are  bolted  to  the  outside  of  the 
hub.  Thus  when  the  axle  revolves,  the  caps  transmit  the  movement  to  the 
wheels.  As  the  wheels  run  on  the  housing,  the  housing  supports  the  weight, 
the  axle  serving  only  to  turn  the  wheels.  By  removing  the  caps,  the  parts 
of  the  axle  may  be  drawn  out  without  removing  the  wheels,  which  hold  up 
the  car  whether  or  not  the  axle  is  in  place. 

By  jacking  up  the  car  to  take  the  weight  from  the  wheels,  they  may 
be  drawn  off  the  housing.  The  live  axle  is  not  continuous,  but  is  dividad  in 
the  center  (see  chart  18). 

In  the  "geml-floatbi«"  type,  more  properly 
called  the  ''fixed  hub*'  type  (see  figure  6),  the  driv- 
ing shafts  turn  freely  within  the  housing.  At  their 
outer  ends  they  are  fixed  in  the  hubs  of  the  wheels 
and  earry  the  bending  stresses  as  weU  as  the  torque. 
The  hub  of  wheel  in  fig.  6  is  fitted  to  shaft  (P)  with 
Woodruff  keys  and  nut  (N)  which  serve  to  secure 
wheel  to  shaft.  Hub  cap  is  merely  a  protection  to 
end  of  hub. 

In  the  "three  quarter  fioating"  (figure  7)  or 
better  the  ''fianged  shaft''  type,  the  housing  ex- 
tends into  the  hubs  of  the  wheels  as  in  the  ''full 
floating"  type,  but  the  ends  of  the  driving  shafts 
are  connected  rigidly  by  flanges  with  the  wheels  so 
that  the  shafts  take  almost  all  the  bending  stresses 
and  all  the  torque.  In  the  flanged  shaft  axle,  espe- 
cially when  only  one  bearing  is  used  under  the  cen- 
ter of  the  wheel,  the  stresses  are  quite  similar  to 
those  in  the  fixed  hub  type. 

In  the  "fuU  floating*'  type  of  axle  (figure  5) 
all  the  bending  stress  due  to  static  force  and  skid- 
ding force  is  carried  by  the  housing.  The  driving 
shafts  turn  freely  within  the  housing  and  bear  only 
the  "torque"  or  stress  of  turning  the  wheels.  The 
shafts  are  said  to  float  within  the  housing. 

In  the  full  floating  axle  the  shafts  can  be  more 
easily  removed  for  repairs.  This  is  an  advantage. 
It  is  necessary  to  make  the  full  floating  somewhat 
heavier  than  the  fixed  hub  type  for  the  same  capacity. 

*8m  Alto  index  for  "axlea,  full  floating;"  and  ''removing  axles."     aee  pages  669  and  932. 

Ib  th«  fan  flostlBf  Azle  the  entire  differential  can  be  removed  by  unscrewing  4  bolts  (aft«r 
««vcr  pUte  U  removed).  In  the  %  floating,  two  gears  must  be  removed  first,  before  differential 
•u  be  taken  oat.  and  in  the  temi-floating.  the  entire  housing  must  be  removed  from  car,  see  page  669. 


^ 


^ 


ric.  f     Ty*t-9mmUT  /lMn'«(  «r  fUmtfJ  Sk^l 


86 


DYKE'S  INSTfiUCTION  NUMBER  FOUR. 


^Bearings. 

Every  part  of  the  car  that  moves  with  a 
rotary,  sliding  or  other  motion  is  supported 
in  bearings,  which  together  with  proper 
lubrication  reduce  wear  and  friction. 

There  are  three  different  types  of  bear- 
ings in  general  use;  the  plain,  roller  and 
baU  bearings. 

Bearings  are  called  upon  to  do  two  kinds 
of  work;  to  take  a  radial  load  or  a  tbmst 
load  or  a  combination  of  both. 

A  radial  load  is  load  or  pressure  perpen- 
dicular to  the  shaft  supporting  the  load. 
For  instance,  the  wheel  bearings  of  an 
automobile,  when  running  on  a  pyfectly 
level  road  are  subject  to  radial  loads. 

Thmst  load  is  a  load  or  pressure  parallel 
to  or  in  direction  of  the  shaft.  When  the 
automobile  strikes  a  curve  a  thrust  load  is 
imposed  on  the  bearings  in  the  wheels — 
that  is,  to  the  side  or  endwise. 


fWe  might  iUiutrate  tb0  relation  between  thmst 
Mid  ra41u  loada  In  this  way:  A  man  could  be 
eoniidered  ai  being  subjected  to  pure  radial  load 
when  walking  on  an  absolutely  level  surface,  flg. 
8.  but  when  this  man  walks  alons  a  hillside,  with- 
oai  either  ascending  or  descending  the  hill,  as 
Illustrated  in  flg.  9,  he  is  subjected  to  a  combina- 
tion of  radial  and  thrust  load ;  the  thrust  load  hav- 
ing a  tendency  to  push  him  down  the  hill. 

If  a  atralght  roller  were  called  upon  to  take  a 
thrust  load  as  well  as  a  radial  load,  it  might  be 
compared  to  the  man  in  flg.  10,  he  would  need 
a  crutch  to  prevent  his  toppling  over.  Therefore 
a  ball  thrust  bearing  (flg.  7)  would  be  necessary 
at  end  of  the  straight  roller  bearing,  per  flg.  12. 

Plain  bearings  are  usually  on  the  main 
crank  shaft,  cam  shaft  and  connecting  rods 
of  an  engine  and  take  a  radial  load. 

Plain  bearings  can  also  be  designed  to  take 
thrust  loads. 

BoUer  bearings 
are  used  in  the 
wheels,  rear  axle, 
transmission  and 
other  places  and 
when  stralghti  as 
per  fig.  2,  they 
can  only  take  a  radial  load.  The  roller 
itself  runs  over  an  inner  race  and  inside  of 
an  outer  race,  case   hardened. 

When  a  roUer  is  tapered,  it  runs  over  a 
cone  type  hardened  race  (fig.  1),  and  inside 
of  a  outer  race,  arranged  as 
per  fig.  11  and  pa^e  687.  This 
type  of  roller  bearing  will  take 
a  radial  and  a  thrust  load 
without  the  use  of  a  separate 
thrust  bearing. 


The  groove  in  the  race  and  roller,  fig.  11, 
take  the  thrust  load  as  well  as  the  con«t 
shape  of  race. 


A  straight  roller  bearing,  to  take  a  thrust 
load  as  well  as  a  radial  load,  would  require 
a  separate  thrust  bearing,  fig.  12  and  flg.  9, 
page  676. 

Ball  bearings  are  also  used  on  the  wheels, 
roar    axle,    transmission    and    other    places. 

They  are  di- 
vided into 
three  g  e  n- 
end  classes; 
cap  and 
cona^  anno- 
1  a  r  and 
thmst* 

The  cup  and  cone  bearing  is  shown  in  fig. 
4,  and  is  used  on  many  cars  in  the  front 
wheels.  This  type  of  bearing  is  used  ex- 
tensively on  bicycles.  It  is  designed  for 
radial  loads  but  is  capable  of  wit&tanding 
considerable  thrust  also.    It  is  adjustable. 

L^i^i]  S^     bearing  is   a  bear- 
1^^^^  r^'Ti      ^°fi>    with   an   inner 
and      outer      race, 
which     is     grooved 
and  hardened.    They 
.  ^^^^^  are  not  adjustable. 

LJ  IV  ii  Jl  Pji  "single  row"  of 
9*^  HBHI^aii^^,^  balls,  per  fig.  8  and 
5,  or  "  double  row, " 
&g,  6.  The  single  row  takes  a  radial  load. 
The  races  of  the  double  row  are  so  shaped, 
that  it  will  withstand  considerable  thrust  as 
well  as  a  radial  load.  It  is  used  where 
space  would  not  permit  the  use  of  a  separ- 
ate radial  and  thrust  bearing. 

An  example  of  where  a  bearing  of  this  txp*  it 
used  is  shown  in  flg.  4,  page  82.  Note  the  double 
row  bearing  is  shown  on  the  rear  end  of  the 
worm  taking  the  thrust  (which  is  eoniideiable). 
and  also  takes  a  radial  load. 

The  ball  thmst  bearing  is  shown  in  flg.  7. 
This  bearing  can  be  used  only  where  the 
load  or  stress  is  strictly  a  thmst  or  end  to 
end  load. 

This  type  is  often  used  in  clutches  and  it  ex- 
tensively used  on  the  propeller  shaft  driying  the 
propellers  of  motor  boats. 

The  two  parts  the  balls  touch  ara  called 
races.  The  one  or  two  balls  at  the  lower  aide 
support  the  entire  weight  and  must  be  strong 
enough  to  hold  up  without  being  crushed. 
In  automobiles,  the  balls  are  large  and  run 
in  size  up  to  1  in.  di.  hardened  and  polished. 

Sometimes  balls  wear  flat  or  crack;  if  so 
a  click  will  be  heard  and  must  be  replaced 
with  perfect  balls  at  once. 


*See  page  681   "adjusting  front  axl«>  t>oarini;8"  and  page  669.   "removing  rlhr  axle  shafts.'* 
tFrom  Automobile  Dif^est. 


L 


CLUTCHES.  37 

INSTRUCTION  No.  5. 
*CLUTCHES :     Cone,  Disk  and  Plate  Clutch.     Universal  Joints. 

Purpose  of  the  Clutch. 

The  word  "dutch"  as  used  in  connection  with  automobiles^  indicates  a 
device  attached  to  cars  having  change  speed  gears  of  the  sliding  type,  which 
permits  the  engine  to  be  connected  with,  or  disconnected  from,  the  trans- 
mission, so  that  the  car  may  or  may  not  move  while  the  engine  is  running. 

The  clutch  is  connected  and  dbsconnected  from  fly  wheel  of  engine  by  a 
foot  lever. 

When  disconnected  from  fljrwheel  of  engine  then  there  is  no  connection 
between  the  engine  and  rear  axle. 

When  clutch  is  connected  with  fljrwheel  of  engine  then  the  power  of  en- 
gine is  connected  with  rear  axle — ^if  the  gears  of  transmission  are  not  in 
"neutral"  position. 

If  gears  are  in  neutral  position  then  the  power  of  engine  would  end  at  the 
end  of  the  secondary  shaft  of  transmission  (see  page  38). 

While  other  types  of  transmissions  require  clutches,  they  are  of  special 
kinds,  and  will  not  be  referred  to  in  this  lesson.  (The  Ford,  for  instance,  uses 
a  different  principle.) 

Because  a  steam  engine  has  behind  it  the  pressure  of  the  boiler,  it  can 
be  called  on  to  supply  much  more  than  its  regular  horse  power  for  short 
intervals. 

A  gasoline  engine  has  no  reserve  power  to  call  on,  and  cannot  deliver 
more  than  a  fixed  horse  power. 

When  the  gasoline  engine  is  required  to  start  the  car,  it  must  overcome 
the  inertia  of  the  car.  This  might  be  greater  than  the  power  of  the  engine 
could  accomplish,  and  the  engine  might  be  stopped  instead  of  the  car  being 
started. 

If  the  clutch  made  an  immediate  connection  between  the  engine  and  the 
drive,  the  power  of  the  engine  would  have  to  instantly  overcome  the  inertia  of 
the  standing  car. 

The  power  of  the  engine  coming  from  the  revolving  of  the  fly  wheel, 
and  the  explosion  that  might  be  occurring  in  one  of  the  cylinders,  it  would 
probably  be  stopped  instead  of  the  car  being  started. 

If,  however,  the  clutch  is  made  so  that  the  engine  takes  hold  gradually, 
the  inertia  of  the  car  will  be  overcome,  and  it  will  move  faster  and  faster 
as  the  clutch  permits  the  engine  to  apply  its  power  more  and  more. 

This  is  done  by  making  the  clutch  in  such  a  way  that  when  it  is  applied, 
it  dips,  instead  of  instantly  making  a  connection  between  the  engine  and  the 
drive. 

When  the  clutch  is  "let  in,"  it  connects  the  crank  shaft  of  engine  through 
the  fly  wheel  with  the  transmission  through  the  clutch  shaft,  and  if  the  gears 
are  in  the  "neJutral"  (gears  out  of  mesh)  position,  the  counter  or  secondary 
shaft  in  the  gear  case  of  transmission  will  revolve  without  moving  the  car. 
See  illustration  page  50. 

Olntches  have  two  chief  parts;  one  part  (usually  the  flywheel,  see  chart  19,  fig.  1),  is 
attaehed  to  the  crank  shaft  of  the  engine,  the  other  part  (cone  or  disk  or  plate)  is  at- 
tached to  the  dutch  or  main  shaft  of  the  transmission  (see  page  48,  fig.  1).     (134.) 

When  the  two  parts  are  separated,  that  is  to  say  ''clutch  thrown  out"  by  the  clutch 
pedal,  they  are  independent  of  each  other  and  the  engine  can  run  without  moving  the  car. 

*8m  Dyka't  working  model  of  the  clutch  and  gear  box.     For  repairing  clutches,  see  index. 
For  mako  of  elnteh  oa  different  ear*,   see   "Specifications  of  Leading  Oars*' — page  548. 


\ 


C^."--^ 


.2.rjiz  &s  ifr 


"1  Fig.  1— niustrates 
•  tzw  the  cone  type 
'  cf  clutch  is  fitted 
I  into  tlie  fly  wheel. 

Ill ,:  stmt  ion  showa 
?a.z.v  in  section  aa 
if  ::::  in  half.  The 
: :  - :-  is  perfectly 
::rcu!ar,  but  cone 
shaped     and    fitted 

^  -^r.h   leather  which    ! 

'  irrir?  the  inner  sur-    j 
fa?e      of     the     fly    ! 
wheel     rim     when 
-•lurch      is      "In," 
"Which  it  always  is, 
u::!-?«s         thrown 

;  *;out"     by    the 
' ;  olutch  foot  pedal 

.  I  Note  in  illustra- 
I  lion  position  of  cone 
[when  clutch  ii 
!  "in"    and    "out" 

*  Also      note     clutch 

CE  .  page  50. 
::•  threw  clutch  out.    At 


I  . 


.:or  ^h.lIt.      Noti-  tirivo 


P     -7   ARE  POlMTS  V.HERE  POWER  TO  REAP   AXLE  CAM  BF    C 


>    povor  :-  transmuted  from  engine  to  clutch,  thence  to  secondarr 

■  :•;.  •  ..••:.  >l.aft.  drive  pear  (O),  secondary  ihaft  gear        I 

.•  drive:;  ^^mf  i   -    h'..-:iug    gears    (X)    on    square   shaft    (T).        ' 

.:'•■-!  i%  "out."  at  which  time  the  elntch        ' 

/.  ■    .•■-:;  t.':i'  drive  and  drlTen  gears  are  in   *'nen-        , 

I'  ■.'    f:-.-    ii.    end   of   clutch   shaft,   as   per  fig.   3, 


,U  ;ution:      N'"'.'"  tl.*-  p-wf-r  from  enji:;''    i:-*    trar.smitted    to    the    clutch    shaft    only 
V:o\liiti-h  \vi.- f.  Ill  tli'  rin:  of  tKo  :"v   v;hov\   .'if  disk  or  plate  type,  then  by  the 

.    .,    ,.,   ,.v :!:..!..   I    •  r.-li--   t»;.t    tyj.o   -.f  rlutch). 

!■  .•   '\-i>K'\    uiiii    ii.irinc,  but   runs  ftee  at   all   times  in 

'    ^    '    1       i-       ...1  .•    ;.:i    ..{'    .'i.^'li    I-   .••.liiifctril    with   the  clutch   shaft   so  that 

•   .,1.    .iinr!    ri.u:-t    nl-"   tun..     Hut    obstTve   that   the   cone    slides   on    the 

.   ,  "..',     •..;■!   v..  :!•:!♦   ;i   .Mil  h"  piKii'  1  out  by  pedal  OP  in  by  the  spring. 
...I..    .    out.  i.f  ily  \\''M"-i     power  ends  at  the  fly  wheeL 
V  iu.  I  Ml.  i)«>\vt»r  riids  at  t!io  cud  of  the  secondary  or  countershaft— if  geare 


I ' 


.,iO    to    VOVt»lVl\ 


Jl.i  \    .I'l-    in    :iIm-\  . 
•■.«•  m.:i!iii -:  .■•!"  * '  i.oi!» tmI' '  and  scc  in  figs.  1,  2  and  3  hon 


I'l     V\r''»"'^''^V''.  tlio  Puiposo  of  a  Clutch  and  how  the  engine  can  run  yet  not  drive  the 

,'.!.'.    ...t  '  '  au.l  '  ■  »l'.itrh   in.'  * 


CLUTCHES.  39 

When  the  two  parts  are  connected,  that  is,  when  the  clutch  is  'Met  in''  hj  re- 
ieaaing  the  elnteh  pedal,  the  part  on  the  transmission  shaft  is  forced  into  a  frictional 
eontaet  with  the  part  on  the  crank  shaft  or  fljwheel  by  means  of  a  powerful  spring  and 
held  there.  The  two  parts  being  thus  connected  forces  the  transmission  to  revolve  with 
the  engine  and  so  drive  the  car,  if  gears  are  not  in  ''neutral"  as  has  been  explained. 

The  part  on  the  crank  shaft  does  not  grip  the  part  on  the  clutch  or  transmission  shaft 
immediately,  unless  they  are  moving  at  the  same  speed. 

If  they  are  moving  at  different  speeds,  which  is  usually  the  case,  or  when  the  part  on 
the  transmission  is  stationary,  the  two  parts  slip.  This  riipping  continues  until  the  two 
parts  revolve  at  the  same  speed,  when  they  bind  together  firmly.  When  "thrown  out" 
they  muBt  separate  instantly. 

A  disk  or  any  other  type  of  clutch  used  with  the  gear  type  of  transmission  is  placed 
in  the  same  relative  position;  back  of  fly  wheel,  between  the  fly  wheel  and  gear  ease. 
Although  the  construction  may  vary,  the  reader  will  note  that  the  dutch  principle  is  nee* 
•osary  on  all  cars. 

Clutch  pedals — The  left  foot  pedal  on  all  cars  of  standard  design,  is  the  dntdi  pedal 
and  on  the  right  the  foot  brake  pedal.    See  ''operating  a  car." 

Types  of  Clutches. 

There  are  four  types  of  clutches  in  general  use ;  the  cone,  disk,  plate,  and 
fezpanding  type. 

The  disk  clutch  (formerly  called  the  multiple  disk)  is  a  clutch  with  more 
than  three  disks  and  can  be  a  lubricated  disk  clutch  or  dry  disk  clutch.  A 
{date  clutch  is  one  wherein  one  plate  is  clamped  between  two  others. 

♦The  Cone  Clutch— see  chart  19. 

This  type  of  clutch  is  built  into  the  fly  wheel,  and  the  fly  wheel  forma 
one  of  its  parts.  The  rim  of  the  fly  wheel  is  broad,  and  the  inside  of  the  rim 
is  made  slightly  funnel-shaped,  forming  the  surface  against  which  the  other 
part  of  the  clutch  presses  (fig.  1,  chart  19). 

The  cone;  the  other  part,  called  the  '^cone,"  is,  as  its  name  indicates 
cone-shaped,  and  fits  into  the  funnel  formed  inside  the  fly  wheel  rim.  The 
surface  of  the  cone  that  bears  against  the  fly  wheel  is  often  covered  with 
leather  to  give  good  grip  (one  large  manufacturer  uses  fabric  running  in  oil). 

The  hub  of  the  cone  has  a  square  hole,  so  that  while  it  may  slide  on  the 
square  part  of  the  clutch  shaft  which  connects  to  the  transmission  sleeve 
(see  134,  fig.  1,  page  48),  still  the  cone  and  shaft  must  revolve  together.  The 
forward  end  of  the  clutch  shaft  rests  in  a  bearing  formed  in  the  hub  of  the 
wheel,  so  that  it  is  supported,  and  yet  may  revolve  independently  of  the  fly 
wheel. 

A  heavy  spring  presses  the  cone  against  the  seat  formed  in  the  rkn  of 
the  fly  wheel. 

When  the  clutch  pedal  is  pressed  forward,  the  cone  slides  on  the  shaft 
away  from  the  fly  wheel,  and  separates  from  it,  the  spring  being  compressed 
(see  fig.  1,  page  38). 

When  the  clutch  pedal  is  released,  the  spring  presses  the  cone  against  its 
seat,  and  if  the  crank  shaft  and  sleeve  are  not  making  the  same  number  of 
revolutions,  the  cone  will  slip.  This  friction  makes  the  cone  act  as  a  brake 
on  the  crank  shaft,  slowing  it,  and  at  the-  same  time  the  cone  and  sleeve  are 
speeded  up,  so  that  the  cone  and  fly  wheel  come  to  the  same  speed. 

dutch  Operation — cone  type  as  an  example. 

Fig.  2,  page  38  (also  page  50) — note  the  power  from  crank  shaft  of  en- 
gine is  transmitted  to  the  clutch  through  friction  connection  with  fly  wheel, 
thence  through  gears,  thence  to  drive  shaft  to  bevel  gear  drive  on  the  rear  axle. 

If  engine  is  running,  clutch  could  be  "in"  if  gears  are  in  "neutral"  (not 
in  mesh).  K  gears  are  in  mesh  with  engine  running  then  rear  axle  would 
revolve — unless  clutch  was  "out." 

*Sm  repair  nibjeet  for  adjasting  clatches. 

tl%«  cinMindisK  thoa  elatch   is  yery  seldom  used.     As   has   been   previously   stated,    a   succeasfu] 
^  m«at  be  fairly  light  at  the  rim.  but  with  the  expanding  clutch,  owing  to  its  method  of  opera- 


^  this  it  almost  impossible. 


40 


DTKE^  rXSTSCtmON  Nl'MBER  FIVE. 


Cliiteh  lAlnicatad  Type. 

F!^  2  tk^-wM  the  paru  of  the  dutch  i^p- 
tsim  tmsk  otiMr.  Th«  dhks  (A)  ar*  al- 
a  vtm  faa^  oa  «Bciiie  ■haft.  th«  tmaJim 
B.  •:«  anaehad  U  the  tranwliakwi  ahalt. 
'At  aad  aaaU  tfaka  (B)  as 


Tte  nri  Sas^vs  have  pins  czteadittf  froai  than, 
th«  taia  kaT3^  mlcs  m  that  they  may  be  alipped 

disks  OB  their  snds  fit  insido  of  tho 

la*  Urso  ftaa^.  a&d  tbe  opoaioga  in  tho 

';ir^  i-iks  7«rai;  tk«  sMds  or  pint  on  the  satall 

laxf*  so  7mm  toroc^  thea.     Thaa  the  outer  cdgea 

iisss  ecoc  in  contact  with  the  inner 

af  :h«  larfe  diaka. 

ttSiAi    aa  will   be   seen   from 

±pzT*   1.   «-3:<h  is  the  dntch  assembled,  the 

art  ra^sccted  only  by  the  friction 

t^«  IsTfe  and  amall  dislca.  when  the 

rrrizf  preasee  i^*  parts  tofother.     The  entire 

z'lizz'z  is  placed  irside  a  easing,  and  mna  in  oil. 

W)MBi  tka  dEieh  pedal  la  priaaad  forward, 

:^e   ei-x:eh    is    "thrown   ont,"    the   oil   then 

Siswv    b«sw««n     the    disks,     and    when    tho 

;I'::ci   is    "is"   and  the  spring  presaaa  tho 

i:sks  :c««tk«r.  the  oil  is  sqneesed  ool  froai 

b<7v<c-    s^cB.     While   it   is   being  sqneesed 

cc:  :  *■•  ::::fich  is  slipping,  and  it  be^s  to  bind 

vh*z  :b«  pressure  has  sqneesed  it  out  and 

;he   disk  I   in   eonsequenco  feel  the  eflteei  of 

:=*    fr:^':ior-     When   the   clutch   is 

one  aet  of  disks  may  reroiTe  isdtpendtfutly  of  tla  oeker.  for  they  are  not  connected  in  any  way. 

Hele-Shav  XMsk  CbitclL 

In  the  Belfr-Sknw  diak  ditck  (^.  4^   a  aimaar  prtsciple  is  adopted.     The  plates  consist  of  a 
of  alternate  bronae  and  steel  disks  mzch  tkinncr.     T    hey  are  eaRVgaiod  to  incrcaae  tho  grip. 
M  HA!f  tit  rVttn  s?«  rotably  ceaBocted    by    gioofea    with    the    driring    member. 

P       0  aad   %h^  mli^rs^u   tMH  with,  the  driven  member.     Wken  the  dutch  pedal  la  released. 

'-  tbe    dat<h    9pnx^  pt«efM   tkeoe  diaka  together,  and  they  all  rotate  aa  a  aolid 

W%mu   Ihc  d«l<k   p*d»^   is    ■  -      .  .  .... 

separated^ 


Ike   apring  preaaaze  ia  removed  and  tho 

Bef erring  to  the  illussratioa  (flg.  4)  tho  outer  ott-ttgkt 
caae  (1).  to  wkiek  tke  driving  bronae  platoa  (16)  are 
keyed,  is  bolted  to  tke  flywked.of  the  engine.  The  In- 
ner eore  (1)  is  keyed  directly  to  the  dntch  ahafi  and  to 
it  arc  keyed  driven  sted  platoa  (IT). 

The  clutck  ia  akown 
spring    (4)    which   actu 
preaser    (8).     To    facilitate 
springs  (26)  are  fitted  between  tho  diaka. 


engaged  aa  normally  held  by  tht 
tea  the  ring  (T)  and  tke  aiidlB| 
itate    quick    diaengagement.    amaiJ 


The  ease  U  oil  tight,,  provision  bdrr 
of  th«  oil  thr«titfa  a  plug  (6)   for  the  ^'^ 

AdittttRient^   »f#  msde  by  means  cf  an   sd|iutl^f  nxiX   {%},  and  J 
c>ieaisit«  epinniiitc  or  dragging  is  prcveiited  by  a  eeue  brake  (10). 


Fig.  4 — The  HeleShaw 
corrugated  disk  clutch- 
lubricated   type. 

CadUlac— Dry  Disk  ClutdL 

Fig.  6— The  drlvliig  disks  **A'-  are  covered  on  both 
sldoH  with  a  friction  material,  composed  largely  of  as- 
beatosi  and  aro  driviMi  by  six  keys  in  the  clutch  ring 
•Ml"  whioh  is  bolted  to' tho  engine  fly  wheel  *'Q." 

TI16  driven  disks  •  *  U  "  are  not  covered.  These  disks 
aro  I'lirriiMl  on  tlio  clutch  hub  **E'*  and  drive  it  through 
ail  hi'VM  <»n  the  hub.  Tho  clutch  hub  is  keyed  to  the 
IrKMHiniNHion   Bliuft    **1'\** 

Wlioii  tho  clutch  Is  engaged  by  allowing  the  clutch 
ppdiil  l»»  «*«»nii'  towar«i8  you,  tho  spring  ''CV  forces  all 
of  tho  diNliN  togt'lhor.  Tlio  resulting  friction  between 
thn  iIIhUh  "A"  and  *'M"  drives  the  transmission  shaft 


'  I'"*  niiil  till'  riir.  when  tho 


transmission  control  lever  ! 
la  hi  iithiT  Ihiin   tlio  neutral  position. 

Thorn  iiro  no  adjustments.  The  clutch  pedal  should 
lin  iiiljiifil«'i|  orraHionnliy  to  compensate  for  wear  on 
Ihn  riiciii^  of  tho  clutch  disks. 

Thn.'  In  fiiio  jioini  * '  D  * '  on  the  clutch  for  lubrication. 

Tl.iiin  mr  17  .H'i.|  plstcii.  havinir  9  driven  disks  and  8  driv- 
li.i  .h.li.      Ti.n  iMill  R|irini;  is  held  under  300  lbs.  compression. 


Fig.  S — Th9  Osdilisc 
difk  rltitcb  —  Axj 
type. 


////AUT  NO.   S50     Disk  Clutches;   lubricated  and  dry    tjrpes. 


CLUTCHES.  (y^  J 

Therefore  there  are  three  methods  of  cutting  off  the  power  to  rear  axle; 
(1)  stopping  engine,  (2)  by  throwing  **out"  clutch,  (3)  by  having  gears  in 
"neutral." 

The  usual  method  to  stop  car  and  engine — is  to  "throw  out"  clutch, 
shift  gears  to  "neutral"  and  apply  foot  brake.  After  car  stops  tiien  turn  off 
ignition  switch  and  stop  engine. 

Wlien  startliig  engine  the  gears  are  placed  in  "neutral"  position  by  the  hand  gear 
shift  lever.  (Note  fig.  2,  chart  19;  also  page  50.  Gears  are  now  in  "neutral"  position.) 
Engine  can  then  be  started  without  car  moving. 

To 'start  car  after  engine  is  started;  throw  "out"  clutch  with  foot  pedal — shift 
gears  in  mesh  (usually  to  lowest  gear  sot),  then  gradually  let  clutch  "in." 

The  term  "clntch  in"  meaus,  the  clutch  is  aUowed  to  press  into  the  fly  wheel  by 
tension  of  spring. 

The  term  "clutch  out"  means  it  is  held  out  by  foot  clutch  pedaJ.  If  car  was  run- 
ning and  you  desired  to  coast,  "throw  out"  clutch  or  disengage  gears. 

Wlien  stopping — throw  "clutch  out"  by  movement  of  foot  pedal.  (Usually  left 
foot  pedal.)  Apply  running  brakes  (usually  right  foot  pedal.)  Shift  gears  into  "neu- 
tral" and  then  let  "clutch  in." 

The  clutch  is  used  more  than  any  other  control  on  car — therefore  study  the  meaning 
of  "clutch  in,"  "clutch  out,"  "gears  in  neutral." 

When  the  change  speed  gear  is  to  be  moved  to  a  higher  speed  after  starting  or  at 
any  time  when  car  is  in  motion  or  engine  running,  the  clutch  must  first  be  "thrown 
out,"  for  the  gears  could  not  be  meshed  with  the  countershaft  revolving  and  the  square 
shaft  stationary;  "throwing  out"  the  clutch  leaves  the  countershaft  free  to  move  as  neces- 
sary to  mesh  .the  gears. 

The  cons  clntch  adjustments  are  simple.  Examples  are  shown  in  the  repair  subject.  See  index. 
The  "grabbing"  feature  is  being  done  away  with  by  insertion  of  springs^  usually  about  6  inserted 
aader  the  leather.  Slipping  is  overcome  by  clutch  springs  within  the  spider.  See  Buick  clutch  ad- 
justment in  repair  subject. 

The  Disk  Clutch— see  chart  20. 

The  disk  clutch  (formerly  termed  multiple  disk),  consists  of  a  number  of 
disks  which  are  pressed  together  when  the  clutch  is  "in,"  the  friction 
between  them  causing  one  to  drive  the  other.  This  type  of  clutch  is  very 
compact,  and  is  frequently  built  inside  of  a  metal  housing  cast  to  the  engine 
frame. 

To  illustrate  the  principle  of  the  disk  clutch,  place  a  silver  dollar  be- 
tween two  silver  half-dollars,  and  squeeze  them  together  between  the  thumb 
and  forefinger  of  one  hand.  With  the  other  hand,  try  to  revolve  the  dollar 
not  moving  the  halves.  It  requires  only  a  slight  squeeze  to  produce  sufficient 
friction  to  make  it  impossible  to  move  the  dollar.  ^ 

Multiple  disk  clutches  are  of  two  general  types;  those  {hat  operate  in  an 
oil  bistth  and  those  that  run  dry ;  called  lubricated  and  dry  types 

The  lubricated  disk  clutch  runs  in  oil;  its  disks  are  usually  alternate    . 
steel  and  bronze  or  all  steel  disks,  and  the  type  that  runs  dry  is  usually  of 
steel  disks,  one  set  of  which  is  faced  with  a  friction  material  of  woven  asbestos 
fabric. 

The  lubricated  and  dry  types  are  described  in  chart  20. 

The  Plate  Clutch. 

The  S.  A.  E.  term  the  disk  clutch  (formerly  called  the  multiple  disk) ;  a   « 
clutch  with  more  than  three  disks.    The  plate  clutch  is  where  one  plate  is 
clamped  between  two  others. 

The  single  plate  clutch  is  a  popular  type  of  clutch.  It  is  a  variation  of 
the  disk  type,  the  latter  comprising  a  large  number  of  narrow  disks,  while 
the  other  usually  consists  of  but  three  broad  disks  or  plates*  the  ordinary 
type  having  two  driving  plates  and  one  driven  plate. 

An  example  of  a  single  plate  clutch  is  described  in  detail  in  the  following 
matter.  In  this  type  the  clutch  effect  is  created  by  wedging  the  plate.  The 
type  which  will  now  be  described  is  the  Borg  and  Beck  make  (chart  20 A, 
and  page  43). 


42 


DYKE'S  INSTRUCTION  NUMBER  FIVB. 


1 — Olotch-Oasing — cast  with  fly  wheel. 
2 — Oating-Oover — carrying   adjustment-ring. 
8 — Oover-Slot — for  adjustment-bolt. 
4 — Adiustment-Bolt — for   take-up  action. 
6 — Adjustment-King — mounts  thrust-leTeri. 
6 — Thrust- LeTer   (bell-crank) — ^mounts  roller. 
7 — Thrust-Roller — acts  against  thrust-ring. 
8— Thrust-Ring — acts  against  asbestos  ring. 
0 — DnTing-Pin — for  thrust-ring. 


1 0 — Frirtion-Hinji— ssbpntoi., 

1 1— Friction  Diflk — drir^n. 

12 — Pilot  B*llBearmg — fop  end  of  abaft 

13 — 01  nt^-h- Shaft — drlTen  by  di»k. 

14— Thnnt-Sprlog — leli  mi   *' bel i -crank *■  tm 

mUflion. 
15 — Throw-out  Oollai^— on  throw-<mt  iTe«Y«. 
36 — Throw-otit  SleeTe^ — eentered   on   abaft. 
17 — TT)  rnw-nnt   Tf>kf' — runn  -mt  f^t  ;ri  j^. 
18 — Thrust  Bali-Bearing — takes  throw><mt  pu 
19^Brake*PIate — rigid  on  throw-out  yoke. 
20— Brake-Oollar— keyed  on  shaft. 
2 1 — Detachable-Oasing — self-contained  dutch. 
22 — ^Mounting-Flange — bolts  against  flj  whee 
23 — Driving-Bolt — for   thrust-ring    (not  ahowi 
24 — Shaft.  Brake  and  UniTorsal  Oonneetlon  (i 

shown). 
25 — Adjustment-Incline — ^take-up  seat  for  roll 
60 — ^Bell-Orank   PlTot — mounts  thruat-leyer. 


Borg  ft  Beck  Single  Plate  dutch. 

Principle:  This  type  of  clutch  runs  dry.  The  action  is  best  understood  when  it  is  ke 
in  mind  that  among  the  revolving  parts,  only  the  driven  group;  disk  11,  shaft  IS  and  bra 
collar  20,  can  stand  still  when  fly  wheel  is  running;  and  all  other  parts  being  ''anchored 
to  fly  wheel  must  always  revolve  and  drive  with  the  latter. 

Wlien  clutch  is  "in:"  The  asbestos  friction  rings  10,  though  not  positively  attached 
either  the  driving  or  the  driven  parts,  will,  in  practice,  "freeze"  to  the  unpolidied  fa< 
of  the  inner  case  of  fly  wheel  and  thrust  ring  8;  and  thus  always  run  bodily  with  the  : 
wheel. 

When  clutch  is  "out:'*  The  foot  lever  is  applied  which  telescopes  the  coil  spring  (1 
back,  by  action  of  the  throw  out  sleeve  (16)  which  causes  the  roller  (7)  to  withdraw  a  sui 
eient  distance  from  faoe  of  thrust  ring  (8),  to  permit  the  latter,  with  its  companion  fr 
tion  ring  (10),  to  "back-away''  bodily,  from  friction  disk  (11),  thus  releasing  the  disk  fr< 
the  friction-grip,  anil  pcrniitting  it  and  other  driven  parts  to  come  to  a  stop,  while  fly  wh< 
and  parts  anchored  to  it  revolve. 

CHABT  NO.  aO-A— Principle  and  Construction  of  a  Modem  Single  Plate  Clutch — dry  t3rpe. 

Borg  and  Beck  Co.,  Molino.  111.' -—soo  nUo  pngos  OOS  and  842. 

8««    index    for    "Spf.'ifiratior*    of    Losidinir    Cnrs."    for    cars    ii«!injr    this    clutch. 


C!LUTCHES. 


43 


tAdjusting  the  Single  Plate  Dry  Clutch— per  chart  20-A. 
Take  up  action:  The  roller  seat  face  of  the  thrust  ring  (8),  is  formed  on  three,  equal 
iaeeeedingy  takeup  "inclines"  (26);  the  ring  being  \i  inch  thicker,  at  the  high  end  of 
•aeh  ''incline"  (25),  than  at  the  beginning,  or  low  end.  The  three  thrust-levers  (6), 
are  mounted  upon,  and  equally  spaced  by,  the  adjustment  ring  (6);  and  this  ring  is  ad- 
justably mounted  against  the  inner  face  of  the  cover  (2),  by  means  of  the  adjustment — 
bolts  (4)  of  which  there  are  two,  through  slots  (3)  in  the  cover. 

When  the  bolts  (4),  are  ''slacked,"  and  shifted  in  their  cover-slots  (3),  they  control  and 
shift  with  them  the  ring  (5),  the  latter  carrying  with  it  the  levers  and  rollers  (6  and  7) — 
thus  shifting  all  the  rollers  to  new  seats  against  the  non-shifting  thrust-ring;  and,  these 
•eata  being  further  up  the  ring  "inclines"  (25),  where  the  inclines  are  thicker  in  cross 
•eetion,  the  ring  is  necessarily  thrust  so  much  further  toward  the  other  friction  parts,  to 
eompensate  for  any  friction  wear,  and  to  maintain,  at  all  times,  a  perfect  friction  grip. 

Therefore  to  adjust  dutch,  the  clutch  is  held  entirely  out. 

With  the  clutch  thus  held  "out,"  it  is  only  necessary  to  "riaek"  the  adjustment- 
bolts  (4),  tap  either  of  them  "clockwise,"  in  the  slot  (3)  on  cover,  a  quarter  or  half  Inch, 
or  any  other  distance  required,  thus  shifting  the  ring  (5),  carrying  the  levers  and  rollers  to 
■ew  seats,  upon  thicker  sections  of  the  thrust-ring;  and  thus  compensating  for  th^  frie- 
tion-wear  which  made  the  adjustment  necessary. 

If  too  much  oil  gets  into  dutch  and  causes  slipping:  In  this  case  it  will  be  necessary 
to  unscrew  the  bolts  (4)  about  three  turns,  have  some  one  hold  out  clutch  and  let  oil  drain 
out.  It  is  also  desirable  to  squirt  gasoline  into  interior  of  clutch  to  wash  out  the  oil. 
If  slipping  continues  the  trouble  is  due  to  oil  working  into  clutch  housing  and  must  be 
•eparated  from  main  oil  supply  of  oil  pan  of  engine. 

Removing  clutch:  First  remove  transmission.  Mark  clutch  cover  that  bolts  to 
flywheel  with  punch  and  corresponding  mark  on  flywheel,  in  order  that  it  is  put  back  in 
•ame  position.    Cover  plate  must  not  be  turned. 

Replacing  dutch:  There  are  two  asbestos  fabric  rings;  one  lays  against  face  of 
fly  wheel  (10),  next, to  this  comes  the  driven  plate  (11),  then  other  friction  washer  (10). 
The  cast  thrust  ring  (8)  comes  next,  but  before  installing,  make  sure  the  driving  pins  (9) 
tre  in  place  in  the  inside  of  the  fly  wheel  rim.  Drop  thrust  ring  (8)  in  position  so  that 
the  three  slots  fit  over  pins  (9).  The  adjustment  ring  (5)  with  its  parts  assembled  to  it 
ihould  now  be  installed.  The  adjusting  ring  (5)  fastened  to  the  cover  plate  by  means  of 
two  cap  screws  and  cover  plate  bolts  to  fly  wheel. 

Olutch  brake  is  provided  which  comes  into  action  when  the  clutch  pedal  is  pushed 
ill  the  way  down.  Purpose  is  to  stop  spinning  of  transmission  gears  when  clutch  is  dis- 
engaged. The  throw  out  collar  (15)  presses  against  the  brake  collar  (20).  The  dutch 
brake  is  mounted  on  the  transmission  shaft  and  is  faced  with  asbestos  fabric. 

If  worn,  trouble  will  be  experienced  when  shifting  gears  into  first  speed  when  car  is 
•landing.  Clutch  will  appear  to  drag  and  will  continue  to  drive  transmission  gears  when 
folly  duengaged,  so  it  will  be  difficult  to  mesh  gears. 

To  remedy,  remove  oil  pan,  have  some  one  hold  out  clutch,  while  throw-out  dutch 
and  collar  are  examined;  to  see  if  collar  (20)  actually  touches  brake  or  not.  If  it  does 
lot,  the  transmission  should  be  removed  and  if  brake  friction  facing  is  in  good  condition 
10  need  of  installing  a  new  one.  See  that  the  throw-out  is  not  coming  in  contact  with 
brake  flange  and  should  be  adjusted  so  that  these  two  points  form  a  contact. 

Note — always  remember  to  drive  with  foot  off  the  dutch  pedal.  Make  sure  dutch 
pedal  does  not  strike  or  press  against  toe  board.         • 

♦Unlyersal  Joints. 
A  universal  Joint  is  a  flexible   connection  between  two 

shafts,  which  permits  one  to  drive  the  other,  although  they  may 
not  be  in  line.  Refer  to  figs.  2,  3  and  5  and  study  the  prin- 
ciple. Universal  joints  are  usually  placed  forward  and  rear  of 
the  drive  shaft  (see  page  50). 

Universal  joints  are  necessary  on  automobiles  with  shaft 
drive,  for  while  one  end  of  the  driving  shaft  is  attached  to 
the  transmission  shaft,  which  is  on  the  frame^  the  other  end  is 
connected  to  the  axle,  and  constantly  moving  up  and  down  as 
the  wheels  follow  the  roughness  of  the  road. 

^^^^  ^  If     no     universal     joints 

were  used,  the  shaft  would 
jam  in  its  bearings  from 
the  up  and  down  movement 
of  one  end  of  it. 

*UBiTerMl  Joint!  are  alio  called  cardan  joints.  See  pages  680,  681  for  construction  of  ''universal 
Joints."  tSee  pages  668  and  842  for  other  adjustments  on  Borg  and  Book  clutch.  See  foot  note 
page   662.   why  gears  of   transmission   arc   snmet  mes  difficult  to  shift. 


DYKE'S  INSTRUCTION  NUMBER  FIVE. 


-A 


etttmm^ 


Tli«    «ticl&*   of 
tliJi     unit     power 

ii  «  ■  d  cjliad«rt 
ca«t  in  hloek ; 
vkWet  on  tide, 
poppet  tjrp*;  d«« 
t«ehable  cylinder 
beid  dee  index. 
'  Vylindpr  b  •  b  d, 
rtpUeint  of/*) 

Trttimnlitiiloo; 
lelectiv*  %TP9,  t 
•peedB  «beiia  »iid 
reTeme.  Olntcb; 
rone  t  vpe.  Gr«af 
sUn  l«Ter;  ball 
fttid  locket  typ«. 

Left,  foot  datch 
pedAl  Ukd  ri^t, 
foot  brkk*  p«a«L 

Power  is  trt>iti' 
milted  to  rear 
&z1e  from  end 
of  trftnsmitiion 
•baft  (npper 
out). 


Fig«  1:     A  aod«rn  unit  power  plmnt,  iLe  Dort. 


PIQ  <t        L«aiwlrfl*  CJMMrtt.     TTi«  *  M'*  T>»>  a.r.    TM  *  ii"  ryjt*  UJ 


Tig,  3:  Unit  power  plant  wltb  valves  in  the  hpud  and  a  detacbable  eylioder  bead.  (The  Oakland 
aU).  Tbe  bead  it  d^-iachrd  with  valvea.  TbU  di£fera  from  fif.  1,  in  that  the  bead  i«  dalaclLabl*.  bot 
Ibe  ▼aUei  are  not  in  the  bead  in  1kg.  1, 


indcr   bead. 


Tbe   Duick   4   cylinder  enrinr  unit  power  plant  witb  ralvef   in  the  bead  and  deiacb«ble  C7I- 
Note    tbe   Delro    "ainfle   nnif    elaetrie   system ;    stMtinc   motor,    ganerator   A04   Ifnltion   la 


Flf.  4:     TUe  Locomobile  angina  and  datcb  ftra  la  oa«  nniti  but  the  traasadssloa  Is 
onirvrtal  Jioiat   (T.  U.  J.)   between  tbe  cinteh  and  trAnsmistioD — tee  alio  page  41^9. 


ttparata.     Kola 


CHABT    KO.    21-~XrDlt   Power    Pljmt;    engUa,   eluteh    aad    tranamiasion    mounted    ia    one    unit 
Sep^nttfl  Power  Plant.    Engine  and  dutch  form  one  unit.     Tranamisaion  separate. 


(Cbart  22  on  paft  00}. 


T]4a  Bnirk  4  tylindcr  car  wai  diieontlflned  fa  101 T. 


^im 


46 


INSTRUCTION  No.  6. 


TRANSMISSION:  Principle  of  Operation,  Lx)cation,  Different  Types. 

Principle  of  a  Transmission. 

When  a  bicyclist  wants  to  race  on  a  level  track,  he  gears  up  his  wheel 
with  a  larger  sprocket  so  that  one  revolution  of  the  crank  takes  him  farther. 
Tet  if  he  takes  this  wheel  with  this  large  sprocket  on  the  pedal  shaft,  out  on 
the  road  where  there  are  hills,  he  must  get  off  and  walk  or  exert  an  extra 
lot  of  power.  This  clearly  shows  that  if  a  bicyclist  wants  to  speed  while  on 
the  level  and  yet  take  all  hills,  he  must  change  the  drive  sprocket. 

The  same  principle  applies  to  the  automobile — therefore  the  automobile 
is  provided  with  not  only  two  .changes  of  gears  (instead  ot  sprockets),  but  it 
has  three  and  sometimes  four  changes  of  gears,  which  gears  are  contained  in 
a  gear  box  usually  placed  back  of  the  clutch.     (See  page  38). 

The  principle  upon  which  all  change-speed  gears  work  is  the  fact  that 
when  two  cog-wheels  or  spur  gears  are  meshed  together  the  larger  wheel  turns 
more  slowly  than  the  smaller  wheel. 

Ab  an  example,  a  cog-wheel  with  10  cogs,  in  mesh  with  a  second  wheel 
having  20,  would  revolve  twice  as  fast  as  the  latter,  the  explanation  being, 
that  when  the  10  cogs  of  the  smaller  wheel  have  moved  round  once  they  will 
have  engaged  with  only  10  cogs  of  the  larger  wheel,  and  therefore  will  have 
tamed  tiie  larger  wheel  through  only  half  a  revolution,  that  is,  that  it  will  be 
necessary  for  the  smaller  wheel  to  revolve  twice  in  order  that  the  larger  one 
may  revolve  once. 

•With  this  piece  of  elementary  information,  we  will  observe  that  in  the 
gear-box  (see  below)  there  are  two  shafts — the  upper  one  coming  from  the 
engine  through  the  clutch,  and  the  lower  one  continuing  to  the  back  axle. 


Each  shaft  is  fitted  with  three  different  sized  cog-wheels  numbered  in 
the  illustration  1,  2  and  3;  those  on  the  upper  shaft  are  fixed  to  the  shaft 
itself,  but  those  on  the  lower  shaft  are  able  to  slide  on  a  keyway,  to  right 
and  left  along  the  shaft.  The  shaft  is  not  round  like  the  upper  one,  but  is 
iqnaredy  so  that  although  the  sleeve  of  cog-wheels  can  slide  backward  and 
forward,  they  cannot  revolve  independently  of  the  lower  shaft. 

In  order  now  to  vary  the  speed  of  the  car,  it  is  only  necessary  to  slide 
the  cog-wheels  (gears)  along  the  lower  shaft  until  the  correct  two  gears 
come  into  mesh  to  form  the  gearing  required. 

The  illustration,  for  instance,  shows  intermediate  speed  gear  in  mesh,  but 
were  we  to  move  the  gears  to  the  right  so  that  wheels  1  and  1  come  into 
mesh,  we  should  put  the  car  on  its  first  speed,  that  is  its  lowest  speed,  so 
that  with  the  engine  running  normally  the  car  would  be  moving  very  slowly, 
the  driving  gear  being  much  smaller  than  the  driven  gear. 

When,  however  the  sleeve  is  moved  to  the  left  so  that  gears  3  and  3  mesn, 
the  effect  is  reversed.  Now  we  have  the  driving  gear  much  larger  than  that 
driven,  and  the  result  will  be  that  when  the  engine  runs  normally  the  car  will 
be  traveling  at  a  very  high  speed. 

*Tbis  illustration  ii  intended  to  simplify  the  explcvnation.  In  actual  practice  the  arrangement 
is  sUfhtlj  different  (see  page  46);  the  sliding  gears  are  usually  above,  clutch  shaft  and  transmission 
shaft  are  not  eontinnoas  as  shown  and  drive  shaft  connects  with  transmission  main  shaft  instead  of 
foanter  shaft. 


TRANSMISSION. 


c 


TrMumiftsioB 

Drive  8b«ft 


Clutch 


MJnWeraal 
Joint 


I.  Sliaft  drire  typ*  o'  transmission.  Trans- 
mounted  on  frame  directly  back  of  clutch  and 
i  tttkT  type.  This  type  used  to  great  extent 
rare  cars.     TraDsmission  of  the  gear  type. 


Clutch 


Fig.  5.  Single  chain  drlTo  type  of  pUnttirj 
transmisaloii.  The  transmission  is  mounted  to  the 
side  of  the  engine.  The  type  of  transmission  is  the 
planetary  type.     This  system  Is  now  seldom  used. 


*ran8mission 


m 


Driving  j 

Pinion        _  ^ 

Driving  Chain  ^ 


Doable  chain  drlTo  typo  of  transmission, 
ion  is  mounted  on  frame  and  is  connected 
:ears  to  a  jack  shaft.  This  type  used  to  a 
tnt  on  trucks.     Transmission  of  the  gear 


Fif .  6.  Shaft  dxlTo  typ«  of  planetary  trana 
Bdnlon  aa  nsod  on  the  Ford.  (See  Ford  Instruc- 
tion.) 


\m  tarm  ot  rrlotlon  Drlv*  Trmniaiaalfln^  S 

Dvlth  gfrm  varlabl*  trcm  tmto^  ^^*- 

io  tmMlmm,  ^  m 

The  friction  disc  type  of  drive  of  trans- 
Mi  on  the  Carter  Car.  It  is  extensively 
rcle  Cars. 


Ff«.  7— The  method  of  placing  the  gear  typo  ttaaa- 
mission  on  the  rear  axle.     See  also  page  204. 

'^Flg.  8 — Four  speed  selectlTe  typo  of  transmission  for  a 
double  chain  driven  drive  car. 

The  only  difference  between  this  type  and  the  ono  ia 
(Chart  23).  is  that  a  jackshaft  with  bevel  gears  (N),  la 
employed.      (See  flg.   8  above.) 

When  there  are  four  changes  of  speeds,  note  that  thara 
are  three  shifting  forks  (H.  J  and  K).  The  drive  fftar 
(B)  is  attached  to  the  sleeve  (A),  which  connects  with 
engine  drive  shaft  through  the  clutch. 

A — Sleeve   driven   by   engine. 

B — Gear  on  sleeve. 

0 — Gear   on    countershaft. 

D — Low  speed  gears. 

E — Second   speed   gears. 

V — Third   speed   gears. 

G — Clutch  for  high  speed. 

H — Rod  and  arm  for  third  and  high  speed. 

.7  — Rod  and  arm  for  low  and  second  speed. 

K — Rod  and  arm  for  reverse. 

L — Finger  in  groove. 

M — Guide  plate  for  selective  lever,  also  called  a 

"gate." 
N — Bevel  gears  to  jack  shaft. 
O — Idler  for  reverse. 


24 — Location  of  Gear  Box  (Traiimlssion)  Four  Speed  Selective  Type  Transmiflsioa. 

is  oil  pape  50).     *Sof'  patro  r.l    (footnote)   for  4  speed  ratio  of  gearing. 


48 


DYKE'S  INSTRUCTION  NUMBER  SIX, 


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OHABT  NO.  23 — Simplified  Illustrations  Explaining  the  Principle  of  Operation  and  the  Ohaagv 
Qeaxs  in  a  Selective  Type  of  Transmission  with  Three  Speeds  Forward  and  Bereane.    Note 
in  modern  transmisidoiis  the  transmission   shaft    (130)    gets   horizontally  over  the  eoonti 
shaft  as  per  page  44.     Another  change  made  in  some  transmissions,  is  the  eUminatioB 
dogs  (189):  the  gear  (128)   fits  internally  into  the  main  drive  gear  (8G-1).    See  page  SO. 

*Al«o  called   "secondary  shaft." 


SUDirtO  GEARS 
DIF 


48 
The  Selective  Gear  Type  Transmission. 

This  type  is  preferable,  due  to  absence  of  noise  of  gears  and 
ease  q|  operation.  The  gear  change  ratio  or  gear  desired,  is 
** selected"  by  movement  of  the  gear 
shift  lever  and  the  shift  can  be  made 
without  one  gear  passing  through  an- 
other. 

Belatlon  of  the  gears  to  the  clutch  is  shown 
in  fig.  7y  and  llg.  2,  page  38.  Principle  of  the 
selective  type  transmission  is  shown  on  pages 
48  and  60. 

Referring  to  fig.  7,  note  power  Is  transmitted  ftom  fly  wheel  to  clutch,  thence  clutch 
tfhalt  to  gear  O  and  8,  through  sliding  ^car  for  1st  or  2nd  speed.  For  high  speed,  smaU 
dog  elutches  on  sliding  gear  X,  on  square  shaft  (T),  mesh  with  dogs  on  gear  O,  which 
makes  the  drive  direct  to  rear  axle,  see  fig.  3,  page  48. 

Operation  of  the  Oear  Shift  Lever. 
There  are  two  types  of  gear  shift  levers;  the  "gate"  principle  as  per 
figs.  4  and  2  below,  and  the  "ball  and  socket"  type  shown  in  fig.  1.    The  latter 
being  used  more  than  any  other  type. 

A  itanplified  explanation  of  how  the  parts  operate  is  shown  in  fig.  4.  If  the  reader 
will  first  refer  to  page  48  he  will  understand  just  how  the  shift  lever  operates  in  relation 
to  the  shift  bars  (146  and  147)  and  shifting  gears  (SG-l  and  SG-2).  Further  detail  will 
be  given  below  as  follows:  ^  _ 

^^  By  moving  lever  (73)  in,  to  the 

left,  the  arm  (145)  engages  with 
gear  shift  bar  (146).  Then  by 
moving  it  (73)  forward  or  back- 
wards, the  sliding  gear  (8G-1)  is 
moved  to  "second"  or  "high" 
speed  engagement. 


Fif.  4:  View  showing  how  the  gear  shift- 
tag  tow  and  selector  connects  with  the 
■Uftinf  bars.  Lever  is  now  in  * 'neutral" 
position,  bat  if  pushed  to  the  inside  it  M'ould 
ikift  the  inside  bars  (146)— if  pushed  to 
osUide  position  it  would  shift  the  outbide 
btrs   (147). 


/ 


By  moving  (73)  out,  to  the 
right,  this  action  causes  arm 
(145)  to  engage  shifting  bar 
(147)  which  shifts  sliding  gear 
(SG-2)  forward;  forward  move- 
ment of  lever  (73)  throws  slid- 
ing gear  (SG-2)  in  mesh  with  "reverse"  speed  gear  on  counter  shaft,  while  a  backward 
Biorement  throws  (8G-2)  in  mesh  with  '*low"  speed  gear. 

__  _  When  lever  (73)  is  erect  and  in  between  the  two  slots  as 

shown  in  illustration  fig.  4,  the  slots  which  (145)  work  in  are 
in  line  and  all  gears  are  out  of  mesh,  or  in  "neutral**  as  it 
is  called.  For  instance,  the  gears  in  fig.  2,  page  48  are  out 
of  mesh,  and  slots  on  shifting  bars  are  in  line,  therefore  gears 
are  in  neutraL 

Gate  type:  by  studying  the  il- 
lustration fig.  2  on  page  48  and 
figs.  4  and  2  on  this  page,  the 
reader  will  readily  see  how  the 
gears  are  shifted. 

The  lever  (73),  the  gate  or 
selector  (76),  and  the  other 
parts  are   numbered  and  named. 

Note  this  lever  moves  side- 
wise  as  well  as  forward  and  back- 
ward (see  figs.  4  and  2). 

The  ball  and  socket  type  of 
gear  shift  lever  is  identically  the 
same  principle  except  the  move- 
ment of  lever  (73),  fig.  1,  is  in 
a  ball   and   socket  instead   of  a 

gate.  Note  arm  (145)  serves  the  Pig.  i. — Ball  and  Bocket  type 
same  purpose  as  arm  (145),  fig.  4,  of  gear  shift  lever  (73)  is  now 
above  This  tvne  ia  the  tvrie  "tanding  upright  in  cent»»r  of 
aoove.  inis  lype  is  me  lype  ^j^^  .o^ket  and  is  in  "neutral** 
in  general  use.  position. 


tng.  2. — Oafce  type  of  gear 
shift  lever  is  now  in  "neu- 
tral" position  (M).  The 
hand  or  emergency  brake 
lever  to  the  nght  is  "aet" 
oatil  ready  to  sUrt  car.  (1) 
la  **low  speed"  position; 
(2),  "aecond  or  intermedi- 
•U;"  (S)  U  "high"  speed; 
(E)  reverse.  Movements 
rsry  on  different  esrs.  (See 
iadez  "gesr  shifts  of  Issd- 
iBff  cars.") 


*Vots  ths  movement  of  gear  shift  lever  in  fig.  2.     This  is  the  type  used  on  the  Overland  model  85. 

na  B0TeB«it  of  Iffvsr  (7S)  in  fig.  4  vsrlss  slightly  from  movement  of  lever  in  fig.  2  this  psgs. 
Wm  laffrnrrn  If  lever  (78)  in  fig.  4.  it  shifted  in  to  the  left  and  back,  we  would  have  3rd  or  kigk 
ipesA;  if  to  tiM  Uuft  forward.  2nd  spaed;  if  to  the  right  side  and  backwards.  1st  or  low  speed  and  if  Ui 
tts  tit^t  side,  fonrsrd,  nffscse  speed.  (Set  fig.  4  this  page  and  fig.  2.  page  48). 
TTkls  is  the  standard  8:  A.  E.  three  speed  gear  shift.  Illustration  is  that  of  the  Overland,  see 
SMM  490,  497  snd  858. 


DYKE'S  INSTRUCTION  NUMBER  SIX. 


OHABT  NO.  2S&— Principle  and  Operation  of  a  Single  Plate  Olutdi  (see  page  42),  fl^lectiye  Tj9 
of  Trannmlwrion  and  Method  of  Driving  Bear  Axle.  A  modem  Unit  Power  Ptant  Tb 
clutch  may  be  of  any  one  of  three  types;  cone,  disk  or  plate.  The  tranemisrioii  is  a  thre 
speed  and  reverse  type. 

(Ohmrt  38  i»  on   pace  48). 


CJEIANQE  SPEED  GEARS.  61 

How  the  Various  Speeds  are  Obtained 
By  Shifting  Gears. 

NOTE — The  dutch  is  always  engaged  or  in — unless  held  out  by  clutch 
pedal.  Therefore  gears  must  be  out  of  mesh  or  in  neutral  before  starting 
engine. 

When  shifting  gears,  engine  is  supposed  to  be  running,  therefore  always 
hold  clutch  out  while  moving  the  change  or  shift. 

Never  shift  from  high  to  low  gear,  unless  ear  is  slowed  down  to  a  very 
low  speed. 

Obtaining  Various  Speeds. 
Before  describing  the  operation  of  changing  speeds,  it  is  most  important  to 
aotiee  in  chart  22,  that  the  main  shaft  of  the  transmission  (4)  is  not  square 
eontinnously  right  through  the  gear  box.  One  end  (E)  works  free  into  end 
of  clutch  shaft,  so  when  gears  are  in  ** neutral"  or  not  in  mesh,  there  is  no  con- 
nection between  clutch  and  transmission.  A  study  of  fig.  3,  chart  23,  will 
assist  the  reader  in  understanding  this.  Also  note  remarks  under  ''clutch 
shaft''  in  chart  22. 

''Neutral;"  by  observing  the  position  of  gears,  it  will  be  noticed  that  none 
of  the  gears  are  in  mesh  except  the  main  clutch  drive  gear  (9)  (called  clutch 
gear),  connected  with  the  clutch  shaft  and  the  gear  (SS)  on  the  countershaft. 
If  we  then  follow  the  dotted  lines  and  arrows  it  will  be  noticed  that  the  coun- 
tershaft (22)  and  gears  (23,  21,  20)  thereon  are  free  to  revolve. 

Low  or  1st  speed:  the  gear  shift  lever  (1)  is  brought  to  the  center,  and 
then  drawn  side  wise  until  the  lower  end  of  lever  engages  with  shift  bar 
which  oprates  (6).  This  gear  (5)  is  then  moved  into  mesh  with  gear  (21). 
The  power  then  is  from  gear  (9)  to  (SS),  thence  (21)  to  gear  (5),  thence 
square  shaft  to  propeller  or  drive  shaft. 

Intermediate  or  2nd  speed — is  obtained  by  returning  the  gear  shifting 
lever  to  "neutral"  (straight  up  and  down,  position  illustration  shows  lever 
now) ;  then  putting  end  of  shift  lever  (1)  in  shift  bar  which  connects  with 
(7).  Push  lever  forward,  this  will  slide  gear  (8)  into  mesh  with  gear  (23). 
Note  dotted  lines  then  for  the  transmission  of  power. 

High  or  3rd  speed — also  called  "direct"  drive:  Pull  lever  (1)  straight 
back.    This  will  shift  sliding  gear  (8)  over  gear  (9). 

The  drive  is  then  direct  through  gear  (9)  and  gear  (8),  through  square 
shaft  to  rear  axle.  The  action  causes  gear  (9)  to  partially  mesh  inside  of  gear 
(8),  as  gear  (8)  is  fitted  wiht  internal  teeth.  The  former  method  was  by 
means  of  "dogs"  (139),  fig.  2,  chart  23. 

The  engagement  of  these  two  gears  cause  the  top  transmission  or  square 
shaft  to  be  engaged  direct  with  the  clutch  shaft  and  continuous  right  through 
to  rear  axle. 

During  the  time  that  the  direct  drive  is  on,  it  will  be  noticed  that  the 
countershaft  or  secondary  shaft  (22)  although  doing  no  work,  is  still  running. 
In  a  few  instances,  makers  have  arranged  that  this  should  be  thrown  out  of 
action  as  soon  as  direct  drive  is  on,  but  owing  to  the  diflficulty  in  connecting 
it  up  again  when  the  second  speed  is  wanted,  it  is  now  generally  allowed  to 
remain  in  mesh. 

♦Reverse:  When  the  "reverse  speed"  is  required  the  gear  shift  lever 
IS  brought  to  "neutral,"  then  pushed  forward  to  mesh  gears  (5  and  20).  There 
are  now  five  gears  in  operation  instead  of  only  four,  as  for  first  and  second 
speeds,  and  the  result  is  that  the  square  shaft  (4)  turns  backwards. 

*T1m  rcrerie  pinion  it  set  lower  down  in  the  transmission  case  and  slightly  nnder  the  counter- 
«Uft  hMiire  It  in  not  possible  to  s^e  it.     Charging  gears,  see  v&iscs  486,  488. 

Th«  Xiocomobll*  and  Pierce  Arrow  use  a  four  sneed  transmlBsion.  The  direct  or  hi;;h  gear  drive 
ii  OB  the  fourth  speed.  On  the  model  22  and  22A  Winton  the  direct  drive  was  on  the  third  speed  and 
the  fourth  speed  was  geared  slightly  higher  than  direct  drive — see  page  583 


62 


DYKE'S  INSTRUCTION  NUMBER  SEVEN, 


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p/srOA/jRUNK  TYPE 

kOMlTHNCCASTMl/  T^WrrLB. 
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C/fAA/H 
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Fig.  1— The  Oasoline  Engine;  an  internal  combustion  type 


P/5rcA/' 

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Fig.  2--Steam  Engine;  an  external  combustion  type. 


MOTOR. 


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freAff  Atj^B. 


Fig.  3— The  Electric  Motor  and  its  source  of  electric  supply;  the  storage  battery. 


OHABT  NO.  25 — ^The  Three  Motive  Powers;  Gasoline  Engine,  Steam  Engine,  Electric  Motor. 

Note — An  eccentric  (E)  on  a  tteam  enirine  is  for  the  same  purpose  as  a  cam  on  a  gaaoline  engine:  i.  e. 
to  open  the  valve.  Although,  the  word  "explosion"  is  used,  under  fig.  1,  the  correct  term  U  com- 
bustion"— see  seventh  paragraph,  page  58. 


ST^ACe 

j^SArrEFY    I 


THE  GASOLINE  ENGINE.  63 


INSTRUCTION  No.  7. 

*THE  GASOLINE  ENGINE:  General  Explanation,  Cycle  Prin- 
ciple Explained.  Construction  of  the  Gasoline  Engine. 
Assembling  a  Four  Cylinder  Engine.  Speed  Control  of 
Engine. 

General  Explanation. 
There  are  three  motive  powers  for  automobiles.  (1)  the  gasoline  engine, 
also  called  an  **intemal  combustion  type  of  engine  in  which  the  fuel  combusts 
inside  of  the  engine,  between  cylinder  head  and  piston  or  the  combustion 
chamber.  This  type  of  engine  could  use  either  gasoline,  kerosene  or  alcohol, 
but  in  this  treatise  we  will  deal  with  gasoline  as  a  fuel.  (2)  the  steam  engine 
is  an  external  combustion  type.  The  combustion  taking  place  under  the 
boiler,  separate  from  the  engine.  (3)  the  electric  motor  (shown  in  chart  25), 
derives  its  power  from  an  electric  storage  battery. 

Gasoline  engines:  We  will  deal  with  the  gasoline  engine  type  of  auto- 
mobile. The  gasoline  engine  furnishes  the  motive  power  to  drive  the  automo> 
bile. 

Engines  for  small  cars  are  sometimes  made  with  but  one,  or  perhaps  two 
cylinders  (now  obsolete).  A  few  motor  cars  formerly  had  engines  of  three 
cylinders.  The  majority  have  four,  six  and  eight.  BHve-cylinder  engines 
hardly  exist.  Seven-cylinder  engines  exist  in  a  special  form  for  flying  ma- 
chine, as  the  Gnome  revolving  cylinder  type.  The  ttwelve-cylinder  engine 
is  also  coming  into  prominence ;  motor  boats  indulge  in  engines  with  as  many 
as  12  to  24  cylinders.  But  whether  the  engine  has  1  or  24  cylinders,  the  ex- 
planation of  how  it  works  or  the  principle,  always  remains  the  same. 

All  gasoline  engines  work  on  practically  the  same  principle.  It  must  be 
a  four  cycle  or  a  two  cycle  type  (four  cycle  is  dealt  with  in  this  instruction). 
The  valve  arrangement  may  be  different,  but  we  describe  the  various  types  of 
valves  further  on  in  this  instruction.  The  ignition  may  be  diflPerent,  but  we 
cover  all  forms  of  ignition.  We  mention  this  so  that  when  you  see  an  engine 
with  a  diflferent  ignition  or  a  different  valve  arrangement,  remember  the  prin- 
ciple is  just  the  same  on  all  engines  (except  the  two  cycle  type,  which  have 
no  valves.    The  principle  of  combustion  and  ignition  is  similar,  however). 

Gasoline  engines  belong  to  the  class  known  as  internal  combustion  type 
of  engine.  This  name  is  used  to  distinguish  them  from  steam  engines,  which 
are  of  the  external  combustion  class,  for  the  heat  that  a  steam  engine  turns 
into  power  is  produced  outside  the  engine,  under  a  boiler. 

In  a  gasoline  engine,  the  combustion,  or  in  other  words,  the  burning  of 
the  fuel,  takes  place  inside  of  the  cylinder  of  the  engine,  the  fuel  being 
gasoline. 

When  a  mixture  of  gasoline  vapor  and  air  ir  set  on  fire,  it  bums  with 
great  rapidity  and  produces  intense  heat,  which  expands  and  develops  the 
pressure  against  the  head  of  the  piston,  which  operates  the  crankshaft  of  the 
engine.  This  combustion  is  so  rapid  that  it  is  usually  spoken  of  as  an  ex- 
plosion; and  that  word  is  often  used,  although  the  word  combustion  is  more 
correct. 

*For  enirine  repairs  and  adjuttments,  see  subject  of  repairing.  **The  gasoline  engine  is  also  called 
a  "hydrocarbon*'  type  of  engine. 

tThe  "tweWe"  cylinder  engine  was  formerly  referred  to  as  the  type  used  on  motor  boats,  where 
th^  twelve  cylinders  were  in  line.  The  "twin  six"  is  referred  to  as  the  type  used  on  automobiles, 
with  cylinders  placed  •'V**  type.  However,  both  terms  are  used.  "Twelve  or  eight  cylinders  *V* 
type  "  would  be  the  proper  term. 

mot*— Th«  word  motor  ii  often  nsed  to  deiicnate  tlie  engine,  but  if  one  wishes  to  be  technical  and 
correct  it  should  always  be  referred  to  as  engine.  The  word  "motor,"  however  (owing  to  the  popu- 
lar practice),  is  used  in  many  instances  in  the  book. 


00£a 

The  Four  Cycle  Gasoline  Engine  *nd  Its  Parts 

Wbeo  Jo  doubt  as  to  the  oajxie»  of  any  t>Arts  of  the  eogine  refer  to  this  chart 

The  type  of   Tslvet  (hoth  intake  snd  eshanst)  oo  this  engine  are  called    ^'mechanically 
operated  valves,'* 

The  type  of  cylinder  19  the  ^*T*Head  type/*  iviih  the  exhaust  valves  oo   one  side  and   the 
intake  valves  on  the  opposite. 


tOBAftT  NO.  2&^A  Four  Cycle  Gasoline  Engine  Showing  a  Sectional  View  T  hend         type 
cylinder,  valves  are  of  the  poppet  type  and  are  rnef'hanically  operated-     Wrth  the 
T-head  type  of  cylinder  the  int^ake  valves  are  placed  on  one  side  and  the  exhaust 
valves  on  the  other  side^therefore  two  cam  shafts  and  two  cam  gears  are  required. 
'Sea  index  for  Two  Cycle  Eofistt. 


le 

3 


TUE  GASOLINE  ENGINE.  66 

The  difference  is  that  an  explosion  is  instantaneous,  while  the  combus- 
tion of  gasoline  vapor  and  air,  although  very  rapid,  is  not  instantaneous.  The 
eombustion  takes  place  within  the  cylinder  of  the  engine. 

One  end  of  the  cylinder  is  dosed,  and  the  other  is  open,  the  closed 
end  being  called  the  cylinder  head.  Within  the  cylinder  is  a  piflton,  sliding 
back  and  forth. 

The  space  between  the  piston  and  the  cylinder  head  is  called  the  combus- 
tion chunber. 

The  back-and-forth  motion  of  the  piston  in  the  cylinder  is  called  recipro- 
cating motion.  In  order  that  it  may  turn  the  wheels,  this  reciprocating  mo- 
tion must  be  changed  to  the  motion  of  a  wheel  revolving  on  its  axle,  which  is 
called  rotary  motion.  The  reciprocating  motion  of  the  piston  is  changed  to 
the  rotary  motion  of  the  wheels  by  means  of  a  crank  shaft. 

The  piston  is  connected  to  the  crank  shaft  by  a  connecting  rod,  so  that 
it  moves  in  and  out  as  the  crank  shaft  revolves.  One  complete  turn  of  the 
erank  shaft,  by  which  the  piston  is  moved  from  one  end  of  the  cylinder  to  the 
other,  and  back  again,  is  called  a  revolution.  One-half  of  a  revolution  of  the 
crank  shaft  moves  the  piston  from  one  end  of  the  cylinder  to  the  other,  and 
this  is  called  a  stroke. 

It  jamat  be  remembered  that  there  are  two  strokes  of  the  piston  to  every 
rtvolntion  of  the  crank  shaft;  one  down-stroke  and  one  up-stroke. 

A  steam  engine  is  called  double-acting,  because  the  pressure  of  the  steam 
•eta  on  both  sides  of  the  piston. 

A  gasoline  engine  is  called  single  acting,  because  the  pressure  acts  on 
only  one  side  of  the  piston ;  on  the  top  or  side  nearest  to  the  cylinder  head. 

The  combustion  that  causes  the  pressure  that  operates  the  engine,  takes 
place  between  the  cylinder  head  and  the  piston,  in  the  combustion  chamber. 
nie  combustion  should  be  timed  to  occur  so  that  the  greatest  pressure  is  ex- 
erted when  the  piston  is  nearest  the  cylinder  head.  The  pressure  causes  the 
piston  to  slide  the  length  of  the  cylinder,  from  the  head  toward  the  open  end. 

In  a  steam  engine,  the  pressure  of  the  steam  forces  the  piston  to  slide 
lint  one  way  and  then  the  other. 

In  a  gasoline  automobile  engine  the  pressure  from  the  combustion  acts 
on  only  one  side  of  the  piston,  forcing  it  to  slide  only  one  way.  After  being 
forced  downward,  the  piston  must  be  brought  upward  again,  and  this  is  done 
by  a  heavy  *fly  wheel  attached  to  the  crank  shaft.  With  the  downward  mo- 
tion of  the  piston,  the  fly  wheel  starts  revolving.  When  once  started,  the  fly 
wheel  continues  to  revolve  until  friction  or  some  other  resistance  stops  it,  but 
before  this  can  happen  the  pressure  is  again  exerted,  keeping  it  going. 

tThe  fly  wheel  being  attached  to  the  crank  shaft,  they  revolve  together, 
and  because  the  piston  is  connected  to  the  crank  shaft  by  the  connecting  rod 
it  moves  with  them.  The  piston  moved  downward  by  the  pressure,  starts  the 
crank  shaft  and  fly  wheel,  and  then  the  fly  wheel  in  continuing  to  revolve 
moves  the  crank  shaft  and  piston. 

Because  a  gasoline  engine  does  not  operate  with  continuous  pressure, 
during  its  action  the  piston  first  moves  the  crank  shaft  and  fly  wheel,  and  then 
the  fly  wheel  and  crank  shaft  move  the  piston. 

Before  there  can  be  a  combustion  of  mixture  in  the  cylinder,  the  mixture 
must  be  drawn  into  the  cylinder,  through  the  inlet  valve. 

When  in  the  cylinder,  the  mixture  must  be  prepared,  so  that  it  ignites, 
bums  and  expands  with  the  greatest  possible  rapidity  and  heat. 

•Largwr  Hj  whMls  «r«  used  on  single  cylinder  engines  than  on  mnltlple  cylinder  engines,  becaase 
there  are  not  as  many  firing  impulses  to  two  revolutions  of  crankshaft  on  a  single  cylinder  engine. 

tThe  fly  wheel  is  nsually  fitted  securely  to  tapered  end  of  crankshaft  and  flange,  per  (92)  page  62.  It 
mast  Ve  secnre.  else  a  knock  would  occur,  per  page  638. 


DYKE'S  INSTRUCTION  NUMBER  SEVEN, 


[        CHART  NO.  27— Dlfl6r«nt  Tiews  o!  th9  Outsido  o!  a  Four  Cyliodor  Gasoline  Engine  with 
^^m_  cylinders  oast  In  pairs.    Valves  are  mechanically  operated.     Exhaust  valves  on  oae 

^B  side  and  the  intake  valves  on  the  other    side.    Ignition    by    magneto.    Water    clc 

^^  dilation  by  pump. 

r         KOTE— 'Tlim    'i'"   h<>ad   lypc  of  vng^ine  could  be  roastnucted    with    tho    inlet    tnd    ej^hauxt   reverted    if   necetMry. 
I  Por  iattfttico,  ialet  could  be  oa  the  rifbt  vido  of  engine  ftnd  exbsutl  on  ih«  left  tide,  at  thown  In  chart  9A.  | 

I  iChMH  No,  28  on  page  60). 


THE  GASOLINE  ENGINE.  67 

After  the  mixture  has  been  burned,  the  useless  gases  must  be  removed, 
or  exhausted  from  the  cylinder,  to  make  rooin  for  a  fresh  charge  of  the  mixture. 

These  successive  events  must  occur  in  their  proper  order,  for  if  any  one 
of  them  fails,  or  it  is  not  performed  properly,  the  following  event  cannot 
occur,  and  the  engine  will  stop  running.    *These  events  are  (»lled  a  cycle. 

The  Four  Cycle  Principle. 

There  are  two  distinct  cycle  principles;  generally  spoken  of  as  ''four 
stroke  cycle"  and  **two  stroke  cycle"  principles.  The  two  cycle  engine  is 
generally  a  small  marine  type  of  engine  and  will  be  dealt  with  under  marine 
engine  instruction. 

The  four  cycle  engine  is  the  type  used  for  automobile  work,  therefore  we 
will  deal  with  this  type  throughout  the  automobile  instruction. 

The  cycle  is  thus  composed  of:  1st,  the  drawing  into  the  cylinder  of  the 
mixture;  2d,  the  compressictn  of  the  mixture;  3d,  the  burning  or  ignition  of 
the  mixture  and  the  forcing  downward  of  the  piston  by  the  pressure  pro- 
duced by  the  burning  of  the  mixture ;  4th,  the  removal  of  the  burned  and  use- 
less gases  left  after  the  combustion. 

The  cycle  is  performed  during  two  revolutions  of  the  crank  shaft,  or, 
what  is  the  same  thing,  four  strokes  of  the  piston. 

The  first  event  occurs  while  the  piston  makes  a  downward  stroke,  during 
which  the  cylinder  is  sucked  full  of  the  mixture,  just  as  a  similar  stroke  of  a 
pump  or  S3rringe  sucks  in  a  liquid:  this  is  called  the  inlet  stroke  or  suctien 
stroke. 

The  next  stroke  of  the  piston  is  an  upward  stroke,  during  which  the 
mixture  sucked  into  the  cylinder  is  prepared  by  being  compressed,  and  at  the 
end  or  top  of  this  stroke  it  is  set  on  fire,  or  ignited :  this  is  called  the  compres- 
iloii  stroke. 

When  the  compressed  gas  is  ignited  the  pressure  from  the  combustion 
forces  the  piston  to  make  a  downward  stroke;  this  is  called  the  power  stroke. 

The  next  upward  movement  of  the  piston  pushes  the  burned  and  useless 
gases  out  of  the  cylinder :  this  is  called  the  exhaust  stroke. 

In  principle  the  gasoline  engine  is  like  a  gun.  In  a  gun  the  shot  is  fired 
by  exploding  powder  behind  it — ^in  a  gasoline  engine  we  explode  gasoline  be- 
hind the  piston  in  exactly  the  same  way. 

There  are  some  differences,  of  course  When  the  charge  goes  out  of  the 
gnn,  that  is  the  end  of  it.  But  in  a  gasoline  engine,  after  the  explosion  drives 
tiie  piston  before  it,  in  order  to  get  any  work  out  of  the  machine,  this  piston 
must  come  back  and  a  new  charge  must  be  exploded  behind  it.  The  burnt 
gases  and  heat  must  be  disposed  of  and  all  of  these  things  must  be  done  over 
and  over  again  very  quickly  at  exactly  the  right  time. 

Valves  are  arranged  to  open  and  close  at  the  proper  time  to  admit  fresh 
gas  and  to  let  out  the  burned  gas,  and  the  positions  of  the  piston,  valves  and 
earns  for  each  function  are  shown  on  chart  29.  Note  the  direction  in  which 
the  cams  are  turned  by  the  cam  gears. 

Explanation  of  The  Four  Strokes. 

Fig.  1:  In  the  first  diagram,  chart  29,  the  piston  is  at  the  beginning  of 
the  down  stroke  on  suction,  and  the  arrows  show  the  direction  in  which  it  is 
moving. 

Fig.  2:  In  the  second  diagram,  the  piston  has  completed  its  suction 
stroke  and  is  now  starting  up  on  its  compression  stroke. 

*The  word  Oycle  really  refers  to  the  complete  operation  of  the  four  itrokeB  of  piston  to  complete 
the  cycle  CTolntion.  Therefore  to  distinguish  the  engine  with  four  movements  of  piston,  from  the 
engine  with  two  movements  of  pistons  to  complete  the  cycle  evolution,  we  will  call  them:  "four  cycle" 
and    ''two  cycle"  types  of  engines. 


DYKE'S  INSTRUCTION  NUMBER  SEVEN. 


VALV£ 
OPEN 


EXHAUST 


Hift.tTCAM6£Af?i 

^HAfrC£AfiTO/^iiS 
y±  REVOlOftort  CAM^ 
iSrffKH  ANQ  CAM 
TUf^N^  V^  R£VOLUTfO/V. 


£X^  CAM  SHAf 
£r.  CAM 


rCftANK  S/tAi 
PRIV^  6SAA 
'/a.  Size  Of 
CAM  6£A/r. 


FIG  VSUCTfON  STROH£Dom    FIG  Z.POW£R  STf^OAE oow 


FI6.5. 

POSITION 

OF 

CAMS. 


iNLir 

CLOSEO 


MXHAUSl 
VALVe 


tNUT  VALVi  LfFTiR.^ 
tNLET  CAM  §iAfl^ 

inlbt  cam, 

tNierCAtiS^MfTX 


FIG.2  COMPRESSION  STROHeofi  FIG  4.  EXHAUST STROAE  u 


Fig.  1.  Snctlon  stroke;  note  charge  of  gas  being 
taken  into  cylinder  from  carburetor  by  the  suction  of 
piston  through  the  open  inlet  valve. 
Note  inlet  valve  opened  by  inlet  cam.  Note  direc- 
tion of  travel  of  cam,  also  note  this  stroke  is  also 
called  * 'admission"  or  * 'inlet"  stroke. 
Fig.  2.  OomprMsion  stroke;  note  both  valves  are 
closed  because  nose  of  cam  is  not  raising  either  of 
the  valves.     Note  travel  of  cam. 

Fig.  S.  Power  stroke;  note  the  spark  is  now  occur- 
ring, therefore  the  compressed  gas  is  combusting. 
(Bee  page  61,  note  in  actual  practice,  spark  occurs 
before  combustion  takes  place.)  Both  valves  are  closed. 
This  stroke  is  also  called  "explosion"  or  "working" 
stroke. 

Fig.  4.  Exhaust  stroke;  note  the  exhaust  valve  cam 
is  now  raising  the  exhaust  valve.  The  burnt  gas  is 
being  forced  out  the  exhaust  pipe  through  muffler. 
This  stroke  is  also  called   "scavening"  stroke. 


When  piston  reaches  top  of  ezh&nit  itroke  the  ; 

ton  will  have  completed  the  four  strokes,  or  two  eri 

revolutions,  and  cam  shaft  one  revohitioii. 

The  next  stroke  is  the  suction  stroke  again.     Tli 

four  strokes  are  repeated  over  and  over  again  aa  1 

as  engine  runs. 

The  above  explanation  of  the  foor  atrokes  la  «splAl 

with  a  "T"  head  type  of  engine,  supposed  to  be 

in  half  and  standing  in  front  of  engine. 

The  "L"  head  uses  but  one  cam  shaft,  there  is 

one  inlet  and  one  exhaust  cam  for  each  cylinder.    J 

the  same  as  a  "T"  or  "round"  head  cylinder  or 

type  of  four  cycle  engine.     The  principle  ia  identiei 

the  same. 

Fig.  6,  iUnstrates  the  morement  of  tiM  earn;  note 

cam  moves  90  degrees  or  one-fonrth  rerrdhition,  e 

time  the  crank  moves   180  degrees  or  one-half  t\ 

lution. 


OHABT  NO.  21)— The  Four  Cycle  or  Four  Stroke   Principle   Explained, 
ejele"  engines. 
(Chart  No.  28  on  page  60.  Ohart  80  on  page  70). 


See   index   for 


THE  GASOLINE  ENGINE.  69 

Fig.  3:  The  piston  has  now  completed  its  compression  stroke  and  the 
compressed  gas  is  being  ignited  by  the  spark  at  spark  plug  gap.  This 
Ignitioii  of  the  gas  causes  the  combustion  to  take  place  and  piston  travels 
down  with  foroe,  the  amount  of  force  being  governed  by  the  amount  of  com- 
pressed gas  which  was  admitted  to  cylinder  by  throttle  of  carburetor.  This 
down  stroke  is  called  the  power  stroke. 

Fig.  4:  The  piston  has  now  completed  it^s  power  stroke  and  is  coming 
up  on  exhaust  stroke,  pushing  burned  and  useless  gas  out  exhaust  valve. 

Note  the  inlet  valve  is  raised  to  admit  the  suction  of  gas  (Sg.  1)  and 
•xhanst  valve  is  raised  to  permit  the  burned  gas  to  be  discharged.  During 
the  other  two  strokes  (compression  and  power  strokes),  the  valves  are 
elosed. 

fThe  reason  for  first  cranking  an  engine  to  start  it  is  due  to  the  fact  that 
a  charge  of  gas  must  first  be  drawn  into  cylinder  by  the  suction  stroke,  then 
eompressed.  After  the  gas  is  ignited,  then  the  force  of  the  power  stroke, 
win  give  more  turn  to  the  fiy  wheel  which  carries  the  piston  through  the 
other  three  strokes  until  power  stroke  is  reached  again.     (See  page  116.) 

Therefore,  during  three  strokes  (suction,  compression  and  exhaust),  the 
engine  is  not  developing  power.  There  being  only  one  power  stroke  out  of 
the  four. 

In  starting  the  engine  with  the  starting  crank,  the  spark  lever  (chart 
88)  must  be  retarded  so  that  combustion  occurs  when  the  piston  has  begiln 
to  move  downward  on  the  power  stroke,  otherwise  it  will  fire  before  piston 
reaches  the  top  and  run  backwards  for  half  a  revolution  termed  '' kicking  or 
baek  firing.'' 

Additional  Explanations  of  the  Four  Strokes. 

As  explained  four  evnents,  called  the  cycle,  occur  in  the  cylinder  of  a  gasoline  en- 
ciae  during  every  two  revolutions  of  the  crank,  or,  what  is  the  same  thing,  during  every 
four  itrokes. 

The  strokes  of  the  piston  during  the  events  of  the  cycle  (as  stated  previously),  are 

^  the: 


-"Inlet"  or  suction"  or  "admission"  or  "inspiration"  stroke,  fig.  1,  chart 
19.  9d— "Compression"  stroke,  fig.  2.  8d — "Power"  or  "firing"  or  "working"  or 
"axploflion"  stroke,  fig.  3.  4th— -"Exhaust"  or  "scavenge"  stroke,  fig.  4.  These  wiU  be 
dateribed  in  their  proper  order. 

^floctton  stroke;  the  inlet  stroke  is  a  downward  stroke  of  the  piston,  sucks  in  the 
aildoaive  mixture.    Note  fig.  1,  chart  29. 

The  speed  of  the  engine  is  governed  by  the  amount  of  gas  drawn  into  cylinder 
lirongh  the  throttle  valve  of  carburetor  (page  66).  If  high  speed  is  desired,  it  is 
■•eeasary  that  all  of  the  mixture  possible  may  be  sucked  in,  for  it  is  clear  that  if  the 
^Under  is  only  partly  filled  not  as  much  power  wiU  be  developed  as  would  result  from 
a  fun  charge.  There  must  be  no  obstruction  in  the  inlet  pipe  to  prevent  the  mixture 
from  entering  the  cylinder  easily,  and  the  inlet  valve  must  open  wide  enough  to  admit 
tha  fun  charge.     (Bee  chart  28,  33  and  106.) 

Afl  the  inlet  valve  is  mechanically  operated,  the  cam  must  be  adjusted  (by  having  the 
lalat  cam  gear  properly  meshed  with  the  crank  shaft  gear)  so  that  it  will  open  the  valve 
promptly  as  soon  as  the  sucking  action  of  the  piston  commences,  which  it  is  just  beginning 
to  do  in  fig.  1,  chart  29.    Note  the  cam  is  just  starting  to  raise  the  inlet  valve. 

If  all  the  openings  into  the  cylinder,  as  the  exhaust  valve,  the  spark  plug,  piston 
rings,  relief  eock,  etc. — are  not  tight,  air  or  gas  will  be  sucked  into  the  cylinder 
through  them  at  the  same  time  that  the  charge  enters  through  the  inlet  valve,  and 
this  would  destroy  the  proportions  of  the  mixture. 

If  the  inlet  valve  does  not  open  soon  enougli,  the  piston  will  have  made  part  of  its 
stroke  before  the  charge  begins  to  enter;  if  it  opens  too  soon,  part  of  the  burned  gases 
from  the  previous  power  stroke  will  be  pushed  into  the  carburetor. 

*8«e  Djke's  worklaf  model  No.  1.  of  the  "T"  head  type  of  gasoline  engine,  and  the  four  cylinder 
>  Bod^  for  the  "L"  head  type  of  engine. 

tne  piston  of  A  tteam  engine  roovea  at  toon  as  steam  is  admitted  to  the  cylinder— beeanae 
...Jtaro  «ziata  in  boUor — therefore  it  is  self-starting.  There  is  no  pressure  in  a  gasoline  engine  on- 
m  H  la  nuiniaf — therefore  it  is  not  self-starting.  The  crank  shaft  must  be  turned  by  hand  or  an 
dortriea!  or  mtehanical  device. 


eo 


DYKE'S  INSTRUCTION  NUMBER  SEVEN. 


^  Sparle  Plus  virs 


Fig.  1.     In  t]il8  view  we  are  looking  it  the  end  of  the  engine.     Imagine  end  cylinder  cat  in  half. 

The  object  Is  to  llliutrate  how  the  gasoline  from  the  tank  flows  to  the  carburetor  and  fllU  the 
float  chamber  until  the  float  needle  cuts  off  the  flow.  The  gas,  mixed  with  air,  is  then  drawn  i&to 
the  eylinder  by  the  suction  of  the  piston  on  the  suction  stroke.  Dnring  this  suction  stroke  tho  inteke 
▼aWe  must  be  opened  by  cam  (nose  shaped  affair  at  bottom  of  valve  lifter)  to  permit  gas  to  enter  cyllndtr. 

After  the  cylinder  Is  filled  with  gas,  which  is  the  purpose  of  the  suction  stroke,  the  intake  and  ax- 
baust  valves  are  closed  and  the  piston  on  its  np  stroke  (compression  stroke)  compresses  the  g»t.  At 
the  highest  point  of  compression  the  gas  is  ignited  by  the  spark  at  the  point  of  the  spark  plug  aad 
the  piston  is  forced  down  with  considerable  force;  this  is  called  the  explosion  stroke.  As  the  piatoa 
travels  up  again  the  burnt  gas  is  expelled  through  the  exhaust  valve  which  should  open  at  this  tfaBa^ 
and  permit  the  burnt  gas  to  pass  out  through  the  exhaust  pipe  and  mnfFIer,  this  fourth  and  last  stroks  to 
complete  the  operation,  is  called  the  exhaust  stroka. 

Tka  spark  oeenrs 
aft  spaxk  plug  whan 
piston  is  almbst  aft 
tha  top  of  coaproa- 
slon  stroko.  (8ee 
Pig.  3.  Ohart  29). 

This  spark  fs 
cansod  to  ooenr  by  a 
coil  and  battery  be- 
i  n  g  eonaeeted  to- 
gether at  the  rlfflit 
time  by  a  "timer  or 
commntator"  bon- 
Uct. 

The  tlBMr  arm  is 
roTQlvod  by  tko  euu 
ahaft  to  which  it  is 
attached.  Thereforv 
It  revolvea  onee  and 
makea  one  contact 
during  two  revolu- 
tions of  crank  shaft, 
if  a  single  cylinder 
engine.  If  a  four 
cylinder,  there  would 
be  four  contact  aag- 
ments  for  arm  to 
touch  during  one 
revolution. 

If  a  magneto  ia 
used  for  igniton,  as 
in  Pig.  1.  then  the 
magneto  is  run  from 
cam  shaft  and  con- 
tact is  made  by  an 
'  'interrupter* '  arm 
at  the  right  time. 
See    Chart   83. 


CHABT  NO.  28— Elementary  Principle  of  Carburetion  and  Ignition;  explaining  how  the  gas  is 
sucked  into  Cylinder  by  down  motion  of  Piston  and  how  the  Spark  is  made  to  oecnr  at  the 
correct  time. 

(Chart  29  on  page  6>3  ) 


THE  GASOLINE  ENGINE.  61 

« 

If  it  closes  too  soon,  the  cylinder  will  not  get  a  full  charge;  if  it  closes  too  late, 
part  of  the  mixture  will  be  pushed  out  of  the  cylinder  on  the  compression  stroke. 

fComiiression  stroke.  The  next  stroke  up  of  the  piston  is  the  compression  ftioke. 
Am  the  piston  travels  up,  the  mixture  cannot  escape,  therefore  it  is  compressed  nntil  it 
oeeupies  only  the  space  between  the  inside  head  of  cylinder  and  head  of  piston. 

Power  or  explosion  stroke^  at  this  instant  the  spark  should  occur,  which  ignites 
the  compressed  gas  causing  the  piston  to  be  forced  down  with  considerable  force.  This 
force  or  pressure  is  governed  by  the  amount  of  gas  and  compression  space  in  top  of 
cylinder  when  piston  is  at  its  extreme  up  position. 

Too  poor  or  too  rich  mixture  will  not  bum  as  rapidly  as  a  proper  mixture,  and  must 
therefore  be  ignited  sooner. 

In  getting  the  proper  time  for  the  ignition  of  the  mixture,  it  must  be  remembered 
that  it  is  necessary  for  the  spark  to  occur  at  such  a  time  that  all  of  the  mixture  is  to  be 
burned  just  as  the  piston  is  at  the  top  of  its  stroke — ^when  the  gas  is  compressed  to  the 
highest  point. 

The  contact  on  timer  or  commutator,  or  the  magneto  contract  breaker  in  the  igni- 
tion circuit,  is  so  arranged  (see  chart  33),  that  it  may  be  moved,  in  order  that  the 
spark  may  occur  in  the  cylinder  at  the  instant  desired  by  the  driver;  that  is,  the  spark 
ean  be  made  to  occur  early  or  late  by  movement  of  the  hand  spark  lever.  AdYtiUBing 
the  spark  is  to  move  the  timer  or  contact  breaker,  so  that  the  spark  will  ignite  the 
mixture  (early)  before  the  piston  reaches  its  upmost  point  in  the  cylinder.  Betaidlng 
the  spark  is  to  move  the  timer  so  that  the  spark  occurs  later  in  the  stroke,  in  some 
as  the  piston  reaches  its  upmost  position,  or  even  a  trifle  after. 


If  tlie  spariE  is  advanced  too  much,  all  of  the  mixture  will  have  been  burned  be- 
fore the  piston  reaches  its  upmost  point,  so  that  it  will  be  necessary  for  the  fly  wheel 
to  force  the  piston  upward  against  the  pressure  until  it  gets  to  its  upmost  point.  This 
strains  the  engine,  and  causes  a  sound  that  is  called  an  ignition  knock;  a  hard,  metaUie 
sound  that  may  be  prevented  by  retarding  the  spark. 

It  is  seen  from  the  foregoing  that  the  qieed  of  the  engine  may  be  also  oontroUtd 
(in  addition  to  the  gas  throttle  lever;  see  chart  33)  by  adyanclng  or  retarding  tbe 
ipKkf  the  speed  of  the  car  changing  accordingly. 

Brhanst  stroke:  during  the  exhaust  stroke,  the  cylinder  is  cleared  of  the  burned 
and  useless  gases  that  are  left  from  the  power  stroke. 

Toward  the  end  of  the  power  stroke,  there  is  still  pressure  in  the  cylinder,  and 
whfm,  the  exhaust  valve  is  opened  this  pressure  will  cause  the  gases  to  begin  to 
eseape. 

As  the  exhaust  stroke  is  an  upward  stroke  of  the  piston,  the  piston  will  push  out 
tkrongh  the  exhaust  valve  all  .of  the  burned  gases  that  do  not  eseape  by  their  own 


Baek  pressure,  caused  by  the  muffler  or  obstructions  in  the  exhaust  pipe,  will 
prsTont  the  burned  gases  from  escaping  as  freely  as  they  otherwise  would,  and  idl  may 
not  be  pushed  out  by  the  time  that  the  exhaust  valve  closes. 

If  all  the  burned  gases  are  not  pushed  out  of  the  cylinder,  it  will  prevent  a  fuU 
ehmrgo  of  fresh  gas  from  being  drawn  in,  which  will  cause  a  weak  mixture  and  a  weak 
eonlosion. 

no  ezhanst  valve  closes  as  the  piston  reaches  its  upmost  point,  or  a  little  after 
it,  the  inlet  valve  opening  as  it  closes. 

The  exhaust  valve  and  its  seat  are  exposed  to  the  full  heat  and  flame  of  the 
burning  mixture,  and  are  more  liable  to  warp  or  pit  than  the  inlet  valve. 

It  must  be  watched,  and  if  there  does  not  seem  to  be  perfect  compression  when 
the  engine  is  cranked  the  probability  is  that  it  needs  grinding  to  seat  it  properly. 

A  proper  mixture  will  be  entirely  burned  before  the  exhaust  valve  opens.  An 
Improper  mixture  that  burns  slowly,  may  still  be  burning  when  the  exhaust  vidve  open% 
and  will  heat  the  exhaust  pipe  and  muffler  so  that  the  pipe  may  become  red  hot.  Such 
a  mixture  wastes  fuel,  and  may  result  in  a  fire.  It  may  be  corrected  by  making  a 
eorreet  adjustment  of  the  carburetor  and  spark,  which  will  be  explained  later  on. 

fHoi*  on  word  "compression** — the  word  "{'ompression"  as  used  by  motorists  in  such  terms  ss 
"SoeA  oomprossioB"  or  "wtak  compression"  refers  rather  to  the  compressibility  of  the  engine  than 
to  the  aaonnt  of  pressare  actoaUy  obtained  in  the  cylinder,  which,  of  course,  varies  very  mneh  with 
tho  smonnt  of  icas  admitted  to  the  cylinder  durinfr  the  suction  stroke  and  also  to  condition  of  tho 
piston  rings  and  other  parts  which  miirht  leak  and  cause  the  pressure  to  decrease. 


62 


DYKE'S  INSTRUCTION  NUMBER  SEVEN. 


A — Upper  balf  of  crank  case  (42),  (turned  upside 
down)  showing  the  main  bearings  (95).  Note 
lower  half  of  one  of  the  main  bearings  at  top 
of  illustration. 


-Upper  half  of  the  crank  case  (turned  upside 
down)  showing  the  crank  shaft  (92)  in  place 
in  the  main  bearings. 


0 — Upper  half  of  the  crRnk  case  (turned  upside 
down)  showing  the  connecting  rods  (93)  fitted 
to  the  crank  shaft   (92). 


D — Upper  half  of  the  crank  case  (turned 
upside  down)  showing  cam  shafts 
(104)  and  cams  (105).  Continued  on 
page  64. 

Key  to  Engine  Parts. 

Crank  Case — 

Upper   half    (upside   down) 42 

Crank    case — lower    half 90 

Crank  ahaft  (4  cylinder)    92 

Ply   wheel    ^ 44 

Starting    crank     48 

Main    bearings    96 

Connecting   Bods    93 

Crank  pin  bearing 94 

Wrist   pin    96 

Piston     97 

Piston   rings    98 

Piston  pin    96 

Cam  Shafts   104 

Cams    (nose    shape,    which   raiae    the 

Talres)      105 

Valve  plunger  guide    106 

Oears — 

Drive   gear  on  crank  shaft 109 

Cam  shaft  gear   110-111 

Magneto  gear    M 

Pump   gear    118 

Cylinders — 

Cast  in  pairs — '  'T* '  head 89 

Inlet  \aive  caps   40 

Exhaust  valve  caps    41 

Pet  or  relief  cocks 116 

.Outlet  water  connects  with  radiator. .  .116 
Studs  for  cylinders   117 

Pump — (Water    circulating)     49 

Intake  water  connection   118 

Vatres — (Mechanically   operated) — 

Intake  gas  valves 119 

Exhaust  valves    120 

Valve  springs    121 

Manifold- 
Inlet    gas    pipe    (supports    carburtlor 

and  passage  of  gas  to  cylindera) ...   45 
Exhaust  pipe    (passes  to  mufner  and 
through  muffler  the  burnt  gas  is  dia- 
charged)     47 

Ignition — 

Magneto,  supplies  eleetrio  current  for 

igniting   the  gas — ^run   by   gear 58 

Magneto  distributor 122 

Contact   breaker  on  magneto 228 

Spark    plugs    56 


OHABT  NO.  81 — Explaining  how  a  Four  Cycle,  Four  Cylinder  Oasoline  Engine  is  Constmctad.  If 
the  reader  will  start  with  illustration  (A)  and  study  each  carefully  he  will  note  different  parts  are 
added  until  the  engine  is  completed. 

VOTE: — The  S.  A.  E.  now  designate  the  lower  part  of  crank  case  as  the  "oil  pan^'  when  containing  no  bearinga. 
If  it  contains  bearings,  it  is  termed  lower  crank  case.  S.  A.  £.  further  designate  crank  cases  of  the  **^it 
jhq^e"  and  the  "barrel  type." — In  the  barrel  type  the  crank  shaft  is  removed  from  one  end  of  erank  ease. 
The  bearing  caps  being  removed  through  hand  hole  plates.  Type  shown  here  and  most  used,  ia  the  "split  type*' 
with  the  bearings  completely  in  the  upper  half  as  at  (A). 
(Chart  80.  see  page  70.)  - 


THE  GASOLINE  ENGINE.  •  88 

Types  of  Engines. 

Ab  previously  mentioned  there  are  several  types  of  engines,  all  of  which 
work  on  the  four  cycle  principle.  In  order  that  the  reader  may  more  clearly 
understand  we  will  give  an  outline  illustration  of  some  of  the  different  types 
of  engines  in  general  use,  see  pages  70  and  71. 

The  type  of  engine  used  more  than  any  other  type  for  automobile  work, 
is  the  four  and  six,  the  eight  and  twelve  V  cylinder  type  of  engines  are  also 
popular.    We  will  confine  our  attention,  however,  principally  to  the  four. 

Building  a  Four  Cylinder  Engine — showing 
the  construction,  step  by  step. 

Before  the  reader  can  thoroughly  grasp  the  meaning  and  purpose  ef  the 
parts,  we  will  build  up  a  four  cylinder  T-head  type  of  engine  as  shown  in 
eharts  31  and  32.  We  shall  then  describe  what  each  part  is  for,  and  the  vari- 
ous constructions  o£  the  different  parts  by  different  manufacturers. 

Khnuik  caie:  by  referring  to  tg.  A,  we  have  an  aluminum  crank  case,  upper  half  part, 
wUeh  we  lay  on  the  floor,  upside  down,  so  that  we  can  see  the  bearings  (§5). 

Tlie  beartngB  are  made  in  two  halves.  The  bearings  are  usuaUj  made  of  bronze  or 
white  metal  and  are  termed  ''bushings"  instead  of  bearings  when  removable  or  renew- 
aUa.     The  bushings  are  fitted  into  bearing  caps. 


(thin  paper  or  metal  strips)  are  placed  between  the  two  halves  of  the  bearing 
■0  that  when  wear  occurs  a  ''shim"  can  be  taken  out  and  the  lost  motion  taken  up. 
Bee  index. 

Tbe  erank  diaft  (92,  fig.  B),  wiU  now  be  fitted  in  jthe  bearings.     The  bolts  are 
tightened  so  that  there  is  no  lost  motion. 


oannectlng  rods  (93,  fig.  C),  will  now  be  fitted  to  the  crank  shaft.  The  lower 
half  of  the  large  end  of  the  connecting  rod,  caUed  the  connecting  rod  cap,  is  removed, 
■0  that  it  ean  be  fitted  to  the  crank  shaft.  It  is  then  tightened  carefuUy,  and  shims  in- 
nrted  so  that  it  works  free  on  the  crank  shaft,  but  good  and  tight,  so  that  thtere  wiU 
be  no  lost  motion.  If  there  was  lost  motion  a  knock  or  pound,  which  would  cause  wear, 
would  be  the  result. 

Tlie  cam  shaft  (104,  fig.  D),  with  the  four  cams  (105,  nose  shaped)  are  now 
atted  to  its  bearings.  In  this  engine  there  are  two  cam  shafts;  one  with  four  cams  for 
raiMng  the  four  inlet  valves,  and  the  other  one,  with  its  four  cams  (105)  to  raise  the 
four  exhaust  valves. 

The  nose  of  the  cams  are  so  placed  that  they  are  divided  equi-distance  apart  so  that 
n^en  they  revolve  they  will  raise  the  valves,  by  pushing  them  up  with  their  nose,  at  a 
eertain  given  time.  The  timing  gears  which  operate  the  cam  shafts,  wiU  be  explained 
further  on. 

The  crank  case,  is  now  turned  right  side  up,  after  having  fitted  the  lower  half  of  the 
erank  ease  (90)  (oil  pan).  This  lower  half  holds  the  oil,  which  the  crank  shaft  splashes 
in  (lubrication  systems  explained  farther  on). 

The  piston  or  wrist  pin  (96,  tg,  £),  in  small  end  of  connecting  rod,  is  shown  in 
the  next  iUustration.  This  holds  the  piston  to  the  end  of  the  connecting  rod  (details  of 
eaeh  part  wiU  be  explained  further  on). 

After  the  fonr  pistons  are  fitted  to  the  connecting  rods,  the  cylinders  (89,  fig.  F), 
are  fitted  down  over  the  pistons,  being  careful  not  to  break  the  piston  rings  (98,  fig.  B). 
(Treated  under  repair  section.) 

The  cylinden*  (39,  fig.  F)  are  bolted  to  the  crank  case  by  nuts  fastening  to  studs 
(117,  fig.  E). 

The  valve  lifter  guides  (106,  ^g,  F)  are  fitted  in  holes  in  each  side  of  the  erank 
ease  that  thdy  wiU  come  in  line  with  the  exhaust  valves  on  one  side  of  the  cylinders,  and 
the  inlet  valves  on  the  other  side. 

*TMlinleallT  th«  term  "crsnk  case  lower  half"  should  be  **oil  pan"  and  as  the  term  "enuik 
mam  lewer  kalf'*  it  used  only  when  it  contains  the  bearings,  whereas  in  this  and  most  enfinee  the 
taw«r  half  is  merely  an  oil  pan. 


64 


DYKE'S  INSTRUCTION  NUMBER  SEVEN. 


E — Upper  and  lower  half  of  crank  ca^e  with 
Iow«r  li»lf  of  cr&nk  cam  (90)  bolted  to  upper 
half  (42),  The  uppL*r  ball  of  crank  cjisd  it 
now  turned  right  iide  up.  The  pistons  (97) 
and  piston  pin  or  writt  pins  <90>  are  showa 
— alio  the  studs  (117),  to  hold  cylinders  in 
pises. 


X* —  Tbs  eylindsrs  (39.  cast  in  pairt^ — ^..-pt* 
head  typo)  are  now  holtDd  tn  crank  e*se. 
The  TSlve  plimgor  guides  (106)  are  also 
fltted.  The  erankib&ft  drlTS  sw  (100) 
Is  fitted  to  erankfihaft  (92).  The  two 
camshsft  gears  (110)  are  next  applied 
to  the  cnmshaft  (104). 


O — This  view  shows  the  Intsks  vslres  (119> 
in  oylinders,  intake  pips  (45)  with  eu- 
bttrstor.  fltted  to  eylinders,  also  ma^sCo 
(SB),  mounted  and  geared  to  one  of  ths 
cam  e^ftri. 


-Showb  eiJbaust  vslTSS  (12O4  opposite  side  of  engine) 

-      •liar       *     —    


with   exhaust  pipe    (47 )»  t^llef  cocks   (41) 
circulating  pump    (49).     The  flywliest    (44)    la  also 
moiiDteJ  on  end  of  crankihaft, 


^CEBAET  KO.  82— Oonstruction  of  a  Pour  Cyclo»  rour  Cylinder  Gasoline  Bngtno,  Continued.    Oar- 

ibnTetor,  ignition  and  water  circulnting  tiyst^m  added. 


THE  GASOLINE  ENGINE.  65 

Valve  lifters  are  now  fitted  through  these  valve  lifter  guides  (see  shart  26),  wUeh 
raise  the  valves  through  the  action  of  the  cams. 


gear  for  drlvliig  tbe  timing  gears,  called  tlie  crank  diaft  timing  gear  (l^l), 
is  keyed  or  threaded  to  end  of  the  crank  shaft  (92);  this  gear  drives  the  two  timiu 
gears  (110  and  111). 

^The  cam  shaft  timing  gears  are  keyed  to  the  earn  shaft  (104),  one  gear  and  shafl 
to  operate  the  inlet  valves  (119),  fig.  G,  and  the  other  gear  and  shaft  to  operate  the  ez- 
kanst  valves  (120),  fig.  H.  The  gear  case  is  filled  with  grease  and  a  cover  is  plaeed  over 
the  gears.     (On  modem  engines  the  gears  run  in  oil.) 

Tke  inlet  valves  are  placed  in  their  seat  by  passing  them  through  the  inlet  valve  cap 
holes  (40). 

The  exhaust  valves  are  placed  in  position,  on  the  opposite  side  of  the  cylinders,  in 
the  same  manner. 

The  inlet  manifold  (45)  fig.  G,  is  now  bolted  to  the  inlet  valve  side  of  the  cylinders, 
and  the  carburetor  is  connected  to  it. 

The  exhaust  manifold  (47)  fig.  H,  is  bolted  to  the  exhaust  side  of  the  cylinders,  and  is 
soBBected  with  muifler  (48)  at  rear  of  car,  by  the  exhaust  pipe  (47);  see  chart  6. 

The  exhaust  valve  ci^Ni  (41)  and  the  inlet  valve  caps  on  the  opposite  side  are  now 
screwed  in  place — tightly. 

The  priming  cups  also  known  as  compression  or  relief  cocks  (115)  fig.  H,  are  screwed 
into  the  exhaust  valve  caps. 


epark  plugs  (66)  are  screwed  into  inlet  valve  caps  or  in  center  of  each  eylinder 
se  per  page  64,  but  usually  over  inlet  valves. 

The  fly  wheel  and  starting  crank  (44-43)  are  fitted  to  each  end  of  the  crank  shaft. 
By  referring  to  ^g  0-92,  the  reader  will  note  the  end  of  crank  shaft  tapers,  and  ai 
flange  is  also  turned  on  this  crank  shaft.  The  fly  wheel  fits  to  this  taper  and  bolts 
te  l^e  flange,  as  there  positively  must  not  be  any  lost  motion. 

The  magneto  (53)  fig.  G,  is  bolted  in  place  on  a  brass  base  provided  for  it,  on  the  side 
ef  the  engine.  An  extra  gear  (which  will  be  explained  further  on)  is  operated  by  the 
earn  shaft  and  drives  the  magneto,  which  generates  electricity.  The  electricity  is  die- 
tributed  to  the  four  spark  plugs  (66)  at  certain  periodical  times  by  the  distributor  cm 
■agaeto  (122)  fig.  O. 

We  now  connect  our  wires  through  switch  (66,  see  chart  1)  to  magneto.  This  switch 
is  to  cut  off  or  turn  on  the  electric  ignition. 

The  drcnlating  pump  (49)  is  connected  to  the  water  jacket  of  cylinders.  The 
gear  (113)  driven  by  the  cam  gear,  drives  the  pump,  and  keeps  the  water  in  eonstant 
eireulation,  which  keeps  the  cylinders  from  getting  too  hot,  not  over  170  to  180  de- 
grees Fahr.  We  now  connect  rubber  hose  (51)  to  metal  pipes  on  radiator  (60),  see  chart  1, 
and  also  to  our  pump  (49)  and  belt  up  our  fan  (62),  which  is  run  from  the  same 
shaft.    The  radiator  is  filled  with  water  by  unscrewing  cap  (60,  chart  1). 

We  now  connect  the  gasoline  fuel  pipe  (62)  from  gasoline  or  fuel  tank  (68,  see 
chart  1)  with  carburetor. 

fStaxting  the  Engine. 

We  now  have  our  engine  ready  to  run  (we  will  presume  it  has  been 
fitted  to  car  as  shown  in  chart  1). 

We  now  put  the  gear  shift  lever  in  "neutral"  position,  so  the  car  will 
not  move  when  the  engine  begins  to  run. 

The  starting  crank  is  revolved,  which  turns  the  crank  shaft,  timing 
gear  and  moves  the  pistons,  (see  chart  26).  The  crank  shaft  timing  gear 
revolves  the  cam  gears  which  in  turn  revolve  the  cam  shaft,  and  which  in 
turn  revolves  the  cams. 

When  the  cams  turn,  one  of  them  with  its  nose  pushes  up  one  of  the 
eight  valves  in  one  of  the  four  cylinders.  (There  is  one  intake  and  one  ex- 
haust valve  for  each  cylinder.)  We  will  suppose  that  this  valve  being  raised 
ii  the  inlet  valve  of  No.  1  cylinder.  As  this  valve  is  raised  the  piston  will  be 
going  down  on  the  suction  or  intake  stroke,  as  explained  in  fig.  1,  chart  29, 
and  dnwi  in  a  charge  of  gas. 

*Tkm  gtmn  sr«  timed  m  shown  under  Talve  timing. 

fBm  psc*  89  ^hy  it  is  neeessary  to  start  s  gasoline  engine. 


DYKE^S  KSTBCCnOX  NXMBEK  SEVEN. 


rif.  1 HhBuumtizu:  tte  pruicipto  •!  •ptanc  aad  ctosiiiff  tte  tlirottie  ▼&!▼•  on 

Se^  Chart  $  »nd  r.o:«^  P:«.  ^  ard  5i>Uov  the  rod  Indinc  ttuoufh  the  steering 
column  x^'  mnd  not>f  how  :t  <vcin«fts  at  i7? ,  with  carburetor. 

OiK'r.inir  the  butt^rlr  throttle  Tmlre  ^i  the  cmrboretor  admits  more  gas  into  the 
ejlindfx,  thereby  :n<iy«s:zir  the  speHL  Qosing  this  Talre  reduces  the  8p<«d. 

At  tne  $aa^e  titfte  the  thn>ttle  Wrer  is  "^dranced.*  the  spark  lever,  which  shifts 
the  <»nfac:  bry^ker  on  the  saci^eox  »  "adnaced"  alaa 

If  A  ti^er  wx:i:  a  .nv/.  *v«f«  cif  i^\a<KK  »  VMiL  tkca  the  spark  \tTtr  (see  page  60) 

Tli^  ob^'?  ia  4i\*T.',x^  :ke  ^^^Mtt  a»  tite  tk^ottle  is  epcMd,  is  to  canse  the  gas  to 


H44iCTO 


L_. 


CIS  CT^'C^  ^>^cc1ga1i^«NK^ 


CHART  NO.  SS-XlemeniaxT  Principle  of  Ooatral  of  Speed  of 

motion  of  the  throttle  oad  $i>ark. 


;  cxplaininf  til 


THE  GASOLINE  ENGINE.  Vl 

The  suction  stroke  is  now  completed;  the  gas  which  was  drawn  into  the 
g^der  must  now  be  compressed.  Just  as  it  is  compressedt  the  electric 
ipirk  occurs  at  the  point  of  the  spark  plug  and  ignites  the  gas. 

At  the  moment  the  gas  is  ignited,  the  force  of  the  explosion  forces 
the  piston  down  and  this  force  gives  momentum  to  the  fly  wheel,  which 
will  keep  the  crank  shaft  in  motion  until  another  piston  in  one  of  liie  four 
flinders  has  drawn  in  and  compressed  its  gas  and  fired.  The  cycle  opera- 
tkm  explained  in  chart  29,  is  repeated  over  and  over  again  in  each  cylinder. 
(See  page  116,  how  a  4  cylinder  engine  fires.) 

Control  of  Speed  of  Engine. 

After  the  engine  is  started  with  starting  crank  (self  starters  will  be 
explained  further  on),  the  speed  of  engine  is  controlled  by  opening  and  clos- 
ing the  throttle  of  the  carburetor  which,  when  opened  admits  gas  to  the 
cylinder.  The  more  gas  admitted  the  stronger  the  explosive  force  will  be, 
hence  more  speed.  The  gas  of  course,  is  admitted  through  the  inlet  valve 
during  the  suction  stroke. 

The  opening  and  closing  of  throttle  is  regulated  by  hand  by  means  of 
the  throttle  lever  (fig.  1,  chart  33  and  106)  on  the  steering  wheel,  or  by  a  foot 
pedal  connected  with  the  same  throttle  lever  called  an  "accelerator."  (See 
index.) 

Oarburetion;  the  carburetor  is  connected  to  the  inlet  manifold  by  the 
inkt  pipe,  and  the  gasoline  flows  to  it  from  the  supply  tank  through  a 
imall  brass  or  copper  pipe,  called  fuel  pipe. 

Pure  gasoline  vapor  will  not  bum,  but  must  be  mixed  with  air  before  it 
ean  be  used  to  develop  pressure.  The  mixing  of  gasoline  vapor  and  air  in 
the  proper  proportions  is  called  carburetion.  To  give  the  best  results,  the 
mixture  of  gasoline  vapor  and  air  must  always  be  in  correct  proportion. 
(See  index.) 

There  is  a  passage  through  the  carburetor  into  which  the  air  is  drawn  as 
the  piston  makes  the  suction  stroke.  The  liquid  flows  to  the  carburetor  an3 
is  brought  into  contact  with  the  current  of  air.  The  gasoline  turns  to  vapor, 
ind  is  absorbed  by  the  air,  the  mixture  being  sucked  into  the  cylinder  on  the 
inetion  stroke. 

The  quantity  of  mixture  that  is  drawn  into  the  cylinder  during  one  suc- 
tion stroke  is  called  the  charge.  Details  of  carburetion  are  given  in  Instruc- 
tion 12. 

Ignition;  when  the  throttle  is  being  opened  and  the  engine  begins  to 
ipeed  up,  it  is  then  necessary  to  also  "advance''  the  time  of  ignition  in  other 
words,  cause  the  spark  to  occur  sooner  than  when  engine  was  running  slow. 

A  spark  lever  is  usually  placed  on  the  steering  wheel  along  side  of  the 
throttle  lever,  which  is  connected  by  a  rod  and  bell  crank  to  the  contact 
breaker  box  on  the  magneto  or  if  a  coil  and  timer  is  used,  to  the  timer.  (See 
ehart  33  and  106.) 

When  the  spark  lever  is  moved,  it  also  moves  the  contact  breaker  box 
en  magneto  or  commutator,  which  causes  the  spark  to  occur  **late'*  or 
**early"  according  to  the  movement  of  this  lever,  (chart  33). 

The  reason  for  advancing  the  spark  is  as  follows:  To  begin  with,  the 
diarge  is  set  on  fire,  or  ignited,  at  the  proper  time  by  an  electric  spark. 

The  current  of  electricity  that  supplies  the  spark  is  produced  by  a  bat- 
tery, or  a  magneto  or  dynamo  driven  by  the  engine. 

The  exact  instant  for  the  ignition  of  the  charge  depends  on  the  kind  of 
work  to  be  done,  the  speed  of  the  engine,  and  the  quality  of  the  mixture.  If 
die  charge  is  ignited  too  soon  or  too  late,  the  engine  will  not  run  properly. 


68  DYKE'S  INSTRUCTION  NUMBER  SEVEN. 

The  time  of  ignition,  or  instant  when  the  electric  spark  sets  fire  to  the 
charge  is  controUed  by  means  of  a  commutator,  timer  or  contact  breakei 
which  is  advanced  or  retarded  by  the  driver  by  means  of  a  spark  lever  on 
the  steering  wheel. 

We  have  up  to  this  time  supposed  that  the  spark  occurs  exactly  at  the 
moment  when  the  piston  reaches  the  top  of  the  compression  stroke.  Now, 
this  would  be  its  correct  timing  were  it  not  that  the  gas  takes  quite  an  ap- 
preciable time  to  explode  after  being  ignited,  an  interval  let  us  say  of  1/24C 
of  a  second,  so  that  before  the  gas  has  had  time  to  burst  into  a  full  explosion, 
the  piston,  on  account  of  its  great  speed  (suppose  it  is  traveling  at  1,50C 
revolutions  per  minute),  will  have  traveled  about  a  quarter  of  a  stroke  down 
the  cylinder  before  being  affected  by  it.  This  means  a  quarter  of  everj 
power  stroke  wasted. 

*Th6  advance  of  spark;  the  remedy  for  this  is  to  make  the  spark  occoi 
a  quarter  of  a  stroke  earlier;  that  is,  make  it  occur  when  the  piston  has  com 
pleted  but  three-quarters  of  the  compression  stroke  so  that  the  full  burst  ol 
explosion  and  the  piston  arrive  simultaneously  at  the  top  of  the  stroke,  or  oi 
top  ''dead  center.''    This  is  called  advancing  the  spark. 

The  retard  of  spark;  suppose  the  engine  is  now  running  at  only  half  th( 
speed,  say  700  revolutions  per  minute.  During  the  exploding  or  ignitinf 
period,  which  we  assumed  to  be  1/240  of  a  second,  and  which  remains  th( 
same,  the  piston,  with  its  speed  now  reduced,  has  not  time  to  trave 
so  far,  and  the  spark  therefore  need  not  be  so  much  advanced. 

Again,  when  the  engine  runs  dead  slow,  say  at  100  revolutions  pel 
minute,  which  is  slow  for  a  motor  car  engine,  the  spark  requires  hardly  an] 
advance  at  all.  So  that  we  see  at  once  that  the  faster  the  engine  runs  th< 
more  the  spark  must  be  advanced,  and  that  the  slower  the  engine  runs  th( 
less  it  need  be  advanced,  or,  to  express  it  in  a  more  usual  way,  the  mon 
the  spark  must  be  retarded. 

Let  it  be  clearly  understood  that  to  ''advance"  or  "retard"  the  spark 
means  to  cause  the  spark  to  occur  earlier  or  later  relatively  to  the  position  o: 
the  piston.  It  does  not  mean  that  the  spark  is  made  to  occur  more  frequently 
or  less  frequently. 

QaastlOB. — ^How  can  the  spark  be  made  to  vary  as  to  the  time  at  which  it  tak« 
plaeef 

Answer. — ^In  chart  33  a  device  is  shown  on  the  magneto  which  is  caUed  a  ''eoatai 
breaker."  This  is  usoaUy  placed  on  the  end  of  the  magneto  armature  shaft  whie! 
Ifl  operated  by  the  cam  shaft.  It  is  nothing  more  or  less  than  what  we  might  eall 
rotary  or  revolving  electric  switch.  For  instance,  suppose  the  contact  is  made  o 
dead  eenter,  but  should  it  be  necessary  to  advance  the  spark,  the  contact  breaker  ea 
be  tamed,  by  means  of  a  spark  lever  on  the  steering  wheel.  This  wiU  cause  th 
•park  to  be  turned  on  earlier  or  before  the  piston  has  reached  the  top  of  the  stroke. 

Qaeetionw— Suppose  I  do  not  advance  the  spark  when  the  throttle  is  opened  aa 
engine  ie  running  fast,  what  thenf 

Answer. — The  engine  wastes  say  quarter  of  every  explosion  stroke,  and  fails  t 
run  to  powerfully  as  it  would  were  the  spark  properly  timed  or  advanced. 

Qneetion. — What  if  I  advance  the  spark  when  the  engine  runs  slowly  f 
Answer. — Then  there  will  be  a  fierce  struggle  inside  the  engine;  the  piston  fightia 
to  eomplete  the  compression  stroke,  and  the  explosion,  which  has  occurred  too  oooi 
trying  to  force  it  back  again.  And  which  winsf  If  the  engine  is  working  f^l 
briik^,  the  piston  overcomes  the  explosion;  otherwise  the  explosion  drives  back  th 
pieton,  and  stops  the  engine 

This  is  why  frequently  when  an  engine  is  cranked  it  "kicks  back";  the  spar 
has  been  advanced  too  far,  and  the  piston  can't  overcome  the  early  explosion. 

QneeHon. — ^How  can  I  tell  when  the  spark  is  too  much  advanced? 

Answer. — ^There  will  be  a  sound  in  engine  as  of  a  hammer  striking  the  top  of  tl 
pieton.  The  engine  will  be  said  to  knock,  and  the  more  the  spark  is  advanced  %l 
louder  wiU  be  the  knock. 

*Not«. — Lag  in  the  explosion  stroke  ii  ftUo  dn*  to  the  electrical  apparfttas  prodneinf  Iho  spark,  m 
pagoa  808  and  248.     *8eo  aUo  pat**  B05  to  809. 


THE  GASOLINE  ENGINE.  88 

Qnestion. — ^And  what  should  make  it  knock  f  Does  the  piston  strike  the  top 
of  ejlinderf 

Answer. — We  have  already  pointed  out  that  this  is  impossible,  as  the  length  of 
the  stroke  is  invariable;  neither  does  it  appear  that  it  is  caused  by  a  general  looseness 
throughout  the  parts  of  the  engine,  since  new  engines  knock  as  much  as  old  ones. 

A  possible  explanation,  and  one  which  has  received  some  support,  is  that  the 
charge  in  the  cylinder  detonates  in  much  the  same  way  as  certain  solid  explosives. 
A  piece  of  gun-cotton,  for  instance,  if  laid  upon  an  anvil  and  lighted  with  a  match, 
bonis  silently,  because  it  has  all  the  space  to  expand  in  that  it  requires,  but  if  instead 
of  its  being  lighted  it  be  struck  with  a  hammer,  it  goes  off  with  a  loud  report. 

Now,  in  the  ease  of  the  gas  exploding  in  the  cylinder,  if  the  piston  -  is  able  to 
■ore  away  from  it  easily  and  thus  give  room  for  the  expansion,  there  is  no  noise, 
but  if,  as  in  the  case  we  are  discussing,  the  piston  moves  against  the  explosion,  like  the 
hammer  falling  on  the  gun-cotton,  the  result  is  a  report. 

The  knocking  is  not  always  detected  easily  by  the  novice,  who  will  probably  con- 
foM  it  with  other  sounds  on  the  car,  but  when  once  it  has  made  itself  evident,  the 
•park  should  be  instantly  retarded  until  the  knocking  ceases. 

The  strains  set  up  in  an  engine  which  is  allowed  to  knock  may  seriously  damage 
eonneeting  rods  and  cranks. 

An  engine  should  not  be  slowed  by  retarding  the  spark.  If  it  has  been  noticed 
hy  the  reader  during  the  last  few  paragraphs  that  it  is  possible  to  slow  an  engine  by 
retarding  the  spark,  let  him  at  once  understand  that  this  is  the  last  method  by  which 
it   ever    ought    to    be    done. 

It  is  not  only  unscientific,  but  is  also  wasteful  of  fuel,  unnecessary  work  for  the 
engine,  and  causes  rapid  pitting  of  the  exhaust  valves,  the  gases  passing  through  them 
Sb  an  incandescent  form. 

The  correct  method  of  slowing  down  or  Increasing  the  engine  speed  is  to  shut  or 
epen  the  throttle  valve,  which  is  situated  between  the  carburetor  and  the  inlet  valve, 
bj  which  the  amount  of  fuel  supplied  to  the  engine  may  be  regulated  (see  illustra- 
tioB,  chart  33,  fig.  1).  Then  as  the  engine  varies  its  speed  slower  or  faster,  the  spark 
■hoald  be  retarded  or  advanced  accordingly. 

The  mle  therefore  is  to  let  the  engine  speed  follow  the  throttle  and  make  the  spark 
foUow  the  engine  speed;  or  to  put  it  in  another  way,  to  drive  economically,  keep  the 
throttle  valve  closed  as  much  as  possible  and  the  spark  advanced  as  far  as  possible,  short  of 
knocking  or  tendency  to  knock. 

Retarding  the  spark  too  much  produces  heat,  see  page  319. 

Ignition. 

Qonsists  of  a  spark  plug,  a  source  of  electric  supply,  which  may  be  either  a  mag- 
leto,  generator  or  battery  and  coil.  If  the  latter  system*,  then  a  timer  or  commutator  is 
ued  to  make  contact  from  the  battery  to  the  coil,  causing  a  spark  to  occur  at  the  points  of 
the  spark  plug.  See  fig.  5,  chart  39  for  an  early  form  of  commutator — more  modem 
■ethods  will  be  treated  further  on. 

The  spark  ping  can  be  placed  over  center  of  piston  or  side  of  cylinder  if  overhead 
valves.  If  side  valves;  over  inlet  valve — usuaUy  screwed  into  inlet  valve  caps — see 
chart  30-A. 

Carburetlon. 
This  subject  is  treated  under  instruction   numbers  twelve  and  thirteen 

Cooling. 

The  explosion  of  the  charge  in  the  cylinder  produces  heat.  This  heat  is  so  intense 
that  the  lubricating  oil  will  burn  and  be  made  useless  if  the  cylinder  is  not  kept  fairly 
eooL  If  the  lubricating  oil  were  burned,  the  friction  of  the  piston  against  the  cylinder 
Wills  would  be  so  great  that  they  would  cut  each  other,  and  the  piston  would  stick, 
stopping  the  engine.  The  cylinder  must  therefore  be  kept  from  heating  to  the  point  at 
wUeh  the  lubricating  oil  would  burn,  but  as  the  heat  develops  the  pressure,  the  cylinder 
■nst  not  be  too  cool. 

The  cjilnder  may  be  cooled  either  by  a  current  of  air,  or  by  water  circulating  around 
it    See  instruction  number  fourteen  on  the  subject  of  cooling. 

Fuel  System. 
There  are  two  fuel  ssrstems  in  general  use  for  feeding  the  gasoline  to  the  carburetor: 
tte  pressure  and  gravity  feed — the  two  will  be  explained  further  on  under  instruction 
toBiber  twelve. 

Lubrication. 

There  are  several  methods  for  lubricating  the  moving  parts  of  an  engine,  which  will 
he  fnlly  treated  further  on  under  instruction  number  fifteen. 


DYKE'S  INSTRUCTION  NUMBER  SEVEN. 


^\BO' 


C^L  *S-AP4^ 


ng.  1.  A  tingle  cylinder  ver- 
tical type  of  engine,  with  air 
cooled  cylinder.  Valves  are  both 
on  the  side  and  mechanically  oper- 
ated. There  are  two  fly  wheels 
with  a  crank  pin  between  them. 
The  fly  wheels  run  inside  of  the 
aluminum  crank  case.  This  type 
of  engine  is  used  on  motorcycles, 
cycle  cars,  and  railroad  light  cars. 


Fig.  2.  A  single  cylinder  horizontal  type  of  engine,  with  water 
cooled  cylinder.  Formerly  used  on  light  weight  automobiles.  Seldom 
used,  valves  mechanically  operated. 

Fig.  3.  A  double  cylinder  opposed  type  of  engine,  with  water 
cooled  cylinders  and  mechanically  operated  vmlves.  Note  cylinders 
are  180*  apart.  Oylinders  are  "L**  type.  The  crank  shaft  is  also 
180*   type. 

Fig.  4.  A  twin  cylinder  **Y**  type  of  engine,  with  cylinders 
placed  45°  apart.  Oylinders  air  cooled.  Valves  mechanically  oper- 
ated from  overhead.  Cylinder  is  the  "round"  type.  This  type  of 
engine  used  on  motorcycles  and  cycle  cars. 

Fig.  6.  A  four  cylinder  Yertical  type  of  engine,  with  transmis- 
sion and  clutch  in  one  housing  joined  to  engine — called  a  "unit 
power  plant."  This  engine  is  suspended  in 
frame  at  three  points,  therefore  it  would  be 
called  a  "three  point  suspension"  type  of 
power  plant.  Valves  all  on  one  side  of  the 
"L"  type  cylinders. 

The  cylinders  are  all  cast  together  or  "in 
block."  The  cylinder  head  is  in  one  piece.  (The 
Ford.) 


Fig.  6.  A  six  cylinder  "nnit  power  plant."  Trans- 
mission, clutch  case  Join  the  engine.  Cylinders  arc  cast 
tog«'th«r   or    "in   block." 


e«^V^t^' 


Fig.  8.  Eight  cyl- 
inder "V"  type  en- 
gine, with  cylinders 
placed  at  an  angle 
of  90°  apart.  One 
cam  gear  operates 
the  valves  on  both 
sides  of  the  "L" 
shaped  cylinders. 
There  are  four  cylin- 
ders on  each  side, 
usually  "in  block." 
Crank  shaft  is  a  four 
cylinder  type  (180° ) 
crank,  with  two  con- 
uecting  rods  to  each 
crank   pin. 


Fig.  7.  A  four  cylinder  engine  with  cyl- 
inders cast  separate.  All  valves  are  on  one 
side;  hence  "L"  type  cylinders. 


OIIAIIT  HO.  SO— Typei  of  Four  Cycle  Gasoline  Engines. 
IM*rt  S4  on  page  74. 


GASOLINE  ENGII 


The  AutoEiobilo  Engine. 
The  4.  6  and  12  cylinder  engine  is  used  for 
HutomobUe  work.    The  six  is  used  most. 


Valves  are  placed  on  the  side  or  overhnacL 

ition«    iisuully   coil    and    battery »    uatng   a 

lim>'f  and   distributor.     A  generator  suppUes 

iurri'tit   for  charging  battery^  al»o  for  lights 

nd  ignition.     Battery  supplies   current    for 

i^iition  and  starting  motor.     Speed  of 

mobile  engines  vary  from  150  to  2000  r. 

for   in3tHnri\  the  Studebaker  six  3%" 

ftre  X  n"  stroke  engine,  and  many  others.   On 

»ine   few   engines   the   speed   is   as  high   a» 

r.  p.  m.    Control  of  speed  is  by  a,  band 

hrottle  lever  and  foot  jtrrclerntor.  A  governor 

never  used. 

The  Truck  Engine. 

Usually   a   4   cylinder  engine  Is  used   on 

tSU^a,  for  reasons  stated  on  page  747.  Valves 

nmltr  on  the  side.    Ignition  usually  a  bigh- 

t^iiioii  magneto  and  on  the  Buda  engine^  per 

11,   12»   used   in    the   Master   truck,   the 

Eiann    magneto  with   automatic   advance, 

f^ge  2S9  and  285  is  used.    Speed  of  englno 

r«.  1 1 


is  comparativety  slow,  950  to  1000  r.  p*  m. 
Speed  Is  governed  by  McCann  or  Pierce 
governor  on  this  engine,  per  pages  840,  841 
and  for  reasons  explained  on  page  839.  Stroke 
of  piston  usually  long  and  m  this  instance, 
bore  is  4  V^^'x^"  stroke  or  32.4  H.  P.  (8.  A.  B.), 
or  52  actual  H.  P.  Truck  speed  is  from  IS  to 
17  m,  p*  h.  Starting  is  usually  by  hand  crank 
in  connection  with  an  *' impulse  starter," 
per  page  332.  Control  of  speed  by  hand 
trottle  and  accelerator. 

Airplane  Engine. 
Blany  airplane  engines  use  the  overhead 
valves  and  overhead  camshaft  as  per  pages 
912,  916,  918,  921,  922,  930.  IgniUon  used  is 
high-tension  magneto  or  coil  and  battery 
ignition.  Speed  of  engine  at  flying  speed 
1400  to  1700  r.  p.  m.  Number  of  cylinders, 
usually  8  or  12.  See  above  mentioned  pages 
for  further  details. 

The  Tractor  Engine. 
Usually  a  4  cylinder   engine  is  used  on 

tractors,  for  reasons  stated  on  pages  753^  831. 

Valves  overhead  or  on  the  side  and  some  use 

the  overhead 
*'duar^  valve 
system.  The  stroke 
is  usually  I  o  n  g , 
average  being  4%" 
bore  X  6"  stroke* 

Speed  of  engine 
ill?  controlled  by  a 
governor p  per  fig. 
8,  which  is  a  cen- 
trifugal ball- type, 
operating  through 
levers  to  carbure- 
tor   throttle    (T). 


The  governor  is 
*'  used  to  maintain 
a  uniform  speed 
and  to  prevent 
engine  from  **rae- 
ing"  if  load  is 
suddenly  released, 
of  from  *  *  stal- 
ling'^   if    load    is 


RG.  S 


suddenly  applied.  Speed  of  engine  usually  950 
r.  p.  m.,  which  speed  is  usually  maintained 
for  long  periods  of  time  while  working. 
Speed  of  tractor  very  slow,  see  pages  830,  831, 

Ignition  is  usually  by  means  of  a  high- 
tension  magnetOj  in  connection  T^ith  an  *' im- 
pulse starter". 

Carburetion  by  means  of  gasoline  to  start 
with  and  kerosene  to  run  on  after  engine  is 
heated  up.  The  heating  of  fuel  around  intake 
manifold  from  exhaust  gases  is  very  import* 
ant  when  using  kerosene — see  pages  827p  831. 

Cylinder  barrels  or  liners,  are  used  on 
many  tractor  engines.  They  consist  of  re- 
movable liners  (fig.  8)  placed  in  cylinder 
blocks,  which  in  case  of  wear  or  accident  can 
easily  be  replaced  with  new  ones. 

The  reader  can  now  compare  the  rslatlvs 
difference  between  the  fonr  engines  and  thus 
note,  that  while  the  construction  may  vary, 
the  same  underlying  principles  are  used. 


CBASf  KO.  SO  A.    Relative  BliTerence  Between  the  Antomoblle,  Track,  Airplane  and  Tractor 


Mk 


72  DYKE'S  INSTRUCTION  NUMBER  EIGHT. 

INSTRUCTION  No.  8. 

♦ENGINE  PARTS:    Stationary  Parts.    Moving  Parts.    Purpose, 
Principle  and  Location  of  Parts. 

The  stationary  parts  are:  crank  case,  upper  and  lower  half,  bearings, 
cylinders,  exhaust  and  inlet  ports,  valve  caps,  compression  or  relief  cocks, 
water  cooling  pipes,  carburetion  and  part  of  the  ignition  systems,  exhaust 
and  inlet  manifolds. 

The  moving  parts  are:  crank  shaft,  connecting  rods,  pistons,  piston 
rings,  piston  pin  or  wrist  pin,  cams,  cam  shaft,  timing  gears,  crank  shaft 
gear,  valves,  valve  plunger  or  tappet  or  lifter. 

Crank  Case. 

The  cylinder  is  attached  at  its  open  end  to  the  crank  case,  which  forms 
a  box  around  the  crank  shaft. 

The  crank  case  is  of  irregular  shape,  so  that  while  there  is  plenty  of 
room  for  the  cranks  and  connecting  rods  to  operate,  there  is  little  waste 
space.  It  contains  the  crank  shaft  bearings,  and  forms  the  bed-plate  or 
foundation,  for  the  engine. 

It  is  of  ten  made  in  two  parts,  an  upper  part  bolted  to  the  cylinder  and 
containing  the  crank  shaft  bearings,  and  a  lower  part  enclosing  the  crank 
shaft  and  which  is  called  the  **oil  pan.'*** 

As  the  lower  crank  shaft  case  is  intended  to  contain  lubricating  oil,  it  is 
tight  so  that  there  may  be  no  leakage.  Usually  the  lower  part  of  crank  case 
can  be  removed  for  adjustment  of  bearings. 

The  crank  case  is  usually  made  of  aluminum  alloy,  or  if  in  two  pieces, 
the  upper  may  be  made  of  bronze,  and  the  lower  of  aluminum  and  some- 
times cast  iron. 

The  crank  case  is  used  to  support  various  parts  of  the  mechanism,  like 
the  pump,  magneto,  etc.  For  an  illustration  of  a  crank  case,  see  chart  31, 
fig.  A,  and  chart  32,  figs.  E  and  F. 

The  arms  for  supporting  the  crank  case  on  the  chassis  are  sometimes 
made  short  to  bolt  to  a  sub-frame  (22),  as  shown  in  chart  5,  while  other  manu- 
facturers make  longer  arms  to  extend  and  bolt  to  the  main  frame  (21). 

A  ''three  point  suspension"  is  where  the  power  plant  is  suspended  in 
frame  at  three  points  of  contact. 

A  "unit  power  plant"  is  where  engine  clutch  and  transmission  are  in 
one  unit  as  in  fig.  6,  chart  30  and  page  44. 

♦Engine  Bearings. 

Engine  crank  shaft  bearings  are  known  as  main  bearings.  Most  of  the 
manufacturers  make  four  cylinder  engines  with  three  main  bearings  for  the 
crank  shaft,  while  others  have  as  many  as  five. 

On  six  cylinder  crank  shafts  there  are  as  many  as  seven  bearings,  the 
majority  using  three.     See  chart  36  and  55.  t 

If  the  six  cylinders  are  cast  "single"  which  is  unusual,  usually  7  bear- 
ing^; 2  ends  and  5  inside  are  used.    If  cylinders  are  cast  in  "pairs"  usually 

*For  repairs  on  eofinei,  lee  "repairing  inetruction." 

^^The  8.  A.  E.  deiignate  two  typM  of  crank  cases;  the  "split  typo"  where  the  lower  part  is  aop* 
arate  and  contains  no  bearings.  The  lower  part  is  then  called  the  "oil  pan."  The  "barr^  typw' 
li  when  tho  lower  part  is  permanently  attached  and  has  a  hand  hole  plate  for  reaching  the  boannft. 
and  crank  shaft  is  removed  from  end  of  crank  case  with  the  romoTal  of  crank  easo  head. 


ENGINE  PARTS.  78 

3  bearings;  2  ends  and  1  inside.  If  cylinders  are  cast  ''in  block,"  usually  8 
bearings;  2  ends  and  1  inside  center  (small  engines).  If  ball  bearings  are 
used,  Uien  there  are  usually  3  bearings. 

The  bearings  of  a  crank  shaft  are  usually  in  two  parts  and  made  of 
bronze  or  ^white  metal  babbit,  or  other  metal  that  does  not  wear  rapidly. 
These  bearings  are  split  lengthways  into  two  parts,  one  part  being  sup- 
ported by  the  engine  base  (called  the  bearing  journal — ^fig.  1,  chart  35), 
so  that  the  shaft  Ues  in  it,  and  the  other  part  covers  the  shaft  at  the  same 
point,  and  is  held  in  place  by  means  of  cap  screws,  (see  fig.  3,  chart  34). 

When  one  of  the  main  bearings  becomes  worn  the  lower  cap  is  removed 
and  a  shim  is  taken  out  so  it  can  be  drawn  tighter  to  the  shaft.  If  it  is  burned 
or  cut  then  a  new  lining  of  brass  or  babbit  called  a  ''bushing"  must  be  put 
in  or  it  can  be  dressed  by  scraping. 

'  These  shims  are  plates  of  thin  metal  placed  in  both  main  and  connect- 
ing rod  bearings  (see  fig.  2,  chart  34),  wMch  are  fitted  in  between  the  cap 
and  upper  part  of  bearing,  so  that  by  removing  a  shim  or  two  they  can  be 
drawn  closer  together  when  loose. 

A  bushing  is  that  part  of  a  plain  bearing  that  the  shaft  comes  in  contact 
with.  They  are  usually  made  of  babbit,  phosphor  bronze  or  white  metal. 
The  phosphor  bronze  are  very  hard  and  last  a  long  time,  but  are  somewhat 
liable  to  "sieze"  if  run  without  oil. 

A  white  metal  bushing  consists  of  a  layer  of  white  metal,  run,  (when  in  a 
molten  state),  into  a  channel  in  the  bearing.  It  then  hardens  and  is  scraped 
and  polished.  White  metal  has  the  virtue  that  if  ill  treated  it  does  not  seize 
and  do  much  damage,  but  if  run  for  a  long  time  a  knock  would  result. 

Probably  the  first  bearings  to  require  renewal  are  those  of  the  connect- 
ing rod.    See  page  641. 

Connecting  Sod  Bearings. 
The  big  end  of  the  connecting  rod  is  attached  to  the  crank  pin,  and  a 
boshing  of  bronze  or  white  metal  or  other  metal  (with  a  melting  point  lower 
than  that  of  cast  iron)  in  the  form  of  a  shell  surrounding  the  crank  pin  is 
secured  in  it.     (Chart  34,  fig.  1.) 

The  bushing  is  split  lengthways  into  two  halves,  like  the  bearing  of  the 
crank  shaft,  one  part  being  set  in  the  connecting  rod  and  the  other  being 
held  in  place  by  the  connecting  rod  cap. 

The  small  or  upper  end  of  the  connecting  rod  contains  a  solid  bushing 
that  forms  the  wrist  or  piston  pin  bearing.    (Fig.  1,  chart  34.) 

Because  of  the  small  space  in  the  piston,  it  is  not  possible  to  have  thi8 
bushing  split  and  held  in  place  by  a  cap.  The  bushing  is  therefore  set  in 
the  connecting  rod,  and  the  wrist  or  piston  pin  pushed  through  it.  The 
wear  of  the  wrist  pin  bearing  is  slight,  and  if  it  should  wear  loose,  a  new 
bronze  bushing  is  driven  into  the  connecting  rod. 

The  wrist  or  piston  pin  is  passed  through  the  piston,  and  secured  so  that 
it  cannot  move.    (See  fig.  4,  chart  34.)    It  is  usually  case  hardened. 

On  the  Ford,  fig  5,  the  wrist  or  piston  pin  moves  with  the  motion  of  the 
connecting  rod.  The  small  end  of  connecting  rod  being  clamped  to  it.  The 
wrist  pin  moves  in  bronze  bushings  fitted  in  the  piston. 

Through  the  connecting  rod,  the  piston  transmits  the  pressure  of  the  ex- 
plosions to  the  crank  shaft  and  fly  wheel  In  order  that  it  may  withstand  the 
heavy  shocks  of  the  explosions,  the  connecting  rod  must  have  great  strength. 

It  is  made  of  drop  forged  carbon  steel,  heat  treated  and  in  rare  in- 
itaneea  bronze.    A  straight  I-beam  type  is  used  almost  universally. 

*8m  ted«z  for  "whiU  meUl  bashings."     Oonnaotinf  rods  for  high  speed  engines  must  be  mnde 
Vikt  M  pOMlUc,  hwnf  bronte  being  henrier  is  seldom  used. 


74 


DYKE'S  INSTRUCTION  NUMBKR  EIGHT. 


WmsrPuf, 


3Gum4 


=^\  I  -^r-Mn/sr^if 


OiL699§n> 

~    \rojif 

Fig.  0. — A  trunk  type  of  piston. 


OP- 

cojfifecfiw  MO 

Fig.  1. — ^A  connecting  rod  show. 
Ing  wriit  pin  bearing  and  crank 
pin  bearing  and  cap. 


^VllTH  RINGS 


LAptjCMT 
PiSTONBfNGS 


P/STM  /AfSfCT/M 


Fig.   4. — Sectional   view   of  pis- 
ton.    Note  Wrist  pin  is  stationary. 


;ONN(CT)N« 
COTIOMTTO 

AMOWNiST 

MNr«0Vl3wnH 

CONNUTIM«IIOO 


Fig.  9. — In  order  to  prevent 
compression  pMSing  tlirongli  Joints 
of  rings;  they  are  placed  as  il- 
lustrated. Three  rings  is  the  uaual 
number  to  a  piston. 


Fig.  6. — ^Bote  in  this  typf 
(Ford)  the  wrist  pin  moves  with 
the  upper  end  of  connecting  rod. 


BuTT^roi^r 


SHIMS 


Fig.    8. — ^Two    tjpes    of    piston 
ring   joints. 


Flo.  ^-Connectlno-rod  bearing  end  with  cap  removed  to  show 
^Inte 


rtALF 
OF 


F»0.3   -Crankiltaft  i>D3rin0 


Fig.  7. — ^Upper  illustration  shows  a  con- 
necting rod,  crank  pin  and  crank  arm  on 
a  single  cylinder  motorcycle  or  cycle  car 
engine.  Note  crank  pin  is  between  the 
two  fly  wheels  which  are  .placed  in  the 
crank  ease.  Lower  illustration  explains 
the  method  of  connecting  two  connecting 
rods  to  one  crank  pin  on  a  "Y"  type  en* 
gine. 


Fig.  2. — Illustrating  how  shims  or  liners  are 
placed  between  lower  connecting  rod  cap  and  upper 
part.  When  worn  a  liner  can  be  removed.  This 
permits  the  cap  to  be  drawn  closer  to  crank  pin. 

Fig.  8. — Showing  bow  one  of  the  main  crank 
shaft  bearings  is  lined  with  white  metal  babbit  or 
bronse.     Liners  or  shims  are  also  used. 


OHABT  KO.  84— Engliie  Parts;  bsaxlngs,  eoanecting  rod,  piston,  piston  rings. 

flote— 8.  A.  S.  baTO  discontinued  the  use  of  word  wrist  piu  for  puton  pio  which  of  course  is  more  applicable 
Chart  81  on  page  62. 


ENGINE  PARTS.  76 

Gonnectiiig  rod  on  a  crank  shaft  of  a  "V  type  engine  can  be  placed 
cither  **yoked"  or  ''side  by  side"  as  shown  in  fig.  7,  chart  34.  When  they 
ire  yoked,  the  cylinders  would  be  '*in  line";  if  side  by  side  the  cylinders 
would  be  ** staggered"  or  slightly  out  of  line.  See  fig.  5,  chart  36  of  con- 
necting rods  on  an  eight  cylinder  engine. 

"cpiston  and  Piston  Bing. 

The  piston  of  a  gasoline  engine  is  called  a  trunk  piston,  to  distinguish 
it  from  the  disc  piston  of  a  steam  engine.    (See  chart  34,  fig.  6.) 

A  trunk  piston  is  longer  than  its  diameter,  and  is  hollow,  with  one  closed 
end.  The  closed  end  is  toward  the  combustion  space,  and  it  is  against  the 
dosed  end  that  the  force  of  the  explosion  acts. 

The  piston  pin  passes  through  the  piston,  usually  about  the  middle  or  a 
little  nearer  the  top  (dependant  on  the  stroke.) 

The  open  end  of  the  piston  permits  the  connecting  rod  to  swing  from 
side  to  side. 

•The  piston  does  not  fit  the  cylinder  tightly,  for  a  tight  fit  would  cause 
friction  and  wear.  This  space  is  called  piston  clearance,  (see  index.)  The 
piston  is  usually  slightly  smaller  at  the  top  than  bottom  because  ^the  heat  is 
more  intense  at  top  and  expansion  must  be  allowed  for. 

The  pressure  from  the  explosion  is  prevented  from  escaping  between 
the  piston  and  the  cylinder  wall  by  piston  rings. 

fThe  piston  rings  fit  in  the  groove  around  the  upper  end  of  the  piston, 
and  there  may  be  from  two  to  five  of  them,  usually  three.  The  rings  fit  the 
groove  snugly,  but  not  so  tight  that  they  may  not  move  freely. 

They  are  cut  crossways,  so  that  they  may  be  sprung  open.    When  closed,' 
80  that  ends  touch,  the  rings  are  a  trifie  smaller  than  diameter  of  cylinder. 

When  sprung  open,  they  are  larger  than  the  diameter,  or  bore  of  the 
cylinder.  They  are  so  made  that  they  always  stand  a  little  open. 

The  rings  are  slipped  into  the  grooves  by  springing  them  open,  and 
sliding  them  over  the  piston. 

When  a  piston  is  to  be  placed"  in  a  cylinder,  the  rings  are  drawn  to- 
gether (see  repair  subject),  so  that  they  will  slide  in  easily.  The  piston  with 
its  rings  fits  the  cylinder  snugly,  and  the  elasticity  of  the  rings  keeps  them 
pressed  against  the  cylinder  wall,  making  a  fit  that  keeps  the  pressure  from 
escaping. 

None  of  the  pressure  of  the  explosion  being  able  to  escape,  it  is  all 
exerted  against  the  closed  end  of  the  piston,  or  piston  head. 

The  rings  must  be  placed  on  the  piston  so  that  the  ends  are  not  one  over 
the  other,  for  if  they  were  in  line  the  pressure  might  escape  through  them. 

The  rings  are  prevented  from  moving  around  the  piston  by  pins  placed 
between  the  ends.  (Not  on  all  pistons.)  The  only  motion  they  have  is  the 
spring  in  and  out. 

The  ends  of  the  rings  are  beveled,  or  made  with  a  joint  that  is  shaped 
so  that  it  is  tight  whether  the  rings  are  closed  or  open  to  the  size  of  cylinder. 

*For  piston  riog  fitting,  etc..  see  "repair  instruction.'*  Alnmlnum  alloy  pistons  are  now  being 
oted  to  a  certain  extent  instead  of  cast  iron  for  the  following  reasons:  They  are  about  one-third 
lighter.  The  inertia  of  the  reciprocating  piston  is  reduced  considerably.  This  cuts  down  side  pros- 
nre  or  thrust  on  the  walls  of  the  cylinders.  This  reduces  friction  and  the  consumption  of  lubricating 
oiL  The  i^eat  heat  conductivity  of  aluminum  alloy  lessens  the  carbon  deposit  on  the  piston  head  and 
the  deposit  is  more  easily  removed.  In  case  of  extreme  heat  if  the  piston  seizes  or  buckles  the  cylinder 
is  not  damaged  with  aluminum  pistons.  First,  there  was  a  little  trouble  from  wear  on  the  skirt;  it 
vas  diifieiili  to  get  a  close  enough  fit  to  insure  absence  of  slap  without  abrasion.  The  trouble  was 
tvercome  by  one  concern,  the  Franklin,  by  turning  a  shallow,  square  groove  of  screw  thread  form  from 
the  bottom  of  the  skirt  to  just  beneath  the  lower  ring.  This  holds  oil  securely  and  allows  a  smaUer 
clearance  than  is  possible  with  a  plain  piston.     Also  see  page  645  and  651.  637,  792. 

'Pistons  and  connecting  rods  must  be  made  lighter  for  high  speed  work.  Where  cast  iron  is 
ssed,  which  ii  general,  the  piston  is  made  lighter  by  making  the  skirts  thinner  and  piston  pin  boat, 
Hitter.     On  small  high  speed  engines  the  piston  skirt  is  drilled  all  over  with  large  holes  for  lightnoas. 

*The  usual  clearance  between  a  piston  and  the  cylinder  wall  is  explained  in  repair  subject. 
See  index  for  "piston  clearance."  The  maximum  clearance  is  at  the  upper  part,  for  here  the  expan- 
don  is  graatast  owing  to  the  heat  of  the  explosion.  fPiston  rings  are  measured  according  to  bore  of 
cylinder.     Soe  pages  543  and  8640  for  bore  of  engines  on  leading  cars. 


76 


D^TvE'S  INSTKUCTION  NUMRKR  EIGHT. 


SlfM 


rif .  2 — A  two  cylinder  ver- 
tical engine  with  a  860 
degree  crank  shaft;  both 
connecting  rods  on  one 
crank  pin. 


Fig.  3 — ^A  two  throw  crank 
shaft  for  a  two  cylinder  Tor- 
tical  engine,  crank  set  180 
degrees. 


Fig.  1  —  A  aiiigla  throw 
crank  shaft.  Orank  set  at 
860  degrees. 


Fig.  4 — ^A  two  cylinder  opposed  type  of  engine  with 
crank  shaft  set  180  degrees.  Cylinders  are  also 
180  degrees  apart. 


Fig  7 — ^A  two  cylinder  twin  type  of  en- 
gine used  on  motorcycles  and  light  cars. 
Note  the  860  degree  crank.  Cylinders 
at  42*  angle. 


Fig.  6 — ^A  three  cylinder  vertical  type  of  engine 
with  cranks  set  at  120  degrees.  Note  No.  2  piston 
is  up.  No.  8  (right)  would  be  120  degrees  or  one- 
third  of  a  revolution;  No.  1  would  be  120  depees 
or  one-third  revolution  from  No.  8.  or  two-thirds 
from  No.  2. 


Fig.  8 — A  **V"  tjrpe  eight  cylinder  engine.  A  regu- 
lar 180  degree  four  cylinder  type  of  crank  shaft  is 
used  with  two  connecting  rods  on  one  crank  pin. 


Fig.  6 — ^A  four  cylinder  vertical  engine  with  crank 
shaft  set  180  degrees.  Note  1  and  4,  and  2  and  S 
pistons  are  always  in  line. 


OHABT  NO.  85 — Orank  Shafts. 


ENGINE  PARTS.  77 

Two  of  the  usual  types  of  piston  rings  are  shown  in  chart  34,  fig.  8. 
piston  rings  are  made  of  cast  iron  of  a  slightly  softer  grade  than  cylinder. 

There  are  many  improved  types  of  piston  rings  which  the  manufacturem 
claim  will  not  leak;  usually  three  rings  are  placed  on  a  piston.  The  PalVi 
Co.  has  changed  to  two  rings  and  claim  that  for  high  speed  work  two  is  suffi- 
cient whereas,  for  slow  speed  work  three  rings  are  necessary. 

fThe  Crank  Shaft. 

The  crank  shaft  throw  changes  the  reciprocating  motion  of  the  pistoi 
to  the  rotary  motion  necessary  to  turn  the  wheels.  It  rests  in  bearings  that 
hold  it  in  a  fixed  position,  but  permit  it  to  revolve. 

The  crank  pin  must  be  rigidly  attached  to  the  crank  shaft,  and  to  secure 
this  rigidity  they  are  usually  made  in  one  piece,  solid  as  in  fig.  1,  chart  35, 
and  is  made  of  chrome  nickel  steel. 

The  crank  projects  from  the  crank  shaft,  and  when  the  shaft  revolves, 
the  crank  makes  circles  around  it.  A  crank  is  one  of  the  most  conmon 
mechanical  devices.  The  crank  pin  is  that  part  to  which  the  connecting 
rod  fits  and  is  also  called  the  "throw"  of  the  crank. 

A  windlass  is  turned  with  a  crank;  a  bucket  or  chain  pump  is  operated 
with  a  crank;  the  pedals  of  a  bicycle  form  cranks. 

In  a  bicycle^  the  crank  arms  are  attached  at  their  inner  end  to  the  crank 
ihaft,  and  to  their  outer  ends  the  pedals  are  attached. 

When  riding  a  bicycle,  the  feet  press  on  the  pedals  at  the  ends  of  the 
erank  arms,  and  make  the  crank  shaft  revolve.  The  feet  describe  eirelee 
around  the  crank  shaft.  Each  crank  arm  and  pedal  form  a  crank  and  there 
is  only  one  arm  to  a  crank. 

In  a  gasoline  engine,  two  arms  are  necessary  for  the  reason  that  the 
cranks  are  not  at  the  ends  of  the  shaft,  there  are  therefore  two  arms  to  each 
erank.     (Pig.  1,  chart  35.) 

The  outer  ends  of  the  crank  arms  are  connected  by  the  crank  pin.  The 
crank  pin  corresponds  to  the  pedal  of  a  bicycle.  A  gasoline  engine  has  as 
many  cranks  as  it  has  cylinders*  (see  foot  note). 

Meaning  of  Degrees  as  Used  with  Crank  Shaft. 

The  position  of  a  crank  on  a  crank  shaft  in  relation  to  other  cranks  on 
the  same  shaft  is  expressed  in  degrees  of  a  circle. 

If  a  crank  shaft  has  two  cranks  projecting  in  opposite  directions,  as  in 
fig.  3,  4  and  6,  chart  35,  it  is  called  a  180  degree  crank  shaft. 

If  the  cranks  project  from  the  same  side  of  the  shaft,  as  in  figs.  1  and  2 
10  that  the  crank  pins  are  in  line  it  is  called  360  degrees  crank  shaft. 

In  such  a  case,  as  shown  in  fig.  2,  chart  35,  instead  of  having  two  pairs 
of  crank  arms  with  a  crank  pin  to  each  pair,  the  crank  pin  may  be  made 
long  enough  to  hold  both  connecting  rods,  and  has  only  one  pair  of  crank 
arms.  Both  connecting  rods  drive  one  crank.  This  type  of  engine,  however 
ia  not  used  on  account  of  its  uneven  firing  (see  chart  53,  page  116,  for  firing 
orders).  Engines  with  crank  shafts  as  shown  in  figs.  3  and  4  would  fire  more 
reg^arly. 

The  engine  in  fig.  4  is  called  the  opposed  type  of  engine.  It  was  formerly 
oaed  to  a  great  extent  on  small  cars  and  is  still  used  to  some  extent  on 
tracks  and  tractors  for  heavy  work.  The  cylinders  are  placed  180  degreee 
•part  (see  fig.  1,  chart  38) ;  the  crank  shaft  is  also  180  degrees. 

The  four  cylinder  engine,  fig.  6,  chart  35,  employs  a  180  degrees  crank 
«haft.  Note  "throws"  of  crank  on  cylinder  1  and  2  are  180  degrees  apart 
Mid  3  and  4  are  180  degrees  apart. 

tS—  chart  65  for  six   cylinder  crank   shaft  explanation. 

*Fif.  2  thowt  •  two  cylinder  onfino  with  on«  ersnk.     Tbit  typ«.  however  it  obsolete. 


78 


DYKE'S  INSTRUCTION  NUMBER  EIGHT. 


riff.  1.    A  Mild  t7p«  of  cnak  shaft — three  bear- 
Inff  typOi  fovr  cylinder. 


GRAH¥^ 


THHOW   (> 


Flff.  2.  A  built  up  typ*  of  cnak  ihaft  (teldom 
used).  The  above  is  •  six  cylinder  crAnk,  with 
four  bearings. 


TH«OW- 


sous  TO 


[^^ 


Flff.  4. 


A  solid  crank  shaft,  with  seven  bearings. 


Six  eylinder. 


rcvi 


Flff.  12.  Typical  counterbalanced  four* 
throw  crankshaft.  This  method  of  bal- 
ancing is  used  on  the  Steams-Knight. 
Oole  and  Oakland  engines. 


CONNECTIM&  ROP 
LOWER  BEARlMCrSlDE. 
SIDE  ON  ONE. 

, CRANK 
A,.    P»iN 


Flff.  6.  A  regular  four  cylinder  type,  180* 
crank  shaft  is  used  on  the  8  cylinder  **V"  type 
of  engine.  Two  connecting  rods  are  placed  on 
OAO  erank  pin;  either  side  by  side,  or  yoked 
(see  flg.  7.  chart  84). 

If  side  by  side  the  two  cylinders  would  not  be  in 
liae  but  "staggered.**  If  connecting  rods  were 
**yoked*'  then  the  cylinders  would  be  in  line. 


Fig.  6.  In  this  lUnstrafcioii 
the  Idea  Is  to  explain  the 
term  "degree"  used  in  con- 
nection with  erank  shafts. 


Any  perfect  circle  is  860*.     If  the  circle  Is  di- 
vided into  quarters,  each  quarter  would  be  90*; 
half  of  the  circle  180*;  a  third  120*. 
Fig.  1.     Xote  one  crank  pin — hence  860*  crank. 
Fig.  2;  from  center  of  one  crank  pin  to  center  of 
other  is  half  a  circle  or  180*. 
Fig.  S;  here  we  have  two  pairs  of  crank  pins  as 
shown  in  flg.  2.  but  on  one  crank;  also  180*. 
ng.  4;  end  view  of  a  three  or  six  cylinder  erank 
shaft.     Note    crank    arms    are    one-third    apart 
or  120*. 


OHABT  NO.  80— Crank  Slimft  Ck>iistniction. 


ENGINE  PARTS.  79 

Therefore,  pistons  on  cylinders  1  and  4  are  always  up  or  down  together, 
and  2  and  3  are  up  or  down  together  or  in  line. 

The  eight  cylinder  "V"  type  engine  would  in  reality  be  nothing  more 
than  two  four  cylinder  engines  with  cylinders  set  **V"  shape.  The  angle  of 
(flinders  usually  being  90  degrees  or  one-half  of  the  180  degrees  of  the 
crank  shaft.  The  same  four  cylinder  180  degrees  crank  shaft  is  employed. 
There  are  two  connecting  rods  to  each  throw  of  the  crank,  which  can  be 
placed  *'8ide  by  side,"  fig.  5,  page  78  or  "yoked,"  fig.  7,  page  76. 

If  connecting  rods  were  side  by  side,  then  it  would  be  necessary  to 
"stagger"  cylinders  by  setting  them  out  of  line  with  each  other. 

A  three  cylinder  engine  must  have  a  crank  shaft  wnth  the  three  crank 
pins  placed  in  three  positions,  or  one-third  of  a  revolution  apart;  this  would 
be  placing  them  120  degrees  apart,  see  fig.  5,  chart  35,  and  fig.  5,  chart  52. 

A  six  cylinder  engine  would  have  a  crank  shaft  with  six  crank  pins 
or  crank  ''throws"  placed  in  thirds,  or  120  degrees  apart.  There  would  be 
three  pairs  in  line — see  fig.  4,  page  78  and  figs.  4  and  5,  page  122. 

*A  twelve  or  twin  six  cylinder  "V"  type  engine  would  use  the  same  type 
of  six  cylinder  crank  shaft,  but  with  two  connecting  rods  to  each  crank  pin. 
The  cylinders  would  be  placed  t60  degrees  apart  or  one-half  of  the  120  degree 
crank  shaft.  The  cylinders  would  be  "staggered"  if  connecting  rods  were 
placed  "side  by  side"  per  fig.  5,  page  78. 

The  twin  cylinder  "V"  type  of  engine  used  on  a  cycle  car  and  motor- 
cade would  use  a  360  degree  crank  or  one  crank  pin,  with  connecting  rods 
joked. 

Cylinders  on  this  type  of  engine  are  usually  placed  at  an  angle  from 
42  to  46  degrees  apart. 

Construction  of  Crank  Shafts. 

There  are  two  kinds  of  crank  shafts,  one  known  as  the  "solid  crank 
shaft"  and  the  other  as  the  "built  up  crank  shaft."  (See  figs.  1  and  2, 
chart  36.) 

The  solid  is  by  far  the  most  used.  It  is  made  from  one  piece  of  steel,, 
which  is  forged  to  shape  and  then  turned  up  in  a  lathe,  the  workmanship 
in  many  cases  being  accurate  to  a  ten-thousandth  part  of  an  inch. 

The  built  up  crank  shaft  has  each  of  its  parts  made  separately  and 
then  fixed  strongly  together  and  quite  often  fitted  with  ball  bearings. 

An  advantage  of  the  built  up  crank  is  that  the  crank  shaft  bearings 
could  be  fitted  with  ball  bearings.  However,  built  up  shafts  of  this  kind 
are  not  usual,  and  in  the  case  of  powerful  engines,  only  the  strongest  solid 
crank  shafts  are  ever  used. 

The  counter  balanced  crank  shaft  with  counterweights  (CW)  electri 
cally  welded  to  the  crank  shaft  and  an  integral  part  of  the  crank  shaft,  as 
illustrated  in  chart  36  is  becoming  popular.  It  permits  high  speeds  to  be  ob- 
tained without  detrimental  vibration,  and  relieves  the  tendency  to  "whip- 
ping" of  the  crank  shaft  and  "slapping"  of  the  pistons,  (see  fig.  12,  chart  36.) 

Cylinders — see  chart  37. 

The  cylinder  of  a  gasoline  engine  is  made  of  cast  iron  or  20  per  cent 
lemi-steel,  and  the  water  jackets  are  generally  cast  in  one  piece  with  it. 

In  some  designs,  notably  the  old  Pope-Toledo  and  1914  Cadillac,  the 
water  jackets  were  formed  by  surrounding  the  upper  part  of  the  cylinder  with 
sheet  copper.    See  fig.  2,  chart  37. 

The  cylinders  of  an  engine  with  more  than  one  cylinder,  are  either  cast 
dngly,  or  in  pairs;  that  is,  two  cylinders  with  their  water  jackets  are  made 
in  one  piece. 

•The  twelve  cylinder  engine  was  formerly  referred  to  as  used  on  motor  boats,  where  12  cylinders 
WW*  placed  in  a  row.  The  "twin  six"  refers  to  cylinders  of  6  to  a  side,  placed  "V"  type.  How- 
erer.  inacmnch  as  the  8  cylinder  is  referred  to  as  an  "eight,**  although  it  is  also  placed  4  cyllndera 
**▼*'   t7P0.  we  will  not   adhere  to   this  rule   entirely. 

tOn  tome  of  the  twelve  cylinder  airplane  engines  (see  page  918),  the  cylinders  are  45  degrees 
■PMt.     The  Liberty  engine  cylinders  are  45  degrees,  see  page  934. 


DYKE'S  INSTRUCTION  NUMBER  EIGHT. 


rif.    1.    A   linfto   cyUn- 
Ut  with  1 


•round  it. 


water  jacket  cast 


JHl 

1^ 

i        i 

i     1 

Fig.  2.  A  liiiglA  cjlin- 
der  with  a  eopper  water 
jaclcet  placed  around  it. 


ihQA(Ml&A 


P'x^b 


Fig.  9.    Air  cooled  laage 
tjpe  single  eylinder. 


miCHf<U5T 
CAPS 


rV.CA/' 


Fig.  4.  "T"  type  of  cylinder.  Note  inlet  ports 
on  one  side  and  exhaunt  ports  on  other  side.  Galled 
**T'*  type  because  it  is  T-thaped. 


etHAUSr 
PaRT5  ON 
3iPB 


Fig.  6.  **L"  type  of  eyliiidor.  All  Talret 
are  on  one  aide.  Galled  **L"  type  because  it 
is  Lr  shaped. 


'6rt  o^  »^ 


7.     Round  or   **I" 
with     detachable 


T-head 


L-head 


Z«r  ▼•!¥•- 


Fig.  6.  BfETHODS  OF  OTUKDEB  OASTINaS— OyUndin  cast 
"singly"  is  illustrated  at  (4S).  The  crank  shaft  is  a  180*"  with  ive 
bearings. 

Cylinders  cast  in  "pairs**  in  fig.  (4P).  Crank  ahaft  180*  with 
three  bearings. 

Cylinders  cast  "in  block"  fig.  (4E),  note  a  two  bearing  crank 
shaft.     Seldom  used,  only  on  very  small  engines  with  short  crank  ahaft. 

A  six  cylinder  engine,  with  cylinders  in  "triplets.**  (Ag.  eT). 
Note  the  crank  shaft  appears  to  be  ISO"  type,  but  is  divided  into 
thirds    (see    fig.    4.    chart    36). 

Cylinders  in  block  with  detachable  cylinder  head  is  illustrated  in 
fig.   4ER). 

Fig.  7.  Bound  type  of  cylinder.  Valves  overhead.  Tha  uppei 
part  with  the  valve  in  the  head  is  detachable  and  is  called  *  Waive  in 
the  head"  type  of  valve  arrangement.  This  type  of  cylinder  ia  ales 
called  "I"  type. 


CBABT  NO.  87— OyUndtr  Typ«L 


ENGINE  PARTS.  81 

The  portion  of  the  cylinder  in  which  the  piston  moves  should  be  a  true 
eirde,  and  as  smooth  as  possible.  In  the  better  grade  of  cars  the  cylinders 
walls  are  ground  to  a  smooth  finish  so  that  there  may  be  as  little  friction  as 
possible.  Any  roughness  of  the  walls  will  cause  wear,  which  comes  in  the 
tonn  of  cuts  and  scratches  lengthways,  that  permit  the  pressure  to  escape 
iioiind  the  piston. 

Cylinder  heads  may  be  cast  solid  or  with  detachable  head,  see  fig.  9, 
page  90 ;  also  Ford  engine,  page  783  and  insert  No.  2.  The  detachable  head  is 
gaining  in  favor.  It  permits  easy  access  to  the  valves,  and  for  removing  car- 
bon, removing  pistons  and  is  good  manufacturing  practice  because  it  makes 
grinding  of  cylinders  easier. 

Types  of  Cylinders. 

Cylinders  of  engines  are  made  in  several  different  shapes  and  are  usually 
made  of  cast  iron.  Some  of  the  airplane  engine^  have  cylinders  made  of  steel. 
See  pages  916,  934. 

fThe  "T"  head  type  of  cylinder  is  made  so  that  the  exhaust  valves  are 
on  one  side  and  the  inlet  valves  are  on  the  other  side.  Note  the  "T"  shape 
in  fig.  4,  chart  37. 

fThe  ''L"  head  type  of  cylinder  is  made  so  that  the  exhaust  and  inlet 
Ttlves  are  all  on  one  side  of  the  cylinder.  Note  the  ''L"  shape  in  fig.  5,  (if 
tamed  up  side  down). 

fThe  ''I"  head  type  of  cylinder  is  made  so  that  the  valves  are  iplaced 
in  the  top  of  head  of  cylinder — ^both  valves  on  one  side  or  opposite,  ng  7. 

The  "F"  head  type  of  cylinder:  inlet  valve  in  the  head,  exhaust  valve 
on  side.    See  fig.  6,  page  88. 

When  an  engine  has  more  than  one  cylinder,  the  cylinders  can  be  east 
singly  or  in  plain — and  can  be  of  either  the  T,  L,  round  or  I  head  type. 
(See  figs.  4,  5  and  7.)  Sometimes  multiple  cylinder  engines  use  all  cylinders 
cast  singly  (4s  fig.  6).    They  can  be  of  the  T,  L  or  I  head  type. 

^Cylinders  cast  "en-bloc"  means  that  the  four  cylinders  on  a  four  cylin- 
der engine,  are  all  cast  in  one  piece  (see  fig.  4E).  They  ean  also  be  of  the 
T  or  L  head  construction. 

Cylinders  on  the  six  cylinder  engine  (6T) ;  can  be  cast  in  "triplets,'' 
singly,  in  pairs  or  in  block.  The  "L"  type  is  used  on  the  most  of  the  six 
eylLicter  engines.  They  are  usually  cast  in  pairs  of  three  cylinders  to  a 
block. 

Cylinders  on  an  eight  cylinder  "V"  type  engine  are  usually  cast  "in 
block"  and  are  placed  90  degrees  apart,  and  on  a  twin  six  cylinder  engine, 
00  degrees  apart.  On  a  twin  ^'Y"  cycle  car  or  motorcycle  engine,  42  to  45 
degrees.     (See  chart  ^5.) 

The  offset  cylinder  with  an  offset  crank  shaft  or  offset  cylinders,  as  you 
ehoose  to  say,  is  represented  in  fig.  5,  chart  38.  The  line  A,  which  passes 
through  the  center  of  the  cylinder,  is  some  distance  to  one  side  of  the  line 
B,  which  passes  through  the  center  of  the  crank  shaft.  Some  of  the  ad- 
vantages claimed  for  the  offset  crank  shaft  are  less  liability  of  a  back  kick, 
reduced  wear  on  the  bearing  surface  of  the  cylinder  walls,  connecting  rods 
and  crank  shaft,  less  liability  of  the  engine  to  be  stalled,  when  the  car  is 
ronning  slowly  on  a  high  gear,  and  other  construction  facilities.  The  cylin- 
der set  central  over  the  crank  shaft,  as  in  fig.  4,  is  the  type  in  general  use. 
Cylinders  can  be  placed  horizontally,  vertically  or  at  an  angle,  (see  chart 
88). 

Meaning  of  Bore  and  Stroke. 

The  stroke  is  the  length  or  distance  the  piston  travels  up  and  down 
inside  of  cylinder. 

The  bore  of  a  cylinder  is  its  inside  diameter. 

*T1m  word  "en-bloe"  U  takwx  from  th«  Fruieh.     The  S.  ▲.  E.  now  term  this  word  at  "ia-bloek.** 
tSee  faidez  for  "ftdTantafea  and  diaadvantagea  of  the  T,  L  and  I  head  eylindert.*' 


82 


DYKES  IXSTRICTION  NUMBER  EIGHT. 


rig.  1.  Note  oyl-.u^fr? 
«r«  iUao^  ISO  dejr*#* 
apart  a  v.  a  ar.'  -.r  i  'or: 
xoMla!  vo*;»ior.  T^r=:< '. 
iin     "oi'po>e4    o>'..-u^r' 


"*^."^ 


n»ual  m^thwi  of  »M< 
tUyi     c^luta«T«     o«e- 

b  *»  I  h      oon::#cl.;s^ 
r*sl    at* a    oTav.K    •?% 


IV 

S        er—i«=»        ^-  ryU-ir 

rrrt. 

0%.  :rr*.       ■-      *  --    V^ 

4-'  .  ♦ 

•*      i»'                         ^-^  i    •■-    - 

.^5=* 

'-m 

T^    5     !!♦  ;^s«K  -Tl-=- 

i»5    <r    '->.'*    AA*    -rATi 

*  A.-.   *f;::t.f       ».:;.-Xi*-« 

r.JO     >*    -     -    "    ^•'*-- 

:."'       S.-i*    .  ^#      A  — 

-zTf.i-T*    r,Ni    •-»    -^    » 

vyr>:^   ^iz:.:^  ?w»:-..vo. 

:  .nri  ant     ^-   J  »: 

r*Ti         :f*«         rAZ«* 

F;;.  S.    Cr^isdCTS  at 

.. ,  -  _  r;«  a  1^?  c?- 
fre<  rra=.k  if  ci«i 
ci  a-  *:*i:  "T" 
:t7«-  ari  £7:ir£er» 
are  T-»^*i  cr«-i.alf 
:f  :^:a.  rr  K  irffrces 

T-f  :r%Tt  »iif:  c-  a 

i<c-^:    ;r*r.k    arl  cyliad^ri  are  placed  at  an 


9§?Q^Q^ 


^>rr«>«%  tMafc'>  r%r»' 


IlSAViLU'VCt 


.QOQOQJp 


^ 


;;^^^<^^^ 


r^.  6.  ••T"  head 
trye  of  cyLcder  v:th 
f^sazi:  sir.ifoM  on 
r^#  fide  az:d  intake 
c^r:fc!d  oa  tLe  op- 
;-:«i:e  a:ie. 


'7':*-  ii<  extaaat  aod 
ir>:  r:.arifoU  vooM 
r«.-ii  i*  crs  one  aide 
:r  SI*  "rmlre  aide. 

^t'it:  &ad  Sxh^ast  ICmifoldfl. 

SxlaxK  yaTlTrM  csBstzvetiOB: 
A  ^  a  fiol  iM;i»c  cf  axhavst  om- 
.-.z   ::r  a  1   re  4   rrliader  Ttrtical 

'  B:"  a  s^s; je  aazifrld  ia  vkieh 
1^   --sirr-.cra;  jipe  fr;a  eark  cyl- 

■,*.-4':':;c  zLaLi^iZ  ■  CI-""  Is  t^^ii 
=ji  fiOi  :i-t  .-^L^rtur  ix^*  is  siaie 
»:x^.:.-ri:j  iarf*  "  '^M  wrea  lie 

a  .7  :j  :««»  :1«2.  tra:  is  ikt  ej:- 
-Tt-fr  a:  ii«  rxlT-t  m  tS*;  lieire  i* 


•  V  - v-.V— ^. 


r "  i^ass'^^ 


:^ 


&v^<^ 


<*   *.       V    *  '^^  > 


^"  >. 


"V 


N      »  »»  V* 


-•ivi  a-t  7  ?•»  I  ai£  :  izT  ._. 
mi'LJt  rx33Li*iT%  are  frcTr*^  :- 
'ct     "»itr«a*    ZX'^     ar»     »f7,ara:e 

:.-c  r7":a«i-fn  I  asii  4  T":j  ^v.-rii 
is*:  :k:  i  mr^iT  n.  'u.a:  rr"_i'E«r»  C 
iT-i  ?  !■*"•«*  «T7Cii»ai  pin.«<xtT-s:T 
i.ri  ^i*  ;a-f  it:it  3i  rKTia^'f  »^  ta<- 
■r.j:  ;■».'«*  J.:  ^-f  fxziauc  iif  ti*  ;▼:. 
?     3i  «t3:e  tfESK'  %i  ^K  ir 

1-3  z  I.    &T>i  I  azii  4      Tla  :»  :<ai 

r^.**-7-i ■:—•«.     3    IMC    -ft     iX^uitin 

-   "-  *■- :a-<"    ^vv-ji^  rhj  r'"-a;"«^  s  "U'«  aas«. 

■.>■      /   t:a*i   i   T:a-=  .  j.ii  jx  "»:  .ri   zm   fUdcxac  ?i7»f 

j^i.    *».?    :i--f    irt.r    a.'r    a3«t    «-::iiajiR    >^-{«    i^- 
■    ■^*     -■         ::»T     .-..     T  ■.»    1    fli»p«    IC-J|ir«  r        «    rati    CI 

« ■    » ■  -»■•  ^  s    :     *  :«*■    :  j»  "MMWi-e  v  "s-jjlm  11-  rr-; 

.    ^       "^=    ;-7.-e»-T»    /.        A       *?.s.       r        SKX    'y^Ll-j 

.   -*     :  A   :c       2:     :3^r   -'a-r   »t^~  v  «-•  «!*:«. 

.•;::  -         t^ -^      .:   ■  :  ;->    s  ^:    =-..      .  i^    i.rr*   r^rai 

:-.•:-    .-...■:M7v.-r   zx.4«-    i.ri    -!.—.>    a.    ziii 


f-v:^ 


•L      r":  >     » 


y^i^^^.-'.ira    a 


,^ux^v^\^  *s    K>^v.v^    K:. 


ni     i.:^'  <w  jvwit 


ENGINE  PARTS.  83 

Square  stroke;  when  the  piston  travel  in  a  cylinder  has  the  same  length 
as  the  bore  in  diameter,  then  it  is  called  a  square  stroke  and  bore. 

fLong  stroke:  when  the  piston  travel  is  much  more  than  the  bore  di- 
ameter, ^en  it  is  called  a  loag  stroke.  For  instance,  a  piston  4x4  inches  is 
called  ''square  stroke."  A  cylinder  whose  bore  is,  say,  4  inches  and  the 
stroke  is  5V^  inches,  this  would  be  called  a  "long  stroke." 

The  valve  chamber  is  that  part  surrounding  the  valve.  The  valve  port 
is  the  opening  for  the  intake  or  outlet  of  gas. 

The  combustion  chamber  is  the  inside  upper  portion  of  cylinder,  above 
piston,  when  the  piston  is  at  the  top  of  its  stroke. 

**Inlet  Manifold  and  Pipe— see  chart  38. 

The  inlet  manifold  is  the  part  which  connects  to  the  inlet  port  open- 
ings in  cylinders,  from  carburetor.  If  there  is  only  one  connection  to  cylin- 
der, as  on  a  single  cylinder  engine,  then  it  is  called  an  inlet  pipe. 

When  the  valves  are  all  placed  on  one  side  of  the  engine,  as  in  the  *'L" 
head  type  of  cylinder,  then  the  inlet  and  exhaust  manifold  are  both  on  the 
same  side  of  the  cylinder. 

When  the  inlet  valves  are  on  one  side  and  the  exhaust  valves  on  the 
other  side,  as  in  a  ''T"  head  cylinder,  then  the  inlet  manifold  is  generally 
on  one  side  and  the  exhaust  manifold  on  the  other  side. 

In  order  that  there  may  be  as  Utile  resistance  as  possible  to  the  flow  of  the 
mixture,  this  manifold  should  be  as  straight  as  the  position  of  the  earburetor  wiU 
permit.  There  should  be  no  sharp  angle  bends,  the  bends  being  as  flat  and  easy  as 
possible  and  the  distance  from  carburetor  to  inlet  ports  as  short  as  possible  to  prevent 
condensation. 

When  more  than  one  cylinder  is  suppUed  from  one  carburetor,  the  distance  from 
the  carburetor  to  each  valve  should  be  the  same.  The  inside  of  the  inlet  manifold 
must  be  smooth  and  clear  inside  so  that  there  is  no  obstruction  offered  to  the  flew  of  gas. 

In  those  marked  '* incorrect"  (chart  38;,  the  distance  from  the  carburetor  to  the 
inlet  valves  are  not  equal,  and  consequently  the  valves  nearest  the  carburetor  will  get 
more  of  the  mixture  than  those  farther  away. 

In  the  arrangement  marked  '* correct,"  the,  distances  are  equal,  and  consequently 
the  valves  get  equal  quantities  of  mixture,  and  the  engine  wUl  run  more  evenly  than  if 
the  cylinders  received  different  amounts. 

Exhaust  Manifold  Construction. 
In  chart  38  exaggerated  and  simplified  illustrations  are  shown  in  order 
to  give  the  reader  an  idea  of  the  different  methods. 

Sharp  bends  in  the  exhaust  pipe  cause  back  pressure,  and  should  be 
avoided.  Dirt  in  the  pipe  or  muffler  has  the  same  effect,  and  this  should  be 
gpiarded  against. 

Exhaust  Pipe  and  Muffler. 

The  exhaust  pipe  leads  from  the  exhaust  manifold  to  the  muffler.  If 
engine  is  an  eight  or  twelve  **V"  type,  there  are  usually  two  exhaust  pipes 
and  two  mufflers. 

In  order  that  the  exhaust  manifold  may  be  cooled  as  rapidly  as  possible, 
the  exhaust  manifold  and  pipe,  connecting  the  exhaust  valve  chamber  to  the 
muffler,  is  exposed  to  the  air. 

The  connection  from  exhaust  manifold  to  exhaust  pipe  is  usually  made 
with  a  flange  connection  with  asbestos  packing  between. 

'''The  muffler  and  exhaust  pipe  should  be  made  so  that  there  is  as  little 
back  pressure  as  possible.  Back  pressure  is  caused  by  anything  that  prevents 
the  free  escape  of  the  gas  therefore  sharp  bends  should  be  avoided,  otherwise 
the  incoming  fresh  mixture  becomes  mixed  with  that  part  of  the  burned  gas 
left  from  the  previous  charge,  and  the  power  of  the  engine  is  cut  down  ac- 
cordingly.   The  muffler  is  explained  in  chart  39. 

t8«t  p«ge  631  for  "advantages  and  disadvantages  of  long  and  short  stroke." 
**Tbe  modem  inlat  manifold  is  water  jacketed  or  gas  heated  as  per  pages  157  and  164. 


^ 


%    *Ji 


1 


•ho 

-      ••.  r.iviZ 

•  •  •  r:l.r»te 
L.-   5}.    A 

•  .  .\:>r  of 


.7«    -  .-^ 


ENGINE  PARTS. 


■S  rod.  8 — Oonaectine  rod  i]iiia«,  or 
•Coiui^eline  rod  boarins  cap.  U — 
«t»d  bearing  c«p  duU,  V — Oonnecting 
^nr — PUton  pin  biulilDf«  X — Pi«loa 

B 


sMmt 


Tig.  2:  Oyllnder  liesd  U  d«ticli- 
«blfl  with  YSilvea.  Oylmdcn 
ftepsrate»  therefore  a  head  ia  aeo- 
esMry  for  e«ch  cylinder.  If  cylindar* 
were  *'eo-bloc"  ip^t  page  B0'4EB}, 
iben  there  would  be  but  one  head. 
A^ — ^Valve  ftprmg  cap  nat,  B— Tal^re 
aprioff  «ap  lock  nut.  0 — YalT« 
tprine.  1>— Yalre  ■tern  guid*.  S 
— VnRe. 


*  dtiliie  bottom  iiiie  up,  ahowiiif  main  bearinfft 
in  ita  bearine      There  are  Ave  maio  bearingl 
_  _       r  enfinep  usual  oumber  !■  three.      1.  2,  8*  4,   6 
iflbtarinca.  A — Bearing  cap  nuta.  fi — Bearing  eaps. 


End  ',  iue  bolow- — showing 

the  gtiar^.  _.   1,  meaiuree  4  mchM. 

gear  A  uiea«ures  S  inchei«  A — ii  the 
<*eiD  ibaft  gear  (all  valves  on  one 
tide),  and  overhead,  mechanically  op- 
erated, 

E — Drive  geer  on  crank  ahaft.  D — 
Idler  gear  between  drive  gear  and 
cear  operating  the  magneto.  B — Mag 
neto  g(^a^, 

Th«   cam   Bb&rt   g«*r   runt   onahall 

the    ipeed    ef   the    craok    thaft. 

The  magneto  gear  rum  ai 
a«    crank    shaft. 


It*  ild«.  Exhautt  and  inlet  vaWei  are  both  mechanically  operated  and  are  overhead  type,  A  eyttem  oi 
4  ro«k«r  arms  for  both  inlet  and  exhaoat,  8ee  page  BB  for  explanation  of  variona  typea  of  velvet, 
•^raler  inantfold  clamp  bolt,  B — water  manifold  clamp.  0 — ontiide  water  coonectioo,  D — oil  pump  and  igoi- 
lltC  I»»i"»*  E — oil  pump,  F — oil  pump  tprlag  catch,  G- — water  pump.  H — intake  water  manifold,  I — ^rettun 
■SBifold,  J — ignition  timer ^  K — oil  pipe,  Lr— hoie  clamp,  M — front  cam  abaft  bearing  acrew,  N — valve  lift«r* 
h  red  adjuitment,  P— valve  puah  rod,  Q — center  cam  sfieft  bearing  acrew,  R— rear  cam  shaft  bearing  lerew, 
■  eaa  abaft  bearing  cap,  T — water  pump  grease  cup. 


O*  €1 — Study  of  «  4  Oyllnder  Unit  Power  Pl&nt: 
i  vmlvea.     Valveg  are  ground  in  head;  Cylinders; 


Valves;  overhead;  Oyliiider  head,  detachable 
*I**  or   round  head  type   east   singly,   modem 
itlce  is  to  cast  in  pairs  for  4  cylinders^  and  in  pairs  of  three  for  6  cylinder  engineB.     Note  the  dif - 
aee  i^  the  *' valve  in  head^'  and  other  ^* overhead  valve '^  eyatems  m  chart  42^  page  00. 
40  on  page  BG — by  error.) 


i: 


DYKE'S  ISSTSrCTI'I'N  2wTX3EB  EIGHT. 


*.:  T-n  St  iif    ^      T*tttr^  %:rf  rmr  r^iu  la  stir:   kjl'^ 


5^    * 


C^3xa.     razx  Sixf^    inrmiit  i^  intajt 


ENGINE   PARTS.  87 

Valve  Caps. 
Where  valves  are  on  the  side  and  the  head  cast  integral  with  cylinders, 
valve  caps  are  screwed  over  the  valves  in  the  cylinder  (see  figs.  7,  8,  page  90, 
also  chart  32).  By  removing  these  caps  the  valves  can  be  lifted  from  their  seat 
and  ground.  There  are  two  valve  caps  to  each  cylinder;  an  inlet  valve  cap 
and  an  exhaust  valve  cap. 

Compression  or  Belief  Cocks. 

Consist  of  small  pet  cocks  screwed  into  the  exhaust  valve  caps.  By  open- 
ing when  the  engine  is  running,  it  is  possible  to  see  if  any  of  the  cylinders 
are  missing  fire.  A  fiame  will  shoot  out  if  firing.  If  mixture  is  right  the 
flame  will  have  a  blueish  color.  They  are  also  used  for  injecting  gasoline  in 
winter  when  engine  is  cold  and  hard  to  start — see  chart  32,  page  64.  The 
8.  A.  B.  now  term  this  a  ** priming  cup." 

*Cams  and  Cam  Shaft — see  chart  40. 

A  cam  is  a  device  that  produces  intermittent  motion.  When  an  object 
is  in  motion  part  of  the  time  and  at  rest  between  motions,  its  action  is  said 
to  be  ** intermittent."  A  cam  may  best  be  described  as  a  wheel  with  a  hump 
or  nose  on  one  side  (figs.  1  and  2),  or  in  other  words,  it  is  a  piece  of  metal  re- 
volving with  a  shaft,  part  of  its  circumference  being  farther  from  the  shaft 
than  the  rest.  The  part  of  the  cam  that  projects  is  called  the  nose.  Any- 
thmg  resting  against  the  cam  will  be  moved  only  when  the  nose  comes  around 
to  it;  otherwise  it  remains  stationary. 

For  a  four  cylinder  engine,  four  cams  on  the  inlet  cam  shaft  are  shown 
in  chart  40,  fig.  7.  Four  more  cams  on  an  exhaust  cam  shaft  are  provided  on 
the  opposite  side  of  this  engine,  because  it  has  **T"  head  cylinders.  The 
cams  are  divided  in  four  positions  on  the  cam  shafts,  and  are  made  in  one 
piece  or  integral  with  the  cam  shaft.  If  the  cylinder  is  **L"  type  then  all 
cams  would  be  on  the  one  cam  shaft — see  fig.  9,  chart  40. 

tFor  each  cylinder  there  is  one  inlet  cam  and  one  exhaust  cam.  The  ex- 
haust cam  usually  has  a  broader  nose  because  it  must  hold  the  valve  open 
longer. 

The  cam  shaft,  also  called  the  ''secondary"  or  ''half  time  shaft,"  has  a 
cog  wheel  or  gear,  called  a  •timing  gear,  on  one  end,  which  meshes  with  the 
drive  shaft  gear  on  the  crank  shaft. 

When  the  crank  shaft  revolves,  the  drive  gear  on  the  crank  shaft  drives 
the  timing  gears,  which  drive  the  cam  shaft  and  thereby  rotate  the  cams. 

The  nose  of  the  cam  raises  a  valve  lifter  or  tappet,  which  plunges 
against  the  end  of  the  valves  and  raise  tLem  from  their  seat.  When  the  nose 
of  the  cam  is  under  the  roller  or  valve  lifter,  the  valve  is  held  open ;  the  valve 
is  closed  after  the  nose  passes,  by  the  action  of  a  strong  spring,  (see  page  92.) 

The  valve  stem  being  held  in  a  valve  guide,  cannot  move  in  any  direction 
but  up  and  down.  Thus  the  steady  rotary  motion  of  the  cam  is  changed  to 
the  intermittent  motion  of  the  valve. 

As  has  been  shown  on  four  cycle  engines,  each  valve  opens  only  once 
while  the  crank  shaft  makes  two  revolutions.  Therefore  the  cam  shaft  should 
revolve  only  once  while  the  crank  shaft  revolves  twice. 

jiTiming  Gears  and  Silent  Chains. 
If  two  gears  running  together  (or  in  other  words,  in  "mesh"),  have  the 
same  number  of  teeth  they  will  make  the  same  number  of  revolutions. 

*Por  getting  cams,  see  valve  timing  instruction  No.  9.     Also  Dyke's  4   cylinder  engine  model. 
tSpecial  racing  type  engines,  as  the  Stutz.  page  109,  hnve  two  inlet  and  two  exhaust  valves,  and 
ti  many  cama.     The  White  also.     Thia  is  termed   "dual  valves,"   see  page   109  and  927. 
tPor   "adjustment  of  timing  gears."    "silent   chains."    etc..   see   index. 


DYKE'S  INSTRUCTION  NUMBER  EIGHT. 


£ig.    1 — Poppet    Type 
of  Valve; 


.  so  nfimed  be- 
oAiite  the  vftlve  pope 
up  and  down.  There 
•re  two  valves  to  each 
cylinder;  an  inlet  and 
an  exhaust  valve.  This 
tjpe  of  cylinder  is  a 
*  'T' '  head,  therefore 
valves  are  on  opposite 
sides  and  mechanically 
operated. 


/AUTOMATIC 
INTA*s£  VALVE 


'SPRlNQ 


"IN"  means 
inlet,  and  "EX" 
exhaust. 


FIG.i 


Fig.  2— T  h  • 
Botary  Y  a  1  ▼  o — 
See  chart  70. 

Hg.  3  —  T  b  a 
Sleetra  Type  of 
Valve;  there  aro 
two  sleeves  with 
openings  at  up- 
per end.  When 
these  opening! 
are  together,  the 
fresh  gas  is  ad- 
mitted or  burnt 
gas  discharged. 
See  pages  139 
and  140. 


/^^^^ 


Fig.  4 — ^AntomaUe  Inlet 
Valve.  Suction  of  piston 
draws  the  valve  open  againat 
the  tension  of  apring.  Ex- 
haust  valve  mechanically 
operated. 


VMNC 


Fig.  6 — Cylinders  are  "L"  shaped,  all  valves 
on  one  side.  Note  the  four  inlet  and  four  ex- 
haust valves  on  four  cylinders.  These  vahres 
are  the  "poppet"  type  and  are  mechanically 
operated. 

To  remove  valves;  there  are  valve  caps  over 
each  valve. 


Fig.  7.  —  Overhead 
mechanically  operated 
inlet  and  exhaust 
valve. 


Fig.  10. — The  Dae- 
•enberg  principle  of 
operating  valvea  from 
the  aide.  There  are  2 
inlet  and  2  exhauat 
valves   per   cylinder. 


i#UVP) 


Fig.  6. — Overhead  mechanically 
operated  inlet  valve  and  side 
mechanically  operated  exhaust 
valve  on  *'P"  head  type  of  cylin- 
der. The  inlet  valve  in  this  instance 
would  be  "Cage"  type  (fig.  4. 
page  90).  The  cage  with  valve 
IS  screwed  into  cylinder  head. 

To  remove  the  inlet  valve  the 
caRre    with    valve    is    screwed    out. 

To  remove  ezhantt  valve  a  valve 
cap  over  the  valve  is  removed. 


Valve  Operation  and  Location. 
Valves  are  operated  either  mechanically  or  automatio- 
ally.  The  inlet  valves  can  be  of  the  autoxnatie  type  (fig. 
4),  but  is  seldom  used  for  automobile  work.  It  is  used 
to  some  extent  on  the  single  cylinder  motoreycle  engine 
and  quite  often  on  light  duty  stationary  engines. 

The  exhaust  valve  is  always  mechanically  operated,  in 

fact  it  cpuld  not  be  operated  automatically  by  suetion. 

There  are  different  arrangements  for  operating  the 
valves  mechanically  as  shown  in  illustrations  and  on  page 

90. 

The  sleeve  and  rotary  valve  would  be  classed  as  me- 
chanically operated. 

The  location  of  the  inlet  and  ezhanst  valve  can  both 

be  on  the  side,  per  fig.  5,  or  inlet  overhead  and  exhaust 
on  the  side,  per  ng.  6,  or  both  inlet  and  exhaust  overhead, 
per  fig.  7.    See  also,  page  90. 


OHABT  NO.  43 — ^Valves;  Types,  Oonstmction  and  Operation.    See  also,  page  90. 
Chart  41  on  page  85. 


ENGINE  PARTS. 


89 


If  the  dxivon  gear  has  twice  as  many  teeth  as  the  drive  gear,  it  will  re- 
Tolve  only  once  wlule  the  other  reyolyes  twice.  This  is  called  a  ''two-to-one" 
or  ''half  time"  gear. 

Because  the  cam  shaft  must  revolve  only  once  while  the  crank  shaft  re- 
volves twice,  the  cam  shaft  gear  has  twice  as  many  teeth  as  the  crank  shaft 
drive  gear.    See  chart  40,  fig.  3,  for  an  example — and  below. 

The  cam  shaft  revolves  in  opposite  direction  to  crank  shaft  when  driven 
1^  gears  without  an  idler  and  same  direction  when  driven  by  a  silent  chain 
or  an  idler. 


m  ^*- 


The  wide  face  helical  gear  is  most  popular  for  the  timing  gears.  Special 
material  as  fabroil,  micarta  and  other  compressed  materials  are  used  by 
many  as  material  for  making  gears  which  are  silent.  Drop  forged  gears  are 
also  used  to  a  great  extent.  Also  steel  for  the  crank  shaft  gear  and  cast  iron 
for  the  cam  gear. 

The  silent  chain  for  driving  the  generator  is  quite  popular  and  it  is  also 
being  used  to  a  certain  extent  for  driving  the  cam  shaft.  The  object  is  to 
obtain  quieter  running.  This  type  of  chain  must  not  be  confused  with  the 
ordinary  roller  type  as  used  on  chain  driven  trucks.  The  silent  chain  is  more 
positive  in  action,  otherwise  the  timing  would  be  thrown  out  of  adjustment.. 
The  teeth  on  a  sprocket  used  for  a  silent  chain  are  very  close  together  and 
aeenrately  made. 

Any  undue  slack  in  the  chain  can  be  taken  up  by  sliding  the  magneto  or 
generator  shaft  outwards  (see  fig.  3).    This  chain  is  self-adjusting  for  pitch. 


Engine  Valves. 

Purpose  of  valves:  There  are  ftwo  valves  to  all  four  cycle  gasoline  en- 
gines ;  an  inlet  valve  and  an  exhaust  valve.  By  referring  to  charts  29  and  26 
Uie  location  and  purpose  of  the  valves  will  be  understood. 

Types  of  valves:  There  are  three  types  in  general  use;  the  "poppet," 
*' sleeve"  and  ''rotary"  (see  chart  43).  The  poppet  type  being  used  almost 
exclusively. 

The  inlet  valve  admits  fresh  gas  to  the  cylinder.  As  fresh  gas  is  going 
into  the  cylinder  during  only  one  stroke  of  every  four,  the  inlet  valve  is 
opened  during  only  one  stroke  of  every  four,  or  in  other  words,  during  one 
stroke  of  every  two  revolutions  of  the  crank. 

The  exhaust  valve  permits  the  burned  and  useless  gas  to  escape.  It  is 
opened  and  held  open  by  a  cam  on  the  cam  shaft.  This  is  termed  "me- 
ehanically"  operated. 

DIrtctioa  of  tnT«l  of  fly  wheal  and  cun  gears:  When  ttanding  behind  »  fly  wheel  on  an  auto- 
■•Ikfle  OBciao  it  tnma  to  the  loft,  whereat  standing  in  front  of  engine  it  iurna  to  the  right.  AUo 
■He  the  diroetion  of  rotation  of  cam  gears,  fig.  2.  chart  29. 

tUMfo  ore  a  few  onginos  luing  fonr  Talres  for  each  cylinder,  see  page  109.  flg.  8. 


DYKE'S  DJSTRrCTION  NUMBER  EIGHT. 


-■^ I  cs«ea»«»o  vft4VES - ^n  a ^olid  cyhkoEr  head 


FIG  7-VALvES  OW  THE 
^IDE  or  CYLINDER 
b\.jT  opposite 

mnvi  OH 


RGB- CAGE  REMOVIO  Anrtjutthwo 
I  GiilNPJMO  VAivt  iN  CAGE  S^AT 


VALVeS  ON 

^^De    ALLVAtV¥5 

cm  ONE  SlOe    CVtrNCHEH  H£ftO  iMTeRGlilU. 

WITH    OiUPlDfi^ 


CAGE   OPTiiATirD  I 
tAfH   W^O  WfcM  Si 


CAM   -SM^PT-  Sft  P»«  i3l! 


n  a  6A'  OCTMC  mable  HE^VD' 


FIG3  VALVES  ON  THE  S*DE   . 
1 H  t  3<  a£  -  Of  L   HEAD  DtTftTC  "■^  S 


Valve  construction:  There  are  two  different  valve  constructions  in  general  use;  ( 
OYerhead;  (2)  the  side. 

The  OYerhead  valve  may  be  divided  into  two  types;  (1)  the  overhead  valve  in  a  d 
able  cylinder  head  and  a  unit  of  the  head;  (2)  the  overhead  valve  in  a  cage  and  a  se 
unit  from  the  head. 

The  operation  of  the  overhead  valve  may  be  divided  into  two  methods;  (1)  by  pus] 
per  figs.  1  and  2;  (2)  by  an  ^overhead  cam  shaft,  per  fi^.  5  and  6. 

The  side  valve  construction  may  be  divided  into  two  constructions  (1)  where  inlet 
is  located  in  cylinder  head  on  one  side  and  exhaust  valves  on  the  other  or  opposite,  ; 
fig*  7;  (2)  where  all  valves  are  on  one  side.  The  operation  of  the  side  valve  is  invaria 
a  cam  and  tappet  lifting  the  valve. 

Cylinder  head  on  side  valve  cylinders  may  be  cast  integral  with  body  of  cylinder  t 
figs.  7  and  8  or  detachable  as  per  fig.  9. 

A  combination  overhead  and  side  valve  arrangemeut  is  shown  in  fig.  4.  This  t; 
called  the  **P"  typo.  The  head  could  be  detachable  with  valve  in  the  head,  or  cage  typ 
head  integral  with  cylinder.  With  this  type,  the  usual  method  is  to  operate  the  inlet 
head,  and  the  exhaust  from  the  side,  both  being  operated  from  a  single  cam  shaft. 

okikBTlNro.  4a^Vaive  bonsMiotlon  and  Belation  of  Valves  to  Cylinder]        Ohart  No.  44  is 

*TJb#  OT«rb«ad  can-ihaft  with  overhoad  valvet  is  the  popular  method  used  on  airplane  engines — see  pages  £ 


ENGINE  PARTS. 


91 


Muchanically  operated  valves  are  opened  and  held  open  by  means  of  cams 
and  closed  by  means  of  a  strong  spring,  (see  chart  44.)  The  exhaust  valve  is 
always  mechanically  operated. 

Inlet  valves  are  generally  mechanically  operated,  but  some  of  the  old  and 
motorcycle  type  of  engines  have  valves  of  the  ** automatic"  type. 

Automatic  operated  valve  is  held  against  its  seat  by  a  light  spring— see 
ekart  43,  fig.  4.  During  the  suction  stroke,  the  sucking  action  of  the  piston 
as  it  travels  downward  in  the  cylinder,  draws  the  valve  open.  At  the  end  of 
the  suction  stroke,  when  the  suction  ceases,  the  spring  forces  the  valve  disc 
back  to  its  seat,  and  the  gas  is  prevented  from  escaping  through  the  valve. 

It  must  be  understood  that  the  valves  of  a  gasoline  engine  always  open 
inward.  Thus  the  pressure  from  the  power  and  compression  strokes  tends  to 
keep  them  firmly  on  their  seats. 

Usually  inlet  and  exhaust  valves  are  made  the  same  size.  Some  manu- 
&etnrers  are  making  the  inlet  larger,  for  instance  the  Sterling  engine  has  1% 
inek  inlet  valves  and  1^^  inch  exhaust  valves.  The  lift  of  a  valve  is  the 
height  it  is  raised  from  its  seat  by  the  cam. 

Valve  Operation  and  Location. 

The  "mechanically"  operated  "poppet"  type  valve  is  the  type  in  general 
use,  therefore  we  shall  confine  our  attention  to  this  type. 

Valves  are  operated;  or  opened  by  the  intermittent  motion  of  a  cam  and 
closed  by  a  strong  spring,  as  explained  under  **cams"  on  page  87. 

**The  cam  shaft  may  be  overhead  or  on  the  side,  as  per  page  90. 

The  location  of  the  valves  are  overhead  or  on  the  side  as  per  page  90,  or  a 
mnbination  as  per  fig.  4,  page  90,  which  is  termed  the  **F"  type. 

Overhead  operated  valves  may  be  in  a  detachable  head  of  cylinder  or  in 
cages  as  per  figures  1,  2,  5  and  6,  page  90. 

Side  operated  valves  may  be 
placed  all  on  one  side,  or  opposite 
sides  of  cylinders.  When  on  op- 
posite sides,  two  cam  shafts  are 
necessary;  one  on  each  side — see 
fig.  7,  page  90.  When  all  valves 
are  on  one  side  or  overhead;  one 
cam  shaft  is  sufficient — see  figs.  8, 
1,  2,  4,  5  and  9,  page  90. 

fTo  grind  valves  in  an  overhead 
valve  engine  with  detachable  head, 

in  the  head  (fig.  6A,  page  90) — un- 


ninstration  at  top. 
The  one  at  bottom, 


-V.  On  •*L'*  bead  type 

I^A-  of  cylinders,  all  inlet 
^  and  exhaust  valves 
are  on  one  side,  but 
they  do  not  run  con* 
secutively.  Owing  to 
the  fact  that  the  exhaust 
manifold  must  connect  with 
all  exhaust  valves  and  inlet 
manifold  must  connect  with 
all  inlet  valves;  the  valves 
are  usually  arranged  as  in 
illustrations  above.  Note 
the  exhaust  is  always  on 
the  outside  next  to  the  water 
Jacket.tt 
is  that  of  a  6  cylinder  engine. 
4  cylinder. 


'cage"  type  valves, 


the  head  is  removed,  and  valves  are  ground 
less  valves  are  in  a  cage. 

To  grind  valves  in  an  overhead  valve  engine  with 
the  valve  is  ground  in  the  **cage''  as  per  fig.  3,  page  90. 

To  grind  valves  on  a  side  valve  engine,  the  valve  caps  are  removed  if  head 
is  integral  with  cylinder  as  per  figs.  7  and  8.  If  head  is  detachable  as  per 
figure  9,  then  head  is  removed  but  valves  are  ground  in  their  seats  in  the  cyl- 
inders. 

Although  the  valves  vary  in  location  and  methods  of  operation,  the  prin- 
ciple or  purpose  remains  the  same ;  the  inlet  to  admit  fresh  gas,  and  the  ex- 
haust valve  opens  at  the  correct  time  to  expel  the  burned  gas. 


*ValvM  are  made  of  cast  iron  electrically  welded  to  a  steel  stem.  They  are  alto  made  of 
iickcl  st««l  or  Tungsten  steel.     The  latter  being  considered  best. 

t8e«  Index  for  "valve  grinding."  **See  foot  note  page  90.  ttThe  apark  plugs  (S)  are  ufnally 
Ibced  over  inlet  valves,  per  page  121. 


92 


DYKE'S  INSTRUGTION  NUMBER  EIGHT. 


Valve  Parts. 


A  * 'poppet"  tsrpe  valve  lias  three  parts;  a 
**head;*'  a  **8tem,"  which  forms  the  moving 
part,  and  a  ** valve  face"  which  seats  into  a 
*  *  valve  seat. '  *  This  valve  face  is  beveled  and  is 
perfectly  round.     When  seated,  it  must  fit  the 


T  ■»'  o  methods  of 
eating  valve-lifter, 
note    valve    and 


other  bushed. 


valve  seat  perfectly  tight,  otherwise  during  com- 
pression stroke  the  gas  would  leak,  and  on  power 
stroke,  a  loss  of  power  would  result,  by  the  valve 
leaking  at  the  seat.  Therefore  it  is  ground  to 
this  seat. 

The  valve^spriiig  holds  the  valve  tight  in  its 
seat  and  must  have  sufficient  tension  at  all 
times  (see  pase  635).  If  too  strong,  the  valve 
will  close  with  more  noise.  If  too  weak  valve 
will  not  seat  properly.  The  exhaust  valve  spring 
usually  weakens  first  on  account  of  greater  heat. 

The  ▼alve-fprlng-rotainer-and-lock,  formerly  called 
valve  ipring  waiher,  U  placed  at  bottom  of  spring  and 
held  in  place  by  a  two  part  lock.  Formerly  a  "key" 
pasted  through  a  hole  in  the  valve  stem  (see  page  630, 
flff.  1). 

Valve-face  is  the  beveled  part  of  valve  head. 
The  valve-seat  is  the  part  of  cylinder  head  in 
which  valve  face  is  placed.  The  valve  face  and 
seat  can  be  ** conical"  or  ''flat.''  They  are 
usually  conical  as  per  fig.  2  above,  and  fig.  7, 
page  94.    Valve  head  is  upper  part  of  valve  stem. 

Valve-stem  is  the  stem  part  of  valve  head. 

The  stem  of  a  mechanically  operated  valve  on  "L" 
or  "T"  head  cylinder  of  the  "side  valve"  principle, 
usually  extends  about  half  way  down  to  the  cam  shaft. 
A  valve-lifter  then  lifts  the  valve  stem  by  action  of  a 
nose  on  cam  as  cam  revolves.  (See  paj^e  87.)  To  %e\ 
this  cam,  to  raise  valve  at  the  proper  time,  is  called 
"valve  timing," 

On  engines  with  overhead-valves,  there  is  a 
rod.  called  the  "push  rod,"  between  valve  lifter 
and  rocker  arm,  see  fig.  4,  page  94. 

Valve-clearance  also  called  ''air-gap,"  is  the 
distance  between  lower  part  of  valve  stem  and 


valve  lifter.  On  the  push  rod  type,  it  is  usually 
between  rocker  arm  and  end  of  valve  stem.  This 
distance  is  regulated  by  an  adjusting  nut. 

Valve-lifter,  also  called  '* valve  plunger," 
"valve  tappet"  and  other  names,  is  the  part 
placed  between  valve  stem  and  cam.  The  top 
part  has  an  adjustable  screw  which  can  be 
slightly  raised  or  lowered  to  get  correct  valve 
clearance. 

The  bottom  of  this  valve  lifter  is  sometimes  fitted 
with  a  "roller."  per  fig.  3,  page  94.  The  "mushroom" 
type,  fig.  2  above,  and  figs.  1  and  2,  page  94  is  the 
type  used  most. 

A  valve-rocker — ^npper,  is  used  on  overhead 
valves,  also  called  *  *  rocker  arm ; "  a  valve-rocker 
— slower,  is  the  principle  shown  in  fig.  3.  It  is 
also  called  a  **side  tappet  lifter."  The  latter 
is  seldom  used. 

A  valve-stem-guide  holds  the  part  through 
which  the  valve  stem  passes.  Sometimes  it  is 
''bushed"  as  shown  in  fig.  2,  also  see  page  634, 
^g.  7.    Quite  often  it  is  plain  as  per  fig.  3. 

A  valve-lifter-gnlde  (also  called  ''plunger'' 
and  "tappet"  guide),  is  shown  in  fig.  2,  which 
is  fitted  with  a  bushing  and  can  be  renewed 
when  worn.  It  is  bolted,  sometimes  screwed  to 
crank  case  (see  also  page  54).  In  fig.  3,  a  plain 
guide  is  shown. 

Enclosed  valves  are  where  a  cover  fits  over 
valves  (fig.  2).  This  deadens  the  noise  of  lifter 
striking  valve  stem  and  keeps  out  dust.  Also 
see  page  121. 

Although  valves  may  be  placed  overhead,  or 
a  combination,  as  overhead  and  on  the  side — the 

principle  of  operation  is  very  much  the  same, 
(see  page  90.) 

**Pnrpose  of  Valve  Grinding. 
The  exhaust  valve  Is  surrounded  by  flame 
when  open,  and  will  become  "pitted"  in  time, 
as  per  (fig.  4). 

The  exhaust 
valve  requires 
more  grinding 
than  the  inlet 
valve  because  the 
hot  gases  pass  out 
between  the  valve 
seat  and  valve 
face  when  valve  valve  i 
i  s  raised.  When 
the  valve  is  open- 
ed, there  must  be 
sufficient  space  to 
let  the  burnt  gas 
pass  freely. 

The  inlet  valve,  admitting  gas  instead  of 
ejecting  a  flame  does  not  pit  as  badly  as  the 
exhaust  valve. 

In  a  perfect  seated  valve,  the  valve  face  and 
seat  are  smooth  and  even,  with  dull  gray  sur- 
face. A  pitted  valve  is  rough,  uneven,  and  full 
of  tinv  holes,  and  cannot  come  to  a  tight  seat. 
Therefore  valve  must  be  ground. 

The  process  of  grinding  a  valve  is  the  placins 
of  a  grinding  paste  between  the  valve  face  and 
the  scat,  and  the  revolving  of  the  valve  until 
the  roughness  is  worn  down.  See  index  for 
"valve  grinding"  and  "valve  re-seating." 


*The   "tulip"    shaped  valve  is  another  type  of  inlet  valve   scat   but   now   seldom   used — see  page   128. 
**Se«  first   paragraph   this   page  and   pages   628   to   632.      *See   foot   note  page  94   for  valve  material 


DEGEEB,  MINUTE  AND  SECOND. 


98 


/ 

Si 

\ 

/ 

\ 

^ 

/ 

Pm] 


(ao* 


ng.  1.    Sxample;  luppoie  we  Uke  a  tj  wheel  and  divide  Ite  drcnniferenoe  Into  360  e«ail  paxle; 

eedi  part  would  be  a  degree— expressed  with  e  ■mell  "o"  at  860*. 

In  fact,  anj  perfect  circle  een  be  divided  in  degrees.     The  crank  sheft  revoWes  in  e  circle,  therefore 

we  win  designate  the  travel  of  the  crank  shaft  in  degrees. 

Om  half  of  the  drde  would  be  180*,  which  would  represent  a  stroke  of  the  piston,  or  a  half  revolutioB 

ef  the  crank.     One  quarter  of  the  circle  would  be  00*,  one  third  of  the  circle  would  be  120*. 

An  J  circle,  or  say,  travel  of  the  crank  pin,  would  represent  860*   when  it  made  a  complete  circle 

•r  revolution. 

Fig.  2.     Bzample:  piston  has  traveled  down  from  upper  dead  center,   one  quarter  of  the  circle  or 

oae-half  of  a  stroke;  crank  pin  and  flj  wheel  have  turned  00*. 

Fig.  S.     Bzample;  piston  has  traveled  from  top  dead  center  to  bottom  of  stroke,   or  one  half  of  a 
roTOlutlon;  fly  wheel  and  crank  pin  hare  traveled  180*. 


Fig.  d«    Bzample;  piston  has  traveled  up  from  bottom,  one-half  of  a  stroke;  crank  pin  and  flj  wheel 

have  traveled  one  quarter  of  a  circle  from  bottom  or  90*  from  0  to  D.     In  all,  the  crank  pin  and  flj 

wheel  have  traveled  from  A  to  D,  three  quarters  of  a  revolution  or  270*. 

Fig.  S.     Bzample;  the  piston  has  made  two  strokes,  one  down  and  one  up,  therefore  crank  pin  and  flj 

wheel  have  made  a  complete  revolution  or  traveled  860*   in  all. 

Tie  Idea  is  to  learn  that  the  crank  pin  travels  In  a  circle  and  the  fl/  wheel  travels  In  a  drde,  and  a 

reftttakloB  Is  a  complete  drde,  and  a  complete  circle  is  860*. 

Tie  piston  travds  in  strokes,  each  stroke  representing  a  half  revolution  of  crank. 

n  wa  spaced  off  S60  marks,  equal  distance  apart,  on  any  clrde,  then  each  mark  would  be  called  a 

degree.     In  flg.  1,  we  have  spaced  off  the  marks  as  5  degrees  each. 

■ew  we  can  dlride  each  degree  Into  say,  sixty  equal  distances  apart  and  call  each  part  or  mark,  a 

**mimute." 

We  oenld  go  stUl  farther,  and  divide  each  minute  into  sixty  equal  distances  apart  and  call  each  part 

or  flsark,  a  * 'second." 

A  mlmte  is  usually  expressed  with  a  single  mark  after  the  figure,  as,  25'. 

A  second  with  two  marks,  as,  26". 

**firlt;  express,  ten  degrees,  six  minutes  and  five  seconds.     It  would  be  as  follows;   10*   6'    6". 

■ela— To  And  the  drenmference  of  a  fly  wheel;  multiply  the  diameter  in  inches  by  8.1416.  If  the 
eircamference  is  then  divided  by  860,  the  distance  or  portion  of  the  fly  wheel  circumference  equivalent 
to  one  degree  may  be  ascertained. 


OBABT  KO.  45— Explanation  of  tlie  Maanlng  of  Degrees,  Minutes  and  Seconds.    Note;  Oramk 
fltefts  OB  Engines  usually  turn  to  the  right — (When  in  front).    On  above   illustrations  we  art 
Mpposed  to  be  standing  in  the  rear  of  fly  wheels  turning  it  to  the  left  which  would  eanse  erank 
iwt  to  turn  to  the  right  (from  front). 
Qhsrt  4a  ea  page  88. 


94 


DYKE'S  INSTRUCTION  NUMBER  NINE. 


CLiARANCE^  iNOOF 

T0A/XJU5T>K  ^^AlVESrfM 

LOOSS/V       \>  -  fCCiOSiO      ^ 
LOCt^NUT     ^^^-^X, 

AmscRi^    M< 

UPOROO^N    Sr-A. 
LOCKNUT<       I 

yALs/eurreR^ 

ORyiAlMEPLUN- 

J. 


OPEN 


^^ 


Wg. 


Figs. 


(IT 

1-2. — Mushroom  type  of  valve  lifter. 

S. — ^Roller  type  valve  lifter. 
Note  in  Fig.  1;  valve  Just  lUrting  to  lift. 
8  and  8,  ¥alve  Just  doaed. 

Ezhaoat'camfl  usually  have  broader  note  than  in- 
lets, beeauae  the  exhaust  valve  remains  open  longer. 


f<t*Ct  tifftt 

tfi55  Of  7 Hi 
PAPER. 


if0fr0  ^/vff*f  ^»'Mr  ^-/t- 


Fig.  4.  Valve-clearance  on  valves-in-the- 
head  is  measured  between  end  of  rocker- 
arm  and  top  end  of  valve,  as  above.  Adjust- 
ment is  made  on  lower  part  of  valve  rod 
on  the  Dorris,  as  above.  On  the  Marmon, 
adjustment  is  at  the  top  of  rod  as  per  J. 
flg.  1,  page  90.  On  the  Buick.  at  the  top, 
per  page  109. 


Fig.  7.— Note  the  "ilat"  and  '*conlcal"  type 
of  Talve.  It  is  said,  the  flat  valve  gives  greater 
opening  for  the  same  valv%  lift  and  has  greater  poasi- 
bilities  for  high  speed  work,  however,  it  is  seldom 
used. 

*Valve  Clearance  Adjostment. 

This  subject  is  explained  on  page  110.  An  ex- 
ample of  adjusting  the  valve  clearance  on  a  "aide 
valve"   engine  will  be  given  here. 

Valve  clearance  means  the  distance  between  the 
end  of  valve  and  the  end  of  tappet  or  plunger  which 
lifts  it. 

When  an  engine  becomes  noisy  and  a  cUeklng 
noise  is  heard,  the  trouble  is  likely  in  the  valve 
ends  having  worn  or  the  adjustment  nut  become 
loose. 

This  adjnstment  can  usually  be  made  by  icrew- 
ing  up  on  the  adjustment  screw  (fig.  5)  and  then 
locking  the  position  with  lock  nut. 

The  clearance  is  necessary  in  order  that  the  valve 
seats  properly  and  should  usually  be  from  .008  to 
.005  of  an  inch  when  engine  ts  cold. 

The  adjustment  ahonld  always  be  made— after 
the  valves  of  an  engine  are  ground  or  when  cheek* 
ing  the  valve  timing — see  also,  pages  635,  785. 

The  procedore  to  adjust  is  as  follows:  turn  fly  wheel  of 
engine  over  until  the  other  tappet  and  valve  in  the  same 
cylinder  is  up  as  far  as  it  will  go,  or  the  valve  wide  open. 
The  first  valve  will  then  be  closed.  As  previously  stated 
there  should  be  from  .003  to  .005  of  an  inch  between  the 
head  of  the  tappet  screw  and  the  end  of  the  valve  stem. 

If  it  is  found  that  the  clearance  is  not  right,  loosen  the 
lock  nut  on  the  tappet  screw  and  turn  the  screw  up  or 
down  as  may  be  required  to  obtain  the  correct  clearance. 

It  la  best  to  use  a 
"thickness  gauge"  (page 
700),  but  if  a  gauge 
is  not  obtainable  a  piece 
of  newspaper  will  serve 
as  a  gauge,  a  sheet  of 
ordinary  newspaper  is 
between  .002  and  .003 
of  an  inch  in  thickness. 
After  the  tappet  screw'  is 
adjusted  so  that  the 
clearance  is  correct, 
tighten     the     lock     nut. 

"Back  lash'*  or  lost  mo- 
tion In  the  cam  shaft 
driving  gears  should  be 
taken  up  in  direction  of 
rotation  when  clearance 
is  adjusted. 

A  noisy  Talve  tappet, 
caused  from  wear,  and 
where  no  adjustment  la 
provided,  can  be,  in 
some  instances  repaired 
by  placing  fibre  or  steel 
washers  under  or  over 
valve   ends. 

To  adjust  valve  clear- 
ance on  overhead  valve 
engines — see  fig.  1  on 
page   109. 

The  opening  and  dos- 
ing time  of  the  valve 
is  not  when  the  lifter 
begins  to  rise  or  comes 
to  rest  but  when  it 
makes  or  leaves  contact. 


Check  Nut   CLFARANCC 
laTMiflSPACi 


s  Tapp«t 
Afljusting  Scre^v 


Grinding  and  Reseating  Valves. 

If  valvea  become  pitted  and  leak,  they  need  re-grinding.  If  warped 
or  shoulders  form  in  the  seat,  then  the  seat  and  valve  ought  to  be  refaced. 
Bee  index  "Grinding  Valvea."   "Reseating  Valves." 


Fig.   5. — Type  of  Talves 
fide    of    "L"    head 
clearance  is  adjusted  aa  ahowi^ 
in  illustration.     (Hudsen  aiz.> 


GHABT  NO.  44 — Valve  Clearance.    Valves  and  Cams.    See  repair  subject  and  index  for  vaE"^" 
grinding.    See  page  542  for  valve  timing  of  different  engines. 
/Chart  48  on  page  100).     *8ee  pages  631.  684  and  680. 


VALVE  TIMING.  96 


INSTRUCTION  No.  9. 

*  VALVE  TIMING:  Valve  Clearance.  Meaning  of  Degrees. 
Periods  of  Travel  of  Cam  during  the  Four  Strokes.  Exam- 
ples of  Valve  Timing. 

Before  the  reader  can  thoroughly  master  the  subject  of  valve  timing  he 
must  first  learn  the  four  cycle  principle  as  explained  on  page  57  to  59,  aa  it  is 
with  this  principle  we  will  deal.  In  addition  to  the  above,  the  meaning  of 
degrees  as  explained  in  chart  45,  and  the  relation  of  the  valve  cam  speed  to 
the  engine  crank  shaft  speed  and  the  importance  of  valve  clearance  adjust- 
ment must  be  thoroughly  understood. 

Valve  Clearance  and  Lift  of  Valve. 
If  no  space  was  left  between  the  end  of  valve  stem  and  the  cam,*  even 
very  slight  wear  of  the  stem  and  seat  would  prevent  the  valve  from  closing 
properly.  Furtherfore  there  must  be  some  cognizance  taken  of  the  expan- 
sion due  to  heat.  As  the  stem  expands,  it  gets  longer  so  if  no  clearance  were 
provided  the  stem  would  rest  against  tappet  and  be  unable  to  seat  properly. 

** Valve  clearance,  also  called  "air  gap"  space,  is  the  space  between  the 
end  of  valve  stem  and  the  lifter  or  plunger.  The  width  of  this  air  gap 
ranges  from  the  thickness  of  tissue  paper  to  1/16  of  an  inch.  The  average 
gap  is  somewhere  about  or  slightly  less  than  postal  card  thickness  (see  in- 
dex; Standard  Adjustments  of  Leading  Cars). 

Some  manufacturers  give  about  1/1000  of  an  inch  less  space  to  the  inlet 
than  the  exhaust,  because  the  exhaust  valve  stem  lengthens  more;  due  to 
greater  heating.  For  instance,  Hudson  gives  .004  of  an  inch,  to  the  *'air 
space"  on  the  inlet  valve  and  .006  to  the  exhaust. 

The  adjustment  should  always  be  made  with  engine  cold  and  after  the 
valves  are  ground,  as  the  grinding  may  slightly  lower  valve. 

The  valve  lift:  the  inlet  cam  has  a  sharp  nose.  The  exhaust  cam  has 
a  broader  nose,  because  it  must  hold  the  valve  open  longer.  The  height 
of  the  nose  less  the  air  gap,  regulates  the  lift. 

The  average  lift  of  either  exhaust  or  inlet  is  approximately,  3/8  or  9/32 
of  an  inch.  It  is  thus  evident  that  if  the  air  gap  is  3/8  or  9/32  inch  too.  large, 
the  valve  will  not  open  at  all. 

Now  if  the  air  gap  (3/8  inch)  is  slightly  decreased,  the  valve  will  lift 
very  slightly  and  stay  open  but  a  few  degrees.  If  the  air  gap  is  again 
slightly  decreased,  the  valve  will  open  sooner,  raise  higher  and  close  later. 
This  process  can  be  repeated  until  there  is  no  air  gap  left. 

Therefore,  suppose  an  engine  was  designed  to  have  1/16  inch  air  gap 
Mid  there  was  no  air  gap  at  all;  the  valves  would  open  possibly  50°  too 
soon,  raise  1/16  inch  higher  than  intended  and  close  50°  too  late. 

As  to  wear  of  end  of  valve  stem  or  tappet;  it  is  apparent  that  as  the  wear 
increases,  the  space  or  air  gap  increases  and  valves  will  have  less  lift,  open 
J*te  and  close  early  and  become  more  noisy.  All  of  which  will  aflfect  the 
power  of  engine. 

*For  TalTe  grinding  and  other  repairs,  tee  "repairing  instmction." 

The  stndy  of  TaWe  timing  will  be  timplifled  if  the  reader  will  refer  to  Dyke's  four  and  aix 
2'nder  engine  modeU.  Valve  tlxnlni;  of  leading  automobile  engines  given  in  "Standard  Adjustment 
*f  Leading  Oars/*  see  index.  A,  table  for  conTerting  degrees  into  inches,  and  fractions  of  hundredths 
»to  iixty-fonrthi  of  an  inch  is  given  in  chart  51,  page  115. 

**0n  actual  testa  it  has  been  found  that  by  adjusting  the  air  gap  properly  almost  double  eom- 
l^'^ssion  and  more  than  double  po'tver  has  been  secured. 


tVv«f  It  \ifl^«'^*^ltAet  ^*^  ,    Ae86e»^    afl  to  ^  action.  -,« 


S, 


*2::^-:.«;.sS'Sjs$:s$?a.-. 


VALVE  TIMING.  87 

Remarks  on  Exhaust  Valve  Opening  and  Closing. 

Exhaust  valve  opening:  when  we  come  to  the  opening  of  the  exhaust 
valve,  there  are  no  two  opinions  about  it. 

The  valve  must  open  considerably  before  the  piston  reaches  the  end  of 
the  explosion  stroke,  and  if  this  wastes  some  of  the  force  of  the  explosion,  it 
is  amply  compensated  for  by  the  freedom  afforded  the  piston  in  commencing 
the  exhaust  stroke. 

It  would  obviously  be  wrong  to  keep  the  exhaust  valve  closed  up  to  the 
very  moment  before  the  piston  is  about  to  move  upward,  because  on  com- 
mencing the  exhaust  stroke  it  would  find  itself  confronted  for  an  instant  with 
the  force  which  had  just  driven  it  down,  and  until  the  valve  was  wide  open, 
it  would  be  considerably  impeded  on  its  journey. 

So  the  exhaust  valve  is  usually  opened  as  soon  as  the  piston  has  moved 
through  about  seven-eighths  of  the  power  stroke;  that  is,  before  bottom  dead 
center. 

Exhaust  valves  opening  too  early  causes  a  waste  of  power.  Sta- 
tionary gasoline  engines,  which  run  at  much  lower  speeds  than  automobile 
engines,  do  not  hold  their  valves  open  so  long,  the  chief  difference  being  in 
the  times  of  exhaust  opening  and  inlet  closing. 

Other  effects  of  valve  timing  are  dependent  upon  the  short  or  long  stroke,  the  side 
valve,  as  in  the  "L"  head,  the  opposite  valves  as  in  <<T"  head,  and  the  overhead  valves, 
Ugh  and  low  compression.    All  this  must  be  considered  in  valve  timing. 

The  tenn  "valve  timing"  refers  solely  to  the  points  at  which  the  valves  open  and 
close  and  does  not  in  the  present  section  include  the  height  to  which  they  lift,  (see 
page  95.) 

The  most  sensitive  point  in  the  cycle  of  a  four  cycle  engine  is  the  top  center  poai- 
tUttkt  between  the  exhaust  and  induction  strokes,  for  the  reason  this  is  the  critical  scav- 
enging point. 

At  a  certain  point  before  the  bottom  of  the  firing  stroke,  the  ezhanst  valve  la  opened, 
and  kept  open  during  the  succeeding  exhaust  stroke,  to  enable  the  ascending  piston  to 
expel  as  much  of  the  exhaust  gas  as  is  within  its  sphere  of  action,  but,  having  come  to 
rest  at  the  top  of  its  stroke,  there  is  still  the  contents  of  the  combustion  head  yet  to  be 
dido^Ql^ed. 


Exhaust  Valve  Closing. 

As  to  when  the  exhaust  valve  should  close,  there  is  but  little  to  be  said 
about  it.    Suffice  it  to  say  that  it  may  not  close  before  the  end  of  the  stroke. 

As  a  rule  on  account  of  what  we  have  explained  about  the  gas  which 
remains  in  the  head  of  the  cylinder  being  slightly  under  pressure  at  the  end 
of  the  stroke,  the  valve  is  quite  often  allowed  to  remain  open  until  the  piston 
has  moved  slightly  down  on  the  induction  stroke,  so  as  to  give  full  opportun- 
ity for  as  much  exhaust  gas  to  escape  as  possible. 

In  order  to  understand  just  how  important  it  really  is  to  expel  all  of 
the  bnmed  or  exhaust  gas,  it  must  be  explained  that  one  of  its  chief  consti- 
tuents is  carbon  dioxide — which  is  the  most  powerf'il  anti-combustion  agent 
known  to  science.  Its  presence,  therefore,  even  in  bmall  quantities,  retards 
considerably  the  speed  of  the  explosion  development. 

The  piston  now  having  come  to  rest  at  the  top,  we  are  still  faced  with 
the  problem  of  dealing  with  the  volume  of  burned  gas  which  remains,  and  for 
the  expulsion  of  this  we  must  take  advantage  of  exhaust  momentum. 

The  manner  in  which  this  principle  operates  will  be  apparent  if  the  con- 
tents of  the  exhaust  pipe  is  pictured  as  a  mass  of  gas  moving  outwards  with 
explosive  velocity.  When  the  influences  which  started  this  movement  have 
eeased — ^namely,  at  top  centre — the  gaseous  mass  will  function  almost  like 


DYKE'S  IXSrRCCnOX  NXMBEB  NINE. 

iton  of  an  extrmetor  pam|i.  and  if  tkc  TiiTe  timingr  permits  of  it  will 
>  withdraw  a  larg«?  proporoon  of  tiie  residual  gases  from  the  cylinder 

will  now  b*r  obT:o:Ls  fro3i  xk^  foregoing  that,  if  the  extractor  action  of 
aaust  gas^  U  :o  b-*  taken  a*^vantage  of-  the  vahre  must  be  made  to  doit 
» later  than  "top  center/*  or — as  it  is  technically  described — ^must  have 
iin  degree  of  •'lag:"  for  it  is  evident  that  if  we  close  it  at  the  ezaet 
the  stroke  the  contents  of  the  combustion  head  (which  we  wish  to  get 
^  will  be  imprisoned  and  will  contaminate  the  'incoming  chargo. 

tie  amount  of  this  '^hig"  win  depend  on  seraral  things— the  shape  of  the 
5tion  head,  the  weight  o:  the  valve,  the  strength  of  the  springs,  and  de- 

f  the  exbaust  svstem 

Valre  Effect  of  **Lag*'  or  Bonnco. 

.  regmrds  v^ve  spring,  strecgth  mad  weight,  this  has  to  be  reckoned  with  on  ae- 
Df  lU  influence  on  tnartia  Ug  u  distinct  from  that  which  is  Intentional,  for  it  it 
nown  that  as  the  speed  of  the  engine  increases  the  valve  tends  to  «'jmnp"  the 
-^  ***  ^*°^  *^^  closes  later  and  later  as  the  speed  increases.  Thia  is  what 
jcnbe  as  •inertia  lag."  There  is  a  point  however,  past  top  center  that  the  ex- 
extraction  lasts,  and  pen.iing  this  extracting  effect  the  valve  should  remain  open, 
earned  beyond  this  point,  a  reverse  of  the  exhaost  gases  may  occur,  for  it  miwl 
rorgotten  that  the  piston  has  now  started  down  on  iU  suction  stroke.  It  become! 
Uon  therefore,  of  closing  the  valve  when  the  scavenging  is  as  complete  as  possible. 

rhe  best  design  of  cylinder  head  for  an  ''overlap"  is  the  round  or  *«I"  head  with 
T\.  Tv  ^'  ^*  ordinary  "L'*  head  is  not  so  good,  and  in  certain  kinds  of  heads 
ieh  the  inlet  and  exhaust  valves  are  smaU  and  close  together  in  a  'smaU  poeket 
»rlap  is  quite  useless. 

n  the  other  hand,  it  has  been  found  in  racing  practice,  where  the  exhaust  pipe  if 
long,  straight  and  open,  and  the  combustion  head  suitable  for  scavenging,  that  a 
considerable  overlap  can  be  aUowed  with  advantage. 

11  some  instances  however,  the  exhaust  valve  is  made  to  close  on  top,  for  instanse, 
ocomoMle  engine  which  is  a  "T"  head  type  (see  page  108). 

What  Governs  the  Valve  Timing. 

The  different  size  of  cylinder,  especially  in  the  stroke  and  in  the  type  of 
ion,  shape  of  manifold  and  the  speed  of  engine,  govern  the  valve  tinung. 

Early  setting  of  valves  on  an  engine  will  cause  irregular  running  at 
r  speeds,  unless  a  very  heavy  fly  wheel  is  used.  It  will  also  increase  the 
line  consumption  in  short  stroke  engines. 

For  high  speed  work,  the  inlet  may  be  opened  and  closed  late.  For  ilow 
d  work,  closing  the  exhaust  and  inlet  on  center,  gives  the  best  control 
no  blowing  back. 

The  time  of  opening  and  closing  of  valves  with  reference  to  the  engine 
d,  of  course  has  an  important  bearing  on  its  performance.  If  the  valTif 
I  too  early  it  will  cause  back-firing,  while  if  they  open  too  late  a  sluggish 

ne  and  overheating  will  result. 

Bigh  speed  (short  stroko)  engines,  have  a  longer  time  of  valve  opening  than  rnsdima 
ow  speed  engines.  The  slower  speed  engines  have  the  exhaust  opening  and  the  Inlet 
ag,  nearer  to  bottom  center,  while  some  high  speed  engines  open  the  exhaust  65*  befoia 
)m  center  and  close  the  intake  70*  after  bottom  center. 

Valve  timing  of  different  engines  will  vary  according  to  its  intended  average  gpeed  and 
ength  of  stroke.  Long  strokes  are  for  slower  speed  engines  than  short  strokes.  Ob- 
ily  high-speed  engines  are  not  efficient  at  slow  speeds,  because  the  inlet  eloses  too 
and  the  exhaust  opens  too  soon,  thus  losing  part  of  the  charge  and  part  of  the  power 
ce.  And  slow  speed  timing  on  a  high  speed  engine  does  not  permit  of  receiving  a  foU 
ge  nor  of  getting  rid  of  the  back  pressure  during  the  exhaust  stroke. 

The  value  of  the  design  of  the  cam,  can  and  nearly  always  is,  lost  through  improper 
e  clearance  or  air  gap  adjustment  (see  pages  95-107). 

»Sfe   indei    for    "Oomprtuion" — for  rtUtion   of  comprei»lon   to  cylinder  head. 


VALVE   TIMING.  99 

Many  people  who  think,  because  an  engine  is  new  or  has  just  been  overhauled  the 
tiniiig  must  be  right,^— will  have  a  sad  awakening  if  they  will  only  spend  a  few  minutes 
in  Terifying  the  timing. 

Moat  cam  shaft  gears  or  fly  wheels  are  marked  to  insure  proper  meshing  of  gears  or 
•hseking  on  fly  wheel  and  proper  location  of  the  cams.  Some  times  carelessness  at  the 
fMtory  in  marking  this  gear  may  mean  that  after  the  first  removal  of  the  gear,  it  will  be 
replaced  wrong,  because  the  marking  is  wrong  (see  pages  102,  112,  113). 

Periods  of  Time  Valves  are  Usually  Open. 

Before  taking  up  &iis  subject  in  detail  we  shall  again  review  the  relation 
of  the  speed  of  crank  shaft  to  cam  shaft  and  get  the  name  of  the  parts  clearly 
in  mind. 

A  stroke,  is  the  movement  of  the  piston  from  the  top  to  the  bottom,  or 
from  the  bottom  to  the  top.  This  motion  is  called  reciprocating  motion  of 
pisten.  When  the  piston  goes  from  either  top  to  bottom  or  bottom  to  top, 
the  crank  shaft  turns  one-half  of  a  revolution. 

Therefore,  four  strokes  of  the  piston  would  represent  two  revolutions  of 
the  crank  shaft. 

The  cam  shaft  turns  one-half  as  fast  as  the  crank  shaft,  because  the  cam 
fear  is  twice  the  size  of  the  crank  shaft  gear  which  drives  it. 

*The  nose  of  the  inlet  cam  is  usually  shorter  on  its  length  of  face  than  the 
•zhanst  cam.  Because  the  exhaust  cam  holds  the  valve  open  much  longer 
period  of  time  than  the  inlet  cam  holds  the  inlet  valve  open. 

The  cams  which  operate  the  valves  are  steel  forgings,.  turned  and  ground 
to  correct  shape.  They  are  then  case-hardened  to  decrease  wear,  and  are 
nsaally  an  Integra"  part  of  the  cam  shaft. 

The  shape  of  the  cam  determines  the  actual  lift  of  the  valve  and  the 
time  during  which  it  shall  stay  open.  Chart  44,  page  94,  shows  how  cam 
eoi:<tour8  are  plotted  and  several  generally  used  shapes. 

Cams  which  are  pointed  give  a  slow  opening  and  slow  closing,  the  great- 
est opening  being  at  the  middle  of  the  valve  lift  period. 

Cams  which  are  more  nearly  square,  open  the  valve  rapidly,  keep  it 
nearly  wide  open  until  ready  to  close  and  then  allow  it  to  close  quickly. 

It  is  usual  to  so  design  the  positioning  of  the  cam  shaft  and  valve  tappets 
that  the  tappets  are  not  directly  over  the  center  of  the  shaft,  but  are  o£bet 
dightly  on  the  lift  side.  This  gives  a  more  direct  lift  instead  of  a  side  thrust 
as  would  be  the  case  if  they  were  centered. 

In  actual  practice,  the  inlet  valve  seldom  opens  on  top,  as  shown  in 
chart  26  (page  54)  but  usually  after  the  top  of  stroke,  varying  from  5  to  15 
degrees  as  explained  in  fig.  1,  chart  46. 

The  inlet  seldom  closes  when  piston  reaches  bottom,  but  from  5  to  88 
degrees  after  the  bottom.     (See  fig.  2,  chart  46.) 

The  uhaust  valve  seldom  opens  on  bottom,  but  usually  40  to  50  degreees 
More  bottom  (fig.  3). 

The  exhaust  valve  seldom  closes  on  top  of  stroke,  but  usually  5  to  10 
degrees  after  top.  (In  fig.  4,  chart  46,  illustration  shows  exhaust  valve  clos- 
ing on  top,  in  order  that  reader  will  more  clearly  understand  the  illustration.) 

The  cam  turns  the  same  speed  as  the  cam  shaft.  The  nose  on  the  cam 
nites  the  valve.  Therefore  the  inlet  valve  will  be  raised  once  during  the 
four  strokes,  and  the  exhaust  valve  will  be  raised  once  during  the  four  strokes. 


*ai  •■•  fir 


*▲  point  which  toffresU  iUelf  on  the  timing  of  the  inlet  opening,  and  which  aUo  holds  true  for 
mitions  on  the  timing  circle,   it  in  the  tecuring  of  a  quiet  cam.     Quietness  in  the   cams  ii 
■eeored  at  the  tacriflce  of  power.     A  steep  cam  is  as  a  rule  more  noisy  and  more  powerful 
firing  a  slower  opening. 

To  loenre  the  full  opening  of  the  inlet  valve  at  a  point  which  will  not  he  too  late  to  permit  a  full 
■i  to  bo  tokon  into  the  cylinder,  and  yet  at  the  same  time  to  have  a  cam  which  will  not  be  Boic7« 
that  the  inlet  qpening  will  have  to  be  started  fairly  early.     This  is  one  of  the  points  which  often 
a  maker  to  sacrifice  the  vacuum  to  some  extent  for  the  sake  of  quietness. 


:.w 


I      S 


I    I -I 


■■    'x'*' 


4    ' 


..; 


.  ■'     ."".'• 

1 

• 

— • —    ■«.'-•         J 


KimiiiilA:    liii«l  ojM'iis  8"  after  top.  closes  ."^^  after  bottom.    Exhaust  ope^^- 
4«i*  ln»foii»  iMitt.niii  mikI  (:Ios«'H  on  top. 

r«t   I      iiiliit.  Valvij  Startlnflf  to  Open  H'  after  top  center  ("TC")  (viewing  engii^^ 
fiofn  ri.'uf   .   iiiih'  tlii>  iiiK't  will  rnnain  open  during  suction  period  until  crairT 
i-i    v^     \\\\v\    Imkioiii  iinhr   Ciur').    The  period  of  travel  of  the  crank  during  sis:^^— 
tt»»:i   piMlod   Is  ■.'Ml       Tho  inh't  valve  Is  open  during  this  period. 

r»i;  'J     Intct  Viilvo  ha.s  Closed  arul  piston  will  now  travel  up  on  compression  '^'^ 
tvj'  .i'Mti'i  »    IT      'I'ho  poriiul  of  travel  of  crank  during  compression  period  is  14S^ 

ri|B    .!      Th<»  Spark  Occurs  at  Top    liii   aclual   practice,  just  before  the  top^ 

\\\s   .  io  .'    t!'..'   .^rxt   stvokc    duuii    will    l»c    power    stroke. 

N.'t.  ',!;.•  ;-...xsl  v»:  t:;»\tl  of  crank  pin  during:  power  stroke 

■  '•    "^    '-1      :»-    r-.v-  c\!i:njsi    \:il\f  st;nt>  \o  open  at    is'.*' 

>,   »•   .■    :.•;..*  \.«'r    i\:::»;:>t    i;un    MX    slaitil'.fT   to   Oj  on 


\ 


Vc'.«^;v  r^stiMi  ro.ichos  bottom. 


F:^  $.    *.::*j»trate«   all  tb« 
«>."(#    :=    o=f    illustration. 


.--v-^^^^'x"?-  Ss^^Msca.  Pow«r  and 


VALVE   TIMING.  101 

By  referring  to  fig.  5^  chart  29  (page  58),  note  inlet  cam  on  first  stroke 
will  be  in  position  of  (1),  and  wil!  turn  from  1  to  2,  or  90  degrees  daring  the 
first  stroke. 

Exhaust  cam  will  be  in  position  (2)  and  will  turn  from  2*  to  3,  or  90 
degrees  during  the  first  strobe. 

During  each  stroke  the  cam  moves  90  degrees,  whereas  the  crank  moves 
180  degrees. 

Inasmuch  as  a  stroke  of  the  piston  is  from  top  to  bottom,  or  180  degrees 
travel  of  crank,  it  will  then  be  necessary  to  distinguish  the  difference  between 
the  time  of  opening  and  closing  of  valves  and  the  period  of  travel  of  the  crank 

shaft  during  the  four,  actions  of  suction,  compression,  explosion  and  exhaust 

periods.     (See  chart  46). 

Meaning  of  Valve  Lap. 

The  word  **lap''  is  used  often  in  connection  with  valve  timing,  also 
firing  order  of  cylinders. 

In  speaking  of  firing  order  of  cylinders  we  speak  of  one  cylinder  ''lap- 
ping'* another,  for  instance,  on  a  certain  eight  cylinder  engine  there  are  eight 
periods  of  44  degrees  travel  of  crank  when  two  cylinders  are  on  power,  or 
**  lapping"  at  the  same  time. 

In  using  the  word  "lap"  in  connection  with  valve  timing,  it  means  the 
Pei'iod  of  time  that  both  valves  are  open  at  the  same  time,  or  -|-  (plus  lap). 

We  will  divide  the  laps  into  "zero  lap," — (minus)  lap,  and  -|-  (plus)  lap. 

Zero  lap:  If  the  exhaust  valve  closed  just  as  the  inlet  valve  started  to  open,  we  will 
^^*'«i  this,  "zero  lap"  (no  lap  at  all). 

The  ''zero  lap"  means  exhaust  closes  at  the  same  time  the  inlet  valve  opens.  With 
^^^o  lap  there  is  no  vacuum  in  the  cylinder  at  time  of  inlet  valve  opening. 

ICinas  lap:  If  the  exhaust  valve  closed  before  the  inlet  valve  opens;  this  we  wiU 
^^ll  ''minus  lap,"  designated  with  a  ( — )  mark. 

The  "  —  minus  lap,"  which  is  the  general  condition  used  on  most  engines,  the  ex- 
^^ust  closes  an  appreciable  period  before  the  inlet  opens.  This  permits  the  piston  to 
^e«cend  slightly  on  the  suction  stcoke  before  the  inlet  valve  opens,  thus  creating  a 
^&€uum  in  the  combustion  space.  Therefore,  the  rush  of  gases  into  e7linder  is  greater, 
^tie  to  this  partial  vacuum. 

By  referring  to  fig.  1,  chart  29,  note  exhaust  valve  closed  1>efore  the  inlet  starts  to 
^p€n;  this  would  be  termed  ** — minus  lap." 

Pins  lap:  If  the  inlet  valve  opened  before  the  exhaust  valve  closed;  this  we  wiU 
e«ll  <<plus  lap,"  designated  with  a  -|-  mark. 

The  ' '  -|-  lap, ' '  means  that  both  exhaust  and  inlet  valve  are  open  together  for  a  period 
^t  the  lap.  In  other  words  the  inlet  6pens  before  the  exhaust  closes.  The  theorj  is 
^^t  the  inertia  6t  rush  of  exhaust  gases  passing  out  the  exhaust  port  is  sufficiently 
Srest  to  create  a  partial  vacuum,  and  causes  a  stronger  in-rush  of  fresh  gas. 

Owing  to  the  fact  that  the  exhaust  and  inlet  gases  should  not  conflict  in  their 
Erection,  the  -|-  plus  lap  is  generally  used  on  *<T"  head  engines. 

See  paf^e  114  Bud  note  the  average  valve  timing  of  varioas  engines.  Oompare  the  inlet  valve  open- 
^^C  and  exhaust  closing. 

Valve  ''Lag''  and  Valve  ''Lead." 
If  a  valve  opens  late  or  remains  open  after  it  is  supposed  to  close,  it  is 
*W  to  "lag."    For  instance,  the  exhaust  valve  is  usually  allowed  to  **lag" 
About  10  degrees  after  leaving  top  of  its  exhaust  stroke  before  it  closes. 

Valve  **lead"  usually  applies  to  the  valve  opening  before  piston  reaches 
top  or  bottom  center,  this  distance  is  called  **lead;"  if  it  closes  after  center, 
this  distance  is  termed  "lag." 

For  instance,  the  setting  of  spark  is  sometimes  given  a  "lead"  or  the 
exhaust  valve  is  usually  given  a  lead  of  46  degreep,  meaning  opening  before 


102 


DYKE'S  INSTRUCTION  NUMBER  NINE. 


POSITION  or 
Piston  to 
Bw  on  on 
apteh  top 

TO  DtR^CTtdMS, 


WHBfi'W'Ta 
BE  IN  LmE  WITH 
MARRONCYUNDfH 


ER  VALVE. 


INI.iT  VALVf, 


SHAFT 
GEAR- 


CLOS 


//VlfT    , 
C4Af  ^ 


EX.  CAM       ■ 

Gear. 


it  > 


I, 


l^/^^l 


INI  St  CAM- 

^•=*_'^   CRAfiM  jUA^r     . 


View  from   froDi   of  englntv      B^li>w   th«   view-   iq   firoin    tbe    rear. 


fiff.  1. — To  aet  t&«  cun  for  valTe  opening  on 
jm  "L"  boftd  ejlludor  It  1*  otdf  nacaiairy  to 
*tt  tb*  OHO  cun,  vbieh  ifi  the  oMh^ust  catn^^jil 
th*  doviiif  point.  If  eugloe  baa  k  mttUlpIe  of 
e^llDdert  all  other  cmmi '  will  then  operAt»  mm 
Ihey  fboold;  at  *I]  exhaaiC  aod  All  Inlet  cami 
■r»  OB  tba  OQe  «im  ihmft  and  are  let  per- 
mftB^Ely  wheo  cam  shaft  ii  made. 


ri£.  2. — WSiOD  setting  Talres  on  %  '*T*' 
he«d  cTllndftT  esfflne,  tltefo  are  two  cuui  to  p«t; 
the  iolirt  and  tha  ^xhaujB.t.  If  cjlipder  U  a  fotir 
or  »|2,  or  asy  maltiple  of  cylisders:  by  tettinc 
the  earn  oa  the  flrBl.  or  laj.  No.  1  cylioider — 
ii  all  tbat  ia  neceuarj. 

Tbe  tisti«l  plftn  li  to  set  tb«  txhMiat  as  It  U 
J^it  claslng,  and  the  inlet  as  ll  Is  Just  opening. 

On  a  "T"  bQa4  all  exhaust  csmi  are  on  the 
exbsctat  earn  shaft  and  atl  Inlei  eama  are  on 
the  Inlet  esm  shaft. 

Example   of  Ysl¥e   Timing. 

iplepi  iet  vaWei  as  follows;  exhaust 
ctoaes  t^*  after  top,  inlet  op«ns  10* 
after  top- 

There  ore  qsqsUj  msrks  on  Uis  fac« 
of  £1;  wheslp  wbiob  indkate  the  position 
far  placing  the  crank  ihsft  when  setting 
I  lie    i'am«^ 

For  Instsucs:  when  pin  ton  of  No.  1  and 
No.  4  or  1  a&d  €,  cyli&dera  are  on  top  of 
stroke,  a  tine  trill  often  be  made  on  fiy 
wheel  which  la  auppoaed  to  line  np  with 
s  tn^rlc  on  the  eylinder,  or  with  *' Indi- 
cator' *  placed  DO  lower  part  of  rear  cyl- 
inder. 

Tbts  Uno  wUl  read  **Jlti  1-4  UP"  (If  I 

cylinder  engine)',  meaning  *'l  snd  I  are 
oa  d^sd  center-up"  (or  *'D0  16  UP," 
if  a  six  cyZiudtfr). 

If  toOiaust  dosed  £Vi*  after  opp«r 
dead  centetr,  then  a  marl  would  appear 
on  fif  wheel  3%*  further  away  ft^m. 
the  center  mark  {standing  in  rear  of  fl>' 
wheel). 

If  liklet  opened  10°  alter  upper  daad 
cental,  then  another  mark  would  appear 
a  I  shown. 

'L*'  bead  oagine.  first  place  No.  1  platen  on  doad  center  (BO),  then 
"ZC*'  {exhaust  cloiiag),  and  let  r^chsuit  cam  at  the  cloiing  point. 

To  s«t  **T*'  liaad,  firit  place  Ko.  1  platon  on  dead  center  with  "DC"  line.  In  line  with  *'indl- 
'^atorp"  then  more  fly  wheel  to  left  to  '"EC" — -set  ejihnutt  vulve  closing,  Hext,  move  fly  wheel  still 
furtb«t  to  "10"  <]Qlet  opeuiuff)*  and  set  inlet  cam  at  opeuing  point.  Mesh  the  gears  and  ralTea 
ar*  bifflfed. 

Tlalnf  TilTts  on  a  round  or  **I*'   bead  cylinder  with  vaKoi  overhead,  the  procedure  is  the 
St  ict  ^^e   "L"   urilr^R  vmlvL-ji  arc  oii  oiiposite  aide^  hk  on   a   *'*r'«   bead. 


To  then  set  ths  valvo  on 
■«T«  fly  wli«^t  to  \*^h  ^Vt^  to 


CHART  NO.  47— Timing  Valves  on  a  **T  &  L"  Head  OyUnder  Engine.    Example  9f  Fly  Wheel 
Marking. 

Wott:     At.    r  ;  '*»or  i^  alto  t»Tm»d  a  "trammel  " 


VALVE   TIMING.  108 

bottom.  The  faster  eugines  are  designed  to  run,  the  greater  the  amount  of 
'4ead"  or  "advance"  given  the  opening  of  the  exhaust,  also  the  spark  when 
ronning. 

Valve  Timing  Position. 
The  position  of  the  crank  shaft  determines  the  position  of  the  piston. 

The  position  of  the  piston  determines  the  point  where  valve  is  set  to 
open  or  close. 

Therefore  the  cam  shaft  must  be  so  placed,  that  the  cam  will  raise  the 
valve  when  piston  is  at  a  certain  position. 

*This  is  accomplished  by  meshing  the  cam  gear  with  crank  shaft  gear 
when  piston  is  in  correct  position. 

Marks  are  usually  placed  by  the  manufacturer  on  the  cam  gears  which 
win  indicate  just  where  to  mesh  gears  (see  page  106).  The  fly  wheel  is  sel- 
dom used  for  timing  unless  there  are  no  marks  on  gears  or  if  it  is  desirable 
to  check  the  valve  timing. 

It  is  also  important  to  secure  the  proper  valve  clearance  as  per  pages 
94  and  95,  before  timing  the  valve. 

Setting  Valves  on  a  Single  Cylinder  Engine. 
For  instance;  suppose  the  valves  are  to  be  set  on  a  single  cylinder  *'T" 
head  engine  with  exhaust  to  close  on  dead  center,  and  inlet  to  open  one-eighth 
inch  after  top  on  suction  stroke. 

Setting  exhaust  valve:  first;  place  piston  (by  turning  crank  shaft)  on 
dead  center,  then  mesh  exhaust  cam  gear  with  crank  shaft  gear,  so  that  ex- 
haust valve  is  just  seating.  (See  fig.  1,  chart  46.)  Sett^  inlet  valve: 
move  piston  down  one-eighth  of  an  inch  from  top,  mesh  inlet  cam  gear  with 
crank  shaft  gear. 

It  will  be  noted  that  the  inlet  opens  and  suction  stroke  begins  right 
after  exhaust  closes.  Therefore  the  closing  of  the  exhaust  and  opening  of 
the  intake  is  the  point  to  Work  from. 

A  matter  of  importance  to  remember,  is  the  spark.  When  setting  valves, 
be  sure  the  contact  on  timer  or  magneto  is  set  to  occur  when  piston  is  on  top 
of  compression  stroke,  a  full  revolution  from  where  inlet  valve  starts  to  open. 
(This  will  be  treated  under  ignition  timing.) 

Also  remember  to  first  get  the  ** valve  clearance'*  or  **air  gap"  correct 
as  per  pages  94  and  95. 

Setting  the  Valves  on  a  Multiple  Cylinder  Engine. 
Setting  the  valves  on  a  multiple  cylinder  engine  is  identically  the  same 
operation  as  timing  a  single  cylinder  engine 

tif  there  are  a  multiple  of  cylinders,  say  four,  then  there  must  be  at 
least  one  inlet  and  one  exhaust  valve  for  each  cylinder.  Therefore,  there 
must  be  four  cams  for  the  four  inlet  valves  and  four  cams  for  the  four  ex- 
haust valves. 

If  engine  cylinders  are  "T"  head,  then  there  are  two  cam  shafts;  one 

for  the  inlet  valves  and  one  for  the  exhaust  valves,  placed  on  opposite  sides 
of  the  cylinders. 

If  cylinders  are  ^'L"  or  **round"  head  with  valves  in  the  head,  then 
there  is  but  one  cam  shaft.  (See  chart  40,  page  86).  (On  some  8  and  twin 
six  engines  however,  there  are  two  cam  shafts.) 

tin  tome  of  the  late  makes,  each  cylinder  has  two  inlet  and  two  exhaust  valves,  called  "dual  valvet.** 

8e«  pages  109.  927. 
^Sometimes  rererting  the  crank  shaft  gear  will  give  better  results,  due  to  key-way  being  slightly  offset. 


104  DYKE'S  INSTRUCTION  NUMBER  NINE. 

It  is  well  to  note  that  even  though  there  are  four  cylinders,  six,  eight 
or  twelve  cylinders,  each  of  the  pistons  must  pass  through  the  four  strokes 
during  two  revolutions  of  the  crank  shaft,  even  though  two  of  the  cylinders 
are  firing  at  once  during  part  of  the  time  (which  they  are  in  a  six,  eight  and 
twelve  cylinder  engine). 

Just  how  these  four  strokes  are  made  by  each  piston  during  two  revolu- 
tions of  the  crank,  is  explained  under  ''firing  order/'  instruction- No.  10. 

We  will  next  take  up  the  method  of  setting  the  cams,  so  they  will  open 
and  close  the  valves  at  the  correct  time. 

If  a  four  cylinder  engine,  remember  that  owing  to  the  shape  of  crank 
shaft,  pistons  1  and  4  are  always  up  or  in  line,  when  2  and  3  are  down,  or 
vice-versa  (see  page  116).  If  a  six  cylinder  engine,  pistons,  1  and  6  are  in 
line,  3  and  4,  and  2  and  5  (see  chart  55). 

If  cylinders  are  "L"  type  or  "round"  type,  with  all  valves  on  one  side, 
then  it  is  only  necessary  to  set  the  one  cam  shaft,  and  do  the  timing  from  one 
cylinder,  usually  the  front  one,  see  fig.  1,  chart  47,  page  102. 

If  cylinders  are  "T"  type,  then  it  will  be  necessary  to  set  the  inlet  cam 
shaft  and  the  exhaust  cam  shaft  separately,  but  it  is  necessary  only  to  set 
valves  in  one  cylinder,  as  the  other  cams  are  fastened  permanently  on  the  cam 
shaft,  and  must  open  and  close  all  other  valves  at  the  correct  time.  See  fig. 
2,  chart  47. 

Therefore  the  cams  do  not  need  to  be  set  on  the  shaft,  but  by  meshing  the 
cam  gear  in  fisont  of  Hlq  engine  with  the  drive  gear,  the  position  of  the  nose 
of  the  cams  can  be  adjusted.  The  usual  plan  is  to  place  piston  of  No.  1 
cylinder  at  the  top  of  its  stroke,  and  work  from  that  point. 

An  eight  cylinder  engine,  usually  employs  one  cam  shaft  with  8  or  16 
cams.  The  Cole  has  16  cams,  one  for  each  valve  whereas  the  Cadillac  has 
eight  cams. 

To  set  the  valves  of  the  Cole  engine,  place  piston  of  No.  1  cylinder  on 
top  dead  center,  then  turn  fly  wheel  in  direction  of  rotation  say  10°,  to 
where  the  exhaust  is  supposed  to  close,  at  this  point  mesh  the  exhaust  cam 
gear  so  exhaust  valve  is  just  closing,  or  cam  is  just. leaving  the  end  of  valve. 
Either  side  can  be  timed,  which  will  suffice  for  both  sides  or  sets  of  cylin- 
ders.   Usually  the  right  side  is  timed. 

f  Timing  Marks  on  Fly  Wheel. 

The  usual  plan  to  time  valves  or  set  in  correct 
time  with  cam  shaft,  is  to  mesh  the  cam  gears  with 
point  marked  thereon  to  correspond  with  the 
mark  on  crank  shaft  gear  at  the  time  No.  1  cylin- 
der is  on  top  of  its  stroke. 

Usually  marks  also  appear  on  the  circumference 
surface  of  the  fly  wheel,  which  indicate  position 
crank  shaft  is  to  be  placed  for  correct  setting  of 
valves. 

The  mark  on  fly  wheel  is  placed  in  line  with  a 
center  mark  on  cylinder  or  elsewhere. 

If  there  are  no  marks  on  gears  or  fly  wheel, 
then  it  will  be  necessary  to  first  determine  where 
you  wish  to  set  the  valves. 

*Noie — Alw^jn  adjust  Talre  clearance  before  proceeding  to  aet  valve,  see  chart  44. 

Sea  Dyke's  4  and  6  cylinder  enfine  models. 

tBy  referring  to  inserts  and  page  120  an   "inspection  hole'*   will  be  noticed  in  hovalng  over  fty 
wheel  for  observinf  marks  on  fly  wheel. 


VALVE   TIMING.  106 

Timing  "T''  Head  Cylinder  Engine  Valves. 

Although  fly  wheels  and  cam  gears  are  usually  marked  and  the  setting 
done  with  gears,  the  explanation  will  show  how  to  check  the  valve  timing 
and  mark  fly  wheel  if  necessary. 

For  instance,  suppose  engine  was  a  ''T"  head  four  cylinder  type  of  en- 
gine, and  you  wished  to  time  the  valves  as  follows:  Exhaust  to  close  15^ 
past  Upper  dead  center.  Inlet  to  open  8°  past  upper  dead  center.  (This  is 
an  unusual  timing.) 

In  actual  timing  this  is  really  all  that  is  necessary  to  know,  as  the 
other  points  of  closing  and  opening  will  be  takeji^  care  of  by  the  other 
cams  on  cam  shaft. 

♦Procedure  of  marking  fly  wheel:  (Refer  to  illustration.)  Place  No. 
1  piston  on  top  or  upper  dead  center.  Mark  a  center  mark  on  cylinder, 
(usually  on  incQcator  or  what  is  called  a  ''trammer'  is  placed  at  this  point, 
see  fig.  3,  page  102).  Now  mark  a  line  on  face  of  fly  wheel  and  mark  on  this 
line  "1-4  UP,"  meaning  pistons  1  and  4  are  on  upper  (or  top)  dead  center. 

fNow  measure  8  degrees  from  this  line  to  the  right  and  make  another 
mark  on  fly  wheel — mark  it  "10."  meaning  inlet  opens. 

Now  mark  another  line  15  degrees  from  the  DC  line,  to  the  right  on  fly 
wheel — ^mark  this  "EC,"  meaning  exhaust  closes. 

Next,  turn  fly  wheel  slightly  until  line  marked  "EO"  is  in  line  with 
indicator  or  punch  mark  on  cylinder.  At  this  point  piston  is  15°  down 
(measured  on  fly  wheel)  in  direction  of  rotation  from  top.  Note  that  yon 
are  supposed  to  be  in  rear  of  fly  wheel. 

Setting  exhaust  cam;  take  exhaust  cam  gear  out  of  mesh  with  crank 
shaft  gear  (if  a  gear,  or  if  a  chain  loosen  chain) ;  turn  exhaust  cam  in  direc- 
tion of  rotation  (note  direction  it  turns,  fig.  2,  page  102,  opposite  that  of 
crank  shaft) ;  place  exhaust  cam  at  closing  point  (see  chart  47,  fig.  2).  Now 
mesh  exhaust  cam  gear  and  exhaust  valves  are  timed. 

Setting  inlet  cam,  next,  turn  fly  wheel  to  left  until  line  "10"  is  in  line 
with  center  mark  or  indicator  on  cylinder  ;at  this  point  piston  is  8°  down 
(measured  on  fly  wheel  in  direction  of  rotation  from  top).  Take  inlet  cam 
gear  out  of  mesh  and  turn  inlet  cam  in  direction  of  rotation  until  it  is  just 
at  the  point  of  opening  (see  fig  2,  page  102).  Mesh  gears  and  inlet  valves  are 
timed. 

Next  adjust  the  "air  gap"  or  "valve  clearance"  as  per  pages  94  and  95. 

Timing  the  Valves  on  "L"  Head  Type  of  Engine. 

Only  one  cam  shaft  need  be  set  when  all  valves  are  on  one  side,  and  all 
cams  on  one  cam  shaft,  see  fig.  1,  chart  47. 

The  usual  plan  is  to  place  position  of  No.  1  piston  at  point  where  exhaust 
valve  is  to  be  closed,  and  mesh  the  exhaust  cam  shaft  gear  at  this  point. 

Timing  Valves  on  an  "I"  or  Round  Head  Type  of  Engine. 
The  overhead  valves  are  usually  operated  by  push  rods.    All  from  one 
side  of  engine  and  from  one  cam  shaft,  therefore  the  timing  would  be  the 
same  as  an  '*L"  head. 

If  overhead  cam  shaft;  the  valves  are  usually  operated  by  one  cam  shaft, 
therefore  the  principle  is  the  same,  see  chart  66,  page  137. 

It  is  important  to  adjust  the  "air  gap"  or  'S'alve  clearance.'' 

*A  Btudy  of  flf.   3,  page   102,   of  the  six   cylinder  timing  will   assist   you    in   understand  n:;   thit. 
tSee  page  116,  how  to  convert  degrees  into  inclies  or  fraction  therrof.  or  just  how   far  in  inche* 
*o  make  the  mark  on  different  diameter  fly  wheels. 

tTo  find 'position  of  piston,  see  index   "finding  position  of  the  piston." 


100 


DYKE'S  INSTRUCTION  NUMBER  NINE. 


'Mtimam  Dnvr  Cni 


Cnai  Hull  Caf 


This  Particular  type  is  a  T'  Head  Cyl- 
inder type  of  feSngine.  By  observing  the 
illustration  the  reader  will  note  the 
principle  of  valve  timing  on  a  *'six" 
differs  but  little  from  the  "four." 

A  Study  of  Six  Cylinder  Crank  Shafts 
in  Chart  55  will  explain  the  meaning  of 
the  120*  marks. 

When  the  long  mark  1-6  is  in  line  with 
line  on  Crank  Case,  pi3ton8  number  one 
and  six  are  at  their  highest  points  or 
upper  dead  center. 


When  mark  2-5  is  in  line,  pistons  number  two  and  five  are  on  upper  dead  cen- 
ter. 

When  mark  34  is  in  line,  pistons  three  and  four  are  on  upper  dead  center. 

From  Upper  Dead  Center,  pistons  are  ready  to  start  downward  on  their  intake 
or  power  stroke  as  the  case  may  be. 

If  the  Piston  of  any  Particular  Cylinder  is  Ready  to  Start  on  its  intake  stroke, 
then  when  the  first  punch  mark  from  center  mark,  or  lO*  of  the  complete  circle 
is  in  line  with  mark  on  crank  case,  the  exhaust  valve  of  this  particular  cylinder 
has  Just  closed. 

When  the  Second  Punch  mark  or  15*  is  in  line,  intake  valve  of  this  particular 
cylinder  begins  to  open. 

No  Reference  is  made  here  as  to  closing  of  Intake  and  opening'  of  Bzhaaii,  be- 
cause it  is  of  no  particular  advantage  when  timing  valves,  as  the  opening  of  inlet  and 
closing  of  exhaust  is  all  that  is  necessary  to  know. 

The  only  Points  to  Determine  is  when  the  inlet  opens  and  exhaust  closes  and 
set  as  shown  above. 

To  Remove  Timing  Gears  on  the  Mitchell.  Note  there  are  tw«  cam  shafts  ('*r 
head  cylinders.)  To  remove  idler  gear  screw  out  hexagon  headed  bolt  "D,**  which 
has  a  left-hand  thread,  from  idler  gear  shaft. 

To  remove  Cam  Shaft  Gears.  Remove  hexagon  bolts  "A"  and  hexagon  nuts 
"B."    The  gear  now  comes  off  its  hub. 

To  Adjust  Mesh  of  Timing  Gears.  Through  holes  "C  of  cam  shaft  gears  loosen 
the  bolts  that  hold  bearings  to  crank  case.  Bearings  being  eccentric  they  can  be 
turned  until  desired  mesh  of  gears  is  obtained.  No  further  adjustments  of  the  other 
cam  shaft  bearings  are  necessary  to  make  this  adjustment.  Be  sure  bojts  are  again 
drawn  up  tight  after  adjustments  are  made. 

To  Adjust  Mesh  of  Magneto  Shaft  Gear.    Loosen  the  three  bolts  tnat  hold  bear- 
ing to  crank  case:  bearing  being  an  eccentric  can  be  turned  until  the  desired  mesh 
is  obtained. 

To  Adjust  Generator  Drive  Shaft  Gear.  Loosen  the  three  bolts  that  hold  bear- 
ing to  crank  ease  and  proceed  same  as  to  adjust  magneto  drive  shaft  gear. 

HOW  TO  MESH  TIMING  GEARS;  by  removing  forward  end  of  crank  case  cover, 
gears  can  be  insppcted.  The  gears  should  be  so  set  that  the  figure  1  stamped  on 
crank  shaft  gear  should  match  with  figure  1  stamped  on  idler  gear;  mark  2  on 
idler  should  matcli  with  mark  2  on  cam  shaft  gear  and  mark  3  on  idler  gear  should 
match  with  mark  3  on  other  cam  shaft  gear. 

This  Piinciple  of  removing  and  Tiieshing  j^ears  is  common  practice 


OHABT  NO.  47A— Valve  Timing  Marks  of  a  Six  Cylinder  Engine, 
a  ''T"  head  Engine  (Mitchell  early  model    6-16). 


^^^■ii4«g  of  Xlmlng  fliMHi  4 


Note 


-The   later   Mitchell   timing   is   given   in 
type  engine. 


'Standard    Adjustments   of   Leading  Oart"    and  la  an    "L" 


VALVE   TIMING. 


107 


Method  of  Marking  a  Fly  Wheel  in  Degrees. 

Although  a  scale  is  worked  out  on  page  115  to  find  in  inches  or  a  frac- 
tion thereof  just  where  to  mark  fly  wheel  in  degrees,  another  method  is  given 
below.  Suppose  there  are  no  timing  marks  on  fly  wheel  and  you  desire  to 
mark  same. 

Set  the  engine  so  that  the  piston  in  No.  1  cyUnder,  namely 
the  cyUnder  nearest  the  radiator,  is  at  the  top  of  its  stroke. 
With  the  use  ef  the  protractor  or  with  a  square,  make  a  mark 
at  A  on  the  rim  of  the  flywheel,  on  the  inner  edge,  which  mark 
wiU  be  directly  above  the  center  of  the  crank  shaft  or  piston 
is  at  top  of  its  stroke. 

Then,  with  the  protractor  placed  against  the  fly  wheel  so 
that  the  90  degrees  mark  points  directly  toward  mark  A,  go 
10  degrees  to  the  right  on  the  protractor  (standing  in  rear 
of  engine),  then  make  a  mark  at  B  on  the  fly  wheel.  TUs 
mark  wiU  be  10  degrees  to  the  right  of  mark  A.  Now  torn 
the  fly  wheel  until  mark  B  is  at  top  center. 

With  the  engine  in  this  position  mesh  the  timing  gears  so 
that  the  exhaust  valve  of  No.  1  cylinder  is  just  dosing. 

It  is  understood  that  when  standing  behiad  fly  wheel  it 
would  turn  to  the  left  or  as  per  arrow  point.  Therefore, 
piston  must  first  reach  top  center  (A)  with  exhaust  valve 
stiU  open,  and  travel  10  degrees  further  to  (B)  before  it 
closes. 

Variation  of  Valve  Timing  Marks — on  fly  wheel. 
Sometimes  the  marks  may  vary,  for  instance,  instead  of  ''1-4  UP*'  or 
"14  DC,*'  it  may  appear  as,  **T  C  1-4"  (top  center  1-4)  ^r  ''U  C  1-4"  (mean- 
ing npper  dead  center),  or  some  similar  mark  meaning  the  same  thing. 

Some  manufacturers  vary  their  marking  on  the  rim  of  the  fly  wheel  as 

_   ^„ 

Exhaust  closes  *'EXC" 


foDows:    Inlet  opens  ''IN-O"  or  ''I.  0."  Inlet  closes  ''IN-C"  or  ''I 


Exhaust  opens  '^EX-0"  or  '*E.  0."  or  **X.  0. 
or*'B.  C."or*'X.  C." 

If  the  figures  1-4  or  2-3  appear  after  or  befqre  the  above  marks,  as  **l-4- 
10.,"  this  means  the  number  of  the  cylinders,  as  **1  and  4,   inlet  opens-." 

For  an  example  of  valve  timing 
marks  on  a  four  cylinder  engine 
fly  wheel,  see  fig.  1— the  engine 
fly  wheel  has  upon  its  face,  the 
following  marks : 

I.  O.,  meaning,  inlet  valve  openi. 

I.  0.,  meaning,  inlet  valve  eloiei. 

E.  O..  meaning,  exhauet  valve  openi. 

E.  C,  meaning  exhauat  valve  cloiea. 

U.D.O..  1  and  4,  upper  dead  center;  eyl 
inder  1  and  4. 


REFERENCE  POINT- 
FOR  VALVE  TIM  I N6 


^' 

>; 

>:>i 

»>1 

^ 

*f*\ 

f^ 

1>t           -^ 

Nn 

?i 

c; 

< 

v^" 

^' 

■s 

•>. 

Scv 

N 

U.D.O..  2   and 
inder  2  and   3. 


3.   upper  dead   center;   ej\- 


RtAR  OF  CNGtNf-  PLV  V»Wtti.. 


Fig.   1. — Valve   timing   marks    on   fly    wheel   of   a    Reo 
foor  cylinder  engine. 


These  points,  marked  upon  the 
face  of  the  wheel,  show  where  the 
exhaust  and  inlet  valves  of  each 
cylinder   should   open   and   close. 

Taking  as  a  reference  point  the  small  boss  marked  with  a  cross  upon  cylinder 
No.  4,  next  to  dash,  this  being  plainly  shown  in  the  illnstration,  together 
with  the  marking  on  one  side  of  the  fly  wheel. 

The  engine  cyliDders  are  nuuihtrfd  1.  2.  3  and  4.  No.  1  bfin?  next  to  railiator.  and  No.  4  next 
It  dash.  By  referring  to  pages  76  and  78  of  crank  shafts,  previously  given,  it  will  be  seen  that  cranks  3 
■Bd  f,  and  1  and  4  are  exactly  180  degrees  apart.  Therefore,  the  same  marking  on  the  fly  wheel 
tiat  •ervea  for  No.  2.  alio  aervei  for  No.  3.  and  the  marking  for  No.  1  serves  for  No.  4.  these  points 
Mag  exaetly    one-half   reTOlution.    or    180    degrees    apart,    as    before   mentioned. 


108 


DYKE'S  INSTRUCTION  NUMBER  NINE. 


Fig.  4.     Inlet  Cloias. 
%**  Past  Bottom  OcDti  r 
%, "  Past  Bottom  Centfr 
aad  <«48"  ilz  cylinda 


1.     Inlet  Opens.         2.     Exhaust  Oloses.  Fig.  3.     Exhaust  Opens. 

Top  Center  Vfc "  Past  Top  Center      "38"  %  "  Before'Bottom  Center 

Top  Center  H "  Past  Top  Center      "48'  *    1"  Before  Bottom  Center 

Figures  1,  2»  3  and  4  Illustrate  the  Ytlf  timing  of  the  Locomobile  *'38" 
engine.  The  timing  being  given  in  inches.  The  top  line  is  the  timing  of  the  model  "38"  and  th« 
lower  line  "48."  First,  adjust  the  valve  clearance  by  adjusting  check  nut  on  valve  lifter  or  plunder 
until  it  just  touches  the  bottom  of  the  valve  stem.  The  cam  is  then  ott  the  bottom  of  the  plunger  &x)d 
piston  No.  1  is  on  the  top  of  stroke.  This  will  give  about  .005  of  an  inch  clearance.  Next;  the  intake 
valve  is  set  to  open  at  the  top  of  the  stroke,  therefore  set  the  inlet  cam  just  starting  to  open  the  inlet 
valve  at  this  point.  Next;  set  the  exhaust  valve  at  point  just  closing,  when  piston  is  down  H  of  ai» 
inch  from  top. 

Oadlllac  valve  timingw  Open  cylinder  relief  cocks,  turn  engine  until  valve  you  are  timing  (hdv 
exhaust  of  No.  1  right)  has  just  seated.  Turn  still  farther,  until  line  marked  '*Ex.  i  8."  on  fly 
wheel,  is  under  trammel  on  crank  case,     ^he  cam  is  then  in  correct  position  for  that  valve. 

To  check  inlet  valve — the  same  proc^^dure.  but  mark  on  fly  wheel  is  "In  |  S."    (inlet  seated.) 


Fig.  3. — The  timing  of  the  Hudson  Super  Six  measured 
according  to  piston  travel:  Intake  opens  V64  after  top  dead 
center;  closes  i'^^  after  bottom  dead  center;  exhaust  opens 
5'(;4  before  bottom  dead  center;  closes  V&2  after  top  dead 
center. 

These  measurements  are  best  for  timing,  but  for  compari- 
fon  with  other  engines  it  is  better  to  state  the  valve  move- 
ment in  degrees:  Intake  opens  7  deg.  after  top  dead  center; 
closes  approximately  42  deg.  after  lower  dead  center;  exhaust 
opens  abont  55  deg.  before  dead  center;  closes  8  deg.  after 
top   dead   center. 


Fig.  6. — Valve  timing  diagram  of 
the  Stuts  racing  engine  explained  on 
page  109. 

The  Stuts  (see  diagram  above)  th4> 
exhaust  opens  55**  before  bottom  and 
closes  10**  after  top.  Inlet  opens  10" 
after  top,  doses  55*  after  bottom. 

Dusenberg  racer  engine:  Ex.  opens, 
46®  before  bottom,  closes  8*  after  toi^. 
Inlet  opens  4**  after  top.  closes  42* 
after    bottom. 

The  MaxweQ  racer  engine:  Ex. 
opens  69 <*  before  bottom,  closes  19* 
45'  after  top.  Inlet  opens  top  of  dead 
center,  closes  32  <*  after  bottom. 

A  prominent  French  racing  engln« 
uses  a  valve  timing  of — Inlet  opeas 
1012*  after  top.  closes  45*  after  bot- 
tom. Exhaust  opens  45*  and  cUrttt 
18*   after  top. 


CHABT  NO.  48 — Example  of  Valve  Timing  in  Inches.   Valve  Timing  of  Bacing  Engines. 


See  page  500  for  Locomobile  gear  shift  and  page  362  for  electric  system.     The  19S0  Series  Five  LocoB4 
!.•:!«►?  r.r*.r«    t^"  past  top;  exhaust  closes  top  center;  exhaust   opens    %"   before  bottom;   inlet  closes    %" 

tottois. 


VALVE   TDIINQ. 


109 


The  Bnick  six  valves,  both  inlet  and  ex- 
kenct  are  placed  in-the-head  of  cylinder.  The 
Talres  are  in  cages  and  can  be  ground  by 
compressing  valve  spring  and  lifting  push- 
rod  oat  or  socket.  Loosen  valve  cage  nuts 
sad  anscrew  valve  cage.  Remove  valve 
spring  and  after  cleaning  with  gasoline  or 
kvoeene.  smear  the  valve  and  its  seat 
with  fine  emery  flour  and  grind  by  turning 
back  and  forth  on  its  seafr  until  both  valve 
sad  seat  show  a  bright  ring  ^9"  wide  all 
the  way  round.  After  grinding  clean 
tkonmghlj  and   adji^st   push-rods    for   clear- 


The  Ststi  radnc  •nglne  with  two  inlet 
and  two  exhaust  valves  td  each  cylinder  (4 
cylinders).  Valves  are  in-tlie-heaa  of  ^lln- 
din  and  operated  bv  an  overhead  cam-shaft. 
Bee  page  108  for  valve  timing.  , 


CAH  SMATT 

aoJt 


MAUKS  FOR 

agrrmo 

VALVES 


LO%#l 
CffAMM  CAM 


Timing  Buick  Six,  Valves-ln-the-liead,  Operated  by 
Pu8h-Bods  on  the  Side. 

The  valve-in-the-head  can  be  timed  in  Just  the  same 
manner  as  timing  the  valves  when  placed  on  the  side 
as  described  on  page  102,  but  in  order  to  simplify  the 
work,  quite  often,  manufacturers  mark  the  timing  gears 
as  described  in  the  illustration  fig.  2. 

Timing  the  valves:  For  instance,  to  time  the  valves 
of  the  six  cvlinder  Buick;  the  cam  shaft  gear  which  is 
marked  "O  corresponds  with  the  tooth  on  the  crank 
shaft  gear  as  shown  in  fig.  2. 

Adjusting  push-rod  clearance:  Turn  the  engine  by 
hand  (in  a  clockwise  direction,  looking  at  it  from  in 
front),  until  the  line  marked  "1  and  6*'  on  the  fly 
wheel  comes  opposite  the  line  on  the  rim  of  the  in- 
spection hole.  This  is  the  flring  position  for  cylinders 
Nos.  1  and  6,  numbering  from  the  radiator  back,  and 
one  or  the  other  of  these  cylinders  will  be  found  to 
have  both  valves  closed,  so  that  both  rocker  arms  will 
have  a  slight  amount  of  play.  The  push-rods  should 
then  be  adjusted  from  the  back  of  the  cams  and  while  en- 
gine is  warm,  so  as  to  have  .010  inch  clearance  between  the 
end  of  the  valve  stem  and  the  rocker  arm.  This  is  approx- 
imately the  thickness  of  a  sheet  of  heavy  paper  or  very 
light  card.  Push  rods  for  the  other  cylinders  may  be  ad- 
justed in  the  same  manner.  One-half  teaspoon  full  of 
kerosene  inserted  around  valve  stem  once  a  week  while 
engine  is  runing  will  keep  valve  from  sticking  in  valve 
cage. 

Setting  the  ignition  on  Buick:  Turn  engine  clock- 
wise, as  before,  until  "1  and  6**  line  on  fly  wheel 
comes  in  view;  continue  turning  slowly  until  line  marked 
"7*'*  registers  with  indicator  mark  (which  is  approxim- 
ately 1  inch  after  dead  center  mark).  This  is  the  point 
to  set  ignition  timer.  Retard  spark.  Set  breaker  cam 
on  timer,  so  lobe  of  cam  is  just  commencing  to  sepa- 
rate contact  points.  Firing  order  is  1,  4,  2,  6.  8,  5. 
Spark  plug  gap  is  adjusted  .080"  clearance  and  timer 
contacts  points  .018''.  Timer  is  Delco  closed-circuit  type, 
page  377,    378,   388. 

Timing  the  Stutz  Racing  Engine,  with  Valves-ln- 
the-head,  Operated  by  an  Overhead  Oamahaft. 

An  end  view  is  shown.  A  brief  detail  of  the  specifl- 
cations  are  as  follows: 

General:  Bore,  8^  inches;  stroke,  6^  inches.  Four 
cylinders  with  sixteen  valves. 

The  maximum  power  is  obtained  at  a  piston  speed  of 
3250  feet  per  minute  which  corresponds  to  8000  r.  p.  m. 
and  is  about  130  h.  p. 

Valves:  There  are  two  inlet  and  two  exhaust  valves 
for  each  cylinder,  which  is  termed  "dual"  valves.  The 
valves  are  operated  by  an  overhead  cam-shaft,  which  is 
operated  by  a   chain  of  gears   from  the  crank  shaft  gear. 

Where  four  valves  are  used  to  each  cylinder,  they  are 
known  as  "dual  valves,"  see  page  927. 

The   crank-shaft   is    ball    bearing   with   one    inch   balls. 
Valve  Timing,  see  fig.  6    page  108. 


QBAST  KO.  49.    Timing  the  Valves  of  an  Engine  When  Placed  in  the  Head  of  Cylinders;  Buick 
ib  ud  Stnti  Badng  Engine  as  Examples. 

Attt  50  oMiited,  error  in  numbering.  « 


uo 


DYKE'S  INSTEUCTION  NUMBER  NINE. 


Oheddng  the  Valve  Timing. 
The  purpose  of  checkiiig  the  valves  is  to  see  if  they  are  opening  and 
closing  as  marked  on  fly  wheel. 

Altiiough  it  is  only  necessary  to  set  the  exhaust  cam  so  exhaust  valve 
will  just  close,  on  an  ''L''  type  of  cylinder  engine,  there  are  other  marks 
which  are  used  for  checking  the  timing. 

As  an  example  a  four  cylinder  en- 
gine is  used,  with  timing  scale  as 
follows : 

Dead   center  of  cylinder!   1   and  4  are  marked 

on  fly  wheel   "1-4." 

Dead  center  of  cylinderg  2  and  8  are  marked 

on  fly  wheel  "2-8." 

Inlet  valve  opens  6*  past  top  center  marked  •■ 

fly  wheel  "1-4  IN.  O." 


Inlet    valve    closei     40*     past    bottom 

marked  on  fly  wheel  "1-4  IN.  0.*' 

Exhaust  valve   opens  40*   before  bottom  eeater 

marked  on  fly  wheel   "1-4  EX.  O." 

Exhaust  valve  closes  7*  past  top  center  marked 

on  fly  wheel  "1-4  EX.  0.** 

Note — the  marking  on  illustration  is  merely  ft* 

and  7*,  the  reading  at  end  of  arrow  lines  indi- 

cate  the  meaning.  * 

The  same  marks  appear  for  cylinders  2  and  t. 

The  lines  on  fly  wheel  indicate  the  points  st 
which  the  valves  open  and  elos«. 

When  fly  wheel  is  turned  so  that  the  Uba 
marked  "1-4"  is  up  in  line  with  mark  •■ 
cylinder — ^No.  1  and  4  pistons  are  Just  at  the 
uppermost  points  of  their  strokes  or  at  '^wdot 
dead  center."  When  line  "2-8"  is  up  in  Umm 
with  center  mark  on  cylinder  the  No.  2  and  t 
pistons   are   at   upper  dead  center. 

To  determine  whether  or  not  the 
valves  are  properly  timed,  first  open 
the  relief  cocks  on  top  of  the  cylin- 
ders, then  have  some  one  crank  the 
engine  over  slowly  until  the  line 
marked  **l-4*'  is  opposite  the  center 
line  of  the  cylinders.  At  this  point 
the  exhaust  valve  in  either  No.  1  or 
No.  4  cylinder  should  be  just  closed. 

If  you  find  that  the  exhaust  valve  in  No.  4  cylinder  is  beginning  to  cloM 
and  you  wish  to  check  up  the  valve  timing  in  No.  1  cylinder,  turn  the  fiy 
wheel  around  to  the  left  (standing  in  rear  of  engine),  one  complete  revolu- 
tion, until  line  **l-4"  is  again  brought  opposite  the  center  line  of  the  cylinder; 
then  continue  slowly  turning  the  fly  wheel  about  three-quarters  of  an  inch 
farther  to  the  left  until  the  line  marked  **7°  EX.  C."  coincides  with  the 
center  line  of  the  cylinders.  This  is  the  point  at  which  the  exhaust  valve  in 
the  No.  1  cylinder  should  just  seat  itself  or  close. 

fTo  determine  whether  or  not  the  valve  is  seated,  see  if  tappet  or  puah 
rod  underneath  the  valve  can  be  turned  with  the  fingers.  If  the  tjappet 
turns  freely,  the  valve  is  seated,  but  if  the  tappet  is  hard  to  turn,  that  will 
■how  that  the  valve  is  still  being  held  slightly  open.  If  this  is  the  case, 
loosen  the  lock  nut  on  the  tappet  screw,  and  turn  the  screw  down  until  the 
valve  has  the  proper  clearance,  then  turn  the  lock  nut  down  tight  against 
the  tappet. 

When  the  valves  are  closed  there  should  be  clearance  between  the  end 
of  the  valve  stems  and  the  tappet  screws,  of  from  .003  to  .005  of  an  inch. 
This  amount  of  clearance  is  necessary  to  allow  the  valve  to  seat  tightly 
(see  page  95). 


Tig,  2. — ^An  example  of  valve  timing  marks  on  the 
fly  wheel  of  a  four  cylinder  engine.  See  text  for 
checking  valve  timing  from  these  marks.  View  from 
rear  of  engine.    Note  it  tnms  to  the  left. 


fThe  opening  and  closing  time  of  a  valve 

(Then  it  makes  or  leaves  contnct — see  page  94 


but 


not   wluMi   the   lifter   bcpins   to   rise   or   comes   to 
figs.   2  and  3. 


VALVE  TIMING.  lU 

To  check  up  the  tuning  of  the  inlet  valve  in  No.  1  cylinder,  turn  the 
fly  wheel  slightly  to  the  right  until  the  line  ^'1-4"  is  in  line  with  the  center 
of  the  cylinders,  and  then  turn  the  fly  wheel  about  one-half  an  inch  to  the 
left,  until  the  line  marked  **5°  IN.  0."  coincides  with  the  center  line  of  the 
cylinder.    At  this  point  the  inlet  valve  should  just  begin  to  open. 

Continue  turning  the  fly  wheel  half  a  turn  to  the  left,  stopping  when  the 
line  marked  "40^  IN.  0,"  just  to  the  •right  of  the  line  *'2-3"  comes  in  line 
with  center  of  the  cylinders.    At  this  point  the  inlet  valve  should  just  close. 

To  see  if  the  exhaust  valve  in  No.  1  cylinder  opens  at  the  proper  time, 
revolve  the  fly  wheel  still  farther  to  the  left,  and  stop  when  the  line  "40^ 
EX.  O,"  which  is  the  first  line  to  the  *left  of  the  ^'2-3"  center  line,  comes 
up  in  Line  with  center  of  the  cylinders.  This  is  the  point  where  the  exhaust 
valve  in  No.  1  cylinder  should  just  begin  to  open.  The  above  operation  com- 
pletes the  checlang  of  cylinder  No.  1. 

^o  check  the  timing  of  cylinder  No.  2,  turn  the  fly  wheel  until  the  line 
marked  "2-3"  is  in  line  with  the  center  line  of  the  cylinders.  If  the  exhaust 
nJve  in  the  No.  2  cylinder  is  closed,  turn  the  fly  wheel  through  one  com- 
plete revolution,  until  the  line  "2-3"  is  up  again;  the  exhaust  valve  in  No. 
2  blinder  should  then  be  just  starting  to  close.  Proceed  now  the  same  as  in 
timing  the  No.  1  cylinder.  The  valves  in  cylinders  No.  3  and  No.  4  are  timed 
in  the  same  manner. 

Qylinders  No.  1  and  4  are  timed  from  the  center  line  "1-4";  5°  to  left 
Cor  inlet  opening  and  7°  for  exhaust  closing,  and  cylinders  No.  2  and  3  from 
the  line  "2-3;"  5°  to  left  for  inlet  opening  and  7°  for  exhaust  closing. 

n  Is  adilnblAv  whon  ebeddng  th«  opening  and  closing  points  of  the  vjaves  with  the  mtakM  on  the 
9f  «feMl»  to  make  »  note  of  the  vmrlAtlon  of  each  of  the  valves  from  the  marks  in  the  fly  wheel. 

Than,  after  all  the  valves  have  been  checked  yon  can  compare  the  variations  for  the  different 
falv«  and  in  this  way  detennine  whether  the  variations  are  due  to  the  large  time  gear  on  the  and 
tf  lia  CHB  Aait  not  being  properly  set  with  relation  to  the  timing  gear  on  the  end  oft  the  crank- 
'  '1^  ir  to  waar  in  any  particular  cam  or  valve  tappek  A  variation,  not  to  exceed  one-half  of  an 
titker  way  from  the  lines  on  the  fly  wheel,  is  permissible,  and  will  not  make  any  material 
raaea  in  the  timing  of  the  valves.  If  the  variations  exceed  this  and  are  uniform  for  the  dUferant 
nlvia  the  eorreetion  should  be  made  by  re-setting  the  cam  shaft  gear.  (See  "setting  of  timing 
"  thia  page.) 

tha  Tatrea  ara  closed  there  should  be  clearance  between  the  end  of  the  valve  stems  and 
WWl,    of    from   .003    to   .005    of   an    inch.     Thia    amount   of    clearance    is    required    to   allow 
Me'valTea  to  seat  tightly.     (See   "valve  clearance."  pages  94  and  95.) 

The  Timing  Gears. 

Since  the  position  of  the  cam  shaft  is  always  the  same  with  reference  to 
the  pistons  (because  the  cam  shaft  is  always  in  mesh  with  the  crank  shaft 
fear),  and  since  the  cams  are  all  integral  parts  of  the  shaft,  the  valve  timing 
eannot  change.  If  the  gears  are  ever  removed,  they  may  be  put  back  in  the 
proper  position  by  seeing  that  the  marks  on  the  edges  of  the  teeth  **dove- 
tiil"  together. 

If  the  timing  of  the  valves  of  an  engine  is  not  correct,  it  is  then  necessary 
to  xe-meah  or  re-set  the  timing  gears.  It  will  be  necessary  to  place  piston  of 
No.  1  cylinder  at  top  of  its  stroke.  Then  remove  the  gear  cover  and  turn 
cnnk  until  the  **EX.  C"  (exhaust  closing  mark  of  cylinder  No.  1)  is  in  line 
with  center  mark  on  ^cylinder  (in  rear).  Now  remove  the  cam  gear  from  its 
Aaft  and  turn  cam  shaft  in  its  direction  of  rotation  (it  is  opposite  from  direc- 
tion of  rotation  of  crank  shaft),  until  the  exhaust  valve  on  cylinder  No.  1  is 
)st  dosingy  keep  the  cam  shaft  in  this  position,  replace  the  cam  gear  (large 
one)  on  the  end  of  the  cam  shaft  properly  meshing.it  with  the  gear  on  the 
cnnk  shaft. 

tOlL  anglnaa  Wttta  unit  power  plants  the  center  line  instead  of  bein^  on  cylinder,  ri  sm:il1  hole  at 
t*5  ef  ^7  vneel  case  is  provided  so  line  and  figures  on  fiy  wheel  can  be  seen  throufjh  hob>.  see  pa^je  120. 

tTka  opaoiniT  *&A  eloalng  time  of  a  valve  is  not  when  the  lifter  begins  to  rise  or  comes  to  rest, 
Wt  vhsa  it  makes  or  leaves  contact — see  page  94. 

*1fkaa  *'S-S"  1^  wliaal  mark  is  at  top  this  marking  would  be  at  the  right  of  2-3.  Below,  as 
« iiaev  in  ilhutratTon,  it  U  to  the  left.  ' 


112  DYKE'S  INSTEUCTION  NUMBER  NINE. 

^c-siHii  When  the  gears  are  originally  in- 
stidled  at  the  factory,  there  are  usually 
marks  stamped  on  the  small  crank  shaft 
gear,  for  instance,  a  letter  *'0"  or  ''C,'' 
or  figures  1  or  2,and  a  similar  mark  is 
stamped  between  the  two  teeth  of  the 
larger  cam  gear  with  which  it  meshes. 
At  this  point  the  valves  are  supposed  to 
be  correctly  timed. 

If  you  find  that  the  marked  teeth  do 
^^i^iLT  - '"'  ^^*  come  together;  do  not  jump  at  the 

Fig.  1. — Note  meshing  of  crank  ehaft  gear  mark       COUClusion  that  the  fiTCarS  are  imprOPCr- 
(1)   between  the  two  teeth  on  cam  ahaft  gear       «  j.     -u    ±   n     j,  -^j.!.  j.^         t. 

mark     (1).     This    is    the    Overland    model    86.       ly   SCt,    DUt   firSt    VCniy    the    Setting    by 

Note  the  cam  shaft  turns  in  opposite  direction       checking  the  timing  of  the  ValvCS  wlth 
to  erank  shaft  when  the  crank  shaft  gear  drives  i  i.u     n  iT     i 

the  cam  ahaft  gear  without  using  an  idler  gear.       marks  OH  the  tty  Wheel. 

Bemarks  on  tlie  Relation  of  Timing  Gears  to  Valve  Timing. 
After  your  engine  has  been  overhauled  a  few  times  the  cam  shaft  gear  will  have 
developed  a  dozen  or  more  meshing  marks;  each  workman  having  added  a  few  marks 
that  maj  or  maj  not  be  right  and  changed  a  few  that  were  right  until  finally  it  is  hope- 
less to  match  any  of  them. 

This  need  not  seriously  inconvenience  yon,  for  if  you  understand  valve  timing,  you 
ean  forget  the  gear  maiks  and  work  Entirely  from  the  fiy  wheel  marks. 

A  "trammel"  is  a  stationary  starting  point  to  base  all  your  work  from  (see  fig.  8, 
page  102).  The  trammel  generally  is  directly  over  or  in  front  of  the  fiy  wheel,  but  may 
be  located  elsewhere  if  some  careless  workman  has  removed  your  fly  wheel  and  replaced  it 
in  a  different  position  (flange  connection  or  a  new  fly  wheel  with  key  in  wron^  place); 
the  trammel  should  be  shifted  until  it  registers  properly  when  the  cylinder  indicated  is 
at  top  center. 

Check  up  the  top  center  mark  by  making  sure  that  the  piston  in  the  cylinder  in- 
dicated is  exactly  at  top  center  and  that  the  trammel  registers  exactly  in  line. 

Now  that  you  are  certain  of  the  trammel,  move  the  fly  wheel  in  the  direction  it 
should  travel  (  generally  counter  clock  if  fly  wheel  is  between  you  and  the  cyinders)  until 
the  mark  I.  O.  (intake  opening)  No.  1  and  No.  4  registers  with  the  trammel.  Leave 
the  fly  wheel  alone  now  and  turn  the  cam  shaft  until  the  nose  of  the  inlet  cam  on  No. 
1  cylinder  is  down.  Adjust  the  air  gap  for  post  card  distance  Turn  the  cam  shaft  in 
the  direction  of  its  travel  until  the  air  gap  is  gone  and  any  further  movement  would 
start  to  lift  the  valves.  Put  on  the  cam  shaft  gear,  being  careful  to  not  move  either 
the  cam  shaft  or  the  crank  shaft.  Have  the  gear  key  in  place  but  don't  permanently 
fasten  the  gear  yet. 

Turn  the  fly  wheel  in  its  proper  direction  and  check  up  the  intake  closing.  If 
both  opening  and  closing  of  this  valve  are  right,  it  means  that  the  cam  shaft  and  air 
gap  are  correct  and  the  gear  can  be  permanently  fastened. 

If  the  valve  opens  on  time  but  closes  at  the  wrong  time  it  means  that  both  the 
cam  shaft  and  air  gap  are  wrong.  If  the  valve  closes  too  soon  the  air  gap  is  too  large  and 
doesn  't  hold  the  valve  open  long  enough.  If  the  valve  closes  late,  the  air  gap  is  too  small 
and  holds  the  valve  open  too  long.     (See  page  95.) 

Make  a  mark  with  a  lead  pencil  or  chalk  on  the  fly  wheel,  midway  between  the 
actual  closing  and  the  proper  closing.  Turn  the  fly  wheel  to  this  new  mark  and  ad- 
just the  tappet  to  correspond.  The  tappet  must  be  just  barely  in  contact  with  the  valve 
stem.    The  air  gap  is  now  O.  K.,  but  the  cam  shaft  is  still  out  of  time. 

Turn  the  fly  wheel  back  to  the  opening  mark  and  remove  the  gear.  Turn  the 
earn  shaft  until  the  air  gap  is  gone,  replace  the  gear  and  check  up  the  closing.  The 
earn  shaft  and  air  gap  are  now  correct  and  the  remaining  tappets  are  adjusted  after 
registering  each  mark  with  the  trammel.  Don't  use  a  sheet  of  paper  or  post  card  te 
measure  with.     Turn  the  fly  wheel  and  adjust  each  tappet  by  the  fly  wheel  marks. 

If  the  valve  opens  a  certain  number  of  degrees  early  and  closes  the  same  number 
of  degrees  late,  the  cam  shaft  is  right  but  the  air  gap  is  wrong. 

If  a  valve  opens  a  certain  number  of  degrees  early  and  closes  the  same  number  of 
(Ifgroei  early,  the  air  gap  is  right  but  the  cam  shaft  is  wrong. 

Make  a  habit  of  checking  up  this  air  gap  at  least  once  a  month,  especially  if  you 
hav(«  tlbro  inserts  or  any  other  noise  silencers.     Use  the  fly  wheel  marks. 

After  the  valves  have  been  ground  or  new  valves  put  in — check  up.  .  Don't  let 
v^wr  engine  overheat  or  lose  power  through  the  fault  of  the  air  gap. 

*Te  asstmhie  1<"*<"g  gears  on  the  Dodge;  turn  crankshaft  clockwise  until  top  of  No.  4  piston  is 
w»  toy  «•!  below  ton  of  cylinder,  on  coinpression  stroke.  Then  rotate  cam  shaft  connter-eloekwiee 
Juftil  >flk  s  Mhauat  vaWe  is  ready  to  open.  Tlio  crankshaft  and  cam  shaft  gear  should  then  be  meehed 
JITlLl  Ibe  MttfU  pSch  mark  in  the  latter  is  between  the  two  on  the  former. 


VALVE  TIMING. 


113 


Where  silent  chains  and  sprockets  are  used  instead  of  gears — the  pro- 
cedure is  similar,  except  the  cam  shaft  revolves  in  opposite  direction. 

The  earn  shaft,  generator  and  magneto  shafts  are 
driven  from  the  main  shaft  by  chains  at  the  front 
of  the  engine.  The  timing  of 
these  shafts,  or  the  relation  of 
their  operation  to  the  crank 
shaft,  determines  the  time  of 
opening  and  closing  of  the 
valves  and  the  firing  of  the  gas. 

Should  the  chains  be  removed 
proceed  carefully  when  reas- 
sembling as  follows: 

Turn  the  crank  shaft  until  the 
mark  "1-4  UP"  on  the  fly  wheel, 
lines  up  with  the  mark  on  the  cross 
member,  and  with  No.  1  cylinder 
ready  to  Are. 

Turn  the  cam  shaft  until  mark  1  on  the  sprocket  is  opposite  mark  1  on  the  crank 
•haft  sprocket. 

Now  torn  the  magneto  shaft  until  the  distributor  makes  contact  with  No.  1  brush, 
the  lower  right-hand  one.  Mark  2  on  the  magneto  sprocket  should  now  be  opposite  mark 
2  on  the  cam  shaft  sprocket. 

tWrap  the  chain  around  the  sprockets  and  fasten  the  master  link.  The  parts  should 
BOW  operate  in  their  correct  relation,    (see  also  page  648.) 

Notes  relAtlYC  to  gears:  To  reach  the  gears  it  is  usually  necessary  to  remove  radiator,  then 
the  starting  crank  stud,  then  fan,  fan  pully  and  gear  housing  cover.  When  replacinflr  be  sure  the  ' 
gaaket  of  housing  is  in  good  condition.  The  gears  are  usually  keyed  and  locked  in  place  by  a  nut 
on  end  of  shaft.  On  most  gears  there  are  two  holes  for  a  "gear«  puller'*  (see  iiidex),  whieh  is 
used  to  draw  off  the  gear.  Should  it  be  necessary  to  remove  the  cam  shaft  sprocket  from  the  hvb, 
see  that  it  is  replaced  with  the  tooth  marked   "0"   directly  opposite  the  keyway. 

Valve  Timing  of  a  6  Cylinder^  Engine. 

The  process  is  identical  with  that  of  a  4  cylinder  engine.  If  all  valves 
are  on  one  side,  it  is  only  necessary  to  time  the  exhaust  valve  closing  of 
cylinder  No.  1.    See  page  106  for  an  example 

The  timing  of  a  six  cylinder  engine  in  *inches  instead  of  degrees  is 
shown  below.    Also  see  page  109. 


1DLC& 


Fig.  2. — Note  on  the  Overland  model  75.  sprockets  and 
silent  chains  are  used  instead  of  gears. 

Kote  the  cam  shaft  turns  the  same  direction  as  crank 
shaft  when   cam  shaft   is   driven   by   silent   chain. 


Example  of  Valve  Checking  on  a  6  Cylinder  Engine. 

As  an  additional  check,  use  may  be  made  of  the  fly  wheel  markings,  as 

follows : 

Bemove  the  top  cover  and  twirl  between  the 
fingers  the  long  aluminum  push  rod  (for  the  No.  1 
intake  valve —  the  second  rod  from  the  front)  while 
someone  slowly  turns  the  starting  crank.  Stop  the 
engine  at  the  exact  point  when  the  push  rod  is  no 
longer  free  to  turn  and  note  the  markings  on  the 
fly  wheel.  If  the  engine  is  properly  timed,  the  line 
marked  "IN-OP"  near  "TO  l-|-6"  wiU  be  di- 
riectly  under  the  pointer.  The  exhaust  valve  is 
tested  in  the  same  way,  except  that  the  mark 
**EX-CL"  is  used  to  show  the  point  at  which  the 
exhaust  valve  closes.  The  point  at  which  the  in- 
take closes  and  that  at  which  the  exhaust  opens 
are  not'  shown,  as,  if  the  other  markings  for  the 
same  valve  are  correct,  these  are  sure  to  be.  The 
marks  "TO  l-|-6/'  '*TC  2.|.5"  and  "TO  3-1-4" 
designate  the  top  centers  of  the  several  cylinders 
and  the  timing  of  each  starting  from  the  proper 
top  center  is  similar  to  that  for  No.  1  described 
EX-CL"  each  refer  to  the  cylinders  whose  "TO" 


Fig.    3— Marki 
Marmon    34. 


wheel 


above.     The  marks  "IN-OP"  and 

is  nearest.    Valve  clearance  on  the  Marmon  is  .003 


der 


pafo   115  for  converiion  of  deerees   into   inches 


„  *See   index   for   valve  timing   of   a    12    cylia 

tSee  index  for  "repairing  silent  chains." 


16*  ExbaoBt 
Valve  Oloses 


Top 

Piston 

Oenter 


DYKE'S  INSTEUCTION  NUMBER  NINE. 


Valve  Timing  "Indicator"  or  "Trammel." 
A  trammel  or  indicator  is  a  stationary  starting 
point  to  base  all  work  from.  It  is  sometimes  at- 
tached to  the  base  of  a  cylinder  or  other  point,  in- 
stead of  a  center  line  on  cylinder.  It  is  usually 
directly  over,  or  in  front,  of  the  fly  wheel,  as  per 
fig.  4  (fly  wheel  indicator.) 

Example  of  6  cyl.  engine  timing:  inlet  opens 
and  exhaust  closing  at  the  same  time,  or  on  "top." 

When  the  long  mark  1-6  is  in  line  with  "indicator"  on 
crank  case,  pistons  number  one  and  six  are  at  their  highest 
points  or  upper  dead  center.  After  turning  fly  wheel  to  this 
mark,  then  turn  the  fly  wheel  to  the  left  (when  behind  it) 
until  the  small  dot  mark  is  under  indicator.  This  is  the  point 
(15")  to  set  exhaust  valve  just  closed.  Therefore  it  is  plain 
to  see  that  setting  the  exhaust  valve  just  dosing  on  a  6  cyl- 
inder engine  with  valves  on  the  side,  is  all  that  is  necessary. 


AVE'I^AGE.    MOTOR. 
Fiff.   d. — Ayeraire   ▼•!▼«   timing  diaframs. 


AVER  AG  C    FOUR. 


Average  Valve  Timing. 

There  is  very  little  difference  between  the  average  timing  of  the  four  and  the  six 
cylinder  engine.  On  the  aix,  the  average  inlet  opoiing  is  10.7  degrees  past  top  center  and 
closing  point  37.6  degrees  past  bottom  center.  On  the  four  the  average  for  Inlet  opening 
is  11.1  after  top  center  and  closing  point  36.8  degrees  after  bottom  center.  The  small 
difference  would  hardly  be  noticeable. 

The  exhaust  on  the  average  six  opens  46  degrees  before  bottom  center  and  the 
four  46.3.  The  dosing  point  of  sixes  average  7  degrees  after  top,  and  the  fonr 
7.7.    Therefore,  there  is  very  little  difference. 

On  an  average  of  engines,  the  intake  remains  open  for  a  period  of  205.8  de- 
grees, and  the  exhaust  remains  open  for  a  period  of  233.4  degrees.  For  an  example,  see 
chart  46,  page  100,  showing  how  long  the  valves  remain  open,  or  the  period  of  travel. 
See  page  542  for,  ** setting  valves  of  an  engine  where  timing  is  not  known." 

To  Find  Position  of  Piston. 

To  find  the  top  or  bottom  position  of  piston,  see  pages  320,  312. 

The  beat  procedure  la  to  calculate  the  degrees  from  the  center  marks  on  the  fly  wheel,  which 
are  nearly  always  present  either  as  punch  marks,  letters,  or  a  simple  line  filed  across  the  rim.     If  one 

Serson   feels   the  tappet   head   of  the    valve   which   is   bein^   checked,    while   another   slowly   pulls    the 
y  wheel  round  in  its  proper  direction  of  motion,  the  precise  moment  at  which  the  valve  commences 
to  lift  can  readily  be  determined  by  the  binding  of  the  tappet  head  against  the  stem  of  the  valve. 

Converting  Inches  into  degrees: — If  the  circumference  of  the  fly  wheel  be  then  measured  in 
inches  by  a  tape  line  or  its  diuniotrr  be  aRcertainod  and  multiplied  by  three  and  one-seventh  (which 
amounts  to  the  same  thing),  the  proportion  of  this  measurement  to  the  distance  on  the  rim  of  the 
center  mark  from  the  perpendicular  position  will  give  the  degrees  of  advance  or  retard. 

Suppose  for  instance,  we  And  that  the  exhaust  valve  Just  closes  when  the  top  center  mark  U  2 
Inches  past  the  central  line  in  the  direction  of  rotation  and  that  the  circamference  of  the  fly  whMl 
is  60  inches.  Now  there  are  860  degrees  in  a  circle,  and  therefore  by  the  simple  process  of  multi- 
plying this  figure  by  2  and  dividing  the  result  by  60  we  get  the  answer  12  degrees,  which  is  of 
coarse  the  number  of  degrees  represented  by  2  inches.  Also  see  page  115  for  converting  degrees 
into  inches. 

ValTe  timing  on  Dodge;  first  see  that  valve  lifter  or  tappets  are  properly  adjusted,  which  is 
.008  clearance  for  inlet  and  .004  for  exhaust.  Then  turn  crank  shaft  clockwise  until  top  of  piston 
No.  1  is  1-16  inch  above  top  of  cylinder  on  exhaust  stroke.  Turn  cam  shaft  clockwise  until  No.  1 
exhaust  valve  is  iust  fully  closed.  Gears  are  then  meshed.  Dodge  inlet  opens  10*  after  top  and 
closes  35*  after  bottom;  exhaust  opens  45*  before  bottom  and  closes  8*  after  top.  FlywhMl  is 
16^"  dia.  for  ears  using  cone  clutch  and  15  V^"  dia.  for  cars  using  the  disk  clutch.  A  degree  on 
larcr  \\hov\  Ki.an»  a  ilistnnce  of  0.141H"  an<l  smaller  wheel  0.1353".     See  page  542  for  dia.  of  valves. 


VALVE   TIMING. 


IIB 


1 

Dm*. 

Crcum. 

!• 

r 

3* 

4» 

6* 

6* 

7* 

8* 

9* 

10* 

CO* 

ify 

40* 

50* 

«MCt. 

12 

S7.609 

.10 

.21 

.31 

.42 

.52 

63 

73 

84 

94 

1  05 

2  09 

J  14 

4  19 

5  34 

i/« 

38.485 

.11 

.21 

.32 

.43 

.53 

.64 

76 

86 

96 

1  07 

2  14 

■\  20 

4  27 

5.34 

1/3 

30.270 

.11 

.23 

.33 

.44 

.65 

66 

77 

87 

98 

1  09 

2  IS 

.1  27 

4.36 

5  46 

3/« 

40.055 

.11 

.33 

.33 

45 

.56 

.67 

78 

89 

1.00 

1  11 

2.22 

3  33 

4  45 

556 

11 

40.841 

.11 

.33 

.34 

.45 

.67 

.68 

79 

91 

1.02 

1  13 

2.26 

3  40 

4.54 

567 

1^ 

41.636 

.12 

.23 

.35 

.46 

.58 

.69 

81 

93 

1.04 

.1.16 

2.31 

3.47 

4.63 

5.78 

1/3 

42.413 

.13 

.34 

.35 

.47 

.69 

.71 

82 

94 

1.06 

1.18 

2  35 

3.53 

4  71 

5.89* 

V4 

43.197 

.13 

.24 

.36 

.48 

.60 

.72 

84 

96 

106 

1  20 

2  40 

3  60 

480 

6.00 

14 

43.983 

.13 

.34 

.37 

.49 

.61 

73 

86 

.98 

1.10 

1  22 

244 

3.66 

4.89 

6  10 

1/4 

44.768 

13 

.25 

.37 

.50 

.62 

.75 

87 

.99 

1  12 

1.24 

2.48 

3.73 

4.0S 

621 

1/3 

45.553 

.13 

.35 

.38 

.51 

.63 

.76 

89 

1.01 

1  14 

1.27 

2  53 

3.80 

5.07 

634 

V4 

46.338 

13 

:36 

39 

.51 

.64 

.77 

90 

103 

1.16 

1.29 

2  57 

3.86 

6  15 

6.44 

IS 

47.124 

.13 

.36 

.39 

.52 

.65 

79 

.92 

1.05 

1.18 

1.31 

262 

3.93 

5.25 

6.55 

l/« 

47.909 

.13 

.37 

.40 

.53 

66 

.80 

93 

1.06 

1.20 

1.33 

2.66 

3.99 

5  31 

6.65 

1/3 

48.695 

.14 

.27 

.41 

.54 

.68 

.81 

95 

1.06 

1.22 

1  35 

2.70 

4.05 

540 

6.76 

v« 

49.480 

.14 

.27 

.41 

.55 

.69 

.82 

96 

1  10 

1.24 

1.37 

2.75 

4.12 

5.49 

6.87 

u 

50  265 

.14 

.28 

.42 

.56 

70 

84 

98 

1  11 

1  26 

1.40 

2.79 

4.19 

5.59 

698 

Mt 

51.051 

.14 

.28 

.43 

.67 

71 

85 

99 

1.13 

1  28 

1.42 

2.84 

4.25 

568 

7.10 

1/3 

51.S36 

.14 

.39 

.43 

.58 

72 

86 

1  01 

1.15 

1.29 

1.44 

2.88 

4.31 

5.76 

7.20 

V« 

52.622 

.15 

.29 

.44 

.59 

•73 

88 

102 

1  17 

1.31 

1.46 

2.92 

4.38 

5.85 

7.30 

17 

53.407 

.15 

.30 

.44 

.59 

74 

.89 

1.04 

1  18 

1.33 

1.48 

2.96 

4.44 

5  03 

7  40 

IfA 

54.192 

.15 

.30 

.45 

.60 

.75 

.90 

1.06 

1.20 

1.35 

1.56 

3.00 

4.51 

6.02 

7.53 

1/3 

54.978 

.15 

.31 

.46 

.61 

.76 

.92 

1.07 

1.22 

1.37 

1.63 

3.05 

4.5S 

6.11 

7.65 

^ 

65.763 

15 

.31 

.46 

.62 

.77 

.93 

1.08 

1.24 

1.39 

1.55 

3.10 

4.65 

6.20 

7.75 

11 

66.549 

.16 

.31 

.47 

.63 

.79 

94 

1.10 

1.25 

1.41 

1.57 

3.14 

4.71 

6.29 

7.86 

1/ft 

67.334 

.16 

.33 

.48 

.64 

.80 

.95 

1.11 

1.27 

1.43 

1.59 

3.18 

4.77 

6.37 

7.95 

1/3 

56.119 

.16 

.33 

.48 

.65 

.81 

.97 

1.13 

1.29 

1.45 

1.61 

3.23 

4.84 

6.45 

If. 

3M 

56.906 

16 

.33 

.49 

.65 

.83 

.96 

1.14 

1.31 

1.47 

1.63 

326 

4.90 

6.54 

"        / 

89.690 

.17 

:33 

.50 

.66 

.83 

.99 

1.16 

1.32 

1.49 

1.66 

3.32 

4.97 

6.63 

8.3C 

Vl' 

60.476 

.17 

.34 

.50 

.67 

.84 

1.01 

1.17 

1.34 

1.51 

1.68 

3.36 

5.04 

6.71 

8.40 

1/3 

61.361 

.17 

.34 

.61 

.68 

.85 

1.02 

1.19 

1.36 

1.53 

1.70 

3.40 

5.10 

6.80 

8.51 

VI 

63.046 

.17 

.34 

.52 

.69 

.86 

1.03 

1.21 

1.38 

1.55 

1.72 

3.45 

5  17 

6.90 

8.63 

11 

63.833 

.17 

.35 

.52 

.70 

.88 

1.06 

1.22 

1.39 

1.57 

1.74 

3.48 

5.24 

6.98 

8.73 

1/1 

63.617 

.18 

.35 

.53 

.71 

.89 

1.06 

1.24 

1.41 

1.59 

1.77 

3.54 

5.31 

707 

8.85 

1/3 

64.403 

.18 

.36 

.54 

.72 

.90 

1.07 

1.25 

1.43 

1.61 

1.79 

3.56 

5.37 

7.15 

8.95 

1/4 

65.188 

.18 

36 

.54 

.72 

.91 

1.09 

1.27 

1.45 

1.63 

1.81 

3.62 

5.44 

7.25 

9.05 

21 

65.973 

.18 

.37 

.55 

.73 

.93 

1.10 

1.28 

1.47 

1.65 

1.83 

3.66 

5  50 

7.33 

9.16 

1/ft 

66.759 

.19 

.37 

.56 

.74 

.93 

1.11 

1.30 

1.48 

1.67 

1.85 

3.70 

5.56 

7.41 

9.36 

1/3 

67.544 

.19 

.38 

.56 

.75 

.94 

1.12 

1.31 

1.50 

1.69 

1.88 

3.75 

5.63 

7.50 

9.38 

1/4 

68.330 

.19 

.38 

.67 

.76 

.95 

1.14 

1.33 

1.52 

1.71 

1.90 

3.79 

5.69 

7.69 

9.49 

22 

69.  U5 

.19 

:38 

.58 

.77 

.96 

1.15 

1.34 

1.53 

1.73 

1.92 

384 

5.75 

7.68 

9.60 

1/4 

69.900 

.19 

.39 

.58 

.78 

.97 

1.16 

1.36 

1.55 

1.75 

1.94 

3.88 

5.82 

7.76 

9.70 

1/3 

70.686 

.20 

.39 

.59 

.79 

.98 

1.18 

1.37 

1.57 

1.77 

1.96 

3.93 

5.88 

7.85 

9.83 

1/4 

71.471 

.20 

40 

.60 

.79 

.99 

1.19 

1.39 

1.59 

1.79 

1  96 

3.96 

5.95 

7.94 

9.93 

21 

72.257 

.30 

.40 

.60 

.80 

1.00 

1.20 

1.40 

1.61 

1.81 

2.01 

4.02 

6.02 

8.03 

10.03 

1/4 

73.042 

.20 

.41 

.61 

.81 

1.01 

1.22 

1.43 

1.62 

1.82 

203 

4.06 

6.09 

8.13 

10.13 

1/3 

73.827 

.20 

.41 

.61 

.82 

1.02 

1.23 

1.43 

1.64 

1.84 

2.05 

4.10 

6.15 

8.21 

10.23 

J/4 

74.613 

.21 

.41 

.62 

.83 

1.04 

1.24 

1.45 

1.66 

1.86 

2.07 

4.15 

6.22 

8.30 

10.35 

M              75.398 

.21 

.42 

.63 

.84 

1.05 

1.26 

1.46 

1.67 

1.88 

2.09 

4  19 

6.28 

8.38 

10  45 

Conversioi 

n  Table,  Hi 

undredths 

of  an 

Inch  to  Sixty-Fourth 

• 

0I..O2  .   1/S4 

.14 9/64 

.26 

,.27. 17/64 

.3^ 

) 25/64 

.5 

1..62..S 

0/64 

.64. 41/64 

.76,  .n. 

.49/64 

.89 57/64 

03 1/32 

.15.  .16. .  5/32 

.28 

9/32 

.4< 

).  .41   .13/32 

.5 

3 1 

7/32 

.65,  .66.  .21/32 

.78 

.25/32 

.90.  .91.. 29/32 

04.  .05..  3/54 

.17 11/64 

.29 

..30..  19/64 

M 

8 27/64 

.5 

4,  .55.  .2 

«/«4 

.67 43/64 

.79,  .80. 

.51/64 

.92 59/64 

05.  m.     1/16 

.18.  .19. .  3/16 

.31 

..32..  6/16 

a: 

).  .44..  7/16 

.5 

6,  .57. . 

9/16 

.68,  .69..  11/16 

.81,  .82. 

.13/16 

.93.  .94..  15/16 

08 6/64 

.20.  .21..  13/64 

.33 

21/64 

Ai 

i,  .46.  .29/64 

.5 

8 3 

7/64 

.70,  .71.. 45/64 

.83 

.53/64 

.95.  .96.  .61/64 

00.  .10      3/32 

.22......  7/32 

.34 

,.36..  11/32 

A' 

r 15/32 

.6 

9,  .60.1 

9/32 

.72 23/32 

.84,  .85. 

.27/32 

.97 31/32 

11 7^ 

23.  .24  .15/64 

.36 

23/64 

M 

^. 49..  31/64 

.6 

1 a 

9/64 

.73,  .74.. 47/64 

.86 

.55/64 

.98,  .99.  63/64 

.12.  .U..   1/8 

.35 1/4 

.37 

.  .38. .  3/8 

.5( 

) 1/2 

.6 

2,  .63.. 

5/8 

.75 3/4 

.87.  .88. 

.  7/8 

1.00 1 

This  table  is  provided  f< 

)r  converting 

degrees  into 

inches. 

For  instance;   if  a  certa 

in   engine  is   to  be 

t;iDed  when  inlet  opens,  say  1 

0*  after  top 

of  stroke,  and 

there 

are   no   marks   on   fly   whe 

el   to   indicate   this 

position,  by  referring  to   this 

table   the   dia 

tsDce   in   inch 

es  to  1 

measure  on  fly  wheel   from 

upper  dead  center 

mark  rso  be  found. 

It  will  be  necessary  hov 

ever,  to  knoii 

r  the  diamete 

r  of  th< 

B  fly  wheel.     Suppose  fly  wl 

leel  was  17  inches; 

refer  to  first  column  and  find 

17,  then  go  o 

ut  to  column 

under 

10"    and   you   have    1.48    (< 

)ne   and    forty-eight 

hoBdreths   of  an   inch).     Thii 
wheel           ' 
•     Forty-eight  hundteths   (.4 

would   repre 

sent   the   dist 

auce    to 

measure   for   the    inlet   op 

ening   mark   on   fly 

8)   is  not  so 

easy  to  mea.s 

ure  on 

the  rule,  therefore  refer  to 

table  below  to  .48 

and  note   it  is  equal  to  81/« 

4   of  an   inch 

Then-fore 

we  woi 

lid  have  1   31/64  of  an  inc 

h. 

Another  Example:     What 

,  would  2H» 

repre8«'ni   in 

inches 

on    a    17    inch    fly    wheel 
Now    refer   back    under 

1      Procedure:    find 

17,  go  out  to  column  under  2* 

*  and  we  find 

.30.     Put  thi 

B    down 

column   headed    1* 

and  we  find  .15.     One-half  of 
WLow  and  note  .375  equals   ^ 

this  one  doffr 

L'O  would  be   . 

D7r.     'J 

MuH   jKJdi'J   to   .:J0   oquaK   .3 

7.'>       R.-fifr  to  table 

1   of  BU  inch. 

CHABT  HO.  61 — ^Table  to  Convert  Degrees  Into  Inches. 
fourths  of  an  Inch.    (From  Horseless  Age ) 


Fractions  of  Hundredths  into  Sixty- 


FIRING  ORDER.  U7 

INSTRUCTION  No.  -10. 
FIRING  ORDER:    One,  Two,  Three  and  Four  Cylinder  Engines. 

f  Firing  Order  of  One  and  Two  Cylinder  Engines. 
There  are  four  stro}2:es  to  ,two  revolutions  of  the  crank  to  complete  a 
eycle  operation,  as  explained  in  chart  29. 

A  stroke  of  the  piston  means  a  travel  from  top  to  bottom  or  bottom  to 
top,  or  180  degrees  movement,  or  one-half  of  a  revolution  oJE  the  crank 
ihaft. 

There  is  but  one  power  stroke  during  the  four  strokes^  or  two  revolu- 
tions of  the  crank  shaft.  Also  note  that  the  power  stroke  is  a  very  short 
one;  owing  to  the  fact  that  the  exhaust  valve  starts  to  open  considerably  be- 
fore pi&ton  reaches  bottom  of  its  stroke.  If  the  exhaust  valve  should  open  46 
degrees  before  bottom,  then  the  travel  on  power  stroke  would  be  but  134 
degrees  instead  of  180  degrees. 

Therefore,  if  there  is  but  one  power  stroke  to  two  revolutions  of  the 
crank  shaft,  we  would  have  only  134  degrees  out  of  the  two  revolutions, 
(or  720  degrees  travel  of  crank)  on  which  there  is  power.     (See  chart  46.) 

In  aa  engine  with  one  cyUnder  (fig.  1,  chart  62),  there  is  an  explosion  once  dnilng 
•Very  two  revolutions  of  the  cramc  shaft,  or  in  other  words,  there  is  one  stroke  of  the 
piston  when  power  is  being  developed,  and  three  when  there  is  no  power,  the  piston 
^tien  being  moved  by  the  momentum  of  the  fly  wheel. 

As  the  piston  must  be  carried  through  the  three  dead  strokes,  it  is  necessary  to  use 
^  heftvy  fly  wheel,  so  that  when  it  is  started  it  wiU  continue  to  revolve  for  a  sufficient 
^^Iflie  to  move  the  piston  until  the  next  power  stroke. 

There  is  vibration  from  a  one  cylinder  engine  on  this  account  for  the  weight  of 
^e  piston  sliding  flrst  one  way  and  then  the  other  has  nothing  to  balance  it. 

It  can  be  balanced  to  some  extent  by  attaching  a  weight  called  a  ''counter  balance,'' 
Cig.  12,  chart  36),  to  the  crank  shaft  opposite  to  the  crank  pin,  in  the  same  manner  that 
tthe  wheels  of  a  locomotive  are  balanced,  but  even  so  there  is  vibration  owing  te  power 
stroke  at  intervals. 

An  engine  with  two  cylinders:  one  piston  can  be  arranged  to  slide  inward  as  the 
other  slides  outward,  so  that  one  balances  the  other,  as  in  fig.  4,  page  118.  This  type  of 
engine  is  called  an  opposed  type  of  engine.  Cylinders  are  set  180  degrees  apart,  also 
ertuik  shaft.  When  one  piston  starts  down  on  power  stroke,  the  o&er  would  start 
down  on  suction,  therefore  referring  to  the  scale  under  fig.  4,  note  there  would  be  a 
fixing  impluse  at  each  revolution  of  the  crank  shaft  or  every  360*.  There  is  stiU 
vibration,  however,  as  the  power  stroke  is  not  continuous. 

The  two  types  of  twin  vertical  cylinder  engines,  figs.  2  and  3,  page  118,  are  ex- 
plained in  text  matter  in  the  chart.  Fig.  2  would  cause  considerable  vibration,  as 
would  also  fig.  3. 

The  fly  wheel  of  a  two  cylinder  engine  need  not  be  as  heavy  as  that  of  an  engine 
with  one  cylinder,  because  it  is  required  to  carry  the  piston  through  only  one  dead 
itroke  before  another  power  stroke  occurs.  On  6,  8  and  12  cylinder .  engines,  the  fly 
wheel  is  very  small  in  diameter. 

The  more  cylinders  an  engine  has,  the  more  steadily  it  may  run,  for  the  explosions 
aiy  be  arranged  to  follow  one  another  so  closely  that  there  is  no  moment  when  one  of 
the  pistons  is  not  on  the  power  stroke. 

**Firing  Order  of  a  Three  Cylinder  Engine. 

Three  cylinder  engine  fires  1,  3,   2   from  front  of  engine  or  1,   2,  3  if  from  rear. 

The  action  of  the  fixing  of  a  three  cylinder  engine  is  this:  Taking  three  points  of 
the  circle  (see  page  119.)  A  at  the  top,  B  and  C  on  each  side  below,  the  piston  of  No.  1 
cylinder  is  connected  with  a  crank  at  A,  to  No.  2  cylinder  at  B  and  to  No.  3  cylinder  at  C. 

t8«e  pages  122,  181,   185.  for  firing  order  of  6.   8   and  12   cylinder  engines. 

**Bttsed  on  exhauit  interval  being  equal  to  180    degrees    travel.     In    actual    practice    it    is    more- 
Bee  PMT*  100. 


U8 


DYKE'S  INSTRUCTION  NUMBER  TEN. 


Fixing  Order  of  One,  Two  and  Three  Cylinder  Enginae. 

Fig.  1 — Single  ejUndcr  engliM^  witli  cnnkshaft  s«t  at  860**:  There  are  four  strokes  of  180**  on 
•U  four  cycle  engines,  therefore,  there  would  be  two  reTolutions  of  860*  each,  or  720*  travel  of  crank. 
If  the  firing  stroke  started  on  top  and  traveled  to  within  46*  of  bottom  when  exhaust  opened,  there 
would  be  but  184*  of  the  T20*  on  which  the  piston  traveled  on  power. 

There  is  one  power  stroke  (firing  impulse),  e'rer7  two  revolutions  of  the  crankshaft  on  one  cylinder, 
four  cycle  engines — see  diagram  fig.  1,  below. 

Single  cylinder  engines  usually  have  counter-weights  on  the  crank  arms  or  fiy  wheel  to  counter-bal- 
ance same. 

Fig.  2 — ^Two  cylinder  vertical  engine  with  a  860*  crankshaft:  If  piston  of  No.  1  cylinder  is  on 
power  (P),  No.  2  would  be  on  suction  (8) — see  dianam  below — therefore  we  would  get  an  even 
firing  impulse,  or  one  during  each  revolution.  But  as  both  pistons  are  moving  together,  there  would 
be  considerable  vibration,  as  both  are  on  top  or  bottom  at  tne  sam4  time.  Oonnter  weights  are  also 
used  on  the  crankshaft  of  this  type  of  engine  in  order  to  counter-balance. 

Pig*  8 — ^Two  cylinder  vertical  engine  with  a  180*  crankshaft:  There  are  two  firing  orders  of  this 
engine,  both  of  which  would  cause  vibration.  Refer  to  diagram  and  note  first  one.  If  No.  1  is  on 
power  (P),  No.  2,  would  be  coming  up  on  compression  (0),  and  would  fire  next.  Therefore,  there 
would  be  two  firing  or  power  impulses  during  one  revolution,  and  on  the  second  revolution  there  would 
be  no  firing  impulse  at  all. 

With  the  other  order  of  firing;  if  No.  1  was  on  power  (P),  No.  2  would  be  coming  up  on  exhaust  (E). 
tiM  orank  would  therefore  travel  640  <*,  or  IVk  revolutloni  with  but  ono  firing  impulse. 

Fig.  4 — Two  cylinder  engine  with  cylinders  opposita  and  crankshaft  set  180*:     This  type  of  engine' 
gives  a  firing  impulse  every  revolution — see  diagram  below — it  is  mechanically  balanced. 


m 


JX- 


Fig.  1 — One  cylinder  engine 
with   a  860*   crankshaft. 
Firing    impulse    every    two 
revolutions  —  see  diagram 
below. 


c^r 


Fig.  2 — ^Two  eyUnder  ver- 
tical en0ne  wUh  a  860* 
crankshaft. 

Firing  impulse  every  revo- 
lution. 


Fig.  8 — Two  cylinder  var- 
tical  engine  with  a  180* 
crankshaft. 

Two  different  firing  orders 
— see  diagram  below. 


cyuNDER  m 

1 

i^^RrvOLUTMM 

c 

Z'**/fef0unioiii 

i 

z 

CrUMOEB  NO 

p 

l^^/hraMTiOM 

g 

S 

Z^'VfeycuntoN 

LcJ 

B 

P — means   power   stroke.     S — suction.     C — compression.     E — exhaust. 
The  "firing  impulse,"  is  the  time  combustion    takes  place  at  beginning 
of  power  stroke. 


cnmoER  N9 

/ 

2 

i  -  R^¥^Ltfri^t$ 

P 

€ 

£ 

^ 

cufmffr  m 

s 
c 

/ 

2 

f^^/firoLUTwm 

>> 

f 

J 

2*"^ff£¥Ciu7mi 

s 
e 

c 

f^<x 


^^ 


Fig.  5 — A  three-cyliuder  engine  crank, 
set  in  throe  positious  or  third  of  a  revo 
lution.  or  120  degrees  apart.  (S(>i>  text 
for   explanation,    page    117j 


Fig.    4 — Two    cylinder,    opposed    type 
engine  with   180°   crankshaft. 


Firing  impulj>e 
every  revoln- 
t  i  o  n.  Me- 
chanically bal- 
anced. 


cruNQiHA^a 

/ 

2 

1^^ /fF¥^lUTH»ff 

P 

S 

£ 

c 

Z^^^irfat^riffM 

S 

F 

C 

e 

CHART  NO.  iSa — Firing  Order  of  One,  Two  and  Three  Cylinder  Engines. 
Chart  54  on  page  121. 


FIRING  ORDER. 


U9 


— Continued  from  page  117. 

No.  1  cjlinder  will  be  at  full  compression,  No.  2  cjlinder  at 
two-thirds  inspiration,  and  No.  3  cylinder  one-third,  exhaust  240**. 

No.  1  cylinder:  The  crank  of  this  performs  its  half  r^voln- 
tion,  bringing  it  to  position  A',  midway  between  points  B  and  C. 

Whilst  it  is  doing  this,  No.  2  cylinder  is  completing  its  inspira- 
tion stroke,  and  two-thirds  of  its  compression  stroke,  and  tb* 
crank  is  passed  on  to  position  B',  leaving  only  one-third  of  a 
stroke  to  complete  compression,  and  bring  the  crank  to  A,  when  th« 
firing  of  B  commences. 

Meanwhile  C  is  completing  its  exhaust  and  inspiration  strokes, 
and  has  passed  through  two-th&ds  of  its  compression  stroke,  so  that 
wken  No.  2  cylinder  has  completed  its  impulse,  No.  3  has  but  to  be  carried  over  the 
saaO  gap  by  the  fly  wheel,  which  gap  represents  the  minus  lap. 

Each  of  the  three  cylinders  fire  once  every  720**   (two  revolutions),  or  240**  apart. 

No.  1  (A)  fires  and  moves  240  degrees,  which  brings  No.  2  (B)  in  firing  pontion. 
No.  2  (B)  fires  and  moves  240  degrees,  which  brings  No.  3  (0)  in  firing  position.  No. 
I  (C)  fires  and  moves  240  degrees,  which  again  brings  No.  1  (A)  in  firing  position. 

No.  1  (A)  has  now  made  two  revolutions  or  720  degrees,  which  completes  the  fou 
ifele  evolution. 

The  working  stroke  is  134  degrees,  thertfore  240  degrees  less  134  degrees  equals 
IOC  degrees,  during  which  time  no  work  is  being  done  ( — 106*  lap),  that  is,  the  fly 
wheel  carries  the  crank  106*. 


Filing  Order  of  a  Four  Cylinder  Engine. 

Four  cylinder  engines  are  so  arranged  there  is  a  power  or  flrlng  Impulse  every  stroke, 
m  two  firing  impulses  every  revolution,  one  beginning  as  the  previous  one  ends. 

In  order  to  complete  the  four  cycle  eyolutiona  of  suction,  compression,  ezplosiOB 
•  nd  exhaust  for  each  piston,  it  is  necessary  that  each  piston  have  four  strokes.  As  1 
•aad  4  work  together  and  2  and  3  work  together,  then  four  strokes;  two  up  and  two  down, 
m  two  revolutions  of  the  crank  shaft  will  give  the  complete  cycle  evolution  for  each  pis- 
ton, with  a  firing  order  of  either  1,  2,  4,  3,  or  1,  3,  4,  2.  (See  diagrams  bottom  of 
page  116.) 

Tlia  crank  shaft  of  a  four  cylinder  four  cycle  engine  is  always  set  at  180  degrees. 
(Bee  pages  78  and  116.) 

Note  the  "throws"  of  a  four  cylinder  crank  shaft  (see  fig.  1,  page  116);  1  and  4 
(end  cranks)  are  in  line,  and  2  and  3  (inside  "throws"  or  cranks),  are  in  line — there- 
fere  2  and  3  are  one-half  revolution,  or  180*  from  1  and  4. 

The  construction  of  the  crank  shaft  would  not  permit  the  firing  to  be  1,  2,  3^,  4,  be- 
when  2  was  ready  to  go  down  on  power  stroke,  3  would  have  to  be  coming  up 

on  compression,  but  as  3  is  always  the  same 
position  as  2,  then  it  could  not  be  coming  up, 
as  it  would  already  be  up  with  2.     (See  fig. 
1,  page  116.) 

For  the  reason  that  1  and  4  are  together 
(up  or  down),  and  2  and  3  are  together  (up  or 
down),  the  firing  order  must  be  1,  2,  4,  3,  or 
1,  3,  4,  2.     (See  page  116.) 

A  four  cylinder  engine  could  be  made  to  fire 
1,  2,  3,  4,  by  having  crank  shaft  made  as  per 
fig.  2,  but  it  would  vibrate  excessively  on  ac- 
count of  the  rocking  motion  of  firing  from 
one  end  to  the  other.  Therefore  the  firing 
order  on  all  engines  is  arranged  to  decrease 
vibration  as  much  as  possible.  The  alternate 
distribution  of  impulse  (firing)  tends  to 
steady  the  engine,  as  1,  2,  4,  3,  or  1,  3,  4,  2. 


Fi|^.  2. — Type  of  crank  shaft  which  would 
permit  a  four  cylinder  engine  to  fire  1,  2,  3,  4, 
k«t  is  never  used. 

Type  in  general  uae,  aee  fig.  1,  page  116. 


Cylinders  are  originally  made  to  fire  in  proper  order  by  the  manufacturer,  by  setting 
the  cams  on  the  cam  shaft  (see  fig.  2,  page  116),  and  commutator  or  distributor  wired 
to  connect  with  the  proper  spark  plugs  (see  charts  144  and  145). 

The  order  of  firing  depends  on  the  ideas  of  the  maker,  and  may  be  either,  1,  2,  4,  3, 
m  1,  3,  4,  2,  on  a  four  cylinder  engine. 

Tbe  eight  "V"  type  of  cylinder  engine,  uses  a  four  cylinder  180  degree  crank  shaft 
with  two  connecting  rods  to  one  crank  pin.     See  chart  36,  page  78. 

Tbe  twin  six  or  twelve  **V'*  type  engine  uses  a  regular  six  cylinder  crank  shaft.  This 
vfl!  be  treated  farther  on,  together  with  firing  order.     Also  see  charts  62   to   65. 


uo 


L1f£ES  ZSyn'y.TL.S  5rnSEB  TEX. 


t^  La«  W<h  Cranli 
se  Pwtch  Harks 


Cantor*'  Repl<»r«   Ccci€ 


"^a  Br  f*-ap«r^  X^yoccd 


Fig.  3:  Ulustration  showing  how  the  cam  shaft  with  its  cams  are  diiTen  by  a  silent 
chain  sprocket.  Also  note  the  ma^  on  flj  wheel  in  line  with  punch  mark  on  crank  case 
when  pistons  1  and  4  are  on  upper  dead  center  which  thev  are  now,  pistons  2  and  3  are  on 
lower  dead  center.  (Xo.  1  is  next  to  timing  gears)  at  this  point,  the  setting  of  valves  and 
gears  are  determined. 

For  instance,  if  the  exhaust  must  close  say  at  10'  past  upper  dead  center,  then  the  fly 
wheel  is  revolved  in  the  direction  of  rotation  10*  from  upper  dead  center.  Then  at  this 
point  the  exhaust  valve  of  No.  1  cylinder  should  just  close.  This  is  sulHcient  as  all  other 
valves  will  be  timed  to  open  and  close  at  the  correct  time. 

If  the  exhaust  did  not  close  at  10*  past  dead  center,  then  it  is  either  because  the 
clearance  of  the  exhaust  valve  tappet  is  set  too  close  and  holds  the  valve  open  too  long, 
or  the  cam  shaft  gear  is  not  meshed  properly.     (^See  pages  102  and  112.) 

The  firing  order  of  above  engine  can  be  determined  by  obaervtng  the  position  of  the 
pistons  and  valves:  Exhaust  and  inlet  of  No.  1  are  closed;  piston  of  No.  1  cylinder  is 
at  top  of  compression  and  will  go*  down  on  power  stroke.  Piston  of  No.  2  cylinder  is  at 
bottom  of  its  intake  stroke  and  will  come  up  on  compression;  inlet  valve  still  open  and 
exhaust  closed.  Piston  of  No.  3  cylinder  is  at  bottom  of  its  stroke  and  will  come  up  on 
oxhaust  stroke;  exhaust  valve  is  open  and  intake  valve  is  closed.  Piston  of  No.  4  cyl- 
inrlrtr  is  at  top  of  its  stroke  and  will  go  down  on  suction;  exhaust  valve  will  dose  within 
a  10*  movement  of  crank  shaft  (note  exhaust  cam  just  leaving  the  No.  4  exhaust  valve 
tappet),  and  the  inlet  will  open  immediately  as  piston  starts  down. 

Now  to  determine  the  firing  order:  If  No.  2  will  come  up  on  compression  as  No.  1 
piston  goes  down,  and  if  the  power  stroke  follows  immediately  after  the  compression 
Htroko,  then  No.  2  will  fire  next.  Therefore  firing  order  must  be  1,  2,  4,  3.  The  only 
othnr  firing  or<icr  it  could  possibly  have,  would  be  1,  3,  4,  2 — but  this  is  impossible  because 
No.  ?/n  ••xhnuHt  valvo  is  open  and  it  will  come  up  on  exhaust,  then  after  exhaust  comet 
piiirti(»n.     No.   W   has  just   lire*],  therefore  No.   1   will  fire  next. 

A  (pilck  way  to  determine  firing  order  of  a  four  cylinder  engine:  when  nose  of  ilrst 
(inil  third  c'lrii  HnN't  or  exhaust)  are  on  opposite  sides  of  a  shaft;  engine  fires  1,  2,  4,  8. 
Whpu  lirnt  uiid  third  rnniH  are  on  the  same  side  of  shaft;  firing  order  is  1,  3,  4,  2. 

Notn  Oiitii  Nliiin/i  (ip<Tatf(I  by  silent  chains  and  Bi>rockot8  turn  in  the  same  direction  at  the 
•  iMiih    uliitft  nM'l   Jii'it  onco  to  Uw  rrank  twice. 

OaiiiN  \i\  fl|(.  'J,  pah'n  110  nro  made  ta  open  and  cloBe  exactly  on  a  stroke  of  the  piston  or  180* 
Miii\  •ini'iil    of   riHiik,    uliith    m   unusual    in    artuul   practiro. 

On  aliiivn  cnHhin.  nn.  3,  t»u»  rnjus  ar»«  Kot  as  in  actual  practice*  for  instunre.  the  above  valvM 
o|.i.n  iind  i'lonn  iim  follnwH:  Exhaust  closes  10  dt'prcps  after  top.  Inlet  opens  6  de^eea  after  top. 
r.iiiaui.i  opPUN  fio  •li«Ki«'i.«  In.foro  ))iHton  iK  at  bottom  dead  center.  Inlet  closes  40  degrees  after 
ImiIIi.iii  itond  r.  Ill  II-      Tlir  horc  of  cylindrrK  is  \\\  inchi'R  diameter  and  the  Stroke  of  piston  is  4H   inchea. 

Thit  inaKn  of  above  enalne  is  the  Oolden  Belknap  and  Swartz  Oo.'s.  model  E-M  31,  {^mt  cylinder 
■  iitii  xmUo  ilKlnehnliht  hrad  ••iitfuie.  Ilorse  power  Ih  22  V^  at  t)o5  feet  of  piAton  speed  per  minuta. 
PiodiwiN  Mil  It  h.   p,   at  2, MOO  r.   p.  m.   on  actual  brake  test  and   31.9  h.   p.   at   2.000   r.  p.  in. 


Left  fttid  right  bAiid  Ttew  of  i  modern  type  of  six  eyiixider  enflae  power  plftnt. 

"Unit  Power  Plant/'   meamng  #iiffiiio,   clatch,   and  transmlnion  are  all   in  one  unit. 

OyUndsra  are  cast  **!n  block.'*  Olatcb  eBcas^d  with  fly  wheel  and  disc  type.  Vafres  **h"  ifpt 
eaelosed  GriiT  control  by  "baU  and  udeket*'  type  of  g-eftr  shift  lever.  Q«tl«rator  drireo  from  pmnp 
•hft/t.     Starting  motor  driTtB  rrank  «baft.     Note  the  apark  plaga  (8)   are  uaually  over  the  Inlet  Talyei. 


V«i*  tke  cama  on  tbli  tbo   **L'*   typo  engine  are  ail  on  one  cam  abaft.     0am  gear  meahaa  with 
•  ftsr  OB  crank  ihaft.     Note:   * 'upper  part  crank  case/'   now  known  as   "crank  caae/*      "Lower  part 
■       ^  — rt«i"  now  known  as  "oil  pan/  , 


^  VO.  64 — Bight  and  Left  Side  View  of  a  Modem  81x  Cylinder  Automobile  Engine.     (Tbe 


122 


DYKE'S  INSTRUCTION  NUMBER  ELEVEN. 


Fig.  1.  A  six-cylinder  engine  with  seven  bearings  to  the  crankshaft 
and  cylinders  cast  in  two  blocks  of  three. 

Fig.  1.  Note  piston  and  erank  1  and  6  are  in  line  wtth  each 
other.  Also  8  and  4  and  2  and  6.  An  end  view  is  shown  in  fie.  2. 
Firing  order  of  above  is  1,  5,  8,  6,  2,  4.  No.  5  has  Just  fired.  No.  8 
will  fire  next,  then  G,  2,  4 — see  illustration,  fig.  2,  for  explanation. 

Bearings  on  the  six  cylin- 
der crank  shaft  are  usually 
three,  as  per  fig.  5,  below. 

Sometimes  seven  bearings 
are  used  as  illustrated  In 
figs.  1  and  4. 

The  right  and  laft  hand 
_.     .      -      ^     .   ,  .  .  ^         crank  shaft,  referred  to  on 

Hg.  8.     Counter  balance  weights        page     128     are     illustrated 

applied   to   a   six   cylinder   crank       below 

shaft    with    the    result    that    the 

engine    attains    a    speed    of    2,500 

revolutions     per     minute     without 

detrimental  vibration. 


Fig.  2.  This  Is  an  end  Tiei 
of  crank  shaft  in  fig.  1  lUnstra 
tion.  Cylinders  are  in  line  witl 
each  other,  when  in  cylinders 
In  this  illustration  they  are  sup 
posed  to  be  out  of  cylinders 
hence  not   in  line. 

The  throws  of  a  6  cylinder  craal 
are  divided  into  three  positions,  oi 
120»    apart. 

1  and  6  are  always  in  line 
8  and  4  are  always  in  line 

2  and  5  are  always  in  line 
but    they    may    be   placed    to    th< 
left   or  to  the  right  as   shown  ii 
figs.  4  and  5. 

On  the  above;  firing  order  coul^ 
be  1,  5,  8.  6.  2.  4  or  1.  2.  4,  6 
6,  8.  Assume  that  we  are  stand 
ing  in  front  of  engine;  No.  5  hai 
just  fired,  No.  8  will  fire  next,  thei 
6.  2.  4. 


£  / 

Fig.  4.  A  right  hand  6  cylinder  crank  shaft,  is  determined  by  noting  position  the  center  throws. 
8  and  4  are  to  1  and  6.  If  they  are  to  the  right  of  1  and  6,  as  shown  above  and  as  illustrated  in 
fig.  1,  page  124,  then  it  would  be  a  right  hand  crank   (view  from  front). 

A  right  hand  crank  will  fire  1,  5.   3,  6.  2,  4  or   1.  2,   4.   6.   5.   8. 


OfCrankShe^ 


HmnCtQnh 


OfCtBnkSmn 


ai44 


Fig.  6.     A  left  hand  6  cyliuder  crank  shaft;  note  3  and  4  throws  are  to  the  left  of  1  and  •  as 
illustrated,  also  in  fig.  2,  page  124. 

Therefore  it  would  fire,  1,  4,  2,  6,  8,  5  or  1.  8.  6,  6,  4,  2. 


CfHABT  NO.  65 — Crank  Shafts  of  a  Six  Cylinder  Engine. 


SIX  CYLINDER  ENGINES.  128 


INSTRUCTION  No.  11. 

SIX,    EIGHT  and    TWELVE  "V"  TYPE    CYLINDER    EN- 
GINES.   Rotary  Valve  and  Rotary  Cylinder  Engines.    Sleeve 
Valve  Engine.    Overhead  Cam  Shaft  Engine. 

The  Six  Cylinder  Engine. 
The  variance  in  construction  is  principally  in  the  addition  of  more  cylin- 
ders and  the  shape  of  the  crank  shaft. 

The  cylinders  may  be  in  ''pairs'*  or  in  ''triplets"  or  "in  block."  The 
usual  order  is  in  two  blocks,  of  three  to  a  block.  Cylinders  on  a  six  cylinder 
engine  are  usually  "L"  type.    The  cam  shaft  is  shown  in  fig.  2,  page  121. 

The  six  cylinder  engine  operates  on  the  four  cycle  principle,  the  same  as 
the  four  cylinder;  in  fact  the  general  principle  is  used;  the  crank  shaft  must 
turn  two  revolutions  during  the  cycle  or  four  strokes.  The  cam  shaft  turns 
one  revolution.  The  shape  of  the  crank  shaft  of  a  six  makes  it  possible  for 
eaeh  piston  to  complete  the  four  strokes — see  figs.  1  and  2,  chart  55 ;  note  the 
erank  shaft  is  divided  into  three  pairs  of  "throws."  Pistons  1  and  6  are  in 
line ;  3  and  4  are  in  line  and  2  and  5  are  in  line.  A  "throw"  on  a  crank  shaft 
is  the  part  to  which  the  big  end  of  connecting  rod  connects  and  is  really 
the  "crank  pin."  Each  pair  of  these  crank  shaft  "throws"  (1  &  6  &  3  &  4 
&  2  &  5)  are  placed  120  degrees  or  1/3  the  distance  of  a  circle  apart. 

There  are  six  power  impulses  or  explosions  during  two  revolutions  of 
the  erank  shaft,  therefore  the  magneto  armature*  turns  1%  revolutions  to 
one  of  the  crank  shaft.  When  piston,  say  No.  1  goes  down  on  firing  stroke, 
it  must  make  a  full  stroke  or  180  degrees  or  %  of  a  revolution  of  the  circle,  it 
eould  not  stop  at  120 — see  chart  57  for  explanation,  also  fig.  2,  page  122. 

A  degree  is  l/360th  part  of  a  circle.  There  are  360  degrees  to  a  circle. 
This  mark,  ®  which  is  nothing  more  than  a  small  "0"  to  the  side  of  a  figu**e, 
represents  degrees.  For  the  crank  shaft  to  make  one  revolution,  it  must 
make  a  complete  circle  or  360  degrees.  Although  each  pair  of  "throws"  of 
the  crank  shafts  are  placed  120  degrees  apart,  this  would  place  one  pair,  say 
pistons  4  and  3  at  A,  another  pair  pistons  say  5  and  2  at  B,  6  and  1  at  C.  Each 
piir  would  be  1/3  the  circle  apart. 

There  are  two  kinds  of  six  cylinder  crank  shafts;  left  hand  and  right 
hand — see  figs.  4  and  5,  page  122.  The  cylinders  usually  Jfire  on  a  right  hand 
cmik  1,  5,  3,  6,  2,  4,  while  on  a  left  hand  the  order  is  usually  1,  4,  2,  6,  3,  5 — 
lee  pages  124  and  122. 

The  number  of  bearings  for  the  six  crank  shaft  may  be  3,  or  7.  Three 
l^carings  is  the  usual  number.  The  carburetion.  A  six  cylinder  engine  us- 
^y  requires  special  intake  pipes  and  double  or  multiple  jet  type  of  carbure- 
tor to  meet  the  demand  of  the  multiple  of  cylinders  and  distance  the  car- 
lotted  gas  must  travel.  The  timing  of  six  cylinder  valves  is  identical  with 
ftat  of  the  four.  The  process  is  goi\e  through  with  just  in  the  same  manner. 
It  is  only  necessary  to  time  with  the  exhaust  valve  closing  on  the  first  cylinder 
•ndthe  "L"  type,  and  on  "T"  head  type,  with  exhaust  valve  closing  on  ex- 
lutnst  side  and  inlet  opening  on  inlet  side. 

If  the  reader  will  turn  to  charts  55,  56  and  57  the  explanation  of  tlie  six 
blinder  engine  will  be  made  more  clear. 

tSM  Dyke's  worlcinff  model  of  the  six  cylinder  engine.  *If  a  timer  and  distributor,  they  tnm 
^  rttolnUoQ  to  the  ersnkg  two,  or  tame  aa  the  cam  shaft.  See  index  *' ignition  timing."  tSee  foo^ 
■Mi  hottom  of  page  70. 

*See  "Specificationa  of  Leading  Cars."   page  544    for  rnrs  using  6  cylinder  engines. 

IThtro  aro  four  ttandird  firing  orders  of  a  six  cylinder  engine.  Read  matter  under  figs.  4  and 
y  »tge  1S2. 


122 


»•:!< 


.-.  -  ■■     a: 

•  V      OOWJ 

r»  :h#v  are 


..i      KJU'.a  Crank. 


>.  >.   ^:*!0N  NTMBER  ELEVEN. 


O, 

■  "I  ♦ 
6 


'  orxier.  I.  4.  'J.  6.  3. 
':  4-#  I  ;l.  5.  6.  4. 
No"'  I  »iarts  down  on  firing,  No.  4  would  fire  next,   then  No.   2.   then  6,   3   and   5  in  their  re- 

cet  «ccond  flrlDg  order  (1,  8,  6,  6,  4,  2.)   start  with  No.   1.  then  No.  3.  5.  6.  4  and  2.     Note 
*.in>osod  to  be   from  the  front  of  engine. 


HOW  THE  3JX  CYUffDen  ENGINE  FIWE% 


VKQ. 


■tlo 

t4B  <ap 


Liteife. 


1  loll. 

on  iJown 


1^1  «r  a 


EaduBt 


trvig  1 
<ta*art  ■trot* 


Jl04'ft 

rVTOlUl  OB 

OB  dan 


riMKC 


""lef' 


An  end  view  of  the  Ohalmers  ilx  cylinder  engine  ("6-30")  is  shown  to  the  right.  The  firing 
order  of  this  engine  is  L,  4,  2,  6,  3.  5 — ice  the  top  row  in  table  to  the  left. 

This  illustration  is  shown,  in  order  that  the  reader  may  see  just  how  the  pistons  are  all  in  line 
when  in  the  cylinders,  instead  of  being  out  of  line  as  shown  in  the  exaggerated  dr^iwings.  flgi.  1  »nd  3. 

Timing  Ohalmera  v&lves:  Turn  the  fiy  wheel,  bringing  tho  mark  "Ex.  CI."  (cxhauat  eloces) 
on  the  fly  wheel,  exactly  in  line  with  the  centered  reference  mark  pointer  on  tho  rear  of  the  crank 
case.  With  the  tiy  wheel  mark  in  this  position,  the  exhaust  valve  on  tho  No.  1  cylinder  ihould  Jast 
close.      If  not.   adjust   the   exhauit   cam   so   it   is   at   the   closing   point. 

It  is  e^iHcntial  thnt  these  adjustments  shall  always  be  made  with  the  "back  la.^h"  or  lost  motion 
in  the  driving  gear  entirely  taken  up  in  the  same  direction,  that  i^.  in  the  diriM-tion  of  the  rotation 
of  tho  engine  when   runuinj:. 


GBJiMT  NO.  4'iO^Two  Firing  Ox^ex^  of  a  Six  Cylinder  Engine  Explained. 


SIX  CYLINDER  ENGINES. 


126 


/   DOWN  ON 
sue  7 1  ON  3  T ft  one 


fltii«4  ctuntM 


I  UP  ON  COM' 
FRISSION  srAoae. 

L 
6 


lOOWN.OAf 


^tuiftt  eenrc* 


rXMAUST  STROKE. 


riC.  1. — ^BaUUve  position  of  PlBtons  on  a  Six  Cylinder  Engine.     View  of  illastrations  are  in  front 
of  engine — hence  cranks  are  rotating  to  tlie  right. 


Note  pistons  must  make  a  full  stroke,  up  or  down  and  crank  throws  must  travel  180* 
at  each  stroke,  or  %  revokition  just  the  same  as  a  four  cylinder. 

In  order  however,  to  show  how  and  when  the  cylinders  can  fire  6  times  during  two 
xemliitlons  of  the  crank  shaft— the  above  illustration  and  the  firing  table  in  Chart  56 
is  provided. 

The  pistons  must  go  from  the  extreme  top  to  the  bottom  at  each  explosion  or  stroke. 

♦Fig.  1 — If  1  and  6  pistons  go  down  on  say,  firing  stroke,  then  they  would  go  to  bot- 
tom "1-6  N  down,"  which  is  a  half  revolution  of  the  crank  or  one  stroke  or  180*. 

Then  pistons  2  and  5  would  be  at  dotted  line  position  ''2-5  N;"  3  and  4  pistons 
wodd  be  at  dotted  line  position  "3  and  4  N." 

Therefore  we  have  an  ''over  lapping"  of  strokes — see  Chart  58. 

Only  two  of  the  six  cranks  are  on  dead  center  at  the  same  time.  The  firing  point 
is  at  top. 

Fig.  2. — ^Note  position  of  2-5  and  3-4  after  1  and  6  have  just  made  a  half  revolntion 
or  mctlOB  stroke  down.  They  have  both  moved  180**.  Also  note  that  as  3  and  4  passed 
the  top,  or  firing  center,  either  3  or  4  must  have  fired. 

Fig.  S. — 1  and  6  have  now  made  another  stroke  up,  on  compression,  (stroke  No.  2), 
or  180*  more  or  360*  in  all,  or  a  revolution.  Note  2  and  5  passed  the  firing  point  during 
this  stroke;  therefore  either  2  or  5  must  have  fired. 

Fig.  4. — 1  and  6  have  now  made  another  stroke  down  on  power  and  fired,  (stroke 
No.  3)  or  180*  or  1%  revolutions  in  all.  During  this  stroke,  3  and  4  passed  the  firing 
point  again  and  one  or  the  other  must  have  fired. 

Fig.  5. — 1  and  6  have  now  made  Its  fourth  stroke,  up  on  exhaust,  or  another  180*  or  2 
rerolntions  in  all.  During  this  stroke  2  and  5  passed  the  top  center  firing  point  again, 
and  either  2  or  5  fired. 

Note  we  have  followed  out  the  four  strokes,  during  two  revolutions,  and  during  the 
four  strokes,  there  were  6  explosions,  or  power  impulses,  as  the  pistons  passed  the  top. 

A  six  differs  from  a  four  cylinder  engine,  only  in  the  shape  of  crank  shaft,  which  is 
divided  into  thirds  instead  of  halves. 


*Mote  when  1  and  6,  or  either  pair  go  down  or  up;  only  one  of  the  pair  is  on  firing  or  compression. 
Beth  eonld  not  be  on  firing  at  the  same  time.  (See  Chart  56).  However,  in  order  to  explain  how  the 
cranks  travel  in  pain  we  will  not  state  which  one  of  the  pair  is  on  the  ahove  mentioned  stroke. 


HO.  57 — ^How  the  Six  Cylinder  Engine   makes  Six  Impulses  during  Two  Bevolutions  of 
tbe  Crank  Shaft 


126 


DYKE'S  INSTRUCTION  NUMBER  ELEVEN. 


t^rOU  STBOKf'r^UtPW  STlWWt»T^PlStWST40*E»J|WSTM|  3TW»t*4^ 


}4»1  »4tf! 

;^*j  Fiff.    I.— ["■; 

d« 


4  Cyllndar  Iiap> 
On   ft   4   ey Under   englno   there   are   four 
periods  of  46°    travel  or  1S4**  in  all^  during 
tke  four  strokea  that  there  is  no  power. 

Bef erring  to  iUuatrationp  %*  1,  note^  if  pii- 
ton  No.  1  is  firing^  it  does  not  travel  its  full 
stroke  with  a  crank  movement  of  ISA*  on 
power,  because  the  exhaust  valve  starts  to 
open  J  say  46"  before  it  reaches  the  bottom 
ji*5  of  ita  stroke^  therefore  it  really  travels  but 
134*  on  its  power  stroke.  CoBsequently,  be- 
fore next  piston  £res  there  is  a  gap  of  46*. 

Therefore,  in  a  four  cylinder  engine  there 
are:  4  periods  of  134* 'when  1  cylinder  is 
firing  or  working  and  4  periods  of  46*  when 
no  cylinder  is  Bring  or  working. 

_  The  fly  wheel  must  take  the  pistons 

' ;  ^        ,1  over  center  durine  the  * '  no  "  working 
'■^'■^'^'^  strokes. 

O  Gyllnder  Lap. 
On  tbe  Btx  cylinder  engine  ^  each  pis< 
ton  is  working  on 
all  of  its  stroke  of 
180'  except  46*^ 
leaving  134*  «e- 
tually  working. 

Th^tf  second  eyl- 
inder  to  fire,  starts 
to  work  120*  after 
the  first  starts  to 
work,    and    works 
14*  before  the  ex- 
haust opens  or  tho  impulse  ends 
on    the    first    cylinder.      Gonse^ 
quently   there  is  no  idle  spaoe 
between  the  firing  of  cylinden, 
but  quite  the  reverse,  for  there 
is  a  lapping  of  power  strokee. 

There  are  6   perioda  of  100* 
travel  when  one  cylinder  la  work- 


ing alone  and  fi  periods  of  14*  travel  when  two  cylinders  are  working  together. 

Therefore  7*0Oths  of  the  time  2  cylinders  are  working  together  and  63-$0ths  of  the  tfnie 
1  ey Under  is  working  alone. 

Eight  Oyllnder  I<ap. 

Tlie  eight  cylinder  V  type  with  eyliuders  90°  apart;  when  one  cylinder  is  firing  LI 
travels  the  same  as  the  four;  134"  on  power  when  the  exhaust  ^starts  to  open,  say  at  44* 
before  bottom  of  its  ISO""  stroke. 

The  second  cylinder  starts  to  fire  00'  after  the  first,  and  moves  for  134*  before  ita 
exhaust  valve  starts  to  open. 

Therefore  there  are,  during  the  four  strua«ffi,  8  periods  of  44*  travel  that  two  pistou 
am  working  together.  8  periods  of  46*  travel  when  one  piston  is  working  alone.  Tbeirt- 
fore  22/45  of  the  time  two  cylinders  are  working  together  and  23/46  of  the  time  one 
eylinder  ii  workiiig  alone* 

la  Cylinder  I»ap. 
The  ISB  eyUnder  T  type  or  twin  six^  when  one  cylinder  is  firing  it  travela  the  sam^e 
■i  those  previously   described;   namely;    134*   before  the  exhaust  valve  opens,  it  then  eon- 
ttnnee  on  for  46*  more,  till  it  reaches  the  end  of  its  exhaust  stroke. 

When  the  first  cylinder  fires,  and  piston  has  traveled  only  60%  the  second  cylinder  firea 
mad  joins  No.  1;  they  then  work  together  for  a  period  of  another  60*  when  the  third  eyl^ 
tnder  fires  and  joins  No.  1  and  2,  Now  No.  1  has  still  14*  to  travel  yet  befere  its  exhaust 
▼al7e  opens,  so  consequently  the   3  work  together  until  that  occurs. 

At  the  134*  point  No.  1  cuts  out  and  Nos.  2  and  3  work  together  for  a  period  of  46* 
when  No.  4  fires  and  joins  them  and  so  it  continues  throughout  the  cycle»    See  page  134* 


OBAXr  NO.  68— niiistxatliig  the  *'Lap"  of  Power  Strokes  of  a  4,  6,  8  and  12  Oyllnddr  BBflB%  ^ 
tAe  8  mnd  12  h^ng  of  the  **V**  type.  Note,  the  above  diagrams  are  based  on  the  thMij  ': 
tAMt  tie  mxbAUBt  opena  46*  before  bottom.  Also  note  that  diagrams  are  not  drawn  to  aemla.       ^'i 


EIGHT  CYLINDER  ENGINE. 


1S7 


*The  Eight  Cylinder  "V*  Type  Engine. 


AAwmntmgm  of  miltipie  cjlinder  engines: 
"flezfbUity"  of  eontrol,  meaning  qniek 
■eeelention  or  quick  pick  ap  of  the  engine 
from  Blow  to  f aat  speed,  the  absence  of  gear 
■hifting,  and  a  more  perfect  control  are 
tke  features  of  the  six,  eight  ''V"  and 
twin  six  engines.  The  more  cylinders  fir- 
ing or  lapping,  the  more  flexible  the  control. 

The  eiglit  cylinder  engine  is  commonly 
known  as  an  engine  with  eight  cylinders 
placed  consecutively  in  line  over  a  crank 
shaft  having  eight  "throws"  or  crank  pins. 

The  simplest  arrangement  of  eight  cylin- 
ders would  be  all  in  line  just  as  the  six  or 
the  four  are  arranged.  Bat  this  would  be 
impracticable,  due  to  the  extreme  length 
aad  also  to  the  abnormally  long  crank 
■haft  which  would  be  necessary,  while  the 
erank  case  for  such  an  engine  would  be  very 
heavy.  To  get  around  these  difficulties  the 
ejlinders  are  arranged  in  two  sets  of  four 
•pposlte  to  each  otlier  at  an  angle  of  90** 
in  tlie  form  of  a  V. 

ffr^yfc-  ahaft:  Arranged  in  this  way,  the 
sight  cylinder  engine  is  no  longer  than  a 
four  cylinder  one  of  equal  bore.  As  com- 
pared with  a  six,  it  has  about  30  per  cent 
Isaa  length,  resulting  in  a  shorter  crank 
tmn  a  weight  reduction  factor.  In  addi- 
tiim,  its  crank  shaft  is  of  the  samo  form 
mm  that  of  a  four,  the  throws  being  all  in 
one  plane;  whereas  those  of  a  six  crank 
■hmft  are  in  three  planes,  and  is  a  simpler 
■maufaeturing  job.  Furthermore,  the  shorter 
mkmft  is  less  given  to  periodic  vibration.  The 
caiB  shaft  is  also  shorter  and  less  prone  to 
whipping. 

Cylinder  and  connecting  rod  arrangement: 
Where  cylinders  are  "opposite,"  this 
Mffffw  the  conecting  rod  lower  end  is  at- 
tnehed  together  as  shown  on  page  129,  and 
tamed,  "yoked"  together.  The  connect- 
hsg  rods  on  one  cylinder  in  line  with  con- 
aeeting  rod  on  opposite  cylinder.  Where 
flinders  are  "staggered,"  this  means  the 
lewer  end  of  connecting  rods  are  not  to- 
gether but  are  "side  by  side"  on  the  same 
crank  shaft  bearing,  (fig.  7,  page  74). 
This  naturally  necessitates  the  cylinders  on 


one  side,  being  placed  a  little  to  the  side, 
or  not  exactly  in  line  with  opposite  cylinder. 
and  termed  "staggered." 

The  cam  shaft  on  the  eight  V  engine  may 
be  one  or  two.  the  majority  use  one  cam 
shaft.  The  Cadillac  uses  a  cam  shaft  with 
eight  cams  operating  the  sixteen  valves, 
whereas  the  Cole  and  King  eight  V  engines, 
use  one  cam  shaft  with  sixteen  cams:  one  for 
each  valve. 

Lap  of  power  strokes  of  an  eight  cylinder 
"V"  type  engine:  The  explanation  of  the 
lap  of  the  firing  impulses  is  given  in  chart 
68.  This  shows  that  during  eight  pt^riods 
of  44*  travel,  there  are  two  cylinders  work- 
ing together  on  power,  whereas  on  a  six, 
there  are  six  periods  of  14*  travel,  when 
two  cylinders  are  working  together. 

This  chart  also  shows  eight  periods  of 
46*  travel,  when  only  one  cylinder  is  work- 
ing alone»  whereas  in  a  six  there  are  six 
periods  of  106*  travel  where  one  cylinder 
is  working  alone. 

There  are  eight  power  impulses  or  ex- 
plosions, during  each  cycle  of  two  revolu- 
tions of  the  crank  shaft.  In  other  words 
the  four  strokes  or  two  revolutions,  is  just 
the  same  as  in  a  four,  but  there  are  eight 
power  impulses  or  explosions  during  these 
two  revolutions.  There  is  a  power  im- 
pulse every  quarter  turn  (90*  movement) 
of  the  crank  shaft,  and  thus  there  is  no  in- 
termission between  them,  but  rathor  as 
"overlapping"  so  complete  that  the  turn- 
ing effort   is  practically   constant. 

In  the  six  cylinder  engine,  there  is  a 
power  impulse  every  one-third  revolution 
of  the  crank  shaft,  and  though  there  al- 
ways is  a  turning  effort  upon  the  crank 
shaft,  it  has  more  fluctuation,  due  te  the 
longer  interval  between  impulses. 

In  the  four  cylinder  engine,  an  impulse 
occurs  every  half  revolution,  and  ob- 
viously there  are  periods  in  the  cycle  when 
there  is  no  appreciable  force  extorted  by 
any  of  the  pistons.  The  fly  wheel  then 
is  called  upon  to  carry  the  shaft  over  these 
power  lapses. 


The  Cadillac  Eight. 


As  an  eTample  of  an  eight  cylinder  en- 
gine and  its  constmctlon,  the  Cadillac  make 
will  be  shown  in  the  charts  following. 

Although  a  later  model  Cadillac  is  model 
S5,  and  57,  the  model  51  and  53  will  be 


shown  in  order  that  the  reader  may  note 
the  variance  in  construction  or  improve- 
ments. The  improvements  of  the  model  56 
are  mentioned. 


•See  page  644;   "Specifications  of  Leading  Cars,"   for  cars  uf^inj;   eiKht   cyliiulcr   <'i;;:iiu:s. 


:  1918,  BUldel  67  engine;  8  cylinder  "V"  type  engine  is  same  bore  and  stroke  as  form»Tly; 
%%'  bore  by  6%"  stroke;  piston  displacement  314  cubic  inches.  Cylinder  heads  now  detachable. 
Il  ii  BO  lenger  aecoeesrj  to  remove  radiator  to  take  out  water  strainer  between  radiator  and  wator 
"    I  p«ae  ^  '^  Oftdillac  clntch  and  pages  130  and  730  for  water  thermostat  and  con«\«n%«T. 


Tff^E 


A/^H  T  31  OC^ 


PROM   f^EAH 


.f^f^^j 


the  front  end  < 

eight  cylinder  engine.  There^ 
are  two  groups  of  cylin- 
dertt^  each  a  block  casting 
of  four  cjlinderSf  mounted 
at  90  degretm  to  each  other 
ou  aa  alumitium  crank  ease. 
The  cyUndera  are  3H  inch 
bore  and  5%  inch  stroke* 
The  piston  displacement  is 
314  cubie  inches;  the  horse- 
power rating  is  31.25.  In 
dynamometer  tests  the  en- 

fine  shows  70  horsepower  at 
400  r.  p,  m..  The  crank 
shaft  is  indentical  in  de- 
sign with  that  used  in  a 
four  cylinder  engine,  and 
the  cam  shaft  carries  the 
same  number  of  cams  as  in 
a  four  cylinder  design.  This 
engine  weighs  approxi- 
mately 60  pounds  less  than 
the  four  cylinder  ^adUlac 
engine  of  equal  horsepower. 
There  is  but  one  carburetor 
used, — ejtplained  further  on. 

Bach  of  the  two  cylin- 
der castings  contains  fonjr 
I«-Bliaped  cylinders.  The  iu^ 
take  valves  ar'e  tulip 
shape*. 

The  exhaust  valves  are  conventional  poppet  shape.  Over  each  cylinder  bore  is  a  remov- 
able cap  which  gives  access  to  the  water  jacket  and  to  the  combustion  chamber.  Between  ths 
second  and  third  cylinder  in  each  block  the  t breather  pipe  is  brought  up  through  the  cylin- 
der casting.    In  rear  o'  the  fau  is  the  power  tire  pump  for  tire  in^ationJt 


^Q 


■t 


J^rr , 


Tsprockct 

TSHAFT  DRIVE 
iSPROCfttT. 


"^i 


\^ 


J^J^ 


4#  t^ 


VAiVC 


%^ 


/ 


Fig.  %  Gross  section  of 
Cadllac  eight  cylinder  en- 
gine with  the  cy  Under 
mounted  in  two  groups  of 
four  cylinders  each  at  an 
angle  of  90  degrees*  The 
single  cam  shaft  is  located 
direct  above  the  crank  shaft, 

ftad  the  means  whereby  one  cam  operates  the  two  intake  valves  for  the  opposite  cylinders  is 

shown. 

Fig  3.  The  Talve  operating  mechanism  of  the  Cadillac  engine,  showing  how  one  cam 
operates  two  opposite  valves.  The  cam  bears  against  the  rollers  in  the  ends  of  the  small 
arms,  which  are  pivoted  to  the  [tiate  above,  and  which  are  interposed  between  the  ends  of 
the  push  rods  and  the  cams,  so  that  the  lift  will  be  straight  upward  instead  of  having  a 
side  thrust  component.  Adjustment  of  valve  clearance  is  obtained  in  the  usual  way  by 
lengthening  the  tappet.  The  upper  part  of  the  tappet  screws  into  the  lower  and  the  two 
are  locked  by  a  nut.     The  position  of  the  cylindersj  make  the  valves  extremely  accessible, 

*Note:     The  tulip  ibApc>d  inlet  vsWe  wmi  uied  on  tomo  of  tbe  atrly  model  51  c«ri,  bat  sot  od  othM 

_j^l   ftnd  &S  tlie  ens^lne  breathert  are    between    the   teco&d   and   third   cylindcrt   om   ss^b 
^^    ^"      ^or  oil.     On  Tn»«  *fi  brestliert  sr*  on  valve  cover  platei;  and  oil  fitlerv  ara 


EIGHT  CYLINDER  ENGINE. 


128 


ARMATURE 


DELCO  MOTOR 'CENEHXnj^r 


m^ 


L  PUMP  SHAFT 


IkAftlBc  ijstem  in  the  Oadillae  eight  cylinder  engine.  Bhowing  the  nse 
if  tw»  tilent  chuins.  one  driving  tho  cam  ihaft  and  another  driving  from 
lk»  CU&  shaft  to  the  shaft  driving  the  Delco  system.  The  tire  pump  \% 
Mfim  by  spur  gear.  There  are  two  water  pumps  on  the  cross  shaft  below 
Aft   erwik    ahaft.    and    this    shaft    in    turn    drives    the    gear    oil    pump    in- 


Note  the  sbiirlA  cub 
shaft  used  in  eight  cyl- 
inder Cadillac  engimea. 
On  it  are  eight  carna 
which  operate  the  six- 
teen valves  (eight  inlet 
and  eight  exhaust 
valves).  Each  cam  works 
two  valves  through  the 
rollers  shown  on  oppo- 
site sides  of  it,  (fig.  8, 
page  128.)  The  shaft 
is  earied  on  five  bear- 
ings. 

Another  make  of  **y" 
type  engine:  The  Davis, 
uses  two  cam  shafts.  Thia 
permits  the  direct  opening 
of  Talvea  without  the  rock- 
er arms  which  are  shown  in 
fig-  3  page  128,  between 
oams  and  tappets.  Alao 
permits  any  desired  timing. 

The  timing  of  the  Davia  is 
as  follows: 

Inlet  opens  10*  after  top 
and  closes  SO*  after  botton. 
Exhaust  opens  46*  before 
bottom  and  closes  6*  after 
top. 

See   page    132    for   Cadillac 
Ignition   timing. 


w^ 


Crank  shaft:  A  three-bearing  crank  shaft  is  used,  with  the 
throws  at  18U  degrees,  as  in  a  H>ur  eylinder  design.  (See  flg. 
5,  page  78;  connecting  rods  are  "yoked"  however.)  Two  con- 
necting rods  attach  to  each  crank  pin.  this  being  possible  by 
having  one  connecting  rod  with  a  split  or  forked  lower  end.  and 
the  other  a  single  end  to  fit  between  the  forks  called  "yoked'*  - 
design. 


aaswins  how  the  two  connoct- 
Bf  rods  are  attached  to  one 
■BTfnf  The  outer  rod  fastens 
•  tho  oater  ends  of  the  split  bush- 
■f  (J)  with  a  two-bolt  cap  for 
•eh  arm   of  the  yoke. 

Tho  boshing  is  fixed  to  this  rod 
ry  piaa.  The  other  rod  goes  be- 
vecB  the  two  arma  of  the  yoke, 
s  ahown  by  the  dotted  outline. 
Wa  iaaer  rod  is  free  to  move  on 
he  bnahiog.  Therefore,  the  bear- 
Bf  for  the  yoke  end  rod  is  the 
iBor  anrface  of  the  bushing 
gaiast  the  shaft,  while  that  of 
he  tamer  rod  is  the  outer  surface 
f  the  bushing. 


011 1'i'iJin 


Lubrication  of  tlie  eiirht  cylinder  Cadillac  engim-:  The 
pump  draws  the  oil  iii»  from  the  reservoir  and  forces  it  through 
the  pipe  running  along  the  inside  of  the  crank  case.  Leads  run 
from  this  pipe  to  the  crunk  shaft  main  bearing  and  thence 
through  drilled  holes  in  the  shaft  and  webs  to  thi-  rod  bear 
It  also  is  forced  from  the  reservoir  pipe  up  to.  the  pressure  valve  which  maintains  a  uniform 
abore  certain  speeds,  and  then  overflows  from  this  valve  to  a  v\ve  extending  parallel  with  and 
h«rc  the  cam  shaft.  Leads  from  this  latter  pipe  carry  the  oil  by  gravity  to  the  cam  shaft  bearings 
ad  chains.     Piatona,  cylinders,  etc..  are  lubricated  by  the  overflow  thrown  from  the  rods. 


IBT  irO.  00— Parte  Of  the  Sight  Cylinder  "V"  Type  Engine  (Cadillac);  Crank  shaft,  Ck>B 
aeeting  rods,  Lnbrication  (model  51).  Tho  mo<lc].s  53  and  55  are  similar.  See  separate 
arrangement  of  generator  and  distributor  on  j)n^o  132. 


lai 


DYKE'S  INSTRUCTION  NUMBER  ELEVEN. 


y^  ik  Oi^t«3t  tkovtns  the  general  Arrangement  of  the  fuel,  water  and  flsha.U8t  systems  of  the 
dtec  -iiaiwif  r*i«;«  mrv  two  exhansta  and  two  mufflers,  one  for  each  set  of  cylinders;  while  the  gaso- 
■:b#  >  «sa  >«  vr«««'zry  to  the  carburetor  which  is  between  the  two  cylinder  blocks.  The  air  pressure 
;k*w4»  ror  rurvat^  \it  t^tl  f*  at  the  front  of  the  engine.  There  are  two  water  pumps  and  two  sets  of  water 
cvaa^uwiA  ^r  t^  radiator. 


''^»fc^ 

-Aa^^%A?ca 

mj  AbB^  to»        ^  tnanlf  old 

m^ 

^X^^Bf^HiQ&^im 

fl 

T>-^ 

4 

^^v^ 

»_ 

"^s-ir*^^"^ 

rtg  2. — *Thermostat  principles  of  water 
mt^Sil:  A  housinic  containing  a  syphon 
U^ostat  and  a  valve  controlled  by  the 
thermostat,  are  located  on  the  cover  of 
each  water  pump. 

The  thermosUt  (A),  fig.  2.  is  accordion 
shaped.  It  contains  a  liquid  which  is  driven 
Into  gas  when  heated.  The  resulting  pres- 
sure elongates  or  expands  the  thermostat, 
forcing  the  valve   (B)   from  its  seat. 

A  drop  in  temperature  changea  the  gas 
back  to  a  liquid,  reducing  the  preasure  In 
the  thermostat  and  allowing  it  to  contract, 
thereby  bringing  the  valve  (B)  back  to 
iU  seat. 

This  valve  on  thermostat  is  placed  in  the 
line  of  circulation  of  water,  to  the  side  of 
pump  (2A).  When  cold,  the  thermostat 
Talve  (D)  is  closed  thereby  stopping  circu- 
lation When  warm  it  expands  and  opens 
valve  (B)  which  permits  pump  to  draw  water 
from  radiator. 

A  hand  control  connected  with  a  shaft  ex- 
tending from  cover  of  pump,  is  also  provided 
from  seat,  which  can  raise  this  valve,  in 
order   to   drain   radiator. 

On  the  Cadillac  model  66  and  67,  the 
water  circulation  pipe  (0)  ia  through  Jacket 
of  inlet  manifold.  On  the  Packard  this 
thermostat  is  placed  directly  at  top  of  radia- 
tor  (rear)   and  principle  is  the  same. 

Condenser  as  used  on  Cadillac — see  page 
780. 
throttle  by  means  of  the  connecting  rod   '*P.' 


B 


To  adjust  carburetor:  l — Open  the  throttle  about 
2  inches  on  the  steering  whei-1.  Place  the  spark  leTer 
in  the  "driving  rsnge'  on  the  sector  anl  start  the 
engine.  2 — Run  the  engine  until  the  water  jacket  on 
the  inlet  pipe  is  hot. 

8 — Hove  the  spark  lever  to  the  extreme  left  on  the 
sector  and  the  throttle  lever  to  a  position  which  leaves 
the  throttle  in  the  carburetor  slightly  open.  Adjust 
the  air  valve  screw  "A"  to  a  point  which  produces 
the   highest  engine   speed    (see   note  2). 

4 — Close  the  throttle  (move  it  to  the  extreme  left 
on  the  sector)  and  adjust  the  throttle  stop  screw  "B" 
to  a  point  which  causes  the  engine  to  run  at  a  speed 
of  about  300  revolutions  per  minute.  The  spark  lever 
should  be  at  the  extreme  left  on  the  sector  when  this 
adjustment  is  made. 

6 — With  the  spark  and  throttle  levers  at  the  as- 
treme  left  on  the  sector,  adjust  the  air  valve  serew 
**A"  to  a  point  which  produces  the  highest  engine 
speed. 

Dash  pot  principle:  The  cylinder  **0**  on  the 
carburetor    bowl    contains    a    plunger    operated    by   Ike 

^,  .„_  „  When  the  throttle  is  opened,   the  plunger  is  forced  iBt« 

the  gasoline  in  the  carburetor  bowl.  The  plunger  is  drawn  out  of  the  gasoline  when  the  throttle  U 
closed.  The  object  of  this  "throttle  pump  '  or  dash  pot  is  to  force  gasoline  through  the  spraylaf 
nossle  when  the  throttle  is  opened  quickly  for  acceleration  and  to  assist  in  starting  in  extremely  OM 
weather.  When  the  throttle  is  opened  slowlv,  the  plunger  has  practically  no  effect  on  the  amount  tl 
gasoline    passing   through    the   spraying    nosile. 

Note  2. — Turning  adjusting  screws  "A"  or  "Q"  in  a  clockwise  direction  increases  the  propoitfM 
of  gasoline  to  air  in  the  mixture.  Turning  either  in  a  counter  clockwise  direction  decreases  the  pro- 
portion of  gasoline  to  air. 


OQBABT    NO.    01— Cadillac    Carburetion.    Thermostat.     (Model  61,  63  and  66  cars.) 
•See  pajrefi   If*".   l^'->  «"<i  "l-""  *">^- 


EIGHT  CYLINDER  ENGINE. 


181 


FLY  WHeEL 


6@- 


2@— :^ 


40  R 


Rie^a  HOC  It 


FW3NT  or  cnatMc 


LS^J  BLOCK 


Yiff.    1:     Diitribator  connections.  Fig.   2:     Firing  order. 

Fig.  2:  Firing  order  of  Cadillac  Model  53  and  65.  Cylinder 
then  2B^  3L,  IB,  4L,  3B,  2L,  4B.  Or  follow  out  tho  black  figures 
whieh  show  consecutively  how  cylinders  fire. 


Fig.  1:  Distribator 
connections  on  the 
model  53,  55,  OadillM 
— ^Delco  ignition  sj»- 
tern.  The  cables  lead 
from  connections  on 
distributor  to  the  cyl- 
inders in  the  order 
which  they  fire.  Note 
the  brush  **B'*  makei 
contact  consecutively, 
but  cables  from  the 
distributor  are  con- 
nected to  the  plugs  in 
their  respective  firing 
order. 

marked   (IL)   fires  firsti 
on  the  side  of  eylinden 


ri^T- 


/"^"^feNf'^^ 

V                 /^REA»T 

prSTON  /   V 
con.  ROD  ^ 

KS^ 

^f    7 

tM 

\cilAnt^  5»«M~r  / 

V  TROHT  / 

V_____^ 

nc.  a,  7  *  8;  Cadillac— Delco  distributor 
Md  Timer — movement  shown  in  deg^'ees. 
Tktre  ifl  an  impulse  or  firing  spark  at  every 
90*   movement  of  crank  shaft,  which  is  % 

:  af  a  atroke  of  piston,  or  ^  of  a  revolution 

;  af  ermnk. 


Fig.  10:  Relative  movement  of  platona: 
By  observing  piston  No.  1,  which  is  now  ready 
to  start  down  on  its  power  stroke  or  jut 
commencing  its  working  stroke,  it  can  be 
seen  just  what  is  taking  place  in  all  the 
other  cylinders,  by  referring  to  the  following: 


crank  trayels  00*,  the  timer  or  dis- 
tributor brush  (B),  being  run  at  cam  shaft 
then  moves  45". 

crank  makes  two  revolntions  or  720* 
tka  timer  and  distributor  brush  (B)  moves 
!!•*  or  one  revolution.  (See  Dclco  system 
£«  explanation  of  the  ignition  system  used 
^  tUa  engine.) 

'oro  tliore  are  8  sparkf  to  two  revolu- 
of  crank. 


IL — Starting  to  fire. 

3L — Starting  to  com- 
press. 

4L — Starting  suction. 

2Ii — Starting  to  ex- 
haust. 


2B — Compressing. 
IB — Suction. 
SB — Exhaust. 
4B— Working. 


Two  pistons  on  tho  right  (when  facing  en- 
gine), are  all  the  way  up  and  two  all  the 
way  down,  while  all  four  on  the  left  are 
midway. 


KO.   02 — Oaiillac  Bight  Cylinder  V   Type  Engine.     Firing  Order  and  Relative  Mora- 
BMnt  of  Pistons,  also  the  Distribator  to  Crank  Shaft.     (Model  53  and  55  car.) 

1m  \im.  note  (tn   page   134  explaining  which  \%   Ihc   x\i\\\  si<N'  of  an  iiiitoriiohilf'  nr  r'n<ririf. 


132 


DYKE'S  INSTRUCTION  NUMBER  ELEVEN. 


FIG.  9-  SjDE  viEvy    NOm 


TdH    IO.Di5TBIBMTn43   «A0  T|FprB 


The  object  for  using  two  con- 
tact points  on  the  timer  is  to 
distribute  over  two  sets  of 
points  the  rarrent  which  would 
otherwise  pass  through  one. 
This  greatly  lessens  wear  and 
burning  of  the  points.  Inter- 
rupter is  the  closed  circuit  type. 


OadlUac  Ignition  System. 

The  dlstrltiiitoi  uid  timer  (flg.  10)  are  carried  on  the  fan  tka^ft 
housing,  ant!  arq^  driven  tlirmigh  a  nH  of  tpiral  i^oafs  Attached  to  tba 
fan  «lmft.  Tho  dJHtributor  consii&ta  of  a  cap  or  head  of  inBulalUic  ma- 
teriai,  cArrysn^  otm  contact  in  the  center  with  tight  additiQaal  coiaiaeta 
plectid  at  equal  diBtAcires  about  the  cM<iier  and  a  rotor  which  maiataltia 
constant   comEHunicatioTi  with   tl^ne  center  coittaet. 

The  rotor  carried  a  rontaft  button  which  aervea  to  close  the  aecijadarjr 
circuit  to   the   spBrk    plag   iu    tho   proper   cylio^Jer- 

B«n€at]]  tlie  distributor  head  ftnd  roU>r  i&  tbe  tlm«r.  The  Itmar  eaa 
is  provided  with  a  lock  screw  in  tbe  eenier  of  the  shaft.  {See  if.  1 1.) 
A  tiiatiual  Apark  control  Is  prc^vided  m  addUlon  to  the  automatic  apark 
contrnl.  Tht  manual  spark  control  U  for  the  purpoae  al  iecuring  %h« 
proper  igniition  control  for  v&nable  rondUEonii,  aunh  at  startf&c.  dtf< 
rereiiri>s  in  gaaoHne,  weather  con  d  it  lone  and  amount  of  carbon  m  tht 
engine.  The  automatic  control  is  for  the  purpose  of  securing  the  pfopsg 
ignition  control  necessary  for  the  variation  due  to  engine  speed  sUm*. 
The  timer  contact  points  axe  set  as  follows:  Turn  the  engine  orcfr 
until  the  contact  arms  "D"  &  "0"  are  directly  on  top  of  lobes  of  the 
cam  "B."  Then  adjust  the  contact  points  at  "E"  and  "F"  f  tkmt 
they  stand  twenty-thousandths  of  an  inch  apart.  Both  sets  of  eoatoet 
points   should   be   adjusted   alike. 

To  time  the  ignition  proceed  as  follows:  Move  the  spark  lerer  to 
the  extreme  left  on  the  sector;  open  the  compression  release  eoeke  •• 
the  cylinder  blocks,  and  crank  the  engine  by  hand  until  the  piston  in  No.  1  cylinder  is  on  firing  center.  (Ho. 
1  cylinder  is  the  one  nearest  the  radiator  in  the  left    hand  block  of  cylinders.) 

*Next  remove  the  distributor  cover;  also  the  rotor,  and  loosen  the  lock  screw  A  just  enough  to  oDow  tko 
cam  "B"  to  be  turned  by  hand  after  the  rotor  is  fitted.  (The  lock  screw  should  not  be  loosened  enon^  tO 
allow  the  cam  to  torn  on  the  shaft  when  the  engine  is  cranked    by    hand.) 

Then  replace  the  rotor  and  turn  it  by  hand  until  the  distributor  brush  in  the  rotor  is  directlj  fm^m 
the  terminal  marked  No.  1  on  the  distributor  cover.  Replace  the  distributor  cover,  and  move  the  spark  Uirm 
to  the  extreme  right  on  the  sector. 

Then  switch  on  ignition ;  hold  the  high  tension  wire  to  the  spark  plug  in  No.  1  cylinder  about  iBO* 
eighth  of  an  inch  away  from  the  cylinder  easting  and  turn  the  engine  slowly  by  hand  in  the  direction  Ib 
which  it  runs.  Stop  turning  immediately  a  spark  occurs  between  the  wire  and  the  casting.  (It  will  bo 
necessary  to  turn  the  engine  nearly  two  complete  revolutions   before   the   spark   occurs.) 

If  the  cam  "B"  is  properly  set  a  spark  will  occur  when  a  point  on  the  fly  wheel  one  and  tw«nt7-0BO 
thirty  seconds  of  an  inch  in  advance  of  the  center  line  for  No.  1  cylinder  is  directly  under  the  polalor  or 
"trammel"  attached  to  the  crank  case  of  the  engine.  Tltis  point  for  each  cylinder  is  marked  on  tho  fly 
wheel  by  the  letter   "10/ A." 

If  the  spark  occurs  before  this,  rotate  the  cam  "B"  slightly  in  a  counter  clockwise  direction  to  oOfTOOl 
the  adjustment.     If  a  spark  occurs  later  than  this,  rotate  the  cam  slightly  in  a  clockwise  direction. 

After  the  adjustment  has  been  properly  made,  lock  the  cam  securely  to  the  distributor  shaft  bj  tho 
lock  screw   "A," 

After  locking  the  adjustment  it  is  a  good  plan  to  check  the  timing  by  fully  retarding  the  spark  loTor; 
in  other  words  moving  it  to  the  extreme  left  on  the  sector,  holding  the  high  tension  wire  to  the  spark  ploc 
in  No.  1  cylinder  about  one-eighth  of  an  inch  away  from  the  cylinder  casting,  and  again  turning  the  OB- 
fine  slowly  by  hand  in  the  direction  in  which  it  runs,  stopping  immediately  a  spark  occurs. 

If  the  ignition  is  properly  set  the  spark  will  occur  under  these  conditions  when  the  center  line  oa 
the  fly  wheel  for  No.  1  cylinder  is  directly  under  the  pointer  attached  to  the  crank  case,  or  has  passed  tto 
pointer. 

Oantion:  Do  not  set  the  ignition  so  that  the  spark  occurs  before  center  with  the  spark  IsTor  at  Iho 
extreme  left   on   the   sector. 

Resistance  unit  and  Ignition  coil  are   explained     on   pages  378  and  246. 


OHABT  NO.  62A— Ignition  System  of  Type  53,  55  Cadillac — see  page   896   for  wiring  dimgrsa 
which  is  also  wiring  diagram  of  typo  67  Cadillac. 

*8eo  page  878 — adjusting  Delco  timer.     See  page   729.    fig.  7.    "te»t-ligl>t"   for  ignition  timing. 
Chart  68   omitted — error  in  numbering. 


EIGHT   CYLINDER  ENGINE. 


183 


•iBifle  uatt   ifstfliD — the  fmrno  af  thi.' 
etf   b#i»f    u«ed    40    carry    the    return 

Q-o,t   fide    ot    ihn   ^eaerator, 
•lo7«fft  batr^r^,  lamps,  lioi'a 
EUd    i^JligrQ     &pp»ratu3     H 

Mime  part  of  tbe  fjrftme  of 
ea?  or  engiue,  Th? 
oliuit  conncftloaa  »rij  mide 
with  eopj'Cr  wiri^s  or  tablcA. 
&i«  lustra rt Ion  2 SB,  page 
ail  for  furtltvr  BipUDatioo. 


TBMNrW  LI6MT  -  «V.  '4  €» 


■tut      Ihfl      QIJ- 

Be    iiur«    Ihat 

Ul4  trikQAraLOuBioa  coo- 

treJ      leTftr      ii       in 

**wmtT9l**       pOftition 

a&d     tbal    tha    b*od  ^ 

brfclr*  w  a«t.  U^  WEIRING   DIAGRAM   FOR  OPEN   CRR5 

Note  the  preBture  of  air  in  the  gasoliDo  tank.      (This    is    indicated    by    the    "air    pressure    gnage'*    on 

Ike  dash.)      If  the  pressure  is  less  than  one  pound,   it   should    be    increased    to   that   pressure   by   means   of 

the  **liftad  air  pump."     After  the  engine  ia  started  the  pressure  is  automatically  maintained. 

Place  the  spark  lever  in  the  "driving  range"  on  the    sector    and    the    throttle    lever    about    two    inches 
a  the  extreme  left   (see  note).     Move  the  ignition   switch     lever    down,     thereby     switching     on    ignition. 

Umb   push    down    on    the    starting   button.      This    will  bring  the  starter  into  operation  and  will   cause   the 

«fiBe  to  "tnm  over." 

In  cool  weather  (also  in  warm  weather,  if  the  engine   has   been    standing   for   some   time),    pull   up   the 

"MBlUary  air  valve  lever"  before  you  press  the  starting  button. 

Am  aoon  aa  the  engine  fires  and  commences  to  run    under    its    own    power,    which    should    be    in    a    few 

nwmda.  remove  your  foot  from  the  starting  button. 

If    the    "anziliary    air   valve    lever"    ia   pulled    up  when  starting  the  engine,  it  should  be  "pushed  down 

akaot  one-half  the  way"  immediately  the  engine  is  started,  and  all  the  way  down  as  soon  as  the  engine  la 

ma   WiWigll    to    permit   doing   to.     Note. — if    you    crank   the  engine   by   hand,   place  the  spark   lever  at  the 

MtroBO  left  on  the  sector. 

In  astrmely  cold  weather,  if  the  engine  is  not  started    in    15    or   20    geconds,    remove    your    foot   from 

iko  starting  button.  This  will  stop  the  cranking  operation.     Now   open   and   close   the   throttle  once  or  twice 

with  the  hand   throttle  or  the   foot  accelerator.     Do  not  open   and   clo^e   the   throttle  more   than  twice. 

The  action  which  cansee  the  en- 
gine to  "turn  over"  is  prodnced 
by  a  gear  of  the  electxlc  motor 
sliding  into  mesh  with  toetk  on 
the  fly  wheel;  similar  to  the 
moshing  of  the  gear  teeth  in 
the  transmission.  When  push- 
ing down  on  the  starting  but- 
ton to  throw  these  gears  into 
mesh,  if  it  should  happen  that 
they  are  in  just  such  positions 
that  the  ends  of  the  teeth  of 
the  startiner  gear  come  against 
the  ends  of  the  teeth  on  the  fly 
wheel  instead  of  the  teeth  of 
one  sliding  between  the  teeth  of 
the  other,  do  not  force  them. 
Simply  remove  your  foot  from 
the  starting  button  and  again 
push  down  on  the  button.  In 
thp  meantime  the  gears  will 
probably  have  changed  their  re- 
lative positions  sufficiently  to 
allow  the  teeth  to  me8h.  Do 
not  press  the  starting  button 
while  the   engine  is  mnning.  ■ 

Cadillac  Model   63   control   system.      Note   movement   of   gear   shift 
lovor  for  speed  changes.  I 

VO.  04 — CMidSUac  Ckmtxol  ttystem  and  Wiring  Diagram^Model  53,  55  Eight  Oyllnder  OiF. 
(Itg  UstmetionB  No.  19  and  28A  for  Delco  ignition  system.) 
(CUrt  ••  Milttod;  error  in  nnmbtrlnff.) 


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134 


DYKE'S  INSTRUCTION  NUMBER  ELEVEN. 


The  Twelve  Cylinder  V  Type  or  "Twin  Six"  Engine. 


The  twelve  cylinder  engine  Is  referred 
to  in  this  instruction,  as  either  a  "twelve 
cylinder"  or  a  "twin  six."  Manufacturers 
use  both  terms.  Literally,  a  twelve  cylin- 
der engine  would  mean  a  type  of  engine 
having  twelve  cylinders  placed  in  line  on 
a  crank  shaft  having  twelve  throws. 

The  "twin  six"  or  twelve  cylinder  V  en^ 
glne  term,  if  we  would  be  exact,  consists  of 
two  sets  of  six  cylinders  placed  at  an  angle 
of  60**  over  a  regula*-  six  cylinder  crank 
shaft  with  six  "throws"  of  the  crank. 

Therefore,  if  the  reader  thoroughly  under- 
stands the  six  cylinder  engine,  then  it  will 
not  be  a  difficult  matter  to  understand  the 
twelve  cylinder  V  type. 


AMD  CRANK 

S  CVLINOCR 
V-TVPt 


CVLINOtRS 
AND   CRANK 

\Z    CYLINDER 
V-TYPC. 


Note   the  evolution   of 
raising     cylindert     from 


Before  proceeding 
with  the  explanation 
of  the  "twin  six," 
refer  to  the  illustra- 
tion, and  note  the 
different  angles  in 
which  cylinders  are 
placed. 

Construction:  As 
previously  stated,  by 
placing  six  more  cyl- 
inders on  a  six  cylin- 
der crank  case  and 
placing  them  **V" 
type  at  an  angle  of 
60".  The  same  crank 
shaft  and  practically 
the  same  crank  case 
can  be  utilized  with- 
out  materially  in- 
creasing the  size  or 
weight  of  engine.  The 
extra  addition  being 
another  set  of  cylin- 
ders and  connecting 
rods. 

On    the    eight    cyl- 


180*  to  eO".  Pig.  6  rep-    s«j^,  ttxrtt  *^«    ^„i 

resents     the     old     style    ?°?®'    ^      *n>©,  cyl- 

two     cylinder     opposed    mders   are   set   at   an 


type  of  engine  with  cyl- 
inders 180'  apart.  Fir 
ing  impalse  S60*. 


angle  of  90*  or  %  the 
distance  of  firing  of 


PU.  6  represeni.  the  the  four  cylinders  In 
eight-  cylinder  engine  Other  words  a  four 
with      cylinders     placed    fires        every        180* 

pSlseYo"'-     ''*''°*   ^"'    ^"^  fey  «««f^g  cyli-^- 
Pig.   7   represents   the    ?"«  ,^^^    ^^    g^*    ^"^ 
twelTe    cylinder    engine    impulse  every  90*. 
with     cylinders      placed  .       .  ,.    , 

60«  apart.  Pirinr  im-  A  Six  cylinder  en- 
palse  every  60^  of  gine  fires  every  120", 
crank    movement.  therefore  on  a  twelve 

cylinder  we  would  place  cylinders  at  an 
angle  of  Vi  of  120**  which  would  be  60*  in- 
stead of  90"  and  therefore  get  a  firing  im- 
pulse at  every  60*  movement  of  the  crank 
shaft. 


The  "twin  six"  engine  offers  more  even- 
ly divided  impulses  than  the  eight.  Two 
cylinders  are  working  together  at  all  times 
and  jiart  of  the  time  three  are  working 
together. 

Firing  order:  The  crank  shaft  of  a  twin 
six  is  of  the  type  shown  on  page  122.  The 
crank  may  be*  a  right  hand  crank  or  a  left 
hand,  as  explained.  The  firing  order  would 
be  the  same,  that  is,  if  you  were  to  con- 
sider each  block  of  cylinders  on  a  twin  six, 
as  a  separate  six  cylinder  engine. 

For  instance,  refer  to  illustration  fig.  8, 
page  135,  refer  to  the  block  of  cylinders  to 
the  left,  when  facing  engine,  we  will  desig- 
nate these  as  *rlght  hand  cylinders  and  will 
number  them  IR,  2R,  3B,  4B,  5B,  6B  and 
all  on  the  other  side  we  will  designate  as 
left  hand  cylinders  and  will  number  them 
IL,  2L,  3L,  4L,  5L,  6L. 

The  figures  outside  of  the  circles,  indicate 
the  order  in  which  the  cylinders  fire  on  the 
Packard  twin  six.  IB  fires  first  then  6L, 
then  4B,  3L,  2B,  6L,  6B,  IL,  3B,  4L,  5B,  2L. 

Laps  of  power  strokes:  If  No.  IB  fires, 
and  crank  pin  moves  60*,  then  6L  fires  and 
moves  60"  with  IB,  then  4B  fires  and  moves 
14*  with  IB  and  6L,  at  which  time  IB  ex- 
haust valve  opens.  Therefore,  making  a 
period  of  14  degrees,  during  which  time 
3  cylinders  are  working  together. 

Then  6L  and  4B  work  together  for  a 
period  of  46  degrees,  after  which  time,  3L 
fires  and  works  with  6L  and  4B  for  a  period 
of  14  degrees. 

So  that  with  every  60*  movement  of 
crank  shaft  there  Is  a  period  of  14  degrees, 
during  which  time  3  cylinders  work  together, 
or  in  one  complete  revolution  of  crank,  or 
360*  movement,  there  will  be  6  periods  of 
14  degrees  when  3  cylinders  work  together, 
and  6  periods  of  46*  alternating  with  these, 
when   2   cylinders   work   together. 

The  cylinders  on  the  Packard  are  stag- 
gered, see  fig.  8,  note  left  cylinders  set 
ahead  of  the  right.  This  is  in  order  that 
the  connecting  rods  can  be  placed  "side  by 
side"  on  the  crank  pin  instead  of  being 
"yoked,"  see  fig.  5,  page  78  and  fig.  10, 
page  129. 

The  cam  shaft:  On  the  Packard,  one  cam 
shaft  with  a  separate  cam  for  each  valve  is 
used.  On  the  National,  2  cam  shafts  are 
used. 

The  ignition:  see  Packard  supplement  and 
page   135. 


*The  right  alda  of  an  engine  or  automobile  is  the  right  side,  when  seated  in  the  car,  that  is  why 
we  number  the  cylinders  "right**  and  "left,**  although  it  is  the  reverse  when  facing  the  front  of 
engine.  See  *'8pecifleations  of  Leading  Oars**  and  "Standard  Adjustment  of  Leading  Oars'*  for 
esrm  nglng  twelve  cylinder  engines. 


TWELVE  CYLINDER  ENGINE. 


13fi 


l^iHH 


CMi&UWiJOR 


Pt^TpJH   QIF   NOD 

60"D0WM  ON 
POWER  NiJIL 
TDP  OF   5TWO(^C 


t 


WtiCM  CWfcN*!  MOtff^  feO^  s  efnj3H   on 
Piarw-fff-ttJ^J-S.    WCPvfS    5C?*     wt  TMEfH  HAVE 
n«?lHS-AiT    ^WO*    Dt^^TRiBLfTUR    dOvt  M  E  f+T*OR  AT 
(D)    lR.*34?At^PJt   TOCO    7*nO»C 


lf>63l 


^Twelve  OyUnder 
Firing  order:  If  we 
considered  each  mde  aa  & 
separate  six  eylinder  en- 
glua,  the  firing  order 
would  be  1,  4f  2,  €,  3,  G. 

Nc»te  tbe  crank  shaft;  tbe 
throws  1  and  6,  2  and  5, 
3  and  4  are  in  line.  Thii 
would  ho  a  left  hand  crank 
shaft,  see  fig.  2^  F^g^  l^^* 

Supposing  the  firing  order  was  1,  4,  3,  6,  3^  5,  and  eaeh  bloc  eoparato,  the  right  hloe,  ntart- 
in^  from  front,  would  fire,  IB^  4B,  2E^  OH,  3B,  SEL  Now  start  at  rear  of  left  bloe,  OL, 
81^  51%  11%  4L,  2L.  If  the  cylinders  were  numhered  from  the  rcari  an  the  left  bloc,  as 
1L%  2Liy  3L,  etc.;  the  firing  order  would  be  IL,  4L,  2Lj  6L,  3L,  5L|  same  as  the  right  hloa, 
bnt  from  rear  to  front. 

In  order  to  see  Just  when  three  cylinders  are  working  together,  refer  to  fig.  12  and  13. 
Suppose  cylinder  IB  fires;  2L  will  have  fired  just  |irevIou9f  therefore  IK  and  2L  firing 
strokes  will  run  together  or  "lap/'  as  it  ia  called,  for  &  period  of  46  degrees,  for  this  period, 
note  2  cylinders  are  working  together.  Then  cylinder  6L  will  start  on  its  power  atroke 
and  will  **lap"  with  2L  and  IB  for  a  period  of  14  degrees  (3  C)*linders  working  together 
during  this  14  degree  period  of  tmvet  of  crank  pin),  at  which  time  2L  cuts  out. 

The  reUtfon  of  the  movements  of  the  dlstrlbntor  and  timer  to  the  crank  shaft:  The 
timer  and  distributor  revolve  one-half  the  speed  of  the  crank  shaft,  or  the  same  speed  as 
tbe  earn  shaft.  The  Packard  "twin  six''  employs  two  timers  and  distributors,  operated 
at  the  same  speed  as  the  cam  shaft.  There  ia  a  separate  timer  and  distributor  for  each 
bloe  of  cylinders.  See  fig.  10  above,  which  is  an  exaggerated  illustration  in  order  to  simplify 
the  meaning. 

Now  suppose  the  crank  shaft  moved  60*  (see  fig.  12  and  13).  During  that  period  of 
travel  we  would  have  had  two  cylinders  on  power  for  a  period  of  A$^  and  3  cylinders  on 
power  for  a  period  of  14*. 

The  distributor  on  each  bloc  would,  each^  have  moved  cam  shaft  speed  (H  that  of 
crank),  or  %  of  60*  or  80  degrees.  We  must,  however,  have  had  3  explosions,  but  3  cylin- 
ders on  power,  during  this  period;  2Lr  fired  just  before  IR,  therefore  when  piston  IB 
reached  top  of  its  stroke  and  fired,  we  had  then  traveled  30  degrees  (this  meaas  30*  timer 
sad  distributor  movement  or  60*  crank  pin  movement)  on  the  power  stroke  of  2L.  There^ 
fore  2L  continues  on  its  power  stroke  with  IB,  30^;  when  6L  fires  and  the  three  continue  to 
work  together  for  a  period  of  7*  more  (timer  movement,  or  14*  crank  pin  movement),  (see 
fif.  13),  when  2L  exhaust  valve  opens  and  cuts  out  2L,  leaving  2  cylinders  working  to- 
gether for  a  period  of  46*  when  the  next  cylinder  fires,  etc. 

Tig.  9:  "Throws"  of  crank  shaft  are  120'  apart,  note  crank  pin  "throws"  1  and  6, 
I  and  4,  2  and  5  are  in  line.  Crank  revolving  to  the  right,  note  cylinder  IB  is  on  top  and 
would  lire,  then  6L,  both  being  in  Une,  then  4B,  then  3L,  SB,  5t,  6E,  IL,  3B,  4Lp  6B,  2U 

When  No.  1  and  6  right  connecting  rods  move  €0%  then  1  and  6L  connecting  rods  will 
also  mo^e  60*,  at  which  point  they  will  be  on  dead  center, 

fig.  11.  End  seetional  view  of  the  Packard  twin  six;  cylinder  IB  is  60*  down  on  power, 
CL  is  oiB  dead  center — see  page  136  for  relative  position  of  pistons. 


CKABT  HO.  05— Twin  Six  Flrls^  Order.    BelMon  of  the  Speed  of  Orank  Shalt  \o  'DNiMtexsXAt. 

••Woe,"  MMd  mhorm,  /#  term  formerly  used,   should  be  block.     See   also  paget  9\a,  9^0. 


136 


DYKE'S  INSTRUCTION  NUMBER  ELEVEN. 


TOP  ON 
EXHAUST 

I20«OM  II 

POWER  I  I 


60  •'ON         X 

COnPRESSlOTi     O 


60**ON 
EXHAUST 


1 20* ON 


WMEMTHlsCVl-IS 


TOP  ON 

NOTt  WHAT 
OTHERS  AR£ 

DOirtG 


iaO*ON 
COMPRESSIOn 


^!kM  1  ^-    feo«oN 


All  in  ttOTTOM   EMO 
^      I  »V        OF  POWEP 


I     1    A  BOTTOM  EMO 
L  /   *f       OF  INTAKE 


't\\kO         60**  DOWN 


l20*»ON 
EXHAUST 


Fig  6. 


FRONT  or  ENGINE 


Twelve  Cylinder  Piston 
Positions. 

Fig.  6  illustrates  the  reUUve 
position  of  pistons  and  what  is 
taking,  place  In  each  cylinder  wheo 
cylinder  IB  is  Just  starting  its 
power  stroke. 

Just  consider  each  block  of  cyl- 
inders a  separate  six  cylinder  en- 
gine and  it  will  be  easy  to  under- 
stand the  twin  six. 

The  crank  pins  are  120*"  apart, 
whereas  the  firing  impulses  are 
60*  apart. 

Note  the  order  in  which  the  cyl- 
inders fire  is  designated  by  the 
numbers  outside  of  the  cylinders, 
in  heavy  type. 

Note  position  of  pistons  when 
No.  IB  is  just  ready  to  go  down 
on  power. 


Engines  with  Overhead  Valves  and  Cam  Shaft. 
The  cam  shaft  on  this  type  is  placed  overhead  and  operated  usually,  by  a  vertical 
shaft  driven  from  crank-shaft.     See  page  137. 

The  aeroplane  engine  uses  this  principle  extensively  as  will  be  noted  by  referring  to 
pages  911  to  916.  On  page  916,  note  there  are  two  inlet  and  two  exhaust  valves  to 
each  cylinder. 

The  ** Sleeve  Valve"  Type  of  Engine. 


The  sleeve  valve  engine  differs  from  any 
other  four  cycle  engine,  only  in  its  method 
of  admitting  and  exhausting  the  gas. 

The  sleeves:  Instead  of  raising  and  low- 
ering poppet  valves,  to  admit  and  expel 
the  gas  there  are  two  sleeves  with  ports 
or  slots  in  them;  at  certain  times,  these 
■lots  on  the  same  side  of  cylinder  come 
in  line  as  shown  in  figs.  2  and  5,  chart 
69.    These  slcayes  take  the  place  of  valves. 

The  openings  occur  at  the  proper  time,  in 
a  similar  manner  as  any  other  valves  are 
opened  and  closed — that  is,  the  exhaust 
opens  once  during  the  four  strokes  and  the 
inlet  opens  once  during  the  four  strokes  of 
the  piston.  The  sleeves  of  course  sliding 
ap  and  down  cause  this  opening  and  closing. 

Eccentric  shaft:  The  sleeves  are  caused 
to  slide  up  and  down  by  an  eccentric  shaft 
(takes  the  place  of  a  cam  shaft),  which  has 
eccentrics  raising  and  lowering  small  con- 
necting rods  06  &  IS,  see  figs.  1  and  2. 
This  eccentric  shaft  is  driven  by  a  chain 
from  a  sprocket  on  the  crank  shaft  of  en- 
gine. It  is  driven  the  same  speed  as  any 
other  cam  shaft,  ie.,  one-Half  the  speed  of 
engine  crank.  The  eccentric  pin  operating 
the  inner  sleeve  is  given  a  certain  lead  or 
advance  over  that  operating  the  outer  sleeve. 


This  lead,  together  with  the  rotation  of 
the  eccentric  shaft  at  half  the  crank  shaft 
speed,  produces  the  valve  action  illustrated 
in  chart  69,  which  shows  the  relative  posi- 
tion of  the  piston,  sleeves  and  cylinder  ports 
at  various  points  in  the  rotation  of  the 
crank  shaft. 

Valve  timing:  The  timing  shown  is  not 
different  from  that  ordinarily  used  in  pop- 
pet valve  engines,  but  the  valve  area  is 
greater  than  that  of  an  ordinary  poppet 
valve.  The  equivalent  of  increased  valve 
area  is  gained,  also,  by  the  directness  of 
the  valve  opening  and  the  absence  of  re- 
strictions in  the  gas  passages. 

Valve  timing  of  the  Steams-Knight  four 
cylinder — see  chart  69.  Valve  timing  of 
the  Stearns-Knight  six  cylinder;  the  same 
except  inlet  opens  4  degrees  instead  of  8 
degrees,  and  exhaust  closes  on  top  dead 
center  instead  of  4  degrees  after. 

Setting  ignition:  Set  cylinder  No.  1 
piston  on  top  of  compression.  Betard  con- 
tact breaker  box  on  Bosch  magneto.  Set 
points  on  interrupter  just  breaking.  There 
is  a  mark  on  fly  wheel  which,  when  lined 
up  with  mark  on  cylinder,  will  show  when 
1  and  6  or  1  and  4  are  up.  Fimg  order 
on  six  is  1,  6,  3,  6,  2,  4  and  1,  3,  4,  2  on 
the  four. 


The   "Botary  Valve"  Engine. 

Is  divided  into  two  classes;  the  "single"       chart   70   for   description   of  the 
and  the  "doable."     See  figs.  6,  9  and  10,       rotary  valve. 


'single" 


The  "Botary  Cylinder"  Engine. 
In  the  ordinary  motor  car  engine  the  cyl-       the    rotary    "cylinder"    engine    the    crank 
inders  are  bolted  to  a  crank  case  and  the       shaft   is  stationary,  and   the   cylinders  re* 
erank  shaft  is  made  to  turn  around  by  the       volve  (used  mostly  for  driving  aeroplanes), 
force  of  the  explosions  in  the  cylinders.    In       See  chart  70. 


OVER-HEAD  CAMS  AND  VALVES. 


187 


CAM  SH/irr 


'£  or  TMtS 


CARBUHiTfm 


Fig.  7:     Note  on  the  cam  shaft  there  are  twelve  cazti 
operating  the  twelve  valves. 


BOTTOM  View  OF  cyc^i 


rsg.  2:  OTtrheftd  TalTM  operated 
bf  M  enarlMad  cam  abaft;  the  Weid- 
\kj  priAeipIe. 


TOf^  OF  CVltHOeH  Him 
€f\M  SHAFT  ^e/H^¥££^. 


YaiwmBZ  In  the  tjpea  of  engine  previously  described  the  valves  were  either  all  on  one  side  or  oppa- 
sfta.  or  OTorhead.  bnt  operated  by  a  plunger  or  tappet  or  by  an  overhead  rocker  arm.  In  this  type  the 
am  ahMit  la  placad  orazliaad  aa  per  ng.  7,  with  the  cams  integral.  There  are  two  overhead  valves  for 
each  eylmdar-— tee  flgt.  8  and  4,  therefore  twelve  cams,  one  for  each  valve. 

eaUad 


■kaft  ia  operated  by  a  gear  Gl  on  the  crank  shaft,  which  operates  a  gear  02.  fig.  2.  which  is 
Uia   lower  timing  gear;   thia  gear  is  placed  at  the  lower  end  of  a  vertical  shaft  (S)  with  an  upper 
gaar  (03),  which  oparatea  tha  cam  shaft  gear   (04).     By  referring  to  fig.  2,  it  will  be  seen  how 
Hi  O  operatas  the  tappat  arm   (F),  which  in  turn    opens    the    valve    against    the    tension    of    tha 
«rng   (S>. 


Whila  tha  conatmetion  variaa,  the  principle,  it  will  be  noticed, 
Tha  daas  ahaft  tama  one  roTolntion  to  two  of  the  crank    shaft. 


is  Just  the  same  as  any  other  engine. 


Tha  cam  ahaft  moontad  on  the  cylinder  head,  has  four  bearings  and  are  1  8/16  inch  in  diameter, 
n*  and  baaringa  ara  1%  by  1%  in.  long,  and  the  middle  ones,  which  are  on  either  side  of  the  driving 
gaar  ara  1%  by  1%  inch  long.  A  hole  %  inch  diameter  is  drilled  through  the  cam  shaft  for  its  entire 
faagth.  and  carriea  oil  to  tha  eama  and  bearings. 

Qfliflbdar  haid  in  thia  type  engine  the  cylinder  head  is  detachable  from  the  cylinder,  and  the  eyl- 
■dan  ara  all  in  ona  block,  therafora  to  grind  the  valves  or  to  get  to  the  valvea.  the  cover  is  removed, 
then  tha  ejlinder  head.  Fig.  4,  ahowa  the  cylinder  head  removed  and  fig.  3,  shows  the  cylinder  head 
taracd  up  aida  down,  expoamg  to  view  the  valves  seated  in  the  cylinder  head  casting. 

To  gzlnd  walraa:  First,  remoTe  head.  If  a  single  valve  is  to  be  ground  the  valve  spring  may  be 
eviprasaad  and  pin  holding  spring  removed,  when  valve  can  be  dropped  out  and  the  beat  ground,  or  the 
cam  ahaft  may  be  remoTcd,  which  ia  easily  done.  Springs  and  pins  removed  and  the  cylinder  head  tamed 
ever  oa  a  bench,  as  in  flg.  8,  and  valves  ground  as  any  other  valves.  See  index  for  method  of  valve 
pindittg. 


!•• 


„            Tha  inlet  opena  10*  past  top  and  fly  wheel  is  marked  "10."     Exhaust  closes  at 
after  top.     Tharefora,  aat  tha  cam  shaft  with  piston  No.  1,  10*  past  top  center;  cam  just  leaving  ax- 
^        -  which  would  ba  a  Uttie  further  iB 


To  aat  tha  ▼aliraa: 
top. 
▼alra  (a 


The  gcara   are   then  meshad  at  thia  poL 
skaft  saaa  aa  oa  aa  "L"  tjp%  ejUadar. 


int. 


direction   of   rotation,    as    it    now    has    valve   open). 
The   timing   of   both    inlet   and    exhaust   is   done   by   one   cam 


yo.  06 — ^Tba  OmlMld  Valve  Operated  by  an  Oyerhead  Cam  Shaft — Weidlev  six  ejlinde: 
Lple.    Note  ejlinder  head  ia  detachable  with  valves  in  the  head. 

e7.  haa  baaa  omittad  and  chart  70  follows  this      Charts  G^  and  C9  follow  chart  70. 


188 


«  DYKE'S  INSTRUCTION  NUMBER  ELEVEN. 


The  Rotary  Valve  Engine. 

Tbis  type  of  engine  Is  tbe  lame  as  any  other 
fonr-cycle  principle  of  gasoline  engine,  except  in- 
stead of  "poppet  type^'  of  TalTOS  the  "rotary 
type"  is  used  to  admit  ras  to  cylinder  and  to 
permit  burnt  gases  to  pass  out.  The  Speedwell 
was  one  make  of  car  which  used  the  double-rotary- 
valve. 


The  single  rotary  valve  can  be  compared  with  the 
poppet-valve  type  of  engine  using  valves-in-the-head, 
operated  by  one  overhead  cam-shaft.  Instead  of 
poppet-valves  and  cam-shaft  however,  there  is  one 
long  rotary  valve,  with  openings  as  shown  in  figs. 
5,  6,  7  and  8.  Note  the  position  of  these  openings 
daring  the  period  of  intake,  compression,  firing  and 
exhaust. 


ONE  or  rni  two  rotary  valve 

RODS    Of  VOuBti    RCft"^ 

The  rotary-valve  is  nothing  more  than  a  long 
cylindrical  piece  of  metal  with  holes  in  the  shape 
of  slots  cat  in  same  as  per  S  and  D,  fig.  8.  In- 
stead of  valves  popping  up  and  down,  this  rod  is 
placed  along  side  of  cylinder  and  is  operated  by  a 
chain  or  gear  from  crankshaft,  and  as  it  turns,  the 
openings  in  the  rods  (rotary-valve)  performs  the 
same  function  as  the  poppet-valves. 

There  are  two  types  of  rotary-valve  engines,  the 
doable  valve  and  the  single  valve. 

The  doable  rotary- valve,  can  be  compared  with 
the  poppet-type-valve  engine  using  the  T-head  type 
of  cylinder,  which  has  the  intake  valves  on  one  side 
and  exhaust  on  the  other.  On  the  double  rotary- 
valve  we  have  an  "intake  rotary  valve"  on  one 
side  and  the  "exhaust  rotary  valve"  on  the  other 
side,  per  figs.  1.  2,  8  and  4.  On  a  four-cylinder 
engine,   each  valve  would  have  four  slots. 


Fig.  1 


dVHAUST     INTAKE 


ROTARY 
VALVE. 


tjCHAUS. 


INDUCTION 
JUST  STAf\VU6 


Fig.  2 
C0MPM3S10N 


eyHAU>T   INTAKE 


fcXHAU^T 


EXPLOSION 


Fig.  1  shows  suction  or  indaction  stroke  just 
starting.  As  the  piston  starts  down,  the  opening 
in  intake  valve  (valve  is  rotating  to  the  right),  will 
be  in  line  with  opening  in  combustion  chamber, 
therefore   gas  will  be  admitted. 

Fig.  2,  Compression  stroke;  piston  has  reached 
and  passed  the  bottom  of  intake  stroke  and  is 
starting  up  on  compression  stroke,  therefore,  intake 
valve  is  just  starting  to  close.  Note  exhaust  valve 
is  closed  in  figs.  1,  2  and  3. 

Fig.  3,  Power  or  explosion  stroke;  opening  in 
both  valves  are  closed,  piston  will  move  down. 

Fig.  4,  Exhanst  stroke;  piston  is  now  starting 
ap  on  exhaust,  therefore,  opening  in  exhaust  valve 
is  open  to  cylinder,  and  burnt  gases  will  pass  out. 
Intalce  valve  is  closed. 


The  Botary  Oylinder  Engine. 

lUnstration  flg.  2,  shows  the  Gnome  seven  cylin- 
der engine,  see  also,  page  010  for  the  Onome  nine 
cylinder  engine. 

In  the  rotary-cylinder  en- 
gine the  crank-shaft  is  held 
stationary  and  the  cylinders 
are  mounted  on  a  cylindrical 
crank -case  which  can  re- 
volve. Connecting  rods  are 
fastened  to  crankshaft-pins, 
fie.  1. 

When  an  explosion  occurs 
In  one  of  the  cylinders  the 
energy  can   do  nothing  else 
but  force  the  piston   down. 
This   action    turns   the    rod- 
holder    on    the    crank-shaft, 
which  causes  the  rods,  pis- 
tons and  hence  the  cylinder 
to  revolve  as   a  unit.     The 
crankshaft,    flg.    3,    remains 
station  a  r  y 
and    due    to 
this  fact,  the 
pistons    will 
assume    dif- 
ferent   posi- 
tions in  the 
cyl  i  n  d  e  r  s 
owing  to  the 
location     o  f 
the  rods  on 
the   crank 
pin.    For  in- 
I  stance.      i  n 
F  t  h  e     move- 
ment of  the 
cylinder      A 
from   X    t  o 
Y,    the    pis- 
ton    in     the 
cylinder  will 
travel  down- 
ward,     as 
shown  in  the 
illustration,  until  it  reaches  bottom  of  its  stroke. 


CCBART  KO.  70 — ^Rotary  Valve  Engine.    Botary  Oylinder  Engine. 

(€Jhart  67  omitted;  error  in  numbering.)     See  page  910  for  Gnome  rotary  cylinder  engine. 


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The  mitin  principle  of  this 
engine  (made  uoder  Knight 'f 
patent)  in  thi^  substitution  of 
eliding  valvei  for  the  usual 
poppet  or  tappet  valves,  The 
feUdinj;  valvefl  consist  ol  two 
concentric  shells  of 

cast  iron  accurately  turned . 
workiof  in  between  the 
driving  platon  and  the  cyl- 
inder walls,  These  shells 
have  two  series  of  large  area 
ports  or  slots  cut  in  the  up- 
per ends,  which  re^ster  to- 
gether at  the  required  in* 
slant  la  the  respective 
strokes  of  the  piston.  One 
pair  of  slota  form  the  inlets 
and  the  other  pair  the  ex* 
hausts. 


Tlie  sliding  shells  of 
each  cyUnder,  tvhich 
have  a  relatively  short 
Biroke,  about  1  inch, 
are  driven  by  two 
short  connecting  rods 
or  tide  arms  working 
off  a  lay  crankshaft, 
the  cranks  having  a 
very  small  throw, 
which  takes  the  place 
of  the  CAinshaft  in  the 
tappet  valve  form  of 
engine. 

This   Yalve^operatlng 

shaft    rotates    at    half 

the      speed      of     main 

crankshaft.     The     £hd» 

ing  &heli&  extendi   right 

up  into  the  d<*i»p  tone- 

shaped    combustion    h^ad,    which    is    n    di* 

tachable  unit.     This   head  ii  of  a  9^i'ei«1 

design   in&omu^^h  that  it  i*  provid-d   with 

a    set   of   piston    rings,    three   narrow    and 

on*»  double,  the  Utter  being  t-p^cialiy  wide 

and  t^'rro^?d  the  compre^^sTon   ring.     These 

rings   prevent   any   escape   of   pressure   in 

an  upward  direction,  whilst  the  n^^^nal  set 

of  three  rings  on  the  working  piston  mnin* 

tuin    pre*5ure    tight ne&.s    in    the    lonrr    di- 

recUon. 

CSet  next   page  for  farther  detail.) 


f-a  A  T>f»»    JgTQ 


08 — The  Knlgbt  Sle«Ye  Valve  Type  of  Engine,  used  on  8teama-Knl£ht  Oat.     Ck\&^ 


fi    •»   f«ege   141.) 


140 


DYKE'S  INSTRUCTION  NUMBER  ELEVEN. 


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CHART  NO.  69-4Stearns-Knight  Sleeve  Valve  Engine. 


142  DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


INSTRUCTOIN  Na  12- 

*CARBURETION:  Principle,  Construction,  Operation,  Carburetor 
Parts.  Types  of  Carburetors.  Throttle.  Speed  Control. 
Heating  or  Vaporizing.    Gasoline  Feed  Systems. 

Carburetion  Principle. 

Meaning  of  carburetion:  The  mixing  together  of  gasoline  vapor  and  air 
is  called  ** carburetion,"  and  the  device  that  keeps  the  two  in  proportion  is 
called  a  ** carburetor/' 

To  get  energy  out  of  the  gasoline  it  is  necessary  for  it  to  be  converted 
into  a  vapor  and  then  mixed  with  a  volume  of  air  before  it  can  be  exploded 
in  the  cylinder. 

There  are  two  ways  of  producing  this  Vapor,  one  being  to  expose  a  con- 
siderable surface  of  this  liquid  to  the  air,  which  is  also  caused  to  bubble 
through  it  and  thus  become  impregnated  with  the  gasoline  vapor.  This  was 
the  original  method  and  was  called  the  ''surface"  type  of  carburetion. 

The  second  method  is  to  "spray"  the  liquid  gasoline  through  a  fine 
spray  nozzle  or  jet  into  the  mixing  or  vaporizing  tube  and  into  which  air 
can  be  drawn  to  intermingle  with  the  vapor. 

The  device  in  which  this  operation  is  performed  is  termed  a  ''carburetor/' 
and  the  operation  itself  is  known  as  "carburetion/'  from  the  fact  that  the 
gasoline  largely  consists  of  carbon.  The  mixture  might  also  be  termed  "car- 
bureted" air. 

Amount  of  gasoline  and  air:  It  has  been  found  that  the  best  explosive 
mixture  with  the  gasoline  commonly  used,  is  a  proportion  of  •M  parts  air  to 
1  part  gasoline,  this  when  maximum  power  is  desired  and  ranging  to  17  to  1, 
the  latter  for  maximum  economy.  (Proportioned  by  weight  of  air  and 
gasoline.) 

Pure  gasoline  vapor  will  not  burn;  it  must  be  mixed  with  air  before  it 
can  be  used  in  an  engine.  To  burn  with  the  greatest  rapidity  and  heat,  the 
air  must  be  in  correct  proportion  to  the  vapor.  The  exact  amount  of  air  to  be 
mixed  with  a  certain  amount  of  vapor  depends  on  the  quality  of  the  gasoline, 
and  other  conditions.  The  carburetor,  by  which  the  proportions  of  the  mix- 
ture are  maintained,  is  so  made  that  a  current  of  air  passes  through  it  when 
the  pisten  makes  a  suction  stroke.    See  chart  71 — "air  intake." 

The  air  goes  through  this  passage,  in  which  is  a  small  pipe  called  a  "spray 
nozzle"  that  sprays  the  gasoline,  so  that  it  comes  in  contact  with  the  air  (see 
spray  nozzle,  page  141).  The  gasoline  being  volatile,  is  taken  up  by  the  air, 
and  the  mixture  goes  to  the  cylinder. 

The  amount  of  air  that  may  flow  through  the  carburetor,  and  the  quan- 
tity of  gasoline  that  may  flow  out  of  the  small  pipe,  are  adjustable,  so  that 
for  a  certain  amount  of  gasoline  the  proper  proportion  of  air  may  be  admitted. 

When  the  mixture  is  not  correct ;  that  is,  when  there  is  too  much  or  too 
little  air  for  the  gasoline  flowing  out  of  the  small  pipe,  the  running  of  the  en- 
gine is  affected,  and  it  will  not  deliver  its  full  power. 

When  there  is  too  much  air  for  the  gasoline,  the  mixture  is  said  to  be  too 
poor  or  lean;  when  there  is  too  little  air,  the  mixture  is  said  to  be  too  rich. 

The  carburetor  is  connected  to  the  inlet  pipe,  and  no  air  or  gas  can  enter 
the  cylinder  through  the  inlet  valve  without  first  passing  through  the  car- 
buretor. 

*For  Carburetor  Trouble  and  Remedies,  see  index  for  **Dife8t  of  Troubles,**  and  next  instruction. 
*TliMt  is.  14  to  1  or  rich  mixture  is  best  for  quick  acceleration,  or  15  to  1  or  leaner  mixtore  boat 
for  pulling  with  wide  open  throttle,  and  17  to  1,  or  still  leaner  mixture,  for  high  ipoed  woft 
(HgnreB  onij  spproximMte). 


CARBURETION.  143 

The  air  drawn  through  the  carburetor  on  the  suction  stroke  enters  it 
through  the  **air  intake*'  (see  illustration,  page  141),  and  passes  around  the 
spray  nozzle,  drawing  gasoline  with  it ;  the  level  of  the  gasoline  in  the  float 
chamber  then  drops,  and  the  float  drops  also  and  permits  more  gasoline  to  en- 
ter the  float  chamber. 

It  is  in  the  "mixing  tube,**  or  ** mixing  chamber,"  as  it  is  sometimes 
called,  that  the  air  is  brought  into  contact  with  the  gasoline.  The  ''spray 
nozzle,"  projects  into  the  mixing  tube,  so  that  it  is  in  the  center  of  the  current 
of  air. 

How  the  gasoline  is  drawn  into  cylinder  with  the  air:  When  the  air  is 
not  passing  through  the  mixing  tube,  the  liquid  gasoline  standd  just  below 
the  open  end  of  the  spray  nozzle,  but  as  soon  as  the  current  of  air  passes 
through,  it  sucks  the  gasoline  out.  The  current  of  air  sucks  up  the  gasoline, 
on  the  order  of  a  child  trying  to  draw  the  last  few  drops  of  soda  through  a 
straw,  drawing  in  really  more  air  than  soda. 

The  piston  of  the  engine,  on  its  suction  stroke  produces  the  suction  effect 
similar  to  a  squirt  gun  drawing  in  water. 

The  inlet  valve  must  be  open  to  permit  the  gas  to  be  drawn  into  the  cyl- 
inder— ^which  it  is,  if  piston  is  on  the  suction  or  intake  stroke,  but  no  other 
stroke. 

"^The  adjusting  screw  or  "gasoline  needle  valve"  regulates  the  amount  of 
gasoline  to  be  adi^ted  into  the  mixing  tube  through  the  spray  nozzle  or  jet. 
The  regulation  of  this  needle  valve  is  very  important,  and  after  once  being 
properly  adjusted,  a  very  slight  turn  one  way  or  the  other  will  affect  the 
running  of  the  engine. 

The  throttle  valve,  usually  placed  in  the  mixing  tube,  above  the  spray 
noade,  governs  the  amount  of  gas  which  enters  the  cylinder  on  the  suction 
stroke. 

The  throttle  valve  lever  on  carburetor,  connects  with  the  throttle  lever  on 
the  steering  wheel.  Moving  the  throttle  lever  on  the  steering  wheel,  in  a  cer- 
tain direction  opens  the  throttle  valve  on  carburetor,  which  increases  the  speed 
of  the  engine. 

The  more  gas  admitted  by  the  throttle  lever  through  the  throttle  valve, 
the  more  gas  will  enter  the  cylinder;  hence  more  power  or  greater  force  on 
the  power  stroke,  thereby  giving  more  speed  to  piston  of  engine. 

Moving  the  lever  in  the  opposite  direction  closes  the  throttle  valve  on 
carburetor,  reducing  the  amount  of  gas  which  enters  the  cylinder,  thereby  re- 
ducing the  speed  of  the  engine. 

The  float,. in  the  carburetor  is  provided  merely  to  prevent  the  gasoline 
overflowing  and  running  out  of  the  spray  nozzle,  when  engine  is  not  running. 
The  float  is  adjusted  so  the  level  of  gasoline  will  not  quite  reach  the  top  of 
the  spray  nozzle  or  jet. 

The  floats  are  usually  made  of  cork  or  hollow  metal  balls,  which  float 
in  the  gasoline  inside  of  the  mixing  chamber.  A  needle  point  arrangement  is 
connected  with  the  float,  which  cuts  off  the  gasoline  flow  when  the  engine 
stops. 

The  reason  why  engines  must  first  be  cranked,  before  starting,  is  due  to 
the  fact  that  a  charge  of  gas  must  be  drawn  into  the  cylinder,  then  compressed. 
Compressed  gas  is  ignited  by  the  electric  spark;  this  produces  the  power 
stroke,  and  the  power  from  this  combustion  of  compressed  gas,  together 
with  the  momentum  of  the  fly  wheel  will  keep  the  engine  in  motion  until  the 
next  power  stroke.  The  cycle  operation  of  suction,  compression,  power  and 
exhaust  is  repeated  over  and  over  again.  (See  page  58  for  explanation  of  the 
four  cycle  principle.) 

*ThiB  adjafting  screw  hat  been  discarded  on  some  makes  of  carburetors. 


144 


DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


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fttur 

Fi«.  1 — The  principle  of  a  simple  float  feed  carbnretor.  Note  that  the  gasoline  flows  from 
tank  through  the  "gasoline  inlet  pipe"  to  chamber  of  carburetor  in  which  there  is  a  float. 

The  purpose  of  the  float  is  to  cnt  the  flow  of  gasoline  off  when  the  chamber  is  full,  other- 
wise the  gasoline  would  overflow  at  the  "spray  nozzle." 

When  the  float  is  properly  set  (usually  determined  by  its  weight,  er  adjustment  of  float 
needle  valve),  the  gasoline  will  not  overflow  at  the  nezzle. 

When  the  engine  Is  running  the  suction  of  the  piston  draws  the  gasoline  through  the 
mixing  chamber  from  the  spray  nozzle,  through  the  intake  pipe  from  carburetor,  through  the 
intake  valve  on  engine. 

Ai  the  gasoline  is  consumed  in  the  engine,  the  level  of  the  gasoline  in  the  float  chamber 
drops  and  thereby  causes  the  float  to  drop  and  more  gasoline  enters  the  chamber. 

There  are  different  methods  used  on  various  makes  of  carburetors  for  operating  the  float 
and  cutting  off  the  gasoline,  but  the  principle  of  practically  all  carburetors  is  about  the  same. 

In  fig.  1  the  main  air  supply  Is  drawn  in  at  the  bottom  of  the  **mlzlng  chamker"  but 
inasmuch  as  the  best  power  of  an  engine  is  obtained  by  getting  exact  proportions  of  air  and 
gasoline,  the  reader  will  note  that  if  the  speed  of  the  engine  varies  the  air  proportion  will  be 
too  great  or  not  enough,  therefore  an  auxiliary  air  intake  which  is  automatic  in  action,  is  pro- 
vided on  most  carburetors. 


M4&li*f£  iitiwr 


AmUfMMf 


In  fig.  2,  note  that  an  "auxiliary  alT  inlet"  Is  placed  In  the  intake  pipe  above  the 
gasoline  outlet;  this  valve  is  automatic;  if  the  engine  is  running  at  high  speed  the  auxiliary 
air  inlet  will  open  in  proportion  to  the  speed  of  the  engine,  the  suction  being  greater  or  less 
according  to  the  speed  of  the  engine. 

Another  feature  of  carburetion  is  to  break  the  gasoline  up  into  as  many  flne  particles  as 
possible  so  that  the  air  will  more  readily  mix  with  the  gasoline  and  form  a  vapor.  There  are 
different  methods  of  doing  this  which  will  be  shown  further  on. 

There  are  many  different  methods  of  arrangement  of  the  float  and  air  valves,  but  the 
fundamental  principle   remains    the   same. 


OHABT  NO.  7»— A  Simple  Form  of  Carburetor. 

P!«.  1. — ^BCajbach  conceived  the  idea  of  using  a  float  to  keep  the  gasoline  in  apray  nossle  at  a  con- 
stant level  and   to   draw   air   around   spray   nossle. 
n<.  2.— Krebs.  Uter,  added  the  auxiliary  air  valve. 


CARBURETION. 


146 


Parts  of  a  Carburetor. 


There  are  various  types  of  carburetors, 
in  fact  a  score  or  more;  although  the  con- 
■imetion  varies,  the  principal  parts  are  for 
the  same  purpose. 

Classified  according  to  structure  and  op- 
eration, we  will  mention  the  construction 
of  the  parts  now  in  general  use. 

Floats. 
Floats  are  usually  made  of  light  brass  or 
copper  in  various  hollow  forms;  the  joints, 
if  any,  being  carefully  soldered  or  brazed 
so  that  gasoline  cannot  enter  the  float  itself. 
Floats  are  also  made  of  cork,  well  shellaced 
so  that  they  will  not  absorb  gasoline  and 
lose  their  buoyaney. 

The  sole  duty  of  the  float  is  to  maintain 
a  predetermined  level  of  the  gasoline  in  the 
carburetor.  This  level  is  generally  a  small 
fraction  of  an  inch  below  the  jet  or  nozzle 
opening. 

As  gasoline  flows  from  the  main  supply 
tank  through  the  gasoline  pipe  or  line  into 
the  float  chamber  of  the  carburetor,  the 
float  rises  and  the  needle  valve  shuts  off 
the  further  entrance  of  the  fluid  into  the 
carburetor. 

When  the  engine  is  running  and  using 
gasoline  the  float  in  the  carburetor  is  con- 
tinually falling  and  rising  slightly,  always 
maintaining  the  approximate  gasoline  level 
in  the  float  chamber. 

There  are  many  types  of  floats  and  float 
mechanisms  as  will  be  seen  in  the  illustra- 
tions of  various  carburetors  in  this  instruc- 
tion. By  referring  to  chart  74  the  reader 
will  observe  several  float  and  float  valve 
arrangements.* 

Gasoline  leaking  into  the  float  would  in- 
crease  its  weight,  thereby  changing  the 
proper  gasoline  level  in  the  spray  nozzle 
and  cause  the  carburetor  to  flood. 

Float  valye  mechanism;  To  the  float  an 
attachment  is  provided  which  will  stop  the 
flow  of  gasoline  when  engine  stops.  This 
action  is  obtained  by  the  rising  of  the  float 
(see  ^g.  1,  page  148),  also  study  the  sim- 
plified explanation  on  page  141. 

The  valve  which  cuts  off  the  flow  of 
gasoline  is  called  the  float  needle  yalye. 

Side  float  type  of  carburetor:  The  float 
feed  arrangement  shown  in  chart  72,  is 
shown  placed  to  the  side  of  the  mixing 
tube.  This  form  of  carburetor  is  called  a 
side  float  type. 

Another  side  float  type  is  shown  in  flg.  3, 
chart  73:     The  float  in  this  type   of  car- 


buretor is  usually  a  tight  box  made  of  thin 
brass,  the  joints  being  made  so  there  is 
little  danger  of  leakage.  In  order  to  offset 
the  danger  of  changing  the  level  of  the 
gasoline  by  tilting,  the  float  and  mixing 
chambers  are  as  close  together  as  possible. 

On  the  float  arm  is  a  small  collar,  in  which 
rests  the  arm  of  a  rocker,  the  rocker  being 
pivoted  in  the  center.  The  other  arm  of 
the  rocker  rests  in  a  similar  collar  on  the 
stem  of  the  float  valve. 

As  the  float  rises,  it  carries  with  it  its 
rocker  arm,  the  rocker  turning  on  its  pivot. 
This  depresses  the  other  arm  of  the  rocker, 
which  closes  the  float  valve  and  stops  the 
flow  of  the  gasoline  into  the  float  cham- 
ber. 

This  is  a  very  usual  arrangement  of  the 
float  valve,  as  it  permits  the  valve  to  move 
downward  as  the  float  is  moving  upward  in 
floating    on    the   gasoline* 

The  rod  through  the  float  forms  the 
primer,  or  "tickler,"  because  depressing  it 
lifts  the  float  valve  and  admits  gasoline 
for  the  purpose  of  priming,  for  starting 
in  cold  weather. 

In  another  form,  the  valve  stem  passes 
through  the  float,  and  is  separate  from  it, 
the  inlet  of  gasoline  being  at  its  lower 
end   (fig.  1,  chart  74),  left  illustration. 

A  pivoted  arm,  or  sometimes  two  or  more 
are  so  set  that  the  ends  rest  in  a  collar  on 
the  valve  stem,  and  the  outer  ends,  which 
are  heavier,  rest  on  the  top  of  the  float. 
As  the  float  rises  it  lifts  the  arms  resting 
on  it,  which  depress  the  valve  stem,  closing 
the  valve.  When  the  float  falls,  the  weighted 
end  of  the  arms  fall  with  it,  lifting  the  valve 
stem,  and  thus  opening  the  float  valve. 

There  are  several  other  methods  of 
connecting  the  float  with  the  float  valve, 
as  shown  in  chart  74,  page  148. 

The  ' ' gasoline  adjustment  or  needle  yalve * ' 
on  aboye  carburetors  are  similar  to  the  sim- 
ple form  of  carburetor  described  in  chart 
72 — as  is  also  the  ** auxiliary  air  inlet," 
but  they  are  placed  at  different  positions, 
yet  giving  the  same  results. 

The  concentric  float  type:  The  floats  are 
not  always  placed  to  the  side;  they  are 
quite  often  placed  around  the  mixing  tube 
as  shown  in  figs.  1  and  2,  chart  73.  When 
the  float  is  placed  around  the  mixing  tube 
it  is  called  a  concentric  type  of  float. 


'Dyke's  worklag  model  ezpUing  a  type  of  float    mechanism    need    quite    exteneively    abroad.     The 
throttle    on    this   type  of   carburetor   is   called   the    "sliding  or  rotary   throttle  vaWe  type,*'    lee 
page  164. 
*Fer  mdi^atmnt  of  floata  of  various  standard  carburetors,  see  next  instruction. 


146 


DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


FUMt'  ffm^  Siiffns 


C^^OLf/rr  tifi^T' 


1,— Carburetor    with   thQ   Flo«t 


Mt£&tC    ¥MiM§ 


Pig 

Aroimd  tlio  Mixing  Chamber,  called 
the  cottcentric  typ«  of  float.  Air  supply 
is  drawn  in  at  bottom  of  mUin^  cham- 
ber b«low  the  Bprg/  GOizle.  This  U- 
luatT&tion  ihowa  onlj  the  main  air 
supply. 


Flf,  2. — Carburetor  with  the  FloSpt  Ansuitd  the 
Mixing  Chnmber  (also  a  concentric  type).  Air 
supply  is  at  the  bottom,  below  the  mijclng  cbatnter 
and  is  called  the  ^ '  main  air  supply, ' ' 

An  Antotaatic  AiucHlar?  Air  Supply  is  shown  at 

the  top  of  the  carburetor.  This  auxiliary  air  valve 
is  called  automatic ^  because  the  air  is  automaticaUj 
controlled  by  the  spring  tension  against  the  i^alve. 

If  tho  EnglnQ  la  Btumliig  Fafit  the  valve  will 
open  wider  and  admit  more  air,  eauaed  by  a  greater 
miction, 

The  Throttle  Val^e  (Butterty  Typt),  is  shown 
in  the  outlet  tube.  This  outlet  tube  connecta  with 
the  intake  pipe  of  the  engine.  The  opening  and 
closing  of  thia  throttle  admits  more  or  lesa  gas  to 
the  engiue  and  is  controlled  by  hand  lever  on  the 
steering  wheel. 


^«»*»r  %*%%n 


\ 


Fig.  3.— Thia  Type  of  Carbmretor  has  a  Side  Float  Chamber,  Note  the  float  valve  me- 
fihanism  attached  to  the  float,  to  cut  off  the  gaaoUne.  The  main  air  inlet  is  at  the  aide,  but 
permits  the  air  to  enter  below  the  apray  not^le. 

The  Automatic  AuxlUary  Air  Supply  Is  taken  in  at  the  top  (over  the  spray  noide  to  the 

side  of  mixing  chamber) »  the  same  principle  as  the  one  in  Fig.  2,  but  the  arrangmont  only  is 
^Hfferent. 


OHABT  KO.  73 — Explaining  the  side  Float  Type  of  Carburetor  and  the  Ooncantric  Type  of  Float 
Arrangement.     Also   showing   a   different  arrangement  of  the  Auxiliary  Air  Intake  Valve 
which  can  be  placed  to  the  side  or  overhead.  ' 

Ooneentric  means   (baring  the  ^me  center),  the  center  of  nozzle   mixing  chamber  and  of  the  ioat  h«lBff  Mentfeal- 


CARBURETION. 


147 


The  carburetor  with  the  float  passing 
around  the  mixing  tube  is  called  a  ''con- 
eentric  float"  type  because  the  float  sur- 
rounds both  the  spray  nozzle  and  mixing 
chamber,  all  having  the  same  center.  This 
makes  a  compact  carburetor  and  maintains 
a  constant  gasoline  level  in  the  spray 
nozzle  regardless  of  the  angle  at  which 
the  car  may  be. 

The  float  valve  mechanism  closing  the 
gasoline  inlet  is  attached  to  the  "float." 
On  almost  all  concentric  float  carburetors 
the  float  is  made  of  cork. 

The  gaaollne  needle  valve  controls  the 
flow  of  the  gasoline  to  the  spray  nozzle,  and 
the  correct  adjustment  of  it  is  necessary 
for  the  operation  of  the  carburetor.  It  is 
also  called  the  ''gasoline  adjusting  screw." 
Don*t  confuse  this  needle  valve  with  the 
"float   needle  valve." 

In  some  carburetors  this  adjusting  screw 
b  placed  at  the  top  of  the  spray  nozzle,  on 
others  at  the  bottom  and  on  others,  to  the 
dde.  When  placed  as  shown  in  flg.  2,  page 
148y  it  also  helps  to  break  thu  gasoline 
into  "spray." 

The  regulation  of  this  gasoline  needle 
valve  is  very  important  and  likewise  very 
sensitive.  After  the  carburetor  is  once  ad- 
justed by  regulating  the  auxiliary  air  valve 
and  the  opening  of  this  gasoline  needle  ad- 
justment valve — the  slightest  turn  one  way 
or  the  other  of  this  valve,  will  make  a  dif- 
ference in  the  running  of  the  engine. 

The  type  of  gasoline  adjustment  needle 
valve  marked  (e),  flg.  2,  chart  74,  is  of 
the  hand  operated  type,  being  adjusted 
only  occasionally.  Other  types  of  ''gaso- 
line adjustment  needle  valves"  are;  the 
mechanically  operated  needle  valve,  oper- 
ited  by  movement  of  throttle  through  a 
earn  arrangement  by  hand  (chart  84),  and 
the  automatic  mechanically  operated  needle 
▼Uve  operated  by  action  of  the  auxiliary 
»ir  valve  (chart  82)  called  "metering 
ping,"  which  will  be  treated  farther  on. 

The  main  air  Inlet  or  supply  is  on  all 
carburetors.  See  charts  73  and  74.  Note, 
(ft),  in  fig.  2,  chart  74,  usually  placed  so 
the  rush  of  air  entering  will  surround  the 
M  or  spray  nozzle. 

The  auxiliary  air  Inlet:  The  greatest 
^erence  in  the  air  type  of  carburetor  is 
^  the  position  and  action  of  the  auxiliary 
ft^  Inlet.  In  the  one  shown  (fig.  2,  chart 
73),  there  are  openings  in  the  top  ("extra 
ftir  inlet"),  closed  by  a  valve  pressed 
igainst  them  by  a  "coil  spring,"  whereas 
^  fig.  2,  chart  74  it  is  placed  to  the  side. 

The  auxiliary  air  valve  is  controlled  au- 
tomatically by  the  vacuum  created  by  en- 
|be  piston  which  draws  air  through  the 
ioxiliafy  air  intake,  against  a  spring  ten- 
>ba;  for  inatanea,  see  the  auxiliary  air  in- 


take (d)  in  the  carburetor  shown  in  (fig.  2, 
chart  74). 

Another  method  for  automatically  open- 
ing and  closing  the  auxiliary  air  intake  is 
shown  in  fig.  1,  chart  75,  see  the  ball  (N). 
Instead  of  a  valve  and  a  spring,  balls  are 
utilized  instead. 

The  air  valve  spring.  The  weaker  the 
spring  the  less  vacuum  it  will  take  to  draw 
the  valve  open,  and  it  may  be  adjusted  by 
means  of  a  threaded  sleeve  (as  in  fig.  2, 
chart  74),  or  in  various  other  ways. 

The  stronger  the  spring,  the  less  air. 
hence  ^'richer"  mixture.  The  weaker  the 
spring;  more  air,  "leaner"  mixture. 

Float  chamber  is  that  part  in  which  the 
float  operates;  it  is  son>etimes  placed  around 
the  spray  nozzle  and  sometimes  to  the  side, 
as  previously  explained. 

The  float  level:  In  different  makes  of 
carburetors,  the  level  of  the  gasoline  in  float 
chamber,  and  the  gasoline  in  the  spray 
nozzle  varies  from  about^  one-sixteenth  to 
one-eighth  of  an  inch  below  to  top  of  the 
spray  nozzle,  see  pages  166  to  168  "adjust- 
ing floats  of  carburetors." 

Spray    nozzle:     The    fuel    is    discharged ' 
into     the     mixing     chamber     through     the 
spray  nozzle.     (Also  called  "jet  tube.") 

As  its  name  implies,  it  is  intended  to  de- 
liver the  liquid  in  the  form  of  a  fine  spray, 
which  is:  (1)  vaporized  more  or  less;  (2) 
mixed  with  the  entering  air,  and  (3)  car- 
ried by  the  suction  into  the  engine  cylin- 
der. 

The  simplest  form  of  spray  nozzle  is  one 
having  a  single  opening,  as  shown  at  (s)  in 
fig.  2,  chart  74.  Some  carburetors  have  two 
spray  nozzles  or  jet  tubes,  as  shown  in  fig. 
3.  Another  type  has  what  is  called  a  "mul- 
tiple jet"  spray  nozzle,  as  shown  in  fig.  4, 
see  also  upper  right-hand  illustration,  page 
179. 

When  a  carburetor  has  more  than  one  jet 
it  is  particularly  adapted  to  a  multiple  of 
cylinders  of  large  size  and  especially  six 
cylinder  engines. 

The  mixing  chamber  consits  of  an  enclos- 
ure or  passageway  containing  the  nozzle. 
The  gasoline  and  air  is  mixed  within  this 
tube  in  proper  proportions  and  then  drawn 
through  the  throttle  into   the  engine. 

The  venturi  tube  around  the  spray  noz- 
zle in  the  mixing  chamber,  is  the  accepted 
type  and  is  now  made  in  almost  all  makes 
of  carburetors.  The  principle  and  purpose 
of  the  venturi  tube  around  the  spray  noz- 
ple  is  in  order  to  get  a  greater  volume  of 
air  through  a  predetermined  sized  opening 
in  quicker  time.  Explanation  of  the  ven- 
turi action  is  shown  in  figs.  2  and  3,  page 
152. 


148 


DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


Fig.  1 — The  Different  MechanlBms  for  operating  the  float  valve  on  side  float  type  of  car- 
buretors— there  are  several  other  types  in  use.  T — it  the  float,  ususlly  hollow  metal.  V —  is 
the  float  needle  valve.  0 — is  the  opening  leading  to  the  spray  nozzle.  F — is  the  pipe  from 
the  gasoline  tank. 


Fie.  2. — ^Type  of  carburetor  with 
a  concentric  type  of  float.  Note 
the  float  (t)  (made  of  cork)  is 
constructed  so  that  it  surrounds 
the  mixing  chamber  and  the  spray 
nozzle. 


The  main  air  Intake  (a)  anx- 
lUary  air  Intake  (d)  single  Jet 
spray  nozsle  (s)  and  throttle  valve 
of  the  butterfly  type,  (h)  are  shown 
in  this  carburetor. 


The  hand  adjusted  gasoline 
needle  valve   (e)   is  also  shown. 

A  hand  controlled  mechanically 
operated  gasoline  needle  valve  is 
shown   in  chart  84. 

An  automatically  controlled 
needle  valve  is  shown  in  chart  82. 


Fig.  3. — A  carburetor  of  the  side  float 
and  * 'double  jet"  type.  The  hand  ad- 
justed needle  valves  are  shown  at  bot- 
tom of  carburetor. 

Carburetors  are  also  made  with  three 
or  more  jets,  see  flg.  6,  page  149. 


Fig.  4— The  Carter;  a  true  MulUple  Jet  Type  car- 
buretor with  side  float  chamber.  Seamless  copper 
float.  Auxiliary  air  valve  spring  subject  to  control 
from  the  car  dash.  This  type  is  particularly  adapted 
to  six  cylinder  engines. 

This  illustration  is  of  the  old  model — see  chart 
88  for  improved  model,  upper  left  illustration 


caXABT  NO.    74 — ^BxpUining   Different   Float  MecbaxilBms.    Gasoline  Adjusting  Keedle. 
I?oubl0  Jet  and  a  Multiple  Jet  Carburetor. 


CARBURETION. 


149 


Carburetor 

Despite  tremendous  advancement  made  in 

isteraal-combustion    engines    during    recent 

jearsy  original  methods  of  carburetion  are 

still — broadly  speaking — in  practice. 

The  carburetor  is  still  a  comparatively 
primitive  instrument,  depending  upon  the 
saetion  of  the  piston  during  its  descent  on 
the  inlet  stroke  to  draw  from  a  jet  (spray 
nozzle)  or  jets — variable  or  otherwise — the 
necessary  gasoline  to  mix  with  the  air. 

This  jet  can  be  a  fixed  size  or  it  can  be 
variable.  This  spray  of  gasoline  is  at  the 
mercy  of  the  temperature,  valve  timing,  ex- 
haust, inlet  and  combustion  head  design. 

Carburetors  as  we  know  them  at  the  pres- 
«it  time,  are  divided  into  five  classes: 

(1)  Air  valve  type— In  this  the  fuel  issues 
through  a  fixed  orifice  and  the  addi- 
tional air  required  when  the  throttle  is 
opened  is  admitted  through  an  auxil- 
iary air  valve.  (See  fig.  2,  page  144 
and  fig.  5,  page  150). 

(2)  Compensating  ^et  type — In  this  an  aux- 


Principles. 

iliary  fuel  jet  comes  into  action  as  the 

throttle    is    opened.  (See    page    181 — 
Zenith.) 

(3)  Metering  pin  tsrpe — In  this  the  size  of 
the  gasoline  orifice  (jet)  is  increased 
automatically  to  increase  the  flow  of 
fuel  as  the  throttle  is  opened.  (See 
page  161  and  178.) 

(4)  Expanding  type — In  this  there  are  a 
number  of  fixed  orifices  which  come 
in  action  one  after  the  other  as  the 
throttle  is  opened.  See  Carter  and 
Master,  pages  179  and  180,  also  151. 

(5)  *The  **plaln  tube"  or  **pitot*'  princl- 
plo: — Is  a  modern  principle  now  being 
adopted  extensively.  The  metering 
pins,  dash  pots,  auxiliary  air  valves  are 
dispensed  with.  The  action  is  to  supply 
an  increased  supply  of  gasolin-e  or  rich 
mixture  for  acceleration  and  then  thin 
down  to  an  economic  mixture  for  nor- 
mal engine  speed.  See  page  177  for  the 
Stromberg  using  this  principle,  and  page 
800  for  the  Schebler,  as  used  on  the  Ford. 


Air  Valve 
To  properly  understand  the  **air  valve" 
principle  we  will  begin  with  the  first  prin- 
eiplet. 

For  a  simplified  explanation  we  will  use 
illustration  fig.  1,  page  144. 

The  liquid  gasoline  enters  the  float  cham- 
ber from  the  supply  tank  through  the 
"float  needle  valve." 

In  the  "float  chamber"  there  is  a* 'float," 
made  either  of  cork,  well  shellaced  to  keep 
out  moisture,  or  in  the  form  of  an  air-tight 
metal  box,  which  floats  on  the  gasoline. 

As  the  gasoline  enters,  the  float  rises, 
closing  the  gasoline  needle  valve,  shutting 
off  the  gasoline  when  it  has  reached  a  cer- 
tain depth. 

The  gasoline  runs  out  of  the  float  cham 
ber  to  the  spray  nozzle,  the  float  keeping 
the  gasoline  at  the  same  level  in  both.  When 
the  suction  of  piston  draws  the  gasoline  out 
of  the  spray  nozzle,  the  level  of  the  gaso- 
line in  the  float  chamber  drops,  and  as  the 
float  sinks,  the  valve  is  opened  and  more 
gasoline  admitted. 

When  the  spray  nozzle  is  made  with  a 
■mail  opening,  the  gasoline  comes  out  in  tlie 
form  of  spray,  instead  of  as  a  stream,  which 
makes  it  vaporize  quickly. 

In  some  carburetors,  as  the  gasoline 
comes  out  of  the  spray  nozzle  it  strikes 
against  the  end  of  a  head  projection,  which 
breaks  it  into  finer  spray,  and  as  the  object 
is  to  make  it  vaporize  as  quickly  as  pos- 
sible, this  is  an  improvement. 

In  tbe  simple  float  feed  carburetor  shown 
tn  tg.  1^  page  144,  and  flg.  4,  this  page,  it 


Principle. 

is  only  possible  to  adjust  the  amount  of 
gak)line  flowing  to  the  spray  nozzle.  This 
is  called  the  *'Maybach"  principle  (see  fig. 
1,  page  144). 

Therefore  the  sim- 
ple form  Just  de- 
scribed Is  satisfac- 
tory enly  for  an  en- 
gine which  runs  at 
a  steady  constant 
speed,  for  the  speed 


of    the    air    current 
through  it  does  not 

change,  and  the  gasoline  may  be  adjusted 

to  correspond. 
The   engine   of  an  automobile,   however, 

does  not  run  at  a  steady  speed;  sometimes 

it  is  running  fast  and  sometimes  slow. 

The  speed  of  the  air  current  passing 
through  the  carburetor  depends  on  the  speed 
of  the  engine;  when  the  engine  is  running 
fast  the  speed  of  the  air  current  through 
the  carburetor  is  much  greater  than  when 
the  engine  is  running  slow. 

The  greater  the  speed  of  the  air  current, 
the  more  gasoline  it  will  suck  out  of  the 
spray  nozzle,  and  the  adjustment  of  the 
gasoline  flow  that  will  give  a  correct  mix- 
ture at  a  low  speed  will  give  a  rich  mixture 
when  the  air  current  moves  at  a  higher 
speed.  For  this  reason  the  air  supply  must 
also  be  varied  in  order  to  give  the  proper 
combustible  mixture. 

Auxiliary  Air  Valve. 
To  vary  the  air  supply,  different  methods 
are  used,  but  one  used  most  is  the  auxiliary 
air  valve,  and  this  is  where  the  ''air-valve 
tjrpe"  carburetor  derives  its  name. 


*Tke  "Pitot  tube"  la  an  instrument  for  measuriug  pressure  In  moving  streams  of  gas  or  liquids.     Oan 
b«  ttted  facing  Id  any  direction,  but  as  applied  to  the   carburetor  faces  down  stream. 
Th^  PItot  tube  hag  been  used  for  years  for  measuring  fire  streams,  chimney  drafts,  etc.     In  the  car- 
b«r«tor  it  ii  afimply  used  to  provide  air  at  sufficient  pressure  to  force  the  fuel  from  the  ^«i\\  ktl^  \v« 
CBcIoMd  In  the  carburetor. 


150 


DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


The  Auxiliary  Air  Valve — its  purpose. 


1 

1  II  I.^ 

v 

r 

L 

feati 

rvS% — ' 

aJl  r""^\. 

nl 

f^       1  ti 

'                           AIR. 

mix*  /ar  M»»  tpt^t  t** 

Maybacb  conceived  the  idea  of  using  a 
float  to  keep  the  gasoline  in  spray  nozzle  at 
a  constant  level  and  to  draw  air  around  the 
spray  nozzle  as  per  fig.  1,  page  144.  Kreba, 
then  added  the  auxiliary  air  valve,  as  per  fig. 
2,  page  144. 

The  auxiliary  air  valve  was  designed  for 
engines  which  run  at  cbanging  speeds,  so  that 
an  extra  supply  of  air  was  admitted  when 
the  air  current  flows  so  fast  that  it  would 
result  in  too  rich  a  mixture. 

The  action  of 
this  auxiliary  air 
valve  depends  on 
the  greater  or 
less  suction,  that 
faster  or  slower 
speeds  of  the  en- 
gine gives. 

In  this  parti- 
cular type,  fig.  2,  page  144,  and  fig.  2, 
page  146,  the  extra  supply  of  air,  which  re- 
duces the  rich  mixture  formed  in  the  mix- 
ing chamber,  is  admitted  through  the  valve 
placed  above  the  spray  nozzle  which  is  con- 
trolled by  an  adjustable  spring. 

The  suction  produced  from  the  suction 
stroke  of  the  piston  draws  the  auxiliary 
valve  open,  just  as  an  automatic  inlet  valve 
is  drawn  open. 

As  the  rush  of  air  through  the  mixing 
chamber  becomes  greater  and  greater,  be- 
cause of  the  increased  speed  of  the  engine, 
the  air  valve  is  drawn  open  corresponding- 
ly wider,  the  spring  being  adjusted  so  that 
the  proper  amount  of  fresh  air  is  admitted 
to  bring  the  rich  mixture  to  the  proper  pro- 
portions. 

The  float  feed  and  the  spray  nozzle  ar- 
rangement in  both  fig.  1  and  fig.  2,  page 
144,  are  the  same,  the  difference  being  in 
the  auxiliary  air  inlet  in  fig.  2. 

See  fig.  2,  chart  74  and  note  the  auxiliary 
air  valve  as  applied  to  th  Schebler  model 
D  carburetor. 

The  disadvantage  of  this  type  is  that  ow- 
ing to  the  relieving  action  of  the  spring 
valvo,  it  does  not  increase  the  proportion 
in  ratio,  and  is  hardly  suitable  for  the 
present  day  high  speed  flexible  engine. 

There  are  s»n-eral  different  models  now 
manufaoturod,  based  on  the  principle  of  the 
auxiliary  nir  valve  only.  Tn  these,  the 
problem  is  worked  out  in  different  ways: 
one  nmnut'aoturor  nsos  a  ** spring-controlled 
valve**;  nnothor  hopes  to  jrot  better  results 


by  regulating  the  movement  of  the  valve  by 
"two  springs,"  instead  of  one;  still  another 
maker  adds  an  "air  dashpot*'  with  the 
hope  of  getting  finer  regulation  and  a  bet- 
ter functioning  of  the  auxiliary  air  valve; 
another  uses  a  "dashpot  filled  with  gaso- 
line*'; and  there  are  others  who  use  metal 
"balls**  to  serve  as  the  auxiliary  valve; 
while  others  use  what  are  kfiown  as 
"weighted  air  valves/'  in  which  the  suc- 
tion lifts  balls  (L),  as  in  fig.  1,  chart  76, 
thus  admitting  the  air  which  sweeps  over 
the  spray  nozzle.  While  they  all  differ 
in  the  details  of  working  out  the  design 
they  are,  nevertheless,  based  on  the  baSc 
principle  of  the  auxiliary  air  valvo  as 
originally  worked  out,  in  fig.  2,  chart  72. 
For  simplicity  in  nomenclature  we  will  re- 
fer to  this  type  as  the  auxiliary  air  valve 
typo. 

For  air  valve  types  of  carburetors,  see 
Kingston,  fig.  1,  page  152;  Schebler  model 
D,  page  148. 

Relation  of  Acceleration  to  Gasoline 
Coiunuiqition. 

The  rapid  advance  of  high  speed  and 
multiple  cylinder  engines,  have  demanded 
"quicker  acceleratixm,"  meaning  quicker 
"get  away"  or  "pick  up"  of  the  engine. 

Flexibility  of  control  means  practically 
the  same  thing  or  the  capabilities  of  the 
engine  to  "pick  up"  from  low  to  high  speed 
and  vice- versa.  Bapid  "acceleration"  and 
"flexibility,"  both  call  for  a  sudden 
greater  amount  or  percentage  of  gasoline 
to  air.  Quick  acceleration  therefore  de- 
mands a  surplus  of  gasoline  for  but  a  brief 
period  after  which  the  normal  supply  will 
care  for  the  engine.  It  may  be  but  a  mat- 
ter of  a  few  seconds,  yet  it  is  of  importance 
that  this  additional  supply  be  ready  and  in 
available  form  for  that  brief  period. 

The  Dash  Pot. 
To  meet  the  sudden  denumd  for  gasoline, 
the  added  nozzle,  or  multiple  jet  has  been 
introduced  by  some  makers,  so  that  when 
the  suddenly-opened  throttle  brings  the 
auxiliary  air  valve  into  use,  the  valve  in 
turn  brings  more  gasoline  into  the  mixture, 
an  added  supply.  One  maker  does  this  by 
a  "dashpot"  on  the  auxiliary  valve  stem, 
this  dash  pot  performing  a  regular  pump 
stroke  and  forcing  gasoline  into  the  mixing 
chamber  by  way  of  a  separate  nozzle  as  the 
auxiliary  air  valve  opens.  Once  open  the 
pumping  action  ceases,  but  the  nozzle  re- 
mains open  for  a  more  even  demand  for 
more  fuel. 


The  Compensating  Jet  Principle. 

Types  of  carburetors  coming  under  this 


.^<«  stated,  under  a  heading   ^2)   on  page 
149;  the  compensating  jet  type  of  carbure- 
tor JH  where  an  auxiliary  fuel  jet  comes  into      Stromberg  model 
met  ion,  ua  iho  throttle  is  opened.  page  179. 


heading  would  be  the  Zenith,  page   181; 
H/»  page  177;  Marvel, 


CAKBURETION. 


161 


The  Metering  Pin  Principle. 


Metering  pin  type — In  this,  the  size  of  the 
gasoline  orifice  or  jet,  is  increased  auto- 
matieally  to  increase  the  flow  of  fuel  as 
the  throttle  is  opened. 
For  instance,  note  the 
connection  between 
the  "throttle"  and 
the  "needle  valye" 
in  the  spraying  nozzle 
as  shown  on  page 
174.  By  a  carefully 
computed  cam  action 
it  is  possible  to  give  a 
sudden  lift  of  the 
needle  and  thus  get  the 
desired  fuel  supply 
quickly. 


n«.  1.  The 
Bfta«t1er  id  o  d  e  I 
*  'T*  •  with  meter- 
ing    nin     operated 


by     ^e     ModlUry 
enr  Tilre. 

The  same  company  in  another  model-(T), 
have  connected  the  "auxiliary  air  valve** 
with  the  "needle  valve"  in  the  nozzle  (see 
above,  and  page  172),  so  that  as  the  air 
valve  opens  there  is  a  larger  nozzle  open- 
ing for  the  flow  of  gasoline.  This  principle 
ia  called  the  "metering  pin"  method. 

Proportion  of  air  and  gas:  All  of  these 
methods  of  providing  "acceleration"  are 
based  on  the  accepted  belief  that  in  car- 
bnretion,  different  mixtures  of  air  and  gaso- 
line vapor  are  needed  for  different  engine 
raqulrementB.  The  days  are  past  when  the 
vniform-mlxture  argument  dominated,  the 
argument  that  the  ideal  carburetor  was  one 
that  would  give,  say,  a  mixture  of  fifteen 
proportiens  of  air  to  one  of  gasoline  vapor 
for  all  speeds,  "acceleration,"  "hard 
polling"  with  open  throttle,  and  high-speed 
work  with  open  throttle,  etc.,  etc.  The  new 
mle  is  that  the  amount  of  gasoline  fed  into 
the  air  volume  must  be  changed  according 
to  demands,  and  that  if  a  twclve-to-one  or 
"rich"  mixture  might  be  best  for  quick 
acceleration,  that  a  fifteen  to  one,  or 
"leaner"  mixture  may  be  best  for  pulling 
with  the  throttle  wide  open  and  a  seventeen 
to-one,  or  still  "leaner"  mixture  for  partic- 
ularly high  speed  work.  Therefore  a  "vary- 
ing mixture"  must  be  supplied. 

Example  of  a  Carburetor  with  Both 
a  Metering  Pin  and  Dash  Pot. 

The  Bayfield  uses  a  "metering  pin," 
""hieh  pin  is  lifted  as  the  throttle  opens  in 
the  main   jet  N,  fig.   2,  through   a  link   ar- 


rangement, and  so  establishes  a  right  to 
be  classifiod  as  a  metering  pin  type,  but  it 
goes  further.  It  incorporates  an  auxiliary 
nozzle  (AN)  which  also  has  a  metering  pin 
which  is  depressed  when  the  auxiliary  air 
valve  opens.  Thus  by  having  two  distinct 
nozzles  it  establishes  its  right  also  to  be 
classified  as  an  expanding  type  of  instru- 
ment. 


1*1  rt 


Fig.  2.  The  Beyfleld  carburetor  prinoiple 
with  "metering  pin"  connected  with  the 
throttle  and  "daui  pot/'  with  anzillary  air 
Intake,     (see  also  page  175.) 

But  the  Bayfield  goes  still  further  in  that 
it  combines  a  pumpUig  action  on  the  gasoline 
in  the  auxiliary  nozzle  AN  whereby  a  very 
rich  mixture  is  furnished  for  acceleration 
whenever  the  air  valve  is  suddenly  opened. 
This  is  accomplished  by  the  piston  on  the 
lower  end  of  the  air  valve  stem,  this  piston 
working  in  a  "daifhpot"  filled  with  gaso- 
line. Gasoline  enters  the  dashpot  above  the 
piston  and  is  admitted-to  the  space  below 
the  piston  by  the  disk  valve  in  the  piston. 
When  the  air  valve  suddenly  opens,  forcing 
the  piston  downward,  this  disk  valve  is 
automatically  dosed,  forcing  or  pumping 
the  gasoline  upward  through  the  dotted  fuel 
passage  into  the  nozzle  AN,  where  it  is 
sprayed  into  the  inrushing  air.  Only  when 
the  valve  opens  is  this  pumping  function 
occurring  and  at .  other  times  the  gasoline 
issues  through  this  auxiliary  nozzle  accord- 
ing to  the  suction  of  the  engine.  Thus  the 
Bayfield  is  a  compound  of  two  metering  pini 
in  conjunction  with  the  pumping  function 
for  acceleratioi). 

Other  makes  of  carburetors  using  meter- 
ing pins  are  the  "Schebler"  and  "Stewart" 
see  pages  172,  173,  174  and  178. 


Expanding  Principle.    Plain  Tube  Principle. 


In  the  expanding  principle,  there  are  a 
number  of  fixed  orifices  which  come  into 
-^  action,  one  after  the 
other,  as  the  throttle 
is  opened.  Types  of 
this  class  of  carbure- 
tors are  shown  in  fig. 
6  and  in  the  descrip- 
tion of  the  "Master" 
carburetor     on     page 


180,  also  on  the  "Carter"  as  described  on 
page  179. 

Plain  Tube  Principle 

is  different  from  this  principle  and  other 
principles.  It  is  the  principle  now  being 
adopted  by  many  carburetor  manufacturers. 
For  explanation  of  the  "plain-tube"  and 
"pitot"  principle,  see  pages  149,  177  aijd 
800. 


K 


^••^s^s^*. 


^ » ^_     \ 


A..--:._try   AIT  I^t&kti     £x?U2 


CABBURETION. 
Carburetor  Throttle  Valves. 


163 


There  are  three  typee  of  throttle  Talves; 
the  butterfly,  rotary  and  sliding  (see  chart 
76). 

The  butterfly  throttle  valve  is  the  type  of 
throttle  used  on  almost  all  makes  of  car- 
buretors. This  type  of  throttle  is  shown  in 
fig.  1,  chart  76.  The  mechanism  and  method 
for  controlling  the  throttle  is  shown  in  fig. 
4,  chart  76,  also  see  chart  91.  (T). 

The  throttle  is  placed  in  the  mixture  out- 
let, and  the  form  that  is  shown  is  called  a 
"butterfly  valve."  It  is  a  disc  of  metal 
turning  on  pivots,  so  that  it  acts  like  the 
damper  of  a  stove  pipe.  When  wide  open, 
the  butterfly  valve  is  edgeways  to  the  flow 
of  the  mixture,  but  even  in  this  position  it 
presents  resistance  to  the  flow,  which  is 
eomething  that  should  be  avoided. 

The  ••rotary"  throttle  valve,  fig.  2,  chart 
76,  presents  no  resistance  whatever  for 
there  is  no  resistance  offered.  Also  see 
"Master"  carburetor,  chart   89. 

The  sliding  throttle  valve  is  another  type 
which  presents  no  resistance  to  the  flow  of 
gaa.  This  type  is  seldom  used  although  it 
was  formerly  used  quite  extensively  when 
governors  were  used.     (See  chart  76,  fig.  3.) 

Engine  Speed;  How  Controlled. 
The  simplest  and  probably  the  acknowl- 
edged popular  method  for  controlling  the 
•peed  of  an  automobile  engine  is  by  opening 
■ad  closing  the  throttle  valve  on  the  car- 
buretor by  hand. 


A  rod  leading  from  the  throttle  lever 
on  the  throttle  valve  connects  with  a  hand 
lever  on  the  steering  wheel.  (See  fig.  4, 
chart  75.)  The  driver  then  has  the  speed  of 
engine  under  his  control  at  all  times. 

If  running  on  a  level  and  more  speed  is  de- 
sired, the  throttle  is  opened  by  the  throttle 
lever  until  the  required  speed  is  maintained. 
By  closing  the  throttle,  the  speed  is  de- 
creased. 

4:Idling. 

The  throttle  valve  is  never  entirely  closed; 
the  lock  screw  (X)  shown  in  (chart  82)  pre- 
vents the  throttle  from  closing  entirely. 
Therefore  engine  will  run  slow  or  "idle," 
as  it  is  called,  when  the  throttle  valve  lever 
on  the  steering  wheel  is  closed  and  car 
standing.  To  stop  engine  entirely;  throw 
oflP  the  igrnition  switch,  (see  page  171). 
The  Accelerator. 

This  is  the  usual  means  for  controlling  the 
speed  of  the  engine,  see  chart  76,  fig.  4. 

Governors. 

In  the  early  days  the  governor  was  used  on  a 
few  makes  of  pleasure  cars  but  discarded.  The 
governor  is  now  used  extensively  on  track  and 
tractor  engines  as  a  matter  of  economy.  See  in- 
dex   "Governors,"    and    page   154. 

There  are  two  types;  the  "throttling"  type 
which  governn  the  amount  of  gas  entering  cyl- 
inders and  the  "hit  and  miss"  type  which  gov- 
erns the  spark  by  cutting  it  off  when  engine 
speeds  up. 

The  former  is  the  type  in  general  use  and  the 
latter  is  used  to  a  great  extent  on  small  stationary 
gas  type  engrines.  The  larger  stationary  type 
engines  use  the  "throttling^*  principle,  flg.  5. 
page  154.     (see  index  "Governors.") 


When  an  engine  is  started  by  crstaking 
by  hand,  which  is  best  done  by  a  quick  turn 
of  the  crank,  it  is  necessary  that  a  charge 
of  vaporized,  combustible  gas  be  drawn 
into  the  cylinder,  which  is  easy  to  ignite. 
It  is  also  necessary  to  have  a  good  electric 
ipark  to  ignite  the  gas. 
-  If  we  attempt  to  start,  depending  only 
on  a  magneto  to  supply  this  spark,  it  would 
be  necessary  to  "spin"  the  crank  in  order 
to  get  the  armature  of  the  magneto  up  to 
•nificient  speed  to  generate  electricity; 
therefore  the  magneto  is  seldom  used  to 
start  on.  The  usual  method  is  to  start  from 
coil  ignition — its  source  of  electrical  sup- 
ply is  derived  from  a  battery — and  after  the 
crank  shaft  of  the  engine  is  in  motion,  then 
the  switch  is  turned  to  the  magneto,  if  a 
magneto  is  provided.  If  a  generator  and 
battery,  then  this  action  is  automatic.  Ex- 
plained further  on. 

The  modem  method  of  starting  an  engine 
la  by  an  electric  motor,  which  will  be  ex- 
plained further  on. 

In  order  to  facilitate  easy  starting,  by 
hand  or  motor,  it  is  advisable  to  open  throt- 
tle Just  before  stopping  engine;  in  order  to 
draw  In  a  good  charge  of  gaa — by  speeding 
engine  np  with  clutch  out;  this  leaves  a 
charge  in  the  cylinder  for  starting  later. 

Priming  to  Assist  Starting. 
•When  using  the  low  grade  gasoline,  espe- 
cially  in    cold    weather,   the    gasoline    does 
■ot    vaporize     freely.     Gasoline     vaporizes 


^Remarks  lOn  Starting  an  Engine. 


more  readily  when  warm  than  when  cold. 
The  most  effective  temperature  seems  to  be 
about  170  degrees  Fahr. 

Vaporizing  really  means  evaporating,  or  trans- 
forming into  vapor.  The  purpose  of  heating  the 
mixture  before  it  passes  into  the  cylinder,  is  to 
make  the  gasoline  more  "volatile"  or  to  evapor- 
ate quicker. 

When  first  starting,  however,  heat  is  not  pro- 
vided, therefore  some  method  of  priming  mnst  be 
resorted  to.  That  ix.  draw  gasoline  into  the  cyl- 
inder,   (see  page   156). 

One  method  of  priming  is  to  prime  with  a 
"tickler,"  which  means  to  depress  the  float  by 
hand  so  that  the  float  needle  valve  will  open  and 
admit  gasoline  to  the  float  chamber.  A  wire  is 
nsually  run  from  this  "tickler"  to  the  front  of 
the  car.  where  the  operator  can  pull  it  and  flush 
the  carburetor  before  cranking   (fig.  6,  page  156). 

Another  method  for  priming  is  called 
the  ** damper"  or  ** choke"  method,  and  is 

shown  in  chart  78A.  Instead  of  lowering  the 
float,  the  air  intake  is  closed.  This  causes 
an  increased  suction  of  gasoline  and  is 
called  "choking"  the  air  supply. 

**Too  much  priming,  however,  will  fill  the 
float  chamber  so  full,  that  gasoline  will  run 
out  of  the  spray  nozzle,  giving  a  rich  mix- 
ture, on  which  the  engine  will  not  start, 
therefore  it  will  be  necessary  to  close  switch 
and  throttle,  and  crank  engine  a  few  times 
to  draw  in  more  air,  then  open  switch  and 
crank  again,  at  which  time  engine  ought  to 
start  if  there  is  a  good  spark. 

After  engine  is  started,  then  some  means 
for  heating  the  gasoline  so  it  will  vaporize 
more   readily   should   be   employed. 


•When  an  engine  wiU  not  start   during   cold  weather — nn    effective   method    \«   to  pouT  \)q\\\tx% 
water   OT«r   carburetor   and    inlet   pipe.     The    "choker"  or  "damper"  principle  however,  uftuaW^  %\w\.% 
SMia*.  per  page  169.     ♦*See  page  489.   foot  note,    "starling  an  engine  by  openVne  awvlcVv.** 
••Top  mnch  doeg  one  of  three  things— see  page  205.  explaining.      JSoe  also  pagea  169,  \1\,  ^^"i,  ^^^- 


DYKfi'S  INSTRUCTION  NUMBER.  TWELVE. 


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Carbnretor  Throttle  Valves. 
Tliere    art    three    types    of    carbnretor    throttle 
TalTes:      (1)   the  butterfly  type  as  per  fig.  1;'(2) 
the  rotary  type  per  fig.  2.  and  (3rd)  ilidinf  throttle 
per  fig.   3. 

The  butterfly  type  is  in  general  use;  it  may  be 
placed  in  position  as  shown  in  flg.  1,  or  as  per 
fig.  1,  chart  75.  Usually  consists  of  a  thin  disk 
with  a  throttle  lever  which  is  connected  with  the 
hand   throttle   lever   on   steering  wheeL 

The   rotary  type   is    different,   but   used   for  the 

same  purpose.     In  the  rotary  type,   the  passage  of 

gas    from   jet    to    intake   manifold   through   passage 

(P),  is  controlled  by  a  rotary  cylinder  (B).     It  is 

now  shgwn  full  open,  but  by  moving  throttle  lever  (L),  it  can  be 

closed  or  partially  opened  as  desired.     This  is  the  principle  used 

on    the    Master   carburetor. 

The  sliding  throttle  valve  consists  of  a  cylinder  type  throttle. 
but  instead  of  being  rotated,  it  is  moved  in  or  out  of  its  passage, 
which  controls  the  amount  of  gas  passing  to  the  intake  manifold. 
Ah  it  is  moved  out,  additional  air  is  admitted  through  port  holes. 
This  type  was  the  type  formerly  used  with  a  governor.  It  is  now 
practically  obsolete. 

The  Accelerator. 
Fig.  4.     The  accelerator  consists  of  a  foot  pedal  which  opens 
and  closes  the  carburetor  throttle  valve  independent  of  the  hand 
throttle  lever.     By  referring  to  the  illustration,   it  will  be  noted 
that  the  accelerator  will  operate  the  throttle  of  carburetor  with- 
out moving  the  hand  throttle  lever  by  an  arrangement  as  shown. 
When    foot   accelerator   pedal    is   depressed,    the   rod    (F)    movea 
against  a  shoulder  which  is  fastened  to  the  throttle  shaft.     The 
end  of  the  shaft  (T)  works  free  in  a  turn  buckle  (P).  There- 
fore, the  throttle  can  be  opened  without  disturbing  the  hand 
lever.     Or  the  hand  lever  can  be  operated  without  moving  the 
foot    pedal.      The    accelerator    is    used    more    than    the    haad 
throttle  lever.     Its  purpose  is  the  same  as  the  hand  throttle 
lever  on  the  steering  wheel;    to  open  and  close  the  throttle 
valve,  (see  also  page  497,  492.) 

The  accelerator  pedal  Is  the  usual  means  of  controQiiig 
^the  speed  of  the  car.  When  pressed  downward  for  increase 
-or  released  for  decrease  of  speed,  its  action  is  instantane- 
ous. When  the  accelerator  is  released,  the  engine  immedi- 
ately resumes  the  speed  determined  by  the  positions  of  the 
hand  lever  on  the  steering  wheel.  Although  either  the 
hand  throttle  lever  or  the  accelerator  may  be  used  to  con- 
trol the  speed  of  the  car,  the  use  of  the  hand  lever  is  ad- 
vised for  beginhers.  After  confidence  in  driving  has  been 
gained,  the  more  delicate  action  of  the  accelerator  will  be 
preferred. 

The  word  "accelerate**  means  to  hasten,  therefore  the  term 
is  applicable  here  because  it  is  quicker  to  operate  throttling. 

The  Governor. 
Fig.  6.  *  There  are  no  pleasure  cars  nsing  the  goremor.  Nearly  all 
truck,  tractor,  marine  and  stationary  engines  nse  governors.  One 
type  of  governor  which  is  a  "throttling**  tyne,  is  the  centrifugal  ball 
type  as  illustrated  in  fig.  5,  and  which,  no  doubt  the  principle  is  familiar 
to  all.  The  "sliding"  throttle  in  carburetor  is  actuated  by  the  movement 
of  the  sleeve  controlled  by  the  balls  (B).  .  The  balls  fiy  out  as  the  speed 
increases  causing  the  throttle  to  close. 

Fig.  6.  The  gOTomor  formerly  need  on  the  Packard:  A  "hydranlle** 
governor  of  the  diaphragm  type  is  located  directly  above  the  water  pump. 
It  is  operated  by  the  pressure  of  the  water  in  the  water  circulation  system 
and  consists  of  a  circular  chamber  divided  by  a  flexible  diaphragm  of 
leather  and  rubber.  On  one  side  of  the  diaphragm  is  a  water  spaee 
through  which  peases  the  water  of  the  circulating  system.  On  the  other 
side  is  an  air  apace  and  a  plunger  head  against  which  the  diaphragm  presses. 
The  plunger  is  directly  connected  with  the  throttle  valve. 

If  a  decrease  in  the  load  on  the  engine  causes  its  speed  to  Inereaae. 
the  pressure  of  the  water,  circulated  by  the  pump,  increases  and.  eoa- 
sequently,  the  diaphragm  exerts  more  pressure  toward  the  rear,  tend 
ing  to  move  the  plunger  and  thereby  close  the  throttle.  As  the  engin< 
speed  decreases,  the  water  preasure  againet  the  diaphragm  is  lesaeno' 
and  the  throttle  may  open. 

The  purpose  of  the  goveimor  is  to  prevent  the  engine  from  raeii 
when  the  load  was  removed,  as  by  throwing  out  the  clutch  or  stoppb 
the  car  Avitliout  shutting  down  the  engine,  also  to  prevent  driver  ir( 
oh  tain  ing  v^wr  a  set  naiimniB  speed. 

Tins,  hor^vor.  was  found  unnecessary  on  pleasure  automobiles. 
!.i):h  speed  is  a  desirable  feature  at  will  of  the  driver,  which  ie  m 
fsaily  accomplished  with  the  movement  of  the  hand  throttle  lever. 

The  governor,  howerer,  la  a  Ttry  deairabla  feature  on  truck,  tra 
aiui  marine  enginea  where  the  engine  ia  supposed  to  run  at  one  1 
>:iC.i    ^ci  iV.f  lo.ixl  varied,  as  the  governor  would  then  keep  the  speed 
*:a:  t  .lit  .o.;i:!i  ti-.c  load  did  vary  and  is  a  saving  in  fneL  wear  and 


isrvo*  of  ThrotUe  Valves.    The  Accelerator.  Govemon.  The  sliding  thrott 
-**    *V.»M\v.  :k^  explain  tho  principle. 


CAKBURETION. 


165 


^Vaporizing  of  QasoUne. 


Ab  preyiouBly  stated  gasoline  gives  off 
aore  vapor  at  about  170  degrees  Fahr.  It 
la  tlie  vapor  mixed  with  air  which  Is  most 
desired.  With  the  proper  mixture  there  is 
more  uniform  power  and  flexibility. 

**Heatlng  Methods. 
There  are  several  methods  employed  for 
vi^orlslng,  as  follows:  (1)  by  passing  hot 
water  from  the  water  circulation  system 
around  the  water  jacket  of  carburetor,  or 
intake  manifold;  (2)  by  passing  exhaust 
gases  from  exhaust  pipe  around  the  water 
jaeket  of  carburetor  instead  of  hot  water, 
tiao  around  intake  manifold;  (3)  by  taking 
the  warm  air  from  around  the  exhaust  pipe 
and  passing  it  through  the  main  air  intake 
of  carburetor;  (4)  by  heating  the  mixture 
as  it  passes  into  cylinder. 

The  above  methods  can  be  classified  under 
two  headings:  (1)  heating  the  air  as  it  pas- 
ses into  carburetor;  (2)  heating  the  mixture 
as  it  passes  into  cylinder.  See  pages  159, 
157,  160,  187,  855. 

tHeat  Begulatlon  Methods. 
Carhnrettlng  means  to  break  up  the  gaso- 
Uiie  Into  Inflnlteslmally  small  particles, 
aechanlcally,  without  heating,  which  is 
caOad  "spraying."  This  is  the  best  method, 
but  very  difficult  to  do  so,  owing  to  the 
different  amounts  of  gasoline  passing  from 
■pray  nozzle,  and  on  account  of  the  varia- 
tion of  the  throttle  or  the  speed. 

tif  a  low  gravity  of  gasoline  is  used,  It 
Is  nacesary  ta  heat  and  vaporize  the  mlz- 
tnre,  because  it  is  practically  impossible  to 
break  it  up;  but  if  it  is  a  high  gravity  gaso- 
line, it  generates  into  gas  quicker.  In  other 
words,  it  is  the  vapor  that  w<e  must  obtain, 
which  is  possible  with  high  gravity  gasoline. 
Bnt  in  n^ng  hlfl^  gravity  gasoline  remember 
It  will  not  stand  as  much  heating  as  low 
Cravity,  for  if  there  is  too  much  heat  used, 
then  it  makes  the  mixture  so  rare  that  the 
actual  amount  of  gasoline  that  goes  into  the 
cylinder  is  so  small  and  at  such  a  low  fiash 
point,  it  ignites  quicker,  and  will  burn  and 
expand  more  like  powder.  It  will  do  its 
work  and  cool  before  the  piston  j^ets  well 
QBder  way,  furthermore  the  pressure  on  pis- 
ton does  not  last  as  long,  (see  page  161.) 

Owing  to  the  low  gravity  gasoline  now 
being  used,  the  mixture  Is  not  a  true  vapor. 
Instead  of  forming  a  gaseous  mixture,  it  con- 
denses, inside  of  combustion  chamber  and 
manifold — therefore  a  plentiful  supply  of 
heat  is  required,  (see  pages  157,  158,  159.) 

Air  control:  Therefore,  If  some  method  of 
heating  the  mixture  Is  employed,  as  shown 
in  chart  7  8 A,  then  the  heat  must  be  regu- 
lated, which  is  usually  done  by  a  dash  board 
or  steering  column  air  control  (fig.  4,  chart 
78A),  connected  with  the  air  intake  of  car- 
buretor. 


Temperature  regulator:  After  engine  is 
well  warmed  up  it  ought  to  have  more  air, 
and  the  more  air  used,  less  gasoline  required. 

If  warm  air  was  drawn  into  the  carbure* 
tor  after  engine  was  very  hot,  then  the  n^x- 
ture  would  be  made  too  rare  or  lean. 

We  also  know  that  gas  expands  in  direct 
proportion  to  the  degree  to  which  it  is 
heated.  Therefore,  when  heated  too  much, 
the  gas  is  unduly  heated  or  prematurely  ex- 
panded to  such  an  extent  that  it  loses  a  cer- 
tain per  cent  of  its  energy. 

The  best  degree  for  general  running  ap- 
pears to  be  somewhat  below  the  boiling 
point  of  water,  i.  e.,  between  170  degrees 
and  200  degrees  Fahr. 

Therefore  some  means  of  admitting  cool 
air  must  be  employed  which  will  mix  with 
the  warm  air.  This  would  be  termed  a 
''temperature  regulator,'*  and  is  very  sim- 
ple.    See  page  169. 

The  use  of  low  gravity  gasoline  requires 
more  heating  or  vaporizing  than  a  high 
grade.  It  might  be  compared  with  the  fir- 
ing of  a  furnace  with  soft  coal. 

If  soft  coal  l8  properly  fired  and  la  properly 
mixed  with  air,  it  will  produce  the  most  heat  with- 
out producing  very  much  smoke.  Just  so  with  a 
low  grade  of  easoline.  If  properly  vaporised  it 
will  work  fairly  well,  otherwise  carbon  deposit 
and  smoke  will  be  the  result,   (see  page  205.) 

High  gravity  gasoline  may  be  compared  with 
hard  coal.  It  is  very  easy  to  get  the  proper  mix- 
ture of  air  with  the  high  gravity  gasoline,  be- 
cause it  is  so  very  "volatile" — meaning:  there 
is  more  vapor,  and  less  vaporizing  is  necessary 
and  will  "carburet"  more  readily;  therefore  it 
will  work  satisfactory  in  most  any  carburetor 
construction.  Just  so  with  hard  coal,  it  will  bum 
with  less  smoke  and  produce  an  equal  amount  of 
heat  even  though  you  burn  it  in  an  open  shovel, 
and  makes  very  much  less  smoke  and  carbon. 

On  stationary  and  high  duty  marine  engines 
as  low  a  gravity  of  fuel  is  used,  as  kerosene  and 
oil.  but  before  it  can  be  used  it  must  be  "vapor- 


ised." 

A  correctly  heated  carburetor  runs  on  less 
gasoline  than  an  unheated  one,  therefore  a 
closer  adjustment  of  the  gasoline  needle 
valve  or  a  smaller  jet  is  necessary. 

An  engine  requires  more  gasoline  in  win- 
ter than  in  the  summer  as  the  gasoline  does 
not  vaporize  and  readily  mix  with  the  air 
until  warm. 

If  intake  manifold  is  heated  with  water,  the 
temperature  is  not  so  liable  to  cause  overheating, 
as  the  temperature  seldom  goes  above  170  to  200 
degrees,  especially  if  a  thermostatic  principle  is 
used  as  per  fig.  2,  pages  180  and  187. 

When  intake  manifold  is  heated  by  ezhanst,  the 
temperature  is  liable  to  increase  to  a  high  degree, 
when  engine  is  run  continuously  for  a  long  period. 
The  latter  system  however,  will  heat  the  mixture 
quicker  than  the  water  system,  when  engine  is 
cold.  Therefore  means  for  admitting  cool  air  per 
figs.  1  and  3,  page  159,  and  some  means  for  cut- 
ting off  the  exhaust  gases  to  manifold  jacket  ought 
to  be  provided,   for   long  runs. 


*lfore  h^iit    l«   reoiiired   in    rold   weather   than    warm 

^'heating  the  mixture." 
18ce  also  pages  157,   159.   187  and   8G0. 

S8<«  page  161. 


weather.      **See    oaee    855.    Packard    method    for 


Li 


156 

r — 


DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


tfATCHBT  wM^ne 


Fig.  1. — When  Engine  is  first  Started  by  hand 
or  by  a  self-starter,  the  initial  charge  of  gas  must 
be  drawn  into  cylinder.  After  it  is  compressed 
and  exploded  or  ignited,  the  engine  will  then  con- 
tinue to  run.  Note  the  starting  crank  releases  after 
engine  is  started. 


OMOKTMI 


Pig.  6.— The  • 'Tickler*  •  Priin- 
ing  Method^  p  ishing  the  float 
down  admitting  more  gasoline. 

DUTZOXTLT  STABTIKO  IK  WIKTEB. 

On  »  Gold  Morning  after  Engine  and  all  parta  have 
Bacome  Chilled,  we  find  that  with  the  ordinary  grade  of 
gasoline  now  in  use,  the  gasoline  doef  not  vaporise  readily 
until  it  is  heated;  therefore,  consideraole  cranking  of  the 
motor  is  sometimes  necessary  in  order  to  ignite  the  cold, 
damp,  unvaporised  gasoline. 

There  are  Sereral  Methoda  of  Overcoming  this;  one 
being  to  use  a  higher  grade  of  gasoline,  but  even  with  the 
higher  grade,  which  is  difficult  to  obtain,  on  a  real  cold 
day  the  starting  will  be  somewhat  diflicult,  with  aome  makes 
of  carburetors. 

A  plan  quite  often  nsed  is  to  have  a  small  machine  oil 
can  filled  with  gasoline,  which  is  squirted  into  the  cylin- 
ders throuch  the  pet  cocks,  which  are  usually  placed  in 
the  head  of  the  cylinder.  By  injecting  a  small  quantity  of 
gasoline  into  each  cylinder,  then  closing  the  pet  cocks,  this 
will  give  the  engine  its  initial  charge,  and  will  often 
start  the  engine  without  further  trouble.     (See  Fig.  2.) 

Another  Method  ia  to  open  the  Gasoline  Adjustment 
Needle  Valve  Several  Tnms  before  Oranxing;  this  method 
is  not  advisable,  however,  because  this  adjustment  valve 
is  a  very  sensitive  adjusted  part  of  carouretor,  and  will 
throw  the  proper  working  of  carburetor  out  of  order  after 
engine  is  heated  up.  If  this  method  is  employed  be  sure 
and  mark  a  notch  on  the  head  of  the  valve,  so  that  it  can 
be  turned  back  to  its  original  adjusted  position  (Fig.  3^. 

Becent  Improvements  in  carburetors  to  make  a  motor 
"easy  starting"  consist  of  a  mechanism  which  connects 
with  the  main  air  inlet  and  the  auxiliary  air  inlet  of  the 
carburetor,  which  ptoses  these  openings  while  cranking. 
This  method  causes  the  suction  of  the  piston  to  draw  into 
the  cylinders  a  quantity  of  gasoline,  which  gives  the  same 
effect   as  if   squirted   in   with   the   oil   can.      (See   Fig.    4.) 

The  Usual  and  Oommon  Method  is  to  connect  a  wire  or 
rod  to  a  daoiper  placed  in  the  main  air  intake.  When 
starting  is  difficult  close  the  damper.      (See  Ohart  79.) 

In  Either  Method  Explained.  Bemember  that  a  Good  Hot 
Spark  must  be  provided  in  order  to  ignite  this  raw  gaso- 
line, because  it  is  harder  to  ignite  when  cold  than  after 
it  ia  warmed  up. 

It  is  also  Advisable  to  be  sure  that  no  other  trouble  ia 
the  cause  of  the  engine  not  starting,  for  instance  a  leak 
around  the  intake  pipe,  leaky  float  or  some  obstruction  in 
the  pipe. 


(^ 


Fig.   2. — ^Priming   by   pouring   gasoline 
in  top  of  cylinder,  througV  pet  cocks. 


Fig.    3. — ^Priming    carburetor, 
adjusting  screw. 


turning 


Fig.  4. — ^A  Damper  is  Proviaed  in  the  main  air 
intake  pipe.  When  closed  the  suction  of  gaso- 
line is  more  than  air  Sometimes  the  tension 
of  the  spring  on  the  auxiliary  air  valve  ia  regu- 
lated from  the  dash  or  steering  post.  Thia 
regulates  the  feed  of  gasoUne  or  air. 


OIL  C*W       V ^ 


Fig.  6. — The  oil  can 
primer  where  gasoline  ia 
injected  into  manifold — 
simple  and  effective 
when  other  methoda  falL 


Fig.    7.— i 

made    primar;    a 

%**     glaaa     bady 

oil  cup  of  gaa  en- 
gine type  ia  maad. 


•Fig.  10.—  Til  a 
spraj  prtmar;  a 
small  injector 
pump.  T^  ane- 
tion  pari  of  pnmp 
is  connected  to 
the  gaaoline  anp- 
ply  pipe  between 
the  tank  and  car- 
buretor. T  h  • 
other  part  eon- 
t^c^v^u-twroriJ  nects     to     featake 

manifold;  one  stroke  of  phinger  apraya  a  eharge 
into  the  manifold.  Imperial  Braas  Co..  Ohieago, 
manufacture  a  pump  primer  of  this  typo,  also 
Bay  State  Pump  Co.,  102  Purchase  St.,  Boston. 


OSABT  NO.  77— Different  Priming  Methods.    (Also  see  Chart  78  for  Eleetrie  Primer.) 
■••  yage  169,  for  "choker"  method,  which  is  the  approved  method  for  priming.     *A  priming  wzinklo  which  eaa 
bo  naed  in  connection  here,  is  to  have  an  auxiliary  tank  on  dash  under  hood — abont  1  pint  or  quart  aiao  and  C 
with  high  gravity  gasoline  and  use  for  priminfr  mixture. -See  also,  page  579,  788  for  OWrkOiltlllC 


CARBURETION  HEATING. 


167 


Pig.  1. — Hot  water  heating  of  carburetor:  The 
■anal  method  of  connecting  the  hot  water  to  the 
carburetor  water  jacket  is  to  connect  the  upper 
vat^r  connection  to  cylinder  water  jacket  or  pipe, 
and  lower  one  to  suction  end  of  pump  (between  radi- 
ator and  pump).  See  that  the  connections  are  made 
in  such  a  way  that  water  will  drain  out  of  the  car- 
buretor jacket  when  system  is  drained.  Place  a 
shut  off  cock  in  the  line  for  use  in  extremely  hot 
weather. 


Fig.  2.  —  Exhaust 
gaaes  heating  of  car- 
buretor: The  exhaust 
gases  from  the  ex- 
haust pipe  can  be 
carried  to  the  car- 
buretor water  jacket, 
by  tapping  the  ex- 
haust pipe  and  con- 
necting a  flexible  or 
copper  tube  to  water  jacket.  It  is  advisable  to 
ua  aa  larce  a  pipe  aa  possible — say  H  inch,  as  it 
kaa  a  tendency  to  clog  up.  The  other  opening  of 
water  jacket  is  left  open  by  a  copper  pipe  connec- 
tion extending  to  lower  part  of  engine  for  emission 
of  gasea. 


ng.  5 — Bnlck'B  •shaoat  heating  of  mixture.  Not<.> 
the  exhaust  manifold  which  adjoins  the  inlet  mani- 
fold (IM).  The  lower 
part  of  exhaust  manifold 
(hot  air  chamber)  is  di- 
vided from  the  exhaust 
(above).  Air  passes 
through  lower  chamber 
which  is  heated.  Hot 
air  is  also  drawn  into 
jacket  around  upper  part 
of  carburetor  bv  flexible 
tabe  connection  (FT).  Also  see  page  179.  Marvel 
csrbnretor  which  is  need  on  the  Buick. 

Fig.  4  —  Franklin 
exhaust  method  of 
^heating  the  mixture. 
Note  jacket  which 
encloses  intake  mani- 
fold through  which 
exhaust  gas  passes. 
A  cut  off  is  provided 
when  engine  becomes 
very  warm.  PI  and 
P2  pipes  are  left 
open. 


TO  C*¥l  HtAt/ 


fN     LINE 


Fig.  lA — Hot  water  heating  of  mixture  m  em- 
ployed on  the  Oldsmobile  8  cylinder  V  type  encine. 
Note  the  hot  water  circuTatei 
throuffh  a  jacket  around 
the  inlet  manifold.  Thia 
principle  is  more  effective 
than  heat  around  the  car- 
buretor. Exhaust  heat  can 
be  passed  through  this  jack- 
et inatead  of  hot  water, 
which  will  heat  the  mix- 
ture quicker.  (see  alio 
pages  82.  155  a^d  158.) 

Fig.     7  —  Stuts     hot 

water    heated    intake 

manifold. 


Mur  lOupr 


l^m 


Fig.    8. — Kh'otric    Primer. 


Fig.  8 — Heating  the  priming  mixture  electrically; 
a  pipe  connects  with  gasoline  supply.  Primer  is 
screwed  into  inlet  manifold.  Suction  of  piston 
draws  in  raw  gasoline.  An  electric  heating  eoil 
connected  with  battery  heats  the  gasoline  as  it 
passes  into  manifold.  (New  York  Coil  Co..  888 
Pearl  St..  N.  Y.) 


U^*yiT.  .[KTAlt 


Fig.  9 — "Hot-spot"  heating  of  mixture  by  plac- 
ing the  exhaust  manifold  adjoining  the  inlet  mani- 
fold, but  only  as  part  of  the  inlet  manifold  is 
heated;  the  upper  part.  The  idea  here,  is  to  pre- 
vent condensation  of  fuel.  The  liquid  particlea, 
when  they  reach  the  top  of  the  vertical  passage, 
do  not  swing  to  the  left  or  right  with  the  gas.  but 
go  straight,  since  they  are  heavier,  until  they  strike 
the  hot  spot. 


OUST  NO.  78— Methods  of  Heating  the  Carburetion  Mixture.    See  also  pap^o  187,  1S)1. 
lee  pes*  744  for  a  home-made  heated  inlet  manifold, ind  page  735  for  "air  and  water"  injection. 
Sea  elao.  Packard  Fneliser.  page  P55. 


—  -  3"STEucT::y  ntjiber  twelve. 


*Carburetion  Es^ciz^  yUthcds, 


-     :ize    157)    is 

-ii-  f:r  heating  the 

:i   page   155. 

■:-  -.iliii^all  night 

_.k>  as  if  ex- 

-ijine  is  run 

-  *"Lling,    the 
-:       •  *™-:rinie  and 

'-   :::  :e  a  water 

■  "  •    a::.]    inlet 

r      '.   .-       repiilator 

f  1  v-:ry  good 

--■--    oan    only 

,•  .  :   r.r  or  pump 

i.-rr:  No.  3). 

-  ;   jf   157)   is 
.:--  -LiT  tie  mixture, 

>-. -  rage  156. 

-  -  :  irrund  the 
.'  .z'.    the    inlet 

^  izhfiust  pipe 

I    S    flexible 

"   !  -r  should  be 


:*■:■:.  ^YiT  a^  outlet  a  copi»er  pipe  with  ^ 
-'•  S"  opening  should  be  connected  and 
.Mrrirl  to  bottom  of  engine  to  emit  the  gas. 

Waztn  air  may  be  drawn  into  the  main 
air  supply  by  means  of  a  flexible  pipe  con- 
r-ootirn  and  hot  air  drum  or  stovo  as  per 
laje  159,  in  order  to  heat  the  air  as  it  is 
•irawn  ir.to  carburetor.  It  is  advisable  that 
a  temperature  regulator  be  provided  so 
cooler  air  can  also  be  drawn  in  after  engine 
is  warm'^d  up. 


Priming  by  ** choking"  the  air  supply,  is 
the  method  now  used  to  a  great  extent  for 
starting,  which  usually  consists  of  a  valve 
in  the  warm  air  supply  which  can  be  en- 
tirely closed  thereby  causing  an  increased 
suction  of  gasolint'.  After  engine  is  started 
the  choke  or  valve  is  gradually  opened  as 
engine  is  warmed  up,  at  which  time  as  much 
air  as  possible  to  prevent  missing,  is  pro- 
vided. Priming  should  be  done  sparingly. 
(see  page  205  u 

r«rhnretor  Attachments. 
.    :••  :o  the  cyl-      gines.  a  duplex  type  of  carburetor  is   used 
„-  -  Irf.  160,  164.      and  is  placed  between  the  cylinders  to  one 
•    -.:rfi  vertically      ^"'^^  manifold.     See  fig.  lA,  page  157. 

'-^•'  160.  Air  control  devices  and  hot  air  attach- 

:y*.:r.der  en-      raents.  see  pages  159  and  157. 

-T  Z:  Determine  Size  Carburetor  To  Use. 

-  *"i:u!d  be  de-      than    could    be    secured    through    the    metal 

-; ;  •  .ilve  opening      carburetor  by  conduction.     The  temperature 

::    rylinder  dis-      of  the  metal  part  of  carburetor  becomes  so 

•   **  &  :rue  measure      low    that    water    condenses    on    it,    and.    in 

•.  :4rburetor  can-      some  cases,  is  in  the  form  of  frost.     These 

-•   %  rylinder  than      results  are  produced   by   the  use  of  a  car- 

■*.':z:zz  will   allow      bur^tor  too  small  for  the  engine.     To  meet 

these  conditions,  some  makers  provide  means 

for   heating   the    air    supply,    as    previously 

treated. 


!  :-:  much  pas- 
fT  "ir-e  to  deliver 
^•.'2  one  having 
-  •  i:  of  the  valve 
: .  r::."»r  would  not 
;-•  :r.e  power  of 
jt  weak  mixture. 
5=all  the  engine 
•  ■  :  ower,  as  it 
•■  :\rge    at    high 


>•-  ;.'.l  for  the  en- 
li  while  in  opera- 
'.":  y.eoessary  to  ef- 
r.^  CAfloline  is  more 

:    entering  air  or 

Gasoline. 


It  follow?  that  the  carburetor  of  projier 
size  should  have  its  passage  area  equal  to 
the  valve  opening  of  the  engine.  In  mul- 
tiple cylir.dor  engines  this  area  is  equal  to 
the  valve  opening  multiplied  by  the  number 
of  suction  strokes  which  takes  place  simul- 
taneously, dotormined  from  the  sequence  of 
cranks,  also  s«'e  chart  81. 

It  will  spell  failure  to  fit  a  carburetor 
with  a  'argc  ;ot  and  opening,  to  an  engine 
in  which  tbe  exhaust  closes  very  early,  be- 
cause, the  surplus  gas  cannot  be  expelled  as 
completely,  as  with  an  engine  having  a  very 
late  closing  exhaust  valve. 


-    :    bile  engines  is 

*       -T-.'.'.ed    from    min- 

.     .    VM  -ti    It   gives  ott  gwei 

-  ,.*:.  r.ves  off  steam.  \\  hen 

•   ■•'   b;'.-.Mne  liquidf,   end 

•  ,••■■  •    Vetirinr,  naptha.  etc. 

./...-»    >*?wf«n    them    is   their 

,      ;   ••:   turns  to  vapor,  or 

•.•USile/" 

.    ,    «-.'»:    aifference   in   the 

/       -     -,:*r..-o.  thick,  heavy  oil 

-    n-.   -srv  temperature  of  tnf 

%     i  tw'hcn  heated. 

.^   ^-.asi:*  a:  the  ordinary  tern- 

::;v^'4tSr     :t  i.  »n  'olat.le  that 

5S-  7>f«  160.  827.   F31    on 


it  n:;;»t  I:-  kev-  »-  air  !!.:•  i  ta:.ks.  fur  it  w<miM 
iT.tircly  evav «-""-»•**  '••  le't  expcscl  to  tl>c  air.  He 
»-i\:<.»  of  thu  vo'..%:i:ity.  ca.ii'li»-.o  must  W  han.IIcd 
»■!'•  t'src  tc  :r%i!!t  tlri»8  nr.d  .  xMlo^-ionn.  It 
#h»v:'.*.    r.oer   be   har.  i'.e.l   near   .i:.    oj.cu    flanw. 

•Befulu  of  nsis;  low  gravity  gasoline:  A  low 
pra.ie  c'  fa»c»i'.r#  *  ri",  rrodaoe  ri>«^r  r.»iultji  in  auy 
i.iryart-tor.  l'»iff:c".;'.:y  in  Rt.irtir.k:  is  tlio  main  dis 
A  :v»r.t*f^e  ir.  :!»  use  as  it  i»  not  as  volatile  at  a 
hifh  p-avitT. 

Znfertcr.  or  too  mach  fasoline  15  cenerallv  indi- 
fate.:  b>  *  Mac*  tmcky  eshaast  an.l  .lisaKrioable 
%>do.r 

Vh«&  a  Ifw  gravity  of  gasoline  is  trned  soaie 
nethc^  Ut  raportfing  maat  he  employed,  a^  ex 
rU.-e.i  .'-  ^^*f<  '^'^ 


CARBHRETION  HEATING. 


:U 


An   Ideml  Heating   System. 

Fig.  10. — Combination  of  heating  the  mlztnrt 
and  heating  the  air;  exhautt  manifold  adjoine  the 
inlet  manifold  which  heati  the  miztnre  as  It 
enters  cylinders.  Warm  air  is  drawn  around 
upper  part  of  carburetor,  admission  of  which 
is  controlled  by  throttle  which  keeps  upper  part 
of  carburetor  warm.  Warm  air  is  drawn  in  main 
air  supply  which  heats  the  air.  A  temperature 
regulator  controlled  from  dash,  admits  cool  Alf 
into  main  air  supply  when  engine  is  thoroughly 
warmed  up. 

For  starting,  the  lower  air  opening  of  carbure- 
tor can  be  closed  entirely  which  "chokes"  the 
air  and  causee  gasoline  to  be  drawn  into  c^rlln* 
d<>r  until  engine  starts.  This  system  is  used  on 
the    Nash    trucks    and    is   an   Ideal   system. 

Air  Heating  Methods. 
In  chart  78  methods  of  heating  the  mixture  as  it    parsed    into   combustion    chamber   of   cylinder   was 
*"       '"  ^ "  -----      -  ^-  ...      .^  ^1^^  j^^  "choking"  the  air  entrance,  to  supply 


COLD  Am  DOOH' 
eciiTWuis  TW)«  nASi> 


traftttfd.     We  will  now  take  up  methods  of  heating  the  air. 
a    priimiiic    mixture    for   starting. 


h 


Hot  Air  Darlea. 

Fig.  1— Utailralig 
a  modem  prliMlito  of 
heating  the  air  ••  tt 
is  drawn  into  Ika 
main  air  tupply 
opening  of  carbure- 
tor. A  hot  »ir 
drum,  also  called  a 
"store."  is  fitted 
around  the  eahauft 
pipe.  Not  close  but 
placed  so  that  air  eas 
be  drawn  In  whera 
arrowa  indicate.  A 
flexible  tuba  than 
permits  tha  air  to 
flow  to  air  opaslng 
of  carburetor. 


Fig.  1. — Showing  how  warm  air 
ta  AxKvn  into  carburetor.  Alao 
htm  "ckokar"  or  air  Tatva  cuts 
off  the  air  supply  causing  gaso- 
line to  b«  dravn  into  crlinder. 


"^^^^^ 


nr- 


A  valTe  is  proTlded,  called  tka  "air  ralvu,"  also  callad  a  "damper" 

r    "choker."    which    can    L«   ott^nmA    or   ^ItttLmA    Kv    «h«    **&!»   vamwIa*^*** * 


lerer.  naually  placed  on  the  steering  column  or  dash.     This  lerer  opar- 
ates  a  butterfly  type  of  valre  in  the  air  opooing  of  carburetor. 

Choking  Air  Supply  to  Start  Engliia. 
WWb  atartliig  angina,  this  air  Talra  la  doaed  wUeh  eoU  air  tha  air 
supply  to  carburetor  and  causae  aa  lacraaaad  aucUoo  of  gaaoUaa  to  an- 
tar  cylladcr  (or  an  extreme!/  rich  mixture;.  This  gives  the  lalClal 
primiag  for  sUrting.  Immediately  engine  is  sUrted.  the  air  valra  la 
slightly  opened  to  admit  air.  As  engiae  becomes  warmed  up  the  air 
▼alTa  la  opened  more  and  more  until  foil  op«o.  or  where  engine  nuM 
without  miasing  or  Jerking  which  la  common  during  cold  weatbar.  II 
ia  well  known  that  engines  will  niaa  when  first  starting,  dna  to  tha 
gaaoline  particles  being  nc^rar'oratcd.  dne  to  la<k  of  heat,  but  after 
aagiaa  ia  warm  the  gaaolice  becomea  vaporixad  and  the  anfiaa  rwm 
without  SBlssicg.  *The  idea  is  to  ma  on  as  much  air  aa  poaalbla  a*  aD 
times,  therefore  open  the  air  ralre  to  the  point  where  miaalag  will  aal 
orrur. 

With  thia  prtscipla  warm  air  vUl  ba  4lravD  teto  eathurator  m  afl 
Umaa  tha  atr  valva  la  apau,  bat  after  engine  Is  tborovfbly  warm  and 
especially  ia  summer,  cool  air  can  be  drawn  ia — at  opeaiag  "eald  air." 
This  can  ba  closed  e£.tire]y  in  the  winter  or  regulated  by  hand  ac«ard' 
ing  t4>  tha  weather. 

Teap4rat«:re  Eegulasor. 
Fig.  2. — ^Tcsapexatara  reguhMar  as  u sad  on  the  Zenith  carbureiar  la 
skews  is  this  i:>sst7a::o&      It  is  placed  oa  the  air  opeolag  af  carbara' 
Tte  air  eoitro!  lexer  or  air  reg^ilator  operates  the  "air  lerer"  ar 
*a"  Ta;Te  'Ty.  admitting  more  or  !eas  warm  air. 
m  tempt  r  ITU  re  of  this  warm  air  actcrtag  eaihurator  caa  ba  ttt^ 
by  a  ba:^d    'Zt  pls'ed  uTr>-^rLi  the  op«^.sg.     Th*  o^eaxaa  petmMa 
caol  air  to  be  crava  a  a::.d  t^e  r:«e  of  this  o^r^r.ing  is  gwreraed  aMra  ar 
leas  by  the  '.e9;«ratire      is,   r-^cr^^.r.   t'&e  o;»<aiag   'Z;   is  ua^^ally  wOm 
epem.  hrst  €l'j%itd  core  or   >it   <i%n£g  ^'A   weatcer. 

1 1111  w  typa  of  tamperat^re  regaiator  Is  shawn  la  ig,  9 — it  ia  the 
type  aa*^  02.  ti*  E.*>::«7  •ari.-r*^'^r.  The  pris^rple  ;§  i.a.lUr  exeept. 
^u  a^icairg     Z.    .i   ^cclrollt-i   fr',=   the  das:-.. 


V^t  a  fev  wards  af 


Islet  Kj 
T>is  aii;er:  .1  treated  fjs,  y^tm.  92  %rA   IM. 

Tha  htlct  ftsrfca   .t   ''.r.-*-^*^   v,   tz.t   >'^ 
vulrea.     Cri    a   ftir:?   r:.--ier   «cr.::e    ;t   .•    es-y 
epm-Tga   :^   i^e  =^^.5",.!    ai    Ti»r* 
mg.  G.  pft  €4  arl  If    I   s'vct*,. 
the  fasge  aa  si.'i-vr  a'&cie  w.tz  •%; 


CT-fr^Iigi    '.f   lie   Saiit 

::t<'.eccar/   v»   iare   rma 

are   :»♦   ir.*t   y^rzt   v.g*^«r     aee 

"ie  <ari-.rei(tr  it  t-.e^  ^•i1i♦frl•ii  to 

acrews 

r«aay 


as  if'/.-it  >'.\x  *JXJk 


.1     *.'.Z.Z,*r''L^ft     :£     ti* 

2«  r,.«.il«y  Mxt  a  t^a 

to  nz  tfa-v  a&d  >-xa  hard  .t  ;s  xee^aiary  'JLat  . 
riirtrir  arl   -•-.-*?  s.ai.fv.l   »ii   .iX  aji.5',jl  sa<t  •^ 
jTr-&-.  »-r  -•a-tt      See  Jie#aa 


ghw  pan  eceTTga  >e  acn^.ue:/  tigSti. 
1—  aa*i  :r: 


tks  JJr  SBtcrtac  Carfeorrtor.   Surisg  sj  '  C^i'Mcac" 


--*  V  *.-.    -^hV 


160 


DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


Fig.  1. 


"»•  CHAM3tA 


TO  A^Jijsr  TftAernf  itvi*^ 

lu^kc,  1^-Hen  luTel  Vftlv4 
ituchi   in    lAMh 

(Jrtwi  in  wait r 'if  car- 


Ford  Carburetor. 


The  illustration  above  is  that  of  the  model 
**Y"  Kingston  carburetor  used  on  the  Ford. 

Float  Principle. 
When  gasoline  and  air  is  drawn  into  cylin- 
ders bj  suction  of  piston,  the  float  auto- 
matically lowers,  thereby  opening  the  float 
needle  valve  permitting  more  gasoline  to  enter 
the  float  chamber.  When  engine  is  not  run- 
ning the  float  chamber  fills  up,  causing  the 
float  to  rise,  thereby  closing  the  float  needle 
valve.  This  prevents  more  gasoline  entering 
which  would  cause  overflowing  and  dripping. 
If  the  float  happens  to  become  loose  or  low- 
ered more  than  intended,  it  would  not  cause 
the  needle  to  cut  off  the  gasoline  supply — 
hence  dripping  would  result,  (note  dotted 
lines  indicate  the  gasoline  level.) 

Priming  Method. 
The  damper  or  ''choker"  or  "primer" 
matliod  for  priming  or  feeding  the  engine 
more  gasoline  for  starting  in  cold  weather, 
is  operated  by  closing  the  damper  or  "air 
valve."  This  is  used  principally  during  cold 
weather.  See  Ford  carburetor,  pages  798,  802. 


Heating  the  Air. 

The  air  is  taken  in  at  the  "air-valve" 
opening.  A  hot  air  pipe  is  shown  connected 
which  admits  warm  air  to  be  drawn  in  from 
around  exhaust  pipe.  This  is  a  good  example 
of  how  the  air  Is  heated  before  being  drawn 
into  cylinders.  It  will  be  noted  that  there  is 
no  auxiliary  air  valve  on  the  carburetor. 
Heating  the  Mixture. 

This  lllustraUon  (fig.  3)  is  that  of  the 
WUmo  exhaust  heated  Intake  masifold,  de- 
signed for  Fords  and  other  cars.    It  is  a  good 


ture 


before 


example     of     method 
for  heating  the  mix- 
it  passes  into  cylinders. 


The  carburetor  connects  with  the  lower,  or  inlet 
part  of  the  manifold — exhaust  is  upper  part,  with  ft 
plate  between.  By  completely  raporiiing  the  gaso- 
line no  residue  is  left  to  seep  into  crank  case  to 
thin  the  lubricating  oil.  The  Whittier  Co..  2415  So; 
Mich.  Avt«.,  Chicago.  111.,  mnfers. — who  claim  an 
increase   in   mileage   on   a  Ford. 


The  principle  of  using  kerosene  is  similar  to  that 
of  using  low  gravity  gasoline.  It  should  be  heated 
in  order  to  obtain  vapor  which  will  mix  with  air. 
Kerosene,  being  of  lower  gravity  (thicker)  than 
gasoline,    it    must    be    heated    more.     However    the 


A  Ford  Kerosene  Burning  Carburetor. 


9c  [%^€^y.tm^^>  o> 


Fig.  8 — A  kero- 
Mne  carburetor 
for  the  Ford. 


gasoline  we  are  now  being  supplied  with  requlree 
heat  also  and  this  principle  will  ex)»Uin  a  rery 
good  type  of  exhaust  heated  intake  manifold,  which 
would  also  be  satipfaotory  for  present  day  low 
gravity  gasoline. 

The  hot-pin  manifold,  this  particular  one  is  termed, 
because  the  pins  as  shown,  which  are  inside  of  the 
inlet  manifold,  turn  the  wet  gasoline  or  kerosene 
into  a  vapor  as  it  strikes  the  hot  pins. 

The  inlet  manifold  is  cast  directly  into  the  ex- 
but  of  course,  the  exhaust  gases  do  not  pass  into  the 
but  around  it  which  soon  warms  the  intake  manifold. 
To  use  kerosene  it  is  first  necessary  to  use  gasoline  to  start  on.  There- 
fore  with  this  system  there  are  two  carburetor  bowls.  One  on  the  left 
is  for  gasoline,  and  one  on  the  right  for  kerosene.  The  engine  is  started 
on  gasoline,  from  a  small  auxiliary  gasoline  tank  with  which  it  it  con- 
nected. After  starting  on  gasoline  and  running  for  a  few  blocks,  in 
order  to  give  manifold  time  to  heat,  the  gasoline  is  cut  off  and  the  kero- 
sene side  of  carburetor  is  turned  on.  An  operation  controlled  by  a  ape- 
cial  designed  throttle  lever.  Manufacturers  are  Kerosene  Burning  Oar- 
buretor  Co..  2015   Michigan  Ave..  Chicago.  111. 


haust   manifold, 
intake  manifold 


**T  NO,  70— Principle  of  Carburetor  Action  and  Hot  Air  System  for  the  Ford. 
'  Manifold.    A  Ford  Kerosene  Carburetor — see  also  pages  827,  754. 


WUmo 


CARBUBETION. 


161 


-csBtinned  from  page  158. 

A  tMt  by  hmad:  To  aaeerUin  how  near  koro* 
jma  are  fettinf,  pour  a  little  faaoline  in  the 
When  it  eraporatea  alowly  and  leavea  a 
.  depoait,  it  ia  a  rery  low  grade.  When  it 
evaporatea  rapidly  and  leavea  the  hand  dry  and 
clean,  it  ia  a  higher  grade.  This  fnrniahea  a  fairly 
reliable  teat. 

TMtliif  gMoUne  with  a  hydrometer  was  the 
method  used  a  few  years  ago.  It  was  used  as 
fallowa:  Fill  the  glass  tube  with  the_gasoline. 
insert  the  hydrometer,  which  will  float.  'Ae  grav- 
ity of  the  gasoline  is  determined  by  the  depth 
the  hydrometer  sinls  in  it.  A  seale  is  gradaated 
aa  the  upper  portion  of  the  hydrometer  and  the 
lerel  of  gasoline  indicatea  the  specific  gravity. 
The  aeale  usually  runs  from  60  to  80.  Oaaoline 
■nder  60  test  ought  not  be  used.  It  averages 
about  64  to  68  and  the  better  grade  72. 

Qnwttf  U  no  longer  an  aocnrato  test  of 
tte  aailti  of  the  fluid,  the  only  really  accurate 
teat  being  from  a  maximum  and  minimum  boiling 
paint.  It  ia,  of  course,  not  practical  for  the  aver- 
age owner  to  make  such  tests  and  the  best  rule 
la  to  purchase  from  a  reliable  diatributor,  who 
haadlea  gooda  manufactured  by  responsible  dis- 
tOlera. 

Ifoat  af  the  gasoline  today  sold  for  motor  ear 
■■a  diffara  from  that  of  aeveral  years  ago  in  that  it 
ia  not  all  of  one  grade,  but  is  a  compound  or  blend 
of  the  different  petroleum  elements;  some  of  it  be- 
ing very  light  and  volatile,  while  about  one-fourth 
of  it  may  have  a  boiling  point  higher  than  that  of 
water,  and  is  correspondingly  difficult  to  convert 
mto  a  vapor. 

To  iisa  tills  fnel  it  is  necessary  that  the  whole 
aartwzalor  and  intake  manifold  system  be  thor- 


oughly heated.  Without  this  heat  the  carburetor 
setting  will  have  to  be  changed  and  made  richer 
than  necessary,  while  the  extra  heavy  part  of 
the  fteel,  not  vaporised,  will  bum  alowly  in  the  cyl- 
inder, forming  carbon,  aooting  up  spark  plugs, 
etc. 

There  is,  of  course,  a  period  of  time  just  after 
starting  the  engine  cold,  when  the  rich  mix- 
ture will  be  necessary  (and  can  be  furnished  by 
the  dash  control),  but  the  control  should  be  re- 
leased as  soon  as  the  engine  becomes  warm. 

It  is  also  adTisable,  while  the  engine  is  cold, 
to  avoid  opening  the  throttle  fnll,  aa  the  fnai  Ta- 
porisea  much  more  readily  in  the  suction  or  partial 
vacuum  which  ezista  in  the  manifold  while  the 
throttle  is  partly  or  completely  dosed. 

In  very  cold  weather  it  is  advisable,  instead 
of  readjusting  the  carburetor  or  using  the  dash 
control  continuously,  to  cover  part  of  the  radia- 
tor surface  so  that  the  normal  temperature  la 
maintained  under  the  hood. 

In  some  parts  of  the  country  there  is  so  great 
a  range  in  the  constituents  of  the  gasoline  sold 
that  the  lighter  or  more  volatile  fractions  may,  in 
warm  weather,  boil  in  the  carburetor,  under  nor- 
mal operation  of  the  car.  In  this  case,  the  hot 
air  supply  to  the  carburetor  may  be  disconnected, 
while  care  should  be  taken  that  the  gasoline  supply 
line  from  the  tank  to  the  carburetor  does  not  ap- 
proach the  exhaust  pipe,  cylinder  walls  or  other 
heating  influence. 

If  the  gaaoUna  should  catch  flra^  do  not  try  to 
put  it  out  with  water,  for  as  the  gasoline  will  float 
on  water,  it  will  only  spread  the  flames.  Damp 
sand,  flour  or  a  wet  blanket  will  smother  the  Are. 


*IiOw  Qravity  vs.  High  QraTlty  aasoline. 


Thm  proper  gravity  of  gasoline  to  nsa  is  gov- 
•mad  by  conditions.  In  the  summer  a  low  grav- 
ity vaporisee  much  easier  than  in  the  winter; 
tksrafora  the  engine  starts  easier. 

A  great  many  claim  the  low  gravity  givea  as 
gaad  or  batter  results  than  high  grade— probably 
It  doea,  aa  there  are  more  theat  units  per  gallon, 
bat  aa  a  matter  of  easy  starting  and  absenee  fmm 


carbon  deposit,  the  high  gravity  is  preferable,  un- 
laH  the  carburetor  has  been  properly  adjusted 
aad  priMiag  and  heating  methods  provided,  (see 
paga  166.) 

mXk  tka  high  gravity  we  have  a  high  "flame" 
rata  (laixtum  bums  npidly),  whereas,  with  the 
law  gravity  we  gat  a  higher  combustion  heat,  but 
aiawar  "flame"  rate.  With  a  high  flame  rate 
the  adztura  bnma  rapidly — preasure  rises  quickly 
aad  teparta  a  powerful  puah  at  commencement 
•f  stroca,  but  falla  away  •<iually  quick  as  the 
siraka  progreaaea. 

mSk  low  craTlty  gasolina,  the  reverse  occun. 
The  axplooion  generates  slowly  and  does  not  im- 


part a  violent  shock,  but  with  a  retarded  flame 
rate,  the  preaaura  predomniates  through  a  much 
greater  proportion  of  the  atroke.  The  resulU 
are  obvious,  with  high  speed,  as  racing,  the  high 
gravity  is  best.  For  medium  speeds,  where 
steam-engina  like  power  ia  required,  combined 
with  fuel  economy,  low  gravity  ia  bast— ^irovid- 
ing  the  carburator  has  been  readjusted  for  the 
low  gravity  fuel  -  and  proper  heating  arrange- 
ments provided. 

Owing   to  the   great  amount  of  carbon   in   low 

Sravity  gasoline  it  ia  very  neceasary  that  the  car- 
uretor  be  properly  adjusted. 

The  startfng  win  ba  mora  dlfllenlt  with  low 
gravity,  bnt^dth  the  use  of  a  primer  and  hot  air 
arrangement,   this  trouble  can  be  overcome. 

It  is  a  well  known  fact  that  an  engine,  aapa- 
dally  an  old  one  with  looaa  baaringa  and  alaek 
pistons,  win  run  mnch  more  qniatly  on  low  grav- 
ity gasoline.  The  reason  is  due  to  the  slaw 
flame  rate;  the  preasure  is  gradual  on  the  pia* 
ton  head  and  preeses  rather  than  slama. 


Fuel  Troubles. 


Water  in  gasoline:  Is  indicated  gen- 
erally when  the  engine  runs  irregularly  and 
laally  stops.  This  will  often  prevent  start- 
iag  of  the  engine.  Water  is  frequently 
present  in  gascmne,  and  particularly  when 
the  tank  is  low,  is  liable  to  get  into  the 
pipes  and  carburetor.  The  drain  cock  at 
the  bottom  should  be  opened  occasionally  to 
let  off  the  water. 

Ia  eold  weather,* this  water  is  liable  to 
fleets,  preventing  the  action  of  the  car- 
boretor  parts.  Ice  in  the  carburetor  can  be 
SMited  only  by  the  application  of  hot  water, 
(or  some  other  non-flaming  heat),  to  the  out- 
side of  the  float  chamber. 

OMoUne  onght  to  be  strained:  Many 
carlmretor  troubles  would  be  avoided  if 
mmm  care  were  taken  to  free  gasoline  of  all 
Art  before    its   entrance    into   the    tank. 

*II  la  taspartant  that  the  low  gravity  gasoline  be  heated,   otherwise  condensation   takea  place  in  «iV 
"-" —    205.     tSea  pages  861.  909.  meaning  of  B.  T    U. 


When  filling  the  tank  use  a  strainer  funnel; 
chamois  skin  makes'  an  excellent  filter;  if  a 
wire  gauze  be  used  it  should  have  a  very 
fine  mesh.  In  the  absence  of  a  strainer, 
funnel  or  chamois  use  three  or  four  layers  of 
fine  linen  fitted  inside  an  ordinary  funnel. 
Never  use  the  same  funnel  for  both  gasoline 
and  water.     (See  chart  80.) 

Old  gasoline:  Left  in  carburetor  for  some 
time,  when  car  is  not  in  use,  will  lose  its 
strength.  If  the  engine  should  not  start 
easy,  then  drain  the  float  chamber. 

A  strainer  should  be  on  all  gasoline  tanks 
or  lines  as  water  and  sediments  being 
heavier,  always  settle  at  the  bottom. 

Addresses  of  carburetor  manufacturers 
classified  under  the  type  carburetor  they 
manufacture  is  given  on  page  162.  For 
detail  information  catalogs  are  of  value. 


102 


DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


Oasoline  Troubles. 

Tha  tank  of  a  fuel  ■jftom  ia  atwava  prorldad 
with  a  amall  bole,  oanaUj  drilled  through  the  flUtng 
ea9t  aa  per  V,  tg.  1.  by  which  air  may  enter  to  re-  • 
plaee  the  gaioline  ai  it  is  drawn  off. 

If  this  hole  becomee  cloned  with  dirt  the  f  aso- 
Une  in  flowing  out  will  tend  to  create  a  vacuum, 
and  the  flow  will  stop. 

The  outlet  pipe  should  project  slightly  aboye 
the  bottom  of  the  tank,  so  that  water  and  airt  nSay 
settle,  and  not  be  carried  to  the  carburetor — a  filter 
screen  should  also  be  provided. 

If  gaaoUne  drlns  ftom  feed  line,  examine  con- 
nections  A   and  if  it  drips   from  carburetor  it   is 

likely  due  to  float 
V  needle    valve   not 

seating    properly, 
see  page  166,  167. 
.    „^.  -     Gasoline  leaks  are 
("l^*    I      ranrW      sometimes       diffi< 
^^  cult  to  locate. 

-7 


KIO.  H 


»  ia  aaid  that  atakie 


when  atraJnlng  through 
a  spark  is  liable  to  igni 
is  grounded  to  tank  thia  cannot  occur. 


will  be  ganeratad 

and  ehamola  and 

lite  the  gmsoline.     If  funnel 


Broken  gasoline  pipe  can  be  temporarily  repaired 
by  wrapping  with  tape. 

Air  leaks  oanae  miasing:  If  engine  persists  in 
missing  and  is  not  the  fault  of  ignition,  then  look 
for  air  leaka-  in  the  inlet  manifold  (per  flgs.  8  A  4 
and  page  717)  examine  gaskets  and  see  if  a  crack 
is  in  the  intake  casting — providing  the  trouble  is 
not  in  the  ignition. 

Xioaks  in  the  intake  pipa.  gaakat  ia  a  vary  com- 
mon eaoae  for  miasing  at  tow  aPMda,  and  is  best  do- 
tectel  by  letting  the  engine  run  at  the  missing  speedk 
Take  a  squirt  can  full  of  gasoline  and  squirt  around 
all  the  intake  pipe  joints.  If  you  detect  any  differ- 
ence whatsoever  in  the  running  of  the  engine  there 
is  a  leak. 


If  gasoline  fails  to  flow  to  carburetor,  see  that 
V,  flg.  1,  is  open.  If  this  is  open,  then  examine 
flhar  screen  at  bottom  of  tank.  If  this  is  open, 
then  remove  pipe  B  and  blow  it  out.  If  this  is  open 
then  take  carburetor  apart  and  see  if  clogged  up 
with  waste,  or  sediment. 

Gasoline  feed  pipe  connections  should  use  special. 
unions  as  shown  in  fig.  5  and  page  608.  The 
threads  are  very  fine  and  can  easily  be  crossed. 
Therefore  use .  precaution  to  not  '  ^cross-thread' ' 
when  joining  a  gasoline  pipe  coupling  as  at  (A). 
the    • 


Cracked  flang**  (par  flg.  4)  can  be  repaired  by 
having  welded  by  oxy-acetylene  process.     " 
164  and  717,  for  kind  of  gasket  to  use. 


See  page 


In  B 


threading  is  straight  and  correct, 


a? 


Qasoline  Taxik  and  Oange. 

Flf .  27.  Bhowa  the  gasoline  tank  naed  on  the 
Btadaoakar-aix.  Note  the  conneetion  to  vacuum 
tank,  also  the  gaaoltne  ganga  mechanism.  Aa  the 
tank  is  fllled  the  float  riaee  which  causes  bevel  gear 
on  float-rod  to  turn  rod  connected  with  gauge  needle. 
See  also,  page  614  and  828  for  other  type  of  gauges. 


.im  TANK  ntLt*  np% 


Oasoline  rota  rubber  rapidly  and  should  not  be 
conveyed  through  a  rubber  hose,  nor  should  joints 
be  nacked  with  rubber.  Shellec  or  soap  may  be 
nMM.  when  screwing  joints  together,  as  it  helps  to 
mske  them  tight. 

Draining.  The  lowest  point  of  the  gasoline  line 
on  a  vacuum  feed  system  is  the  bottom  of  gasoline 
tank.  Cn  a  gravity  feed  system  it  is  at  the  carbu- 
retor. Strainer  made  of  brass  wire  gauge  is  usually 
at  the  lowest  point  and  should  occasionally  be  re- 
moved and  cleaned. 

To  prevent  water  getting  into  the  gasoline  and 
freeaing  during  cold  weather,  thereby  clogging  flow, 
strain  through  a  chamois. 


FIG.  87 


Carburetor  Mannfactnrers'  Address. 


KUfgr's  of 
Stromberg. .  . 
Sunderman . . 
Fletcher.  .  .  . 
Longuomaro. 

Zenith 

Marvel 

Holley 

Miller 

Ball  A  Ball. 
Johnson .... 
Tillotson .... 
Juhasz 


Oompensatlng  Jet  Type  Carburetors. 
Stromberg  Carburetor  Corp.,  Chicago. 
.Sunderman  Corp.,  Newburgh,  N.  Y. 
,L.  V.  Fletcher  &  Co.,  New  York. 
.Lon^emare  Carburetor  Co..  New  York. 
2enith  Carburetor  Co..  Detroit. 
Marvel   Carburetor  Co.,   Flint,    Mich. 
■Holley   Bros.   Co.,   Detroit. 
.Miller  Carburetor  Corp.,   Los   Angeles. 
.Penberthy  Injector  Co.,    Detroit. 
Johnson  Co.,  Detroit  (used  by  Reo). 
.Tillotson  Carburetor  Co..  Toledo. 
Carburetor  Co..  244  W.  49  St..  N.  Y. 


Kkifgr's   Metering  Pin   Type   Carburetors. 

Bayfleld Findeisen  A  Kropf  Mfg.  Co..  Chicago. 

Schebler Wheeler  &   Schebler.   Indianapolis. 

Tom  Thumb.  National  Equipmont  Co..  Chicago. 


Stewart Detroit  Ijubricator  Co..  Detroit. 

Heath M.  K.  Bowman -Bdson  Co.,  New  York. 

Webber Webber  Mfg.  Co.,  Boston. 

H.  A  N H.  A  N.  Carburetor  Co.,  New  York. 

Newcomb ....  HoUzer-Cabot  Co.,  Boston. 
Shakespeare.  .Shakespeare  Oo..   Kalamazoo,   Mich. 

Kbfgr'a  of  Air  Valra  Type  Oarbnratora. 

Kingston Bsrrne,  Kingston  A  Co.,  Kokomo.  Ihd. 

Zephyr Federal  Brass   Works,   Detroit. 

Breeze Breeze  Carburetor  Co.,  Newark,  N.  J. 

Shain C.  D.  Shain,  Brooklyn,  N.  Y. 

K-D K-D  Carburetor  Co..  Clevehmd. 

Ensign Ensifirn  Carburetor  Co.,  Los  Angalea. 

Air  Friction .  Air-Friction  Carburetor  Co.,  Daytoik  O. 

Mnfgr's  of  Expanding  Type  OarbnraloxB. 

Master Master  Carburetor  Corp.,  Detroit. 

Carter Carter  Carburetor  Co..  St.  Louia. 


iXHAXT  KO.  80-^aaoUne  Peed  Troubles.     Qasoline  Tank  and  Oange. 


CARBURETION. 


les 


Gasoline  Feed  Methods. 
There  axe  five  systems:   (1)  gravity;  (2)      sure;  (4)  gravity  and  pumping;  (6)  gravity 
(S)    combined  gravity  and  pros-      and  vacuum,  (see  page  164.) 

The  Stewart  Vacuum  and  Ghravlty  System. 

terminals,   on  which  gasoline  coald  leek. 
Kever  Up   throngli   a  water   jacket  II 


la  explained  on  page  165.  A  few  pointers  at 
te  the  inttallation  and  care  will  be  given  here. 

Installation. 

The  top  of  vacnnm  tank  must  be  above  level  of 
gasoline  in  main  gasoline  tank  when  fnll,  even 
when  ear  is  going  down  steep  grade. 

The  bottom  of  vacnnm  tank  must  be  not  less 
than  8  inches  above  carburetor,  ^a"  copper  pipe 
is  used. 

Do  not  InstaU  directly  over  generator  or  wiring 


manifold  is  provided  with  one.  Always  tap  la- 
take  manifold  at  point  as  close  to  the  tntak«  of 
one  of  the  cylinders  as  possible.  Be  careful  In 
binding  tubing.  The  air  vent  must  be  plaoid  el 
as  high  a  point  as  possible  under  the  hood.  Beat 
location  for  tank  is  on  engine  side  of  dash. 

On  8  or  12  cylinder.  "V"  type  enginM  with 
two  inlet  manifolds,  a  *'Y"  connection  is  made 
at  (D)  on  top  of  tank  and  both  manifolds  tapped. 


Oare  and  Bepair  of  Stewart  System — page  165. 


(W)  at  the  top.  In  some  cases  the  snetlon  of 
the  engine  is  sufficient  to  draw  gasoline  into  tank 
even  with  this  plug  open,  but  not  enough  to  eon- 
tinue  to  be  drawn  into  manifold.  If.  however, 
you  are  not  able  to  do  this,  close  up  ping  (W) 
with  engine  running.  This  will  fill  tank.  After 
running  engine  until  tank  is  full  remove  ping  ( W) 
until  gasoline  gives  out.  Continue  repeating  same 
operations  until  a  repair  station  or  garage  Is 
reached,  when  the  leaky  float  can  be  remedied. 

(b)  A  small  particle  of  dirt  getting  under  the 
flapper  valve  (H),  might  prevent  it  from  ■liltng 
air-tight,  and  thereby  render  tank  inoperafttva. 

In  order  to  determine  whether  or  not  the 
flapper  valve  is  out  of  commission,  first  pHig  up 
air  vent;  then  detach  tubing  from  bottom  of  tank 
to  carburetor.  Start  engine  and  apply  finger  to 
this  opening.  If  suction  is  felt  oontmuoosly  ^' 
it  is  evident  that  there  is  a  leak  in  the 
tion    between    the    tank    and    the    main 


Vent  Tnbe  Overflow. 

Tlie  air  vent  allows  an  atmospheric  condition 
to  be  maintained  in  the  lower  chamber,  and  also 
serves  to  prevent  an  overflow  of  gasoline  in  de* 
seending  steep  grades.  If  once  in  a  long  while 
a  small  amount  of  gasoline  escapes  no  harm  will 
be  done,  and  no  adjustment  js  needed. 

However,  if  the  vent  tube .  regularly  overflows, 
one  of  the  following  conditions  may  be  cause: 

(a)  Air  hole  in  main  gasoline  tank  filler  cap 
may  be  too  small  or  may  he  stopped  up.  If  the 
hole  la  too  small  or  if  there  is  no  hole  at  all,  the 
system  will  not  work.  Enlarge  hole  to  %  inch 
diameter,  or  clean  it  out. 

(b)  Yacuum  tank  may  not  be  installed  quite 
high  enough  above  carburetor.  If  bottom  of  tank 
is  not  8  inches  above  carburetor,  raise  the  tank. 

Gasoline  Xioakage. 
If  gasoline  leaks  from  system,  except  from  vent 
tabe,  it  can  only  do  so  from  one  of  the  following 

supply,  or  else  the  flapper  valve  is  being  neld 
its  seat  and  is  letting  air  into  the  tank,  mstead  of 
drawing  gasoline. 

In  many  cases  this  troublesome  eoBdlHeo  ef 
the  flapper  Valve  can  be  remedied  by  merelf  l» 
ping  the  side  of  the  tank,  thus  shaking  loosa  ^ 
particle  of  dirt  or  lint  which  has  dogced  tha  valva. 
If  this  does  not  prove  effective,  remove  tank 
cover,  as  described  below.  Then  lift  out  the  Inner 
tank.  The  flapper  valve  will  be  found  screwed 
into  the  bottom  of  this  inner  tank. 

To  FiU  Tank. 

To  flU  the  tank,  should  it  ever  becoma  WiUwIf 
ompty;  with  the  engine  throttle  dosed  and  Ike 
spark  off,  turn  the  engine  over  a  few  revolutions. 
This  takes  less  than  ten  seconds,  and  will  ereala 
sufficient  vacuum  in  the  tank  to  flll  it. 

If  the  tank  has  been  allowed  to  stand 

for  a  considerable  time  and  it  does  not  easl_  

when  the  engine  is  turned  over,  this  omj  be 
caused  by  dirt  or  sediment  being  under  the  flap- 
per valve   (H). 

Or,  perhaps,  the  valves  are  dry.  Removing  tha 
plug  (W)  in  the  top  and  squirting  a  little  gaso- 
line into  the  tank  will  wash  the  dirt  from  this 
valve,  and  also  wet  the  valves,  and  cause  the 
tank  to  work  immediately.  This  flapper  valva 
sometimes  gets  a  black  carbon  pitting  on  It, 
which  may  tend  to  hold  it  from  being  sucked 
tight  on  its  seat.  In  this  case  the  valve  should 
be  scraped  with  a  knife. 

To   Clean  Tank. 
Remove    the    top    of   tank    and   take    out   Inner 
shell   or  vacuum  chamber.     This  will  give  aeeeas 
to  lower   chamber   from  which   dust   or  dirt  OMy 
be  removed.     Clean  tank  every  three  months. 

To  Remove  Top. 
After   taking   out   screws,    run    the    blade   of   a 
knife    carefully    around    top,    between    cover    and 
body   of   tank,    so   as   to   separate   gasket  without 
damaging    it.     Gasket    is    shellaced. 

Auxiliary  vacuum  pump;  on  some  cars  (Hud- 
son), a  small  hand  vacuum  pump  is  provided  on 
dash,  which  if  vacuum  tank  should  become  empty, 
it  would  not  be  necessary  to  turn  engine  over,  but 
merely  operate  pump  connected  by  cneck  valve  to 
pipe  0,  page  165.  which  will  create  sufficient 
vacuum  to  draw  gasoline  from  main  tank. 

Engine  primer;  see  foot  note,  page  165. 

pointers:  suction  valve  (A)   and  atmospheric  valve   (B),  fig.  2,  pa^e  i^s,  c«kxv  ««k%\V9  ^« 
groand  If  neceesary.     The  spring    (E)    may  be   weak.     There  is  a  fibre  wasYvor   al  VioUom  ol  %\«ik 
••  float     this  sometimes  swells  Bnd  causes  tronhle — sJways  look  for  air  leaks  ftrsl — \i  \aT\Y  -wVW  ti^\  «3U 


(a)  A  leak  in  outer  wall  of  tank  may  exist. 
If  so.  soldering  up  the  hole  will  eliminate  trouble. 

(b)  Oarburetor  connection  in  bottom  of  tank 
■ay  be  loose.     If  so,  it  should  bo  tight. 

Cc)     There  may  be  leak  in  tubing  length  D  or  0. 

Fkllnre  to  Feed  CNisoline  to  Carburetor. 

Thla  condition  may  be  due  to  other  causes  than 
the  vacuum  system.  To  test;  after  flooding  the 
carburetor,  or  "tickling  the  carburetor,"  as  it  is 
eommonly  called,  if  gasoline  runs  out  of  the  car- 
buretor float  chamber,  you  may  be  sure  that  the 
vacuum  feed  is  performing  its  work  of  feeding 
the  gaaollne  to  carburetor. 

Another  teet  is  to  take  out  the  inner  vacuum 
tank,  leaving  only  the  outer  shell.  If  you  flll  this 
then  with  gasoline  and  engine  still  refuses  to  run 
properly,  then  the  fault  clearly  lies  elsewhere  and 
net  with  the  vacnnm  system. 

If  the  trouble  of  failure  to  feed  is  in  i)ie  vacuum 
'    "^    one  of  the  following  may  be  the  cause: 


(a)  The  float  (G),  which  should  be  airtieht. 
may  have  developed  a  leak;  thus  filling  up  float 
with   gasoline   and   making   it   too   heavy    to   rise 


sufficiently  to  close  vacuum  valve.  This  allows 
gasoline  to  be  drawn  into  manifold,  which  in  turn 
will  choke  down  the  engine. 

(b)     Flapper  valve  may  be  out  of  commission. 

(e)  Manifold  conenctions  may  be  loose'— allow- 
ing air  to  be  drawn  into  manifold. 

(d)     Gasoline    strainer    or    tubing    clogged    up 
(below  K.  flg.  2,  page  165).     Look  to  this  first. 
Remediee   for   Above   Tronbles. 

(a)  To  repair  float;  remove  top  of  tank  (to 
which  float  is  attoched).  Dip  the  float  into  a  pan 
ef  hot  water,  in  order  to  find  out  definitely  where 
the  leak  is.  Bubbles  will  be  seen  at  point  where 
leak   occurs.     Mark   this   spot. 

Kext,  punch  two  small  holes,  one  in  the  top 
and  the  other  in  the  bottom  of  the  float,  to  permit 
discharge  of  the  gasoline.  Then  solder  up  these 
holes  and  the  leak.  Test  the  float  by  dipping  in 
hot  water.  If  no  bubbles  are  seen,  the  float  is 
air-tight. 

In  soldering  float,  be  careful  not  to  use  more 
salder  than  reouired.  Any  unnecessary  amount  of 
eolder  win  make  the  float  too  heavy. 

To^overcoma  the  condition  of  a  leaky  float  tem- 
ptfarlly  vntil  yon  can  reach  a  garage,  remove  plug 


164 


DYKE'S  INSTRUCTION  NUMBER  TWELVE. 


rie.i 


/  :^i-r--\ 


Q^-^ 


^"^IfSSitFTlO 


f^^    — lltf^entu    Atiubtl    )C»rt 


80iii«  of  iha  methodi  wbich  b»v0  b^'eii,  emplojed  lor 
ail  vjrHDdvr  «Dgln«  inlet  mAnlfoMi,  A  moilvra  GosKrtiC' 
Man  ii   ikoTrii   ia   Lvwer   UluitmttoD,    pAfe   i2. 

ItlitsDid  of  driw- 
ing^  rmiollne  to 
the  tftok  by  m 
fftcQiim,  tha  dii- 
pbfngt"  pump  (D) 
ptUiips  th«  gmsQ 
111!*,  E-conneeti 
wUta  comba«tioo 
cbftfob«f  of  Gjl- 
ifid«r  br  bmkU 
eot»p«r   plp«. 

Compr  «  i  «  i  0  D 
ci.Dmea  dIfttihTftcm 
(D)  to  work  Is 
ADil  lb.0  iprJDf 
foroM  It  bifk, 
osminf    B    pomp* 

{Hf     IfitlOD. 


OasoUne  Feed  SystemB. 

Fig.  1. — GraTlty  feed  tank  is  placed  aboTO  the 
leyel  of  carburetor  ao  that  the  gaaoline  flewa 
from  tank  to  carburetor  by  gravity.  The  tank 
can  be  placed  at  any  point  on  the  c«r,  Jnit  ao 
it  ia  above  the  level  of  carburetor. 

The  diaadvantage  on  large  can  where  tank 
ii  not  cloae  to  carburetor;  when  aacending  hilla, 
or  on  the  tide  of  an  incline  the  gaaoline  may 
fail  to  flow  through  pipe. 

Fig.  2.  Preasnre  Feed — With  thia  aystem  the 
tank  ia  placed  in  the  rear  and  ia  air  ti|^t.  A 
hand  air  pump  is  connected  to  obtain  the  initial 
presiure  in  tank.  After  engine  ia  atarted  the 
exhaust  gasea  pass  through  cneck  valve  to  tank, 
creating  a  presaure,  which  forcea  the  ffaaottne 
to  carburetor. 

A  small  pipe  is  used  for  the  exhanat  paaaaga. 
The  pipe  being  exposed  to  the  air,  the  gaaea  are 
cooled  and  prevent  a  flame.  The  eheek  Talre 
prevents  the  gas  passing  back,  as  it  c«n  i>aaa  hnt 
in  one  direction. 

Disadvantage — The  pressure  is  liable  to  in- 
terfere with  the  proper  operation  of  the  float.* 

Fig.  S.  Combined  gravity  and  preasnrt  feed — 
gaaoline  is  forced  by  exhaust  pressure  from  tank 
to  an  auxiliary  tank,  placed  above  the  level  of 
the  carburetor — the  gasoline  then  flows  to  ear- 
buretor  by  gravity. 

The  auxiliary  tank  is  small  and  is  placed  eloae 
to  carburetor,  so  the  gasoline  will  alwaya  feed. 

The  modem  gaaoline  feed  ayatem  is  explained 
in  chart  No.  81A. 

Oarboretor  Gaskets. 

When   fitting   a   c^rhnretor,   a   gasket   muat   be 

Slaeed  between  the  carbufetor  dasgei  and  the 
%^%t    on    in  I  ike    pipe. 

The  beM  form  ef  gasket  la  copper,  interlined 
with  asbestos.  MuitibeAtoi  or  limilar  material 
can  alio  be  used  aod  coated  on  PBCh  side  with 
ehellac.  Leather  could  also  be  u«ed  bere  but 
vou-ld  not  answer  elte where,,  becauae  it  woald 
fet  too  hoi.  If  materiai  is  used  which  has  a 
rough  edfe,  it  te  important  to  watch  that  none 
of  jt  ceti  into  Che  ciirburetQr  pipe. 

At  the  point  (H)  where  inlet  majilfold  ooren 
the  Isiet  ports p  a  copper  gmakel  most  be  used 
and  draiim  tight  to  prevent  air  leakage.  Be 
sure  tktiFfi  are  no  air  l4>ak:i  wher^  cmrburelor 
joint  the  intake  pipe,  and  where  the  intake  pipe 
connects  to  the  enfine. 

The  air  tnlet  of  the  carburetor,  it  eipoaed  to 
dust  and  dirl,  shottld  be  placed  eo  that  daat 
may  ool  be  drawn  in. 

The  Inlet  manifold.-  connecttiig  the  ouburi^ot 
to  the  Inlet  valve  port  chamber.  thouM  preeant 
no  resistiJice  to  the  How  of  the  mlxtare.  Sharf 
bends  or  turns  will  make  it  harder  for  the  mix- 
tare  to  pass. 

When  fttttng  a  car^tireitor  be  inre  thera  la  n* 
vlhratlon,  if  there  le,  the  result  will  probably 
be  a  broken  flange  a«  shown  In  chart  SO.  If 
there  is  vibration,  place  a  tmall  iron  haoget 
from  a  nut  on  engine  frame  to  carburetor,  to 
steady  it  and  also  to  take  strain  off  Intake  pipe., 

Iniet  MAnifoldJS. 
Engine    muKifacttirera    ende«vor    to    mM^%    % 
mAolfold    which  will   have  the   ie«il   nnmber   of 
cnrvee*  and    as   straight  and   as  short   a   path   for  the   gat  to   travel 
through   as    posaible. 

Tli»  Ideil  Inlet  manifold  la  e&illy  tpedfled.  It  ti  one  ta  whiek 
no  unneceatary  r«tifltAnce  is  offered  io  tlie  flow  of  ibe  mijitore. 

An  Inlet  manifold  for  a  sic  cylinder  engine  vhfch  will  deliver 
an  equal  mixture  to  each  cylinder  has  been  a  problem  with  m*nofae- 
tureri.     If  the  distance  Is  too  great  the  gae  tend*  to  condense- 

The  Inlet  manifold  In  mio  toda7i  ^  Bm«Uer  In  dtanetM^  tkis 
formerly,  owing  to  the  poor  grade  of  gatoltne.  The  fuel  te  lurdOT 
to  "break  up^'  and  will  not  vaporise  rpadilf — therefore  it  con- 
denses and  clinci  to  the  inner  walls  of  maiiifold.  By  having 
smaller  intake  manifoldf,  the  mixture  is  sneked  through  at  a  greater 
epetd,  whieh  In  a  way  preventa  Ihia  condeniattoD' 

With  too  large  an  Intake,  using  preaent  low  grade  fial,  after  a  I 
pull,    the   engiue  tends  to    **cfaoke'*   and  nLiss  until   It  mna  i 
distance    on    a   cloitd    throttle. 

Water  Jacketed  manifolds  ai-«  now  the  approved  method.  Set 
(lower  lllaatration),  page  63.  On  many  engines  the  intake  mvdloli 
le  cast  right  into  the  cjllnder.      (see  also  page  157.} 


OBABT  HO.  81— OasoUne  Feed  Systems— eimpUfied.  AtUchlng  the  Carburetor.  Inlet  lUatMdi 
8t«  index  for  **Air  Prevsare  Gaaoline  Feed  System.*^  •When  air  preaanre  is  nsed,  if  carbnretor  haa  a  nuD  Sea 
Ihe  prttsore  ahould  not  be  over  3H  or  S  Iba.  With  a  larger  float,  the  greater  area  will  wlthataad  aoN  Tsrli 
iSleiB  In  preesure. 


GASOLINE  PEED  SYSTEMS. 


166 


1  lobt  trotn  Giii^lne  XBn]K.''D 


1.  T4Ailfl   Lcr«r  Oi 


OpcTtti 


7.  »««cIaK  lAxk»  to  J  a  rjJi*  Ma  D  If  old  *  C 

•^  VflBtVOi*  Mil 

It.  Ovfcr  Supply  Ctii»mb«T-lL. 

Li    Floai-e 

IX  CABollnt  ia  FtdAi  CluicntMr 

|J'<  Slliit>«il  VaLve  to  CArburctor 

14.  Wwimm  Supply  Pt|>e 

II    l>nln  Valv«  -J 


4--  PI^DM  CAfe&uR£TOR 
GA5  ^AaR  mixture  is 

CVUWOtRSia"(T) 


l*I*G#HSOLmE  PUT  INTOTi 
A:r  flLLJER0P€lil¥4O 


ir 


if>  na«r  c»9 


C^ugi 


THROUGH'  U  TO  v^*jC  Uut^ 
CHM^BCRtli)  BV  SUCTION 

opmT^Ke  Mf^Ni(^:>v,D 
aT'H"  tkrodgm  nPE"c 

3^  FROM  >rf<BUl^ 
CHAMBER  GpSOUHE" 
FLOWS  TO  GRAVrnrmNK  THROUGH  to 
THEtCE  TO  CfrJRBUR£TDR  BV  GRAVITY, 

The  Stewart  Vacuum  Gasoline  System. 

Referring  to  upper  illustration  it  will  be  noted  that  gaso- 
line is  fed  by  gravity  to  carburetor  in  the  usual  manner,  by 
a  grayity  tank,  which  is  combined  with  a  vacuum  system  of 
drawing  the  gasoline  from  the  main  gasoline  tank.  In  other 
words  the  same  gravity  principle  of  feeding  gasoline  to  the 
carburetor  is  utilized  but  the  auxiliary  or  gravity  tank  and 
the  vacuum  suction  system  is  placed  on  the  inside  of  the 
dash  (usually)  above  and  near  the  carburetor,  so  that  the 
gasoline  will  feed  to  the  carburetor  at  all  times  regardless 
of  the  angle  or  position  of  car. 

The  difference  in  this  system  is  that  of  drawing  the  gaso- 
line to  this  tank,  as  the  main  gasoline  tank  is  below  the  level 
of  the  gravity  tank.  Instead  of  air  being  applied  to  the 
gasoline  in  the  main  tank  to  force  the  gasoline  to  the  gravity 
tank,  it  is  sucked  by  a  vacuum  process  through  pipe  (D)  to 
the  vacuum  chamber  (12),  thence  it  flows  through  trap  or 
flapper  valve  (6)  to  the  gravity  tank,  thence  to  carburetor* 

This  vacuum  is  created  by  suction  at  intake  manifold 
through  pipe  O,  connected  at  N.*  We  know  that  a  great  suc- 
tion takes  place  in  the  intake  manifold  when  pistons  are 
working.  Therefore  this  suction  is  utilized  to  create  the 
vacuum  as  will  be  explained  below. 

Principle  of  Operation. 
There  are  two  chambers;   the  upper  or  Tscuam  chamber  and  the 
lower  chamber  or  gravity   feed  tank. 

When  there  is  no  gasoline  in  either  chamber,  the  float  and  levers 
E  and  F,  to  which  float  is  connected,  dosea  the  valve  B  which  admits 
air  into  the  vacuum  chamber  and  at  the  same  time  opens  the  valve 
A  connected  with  the  suction  pipe  0  which  is  connected  with  the 
intake  manifold. 

If  engine  is  working,  (by  crank  or  power),  a  vacuum  is  then  cre- 
ated in  the  upper  chamber  which  closes  the  flapper  H  (by  suction), 
thereby  making  upper  chamber  absolutely  air  tight,  which  creates 
a  vacuum  and  causes  the  gasoline  to  be  drawn  from  main  gasoline 
tank  to  vacuum  or  upper  chamber. 

As  the  gasoline  enters  upper  or  Taonnm  chamber  the  float  rlaes^ 
and  through  lever  E  and  F,  connected  to  float,  the  valve  A  to  intake 
manifold  Is  closed,  thereby  cutting  off  further  suction  and  at  the 
same  time  valve  B  is  opened,  which  permits  air  to  enter  the  vacuum 
chamber,   through  air  vent  tube. 

Air  entering  vacuum  chamber  causes  flapper  H  to  open  which  ae- 
tion  permits  the  gasoline  in  vacuum  tank  to  flow  into  the  lower 
chamber  or  gravity  tank,  thereby  causing  the  float  to  lower  as  the 
gasoline  flows  out. 

As  the  float  lowers,  the  operation  of  levers  E  and   F  is  again  brought   into   action,   and   valve  A  is 
•ffftin  opened  and  B  doied,  which  again  causes  H  to  close,  and  the  vacuum  and  suction  takes  place  again, 
M  explained  above.     It  wfll  be  noted  that  the  lower  chamber  Is  always  open  to  air  circulation  through  the 
"air  Teat  tube,*'   otherwise  the   gasoline  would   not  flow  by  gravity  to  carburetor. 
•goie    airkeagh  connection  of  pipe    (0)    is  shown  in  center  of  manifold  at   (N),  the  nsual  plan  is  to 
'  it  near  end  of  manifold,  as  the  vacuum  is  greater  at  a  point  closer  to  one  of  the  cylindera. 
(14)   above,  ia  a  connection  used  by  some  of   the   car  manufacturers   for   connecting  with  hand 
'    *      similar   to   fljr*    10,    page    156,    for     priming  engine  to   start  during  cold  weather. 


OBABT  VO.  81-A— The  8t«wart  Vacnum  Tank  and  GHravity  Feed  to  Carburetor, 
■n  Stewart-Warner  Speedometer  Corp.,  Chicago,  111. 


Manufactarers 


DYKE'S  INSTRUCTION  NUMBER  THin,x^_ 

INSTRUCTION  No.  13. 

ARBURETOR  ADJUSTMENTS:    Parts  to  Adjust.    Carbure- 
tor Troubles.    Adjustments  of  Lreading  Carburetors. 


The  principle  of  carburetlon  is  treated  in 

stmetion  No.  12,  and  it  will  be  advisable 

start  at  the  beginning  of  the  subject  and 

aster    the    fundamental   principles    before 

iking  up  the  subject  of  adjustments  in  this 

astruction. 

Kerosene  carbnretors  for  marine  and  sta- 
donarj  engines,  are  described  elsewhere  in 
this  instruction  (see  index).  And  motor- 
ejele  carburetors  are  described  in  Dyke's 
Motor  Mannal.  Ford  carburetors  are  de- 
scribed under  Ford  instruction. 

A  Few  Words  on  Adjustments. 

First  and  most  important  thing  to  learn 
about  any  carburetor  is  to  let  it  alone  as 
long  as  it  is  working  properlj.  Never  tam- 
per with  the  carburetor  until  you  are  quite 
sure  that  it  is  at  fault. 

Test  engine  for  compression,  see  that  there 
is  a  good  hot  spark  occurring  in  each  cyl- 
inder at  the  right  time,  and  gasoline  in  the 
tank.  The  carburetor  should  be  the  last 
thing  to  touch. 

If  the  engine  refuses  to  starts  Arst  flood 
the  carburetor  by  holding  down  the  tickler 
above  the  float  chambr;  if  gasoline  does  not 
appear,  look  for  a  leak  or  an  obstruction  in 
the  pipe;  a  closed  shut-ofF  valve  or  a  dirty 
strahier. 

If  the  tickler  shows  gasoline  In  the  float 
chamber  look  for  trouble  in  the  clogged 
spray  nozzle. 

If  the  carburetor  floods  or  leaks  gasoline 
when  the  car  Is  standing,  look  for  an  ob- 
stmetion  under  the  float  valve  or  a  leak  at 
on^of  the  connections. 

If  the  engine  starts,  but  a  * 'popping" 
noise  occurs  in  the  carburetor  when  the 
throttle  is  suddenly  opened,  it  indicates  a 
lean  mixture.  Open  the  neeale  valve  slight- 
ly or  put  in  a  larger  jet  if  there  is  no  needle 
valve. 

If  the  engine  runs  sluggishly  with  a  black 
smoke  at  the  exhaust,  it  indicates  too  rich 
a  mixture.    Close  the  needle  valve  slightly. 

If  the  engine  refuses  to  idle  properly,  or 
lacks  "ginger"  or  "pep"  at  the  higher 
speed,  close  the  air  adjustment  slightly,  and 


if  not  already  too  rich  at  low  speed,  the 
gasoline  needle  valve  may  also  be  opened 
slightly  by  turning  to  the  left. 

Parts  to  Adjust— Air  Valve  Type. 
The  three  principal  parts  of  a  carburetor 
used  for  making  adjustments  are:  the  anz- 
lllary  air  valve,  the  gasoline  needle  valve 
and  the  float  mechanism. 

AUXILLIARY  AIR 


Three  principal  parte  of  an  air  valve 
type   carburetor  for  adjustments. 

Some  earburetors  do  not  have  auxiliary 
air  valveis,  but  depend  upon  the  main  air 
supply  opening  and  a  "gasoline  needle 
valve"  for  adjustment.  For  instance;  the 
Kingston  Model  <<T"  on  the  Ford  (page 
160);  the  usual  method  of  adjusting  this  car- 
buretor is  to  start  the  engine,  advancing 
the  throttle  lever  to  about  the  sixth  noteb 
with  the  spark  retarded. 

The  flow  of  gasoline  should  now  be  cut 
off  by  screwing  down  the  needle  valve  un- 
til   the    engine    begins    to    miss-fire;    then 
gradually    increase    the    gasoline    feed    by 
opening  the  needle  valve  until  the  engine 
picks  up  and  reaches  its  highest  speed,  and 
until  no  trace  of  black  smoke  comes  from 
the  exhaust.     Having  determined  the  poinf 
where  the  engine  runs  at  its  maximum  spee^ 
the   needle   valve   is  left  adjusted   at  thi 
point.    There  are  other  carburetors  which  d 
not  have  *  *  auxilia  y  air  valves "  or  "  need 
valves"  to  adjust.    This  and  other  types  w 
be  explained  further  on. 


*Float  Troubles  and  Adjustments. 


When  a  carburetor  drips  this  usually  in- 

'^^  fha  float  or  float  valve  mechanism  is 

'''hia  prevents  the  float 

'--      For  in- 


illustration,  at  the  float  screw,  the  gaso^ 
then  reaches  a  higher  level  than  the  sj 
nozzle   or   jet —   result,   overflowing   at 
spray  nozzle. 


CAEBURBTOB  ADJUSTMENTS. 


107 


There  are  eeTeral  causes  for  a  dripping 
carburetor;  either  the  float  needle  yalve 
does  not  seat;  due  to  sediment  under  It,  or 
perhaps  It  Is  worn.  If  sediment  is  the  cause, 
the  needle  valve  can  be  turned  a  few  times 
on  its  seat  and  probablj  clear  the  obstruc- 
tion. On  some  carburetors,  the  float-needle- 
valve  is  in  the  form  of  a  rod  running 
through  the  float,  as  in  fig.  1,  page  148. 

If  the  leak  is  not  in  the  float-needle- 
valve,  then  it  is  likely  due  to  the  float  be- 
ing set  so  that  it  does  not  cut, off  In  time 
to  prevent  overflowing  at  the  jet.  Or  if  a 
metal  float;  there  may  be  a  small  hole  In  it 
preventing  it  from  floating;  another  cause 
might  be  due  to  the  mechanism  being  too 
loose. 

Float  adjustment:  There  is  usually  an 
adjustment  provided  directly  above  the 
gasoline  float  needle  valve,  which  will  regu- 
late the  height  of  the  float.  If  not,  then 
on  some  makes  of  carburetors,  as  the  Scheb- 
ler,  for  instance,  the  float  arm  can  be  bent 
up  or  down  which  will  regulate  the  height 
of  float,  which  in  turn  governs  the  float 
needle  valve  cut  off. 

If  the  leak  is  due  to  a  faulty  seating  of 
the  float  needle  valve,  then  it  will  be  nec- 
essary to  put  in  a  new  needle  valve  or 
to  reseat  the  float  valve  seat  or  both. 


'f  S^"*^^^ 


^ruofir^a^w 


^415  SPftjirf  HOUtE  OPEnlHfi 


ru2KI 

ojns  Off 

FLCM  Of 

MMChmUlT 

K10H 

UrAMYFUOFi 

WTnMfl 
UN0rK  \T 


9ig.  1.  Refnlating  the  float  level  in  a  ear* 
bnrator;  gaaoline  most  itand  in  the  jet  barely 
below  level  of  Jet  or  spray  noisle,  when  the  float 
eats  off. 

By  alifhtly  lowerinr  the  float  the  adJoatment 
ean  be  made  to  cut  off  early.  Railing  float  will 
est  off  later. 

Testing  the  Float  Height. 
On  most  makes  of  carburetors,  the  float 
valve  is  Intended  to  cut  off  the  gasoline 
when  the  level  of  gasoline  in  the  float 
chamber  reachee  a  level  of  about  Va  of  an 
Inch  below  the  top  of  the  nozsle  or  Jet 
tnbe.  Therefore  this  height  or  the  height 
recommended  by  the  manufacturer  ought 
to  be  maintained. 


A  simple  method  to  test  a  carburetor  float 
mechanism  is  shown  in  the  illustration. 

In  making  this  test,  unscrew  the  part  of 
carburetor  which  will  permit  access  to  the 
float  and  float-mechanism.  Then  prepare 
a  device  consisting  of  a  can  with  a  wire 
handle,  a  piece  of  copper  tubing  soldered  to 
the  bottom  of  the  can  to  form  an  inlet,  a 
piece  of  rubber  tubing,  and  a  nipple  or 
short  piece  of  metal  tubing  with  a  coupling 
adapted  for  attachment  to  the  carburetor. 
The  gasoline  flows  to  the  carburetor  from 
the  can,  when  it  is  held  above  the  car- 
buretor. By  watching  the  float  '  chamber 
fill  with  gasoline,  the  height  the  gasoline 
reaches  at  the  time  the  float  valve  cuts  off 
can  be  seen.  If  the  height  of  gaaoUne  in 
carburetor  is  not  sufficient,  then  the  float 
is  dightly  raised  so  it  wiU  cut  off  later,  if 
the  height  is  too  great»  which  can  be  deter- 
mined by  gasoline  flowing  out  of  the  jet, 
then  the  float  must  be  slightly  lowered,  so 
it  will  cut  off  earlier. 

Owing  to  the  variation  in  the  suction  of 
different  engines  on  a  carburetor,  it  often 
is  found  that  a  slight  variation  of  the  fuel 
level  or  a  slight  change  in  the  size  of  the 
spraying  nozzle  will  add  greatly  to  the 
efficiency  of  the  engine.  The  flrst  thing 
to  do  then  before  attempting  the  adjust- 
ment of  a  float  is  to  leam  whether  or  not 
the  float  needs  adjustment,  by  seeing  if  the 
gasoline  is  at  the  proper  height  in  the-je^ 
when  the  float  cuts  off  the  gasoline. 

To  locate  a  suspected  leak  in  a  float  of 
the  hollow  metal  type: 

If  the  float  is  immersed  in  very  hot 
water,  the  gasoline  will  be  vaporized  suf- 
ficiently to  force  its  way  out  through  a 
puncture  and  the  spot  may  be  located  l^ 
watching  the  bubbles.  The  float  shouldi  ci 
course,  be  removed  from  the  water  the  in- 
stant bubbles  cease  appearing.  The  rem- 
edy is  to  solder  the  hole,  (see  page  163.) 

Qasoline  Level  in  the  Jet. 

Btromberg:  Note  level  of  gasoline  in 
float  chamber  in  the  Zenith,  fig.  2,  page  168. 
This  illustration  will  give  the  reiser  an 
idea  as  to  the  relation  of  the  level  of  the 
gasoline  in  the  float  chamber  to  that  in 
the  jet.  On  the  Stromberg  (H)  it  should  be 
about  one  inch  from  the  lower  edge  of  the 
glass.  This  can  be  adjusted  by  removing 
the  dust  cap  and  loosening  the  nut;  if  gaso- 
line is  too  low,  screw  adjustment  up;  if 
gasoline  is  too  high,  screw  adjustment  down. 

tThe  adjustment  on  the  Stromberg  "K" 
type  can  only  be  adjusted  by  ''bending 
the  arm,"  as  previously  explained,  which 
governs  the  float  level. 

Bayfield:  The  float  level  is  correctly  set  at 
the  factory  and  does  not  require  adjust- 
ment, but  if  it  should,  then  the  correct 
gasoline  level  should  be  maintained  in  the 
middle  of  the  window  in  the  side  of  the 
float   chamber. 


*It  la  adviaable  to  not  tamper  with  the  float  anlesi  you  know  positively  it  is  out  of  adjustment. 
Thia  eaa  be  determined  if  continually  leaking  and  test  as  above.  Carburetors  with  floats  as  per  type 
"H**  Stromberg  are  provided  with  float  adjuRtments. 

ton  modola  L  ft   M   Stromberg  carburetors,    page  176-177.  the  height  of  gasoline  should  be  1  inch 
below  the  top  of  the  float  chamber. 

Cork  floats  aro  coatod  with  vamlah  but  after  long  periods  of  time  this  coating  may   come  off 
and  eork  boooms  casoUns   soaked  making   it   heavy   thus    causing   float   needle   valve   to    not   cut   off 
properly.    A  mlxtnro  for  ooatlnff  la  as  followa:  l  lb.  of  glue,  l  teaspoon  glycerine,  1  quart  water,  l<^t  this 
IC.    Whe  -  


to  a  boil  and  add  formaldehyde  for  quick  drying. 


hen  coated  suspend  by  a  string  until  dry. 


168 


DYKE'S  INSTRUCTION  NUMBER  THIRTEEN. 


I 

/Add    W#vbfri«To 
Take  ovi  ro  ritM. 


Fig.  2.  Thli  lUnitrfttlon  ihowi  tHe  lerei 
of  gasoline  in  the  float  chamber  and  in 
the  jet  of  the  Zenith  carburetor.  If  the 
float  leyel  was  aboye  the  Jet,  the  gasoline 
would  ran  out  the  Jet. 


Zenith:  The  level  of  gasoline  is  main- 
tained in  the  float  chamber  so  that  the 
gasoline  stands  3  millimeters  below  the  top 


of  the  jet,  or  aboat  ^4''.  To  regulate  the 
level,  note  the  washers  (L),  fig.  2. 

Master:  The  float  weights  are  set  about 
1/32  inch  from  bottom  of  the  float  lid. 

Schebler:  Model  "L"  (chart  84);  the 
top  of  the  cork  should  stand  1^  inch  from 
the  top  of  the  bowl  in  the  1-inch,  1^-inch, 
1%-inch  and  1%-inch.  In  the  2 -inch — ^model 
L  carburetors  this  measurement  is  1%-incb 
and  in  the  2% -inch  model  L,  1%-incb. 
These  measurements  should  be  made  when 
the  float  valve  is  seated. 

Model  R;  the  height  of  the  cork  float 
should  be  23/32  inch  from  the  top  of  the 
bowl  when  float  valve  is  seated. 

Models  D  ft  E;  the  cork  float  should  be 
level  and  rest  1/16  inch  above  the  top  of 
the  nozzle  in  the  %  inch,  %  and  2  inch 
sizes,  and  1/82  inch  on  the  1,  1%,  and  1% 
inch  sizes.     Model  H;  is  19/32. 

Note,  when  changing  float  level,  great 
care  must  be  taken  to  bend  the  arm  in 
such  a  manner  that  the  float  will  be  at  the 
proper  height,  yet  perfectly  level. 


Aozlliary  Spring  Tension  Adjostment. 


In  the  air  valve  spring  lies  the  chief 
difficulty  In  making  carburetor  adjustments, 
If  carburetor  is  provided  with  automatic 
auxiliary  air  valve.  This  spring  should  be 
of  such  length  and  of  such  gauge  wire,  di- 
ameter and  number  of  convolutions  as  to 
provide  the  requisite  progressively  increas- 
ing resistance  to  opening,  while  at  the  same 
time  exerting  little  or  no  pressure  upon  the 
valve  when  it  is  against  its  seat. 

Adjustment:  The  needle  valve  should  be 
set  for  slowest  running  with  the  air  valve 
held  lightly  against  its  seat,  and  then  the 
spring  adjustment  should  be  backed  off  un- 
til the  slighte^st  further  increase  in  throttle 
opening  cause's  the  valve  to  leave  its  seat. 

From  this  point  on  the  only  proper  ad- 
justment for  the  air  valve  becomes  a  series 
of  tests  for  spring  strength  without  altera- 
tions being  made  in  its  normal  length. 
That  is,  with  the  adjustment  backed  off  as 
per  the  above  instruction;  if  the  spring  ten- 


sion with  increased  throttle  openings  is  too 
light  and  "spitting  back"  in  the  carbure- 
tor continues  in  spite  of  increased  opening 
of.  the  gasoline  needle  valve  adjustment; 
it  is  a  pretty  sure  indication  that  the  air 
valve  spring  is  too  weak  and  a  stronger  one 
should  be  obtained  from  the  factory.  These 
can  usually  be  obtained  in  several  sizes  or 
degrees  of  tension  to  suit  varying  engine 
and   climatic   conditions. 

Too  strong  a  tension  on  the  auxiliary  air 
valve  spring  will  cause  too  much  gasoline 
and  not  enough  air  (too  rich  a  mixture), 
because  the  valve  will  be  more  difficuk  to 
open  by  suction.  Too  weak  a  spring  ten- 
sion will  give  too  much  air  or  too  lean  a 
mixture. 

The  hand  air  adjostment  operated  from 
the  seat  is  very  popular.  See  pages  169, 
155.  The  warmer  the  engine  the  more 
air  needed  and  less  gasoline.  By  merely 
opening  the  air  intake  more  and  more,  by 
hand,  the  proper  mixture  can  be  obtained. 


**A  Few  Words  About  the  lOztnre. 


*At  low  speeds  the  mixture  should  be 
richer  than  at  high.  At  low  speeds  more 
heat  is  lost  to  the  cylinder  walls,  more 
compression  is  lost  by  leakage,  and  the  com- 
bustion can  therefore  be  slower,  thus  sus- 
taining the  pressure.  At  high  speeds  the 
compression  is  higher,  due  to  less  leakage 
and  less  loss  of  heat.  A  lean  and  highly 
compressed  charge  bums  faster  and  hence 
gives  better  pressures  and  fuel  economy 
than  a  richer  one. 

The  quantity  of  mixture  an  engine  will 


take,  varies  greatly  with  the  speed  and  pull. 
At  slow  speeds  the  volume,  at  carburetor 
pressure  is  equal  to  the  cubic  content  of  the 
cylinders,  multiplied  by  the  number  of  power 
strokes. 

At  high  speeds  of  one  thousand  revolu- 
tions or  over,  the  quantity  may  drop  to  less 
than  one-half  the  amount,  depending  on  the 
design  of  the  valves,  inlet  piping  and  pas- 
sages. This  reacts  upon  the  compression, 
and  hence  on  the  mixture  desired  for  best 
results. 


^^The  phif  pointi  or  gapi  ihonld  be  carefully  let;  about  .025  of  an  inch  apart.  If  too  eloaa 
enfine  will  operate  unevenfj  at  idline  apeeds  and  miaa  at  higher  speedi;  If  too  wida,  will  miii  when 
accelerating  at  yery  low  apeeda  or  hard  pulla.  A  weak  apark  cauaea  late  combuation.  See  index  for 
"Spark  Plnga." 

^^AtsMMpherio  oonditiona  have  much  to  do  with  action  of  carbnretor.  An  engine  aetma  to  run  betiar 
at  night  (aea  page  686) — likewiae,  taking  an  engine  from  sea  level  to  an  altitude  of  10,000  feet, 
iavohrea  naing  air  in  the  engine  cylindera  at  atmoapberic  pressurea  ranging  from  14.7  Ibt.  down  to 
10.1  Iba.  to  the  aquare  inch. 


CARBURETOR  ADJUSTMENTS. 


168 


TlM  detlffn  of  tli*  •nglii*  Iias  a  bemiing  on  th* 
carburetor  dotlgn,  which  explains  the  well  known 
but  seemingly  mysteriouB  fact,  that  a  carburetor 
fiTinff  good  results  on  one  engine  sometimes  fsils 
to  maintain  its  reputation  when  applied  to  one  of 
different  design.  The  system  of  ignition  used 
also  has  a  marked  influence  on  the  proper  work- 
ing of  an  engine  as  a  hot  spark  is. most  essentiaL 

To  Test  the  Siixture. 

If  there  are  doubts  in  the  mind  of  the 
operator  as  to  whether  the  mixture  is  too 
rich,  an  excellent  way  to  ascertain  the  cor- 
rect proportion  3f  air  and  gasoline  Is  to 
shut  off  the  fuel  at  the  tank  and  open  the 
throttle. 

If  the  mixture  passing  Into  the  cylinder 
Is  too  rich,  the  engine  speed  will  increase 
«8  the  level  of  the  gasoline  in  the  float 
.eh&mber  is  lowered,  since  this  operation 
weakens   the   mixture   considerably. 

Tf  the  mixture  Is  thought  to  be  too  weak, 
the  float  chamber  can  be  flooded  while  the 
engine  is  running,  and  if  this  causes  the  en- 
^ne  to  speed  up,  it  may  be  taken  as  an  in- 
dication that  the  mixture  is  not  rich  enough. 

The  proportionate  amount  of  gasoline  to  the  pro- 
portionate amount  of  air  is  essential. 

The  novice  usually  giyes  the  carburetor  too  much 
gasoline  by  opening  this  adjustment  valve  too 
wide,  thereby  causing  "too  rich  a  mixture."  Too 
much  gasoline  will  not  run  the  engine  any  better 
than  not  enough.  It  must  be  remembered  that 
only  a  very  little  gasoline  is  required  in  propor- 
tion to  the  air. 

i^Smoke  Tests. 

If  the  engine  is  fed  too  much  gasoline, 
hlack  smoke,  smelling  of  raw  gasoline,  will 
usually  be  in  evidence,  issuing  from  the  ex- 
haust. Care  should  be  taken  to  distinguish 
this  from  the  excess  of  heavy  blne^  smoke 
which  is  indicative  of  too  much  engine 
lubrication. 

Whenever  any  considerable  quantity  of 
smoke  of  either  color  come  from  the  ex- 
haust, the  engine  may  miss  explosions  due 
to  fouled  spark  plugs. 

*If  the  mixture  Is  too  rich,  the  engine  will 
have  a  tendency  to  slow  up  and  "choke" 
or  "load  up"  when  the  throttle  Is  opened 
wide,  and  will  run  at  a  higher  speed  when  it 
is  partially  closed. 

Another  indication  of  the  mixture  being 
too  rich  will  be  shown  in  its  speeding  up 
perceptibly,  if  the  auxiliary  air  valve  of 
the  carburetor  is  held  open,  or  additional 
air  is  admitted  in  any  way  between  the  car- 
buretor and  the  cylinders. 

Such  being  the  case,  the  exhaust  gases,  if 
ignited  by  holding  a  piece  of  burning  paper  near 
the  end  of  the  exhaust  pipe,  will  burn  with  a 
large  red  flame  similar  to  that  of  a  bunsen  burner 
when  the  air  is  mostly  cut  off. 

**Loplng:  Another  indication  of  too  rich 
a  mixture  is  when  "idling;"  the  engine 
will  run  in  a  loping  manner  as  if  actuated 
t>y  a  governor;  more  air,  less  gasoline  is 
needed. 


Flame  Test  of  Mixture. 
Another  method  is  to  open  the  relief 
cocks  in  the  cylinder  heads  (if  provided), 
while  the  engine  is  running  and  Judge  ftom 
the  color  of  the  flame  when  the  mixture 
is  correct.  At  each  explosion  a  jet  of  flame 
will  shoot  out  of  the  cylinder  through  this 
relief  cock. 

If  the  mixture  is  too  poor — ^too  much  air 
for  the  gasoline — the  flame  will  be  light 
yellow. 

If  the  mixture  is  too  rich — not  enough  air 
for  the  gasoline — the  flame  will  be  red  and 
smoky.  Black  smoke  will  also  come  out  of 
the  muffler,  smelling  of  raw  gasoline. 

If  the  mixture  is  correct,  the  flame  will 
1)e  light  blue  or  purple,  and  hardly  visible. 
See  also,  page  855. 

tBich  and  Lean  Mixture. 
A  rich  mixture  is  one  in  which  the  pro- 
portion  of  gasoline  abnormally  exceeds  the 
amount  of  air.  It  may  be  due  to  faulty  ad- 
justment of  the  gasoline  needle  valve,  float, 
or  air  valve. 

An  overrich  mixture  will  cause  an  engine 
to  overheat  and  thereby  give  rise  to  a  num- 
ber of  troubles  such  as;  preignition,  ac- 
cumulations of  carbon  on  the  pistons  and 
cylinder  heads,  steaming  water  in  radiator 
and  loss  of  power  and  "loping"  or  choking 
up  on  slow  speeds. 

A  mixture  is  poor  or  lean  when  it  con- 
tains too  much  air  and  not  enough  gasoline, 
a  condition  often  due  to  a  faulty  adjust- 
ment of  the  needle  or  air  valve  float,  a  leak 
in  the  inlet  pipe,  the  supply  cock  partly  shut 
off,  the  spray  nozzle,  float  valve  or  feed  pipe 
partly  clogged,  or  water  in  the  gasoline. 

A  poor  mixture  will  make  the  engine  miss 
when  running  idle  at  slow  speeds,  and  at 
high  speeds  it  wiU  not  only  cause  misfiring, 
but  the  missing  will  be  accompanied  by 
coughing  and  "popping"  in  the  carburetor. 
Both  this  and  explosions  in  the  muffler 
may  also  be  due  to  faulty  ignition. 

Cause— mixture  too  rich:  Too  much  gaso- 
line at  needle  valve.  Punctured  float.  Float 
valve  not  working  properly,  owing  to  bent 
needle,  or  presence  of  foreign  matter  in  valve 
seat.  Too  much  priming.  Primary  air  pas- 
sage clogged  or  partially'  obstructed.  Air 
valve  not  open  enough,  spring  too  strong  or 
air  opening  choked. 

Cause— mixture  too  weak:  Too  much  air, 
not  enough  gasoline.  Carburetor  passages 
or  jet  clogged.  Throttle  valve  out  of  ad- 
justment. Insufficient  flow  of  gasoline. 
Tank  valve  closed.  Break  in  gasoUne  sup- 
ply. Bad  gasoline;  originally,  or  from  stand- 
ing. Water  in  gasoline.  Carburetor  too  eold. 
Gasoline  supply  exhausted. 


'Mixture  "too  rich**  means  too  much  gasoline  in  proportion  to  air,  or  technically,  there  is  insuffi- 
cient oxygen  to  support  its  combustion. 
''^See  page  171.  tSee  also  pages  652,  653.  tSee  page  623,  "relation  of  carbon  to  combustion.*' 
-*«IaoadiBg  np*'  when  nmning  slow  or  idling  is  due  to  the  fact  that  the  air  comes  into  the  carburetor  so 
alowly  that  the  gasoline  particles  are  not  broken  up  fine  enough  and  condensation  takes  place.  Thus 
the  gasoline  is  taken  in,  in  a  more  or  less  liquid  form  and  combustion  is  very  poor.  That  is  one  rea- 
son why  as  much  heat  as  possible  should  be  applied  to  the  air  intake  of  the  carburetor.  Also  do  not 
let  your  engine  tick  oyer  slowly  for  any  length  of  time  when  the  car  is  standing  idle.  It  not  only 
wastes  fuel  bat  the  manifold  will  load  up  with  raw  fuel  and  your  acceleration  will  be  anything  but 
food  frhen  yon  attempt  to  get  under  way.     See  also  page  652. 


170 


DYKE'S  INSTBDCnON  NUMBER  THIETEEN. 


Um  air:  It  is  mdYisable  to  nm  the  aa- 
giiM  with  M  mneh  tir  m  posiible,  whieh 
maftBt  a  ''lean"  mixture.  This  not  onlj 
means  eeonomy  of  gasoline  but  prevents 
soot  deposit  and  pitted  valves  (providing 
good  lubrieating  oil  is  used). 

Of  eourse,  when  first  starting  or  when 
eoldy  more  gasoline  is  absolutely  neeessary, 
but  as  soon  as  the  engine  warms  up,  cut 
down  on  the  gasoline  and  run  on  more  air. 

Most  carburetors  now-a-days,  are  fitted 
with  air  regulators  and  heated  intake  mani- 
folds, as  shown  on  pages  157  and  159,  for 
this  purpose. 

An  engine  will  run  on  less  gasoline,  and 
more  air,  the  warmer  it  gets.  Therefore 
the  reason  for  the  air  adjustment. 

"Back  Finng"  or  "Popptng"  in 
the  Oarburetor. 

Back  firing:  There  Mems  to  be  mneh  eon- 
fstion  in  the  oie  of  the  tenna  "back  kiek*'  and 
"baek  ire."  the  latter  balnc  ▼ery  often  need  to 
deaeribe  what  happens  when,  in  itarting  an  engine, 
H  snddenlT  rerertes  its  direction  of  rotation  to 
giro  a  "back  kick." 

Oenenlly  speaking,  "back-firing"  is  caaaad  by 
weak  nlztura  which  bnms  so  slowly  that  the 
flame  continues  until  the  opening  of  the  admission 


vahre  egain,  when  it  ignites  the  ineoming  charge 
in  the  Intake  pipe  and  shoots  back  to  tho  car- 
buator.  While  an  oTor-rieh  miztare  win  alao 
bom  slowly,  it  rarely  oTer  will  cause  back-flrfaig. 

Aiiftthar  cansa  of  back-firing  Is,  of  eouroe,  the 
faulty  timing  of  the  Talres,  or,  in  fact,  a  badly 
leaking  Talre.  As  a  general  rule,  back  firing  is 
due  to  one  or  more  of  the  following  causae:  (1) 
Tcry  slow  explosion  or  weak  mixture,  (2)  rery 
late  explosion;  (8)  a  spark  occurring  during  the 
intake  stroke;  (4)  the  Uitake  ralre  partially  open 
during  the  power  stroke;  (6)  premature  ipiitioa. 
Slow  combustion  is  caused  by  a  lean  mixture, 
late  combustion  is  caused  by  a  weak  or  retarded 
spark. 

Nos.  1  and  2  are  the  usual  causes,  while  Nos. 
8  and  4  happen  infrequently. 

Back-kieking  la  usually  caused  by  preignition 
in  starting  the  engine,  which  is  due  usually,  as 
is  well  known,  to  too  much  "adTaace"  in  the 
spark  timing. 

"Popping  back"  or  "fitting"  In  tha  earbura- 
tor  la  quite  a  common  occurrence  with  carburetors 
when  first  starting  the  engine  on  a  cold  day.  But 
after  engine  has  been  run  for  a  brief  period  it 
will  become  warmed  up  and  the  gasoline  will  begin 
to  raporise  properly  and  run  without  popping  back. 

If  the  "popping  back"  continues  then  the 
nlztitta  Is  too  weak  and  mora  gasoline  is  re- 
quired. By  giring  the  auxiliary  tdr  Talre  spring 
a  slight  increase  of  tension  or  opening  the  gaso- 
line needle  raWe  a  notch  or  ao,  to  close  the 
"damper"  or  air  intake,  thereby  causing  more 
gaaoline  lupply  until  the  popping  stops,  which  it 
will  probably  do  when  engine  is  warmed  up. 


Oarburetlon  During  Ck>ol  Weather. 


Now  that  low  gravity  gasoline  Is  being 
nsed,  the  engine  will  have  a  tendency  to 
miss  esi^sion  and  run  in  jerks  or  uneven 
explosions,  especially  when  starting. 

The  reason  is  due  principally,  to  the  lack 
of  heat  to  properly  vaporise  the  gasoline  to 
prevent  condensation.  After  the  engine  be- 
comes thoroughly  warmed  up,  the  missing 
usually  disappears.  When  weather  is  warm 
the  engine  starts  easier,  because  gasoline 
will  vaporize  more  readily  and  is  easier  ig- 
nited. Therefore  during  cool  weather  three 
tilings  are  essential;  a  good  hot  spark  and  a 
gnick  method  of  heating  and  a  choker  or 
ydmer  for  enriching  the  mixture  to  start  on. 

^^or  starting — There  are  different  meth- 
ods employed  to  inject  a  rich  mixture  into 
cylinder  in  order  to  start  engine  at  all  on  a 
eold  day.  The  common  method  is  to  close 
the  main  air  intake,  which  causes  raw  gaso- 
line to  be  drawn  into  cylinder,  which  would 
be  termed  "choking"  the  air  supply.  After 
engine  is  started,  it  is  then  a  matter  of 
running  engine  until  warm  enough  to  vapor- 
ize the  gasoline,  at  the  same  time  gradually 
opening  the  choke  or  air  valve,  until  the 
regular  amount  of  air  is  being  used. 

Wann  air,  of  course  should  be  drawn  into 
the  carburetor  as  per  fig.  1,  page  169.  If  a 
temperature  regulator  is  also  provided,  as 

Kr  fig.  2,  page  159,  then  less  cool  air  should 
drawn  in  at  (Z)  in  winter,  than  in  sum- 
mer. 

There  is  a  disadvantage  however,  in  this 
Sjstem,  and  that  is,  the  raw  gasoline  drawn 
into  a  cool  cylinder  is  not  idl  utilized  for 
combustion,  but  part  of  it  forms  carbon, 
due  to  lack  of  oxygen  which  is  not  being 
supplied,  as*  the  air  is  choked,  result,  as  per 
page  205.  Therefore  the  air  should  be  sup- 
plied as  quick  as  possible.  The  problem  is 
then,  to  heat  the  gasoline  as  quickly  as  pos- 

*8ea  page  676  "Digest  of  Troubles,"  also  foot  note,  page  158. 
**8ee  page  798  for  starting  Ford  carburetor  in  eold  weather.     The  method   employed  here  is  te 
gasoline  needle  vaWe  slightly  in  extreme  cases  and  close  damper  also.     Sea  also  page  ISO. 


sible,  so  that  vapor  and  air  is  used  instead 
of  raw  gasoline. 

The  exhaust  heated  Intake  manifold,  ex- 
plained on  page  155  and  167,  will  assist  con- 
siderably. With  a  jacket  around  the  intake 
manifold,  and  hot  exhaust  gases  passed 
through  same,  as  per  page  157,  the  mixture 
will  become  neated  quicker. 

The  choker  or  some  method  of  supplying 
a  richer  mixture  however,  is  usually  neces- 
sary for  starting.  If  the  "  choker ''  .prin- 
ciple is  used,  it  is  closed  only  until  en^e 
starts,  then  gradually  opened.  In  fact»  by 
using  an  exhaust  heated  intake  manifold  to 
heat  the  mixture,  and  also  drawing  wann 
air  through  air  passsage  of  carburetor  as  per 
fig.  1,  page  159,  the  amount  of  raw  gasoline 
injected  into  the  cylinders  will  be  consid- 
erably less  than  if  same  is  not  heated. 
Therefore  this  system  will  provide  a  quieker 
vaporizing  or  heating  of  mixture  and  a 
saving  of  fuel  and  less  carbon  deposit  in 
cylinders. 

Additional  Pointers  on  Ck>ld 
Weather  Starting. 

Don't  expect  the  angina  to  warm  up  In  a  aiin- 
nte  any  more  than  you  expect  a  kettle  to  boil  as 
soon  aa  it  is  set  on  the  store.  It  takes  time  to 
heat. 

Take  Into  consideration  tha  fact  that  cold  aoUd- 
lllss  tha  lubricant  In  the  transmission,  rear  azla^ 
and  other  parts  of  the  car.  Therefore,  it  requires 
greater  energy  on  the  part  of  the  self-starter  to 
revolve  the  engine. 

If  tha  clutch  li  in,  you  of  course  revolva  most 
of  the  transmission  gears.  After  a  car  haa  been 
standing  over  night  in  a  cold  garage  or  sufficiently 
long  at  the  curb  to  become  thoroughly  chilled, 
throw  out  the  clutch  when  cranking.  Tliis  elim- 
inates the  drag  of  the  transmission  gears  plowing 
through  the  solidified  grease. 

A  good  hot  spark  Is  Importank  especially  In 
winter.  Remember  it  is  more  difficult  to  charge 
a  battery  in  winter  than  in  tha  summer,  so  be 
particular  to  see  that  the  battery  is  alwaya  charged. 
A  quick  method  of  starting  should  ba  proTldad  is 
order  to  save  current. 


fAdJnstiiig  tlM  AT«ngtt  Air  Valve  Oarbuntor. 


171 


OtrbnretozB  are  usoally  adjusted  to  tbe 
beat  advantage  wben  the  engine  baa  been 
cm  and  all  parts  are  warmed  np.  If  a 
earboretor  is  adjusted  when  the  engine  is 
sold,  it  will  be  noticed  that  it  will  need 
readjusting  when  warm,  that  is,  in  order 
to  get  a  perfect  adjustment. 

When  carburetors  are  adjusted  when 
warm,  sometimes,  especially  on  a  cold  daj, 
the  engine  will  not  hit  just  right  when 
iirst  starting;  it  will  miss  and  not  run  even 
or  smooth  until  it  has  run  a  few  moments 
and  is  heated  up,  then  it  runs  satisfa6- 
torily. 

•Another  point  to  remember,  be  sure  the 
Ignition  is  right  and  you  bave  a  good  hot 
vark,  and  spark  ping  gaps  set  about  .025 
of  an  inch  (see  index  for  "adjusting  spark 
plug  gaps")*  ^^^  ^®  sure  the  trouble  is  in 
the  carburetor  and  not  due  to  other  troubles. 
Bee  "Digest  of  Troubles,"  how  to  diag- 
troubles. 


Some  tim«  ago  the  writer  was  told  bj  ui  ox- 
teeter  that  whenerer  he  wm  beeten  fai  a  "bnieh" 
he  wai  in  the  habit  of  itopping  and  adjnating  hie 
carburetor  nntil  the  engine  mieeed,  and  tiien  f\r% 
Jast  a  flight  turn  more  on  the  gaeoline  needle 
▼aire.  Then,  in  a  good  many  caaea,  he  waa  able 
to  catch  up  with  and  pass  hia  opponent. 

The  best  way  to  adjust  a  carburetor  Is 
to  arrange  so  that  the  engine  may  be  run 
loaded  while  the  adjustment  is  being  made. 
One  way  to  do  this  is  to  adjust  the  carbure- 
tor while  the  car  is  in  motion  on  the  road, 
tor  while  the  car  is  in  motion  on  the  road. 

To  test  carburetor  for  adjustment;  run 
throttled  down  for  two  blocks.  When  there 
is  a  clear  space  ahead,  suddenly  press  ac- 
celerator pedal  down.  The  engine  should 
pick  up  smoothly,  to  as  high  speed  as  you 
care  to  run.  If  engine  chokes,  stalls,  misses 
or  labors,  or  backfires  at  carburetor,  or 
muffler  explosions,  it  shows  the  carburetor 
is  out  of  adjustment. 


To  Obtain  a  Slow  Even  Pull  of 
Engine  Without  liisslng. 
01)  Betard  the  Ignltton.  If  this  does  not 
overcome  the  missing  and  it  is  not  due 
to  other  causes  mentioned  below,  it 
may  be  due  to  the  ignition  being  set 
too  far  advanced  at  retard  position. 
Setting  back  a  tooth  will  often  help  to 
run  slow,  if  this  is  desirable. 

(2)  Air  leaks  is  a  common  cause.  Be  sure 
there  are  no  leaks  at  intake  manifold 
and  carburetor  gaskets,  valve  caps  and 
above  all,  use  good  **8park  plugs  (see 
page  235)  and  see  that  they  do  not  leak 
at  bushing  and  where  screwed  into  cyl- 
inders. Qee  that  gaps  are  about  .026. 
This  is  important.  Wide  gaps  and  weak 
magnets  on  magneto  ignition  will  cause 
missing. 

(3)  Interrupter  points  must  be  set  correctly. 
-   A  clear  flat  surface  is  important. 

(4)  Be  sure  there  is  a  good  hot  spark  ftom 
the  battery,  which  means  a  fully  charged 
battery. 

(5)  A  coil  has  been  known  to  have  a  short 
circuited  internal  connection  which 
would  give  a  spark  at  high  speeds  but 
miss  on  low  speeds. 

(6)  The  carburetor  should  be  adjusted  which 
does  not  permit  loping  (too  much  ease- 
line).  The  hot  exhaust  heated  manifold 
is  an  advantage  here. 

(7)  Engine  should  have  good  compression; 
valves  ground,  and  proper  valve  clear- 
ance, being  sure  valves  are  not  hedd  open 
too  long.  Bings  free  of  leaks. 
All  this  is  esential  to  secure  a  flexible 
and  smooth  running  engine. 

Leading  Carburetors, — Principle  and  Adjustment. 


For  the  average  carburetor,  having  an 
••auxiliary  air  valve"  and  a  "needle 
valve''  adjustment,  the  following  rule  for 
adjusting  will  apply. 

First,  run  the  engine  at  what  will  be  nearly  iti 
m^iwH^m  gpecd  in  ordinary  nie  with  the  throttle 
open  eonaiderably  and  the  ipark  rather  late.  Thia 
■peed,  of  course,  will  be  coniiderably  leii  than  the 
—^yjwiiiwm  speed  of  the  engine  when  running  idle. 

Second:  Then  tarn  the  main  gasoline  adjost- 
ment,  until  the  mixture  is  so  weak  there  is  popping 
in  the  carburetor. 

Third:  Note  this  position  and  then  turn  the 
adjustment  until  so  much  gas  is  fed  that  the  en* 
gine  chokes  and  threatena  to  stop. 

Fourth:  Set  the  adjustment  half  way  between 
theae  two  points,  which  will  be  yery  near  the  cor- 
rect position.  Turn  the  adjustment  slightly  in 
one    direction    and    then    in    the    other    until    the 

Kint  is  found  where  the  engine  seems  to  run  the 
iteat  and  smoothest. 

Fifth:  Gently  and  gradually  cover  the  aux* 
iliarr  air  inlet  of  the  carburetor  by  placing  the 
hands  over  the  valve,  if  necessary,  in  order  to 
exclude  the  air.  If  the  engine  slows  down,  the 
suing  should  be  weakened,  since  not  enough  air  ia 
sJlowed  to  enter  the  carburetor. 

Sixth:  Next  try  opening  the  air  inlet  alowly 
and  gradually  by  pushing  the  poppet  off  its  seat 
with  the  finger  or  the  end  of  a^  pencil.  If  the  en* 
gine  speeds  up,  there  was  not  enough  air  and  the 
raring  should  be  loosened,  while  if  it  slows  down, 
the  mixture  ia  correct  or  a  little  too  lean,  accord- 
ing to  the  degree  to  which  the  speed  is  affected. 
If  it  ia  found  to  be  too  lean,   the  aprlng  needs 


Serenth:  After  the  air  inlet  has  been  ad- 
Justed,  open  the  throttle  again  and  adjust  at  high 
speed,  as  thia  adjustment  may  now  require  to  be 
altered. 

When  adjusting  carburetors  for  speed, 
racing,  etc.,  the  mixture  is  cut  down  much 
more  than  for  ordinary  use.  One  method 
is  to  cut  off  the  supply  until  the  engine 
m'sses  when  idling  at  low  speed.  Then  give 
it  just  a  trifle  more  and  test  the  adjust- 
ment by  trying  the  car  on  a  hill. 


Are  treated  on  pages  following. 

Owing  to  the  fact  that  innumerable  im- 
provements are  constantly  being  made  in 
carburetor  construction,  it  is  impossible  in 
this  instruction  to  describe  all  the  actual 
adjustments  of  all  the  carburetors 


Repairmen  are  advised  to  secure  instruc- 
tions for  adjustment  of  all  the  leading 
makes  of  carburetors  from  the  manufac- 
turers and  keep  them  on  file  (see  page  162 
for  list  of  the  leading  manufacturers). 


tSee   "Bigeat  of  Troubles*'    for  carburetor  troubles  and  remedies,  page  576. 

*8ee  page  643  for  "Specifications  of  Leading  Oars"  to  find  the  type  of  carburetor  used  on  differ* 

ent  makes   of  cars. 

**8ee  page  238  for  testing  spark  plug  leaks. 

fWhen  adjusting  "V"  type  engines,  adjust  each  block  of  cylinders  separate,  by  disconnecting  one 

block. 


172 


DYKE'S  INSTBUCnON  NUMBER  THIRTEEN. 


B 

f 

-J 

ton^iasw  Via 

P      Y  IX 


Pig.  1. 

The  parts  consist  of  a 
float  chamber  (D),  the 
cork  float  (C),  and  a 
float  needle  valve   (B). 

These  three  parts  con- 
trol all  flow  of  gasoline 
into  the  carburetor  as  it 
Is  needed  by  the  motor. 

That  part  of  the  car-  ^^ 

boretor  which   mix  .   the   gasoHne  ami   air  C9 
eonsisl     of  a  mixing  chamber  (L),  a  iuȣ2lc- 
(G),  and  a  needle  valve  (I), 

Parts  which  Automatically  Bepilate 
the  Amount  of  Gasoline  Beqntred  ft^sm  th« 
Float  Chamber  to  ProTlde  the  Ptoi^tr  MixCure 
consist  of  an  auxiliarr  air  valve  (A)  and 
lever  (H),  connected  with  needle  valve  (I).  g'        j 

OPERATION;    the   Gasoline   Flowi    frosi 
the  Tank  through  the  )s:asoline  pip^t  ia^  t'z.<r  L^o^t.  thsLmhet  vD},       -^     ^-^  x^  2. 

As  the  Gasoline  Blses  in  the  FloSt  Chamber  {D)  it  raises  the  cork  Coat  ^C)  with  it, 
which,  through  a  lever  connection,  automatically  closes  the  needle  valve  vB>  and  shuts  off 
the  flow  of  gasoline  from  the  tank  to  the  carburetor.  Of  course  as  the  gasoline  is  drawn  from 
float  chamber  (D)  the  float  \^C}  drops  and  raises  valve  (B),  admitting  more  gasoline. 

The  Suction  of  the  Pistons  Draws  the  Gasoline  Acorn  the  Float  Chamhcr  (D)  tiKoagh  the 
Passages  (S)  into  the  Nossle  Well  (G),  and  past  the  needle  valve  (I)  into  the  miziag  chamber 
(L).  As  the  needle  valve  (I)  is  raised  and  lowered  as  hereafter  described,,  more  or  leas  gaso- 
line is  allowed  to  spray  into  the  mixing  chamber  (L).  At  the  same  time  the  snctioB  of  the 
pistons  draw  from  the  warm  air  intake  (F)  and  the  passages  (J),  warm  air  into  the  ■■i'Hay 
chamber  (L).  As  the  suction  of  the  swiftly  moving  pistons  is  very  strong,  the  air  is  drawn 
through  the  mixing  chamber  (L)  with  great  velocity,  aad  there,  coming  into  contact  with  the 
gasoline  spray  from  the  nozzle  well  (G),  it  vaporizes  the  gasotiAe. 

This  Vaporized  Mixture  is  then  drawn  by  the  suction  of  the  pistons  past  the 
throttle  valve  (P)  into  the  cylinders.  The  quantity  of  combostive  vapor  flowing  past 
the  throttle  valve  (P)  is  regulated  by  the  position  of  this  throttle  valve,  and  the  positioa  of 
this  throttle  valve  is  regulated  by  the  driver  either  from  a  pedal  called  the  *' accelerator''  or  a 
throttle  lover  on  the  steering  pcKst.  Opening  the  valve  (P)  admits  more  combustive  xmpor 
ta  the  cylinders,  and  consequently  increases  the  speed  and  power  of  the  motor.  Oosxag  it  has 
the  reverse  effect.  At  high  speed  it  is  obvious  that  the  suction  through  the  mixiBg  chamber 
(L)  and  the  warm  air  passages  (J)  greatly  increases,  and  as  it  increases  beyond  the  capacity 
of  these  passages  to  supply  air,  a  strong  suction  is  brought  to  bear  upon  the  auxiliafy  air 
valve  (A).  At  a  certain  speed  this  suction  is  sufficient  to  draw  this  vidve  down  against  the 
coil  spring  (O).  As  the  vidve  is  drawn  down,  air  rushes  into  the  auxiliary  air  passage  (B).  aad 
from  thence  past  the  mixing  chamber  (L)  into  the  cylinders. 

AnzUiary  Air  Vstr*.  To  take  car«  of  this  extr»  rappir  of  air  thare  mvst  W  an  extra  copptT  ef  €■*» 
Ihie  automaticallj  fumUhed.  This  is  taken  care  of  as  follows.  Aa  Talre  lA)  is  depressed  asnmst  the 
■pring  (O)  it  operates  the  lerer  (H).  which  is  hin^  at  the  point  (S).  As  the  J^xtr  ^H>  is  isgnaie* 
bjr  the  Talve  ^A)  it  opens  needle  ralre  (I)  admitting  more  gasoline  to  the  miztore.  It  csa  he  Mcn  that 
this  extra  supply  of  gasoline  is  always  directly  in  proportion  to  the  air  snpply  throogh  tho  valvv  (A>. 

Dnah  Pot  Action.  It  is  obrious  that  if  means  were  not  taken  to  prerent  it  the  ralrc  (A>.  vhidh  is 
under  the  tonsion  of  the  spring  (O).  would  close  Tery  abruptly  if  the  speod  of  the  eacino  waandAeaty 
checked.  It  would  also  tend  to  open  very  abruptly  if  the  speed  of  the  engine  was  suddenly  iniriaatd.  as 
for  instancei.  when  the  accelerator  was  suddenly  opened.  Furthermore,  the  suction  of  the  eyliadecu  ia_  S* 
a  certain  degree  intermittent  between  the  stroke*  of  the  pistons  and  this  intermiaaion  b«t« 


would  ordinarily  tend   to  cause  the   ralve    (A>    to   flutter  or  vibrate  if  means  were  not  takea  to  usmas  H» 
and  the  Siuttering  or  vibratory  action  of  the  valre  <Aj   would  result  in  an  unsteady  Sew  of  gSMrne 
to  the  cylinders,  which  would  cause  a  vibratory  or  jarring   effect    in    the   engine.     Any   such   ftcta 

T«»ted  by  a  device  (U)  called  a  dash  pot.     Its  function  is  to  automatically  insure  a  steady  and  1 _ 

ply  of  gasoline  vapor  to  take  care  of  varying  engine  speeds  under  all  circumstancea.  To  heM  the  tuN« 
(A)  itesdy  and  to  check  its  sudden  closing  or  opening  and  to  overcome  its  tendency  to  vihnft^  it  in  ■•- 
tached  directly  to  a  plunger  (T).  which  operates  on  a  cushion  of  aii;  in  the  daah  pot  (C>. 


OHABT  NO.  82— Model  "B"  Schebler  Oarbnretor.   Note  the  gasoline  needle  valTc  is  at 
leally  operated  bT  movement  of  anxiliary  air  valve  (A),    (gee  SpoeiScation  of 


CARBURETOR  ADJUSTMENTS. 


178 


nodel  R  continued. 


W  Fig.  4  and  flg.  5.  show  two  types  of  hand 
control!  for  "choking"  air  supply  of  car- 
buretor controls.  Fig.  4  shows  the  dajll 
type  and  fig.  5  the  steering  colnmn  type. 


Fig.  8.  When  carburetor  is  installed  see  that  lever  "B" 
is  attached  to  steering  column  control,  or  dash  control,  so 
that  when  boss  "D"  of  leyer  "B"  is  against  stop  **0*' 
the  leTer  on  steering  colnmn  control  or  dash  control  will 
register  **Iiean"  or  "Air."  This  is  the  proper  running 
position  for  lever  "B." 


AuxlUary  adjastment — enables  the  driver 
to  give  the  carburetor  a  very  "rich"  mix- 
ture without  leaving  the  seat 

This  adjustment  is  connecWd  directly  with 
the  needle  valve  by  means  of  an  eccentric 
in  the  mixing  chamber  (see  "8,"  chart  82) 
to  which  is  connected  lever  (B),  fig.  8. 
This  lever  is  connected  as  shown,  to  the  dash 
or  steering  column  control  by  a  flexible 
shaft  (W)  consisting  of  a  piece  of  spring 
steel  wire  numing  through  a  brass  tnba  (T) 
which  is  anchored  firmly  at  the  carburetor 
and  soldered  to  the  body  of  the  dash  or 
steering  column  control.  By  moving  lever 
of  the  control  the  steel  wire  moves  the 
lever  (B)  when  the  lever  on  the  daah  ad- 
jnitmant  is  pnlled  all  the  waj  np  it  moves 
the  lever  (B)  to  the  right,  or  away  from  the 
stop    (0). 

The  lever   (B)   turns  the  eccentric   ("8," 

chart   82),   thereby  lifting  tha  needle  Tatra 

and  increasing  the  tension  on  the  air  valve 

,^  .1.  J  w  J     11  •        .V      , spring  (O).     This  rives  a  very  rich  mixture 

for  starting  in  cold  weather  and  by  gradually  movin?   the   dash    control   lever   downward   the  adjustment 

can  ba  bronght  back  to  normal  while  the  engine  la  ninning  and  getting  warmed  np. 

This  adjustment  is  entirely  separate  from  and  independent  of  the  main  adjustments  on  the  carbure- 
tor, which  must  be  properly  set  before  the  dash  or  steering  column  adjustment  is  used. 

In  other  words  the  carburetor  adjastments  proper  are  made  at  (K)  and  (Y— chart  82)  and  after 
they  are  properly  set,  then  the  auxiliary  adjustment  can  be  used  to  get  a  rich  starting  mixture. 

To  adjust  the  carbnretor  (flg.  2),  turn  the  valve  cap  (K)  clockwise,  or  to  the  right  (right  meana 
rich)  until  you  can  turn  it  no  farther.  Then  turn  to  the  left  or  anti-clockwise,  (left  means  lean)  through 
one  complete  turn.'  Start  the  engine  and  then  continue  to  turn  (K)  to  the  left  or  anti-clockwiae  until 
the  engine  hits  perfectly  on  all  cylinders,  at  the  slowest  speed  possible.  Advance  the  spark  lever  two- 
thirds  or  three-fourths  the  way  on  the  sector  and  then  suddenly  open  the  throttle  lever  or  accelerator 
wide.  If  the  engine  back-fires  on  this  quick  acceleration,  turn  the  spring  adjusting  screw  (V)  up  until 
the  carburetor  works  perfectly. 

By  taming  the  screw  (V)  np  o  Inward,  you  turn  it  against  the  spring  (O)  (fig.  2),  which  ineraaaes 
its  tension  thus  preventing  valve    (A)    from  admitting  air  into  the  carburetor  too  freely. 

Turning  (K)  to  the  right  or  clockwise,  lifts  the  needle  valve  (I)  out  of  the  nossle  well  (G)  and  per- 
mita  more  gasoline  to  spray  into  the  mixing  chamber. 

Whan  yon  tnm  (K)  to  the  left,  or  anti-clockwlse  it  lowers  the  needle  in  the  noszle  and  abuts  off 
the  gasoline.  It  should  be  remembered  that  it  is  desirable  from  both  the  points  of  economy  and  power, 
to  drtra  tha  car  with  the  leanest  mixture  possible. 

Tfca  throttla  Talve  should  be  adjusted  so  that  when  the  hand  throttle  is  closed,  the  engine  will  Just 
mn  evenly  on  all  cylinders.  This  can  be  ascertained  by  the  regularity  of  the  impulses  in  the  exhaust 
when  both  the  spark  and  throttle  levers  are  set  at  their  lowest  positions.  If  the  engine,  however,  should 
mn  too  fast,  or  should  stop  when  the  throttle  is  at  lowest  position,  adjustment  is  necessary,  directions 
for  which  are  as  follows: 

laooaen  tha  set  screw  (X)  which  locks  the  adJuMung  screw  (T)  where  throttle  shaft  enters  car- 
buretor.    Place  throttle  in  lowest  position. 

Zf  angina  runs  too  faat,  unscrew  adjusting  screw  (Y)  so  that  butterfly  valve  in  carburetor  is  closed 
a  Uttle  tighter. 

Zf  angina  runs  too  slow,  screw  In  the  adjusting  screw  so  that  valve  is  held  a  little  more  open.  Lock 
adjuating  screw   (Y)   with  set  screw   (X)   after  adjustment. 

Vote:  Warm  air  pipe  aa  shown  in  flg.  4.  chart  78A  is  connected  with  (F),  flg.  2.  The  exhaust  gaa 
ean  be  connected  with  (6),  flg.  2,  similar  to  flg.  2.  page  157. 


QBABT  2fO.  n^-^ASx  Ooiitn>l  and  Adjustment  of  Model  *'B"  Schebler  Oarbnretor. 
Bchebler.  Indianapolis) — see  page  167  for  "adjustment  of  floats." 


(Wheeler    and 


S»«tlQii«l  Vl««  Modi!  "It^   S«li*bl«f  OtflittTtlor — Concentric  t^pe  floftt,  ibr^e  j«t  ^n^  Kprm^  adjuuiHl 

mtulUary    air    Istakt]    v&ive.     M^chnnkftUy    openttd    ne^dl^    vilve    with    tbrfl«    tpeed    ftdjmilm«iiii;      low, 

Ooimftct  cftrbiirator  to  Intake  plp«  lo  tkmt 
It  i«t«  »bi>iit  iix  tiicb«B  btlciv  bottom  of 
XMoUiiv  tank^  that  tbe  bowl  mmj  he  filled 
by  gF&vily.  For  b«iit  rccults^  the  CArbureior 
Khoutd  b«  at  cloie  to  the  cylinder  ma  possiib^B, 
ajid  is,  CB^e  of  multiply  cylii^ders.  equidi»tant 
ttom  e*ob  one.  Connect  ft  pipe  or  tube  from 
^aAolLne  tank  to  ucioo.  '*u:*  '  Pipe  to  be 
braaa  or  copper  aad  not  leM  tfaftn  H,^til€.b 
hole*  f . 

Be  ffure  pipe  ii  free  from  dirt — blow  ft 
out.  Contiect  the  hot  water  |ao1eet  with 
water  cifemlat^on  if  there  h  a  foree  cireu- 
latfon,  otherwlae  ft  bot  ftlr  plpt.  3o« 
ObftTt  78. 

Before  adjustitig  the  c&rbiiretor,  xnaJco 
sure  tliat  your  IgnlUoa  Is  properly  Um^ 
aad  that  you  have  »  good  liot  spark  at 
each  plug;  that  your  valvea  are  prop* 
erly  tim*d  and  seated,  and  that  all  con- 
nections between  your  intske  valvei 
and  carburetor  are  tight^  and  that  there 
are  no  air  leaks  of  any  kind  In  these 
connections. 

m  adjuatlng  the  carbur«t<ir,  trst, 
make  your  adji^tmentfl  ou  the  auxiliary 
air  valve  *'A*'  so  that  it  Beats  firmly. 
Model   L  Sehebler   Carburetor,  hut    lightly;     then     close    your     needle 

valve  by  turning  the  adjustment  screw,  "B,M  to  the  right  until  it  stops.  Do  not  use  any 
pressure  on  thib  adjustment  screw  after  it  meets  with  resistance.  Then  turn  it  to  the  left 
about  a  turn  and  a  half  and  prime  or  flush  the  earburetor  by  pulling  up  the  priming  lever 
^'C  and  holding  it  up  for  about  five  seconds.  Next,  open  your  throttle  about  one-third^ 
and  start  the  motor;  then  <f]oae  throttle  flligbtly    and    retard    your    spark    and    adjust 

throttle  lever  szrew  ^<F"  and  needio  valve  adjuiting  screw  '*B/'  so  that  the  motor  runs  at 
the  desired  speed  and  hits  on  all  cylinders.  '  .  * 

Aft«r  g«ttlnff  *  good  adjiutraont  with  tout  motor  nmnlng  ldl«,  do  not  touch  your  needle  vaUe  ad- 
^QXtment    afain,    but    make  intrridediale    and    hieh   epced  adiustuient  on   the   dial    **d*'    and    *"£-** 

Adjoat  pointer  oa  Ihe  flr»t  dial,  ''D,'  '  from  fl^niro  No.  1  toward  fifure  Ko.  3,  about  half  wajr  betw«e&. 
AdTftuce    .  ftpark  and  open   throttle   bo  thai  the  roller  on  the  track  rtmnin^  below  the  diala  ii  in  line 

with  the  Artt  dial.  If  the  motor  backflirei  with  the  throttle'  in  thia  po^ition^  and  th«  upark  Advanced, 
turn  the  indicator  ft  littk  inori?  Inward  0gure  Ko.  3r  or  if  the  mixture  ia  too  rich,  turn  the  Indirator 
bacrk  or  toward  fij^ure  No.  1  untU  yoii  are  efttUflcd  that  your  motor  ia  runaiiiE  properly  with  the  throttle 
In  thla  poBitiong  or  at  intermediate  ipeed.  Now,  open  the  throttte  wide  nad  mike  your  adJuitmeut  on 
your  dial  "K"  for  hiffh  spi-iMl  in  thia  same  manner  mn  you  have  mada  your  edjufitmenle  for  mtermediftt^ 
apeed   on  dial    **D,'" 

Note^ — ^We  Hnd  in  the  majority  of  eftiee  In  adjuiting  this  carburetor  the  tendency  ii  to  give  too  rich 
A  mixture.  We  t^u|EC?Bt  and  recommpud  in  ftdjuiitln;  the  carburetor,  both  at  low,  intermediate  and  high 
apeed,  yon  cut  down  the  fanoUnv  until  the  motor  begina  to  back  flr^,  and  then  in  ere  ate  the  aupply  of  fuel. 
m  noteb  at  a  time,,  until  the  motor  hitn  evenly  on  all  cylindera.  Do  nol  increaee  the  nupply  of  ^atoline 
by  turtiiiug'  Iho  needle  ralve  adjusting  srrew  more  than  a  notch  at  a  time,  in  your  tow-npeed  adjustment, 
•nd  do  net  turn  it  any  after  your  motor  hiti  regolarly^  on  all  cyllndprjf.  In  making  the  ad|ttBtmenta  on 
the  intermediate  find  hi|fh  npccd  dialu,  do  not  turn  ihe  pointen  moro  than  ooe-bali  way  at  ft  time  be- 
tween the  frraduated  divVRlonii  or  mark^i  »howii  on  the    diab. 


OBABT  NO.  84— The  Model  "L"  Schebler  Carburetor;   Hand  Controlled,  Meehanieallj  Opeiftted 
Jfm^d^e  Valve.  rSee  page  167  for  adjoatment  of  float.) 


CARBURETOE  ADJUSTMENTS. 


•BATfield  Principle. 

Ba^Hatd  e«r1)iir«tort  «re  mftde  In  two 
liyw;  mo<lel  O  «Dd  L^  the  difference  b*- 
l&f:  U^l  modttl  O  ll«a  •  w«ter<JRGket. 

la  both  mod«U  the  sir  Talre  adjasv 
ttWi  k«»  1m«ii  «ll]iiliiAt«d,  hi£b  and  low^ 
•p«fdi  »d[jQBtio«ntB  being  mftde  tbroufh  Uie 
•Qliirol  of  tb«  fueL 

Boib  modela  Ar«  of  the  twa<Jet  typ*, 
oo«  i«t  feAdins  al  low-speed  »Qd  both  Kt 
ycH-ipe^d. 

Yh«r«  sr*  thro*  air  op«nlDCt,  one  flxed 
Vd  o|»«rftting  io  eonjuoction  witb  the  low- 
ipetd  noztle  end  %h«  other  two  hsTinf  aa- 
liiBati«  reives  linked  together  and  op- 
mtUsg;   aimnitaneouBly. 

fn*  lilgU'raaM  uofide  li  eootroUad  by 

tfUclag  pin  actueted  hj  the  upper  au< 

alio  air  valve.  The  item  of  the  valvt 
la  connected  to  a  piston  working  in  the 
dmmh  (Kki,  from  which  a  passage  eommiini- 
«ai«a  with  the  float  chamber;  the  daah-pot 
«h*niber  bat  direct  connection  with  the 
hiffh-apeed   noxtle    (see  page   151). 

Whoa  the  throttle  it  opened,  the  ten- 
dvmej  of  the  air  vaW«  to  open  tuddeoly 
•nd  ozeeasivetyt  and  to  flutter.  i«  checked 
bj  the  dash-pot  piston,  which  at  the 
tane  time  force*  an  extra  supply  of  foel 
i&t«  the  noixle  and  enriches  the  mixture 
for  acceleration;  the  slow  opening  of  the 
air  Talre  increases  acceleration  by  cam- 
i&C  strong  auction   on   the  noxiles. 

Wben  adjusting  a  Eayfield  carbnrttort  b»ar  in  mind  that 
BOTH  ADJDSTMENT8  ARE  TURNED  TO  THE  RIGHT  FOR 
A  RICHER  MIXTURE  as  indicated  oo  adJostmeQl  screw  beada. 

Tha  Bl^lilold  daah  control  connects  with  carburetor  by 
wire.  When  properly  nsed,  will  render  easy  starting,  furnish 
m  richer  mixture  when  engine  is  iirold.  and  msintain  a  correct 
■IstBT*  under  Ihe  ejttreme  atmotpberio  chaogea. 

When  carbnretor  adjustments  are  once  made,  they  should 
tt««  ba  elianged*  as  the  dash  control  wll]  take  care  of  cold 
vasthar  at  wet]  as  cold  engine  conditions. 


▲^^Btop 

Turn    screw 
lower. 


tlirottlo  etigliM 


Bftialng  the  dash  control  lifts  the  spray  needle   and  sup- 
m   richer  mixture.     When    it    is   raised    full    distance,    a 
direct    passage    is     opened    permitting    raw    gasoline  to  be  drawn   from   fuel  chamber  of  the  oarbnrHMT 
Ibm  eo^se.     Control  button   (or  lever)  should  be  DOWN  for  running  except  when  a  richer  mixture  li  davlfvd. 

!%•  automatic   air  valve   should   be   closed    when  engine  ia  not  running  or  when  throttled  down. 

E«n«nbT  that  the  low  ipMd  adjustment  ia  to  be  used  only  when  en^ne  ia  running  idle  and  posl- 
ttrtly  mnat  not  bo  need  in  adjusting  high  speed.  Never  adjust  a  carburetor  uoieaa  ihe  «&|flQe  it  hot  utd 
Hkm  water  jacket  of  carburetor  warm. 

Adjimtiiiff  B&7lleld« 

Adjvitlzig  low  speed:  With  throttle  closed,  and  dash  control  down;  close  nosxte  needle  by  ttm* 
taif  LOW  SPEED  adjustment  to  the  LEFT  until  block  U  (see  cut)«  slightly  leavea  contact  with  the  eaai 
M.  Then  torn  to  the  RIOHT  about  three  complete  turns.  SI  tart  engine  (see  below)  and  allow  it  la 
rma  mntl)  warmed  up.  Then  with  retarded  spark,  ctoao  throttle  until  engine  mas  slowly  without  stop* 
piajf.  Now,  Vith  eni^ine  thoroughly  warm,  make  final  low  speed  adjustment  by  turning  low  speed  screw  to 
LXFT  aatil  angiue  slows  down  and  then  turn  to  the  RIOHT  a  notch  at  a  time  until  enrine  idlas  tmooth- 
ly,.  If  eagine  does  not  throttle  low  enongh,  turn  stop  arm  screw  A  (see  cat),  to  the  LEFT  until  it  mat 
b4  the  lowest  number  of  revolutions   desired. 

Adiustlnjg  hl^h  speed;  advance  spark  about  one-quarter.  Open  throttle  rather  quickly.  Bhoold 
■Bgine  back-fire,  tt  indicates  a  lean  mixture.  Correct  this  by  turning  the  HIGH  SPEED  adjusting  screw 
l#  1^  SIGHT  about  one  notch  at  a  time,  until  the  throttle  can  be  opened  qaickty  witbont  backfiring.  If 
'laadlitv^**  or  (choking)  is  experienced  when  running  under  heavy  load  with  throttle  wide  open,  it  fadi' 
loo  rich  a  mixture — this  can  be  overcome  by  turning  high  speed  adjustment  to  the  left, 

Ta  atart  angina  when  cold:     First:     Oloae  the  throttle  and  pull  dash  control  all  the|  way  up,  Seeond; 

a  engine  starta,  open  throttle  slightly  and  push  daah  control  one-quarter  of  the  way  down,  TUrd: 
Aa  angise  warms  up,  push  control  down  gradually  as  required.  When  thoroughly  warm,  puah  control  all 
tJha  way  down.     When  engine  is  warm  it  is  necessary  to  pull  dash  control  only  part  way  up  for  elartinf. 


eonnaction — is   conneeteil    with   suction  end  of  pump    (between  radiator  and  piuop).     Ha 

on  other  side  connects  with  water  jacket    of   engine   or   upper  water  pipe.     A  ahul  off   eodc  la 

fva^dad  for  hot  vrtather.     8oe  that  these  conuectiona  ara  made  in  aucb  a  way  that  water  will  b«  draiaad 
asl  af  earlmretor  jacket  when  system  is  drained. 

Attack  a  hat  air  stoTa  to  the  axhauat  plpa  and  connect  to  constant  air  elbow  of  carburetor  by  a  fias> 
IMa  tube.     Oonoectlona:    are   6/16  inch  outside   diameter  tubing   for   gasoline  and   water   connoctiona* 

no.  8&— Adjiurtme&t  of  Modal  **Q  mis*'  Bayfield  OArbuxetor. 

'Spceificatioas  of  Leading  Oars''   for  nsera.     Findeiaen  A   Kropf  Mfg.  Co.,  Chicago,  mannfaetorera. 
«n  manofacturcra  another  model  called  model    **M,"  wrtta  for  catalofua.     •Sea  also  paga  161.  tg,  t. 


DYKE'S  INSTRUCTION  NUMBER  THIRTEEN. 


^m       Undt 


SirfnnlMrg  Carburetor 
Models  L  and  M. 

Th*  nugurity  of  Stromberf 
cqidpped  c&ri  are  UAing  modvli 
L.  LB.  M  and  MB,  wbieh 
MTw  ail  called  the  "plftiu  tub* 
emrbiiz«tor/ '  principle  of  wbieb 
U  cxpluaed  oo  pafe  177. 

Tb«  Xi  «D(i  M  models  ar«  tb« 
•soie  carbnrertor.  except,  mod«l 
£i  has  »n  **<coiioiiLi2»r"  ae- 
tt«t».  Tfa«  L  Jk  M  are  uade  for 
wmVbctl  connection ■  to  uitak« 
mantfold.     See  6g%,  I  mad  2. 

The  LB  And  MB  modela  mrm 
of  Ihe  same  prtnclplo  u  It  H  V, 
except  they  are  made  for  hOt%- 
aoatal  eoonectio&s  to  latake 
ma&ifold.  Tbe  2iB  baa  tbe 
oconomlsor   iction,   tame  at   L, 

The  ecoaooiser  action  la  m 
roUovs  (fig.  1):  Tbe  blgb 
tpeed  g^kftohne  oeedU  (A)  U 
controlled  by  tbe  nut  (E), 
which  rista  on  lever  arm  at 
close  ^  throttle.     Wilh 

the  jrdioary  dririiic 

^uar.  TO  40  iiiile«  per 

hour;  the  rolkr  ^P>  dropa  btttt 
tbe  cam  notch,  which  portnita 
the  lerer  arm  to  drop  fro*  ao 
tbtt  (A)  de»cendi  to  real  &p«B 
the  ecoaomiaer  aut>  thus  lowering  the  needle  into  its  orifice  aad  partiallj  cutliog  off  the  gaioline  for  tboiO 
•peeda.  Tbe  amount  of  drop  can  bo  regulated  bf  tho  pointer  (L>.  which  then  actt  at  a  speeiai  aditiat- 
laent   for  tbe  greateet  possible  economy. 

Tbe  object  of  the  eco&ooiiEer  is  to  automalicslty  graduate  the  gaioUno  adjustmeot,  which  is  eoa- 
trolled  by  the  throttle.  As  throttle  is  opened  tbe  needle  (A)  ia  rabed;  aa  throttle  ia  closed  it  lowara. 
Tbe  amount  this  needle   (A>  can  be  raised  is  regulated  by   (L). 

To  adjast  tbe  economlxer  (see  fig.  t)  tbe  apark  should  be  fatly  rolarded  And  the  throttle  opened  to 
a  position  which  turns  the  engine  at  a  ep#e4  eorraaponding^  to  aboal  20  miles  per  hour  (m.p.h.)-  Tbo 
lever.  L  sboold  then  be  tet  one  notch  leaa  than  for  tbe  mixtura  on  which  the  onguie  will  run  eteadily. 
Under  ordinary  conditions  this  would  be  the  third  or  fourth  notch  of  (L)  fig.  t.     See  also  page  927. 


•AdJiuAmant  of  L  ft  LB. 
(II     Put   acoQomiier  pointer   in   fourth   notch. 
(2)      Open    throttle    to    a    position    wbicb    will 
it  20  miles  per  hour  on  a  level  road. 


(3)  Unscrew  the  high  speed  not  (A)  to  the  left 
(counter-clockwise)  until  engine  commencM  to  fall 
away  from  too  lean  a  mixture  i  then  giT«  ricbtr  mliLtare 
bj  turning  the  nut  to  the  right,  clockwise,  notch  by 
notch  uutil  a  point  is  reached  where  tbe  engine  giree 
tbe  beit  speed  for  that  particular  throttle  opening. 

(4)  Then  close  throttle  to 
idling  position  and  adjust  iht- 
Idle  screw  (B)»  fcrewm^  in 
ward.  To  the  right,  gives  more 
gaaoUne;    to    tbe    left.    less. 

(6)  The  daih  control  lever 
should  be  all  the  way  down 
and  tbe  air  horn  cam  plunger 
should  clear  the  oconomiser 
levor  10  that  this  works  freely 
as  throttle  is  opened  and 
closed 

Adjustment    of    M    ft    MB. 

(1)  Open  throttle  about  one-quarter  of  the  way.  which 
Will  giro  about  ^0  miles  per  hour  on  a  pleaanro  car,  (or 
one  third  gOTarnor  ipeed  on  a  motor  truclt). 

(2)  Opeo  idling  screw  <B>  from  its  aest  two  taraa 
ao  that  this  Gi.^2not  effect  the  high  speed  adjustments 

C2>  Adjuit  high  speed  needle  (A>  to  the  leanest  ad 
Juatment  wbicb  will  give  the  best  engine  speed  for  this 
throttle  position.  Inward  for  less  and  out  for  more 
gasoline, 

(4)  Ciose  the  throttle  gradually  and  tcrew  idling 
•crew  (B)  In  as  necesssrv  to  give  adjustment  for  low 
speed  and  idle.  Screwing  inwartT  right  band,  givaa  bot'^ 
gaeoliae:    outward   gives  lean. 

ThiM  ** plain  tube*'  principle  Is  alto  knu«ra  as  tbe  *'PUot*^  principle  and  is  further  explained  ob  pagea  177. 
lAB   and    ^^00. 


Fig.  2 — Stxoinl»arg  type  H  without  eeaa 
omiser.  Used  on  amall  4  eyliadef  ea 
gines  for  trucks,   tract  on.  etc* 


Xi  ft  M.     'Adjoat  only  wheii  eagiiit 


0EABT  NO,  M— The  StrtMnberg  ''FUin  Tube  Carbtiretor* 
ia  warm. 

Vala:   all  Stromberg  carburetors  are  supplied  wltb  bat    afr  attacbmenti,   similar  to  aae  described  ea  paga   Ifti, 

ftg.  l.     Also  «  temperature  regulstor   (Y»   shove    which    rinnciple    is    eiplsined    on    page    159,    fig.    2.     Sea    ataa 
Fi^a  927. 


Frlncipie  of   Stromberg    *' Plain   Tube"  Carburetor,  (Model  M). 
Tills  explanation  also  covers  znodei  Xi,  Lfi  and  MB,  except  the  econotni^r  actioD,  which 
la  explained  on  page   176. 

This  carburetor  Is  termed  a  ^*plaln  tube**  type,  because  the  whole  air  supply  is  taken 
tlirough  a  single  unobstructed  channel  of  fixed  size  through  the  jet,  Air  valves,  metering 
pins  and  dash  pots  have  been  dispensed  with. 

How  the  desired  mixture  can  be 
maintained  is  answered  in  the  principle 
of  introducing  a  small  amount  of  air 
into  the  gasoline  jet  at  (C)  before  it 
sprays  out  into  the  main  air  passage 
(E),  forming  what  is  known  as  an 
**alr  hied"  Jet. 

Action — the  easoUne  leftTlng  flosi 
chamber  (H)  through  (0  ftnd  H). 
rises  tbrough  a  verti<al  chiinuet 
CXj>  — '  not  ctemrly  ehown.  bat 
around  tuh«  <J).  Air  takea  in 
through  <0>.  diBcbarges  iuto  gftso- 
tine  channel  through  tinaH  holes  at 
bot(4)ni  of  pafisago  (0).  after  break- 
ing up  into  finely  divided  particlea, 
the  gaBoline  issues  forth  through  • 
number  of  small  bolea  or  jets  Into 
th«  high  velocity  air  atreaui  of  the 
■mall  renturi  (V).  This  gives  a 
coostaut  proportion  of  atr  to  gaso- 
Uno  and  atomiies  the  fuel  com- 
pletely* 

The  accelerating  veil;  to  aeeal- 
erate  or  speed  up  an  eogtae,  re- 
quires enrichment  of  the  mixture. 
Dath  pots,  metering  pini,  etc.«  have 
hertofore   been   used    for   thie   pur- 


pose, but  here  they  arc  dispeased 
vltli.  CouciLxitric  and  commuuicaiing  with  passage  (Xj«  which  conducts  the  gasoline  to  the  jet.  is  formed 
S  reserve  chamber,  or  *' accelerating  weir'  (F).  With  engine  idling  or  slowing  down,  this  well  fills  with 
gasoline.  »nd  whenever  the  venturl  auction  Is  increased,  by  opening  the  throttle*  the  level  of  gasoline  in 
thta  well  (F)  goes  down,  and  the  gasoline  thus  displaced  passes  through  small  hole  (O)  at  bottom  of 
veil  and  joins  the  How  from  (H).  on  up  (X),  out  (6)  into  jet.  thus  more  thati  doubling  the  normal  rate 
9t  feed.  * 

Xdllng-^This  is  where  tuba  <J)  action  cornea  io.  Note  that  (J)  is  not  Dientioued  up  to  this  time. 
When  throttle  is  closed,  gasoline  is  drawn  in  through  hole  (I)  at  bottom  of  tube  (J),  mixed  with  air 
taken  in  at  (P)  and  discharged  through  idling  jet  (L)  with  highest  degree  of  atomization.  due  to  the 
fkct  that  a  vacuum  of  more  than  S  pounds  exists  above  the  throttle  iT)  when  engine  is  Idling  and 
throtttf  closed. 

Am  the  Dirottle  is  opened  from  Idla,  and  the  engine  speed  increases,  more  gasoline  if  drawn  through 
10  and  H),  and  it  begins  to  discharge  into  the  amall  venturi  (V>,  as  well  at  though  the  jet  at  the  edge 
of  the  throttle.  Thus  the  gasoline  is  given  alternative  paths,  ao  thai  it  can  follow  Ibe  ona  leading  to 
lif  greater   suction. 

The  dixrerence  to  be  noted,  between  slow  apaed  and  high  siieed.  Is  that  the  flow  for  high  speed  it 
sot  up  tho  tube  (J),  but  through  pa&sage  (X),  out  (8)  into  jet.  For  Idlliig,  it  is  through  tube  (J),  out 
(L)   and  when  opening  throttle  from  Idling,  out  both, 

Tltore  are  two  Tentori  tubes;  a  small  one  (V).  and  a  large  one  (VI),  which  produces  a  very  high 
sir  velocity       (see   \tmgt   147   for  explanation  of  venturl.) 

Stromberg  Model  *'H/* 

Is  a  diiferent  principle  than  L  &  M«  It  would  he 
termed    a   compensating   type   carburetor. 

For  low  apeedi  the  gasoline  is  taken  from  sprajr 
nosxie  (0),  in  venturi  tube,  through  which  b6t  air 
passes.  RegulatJion  of  amount  or  gasoline  Is  hf 
needle  valve   {A), 

For  high  speeds,  the  noszle  in  center  of  air  valve, 
which  ia  aatomaticatly  regulated  by  opening  of  the 
air  valve,    thus   supplying   the   necessary   volume   of 

? vaseline  for  high  speed.  Adjustment  for  high  speed 
R  by  (B),  which  controls  the  amount  of  flow  of 
gasoline  on  high  speed  by  regulating  the  time  when 
the  needle  valve  begins  to  open.  Needle  valve  opens 
only  when  (B)  comes  in  contact  with  (X).  (B)  la 
raised  by  throttle  opening  at  high  speed.  Thera  ii 
usually  about  V&2**  clearance  between  B  and  X, 

Low  speed  adjustment  U  controlled  by  the 
n««dle  valTe  ''A..'*  If  too  rich,  as  indicated  by 
the  engine  •*rolling*'  or  **loading,"  turn  **A"  up, 
thus  admitting  less  gasoline  aod  making  the  mixture 
leaner.  If  mixture  is  too  lean,  turn  **A**  down» 
thus  admitting  more  gasoline  and  richer  mixture. 

High  speed  adJuatm«Dt:    Advance  the  spark,  opea 

the  throttle.     If  mixture  is  too  lean  on  high  speed, 

ftcrew    "B"    up   until   desired   results   are  obtained. 

If  mixture   is  too  rich,   screw    **B"   down, 

-—continued   on   page    178. 


csft: 


Stromberg  Model  H — with   vertical   connection. 


CHABT  NO.  86A — Stromberg  Carburetor.     Explanation  of  the  Model 
'*Pttof  Principle  of  Carburetor  and  Model  "H/'  Compensating  Type, 


*L  k  M/*  **Plaln  Tube"  or 


178 


DYKE'S  INSTRUCTION  NUMBER  THIRTEEN. 


— StromlMrg  modal  "H"— €ontino«d. 
VoolU:  B«fore  fihmging  a  nonla,  cheek  vp  eloeely 
on  the  ifnition  syitem,  examine  all  manifold  and 
ralre  head  connections,  for  air  leaki»  as  it  ia  ab- 
oolntelT  impossible  to  make  a  earhnretor  operate 
properly  if  the  ignition  is  not  in  food  eondition  or 
there  are  air  leaks  in  the  engine. 

If,  however,  with  the  engine  in  normal  condition 
it  ia  necessary  to  turn  needle  ralre  **A*'  down 
more  than  two  and  a  half  tarns,  and  still  engine 
vfU  not  idle,  it  indicates  that  the  primary  nosile 
Is  too  imall  and  that  a  larger  one  should  be  naed. 

Zf  it  ia  imposiUo  to  get  enoiu^  gas  on  high  apaed 
except  when  nut  "B"  is  so  high  that  there  ia  no 
clearance  at  *'X*'  on  idle,  a  higher  number  naedle 
shoold  be  used. 

If  too  much  gas  on  high  speed  when  nut  "B"  is 
tnmed  down  aa  far  as  it  will  go,  a  lower  Bomber 
should  be  used. 


To  change  the  primary  nouls^  take  oat  the  needle 
TalTO  **▲*'  and  remore  nosale  with  a  regular  screw 
drirer.  To  remore  taper  ralTO  on  high  speed,  pall 
np  steering  post  control,  unscrew  nut  *'B"  all  the 
way  and  lift  TaWe  out.  Thia  ralre  and  nut  "B" 
are  aasembled  together  and  ahould  be  wdered  ia 
that  way.  Do  not  attempt  to  take  thes»  apart  sr 
to  change  the  taper. 

Vorer  change  nossle  mora  than  one  sise  at  a 
time.  The  nossle  opening  gets  smallar  as  tha 
number  gets  larger;  thus — a  No.  69  is  smaller 
than  a  No.  68. 

High  apeed  needle  TaWes  deliyer  more  gas  as  the 
number  gets  larger;  thus — a  number  7  will  give 
more  gas  than  number  6. 

Always  install  carboretor  with  the  float  ithsmbsr 
towards  the  radiator. 

This  carburetor  was  used  on  1917  Harmon. 


1*CIMAEY 


MWU  SEAT 
BASH  POT 


6^s*%  ciOhrDOi 


Fig.  4 — ^There  is  only  one  adjustment 
and  that  is  the  metering  pin,  which  is 
interconnected  with  the  throttle.  Or- 
dinarily the  metering  pin  should  be 
two*thirds  the  way  through. 


Stromberg  model  HA — sectional  ilew. 


*8t6wart  Carburetor  (on  tlio  Dodge). 

On  the  Dodge  the  carburetor  (flgs.  4,  8)  is  on  left  side  of  engine, 
and  is  fed  from  a  Stewart  Tacuum  tank.  The  carburetor  is  sap- 
plied  with  a  hot  air  attachment  which  draws  air  from  arooad 
exhaust  manifold  to  air  inlet. 

Principle:  (flg.  8).  The  automatic  metering  TStra  (A)  rasU 
on  the  Talve  seat  (B)  when  the  engine  ia  not  running.  As  tha 
engine  begins  to  rotate  the  suction  of  the  pistons  raiaea  the  Tatre 
(A)  from  the  seat  drawing  in  air  around  it  (B  to  B)  as  Indicated 
by  arrows.  The  suction  also  draws  gasoline  up  within  the  Tslra 
stem  as  indicated  by  arrow  from  (B)  which  mixes  with  the  incom- 
ing air  in  the  chamber  (O). 

The  one  adjustment  of  the  Stewart  is  that  of  proportioning  Ite 
Tolnme  of  gasolina  to  the  air  admitted.    The  air  belnf  always  a 

■  *      •"le  TOiaaaa 


^9  t—Bom  tJk*  meUring  ptm  »  vcrin 
tU  mimtmr*  <«  th«  Hewrt.  Air  fttt 
«   9*M*9n   M  amuitf    tin 


fixed  factor  it  is  only  necesary  to  adjust  or  regulate  thi 
of  gasoline  admitted  which  is  controlled  by  meana  of  the  tapered 
metering  pin  (D). 
This  adjustment  is  made  when  the  engine  is  ninning  at  idling  spaod.  By 
turning  the  adjusting  screw  (on  "daah  control,"  see  lower  part  flg.  4), 
either  to  the  right  or  left,  raises  or  lowers  the  position  of  the  tapered  metering 
pin,  thereby  allowing  an  increased  or  decreaaed  supply  of  gasoline  to  be  drawn 
up  into  the  mixing  chamber.  When  the  proper  proportion  naa  been  detenalned 
at  slow  speed,  it  will  be  seen  that  aa  the  speed  of  the  engine  inoreaaea,  the 
automatic  metering  Talve  (A)  will  rise  higher  from  the  seat  (B)  and  away 
from  the  tauered  metering  pin  (D)  which  will  allow  a  greater  supply  of  both 
gasoline  and  air,  in  exactly  the  same  proportion,  be  admitted  to  the  cylinders. 
On  the  Dodga,  flg.  4,  the  tapered  metering  pin  is  snbjeet  to  oontrol  wItfelB 
flzed  limits  by  means  of  the  "dash  control"  ratchet^  (see  lowpr  part  of  flg. -4 
for  connection),  for  the  purpose  of  obtaining  a  rich  mixture  for  starung. 
Should  there  be  any  reason  for  «4iang1ng  the  ued  adjnstment  of  the  tapering 
metering  pin  (D),  it  can  be  done  by  turning  the  atop  screw  adjustment  an  the 
"dash  control,"  (see  lower  part  of  flg.  4).  Turning  it  to  the  xlghl  lowers 
the  positon  of  metering  pin  and  allows  mora  gaaoline  to  be  admitted  ta  the 
spray  nozile-— enriching  the  mixture.  Turning  it  to  the  left  raises  pin  and 
decreases  supply.     The  throttle  TalTO  is  in  top  of  carburetor,  (aee  flg.  4.) 


OSABT  NO.  87— Stromberg  Model  "H"— Continued.    Stefwart  Carburetor  on  the  Dodge  Oar.   (i 
page  162,  Addreee  of  Carburetor  Mannfaeturere.)   «see  also  page  788. 


CABBURETOR  ADJUSTMENTS. 


179 


Carter  agpanding  earkur§ter,  the  not- 
ate  of  tehieh  U  q  vertical  etandpipe 


The  Oartar 

cAn  scarcely  be  eaUod  » 
multipU-jet,  7«t  H  Is  » 
typical  expanding  deiign. 

The  iUoitration  ihows 
why  it  ia  inelolded  In 
thii  elassiflcation  In 
that  iti  nossle  ia  a  rer- 
tical  itandpipt  in  the 
wall!  of  which  are 
drilled  Tariooe  holea  In 
the  form  of  an  aacendliiff 
■piral  and  out  of  eaeh 
hole  the  gasoline  iaauea. 
At  low  speedi,  when  the 
gasoline  is  drawn  lo 
only  a  moderate  height 
in  this  standpipe.  the 
fael  iasnes  from  but  few 
of  the  lower  holea.  Aa 
the  gasoline  riaea  higlMT 
in  the  atandpipe  at  U- 
termediate  speeds  It  Ia- 
snes from  more  of  the 
openings;    and    when    it 

riaea  atiU  higher  at  high  speeds  yet  more  of  the  openings   are   brooght   into   operation.     The   main  ^ 

•paning  Is  in  a  rertical  tube  surronndlng  this  stand  pipe  so  that  the  inmshinc  air  passes  along  the  pipe 

excepttag  at  the  lower  end.     There  Is  an  anziliary  air  ralve.     The  nipe  or  multiple  Jet  tube  B  ean  be  an- 

screwed  by  the  knrled  head  D.     Heated  air  can  be  drawn  In  at  the  side. 

At  O-^ir  enters:  the  amount  is  controlled  by  the  Uttle  throttle  shown.     Still  more  air  ean  paas  into 

earburetor  from  the  air  TaWe  on  the  left  side,  this  supplementary   supply   passing   upwards   after   mixing 

with  the  warm  air. 

The  Marvel  Oarbuzetor— (used  on  Bnick  and  Oakland  34B). 
The  Xarrel  model  E  is  a  double  Jet  type  whone  special  feetare  b  tba  applieattoa  of  eiheust  heat  U 

a  Jacket  surrounding  the  throttle 

chamber  and  renturi  tube,  amount 

af    heat   being   automatically    con- 
trolled   by    the    throttle    opening. 

Ontalde   the   float   mechanism   this 

earburetor    has    but    one    moring 

part,   the  auxiliary  air  ralre. 

Two  jaU  are  ased,  a  primary 
low  speed  jet  and  a  secondary 
high  speed  Jet  which  Is  brought 
into  action  by  the  opening  of  the 
auxiliary  air  raWe. 

When  the  engine  is  idling  the 
hinged  auxiliary  air  ralve  rides  on 
Its  seat  against  bore  of  mixing  chaxnbflr>  tbai 
doeing  off  the  air  passage  past  the  tall  high 
speed  jet  in  this  part,  rendering  It  i^eff«c- 
thre.  At  this  time  the  air  passes  up  throutb 
the  small  Tcnturi  surrounding  the  low  speed 

Am  the  saction  of  the  engine  Inereasefl  the 
saxillary  air  vaWe  is  opened  ag&iait  the 
spring  pressure,  and  the  second  ict  eomei 
into  action. 

A  Choker  Talre  in  tha  main  air  entrance 
sUews  a  rich  mixture  to  be  obtained  tor 
nartlng.  This  device  may  be  coaLroUed 
from  the  dash  so  that  when  engine  is  cold 
It  may  be  closed  to  prevent  back  ires,  end 
gradually  opened  up  as  engine  warms  up. 

Tha  feature  of  this  carburetor  prariously  mentioned  is  tha  exhaust  heated  jacket.  The  heat  is  con- 
trailed  by  a  damper  connected  to  the  throttle  lever,  which  damper  can  be  set  to  give  any  degree  of  heat 
deeired.  This  is  of  particular  importance  as  the  qaality  of  gasoline  is  yearly  becoming  heavier  and  heavier. 
This  heat  damper  therefore  can  be  set  to  admit  sufficient  heat  to  secure  good  vaporisation  of  such  heavy 
fial  on  low  throttle,  and  then  as  throttle  is  opened  the  heat  is  automatically  cut  off,  thua  insuring  maxi- 
■UB  power  at  the  higher  speeds  where  heat  is  not  necevsary  to  good  carburetion. 

By  such  an  application  of  heat  the  entering  air  is  not  preheated  and  this  naturally  results  in  greater 
thermal   efficiency  and  power  due  to  a  maximum  cylinder  filling  at  each  stroke  of  pistons. 

Adjuatmant;  sUrt  by  turning  needle  valve  *'A"  to  the  right  until  it  is  completely  closed.  Then 
idjuat  the  air  adjustment  *'B"  until  the  end  of  the  screw  is  even  with  the  end  of  the  ratchet  set 
i^faig  above   It. 

Next  open  '*A*'  (gasoline  needle)  one  tnm,  start  the  engine  as  usual,  using  the  strangler  button  (8) 
ta  set  a  rich  mixture  at  first.  Allow  engine  to  settle  and  warm  up;  then  gradually  cut  down  on  "A," 
OBtU  angine  runs  smoothly. 

Maxt  turn  air  screw  "B"  to  the  left,  a  little  at  a  time,  until  engine  begins  to  slow  down.  This  In- 
dieatea  that  the  air  valve  spring  is  too  loose.  Turn  it  back  to  the  right  just  enough  to  make  the  engine 
raa  welL 

To  taat  the  adjustment,  advance  the  spark  and  open  the  throttle  quickly,  the  engine  should  "take 
hold"  inatantly  and  speed  up  at  once.  If  it  misses  or,  *'pops  back*'  in  the  carburetor,  open  needle 
▼alva  "A**  slightly  turning  to  the  left.  If  this  does  not  give  results,  the  air  screw  "B"  may  be  tight- 
aned  a  little  by  turning  slightly  to  the  right.  It  should  bo  borne  in  mind,  that  the  air  valve  should  be 
carried  as  loosely  aa  poeaible.  and  that  the  adjustment  for  "pick-up"  may  be  obtained  by  carrying  mora 
gia  with  needle  vaWa  "A"  rather  than  to  tighten  up  the  air  valve  too  much. 

The  best  poaalble  adjustment  is  secured  when  air  adjustment  "B"  is  turned  as  far  as  possible 
to  tha  left  and  needle  valve  "A"  to  the  right,  providing  the  engine  runs  smoothly  and  picks  up  quickly 
whaa  the  throttle  ia  open.  The  speed  of  the  engine  is  governed  by  the  small  set  screw  in  the  throUle 
step.     If  the  engine  runs  too  fast,  turn  screw  to  the  left,  if  too  slow,  turn  screw  to  the  right. 


OHABTKO. 


Carter  Oarbnretor.  Tbe  Marvel —    (gee   addressee   of   manufacturers   on   page   161). 


DYKE^S  INSTRUCTION  NUMBER  THIRTEEN. 


Tbtt  Master  Cvbuieter  1*  &  OoncenAzie  Float  T^pg  with  «  rotary  throttle  tad  borUontal  fuel  distHba 
ter  eztendicic  Mcroas  the  air  pafisase. 

E«f«rrlnff  to  the  Sactlonal  Vlaw,  the  fuel  distributer  extending  across  the  air  passage  is  showo  at  0. 
Tbii  has  a  uumber  of  (.msU  holes  drikled  along  its  length,  and  th«  lower  opening  H  in  the  rotary  throttto 
D  la  so  shaped  un  to  uncover  more  and  more  of  theac  holes  as  the  throttle  is  opened  «  At  the  same  time, 
dne  to  a  simtl«ir  opening  H  in  the  upper  surface  of  D,  an  increasing  amount  of  gs«  is  admitted  through 
the  intalce  O.  Thus  the  fuel  supply  i&  mechanicslly  apportioned  in  accordance  with  the  throttle  open- 
ing. 

When  the  Throttle  is  Wide  Open  there  are  no  restricted  paasages. 

The  Air  Enters  through  the  Intake  A  end  minces  with  the  fuel  issniaf  from  the  small  holei.  asd 
'passes  on  to  the  engintu  through  the  openings  H  and  H'. 

The  GasoUse  gets  to  the  Dlstrlbiiter  tHrough  the  Passage  P  from  the  float  chamber.  A  common  anpply 
tube  running  aloof  the  Jower  part  of  the  distributer  takes  cate  of  eech  individual  distributer  tube. 

One  Jet  for  Idling.  When  the  throttle  is  closed,  there  ia  still  ote  distributer  hole  uncovered  which 
admits   sufficient   fuel    for   j^low-speed   or   idling. 

To  fieiplate  the  Air  Supply  and  thus  control  t1-e  mixture,  the  air  damper  B  is  placed  in  the  air 
passage.  Thi«!  is  eimpiv  a  flat  piece  of  metsl  arranercd  to  swing  about  its  ba»e  so  as  to  shut  off  any 
part  of  the  air.  As  shown,  it  ie  set  for  a  rich  xnbttore,  whereas,  if  partly  open,  the  proportion  of  air 
would  be   greater.  _^  . 

THE    MAYEB    CABBUBBTOK    {Example   of 
Model  u&ed  on  the  Saxon.) 

Oarburetor  Actloa:  The  float  cbambir  main- 
tains  a  constant  levfl  or  sopplj  of  gasoline  for  ihe 
motor.  Gasoline  flows  from  the  feed  pipe  through 
an  intake  plus  (F), thence  through  the  float  valre 
and  Into  thft  float  chamber  <0).  A  cork  float  (F) 
raises  or  lowers  the  float  valve,  cnut  regulating 
the  incoming  flow  of  gasoline  in  proportion  to  the 
supply    in    the   float    chamber. 

After  leaving  the  float  rhambor  tbe  gaaollne 
passes  through  a  nozzle  (K)  from  which  it  It 
sprayed  in  a  fine  stream  into  the  mixing  chaipber. 
The  quantity  of  gasoline  passing  through  the  nosile 
it  regulated  by   ihe    "needle  vaWc'*    (E)<> 

The  suction   created  by   the  downward  motion  of 
the  motor  pistons  draws  air  into  the  mixing  cham- 
ber   AM)     through    tbe    primary    ana    auxiliary    air 
inlets.      This    air    Hows    into    the    mixing    chamber 
around   the  nozile  and  picks  up  the  gasoline  which 
leaver  the  nozzle  in  tbe  form  of  a  spray.     Thus  ihe 
action    of   the    mixing   chamber    is    not   unlike    that 
of   an    ordinary    atomiser    in    which    the   air«    forced 
from  the  rubber  bulb»  picks  up  a  eenam  amount  of 
the  H«|oid    in   the  bottle   and    sprays   it   out    in    the 
form  of  a  flioe  vapor. 
At  the  front  end  of  the  carburetor  la  Ihe  aujtiliary  air  inlet  (I).     At  low  speeds,  wben  only  a  amall 
amount  of  air  is  being  drawn  through  the  carburetor,   the   «prinit    iJ)    holds   this   valve  almost   shut.     At 
the  speed   incre&<ies  and  more  air  is  needed^  the  suction  dra^s  the  valve  further  open,  admitting  more  air 
and    automat jcfilly    producing   the    correct    mixture    for  all  motor  speeds. 

When   Adjustments   are   Necessary,   observe   the    following  instructions: 

Adjust  float  (F),  which  is  right  when  about  9/16  in.  from  top  ol  float  chamber,  or  when  tn  aboQt 
the  third  groove  on  float  valve  stem. 

Slow  Speed  Idling:  Throttle  valve  (T>  should  be  adjusted  at  (A),  to  get  proper  speed  for  idling* 
The  needle  valve  (R)  is  adjusted  only  to  get  proper  mixture  at  low  speed.  The  auxiliary  air  adjnalment 
(L)  takes  care  of  hi^b  speed. 

Hlgli  8pe«d  Adjustment:      ^'ith  the  needle  valve  adjusted  for  proper  mixture  at  low  speedy  tbe  onljr 


a^jtistment  required  for  high  speed  may  be  mede  from  the  dash,  by  means  of  dash  adjustment,  whicJi 
operates  cam  lever  (L).  For  less  air,  puU  the  dash  adjustment  out.  It  is  advisable  to  use  as  much  air  as 
possible,  as  this  pives  boat  economy, 

Basy  Starting:  To  start  the  motor,  cloee  staritog  valve  (S),  which  is  operated  by  rod  running  to 
front  of  radiator,  crank  motor,  and  open  starting  v»Ito  immediately.  In  starting,  during  cold  weather. 
with  the  motor  cold,  the  air  can  be  cut  down  to  iuit  conditions,  then,  after  motor  is  warmed  up.  the 
air  may  be  readjusted. 

If  the  weather  is  cold  or  extremely  humid,  turn  the  needle  valve  (R)  at  bottom  of  C4^b&retor  to  the 
1«ft  for  more  gas,  while  the  motor  is  running,  until  it  Area  evenly  under  load  or  while  the  car  is  in  motion. 
Too  rich  a  mixture  will  be  distinguishable  by  black  smoke  from  the  exhaust.  Too  light  a  mixture  will 
cause  uneven  flring  of  the  motor. 

If   the  weather  is   hot  or   extremely   ary.   readjust   needle   valve,   turning  to  right   for  less  gaa« 


CHAET  NO.  ao—Tbe  Master  Csfbnretor.     flii  Mayer. 

Master    Carburetor   Co.,    Detroit.    Ma>er    Cartruretor    Co.    Buffalo.    N.    Y. 


CARBURETOR  ADJUSTilENTS. 


tirt*  f«jioiin«    from   woll    (J),    in- 
of    float    chamlt«>r. 


:^to 


^£3 


Principle  of  tli«  SSenlUi  Carburetor. 

We  shall  f  rst  cooslder  a  simple  type  of  carburetor  or 
mixing  valve.  This  consists  of  a  single  jet  (G),  placed  in 
the  path  of  the  Ineomiug  air,  and  fed  from  tbe  usual  float 
chamber   (F),  see  fig.  1. 

As  the  speed  of  the  engine  IncrcaseHi  the  flow  of  tbe 
air  increases,  but  the  flow  of  gasoline  from  the  jet  in- 
creases faster,  causing  the  mixture  to  become  richer  and 
richer.  The  mLcture  is  practically  constant  only  between 
narrow  limits  and  at  very  high  speed. 

A  second  type  of  carburetor  (fig.  2),  is  shown  in  which 
the  spray  nozzle  receives  its  gasoline  from  the  well   (J). 

The  gasoline  in  the  well  is  fed  by  gravity  only  through 
compensating  jet  (I),  and  is  not  affected  by  the  suction, 
as  the  well  is  open  to  atmospheric  pressure.  The  flow  of 
gasoline  is  therefore  constant  at  all  engine  speeds,  while 
the  flow  of  air  increases  with  the  engine  speeds,  the  mixture 
also  becomes  poorer  and  poorer  as  the  speed  increases. 

It  will  readily  be  seen  that  the  second  type  produces 
the  opposite  effect  from  the  first,  while  a  combination  of 
the  two  is  shown  in  fig.  3^  will  result  in  a  constant  mixture, 
when  jets  arc  j-roperly  chosen. 

This  construction,  further  illustrated  in  fig.  4,  admits 
of  the  addition  of  the  priming  tube  (J)  extending  into  the 
secondary  well  (P)  nnd  opening  at  the  point  <U)  of  tbe 
closing  butterfly  (T).  With  the  butterfly  partially  open, 
the  suction  at  this  point  (U)  is  powerful  and  drawe  the 
well  full  of  gasoline  Into  the  cylindera,  effectively  priming 
the  engine.  Also  by  the  introduction  of  this  secondary 
well,  which  measures  the  gasoline  used  in  running  idle,  m 
perfect   mixture  is   obtained    at    very   low  engine   speeds. 

The  level  of  the  gasoline  in  the  float  chamber  is  eet 
at  the  factory  and  need  not  be  changed,  but  in  case  it  doea, 
the  gasoline  level  is  as  shown  on  page  168. 

Causes  and  Eemedy  of  Troubles. 
The  matter  in  this  page  as  well  as  the  adjustments  on 
page  182,  refer  to  all  types  of  Zenith  Carburetors. 


»TI 


3.     A  combiiiQiion  of   1  mid  2 

[if  engine  does  not  slow  down  or  idle:     If  en- 

Be  ** lopes/*  tha{  is  speeding  up  and  slowing 

as    if    fitted    with     governor;     evidently 

much  gasoline— (Is t)   adjust  air  screw  (O). 

Ind)  Ipok  for  air  leaks  at  manifold  and  other 

iiiits,    S^e  that  jets  are  tight  on  seat,     (3rd) 

%ter    accumulation    in    the    passages;    remove 

'&g»  under  carburetor  and  clean  (I)  and  (G), 

aft  does  not  pull  properly  going  up  hill: 

engine  cold,  insufficiently  heated.     (2nd) 

too  lean  or  too  rich   (irregular  running 

dis  In  latter  case)   try  a  larger  and  smaller 

Btating  jet  (I),  using  the  one  which  gives 

suits*     Also   jet    (G)    and    corresponding 

ehoke  tube. 

If  the  car  does  not  attain  Its  proper  speed: 

ilnf.  \  inlxtur**  too  lean;  try  adjusting  slow  speed 

\  try  larger  main  jet  (G).    (2nd) 

;h,  try  regulating  air  intake  at  Z 

2,  page   159)*     If  chronic   try  a  smaller 

Lin  jet   (G). 

Wb«S    Iryitig   1   ii«w   jet,    the   choke    tuhe    (X)    must 
Jlie   W    Chftttftd.      Choke   can    be   removed    from    uppei^ 
1   •!   I>srr«]    by   Ttmoyiaf  *crew    (XI)    sad   throttle 
#.     If  ilttrk,  remove  c»p  and  jet  at   lower  part  of 
<rl0r  an^l  uf<*  a  brat^i  rod  to  drive  it  out. 


CI 


Ni, 


R 


i:?-'' 


Pi|:.     4.     Zenith    carburetor    for    4 
e  cylinder  en^ne. 


I 


HO.  90— Tlie  Zeaitll  Oarbnretor:     Principle.     See   page   159    for   the   Temperature   Begn*^ 
«sed  with  this  carburetor.     Also  refer  to  index  for  •* Specifications  of  Leading  Cars"  for*' 
(Zenith  Carburetor  Co,,  Detroit,  Mich.) 


DYKE'S  INSTRUCTION  NUMBER  THIRTEEN. 


Flgnxe  6«     Zenith 
"V"   type  engine. 


Duplex"    Oarlmretor  for 


AdJasttnenU  of  the  Zenith:  There  ere  but  two  *d 
InetmeDU  on  the  Zoalth,  These  edjustmeote  ere  pro- 
Tided  to  properly  •*itlle"  the  eoipoe.  With  the  ^Ter- 
Me  cerbaretor,  if  maximum  apeed  u  detired  proper 
idling  at  slow  speed  is  sftcriflced  or  vice  vena.  B7 
meens  of  edmittiog  mors  or  less  sir,  however,  tbrough 
the  em»l]  slow  speed  Adjusting  screws  (0)  the  Zen- 
ith carburetor  will  idle  without  "chokiog*'  end  "lop- 
ing' '  mad  yet,  the  maximum  speed  can  be  obtained — 
I»roTiding.  of  course,  the  main  Jet.  compensator  and 
choke  tube  are  the  proper  iize. 

By  referring  to  the  il lustration  fig.  d  it  will  he 
obserYed  that  a  small  amount  of  air  is  admitted  over 
and  abotp  the  mixture  through  the  ptn^  (J)  that  is 
fed  from  the  idling  well.  After  the  engine  is  speeded 
nil   the   mixture   is  drawn   through   tho  main   jet. 

There  ore  three  ports  which  mnjt  he  of  the  correct 
•tM«  The  choke  tube  (X),  main  jet  (G),  compen- 
oaf  or  (I).  The  size  it  dttermioed  hy  the  manufac- 
filler*  according  to  the  type  of  engine;  four,  six  or 
eight  cylinder,  bore  and  stroke.  After  once  being 
iited  to  carburetor  then  there  are  no  other  adjust' 
ments  except  the  stow  speed  valv«  (O)  as  mentioned 
Above. 

If  the  choke  tube  la  too  large  the  pick-up  will  be 
defeetive  and  can  not  be  bettered  by  the  use  of  a 
larger  compensator.  Slow  speed  running  will  not  be 
Tory   smooth. 

Zl  th«  choke  tube  iJ  t4^o  ammU.  The  effect  of  a 
■mail  choke  ia  to  prevent  the  engine  from  taking  a 
full  charge  with  the  throttle  opened  fully.  Tlie  pick- 
up will  be  very  good,  but  it  will  not  be  possible  to 
get  all  tho  speed  of  which   the  car  ii  capable. 


^2 

Figaro  6,     Sectional  Titw  of  Zenith  OmploL 
A^Main  air  intake,  con-    L — ^Lower  plug, 
nee  ted     by     fiexible 
tubing    to    take 


atr 
from  around  the  hot 
exhaoat  pipe,  O^' 
float  cover.  01*— 
Needle  valve  cap. 
By  nnsorewing  thia 
the  float  can  be  op- 
erated for  priming 
if  neceasary.  D — 
Connects  to  gaeo- 
Une    supply. 

Dl — Filter  ecreen. 

D2— To  drain. 

E  — *High  epeed  gas 
opening. 

El — Main  jet  aet  screw, 

F  —Float    (metal). 

Q  ^Main   jet. 

QZ — Needle  valve  eoIUr. 

H  — Gap  fel. 

I    — Oampeniator. 

J    — Priming      ping      in 


idling  well. 

K  — Low      epeed 
opening. 


get 


N — Seat  of  alow  speed 
adJuBtment  screwa. 

O— Slow  speed  adjast- 
ment  screws, 

R — ^Spring  to  hold  floftt 
cover. 

S — Needle  valre  teal. 

T— Butterfly  IhrotUe 
valve  which  la  oper- 
ated by  Tl,  which 
i  s  connected  h  j 
throttle  rod  to  ac- 
celerator orf  hand 
throttle  lever  on 
steering  wheel.  The 
opening  of  T,  wheo 
closed  tor  idling,  is 
regulated  by  the 
stop  and  two  »et 
Screws  shown  to  the 
fide  of  Tl. 

Tl — L  ever  operating 
throttle  butterfly 
valve. 

X — Oboke  tube. 
XI — Screw      holding 
choke  tube  in  place, 


If  Vm  main  Jet  la  too  large.     At  high   speed  on    a  level   road   it  will   gii 
rich    mixture;    irregular    running,    characteriBtio    smell  from  the  exhauet,   firing  in  %h€  muffler,   sontlng  up 
at  the   apark   plugs,   low   mileage.     The   influence   of  the  main  jet  is  mostly  felt  at  high  tpeedi. 

If  the  Doln  lei  is  too  small.  The  mixture  will  be  too  lean  at  high  epeed  and  the  ear  will  not  attain 
its  maxiraom.  There  may  be  back  firing  at  high  speed*  but  this  is  not  probable,  especially  if  the  chok« 
and  main  jot  are  according  to  the  factory  setting.  Thla  hack  firing  ia  more  often  due  to  large  air  leuku 
la  the  intake  or  valves  or  to  defect  in  the  gaaolme  line. 

The  compenaator  (1) :  From  the  explanation  of  the  Zenith  principle  given  on  page  181,  It  *• 
readily  noted  that  thi^  influrncf*  of  the  compensator  is  moat  marked  at  low  speeds.  The  compenaator 
alxe  ia  best  tried  out  on  a  hill,  as  regular  as  possible  and  as  long  as  possible,  and  of  such  a  slope  that 
the  engine  will  Ubor  ratlier  hard  to  make  it  on  high  gear.  A  long,  even,  hard  pull  of  this  sort  toxei  the 
efficiency  of  the  compensator  to  the  utmost,  and  will  indicate  readily   the  conrectneas  of  ita  adjustment. 

If  the  compenaator  is  too  Urge.  Too  rich  a  mixture  on  a  bard  pull.  It  will  give  the  aame  indieution 
a«  for   rich   mixture  at  hisrh   speed   00  the  leveL 

If  the  compenaator  la  too  smoU.  Too  lean  a  mixture.  Liable  to  miaa  and  give  a  jerky  aeilOQ  in  the 
e^r,  on  a  hard  pull. 

Bemark:  When  trying  out  or  fitting  new  jets,  ete..  teeta  ahould  be  made  ayttematically,  flrat  atort- 
ing  the  main  jet.  then  the  compenaator,  then  the  choke.  Bear  in  mind  that  when  the  choke  ia  tncreeaed 
the  main  jet  shotitd  be  Incre&Bed.  Water  in  gasoline  will  sometimes  lodge  in  tube  (J)  and  prevent 
proper  idlinj;.  Remove  and  cl^an.  Tliis  ii  a  common  trouble  nnteaa  a  strainer  Is  used.  Temperatur* 
regulator  tn>«  used  on  the  Zenith  U  shown  on  pape  1&9.  fig.  2. 


CBABT  HO.  91— Thfl  Zenith  ''Dnpl«x* 

and  Airplane   Engines. 


Oftrbtiretor  (vertical  type)  u  used  on  V-trpe  Aatomobili 


CABBUKETOK  ADJUSTMENTS. 


188 


Tb6  Hndaon  Oaslraxetor 

If  Ulnstratad  below.    The  carbnretor  li  of  the  "metering  pin"  type,  also  eaUed 
•..-C"  P^    A.  fig.  1,  is  the  meaearing  pin,  which  ie  controlled  by  a  email  lever  eonneeted 
with  the  "gasoline  feed  regulator  lever.''     This  lever  is  connected  with  a  lever  on  the  dash 
iHiieh  "measures  out"  the 
gasoline  to  be  fed.  A  study 
of   fig.   1,  will  make  this 


The  air  entering  carbure- 
tor is  also  eontroUed  by 
"air  lever''  on  dash.  Note 
in  fig.  1,  the  body  of  c&r- 
boretor  is  not  abown,  but 
is  illnstrsted  ieparately  m 
figs.  Z  and  2. 


Instructions  for  Assomblinf  Msasuring  Pin 
and  Piston 


IMN>IITANT 


VkMIH  AtMMMilNe  HCTINIMO  PIH  AND  ACkO  TnC  AIM  SILL  TO  Ti 
rMMOTTLt  •OOV  •!  MHB  TMC  AHMOW  ON  THl  BCkl.  »Om'» 
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noat 
ism  of  the 
Tillotson  car- 
bnretor, used 
on  tho  Qrer- 
land:  Not« 
leTol  of  gaso- 
line. 


Used  on  the  Overland  engine  is  illustrated.  It 
may  be  termed  a  double  jet,  variable  venturi  car- 
buretor. 

A  uniform  partial  vacuum  is  maintained  at  the 
fuel  nozzle  by  two  flexible  reeds,  which  are  mounted 
in  a  cage,  so  designed  that  the  maximum  opening 
gives  the  required  volume  for  maximum  speed. 

When  the  reeds  (flg.  2)  are  closed  they  cause  the 
highest  possible  vacuum  at  slower  eng^e  speeds. 

The  reeds  open  and  close 
according  to  the  speed  of 
engine.  These  reeds  are  so 
placed  that  as  they  move 
they  form  a  virtual  vari- 
able venturi.  A  secondary 
nozzle  comes  into  opera- 
tion at  higher  speeds  and 
is  not  in  use  at  the  lower 
speeds. 

Adjustment;  there  is  but 
one,    which    is    the    needle  C?5r  * Tp//  f'/r^^/r. 

valve.  High  engine  speeds 


VO.  •IB— The  Hadson  Oarboretor— metering  pin  type.    The  Overland  Oarbnretor  (Til- 

lotMB). 


184 


DYKE'S  INSTRUCTION  NUMBER  THIRTEEN. 


SLOW  SPCrD  All?         THl?OTn,C 
AVtjUSTHLNT^  STOP  SCPCU^ 


Acljasting  Jolmson  Carburetor  (old  style). 


Indications  of  adjustment:  (A) — lean  mixture; 
(B) — engine  difficult  to  start;  (0) — **popping- 
baek"  on  quickly  opening  throttle;  (D) — engine 
knocks  when  throttle  is  opened  quickly;  (E) — en- 
gine will  not  idle. 

Many  mechanics  can  adjust  this  carburetor  for 
high  speeds  but  sometimes  find  difficulty  in  ad- 
justing for  low  speeds  or  idling. 

Tbe  correct  procedure  of  adjustment  is  as  follows: 

(1) — retard  spark. 

(2) — close  the  slow  speed  air  adjustment  screw 
(fig.  1). 

(3) — warm  engine. 

(4) — see  that  the  intake  pipe  manifold  where  it 
connects  to  carburetor  flange  does  not  leak 
air.  Sometimes  a  water  jacketed  intake  mani- 
fold will  become  "air-locked"  and  water  will 
not  circulate,  depriving  it  of  heat.  Open 
"plug,"  as  per  fig.  lA,  page  157. 

(6) — accelerate  engine  by  opening  and  closing 
throttle  rapidly.  If  mixture  is  too  rich,  ac-  t 
coloration  will  be  sluggish;  if  too  lean,  it  will 
"pop-back"  considerably.  The  spray  needle 
adjustment  should  be  set  between  these  two 
points. 

(6) — retard  the  spark  and  close  the  hand  throttle. 
Adjust  the  throttle  stop  screw  until  the  en- 
gine runs  very  slowly  regardless  of  whether 
it  operates  evenly  or  not. 

(7) — open  the  slow  speed  air  adjustment  until  the 
engine  idles  evenly  if  possible.  If  it  runs 
too  fast  close  down  the  throttle  stop  screw. 
The  adjustments  on  the  stop  screw  and  the 
low  speed  screw  should  be  made  simultane- 
ously. 

(8) — it  may  be  found  that  the  low  speed  air  ad- 
justment cannot  be  opened  at  all.  In  this 
case  the  low  speed  mixture  is  too  lean. 
Possibly  the  low  speed  air  adjustment  can 
be  opened  more  than  3%  turns,  when  the 
mixture  is  too  rich.  Do  not  touch  the  spray 
needle  setting,  but  proceed  as  follows: 

(9)— disassemble   the   carburetor.    A   small   ring, 


shown  (fig.  1)  is  attached  by  two  lu 
what  is  known  as  the  lift  plate.  This 
is  somewhat  curved,  and  if  the  slow 
air  adjustment  can  be  opened  more 
3%  turns  without  obtaining  good  idling 
curve  is  excessive  and  the  ring  shoul 
slightly  flattened. 

(10) — if  on  the  other  hand  the  air  adjustment 
not  be  opened,  the  ring  is  too  flat  and  s 
be  slightly  curved.  The  standard  setti 
%2  ^^'  from  the  edge  of  the  ring  to  th 
plate  to  which  it  is  attached. 
AdjustjLng  (Model  A). 

(1) — turn  both  idle  screw  and  high  speed  u 
(fig.  2),  to  their  seats,  and  set  the  th 
stop  approximately  the  correct  positio 
closed  throttle. 

(2) — open  the  high  speed  needle  1%  turns, 
permits  the  engine  to  be  started.     Wan 
engine  up  by  running  a  few  minutes. 

(3) — place  spark  lever  in  full  retard  position 
open  the  throttle  until  the  engine  turna 
«  speed  equivalent  to  about  20  to  25  mile 
hour. 

(4) — turn  high  speed  spray  needle  to  the  rigi 
til  the  engine  speed  decreases. 

(5) — then  turn  the  spray  needle  to  the  left 
the  engine  speed  increases  and  then  deer 
from  a  rich  mixture. 

(6) — turn  again  to  the  right  to  a  point  mi 
between  the  extremes.  This  is  the  cc 
mixture  and  will  give  the  best  results  f« 
throttle   positions. 

(7) — Adjust  the  throttle  stop  screw  to  the  dc 
idling  position. 

(8) — if  uneven  firing  occurs  correct  either  b; 
screwing  the  idling  jet  to  enrich  the  mi 
or  screwing  up  the  idling  jet  to  give  a  1< 
mixture.  The  average  setting  is  %  turn 
the  seat.  This  adjustment  must  be  made 
the  spark  and  throttle  levers  fully  reta 
Tbe  float  should  set  evenly  all  around,  the 

tom  being  %  in.  from  the  float  chamber  se 

shown  in  fig.  2. 


Principle  of  Johnson  Carburetor. 


Th«  Johnson  li  a  "ffravlty  air  vatvo  type."  with  a 
•Ingle  concentric  jet,  in  which  air  Talve  is  made  up  of  a 
•!••▼•  rising  and  falling  by  suction  and  grarity  in  cyl- 
faidrieal  passage  aboTO  jet. 

Thef  are  tbrt  ifgai  of  vaflmun;  one  is  the  spaca  be- 


tween  the  throttle  and  strangle  tube,  the  second,  i 
strangle  tube  itself,  and  the  third,  in  the  space 
the  plate  onHhe  bottom  of  the  air  TaWe  sleere.  I 
moTtng  the  location  of  the  idling  adjuitment  (in  f 
the  flow  of  gasoline  for  this  parpoce  has  been  bi 
into  a  sone  of  greater  ▼acunm  and  hence  bett^  id 


'T  VO,  IMfr— JoluuKm  Oartraretor.    See  "Specifications  of  Leading  Gars"  for  users,  page  5^ 


COOLING.  186 

INSTRUCTION  No.  14. 

*CXX)LING:  Water  Cooling.  Circulating  Pumps.  Radiators. 
Fan.  Water  Thermostat.  Radiator  Damper.  Air  Cooling. 
Cause  of  Trouble  in  the  Circulating  System.  Cleaning 
Radiator.  Stopping  Leaks.  Non-Freezing  Solution.  Heat- 
ing a  Car. 


Water 
If  no  provision  is  made  for  cooling  the 
cylinder  of  a  gasoline  engine,  the  intense 
heat  of  the  explosions  would  heat  it  to  a 
point  that  would  cause  the  lubricating  oil 
to  bum,  and  become  useless.  At  the  same 
time,  the  cylinder  must  not  be  kept  too 
cool,  for  that  would  prevent  development 
of  full  power;  the  cylinder  must  therefore 
be  permitted  to  get  as  hot  as  is  possible 
without  burning  the  lubricating  oil.  About 
170  degrees  Fahr.  or  below  the  boiling 
point,  appears  to  give  the  best  results — see 
page  188,  fig.  9. 

The  cylinder  may  be  cooled  either  by 
water  or  air,  and  while  the  greater  number 
of  iBgines  are  water  cooled,  air  cooling, 
however,  has  been  developed  to  a  point 
where  successful  results  are  attained. 

The  water  cooling  system  consists  of 
jackets  (see  fig.  6,  page  188),  around  the 
part  of  the  cylinder  that  is  to  be  cooled, 
through  which  water  may  flow;  a  radiator  or 
cooler  for  cooling  the  heated  water;  and 
some  method  of  keeping  the  water  in  circula- 
tion, together  with  the  necessary  connec- 
tions (see  charts  94  and  95).  The  Jackets 
are  usuaUy  cast  in  one  piece  with  the  cyl- 
inder, although  in  some  cases  they  were 
formerly  made  by  forming  sheet  copper 
aronnd  the  eyluider  to  form  passages 
through  which  the  water  would  circulate. 
When  heated,  the  water  passes  to  the  radia- 
tor, where  the  rush  of  air  to  which  it  is 
exposed  absorbs  the  heat,  cooling  the  water. 

Thermo-Ssrphon  Water 
The  thermo-syphon  circulates  the  water, 
because  when  water  is  heated,  it  rises.  The 
connections  are  the  same  as  for  the  force 
system,  except  there  is  no  pump,  and  the 
connection  from  the  water  jacket  outlet  to 
the  top  of  the  radiator  slants  upward.  It 
is  more  necessary  to  have  clear  passages  for 
the  thermo-syphon  system  than  for  th^ 
force  system,  because  the  pump,  in  the  force 


Cooling. 

To  maintain  the  cylinders  at  a  workable 
temperature,  a  quantity  of  water  is  carried 
in  a  supply  tank  or  radiator,  from  which  it 
is  caused  to  circulate  continuously  through 
the  jacket  of  the  engine  cylinder  by  a  small 
pump  driven  direct  from  one  of  the  cam 
shafts  or  by  the  thermo-syphon  principle. 
The  heated  water  from  the  cylinder  returns 
back  to  the  tank  on  radiator  and  then  passes 
through  a  series  of  thin  copper  tubes.  The 
object  is  to  dissipate  as  much  as  possible, 
the  heat  absorbed  by  the  water  by  exposing 
it  to  a  large  cooling  surface  of  metal. 

The  radiator  system  is  always  fixed  In 
the  forward  part  of  the  car,  to  obtain  the 
full  benefit  of  the  draught  of  air.  The  same 
water  is  used  over  and  over  again  so  that  it 
is  only  necessary  to  replace  the  loss  caused 
by  evaporation  and  leaJcage. 

It  is  nsnal  with  radiator  systems  to  have 
a  rotary  fan  to  assist  in  inducing  a  dranght 
of  cold  air  through  the  radiators  and  ac- 
celerating the  cooling  when  the  car  is  mov- 
ing slowly,  as  in  hill-climbing  or  slow 
running  in  traffic.  The  fan  is  £'iven  from 
the  engine  shaft  by  a  belt  or  gear  and  fixed 
back  of  the  radiator.  (Fig.  6,  chart  '95.) 
The  alternative  method,  which  avoids  the 
use  of  a  separate  fan,  is  provided  by  fan- 
van  ed  arms  in  the  fiy  wheel.  (See  fig.  3, 
chart  94.) 

The  two  systems  of  dxculation  are  the 
** thermo-syphon"  system  and  the  "force*' 
system.*  ♦ 

Circulation  System. 

system,  will  force  the  water  past  an  ob- 
struction that  would  stop  the  fiow  of  water 
that  moves  only  because  of  its  heat. 

Height  of  radiator — Thermo-Syphon  syitem*— 
mutt  be  higher  and  lower  than  the  extreme  top 
and  bottom  of  the  water  jacket.  (See  flg.  6.  chart 
95.) 

Height  of  water — Thermo-Syphon  system — to 
properly  circulate,  water  ihonld  be  kept  at  loTel 
above  top  inlet  of  radiator.  Below  this  point  cir- 
culation ceaaet  and  water  boilt. 


Force  Water  Circulation  System. 


In  the  force  system,  the  engine  drives  a 
pomp  which  keeps  the  water  in  constant 
eirenlntion,  as  shown  in  fig.  4,  chart  94 
and  flg.  7,  chart  95.  The  pump  forces  the 
water  from  bottom  of  radiator  to  the  inlet 
at  the  bottom  of  the  water  jacket,  through 


which  it  fiows  to  the  outlet  at  the  top, 
whence  it  goes  to  the  top  of  the  radiator, 
fiows  through  the  radiator  to  the  bottom. 
As  it  passes  through  the  radiator  tubes  it  is 
cooled.  After  passing  through  in  this  man- 
ner it  is  again  drawn  through  the  pump. 


*By  referring  to  page  543.  "Speciflcationt  of  Leading  Oart"  the  cooling  iyitems  of  leading  cars,  is 
fffvea. 

**Levir  prleed  ears  show  a  tendency  to  nse  the  thermotyphon  system  whereas  higher  priced  ears   the 
pamu  or  foriMMl  efrmlatioii. 


COOLING. 


187 


♦♦Olrciilatiiig  PimipB. 


Prmctically  all  water  circulatixig  pumps  are 
dzlT«B  by  a  gear  on  tlie  crank  shaft  or  cam  diaft, 
90  that  the  motion  is  positive,  and  without 
■lipping.  All  forced  circulating  systems  must 
use  a  circulating  pump. 


There  are  three  types  of  circulating  pumps* 
in  general  use,  the  "gear  type,"  the  ''een- 
trifugal  type"  and  the  "rotary  type"  (see  page 
18(5.) 


Badlators. 


Purpose  of  a  radiator  is  to  keep  the  water, 
which  circulates  around  the  water  jacket  of 
cylinders,  below  the  boiling  point. 

The  location  of  radiator  is  usually  in  front 
of  the  engine  where  it  will  come  in  contact  with 
the  air.  The  air  passes  between  the  tubes  or  fins 
on  a  tubular  type  of  radiator  and  through  the 
ecllfl  of  a  cellular  type  (see  page  190).  A  fan  is 
Bsually  placed  directly  behind  the  radiator, 
which  is  operated  from  a  pulley  on  crankshaft 
of  engine,  for  the  purpose  of  drawing  a  large 
quantity  of  air  through  the  radiator,  thus  &• 
creasing  the  cooling  capacity. 

Canstmction  of  a  radiator.  There  is  a  reser- 
Toir  or  tank  placed  at  the  top  and  one  at  the 
bottom,  as  shown  in  fig.  7,  page  188.  Between 
these  two  tanks,  the  tubes  or  cells  are  connected*. 
A  pipe  connection  is  made  with  top  and  bottom 
tank  from  engine,  as  shown  in  fig.  7,  page  188. 
When  engine  is  running,  the  hot  water  passes 
to  top  tank,  thence  downword  through  the  radia- 
tor tubes  (if  a  tubular  type),  or  around  the 
eeDs,  (if  a  cellular  type),  and  is  thus  cooled. 
The  cooled  water  then  passes  into  lower  part 
of  engine  from  lower  tank  of  radiator — see  fig. 
7,  page  188. 

Radiators  must  he  used  with  either  the 
"foreed-clrcnlating"  system,  using  a  pump  or 
vtfh  tba  "thermo-syphon"  system,  which  does 
not  nee  a  pump— -see  page  185. 

Types  of  radiators:  There  are  two  types  in 
general  use,  the  "tubular"  and  the  "cellular 
or  honey-comb.  *  * 


The  tubular  type  consists  of  vertical  tubes 
placed  between  upper  and  lower  radiator  tank. 
&e  water  passes  downward  through  all  of  the 
tubes.  If  one  tube  becomes  clogged,  then  all  of 
the  water  must  pass  through  the  other  tubes. 
Each  tube  is  a  seperate  path  through  the  radia- 
tor.   See  page  190. 

The  cellular  radiator  consists  of  tubes  or 
cells  placed  horizontally,  through  which  the  aii 
passes  and  the  water  flows  downward  around 
these  cells  or  tubes.    See  page  190. 

The  honey-comb  type  radiator  was  a  term 
originally  applied  to  a  cellular  type  of  radiator, 
due  to  its  likeness  to  a  honey-comb,  but  now 
that  tubular  type  radiators  can  be  constructed 
to  have  the  appearance  of  a  cellular  radiator, 
the  term  could  also  be  applied  to  the  tubular 
type. 

Early  Tjrpe  of  Badlator. 
The  early  t3rpe  of  radiator  fig.  8,  consisted  of 
a  corrugated  copper  tank,  with  horizontal  tubes 

running  length- 
wise of  tank.  A 
tank  was  placed  on 
each  side  of  body 
connected  with 
water  jacket  of  en- 
gine. A  circulating 
pump  was  used  to 
circulate  the 
water.  Modern 
constructions  i^e 
shown  on  page  190. 


Cooling 
Tn  order  to   cool  the  water  sufilciently,   a 
tan^  driven   by   a   belt,   attached   to   a   special 
bracket  on  engine,  is  shown  in  figs.   6  and  7, 
page  188. 

Fan  adjustment:  the  belt  can  be  tightened 
by    raising    the    fan    by    an    eccentric    adjust- 
ment,   or    by    bodily    lifting    the    fan    and    its 
bearing  and   tightening  a  bolt   holding  it. 
The  belt  should  be  kept  tight.     Slack  fan 


Fans. 

belt  often  causes  overheating.  Ball  bearings  are 
usually  provided  and  they  should  be  kept  weU 
oiled — (this  is  quite  often  overlooked). 

The  fan  draws  a  current  of  air  through  the 
passages  in  the  radiator  (see  fig.  9,  chart  94), 
in  addition  to  that  driven  through  it  due  to  the 
forward  motion  of  the  car.  There  are  two  types 
of  fans  in  general  use;  the  4  blade  and  2  blade 
— see  chart  97. 


Water  Temperature  Regulation. 


The  temperature  of  the  water  circulating 
around  the  water  jackets  should  be  about  170° 
to  180*,  at  which  temperature  gasoline  engines 
operate  at  maximum  efficiency.  If  over  this  tem- 
perature or  as  high  as  212*,  the  water  will  boil 
and  steam.  If  the  temperature  of  the  water  is 
low,  then  the  cold  engine  condenses  a  portion 
of  the  gasoline,  which  leaks  past  the  piston 
riagi,  dilutes  and  thins  the  lubricating  oil,  with 
result  that  engine  is  not  properly  lubricated 
sad  furthermore  raw,  unvaporized  gasoline  pro- 
daces  carbon  deposit  in  cylinders.  See  also,  page 
205  and  155. 


I-Tbere  are  three  methods  employed  to  heat 
a  cold  engine:  (1)  to  close  the  front  of  radiator, 
to  prevent  cold  air  being  drawn  through.  Sudi 
an  arrangement  is  shown  in  fig.  10,  page  188,  and 
is  termed  a  radiator  shutter;  (2)  by  restricting 
the  water  circulation.  Such  a  device  is  known 
as  a  water  thermostat  or  syphon  and  is  explain- 
ed on  page  130,  fig.  2  and  page  860;  (3)  by  heat- 
ing the  intake  manifold,  as  explained  on  pages 
155  and  157. 

Temperature  indicator— see  fig.  9,  page  188. 
A  condenser,  to  prevent  loss  of  alcohol  when 
used  as  a  non-freezing  liquid,  see  page  730. 


*CAltod  tke  *'Cor«",  see  iM^e  715  and  780  for  meaning  of   "core**. 
**Bm  foetaoU  bottom  i>age  185.      fA  new  principal   developed  hy  the  Packard  Co.,  is  explained  on  page  855. 


Tig,  7.  ThiB  illustration  sbows  how  the  pump 
ahftft  on  the  forced  WAt«r  circuUtliig  syttem  is 
ntuAJIy  dTiv«u,  »IftO  tbo  fan.  "O**  ar«  gaiikitt 
coniiuctionii  which  mu8t  ho  kept  tipht- — ustmUj 
made  of  nu  nehestOB  compaititioti.  Also,  shows  thtt 
ptth  of  the  water  dreulatlon. 


Ailoto  meter 


BiMliator 

Damper 
or  Shutter 


Tig,  10.  BadaoQ  radiator  damper 
or  shatter.  The  vanes  (A)  like  Fhut- 
tera  on  a  window,  open  and  close  from 
seat  by  pull  rod.  When  starting  a  cold 
engine  Ahurrciri  ar<?  rlosyd.  thoToby 
cuttiafE  off  lh«  air  circulation  through 
radiator  with  result  that  the  water  be- 
comes  heated  quicker,  whifh  heats 
the  engine  and  vaporites  the  gasoline. 
After  '*raotormeter'*  thowt  prop^ 
•hutters    aro    opened,     air    circulation 


0.     A  tentperaAiure  indleaior — the  Boyce 

A    very    useful   device   for   warning   the   drlfi 

when  hia  engine  i»  overheating,  is  called  a  "motomeleri 
This  device  is  placed  on  the  radiator  cap.  The  fluid  I 
the  tube  r«acheii  different  levels  according  to  the  'tis 
perature.  These  flgures  can  be  seen  from  the  drirfri 
seat.  If  the  level  of  the  fluid  reaches  too  hlffh  a  poinf 
the  driver  is  warned  to  stop  and  locate  the  trouble  be- 
fore serious  trouble  develops.  In  this  instanc*.  flrsi 
determine  the  different  causes  of  ovtrheatinft  and  try 
first  one.  then  the  other  until  the  troohle  is  found,  IJ 
you  think  the  trouble  is  in  the  lack  of  lubrtratioa,  laefe 
of  water  or  too  much  gasoline  feeding  at  carburetor; 
examine  each  and  remedy  the  trouble  and  watch  tbi 
results.  *A  distance  type  moto-metar  is  also  made, 
which  can  be  placed  separate  from  radiator  and  l| 
adapted  for  use  on  aeroplanes,  motor  boats,  traelof 
eto       (Bovce   Moto  M*>rer  Co.   Long  Island  City.   N.  * 


HOOP 


temperature,     ,„,,„_. ^    „, ,„,    „,, 

begins  and   temperature  remains  normaL 


1 

Aia|| 


Tig.  8.     BAdtator  cov«r  over  i 

cooling     surface     of     the     radisi 

during   cold   weather   ts    advUsU 

The   roll   In    front   on   the  radlat9t 

cor«r    can    be    lowered    or    raisod 

during  cold    weather^    until   ongini 

I     warms  up.  Some  merely  tie  a  mttot 

l>  of  card  board  o^er  the  lower  mal 

'  of  radUtor  and  keep  it  there  di^ 

ing  extreme  cold  weather. 

Hood  cover:    During  cold  we«|] 

the   hood  cover  is  advisable*  ai 

OU^TOR    lends  to  retain  the  boat  under  J 

covfiv    hood. 


OHABT  KO.  0fi — BxAOiple  of  a  Tliermo  Syphon  Water  Circulating  System.    Loeatidn  of  Pomp 
Force  System.    The  Temperature  Indicator   (Moto meter).    Tlie  Radiator  Damper  or  Shutter* 

*High  altitudes,   say   10.000  ft.  above  sea  level,  boiling  point  of  water  is  resebetl  about    14"   below  t}ffitit  iodicated 
<ff  iomtrument.      *fiee  page  921. 


Ii«   object   of  cooliDg   i«   to   remove  the   tPccoaB 

II  from  the  cyllDders.  Tliere  mre  only  &  few 
mn  on  Ibe  markot  in  whicli  thit  it  accomplished 
bf  the  «jiT  direct,   mritliatit  the  uso  of  wfttttr. 

Air  (oolinc,  however,  i«  coofined  priacipalij  to 
iBlU  •DClA*s*  >A  motorcyclo  au^  cyclo-car  eaginuB, 
Air  cootiDg  ii  oot  auccessful  with  large  cyliaderB, 
It  ii  necratary  to  ^Ive  the  cylinder  a  Large  surface 
on  whkh  the  air  may  act,  and  the  usual  method 
ta  to  make  it  with  doep  flangei  projectiDg  from 
l&t  walla  and  Ifbad  (aa  ^ell  aa  the  valve  cham- 
b«n).  which  become  heated,  aa  they  are  part  of 
the  eyiiader.      (See  fig.   6.   chart  96.) 

When  iQ  motion,  the  current  of  air  blowing 
iffainst   the    flangea   drivea    the    heat    away. 

Air  cooled  en^ea  have  amall  cylinderi.  aad 
muBt  run  at  a  high  apaed  to  develop  their  full 
iwwer. 

**Thfl  Fr&nklln  air  cooled  engine  la  about  the 
only  •uccesfiful  engine  for  automobile  pleasure  cara 
«B|^loying  the  air  cooled  method.  The  six  cylin- 
4fa%  are  3H  bore  and  4  in.  atroke,  giving  a 
formiila    horaepower   of   25.3. 


A 

H|Ko    *0  ^'^\^•^  ^i^  -i"^^^^^ 

i 

1- 

^^^^^^^^R                        i^^^^^^4b  ' 

Flf.    1 — Direct  mtr  cooling   of   the   Franklin 
Thf  fly  wheel  ia  the  only  movinf  part  of  cool- 
ing system. 


Voriiual  iteel  flna  are  made  integral  with  the 
individual  cylinder  castiug,  by  iiaviag  the  irOA 
poured  around  the  sifipa  of  etecL  Very  light 
ttluminum  jackets  guide  the  air  draught  downward 
from   the   heada   of  the   cyliitders, 

By  referring  to  the  illustration  the  path  of  the 
air  ia  ahown.  ftrst  through  hood,  thence  over 
and  down  through  the  air  jacketa.  The  air  is  then 
deflected  downwarda  and  out  through  the  fly  wheel 
blades. 

Koto  the  vanes  in  fly  wheel  which  create  a  suc- 
tion equal  to  2,200  cubic  feet  every  60  aeconda; 
a  conlinuous  How  of  air  literally  wiping  the  heat 
away.  It  ia  statod  that  the  heat  on  a  Franklia 
engine  is  about  350'  Fahr.,  see  fig.  4,  page  167  for 
Franklin  exhaust  heated  iolot  manifold.  This 
beat   ia  ahut  off  after  engine  is  warmed  ufi. 

The  Franklin  at  one  time  employed  auxiliary  ex- 
haust valves  to  assist  in  dispelling  the  heat  of 
explosion  from  the  cylinder  as  rapidly  aa  possible^ 
This  method,   however,    has  been   diacontinued. 

A  forced  draught  air  cooling  syatom  (fi^.  7. 
hart  96),  formerly  used  years  ago  on  a  prominent 
uake  of  car.  With  this  system  the  circulation  of 
Air  was  forced  through  jackets,  placed  around  each 
cylinder,  open  at  the  bottom  and  top,  being  eon- 
'^I'cted  to  a  pipe  from  a  centrifugal  air  blower  or 
fan.  The  forced  air  pa^iaed  the  radiator  flanges, 
and  out  at  the  bottom.  In  some  respects,  this 
principle  is  similar  to  the  Franklin, 

The  dllTerent  methods  of  air  cooling  are  anmmed 
up  fts  follows: 

U)  By  having  a  large  radiating  surface  by 
i(*ana  of  caai  flan^ea  or  gills,  inserted  pins  or 
abea.  (2)  By  uaing  extra  large  exhaust  valves. 
>Q  as  to  cool  the  combuntion  space  between  power 
strokea.  (3)  By  combining  targe  radiating  atir- 
r»ces  with  low  speeds  in  multiple-cyhoder  engines. 
;4)  By  the  use  of  auxiliary  cxb:»ust  porta,  com- 
bined with  surface  radiation.  US)  By  forced 
draught  of  air  circulating  through  an  air  jacket 
around  the  cylinder. 


Water  Cooling  Trouble&p 


coupling  J  (7)  lost  pin  from  pump  abaft 
ge^r;  (8)  loat  pin  from  internal  pump 
mecbanism;  (9)  pin  holding  pump  shaft 
sheared  oBT^  but  shaft  continues  to  revolve. 

Otlier  causes  for  engine  heating:  A  short - 
ago  of  lubricating  oil  or  a  poor  grade;  too 
rich  a  mixture  with  a  retarded  epark  will 
cause  overheating;  the  apark  bears  a  lixed 
relation  to  the  mixture,  which  ia  beat 
learned  by  experience.  The  valves  being 
set  wrong  will  also  cause  heating;  for  in- 
Btance,  if  the  exhaust  valve  does  not  open 
and  close  at  the  right  time  the  heat  or  burnt 
gas  will  not  be  discharged  properly.  Pre* 
ignition,  want  of  compression,  old  oil  being 
used  too  long;  (cheap  oils  are  false  economy 
and  only  the  best  grade  should  be  used). 
Improper  driving  will  produce  heatingi 
particularly  in  hilly  districts,  by  hanging 
on  to  the  third  or  fourth  speeds  when  as- 
cending incMnes  and  so  causing  the  engine 
to  labor,  and  running  on  retarded  spark. 

In  some  engines  an  inclination  to  over- 
beat  gradually  develops  as  the  car  gets 
older,  and  appears  to  defy  all  eflforts  to 
remedy  by  means  of  carburetion  or  igni- 
tion. 

This  may  be  due  to  the  dogging  of  the 
cooling  system  with  incrustation  or  deposit 
in  the  walU  of  cylinder  jackets  and  water 
system  generally. 

I^Aiao  «M  Index  for  '*apark  control  and  overheating    and    page    IBS."'       **Se6    index    for    "FratikUn 
*iie/* 

Holmea  Automobile   Go.,    Canton.   O.,   are  alao   cnanufacturera   of   an   air   cooled    car   with   many 
*  festttrea. 


^DTerheatlng :  Assuming  that  the  design 
and  the  construction  of  the  engine,  includ- 
ing all  features  of  the  cooling  system^  are 
correct,  then,  outside  of  leaks,  InBUfficient 
water  and  bursting  of  the  water  jackets 
ttijm  freezing^  overheating  is  tlie  final  re- 
mit of  all  troubles  from  the  cooling  system, 
and  overheating  is  due  to  either  or  all  of 
tbMe  aecondary  troubles  which  may  in  turn 
originate  from  a  number  of  primary  causes. 

Secondary  caoaes:  First,  the  circulation 
of  the  water  through  the  system;  second, 
the  conductivity  of  the  heat  through  the 
walls  of  the  cylinders  or  radiator  tubes; 
third,  the  passage  of  air  through  the  radia- 
tor and  around  the  cylinders. 

Primary  causes  of  overheating  in  botb 
theriDO  and  forced  circulation:  (1)  Insuf- 
ficient water  supply  in  radiator;  (2)  con- 
stricted boles  in  gasket  where  pipe  connects 
to  cylinders  and  on  pump;  (3)  frayed  hose 
eonnection;  (4)  incrustations  or  lime  de- 
posits on  walla  of  cylinders  or  radiator 
lubes;  (5)  mud  between  fins  or  cells  of 
radiator;  (6)  water  frozen  at  bottom  part 
of  radiator. 

Overheating  causes  in  forced  circula- 
tion: (1)  Broken  fan  belt;  (2)  fan  belt 
too  loose;  (3)  tight  fan  belt  bearing;  (4) 
improperly  bent  fan  blades;  (5)  broken 
pomp  shaft;   (€)  lost  pin  from  pump  shaft 


DYKE'S  INSTRUCTION  NUJffiEB  FOURTEEN. 


Tubular  Eadiatora* 

FurpOM  of  H  nidiiitor.   lee  i»«ffe  107   ftad  flf.  7, 
pufe  18B.  •bowing  how  the  w&ter  «trcul»t«ft. 

Tli«Ti  AT«  two  tn>«i  of  rftdUtor  core*  In  genet*! 
thp  "tubulur**  find  tho  •'ciolhiUr"*. 


The  tubulAT  type  of  ruUator  need  In  1901}  mad 
1901.  U  Ahown  in  fip.  18.  The  tubes  were  pUeed 
hoHzonUlly  in  he»dj  (H).  Ortmped  flni  (F)  were 
plftced  on  the  tubee.  The  »difttor  was  luipeaded 
under  front  of  car  by  itudB  (8).  A  pump  circu- 
Uti^d   llko  water. 

The  vertical  tatml&r  type  with  "iplrar'  flni 
(F),  fig'.  5,  was  the  next  t^rpe  introduaed.  These 
tubes  were  placed  between  an  upper  and  lower 
tank,  per  fif.  7.  pase  188.  This  type  is  sttU  in  use, 
princripally   on   traeki. 

Tlie  veirtlcal  tabnlmT  type  with  *'flAt"  ftni,  ftf, 
5A,  was  the  oeitt  type  iotroducod,  the  idea  beins 
to  have  it  reeecnble  the  eelluLsr  radiator  which  at 
that  time  was  introdaced  on  the  Mercedes  c»r.  A 
tubular  radiator  made  up  with  flat  flna  is  ihown  In 
lis.  1. 


F  g.  5-B 


Fif.  6-C 


VtflAtloas  of  coDitrmctlon  of  the  tubalftr  type 
radiator  are  ihown  in  flc:s.  SB,  5G,  5D«  Koto  the 
appOArance  ii  aimitar  to  the  cellular  typo,  but  the 
water  flows  through  the  tabes,  whereias  with  a 
eellutar  radtat«r  the  water  flows  enrand  the  tubes, 

^Cellular  Type  BadUtors. 

The  original  cellular  type  wae  the  Mercedes  {fix, 
4).  It  cotiftiited  of  four  or  five  tbousuod  %" 
•guare  copper  tubes  4*^  lonjc  oewted  horizontally 
together,  being  seperatod  from  each  other  by  wires 
•rr&nged  to  run  between  the  rowi  of  tubes  in 
both  directions.  The  blocks  eo  iB«de  ware  eUmped 
togf^thor,  and  dinped  in  a  betb  of  solder,  both  front 
and  hack,  by  which  means  a  apace  Vs*  thick  was 
left  on  e»eh  side  of  every  tube.  The  blocks  (divid- 
ed kntu  ftoetiouB  siwiUr  \o  fijr.  12)  ^ht^n  marie, 
were  assembled  with  top  and  bnottom  taok  of  radia- 
tor, and  water  was  forced  to  pass  in  between  the 
ttibes,  the  air  being  allowed  to  trarel  through  the 
Inside  of  the  tubes.  A  rery  largo  radiating  sur^ 
face  was  thnu  obtained,  and  it  would  be  hard  to 
coucfllve  of  any  arraoKumeut  offering  a  larger  radi- 
ating  capacity    for   a»y   given    sixo   radiator. 

T^        -  --r  rsdlator  Is  a  ^ry  expenslTo  type  to 
rHff»re.     in    thi»    roimlry     wht<iT«*    large 
)e<iulred  this  construe i ton  was  guickly 
modiDPti    i4i    make   Uie  prodnetfon   cthaapnr. 


Til*  rXikT  trtie  oellalar  type  radiator  is  similar 
to  the  Mareedas.  It  is  formed  in  fonr  divisions 
indicated  by  horisontal 
lines.  Where  these  lines 
cross  there  are  open 
borisontal  passages 
through  which  the  water 
may  flow  from  one  side 
to  the  other.  Thus  a 
section  can  be  remoTod 
and  repaired  seperately. 


Fig.  12 


Fig.  4 

Some  of  the  modlflcatlons  employed  are  shown  in 
flga,  4A,  4B,  Note  in  4A,  the  tubes  are  expanded 
at  the  ends   thus   eliminating  the   wires.      The  Mayo 


f^.  4  A 


Fig.  4-fi 


is  constructed  in  a  similar  manner  with  the  water 
passage  to  the  sides  of  tubes.  The  Fodders,  tig. 
4B«  the  hexagon  tubes  can  be  romored  and  replaced. 
Tlie  Harrison  hexagon  cellular  is  shown  to  the 
right,  Betweem  every  other  row  of  cells  there 
it  a  water  passage  .08*   thick. 


Fig.  8 


Fig.  S.  Front  aad  ilda  ylev  of  a  popular  type 
radiator  showing  overflow  pipe,  upper  and  lower 
tank  and  connections. 

Fig.  9.  Bzteaslon  or  syphon  tank  (t),  used  on 
many  thermo-syphoo  systems  to  give  greater  body 
of  water  and  to  absorb  st«am  and  to  maintain  a 
constant  level.     A  desirable  feature  on  all  radiators. 

Air  OooUag  Methods. 

Fig,  6.  An  air  cooled  cylinder,  with  radiating 
flangea.  While  la  motion  the  air  current  carries 
off  neat  deflected  from  flanges. 

FIf.  7.  A  forced  draught  air  eooHng  method. 
See  page   1^0  for  a  atmtlar  method. 


Fig    6 


Fig.  7 


W  KO.  9*— Typee  of  BmdlatOra.  A^  OoollUg  Methods  see  page  ISg  for  radiator  dampvr  or  shutter 
ealled  a  honey*comh  typo»  hut  those  are  tubular  constructions  which  resemble  the  eellnlar,  for  laai 


COOLING. 


191 


To  ditafBint  if  tk«  boUlnf  !■  dne  to  itop. 
of  elicBlattoii.  foel  of  radimtor;  it  should  bo 
•Ufht^  hottor  at  the  top  than  at  tho  bottom,  but 
if  olonod  thoro  will  hn  a  oronouncod  difference  in 
tomperatnro. 

tWatar  Boiling. 

Wotor  boils  «t  212  dogrooa  Fahronhoit  at  atmoa- 
jglkmic  proMnro.  For  thii  reaeon  the  cooling  lyi- 
tom  of  an  automobile  ia  ao  doeignod  that  the 
wator  ia  at  tho  temperature  of  about  170  to  200 
degreco   under   aTerage   running   conditions. 

This  leaves  quite  a  margin  before  the  boiling 
pointy  ia '  reaehed.  _  Whan  cUmbing  a  hill  witli  a 


apark  tho  ongino  naturally 
and  for  thia  reaaon  the  margin  is  left 
although  aa  a  matter  of  fact  the  engine  would  run 
at  a  higher  efPieiency  if  the  temperature  of  the 
cooling  wator  could  run  higher.  If  the  oylindera 
are  kept  too  cool,  it  means  that  too  much  heat  is 
boing  withdrawn  from  the  ozplosions.  On  the 
other  hand,  if  permitted  to  become  too  hot,  power 
ia  lost  through: — (a)  the  entering  casea  being  un- 
duly rarifled  or  prematurely  expanded,  and  there- 
by  containing  less   combustible  material  per  toI- 

MlBcellaneouB  Oooling  Tronbles. 

Wator:  In  loealitiea  where  pure  water  is  not 
oaaily  obtained  it  ia  well  to  strain  the  water 
through  muslin.  Soft  water  is  better  than  hard 
water,  because  the  latter  ia  apt  to  depoait  a  aeale 
on  the  walls  of  the  radiator.  The  beat  water  to 
uao  ia  rain  water. 


ume;  (b)  friction  due  to  tho  thinning  of  tho  oil. 
and  probable  binding  or  aoiaing  of  the  piaton  or 
bearinga.  Thoroforo  the  boat  wator  tomporafcuo 
to  manitalii  is  about  170  degrees,  (see  flg.  9, 
page  188.) 

Badlfttor  Damper. 

Improvements  In  wator  circulation  aro  ahiitt«n» 
aa  par  flg.  10,  page  188.  A  very  efficient  heat 
conserring  device.  Engineers  saw  tho  futility  of 
putting  gasoline  into  an  engine  to  get  heat  and 
at  the  same  time  permitting  great  drafts  of  eold 
air  to  be  drawn  through  the  radiator  to  drive 
away  the  heat.  Therefore  the  shutter  waa  doviaed 
to  retain  the  heat,  especially  on  atarting  during 
cold  weather. 

ttWater  Thermostat. 

In  addition  to  the  radiator  shutters,  we  have 
the  heat  "thermoatatically"  controlled,  which 
is  another  great  advance  to  conserve  engine  heat. 
See  flg.  2,  page  130.  In  addition  to  theae  devieea, 
warming  devieea  have  been  invented  to  deflect  the 
heat  from  the  exhaust  manifold  into  the  air 
chambers  of  the  carburetion,  as  per  pagea  167 
and  159. 


It  ia  very  hard  to  tell  whether  water  is  hard 
or  aoft,  but  the  following  may  be  used  with  suc- 
eeoa:  Take  a  quantity  of  water  in  the  handa  and 
go  through  the  motion  of  waahing.  If  it  ia  diffi- 
cult to  rub  the  handa  together  the  water  is  hard. 
Ordinary  city  water  ia  generally  hard  to  some 
extent,  but  is  not  aa  bad  as  that  which  is  found 
In  atreama.  Bain  water  is  very  soft  and  for  that 
ia   desirable  for  automobile  use. 


t0oo  pago  780, 


It  is  a  good  plan  to  drain  the  wator  tram  the 
radiator  about  once  a  month  and  refill  with  oloaa 
pure  water  (soft  water,  if  poaaible),  opening  tho 
drain  cock  and  continuing  to  pour  water  in  after 
the  system  fills  in  order  to  flush  it  out  thoroughly 
letting  all  accumulated  dirt,  etc.,  run  out.  Aa 
effective  way  to  do  this  is  to  keep  on  fllling  tho 
radiator  while  the  water  eontinuea  to  run  out 
below;  when  the  water  begins  to  look  clear,  atop. 
Olose  the  drain  cock  after  you  are  aatisfled  that 
the  system  is  thoroughly  clean.  Oil  must  not  bo 
aUowod  to  get  into  the  cooling  system,  for  it  in- 
terferes with  radiation. 

Oloaning  a  muddy  radiator:  If  the  air  apaeea 
of  the  radiator  become  clogged  with  mud,  after 
driving  over  dirty  roada,  do  not  attempt  to  re- 
move the  mud  with  a  screwdriver,  wire,  or  other 
metal  instrument.  Instead,  soften  the  mud  with 
water.  The  best  way  is  to  wash  the  radiator  by 
flushing  a  stream  of  water  from  a  hoae  through 
it  from  the  rear.  In  doing  thia.  take  care  not 
to  let  water  get  into  the  magneto,  which  is  apt 
to  be  short-circuited  in  that  way. 

••Leaky  Radiators. 

Leaks  in  the  radiator  aro  ofton  hard  to  reaoh. 
They  are  detected  by  the  steam  arising  from  the 
water  that  flows  through  the  leak  and  down  the 
outside  of  the  radiator.  The  great  facility  with 
which  the  cooling  water  will  boil  after  the  radia- 
tor has  been  refilled  is  another  clue  which,  al- 
though it  is  common  to  all  leaks  in  the  aystemi, 
will  lead  the  operator  to  the  point  at  which  it 
occurs. 

Testing  for  leaks:     see  pages  194  and  716. 

The  act  of  acouring  out  the  drcnlatlon  systoa 
with  a  strong  alkali,  such  aa  soda,  will  sometimes 
tend  to  seal  up  any  small  leaks,  and  it  might 
also  be  effective  for  a  slight  crack  in  a  water 
jacket  as  the  soda,  coming  in  contact  with  the 
iron,  would  form  an  insoluble  filling  and  prove 
even  better  than  rusting  up  the  crack. 

Tho  atandard  honeycomb  radiator  ia  somewhat 
prone  to  those  leaks;  the  metal  is  so  thin  and 
the  joints  so  numerous,  and  it  is  not  always  pos- 
sible to  have  a  leak  soldered  up  at  the  required 
time.  In  this  case  recourse  can  be  had  to  a  small 
useful  accessory  known  as  a  *'leak  preventer."  It 
consists  of  a  couple  of  small  plates  or  washers 
with  a  piece  of  sheet  rubber  fixed  on;  these  plates 
have  hooks  so  that  a  spiral  spring  can  be  fixed 
on  to  draw  them  together.  The  spring  is  threaded 
through  the  aperture  at  the  leaky  cell,  the  plates 
hooked  on.  and  thus  held  firmly  up  against  it. 
Most  accessory  houses  keep  them,  and  if  the  car 
has  a  honeycomb  radiator  it  pays  to  carry  aev- 
eral  of  these  devices.  The  construction  of  this 
type  of  radiator  lends  itself  to  a  repair  of  this 
kind,  but  leaks  in  other  forms  of  radiators,  when 
they  occur  on  the  road,  are  rather  troublesome. 
Even  soldering  them  is  by  no  means  an  easy  job, 
there  being  surh  a  larf^e  mans  of  motal  that  the 
solder  cools  as  noon  an  it  totirhes  it. 
ttSea  also  psge  860.  JWatcr  heats  quicker  at  hiRh  sltitudes,  «i»t  v&ce  582. 
or  drips  aboat  the  cooling  system  can  be  traced  to  loose  rubber  hose. 

Isaka  1b  tho  wat«  dreolatliig  systom  can  be  stopped  by  the  use  of  p*" ^'~""  made  for 

aoa  foot  note  page  715.      Une  nmuulacturer   states   that   ordinary   '  with   thr 

wdl  stop  a  slight  leak.     The  writer  has  never  tried  this. 


Many  automobiliata  have  a  rain  catcher  on  the 
roofa  of  thair  garagaa.  while  othera  depend  on 
tho  old-faahioned  raw-barrel.  The  water  should 
bo  filtered  firat.  however,  if  it  is  taken  from  the 
roof,  aa  it  ia  apt  to  contain  impurities.  But  even 
with  fairly  soft  water  the  monthly  use  of  a 
soda  solunon  will  prevent  harm  (this  applies 
only  in  districts  where  the  water  is  unusually 
hard). 

Tho  pump  requirea  no  attention,  other  than  to 
aoo  that  it  doea  not  become  choked  by  using  dirty 
water.  There  is  a  "packing  nut"  on  the  shaft, 
which,  if  the  pump  ahould  ever  leak  around  the 
shaft  entrance,  ahould  be  repacked.  This  can 
very  eaaily  be  done  by  turning  off  the  packing 
ant,  removing  the  old  packing  and  rewinding  the 
ahaft  with  a  few  inchea  of  "well  graphited  pack- 
ing" and  tightening  up  the  packing  nut.  The 
packing  should  be  wound  on  in  the  same  direc- 
tion aa  you  turn  the  nut  to  tighten  it. 

Tho  fan  requirea  no  particular  attention,  ex- 
oopt  oiling.  Sometimes  the  bolt  gots  loose  and 
eaoaoa  the  fan  to  slip  and  not  to  turn  as  rapidly 
as  it  should,  causing  overheating  of  engine.  If 
this  happena,  loosen  the  nut  which  holds  the  ec- 
oontrie  arm  of  the  fan,  raiae  the  arm  slightly  and 
retighten  the  nut.  This  will  tighten  the  belt. 
Note — This  nut  froouently  has  a  left  hand  thread. 
Don't  tighten  too  tight  aa  you  are  liable  to  crack 
tho  fan  aupport.     (see  page  788.) 

fOloawIng  radiator:  A  good  way  is  to  dissolve 
a  half  pound  of  lye  in  about  five  gallona  of  water. 
Strain  through  a  cloth  and  put  in  the  radiator. 
Bob  the  engine  for  five  minutes,  then  draw  off  the 
oloaning  mixture.  Fill  with  clean  water  and  run 
tto  engine  again;  remove  the  liquid  once  more. 
and  Anally  refill  the  cleaned  cooling  system. 
▲void  the  use  of  more  powerful  chemicals.  Or- 
dinary baking  soda  can  alao  be  used,  by  mixing 
)6  lb.  to  4  nllons  of  water.  It  is  best  to  dis- 
solvo  the  soda  in  warm  water  before  pouring  it 
into  tho  radiator,  otherwise  the  oryatals  drop  to 
tho  bottOB.  If  the  cooling  ayatem  seems  to  be 
vary  dirty  as  far  aa  seals  goea,  it  would  be  very 
wlso  to  ma  the  soda  aolutioa  through  it  several 
in  order  that  all  of  the  acale  will  be  re- 


DYKE'S  INSTRUCTION  NUMBER  FOURTEEN. 


ExA  itlng     pump 

Bhrnti      and      see       if      pin      u 


^^        If  th«t%  ftre  water  pipes  Instasd  of  % 
^  eutlnf ;  use  fheHsc  or  wbU«  U»d  on  the 

f»tketi.  Screw  ap  fktkets  liffht,  but 
aoi  too  tight  and  itrip  the  tHireads  of 
etp  ac«w. 


WA«n  plielan  watar  boi« 
backi,  put  white  lead  an  tb<? 
end  of  pipft. 


VtriMf*  fcl^  iMltt  «n  oft***  f«lMltf 


Wlien  pUeliiK  WAtvr  hMid 
caating  back  on  top  of  cylinder 
use  abellac  or  wbitt  lead  on  the 
gasket, 

•An  alt  lock 

often   occara   in 

the    top    of    an 

loTerted    U 

beitd       ia       the 
jf^jgga^    ^^^^^    ^^^^^ 

^zr- ^-r-  -=r:^:^  of  aa  enfina» 
which  m  e  a  n  i 
that  almost  the  whole  flow  of  water  has  been  itoppad 
al  that  point.  No  amount  of  presaure  from  the  witer* 
can  dlalodge  the  air,  becaate  ita  only  affaet  will  be  to 
compraiB  the  air  in  the  top  of  the  bend.  The  remedy, 
ia  either  to  relesae  the  itr  nt  the  top»  by  puttiof  in  a 
pet  eock,  or  else  to  empty  the  wat^r  and  earefally  refllL 


Uae  rain  water  for  tbt  radiator,  if 
tber«  ia  a  tot  of  lime  in  the  wtter  and  it 
!•  conttaotly  clogfing  up.     See  page  191, 

cleaning   radiator/ 


if  eoglne  baata,  or  water  boUa  over, 
aaamine  the  fan  belt,  eee  that  it  la  tight 
and  fan  runt  np  to  apatd.  There  la  na- 
oally  an  ftdjaatmpnt  for  taking  up  ilack 
balta.  A  littla  FuUera  earth  on  a  greaay 
bait,    will   make   it  grip  if   it   alipa. 


'Mil 


A  two-blade  fan 
—called  the  pro- 
pallar  typa. 


Make     aore 

that  apark- 
p  1  u  g  a  are 
acrewed  i  n 
tight.  L  o  a  a 
of  comprea- 
alon  will  re- 
anit,  and  miaa- 
ing,  a  natural 
eonse<)ueoce. 


HemtlJig  tlie  Oat.    There  are  Tbree  Heating  Principles: 


fer-r6^>^"S- 


(1)  hot  water;  (2)  exhaust  gas;  (3)  hot 
air*  The  two  former  mentioned  are  ex- 
plained in  chart  98. 

The  Briekley  hot  air  heator  takti  the  air  from 
the  fan  through  a  funnel  opening,  and  a  flexible 
metal  bote;  drtvea  it  through  a  metal  jacket  24 
to  30  inchea  long,  which  corera  the  "piping  hot" 
exhauat  pipe,  and  warma  it  thoroughljr-  Then 
drlTea  it  throngh  a  l^-inch  opening  in  ibe  floor 
of  the  tar.  into  a  tubular  regiaterp  along  th«  back 
edge  of  the  front  teat;  tending  a  eonttnuoua 
atream  of  heated  air  into  the  car.  (Erfaautt  gaaee 
not   u»ed.) 


OHABT  NO.  07— Cooling  Troubles  and  Bemedlea  Blnstrated:     Fam,    Heating  a  Gar. 

"When  filling  radiator  which  it  empty,  open  pet  eock  oa  water  pump  for  a  moment  to  prcireat  air  pocket. 


COOLING. 


ftri«HMi<ppMmi» 


I 


Both^  pUn  ii  to  carry  m  imall  box  of  white 
of  «  tuiuble  coniiBtdncy.  If  the  water  is  not 
\ag  iitrou|h  quickly,  m  tempottirf  repair  can  ba 
iBsde  with  thii,  ^epeoieUy  it  m  pi«€«  of  Upe  can  bj 
aDj  ineaat  be  bound  over  the  repair.  It  ii  often  pos- 
atbla   to    hamtner   op  or   plug   a   lealcAfe    iu    a    tftok    or 


tfThe  rubber  hose  and  Its 
connections  are  often  m 
source  of  leaking*  When 
tbe  boite  it  worn  it  will 
beeome  rag:sed-loc»kine  on 
tb»  outiide.  Tbe  mbber  which  surrounds  the  fabric 
wili  commence  to  have  a  torn  appearance  and  the 
«»t«r  wiil  leep  throorh  the  fabric.  There  are  two 
wajs  of  TtmwflJif  tble :  one  is  renew  the  hose  and 
thm  other  it  to  r«pair  old  hose.  The  first  is  the  better 
aad  more  pennaaeot  repair.  In  doing  this  a  piece  of 
ho^e  of  the  eame  thickness  and  length  ha  that  now  in 
place  is  secured.  The  etamps  which  hold  tbe  hose  in 
place  are  removed.  The  new  hose  is  slipped  m  place 
aad  the  clamps  put  over  it  and  screwed  np  tightly,  if 
tk«r  are  of  sncfa  a  type  that  they  are  secured  by  a 
amaU  holt.  If  not.  the  operator  will  do  very  well  to 
abtala  same.  The  cost  will  be  small  and  they  are 
e*ai)y  remored,  being  far  better  for  this  work  than 
srtre  «r  any  similar  contrivance.  Paint  atl  threads  of 
water  pipes  with   white  or  red  lead. 

Cylinder  leaks t     A  slight  leakage  of  water  from  tbe 


jacket    into    the   cylinder   may   be    caused    by    a    crack* 
but  more  usually  will  be  found  to  be  simply  a   defect 
in  the  seating  of  pipe  plug  fitted  in  the  heads  of  many  - 
engines. 


•A  crack  In  cylinder — when  on  the  inside,  is  difficult 
to   locate.      Its   action   may   be  of  such  a   nature   as   tofl 
b«  only  operative   when  the  engine  is  at  full   workings 
heat;   due  of  course  to  the  expansion.     It  is  genemlly  * 
accompanied    by    misflring    and    boiling.      The    former 
owing   to   leakage   of   water   into    the    cylinder  and   the 
latter  owing   to   tbe    exploding   gases    (at   a   very   high 
temperature),  being  forced  into  the  water  jacket. 

The  best  means  of  detection,  is  to  fill  radiator  en- 
tirely to  top  of  cap«  nin  the  engine  till  hoU  then  stop 
it  and  turn  it  over  by  hand  against  the  compression  la 
each  cylinder,  if  there  Is  a  crack:  bubbles  will  appear 
at  the  cap.  So  hj  noting  tbe  compression  of  each 
cylinder,   the  defeciiVB  one  can  be  located. 

Blight  I«aks  inside  of  cylinder  have  been  remedied 
by  rusting  if  the  hole  is  very  small.  See  page  713, 
**ruBtiDg  a  hole  in  cylinder.'* 

QasoUne  leaks:  A  temporary  repair  for  a  slight 
leak  in  a  gasoline  tank  can  be  made  by  applying 
ordinary  soap.  Such  a  repair  may  last  till  the  defee> 
tive  part  can  be  soldered.  Leaks  at  gasoline  taps  can 
generally  be  cured  by  screwing  up  tbe  nut  securinf. 
the  tap  plug,  or  by  grinding  in  the  tap  with  crocuaj 
and   oil. 


Gold  Weather  Precautions. 


In  winter,  a  water  cooled  engine  must  be  careftilly 
fmtrded  against  fteesing,  for  if  the  water  freezes  in 
aay  part  of  the  system  it  will  cause  the  breakage  of 
•ising  or  radiator,  or  crack  a  woter  jacket.  When  the 
■DcSne  is  running,  the  water  is  kept  warm,  therefore 
mm  danger:  it  is  when  engina  ie  stopped  that  eara 
b«  taken. 


When  learing  the  car  for  leTeral  days,  during  cold 
w«ather.  the  safest  plan  is  to  drain  tbe  water  out  of 
all  parts  of  the  system,  cocks  being  provided  for  the 
porpoae  at  the  lowest  point  of  the  system,  usually  at 
lh«  bottom  of  radiator.  The  engine  should  be  run  for 
•  few  minutes  to  make  sure  all  the  water  has  been  re» 

«QT«d. 

fNon-Freeziiig   Solutioii84 

1  Jiter   from   freerJnK"  when   it   is   not 

ii^gir  out.  either  wood  alcohol,  denatured 

alcoL-  „  .               ™>*y  1j«  mixed  with  the  water.    Tha 

aleob^'I  miAlia«}  u  as  follows: 

Wood  A^tcohol  And  Water, 
10'    abov*  f«ro;    807c  i^aier.   20%  alcohol. 
S«ro;  T6%  water.  25%  alcohol;  sp.  gr.  .969. 
7"  below  rero;  70%  water,  30%  alcohol:  sp.  gr.  .©08. 
7:1'   ^low  s«ro;   60%  water,  4©%  alcohol;  sp.  gr,  .951, 
If  denatsrad  alcahol  Is  need,   increase  percentage  in 
abare  table  by  approximately  1&. 

Ftof  sfTaporatlon — use  75%  alcohol  to  25%  water— 
m»  Ike  at'-ohol  evaporates  quicker.  This  does  not  apply 
to  boas  by  lesks  or  boiling  over. 

▲  kydroiD0t«r  can  be  used  for  mixing  and  mntnlain- 
eorract  solnUon.   by  first   testing   the  original  and 
It    up   to    a    standard.      Denatured    nleohol    Is 
dnd  In  preference  to   wood  alcohol  as  the  boil- 
ings jwitr.t    i«    ir»*    hicher. 


01yc«Tln«  ft&d  Alcohol. 


IM  tovtv  Ikaa  6  btJow: 


lot  hfW 


fwvt  tl.aa  15  belt 
ASili^. 


ilotv 


Wat 


. .    10% 
,  .    10% 


.  .  15% 

.  ,  15% 

.,  7e% 

,  .  66% 


Where  glycerine  la  usad  only  alcohol  need  be  uBed.| 
for  evaporation,  which  should  be  added  occasionally* 
The  glycerine  does  not  evaporate  with  tho  water.  4 
simple  solution  of  alcohol,  while  it  ts  not  injurious  in 
any  way,  lowers  the  boiling  point  of  the  water.  Conse- 
quenlly  on  warm  days,  with  the  car  atandinsr  and  the 
engine  running,  the  solution  will  tend  to  boil  easily 
and  evaporate.  The  boiling  point  of  denatured  alcohol 
Is  about  10  degrees  higher  than  that  of  wood  alcohol. 

*^The  use  of  glycerine  raises  the  boiling  point  of 
the  solution.  It  is  more  expensive  than  alcohni  (a 
pound  of  glycerine  costs  88 He.  There  are  8  lbs,  to  a 
gallon)  and  is  Hlightly  injurious  to  rubber.  A  com* 
bination  Bolution  of  alcohol  and  glycerine  in  water 
is   moat   satisfactory    but   expentive. 

Thare  ara  thTe«  grades  of  alcohol:  denatured  which 
U  a  disguised  grain  alcobot  of  6rst  still,  (not  suitable 
as  a  beverage).  It  sells  for  $1.05  per  gallon  and  has 
a  higher  boiling  point  than  wood  alcohol.  Wood 
alcohol  sells  for  |1.60  per  gallon  and  has  a  lower 
boiling  point.  The  high  proof  or  double  still  grain 
alcohol  used  as  a  beverage  is  too  expensive.  Therefore, 
denatured  alcohol  is  cheaper  and  the  proper  thing 
to  use.  tt Alcohol  bolls  at  172* ♦  Therefore  don't 
overheat  engine. 

Oalclnm  chloride  or  any  alkaline  solution,  is  in>^ 
jurious  to  metal  parts. 

If  calcium  chloride  is  used,  then  the  proportions 
are:  rt*4  pounds  to  a  gallon  of  water  for  lero  weather, 
aud  4  Iba,  for  17*  below.  In  using  calcium  chloride 
it  la  the  acid  in  It  which  attacks  the  metal.  This  can 
be  neutralized  by  adding  ammonia  or  soda  ash  until 
blue  litmus  paper  no  longer  turns  red  when  dipped  Into 
eolution. 

If  the  cooling  water  shoitld  freeze;  tKe  usual  Indica- 
tion of  A  frozen  radiator  is  steaming  excessively.  II 
would  appear  that  tbe  «teara  or  heat  would  thaw  it 
out  and  start  the  circulation  again*  but  such  Is  not 
tha  ease.  When  tho  water  freezes  don't  run  engine  to 
try  and  start  circulation.  Find  the  nearest  warm 
garage  and,  if  possible,  turn  hot  water  onto  the  bottom 
of  radiator  until  steaming  ceases,  as  a  radiator  in  thla 
instance  usually  freeies  at  the  bottom  first,  (See  bottom 
of  page  78a,) 

In  addition  to  uon-frettElng  tolntiont  it  li  alwayi 
w«l],  when  making  a  stop,  to  cover  hood  and  radiator. 

Also  draw  In  a  full  charge  of  gas  by  speeding  np 
engine  and  opening  throttle  before  stopping. 

In  carbide  gas  lighting  generators  using  the  water 
drip,  a  suitable  non-freexing  solution  is  alcohol  and^ 
water,  same  proportion   (no  gtyceriDe), 


■■ireexing  point  of  gasoline,     alchobol,*'   etc.     ••Price*  not  now  correct. 
ly.     Sold  by  all  supply  houses.     Kerosene  la  not  snltable  for  aon-froes^ 
_     ^  given   '       J  tfOn  airplane   engines,  where  hose  connection  is   made   to  the  pipe  il  is 

set  a«ly    eonfi«ct«d    with   a   connector,    but   connection    la   taped   and   ahetlaced.      ^B#  tore   that   the   radiator 
iam  not  IcAk  and  that  hone  connections  are  tight  before   putting  in   non-freezing   soltition. 


194 


D\TLE'S  INSTRUCTION  NUMBER  FOURTEEN. 


Eadlator  Leaks. 
Testing  for  leaks.  It  is  hard  at  times 
to  detect  the  exact  spot  at  which  a  leak 
occurs  in  a  radiator.  The  best  plan  is  to 
remove  the  radiator  from  the  car  and  plug 
op  all  but  one  opening,  then  run  the  tube  of 
a  tire  pump  through  a  cork  and  then  place 
the  cork  in  this  last  opening. 


Place  radiator  in  a  tub  or  box  which  will 
hold   water    and    submerge    tbe   radiator    as 

per  illustration.  Then  pninp  air  into  radiator. 
Bubbloa  will  issue  from  the  point  of  leakage. 
The  leaks  should  be  marked  and  radiator  re- 
moved  from   the  water. 

The  eext  procedure  Is  to  determine  if 
the  radiator  is  a  tnbolar  or  cellular  type,  by 
^udying  page  190.  Then  read  pages  714, 
715  and  789  and  proceed  with  the  repair. 

Remember,  when  soldering  parts  of  the 
radiator  that  the  metal  must  be  scrtipiously 
clean  before  the  flux  is  applied  or  else  the 
solder  will  not  hold. 


After  completing  the  soldering*  file 
smootbly  and  then  place  radiator  In  the 
water  and  again  test  it  with  air  pressure  in 
order  to  see  if  the  leak  is  properly  repaired. 

Smftll  1e«j£J  Are  dealt  witli  oa  psfti  191,  198 
Bnii   715. 

Painting  a  Radiator. 
It  Is  very  difficult  to  paint  a  radiator 
quickly  and  thoroughly  with  a  paint  brushy 
and  the  usual  plan«  where  a  great  deal  of 
tbe  work  Is  done,  is  to  dip  the  radiator  in  a 
Iialnt  solution.  A  very  satisfactory  job  can, 
however,  be  quickly  done  with  a  spraying 
outfit.  A  very  simple  and  home  made  device 
is  here  illustrated. 

It  consists  simply  of  a  construction  such 
as  Is  shown  in  fig.  4,  in  two  sizes  and  designs, 
which  comprises  a  can  (D)  for  the  paint,  con* 
aisting  of  a  mixture  of  lampblack  and  tur* 
pentine,  a  hollow  cylindrical  tin  handle  (B) 
attached  to  the  can,  an  air  pipe  (A)  passing 
through    the    handle    and    through    can,    as 


indicated  by  the  dotted  lines;  and  another 
similar  pipe  or  tube  extending  downward  at 
right  angles  from  the  one  end  of  the  horizon- 


Fl^.    I  —A     hQine- 
m  •  il  *     %pt*Yft     far 

f:S*r  «ito«  iixat  nsL 


tal  tube  into  and  near  to  the  bottom  of  the 
can,  as  is  also  indicated  by  dotted  lines.  This 
is  merely  an  adaption  of  the  principle  em- 
ployed in  most  atomizers. 


FIff,     5— Staowisc 
^a*      fke     pmimt     It 

(or  (»cc    pitgt  SOS.  lot 


When  a  stream  of  air  is  forced  through 
the  air  tube  (M  and  A)  passing  through  the 
handle  and  diiected  across  the  opening  (0)^ 
at  top  of  the  vertical  tube  the  fluid  from 
the  inside  of  the  can  is  drawn  up  and  spray- 
ed onto  the  radiator.  It  is  best  to  tUt 
radiator  when  spraying,  so  solution  will  drain 
off. 

Heating  a  Car. 

There  are  three  methods  of  heating  a  car 
as  explained  on  page  192. 


Illuetrsllon  sbowi  th«  ho%  w»ter  m«fttiod  wbieh 
cao  oalj^  be  USftd  where  tbera  U  a  forced  or  pump 
circulation  syAtem.  Connectiont  are  made  with 
the  circttlatinir  ajritem  at  the  top  of  rear  cylioder 
and  circulated  throngh  the  heater,  whence  it  reiurtit 
to  the  bottom  of  the  radiator. 

The  heater  is  made  of  rejnilar  water  pipe  and 
the  bousiof  of  aluminum  or  Ii|rhl  eaat  iron,  Tha 
floor  U  cut  away,  allowing  the  sarface  of  th« 
heater  to  be  fiuih  with  the  floor.  The  top  plate, 
made  of  alumitiQiii  ia  then  placed  OTer  the  heater 
box. 

Tli6  ttzhsmit  method  for  heattug  is  to  ntlllsa  tlie 
exhaust  gaata  Instesd  of  water.  la  thit  initance 
the  pipe*  would  be  connect  cut  with  exhau-it  jupe 
in«teA()  of  the  water  pipe.  Only  one  side,  the  inlet 
would  be  connected  end  an  outlet  li  provided  for 
the  emission  of  the  guM. 

The  hot  air  method  ia  ahown  od  page  192« 


OHABT  NO.  98 — Testing  a  lisaky  Eadlator  (so*?  also,   pages   714,   715,   789). 
(lee  also,  pa^ca   194,  509,  736.  584).     Hot  Wat«r  Heatli^  of  Car. 


Painting  a  Badlstoi 


LUBRICATION. 


196 


Ftg*  1.     Som«  of  Uie  earty  m«tbo4i  of  «iigtiia  tnbrlckllDii.     There  &ro  four  diftettjii  iytttenu  ibuwn  on 
ihia  esfise   is   order  to   elemrly  explain   eiicli   lyitflm.     Tti«  if  ft  terns  Are  eaomernled   uid  deicribed  below, 

E^lanatjon  of  tlio  Four  Engine  Lubrication  SyBt«ni&— Above. 
FfiBt:     Wo  will  follow  out  tlio  splash  system ;  wo  will  auaume  oil  le  placed  in  erank  case 
ynongli  breather  pipe.    The  icoops  (O)  on  en/l  af  conDecting  roda  pick  Dp  tho  oil  from  troughi 
(£),  and  splash  it  to  the  various  parts. 


Fon^  feed,  splaab  and  gravity.  We  will  assume  the  splash  system  just  do- 
■erilMd  ia  a  part  of  thia  system.  Tho  overflow  passes  to  reservoir  (V),  it  is  then  forced  by 
pigmp  (M)  to  a  gravity  feed  reservoir  placed  pn  top  of  engine.  The  passage  ia  then  throogb 
Iko  ditfereut  pipes  (S  to  L)  to  the  bearings^  thence  back  to  the  troughs  (E)  and  reservoir  (V)* 
Tkii  pystem  would  also  be  termed  a  circulating  sy stem,  as  the  oil  is  in  cDntinual  circulation. 

Third;  Separate  forced  feed  and  splash^  The  mechanically  operated  pump  is  driven  by  belt, 
ekain  or  bevel  gears.  There  are  several  small  pumps  under  the  oil  reservoir  boi  (N),  In 
fact  a  pump  for  each  feed;  each  separate  feed  la  piped  to  the  different  parts  to  be  lubricated. 
The  oil  paases  through  a  sight  glass  (G).  The  oil  then  passes  to  bearings  and  falls  to  bot- 
tom of  erank  ease.  The  oil  reaches  a  level  or  height  in  the  crank  case  so  that  the  connect- 
Snf  rods  give  an  additional  lubrication  by  splash.  The  amount  of  oil  fed  ia  regulated  by 
drop%  through  the  tight  glaiseSr  by  the  regulation  of  the  screws  (D),  and  depends  upon  the 
•ice  of  engine  and  speed*  (Note — pipe  (F4)  is  not  connected  with  this  system.)  This  would 
be  t«rmed  a  non-eirculatiag  system. 

Potiitli:  The  exhaust  pTessure  feed  and  splasli.  This  system  consists  of  an  air  tight  oil 
iMxik  or  reierroir  (FT),  A  small  pipe  (PI)  connects  the  tank  with  the  exhaust  pipe.  A  eheek 
valve  permita  the  gas  pTesaure  to  pass  into  tank  but  not  to  flow  back^ 

The  initial  pressure  is  given  to  the  tank  by  a  small  hand  pump  through  pipe  (P2)«  Aftdf 
tai^nm  ia  atarted,  the  pressure  from  exhaust  is  sufficient  to  force  the  oil  through  pipe  (P4} 
to  iiglit  feed  glassesj  thence  to  the  various  parts  to  be  Inbricated^ — thence  to  crank  case^ 

Tkia  system,  like  the  third  system,  requires  oil  to  be  fed  by  drops  as  it  ie  not  pumped 
evM  and  used  agiun  and  would  be  termed  a  non-cireulating  system. 


GBAKT  MO. 


Lataleatioii  Systams.    The  above  explains  some  of  the  original  systen 
Tlie  modArn  systems  are  explained  farther  on. 


LUBRICATION. 


m 


timet  cut  around  tlie  lower  part  of  tbe  pis- 
ton, and  the  oil  BplasMng  into  this  is  car- 
ried upward  and  distributed  on  the  cylinder 
wall  and  rings.  Tbere  are  no  oil  trouglis 
in  thia  syatem. 

As  tlie  oU  Is  us€d,  more  must  be  added  to 
tlie  crank  case  to  keep  tke  necessary  level. 
This  if  done  either  by  moans  of  (1)  a  hand 
pump  connecting  the  crank  case  to  an  oil 
tank  or  (2)  by  an  oil  cup  that  drips  a  cer- 
tain amount  of  oil  into  the  crank  case  every 
minute,  or  (3)  by  filling  through  a  breather 
pipe.* 

With  the  hand  pump,  the  driver  gives  it 
a  stroke  or  two  every  few  miles,  experience 
being  his  guide  as  to  how  often  and  bow 
njtich.  This  latter  syBtem,  however,  is  not 
mnch  used  on  automobileB,  but  is  exten* 
Bively  used  on  motorcyelea.  This  system 
would   be  termed   a  non-circulating  syateni. 


rif.  1. 


The  objections  to 
tlie  splaah  system 
are  as  follows;  re- 
fer to  fig,  1 — note 
the  engine  is  in  a 
level  position.  An 
long  as  the  engine 
remains  level  the 
splash  system  gives 
fairly  good  satis* 
faction^  so  long  as 
tiie  level  of  the  oil  is  kept  up  to  the  lowest 
point  of  the  connecting  rod  where  it  can  be 
picked  up  and  thrown  to  the  upper  part. 
If,  however,  the  car  Is  in  such  a  position 
the  engine  will  be  tilted,  aa  shown  in  fig.  2, 
then  the  oil  goes  to  the  rear  cylinder.  Tb© 
rear  cylinder  is  over  lubricated  and  the 
others  are  under  lubricated.  Even  though 
a  "balTle*'  plate  is  placed  as  shown  in  fig. 
8,  still  there  is  one  cylinder  minus  oU, 
Therefore  some  other  means  must  be  em- 
ployed so  that  all  cylinders  will  receive 
their  proper  share  of  oU. 


Oil.rii9>it6  I  won 


The    Ford    temi-cireulmtiair    ■7stem< 


Splash  System— semi  circulating. 
One  method  of  overcoming  this  latter  | 
mentioned  objection  is  to  provide  troughs 
(O)  under  each  connecting  rod,  which  is 
shown  in  the  cut  of  Ford  engine.  The 
troughs  retain  the  oil,  even  though  engine  ia 
at  an  incline.  The  next  method  is  to  keep  { 
the  oil  at  a  constant  level  in  the  troughs. 
This  is  accomplished  by  some  means  of  cir- 
culating tbe  oil,  In  this  instance  the  con- 
stant level  of  oil  is  maintained  by  the  action 
of  the  fly  wheel. 

The  fly  wheel 
throws  the  oil  to 
the  top  of  the  trans- 
mission case  where 
part  of  the  oil  ia 
caught  by  tube 
*'T"  and  fed  by 
gravity  to  the  cam 
gears.  The  overflow 
coming  back  tends 
to  keep  the  troughs 
(0)  filled  with  oU. 
This  system  would  be  termed  a  semi-circu- 
lating system  (used  on  the  Ford  engine). 

♦♦Splasli  System^eirculating. 
This  system  could  be  termed  a  "circu- 
lating splash  system'^  also  a  ''pump  over" 
syatem  and  is  the  true  constant  leirel,  cir- 
culating splash  system  because  the  oO 
trougbs  are  kept  at  a  constant  level  by  a 
pump.  Could  also  be  termed  a  **  force  feed 
and  splaah"  syatem. 

The  operation  of  a  ''circulating^'  or 
*'pump  over*'  oiling  system  is  shown  in 
fig.  6;  the  main  oil  supply  is  contained  in 
the  reservoir  (R),  from  which  it  ia  drawn 
by  the  pump  (M)  and  forced  through  the 
pipes  or  leads  (L)  to  the  main  crank  shaft 
bearings   (G). 

The  overflow  from  these 
bearings  is  thrown  by  cen- 
trifugal force  against  the 
walls  of  the  crank  case 
and  cylinders  and,  as  it 
runs  down,  is  collected  by 
inclined  channels  (N) 
which  conduct  it  to 
troughs. 

For  lubrication  of  the 
connecting  rod  bearings, 
scoops  (8)  are  fitted  to 
the  lower  ends  of  the  con- 
Fig,  «.  necting  rods,  which  dip 
into  the  oil  contained  in  the  troughs  and 
scoop  it  up  Into  the  crank  pin  bearings  at 
the  lower  ends,  and  through  tubes  (B)  run- 
ning up  the  rods  to  the  piston -pin  bearings. 
Overflow  pipes  (P)  are  provided  in  the 
trough  so  that  the  excess  oil  can  return  to 
the  reservoir  (E). 

The  pump  (M)  Is  usually  a  gear  type  of 
pump,  operated  by  bevel  or  spiral  g^ara 
and  vertical  shaft  from  the  cam  shaft  0. 
On  many  engines  the  pump  ia  a  plunger 
type  operated  by  a  cam  from  the  cam  shaft. 


□E 


; 


*A  bresthar  for  as  engine  (ms  Studebnker.  p»f«  71),  it  ft  pipe  openias  conniietad  with  cr«zLk 
tmme,  vb#rt  oil  it  poored  into  crank  c*t«.  Tbt  opening  ii  cloied  by  ft  cftp  wbich  doei  tiot  flt  tight, 
bat  allows  the  &ir  to  «nter,  iind  at  th»  t^&tiip.  lime  proventH  oil  from  working  out.  **Th<l  depth  of 
oil  In  oil-pan  of  a.n  eagiiia  using  tbo  spla«1i  i/stem  ahonld  bo  juat  enoafb  so  that  tho  Hpluah  will 
dlatribttto  the  oil. 


DYKE'S  INSTRUCTION  NUMBER  FIFTEEN. 


Fl^s.  3.  1,  2:  MeUiod  of  drctilAtlDQ  of  Uie  Hndsoti 
Sapor  six  "drcuUtliig- spUah  aystein:*'  The  ml  i» 
Ukcn  from  the  presacd  iteel  reservoir  at  (A),  itrainiiii:' 
All  of  it  through  a.  Alter  or  metBl  «cre«ii  of  tne  meih. 

The  oil  ii  fed  directly  into  the  front  compirtmeot  eon* 
Uiniof  the  tiroln|r  geara  ^t  (T>  aod  their  hearinft  Aod 
flowm  from  thia  ioto  the  nrst  oil  trough  imtiicdi»tel]r  oodor  No.  1 
cylinder  (tee  fig,  8),  The  lorgo  iplather  on  the  end  of  the  coonecti&g 
rod  practically  empties  the  oil  trough  at  every  revolution,  throwing  the 
oil  into  auitahle  channels  or  guttera  on  the  tidn  of  the  retexvoir  and 
crank   caae. 

The  upper  gutters  tB^d  the  main  bparinga  in  a  conlinuoui  itream, 
lower  gutter  feedi   the   oil  directly    into   No.   2   oil  trough. 

The  iplafth  frora  No.  2  oil  trouf^h  fecdn  No.  3,  and  so  on  until  No.  6 
oil  trough  it  reached,  at  which  time  the  oil  fiowi  back  Into  the  reeervotr. 

The  eonnccting  rod  dipper  ii  aufficiently  effective  to  pertait  a  very 
bigh  level  being  maintained,  thus  insuring  lubrication  on  all  grades  with- 
onl  excesaive  oil  conaumption.  The  two  center  bearings  *re  fed  by 
two  trougha  each. 

The  front  bearing  la  fed  from  the  tuning  geara  aod  one  trough,  »nd  Ihe  r©ar  bearings  is  fed  by  two  largo 
trougha.  It  if  apparent  Chat  all  oil  which  eoteri  At  the  front  end  must  circutAte  throogn  the  Tarioui 
troughs  to  the  reservoir  again    (ae«  page  200). 

riff.  4:  M«th. 

od  of  elxeul*- 
tlon  of  tlio 
Kijxg  "Foieo 
r  e«  d  Syi- 
torn:"  Thero 
are  no  trougha 
or  splash  witb 
this    ffyttem. 

Oil  poured  in- 
to the  filler 
tube,  flows 
down  into  the 
oil  pan,  flUiiig 
it  up  to  « 
height  indi- 
cated by  the 
oil  level  gauge 
on  right-hand 
side  in  tester 
of  engine. 
From  tbo  PAH 
o  T  reaerroir 
the  oil  Iff 
drawn      up 

through  the  oil  punsp.  which  is  driven  by  a  vertical  shaft  from  spiral  gears  on  the  camshaft.  The  oil  pump 
Itself  Is  aurrounded  by  fitie  8cre<;n  so  that  all  oil  entering  the  system  is  thoroughly  strained  to  remove  the 
dktt  or  lint  thai  might  stop  up  the  oil  ducts  and  cause  damage.  The  illustration  shows  the  principle  of  the 
system,  and  by  following  the  Arrows  the  oil  can  be  traced  from  the  reservoir  to  the  various  pArta  of  the  eng ine. 
TliA  geAT  pump  at  the  extrema  bottom  of  reaervoir  draws  the  oil  through  the  tcreon  which  surrowidA 
it  And  foreea  it  into  a  dl>M1>tiilng  pipe  running  the  entire  k-ngth  of  the  craukcase.  From  Ihla  pipe  Uio 
lubricant  Is  forced  to  each  of  Ihe  three  crAnkshaft  main  bearings. 

Prom  the  main  bearings  the  oil  is  forced  through  holes  in  the  crankshaft  to  the  connecting  rod 
leAringa.  Since,  at  every  revolution  of  the  erankahaft,  these  holes  register  with  the  leada  from  the  dis- 
tributing  pipe,  an  exceta  of  oil  is  forced  to  the  connecting  rods,  where  it  is  drawn  off  in  fine  drops  or 
miei  onto  cylinder  walls,  A  part  of  this  spray,  is  also  utilised  for  lubricating  camahAft  valvee,  UppotA, 
PrtncfplA  of  AdJOBtmont  of  the  **Bpriag  And  1>aI1"  taIto;  the  ball  is  plAcod  in  the  pAth  ol  oil  liao 
with  A  spring  tension  behind  it.  When  pressure  of  oil  circolatioo  is  reached,  to  which  spring  tontloD  it 
Adjusted,  the  bail  is  forced  open  And  oil  overflows  past  hole;  in  this  instance,  to  the  eluiin  sprocket.  I& 
other   words    it   is   merely    a    "relief  valve."    (see   page  300.)  


Tbe     *  *  Oirciilft  ting 


CHABT  NO»  99A— Example  of  Two  Modem  Engine     Iiuhrication     Systems: 

Spl&sb**  (Hudson  ms  example)  and  the  '* Force  Feed''  System  (King). 

•Note  the  "eccentric"  moYemeut  of  cam  for  udju#tinc  the   pTP««ure   on    the   Hadson,   and   the    'llftlf  ASd  Wprtng 

ValVA"    on   the  King.     Also   see    pege   594.   for  Adjusting   Hudson  Oiling  System- 


LUBRICATION. 


199 


Force  Feed  System. 
Oil  is  forced  by  pressnre  ftom  o11-imui  by 
a  pump,  to  crank-shaft  bearings,  then 
through  drilled  ^oles  in  crank-pixis,  per 
King  system,  page  198.  Oil  is  not  forced 
to  piston-pin,  pisUm  and  cylinder,  but  these 
and  other  parts  are  supplied  hy  oil  thrown 
from  the  crank-pin  bearings.  The  connect- 
ing rods  do  not  dip. 

Full  Force  Feed  System. 
Oil  is  forced  by  pressnre  from  oil-pan  by 
a  pump,  to  crank-shaft  bearings,  then 
through  drilled  holes  in  crank-pins,  per  flg. 
4,  this  page.  Oil  is  also  forced  to  connect- 
ing rod  upper  part,  or  piston-pin  through 
ehannels  or  pipes,  thence  out  piston-pin 
to  wall  of  cylinder.  Thus  the  dilference  be- 
tween the  "force"  and  "full  force"  sys- 
tem.   The  connecting  rods  do  not  dip. 

Note  the  dotted  lines  showing  the  path 
of  the  oil.     (A)  is  the  oil  reservoir.     (B), 

?  Oil  Pimip  and  Oil 

The  Oi)^Fump. 
There   are   two   types   of   oil   circulating 
pumps  in  general  use.    The  gear  type,  fig. 
1  and  the  plunger  or  piston  type,  fig.  2. 

|o«nin  ^^  g^3,  ^jyp^   (gg 

1)  can  be  operated 
by  chain,  but  is  usu- 
ally operated  by  a 
shaft,  through  bevel 
or  spiral  gears,  as  per 
fig.  6,  page  197. 

The  plungtr  type 
(fig.  2)  is  usuaUy 
driven  from  the  cam 
shaft,  by  an  eccen- 
tric, and  on  marine 
engines  instead  of 
utilizing  the  cam 
shaft,  the  pump  is 
sometimes  driven 
from  the  crank  shaft, 
fig.  4. 

The  adjnstnient  of  thii 


piston  or  gear  type  of  pump,  (G),  eccen- 
tric or  gear  for  operating  pump.  (O), 
(^auge  placed  on  dash  to  indicate  the  pres- 
sure, (F),  cheek  valve,  (D)  is  a  strainer. 


Fif.  4 — ^Diapmm  of  •  "fall  force  feed"  system. 

This  would  be  termed  a  true  "full  force 
feed"  engine  lubrication  system. 


type  pump  U  made  by 
icrewmf  the  plunger-rod 
(0)    in— (this    shortens 


the    stroke);    or    out — 

which      leojrtheni      the 

stroke).     This  lengthen- 

^  ^     ^        ^       «  ing  or  shortening  of  the 

e^oke,  hat  the  effect  of  regalating  the  flow  of  oil. 

The  longer  the  stroke,  the  more  oil  flows  and  vice 


Fig.  2. 


A  modlflcatlon  of  this  type  is  shown  in 
flg.  1,  page  198  —  note  the  plunger  is 
shorter  and  is  operated  by  a  cam  or  eccen- 
tric movement.  The  cam  forces  the  plunger 
in  and  a  spring  forces  it  out  again,  thus 
ereating  a  suction  effect  which  draws  the 
oil  from  the  lower  reservoir. 

Oil  Pressure  and  Gauge. 

This  is  a  gauge  placed 
on  the  dash  board  (see 
page  188),  which  shows 
the  oil  pressure.  The 
normal  on  the  Pack- 
ard is  20  to  30  lbs. 
at  1000  r.  p.  m.,  engine 
hot.  On  the  King,  15 
to  20,  on  the  Pierce- 
Arrow,  3  to  4  lbs.  at 
lowest  speed  —  to  36 


Pressure  Gauge. 

lbs.  at  highest  speed  (50  m.  p.  h.);  Cadillac, 
5  to  7  lbs.  when  idling. 

If  the  indicator  needle  on  gauge  drops  to 
sero,  it  indicates  oil  level  is  low  or  for 
some  reason  oil  is  not  circulating.  In  cold 
weather  it  may  be  an  indication,  that  the 
cold  test  of  the  oil  you  are  using  is  not 
sufficiently  low  and  that  the  oil  has  con- 
gealed to  a  point  where  the  pump  cannot 
draw  it  from  the  oil  pan.  Do  not  under 
any  consideration  continue  to  run  the  eor- 
gine  if  the  hand  on  the  cowl  board  vibrates 
or  returns  to  zero  or  if  it  remains  at  zero 
after  starting  the  engine. 

The  amount  of  pressure  varies  with  the 
speed,  temperature  and  viscosity  or  thick- 
ness of  oiL 

When  the  engine  is  cold,  the  pressure  will 
be  higher  until  the  oil  thins  down.  An  ex- 
cessive, pressure  on  the  gauge  may  also  in- 
dicate the  clogging  of  the  system. 

In  other  words,  maximum  pressures  will  be 
indicated  at  given  speeds  when  the  engine  is  cold 
and  the  oil  is  fresh:  minimum  pressures^  when 
the  engine  is  hot  ana  the  oil  becomes  thm. 

Practically  all  engine  lubricating  oils  become 
less  Tiscons  from  nse  even  under  normal  condi- 
tions. Running  the  engine  too  long  with  the 
"choker"  control  lever  pulled  back  will  cause 
the  oil  to  be  thinned  more  rapidly,  due  to  the 
condensation  of  gasoline  from  the  rich  mixture. 
See  page  205. 

Too  high  a  pressure  will  cause  abnormal 
oil  consumption.  This  should  be  adjusted 
according  to  the  pressure  recommended  by 
the  manufacturers  (see  page  542).  Always 
adjust  when  engine  is  hot. 

Regulation  of  Oil  Pressure. 

There  are  two  general  methods;  (1)  by  an 
"eccentric"  movement  as  per  fig.  1,  chart 
9 9 A,  and  by  the  adjustment  of  a  "spring 
and  ball"  valve  as  per  fig.  4,  chart  99 A 

If  gauge  does  not  show  pressure:  Make 
sure  that  the  oil  pan  contains  plenty  of  oil, 
as  shown  by  oil  level  indicator.  Should  this 
show  "full,"  remove  priming  plug  on  top 
of  the  pump  and  start  engine.  If  oil  flows 
from  this,  the  pump  is  working  and  the 
trouble  is  with  the  gauge. 


DYKE'S  INSTRUCTION  NUMBER  FIFTEEN. 


FflBUilf  tlio  pump;     In  cue  joa  think  thai  Uie 

i^ttmp  ii  cloned  it  ii  a  pood  pUn  before  taklni; 
I  down  to  trj  prrmins  it  with  the  lAme  kind  of 
oO  IhAt  70a  put  in  the  cr»nk  e&ie.  To  primft  tb« 
pQXDp,  remoTo  the  ping,  poor  m  oil  untiili  it  AlU, 
rtpUee  the  p!of  end  ttAii  engine.  It  priminf 
iocs  no  food  then  it  will  he  necftBearjr  to  clenn 
fft«  pipes  in  order  to  find  the  obetructfon.  It  te 
al«d  adTiftAble  to  occaaiooftlly  clean  the  oil  atraiQEr. 
When  the  pump  ia  taken  down  it  must  be 
primed  with   oil,   after  replacing 

fShonlir  St  any  tlm«  tbo  oil  gmnga  ahow  fnU 
prm§wni9  when  runniiig  at  %  alow  apeed.  foreign 
nutter  hai  become  lodg^ed  la  jour  dlitribntor 
pipe   lAd  7011  will  have   to  proccd    ai   followi: 


Take  off  oil  pan,  remove  oil  pump  by  removinf 
emp  aerewa  which  are  aaually  acceeaible  throofh 
th«  holes  in  the  clutch  cone  and  flywheel.  The 
diitiibuior  pipe  may  then  be  drawn  back  throufb 
the  openlnje:  left  by  the  pump,  and  it  ahoold  then 
be  blown  oat  with   air  pretinre. 

If  the  ayatem  ia  a  aplaah  lyatcm  aa  well  aa  a 
forced  circulating  ayatem,  it  ia  poaaibte  to  drire 
in,   but  be  Bore   there  ia  plenty  of  oil  In  pan. 

fSoinetlmea  kilgh  sange  preAaure  is  due  to  eold 
weather  and  heavy  congealed  oiL  If  after  engine 
ia  wanned  tip  the  preatura  ia  ezceaaive  and  the 
regulation  does  not  vary  it.  then  it  can  be  attri- 
butad  to  clogged  pipea« 


Example  of  Modem  *'Clrculatiiig  Spl&sli"  System — See  chart  9  9 A. 


P 


A  modem  engine  lubrication  system  com- 
bining tlie  splash  and  pump  circulating  sys- 
tem ifl  shown  in  illuBtration  figs.  1,  2,  3 — 
use^j  on  the  Hudson  super  six. 

DU  pump;  plunger  type,  mounted  at  front 
of  eng^ine  and  driven  by  a  vortical  shaft 
from  crankshaft 

Regulation  of  oil  pressore  is  governed 
by  the  speed  of  engine.  An  ^'eccen- 
tric** (E)  18  connected  with  the  carburetor 
throttle.  Thie  keepa  the  cam  from  operat- 
ing on  the  plunger;  should  the  regulation  be 
set  so  oil  gauge  registers  1  to  1^  degrees  of 
pressure  when  engine  ia  running  slowly. 
By  this  we  mean  at  speeds  from  10  to  20 
mileo  an  hour,  (see  also  page  €94.) 

Am  the  tbrottle  is  opened,  the  eccentric 
is  turned  away  from  the  plunger  so  as  to  al- 
low it  a  greater  amount  of  travel  from  the 
earn  action.    When  the  throttle  is  wide  open, 

Example  of  a  Modem  '  *  Force 

Tho  principle  of  operation,  is  explained  in 

lower    illustration    in    chart    99A    and    the 

t«xt  pertaining  thereto  refers  to  the  King 

ear* 

The  pressure  regulation  which  differs  from 
the  Hudson  is  explained  below, 

Oil  prMBure  regulation  1  The  pressure  of 
the  oil  in  this  force  f+*od  system  is  controlled 
by  a  "iiprlng  and  ball^'  valve  located  on  the 
front  rigbt  hand  side  of  the  crankease.  The 
valve  is  provided  with  an  adjustment  which 
should  not  be  tampered  with  unlesB  the  pres* 
sure  drops  below  i  lbs.  or  raises  above  20 
pounds^  when  tho  engiae  is  speeding  up. 

To  rogulate,  loosen  lock  nut  and  turn  pres- 
•ure  regulating  screw  to  the  rlgbt  to  in- 
Urtait  tat  prossure,  and  to  the  left  to  de- 
CTOaM  M     «oo  piigt*  198. 


the  eccentric  should  be  in  such  a  positioja  as 
to  permit  a  full  travel  of  the  pump  plunger. 
By  this  adjustment,  the  oil  pressure  shown 
OQ  the  gauge  will  gradually  increase  as  the 
car  speed  increases.  It  should  register  8 
to  4  degrees  at  30  miles^  per  hour. 

If  gauge  doea  not  show  this  amount  as 
above,  the  pump  mechanism  should  be  in- 
vestigated. Upon  indication  of  a  pump  be- 
ing inoperative  or  fauge  needle  shows  no 
movement,  make  sure  there  is  plenty  of  oil 
in  reservoir  and  engine  is  getting  lubrica- 
tion by  splash,  and  run  irrespective  of  the 
pump,  then  you  can  drive  in  carefully  and 
have   the  system   examined. 

The  oil  reservoir  on  the  Hudson  containe  over 
8  fBlloni  ot  oil  In  the  troughs  ftnd  ia  the  reiervoir 
itteir.  It  ii  fitted  with  n  flout  iodicfttor  which 
•howi  the  level  of  the  oil  by  meaaa  of  a  red  but- 
ton working  in  &  glAHi  tube.  This  is  on  the  left- 
hand   side  of  the  engine.     See  fig.  2.   chftrt  99 A. 

Feed"  System— See  chart  99A. 

Over  lubrication r  If  the  oil  pan  at  any 
time  contains  more  than  •seven  quarta  ciif 
oil|  the  connecting  rods  will  dip  and  thua 
create  a  splash  which  will  over  oil  the  pis- 
tons and  cylinders^  more  on  the  right-hand 
block  than  the  left,  causing  smoke  to  issua 
from  the  rauflTler  pipe. 

If  the  englno  smokes,  drain  oil  pan  and 
measure  its  contents,  as  the  oil  level  gauge 
may  be  stuck.  If  the  oil  pan  does  not  eon- 
tain  more  than  the  right  amount,  the  oil  Is 
probably  pumping  past  the  pistons,  due  to 
worn  or  stuck  piston  rings,  If  this  is  the 
cause^  new  rings  should  be  fitted  at  once. 

Also  remember  that  the  nse  of  too  U|rht  m 
grftde  of  cylinder  oil  Is  apt  to  cause  engine  to 
■moke.  (The  King  Co.  rocommend  "Mobiloil  Oar- 
groyle  A/*)  Always  cleaa  screen  and  oil  pan, 
w&shtng  with  kerosene  after  draining  dirty  oiL 
(8ee    '^cleaning  eraok  casa,*'   page  201.) 


«*The  Kind  of  Lubricating  OU  to  Use. 


At  ih9  pr^ont  time  most  lubricating  oils 
\  M§  itnlfbt  BlllMral  oils  made  from  different 
^lintfttf^i  of  petrol  oil  in, 

A  good  high  grade  gas  engine  oil  la  necea- 
IMj  because  the  heat  inside  of  an  internal 
eomliustion  type  of  enjfino  will  burn  the 
oil,  leaving  nothing  for  lubrication— hence 
wear.    Therefore  nothing  but  a  high  grade 


oil  will  answer,  owe  which  will  stand  up  un- 
der high  t  temperature  of  the  cylindere  with* 
out  thinning  down. 

Another  point  to  consider;  if  rings  %re 
tight  and  compression  is  good,  then  it  ia 
possible  to  use  a  light  weight  oil  so  it  will 
iplash  readOy.  A  light  weight  oil,  under 
heat,  can  hold  its  body  and  will  lubricate 


**Tha  chart  of  aatemobUe  recommendatleos,   itsoed    annually   by   the   Vacaum   Oil   Co..    Hochaaiar. 
N>  Y,,  ipfrdiaRi  the  correct  grade  of  oil  for  each  car  and  model  for  the  last  five  years.     Ii  la  tree. 

*Amaant  varies  on  different  cars.     This  is  for  King,   model   E.     tStudebaker   instntctiooa. 
flfaaiBiexB  temperattiro  in  cyUaderi,  at  lop  of  axploilon    stroke    is    anproxiraately    2700*    F. :    the 
minimum   tompf>rstnra  during  suction  stroke,   about  250*  F.-  average  temperatara  daring  the  four 
0trtikmm,  mbout  050"  K,     These  ara  tampetaturai   la  the  cylindert  to  which  the  outer  alda  of  oil 

itfm    /*    mrpaBetS    ta. 


LUBRICATION. 


201 


just  the  same  as  good  heavy  oil,  if  proper 
qnnHty. 

8«ine  aflgln«s  rvqnlr*  a  Ugbt  bodlod  qU,  otli«n 
A  htmiWT  OU:  Sometimes  tbe  beav7  bodied  oil  utrnj 
»ppeAr  lo  bold  Us  body  or  cooaistcncy  but  under 
b«ftl  it  will  thtn  down  co&Biderably  whereai  »  liglil 
todied  oil  wilt  hold  Iti  conaiatency  equBllj  m  welL 

Koto — any  oil*  no  matter  how  thick  or  hflATj, 
viU  thin  down  to  a  certAio  extent  when  heated. 

Wliv*  multiple  disk  clntohAs  m-o  HBfld  wMch 
nm  la  oU  it  b  verv  important  tb)it  a  light  bodlod 
oil  be  uBfd,  elae  the  platea  wlU  have  a  tendency 
to   draf  by  i ticking  tof ether . 

If  piston  rings  leak,  which  natarall?  lowers 
eompr««slon,  then  too  light  ftn  oil  will  pass  Into 
III*  combastion  chamber  where  the  tire  and  flame 
wiU  rapidly  turn  it  to  carbon,  causing  this  carbon 
to  stick  to  the  Talves.  combaatlon  chamber  and 
spark  pltig:.  Oonsequent  result  is  Iobb  of  o\\, 
foulisd  spark  plugs  and  carbon  deposit. 

The  proper  oil  to  use  is  generally  recom- 
mended by  the  maker  of  a  car.  The  object 
hag  been  to  secure  an  oil  that  leaves  no 
carbon   depoait  and  that  at  the  same  time 

fives  uniform  complete  lubrication.  It  must 
old  its  body  and  form  a  lasting  Mm  on  the 
wearing  surfaces.  If  it  thiuB  down  too 
much|  it  will  leave  the  bearing  without  lubri- 
cation (see  alsoy  page  205,  bottom) « 

*^A  difference  In  oils  Is  shown  by  their 
''flashpoints"  and'' humlng points.*'    When 

^  Using  Oil  Over  Again,  Adding 

*^7slng  cylinder  oil  over  again.  The  cyl- 
inder oil  which  is  drained  from  the  crank 
case  of  an  engine  having  a  circulating  sya- 
tern,  after  every  1000  miles  of  use,  may  be 
used  for  the  gear  set  if  it  is  strained  through 
a  filter,  and  is  good  oil  to  begin  with. 

It  if  then  mixed  with  fTe«ie.  The  oil  is  merely 
charred  and  is  alightly  strinrr  from  the  wax 
which  has  been  formed  in  it.  This  wax-like  coa- 
sistency  is  the  very  qnaliOcaCton  necessary  for  a 
gear  lubricant  is  that  it  holde  the  oil  to  the  gear. 
The  oil  should  be  drained  in  a  pan,  mixed  with 
grease  until  the  mass  assniues  the  consistency  of 
the  regular  tran amission  lubricant  familiar  to  all 
antomobUiats.    being  neither  liquid   nor  aolid. 

Adding  Fresh  OIL 
It  Is  important  to  note  that  fresh  oil  of 
another  make  should  not  he  added  to  the 
oil  pan  before  thoroughly  washing  out  the 
old  olL  Clean,  good  oil  put  into  a  dirty  en- 
gine with  gummed-up  bearings  has  simply 
no  chance  of  asserting  its  superiority  under 
the  unfavorable  circumataucea.  It  has  first 
of  all  to  get  rid  of  the  gumming  round  the 
bearings  before  its  lubricating  qualitiea 
will    be    manifested. 

*01eanlng  Crsmk  Case. 

The  system  should  be  drained  every 
thousand  miles  by  removing  the  plug  in  the 
bottom    of    the    oil    pan.    After   the    dirty 


a  lubricating  oil  is  heated  to  a  certain  point, 
it  will  give  off  a  thin  amoke^  if  a  lighted 
match  is  touched  to  it^  the  smoke  will  lake 
fire  with  a  quick  fiaah.  This  is  called  the 
"flash  point.*'  On  heating  the  oil  still 
moroj  the  oil  itself  will  finally  take  fire  and 
burn,  and  the  temperature  that  will  permit 
this  is  called  the  ''burning  point"  The 
flash  and  burning  points  are  much  higher 
in  some  oils  than  in  others. 

If  oil  with  a  low  burning  point  la  used  in  the 
cyliBdcr  of  a  gaaoliuo  engine,  the  intense  heat 
will  burn  it  before  it  cun  lubricate  the  cylinder 
walla  and  piston.  If  oil  of  a  anificletntlx  high 
burning  point  is  used,  the  temperature  of  the  cyl- 
inder will  not  be  high  enough  to  burn  it,  and  the 
cylinder  walls  and  piston  will  be  properly  lubri- 
cated. 

One  simple  method  of  testing — drain  oil  which 
liaa  been  nscd  in  engine,  into  a  long  narrow  tube — 
let  it  Btnnd  24  hours.  If  good  oil  it  will  ahow  a 
small  amount  of  black  aedifflent  at  bottom;  but 
floatini;  above  it,  the  sediment  is  red  in  color  <by 
transmitted   light)* 

Lrfit  a  poor  oil  be  tested,  which  is  used  under 
same  conditions.  At  the  end  of  a  few  minutes 
it  will  turn  to  a  dense  black.  After  standing 
24  hours  it  will  show  a  voluminous  black  sedi- 
ment  aeveral  times  greater  than   that  of  good   oiL 

Black  aediment  indicates  sulphur  compounds 
in  the  oit  Sulphur  is  iajurioua  to  bearings  doa 
to  lack  of  lubricating  tjualities:  also  pita  the 
TsWea   rauBing    leakage   of    compression. 

Fresh  Oil,  Cleaning  Crank  Case,  Etc. 
oil  13  drained  off,  the  plug  should  be  re- 
placed and  about  one  gallon  of  kerosene 
poured  into  the  oil  pan  through  the  filler 
tube.  With  ignition  switch  "off''  so  the 
engine  will  not  start,  press  in  on  the  starter 
button  and  allow  the  starting  motor  to 
crank  the  engine  for  about  one  minute. 
Alao  step  on  the  running  board  and  rock  the 
car  back  and  forth.  Thia  will  allow  the  kero- 
sene to  wash  the  interior  of  the  engine  thor- 
oughtr.  Hemove  the  drain  plug  again  and  drain 
off  all  the  keroaem*.     Clean  atrainer. 

It  is  very  important  that  the  kerosene  be 
entirely  drained,  for  If  left  in  engine  it  wlU 
thin  the  fresh  oil  and  cause  it  to  lose  its 
lubricating  qualities. 

Tha  engine  will  probably  unoke  more  or  last 
and  there  may  he  missliig,  due  to  the  keroiane, 
but  after  running  engine  for  a  while  the  a  moke 
ought  to  pass  away  and  tbe  apark  plug  can  then 
be  cleaned   and  properly  aet. 

Do  not  start  engine  under  its  own  powetr  even 
after  new  oil  haa  been  put  in,  nntfl  first  turning 
It  over  aeveral  Umes  with  starter,  thla  it  douA 
to  eliminate  all  kerosene  from  engine  dlstrlhutor 
pipe  and  bearing  a.  This  action  pumps  the  engine 
oil  In  lla  proper  chazLnels  before  it  Is  run  on  iti 
own  power. 

A  "scored"  cylinder,  means  there  are 
scratches  or  cuts  in  the  cylinder  caused  by 
lack  of  oil.  ^ 'Burnt"  heudngs  on  a  crank- 
shaft or  elsewhere,  means  the  bearing  is 
cut,  caused  by  friction  from  lack  of  oil. 


Cause — too  much  oil: 

pressure    adjustment    too    high.     Piston 
pumping  oil  or  rings  leak  oil. 

Effect — too  much  oil:  Smoking  at  exhaust; 
carbon  in  cylinders;  pre  ignition  and 
knocking;  carbon  on  valves  necessitat- 
ing grinding;  spark  plugs  become  fouled. 


Engine  Iiubdcatlon  Troubles. 
Oil  pan  too  full;  oil      Cause — ^not  enough  oil: 


Oi!  level  in  oil  pan 
too  low ;   oil  pressure  Lmproperly  adjust- 
ed; oil  pipes  clogged;  pump  not  operat- 
,  ing. 

Effect— not  enough  oil:    Overheating;  seieed 
bearings  or  pistons;  scored  or  cut  cylinders; 
knocking. 


"Mamifactisren  adTlae  that  oil  pan  be  cleaned  freiiuentXy^  especially  during  cold  weather — doe  to  mora 
raw   gatoUne  being  drawn  into  cylinder  and  not  being   combusted — see   page  305,   bottom. 

tOaoUng  taa  lubricating  oU;  on  some  racing  eara  and   high   speed  marine  and   aeronautical   engines  aff^ 
hich  eompretsion   and  apeed*   the  oil  is  cooled   by  leading  tbe  oil  out  of  the  engine  base,  where  tarn* 
fi«nitxire  can  be  lowered,  before  pumping  it  back  Into  engine.     Castor  oil  i«  a\%o  xl&ii4,  ^a^i^  ^\%. 
•«Aaietaar  tast  is  the  cold  test — not  to  be  ovt  25*  F. 


202 


DYKE'S  INSTRUCTION  NUMBER  FIFTEEN. 


Besnlts  of  Not  Using  Enough  Oil  or  Too  Much. 


If  the  engine  is  not  getting  enough  oil, 
the  cylinder  will  become  so  hot  that  any 
oil  that  may  have  splashed  on  its  outside 
will  be  burned — the  smell  being  an  indica- 
tion of  the  condition.  Further  running  with- 
out oil  will  produce  a  hard  metallic  knock, 
and  the  heat  will  finally  cause  the  piston 
to  stick  in  the  cylinder. 

An  engine  that  is  run  without  oil  will  be 
ruined,  for  the  piston  rings  and  the  walls 
will  be  cut  and  scratched  lengthwise,  (called 
"scored'')  so  that  the  compression  will  not 
hold. 

If  the  piston  sticks  or  ''seizes"  and 
pounds  from  lack  of  oil,  stop — wait  until  it 
cools  and  then  fill  the  crank  case  to  pet  cock 
level — also  fill  radiator  with  water  after 
engine  has  cooled  sufficiently. 

The  engine  should  then  be  thoroughly  in- 
spected before  driving,  to  see  if  any  dam- 
age has  been  done.  If  no  obvious  damage 
has  been  done,  a  thorough  examination 
should  be  carried  on  to  determine  whether  or 
not  the  running  without  oil  has  burned  the 
bearings  or  caused  other  trouble.  This  can 
be  ascertained  by  starting  the  engine,  and  if 
it  pounds  or  knocks  it  is  a  certain  indication 
of  bearings  burned  or  cylinders  scored. 

A  new  bearing,  or  any  other  new  part  that 
has  not  worn  smooth,  requires  more  oil  than 
one  that  has  been  run.  It  is  always  better 
to  give  a  bearing  too  much  oil  than  too 
little,  but  the  exact  amount  of  oil  required 
for  each  part  of  the  car  should  be  learned 
as  quickly  as  possible,  in  order  to  prevent 
waste. 

Besults  of  Using  Too  Much  OIL 

The  only  place  where  too  much  oil  is 
harmful  in  an  engine  is  in  the  cylinders, 
where  it  is  burnt  with  an  excessive  precipita- 
tion of  carbon  that  adheres  to  the  piston  and 
cylinder  heads,  lodges  on  the  valve-seats 
causing  pre-ignition,  overheating  and  knock- 
ing, loss  of  compression,  and  passes  off  into 
the  muffler,  clogging  it,  giving  off  much 
objectionable  smoke,  and  ultimately  reducing 
the  efficiency  of  the  muffler  to  such  an  ex- 
ton  t  that  the  back-pressure  causes  a  notice- 
able loss  of  power. 

The  local  remedy  for  these  is  to  scrape 
and  cleanse  the  cylinders,  grind  the  valves, 
clean  the  muffler,  and  then  find  the  cause  of 
the  excessive  oil  supply  and  cut  it  down. 

Too  much  oil  in  a  circulating  system  in 
which  the  oil  Is  simply  drawn  from  the  reser- 
voir and  forced  into  the  splash  compartments 
of  the  crank  chamber,  is  caused  only  from 
an  excessive  supply  in  the  reservoir,  of  im- 
proper design. 

The  oil  pressure  to  be  maintained  on  Ta- 
rious  cars  shown  under  ••Standard  Adjust- 
ments of  Leading  Cars''— chart  228. 


**Preventlon  of  over-oiling:  Carbonization, 
sooty  spark  plugs  and  a  smoky  exhaust  are 
due  to  the  fact  that  the  oil  works  up  past  the 
piston  into  the  com- 
bustion chamber.  The 


X 


caKyvc 


illustration  shows  a 
\^  3a^  simple  but  effective 
■  f  Tj  method  of  supplying 
"^^  sflLAire'^  a  return  for  this  ex- 
cess oil  to  the  crank 
case.  The  piston 
is  removed,  chucked 
in  a  lathe,  and  a 
groove  1/16  in. 
square  cut  in  the  out- 
side edge  of  the  ring 
groove  just  above  the 
wrist  pin.  tSix  Hs'^-  holes  are  then  drilled 
through  the  piston  at  regular  intervals  and 
are  inclined  toward  the  wrist  pin  at 
an  angle  of  about  46  deg.  The  oil  is 
caught  in  the  groove  and  thrown  down- 
ward onto  the  wrist  pin,  not  only  re- 
moving the  excess  oil  from  the  cylinder 
but  also  effectively  lubricating  the  wrist 
pin. 

If  the  piston  rings  leak,  the  oil  passes 
around  the  rings,  out  the  exhaust,  causing 
considerable  smoke.  Another  indication  of 
leaking  rings  is  the  constant  oil  soaked 
spark  plugs.  Therefore  it  would  appear  if 
the  rings  are  not  in  the  best  condition 
it  would  then  be  a  wise  thing  to  use  heavier 
oil  or  fit  new  rings. 

*Carbon. 

The  cause  of  carbon  deposit  is  due  to;  (1) 
amount  and  grade  of  oil  (2)  the  carbure- 
tion  mixture. 

If  too  much  gasoline  is  used  it  will  cause 
carbon  deposit  just  the  same  as  a  poor  grade 
of  oil. 

Excessive  heat  will  also  cause  carbon,  as 
oil  vaporizes. 

Because  oil  becomes  more  fluid  when  it  is 
heated,  the  oil  feeds  should  be  adjusted  after 
the  engine  has  been  running,  for  if  adjust- 
ments are  made  for  eold  oUs  the  flow  will 
be  much  more  rapid  when  it  is  warmed,  and 
the  bearings  will  be  flooded,  and  the  excess 
oil  will  pass  by  the  rings  causing  carbon 
deposits. 

i^Bmoky  BzlUMUit— OaoBe  of 
If  the  vapor  is  U^bk  and  fool  imiillliig 
it  is  caused  by  too  "rich  a  mixture"  (too 
much  gasoline) ;  this  ean  be  remedied  in  car- 
buretor adjustment. 

If  the  smoke  is  whit*  or  blue,  the  engine 
is  supplied  with  an  excess  of  oiL 

If  the  smoke  is  grey,  there  is  too  much 
fuel  as  well  at  lubricating  oiL 

The  reason  an  engine  ezeessivelj  luppfied 
with  oil  smokes  is  that  there  is  too  much 
in  the  crank  ease;  the  entire  lower  portion 


•Hm  !••«•  Ma?   ••K^lstlon  of  Ctrbon  to  I.ubrlcallof  Oil."   and  pafo  736. 
h»*imm       •*Stn*  Hho  p»$f  esa  «»«!  703. 


tOldimobilo  sdTit«  ^b" 


LUBRICAriON, 


of  connecting  rod  will  dip  into  it  and  the 
lobrieant  will  bo  forced  into  the  cylinder  to 
work  hj  the  rings  on  tlie  piston,  then  into 
the  combustion  chamber*  thence  out  the  ex- 
haust. 

Depending  upon  smoke  issuing  from  the 
exhaufft  pipe  of  a  car  aa  a  means  of  testing 
whetber  or  not  the  cylinder  lubrication  la 
floiricient  or  over-sufficient  Is  by  no  me  ana 
conclusive.  The  fact  that  the  exhaust  is 
smoky  does  not  indicate  th^t  lubrication  ia 
complete,  or  excessive  in  all  cylinders.  If 
it  iflsues  in  a  steady  and  continuous  atream 
probably  there  ia  suMcient  oil  in  the  engine 
and  probably,  too  muchy  but  if  it  comes 
in  intermittent  puffs,  it  may  be  inferred  that 


one  compartment  only  of  the  crank  case  !■ 
flooded. 

I«eaky  piston  rings  are  quite  frequently 
the  cause  of  excessive  smoke — see  repair 
subject,  *  *  leaky  piston  rings.  * ' 

OH  Brips. 

The  average  oil  drips  come  from  the  cap 
screws  being  loose  on  crankcase.  Other  drips 
come  from  bearings  and  quite  frequently 
from  the  plungers  or  tappets  above  the  cam 
shaft. 

On  some  cars  the  fan  often  picks  up  the 
oil  oozing  from  bearings  and  throws  it  over 
the  inside  of  hood. 


«*011  Grooves  in  Bearings* 


Tb«  old'fmaliion»d  arrangement  of  two  iimple 
liolM  on  Uie  npt^ar  side  leBding  into  oil-wfty  either 

Btrttig^ht,      aiarr- 

cd^  or  ipirAl, 
appe«rft  to  be 
II  good  aa  Mny. 

But.  be  it  not- 
ed, the  oil  wayi 
abonld  not  be 
cut  to  tJie  tfz- 
tx9m9  ttdge  of 
the  bush,  or 
tbeir  action  as 
reeer  voire  ia 
apt  to  be  inter- 
fared  with. 

Blniilarly  ibe  bevelling  of  tbe  edges  of  the  buth 
•Jtould  llkewUe  he  diacontinued  before  raaebias 
Ibe  outeide.  Tbe  arrangements  of  oil-vrayi  ia 
•bown  in  lIluBtration,    (see  aUo  page  644.) 

^•**Itiinnlng-ln"  a  Kew  Engine. 

Fine  groovea  <aot  visible  to  the  f'ye)  are  left 
en  piston    by    tbe   cutting   point    of    the    lathe    tool 


vrhea  origlnmUy  made.  Alao  poar  abaped  pita  are 
loft  bx  crindinff  machiDo  on  cylinder  wall<« 
When  engine  la  new  the  projectiona  are  in  Ibe 
fine   line   stage. 

At  ordinary  teaapcTature.  aaj,  .0035  piston 
clparanee,  will  permit  the  projectiona  to  paaa  ooe 
anolher.  When  temperature  of  engine  ia  raiaed 
the  projectiona  will  touch  from  axpaDiion  and  li 
apeed  t«  exceaaive  tbe  temperatura  la  raiaed  whieb 
Increasi'H  expanaioo  and  friction  takea  place  and 
the  projectiona  imbed  theniBelves  in  the  receaaea 
opposite  them,  which  will  rauso  a  stuck  or  J 
"seised'*  piaton  <ace  page  eUO)  with  the  attend- 
ant cobdition  of  a  **acored"  or  cut  cylinder  wall 
<eee  pagea   201,    653). 

Care  is  necesaary  to  use  plenty  of  oil  and  run 
at  normal  ratoa  of  apeed  until  the  projectiona 
gradually  change  ehape,  and  are  bent  over  in  lucb 
a   way   that  the  high  polota   fill  the  receaaea. 

After  engine  haa  been  run  a  lOOQ  milea  with 
care  the  plat  on  and  cylinder  lurfacea  become 
very  amooth  and  polished,  (see  aUo  pagea  489 
and  661,  why  *'plstoo  clearance"  ra  necessary.) 


tPolnters  on  General 
It  is  a  difficult  matter  to  advise  Just  what 
tabricanta  to  nsa  on  all  cars,  as  different 
manufacturers  advise  what  to  use  and  tbeir 
advice  ought  to  be  followed.  However,  fls 
an  example^  the  average  is  given  on  page 
204^  Studebaker  and  Hudson. 

A  few  pointers  on  lubricating  tbe  differ- 
ent parts  will  be  given  In  tbe  lines  following: 

Disk  clutch:  There  is  much  mislnforma' 
tion  about  the  caring  for  and  lubrication  of 
a  diak  clutch.  Heavy  oil  often  is  put  into 
■ncii  A  mechaniani  with  rather  dtaastrous  re- 
aolts.  At  the  end  of  a  reasonable  dietanco, 
saj  500  miles,  the  old  oil  la  a  disk  clutch 
should  be  removed.  There  is  usually  a  drain 
plug  fitted  to  the  clutch  housing  and  this 
should  be  removed  to  let  tho  oil  out,  after 
which  tho  clutch  should  be  rinsed  with  kero- 
sene, and  again  allowed  to  drain  completely. 
Thus  cleaned,  a  supply  of  a  light  clutch  oil 
should  be  put  in  until  the  level  is  about  even 
with  tbe  bottom  of  the  clutch  ahaft.  This 
allows  the  plates  to  pass  through  a  bath  of 
oil,  and  ia  the  desirable  condition.  Borne 
recommend  a  mixture  of  a  light  otl  with 
kerosene,  but  as  the  proportion  varies,  it  ia 


Lubrication  of  the  Car. 

best  to  purchase  a  regular  light  clutch  oil. 
The  foregoing  does  not  apply  to  dry  disk 
clutches^ 

The  tranamisHlon:  It  is  important  in  lu- 
bricating the  gear  set  that  the  oil  or  grease 
should  not  be  too  heavy^  for  in  that  case  it 
will  stick  to  the  gears  and  be  thrown  from 
them  by  centrifugal  force  against  the  sides 
of  the  gearcase.  This  happens  for  the  first 
few  minutes,  but  after  the  mechaniam  has 
been  in  operation  for  some  time,  all  of  such 
solid  lubricant  has  been  picked  up  by  the 
rapidly  rotating  parts  and  thrown  from 
them.  Very  soon,  they  are  free  of  the  very 
lubricant  they  have  been  acting  upon  and 
soon  run  hot.  The  best  lubricant  is  a  heavy 
oil  that  will  run,  or  a  grease  of  such  con- 
sistency that  it  will  flow.  Thus^  when  the 
gears  and  shafts  pass  through  it,  it  does  not 
adhere  to  them,  and  there  is  not  tbe  tend- 
ency to  throw  it  out  of  contact  with  the 
bearing  surfaces.  There  are  many  speeial 
forms  of  gearset  and  dififerential  semi-fluidj 
greases  and  heavy  oils  on  the  market  and 
the  makers  have  studied  these  facts  so  that 
the  products  perform  their  function  of  be- 


**8es  pars  ^^^-     tSee  fagea  621.  622.     ***8««  alao  pagea  489  and  SQ7. 
••*Wlt«o  englna  stands  ovar  nlgbt,  don*t  Immedlataly  rac«  engine  to  warm  It  up,  bacauae  tbe  oil  bai 
dFaiaed    from    bearings,    cylinder    walla,    ate,      OonaequentI?'   it 'a   going  to    take  a    fev^   minntei   to 
labHcAta  thaaa  paria  property.     Therefore  ftrat  let  it  run  ilowly  for  a  mlnuta  or  •« 


_^  .    ji     ~-  ,1,  ^, -M  .M  *,M»  i>»  »^i*  >■  Ji^MwiM  tfiffeM  i«  i>*  tat^w  rfifaB  ^  f— ^ilr,    Mar  ftwoMMc  taao  the 

^^^^  ^^^^^  '  ■  III       -  lit  ■■il«   ifc**     *^n&t^m     ^iaK      im.     s'aav     fi-h  v^ 


'scBd«lNUcer  Four  md  >*li 


Enriii«  labricmiiOD  U  the  **eirraUtiat  ^pl«A"  w»t«m  with  j  rf*r  pump:     To 
nf  ^nriBi?  •      At    the    bottom  of  the  oil  pm  if  •  l^Tf  pJoc  whtch  c»n  be  Ukrn 

^         ..      *^.^      ^>>    'T' ^-^ av;.     «,T..*      vuia*^    JhKA     VaIIaii     A^     kMVAAAnj»     Ail 


BIT    of    «iriBi?:      At    the    oottora  oi  \wb  o»  p«»  w  •  —j^  p,«,  ««tv«  t»«   op  i*»rn 

.  .^^    Vfi-;  .IJ  nl.J  oil  h»»  nui  from  Ih  i  plu*,  p«mt  «»«  fallon  of  kero«enc  oil  throucb 

%g  dMitC  I»??^.*t.ii^i«d  onl  ill  dirt  lid  tVimwit  wbkb  ««t  W^  «H*«rt.d  *t  th#  bottom   of  p^n. 

iSl  two  Md   one-Half  fkUoiu,     Part*    to    l»brie«U    •«    exfUined    iboT*.      Koii 


— ■^'.''^nT'I^fi  ii««;i  nnt  ail  dirt  And  tetfiakuii   wai<r«  ™»j  •»▼»  K^Pt««:»ww  •»   Miw    uuttow   91   pfta. 

»te-5''SlrSi  iH^  iHib  ileia  oil,     WUta  p^H^rlf  tiled,  tjio  FOTO  kold.  ono  *od  on.-b.lf  «1- 
■L?^  fiS  Wd"  two^  Md   ooe^bmlf  f»Uoii*,     Part*    to    l.bne-U    «»    e^t  U^ed    .boT*.      iToio 

v»^».  Inbriemttoa  *•  tbe  **ei«ol*tioB    tplAth"    lyetcra    mm    deseribod    on    pft^o    198, 
J^^^i^STS!^    Ko?e  the  trmMmmiMBi^  wd  d^iteb  we  «  «2lit  wiib  tbo  «riiie. 


Ki  UiMcsl*  «ai  a  Mo^ma.  Oir:    Slmdebftker  Six  and  Budsoa  Super  Six. 

w      till*     ^.l»  *       Tbe  l^lt-l*  ■^•l  ^»  trmnMiiirtioo  tet  forward,   inatead  of  rear  ns 


LUBRICATION. 


ing  just  light  eooiigh  to  prevent  eticklng  to 
the  revolving  parte ,  It  is  obviously  wrong, 
llieirefore,  to  put  any  common  grease  into  a 
geuiet,  for  it  not  only  acts  as  above,  but 
ua  not  the  ability  to  get  into  bearings  lilce 
ft  fluid  m&terml. 

m  fllUiig  tlio  gejurset,  put  in  the  lubrkaot 
to  A  depth  about  balf  the  height  of  tbo 
gearbox.  That  is,  have  it  come  about  even 
With  the  center  of  the  main  shafts  this  wiU 
foapletely  submerge  the  counter-shaft  in 
the  average  georeet  design  and  will  bring 
the  under  face  of  the  main  shaft  geare  into 
the  Inbricant.  It  is  important  In  this  con- 
Deetion  to  see  that  the  packing  rings  are 
light  and  prevent  leakage  where  the  drive 
iluift  emerges  from  the  gearcase  and  where 
the  thaft  from  the  clutch  enters  it*  If 
there  is  leakage  here,  xt  not  only  will  act  as 
a  coHector  of  dirt  and  dust^  but  the  gears 
wiU  be  robbed  of  their  proper  lubrication. 

Tha  differential  housing  should  hold  the 
Inbricant  in  the  rear  axle  gears,  so  that 
attention  is  needed  only  as  stated  above  but 
sometimes  a  disagreeable  looking  rear  axle 
la  noticed  where  the  oil  or  grease  oozes  out 
throQgh  cracks  or  leaks  in  the  rear  cover 


plate  or  through  the  axle  tubes  onto  the 
wheels.  This  is  not  so  common  a  fault  as 
it  used  to  be  when  axles  were  not  designtd 
BO  well  to  trap  the  oil  and  keep  it  wher«  it  < 
belongs.  However,  an  occasiona!  eareloM 
driver  will  let  his  axle  get  in  this  condition 
by  not  having  a  proper  gasket  between  the 
differential  housing  cover  plate  and  the 
housing  itself.  It  is  not  much  trouble  to  cut 
a  gasket  if  the  old  one  gets  worn  or  out  of 
shape,  and  it  saves  the  bra^e  bands  wMck 
often  become  oil  soaked  and  slip. 

tTlie  axler  In  some  cases,  a  heavy  trans- 
mission oil  is  recommended  for  the  axle  but 
in  moat  instances  it  is  best  to  use  either  a 
sem-fluid  grease  or  even  a  heavy  grease. 
There  is  less  chance  for  the  gears  to  throw 
these,  and  the  space  is  smaller  so  that  it  Is 
next  to  impossible  for  the  grease  to  gel 
away  from  the  lubricating  points.  It  li 
next  to  impossible  to  gire  any  fixed  rnlt 
for  rear  axle  lubrication.  There  are  so  many 
designs,  and  where  a  heavy  oil  or  a  greaae 
will  work  satisfactorily  in  one  instanee, 
some  other  form  is  better  in  au other, 

Dodg»  tor  mitancfl  uftes  600W — tt^im  cylinder 
oil  two  piirt8>  iad  one  part  mediaia  groiBfi, 


*The  Use  of  OrapMte  la  the  Automobile  Engine. 


Tilt  use  of  flake  motor  giapMte  mlxad  wltli 
C7U3id«r  Inbncating  oil  wbon  properly  mad  will 
miproTa  comproABlon,  decreaEe  the  amount  of  oil 
requr«d«  fill  op  scores  tn  the  cylinder  walla,  pro- 
v«Dl  Tal^eg  and  riiigH  sticking  and  thereby  cure 
•mokj  «xhauat. 

A  fr«Bt  deal  of  prejudice  baa  existed  aninit 
fraphit«'  labrication  dtio  to  ignorance.  when 
automobile!  IBrit  came  on  tbo  market,^  ebanffenrs 
IP  Quid  go  to  a  hardware  etore  lo  buy  grapbita  to 
eilx  w^ith  tbeir  greaie  and  would  get  DLxon'e 
Flake  Gr»pbite  No.  1  which  is  Intended  for  lu- 
brieatlon  of  tteam  c^linderB  and  other  heary 
work.  Then  tbey  would  use  about  five  tlmea 
ioo  maeb  of  it  and  tronb|{»  would  result.  Of 
eoQZve,  graphite  w&a  blamed.  However,  anjrone 
who  baa  ever  taken  the  trouble  to  investigate 
Dizen  graphite  automobile  lubricants  bas  seen 
tta  ■enae  of  their  claims  and  would  use  no  other 
kind  Qf  labrication.  It  stands  to  reason  that 
wlftvi  bearinga  aad  gear  teeth  are  polished  with 
In*  lUika  graphite  that  there  are  actuatlr  no  metal- 
lie  tnrfaeea  in  contact  and  htnce  there  can  ba 
AO  wear,   no   heating   and   practicslly   no   friction. 

However,  assuming  that  graphite  is  an  ideal 
lubricant  certain  requirements  Kr«  necessary,  for 
Instance: 

For  aplaali  olUng  syttamt  tht  Dixon  Co.  re<;om- 


mend  adding  a  scftQt  teaapoonful  of  motor  grap^ 
ita  to  each  qinazt  of  oU  In  the  crank  caia  and 
then  idd  another  teaspoonful  st  the  end  of  aaeh 
one  Ibouaand  miltis.  The  graphite  may  be  xaixad  | 
with  s  littl<<<  oil  and  poured  down  the  breather.  ' 
Tou  will  notice  that  this  is  a  yerj  small  amount 
of  graphite  but  it  is  all  tbsl  is  required. 

For  force  feed   ayit«m   it  is   not  adTlaable   le 
Mix  the  graphite  with  the  oil  on  account   of  the 


possibility     of    clogging 
sages. 


Bomit    of    the    small    pAt" 


A  small  amount  of  dry  graphite  may  be  plaead 
on  the  liand  and  permitted  to  be  inhaled  throQgh  , 
the   air   intake   of   the   carburetor   directly   to   the  J 
cylinders.     This  shonld  be  done  abont  once  a  week 
when   your  car  is  in  ordinary  serrice. 

More  graphite  can  be  used  when  it  is  iatro* 
duced  in  the  dry  form  becanse  part  of  il  ia  ba- 
mediately  blown  out  through  the  ezhauit. 

On  account  of  the  location  ol  the  magneto  om 
Ford  cars  and  the  possibility  of  short  drcnltliit 
It  we  do  not  recotninend  the  use  of  graphlta  Is 
the  crank  case  or  transmission  case  of  thOM 
cats.  This  is  merely  a  precaution  that  we  iaka, 
although  we  know  of  many  Ford  owners  who  OSf 
graphite  in  their  engines  with  entire  salisf action. 


How  Unvaporlzed  OasollBe  TMns  The  00. 


IHmrWflt  Tlpor  thai  is  not  completely  consumed 
la  Me  Mglno  doea  one  of  three  things;  it  either 
pesatl  out  into  the  exhaust  in  an  unburued  state 
and  la  wasted,  is  deposited  in  the  form  of  carbon 
srithtn  the  cylinder,  or  eoiideiiAetf  and  runs  down 
past  pistons  into  the  crankcase. 

Tho  lirat  of  theao  Is  the  most  dlroct  loss,  but 
the  other  two  are  e<iually  important  in  the  lon^ 
ran-  A  carbonised  engine  is  of  itsplf  inefficient. 
'"Carbon  makes  the  engine  miss,  makes  it  over- 
haat  and  pre-ignite.  All  of  these  things  are  ture 
to  ahortoii  the  life  of  the  engine.  When  the  im- 
htLTDOd  fnal  nma  down  past  the  piston  It  destroTB 
llio   aeal   between   piston  rln^a   and   cylinder,   re- 


moves the  oil  which  is  to  protect  the  anrfaeo  ol 
the  cylinder  and  piston  from  friction  and  wear  and, 
lastly  dilutes  the  lubricating  oil  In  the  crank- 
case  to  such  in  ejctent  that  in  time  it  becomes 
worthless. 

Manufacturers  are  adrlsing  tiow  that  the  eraak' 
case  be  drained  STen  more  fro^nautly  than  •?<« 
before  for  this  Ter7  reason.  As  cotd  weather  ap^ 
proaches.  the  necessity  for  frequently  refiUlng 
completely  with  new  oil  will  become  more  Im^ 
perative.  Either  the  motorist  is  forced  to  dr&lll 
oat  his  oil  and  refill  with  fresh  at  an  inereaa^ 
outlay  or  he  must  suffer  the  Gonseqnenees  of  tOkm 
engine   damaged    by    insufTicient    Inbrlcatfon. 


**S*a  page  623.     tOroaao  working  ont  axia  ands  on  brake  bands — cause  bj^es  to  flip. 
*A  free  booklet*  advising  just  where  graphite  as  a  lubricant  can  be  useo^n  a  motor  cfar  and  the 
kind  to  nee.  can  be  obtained  by  writing  the  Joaepb  Dixon  Crucible  Oo.,  Jersey  City.  N,  J,     The  wrtteir 
kaewiag  ths  isportacee  of  good  lubricant,  recommends  the  use  of  graphite. 


206 


DYKE'S  INSTBUiTION  NUMBER  SIXTEEN. 


INSTRUCTION  No.  16. 

IGNITION :  LOW  TENSION  COIL.  Purpose.  Brief  Explana- 
tion of  Electricity.  How  Electricity  is  Produced.  Methods 
of  Generating  Electricity.  Low  Tension  ''Make  and  Break" 
Ignition— using  a  Low  Tension  Coil. 


Principle  of  Ignition. 


There  are  three  things  required  before  a 
gasoline  engine  will  run.  These  three  things 
are  absolutely  essential.  First,  it  is  neces- 
sary to  have  a  mixture  of  gasoline  and  air 
in  the  engine  cylinders.  Second,  this  mix 
ture  must  be  compressed,  and  third,  there 
must  be  a  spark  to  set  fire  to  the  compressed 
mixture.  The  third  thing  required  to  make 
the  engine  run  is  the  one  which  is  most 
difficult  ta  understand,  if  the  reader  is  not 
familiar  with  electricity.  The  system  of 
ignition,  as  it  is  called,  is  usually  made  up 
of  certain  electrical  devices  which  probably 
give  more  trouble  to  the  motorist  than  all 
the  other  mechanisms  on  the  machine. 

In  order  that  you  may  thoroughly  under- 
stand the  principles  upon  which  the  various 


Ignition  systems  are  built  up,  and  how  these 
systems  are  operated  and  maintained.  It  is 
well  to  start  at  the  beginning. 

The  original  and  first  method  for  igniting 
the  gas  In  a  gasoline  engine  was  by  the 
means  of  a  ''hot  tube"  or  flame,  but  this 
method  now  being  obsolete,  we  will  deal 
only  with  the  electric  ignition. 

The  ignition  systems  used  on  automobile 
engines  at  the  present  time  are  all  electri- 
cal systems  giving  an  electric  spark  which 
passes  in  the  cylinder  of  the  engine  and 
sets  fire  to  the  compressed  mixture,  and  as 
you  will  be  dealing  with  electricity  and  elec- 
trical apparatus  in  these  systems,  the  first 
thing  to  know  is  how  electricity  acts  and 
how  you  can  make  it  do  work  for  you. 


What  Is  Electricity? 


No  one  can  tell  you  just  what  electricity 
is;  we  know  how  it  acts  and  how  it  moves 
in  the  same  way  that  we  know  how  the  force 
of  gravity  acts. 

If  you  throw  a  stone  into  the  air  it  will 
eome  down  again,  but  you  cannot  explain 
why,  beyond  saying  that  the  force  of  grav- 
ity makes  it  come  down.  You  cannot  say 
just  what  "gravity"  is — so  it  is  with  elec- 
tricity. 

Electricity  is  in  everything — in  your  body, 
in  your  clothes,  in  the  magazine  you  are 
reading,  in  the  chair  upon  which  you  are 
sitting — and  the  only  reason  you  do  not  feel 
a  shock  is  because  the  electricity  is  not  in 
'  *  motion.  * ' 

If  you  put  a  water  wheel  in  the  middle 
of  a  pond,  the  wheel  will  not  revolve,  no 
matter  how  deep  or  how  large  the  pond 
may  be. 

To  make  the  wheel  revolve  to  get  any 
work  out  of  it,  you  must  place  the  wheel  in 
position  that  the  water  may  flow  from  a 
high  level  to  a  low  level,  and  in  flowing, 
move  or  push  the  wheel  around. 

There  must  be  a  current  of  water  before 
the  wheel  will  move — so  in  electricity — 
there  must  be  a  ''current  or  a  flowing  of 
electricity"  before  you  can  get  any  work 
out  of  it. 

If  you  want  water  to  flow,  you  provide 
a  patii  for  it  downhill,  or,  in  other  words, 
you  allow  it  to  take  a  natural  course  from 
a  high  level  to  a  low  level. 

Tou  can  pump  water  to  a  high  level  and 
then  get  it  to  flow  through  pipes  or  along 
a  stream. 

When  water  is  pumped  into  a  tank  that 
is,  say,  100  feet  high,  you  know  that  there 
will  be  a  certain  pressure  in  the  pipee  lead- 


ing from  the  tank,  and  if  you  want  to  know 
how  much  pressure  there  is,  you  will  meas- 
ure it  in  so  many  pounds  pressure. 

At  the  same  time  you  can  measure  the 
quantity  of  water  flowing  out  of  the  pipes, 
and  you  can  say  that  so  many  gallons  will 
flow  in  a  minute. 

You  are  no  doubt  perfectly  familiar  with 
the  measurements  called  a  pound,  gallon  and 
minute,  and  if  you  were  told  that  200  gal- 
lons of  water  were  flowing  out  of  a  certain 
pipe  in  a  minute  at  a  pressure  of  60  pounds, 
you  would  have  a  pretty  good  idea  of  the 
current  of  water  referred  to. 

Now,  when  you  come  to  work  with  elec- 
tricity, you  should  be  able  to  understand 
the  current  in  the  same  way,  but  you  will 
find  that  the  measurements  of  electric  cur- 
rents are  not  stated  in  gallons  and  pounds, 
but  in  other  terms,  as,  amperes,  meaning 
the  quantity  of  current  flowing;  volts,  mean- 
ing the  pressure,  causing  it  to  flow;  and 
ohms,  meaning  the  resistuic^  offered  to  the 
flow  of  current. 

How  Electricity  is  Transmitted. 

Electricity  produced  In  one  place  may  be 
transmitted  to  another  place^  provided  a 
path  is  arranged  so  that  it  may  return  to 
where  it  started.  It  will  not  flow  if  there 
is  no  circuit;  that  is,  a  continuous  path. 

If  the  circuit  is  broken,  the  flow  will  im- 
mediately stop,  and  will  not  start  again  un- 
til the  circuit  is  once  more  completed. 

Copper  wire  is  usually  used  to  take  the 
electric  current  from  where  it  is  produced 
to  the  place  where  it  is  to  be  used,  and  an- 
other wire  may  be  used  to  bring  it  back 
again,  the  first  wire  being  called  the  ' 'lead," 
and  the  second  the  "retaxn." 


IGNITION;  LOW  TENSION  COI 


If  there  is  any  way  in  which  the  current 
m*y  leak  trom  the  •lead  wire  and  return  to 
the  ttarting  point  without  going  through  the 
entire  circuit,  it  will  do  so,  and  this  leak- 
age ifl  c ailed  a  sbort  circuit  or  ground, 

•♦A  conductor:  Anything  that  will  permit 
a  eorreot  of  electricity  to  pass  through  it  is 
called  a  conductor;  all  metala  are  conductors, 

Xnaolaton:  Bubstances  such  as  rubber, 
diina,  porcelain,  glass,  wood  0bre  and  mica 
are  called  non-conductors  or  Insulators* 

A  wire  Is  Insulated  to  prevent  leakage  of 
current  into  any  metallic  substance  it  may 
touch  by  wrapping  it  with  cotton  or  silli, 
which  is  soaked  with  rubber  to  prevent 
dampness   from   getting  in. 

When   dry,   cot  too    Kod   tilk    if*   iofaUtort.  but 
damp    eotl^Q    ind    itlk 


ftl    WAi«r    l«    «    conductor, 
ceftte  to  be  IntuUtors. 

Explanation  of  Voltage   and  Amperage.    Also    **Serie8/* 
and  * 'Multiple"  Connections. 


WMle  all  metals  are  conductors,  some  are 

better  conductors  than  otliers;  a  copper  wire, 
for  instance^  will  pass  a  larger  current  than 
a**  iron  wire  of  the  same  size.  Due  to  the 
fact  that  copper  has  a  lower  resistance. 

If  a  wire  has  more  electricity  passed 
through  it  than  it  can  easily  conduct,  heat 
will  be  generated,  and  it  may  get  so  hot 
that  it  will  melt, 

The  larger  a  wire  is,  the  greater  is  the  cur- 
rent that  it  can  pass  without  heating,  (volt- 
age being  the  same.) 

Copper  is  in  most  general  use  as  a  conduce 
tor  of  electrlcityp  because  of  its  low  resist- 
ance; silver  is  a  better  conductor,  as  it  has 
a  stilJ  lower  resistance,  but  is  not  used  be- 
cause of  the  expense. 


**ParaUer* 


A  current  of  electricity  flowing  in  a  wire 
may  be  meaaured  Just  as  a  current  of  water 
flowing  in  a  pipe  may  be  measured. 

The  amount  of  water  that  flows  through 
a  pipe  depends  on  the  pressure,  or  head,  and 
the  friction  in  the  pipe.  The  volume  of 
electricity  that  flows  through  a  wire  de- 
pends on  the  pressure  or  voltage  at  which  it 
flows  and  the  ohmic  resistance  of  the  wire, 

Volts  (pressure).  The  quantity  of  water 
flowing  through  a  pipe  depends  largely  on 
the  pressure.  The  amount  of  electricity 
flowing,  or  the  strength  of  current  in  am- 
peres depends  in  part  on  the  pressure  in 
volts.  Thus  the  amount  of  current  flowing 
is  measured  in  amperes  and  the  pressure 
causing  it  to  flow  is  measured  in  volts.  The 
Tolt  is  the  practical  unit  of  electromotive 
force. 

The  eloctro-motlve  force,  usually  written 
E.  M.  F.,  is  the  total  force  required  to  cause 
the  current  to  flow  through  the  entire  cirauit. 

The  unit  of  electromotive  force  b  the'volt. 

Ampere  (current)  a  current  of  water  flow- 
ing in  a  pipe  is  measured  in  gallons  per 
second  or  cubic  feet  per  second.  An  electric 
current  is  measured  in  amperes.  Thus  we 
say  the  strength  of  one  ampere  flows  for  60 
seconds,  then  the  total  quantity  is  60  am- 
pere-seconds, or  60  coulombs  of  electricity. 

The  coulomb  ii  the  unit  of  quantity  which 
eqojiif  th^  rat^  of  flow  X  time,  ai  aiopcrc  tecoods. 
Oup  uapere  boar  would  equal  3600  coulomb*. 
The  ampera*  therefore  it  the  curreot  titreniflh,  in* 
trfitity  0/  earrent  or  rate  of  flow,  but  ia  thit  la- 
•trurtioD  we  hav«  referred  to  the  ampere  as  the 
volmna  or  qnAntlty  of  current  Urtwin^. 

Tht  velocity  of  electricity  through  a  copper 
wire  it  naid  to  be  238,000  milea  per  srcond. 

An  ohm  is  the  unit  of  electric  resistance. 
Such  a  resistance  as  would  limit  the  flow 
of  electricity  under  an  electromotive  force 
of  one  Tolt  to  a  current  of  one  ampere. 
For  instance,  we  speak  of  a  certain  size  of 
copper  wire,  a  certain  length  having  so 
many  ohma  resistance.  Iron  wire  oflfers 
0%  times  more  resistance  to  the  flow  of 
current,  than   the  same  length  and  sijr^e  of 


copper  wire,  therefore  if  it  is  not  of  suffi- 
cient size  to  permit  the  free  passage  of  cur- 
rent, the  wire  will  heat. 

The  watt  ia  the  unit  of  eleetriQ  power,  746 
watti  equal  oue  horae  power,  MuUiplj'ing  the 
atoprrea  by  the  volta  givea  watts. 

In  order  to  explain  tbe  meaning  of  volt- 
age and  amperage  more  clearly,  we  will  use 
a  hydraulic  analogy,  which  gives  the  ex- 
planation as  follows: 

Usually  the  ignition  coil  is  so  made  it 
will  work  with  a  pressure  of  6  volts.  The 
resistance  (see  page  200  for  meaning  of  this 
word)  that  the  electricity  meets  in  the 
wiring  of  the  ignition  system  is  so  great 
that  if  we  only  had  a  pressure  of  1  volt, 
this  would  not  be  saffieient  to  force  enough 
current  through  the  wiresJ  As  the  pres- 
sure  increases  the  quantity  of  current  that 
flows  becomes  greater  It  has  been  found 
that  a  pressure  of  6  volts  is  sufficient  for 
most  Ignition  systems  which  require  from 
1  to  5  amperes. 

Series  connection.  The  way  we  build 
the  pressure  up  to  6  volts,  with  dry  ceOs 
as  an  example,  which  give  only  1^  or  1% 
volte  each,  is  by  connecting  them  in  "ser* 
ies*'  as  it  is  calledJt 


fS^  f:S^  f:5tl 


4 


I'vpf,    I.- — ^rompiting    dry    vellm   or   alurage 
b«!i»'>>    *tlU   witli    pnili  of   water. 


SdpdpA 


Fig.  2, — Drjr  celts  connected   in   *'aeriaa" 
aimiiar  to  paila  of  water  plac'cd  at  ahown. 


'Frenouneed  leed,  not  lead.  **The  best  conductor  ia  iilTer«  De%t  beet,  copper,  then  alominiua,  alne, 
brsta.  plaiiaum,  iron,  nickel,  tia.  lead,  German  lilver,  aatimony,  mercury^  biamuth,  carbon,  wet«r« 
Tlmt  it  will  be  teen  that  iron  offpra  more  reaiatance  than  copper,  and  carbon  and  water  more  f 
aiatan«e  than  iron.  Non-condnctors  are  aUti*,  marble  (if  no  metallic  veini),  oila^  porc^laia,  fltia, 
ntlfber  dry  paper,  silk,  futta  pcrcha.  shollae,  ebonite,  etc.  fSee  pape  427,  aiie  wire  to  use. 
ttSlorsfe  hsttery  c^ls  ^re  2  Toltt«  large  or  imalt.  The  preaaure  ia  built  np  by  adding  towt^  c%\ka  S»^ 
manner. 


906 


DYKE'S  INSTRUCTION  NUMBER  SIXT 


This  can  be  explained  by  referring  to  oar 
hjdraulic  analogy^  as  followa:  Suppose  we 
liad  tlireo  p&Us  of  water,  each  of  them  1 
foot  high,  as  eh  own  in  fig*  1,  and  suppose 
we  had  three  dry  colls,  each  of  them  giv- 
ing a  pressure  of  1  volt,  we  will  say  for 
the  aake  of  eimplkity.  If  we  would  take 
ihea^  three  pails  and  set  them  one  on  top 
of  the  other,  and  make  an  opening  in  the 
bottom  of  the  three  pails,  connecting  the 
opening  in  the  bottom  one  with  a  pipe,  the 
pressure  in  the  pipe  would  be  three  times 
as  great  as  if  we  had  only  one  pail.  That 
is,  we  would  have  a  bead  of  3  feet  of  water 
ia  tho  pipe  and  the  water  would  squirt  up 
approximately  3  feet  in  the  air,  as  in  fig.  2. 

When  the  eella  are  coimected  so  that 
the  pressures  in  them  are  a4ded.  It  is  called 
a  * 'series*'  cdmection  because  it  corre- 
sponds to  putting  the  paila  of  water  in  a 
series  one  above  the  other.  To  make  this 
connection,  which  is  shown  in  fig.  2,  we 
connect  the  positive  terminal  of  one  cell 
with  the  negative  terminal  of  the  next,  the 
positive  terminal  of  that  one  with  the 
negative  of  the  next,  and  so  on.  Finally, 
mnning  one  of  the  wires  of  the  outside  cir* 
euit,  from  a  lamp  in  this  case,  to  the  nega- 
tive terminal  of  one  end  cell  and  the  other 
outeide  wire  to  the  positive  terminal  of  the 
other  end  cell.  Since  there  is  a  pressure  of 
1  volt,  we  will  say,  between  the  positive 
And  negative  terminals  of  each  ceU,  we 
have  simply  added  the  voltage  of  all  the 
other  cells  to  it,  just  as  we  added  the  pres- 
sure in  the  other  pails  of  water  to  the  first 
one  when  we  set  the  others  on  top  of  it. 

Series  connection  means  that  the  carbon 
(positive  pole)  of  one  cell  is  connected  to 
the  Elnc  (negative  pole)  of  the  second;  the 
carbon  of  the  second  to  the  zinc  of  the 
third  and  so  on.  This  leaves  the  carbon 
of  the  last  cell  free  to  be  connected  with 
the  outside  circuit,  likewise  the  nine  of  the 
first  cell.  8o,  when  the  entire  battery  of 
eeEs  flows  from  the  outside  carbon  through 
the  lamp  or  ignition  coO,  or  whatever  is  in 
the  outside  circuit,  and  back  to  the  battery 
through  the  sdnc  of  the  first  cell. 


LX]a 


Fir-  8. — ^rj  celli  co&tiected  In  **parftl- 
I«r'  or  ''tnampl*/'  limiUr  to  p»ilt  of 
witcr  conn««l«d  one  with  the  other. 

Parallel  connection:  There  is  another 
way  in  which  we  can  attach  the  three  pails 
ol  water  to  the  pipe,  and  that  is  the  ar- 
rmngement  shown  in  fig.  3.  Instead  of  set- 
ting one  pail  on  top  of  the  other  we  have 
Ihem  all  on  the  same  level  and  If  we  con- 
nect the  bottom  of  each  one  to  the  pipe 
the  water  will  flow  through  the  pipe,  but 
W^  wlU  have  only  one  foot  of  head  and  the 
water  will  squirt  only  as  high  as  the  level 
of  that  in  any  one  of  the  three  pails,  that 
1%  the  preesure  would  be  no  greater  with 
Ike  three  pails  connected  this  way  than  it 


is  if  there  was  only  one  pail  connected  with 
the  pipe^  but  the  water  will  flow  three  times 
as  long. 

We  can  do  almost  the  same  thing  with 
the  electricity  in  the  three  dry  cells  (or 
storage  battery  cells)  as  we  did  with  the 
water  in  the  pails,  that  is,  we  can  connect 
them  up  so  that  the  pressure  of  each  of 
them  is  added  to  that  of  the  rest,  or  we 
can  connect  them  up  so  that  tho  pressure 
of  all  three  is  equal  only  to  that  of  one,  and 
like  the  water,  the  current  will  fiow  3  times 
as  long. 

This  arrangement  in  fig.  3,  is  called  the 
**  parallel,"  or  **  multiple"  arrangement, 
and  corresponds  to  connecting  the  pails  of 
water  to  a  pipe  when  all  of  them  are  at  the 
same  leveL  When  we  connected  the  pails 
of  water  in  this  way  we  simply  added  to 
the  capacity  of  one  pail  without  increasing 
the  head  or  pressure. 

When  we  connected  the  three  pails  set  on 
a  level  it  was  just  as  though  w©  multiplied 
the  size  or  capacity  (amperage)  of  one  pail 
by  three. 

In  the  multiple  or  parallel  arrangement 
of  a  dry  cell  (or  storage  battery  cells)  ws 
simply  connect  aU  the  positive  terminals, 
or  plates,  and  all  the  negative  terminals,  or 
plates,  tegetherj  and  the  effect  is  merely 
that  of  adding  to  the  size  of  the  plate  or 
capacity  of  the  cell.  When  we  connect  the 
three  cells  in  multiple  or  parallel,  as  in  fig. 
3,  we  have  multiplied  the  capacity  (amper* 
age)  of  the  cell  by  three,  but  we  did  not 
increase  the  pressure. 

If  we  Increase  the  sl«e  of  the  plates  In  a 
cell  we  lengthen  the  time  during  which  It 
will  give  a  current  of  electricity. 

If  one  dry  ceU  will  give  1  volt  for  one 
day^  three  dry  cells  would  give  1  volt  for 
three  days  if  connected  in  multiple,  but  If 
connected  in  series,  as  shown  in  fig.  2,  we 
would  get  3  volts  presaare,  but  the  three 
cells  would  last  only  one  day.  This  can  be 
explained  by  considering  the  water  pails 
again,  with  the  pails  one  on  top  of  the 
other,  giving  a  3 -foot  head,  the  water  would 
run  out  in  one-third  the  time  that  it  would 
if  the  pails  were  connected  together  as  at 
the  right  of  fig.  3,  where  tbey  get  only  1- 
foot  head.  It  will  be  seen  that  in  series 
connecting  we  increase  the  voltage  hot 
leave  the  volume  or  amperage  the  same,  and 
in  parallel  connection  we  increase  the 
volume  or  amperage,  but  leave  the  pressure 
or  voltage  tho  same,  and  in  both  cases  the 
watts  will  be  equal. 

In  order,  then,  to  get  a  pressure  of  9 
volts,  with  dry  cells  giving  1%  volts  each, 
we  simply  need  to  connect  four  cells  in 
series,  for  then  we  have  four  times  1% 
or  6  volts,  which  is  pressure  enough  for 
the  ordinary  ignition  system. 

As  the  voltage  has  a  tendency  to  drop 
when  in  use,  6  cells  are  usually  plmeed  Id 
series. 

It  is  not  well^  however,  to  use  more  eellt 
in  series  than  are  needed,  for  good  working, 
because  the  excess  of  pressnre  would  force 
the  electricity  through  the  circuit  at  too  great 


IGNITION;  LOW  TENSION  COIL, 


2og 


•  rate  or  amperage  and  this  high  earrent 
w«uld  damage  the  vibrators  of  the  spark 
eoiifl  aa  will  be  explained  later  on. 

With  tbe  four  cells  connected  in  aeries 
ftad  the  total  gtvlng  6  volts  pressure,  we 
have  the  life  of  only  one  cell,  that  Is,  the 
foftr  cells  connected  this  way  will  not  last 
anr  longer  approximately  than  if  we  had 
only  one  cell. 

Multlple-serleB  cotmection:  We  can  dou- 
ble the  life  of  the  battery,  thus  obtained  by 
coimecting  the  four  cells  in  series,  simply 
bj  €0X1  nee  ting  up  four  more  cells  in  series 
And  then  connecting  the  two  sets  of  fonr 
eella  each  in  "parallel  or  multiple*"  Tbe 
Arrangement  is  illustrated  in  fig.  4,  in  which 
eue  we  havo  three  of  the  l-vo)t  cells  we 
■p^ftk  of,  connected  in  series  and  three  more 
in  series,  with  the  free  negative  terminals 

>of  each  set  tied  together  and  the  free  post- 
tiv0  terminals  of  each  set  tied  together* 


Pi 

v-S>j 

:  :t 

iiii 

Fit*  4- — Two  fieU  of  celli  connected 
In  "parnUel/'  Each  iH  eoDii««ted  in 
'*i«nei;*'  called  "multiple  lerlet/'  Not« 
the    coiapftriBon. 


Here  we  have  obtained  a  presBure  of  3 
volti  by  connecting  three  cells  in  series  and 
have  doubled  the  life  t/r  capacity  (amper- 
age) by  connecting  in  parallel  another  three 
which  have  been  connected  with  each  other 
in  aeriea.  The  effect  is  just  the  same  $ja 
if  we  had  taken  three  cells  of  double  the 
eapaolty  (amperage)  and  connected  tbem  in 
•eriea.  We  would  accomplish  the  same  ro- 
■alt  with  water  pails  by  making  two  piles 
of  three  each  and  connecting  both  to  the 
same  pipe,  as  indicated  in  fig.  4.     Here  we 


have  obtained  a  head  of  3  feet  and  doubled 
tbe  capacity  (amperage)  of  our  source  by 
doubling  the  amount  of  water. 

In  the  cell  parallel  arrangement,  illus- 
trated in  fig,  3,  tbe  curreot  Bows  from  the 
carbon  of  one  end  cell  through  the  circuit 
and  back  to  the  battery  through  the  zinc  of 
the  same  cell,  so  that  the  current  from  the 
first  cell  does  not  have  to  flow  through  the 
second  and  third  cells  in  order  to  go  through 
the  circuit  and  back  to  where  it  started, 
but  is  able  to  How  past  them.  The  current 
from  each  of  the  three  cells  flows  into  the 
wire  connecting  their  carbons  and  on  its 
return  flows  back  into  the  cell  from  the 
^vire  connecting  their  zincs.  If  you  have  a 
current  of  four  amperes  in  the  circuit,  each 
cell  will  be  giving  one-third  of  the  current, 
and  only  one-third  of  it  will  be  flowing 
through  any  one  cell.  With  two  sets  in 
multiple  only  half  this  amount  of  current 
will  be  flowing  through  each  celL 

Separate  seta  If  used  for  ignitloQt  In  a 
motor  car  where  dry  cells  and  vibrator  coUs 
are  used  for  ignition  it  will  be  found  neces- 
sary to  use  two  sets  of  cells  which  are  not 
connected  to  each  other,  but  either  one  of 
which  can  be  switched  into  the  circuit  if  de- 
sired, lo  fact,  it  will  be  found  almost 
necessary  to  change  from  one  set  to  the 
other  every  25  to  50  mites.  Otherwise  the 
engine  will  begin  to  miss  and  finally  will 
stop.  This  is  because  tbe  current  flows 
through  the  cells  so  rapidly  too  much  gai 
forms  for  the  depolarizer  to  take  care  of 
and  the  cells  polarize.  After  resting  a 
while  the  cells  will  be  restored  or  will  re- 
cuperate, at  least  in  part,  to  their  former 
condition  and  can  be  switched  on  again. 

But  if  there  are  eight  cells  connected  in 
two  sets  of  four  In  series  and  these  two 
sets  connected  in  parallel  arrangement  ex* 
plained,  the  quantity  or  amperage  of  cur- 
rent required  from  each  cell  is  lessened  and 
they  last  very  much  longer^ — see  foot  note 
bottom  of  page  211,  also  index. 


tMeanlng  of  Beslstance. 


Electricity  will  flow  more  easily  through 
some  conductors  than  through  others  be^ 
canae  there  is  a  difference  in  their  Tesla- 
to  the  flow  of  current. 


better  conductor  it  is.  The  greater  tht 
resistance,  the  less  total  current  can  paae; 
the  pressure  or  voltage  will  dropt  and  the 
volume  (amperage)  wOl  be  reduced.  In 
forcing  a  current  through  such  resistance, 
heat  &  produced,  and  Qm  greater  the  re- 
alBtance  the  greater  will  be  the  heat  (see 
ohms  page  207,  also  index). 

PosltlTe   and   Negative   Tenoinals. 
Generator  terminals:     Every  generator  of       names  given  to  the  points  from,  one  of  which 
eleetrielty    has    two    terminals;    a    positive      the    current   leaves    (positive)    and    to   the 
(-I-)    and    a   negative ( — ),   that   being  the       other  of  which  it  returms  (negative)/ 


Everything   presents    more    or   less    resis- 
taaee  to  the  flow  of  current,  and  the  le«a 
that    a    substance    presents,    tbe 


*Th»  enrreBt  Alwtya  flows  in  the  uxna  direction,  from  the  poftitive  pole  to  tbe  nesetive  pole;  it 
leavM  the  g«neretor  bf  tbe  potittve  pole  end  ret^mi  hj  the  ncfillTe. 

Coiweciiofie  cen  be  (p-ounded  either  from  the  aefetive  or  poeitlve  pdle — it  m&kea  no  material 
^Hfertniee.     Mannfecturore  ai  e  rule  ^ouod  the  iKieitire  terminal  of  e  itoregre  bettery  to  the  frmme. 

fEeeJjtance  ie  thit  property  of  aa  electrical  condtictor  hj  whkb  It  oppoaes  tbe  flow  of  an  eleetrical 
eaJTeoit.  for  iaatance,  carbon,  iron  wire,  Oerman  ailver  and  water  will  permit  enrrent  to  flow  threti^h, 
bat  il  op>p4>ee<  or  offers  resiitance  to  the  flow — ^lee  «bm,  pagre  207.  A  rbeottal  ia  a  derice  for  the  pur- 
peae  of  Tanrin^  tbe  resistance  of  an  electrica!  corrent,  see  pages  474  and  160,  tTermed  a  potential 
d^ertnee  or  tinergj  lost.  For  instance,  "two  volti  loat  on  a  line,"  means  tbii  much  preastire  ia  loet 
\m  ttodiDC  tbe   current   through  tbe  line. 


ft 


f  Pig.  2 — The  Ignition  Storage  Battery;  a  Oliemiciil  Qen- 

I  erator  of       ''Direct**  Flow  of  Electric  Current.    Contained 

^^_         in  B  battery  box,     Soroctimis  called  an  accumulator. 

^^B  The   Storage   Battery   will   b150  supply   electricity    to  op- 

^^F        erate  a  Jamp  Spark   or  High  Tension   System  of  Ignition 
'  or  A  Low  Tenfiion   "Make  and  Break'*  system.     The  Stor- 

age Battery   for  ignitjoo   consists  of  three  cells  placed   in 
an  acid-proof  box.      (See  instrnction  on  storage  batteries.) 

These  cells  are  covered  over  with  a  nard  mbber  or 
coat  tar  eomposition,  leaving  the  lead  tugA  projecting. 
These  logs  connect  one  cell^  to  the  other  and  two  end» 
are  left  **open,  >*  one  it  '*Pos«tivc'*  or  Norths  and  the  other 
a  * 'Negative**  or  South.  They  are  called  •*  Positive'*  or 
"Nefatlve**  Terminali.  "Wires  are  connected  to  these 
tennmaH  and  the  current  is  conducted  over  (ho  wires  to 
the  ignition  system. 

When  the  Storage  Battery  is  *'run  down*'  it  is  *'re* 
charged"  by  attaching  wires  from  electric  wires  to  the 
battery.      (Will   be    explained   later.) 

The  cells  contain  lead  plates  <N)  negative  and  <P) 
positive,  aad  are  immersed  in  an  acid  solution. 

Each  cell  gives  two  volts  and  are  usually  placed  in  s 
box  and  connected  together,  making  a  totml  of  six  volts 
this  being  the  usual  pressure  recruited  to  operate  a  coil, 


^ 
P 


I 


Fig.  3— The  Dynaino;  a  x«ow  Tension. 
Mechanically  Generated,  Direct  now  of 
Bleetrlc    Oorrent.      The    Dynamo    will    lap- 

Jly  electricity  to  operate  the  coil  of  a 
ump  Spark  or  High  Tension  System  of 
ignition  or  a  low  tension  **Make  and 
Break*'  System  (not  in  tuo  on  entomobilet 
to  any  great  extent). 

The  Dynamo  is  more  adapted  for  generat- 
ing current  to  recharge  the  storage  battery: 
the  storage  battery  tnen  supplies  light  and 
ignition. 

Small  "direct**  current  generators  are 
also  u-sed  on  stationary  ana  marine  eagines 
for  ignition^  where  "make  and  break  or 
*'wipe'*   spark   ignition  system  la  need. 


i 


The    Dynamo    has    an    ' 
Field,    meaning    that    the 
magnetixed  electrically. 


Electro  Magnctie** 
'pole  piece***    are 


*  Permanently  *  *     mag- 
(will    be    described 


The    Magneto    has 
ne tiled    "pole    pieces* 
later). 

The  Dynamo  generates  a  "Direct'*  or 
continuous  flow  of  electricity,  meaning  the 
current  flows  continuously,  whereas  the  eor^ 
rmt  in  a  magneto  is  reveraed  and  flows 
''altematfity'*   and   is  not  a  direct  flow. 

The  magneto  is  used  in  a  different  man* 
ner  and  is  a  separate  end  distinct  system  of 


The  Dry  Cell  Battery  (a  Primary  Cell) : 
a  Chemical  Generator  of  a  Dlroct  Flow  of 
Electric  Cnrrent  will  aUo  supply  ekctricity 
for  ignition,  but  is  not  ri>llable.  Continuous 
use  of  dry  cells  will  extiaust  thom  or  run 
them  down  rapidly  and  tUu  prc£j>ure  drops 
accordingly  and  thereby  causes  a  "weak*' 
spark.  This  battery  will  recuperate*  how- 
ever, if  left  standing  for  a  while  unused. 

The  dry  cell  battery  is  better  adapted  for 
ringing  door  bells  or  telepnone  work  where 
the  work  required  la  not  continuous. 

The  dr]r  cell  contains  no  liquid,  but 
.■erely  moisture*  hence  its  name— Dry  Cell 
Battery. 

A  Is  the  filling  or  electrolyte,  usually  con- 
■ietlng  of  chloride  of  xinc,  sal  ammoniac, 
•nlphate  of  lime  and  powdered  charcoal 
(don*t  confute  this  electrolyte  with  that 
used  on  a  store ge  battery). 

Six  cells  connected  in  a  scries  coonec* 
tion  is  usually  the  eomt>lnation  for  a  set 
for    ignition. 

The  positive  pole  of  the  dry  cell  is  the 
carbon.  The  xino  being  the  negative. 


ignition    and    will    be    described    Ister. 


4,9*^^ 


Fig.    i. 
Sectional  View   of 
0«1L 


m  Dry 


Fig.    4A. 
Complete    View    of 
Cell. 


ft    Dry 


OHAMT  NO.  101— €bemlcal  and  Medxanicgl  QeneratorB  of  a  * 'Direct**  How  of  Electricity. 
reference  is  made  here  to  Mngnetoa;  this  will  be    treated  later,  under  a  separate  heading. 


'^-    - 


IGNITION;  LOW  TENSION  COIL. 


211 


How  Electricity  is  Made  to  Do  Work. 


Flow  of  cerrent:  The  ourrent  only  flows 
when  the  two  terminals,  or  poles,  are  con- 
nected hy  a  conductor. 

A  current  will  flow  if  any  opportunity  is 
presented;  if  there  is  no  regular  conductor, 
moisture  will  often  make  the  connection. 
Because  of  this  desire  to  flow,  the  current 
may  be  made  to  perform  work. 

If  the  circuit  includes  a  coil  or  lamp,  the 
current  in  flowing  through  the  circuit  from 
the  positive  pole  to  the  negative  pole  is 
made  to  light  the  lamp  or  pass  current 
through  the  coil. 


The  circuit,  with  the  lamp  or  coil,  presents 
a  resistance  to  the  flow  of  the  current,  and 
if  there  is  a  short  circuit  that  presents  loaa 
resistance,  the  current  will  return  by  it  in- 
stead of  going  through  the  coil  or  lamp. 
Therefore,  the  circuit  must  be  so  arranged 
that  the  current  cannot  return  to  the  gener- 
ator without  doing  the  work  set  for  it. 

A  switch  is  provided  to  close  this  circuit 
when  work  is  desired  and  to  open  the  cir- 
cuit when  work  is  not  desired.  Therefore, 
for  ignition,  instead  of  m  switch  a  timer  or 
commutator  is  made  to  open  and  close  the 
circuit  at  the  time  the  spark  is  required. 


Parts  Necessary  to  Produce  the  Ignition  Spark. 

While  there  are  several  methods  of  pro-  duced;    a   timer   or    cam    arrangement,    by 

ducing   the   spark   in   the   cylinder   at   the  which  the  exact  instant  of  the  spark  may 

proper  instant,  they  consist  in  general  of  be  controlled,  and  the  circuit,  consisting  of 

the  same  parts.  the  necessary  wires  or  conductors. 


In  the  first  place,  there  must  be  a  genera- 
tor to  supply  the  current  of  electricity; 
■pack  pings  or  sparkers,  also  called  igniters, 
in  the  cylinder,  at  which  the  spark  is  pro- 


Whatever  the  system  may  be,  the  current 
is  produced  by  some  kind  of  generator,  and 
therefore  a  description  of  generators  will 
be  given  before  describing  the  systems. 


Methods  of  Generating  "Direct"  Electric  Current. 


A  current  of  electricity  may  be  generated 
by  chemical  means,  by  cells;  or  mechanical- 
ly, by  a  magneto  or  dynamo.  (The  magneto 
will  be  described  further  on  as  it  generates 
•a  "alternating"  current  and  the  dynamo 
"direct"  current.) 

Chemical  Generators. 

Oella  are  of  two  kinds,  "primary"  and 
"secondary;"  primary  cells  actually  mak- 
ing the  current,  and  secondary  cells  storing 
the  current  and  giving  it  out  as  needed. 

A  dry  cell  or  storage  battery  cell  pro- 
duces a  "direct"  flow  of  current  and  would 
be  termed  a  "chemical"  source  of  elec- 
tricity. 

Tlie*  primary  cells  used  for  automobile 
work  are  called  "dry  cells,"  and  consist 
of  zinc  cups,  in  which  are  placed  sticks  of 
carbon   (see  chart  101). 

The  eups  are  lined  with  some  substance 
like  blotting  paper,  and  the  space  between 
the  carbon  stick  and  the  cup  is  packed 
with  bits  of  carbon  and  the  necessary 
chemicals.  The  blotting  paper  and  carbon 
bits  are  moistened  with  the  proper  solution, 
and  the  top  of  the  cup  sealed  with  tar,  so 
that  it  is  watertight.  The  zinc  cup  and 
the  carbon  stick  each  have  a  thumb  nut  at 
the  top,  called  a  "binding  post,"  to  which 
the  wires  are  attached. 

When  the  circuit  is  closed,  the  current 
of  electricity  flows  from  the  carbon  bind- 
ing post  over  the  circuit  and  back  to  the 
e^  by  the  sine  binding  post,  the  "carbon" 
htmg  the  "positive  p<ue,"  and  the  "zinc" 
the  "n^^ative  pole,"  in  this  type  of  cell. 


Dry  cells  have  a  pressure  or  voltage,  of 
about  1%  or  1%  volts,  and  the  volume  of 
the  current  they  produce,  called  the  "am- 
perage," depends  on  the  size  of  the  cell. 
The  ordinary  dry  cell  used  in  automobile 
work  gives  a  current  of  20  to  30  am- 
peres. 

When  in  use,  a  primary  cell  becomes  ex- 
hausted, and  the  voltage  drops  gradually. 
When  it  has  reached  a  point  where  it  does 
not  give  sufficient  current,  it  must  be 
discarded,  and  replaced  with  a  new  one. 

It  should  be  remembered  that  dry  cells 
are  intended  for  "intermittent"  •service, 
as  for  ignition  starting  where  a  magneto 
is  used,  but  for  continuous  service,  the  dry 
cell  is  not  a  suitable  source  of  current.  After 
the  engine  has  started  dry  cells  for  ignition 
are  not  very  satisfactory  fer  they  become 
exhausted  in  a  short  time. 

For  continuous  current  service  the  most 
efficient  means  of  obtaining  current  is  by 
means  of  a  storage  battery  consisting  of  a 
battery  of  "secondary  cells,"  or  as  it  is 
sometimes  called  an  "accumulator."  This 
chemical  type  of  electric  generator  is  in 
more  common  use  for  ignition  than  the 
dry  cells  in  connection  with  a  dynamo — 
which  will  be  explained  further  on. 

**8econdary  cells,  also  called  "storage 
cells,"  or  "accumulators,"  are  usually 
charged  with  current  from  a  lighting  cir- 
cuit, and  may  be  recharged  again  when  ex- 
hausted. 


*Th«  l0M  eoBtlmumsIy  eurrent  it  natd  from  a  dry  cell  the  longer  it  will  last  or  the  more  efficient 
iftwffl  W. 

I  telterlM  win  be  trwitod  under  a  separate    instruction. 


212 


DYKE'S  INSTRUCTION  NUMBER  SIXTEEN. 


A  atorage  battery  coeeista  of  two  or  more 
■tor age  cells.  Eacb  cell  givcB  about  Z 
7olt8y  therefore,  a  atorage  battery  with 
three  cellB  would  give  6  voltai  and  is  termed 
a  ''chemical  generator,"  tbat  is,  it  will 
generate  electricity  by  a  chemical  action 
when  discharg-ing  after  first  being  charged 
— see   page   447. 

A  storage  cell  is  made  of  prepared  lead 
plates,  placed  in  jars  made  of  hard  rubber 
or  eeUuloid  and  filled  with  a  solution  of  snl* 
pburic  acid  and  water,  called  the  * 'elec- 
trolyte." The  jar  ia  filled  with  electrolyte 
trntU  the  plates  are  covered,  a  co^er  pre- 
senting it  from  spilling,  A  hole  in  tha 
coTer,  dosed  with  a  plug,  is  used  for  exam- 
ining the  condition  of  the  cell,  and  refilling 
it  when  necessary.  Through  evaporation, 
leakage  or  spilling,  the  level  of  the  electro- 
iyt©  may  get  below  the  top  of  the  plates,  in 
which  case  the  jar  should  be  refilled*  enough 
electrolyte  being  added  to  bring  it  to  the 
correct  level. 

Blectrolyte  is  made  by  adding  one  part 
of  chemically  pure  sulphuric  acid  to— from 
three  to  nine  parts  of  pur©  water— prefer- 
ably distilled  water. 

An  instrument  called  a  hydrometer  is 
used  to  determine  the  correct  solution,  and 
when  floated  in  the  solution  its  scale  should 
read  about  1290  sp.  gr. 

fThe  terminals  of  a  storage  cell  are 
usually  marked  with  signs  to  indicate  the 
poles;  a  "plus  sign, ^'  the  same  that  is 
used  in  arithmetic,  being  the  "positive 
pole,"  and  a  "minus  sign''  being  the 
"negative   pole.*' 

The  poles  are  often  painted^  as  well,  red 
being  the  positive  and  black  the  negative, 

A  storage  celt  has  a  voltage  of  a  little 
over  2  volts,  and  this  will  drop  slowly  to 
1.8  volts,  when  it  requires  recharging.  In 
this  it  is  like  water  running  out  of  a  tank, 
when  the  tank  is  empty  it  ia  necessary  to 
refill  it. 

Cell  CoBnections. 
On  pages  207-9  the  "principle"  of  cell 
eonnections  was  explained  in  order  to  ex- 
emplify the  meaning  of  volts  and  amperes. 
Cell  eonneetioai  will  now  be  explained. 
Bear  in  mind  the  same  principles  apply  to 
storage  battery  cells. 

One  cell  in  a  storage  battery  or  dry  bat- 
tery will  not  give  enough  current  to  pro- 
duce the  spark  required  to  ignite  the  mix- 
ture, and  therefore,  three,  four  or  more 
are  used,  connected  together. 

The  most  usual  form  of  connection  is  in 
lerlea;  the  negative  pole  of  one  cell  is  con- 
nected to  the  positive  pole  of  the  next,  so 
that  the  current  from  one  cell  must  pass 
through  all  of  the  others  in  order  to  return 
to  where  it  started.     (See  chart  102,  fig,  1.) 

This  method  of  connecting  increases  the 
▼oltage  as  many  times  as  there  are  cells; 


for  instance,  if  there  are  four  cells  of  1% 
volts  each,  the  voltage  of  the  battery  of 
cells  will  be  six  volts,  The  volume  or  am* 
perage  does  not  change,  being  the  same  that 
it  is  for  one  cell.     (See  fig.  2,  page  207.) 

Another  method  of  connecting  is  in  pftr- 
allal;  all  of  the  positive  poles  are  connected 
to  one  wire,  and  all  of  the  negative  to  an- 
other. (8ee  chart  102,  fig.  2.)  This  givei 
the  tame  voltage  (pressure)  as  one  eellaJ 
but  increases  the  amperage  (quantity)  ai  ^ 
many  times  as  there  are  ceUs. 

A  third  method  is  to  connect  the  cella  la 
multiple  series.  (See  chart  102,  fig,  S.) 
In  this  the  cells  are  divided  into  two  equal 
groups,  each  group  being  connected  in  series, 
and  the  two  groups  being  connected  with 
the  circuit  in  parallel  with  each  other.  Thia 
gives  a  voltage  of  one-half  what  it  would 
be  if  all  were  connected  in  series,  and  an 
amperage  of  one  cell  multiplied  by  the  num- 
ber of  groups. 

Mechanical  OeneratoTB. 

A  mechanical  generator^  which  is  driven  by 
the  engine,  produces  a  current  of  electrieity, 
and  its  action  depends  on  "  magneHsiu/ ' 
which  is  the  property  sometimes  possessed 
by  iron  or  steel,  by  which  they  attract  other 
pieces  of  iron  or  steel, 

A  generator  consists  of  two  parts;  the 
* '  poles, ''  *  between  which  the  magnetic  field 
flows  and  the  "armature, "  which  revolves  in 
this  magnetic  field,  and  produces  the  current 
of  electricity.     (See  fig.  4,  chart  102.) 

The  field  is  made  in  two  ways;  it  is  either 
a  "permanent  magnet,''  that  is,  steel  that 
is  magnetized  so  that  Its  magnetism  does 
not  change,  or  an  "electro-magnetj  *'  that 
is,  a  coil  of  wire  wound  around  a  soft  pieee 
of  iron,  which  is  a  strong  magnet  only  while 
electricity  is  flowing  through  the  coO. 

•When  the  field  is  a  permanent  magnet 
(fig.  5 J  chart  102),  the  generator  is  called  a 
"magneto;'*  when  the  field  is  an  electro- 
magnet (fig.  4),  the  generator  is  called  a 
"dynamo.''     (See  chart  101  and  102,) 

The  annature  haa  a  core,  consisting  of 
soft  iron,  with  insulated  wire  woand  around 
it  endways.  There  aro  two  types;  a 
"drum*'  type  and  a  " shuttle*'  type.  Ths 
drum  type  could  be  revolved  in  either 
the  "electro**  or  "permanent**  magnetie 
field  and  would  generate  "direct**  current. 
The  "shuttle'*  type  is  used  only  on  genera- 
tors in  which  the  magnetic  field  is  produced 
by  permanent  magnets  and  always  gener- 
ates "alternating*'  current.  (Will  be  ex* 
plained  under  magnetos  further  on.) 

The  Toltage  of  a  magneto  or  dynamo  de- 
pends on  the  size  and  quantity  of  wire 
wound  on  the  armature  and  field  colls,  and 
on  the  speed. 

Terminals:  Mechanical  generators  usually 
have  but  one  terminal,  the  other  being 
"grounded,"  which  wUl  be  explained. 
Where  there  are  two  terminals  and  "direef 


fWhcn  Ihe  poles  of  m  itorAf*  battnr  Kr«  not  aurk»d  tli«  polarfly  can  b«  deierratii«d  by  their  n«tar»l 
'"'       '      *     "  *  '  •If  armatrire  t« 


oolor;  the  poiitive  is  darkvr^  ujually 
of  the    "ibuttle*'   tn}*. 


brown  color,  wbei-eAi  the  nefitive  it  crur- 


IGNITION;  LOW  TENSION  COIL. 


218 


torrent  geaerators,  ihej  are  marked  as  ilie 
terminala  on  a  storage  eell  are  nuuked. 
( -fpodtlver — negative.) 


Wlien  UBlng  "chemical"  generatorsi  sueli 
as  a  aiorage  battery*  the  circuit  is  alio 
(quite  often)  grounded  on  one  side. 


♦Gromulijig  the  Circuit. 


When  the  current  of  electricity  ia  re- 
quired to  do  work,  as,  for  instance  the  pio- 
dttcing  of  a  apark  in  the  cylinder^  using  a 
''make  and  break'*  ignition  system  for  es- 
Ample,  it  must  be  taken  to  the  igniter 
Ikrough  a  coil,  by  means  of  a  wire  but 
tnay  be  returned  to  the  generator  by  meaos 
of  a  ground/'  Which  la  usually  abbre* 
Tiated  aa  ''G"  or  GBNB  and  deaignated 
by  a  ai^  as  shown  in  chart  109.  See 
chart  No.  102,  fig.  7;  and  fig.  3,  chart 
1(^3;  dotted  Hues  show  path  of  current 
through  metal  of  engine. 

The  frame  and  engine  of  an  automobile 


are  made  of  metal,  and  therefore  will  con- 
duct electricity. 

If  the  negative  pole  of  the  direct  current 
generator  is  attached  to  the  metal  frame  or 
engine,  and  a  wire  attached  to  the  positiye 
pole,  the  current  will  fiow  in  the  circuit 
when  the  positive  wire  is  touched  to  any 
other  metal  part  of  the  frame  or  engine^  for 
the  metal  acts  as  a  conductor  and  permiti 
the  current  to  return  to  the  generator. 

Thia  method  saves  wire,  for  wire  is  used 
only  to  take  the  current  to  where  it  ii 
needed^  the  metal  of  the  frame  or  engine 
bnngiiig  it  back  again. 


♦♦Swltclw, 


I 


When  the  current  for  the  ignition  is  iup- 
plied  by  battery,  it  ia  usual  to  have  two 
Mta  (^,  Ij  chart  103),  and  ia  used  to  start 
the  engine;  after  engine  is  started,  tho  dy- 
onmo  or  magneto  supplies  the  current.  The 
reason  for  this  is  due  to  the  fact  that  a 
battery  supplies  a  constant  source  of  elec- 
trie  supply,  whereas  a  mechanical  generator 
generates  current  only  when  running. 

A  switch  is  placed  in  the  circuit,  so  that 
either  may  be  used.  They  are  made  in  many 
forms,  but  a  simple  form  is  a  flat  piece 
of  spring  brass,  pivoted  at  one  end,  so  that 
it  may  awing  from  aide  to  side.  The  free 
end  may  touSh  either  of  two  knobs  of  brasa, 
one  on  each  aidCi  or  be  between  them  with^ 
out  touching  them.  Each  of  the  knobs  are 
connected  to  one  of  the  sets  of  batteries^ 
er  one  to  the  battery  and  the  other  to  the 


dynamo,  and  the  flat  piece  of  brass  is  eon* 
nected  to  the  ignition  circuit. 

Thus  when  the  free  end  of  the  switch  ii 
swung  to  one  side,  or  the  other,  it  resta 
on  one  of  the  knobs,  and  the  corresponding 
battery  is  thrown  in  circuit,  furnishing  the 
current  for  the  ignition. 

When  the  switch  ia  between  the  knobs,  it 
is  out  or  **ofiF'^  of  contact,  and  the  circuit 
ia  broken.  Thus  a  swHch  serves  not  only  to 
connect  either  of  the  two  sources  of  current, 
but  also  to  break  the  circuit,  which,  of 
course,  stops  the  engine. 

The  switch  lever  can  be  detached  from 
some  makes  of  switches;  when  it  is  with- 
drawnj  it  breaks  the  circuit  regardless  of 
which  side  the  switch  is  on.  Thus  only 
the  holder  of  the  lever  may  run  the  car. 


Ignition  Systems. 


There  are  two  syatema  of  ignition  used 
for  automobile  engines;  **low  tension  sya^ 
Im*'  and  the  '*hlgh  tension  system;'*  the 
source  of  electric  supply  being  either  by 
chemical  means  as:  dry  cells,  or  a  storage 
battery,  or  mechanical  means  as:  a  magneto 
or  dynamo  (also  called  generator).  (The 
Magneto  ia  explained  further  on,) 

The  word  "tension"  means  pressure  or 
roltage;  high  tension  being  high  voltage, 
asd  low  tension  low  voltage, 

Tlie  low  tension  system  of  ignition  is  used 
am  only  a  few  makes  of  automobiles.  The 
low  tension  system  was  formerly  used  to  a 
great  extent  on  boat  eo glues  and  is  still  used 
to   a   great    extent    on    stationary    engines. 

The  low  tension  system  uses  a  low  tension 
idngle  wound  primary  coil  as  per  fig.  7,  chart 


102  and  its  source  of  electric  supply  can 
be  a  dry  or  storage  battery,  or  dynamo.  Low 
tension  magnetos  are  also  used,  but  the  coil 
la  wound  on  the  armature  (treated  under 
*'Low  Tension  Magnetos.") 

The  Mgh  tension  system  of  ignition  is  the 
approved  ayatem  now  in  use  on  very  near 
all  makes  of  cars.  The  high  tension  syetem 
may  be  either  by  a  high  tension  coil  and  a 
battery;  high  tension  coil  and  low  tension 
magneto;  high  tension  coH  and  dynamo  in 
connection  with  a  battery-^-or  by  a  high 
tension  "magneto"  alone. 

In  this  Instruction  and  In  number  seven- 
teen, we  deal  only  with  coil  ignition.  Both 
low  tension  and  high  tension.  Magnetos  will 
be  treated  further  on» 


, I  or  asfattre  stdo  can  be  grounded   m   ll  m&kM  no   diffflr«Dca,     Maiiiif»ctnrfri 

of  Mandardising,  »re  grounding  tb«  peUttve  pole  of  0iorig«  hatterj   (  +  ). 
3T5 — **iD«giifte  iwitok" — Dot«  twitch  ii  cloiod  to  itop  Ignition. 


DYKE'B  INSTBUCTION  NUMBER  SIXTEEN. 


Tig,  1 — 8«ri09.     Zincs  co&iiect«d 
to  c«rboa. 


OBiiZi  oomrBcnriOK 

Ti$.  I  if  the  uaoal 
mctbod.  Tbii  mttb- 
od  firei  the  volUfo 

of     its     CAUi     ftOd     Ad 

Amp«rmg«  of  one  c«U. 

Fif .  2.  Thii  m«th- 
od  flvea  the  TplUf« 
of  but  one  cell  uid 
•n  ftmpermfd  of  lU 
eella. 

Fff^,  S  ia  •  m«tli* 
od    uifld    for 


Tig.      2 — Pix&liet.      Zincs      con- 
nected togeth^f.     CtrboQ  connected 

tOgHlhZT. 


gency.  In  tbii  case  the  reader  will  suppose  that  tiro  aaii 
of  dry  celfa  aupply  tbe  cartent  for  ignitton;  one  aet  la 
used  for  a  wliile»  tben  tbe  other;  if  both  sets  run  down,  then 
coonect  them  in  njultiph  &s  showTi,  This  method  ^iTea  a 
cottage  of  five  cells  and  ad  amperage  of  two  cells. 


^CARBON 


ZtNCl 


Ftg.    8 — ^Multiple      Berlea.      See 
teJtt    for    explanation.  


Electro 
Magnet 


Fig.  4 — A  dynamo, 
tt  mechaniul  genera- 
tor  of  "direct*'  cur- 
rent. Note  tbe 
electro  winding  on 
field  magnet.  Tbe 
armature  is   *'drum" 

type. 


Fig,  6 — A  niAgneio  with  ••per- 
manent'* mAgnet.  If  armature 
is  "ahuttle"  typo  (see  magnetos} 
the  current  will  be  ''alternating," 
if  "drum"  type,  direct. 


rtlCA     ^TATION^RY  J  nOVABLE       Switels, 


OOTTCOUNl 
S«0W5  ft%T«  <i9- 


wnt  ot  <»HtMAi»¥  ^w»m*  -^ 


Fig*  6 — Explwiatlon  of  a  Low  Tension  Prl- 
rnvx  or  Low  Tension  Coll   (Single  Wound.) 

By  snapping  the  eftds  of  tiie  copper  wires 
connected  with  a  b&tlcry  (after  winding  this 
wire  around  a  bundle  of  iron  wires)  a  spark 
will  be  produced.  The  wires  mast  be  "snap- 
ped" or  eep&rated  suddenly*  and  the  current 
mutt  pasa  through  the  aioglewouad  or  pri- 
mary coil. 


rig^  7 — A  make  and  break  low  tension  sjsIsb  of 
Ignition. 

The  Igniter  la  shown,  which  makes  and  broaka 
the  low  tension  current  at  it  flows  from  the  pott- 
live  pole  of  the  battery  to  the  single- wound  low 
lenision  coil  through  twitch,  tben  to  the  miea  tn- 
BUlnted   ele(*trode, 

*Wben  tbe  nose  of  tlit  cam  strikes  the  tapptt 
rod,  thia  rod  msk*  s  and  breaks  the  flow  of  current 
And  cre4fo«  a  flash  or  spark  (as  by  hand,  fig.  6). 
Tbt  current  flows  from  positive  pole  of  battery 
to  stationary  electrode  on  engine,  thence  Uirongk 
movcAble  elt-ctrode  to  metal  of  engine — thence  by 
way   of  grounded   circuit   to  battery. 

In  the  above  illuBtratlon,  the  coU  tlurougb  wMek 
tbt  current  passes  U  a  low  tension  coll,  and  the 
system  of  ienition  is  the  "make  and  break"  tyt 
tern.  Either  the  dry  cells,  storage  battery  or  the 
dynamo  will  supply  the  electricity-  Either  of  thtat 
»ame  sources  of  electricity  would  supply  oleetrielty 
for  the  jump  spark  or  high  tension  coil  alao.  Tbit 
(alter  system  will  l»e  treated  further  on»  The  mtg- 
nelu  would  require  special  connoctlona,  if  used,  and 
will  also  be  explained  further  on, 

Tbe  spark  tbonld  occur  just  as  pit  ton  it  on  lop 
of  its  stroke  or  slightly  before. 


OHABT  KO,  102 — Cell  Oonnectiong.  Mech&aic»l  Generators.    MaJce  and  Break  Pdnclple  of  IgnlUon. 

*Jifoim  tb&  pcixAt  do  not  remain  together  when  not  oparatlng — they  are   slightly   apart.     The  cam   or   tappet   ar^ 
rmogem^nt  cmumBB  tii¥  Mpmrk   to   "make"  and  suddenly    "break,"   hence  tbe  torm   ^*makt  and  break." 


ai^ 


IGNITION;  LOW  TENSION  COIL. 


215 


Low  Tension  Ooil  System  of  IgnlUon. 


If  the  ends  of  the  wires  of  a  primary  or 
loT  tension  coil,  are  connected  with  a  bat- 
tery or  mechanical  generator  and  connected 
together,  the  current  will  flow,  and  if  then 
the  ends  are  separated  suddenly  a  spark  will 
be  formed  between  them.  The  more  power- 
ful the  current,  the  larger  will  be  the  spark. 
(See  fig.  6,  chart  102,  this  illustration  ex- 
plains the  fundamental  principle  of  coil  ig^ 
nildon,  therefore  study  it  carefully.) 

The  Make-and-Break  Low  Tension  Ooil 
Ignition  System. 
This  system  is  shown  on  page  214,  fig. 
7  and  also  page  216. 

ttThe  "movable  electrode"  is  opermted  by  e 
cam  emngement.  exactly  ai  the  exhaust  TaWe  of 
the  engine  is  operated.  As  the  spark  is  needed 
only  once  daring  two  revolutions  of  the  crank 
ahaft,  the  cam  is  attached  to  the  half-time 
shaft,  and  operates  the  electrode  by  a  rod  called 
a  tappet. 

The  "stationary  electrode"  is  insulated  from 
the  cylinder  with  mica,  and  one  wire  of  the  cir- 
cuit is  connected  to  it.  Tlie  "movable  electrode" 
ia  operated  by  a  cam,  which  is  in  contact  with 
the  current  from  the  groonded  wire  of  the  bat- 
tery and  which  allows  the  current  to  pass  from  it 
to  the  metal  of  the  cylinder. 

When  the  two  points  are  in  contact,  the  cur- 
rent flows  from  the  positive  pole  of  the  battery 
by  a  wire  to  the  stationary  electrode,  then  to  the 
Borable,  because  the  two  are  in  contact,  and  back 
to  the  battery  by  the  ground. 

When  the  two  electrodes  are  separated  by  the 
earn  acting  on  the  movable  one,  the  circuit  is 
broken,  and  a  spark  formed  between  them. 


Illustration  flg.  1,  page  216,  shows  the  make- 
and-break  system  with  two  sets  of  batteries  con- 
nected to  the  switch  in  such  a  manner  that  either 
•et  may  be  used. 

While  any  battery  would  give  a  spark,  a 
strong  one  is  needed  to  ignite  the  charge  sud- 
denly and  completely,  and  to  do  this  it  is  neces- 
sary to  use  a  strong  current.  Therefore  several 
cells  are  connected  together,  usually  5  or  6.  One 
set  is  used  a  while  then  the  other.  Dynamos, 
storage  batteries  and  low  tension  magnetos  are  also 
used. 

fWipe  Spark  Low  Tension  Ooil  Ignition 
System. 

Wipe  spark  ignition  is  similar  to  the  "Make 
and  Break"  in  every  respect,  except  that  it 
makes  a  wiping  and  rotary  motion  as  the  elec- 
trode (A)  of  the  igniter  revolves;  being  operated 
"by  an  eccentric  rod   (E)   from  the  cam  gear. 


The  other  electrode  (B)  is  stationary  and 
looks  very  much  like  a  spark  plug.  This  type 
of  ignition  is  never  used  on  the  automobile; 
but  is  here  shown  so  that  the  reader  can  master 
the  elementary  principles  of  the  different  igni- 
tion systems.  This  system  is  used  mostly  on 
itationary  engines. 


The  Low  Tension  OoiL 


We  have  learned  the  different  sources 
from  which  electricity  can  be  obtained  for 
ignition.  Also  the  first  principle  of  ignition, 
which  is  the  old  style  "make  and  break" 
igniter  using  a  low  tension  or  primary  coil. 
This  system  is  seldom  used,  only  on  sta- 
tionary engines,  however,  it  will  be  well  for 
the  reader  to  master  the  principle  of  the 
low  tension  coil,  as  it  is  the  foundation  for 
tending  up  a  high  tension  coil  or  magneto 
annatnre  winding.     (See  fig.  6.) 


vfll  W  wnttmA.     Th*  vinT  mut  W  "caap- 
Smk   fan   tkraask   Om   slagla^voaBS   ar   pri 


The  current  is  strengthened,  or  intensified, 
by  the  use  of  a  simple  coil,  called  a  primary 
or  low  tensioii  oolL 

.   Oonstnictlon:    Consists  of  a  bundle  of  soft 
iron  wires,  called  the  "core,"  around  which 


is   wound    several   layers   of  well-insulated 
copper  wire.     (See  also  coils  in  chart  103.) 

A  current  of  electricity  passing  through 
the  wire  will  make  the  core  a  magnet,  the 
magnetism  ceasing  as  soon  as  the  current 
stops  flowing.  The  magnetism  of  the  core 
'acts  on  the  current  of  electricity,  and  in- 
tensifies it,  and  making  it  strong  enough  to 
produce  a  good  spark  between  the  electrodes. 

The  reason  for  the  current  being  intensi- 
fied requires  an  understanding  of  electrical 
engineering  to  make  it  clear;  it  is  sufficient 
for  the  repairman  to  understand  that  the 
current  is  intensified. 

The  positive  wire  of  the  battery  leads  to 
one  terminal  of  the  wire  wound  around  the 
core  of  the  coil,  and  the  other  terminal  of 
the  coil  winding  is  connected  to  the  sta- 
tionary electrode. 

Because  the  action  of  the  cam  moves  the 
movable  electrode,  it  can  be  seen  that  mak- 
ing the  cam  operate  sooner  or  later  will 
make  the  spark  occur  sooner  or  later.  The 
cam  is  therefore  arranged  so  that  it  may  act 
sooner  or  later  on  the  tappet  and  electrode, 
and  is  controlled  by  a  lever,  so  that  it  can 
be  advanced  or  retarded  just  as  a  timer  on  a 
high  tension  coil  system.! 


ttThe  low  tension  **makd  and  break"  ignition  system:  two  metal  points  (electrodes,  flg.  7,  chart 
lOS)  are  set  in  the  combustion  space  of  the  cylinder,  one  of  them  being  stationary,  and  the  other 
■Movable,  so  that  it  may  touch  the  other  or  be  separated  from  it. 

The  tvo  points  are  called  "electrodes,**  and  form  what  is  termed,  the  igniter.  The  two  points 
ava  eonnaeted  in  the  ignition  eireuit,  so  that  when  they  touch  the  current  passes  from  one  to  the 
■tier.  Mid  whan  they  are  aeparated  a  spark  is  formed    between    them. 

tTha  aMfea  and  break  ayttem  is  seldom  used  on  automobiles.     Used  more  on  ataWouarr  «nl^B'aa. 
^  'HHsA  «Mfi^*  li  sfmHar;  also  naed  on  stationary  engines,  see  aboTe,  and  **I>yke*a  HoVn  lL«iiui\.^^ 


DYKE'S  INSTRUCTION  NUMBER  SIXTEEN. 


^ 
n 


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ff6.G,  3rAr/0N4/rr  £^A/(f/Af£ 
writ,  oRY  ctLli>  TV  5rAffr  OAf^ 

OVNAMO   TO  ^tfA/  ON, 


CtHAST  NO.  lOS^-Dlagrams  of  Wiling  far  tbe  I^ow  Tension  ''Make  and  Break**  System  of 
IgnltAon  u^nz  Dry  CeUs  or  Storage  Batteries  (chemical  source),  and  Dynamo  or  Magno- 
tQ  (mechsmicBl  source)* 


wiling  DiagTuns  of  the  I«aw  TenBion 
Break*'  Ignltioii  SystesL 


^ 


■ 


▲  "make  and  break"  system  (see  chart 
H>8>;  requires  less  care  in  wiring  than  the 
blgk  tension  or  jnmp  spark  system,  but  is 
not  suitable  for  high  speed  automobile  en- 
gines. 

The  first  difficulties  were;  insulating  the 
ftationary  spark  pointy  and  making  an  easj 
working  but  tight  joint  for  the  moving 
spark  point,  although  this  has  been  largely 
overeome^  the  jump  spark  or  high  tension^ 
has  proven  a  superior  ignition  and  it  is 
to  this  latter  system  we  will  confine  our 
attention  in  the  following  instrnetSoiit* 
It  is  wellj  however,  for  the  reader  to  mas- 
ter the  low  tension  system  of  ignition  In 
order  to  understand  the  high  tension  sys- 
tem. 

Wiring  for  two  sets  of  dry  cell  batteriee: 
la  Hg.  1,  chart  103,  we  have  two  sets  of 
dry  cells  as  the  source  of  electricity  for 
the  make  and  break  system  of  ignition. 
One  set  is  used  a  while  and  then  the  other. 
Dry  cells  run  down  rapidly,  therefore  this 
^stem  is  seldom  used. 

Winng  for  baUeries  to  start  oa  aod  the 
dynamo  to  run  on:  The  dynamo^  which 
generates  a  direct  flow  of  electric  current, 
is  usually  placed  so  that  it  is  operated  by 
the  engine,  and  the  usual  plan  is  to  start 
the  engine  with  dry  cells,  and  after  engine 
is  started,  the  dry  eeEe»  are  switched  off 
and  the  dynamo  supplies  the  electric  cur- 
rent. (See  fig.  3.)  This  system  is  used 
quite  extensively  on  stationary  gasoline 
engines,  as  well  as  a  great  number  of  marine 
engines. 

Tlie  storage  battery  for  make  and  break 
Ignition:  This  system  (see  flg.  2),  is  pra^* 
tical  if  the  storage  battery  can  be  re- 
charged. The  storage  battery  will  supply 
a  certain  quantity  of  current  for  a  certain 
period  of  time;  for  instance,  suppose  the 
storage  battery  was  a  60  ampere  hour  bat- 
tery, and  the  ignition  system  used  one  am- 
pere of  current  per  hour;  in  this  way  we 
would  have  a  sufficient  quantity  of  electric- 
ity from  the  storage  battery  to  run  the 
igxition  for  60  actual  hours. 

Suppose  the  engine  only  runs  three  hours 
per  day — we  would  use  three  amperes  of 
the  60  in  one  day;  therefore  we  would 
have  57  amperes  left,  which  would  run  19 
more  days  of  three  hours  per  day. 

The  storage  battery  delivers  the  same 
pressure  until  all  the  amperage  or  quantity 
is  gone^  whereas  a  dry  ceH,  not  only  loses  in 


amperes  or  quantity,  but  it  loses  its  pres* 
sure  in  a  very  sh^rt  time  of  service. 

The  usual  pressure  required  to  force  the 
current  through  the  coil  is  six  volts  (pres- 
sure). The  storage  battery  will  hold  this 
pressure  until  the  quantity  of  current  is  all 
gone.  The  dry  cell  drops  in  voltage  rap- 
idly, and  therefore  weakens  the  spark. 
When  a  storage  battery  runs  out,  it  is  re- 
stored with  electricity.  When  a  dry  cell 
runs  out  of  current,  it  is  thrown  away- 

Sometimes  we  see  a  storage  battery  and  a 
dynamo  or  magneto  connected  so  that  tlie 
engine  is  started  from  tlie  storage  battery 
and  then  switched  to  the  dynamoi  after  the 
engine  is  running.  When  a  dynamo  or 
magneto  is  used  for  supplying  electricity,  it 
is  usual  to  have  either  a  set  of  dry  cells,  or 
a  storage  battery  to  start  with.  The  rea- 
son for  this  is;  a  dynamo  or  magneto  must 
first  run  in  order  to  generate  electric  cur* 
rent,  and  the  usual  plan  of  cranking  an  en- 
gine will  not  speed  up  the  dynamo  or  mag- 
neto fast  enough  so  that  it  will  generate 
current.  Therefore,  the  dry  cell  and  stor- 
age battery  are  used  for  starting,  and  after 
the  engine  is  started  and  is  running  fast 
enough  for  the  dynamo  to  generate  current, 
the  switch  is  thrown  from  the  battery  to 
the  djnamo. 

A  low  tension  magneto  for  ignition:  The 
subject  of  magnetos  (low  and  high  tension) 
is  treated   under  a  separate   instruction. 

The  low  tension  magneto  is  used  quite  ex- 
tensively for  make  and  break  systems  of 
ignition,  in  connection  with  a  set  of  dry 
cells  to  start  with,  on  the  same  principle  as 
the  dynamo  combination.  The  magneto, 
however,  differs  from  the  dynamo*  in  that 
it  supplies  an  '^alternating"  current  instead 
of  a  ''direct*'  current. 

No  coil  is  necessary  in  connection  with 
the  low  tension  magneto,  but  the  coil  in  the 
diagram  (fig.  4)  is  used  in  connection  with 
the  battery  for  starting.  The  coil  used  with 
the  magneto  is  wound  on  the  armature  of 
the  magneto.  This  subject  will  be  treated 
further  on. 

A  four-cylinder  make  and  break  system 
of  Ignition  with  d^  cells  and  dynamo.  All 
of  the  diagrams  shown  are  illustrated  on 
one-cylinder  engines.  In  fig,  5,  chart  103, 
a  four-cylinder  engine,  with  make  and  break 
system  of  ignition,  is  connected  up,  using 
a  corabination  of  dry  cells  to  start  with, 
and  a  dynamo  to  run  on. 


*.v.« — The  above  iyttenu  sre  not  now  na»d  on  tiitoinobllfls,  but  w#r«  formerly  tijed  in  the 
•srly  dmyt  of  motoring.  The  resaon  for  explalntBg  the  old  iyatomi  of  ignltioii,  la  duo  to  the  feci 
Ulii  l^e  nndertjinir  principlea  of  the  more  modern  ftyatema  are  foauded  upon  the  prmciplea  oi  ««*■ 
esifly  d*yi.  Therefore  it  is  esfenUnl  thet  tbey  be  maatered  flrat  in  order  to  more  clearly  nndertteiid 
Ihm  n«dero  lyateroa  treeted  fBrtber  oo. 


218 


DYKE'S  INSTRUCTION  NUMBER  SEVENTEEN. 


S^AnKPlUtf 


COIL 


S^COmARY  m/?£ 


?£  TO  5PARK  PL  ua  ^CORB. 


CRQUHB 
CmRENT 

Fl2.  1. — ^An  exaggerated  drawing,  made  for  the  purpose  of  lUnitratliif  how  the  spark  ptng  Is  aciefwed 
Into  toe  eomhustlon  chamber  of  the  engine,  and  how  the  cnrrent  Is  oazned  ftom  the  baltirj  thrvigh  the 
primary  winding  of  the  eoil,  to  commutator,  ete.  Also  showing  the  secondary  drcait  The  lower  second- 
ary wire  cooldbe  connected  to  the  primary  wire  instead  of  grounding  to  engine  and  the  path  would  be 
through  metal  part  of  engine,  through  commutator  roller  back  to  coil.  See  page  226.  Trace  the 
circuit  with  your  pencil. 


wtm  »  asi 

fig.  S— Farti  of  a  mica  Insulated  spark  plug. 
Tb«    ail«a    phig    construction    is    explained    on 
2%n,  ng.  13.     The  porcelain  type  is  used 


•t. 


ng.  3 — ^Parti  of  a  pefiwlatii  tamlated  spark  plur 
seperated.    Spaik  pings  are  used  with  Jump  spark  eeU 
and  high  tension  sttgnoto  ignition  systems.     See  a 
pages  84,  286.  288. 

8 — iron  shell  which  MNtwa  into  engine. 
H— brass  bushing  wideh  haUr  (O)  In 
O— porcelain  wHh  alertiaia  CT). 
T— rod,  ealled  < 

a  (T)  I 


CMAMJ  MO.  104— DlAgram  Showing  the  Parts  of  a  High 
MfrMma  tuiag  m  High  Tension  OoU  (with  vibrator)    aaa 
^M^/*  ping  Im  anamUr  ptmeed  orer  the  inlet  TaWe;    See  footMle 


DYKE'S  INSTRUCTION  NUilBER  SEVENTEEN. 


Paper 


wxapp^d 


^GAP- 


tbe  aparkjumpa  the  gap 

s\v  sw 

^  .    .    .    .    .s. 


VIBRATOR 
BLADE 


oo 


CONDENSER 


fpHnJARV      SECONDARY 
WINDING      WINDING 
Low  tension   High   tension 


PRIMARY    CIRCUT 


Fig.  1 — Anoibflsr  ^ew  of  »  JtLm^  npmik  colL,  also  cilled  ui  induction  coll,  Mgli  t«iuiion  cott  •! 
■•coiidftzy  coU.  The  il]u«trfttion  explains  liow  the  primary  And  eecoiidnrj  windiug  U  wrapped  ovtr 
the  core  and  how  the  ma^oetic  vibrator  mtermpli  (he  flo'pr  of  electricity  from  battery  ikroiich  Ilia 
primary  wire  circuit,  aod  how  the  spark  ju^mpi  th«  "gap"  of  the  ipark  plug.  WhaE  iwitcli  (or  timar)  U 
clo»«d,  the  current  i3owB  from  battery  through  tbii  primary  wire  wrapped  around  the  core  or  busdla 
of  iron  wires  (A),  (trace  with  peucil).  The  buudlo  of  iron  wirea  become  oaagaetited  wheH  the  primary 
etectrk  current  flowi  arould  it.  This  magnetlim  camiea  the  vibrator  blada  (0)  to  ba  drawn  away 
from  ita  connection  with  screw    (F)   at  platinum  poinii  (P), 

Tho  moment  this  vibrator  is  drawn  away  frcm  screw  (F)  the  circait  is  broken  and  the  bundla 
of  wires  (A)  loses  its  magnetism^  therefore  the  vibrator  (C)  is  again  drawn  back  to  screw  (F)  by 
■pring  (8),  but  the  moment  the  ccntact  is  again  made — (A)  afain  becomes  magnetised  and  draws 
the  vibrator  (0),  This  is  repeatefl  eo  fast  the  vibrator  (0)  limply  busses.  The  greater  the  buxs, 
the  greater  tho  spark  or  voltage  and  more  current  consumed. 

When  this  vibration  takea  place  the  current  is  "Isiucad**  in  the  aeoondary  winding  (wrapped 
ovar  the  primary  winding)  by  ''indactio'n"  and  thia  induced  curregl  is  intensified,  that  is,  the  praa- 
sure  is  raised  to  such  a  hi^h  voltage  it  will  Jump  the  gap  as  showu,  or  if  one  end  of  this  secondary 
winding  (SW)  ii  connected  to  a  spark  plug  and  other  end  grounded,  then  it  will  jump  the  spark  plug  gap. 

A  timer  is  used  instead  of  a  Bwit<;b  bat  Hi  purpose  is  the  same,  see  page  222. 

A  coiideDJ«r  is  connected  or  '^shunted"  around  ihe  poinU  (P)  for  porpoie  explained  on  pigai 
nS  and  229. 


M-rr££Y^ 


MTTACH£0   TO  SP^et^  L£y£it 


TOCOtL 


\ ^ 


SCA£¥V 


CAM 


W£t^$4r 


ng.  2— A  Mechanical  Vibrator. 
(Seldom   used.) 

The  purpose  of  this  device  is  to  open  and  close 
the  primary  electric  circuit  in  rapid  succession 
mechanically,  instead  of  the  magnetic  vibrator. 

When  this  type  of  vibrator  ia  used  the  vibrator 
on  coil  ia  not  necessary  as  shown  in  figs.  8  and  1. 

The  case  is  made  of  fibre  or  metal,  but  the 
spring  and  screw  are  tnsxilsted  from  each  other. 

The  above  timer  is  nsed  principally  on  aingle 
cylinder  motorcycle  engines. 


rif ,  S--A  Magnetic  Typo  of  Vibrator. 
(Same  as  on  coil  in  fig.  1.) 

Thia  Illustration  ahows  a  vibrator  placed  o» 
the  CO  Li  and  operated  electrically. 

There  must  now  be  a  "com mutator*'  or  timer 
to  cloae  and  open  the  circuit  at  the  proper  time* 
In  order  to  operate  thia  vibrator  electricatly.  If 
aagiiie  it  a  four  cylinder  engine,  a  commutator 
with  four  contacts,  as  shown  on  page  222  would 
be  required. 


CHAB^T  NO.  105 — Diftgram  expljOnlBg  tho  double  wound  Hl^li  Tension  OoU  and  Action  of  Uw 
Vibrator,  Yh»  Mechanical  Vibrator  and  the  Electrical  Vibrator  (vibrators  are  some  timet 
emlled  "tremblers,'*) 


IGNITION;  mOH  TENSION  COIL, 


Elementary  Frfuciple 
Tlie  r«ason  for  this  separate  current  flow- 
lag  In  tJie  ''secondary*'  winding  can  only 
be  understood  after  studying  electrical  en- 
gineering; however,  we  will  endeavor  to  give 
Uie  reader  the  elementary  principle  of 
<< magnetism,"  ** lines  of  force''  and  *'in* 
doced*'  current,  also  the  relation  of  volts 
and  amperes  to  cell  connectionB,  as  fol- 
lows: 

In  order  to  pftoduce  a  spark  In  the  cylin- 
der of  engine  sufficiently  strong  to  ignite 
the  compressed  gas,  it  is  necessary  to  have 
the  •current  producing  the  spark  under 
great  pressure*  The  pressure  or  voltage  of 
a  storage  battery  or  a  number  of  dry  cells 
ij  not  enough,  so  it  remaina  to  make  this 
pressure  greater  so  that  it  may  be  used  with 
good  results. 

Baising  the  voltage  of  the  battery  cur- 
tent  is  accomplished  by  means  of  an  indue* 
ties  ooil  (high  tension  coil)  calJed  a  spark 
eolL  In  order  to  fully  underetand  the  in- 
duction coU,  a  few  elementary  steps  must 
be  learned  first. 

An  ordinary  horseshoe  magnet  Is  known 
to  attract  iron  and  steel.  The  magnet  will 
have  a  holding  effect  on  the  iron  or  steel 
eyen  if  the  magnet  is  separated  from  the 
Iron  by  a  piece  of  paper  or  glass.  The  mag* 
net  attracts  the  iron  because  of  some  mys- 
teriouSy  unseen  force  that  is  called  mag 
netiam.  We  cannot  see  the  roagnetiam,  nor 
emn  we  feel  it,  but  we  can  see  and  feel  the 
effects  of  it.  If  a  number  of  iron  filings 
are  attracted  by  a  magnet ,  it  will  be  noticed 
tkat  the  flings  arrange  themselves  in  rows 
from  one  pole  of  the  magnet,  to  the  other,  t 
It  la  cuppoied  that  the  filings  arrange  them- 
■eWee  in  lines  because  the  magnetism  goes 
from  pole  to  pole,  or  end  to  end,  in  lines. 
We  cannot  see  these  lines,  but  their  peculiar 
eharacteristica  has  resulted  in  their  being 
eaUod  "lines  of  force." 

In  other  words,  that  unseen,  mysterious 
force  which  we  call  magnetism  is  erpressed 
in  ''Unas  of  force.'*  All  the  lines  of  force 
between  the  two  poles  of  the  magnet  com- 
prise a  ** magnetic  field/* 

Now,  the  magnetism  or  *' magnetic  lines 
of  force"  manifest  themselves  not  only 
around  a  magnet,  but  around  any  current 
carrying  wire.  This  can  very  easily  be 
proven.  In  fig.  1,  a  battery  is  being  ex- 
kauated  through  a  conductor.  If  a  compass 
if  held  near  the  wire  shown,  the  needle 
of  the  compass  will  suddenly  take  a  turn 
and  then  remain  stUL  The  current  passing 
through  the  wire  causes  magnetism  to  exist 
ironnd  the  wire  for  a  certain  distance,  and 
thia  magnetism,  acting  upon  the  steel  needle 
of  tlie  compass,  causes  it  to  turn. 

If  this  simple  experiment  is  tried  It  will 
b«  found  that  the  compass  needle  will  turn 
••In  the  direction  of  the  flow  of  "lines  of 
force''  around  the  conductor.  The  cur- 
rent in  the  wire  flows  from  the  carbon  or 


of  a  High  Tension  ColL 

positive  aide  and  in  the  direction  shown  by 
the  arrow.  It  should  be  borne  in  mind^  then, 
that  around  every  conductor  of  electricity 
there  are  lines  of  "magnetic  forco"  or,  as 
we  shall  call  it,  a  "magnetic  field." 

Tke  magnetism  from  tbe  magnet  is  called 
"natural  magnetism.*-  But  magnetism  may 
be  produced  in  another  way  by  the  use  of 
what  is  called  an  "electromagnet.*'  The 
apparatus  is  shown  in  ftg.  2,  An  Iron  bar 
has  packed  around  it  some  paper  or  Other 
insulating  material.  A  coil  of  copper  wire 
is  slipped  over  the  iron,  which  is  called  the 
core.  The  two  ends  of  the  coil  or  wire  are 
attached  to  a  number  of  dry  cells,  con- 
nected in  aerlM. 


If  a  p  1  e  e  < 
of  metfikl  sueh 
as  steel  Is 
placed  near 
the  end  of  the 
core  it  will  bs 
attracted  b  y 
the  core.  If 
the  wires  from 
the  battery  wt§ 
removed  th  c 
pieces  of  iron 
or  steel  at  the 
end  of  the  core, 
are  no  longer 
attracted. 

In  o  t  b  e  I 
wordSi  as  soon 
as  a  current  is 
passed  through 
the  copper  coil, 
the  iron  core 
IB  magnetized, 
but  as  soon 
&8  the  current 
stops  flowing 
the  magnetism 
stops.  We  do 
not  know  why 
the  core  be- 
comes a  mag- 
net, except  it 
be  by  the 
presence  of  a 
magnetic  field 
around  the  eop- 
Fi^.  1.  Not*  there  1»  mm^-  per  coil.  Thii 
netlim  ev«a  in  b  copper  wire  jjjaKUetic  field 
If   connected    to    «    tource    of        7*  ^    ^^„ 

electric  tupply.  p  1  e  r  c  e  s    any 

Fif.  2.  A  primary  uingltt  thing.  This  is 
winding  of  copper  wire  (ni-  here  evident  be* 
nmllj  of  Imrser  lite  than   the  ^^e    cort 

■e4M>Dd     winding),     around     «     v».iow  , 

toft  bmr  of  iron  wiJJ  efta»e  is  insulated  by 
bftT  to  become  roairnetbsd.  paper.  It  could 
Fi^.  3.  If  ADother  windinit  just  as  well 
(»m»ller  wire),  U  wrapped  u-^-  been 
aroand  the  primary,  a  higH  ^^^^^  "  *  f^J; 
tention  cnrrent  of  electricity  wood  or  giass 
will  be  *' induced**  into  the  or  stone, 
tecond   winding.  ^^      ^^^      .^^ 

been  shown  that  the  current  flowing 
through  a  coU  of  wire  affects  an  iron 
bar  within   it   so  as   to   make   the   bar  be- 

'Cnrront**   me&ni  electricity  or  the  flow   of   electricity, 
♦'Thnwgh  an  error,   compaaa  needle  la  if.   1,  is   ihown  parallel  to  cnrrent  flow.  lntt«%d  q1  \\ik%%  ^ 
'  needle  ahonld  point  towards  you«     fSee  page  2(17. 


DYKE'S  INSTRUCTION  NUMBER  SEVENTEEN. 


FIBRE-NONCONOUCTINO. 
MATERIAL 

ONTACT  I70ULR   HUB 
EH00f=  CAM  SHAFT 


Fif.    1 — Simple    form 
bnish   type  of  Tommntator. 


Tig.  1 — ^The  reyoWing  part  is  fibre  (insulation).  The  bUck  part  is 
a  metal  strip  or  segment  grounded  to  cam  shaft,  nie  blade  or 
bmah  is  insulated  from  the  base.  This  brush  oonntett  with 
primary  winding  of  coil,  thence  to  battery  and  one  end  of  battery  is 
grounded.  When  the  segment  touches  the  brush,  the  contact  is 
completed  and  cftuses  the  ribrator  to  ribrate. 

Fig.  8 — ^The  principle  is  the  same  as  in  Fig.  1,  except  a  roller 
makes  the  contact  with  segmentsf  Bach  segment  is  connected  with 
the  primary  winding  of  coil.  There  are  as  many  segments  and  coils 
aa  there  are  cylinders. 

Fig.  8— This  ^pe  of  timer  is  used  in  connection  with  a  coil  with- 
mii  of  Tibrator.    It  makes  a  single  hot  spark  as  explained 

There  are  as  many  cams  as  there  are  cylinders.  On 
the  ah9f%  there  are  four  cams.  Therefore,  it  is  suitable  for  a 
foto  eyllnder  engine.     The  abore  timer  is  the  Delco. 


BfMPlNCj  P05T  OP 
MTACr  3C0(V\CNT 

ME.TAL.R0LLEt2. 

SPRING 

fig,  2 — Roller  type  of 
cootA^t  eom  mutator  (four 
tylinder  tfpe  as  an  exam- 
ple J, 


Fig.    8 — ^The     modern 
type    of    timer. 


Fig.  6 — Note  the  manual  (hand)  method  of  ''adTaneing"  and  "retarding''  the  commutator.  (Four 
oyllader  engine  as  example.)  If  the  roller  is  revoWing  to  the  right,  by  shifting  the  commutator  housing 
to  the  left,  contact  woulfl  be  made  earlier — this  would  be  called  "  adTaneing"  the  spark.  If  shifted  to 
the  right,  would  be  made  later — called  ''retarding." 

Wkaa  ualBg  a  Tibrator  coil  (which  is  the  case  here),  the  time  of  spark  is  set  earlier  than  when  using 
the  ai^le  apark  system — ^because  plenty  of  *  time  must  be  giTon  the  spark  to  Ignite  the  gas  so  it  will  ignite 
•r  ««Mutt  on  top  of  the  stroke  instead  of  after  the  top.  Noto  connections  to  commuUtor  for  firing  order 
•f  !♦  8,  4.  a.) 


HO.  106— »•  OouBiitatoi;  Timn  and  Pinpote  of 

'  it*  t,  la  apwk^elrtmit  type.    The  dOMd-elrenil  type 


CkWMMiUtor  OontroL 
pagM  84S  and  878  is  now  in  general 


IGNITION;  fflGH  TENSION  COIL.  223 

eome  a  magnet.  Jt  will  also  affect  an-  done  in  fig.  3).  The  construction  is  just 
other  wire  placed  alongside  of  the  wire  the  same  as  if  we  took  the  electro-magnet 
uurrying  the  current.  These  same  lines  of  referred  to  in  Fig.  2  and  wound  the  second- 
force  which  will  make  a«magnet  out  of  a  ary  coil  outside  of  the  primary  coil. 
piece  of  soft  iron  will  set  up  another  cur-  The  secondary  current  acts  in  the  same 
rent  of  electricity  in  another  wire  close  to  manner  as  the  prilnary  current;  that  is,  it 
ity  but  which  has  no  electrical  connection  flows  through  wires  and  can  be  made  to  do 
'^th  it.  work,  and  it  can  be  grounded;  the  current 
That  ia,  if  we  would  take  a  coil  of  wire  leaving  the  secondary  winding  at  one  term- 
and  attach  the  end  of  the  coU  to  a  battery  i»al  ^^  returning  to  the  other.  The  dif- 
and  then  wind  another  coil  around  this  first  f erence  is  that  it  has  exceedingly  high  pres- 
one  and  insulate  it  from  the  first,  we  would  s«re  (voltage),  and  little  volume  (amper- 
find  that  every  time  the  current  in  the  first  age),  and  flows  in  a  reverse  direction,  while 
coil,  that  is,  the  one  connected  with  the  bat-  the  primary  current  has  low  pressure  and 
tery  and  which  is  called  the  primary  coil  great  volume,  but  in  both  cases  the  total 
is  interrupted,  or  commences  to  flow  or  stops  currents  are  equal. 

flowing,  there  is  a  current  set  up  or  "in-  Therefore  we  have  learned  the  first  inrin- 

daoed' '  in  the  other  coil,  which  is  called  the  dples  of  a  high  tension  coil;  how  the  iron 

"aeoondaxy"  winding.  core  is  wound  with  a  ''primary"  wire,  and 

A.  long  as  the  current  in  the  first  coil  ^Lred'tL'^-s'eto^dS^'fs  wound'  "^'""^ 

continues  without  change  or  interruption,  it  *^^^®^  ^^®     seconaaiy,     is  wouna. 
does  not  set  up  an  "induced"  current  in  When  the  circuit  of  the  primary  coil,  which 

the  secondary  coil,  fig.  3.  ^s  connected  with  a  source  of  electric  supply 

of  some  sort,  is  closed  and  opened  suddenly, 

Tha  enzrent  Is  "indncad"  in  the  second-  the  current  is  "induced"  in  the  second 
azy  ooil  only  irhen  the  flow  of  cnirent  in  winding,  and  at  the  same  time  it  is  "in- 
tlM  piimary  coil  changea,  usually  by  open-  tensified,"  meaning,  the  voltage  is  raised 
iiig  or  dosing  the  circuit.  The  effect  of  the  so  high  it  will  jump  a  gap  as  shown  in 
primary  coil  upon  the  secondary  has  been  figure  3.  The  method  for  making  and  break- 
found  to  be  increased  if  we  put  a  bar  of  Ing  this  contact  at  the  right  time,  wiU  now 
aoft'  iron   inside   the   two   coUs    (which    is  be  treated. 

The  Vibrator — ^Its  purpose. 

As  the  secondary  current  only  fiows  when  the  primary  current  begins  to  flow,  and  is 
mddenly  interrupted,  there  must  be  an  arrangement  that  completes  the  primary  circuit, 
0o  that  the  battery  current  stopf  flowing  or  is  interrupted  from  flowing. 

This  arrangement  is  called  a  "vibrator,"  and  it  may  operate  in  two  different  ways; 
"electzlcaUy  or  magnetically,"  and  "mechanically." 

The  Mechanical  Vibrator. 

The  "mechanical  vibrator,"  is  shown  in  chart  105,  fig.  2.  When  this  type  of  vibrator 
is  need,  the  TlMrator  on  the  ooil  Is  not  reqnlred,  as  the  vibration  of  the  fiat  spring  againtft 
the  adjusting  screw  causes  the  contact  to  be  suddenly  opened  and  closed,  by  the  cam, 
during  which  time  the  flat  qirlng  vibrates  mechanically,  causing  an  induced  current  to 
flow  in  the  secondary  winding  of  the  coil. 

It  consists  of  a  flat  spring  with  a  small  weight  on  one  end,  and  the  other 
end  is  attached  to  a  post.  The  weight  rests  on  the  iron  rim  of  a  small  cam 
with  a  notch  in  it,  so  that  when  it  turns  the  weight  drops  into  the  notch.  One  wire 
from  the  primary  circuit  is  attached  to  the  flat  spring  and  the  other  wire  of  the 
primary  to  an  "adjusting  screw." 

When  the  weight  called  the  bob,  is  in  the  notch  of  the  cam,  the  float  spring 
makes  contact  with  the  "adjusting  screw,"  and  the  current  flows,  but  the  cam  in 
continuing  to  tupi  moves  the  weight  out  of  the  notch,  which  separates  the  flat  spring 
from  the  screw,  and  breaks  the  circuit. 

Becausa  of  the  springiness  of  the  flat  spring,  it  vibrates  when  the  weight  drops 
into  the  notch,  making  and  breaking  the  current.  By  making  and  breaking  the  con- 
tact in  this  way,  the  primary  current  flows  through  the  primary  winding  in  waves,  flowing 
and  stopping  each^time  that  the  vibrator  makes  and  breaks  the  circuit,  which  produces 
a  corresponding  current  in  the  secondary  winding,  called  an  "induced"  current,  as 
previously  explained. 

The  integrity  lion  method  flg.  2,  chart  105,  was  used  extensively  on  single  cylln- 
der  motoicyclo  enginaa  and  a  modlflcation  of  this  principle  Is  nsed  on  the  modem 
ignition  syatams^  as  the  Delco  and  Atwater-Kent  systems,  but  instead  of  the  flat 
wptbkgf  a  different  method  is  employed  as  shown  in  fig.  3  chart  106,  which  gives  but  a 
singia  spark*  The  principle  of  "mechanically"  closing  and  opening  the  circuit,  how- 
9wm,  la  atailar.    (See  also  pages  247  to  252  and  378.) 


224 


DYKE'S  INSTRUCTION  NUMBER  SEVENTEEN. 


BATTERY 


Fig.  1. — One  Ofllndei  IBnglne  witli  ft  Vibrator  Type  of  Jump  Spuk  OoU  ftcd  Two  SatJ  of  Bry 
BftttorlM  fa;  Ifultlon.  Qui?  otie  set  of  batterieft  in  uia  %l  th?  tinie,  ComBiuUtor  r«valvefl  one- half 
the  spe^d   of  crsnk    shift. 


Timsm 


Fig,  2.-^Tifo  Cyllndar  VeittetJ  Eiifiii«   (ISO  d«|r«e  cr»nk  ibmft}   with  »  Vlbrmlor  Typ*  of  Jtimp 
Spftrlc  OoU  and  Two  S«t»  of  Dx;  Oalis  fof  Igiiiti<^ii.     Kote  poiltion  of  se^meDU  on  cammaUtar. 
titor  rtevolves  ODe-ball  tbe  speed  of  crank   sbftft.      (,ThU  type  of  eagino  ii  t^ldom  ueed.) 


OoASni- 


Fig.  3.—A  Two  Oylindef  Opposed  Typo  of  Engine 
with  ft  Two  Drlinder  Jump  Spark  OoU  and  a  Set  of 
Dry  OoU*  »o»  •  Storage  Baltery,  either  of  whkh 
may  be  osed.  The  t*o  eoptacU  on  commutator 
placed  opposite.     EeTOlvei   ^   ap«*d  of  crank  abaft. 


Tig,  ft, — A  SlDfla  Cyllader  Vibrator 
^7P%  Of  Jtimp  Spark  OoU.  Tbia  type 
ii  uiually  called  a  **Box  Coil.''  Quite 
frequenlly  a  aingle  eyUnd«r  box  coil 
hai  but  OQt  aeeoadary  «on section  ou 
lop.  la.  tbia  caat  the  secondary  eon- 
n action  ahowo  at  front  of  th«  coil  ia 
eoonett«d  ioaide  of  tba  coil  to  tba  prl* 
mary  wire  which  cbnnoeta  to  bindlog 

pOftt    P. 


0EABT  HO.  107— Wiring  Oonnectioiis  of  tHe  BlgH 
(MBgoetOB  not  «hown  here). 


Ylbnttor  OolJ  System  of  IgnitioiL 


IGNITION;  HIGH  TENSION  COHj.  226 

The  Magnetic  Vibrator. 

The  magnotic  vibrator  depends  on  the  magnetism  produced  in. the  core  of  the 
i  when  the  primary  current  passes.  (See  figs.  1  and  3,  chart  105.)  A  flat  spring, 
ealled  the  vibrator  spring  or  blade,  is  so  placed  that  one  end  of  it  is  opposite  the  end 
of  the  core,  the  other  end  being  firmly  supported.  Touching  the  vibrator  spring  near  its 
free  end  is  the  i>oint  of  contact  with  the  "adjusting  screw.'' 

Ocmnections:  One  terminal  of  the  battery  (fig.  1,  chart  104),  is  attached  to  the 
adjnsting  screw;  the  vibrator  spring  is  connected  to  one  of  the  primary  winding  of  the 
eoll;  the  other  end  of  the  primary  winding  is  connected  to  the  conunutator,  which  we 
win  eaU  a  revolving  switch.  When  the  "commutator"  switches  the  current  through 
the  piimary  winding  the  "core"  becomes  a  magnet  and  attracts  the  ft'ee  end  of  the 
vibrator  spring,  drawing  it  away  from  the  adjusting  screw.  As  soon  as  the  attraction 
drmws  the  vibrator  spring  out  of  contact  with  the  adjusting,  screw,  the  circuit  is 
broken;  the  current  stops  flowing  ifti  the  primary  coil,  the  core  ceases  to  be  a  magnet, 
and  the  vibrator  spring  being  no  longer  attracted  by  the  magnetism,  it  springs  baek 
and  again  makes  contact  with  the  adjusting  screw.  This  again  doses  the  circuit,  the 
vibrator  spring  is  again  attracted  by  the  magnetism — thus  the  circuit  through  the 
vibrator  spring  and  adjusting  screw  is  broken  and  made  again  as  long  as  the  commutator 
the  primary  circuit  closed  through  its  contacts. 


The  strength  of  the  secondary  current,  and  consequently  the  strength  of  the 
■park,  depends  on  the  correct  adjustment  of  the  vibrator  faring  by  the  adjusting  screw 
Afl  the  construction  of  a  coil  is  very  delicate,  it  is  not  expected  of  the  driver  that  he  be  a 
eoil  expert,  but  he  should  know  how  to  adjust  the  vibrator  properly. 

Succession  and  Single  Spark.* 

The  high  tension  coil  using  a  magnetic  vibrator  in  connection  with  a  commutator 
{Hg,  1,  chart  104);  causes  a  "succession"  of  sparks  instead  of  a  "single"  spark. 
The  disadvantage  of  this  type  of  coil  is  the  possibility  of  the  vibrator  platinum  points 
stieking,  consequently  a  missing  of  explosions.  Another  disadvantage  is  thiat  it 
makes  several  weak  sparks,  the  hottest  one  igniting  the  charge.  This  causes  slow  ignition. 
A  good  "single"  hot  spark  has  proven  the  most  eflfective,  as  used  on  the  Deko  and 
Atwater-Kent  systems,  employing  a  mechanical  type  of  vibrator;  (flg.  3,  chart  106  and 
page  til). 

The  Commutator. 

Because  the  secondary  current  is  only  needed  when  it  is  time  for  the 
spark  to  pass  and  ignite  mixture,  the  primary  current  is  switched  into 
the  primary  winding  only  once  during  two  revolutions,  (on  a  single  cylinder 
engine),  and  the  switching  is  done  by  a  ** commutator"  or  ** timer." 

Before  proceeding  further  we  will  make  a  distinction  between  a  commu- 
tator and  a  timer.  Heretofore  the  word  ''timer"  and  ''commutator"  have 
been  used  to  apply  to  the  same  device.  Suppose  we  call  the  device  which 
makes  the  contact  by  a  brush  or  roller  contact,  as  per  figs.  1,  2  and  6,  chart 
106,  a  commutator.  This  device  is  always  used  in  connection  with  a  mag- 
netic vibrator  type  of  coil. 

The  Timer. 

The  timer,  we  will  class  as  a  mechanical  method  of  causing  the  contact 
to  be  elosed  and  opened,  as  per  fig.  3,  chart  106.  This  device  makes  a  single 
spark  and  is  generally  used  in  connection  with  a  coil  without  a  vibrator. 

There  are  two  principles  of  the  timer;  one,  where  it  is  used  to  open  the 
eireoit  which  is  otherwise  always  closed.  This  operates  on  what  is  termed  the 
dOMd  cfarcait  principle.  The  opening  of  the  closed  circuit  interrupts  the  flow — 
therefore  it  is  termed  "an  interrupter"  or  "contact  breaker,"  (see  page  243). 

The  other,  when  it  is  used  to  close  the  circuit  which  is  otherwise  always  open. 
Thia  operates  on  what  is  termed  the  open  circuit  principle:  (treated  further 
«). 

tso. 


DYKE'S  INSTRUCTION  NUMBER  SEVENTEEN. 


^mmAttr  j^M^jTS      FMfi.^   fa  ept*'^ 


-^ 


TTBO 


Circuit  of  a  Four  Cylinder  Vibrator  Coil  Ignition  System  Dsing  a  Commutator  and  Two 

Sets  of  Batteries. 


This  illustration  explains  the  primary  wir- 
ing connection  from  the  battery,  through  one 
of  the  coils  and  connections  to  the  other 
three  coils  and  to  the  commutator,  back  to 
battery.  Also  the  secondary  circuit  from 
coil  tu  spark  plugs  back  to  coil. 

Primary  Circuit:  Place  your  pencil  on  the 
drawing  at  the  (P  +  )  positive  pole  of  No.  1 
battery  and  follow  out  the  circuit. 

We  will  begin  with  the  poaitiTe  pole  con- 
nection of  Kg.  1  battery;  there  are  two  sets 
of  batteries,  but  only  one  set  used  at  the  time. 
If  one  runs  down,  the  other  one  is  thrown  into 
service  by  switch  on  the  coil.  The  switch  is 
now  on  No.  1  contact  and  the  circuit  is  from 
No.  1  battery  to  switch,  through  switch  lever 
to  bus-bar  on  front  of  the  coil,  which  connects 
to  the  contact  screw  **V*'  of  coil,  thence 
through  the  platinum  points,  through  the 
magnetic  vibrator  spring,  to  the  primary 
winding  which  is  wrapped  around  a  core  or 
bundle  of  soft  iron  wires. 

The  other  end  of  this  primary  wire  of  coil 
connects  with  the  segment  on'  the  commuta- 
tor; the  current  is  closed  here  at  the  proper 
time.  The  commutator  roller  contact  revolves 
as  explained  previously.  When  this  contact 
is  completed  the  primary  circuit  is  closed  on 
one  of  the  four  coils,  (it  is  now  closed  on  No. 
1  coil).  When  this  circuit  is  closed,  the 
bundle  of  iron  wires  (core)  becomes  magnetic 
and  draws  the  vibrator  down,  but  the  moment 
the  vibrator  is  drawn  away  from  the  contact 
with  the  vibrator  screw,  the  circuit  is  broken 
and  the  vibrator  springs  back  and  makes  con- 
tact again,  but  is  immediately  drawn  down 


again;  this,  of  course,  is  quick  and  rapid. 
This  vibration  is  kept  up  as  long  as  the  con- 
tact is  made  on  the  timer,  which,  of  course,  is 
only  for  a  moment,  but  during  that  time  the 
vibrator  makes  several  vibrations  or  *  *  buzzes ' ' 
as  explained  on  page  220. 

Secondary  circuit:  When  these  vibrations 
occur,  the  current  is  ** induced"  into  the 
secondary  winding  of  fine  insulated  wire 
wrapped  around  the  primary  winding  of  coil, 
called  a  "secondary  winding."  (How  and 
why  this  current  is  induced  into  the  secondary 
winding  without  any  metallic  connection  wifs 
treated  on  page  221.) 

This  secondary  winding,  of  course,  has 
two  ends;  one  end  goes  to  a  spark  plug  and 
the  other  end  connects  to  one  side  of  the 
primary  wire,  which  grounds  it  through  the 
commutator  roller  to  engine,  when  roller 
makes  contact,  thence  the  circuit  is  to  metal 
shell  of  spark  plug  in  engine,  across  the 
spark  plug  gap,  to  the  insulated  part  of 
spark  plug,  back  to  coil — see  also  page  218. 
A  seperate  coil  unit  is  provided  for  each 
cylinder. 


The  duty  of  the  commutator  is  to  make 
contact  at  a  certain  time  in  order  that  tiie 
right  coil  will  operate  and  supply  an  electric 
spark  to  the  right  cylinder  at  the  right  time. 


When  on«  wlrt  on  any  wiring  diagram  passes 
ov«r  another  wire  withont  making  contact,  a  half 
circle  is  made,  as  shown  above. 


OHABT  KO.  108 —  Explanation  of  how  a  Four  Cylinder  Engine  is  Operated  by  Four  Vibrator  Coil 
Units,  Commutator  and  two  Sets  of  Batteries.    Note  the  firing  order  is  1,  3,  4,  2.    This 
change  is  made  on  the  commutator. 
S^e  pM/pe  356  tor  electrhal  aignn  or  symbols — of   wires   crossing,   etc. 


IGNITION;  HIGH  TENSION  COIL. 


227 


tA  commutator  might  be  termed  a  revolv- 
ing switch  whieh  brings  two  pieces  of  metal, 
^nnocted  in  the  primary  circuit  in  contact 
with  each  other  as  it  revolves.  One  part  of 
tilt  commutator  is  stationary  and  the  other 
movable,  being  attached  to  the  half-time 
•haft  (cam  shaft).  The  usual  location  for 
a  commutator  on  an  engine,  is  on  the  end 
of  the  cam  shaft,  as  shown  in  chart  106, 
flg.  6.     (Also  see  Ford  supplement.) 

Oozkatmctlon:  Commutators  are  made  in 
various  forms,  some  of  which  are  shown  la 
•hart  1(>6*  (It  is  now  seldom  used.)  The 
aimpleet,  being  one  shown  in  fig*  l^  con- 
lists  of  a  small  disk  of  hard  rubber,  wood 

i  flbre,  or  other  insulator,  in  which  is  set  a 
piece  of  metal  that  makes  contact  with  the 
•haft  to  which  the  disk  is  attached.  A  flat 
metal  0pring,  called  a  brush  or  blade    rests 

[  on  the  circumference  of  the  disk,  and  as  it 
tarns  the  metal  plate  is  brought  in  contact 
with  the  spring. 

Chie    wire     from     the    primmry     circuH    i»    con- 

[aeeled  to  tho  bmah :  the  ihjift  being  of  roctaU  And 

nMtinif   in   isptal   bearings,    ia   in    contact   with    the 

■l«tal  of  the  en^tQe    and  contequently  the  electric 

onrreat    may    pan    from    it    to    tlie    primary    wire 

^  tiial  is  groanded   on   the  en^oe.      Tliua  when   the 

%m1  has  turned  eo  that  the  piece  of  metal  called 

MMitect,   malceii   connection   with  the  bntsh    (the 

or  blftde     being   ininlated   from   the   baie>» 

hm  ovrrest  paciea  from  the  brush  to  the  contact. 

•  tfie  abaft,   and  then   through   the  metal   of  the 

lea^a*  back  to  the  battery.     At  the  wheel  in  con- 

ribiQing  to  turn    movea  the  contaet  away  from  tho 

^^ruah,    ibe    eircuit    ii    broken     and    the    current 

Bich  time  that  the  contact  touchei  the  bmnfa 
sr  bUdOi  the  battery  current  pasies  through  the 
priiaanr  irinding  of  the  coil,  making  the  ribrator 
op«ra(e  and  cauaing  the  secondary  current  to 
f«m  ita  apark  in   the  cylinder. 

Oommntator  segments;  The  metal  contacts 
^Ib  the  fibre  housing  (fig,  2),  to  which  wiree 
coils  are  connected,  are  called  **8eg- 
•enta."     There   are    as   many   segments   as 
Ithere    are    cylinders.     These    segments    are 
rplaeed  certain  distances  apart    according  to 
[be    aumber    of   cylinders,    for   instance;    a 
•*two    cylinder*'    commutator    would    have 
two  contacts;  if  it  is  of  the  opposed  cylin- 
der type.  The  two  contacts  would  be  placed 
ISO  degrees  apart.     If  a  "single  cylinder" 
engine,  only  one  spark  is  necessary  during 
two  revolutions  of  the  crank  shaft,  therefore 
the  contact  roller  would  revolve  one-half  the 
of    the   crankshaft   and    there   would 
be  but  one  contact  segment* 

If  a  "foiu-  cyUcdei  *  «ngine»  there  would  bo 
feiff  contacts;    ptaced  00   degrees   apart.     Because 


the  eoEtact  roller  revolves  one -ha  If  the  ap'aed  of 
the  crank  shaft,  there  would  be  four  sparks  during 
two  revolutions  of  the  crank.  If  a  'Hhree  cylin- 
der** engine,  the  contacts  would  be  120  degrees 
apart.  The  roHer  contact  also  revolves  one-half 
the  speed  of  crankshaft  iu  this  instance.  If  a 
*'tiz  cylinder"  eogrlne  the  contacta  woald  be  00 
degreea  apart,  aa  six  impulses  or  contacts  are 
necessary  during  two  revolutions  of  the  erank 
Bhafti  therefore  the  roller  contact  would  revolve 
one-half  the  speed  of  the  crank  shaft  also.  On  en 
*' eight,"  the  contacts  would  be  45  degrees  apart. 


How  the  Commutator  or  Timer ^ 
Helps  Control  the  Speed. 
The  commutator  *iB  connected  to  tlie 
spark  lever  on  the  steering  wheel*  (See 
fig.  6,  chart  106.)  When  the  spark  lever  is 
pushed  forward  the  commutator  is  shifted 
forward  so  that  the  metal  roller  makes  con- 
tact earlier  with  the  contact  segment — this 
is  called  '* advancing*'  the  spark. 

If  the  commutator  is  shifted  back  instead 
of  forward,  the  contact  is  made  later — thia 
is  called  ''retarding"  the  spark. 

There  are  two  methods  for  advancing 
and  retarding  the  spark;  (1)  by  hand^  called 
**manuar'  method,  per  fig.  6,  chart  106; 
(2)  by  a  governor  arrangement,  as  per  chart 
117,  which  is  automatic.  Both  are  ex- 
plained under  the  ''ignition  timing'-  in- 
struction. 

The  setting  for  the  time  of  spark  to  occnr 
is  done  by  placiiig  the  contact  at  a  certain 
position p  as  explained  under  ''ignition  tim- 
ing.'' 

The  gas  throttle  lever  is  the  lever  used  to 
run  on  and  is  the  lever  used  to  increase  or 
decrease  the  speed  of  an  engine.  This  is 
done  by  opening  and  closing  the  throttle, 
as  explainod  under  the  subject  of  carbure- 
tors (see  pages  67  and  68.) 

It  la  well  to  run  with  the  spark  lever  aa 
well  forward  or  advanced  as  possible,  as  it 

will  tend  to  keep  the  speed  of  the  engine 
op  and  consume  less  gasoline  and  create  less 
heat.  If  the  spark  lever  is  too  far  ad- 
vanced then  the  eiigine  will  pound  or  knock 
because  the  igniton  will  take  place  before 
the  piston  is  over  the  center.  A  retarded 
spark  produces  heat— see  page  319. 

The  amount  of  advancing  and  retarding 

of  the  spark  by  hand,  must  be  learned  by 
actual  practice  in  order  to  get  the  best  re- 
sults. 


Wo  have  explained  the  essential  principles 
>^  Hf  eoil  ignition;  how  the  current  is  passed 
Qingh  the  primary  winding  from  a  bat- 
r^Bfy  or  dynamo;  how  the  contact  is  made 


♦a^The  Coil  Condenser. 

on  the  commutator  and  timer;  how  the  flow 
of  current  is  broken  suddenly  by  means  of 
a  vibrator  or  timer  and  how  the  intensified 
spark  is  utilized  for  ignition. 

— continued  on   page  SSf# 


tVot«— A  commutator  is  really  tho  segmontB  on  Sk  d^roAnio    connected  with  the  armature  coils,  and  on 
«%t«ta   brushes   rest.     It   really   should   never   have    been  applied  to  the  ignition,  but  is  so  well  known  aa 
^#B  early  form  of  contact,  hence  we  will  use  it  as   explained.     The  Ford  uses  what  is  termed  »  oommu- 
alor.     See  pago  225  for  difference  between  a  commutator  and  a  timer. 

'The  adTaccing  of  the  spark  and   relation   of   the   ipeed   of  engine  to  the   spark  i%  U«%\«^  -^xl^xk 
t**%Bltion  timing'*  also.     **See  pftges  22S  and  245  for  coll  condotaBer  And  pftK«  ^1^,  mik^e^Vo  cou^vclw 


Tlio  Condenser'— below. 

A   condtnBWr   le    eoiinecti»d    witli    the    primary   circuit  of  «l]   lil^h   tcoiioo  coils   with  or  withonl  iribri 

ton,    vlfto    In    connect  inn    with    primftry    winding   on    hi^h   tenaloii   magnctoi. 

Th%  pnxpose  of  the  condenaor  ib  to  intooHify  ths  ipftrk  at  the  points  of  the  spark  pluff  and  ftlio  to  pre^ 

v«dI  e^ceitivA  Aparklog  at  tb«  end  of  the  platinum  contact  points  (0)  on  the  vibrator.     If  sparking:  at  tho 

Tlbrator  ii  permitted  to  continue  the  point  of  the  latter  wiJI  wear  and  bccomn  pitted  and  will  stick  tof«th«r. 
▲  coiid«!Li«T  is  ustiilly  pUcfld  In  tht  bottom  p^rt  of  tbo  cotl  box  and  conalsta  of  m  number  of  oondvo- 

%ai%t  whieh  in  this  tftso  urA  leaves  of  tinfoil,  toparatod   by  paper,  covered  with  paralTine^     Paraffin«  papor 

U  asnally  employed,  but  mica  or  some  other  Insulating  mutGrial  may  be  used. 

Th0  alternata  layert  of  tinfoU  are  connected  to^ethar  and  the  remaining  layers  connected  toreiber  *s 

■hown  at  (D>.  (see  alao  page  329).    The  two  termtnals  of  the  condenser  arc  eonnected  or  **britlfed**  aerosa 

the  points    (0)    in  the  circuit  as  shown. 

The  function  of  tbe  condenser  la  to  act  aa  a  bnJTer  to  the   current  at   the  moment  thet   the  cirenit  el 

eoDteet  points  (O)  &re  broken.     Its  ArsI  duty,  undoubtedly  la  to  absorb  the  spsrk  at  the  contact  polste. 
Not  only  does  the  condenser  absorb  the  sperk  from  the  contect  points  (O),  but  it  refer  see  the  dlree- 

Uon  of  the  cn^ent  in  the  primftry  wixe  (P>   and  chari|:ea  the  poles  of  the   magrnet  or  core.     Tot  instance, 

end  of  core  wLich  was  north  pole  of  mef* 
net  suddenly  becoinea  louth  and  vice  verea. 
versa. 

The  reason  for  It  Is  this;  We  here 
seen  that  any  change  takLng  place  in  aa 
electrical  conductor  induces  electric  onr- 
rents  in  oeiehboring  condnctora,  accordl&f 
to  the  intensity  of  the  chang*.  Now*  the 
sudden  change  which  li  canaed  to  teJte 
place  in  helf  the  tinfoil  of  the  condenser, 
when  the  current  is  broken  by  the  vibra- 
tor blade  (V)»  causes  powerfnl  cnrreDta 
to  be  induced  in  the  other  half  of  the 
sheetH  of  tinfoil  which  are  coni^ected  io 
the  adjustable  screw  (R)  end  therefore 
to  the  primary  windinft  and  as  theee 
Induced  cnxrents  Itow  in  Hie  opposite  di- 
rection to  the  currents  cansia^  them  they 
send  e  current  through  the  primary  In  the 
opposite  direction  to  the  current  thel  WM 
flowinf  before  the  vibrator  blade  brefce 
contact.  Thus  the  cnrreot  in  the  prlnwry 
Is  not  merely  stopped  but  sctnally  re- 
versed. The  effect  being  greatly  to  In- 
tensify the  high  tension  current  in  the 
thin,  secondary  wire  and  therefore  to  pro- 
duce a  more  powerful  si>arlE  at  spark  ping 
(G)«     See   pstre  273.    magneto   condenser. 


a 


NO.  10®— Diagram  of  ConnectlonA  of  tlie  Splitdorf  1,  2.  3  and  4  Oyllmdef  Vll^rator  Typt  of 
Oksdis,  The  coils  are  contained  io  a  coil  box  and  can  be  removed.  Each  coil  is  called  a  "OoU 
Unit,''    A  Condenser;  principle  and  conneetiona.     gee  page  «oa  for  e  •Votlbox"  snd  *'nnlt.'' 


IGNITION;  HIGH  TENSION  COIL. 


I 


I 


And  DOW  we  com«  to  tliG  condensor  which 
ii  usually  built  iu  the  lower  part  of  the 
ooil  where  it  ia  aecurely  enclosed.  Its  func* 
tiOQS  sue  as  follows: 

We  have  seen  that  the  intensity  of  the 
eeeondary  current  or  spark  depends  upon 
the  Buddezmess  with  whi(?h  we  can  break  the 
primary  current  and  destroy  the  magrnetic 
linee  of  force. 

One  might  therefore  ioiagine  that  the 
mere  act  of  mechanically  dividing  the  cir- 
euit  would  suffice,  but  it  is  not  so^  for  this 
re&son: — The  effect  of  separating  the  con- 
tact points  is  mainly  to  induce  a  high-ten- 
sion current  in  the  secondary  coil,  but  un* 
fortunately  this  induction  law  does  not  con- 
fin©  its  attentions  entirely  to  the  secondary 
winding,  but  proceeds  to  induce  a  high-ten- 
sion ''foUowon"  current  in  the  piliaary 
coil  itself,  thufl  defeating  our  efforts  to  get 
a  sudden  cessation  of  current  here. 

Not  only  so,  but  thb  current,  having  a 
high  potential  (i.  e.,  is  capable  of  jump- 
ing across  air  gaps),  promptly  makes  a  tem- 
porary arc  between  the  points  which  have 
jnst  separated.  It  therefore  performs  the 
double  iniquity  of  (1)  destroying  the 
strength  of  the  spark  by  preventing  the 
primary  current  from  stopping  instantaae- 
ously  and  (2)  of  burning  up  the  platinum 
points  by  the  hot  electric  arc  which  is 
formed  at  the  break. 

High  Tension 
The  manner  In  which  the  parts  of  the 
high  tension  Ignition  circuit  are  connected 
together  is  shown  on  page  218,  fig.  1.  From 
the  battery  is  led  a  ground  wire^  attached 
to  any  convenient  part  of  the  engine. 

When  the  commutator  connection  on  en- 
gine makes  contact,  the  current  flows  from 
the  battery  (if  a  battery  is  used),  from 
the  positive  (+)  pole  through  the  vibrator 
and  the  primary  winding  of  the  coil,  through 
the  contact  segment  of  the  commutuator, 
through  the  roller,  and  by  the  metai  of  the 
engine  and  the  ground  wire  back  to  the  bat- 
tery at  negative  pole   (N — ). 

As  soon  as  the  primary  current  causes  the 
vibrator  of  the  coil  to  operate,  the  "second* 
ary"  or  ** induced"  current  is  formed,  and 
goes  to  the  spark  plug,  where  it  jumps  the 

High  Tension 
The  following  are  examples  of  the  high 
tension  vibrator  coil  system  of  ignition, 
nsiag  a  commutator,  IThe  coil  box  is  usual- 
ly placed  on  the  dash,  but  wherever  its  lo- 
cation  may  be,  it  should  be  carefully  pro- 
tected from  moisture.  The  coil  box  contains 
as  many  coLls  as  there  are  cylinders.  Each 
coil  is  called  a  **unit»" 

Tig.  1,  chart  107,  page  224.  Connecting  a 
ooe  cylinder  engine  with  a  high  tension  coll 


We  must  therefore  take  steps  to  stop  this 
and  have  accordingly,  recouraed  to  the  con- 
denser/* 

This' is  composed  of 
a  large  number  of 
small  sheets  of  tin 
foil,  insulated  from 
each  other  by  sheets 
of  mica  (or  in  the 
case  of  a  coil  by  par- 
affin paper)  and  tight- 
ly pressed  together^ 
All  the  even  numbers 
are  connected  up  to 
form  one  pole,  and  aU 
the  odd  numbers  to 
form  the  other  pole. 

The  condenser  is  "bridged*'  across  the 
contact  points  C,  fig.  5^  page  228,  or  contact 
points  of  a  magneto  (page  274),  in  such  a 
way  that  when  the  points  separate,  the  con- 
denser bridges  the  gap  and  acts  precisely  as 
a  spring  buffer.  The  high-tension  ** follow- 
on  ^ '  is,  BO  to  speak,  forced  into  the  condenaeri 
which  on  becoming  charged  instantly  forces 
it  out  again  by  a  species  of  electrical  rebound 
not  only  checking  the  current  but  momen- 
tarily reversing  its  direction,  which  is  of 
course  even  more  effective. 

The  intensity  of  the  secondary  or  firing 
spark  IS  thus  increased  ten-fold  and  the 
primary  spark  at  the  contact  points  reduced 
almost  to  invisibility,  (see  also  page  273.) 

Ootl   Clxcult, 

•^gap'*  between  the  points,  at  **X*'  and  re- 
turns to  the  coil  through  the  metal  of  the 
engine  and  the  Beeondary  wire.  We  ex- 
plained on  page  221  how  the  current  is  "in- 
duced** from  the  primary  winding  to  the 
secondary  winding. 


The  nsnal  trouble  In  the  operation  of  the 
jump  spark  system  Is  the  fouling  of  the 
spark  plug  hy  carbon  from  a  mixture  that 
is  too  rich  in  gasoline,  or  by  the  burning  of 
lubricating  oil.  This  carbon  deposit  short 
circuits  the  points;  that  is,  it  is  easier  for 
the  current  to  go  from  one  point  to  the 
other  by  runtiing  over  the  carbon,  which  li 
a  conductor,  than  by  jumping  across  the 
gap  on  the  plug.  The  result  j  engine  misses 
explosion    (see   charts  112  and   113). 

Coll— Wiling, 
sjrstem;  when  the  engine  of  an  automobile 
has  but  one  cylinder,  it  is  usually  placed  in 
a  horiJcontal  position  under  the  body  of  the 
car.  The  location  of  the  battery,  coil  box 
or  other  parts  of  the  ignition  system  de- 
pends on  the  design  of  the  car. 

•The  switch  is  usually  placed  on  the 
coil  box.  One  wire  from  each  set  of  bat 
teriea,  usually  from  their  positive  poles, 
is  connected  to  one  of  the  switch  terminals, 


*Ia  thii  illuttrfttioD  th«  poiitire   (  +  )   lido  ii  sTounded.  ftnd  the  neestiTe  ( — >  tide  ii  eot)D6ci«d  to 
•wllch.     Howei^r,   it   mskei   no  mttlt^riBl    dlffereaee.      In   fact   it  it  a  good   idea  to  oceafttODftlly   chaoga 
|i#  ftow  «»f  eurrent,  to  prevent  the  [>1aiin-m  paioti  of  the  coil  "pitiiojf"  as  ezplalned  uuder  deicrtption 
•f  the  atirat«r-Eeiit  DepoUriier  Switch,  chart   117^   tg.   5. 
ta«<  vg*  003  for  muitratioti  of  a  "Ooll  t»oz''  aad    "Coil  unit."      **at«  pigt  22&   ft.g.  ^,  vb^  ^v  V 


230 


Wig.  SM—aUo  lefl  fig. 


Fig.  1 — A  master  Tlbrator  coll  on  »  four  cylinder  engine  as  an  example.  SW — secondary  winding. 
PW — primary  winding.  P — primary  wire.  VB — vibrator.  VS — vibrator  screw.  C — ^oils.  BB — buss 
bar,  connecting  all  primary  windings  at  one  end.  SO — secondary  ground  wire.  Fig.  2m  shows  how  the 
vibrator  on  the  coils  CI,  C2,  C3  and  C4  are  short  circuited. 

Tbe  purpose  of  the  master  vibrator  coil  is  to  do  the  vibrating  for  the  other  coils. 

For  instance;  quite  often  multiple  cylinder  coils  with  several  vibrators  cause  consider- 
able trouble  from  the  "sticking"  or  welding  together  of  the  platinum  points,  causing  missing. 
Where  a  multiple  unit  coil  is  used,  a  great  deal  of  care  must  be  excercised  to  keep  in 

proper  adjustment. 

By  placing  a  single  wound  master  vibrator  coil  in  series  with  the  primary  circuit,  and 
by  short  circuiting  all  of  the  vibrators  on  the  coils,  the  one  master  vibrator  will  do  the  work 
for  the  others. 

It  will  be  noted  however,  the  other  coils  are  used  for  making  the  spark  otherwise.  Also 
note  there  is  but  one  winding  on  the  master  vibrator  coil;  its  purpose  merely  being  that  of 
vibrating. 

On  the  above  diagram,  note  the  firing  order  is  1,  3,  4,  2.  No.  1  cylinder  is  now  firing,  as 
coil  (CI)  and  contact  on  commutator  (1)  is  in  operation.  The  next  cylinder  to  fire  will  be  No. 
3     Trace  diagram  with  pencil. 

Note  all  of  the  secondary  wires  are  "grounded"  on  one  end.  This  is  usually  done  in  the 
coil  box,  all  connections  being  made  to  a  binding  post.  '  A  ground  wire  is  then  run  to  the 
frame  of  engine  from  the  binding  post. 


Pig,  lA— A  high  tension  distributor  or  synebronons  systom   of  IgniUon.     P— primary    winding.     8— 
aooondarr.     Note  one  end  grounds  to  enfhie:  usiiallj  grounded  on  the  coil.     V8 — ^ribrator  serew. 

Fig.  2— Note  distributor  and  eommuUtor  are  together.     The  wiring  diagram  shows  the  two  separated 
merely  to  explain  the  action. 

A  flistributor  system  uses  but  one  vibrator  coil.    Thus  doiAg  away  with  a  great  deal  of  ^ 
complicated  wiring.     Instead  of  a  commutator  being  placed  on  the  end  of  cam  shaft,  a  com- 
bination of  a  commutator  and  distributor  a^  shown   in   Fig.    2,   is   placed   there.     When    one 
makes  contact,  the  other  does  also  (this  is  called    synchronously,    or    meaning    at    the    same 
time) . 

The  purpose  of  the  distributor  is  to  distribute  the  secondary  current  to  each  spark  plug 
at  the  right  time.  Note  No.  1  is  now  on  contact  on  commutator,  also  on  distributor.  No.  3 
will  fire  next.     (See  text.)     Note  all  the  terminals  are  connected  together  on  the  commutator. 


OHABT  NO.  110— A  ICaster  Vibrator  High  Tension  Ooil  Ignition  8yst«nL  .A  High  Tension  Distrl 

butor  or  Synchronons  System.         (Note  the  master  vibrator  system  would  also  be  termed  a  syn 
cbroDouB    sy»tem.) 
^^  /Mitfie  ^M  far  K.  W.  Jfa«ter-Tlbnitor. 


IGNITION;  mon  TENSION  COIL, 


231 


to  that  swinging  the  switch  blade  from  side 
to  side  throws  one  or  the  other  into  circuit. 
The  nej^ative  terminals  are  grounded  hj  be- 
ing connected  to  the  metal  of  the  engine, 
using  one  wire  for  both, 

The  primary  terminal  of  the  coil  box  is 
keonnected  to  the  binding  post  of  the  commu- 
tfttor;   when   the  commutator    in  revolving 
makes    contact,    the    current    flows    through 
the  shaft  to  which  the  commutator  ia  con- 
nected   and  through  that  and  the  metal  of 
the  engine  to  the  ground  wire  and  battery. 
_ThoB  the   only   primary    connection    to    be 
laiade  are  from  the  two  sets  of  batteries  to 
the     switch;     from     the    batteries     to     the 
ground;   from  the  primary  binding  post  to 
the    commutator.     The    secondary    terminal 
of  the  coil   box  is  connected   to  the  spark 
plug. 

rig,  2 J  chart  107,  page  224:  Two  cylinder 
engine  with  high  tensloii  vll>rator  coll,  using 
two  seta  of  dry  cells:  The  coil  box  contaiiii 
two  coils,  one  for  ©ach  cylinder  and  is  us- 
ually located  on  the  dasb.  The  box  contain- 
ing the  batteries  is  usually  under  the  seat. 

The  connections  from  the  batteries  to  the 

^^twitch  are  the  same    no  matter  bow  many 

(^Oa  there  may  be;  that  ia^  each  set  is  con- 

'iiected  to  a  switch  point,   and  one  ground 

wire  for  both. 

The  commutator  has  two  binding  posts, 
one  for  each  contact  point  aod  one  primary 
terminal  is  connected  to  one  of  the  contacts, 
the  other  primary  terminal  being  connected 
to  the  other  contact.  In  the  commutator 
shown  in  fig.  2,  chart  107,  the  crank  is 
supposed  to  be  180  degrees,  which  in  chart 
52,  fig.  3,  was  shown  to  produce  two  power 
trokes  in  one  revolution,  followed  by  a 
evolution  without  a  power  stroke.  The 
contact  points  of  the  commutator  are  sep- 
arated by  a  distance  that  re<]uires  the  crank 
ihifl  to  make  a  half  revolution  or  ISO  de- 
gree9,  in  order  that  the  moving  part  may 
move  from  one  contact  to  the  other,  or  SO 
degrees,  and  then  a  revolution  and  a  half 
to  move  it  to  the  firat  contact  point  again. 
Tkis,  of  course,  is  uneven  firing.  The  plac- 
ing  of  the  segments  on  commutator  there- 
fore must  be  90  degrees  from  iral  to  the 
second  segment,  then  270  degrees  to  the 
next  (commntator  revolves  one-half  apeed 
of  engine  orank). 

If  the  crank  shaft  of  this  vertical  engine 
were  360  degrees,  as  in  engine  fig.  2,  chart 
52;  the  contacts  would  be  on  opposite  sides 
of  the  commutator  like  the  commutator 
shown  in  fig.  2,  chart  109,  so  that  the  crank 
fthaft  would  make  a  full  revolution  to  turn 
the  moving  part  from  one  to  the  other,  be- 
eanae  a  erank  shaft  of  this  kind  permits  a 
power  stroke  every  revolution.  Because  a 
horisontal  two  cylinder  opposed  engine  per- 
mits a  power  stroke  every  revolution    this 


last  described   commutator   is  also  used  on 
it.  ^fig,  3,  chart  107,) 

Fig.  1,  page  226:  Four  cylinder  engine 
with  a  Mgh  tension  vibrator  coll  system, 
using  two  storage  batteries:  The  more 
satisfactory  system  for  a  four  cylinder  high 
tension  vibrator  coil  system  of  ignition  (we 
will  make  exception  of  the  magneto  and 
Delco,  Atwater-Kent  and  systems  of  this 
kind,  which  are  treated  later],  is  with  a 
storage  battery  as  shown  in  fig.  1.  One 
battery  is  used  for  regular  work,  the  other 
for  a  reserve.  Or  a  set  of  dry  cells  could 
be  used  as  a  reserve.  The  wiring  of  a  four 
cylinder  vertical  engine  is  the  same  in  prin* 
eiple  as  that  of  engines  with  fewer  cylin- 
ders, there  only  being  an  increase  in  the 
number  of  parts. 

It  must  bd  remembered  that,  for  reasons 
given  in  chart  53,  the  order  in  which  the 
explosions  occur  in  the  c^^Iinders  is  not 
regnlat«  1.  2.  3,  4,  but  Irregnlar,  being  l^  3, 
4,  2  Of  1,  2,  4,  3.  While  either  of  these 
may  be  used  according  to  the  action  of 
the  exhaust  valve,  the  former,  1,  3,  4,  2,  is 
in  moat  general  use  as  the  engine  ts  con- 
sidered to  nan  with  less  vibration  than  with 
any  other  firing  order  j  therefore,  we  will 
connect  this  commutator  and  coil  for  a  fir- 
ing order  of  1,  3,  4,  2. 

The  wiring  connection  for  this  irregular 
firing,  is  made  hy  changing  the  connections 
on  the  commutator,  causing  the  spark  to 
occur  in  the  proper  cylinder  at  the  right 
time. 

Eef erring  to  fig.  1,  chart  108,  it  will  be 
seen  that  connections  are  made  between 
the  primary  terminals  of  the  coil  box  and 
the  commutator,  so  that  the  current  of  No. 
1  coil  leads  to  the  contact  on  the  commuta- 
tor which  makes  connection  to  cylinder  No. 
1,  which  is  now  at  the  end  of  the  compres- 
sion stroke  and  ready  to  fire. 

As  the  commutator  revolves,  the  next  con- 
tact to  be  made  is  No.  3,  on  commutator 
which  is  the  next  cylinder  to  fire.  Cylinder 
No.  4  fires  third;  therefore  coil  No.  4  is 
connected  to  the  next  commutator  contact 
to  be  made.  The  next  cylinder  to  fire  is 
No.  2;  therefore  No.  2  will  fire  after  No.  4. 

The  connections  between  the  secondary 
terminals  of  the  coil  box  and  the  spark 
plugs  are  in  regular  order;  coil  No.  1  to 
spark  plug  No.  1,  coil  No.  2  to  spark  plug 
No.  2,  and  so  on. 

It  must  be  understood  that  the  proper 
connections  are  made  in  the  coil  box  by 
makers  to  permit  the  secondary  current  to 
return  to  the  secondary  winding  over  the 
commutator  and  ground  wire.  In  fig.  1  this 
connection  is  made  inside  of  coil  where  it 
says,  **  primary  and  secondary  connect 
here.'' 


I 

I 


232 


^ 


i 


DVKE^S  INSTRUCTION  NUMBER  SEVENTEEN. 


The  Master  Tibrator  ColL 


With  the  ''high  tension-'  vibrator  coil 
a^reteni,  just  descriV^^d  (chart  108,  page 
226);  as  many  eoil  units,  oarh  with  vibra- 
tore,  wouJd  be  provide*!  as  the  engine  had 
cylinders.  If  a  four  cylinder  engine;  four 
vibrator  coiJ  units  would  be  necessary.  If 
a  six  cylinder  engine;  six  vibrator  coil 
unita  would  be  necessary. 

It  will  be  noted  that  with  thia  number  of 
vibrators,  one  or  more  would  be  constantly 
fticking,  unless  a  great  deal  of  attention 
was  given  to  them. 

Therefore,  by  using  a  master  vibrator. 
only  one  vibrator  coll  la  used,  which  is  con- 
nected with  the  other  coils  as  shown  in  ig. 
1,  chart  110. 

The  master  vibrator  coil  has  but  a  ilngl^ 
prtmazy  winding,  and  is  connected  in  series, 
80  the  primary  current  must  travel  through 
it   before   reaching   any    of   the   coils.     The 

^ usual  commutator  is  em|>loye<!. 
t 


The  master  vibrator  coil  can  be  connected 


with  a  '* multiple'*  of  coils,  by  Bcrewin^ 
down  the  vibrators  on  all  coila  and  abort 
circuiting  them  by  connecting  as  shown  in 
fig.  2M^  page  230  and  fig.  4,  page  264.  Note 
the  coils  are  the  regular  double  wound,  high 
tension  coils^  as  shown  on  pagea  220  and 
226. 

Tbe  advantage  of  sucli  a  system  ia  thai 
there  ia  but  one  vibrator  to  keep  in  adjust 
ment,  since  this  vibrator  serves  for  all  the 
cylinders;  whereas,  with  one  for  each  unit, 
al!  have  to  be  kept  in  adjustnient  and  the 
difTiculty  of  keeping  several  adjustments  is 
a  considerable  factor. 

Tbfl  disadvantage  ia  the  great  amount  of 
wiring  necessary  with  the  multiple  coil  sya 
tern.  Although  the  master  vibrator  ia  eas- 
ily connected  and  requirea  very  little  wir- 
iDg,  the  '*dt8tributor^'  system  which  will 
be  explained  next  requires  considerably  leas 
wiring.  The  master  vibrator  is  an  excel 
lent  addition  to  be  applied  to  a  multiple 
system   of  ignition,  already  installed. 


♦The   '* Distributor**   or  Synchronous  System  of  Ignition. 


In  the  foregoing  examples  it  will  have 
been  noted  that  the  amount  of  wiring  re- 
quired for  engines  having  more  than  one  cyl- 
inder becomes  increasingly  complicated,  A 
ayatem  now  generally  used^  known  as  the 
♦'distributor  system/'  very  considerably 
simplifies  the  wiring,  and  at  the  same  time 
more  accurate  timing  of  firing  of  the  re- 
spective cylinder  is  obtained.  (See  fig.  IA, 
chart  110.) 

One  tremble  coil  only,  is  necessary »  this 
having  the  high-tension  terminal  joined  up 
to  the  ** distributor/'  which  is  a  special 
form  of  rotating  switch  highly  inaulated« 
which  directs  the  high-tension  current  to 
the  cylinders  in  ♦be  required  order. 

The  distributor  brush  (B),  rotates  at  the 
•ame  speed  as  the  commutator  roller  con- 
tact maker^  and  in  perfect  unison  with  it; 
that  is  to  say,  when  the  low  tension  circuit 
i»  completed,  the  high  tension  circuit  ia 
completed  likewise  The  diagram  should 
make  the  system  clear,  it  being  borne  in 
mind  that  the  distributor  is  rotating  as  well 
as  the  contact  maker^  and  in  perfect  ** syn- 
chronism"  with   it. 

The  secondary  distributor  is  made  in  com- 
bination with  a  commutator,  each  with  as 
many  contacts  as  the  engine  has  cylinders 
and  with  the  moving  parts  of  each  attached 
to  the  same  shaft  and  revolving.  (See  chart 
No.  110,  figs.  2  and  a.) 

The  battery  is  connected  to  the  single  coil 
in  the  usual  manner,  and  a  wire  is  run  from 
the   primary    terminal    of    the    coil    to    the 


commutator,  where  it  ia  connected  to  the 
four  points.  Thus  when  the  commutator 
revolves,  the  current  is  passed  through  the 
one  coil  every  time  that  contact  is  made. 

If  with  this  arangemont  a  wire  waa  run 
from  the  secondary  terminal  of  the  coll  to 
the  four  spark  plugs^  sparks  would  pass  in 
all  four  cylinders  whenever  the  timer  made 
contact.  Instead  of  this,  one  secondary  wire 
ia  run  from  the  secondary  terminal  to  the 
moving  part  of  the  distributor,  and  from 
each  contact  point  of  the  distributor  to  the 
proper  spark  plug. 

When  the  commutator  makes  contact,  tod 
the  secondary  current  ia  formed,  it  fiows  to 
the  distributor^  which  at  that  instant  has 
made  contact  with  one  of  the  points,  so  that 
the  secondary  current  flows  across  the  con* 
tact  and  to  the  spark  plug  that  is  connected 

The   advantage    of   this   system    is    that 

there  is  only  one  vibrator  to  keep  in  ad 
justment,  and  fewer  parts.  The  disadvan- 
tage is  that  the  coil  haa  no  rest,  and  the 
constant  use  tende  to  heat  it,  and  destroy 
its  insulation.  The  constant  action  of  the 
vibrator  is  liable  to  burn  the  vibrator 
points,  and  destroy  them. 

Therefore  the  modem  ignition  system, 
using  a  ''distributor  system'*  of  a  tlmllar 
principle,  as  the  Deico  and  At  water-Kent 
systems;  the  *' vibrator'*  ia  not  used.  The 
timer  being  of  slightly  different  construe 
tion  obviates  the  necessity  of  the  vibrator 
Thia  latter  aystem  ia  explained  further  on 
in   this   instruction. 


I 


I 


*The  principle  of  thii  tyitem  ii  «Lmilar  to  Delco  ft«d   Atwutor  Kent  modem  battery  mud  eoll  leal 
tioti   •yttema.   exrept   the   «ystemv   mentioned,    ate   »    form    of    timer,    called    an    '*intem»pl«r,"     ' 
di«penaiiif  with   the  vibrator  on   the   coll-- ( treated    taparately    farther   en). 


SPARK  PLUG  AND  COIL  TROUBLES 


23d 


INSTRUCTION  No.  18. 

SPARK  PLUG  AND  COIL  TROUBLES:  Spark  Plug  Tests 
and  Gaps.  Size  of  Spark  Plugs;  Regular,  A.  L.  A.  M.  or 
S.  A.  E.  Testing  Coils  and  Spark  Plugs.  Ignition  Wiring 
Troubles.    Dressing  Platipum  Points. 


fouled.  The  spark  plug  causes  mere  trouble 
in  this  respect  than  any  other  part  of  the 
ignition  system,    (see  pages  218  and  237.) 

The  cause  of  spark  plug  sooting  and  pre- 
ignition:  tA  poor  grade  of  oil  will  turn  to 
carbon  (soot),  and  will  deposit  on  the  end 
and  inside  of  the  spark  plug  and  ''short 
circuit"  the  plug  so  that  the  spark  will  not 
occur  at  the  point  and  consequently  cause 
missing  of  explosion. 

Poor  oil  will  also  leave  carbon  or  soot 
deposit  on  the  end  of  the  piston  and  inside 
of  the  combustion  chamber.  This  deposit 
hardens,  and  sharp  points  of  it  will  project. 
This  projection  will  become  heated  white  hot, 
causing  the  gas  to  ignite  before  it  is  time 
This  is  called  premature  or  "pre-ignition." 

Therefore,  spark-plug  troubles  are  usuaUy 
as  follows;  short-circuited  from  carbou, 
cracked  porcelains,  electrodes  burnt  away, 
not  pressure  tight,  moisture  condensing  on 
insulator. 

Tests  and  Gap. 

It  is  also  essential  that  the  battery  be 
kept  charged  so  it  will  deliver  its  proper 
▼oltage  with  a  "single  spark"  system — as 
it  is  quick  and  must  have  pressure  enough 
behind  the  coil  to  cause  a  hot  spark. 

ttif  points  are  too  close,  it  will  be  impos 
sible  to  run  slowly,  for  the  actual  area  of 
the  flame  will  be  too  small. 

tflf  gap  is  too  wide,  misfiring  (on  a  high 
compression  engine)  is  apt  to  take  place, 
especially  when  one  tries  to  accelerate  sud- 
denly, after  going  slow.  The  effect  of  open- 
ing throttle  and  admitting  a  full  charge  is 
to  increase  compression  and  it  is  well  known 
that  resistance  increases  with  pressure. 

The  coU  will  operate  up  to  V62  inch,  but  bear  in 
mind  the  greater  this  distance,  tho  more  strain 
on   coil   and    "leaner"    the   spark. 

The  space  between  the  spark  points  must  be 
considered  an  insulator,  and  it  must  be  remem- 
bered that  the  compressed  charge  in  the  cylinder 
through  which  the  spark  is  required  to  jump  is  a 
better   insulator   than   uncompressed   air. 

A  spark  that  will  jump  the  point  or  gap  of  a 
spark  plug  when  the  plug  is  out  of  the  cylinder 
may  not  have  strength  enough  to  jump  when  the 
plug  Is  screwed  in  the  cylinder  and  under  com- 
pression. So  the  spark  must  be  especially  strong. 
and  should  be  able  to  punch  a  hole  through  a 
visiting   card    held   between   the   points. 

♦♦Therefore  the  gap  depends  upon;  (1)  the 
kind  of  ignition  system;  (2)  the  amount  of 
compression  of  engine. 

tSee  repair  subject,  "pre-ignition  and  carbon  removal"  pages  639  and  623.  *Location  of  the 
spark  plug  is  usually  over  the  inlet  valve,  see  page  219.  Also  see  page  239  for  size  of  spark  plur 
for  different  cars.  **\Vhere  engines  are  high  compression  the  gap  is  not  made  l^ss,  but  the  coil 
is  supposed  to  be  made  stronger  to  take  care  of  the  extra  high  resistance.  With  magneto  ignition 
the  gap  is  important,  see  page  275. 
♦•*See  page  171.     tSee  pages  275,  299.  298,  297.    312.      ttSee  also   pages   250,   275. 

tif  porcelain  of  ping  is  continnally  sooty,  the  mixture  is  too  rich;   if  the  sool^    d^v^^^^'  '\^  \i;x^^^>}, 
then  too  much  lubrication — see  pages  586,  630. 


Inasmuch  as  we  will  deal  next  with  coil 
ignition  systams  without  the  vibrator,  it 
is  well  to  review  the  troubles  caused  by  vi- 
brators and  their  relation  to  the  spark  plug. 
We  will  also  refer  to  troubles  caused  by  de-* 
fective  wiring,  commutator,  etc. 

When  the  engine  stops,  one  or  more  of 
the  following,  is  likely  the  cause;  (l)  out 
of  gasoline;  (2)  carburetion  defective;  (3) 
ignition   defective. 

Under  the  subject  of  "carburetion**  will 
be  found  the  carburetion,  gasoline  and  kin- 
dred  troubles   and   remedies. 

If  the  trouble  is  not  with  the  carburetion, 
then  the  trouble  is  likely  due  to  ignition. 
The  following  may  be  the  cause;  broken 
or  loose  wire  or  switch,  run  down  battexy. 

«*«If  the  engine  misses  explosion — the 
trouble  may  be  due  to  carburetion  at  fault 
(see  carburetion).  If  the  trouble  is  not 
with  carburetion,  then  the  chances  are  the 
spark  plug  is  missing  on  account  of  being 

"CSpark  Plug 
To  test  to  see  if  the  spark  plugs  are  miss- 
ing, see  page  237,  figs.  I  and  2.    Another 
method,   if  a   vibrator   coil   is   used,   is   ex- 
plained in  fig.  1,  page  236. 

To  see  which  spark  plug  is  missing,  see 
pages  237  and  236. 

To  test  the  spark  plug  itself,  see  fig.  2, 
page  236. 

To  see  if  spark  plug  is  leaking  around 
the  porcelain  at  the  top  (A)  of  bushing  or 
below  (B)  where  bush- 
ing is  screwed  into  the 
shell  of  plug  —  squirt 
gasoline  at  these  points, 
engine  is  running  and 
note  if  bubbles  appear. 

Plug  Gap. 
The  gap  is  the  dls- 
t  a  n  c  e  between  the 
points  on  the  plug 
shell  and  electrode  (see  fig.  3,  page  218), 
It  is  important  that  this  distance  be  exact. 

tA  magneto  should  not  have  too  wide  a 
gap,  because  when  engine  is  running  slow, 
the  current  is  weaker.     See  also,  page  275. 

Where  a  vibrator  coil  is  used,  the  usual 
.iistance  is  about  1-32  inch.  With  a  * 'sin- 
gle spark"  system,  however,  as  the  At- 
wster-Kent,  where  the  spark  is  very  quick 
the  gap  must  be  very  small,  about  .025  of 
an  inch.  In  fact  this  is  the  average  distance. 


Tt^  S  Aws  pntlnc  and  i»  th.- 
II*.'*  fc  ;r:.;.*r:T  bci  contact-poi:.t 
i-i.'.  7    fcrr.t  ef  kt. 

F:€^«  if  th»  mult  of  a  bmdly- 
MS    *ir'*>rt.    vk.eta     is    worn    un- 
•— _j«r   iftrjcT-i  lU4.l'»i-i"-*i«     .:•  -!!:•.  r^et-r     -s.*    j>ljitiniuB    would    have 

IT  I      -r-t    CMT*   10   ibe    Heel   and  the 
:•:   mix  «a:  iLe  rivet  hole  aod  causp 


Cortact-Poiats. 

pclsts.  remember  that  the 

'-"z^z'*    ur*    ::     TfrmoTe    only    a«    small 

!•    -aLj.t>  it«a:   aa  possible  and  trim 

::-  ♦vr'fc-*   toti  ..-*    asd  smooth,  and  in  making  the 

^    ^  -^    ^    T-rac--   O;-  ^^-    a::x.f=2:-!r:T   :f  tie  wrew.  do  not  aet  the  plat 

,.*.,.-t    »        -v*  -        —  -lati   •  i»-r  t:ir  r^-rcsaarr  to  fire  a  cood.  steady 

-^r-ji    ^B^sMKfer  Tv»a.s^  Tfrj  --"»    '.  :•  S  «»-        :ua   if  -^m   i.ira-.tr. 

-s^    v*a4    J    *  XA-I-.   TJ*fx.   *e»»-  ^ _    .  , 

•    -:.---^..  A*'    --.    •-. -. -.^":    .-.   -t.  ii-»  «*   trwcar  tj«  jMSsts    faiso   magneto   poinri: 

'  .r  .    '.---  -.1.    ---  -.^  :v.i*-i   i--        n.-. i.1  ^    «BJ._   ;.f^*>r»   flet   are   sold    at    acceaaorv 
-        »    •-,       a.--:  •'.':  '.'.'.VT  yi-^-        »:  "4      -5   .»  a  'err  "iia  mad  finely  cut  file. 

^^'  'i  jr.  4V*^   ■''^*^-^"  If  rxsfaos   are  luts^  Uackened   inaerC  a  itr-r 

*''    ■  •■»»«-  .*    -,•    *.2^^    ti-.»r    :.er«-frea    the    two    pointj^.    xzl 

■»  --. -.    f'.T.j    riarf*-:  ■■  -    '•*   •*;•«='  ^impi  ih«m  a  few  times. 

■    'tz-  -.»•••';       •■•      '"■'■•'"  As  rC  leiac    »  ^z',iT.'.T.\  for  dressing  points — te* 

'^  .     ■  ^  .      -       »    •  •  •  "    i  1.  - '" 

^-  2  ^                    '     '    ,'x-\\'   .-•     -**-i+    -  ^=  y»i  '  »Ti    szii  Tnnfsten  Oontact-Points. 

•   '^       "^                          Ti.-*^-    ir.  VI    IS    a^'-erw  Iikjb  xx  tr-u*»  y^'attnam  polnta  when  r!:r.«!i» 

•*  rhtrv  U  a  t'lrti'M'S*  Sst'  -T    i-*^    ».rr»-ri    :r    TJtraCor    aprinffs.      Pla:x=T3 

-• ^        ''      V'    i^w  f^»r'ta  1-.:   v*^*    *  j-£-e=    asi  Tts^K-s   isetal  points   are  both  ii*: 

.-*  •-.  ■-.*  wxTC  ;-»^**_-        -^r^'^i.'^J^"- "^"*  "'--  '**••*"  »°d  burn  together  a^i 

.-— ..    _2^ 

'"^*  »ii    alloj.   which   consiats  -if  ^■'  ~ 

:t   i:*^    -.riiiam.   should  be  asfi    n   i. 

Bakar     points.      Pare     rVam 

T- :i  1    T.i^^r    iiier   s'>tion   of   intemxirt*-.    ■..  r- 

f:r*  ir.i  -.31  Ttiri  i»  harder  is  used  w::i    :. 


' 

■1 

:j 

;.  .-t*i_ 

^A< 

/■• 

/  ■ 

i 

-wf 

..^.-i        .-.  1  'a:     '.' 

•*=a.=-f 

*Kitl*  u«  quite  often  used  ea  nzl  su 
%a=«rr  irnou  iae  to  its  eztreiae  hastsen  lau 
sfxaOftsr.  Ml  ita  AsadTantages  for  mj^ma  tm 
ac«  is-ta:  :r  tf  ;<oists  when  heary  cxrrmn  ir 
MJ-r>L  T:e  r\:fa::oa  results  in  a  hi^  rwiicaa:- 
:x-£e  v^  :^  a.ak««  it  difficult  to  start,  axii  ^e  \r 
:z^  3LaSf«  :'.  t'tt  difficult  to  disciacx'^ii  Tin  : 
'V*<r*-'#i  :a-i*    »        r-:if«Mr  if  iefectire.     TThen  platinuK  fr*ii:um  "■: 

T^rtt  ar*  xm'£.  ^xtreae  arcing  is  always  an   nuii^ 
:::c     :f    a    £«f«siTe    condenser.     Tasfstm    t^-.s:* 
t  iM^^rr^    "*.'.'      ^J^       :i'ref"*    rK-r=^   a   greater    condcnaer    ."anat- :r     ' 
«..  .■■•t4r*    "-*■-     -  "^      *^-        :TTr-.-:ai>*   arnr^  than  platinum  does. 
.    -    «.i.'*    *ir:  ■     •'*— 

.     .  •  .-r  »-- -    *'»'-«  ^'*''  PUi  Ti«  tiAitm  la  bait  for  an  eaneacr  tkss 

t    'a'^    ^'^i   ::«  T  -       ^^t   at   Ra:^   rssgsten   can   be  as*i    ra     n-.i   »£- 
•    -.,•.:#•.   i^rrr-  ^aitfry    sytttuLt     ete   also  page   3*4. 

vt^.-..e7  gea-*  ecc=-  Abcra  appOea  to  contact  polBts  cs  vftnnr  tu 

" '»-        ■.*•-.?'"*  *"""-  =■'       f-r>tT*  ar£  f;rizga. 
.  \  ,     ,    ».:    .:    -r-.::    t* 

''    '*     ''  ''^^-  8patk  Gap  Bnggettlna 

De  aet  sit  speik  plug  gapa  ovar  Vq  -.bb±  vait. 
'-^T..  ;.;:    >v  -.ri.  i  "..-rft?  J»7  »»*'  likely  cause  a 

«'     ^i-i-'-!    *  ^^*l*.^*fa  •Wi*-  ic»:ixg  Che  spark,  by 

....■■'•"■  wi    ■-.-    •-*   -      »^  •  .^-    1,  jrt  aeparate  the  terwzBai  ▼?!»    nun    ».!. 

■      -    *  :  :'.-        :if  v.-*."--  »"■  break  down  the  isMuaDSK. 


V:'zT^\OTZ.    Drecmg  do«     Pitt«l"  VUtfun  : 

•*."i-  t"    -  rrert.  t^errf*?*.  the  pitting  of  paiua-   e   -f.!   ■*    « 

"*      ,.  ■.:^.    s-V^i  -'a—r*'**  !>♦  »»*«rto  geaeratca  a^i«Mr  *«ira«P     -:^ 

.'.  V- J-' '     --J-^jafe  T?*  f.T  a  siKpIc  method  of  acipLa,  i    auar    i 


Setting  Gap  of  Spark  Flug, 


Flrat  tet  gip  «t  .025 — if  «iigrljio  miMes,  tbeo 
ti^  thu;  remember  tli«t  tbe  gtp  tbould  b«  juit  fti 
irid*  AS  the  igaitiou  Bystem  will  itaDd. 

To  aptrtment — try  lettio^  tbe  plug  point  on 
•aT— one  cylinder  until  it  miiiea  op  ■  hajrd  puU 
mp  bill  with  throttle  doted  or  as  much  cloied  it 


it  will  put]  the  hill  comfortfthly. 

Theo  iiliphtl^  dote  gsp  and    try  hUl   iKiln   tud 

eontintie  expenmentins  in  this  wtuf  until  th«  mim- 

ing   atopt.     When    correct    diitance  ia   found   then 

aet    the   other    pluRB    nccordinely.  See   ftlio   page 
54a. 


I  Spark  Plug  Constnictlon, 

Locmtlon— usually  over  the  iniet  valves 
on  **L"  type  cyliitders  and  on  the  side,  of 
"I"  head  cylio^lers.  See  page  219,  why 
flpark  plugs  are  placed  over  inlet  valves. 


Where  plugs  are  uaed  on  overhead  valve 
engines  or  high  compreasion  engines  the  plug 
must  be  of  good  const ructiou^^gaB  tight  and 
free  of  electrical  leaks — and  are  usually 
placed  on  side  of  engine  (see  Baick). 

Cfonstniction — There  are  two  types  in  gen- 
eral use;  the  **scparablO**  tjrpe  plug  where 
the  insulation  or  core  can  be  removed  aa 
per  figure  3,  page  218,  and  the  **liitegral," 
or  one  piece  plug  per  figs.  5^  and  10,  page 
23S. 

The  parts  of  a  plug  are;  the  shell  or  body 
which  screws  into  cylinder  (see  3,  page 
21S);  the  insulatloii  which  is  held  in  the 
■hell  by  brass  busMng  (N) ;  the  electrode 
which  passes  through  insulation.  Waahexi 
are  used  as  a  gas  tight  packiir^,  per  tig.  2, 
page  218. 

The  insulaUon  is  somctimeH  made  of  mica, 
bat  owing  to  the  construction,  which  is 
usually  with  washers,  it  leaks  or  pertnils 
current  to  pass  to  the  electrode  especially 
when  oily.  The  best  Insula tloB  Is  porce- 
Iftln  and  this^  unless  of  best  grade  (not  por- 
ous)* will  also  leak,  thereby  weakening  the 
fpark. 

Where  mica  is  used  on  plugs  on  aeronautic 
engines,  per  fig.  12,  they  are  used  but  a  brief 
time  and  new  ones  substituted. 

tSeparable  plugs  have  tendency  to  leak 
i&d  caose  missing,  especially  at  low  speeds 


and  hard  pulls  or  on  high  compression  en- 
gines. The  integral  plug  appears  to  gain  a 
point  in  its  favor  here. 

Electrode  should  be  made  of  nickel  alloy 
— if  not  properly  made  it  will  expand  under 
intense   heat  and  break   the  porcelain. 

Cement^is  placed  around  electrode— Hia  it 
dries,  it  becomes  porous  and  porosity  meani 
electrical  leaks. 

Therefore,  it  Is  plain  to  see  that  "leakage 
of  gas"  and  ''leakage  of  electricity*'  are 
the  troubles  to  be  overcome  in  spark  plug 
construction.  Leakage  of  gas  causes  "leak- 
age of  compression''  and  leakage  of  elec- 
tricity causes  a  ''weak  spark/' 

Poor  throttling,  poor  pick  up,  missing  on 
hard  pulls  and  high  speeds  are  frequently 
caused  by  using  a  poor  grade  plug.  Of 
course  there  are  other  conditions  which  will 
cause  this^  (see  page  171),  as  carbonized  in- 
sulators, or  too  close  or  too  wide  a  gap  at 
the  plug  points,  or  irapropor  carburetion  ad* 
justment,  but  assuming  that  these  troubles 
are  corrected  the  leakage  of  gas  and  elec- 
tricity are  two  essentials  seldom  noticed. 

Theref ore,  the  highest  priced  plug  is  often 
the  cheapest.  Likewise  a  poor  grade  coil 
when  hot,  will  lose  its  eflficiency. 

Spark  Plug  Sites. 
Biflerent  threads  are   explained  on   page 
238,  Biflereiit  lengths,  see  page  237  and  238. 

Cleaning  a  Spark  Plug. 
Don't  mar  or  glaxe  the  porcelain  as  it  will 
cause    "porosity''   and    "electrical"   leaks. 

See  pages  237,  592. 


** Vibrator  CoU   Troubles. 


We  will  not  deal  with  the  modem  *  'single 
tpark"  coll  troubles  here  but  principally 
with  tbe  vibrator  type  colls.  Tbe  single 
■park   coil   is   dealt   with   furtber  on. 

Vibrator  points  sticking;  where  the  vibra- 
tor type  of  coil  is  used.  This  is  frequently 
the  cause  of  missing  of  explosion.  Tbe 
points  bum  together  as  explained  on  page 
234.  The  cause  of  this,  is  due  to  the  "di- 
rect" current  flowing  in  one  direction  con- 
tinuously, (see  page  248,  "depolarizer 
iwitcb.")  Another  cause,  is  that  of  using 
too  much  pressure  or  voltage.  For  instance, 
eoils  are  usually  wound  for  6  volts.  If  each 
dry  cell  gives  1^  volts  when  working,  and 

*^o  tMt  •  high  teaston  coU,  aee  p*ffe  230. 

8««  pafea  360,  2S1.  258.  354.  276,  286.  288.  292,  S09   296.  312,  296.  for  dielASCS  to  let  tpftrk  pluff  gap. 
"*8ec   Index,    ^'Teatiuff  Coila." 
ISeo  paces  299.  29d  snd  297 — for  macneto  interrnpter  adjuatment.     See  pafta  29S  and  171  for  ndM- 

iAg  at  low  and  high  tpeeda. 
ffleyarst*  pings  tboold  hSTO  good  gaskets  and  drawn  tight — ^aea  page  239. 

•Its  dliTieult  to  obtain  a  porcelain  whlcb  wlU  not  absorb  oil  and  cauae  leakage  of  electrieity  throngk 
it.      Boat  grade  come  from  France  and  Bohemia. 


five  cells  used,  the  coil  points  do  very  nicely. 
If.  however,  eight  cells  are  used,  the  excess 
pressure  is  more  than  the  condenser  in  coil 
can  take  care  of;  result  excessive  sparking 
at  the  platinum  points  on  vibrator  and 
screw. 

To  test  the  vibrators,  see  chart  112.  To 
adjust  vibrator  and  clean  the  platinum 
points,  see  chart   111. 

:tOtber  causes  of  missing,  as  before  stated, 
is  due  to  loose  wires  or  connections  on  bat- 
tery  or  run  down  batt ery^^ee  page  241 
for  loose  connections  and  wiring  and  for 
testing   batteries. 


236 


DYKE'S  INSTRUCTION  NUJIBEK  EIGHTEEN, 


Fig,   1— Teatlng  for  missing  witb 
Tlbr&tors    on    tbe    coiL 


Fig.  2^Ti]Bting  ft  Spaxk  Plug. — PUce  the  «pirk  plug 
oa  the  cylinder  with  wire  coaneeted  and  switch  on. 
Or»iik  etiflnt  slowly.  If  (he  apirk  orcuri  At  the  f«p 
"X"  th«  p]ag  ti  O.  K.  T!  it  sparks  up  inside  of  tbr 
ahslt.  between  the  porcelain  and  shell  at  "Z/*  it  it 
foaJchd  and  misses.  li  must  then  ba  takao  apart  and 
carbon   removed. 


Oauses  of  Spaxk  Plug  Missing. 

Tb«  cause  of  missing  of  explosion  Is  usually  dm 
to  the  spark  plug  becoming  foul»d  by  carbon,  soot 
depositing  on  the  porcelain  insulation,  causing  the 
plug  to  become  short  circuited.  Generally  caused 
D7  using  a  poor  grade  of  oil  or  loose  piston  riai;s, 
which  permits  the  oil  to  pass  too  frealy  into  the 
head   o'   cylinder. 

Othsr  causes   axe   sticking  vibrator  points  as   ca- 

plaint'd    on    page    234. 

When  starting  to  test,  for  the  trouble.  flrBt 
determine  if  the  miiising  occurs  when  running  slow 
or  when  rannint;  fast,  or  if  at  all  times.  Also  be 
sure    the    carburstlou    is    right. 


Testing    for    Misk    wltb    Vibrators, 

We  will  assume  the  eogiue  is  a  four  cylinder 
engine. 

To  ascertain  which,  If  any  of  the  four  plugs  are 
fouled  with  oil,  short  circuit<'d  with  carbon  or 
looperatiTe  from  soojp  other  c*n#e.  open  tiro  throttl»» 
two  or  three  notches  to  aperd  %ip  thp  fngine;  now 
hold  your  two  fingers  on  twn  outside  tI orators  so 
Ihat  theT  cannot  buss.  The  evenness  of  the  ex- 
haust will  show  that  tbe  olher  two  are  working 
eorrectlj  and  that  the  trouble  \p  no\  th^re;  or  an 
oneveo  exhaust  will  indicate  that  )t  Is  between  the 
two  that  are  free. 

If  the  two  cylinders  fire  cvenlj  change  the 
Angers  to  the  two  inside  vibrnror^  and  sgain  listen 
to  the  exhausl.  Raring  asrertniTjed  in  which  pair 
the  trouble  is,  hold  down  three  Angers  at  a  time 
until  you   And  tho  one  which  does  not  Are. 

OyUnder  No.  1,  ve  wlU  say,  la  the  front  eylin- 
d«r,  and  thi*y  number  in  rotation  1.  2,  3.  4.  No,  1 
coil  unit  w^nuld  be  the  onr  farthest  from  the  itcer 
iug  post  (left  side  drive)  and  they  number  2,  3.  4 
to   the    left. 


Testing  Spark  Plug. 

Tben  r«moT«  the  spark  plug  and  test  tlio  plug  as 
ibowu  In  hg.  2.  If  the  pluic  ta  O.  K..  then  you 
know  the  trouble  is  not  in  the  plug.  If  plug  la 
not  O.   Km   then  clean   it  or  put   in  a   nrw   one. 

Ratnember  the  plugs  may  spark  in  the  open  alr« 
but  when  nndar  compraslon  fall  to  spark,  because 
Ifae  rc'SistancB  ia  greater.  Therefore,  be  sore  the 
points  are  not  over  V^^  of  an  inch  apart  at  the  ex- 
Ireme,   for  vibrator  coil  use. 


Vibrator  GoU  Cause  of  Missing. 
In  rare  Instances  one  of  the  coE  sections  will 
become  short  circuited  or  Insulation  become  punct- 
ured on  the  secondary  winding.  Caused  by  using 
too  many  batteries  or  too  high  a  voltage.  In  this 
case  the  plug  would  not  spark  at  all,  therefore  it 
mould  be  advieable  to  try  changing  positions  of  the 
roil  units  in  the  box,  if  the  plug  sparks  O.  K.  on  one 
of  th«  other  coil  sections,  then  you  may  know  that 
particular  coil  unit  is  defective,  Tbezefora,  In- 
spect the  platiniLm  points  on  the  vibrators  and  con- 
tact poluts,  as  tliey  may  be  T>artially  bnrned  away 
or  badly  pitted  if  this  coil  aection  still  fails  to  give 
a  epnrk.  then  it  is  evident  it  is  burnt  out  inaidc. 

In  some  instances  a  coU  may  have  its  inmlakloa 
short  circuited  for  only  half  its  length  of  grinding 
and  would  give  a  spark.  If  i^hort  circuit  wss  near 
the  beginning  of  winding  it  would  not  spark  at  sU. 
See  page  416.  See  page  241,  for  testing  for  t 
broken  wire. 

Testing  the  GolL 
If  multiple  cylinder  engine,  test  each  unit  sen  ir- 
ately until  it  ia  determined  vhlch  coll  Is  miaaisc* 
After  assuring  yourself  the  missihg  ia  not  caused 
by  a  spark  plug,  weak  batteries,  carburetiou,  or 
other  causes,  then  test  the  coii  itself,  as  explained 
above,  see  also  pages  249  and  253  for  teatinf  the 
modern    non-vibrator    coil. 

On  a  non-Tlbrator  type  coll,  the  spark  could  be 
tested  op  to  a  jump  of  \%  inch  on  a  test — con 
tinuonsly. 

On  a  vibrator  coll,  %  inch.  Don't  plsce  the 
distance   ftirthi^r,   as  it   is   ltk«>ly  to  damage  coiL 

To  test  a  magneto — »ce  ind^x.  To  teat  for  a 
broken  wire — see  page  241.  To  test  for  grounds 
and   short  clrcnlti — see   index 

Other  Causes  of  Hissing, 
Whan  mls-flrlng  occurs,  particularly  when  run- 
ning at  high  speeds,  it  would  be  advi«abte  to  in- 
spect the  commutator,  as  the  fibre  may  be  worn  ao 
(hat  the  roller  touches  only  the  high  spots,  or  It 
may  be  that  the  roller  has  worn  out  of  round  and 
consequently  forms  imperfect  contact  on  all  of  tbs 
point*. 

At  stow  speeds,  it  apt  to  be  the  result  of  Im- 
properly seated  valves  f^r  air  leak  in  the  ci^rbttretor 
or    cylinder    bead    gaskets. 

A  weaknecs  In  comprassfon  may  bo  detocted  by 
lifting  the  starting  crank  slowly  the  length  of  its 
stroke  for  each  cylinder  in  turn,  In  rare  instances 
an  exhaust  valve  may  become  warped  by  the  engine 
becoming  overheated,  in  which  case  the  valve  csAl 
will    havo   to  be   reground    or   the   valve   replaced. 

Other  causes  of  missing  explosion  is  due  to  weak 
battcritH.  thiTt'fore  te*t  the  batteries  n«  explained 
on   page  241. 


0RA2T  Ko.  112 — Missing  of  Bxploslon;  Source  of  the  Causes. 

The  coil  in  this  instance  it  the  old   style  vibrator  type  and   matter    refers    principally    to    the    vibrator   e^ 
Dutator    system.     The    spark    plug    test    is   applicable    to  all   systems. 


SPARK  FUG  AND  COIL  TROUBLES 


FlnfUng  tlie  Missing  Spark  Plug. 

rif.   1 — U«iM  cock  t««t:      Open  the  relief  cocki. 

ibootiag 


W»leli 


for  th«  fiftm« 
out  of  each  opening  ftnd 
listen  for  the  thurp  re- 
porta  of  tha  exploiiooi. 
The  cjlinder  without 
flume,  out  of  nrhieh  U- 
«uea  onlj  a  biis,  but  oo 
thftrp  report  ii  the  one 
ftt    fftuU. 

Ttg,  2^Anotber  msthod 
U  thai  of  ibort  circuit- 
ing  QUO  ploff  ftftex 
ikDOtlur.  This  mmf  be 
<loa«  by  holding 
ft  icrev  driver  or 
other  luitniment  so 
th&t  it  will  in&k<? 
(^ooa««tian  between 
the  head  of  the  spark 
plug  and  some  part 
of  the  eajpine.  Wheu 
iliort  circuiting,  note 
if  engine  seems  to 
slow  down,  if  ao, 
that  plug  Is  0.  K, 
If  there  is  oo  differ- 
e&ce,  then  the  plug 
likalf  at  fault. 
Hold  the  screw- 
driTW  bj  its  wooden 
haudtaw  else  you  may 
ruceiTe  a  shork  from 
the   iguitloii   eurrent. 


Spark  Plug  LocatioiL 

Usual  locAtloQ  Is  In  oeigbb{»rbood  of  tnXm  valTa, 
v^hich  is  correct,  as  it  shuuM  be  sorroundfld  by 
fro&h  gas  that  enters  during  inlet  «troke.  If  lo- 
cated CO  exhaust  aide  dead  gas  wilt  collect  about 
(jlug  electrodes  and  causa  missing. 

Xt  U  tlio  dofinbU  to  ht,r9 
plug  wltare  waiar  Jacket  nr- 
rounds  It,  as  iu  fig.  4,  to  avoid 
otrer  heating,  else  plug  elec- 
trodes are  liabla  to  bacoma 
overheated  and  become  Inean- 
descent  and  cause  pre-Lgnition. 

Poor  locfttioD  ia  shown  in 
fig.  1.  When  set  iu  a  thick 
valve  cap  (V)  with  short 
threads,  dead  gas  aecumuiates 
in  recess  and  causes  missing  at 
slow  tpeedi.  Fig.  2  shows  an- 
other poor  method,  Tha  re- 
cess accumulates  heat  aod 
metal  extension  la  Habla  to  be- 
come red  hot  and  warp  elec- 
trodes altering  liia  of  gap* 

Good  location  is  where  apark 
plug  points  or  electrodes  just 
reach  the  combustion  chamber 
where  cool  fresh  gas  wilt  coma 
in  contact  and  flame  will 
spread  with  maximam  rapidtt? 
as  in  figs.  3  and  4. 

Wken  plug  extends  too  faz 
In  combustion  ebambar  there  la 
danger  of  valve  head  striking  it. 

Spark  plug  lengths  —  see 
page  23'?. 


Fig.  1;  Yalta  cap 
loo  thick — out  of 
path    of  gaa« 


m  i 


Fig.  2:  Recess 
around  plug  shell 
retains  heat. 


Spark   Tlug  Causes   of   Missing. 

Fig.  1 — Missing  may  be  caused  by  tke  spark 
arcing  from  shell  to  tbe  terminal — cause:  porcelain 
too  abort  and  gup  too  wiJe  at  poiuts. 

Fig.  2— Points  ni*7  have  coma  together — cMue: 
screwLug  plug   into  cylinder  bent   points  together. 

Fig.  S— Wtro  may  have  become  loose  from  ter* 
■iDll-^canae :    termlnat    not    ncrewod    down    tight. 

Flf.  4 — Shows  method  of  adjnstlng  the  dlat&nce 
iMCiiMn  tba  points  of  the  plug;  distance  should  be 
about  ^  of  an  inch  apart  for  coil  ignition,  and  Vi(4 
of  an  inch   for  magneto  iguitioo  .025  average. 

to  t«Bt  for  a  missing  spark  ping;  first,  open  the 
relief  rock  to  esch  cylinder,  as  shown  in  fig.  1. 
If  a  blase  emits  from  the  relief  cock,  then  the 
cylinder  ia  firing.  It  is  advisable,  however,  to  see 
that  it  fires  ri^nlarly.  The  niiiiing  may  not  be 
la  the  plug  at  all  and  a  slight  movement  of  the 
adiosting  needle  valve  one  way  or  the  other  on 
carburetor  will  remedy  the  trouble.  Tf  the  missing 
18   In  the  PLUG,   then    it   ma«t   be   cleaned. 

Whim  u  engine  logins  to  misfire  suddenly,  from 
flOSMi  unknown  cause*  the  first  thing  a  driver  shoaSd 
do  la  to  note  whether  the  firing  is  regular:  that  Is 
if  it  occurs  ia  only  one  or  two  cylinders  at  reitular 
intervals  in  the  cycle  of  explosions:  or.  If  it  Is 
intermittent  in  one  cylinder  or  in  dJCferenl  cylinders. 

A  regular  misfire  In  one  cylinder,  that  is,  mis- 
Arlng  that  oecars  once  at  the  same  time  in  every 
eyete  of  the  engine,  generally  is  caused  by  a  de- 
feetive  plug  ot  a  disconnected  high  tension  wire. 
Jl  defe>ettve  vslve   also  Is  probable. 

I&ftannittent  misfiring  In  one  cylinder  may  be 
due  to  e  defective  plug  or  loose  terminal  connee' 
Hen  or  a  valve  that  is  not  closing  tightly. 

OtSktr  cnnsee  of  xnisalng  are:  Worn  timer,  loose 
cesaectJon.  platinum  points  on  coil  or  magneto. 
nmA  plog.  carburetor  needle  valve  and  auxiliary 
w  valve  need  adjusting;  air  leak  around  iulake; 
kattcry   weak* 


Fig.  3:      Correct  position  of  plug  in  valve  cap. 
Fig.  ii     Correct  posittoo  when  aet  in  water  Jacket. 
Ftg.  6:      Plug  reach  too  long,  liable  to  strike  valve. 

*To  Glean  Spark  Plug. 

If  the  trouble  is  suspected  of  being  a  abort^dr- 
cuited  plug,  due  to  carbon,  etc.  (sec  page  339). 
unscrew  it  and  clean  it  as  follows: 

To  dean  a  apark  plog:  Unscrew  the  bushing 
which  holds  the  porcelain  in  the  shell,  remove  the 
porcelain  {or  mica)  and  sr>ak  the  shell  and  por* 
celain  in  kerosene  or  gasoline.  Clean  all  carboo  olF 
each.  Don't  scrape  porcelain,  as  it  will  roughen 
the  glazed  part  and  cause  it  to  retain  carbon.  If 
the  oil  is  burnt  on  the  porcelain,  muriatic  acid  will 
remove  it.  In  placing  the  porcelain  back  into  the 
shell,  be  sure  (he  copper  washer  is  placed  back 
and    bushing    Rcrewcd    tight    to    prevent    leaking. 

If  then  impossible  to  get  a  spark  at  the  plug, 
when  laid  on  cyUnder.  then  atart  inspection  by  test- 
ing batterieB  aa  shown  on  pages  241  and  460. 

If  itlll  unable  to  obtain  a  apark,  then  eKamlne 
the  connections  on  the  battery;  one  of  them  may 
be  looHe  or  broken  under  the  insulation  or  not  sol- 
dered to  the  cofiper  connection,  as  shown  in  fig.  6, 
page  241,  or  connection  to  storage  battery  terminal 
may  be  loose. 

If  trouble  is  not  now  removed,  then  trace  the 
wiring  from  the  batteries  to  the  coiK  8ee  If  tke 
wires  have  been  allowed  to  get  next  to  the  bot  ex- 
haust pipe:  if  this  ia  the  case,  make  a  metal  **T" 
joint,  as  shown  in  fig.  11.  page  241. 

AU  terminals  should  be  carefully  inspected  and 
all  connections  soldered. 

The  ground  wire  fig.  4,  page  241^  should  be  care- 
fully cleaned  and  scraped,  as  well  aa  the  part  of 
frame  it  is  grounded  with  and  drawn  tight. 

If  wires  are  suspected  of  being  broken,  see  ludei 
"testing  for  open   circuit.'* 


GBASLT  KO.  118 — ^Testixig  for  Miaring  EzplodOB.     Sp&rk  Fltlg  Troubles,  caiiie  and  remediM, 

*  Alcohol  is  alio  loitable  for  cleaning  plugs,  see  also  page  fi92. 


J.  I13B— Spark  Plug  Sizes  used  on  ieading  Automobiles,  'iTUcka,  KLd\.qx  'B^^t^,  ^^^xjX«\ 
Bi^UoBoty  Mud  AerouButSc  Engines, 


am 


DYKE'S  INSTEUCTION  NUMBER  EIGHTEEN. 


Wlr«  Used  for  Winding  a  CoU. 

Copp«r  wlr*  which  1«  iiuiLlAt«d  is  used  for  the  friodiDg  of  the  primary  and  a««oiidftrj  wlndinf  of  a 
hjfh  tetitioa  coil   or  maguoto  armature. 

The  prttoarj  winding  of  &  coll  or  (mafoeto  armature)  is  called  primary  winding  wire.  It  is  nnwU/ 
ft  aiJifle  Btraod  of  aof(  copper  wire  insulated  with  rottoa,  Thia  wire  ia  not  lo  long  ai  tbe  flftCODdarr  wind* 
inf.  The  curr^ot  which  paiiet  throoffh  thia  wire  ia  of  a  low  voltage,  ttaoally  about  $  volta.  The  quAntltj 
or  tmperea  of  current  ia  greater  than  io  the  iecoodar/  wiadtng. 

The  aecoDdjUT  wlcdlug  wlro  of  »  coll  or  (magaeto  armature)  ia  wrapped  over  the  primttrf  winding 
ftod  it  la  conaidorably  greater  la  length.  The  inaulation  ia  allk  thread,  wrapped  around  a  tery  ftoe  alngl* 
ttraod  of  flexible  topper  wire.  The  preaaure  or  Toltage  paning  through  thia  wire  ia  In  the  thoxLaasdA, 
hence  the  reaaon  it  must  be  well  iniulated.  but  the  amperage  ii  practically  cone  at  all. 

The  winding  of  a  Boach  DD4  magneto  armatur«^,  uiually  cooalita  of  3  layer*  of  No.  30  or  23  wire, 
to  form  the  primary  winding,  and  70  to  72  layera  of  No.  Sd  silk  covered  wire  to  form  the  aecondary  winding. 


The  reader,   howeTer,   never  hai  occaiion  to  botbrr  with  wire  on  a  coil   or  magneto  armmlnr* 
U  the  work  of  a  apetrialiat. 


this 


Thar*  u«  three  kinds 


BXAIDKD   rtlMAZIf   CJ^LX 


fe 


Wire  for  Ignitian  Systems. 

of  Ignition  wire  for  general  use  with   the  ignition  ayatera  of  a  ear,  aa  foUowa: 

Primary  wire  or  csbZe,  made  of  aereral  atranda  of  tne 

m^n^M^^f^^  ^'^'^  ill  ordf^r  to  make  it  flexible  and  ioinlated.  oil  and 
moiature  pTOof.  Thia  wire  ia  uaually  uaed  between  tho 
battery,  coil  and  timer,  for  all  tow  teoaioa  work,  and  must 
be  of  aufficieot  aize  to  carry  the  current,  uaually  No.  14 
friie  ia  uaed.   (ate  pagea  425  and  427.) 

Svconduy  cable  it  also  made  flexible  and  the  inanla- 
lion  on  wire  is  much  heavier  Tbia  it  uaed  to  conduct  tho 
high  tenitioQ  currt-nt  from  the  coil  or  magneto  to  tbe  apark 
pluga.  It  ahould  be  kept  free  from  all  metaU  as  much  ai 
poiiible.     8ixe  U  uaually  Ko,   16  or   14. 

Duplex  cabla  ia  aUo  flcjcible,  but  generally  two  to  foar 
wirea  are  run  io  one  insulation,  of  course,  being  aeparaiad 
from  each  other  by  Insulationa.  Thia  wire  if  generally  Mad 
for  ligbting  and  low  tension  work. 

Mttal  conduit;  a  good  plan  in  wiring  a  car,  where  aevorai  wires  are  run  together,  li  to  oocloic  the  wlrei 
in  a  metal  conduit,      uee  page  426.) 

Tho  wires  miutlag  from  coiU  or  magneto  dlstrlbntor  to  the  bpaik  plug,  carry  the  high  tensioa  eoiranl 
tad  icre  called  SMOndary  cables.  This  current  eacspi^B  more  readily  than  from  tho  wires  running  from  tba 
battery  to  timer  or  coil.  Tbe  wirea  running  to  the  plugs  aro  call»d  "high  tenaion"  wirea  because  the  tan- 
■ion  or  voltage  ia  high  and  current  will  often  jump  through  the  insulation  and  short  circnil  (cutting  out 
■park  ping)  to  any  metal  part  it  happeoa  to  be  in  contact  with.  Par  this  reason  these  wires  must  ba  eara- 
fally  protected  and  very   hesTily   tnaulated.      (sea  fig.  12.  page  241.) 

The  priiuary  wires  running  from  tha  battery  to  tSmer  or  to  lnt«rmpter  on  magneto  ara  **law  tamltfii/* 
They  do  not  need  have  aa  heavy  inHulation,  but  the  conaeotiona  should  be  well  made  and  clean  becauae  the 
pfreSBure  is  so  low  the  currt^nt  will  nor  pa»»  over  dirty  or  loost'  ronnoctkons,  and  a  loss  of  current  will 
rcsntt.     AH  connections   ought  to  be  soldered  and   taped,      (see  flgs.  6,  7  and  8,  page  241.) 

The  wires  running  from  the  battery  or  timer  to  the  coil  connection,  are  called  the  primary  laad 
wires,  also  battery  wires.  The&e  wirea  mu»t  be  of  aufficient  sice  to  carry  the  current,  as  they  carry  a 
greater  quantity  of  rurrt*nt  than  the  secondary  wirea.  The  secondary  wiret  have  much  heavier  insnlaUon 
and  from  outside  appearancet  would  aeem  to  be  larger,  but  are  comparatively  small«  aa  they  carry  a  high 
toltage  but  low  amp<*rage. 

Don't  UB«  lamp  cord  wira  ooder  any  eircamstan  cea  as  it  will  give  unsatisfactory  resulti  and  eauaa 
miaslng  if  damp,      (ace  pAge  425.) 

The  shie  of  primary  wire  geuerally  nssd  la  No.  14  ar  16  primary  cable — the  secondary  wire  la 
limply  called    "aecondary   cable/^     Both  roiiit  be  waterproof  and  heat  proof — ^(see  pagea  426  and  437.) 

Wire  for  tha  elctrtc  horn  is  mually  No,  18 — (sea  page  425.) 

Making  Ootmectlotia. 

A  croonded  connection  should  be  filed  or  acraped  bright  before  attaching  the  wire,  and  the  eonnae- 
tion  when  made  ahoutd  be  cohered  with  Tsaeline  or  paraflTiue.  A  copper  washer  should  be  placed  itodtr 
the  head  of  the  screw,  to  bold  the  wire  firmly   ia   position — and  tightly  drawn  up. 

All  coDnactionB  must  ba  brlg:ht  and  dean,  for  a  dirty  connection  will  add  reaiatance.  Binding  poaU* 
icrewa,  and  tbe  ends  of  tbe  wire  must  be  scraped  clean  before  th?  wire  is  attached — this  ia  very  import' 
ant  on  low  voltage  wiring. 

All  connections  ahould  be  made  aa  firm  as  poasible,  tising  pliera  to  tichten  the  binding  eerewa.  Tka 
beat  connections  aro  made  by  brass  or  lead  terminals  soldeTed  to  the  enJs  of  the  wires.  When  a  f oft- 
neetion  has  been  nprewed  tight,  the  binding  screw  and  termtnst  should  be  covered  with  vaseline  or  paraf* 
fine,  to  prevent  corro*»ion»  and  the  whole  wrapped  with  electric  tapp.  This  tape  cornea  in  rollt,  and  ll 
sticky,  BO  that  it  will  stay  in  position  when  once  applied.  In  addition  to  bsing  aa  inaulator,  it  pref^enta 
moisture   from  getting  at  the  terminal. 

Short  lengths  of  wire  provided  with  termlnala  «re  sold  for  makiug  dry  battery  connections,  and  it  It 
well  to  use  them  when  dry   batteries  ar*«  used. 

No  posslbla  cattse  for  leakage  of  tbe  earrent  should  ba  allowad;  a  single  strand  of  fine  wire  proleeting 
from  a  fieziblo  cable  will  ba  enough  to  cause  a  short  circuit  if  It  should  touch  metal.  <aaa  pagaa  427  and  491.) 


;.T  HO.  114~'Wl]idlng  of  an  Ignition  Coll. 
Connectioiis. 


Ignition  Wire — (al»o  see  pages  425,  426  uid  417). 


WIRING  TROUBLES 


^nr^ 


Tig.  1:  MlJtins  of  Urnltlon  01*7  be  due  to  «ra«k 
b»tt«rleB.  To  t«it,  uie  ah  Amperemeter.  Teat 
9ikch  eel]  •ec»Arihte1y  by  placiae  terminftt  of  meter 
on  lertniRfti  of  battery.  Each  bnttery  ou^ht 
to  «bow  15  to  25  ftxnpereB.  If  liuii  than  d  amporest 
r«i>liM?«.  If  000  thould  lent  say,  10  amperes  and 
mn other  20.  then  the  eood  battery  will  be  broufbt 
to  the  level  of  the  poor  battery.  Remote  it  and 
put  lo  a  fresh  one.  To  teit  a  storage  battery 
(K«e  index). 

n^.  2;  kn  emaargency  dry  cell  connection.  Usual- 
ly  iHo  tela  of  dry  cellfi  are  provided  when  ignition 
It  on  dry  celli  alone.  Only  one  set  at  a  time  are 
u*«?d.  however  If  both  nets  should  run  down, 
•  mttltlple  ronnertion  of  the  two  sois  can  be  made. 
«•  «hawu  abore,  which  will  wuffice  to  reach  hoine. 
Dry    cells    are   now    scldoni    used. 


TiE 


!•  flluiwii. 


3:  Quite  often  oilaaing  will  occar  from  loose 
'  at  Ibe  battery  termlnala.  See  that 
^vayt  tiffht.  On  iome  conneetioni.  the 
,  le  broke  or  not  soldered  well  to  the  ter- 
JL   ^ood   connector   called    the    '"Bull   Do?" 


%%>r  •nrfiKC 


Fig.  4:    On  many 
can   one   wire   is 
grounded  — there- 
fore   it    is    eaaen- 
tial     that     the 
grounded    connec- 
tion ii  well  clean - 
ed     and     then 
Hirbtened.   A  cop- 
'^     terminal 
uld  be  solder- 
-    to  the   wire — 
)  (tinned  abd  drawn   tight   with  a  bolL 


n|.  5:    Wlten  metal  bittcry  boxes  are  used  and  dry 
cmU  placed  In  tbem,  d  .  »t]  iUort  circuit  th(» 

l»attenM  through   the  fition   around  them 

*^erefore    ketnj     bo«  nl«o     ii,(iteh     win* 

«b«re  it  pa«»e»  through  ih*s  luvtal  box 


rig.  6,  7  and  a  show  how 
to  make  a  eonn«ctloti  with 
wire  AUd  terminal;  »older 
and   tape  all   conueetlo&a. 


fialO 


nga.  •  sad  10:  IClsilng  fa  tometlmet  eanaed  by 
lAOi«  eoimeetlooi  on  the  switch  t^rmmalt  arid  bkt- 
•aty  term  mall.  See  that  tertntnala  are  clesLn  and 
tlgUl 


Fig^  11:  A  good  method  of 
protecting  primary  (bat- 
tery) wires  when  they  mn 
along  the  frame, 


Fig.  12:  Neat  metliod  of  dlttrlbtitlng  the  ■econdary 
or  high  tension  cabloa  oti  mum^yllnder  englnei. 
A  divided  fibre  tube  supported  on  brackets  encloses 
the  cablfift  and  allows  of  easy  inspection  or  renewal 
if  required.  Any  number  of  leads  or  cables  can 
be  distributed.  The  eight  plug  leads  required  for 
dual  ignition  on  a  fonr-cylinder  eogine  can  bo 
accommodated   in    two-inch  flbre  lube- 


Fig.    13:      Oanaei    of    com- 
mutator troables;    (l)   worn 
metal    so^icols    (C).    often 
cause  missing   by   not   mak- 
ing good  contact.     (2)    The 
commntator    may    also    be- 
I  come  looMe  on  the  shaft  and 
^^et  out  of  time.    (8)   Spring 
weak,     (4)     Loose     connee- 
tinns  at   binding  posts.     (S> 
Depr  est  ions    worn    on    face 
of    fibre    on    which    the    rol- 
ler    (R)     travels     resulting 
_  in     the    roller    Jumping     (at 

high  speu(U)  alinoMl  over  the  metal  contacts  (0). 
The  roller  (R)  and  p\n;  of  the  revolving  part  will 
also  probably  be  found  in  bad  shape.  To  repair; 
turn  down  in  a  lathe  or  replace  with  a  new  one. 
fO>  Orease  will  coat  the  Insulated  fibre  ring  (0) 
from  one  Regment  to  another  and  cause  a  abort 
circuit.  Too  much  oil  will  also  cause  a  glased  sur- 
face o7er  the  segments  (B)  and  good  contact  can- 
not be  made  between  rc^ler  (R)  and  these  metal 
segments. 


*Flg.  14:  How  to  test  ignition  circuit  for  a  brokon 
wire:  8i^c»re  a  small  3  volt  lump,  connect  one 
wire  to  battery  terminal  and  carry  the  other  wlro 
from  lamp  to  the  timer  (placing  timer  ^rfrnient  on 
contact),  if  the  wiring  Is  perfect  the  circuit  will  be 
completed  and  light  lamp,  indicatint;  that  the  wires 
are  0.  K.  A  dmall  electric  bell  is  also  suttanii]  for 
rpfitinc  lengths  of  wire  in  the  same  manuer  See 
II  ISO.  page  737. 


rig.  IS:  Mark  wires 
when  removing,  by  ns- 
ine  cheap  water  coiors 
or  taf  them,  thus  saY> 
ing  a  lot  of  time  when 
replacing. 


CHABT  NO*  115— Importance  of  Ck)od  Oonnectlonjs  and  Protection  of  the  Wiring. 

*s«o  iodejt,    * 'testing  for  grourid«,   Hhurt  circuits,    coils"    etc. 


J 


ERN  BATTERY  AND  COIL  IGiNITION  SYSTEM1 


fOpeti  and  Closed 
The  modem  *' Interrupter/'  or  '* contact 
breaker/'  as  it  ia  called,  is  very  similar  to 
the  interrupter  on  the  magneto  and  ia  di- 
irided  into  two  types;  the  open  circuit  and 
the  closed  circuit*  The  open  circuit  contact 
maker  is  termed  a  timer  and  closed  circuit 

tl>reaJ?er  an  interrupter.** 
Open  circuit  principle;  when  the  arm  (B)» 
fig.  2,  is  raised,  contact  is  made  with  tung- 
•ten  point  screw  (Q).  This  closes  the  pri- 
mary circuit  but  it  is  immediately  opened 
again;  termed  the  open  circuit  principle. 
because  the  points  of  timer  are  normally 
0$«IL  (see  also  pages  37S  and  377.) 

Closed  circuit  principle;  the  circuit  of 
the  primary  win  ding  on  coil  is  normally 
closed,  because  points  of  timer  are  closed 
until  raiaed  by  cam  (D),  When  the  *'cam'* 
or  **  interrupter  *  *  (D),  fig*  3,  raises  the 
arm  (B),  circuit  is  momentarily  opened  but 
immediately  clost'd  again.  Thi»  is  termed 
the  closed  circuit  principle.  This  action 
** interrupts'*  the  ilow  of  current  suddenly, 
hence  the  term  **  interrupter/' 

Both  of  these  systems  have  a  "mechani- 
cal** method  of  making  and  breaking  the 
primary  circuit.  Instead  of  the  ** electrical** 
method,  such  as  the  vibrator  In  flg-  1,  There- 
fore a  coll,  without  a  vibrator  Is  used  and 
a  ''single'^  spark  is  given  at  the  plug  gap, 
tzkstead   of  a  succession. 

Both  systems  accomplish  the  same  pur- 
pose, which  is  to  interrupt  the  tlow  of  cur- 
rent in  the  primary  winding  in  order  to 
eftoje  induced  current  of  a  high  tension, 
to  flow  in  the  secondary  winding  as  pre- 
viously  explained. 

In  the  open  circuit  principle  the  contact 
must  first  bo  made  before  the  current  flow 
can  be  Interrupted.  This  is  made  very  rap- 
idly; quicker  than  the  eye  can  detect. 

In  the  closed  circuit  principle  the  current 
la  flowing  in  the  primary  and  ia  broken  or 
Interrupted  by  the  contact  po^ts  being  sep- 
arated by  the  cam;  which  runs  at  cam  shaft 
•peed. 

•The  closed  circuit  advocates,  cla^  the 
idvazitage  of  perfect  synchronism^  due  to 
elimination  of  **  electrical  and  mechanical 
lagi"  whereaa  the  open  circuit  advocates 
daim  economy. 

Electrical  lag  means  that  the  spark  will 
not  occur  in  the  same  position  as  regards 
piston  travel  st  any  and  all  engine  speeds^ 
with  a  very  high  speed  the  piston  might 
have  a  tendency  to  travel  past  the  point  of 
ignition,  before  the  open  circuit  timer  made 
and  opened  contact,  whereas  with  the  closed 
circuit  principle  it  merely  opona  the  con- 
tact. 

W1itl«  aU  Uf  factori  deal  wftli  time  in  leconda 
Iheir  elfert  on  lh«  eneiue  is  the  number  of  de^eci 
tbey  cftuie  the  vpftrk  to  orcur  oGT  the  point  it 
•houlfi.  CooAeQQeDtly  m  time  factor  of  only  onc" 
tboi]»*ndtb  of  »  second  meane  oqI;  m  v»riaitioii  of 
3  dffr*vti  at  J^OO  r,  p.  m.  yet  means  12  degre^a  at 
SOOO  r.  p.  m.  and  16  de^eea  at  3000  r.  p.  m. 

Mechanical  lag  is  eliminated  much  for 
the  same  reason  and  the  quicker  and  alm- 
plfT  the  mechanism  to  "interrupt**  the  flow 
ta  the  primary  the  quicker  the  spark. 


Circuit  Principle. 

Por  this  reason  some  of  the  systems  have 
been  additionaUy  Improved  by  adding  an 
automatic  advance  of  the  spark,  by  a  gov- 
ernor arrangement  placed  in  the  timer  hous- 
ing, so  that  the  timer  shaft  will  advance 
with  the  speed  of  the  engine  and  cause  the 
spark  to  occur  as  near  the  proper  time  as 
possible  (see  page  248). 

Referring  to  fig.  S,  we  have  then  a  simpli- 
fied explanation  of  the  closed  circuit  prin- 
ciple— note  the  interrupter  (D).  At  a 
glance  it  appears  to  resemble  a  magneto  in- 
terrupter or  contact  breaker  arrangement — 
and  it  is  very  similar,  although  a  magneto 
with  its  ^* alternating"  current  is  not  used 
to  supply  the  electric  current,  but  instead, 
a  ** direct*'  current  is  used  from  the  bat- 
tery or  generator.  Yet  the  same  princi- 
ple; Interruption  of  the  current  flowing 
through  the  primary  winding  of  the  coil  ia 
exactly    the    same. 

For  inatance,  the  flow  of  carrenl  ttirough  the 
primary  wladlag  of  the  coil  ie  auddeuly  ''inter- 
rupted  hy  the  cam  rftiHiag  the  iciterrupteT  arm 
(B>  from  contact  (A);  the  current  i*  diverted  to 
the  condenaer  (not  ahowa  here^  but  a  part  of  all 
cuLIh,  BCtf  fig.  6,  page  223),  wlikh  ii  charged  to  a 
frtirly  liigh  voltage  and  which  then  diichargei 
through  the  inductance  of  the  primary  winding  of 
il^e  coil ;  causing  a  rapid  deraagnettxalion  of  the 
iron  core  of  the  eaU  that  " Induces"  the  hi^h  ten- 
eion  curreni  in  the  aecoadary  winding.  Thu  high 
tenaion  current  ia  then  carri(^d  from  the  "dietriba- 
tor**    to  tho   ipark   plugs. 

The  syitem  In  flg.  3,  hu  been  improved  hj  h*T- 
ing  a  cam  (D)  Tith  the  aame  nnmheT  of  projeC' 
tloua  aa  there  ore  cylliidera,  thereby  readeriag  it 
pi>»aible  to  operate  the  '  'distrgbutor  and  timer  or 
interrupter/'  at  the  aame  speed — see  pagea  878 
and   377, 

The  open  circuit  principle  la  carried  out 
ill  fig.  2,  and  is  very  much  the  eame,  al- 
though the  circuit  is  open  at  all  times  ex- 
cept when  arm  (B)  is  in  contact  with  (T)j 
the  spark  really  occurs  just  at  the  instant 
that  timer  cou tacts  are  opened,  that  is,  the 
contact  is  **made*'  and  * 'opened*'  andden- 
ly»  meaniag  practically  the  same  principle 
as  in  fig.  3,  where  the  circuit  is  closed  un- 
til opened  by  interrupter.  There  are  aa 
many  notches  (N)  in  cam  (T)  as  there  are 
cylinders. 

Therefore  summing  up  the  three  diatrlbu- 
tor  systema  of  the  battery  a^d  coll  system 
of  Ignition,  we  find  that  tho  old  style  '* com- 
mutator''  system^  fig.  1,  has  been  discarded 
and  the  two  sy stems  in  general  use  are  As 
per  figs.  2  and  S. 

The  disadvantage  of  the  ^'commmtator** 
system,  fig.  1,  is  due  to  the  use  of  a  **  vi- 
brator'- coil.     See  instruction  2§. 

Another  point  to  bear  In  mind  is  that 
both  the  open  and  closed  circuit  syatama 
give  a  ** single**  spark,  whereas  the  commu 
tator  type  gives  a  **  succession  * '  of  sparks, 
(see   page    250.) 

Another  point  to  remember  is  that  a  coll 
without  a  vibrator  is  used  on  both  the 
"open"  and  ** closed**  circuit  battery  and 
coll  system  of  ignition— for  previously 
stated  a  vibrator  is  not  necessary  with  A 
single  spark  timer. 


I mi\ 


*Al«e  claim  that  it  allows  the  mazimaiD  amoutit  of    ecmtact  which  periQiti  complete  aaturatioa  of  «iiil 

at   high   engine   spredit — and   no  douht  is  a  rensonable  claim. 
TPace  243  shows  a  typicAl  open  crrcnit  type.    Page  ZS4  a  popular  closed  circuit  type  aystem.     8«^  *\«i 

pAgM   378  and   377*      ••We   do  not   adht^rii  to   ihis   rule  throughotit  this   booV  aa  VVie  "wot^  \vm<!.t   \% 

•ft«ii  metitianed   when  it  ia  a  filoted  clronit  tyve. 


J 


VSTRrcnuN  NUMBER  NINETEEN. 


242  DYKE'S  IN^^  . 

INS 

MODERN    BATTER 
The  Timer  and. 
Delco,  AtwaitT 
house,  Battery  ;;ur^ 
and    Direct  C-  J" 
Supply.    Depp^V. 

tThe  - 


<itf0i/f>f»  TO  Fmmnm. 


tad  41itribiitor   for   a 

\mk  »s4  batl«rT '  *  af atmn.     Note 

««i7tfr«iv    at    different    speeds. 

L>i^    caiB    ilikft    but    turns    1% 

"^  ^smbuior  bnmb    (R)    makes   one 

—  '-    nsiag 


I  L       ^^  ^AfA.      Tb*i    i»    tlUfl    to 

1 L^ . 


a 


f,Mtf^G  f^AtlH  C 


liagnato    Type 
"Interrapter." 

A  first  fiance  at  the  intermptar 
and  distributor,  in  As.  4,  tbe 
reader  woald  think  this  a  "maff- 
neto*'  system  and  that  ia  the 
reason  for  illustrating  it.  To 
show  the  reader  the  simplieitji 
and  to  bring  out  the  difference 
between  the  "timer**  fig.  2,  and 
"interrupter**  system,  fig.  8. 
page  242. 

The   contact   breaker   or   inter- 
rupter  and    distributor    in   fig.   4 
are    of    the    magneto    type    and 
the    principle    is    practically    the 
same    as    a     magneto,     but    the 
"source**    of    electric    supply    is 
not  "alternating**  current  taken 
from  a  magneto,  but  is  "direct" 
current,  taken  from  a  storage  ba^ 
tery  or   "direct**    current   gener    | 
ator    if    engine    is    ninning    fast 
enough  for  the  generator  to  over- 
come the  battery  Toltage  and  re- 
charge  the   battery   as   explained 
on  page  837. 
Here  we  baTe  practically   the   same  principle 
as  explained  in  fig.  2,  page  242.  except  that  the 
circuit  is  closed  until    "interrupted**   by  move- 
ment of  cam.     Whereas  in  fig.  2.  the  circuit  ii 
open  until   contact  points   are   closed   by  move- 
ment of  timer. 

Zf  we  applied  this  system,  fig.  4,  this  page,  to 
a  four  cylinder  engine,  it  would  be  neccessary 
to  roToWe  the  cam  (D)  twice,  during  two  revo- 
lutlona  of  the  crank  shaft,  or  the  same  speed 
as  crank  shaft,  therefore  the  distributor  would 
revoWe  but  once,  during  two  revolutions  of 
the  crank  shaft.  Therefore  the  distributor 
would  be  geared  to  run  half  the  speed  of  cam. 


two 


It   4Hf«ii    by    *E**r    "31 

iutAl   wtittfl    V^^^    from 

^4  «e  the  Stucltfbiiker 

^   (9,1    IntemiptPt'   earn 

ifitodfbaleer  fenerator 

lU^  ibd  igplufiii  is  aa 

Lifr      fn.tt?ft     8*8i 

3fi0.   312. 


We  could  use  a  cam  with  four  lobes  instead 
of  two,  and  run 'it  at  one  half  the  speed  of  the 
crank  shaft,  causing  it  to  revolve  once  to  two 
revolutions  of  the  crank  shaft;  then  the  dis- 
tributor and  timer  would  revolve  at  the  same 
speed,  or   %   the  speed  of  the  crank  shaft. 

Six  cylinder  engine:     Because  there  are  but 
two   lobea   or   projections    on    the   cam    (D),    in  ; 
fig.   4,    and   because   it   opens   the   circuit    twice  | 
during    one    revolution    of    the    cam.    we    would  | 
obtain   two  sparks  during  one  revolution.     If  a  | 
tlx   cytlnder   cugine,    we   would   nerd    3   sparks   to   one   revolution    of  ; 
erank  thftft,  or  six  sparks  to  two  revolutions,  therefore  the  cam  (D) 
ibQAl  tiira  1%   times  to  one  turn  of  crank  shaft. 

Tho  distributor,  howevor,  would  torn  bat  1  time  to  two  revolutions 
of  crank  shaft,  therefore  it  would  have  to  be  geared  to  run  H  the 
ipeed  of  the  crank  shaft,  or  1  turn  to  two  of  the  crank,  bocsuse  the 
bmah  (R)  mast  make  6  contacts  during  its  one  revolution. 

▲  simpler  plan,  would  be,  to  use  a  cam  with  6  projections  or  lobes. 
Inateao  of  two  projections,  as  shown  in  fig.  2,  page  246.  This  cam. 
with  0  projectiona  would  then  run  at  the  same  speed,  as  distributor. 
or  one  revolution  to  two  of  the  crank  shaft.  The  Stndebaker  and 
Beo,  use  a  lyatem  of  this  principle,  which  is  the  Remy  system. 

The  coil  is  a  single  **non-vibrating"  type  mounted  above  the  start 
Ing  motor  and  to  the  side  of  the  dintributor  and  interrupter.  The 
primary  earrent  ia  taken  from  the  battery  or  generator,  through  in- 
terrapter,  thence  primary  winding  of  coil.  It  is  there  transformed 
into  a  high  preeaare  and  carried  from  secondary  winding  to  the  dis- 
tributor arm   (R)  and  distributed  to  the  rpark  plugK. 


jUfmrn  iTf""  Interxnitar  m  applitd  to  the  Modem  Battery  and  Ool] 
^    (8ee  P*ff*  ^^ — ^^^^  Studebaker  system.) 


Faitg  of  a  Modem  Battery  and  Coil  SyBtem  of  IgnitioiL 
Th«  parts  of  tMs  STStem  eonalst  of  distributor,  timer,  ignltioii  coll,  sparlE  pluga  and 
itorage  battery — see  page  264  for  Connecticut,  page  248  At  water  Kent,  Dolco  127  and  377. 
Tba  diatdbiitor  la  uaaally  placed  otdt  the  timer.     First  note  the  timer  shaft  wkich  ia 
driven  from  the  cam  ihaft,  usually  by  a  spiral  tooth  jc^ear  and  at  cam  shaft  speed, 

ttTbtt  dlKtrlbtttor  bmsh  it 


in  Halt  Mn««.  I«  tfi* 
•»c«ndl»ry;  th«  In. 
n«reifcuJt,  in  h«iw]r 
lln«t  I*  th« 
•nary  circttit 


coaoocted  to  upjuer  end  of 
Ihli  fthftft  and  aa  it  reVoWei. 
uiftkea  COR  tart  with  the 
^park  plug  terminals.  Kot« 
center  contacl  on  rear  of 
bruih,  connecting  with  tee- 
ondary  of  eoli. 

Timer. 

The  timer  Ia  that  put. 
containing  tbe  intermpier 
or  cont&cl  breaker  mectLaji- 
lim  and  Ia  placed  below 
Uie  distributor.  This  mac li- 
aniem  itmt^ly  makea  mad 
tben  breaka  the  flow  of 
current  in  the  primarjr  cir- 
cuit it  open  circuit  tfpe, 
and  opens  tbe  circuit  it 
doted    circuit   t^po. 

Tbe   Coll. 

It  the  tame  principle  of 
higli  tention  coil  aa  de- 
aeribed  00  page  220,  but 
witlioui  a  vibrator,  Tbe 
condenter  caii  be  bailt  in  or 
on  th&  coil  but  it  now  often 
placed  on  tbe  timer  (t«i» 
page  252).  The  coil  can  bt 
mounted  on  the  datb.  tep- 
arate  from  the  dittrtbutor 
and  timer  or  adjacent  to  It^ 


Hi^b    |>6»i«B    roil     *ilh<ntt    vtbt*l^r 


'contact  break* 


Tbe  Condenser. 

For  deacription  of  condenser  and  it«  purpoa» 
isee   Paget    22B    anJ    378. 

tTo  test  condenter:  remove  the  dittributor  head 
and  ha%e  some  one  crank  engine.  Notice  if  there 
i&  excaaslTa  aparking  at  the  timer  contact  points,  if 
so,  then  coudcnaer  it  defective.  A,  tUght  tpark,  bow- 
evt^r,  will  aometlmefl  be  ebsorred  with  i  ^ood  can 
d  enter. 

Testing  coll:  The  mechanic  thould  familiarise 
himtelf  with  the  tpark  obtained  bj  removing  tbe 
wire  from  one  of  the  plugs  and  letting  the  tpark 
jump  to  tbe  engine  (not  to  the  tpark  plug).  A 
rood  coil  will  produce  a  tpark  with  a  maximum 
lamp  of  at  least  V^  incb.  provided  other  conditioni 
are  normal.      8ie  pngps  236,  253,  418  and  978. 

♦♦Timer  Coatacta, 
The  timer  contacts  are  called  ** interrupters''  or 
era^'  and  are  shown  on  pages  252  and  378. 

Tbe  timer  contacts  sliown  at  D  and  C  (fig.  1),  are  two  of  tbe  most 
important  points.  Tbej  are  tungsten  metal,  which  is  extremely  bard 
and  requires  a  very  high  temperature  to  melt.  Under  normal  condi- 
tions they  wear  or  burn  very  sMglitly  and  will  very  seldom  require 
attention  but  in  the  event  of  abnormal  voltage,  such  as  would  be  ob- 
tained by  numing  wltb  tbe  battery  removed  (on  generator  alone);  or 
with  the  ignition  ^resistance  unit  shorted  out,  or  with  a  defective 
i condenser,  these  contacts  burn  very  rapidly  and  in  a  short  time  will 
cause  missing. 

These  contacts  sbonld  be  so  adjusted  that  when  the  fibre  block  B  is 
on  top  of  one  of  tbe  lobes  of  the  cam  the  contacts  are  opened  the 
thickness  of  the  gauge  on  the  distributor  wrench  (usually  furnished 
by  the  manufacturer.) — see  page  378. 

Adjust  contacts  by  turning  contact  screw  C  and  lock  with  nnt  N, 
The  contacts  should  be  dressed  with  fine  emery  cloth  so  that  they  meet 
squarely  across  the  entire  face — see  pages  377  and  378* 

J^JJ^  ^^*^  ^^^-^Ijf^  Eef erring   to   lUustratlon    flg.    2;— shaft    which    drives   distributor 

dIMcfbiiUir    and    top  rotor  and  timer.     High  tension  current  passes  from  distributor  brush 

view  •!  timer.   Timer  (K)    to   spark   plug   terminals,     A^ — is   screw   for   setting   position    of 

toamnied under dit^  timer  t-am.     Note  automatic  weights  or  governor  which  automatically 

iTT.   S7S  and   isS*)  advances  the  spark.     Fig.  5  is  not  automatic.     See  page  377. 

•^C»  l«t  tlie  ttmer«  tee  pagea  250  to  358.  81S,  &17«  300.  377,  37S.  *8ea  foot  note  bottom  page  240, 
a&d  page  S7B.  tA  defective  condenter  auch  as  will  cause  contact  trouble  will  cauie  lerioui  miating 
of   the   ignition.     See   also   page    803,    teating   a    magneto  condenser. 

ffTba  *'g&p-t7pa**   distributor  Is  one  used  In  flf.  5,  because  contact  U  not  actually  ma4«.  \)»\l\.  V<»&,\t%  vtt 
tpark   plug  iHrraJnalt.      (see  also  page  247.)     A.  brush  type  dittrlbiitOT  is  &«  pet  **B<sac>v;*  ^j^^*  *^^'^^ 


MODERN  BATTERY  AND  COIL  IGNITION  SYSTEMS. 


247 


Circuit  Ignition  System. 


Tlie  Atwater-Kent  Open 
As  an  example  of  a  modem  battery  and  coil 
system  of  ignition,  we  will  use  the  Atwater- 
Kent  open-circuit  system.  (This  concern  also 
manufactures  a  closed-circuit  system,  as  illus- 
trated on  page  249,  250,  252). 

Parts:  Consist  of:  (1)  the  distributor  and 
timer,  which  is  called  the  Unisparker;  (2)  the 
coil,  which  consists  of  a  simple  primary  and 
secondary  winding,  sealed  in  an  insulated  cylin- 
der. The  coil  has  no  vibrators,  contacts,  or 
other  moving  parts;  (3)  the  depolarizer  switch; 
(4)  the  automatic  spark  advance. 

Tbe  function  of  the  Atwater-Kent  system 
is  to  produce  a  single  hot  spark  for  each  power- 
impulse  of  the  engine,  accurately  timed  to  occur 
at  the  right  instant  to  produce  the  greatest  pos- 
sible power  and  efficiency.     (See  page  250). 

The  timer  shaft  is  a  %  inch  shaft,  driven 
housing;  as  shown  in  fig.  2,  page  248. 

The  timer  shaft  is  a   %  inch  shaft,  driven 

usually    from    the    cam- 
shaft and  at  cam-shaft 

speed.     It  is  also  quite 

often    mounted    on    the 

generator     and     driven 

from  it,  as  shown  in  fig. 

8,  page  246.     It  should 

always    be    installed    in 

the   coolest   location 

available. 
The  contact  points  in  the  timer  do  not  tonch 
except  during  the  brief  instant  of  the  spark. 
The  ignition  circuit  is  therefore  normally  open 
and  no  current  flows,  even  though  the  ignition 
switch  be  left  '* closed."  This  dispenses  with 
the  use  of  a  resistance  unit,  or  thermostat  as 
described  on  page  250,  246  and  254. 

The  operation  of  the  timer.  This  consists  of 
a  pair  of  contact  points,  normally  open,  which 
are  connected  in  series  with  a  battery  and  the 
primary  circuit  of  a  simple  non-vibrating  induc- 
tion coil. 

A  hardened  steel  latch,  against  which  the 
tri^jror  strikes  on  its  recoil  and  which  in  turn 
operates  the  contact  points,  completes  the  device, 
5*»c  figures  1,  2,  3  and  4. 

The  distributor  forms  the  upper  part  of  the 
Unisparker,  the  high  tension  current  from  the 
coil  is  conveyed  by  the  rotating  distributor  block 
arm  (DA),  fig.  2,  chart  117,  thence  to  the  spark 
plugs  in  their  proper  order  of  firing. 

Gap  t3rpe  distributor;  the  distributor  arm 
(T>A)  does  not  touch  contacts  above  it,  but 
passes  close  to  them  (gap  l/50th  in.)  as  it  re- 
volves and  the  high  tension  current  jumps  the 
slight  gap,  therefore  termed  a  ''gap-type*'  dis- 
tributor. 

Figures  1,  2,  3  and  4  show  the  operation  of 
the  Atwater-Kent  open  circuit  timer  clearly.  It 
will  be  noted  that  in  fig.  1  the  lifter  is  being 
pulled  forward  by  the  notched  shaft.  When 
pulled  forward  as  far  as  the  shaft  will  carry  it 
(fig.  2),  the  lifter  is  suddenly  pulled  back  by 
the  recoil  of  the  lifter  spring.  In  returning,  it 
strikes  against  the  latch,  throwing  this  against 
the  contact  spring  and  closing  the  contact  for 
a   very   brief  instant — far  too   quickly  for  the 

«Do  not  think  that  these  parti  do  not  work  properly  because  you  cannot  see  their  movement.  The  contact 
maker  of  the  Unisparker  may  be  likened  to  a  watch,  which,  because  of  the  small  size  and  extreme  accuracy  and 
hardness  of  its  moving  ptrts.  is  subject  to  very  little  wear.  Don*t  change  tension  of  spring  or  alter  parts.  There 
are  as  Buuiy  notches  (lig.  1)  In  the  timer  shaft,  as  there  are  cylinders,  and  as  many  leads  from  the  distributor 
to  spark  plugs,  as  there  are  cylinders.  See  lower  illustrations,  page  248,  for  parts  of  the  AK  open-citcwvl  V\«v« 
distributor. 


eye  to  follow  the  movement  (fig.  3).**  Note 
that  the  circuit  is  closed  only  during  the  instant 
of  the  spark. 

Fig.  4.  Shows  the  lifter  ready  to  be  pulled 
forward  by  the  next  notch. 

Adjusting  AK  Open-Circuit  Timer. 

Adjustment  of  gap  between  contact-points  should 
be  .010",  when  lifter  (fig.  1,  above)  is  in  the  notch. 
This  adjustment  can  be  made  by  placing  more  or  less 
thin  shim  washers  (see  W  fig.  8,  page  248)  on  contact 
screw. 

When  taking  up  this  distance  between  points,  due 
from  natural  wear,  remove  both  screws  and  dress  with 
a  very  fine  file,  then  replace  and  shim  up  to  .010". 
The  points  are  made  of  tungsten  steel  which  is  very 
hard. 

Remember  that  when  points  are  working  properly, 
small  particles  of  tnngsten  will  be  carried  from  one 
point  to  the  other,  forming  a  roughness  and  dark  gray 
color,  this  however  does  not  in  any  way  affect  the 
working  of  the  points  as  the  rough  surfaces  fit  each 
other  perfectly.     Spark  plug  gap  should  be  .025". 

The  Condenser. 

The  condenser  instead  of  being  in  the  coil,  is 
located  on  the  timer  of  both  the  open-circuit 
type,  fig.  6,  and  on  the  closed-circuit  type,  fig.  4 
and  5  and  fig.  1,  page  249.  Note  the  circuit  on 
page  249.  The  condenser  is  arranged  so  that 
it  short-circuits  across  the  timer  contact-points 
for  reasons  stated  on  page  228. 

To  explain  how  the  condenser  is  connected, 
see  fig.  4,  this  is  the  metal  cover  which  is  placed 
over  condenser  to  protect  it  and  also  to  which  is 
attached    the   insulated   contact-point   of   timer. 


Fig.  6.  C  is  condenser 
cover  o  n  open-circuit 
timer.  Fig.  4,  cover  of 
closed-circuit  timer. 

This  condenser  cover  is  insulated  from  base  of 
the  timer  by  screws  5  and  6  which  have  insu- 
lated washers  on  them. 

— Continued   on    page  249. 


J 


w^.   » 


rouail       je 
j.iC     uaepeuii 


Atwater-Kent. 
dutxidutor     «£d     

d^.    J.    i:    conauu 

T.:^     Ltd     cocfiact 

:uai-;r.   "      which 

xiijr*      Ari-roprUte. 

:.:.•    tiin-r    fhaft. 

tA':h.  other. 

aj*r»ced    in 


XLi\i     •^.i>l;k«aelL    on    pftf« 


ftnd  7. 
i«*r  th« 
I  govr- 
the 


s(i[irr     lu; 


lU.-  >- 


i[ 


ft.   Kurw-L     Srw   ?o«-:un     ii      nu     -1 

n  :z  i.jir.i -:*4  :il«  curr»Mi£  o  :: 
~  -J..  -  ^rtr-i^-ti^e  iriag  oni-r  ji"  '..  .. 
r^  ',.  "a.-*  fiAf:.  The  diitribnior  ar-n 
*  7.u«Mn  li*  fcj?fc  tension  curr-nr  ro 
1-  «4-*f  are  re4«i«<*  P**"  ri?v.ji'i:.un. 
^■i  .*  i>:nl.'alor  poinii  ar<  *pu..'-:  .  .  -■  - 
...  *  »r--=vl  coil  with  ■  Mcon  ury  A:ii  4  ;  r  -.i 
'  1-.*.-  '  *  ij1i»).  tfommj  from  t:ie  baicry  j.-  ^ 
"  ,  '.•  -  ■•*=pnj  iwiich  throuj^h  t:-i:-?r  .■i;l.:.i.>. 
:  .  t^;  :-:«u  »i  the  proper  tim^  l.y  •.:  -  -■^: 
:  ■-  -vu-:  »ith  nctchei  (N.  «?■  2  «1:  .l;  n.-  ;. 
"   ■•    ■•        Q      which  »re  intuUted  from  ea^•^   —  • 


■T'll 


-.=:-fr    shaft 

k-L    \i  :^    with 

i'3T«raor. 

^■i-  -T-ior  fta- 

!i  til''  time 
1  }{  j-'vemor 
::i:t  a  :  at 
I'lr  irm  .  Gl) 
Ujrks  ii2i.>wn 

■••■.i^      <:t    in 

•-     is     P-'J-intid 

'"T  !.V  ■■    With 

:!:».•>     of    the 

h:\   uoteheft 


:»-a 


■y  winding. 
>u^rator    is 

wli«*ro  the 
:    arm    '  D) 

':atoh  (E). 
CO  come 


-  .      -iy^-c  th*  priioarr  circuit  m  t;.'   .0  i       1  ■.  e   oau<es  a 
"^  ./*-   «l   UP  in  the  ipronddry   wiiid:::*:  o!   hitfj:    voltage. 

-       *    .   -#  •I'tn  distrihutird  lo  the  spark    ;.'jc«   \:    iho   dis- 
-"  ..  ^-Ti"  Vr*  «»«  no*  used— iee  page  I'll*  ) 

"-  J^t^^»M  (N)    In  the  timer  shaft  as  there  are  cylln- 
'     "J  t^:'^J'^^^^i^^*^^^^*'^  »•'"«•  "  *'-"   ""   oyhnd.T.. 

Polarity  Switch. 

-*^    --T,-i  If  jswadad  to  prerent  the  points  on  (B  and  C)  from 

-..*.-^  ■•^V\.?Lf     ••nirfrf   current  is  u«cd   whuh    ba^    a    t.nd 

^    «-.-:    aac  f*:^"-     j„j^^   whereas  an   alternating  current   i«    much 

"■    '    ■  .     *  Tierifore  to  alternate  the  flow  of  curn^ni  from   N   to 

.    .     X   ir'  ;^ii*:i:Ve  10  negative  and  negative  to  positiTe— is  thv  prin- 

•   ''    '   *w::rh.  .^    ^^^    with    all    battery    systems. 

*"     '    f.^n   one   direction   has   a  tendency    to   deposit    the 

•    '    *    ■      ;  T„  iVother— but   by  changing  this   flow   of   onrrvnt 

■'■.'.  ''/..ofil^i"  be  Ptit  b*«^k  to  the  other  point  again.     This 

-  •.-      ... iro-i'jai.ng.  .witch-     D  is  now  flowing  negative.   A 

U..    .-•-.■'r  •••  «'«,'?l;ri',;T?JS    one  q»"«"    «»"•    «''•»■«"•    "' 

"  ^  -.r^"»f°"  """'*»  •"■'  '■•' '  ""*'■'"■»■  •"  '""'■ """" 

V-  .'v-Tenslon  CoU  and  B»tt«y  Opi-Circalt  IgniUon  System 


MODERN  BATTERY  AND  COIL  IGNITION  SYSTEMS. 


HEOttl tuned  from  p«(e  247, 
^  Note  tlie  termiAjOs  A  and  B  of  condenser, 
IK.  ^.  Terminal  (A)  is  jj^toujiiIpcI  to  base  (C) 
€ff  timer  below  it^  then  insulated  washer  (3)  is 
(>lAcod  over  (A),  Tlie  other  terminal  (Bj/has 
an  ifisulnted  washer  (1)  under  it  to  insulate 
lerniinal  (B)  from  base.  Cov^er  (4)  is  then 
placed  over  condenser  and  terminal  (B)  makes 
contact  with  cover.  We  then  have  one  terminal 
(A)  of  condenser  grounded  to  base  (C)  and  other 
iHi-minal  (B)  coaneeted  with  cover  (4)  wMch 
is  insulated  from  basa.  The  circuit  would  then 
be  as  shown  in  fig.   1,  page  249. 

It  Is  fl«I4om  n^cesB&ry  to  removo  condenser,  but  if 
tffnlUoa  falls  In  c&bo  timer  sbouJd  becotue  water  Bomked, 
fwl  of  coil,  with  Bwitch  on.  it  gboi^iUl  «how  sornc  he«t 
fT<*m  *iirr*nt  t»^BBinff  tKrougb  reaigUnre  unit  in  coll, 
rou  wll!  then  know  curri^nt  ia  paBnlng:  tbrotigh  the 
*oil  ftllrffht,  therefore  open  iwiteh.  Then  r^-move  di*- 
tribator  cover  and  con  denier  cover  and  clean  all  con- 
tacta  and  screws  and  replace  condenser  cVver,  also 
wip«  water  from  thft  otIiPT  pnrts  and  wires,  Tlie 
Icnitiiiii  max  mXmo  fall  by  theae  screws  coming  loose, 
however,  this  rehkim  happens  but  if  if^nition  falls, 
yet  you  know  (be  current  is  passine  through  the  coil 
and  no  spark  can  be  obtained,  then  this  raight  be 
inTe»t  lira  ted. 

OtL  UBe  Wsht  n>n chine  oil  at  points  shown  by 
tinea   on  open  ci rent t   timer,    fig.   6.   pare  247. 

Testing. 

If  cngtoe  mlSfes  without  regard  to  aposd,  test  rach 
rjriinder  separately  by  nbort-circuitin;?  the  ping  with  n 
»e»«w  driver,  alloivine  «  fpark  to  jump.  Tf  all  cylinder* 
produce  a  good,  reffnlar  spark,  the  troabte  is  not  witli 
tine   ignition. 

If  say  one  cylinder  sparks  regularly,  this  will  \n- 
dicste  that  the  syi^tpm  is  in  wnrkincr  order  ao  far  ss 
the  Unliparker  and  cod  are  concerned*  and  the  trotibte 
is  probably  In  the  high-teneion  wiring  between  tbo 
distributor  and  pltigs  or  in  the  plugs  them  selves  Kx- 
aniao  carofully  the  pings  and  wiring.  Leaky  secondary 
wiring  ia  frequently  tbo  rause  of  misBlnjr  nnd  bnrk- 
ftring. 

rtMinently,  when  hlgh-tenalon  wires  are  ntn  from 
tho  dlatrlliQtor  to  the  spark  plugs  thi'ough  metal  or 
tbro  toblng,  trouble  is  experienced:  with  missing  and 
teark'flring.  which  Is  dae  to  Induction  hetween  Ui* 
vmiloQS  wires  in  the  tube.  This  trouble  is  especially 
I  lilrely  to  tiappen  if  the  main  secondary  wire  from  the 
roil  to  the  center  of  the  distributor  runs  throngh  tbU 
tube  with   the   spark  plug   wires. 

Wliereirer  poaalble.  the  dlstrllimtOT  wires  shoald 
¥«  B«iiarated  by  at  leaat  Vi  lach  of  space  and  should 
bo  anpported  by  brackets  or  insulators  rather  than  run 
tlinrorta  a  tube  In  no  case  ihonld  the  main  dlstribn- 
tor  Wire  be  mn  through  a  conduit  with  the  other  wires. 

If  Irrafiilar  sparking  is  noted  at  aO  plugs,  e:c- 
I  amine  first  the  battery  and  ronneciions  therefrom. 
If  the  trouble  commences  niirbli^nly,  it  in  probably 
dao  to  A  loose  connection  in  the  wiring.  Tf  grad- 
oaTly.    the    batterie*    may    be    weakening    or    the    con- 


tact   noints   may    require   atteoiion.      See   that  contact! 
are   clean   and   bright,  and  also   that   the   moving   par 
«re  not  ^umired  with  oil  or  rusted. 

Wiring. 

The  wiring  of  the  AK  open-circuit  Hjrstem 
shown  on   ptx^e  248. 


Prim*n' 


C°"    PI 


Rotor  Sets  on 
fop  of  CAcm}>«ft 

Grounded  eo  Bu« 
IftHiUted  Contact  ^ 
Potm  Cbftnect» 
With  imulatfd 
Cbndenler  Cove 
luulitcd  Scrt^  t^ 

CoadenKT  Covo^ 


Vent  (m  heat  from  the 
yiatu^  ftciuuner 

COIL 


»1V4  V/'" ..»«*Jw* 


SPAJUC  i 
PlUC 


Ground 


TIMER 


t«S 


Fig  I 


'  BAT- 
^^T£RV. 

-i  OntTrrxn- 

Battery 
^     Grounded 

4Sg 

^  ^^  One  TcttH' 
inxl  of 
Timer 
Grounded 


Ban  oT  Tuner 


|lnuilst0d 
fCvn 

|«ru»er  LVder 
G^ver,  End  A 
Grouiidedi  Ejd 
B  IhauUiai 


The  wiring  of  tlie  AK  closed-circuit  system, 
which  ia  the  model  €0,  is  shown  above,  also 
page  2')2  and  explained  on  page  250, 

Tig.  1.  Circuit  of  tlie  AS  clOBed'Clrciilt  timer.  Not* 
one  wire  frimi  timer  and  one  wire  from  battery  la 
grounded,  therefore  it  is  a  "single-wire**  system. 
The  open  or  closed-circuit  system  conld  u«e  either 
a    ' •single"    or  "two-wire"    lystem. 

To  traco  prtznary  clrcttit,  start  at  twitch,  follow 
black  line  to  Insulated  terminal  (4),  then  lo  insulated 
contact  point  through  grounded  contact  point  to 
grounded  terminal,  to  ground  (T)  to  ground  on  battery 
(B).  (Note  condenser  connects  across  ihe  contact 
f  (tointa). 

To  trace  secondary  circuit  start  at  Si,  thence  to 
distributor  rotor,  through  spark  plug  to  ground  (8f) 
through  primary  wire  to  {82>  where  secondary  la 
irronnrTed   to  primary  wire  In  the  coil. 


^Explanation  of  the  Automatic  Advance  of  Spark, 


♦♦Oovemor:      The    T>Ldcci   and    Atwater  Kent 

L^*#tem5   employ   a   mechanical   governor   for  ad- 

rvancing  the  spark   when   the  engine   is  speeded, 

A  governor  of  the  centrifugal  type  is  employed 

on  both   systems,   but   of  sliphtly  different   con- 

itnietion.     The   purpose    of   the    governor    is    to 

cause   the    timer   notched    shaft   to   turn    in   the 

direction    of    rotation,    ciuislnpf    the    contact    to 

make  and  break   earlier  as  the  speed   increases. 

For  instance:  refer  to  f\^,  6.  page  248.     As- 

Lsuroe  engine  ia  running  slow  and  governor  is  in 

[retarded   position.     Xote   position   of  notch   (A) 

top  of  timer  shaft.     If  enjjine  is  spee<!ed  up, 

governor  weights  (GW)  fly  outward,  causing 

nor  shaft  to  turn  further  advance  in  direction 

rotation — it  is  clear  to  see  that  the  contact 

ronld    be    made    sooner    at    D    and    E    (fitr.    3>. 

[The   top   of   limcr  abaft   Is   driven   through    the 

governor  arm — see  fig.  2. 

•Tho  &dv»cee  and  retard  of  spark  is  explained  under  1 
**Afwator-Eont  supplies  the  Unisparker  uiib  or  without 
aecondary  wire. 


In  addition  to  the  govenior  advauce^ — the 
distributor  honaiiig  can  also  be  advanced  by 
hand,  the  two  working  indepc^ndent  of  each  other 
(sec  ftg.  3),  L  is  connected  with  spark  lever  on 
the  steering  wheel. 

The  manual  or  hand  control  is  for  the  pur- 
pose of  securing  the  proper  ignition  control  for 
carburetor  adjusting,  slow  idling,  retard  for 
starting  and  variable  conditions  which  cannot  be 
held  constant. 

The  automatic  spark  control  is  for  the  pnrposd 
of  securing  the  proper  control  due  to  variations 
in  speed  alone,  and  all  that  ia  required  for  nor- 
mal  driving  is  to  secure  the  proper  spark  con- 
trol for  slow  driving  from  10  to  15  miles  per 
hoar  (set  the  spark  lever  about  %  advanced) 
and  tho  automatic  feature  will  give  the  proper 

gnition   Timing — pages  305  and  807. 
governor.      tUse     /<''    outside    dia.    of    Insulation     for 


MODERN  BATTERY  AND  COIL  IGNITION  SYSTEMS. 


251 


**The  Bemy  Ignition  System. 


The  Bemy  ignition  system  consists  of  the 
combined  timer-distributor  unit,  a  coil  and 
the  switch  (see  chart  118).  The  system 
operates  on  thn  closed-circuit  principle,  and 
is  distinguished  by  the  fact  that  it  has  but 
two  moving  parts — the  cam  and  the  breaker 
arm.  The  system  is  made  for  four-,  six-  and 
eight-cylinder   engines. 

In  operation,  the  rotation  of  the  cam  C 
brings,  its  comers  in  contact  with  a  fibre 
plug  which  is  riveted  to  the  breaker  arm. 
The  arm  thus  is  lifted,  separating  the  con- 
tacts. Inasmuch  as  the  moving  parts  are 
▼ery  light  and  a  considerable  period  is  al- 
lowed for  the  saturation  of  the  primary 
winding  in  the  coil,  both  mechanical  and 
electrical  lag  are  practically   eliminated. 

Only  hand  advance  of  the  breaker  mech- 
anism is  provided. 

Whole  mechanism  stationary:  Another 
feature  of  the  Bemy  unit  is  that  the  whole 
mechanism  is  stationary.  Advancing  or  re- 
tarding the  spark  does  not  move  any  of  the 
wiring.  This  is  accomplished  by  mounting 
the  breaker  mecha-nism  on  a  plate,  ^he 
plate  is  attached  to  the  advance  lever  and 
is  moved  with  it,  thus  rotating  the  breaker 
mechanism  partly  around  the  cam. 

The  distributor  mechanism  consists  of  the 
usual  Bakelite  cover,  with  the  terminals 
molded  in  place.     There  is  no  wiping  con- 


tact, the  spark  jumps  from  the  radial  dis- 
tributor arm  to  the  terminals.  Wear,  there- 
fore, is  eliminated. 

On  top  of  the  coil  there  is  a  miniature  re- 
sistance coil  in  series  with  the  primary  wind- 
ing. This  is  to  protect  this  winding  in  the 
event  the  engine  should  remain  idle  for  any 
length  of  time  with  the  switch  closed.  In 
short,  it  protects  the  winding  and  also  pre- 
vents excessive  drain  on  the  battery. 

Bemy  adjustments:  Under  ordinairy  conditions 
the  contact  points,  which  are  iridiom-platinam 
or  tungsten  should  not  require  attention  more 
than  twice  a  season. 

They  should  he  dressed  with  a  fine  flat  flle  to 
present    perfectly    smooth    surfaces. 

The  contacts  should  he  adjusted  with  the 
wrench  provided  so  that  the  maximum  opening  is 
.020  to  .026  in.  The  rehound  spring  should  he 
at  Teast  .020  in.  from  the  breaker  arm,  when  the 
contacts  are  at  maximum  opening. 

For  best  results  the  spark-pIng  gaps  should  be 
.026  to  .030  in. 

If  the  engine  misses  when  idling  or  at  light 
loads;  the  gaps  at  the  plugs  should  be  wider.  If 
the  engine  misses  at  high  speed  or  when  pulling 
hard   the   gaps   should  be   narrower. 

The  oiler  on  the  shaft  should  be  kept  fllled  with 
medium  cup  grease  and  screwed  down  two  or 
three  turns  occasionally.  On  some  instruments 
a  wick  oiler  is  used.  In  this  case  use  pure  Tas- 
eline    instead    of    grease. 

Manufacturers  are  Remy  Electric  Oo.,  Ander 
son,   Ind. 


tWestinghouse  Ignition  djrstem. 


Battery  and  coil  ignition  system  is  of  the 
dosed  circuit  type  (see  chart  118).  It  is 
made  for  4,  6  and  8  cylinder  engines. 

The  timer-distributor  unit  is  vertically 
mounted  and  is  operated  from  the  cam  shaft 
or  can  be  attached  to  generator,  as  all  other 
systems  of  this  type  can  be.  Only  hand  op- 
erated advance  is  provided. 

The  condenser  is  mounted  close  to  the 
breaker  mechanism,  being  below  the  coil  and 
distributor.  Note  the  condenser,  coil  and 
breaker  are  all  in  one  unit. 

A  metal  ring  can  be  slipped  upward  to 
permit  inspection  or  adjustment  of  the  con- 
tacts. 

The  distributor  is  the  same  as  that  used 
in  the  regular  Westinghouse  systems  in 
which  a  circular  carbon  brush  make  con- 
tact with  terminals  embedded  in  the  cover. 

The  standard  ignition  switch  is  of  the 
snap  type  and  combines  the  lighting 
■witches  in  one  plate  which  is  mounted 
flush  on  the  dash.     Each  time  the  ignition 

The  Connecticut 
Is  a  typical  example  of  a  closed  circuit 
type  and  is  made  for  4,  6  and  8  cylinder 
engines.  This  company  calls  the  interrup- 
ter and  distributor,  which  is  mounted  in 
one  unit — an  "igniter."  They  also  term 
the  timer,  interrupter,  because  it  is  similar 

*8«o   charts  229-234   for    ** Specifications   of  Leading  Oars."   for  cars  using  these  different  systems. 
**8««  page  818  for  example  of  timing  Remy  ignition  on  Chalmers. 
*8e«  alto  pages  846  and  848.     tSee  also,  page  848. 


switch  is  turned  the  polarity  of  the  cur- 
rent is  reversed,  therefore  it  would  be 
termed  a  polarity  switch  (see  chart  117 
for  principle). 

Westinghonse  adjustments:  In  adjusting  the 
breaker  the  contacts  should  be  dressed  with  a  fine 
file  and  adjusted  so  that  the  maximum  opening 
is  .012  in.     Spark-plng  gaps  should  be  .025  in. 

The  distribntor  brushes  should  slide  freely  in 
their  holder  and  the  spring  should  push  the  top 
brush  out  so  as  to  extend  from  the  holder  about 
M  in.  when  the  distributor  plate  is  remored. 

In  the  back  of  the  switch  plate  there  Is  what 
l8  termed  a  "ballast  coil"  (for  same  purpose  as 
"thermostat" — chart  119).  This  is  a  small  re- 
sistance in  series  with  the  final  winding,  and  i» 
to  protect  the  winding  and  prevent  excessive  drain 
on  the  battery,  should  the  engine  remain  idle  with 
the  switch  in  the  "on"  position.  If  this  should 
be  accidentally  broken  the  ballast  terminals  may 
be  temporarily  short-circuited  with  a  piece  of 
wire  or  with  a  standard  5-amp.  fuse. 

The  only  Inbricatlon  required  will  be  two  or 
three  drops  of  oil  about  once  a  month  in  the  oil 
cup  provided  on  the  sid^  of  the  distributor  unit. 

Manufacturers  are  Westinghouse  Electric  Oo.. 
Pittsburg,   Pa. 

Ignition  System, 
to  a  magneto  interrupter — which  interrupts 
the  flow  of  current — however,  other  systems 
as  the  Bemy  and  other  closed  circuit  battery 
and  coil  ignition  systems  also  call  the  timer, 
interrupter,  as  it  is  exactly  the  same  prin- 
ciple, (see  pages  252,  254,  364  and  358.) 


DTKB'S  INSTBDCnON  NUitBER  TWENTV-ONE, 


P«UI-I  pCOMMuTATOR 

IHATUfie  I  rORUMARMATt/RE 


r  «f    ''4inc%**    cnirvat.     Note   this   trpe   of   generator   tmn 
rtiw   b&t  tW  armalure  ti  alwayt  DRUM  wound  with  a  com-^ 
StS^  3S&.  S33  for  dram  ftrmfttureft. 
t]rp«  fttti  crt  pcrtB«o«ntlr  mAgBetlted.     They  are  c»Ued  th« 

Art   eteetricftllj   ma^etiied    ftad    remAln    mmg* 

H^«t    potee.     Tbii    type    of    djaamo    or    g<&n- 

_    «f  i  or  9   rolt«   and   will   light   d«etrie   tampi   and 

■t  fMr  inltltft.     It  i*  uiially  run  in  conni^ciloa  with  a  itartinf 

la  «Md  lor  ifaHioa  on  itationarj  and  marine  enfficiei  to  a  con- 


■SKUTTLf  TYPE    ARMATURE 
^*Th  0N£  WiNPlNQj-  LOW  TINSION 


f^^ 


llf*  I*  t%f  Hagllrtt  ti  iii^  A  a«c4«Alc*t  goiMrator,  but  the  current  f^nerated  ii  "ftUematinf/* 
lK»t  iiL  tka  ettrrvat  ia  sot  a  iNtidy  S«v,  Wt  altortiates  continQoualy.  The  field  m»fnett  are  always  of 
Iko  panaafitat  uft^aat  l7f«^  TW  afwatmro  for  ff*acratiac  altematiof  earr«<nt  i*  of  two  typat;  the  "shut- 
%lo**  lypa  at  thown  in  nf*.  9  aad  4  or  the  ^^iaditct^r'*  type  aa  thown  in  tg.  6. 

Tiko  thatUt  or  "armatsra**  t7F#  •!  ftimalsro  (tee  pace  274)  haa  a  primary  wire  windinc  of  eopper 
«lr«^  oo«  and  fri>uaiJ<Hl  lo  armaturt  eor*  and  oiher  end  iniulated.  If  there  ii  but  one  windlns  on  the 
aroiatare  It  it  railed  a  ''primary"  winding  and  ie  of  low  irolUic« :  about  6  rolU.  Therrfore  it  it  called  a 
**tow  teatlon"    inafneto.      If   Ikere   are    two    windinft  on  armature  it  it  called  a  ^'btghteotioa"  mafneto. 

Fig.  8!  Uia  *'lAd«Cter**  ^M  af  anaaturo:  Tlio  wire  la  AtaUonarj  and  the  icductort  or  ''rotors'*  re- 
▼oIto,  whereas  on  the  **sliatUe  type  the  armature  and  wire  revolve.  The  latter  type  is  more  generally  tited. 
*T)ia  X.  W.  macncla  ie  a  laadiac  ntacaelo  of  the  Indnctor  type,  Oonstnictloa;  ms^eta,  permanent  type; 
pole-pieces  places!  above  armature  90*  apart;  rotors  si*t  90*  apart.  There  are  two  rotors  with  4  ends.  Fig, 
I  iUuttratei  th«*  arranffinent  of  retora  tm  armature  thaft.  This  gires  the  same  effect  as  if  two  thnttle 
armatorea  were  |ilaci*d  rrott  wit* — which  would  be  4  iropulfci  per  rev.  (flg.  10)  instead  of  2  In  the  shotUe 
type  <flf.  9>.  If  w**  continued  addioi  we  would  soon  have  the  altcroations  so  dote  together  we  could  light 
as  electric  Ump— in  fact,  the  K,  W,  low  teniion  mag ncto  at  high  ipeedi  will  accomplish  this. 

Tlie  ooU  on  Uko  K.  W.  ia  italltt&ary  and  rotora  reyolve.  With  a  single  primary  winding  on  coil  core  it 
ie   a   low  teutioo   cuagncto.     With   two  wtnditigs,   per  page  268,  flg.  6,  is  then  a  high-tenaion  magneto. 

Fig.  SA*  shows  linea  nf  forri*  pasaing  down  through  rotor  wing  from  N  pole»  then  centrally  through 
eore  orer  which  coil  is  placed,  up  rotor  to  S  pole. 

Fig.  SB,  thows  rotors  mnvpd  in  poeltloa  where  lines  of  force  are  now  passing  in  reverse  direction,  which 
eanies  a  complete  reversal  of  polarity  through  eoll  winding.  This  is  marlmnm  posltioa  sad  whore  eon- 
lact  points   (P)   should  separate — see  page  396,  which  It  %  high'tenslon  type. 

Fig.  9:    ShtiUIe,  or  ''armaliiro" 

tjpe  magneto    (see  page  274); 

»|*^iflO*-^    producet    2    impulses   or   wave 


Tmpulic  diigram. 


of  current  of  ma^rimom  intea- 
tity  per  rev.  <360"),  Note  di- 
rection is  changed  each  ^  rar. 
or  180*  (see  pages  26«.  »6T). 
Fig.  10.  The  K,  W.  tndnetor 
type  armattu-e  produces  4  im- 
pulses or  wavea  per  rev.  Kote 
direction  of  flow  of  current  ia 
changed  4  limes  or  at  each  % 
rev.  or  90*. 


I 


QBAMT  NO.  i:ao— Mechanical  Electrical  Generators  of  * 'Direct"  and  ** Alternating**  Onrrmat 

'Bee  alto  pages  254.   288.   299   sad   082. 


LOW  TENSION  MAGNETOS. 


267 


INSTRUCTION  No.  21. 
♦LOW  TENSION  MAGNETOS:    Construction.    Parts.    Princi- 
pie.    Magneto  Action.      Explanation  of  Impulse  and  Waves 
of  Current.    Low  Tension  Ignition  Systems.     Inductor  Type 
Low  Tension  Magneto.     Ford  Magneto  Principle. 


We  will  now  take  up  the  "mechanical" 
•onrce  of  electric  supply  for  the  different 
ignition  systems. 

A  device  for  generating  electricity  me- 
chanically is  called  a  dynamo  or  magneto. 
The  kind  of  current  the  dynamo  generates 
is  "direct"  current  and  the  magneto  gen- 
erates "alternating"  current. 

The  direct  current  dynamo  generator  is 
Dsnally  called  a  "direct  current  generator 
or  dynamo"  and  is  usually  applied  to  gen- 
erators run  from  the  engine  which  supply 
current  for  charging  the  storage  battery, 
for  lighting,  also  for  ignition. 

This  type  of  generator  can  have  either 
"permanent"  magnets  or  "electro  mag- 
nets" for  the  magnetic  field,  but  in  every 
uistanee,  the  armature  is  a  "drum"  wound 
armature.  This  type  of  generator  gener-. 
ates  a  low  tension  or  voltage,  usuidly  6 
volts. 


The  alternating  current  generator  is  al- 
ways called  a  "magneto,"  because  the  field 
magnets  are  of  the  permanent  qiagnet  type 
and  the  armature  is  either  a  "shuttle"  or 
"inductor"  type.  This  type  of  generator 
generates  nothing  but  an  "alternating" 
current,  suitable  only  for  ignition.  Alter- 
nating current  will  not  charge  a  storage 
battery. 

Alternating  current  generators  are  di- 
vided Into  two  classes;  the  "low  tension 
magneto"  and  the  "high  tension  magneto." 

We  will  take  up  the  construction  of  the 
low  tension  magneto  first,  because  the  high 
tension  is  really  a  low  tension  magneto^  but 
with  a  double  winding  on  the  armaiore. 
Therefore,  staxtinff  with  the  low  tension 
magneto  first,  it  mil  then  be  easier  to  maa- 
ter  the  prindple  of  the  high  tension  mag- 
neto later. 


Magneto  Construction — ^Low  Tension. 


The  inrlndFle  of  a  low  tension  magneto  Is 
similar  In  many  respects  to  a  low  tenslcm 
coU  as  described  on  pages  215  and  214.  In  a 
magneto  the  armature  on  which  the  primary 
wire  is  wound  is  called  upon  to  produce 
its  ewn  electric  supply,  whereas  in  a  primary 
or  low  tension  coil  the  electric  supply  is 
from  another  sonree.    Bee  fig.  1,  page  260. 

nald  magnets:  Therefore,  permanent 
magnets  (la),  called  the  "field  magnets" 
are  provided  as  shown  in  fig.  1,  chart  121. 
The  pole  pieces  (11a)  provide  a  magnetic 
field  for  the  shuttle  type  armature  (fig.  4) 
to  revolve  in.  End  plates  with  ball  bear- 
ings are  attached  to  screw  holes  in  pole 
pieces  (11a,  fig.  1).  There  is  very  little 
clearance  between  the  armature  and  the 
poles,  therefore  accurate  fitting  is  necessary. 

The  mssBets;  usually  two,  fonr,  or  six,  are 
placed  orer  the  pole  pieces:  all  north  poles  on 
OSS  side  and  all  south  poles  on  the  other  side. 
Tke  liase  (13a,  chart  131),  is  usually  made  of 
hnas  or  aluiainum,  as  neither  will  become  mag- 
Mtisad. 

The  armature  is  explained  in  fig.  6,  chart 
121.  This  has  a  dngle  winding  of  coarse 
wire  (nsuaUy  abont  No.  18,  insulated), 
eaUed  a  "primary"  winding  similar  to  the 
primary  winding  on  a  coiL 

On  a  high  tendon  coil  system,  one  end  of 
the  primary  wire  leads  to  a  commutator  or 
timar,  and  the  other  end  to  a  battery.  When 
the  e&reiiit  is  elosed  and  suddenly  broken  the 
enrrent  is  ''indnced"  in  the  secondary  wind- 
ing as  previoosly  explained. 

Ob  a  magnslo,  fha  primary  winding  Is 
eloasd,  and  the  sudden  opening  or  "inter- 
mptton''  of  the  flow  of  enrrent  in  the  pri- 


mary winding  at  certain  times   (see  page 
267)  intensifies  the  current. 

This  interruption  of  enrrent  can  be  accom- 
plished in  two  ways;  by  "brealiiag"  the 
current  with  an  "igniter"  suddenly,  as  in 
fig.  1,  page  260. 

Or  by  "interrupting"  the  current  with  a 
"contact  breaker  or  interrupter"  as  per 
fig.  3.  Therefore,  we  have  two  methods  of 
intensifying  the  low  tension  current  of  a 
low  tension  magneto. 

The  first  method  is  similar  in  action  to 
snapping  two  wires  together  as  explained 
in  fig.  6,  page  214  and  illustrated  in  fig.  1, 
page  260.  The  interruption  is  made  by  an 
igniter,  operated  by  a  cam  on  cam  shaft. 

The  second  method  is  similar  in  action  and 
is  explained  in  fig.  3,  page  260. 

It  must  be  borne  In  mind  that  the  tlma 
the  Interruption  takes  place  Is  when  fha 
annature  is  in  a  vertical  position,  for  at  that 
time  the  strongest  current  will  be  available, 
(explained  further  on.) 

The  armature  Is  In  a  vertical  position 
twice  during  one  rovolntlon,  therefore  we 
can  make  two  interruptions  during  one 
revolution,  by  having  a  "two  point"  cam 
raise  the  interrupter  arm  at  the  right  time. 

If  a  single  cylinder  engine,  only  one  nose 
on  cam  is  needed. 

If  a  four  cylinder,  four  cycle,  we  need 
4  sparks  during  two  revolutions  of  srank 
shaft,  therefore  the  cam  would  have  a 
double  nose  and  would  run  at  the  same 
speed  as  engine  crank  shaft. 

TUB  tjttitm  Is  new  seldom  used,  but  must  first  be  understood  before  reader  can  properly  understand 

the  Msh  tsMiea  mafBeto. 

'An  lew  tsadea  mafnetoe  are  not  driTon  at  fixed  .spaed.     See  K.   W.,  page  365. 


DYKE'S  INSTRUCTION  NUMBER  T"Wjawx 


Flff.  6.  A  dynamo  or  mochanlcal 
hftTo  either  "permanent"  or  "electric 
mutator  on  end  of  armature  ihaft. —  s> 

Ponnuient  magntti  are  of  the  ).••: 
"Held"  magnet!. 

Electro  field  magneta  are  vm::.-: 
netiied   only   when   armature   r*  \  <  1 
orator,   generate*  a  steady   "iiir<- 
recharge  a  storage  battery  ani!  • 
and  lighting  system,  and  in  ^  ■ . 
•iderable  extent. 


>    .ss«r 

^  by  • 
...  ihaft. 

TC  of  in 
v.'und   on 


Fig.    S— The  low  tenilo^ 
magneto     complete.       Vie  ^ 
ihowa  the  drive  »»nd  of  tb^ 
armature,    which    is    driv*^ 
at  a  fixed  speed  from  crao » 
■haft  of  engine,   by  jcear  o^ 
chains. 

The     armatur*"     has     on^ 
windinir. 


.Mi^  *aurtie  «yP«  armaiur*. 

^dtitUe-    or   "H"    lTr# 
M*uACur«  core  (C  and  i. 
'..So    >r^na«  heads.     Wir*  •♦ 

,     ».,    »  iiMid  casting:   rath.-r    i 
*  ♦     .auip*d  a  group  o«   ».•  ^ 

'"!*\1   v.:o*»w  >o  ***•  detail  altf^.*^ 
**.«•».    **  "t  '•  called,  is  t**  -. 
'^     J*m      •"  *^*  ^*"'*  *****  '*■*   "  * 
"\\^u   which  are  at  play  t»  %> 
"if*    :taeif.   and   If  uiwh.vi.^ 
"**     jio   irmature  unduly.      \«  »>* 
**^Ii»     'vnn  the  slight  obaliw«*«v> 
„     «J»r.l  them. 

.  u^fcure  la  ahowu  at  (l>}       Ia** 

'^ungo  (C)   being  eoUa  iVm^ 

*  tacether.  b«t«e«M  «'«' 


Fig.  5. — Sectional  Tlew  of  a  low 
te&5ion  magneto,  showing  one  method 
cf  conducting  the  low  tension  correnl 
Iroa  armature;  one  end  of  primary 
%*.:;d:n.;    whi.h    is    lio»»vy.   coarae   wire 

*  ^rci:::  l«.-l  l«»  urinuturo  core  at  (O) 
r  e  o:h»»r  on-l  (A),  is  inmilated  and 
:  i9«!S  it.rou);)!  ti.i.'  I.oilow  i-nd  of  anna 
'.'i.T<  .oh.ift  aiui  makeA  contact  with  • 
V.'tst  il>).  I  see  also  flg.  4.  page  260; 
At  I}-"  aruinturi*  rfvulvea.  the  spring 

S      »hu*!i  IS  mount''<l  on  an  insulate) 

'   '.'*      ■.  IH».      coniiutM.s     the      current 

.-.  i''.    .1    w>r«'   conru?«'t»Ml    with    it.    to 

.••••••.'»'.      V   ■V'oU'.il'jr   rings."    similar 

'  .>-.*«  on  ti:e  hi;;h  tonsinn  magn-to 
♦i     1     \^    .»••  1    l*.    i'»:;o   'JOS,    are   also 


terminal    the    current    !• 
L*  ■  sinter."  as  per  fig.  1 


• ;«   -  . 


*'.  «  '.'.  V<^  "otod  that  a  separate  low 
{^^,.^...  .v.:  :«  uot  necessary  in  this  in- 

••.4.-.V.     »»    '.  •  ■    w  •:  lir.c    on    armaturf 

;"»j  '.."w   •-;»:•.■« .on  magn^o  is  used 

«»•.<«    »   IV*!.' a:  t:e  !:ij(h  tension  coil,   as 

I  ^     :       »;     J  '  .^    th»'n  this  wire  A 

.    .      .  «  •  .'  I    ico   to   the   pri 


2W 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-ONE. 


"Make  and  Break"  Low  Tensioii  Ignition  System;  Using  a  Low  Tension 
Magneto  To  Supply  Electric  Oorrent. 
Low  tension  magneto  to  supply  current  for  the  "igniter"  as  shown  in  flg.  1 
plained  on  page  259. 

(|!Q  movable   electrode 


and  ez- 


up  And  ^oim 
Hot 1  en  of  rod 
opera t»d   by 

FIf.  1^ — On*  method  f«r  Intenilfyiiig  the  current 
fkem  %kM  low  tension  megneto  ia  to  euddenly  breek  the 
flow  of  enxTent  aa  explained  in  flr.  e,  page  214.  In- 
iteed  of  breaking  the  flow  by  hand,  kowoTer,  the  make 
end  break  type  of  "igniter"  ia  need.  A  low  tenaion 
eoil  ia  not  need  with  abore  ayaiem  aa  the  winding  on 
magneto  takea  ita  place,  (aee  flg.  6,  page  268.  for 
namea  of  parte  of  magneto.) 


Fig.  2.— The  low  tension  magneto  ignikloa  on 
a  mnltlplo  cylinder  engine.  Battory  for  stazttac. 
Magneto  armature  rerolTea  same  apeed  aa  crank 
ahaft  of  engine. 

Note  that  a  low  tenaion  or  aingle  wonnd  eoO 
mnat  be  need  in  the  circuit  if  the  battory  ia 
need,  whereas  if  magneto  is  switched  on  instead 
of  the  battery,  the  winding  on  the  armature  acts 
aa  a  coU  instead.  Note  a  cam  shaft  operatee 
the  "make  and  break"  igniters,  whleh  corera 
the  time  of  spark,  causing  four  sparks  during 
one  rerolution  of  cam  shaft,  or  two  rerolutions 
of  crank  shaft. 


On  above  system,  armature  is  driven  at  a  fixed  speed,  because  it  is  of  the  '' shuttle 
l^rpo.^'  The  cam  snaps  the  igniter  arm  (M)  when  p&ton  is  on  top  of  compression  stroke. 
Tneirefore  armature  must  be  in  a  vertical  position,  just  leaving  the  pole  (see  pages  266,  267 
and  809).    See  also  pages  257,  259,  261  for  relation  of  speed. 

Vote— an  low  tension  magnetos  are  not  driven  at  fixed  apeed — see  K.  W.,  pagea  264  and  265. 

A  "High  Tension"  Ignition  System  Using  a  Low  Tension  Magneto  to 
Supply  Electric  Current. 
This  system  is  fully  explained  on  page  269.    It  is  similar  in  many  respects  to  the  bat- 
tery and  eoil  system  described  under  Instruction  19,  except  a  low  tension  idagneto  suppliee 

the  current  instead  of  a  bat- 
tery, and  the  'interrupter  and 
distributor  are  mounted  on  the 
magneto     instead     of     being 
driven   separate.     The   objec- 
tion to  this  system  is  explained 
on  page  261.    Also  see  pages 
261    and    2(9 
for  relation  of 
speed  of  armn- 
ture,     distribu- 
tor and  engine 
crank  shaft. 


to  ipaik  vlugs 


Spark  plQgt 


High  tenjlOD   / 
double  wound  ^ 

cell 


SF 


Ground  ratum 


rnplcr 

_  ^^^  system  Is 

slightly  different 
from  the  one 
ehown  at  bottom 
of  page  tea. 
where  the  Inter- 
rupter or  eeataet 
breaker  ia  shunt* 

Ttg,  S. — Another  method  for  intensifying  the  current  from  a  Itfw  tension  magneto,  ad  aeroes  the  pri- 
is  to  use  an  ^Intempter  mounted  on  end  of  armature  shaft  and  connected  with  a  sop-  mary  e  I  r  e  u  1 1. 
arato  high  tension  coU,  without  ribrator.  In  this  instance  a  high  tension  enrreni  would  Witii  above  sys- 
be  proTlded  in  secondary  winding  (8)  of  coil  by  current  produced  from  the  low  ten-  tem  it  is  In 
slon  magneto  when  primary  circuit  is  Intorrnpted  at  maximum  position  of  ammture.     aeries. 


Switch   . 


OBAXT  HO.  122— Two  Slmpllfled  ISettaods  of  Using  a  Low 
method  of  abort  eireuiting  magneto;  switch  is  closed  to  cut  off  magneto. 
'iatempter"  and   "oontaet-breaker"   moan  the  tame. 


Note  in  flg.  8, 


LOW  TENSION  MAGNETOS. 


861 


The  annatnre  revolves,  therefore  the  end 
of  the  armature  primary  winding  (B),  from 
whieh  the  low  tension  current  Is  taken,  is 
carried  through  end  of  armature  shaft  (in- 
sulated), similar  to  D,  flg.  6,  page  268,  but 
where  an  interrupter  is  on  armature  it  is  ar- 
ranged similar  to  K,  fig.  2.  page  270,  but 
not  connecting  with  anj  other  part  than 
the  wire  from  armature.  This  spring  eon- 
tact  conveys  the  low  tension  current  from 
armature,  whieh  revolves,  to  primary  coil 
winding  F,  flg.  3,  page  260. 

Note  Arrangement  of  intermpter  on  psge  S70. 
It  is  a  different  conitmction  from  flg.  8,  page  260. 
The  interrupter  on  page  270  is  more  modem.  The 
one  need  in  fig.  S,  page  260  is  aimplified. 

The  current  is  then  carried  through  pri- 
mary winding  P,  to  insulated  term&al  B, 
through  interrupter  points  P  (which  open 
when  armature  is  in  maximum  position),  to 
arm  A  to  ground  G,  back  to  magneto  ground. 
This  completes  the  primary  circuit  of  mag- 
neto and  high  tension  coil. 

Magneto  Distributor  Parts* 


Trace  arrow  points  from  upper  primsry  wire 
from  magneto  armature,  back  to  magnete  grouid 
for  the  primary  circuit. 

The  secondaxy  current  (fig.  3,  page  260), 
starts  at  distributor  brush  (D)  to  msulated 
part  of  spark  plug,  jumps  the  gap,  thence 
returns  from  metal  shell  of  spark  ping,  to 
<< ground"  connection  on  engine  to  second- 
ary and  primary  connection  on  eoil  (S-P) 
through  secondary  winding  (S)  back  to  dis- 
tributor brush   (D). 

Magneto  switch  (fle.  8,  page  260)  is  open  when 
the  magneto  is  working,  but  to  stop  the  magneto 
from  generatlsg  current,  the  switch  is  dosed  or 
"short  circuited."  A  glance  at  the  UlustratioB 
will  show  how  the  armature  is  short  ciremited, 
therefore  "interruption**  of  current  cannot  take 
place — see  also  page   275. 

The  magneto  mnst  be  driven  at  a  fixed  ipe«d 
because  the  interrupter  and  position  of  armature 
govern  the  time  of  spark.  Therefore,  the  mmg- 
neto  is  either  drlTcn  bj  a  chain  or  a  gear  from 
the  cam  shaft  but  not  by  belt%  see  page  295. 
"magneto  speed.*' 


*The  pnzpoBe  of  the  "high  tension"  dis- 
tributor is  to  distribute  the  high  tension  cur- 
rent to  the  spark  plugs.  The  distributor 
brush  (D)  ought  to  be  making  contact  with 
one  of  the  spark  plug  leads  just  as  the  in- 
terrupter points  are  breaking.  See  page 
296   explaining  connections   to   distributor. 

Distributor  is  usually  attached  to  the  mag- 
neto— when  operated  with  a  magneto,  either 
of  the  low  or  high  tension  type. 

The  distributor  Is  usually  made  of  hard 
rubber  insulation  material  with  metal  seg- 
ments (see  page  268).  The  rotor  with 
brush  revolves  by  means  of  a  gear  wheel 
twice  the  size  of  gear  wheel  on  armature, 
(flg.  1,  page  269.) 

Armature  for  a  four  cylinder  magneto, 
would  rerolve  at  engine  crank  shaft  speed 
and  make  4  sparks  during  the  two  revolu- 
tions of  the  crank  shaft. 


The  distributor  however  would  revolve 
once  and  make  4  contacts  during  two  revo- 
lutions of  the  crank  shaft — hence  reason  for 
larger  gear  en  distributor. 

On  a  six  cylinder  engine  the  armature  re- 
volves IVs  times  to  one  revolution  of  crank 
but  distributor  is  geared  to  turn  one-half 
the  speed  of  crank  shaft,  or  one  complete 
revolution  to  2  revolutions  of  engine  crank 
shaft,    (see  pages  306,  295  and  294.) 

of 


contact  arrangemeots 

gap-type* '  as  explained  on 

'   the   "brush  type*'   as 


There  are  two  kinds 
on  a  distributor;  the 
pages   247.   245.    812,   and 
per  flg.  2,  page  259. 

It  mnst  be  remembered  that  while  we  are  re- 
ferring to  the  magneto  distrlbntor  of  the  trne 
"high  tension  type  magneto*' — to  show  the  psrts 
,of  a  "high  teniioa  distribator" — ^the  distributor 
used  with  the  low  tension  magneto  and  separ- 
ate coil  (page  260,  flg.  8),  differs  only — ^in  that 
on  a  true  ugh  tension  magneto — there  are  two 
winding!  on  armature  which  takes  the  place  of 
the  separate  coil. 


Low  Tension  Magneto   and   High   Tension 
With  a  Battery  to  Start  on. 


Ck>il 


The  system  described  in  chart  122,  flg.  S, 
which  uses  a  low  tension  magneto  In  connec- 
tion with  a  high  tension  coll,  Interrupter  and 
dlstdbntor,  would  not  be  satisfactory — for 
the  following  reasons: 

The  magneto  is  a  mechanical  source  of 
electric  supply.  In  order  to  produce  elec- 
trie  current,  it  is  necessary  to  revolve  the 
armature.  When  the  armature  revolves,  cur- 
rent is  generated,  but  if  revolved  slowly  the 
current  is  weak.  Therefore  it  is  natural  to 
aaeume  that  by  merely  cranking  the  engine 
by  hand  very  little  current  will  be  gener- 
ated. For  this  reason,  a  battery  is  provided 
to  start  on,  as  the  source  of  supply  is  then 
eoastant;  no  matter  if  engine  is  cranked  slow 
or  fast. 

After  engine  is  started,  then  the  switch 
is  placed  on  the  magneto  side  and  the  mag- 
aeto  supplies  the  current  to  the  high  ten- 
sion coiL 

would    then    be    called    a 
Meaning  a  dual  or  second 


Ignition  system  is  added,  but  using  the  same 
set  of  spark  plug^. 

There  are  two  ways  of  using  a  battery  to 
start  en,  in  connection  with  a  low  tenkoa 
magneto;  one  method  would  be  to  have  a 
separate  high  tension  "vibrator"  coil,  com- 
mutator and  battery,  as  per  chart  124. 

Another  method  would  be  to  merely  add 
the  battery  as  per  chart  123. 

With  this  latter  system,  there  is  but  one 
high  tension  coiL  The  only  addition  to  our 
system  flrst  described  in  fig.  3,  chart  122, 
would  merely  be  a  battery. 

This,  of  course,  would  require  special  con- 
nectiens  and  be  rather  complicated,  but  will 
be  made  perfectly  clear  if  reader  will  refer 
to  chart  123  and  study  it  carefully. 

The  system  described  in  chart  124,  la  la 
reality  a  true  '*dual"  system,  because  there 
are  two  separate  and  independent  ignition 
systems,  but  only  one  set  of  spark  plugs. 

The  system  shown  in  chart  123,  however, 
is  simpler  and  was  formerly  extensively  used. 


It  is  ased  for  the  same  purpose  as ^  ^    _ 

to.  ilstrlhato  h^h  tengUm  current  to  the  spark-plugs. 


dlstelbatei — althouah  in  this  instenee  it  it  placed  on  a 

osod  on  a  high  tension  magneto — ^pas«  ^^% — '"^^  ^^^"^  ^ 


*\ow  Xv^mVon.** 


262 


hYKE'Ti  LV<TRL<JTIOX  NUMBEB  TWEXTY-OXE. 


■HfWUTfO 

COllVCRM  '*'*••-: 

•*INJH  HOtlUW  SHAFT 


r^mSSST 


nw  ecus  R)8  smmNft 


Michigan  Low  Tension  Magneto 
and  High  Tension  ColL 

Th»  pszpoM  of  those  UlBftrafctoiit.  ia  to  iliow 
kow  tho  IntoRvptor  on  the  macnoto-  can  also  per- 
form tkis  fuction  for  tlie  batterj,  which  has  been 
added  to  the  system.  Note  that  the  current  from 
the  macneto  is  connected  to  contact  (19)  of  the 
coil  box. 

We  will  now  briefly  outline  the  path  of  the  cur- 
rent from  both  sources,  and  trace  them  from  start- 
ing point,  all  the  way  through  and  return,  flg.  St. 

Battery  drcnit:  When  switch  blade  (X)  on  coU 
box  is  on  the  battery  side,  the  path  of  current 
woald  be;  from  the  4-  side  of  battery,  to  terminal  (2) — then  to  contact  (8)  through  switch  to  (4) — then 
through  primary  winding  (6)  to  ground  conneetion  (6) — thence  to  ground  terminal  on  coil  box  (7). 
From  here  it  leads  to  wherever  the  coil  is  grounded  (in  tlie  illustration  it  is  shown  directly  on  the  mag- 
neto, at  8).  Now  as  the  interrupter  arm  (A)  is  grounded  also,  it  follows  that  current  will  flow  to  it. 
then  through  breaker  points,  then  to  B.  9,  10  and  on  to  negative  terminal    (11)    of  battery. 

Magneto  drcnit:  After  engine  is  started  the  switch  is  thrown  over  to  magneto  side,  this  cuts  out 
the  battery,  and  current  will  then  be  taken  from  magneto,  which  is  a  low  tension  type. 

Beginning  at  the  terminal  (18)  on  magneto,  the  path  leads  to  terminal  (19)  on  coil  box — thence  to 
contact  (20-21)  through  switch  (X)  to  (4)  and  then  follows  the  same  route  as  the  previous  current  np  to 
ground  connection  (8).  Now  since  one  end  of  armature  coil  is  grounded,  current  will  flow  through  it 
and  to  starting  point. 

It  yet  remains  to  be  explained,  how  the  interrupter  performs  its  duty.  Notice  another  contact  (21) 
close  to  contact  (20).  Switch  lever  (X)  connects  these  two  contacts  and  thus  opened  another  path 
vhereby  current  reaches  contact  (28)  thence  through  circuity  to  (9) — then  to  contact  (B)  and  breaker 
points,  to  (A)  whenever  the  cam  is  in  such  position  as  will  allow  points  to  be  in  contact 

Starting  on  ignition:  Sometimes,  the  engine  can  be  started  by  pressing  a  button  on  "starter 
switch.*'  (see  flg.  25)  a  few  times  in  rapid  succession.  This  button  is  represented  in  the  diagram  as 
(22)  and  is  mounted  on  a  spring  tongue,  which,  when  pressed  in,  makes  contact  with  (OB).  The  switch 
will  have  to  be  on  battery  side  of  course,  and  current  will  be  made  and  broken  by  the  pressing  in  and 
releasing  the  starter  button.  One  of  the  pistons  must  be  in  the  right  position  and  ready  to  flre.  and  most 
usually  is;  about  seven  out  of  ten  times.  A  charge  of  gai  must  also  be  in  that  cylinder.  A  charge  of  gas, 
or  part  of  a  charge  will  remain  in  a  cylinder  quite  a  long  time  if  rings  are  tight  and  precaution  taken  to 
draw  in  a  full  charge  by  opening  throttle  and  speeding  engine  Just  before  it  stops. 

The  high  tension  circuit  from  secondary  winding  of  coil  is  shown  in  flas.  23,  25.  Condenser,  not 
shown,   is  connected  around  interrupter  points  per  page  274,  but  is  in  the  coil,  per  below. 

Splltdorf  Model  D  Low  Tension  Magneto  and  Ck>ll  System. 

Sputdorf  dual  system — using  a  low  tension  magneto  and  high  tension  ooll  with  battery  to  start  on 
and  magneto  to  nin  on:  The  contact  breaker  on  magneto  is  utilised  for  either  battery  or  magneto  sys- 
tem. The  primary  circuit  through  armature  however,  must  be  opened  to  prevent  battery  from  de-mag- 
n.ti>inc  the  magnet,  when  battery  i.  u.ed.  „^^  „„^j,  ,^„  ^  ^  ,,„^^  ^,,4,  (^. 

through  connection  (0)  to  primary  wire  of  coU, 
through  ground  01  and  08i  to  armature.  The 
breaker  points  (P)  it  will  be  noted  arc  connected 
or  shunted  across  the  magneto  primary  circuit.  The 
circuit  proper,  is  throngh  armature  and  circuit 
breaker  and  the  coil  primary  winding  receires  only 
the  kick  of  the  armature  (extra  current)  when  eon- 
tsct  points  open.  It  will  be  noted  battery  circuit  is 
open  at  switch. 

Battery  drcnit:  switch  blade  (W)  should  now  be 
on  B  side  connecting  the  two  terminals,  and  magneto 
terminals  on  (M)  side  are  open.  Ourrent  traTols 
from  top  of  battery  to  switch  point,  to  primary  wind- 
ing of  coil,  to  ground  01  to  02,  thence  through  in- 
terrupter points  (P)  to  (lower  connection)  battery. 
Note  armature  is  ent  ont  entirely  but  not  Interrupter. 

High  teoslOB  evmnt  ia  distrlbnted  from  secondary 
winding  on  coU  to  hnA  (B)  ea  dlitrlbalor,  thenee 
to  spark  ping  center  electrode,  thenee  throngh  spark 
gap  to  plug  shell  ground  (0)  of  anglne  and  frame 
back  to  coil  where  primary  and  secondary  connect. 
Condenser,  althouch  locsted  in  coil,  if  circuit  is  traced  it  will  ba  obatrvad  thai  It  ''bridges*'  the  points 
t  lTv«k»'r  ju»t  tie  Mme  as  on  page  274.     See  puge  278  for  principle  of  magneto  coadenser. 


aocxt  TerMcwF  at  XAatOTo 


of  .ort 


imAIlT  JfO,  123— A  Low  Tension  Magneto  with  a  High  Tension  OoU— wttH  flM  AtfdlUon  of  a  Bat- 

i€ir  to  Suppljr  Camait  to  Stan  wIUl    After  engine  ia  started  the  ■Mgaeto  supplies  the 

curreot.     (MicbigMn   Srstem  fonnerlT  used  on  IBLefaVN.    ttfittbtaf  Soal  P    ' 


LOW  TENSION  MAGNETOS. 


263 


a&rx'*  viadia^  or  law  teaflioD  armaturfr,     Dli 
lor,  diitdbotfii  rurrent   for  thft   ''coil  myti^tD** 
"mjkgntto   ftjftlem^*    indeperndenU;.     Not^   raAf- 
brnte  H  gToxta^ed  to  frftm«. 

li  iyit«]n»  the  title  wlilcb  La  glvftn  undiiz  tbii 
la  the  cytteai  f omiflrly  uied  en  older  modeli  of 

Paektrd.  Altlioiigli  it  Is  ont  of  date,  we  ihow 
as  ao  egample  of  how  a  low  -teniion  magneto  li 
tn  eonnectiozi  with  a  high  tension   coil  for  one 

m   and    a   high   tension  ^oil    and   battery    it   nsed 

he  teeond  system,   thereby  forming  a    "dnal  sys- 

)f  ignition." 

•  low  tension  current  from  the  magneto  enters 
primary  winding  of  the  magneto  coil  fig.  2,  at  the 
P.  R^  and  leaves  it  at  post  P.  M.,  returning  to 
nagneto  through  the  "ground"  Ton  will  readily 
rhat  an  important  part  the  wire  connecting  post 
:.  with  the  screw  on  the  rear  cylinder  has  to  per- 

It  is  the  common  path  for  all  of  the  current  of 
systems. 

e  high  tension  current  thus  induced  in  the  sec- 
ry  winding  of  the  magneto  coll  (flg.  2),  follows 
ly  the  same  path  as  described  in  connection  with 
high  tension  battery  current  from  post  *'B" 
igh  the  distributor  arm  and  piste  of  the  mag- 
to  the  respective  sparlc  plugs,  and  back  again  to 
ugneto  coil  through  the  "ground"  and  post  P.  M. 
leneTer  the  engine  is  running,  the  magneto  is  do- 
ing current,  ft  only  passes  through  the  magneto 
however,   when   the   switch   is   thrown   to   magneto 

With  the  switch  in  any  other  position  the  cur- 
ia grounded  without  passing  through  the  primary 
ing. 

e  intermpter  mechanism  of  the  magneto  is  located 
e  end  of  the  armature  shaft  (lettered  "make  and 
:")    ought    to    have   been   lettered    "interrupter," 
interrupts  the  flow  of  current, 
e  coil  box  in  the  center  of  the  dash  contains  two 

Each  con  is  a  Complete  unit  in  itself.  The  right 
coil,  flg.  8.  is  for  battery  current,  and  is  fitted 
a  single  vibrator.  The  left  hand  coil  is  for  mag- 
current,  and  has  no  vibrator, 
a  switch  has  three  positions.  Turn  to  the  right 
tattery,  turn  to  the  left  for  magneto  current,  and 
to  a  vertical  position  for  neutral  (no  current), 
he  upper  side  of  coil  box  are  four  binding  posts: 
'.  brings  low  tension  current  from  the  battery. 
^  brings  low  tension  current  from  the  magneto, 
'anamits  high  tension  current  from  both  systems. 
.  is  a  common  ground  wire  for  both  kinds  of  cur- 
from  both  systems. 

e  low  tension  current  from  both  ihe  battery  and 
•to,  though  of  good  amperage  (volume),  is  low 
tttage  (pressure).  The  two  coils  receive  from  the 
ry  r  magneto  their  respective  low  tension  cur- 
and  deliver  currents  of  high  tension. 

•  battery  and  coU  system:  is  used  for  starting  the 
m,  and  for  reserve.  There  is  a  storage  battery, 
i   also   provides  a   low   tension    "direct"    current. 


7/i-.^      g^'.~,t^        /K^r^       ^, 


f^'       f  ii> 


Fig.  2.  High  tttudon 
eoil  without  Tibrator, 
used  with  the  "magneto 
system." 


Fig.  S.  High 
coil,  with  Tibralor,  used 
with  the  "eoil  and  bat- 
tery" system.  Note 
the  commutator  is  used 
with  this  system,  bnt 
not  with  the  magneto. 

The  battery  current  passes  through  the  battery  eoil, 
flg.  8,  and  the  contact  for  this  battery  and  coil  is  made 
by  a  "commutator,"  operated  from  the  cam  shaft. 
This  practically  makes  two  systems  of  ignition  using 
but  one  set  of  spark  plugs;  therefore,  it  is  called  a 
"dual"   system   ignition. 

The  battery  and  coll  primary  current;  starts  at  the 
poaitive  pole  of  the  battery,  the  current  follows  the 
connecting  wire  to  the  post  on  the  coil  marked  P.  P. 
At  this  point  it  enters  and  passes  through  the  primary 
winding  of  the  battery  vibrator  coil,  fig.  3,  coming  out 
again  at  post  marked  P.  M.  and  along  the  eonx^ect- 
ing  wire  to  the  ground  connection  on  engine  frame. 
The  only  path  by  which  it  can  return  to  the  battery 
is  through  the  contact  shafts  and  roller  to  one  of  the 
binding  posts,  and  by  means  of  the  metal  connecting 
strap  to  the  wire  running  to  the  negative  terminal,  the 
circuit  being  complete  at  each  time  the  roller  in  the 
contact  box  passes  over  one  of  the  metal  contact 
pieces. 

The  high  tension  current:  Whenever  this  low  ten- 
sion circuit  from  the  battery  is  completed,  as  above 
described,  a  high  tension  circuit  is  induced  in  the  sec- 
ondary winding  of  the  battery  coil.  The  high  ten- 
sion current  leaves  the  coil  at  post  "B"  to  the  central 
postr  at  the  top  of  the  distributing  plate  on  the  mag- 
neto, thence  to  the  distributor  brush,  which  roTolves 
to  the  left  (see  flg.  1). 

The  current  then  travels  through  the  distrfbvtor 
brush  to  segments,  thence  to  spark  plug  connected 
with  segment  on  which  the  distributor  brush  makes 
contact.  The  secondary  current  returns  from  metal 
shell  of  spark  plug  to  "ground"  and  back  again 
through  engine  frame  to  post  P.  M.,  thenpe  to  the 
battery  coil,  flg.  3. 

The  battery  currant  ii  gensrafted  by  ehaaiical  aetlMi, 
and  is  ready  to  flow  the  instant  the  circuit  is  completed. 
It  is,  therefore,  particularly  useful  for  * 'starting  on." 
It  is  only  necessary  to  break  the  circuit  to  stop  the 
flow  of  the  current. 

The  vibrator  operates  only  when  the  low  tension 
current  is  passing  through  the  primary  winding  of  the 
battery  coil. 

Ckmdenser  in  coil  flg.  2,  protects  Interrupter  points  of 
magneto  and  in  flg.  8.  protects  coil  vibrator  pointa, 
or  both. 


-Example  of  a  '*Daal"  Ignition  System;  employing  a  "vibrator"  eoil  with  batterj 
and   eoil   "without    vibrator ''    and  low  tension  ''magneto''   to   run   on.    The  one 


T  NO.  124— Example  of  a 

to   etart    on   and   eoil   "without    vibrator ''    and  low  tension  "magneto' 
distributor   on   magneto   distributes   the   high  tension  current  to  the  spark  plugs. 
*hart    126    omitted    (error    in    numbering) 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-ONE. 


niufltratiozi  showing  how  a  high  tension  coil  is 
used  in  connection  with  Remy  low  tension 
magneto.     (<}— ground.) 


Tig.  4:     TlM  K.  W.  low-tension  magneto  used  in 
eonneetion  with  a  master-ribrator  coll. 


The  Bemy  Low-Tension  Inductor 
Type  Magneto  (Model  B  L). 

The  principle  is  similar  to  the  K.  W.  flg.  8,  page 
256.  except  the  Remy  rotor  is  e  half-rotor^  whereas  the 
K.  W.,  both  ends  of  rotor  are  utilised.  The  Remy  pro- 
duces 2  impulses  per  rer.  and  the  K.  W.  4  per  roT. 

Fig.  1 :  Bemy  roton  (L)  which  rerolTe  and  the  sta- 
tionary  single  primary  winding. 

Fig.  2:  Bemy  indnctor  or  rotor  in  inaiiTniim  posi- 
tion, similar  position  as  fig.  8B.  page  256. 

Fig.  8:  Bemy  contact-breaker.  The  points  (P) 
should  have  a  clean  surface.  Dirt  and  grease  should 
not  be  allowed  to  accumulate. 

If  engine  misses  with  spark  retarded  at  slow  ipeed, 
adjust  the  contact  screw  (B)  out  a  few  notches. 

If  engine  misses  with  spark  adTanced  at  high  speed, 
adjust  the  contact  screw  in  a  few  notches. 

On  above  magneto  igniton  system  adjust  spark  plug 
points  .025". 

The  contact-breaker  is  used  on  this  magneto  just  the 
same  as  on  a  shuttle  type  magneto  armature;  to  inter- 
rupt the  flow  of  current  in  the  primary  winding. 

To  time  the  armature,  place  rotors  just  the  same  as 
a  shuttle  type  armature. 

The  EL  W.  Low-Tension  Inductor  Type 
Magneto  and  Blaster- Vibrator. 

Fig.  4:  The  K.  W.  Indnctor  type  of  low  tension 
magneto,  used  with  a  master-vibrator.  Dry  cells  as 
a  source  of  supply  for  starting  when  switch  lever  is 
on  the  left,  or  (B)  side.  Magneto  is  used  when  switch 
is  on  (M)  side.  See  page  280  for  ''master- vibrator." 
Also  page  256,  flg.  8,  for  inductor  type  of  armature 
used  on  this  magneto.  Not#the  vibrators  on  dash  coil 
are  short  circuited,  per  flg.  2.  and  are  not  need  on  the 
multiple  dash  coil  to  the  right,  as  the  one  vibrator  on 
the  master-vibrator  coil  does  the  vibrating  for  the  4 
coils — see  pages  280  and  265. 

The  Oscillating  Type  Magneto. 

Figs.  1  ft  2:  This  type  is  a  regular  shuttle  or  arma- 
ture type  masneto  and  is  the  original  magneto  prin- 
ciple, designed  for  slow  speed  engines.  The  armature 
does  not  revolve  but  oscillates  back-and-forth  from  posi- 
tion 1,  to  2  (80*). 

It  can  be  nsed  with  an  Igniter  arangement,  flg.  i, 
which  is  similar  to  flg.  1.  page  260 — except  the  igniter 
rod  is  actuated  by  lever  (L)  on  magneto,  which  is 
tripped  by  trip  (J).  It  can  also  be  used  with  a  mag- 
netic ping  as  shown  in  flg.  2. 


The  Magnetic  Plug. 

Flg.  6:  The  principal  parts  of  the  magnetic  ping  are,  mag- 
netic coil  5,  pole-piece  2,  interrupter  20  and  contact  piece 
on  plug  shell  21.  Plug  is  screwed  into  cylinder.  Prlndpls; 
owing  to  sudden  flow  of  current  through  coil  (6).  the  upper 
portion  of  hammer  bar  (1).  called  the  armature,  is  attracted 
to  pole-piece  (2).  which  effects  a  quick  separation  of  contacts 
20  and  21  producing  a  spark  at  these  points. 

Flg.  4:  ninstrates  how  the  magnetic  ping  is  nsed  in  con- 
nection with  a  low-tension  magneto  (type  ^K4*'  Bosch)  wltk 
a  rerolTlng  armature,  with  a  main  and  auxiliary  winding, 
one  being  a  continuation  of  the  other,  and  a  distributor  for 
connections  to  the  magneto  plugi.  This  system  is  termed  the 
Honold  system  and  is  for  2,  8,  4,  6  and  8  cylinder  engines. 


trtp  W*f 


MafiMtle 

>parkpl«f 

Uagnetie  plug 
used  with  low- 
tension  oscil- 
lating type 
tnagneto. 


OHABT  KO.  120— Inductor  Type  of  Low  Tension  Magnetos;  one  giving  two  impulses  per  revolution 
the  other  (flg.  4)  giving  four  impulses  per  revolution.  The  Oscillating  Type  Mttgneto.  Magnetic 
JPhig,    Bee  page  924  for  Remy  magneto  circuits. 

IS5.  127  mad  128  omitted  (error  in  numbering). 


LOW  TENSION  MAGNETOS. 


266 


*Iiow  TmuAtm  liagneto  with  "Inductor"  Type  of  Armatim. 


In  the  fore^ing  matter  we  have  dealt 
entirelj  with  the  low  tension  magneto  using 
a  ''dmttliB"  type  of  armature  with  its  pri- 
mary winding,  all  of  which  revolves  between 
the  magnet  poles. 

There  is  another  type  of  annatare  called 
the  ''Inductor"  type.  This  armature  differs, 
in  that  the  primary  winding,  flg.  1,  chart 
126,  remains  stationary,  whereas,  the  induc- 
tors (L)  revolve;  principle  is  explained  in 
chart.  This  type  of  armature  generates 
"alternating"  current  of  low  tension,  and 
must  be  connected  with  an  interrupter,  when 
used  with  a  coiL  In  fact,  the  same  prin- 
ciple is  used  as  with  the  shuttle  type  arma- 
ture. It  gives  two  impulses  per  revolution. 
The  voltage  is  of  low  tension  or  about  6 
volts. 

Another  type  of  "inductor"  annatiire  to 
that  shown  in  fig.  1,  chart  126,  is  used  in 
the  K.  W.  low  tension  magnetos.  This 
armature  is  illustrated  in  flg.  8,  page  256. 
Note  the  inductors  are  similar  to  the  Bemy 
shown  in  flg.  1,  chart  126 — except  the  K.  W. 
uses  both  ends  of  rotors,  whereas  Bemy  one 
end,  but  rotors  180*  apart.    Instead  of  the 


inductors  or  rotors  on  the  EL  W.  being 
placed  so  that  two  impulses  are  given  per 
revolution;  note  the  position  and  method 
the  inductors  are  arranged.  With  this  ar- 
rangement, the  inductor  cheek  would  break 
from  the  pole  of  magnets  every  quarter 
revolution.  Therefore,  there  would  be  four 
positions  when  the  current  would  read  maxi- 
mum, or  four  impulses  or  sparks  per  revoln- 
tlon  (figs.  9  and  10,  page  256).  The  volt- 
age of  primary  winding  is  about  6  or  8  volts. 

This  type  of  magneto  is  shown  connected 
to  a  "master  vibrator  coil"  system  as  per 
fig.  4.  chart  126.  The  speed  of  this  arma- 
ture is  about  3,000  revolutions  per  minute. 
It  is  not  geared  at  a  fixed  qpfeed  as  the 
shuttle  type  armature,  but  because  it  gives 
twice  the  number  of  impulses  per  revolu- 
tion, and  by  running  it  at  a  very  high  rate 
of  epeed,  generates  an  alternating  current, 
the  changes  taking  place  so  rapidly,  it  is 
almost  continuous.  tThis  is  one  tsrpe  of 
alternating  current  generator  which  would 
nght  lamps  and  operate  with  a  vibrator  coil, 
but  it  would  not  recharge  a  storage  battery. 
A  storage  battery  can  only  be  charged  with 
a  true  continuous  or  "direct"  current. 


:^The  Ford  liagneto — an  "Inductor"  Type. 


Another  form  of  a  low  tension  magneto 
with  an  "inductor"  type  armature  is  the 
Fotd  magneto.  The  Ford  magneto  gener- 
ates a  low  voltage  also,  of  about  6  volts  or 
slightly  more,  owing  to  the  speed.**  The 
current   generated   is    "alternating." 


This  is  also  caUed  an  Inductor  type  of 
annatare  because  the  coils  of  wire  called 
the  "stationary  armature,"  remain  station- 
ary and  the  inductors  or  magnets  called  the 
"rotating  field"  revolve. 

Instead  of  there  being  two  impulses  per 


revolution,  there  are  sixteen  impulses  per 
revolution,  because  there  are  sixteen  coils 
and  sixteen  inductors  or  magnets. 

In  other  words,  each  revolution  of  the  fiy 
wheel,  to  which  the  magnets  are  attached, 
means  one  revolution  of  the  crank  shaft. 
There  are  16  positions  of  the  magneto  when 
the  current  output  is  at  its  maxlffium  height 
and  each  of  these  positions  is  called  the 
peak  of  the  current  wave.  There  axe^  also, 
16  positions  during  which  no  current  la  fiew> 
Ing  at  alL  Each  of  these  is  called  the  neu- 
tral position  and  each  is  half  way  between 
two  peaks.  Therefore,  every  sixteenth  of  a 
revolution  of  the  magneto  a  position  is 
reached  when  no  current  is  being  gener- 
ated and  are  termed  "dead  points." 

Each  alternate  peak  Is  of  an  opposite 
polarity;  that  is,  there  are  8  positions  in 
each  revolution  when  the  current  flowing 
from  the  magneto  winding  to  the  spark  coil 
is  positive  and  between  these  positions  are 
8  other  positions  when  the  current  is  nega- 
tive. 


Belation  of  the  Low  Tension  and  High  Tension  Magneto. 


We  have  now  dealt  with  pnctlcally  all  of 
the  low  tsniion  ^rpM  of  magnetos  in  general 
use.  The  true  form  of  low  tension  magneto 
from  which  we  will  produce  a  high  tension 
magneto,  is  the  type  using  the  "shuttle" 


armature,    which    revolves    between    horse 
shoe  type,  permanent  magnets. 

The  high  tension  magneto  which  will  be 
treated  In  instruction  No.  22,  is  merely  a 
modification  of  the  above  mentioned 
tie"  type  armature  magneto. 


*No(«— -These  syitema  are  now  seldom  used  for  sntomobile  werk,  but  are  shown  in  order  to  siTo 
tke  reader  ilia  information  and  to  brinf  out  the  less  understood  points. 

**8aa  the  Feed  finpylamant  pares  805  and  770.  for  *  'relation  of  speed  of  Ford  magneto  to  Tollaffo 
generaled."  tThe  FOrd  Indaeter  type  magneto  wm  light  lamps  and  supply  eurrent  for  a  Tibrater  type 
ceo,  bet  voltage  Tariea  considerably.  The  Ford  magneto  will  not  charge  a  storage  battexr.  beeause  the 
ewrem  geserated  is  alternating.  A  rectifier  ia  shown  on  page  809,  which  could  be  used  with  a  Ford 
magneto,  but  ia  not  altogether  practical. 


LOW  TENSION  MAGNETOS. 


^ 


Tb«  c*ait  Aa  tlie  rhsDKe  (aIem  pUc«  twice  dur* 
ing  ooe  revoliitioQ  of  tbe  armature  it  it  neceuAr? 
that  ft  two  point  cam  be  used  on  the  contact^ 
br«ftk«r  io  ord«r  to  breftk  contftct  twi6«  durixLt 
ot)«  reTolotioii — tee   pmfet  257,   2S9   and  261, 

To  »#t  tha  magneW:  Ai  ■tatcd,  the  point  ftt 
wbkb  the  armature  cheek  i«  juat  breakiniif  from 
the  pole  is  the  corred  povtUoii  to  aet  tho  magneto 
anaatiir* — and    at   the   aaaae   time   the   luterniptar 

How  Gurrent 

4  pefmanciit  magnet  it  made  of  hard  ateeil  a&d 
re  tain  a  it  a  magnet  iam*  Its  magnetic  inlluenee  ex* 
l«Ddi  from  one  pole  to  the  other,  which  la  called 
the  magnetic  field  as  ahowD  in  fig.  2. 


polnta  ahodld  |aat  aeparata — both  operatloni  ahomld 
occur  at  the  aame  ioatant,    (aee   page  809.) 

Advancing  and  retarding:  Theee  cama  made  of 
iteei  are  in  a  caaing,  and  hf  hikvlng  thia  eating 
made  ao  that  it  can  be  moved  through  aaj,  the 
one-tenih  part  of  a  circle — the  time  of  the  inter- 
ruption of  current  can  be  advanced  or  retarded 
with  relation  to  movement  of  armature.  Thia 
meana  the  spmtk  wlU  occur  early  or  late,  relative 
to  movement  of  plitona.    (lee  page  309,) 

l8  Produced. 


k 


Tie  flLafiietlo  U&ea  of  force  alwaya  flow  N  iaio  8 
pole.  If  a  bar  of  iron  be  placed  between  the 
polea  (NAB),  or  io  the  magnetic  field,  fig.  3,  the 
aagnetie  linat  of  force  will  travel  freely  tbrough 
Ike  iron,  it  will  be  an  eaater  path,  becanae  the 
atr  gap  between  polea  offer  2B0  tlmea  the  re- 
eittance  aa  doei  iron.  The  magnetic  lines  will 
alto  be  greatly  increased. 

Therefore  a  aoft  iron  armature  core,  curved,  lo 
It  will  revolve  freely  but  aa  close  at  poaiible  to 
tbe  pole  piecei  (soft  iron  also),  ia  placed  between 
tbe  pole  piecea  of  the  permanent  magneia.  A  coit 
sf  insula t(Kl  copper  wire  la  then  wound  on  tbe  H 
•e«tion  of  armature  core — see  fflg>  4. 

Gutting  Lines  of  Force. 

If  a  piece  of  copper  wire  in  the  form  of  a  closed 
[oop»  ia  moved  down  quickly  past  the  pole  of  a 
magnet,  it  will  cut  the  tinea  of  force  down  and  a 


moyemetit 

rigt.  6,  7:  In  bMa  poattion  the  coll  la  cntting 
tbe  greateat  nomber  of  lines  at  right  angles — the 
lines  have  followed  an  eaaier  path  and  are  paas- 
ing  through  the  ends  of  srmatnre  core: — none 
through  center  or  tbrough  coil — the  generation  of 
energy  haa  ranched  ita  maximum  and  ia  atored 
in  the  wire— the  actual  tflui  in  the  core  is  now 
at  sero.  The  thing  |ha|  is  moat  important  ia. 
not  the  amount  of  nkx  that  ia  flowing  through  the 
eoil  at  any  instant  that  is  of  importance  to  the 
generation  of  current  but  rate  at  which  this  flux 
is  made  to  pass  from  one  path  to  the  other  as  it 
chsngea  from  out  of  coil  into  it  again.  Therefore 
from  position  6.  when  alt  flux  la  out  of  core  or 
center  of  coil,  to  position  7,  when  the  flux  starts 
to  pass  through  core  or  coil  in  an  apposite  direc- 
tion (fig.  7)  represent!  the  greateat  rate  of  change 
and  ia  the  time  for  the  contact  pointa  to  open,  at 
which  time,  is  the  practical  maximum  position. 

Tig.  Bt  the  Unea  of  forca  (ftnx)  are  now  paas- 
ing  through  armature  In  a  reyerse  direction  to 
what  It  did  la  fig.  5,  but  voltage  pol&rlty  ia  atSll 
same  direction,  because  the  L  A  E  aide  of  coil  li 
sttll  cutting  linea  of  force  In  tbe  same  dirfiction — 
but  as  coil  is  cutting  a  less  number  of  lines,  the 
e.  m.  f.  weakena  aa  it  travels  io  xero  position  again. 

Hg.  9:  Armature  baa  turned  y,  revolution.  XTo 
lines  are  being  cut,  voltage  (e,  m.  t.)  strength  la 
at  lero.  but  current  still  axifta  without  genera- 
tion— -due  to  tbe  storage  capabilities  of  the  arma- 
ture windings.  For  inatance.  if  we  conaider  the 
magneto  as  a  sort  of  pump  and  reservoir  on  abort 
circuit,  we  can  see  why  the  reservoir  can  be  full 
even  though  the  pump  has  stopped. 

The  reader  mast  bear  in  mind  that  there  are 
two  phenomena  in  connection  with  the  magneto; 
one  ia  the  voltage  peak  or  maximum  voltage  flg. 
20.  and  the  other  is  the  current  peak  or  maxT* 
Tanm  current  fig.  30.  Tbeae  two  peaks  are  not 
in  unison.  The  current  pe^ak  lags  behind  the  volt- 
age peak  aa  much  as  90^,  when  armature  geta  ap 
to  apeed.  Thia  la  the  reason  why  there  is  a  strong 
current  flow  even  though  the  voltage  wave  la  at 
zero.  As  armature  moves  from  poaition  fig.  9,  tbe 
same  cutting  proceeds  as  bf^fore,  but  as  the  R  and 
L  aide  of  coil  will  now  cut  lines  in  an  opposite 
direction,  the  voltage  polarity  will  bo  in  opposite 
direction   for  the  next  half  revolution. 

•A  peimuient  magnet  wUl  retain  its  magnotinn  a  long  time  tf  a  kaeper  la  kept  on  ends  of  polaa— see 

page  303.      The  armature  on  a  magneto,  when  in  a  horiiontal  position  acta  as  a  keeper — see  page  302. 
An  elactro  magnet   ia  a  magnet   eonaisting  of  an   iron   core   around    which   ia   wrapped  wirew     When 
direet  current  ia  pa«fled  through  wire  tbe  iron  cora  becomes  a  magnet — if  flowing  in  one  direction.  Soft 
iron  corea  are  used,  aa  it  quickly  loses  its  magnetism  when  current  ceases  flowing. 
tiCafnetie  flux  is  tbe  total  nomber  of  lines   of  force  flowing  throuch   a  magnetic   eircntl. 


momentary    current    is 

Senariled  in  the  wire, 
owing  say,  from  T  to 
S,  ana  if  connected  to 
a  galvanometer  (O), 
needle  will  be  deflected 
to  one  side»  from  sero. 

If  wire  is  moved  up, 
cuting  tines  of  force 
up,  another  momentary 
current  will  be  gener- 
ated in  the  wire  but 
in  an  opposite  direc- 
tion, from  S  to  T,  and 
Btedle  will  be  deflected  to  the  opposite  side  of  lero. 

The  momentary  induced  current  is  greatest 
when  wire  ia  movad  ao  aa  to  cut  the  magnetic 
Ibaas  Qt  force  at  right  anglea — applying  this  prin- 
cdpla  to  the  coil  of  wire  on  magneto,  tbe  coil 
voirld  be  cutting  tbe  greatest  number  of  lines  of 
force  when  in  position  6  to  7 — or  when  it  is  mov-" 
lag  at  right  angles  to  the  lines  of  force. 

The  electric  current  In  the  wire  depends  npon 
the  £,  M.  F.  (electro-motive-force)  causing  It  to 
fl<>» — therefore  E.  M,  F,  is  geoerated  in  wire  when 
it  ts  made  to  cut  the  linea  of  force,  and  a  cur- 
rant  flows  when  it  is  complete,  due  to  tbe  gener- 
atad  B.  M.  F.  Tbe  faster  the  coil  cuts  tbe  tinea 
—greater  will  be  the  E.  M.  F.  generated. 

The  generated  E.  M.  F.  alio  depends  Qpon  the 
•trength  or  quantity  of  magnetic  lines  of  force; 
tbe  speed  or  rate  of  linea  cut  per  second;  the 
mmbvr  of  wires  cutting  the  linea — therefore  sev- 
eral layers  of  wire  are  used  on   the  armature. 

Bcferrtng  to  fig.  i,  the  coll  la  not  cutting  any 
of  tiM  Unas  of  force — the  lines  are  paaaing  freely 
through  armature  core  from  N  to  S— therefore  e. 
&.  f.  (voltage)  strength  ia  at  aero. 

rig.  6:  The  L  side  of  coll  la  starting  to  cut 
the  lines  of  force  up,  and  right  side  of  cotl  (&> 
la  cutting  down^E.  M.  F.  is  gradually  increasing 
la  eoiL      Lines  flowing  down  tlirough  core  N  to  B. 


4 


^* 


Fig.  1— Dl»«Twa  Of  Connections  of  a  High  Tension  M»gn«to. 

Kia«i  of  Pnndpftl  Puu* 

BW — SteoDdAry  winding  of 
Wlf«  Wt  tiio  PW  primnry 
winding. 

O — OoJI^^ctor  ring.  P^ — Brush 
OArrylng  high  tension  cnrrent 
10  tbe  b»i«  of  dittributer 


fhe    cnrrent    U    then    distT* 
,„li«d  to  the  four  pli 
dletrtbuter    mm,     { 


liuttfd  to  the  four  pluga  throngh 
dletrtbuter  mm,  <Z>  **  **- 
lermlnAli    (T> 


S£~i«  the  iperk  gnp.  J— 
OoidtB««r.  @ — it  tninlAted 
kM«  of  diJitribntef. 

ice  Ohnn  180  for  otirer 
MJii.  croii  lectlon  of  which 
W    !)•    leen    in    Fig 


Fig.    *2 — Longltndlnnl    Section    Ttiroiigb   High    Tension  Magneto. 


gHABT  NO.  129--Pilma^  and  SecondAiy  Circuit  of  &  High  Tcnxloii  Magneto*    Armature 
as  a  compound  type^  meaning  double  wound.     It  rovolves  with  its  wire  winding. 
»ol«->Tlic  dletHbutor  bmeh  <Z>   Le  retolTed  ty  o  geer    <W)    wkioi   !■  revolved   by  o  gear    (X>    on  umnti 

fCkmrU  J 27  mod  129  omitted    (TtOT  in  ounboring}. 


HIGH  TENSION  MAGNETOS, 


INSTRUCTION  Na  22. 
[THE  HIGH  TENSION  MAGNETO,    Description,    Construction. 
Parts,     Combination  of  Dual  and  Double  Systems.     Wiring 
Diagrams.     Leading  Magnetos.     Four  Ignition  Systems  on 
one  Engine. 


The  high  tension  magneto  is  not  only  a 
mechanical  generator  or  a  aubstitnto  for  the 
battery,  but  combines  all  the  elements  of  a 
complete  ignition  system,  except  the  pings 
and  switch* 

It  performs  three  separate  essential  func- 
tions as  follows;  generating  current;  trans- 
forming the  current  to  a  high  pressure; 
distributing  the  bi^h  tdsloii  current  to  the 
IndiTldual  cylinders.  Besides  these  main 
functions,  a  number  of  minor  functiona 
have  to  be  performed.  The  high  tension 
magneto  differs  from  the  tow  tension  mag- 
Aito  in  only  a  few  particulars. 

Armature  winding:  The  armature  on  the 
high  tension  magneto  is  wound  with  an  ad- 
ditional winding/ called  the  *  *  secondary  wind- 
log,''  whereas  the  low  tension  magneto  has 
but  one  winding  called  the  primary  winding. 

Instead  •f  using  a  "separate*'  high  ten- 
don coU,  this  second  winding  on  the  anna- 

^tnrt  of  the  high  tension  magneto  takes  its 
_  tac«.     (See  figs.  1  and  2,  chart  12  9,)     This 

[  secondary  winding  ia  carefully  insulated 
from  the  primary  winding,  except  at  one 
end,  where  both  it  and  the  primary  wind- 
ing are  grounded.  (P  W)  ia  the  primary 
winding,  and  (S  W)  is  the  secondary  wind- 
ing (fig.  2).  One  end  of  (8W)  is  lod,  care- 
fully insulated,  to  a  collector  ring  (0) 
mounted  on  the  armature  shaft,  and  a  eor- 
bom   pencil   or   brush    (P)    rubbing   on    this 


Description, 
collector  ring  takes  off  the  secondary  eor> 
rent  and  leads  it  to  distributor  brush  (Z), 

The  other  respect  in  which  this  tn>#  de- 
fers from  the  low  tension  magneto  in  that 
the  condenser  which  is  employed  in  oooneo- 
tion  with  the  interrupter  is  usually  built 
into  the  high  tension  magneto  (J  flg»  I) 
whereas  with  the  low  tension  magneto,  the 
condenser  is  in  the  separate  high  tension 
coil.  The  condenser  is  usually,  though 
not  necessarily  located  on  the  armature  shaft 
in  order  to  get  it  as  cloae  to  the  interrupter 
as  poeaible,  and  it  is  there  shown  In  fig. 
If  chart  129  (J).  In  some  magnetos,  for  the 
sake  of  greater  accessibility  and  other  rea* 
sons,  the  condeiiser  is  located  outside  the 
armature  in  a  stationary  sealed  bOE* 

The  purpose  of  a  condenser  in  explained 
in  chart  109. 

Owing  to  the  fact  that  the  secondary 
coil  of  the  high  tension  magneto  is  located 
on  the  armature  itself  it  follows  that  it 
not  only  receives  an  induced  current,  due  to 
the  breakage  of  the  primary  current,  but  it- 
self induces  a  current  kke  that  of  the  pri- 
mary coil,  but  imaller  in  volume. 

It  has  the  same  form  of  armature,  field 
magnets  and  priudple  of  interrupter  as  the 
low  tension  magneto,  but  varied  eonstrue* 
tion.  The  armature-coil,  however,  is  differ- 
ent, having  a  primary  winding  with  a  see- 
ondary  winding  over  it. 


«  Construction. 


The  high  tension  collector  ring  (Q>  per- 
forms for  the  high  tenaion  current  the  same 
function  that  the  spring  (8)  at  the  end  of 
the  armature  shaft  ia  fig.  5,  page  258,  does 
for  a  low  tension  current.  That  is,  in  this 
instance,  it  conducts  the  high  tenaion  cur- 
rent from  armature  to  the  distributor. 

The  collector  ring  is  Uard  rubber  with  a 
brmes  ferrule  (0)  surrounding  It,  against 
whieh  ferrule  a  heavily  insulated  stationary 
earbon  pencil  (P)  bears.  The  hard  rubber 
,  spool  has  wide  flanges  for  the  purpose  of 
kpreventing  the  high  tension  current  from 
escaping,  by  giving  it  a  long  path  to  travel 
from  the  brass  contact  ring  to  the  shaft. 
Am  hard  rubber  is  much  more  resistant  than 
aiTf  the  current  tends  to  travel  over  the 
surface  of  the  spool  instead  of  striking 
through  it. 


««The   distributor:     It   has   already   been 

explained  how  the  high  tension  current  ii 
induced  in  the  secondary  or  fine  wire  wind- 
ing of  the  armature  at  the  moment  the  cur- 
rent ceases  in  the  primary  winding.  It  re- 
mains to  explain  how  this  high  tension  cur- 
rent is  distributed  to  the  four  spark  plugs 
of  a  four  cylinder  engine  in  succession. 

The  beginning  of  the  secondary  winding 
(9  W)  (figs.  1  and  2,  chart  129)  is  con- 
nected to  the  end  of  the  primary  winding 
at  (N),  and  since  one  end  of  the  primary 
^7]rdiug  is  grounded,  the  secondary  is  also 
grounded  through  the  primary.  The  end  of 
the  secoodary  winding  leads  to  an  insulated 
contact  ring  (0),  fig.  2,  at  the  driving  end 
of  the  magneto. 

From  this  ring  the  current  is  taken  off  by 
a  carbon  contact  brush  (P).    From  the  brush 


*FoT  exiunpl*  of  m  high  toDsion  miifQeto,  tbe  Bo«cb,  t]rp«  DU4  ma  tbowa  in  chsrt«  129  sod  IBO  ii  u»«d. 


■«ThU  type  of  dUtrlbntcr  Is  the    "bnifh' 
la  th«  Btrlmc  pmgB  S12.  And  exi 


»hQwa 


plali 


typey   aa  it  mak^t  ft  wipiny  eontftct.     Tht  *'fftp-tjpe**  It 
in«a  on   page   247. 


T)YKE'S  INSTRUCTION  NUMBER  TWENTY-TWO. 


Fl£.  1  BOBcti  "DUi'*  Mgh-tonsloa  mitf- 
neta  for  a  4  cyt  engine.  Note  tiQ^Te 
nm.gu.eit.  Type  "DTJ6'*  it  the  ftfttne  •z* 
copt  for  1  6  cyl.  engine.  Type  "04** 
hni  8  bftr  m^ijnetg;  Type  *'DR4'%  2  b»T 
nmgneli. 


Pl£.    2.     Front    Vl«w    of    Boeeh    **DfJ4" 
Xntermptor   Parts. 

A — PlHlinnm  point  on  inintaled  contact- 
broaker  block  vrblcb  co&ne«ti  with 
ona  end    of   prim&rf   winding. 

B — Ftatinuni  potnt  on  grounded  breftker 
arm  €. 

C' — OontttCt- breaker  arm;  plalmum  point 
it  on«  end  and  Ing  at  other  end  which 
comei  in  coai«ct  with  cmm  G  at  C 
reiroWet, 

I> — Brasi  diac  faitened  to  armfttnre  ihaft 
and  rotates  with  it.  A.  B  and  0  are 
f&ateaed  to  thii  disc  and  revolve 
with  it.  but  A  la  ineuLated  from  D, 
while  B  and  O  are  groonded  to  ti. 

E — Carbon  bruah  grounds  D  ta  magneto 
frame. 

F — Oylindrleal  hreakar-boz  hooalng  which 
can  be  ah  if  led  by  L.  to  advance  or 
retard. 

O — 0am  bloeka  which  canse  arm  0  to 
ieparato  pointa   at   A   and   B. 

H — Spring  keepi  pointa  A  and  &  clot«d 
until    soperatea   by   G, 

K — ^Oonneota     wltb     A.     or     one     end     of 

Srimary  and  connects  with  terminal 
I  ( jtisulniefi) , 
M' — Oonneeta  with  awltch  aa  ■hown  is 
flg.  1.  page  260.  Other  aide  of  awitch 
11  grotindad.  When  twitch  It  closed 
mAgneto  ts  '*olf' \  See  page  275: 
**lo  out  off  magneto." 
h — Spring  for  holding  cover  in   place. 

Distributor  Parta. 

T — Terminal   to   tpark  plugt, 

Z — Diitributor   bruth   connecting   with    R. 

K— ~Oonnccft     with     pencil     bruth     P     on 

collector  ring  0,  throngh  contact  con 

daelor   Q,   at   per   page   26l4,    flg.   2, 
U-^egmentt  or  contact  piecei  connected 

with    tortninala    {T)    on    tryiich    bmih 

(Z)  alidet 


Flic.  3.    R«ar  SecUoDat  View.     Note  aafety-apark-gap  Z2 — tee 

alto,  fig,  1  and  2,  page  208.  Note  polo-piefea  aerewed  to  end 
of  field  mitgnelt.  The  dark  ihaded  f*ArX  oti  armature  repretetita 
secondary   winding;  light  thading,   primary   winding. 


ypA: 


,BT  NO,  130 — Names  and  Location  of  Parts  of  a  High  Tensioii  Magneto*    (Boseh.) 


IIIUU  TENSION  MAGNETOS. 


271 


^ 


Met  the  current  Is  carried  through  a  spring 
contact  conductor  (Q)  to  the  central  di»tri- 
butor  contact  (B), 

The  distributor  coniiista  of  a  disc  of  in- 
filiating  material  (S),  in  which  are  imbed- 
ded on  the  inner  Bide  one  central  cylindrical 
coLtact-piece  (K)  and  four  aonular  aector- 
•haped  contact  pieces  (U  U  U  U|  fig.  1, 
chart  129). 

Thd  diatributor  also  compriscB  a  shaft 
(V,  fig»  2),  which  carries  a  gear  wheel  (W) 
taething  with  a  pinion  (X)  on  the  arma- 
tore  abaft.  The  gear  wheel  (W)  haa  twice 
the  Bumber  of  teeth  aa  the  pinion^  and 
the  distributor  shaft  (V)  therefore  makes 
one  turn  while  the  armature  makes  two* 

matilbiitor  speed:  The  reason  for  driv- 
ing the  distributor  at  one-half  the  armature 
■peed  is  as  follows:  The  armature  as  al- 
ready stated,  turns  at  the  speed  of  the  en- 
gine  crank  shaft.  The  magneto  here  de- 
scribed is  for  a  four  cylinder^  four  cycle 
eDglne.  In  such  an  engine  each  cylinder  re- 
quires a  spark  once  in  two  revolutions  of 
the  craak  shaft. 

The  distributor  is  therefore  geared  so 
that  it  makes  one  revolution  to  two  revo- 
lutions of  the  crank  shaft  and  establishes 
eonneetion  between  the  high  tension  or  sec- 
ondary winding  of  the  armature  and  the 
•park  plug  to  each  cylinder  once  in  every 
two  revolutions  of  the  crank  shaft. 

The  gear  wheel  (W)  carries  a  brush  hol- 
der (Y)  containing  a  carbon  brush  (Z), 
which  is  adapted  to  make  conlact  simul- 
taneously with  the  central  distributor  con- 
tact  (B),  and  with  one  of  the  annular  dis- 
tributor contacts  (U).** 

The  dlBtrlhutor  sectors  (U)  are  surrounded 

at  the  inaide  and  outside  by  annular  rings 
of  a  highly  Insulating  m  ate  rial  ^  since  they 
carry  the  high   tension   current. 

Each  of  the  four  annular  contact  segments 
(IT)  has  secured  to  it  a  binding  post  (T) 
oa  the  face  of  the  distributor  disc,  and 
each  of  these  binding  posts  is  connected 
by  a  high  tension  (highly  insulated)  cable 
to  one  of  the  spark  plugs. 

There  are  numerous  methods  of  taMng 
the  current  froni  the  secondary  wladJug 
on  the  armature,  but  in  the  Bosch  a  car- 
bos  brush  pressing  on  an  insulated  ring 
is  ad  opted  r  thus  allowing  the  annature  to 
rotate  freely,  and  also  enabling  the  induced 
current  to  be  drawn  off. 

The  distributor  is,  in  effect,  a  rotary 
switch,  especially  insulated  and  provided 
with  a  number  of  contacts  equivalent  to 
the  number  of  cylinders  on  the  engine. 

Magnets  and  pole  pieces:  In  any  stan- 
dard magneto  made  on  this  principle  the 
general  construction  would  be  as  foUows: 
The  field  magnets  consist  of  two — or  usu- 
ally  three — pairs.    One  magnet  of  each  pair 


being  superimposed  above  the  others.     (See 
fig.  3,  chart  131.) 

In  some  few  cases  three  magnets  are 
placed  one  over  the  other.  The  magnets 
art  sot  to  give  correct  north  and  south 
polarity.  All  north  poles  on  one  side  and 
all  south  poles  on  the  other  side. 

The  ends  or  poles  embrace  **pole  pieces" 
of  soft  iron  bored  out  to  allow  the  armature 
to  rotate  *|uite  freely^  but  very  closely  to 
the  pole  faces;  in  some  cases  the  clear- 
ance is  only  .00  2  inch. 

She  armature:  Consists  of  an  armature 
core  of  soft  iron  of  Il-shaped  cross  sec- 
tion; also  referred  to  as  a  shuttle  armature. 
This  core  of  soft  iron  serves  to  form  a 
bridge  for  the-  magnetic  fiux  between  the 
polo  shoes,  and  also  to  carry  the  winding 
in  which  the  current  is  induced. 

The  armature  is,  in  practically  every 
standard  type  of  the  well-known  **8hllttle** 
type.  The  best  class  machines  have  the 
armature  built  up  of  thin  stampings  of 
soft  iron^  each  insulated  from  the  other 
by  a  thin  film  of  varnish.  This  form  of 
eonstrucdon  is  known  as  a  ''laminated 
armature  core.  *  *  A  laminated  armature 
core  is  shown  in  fig,  6,  chart  121,  and  a 
complete  armature  wound  with  double  wind- 
ing is  shown  in  fig.  1,  chart  131.  It  has 
the  advantage  over  a  solid  cast-iron  core 
in  that  the  electrical  efficiency  is  higher 
through  the  absence  of  *'eddy*'  currents 
in  the  iron  core  which  represent  considera- 
ble waste  of  energy  and  cause  beating. 

By  breaking  up  the  core  into  thin  sec- 
tions, the  currents  cannot  circulate  through 
the  iron,  (spoken  of  as  "eddy  currents,'*) 
In  the  case  of  a  solid  core^  the  iron  would  be 
annealed  to  render  it  as  "soft"  as  poi 
sible,  to  obtain  the  uest  magnetic  effect. 

ArmatTixe  wliidliig:  The  armature  core 
is  first  insulated  with  mica  or  similar  ma- 
terial. Then  it  has  several  layers  of  heavy 
insulated  wire  wound  upon  it.  To  the  end 
of  this  heavy  wire  is  connected  the  begin^ 
ning  of  a  very  ine  wire  (No.  36  or  40)*  in- 
sulated with  Bilk,  which  ia  wound  on  the 
core  until  the  slot  is  filled  almost  to  the 
height  of  the  cylindrical  portioui  after 
which  a  wrapping  of  insulating  cloth  is 
applied f  and  bands  are  put  around  the  clr 
cumferenco  of  the  armature  to  prevent 
the  wire  and  insulating  material  from  fly- 
ing out  and  coming  in  contact  with  the 
pole  shoes  when  the  armature  is  rotated  at 
high  speed.  To  the  ends  of  the  armature 
the  steel  shaft  or  spindle  is  fixed  by  brass 
end   plates.      (See  fig.   6,  chart   121.) 

It  will  thus  he  noted  that  there  are  reaUy 
two  windings  on  the  armature  whereas  the 
low  tension  magneto  has  hut  one  wlniUiif 
— an  inner  winding  of  relatively  few  turns 
of  heavy  wire,  and  an  outer  winding  of  a 
large  number  of  turns  of  fine  wire. 


*Th4»  wiodiof  o(  a  Botch   DU  4   niA^eto  uitLillj   co&itUta    of    8    Uy^n    of   No.    21    iainlftted    prlmAir 
virv  moA  70  to  73  layeri  of  No.  86  lilk  eover^  lecondftry   wire. 
**B—  fAot  not*  bottom  of  piKe  26d. 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-TWO. 


^Ball  ^Gear  Drives  Distributor    .  ^^^     ^^„^^^  ^.^^        Fig.  1 


Fig.  lA 


Tig,  lA.  Interior  vtew  of  a^bava  atrmaturfl,  reduced  lu  size.  EC — on« 
«Dd  of  primary  wtncting  ifn:>unded!.  The  otber  oad  of  primary  wind 
lag"  connecta  with  condentar  0  (note  one  end  of  condooaer  ii  pround- 
•d,  tea  alao  pa^e  268),  th«nce  the  primary  wlndlniE  t«ada  to  the  in- 
•ulated  icrow.  This  aerew  connecta  with  the  maulBted  breaker- 
point  (A>  and  with  «wUch  conneetione  <K)  and  (M),  fkgi  2,  page 
270.  See  bottom  of  pa^e  273  explaloing  the  prfmttry  circuit.  One 
•nd  of  ■econtiCaiT  wlndljig  connecti  to  eoUeetor  ring.  Other  end 
IToanded  to   primary   wire. 


Fig,  1.   Exact  Blza  of  a 
douple-wouud      hlgb'ten" 
sion  compoimd  armatnra. 
It   is   eimilar   to   the   low 
tension  armAture*   flg.  4, 
pag«    268,     except     tba  ^ 
low   tenaion   annntora  iftJ 
alngle-wootid.     Tba  gaarl 
which     dritea    tha    dlatributor    isi 
vbowti   Kt   one  end  and  the   eotlee^ | 
tor  ring   at   the  othor   end.     Wind- 
ing   ia    tapad    and    thallaeed    an  4] 
■mall  wira  ban  da  plaeed  aronad  lt.J 


Tig*  2 — FhotograpMe  Tivw  of  tba  circuit- braakan^  or  Inter- 
ruptair,  on  the  oppoiite  end  to  collector  ring.  Bama  type  »« 
ahown  in  fig.  2,  paga  370,  except  interrupter  arm  above  re- 
YoUei  cloek'Wiia  and  fig,  2.   page  268  reTolTes  anti*eloekwlie. 


P       tempter  or  Olrcnit-Breaker.    fiCagnot  Structure. 


Fig.  3— TIta  horia-aboa  magsata, 
pole  pleca>.  ate.  are  the  tama 
principle  ai  naed  on  a  low  taniion 
magneto. 


riff.  4.  Gircult  open  ait 
intarraptar.  Thla  ia  tba 
time  the  apark  occura. 
Note  O  raited  by  cam  O. 

Tig.  6.  Oirenlt  cloiad  on 
lnt«rTupt«r.  Note  O  hat 
paeted  over  O.  Sea  pag« 
273  for  explanation  of 
intermptar,  JL.  B«  0  and 
D  rarolva  (Anti-eloek* 
wiaa).  F  and  G  ara 
•t«iion«ry. 


Compound  Wound  Armature.    Magntlo  Ia^ 


HIGH  TENSION  MAGNETOS. 


273 


♦♦Condenser  principle:  When  the  two  con- 
tact points  (A  and  B)  are  auddenlj  aep- 
arated  there  is  a  tendency  for  the  eurrent 
to  continue  to  flow  across  the  gap,  it  pos- 
sessing a  property  similar  to  the  inertia 
of  matter.  This  would  result  in  a  hot 
spark  being  formed  between  the  contact 
points,  which  not  only  would  bum  the  points 
away  rapidly,  but  also  would  prevent  a 
rapid  cessation  of  the  current,  which  as 
already  explained,  is  necessary  in  order  to 
effect  a  rapid  change  in  the  lines  of  mag- 
netic force  through  the  armature  and  a 
high  inductive  effect  in  the  secondary  wind- 
ing. To  obviate  this  effect  a  condenser  (J, 
figs.  1  and  2,  chart  129)  is  employed,  which 
in  the  Bosch  magneto  is  placed  in  a  hollow 
of  the  armature  end  cover  at  the  circuit 
breaker  end,  also  see  chart  132. 

Condenser  constniction:  This  condenser 
consists  of  two  seta  of  tinfoil  sheets,  sheets 
of  opposite  sets  alternating  with  one  another, 
and  being  separated  by  sheets  of  insulating 
material  All  the  sheets  of  each  set  are 
metallically  connected,  and  one  set  is  con- 
nected to  the  conductor  leading  from  the 
primary  winding  to  the  stationary  contact 
point  (A),  while  the  other  set  is  grounded. 
In  other  words,  the  condenser  is  shunted 
across  the  Intexrupter.  Bee  fig.  1,  chart  129 
and  fig.  6,  chart  109. 

Such  a  condenser  is  capable  of  absorbing 
an  electrical  charge,  and  its  capacity  is  so 
proportioned  that  it  will  take  up  the  entire 
charge  of  the  extra  current  produced  when 
the  contact  points  (A  and  B)  separate;  that 
is,  the  extra  current,  instead  of  appearing 
in  the  form  of  a  spark  across  the  gap  be- 
tween A  and  B,  passes  into  the  condenser 
(J).  In  this  way  the  objectional  arcing  or 
burning  at  the  contact  points  is  avoided  and 
the  current  flow  in  the  primary  circuit  is 
more  quickly  stopped. 

fThe  safety  spark  gap  principle:  There 
remains  but  one  point  to  describe,  and  that 
is  the  safety  spark  gap  (see  Z  A  ZZ^  fig. 
2,  chart  129).  This  is  practically  a  safety 
valve  for  the  high  tension  current.  If,  for 
example,  a  wire  became  detached  from  the 
sparking  plug  or  from  the  distributor  so 
that  the  ordinary  path  of  high  tension  cur- 
rent was  barred,  there  would  be  considerable 
danger  of  the  current  forcing  a  circuit 
through  the  insulation  of  the  armature,  and 
thus  doing  very  considerable  damage  were 
it  not  given  some  easier  escape  as  provided 
by  the  safety  gap. 

A  magneto  must  bo  so  designed  thAt  it 
will  give  a  sufficiently  hot  spuk  at  a  com- 
paratively low  engine  speed,  and  the  abiUfy 
to  do  this  implies  the  ability  of  generating 
very  large  and  hot  sparks  and  enormously 
high  tension  at  high  engine  speed. 

The  actual  electro-motive  force  or  tension 
produced  in  the  secondary  winding  is,  how- 
eoBJioeted  or  grounded  to  the  frame.    (Study      e\er,  limited  by  the  sise  of  the  spark  gap 
fig.  1,  ehmrt  119.)  in  the  spark  plug,  for  as  soon  as  the  ten- 

*The  breaker  polnto  on  th«  BoMh  sre  urasUr  set  .016  in.  gsp.  ipark  ping  gsp  .020"  to  .026". 

the  vohwe  ef  tpsrk  ah^i  tw  tlmM--flae  slio  page  229.    Se«  psgt  8Q%« 
tSee  elfo.  psgM  299.  291. 


Tho  winding  of  heavy  wlre^  or  pri- 
mary winding,  serves  primarily  for  gener- 
ating the  eurrent,  and  in  connection  with 
the  fine  wire  or  secondary  winding,  it  also 
serves  for  multiplying  the  pressure  or  vol- 
tage to  such  an  extent  that  it  will  produce 
a  spark  at  the  gap  of  the  spark  plug  in 
the  cylinder.  Types  of  annatores  are  shown 
in  chart  132. 

Tho  Intenrnptor,  also  callsd  a  "contact 
breaker."  To  aeeonq>lish  this  breaking 
of  the  primary  circuit  at  the  proper  mo- 
ment and  then  dosing  it  again,  a  device 
known  as  a  circuit  breaker  or  interrupter 
is  used.  This  is  carried  on  the  armature 
shaft  opposite  the  driving  end. 

It  consists  essentially  of  a  stationary  in- 
sulated contact  point  (A),  (see  fig.  4,  chart 
ISl)  and  a  movable  contact  point  (B)  on 
one  arm  of  the  bell  crank  (0).  Both  of  these 
parts  are  mounted  on  a  brass  dise.  (D), 
which  is  securely  fastened  to  the  armature 
shaft  and  rotates  with  it. 

The  stationary  contact  (A)  is  insulated 
from  the  supporting  dise  (D),  while  the 
movable  contact  (B)  is  in  metallic  connec- 
tion with  it,  and  the  dise  (D)  is  grounded 
to  tho  frame  of  the  magneto  by  a  carbon 
brush  (E).    (Bee  fig.  2,  chart  129.) 

The  circuit  breaker  is  surrounded  by  a 
eylindrieal  housing  (F),  to  the  interior  sur- 
Hnt  of  which,  at  diametrically  opposite 
points,  are  secured  steel  cam  blocks  (G  A 

Ordinarily  the  two  contact  points  (A  and 
B)  are  kept  in  contact  by  a  spring  (H).  As 
tiio  disc  (D)  rotates,  the  outer  arm  of  the 
ben  erank  (C)  comes  in  contact  with  the 
earn  blocks  (G),  whereby  the  contact  points 
(A  and  B)  are  separated  momentarily.* 
(Fig.  4,  chart  131.) 

As  soon  as  the  end  of  the  bell  crank 
(0)  passes  cam  block  (G)  the  spring  (H) 
br&gs  the  two  contact  points  (A  and  B) 
together  again.     (Fig.  6,  chart  131.) 

The  stationary  contact  block  (A)  is  con- 
neeted  with  one  end  of  the  primary  wind- 
ing of  the  armature,  through  a  screw  pas- 
sing through  the  center  of  the  armature 
shaft     (See  (I)   fig.  2,  chart  129.) 

The  other  end  of  the  primary  winding 
has  metallic  connection  with  the  armature 
core;  in  other  words,  it  is  grounded. 

It  win  now  bo  readily  nnderstood  how 
tlM  eisrent  flows  through  the  primary  dr- 
eoit  (fig.  1,  chart  129).  Originating  in  the 
primary  winding  (P  W,  fig.  2)  on  the  arma- 
ture, it  flows  through  the  contact  breaker 
screw  (I)  to  the  stationary  contact  (A), 
thence  across  to  the  movable  contact  (B), 
from  which  it  is  led  through  the  contact 
bmsh  (E),  into  the  metallic  framework  of 
the  magneto,  whence  it  returns  to  the  begin- 
ning of  the  primary  winding,  which  is  also 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-TWO. 


II 


Mci^ne&p 


^r  Another  almpllfied  Illustration  of  m  mgjb.  Teaiioii  Magneto  Ignition  System,  thowing 

tho  circuit  of  the  primary  wire  windiBg  on  the  armature  and  its  conEection  with  the 
interrupter.  Note  the  condenBer  ii  "»himted"  across  the  interrupter.  Another  view 
iJiows  the  distributor  and  spark  plugs  and  connections.  Dotted  lines  represent  the  earth 
or  ground  conncctioD  to  frame. 


T&  £if>rt^t^vr9>f 


Fff/MAI^r  IMW^-V^ 


/ 


^ 


^ 


fn^Q^ 


Sfi&^/^A/fy  it¥iW4?//^(f 


Pic.    2,     PrimAfV   Armature,    Single  Wound.  Figr    3.     Compound   Arinature,   Double   Wouud. 

Magneto  armatures  may  be  classified  in  two  groups,  according  to  the  basic  principles 
employed  in  the  magneto  field  to  gene  rats  the  initial  electrical  impulses^  These  axe  known 
as  the  ABMATURE  type  ajid  the  INDUCTOR  type. 

Armatnie  type. — ^Elcctrical  current  is  generated  in  the  armature  type  magneto  by 
revolving  several  thousand  feet  of  fine  copper  wire,  which  is  wound  around  a  soft  iron 
core,  between  the  pole  pieces  of  the  magneto.  As  the  winding  rotates  within  its  narrow 
confines,  electrical  impulses  are  Bet  up  within  the  winding. 

The  armature  tvp>e  magneto  may  be  redivided  into  two  classes.  One  is  called  the 
PRIMARY  ABMATURE  magneto,  and  the  other  is  called  the  COMPOUND  ARMATURE 
type. 

The  primary  armature  typ«  has  but  a  SINGLE  winding  in  the  magneto  field  and 
generates  a  low  valtage  cur^e^t  and  is  described  in  Chart  120  as  the  LOW  TENSION 
MAGNETO. 

The  compound  annatnre  type  is  the  DOUBLE  wound  armature  described  previously 
(Chart  131)  as  the  HIGH  TENSION,  DOUBLE  WOUND  ARMATURE  TYPE  OF  MAG- 
NETO. 

The  inductor  typo  of  annaturo  is  a  little  different  from  the  armature  previously 
described.  This  type  consists  of  revolving  a  solid  steel  shaft,  upon  which  are  mounted 
two  steel,  fan-shaped  inductor  wings,  within  a  stationary  winding  in  the  magneto  field 
(Chart  126.) 

In  this  type  the  wire  does  not  revolve  or  move  as  it  does  in  the  armature  on  the 
magnetos  previously  described.  The  fan-shaped  wings  and  shaft  revolve,  while  the  wire 
remains  stationary.' 

This  type  of  magneto  'requires  a  separate  high  tension  coU  (transformer),  which 
is  placed  separate  from  the  magneto,  as  shown  in  Chart  123;  therefore  it  would  be 
called  a  low  tension  magneto  with  a  separate  high  tension  coil. 

The  type  of  magneto  using  the  Inductor  type  armature  is  the  BEMY  and  K.  W.  make. 


CMAST  ira  M^S^^JUioitbsr  DiRgTMm  9t  ft  m^  Tension  Magneto  Olrcnlt.    Magneto  Armaturei. 


^^bi 


mOH  TENSION  MAGNETOS. 


275 


•ion  raaelieft  a  point  sufficient  to  jump  this 
gmp  the  diflcbitrge  occun^  aad  there  ib  no 
further  increase  in  the  electro-motivQ  force. 

*  Suppose  however,  that  tlie  temxliials  of 
the  Epark  plug  are  by  chance  bent  unduly 
far  apart,  or  that  one  of  the  high  tension 
conneetions  to  the  irpark  plug  accidontaltj 
comee  loose,  then  there  would  be  no  chance 
for  the  vpark  to  pans  in  the  ordinary  way 
and  the  electro-motile  force  in  the  teo- 
ondary  winding^  might  build  up  tP  ^^^^  ^^ 
extent  as  to  puncture  the  inaiilation  of  the 
winding  which  would  ruin  the  armature*  To 
avoid  this  the  safety  spark  gap  is  provided. 

Safety  spark  gap  coilstnictloii:  It  con- 
sists of  a  Uttle  chamber  formed  on  top  of 
Ihe  armature  cover  plate    with  a  top  of  in- 


Bulaling  material.  Into  the  top  and  bottom 
of  this  chamber,  spark  terminals  (Zl,  ZS) 
are  set. 

The  spark  termiiial  in  the  bottom  is,  of 
course,  grounded,  and  that  in  the  iniulated 
top  is  connected  with  a  high  tension  con^ 
tuct  brush  (P)  by  a  strip  connector. 

The  gap  between  the  two  terminals  (Zl, 
Z2)  is  longer  than  the  gap  between  the 
spark  plugs,  and  ordinarily  no  spark  will 
pass  between  these  terminals,  but  if  ow« 
ing  to  the  conditions  already  mentioned,  no 
spark  can  pass  at  the  regular  spark  plui^ 
and  the  electro-motive  force  in  the  sec^ 
ondary  winding  attains  an  abnormal  value, 
a  discharge  will  occur  at  the  safety  spark 
gap^  thereby  preventing  the  secondary  elec- 
tro-motive force  from  rising  still  higher. 


Miscellaneous   Details   of  Oon^tructlon. 


Some  of  the  mechanical  detaila  of  the 
magneto  may  be  seen  in  charts  129  and  130, 
whieh  are  three  actual  views  of  the  Bosch 
model  DIJ4,  It  will  be  observed  that  a 
spring-pressed  contact  brush  (a,  fig*  2,  chart 
129,  extreme  bottom)  is  placed  in  the  base 
cf  the  magneto  bearing  against  the  circum- 
ference of  one  armature  end  plat^.  The 
cbject  of  this  contact  brush  is  to  make 
absolutely  sure  that  the  revolving  metallic 
parts  of  the  magneto  are  at  all  times  in 
good  metalHo  connection  with  the  station- 
ary part  and  the  frame  of  the  car;  in  this 
construction,  therefore,  the  armature  bear* 
lugs  carry  no  current. 

The  annatare  shaft  la  taonnted  In  annu- 
lar ball  bearings  (fig.  2,  chart  129)  (b  and 
c),  which  are  provided  with  oil  guardf  m 
that  any  lubricant  supplied  to  them  will 
not  be  easily  lost  or  reach  the  insulating 
parta.  The  armature  tunnel  is  closed  on 
top  by  an  aluminum  cover  (i)  and  the 
front  of  the  circuit  breaker  housing  is  pro- 
vided with  a  brass  cover  (g)»  which  is  held 
in  place  by  means  of  a  hinged  iat  spring 
(h),  80  it  can  be  removed  and  replaced. 


The  distributor  shaft  Is  mounted  in  ■ 
plain  bronze  buahed  bearing,  which  is  lu- 
bricated by  means  of  a  wick  oiler  (e).  A 
fait  washer  (d)  enclosas  the  inner  end  of 
the  bearing,  while  at  the  distributor  end  is 
provided  a  channel  (j)  for  the  escape  of 
any  oil  working  out  of  the  bearing  so  it 
will  not  reach  the  dlatributor.  A  large  si-ze 
oU  well  (o)  is  provided  for  the  wick  oiler 
and  is  closed  by  a  hinged  cover  (f)  on  top. 

A  number  of  other  Ulustrationa  are  alao 
ahown  of  the  Bosch  DUi  magneto,  in  chart 
130  and  131,  which  may  aid  those  not  fa 
miliar  with  mechanical  drawings  to  grasp 
the  arrangement  of  parts. 

So  far  as  the  above  description  of  Ihe  in- 
dividual parts  and  their  functions  is  con- 
cerncd,  that  applies  to  any  true  high  ten- 
si  on  magneto,  that  is,  a  magneto  having 
both  a  low  tension  and  a  high  tension  wind- 
ing on  the  armature. 

Each  of  the  elements  here  described  is 
always  present,  and  serves  the  purpose  indi- 
cated, though  the  relative  location  of  the 
parts  varies  ao  me  what. 


To  Cut-Off  the  Magneto  Ignition— Tho  Switch. 


It  is  neeeaaary  to  be  able  to  stop  the 
magneto  from  producing  sparks  when  it  is 
desired  to  stop  the  engine.  (See  fig. 
^f  P*g«  270).  To  this  end  a  sheet  metal 
strip  (K)  is  provided  which  contacts  with 
the  stationary  contact  point  (A)  of  the 
eircuit  breaker  and  leads  to  a  binding  post 
(M)  on  the  circuit  breaker  housing.  From 
Uiia  binding  post  a  wire  is  carried  to  a 
■witch  on  the  dashboard.  One  side  of  this 
switch  is  groanded. 

When  the  switch  is  closed  the  current  gen- 
erated in  the  primary  winding  of  the  arma- 
ture flows  to  contact  point  (A),  thence 
through  strip  (K)»  binding  post  (M),  and 
connecting   wire   to   the   switch,   whence    it 

•B«latlOD  of   spark  j^lng  gap  to  engine  Gompreasloa:     A^sumiu^  we  havo  a  4   cylinder  masneto.    tbe 
•*»*f(»ly   MP"    ot  which   is  set   at    %"    coTvesitoading   to    8000    volU,    which    aUo    corresponda    to    the 
voH«f«  required  to  Are  a  ipark  plug  having  &  g&p  .025"  under  a  preiauro  of  65  lbs.  If  this  magneto  was 
r^kQiijfed  to  art  an  6n^ifi«  where  there  wan  a  higher  Gompre«ston  of  85  to  00  lbs,,  ercn  if  the  mix 
lure   raprffiented    ■ligblly    lower   reslitance.    it    wti^old    probably    fall    to   ire   and    iniiead,    would   jump 
•cTOia  at  the  aafety  rap   (see  Zl  and  Z2.  fl^a.   1   and  2.  page  266).     However,  a  att^ht   reduction   of 
the  dialance  between  the  apark  plni;  points  would  lower  the  i^fTeciive  presaare  ao  that  il  would  operate 
In  the  proper  manner.     On  the  other  hand,  if  the  engine  had  low  compreeslon,  the  apark  plug  polnta 
ahtrold   be   opened   up.   but   if   too  wide,    Ihia   j^-ould  immediately   place   a   ^eater   atrain    on   the   apark 
plttf  iaanlation  and  if  the  plug  earboniied  badly  it  would  be  apt  to  Hath  over.     Bee  also,  pages  817. 
S91,  390  and   303. 
ISpai^  plo^  gap  and  compression:     For  blgb  compretaion   engines   75   to   80   lbs.,   set   gap   .020'';    for 
Itaaa.  compreaaion  en^inea  65  lbs,,  set  gap  .036" ;  for  low  compreaaion  engines^  55  Iba.,  aet  ca^  Jim 
page  627   for   rompresiioa. 


passes  through  a  wire  into  the  framework 
of  the  car  and  returns  to  the  beginning 
of  the  primary  winding.  The  effect  of  this 
is  that  the  primary  winding  is  *' short  dr- 
cuitod''  all  the  time  and  the  opening  and 
closing  of  the  contact  points  (A  and  B) 
have  no  effect*  In  technical  terms,  the  clr- 
ctilt  breaker  la  cut  out. 

The  flow  of  the  primary  ciurent  can  eas- 
ily bo  followed  in  the  diagram  of  connec- 
tlona  (fig*  1,  page  268)  where  its  direc 
tlon  when  the  magneto  is  working  regularly 
is  indicated  by  full  arrows,  and  its  return 
path  when  the  magneto  is  running  but  not 
producing  sparks,  is  indicated  by  dotted 
arrows. 


276 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-TWO. 


Coil^witcK 


Fig.  1— A  ''Single"  high  tension  magneto; 
Engine  is  started  direct  from  magneto  cur- 
rent. Current  is  distributed  to  plugs.  The 
switch  connects  to  interrupter  on  magneto 
on  one  end,  and  '* ground"  on  the  other.  To 
stop  magneto,  the  s«v^itch  is  closed,  not  opened. 


BdUcry 


Fig.  2— A  "Dual  '  systam  of  ignition; 
Either  the  high  tension  single  coil  with  bat- 
tery (using  the  distributor  on  magneto)  may 
be  used  or  the  high  tension  magneto  alone, 
may  be  used.    Only  one  set  of  spark  plugs. 


BitkamamfCtM 


Flf.  8.— Bosch  "X>ouhl«**  System  of  Xnitton    two  stU  of 
Spark  Pings  and  two  .Znd«p«nd«iil  Ignition  SjstMis. 


The  "Double"  system  of  ignition; 
high  tension  magneto  and  a  separate 
single  high  tension  coil  with  a  sepa- 
rate timer  and  distributor  combined, 
using  a  battery. 

The  positive  terminal  of  the  bat- 
tery is  grounded  and  the  negative 
terminal  led  tc  terminal  ^6)  of  the 
stationary  switch  plate.  Switch  ter. 
minal  (1)  is  tnen  connoisted  with 
the  binding  post  located  on  the 
under  side  of  the  timer-distributor 
(T  D).  The  second  binding  post  on 
the  timer-distributor,  which  is  lo- 
cated on  the  under  side  of  the  tim- 
ing control  arm,  is  to  be  grounded. 

Sir^iteh  terminal  (2)  is  connected  to 
the  grounding  terminal  of  the  mag- 
neto. 

The  cover  of  the  Timer-Distributor  may  then  be  replaced,  but  a  careful  note  should  be 
made  of  the  distributor  terminal  with  which  the  distributor  brush  is  in  contact.  This  dis- 
tributor terminal  should  be  connected  to  the  proper  spark  plug  of  the  cylinder  with  which 
the  distributor  of  the  magneto  is  in  circuit.  The  remaining  distributor  contacts  should  be 
connected  in  accordance  with  the  firing  order  of  the  engine,  and  wUl,  of  course,  be  identical 
with  the  connections  of  the  magneto.  Switch  contact  (4)  is  then  to  be  connected  to  the  cen- 
tral contact  of  the  timer-distributor,  and  this  will  complete  the  connections. 

When  the  switch  is  In  the  off  position,  the  battery  circuit  is  broken  and  the  magneto 
is  grounded,  in  consequence  of  which  no  sparks  will  be  produced  when  the  motor  is  cranked. 

With  the  switch  thrown  to  position  (B),  the  magneto  will  continue  grounded,  but  the 

battery  circuit  will  be  completed,  and  in  consequence,   the  breaking  of  the  circuit  by  the 

timer-distributor  will  result  in  the  production  of  a   spark  that  ^Hll  be   transmitted   to  the 
proper  cylinder  by  the  distributor. 

The  same  condition  will  exist  with  the  switch  thrown  to  portion  (MB),  except  that  then 
the  magneto  ground  circuit  will  be  broken  and  that  magneto  sparks  wUl  be  produced  in  ad- 
dition to  the  battery  sparks. 

With  the  switch  thrown  to  position  (M),  the  magneto  will  operate  in  the  normal  man- 
ner, and  the  battery  circuit  will  be  broken. 


KO.  188— Magneto  Wiring  Diagram  of  a  High  Tenaton 
''Double"  Ignition  System. 
iM^— 9!b#  JTStSB  tg.  8,  Is  kaowB  m  tho  **Bof€h  Bstlwy.  Ooil  SB 
f  aiywiwm  €mplmtk9d  sot  jMgit  tb%, 
M#  foot  Mote  bottom  of  p^^  281, 


"  ••Dual 
■ad  la 


HIGH  TENSION  MAGNETOS. 


277 


Examplea   of  Magneto  IgnltloiL 

Ttie  magneto  waa  ertenslvely  used  In  tlie 

put  on  pleasure  or  ptisseiigcr  cars,  hot  tbe 

bigh    teaflion    "coil   and   battery'*   ignition 

'  has  taken   its  place  for   reasona  stated  on 

I>age  265. 

Ttio  magneto  is  now  extensively  used  on 

tincks  and   tractors  for  reaaona   stated    on 

■  pAge  255.     The    truck    and    tractor    eaginea 

[ftro  seldom  equipped  with  electric  starting 

I  motors,   but    are    equipped    with    '  *  magneto 

I  ignition"  and  "impulse  atarters."     In  fact^ 

during  the   war   very   near  every   tmck    in 

Government   use  was  tEus  equipped^  which 

eHminated  the  battery  and  complication. 

Dual  Ignition. 
Dual  system  of  Ignition:  Where  a  car  baa 
two  ignition  systems  for  instance,  a  "coil 
^  And  battery*'  and  independent  "magneto," 
^  hut  both   systems   using   one   eet    of   spark 
plugs — this  system  is  called  a  ' '  dual  *  *  igni- 
tion system. 

Dual  ignition  Is  quite  common  where 
magnetos  are  used,  that  is,  before  the  ad- 
T«nt  of  the  "Impulse  starter.'*  The  idea 
being  to  have  an  auxiliary  battery  and 
coil  system  to  start  on,  and  the  magneto 
to  run  on. 
There  are  two  general  principles  of  dual 
I  Kyvtems,  which  were  formerly  used  to  a 
great  extent;  the  "low  tension  magneto" 
and  a  separate  "high  tension  coll"  and 
battery — per  pages  262  and  2 §3.  The  coil 
and  battery  were  used  for  starting  engine; 
after  starting,  the  magneto  supplied  the 
current  to  the  coiL 

The  other  method  was  by  the  uae  of  a 
"high  tension  magn«to"  and  a  aeparate 
and  distinct  "high  tension  coll"  and  bat- 
tery ignition  system.  The  engine  was 
started  on  the  battery  and  coil  system  then 
switched  over  to  the  high  tension  magneto 
which  was  independent  of  the  colL 
An  example  of  a  dual  system  using  a  high 
I  tanalon  magneto  and  soparate  high  tension 
coll  and  battery  is  shown  in  fig.  2,  page  276. 
High  Tension  Magneto  Alone. 
In  fig.  1,  page  276,  note  the  high  tension 
f  magneto  supplies  current  to  the  four  apark 
plugs  on  a  four  cylinder  engine. 

The  armature  ia  double  wound;  therefore 
a  separate  coil  is  not  necessary.  The  dis- 
tributor on  the  magneto  distributca  the 
high  tension  current  to  the  apark  plugs. 

The    disadvantage    of    this    system    is    in 
•tartingy    the    armature    on    magneto    must 
be   revolved   fast   enough   to   generate   cur- 
rent   before    the    spark    will    occur    at    the 
, plugs.     Therefore  it  is  necessary  to  "spin" 
I  the  crank.     This  is  not  a  very  satisfactory 
,  fyitem  unless  an  "impulse  starter"   (page 
B32}   ia  used  as  explained  on  page  255  and 
\  Above. 

When  equipped  with  an  impulse  starter 
it  is  a  desirable  system  for  trucks,  tractors 
and  stationary   engines. 

Double  Ignition. 
Double  system   of  ignition:     Where  two 
riets  of  spark  ptugs  are  used  with  two  inde- 
i|>e«dent   ignition  systems — this   is   called   a 
^'double"  system. 
*S««  ftl«o.  |>tffl  927  «od  Ifittrt  Ko.  1. 


An  eieample  of  a  "double"  ignition  ays- 
tern  using  a  battery,  high  tension  coil,  timer 
and  distributor  for  one  system  and  a  high 
lenaion  magneto  for  the  other  with  two 
spark  plugs  in  each  cylinder,  Is  shown  on 
page  276,  fig.  3. 

Another  form  of  Double  System. 

Referring  to  page  278,  note  the  sepurate 
and  independent  high  tension  magneto.  The 
coil  and  battery  aystem  is  similar  to  the 
master  vibrator  system,  explained  ou  page 
230.     See  page  27B  for  further  explanation. 

*T1i«  Plorce- Arrow  Angina,  from  the  time  lti« 
■yitfim  on  page  278  wAf  diioontinuod.  up  to 
Jiilj,  1919:  uied  a  "double*'  ■yatem  conaUting: 
of  a  bigh  tenaion  magneto  with  an  mdependent 
set  of  apark  plogi  and  a  aeparate  coil  aiif!  bat- 
tery igoitioo  with  another  aet  of  tpark  plnga.  or 
two  flpark  plugs  per  cylinder  per  page  276. 
EUber  aystem  could  be  tiaed  Independently  or  to- 
getbor.  When  uaod  tofother.  tbia  insured  a  Tory 
hot  aparic  \n.  th«  cyliDder  with  reaalt  that  more 
pov«r  iind  leai  gaaoUiio  ii  eonsfimed,  »a  eifilained 
below. 

The  lat«  1010  Pierce- Arrow  nsoi  a  Deloo  bAt- 
tery  tad  eoU  tgulUon  ajiiemt  uaing  a  "double" 
timer  and  dUtributor  and  two  apark  ploga  Co  each 
cylinder.  A  fe&erator  ia  uaed  to  charge  the 
battery.     The    magneto    hai    been    eltnainate^d. 

Two-Spark  Igoltioii  System. 
The  ''two-spark*'  syatem  used  in  connec- 
tion with  a  bigh  tension  magneto  is  ex- 
plaijied  below  on  page  a  283,  926.  Here  we 
have  two  distributors  on  the  one  magneto 
and  two  apark  plugs  are  provided  for  each 
cylinder.  The  principle  ta  aimilar  to  the 
''doable''  system  except  the  one  magneto  ia 
used. 


-ifmnm  tftUM 


C*fiVf  tt<D       ua^^^ci  BBifthi*'- 


Remy    two  apark    magneto. 

The  idTuitsge  of  h«Tliig  two  tpvli  pltiga  fire 
at  one  time  In  eaeli  cylindarp  la  to  increaae  powtr 
and  vpead,  azpLaiiied  a-a  followa:  By  referring 
to  page  307  we  learn  thai  thirc  ia  a  difTereoce 
between  the  time  when  the  apark  occara  and  the 
actual  time  of  combuttion.  Therefore  with  a 
weak  apark,  the  time  of  apark  ia  made  to  ooeur 
earlier,  that  U,  "advanced"  before  piston  reacboi 
top  of  the  compreiAioa  atroke,  in  order  that  it 
will  ha¥e  time  to  ignite  the  gas,  combust  end 
expend  before  piatoa  geta  to  far  down  on  power 
etroke.  With  a  "double"  ayatem  or  "twotpark" 
•yatem,  or  e  good  hot  apark^  this  ad^rAtiee  of  igni- 
tion ia  leaa,  aa  the  combnatlon  ia  almoat  inaten- 
taneont.  cona^qntntly,  with  leaa  »dTancement  of 
apark,  there  ia  leaa  liability  of  firing  beck  on  the 
piaton  before  it  reach ea  the  top  of  compreaBioa 
atroke  and  furth^-inQre  there  ia  «  aaving  of  gaao- 
line,  becauae  with  a  good  hot  apark  all  of  the 
gaaoline  ia  ignited  and  aaed  for  power  insieed  of 
part  of  it  paasing  o^t  the  axhauat  not  folly 
ignited.  In  other  worda  a  weak  apark  prodoeea 
■low  eotnbuailoa  and  a  hot  apark  qnick  combaa- 
tion. 

TwO'Point  Ignition  System. 

The  **4wo-poiiit"  B3rstem.  where  two 
sjKurka  occur  at  the  samt  time  but  In  dif* 
ferent  cylinders,  la  shown  on  page  284. 

On  a  four  cylinder  engine,  the  spark 
would  occur  at  two  apark  pluga  at  once,  but 
inasmuch  as  on©  of  the  pistons  would  bo  on 
exhaust  stroke,  this  would  make  no  dif- 
ference. 


fflGH  TENSION  MAGNETOS. 


279 


Bosch  Vibratliig  Duplex  System. 

This  system  is  described  in  chart  187.  Its 
purpose  is  to  assist  in  starting.  Do  not 
cenfose  this  system  with  an  electric  system 
of  starting  by  movement  of  crank  shaft.  The 
principle  of  this  system  is  to  supply  a  sep- 
arate battery  and  vibrating  coil  to  start 
engine  on,  doing  away  with  a  dual  system. 
See  chart  137  for  further  description. 

To  Time  the  Magneto. 
Which  is  a  Bosch  DU4  or  DU6  as  an  ex- 
ample. First  place  piston  of  No.  1  cylin- 
der on  top  of  compression  stroke,  and  with 
magneto  interrupter  housing  retarded  set 
contact  points  just  starting  to  break.    The 


driving  means  can  then  be  coupled  up. 

The  timer  distributor,  fig.  S  ehart  133, 
should  then  be  revolved  (in  direction  of  ro- 
tation) until  timing  interrupter  is  in  the  act 
of  breaking. 

To  Time  the  Eisemann  "O"  Types. 
With  these  systems  it  is  merely  necessary 
to  bring  No.  1  piston  to  top  dead  center, 
rotate  the  magneto  until  the  setting  mark 
on  the  distributor  is  opposite  the  pointed 
screw  at  the  top  and  couple  up  the  drive. 
Use  marks  "B"  or  "L"  for  right  or  left 
hand  rotation,  respectively,  as  needed — ro- 
tation being  judged  from  driving  end.  (see 
page  285.) 


Instructions  to  the  Beader. 


If  the  reader  will  master  the  purpose  and 
principle  of  the  following,  it  wlU  then  bo 
easy  to  analyse  any  system  of  Ignition  he 
may  come  across.  For  instance,  learn  the 
difference  between;  low  tension  coils,  high 
tension  coils;  low  tension  magnetos,  high 
tension  magnetos. 

Other  details  to  classify  would  be;  the 
difference  between  the  commutator,  timer 
and  interrupter,  and  sources  of  electric  sup- 
ply, as  direct  current  chemical  generators; 
(dry  cells  and  storage  batteries).  Direct 
current,  mechanical  generators;  (dynamos). 
Alternating  current,  mechanical  generators; 
(magnetos). 

Methods  for  distributing  the  secondai^ 
current  to  the  spark  plugs;  by  a  distri- 
butor as  used  on  a  magneto,  or  by  a  commu- 
tator in  connection  with  a  vibrator  coil.  In 
other  worls,  very  nearly  all  of  the  systems 
compose  one  or  more  of  the  parts  of  the 
four  principles  of  ignition. 

Difference  in  Makes  of  Biagnetos. 
An  inipection  of  the  illustrations  of  the 
different  leading  makes  of  magnetos  shown 
in  chart  141  will  give  the  reader  an  idea 
of  the  variance  in  construction.  In  this 
ehart  we  Ulustrate  magnetos  of  the  low  ten- 
tion  type  and  magnetos  of  high  tension 
type. 

As  previously  explained,  the  low  tension 
type  of  magneto  employs  an  armature  wound 
with  only  one  winding  of  wire,  which  is 
called  the  piimary  winding.  We  learned  in 
a  previous  instruction  that  when  a  magneto 
employs  a  single  primary  wound  armature, 
then  a  transformer  (high  tension  coil)  sep- 
arate and  distinct  from  the  magneto,  is  nec- 
essary in  order  to  step  up  or  transform  the 
low  tension  voltage,  (pressure)  up  to  a  high 
pressure. 

By  referring  to  chart  141,  we  find  that  the 
Bcmy  and  Sp&tdorf  (  in  the  models  shown) 
have  piimary  wound  armatures  and  need  sep- 
arate eoils  or  transformers.  But  going  a  lit- 
tle further  into  detail,  we  find  that  the  SpUt- 
dorfy  Elsemann,  Bosch,  Mea  and  the  pivot- 
ing magnetos  all  have  armatures  which 
rsiTtflrs  wtlh  the  winding  wound  on  the  re- 
volving part. 


In  the  Bemy  and  K.  V.  we  find  that  the 
winding  does  not  revolve,  but  is  stationary. 

"Armature"    and    "Inductor"    Type; 

"Primary"  and  "Ck>mponnd" 

Wound  Magnetos. 

The  revolving  type  of  armature,  with  the 
wire  wound  thereon,  is  called  the  "arma- 
ture" type,  and  the  type  where  the  wire  is 
stationary  is  called  the  "inductor"  type. 

If  there  is  only  one  winding  it  is  called 
a  "primary"  wound  armature.  If  there 
are  two  windings,  then  it  is  called  the 
"compound"  type,  (see  chart  132.) 

The  primary  wound  armatures  are  low 
tension,  and  require  separate  coils. 

The  compound  wound  armatures  are  high 
temdon,  and  do  not  require  separate  coils 
— only  as  a  matter  of  convenience  for  easy 
starting  or  dual  systems  of  ignition. 

We  wlU  now  go  back  to  the  "armature" 
and  the  "inductor"  type.  Up  to  the  pres- 
ent we've  shown  only  the  Bemy  and  K.  W. 
with  an  inductor  type  of  armature,  with  a 
single,  primary  winding. 

By  referring  to  the  K.  W.  magneto,  in 
chart  141,  we  find  that  the  winding  on  this 
type  is  also  stationary,  but  instead  of  be- 
ing a  single  primary  winding,  as  on  the 
Bemy,  it  is  a  double  or  compound  wound 
armature  like  the  Bosch,  Eisemann  and  Mea 
— ^but  differs  from  the  last  mentioned  in  that 
the  winding  does  not  refvolve. 

In  the  Bosch,  Mea,  and  Eisemann  the  ar- 
mature is  compound  wound  and  of  the 
"armature"  or  revolving  tjrpe.  The  prin- 
ciples of  the  magnetos  are  about  the  same, 
with  some  few  minor  differences  in  con- 
struction. 

"Pivoting"  or  "Rocking"  Type 
Magneto. 
The  Mea  magneto  differs  in  that  the  mag- 
nets can  be  turned  ftom  side  to  side  (called 
pivoting  type);  they  are  bell-shaped,  and 
placed  horizontally;  therefore,  ui^ke  the 
customary  horse  shoe  type,  mounted  verti- 
cally. In  this  construction  the  magnets 
and  breaker  are  moved  simultaneously  in- 
stead of  the  advance  and  retard  of  contact 
breaker  alone. 

— eoatltLu«d  «u  ^%i,«  ^V\ 


280 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-TWO. 


The  Bosch  Dual  IgniUon  System. 


TlM  parts  of  tbii  tTStem  ar«  shown  In  flg.  2. 
Thii  systBrn  proridM  s  coil  and  bsttorj  system  and 
a  high-tension  magneto  system,  both  independent. 
One  set  of  sparlc  pings  and  one  distributor  on  the 
magneto  is  used  for  both  systems. 


FIG,  I  WlftlNC  DIAGRAM 


5idf  V 


md  Swii 


-rM-gGr^  Win 
-tflst  Tiificr 
^— ,  S 


Mag.  Can 


Gnmind 


Fig.  2.  Wiring  diagram  of  the  Bosch  DUi  dual 
ignition  system.  The  DU4  type  magneto  is  fitted 
with  two  interrupters  as  shown  in  flg>  6a.  instead 
of  one  interrupter  as  shown  in  fig.  2,  page  270. 

Fig.  6a.  Tha  magneto  is  the  regular  DUi  high- 
tension  magneto  fitted  with  a  separate  and  indepen- 
dent timer  or  interrupter 
for  tho  coil  and  battery 
system.  This  cpntaet- 
breaker  has  no  electrical 
connection  with  the  mag- 
neto. The  second  altera- 
tion from  that  of  the  reg- 
ular single  Dn4  high-ten- 
sion magneto,  consists  of 
,  the  remoral  of  the  connec- 
tion (see  Q,  fig.  2.  page 
268),  which  on  the  ordi- 
nary magneto  connects  the  high-tension  collector-ring 
to  the  distributor:  now  that  the  distributor  is  to  do 
duty  for  two  ignition  systems,  it  is  necessary  that 
the  current  be  carried  to  it  through  the  switch,  yia 
wire  4  when  the  battery  and  coil  system  is  switch- 
ed on  (see  fig.  7,  also,  fig.  2),  or  via  wire  3  when 
magneto  is  switched  on    (see  fig.   6). 


Tr,  Hi, 

4.  13 


COIL  «  swrrcH 

Fig.  8.  The  coil  and  switch  is  shown  above. 
The  coil  is  a  double  wound  high-tension  coil. 
The  switch  and  coil  are  mounted  on  the  dash.  The 
switch  controls  both  ignition  systemi.  Note  when 
switch  (11)  is  turned  the  coil  with  its  core  (20) 
and  winding,  and  end  of  coil  (17)  turn  also. 
Switch   plate    (16)    is   stationary. 

Parts  of  tho  switch  and  ooil  aro  as  follows:  11, 
switch  handle  (also  called,  kick-switch) ;  12,  mov- 
able switch  cover;  IS,  coil  ease;  14,  starting  press 
button;  16,  fixed  or  stationary  switch  plate  (see 
also,  fiigs.  16  and  16a) ;  17,  movable  switch  plate 
en  rear  end  of  coil  (see  also,  fig.  17a) ;  20,  iron 
oere  of  eoil  over  which  primary  and  secondary 
are  wound;  21.  plate  carrying  the  starting  arrange- 
ment and  condenser;  O,  condenser.  Note  primary 
winding  eonneets  to  it  at  8;  23,  eontact  spring; 
24,  trembler  blade  also  called  vibrator  blade;  26, 
26,  auxiliary  contact-breaker;  27,  trembler  or  vi- 
brator spring;  28,  screw  holding  switch  plate  to 
coil;  29,  locking  key;  SO,  dash  board  or  cowl. 


Fig.  8 A.  Front  view  of  switch.  M,  magnet  side; 
B,  battery  side. 

Fig.  8B.    Side  Tiew  of  switch  and  eoil  oMa. 


Fig.  17.  Front  view  of  coll  to  which  tha  switch 
is  attached;  V — is  the  trembler  or  vibrator  blade 
(26,  fig.  8) ;  14,  the  press  button  eontaet. 

Fig.  17A.  Bear  morabla  swlteh-plata  with  bus- 
bars and  connections  (Z)  on  end  of  eolL 

Fig.  16A.  Inner  sida  of  stationary  swltch-plata 
showing  connections  1,  2  8,  4,  6  and  6  which  make 
contoct  with  connections  (Z.  tig.  17A)  when  switch 
is  turned  to  B  or  M  side. 

Fig.  16.  Boar  and  view  of  swltch-plata  (16.  fig. 
8)  showing  terminals  to  which  wires  are  connected 
as  shown  m  fig.  2. 

Starting  Engine. 

The  engine  is  usnaUy  started  by  switch  being 
placed  on  the  B  or  battery  slda.  The  interrupter 
(1)  on  magneto  being  used  for  the  primary  winding 
on  coil  and  the  distributor  on  magneto  being  used 
to  distribute  the  high-tension  current  to  the  spark 
plugs.  Otherwise  the  magneto  has  no  connection 
with  the  battery  and  coU  ignition  system  when 
switch  is  on  the  B  side. 

In  order  to  start  angina  with  tha  starting 
handle  (or  electric  starter,  if  one  is  provided)  the 
press-button  (14,  fig.  2  and  8)  is  pressed  down 
and  then  turned  at  right  angles,  a  process  which 
locks  it  in  position  for  the  trembler  si>ark. 

The  engine  can  also  be  startad  on  tha  switch 
or  "ignition,"  as  it  is  often  termed.  The  switch 
is  turned  to  B  side  and  then  the  brass  press-button 
(14)  is  pressed  down.  Often  times  this  will  start 
engine,  if  cylinder  has  a  charge  of  gas  in  it.  If 
not,  then  it  will  be  necessary  to  crank  engine 
after  locking  press-button  as  explained  above. 

To  explain  this  ignition  starting  feature,  see 
fig.  9.  The  6  volt  storage  battery  (or  10  dry  cells) 
is  supposed  to  be  switched  on   (B,  side). 


Fig.  9. 


—continued  on  next  page. 


OHABT  NO.  134— Bosdi  Dual  Ignition  System— eontinaed  in  charts  185  and  186. 

Wiring  connections  from  distributor  to  spark  plugs  are  not  in  regular  firing  order.     Ifaln  pnrpoaa  of  diagram  is 
to  shoir  Switch    CircuitB. 


fflGH  TENSION  MAGNETO. 


281 


— continued  from  p^ge  280. 

SUrtinf  from  th9  left  liand  itorsge  bftttery  ter- 
minal (to  make  it  eaaier  to  understand),  the  cur- 
rent paitei  through  the  primary  winding  and  ar- 
riree  at  the  end  of  the  trembler  blade  and  tha 
blade  above,  called  the  auxiliary  contact  breaker. 
The  current  cannot  travel  beyond  the  trembler  blade 
because,  as  will  be  seen,  the  platinum  points  are 
separated.  Neither  can  it  complete  circuit  along 
the  auxiliary  contact  breaktfr  blade  because  the 
main  contact  breaker  (left  hand  lower  corner) 
also  stands  open,  being  the  position  in  which  the 
contact  breaker  always  comes  to  rest  when  the  en- 
gine stops,  save  for  the  few  occasions  when  the  en- 
gine stops  with  the  piston  about  dead  center. 

To  start  the  engine  therefore,  we  have  only  to 
press  the  button  so  that  the  upper  platinum  point 
comes  into  contact  with  the  lower  one,  and  immedi- 
ately the  circuit  will  be  completed,  the  trembler 
start  buzzing  and  a  shower  of  sparks  sent  through 
the  plug  of  the  cylinder  which  is  next  to  fire.  Now 
the  work  of  the  trembler  blade  is  done,  the  engine 
has  started  and  the  main  contact  breaker  is  set 
in  motion.  The  current  troubles  no  longer  about 
the  trembler  blade,  but  follows  the  upper  path 
along  the  auxiliary  eontaet  breaker  and  throntrh  the 
main  contact  breaker,  the  making  and  breaking  of 
which  does  the  work  of  the  trembler  and  creates 
the  high  tension  current.  The  engine  may  be 
kept  running  in  this  manner  at  the  pleasure  of 
the  driver. 

The  auxiliary  contact  breaker,  fig.  9:  Now  let 
us  take  the  exceptional  case  of  the  engine  stopping 
wtth  tha  piftons  about  dead  center  and  the  main 
contact-breaker  points  (B  P)  closed.  The  current 
this  time  finds  an  easy  circuit  through  the  closed 
points,  the  iron  core  becomes  magnetised,  the 
trembler  blade  is  held  down  on  the  core,  and  press- 
ing the  button  as  before  has  no  effect.  No  spark 
is  made  because  there  is  no  break  in  the  circuit. 
But  if  the  reader  will  examine  the  diagram  closely. 
he  will  observe  that  the  act  of  pressing  the  button 
presses  the  auxiliary  contact-breaker  blade  away 
from  its  upper  platinum  point  and  on  to  its  lower 
one  the  momentary  break  thus  caused  in  the  circuit 
being  sufflcient,  under  the  circumstances  we  are  sup- 
posing, to  create  the  necessary  high  tension  current 
for  the  spark  in  the  cylinder  and  so  start  the 
engine. 

When  the  engine  stops  in  the  more  usual  way 
with  tha  itorMe  battery  contact-breaker  open,  the 
npening  and  closing  again  of  the  auxiliarv  contact 
blade  has  no  efTect.  The  diagram,  fig.  8,  shows 
the  coil  as  it  actually  exists. 

Battery  axid  Ooil  Position. 

Fig.  3.  Illustration  is  supposed  to  represent 
rear  of  coil  and  switch.  Points  8  and  4  are  not 
ronnected,  consequently  magneto  secondary  circuit 
is  open.  Note  magneto  primary  wire  Is  grounded 
at  2.  therefore  it  is  out  of  service. 


G     HG.  3  BATTERY  rpg  '- 
POSITION 


viHG 


••—  TIMER  ' 

Coil  prtsnary  circuit:  When  switch  is  on  B  side 
the  current  in  battery  leaves  it  at  the  positive  (  +  ) 
side  and  travels  through  ground  wire  (O)  to  battery 
and  coil  timer  or  interrupter,  which  is  operated 
by  a  cam  on  the  magneto.  The  course  is  then  to 
post  1  through  mechanism  in  direction  of  arrows, 
to   point  8.  I 

It  flows  then  through  primary  winding  (PW) 
of  coil,  and  as  the  arrows  show,  through  point  6 
back  to  battery,  thus  completing  the  primary  cir- 
cuit. 


Coil  secondary  drcnit:  In  passing  through  prim- 
ary winding,  a  hifh-tension  current  is  set  up  in 
the  secondary  winding  (SW),  when  breaker-points 
separate. 

This  high-tension  current  flows  to  distributor 
wire  at  4.  Thence  to  magneto  distributor  (D). 
Here  it  is  passed  to  the  different  spark  plugs  in 
order.  It  goes  through  the  spark  plug  center 
terminal  across  gap  to  shell  of  plug  to  cylinder, 
thence  to  ground  back  to  other  end  of  secondary 
winding  (note  lower  end  of  secondary  is  grounded 
to  bus-bar  Z  which  is  grounded  with  6).  The  coil 
condenser  Is  shown  at  C. 


FIG.  7  BATTERY 

PosmoN 

f    f 


Spark 


II         -    ^ '  I       Switch 


Fig.  7.  Outside  wiring  of  the  battery  and  coil 
system  when  switch  ii  on  B  side.  (Note  points  8 
and  4  are  not  connected,  thus  opening  magneto 
circuit).  Primary  current  leaves  battery  and 
travels  to  ground  (O).  As  6  is  grounded,  current 
goes  to  6,  thence  to  2  and  along  2  to  the  magneto. 
Then  to  1  on  magneto  along  wire  as  indicated  by 
arrows  to  the  point  1  on  switch  pate  (16).  Here 
it  travels  through  primary  winding  (PW)  of  coil 
then  to  5  and  back  to  battery,  thus  completing  the 
primary  circuit.  The  secondary  circuit  is  frolh 
4  to  distributor,  thence  to  spark  plugs. 

Note:  when  switch  is  turned,  the  rear  end  of 
coil  (fig.  17A),  with  the  bus-bars  (Z)  moves  and 
connects  with  inner  side  of  switch  plate  (16A). 
Therefore,  when  switch  is  thrown  on  B  side  the 
point  1  on  switch  plate  (16)  lines  up  with  point 
1  (one  of  the  bus-bars  Z)  on  rear  end  of  coil  (fig. 
17A),  likewise  2  and  5  line  up  with  bus-bars  on 
the  end  of  coil. 

Magneto  Position. 

Fig.  6.  Note  switch  is  now  on  (M)  magneto 
side  and  there  is  but  one  closed  circuit;  it  was  made 
by  connecting  8  and  4  on  switch  plate  (16)  with 
bus-bar  (Z)  on  rear  of  coil.  Note  all  other  points 
of  contact  are  open.  Including  the  magneto  short 
circuiting   or   grounding   wire   connected   with   2. 


FIG.  5  MAGNETO 

POSITION 


Magneto  primary  dreuit  is  then  from  primary 
winding  (PW)  of  magneto  armature,  to  magneto 
interrupter  (M),  thence  to  ground.  Other  end 
of  primary  winding  (PW)  Is  grounded,  thus  com- 
pleting primary  circuit. 

Magneto  secondary  drentt.  One  end  of  second- 
ary winding  (SW)  goes  to  8  and  4  which  are  now 
connected  with  bus-bar  Z.  From  4  it  flows  to  distri- 
butor (D),  thence  to  and  through  spark  plugs. 
Here  the  current  is  grounded.  The  other  end  of 
— continued  on  next  page. 


OKABT  NO.  135 — ^Bosch  Dual  Ignition  System — continued. 

In  praetiee,   eonnections  from  distributor  to  spark   plugs  are  not  as  shown;  if  so.  it  would  fire  1.  2.  8,  4,  wheta- 
as  ft  should  conneet  to  fire  1.  2.  4,  8  or  1.  3    4,  2.     Main  purpose  of  diagrams  is  to  aVio^  ^V\\.0[i  ^\tc>x\\.%. 


DYKE'Ti^  INSTRUCTION  NUMBER  TWENTY-TWO. 


:  fr-A  ^mf*  Zil. 

i— r    w*i.f-^y     f  SIS' I     U    crounded    also 


irire  4.   then  to  dsitributor  where  it   is  then   distri- 
buted  to   tpark   pings. 


tion 


Fig.  4.    Off  poittlon  of  swltcli.   Note  in  this  posi- 
a    there    is    no    complete   circuit,    as    points    1.    5 


and  4  of  switch>plate  do  not  coincide  with  points 
1.  5  and  4  of  coil  switch-plate,  note  primary  dr- 
eott  of  magneto  is  sbort-circuited,  or  grounded  at 
2  on  Bwiten-plate,  thus  it  is  out  of  serrice.  Mag- 
neto locondary  drcnlt  is  open  from  8  to  4. 


Sxaefl  ? 


or  Dual  Double  Ignition  System. 


(if.  ab) 

ia  aa  followi: 

tbe  primary 

lirau^  rho  hreaker- 

if'h    ex  the  points  a 


KK     15 


TI.S. 


_     n    the    secondary 

'zrr-ia     m  -atg  "M  magneto  at  8  and 

:.:r    rtnnr   f    at  dbe  M&  aa  indieatod  by 

"^ts    -t'jxn.   jto-Z    S    :o   point   4   and 

::te    dmcs-'.nrxr   ws«l    aSoag    thia    wire 

•    cc    an   -ttmpxast.     T\«  diatrflmtor  arm 

-fit    :m   mrraL.-  w^A  xa  tvm  la  aont  to 

'^-.     ?>ruj»    w    a.i>:aasid    by    the    arrows. 

pr:     sr    am;:    ^    "A*  gr9XBd    after   learing 

*in:s-   uit  Tttf  1^--:<:^:C3  or  secondary 

>f*nic  ^tivti'fi   i:   ise  «::i.  the  secondary 


Whan  tho  two-point  awitch  (flg.  ab)  li  thrown  so 
that  both  Mtf  of  plnga  aro  to  oomo  into  play,  both 
distributors  of  tho  magnoto  beeomo  oporatlvo.  The 
path  of  the  primary  and  secondary  current  to  the 
magneto  in  this  ease  is  the  same  as  before,  but 
when  delirered  to  the  magneto  the  enrrent  ia  passed 
to  two  distributors  instead  of  one.  In  this  way  two 
distinct  electrical  currenta  are  distributed  to  two 
different  sots  of  spark  plugs. 


Tho  coll  and  battory  ignition  can  bo  osod  indo- 
pandant  of  tho  magneto  by  switching  to  the  B  side 
of  awiteh  (flg.  3a)  and  one  or  both  sets  of  plugs 
connected  with  two-point  switch  (fig.  2b V  See 
also,  page  288.      (Motor  Age). 


FIG.  3 

COIL    LEQEHJ^ 

'  2UX     x*JDsr  lira,    j^-posir  JumfOf, 


/2     .'      i\ 
FIG.2b 


7/ffs  son/ s^TS  if.vr 


Doftl  Ignition  System — eontin»ed.    To  time  this  magneto,  see  pa^re  311. 

Synk  or  Dml-DoxAAiB  Ignltian  r 


HIGH  TENSION  MAGNETOS. 


BoaCh  Two4pMk  Magneto. 


s& 


Th«  pnrpoM  of  tbe  Boseli  two-fp«rk  magneto 
!)•  Is  to  vrodvoo  Spiitton  a*  two  plug  polnta  In 

ejllndor,  in  order  to  rodneo  the  tlmo  intenrai 

botwoon  inltion  and  eomploto  eombnatlon;  and, 
whoro  it  b  poaaible  to  looato  two  apark  vlnga  in 
•aeh  eylinder  at  ahown  on  pago  286  and  282.  The 
raanlt  ia  to  rednce  the  igmtion  adranco  neeeaaarx, 
and  thna  to  seenre  an  increaae  in  the  effleleney  and 
ontpnt  of  the  enffino.     See  alao,  page  277. 

HcAtiesT     n  SecoHo  Ser 


litUJJ 


DD'^RE  TWO 


H/§nTtNt»nC/ii6Lt\ 


OOIU 


FIG.   1 


Fig.  1.    Boaeh  two-apark  mag- 
nofeo  ignition  syatem. 

rig.  2.    Switch:  0,  off;  1,  one 
aet  of  phiga  operating;  2,  both 
ft  seta  operating. 

Fig.  2.    SV^ITCH 

The  typea  ZI14  and  ZB6  Botch  magnetoa  are 
produced  with  the  two-apark.  independent  -or  dual 
form.  The  noticeable  difference  in  the  two-apark 
magneto  from  the  aing le-apark  magneto  ia  in  the 
doable  diatribntor  D  D  and  arrangement  of  the 
•afety  apark-gap  under  the  arch  of  the  magneta. 

In  tlia  Binglo-spark  magneto,  the  beginning  of  the 
armature  aecondary  eirenit  ia  grounded  on  the  arma- 
ture core  through  the  armature  primary  eireuit, 
wiMraaa  In  the  two-apark  magnato,  the  two 
nda  of  the  armature  teeopdary  circuit,  are 
connected  to  two  aeetional  metol  segmenU  dia- 
motrieallT  oppotite  on  a  tingle  alipring.  Two 
iltpring  bmanaa  are  prorldad,  which  are  horisontal- 
ly  mounted  in  bruah  holdert  on  oppotite  tidea  of 
tbe  thaft  and  plate.  During  the  portiont  of  the 
armature  rotation  when  high  tension  current  is  be< 
ing  deliTored,  each  of  the  two  slipring  segmenta 
will  be  in  contact  with  one  of  the  brushes.  One 
Vmsh  ia  connected  to  the  Inner  diatrflmtor  by  meana 
of  a  conducting  bar  similar  to  that  uaed  on  aingle- 
■park  magnetos,  the  second  slipring  brush  is  con- 
nected to  the  outer  diatribntor  by  meana  of  a  short 


length  of  cable  paaaing  aronnd  the  magneta.  The 
rotating  diatribntor  piece  .ia  of  double  length  and 
carriea  two  bruahea  inaulated  from  each  other. 

The  four  and  alz-oyllndar  tjpaa  are  fitted  with 
eight  and  twelre  distributor  outleta  respeotiToly, 
each  pair  of  outlets  being  eonnected  to  the  apark 
pluga  of  the  proper  eylinder  by  the  usual  cables. 

Path  of  the  current  is  similiar  to  the  Berling 
two-spark  magneto,  page  926  and  page  ^282,  fig.  2. 

AdTanee  and  retard:  The  use  of  two-spark  igni- 
tion permits  the  ignition  lead  to  be  cut  down  any- 
where from  80  to  60  percent.  It  will  be  underatood 
that  if  the  timing  ia  eorreet  for  two-spark  ignition, 
and  one  of  the  series  of  spark  nluga  Is  cut  out  of 
action,  the  remaining  series  wifl  operate  conaider- 
ably  in  retard  of  what  it  would  if  the  engine  were 
timed  for  single-spark  ignition,  therefore,  if  the 
two-spark  ignition  nroridea  the  full  adrance,  the 
effect  of  retarding  the  spark  is  obtainel  by  outting 
out  one  series  of  plugs. 

The  awiteh  proTldad  for  the  two-apark  Indepen- 
dent magnetos,  ia  ao  arranged  that  Ignition  may  be 
aeenred  either  with  both  itta  of  apark  plugs,  or 
with  but  one  aet.  The  purpose  of  this  ia  to  give  the 
effect  of  retardfaig  the  spark,  without  altering  the 
relation  between  the  interrupter  opening  and  the 
armature,  aa  ia  done  under  normal  conditions.  The 
connectiona  should  be  so  made,  that  the  system  of 
plugs  that  ia  operatiTe  when  the  awiteh  ia  thrown 
to  the  single  position,  is  located  near  the  inlet 
valve. 

In  starting — throw  switch  lever  to  '  'single  ping' ' 
position — this  gives  the  effect  of  a  retarded  spark. 

For  ordinary  nmning,  operation  should  be  on 
both  seriea  of  pluga;  for  alow  work  through  traffle, 
or  when  the  engine  ia  running  idle,  use  the  aingle 
plugs,  or  only  one  set. 

Timing:  Time  aa  explained  for  timing  a  single- 
spark  magneto,  at  top  of  page  810  (interrupter  re- 
tarded and  piston  on  top  of  compression  stroke). 
It  will  be  found  however  that  this  timing  will  like- 
ly five  two  great  a  apark  advance  when  Interrupter 
is  fully  advanced,  as  the  two-spark  magneto  should 
have  from  %  to  %  the  advance  aa  that  of  a  aingle- 
spark  magneto.  Therefore  retime,  so  that  the  in- 
terrupter pointa  will  open  slightly  later.  A  good 
method  to  follow  ia  as  per  below. 

To  replace  a  single-spark  magnato  witt  a  two- 
snark  Instmment,  the  maximum  advance  for  the 
single-spark  magneto  is  to  be  marked — preferably 
on  the  flywheel--and  the  two-apark  magneto  timed 
in  advanced  position,  so  that  the  interzupter  opana 
the  eireuit,  at  a  point  midway  between  the  mark  on 
the  flywheel  indicating  the  single-spark  advance, 
and  that  indicating  top  dead  center  retarded.  A 
more  exact  timing  may  then  be  secured  by  experi- 
ment. 


TYPE  Vo' COIL 


^     FIG.  2 


rLin 


Arrangement  when  employing 
battery  of  ■  a  grounded  lighting 
or  starting  system,  or  separate 
battery  for  ignition. 


riAiQHCTO 


The  Boacli  Vilnratiiig  Duplex  System. 

The  Bosch  vibrating  duplex  ajstem  is  designed 
to  permit  easy  starting  on  cara  that  are  cranked  bT 
a  starting  motor  at  such  a  low  speed  that  the  igni- 
tion current  from  the  ordinary  magneto  ia  insuflieient 
to  give  certain  ignition. 

How  it  operates:  The  arrangement  ia  auch  that, 
while  the  magneto  circuit  is  abaolutely  independent 
and  complete  in  itaelf,  the  battery  circuit  includea 
both  tbe  coil  apd  the  magneto.  With  the  switSh 
in  the  battery  position,  the  battery  and  coil  are 
in  series  with  the  primary  winding  of  the  mag- 
neto armature,  and  the  current  from  the  battery 
supplements  that  generated  by  tbe  magneto.  Thna 
there  is  induced  in  the  secondary  winding  of  the 
magneto  armature,  a  very  powerful  sparking  current* 
which,  on  account  of  the  vibrator  action  of  tbe  coil, 
appears  not  aa  a  single  spark,  but  aa  a  series  of  in- 
tense sparka  that  will  act  with  certainty  on  any 
exploaive  mixture.  The  sparking  current  so  pro- 
duced ia  distributed  in  the  usual  way  by  the  mag- 
neto distributor.  After  engine  ia  started,  the  swUoli 
is  turned  to  M  side  and  coil  and  battery  are  diacon- 
nected. 


GSABT  HO.  187— The  Bosdh  "Two-Spark"  Magneto  Ignition  System.     Bosch  Vibrating  Duplex 

The  "Twespaili"  system  regular  eouipoient  on  Btnta  nnd  Mercer.     Alto  been  utad  on  %om«  'VIKTS,  lAt^a^m.^^^^ 
mi  XaratoB  eara.    Bee  alao,  page  928  for  Berling  two-spark  magneto. 


286 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-TWO. 


Fig.  1 — Four  high  tension  ignition  systems  connected  to  one  four  cylinder  engine.  Only 
two  systems  are  usually  placed  on  an  engine,  and  then,  only  one  system  is  used  at  the  time. 
The  idea  is  merely  to  show  how  the  various  systems  can  be  combined  into  ''Dual"  or 
''Double"  Ignition  Systems,  as  explained  on  page  277. 

The  Tlbrstlnc  ooil  !■  leldom  used.  The  low-tension  magneto  is  seldom  used.  A  modem  "dnal"  end 
"double"  system  is  as  per  pages  276.  280.  281  and  2t}2.  A  modern  "battery  and  coll"  system  is  as  per  pages 
842,    346.    878.    262.   250. 


Fig.  2— Wiring  diagram  of  a  donble  system  of  Ignition  diowing  the  switch  arrangement;  ; 
a  high-tension  magneto  with  a  separate  set  of  spark  pings.  A  multiple  nnit  tjrne  of  vibrator  | 
coil  with  commutator  (marked  "timer'')  and  battery  and  a  separate  set  of  spark  phigs. 

(Trace  circuits  with  pendL) 


GHABT  NO.  140— Four  Hlgk  Tension  Ignitioii  Systems  Monntod  tm  One  Four  Oyllnder  Bnglno  to 
.   Sxplmin  the  ComhinMon  of  Systems. 
Bmm  foot  aoto  bottom  of  pmg9  281  which  ret9r»  to  flg.  1. 


mOH  TENSION  MAGNETOS. 


887 


~-<aotlno«d  from  page  270. 

This  style  of  m&gneto,  owing  to  the  fact 
that  it  is  rocked  from  side  to  Bide>  ^ves 
an  unlimited  range  of  adv&nce,  and  thus 
sdds  wonderfull^r  to  the  Hexibilit^r  of  the 
CAT  on  which  it  ia  mounted.  TMe  gre^t 
rajige  of  advance  makes  this  InBtrument 
especially  suitable  for  two-cycle  engines, 
which  require  a  much  greater  degree  of  ad- 
vance and  retard  than  the  four-cycle  tyx>e. 
8ee  page  2S9  for  deacription. 


Magneto;  Automatic  Advance. 
The  Elsemaim  automatic  advance  of 
spark;  with  all  magnetos  treated  up  to  the 
present  time^  the  advance  and  retarding  of 
the  time  of  spark  is  accampliahed  by  hand, 
called  *^ manual"  advance,  by  means  of 
spark  lever  on  the  steering  wheel.  With 
the  Bisemann  automatic  advance,  the  same 
thing  ia  accomplished  by  a  governor  ar 
rangement  automatically.  This  type  of 
magneto  is  extensively  used  on  commerciml 
cars,     (see  chart   14  3   for  description.) 


•'Combining**  the  High  Tension  Magneto  and  Coll  and  Battery  System  Into 
**I>ual"  and  *' Double"  Systems, 


W#  hare  now  explained  the  different 
leading  low  and  high  tenaion  Ignition  sys- 
tems for  firing  the  charge  of  gas  in  the 
gasoline  engine.  In  order  to  more  clearly 
explain  the  four  leading  systems  of  high 
tension  ignition,  we  will  now  place  the  four 
ignition  systems  Chigb  tension)  on  one  four- 
cylinder  engine.     (Fig,  1,  chart  140.) 

This  system  of  using  four  ignition  sys- 
tems on  one  four-cylinder  engine  is  not  In 
actual  use,  but  is  intended  to  make  the 
combination  of  **dual"  and  ** double"  Hys- 
terns  clear  to  the  reader^ — showing  how  they 
can  be  combined. 

We  will  first  explain  each  system  separ- 
ately, showing  how  each  individual  system 
would   be  connected. 

FIBST:  The  "single'*  high  tension  mag- 
nets system— (See  page  268):  By  refer- 
ring to  fig.  1,  chart  140,  we  will  put  our 
pencil  on  the  switch  on  dash  coil  box  (SI), 
If  this  lever  is  thrown  to  the  left  with  all 
other  Bwitebes  *'off,^'  this  high  tension  mag- 
neto system  will  supply  current  for  spark- 
ing the  lower  set  of  spark  plugs  (Ml,  M2, 
M3,  H4).  Note  these  wires  run  from  the 
distributor  on  the  magneto. 

SECOND:  The  high  tension  coll,  bat- 
tery and  commutator  system: — See  chart 
240>:  li  switch  (S)  is  thrown  to  the  left, 
the  four  high  tension  vibrating  coils  will 
spark  the  plugs  (HI  to  H4).  The  battery, 
of  either  storage  or  dry  cells,  usually  stor- 
age, will  supply  the  electric  current  in  this 
instance.  The  timer,  operated  from  one  of 
the  cam  shafts  through  a  system  of  bevel 
gears,  will  control  the  time  of  spark  in  each 
eylinder.  (The  timer  is  a  regular  type  of 
eemmotator,  as  shown  in  chart   108,) 

TIfIRT):  A  non- vibrating  single  Mgh 
tension  coll  with  battery,  mlng  the  circuit 
breaker  on  the  low  tension  magneto  as  the 
timer,  and  the  distributor  on  the  magneto 
to  dlstrlbnte  the  current  to  the  spark  plugs: 
— ('See  chart  123):  If  switch  on  the  non- 
vibrating  coil  la  on  B,  the  battery  will  sup- 
ply the  electric  current,  passing  through 
the  primary  winding  of  the  non-vibrating 
coiL  The  circuit  breaker  (Bl)  on  the  low 
tension  magneto  will  take  the  place  of  timer 


and  vibrator  (current  does  not  pass  through 
armature  winding,  however).  The  second- 
ary current  from  the  coll  will  be  distribuled 
to  the  spark  plugs  (Wl  to  W4),  through 
the  distributor  (D)  on  the  low  tension  mag- 
neto. 

FOUETH:  Low  tension  magneto  and  sep- 
arate  high  tension  coll:^(See  charts  140 
and  123) ;  If  the  switch  is  on  *'M**  on  the 
non-\'ibrating  coil,  the  low  tension  magneto 
vnlt  pass  its  current  through  this  non- vi- 
brating coil,  increase  it  to  high  pressure  and 
then  distribute  the  high  tension  current 
through  the  distributor  (D)  to  the  spark 
plugs  (Wl  to  W4),  the  circuit  breaker  open- 
ini:  and  closing  the  primary  circuit  of  mag- 
neto. 

Combining  into  Dual  Systems. 

If  we  were  to  combine  the  last  two  sys- 
tema,  which  is  frequently  done,  we  would 
have  TWO  SYSTEMS  OF  IGNITION  using 
ONE  set  of  spark  plugs — -but  only  one  sys- 
tem Bparking  the  plugn  at  the  time. 

The  single  non-vil>rating  coil  and  battery 
would  be  used  to  start  on  by  throwing  the 
switch  to  (B)  and  after  engine  was  started 
then  by  throwing  switch  to  (M),  the  low 
tension  maitrncto  would  take  the  place  of 
the  battery. 

Another     dutl     ffyitem:       VibrRtinf     coil     with 

Awitch     (31),     atorage     battery  and     comznutAlor 

Uimer).    with    secondary    wire*.  HI    to    H4,    con 

aectcd  to  the  ipark  plngn.  Ml  to  M4,  in  coonection 

with    the   hte:h    tenilon   iiiiffneto«  coDiiect«d   to  th# 

atLme  spark  ptugra^  would  g\ye  aDotht^r  fortD  of 
dual  ajitem. 

Combining  into  Double  Systema. 
The  vibratiiig  coil^  timer  and  battery  with 
spark  plugs  HI  to  H4,  would  constitute  one 
independent  system.  The  high  tension  mag- 
neto with  its  spark  plugs  Ml  to  M4,  would 
constitute  the  other.  This  would  be  called 
a  double  system. 

Anotbor  double  BjBt«m*  could  bo  formed  hf 
utinff  the  low  teDtioa  maK&Fto  and  leparate  ooo- 
vibratis;  coil  and  apark  pluga  Ml  to  M4.  Th« 
Tibratitiir  coil,  timer  and  battorf  with  spark  ploc* 
Hi    to   H4    would    conalitute  the  other   Hjatem, 

There  are  many  methods  employed  to  com- 
bine the  different  ignition  systems  into  dual 
and   double   systems. 


Ttie  Modem  Battery  and  OoU  Ignition  System. 

Is  the  system  of  taking  the  current  from  tor  to  make  and  break  the  primary  current 
t  storage  battery^  passing  it  through  theand  distribute  secondary  current  to  the 
primary  winding  of  a  high  tension  coU; spark  pluga.  Such  a  system  is  the  Deleo. 
Bsing  a  combination  of  timer  and  distribu-Connecticut,  Atwater-Kent,  etc.     See  index. 

St«  itto.  paya  277  for  **0ii»r*  and   ••DonbU**   tfnltlon  Syitemt. 


D'k'KES  IXSTBUCTIOX  NXMBER  TWEXTT-TWO. 


D     iiiti  hmtor. 
F7 — f>nmMrj  wbtding,     Orcr  this 


Xot«     ti«     «rsaCBY«    is 

Iut«sd  of  BkiftiBC  ti 
rspier  kcciia^  ia  aria 
T»cee  cr  retard:  thm  flcM 
*re  sL:f:*c 


riS-  S. — ^Tka  »<•*"»«""  high 
iUa  aaSBafto.  ptroUnc  or  n 
IBC  advman  Bantto.  The  adTi 
aad  rrtari  is  obuinsd  by  rod 
th«  ■sncto  hodily  on  ita  en 
OthsrviM  ths  Mscncto  is  the  a 
ss  sChcr  Bscnetos.  Armstnre 
rslrcs. 


/Z>X^fiil 


ric  4y— Th«  f  pmdorf  low  Un- 
Mmi  BAffiMto.  Armstare  is  mi- 
■My  v<oud.  Armstore  reroiTes 
«b4  Is  of  the   "srBatws"   type. 

A  sepsrsts  hffh  tsasion  coil. 
ssUstf  s  trsasforasr.  asst  be  nmed 
with  this  Msgneto. 

The  Splftdorf  Oo.  slto  msnofsc- 
tars  s  high  tension  tjp*  sisgneto. 
SOS  ehsft  14SA  snd  Insert. 


iTT- 


I        "' 


-■ 

>v\ 

Cfi     i:^       1 

fig.  6. — The  Bsmy  low  tensloo 
BAgnoto  srmstare  Is  prlmsry 
wound— only  one  winding.  Arms- 
tors  of  the  * 'inductor"   type. 

Armstore  doei  not  revoWe.  The 
winding  (W)  is  ststionsry  snd  ro- 
tating magnet!   (L)   reToWo. 

Ssparsto  high  tonsion  coil  (cnlled 
a  transformer)  mvst  bo  nsod  with 
this  OMgnsto. 

Tho  brsakor  gaps  are  set  .085 
la.  apart. 


rig.  •.—Tho  K.  W.  high  ten 
wtth    aa    indactor 
There    are    two    « 


Fig.   7. — Wiring  of  K.  W. 
high  tension  magneto. 


inge  on  this  type;  a  primary 
a  secondary.  The  windings 
stationary  howoTer.  and  the 
dnetor  rotors  reToWe.  The  ] 
riple  of  indnetor  type  ms^' 
was  explained  in  charts  120 
120.  The  same  principle  ap; 
here,  with  the  exception  that 
two  windings  obTiate  the  necessity  of  a  aeparato  high  tension 
as  it  is  here  proyided  for  in  the  soeondary  winding  of  the  sts' 
ary  coil  winding.  By  rof erring-  to  index,  "impnlse  and  wstc 
cnrrent"  and  alao  chart  ISO.  yon  will  noU  that  the  K.  W.  | 
fovr  waTos  or  impnlsss  per  rorolntion — however,  either  one. 
or  fonr  sparks  per  rorolntion.  can  bo  obtained  by  naing  a  singl 
a  donble  cam. 

On  tho  K.  W.  thors  aro  fow  sparks  par  rorolatioB,  with  a 
point  eaai,  therefore,  magneto  wonld  bo  driTen  at  crank  shaft  ti 
for  sn  8  cylinder  engine,  and  1V&  times  crank  shaft  speed  for  s 
Tho  sotting  of  tho  Indnetor  typo  anaakarai  is  similar  to  the 
ting  of  any  othsr  type.  The  fact  of  its  baring  3  indnctors.  snd 
being  placed  crosswise,  is  a  bit  confnaing.  hot  in  tho  setting, 
one  is  taken  into  consideration,  snd  is  therefore  as  simple  to 
ss  the  ordinary  typo.  Tho  brsakor  and  ping  g^  aro  aot  to  )44 
*See  also  psgei  266,  290  snd  882  on  K.  W.  msgnetos. 

AddxMs  ef  ICacneto  liaimf  actnmi. 

In  writing,  state  where  yon  saw  the  address. 
Berling-Ericsson  Mfg.  Go..  Buffalo.  N.  T. 
Bosch  Kagneto  Go..  228  W.  48th  St..  New  York  City.  N.  T. 
Oonnecticat  Telephone  A  Electric  Go.,  Meriden,  Conn. 
Eisemann  Magneto  Go..  The  Bnsh  Terminal,  Brooklyn,  New  Tc 
Heinse  Electric  Go.,  LowelU  Mass. 
K.  W.  Ignition  Go..  Clereland,  Ohio. 
Mea  Magneto:   Marbnrg  Bros..   New  York. 
Motainger  Detice  Mfg.  Go^  816  Market  St.,  Lafayette,  Indisni 
NaUonal  Goil  Go..  Oodar  St..   Lansing.   Michigan. 
Romy  Electric  Go..  Anderson,  Indiana. 
SImms   Magneto  Go.,   East  Orange,   New  Jersey. 
Splitdorf  Electrical  Go..  Newark,  New  Jersey. 
Westinghonie  Electric  A  Mfg.  Go.,  Pittsborg.  Ps. 


CKABT  KO.  141— BzamplM  of  Hlgli  Touion  Kagnetos;  Aloo  Z^ow  Tomlonf  Typog.    Bee  chaii 
!•  Itl|  ''Speeifleations  of  Leading  Can"  for  Mori  of  different  makes  of  Magnetos. 

M^pMiriags     A.  L,  Dyks.  St.  Lools.  Mo.  is  prepared  to  do  expert  work  on  a^gnetos  or  coils  of  all 


CoprrighieO  IS  IB.   1919.  by  ^|.  li,  W^l^.  «*    '-^"    ^"^ 


292 


16        15         14 

Flff,  30:      Side  Tlvw  of  parix  of  Dixie  MafQMo    (4  cylinder). 


10. 
11 


Cod  denier. 

MagDet. 

Gftp  protector. 

Oil   llot«  cover,   front. 

Ser^w  for  diitribator  block. 

Hexa^oDftl   nut  for  ^roanding 

•tad. 

Thomb     nut     for     froiLDdiDS 

•tud. 

Grouadiog    itud. 

Screw   aod  WBther  for  futen- 

iofP  breaker. 


12. 


13. 

14. 
15. 
16. 


Screw  «nd   waaher  for  fa  it  en* 
mg     condenser     and     prim^rj 
lead   to   wicding. 
Screw  and  waster  for  faateo- 
ing  primar7  lead  tabe  clamp* 
Primary  lead  tube. 
Primary  lead  tube  clamp. 
Screw  aod  waiker  for  rafteu- 
inf    grouodiDg    clip     to    pole 
alrQctare. 


17. 

19. 
20. 
21. 
23. 


23. 
24. 


Rotor  or  armature  abaft. 

Woodruff  key. 

Back    plate. 

Oil  hole   coTer.  back. 

GrouodlDg  clip. 

Screw  and  waaber  for  faatett- 

ioff   frouDding'    clip    to    wlmA- 

Windinf. 

Screw  ood  waaber  for  faates- 
ing  winding  to  pole  itmctmra 
(flff.  32). 


i 


Fig.  31 — EotaHo^  polet  on  Um  Dizto 
aodfl  ISO — for  8  and  12  eyl.  eocinea. 
Not*  lliere  are  4  rotating  polea.  Co  the 
A  *iid  9   tyl.  there  are  2. 


rig.  S2  —  Pole 
atmctnr*  —  in 
which  rotating 
polea  revolve  and 
to  which  tbe  con 
denaer  and  coil 
winding  attach 
to  its  upper  part. 
See  24  16.  flf. 
30,  showing  bow 
Goanectioiia  are 
made  to   It. 


Tig.  33 — Showing  method  of  ralfiog  or 
lowering  platinum  point  terew  in  (6)  flg. 
40.  The  usual  diatance  to  let  tbaae 
pointa  are  .020  or  Ho".  Thia  adjuatment 
ran  be  made  with  a  screw  driver.  Spark 
plug  gap  ia  aet  .025. 


■••  iisfae  290  to  Sil  for  0Uie  Maffnetos.     8ee  page  fill  for  Dixie  Magnoio  ati4     DiTiamf^  cqiu'^vil«4  \sl 


286 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-THREE. 


n 


3^}si,iai 


Vftw  of 
D'jlribular  End 


Maprti«C<»   runnlBg   dt^ckwlsi 
Fintig  Siqueuce  I,  III,  iv.  11. 


W 

V^lnp  of 

DiMirihiiiQr  End 


Uj 


li. 


III 


nrrimrrri: 


Firing  Sequence  I,  111,  !¥»  11* 


^Tyrrr 


l^iew  o/         Mtigtieto    rantiiDg    clockwUe 
DuifihatQr  End  Firinf  SfeqUfMace  I,  II,  JV,  III. 


Viem  of 

BUtttltrttgt  End 


M&gD&to  Fanning  antt-cluikwltii 
Firing  dequ«B.c^«  I,  TI,  Iv,  HI. 


Method  of  comiectljig  the  spark  plugs  wltH  dlirtrlbutor  on  foui-cyUader  enginea;  when 
engine  is  firing  1,  3,  4,  2  or  1,  2,  4,  3.  AJso  note  the  different  method  of  connection  when 
the  magneto  run  a  clockwise,  and  aiiti-clockwiae,  Clockwiae  mesJis  in  the  same  direction  as  th» 
bands  of  a  clock  move,  Enticlockwiae  in  the  reverse  direction.  Noto  when  armature  revolvei 
in  one  direction^  dietributor  rovolvee  in  the  eppoeite  direction.  Thie  is  due  to  the  motion 
ef  the  geara.  In  the 
case  of  a  magneto 
the  direction  of  rota- 
t  i  o  n.  clockwise  or 
atiM-cdockwlse,  la  al- 
ways stated  viewing 
the  magneto  from  its 
shaft  or  driving  end* 

Connecting  dlstn- 
butOT  to  cylinder: 
fllitog  order  1,  2,  4, 
3,  If  cam  (C)  tuma 
to  the  left  J  set  (B)  on  ^ 
(8)   and  conneet  cjl-" 

Inder  No<  1  with  {3),  next  segment  of  distributor  in 
direction  of  rotation  would  be  connected  with  2nd  cyl- 
inder, next  with  4th  cylinder,  next  with  3rd  cylinder* 

If  cam  turns  to  the  right,  place  (B)  on  (3')  and 
connect  cyUnder  1  with  (S')j  then  next  segment  or 
eable  in  direction  of  rotation  with  Snd  cylinder,  then 
nert  with  4th  cylinder,  next  with  3rd  cylinder. 

If  engine  fires  1,  3,  4,  2,  connect  m  iamc  manner  so  that  rotation  of 
brush  B,  will  cause  engine  to  fire  1,  3,  4,  2,  in  order  as  they  come. 

BH— abbreviation  means  arm  (B)  turns  right  hand,  when  cam  (0)  turns  to  the  left; 
I^ — abbreviation  means  arm  (B)  turns  left  hand,  when  cam  (G)  turns  to  the  right;  P — are 
platinum  contact  points  on  interrupter;  B — is  roller  raised  by  cam  (0)  which  eauses  separa- 
tion of  (P) ;  A — is  interrupter  or  contact  breaker  housing. 

If  cam  run  to  left,  shifting  (A)  down  would  "advance''  and  np  would  " retard." 
The  sooner  cam  separates  (P) — quicker  the  spark— (advance) ;  the  later  the  earn  separates 
(F)— Plater  the  spark  (retard). 

AboVi  fHaitrstlOD  U  thAt  ef  th«  K.  W.  Idgk  teaftlon  tiisfiiHo  per  pm^e  288.  ^Hhauyh  th«  four-pol* 
tvfidr  It  used.  ■»  expUiacd  on  piffe  360 — ^ther«  ire  but  four  ipirki  dtliverad  to  ci&fiii«  durlnf  two  reTeln- 
ii^at  of  th»  er^ak  shifts  Thu  cam  (0)  bfiitig  m  two-point  cAm  ftnd  re^olTtiir  lamQ  ipeed  m  erftjik^Blii^,  ro- 
•alti  in  two  iptrki  per  rer.  or  Iodt  ipiiTkB  for  two  t«v.    The  diitrlbutor  ref oivci  one  r«T,  to  era&k-ihftfl  two. 


OBABT  NO.  145— Blitrlbntor  Oonnoctlona.    BeUtiye  Rotatloii  of  Dlstxlbiitor  to  Inteiiuylw  Oam. 
COoekwiae  and  Anti-CflockwiaB  Botatlon  Explained,    (see  also  page  813.) 


dltiiirfi    .fom    pa^e   395. 

9  is  Qfinallsr  a  peep-jiole  on  the  dlB- 
ttor   provided   on   magnetoB  iliat   show 

coQt&ct  the  distributor  bnisli  is  on. 
Instance:  When  tke  ligure  1  appears 
igh  poep-hole  (see  fig-  2  page  31Q) 
lie  distributor  disk,  the  distributor  is 
big  contact  with  terminal  No.  1,  aud 
teririiiial  should  therefore  be  connected 
\e  spark  plug  of  cylinder  1.  Bearing 
lind  that  the  rotation  of  the  distributor 
pposite  to  the  direction  of  rotation  of 
ftrmature,  the  next  distributor  contact 
will  be  made  should  be  connected  to 
Ipark  plug  of  the  cylinder  that  is  next 
re.  Thu  third  and  fourth  terminals  of 
distributor  should   be  connected  to  the 


litributor      parts 

Id  be  removed  occasionally  for  iiispec 

&s  to  the  presence  of  the  carbon   dust 

wears   oU   the   carbon    brushes.      This 

may  form   a   connection   between   the 

4butor    segments,    and    in    consequence 

a  spark  to  occur  in  the  wrong  cylin- 

Carbon  dost  that  has  collected  on  the 

fibutor    should    be    wiped    out    with    a 

by  the  cloth  being  moistened  with  gaso- 

shonld  the  carbon  have  become  caked* 

cleaning  with  gasoline,  the  inside  of 

plate  should  be  given  a  very  light  film 

lil    to    prevent    excessive    wear    of    the 

and  the  distributor  plate. 


MAGNETO  INSTALLATION. 


297 


remuittiug  spark  plugs  according  to  the 
firing  order.  These  conn-actions  wiU  be 
facilitated  Ly  a  study  of  the  wiring  dia- 
grania   in  chart   146. 

Note  tht  explanation  of  both  four  cyl- 
inder firing  orders  are  given  also  the  mean* 
iog  of  the  term  applied  to  magnetos  running 
'  *  clo ckwlsa  *  *    and    *  *  anti-clockwise.  * ' 

A  study  of  these  illustrations,  especially 
6g.  5,  chart  144^  will  enable  the  reader  to 
also  understand  the  connections  for  a  six 
cylinder  engine.  It  is  merely  a  matter  of 
connecting  the  cable  from  distributor  ter^ 
mlnal  which  is  next  on  contact,  to  the  cyl- 
inder which  fires  next. 


Caro  of  the  Magneto. 
Distributor      plate      protected     from    **  static''    electricity — see 
fig.  3  below,   (A,  B  are  best  arrangements). 
Terminals.     Scrape   off   about   3/16    inch 
of    the    insulation    from    both    ends    of    the 
cable,  clean  the  copper  wire  and  screw  it 


Fig,  3.  A — method  by  whicli  the 
wireft  caa  be  luparated  from  one  an- 
othtT  to  avoid  Atatie  elfeeta.  B — an- 
other method  of  loparatinf  wirei  to 
aToid  italic  effect*.  C — with  (bit 
aiTBtifeiDeDt  static  «ffecta  are  aome- 
thnea  felt.  D — ranning  wirei  through 
braaa  tubing  d<res  not  a^oid  itatic 
tffeeie. 

^Dablea.  Use  only  the  best  insulated  wire 
ftU  electrical  connections  and  especially 
e  leading  to  the  plugs.  The  wires  run- 
I  from  the  distributor  to  the  spark  plug 
called  secondary  cables  and  should  be 


into  tube  of  terminal  (it  will  not  do  to 
push  it  in  only)  in  order  to  connect  the  two 
parts  thoroughly*  Spread  out  inside  the 
tube  the  portion  of  the  wire  which  has  been 
stripped  of  its  insulation  and  screw  in  the 
little  screw  supplied  for  the  purpose. 

Many  a  case  of  ignition  trouble  has  been 
hard  to  locate  due  solely  to  one  of  the 
strands  of  wire  short  circuiting.  Therefore^ 
if  special  connections  are  provided  use 
thenii  otherwise  solder  tlic  ends. 

♦Intemipttr  Adjustmexits, 

Among  tke  most  important  parts  of  tlia 
magneto  is  the  tluterrupter  (see  figs.  1  and 
2  illustration,  chart  146);  and  it  i»  advis- 
able to  inspect  it  from  time  to  time.  An 
inspection  of  the  interrupter  requires  the 
removal  of  cover  which  is  usually  secured 
to  the  interrupter  housing  by  means  of  a 
spring  ring  that  permits  it  to  be  snapped 
on  and  off.  The  interrupter  lever  should 
be  moved  for  assurance  that  it  is  free  on 
its  pivotj  aud  a  test  should  be  made  of  the 
distance  between  the  platinum  points. 

Adjustment:  When  the  lever  is  de- 
pressed by  one  of  the  steel  segments  or 
cam,  the  distance  between  the  platinum 
points  should  be  about  .015  to  .020  or  about 
\(^  inch.  This  distance  may  usually  be  ad- 
justed by  the  movement  of  a  platinum 
pointed  screw* 

Should  it  be  necessary  to  replace  one  of 
the  platinum  points  or  to  attach  a  spare 
part,  the  interrupter  may  be  more  comp- 
letely exposed  by  turning  lock  ring  a  quar^ 
ter  of  a  turn  to  the  right  or  to  the  left  and 
removing  it  and  the  interrupter  housing. 
The  interrupter  itself  may  be  removed  by 
unscrewing  interrupter  screw. 

Wben  replacing  the  Interrupter,  care  must 
be  taken  that  the  key  on  the  interrupter  disk 


Statle  electiical  discbarge  meant  jumpinjt  of  high  tension  current  from  one  wire  to  another  when 

"  «r,   even  though  inaulated. 

*Tbe  adjuatment  of  the  gap  at  the  platiaura  contact  pointi  (lee  chart  146>  on  '^contact  brisakaf" 
^gaelo,  wben  leparated  by  noae  of  cam,  ought  not  to  bo  over  1-64  of  an  inch,  however,  this  ia  not 
Ie4  for  a  mle  to  go  bj  altogoiher — ther«  it  a  slight  variance  on  different  makes  of  magnetos. 

,On  the  Bosch  Z  R  4  and   Z  R  6  magneto  the  space  is   ,4   of  a  milHoioter,    as   a   mHlimeter   is   l-25th 

ttf  aa  Inch,  therefore  apace  ia  about  .OlS**  or  i,^  inch.     On  the  Reiziy  .020  to  .025;  the  Splltdorf 

4>l  aa  tnch«     The  av<yraK«>  is  from  .020  to  .035.      **See  pages  240  and  425. 

tHote:    S.  A.  E.  now  designate  lbs  Intermpter  as  '^Bxeakar-Box'* — tee  foot  no\e  pa««  Vi^^ 


MAGNETO  INSTALLATION. 


298 


fits  exactly  into  the  kejway  on  the  arma- 
ture shaft,  and  care  muet  also  be  exercised 
when  replacing  the  interrupter  housing,  be- 
ing sure  it  is  placed  back  in  exactly  the 
position  it  was  taken  off. 

The  platinum  points  on  the  interrnpter 
"pit"  In  time,  but  not  so  bad  as  the  points 
on  a  vibrator  coil.  The  alternating  cur- 
rsnt  of  a  magneto  does  not  cause  pitting 
of  tho  points  as  much  as  the  direct  current. 
However  in  time  the  points  are  bound  to  be- 
come worn  and  new  ones  must  be  fitted,  or 
the  old  ones  dressed  down.  (See  dressing 
plat>num  points,  page   234.) 

^^'The  Safety  Spark  Gap. 
In  order  to  protect  the  insulation  of  the 
armature  and  all  other  parts  from  injury 
due  to  excessive  voltage,  a  safety  spark 
gap  is  provided  to  permit  the  passage  of 
the  current  to  ground  without  injury.  The 
eurrent  will  pass  across  the  safety  spark 
gap  in  case  a  high  tension  cable  is  discon- 
nected, if  the  spark  gap  is  too  great,  or  if 
for  any  other  reason  the  spark  plug  circuit 
is  open.  Discharge  should  not  be  permitted 
to  pass  through  the  safety  spark  gap  for 
any  great  length  of  time,  however.  This 
•hould  be  particularly  guarded  against  if 
the  engine  is  operated  on  a  second  or  auxil- 
iary ignition  system.  When  the  engine  is 
operated  on  such  a  system,  the  magneto 
•hould  be  grounded  in  order  to  prevent  the 
production   of   high   voltage   current. 


Oiling  the  Magneto. 

The  over  oiling  of  the  magneto  should 
be  guarded  against  in  order  to  prevent  the 
entrance  of  oil  to  the  interrupter  parts. 
Each  of  the  oil  holes  is  to  be  given  a  few 
drops  of  fine  machine  oil  every  two  weeks 
or  every  1000  miles.  The  interrupter  is 
designed  to  work  without  lubrication,  and 
the  presence  of  oil  on  the  platinum  points 
will  give  unsatisfactory  results,  inasmuch 
as  it  will  cause  sparking  at  the  points  and 
possible  misfiring. 

Vaseline  is  suitable  for  lubricating  the 
ball  bearings,  but  never  use  oil  on  the  in- 
terrupter whereby  it  will  reach  the  platinum 
points. 

Cutting   olf  the   Magneto   Ignition. 

To  cut  off  the  ignition  the  primary  cor- 
rent  must  be  **grounded,"  which  will  pre- 
vent the  breaking  of  the  drcnlt  by  tho 
opening  of  the  interrupter,  and  conao- 
quently  prevent  the  production  of  the  sec- 
ondary current.  The  primary  current  may 
be  grounded  by  making  a  connection  be- 
tween the  grounding  nut  and  the  engine 
ground,  this  circuit  usually  including  a 
switch.  One  terminal  of  the  switch  is  con- 
nected to  the  engine  or  frame,  the  other  ter- 
minal leading  to  grounding  terminaL  When 
the  switch  is  open  the  magneto  will  produce 
a  spark,  but  the  dosing  of  the  switeh  will 
ground  the  primary  c&cuit  and  will  pre- 
vent the  production  of  the  ignition  spark. 
(See  fig.  6,  chart  144  (switch  is  shown  in 
lower  part  of  figure)  and  fig.  1,  page  268.) 


Magneto  Ignition  Troubles. 


In  case  of  defective  ignition  it  must  be 
detonnlned  whether  the  fault  is  in  the  mag- 
neto or  in  the  plugs.  Generally  when  only 
one  cylinder  misses,  the  fault  is  in  the  plug. 

Defects  of  Spark  Plugs. 
iBt.  Short-circuit  at  the  spark  gap,  due 
to  small  metallic  beads  which  are  melted  by 
the  heat  of  the  intense  spark  and  form  a 
conducting  connection  between  the  elec- 
trodes. This  defect  is  easily  ascertained 
and  may  be  remedied  by  removing  the  me- 
tallic beads.     (See  page  237.) 

2nd.  If  the  gap  between  the  spark  plug 
electzodes  (point)  is  too  great,  the  spark 
will  jump  across  the  safety  gap  on  the  mag- 
neto. In  such  a  case,  when  the  plug  is  un- 
aerewed  from  the  cylinder  the  spark  will 
jnmp  across  the  electrodes  of  the  plug,  and 
not  across  the  safety  spark  gap.  This  does 
not  signify  that  the  distance  between  the 
electrc^es  is  correct  for  it  must  be  borne 
in  mind  that  open  air  has  a  lower  resis- 
tance than  the  compressed  air  or  gas  exist- 
ing in  an  engine  cylinder.  The  distance 
between  the  electrodes  when  under  com- 
pression in  the  cylinders  must,  therefore, 
be  less  than  is  required  in  the  open  air. 
The  correct  gap  should  be  approximately 
%i  to  ^'',  see  foot  note,  page  276. 

Srd.  Fouling  of  the  ping.  If  fouling 
ahonld  occur,  the  parts  exposed  to  the  burn- 
ing gases  may  very  readily  be  cleaned  by 


removing  the  plugs  from  the  cylinder.  This 
exposes  the  plug  core,  and  it  may  be  cleaned 
with  gasoline. 

The  spark  plug  used  with  a  magneto  should 
have  the  point  set  closer  than  with  a  bat- 
tery and  coil  ignition,  because,  when  the 
magneto  runs  slow  the  current  is  not  as 
strong  as  when  running  fast.  With  a  bat- 
tery as  a  source  of  supply,  the  current  is 
constant  at  all  times. 

The  spark  plug  cables  must  be  tested,  and 
special  attention  should  be  paid  to  ascertain- 
ing that  the  insulation  is  not  injured  in  any 
way.  The  metal  terminals  of  the  cables 
must  not  come  in  contact  with  any  metal 
parts  of  the  engine  or  with  any  metal  parts 
of  the  magneto,  except  the  proper  binding 
posts. 

^Diagnosing  Magneto  Troubles. 
(1).    Engine  balks — ^no  spark. 
(2).    Misses  at  low  speeds. 
(3).    Misses  at  high  speeds. 

(1).  Oause  of:  Broken  connections, 
short  circuit  in  primary  circuit,  or  between 
coil  and  distributor  brush.  Timing  maybe 
wrong  or  breaker  points  too  far  apart. 

(2).  Cause  of:  Spark  phig  gaps  too  far 
apart,  or  too  close;  breaker  points  too  far 
apart;  loose  connections  or  short  circuits; 
weak  magnets. 


*8m  alto  page  801.     **See  also,  pages  273,  275.  201. 


MAGNETO  INSTALLATION. 
Synchronizing  Dlstri1)utor  with  Armatuxe. 


301 


ironlzing  the  interrupter  points,  cam  and 
tor.     If   magneto   has   been   entirely   disaa- 

proceed    as    follows : 
I   Dn4   as   an   example:      (let)    place  dia- 

brush  on  segment — just  starting-  (2nd) 
rmature  in  direction  of  rotation  %2  inch 
Die  shoe — just  breaking  (see  fig.  2,  page 
3rd)   breaker 'to  start  opening  advanced. 


Bosch  Dn4»  modd  6:  (1st)  place  bmsh  in  cen- 
ter of  segment;  (2nd)  armature  Vie  of  an  inch 
from  pole  shoe;  (3rd)  breaker  points  will  start 
to  open  at  full  retard. 

Bosch  dual  system:  (1st)  place  brush  V1<J  inch 
on  segment;  (2nd)  armature  breaks  from  pole  ^ 
inch;  (3rd)  breaker  points  will  separate  at  full 
advanced  position. 


Magneto  Trouble  Indications. 


5  of  magneto  to  give  the  proper  spark 
e  due  to: 

ire:  weak  current;  open  primary; 
econdary;  sliorted  primary  or  second- 

iser:  short  circuited;  open  circuit — 
ge  303. 

tension  circuit:  brush  on  collector 
cracked  or  punctured;  loose  connec- 
>  collector  spool;  defective  distributor 

plugs:  improper  gap;  fouled — see  page 


ts:    weak;    reversed. 

t   breaker:    points    worn;    points    too 

or    too    far   apart;    weak    spring — see 

104. 

bly:  gear  bearing  worn  or  dry;  arma- 

ibbing  on  pole  pieces  and  end  play  in 

ire,  due  to  loose  screws  in  armature 

ir  worn  bearings. 

Procedure  of  Diagnosis. 
Blng  continues  to  occur  and  the  cause 
i  be  located,  tlien  begin  the  diagnosis 
lows;  being  sure  that  the 
>ark    plug    gaps    are    correct — about 

10  to  .031  inch  gap. 
Agnets  are  not  weak, 
iterrupter    points    are    clean    and    cor- 
t  distance  apart — about  %4  inch,  see 
re  304. 

11  connections    are    tight    from   mag- 
0  and  switch, 
[agneto  is  properly  set. 
arburetor    adjustment    is    correct, 
rmature  is  in   perfect  alignment — see 
^e  302. 

etermine  if  missing  occurs  when  run- 
g  slow,   or   fast. 

Magneto  Repairs. 


First  Determine  if  the  Trouble  is 
Due  to  the  Magneto. 
By  first  running  engine  on  the  battery 
and  coil  system  of  ignition — then  switch 
on  to  the  magneto  side — if  the  engine  be- 
gins to  miss,  yet  runs  on  battery  side,  this 
will  indicate   the   trouble   is   in   magneto. 

Quite  often,  however,  this  test  is  made  when 
engine  is  running  slow  and  if  engine  misses  only 
on  slow  speed,  try  setting  plug  points  closer  to- 
gether and  adjust  interrupter  or  clean  interrup- 
ter points,  look  for  a  loose  wire  or  strand  of  wire 
short  circuiting.  If  everything  else,  including 
carburetion  is  apparently  o.  k.  and  engine  runs 
en  coil  and  battery,  but  misses  on  magneto,  then 
the  trouble  is  likely  due  to  weak  magnets  or 
punctured   or   short   circuited   insulation. 


Before  deciding  it  is  the  magneto  wind- 
ing giving  the  trouble,  be  sure  magnets  are 
strong — see  test  below,  and  test  magneto, 
per  pages  303,  302. 

To  Test  Magneto  on  Engine. 
First  test  which  cylinders  are  missing,  per 
figs.  1,  2,  page  237.  If  missing  in  all,  then 
trouble  is  likely  in  magneto  or  carburetion. 
If  in  one  regularly,  then  likely  due  to  spark 
plug    or    wiring. 

Run  engine  slowly,  advance  and  retard 
spark,  note  if  missing,  then  speed  engine  np 
and  advance  and  retard  and  notice  if  miss- 
ing, thereby  determining  if  missing  is  on 
low  or  high  speed — then  see  page  298. 

If  engine  is  running  and  spark  Jumps  % 
of  an  inch  and  is  blue  and  has  volume  and 
spreads  when  blowing  on  it,  then  it  is  not 
likely  that  magneto  winding  is  defective. 
If  it  will  not  jump  this  far  regularly  and 
is  thin  and  yellow  and  cause  not  elsewhere, 
then  test  armature  winding,  per  page  304. 

**Note:  Magneto  could  continne  to  give  a  weak 
spark,  even  though  winding  was  defectiTe,  as  only 
part  of  the  winding  may  be  cut  out. 


:hing  magneto  to  engine:  A  good  plan  for 
Qg  is  shown  in  fig.  1  (upper  illustration), 
147.  The  base,  however,  should  be  brass, 
>r  non-magnetic  metal,  unless  the  magneto 
8  provided  with  a  brass  or  aluminum  base, 
aetos  are  nsnally  conpled  to  the  shaft  which 
it,  in  this  case  it  is  an  easy  matter  to 
the  coupling  and  reset  it.  If,  however, 
ling  is  not  provided,  then  it  will  be  neces^ 
>  remove  the  gear  case  cover  and  set  by 
g  the  drive  gear.  A  good  type  of  coupling 
wn  in  fig.  3  (upper  illustration),  chart 
Another  type  is  known  as  a  flexible  mag- 
>upling,  this  type  permits  the  magneto  be- 
ghtly   out  of  line. 

tBemagnetizing  Magnets. 

subject  is  dealt  with   in   chart   148. 
test   if   magnets    need   recharging.     A    good 

test,  is  to  place  a  steel  bar  or  pliers  across 
ttoms  or  the  sides  of  the  magnets  on  the 
0.  If  they  pull  fairly  strong,  you  may 
that  they  are  in  fairly  good  condition,  and 
n  ascertain  whether  or  not  they  are  pulling 
itrong  by  testing  some  other  magneto  which 
lew  is  all  right.  In  doing  this,  however, 
rmature  so  points  are  Just  separating, 
index   for    "testing  coils  with  a  test  light, 


Another  method  is  to  turn  over  the  armature 
of  the  magneto  by  hand  as  shown  below,  and 
when  the  armature  gets  to 
a  certain  position  resistance 
will  be  felt.  This  resistance 
is  due  to  the  breaking  of  the 
lines  of  force  by  the  armature. 
Since  weak  magnets  produce  a 
weak  field  little  resistance  will 
be  felt.  The  magnitude  of 
the  resistance  will  not  be 
known  to  the  repairman  onlees 
he  has  tried  previously  to 
turn  the  armature  when  the 
magnets  were  in  good  condi- 
tion or  unless  he  trys  another 
magneto  and  compares  the  re- 
sults. 

Another   test   is   to   test   the 

magnet's  capacity  of  lifting  16 
lbs.  as  shown.  On  small  mag- 
nets 10  lbs.  would  suffice. 

A   good   plan    is  to  test   the 

ability  to  lift  of  a  new  magnet 

of   the   same   size,    etc.,   and   compare   the  results 

with  those  of  the  one  just  charged,  or  which  you 

know  is  charged. 

also  pages  802.  804.  234;   * 'testing  eoils." 


Dyke,  St.  Louis  is  prepared  to  re-magnetise  and  repair  coils  and  magnetoa.     **See  page  802. 


802 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-THREE. 


'  'A.     1' 

«"V      ^:tr 

riff.  4.— WbiO  *  eoupUnf 
If  provided  for  th«  m»irn«to 
10  lh«  drlTliiff  than.  i%  if 
A  ■UnpU  m*tt«f  to  M%  U« 
MiffBOle  by  uncouitHitff  th« 
•Mpllnff,  olhorwiM  lb* 
ffo*ra  ■«•!  bn  domoob^. 
Tbo  nodtn  oouplinff  It  on* 
wtlh  liMklhwr  b»lW0<(>n — •#* 
pAfA  8ta. 


ntttDg 
Fig.  1.— Oao  aoMloi  of 
fitting  ft  magwto  to  «■!■• 
ftftmo  iB  by  mMsa  o<  pttik 
and  11  held  down  oa  Hi 
base  by  a  atrap  of 
patting  oTtr  th«  b 
this  iB  a  farorito 
The  band  it  naoally  fat  tvt 
tections*.  at  illoatrated  la 
fig.  1  (aboTo),  thaa  briag* 
ing  the  nat  (▲).  wUeh 
tightene  or  looaona  tht 
band  at  a  point  whieh  ii 
,     ,  ^  easily   gotten   at.     In  oOtr 

Inttancet,  however,  the  magneto  it  bolted  dlreet 
to  itt  bate  and  since  the  nuts  are  below,  it  ii 
almott  impossible  to  remove  the  magneto  after 
the  engine  has  been  placed  in  the  ehatalt.  It 
might  also  be  worth  mentioning,  at  thia  point,  that 
rr*  «m  Booie  magnetos  are  strapped  down  on  ircB  tr 
.  »,wa«H  steel  bracketa  and  no  precaution  taken  to  itt 
that  bratt  or  non-magnetic  fittings  are  uted  at  the  point  (A)  whera  tkt 
tightening  bolts  joined  the  ttrapt.  A  little  thought  will  show  that,  ti 
iUuttrated.  ft  portion  of  the  Unaa  of  forco  will  rotom  by  waj  of  tho  Mlli 
and  bftta  instead  of  tkrongb  the  armatvra.  Although  the  effect  of  thia  m$f 
not  be  noticed  at  ordinary  speeds,  it  will  hare  much  to  do  with  detaraia- 
ing  the  lowest  sp<^  at  which  a  good  spark  is  produced.  MagBOtOf  tifift' 
fort  mutt  bara  braas  or  tlunlanm  baaa. 

Testing  a  High  Tension  CoiL 

Connect  the  low-tenaion  circuit  of  the  coil  with  a  new  battery  of  the  tame 
tiie  as  is  used  on  the  car.  and  provide  a  spark  gap  of  suitable  site  on  tkt 
high-tension  tide. 

Por  60  lb.  compraaaioB  tka  gap  ahonld  be   H    in.  in  the  atmosphere  aad 
lb..    H    IB.     Pig.  S   (balov).  ahowa    the    conventional 


..,^..'1 

"j^-..; 


for  90       .     _  ^  „ 

which  may  be  used  whan  the  coil  is  not  on  the  magneto  armature. 

The  low -lent  ion  circnit  it  doted  and  then  <|uickly  opened,  and  if  the  ttU 
it  in  good  condition  a  tpark  ahould  occur  at  the  Ugh* 
tention  gap,  fig.  9,  alao  toe  pagaa  234  and  236. 

T^ero  ia  no  neceaaity  of  removing  the  eoil  box  frta 
the  car  to  do  thia  work  if  tha  teat  wirot  are  loag  anavgh 
to  be  attached  with  tka  eoil  in  place. 

Unlaaa  tko  internal  wiring  of  the  coil  la  knovn,  atat 
exponmenting  will  be  re^nirod  in  order  to  conaatt  O 
with  the  right  torminaL  Probably  the  aiaapleat  iithtl 
of  prycednro  ia  to  nolo  tko  tonainala  to  w%iA  Iko  lav 
and  kigk-tonaion  wiroa  are  attacked,  and  attack  Iko  taH 
wirea  accordingly. 


^n5  ♦ 


^^ 


Ttsttncm: 

•^ToaltlMI  kigk  lonatan  Mkgnalo:  oil  magneto:  connect  distributor  wiroa  to  apark  plnga  and 
^•*  VkV^l  ^boM  r\in  magtieto  40  min.  at  1.500  r.  p.  m.  witk  iatempier  faU  advnncod  and  10  nun.  at  MM 
r,  ^  w.  full  advanoev  and  10  min.  150  r,  p.  m.  noting  tkat  it  imna  eqnnHy  veil  dnring  laat  ran  in  <  " 
•dttnaod  or  rotaraed  poattion. 


l^Mfll 


ing  the  runt  tko  contact  p<4nla  akonM  not  tpark  or  fiamo  oateaaiia>y. 
lOiaa  or  tlray  aivarkt  aWnt  wngnoto.    TW  ^tofeiy  np  iBmagnoio  akai 


oaaaUo  noiaa  or  tiray  ttvarkt  aWnt 


Tkcre  tkonld  ko  no 
akanld  ko  ^" 
dnring  tko  teat.     ~ 


. .   gap 

aHk»b  at  any  of  Ike  aK^vo  tt^eoda  «  arark  pktf  gnpo  aco  not  over  »!«• 

Inmp  tko  aal¥)y  gap  when  ar«aalnre  rrrolvoo  *»  r.  ».   m.  wiU  tgmrk 

OM  «Mlko4  of  dmmg  ft  tiNimtit  on  n  %tei  it  by  nn  eioctric  taecor.  por  page  904.   Anotkcri 

(n  fitf^   f^      When  t^l«^  n»aft»ct^  or  vn»i:.  mn  nntit  kc«te«l  np. 

«0  MfoM  tko  nmalnro  U  tn  patfoc^  iffgnatit    If  a  kail  ia  kvokon  tke  amtinio  akaft  vil  ko  oat  of 

Iixo  ax^  p^ntit  arsarare  to  rxk  againat  palo  pitan 

litin.  or  4ri«o  ikift 


A.. 


♦  _«: 


or  aimaitio  kaadt  any 
.^^;^     aitty  ke  won  xnlntT  on  eae  fml  of 
^.^.      geor  drvring  il  staking  te« 


kylia 


0«»o  *oo*oa  W>y_a 
4  Vnk  %to*>»n  maaoiii   otw>N»tozT  w«*iL_,         ^^^  ^^ 

4  ««te  ««o«  %kJty«^  v*cco*t*i  ;  iMgPnMWM  aa«i  7*ty  go?  irfm 
%»W.^   ^*>^  i^***"!!  »*'*-^  ;■**»:■•*  :>*#    >«.■;» tvw  ttoawaJj' 

WlMt  Tt-fi-ffjtm  M  a  )i«^  ««0  ad»MO 
e*A>  ii*w.*  vAi!4  t«^      r^  o  ♦s'vv*  »*s   vc  -^f«*Kt  w-^y  a 
iu*aA^  **  \«o»    -ee^f  ■»■>»«/  t^e**  t*?' 


4WAttr  W\X    |4r    Uf*SCd;ai|F 
*  4v«>4a   Mg^    v««kN>  to«^  iQ.:rfc-*     "^"^  »«i*^  i^-  *^^  *" 


Magneto  Testing  Apparatus. 

Wktm  co&ild«rftl»l0  tofttng  Is  done,  m  countershaft  with  pol- 
leys,  and  ntssd  in  connection  with  ft  V6  h.  p.  electric  motor 
can  be  osad  to  run  the  mafceto  at  varioui  speeds  to  test  th« 
length  of  (sp  and  volume  of  spark  at  Tarious  speeds— see  hg.  17. 

An  adjustable  gap  arrangemant  can  easily  be  made  aa  par 
fig.   18       Note  the  length  of  the  gap  can  be  adjusted. 

To  test  magneto,  place  it  in  the  vise,  Oonaect  secondary 
tprminals  to  the  stationary  points  P,  Place  a  grooved  puUay 
on  the  taper  shaft  of  magneto  and  connect  it  with  grooved 
pulley  G  on  the  second  counter  shaft  by  means  of  a  round 
belt.  Then  run  magneto  and  test  as  per  page  803  and  804. 
If  tlie  spaxk  dOM  not  test  out  satisfactorily  \}imk  dlsMiisnbla 
magneto  and  test  armatura  and  condenser  per  page  804,  308. 

To  Test  Condenser, 

^  All  high  tension  magnetos  and  high  tension  colls  ara  proTldad  with 

^^  condensers,  us  explained  ou  pages  273  and  228. 

^^h  .nu  T^M  ^  condenser  usuaUy  consiJits  of  161  layers  of  mica  insulation  ma- 

^^pL-^ni  fgj^Ytiwt*  terial,    between   which    sheets   of  tin  foil   are   laid   so  that   each   layer 

^^^^1         tF|4-"*«  **'  tin-foil  is  electrically  insulated   from  its  neighbor — see  page  238. 

^T"*"  I         fF\^  ia»p  ^"^  some  coil  condensers  the  paraffined  paper  is  used  instead  of  mica 

JH[t||  I         ^^U      t*«i»»  which  is  not  as  efFicient. 

^  Condensers  can  be  remoyed,  but  It  Is  usually  necftssarr  to  unsoM«v 

the  primary  armature  winding  connections  to  one  of  Its  terminali,  the 
other  condenser  terminal  being  grounded  to  the  armature  frame,  per 
fig,  1,  page  26S. 

Usual  troablsia  are  due  to  the  sheets  of  tin- foil  becoming  grounded, 
or  one  of  the  connections  open.  ZndleattOD  of  m  defectlTe  condttatK 
18  excessive  sparking  at  the  contact-breaker  points  which  bftcoms 
pitted  white* 
Use  110  volt  direct  current  with  one  or  two  lamps  connected  as  shown  in  flg.  33,  If 
!  Is  properly  Insolat^d  and  not  grounded,  the  lamp  will  not  light  when  switch  is  closed.  If  It  do«l 
H  condenser  is  grounded  uod  if  ground  cannot  be  removed,  a  new  condenser  is  necessary, 
h«r  t«tt  is  p«r  fig.  S3;  use  a  30  volt  range  volt  meter  and  connect  as  shown  (and  page  414).  If 
\  It  good*  no  indication  will  be  obtained.     If  It  is   groumlod,   an   indication   will   be   obtainad. 


Magneto 
Mag2i«tB  Mada  of  SteeL 
ftgnaU  used  on  both  low  and  high  tension 

ar«  of  special  tungsten  sta«l  made  aa 
tt  Is  poBstblo  to  obtain  them,  so  bard  tliat 
iila  cannot  mi^a  any  impression  on  tha 
luch  depends  on  the  class  of  steel  used- — ■ 
^ade  known  as  magnet  steel  is  now  being 

The  T<t«ntlon  of  magnotlsm  by  steel  is  a 
looa  and  interesting  property.  It  resides 
the  anxfaca  of  the  steel,  and  it  is  found 
inch  stronger  magnet  is  obtained^  weight 
bt,  by  making  it  in  sections,  one  placed 
other,  than  in  using  a  massive  single  mag- 
gnetos  have  two  maguets  placed  side  by 
la  have  a  single  large  magnet — they  were 
two — superimposed. 

»al  is  easier  to  magnotlsa  tban  bard  ste«l, 
fofmer  losea  It  quickly  if  submitted  to 
I  The  hard  Bteel  msgnet  loses  its  mag- 
try    slowly,    although    the    magneto   has.    as 

of    coarse,    to    withstand    much    vibration 

engine,   etc. 

Weak  Magnets, 
nagneto  has  been  in  use  for  appr<yilmAtetIy 
Iw  the  magnets  may  hare  become  weakened. 
til  of  time  a  magneto  retains  its  magnetism 
led  by  the  quality  of  steel  used  in  the  mag- 
also,  to  reason  explained  bottom  of  page 
also  page   SOl, 

Kig  win  be  the  result  of  weak  magnets. 
»e  other  conditions  however,  to  determine 
iaming  the  magnets,  for  inslance  the  miss- 
occur  from  spark  plug  points  not  being 
I   dislanres   apart. 

•■t  remedy  for  trouble  from  this  sotirce  Is 
Ikj  liATing  nukgnets  of  tlie  magneio  re- 
bnt  temporary  relief  often  may  be  ob- 
^  adjusting  the  points  of  the  spark  plugs 
aU  are  brought  a  little  closer  together; 
|q«ally  distant  apart ^  that  is,  the  gap  be- 
te points  should  be  the  same  on  alt  plugs, 
kps  are  not  all  the  same,  then  the  plug  with 
ist  gap  generally  will  be  the  first  to  mis 
t  result  of  weak  magnrts. 
ntonlns  a  car  slowly  on  the  high-speed 
I  HigtiM  may  be  turtilng  oyer  so  slowly 
'  macneie  wlU  not  generate  the  required 
laid  mltflnng  accompanied  by  a  Jerky  action 
ir  will  take  place.  When  this  ot^curs,  one 
Ither  shift  to  a  lower  gear,   or  switch  over 


Magneta. 
onto  the  battery.  The  better  plan  is  to  sUft  le 
the  lower  gear,  if  in  congested  traffic  when  the  ear 
speed  cannot  be  increased;  for  by  so  doing  one 
speeds  up  the  engine  and  magneto:  more  current  is 
generated,   a  hotter  spark  and   missing  eliminated. 

^Bemagnetlziiig  Magneta. 

In  charging  by  tbs  ate  of  an  electro-mi«nt4« 
one  of  which  is  shown  at  D  (below),  unlike  pales 
must  be  placed  together.  That  is,  the  north  or  N 
pole  of  the  magnet  should  be  in  contact  with  the 
8  or  south  pole  of  the  electromagnet  and  the  south 
pole  of  the  magnet  with  the  north  of  the  charging 
device.  The  electromagnet  has  polarity  because 
the  fields  are  wound  in  opposite  directions.  It  is 
determined  easily  whether  the  magnet  is  in  ita 
proper  position  even  if  the  polos  are  not  marked. 
Since  like  poles  repel  and  unlike  attract  each  other, 
when  the  magnet  is  placed  in  contact  with  the  elee- 
tro-magnet  cores  they  should  hold  fast.  If  there  is 
a  repulsion  then  the  magnet  should  be  reversed. 

After  charging  haa  been  completed  and  Uie  maf- 
nets  are  assembled  onto  the  mag:neio  it  U  nectt 
sary  that  like  poles  be  In  contact.  That  is,  if  the 
magneto  has  three  magnets  the  north  poles  of  these 
must  be  in  contact  as  shown  Sn  fig.  2.  Often  some 
figure  is  painted  upon  the  magnets,  such  as  is  showm, 
and  when  this  figure  is  made  by  the  assembly  of  the 
magnets  the  poles  are  properly  faciiig.  It  ia  beat 
then  to  determine  the  proper  polarity  by  the  attrae- 
tion  and  n^pulsioo  methods;  like  poles  repel  each 
other  and  unlike  poles  attract  each   other. 

Another  method  to  find  H  4  S  pole:  8  j>ole  of 
magnet  will  attract  N  pole  of  compass,  see  fig.  8. 

Keeper:  When  magnets  are  diaaaaembled.  plaoe 
an  iron  bar  (called  the  "keeper")  across  ends  lo 
retain  magnetism.  This  should  be  done  instantly 
on  removing  magneta,  or  after  rem afneti sing. 

f^ 

riff 


(|)~- 


tOflCU»*t 


Fig.  8  —  rinding 

ity  of 
net    with 


polaritr  of  a  mag 


^.  148 — Condenser  Testa.    Magneto  Magneti. 

pMt  re-mignetijeer  to  operate  from  a  fi  or  13  volt   battery   or  dry  eella,   price  |7.&0,  «aA  Vk«  a«c%t%^ 
t«  Fuh,  St,   Louis,  Mo.     An  attachment  to  recharge  Ford  magnets,  one  doUax  «&\t%. 


f  \  «•?. . 


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core.   nS-      ^|^e    ^ 

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t«iv».v>«T  d  tend  to 

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o»o  to  SI  v^\4i&"'^o';;i 

»♦*»"«  ^^  •» J*  r2to.t»»« 


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IGNITION  TIMING. 


305 


INSTRUCTION  No.  24. 


*IGNITION  TIMING :  Advance  and  Retard  of  Spark.  Relation 
of  Time  of  Spark  to  Combustion.  Relation  of  Spark  to  Speed. 
Relation  Between  Piston,  Armature,  Interrupter  and  Distrib- 
utor. Setting  the  Time  of  Spark.  Pointers  in  connection 
with  Setting  of  Magneto.  Setting  Time  of  Spark  of  Vibrator 
Coil  System.  Setting^  Time  of  Spark  on  Engines  of  Leading 
Cars.  Spark  Control  and  Overheating.  Finding  Position  of 
Piston.     Conversion  Table;  degrees  to  inches. 


since  in  regular  operation  of  the  engine 
the  charge  Is  Ignited  just  an  Instant  be- 
fore the  top  of  the  compression  stroke,  the 
magneto  armature  is  so  set  relative  to  the 
engine  crank  shaft  that  the  maximum  in- 
duction effect  occurs  at  this  moment. 

It  is,  however,  necessary  to  be  able  to 
vary  the  point  in  the  cycle  at  which  the 
ignition   occurs,  since,  when  the  engine  Is 

♦♦Meaning  of  "Advance" 
The  meaning  of  ''advance"  of  spark;  to 
eause  the  spark  to  occur  earlier,  before  pis- 
ton is  on  top  of  compression  stroke. 

The  meaning  of  "retard"  of  spark;  to 
eause  spark  to  occur .  later.  On  engines 
that  are  cranked  by  hand,  the  spark  is 
usually  set  "retarded"  after  top,  so  that 
there  will  be  no  danger  of  a  kick  back. 

The  exact  position  to  "advance"  or 
"retard"  is  determined  by  running  as  far 
"advanced"  as  possible  at  all  times  until 
t  knock  is  detected,  and  then  "retard" 
until  the  knock  disappears.  The  driver  will 
then  soon  learn  the  exact  position  where 
engine  gives  the  greatest  power.  Bemember 
also,  that  a  retarded  spark  heats  up  the  en- 
gine, see  page  69  and  319. 

Oontrol  of  Spark. 
Principle.  As  the  spark  occurs  only  when 
the  primary  circuit  is  broken  by  the  open- 
ing of  the  platinum  contacts,  the  timing  of 
the  spark  can,  therefore,  be  controlled,  by 
having  these  platinum  contacts  open  sooner 
or  later.  This  latter  is  accomplished  by 
the  angular  movement  of  the  timing  lever. 
This  movement  gives  a  timing  range 
of  about  36  degrees.  The  spark  is  fully 
retarded  when  the  timing  lever  is  pushed 
as  far  as  possible  in  the  direction  of  ro- 


cranked  by  hand,  the  spark  must  occur 
after  the  end  of  the  compression  stroke,  or 
else  the  engine  may  kick  back. 

If  started  by  some  form  of  self-starter 
it  is  then  possible  to  start  with  slightly 
more  advance  than  when  starting  by  hand, 
because  the  self-starter  turns  the  engine 
crank  faster. 

and  "Betard"  of  Spark. 

tation  of  the  armature  and  is  advanced 
when  pushed  in  the  opposite  direction. 

Magneto  spark  controL  In  order  to  make 
it  possible  to  vary  the  time  of  the  spark 
on  a  magneto,  the  circuit  breaker  housing 
(F,  by  means  of  lever  L,  chart  130,  also  fig. 
3,  chart  150)  is  so  arranged  that  it  can  be 
rocked  around  its  axis,  being  provided  with 
a  lever  arm  for  the  purpose,  from  which 
connection  can  be  made  to  a  spark  lever  on 
the  steering  post. 

It  will  readily  be  understood  that  if  the 
armature  shaft  turns  right-handedly,  and 
if  then  the  circuit  breaker  housing  is  moved 
through  a  certain  angle  in  a  right  hand 
direction,  the  contact  points  A  and  B  will 
separate  later,  with  relation  to  the  position 
of  the  engine  crank  shaft;  while  on  the 
other  hand,  if  the  housing  F  is  moved  in 
a  left  hand  direction  the  circuit  breaker 
point  will  open  earlier.  In  this  way  the 
point  at  which  the  spark  occurs  can  be 
shifted  through  an  angle  of  about  36  de- 
grees. 

Coil  and  battery  system  control:  On  the 
Delco  and  Atwater-Kent  or  similar  systems; 
the  advance  and  retard  is  obtained  by  shift- 
ing the  housing  surrounding  the  timer  and 
distributor  and  also  by  governor  action 
(see  charts  117  and  143.) 


Spark  Control  Methods. 
There  are  three  general  principles  used      speed;  (3)  a  fixed  spark. 
for  control  of  spark:     (1)  by  hand,  to  vary 
the  spark  position,  which  would  be  termed 
"variable  spark;"  (2)  by  a  governor,  which 
would  also  vary  the  spark  according  to  the 


(1)  By  hand  means  the  spark  lever  on 
the  steering  post  shifts  the  commutator  or 
interrupter,  (see  pages  222,  248,  66.) 


*For  isnitioD  systems,  firing  orders,  valve  timing,  ete.  of  motorcycle  engines — see  Dyke's  Motor  Manual. 
**Also  s««  pages  61  and  68. 


306 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-POUR. 


Six  Cylinder  Magneto  Speed. 
Fig.  1^  Note  wheii  piston  makes  a  foil 
stroke,  or  when  crank-shaft  travels  180*  or 
^  of  &  revolution,  armatnie  would  turn  %  of 
a  revolution  or  270*  (A  to  B). 


t  ^jiTftiai/rmr 


Therefore  if  crank  pin  made  1  complete 
revolution,  the  armature  would  make  twice  %' 
or  1%  revolutions.  During  this  1%  revolu- 
tions it  would  have  made  3  impulses. 

When  the  engine  crank,  makes  another 
revolution,  then  the  magneto  armature  would 
have  made  1^  revolutions  more,  or  3  revolu- 
tions to  2  of  the  crank,  therefore,  it  would 
make  6  sparks  during  the  3  revolutions  of 
armature,  or  2  revolutions  of  the  crank-shaft. 
Therefore  the  armature  is  geared  to  run  1^ 
times  as  fast  as  the  crank-fl£aft. 

The  six  cylinder  engine  crank  must  make 
2  revolutions  to  complete  its  four  cycle  opera- 
tion, therefore  it  would  require  6  sparks  dur- 
ing its  2  revolutions   (720*). 

The  distributor,  however,  having  the  6 
plug  conneetions  to  make  during  1  revolution 
of  Its  rotating  brush  (B),  would  have  to  be 
geared  so  it  would  msike  a  connection  every 
60*,  or  l/6th  of  a  revolution.  For  instance: 
If  crank  traveled  %  of  a  revolution,  or  180', 
the  distributor  would  travel  90',  or  %  revolu- 
tion. 

If  crank  traveled  1  revolution,  or  360*, 
distributor  would  travel  180',  or  %  revolution. 

If  crank  traveled  2  revolutions,  or  720*, 
distributor  would  travel  360*  or  1  revolution. 

If  one  of  the  cylinders  fired  every  120*, 
or  ^  of  a  revolution,  (there  being  6  cylinders 
to  fire  during  2  revolutions,  or  720*  travel  of 
crank)  then  we  would  need  6  sparks  or  im- 
pulses during  720*  travel  of  crank. 

Distributor  being  geared  one-half  the  speed 
of  the  crank-shaft,  the  segments  would  be 
placed  60*  apart,  therefore,  when  crank 
traveled  120*  and  required  a  spark,  distribu- 
tor brush  (B)  would  travel  60*.  There  being 
6  segments  60*  apart  this  would  give  6  sparks 
or  impulses  during  2  revolutions,  or  720* 
travel  of  the  crank,  or  1  revolution,  or  360* 
travel  of  the  distributor  brush  (B).  See  also, 
pages  308,  309. 


Four  OyUnder  Magneto  Speed. 
Fig.  2.    Note  if  crank  of  engine  travels 
180*,  armature  also  travels  180*.    Both  travel 
at  the  same  speed. 


The  four  cylinder  engine  requires  four 
sparks  during  two  revolutions  of  the  erank. 
The  axmatnre  gives  two  sparks  or  impulses 
every  revolution,  therefore  traveling  at  the 
same  speed  as  the  engine  crank  it  will  give 
four  sparks  during  two  revolutions. 

The  distributor  would  be  geared  one-half 
the  speed.  Every  time  the  crank  shaft  moved 
180*,  or  %  revolution,  distributor  brush  would 
move  90*  or  %  revolution. 

The  distributor*  always  runs  one-luUf  the  speed 
of  the  crank-chaft  on  all  four-cycle  anglneB.  See 
also,  paffea  294.  295.  298.  808. 


Olockwlse  and  Anti-OlockwlM 
Rotation  of  Bfagneto. 

The  Uluitratlont  show  the  cam  and  distributor 
ai  viewed  from  the  front,  or  interrnpter  or  dittribu- 
tor  end.  The  rule  is  to  view  magneto  from  rear  or 
drive-shaft  end — and  thus  speak  of  it  as  "Oloek- 
wise"    or    "Anti-clockwise"— see   pages    816.    296. 


Fig.   3.     Illustration  showing  circuit-breaker  In 

"advanced"    position    when    magneto    armature  is 
running   "Antl-cloekwise". 

Fig.  4.     Illustration  showing  circuit-breaker  In 

"advanced    position"    when    magneto    armature  ia 
running  "Clockwise". 


OHABT  NO.  150— Explanation  of  Speed  Relation  between  Oraak  Shaft  of  Engine,  Magneto  Arm»- 
tare  Mnd  Blstxlbntor*     Six  and  Four  Cylinder  Type  of  Bfagneto  as  an  Example. 


IGNITION  TIMING. 


307 


If  a  magneto  is  used,  the  housing  which 
the  interrupter  arm  is  placed  on,  is  shifted 
in  opposite  direction  of  rotation  to  azma- 
tore  to  "advance,"  or  cause  the  spark  to 
occur  earlier,  or,  in  the  direction  of  rota- 
tion to  cause  the  spark  to  occur  later — 
chart  160. 

When  the  spark  is  advanced  or  retarded 
by  hand,  it  is  left  to  the  good  judgment 
of  the  driver  to  manipulate  the  spark  lever; 
except  where  the  system  is  equipped  with 
an  "automatic"  advance. 

(2)  *The  automatic  adyance  is  probably 
the  most  satisfactory  with  battery  and  coil 
system  of  ignition,  because  the  spark  occurs 
just  at  the  right  time  automatically,  and 
there  is  no  guessing  as  to  just  how  far  to 
advance  or  retard  at  various  speeds,  see 
pages  249  and  246. 

(8)  The  fixed  spark  is  sometimes  used 
with  a  high  tension  magneto,  which  means, 
me  time  of  spark  is  fixed  at  one  position, 
usually  advanced,  and  the  contact  breaker, 
breaks  at  one  position  regardless  of  speed. 
This  system  hais  not  proven  very  satisfac- 
tory on  engines  where  speed  varies,  but 
would  be  satisfactory  if  the  speed  of  en- 
gine was  constant  and  did  not  vary.  The 
objection,  however,  would  be  in  starting — 
liability  of  a  kick — for  the  spark  would 
necessarily  be  placed  advanced  for  proper 
running,    (see  page   311.) 


The  disadvantage  in  one  instance;  sup- 
pose the  car  was  running  up  hill,  the  charge 
of  gas  would  be  heavy  and  throttle  would 
be  open,  consequently  a  high  compression. 
If  the  spark  was  advanced,  which  it  usually 
is  with  a  fixed  spark,  the  spark  would  oc- 
cur at  such  a  time  that  the  combustion 
would  take  place  before  piston  reached  the 
top,  because  piston  would  be  moving  slow 
at  ten  miles  an  hour;  the  result  woiUd  be, 
the  force  would  be  exerted  on  the  head  of 
piston  causing  the  momentum  of  piston  to 
buck  against  the  force  of  the  combustiony 
which  would  invariably  cause  a  knock  and 
loss  of  power. 

A  remedy,  but  one  that  is  not  efficient, 
would  be  to  cause  the  combustion  to  take 
place  later,  say  on  top  or  after  top  of  com- 
pression. We  could  not  do  this  by  shift- 
ing the  time  of  spark,  therefore,  about  the 
only  resource  would  be  to  enrich  the  mix- 
ture, by  partly  closing  the  air  intake  on 
carburetor.  This  would  cause  more  gaso- 
line to  be  taken  in  and  the  "rich"  mix- 
ture would  be  slower  to  combust,  and  the 
effect  would  be  the  same  as  retarding  the 
spark. 

Where  cars  are  equipped  with  a  "fixed" 
spark,  a  rod  could  be  fitted  to  the  air  valve 
lever  to  the  dash.  The  fixed  spark,  how- 
ever, is  not  at  all  advisable  on  variable 
speed  engines. 


**Relation  Between  the  Time  of  Spark  and  Time  of  Combustion. 


The  combustion  should  take  place  as  the 
piston  is  on  top  of  the  compression  stroke, 
(fig.  2),  because  at  that  point  the  gas 
drawn  into  the  cylinder  has  been  forced 
np  into  the  head  of  the  cylinder  and  is  at 
the  point  of  greatest  compression — Whence 
more  force  exerted  on  the  head  of  the  pis- 
ton when  the -explosion  occurs. 

If  it  occurs  after  the  piston  has  started 
down,  the  compression  it  not  as  great.  If 
it  oeenrs  before  the  piston  reaches  the  top 
of  the  compression  stroke,  it  is  not  as 
great.     If  running  slow,  the  explosion  oc- 


4JtS  ^*r*/&  f>Jff  Off        C*5fVfif  fACffS 


^mT] 


E^ 


^3 


curring  before  the  top  of  the  stroke,  the 
force  will  be  exerted  against  the  pistons 
travel,  and  will  cause  knock  and  loss  of 
power. 

An  example:  Fig.  1— Note  the  pistMi 
is  going  up  on  compression  stroke,  push- 
ing or  compressing  the  gas  (which  was 
drawn  in  at  the  previous  suction  stroke), 
into  the  head  of  cylinder.  At  the  point 
piston  is  now,  the  gas  is  not  very  tightly 
compressed. 

Tig,  2 — ^The  piston  has  now  reached  the 
top  of  compression  stroke  and  the  gas  Is 
packed  tight  into  the  head  of  cylinder. 
It  is  clear  that  if  the  combustion  took  place 
at  this  time — ^the  force  against  the  piston 
would  be  greater  than  if  the  combustion  did 
not  take  place  until  piston  had  passed  over 
the  top  and  was  on  the  way  down,  as  in 
fig.  3. 

Also  observe  that  if  the  combustion  took 
place  before  the  piston  reached  the  top 
of  the  compression  stroke,  as  in  fig.  1, 
especially  if  running  slow,  the  power  would 
be  exerted  on  the  up  coming  piston's  mo- 
mentum and  not  only  cause  a  falling  off 
of  power,  but  a  knock  would  occur,  caused 
by  the  sudden  reverse  force. 

Remember,  the  momentum  of  the  fiy  wheel 
carries  the  piston  up  and  down  on  the  other 
three  of  the  four  strokes. 


*Not«-Vniii  •«tom»tic  spark  control  Ukei  into  account  rarlations  in   speed   only.     'See  pages  240 
and  249.     **See   also,    page   277.    "adrantase   of  having  two  spark  plugs." 


306 


DYKE'S  IXSTBriJTiOX  NXM3E5  TWEXTY-FOCB. 


tftc 


Time  for  tte  flpark  t6  Oocl 

TlMr»  Is  a  dieeiieacm  im  Umt^  tctwe 
titt*  tfea  ''0p«k"  Is  Hade  at  ttut 
Viag,  aad  tfea  ttasa  tfea  **rr»litliM"  «f 
tlM  gM  aetaallj  takes  place.  If  eooicctfei^a 
took  frfaeo  iaunedlat^Ij  tk&t  ti«  e^iataet 
was  Biade  or  broke::,  tk^z.  tiie  pr€p«r  sise 
to  aet  the  tpark  to  '>t.rir  wcili  fc«  ca  tcp 
of  the  eomprejirioii  nrok*. 

Bnt  as  ftat«4,  there  U  a  iZI^i  4iffcr*see 
in  time  allowed  fcr  the  ipaa  to  bmt  btto 
full  ezplosioo  after  apark  o<;:^7r9:  b<i:  ai 
we  deaire  that  fell  expkusioB  c«ir  at  the 
highest  point  of  eompreacior,  we  will  fig- 
me  out  just  bow  we  can  make  the  cctabaa- 
tloii  take  place  at  the  lilghert  point  of  cok- 
preeston. 

^TlxBt:     We  most  figure  out  bow  far  in 
adraaee   of   tbe   top    of   the    comprearian 
stroke  the  ^azk  most  be  aet  to  occur,  in  - 
order    to    have    eom bastion    take    place    on 
top  of  the  compression  stroke. 

There  are  two  main  points  to  be  consid-  '. 
ered;  the  §jatem  of  igpition  bein^  one;  if 
a  eoil  and  vibrator  system  is  used,  then  it 
is  natural  to  suppose  that  the  time  con- 
sumed in  making  contact  on  the  commu- 
tator and  the  time  of  action  of  the  vibra- 
tor,  will  eonsnme  more  time  than  a  single 
contact,  aa  in  a  magneto  or  single  ^>ark 
sjftem.  Therefore  if  a  vibrator  coil  sya- 
tern  la  used,  we  would  have  to  set  the  spark 
to  occur  a  longer  time  before  the  top  of  the 
compression  stroke,  than  if  a  quicker  sin^e 
spark  system  pf  ignition  was  used. 

The  aecond  consideration  la  speed;  if  the 
piston  was  traveling  slow,  the  spark  would 
be  set  (retarded)  to  occur  later  or  nearer 
the  top  of  compression  stroke — than  if  en- 
gine was  running  fast. 

t^^eed  Relation  to  Time  of  Spari^ 
Suppose  engine  was  running  600  revolu- 
tions per  minute.  Taking  (X),  fig.  3,  as 
top  of  compression  stroke;  the  distance  to 
set  spark  would  be,  say  at  (Y),  in  order  to 
give  the  combustion  time  to  take  place 
when  piston  was  on  top  of  compression 
stroke. 

Now  If  the  spark  was  fixed  to  occur  at 
(Y)  (fig.  8),  and  speed  was  Increased  to 
1000  revolutions  per  minute,  then  the  pis- 
ton would  go  to  the  top  of  compression- 
stroke  at  (X),  {^g.  4),  and  pass  over  it 
and  down  to  (Y),  on  the  other  side  or 
down  in  power  stroke,  before   the  process 


c  i^ 


of  combustion  was  completed.  The  result 
would  be  a  loss  of  power  during  the  pis- 
tons down  travel  between  the  pointa  (X) 
and  (Y)  (lig.  4),  the  full  force  of  the  ex- 
plosion not  being  exerted  on  the  piston 
until  the  latter  point  (Y)  was  reached. 

To  Incnase  tUs,  it  will  be  necessary  to 
recalculate  the  piston  speed  at  1,000  r.  p. 
nu  and  set  the  q>ark  at  a  point  say,  (Z), 
^,  2,  which  will  allow  of  complete  com- 
bustion by  the  time  the  piston  reaches 
the  top  of  compression  stroke  (X). 

Setting  the  time  of  q^axfc  to  occor  be- 
fore the  top  of  comprenion  stroke,  Is  called 
advancing  the  sparic 

In  setting  a  magneto— the  usual  extreme 
range  of  advance  on  a  magneto  is  22  to  36*, 
therefore  if  you  wanted  to  set  the  spark  to 
occur  36*  at  full  advance  position  so  that 
you  could  have  spark  occur  36*  before 
top,  when  running  at  full  speed — simply 
pl?<e  piston  on  top  of  compression  stroke, 
set  contact-breaker  in  "retard"  position. 

If  you  only  wanted  80*  advanee  at  foil  spaed, 
place  piston  6*  past  the  top  of  eompreaaion  stroke 
and  Bet  breaker  box  homing  at  full  retard. 


**Speed  Belatlon  between  Orank  Shaft  of  Engine  and  0am  Shaft.    Also  Annatore  of 

Magneto  and  Distributor. 
On   a   four    cylinder,    four-cycle    engine. 


crank-shaft  turns  two  revolutions  (or  720 
degrees)  to  complete  its  four-cycle  operation, 
explained  on  page  58:  cam-shaft  turns  1 
revolution;  magneto  armature  turns  2  revo- 
lutions; magneto  distributor  brush,  1  revolu- 
tion (see  pages  294,  306). 

Four  sparks  are  necessary  dnrlns  tke  2  rovoln- 
tleas  of  erank-aliaft,  therefore,  as  magneto  anna- 
tore tarns  2  rerolations.  same  as  crank-shaft,  it 
^ueea  4  sparks,  or  a  spark  at  erery  %  revola- 
Distributor  bmsk  is  geared  to  turn   %   the 


of  magneto  armstare.  therefore,  it  will  turn 
1  rerotation  (360  degrees)  to  2  revelations  of 
craak-  shaft.  As  the  4  contact  segments  on  dis- 
iribotor  are  spaced  00  degrees  apart,  then  1  revo- 

^3e0  pMgw  81J.     t8e0  Blao  page  819.     **8ee  aUo  pages  W4  and  SOS. 


lation  of  distribator  brush  will  make  4  eontacta. 
producing  4  sparks  90  degrees  apart  daring  1 
revolution  of  distribator  brush,  or  180  dagreea 
apart  relative  to  crank-shaft,  or  4  sparks  to  2 
revolutions  of  orank-shsft  (see  page  294  and  Sg.  S. 
page  806). 

A  two-point  cam  Is  nsed  on  magnste  eonlael- 
braakar,  which  interrupts  the  primary  eireolt  twiea 
during  each  half  revolution  of  armatarow 

On  a  six-cylinder,  four-cycle  engine,  crank 
turns  2  revolutions  to  complete  the  four- 
cycle operation,  just  tiie  same  as  the  four- 
cylinder  engine.  The  cam-shaft  also  turns 
the  same  as  the  four-cylinder  engine^  that  is, 
1  revolution  to  2  of  erank-shaft. 


IGNITION  TIMING. 


309 


But  bU  ipiArks  ata  D«c«si«rT  during  tlie  two 
r«ivolutloiis  of  Ibe  crank- sboft,  becaute  the  crank 
•haft  is  divided  into  tlireis  pairs  of  throws  (tee 
page  l'^3),  oach  pair  flriDs  120  decrees  apart,  or 
I4  of  A  circle.  It  it  theo  necMsary  to  gear  mae- 
aeto  armatuTA  ao  it  will  turn  8  times  to  the  crank- 
■haft  'd,  or  IH  timos  to  each  revolution  of  crank- 
skaft.  Armature  producer  3  sparks  daring  1^ 
rsT,,  or  d  sparks  daring  3  revolutions  (see  page 
80 0,  tig.  1).  Distributor  brash  must  turn  1  revo- 
lalfon  to  erank-ilisft  2,  therefore,  if  armature 
tnms  8  times  when  crank  shaft  turns  2  times, 
then  distributor  is  geared  from  armature  shaft 
to  turn  I  rev.  when  armature  turns  3  rev.,  or 
%  rer*  when  ormslure  turns   1%   rev. 


As  the  6  cootaci  segments  on  distributor  are 
let  60  degroos  apart,  then  1  roTolution  of  dia- 
tributor  brush  will  make  6  contacts,  producing  0 
■parks  60  degrees  apart  during  1  rev.  of  diBtribu- 
tor  brush,  or  120  degrees  apart  relative  to  cr 
shaft,  or  6  soarks  to  2  roT.  of  crank^ehaft  (•• 
pages  306  and  394). 

A  tingle  cylinder,  four  cycle  eogloo  reau^M  ' 
only  one  spsrk  erery  otker  revolution.  The  usual 
practice,  therefore  is  to  pass  over  one  of  the  two 
''maximum"  positions  of  the  armature,  simply  by 
omittiug  one  of  the  two  cams,  thus  leaving  primary 
windings  short  circuited.  Therefore  as  magneto  is 
driven  at  cam  shaft  speed  in  this  instance,  a  single 
spark  ia  obtained. 


Relation  Between  Position  of  Armature  To  Contact-Breaketr 
When  Advanced  or  Retarded. 


AdTanced  position:  Referring  to  (M)^  the 
armature  cheek  is  just  breaking  from  pole 
tip  (e),  in  direction  of  rotatiotj.  This  is  the 
BUHlninm  position^  or  when  current  strength 
ii  strongest.  At  this  time  the  contact-points 
(P),  fig.  4,  shouki  separate.  We  learned  this 
on  pages  26G,  267. 

The  magneto  Is  set  at  the  factory  with  armature 
la  maiimnin  position  <M|  and  the  contact-breaker 
housing  Hg.  i.  Is  placed  In  an  advanced  position. 
That  Is,  It  is  moved  opposite  to  directtou  of  ro- 
tation of  earn  <c).  The  cam  <c)  ie  set  go  that  it 
esuaea  points  <P)  to  separate  when  contact 
breaker  housing  is  in   the  advanced   postlion. 


ture  (M)f  with  contact- breaker  in  advanced  post* 
tion  <fig.  4> — and  that  ipark  is  weaker  when  eon- 
tact-breaker  is  in  retarded  position  (fig.  6)— ^he^ 
cause  armature  hat  passed  the  maximum  position 

Let  US  see  what  happens  when  we  follow 
out  the  magnet(hsettlng  given  on  page  310, 
which  says:  place  piston  on  top  of  corapres- 
sioD  stroke,  place  contact-breaker  in  re- 
tarded pcjsiton,  then  turn  armature  in  di* 
recti  on  of  rotation  uutil  contact  points  just 
start   to  separate. 

This  would  place  the  armature  In  position 
(R),  and  contact-breaker  in  poBltion^  fig.  6 
— both  retarded.  lo  this  position  the  spark 
would  occur  when  piston  was  on  top  of  the 
stroke — but  we  must  remember  that  the 
combustion  is  oot  instantaneous,  therefore 
allowing  for  this  lag,  then  the  spark  would 
occur  when  piston  had  moved  slightly  down 
after  top^ — which  at  slow  speed  is  destrablei 
but  a  weaker  position  of  armature  for  start- 
ing engine  on. 

This  is  why  spark  plug  polntt  ought  to  set  close 
together  and  why  magnetos  do  not  permit  engine 
to  throttle  down  as  alow  at  a  constant  source  of 
electric  supply,  each  as  a  battsvy.  The  contact- 
breaker  is  usually  retarded  when  engine  is  run- 
»ing  slow  and  magneto  armature  is  turning  over 
alow,  for  reason  stated  on  page  808,  therefore 
both  actions  tend  to  weaken  the  spark.  Alwayt 
mn  as  far  ndsanced  on  magneto  ignition  as  pos- 
sible. 

*^Aa  the  speed  of  engine  Increases;  if  con- 
tact-breaker was  retarded  and  combuetion 
was  not  Instantaneous,  as  explained  above^ 
then  the  pistOD  traveling  fastj  would  move 
further  down  after  top  before  spark  oc- 
curred— therefore  as  we  have  a  range  of  28* 
which  we  can  move  contact-breaker  hous* 
ing  so  that  spark  will  occur  earlier,  we  then 
advance  the  contact-breaker  more  and  more 
as  the  speed  of  engine  increases,  so  that 
spark  will  occur  before  top  of  compression, 
thereby  giving  the  combustion  time  to  take 
place,  when  piston  was  on  top  or  just  start- 
ing down.  The  more  we  advance  the  breaker, 
the  nearer  wo  reach  maximum  or  strongest 
position  of  armature.  Therefore  the  cur- 
rent strength  is  greatest  at  high  speeds. 

When  setting  a  miffDeto,  the  only  point  to  con 
sidor  is  if  breaker  housing  is  to  be  retarded  or 
advanced  when  interruption  takes  place  and  posi 
tion  of  piston. 

rTba  avvrage  advance  range  of  armature  la  22*  to  35** — many  magnetos  actually  baring  but  22*  or  28* 

In  which  breaker  movr^s  from  full  advance  to  full  retard.     Ttie  Bosch  Oo.,  state  that  the  Bosch  4  cyl. 

standard  average  ipecd   (leas  than  2cioO  r.  p.  m.),  has  a  timing  rnnge  of  35*  figured  on  ma^eto  axis. 

On  1  Uxaer  or  commutator,  it  is  possible  to  get  as  high  as  id*^.     For  instance  the  Atwater  Kent  timer; 

Ihe  ttoier  shaft  will  advance  automatically  about  15*  at  high  speed  and  the  bousing  itself  can  be  ad- 

raneed  about  33* — tee  page  248.     **See  also  pages   308,   819. 
•Ab«nt  M«  Is-  break  from  cheek  of  armature  to  pole-plece   (e)   when  advanced,   is  the  average  break. 

The  distance  at  full  retard,   would  be  about  2%2  in, 

A  4  CTlloder  engine  with  a  speed  of  2000  or  less,  is  termed  average  tpesd  and  gap  between  pole  ptaoe 

and  srmsture  cheek  is  Vi^  in.     An  engine  with  speed  of  2000  to  3600  r.  p.  m.  would  t»«  twrned  a  high 

•peed  engine  snd  in  this  case  the  gap  opening  is   increased  to  %:i  or  ^^  in. 


Tit, 

breaker  rstardsd 


H       Eetarded  position:     Suppose  the  coutact- 
H    treaker  housing  is  retarded,  or  moved  with 
direction  of  cam  rotation  as  far  as  it  will 
go,  ^g.  ^,  (f28  degrees  is  average  range), 
^     then    points    (P)    of   contact  breaker   would 
B    not    separate    until    armature    had    traveled 
^    ^further  in  the  direction  of  rotation,  approx* 
tmatelj  the  position  shown  in  (B),  at  which 
point  the  armature  has  passed  the  maximum 
position  and  where  the  current  strength  is 
weaker,     B7  referring  to  pages  266  and  267, 
we   learned    that    the    current   strength    be- 
gins to  weaken  the  nearer  armature  travels 
to  zero  position  after  maximum   position. 

From  the  ahove  explanation  we  learn  that  the 
spark  it  strongest  at  mKEUnnm  position  of  annsr 


YKE'B  INSTRUCTION  NUMBER  TW£NTY-FOt 
Setting  the  High  OTenfiion  Magneto  ''Retarded  On  Top/* 


(1) — Place  No.  1  piston  on  top  of  compression 
stroke.  To  find  compression  strokei  aee 
page  320. 

(2) — Uncouple  magneto  from  iis  drivp  shaft 
(see  page  302,  fig.  4).  If  magneto  can 
not  bo  uupoupled,  then  time  from  mag- 
neto gear  and  gear  driving  it,  by  taking 
them  ont  of  mesh. 

(3) — Betard  the  bresJcer  box  (also  called  in- 
terrupter)  (F),  by  turning  it  in  the  di- 
rection of  rotation  of  armature  alia  ft,  as 
far  as  it  will  go. 

(4) — Turn  armature  in  direction  of  rotation 
until  the  distributor  arm  (BA)  is  on  seg- 
ment (S)  of  No.  1  spark  plug  cable  con- 
nection, then  turn  armature,  one  way  or 
the  other  slightly;  until  interrupter  arm 
(A) I  is  ju3t  starting  to  separate  the 
platinum  point  connection  (P)  with  (K), 


which  of  course  is  caused  by  cam  aetioa 

as  ahowu.  in  other  words^  just  as  the 
points  start  to  separate,  is  the  time  to 
set  the  magneto. 

(5) — Couple  magneto  shaft,  or  mesh  gears 
drilling  magneto  at  this  point,  being 
careful  to  not  move  cither  the  armattire  ] 
or  piston — (see  page  312), 

(6) — Now  see  that  wire  cables  from  distzlbti* 
tor  are  properly  connected*  as  explained 
on  page  296.  In  this  instance,  by  look* 
ing  at  the  distributor  connections  and 
noting  direction  DA  turns,  the  firing 
order  would  be  1,  3,  4,  2. 

Tho  above  setting  is  for  retarded  position  of  In- 
terrnpter  and  piston  on  top^ — this  setticp  would  allow 
th«  gpark  to  occur  c  o  as  i  durably  before  pis  too  reach- 
ed top  of  stroke*  when  interrupter  was  advanced^ 
which  ts  usually  the  rase  with  high  speed  enriaes, 
and  the  average  and  usual  setting.  Exact  tetUncri 
cannot  bo  given — ace  page  311, 


If  InstrQCtlon  said,  place  piston  say.  Va  Inch 
down  after  center  of  compiession  stroke  with  break- 
•r  box  retardedt  tb»n  this  would  not  permit  advanc- 
ing mpnrk  ro  far  ahead  of  Atroke,  and  in  some  in- 
stances, this  is  donc)  sti  slow  speed  engines  and 
where   very   slow   running   or    idling    is   desired,    is 


Setting  Magneto  ** Retarded — After  Top." 

truck  auj  iruclor  engines. 


smRK 


PISTON  ON  TOP  CINTER 
OF  COWPRESSlOi  STWQKE 
OFHOICVL 


DISTRIBUTER  ARM  ON 
Nai  OrUNDER    SEG- 


HOTB— The  armature  toiai  tn  opposita  dlraettoit 
to  distributor,  therefore  always  note  direction  dis- 
tributor turns  before  eonneeting  cables  to  plugs.  To 
tell  how  an   engino   flren — see  page   120. 

Tho  breaker  box  (F)  U  »U- 
tionary.  The  arm  (A)  and  (E) 
revolve  with  armature  (flg.  1) 

UsnaUy  when  Tterwlng  mag- 
nflto  from  front  of  engine,  f&s 
maffiieto  would  be  facing  In 
opposite  direction — -towards  fly 
wheel,  as  the  rear  end  of  a 
maffnelo  is  usiialty  driven  ftora 
front  of  enrtoe  (see  tig.  4, 
Vtigv    302   atid   page    312  ) 

When     breaker     points     are 
Juat     breaktag«     the     srmsturc 
chetik,    breaking  from  pole    (ftff. 
2,  pnge  313)   is  in  correct  posi- 
tion,   as   it   was   set  at   factory,  i 
Likewise  the  speed  of  distribu*  I 
tor    to    armature.      S*e    top    ni  i 
page  301. 


Fig.  I, — Dis^siD  sbowlug  bow  a  blgh  tension 
magneto  Is  usiially  Hmed;  interrupter  boutiog  (F) 
is  retiirded  itnd  pistoti  is  placed  on  top  center  of 
comjire^tsiou   stroke. 


Magneto  Setting  by 
Sight  Hole. 

Fig.    2.     In    some    magnetoa,  1 
ZR     fioseb     for     insta&ee,     tbe^ 
Tn  riitekt^^        magneto  can  be  set  by  observ* 
TO  OPEN  i„g  aip^it  hole. 

Piston  Is  placed  to  firing  position,  for  full 
advance  position.  This  point  is  determined 
by  engine  manufacturer. 

Armature  is  then  rotated  tititfl  te,  **1'* 
can  be  seen  in  window  in  face  of  aistrlbu- 
tor  plate.  Cover  of  oil  well  is  then  raised, 
and  armature  turned  few  degrees  in  one  di- 
rection or  other  until  red  mark  oo  one  of 
the  dijitributor  gear  teetb  is  brought  Into 
register  with  red  marks  oo  the  side  of  the 
window.  Bfagiieto  is  then  tumtd  for  full 
advance  position,  and  gear  or  coupling  Is  se- 
cured to  armattire  shaft.   See  top  of  pag«  297. 


€mAS,T  NO.  150A--Settliig  the  Time  of  Spazk  of  a  High  Tension  Magneto. 
^90  mi»a  pm£ca  290  mad  S»9. 


L 


IGNITION   TmiNQ. 


3U 


Setting  Time  of 
ace  tluee  general  poettlani  of  pto- 
tat  setting  the  time  for  the  ^ezk 
nitti  Hie  magneto: 
Top  of  eompreesion  stroke. 
After  top  of  eompreeeioB  atroke. 
Before  top  of  compression  stroke. 


to 


A  TBClable  ^azk  is  where  the  breaker  eaa 
l>e  sliifted  to  adTance  or  retard  the  time  of 
qpark. 

A  llxed  iparik  is  where  the  breaker  (or  in- 
tempter)  is  set  or  fixed  at  one  position  and 
eannot  be  varied,     (see  page  307.) 

Jn  letting  a  magneto  of  tbe  fixed  spark 
type^  the  instraetions  in  reference  to  the 
moTing  of  the  breaker  housing  to  the  ex- 
treme advance  or  retard  position  are  to  be 
disregarded.  The  magneto  should  be  set  so 
that  the  MpMik  occurs  at  the  most  advan- 
tageons  point  in  the  cylinder.  This  should 
be  decided  upon  by  the  engine  manufae- 
tnrery  but  where  such  information  is  not 
available,  the  spark   should   occur  at  top- 


Spaik  of  ICagneto. 
Ca)— ^hy  Mttfnc  the 


ptston  OB  top  ef 


Iji  netting   a  magneto   of  the  Taclable 
^axk  tjpe,  one  of  Oiree  methods  can  be 


How  The  Instmetions  For 
(1) — set  by  marks  on  fiy  wheeL  Usually 
designated  on  fly  wheel  by  a  mark  "0"  or 
**T*\  This  mark  is  placed  in  line  with 
a  punch  mark  on  cylinder  which  indicates 
tluU  piston  No.  1  is  on  compression  stroke 
and  the  magneto  is  to  be  set  advanced  or 
retarded  as  instructions  may  be  given,  at 
tkis  point. 

(2) — lyy  inches;  should  the  time  for  spark 
to  oeenr  be  given  in  inches,  for  example; 
''time  for  spark  to  occur  is  full  advanced 
position  measured  3%  inches  on  fly  wheel, 
before  upper  dead  center.'' 

Tlieae  are  the  initmctiont  giTen  to  Mt  the 
TttlTM  on  the  Simplex  engine,  whieh  it  4H  in. 
h9K%  e%   in.  stroke  nnd  18%   in.  fly  wheel. 

We  would  eiBiphr  set  spark  loTer  or  breaker 
OB  magneto  at  '^'fnll  advance*'  position.  Then 
turn  fly  wheel  until  the  top  center  of  compression 
■troke  was  reached — at  this  point  a  center  mark 
OBft  fly  wheel  is  in  line  with  a  center  mark  on 
taopeetion  hole.  To  have  spark  occur  8%  inches, 
•■  measured  on  fly  wheel,  would  mean  to  turn 
gy  wheel  back  or  beforo  top  of  compression  stroke 
VBtn  this  center  line  was  3%  inches  away  from 
eontor  line  on  inspection  hole.  This  would  be 
the  position  for  spark  to  occur. 

Hie  armature  of  magneto  would  then  be  un- 
eoupled,  breaker  advanced,  and  armature  turned 
■lil^tly  until  points  were  just  starting  to  sep- 
arate. The  coupling  would  then  be  tightened 
This  setting  would  cause  spark  to  occur  21  de- 
before    top    of    compression     stroke,     with 


la  this  tnataneo  the  most  advantageona  poaitiae 
of  the  piston  for  the  spark  to  then  occur,  whaa 
breaker  is  fully  advanced,  is  determined  by  how 
much  advance  the  magneto  is  eapable  of  giviiif. 
A  high  speed  engine  requires  more  advance  than 
a  slow  speed  engine.  Magnetos  vary  from  22*  to 
85*  or  more.  However,  this  is  the  average  and 
general  setting  as  explained  on  page  810.  This 
is  termed  "sotting  piston  on  top  and  Ignitton 
retarded." 

(b) — Somettmes,  on  truck  sad  tractor  engines 
and  others,  the  spark  is  made  to  oecnr,  when  pis- 
ton is  down  after  .compression  stroko  sUipitly — 
and  breaker  xotarded.  This  would  not  permit 
advancing  spark  so  far  ahead  of  stroke — unless  a 
magneto  with  a  greater  range  was  used,  but  this 
is  done  on  slow  speed  engines  and  where  very 
slow  running  or  idling  is  desired. 

(c) — Bj  sotting  tho  piston  before  top  of  eom- 
prsAslon  stroko  and  advancing  tho  breaker  would 
be  termed  "sotting  ignition  advanced."  The 
point  to  determine  here,  as  to  where  to  set  the 
piston  depends  entirely  upon  where  you  wish 
spark  to  occur  when  breaker  is  fully  retarded. 
For  instance,  suppose  magneto  range  of  advanee 
was  85*  and  you  wished  spark  to  occur  on  top 
of  compreasion  stroke,  simply  set  piston  86* 
before  top,  with  magneto  breaker  full  advanced. 
This  would  mean  the  aame  thing  as  setting  piston 
on   top   with   magneto  retarded. 

Setting  a  Iflagneto  Vary. 

breaker  housing  advanced.  (I  found  the  degrees 
by  referring  to  table  on  page  116). 

(3)— by  measoxement  of  axmatore  ftram 
pole  piece,  as  per  fig.  2,  page  318,  note  (e), 
which  is  the  distance  the  armature  is  to  be 
set  with  piston  on  top  and  breaker  points 
separating  (see  top  of  page  801). 

(4)— by  Bight  hole,  per  fig.  2,  page  310. 

(5)— by  degrees;  should  the  firing  posi- 
tion be  given  in  degrees,  the  movement  of 
the  piston,  measured  in  inches  correspond- 
ing with  any  given  number  of  degrees  of 
the  crank  shaft  (where  the  relation  of  the 
crank  shaft  throw  to  the  length  of  the  con- 
necting rod  is  as  *1:6.4)  may  be  deter- 
mined by  reference  to  diagram,  page  314. 

Example:  suppose  you  were  instructed  to  ssl 
the  spark  84*  beforo  top  of  compression  stroke— 
"advanced,"   on  an  engine  with  5%   inch  stroke. 

(a)  Turn  to  table  on  page  814;  flnd  6% 
inches  at  bottom.  Next  flnd  84*  to  right.  Fol- 
low instructions  for  finding  result  given  in  chart. 
The  distance  in  inchee  to  place  pbton  would  bo 
midway  between  M  and  %     of  an  inch  from  top. 

(b)  With  this  information  you  would  then 
proceed  to  place  piston,  say,  within  ^ia  ineh  of 
top  of  compression  stroke. 

(c)  The  interrupter  housing  would  then  bo 
full  advanced  and  armature  turned  in  direction 
of  rotation  until  the  cam  just  started  to  separ- 
ate  the   interrupter  points. 


Timing  the  Bosch  I>aal  Magneto. 


This  sjstam  is  eocplalned  on  pages  280  to  282. 
Hoto  that  there  is  a  battery  interrupter  and  a 
■M^ioto  interrupter  (see  fig.  6 A.  page  281).  Al- 
ikongh  both  are  in  the  same  housing  on  front  of 
Mi^gneto— but  one  setting;  that  of  setting  the 
aMgnoto   ••interrupter  is   necessary. 

l%e  battery  interrupter  is  so  arranged  that  it 
will  then  interrupt  or  break  its  circuit  approx- 
isMlaly  10  dogroos  later  than  the  magneto  inter- 
mptor;  this  feature  gives  the  full  timing  range 
of  tho  magneto.  For  instance ;  if  timing  lever  is 
fully  retarded  and  magneto  interrupter  set  to 
hreek  when  piston  la  on  top  of  compreasion  stroke, 
tho  battiiy  Intetmpter,  with  switch  in  battery 
yosltloB,  would  break  slightly  after  top  or  10  de- 
grees later.  Therefore  set  the  magneto  tntermpter 
IMS  tho  sasM  as  you  would  set  the  Bosch  inde- 
'  type  of  magneto. 


*ttAM  is  s  ratio  equation   and   means    (as   1   is 
Is  414  ttsiss  longer  than  the  crank  throw.      **See 


Setting  Bosch  Independent  Type. 
Place  piston  on  top  of  compression  stroke  and 
interrupter  retarded  as  explained  on  page  810. 

Magneto  Drive  Shaft. 
Is     usually     tapered,     therefore     the     coupling 
should    be   tapered   to   correspond.     If   driven   by 
a    gear,    and    teeth   are   meshed    too   tight,    undue 
strain   will  result   on   bearings. 

Breaker  and  Spark  Plug  Points. 
IDupieto  points  on  dual  system  should  be  ad- 
justed to  open  about  0.85  millimeters  or  slif htly 
under  Mh  inch,  and  interrupter  points  full  Mu 
inch.  Spark  plug  points  should  have  a  gap  of 
about  V^  Inch  to  .025. 

to  4  5/10)    or  in  other  wor^a,  Vti^  caiiti^cWti^  \<i^ 
foot  note  page  20d. 


per 


preylonaly  marked  It  can  be  retimed  as  follows: 

k       4    3 


l;(  I'D 


Example  of  Setting  Time  of  Spark  by  Position  of  Piston. 
Engine  used  in  this  example  is  the  Waukesha  4  cylinder  truck  and   tractor  engine, 
plages  833  to  538,  using  a  high  tension   magneto  for  ignition. 

In  case  the  magneto  has  been  removed  from  the  engine  and  its  connections  have  not  been 

First — open  »li  tlio  primiiiff  caps  on  Uv  of 
cylinders  and  tttm  tlie  engine  over  sUnrly 
tintll  tbe  compreBBion  stroke  b«gtziB  In  Ifo. 
1  cylinder.  Thia  cati  be  ft«eeriained  by 
holding  thf)  thumb  tigbtly  orer  the  priming; 
cup  of  tbii  cylinder  ftnd  obserTlnc  thmt  both 
the  valves  rcniAln   closed. 

When  cumpresmion  stroke  begins  on  No.  1 
cylinder  stop  and  rcmoTe  the  cylinder  hesd 
filnir;  now  insert  n  ruler  and  slowly  lara  the 
imgino  until  the  piston  comes  to  upper  dfl»d 
I'^Qler.  or  when  the  mier  ceases  Us  upward 
movement  (see  page  836,  ** timing  TaWee. 
VVaukt?»hft  engine*'). 
Second—now  m mature  the  disUnce  from  tha 

top  of  the  pUton  to  th«  top  of  cylinder. 

For  example,  lot  in  aay 
that  the  ilistanoe  meas- 
ures 2  inches  from  tha 
top  of  the  piston  to  the 
top  of  the  fiyUnder.  Tom 
the  crank  over  until 
it  measures  2H.  incbea. 
This  means  that  the  pis- 
ton has  maile  n  drop  of 
^4  of  an  inch  sfter  top« 
m  tiring  or  power  stroke, 
At  which  point  the  spark 
Hhonld  occur.  Replaca 
the  cylinder  head  plug  to 
prevent  any  obsta<rtes 
from  falling  In  the  eyl* 
mdpr. 

Third— remove  the  bolts 
(I-B)  which  connect 
tho  fLangee  (I'D  and 
I-O)  (or  leather  coup- 
ling 1-6  to  I-H  could 
he  dii^onnected) ,  Mag* 
neto  is  driTen  by  a 
gear  in  front  of  *«* 
gine,  whieb  is  driven  from  crunk-shaft  gear«  with  an  idler  fe^r  b«< 
rwe«fi. 

Fourth — set  breaker  (or  tnterruptor>  cam  in  such  a  position  that 
the  distributor  iirin  (I  L)  will  come  on  the  Ko.  1  cylinder  high 
tension  tormina,!  in  th«  distributor  and  so  thiit  the  contact  screws 
(I'K,  I-J)  of  interrupter,  are  just  starling  to  open.  Inciter  (1*1!^ 
represents  the  opening  between  the  pUitinwm  contacts  (l-K,  I-J) 
with  the  spark  lever  In  tbe  fully  retarded  position. 

Fifth— replace  the  bolts  (I-B)  tn  the  flanges  (I-D,  I-C) ;  that  It, 
one  on  <^iih«r  sitie  of  the  couplinir 

Sixth— attach  the  wire  \#hlch  leads  from  the  spark  plug  on  No»  1 
cylinder  to  the  terminal  marked  No.  1  In  the  distributor  plate;  No. 
2  spark  plug  wire  to  the  termina]  marked  No,  2; 
No,  3  spnrk  plug  to  the  terminal  marked  No.  4,  and 
No.  4  spark  plug  wire  to  the  terminal  marked  No. 
3.     (See  page  296.) 

Never  allow  tbe  ignition  wires  to  tie  on  or  near 
the  exhaust  pipe,  as  the  insulation  will  burn  off  and 
fay  the  wire  bare,  causing  a  short  circuit.  Spark 
plug  gaps*  are  1/32*  apart.     Interrupter  polnta  .020. 


i 


Fig.  2 — A.  phantom  view  of  the  B*il  Berlins  high 
tension  magneto.  A  * 'gap-distributor*'  iji  used 
(see  pages  245,  247  261).  Usual  setting;  retarded* 
piston  on  top.  Interrupter  adj.  .016  to  .01©";  plup 
,031".  See  psge  927.     (Ericsson   Mfg,  Co.,   Buffalo), 


A  special  feature  of  the  Simma  magni^  Is  the 
design  of  the  pole  pieces  which  have  extensions  on 
the  edges  following  tbe  direction  of  rotation  of 
the  armature.  These  extended  edges  keep  the  edfoa 
of  the  srmatare  shuttle  within  influence  of  the  pole 
in  all  positions  from  full  advance  to  full  retard. 
That  is  to  say»  that  at  the  moment  of  breaking  tbe 
current  the  edge  of  the  shuttle  is  never  widrly 
separated  from  the  edge  of  the  pole  piece.  There^ 
fore  current  ts  generated  at  low  or  high  epeeda 
without  mnch  loss  of  intensity. 


E^'^'^^^JtT  NO.  150B — J^xampie  ot  Setting  Magneto  and  Illnstratlon  Showing  How  The  Magneto 
UBtmUy  ZMven.    Note  wa^eto  faces  rear  of  cuRine.  Bcrllng  High  Tension  Magneto. 


UDVV      IB 

la 


IGNITION   TIMING. 


313 


Tinting  the   Remy  Magneto, 

Model  RL  is  to  be  timed  to  the  eDgioe 
bj  the  break  of  the  contact  points.  When 
the  piBtoa  is  on  exact  dead  firing  center, 
earn  house  must  be  in  full  retard  positioni 
and  the  platinum  points  must  just  be  sep- 
arating. 

The  high  tension  cable  from  thia  cylin- 
der, which  is  in  exact  dead  firing  center, 
should  then  be  connected  to  the  distribu- 
tor terminal,  corresponding  to  which  the 
distributor  segmeut  is  opposite. 

The  remaining  distributor  terminals 
should  then  be  connected  up  in  the  proper 
firing  order  of  the  engine. 

The  position  of  the  ** inductor  or  rotor" 
type  armature,  Is  just  the  same  as  on  a 
** shuttle"  type  armature;  the  interrupter 
should  just  be  breaking  when  the  '  •  rotor  *  * 
ifl  just  leaving  the  vertical  position. 

Sectional  cuts  explaining  the  Kemy  mag- 
neto with  its  inductor  type  of  armature,  are 
shown  in  chart  126.  Set  breaicer  points 
.<>26   inch  gap. 

♦♦Timing  the  Elsemann  Magneto, 
To  «et  this  type,  turn  engine  by  hand  un- 


*'EL"  Model.  (See  page  264,) 
til  piston  of  No.  1  cylinder  is  on  the  dea^* 
center  (compression  stroke).  Place  the  timing 
lever  of  the  magneto  to  fully  retarded  posi- 
tion, then  turn  armature  of  magneto  until 
No.  1  appears  at  the  glass  dial  of  the  dis* 
tributor  plate  and  make  sure  that  the 
platinum  contacts  of  the  magneto  are  just 
opening.  Fix  the  driving  medium  in  this 
position. 

In  order  to  insure  absolute  safety  when 
cranking  on  battery,  the  contact  breaker  of 
the  battery  system  is  arranged  so  that  it 
will   open   10   degrees  later  than  the  mag^l 
neto  contact  breaker. 


Timing  the  Splltdorf  Magneto. 
Set   piston   on  top  of  compression   stroke 
with  interrupter  retarded. 

Now  revolve  the  armature  shaft  in  its  di- 
rection  of  rotation   until  the   oval   breaker^ 
cam  comes  in  contact  with  the  breaker  barj 
and   just   begins   to    separate    the   platiaui 
contacts.    Set  coupling  or  gear  at  this  point. 


Pointer*  to  Connection  with   the  Timing  of  a  Magneto. 


In  timing  a  hlgli  tension  magneto  to  an 
•agtoe,  we  will  assume  a  4-cyllndeT,  there 
are  several  points  to  be  considered. 

Firstly— Wlilch  way  la  the  armature  of 
tiM  magneto  to  reyolre?  This  will  be 
settled  by   the  construction  of  the  engine. 

The  magneto 
will  probably 
have  to  be 
driven  off  one 
of  the  timing 
wheels,  and  it 
will  depend 
upon  the  di- 
rection of  ro- 
tation of  these 
as  to  which 
way  the  mag- 
neto must  run* 


mm 


ttm  ybtu  K*tm  U«lLime  aJ   litt   tiritim^ 
mmi  9J  tA*  timpttt  maomttt.     tkt  itHl 


<l 


%  Vi 


i 


'^) 


m 


'■^.. 


n^  %.     *am^  IW  JNie»  \ 


*  Clockwise  and  anti- 
clockwise: Every 
maker  of  magnetos 
supplies  machines  to 
run  either  clockwise 
or  anti-clockwise  when 
viewed  from  drive  end. 

A  glance  at  the  illus- 
trations showing  the 
contact  breaker  {page 
29 S)  will  show  that 
the  breaker  arm  should 
I  be  actuated  from  one 
direction     only.       Any 


magneto  can,  of  course^ 
mn  backward  without 
doing  any  damage  to 
its  parts,  and  frequent* 
ly  has  to  when  back- 
&'ing  occurs  at  start* 
ing,  but  for  making  r, 
spark  it  is  desirable  to 
run  in  one  direction 
only,  as  given  by  man- 
ufacturers. 

**When  a  magneto  U 
assembled  the  cam  and 
contact  breaker  are  set 
In  the  correct  relative 
position.  The  "break"  of  the  primary^  J 
current  is  made  to  occur  when  the  • 
'^cheeks"  or  aegmental-shaped  sidee  of  the 
iron  armature  almost  bridge  the  gap  ef  the 
top  and  bottom  of  the  magnet  poles.  The 
position  is  not  quite  symmetrical,  but  the 
' '  maximum ' '  or  most  favorable  position  ij 
slightly  in  advance,  in  direction  of  rotation  i 
of  a  vertical  line  through  the  center  of  the 
magnets  and  armature,  as  shown  in  figs.  2, 

It  will  be  found  in  most  types  of  mag- 
netos that  the  contact  rocker  has  full  re- 
tardation point;  that  is,  the  actual  break 
between  the  platinums  agreeing  with  the 
armature  in  this  position  of  maximum 
effect. 

The  reason  is  this:  owing  to  the  necea* 
sarily  slow  rate  at  which  the  magneto  can 
be    driven    for   starting,   and   as    the   spark 


Dykt's  four  md  six  cyUndor  englns  working  mod«li  of  a  caaoIMb  anglns  cirpUin  iha  reUiion  of 
tlm  potitioa  of  piiloQ*.  valves,  earns  and  mafacto,  a*  well  at  the  principle  of  engloe  and  how  the 
■ag&^io  is  attached  and  operated  hy  enfine. 

*Fifa.  3  at  Tiewed  from  drivlnt  end  of  masneto.  **The  Ehemaoa  dual  ijitem  !■  liifitiar  to  the 
Seeeh  d«al.     **See  pa^ee  B09,  301  and  200.      t8«e  P*?»  622  for  diagram  of  wiring  of  model  ElAm.acTLi&Vc». 


3^  3"^?rsr'mox  nxmbek  twexty-four. 


rt4    ;      ^^af:&  .  1.^  A^-a^aoM.  Ti^  2. — Spark  folly  rtUrded. 

ru  t  r^  ?^^Kt  ^^  ^is  iTussmza  a  «  cspUm  tki  ■Miring  of  adyance  of  qpaik. 
N>?:^  :i-,*  '„ti-:  :-:  *ijri  is  ;*  .i"  tl^  i  ::2*:i-irA'::rf  iistauiM  before  the  piston  is  at  the  top  of 
s«  ;ca»;-rv5».%.a  *c.-';i,-.     r*x::>  T».w'i  :«f  .-ixji^  ra^;  spArk  to  oeeur  at  full  advanced  position. 

TW-  3L    N^^t  ^^  cvttsact  yitctt  ^a  ^nmBBRaaoc  ftjs  beta  zctarded  or  moved  in  the 
ix"w:ioa  ,":  -'-•c;i:.ja.  :j'^rv::.>:  z'l-*  fCdLTJL  w-j;:  a«  oc^ior  natil  the  piston  has  passed  up 
<^  It*  vv»^'re:»sj^ca  *:r»,*ii^  A-ii  wAT":  ,'-■  :i-?  ▼»▼  i--"*^  -a  :»  power  stroke. 

v'^Ji  a  !rij^^:-,\  'if  .var^c:  ^r^xif?  ,'?  lit^mrcer  iasteavi  of  a  commutator  is  advanced 
aai  -vCAr-ivv.  >^:  Ms?  v-  i,  v:-*  .*  -.:,'  sua*. 

Va<^  it^\»  ,•:  •?.,*  vtivji:  /:  cv.*a:j:t  n^^r  i*  jacwa  to  nuke  the  principle  clear,  consider- 


/ 


^5 


i      0 

L- 


-^v 


N 


45 


40 


-V5 
15 


Th«  relation  of  the  piston  travel 
;a  the  roution  of  the  crank  shaft 
Mpecds  on  the  stroke  and  the 
Unfth  of  the  connecting  rod. 

TW  piston  travel  of  an  engine 
is  msxXf  doUrmined,  and  the  de- 
ttfnniaing  of  the  rotation  of  the 
crank  shaft  in  degrees,  corres- 
poadiAg  to  any  desired  piston 
iraTtfl.  mmj  be  ascertained  from 
the  a;rcompanying  diagram.  In 
this  diagram  the  relation  between 
she  crarik  and  the  connecting  rod 
ItfBgth    is   aa    1:4.5. 

la  tkt  diagram  tha  vertical  lines 
nambacad  at  tha  bottom  give  the 
stroke  of  the  engine  in  inches,  the 
7>Natioa  of  the  crank  shaft  in  de- 
fTMS  being  indicated  by  the  slant- 
tag  luies  and  the  figures  at  the 
righL 

Tha  tgaras  on  tha  left,  and  the 
hmruontal  Unas  indicate  the  piston 
traTel  in  inches. 

As  aa  erample  In  tha  nsa  of  tha 
dtagna.  is  may  be  desired  to  find 
t^e  pialOB  travel  for  an  advance 
of  30*  on  a  motor  of  6  inches 
stroke.  The  vertical  line  for  the 
deaircd  stroke  may  be  indentified 
by  tha  fignres  at  the  bottom  of  the 
diagram,  and  this  vertical  line  may 
be  .foitoved  upward  nntil  it  cuts 
the  diagonal  line  indicating  the  de- 
sired number  of  degrees,  which  is 
30*  in  (he  present  case. 

Tha  horisoatal  lina  nearaat  tkia 
point,  ahoald  ba  followad  to  tha 
left,  until  it  maata  tha  diacsMl 
Lina.  and  thia  follovad  to  tha  tefl- 
hand  aida.  In  tha  proaoat  Ib> 
stanea  it  will  ba  aaen  to  indloala 
aboai  U  inch.  Thia  givM  t^ 
advaaco  in  iaeheo, 
to  so*. 


«^...*^m  fv*r  ivt«m«afi»*  tfct  AdY*ac#  ia  **LMhM 


m^wii^  *«nik#  i*  ^«^^^« 


or  fmctiOB  tkWMf ,  to  Itl 


i^g  ^' 


IGNITION  TIMING. 


316 


hM  to  be  slightly  retarded  to  prerent  a 
baekilre  occurring,  the  most  use  must  be 
made  of  the  maximum  posltioii,  otherwise 
there  would  be  too  weak  a  spark  produced 
to  ignite  the  gas. 

On  the  other  hand,  it  must  follow  that 
on  adyaneing  the  contact  breaker  for  nor- 
mal running,  the  ''break''  will  be  occurring 
at  proportionately  less  favorable  positions 
ef  magnetic  effect;  but  another  factor  eomes 
into  play,  which  largely  compensates  for 
this,  viz.,  the  increasing  speed  of  the  arma- 
ture. 

In  practice  this  works  well,  and  prevents 
the  generation  of  excessively  strong  sparks, 
which  are  not  required,  and  only  serve  to 
fuse  up  the  electrodes  of  the  plug. 

The  spark  is  made  sufficiently  powerful 
for  starting  on,  by  the  use  of  strong  field 
magnets  and  breaking  circuit  in  the  most 
favorable  position  of  the  armature's  rota- 
tion. 

After  starting,  the  intensity  of  the  spark 
will  increase  as  the  speed  increases,  but  it 
will  never  reach  an  excessive  value,  by 
reason  of  the  advance  of  the  contact  niaker 


timing  the  break  before  the  maximum  posi- 
tion. 

The  "breaking"  distance  between  the 
platinums  should  be,  .015  to  .020  or  .026  in. 
The  amount  of  range  provided  for  advanc- 
ing and  retarding,  is  greater  on  some  mag- 
netos than  others;  an  average  range  is  from 
22  to  36  degrees. 

No  hard-and-fast  rule  can  be  given  as  to 
the  best  piston  positions  corret^onding  to 
full  advance  and  retardation;  but  in  gen- 
eral, a  trial  setting  as  per  the  average  puai, 
fig.  1,  chart  160A  might  be  tried,  in  whieh 
the  gear  wheels  are  meshed  so  that,  with  the 
contact  breaker  fully  retarded,  the  piston 
is  on  top  of  the  compression  stroke. 

If  it  is  found  that  the  contact  breaker 
cannot  be  properly  retarded  at  slow  speedSi 
without  the  engine  tending  to  knock,  an- 
other setting  must  be  made,  and  the  piston 
moved  farther  on  the  firing  stroke.      ' 

After  a  few  trials  and  careful  noting 
of  the  pull  of  the  engine,  the  best  setting 
for  the  particular  conditions  will  be  at- 
tained. 


Setting  Time  of  Spark— Miscellaneous  Systems. 


The  old  style  coll  ignition  system,  with 
"▼Ibrators  and  commatators"  require  a 
greater  advance  than  magneto  ignition.  The 
reason  for  this  is  due  to  the  time  required 
for  contact  of  commutator,  contact  of  vi- 
brator and  a  possible  loss  of  time  for  the 
vibrator  to  start  operating. 

Quite  often  the  trembler  blade  of  a  vi- 
brator coil  is  adjusted  so  that  the  vibration 
is  slow  to  take  place,  this  will  cause  spark 
to  occur  too  late.  The  trembler  blades  also 
oeeasionally  stick,  thereby  causing  missing. 

The  vibrator  coil  also  gives  a  waste  of 
eurrent  because  the  ordinary  vibrator  coil 
produces  from  four  to  ten  weak  sparks  for 
each  power  impulse,  whereas  one  good  strong 
hot  spark  would  fire  quicker  and  save  cur- 
rent. An  illustrated  example  is  shown  on 
page  250. 

The  usual  method  is  to  place  the  spark 
lerer  midway  between  advance  and  retard 
position,  so  that  it  will  have  half  of  the 
motion  to  advance  half  to  retard  (see  fig. 
4,  chart  152). 

This  should  allow  ample  range  for  retard- 
ing and  advancing,  but  a  trial  should  be 
made  with  the  engine  running,  and  a  note 
made  as  to  how  the  speed  responds  to 
the  advance  and  retard  movement  and  va- 
riation in  setting  made  as  found  necessary. 

The  amount  of  advance  that  can  be  given 
to  any  engine  depends  on  certain  variable 


factors.  It  is  not  possible  to  have  as  mneh 
advance  on  the  ignition  when  the  engine  is 
rimning  under  a  load  as  when  it  is  running 
light  and  at  a  fast  rate. 

Note  the  setting  of  the  spark  on  the  tcxd, 
tig.  2,  chart  152,  as  an  example  of  a  coil 
with  vibrator  setting. 

♦Timing  the  low  tension  magneto,  with 
make  and  break  tsrpe  of  igniter:  The  ar- 
mature of  the  magneto  must  be  positively 
driven  off  the  engine  by  means  of  chain  or 
gear  wheels.  On  engines  with  cranks  at 
180  degrees,  where  the  ignition  has  to  take 
place  at  90  degrees  relative  to  the  cam 
shaft,  the  armature  has  to  be  driven  at 
crank  shaft  speed. 

In  the  low  tension  "make  and  break" 
system  the  contact  breaker  is  not  fitted 
on  the  magneto;  a  connection  from  the 
outer  end  of  the  armature  winding  joins  up 
to  the  terminal  of  the  hammer-break  device 
inside  the  cylinder. 

The  general  practice  when  timing  (see 
chart  162),  fig.  5  is  to  arrange  for  the 
mechanism  of  the  break  to  "trip"  when 
the  piston  is  just  completing  the  compres- 
sion stroke  or  a  little  earlier;  say  %  of  an 
inch  (or  an  amount  determined  by  experi- 
ment to  give  the  best  results),  the  arma- 
ture being,  as  in  the  case  of  the  high  ten- 
sion system,  in  "maximum"  position. 


Dykc'i    working    model    of    a    magneto    explains  the  principle  of  a  magneto.     The  armature  is 
.  m  in  section  as  well  as   the  drive  gears.     The  reader  can  easily  figare  the  relation  of  speed  of 
earn,   armature   and   distributor,    also   actually   practice  setting  the  magneto  with  this  model. 

*When  setting  time  of  spark  on  a  stationary  angina,  the  spark  is  set  to  occur,  when  retarded. 
lU^tly  after  compression  stroke  to  prevent  kicking  back.  This  type  of  engine  is  usually  equipped 
wUh  a  "make  and  break*'   igniter  system. 


IGXmON  TIMING. 


SIT 


No  ▼viable   „ 
atanb  pvvTided, 

tte  prppirtittBstcij  » 

tmily  of  tt«  ipuk  m  tkc 


tiM  bdi  ^riU 


Tke  fuUn  to  be ^ 

^  ]ow  teuum,  m  tk«  tiiM  «f  braUk, 

P>>toa  pontioB,  mmd 


be  tbe  OM^  tbt  ij  vbMl 


^  tenk"  IgMfeK.  Tbe  former  caa  be 
^•17  fteenrmtely  aet  bj  tbe  aid  ^  «■  ordi- 
■•fj  eleetrie  bdl  aad  batteiy,  a  ai^ple  m- 
^  foraed  tknm^  tbe  ''break"  device 
«  aiguie.  Wbea  tbe  break  hammer  m  la 
c«>tiet  witb   tbe  iaaalated   atad  tbe  beD 


Tei7  driieale  a<Xiaitatat  caa  be 
ia  iHportaat  ia  a^jaatiaj^  tbe 
to  obtaia  a  break  ef  aaCleieat  lei^^ 
aot  aa  ezceaatTe  aBOcat.  Tbla 
rariea  aeeoidiaf  te  tbe  trp*  ^  biaak 
fbaaH»  aaed.  Aa  arerace  diala 
be  about  3a€tba  iaeb«  witb  a 
diataace  ef  oae-^gbtb  btlweea  tbe 
or  tai^t  aad  iaaalated  atad.  (« 
215  to  217  aad  S€«.) 


li 
a 
1ft 


SBttlBgtbe 


OB  tbe  Atwatar-Kant  and  Deloo  Battaqr.  <Mi  «>* 


*•  Um&  for . , 

^ea  jmmg  tbe  Atwater-Keat,  Ddeo  aad 

'''Jl^Ur   battery    and    coil    ayatenM    diifera 

^^  tH^tfy  from  the  tiaM  tbe  apark  should 

^^^^it  with  a  magneto. 

^lle  method  bowerer  dttfeEB  aa  there  ia  no 

"''I'^tiira  to  aet.    Inatead,  the  timer  shaft 


is  set  as  explained  aader  tbe  timiaf  af  tbe 
aa  per  page  >$•. 


The  Deleo  igaition  is  aet  ia 
manner,  see  page  390.  Also  aee  Bemy,  pMO 
318,  251  aad  Oonaeetient,  P*C^  ^Sl,  N4» 
35S. 


How  to  Detemdne  the  SetUng  of  Time  of  Spark  on  T^iadtng  Oars. 

^i^^^'tzit  torn  to  the  index  and  And  "l^eci-  water-Kent,"   or  **I>eleo,"  turn   to  ladei 

■^%tlona   of   Leading   Gaza;"    tnm   to   the  for  ''Deleo"  or  "Atwater^Keat"  ipitioa 

r^^^ts  and  find  the  make  of  ignition  aja-  system    and   you   will   find   the   tiamg   ia 

r*^  being  oaed.    If  it  aaya  "Boeeh,"  then  struetion. 
^^[^  to  the  explanation  in  this  instroetion  on 
''^^Ing  the  Boseh  magneto.    If  it  says  "At- 


This    same    rule    appliea    to    timing   tbe 
valYea,  carburetion  and  other  adjustmeata 


Verifying  the  Ignition  Timing. 


^t  occasionally  happens  that  cars  turned 
•^'^  of  the  factory  hurriedly  to  meet  prea- 
f^e  of  orders,  are  not  as  well  adjusted  in 
^^^  setting  of  the  ignition  timing  aa  they 
^^i^t  be,  with  the  result  that  the  car  may 
^^  prove  an  easy  starter. 

In  fact,  the  writer  had  occasion  to  locate 
^  trouble  of  this  kind.  The  nature  of  the 
^^ouble  was  irregular  firing  and  knocking 
When  running  slow.  When  running  fast 
the  trouble  disappeared,  but  in  taking  a 
iteep  hill  the  engine  would  alow  down,  and 
right  where  a  retardation  of  spark  was 
necessary,  the  trouble  would  make  itself 
manifest.  The  ignition  was  a  low  tension 
magneto  used  in  connection  with  a  high 
tension  coil. 

The  cause  of  the  trouble  was  found  to 
be  that  the  magneto  had  been  set  for  the 
apark  to  occur  too  far  before  the  piston 
waa  on  top  of  compression  stroke-  when 
spark  lever  was  fully  retarded — ^in  other 
words,  it  was  set  too  far  advanced. 

The  result  was,  when  running  alow,  the 
spark  would  occur  and  combustion  take 
place  before  piston  reached  the  top  of  com- 
presalDn  stroke,  hence  the  pound. 

By  remeshing  the  gears  driving  magneto, 
■0  the  spark  occurred  when  piston  waa  on 
top  of  compression  stroke,  with  full  retard 
poaltion  of  breaker  housing,  and  pointa  of 


breaker  just  separating  at  that  time,  this 
allowed  the  combustion  to  take  place  a 
little  later.    The  trouble  then  diai^^peared. 

Testing  Ignition  Advanee. 
*If  the  ignition  is  suspected  of  being  tet 
too  far  advanced,  then  teat  aa  follows: 

(1)  Place  No.  1  piston  on  top  of  ooai- 
prMsion  or  its  firing  stroke.  This  can  be 
found,  by  following  out  the  wirea  aad 
noting  when  cylinder  to  be  tested  will  fire. 

(2)  Place  breaker  box  m  "retarded" 
position. 

(8)  Note  If  the  breaker  box  points  ar« 
just  separating  when  piston  Is  on  top.  If 
so,  the  setting  is  about  right  for  magneto. 

If,  however,  the  points  have  already  sep- 
arated, then  it  is  likely  there  is  too  much 
"advance,"  the  amount  being  determined 
by  the  distance  the  spark  occurred  before 
top. 

If  a  vibrator  coil  system,  then  the  contact 
on  segment  ought  to  be  made  when  piston 
is  say,  %  inch  over  top  of  compression 
stroke  with  retard  spark  lever. 

If  a  change  is  made  of  the  setting,  then 
a  trial  should  be  made  with  the  eagins 
running,  and  a  note  made  as  to  how  the 
speed  responds  to  the  advance  and  retard 
movement,  and  variation  in  setting  mads 
if  found   necessary. 


^Undcrstuid,  this  rule  most  not  be  followed  altofether.     Aa  some  manttfactttreri  set  at  fall  retarS. 
■Hsfttly  befora  top. 


318 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-FOUR. 


«■    fili«n    •••«    cra<ibtitan    gaw 


DisusembUng. 
(1.)  Remove  hood. 
(2.)     Drain  radia- 
tor. 

(8.)  Remoye  rad- 
iator. 

(4.)  BemoTe  fan 
pulley   and   sleeTe. 

(6w)  Remore  all 
bolts  holding  gear 
cover  to  engine. 

(6.)  Pry  e  a  I  e 
free,  taking  care  not 
to  destroy  the  cork 
gasket.  This  should 
stiok  to  the  coTer 
and  be  remoTed  with 
it. 

BtmoTlng  Timing  Gears:  These  gears  need  only 
bo  remored  when  to  be  replaced  or  a  general  over- 
kaidfaig  of  the  engine,  flg.  1. 

(1.)     BemoTO  plunger  on  springs  in  gear  shaft 


(S.)  BemoTO  inspection  hole  cover  on  flywheel 
•ad  erank  engine  until  1-6-IN-O  is  at  the  top.  This 
p«iB4  eaa  be  felt  by  holding  a  iile  through  the 
M«,  with  the  point  resting  on  the  engine  side  of  the 
fywheel  face,  and  slowly  cranking  the  engine.  A 
htiU  Is  driUed  in  the  flywheel  at  this  point  and  the 
ilo  win  drop  into  the  hole. 

(S.)  Mark  gear  faces  so  that  they  may  be  re- 
tanod  to  the  same  position.  (This  is  not  essential 
if  BOW  gears  are  to  be  installed,  but  for  ordinary 
•rwhAuOng  will  faciUtate  the  assembly.) 

(i.)  Bemoye  wires  locking  cam-shaft  gear  re- 
talihTif  bolts  and  unscrew  bolts. 

(0.)     BemoTO   dowel   plate. 

(•.)  Ho  puller  is  required  to  remove  this  gear, 
M  eftch  side  of  the  gear  is  driUed  and  tapped  6/16 
ia^  permitting  two  cap  screws  to  be  used  to  force 
tka  gear  from  the  flange.  The  gear  MUST  be  re- 
■M>rM   erenly. 

(7.)  Uso  the  puller  shown  in  Fig.  1  to  remove 
tko  crankshaft  gear. 

(t.)     BemoTe  bonnet  base  strip  on  generator  side. 

(f.)  Bemore  cotter  pin  and  nut  holding  gener- 
ator drive  gear  on  its  shaft. 

(10.)      Bemove  timer  control  rod  and  spring. 

(11.)      Di«ronn«?<:t  wire  at  rear  of  generator. 

(U.)      Disconnf-rt  universal  coupling. 

(14.)  Unbolt  cen^rator  from  base  and  lift  gen- 
srator  off.  (T^«e  ihim*  ihould  be  marked  and  icept 
••  tiMy  mMj  b«  r^taraed   to  the  same  position.) 

(14.)  B«moT«  wiring  from  timer  and  plugs. 
Hark  so  that  they  may  be  returned. 

(If.)  Free  timer  from  engine  and  remove,  noting 
MiitiaB  of  distributer  brush,  so  that  the  timer  may 
M  fvpUced  in  the  same  position. 


(16.)  Bemove  the  screw  on  timer  drive  shaft 
bearing  plate,  freeing  timer  drive  shaft. 

(17.)     Bemove  screws  on  rear  bearing  plata. 

(18.)  Drive  generator  drive  shaft  out  of  gear. 
(It  is  poor  practice  to  pull  this  gear  off.) 

(10.)  Inspect  all  parts  for  wear,  elean  thoroogh- 
ly  and  provide  new  parts  where  necessary. 


The  Asiembly 

(1.)     Beplace   generator   drive   shaft   in   housing 
and    drive   the   gear   back  onto   it. 
(2.)     Beplace  crankshaft  gear. 
(8.)     Adjust  valve  tappets  so  that  they  have  .00^ 


in.  clearance  between  tappet  and  valve  stem, 
camshaft  may  be  turned  from  the  front  to  do  this. 
•  (4.)  See  that  the  point  1-6-IN-O  is  atUl  at  th» 
center  of  the  inspection  hole  in  the  flywheel  ease. 

(6.)  Turn  camshaft  counter  oloekwise  until  th^ 
inlet  valve  of  number  1  cylinder  starts  to  49«n. 
This  can  best  be  felt  by  plaeing  a  serewdiiver  im. 
the  slot  in  the  valve,  as  in  grinding.  By  toning 
the  valve  back  and  forth  the  instant  it  starts  t^ 
open  may  ba  felt. 

(6.)  Press  eamshaft  gear  in  position  with  ihm 
teeth  so  meshing  that  the  retaining  bolts  stand  in. 
the  center  of  the  adjusting  slots. 

(7.)  Beplace  retaining  nuta  on  eaaahafi  gear 
and  bring  them  up  so  they  pinch  the  gear  onto  ihm 
flange. 

(8.)  Turn  flywheel  backward  about  one-aightte 
torn  and- then  back  in  direction  of  rotation.  At  ihm 
aamatime  turning  the  inlet  valve  of  No.  1  eyUndeir 
with   a   screwdriver. 

(0.)  Stop  turning  the  instant  the  ^iiilat  valve 
atarts  to  open. 

(10.)  Note  whether  point  1-6-IN-O  is  directly 
beneath  the  inspection  hole  in  the  flywheel  ease. 

(11.)  If  it  has  not  yet  reached  this  point,  using 
a  drift,  drive  the  flange  nuts  on  the  eamahaft  gear 
back  in  a  clockwise  direction  twice  the  angular  die- 
tanee  that  the  point  1-6-IN-9  must  go  to  reach  the 
vertical. 

(12.)  If  it  is  past  this  point,  drive  gear  in  op- 
posite direction  in  a  similar  manner. 

(IS.)  Oheck  timing  for  No.  6  cylinder  in  same 
manner. 

(14.)  If  dowel  pin  holes  In  gear  and  flange  do 
not  line  up,  drill  new  holes  and  replace  stnp. 

(16.)     Tighten  bolts  and  lock  with  wire. 

(16,)  Beplace  timer  gears  and  generator  taking 
care  not  to  draw  the  bearings  too  tight. 

(17.)  Set  engine  on  1-6-IN-O  with  inlet  valve  of 
No.  1  cylinder  Just  opening. 

(18.)  Set  distributing  brush  on  timer  to  connect 
with  No.  6  terminal,  or  spark  plug  wire. 

(10.)     Set  timer  in  retarded  position. 

(20.)  Set  hexagonal  cam  on  breaker  so  that  the 
points  are  Just  breaking.  Fig.  8. 

(21.)     Lock  in  position  with  lock  nut. 

(22.)  Adjust  breaker  poinU  to  about  .016  In. 
clearance,  and  lock  adjusting  nuta  in  position. 

(28.)  Oheck  adjustment  of  lgBiti<rti.  An  al- 
lowance of  1  in.  late  is  permisslDle. 

(24.)  Beplace  timing  gear  cover,  making  tore 
that  end  thrust  plungers  and  springs  are  in  place, 
and  that  cork  packings  are  not  broken.  Thia  should 
be  set  in  shellac  on  the  case  side  only. 

(26.)     Beplace   fan  pulley,   fan   belt   and   fan. 

(26.)     Beplace  bonnet  base  strip. 

(27.)     Beplace    radiator    and    hose    eonneetimis. 


making  sure  that  all  eonneetions  are  Ughi. 
moB  rubber  cement  ahould  be  used  on  au  Jolnta. 
(28.)     Beplace  hood,  ill  radiator. 

(Also  see  page  261.) 


CBABT  HO.  153— An  Exampl6  of  Ignition  Timing  (Bemy)  and  YwXw  Tlmlnc  oo  the  Ohalmen  ] 
iSBttwporatlng  a  Method  of  Bemovlng  the  Timing  Geax»~(Motor  World.) 


IGNITION  TIMING. 


319 


*8park  Control 
As  few  motorists  rea}ly  understand  just 
how  the  power  eltidency  of  an  engine  Is  af- 
fected by  tlie  spark  timing,  (which  Is  gen- 
«al]y  under  the  control  of  the  operator)  the 
following  may  be  of  Interest: 

When  a  combustible  mixture  has  been 
eompreBsed  in  a  cylinder  bj  the  rising  pis- 
ton and  the  spark  occurs,  a  very  small  por- 
tion of  the  mixture  in  the  immediate  vicin- 
ity of  the  spark  is  ignited;  and  if  the  mix- 
ture is  of  the  proper  proportions  and  suit- 
ably compressed,  the  flame  propagation 
throughout  the  entire  combustion  chamber 
will  be  rapid. 

This  is  as  it  should  be.  When  combus- 
tion takes  place  intensely  heated  gases  are 
formed,  wMch  in  their  effort  to  occupy  a 
larger  volume  of  space  exert  great  pressure 
on  the  walls  of  the  combustion  chamber  and 
upon  the  piston  head. 

As  a  gas  or  gaseous  mixture  is  com- 
pressed it  becomes  heated,  and  the  greater 
the  pressure  the  greater  the  heat. 

If  a  mixture  is  of  proper  proportions, 
the  greater  the  pressure  the  more  readily 
will  it  ignite,  and  the  greater  the  speed  of 
flame  propagation  or  combustion. 

On  the  other  hand  as  the  pressure  of  a 
combustible  mixture  is  reduced,  it  loses  its 
heat,  and  its  speed  of  ignition  and  com- 
bustion is  also  reduced. 


Several  interesting 
conditions  may  be 
shown  with  the  dia- 
^ams  of  fig.  2.  which 
like  fie.  1,  represent 
different  positions  of  the 
crank  shaft,  and  of  the 
pistons    in    the   cylinders. 


and  Overheating. 

Thus  it  must  be  understood  that  to  get 
the  utmost  efficiency  out  of  a  combustibls 
charge  it  must  be  Ignited  at  or  near  the 
point  of  maximum  compressien. 

Let  it  be  assumed  that  a  car  is  being 
driven  at  a  speed  of  about  30  miles  per 
hour,  and  that  the  engine  is  necessarily 
turning  over  at  a  speed  of  about  1^0  revo- 
lutions per  minute,  the  spark  lever  advaneed 
so  that  sparks  occur  when  the  piston  is 
ascending  as  at  (G). 

Ignition  we  will  assume,  is  complete  at 
(H),  and  combustion  at  (I),  at  whieh  point 
the  maximum  pressure  of  the  expanding 
gases  is  being  exerted. 

Under  these  conditions  the  engine  runs 
smoothly  and  cool. 

Now  by  retarding  the  spark  and  advane- 
ing  the  throttle  lever  it  is  found  that  the 
speed  of  30  miles  an  hour,  still  can  be 
maintained. 

The  engine  is  generating  the  same  amount 
of  power,  but  with  the  spark  retarded  and 
the  throttle  advanced;  but  after  about  80 
minutes'  running-  the  radiator  begins  to 
steam  and  we  see  that  the  engine  is  over- 
heated. 

What  is  the  cause f  It  is  this:  The 
spark  is  retarded  so  that  now  it  occurs  when 
the  piston  is  at  (I);  compression  is  already 
reduced  so  that  ignition  is  slower  and  is 
not  complete  until  the  piston  is  at  fJ), 
and  combustion  is  still  incomplete  at  (K). 

The  explosive  mixture  is  now  richer  in 
fuel,  so  that  more  heat  is  given  off  than 
under  the  flrst  mentioned  condition;  there- 
fore, the  expansive  force  is  greater  than 
before,  so  that  the  speed  of  the  engine  is 
the  same,  but  note  the  area  of  wall  surface 
of  the  cylinder  at  (K),  which  now  is  ex- 
posed to  this  more  intense  heat. 

The  water  in  the  jackets  not  only  has 
to  take  care  of  the  heat  absorbed  by  the 
walls  of  the  combustion  chamber,  but  also 
of  an  excessive  amount  absorbed  by  the 
cylinder  walls. 


Range  of  Spark  Advance  and  Betard. 


Pig.  1.  Is  a  diagram  showing  the  range 
«f  spark  advance  and  retard  representing 
different  positions  of  a  crank  shaft  and 
the  relation  of  the  piston  in  the  cylinder 
mt  these  different  positions. 

Beferring  to  this  diagram,  if  an  engine  is 
running  at  an  extremely  high  rate  of  speed 
the  spark  might  be  advanced  so  as  to  oc- 
cur in  the  cylinder  when  the  throw  of  the 
crank  shaft  is  ascending  and  at  the  point 
(A);  thus  combustion  might  be  complete  or 
10  nearly  complete  by  the  time  the  throw 
reached  the  point  (D),  that  a  very  strong 
pressure  would  be  exerted  upon  the  piston, 
which  is  as  it  should  be. 

*8«e  alto  page  308. 


If  the  engine  were  being  subjected  to  an 
extremely  hard  pull,  as  in  ascending  a  hiU 
on  high  gear  so  that  its  speed  is  consid- 
erably reduced,  and  ignition  were  to  take 
place  at  (A),  combustion  might  be  complete 
at  (B)  or  (G),  and  the  pressure  or  power- 
impluse  on  the  piston  head  would  tend  to 
turn  the  crank  shaft  in  a  reverse  direction. 

If  the  car  were  traveling  at  a  very  low 
speed  or  if  there  were  not  sufficient  mo- 
mentum in  the  fly  wheel  or  the  car  itself, 
the  engine  would  be  stalled,  or  killed,  as  the 
saying  goes. 

Of  course,  if  the  car  or  engine  were  travel- 
ing at  a  sufficiently  high  rate  of  speed  to 


»YKE'S  INSTRUCTION  NUMBER  TWENTY 


fry  the  erank  and  piston  over  this  d«ad 
Qter,  a  lar^e  percentage  of  the  power 
bald  be  applied  in  the  right  direction,  but 

fnftiderable  would  be  lost;  there  would  be 
bat   ifl  known   as  an  ignition  knock,   and 

be  strain  on  the  bearings  would  be  quite 

tvere. 

On  the  other  band,  if  the  engine  haa  been 

lalowed  down   considerably  under  hard  pull 

land  the  ignition  is  retarded  so  as  to  occur 

fat  about   (C)  or  (D),  combustion  might  be 

complete  at  about   (E)   or   (F),  or  perhaps 


even  a  little  farther  down  where  the  lever- 
age on  the  crank  shaft  is  greatest,  and  thus 
the  greatest  amount  of  the  downward  prer 
sure  on  the  piston  is  utilized. 

It  must  be  remembered  that  the  greatest 
power  is  dependent  upon  the  momentum  or 
torque  of  the  fly  wheeL 

An  engine  always  should  be  run  with  tlit 
^ark  advanced  as  far  as  possible  wtthonl 
caualng  It  to  knock  or  lose  power,  and  it 
will  overheat,  if  caused  to  run  for  any  great 
length  of  time  with  a  retarded  spark. 


J 


Finding  Position  of  tbe  Piston. 


In  the  previous  matter  we  have  men- 
tioned about  placing  the  piston  on  top  of 
compression  stroke.  To  tell  when  piston  is 
on  top  of  compression  stroke  is  explained 
below. 

Usually  a  mark  is  placed  on  fly  wheel  to 

Indicate  when  piston  is  at  top.  For  instance, 
If  a  four  cylinder  engine,  a  mark  wMl  likely 
be  on  fly  wheel  as  **D  C  1-4/*  meaning 
'  *  dead  center  up  1  A  4  *  *  or  one  and  four 
pistons  are  at  top  of  stroke*  If  a  six  cyl- 
inder it  would  probably  appear  as  "D  p 
1-6  up/'  meaning  pistons  1  ft  6  on  top.  Or 
mark  may  be,  **l-4  up'*  or  '*l-6  up/' 
meaniug  the  same. 

It  ia  necessary  to  6nd|  however,  just 
what  stroke  the  pistons  1  &  4  or  1  4b  6  are 
ap  on,  therefore  watch  the  valves;  on  com- 
pression stroke,  both  valves  should  be 
closed.  Or  watch  when  Inlet  valve  opens^ — 
piston  is  then  starting  down  on  suction, 
therefore  the  next  (up  stroke)  must  be 
*' compression. " 

The  fly  wheel  will  then  have  to  be  turned 
until  this  mark  is  centered  with  an  indica- 
tor mark  usually  on  cylinder  or  some  cen* 
tral  point,  see  pages  102  and  104. 

From  this  point  the  fly  wheel  ia  turned 
to  the  right,  to  place  piston  before  top  of 
stroke,  or  to  left,  to  place  piston  after  the 
top  of  compression  stroke.  This  rule  ap- 
plies when  standing  behind  fly  wheel,  when 
fly  wheel  is  ou  rear  of  engine. 

The  exact  point,  however,  when  the  pis- 
ton  is  on  top  of  compression  stroke  is 
rather  difficult  to  determine. 

If  engine  happens  to  be  a  **T**  head 
motor  with  a  compression  cock  in  the  cen- 
ter, then  it  is  easy  to  flod  when  piston  is 
on  top  ot  compression  stroke  by  placing  a 
wire  or  bicycle  spoke  through  the  pet  cock 
and  turn  the  engine  over;  when  the  wire 
rises  to  its  highest  point  the  piston  is  on 
top  of  dead  center. 


On  a  four  cjlinder  engine,  when  No.  1 
piston  is  on  top,  No,  4  is  on  top  also.  On 
a  six,  when  No.  1  is  on  top  No.  6  piston  ii 

also  on  top. 

Therefore,  to  find  when  this  partieulaf 
piston  you  propose  to  work  from,  is  on  com- 
pressioQ  stroke;  watch  the  valves.  Both 
valves  will  be  closed.  The  exhaust  cam 
would  be  at  a  position  where  it  would  opes 
the  exhaust  valve  after  one  movement  or 
stroke — this  stroke  being  the  power  stroke. 

If  cylinder  ia  of  the  *'L'*  head  type  il 
may  not  be  possible  to  get  a  wire  into  ths 


WIRE 
PTTCOCtC 


'    CLOUD 


cylinder.  In  this  case  open  compresaion  cock 
and  place  your  tnger  over  it,  have  some  one 
crank  engine  slowly  until  you  feel  compres- 
sion; let  this  eecape  gradually.  When  the  gas 
has  ceased  escaping,  the  piston  is  at  or  near, 
top  dead  center.  The  compression  stroke  i« 
found  by  watching  when  both  valves  are 
closed. 

This  plan  Is  uncertain    however,  and 
best   plan   Is  to   remove   lower   crank 
and   turn   the   crank   until   the   conne 
rod  and  crank  shaft  throws  are  stralglit 
and  down,  ifi  Une;  at  the  same  time  wat 
the  valves  as  mentlonod  abovo. 

This  procedure  however,  is  not  nece 
if  there  are  marks  on  the  fly  wheel  to 
cate  Just  when  pistons  are  on  dead  c«itt 


Tq  d«t«Tmlii9  tbe  end  of  the  compreulon  stroke  In  anj  cyUnd«r  (Overland  is  eaamplt) ;  tur 
^cTAJik  until  the  exhuust  valve  in  %hH  efWa^m,  which    ii   th«   one   directly   beneeth    the   prtmins 
cached    itt   teat;    end   then   turn    the    fly    wheel    Approiicimfttelf    one   rATolutioa,    lioppiDf   f 
'^  *i  3UP>  ift  at  iu  bighffHt  poaitioti  and  in  line  with  the  cuide  mark  o&  thai 

nethod  ie  to  turn  the  eofine  while  tba  hand  ia  held  over  ihef 

±pnk»   Kt    th.m    0&f*ttnj>    nf    nip         Aftsp    th*   S*    ivlLaa]    t*    * 


ENGINE  STARTERS. 


321 


INSTRUCTION  No.  25. 

ENGINE  STARTERS:  Ignition  or  Switch.  Primer  and  Ignition. 
Compressed  Air.  Acetylene  Gas.  Gasoline  and  Air. 
Mechanical  Starters.    Parts  of  an  Electric  Starting  Motor. 


Ignition  Starting. 
T^9  first  form  of  self-starter  was  tbe  ignition 
stArter.  It  is  still  used  but  to  no  great  extent, 
in  connection  with  the  priming  systems  and  gas 
systems  of  stfirting  as  explained,  in  chart  1S4. 
A  special  form  of  switch  however,  is  sometimes 
provided  which  causes  a  spark  to  occur  in  all 
cylinders  simultaneously. 

It  is  possible  to  start  any  engine  occassionally 
on  the  switch,  if  the  cylinder  in  which  the  spark 
is  made  at  the  time,  happens  to  have  a  chaise 
of  gas  and  the  ignition  is  a  battery  and  coil  sys- 
tem, either  as  an  auxiliary  or  regular  ssrstem. 
If,    however,   the   magneto   system   and   breaker 
is  used  in  connection  with  a  non-vibrating  coil, 
then  the  chance  of  obtaining  the  spark  is  not  so 
great.     The  breaker  points  will  not  permit  the 
opening  and  closing  of  circuit  when  engine  is 

Therefore  a  special  connection  is  usually  pro- 
dded on  the  coil  in  the  form  of  a  button  switch 
(see  page  280),  This  applies  to  four  or  more  cyl- 
inder engines.  The  principle  is  this:  there  is 
always  a  certain  amount  of  unexploded  gas  re- 
maining in  one  of  the  cylinders  when  engine 
Btops,  especially  if  driver  has  taken  the  precau- 
tion to  open  his  throttle  before  engine  stops. 
"Hierefore,  if  a  spark  occurs  in  the  cylinder  this 
^^exploded  gas  will  combust  and  give  enough 
inoinentum  to  start  the  engine. 

•^«  ttated  aboTe,  if  a  coil  syBtem  is  used,  the  switch 
f***  be  thrown  on  and  a  quick  movement  of  the  spark 
!~^^>  it*  fall  length  will  cause  contact  to  be  made 
iJr  ^"*  timer  or  commutator,  thereby  causing  a  spark 
"*  one  of  the  cylinders. 

»^^«tiiraUy  tlie  cylinders  must  be  in  good  condition. 
na^  piston  rings  must  be  tight  so  the  compression  will 
'hJr  4?^  ^^"^  hy  leakage,  when  stopping  the  engine 
e  #^,P''ottle  ought  to  be  opened  part  way  so  as  to  admit 
•tai-  c^M'nr©  of  gas  to  the  cylinders,  in  order  to  make 
Qia  i!^'  easier.  The  engine  must  of  course  be  speeded 
**'  but  by  holding  the  clutch  out. 

Priming  Starter. 
The  priming  method  of  starting  was  the  next 
^®thod  used.  Instead  of  depending  on  the  pis- 
^^  to  draw  in  a  charge  of  gas,  a  special  pump 
-j^^  devised  as  shown  in  fig.  3,  chart  154.  This 
S?**ip  forced  a  charge  of  carbureted  gas  into 
^*^e  cylinder. 

Oas  Starter. 
|.  ^e  acetylene  gas  idea  of  starting  developed 
^«»i  both  of  these  systems.  The  Presto-lite  Co. 
.  Ofked  out  a  very  satisfactory  system  for  start- 
^&  as  explained  in  fig.  5,  chart  154.  This  sys- 
?***  also  employed  a  special  electric  connection 
"■^  igniting  the  gas. 

Compressed  Air  Starter. 
^^%ie  compressed  air  system  was  first  used  by 
Jr^^ng  the  pressure  from  the  exhaust,  storing  it 
*^^  a  tank,  then  distributing  it  to  the  cylinders, 
^j^  compressed  air  starter  is  divided  in  two 
z'^Bes:  the  type  which  uses  a  pump,  operated 
j^J^haideally  from  the  engine  to  store  fresh  air 
=|V>  the  air  tank,  as  shown  in  fig.  4,  ehart  154. 

fj^*  other  type;   the  exhaust   gases  are  stored 

"^^o  a  tank. 


Oasoline  and  Air  Starter. 
The  Ohristensen  gasoline  and  air  starter,  flg. 
6,  page  322,  is  used  on  aeronautical  engines,  as 
the  Thomas,  Sturtevant,  Roberts,  Duesenberg, 
Hall-Scott,  Curtiss,  Wisconsin  and  others.  Also 
motor  boats,  trucks,  tractors  and  automobiles. 

Principle:  This  starter  does  not  crank  the 
engine  but  starts  it  as  follows:  The  engine  when 
running,  uses  gasoline  and  air,  properly  mixed, 
as  its  &el.  When  not  running  it  cannot  be  start- 
ed ordinarily  only  by  cranking  by  hand  or  some 
other  starter,  llie  Christensen  starter  supplies 
this  mixture  to  the  engine  in  ready-made  form, 
under  compression,  to  each  of  the  cylinders  in 
firing  order  so  that  the  engine  is  starded  on  the 
first  touch  of  the  button. 

The  parts  are  shown  in  fig.  6  and  consists 
of  the  compressor;  a  clutch  for  engaging  and 
disengaging  same;  a  carboretor  chamber  (in- 
dependent from  engine  carburetor)  and  a  dis- 
tributor, timed  with  the  firing  order  of  the  en- 
gine; a  control  valve,  which  is  used  for  starting 
the  engine  and  for  engaging  the  air  eompreisw; 
a  tank  for  holding  the  air  and  a  gauge  telling 
how  much  air  the  tank  contains. 

Into  each  engine  cylinder  a  starter  cheek 
valve  is  screwed,  (usually  in  the  priming  cup 
opening)  and  a  pipe  runs  from  the  check  valves 
to  the  distributor. 

Method  of  attaching:  The  starter  unit  is 
usually  driven  by  Oldham  coupling  from  the 
crank  shaft  or  cam  shaft,  and  is  mounted  in  the 
most  convenient  place.  (The  Ohristensen  Bn- 
gineering  Oo.,  Milwaukee,  Wisconsin.) 


Mechanical  Starter. 

The  mechanical  starter  is  made  in  many  and 
varied  forms,  one  being  shown  in  chart  154. 


Electric   Starter. 

The  electric  starting  motor  has  many  advan- 
tages over  other  systems,  in  that  the  meter  Is 
easily  applied  and  manipulated.  The  source  ef 
electric  supply  id  derived  from  a  storage  battery 
which  is  kept  recharged  by  an  electric  generater 
(dynamo). 


Summary. 
Therefore,  we  have  the  several  classes  of 
self-starters  classified  as  follows:  Ignition  m 
switch  starter;  primer  and  ignition;  acetyleas 
gas;  compressed  air;  gasoline  and  air;  mechan- 
ical and  electric. 


Electric  Starter  Used  Most. 
The  electric  starter  is  the  system  in 
use  and  will  be  treated  in  th^  i^«il\,  V[!k%\.x'<^R,>5kw^. 


322 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-FIVE 


Ftff.  4. — Oompreaved  Air  it«rter:  The  8t«wftrt  itttrter 
for  th«  Ford,  crftaki  the  engine  from  th«  front  end  of  the 
tsrwjaik  shaft  in  exactly  tba  ammo  niAnn«r  it  would  b« 
«r»nksd  by  band.  To  lUrt  tlie  engine,  H  U  only  n«ceABftry 
lo  presi  the  pedal  which  ia  loatBlled  on  th*  foot-board. 

Tile  atarter  motor,  or  eranklsf  unit,  1b  an  alr-tiffbt  cliain- 
b*T,  eircular  in   form  and   replacei  th«  crank  handle* 
Pa«aing  through  this  U  a  a  haft  wtiicb  engages  the  engine 
abaft*  the  name  aa  the  crank  bandlo  formerlf  did.     Within 
the   cylinder   ia   a   stationary   head;    alflo  a   revolviog  valve. 
This  valve  is  attached  to  a  collar  through  which  the  starter 
thaft  paaaes.      tn   operation,   the   charge  of  air   is   admitted 
Into   the   at&rter    motor   at    a   point   between   the   stationary 
head  and  the  revolving  valve,     Thijt  air  pressure  forces  th^^ 
revolving    valve    to    make    almost    one    complete    revolution, 
laaide  of  tbe  collar,  altacliecl  to  the  revolving  valve  is  a  pawl  which 
ODfAges    the    groovet    or    ti<etb    in    the    starter    shaft.     A    * 'driving'" 
olntoh     is     attached     to     the     end     of     this     atart<!r     shaft. 
4  **dilTen'*  dtttcb  is  initalled  oo  the  end  of  the  engine  crank  thaft. 
Whit   driving    cltitcli    engages    with    the    drlTta    clutch    in    the    same 
Banner   as    formerlv,    when    the    car    was    started    by    the    old    crank 
handle.      (Stewart   Bpeedomeler  Oo.,   Ohicago,   III.) 


CYLINDER  CHICK  VALVES 


Fig.  9.— A  primer  start«r:  Oylinder  pti* 
mers  are  all  operated  very  much  alooff  til* 
same  lines,  the  fuel  being  injected  tnts 
either  the  cylinders  themaelves  through  spe- 
cial priming  cocks  or  into  the  intake  mani- 
fold. A  hand  operated  pump  is  usually  OMd 
to  draw  the  gasoline  from  the  suppl7  tank 
to  the  feed  pipe.  The  gasoline  ia  brought 
into  the  primer  cylinder  from  the  carbure- 
tor supply  pip«.  It  ia  then  forced  into  tb« 
intake  manifold  through  a  special  form  of 
spray  nostlH.  An  upward  stroke 
handle  Alls  the  primer  cylinder, 
downward  stroke  forces  it  into  the  va1v« 
chambers  of  the  engine.  With  all  priming 
systems  it  is  ncceBsary  to  have  a  spark  at 
the  correct  time— see  text,  page  283  for 
''starting    on    the    switch.*' 


il    form   Of  < 

Ee     of     th«J 

T,     and    wm 

the    va1v«  I 


Fig,  2, — A  meclLBitlcftl  stsrln-:  t%li 
device  (S)  is  attached  to  the  front 
of  the  car  in  place  of  the  ordinary 
starting  crank.  It  is  about  the  sis^ 
of  an  ordinary  automobile  headligkt 
and  looks  like  one  reversed,  Thers  j 
are  two  powerfal  tpriart  in  the  At^ 
vice  which  are  released  by  a  veiT 
slight  pressure  on  a  pedal  (H)  wkld 

'orated     near    the     drivers     I 
rAmericao  Ever  Keaoy  Works,  Lo^' 
Inland  City,   N,  T.) 


QASOUtit    STAETER 

ihorr       UNIT 


^OIL 

OVERFLOUS 


Fig.     & — The    CTlirlstensen    gMollno- 
alr   method    of   atartiug    (page   321). 


lig»  0. — Oaa  starter:  Tho  FrestoUte  gas  starter 
•jstem  permits  th^  starting  of  the  fln^iae  by  the 
iajectiOQ  Into  each  cylinder  of  a  meaaured  amount  i 
of  preslo-ttte  gas,  which  is  exploded  by  presiing: 
Iha  botton  on  the  ignition  switch.  <See  ignition 
■tarting.  page  282.)  The  driver  charges  the  cyl- 
inder with  gas  by  making  one  or  two  movements  of 
ihe  handle,  which  ii  located  on  the  dashboard. 
Tikero  it  placed  at  the  tank  an  automatic  reducing 
▼aire,  which  reducea  the  pressure  beyond  the  tank 
to  two  ounces.  Whether  the  tank  pressure  be  150 
or  350  pounds,  tbo  pressure  in  the  lines  can  only 
be  two  ounces.  On  account  of  low  preisurt  it  is 
necessary  that  the  gas  be  forced  into  the  cylinders, 
■iS  the  cylinder  compression  is  many  times  atronger 
than  two  ouneei.  Thia  is  accomplished  by  a  pomp 
whieh  is  plaeed  on  the  dash  in  easy  reach  of  the 
driver.  In  cold  weather  the  driver  can  press  a 
by-pass  valve  button  and  canse  the  gas  to  Pitas 
from  the  tank  directly  to  the  intake  manifold. 
(Presto-lite  Co.,   Indianapolis.    lodj 

Oompreasod  gu  tank  was  a  type  of  starter 
formerly  used  on  the  Winton.  Part  of  the  eahaust 
gases  from  the  engine  was  stored  op  in  a  tank, 
daring  the  exhaust  stroke.  This  gas  was  then 
naed    for   pressure,    to    force    the    piston    (which    wai 


ready    to   commence    its    power   stroke) 


OHA&T  KO.  154 — Engloe  Starting  DeTic^s;  Modiuilcal,  Air,  and  Oas. 


THE  ELECTRIC  STARTING  MOTOR. 


SWITCH 


3  w-  sFH/es  w//v£?/yv<j 

FC-  F/BLP  CORB.  A-  A^RMATUfKE.  C-  COMMU- 
TATOR, a-&Rusn,  er^  POLB  f^ftcBs, 

^y^r  SERIES   V^INDINO   OA/ F/ElD  CORE, 


PM.'  PeRMA  N£NT  MA6hfeTS 


Starting  Motor — Simplified. 

Tig.  1. — ^A  simple  form  of  a  series  wound  electric  motor.  The  field  eores  are  magnet- 
ized onlj  when  the  current  from  the  battery  flows  through  the  "series"  wire  winding, 
kenee  the  term,  "electro"  magnetized  field.  The  lines  of  force  come  out  at  "N"  pole 
and  pass  in  at  "S"  pole. 

Thflre  ai»  two  poles  or  pole  pieces  (PP)  to  this  motor,  hence  it  is  called  a 
"bi-polar"  motor.  If  it  had  four  or  more  poles,  as  per  chart  160A,  it  would  be  called 
a  "multi-polar"  type. 

Tlw  winding  on  the  field  core  is  "series"  wound,  meaning,  one  part  is  connected  with 

anntlier  in  series;  for  instance,  start  at  the  battery  and  follow  the  current  path  and  note 
the  succession  of  parts  connected. 

*A  "permanent"  magnetized  field  is  shown  in  fig.  2.  The  magneto  or  fields  (PM) 
are  permanently  magnetized. 

Tlw  annatnre,  however,  on  both  madilnes  is  of  the  "drum"  wound  type — ^the  arma- 
ture ehown  on  page  258,  is  a  "shuttle"  wound  armature. 

Armature— "Drum"   Type. 

Fig.  3. — On  a  drum  armature,  the  coils  are 
wound  longitudinally  over  the  surface  of  the 
armature  core  drum. 

O — are  the  coils  of  wire,  e^  is  the  core, 
usually  made  of  laminated  iron.  1,  2,  8,  and 
4  are  the  commutator  bars,  or  segments  on 
which  the  brushes  rest  and  carry  the  current 
to  the  armature  coOs.  Each  segment  is  in- 
sulated one  from  the  ether  by  mica.  There 
are  as  many  segments  as  there  are  coils  of 
wire. 

On  a  "shuttle"  tjrpe  of  armatora  as  shown 
in  fig.  7,  page  332,  the  winding  is  quite  dif- 
ferent— note   the   illustration. 

The  parts  of  an  armaturo  are;  core,  coils 
or  winding,  shaft,  copper  commutator  bars, 
mica  insulators  and  the  binding  wires,  (see 
fig-  *i  page  380.) 

The  core  is  usually  made  of  sheets  of  iron 
placed  side  by  side  and  then  turned  on  a  lathe 
until  round.  Slots  are  then  cut  into  the 
laminated  core  (L),  to  hold  the  armature  coHs. 

Bands  of  fine  brass  wire,  (BB),  are  then 
placed  around  the  armature  to  hold  the  arma- 
ture coils  in  place  when  revolving. 


Pig.  8:  A  dzQin  tjpe  of  armature,  used 
OB  ul  •leetrie  Btartinf  motors  and  genera- 
tors for  ehari:ing  batteries. 

Tho  field  howeTor,  can  be  "doctro**  or 
"poraiAneiit"  magnet  trpo. 

B — Imuhoo;  eommntator  tegmenta  are  1. 
1,  S,  4.  There  are  two  conductors  from 
•eeb  eeiL  Note  one  end  or  conductor,  of 
two  different  eoila  is  connected  to  one  com- 
■ntator  ■igiiient. 


BAET  KO.  15»— Parts  of  an  Electric  Starting  Motor. 

harts  166.  160.  167  omitted   (error  in  nnmbering). 
^PtZBunent  magnets  are  not  aied  for  starting  motors  %%  considerable  current  is  required,  therefore  the  magnets 

would  have  to  be  Tory  large.     Permanent  magnets   are  sometimes  used  on  generators.    The  current  prodoced 

is  a  gCBorator  for  automobile  work  is  seldom  oyer  22  amperes. 


324 


DYKE'S  INSTRUCTION  NUMBEE  TWENTY-SIX. 


CCAR  AND  CEAR  AND  SLlDlNC  PIJllON 

CHAIN  aiDlNC  BtflON  DIRECT 


meUiCMis  of  AppijUig  ^h% 
•lectilc  stftTtiag  moU>T  m 
angina. 

When  sUrtUijr  cng&t  tj 
chMin  or  gears,  there  mail 
be   Mome    form    of   T«]f«B#( 
io  that  thij  motor  wiU  got 
continue    to    run    after   «&'- 
gice  i«  at&riod.     Tbis  re- 
laftio  ii  umsllT^  ia  the  foi^B. 
of  m  roller  «liiteli  ot  geasr* 
thifL 

Tlie  maUiod   of  ■**'*^"gr 
tbioogh    the   fly   wtieal  Ls 
tho    moat    populaj^   sj^tensu. 
Aiao  aee  pages  326  &nd  3S  1 
for  Iha  Beodix  atarter. 


j<  ^§,H€^*f^^ 


Fig.  8 — Showing  application  of  itartlng  motor  to 
eraak  shaft  by  chain  and  sprocket.  Note  clatch  u 
in  sprockot.  Both  chain  and  sprocket  mn  with 
•agine,  but  clutch  in  sprocket  cuts  out  motor  after 
engine  ii  started. 

This  system  formerly  used  by  the  Gray  and 
DaVis  on  the  1014  Overland . 


Fig.  7— ShAWing 
to  crank  akaft  by 
The  Weotia^oaae  starting 
this  maanar  oa  tka  DacHa  car.    A 
Beationing  la  that  Iha  geara  ara  all  aai  af  aa 
after  motor  serrea  fta  pvrpaaa.  (aaa  paga  tSS.) 


ia  la  B. 

~  la 


COIABT  NO.  159— AppUcAtlon  of  tlie  Electcle  Suiting  MMor 
Wheal,  Transmiaslon  Shaft  and  through  the  Orank  Shaft. 

popular  method  of  driv«  is  through  the  fly   wheal  aaiag  Ike 


THE  ELECTRIC  STARTING  MOTOR. 


325 


INSTRUCTION  No.  26. 

THE  ELECTRIC  STARTING  MOTOR:  Mechanical  and  Auto- 
matic  Gear  Shift  Method  Explained.  Types  of  Motors. 
Starting  Switches.  Reduction  Gears.  The  Rushmore  Dis- 
placement Type  of  Automatic  Electric  Gear  Shift.  Bendix 
Inertia  Gear  Drive. 


The  electric  starting  motor  is  an  electric 
device  or  motor  for  turning  over  the  crank 
shaft  of  a  gasoline  engine. 

The  electric  motor  is  a  device  for  trans- 
forming electric  power  into  mechanical 
power.  The  electric  motor  receives  its  elec- 
tric current  for  its  motion,  from  an  elec- 


tric storage  battery.  The  storage  battery 
receives  its  charging  current  ftom  an  out- 
side source  or  an  electric  generator,  usually 
run  from  the  gasoline  engine.  Quite  often 
this  generator  (also  called  a  dynamo),  is 
made  a  part  of  the  starting  motor,  as  will 
be  explained  later,     (see  instruction  27.) 


irPrindple:  To  know  the  principle  upon 
which  an  electrie  starting  motor  is  con- 
structed, it  will  be  necessary  to  know  the 
names  of  the  parts* 

The  magnets  or  **fleld"  cores  (FC)  (page 
323)  are  either  "electrically"  magnetized 
or  "permanently"  magnetized. 

When  electric  current  is  passed  through 
the  "coil"  winding,  on  the  "field"  mag- 
nets, the  latter  are  "electro"  magnetized. 
They  are  "permanently"  magnetized  (PM), 
when  the  field  magnets  are  of  the  type 
ahown  in  fig.  2,  chart  168. 

The  "electro"  magnetized  pole  pieces 
may  have  two  or  more  poles,  one  must  be  a 
north  pole  and  the  other  a  south  pole,  simi- 
lar to  a  common  horse  shoe  magnet.  This 
is  necessary  in  order  that  the  magnetic  lines 
of  force  from  the  pole  pieces  attract  the 
magnetized  coils  on  the  armature. 

When  the  current  passes  through  the  wire 
surrounding  the  soft  iron  field  core,  the  pole 
pieces  acquire  magnetism.  When  the  flow 
of  current  is  stopped,  then  the  pole  pieces 
lose  their  magnetism.  Hence  it  is  termed 
an  "electro"  magnet. 

The  windings  oh  electro  magnets,  can  be 
wound  three  different  ways,  series;  shunt; 
and  compound.  The  winding  shown  in  fig.  1 
is  called  a  "series"  winding,  and  is  usu- 
ally of  heavy  coarse  wire. 

ttThe  "permanently"  magnetized  pole 
pieces,  are  shown  in  fig.  2.  Wire  is  not 
wrapped  around  the  field  cores,  but  the  mag- 
nets retain  their  magnetism  permanently. 
One  pole  being  "N"  and  the  other  "8"  at 
all  times. 

The  pole  pieces  (PP),  at  the  lower  end  of 
the  field  cores,  as  shown  in  fig.  1,  are  the 
north  and  south  poles  of  the  magnetized 
field  cores.  The  pole  pieces  are  placed 
very  close  to  the  armature  and  are  the  parts 
between  which  the  armature  revolves. 

The  pole  pieces  in  fig.  1,  are  called  "bi- 
polar" type,  because  there  are  two  poles. 


♦♦♦Parts  of  Electric  Starting  Motor. 

When  there  are  more  than  two  pole  pieces, 
as  in  fig.  1,  chart  160 A,  it  is  called  a 
"multi-polar"  type. 


The  armature  on  an  electric  starting  motor 
Is  the  part  whi^  revolves  between  the  pgle 
pieces.  There  are  several  types  of  arma- 
tures, but  for  starting  motors,  and  genera- 
tors to  recharge  batteries  and  supply  cur- 
rent for  lights,  the  "drum"  type,  fig.  8, 
is  generally  used. 

Th«  •'•huttle**  type  armature,  flf.  7,  chart  16S 
and  fig.  1  chart  120.  is  used  for  magneto  ignition. 
The  shuttle  type  of  armature,  it  used  only  on  mag- 
neto type  of  magneto  generators  and  generates  an 
* 'alternating'*  current,  being  used  principaHy  for 
ignition. 

The  source  of  current  from  tlie  storage 
battery,  to  operate  the  electric  motor  is 
"direct"  current. 

*Tbe  commutator  on  the  armature,  passes 
the  current  to  armature  coils  from  brushes 
on  the  motor.  On  a  generator  it  transmits 
the  current  from  armature.  It  is  the  part 
placed  on  the  end  of  armature  on  which  the 
brushes  rest  and  to  which  the  terminals  of 
the  armature  coils  connect,  as  shown  in  fig. 
8,  chart  168,  see  also  chart  161. 

There  are  as  many  copper  segments  on 
the  commutator  as  there  are  coils  en  the 
armature,  (see  fig.  3,  page  328  and  note 
connections  of  coils  ci  to  commutator  seg- 
ments 1,  2,  8  and  4).  The  segments  are  in- 
sulated, from  each  other,  with  mica  between. 

••Oommutator  trovblei  nsually  arise  from  too 
mudi  oil  on  the  commutator,  causing  a  coating  to 
form  across  the  insulation,  between  the  insulated 
commutator  segments. 

fBrushes  on  starting  motors  are  the  parts 
(B),  chart  161,  and  3,  page  324,  resting  on 
the  commutator  segments  and  which  conduct 
the  current  to  the  commutator.  They  are 
usually  made  of  copper,  bronze  or  brass  wire 
gauze  and  also  metal  graphite  which  con- 
tains copper.  A  great  quantity  of  eurrent 
passes  through  a  starting  motor  brush,  there- 
fore starting  motors  usually  have  four 
brushes,  whereas  a  generator  has  two 
brushes,  unless  it  is  of  the  third-brush  type. 

*Don*t  confuse  the  meaning  of  a  commutator  on  an   electric  motor  or  generator  with   the  commuta- 
tor used  for  ignition,  as  shown  in  chart  106. 
**8ee  also  pages  409,  404.  406.  881.     fSee  foot  note  page  408   for  generator  brushes   and   starting 
motor  troubles,  also  read  foot  note  bottom  of  pages  407  and  406. 
***To  learn  the  fundamental  principles  of  an  electric  motor  and  dynamo  we  recommend  Bwoopes*  Las- 
sous  in  Practical  Electricity,  see  ad  in  back  of  book.     tSee  also,  page  400. 
ttHot  used  for  starting  motors  but  sometimes  used  for  genera'tort  in  connection  with  an  auxillinry 
electro-magnet,  per  fig.  8,  page  888. 


326 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-SIX. 


a: 


Medianlcal  Method  of  Starting  Motor  Gear  Shift. 

Position  1 — when  switch  is  at  position  (1),  the  starting  motor  switch  is  off  and  sts 
motor  idle,  (see  fig.  6.) 

Position  2 — starting  pedal  is  depressed  slowly,  this  causes  contact  to  be  made  at  (P) 
(PI),  at  which  time  resistance  (B)  is  in  the  circuit  causing  armature  to  rotate  slowly, 
slow  rotation  allows  pinion  (J)  to  mesh  easily  with  fly  wheeL 

Position  3 — starting  pedal  is  depr 
folly.  This  causes  (P)  to  make  co 
with  (Q)  at  which  point  the  resiff 
(B)  is  cut  out  and  full  voltage  appli 
starting  motor  terminals  in  order  to  < 
the  engine. 

After  engine  is  started,  the  sta 
pedal  is  released  and  the  spring  de-m 
the  pinion  (J)  from  flywheel  gear  (FG] 
switch  cuts-out  and  assumes  position 

Note  the  rednction  gear  drive.  Als 
type  of  switch  as  it  appears  from  ou 
view.  This  is  one  of  the  Westing] 
principles.  This  concern  also  supplies 
matic  and  other  principles — see  page 


Kic   6. — Mechanical  method  of  applyinf  startinf 
motor  to  drive  tj  wheel. 


The  Automatic  Method  of  Starting  Motor  Gear  Shift— The  Bendix  Princ^e, 
Also  called  the  Inertia  Oear  Drive. 
Fig.  8.— The  Bendiz  "automatic"  shifting  pinion  as  used  on  a  large  percentage  o 
different  makes  of  electric  starting  motors,  also  called  the  <*inertia"  gear  shift,  is  pietur 
fig.  8.    This  illustration  is  not  exactly  as  it  appears  today,  but  explains  the  principle  d 
(see  page  331). 

This  type  as  used  on  the  King  (page  831),  the  reduction  is  lO^i  to  1.  or  12  tooth 
ion  on  a  126  tooth  gear  on  the  fly  wheeL  The  teeth  are  each  10  pitch  and  the  starting  e 
wiU  crank  engine  at  speed  ef  160  to  200  r.  p.  m. 

No  arrangement  of  levers  to  slide  the  pinion  into  mesh  nor  any  over-running  clutch  1 
quired.  It  is  only  necessary  to  operate  the  switch  of  the  motor,  or  press  a  switch  bu 
and  this  can  be  done  at  the  wrong  time,  i.  e.,  when  the  engine  is  already  running,  wit 
damage. 

The  parts  are  few  and  simple.  The  armature  shaft  has  a  screwed  extension  pro> 
with  an  outer  bearing  (B),  and  carries  the  pinion  (P). 

A  weight  (W)  is  solidly  attached  t< 
pinion  and  the  latter  is  loose  enoug 
the  shaft  to  always  occupy  the  pee 
shown,  with  the  weight  underneath  ' 
the  shaft  is  idle.  The  leading  screw  I 
triple  thread. 

On  starting  the  motor,  inertia  of 
weight  (W)  causes  it  and  the  pinion  \ 
carried  quickly  along  the  shaft  into 
with  the  teeth  on  the  flywheel  where  i 
midns  performing  the  operation  of  ei 
ing  untU  the  engine  commences  to 
when  the  direction  of  the  drive  is  reve 
coming  from  the  flywheel  to  the  pi 
throwing  out  the  pinion. 


Fig.   6. — Automatic   method   o(   applying  starting 
motor  to  drive  fly   wheel. 


Action  is  easy  to  understand.  But  a  query  will  naturally  arise  as  to  what  would  ha 
if  the  starting  switch  is  not  released  and  the  motor  continues  spinning.  It  would  seem 
the  pinion  would  again  return  and  either  get  into  mesh  or  continue  chattering  at  the  c 
of  the  teeth.  Neither  happens.  The  pinion  simply  continues  to  rotate  out  of  mesh  untl 
switch  is  released.  This  is  due  to  a  secondary  function  of  the  weight  (W).  Immediatelj 
pinion  is  thrown  out  from  the  flywheel  the  speed  of  the  motor  is  such  as  to  cause  a  bin 
of  the  pinion  on  its  shaft  due  to  the  one-sided  position  of  the  weight.  The  action  involve 
that  of  the  center  of  gravity  of  the  weight  attempting  to  get  into  the  central  plane  of  roti 
of  the  pinion  and  the  slight  necessary  looseness  of  the  pinion  on  the  shaft  allows  a  tempc 
binding  as  a  result. 

The  fliiring  (8)  is  simply  to  ease  the  shock  of  starting  by  permitting  a  slight  play  bet^ 
the  motor  shaft  and  the  screwed  extension.  The  teeth  of  both  flywheel  and  pinion  are 
eled  on  the  entering  side  for  easy  engagement.  As  shown  the  motor  is  gearad  by  «  si 
reduction  to  the  engine,  but  the  device  is  equally  applicable  to  a  double  rednetioB. 


OBABT  NO.  ilia— Application  of  the  Electric  Starting  Motor  to  Fly 
ebMuIcMl"  and  "Aotomatic"  Method  Explained. 

iVof*»: — Thp   Bendix    in    alio   known    at    tha   EeUp««*Beiid\x. 


:ti 


THE  ELECTRIC  STARTING  MOTOR. 


327 


Type  of  Electric  Motors. 


Although  there  are  many  different  makes 
of  eleetrie  starting  motors,  we  have  dealt 
only  with  the  type  in  general  use,  which  is 
the  ''series"  wound  field  cores,  with  the 
''drum"  tjrpe  armature  as  explained  in  the 
charts. 

We  have  given  the  names  of  the  parts, 
also  explained,  that  when  the  current  from 
battery  flows  through  the  field  coils,  thence 
through  the  armature  coils  by  the  way  of 


the  brushes  resting  upon  the  commutator 
segments,  which  are  connected  with  the  ar- 
mature coils,  the  armature,  is  then  caused 
to  revolve  by  magnetism,  the  pole  pieces 
drawing  the  armature  coils  around.  We  will 
not  attempt  to  explain  why  tf&is  armature  is 
made  to  revolve,  because  this  would  neces- 
sitate a  lengthy  explanation  and  deep  study 
of  electrical  engineering,  not  required  by  the 
average  student. 


Application  of  the  Electric  Startlxig  Motor  to  the  Engine. 


The  starting  motor  can  driye  the  gasoline 
engine  through  the  fly  wheel,  or  by  connec- 
tion with  the  crank  shaft,  or  drive  through 
the  transmission  shaft. 

The  driye  through  the  fly  wheel  is  the 
most  popular.  There  are  two  general  meth- 
ods used;  (1)  by  gears  as  per  A  B  C  D, 
chart  160,  which  necessitates  throwing  the 
gear  (J)  in  mesh  with  the  fly  wheel  gear 
(FG)  by  hand  or  foot. 

The  other  method  Is  "automatic;"  by 
pressing  a  button  or  foot  switch  the  cir- 
cuit is  closed  between  the  storage  battery 
and  starting  motor.  The  "inertia"  gear 
pinion  (P)   then  automatically  meshes  with 


fiy  wheel  gear  as  explained  in  chart  160 
and  161A.  This  system  is  the  most  popular. 

Another  "automatic"  method  is  where 
the  gear  is  shifted  "electrically,"  as  in 
chart  161.  This  type  is  also  called  a  "dis- 
placement" type  of  armature. 

The  driye  through  the  crank  or  transmis- 
sion shafts;  can  be  by  means  of  gears  or 
chains  as  illustrated  in  chart  159. 

After  starting  engine:  In  each  instance 
some  means  must  be  employed  to  disengage 
the  motor  and  engine  after  it  is  started, 
this  is  done  by  means  of  the  shifting  gear 
or  clutch.  See  illustrations  in  charts  169 
and  160. 


Starting  Switches. 


The  switch  with  resistance  was  formerly 
used  with  starting  motor.  This  resistance 
prevents  the  full  flow  of  current  going  to  the 
motor,  until  armature  is  in  motion.  The  re- 
sistance is  in  the  form  of  German  silver 
wire  or  other  Uke  substance  which  offers  re- 
sistance to  the  flow  of  current.     A  further 

*The  Storage 
The  electric  current  is  supplied  to  the 
starting  motor  ftom  a  storage  battery.    The 
voltage  is  usually  6  volts,  but  some  systems 
use  12  to  18  volts,  others  24  volts. 

The  voltage  of  storage  battery  can  be  as- 
certained, by  counting  the  number  of  cells. 
For  instance,  if  there  are  three  cells  then  the 
battery  is  a  six  volt  battery.  If  there  are 
six  cells  it  is  a  12  volt  battery.  Each  cell 
gives  two  volts — no  matter  how  large  or  how 
small,  (see  instructions  32  and  3 2 A.) 

*The  amperage  or  quantity  of  current 
consumed  by  a  starting  motor  yarles.  The 
average  length  of  time  the  starting  switch 
is  down  is  about  10  seconds.  Therefore, 
this  great  quantity  of  current  being  drawn 
from  the  battery  it  must  have  large  heavy 
plates  as  well  as  large  connections  from  one 


depression  of  switch,  see  fig.  6,  chart  160, 
shows  how  the  resistance  (B)  is  cut  out 
when  switch  contact  (P)  is  in  full  contact 
with  Q. 

Switches  for  the  "antomatic  gear  shift" 
do  not  require  resistance.    See  chart  16  OB. 

Battery. 

cell  to  the  other. 

Large  wire  for  conducting  the  current  to 
the  motor  is  also  necessary,  (see  pages  425 
and   427.) 

The  average  cranking  current  is  200  am- 
peres or  more  when  first  starting — ^for  say 
^  of  a  second,  then  150  amperes  as  the  en- 
gine flywheel  turns.  The  voltage  of  a 
charged  battery  when  being  used  for  start- 
ing, drops  to  approximately  6.4  volts.  See 
page  410. 

(Thii  test  wai  made  on  a  leading  battery  at  a 
temperature  of  electrolyte  of  86*  F.)  This  of 
course  varies  according  to  compreision,  siae  of 
engine,  etc. 

The  overload  on  the  battery,  it  will  be  noted, 
la  considerable,  in  fact,  it  is  a  temporary  dead 
short-circuit  for  an  instant,  but  being  only  momen 
tary — a  good  battery  will  stand  it.  (see  pages  427, 
400   and   408.) 


tCharglng  the 
A  starting  and  lighting  storage  battery, 
could  be  charged  by  removing  it  from  the 
ear  and  taking  it  to  a  charging  station,  but 
owing  to  the  great  amount  of  current  used, 
the  size  of  the  battery  required,  in  order 
to  last  for  a  satisfactory  period  of  time, 
would  necessitate  entirely  too  large  a  bat- 


Storage  Battery, 
tery.  Therefore  a  dynamo,  also  termed  a 
"generator,"  is  operated  from  the  engine. 
When  the  engine  is  running  the  car  at  a 
speed  of  ten  miles  or  more  per  hour,  this 
generator,  generates  electric  current  and 
stores  it  into  the  storage  battery.  The  gen- 
erator is  treated  in  the  next  instruction. 


*8ee  "index"  for  explanation  of  "volts  and  amperes,"  also  index  for  "storage  batteries." 
Only  "direct"  earrent  is  used  for  starting  motors.     See   "index"   for   "direet"   onrrent. 

fThe  poitttve  terminal  of  a  storage  battery  la  uraany  grounded,  if  system  is  a  single  wire^ 
The  aegatiTO  eould  be  grounded,  as  it  would  make  no  difference.  | 


DYKE'S  DiSTBCCnOX  NUMBER  TWENTY^IX- 


rV|.    T.  •IM  #••%••  ••*'^  ^»'•^••  •«»••» 

I      »^  %!•«  piif«  •!«  ttr  BUttT  g^awmfw. 


Ibc  with  toctk  of  fly  whed 

t»  tnT«l  is  MMb  snUl  (M )  eomei 

(H).     It  tk«B  pvakM  (H). 

Md  driTuiff  cwr  (D)  la 

chitck  qirinc  (L). 

art  is  this  pocHfoa  tlier*  it 

the  fae«  of  tho  dririBf 

Hber  (S)  to  eanao  th« 

to  tko  drireobaft  tlM  power  ro- 

croBkiac.    TIds  it  coatimioo  to  do  until 

tiM  pteioa  (X)  Is  rotated 

la  h7  the  elaetrio  Boter. 

r  ta  the  rlfht  aad  oat  of 

Oa  eanlBff  ««t  of 

h7  the  aprlac  (O). 


Av  rjy  WHftl  and  Owoik  Shin  lW:f%.   T^Bl|« 
^^u  of  EicK»trlo  Motor  Mafj^r*. 


THE  ELECTRIC  STARTING  MOTOR. 


829 


Shifting  t!c^f    Jtartifkj  Motor 


f^i.-^Si^'ff^.Tf^rcf^f 


Pjc.  3— With  Hakd  or  Foot 
Operated  Starting  Switch 


Fig.  4— With  Elkctro-Magnetically-Operated 
Starting  Switch  Covtrolled  by  Push-Button 
DuCram  of  Electrical  and  Mechanical  CoNxtcTio?re  of  Motor 
For  Automatic  Electro-Magnetic  Pinion  Shift. 


Jt$rtifyf  tfei*f 


\ftfti0f  /fffar 


Fig.  10— With  Hand  or  Foot- 
Operated  Starting  Switch 


Fig.  11— With  Electro- Magnetically-Operated 
Starting  Switch  Controlled  by  Pi;sh-Button 


/Stftztisiff   Motor 
Swltchot. 


op«rftt«4      by 
•foot."     If 


Dugram  of  Electrical  and  Mechanical  Convections  of  Double-Reduction  Motor 
AND  Switch  for  Automatic  Screw  Pinion  Shift 

(Single-Reduction  Motor  Has  Screw  Shift  Directly  on  Motor-Shaft  Extension) 


Oan  be 
"hand"  or  by 
band  operated  it  may  be 
in  the  form  of  a  **iinsle 
pole*'  iwiteh  or  a  "pnah 
buttca."  If  by  foot  U  la 
oaually  by  a  foot  pedaL 

Starting  motor  drive  lyi- 
terns  are  divided  into  three 
■yitems  of  drives ;  fly  wheel, 
transmission  and  crank 
shaft  drive. 

Switch  for  crank  ahafl 
drlTo:  a  "geared  starting 
motor'*  connected  to  the 
crank  shaft  is  nsnaUy  em- 
ployed (see  flg.  2,  chart 
159).  The  starting  motor 
drives  through  an  over- 
running dnten  on  the  en- 
gine shaft.  Pressure  upon 
the  starting  pedal  of  switch, 
closes  circuit  through  the 
starting  motor  and  battoy. 
Releasing  the  starting  pedal 
cuts  off  the  current  from 
the  battery  to  motor.  The 
switch  that  U  used  with 
this  application  has  only 
a  short  travel  as  there  are 
no  gears  to  shift  by  the 
operation  of  the  switch 
pedal. 

Switches  for  fly  wheel 
drlTe  may  be  divided  into 
three  clasiflcations  as  men- 
tioned below. 


Kon-antomatlc 
cal  chlft^  employs  a  switch 
iever  that  shifts  the  pin- 
ion (gear),  also  closes 
starting  switch,  flrst  spin- 
ning the  motor  then  shut- 
ting off  the  power  till  gears  mesh  with  motor  gear,  turning  from  its  momentum,  finally  throwing  on  full 
power  and  cranking  the  engine,  see  fig.  6,  chart  100. 

Antomatle  mechanical  shift.  Worm  shaft  mechanism  to  throw  pinion  into  mesh  automatically  with- 
out shock  when  motor  starts;  throws  pinion  out  when  engine  picks  up,  see  flg.  10  and  11,  also  chart  100. 
Note  that  a  hand  or  foot  operated  switch  or  an  electro-magnetic  switch  with  push  button  can  be  used 
(see  below). 

Bosch  fly  wheel  starting  motors  (known  also  as  the  Rushmore  system)  operate  on  the  electro-mag> 
netic  principle,  but  without  extra  gear  shifting  solenoid.     "See  chart  101." 

Blectromagnetie  shift.  A  solenoid  on  one  end  of  the  motor  throws  a  spirally  cut  pinion  into  mesh 
with  gear  on  flywheel  when  the  starting  switch  is  closed  and  releases  it  when  the  engine  pick*  up. 
Either  foot  switch  or  electrically  operated  switch  with  push  button  control  can  be  used,  see  flg.  S  and 
4.  Note  the  type  switches  which  can  be  used  with  this  system.  (  Note  in  flg.  4 — ^word  over  anaature — 
reads:    "starting  magnet,"   should  be   "shifting  magnet.") 

The    "electromagnetic"    gear   shift,   is   the  Rushmore  principle,  chart  101.  also  see  figs.  8  A  4  abo^e. 


Types  of  Starting  Switches. 


rif.    •—?«•«  B  « 1 1  •  B 

•vMcA      for     lUfoMlaWlr 
Op«m«4    flurtoif    Bvitck. 


lVt«M«ie  P«»to«  Ski**. 


a  foot  operated  startlac  swttck 
shlft*^    drive    as    "Be 


lendiz.* 
(d)    when    (B)    is 


Fig.   0.     Sho^ 
for  automatic  pinion 
Oontact   is    closed   at    (a)    and 
depressed. 

Flg.  8  shows  the  "push-button"  swltek.  Flg. 
7  the  electro-magnetlcaUy-operated  switch  for  the 
"electrically-operated  automatic  pinion  shift"  as 
shown  in  diagram  of  fig.  11  and  chart  101.  and  also 
the  automatic  mechanically  operated  pinion  or  gear 
•hifU  see  chart  100,  flg.  8. 

The  principle  of  the  electro  magnetic  type  switch: 
The  operation  of  this  switch  is  controlled  by  a 
push-batton,  (see  flg.  8)  which  cloies  an  auxiliary 
circa  it  from  the  battery.  This  circuit  energises  the 
electro-magnetically  operated  switch  as  per  flg.  T 
and  as  shown  in  diagram  of  flg.  4  and  11. 

See  chart  100  for  switch  of  resistance  type  used 
with  the  "non-automatic"  gear  shift. 


SABT  NO.  160B— 8tacltnf  Motor  SwltehoB. 


330 


DYKE'S  INSTRUCTION  NUMBER  TWENTYSIX. 


TMb  deicrlptLou  wlU  n<tvtt  the  purpose  of  ex' 
l^lElnllig  ftU  ttftftlttff  motort  if  Ibe  rejider  will  beur 
tn  mind  thtt  the  onijr  diff'^renco  between  this  stnrt- 
inff  motor  *nd  otbera,  U  In  tho  movement  of  amiA- 
ture  afAixiit  the  toGBion  of  iprin^  (see  belovr)  which 
CAUsea  rear    (P)    to  mesti  with  flywheel  gear    (FG> 

Otber  Btartiiif  tnotors  aro  wound  exactly  aji  tbit 
one  in  wouBd,  but  the  ahunt  wire  or  cablo  O  or  WI 
ie  omitted,  which  ia  necesiary  in  thit  inataoee  as 
will  be  explained. 

Otlier  atarting  motor  armatiirea  do  not  shift, 
Lnatead  a  Bendix  driTe,  or  other  meana  for  connect- 
ing gear  P  to  FG  ia  prorided. 

Principle  of  tltls  startlnf  motor  1b  as  follows: 
Switch    Arm    (R)    ia    preaaed    down    slowly    hj    foot 

Sedal  (DK  utitil  conmectlan  iit  niiide  from  A  to  B. 
ote  cnrrent  from  battery  muat  then  paaa  through 
retlttance  (E>.  The  amount  of  current  i»  thus 
limited.  A  small  portion  of  the  currant  will  then 
flow  throagh  armature  <A),  while  the  j^reater  por^ 
tion  flows  throufrh  the  motor  field  coila  around  pole 
pie«e«  (PP).  forming  a  strong  oleetro-si^piet  of 
the  fletd  pole  pieces    <PP). 

Besalt  ia  the  armatnre  is  dr«wn  eudwiae  againat 
tmalon  of  spring  Into  tbo  magnetic  e«nt«T  of  tlie 
motor  or.  In  other  words,  into  its  working  poiition 
between  the  pole  pieces.  The  paaslng  of  the  Bmall 
amount  of  curreot  throogh  the  arm&lure  cauaea  the 
annatnre  to  rotate  atowly,  and  as  the  rotary  motion 
occora  simultaneouRly  with  the  shifting  of  the 
armattire  endwise,  the  meahing  of  the  motor  pinion 
(P)  with  the  gear  ring  on  the  engine  flywheel  (FO) 
ie  accompUshed  quickly  and  posHively. 


^TAHT/A/if    fJ^tJC^ 


Immodiately  aiter  connection  Is  made  at  A  and  B, 
the  awltcli  pedal  D  Is  presaecl  down  onttl  B  la  In 
contact  wltb  0,  thereforu  the  resistance  f£)  and 
the  connections  A  and  B  and  shunt  cable  O  or  WI, 
are  cut  out  of  the  circuit  and  a  straight  MTlea 
motor  connection  (which  ia  connections  for  all  other 
starting  motors)  is  established,  allowing  the  eniini 
current  to  pass  through  the  motor  field  and  arma' 
tnre  windings  in  iorlos,  from  (4-1  battery  to  C, 
then  through  arm  R  to  bruih  B;  to  lower  brash  B; 
through  fSefd  windings;  out  W  back  to  ( — )  battery, 
thus  causing  crank-ahAft  of  engine  to  turn  Ofer 
until  engioo  a  tart  a  firing. 

Ai  toon  aa  the  engine  starts,  the  startl&g  motor 
ill  relieTed  of  its  load,  and  the  current  paaaliif 
through  it  dropa  rapidly  in  Tolume,  this  being  a 
characterlatie  of  all  aeries  starting  motors  In  coO' 
sequence,  the  strength  of  the  field  magnets  tK  lessen 
fid  to  a  point  where  the  spinl  spring  in  the  end 
of  the  armature  shaft  overcomes  the  magnetic  at- 
traction holding  the  armature,  and  returns  it  to  th* 
original  or  non  operating^  position :  it  is  this  actlm 
that  automaticaHy  and  positively  throws  the  anoa* 
tnre  shaft  pinion  (P>  out  of  moah  with  the  flywhesl 
gear  (PG).  Thereafter,  until  the  starling  switck 
in  released,  any  current  which  continues  to  pati 
through  the  armature  will  merely  cause  the  latter 
to  revolve  freely  hut  withoot  meahing  with  the  ftf- 
wheeU  due  to  the  fact  that  the  amount  of  eurreBl 
utilised  when  the  motor  is  running  free  and  ahnst 
wire  0  ia  out  of  the  circuit,  ia  not  auflleient  to  over* 
come  the  tension  of  the  spiral  spring.  The  awitdi 
should  be  released  quickly. 


Fig,   i;   C,  commutator;    B,   brushes;   U.   laminate]   iron  core, 
B.  B.,   brats   Imods  around  armature  to  bold   coils   in   ftlnce.  '" 


A,  W,  T. — armature  winding  termmal* 
F,  0,  and  PP..  field  core,  or  pole  pieces  F 
W^  fleid  winding,  A.  8..  armature  nhaft.  S.  segm  nt  of  commutator,  whero  armature  coils  conne«t 
If  if.,  mien  institatioQ  between  the  copper  commutator  Aitginents.  P,  drive  gear  or  shaft  pillion,  PO  flj^< 
wheel  driven  gear. 


CHABT  NO.  161 — Tbe  Euahmore  FdiLciple  of  Starting     Engine     tlirongh     Fl7wh«el     with 

placement*'  Type  of  Armature.     Tfun  svstpm  is  now  known  as  tUe  Bosch  Syatcni.     It  i*  iilso  iral 
an  "AntomaUc  Electro-Magnetic  Gear  Shift**  system. 


m 


Bendlx  Starting  Motor 
Tlie  winding  on  the  starting  motor  as  well 
u  on  others,  is  a  series  winding  and  would 
be  similiar  to  starting  iDotor  shown  on  page 
330,  except  there  is  no  shunt  wire  (O)  from 
switch  to  starting  motor.  The  path  of  the 
circuit  wonld  be  a  straight  series  connection 
from  battery  to  switch;  switch  to  armature 
brush;  armature  brushes  to  6el^  winding; 
field  winding  back  to  battery.  See  lower 
illustration^  page  360,  and  note  one  wire  from 
switch   to   battery   can  be   grounded. 


THE  ELECTRIC  STARTING  MOTOR- 


-5TAPTING  SWITCH 


DBA 


Oil  CUP 


*i 


STfaartMOHOTOft    .^^ 


Flf.  1.  —  Bandfz 
drive  nn  tiaed  on 
ttArtinflr  motor  of 
tbe  KirxK  car. 


This  armature  does  not  shift,  instead,  the 
Rear  A  shifts,  which  meshes  with  flywheel 
Rear  D.  The  action  being  as  follows:  When 
atartinjET  button  of  switch  is  pressed  down 
"tlic  connections  are  made  as  explained  above, 
'^hieh  causes  armature  to  rotate  nipiclly.  This 
'^^auses  gear  (A)  to  travel  towards  motor  on 
t^ho  coarse  threaded  sleeve  (B)  and  mesh 
T^ith  gear  (D)  on  flywheel.  B  is  connected 
to  armature  shaft  through  spring  (C)  which 
^^llows  a  certain  amount  of  flexibility  and 
;^revents  too  sudden  application  of  the  gears. 

As  soon  as  gear  (A>  is  fully  engaged  with 
^ywheel  gear  (1>>,  it  comes  up  ag^ainst  a  stop 
^nd  is  locked  firmly  to  sleeve  (B),  thus  rotat- 
ing with  the  starting  motor  armature  shaft 
^.nd  allowing  starting  motor  to  crank  engine. 

When  the  engine  starts  under  its  own 
^XKTwer  and  the  starting  button  is  released, 
^be  srtnall  inertia  gear  (A)  is  thrown  out  of 
anesh  with  the  flywheel  gear  (D),  and  the 
starting  motor  comes  to  rest 

Note:  The  Bendix  tfp«  of  drive  ihown  in  Hg,  S, 
p«c:e  326;  the  aprltt?  !■  poaitiooed  nt  inner  And  of 
aleeve  ind  e^«r  A  travels  in  opposite  direction. 
Tbe  principle  however  la  exRctly  the  aamo.  lo 
XhU  eonstruction  caunter-wftieht  on  pear  (A)  ii  in 
the  form  of  a  SADce. 


tCare  of  Starting  Motor. 

Luhricatloii:  The  besrinp  mi  the  comiuutetor 
(rear)  end  la  fitted  with  a  wick  oil  cup  under- 
neath the  benrlng.  The  wick  dtpa  into  the  lubri* 
eftflt  iijid  the  upper  end  rests  azaiQit  the  amrBtoTe 
aliaft,  lo  the  oil  ii  conat«ntlr  fed  to  the  bemring. 
The  wick  shonld  be  cleaned  with  e&"oliiie  and 
the  oil  mp  filled  with  Gon-^fiutd  oil  or  vateline 
onee  every  3000  milee.  Oil  hole  ia  on  top  of  bear 
iflf  hrmeket. 

Commotfttor:  The  commntAtor  and  bmahes  can 
be  expoaed  by  anacrewin^  the  acrew  in   (E)   and  re- 


Inertia   Oear   Drive. 

moving  the  band  cover.  Do  not  touch  the  commti- 
tAtor  ao  long  aa  the  motor  atarta  properly^  If  it 
becomea  dirty,  clean  with  a  piece  of  canvaa  moia* 
tened  with  gaaoline;  if  rough,  poliah  with  No.  00 
aand  paper  while  revolvinjr.  See  pagea  407,  404  for 
•'Care  of  Starting  Motor'* 


Bendiz  Starting  Motor   Troubles. 

In  eutt  th«  atATttng  motor  falla  to  start  tlie  a&- 
glno  xrhea  the  atarter  button  is  preaaed.  the  follow- 
ing  will  be  found  helpful  in  tracing  the  trouble; 
(1) — Ignition  awitch  in  **off*'  poaition.  (2)  — 
Throttle  cloaed;  (3) — Carburetor  not  choked;  (4> 
— Looae  ignition  wire  connectiona ;  C5) — Interrup- 
ter breaker  points  out  of  adjustiiient:{6) — Ko  gaa- 
oltne  in  m^in  tank;  (7) — No  gasoline  in  gravity 
tank.  Remove  carburetor  float  chamber  cover  and 
if  no  gaaoUne,  ae«  that  sbut-oflf  eock  underneath 
gravity  tank  ia  open.  If  there  ia  gaaoline  in  the 
main  tank  and  sone  in  the  gravity  tank,  see  gaa- 
otino    feed    inBtruetions   for   remedy,    page   165. 

Starting  motor  runa,  bnt  does  not  crank  engine, 
Thit  trouble  ia  only  apt  to  occur  in  extremely  cold 
weath«^r  when  the  oil  cOTigenla,  cauaing  the  starter 
inertia  gear  to  stick,  and  not  move  into  meah  with 
the  flywheel  gear.  A  alight  tapping  on  the  atarting 
motor  honaing  will  usuaHy  overcome  the  difficulty, 
but  if  thia  faila,  start  the'  engine  with  the  hand 
crank  and  when  motor  ia  warmed  up,  tt  will 
operate  properly. 

Starting  motor  does  not  rtm.  Thia  might  be 
cauaed  by  any  of  the  following:  (1> — Loose  eon- 
oectiona  at  either  starti-ig  awitch,  atarting  motor 
or  battery;  (S) — Battery  discharged,  (Teat  aolu- 
tion  with  hydrometer;  (3) — Dirty  jftartlfiig  motor 
commutator:  (4) — Worn  or  looae  bruthea.  (See 
pagea  407  and  422.) 

If  pinion  goes  into  meah  with  a  *'bang"  and 
there  la  considerable  nolae  while  eranklag.  it  la 
evident  that  the  clamping  boUa  (R)  fig.  2,  have 
loosened.  Be  particular  to  line  up  the  motor  prop- 
erly before  drawing  them  up.  By  tumiag-  the 
threaded  aleeve  (B)  with  the  fingers,  (he  pinion 
<A)  can  be  moved  Into  meah,  and  unlesa  it  meahea 
easily,  it  ia  not  in  line. 

Starting  awitch — good  contact  and  a  quick  re- 
lease, is  important.  Examine  apring  oecaaiooally 
A3  it  must  be  in  good  nrdler  to  prevent  damage  to 
gear  teeth.  Keep  clamping  bolta  (that  hold  down 
motor)  dravra  up  snug  at  all  times,  otherwise 
motor  will  shift  out  of  line. 

Occasionally  a  Bendlx  drlTO  gear  will  atlck  In 
mesh,  and  will  not  release  after  tlie  engine  has 
started.  This  is  often  cauaed  by  Improper  align- 
ment of  a  starting  motor.  Or  If  the  gear  meahet 
huTKhly,  or  spins  considerably  witbont  meshing, 
proceed  as  follows:  (1) — Remove  holt  E,  spring 
0,  and  threaded  aleeve  (B) ;  (2) — Wind  a  etxip  of 
emery  cloth  around  a  stick  and  clean  Inalde  of 
ileoTe  B;  (3> — Olean  armature  abaft;  (4)^ — Apply 
amall  amount  of  tight  graphite  grease  to  inside  of 
sleeve  (B>  and  replace  parts,;  (5)— Don't  greaae 
any  other  part  of  this  drive  mechanism  as  the 
action  of  the  starter  depends  upon  the  Inertia  weight 
on  gear  A,  and  this  action  is  hindered  If  grease, 
or  dirt  is  on  threads  of  B;  €6)— See  that  start in« 
motor  is  in  perfect  alignment.  If  not,  place  Ar 
shima    under   it. 


OuSr  AND  Dtfrr 

foe«  IIP* 


■J 


Fig.  S — Bendiz  drive  troubles  may  develop  from 
rust  and  dirt  collecting  on  tho  inner  drive  shaft  and 
aleeve.  This  ahould  be  cleaned  ont  by  mf*ana  of 
emery    paper,    being    careful    no    trace    of   emery    is 

left. 


*      1 


CHART  NO.  161  A— Example  of  a  modem  Starting   System;    tlie  Electric   Starting  Motor  with 
BemdiJt  Inertia  &ear  Drive.     Tho  Bendix  drive  is  used  on  difTereut  makes  of  starting  motors 
is  the  moat  popular  system  in  use*     (See  also,  fig.  8,  page  326). 

8««   page    860.    for   King   wiring   diagram.      See   also   pmn*  A6^   for  clutch  adjustment  of  the  King  Oar.    t1t«t«t% 
f<»  the  starting  motor  used  on  the  King  Car. 


in 
9f 
is 


A 


J3'     _- 


iJi':  ::>rR;:'.Tiox  xoiber  twenty-seven. 


Jsmx.  arr^  (dyiuBio)  gen- 
i    ^m^f'jXM*    placed    in    the 


.    . ^ (PP). 

I.  tra  vuidiBCB-     When   arms- 

lows  dJuno^Ii  th«  field  wind- 

i    '.a    bMome    nuffneticed. 

?pi    art  **«toctro-macnt> 

^^     z*    ivtd    Toiea   become   magnetiied 

r-j.    arr*       3«aa    from    out    pole    to    the 

M   x!^£379  rvvolTM  beureen  the  polee. 

.  -4rra  kn  at  aad  correot  cenerated.  ai 

a    •■^^   iST.      The   queation   would   then 

leid  TQlm  obtain  their  intial  lines* 

v-;ii '     See  answer  on  pa^e  737. 

i  Tut, IBM  tti  teub  holders  and 
»si-  u—  -n-jiiated  on  end  of  cenerator  as 
,  ^"l^  T^ere  are  osnally  ^o  brushes  on 
■•-r  tax  '-nr  broshsa  on  a  startinfr  motor. 
^^  eo^auied  on  page  325.  There  are 
_^-^  s,ar  i-;d  poI««  on  a  sUrting  motor, 
-•.%•'  -aj*  considerable  power  is  required 
,  ViJiac  power  of  the  **electro-marnetiied 
Htac  W  very  strong. 


.     A  .Unfit  vonnd  dynamo.    PC.  field  poles 
«•  **PP  ^  ^««»J  ^  ^^"^   armature:    C. 


FIf.  «•    -    « 

two  windings  on 


LIGHTS 


Fig.  1.  A  **8hnnt  wonnd"  generator.  .Note 
connections  from  field  windings  is  shunted  a<^ro<s 
the  circuit  at  the  broshea.  As  the  speed  of  arma- 
ture increases,  greater  the  flow  of  current  throujrh 
the  shunt  field  windings,  and  greater  the  lines-of 
force  produced  in  PP.  and  consequently  greater 
the  output  of  generator.  For  this  reason  an  ex- 
ternal '^'re^lator,"  to  cut  down  the  btrer.rth  of 
the  magnetism  of  the  field  poles  (PP)  is  required 
Usually  a  "voltage  tjrpe  regulator."  as  explaiiei) 
on  pages  342  and  925  are  employed,  where  sren 
erator  is  a  plain  shunt  wound  generator. 

Fig.  2.  ninstrates  a  "conpoiind  wound'*  gener- 
ator. Note  In  addition  to  the  **shnnt  winding.'* 
a  "series  winding/'  is  also  wound  on  the  field 
poles.  The  external  "regulator"  is  seldom  used 
with  this  system  but  is  inherent  or  within  the 
winding  as  exnlained  on  page  345.  under  "buck- 
ing-series regulation."  wherein  the  "series  wind- 
ing" opposes  the  "shunt  winding"  at  high  speeds, 
thus    reducinir    the    magnetism    in    field    poles    and 

Ereventing    an    excess    of    voltaire    and    carrer.t     at 
igh  speeds. 

Fig.  3.  On  above  generators  the  fi*:d?  are 
"electro-magnetized,"  that  is.  they  are  magnetised 
by  the  flow  of  current  throngh  th«  field  winding. 
In  fig.  3  <Bsterline  gener- 
ator), there  are  "perman- 
ent magnets"  in  addition  to 
the  "eloctro-macnetlsad"  field 
-claused  as  a  '*  compound 
generator." 


The  pennasect  magnets 
serve  the  same  purpose  as 
the  shunt  field.  At  low  speeds 
the  field  windings  assist  the 
permanent  magnets  .inil  at 
high  speed  they  oppose  them, 
so  the  output  is  'maintained  fairly  constant.  An 
auxiliary  winding  (Z)  is  nted  to  increase  the  out- 
put when  lamps  are  turned  o=  Armature  is 
'^'drum"  type 


Fig.  7.  A  "shnttle"  type  af  armature  ascd  on 
magnetos  which  ganeratas  "aStamattng"  cnxrent. 
Note  instead  of  a  commntatcr.  ther*  :«  a  *■  i-'^i:e.*tor 
ring".  Not  P»nTu»  V  f».r  i^xr^:-c  *  *".r.!Co  -  .l••o^y 
(see  also,   page  256). 

Fig.  8.  A  "dram"  type  sf  armatara  ased  »;> 
* 'direct"  current  gmiaraten  which  Is  svitable  for 
charging  batteirli.  All  ren«»:«r*  produce  altv- 
nating  current,  but  the  ••<>ommu»ior* '  wirh  r%»o 
or  more  bmshes  direct  the  A»w  in  one  direction, 
thtis  establishing  a  positive  t  — ^  »=d  negative  ( — ) 
terminal  at  the  bmshea.  whesvAS  the  current  takes 
from  a  "collector  ring**  oa  a  si^tt:*  type  arma- 
ture alternates  fro»  p^-tlve  to  reratve  »r.d  vi*a 
versa. 


$««    psr*    'M    f<ir    purpose    and 


THE  ELECTRIC  GENERATOR. 


333 


INSTRUCTION  No.  27. 

THE  ELECTRIC  GENERATOR:  Principle,  Construction,  Oper- 
ation and  Drive.  The  Magnetic  Cut-Out.  Series,  Shunt  and 
Compound  Windings.  Regulating  Methods;  Bucking  Series, 
Mechanical  Governors,  Third  Brush,  Voltage  or  Potential 
and  Thermal.    Ignition  from  Direct  Current  Generator. 


Relation  of  a  Oenorator  to  an  Electrie  Motor. 


A  "compound  wound"  generator,  when 
used  as  a  motor  will  turn  in  an  opposite 
direction — ^providing  that  if  the  "series" 
part  is  more  powerful  than. the  "shunt" 
and  in  the  same  direetion  if  the  "shunt" 
is  more  powerful  than  the  "series" — ^this 
is  called  a  differential  winding  and  will 
be  explained  later  in  the  Entz  and  other 
systems  where  the  same  machine  is  used  for 
a  motor  or  generator. 

Tbe  compoond  wound  motor  is  about 
equal  to  the  shunt  motor  in  starting  power, 
and  runs  at  an  almost  constant  speed  under 
all  loads.  Brush  leads  for  motor  remain 
as  in  dynamo.  To  reverse  direction  of  ro- 
tation of  motor,  current  must  be  reversed 
through  armature. 

The  generator,  however  is  usually  separ- 
ate and  distinct  from  the  starting  motor. 
The  Delco  however,  (in  some  of  their  sys- 
tems) employ  one  armature  with  two  com- 
mutators; one  operating  when  used  as  a 
generator  and  the  other  when  used  as  a 
motor.  The  Entz  system  is  another  exam- 
ple of  one.  armature  with  two  windings, 
used  for  both  a  generator  and  starting 
motor,  see  page  362. 

the  Generator. 

called  an  alternating  current  generator,  or 
a  "magneto." 

**If  sucli  a  machine  is  fitted  with  a  num- 
ber of  metallic  segments  Insulated  tnm 
each  otber,  called  a  "oommntator,"  to 
which  equidistant  conductors  of  the  arma- 
ture are  joined  and  two  brushes  are  placed 
on  opposite  segments  (for  a  two-pole  ma- 
chine) of  this  arrangement  so  that  the  ar- 
mature of  the  machine  can  be  rotated  while 
the  brushes  remain  fixed  and  make  contaet 
with  the  segments  as  they  rotate,  and  so 
arrange  the  brushes  that  just  as  the  cur- 
rent is  reversed  in  a  eonductor  the  segment 
attached  to  that  conductor  is  under  the 
brush,  the  current  produced  will  be  con- 
tinuous in  direction.  A  machine  so  ar 
ranged  is  termed  a  contlnnoos  or  "direct" 
current  dynamo. 

A  dynamo  is  perfectly  reversible.  If 
electrical  energy  is  supplied,  it  is  trana- 
formed  into  meehanieal  energy  and  whan 
thus  used  is  spoken  of  as  a  motor. 

*A  dynamo  and  generator  are  referred  to  as  the  lame.  **Thoie  desirinc  to  so  deeper  into  the  prin- 
ciple of  the  djnamoand  motor — ^we  recommend  "Leasons  in  Practical  Electricity" — see  ad  back  of 
thla  book. 
•*AU  djnamos  wonld  be  alternating  if  current  was  taken  direct  from  armature  by  a  collector  ring  er 
iprinf  at  on  a  magneto.  The  commutator  (lee  flff.  8,  page  82S)  commntatee  or  directe  the  flew 
in  one  direction. 


**The  electric  generator  is  similar  in  many 
respects  to  an  electric  motor.  The  principal 
difference  being  in  the  winding.  The  motor 
ia  usually  "series"  wound  and  the  copper 
wire  is  heavy  or  coarse,  in  fact  it  is  in  the 
form  of  copper  strips  on  some  motors.  With 
a  few  minor  changes  the  electric  generator 
can  be  run  as  a  motor,  using  the  same 
winding. 

The  series  motor  possesses  great  starting 
power,  but  under  a  light  load  may  attain  a 
dangerously  high  speed.  A  series  dynamo, 
to  be  used  as  a  motor,  and  run  in  the  same 
direction  as  it  does  as  a  dynamo,  must  have 
the  leads  from  the  brushes  interchanged. 

A  "series"  wound  generator  will  rotate 
in  an  opposite  direction  to  that  as  when  run 
as  a  motor. 

A  "sbont"  wound  generator  when  used 
as  a  motor,  will  turn  in  same  direetion  as 
when  used  as  a  generator. 

The  sbunt  wound  motor  has  not  such  great 
starting  power  as  a  series  wound  machine, 
but  runs  much  more  uniformly  in  speed  un- 
der a  varying  load.  Brush  leads  remain  as 
in  dynamo  for  the  same  direction  of  rotation.  • 

♦♦Principle  of 
^Dynamo  machines.  This  machine  is 
based  on  a  discovery  of  Faraday,  who  found 
that  when  a  conductor  is  moved  across  a 
magnetic  field,  a  momentary  current  of  elec- 
tricity is  generated  in  it  by  what  is  called 
induction. 

The  dynamo  consist  of  two  main  parts— 
(1),  a  means  of  producing  a  strong  mag- 
netic field  known  as  the  "field  magnets"; 
(2),  a  series  of  conductors  in  which  the 
currents  are  generated  by  induction,  eaUed 
the  "armature." 

One  of  these  parts  must  be  capable  of 
rotation  relative  to  the  other.  If  one  con- 
ductor on  such  an  armature  be  connected 
to  a  galvanometer  it  will  be  noticed  that 
during  half  a  revolution,  either  of  the  ar- 
mature or  field  magnet,  the  current  is  in 
one  direction  through  the  conductor  and 
that  for  the  other  half  of  the  revolution  the 
current  is  in  the  opposite  direction. 

Such  a  current  is  called  an  "alternating" 
current,   and   the  machine   producing  it   is 


334 


DYKE'S  INSTRUCTION  NUMBER    rWENTV  SEVEN. 


Pxupose  of   ft   direct   current  generator   a^d 
Btora^d   Ijattery,    smd    how    the    generator   is 
driven  is  explained  <in  page  337, 
Purpose  of  an  automatic  cut-out  ia  explained 
on  page  337. 

no    3  Cut  Out         Up 

a«»irEtor    j^-*-y--J?_5^v!-  d 
D 

Untttofi       Lifiit; 


Principle  of   Reverse   Current   Cut-Out. 


How  the  Cut-Out  Operates. 
When  engine  is  Idle,  battery  aupplies  current 
for  ignition^  lights^  bom  and  at  all  times  sup- 
pliea  current  for  the  atarting  motor,  if 
charged.  The  battery  ie  diaeouuected  from 
the  generator  (fig.  1)  through  points  D  of 
cut-out  being  open,  wheu  engiiie  is  idle  or 
running  Blow. 

Wlien  engine  Is  started  and  running  less  than 
10  m.  p.  h.  car  speed,  the  generator  eurreiit  is 
building  up  magnetic  ftrcngtli  around  iron 
core  B  through  the  fine  wire  shunt  winding 
A.     As  speed  increases,  voltage  of  generator 


iiiert^asea  up  to  a  certain  point  (explained 
under  ** regulation*^  below). 
When  engine  speed  reaches  about  10  m.  p,  b. 
(high  gear),  generator  speed  is  sufficient  to 
generate  enough  voltage  (about  6.8  volte) ,  to 
overcome  voltage  of  battery  (6  volt  battery 
in  this  example),  also  for  shunt  coil  A  to  mag- 
netize core  B  and  draw  blade  0  to  it.  This 
closes  circuit  between  generator  and  battery 
and  battery  begins  to  be  cluurged  and  genera- 
tor supplies  the  current  for  ligLta  and  igni- 
tion. Battery  simply  *'iloata  oa  the  line.** 
Generator  current  is  now  flowing  through 
both  coils  A  and  L  in  same  direction. 
When  generator  slows  down,  so  that  voltage 
of  generator  la  less  than  that  of  the  battery, 
battery  will  discharge  through  series  coil  1* 
and  in  doing  this  it  is  flowing  around  this 
vt'iiKling  L  in  opposite  direction  to  what  it  did* 
This  reversed  current  flew  opposes  the  now 
weak  flow  of  current  from  generator  around 
coil  A,  with  result  core  B  is  demagnetUed 
and  releases  blade  C,  which  is  drawn  from  B 
by  spring  BP.  This  opens  points  D  and  bat- 
tery is  now  disconnected  from  generator. 
Above  action  la  repeated  over  and  over  as 
engine  speeds  up  and  slows  down.  See  also, 
pages  337,  342,  344,  339,  338,  864B. 
It  Is  also  necessary  to  regulate  the  output  of 
a  generator — ave  below. 


How  the  Output  of  a   Qenerator  Is  Regulated. 


The  purpose  of  regulating  the  output  or  cur- 
rent generated  by  a  generator  is  explained 
on  page  3  37. 

TltlO 
COIL 


The  different  methods  of  regulation  are  ex* 

plained  on  pages  33  7,  343,  345. 


n£Lt> 

coil 


Fig.  S.  A  aliant  wound  gonarstor — thowine  how 
current  ii  tmkan  from  bmiihi^s  to  eoergise  field  miiir- 
Data.  A  pluio  thunt  wouBd  generfttor  ufually  re- 
quires m  mftfuetic  %yp«  of  current  rcg^ulator  m» 
ia   (AK 

.A 


XfZON  KESISTAKCX  fOiOBS  Bt/CKING    OOfi-S 


CriHTWPUGAL 
CLUTCH 


KESr^ANCL 


reC^I^TANCE      Jl^    TlZLn  CIRCUIT 


CONSTANT    SPrED    Ktl'/E 


A— "Magnetic'*  method  of  recuUlinK  Ibc  outptit  of 
a  ibunt  wound  geii«rfttor  bj  cutting  retitiAAct 
into  the  field  circalt  tbroogh  mA^ael  (8) — •#♦ 
page  342,   fig.  9. 

B — The  '^thermftl'*  method — tee  page  889«  ftg.  1. 
O — A    ^'mechnnk'tl    (covpraor**    method.      A    clutch 

releA«es  over  eertftin   Hpeeda,   thus  keeping  the 

ipeed  coajitftnt — e,ee  pA^e  S51« 
The    "third-brush'*    reguUted   8«oerator,    p«ge   V2i 
und  389,   and    "reversed  compouad  field  vtaotngi** 
on    generator    (pngo    3^5),    require   so    esl«rt*ii1    de- 
vice as  a  reguUtor,   to  krcp  the  ^utpot  eouUaiit. 


CHABT  NO,  1C13 — Purpose  of  the  Direct  Current  aenerator,  Storage  Battery,  Out-Out  and  Beipilft. 
tiim  of  Output  of  Generator.      tWi't^^r  A^e  > 

*Tb0r0  mrm  two  gtn^rtk\   adopted    oif'thods   of   regulstion ;     the    "eon«lsnt    voItaK<»"    and    the    **conslant    cnrreBt'* 
regulmtlaa — S0«<   pa,g9>  &2S.     £»ch   farolvet  different  methods — tee  ftlao  psgc*  343.  845.  8640  and  410. 


THE  ELECTRIC  GENERATOR. 


335 


*Parts  of  the  Direct  Current  Generator  (Dynamo.) 


The  parts  of  the  generator  are:     (1)  The 
armature;  in  whieh  the  current  is  generated. 

(5)  The  field  cores  or  magnets;  ''perma- 
nent "  or  "  electro. "  ( 3  )  The  pole  pieces ; 
bi-polar  or  multi-polar.     (4)     Commutator. 

(6)  Brushes;  metallic  or  carbon.  (6)  Beg- 
olation  of  current  output. 


Fig.  1.  Parts  of  a  direct  eur- 
rent  generator  with  one  field  wind- 
ing   above    armature. 


ftmm  ifi»**»f**  ^f^" 


Fig.  2     Parts  of  a  direct  current  generator  with 
two  field  windings,  one  on  each  side  of  armature. 


The  Generator  Windings. 

The  windings  on  the  field-cores  of  a  gen- 
erator; instead  of  a  plain  "series"  wind- 
i2ig  as  on  a  starting  motor,  there  is  a 
"dinnt"  or  "compound"  winding,  see  figs. 
1  and  2,  chart  162.  Note  the  terminals  of 
the  field  winding  are  connected  to  the 
brushes,  instead  of  one  end  of  field  wind- 
ing going  to  the  battery  as  in  fig.  1, 
ehart  168. 


The  word  "shont"  means  an  additional 
path  established  for  the  passage  of  an  elec- 
tric current  or  discharge.  Another  winding, 
is  the  "compound  ^dnding,"  see  fig.  2, 
chart  162. 

Continuous  or  "direct"  current  dynamos 
are  divided  into  three  classes,  differing  in 
the  manner  in  which  the  field  magnets  are 
wound. 

1.  Series  machine.  Coils  on  field  mag- 
nets consist  of  a  few  turns  of  large  wire, 
through  which  all  the  currents  generated 
flow;  joined  in  series  with  armature  and  ex- 
ternal circuit. 

2.  Shunt  machine.  Coils  on  field  magnets 
consist  of  many  turns  of  smaJl  wire  arranged 
as  a  shunt  te  external  circuit,  and  allow- 
ing only  a  small  fraction  of  the  total  cur- 
rent generated  to  flow  through  them. 

S.  Compound  machine.  Partly  excited  by 
shunt  and  partly  by  series  coils. 

The  field  core  Is  that  part  of  generator 
on  which  the  wire  winding  Is  wound.  When 
wound  with  insulated  wire  and  a  current 
of  electricity  passes  through  them,  they 
are  called  "electro  magnets,"  meaning  that 
they  are  magnetized  when  running;  at  which 
time  current  flows  through  the  wire  wind- 
ing and  magnetizes  the  core  thereby  pro- 
ducing the  magnetic  field  in  which  the  ar- 
mature revolves. 

A  generator  which  generates  a  "direct" 
flow  of  current  can  have  either  a  "perma- 
nent" magnetized  field  magnet,  as  in  fig. 
3,  page  332,  or  "electro"  magnetized 
fields,  where  the  flelds  are  magnetized  only 
when  armature  is  revolving — but  in  every 
instance  the  armature  must  be  "drum" 
wound  type  and  not  the  "shuttle"  type. 
The  "electro  field  magnets"  are  more  pop- 
ular. 

Sometimes  "permanent"  magnets  are 
used  for  the  field  magnets,  for  instance  fig. 
3,  chart  162,  on  a  "direct"  current  gener- 
ator, and  the  appearance  being  similar  to 
a  magneto,  the  impression  is  formed  that  it 
must  produce  an  alternating  current.  By 
referring  to  page  266,  the  subject  of  "al- 
ternating" current  magneto  type  of  genera- 
tor is  explained. 


Armature. 


The  type  of  generator  used  for  charging 
storage  batteries  and  also  for  Ignition  when 
ased  in  connection  with  a  storage  battery 
and  lighting  system  generates  a  "direct" 
flow  of  current. 

A  generator  which  generates  a  "direct" 
flow  of  current  must  have  a  "drum"  type, 
of  armature.  If  armature  was  of  the 
"shuttle"  type,  as  per  fig.  4,  page  266, 
it  would  make  but  two  waves  of  current  at 


each  revolution;  the  waves  being  strongest 
just  as  the  end  of  armature  breaks  from 
the  pole  piece,  and  not  being  provided  with 
a  commutator,  to  change  the  direction  of 
the  induced  current,  this  armature  would 
generate  alternating  current;  because  alter- 
nating current  does  not  flow  in  one  direc- 
tion continuously  is  the  reason  why  it  is 
not  suitable  for  charging  a  storage  battery. 
To  charge  a  storage  battery  the  current 
must  flow  in  one  direction  continuously. 

*8ee  also    page  788.     Oeneratori  uinally  have  2  'brnshei  because  tne  current  output  is  seldom  ever 
22  aaiMrea.     The  itartlng  i    * 
Bsotor  II  orer  100  amperes. 


SM 


'.^YKK'S  IXJiTKlVTION  NUMBER  TWEXTY-SEVEX. 


■^ 


WM        «< 

«ai    >!•«    4«jil    4«ix^       rfe« 

^^mtrnm    m^mK^i    ■flik.-%vr««    V      *»s*a«**  SOL ' 


:=* 


I- 


r 


»        «k       ^"V 


THE  ELECTRIC  GENERATOR. 


337 


Oharging  Storage  Battery — from  Gener  ator — how  Connected  and  Dieconneeted 
from  Generator  by   the   Automatic   Cut-Out. 


Drive:  The  electric  generator  is  oper- 
ated by  belt,  chain,  shaft,  or  gear  drlye 
fkom  the  engine,  and  supplies  electric  cur- 
rent to  charge  the  storage  battery  and  also 
for  lights,  ignition,  etc. 

Purpose:  When  the  engine  is  not  run- 
ning, or  is  running  at  a  very  low  speed,  the 
lights  and  ignition  are  supplied  entirely  by 
the  battery.  This  provides  a  "constant" 
source  of  supply  of  current  for  ignition. 

Automatic  cut-out:  A  magnetic  'switch, 
caUed  an  automatic  "cut-out"  is  placed 
in  the  circuit  between  the  generator 
and  storage  battery.  This  device  auto- 
matically connects  the  generator  to  the  light- 
ing system  and  battery  when  the  engine  is 
running  at — say,  approximately  7  to  10 
miles  per  hour  car  speed  or  over,  so  that 
generator  can  charge  battery  and  supply 
current  for  lights  and  ignition. 

When  running  at  less  speed,  the  "cut- 
out" disconnects  the  generator  from  the 
battery  and  lighting  circuit,  and  the  bat- 
tery then  suppUes  the  current. 

If  lights  are  burning  when  generator  is 
connected  to  battery,  then  the  generator 
furnishes  part  of  the  current  to  them;  as 
the  speed  increases,  the  proportion  of  cur- 
rent supplied  by  the  generator  increases, 
until  at  high  speed  the  generator  supplies  all 


of  the  current  to  th6  lights,  and  in  addition, 
charges  the  battery.  The  amotint  of  cur- 
rent the  generator  supplies  to  the  battery, 
depends  upon  the  number  of  lamps  burning, 
and  the  speed  of  the  engine. 

Therefore  the  purpose  of  the  automatic 
"cut-out"  is  to  open  the  circuit  (as  at  D, 
page  334),  when  the  generator  is  running 
slow  or  not  running  at  all,  so  that  current 
will  not  flow  back  Cito  generator.  Also,  to 
close  the  circuit  when  generator  is  running 
fast  enough,  so  that  the  generator  will 
charge  battery  and  supply  current  to  the 
lights. 

Floating  a  Storage  Battery  on  the 
liine. 
This  term  refers  to  the  storage  battery 
used  in  connection  witli  a  generator,  where 
the  storage  battery  supplies  current  for 
lights,  when  generator  is  running  slow  or 
not  running  at  all,  as  explained. 

The  generator  charges  battery  and  sup- 
plies current  for  lights,  when  running  at  suf- 
ficient speed.  If  the  speed  of  engine  is 
varied,  part  of  time  the  battery  would  be 
in  use  and  part  of  the  time  the  generator — 
the  battery  would  then  be  ''floating" — 
see  chart  163.  The  "cat-out"  would  be 
changing  from  one  to  the  other — owing  to 
the  variable  speed  of  engine. 


^Regulation  of  Out-put  of  Generator. 


In  a  dynamo,  the  voltage  increases  with 
speed.  The  dynamo  begins  to  charge  the 
battery,  at  about  7  to  10  miles  per  hour^  but 
it  is  also  desirable  to  charge  battery  and 
supply  current  for  lights  at  a  higher  speed. 

As  the  voltage  increases  with  speed,  then 
the  lights  would  be  burned  out  and  generator 
would  be  injured  by  excessive  sparking  at 
commutator,  and  an  excessive  amount  of 
current  would  flow  to  the  battery. 

Therefore  some  form  of  "regulation" 
must  be  used  to  keep  the  voltage  or  poten- 
tial and  amperage  or  quantity  of  current 
constant  at  high  speeds. 

♦♦Methods  of  Regulation. 

Regulators  are  classed  as,  "current" 
(amperage)  regulators  and  ''voltage"  reg- 
ulators, and  operate  in  various  ways. 

(1) .  By  methods  of  winding  the  field 
coils  as  shown  in  figs.  1  and  2,  chart  162; 
compound  and  shunt  connected,  which  con- 
trols the  current  (amperage)  production  at 
high  armature  speeds,  and  holds  the  cur- 
rent to  the  proper  output.  See  also,  page  343. 


(2)  By  electrical  magnetic  devices  as 
shown  in  charts  165  and  168;  which  forces 
the  current  to  travel  through  a  resistance, 
thereby  weakening  the  strength  of  the  mag- 
netic field  and  consequently  the  output  of 
the  dynamo.  These  regulators  can  be  wound 
to  control  the  voltage  or  the  current. 

(3)  By  a  mechanical  governor  which  con- 
trols the  speed  of  the  armature  to  a  fixed 
number  of  revolutions  (see  chart  170  fig.  3). 

(4)  Thermally,  by  an  increase  of  resist- 
ance coming  into  play  in  connection  with 
the  shunt  field  ^vinding  by  means  of  a  ris? 
in  temperature,  due  to  increased  current  flow 
— as  explained  in  Rushmore  generator  svs- 
tem   (chart  166,  figs.  1,  2  and  3). 

All  regulation  methods  will  be  explained, 

under  the  description  of  different  electric 
systems.  For  instance  under  "Delco"  the 
''variable  resistance"  "reverse  series"  and 
"third  brush"  regulation  will  be  treated, 
which  are  also  explained  on  pages  345  and 
925. 


There  are  two  prmeiples  of  compound  windingi  in  general  me:  ** deferential  compound"  per  pagt 
843  and  ''cumulative  compoud"  per  page  641. 

•It  may  ha  well  to  mention  that  voltage  meani  pressure,  and  amperage  means  quantity.  The  gen- 
erator may  be  reading  6  amperes  of  current  to  the  battery  at  a  pressure  of  6%  ▼olts,  but  while  the  6% 
▼oits  would  go  to  each  light,  the  6  amperes  would  not  go  to  one  light,  alone,  as  the  lights  cannot  take  but 
from  1  to  6  amperes  each,  according  to  their  siae.  In  other  words  no  matter  what  quantity  of 
eorrent  goes  to  the  battery,  the  resistancec  of  the  lamp  filament  allows  only  so  much  current  to  pass 
through  It — yet  if  a  higher  voltage  goes  to  the  battery,  then  the  lights  would  be  burned  out.  For  as 
the  ToHage  increases  above  the  voltage  the  lampa  are  intended  to  use,  the  lights  get  brighter  until 
ilaaient  bums  out.     **8ee  also  page  843  and  845. 


tm  ^^ 


icsra —  ■:  vla;^  cb«  Uc  ptd*l  is 
r»\w^f  Kui  7cx:«a  f««r  is  ttoovn 
ivc  if  a«M  A3ii  wwiiA  •pvacd.  or 

•r  Mrriea.  m 
3  xa«  ico*  3a  vei^  ia  start- 
.3C  <s«ia«.     T&«  storsfs  bsl- 
tanr  san^Z5«s  evrrent  for  ifni- 
mad  lic^u  ostil  a  bifhcr 
■    ■  ■    L     K«U   the 

zTTVXt  is  vpca  bctvMSB  stor- 
■C*     tetMry     SBd     fSB€r»tor 

SS     :T3>. 


rvBs«  bnt  bsfors 
t»  BUt  ran  fast  snovfk 
gcscnt*   Ts£aics   iBfksr  than  th«   batuiy.     Tkersfore 
vhea   esciae   is   raaaiag  aboat 
9    or    10    St.    p.    h.    car   sp«e4. 
tbs    fcaerator    fancrates    snlfi- 
ciaat    ▼ohaga    to    caasa    "cat- 
oat"  eora  (Y)  to  become  naf- 
aatiaad  eaoafli  to  draw  cat-ont 
arm  (Yl)  to  it— at  wbicb  time 
tbo   cireaH   is    closed   between 
battarj  aad  gaaerator.     Follow 
circait  from  top  brasb  of  cea- 
arator    tbroocfa    recolAtor    eoil, 
thaaco    (YS)    to    battery.     Be- 
torniac  from  battery  to  lower 
brasb.    The  "main  field" 
merely 


wiadinc  is 
"sbanted"  across  the 
from  brvshet. 
Oenerator  now  snppliet 
cnrrent  for  ignition  and 
liffbts  and  batterr  li 
"floating  on  the  line." 
sea  fig.  1.  page  834. 


Tig.  3:    Regulatixig  Current.* 

When  engine  is  nnniiig  at  a  rnj  hlgb  speed,  generator  vlll  alio 

mn  at  high  speed.     As  high  speed  eanses  generator  to  prodnce  a  bifh 

voltage  which  would  bnrn  out  the  ligbts  and  increase  the  charginf 

current  to  battery  more  tban  desired 

— a  Toltage  regulator  is  used  to  rega- 

late  this — ^note  resistance  (R). 

At  a  high  rate  of  speed  the  regula- 
tor coil  core  (8),  is  wound,  so  that  if 
over  a  certain  amount  of  current 
I'ssses-  through  same,  it  becomes  mag- 
netiaed  sufficiently  to  draw  arm  (81) 
to  it,  against  tension  of  spring  (82). 
This  action  forces  the  "main  field" 
current  to  trarel  through  the  resistance 
(R)  (aa  ita  circuit  baa  been  opened  at 
88)  thereby  weakening  the  field  mag- 
weakened  saf- 


A  \,f^/G>jr 


^Mk|  i^ws  iKrx^ogb  Ihe  path  which  has  least  r«»sistance. 
\ll^.  b<N««ae  at  the  «r»a\tng  at   (88). 


netism.     Whe 

ficiently,    the    arm    ia    drawu 

\  again  to  (88)  by  tension 

iprmg  (82). 

actual  practice  this  srm 
Tibrates  in  running  back 
and    forth    constantly,    owing 
to  TarUtioas  of  speed  of  en- 
gine. 

Referring   to   fig.    2   again. 
note  this  rcaiatanco  ia  aot  ia 
actlOB,  beeaaee  the  field  car- 
Rui   in  fig.  8,  it  must  flow  throagb  the  reaistaace 


OnAmT  mx  tm-^  atmpUtled  Bzample  of  SUrtinc  ICotor  and 

»>i*ik  *»wt»c  Op««Uott  of  **CiiVOat**  and  **Sfl8aUtor/'  also  8wtt^  wttt 

^^JSf!t  ^^  '*^  '^^  '^**  eaplalnlng  hew  aad  why  the  "cat-oat"  U 

*f  fAMwy  aaJ  K»w  ait4  whv   \\  «Hpen»  th<t  circuit  between  battery  and  gtaeratar  wkea  aagii 

•  >v»  i»  iH*r  #\Wam«st  m  \>\%  chart 


■ad  Vailoi 


THE  ELECTRIC  GENERATOR 


Thermal  Principle  of  Regulation. 
Tilt  word  thermal  pertaiDa  to  heat.   There- 
fore we   will   SCO   how   heat   can   control   the 
cutpni  of  a  generator  (dynamo). 

r-evwvBn 


SAAA/W 

ttX'XlNC  COIL 


)um  ncLD  coil. 


Ilg.  l^DUgram  of  Eailuaor«  gei^eTattng  tyftem. 
Tk«  backiag  coil  it  m  '*ieriei*'  wiadiiic  on  the 
flftld.  The  msin  fl«ld  wtodinr  ii  "sbaoted"  *eroa». 
Gat^Ot  !•  the  qboaI  tnajcuetic  type. 

^Before  readlEig  furltier,  atudj  tLg,  2.  The  pmth 
of  enrreot  flow  is  from  right  bru«b  (fellow  arrow 
poioti),  to  battery,  through  b&ttery  to  iron  ballast 
roil,  throQirh  ballaat  coll  to  left  brush  of  feoeretor. 
A  "ihunt*'  or  main  field  wiodinff,"  which  ia 
wound  Aroood  the  Aetd  pole  ii  conaected  or  ahuoted 
icrosa  the  wirea  from  bruahea,  which  ier^^ea  to  excite 
or  mecnetiie  the  field  polea,  to  that  when  armature 
rffolTci,     **tlfiei-of 'force    ere     produced.       Greater 


w 

Wf^  Fig,  2.  —  Diagram 
If  ^howtnc  %h9  maln- 
■  ^erd  winding  and 
II  \>ucking-coLI  or  te* 
I  ^nea-wlnding  aud  lo- 
^  ^^ution  of  *'b&llait- 
^oir  '    in   circuit. 


Fig.  3. — The  *  'Iron 
wire*'  "thennAr*  type 
regulator  of  current, 
called  "h»llMt  -  coil'  * 
which  allows  a  certain 
quantity  of  Gurreot  to 
pass,  but  beyond  that 
quantity  the  irou  wire 
heata  and  offera  reatat- 
nnco  to  fiow  of  current 
in  Held,  therefore  the 
current  mnat  go  through 
the  bucking-coil  or  seriea 
winding  (in  flgi.  1  &  2) 
which  ActioD  does  not 
permit  the  current  to  in- 
crease  but  keeps  it  at  a 
eonatant    atrenjgth* 


t^he    speed,    greater    the    hries-of- force,    consequently 
.toaster  the  entpat.     Therefore  the  parpose  of  the 
'bnekiZIC  COU/*    also   called  a    "series   winding/*    if. 
tto   reduce  the  magnetic   strength  of  the  field  polea 
^t  tiigh  apoedi,  Jy  miMkos  of  counter  excitation,  pro- 
duced   b7    the    bucking    coll,    which    consists    of    a 
"trw   tnrna  of  tna»rnet    wire   wound  on   the  fleld   poles. 
*rhu    "bucking    coil"    does    not    come    Into    action 
mo  long  as  the  current  can  pass  through  the  "batUat 
«oU".      The    amonnt    of    corrent    paaalng    through 
^hiM     ^*backiug    coir'     la    determined    automatically 
by    the   Tarying:  reslatance  of   a  smftU   coll   of  iron 
\rire,    e«Jl6d    the    '*balUfft*colJ/*     <flg.    3)    which    i« 
rn.vlii  in  the  form  of  a  cArtridj^e  fuse  and  carried  in 
''>!»•   OQ   the  ewitch-block   in  the  main   line  between 
tbo  dynAroo    (generator)    and   the  battery. 

At  low  dToamo  apeeda  and  outputs  of  ctirrent 
thla  "ballMt  coll'*  la  cold  nod  acts  as  a  short  cir- 
cuit or  an  eeay  path,  for  the  currc^nt  flow,  which 
direrta  the  current  from  the  field  bucking  coil. 

Aa  the  output  IncreaKOs  the  iron  wire  on  ballast 
eeU  heeetinea  lieated,  although  Its  rettatance  remalna 
praetieeUy  tbe  tame  sa  when  cold  nntU  reaching  a 
etrtaln  ^'crttlcar*  temperature,  Juat  below  the 
dnU  red  heat,  Its  reslstauee  goea  up  with  a  jump  so 
tbat.  practically  tpeaklng^  It  will  not  permit  another 
avpere  to  paas  and  after  that  any  ezceaa  current 
must  paas  through  the  field  bucking  coU. 

At  car  ipeeds  below  15  mllea  an  hour,  the 
dTmamo  acts  aa  a  limple  uncontroUed  ahont  wound 
aiachtna,  while  at  the  higher  Bpeeda,  owing  to  the 
counter  effect  of  the  bucking  coil  the  resultant 
•agitation  ts  barely  1/6  of  the  excitation  due  to  the 
main    ihoot    field    coil    alone.      In    other    worda,    at 


high  speeds,  the  current  paaaes  thromh  the  buck- 
ing coil  Instead  of  the  high  resiatance  of  the  heated 
ballast  coll.  Note  the  bucking  coil  ia  in  sturiea  with 
the  circuit,  connecting  as  It  does,  above  ballast 
coil  to  bruah  terminal.  The  current  then  flowing 
through  the  bucking  eoU  around  the  field  polea. 
bucks  or  oppoaea  the  ahunt  or  main  field  winding, 
which  reducea  the  magnetiam  or  lioes-of-foree  in 
field  poles,  consequently  the  output  ia  reduced.  Tboa 
the  effect  of  controlling  the  bucking  eoil  by  the 
current  output  in  to  proihice  an  approximately  con-* 
slant  current  at  high  apeeds. 

In  order  to  keep  the  current  in  the  "main  ahunt 
field  coir*  as  nearlT  constant  as  possible,  it  t«  con- 
nected at  a  point  beyond  the  ballast  coil  (fig.  2) 
instead  of  directly  across  the  brushes.  Thus  it 
does  not  feel  the  fiuctuatlon  of  voltage  at  the 
hmshei. 

The  yoltage  li  dettrmlaod  by  the  storage  battery 
ttud  is  simply  the  voltage  required  to  force  the 
Rpecifled  current  ai^ainat  the  counter  electromotive 
force  plus  the  small  internal  reaiatance  of  the  bat* 
ierT«  Aseumlng  that  the  battery  is  to  f^ood  (Con- 
dition the  dynamo  voltage  will  be  alightly  in  ea- 
ceaa  of  the  opeu'circuit  Toltage  of  the  battery  L  e.. 
from  about  oH  to  6%  voHb,  dt>i)eiidin(Z  upon  the 
Btate  of  charge. 

The  battery  la  abaolutety  necaasary  to  eostrot 
the  Yoltage  of  dynamo  and  must  never  be  discon- 
neftf^d   thercfroin  whiles  llie  dyiimnio  is  in  use. 

Inherent  Principle  of  Regulation. 
Inherent  method  refers  to  any  method  of 
regnlatixig  the  output  of  a  generator  without 
the  ns^  of  eztemal  agents,  as  resistance  units 
or  a  separati?  meehauical  regulator — sec  page 
343. 

Note  the  shunt  and  series  windings  on  generator 
field  poles.  We  know  that  when  armature  revolves, 
it  cuts  **lineaof  force'*  between  the  field  poles. 
These  **ltne«'Of-force  on  a  generator  with  a  wind- 
ing on  the  field  poles,  are  increased  as  the  arma- 
tiiro  ^peed  incrciaeii.H.  Thijrefore  as  spaod  of  arma^ 
lure  Increases,  voltage  increases.  The  generator 
current  paases  through  the  poiemttal  or  voltage 
winding  (P)  of  out-out.  When  generator  reaches 
the  speed  where  voltage  is  higher  than  battery, 
then  cut-out  points  (A)  close,  therefore  generator 
charges   battery. 


As  speed  continues  to  increase,  the  output  also 
Increases,  therefore  to  prevent  exceBsive  output,  the 
series-field  bucks  the  ahunt-fleld,  as  explained  on 
pa^e  346  ("bucking  series  regulation"),  thus  weak- 
ening the  field  magoetiaro  or  lines  of  force.  There- 
fore we  have  a  method  of  regnlation  which  is 
inherent  or  within  the  windings  of  generator. 


^JRART  KO.  166— Eushmore   (now  known  as  Bosch)   Thermal  Principle  and  Bosch  Inherent  Priii' 
^ple  of  Regulating  the  Current  Output  of  a  Dynamo  (Generator). 

*X«ie  the  cut-out  is  not  shown  in  fig.  2.  but  must  he  provided  and  placed  in  the  circuit  as  shown  in  fig.  1. 

Its    purpose   is   toercly   to   connect   and    disconnect  the    battery  to   generator. 
•*iee    paga    267    for    eitplanatlon    of    ''llncs-of -force**    iirrMiiir'<«ti   bv    t\     ' v*5rTnnntnVinatneV*    it*  t>Ti  »  T[\^vv;vLPiV«i . 
md  page  787  by  aa   "electro-magnet**  as  on  a  dynaiQO. 


THE  ELECTRIC  OBNERAIOR. 


341 


Drlylng  tlie  Generator. 


The  generator  must  run  when  tlie  engine 
ms,  because  it  is  necessary  to  recharge  the 
tbttery  and  supply  current  for  lights;  and 
I  many  instances,  ignition  also.  Ignition 
irrent.  however,  for  starting,  is  provided 
f  the  battery. 

The  generator  la  usually  driven  ftom 
ank  shaft  or  cam  shaft,  by  means  of  chains 
r  gear,  or  driven  from  the  pump  shaft. 
1  some  instances,  it  is  driven  from  the 
rive  shaft  of  the  transmission.  (See  chart 
54,  fig.  3). 

Over  running  generator  clutch;  when  the 
arting  motor  and  generator  are  combined, 
»r  instance  see  fig.  7,  chart  164,  note  the 


starting  motor  drives  through  the  fly  wheel 
and  generator  is  driven  through  the  pump 
shaft.  A  "clutch"  must  be  provided  be- 
tween this  pump  shaft  and  armature  shaft, 
else  the  starting  motor  could  not  be  inde- 
pendent. 

The  overrunning  dntch  enables  the  motor 
to  turn  the  engine  over  when  the  power 
comes  from  the  motor,  but  permits  the  en- 
gine to  run  forward  without  turning  it. 
Therefore  when  power  is  cut  off  the  motor, 
the  engine  can  continue  to  run  on  its  own 
power  but  the  motor  comes  to  rest  .  (The 
roller  type  dntch  is  the  type  in  general  use, 
see  figs.  6  and  6,  page  361,  for  the  prin- 
ciple). 


Ignition  from  the   '* Direct"   Onrrent  Generator. 


The  modern  ignition  system  is  explained 
instruction  19.    Note  the  distributor  and 
timer"  or  distributor  with  "breaker"  or 
interrupter"  are  the  approved  methods. 

Distributor  drive  method.  The  ignition 
stributor  is  quite  often  an  integral  part 
!  the  generator  but  is  driven  independent 
'  the  armature  shaft  if  an  "over-running 
nteh ' '  ie  used  between  generator  drive  and 
merator,  as  explained  above  under  genera- 
r  dutch.  If  however,  the  starting  motor 
id  generator  are  not  combined  and  the 
atch  is  not  used,  then  the  distributor  and 
ner  can  be  driven  from  armature  shaft, 
"oviding  armature  and  ignition  shaft  are 
iven  at  proper  speed. 


rig.  1.  The  modern  method  of 
driving  the  generator  and  igni- 
tion unit,  is  to  mount  the  Igni- 
tion unit  on  the  generator.  The 
latter  U  driven  by  a  silent  chain 
at  IH  times  engine  speed  and 
ignition  shaft  is  geared  to  arma- 
ture shaft  and  turns  at  H  en- 
gine speed. 


It  is  evident  that  if  the  distributor  and 
ner  were  driven  from  armature  shaft  and 
dnteh  was  between  the  drive  shaft  of 
nermtor  and  the  ignition  system,  the  lat- 
r  ^stem  would  be  thrown  out  of  time. 
ik   would   appear   to   be   the   case   as  in 


fig.  1,  chart  167,  where  the  starting  motor, 
generator,  and  ignition  unit  are  combined — 
but  note,  the  ignition  shaft,  is  independent 
of  the  armature  shaft — see  page  377  "dis- 
tributor and  timer  shaft,  how  driven"  and 
"generator  clutch"  page  386. 

A  modem  method  is  shown  in  fig.  1  below 
and  fig.  2,  page  340.  The  starting  meter  in 
this  instance,  is  separate,  therefore  this 
would  be  called  a  "two  unit"  system. 

"Magneto  ignition"  term  is  often  ap- 
plied to  the  coll  and  battery  system,  and  is 
no  doubt  confusing,  as  it  implies  that*  the 
current  from  the  coil  and  battery  system 
was  "alternating,"  whereas  it  is  a  "di- 
rect" flow  of  current  taken  from  the  direct 
current  generator  when  engine  Is  running, 
or  from  the  storage  battery  when  starting 
or  engine  is  running  slow.  This  "direct" 
current  passes  through  the  primary  winding 
of  the  high  tension  coil  and  is  "inter- 
rupted" or  contact  "made  or  opened"  sud- 
denly by  the  timer  or  interrupter  as  ex- 
plained in  figs.  2  and  3,  page  242. 

This  is  why  the  term  "magneto"  igni- 
tion is  sometimes  referred  to  in  connection 
with  a  generator  of  the  "direct"  current 
type;  because  the  timer  is  of  the  "inter- 
rupter" type  which  gives  a  "single"  spark, 
and  not  of  the  "commutator"  type  as  ex- 
plained in  fig.  1,  page  242,  which  gives  a 
"succession"  of  sparks — see  page  248. 

The  high  tension  coll  used  with  the  mod- 
ern direct  current  generator  system,  is  a 
double  wound  coil  without  vibrator  as  ex- 
plained in  fig.  4,  page  245. 

This  coil  is  sometimes  mounted  on  the 
generator,  or,  it  can  be  mounted  on  dash, 
under  hood  or  any  convenient  place. 

A  "constant"  source  of  electric  supply  is 
provided  with  the  coil  and  battery  system. 
In  other  words,  the  battery  is  kept  charged 
by  the  generator,  hence  it  is  always  avsiUa- 
ble  as  a  constant  source  of  electric  supply 
for  ignition  and  lights. 


CTT1 ETC] US .   ^  rrn irxb ss — ^ 


^"^^ 


I£j*<iri0tl  SViIKH 


>:>: 


I     ft*    I    JTOBAat  BATTERY        ■ 


1/ 


StarUJOg  Motor, 

Startiiic  Motor  i tarts  enfloe  throufh  flywheel 
ftud  can  l>e  of  adt  m«k«  of  itftrl^r  a  a  WesUD^hoiue, 
B«isft  or  ik&jT  otDtr  mftlce^  Id  thli  iutmnea  it  U 
«qiilpp«d  with  tli9  Bendix  driTB,  ■«  ULplBiUAd  OQ 
pa^ei  S26,  S8l,     Thii  11  a  verr  popalnr  m^Cbcid. 

Tlift  ctarUnc  motor  lua  na  viocttteal  coiii)«qtl0a 
liitb  fAEicrJktor^  TIm'  curreni  for  aturtinf  motor 
it  •lv«.f»  tMkma  tram  balterj. 

Generator. 

|}«£i«r&tor  tnppUat  cnrrmt  for  duirglag  hKttery 
and  lIao  for  lights  and  l^nitlQa  when  rusutiiaf  &bovo 
7  or  1^  mi1e«  per  hour  car  ipeed.  Wb^iD  Bpecd  [• 
l«s.  batterer  fiUppliea  turreiat  lor  ignition,  Lif^b^i, 
etc.  Note  ffenenitor  m  this  iDntaQce  ii  drt^en  bf 
m  r«Kr  frum  earn  reflr.  It  im  often  drirfla  by  a 
iil«iit   eli*iii. 

Ignition  Id  ttU2  liiitanc<«  tt  *  tlMar-dl«tTi1»itior 
^iTtn  ffom  g«a«rator  armatiLra  sliaftf  tberefor«  it 
mQ-st  b«  drsTtu  at  aame  ape'ed  »a  Dam-shBft.  ihii 
reduction  Wmg  m^4e  on  v«ar  on  armatnr^  ibaft. 

Contf  ol  Of  Q«3ier&to?  and  Battery  CiuTezit. 

Tko  OoDtat»tlar  in  ibli  initance  ineladci  tbe 
antomalk    **eul-oat"    and   tho    **rvpllatiii-*% 

The  Automatic  Cut'Ont, 
Forpojie  of  the  ent-otit  U  to  «otm«et  uid  dU- 
eoonsct  th«  htUtfj  Mid  gtnerator^  The  eat-ott( 
points  DD,  &f;  3.  are  normally  opan  whan  «aflii6 
U  idla  or  wb«ii  ^vl  fltoxtlnx  englnor  tbui  the 
circuit  between  baft  erf  and  Kenerator  in  open  whifb 
prcTflnta  the  battery  eurreiil  from  llowmc  b»ek 
iQtci  f«ii«nitor»  In  tbia  initaDce,  current  for  igni- 
tion and  lifhtt  It   taken  from   batt«Tj. 


DI>-. 


Cnt-ont 


iPTL^Sf 


lerSi^tavitclL 

normally' 
rlotes 

Gi'nt"i-)H«'- 


circuit  between  generator  and  battery.  Gen 
then  begins  to  charge  battery  and  also  su 
current  for  ignition  and  lights.  The  battc 
then  "floating  on  the  line'*  being  charged,  1 
plained  on   pages  334.   344.   864B. 

When  engine  speed  becomes  less  than  7 
miles  per  hour  car  speed,  then  generator  ▼ 
becomes  less  than  that  of  the  battery  voltage, 
fore  the  battery  voltage  being  higher,  flows 
through  the  coarse  wire  winding  of  the  serie 
L.  This  reTsrsal  of  flow  of  current  through  • 
demagnetizes  core  B,  at  which  time,  tensi 
spring  K  separates  points  DD,  thus  openin, 
cuit  at   DD. 

The  above  action  Is  constantly  «^i»*«g<«g  as 
of  engine   increases   and   decreases. 

When  englna  stops,  poinu  DD  are  open, 
preventing  battery  from  discharging  back  intc 
erator.     Bee  also,  pages   844,   334.   864B. 

The  Regulator. 

Purpose  of  rognlator  Is  to  prerent  g«n« 
from  generator  too  high  a  voltage  or  amparag 
the  speed  of  a  generator  increases  the  volUj 
creases,  which  produces  more  lines  of  force,  ' 
quently  a  higher  amperage.  If  too  high  a  t 
was  produced  the  lamps  would  be  bume< 
and  excessive  sparking  would  occur  at  the  br 
excess  current  supply  and  consequent  troul 
commutator. 

To  prorant  thla,  a  regnlalor,  in  this  instaz 
the  voltage  type  is  employed.  Bv  observing  ; 
note  current  from  generator  flows  from 
through  coil  F  and  from  fleld  winding  th 
points  EB,  H  and  coil  7.  If  generator  spc 
such  that  the  amperage  reaches  in  excess  c 
or  flftean  amperes  (varies  aeeording  to  a< 
but  is  usually  ten)  then  co^  O  of  coU  ¥  be- 
■ufleiaBtly  magnetised  to  attract  arm  H  ai 
tension  of  sprinf  J,  which  opaas  the  flald  c 

—      — sn  this  is  *        


opened,  a 

fleld  eircoit,  ttrMgk 


at  EE.     When  this  is  op 

is   introduced   into  the ^ 

the  fleld  current  nmsl  flow,  which  weakens  the 
thus  decreasing  the  amperage.  When  deei 
to  say  0  amperes,  then  the  eoil  V  does  not 
netise  the  core  O  enough  to  overeeasa  the  p 
spring  J.  thus  points  BE  ara  again  cloaadL 
establishing  a  path  for  the  fleld  carrant  to 
around  the  reeistance  M.  eonaeiimentty  the 
strength  is  reetored,  and  current  tends  to  inert 


AfUr  aaflna  tf  star^ad  and  the  speed  of  r«a«r* 
ator  tnercaaed,  th*  voUare  of  genera t-or  builds  op 
through  the  ftae  wire  wiadtnc  of  shunt  coil  A.  Wb«ti 
sp«*4  9t  H&gine  reaebea  about  7  to  0  miles  per 
hMY  sat  vpioC  tht  magnat  eor«  B  b«eom«s  m^g- 
neilscd  aumriraily  to  attraci  arm  Q^  thus  cloiiug 
the    tv*    •park-proof    points    DD,    estabtlshl^f    tbA 


IJtadOT  eparaltBS  ceudHlwii  tta  infer  H 
matlcally  and  rapidly  vlhrataa  at  such  a  rate 
ing  the  increase  and  daereaaa  of  angina  spas 
as  to  keep  the  enmnt  e«utaak  Am  a  raanJ 
generator  will  never  produce  over  a  predetan 
voltage  or  amperage,  no  matter  how  high  the 
of  engine.     See  also,  page  944. 


OHARTMO.  leS—A  Jflddflxn  Starting,  Oeneratliig  and  Isnltioii  System.    DomH  eomfuee  th< 
Oaf  wHb  the  ' ' Begulator  "—8ee  also,  page  3S4.    Sec  page  429  for  Testing  arcnits. 


\ 


I 
I 


TUE  ELECTRIC  GENERATOH. 


Starting  Mo  tor «  Generator  md  I^ 
A  ''tliree  unit"  system,  is  ahown  in  fig. 
3,  ciiart  167.  Here  the  generator  ib  one 
sepojate  unit  tkud  tLe  starting  motor  and 
tgnitioo  each,  separate. 

A  **two  unit*'  system,  is  abowB  in  Hg. 
2,  bere  the  atarting  motor  is  in  one  unit 
sad  the  generator  and  igiutioa  another  or 
the  starting  motor  and  generator  could  be 
combined   and   the   ignition   separate. 

A  "slnglo  unit"  syat^m,  is  where  the 
three  are  combiaed  in  one;  startiog^  gener- 
ating and  ignition. 


Ition — how  combined  or  separated. 

The  different  systems  in  general  use  will 
be  treated  farther  on.  It  will  be  adrleable 
for  the  reader  to  ettidy  each  carefully  and 
then  determine  in  his  own  mind,  after  read* 
ing  the  description  of  each  system,  the  fol 
lowing  poinfs:  (1)  Is  it  a  single^  two  or 
tlLTce  unit  system?  (2)  How  driven?  (3) 
Is  starting  motor  and  generator  combined, 
ir  so  bow?  (4>  What  metliod  is  used  for 
regulating  current  output?  (5)  How  Is  the 
ignition  system  driven?  (6)  Is  the  Igni- 
tion timer  the  type  shown  In  fig.  2  or  fig. 
3,  page  24 2 f 


Example  of  a  Modem  Starting,  Oenerating  and  Ignition  System— see  chart  168* 


The  starting  motor  in  this  particular  in- 
stance (page  342)  is  a  6  volt  '* series^' 
wotind  motor  fitted  with  the  Bendlx  drive 
as  explained  in  fig.  8,  page  326  nnd  331. 
It  drives  through  the  fly  wheel  as  showm. 

The  starting  switch  used  with  the  Ben- 
dix  drive  ia  the  push  button  type  which 
can  be  operated  by  hand  or  foot.  There  is 
no  resistance  in  connection  with  this  switch 
and  when  pressure  is  applied  to  the  button 
full  current  of  the  battery  is  at  once  im- 
pressed on  the  starting  motor,  Tbe  switch 
contact  is  held  only  for  an  instant. 

To  start  engine,  press  the  button  of  starter 
switch.  The  pinion  on  the  end  of  arma- 
ture shaft  then  meshes  with  tbe  gear  on 
6y  wheel,  as  explained  in  chart  160. 

As  engine  crank  revolves,  tbe  generator 
armature  revolves^  which  turns  the  timer 
and  distributor  shaft  (see  Atwater-Kent 
systems,  chart  117.)  The  current  from  the 
storage  battery  supplies  the  ignition  cur- 
rent, which  passes  through  the  high  ten* 
sion  coil.  Tbe  engine  then  starts  and  con* 
tinues  to  run  on  its  own  power. 

After  engine  starts,  the  starting  motor 
has  served  its  purpose  and  ia  now  idle  and 
ia  not  used  until  starting  is  again  necessary, 

Th^  generator  begins  to  generate  current 
the  moment  its  armature  ia  atarted  in  mo- 
tion by  the  gear  from  cam  abaft  (quite 
often  a  silent  chain)  but  does  not  generate 
tuificient  current  to  overcome  the  voltage 
of  the  battery  until  speeded  up,  say  from 
7  to  10  miles  car  speed,  therefore  the  bat- 
tery supplies  current  for  the  ignition  (lights 
also^  if  on),  until  the  generntor  attains  suf- 
ficient speed  to  generate  sufficient  voltage 
to  overcome  the  voltage  of  storage  battery, 


at  which  time  the  generator  supplies  cur 
rent  for  ignition  and  tights  and  begins  te 
charge  battery. 

The  automatic  cutout  (see  chart  1S8;, 
disconnects  the  battery  from  generator  when 
engine  ia  running  slow  or  not  at  all  and  con- 
nects  the  generator  with  battery  when  gen- 
erator is  running  at  sufTieient  speed  to  over* 
come  the  battery  voltage.  This  cut-out  ia 
explained  in  chart  168  also  see  figs,  1,  and 
2,  chart  163  and  note  how  tbe  battery 
** floats  on  the  line."  This  contact  lever  C, 
fig.  8,  chart  168,  vibrates  back  and  forth, 
owing  to  tbe  speed  of  engine. 

The  Ward-Leonard  regnlator,  per  pages 
.342,  344:  Animint  of  current  supplied  to  bat* 
tery  ia  governed  by  the  "regulator"  as 
explained  in  chart  168.  On  this  particu- 
lar type  of  regulator,  note  how  resistance 
(M)  is  inserted  Into  the  field  tdrcnit  of 
generator  thereby  weakening  it.  This  cause? 
the  amperage  to  decrease.  If  it  decreases 
say  below  9  amperes,  the  contact  is  closed 
If  it  increases  above  10  amperes,  tbe  coo- 
tact  is  opened,  throwing  in  the  resistance 
(M)  again,  and  in  this  way  the  aiofierage 
output  is  kept  fairly  constant. 

DUTerence    between    the    "cutout*'    and 

'^regulator"  is  exemplified  in  chart  168. 

The  cutout  principle  explained  in  this 
chart  would  be  called  the  ** automatic,"  or 
** magnetic"  or  "vibrating"  type  principle 
of  the  reverse  current  type  (page  342,  S34). 

The  controller  of  the  Ward-Leonard  sys 
tern  consjftts  of  the  "cut-out"  and  "regu 
lator"  mounted  togetber^ — fig.  8,  page  34  2. 

A  careful  study  of  chart  168  will  make 
the  principle  of  this  system  clear. 


DUTerent  Begulation  Methods. 


We  might  class  the  different  methods  of 
regulating  the  voltage  and  amperage  of  a 
generator  under  three  heads;  (1)  constant 
current  with  inherent  regulation;  (2)  con 
slant  current  with  external  regulation;  (3) 
constant   voltage  or  potential  regulation. 

Inherent  Constant  Current  Eegnlatlon. 

Inherent  or  constant  current  regulation  is 
so  named,  because  its  method  for  regulat- 
ing the  current  or  amperage  output  does  not 
depend  upon  external  agents^  as  a  separate 
mechanical  regulator,  etc.,  out  its  connec- 
tiona  are  embodied  Internally,  into  the  gen- 
erator proper.     With   this   system,  the   cur- 

*Spe  slso  Ford,  par*   864C. 


rent  output  is  constant  but  voltage  slightly 
varies,  see  page  925* 

Tbe  inherent  or  constant  ctirrcnt  regula 
tion  control  may  be  a  "third  brush"  sys- 
tem, "bucking  series,"  that  in,  a  differ- 
ential compound  winding,  or  "cumulative" 
compound  winding,  or  a  "thermal"  prin- 
ciple, all  of  which  would  come  under 
the  head  of  "constant  current"  or  "in- 
herent" methods  of  regulation- 

♦Third  brush  regtilatlon:  This  principle 
is  explained  on  pages  925  and  389,  and  con- 
si.*«ts  of  a  third  brush,  which  regulates  the 
output.     It    is    used    <|uite    tTLle\i%\^ e\'^    ^xi.^ 


344 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-SEVEN. 


The  internal   wiring  of  the   Ward   Leonard  controller  is 
shown  in  Figure  9 


Field 

nmvm 


xy** 


666 


Fig.  10 


Explanation  of  cnt-oat  and  regulator  dzcnlt:  The  tpath 
of  charging  current  ii  from  (A+)  on  generator,  to  A  on  cut* 
ont,  thence  through  battery  to  (D)  on  regulator,  thence  through 
windings  (F  and  L)  to  contact  point  Dl.  across  Dl  to  D.  then 
down  lerer  (O)  to  magnet  frame,  then  from  ground  connection 
on  magnet  frame  to  part  (B)  of  controller  and  from  there  to 
(B — )  of  generator — thus  completing  the  circuit.  The  purpoae  of 
resistance  (M)  is  explained  on  page  342. 


Circuit  Details  of  tlia  BeVena 
Current  "Out-Out." 

Although  the  subject  was  dealt 
with  in  chart  168,  the  winding 
(L)  and  other ' '  cut-out ' '  diagrams 
were  not  fuUy  explained.  By  re- 
ferring to  illustrations  on  upper, 
right  hand  illustration  of  chart 
168,  and  fig.  10,  this  page,  note 
there  are  two  coils  (L  and  A) 
wrapped  on  the  core  (B);  one 
"shunt"  (A),  and  one  "series" 
coil  (L).  This  iron  core  (B)  at- 
tracts and  repels  an  iron  lever 
(C).  Attached  to  this  lever  (C) 
are  contact  points  (D)  at  which 
the  contact  between  the  genera- 
tor and  battery  is  made  and 
broken.  The  shunt  coU  (A)  is 
connected  directly  across  the  two 
brushes  of  generator  and  there- 
fore the  fuU  generator  voltage  is 
impressed  across  the  ends  of  this 
coU  similar  to  fig.  2,  page  334. 

The  series  coll  (L)  of  cut-out 
is  connected  in  "series"  with 
battery  and  generator  through 
controller  or  current  "regulator" 
coil  (F).  The  current  from  gen- 
erator, to  charge  battery,  must 
pass  through  the  "regulator" 
coil  F.*  Therefore,  this  series 
coil  (L)  of  cut-out  carries  the 
charging  current  when  battery  is 
being  charged — fig.  2,  page  334 
will  probably  make  this  idea  clear. 

Why  Beveirsal  of  Current 
In  Cut-Out  Coll  L. 
The  coil  (L)  is  employed  to  in- 
sure perfect  de-magnetijiatlon  of 
the  core  (B)  on  reversal  of  cur- 
rent, so  it  will  release  blade  (C) 
quickly,   explained  as  follows: 

When  the  engine  is  started, 
the  generator  is  driven  by  tiie 
engine,  and  it,  therefore,  in- 
creases and  decreases  in  speed 
with  the  engine.  When  the  engine 
is  speeded  up  the  generator  fol- 
lows with  corresponding  increase 
in  speed  and  the  voltage  of  the 
generator  rises  as  the  speed  in- 
creases. As  soon  as  the  genera- 
tor voltage  gets  to  a  point  above 


the  voltage  of  the  battery,  the  shunt  coil  (A)  has  built  up  sufficient  strength  to  mag- 
netize iron  core  (B),  which  then  pulls  the  iron  lever  (G)  towards  the  magnet  core, 
thereby  closing  the  contact  at  the  points  (D).  As  soon  as  this  contact  is  made,  the  gen- 
erator is  connected  to  the  battery,  and  a  charging  current  will  flow  from  generator  to  the 
battery  through  the  series  coils  (L)  and  regulator  coil  (F)  which  are  in  series  with  the  gen- 
erator and  battery.  The  generator  continues  to  charge  as  long  as  contact  points  (D)  re- 
main together,  but  when  the  engine  speed  is  decreased,  so  that  the  generator  voltage  falla 
below  the  battery  voltage,  the  battery  will  discharge  through  the  generator  and  therefore 
through  the  coil  (F);  under  discharge  conditions  current  flows  through  winding  (L)  in  the 
opposite  direction  to  that  which  it  does  under  charging  conditiona.  While  in  the  wind- 
ing (A),  the  flow  of  current  is  in  the  same  direction.  This  reversal  of  the  flow  of  cnrrent 
in  (L)  causes  the  winding  to  buck  or  work  against  each  other,  therefore  denagnetlaiag 
the  core  (B)  which  allows  the  spring  (K)  to  puU  lever  (C)  away  from  the  magnet  core, 
thereby  opening  the  contact  at  the  points  (D),  which  disconnects  battery  with  generator. 


OHABT  NO.  168A-^Detail  ExpUnaUon  of  the  "Cut-Out,"  Called  a  "Beverse  Ourent  Cnt-Ont.** 

•See  page  S42  for  explanation  of  the  "regnlator"  coil  (F).     This  part  of  the  oontrollar  is  to  regulate  the  out 
pat  of  generator,  whereas  the  "cut-out"  merely  opens   and  closes  cirenit  between  battery  and  generator. 
flTbls  pmtb  ig  e«tabJJshed  when  generator  is  running   fast  enough  to  charge  battery.     When  raaning  alow,  cor- 
iwit  trmveU  tbrongb  abunt  eoil  winding  A  in  fact,  as  long  as  generator    produces    current   at    sH*    It    travels 
tbr^turh  tbit  winding— »e€  flgs.   1   and  2.  page  884. 


THE  ELECTRIC  GENERATOR. 


345 


comes   under  the   head  of  inherent   or  con- 
stant   current    reflation* 

Bucking  series  regulation:     This   method 
vould  also  come  under   the  head  of  inher- 
lent  or  constant  current  regulrition.     A  aim- 
file  explanation  of  the  working  of  the '  'buck- 
ing series"  winding  is  given  below. 


T  jwjir     UPC    tJil 


^'ToJUK 


ri«.  1. — Wiring  diagriim  of  Westioghoute  »lJt^ 
woU  flyit«m,  showing  grounded  return  wire  with 
*  "bucking  ■erica"     method     of     repilaiion. 

Machines  of  thiE  type  are  dl^Terentl&l' 
compound  wound  generators  with  internal 
connections  such  as  shown  in  fig,  1,  The 
aeries  field  (SEF)  increases  in  strength  with 
lincrease  of  output  and  opposes  the  shunt 
►  field  (8HF),  thereby  reducing  the  resultant 
field  and  keeping  the  voltage  and  current 
within  permissible  limits.  A  separate  me- 
chanical regulator  ia  not  used. 

With  this  type  of  generator  the  storage 
battery  really  regulates  the  voltage  and  the 
series  winding  and  speed  of  generator  de- 
termines the  current  or  anipere  output. 

•A  reverse  current  cutout  (RC)  ia  pro- 
vided and  is  80  adjusted  that  on  the  average 
CUT  the  battery  circuit  is  cut  In  above  10 
miles  an  hour  and  cut  out  below  7  miles. 

When   the  generator  is  connected  to   the 
battery  by  the  automatic  switch    (KG)   the 
current  rises  rapidly  with  the  speed  nntil  a 
value  of  from  5  to  7  amperes  is  obtained  if 
the  lamps  are  not  burning.     Above  this,  the 
output  rises  \'ery  gradually,  the  curve  being 
[nearly  flat  for  all  motor  speeds  so  that  the 
ilanger  of  an  excessive  charging  rate  to  the 
battery  in  day  touring,  when  lights  are  off, 
is  eliminated.     The  idea  is  that  the  current 
I  eomes  primarily  from  the  shunt  field  wind- 
'  ing  and  should  be  kept  as  nearly  constant 
AS  possible,   although    the   speed   of  genera- 
tor is  increased  or  lamp  load  is  added. 

This  is  accomplished  by  what  is  termed 
the  reversed  compound  field  windings  on 
the  generator^  or  the  addition  of  a  series 
coll  which  has  a  bncklng  or  opposing  effect 
to  the  fiow  of  current  in  the  shunt  coil 
[iriiiding.  This  effect  is  obtained,  by  caus- 
ing the  curent  in  the  series  field  coil  (SEF) 
to  flow  in  such  a  direction  that  its  effect  on 
the  magnetic  field  of  the  generator  aviII  op- 
poee  the  effect  on  the  magnetic  field  of  the 
shnnt  field  (SHF). 

For  ex«&p2«:  whMi  the  lights  are  turned  on 
the  oatpat  of  the  geoerator  inereAitJft  propor- 
Iiooftl9)7.  pxpUined  a«  followi:  asiumB  thai  th« 
lAvp  lond  rt^quires  d  amperea  and  the  generator 
output  ii  5  amperei,  then  1  ampere  moat  be 
tiJiM  from  the  battary.  ThiR  hatt«r7  cnmnt 
iBBSt  go  tbrosgli  the  aorleB  field  (SEF)  on  tie 
waj   to   the   ligut<    iu    order   to   complete   the   cir- 


cuit,  tbuB  it  aaaiatf  the  ahaot  field  (6HF)  U* 
atead  of  backing  it,  therefore  the  Burrent  Tain* 
trill  rise  aa  lamp  toad  Increaaes,  but  nvi  exoes- 
■Iv^elf.  aa  the  bucking  effect  wilt  come  Into  action 
and   prevent   it.   explained   as   follows: 

Now  aaaumo  that  the  geoerator  output  ia  7 
amperei  and  the  lamp  load  it,  6  amperea,  Thii 
leaves  1  ampere  which  will  now  be  taken  from 
tke  generator  to  the  battery,  to  charge  it.  This 
I  ampere  mutt  paai  through  the  seriea  field  (SEF) 
— Uuc  will  paspii  in.  a  reTerBe  direction  to  what  it 
did  when  It  eame  from  the  battery — this  change 
of  direct  Son  through  the  series  mil  causes  the 
series  coil  to  buck  or  oppose  the  shunt  field 
(SHF)  initead  of  esaiating  it.  aa  in  the  abeve 
ca«e.  Therefore,  aa  the  speed  increases  tho  effect 
of  the  series  coil  backing  or  opposing  the  shunt 
noi]  and  the  de-magnetizing  effect  of  the  armature 
current  will  bt  more  and  more  pronounced  and 
thus  prevent  excessive  current  rise  aa  the*  genera- 
tor speed  1b  mcreased  to  relatively  high  valoei* 
The  effect  of  this  actiau  is  to  proportionate  to 
the  sspeed  of  the  generator  and  to  the  quantity  of 
lamp  load  so  that  ftt  all  tlmea  the  ontput  of  the 
generator  will  be  greater  with  lamp  loi4  than 
without. 

Series  bucking  coil  and  thertaal  inetbod  df 
regulation:  Auotlier  metbod  of  causing 
the  series  coil  to  buck  the  shunt  coil  is  by 
means  of  a  thermal  principle,  erplained  on 
page  330.  The  difference  here  is  in  the 
addition  of  an  iron  wire  ballast  or  thermal 
coil  which  permits  the  current  to  flow 
through  it  and  not  through  the  series  coil 
at  low  generator  output^  but  as  generator 
output  increases  the  iron  wire  heats  and 
offers  resistance  and  current  must  flow 
through  the  series  coil  wMoh  then  bucks 
the  shunt  coil  and  thus  regulates  the  out- 
put fairly  constant*  This  would  be  termed 
an  inherent  method  of  regulation— although, 
the  iron  coil  is  placed  separate  from  genera- 
tor,  the  action  is  not  mechanicaU 

A  cumulative  compound  winding  ia  :^hown 
in  fig.  4,  page  S51  and  explained,  page  347. 

Constant  current  or  Inherent  methods  of 
regnlation  would  therefore  Include  those 
methods  where  the  regulation  is  controlled 
internally,  as  per  page  339;  the  "bucking- 
scries  *  *  or  *  *  differential-compound -wind- 
ing*'; the  *  *cuniulative-compound-winding'* 
and  the  **  third-brush  ^*  regulation,  per  page 
925. 

Constant    Voltage    or    Potential 
Eegulatlon. 

An  external  device  is  used^  known  as  a 
*' voltage  regulator'-  which  operates  me* 
chanicallj.  The  voltage  is  kept  constant 
but  the  current  output  varies  with  this 
system,  as  explained  on  page  925. 

The  voltage  is  regulated  through  a  range 
which  permits  the  charging  of  a  storage 
battery  at  a  high  current  rate  when  battery 
voltage  is  low,  and  at  a  much  lower  rate 
when  battery  voltage  is  high.  In  other 
words,  the  charging  current  depends  upon 
the  state  of  charge  of  the  battery  or  its  spe- 
eific  gravity.  A  nearly  discharged  storage 
battery  will  take  a  heavier  charging  cur- 
rent, which  charging  current  will  be  reduced 
as  the  battery  becomes  charged* 


•Bo&'l  eonfuae  the  action  or  purpose  of  the  batterf  cut^oat  (called  a  "reverBf*  current  cutout,"  prin- 
eipJe  which  la  explained  on  pases  334.  S44)  with  that  of  a  * 'current  regulator"  or  **voUaKe  reguU* 
tor.'*  In  fact  a  **cut-out"  is  used  with  either  the  **  voltage"  or  * 'current"  regulation  systeoa, 
however,  on  BOme  "constant  current  syatems/'  Delco.  for  instance,  the  * 'cut  out"  Is  eliminated, 
(see  page  8S8.) 

See  psc«  925  abont  removing  battery  with  a  constant  current   and   a  voltage  regulation  ayitem  and 
note  differeace. 


iZ'?  H^TS^^ZnOS  NXMBEE  TWENTY-SEVEN. 


W«stiBCte«M  turtinc  fanwattnc,  licbttng  and  ignition  diAcram.    Note  the  complete  icni- 
:*  e«>»nt^d  oa  the  ceaerator.     The  itArting  motor  it  leparate. 

Tho  generator  in  this  instance  is  a  6  volt  generator  which 
can  be  driven  bj  a  silent  ehain  or  gear  drive. 

The  eat-out  is  shown,  which  is  of  the  usual  zvverse  cozrent 
type  of  relay  (note  relay  and  cut  out  are  synonymous).  It's  pur- 
pose is  to  open  and  close  the  circuit  between  the  battery  and 
generator  as  explained  in  charts  168  and  168-A. 

The  regulation  of  this  generator  is  called  the  "inherent"  or 
** constant  current"  regulation  system  employing  a  third-brush 
system,  and  is  different  from  voltage  regulation. 

The  single  wire  or  ground  retom,  using  the   frame  of  the 
oar  is  employed.     Note  ** ground"  to  generator  frame,  fig.  1. 
10  The  starting  motor  is  of  the  series 

T  wound  type,  with  ground  to  motor 

frame. 

Tlw  Weatfaghooaa  Twtleal  Igni- 
tion aqniiiBMBt  eonsisti  of  a  vertieal 
ignition  uait  as  ekowa  in  this,  and 

fehart    168-G,   diagram    fig.    7.      An 
ignition  switch,  a  ballast  resistor  and 
'     '  a  battery. 

Equipmeats  are  made  for  6  or  12 

volt  etreiiits  aad  for  oae  on  4,  6  or 

8     cylinder    eagiaes^     The     system 

^  shown  in  tkia  ehait  and  188-G  is  a 

^"^  8  Tolt  bnttciy  and  gcacrator. 

la  MMdm  up  of 
_ .  tho  in- 
termplier  iIC«  <«aa<etxoaa  to'  it),  the 
eondfiti  i'fliw  iy.  1',.  the  induction 
coQ  (G,  a»i  if.  l\  ami  the  diatribn- 
tor  (D),  aD  iadbnlKii  in  one  eaae. 
<aw  aftw  9«c«s  MT.  S4a.) 


iMliott«e  sensrstor  with  the  IgnMon  diitrtlm- 
nTlsh  tsaaion  ooU  mountMi  on  tho  gOMrator. 
Ih  the  diiirlbulor  and  timer.  The^ venerator 
uJl  rhiln^r«>«»  cam  shaft,  the  driteibutor 
w  I  -I'Jral  gear  uu  •rmikturo  ehaft  (8).  and 
JS  si  Vein  •»»•'*  •!'••<»•  J*  fwm^  ^' 
*5»  A)'  U.  greund  connection  terminaL 


•  belivvMi  B»tt«T  and  Oenarator  w^  am 
l^^jlllO,,— a  "two  unit  single  wire"  qratM. 


Omri 
•SaguUtlag 


THE  ELECTRIC  GENERATOR. 


347 


Cumulative    Compound   Windixig. 
generator   is   compound-wound   with    a 
Id,  SHF,  and  series  field,  SEF,  fig.  4, 
I.     Unlike    most   compound-wound    ma- 
sed  for  electric  lighting  the   two  field 

assist  one  another  instead  of  oppose 
g^.  1,  page  345.     For  this  reason  this  is 

the  electrical  engineer  a  "cumulative" 
i  instead   of  "  <Ufferential "   compound 

that  is,  it  is  so  wound  that  the  out- 
he  dynamo  increases  as  more  current 
$d.  This  provides  an  automatic  control 
ad. 

lurpose  of  the  additional  field,  SEF,  Is 
36  the  output  of  the  generator  as  the 
•e    turned   on,    without   increasing   the 

the  generator.  For  example,  with  all 
t,   the   generator   will   deliver  about  6 

while  with  all  lights  burning  it  will 
12  amperes.  Between  these  two  points 
3liver  additional  amperes  in  proportion 
umber  of  the  lamps  burning,  that  is, 
'  the  total  number,  9  instead  of  12  am- 
1  be  the  output, 
nethod  would  be  termed  an  ''inherent 

current"  method  of  regulation. 

The  Mercury  Type  Regulator. 

system  is  now  seldom  used,  but  will 
ined  in  order  to  show  the  first  prin- 
a  Delco  motor-generator  and  the  **mer- 
lethod  of  regulation.  This  would  be 
"voltage  regulation"  method. 

ier   to   clearly   understand   the   system 
I  necessary  for  the  reader  to  study  the 
of   the   entire    1914   system.     For   ex- 
,  see  page  380. 

Mechanical  Regulator, 
ge  351  a  mechanical  governor  method 
Ekting  the  output  of  a  generator  is  ex- 


The  clutch  on  the  generator  (fig.  3)  is  of  the 
' '  friction ' '  type  actuated  by  centrifugal  governor 
motion. 

Westlnghonse  Vertical  Ignition  Unit  Mounted 
on  Oenerstor. 

This  ssrstem  1b  explained  on  pages  846  and 
848.  One  part  which  1b  not  fully  explained  In 
charts  1b  the  Ballast  resistor.  Its  purpose  is  ex- 
plained below. 

The  ballast  resister  is  a  resistanee  unit  (see 
pages  346,  348)  having  a  high  temperature  co^ 
efficient,  placed  in  series  with  the  primary  coil 
of  the  ignition  unit.  This  resistance  with  the 
resistance  of  the  coil  keeps  the  primary  current 
at  the  correct  value  when  normal  voltage  is  ap- 
plied. It  has  many  other  functions.  If  the 
engine  is  left  idle  with  the  ignition  switch  on, 
the  resistor  gradually  heats  up  causing  its  re- 
sistance to  materially  increase  and  eut  down 
the  primary  current  (see  also  "ignition  re- 
sistance unit,"  page  378).  This  decreased  prim- 
ary current  very  much  reduces  the  probability 
of  burning  at  the  primary  coH. 

When  the  engine  is  running  a  certain  amount 
of  primary  current  will  fiow  at  each  closing  of 
the  contacts.  As  the  engine  speed  increases 
the  time  of  contact  is  shortened  and  the  time 
allowed  the  primary  current  to  build  up  mate- 
rially reduced.  As  this  current  reduees  m  value 
the  resistor  tends  to  cool,  consequently  reduc- 
ing the  value  of  the  resistance.  In  this  way  the 
total  resistance  of  the  circuit  is  reduced  and 
the  current  in  the  primary  coil  may  be  built  up 
very  rapidly. 

Roller  Type  Clutch. 

The  starting  motor  and  generator  used  in  the 
1914  Overland  (page  351),  is  used  as  an  ex- 
ample in  order  to  bring  out  the  unusual  driving 
method  and  action  of  a  roller  type  of  clutch. 

The  "roller"  type  of  clutch  is  used  on  other 
systems  and  it  will  be  worth  while  to  study  its 
action.    See  page  351. 


How  One  Armature  Serves  for 
)elco   system,   explained   under   instruc- 

is  a  system  of  this  type, 
er  system,  using  the  same  armature  for 
id   generator   was   the   "  nonstallable " 
tern    formerly    used    on    the    Chalmers. 

352.) 

lUtz  motor-generator  system  consists  of 
ring  parts:  (1)  storage  battery  18  volts, 
(2)    motor-generator;    (3)    shaft    with 

joint  to  start  engine  and  drive  gener- 

^>  P^go  336);  (4)  silent  chain  running 
meets  the  motor  generator  drive  shaft 
DC  shaft  by  means  of  a  sprocket  located 
i  of  the  flywheel;  (5)  a  switch  on  the 
zh  opens  and  closes  the  circuit. 

S.  L.  Graphite  Pile  Regulator, 
tnerator  takes  the  place  of  the  flywheeL 
ion  and  principle  is  shown  on  page  353. 
gulation  of  the  1914  system  was  similar 
stem  explained  on  page  338.     Instead 


both  a  Motor  and  Generator, 
of  "resistance  wire"  being  eut  into  the  field 
shunt  winding,  in  this  instance  ' '  graphite '  *  piles 
are  used.    Graphite  offers  resistance  to  the  flow 
of  current,  therefore  the  same  effect  or  principle 


fikd-U.  tl   Ik*  17.   S.    L.   07    wb«fl  Im  of  0««frfci:«( 


is  the  result — weakening  of  the  field  current  at 
high  speeds.  The  regulation  system  is  not  used 
on  the  later  models  of  the  U.  8.  L.,  but  is  merely 
shown  in  order  that  the  reader  will  understand 
the  principle. 


es  337  and  345.  for  explanation  of  "conitant  current"  or  "inherent"  reflation  and  "voltage" 
on.  ^The  "differential"  compound  windbig  U  explained  on  page  845.  The  difference  i>etw^en  "earn- 
'  and  "differential"   winding  is  explained  on  thia  page. 


S48 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-SEVEN. 


Dt5TR\BUT0«  PLATE 


iWOlKliON  COIL 


OlSTRtBUTOR   BRUSH 
Fig.  1.     View  of  the  parts  of  the  Westinghonie  Ignltioii  nnit  ai  per  page  846.     See  also  page  251  and  252 

I — -  --^ 


o^tmr     "t 


ng.  4.  Fuse  block  with  ballast  resistor. 
The  fuse  block  and  ballast  resistor  (B)  may  b« 
combined  in  one  unit  or  separate.  Instead  of 
the  ballast  resistor  being  on  the  back  of  the 
•witch  as  in  fig.  8,  it  can  be  placed  along  side 
of  the  fnses  protecting  the  lighting  current. 


From  Battery 


Fig.  7.  Diagram  of  connections  of  the  West- 
InghouMi  Tertlcal  ignition  unit. 

Operation — ^With  the  ignition  switch  turned  to 
the  *'on"  position  and  the  engine  turning  over, 
each  segment  of  the  interrupter  cam  (fig.  1)  in  turn 
passes  on  and  off  the  fibre  bumper.  As  each  seg- 
ment passes  off  the  bumper,  the  interrupter  eos- 
tacts  close,  closing  the  circuit  from  the  battery  to 
the  primary  winding  of  the  induction  coil  (fig.  7). 
Then  as  they  pass  on  the  bumper,  the  contacts  are 
opened,  interrupting  the  circuit,  thus  inducing  a 
high  voltage  in  the  secondarr  of  the  induction  coB. 
This  high  roltage  is  directed  by  the  distributor  on 
the  top  of  the  ignition  unit  to  the  )>roper  spark 
plug,  causing  a  spark  as  it  jumps  the  spark  gap  of 
the  plug  inside  the  cylinder,  and  igniting  the  charge 
tkerein. 

The  Ignition  switch  is  double-pole  with  the  inter- 
nal parts  so  arranged  as  to  reverse  the  direction  of 
current  through  the  interrupter  with  each  operation 
of  the  switch.  The  reversal  of  current  principle 
and  purpose  is  explained  under  "polarity  switch," 
page   248. 


Fig.  8.  Front  and  rear  Tlew  of  tht 
resistor"  on  the  back  ef  the  switch  (fie.  2).  Pur- 
pose of  which  is  to  protect  the  igniUon  inter- 
rupter points  from  burning.  A  6  ampere  fuse 
may  be  used  to  relieve  an  emergeney  but  igni- 
tion must  be  turned  "off"  when  engine  is  not 
running.  (See  page  847,  explaining  the  "bal- 
last resistor.") 


Fig.  2.  The  donbla  pole  Ignition  swtteh  ar- 
ranged so  it  will  rererse  the  direction  of  low 
of  current  through  the  interrupter,  see  pace 
248,  explaining  the  function  of  a  "polarity^* 
switch  also  called  a  "current  roversing  type" 
of  switch  also  note  lighting  switches. 


OHABT  NO.  1G8C— The  Westinghouse  Vertical  Battery  and  Coil  Ignition  Sjrstem  as  aged  witA 
tke  electric  system  shown  on  page  346.  See  also  pnges  251  and  252  for  clearance  of  intermptei 
Mild  plug  g&p. 


I — — -^.-JL-     T..- y* mhd^         Wiring  Diagram  of  Model  04  and 

*^P*^AAAAAAAi^    M    '  ~ rn       '  ^^   Pierce-Arrow— see   page 

'      vvvvvvv   1!       f      I 41* □_      m  :  277    about  Late   System. 

Tills  generiitor  li  ftn  ordioAry  ibuot 
vrouDd  inftiLhm«t  with  »  ieparste  TOlt- 
Ag«  leffulAtlni  device,  snd  d  Iff  en  from 
the  previout  macbiQe,  wdlch  bad  dif 
ferentlAl  field  «iiidiiiffa.  To  expUio 
this  typ«  generator  In  brief,  would  baj 
thftt  it  has  a  culout  ■witeti  wbicb  op- 
erates exactly  on  tbe  same  principle 
as  did  ttae  awitclieB  on  the  elder  ma- 
chines, but  in  addition  (here  ii  a  device 
for  throw inf  a  retistaaee  ioto  tbe  Aeld 
circuit  from  tiuie  the  voltage  rises  above 
a    predetermined    puint«    G. 8    volts. 

Voltage  regulation:  The  shunt  field 
current  goes  frotu  tbe  right  hand  bnijb 
up  through  tbe  shunt  field,  through  coil 
*'D/^  then  up  aud  across  the  voltage 
regoiating  points  "^^A.**  and  down  throng b 
the  series  coil  '*B/'  series  regulating 
coil  **0*'  and  back  to  the  other  bmeb 
of  the  i^enerator.  As  the  voltage  tends 
to  go  high,  the  curreDt  flowing  through 
coil  "E"  and  *'0,**  and  consequently  the 
BtfQetle  ptiU  of  core  **0,"  becomes  of  eucb  magniluide  that  points  **a*'  are  palled  apart.  In  luch  case  the 
thoat  Held  current  has  lo  psai  from  coil  **t>''*  through  the  resleiance  unit  and  then  through  coil  *^B,^'  coil 
'*0**  and  to  the  other  brush.  With  the  resistance  in  the  shunt  field  circuit,  the  voltage  tends  to  drop  be- 
low oix  voltSt  but  as  soon  as  this  drop  starts  tbe  points  '*A'*  close  again  and  boost  up  tbe  voltage.  These 
breoJcer  points  *'A/'  vibrate  at  a  high  rate  of  speed  and  in  doing  so  hold  the  voltage  at  Ihe  correct  value. 
Tbe  coil  **D/'  used  in  connection  with  this  vibrattiig  voltago  regulator,  is  a  compeniating  coil,  used  lo  offset 
the  effect  of  atr&j   fields  set  up  by  the  generator. 

The  ctitODt  ■witch:  Current  leaving  Ihe  right  liaud  brush  of  the  generator  passes  through  the  shunt  cutout 
twitch  coil  "S"  and  th«Q  through  ceils  "B"  and  ''O**  and  back  to  the  other  generator  bmsh.  This  is  the 
uaal   type   of  cutont,    similar  to   the   Ward- Leonard    shown  in  chart  Ififi. 

Weottngbouse  Ignition  unit  is  composed  of  a  very  compact  high  leosion  coll  with  a  meehanleal  breaker  In 
the  primary  circuit  operated  by  a  cara  on  the  end  of  the  generator  shaft.  High  tension  current  It  led  from 
the  roil  to  Ihe  high  tension  distributor  and  then  from  there  to  the  plugs.  The  coil  and  distributor  units 
are  batlt  ap  in  ene  housing  and  ('Icetrical  connections  are  establiahed  with  lerminali  of  the  generator  by 
aeant  of  the  two  screws  homing  this  housing  in  place.  Primary  ciirreot  going  to  tbe  ignition  unit  goes  from 
vne  terminal  of  the  battery  to  oni'  side  of  the  magnetic  control  switcli,  then  op  through  the  main  If'iid  for 
v4h#  lighting  switch,  first  going  through  the  30  ampere  fuse  and  then  through  tho  ammeter.  From  the  ammeter, 
current  goes  down  to  the  top  of  No.  3  fuse  and  then  across  on  the  copper  strap  to  the  bottom  of  No. 
Dal  post  in  the  fuse  box.  From  here  it  passes  up  through  the  email  resistance  unit  of  .6  ohms  and  from 
the  point  '*PB"  on  the  ignition  switch.  When  the  ignition  switch  is  thrown  on  **B"  or  **MB,"  po- 
DO,  then  "PB*'  and  "IG*'  ore  connected.  From  **IQ"  on  the  switch  the  current  goes  directly  to  the 
ntral  terminal  **!*'  of  tlire  generator  and  then  throogh  the  primary  winding  of  the  H,  T.  coil,  down  acroaa 
,  lie  breaker  points  to  ground  and  back  to  the  battery.  Note  that  when  the  dash  starting  button  is  pushed 
'  t&sl  in  addition  to  cloning  the  starting  circuit,  by  connecting  the  two  points  ''SS'*  it  also  connects  the  points 
*'P**  and  "P6*'  on  the  ignition  switch:  and  point  "p*'  ii  connected  to  point  "IG"  whenever  the  switch  is 
sslocked.  Thus  whenever  the  engine  is  started  with  the  ignition  switch  on  siagoeto  position,  the  battery  tjra 
tea  of  ignition  is  in  action  as  long  as  the  starter  button   la  held  down. 

The  Iglnltloa  iwitch.  aside  from  the  connections  noted  above  to  be  used  when  starting,  haa  an  additional 
Sagneto  rrouod,  which  is  operated  by  pushing  against  the  switch  lever  when  same  is  in  magneto  position. 

Stajtlng  motor:  Current  goes  from  tho  battery  across  the  magnetic  control  switch  to  the  solenoid  mount 
€d  at  the  front  end  of  tbe  motor.  When  current  passes  through  this  solenoid  it  pulls  the  starting  pinion  into 
aesh  with  tbe  flywheel.  From  the  solenoid  the  current  passes  to  one  pair  of  motor  brushes,  through  the  ar 
nature  winding,  to  the  other  pair  of  brushes,  and  then  through  the  field  windingi  to  ground  to  the  battery, 
f Similar  lo  chart  161.) 

Tlie  electric  clock:  The  electric  clock  is  wound  up  by  energitiog  a  small  electro  magnet,  which  operates 
•very  four  and  a  half  minutes;  in  other  words,  this  clock  will  not  run  more  than  four  and  a  half  minutes  after 
diseonneetiog  the  battery.  The  clock  is  set  by  means  of  a  small  knob,  located  on  the  back  of  same  and  is  refu 
liled  by   small  lever  located  under  figure   g  on  the  diw! ^____^ 


OEAST  NO,   108D — Wostlngboune  Electric   System  with  0eiierator  Eq^pped  with   **VoltagQ  or 
PotentiAl  Regulator.'*     Ignition   ia  from  two   intlepeud<nt   sources;  BaVleiy   Q.Ti^  "ft^i^tLV  ^^^  '^^ixj^- 


860 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-SEVEN. 


ccwpu«&  Piva 


B«my  Electric  fiyslam. 
Typ«: — ^Two  unit.     Voltact: 
— 6.       Yoltafe     ragulttOon: — 
Third  bniah  and  ribntor. 

The  equipment  ▼eriee  with 
each  make  of  cer,  hat  that  oied 
on  the  Yelie  may  be  taken  aa 
an  example. 

IgntUDn  Ooll: — Ifoonted  on 
top  of  generator.  Diatriboftor 
and  Umer:  at  one  end,  geared 
to  armature  ahaft.  Out  out  or 
relay: — at  other  end. 

Wiring — ^The  negative  line 
brath  it  inanlated  from  the  met- 
al rocker  ring,  while  the  poai- 
tire  line  brash  and  the  field 
broah,  are  connected  to  it,  the 
circuit  from  the  battery  to 
theae  bruahet  being  throu|^  the 
frame  of  the  generator. 

lcsir£!HGistZAtos:  ^^^  cutout  and  regulator  are 

combined  on  the  aame  Bakelite 
base.    At  aoon  aa  the  generated 
▼oltage  is  greater  than  that  of  the  battery  the  cutout  points  close. 

The  regulator  conaists  of  an  electro-magnet,  an  arm  operating  on  bronse  pirota,  two  seta  of  contact 
pointa  and  a  reaiatanee  unit. 

When  the  generator  ia  running  at  a  speed  lower  than  that  required  for  maximum  output,  the  eon* 
taet  points  are  held  together  by  a  apriog  and  eurrent  supplied  to  the  generator  field  paaaea  directly  through 
theae  pointa. 

Aa  aoon  aa  the  apeed  increases  and  the  generator  output  tenda  to  rise  above  the  desired  maxi- 
mum, the  contact  points  are  opened,  forcing  the  field  current  through  a  resistance,  consequently  redueing 
the  strength  of  the  current  with  the  reault  that  tha  Toltage  generated  ia  limited.  Thia  action  takea  place 
with  auch  rapidity  that  the  Toltage  actually  remaina  conatant  at  the  preacribed  maximum. 

-. rus»— A  fuse  is  prorided  on  the  regulator  baae  ao 

that  the  generator  will  be  protected  in  eaae  the  bat- 
tery ahould  become  disconnected. 

Ignition — ^The  breaker  gep  ahould  be  .02  or  .036, 
and  the  rebound  apring  ahould  be  at  leaat  .02  in. 
from  the  breaker  arm  wheu  the  pointa  are  at  maximum 
opening.  Spark  plug  gapa  for  beat  reaulta  ahould  be 
.026  to  .08  in.  (alao  aee  chart  118  and  page  261.) 

It  ia  important  to  aee  that  ignition  awiteh  la  off 
whenerer  engine  is  stopped,  aa  otherwiae  the  battery 
will  discharge.  Tha  engine  ahould  noYor  be  operated 
while  battery  la  disconnected  unlets  tho  gonerator  fuse 
on  the  regulator-cutou^  la  remoTod. 

Troubles. 

If  lights,  Ignition,  starting  motor  and  horn  art  dead 
the  cauae  may  be  a  loose  or  broken  connection 
at  the  battery  terminala,  or  where  the  battery  ia 
grounded  to  the  frame;  a  looae  or  broken  connection 
at  tho  starting  awiteh  or  at  the  atarting  motor,  or  wire 
between  the  battery  and  fuse  block;  a  looae  or  broken 
oonneetion  at  the  atarting  switch  or  starting  motor 
or  wire  between  the  fuse  block  and  the  lighting  switch 
broken  and  either  fuae  No.  1  burned  out  or  the  horn 
open-circuited. 

If  an  lights  go  out  and  ignition  and  starting  motor 
are  dead,  there  may  be  a  looae  or  broken  connection 
at  the  atarting  awiteh  or  starting  motor. 

If  all  Ughta  go  out  and  Ignition  and  bom  art  dead 
the  diificulty  may  be  a  defeetiTo  conneetion  between 
the  batters  and  the  fuae  block  or  between  the  latter 
and  the  lighting  awiteh  and  either  fuae  No.  1  being 
burned  out  or  the  horn  open-circuited. 

AU  lighU  out  and  Ignition  dead  ahowa  that  the  wire 
between  the  fuae  block  and  the  lighting  awiteh  is  do- 
fective  or  that  the  ignition  eireuit  ia  open,  and  either 
fuses  Nos.  2,  8  or  4  are  burned  out. 


&H0^a«t  4f  emmw^f^t*t  w^'A  Rtmtf  tMwmntt^t 


VrtoM  M 


A 


TO  ttnMnjot  nt%» 


"S. 


The  Bemy 
automatic  reg- 
ulator 0  0  n- 
troUed  by  the 
temperature^ 
which  switch- 
es a  resistance 
into  the  field 
windings  a  s 
soon  aa  the 
tempera  t  u  r  o 
of  thermostat 
rises  above 
160      degrees. 

Normally  the 
contacts  are 
kept  together,  but  when  thermostat  elemant  Is 
htafetd,  the  poinU  separate.  The  resistanee 
(shown  between  the  two  springs)  is  then  thrown 
into  the  field  eireuit. 


rftOyraM    of   C«NNM'- 

liOM    /or    Rtmjf    mutomatie    outprnt 


If  Iht  UghU  art  InoptrafttTt  but  tht  Ignition  Is  o.  k.  the  trouble  is  In  the  wires  between  the  light- 
ing switch  and  the  fuse  block,  fuses  2,  8.  4,  and  the  wiree  to  the  lamps. 

If  Iht  IgBlUon  is  dsad  and  tht  Ughta  art  t.  k.  the  trouble  is  somewhere  in  the  ignition  wiring. 

If  tht  Ughts  go  dim  and  tht  battsrj  Is  not  discharged  and  after  examining  tht  bulbs  to  see  that  they 

art  not  of  lower  Toltaee.  greater  candle  power  or  lower  eificiency,   look  for  a  short  eireuit  in  the  wire 

between  the  battery  and  the  fuse  block,  between  the  fuse  block  and  the  lighting  switch  or  between  the 

■witeh  and  the  generator.    If  the  generator  protective  fuse  is  blown,   look  for  a  short  eireuit,   but  If 

not  eTawiine  tht  eutont. 


OBABT  HO.  IMI— na  Bonj  Two  Xlnit  Bleetde  Bystem.  The  Starting  Motor  is  not  shown,  but  the 
Starting  Switch  and  Connectione  are  shown.  One  wire  from  switch  connects  with  starting 
motor  terminal,  the  other  terminal  of  motor  is  grounded  and  circuit  is  completed  through  frame 
of  emr.    Bmoj  Sloetiic  Thermostat. 


THE  ELECTRIC  GENERATOR. 


3&] 


CumiilAtlye  Cojupoiuidi  Winding. 

Fig.    4    lIlttstTAteB    an    inhercint    constant    cnrrent 

aetliod  of  regnUting  tlie  ontpnt  of  a  ganeratar  as 

mmplojred  on   one  of  the  early   Qr&y  and  DavlR   gon- 

^«ratora.      BHF  i«  the  shunt  field   wmdlBg^.      SEP   ia 

hm  ««riet    field    windtDj^.      Therefore,    as    tihere    &ro 

wo  windinn  oo   the  field   pole  it  ii   called   a  com- 

peimd   wishing.      The   two    principles    of    eompoutiil 

winding    is    known    as    the    "differential    compound 

winding'  *  as  explained  on  page  345,  fig.  1.  and  the 

''eomnlatiTe    conspound    winding**    as    cxplaint^d    on 

page   347   and    iUustrated    in    fig.   4. 

sur 


Fig.   I 


/^^w 


^^tai'^ 


rmmr] 


L3, 


Fig^4 


K- 


J 


L-fe~zlZB 


Hamea  of  parta  of  fig.  4:  A.  armature;  RO,  re- 
r«n«  current  cut'Out;  V,  cat-out  voltage  winding 
dee  A.  fig.  1.  page  894  and  ftg,  6,  page  d64B)  ;  0^ 
cut-out  emreni  or  aeries  winding;  L3,  light  switch; 
B,  iitora£«  battrrf:  L>  lights;  M,  starting  motor; 
86,   starting  switch. 

Mechanical  Regulation* 
runitratlocs      helow      explain      the      mechanical 
fOTemor   principle   of    regulating  the   output   of    a 
dtTuamo^     This  method  was  used  on   the  early  model 
Oray   and    Davis    goncrator. 


The  starting  motor  is  started  hy  current  from  a 
fttorage  battery,  thus  starting  engine  by  means  of 
a  silent  chain  connected  with  a  sprocket  on  crank- 
shaft of  engine.  After  engine  is  started,  the 
sprocket  to  which  startlnic  motor  chain  is  connected, 
is  then  operated  by  crankshaft  of  engine.  The 
action  of  the  roller  dutch  permits  the  two  sprocket! 
to  run  free  of  the  starting  motor,  thus  the  gener* 
fttOT  is  operated  from  the  crankshaft  without  operat- 
ing the  starting  motor. 

Just  how  this  clutch  permits  this  action  Is  ex- 
plained as   follows. 

Action  of  the  Boiler  Olutch. 

The  roller  type  of  cliticli  in  a  popular  type  of 
«]utcb  and  its  action  should  be  studied  carefully, 
in  fact  this  type  of  clutch  is  now  used  on  a  i>opu- 
lar  make  of  motor-generator,  the  Delco,  as  por  fig. 
16.  page  398,  but  in  a  different  manner  (ban  shown 
with  this  Gray  and  Davis  system. 


tFO<J<rWf^  GB^**  MiFS>*£^ 


OVeff  C£fit  3 


Ott«J»  a*  Oenwator 


The  mechanical 
regulation  of  max* 
Imum  outpQt  it 
eifected  by  a  con- 
trlfugal  goyexnor, 
which  k()eps  the 
speed  of  the  ma- 
chine constant. 
For  that  reason 
this  may  bo  plac- 
ed tn  the  class  of 
mechanicallT  reg- 
u!ated    machines, 

Varlationi        1  n 
speed     are     taken 
Ckwfimot  at  GcncrBto*  cure     of     by     the 

kalomatie    "friction"    type  of   clutch. 

The  frlctlott  clntcli    (A  &   B>    will   allp  more  or 
according  to  the  speed  of  the  engine,  and  the 
aount  of  such  slippage  is   coDtroME?J   by   a   govern- 
or- 

As  soon  as  the  speed  of  the  armature  Incresiee 
beyond  the  rated  number  of  reTolutlons»  the  govern- 
or will  act  on  the  friction  clutch.  In  other  words, 
the  two  clntch  halves  (A  it  B),  will  be  pulled  apart 
and  alip  in  tucb  a  manner  that  the  armature  will 
rotate  not  faster  than   the  predetermined  speed. 

A  Cltt<^ttt  for  connecting  and  disconnecting  tMkt- 
lary  lo  generator  (not  illustrated)  was  used  with 
Ukti  •jritem. 

1914  Oray  ft  BaTig  Electiic  System. 

Al  used  on  the  1014  OTerland,  in  shown  in  fig. 
I,  Xote  starting  motor  i«  mounted  over  tfie  Kener- 
•lor. 

Oeoerator  Is  driven  by  a  silent  clialzi  from  the 
leiiMe  sprocket  on  the  starting  motor  thaft.  This 
dot] hie  sprocket  wtth  a  "roller"  type  of  clutch  waa 
a  feature  of  this  early  system  and  is  explained  aa 
follows : 


Fig.  2.  Showing  double  sprocket  (2);  roller 
clutch;  gc^ir  A  attached  to  clutch;  gear  B  attached 
to  starting  motor  artnatmre  shaft.  Parti  are  sepa' 
rated. 


CLUTCH 


Fig.   fi.    Showing  parti 
of    the  roller  clinch. 


Refer  to  illnstraUons  above  and  note  that  starts 
ing  motor  is  geared,  by  means  of  reduction  gears 
A  and  B.  to  clutch  member  D,  When  starting 
motor  annatnre  shaft  is  made  to  revolve  by  current 
from  battery,  then  D  becoaiss  the  driving  member 
and  turns  in  direction  shown  by  arrow  point  on  D« 
causing  rollers  (R)  to  roll  outward  and  clutch 
against  inner  surface  of  sprocket  (2)»  thus  trans- 
mitting the  power  through  D  to  R.  to  2,  then  by 
the  silent  chain   to  crankshaft  of  engine. 

After  engine  Is  thne  itarted  and  motor  switch 
ia  ofT.  til  en  engine  drives  iprMket  (2),  wMcb  b#> 
comes  tha  driving  member  instead  of  D.  This  re- 
versed action  causes  rollers  (R)  to  roll  in  opposite 
direction  and  against  spring  stops  (S),  thereby  re- 
leasing the  clutching  action  to  the  inside  of  2.  Eo' 
suit  ii,  the  double  sprocket  (2)  over^rides  clutch 
D,  Therefore  when  engine  is  running,  clutch  D 
and  gears  A  and  B  and  starting  motof«  are  idle. 


^^HAET  KO,  170. — 1914  Gray  and  Davis  Electric  System,  tiaed  m  order  to  Explain  the  Principle  of 
ge  Holler  Type  Clutcli.  Mecliajiical  Method  of  Regulating  Output  of  a  aenerator  by  meami  of  i^ 
'■tiTiMilor.     Now  obsolete  but  shown  in  ordor  to  explain  the  principle. 


362 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-SEVEN. 


^^ 


Entz  Motor-Oenerator. 

Operation  of  Ents  lelfifUrtcr:  The  operation  re- 
quire! only  one  moTement  on  the  part  of  the  driver— 
I  he  movement  of  the  ttartinf  twitch. 

Switch:  Oontrolt  both  the  etartine  and  the  ig:ni* 
Hon;  the  tame  operation  makee  contact  vrith  the  pri- 
mary circuit  of  the  battery,  eo  that  the  regular  cyclei 
of  the  ignition  syitem  will  be  taken  up  when  the 
E?nfine   begini   rotating. 

The  starter  twitch  it  kept  in  charging  position,  ex- 
cept when  driving  for  more  than  one  quarter  m*.U  be- 
low eight  miles  per  hour  in  high  gear;  in  this  ease, 
the  switch  is  set  in  neutral,  throwing  the  switch  back 
to  charging  immediately  the  car  increases  its  speed 
to  orer  eight  miles  per  hour.  Under  all  other  running 
conditions,  regardless  of  the  speed,  the  switch  is  kept 
in  charging  position. 

If  the  car  is  left  standing  for  any  length  of  time, 
the  engine  is  stopped.  If  it  is  necessary  to  keep  the 
engine  running,  the  switch  is  set  in  neutral,  while  the 
car  is  standing  still.  After  idling  the  engine  or  run- 
ning slowly  for  a  considerable  length  of  time,  the 
1=; witch  is  put  back  in  charging  position,  as  soon  si 
the  speed  of  the  car  picks  up. 

Tht  combined  motor  and  generator  of  the  Ents  elec- 
tric system,  is  known  as  diiferentiaUy  wound  motor- 
generator.  The  series  and  shunt  field  coils  are  con- 
nected so  they  operate  compoonded  as  a  motor,  differ- 
entially as  a  generator. 

All  autotnatlc  cutouts,  regulators  or  controllers  have 
be«ii  filin]i&&teEl  from  the  aVBlem.  Th<*r^  i*  but  one 
armatore  and  one  set  of  field  magfceis,  but  two  Held 
windmgt. 

The  motOT-geiaeralor  li  a  4  pote  '^mutti  polar"  type 
of   gpperstor.    with   fonr  brushes.     The   motor  wlndl£^ 
Is  ihe  large  wire*     The  other  di^Terentiiil  winding  is   imsll  wire  wrapped  over  the  large  wire   and   ii   th« 
f«nefator  wlndliig. 

When  starting  engine  with  staftlng  motor,  ■  witch  is  placed  "on.**  Tt  remains  on  until  engine  la 
■topped.  Wh^Q  th«  F witch  is  placed  "ao"  pOiHioti,  the  engine  is  revhlved  SO  revolutions  per  minut* 
by  the  starting  motor,      (heavy  winding  of  wire}. 

Above  600  revolutions,  the  motor  Is  converted  Into  a  generator- — as  above  thii  speed  the  small  wire 
windinf  is  generating  snougb  curreni  to  ovpreome  the  6  volts  preBsure  of  baltery«  hence  it  stores  cur- 
rent into  the  batti^ry.  If.  however,  the  eagine  is  reduced  to  30  rev olul loos  or  less,  the  generat  r  again 
U  traiiafofined  linto  a  motor,  and  the  generator  not  overcoming  the  pressure  of  the  batteries;  battery 
again    turns    armature    as    a    motor— therefore,     the   etigitto  is   '^non-itallable/' 

In   other  words,    ia   any   circumfltaoces   where   engine   would    ordlnarUy   be 
ia. /  ' "        —  ^Sk  stalled,  immediately  upon  releasing  the  elmtch  pedal  the  motor  will  turn  engine 

™     •^  ^*N.      ^l.*io-       crank   sad  become  opertUve. 

Both  the  fine  and  coarse  wire  winding  li  wound  tn  the  same  dlieetioi]  on 
the  field,  btit  current  iu  the  heavy  wire  winding  travels  io  opposite  dire^ction, 
due  to  pressure  from  bsttery  which  tends  to  revprae  tho  polarity  of  the  field* 
or  "bit£k  the  fields."  This  tendency  to  reverse  the  poles  of  the  field  is  gov- 
era«d  by  the  amount  of  charge  or  amperage  hours  kt  the  battery.  That  is. 
if  the  battery  ts  in  a  discharged  condition  the  fields  will  build  up,  causing  a 
gre»ier  flow  of  curreat  through  the  fine  wire,  but  as  the  battery  becomes 
charged  the  fields  will  become  weftlcened.  which  condition  will  cans*  less  cur- 
rent  to  fiow  through  the  fine  wire,. 

The  electric  light  globea  are  SI  volu,  altbon^h  the  batteir  Ij  btit  Ifi.  As 
there  Is  always  a  slight  excess  of  current  from  all  genpratoT*  thiB  prsvents 
lamps  burning  out  rapidly.  The  polarity  switch  (used  with  the  Atwater-Kent 
ignition  system)   is  explaiDed  in  chart   117. 

Bemy  * 'Double  Decker**  Motor-Generator. 
The  Eemy  model  150  exemplifies  how  a  generator  and  starting  motor  can 
be  operated  one  over  the  other. 

Employs  two  separate  armatnr«i  and  two  separata  flelda,  and  may  be 
termed  a  ''double  decker"  sinco  the  motor  armattire  la  super 4mpo«ed  over 
the  generator  artDalure. 

The  two  armattirea  are  connected  together  with  a  eyttem  of  gearing  and 
ati  over-ruQning  clutch.  {E)t  see  chart  170  for  principle).  The  motor  afiaa^ 
tore  and  the  gifsring  u.re  ouly  ia  openntion  when  th^  starting  switch  ii  pre«eed^ 

The  generator  umatura  is  th^  only  moving  part  under  mnniaf  eoadJtioat^ 
aa  the  over-munittg  clutch  o!  the  roller  type  ii  provided  to  disengage  m^otor 
armature  and  reduction  gears,  which  remain  idle  and  inoperative  wheu  enfln* 
11  started  and  mnning  under  its  own  power.  Generator  armatisra  revolves  in 
lower  flsld.  Motor  and  g^nefAtor  arc  entirely  separate' — (arms lure  ts  dram 
type).     A   regtilator    and    automatle    cut-out  of  ustial  type  are  provided. 


OEABT  NO.  ITl^The  Ents  System— formerly  need  on  the  Chalmers.    Also  similar  to  Bats  ^yitaa 

formerly  used   on   the   White.    The  Bemy  "Doable  Decker." 


THE  ELECTRIC  GENEBATOB. 


8B8 


Fig.  2.  The  refulator 
»f  the  U.  8.  L. 

YhB  rtfolaUon  of  con- 
tUnt  TOltag«  is  main- 
Uined  by  preaiure  apon 
the  graphite  discs  I, 
whieh  are  pressed  to- 
gether by  lever  K,  by 
pressure  of  coil  spring 
J.  The  Isas  the  prss- 
rara,  the  graatsr  the  re* 
■Istanf  thrown  into  the 
flald  winding,  for  if  the 
discs  aro  not  close  and 
tight,  resistance  is  of- 
fered to  flow  of  current. 
Note  the  presmre  upon 
these  discs  is  also  con- 
troUod  by  the  electro- 
magnet, the  stronger  the 
eorrent  flowing  from  gen- 
erator, greater  will  be 
the  magnetic  pnll  on  K 
and  J,  thereby  taking 
pressnrs  off  of  the 
graphita. 


U.  &  L.  1914  Flywlieel  InstaUatloiL 
The  U.  S.  L.  1914  Is  a  two-unit  system.    In  instaUing  this  system 
the  armature  of  the  motor-generator  takes  the  place  of  the  flywheel 
and  performs  its  functions  as  well  as  those  of  the  eleetrie  lightiiig 
and  cranking  systems. 

The  field  has  two  windings,  shunt  and  series.  When  machine  op- 
erates as  a  motor,  those  windings  are  cumulatively  compounded,  that 
ic,  magnetic  effect  of  series  winding  augments  that  of  diunt  so  as  to 
secure  maximum  torque.  When  machine  operates  as  a  generator,  these 
windings  are  differentially  compounded,  that  is,  the  magnetism  of 
series  winding  is  opposed  to  that  of  shunt,  so  as  to  assist  in  regulaton. 
The  voltage  of  the  motor  is  24,  while  the  charging  voltage  of  the  gem- 
erator  is  12. 

The  preferred  disposition  of  the  nnlts.  is  that  shown  in  fig.  1.  As 
will  be  seen,  the  added  weight  will  be  only  that  of  the  battery,  fields, 
switches  and  controller  as  the  flywheel  Is  removed  and  replaced  Iff 
the  armature  of  equal  weight. 

When  a  foot  switch  Is  pressed  the  battery  is  conneeted  to  the 
motor  and  this  turns  over  the  engine  at  the  rate  of  from  200  to  800 
revolutions  per  minute. 

As  soon  as  the  engine  picks  np  toa  speed  giving  8  miles,  the  motor- 
generator  becomes  a  shunt-wound  generator  and  starts  to  charge  the 
battery,  restoring  the  current  used  at  a  3 -ampere  rate. 

In  order  that  the  output  of  the  generator  shall  be  nnlf  orm,  a  car- 
bon or  graphite  pile  regulator,  operated  by  a  series  coil,  C,  is  used. 
This  keeps  the  output  through  the  working  range  of  from  609  to 
1,200  revolutions  per  minute,  practically  constant. 

1916  U.  8.  L.  Electric  System. 

The  Improved  system  eliminates  the  carbon  pile  regulator  and  the 
"series  parallel''  switch.  No  regulator  is  used,  as  windings  of  gen- 
erator are  so  proportioned,  that  the  output  of  generator,  cannot  ex- 
ceed the  current  demand  of  the  storage  battery  and  lamps. 

A  portion  of  the  multi-polar  field  of  the  motor-generator  is  wound 
with  a  series  coil  for  starting  purposes.  The  other  portion  of  the 
fields,  are  wound  with  shunt  and  compensating  coils,  for  generating 
and  regulating  purposes.  The  brushes  are  so  connected,  that  the  en- 
tire number  is  used  for  starting,  whereas  but  three  are  used  for  gen- 
erating. 

The  storage  battery  is  provided  in  some  cases  with  two,  and  in 
some  cases  three,  terminal  posts.  When  two  terminals  are  provided, 
a  14  volt  lamp  must  be  used.  When  three  posts  are  provided,  seven 
volt  lamps  are  used. 

The  number  of  cells  of  battery  are  cnt  down  from  12  to  6,  giving 
12  volts  instead  of  24. 


^^^ABT  HO.  171»— The  U.  a  I..  (U.  S.  Light  *  Heat  Corporation)  Electric  System.    8ec^  ^V&q  ^v'^^ 
P^^  347  for  eonstmetion  of  generator.     Note— The  U.  8.  L.  Co.,  Klagara  ¥tA\%,  *».  X.  no^  ^-^^  %  ^Ml««a\ 
^'lieipls  of  ragnlatlon.     This  is  shewn  »8  s  mBtUr  ot  information. 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-SEVEN. 


Gray  and  Davla  2kj£otor-Oetierator* 

Tli«  stutln^  motor  U  a  i«p«rkU  xLoit,  uul  t«  ooo«tra( 
wh««l   drivv,   or  crmnk   fth&ft  driv«.     FLg.   3   UlastrtXM   th» 
drive   priDciplei. 

Tlia  itutlXLg  motor  switch  ii  alio  ibown — Xh«  ftctiom 
cie&r  Id  the  tlJ)i«trBtion,     Tli«  bfttttfy  Ib  «  6  volt  bftttefy. 

Tht    dynmmo    !•    a    B«pariite    unit:       compoiLiid-woQBd 
drives  by  tbe  «iicine.     Tlie  driving  pownr  li  tr»a«miUed  bf 
scan,   accord  tag  to  tbe  inittaUatiou^ 

Til*   dTnamo    (Ags.    4,    1    and    3)    liM   two   principal 

**fl«ld,'*   in  whi«h  mafpetUm  ia  induced,   ia  italiaoarj. 
lur«/'    in  which   ekclrical  cmrrent   Ix  f«cierat«d,   rntnter 

Tba  dynamo  hMM  tlia  charactflrlstics  of  m  componiid- 
elilno;  tbat  is,  tho  fltrld  alreogth,  or  ma^etiam  antomi 
cr«ai«a  ai  additional  work  or  load  (lamp  load)  is  appliod!,' 
Teraa,  But  it  ii  ol  tho  Hhunt  wottud  tjp^t  aod  ia  thua 
becaoap  iia  field  windinga  are  coooectod  in  Bbual  with, 
Ihe  armatiure. 

Kef  erence  to  Wiring 

UhMit  174,  ihowa  tho  shimt ^ 

in  purall^;   one   side  conna«t«d   ta 
tiv^e  dynamo  broih;  th«  other  pai 
the  regulator  point*  and  ii  coi 
neirative  dynamo  bntsb. 

Type  *'T,  O  h  D**  dynamo  la 
voUa,  10  ampere*,   1,000  r.  p,  n 
dynamo   ia  rated    at   6H    Tolla.    i<l 
660  r.  p.  m. 

The  dynamo  is  connected  to  the 
chftln  or  geara,  ao  that  it  vrill  rotmf 
apeed  when  car  tpeed  in  10  milei 
at  which  speed  it  ihould  daliTer  em 


Th^  B«gulatar   azid   CM 
The    regnlator    and    cntont    ^mt9i 
dtitlea:     On©  to    '^regulate*'   the  dyn 
uniform    outpat.     The    other    to    eom 
dynamo  into  the  tyatem  only  when  i 
to  cbarg^e  baUery  and  to  diieonne«N 
from     the    ayatem     to    prevent 
tlxJkrging  through  dymamo. 

The  ahunt  win  ling ,  aeriee  wlndll 
points,  regulator  points  and  field  I 
ar9  shown  in   wiring  diag^rams. 

The    thnnt    winding    Is    permAo^ 
oected   acroas   the   dynamo  armatn 
tracts    the   cutoat   armature,    thentl 
the   cutoat   points. 

The  series  winding,  when  the  cnh 
are  cloaed  assists  the  abunt  w India 
ing  cntont   points   firmly   together. 

The   cntout   points,    when 
dynamo    into    the    syatem.. 

The  regnlAtor   points,    wh«n 
circuit  or  abunt  the  field  retistanec," 
drawn   apart,   insert  the  field   reaig' 
the  field    circuit. 

The  field  reaiatanco  retards  the  0 
rent   in    the   field. 

Wlion  dynamo  ts  at  reet^  cntoni  \ 
open   and    regulator   points   closed.. 

Aa  dynftmo  first  speeds  ap    thf ! 
points  romain  closed.     Thus,  the 
anee    ii    short    circuited,    permitting 
namo   to   build   up   nnder  full   field 
When    the     proper    voltage     Is 
pointa     open,     permitting     correnl 
through   the  aerie i   winding   to  the 

At    the    dynamo    speed    Inc 
thttt  necessary  for  full  output    the  i 
•bunt    winding    nttracta    th»    regvld 
turea.     This  reduces  the  pressure  i 
ulator    points    and    inaerta    a    realsl 
the   field   circuit,    which   preventa  ft 
creaae  of  output.     The  varying  of  ti 
aure  at  Ihe  pointa,   which  allows  ihi 
anee  to  be  put  into  Ihe  circuit,  ia  T 
tent.     The   frequency  if  in   prop 
speed    variation. 

Whan  Umps  are  tnnwd  on  the^ 
at   Ihe   regulator   points   ia   redue 
dynamo   output   is    Inereaaed,    givi 
namo     compound-woond    chararterid 
A,  chart  168,  sUowing  reaistanct!!  ib*] 
coil  which  givea  an  idea  of  the  : 


Ignmon;   is  similar  to  Delco  and  otber  systems  of  this  description.     Nolo  provision  is  mad«] 
log  tuner  and  distributor  on   fenerator  shaft   <  fig,  4). 


,  aSAST  NO>  ITS-'^ne  of  Qrsy  and  Davlfi*  StaxUng  Motor  and  Generator.  Fly  WIimI  . 
0tiutlnx  Motor. 


THE  ELECTRIC  QENEBATOB. 


866 


f      0 


nt&jLJixt^R  acLTT  our 


nctD  frcvgfWNCt 


T7^ 


XUtflflftftftJ 


X 


a^Q^rsk^ 


pATTERr 


ao 


7_ 


,  a  Q  Q  a  y  a     ^ 

•«*0  *hOC  HtCAt    DAS^      W Hi 


P, 


J3  CGuLATOft  ft  <VT  OU? 


('QroQsdtd   Bvttdi,''   amtra 


Ckblo  {A}t  teateftd  of  GOTineclInff  dtrftcltf  to  thn 
itKTtlsf  iwiletii  connecta  to  frftine  of  osf.  Tho 
«w    friiov    catrittt    the    current    to    tb«    grotinded 


'OroimdAd    Motor"    «Fit«m 


Citblo  (A).  lnit<3«d  of  coaneoli&g  dirflDtlr  to  ttio 
starting  motor,  coiuiecta  to  tha  frvD«  of  e«r>  Tito 
o«r  fr*mo  earrt«a  tbo  ciirreat  to  Ihs  groimdod  ter- 
mlABl  of  AUritng  motor^ 

To  tf«^  motor 
dfcillt,  "muDd- 
ed  swlteV'  dr- 
etiit:  Is  tr«c*d 
from  pDBiH?d  eoa^ 
□action  of  battery 
through  CAlilfl  {k}, 
ttitrtisg  twitch, 
cflbio  CT)  il«rt^ 
Ing  motor  »nd 
cmbk  (G).  to  bat- 
tery (NEQ>  ter- 
minftl. 

flio  **Graimd«d 
motor"  circuit  U 
triced;  poiitivtt 
tenoin&l,  cftbla 
(A)  to  ■tirtlug 
motor,  cibiD  (T), 
■tArtin^  iwlteh 
and  eablo  (0),  to 
bnttflrr  (N£a> 
lermloftL 


''^AKT  Hai74    --Gray  and  Davis  Wiling  Plan  of  *'Oroimded  Switch"  and  ^'Orounded 

Motor/'  There  are  two  Wiring  Syotema  in  general  use;  "Gronnded-Motor"  and 
"Grounded-Switeh.^'  Size  of  wires;  Starting  Motor,  No.  1  B  4»  S  gauge;  Dynamo  to 
Battery  and  Lighting  Switch,  No.  12;  To  Headlight,  No.  10.— «««  ch»^T\  vi^. 


:^is. 


I^KiZJ- ^  ITlIi?f  ^ii.  l^i- 


-^  ^^  — 


.'^  ,    *  ^ 


G  AND  GEN- 

C-  Hi^^mobile, 
— jei  Maxwell, 
s  rxsrr.rles. 


=is=: 


^±  T**--^  tfr^T-i:  i'J*w£!iL  -vil.  be  treated 
ssar   •    *"La..— -  -»  .zsm«:^..3i.   &1jc    ^.are  of 


fwaiaoia.    :»if  .••f  n-ijit^  the 

:n:=--w  "Zs  ^r*  ▼iiiii  Isiaz^  &  ••groaad," 

^::3,:«.    li^rr^r-       :r   -ro-ir*   "wirea   con- 

1.--T         r       ;i^    r-»r   ^a^    itier."    They 

T-1.    :-   IS*-:'  ruTr  tr*^j  ii  lifiM  isstrnc- 

Ir  3  i.ia  i*r~--«aj-f  *::  r-rffr  to  chait 
_2_I  r.r  ~3-^  i.iLr*ae  zf  12 ■?  '■*!  tisg  ma&n- 
iiii.— ir*i3  z  -_r*t"T_!  «7y:==j  &s.i  if  the 
- —    ~ . ^    irx    I."    i-tu-.    :;i.r   catalogs 


'g'-^f  prisclples:  al- 
'^  :xi  "riis  s-:.:e«t  is 
-r  ■  i'V;  -  :,  :«r  "  •  wiring 
:r  il*M:T::  starting  and 
rafrar-rg  syitems"  it  it 
V*:!  ::  3Eisw  that  there 
i.-^  r»-:  '■Tiring  princi- 
;:;«•   "g^gie  wire''  and 

Tw:  wire"  systemr 

n«  "sSngle  wire"  ayi- 
-f::i  i§  TTifre  one  intu- 
iCci  wir?  is  csei  and  the 
:r4=e  of  e^r  is  ased  for 
:!:*  r^vir::  circuit.  This 
«-rf;*^  is  used  most,  as 
::  -riZ  Ve  noted  in  dia- 
zri:rLa  follcwing. 

The  "two  wire"  s.^s- 
T-:^  :s  wbere  there  is  no 
ZT'.zzi  :o  the  frame,  but 
z-KD    insulated    wires  are 


Another  point  to  re- 
cezber  in  studying  the 
diierent  electric  systems: 
-o:e  the  starting,  gci  r- 
a:lzg.  and  ignition  sys- 
Zen.*,  are  not  always  of 
cue  manufacturers'  prod- 
uct. For  instance,  the 
Studebaker  uses  the 
Remy  ignition  and  gener- 
ator,     and      a      Wagner 

starter.    The  King  uses  a 

L,  ::   - : .  - :  -J  ^  -: .?  Ti^^ at-^^       ]    Ward-Leonard  starter  and 

■ — '- -^ 1    generator,    and    the    At- 

I    water-Kent  ignition. 

tA  it'.or»«9  battisry  plate  .•  \'.d^\-\  '■  y  ^  '.  r.z  ".r-?  m  posltlrt  plate,  and  a  abort  black  line  ai 
negative  plate.  Or.**  pb  r  '.•.'  *.  -*■  rvjr--"-:  s  ^•*::.  f.r  ■.:.*:•?.:#.  r.o:*  ivmbol  to  deiirnate  a  8  cell  bat- 
lory — at  lowfcr  l»rft  corner  of  Lg.  1.  ;a^e  .^.-1.     S*?  alio,  fourth  tni^bol  from  top  on  above  chart. 

*flee  pages  544  to  .040  for  "Spedlicatlons  of  Leadiss  Cars,"  which  will  clre  the  make  of  sUrtor. 
gt^iif.rnu.r,  iicrii»ioi..  'arK'.rrt.r.  e:r..  ':?ri  v..  a",  :o.-i.:i';e  e«ri.  See  initruction  No.  84.  "Operating 
CarN,"    1t,r  Icmt  rr.f.-.  n.. ■:.•'..    for  I't.tr   *  .  f'.  -.T  .   ■iv^T.^ms  of  different  leading  cars.      See  pa<;ea 

434,  r.4;i  for  "Lamp  Voltages.*'   See  inUes.   "Bemoring  Battery.'*      *8ee  instruction  No.  24  and  v*S« 
r.43  for  "Ignition  Timing." 

•^Wo  do  not  attempt  to  show  the  latest  wiring  diagrams  in  this  book  for  two  rsasons:  because  the 
readitr  luuiit  manter  the  early  prinriplrt  fifRt;  vei'ond.  because  most  of  the  ears  which  need  repairing 
mrm  ohltr  inmlt-ln.     Hnn  a'l  for  Wiring  Diagram  Book  for  wiring  of  all  ears. 


- 

, 

■     .      •--  _           I      .      :    -*  ^    r— :^ 

z^=z 

:  —  '       ~    -       ■:             -            _         —         —      T_  -     "^     •"i~   Zf 

•J 

-     :  ~    - . .             1-       "--—--     'I. 

' 

-r 

-~------ ..  -.  «—.  «  ■  —  - 

•    ---::      :   •    :-_.:--?      --;-:.- 

"  — 

=  - .    -  • :  I :      -   ..-.--—    :  -  r,  -  f 

_ 

'       '-'-i't'.-  ■'■'  "  '      —J—   -.-^  :-:'.-:^-   .t-.- 

.--'—' 

-  r- . :    -     .  -          .    -           . .--    -    ::  » 

- 

~"-          *-    -:'■•-      .  ■' .:  'J:.^...■-^'v-^^ 

.     „    ' 

-    -=    •:     -..:-.          7^    -    ----:    ..-::.- 

5 

:-  ;   ;    ■  :>-.,'    :>     r:.rv  i;:-,:;*:^.;:^ 

:^ 

'  ■     ■  _  -  ^^      -:-   ="..  -::Vi: 



"    -  -:      —I: :    r-  -  -  -  ^  ?  5  .  -  J- 

\ 

j-=:  -.-  . —   ■•  •-■    .^^   --i^ 

."'■■    "          "■.■.""'.--"■    '        ~.  /     •'  _:~z' — ri^-rT**?* 

--.-  -  --!  >=?: 


DYKE'S  INSTRUCTION  NUMBER  TWENTY  EIGHT. 


HedUiifiO 


[  Plf.  L 

lac  column  IsAtead  of  the  dAih. 

1iDtt«D  vwiUbei,  »■  follow! :      1st, 

3rd.  hMd  UffbU:  iU,  dim  lighU. 

T1l0  ivftT  »ad  iiutaniDent  Ufbta  tre  coim«iit«d  witli 
9  ftnd  4.  Th«  OverUnd  formerly  used  6  ■  witch  bat- 
loat,  the  fifth  wfti  for  a  toienoid  eomiection  for  start- 
^^ 

ng.  10.  FostUon  for  th«  ipark  l#v«r  (S)  mod  tbrottto 

(T)   when  crmnkinr  with  electric  ■terter. 

If  battflory  or  gmtita^tOT  U  dlicomiocted,  do  sot  op«r- 
•te  enjflne  unleii  m  short  piece  of  here  copper  wire 
U  connected  from  terralnnl  post  of  feneretor.   to  brsss 

\      screw  io  nftme  piste. 


li«  OomblnAtlon  iwltcb  it  pieced  on  the  steer* 
sh.     There  ere  four  push 
1st,  horn;  Stnd,  ifiiitiou^ 


WillyB  Six  Model  89  Eleetiic  Byntmm. 

Starting  Motor:  Auto- Lite  6  voli  with  a  Ben* 
dlx  drive  which  starts  engine  through  the  lly« 
wheel.  See  heavy  bleck  lines  for  the  circuit 
nod  note  that  the  battery  is  grounded  at  one 
terminal   of  starting  motor. 

The  starting  motor  like  alt  others,  Is  m  lo- 
ries wound  machine  and  has  4  brushes.  Mo«t 
all  starting  motors  have  4  brushes  because  the 
current    is    very    heavy. 


Gteaerator  is  driven  by  silent  chain 
crank  shaft.  BeiraUtlOD  of  ge&erator  is  the 
constant  current  or  inherent  method^  ooneieimg 
of  a  reversed  series  winding,  similar  to  the 
method  explained  on  page  846;  **backliig  ae- 
ries regulation**,  which  cuts  dowu  the  field 
strength,  thus  preretttioj;  an  excess  output 
when  engine  is  mnning  at  high  speeds.  Th« 
generator  begins  to  produce  cnrrent  at  a  car 
speed  of  about  7^  miles  per  hour  and  at 
which  time  the  cut-out  (circuit  breaker)  elr.sea 
the  circuit  between  battery  and  generator.  Tha 
production  elimbi  to  about  14  amperes  at  30 
m.  p.  b.  At  this  point  the  reversed  aerlea 
eoll  holds  the  output  constant  no  matter  how 
fast   the  car   is    driven. 

The  cnt-ont  (also  called  eireuit-braakenr)  ii 
exactly  the  same  principle  as  deaeribed  on 
page  334   and   ee4B, 

The  seD«rator  drentt  can  be  traced  by  start- 
ing at  the  right  side  terminal  on  generator, 
through  cut-out  to  ammeter,  through  ammeter 
to  battery  (  +  ),  out  ( — )  side  of  battery  lo 
ground  (on  starting  motor),  to  ground  through 
frame,   to  grounded  terminal  on  generator. 

Ignition  syatem  consist i  of  the  Oonneetieot 
elosed  circuit  timer,  distributor,  coil  (see  alao. 
flg.  14  next  page),  and  the  automatic  thermostat 
switch    (different   from  one  on  page   869 >* 

The  combination  rwltcb  is  mouuted  on  the 
steering  poat  as  per  fig.  12, 

To  trace  the  primary  Ignlttoii  dienlt,   start 

at  ( -f- )  side  of  battery,  follow  the  Hark  wire 
to  ignition  button,  thence  through  thermostat 
spring  to  primary  winding  on  coii  thence  to 
timer,  back  to  grounded  connection  on  coil, 
thenee  to  ( — )  side  of  battery  which  is  ground- 
ed to   frame  of  car  at  starting  motor. 

The  ignition  secondary  drcolt  is  from  second- 
ary winding  on  igiiition  coil,  to  distributor, 
then  throng^h  distributor  arm  to  spark  plujr, 
through  grouird  of  earine  to  prouod  on  cofl. 
Kote  "safety  spark  gap,"  the  parpose  of  wbleli 
Is   explained  on   page   254.  , 

Tlio  purpose  of  the  thermoital  in  the  com- 
bination switrh,  is  to  open  the  circuit  if  awiteh 
is  left  on  when  engine  is  not  running.  The 
spring  (below  word  * 'automatic  switch"),  boats 
when  ignition  switch  Is  left  **on**  and  engine 
not  running.  Aa  long  as  engine  is  running  the 
intemititer  is  Intermittently  opening  snd  clos- 
ing circuit  and  this  blade  does  not  heat,  but 
when  circuit  is  eloeed  for  any  length  of  time 
(30  or  40  seconds),  then  it  heats  and  b«i4a 
down,  making  contact  with  magnet  colli  vhie^ 
causes  switch  button  to  release,  as  explainad 
on   pnjre   254,    thus   opening  circuit. 

To  time  ignition:  Retard  timer.  Turn  fif- 
wheol  slowly  by  hand  until  mark  *'l — dDO  * 
on  fly-wheel  is  1  inch  past  the  indicator  on  rear 
and  of  eyllnder.  just  after  the  completleo  of 
•compression  stroke  in  either  No.  1  or  So  « 
cylinder.  Then  so  mesh  the  timing  geara  with 
the  timer  drive  gear  that  the  points  of  Uoktv 
are  just  starting  to  separate  and  the  dlttrib  ^ 
Arm  is  making  connection  with  the  cylinder  1 
flmed.     See  also,  page  258.    Tfrlng  order: 

To  time  OTsrland  model  86-Bi  Turn  fly- 
wheel until  mark   "1  4UP**   on  it.  is   1%"   paat 

indicator,  in  either  Ko,  I  or  4  cylinder  when 
just  completing  compression  stroke.  "Ooontry 
Club'*  model;  IV*"  past  Indicator:  Wlllys-Kniflrt 
Eight;  place  mark  "1-4-TC-E,"  1^"  pastin* 
dicator.  Model  90;  place  mark  '*l-4rp/*  l*' 
ast  indicator.  Firing  order  model  90.  and  8SB, 
,  8,  4.  2.    Timer  gap  .018';  pine  fl*P  .025'. 

To  raise  ampere  rat*  of  Auto-Lite  gvoarslor 

if  helow  14  Amperes,  remove  Amsll  brass  covar 
plate  from  aide  of  geoerraior  where  brush  hold- 
ers are  fastened  to  a  ring.     Looaan  screws  and 

fum   rine   in   direction   of  rotation. 


uosav 

■95 


s; 


^SAST  NO.  17SA — WiiJ79-£ttlglit  8lx  *' Model  B9'*  Electrie  System,  Bxplaliiiiig  the  Oomblnjitloii 
Utcb  en  tli0  SUBtiSlg  Tost*  8ee  pages  497-4d  tor  DverVand  dear  Shift.  See  page  112,  US;  meshing  gears 
*  mfUnr  chmin   mdJaAtmenta,      *See  page   820   to  toll  when  piston  \i  otv  cnm^Tea*\<m  stroke. 


i 


Caaacctlcift 
liuldoci  CaU 


winding 


Tbm  dti|r  eari  nwciTif»ctur»d  hf  tba  WUlji-OTir- 

■  Ofl,,  Tol«4o,  O.,  for  1930  are:  ^'Overl*!!!!  4**, 
1»A£fl   377   and    ilie    *^TiVi]t}'s-Kni|:ht    "tnddel   20/* 

Tb«  m«d«l  90  «l«ctrle  syttsm  Ik  axplmLand,  due 
|o  the  fibct  fbet  e  r^vet  samber  ere  m  use. 

8t«rttQc  motor  li  ■imiUttr  to  tbs  deieiiptloa  (>q 

Q<D«rat«r  tt  the  A.Qta-Llte.  SefftiLAilon  of  cur- 
reoit  bjr  third-hmih,  (tfae  principle  of  which  is  ex- 
plftiDtid  Qia  pft^e  989  K  Qeperator  beffini  to  pro- 
dtie«  carranC  bC  d  inLiAi  pei-  hmir  car  ipeed  sufficient 
to  eloie  cut -QUI  (ctreuit  breaker]^  c'onUct  poLntfi^ 
Ifaiu  coDnectin^  b^tterj  with  fencrator.  At  20 
m.  p.  b,  output  ii  14  imports;  at  25  m-  p.  b,«  ftbout 
IS  or  10  Ampernt.  Maxim^iLm  output  of  17  umpefftt 
is  prodoeed  at  S3  m.  p.  h.,  after  which,  ipeed  the 
etLTt-ent  deeraaae*. 

IfBlHtttu  The  apHldorf  ebied-eli^iiil  timer 
Aod  iffDitlon  efiil  la  ah  own  In  flfn.  S. 

Pnsi&rr  dztult.  start  al  battflr?  (  +  >  gld*. 
faUev  einfle  arrow  poi^ta  to  B  on  thermoitat  awlteh 
throuffh  A  to  C,  thenre  to  primary  wiriiliiif:  (P)  on 
99il  tkence  throofh  reaiatanc?  R  fioo  purpOieo  &i 
r«atat«.nce  unlE  on  paireji  246,  2SD,  37i)t  to  lasulftt^ 
#d  c«nt«ct  Qii  timer,  throufb  timer  poiota  to 
fToniided  timeir  eofit&ct,  to  fround  donntction  to 
Mtierr  ( — >.  Noia  ( — >  aide  of  batter?  it  rwjnnd- 
•d  on  ttArtiui^  motor  at  (BG)  which  frounda 
li«tteiT7   to    frmmp   of   c*r. 

Secosd^fir  clrcMt:  From  nec^oodary  windlaff  oo 
eolX  thfioafb  cable  (B)  to  dlairlbufcor  arm  (D), 
to  apark  pluett  through  engine  to  fronnd  of  coil. 

SafvlT  ■TAtIe  f»p  ii  provided  betwe<n  rnmtid 
eemae«iloii  to  aecondary  winding,  for  roftiooa  ex- 
vblned  oa  pi^o  254.  Condoniirt  like  ftU  con^ 
oansen,   ta  elmiiled  acroii    primary  circa  it. 

Conneetlciit  model  10  timer  (flf.  11)  uid  coll 
iMg^  14}  aT«  uied  OD  aome  of  Ihe  '*model  9C 
OTerliud  can.  Nots  this  coil  circuit  ie  cJearly 
•bowQ.  P  la  primary  windimf  Asd  9^  ietondary. 
T&«  wtro  from  O  on  coll  eopneeta  wltb  0  ou 
rhetrmoetat    gwitc^h. 


CotLUAcfelottt  t^effflOAtAt  awit€b»  alio  oaIl*d  auto* 
m*tle  BWltdi  li  uted  on  all  ''model  dO"  cara. 
This  twitch  (ILr>  10)  It  different  from  the  th«r- 
moatat  fwtteh  ebown  oa  page  BSS  and  264,  In 
that  biaide  D,  takea  the  plaee  of  tbe  mafmet  eoUa 
on    tbe   tbeimoitat   iwitch   shows   on   abo^e   pag^ei^ 

Ptirpoift  of  therm  Offtat  twltcb.  It  mnit  b« 
imdoiatood  that  this  timer  Is  a  cloaed  ciroalt  typt^ 
tbes^efore  if  online  la  not  mimlitf  and  awlteh  li 
left  *'on'%  a  waste  of  current  and  beating  of  eoll 
resu!ti,   therefore  tbli  awlteh  openi  the  clreDilt. 

Thermottat  actloa  (lee  flg.  10  and  8).  Batterr 
current  Qqw^^  from  battery  (4'}>  to  B,  then  through 
iUHuiatad  KpHng  {3,  flf.  10).  If  Ignition  button 
li  paahad  in.t  then  an  Iniulated  plnager  (E)  on 
switch  button^  pretsea  ai^imit  spring  (91)  causing 
aprintr  <S2>  to  close  pointe  (0).  Ourrent  then 
trarels  throngb  (A)  to  (1),  threogh  rests tane* 
wire  ribbon  <T>  {thermostat  wire  wbleh  ia  Lnanlat* 
ed  from  A,  except  where  grounded  to  A  at  1),  te 
inaufated  eonnecUen  (O),  to  (0)  connection  on 
coil. 

Bo  lone  u  aoflna  li  nmiLl&f»  the  tatermlttent 
opening  aod  closing  of  timer  contact  points  prorenta 
(T)    from  heating,   blade    (A>, 

IT  engine  stops  with  i^nlMon  awlteh  ^'In*',  tb«a 
timer  polzite  are  cloaed,  and  wltbln  for  50  or  40 
•econds,  the  eontirnjout  eurreot  jiasiing  Ehmngh 
resistance  wire  <T)  beats  spring  blade  (A),  caus- 
ing it  to  bend  down,  thua  malcin^  contact  with  (J) 
at  fX).  Current  then  flowi  through  (J)  to  (T) 
OD  btade  (D),  tbr^gh  (2)  to  ground  connection 
of  awlteh  bos  it    (Q). 

Blade  (D)  then  becomes  heated  aoi  bends 
np,  reieaalng  a  wedge  shaped  lug  {h)  which  Is 
attached  to  nnder  part  of  D,  from  a  groore  ^ 
ignition  butt<in  abaft.  The  spring  <Sl)  then  eaally 
foreea  Ignition  bntton  "out*  ,  tbaa  opening  elroatt 
at  O  and   X.      See  also,   pajre  365, 

Ignition  ttmtof,  and  firing  order,  see  page  lit. 

If  battery  I  a  dlaconnected,  short  circuit  betwMa 
the  two  terminal  posts  on  front  end  of  geaeratO'r. 


OBAXat  HO.  176AA.    Orerlaad  "Model  90"  Blaetxlc  Syrtem,  BzpUinSniL  tSiA  "SiinRi^Vh  tA  ^Q&%  ^^Wr 
iMCtlciit  nmmottat  Switcdi.    See  also,  pageu  365,  254. 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-EIGHT. 


'H''— 1916-17  Etoctxlc  ByBtom. 

The  tyitaB  now  used 


it  a  Wertiar 


Hapmobile 

The  Hnpmobile  formerly  need  »  Bijnr  eieiter  end  feneretor. 
honae    tUrter    end    generator    end    the    Atweter-Kent    Ignition. 

WeettBfhoiiBe    generator — driTon    by    chein    front  end  right  aide.     Ohergea  bettery  et  8  milai  p« 
et  which  point   the  cnt-ont  connecU  with  bettery.     At   20   milee   per   honr,    generator  reachet  tti 
mazimnm.     Charging  rate   14   to   18   amperee  if  battery  ia   low.   and  0  to  9  amperee  if  battery  ii  will 
charged. 

The 
cntont, 

the  battery , . 

acta    aa    an    antomatic    Toltaee    regulator    which,  after 

the  cntont  haa  made  connection  between  the  geBtrator 

-      ^^  and    battery,    automatically    keepa    the    generator  Tolt- 

iW  ^  3    4     — ^•^  age  below  a  certain  fixed  Talue,   and  thereby  controU 

[l^i a i^ 1  the    output  of    the   generetor. 


refvlelor  performa  two  fnnetiona.  It  acta  u  • 
.  which  connecta  end  dieeonnecta  generator  from 
kttery  at  a  certain  predetermined  apeed.     It  alie 


from    thf 


A — Storage  Battery 
B — Startinc  Switch 
O— Starting  Motor 
I> — Generator 
B— Voltage  Begnlator 
r— Ammeur 
St-ZmltloB  Switch 
B--£lChting  Switch 


J — Spark    Coil 

K — ^Atwater-Kent  IgnlUon 

L — Horn 

M — Head  Lampa 

N— TaU  Lamp 

O — Inatniment  Lamp 

P — Horn  Pnah  Button 

Q — Spark  Pluga 


Wiring:  There  are  two  wirea  leading 
generator  to  the  regulator.  The  larger  of  theae  tvo 
wirea  connecta  the  generator  terminal  neareat  to  the 
engine  with  the  regulator  terminal,  which  ia  at  the 
extreme  right  aa  Tiewed  from  the  drirer'a  aaet.  Thi 
other  wire  connecta  the  generator  terminel  neareat  tki 
car  frame  with  the  middle  terminal  on  the  regulator. 
(See   illuatration   aboTe.) 

To  adjoat  generator  chain  tenaiOB  proceed  aa  foUoin: 
alightly  looaen  the  three  nuta  holding  the  generator  to 
the  crank  caae.  remore  the  ehield  OTor  the  front  of 
the  generator,  then  with  the  lower  bolt  aa  piTOt.  tko 
generator  can  be  awnng  to  either  aide  until  the  proper 
tenaion    ia    obtained. 

The  chain  can  only  operate  in  one  direction.  Arrowi 
atamped  on  eech  link  ahow  the  direction  in  which  the 
chain  ahould  run.  The  proper  chain  tenelOB  or  adjait- 
ment  ia  when  a  Tery  alight  motion  can  be  felt  in  the 
chain. 


Stazttng  motor  ia  located  on  right  aide  of  engine  and 
'iTea  through  a  gear  on  the  flywheel  operated  >y  a  foot 
pedaL    Starter  pedal  ia  located  to  right  of  foot  accelera- 


tor pedal. 


IgnttioB — Atwater-Kent  (aee  page  S48).  Firing  order 
1.  2.  4.  8. 

Betting  the  Ignition:  Set  the  hand  apark  lerer  in  a  horiaontal  or  mid  poeition  on  the  aector.  and 
looaen  the  two  nuta  on  the  control  rod  at  either  aide  of  the  email  awiTol  block  at  the  igniter. 

The  platon  in  No.  1  cylinder  ahould  be  raiaed  to  top  dead  center,  which  ahould  be  at  a  time  when 
the  mark  *'l  and  4  OL"  on  the  flywheel  regiatera  with  the  dead  center,  which  can  be  aacertained  by  re- 
^  tJ^  the  flywheel  coTer.  Turn  on  paat  dead  center  about  two  inchee.  Then  the  diatributor  unit 
'  7^  1.  ^^  turned  ao  that  the  lug.  to  which  the  awirel  connecta,  pointa  directly  away  from  the  earburoter 
!r.  ^^^^  carefully  turn  back  ebout  1/6  of  a  turn  contrary  to  the  direction  of  normal  rotation  of  tho 
aiatrlbutor  abaft,   until  a  click   ia  heard:   then  clamp  the  adjuatment  in  place. 

If  the  diatributor  unit  haa  been  properly  inatalled.  the  metal  edge  of  the  diatributor  block.  ahotUd 
»•   pointing   toward    the   radiator. 

King  Eight-Cylinder  Model  "E£  ft  F"  Electric  System. 

Wiring,  aingle  wire,  grounded  return;  Lampa.  aingle  contact.  All  are  6-8  volt.  Head  Ughta  are  18  e. p. 
*nd  4  fl.  p.  Inatrumont  and  tail  lifrht  2  c.  p.  Fnae,  10  amp.;  Generator,  Bijur  conatant  current  type,  pace 
028;  Starting  motor.  Bijur  with  Bendix  drixe.  page  831;  Ignition,  Atweter-Kent.  type   '*00"   efoeed  fltf- 


euit  \wr  |«i»Ki»  jiw 

retaril  iiii,l  tiiii(«  l»«'     , 

not  uiietl      nnng  order,  t.  H, 

third  bruah 


Unltiou  tinitiig.  r»aoe  No.   I  riaton  on  top.  place  apark  lerer  within   ^   men  of  f^ 

i>ii«i  '.'.NO    c\i-oi»t  iim^r  >hould  have  a   *«    in.  or  1  in.  moTcment.     Automane  •jwanea 

A    .s.  -J.  7.     Cnt-ont  ia  mounted  within  genentor  honainf.     MflfWMMii 


».  t^ 


CVABT  NO    i7/iB^HnpmobUe  Electric  «ni*m,    «ii4  Modrt  "BE  ud  F"  Electric  BystM. 


STUDY  OP  DIFFERENT  ELECTRIC  SYSTEMS. 


881 


MARnon"34-' 


osch    startinf ,    fenentor    and    ignition    tyttein.     Three  unit  type. 

aaf neto.  drlTen  from  the  generator  shaft,  by  meant  of  a  flexible  eonpling.    ▲  grounded, 

.  u  used. 


I^pition:     Bosch  DUO,  indma- 
**one  wire** 


Ition  timing;  the  magneto  should  be  so 
,  that  with  a  fully  retarded  spark,  the 
apter  platinum  points  will  just  begin 
»arate.  when  the  line  marked  "top  cen- 
on  the  flywheel  has  still  one  inch  to 
fore  passing  under  the  flywheel  poin- 
On  the  magneto  coupling,  there  is  an 
;ment  by  which  the  magneto  timing 
>e  advanced  or  retarded,  in  its  fixed  re- 
to  the  engine  piston,  as  desired.  For 
timing,  see  page  113.  Firing  order, 
J,  6,  2,  4. 

rting  motor — Is  series  wound  with  a  dis- 
nent  type  armature,  called  the  "auto- 
electro  magnetic  gear  shift  ^'  type, 
ocated  on  the  right  hand  side  of  engine, 
bart  No.  161. 

I  Bosch  dynamo,  type  "DSB-3,"  is  a 
wound  machine,  having  an  iron  ballast 
rorking  in  parallel  with  a  bucking  field 
(see  illustration  B,  chart  163,)  these 
ig  to  keep  the  dynamo  output  within 
roper  limits. 

low  dynamo  speeds  the  current  on  the 
>a8ses  through  the  ballast,  which,  when 
has  a  high  conductivity, 
higher  dynamo  speeds,  however,  when 
irrent  output  is  liable  to  rise  excessive- 
le  ballast  heats  up,  and  its  higher  re- 
ee  forces  a  high  proportion  of  Une  cur- 
;hrough  the  bucking  coil  mounted  on  the 
thus  reducing  the  dynamo  output  auto- 
ally,  see  fig.  2,  chart  166. 
I  control  box,  is  mounted  above  the  gen- 
r,  convenient  for  inspection.  Incorpor- 
In  the  control  box  are  the  automatic  cut- 
;he  field  fuse  and  the  iron  ballast  coil, 
automatic  cut-out  is  provided  for  the 
se  of  automatically  connecting  the  dy- 
to  the  battery,  when  the  dynamo  vei- 
ls at  a  value  sufficient  to  cause  the  bat- 
to  charge,  and  automatically  disconnect- 
be  dynamo  from  the  battery,  when  the 
no  voltage  drops  below  that  necessary 
tiarging. 


Voltage — The  Bosch  system  here  daaeribed, 
is  of  the  12  volt  type,  using  Willard  6  eeQ 
storage  battery. 

Dynamo  lubrication — Each  oil  enp  tkonli 
receive  two  or  three  drops  of  oil  aToy  SOO 
miles.  Light  machine  oil  and  not  eyli^dtf 
oil  should  be  used. 

Trouble  Finding. 
Trouble  finding:     If  the  ammeter  registers  on  Um 

discharge  side  when  aii  the  lights  are  off,  partiem- 
iarly  when  the  engine  is  running;  or  if  a  heavy 
reading  is  noted  on  the  discharge  side  when  the 
lights  are  on  and  the  engine  is  standing;  either  a 
ground  or  a  short  circuit  is  indicated.  If  with 
lights  off  and  engine  operating  at  normal  speed,  the 
ammeter  shows  sero  and  at  the  same  time  the  proper 
battery  discharge  reading  is  obtained  when  the  en- 
gine is  stopped  and  the  Tights  are  on,  the  generator 
is  not  working. 

If  the  lights  are  obtainabla  with  tlie  engine  ■»  a 
standstlU  proceed  as  follows:  Inspeei  Uie  main 
fuse  in  the  control  box;  see  whether  battery  Is 
badly  run  down;  loose  or  broken  battery  coanee- 
tions;  loose,  broken  or  disconnected  wire  between 
battery  and  the  OB  (marked  on  switch)  terminal  ef 
the  switch  that  is,  either  between  the  negative  tanni- 
nal  of  the  battery  and  the  B  terminal  of  the  eontrol 
box  and  the  OB  terminal  of  the  switeh,  or  between 
the  positiTe  terminal  of  the  battery  and  ground. 

If  the  fuse  is  blown  the  trouble  should  be  loeated 
by  testing  the  Tsrious  lamp  circuits '  before  a  new 
fuse  is  put  in. 

If  lights  are  obtainable  only  whan  the  engfae  is 
running,  it  is  likely  that  the  battery  has  become 
disconnected.  If  this  is  so,  the  ammeter  will  ahow 
sero  with  all  lights  off  instead  of  reading  charge 
when  the  engine  is  running.  Also  when  the  lights 
are  switched  on  with  the  engine  running,  the  In- 
tensity of  the  lights  wUl  vary  with  the  speed  ef 
the  engine.  The  engine  must  not  be  operated  un- 
der these  conditions,  as  there  is  danger  of  burning 
out  the  windings  of  the  generator. 

If  all  lights  are  dim  with  the  engine  off,  the 
trouble  may  be  due  to  a  weak  battery;  poor  con- 
nection at  the  battery,  or  at  some  point  in  the  cir- 
cuit, between  the  battery  and  the  terminal  OB  of 
the  lighting  switch;  a  deteriorated  main  fuse;  a 
partial   short  circuit  as  mentioned   aboTc. 

Battery  polarity  reversed:  If,  when  making  the 
installation  or  at  any  other  time,  the  battery  should 
be  inoorrectly  connected  to  the  syston;,  the  cut-enl 
will  Tibrate  rapidly;  this  must  be  remedied  by  in- 
terchanging the  wireb  which  connect  to  the  bat- 
tery terminals  at  the  battery. 


KO.  176— Marmon  "34"   (1916-17):     Bosch  Starting  Motor,  Generator  and  IgnitiAn  Sys- 

18-19  Marmon  tlie  Bljur  starting  motor  and  generator  were  used  together  with  the  Beseli  D1J-€  msciKta 
tien  with  a  6  volt  Prest-O-Lite  oatterj.     On  the  1920  Marmon  the  Delco  sUTtVufL,  \\|^\Vn:^  v&WB^>ii««L 
fc  and  a  6  Tolt  Willard  battery  is  used. 


STUDY  OF  DIFFERENT  ELECTRIC  SYSTEMS. 


I> 


4  14 

Scad 
LiffbU 


l>J 


A  25  BRISCOE 

(Model  14 .38) 

12-6  volt. 


12  Talt  MotffT 


Till  Ufht 


Wlr«  null  not  b« 
0?er  id  iiAQf 


Barn         ▼  B« 


Din 

tlffn 


SpUtdorf-Apelco. 


SpUtdorf-Apelco  starting  mnd  lighting,  system 
single    unit,    consists    of    s    motor-generator, 

ting    antomatie    switch    and    starting    switch. 

er  with   a   12-Tolt  storage  bsttery. 

erator:  By  connecting  the  motor  dynamo  across 
rminals  of  tho  battery,  through  the  starting 
,  the  motor-dynamo  acts  as  a  motor,  spinning 
gine  until  it  picks  np  on  its  own  power.  The 
dynamo  is  then  driven  by  the  engine  as  a 
ktor,  furnishing  current  for  charging  the  bat- 
ing aa  a  motor,  the  unit  has  sufficient  power 
n  the  engine  at  a  good  rate  of  speed.  As  a 
ttor,  it  has  capacity  to  keep  the  battery  fully 
k!  insuring  ample  current  for  starting,  lights, 
in.  horn,  etc. 

armature  of  the  machine  has  but  one  set 
idings,  one  commutator  and  one  set  of  brushes, 
are  or  clutches  are  employed  in  the  construe- 
»f  the  motor-dynamo,  the  armature  being  the 
erolTing  part.  Sprockets  and  silent  chain  are 
for  driving  the  starting  and  lighting  unit,  no 
onal  reduction  being  necessary  than  that  se- 
through  the  sprockets. 

current  outpnt  of  the  dynamo  is  controlled  by 

of  the  special  field  windings.     This  inherent 

tion    feature    makes    it    impossible    to    charge 

kttery  at  too  high  a  rate,  and  at  the  same  time 

the  use  of  any  regulators  unnecessary. 

I  indicating  antomatie  switch,  is  mounted  in 
rcuit  between  dynamo  and  battery.  Its  func- 
I  to  make  connection  between  these  two  units 
the  Toltage  of  the  dynamo  exceeds  that  of  the 
y — as  well  as  break  connection  when  the  bat- 
oltage  exceeds  that  of  the  dynamo.  In  other 
,  the  switch  automatically  closes  when  the  dy- 
is  being  driven  at  sufficient  speed  to  charge  the 
y  allowing  current  to  flow  from  the  dynamo  into 
orage  battery.  When  the  dynamo  is  not  run- 
it  sufficient  speed  to  charge  the  battery,  how- 
or  is  stopped,  the  switch  automatically  opens, 
Uing  a  discharge  of  current  from  the  battery 
through  the  dynamo. 

Indicating  Automatic  Switch  is  equipped  with 
dicating  Dial  which  is  mounted  on  the  dash 
lows  at  a  glance  whether  or  not  the  battery  is 

charged.  When  current  is  flowing  into  the 
y  the  words  "Charge  On"  show  on  the  dial 
nen  the  battery  is  not  being  charged  the  words 
Tgt  Off"  appear.  , 


The  Starting  Switch  is  one  built  esoecially  for  nae 
with  this  system.  Its  design  is  sneh  aa  to  maka 
arcing  of  the  contact  impossible. 

▲  12-0  Tolt  Storage  Battery  is  used  in  eonnection 
with  the  Splitdorf-Apelco  starting  and  lightiac 
system  for  motor  cars.  The  battery  is  diTidea 
into  two  individual  6-volt  unite  whieh  are  eneloaed 
in  one  ease. 

▲t  the  time  of.  starting,  when  tlie  itartlBf  twIUk 
la  pressed  down,  the  two  8-trolt  iinita  of  tho  hattoiy 
are  then  oonnected  In  Mdes  tbzovgk  tho  awtteh, 
famishing    ^8-TOlt    cnrroni    to    the    motor-dynamo. 

This,  however,  does  not  affect  the  voltage  to  the 
lamps,  as  6-volt  enrrent  is  supplied  for  lighting  and 
ignition  at  all  times.  As  soon  aa  the  starting  switch 
is  released,  however,  the  two  battery  unite  are 
connected  in  parallel  and  charged  as  a  O-volt-battery. 

The  use  of  12  volts  for  starting,  insures  sufficient 
power  to  spin  the  engine  under  normal  eonditiona, 
aa  well  as  cute  down  the  current  drawn  from  tho 
battery.  At  the  same  time,  0  volts  for  chargfasg 
makes  it  posible  for  the  aenerator  to  begin  charg- 
ing at  very  low  ear  speeda,  as  well  as  makes  the 
use  of  7-volt  bulbs  possible  for  the  various  lamps 
on  the  ear. 

General  drcnlt:  The  current  flows  from  + 
D  on  generator  to  -f  D  on  indicating  switch,  through 
the  winding  in  the  coil,  coming  out  at  -f  B,  then 
to  -f-  A  on  startini;  switch,  where  it  divides,  one 
side  leading  to  -f  A  on  battery  through  batttfry  to 
— A  on  starting  switch.  The  other  half  of  the  cur- 
rent flows  through  Jumper  in  the  switch  to  4- 
B  on  starting  switch,  through  to  -f  B  in  battery 
through  battery  to  — ^D  on  generator  thenee  to 
— ^B — D  on  starting  switch  — ^B-D  are  the  common 
return  points  of  the  enrrent  on  starting  switch, 
from  there  to  — D  on  generator. 

Starting  awttch:  When  the  switch  is  depreeaed 
the  current  flows  from  the  battery  at  +  A  to 
+  A  on  starting  switch,  through  switch  to 
+  li  on  switch,  then  to  +  li  on  motor  dynamo, 
through  motor-dynamo  to  — B — ^D  on  starting  switch, 
then  to  — ^B  on  battery,  through  battery  to  +  B 
on  battery  then  to  -f  B  in  starting  switch,  through 
switch  to  — A  on  switch  to  — ^A  on  battery,  through 
battery,  to  -f   A  completing  the  circuit. 

If  battery  is  remored:   connect  a  wire  across  posts 

— D  and   -4-    D'of  motor-generator. 


KO.  178 — Splitderf-Apelco  Electric  System  as  an  Example  of  a  12  volt  Mdtor-Ctaiierator- 
I  fonnerly  used  on  Briscoe.    The  Ignition  is  Ctonnecticvt. 


8M 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-BIGHT. 


QKmttD 

ft 


mm  it^iKT 


I?, 


ci-i 


S&xon  Six* 

motor  with  ReLQ- 
dtn  drlTft.  Waf- 
Qer  djnftmo^  eh  Km 

i^QitfoD.      Wirioff, 


JO©   sdfrtiDf 


^ 


fi^S^ 


To  set  tl2D«r  on  Skzon,  crank  flii(ia«  imtil  plfioe  Ko.  1  b««  pB»ed  iu  Dpp#noott  potitioi^  im  cem 
pi««Bion  ■tr8k«  od«  inck  on  tfa«  IL7  whefjl  1%U  p«aitiOQ  cui  bA  d(yttncila«4  ^r  d«ad  center  m«Tk  (BO) 
til  flj  wbe^L  Move  to  po«itioQ  one  iucb  pmit  the  flf  wheol  polntet-.  Ko.  1  post  on  tim«r  cip  mast  nKiw 
W  ia  position  to  m*k«  contiei  with  wipflr.  Rot»|«  bodr  of  tltt«r  until  eoiitul  hr«sker  opeai.  Kow  eon- 
AHt  Ikmftr  to  ip«rk  frontfcil  lever.  Set  mho^e  with  epirk  lever  fall  ratud.  Paring  <frder  is  l,  5,  3.  fl,  2.  4^ 
Breaker    point   £^«ps    are   set    .015    and   ipark    plag   gsp,    .025".      Above  ia   tlie    1916-17   model   ear. 


CbevTOlat  '*490'*  Electric  SyBtem. 


tmftrsMSfOH 


5K." 


liVtttor   and   If^itlfts   ■|-ct«iii, 
Bae    pa^a    Z64    and    6B6. 


Fll,  4, 


Tho  generator  is  a  **  reversed 
BerJiei  wound'*  dynamo^  Befi-iii 
chareiBf  at  7  mtlve  per  bom-,  and 
reachcrs  maximmn  enrrent  prvklne- 
tion  at  30  miles,  at  wbteh  si»«*d 
the  amperage  ib  aboat  14.  At 
higher  apeeda  the  rtTersal  aeriea 
coll  hot  da  the  oatpnt  at  thia  am- 
perage. 

Oatout  or  clrcnit-bT«aker — If  re- 

moted,    connect    a    short    pieee    of 

copper- wire  between  tenninal  pcMta 

on   gi^QcrAtor^   see   ebart    175 AA 

for  tTpe  ont-ont  used* 

IgnlUoii  Is  tho  Oonneeticnl, 
as  explained  00  pafe  254* 

To  tlmo  tlie  Ignition  t  Ro- 
tate the  IKt  wheel  until  tli«  Ko. 
1  Intake  vatve  beflni  to  opea* 
Piston  Ho.  1  Is  then  at  **%oi^ 
center/* 

Aftar     remoTlnf     tlie     epArk 

£ln^  and  Lnser^nc;  a  acrew 
^iver  or  rod  as  illtistrated  oa 
pag«  S31}  contiouo  to  rotate  tho 
Oj  wiheel  natil  the  pistol  afala 
reaches  top  of  its  comprossi«a 
•troke, 

T^ra  switch  oa  and  as  la  starting,  sHp  the 
Icnltar  on  th«  abaft  and  eonneet  the  vlree  to 
tbetr  proper  plnfi,  then  reaio^e  the  Ho.  1  wtr» 
from  the  terminal  aocket  on  tbe  distributor  caae 
and  bold  it  about  one-qnarter  inch  away  trom 
the  braea  rinf   of  the  soeket,   as  In  flj;,^  4. 

Rotate  tb«  entire  fsniter  aotemblf  os  tJho  akAft 
in  a  otockwlse  direction,  ontii  a  spark  jmsipa 
from  the  end  of  the  spark  pins  wire  to  tb.« 
br«ai  Tins  of  the  tenoinai,  Tb*  Ifaller  m4 
aervwt  shoald  then  be  tightened,  and  tlie  No.  1 
wfav  inserted  In  ita  aoeket.  Setting  Is  mad« 
irith  spark  loTer  retarded  =     Firing  order,  1,  2,  4,  «. 

On  ''41^0*'  CbeTTOlet  uo  adjnstnaeut  of  briu&ec 
aa  fanerrator  Is  prcrvldod.  If  generator  falla  t* 
ElTO  ItB  fiLU  oatpat — ««e  psfe  409.  Later  '*Anto- 
LHe*'  generators  hare  third  bmib  regnlatioo. 


OHABT  KO.  17(^— Bazon  "6:"    Wagner  Starter  and   Dynamo 

''4QO:''    AntoOiite  Starter  with  Bendlz  Drive  and  Anto-Ute 


Tgnitlim,     Obenatot 


STUDY  OP  DIPPERENT  ELECTRIC  SYSTEMS. 


366 


I 


T  L-"'^  ^^'^  I  Dimmer  u    j*i     . 


Top  Vmw  ^  Tuner 


Hot  Vkw  "^^^  Front  VittF 

f  SwEC^  of     Smith 


Don  Electric  System  Explaining  The 
The  Oonnecticnt  ignition  system  osing  the 
Ckmnecticut  automatic  thermostat  switch, 
which  is  similar  to  the  one  shown  in  fig.  10, 
page  359,  is  clearly  shown  in  this  illustra- 
tion. 

The  irarpose  and  action  of  this  automatic 
switch  is  explained  on  pages  359  and  359. 
Also  note  that  there  are  two  types  of  Con- 
necticut automatic  thermostat  switches;  the 
type  using  magnets  and  one  thermal  blade, 
per  pages  254  and  358,  and  the  type  where 
magnets  are  dispensed  with  and  two  thermal 
blades  A  and  D  are  used,  as  per  fig.  10,  page 
359  and  this  page. 

FEimary  ignition  drcnit  can  be  traced 
by  starting  at  +  of  battery  to  thermostat 
connection  B,  throup^h  spring  8,  to  connec- 
tion 0,  (when  ignition  button  is  "in"), 
thence  to  primary  winding  of  coil  C,  through 
coil  ont  eoil  terminal  B  to  stationary  con- 
tact B  on  model  16  timer,  through  points  P  to 
movable  contact  A  (which  is  grounded),  to 
grounded  terminal  of  eoil  primary  winding 
at  A,  through  ground  plate  (GP)  to  ground 
( — )  of  battery. 

mcopdaiy  Ignition  drcnit  is  from  second- 
ary winding  through  safety  gap,  to  center 
terminal  (OT)  of  distributor,  to  distributor 
arm  (D)  which  passes  the  secondary  current 
as  it  revolves,  to  spark  plugs,  thence  through 
center  terminals  of  spark  plugs  across  spark 
plug  gaps  to  shell  of  spark  plug  to  engine 
frame  thence  back  to  ground  plate  (GP)  on 
coil  to  grounded  terminal  of  secondary  wind- 
ing. 

Oenisrator  is  the  Westinghouse,  using  a 
third-brush  regulation  with  a  cut-out  switch 
(reverse  current  type^  contained  in  generator. 
Note  one  terminal  of  generator  is  grounded, 
likewise  the  ( — )  terminal  of  battery.  When 
vtartingy  ignition  current  is  taken  from 
battery.  iLFter  starting,  and  generator  gains 
sufficient  speed  (8  or  9  miles  per  hour  car 
q>eed),  then  the  generator  supplies  current 
for  i^tion  and  eluurges  battery.  The  gener- 
ator produces  12  to  15  amperes  at  18  miles 
per  hour.  At  higher  speeds  the  charging 
rate  decreases  slightly. 


♦Oonnecticnt  Thermostat  Ignition  Switch. 
The  starting  motor  (not  shown)  is  loeated 
on  the  left  side  of  the  engine,  at  the  rear. 
It  is  fitted  with  a  Bendiz  drive  which  auto* 
matically  engages  and  disengages  the  flywheel 
gear  as  explained  on  page  331.  One  terminal 
of  starting  motor  is  grounded,  other  terminal 
connects  with  starter  switch,  from  starter 
switch  to  battery  (-f),  through  battery  to 
ground. 

The  lighting  and  Ignition  switch  is  com- 
bined with  the  Connecticut  automatic  ther- 
mostat ignition  switch,  a  front  and  rear 
view  is  shown  above.    It  has  two  buttons. 

When  button  to  left  is  pnshod  in,  the 
ignition  is  "on".  When  it  is  pulled  ont  the 
ignition  is  "off". 

When  button  to  the  right  is  pushed  aJl 
the  way  In,  the  head-lights  will  bum  "dim", 
as  the  dimmer  resistance  (B8)  is  in  series 
with  the  circuit.  When  pulled  aJl  the  way 
out  the  head-lights  will  bum  "bright"  as 
the  resistance  (B8)  is  then  cut  out  of  the 
circuit.  When  placed  in  the  center,  the  lights 
are  "out". 

Fuse  for  lights  is  under  hood  on  right  side 
and  a  fuse  for  the  horn  is  on  the  left  nde. 
If  all  lights  fail  to  bum  or  hem  fails  to 
operate  see  if  the  fuse  is  blown.  The  fuses 
are  7  volt,  10  ampere  enclosed  No.  1  type,  dL 
%''x%''  glass  tube. 

Tlxning  Ignltton.  Open  priming  cocki.  Turn 
■tftrtlng  crank  antil  1  «nd  4D0  (eylinden  No.  1 
and  4  are  on  dead  center  of  eompresaion  stroke) 
appears  on  flywheel  and  la  in  line  with  center 
mark  on  crank  caie,  then  turn  flywheel  1  ineh 
past  this   dead  center  line. 

Retard  spark  leTer  and  loosen  set  screw  on 
distributor  shaft. 

Push  in  the  ignition  twitch  button.  Diaeonneet 
the  spark  plug  wire  on  cylinder  No.  1,  and  place 
it  so  that  the  terminal  may  be  about  it"  from  the 
metallic  part  of  the  spark  plug. 

Turn  the  distributor  shaft  Tory  slowly,  in  a 
clockwise  direction  till  a  spark  is  seen  between  the 
spark  plug  and  the  wire  terminal,  and  stop. 

Screw  securely  the  set  screw  on  the  distributor 
shaft,  put  the  handles  of  the  priming  cups  in  a 
vertical  position  and  the  spark  u  correctly  timed. 

Firing  order  is  1,  8,  4,  2  and  wires  to  spark 
plugs  should  be  so  attached  to  distributor  in  this 
order.  No.  1  cylinder  is  the  one  next  to  fan. 
Spark  plug  is  ^-IS  thread  and  gap  shomld  bo 
.025".     Timor  gap,  see  page  254. 


OBABT  HO.  180— Dort  Electric  System  Explaining  the  Oonnecticnt  Automatic  Ignition  Switeli— See 
alM,  pages  899,  858,  254. 
*nie  Oeaaeetfeit  Ignition  system  consists  of  model  16  timer,  tjrpe  QA  eoil  and  K..  "V.  *&.  %^\\.«^V. 


366 


DYKE'S  INSTRUCTION  NUMBER  TWENTY  EIGHT. 


Maxwell  25  Electric  Systems, 


1B1&-10-17  cjuri  uied  SimDui-Half  motorgeoermtor 
•cabined  to  on*  unit.  At  ft  ttarting  motor  it  opi>r«t«d 
•t  12  volU  from  th«  12  volt  buttery  (per  fig.  20,  paijo 
867).  Aft  ft  gen  en  tor,  it  deliTered  earrent  st  6  roni 
to  buttery  in  two  hftWes,  or  io  parftlleJ,  (tig.  21,  page 
867).      A   Simms   magnoto  w&s   used  far  iguition. 

1918  Car  ttROd  the  tame  iyst^ra,  except  the  Atwator 
Kent  A  Tolt  iguitioD  waa  uied  Inateaif  of  a  lOftgaeto. 
In  Attg,  l^\B  tho  system  wag  clmnged  to  a  ttrftlglit  12 
Toll  battery  and  12   volt  ignition. 

1919  Call  tiaed  the  lame  lyatem  (ohanged  ia  Aug. 
1818). 

1920  Can  me  an  Auto-LHo  fl  volt  generator,  thtrd^ 
bnuk  regnlatlon.  6  Tolt  Atwater  Kent  Ignition  and 
«  aeparate  itarting  motor  with  ft  Bendiz  drive  and 
0  Tolt  battery. 


* 


* 


19X9  MaxweH  (Aug.  1918). 

StaitiQg  Motor  (aee  Qg.  1,  page  867)  current  from 
(4-)  or  IS  connectioD  on  12  volt  battery,  throogh 
fttarting  iwitcb  to  terminal  11  on  n tarter- Renerator, 
ihrongh  bruah  lopport  to  atarier  bniahei  2,  4  and  0, 
throngb  commutator  ban,  through  armature  wmdmge 
to  hruahot  1.  8  and  6,  through  leiies  (be«T7)  wind- 
tnge  on  fleld  polei  1,  8  and  5,  to  «tarter  ;yoke  audi 
ground  through  ■  tarter  pen  era  tor  frame  and  engine 
back   to    ( — )    Of   15  tflrminal  of  battery. 

The  ftliimt  fleld  vladingi  aeileta  the  leirlefl  fleld 
wlndlnga  when  aied  aa  a  motor,  thue  the  itarter  motor 
ta  known  aa  a  "cuznmulatlTe  componjad"  machine* 
See  term  cxplAined  on  pugo  347.  Path  of  shunt 
circuit  would  be  from  ( +  )  or  No.  2  terminal  on  etarter 
to  post  No.  2  (DYN)  on  back  of  fate  block,  to  reKQ^ft- 
tor  and  cut-out  but  bar,  through  regulator  arm,  aeroaa 
regulator  poiota  (which  at  thit  time  makei  contact), 
through  wire  to  terminal  pott  No.  8  (FIELD)  oo  foae 
block,  through  circuit  No.  3  to  fleld  tertuioal  8  on 
ttarter  freme,  through  the  6  ihnnt  fleld  windinga  to 
ground  on  pole  plecet  No.  8,  thence  to  ground  15  on 
ttorage  battery. 

Generator  ntet  the  tamo  armmture  and  t«Ida«  It 
Is  driven  by  the  fan  belt.  The  belt  being  ad  jut  ted  to 
that  it  ti  tAut  enough  to  drive  generator  and  charge 
battery,  at  the  tarae  time  toote  enough  to  allow  it  to 
iUp  on  the  generator  drive  puMey  when  uied  at  t» 
ttarting   motor. 

When  reletting  ttarting  twitch  after  ttarting  en- 
gine,  and  engine  rtma  under  Its  own  power,  the  motor 
action  it  converted  Into  a  generator  which,  when  up  to 
tpeed  will  dote  cut-out  pointt  and  geoeraiei  14  voUa 
te  charge  battery,  and  aupply  current  for  llghtt  and 
ignition. 

Whin  need  at  a  generator  the  eeries  and  ihmit  fleld 
wlndlBffi  oppote  eaeh  other  Inttead  of  astfitlng,  thus 
tt  Is  Imown  at  a  ''dlfferentUl  compound"^  machine; 
the  term-  bein^  explained  on  page  S4&.  The  oppott- 
tioQ  of  the  tf^iea  field  to  the  thunt  fleld  together  with 
the  eifecta  of  the  regulator  preventt  current  becoming 
excettive  at   high   apeeda. 


Qenentor,  Cmt-Out  anil   RegQlator   Action 

If  ftzplalned  on  page  367.  When  studying  the  dta- 
gram.  flrtt  trace  thfi  pouerator  circuit  and  note  that 
there  are  two  eircuita  from  the  generator;  the  ^'main 
eharging  circuit'*  from  2  to  battery,  and  the  * 'thunt 
elrcmt'*  from  S  to  8  generator  terminaU*  which  con- 
trol the  atrength  of  the  field  pole*. 

Don't  confuse  the  action  of  the  cnt^nt  with  that 
of  the  r«igal»tor.  A  almiUr  derice  it  thown  on  page 
042.  8S4.  If  engine  tlowa  down  to  leat  than  11  mltea 
per  hour  car  ipoed,  then  cut-out  pointt  will  open  a« 
the  thunt  coil  on  rutoat  will  not  have  tufHcleat  energy 
to  hold  ctti'out  armature   (3)« 

Dath  panel  it  a  very  important  part  of  thit  efoetrie 
eyatinn  and  it  placed  on  the  inttrument  board.  It  con- 
elett  of  "lighting*'  and  "ignition*'  twitch,  "foaee,** 
"cut-out, '*       regulator'*   and   "current    iticlicotor'* 

The  dath  panel  It  grounded  to  the  inttrament  board 
eover  becaute  cot-out  and  refulator  windiaga  are 
groundad  and  a  good  ground  thoutd  be  made  at  all 
timet. 

▲&  Indicator  Inttesd  of  an  ampere  meter  la  nted  on 
lJJb0  BfAxwen  1PJ51919  model  cart  and  ahowt  "Charge" 
cat-oat  ftoiDU  ere  cloaitd  and    "off"    when  open, 
pejv  410  for  priaciph  of  fto  indiealor. 


To  Test  Generator,  Begnlator  and  Out-Out. 
All  Models. 

Otneiratoi:   Remove  all.wiret  from  generator. 
nect    large    positive    terminal    on    end    of    generator 
tmall   fleld    terminal    on    aide    of    generator    with    t^ 
piece  of  intulated  wire.     Speed  engine  up  and  eon 
between   metal  part   of   car  and  Urge  terminal  on 
of  generator.     If  an  arc  occurt,  generator  it  O.  K. 

Caution — Make  sure    that   fan   belt   It    not    tlippii 
by  gratping  generator  shaft  with  one  hand  while 
it  tpeeded  up. 

To  tett  cat-out  1918-17-18  models:  Ground  tei 

marked  "Dyn."  "Bat."— on  ftiae  block.  If  ammeter 
thowt  charge,  trouble  it  utuallv  canted  by  thunt  eofi'- 
tact  on  BUrtiog  twitch  (not  llluatrated}  not  making 
connectiont  to  ground.  On  1919  modela  which  do  not 
have  this  terminal,  connection  muat  be  made  between 
frame  of  daah  panel  and  any  metal  of  the  e*r.  Omt* 
out  winding  it  grounded  to  pane)  on  dath,  be  tor* 
is   well   grounded. 

To    Tett    Begnl&tor^ — All    Modelt:    Connect    betwe 
Dyn.    +    and   Held   terminal  on  fuse  block   with   plie 
If  ammeter  ahowa  high  rate  of  charge,   troubU  will 
found  in  regulator,  utually  canted  by  pointt  being  dirty 
or    tpring    tention    too    weak,    altbongh    loose    aoldeorftd 
connections   on   bnek   of  panel   may  canae   tame 

All  theae  tettt   should   be  made   on   an  enfflnfi 
nlng   at   a  tpeed   not  leea  than  twenty -Ave 
hour. 


:mt-i 

irty 
e  aoldered 
ne  trad^^ 


Adjusting  Cut-Out  and  Increaaing  Ontpai. 

The  cut-out  on   the  1916-16-17   model  cars  em  ' 
adJueted  to  "cut-in"  at  11  to  18  m,  p.  h.  by 
ad] UB ting  hook  (1)  on  cut-out  armature   (2)  back  fto 
to  decrease  the  tension  of  tpring    (8). 

If  cut-out  pointt  ttiek  it  will  be  indicated  by  lAdft 
cator  showing  "charge"  and  generator  eontinnia^  % 
run  after  engine  it  ttopped. 

The  diftrglng  nte  can  be  lacreaied  to  betwftan  11 
and    15    amperet    (if   bruthet   are    In   good   order) »    b; 

bendintr  downward  the  hook   (4).     Thit  requlrea  can 
fuJ  and  paint  taking  effort. 


Ignitlon- 

Atwater  Kent  cloted-drcnlt  tyttem  is  the  ty 
naed  and  ia  fully  explained  on  pages  249.  The  i^l- 
tion  circuit  ia  closed  by  inserting  and  turning  awiteh 
key  in  the  lighting  and  li^ition  switch,  which  eon- 
neett  terminals  6  and   1   on  back  of  a  witch. 

Cnrrent  for  Ignition  It  taken  fronf  terminal  m&rked 
(BAT)  6  on  twitch,  thut  current  it  tupplied  from 
battery  when  ttarting.  or  generator  when  nimiing  o-rm 
It  m.  p.  h.  See  page  307  for  primary  and  t««ond  ~ 
circuit. 


Ignition  Timing. 

Timing   ignitloa   whan   ignition    drivlni 
hat  been   removed.      A    punch    mark   and    nlot   in    Wmik 
drive    ahaft    coupling    ahould    be    aatembled     In     lln«._ 
Timer  drive  gear  and  cam   shaft  gear  thould  have  the" 
double  punch  markt  together.     No.   1  piaton  ahonid  be 
In    firing   or    eomprettion    stroke   poeitlon   and   elot   la 
timer  drive  thaft  should  be  up. 

If  timer  conpllng  abaft  hat  not  been  loo^teatd.   Tnn 

crank  until  No,   I   piston  is    ^•'   past  top  d.  c,  or  l%4 
patt  on   flywheel,    on   compreaaion   atroke.     Turn   tf 
thaft  coupling  until   diatribntor  arm  it   on   No.    t 
ment.     Turn  timer  coupling  ahaft  to  left  or  right  unt 
coupling  pin  ia  in  ponition  to   eniratre  driro  shaft   roup- 
line  notch.     Cog  pic  to  engine,  bolt  to  bracket  and  con- 
nect cables  to  plugs  to  Are  1,  8,  4.  3. 


Plaejl 

ae   e^" 


If  timer  coupling  thaft  hat  bean  removed. 

No,  1  pifftoD  and  dlatributor  arm  In  petition 
plained  a^'ove.  Ri-tarfl  timr»r.  Turn  timer  coupling 
fhfift  by  knurled  collar  until  timer  points  iniit  aeoarate 
Hold  coupling  thaft  in  thit  position,  turn  eoupUng  oa 
itt  thaft  until  coupling  pin  la  oppotite  the  notch  In 
drive  shaft  of  coupling,  then  tighten  osiij  eouple  tlmav 
to  engine  and   connect   terminalt  to  plngt. 

Ttmor    iKklnt    ndjnttment    .006".       Spark    nhu| 
mV  to  .090,"  or  tlightly  leet  than   4i* 


i    plttg    gM 


STUDY  OF  DIPPERBNT  ELECTRIC  SYSTEMS. 


307 


1919 
UazwaU 

Piimviy  eoU  etrenlt 
Ukai  enzrent  (12 
rolta)  from  ignition 
twiteh  at  ION-1. 
Wlitn  twitch  k«y  ia 
tnmod*  connection 
1b  made  through  tor* 
minat  S  from  BAT-6. 
Current  ia  taken 
from  battery  below 
11  tn.  p.  h.  car  apeed 
and  from  generator 
a^of^e      thia      apeed. 

CtLTTMit  path  ia  from 
X0N<1,  to  1  OB  coil, 
throngli  reaiatance  to 
16  H  through  timer- 
poinCi  to  17,  to  17 
groimd  on  coil. 


Secondarj 
From  18  to  diatribn- 
tor  arm  18,  to  aparlc 
plugs,  to  engine 
frame,  to  ground  17. 
See   alao.   page   249. 


1919 
CJTcait 

(See    nrroir 

When  ecglna  li  Btart> 
fid,  gen  em  tor  current 
beglDfl  to  flow  from 
2  ^oo  generator  to 
DYN-S  on  fnie-blo^, 


'j^^J^^To^throwrh  "ihnnt  coil' 
^       winding  of  i 


'  SWITCH 


Storage  BATTERY 

12- volt 

I'^TAILUUiP 


1915-16-17. 

Tig.  20;  Two  hatrea  connected  In  aerlea  by 
iUrting  rwHch  (not  ibown),  +  12  cell  connscU 
nirjtb  —  13:  +  10  with  +  11  on  EQotor«  to  motor 
^nnnd,  to  batt«rr  ground  —  15. 

fig.  21;  The  parallel  eoDnectlcin  is  mads  In 
atariar  ewHch  whan  releaied  after  itartinf,  Faih 
tnm  -f  S  on  genentcr,  to  +  12  a^d  10;  oui 
frevndi  - —  15  and  IS,  to  ^—  groond  on  generator. 


cntHmt  to 

rronnd  (a bore  U), 
back  to  ground  on 
gftnerator,  OQt-oat* 
points  sre  iiippoied 
to  be  ^pen,  therefore 
jgnitlon  11  from  bat- 
tflrj-. 
Wben  mnnlng  abe^  11  m.  p.  h.  oaf  epeed, 
about  14  toUb  ii  gflnefftled*  therefore  out-oat 
'^ahunt  coil^'  is  safflcientiT  enerictfed  lo  caose 
magnet  to  draw  bin  do  2,  Thui  cLoalng  **  4:;  tit -out- 
pointi"'.  Battery  U  thes  being  charged  and  path 
of  ''charging  current''  la  from  3  on  generator  to 
DYN-S,  to  cut-out -points,  through  '*»eriei  ii&lV 
winding,  to  fiAT-6,  to  IS  on  batter jr  to  ground  of 
hattery  15,  back  to  ground  of  generator. 

JL%  a  apeed  of  from  13  to  20  m«  p,  h„  13  to  IS 
amperes  ti  baing  generated  and  *'ihant^fle]d-oir- 
cuit"  IB  from  2  on  generator,  to  DYN'2,  to  eloaed 
'*regulat«r  pointt/'  to  FXBLt>-8t  to  shunt-del d 
connection   8  on  generator^ 

At  apeede  above  20  m.  p.  h.;  in  order  to  prevent 
f^fiuerator  puti»ui  in  creasing,  the  Increased  current 
flow  throngb  regulator  * 'series  coil,*'  causes  mag- 
net (lower  eod),  to  draw  regulator  bla^e  6  to  ft* 
thus  opening  * 'regulator  points".  The  path  mnal 
then  be  through  the  '^sbunt-fleld  re$ift&Dce'\  which 
cuta  down  magnetism  of  fleld  poles,  thus  d«cr^s> 
ing  output,  Thii  action  in  repeated  o^er  and  over 
aa   flpeed   of  car   In^re^iieii   and  doereates. 

The  cut-ont-potitta  through  which  the  main  charg* 
ing  curresnt  flows,  remains  eloaed  and  cut^^ut  only 
opens  when  speed  drops  below  11  m.  p.  h.,  there- 
fore, battery  i^  being  charged  during  the  time  tbe 
re^rnlator  points  are  cloied  or  open.  See  also, 
page  342  for  a  similar  prineiple. 

1916-16-17  Battery  Qoimectlong, 

1315*  16«  17  motor  operated  at  1£  yolts.     Am  a 

feneratof    It    detlTered    e-^olts    to    same    battery, 
maglne  two  three-oell  6-Tolt  batteries,   end  to  «nd« 
Ami  note  how  fonneeted  In  flga.  20,  21. 


OHAST  HO*  180A.— llaacwall  Blectxlc  System — eontinned. 


DYKE'S  INSTEUCTION  NUMBER  TWENTY-BIGHT. 


STUDEBAKER 


«je  AOOmOMAu     t,lQHT3 


Studebaker  Electzlc  Ssrstem. 


TlM  lUrttBC  motor  is  connected  to  engine  by  fears 
Integral  with  the  starting  motor  (see  fig.  1,  chart 
164).  A  roller  ch4in  transmits  the  power  to  a 
•proekel  on  the  erank  shaft.  The  latter  sprocket 
operates  through  an  *'oTer-ranning  clutch"  on  the 
erank  shaft. 


I  generator  is  mounted  In  a  Tertical  position 
on  the  right  side  of  engine  (Q,  page  204),  and  is 
operated  dj  a  spiral  gear  from  timing  gears.  It 
begins  to  delirer  current  to  the  battery  at  a  car 
speed  of  about  10  miles  per  hoar  and  reaches  a 
maiimnm  rate  of  flow  at  about  18  miles  per  hour. 

denerater  is  oiled  at  bearings  eyery  2000  miles 
with  light  machine  oil.  (See  page  204  for  lubrica- 
tion of  entire  car.) 

Onl-ont — also  called  a  relay,  is  of  the  usual  type, 
and  is  attached  to  the  dash. 

The  relay  will  require  no  attention  unless  the 
battery  indicator  shows  discharging  when  no  cur- 
rent is  being  used  for  lights,  horn,  or  ignition. 
If  this  should  happen,  remoye  the  relay  cover  and 
examine  the  contact  points  to  see  if  they  are  stuck 
together.  If  they  are,  they  should  be  separated 
and  dressed  if  rough. 

Tho  BWtliod  of  wiring  used  throughout,  is  the 
grounded  return,  or  so-called  one-wire  system.  In 
this  system  there  is  but  one  insulated  wire  circuit 
from  the  battery  to  each  electrical  unit.  If  any 
of  tlie  wires  should  be  remoTod  In  making  repairs, 
make  connections  as  shown  under  car  wiring  dia- 
gram aboTe.  When  repairing  wiring  or  electrical 
parts|,  flrst  disconnect  wires  from  battery  to  preyent 
poesibility  of  short  circuit. 

If  It  Is  desired  to  operate  the  car  wlthont  a  ster- 
■go  batlerj  a  set  of  four  dry  cells  may  be  installed 
In  the  place  of  the  battery,  connecting  them  to  the 
terminal  of  the  large  cable  riyeted  to  the  frame, 
and  to  the  terminal  of  the  sr^ller  of  the  two  cables 
disconnected  from  the  nega;iye  storage  battery  ter- 
mlnaL  Any  use  of  the  lights  or  horn  under  these 
eonditions  will  serye  to  discharge  the  dry  cells 
rapidly.  If  the  storage  battery  is  removed  it  is 
Tltally  neeeesary,  to  take  the  following  precaution. 

If  for  any  reason  the  engine  Is  to  be  operated  with 
Ike  generator  disconnected  ftom  the  storage  battery, 
be  sore  to  eonnect  the  terminal  of  the  generator  to 
iOBo  point  on  the  metal  frame  of  the  generator  or  en- 
gine, using  a  piece  of  copper  wire.  This  precaution  is 


for  the  protection  of  the  generator  and  is  essential. 
This  "ground"  wire  should  be  removed  when  the 
generator  is  again  connected  to  the  storage  battery. 
Lamps:  For  headlamps  use  7-volt  12-eandle-power 
bulbs,  and  for  tail  and  speedometer  lamps  use  7-volt 
2-candle-power  bulbs. 

Ignition:  is  the  Remy — see  page  251.  The  Igni- 
tion nnlt^  is  mounted  to  the  front  of  the  engine, 
and  driven  by  gears  at  half  crank  shaft  speed. 
OoU  is  mounted  to  the  side  of  the  distributor. 

Adjustments:  contact  points  should  be  .016  of 
an  inch.     Spark  plugs   .026   inch   gap. 

Timing  the  spark:  Open  the  pet-cock  on  top 
of  the  cylinders  |knd  turn  the  engine  over  by  hand 
until  the  piston  in  No.  1  cylinder  has  begun  its 
compression  stroke.  The  beginning  of  the  com- 
pression stroke  may  be  detected  by  holding  the 
thumb  over  the  open  pet-cock  until  eompreesion  is 
felt.  The  exact  upper  dead  center  position  is  in- 
dicated by  the  mark  "UP-D-O-l"  on  the.  fly  wheel 
coming  under  the  pointer  at  the  top  of  flywheeL 
Turn  over  the  engine  until  this  mark  has  4  inches 
to  travel  (for  the  four)  or  6%  inchee  to  travel  (for 
the  six)  before  reaching  the  pointer.  The  engine  Is 
now  in  the  proper  position  for  the  fully  advanced 
spark  in  No.  1  cylinder. 

Turn  the  spark  lever  on  the  steering  wheel  to 
its  extreme  advanced  position.  The  timer  control 
lever  should  then  be  in  itu  extreme  forward  poaition. 

Remove  the  distributor  cover  without  disconnect- 
ing the  wires,  lift  off  the  distributing  segment  holder, 
and  loosen  the  nut  which  holds  the  cam  on  the 
tapered  shaft. 

Pry  the  cam  from  its  seat  on  the  shaft,  using 
the  special  tool  which  will  be  found  in  the  regular 
tool  kit. 

Turn  the  cam  in  a  anti-clockwise  direction 
until  it  reaches  a  position  such  that  when  all  parts 
are  replaced  the  edge  of  the  distributing  segment 
will  come  directly  under  No.  1  distributor  terminaL 
Then  continue  turning  until  the  breaker  points  are 
just  in  the  act  of  separating. 

Tighten  the  lock  nut  to  hold  the  cam  in  this  posi- 
tion  and   replace   the   distributing   segment   ' 
and  cover. 


*8ee  chart  116  and  164  for  the  1916-16  Stmdebaker  electric  drive  principle. 


OBABT  KO.  1800— Studebaker  Electric  System:    Wagner  Starter  and  Generator— Bemj  Ignitioa 
AWra  Is  1916-17  Studebaker.     1916  system  similar. 


STUDY  OP  DIPPBRBNT  ELECTRIC  SYSTEMS. 


861 


XMIf*:  North 
Bast  starter-gen- 
erator and  sep- 
arate Deleo  igid- 
tion  (on  euly 
models,  Bisemaan 
magneto  was 
Qsed.) 


•TAnriNa  swircM 
AND  mvtma 

CUMICNT  CUr.OUT 


STOAAoc  aArrcnv 


'"Dodge  Electric  System. 


Starter— Generator:  position,  front  left 
hand  side  of  engine.     12  volts. 

One  armature  and  two  sets  of  field  wind- 
ings. Operating  both  as  a  starter  and  as  a 
generator.  Driven  by  means  of  a  silent  chain. 
Batio  of  3  to  1.     (Also  see  chart  181A.) 

^Ignition:  Delco,  distributor  on  right  side 
of  engine,  driven  by  water  pump  shaft.  Dis- 
tributor of  course  is  driven  at  ^  crank  shaft 
speed.  The  system  is  similar  to  other  Delco 
ignition  systems.  Firing  order  is  1,  3,  4,  2. 
Bptak,  plug  gaps  are  separated  1/32  inch,  or 
about  thickness  of  a  smooth  dime.  Wiring— 
grounded  or  single  wire  system. 

To  time  the  ignition:  Open  all  the  priming 
cups,  and  crank  the  engine  until  the  com- 
pression stroke  begins  in  cylinder  No.  1. 

This  can  be  ascertained  by  holding  the 
thumb  tightly  over  the  priming  cup  of  this 
cylinder  and  observing  that  both  the  valves 
remain  dosed  at  the  top  of  the  stroke. 

Slowly  continue  to  turn  over  the  crank 
nntil  piston  No.  1  has  passed  the  top  of  this 
stroke  about  6*,  which  is  %  inch  past  dead 
center  measured  on  the  flywheel.  This  posi- 
tion can  be  determined  without  removing  the 
cylinder  head,  by  turning  the  starting  crank 
handle  nntil  the  exhaust  valve  in  cylinder 
No.  4  jnst  closes. 

Bemove  the  distributor  head  and  distributor 
rotor,  and  loosen  the  breaker  cam  adjusting 
screw  on  the  top  of  the  vertical  shaft. 

Then  set  the  breaker  cam  in  such  a  posi- 
tion that  the  rotor  button  will  come  under 
the  position  of  No.  1  cylinder  high  tension 
tsrminal  in  the  distributor  head  when  it  is 
replaced  on  the  breaker  cam,  and  so  that  the 
timing  contacts  are  just  starting  to  open  with 
the  spark  lever  in  the  fully  retarded  position. 

Set  the  breaker  cam  carefully  so  that 
when   the   slack  in   the   distributor  gears  is 


rocked  forward,  the  timing  contacts  will  open, 
and  when  the  slack  is  rocked  backward, 
these  contacts  will  just  close. 

With  the  vertical  shaft  in  the  proper  po- 
sition in  reference  to  the  engine,  and  the 
breaker  cam  and  distributor  rotor  both  set 
as  instructed,  the  timing  adjusting  screw 
should  be  screwed  down  tightly.  Then  re- 
place the  rotor  and  distributor  head.  See 
that  the  rotor  button  spring  allows  the  button 
to  be  fully  depressed,  and  that  the  distributor 
head  is  located  properly  by  the  locating 
tongue    which    snaps    onto    it. 

Chain  Adjustment  of  Starter-Generator. 

To  obtain  the  proper  adjustment  for  quiet 
running  of  the  chain,  proceed  as  follows:  (see 
also  pages  411  and  733.) 

Loosen  the  set  screw  and  lock  nut  on  the 
edge  of  the  front  flange  of  the  cylinder  block. 
and  back  off  the  starter  binding  nut,  just 
enough  to  remove  the  pressure  from  the  ad- 
justing ring.  Loosen  the  **Y**  blocks  and 
strap  to  allow  the  starter-generator  to  move. 
This  will  allow  the  eccentric  adjusting  ring, 
to  be  turned  until  the  required  play  in  the 
chain  is  obtained.  There  should  be  about  one- 
half  inch  up  and  down  movement  in  the  chain. 
After  the  proper  adjustment  has  been  made, 
be  sure  that  the  set  screw,  lock  nut,  and 
binding  nut  are  screwed  up  tightly.  See 
that  the  chain  tension  has  not  been  disturbed 
while  performing  this  last  operation. 

Carefully  adjost  "V"  blocks  up  snug  be- 
tween engine  and  starter-generator,  and  then 
tighten  holding  strap.  After  the  inspection 
cover  has  been  replaced  the  chain  should  run 
without  perceptible  noise.  It  is  lubricated  by 
dipping  into  the  oil  in  the  bottom  of  the 
front  gear  compartment;  thus  needing  no 
further  attention  after  it  has  been  properly 
adjusted.  — continued  in  chart  181  A. 


OHABT  KO.  181 — ^Dodge  Blectrlc  System. 

*8«e  alto  p«fM  738,  923.  924.     fSee  page  878  for   adjustinff   Delco   closed-circuit   timer.     On    some  of 
the  1919  and   1920  models  there  is  one  wire  mnning  to  coll  and  irround   on  timer.     Ignition,  as  watt 
at  entire  sjatem  ia  12  toU.     tSee  page  924.  fig.  7.    for  the  Northeast  model  O  l«;ii\X\ou  %i%\.«qv  >\^^\  ^xv 
the  Dodge  since  March  1918.     See  page  923  for  explanation. 


370 


UYKE'S  LVSTBUCTION  NUMBER  TWENTY-EIGHT. 


•6<>tt    M    th«    ttMI    st- 

UijBs  a  fpaed  of  t^p- 
pnximMtelj  10  iiiile& 
per  hoar  the  aato- 
matie  ent^iit  loeaUd 
iA  the  ttaiting- 
•  witch  holUiDg 
antomatieallj  closes 
the  eireoit  between 
the  itarter-generator 
and  the  battery,  thus 
allowing  a  charging 
current  to  be  con- 
daeted  from  the  star- 
ter-generator to  the 
battery.  Whenever 
the  ear  speed  falls 
below  9  to  10  miles 
per  hour,  the  cut-ont 
antomatically  opens 
the  generating  cir- 
cuit and  prevents  the 
battery  from  dia- 
charging  through  the 
starter-genaratoTy  ez- 
cepty  of  course,  when 
the  starting  switch  is 
operated. 

The  output  from  the  starto regen- 
erator is  maintained  at  a  correct 
valae  by  the  combined  action  of  a 
rsgnlatlng  device  known  as  the  third 
bnisli  systsm,  and  the  differ  eotial  ef^ 
feet  of  the  series  field,  upon  the 
shunt  field,  commonly  known  as  a 
bucking  field.  In  this  way  the  bat- 
tery is  kept  in  a  properly  charged 
state  under  normal  usage  of  the  cut. 

In  cases,  howerer,  wliers  the  cm  Is 
sabjected  to  abnormal  service,  such 
as  continuous  day  driving,  with  infre- 
quent use  of  the  starter,  it  is  advis 


eMUNT  ncui 
THtRo  ammt 


OMogpia 


TO 
LIQHTlMa 

&   l«NrTtON 
SWITCH 


BATTERY 


L 


able  ocasionally  to  allow  the  lights  to  burn  dimmed  over  night.  This  will  compensate  for  the 
abnormal  charge  given  the  battery.  The  same  results  may  be  obtained  by  allowing  the  starter- 
generator  to  run  the  engine  with  the  ignition  turned  off  for  a  period  of  five  to  fifteen  minutes. 
Under  extreme  conditions,  it  may  be  necessary  to  have  the  charging  rate  of  the  star- 
ter-generator changed  slightly,  so  as  either  to  decrease  or  increase  the  charge  given  the  bat- 
tery, to  meet  the  special  requirements  of  the  case.  This  alteration  of  the  charging  rate  can 
be  quickly  made  by  adjusting  the  third  bnuth,  as  explained  on  page  733. 

The  current  indicator  is  located  on  the  left  hand  side  of  the  instrument  board,  and  is  in- 
serted in  the  charging  circuit,  between  the  automatic  cut-out  and  the  positive  battery  con- 
nection of  the  starting  switch.  To  the  positive  terminal  on  the  current  indicator  are  eon- 
neeted  the  wires  which  conduct  the  current  for  the  ignition  and  lighting  switch  and  for  the  hon. 

This  indicator  registers  "charge"  when  the  starter-generator  is  charging  the  battery, 
and  "Discharge"  when  the  battery  is  supplying  current  for  the  ignition  or  lighting  s?v- 
tems.  Whenever  the  starter-generator  is  supplying  normal  current  to  the  batteir  however, 
the  indicator  will  show  "charge"  even  if  at  the  lamps  are  burning.  "Discharge"  will  ap- 
pear on  the  indicator  whenever  the  lights  are  being  used  while  the  car  is  standing,  or  run- 
B^  on  direct  drive  at  a  speed  of  less  than  10  to  12  miles  per  hour. 

If  at  any  time  the  current  indicator  fails  to  register  properly,  inspect  its  terminal 
BMts  to  see  that  the  wires  leading  thereto  are  tightly  attached.  Also,  make  sure  that  there 
a»  BO  short  circuits  in  the  wiring  system. 

The  showing  of  "Discharge"  instead  of  "charge"  when  the  latter  shouli  b*  indi- 
4«:«d.  is  an  almost  certain  sign  that  a  short  circuit  has  developed  in  the  wirinf:  tyrrem  «n- 
iHs.  ef  course,  the  wires  attached  to  the  current  indicator,  have  been  coaneeteNi  to  its  ter- 
^^,1,  1^  gQ^^  ^  way  as  to  reverse  the  direction  of  flow  of  the  current  tlirovgh  the  indicator. 

If  BS  short  circuit  in  the  ear  wiring  is  to  be  found  remove  the  cnrreat  indieatar,  and 
.fa^^j^  II  f^  internal  diflieulties.    Be  sure  to  replace  properly  all  eonaectioBs  before  again 

^he  tapnOi 

single  grounded  return  system  is  used,  see  chart  197  for  six«  laKpc 
ilflTiaf  switch  has  three  portions;  "off,"  "dim"  and  "on."  For  d5si«cBeetiag 
^^        -        ---  index  "disconnecting   battery"  and  " diseoanectiBfr  geaeratdr." 


M*  ^pwemtoMoe 


'  jm.  MIA— Wntli  Bart  Electric  Byitem  on  the  I>odge--eontinue.i. 


STUDY  OF  DIFFERENT  ELECTRIC  SYSTEMS. 


S71 


Beo  Electxle  System. 


ifm/if  mffTWif-^^ 


The  Beaij  electrie 
starter,  geaerator, 
mad  ignition  STstem 
2a  need  on  both  the^ 
:tfour,  and  aix,  cylinder  ^  VcT^ 
300.  The  constme- 
-tion  ia  similar  on 
l>oth  ears,  (see  this 
«hart  and  chart 
ISIO.) 

The  starting  me- 
ter has  a  gear  reduc- 
tion bnilt  integral 
ifith  starting-motor. 
Tke  power  is  trans- 
mitted to  transmis- 
den  main  shaft  by 
SMans  of  a  roller 
ehain  and  sprocket, 
(leeig.  S,pageSS6.) 


Whan  the  starting  button  ia  depressed,  a 
Wer  tightens  the  friction  cable,  which  passes 
lU-oond  a  sheave  mounted  beside  the  starting 
motor  chain  sprocket  on  the  transmission.  This 
Cftble  holds  the  sheave  until  a  slot  in  it  en- 
Cmges  ii.  trip  pin  connected  to  a  pawl  on  this 
sprocket.  When  this  trip  pin  makes  contact 
with  the  side  of  the  slot  it  twists  the  pawl 
stud  brings  it  into  mesh  with  the  teeth  of  a 
xmtehet  on  the  universal  shaft.  The  universal 
alutft  and  the  sprocket  then  turn  as  a  unit 
lutil  the  starting  button  is  released,  freeing 
'tlio  sheave  and  permitting  a  spring  to  disen- 
the  pawl  from  the  ratchet. 


Oenerator,  is  a  low  speed  6  volt,  machine, 
^with  the  Bemy  ignition  unit,  as  explained  in 
chart  lis,  and  page  261,  also  in  chart  169. 
^ho  thermostatic  control  is  mounted  on  the 
Cenorator. 

The  automatic  cat4)at  is  located  on  the  dash 
beneath  the  hood,  and  is  for  the  purpose  of 
preventing  current  from  the  storage  battery. 
flowing  back  through  the  generator  when  it 
is  standing  still,  or  running  at  a  speed  lower 
than  800  B.  P.  M.  or  about  five  miles  per  hour 
in  high  gear.  The  cut-out  requires  no  adjust- 
ment other  than  to  keep  the  points  clean  and 
smooth  with  contact  the  full  width.  Do  not 
under  any  condition  alter  the  spring  tension. 
Do  not  close  the  cut-out  points  when  the  en- 
gine is  not  running  as  they  will  stick  to- 
gether and  allow  the  battery  to  be  discharged 
in  a  few  hours  time  as  well  as  ruining  the 
cut-out  coiL 

Begnlatlon  of  output. — This  generator  is 
equipped  with  "third  brush  regulation  "  and 
means  vre  provided  for  varying  the  maximum 
output.  A  small  screw  which  is  located  in  the 
rear  end  of  the  generator  is  connected  to  the 
third  brush  by  a  rack  and  pinion  movement, 
whieh  allows  the  position  of  the  brush  on  the 


commutator  to  be  changed  slightly.  Turning 
this  screw  in  a  clockwise  direction  increases 
the  output  for  a  given  speed,  while  taming  it 
in  the  opposite  direction  decreases  it. 

Thexmostfitic  contrpL — In  order  to  provide 
against  a  shortage  of  current  in  winter 
weather  or  on  short  runs  where  starts  are 
numerous  and  at  tho  same  time  to  insure 
against  oVerheating  the  generator  in  the  sum- 
mer or  on  long  runs  a  thermostat  is  arranged 
to  cut  down  the  charging  rate  as  soon  as  the 
temperature  of  the  generator  reaches  a  cer- 
tain point.  This  thermostat  can  be  seen  by 
removing  the  cover  from  the  rear  of  the  gen- 
erator, and  since  it  requires  no  adjustment 
should  not  be  tampered  with,  (see  chart  169.) 

Amount  of  charge. — The  generator  is  in  nor- 
mal working  condition  if  the  ammeter  shows 
a  charge  of  about  18  amperes,  when  running 
16  miles  per  hour  on  first  starting  and  re- 
duces this  charge  to  about  10  amperes  on  be- 
coming warmed  up. 

Ctoudenser. — The  condenser  is  contained  in 
the  metal  box  mounted  on  the  side  of  the 
generator.  This  places  it  within  a  few  inches 
of  the  breaker  points  whieh  is  very  desirable. 
The  condenser  terminals  are  the  two  upper 
ones  on  the  end  of  the  box.  The  two  lower 
terminals  are  connected  to  the  armature,  and 
the  clip  marked  "Short  Circuit  Connector" 
is  for  the  purpose  of  connecting  these  termi- 
nals, if  it  is  desired,  at  any  time,  to  run  the 
engine  without  generating  current. 

Brushes. — The  brushes  are  of  special  eopper 
carbon  composition  and  should  last  indefinite- 
ly. If  replacement  should  be  necessary  from 
any  cause,  do  not  use  carbon  substitutes,  but 
obtain  the  special  brushes  furnished  by  the 
Bemy  factory,  branch  house  or  service  sta- 
tions. Brushes  should  be  kept  tight  on  the 
holders  and  in  perfect  contact  with  the  com- 
mutator. 

— continued  in  charts  1810  and  ISID. 


OHABT  NO.  181B — ^Beo  1917  Electric  System— The  Bemy. 


372 


DYKE'S  INSTBUCTION  NUMBER  TWENTY-EIQHT. 


The  ammeter  is  for  the 
purpose  of  indicstiag  the 
amount  of  eurreat  passing 
into  and  out  of  the  storage 
battery.  The  indicator  or 
hand  should  point  to  zero 
at  the  center  of  the  scale 
when  the  engine  is  standing 
still,  and  all  lighting  or  ig- 
nition switches  are  in  the 
"off"  position.  If  it  does 
not,  it  is  almost  conclusive 
proof  that  there  is  a  leak- 
age of  current  tending  to 
run  down  the  battery,  but 
in  order  to  make  certain 
that  the  ammeter  is  not  at 
faulty  disconnect  one  of  the 
battery  terminals  at  the 
battery.  This  prevents  any 
current  from  flowing  and  the  ammeter  will, 
if  it  is  all  right,  indicate  zero  or  very  closely 
to  it. 

If  the  ammeter  indicator  is  off  from  this 
zero  positiociy  then  the  difficulty  is  in  the  am- 
meter and  it  may  be  corrected  by  removing 
the  ammeter  from  the  case  and  resetting  by 
bending  the  hand.  There  is  very  little  chance 
of  this  type  of  ammeter  reading  incorrectly  as 
ordinary  short  circuits  have  little  or  no  de- 
trimental effect,  since  only  a  small  part  of 
the  current  is  shunted  through  the  coil  at- 
tached to  the  indicator  and  this  current  does 
not  affect  the  permanent  magnet.  However, 
an  unsually  heavy  short  circuit  will  bum  the 
coil  or  balancing  springs. 

Leakage. — If  the  ammeter  shows  zero  read- 
ing with  the  battery  disconnected  and  shows 
a  discharge  reading  with  battery  connected, 
engine  standing  still  and  all  switches  in  the 
off  position,  then  there  is  a  leakage  of  current. 

This  leak  should  be  found  and  stopped  at 
once  or  the  storage  battery  will  become  dis- 
charged and  if  allowed  to  remain  in  this  con- 
dition for  any  length  of  time,  cause  injury  to 
the  battery. 

These  leaks  are  most  likely  to  be  found  in 
the  lighting  wires,  sockets,  and  connections 
and  in  the  ignition  wires.  Leaks  in  that  sec- 
tion of  wires  between  ammeter  and  battery 
are  not  registered  on  the  ammeter,  which 
should  be  borne  in  mind  when  looking  for 
battery  trouble. 


The  aaimeter  does  not  show  the  amount 
of  current  used  by  the  starting  motor.  The 
starting  motor  takes  about  95  amperes  to  turn 
the  engine  over  at  approximately  125  revo- 
lutions per  minute.  This  current  is  used,  of 
course,  only  for  a  few  seconds  and  it  is  not 
eonsidered  necessary  or  advisable  to  try  to 
pass  it  through  the  ammeter. 

The  ammeter  does  not  show  the  amount  of 


current  In  the  battery.    A  hydrometer  is  the 
only  instrument  that  will  show  this. 

Oenerator  disconnected:  if  wires  running  to 
the  generator  should  be  diseonneeted  for  Any 
cause,  great  care  should  be  used  in  replaeing 
them — generator  will  reverse  its  polarity  if 
wires  are  reversed — no  serious  injury  would 
result,  but  ignition  current  might  be  inter- 
fered with. 

Fuse  block— If  a  fuse  burns  out— And  the 
cause.  Beplace  with  6  ampere  fuses.  Bulbs: 
headlight,  6  to  8  volt,  16  c.  p.  Dash  and  tail 
lights,  3  to  4  volt,  3  c.  p. 

Disconnecting  storage  battery:  If  the  stor- 
age battery  (3  cell,  6  volt)  should  become  dis- 
charged to  such  an  extent  that  it  fails  to 
supply  ignition  current  it  should  be  recharged 
from  an  outside  source  of  current.  If  abso- 
lutely necessary  to  use  the  ear  with  battery 
removed  place  five  dry  cells,  connected  in 
series,  in  place  of  the  storage  battery,  eon- 
necting  to  the  same  terminals.  Connect  the 
two  lower  terminals  on  the  condenser  box 
(located  on  the  side  of  the  generator),  to- 
gether by  the  short  circuit  clip  which  should 
be  found  attached  to  the  lower  terminal  or  by 
a  piece  of  wire  and  the  car  can  be  used  untU 
storage  battery  is  recharged;  it,  of  course, 
being  necessary  to  crank  thi»  3ngine  by  hand. 
It  should  be  remembered  that  it  is  often  pos- 
sible to  start  an  engine  by  hand  eranUng  eren 
after  the  storage  battery  is  too  weak  to  drive 
the  starting  motor. 

If  battery  is  removed,  be  sure  and  replace 
it  as  it  was  originally — same  eonneetions  and 
be  sure  they  are  tight. 

Ignition — the  Bemy  battery  and  coil  system 
is  explained  in  chart  118  and  page  261. 

Adjustments:  maximum  opening  of  breaker 
points  .012  to  .016  inch.  The  re-bound  spring 
should  be  .020  inch,  from  the  breaker  arm, 
when  points  are  at  maximum  opening.  8park 
plug  gap  .026  to  .030  inch. 

— eontiiined  in  ehart  1S1]>. 


OBABT  KO,  ISlO-^B&o  Electric  System — The  Bemy — eontinued. 


STUDY  OP  DIFFERENT  ELECTRIC  SYSTEMS. 


373 


— C4»tinaed  from  chart  1810. 

If  the  engine  misses  when  running  idle  or 
polling  ligh^  the  spark  plug  gaps  should  be 
made  wider.  If  the  engine  misses  at  high 
■peed  or  when  pulUng  heavy,  at  low  speed, 
the  gaps  should  be  made  closer.  It  should  be 
borne  in  mind  however  that  there  are  many 
other  things  which  will  cause  the  engine  to 
miss  and  act  like  ignition  trouble,  viz.:  car- 
buretor being  out  of  adjustment,  leaky  valves, 
incorrect  viUve  timing,  air  leaks  in  intake 
majiifold  or  around  valve  stem,  engine  not 
oiling  properly,  lack  of  compression,  etc. 

To  set  ignition:  Turn  fly-wheel  until  piston 
of  No.  1  cylinder  is  at  tep  of  compression 
stroke.  Then  turn  %  turn  more  until  marks 
on  fly-wheel  (U.  D.  C.  1  ft  6)  are  opposite 
reference  mark  on  base  of  rear  cylinder.  •  At 

Haynes  Electric  Ssrstem 

Haynes  car  uses  the  Leece-Ncville  starter 

and  generator  system.      A  two-unit  system. 

Starting  motor  drives  the   crank   shaft   in 

front,  by  a  chain  and  an  over  running  clutch. 

Starter  is  mounted  on  the  left  side. 

Ctanarator — driven  by  gears  from  crank  shaft 
of  engine  and  is  mounted  on  right  side.  A  cir- 
cuit-breaker or  cut-out  is  mounted  on  generator^ 
Bognlation — by  third  brush.  Ignition — on  the 
Haynes  "12-40"  and  ''12-41''  is  Delco.  On 
the  **6-37"  and  "6-36"  Remy  is  used.    The 


this  pointy  turn  armature  shaft  (ignition 
timer  is  connected  to  it)  until  cam  on  inter- 
rupter, is  just  starting  to  breaki  Put  lever 
in  full  retard  position. 

To  check  point  of  fixing. — Open  cylinder 
pet  cocks,  retard  spark  control  lever,  turn  on 
ignition  switch,  and  notice  that  the  ammeter 
shews  a  discharge.  Then  while  one  person 
turns  the  engine  over  very  slowly  with  the 
hand  crank,  a  second  person  can  watch  the 
ammeter.  The  instant  at  which  the  ammeter 
pointer  starts  to  return  to  zero,  is  the  time 
at  which  the  spark  occurs.  At  this  instant 
one  of  the  U.  D.  C.  marks  on  the  fly  wheel, 
should  be  from  1  to  1^  inches  past  the  dead 
center  reference  point.  Firing  order  is  1,  4, 
2,  6,  3,  6. 

(per  diagram  below). 

distributor  and  timer  are  mounted  on  the  gen- 
erator. 

To  time  the  ignition:  spark  occurs  in  cyl- 
inder No.  1  when  mark  "IN — CL"  (inlet, 
closes)  on  fly  wheel,  comes  under  pointer — at 
end  of  compression  stroke  and  spark  lever  ful- 
ly retarded.  This  causes  spark  to  occur  % 
inch  past  dead  center,  as  measured  on  fly 
wheel.  See  index  for  Dolco  and  Remy  coil  and 
battery  ignition  system  for  further  detailed 
description. 


Addresses  of  Manufacturers  of  Electric  Systems. 


Adams  A  WeatUke  Oo..  Chicago.  111. 
▲dama-BaKnall   Electric   Co.,    Cleveland,    Ohio. 


••Apclco" — 0.  P.  Splitdorf,  Newark.  New  Jerkc; 
"Bendix" — ^Eclipse-Bendix  Mfg.  Co..  Elmira,  N.  Y. 

Electric    "Auto-Lite"    Co..   Toledo,  Ohio. 

Allis-ChaUnera    Co.,    Norwood,    Ohio. 

Bosch  Magneto  Co..  223.  W.  46  St.,  N.  Y. 

Bijur  Electric  Co..  Hoboken,  N.  J. 

Briggs  Magneto  Co.,   Elkhart,   Ind. 

••Dixie*'— C.  P.  Splitdorf  Co..  Newark,  N.  J. 

Cutler  Hammer  Co'.,  Milwaukee,  Wii. 

Detroit  Starter  Co.,  Detroit,  Mich. 

••Disco"  Electric  SUrter  Co,.  Detroit.  Mieb. 

••Dyneto"    Electric    Co.,    Syracuse,    N.    Y. 

••Delco" — Dayton  Electrical  Laboratories, 
Dayton.   Ohio. 

Eisemann  Magneto  Co..  New  York  City. 

<iray  and  Davis,  Amesbury,  Mass. 

Heinze,  John  O.,  Springfield,  Ohio. 

Leece-Neville    Co..    Cleveland,    Ohio. 

••North-East"  Electric  Co..  Rochester,  N.  Y. 

"Owen  Magnetic;"  R.  &  L.  Baker  Co. 
Cleveland,  Ohio.  Gen']  Electric  Co.,  Pert 
Wayne,    Ind. 

"Remy"   Electric  Co.,  Anderson,  Ind. 
"Rushmore" — Bosch     Magneto     Oo.      (see 
above). 

"Simms-Huif"   Co.,  East  Orange,  N.  J. 

Splitdorf  Co.,   Newark,   N.  J. 

"U.  S.  L." — United  States  Light  and  Heat- 
ing  Corp.,   Niagara   Falls,    N.   Y. 

"Wcstinghouse"  Electric  Mfg.  Co.,  Pitts- 
burg, Penna. 

••Wagner"  Electric  Co.,  St.  Louis,  Mo. 
Ward-Leonard"    Electric   Co.,   BronxvUle. 


N.  Y. 


Wiring 
of  the 


diagram 
Haynes. 


CT^A^T  KO.  ISU) — ^Beo  Electric  System — continued.     The  Haynes  1916-17  Electric  Sys- 
the  Leeoe-Nerills  Starter  and  Generator,  Bemy  Ignition  (also  «^q  0:iTkT\.  \^^.S 


374 


DYKE'S  DESTRUCTION   NTMBER  TWEXTYEIOHT-A. 


Fig.  1 .    Diacrmm  of  Uie^Oeleo"  IfBition  System 


Tls  TTiliT  "TCliy"  *pM*mM  ijrMOi  eonoiaU 
■f:  (1)  •  cofl  bex  roBUiiiing  four  ■on•▼ibn^ 
iac  kigh  tauioa  coils  (B) ;  (2)  m  relay  (B) 
matA  ia  the  circnit  of  the  coaaaUtor  or  timor: 
(S)  nritdi  (S) ;  tiaor  (T). 

Tko  pftedylo  of  tkis  «fifeofli  is  similar  to  tho 
ribrator  systea  ozplained  la  sbart  110. 

is  ascd    ia  conaectioB   with    the   old   styls 

Batator  or  a  timer. 

Tftntor  la  this  iastaaes  ia  eaDaA 
xtiay.     The  iffnition  or  control- 
tiag  relay  will  ho  ezplaiaed  as  foUovt: 

TkU  rriayls  for  tiM  pvrpooo  of  hrsaking  the 
■Klmasy  ctredt  aad  thereby  prodaeiag  a  spaA 
from  the  secosdary  wiadiags  of  the  indoctioa 
roiL  It  takes  the  place  of  the  foor  Tibratort 
oa  aa  ordiaary  coil  aait.  as  it  acts,  for  each 
roQ  ia  tara  so  the  commatator  aiakes  coaaee- 
■  vha«  is  commoaly  kaowa  as  a  Blaster  Tibrator 
Ii  diffcxa  frsm  the  ordiaary  Tibrator,   howoTer, 


tioa.     Ia  th.'^  vsj.   it  rcp.Uee 

M   czplsiaed  ia   ch^rt    ll-:-. 

12  that  it  ases  bax  OBS  fpark  for  each  coaiact  of  tko  eommatator. 

BTit  ia  fftartcg.  vh«e  the  battaa  at  tko  top  of  tke  svitck  is  pasked  ia. 
it  o^As  tke  soxilisry  or  hoMiag  coil  a&a  perauts  the  armatare  (▲)  to  Tibrate 
i^e  ss=e  at  any  r;bra>or.  ssmitei  a  skevar  of  sparta  to  tko  eyttndv  for 
sumrg.  TbU  IS  ere  cf  tko  feataxas  •€  this  system.  After  oagiao  starU  a 
"iirgie"*  f;srk  :•  f?7;li«i£. 

OperaXies  ef  rolsj.  C  Is  tko  macat  coil,  composed  of  two  wiadiags; 
ore  hesTy  viniirf  ilrcrfk  vkkk  tke  primary  cirealt  pssies  whea  tko  timer 
Eskes  cc=u:i.  t^rt  dravis^  dova  tke  arsutare  A,  aad  opeas  eootact  P. 
T\:%  ccrts:t  ci't=^  the  cirrait  aad  Ike  armatare  voald  agaia  retarn  to  its 
flrrt  positioB.  T"fcVi"g  cortact  aad  knakiag  it  agaia  as  aa  ordiaary  ribrator 
J  It  verv  cct  for  s  »ecoei  dao  eriadiB^  voaad  oa  tke  same  coil,  bat  thaatod 
sreoad  F.  T^e  f-rrert  So«i=g  throagk  tkia  holds  tko  armatare  ▲  agaiast 
^Ic  pie^e  P?  a=.u!  tit  tizicr  tlz?t  off  eoatact.  wkoa  tkia  aaziliary  eirniit 
u  opecc^  tirs  rfr:«a*:rg  tke  aratatare  aad  alloviag  tko  platiaam  Iridiam  coa- 
tacia  P  t«  Caere  s^f?;S:?r  asd  be  ready  to  break  tko  circait  whea  tko  timer 
SAkeo  ti«  rcxt  rc^»^'t. 

▲  hard  rabt^r  t^acirg  oappoct  koUs  tko  lover  eoatact  spriag  la  a  dsAaito 
posstioa.     Tke  hard  rs.bb«r  iawlataag  sttd  aa  the  armatare  paakes  tko  ceator 
fpriag  oct  srd  c^ert  the  costacte   ''P"   vkca  tko  arsutoro   *'▲"   ia  drawa 
dcw=  sgairsi  tie  p<I«  ;itce  "P?." 
vkick   KTrw%   :a   ar   eat   sft  i^Jired  by  meaaa  af  a  ratchet.     This  is  the  only 


hg.  4.   ▲ 

sre  .-«mkcxied  =a  one  aazt 
A  User  ^T«&i9saaBt  is 


or  is.  S.     The   dis-  I 

kov  tko  two  ■ 

i  oao  shaft.  '■  ' 
ia  ckait  lt4. 


Tke  ttsm 
are   is^^ea 


C1» 


Ti^.  5.  Tie  lis'r-.>x:cr  aad  t=ser  A.-T«:.rfsi  -Jt 
:ku  MArr^r  i  .■.■■.'.■*?•  w;;.'  »*.#  ai-i-vL*  c»i^  ea^ 
«a*  ac.  »:^r»5  -xf  cv  ".  j  r.'w  r^%>i»*.i-'«  Tie  re' 
■-*T   u  i,*:   ».*.-» 7    w  ;>    :i-.*   ».»'J-a       Vj-.#   «a*  lie 

S«#  i  &{TA-:i  w»^7  i.-s.r  T;^if>  cwssa^t  St  I 
aai  >rfA4.*,  ;»-  i  *:?•  >*;.-?  >r-i*i  ?*  m^Vfo  *>» 
tact   a:*.v      aVc*-*    «  *-9   e?o«  csrvaA   ;.'■>»   vjarts 


ua-^r^i^ocr-^x^jr   ikaft 
•?e«^   K  SfCr  or  OM 

:%3i     ^     as^  4 
Oa  a 


«r    rv«    roToifftiori.    tko 
ae-kalf   the 
5eio  oa  a  foar 
Amo  are  4  lokeo  oa 


:3i-*r  tague  tke 

«ii^:3f    £?«sksiLaffe   IgOMd 


M  pa(o  295.  there 
a.  ikoiifiri  m  a  foar  cyl 
amscaro  woa^d  rcealre  at 


C5AST  XO.  l$;$-X>«teo  XgBitiea 


d(3RrtlM^    Cl^    J   ULi    4.      T^   iAVt?  m^NT^NKSl 


IfBitiOB  ^JB- 


m  p^M  377.  37t. 


DELCO  IGNITION  SYSTEMS. 

INSTRUCTION  No.  28-A. 


876 


tDELCO  IGNITION  SYSTEM:  Early  Form  of  Relay  System. 
Distributor  and  Timer  Development.  Automatic  Advance 
of  Spark.  The  Modem  Delco  Ignition.  Circuit  Breaker. 
Resistance  Unit. 


We  will  not  attempt  to  show  all  of  tlie 
Delco  syBtema,  but  will  first  explain  the 
oirlglnal  Deloo  Ignition  syBtem,  then  the  dif - 

Delco  "Belay 
In  order  to  note  the  development  of  the 
Delco  Ignition  ssrstems,  it  will  be  necessary 
to  start  at  the  beginning,  therefore  we  will 
briefly  describe  the  Delco  relay  ignition  sys- 
tem which  is  similar  in  a  manner  to  the 
master  vibrator,  except  a  "single"  spark 
is  used  to  run  on  instead  of  a  "succession" 
of  sparks,  although  a  succession  of  sparks  are 
given  to  start  on. 

This  relay  system  was  one  of  the  early 
forms  of  lection  used  for  automobile  work 
before  the  development  of  the  present  ' '  dis- 


ferent  "regulation"  systems  used  with  the 
Delco  generator. 

"  Ignition. 

tributor  and  timer"  system  now  used  so  ex- 
tensively. 

This  Delco  "relay"  system  is  still  used 
on  marine  engines  and  many  four  cylinder 
engines  using  the  old  style  commutator  and 
vibrating  coil.  For  example,  suppose  you  had 
a  four  cylinder  engine  with  four  vibrator 
coils  and  commutator,  then  you  could  bet- 
ter this  ignition  system  by  using  the  relay 
to  take  the  place  of  the  vibrators.  The 
same  timer  would  be  employed.  A  diagram 
of  this  system  is  shown  in  chart  183. 


Delco  Distributor  and  Timer  Development. 


The  old  style  commutator  faults  are  ex- 
plained on  page  242.  This  device  was  usu- 
ally placed  in  front  of  the  engine  and  run 
from  the  end  of  the  cam  shaft,  just  as  the 
principle  is  now  employed  on  the  Ford  car. 
There  are  many  objections  to  this  old  style 
commutator  and  vibrating  coil  system,  some 
of  the  objections  are  the  current  consump- 
tion, lag  in  spark  timing,  sticking  vibrator 
points  and  the  constant  moving  of  wires  in 
advancing  and  retarding  the  spark,  by  shift- 
ing the  commutator  and  last  but  not  least, 
the  great  amount  of  wiring  necessary. 


To  overcome  these  objections  the  commn- 
tator  was  arranged  as  a  "timer"  so  It  would 
give  a  single  sparic  Instead  of  a  succession 
of  sparks,  see  fig.  2,  page  242.  The  several 
coils  were  dispensed  with  and  one  non- vi- 
brating coil  was  used  instead.  To  accom- 
plish this,  the  timer  and  a  distributor  were 
combined  and  operated  from  cam  shaft.  Thif 
principle  is  explained  on  page  230,  but  in 
this  instance,  a  "timer"  making  a  single 
contact,  is  used  instead  of  a  commutator  aa 
on  page  230.  A  diagram  illustrating  thia 
timer  and  distributor  development  is  shown 
in  chart  183  and  page  378. 


A  Later  Delco  Ignition. 


Is  the  system  illustrated  in  chart  184. 
This  system  combines  the  distributor  and 
timer,  but  instead  of  the  spark  being  ad- 
vanced by  hand  it  is  advanced  *automatic- 
ally.  The  distributor  and  timer,  together 
with  the  ignition  coil,  spark  plugs  and  wir- 


ing constitute  the  ignition  system.  The 
source  of  supply  can  be  from  storage  bat- 
tery, dry  cells  or  generator. 

The  Delco  timer  is  made  in  two  types; 
open  and  closed  circuit  type-^ee  page  37S. 


Parts  of  the  IMco  Ignition  System. 


The  combination  switch  (fig.  5)  is  for  the 


Di»iTftm  of  combination  twitch. 
purpose  of  controlling  the  lights,  ignition  and 


the  circuit  between  the  generator  and  the 
storage  battery.    A  later  type  page  378. 

The  button  M  controls  both  the  ignition 
and  the  circuit  between  the  generator  and 
storage  battery. 

The  button  B  controls  igrnition  eurrent 
from  dry  cells,  (now  eliminated). 

This  is  shown  on  the  eircuit  diagram,  fig.  2 
chart  184.  The  button  next  to  (B)  con- 
trols the  cowl  and  tail  lights.  The  next  but- 
ton controls  the  head  lights.  The  button  on 
the  right  controls  the  dimmer. 


*An  Antonuitie  principle  is  axpUined  mn  pftge  248,  althonfh  the  eonetrnetion  ii  different  in  ehart 
117,  the  prineiple  or  idee  will  bo  med^  dear  by  a  itndy  of  aame.  The  Delco  Co.  also  prodnee  the 
BOB  seteMitle  syitem,  which  ia  uaed  on  amall  four  cylinder  ears.  Dayton  Bnfineerinf  Laboralerlee. 
Dayton,  Ohio  ia  addreae  of  the  mannfaetorera. 

tSee  pofoa  544  to  54S  for  "Speeiflcationa  of  Leadinc  Oara"  for  thoae  neinf  the  Delco  aTatein. 


DBLCO  IGNITION  SYSTEMS. 


877 


«IMIoo  DUrtEllmtor  and  Timer. 
The  distributor  and  timer,  te^^ther  witli 
the  ignition  eoil,  spark  plugs  and  wiring 
constitute  the  ignition  sTstem — see  page  246. 


■*^-  y 


Delco  Clxcnit  Breaker. 

Ircnit  breaker  is  mounted  on  tka 
tlon  switch  as  shown  in  fig.  1,  chart 
is  unit  is  a  protective  device,  which 
a  place  of  a  fuse  block  and  fuses, 
nts  the  discharging  of  the  battery 
E^  to  the  wiring  to  the  lamps,  horn, 
on,  in  case  any  of  the  wires  leading 
parts  become  ''grounded."  As  long 
mps,  horn  and  ignition  are  using  the 
mount  of  current  the  circuit  breaker 
Fected.  But  in  the  event  of  any  of  the 
ecoming  grounded,  an  abnormally 
irrent  is  conducted  through  the  eir- 
iker,  thus  producing  a  strong  mag- 
which  attracts  the  pole  piece  and 
e  contact.  This  cuts  off  the  flow  of 
which  allows  the  contacts  to  close 
d  the  operation  is  repeated,  causing 
lit  breaker  to  pass  an  intermittent 
uid  give  forth  a  vibrating  sound. 

ilTM  26  amperes  to  start  tbe  clrcnlt 
ibratlng,  bnt  once  Tibrating,  a  current  of 
Sre  amperes  will  cause  it  to  continue  to 

I  the  drcnlt  breaker  vibrates  repeatedly, 
attempt  to  increase  the  tension  of  the 
IS  the  vibration  is  an  indication  of  a 
1  the  system.  Remove  the  ir^onnd  and 
tion  will  stop. 

Circuit  Breaker  Troublea 

clrcnlt    breaker    Indicates    a    grounded 

cover  of  the  junction  box  on  the  dasb 

removed,  and  the  line  which  is  fround- 

be  opened  at  the  terminal  on  the  June* 
k.     If   the   circuit  breaker   stops   vlbrat- 

this  is  done,  the  ground  must  be  In 
after   it   leaves   the   junction   box.     If  it 

to  vibrate,  however,  the  ground  is 
ritch   or  ignition   circuits. 

the  clrcnlt  breaker  continues  to  Tlbrate 

buttons  on  the  combination  swltck  are 
.    the    trouble    is    almost    sure    to    be    in 

or   its   connections. 

tThe  Ammeter. 
»:  The  ammeter  on  the  right  side 
•mbination  switch  (page  388,  378),  is 
ite  the  current  that  is  going  to  or 
Prom  the  storage  battery,  with  the 
1  of  the  cranking  current.  When 
ne  is  not  running  and  current  is 
led  for  lights,  the  ammeter  shows 
unt  of  current  that  is  bein^  used, 
ammeter  hand  points  to  the  dls- 
lide,  as  the  current  is  being  dis- 
from  the  battery. 

the  engine  is  running  above  generat* 
ds,  and  no  current  is  being  used 
;s  or  horn,  the  ammeter  will  show 

This  is  the  amount  of  current  that 

charged  into  the  battery.  If  cur- 
!>eing  used  for  lights,  ignition  and 
excess  of  the  amount  that  is  being 
d,  the  ammeter  will  show  a  dls- 
ajB  the  excess  current  must  be  dis- 

from  the  battery,  but  at  all  or- 
peeds  the  ammeter  will  read  charge. 

proximate  charging  rate  for  different  car 
den   no   current   is   being  used   for  lights 
is  given  in  the  curve  on  page  890. 
n.     The  ammeter  would  be  placed  in  the 
connection    (1).    fig.    2.    chart    184 — to 

or  positive  terminAl  of  battery.  The 
Is  not  shown  connected  up  in  this  draw- 
>y  referring  to  the  upper  illustration  on 

and  391  the  location  is  clearly  shown. 

CO  systems  are  not  automatic — see  pages   394  and  895.     fSee  also  page  415. 
be  ignition  la  too  far  advanced,  it  causes  loss  of  power  and  a  knocking,  due  to  too  early  ifsitlon. 
gnltlon  la  too  late  or  retarded  there  is  a  loss  of  power  (which  la  usuaUT  not  uqISmA.  «at«sV 
an  experienced  driver  or  one  very  familiar   with  the  ear)    and  heaWng  ot  ^i^  «ii|^«  isa&.  vs.* 
consumption  of  fuel  is  the  result. 


Fig.S  % 


Fig.  8 — ^Illngtrates  the  modem  Deloo  dla- 
trlbutor  and  timer.  Note  the  dietributor  ia 
above  the  timer — ^Buick  six  as  an  example. 

The  distributor  and  timer  shaft  (8)  Is 
driven  by  a  gear,  shown  to  the  right,  which 
is  driven  by  an  extension  of  the  pump  shaft. 

The  pump  shaft,  although  it  revolves  \}k 
times  crank  shaft  speed,  the  vertical  dis- 
tributor and  timer  shaft  (8)  is  driven  at 
one-half  crank  shaft  speed. 

Although  there  is  a  ' '  clutch ' '  in  the  driv- 
ing gear  which  operates  gear  on  distribu- 
tor shaft,  both  are  driven  at  a  fixed  speed 
by  pump  shaft.  To  understand  this,  see 
"generator  clutch,"  page  386. 

The  distribution  of  the  high  tentton  or 
secondary  current  from  "rotor-button'' 
(K),  fig.  8,  to  spark  plug  terminals  (E) 
is  similar  to  other  systems  as  Atwater-Kent, 
Connecticut  and  others,  pages  248,  264,  245. 

Distributor  rotor  (R),  fig.  8  distributes  the  high 
tension  current  from  the  center  of  distributor 
(CO),  to  the  spark  plug  terminals  (E).  The  high 
tension   current   is   brought   from  coil  to  distribu- 


tor   center    at    top    (1),    thence    carried    throu|di 

"-;.         _■  (R)  to       ■    -  _        '  ^ 

(E).     Rotor  button  (K)  should  be  kept  clean. 


(00),  through  rotor 


spark 


plug 
kept 


terminals 


Dlstrlbntor-bead  if  removed,  must  be  put  back 
in  proper  position,  otherwise  the  rotor  brush  (K) 
will  not  be  in  correct  contact  with  spark  plug  ter- 
minal  (E)  at  the  time  the  spark  occurs.  Imbri- 
cation of  this  device,  see  page  897.  Distributor 
head  can  be  removed  for  cleaning. 

^Automatic  Advance  of  Spark. 
Advance  and  retard  is  obtained  by  shift- 
ing  by   hand   that   part   of   mechanism    as 
shown    attached    to    the   "advance   lever" 
fig.  8,  in  addition  to  the  automatic  advance. 

An  explanation  of  the  automatic  advance  of 
spark  and  the  advantages  of  same  are  given  on 
pages  246.   249,   807  and  248. 

Why  Hand  Control  Also. 

The  reason  is  explained  on  pages  246  and  249. 
see  also  page   307. 

**Po8itlon  of  Spark  Lever. 

with  the  spark  lever  set  at  the  numlng  posi- 
tion, which  is  about  ^  way  down  (Buiok,  page 
497  as  example),  the  automatic  feature  of  timer 
will  give  the  proper  spark  for  all  apeeds;  ex- 
cept  a  wide  open  throttle  at  low  apeed,  at  wkieb 
time  apark  should  be  slightly  retarded. 


378 


DYKE'S  INSTRUCTION  NUMBEB  TWENTY-EIGHT-A 


Delco  Timer. 

^Also  termed  * 'Interrupter/*  or  "contact 

klirdaker'  *  Is  mounted  directly  under  tlie  dij»- 

pirlbutor  and  operated  from  the  samo  abaft 

which   drivei   the   distributor — see   fig.   8. 

The  govemor  advances  the  cam   as  the 

Increases.     By  referring  to  page  248 

Uhe  governor  principle  will  be  made  clear. 

Although    coQAtruction    maj    Yftrj^    the    parposu 
wr  prinriplw  U  the  «ani(>. 


^Delco  timers  are  made  on  both  open  and 
oloeed-clrcuit  principle.  The  latter  beiog 
QBod  most  siQce  1916. 

Tig,  6. — Open-drcnlt  type;  D — etationary 

contact;     C — movable    spring    blade     with 

rather  contact — ^both  insulated;  A — cam  which 

{raises  (B)    and  closea  contact  on   (C)   with 

|(D);    T — primary    terminals    (one    is   aome- 

times  grounded).  Points  are  normally  open. 

rUg,  7. — Closed-circuit  type;  D  and  0  are 

normally   closed;    movement   of    projections 

on    breaker   cam    opens   the    contact    (DC); 

H^ — is  insulated  terminal  from  primary  coil 

winding,   connected   with   point    (C)  j   D — is 

arm  with  other  contact  point  and  is  ground- 

^•d  (on  some  of  the  Delco  timers  this  is  juBt 

I  the    reverie) ;    B — projection    on    arm    (D) 

which  is  raised  or  lowered  by  lobes  on  cam. 

Adjusting  Delco  Contact  Points. 

Oloi^d  ctrcnlt  type:      Looseu  lock  nut   (K)   Aad 

jfviM    or    lower    screw     <0).    fig.    7.     To    do    thi» 

'  crank  «ngme  hy  hand,  until  (B)   ii  on  top  of  cam 

loh*  or  pro|«iiiion.     Space  between  polatu  D   and 

•  ahonld   he   .018   or   .030*    (lee  aleo,    pag««    132 

tod   2ib} 

Open  circuit  type:  Orank  online  until  (B) 
U  oJf  cam  lo1>«  ai  per  11^.  29.  Then  looaeD  lock 
ant  {N.  flff.  6)  and  adjuit  clearance  to  .010"  ai 
at    <]».   8r   29> 

In   additUMi 

fD.OIO  ^ t     ^_  to      adittittng 

^3,0  r»  the  clearance 
of  points  to 
.010"  ai  per 
fir.  2ii,  there 
•hould  be  a 
clearance  of 
01 5^*  between  end  of  blade  (0)  and  pigtail  (B> 
Of.  10.  which  han^s  over  €).  when  (B)  ii  di- 
rectly mi  top  of  cam  lobo — nee  aUo,  tg.  Ml, 
pace  S9S. 

To  Time  Belco  Ignition. 

See  fnetroctions  ?i\'en  on  pages  132  end  730 
tCftdlltae)  and  page*  390  and  245. 

Spartc  Ping  Gap 
It  .025  to  .080".     If  too  wlda,  raiailnff  will  occur 
when   aeeeleraiinff   at   very   Uw    ipeeds   and    hard 
puU«;   if   too   dose   will    mi^t,   at    iillio^   and    hi^h 
■peada. 

Delco  Ignition  Coll 

Is  a  regular  double-wound  high  tension 

eoil  wltbont  a  vibrator,  per  ftg.  4,  page  245. 

rt  is  usually  round  and  is  sometimes  mount- 

i«d  to  the  side  of  the  motor-generator^  per 

^p&ge  S76.    Also  termed  a  transformer  coll. 

A  coDdenser  it  incorporated  in  it,  per  pag«  245, 
8|t.  4.    All  hifh  tcniioQ  coila  must  haTe  eoodeni^s, 

*W2i0Drvcr   the  iprice    <  which   U  atwaje  preicnt 
/<  /<  Hij    '*ope»  firriJt"  tvpe;  wb«n  sprlns^  foreei 
*7P^     #es^  ditUngnlth  tfte  dUrarenea,  snppoae 


An  ignition  reliance  unit  Is  monntcd  on  rear 
end  of  coil.  eonjetimuR  it  if  movLOtfrd  on  timer,  per 
pa^e  302,  fig.  37. 

Primary  Current. 

The  primary  current  is  supplied  through 
the  combination  switch  and  resistance  unit 
on  the  coil,  through  the  primary  windings 
to  the  interrupter  contacts.  This  is  plainly 
shown  on  the  circuit  diagram,  chart  184. 

It  is  thft  intermptlng  of  this  primary  correat 
by  the  timer  oontacta,  together  with  the  action 
of  the  condenser,  which  caaa«a  rapid  demagnetlia- 
tion  of  the  iron  core  of  the  coil  that  Indueei  the 
high    tenaion   current   in    the  aecondary    winding. 

Secondary, 

Secondar7  windlnif;  one  end  termlnataa  at  tlia 
Ideh  tenKioa  tHrmmftli  midway  of  coil^  (see  fig.  4, 
page  245} — thence  conducted  to  dtatributor  at 
pomt  (I)*  fig.  8,  page  877- 

Condenser 
principle  is  explained  on  page  228.    A  de< 
fective  condenser  will  cause  excess  sparking 
at  contact  points  and  missing  at  low  speeds, 
(see  page  245.) 

Ignition  Eeaistance  Unit 

The  Ignition  resistance  unit  which  la 
shown  on  the  coil  in  fig.  4,  page  245,  Is  for 
the  purpose  of  obtaining  a  more  nearly  uni* 
form  current  through  the  prlmaiy  winding 
of  the  ignition  coll,  at  the  time  the  brMlcsr 
points  open,  (see  also  page  246.) 

It  conBlats  of  a  number  of  tarns  of  iron  wlr«» 
the  retistanco  of  which  is  conaiderabljr  more  than 
the  resietance  of  the  primary  winding  of  the  Igni- 
tion coiL  If  the  Ignition  resiatanca  onlt  was  not 
in  the  circuit  and  the  coil  was  so  constmcted  to 
give  the  proper  spark  at  high  speods,  the  prtmary 
carren^t  at  low  speods  would  be  sefveral  tlmas  ita 
normal  value  with  sarlous  results  to  the  timar 
contact.  This  in  evident  frcm  the  fact  that  the 
primary'  current  is  limited  by  the  resistanee  of 
the  coil  and  resistance  unit  and  by  the  ImpedMloe 
of  the  coil. 

(Impedence  is  the  choking  effect  which  opposes 
any  aiternating  or  pulsating  current  magnetising 
the  iron  core.)  The  iropedeoce  increases  as  the 
ipeed  of  pulsations  increase.  At  low  apeedt  re^ 
tlstance  of  the  unit  increaiea,  due  to  the  alight 
increase   of   current    heating   the  resistance  wire. 

Delco  Combination  Switch. 

The  Delco  switch  used  on  D65  Buick^sijt  it 
shown  below.  Note  **B*'  switch,  referred  lo  oa 
page    385    han^    been    eliminated. 


^ 


o  00©  ©o@ 


,  FirJ» 


t,-mm*   Vt,*   . 


9 


HL — headlight  awitch;  XHL — auxiliary  head 
lights;  BO — ^rear  and  cowl  or  instrument  lights; 
IGN— ignition  switch  which  controls  the  ignitioo 
circuit  and  also  closea  the  circuit  between  g«a-  i 
erator  and  etorage  battery.  Hota:  on  ammetar 
* 'discharge^*  side  is  to  the  right.  On  page  41S» 
410    Jt   Is    to   the   left — ^thia   varies. 


].W'a"i.'i 


ctscuir  dSE.AK.ta 

f^Ui^Mtn  Of4m€Hm  a^nMMiJ 

View  ahowing  terminals  of  Oeico  eorablnaiien 
•witch.     See  also  page   189. 

on   breaker  arm)    forces   the   arm  agai&ft  Hie  oaa. 
9  contact  parts  together,  it  U  of  the  * 'doted  eiro«li 
wa  term  Ag.  e  a  ttmer  and  fiir.  7  an  t&MnoptV. 


;0  STARTING,  GENERATING 


ION  SYSTEMS 


Ph&ntom   viow   of  raolor-f«Q orator 


Thtt     1914 

0AdUl4C    uid 

1914      Had- 

•on  ''©^lo/^ 

Deleo       mcK 

tor  -  SftDer*- 

tor  ii   loc«t 

ed      ft  1  o  n  g 

iida    of    the 

«n|:itiie      dri- 

ten  hj  pQinp  fthaft^ 

The  armfttnre  ii  Qfl«d  far 

both  th<(  itartiog  motor  aad 

irencirator    with    two    wind- 

iufi;  on«  ''tteHea"  winding 

for  the  motor,  tg.  8.  azid  « 

^'■hact*'     wiadlnir    for    the 

l^enerator. 

When    tbe    motor    ts    tn 

op«ratlOQ,  the  current  flowa 

from    battery    to   tbe    veriea 

winding    throuf^b     the    motor    bmsb     and    com- 

mtitator. 

Whan  tbe  ftaarafcor  la  in  operatjon*  tbe  motor 
brttah  ta  raiiad  at  (F)  flg.  S.  Th«  generator 
brushes  remain  on  commiitator  at  nil  tlm&t.  The 
cnrrent  then  flowa  throogb  the  "Bbuat*'  windiag. 
Tba  ■tartlng  mot<Mr  drlyef  the  fiyvhael  gaar 
Ihroagh  the  g«are  O,  D  and  B  (flg.  4).  A  rollar 
type  rlutcb  U  provided  on  the  front  par*  •! 
armature  Mhaft.  so  that  tbi>  amiatare  ii  fr#t 
from  the  pump  shaft  which  drivea  tbe  generator. 
Tlia  artnature  la  driTen  by  oonneotloa  wttk 
pmop  uhMlt  by  engine,  alter  engine  is  elartad 
and   itarting  gears   are   ont   of  meth. 

A  on«*way  einteb  ronnecta  tb«  pnnp  akiaft 
with  armatum  abaft  lo  drive  generator,  TUa 
clotcb  will  permit  tbe  pomp  abaft  to  driva  fas* 
orator,  but  generator  armature  when  running 
ai  a  motor  cannot  drive  the  shaft  (xoe  ladax 
^'generator  eluteh"  explaining  action  of  a  eat- 
way  clutch). 

SUrUng   Operation. 

f^at:  Place  ignitioD  switch  on  battery  aide. 
Kezt;  d(>prcss  starting  botton  on  da»b  (sea  flg. 
2).  This  sends  current  from  the  storage  bat- 
tery to  the  generator  (not  the  motor)  and  in 
fiasslng  through  the  generator  fleld  shnnt  wlnd- 
ng,  and  arm&ture  winding,  tbe  arm  attire  aSirvly 
revolvea. 

The  purpose  fn  ualng  the  genarator  as  ft 
motor  la  to  rerolyo  the  annat^ora  slowly,  so  kliat 
goaf  a  win  mesb  wllli  flywheel  gaara  when  tha 
ftartllig  lever  throws  them  in  mesh.  Tt  must  be 
remembered  that  the  brush  on  starting  motor 
commntator   is  not  in   eon  tact,   bnt  being  in  the 

J)Ofiition  as  shown  in  flg.  2,  the  generator  circuit 
t  closed  at  G,  but  not  the  motor  circnit. 

Kezt.  aftar  generator  armatora  la  revolving 
alowly,   pull  back  on  atartlng  lever. 

This  eauBoa  rod  '*A** 
to  ba  poshed  farward, 
eauiing  gear  "B**  of 
the  starting  clutch  to 
mesh  with  motor  pinion 
"O."  Immediataly  after 
gaara  **B**  and  "O" 
are  meshed,  tba  gtsar 
*'D**  which  is  Inlagral 
with  **B,**  meabes  with 
the  gear  teeth  on  the  fty 
wheeU  and  at  tha  same 
tima,  tbe  extension  of 
the  rod  **A*'  to  the  b«ll 
crank  **E'*  allowa  the 
motor  brash  '*F*'  to 
irav«t  toward  the  motor 
commutator,  opening  tbe 
generator  elrcnit  and 
shnnt  Held  at  *'G'*  and 
closing  the  motor  elr- 
cuii. 

Tbe  generator  would 
then  be  cat  out  and  the 
starting  motor  is  rev 
volving  engine  tbroogb 
tbe  At  wheel.   t8g.  8.) 


avtaauMHiit* 

CWTCI* 


continued  on  naxt  paga. 


n  NO.  1S5— Tie  1914  Delco  SUrtlag  and  Qeneratlag  System,  explaining  the  tLrat  pria- 
fjipl««  of  the  Delco  «y«teni  atid  how  the  one  Armature  serves  for  both  live  lix&^.K$t  %3l^ 
Genefator 


380 


DYKE'S  INSTRUCTION  NUMBEB  TWENTY-BIGHT-B. 


^ 


cr^rj 


,I»HT  SwtTCM 


^ 


■mmm^ 


AWHATUMC 


zr-'m/km — i 


Fig.  2.  1^11 
Deico  meEcmiT 
typ«  TOltmg  a 
rsgnlator  u  lo- 
cated aliens 
Bide  of  the  cut  out,  both  in  the 
bettery  box  or  on  the  inside  of 
dash  under  hood.  . 

Purpoee;  to  coi  tro*  the  amount 
of  current  flooring  from  generator' 
to  the  storage  battery.    (See  chart 
168  explaining  purpose  of  regu- 
Utor.) 

Description:  A  magnet  coil 
(A)  surrounds  the  upper  half  of 
the  mercury  tube  (B).  Within 
this   mercury    tube   is   a   plunger 

(C)  eomprisin;:  an  iron  tube  with 
a  coil  of  resistance  wire  (R), 
wrapped  around  the  lower  portion 
on  top  of  mica  insulation.  One 
end  of  this  coil  is  attached  to  the 
lower  end  of  the  tube,  the  other 
end  beln^  connected  to  a  needle 

(D)  carried  in  the  center  of  the 
plunger. 

The  lower  portion  of  the  mer- 
cury tube  is  divided  by  an  insula- 
tion tube  into  two  concentric 
wells,  the  plunger  tube  being 
partly  immersed  in  the  outer  well, 
and  the  needle  in  the  inner  well. 
The  apace  in  the  mercury  tube 
aboTe  the  body  of  the  mercury 
ia  filled  with  an  especially  treated 
ail,  which  senres  to  protect  the 
Bflircary  from  oxidisation,  and  to 
Inbricate  the  plunger.  A  brack- 
et (H)  serres  to  support  the 
parts  described. 


— continued  from  page  379. 

Generating  Current. 
When  the  starting  lever  is  released,  the  spring  throws  the  sears 
out  of  mesh,  and  at  the  same  time  raises  the  bnisli  (F)  from  the  mi>tor 
commutator  and  closes  the  generator  circuit -again.  The  "start** 
button  having  been  released  in  the  first  operation,  the  generator  is 
now  generating  current,  as  the  engine  is  running  and  driving  the 
armature  as  a  generator  through  pump  shaft. 

The  starting  motor  has  served  its  purpose  and  is  now  cut  out 
of  operation,  as  the  brush  '*F'*  is  away  from  motor  commutator. 

The  principle  of  this  mercury  type  of  voltaga  regulator  is  as  fol- 
lows: The  generator,  as  stated  previously,  is  driven  from  the  pump 
shaft  which  is  driven  by  gears  in  front  of  engine  from  crank  shaft. 

After  engine  is  started  and  hand  starting  lerer  disengagea  the  gears 
out  of  flywheel,  and  motor  brush  "F**  is  lifted  off  of  motor  cosnmn 
tator,  the  motor  is  cut  out  and  the  generator  is  now  in  action  as  it 
must  run  when  engine  runs,  as  the  pump  shaft  is  connected  with  ar- 
mature through  a  one-way  clutch  (see  fig.  1,  chart  185),  which  per- 
mits the  engine  to  drive  armature,  but  the  armature,  when  revolving 
as  a  motor,  cannot  drive  the  engine  only  through  the  gears  to  fly- 
wheel. This  clutch  permits  the  armature  to  run  ahead  of  the  drir- 
ing  shaft  during  the  cranking  operation. 

The  generator  now  begins  to  generate  current;  but  until  engine  is 
running  at  a  speed  which  will  turn  generator  armature  fast  enough 
to  generate  a  pressure  of  6  volts,  or  required  amount  to  overcome 
the  pressure  or  voltage  of  the  storage  battery,  the  current  will  i>ass 
from  generator  commutator  1,  to  2,  around  the  flne  wire  winding  of 
rut  out  core  (D),  thence  back  to  the  other  commutator  brush  15. 
This  current  will  continue  to  travel  in  this  path  until  it  has  suffi- 
cient pressure,  which  is  slightly  over  6  volts,  to  magnetise  the  core 
(D)  so  that  it  will  draw  the  magnet  armature  of. cut  out  (0)  down — 
when  circuit  is  closed  to  battery.  Battery  will  then  be  charged  from 
generator,  or  generator  will  also  supply  current  for  light.  At  other 
times,   the  storage   battery   supplies   current   for  lights. 

If  engine  is  speeded  up,  the  pressure  increases  and  lights  would  be 
burnt  out,  therefore,  the  mecury  regulator  is  brought  into  action. 

As  the  voltage  increases  with  speed,  the  intensity  of  the  magnetic 
pull  exerted  by  the  magnet  coil  *'A*'  upon  plunger  "C"  causes  the 
plunger  (0)  to  move  up  out  of  the  mercury. 

Now  the  current  to  the  shunt  field  (17)  of  the  generator  must  fol- 
low a  path  leading  Into  the  outer  well  of  mercury,  through  the  re- 
sistance coll  (£)  wound  on  the  plunger  tube,  to  the  needle  carried  at 
the  center  of  the  plunger,  Into  the  center  well  of  mercury  and  out 
of  the  regulator. 

It  will  be  seen  that  as  the  plunger  is  withdrawn  from  the  mercury, 
more  resistance  is  thrown  into  this  circuit,  due  to  the  fact  that  the 
current  must  pass  through  a  greater  length  of  resistance  wire.  This 
greater  resistance  in  the  field  of  tlie  generator  causes  the  amount  of 
current  flowing  to  the  battery  to  be  gradnallv  reduced  as  the  battery 
nears  a  state  of  complete  charge,  until  finally  the  plunger  is  almost 
completely  withdrawn  from  the  mercury,  throwing  the  entire  length 
of  resistance  coil  into  the  shunt  field  circuit,  thus  causing  a  condition 
of  practical  electric  balance  between  the  battery  and  generator,  and 
obviating  any  possibility  of  over  charging  the  battery.  As  tlM  speed 
decreases,  the  msgnetic  pull  of  the  core  (A)  is  weaker  and  plunger 
*'0"  assumes  a  lower  position. 

The  late  Deleo  system  does  not  use  the  automatic  * 'cut-out*'  or 
**mercury  type"  regulator. 


CaSAST  NO.  ISe — ^The  1914  IMco  Ctaneratixif  fiTstam.    Action  of  the  Mereorj  Voltage  Begolator. 
This  regvlator  ia  not  now  used  but  shown  in  order  to  explain  the  principle. 


DBLCO  STAETING,  GENEEATING  AND  IGNITION  SYSTEMS.    881 


INSTRUCTION  No.  28-B. 


*DELCO  ELECTRIC  STARTING,  GENERATING,  LIGHTING 
AND  IGNITION  SYSTEM:  Generators.  Motor  Genera- 
tors. Early  System.  Regulation  Methods;  mercury,  variable 
resistance  and  third  brush.  Principle  and  Theory  of  Delco 
Systems.  Examples  Delco  Systems:  Hudson,  Buick,  Cole, 
Oldsmobile,  Cadillac.  Motoring  the  Generator.  Motor  and 
Generator  Clutches.    Charging  Rate  Curve. 


Early  Delco  Electxlc  Systems. 

In  order  tbat  the  reader  will  understand 
this  later  Delco  systems,  it  will  be  necessary 
to  begin  with  the  early  models.  A  study  of 
ehart  185  and  186  is  advised  before  pro- 
eeeding. 


One  Armature  Serves  for  Motor 
and  Generator. 

It  is  well  to  note^  that  Delco  emjdoys  one 
azmatore,  but  two  commutators  on  their 
motor-generators  in  the  later  Delco  systems 
as  well  as  the  early  systems.  The  motor 
commutator  and  the  generator  commutator 
can  be  placed  both  at  one  end  of  armature, 
which  is  the  method  employed  on  the  Buick 
model  D-44,  also  in  1914  model  as  per  charts 
185  and  186,  or  the  commutators  can  be  at 
opposite  ends  of  armatures,  as  per  chart  188. 


Windings. 
Armature  winding.    There  are  two  regu- 
lar  ''drum"   type   windings   on   the   arma- 
ture, one  for  the  generator  and  one  for  the 
motor. 

Field  windings.  There  are  two  windings 
on  the  plain  two  pole  (bi-polar)  fields;  a 
''series"  for  the  motor  and  a  "shunt" 
winding  for  the  generator  (see  chart  187,) 
with  the  exception  of  the  types  that  are 
regulated  by  the  "reverse  series"  method, 
employing  a  third  field  winding. 

The  motor  series  field  winding  is  wound 
from  strip  copper.  The  generator  shunt 
field  winding,  is  separated  from  it  entirely, 
and  is  brought  out  to  the  terminals  on  one 
end  of  the  field  coil.  One  of  these  is 
connected  to  the  generator  brush  lead  and 
the  other  to  the  bottom  of  the  regulating 
resistance  (B).     See  chart  187  and  188. 


Delco  Regulation  Methods. 


The  "mercury"  voltage  regulator  was 
used  on  the  1913  and  1914  models  of  the 
Delco  system,  as  explained  in  charts  186 
and  186.  This  regulation  system  is  now 
seldom  used. 

***The  "third  brush"  regulation  methods- 
is  the  popular  Delco  principle  now  employed 
and  will  be  explained  further  on. 


The  "variable  resistance"  regulation  is 
also  used  at  the  present  time  on  some  of 
the  Delco  systems.  An  example  of  this  prin- 
ciple is  shown  in  charts  187,  188,  and  188D. 
The  Hudson  "8ix-40,"  Buick  models  "38 
and  54,"  Cole  "6-50"  page  392.  used  this 
system.  As  an  example  we  will  use  the 
Hudson  "Six-40." 


Principle  of  the  Delco  "Variable  Besistance"  Regulation — Hudson 
"Six-40"  as  an  example. 


The  object  or  purpose  of  "regulation"  of 
the  output  is  explained  in  instruction  twen- 
ty-seven, therefore  we  will  not  deal  with  the 
principle  here  but  will  take  up  the  general 
construction. 

The  variable  resistance  regulation  is  ac- 
eompUshed  through  a  special  resistance  wire 
wound  on  a  spool  of  non-inflammable  ma- 
terial and  mounted  in  the  distributor  hous- 
ing just  back  of  the  condenser  as  shown  at 
Bfig.  3«  chart  188. 

*<fi7  iDsertlng  some  of  this  regulating  re- 
aistance  on  spool  (B)  in  the  shunt  field  dr- 
colt  at  the  higher  speeds,  the  output  is  con- 
trolled automatically  by  the  lever  (C)  and 


the  same  mechanism  that  advances  the  spark. 
The  circuit  can  be  readily  understood  by 
referring  to  the  circuit  diagrkm,  chart  187, 
and  from  this  circuit  diagram  it  can  be 
seen  that  all  of  this  resistance  is  in  the 
shunt  field  circuit  when  the  arm  0  is  at 
the  top  position;  that  is,  at  maximum  speed 
(also  see  fig.  3,  page  384). 

The  "ignition  resistance  unit"  (D)  is 
grounded  through  the  output  resistance  and 
is  cut  out  of  the  ignition  circuit  when  the 
arm  it  at  the  top  position.  This  increases 
the  intensity  of  the  spark  at  high  speeda 
Note  however,  that  it  is  distinct  and  sep- 
arate from  the  "regulating  resistance  unit." 


*8m  eharto  829  to  882  for  umti  of  Deleo  oloctrie  ■yitomi. 
**8m  pftgo  S87  for  different  lisee  of  reslatanee  unite  to  nte. 
••*8m  ftUo  PAffe  870. 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-EIGHT-B. 


The  atjirtin^  motor  and  gfQ«rAtor»  ute  th«  Mme  armiiture.  The  aUrtitif  motor  ii  ezpUiaed  in  tbete 
ebarU.     Thcrrefofp  ivq  will  d^ftl  with  tbe  Kenerntor  mnd  windlDg  ftnd  Ibe  circuit*  of  wiringr  in  tbii  eb»rt. 

Wben  the  generiitor  Is  supplying  tbe  camnti  it  eoiii«i  from  tbe  fcrwAfd  t«TmiiiAlf  on  the  lids  of  lli« 
fMiifrfttor  through  the  wire  **A''  to  No.  6  termloftl  on  the  •witch  (lee  below K  ftod  aince  Not.  1  ftad  • 
iiinoiiiaU  ve  connected  (whon  either  tbe  '*B'*  or  **M**  buttoo  oa  the  iwiUb  it  pulled  oath  it  oka  be  pma 
tbal  them  will  alweje  be  current  supplied  to  tbli  ewltcb  for  the  ll^hte^  born  end  ignition.  The  cxeea* 
eorrenl  flows  through  the  switch  wire  *'B'*  to  the  re»r  termioali  on  tbe  generstor  end  tbe  beiTy  letd  wire 
to  the  bsttery,   thus  charglug  the  storage  batter/. 

An  ammeter  inserted  in  tbe  '*A'*  line  wonid  indie ete  tbe  eraount  of  ctureot  coming  from  the  storece 
battery  to  the  generator,  in  case  the  engine  was  not  running,  or  the  current  being  generated  when  tbe  enfiae 
ie  mnnlng.  I 

Tbe  prtmaiy  Igiiltion  current  is  an  intermittent  current — it  flows  onty  when  ths  timer  eontacto  am 
closed.  This  curreot  can  be  readily  traced  on  the  diagram.  A  high  Tolta^e  is  indueed  in  tbe  seeoodarF 
winding  of  tbe  ignition  coil  when  tbe  flow  of  primary  otirrent  at  the  timer  contact  ie  broken.  Title  eaneeo  m 
■park  to  occur  at  the  plugs  when  the  breaker  contacts  opon. 

Wlien  the   dry  battery  Ignition  Is  being  nsed,   the   current   is   supplied  in   exactly  tbe  same  manner  M 
tbongb  it  was  cotninf  from  the  irtorai^e  battt^ry;   the   ''B"    button    on    the    combination    switch    eloelag    thm 
circQit  betwcicn   trriumals   Ko.    1   and   No.   6,    in   order   that  the  generator  may  be  conneeted  to  tbe  storage  bat- 
tery lor  charging  purposes. 
Tbe  regulation  of  tbe  ontpot  of  Fig.  2« 

iaemtor  ia  this  particular  avs- 
teoi,  Is  centroUcd  automatically  by 
the  lever  C  (aee  below  and  flg. 
ebart  168),  which  is  raiaed  and 
lowered  by  tbe  action  of  the  gor- 
vblch  cuts  resistance  into 
the  ebunt  flcid  windinif  at  higher 
■peeds;  thereby  weakpnlng  the 
itrength  of  the  fleld*,  coiiseqa«*nt- 
ty  the  output  of  genoretnr.  This 
fa  called  '*TaHsble  reeiitance** 
of  regulation. 


CHABT  1S7— The  Delco  Electric  SyBtem  wltH  "V&rlable   B«sistanc«  EasolJ^tiim'*    of   Output   of 
0«Derator  and  *'Atitomfttlc  Control  of  Spark**  as  used  on  tbe  Hudson  *'8U*40."  A^'alogle- 

anJf  ' '  '  'single   wire  * '  svstem» 


DELCO  STARTING,  GENERATING  AND  IGNITION  SYSTEMS.      388 


ThA  Ck)ntrol  of  the  "VarUUe" 

Regulating  Bealstance— by 

governor  action. 

Note  the  action  of  the  goTomor  which 
controls  the  cutting  in  and  out  of  this  ze- 
datance.  (See  fig.  3,  chart  188).  The  spiral 
gear  (SG)  is  attached  to  the  timer  shaft 
(TS)y  this  gear  is  operated  by  the  pump 
shaft  independent  of  the  armature  shaft. 
This  gear  being  a  part  of  the  clutch  which 
connects  with  the  pump  shaft.  If  distribu- 
tor was  driven  from  armature  shaft  the  tim- 
ing would  be  affected  during  the  starting 
operation,  during  which  time  the  armature 
operates  at  a  dififerent  speed  than  pump 
shaft.  The  pump  shaft  runs  at  one  and  one 
half  times  crankshaft  speed,  but  the  six 
lobe  cam,  and  the  shaft,  operate  at  one  half 
engine  crank-shaft  speed. 

As  the  timer  shaft  revolves  the  governor 
weights  (G)  assume  a  rising  position  which 
raises  the  arm  (A),  thereby  raising  the  lever 
(C)  which  makes  contact  with  the  bare  re- 
sistance wire  (B),  wound  on  an  insulated 
spool.  The  principle  is  that  as  the  speed  of 
the  engine  increases  the  speed  of  the  timer 
shaft  increases  and  the  governor  arms  (O) 
raise  higher  as  the  speed  increases,  thereby 
raising  the  arm  (C)  higher. 

-The  higher  arm  (O)  la  raised,  the  more  of 
thla  resistance  wire  is  thrown  into  the  field 
cizeiiit»  thereby  weakening  the  output  and 
keeping  the  current  from  gaining  as  the 
charging  rate  increases  at  the  higher  speeds. 

The  Automatic  Advance  of  Ignition 
Ck)ntrolled  by  Governor  Action. 

At  the  same  time  the  timer  cam  on  the 
end  of  the  timer  shaft  is  antomatlcally  "ad- 
Tanced."  (As  the  speed  is  increased  the 
aetion  of  the  governor  turns  the  timer  cam 
in  the  direction  of  rotation)  thereby  caus- 
ing earlier  contact. 

The  ignition  system  is  practically  the 
same  Delco  principle  described  in  previous 
instruction. 

The  resistance  unit  shown  at  (D)  fig.  8, 
ehart  188,  is  a  coil  of  resistance  wire,  the 
purpose  of  which  was  explained  in  a  previ- 
ous instruction.    See  page  246. 

This  igrnition  resistance  unit  has  connected 
in  paraUel  with  it,  the  regulating  resis- 
tance (B),  fig.  3,  chart  188,  see  also  dia- 
gram, chart  187. 

When  the  arm  "G,"  is  in  the  lower  posi- 
tion, the  resistance  of  this  path  greatly 
exceeds  that  through  the  resistance  uxdt,  and 
practically  aU  the  ignition  current  passes 
through  the  ignition  resistance  unit. 

But  as  the  arm  raises,  as  at  high  speed, 
this  resistance  is  decreased,  and  when  the 


arm  is  at  the  top  position  the  full  voltage 
is  applied  to  the  ignition  coiL 

In  the  event  of  the  ignition  resistance  unit 
(D)  being  disconnected  or  burned  out,  it 
is  impossible  to  get  sufficient  current 
through  the  regulating  resistance,  unless  the 
arm  **C  "  is  held  near  the  top. 

The  Automatic  "Ont-Ont"  in  this 
System  not  Used. 
On  the  early  Delco  system  (chart  186), 
the  "cut-out"  served  the  purpose  of  discon- 
necting the  generator  circuit  from  the  stor- 
age battery,  when  the  generator  was  run- 
ning at  slow  speed  and  generating  less  than 
6  volts.  The  principle  being  the  same  mag- 
netic principle  as  described  previously. 

On  the  system  now  being  explained  (chart 
187),  and  later  systems,  the  "cnt^nt"  is 
eliminated — The  ignition  buttons  "M  and 
B "  in  a  way,  takes  the  place  of  this  cutout. 
The  operation  of  either  button  controls  the 
circuit  between  the  generator  and  the  stor- 
age battery.  Should  the  engine  stop  and  the 
ignition  button  (M  or  B)  remained  pulled 
out,  the  amount  of  current  that  comee  from 
the  storage  battery  is  that  which  is  required 
to  operate  the  generator  as  a  motor  when 
first  starting,  and  is  about  five  amperes. 

When  the  engine  is  not  running,  or  when 
It  is  running  below  800  B.  P.  Bi.  and  the 
circuit  between  the  generator  and  the  stor- 
age battery  is  closed  by  either  the  "M"  or 
"B"  button  on  the  combination  switch,  the 
direction  or  flow  of  the  current  is  from  the 
battery  to  the  generator  and  if  the  speed 
is  very  low  indeed,  as  when  throttled  down 
to  three  miles  per  hour,  the  generator  will 
over-run  and  the  clutch  will  be  heard  in  op- 
eration, as  before  stated. 

A  warning  is  given  when  the  igmtion  but- 
ton is  pulled  out  or  left  pulled  out  (and 
engine  were  to  stop)  by  the  clicking  of  the 
ratchet  type  of  driving  eluteh  (see  fig.  16, 
page  898),  with  which  all  these  generators 
are  equipped. 

When  the  engine  is  running  below  800 
revolutions,  then  this  clicking  of  ratchet 
will  take  place  again,  because  the  current 
from  the  battery  is  running  back  into  gen- 
erator slowly  revolving  it.  This  indicates 
that  the  generator  is  not  running  fast 
enough  to  overcome  the  pressure  of  battery. 
The  amount  of  current  that  flows  from  the 
battery  back  to  the  generator  at  this  slow 
engine  speed  is  so  small  that  it  is  negligible, 
therefore  the  automatic  ''cutout"  can  be 
eliminated. 

Over  300  revolutions,  the  generator  is 
running  fast  enough  to  overcome  the  bat- 
tery pressure. 


Single  Wire  or  Grounded  System. 

The  Deleo  wiring  of  the  different  parts         The    generator,    storage    battery,    motor, 

are  shown  in  figs,  land  2,  charts  187.    Note     ]^V^>   ^om   and   ignition   apparatus   each 

a.  ingl,  wi,^  ^.te.  i.  uaea  in  the  Uln.-     ^  ^^  ^^^^  Jt'^Z'^or'^JSS^. 

tratios— the  frame  of  the  car  being  used  to      xhe  other  eonneetions  are  made  with  cop- 


eany  the  return  circuit. 


per  wires  or  cables. 


T1l«  urmtXrun  Wiadlns';  there  are  (wo  regnlAr  *'  dmm"  ijpe  wiodlag*  oo  tht  ftnaeAar*.  On*  (op 
tlie  fen«ratQr  eod  ooe  for  the  motor.  Bat  onlj  one  »rm)itiire,  Tbero  «re  two  commat»ton  an  the  Bio.  1. 
f7tiem,    oDC>   ftt   earb    ead;    one   for   the  feaerator  oircnit  and  one  for  the  motor  eircail. 

Tt9  ffflnerator  hniflb  <GB).  r#ni»int  on  the  ffen«ritor  eomjnaniutor,  but  the  f«iieralor  olrtmil  (Al« 
flg«  3),   la  opfoeU  wht^a  the  motor  bruah    <MB),   it  in   action   atarttoff  the  motor. 

Tlie  motor  hnuh  it  raited  and  lowered  to  the  motor  commutator,  by  the  motor  braib  rwlt«k  (A>. 
When  the  eoipioe  it  tiarted  aad  etarting  pedal  ia  releKted,  the  motor  bmth  twitch  <rod  ▲!,  wltt  Ite 
taotor    brtmh    and    orv«»nB    the    motor    circa  it    and    cIi»ipb  the  circuit  to  generator  at    (Al)« 


i 


AUTOMATIC 

SPARK 
CONTROL 


REGULATING 

RESISTANCE 
RESISTANCE 


MOTOR 
BRUSH 
SWITCH 


MANUAL 
SPARK  CONTROL 


|f^ 


Fl«   1 


Gejieratof  bruah  HiB)>  reaialiia  on  fenertt«r  eom' 
mutator.  Oem-rator  circuit  it  opened  and  eloaad 
by  action  of  twitch  (Al),  raltloc  motor  broth  (MB). 

(HO),  connectt  with  tteerisf  pott  tpark  Ivrvr 
attd  if  eatted  the  manual  control  of  tpark, 

(G),  Oovemoi  on  the  timer  ahAft — operatat 
OBttUif  in  retittaoee  wire  at  (B),  by  eentrifiifal  ae* 


lion  M  tpeed  IncreaaM  it  raiaee  and  actuatai  tartr 
(0),  throufh  rod  (A).  At  the  tame  live  Iba 
timer  contact  on  end  of  akaft  ta  made  lo  btraai 
earlier,  thereby  adTanelns  Ihno  tif  l^iliou.  8|plril 
fear  {BQ},  driirei  tlm«r  ahafl  ttom  auothar  tpltvl 
I  ear  (tee  flf.  !>»  on  oaier  abell  «r  feuerator  diiv* 
liiff  einteb. 


aSAMT  NO.  tSS^The  Delco  Motor-Oenerittor 
BeBistnnce  Regulation^'  of  Field  Ourrent 
iog  diAgrsim,)    noi»  pommutatcrr  on  each  end 


wltlL  Automatic  Spftrk  AdvAtios  tnd   **VtElMi 
Kft  Output  of  Generator.    (See  el^Mt  IS?  fer  wir* 

of  Krm%%«ra, 


DELCO  STARTING.  GENERATING  AND  IGNITION  SYSTEMS, 


rUNCTIONS    Of 

FITTINOS  AMD 
LEVEIS  Vi  mSVEXS 
COMPAiTMCNT 


(2) 


(S) 


fStartiiig  Operation,  to  Ezplaiti  Diagram  Page  382. 
"Hudson*'  Six -40  as  an  Example. 
Poll  out  Ignition  switcli  *M  or  B.  If  M,  current  for  ignition  ii  taken  from  circuit  (1), 
storage  batterj  (page  3S2).  If  B,  switch  is  pulled  out|igmUonis  taken  from  dry  cella  (3), 
In  both  inBtances  the  generator  circuit  ift  closed  at  (X),  am]  generator  armature  (now 
acting  as  a  slow  running  motor) ,  turns  over  slowly  so  that  starting  gears  (fig.  1|  ehart 
188),  can  be  meshed.     See  page  399 — *' motoring  the  generator,*^ 

Depress  '*electrlc  starter  pedal"  {ig.  2  above);  this  action  lowers  motor  bmsh  (MB) 
and  opens  the  generator  circuit  at  (Al — fig.  2,  page  382) — see  ^gB,  I  and  2,  page  384 
and  note  rod  (A),  which  operates  this  brush  (KB)  on  *' motor"  commutator,  when  gear 
is  shifted  into  fly  wheel  gear. 

Aftar  engine  la  started — starting  pedal  is  released — gears  are  then  thrown  out  of  mesh^^ 
the  motor  brush  (AfB)  Is  raised  and  generator  circuit  closed  at  (Al).  Therefore  the 
starting  motor  is  cut  out  bj  brush  (MB)  being  raised  and  generator  is  in  action.  The 
generator  brush  (GB)  remains  on  its  commutator  at  all  times*  The  opening  and  dosing 
of  its  circuit  being  at  (Al). 

]fot»^W1ien  eltlKtr  tbo  "M'*  or  "B"  btitt«a  Ib  pnlled  ont  ftnd  ths  umAtiure  li  r«<roiniLg»  m  dUctdnc 
mild  WlU  t>«  heard.  Thia  is  the  operuMoTt  of  the  gon^rator  etuttib.  Thi«  clicking  eound  will  serrs  st  m 
laaiodetr  that  th«  ifnltlou  clrctiLit  Is  closed.  When  tbc^  etifrina  it  stopped  or  atnllpd,  do  nat  leftve  either 
Im    ''M"   or  •*B"   buttoa   [iiilled  out.   aa  the  battery   will  discbargre   throujBli   Ibe  generator, 

tl918  Hudson  Starting  Operation. 
By  referring  to  page  391,  t3ie  1918  electric  B3rEtem  is  sbown*     Note  there  is  but  one  igni- 
lon  switch  (IGN).     The  daah  board  is  similar  except — a  different  gasoline  regulator  and  air 
ontro)  is  used  (fig.  3).     The  gastiline  tank  is  also  on  the  rear  (page  204).    A  Stewart  vaeuua 
jmtem  is  used. 

1)   See  that  the  *'gaaoHno  feed  regulator  lever"  is  in  the  center  position, 
2>   See  that  the  gasoline  "air  control  lever''  is  in  the  '*hot"  position. 

Not«  that  thp  cajoltne  regulator  lever  ehould  be  moved  OTer  to  the  "rich**  poaHlon  to  faclUtftte  ■tart- 
B^  IB  cold  weather.  When  thia  i«  neccnaarir,  the  air  eootrot  lever  should  be  mov^ed  over  to  the  "choke" 
»o«itioa  for  m  momeiit  when  rrankinc  and  nbotild  be  moved  back  to  a  poiiticin  inidwa?  between  **choke'* 
a4  'hot  a«  »oon  »a  the  eog-ine  atart*.  If  thin  la  not  done,  the  en^me  will  draw  too  rich  a  mixtnz*. 
■is  appUM  only  when  the  engine  is  <>old. 

■  .fiSStSS.  (3)   Have  the  throttle  lever  an  inch  from  the  bottom  of  the  quadrant  and 

■  ^  the  spark  lever  about  three  inches  from  the  top  of  the  quadrant,  (In 
cold  weather  it  may  be  necessary  to  open  the  hand  throttle  a  Uttle 
farther  than  in  warm  weather,) 

(4>  Pull  out  the  ignition  button  (IGN)  on  the  combination  switch  as  far  ai 

it  will  come, 
(5)  Have  the  left  foot  readj  to  use  on  the  accelerator  when  the  engine 

starts^  and  with  the  right  foot  press  down  gently  on  the  starting  pedal. 
(6>  After  engine  starts  release  starting  pedal. 


I 
I 


NO.   1S8A— Starting  Operation  Delco  Electric  System — on   the  Hudaon  **8ix-40''  as  an 
,     Alio  1918  Hudson  Starting  Operation.       ^m — on  the  etrl^r  D«\co  ii«t«m  m««A  ^ci^'evbu  Vds^^u^ 
I  bttltcrr  or  ^nermtor   inot  uagDota; ;  B^ — tbraui^b    dry   cells  <ir  an  &niii\i»Ty  V&Ucti   \wt   %\«Vwii^ 


J 


386 


DYKE'S  INSTKUCTION  NUMBER  TWENTY-EIGHT-B. 


Delco  Starting  and  Ocneratlng  System  Using  a  ••TMrcl  Bmsli'*  B,egiilAtlon. 


TMs  system  Is  similar  to  previous  Delco 
system  described,  except  ta  the  * 'regula- 
tion'* of  current  and  miner  details.  We 
will  use  this  aystenij  to  more  completely 
describe  the  generator  and  it  ^s  functious. 
The  Beko  system  on  the  Buick  D  64  and 
D  55  will  be  used  as  examples. 


♦Delco  Motor-Generator  Frlnclple. 

The  motor-generator  is  located  on  the 
right  Bide  of  the  engine  (chart  188  B)« 

This  consists  essentially  of  a  dynamo  with 
two  field  windings^  and  two  windings  on  the 
armature^  with  two  commntators  and  cor- 
responding sets  of  brushes,  in  order  that  the 
machine  may  work  both  as  a  starting  mo- 
tor, and  as  a  generator  for  charging  the  bat- 
tery and  supplying  current  for  the  lights, 
bom,  and  ignition. 

The  Ignition  apparatus  is  incorporated  in 
the  forward  end  of  the  motor-generator. 
This  in  no  way  affects  the  working  of  the 
generator,  it  being  mounted  in  this  man- 
ner simply  as  a  convenient  and  accessible 
mounting. 

The  motor-generator  has  thre^  distinct 
ftmcttons  to  perform,  which  are  as  follows: 
1 — motoring  the  generator.  :&— cranking 
the  engine.    3 — generating  electrical  energy. 


»**' Motoring**  the  Generator. 

"Motoring'*  the  generator  means  to  use 
the  generator  armature  temporarily  as  a 
motor.  The  purpose  of  using  the  generator 
as  a  motor  la  to  revolve  the  armature  slow- 
ly, so  that  the  gears  wil!  mesh  with  fly 
wheel  gears  when  starting.  If  the  currant 
was  immediately  applied  to  starting  mo- 
tor, it  would  revolve  at  fuJl  speed  immedi- 
ately. By  "motoring  the  generator'*  how- 
ever, the  armature  revolves  slowly  until 
gears  are  meshed,  then  the  full  current  is 
applied  to  starting  motor. 

This  operation  is  accomplished  when  the 
Ignition  button  on  the  switch  is  pulled  out. 
This  allows  current  to  come  from  the  stor- 
age battery  through  the  ammeter  on  the 
combination  switch,  causing  it  to  show  a 
discharge.  The  first  reading  of  the  meter 
will  be  much  more  than  the  reading  after 
the  armature  ia  turning  freely.  The  current 
discharging  through  the  ammeter  during  this 
operation  is  the  current  required  to  slow- 
ly revolve  the  armature  and  what  is  used 
for  the  ignition. 

Meshing  gears.  This  motoring  of  the 
generator  is  necessary  in  order  that  the 
starting  gears  may  be  brought  into  mesh, 
and  should  trouble  be  expenenced  in  mesh- 


ing these  gears,  do  not  try  to  force  them, 
simply  allow  the  starting  pedal  to  come 
back,  giving  the  gears  time  to  change  their 
relative   position. 


Generator  Clutch. 

A  cUcklng  sound  will  be  heard  dnrini 
the  "motoring  of  the  generator.**  This 
is  cauaed  by  the  " over-nmning  of  the 
clutch "  in  the  forward  end  of  the  generator 
which  is  shown  in  (fig.  1,  chart  ISS-B  and 
fig.  16,  page  398). 

The  purpose  of  the  generator  clutch  la  to 
aEow  the  armature  to  revolve  at  a  higher 
speed  than  the  pump  shaft  during  the  crank 
Ing  operation  and  permitting  the  pomp 
shaft  to  drlvo  the  armature  when  the  an- 
glne  la  running  on  its  own  power.  Spiral 
teeth  are  cut  on  the  outer  face  of  this 
clutch  for  driving  the  distributor.  This 
portion  of  the  clutch  is  connected  by  aa 
Oldham  coupling  to  the  pump  shaft.  There* 
forei  its  relation  to  the  pump  shaft  is  al- 
ways the  same  and  does  not  throw  the  Igni- 
tion out  of  time  during  the  cranking  op- 
eration. 

Lubrication  of  clntch  is  from  the  oil  that 
in  contained  in  the  front  end  of  the  genera- 
tor which  is  put  in  at  B  (fig.  1,  c-hart 
188-B.)  This  is  to  receive  oil  each  week 
sufficient  to  bring  the  oil  up  to  the  level  of 
the  oiler. 


Cranking  Operation. 

The  cranking  (engine  starting)  operation, 
takes  place  when  the  starting  pedal  ia  folly 
depresed.  The  starting  pedal  brings  the  mo- 
tor clutch  gears,  (fig.  1,  chart  ISS-B)  into 
mesh  and  withdraws  the  pin  P,  (figs.  1  and 
2}  allowing  the  motor  brush  switch  to  make 
contact  on  the  motor  commutator.  At  the 
same  time  the  generator  switch  breaks  con- 
tact. This  cuts  out  the  generator  element 
during  the  cranking  operation. 

As  soon  as  the  motor  bruaii  makes  con- 
tact on  the  commutator,  a  heavy  .current 
from  the  storage  battery  flows  through  the 
series  field  winding  and  the  motor  winding 
on  the  armature.  This  rotates  the  arma- 
ture and  performs  the  cranking  operation. 
The  cranking  circuit  is  shown  in  the  heary 
lines  on  the  circuit  diagram  (lower  illoa- 
tration.) 

This  cranking  operation  requires  a  heavy 
current  from  the  storage  battery.  If  th« 
lights  are  on  during  the  cranking  opera* 
tion,  the  heavy  discharge  from  the  battery, 
causes  the  voltage  of  the  battery  to  de- 
crease enough  to  cause  the  lights  to  grow 
dim. 


*Wlii»ii  th»  word   **moior-feiierAtor**   ftppesri  eonpled    together    thii    i&dicales   tkej    ar*   eo»bta»# 

in    one   tmU. 

''^(M  pMgo  $99  for  principlt.  troablea  sod  U§U* 


mm 


d 


k 


Cranking  current.  This  ia  noticed  espe- 
eiaU;^  when  the  battery  ia  nearly  diacharg- 
td;  also  will  be  more  apparent  with  a  stiff 
engine  or  with  a  loose  or  poor  connection  in 
the  battery  circuit  or  a  nearly  discharged 
battery.  It  is  on  account  of  thia  heavy  dis- 
charge current  that  the  cranking  should  not 
be  continued  any  longor  than  is  necessary, 
although  a  fully  charged  battery  will  crank 
the  engine  for  several  minutes. 

Ammeter  readings  during  cranking  op- 
•ratlon:  During  the  cranking  operation  the 
ammeter  will  show  a  discbarge.  This  is 
the  current  that  is  used  both  in  the  shunt 
field  winding  and  the  ignition  current;  the 
ignition  current  being  an  interinittent  cur* 
rent  of  comparatively  low  frequency,  will 
eanse  the  ammeter  to  vibrate  during  the 
cranking  operation.  If  the  lights  are  on, 
the  meter  will  show  a  heavier  discharge. 

The  main  cranking  current  is  not  con- 
ducted through  the  ammeter,  as  this  is  a 
▼ery  heavy  current  and  it  would  be  irapos- 
lible  to  conduct  this  heavy  current  through 
the  ammeter  and  still  have  an  ammeter  that 
ia  sensitive  enough  to  indicate  accurately  the 
aharging  current  and  the  current  for  lights 
and  ignition* 

Ab  soon  as  tlie  engine  fires  ike  starting 
padal  should  be  released  Immediately,  as 
the  overrunning  motor  clutch  is  operating 
from  the  time  the  engine  fires  until  the 
starting  gears  are  out  of  mesh.  They  op- 
erate at  a  very  high  speed  and  if  they  are 
held  in  meah  for  any  length  of  time,  there 
li  enough  friction  in  this  clutch  to  cause  it 
to  heat  and  bum  out  the  lubricant.  There 
U  no  necessity  for  holdiT^g  the  gears  in 
meik. 

Motor  Clutch. 

The  ** motor'*  clutch  operates  between  the 
iy  wheel  and  the  armature  pinion  and  ia 
for  the  purpose  of  getting  a  suitable  gear 
reduction  between  the  motor  generator  and 
the  fly  wheeL  It  also  prevents  the  arma- 
ture from  being  driven  at  an  exceaaively 
high  speed  during  the  short  time  the  gears 
are  meshed  after  the  engine  is  running  on 
ita  own  power. 

TTiis  clutch  is  lubricated  by  the  grease 
eup  D,  shown  in  (fig,  1,  chart  ISS-B.)  This 
toTten  grease  through  the  hollow  shaft  to 
the  inside  of  the  clutch.  This  cup  should 
be  given  a  turn  or  two  every  week. 

How  One  Armature  is  Used  for  Starting 
Motor  also  Generator. 

When  the  cranking  operation  is  finished 
the  motor  brush  switch  is  raised  ofT  the  com- 
mntator  by  the  pin  (P)  when  the  start- 
ing pedal  is  released.  This  throws  the  start- 
tag  motor  out  of  action.  As  the  motor 
hnmh  ia  raised  off  the  commutator   the  gen- 


erator switch  makes  contact  and  completes 
the  charging  circuit.  The  armature  is  then 
driven  by  the  extension  of  the  pump  shaft 
and  the  charging  begins. 

Charging  current:  At  speeds  above,  ap- 
proximately 7  miles  per  hour,  the  generator 
voltage  is  higher  than  the  voltage  of  ths 
storage  battery,  this  causes  current  to  flow 
from  the  generator  in  the  charge  direction 
to  the  storage  battery.  As  the  speed  in- 
creases^  up  to  approximately  20  miles  per 
hour,  this  charging  current  increases  also, 
but  at  the  higher  speeds  the  charging  cuj< 
rent  decreases. 

The  curve  on  page  390  shows  approxi- 
mately, the  charging  current  that  should  be 
received  for  different  speeds  of  the  car. 
There  will  be  elig'bt  variations  from  this, 
due  to  temperature  changes  and  conditions 
of  the  battery  which  will  amount  to  as 
much  as  f»om  2  to  3  amperes.  The  regu- 
lation of  the  generator  current  is  eijdained 
ou  page  389.  Which  in  this  particular  in- 
stance is  the  ** third  brush  regulation." 

Generating  Electrical  Energy. 

If  we  have  a  generator  in  which  the  mag- 
netic field  remains  constant  and  the  genera- 
tor produces  7  volts  at  400  R.  P.  M.^  the 
voltage  at  SOO  R.  P.  M.  would  be  14  volta, 
and  it  is  ou  account  of  this  variable  speed 
of  generator  for  automobile  purposes  that 
they  must  be  equipped  with  some  means  of 
regulation  for  holding  the  voltage  very 
nearly  constant.  The  regulation  of  this  gen- 
erator is  by  what  is  known  as  third  bruall 
excitation,  the  theory  of  which  la  as  foMowa: 

*The  motor-generator  consists  essentially, 
of  an  iron  frame  and  two  field  windlnga 
for  magnetizing  the  pole  pieces.  The  arma* 
ture»  which  ia  the  revolving  element,  has 
wound  in  slots  on  its  iron  core,  a  motor 
winding  and  a  generator  winding^  connected 
to  corresponding  commutators.  Each  commu- 
tator has  a  corresponding  set  of  brushes 
which  are  for  the  purpose  of  collecting  cur- 
rent from,  or  delivering  current  to  the  ar- 
mature windings  while  it  is  revolving. 

When  eranklngf  current  from  the  storage 
battery  Hows  through  the  motor  winding, 
magnetizing  the  armature  core  and  colli, 
and  also  the  fields.  This  being  acted  upon 
by  the  magnetism  of  the  pole  pieces  or  the 
^  Afield  of  force"  between  them  causes  the 
turning  effort. 

When  generating,  the  voltage  Is  Induced 
In  the  generator  winding  and  when  the  cir- 
cuit is  completed  to  the  storage  battery 
this  causes  the  charging  current  to  flow  into 
the  battery. 

How  "direct"  current  is  obtained:  The 
current  ilows  in  one  direction  in  a  given  coil 
while  under  the  influence  of  one  pole  piece, 
and  in  the  other  direction  when  under  the 
influence  of  the  opposite  pole.     If  these  cur- 


*Ths  motor  gonar&tor  sarveK  botb  as  a  generator  and  as  an  «l«ctrlc  motor  for  cranking  the  englat 
when  starting.  There  are  two  windings  on  the  armature  and  two  In  the  field — one  on  the  armature 
and  ofie  on  the  field  are  used  when  the  motor  genemtor  U  used  as  n  guneralor  and  the  other  wind* 
Isge  irbea  it  is  aied  ai  a  motor.     See  Cadillac -Drko   wiring  diagram,   page  396. 


888 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-EIGHT-B. 


^TDTt^^MMC 


m%.  1 

NOTE,— On  ibe  later  inodclt  a  eluiiff  tut  b«eit  nude  la.  tbf  oikr  it  B. 


ro 


*T0 


[^■^SJ^ 


C«Q9rttori  cmn  b«  In- 
cr»fti«d  or  dectMMd 
b7  cliukglnff  %h9  poil- 
tlon  of  thti  '*ttM 
bmili/*  Eacb  tliii«  Ui« 
poaftion  of  the  bmsk 
II  eh«£ig«d  It  ii  neeei- 
»ai-j  t^  «madp«p«r  It 
an  thai  tt  flia  the  eooa- 
tnutaUr  pet  p«fe  404. 
0tberwl*«  tb«  chariiiic 
rate  irill  be  VBrj  low, 
dtt«  to  tb«  pa^f  tern- 
tart. 

8boii}d  be  c&raMDy 
cbftcJcfld,  and  ia  &• 
vaee  ahovl^  llt«  mui' 
fimcd  cofTent  on  Ikit 
fenaratoi-  «£ce«d  81 
»iQpere«.  OA»fnl  vatek 
ihoald  bi  kept  oo  ma- 
chine OB  wbirb  tha 
ehar(!tif  rale  b«a  boon 
Inereiia^,  to  «ee  tk«t 
eatumutator  ia  nat  bo- 
ing  averloaded. 

Note  ffeaerfttor  iilntek 
eoDiiecta  witb  fmrnp 
abftft  not  ahciirii  (aoa 
pig%  8T7  bow  dlatribv- 
tor  abaft  la  driraa). 


4^~L  _f~I  A\    /Ak    As 


n::^ 


r^H®  0 


y  1^  <k- 


WtmiNG    OIAGRA.H 


^1,  .^^v^ 


0EABT  NO.  188B— The  Deloo  "Single  Unit"   System  with  *«T]ilxd 

Shunt  Held  Winding— system  used  on  the  Buiek  D54-D55.    The  en^ont  is  not 
On  th0  "Bnlek-jfx"  1918  BOd«l — the  mmnim  Bsd  motor  commntatort  aro  el  tnm%  tad  ef 
Tb0  ignJtioa  eoil  (Ag.  4.  ptffe  24S),  ia  pWM  OQ  top  of  motor  c«n«ntor.    Wirtag  ele.  BlliwUnle 
^80€  pmg9  497  tor  daah  board  end  control  dl  Hm  BuVek. 


DELCO  STABTING,  GENERATING  AND  IGNITION  SYSTEMS.    389 


I 


renta  were  colleete<3  through  **Blip  rings "in- 
itead  of  a  commutator,  they  would  be  true 
alternating  currents.  But  as  we  want  ** di- 
rect** current,  we  commute  them  (or  turn 
them  in  one  direction)  tlirough  the  medium 
of  a  commutator.  Each  iegmetit  on  the  com* 
mutator  represents  one  end  of  a  coil  or  set  of 
colli,  dependent  on  the  way  U  is  wound. 
There  are  many  ways  of  winding  and  con- 
aecting  armature  coIIb,  but  the  principle  is 
as  outlined  above, 

Wlien  the  Ignition  button  on  the  comlilna- 
tlon  switch  is  Irst  pulled  out  ttie  current 
flows  from  the  storage  battery  through  the 
generator  armature  winding,  also  through 
the  ahunt  field  winding.  This  causes  the 
*•  motoring  of  the  generator." 

After  the  engine  is  started  and  is  run- 
ning on  its  own  power  this  current  still  haa  a 


tendency  to  flow  in  this  direction,  but  is  op- 
posed by  the  voltage  generated.  At  very 
low  speeds  a  slight  discharge  is  obtained. 
At  approximately  7  miles  per  hour  the  gen- 
erated voltage  exceeds  that  of  the  battery 
and  charging  commences.  As  the  speed  in* 
creases  above  this  point  the  charging  rate 
increases  as  shown  by  the  curve  (flg.  15, 
page  390), 

The  Ignition  current  Hows  only  when  the 
contacts  are  closed^  it  being  an  intermit- 
tent current.  The  mnximum  ignition  cur- 
rent  is  obtained  when  the  circuit  is  first 
closed  and  the  resistance  unit  on  the  rear 
end  of  the  coil  is  cold.  The  current  at  this 
time  is  approximately  6  amperes^  but  soon 
decreases  to  approximately  2%  amperes. 
Then  as  the  engine  is  running,  it  further  de* 
creases  until  at  1000  revolutions  of  the  en- 
gine it  is  approximately  1  ampere* 


♦♦Third  Brush  Eegulatlon. 
The  regulation  of  this  generator  is  effected  regulation  la  as  follows: 
by  what  is  known  as  third  brush  excitation. 
From  the  foregoing  exxdanation  of  the  gen- 
erating of  electricity  and  from  the  fact  that 
the  voltage  generated  varies  directly  with 
Ihe  speed  J  it  is  evident  in  order  to  maintain 
A  nearly  constant  voltage  wltli  a  variable 
ipaed.  It  becomes  necessary  to  decrease  the 
magnetic  field  as  the  speed  Increases, 


Since  the  magnetic  field  of  the  genera- 
tor Is  produced  by  the  current  in  the  shunt 
field  winding  it  is  evident  that  sbould  the 
shunt  field  current  decrease,  as  the  speed 
ef  the  engine  increases  the  regulation  would 


I 


L 


The  full  voltage 
of  the  generator  is  obtained  from  the  large 
brushes  marked  '  *  C  * '  and  *  *  D,  *  *  When  the 
magnetic  field  from  the  pole  pieces  N  and 
8  is  not  disturbed  by  any  other  influence 
each  Loil  is  generating  uniformly  as  it  passes 
under  the  pole  pieces, 

♦The  voltage  from  one  commutator  bar  to 
the  next  one  gradually  Increases,  from  zero 
to  full  voltage  (dependent  on  position  of 
coil  to  which  commutator  bar  is  attached). 

The  voltage  from  brash  O  to  brush  E  la 
about  5  volts  when  the  total  voltage  from 
brush  0  to  brush  D  is  6^  volts  and  6  volts 
is  applied  to  the  shunt  field  winding.  This 
5  volts  is  sufficient  to  cause  approximately 
1%  amperes  to  fiow  in  shunt  field  windings. 

As  Uie  speed  of  the  generator  is  increased, 
the  voltage  increases,  causing  the  current  to 
be  charged  to  the  storage  battery. 

The  charging  current  flows  through  the 
armature  winding,  producing  a  magnetic  ef- 
fect In  the  direction  of  the  arrow  B.  This 
magnetic  effect  acts  upon  the  main 
magnetic  field  which  is  in  the  direc*  , 
tion  of  the  arrow  A  with  the  re- 
sult that  the  magnetic  field  is  twisted 
out  of  its  original  position  in  very  much 
the  same  manner  as  two  streams  of  water 
coming  togetber  are  each  dcllected  from 
their-  original  directions.  This  deflection 
causes  the  magnetic  field  to  be  strong  at 
the  pole  tips  marked  Q  and  F^  and  weak 
at  the  opposite  pole  tips,  with  the  result  that 
the  colls  generate  a  very  low  voltage  while 
passing  from  the  brush  E  to  the  brush  D 
(the  coils  at  this  time  are  under  the  pole 
tips  having  a  weak  field)  and  generates  a 
greater  part  of  their  voltage  while  passing 
from  the  brush  C  to  E.  The  amount  of  this 
variation  depends  upon  the  speed  that  the 
generator  is  driven;  with  the  result  that 
the  shunt  field  current  decreases  as  the  speed 
increases  as  shown  in  the  curve  (fig.  15,) 

"Bcmgldjr  ffp«AktDig,  iero  potential  \b  mtdwHy  b4*twoon  the  polp  piecee  and  at  niaxiniiun  when  1q«v- 
tfi«  pole  bora«,  as  at  points  O  and  F.  **3ee  feljo  page  025  for  «aplanatlon  of  the  Bifoz  third  bmsll 
•jratein   %ad  paKcn  34?t  autl   ^145   lt«r  fJilTereiit    geatraior   regulutiort   *.ysile«i.s,      Sve   til-a,    jui^e   i?><j4<_\ 


Fig*  1*.  The  Beico  third  bmsh  regnU- 
tloa:  Tbe  third  bniih  (E>  la  adjuatabla. 
Ou  the  **BiQgle  unit"  Delco  Bystemt  tbla 
bmah  ia  exposed  when  the  front  end  cover 
of  generator  la  removed.  On  alt  **two  nnit'* 
ffjatema  the  third  bninfa  ii  located  on  the 
lower  Bide  of  commutator. 

Moving  thla  hrnsh  in  dlrectloa  of  rots^ 
tlon,   tncreasea  the   charging  rate  to  battery. 

MOTlng  hrush  In  opposite  direction  de- 
cre«aea  the  charg^iuf  rate. 


be  affected.  In  order  to  fully  understand  this 
explanation  it  must  be  borne  in  mind  that 
a  current  of  electricity  always  has  a  mag- 
netic effect  whether  this  Is  desirable  or  not. 

Beferrlug  to  (fig.  14)  tlie  theory  of  this 


390 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-EIGHT-B. 


By  this  form  of  regulation  It  Is  possltjlo 
to  get  a  hlgb  cliarglng  rate  between  the 
gpeeds  of  12  and  25  miles  per  hourp  and  it 
is  with  drivers  whose  average  driving  speed 
cornea  between  tbeae  limits  that  more  trou- 
ble ia  exfjerienced  in  keeping  the  battery 
ebarged.    At  tbe  bigber  speeds  tbe  cbarg^ 


ing  current  is  decr^aaed.  Tbe  driver  who 
drivea  his  car  at  the  higher  speeds  requires 
less  current,  as  experience  has  taught  that 
this  type  of  driver  makes  fewer  stops  in 
proportion  to  the  amount  the  car  is  driven^ 
than  the  slower  driver. 


Regulating  Charging  Duxrent. 


The  output  of  these  generators  can  be  in* 
creased  or  decreased  by  changing  the  posi- 
tion of  the  regulating  brush.  Bach  time  the 
position  of  the  brush  is  changed  it  is  nec- 
essary to  sand  paper  the  brush  so  that  it 
fits  the  commutator.  Otherwise  the  charg* 
ing  rate  will  be  very  low  due  to  the  poor 
eontact  of  tho  brush.     This  should  not  be 


attempted  by  any  one  until  thoroughly  un* 
derstood,  and  this  charging  current  should 
be  carefully  checked  and  in  no  case  should 
the  maximum  current  on  this  generator  eX' 
ceed  22  amperes.  Also  careful  watch  should 
be  kept  on  any  machine  on  which  tbe  charg- 
ing rate  has  been  increased  to  see  that  the 
commutator  is  not  being  overloaded. 


3o 


<o 


-^0 


fig.  16 — 81towln<  thfl  MQperace  of  ^t  Delce  g«iier«tor  U  TBrioni  spe«da.  Kot« 
the  fthunt   fitld   current   decrenies   as    the    speed    idcrvauM   »hov«   25   mUes    per   hoiLr, 

To  reid  tbia  chuit,  aoto  Ihe  isi1«i  p«r  hour  are  ihow^n  at  tbe  hottom,  and  th«  am* 
p«r«  output  at  the  t»ft  sid«  of  chart.  Example:  At  a  car  apeftd  of  20  miles  p«'r  hoar 
what  it  thv  ampere  outpatf  Find  20  at  the  bottom  and  foUoir  vertical  line  otitU  it 
mreta  the  black  wave  line,  then  follaw  horiiootal  line  to  the  left  edcre  and  we  fiad  14 
amperei, — the  oatpnt  at  this  ipeed.  At  higher  ipeedi,  lay  85  mllea  per  hour,  the 
output  dropM  to  11  amperca.  and  at  40  milei  it  dropi  to  9  amperes. 

Oontiderable  variation  (from  the  curre  »bowo>  in  the  output  of  different  feaara- 
tora,  will  be  obtained  aa  the  feneratur  ia  affected  hjr  lemperatura  aod  batterr 
coodittOBB. 


^To  Time  the  Belco  IgnltloiL 
When  timing  the  spark  the  cam  A  (fig.  7,  aide  of  en^ne, 
page  37S)  is  moved  with  respect  to  the  shaft 
opon  which  it  is  mounted^  which  is  done  by 
loosening  a  screw  (A)  in  the  end  of  the 
shaft  and  again  tightening  it  after  the  cam 
has  been  moved  the  desired  amount.  Turn- 
ing the  cam  in  a  clockwise  direction^  or  to- 
ward the  right,  advances  the  time  of  igni- 
tioiiy  and  counter-clockwise,  or  to  the  left, 
fVtftCds  it.     To  adjust  timer,  see  page  378, 

Tq  time  Hudson-Delco ;  place  ipark  lever  at  top 
of  tt«ering  wheel  quadrant.  Place  No.  1  cylinder 
pitton  on  top  of  coropreteioii  itroke.  Ko.  1  cylin- 
der li  due  to  fire  io  ad^aocftd  position,  when  mark 
<▲>  oa  fly  wheel  n^acbes  tbe  pointer  atlicbed  to 
the  crank  case.  This  may  be  obKerred  thronith 
the  intpectioo  hole  on  the  fly   wheel  houiine  l«ft 


„  Mark  (A)  ii  %*  b«fOfi  top  ew- 

tor  (top  center  ia  marked  DC-1  A  OK 

Looeen  cam  and  tet  to  break  at  thia  point.  Tbt 
adjutting  acrcw  A.  flg,  8.  ps««  877  and  flf.  7, 
page  B7H,  on  tbe  cam  must  alwaya  ba  Mi  tigBi 
after  ctian^ng  adjustment.  The  spark  oceora  al 
tbe  Initant   timer  contacta  are  open. 

In  checkiiiff  tbe  timing,  the  earn  ehoald  be  bald 
on  tension  in  the  opposite  direction  of  rotation 
io  that  all  baek  lash  ia  taken  up  when  rotor  bftl* 
ton  cornea  under  No.  1  contact  on  dlstrihcitoor  hasd. 

After  checking  the  timing  replace  rotor  (K), 
flr  0.  pse«  377.  Rub  a  httle  vaaelma  on  Ibt 
rotor  track  of  the  distrlbator  head  before  teeiof 
that  it  ii  down  tight  in  position. 

fTo  tlma  Bnlck  *«tlK"  and  "four;"  a««paftS4<. 

To  tlmo  CadXUae-Dotco;  see  pages  182  and  729. 


*B&0  pmge  543— ''Standard  Adjuttmenls/'      ^AUo  for  Buick 
**3m  pa^e»  544  to  546  for  cars  uaing  Delco  as-atem. 


•D44    to   47/ 


m 


4 


DELCO  STARTING,  GENERATING  AND  IGNITION  SYSTEMS. 


381 


Fir   1- 


Wiffatf  Oi»«—  MUPJOH-MI^ 


DCLCO  ELECTRIC    SYSTEM 
on  HUDSON  SUPER- SIX 


Hudson- Delco 
Generator. 

A  new  (ekltuo  of 
ihlt  gen«rfttoi'  whiek 
differt  I  r  «  m  tb« 
Hudioa  a7ii«m  ia 
chftrtB  187,  168.  &ad 
laSA  is  the  tlilr4 
brash  isAthod  of  r«t- 
ulAtlon  Bi  ahovrn  ia 
f-hdrt  188B.  R«f«r- 
rtoiE  io  this  cbmrtt 
it  will  be  Been  tbKl 
&U  the  rurreot  psBB- 
i  D  fT  through  the 
«hi)nt  fliuld  wiadinf 
muat  pMR  throttffh 
this  third  bnuh.  At 
the  higher  speed i  of 
the  BrmatuTfi  tb* 
voltBffe  ftt  this  third 
hniBh  decresBflS,  aod 
leas  current  will  flow 
through  th«  BhnAl 
m'iridm^S  thtiB  wei  ~ 
^ninif  the  mi^ 
Beld  of  the  fen 
tor.  This  decreatoi 
the  otJtput  of  car* 
rent   Bt    hifh    Bpeeda. 

The  otitpnt  cftn  be 
Tuled  hj  ftdjiutt&i 
the  third  b  r  u  b  h ; 
EDovio^  tbia  brush 
to  the  left  decresaei 
the  chergioff  rate; 
moTioff  it  to  the 
right  {Qcreetea  the 
chsrgiog  rsto. 

The  mdjustment  of 
tMa  brnah  should 
uot  he  chARged  ex- 
cept when  sbaolnte- 
ly  bocessarr,  end 
mutt  be  carefullj' 
rhiTkcd  to  msko 
sure  that  the  cherg- 
iuic  rete  is  oot  ebove 
the  cBpacit7  of  ibe 
gcoeretor  or  bsttery. 

The  brush  must  be 
Bsnded  to  fit  the 
rominutBtor  e  #  c  h 
time  it  ia  adjusted. 
tSee  chert  ISB-K.  end 
L.)  Poor  contact  low- 
ers the  charging  rate. 
If  the  charging  raU 

U  maleiriAUy  incxeaeed,  the  betterjr  will  be  snbieoted  to  an  overcharge  and  the  voltage  of  the  entire  bti- 
leca  will  be  raised.  This  will  flhortea  the  life  of  the  lamps  and  battery  and  cause  exceaaive  bur&i&c 
ef  brealcer  contacts. 

Motor  OlrcQil. 
Wlum  the  startlQjg  gears  are  meshed  as  explaiut>d  on  page  385,  further  depression  of  the  startifii 
pedal  caosea  the  generator  switch  t<i  break  contact,  thus  opening  the  generator  circuit.  When  the 
•tartlog  pedal  ia  fullj  depreeied  the  motor  brusbca  make  contact  with  the  motor  commutAtor,  thus  doa- 
iu  the  motor  circuit,  and  the  cranking  operation  commences.  The  current  now  flows  through  the  heary 
cable  and  arouod  the  windings  of  the  armature  and  motor  field.  During  the  cranking  operation,  current 
wiU  flow  through  the  combination  switch  at  contacts  X-1,  fig.  1,  and  through  the  ahunt  field  windluf. 
Thua   the   motor    operatea    as   a    compound    wound    a  tar  ting  motor. 

IgnltloQ  Olrcnlt. 
Wliea  the  igaltlfni  bntton  it  pulled  out^  coatacts  X  flg.  1  are  eloted.  This  allows  eurreot  frosa 
the  aterage  battery  to  flow  through  the«e  contacts,  then  through  terminal  4  to  the  ignition  coil;  thea 
tbreogh  the  primary  winding  of  the  ignition  coll  and  the  timing  contacts  to  ground.  The  high  tension 
pari  of  the  ignition  syetem  produeee  the  spark  at  each  spark  ping  when  the  engine  is  being  cranked, 
eausing  the  engine  to  start  and  run  on  its  own  power.  Note  when  the  engine  ia  running  and  generator  de- 
UTering  current  to  the  storage  battery,  the  ignition  current  is  taken  direct  &om  ihe  generator,  instead 
af  from  the  storage  battery.     Otherwise  the  circuit  ia  the  same. 

Distributor  and  Timer, 
Tha  dlttrtbutor  and  timer  Is  separate  from  tlie  motor-generator,  and  it  carried  on  the  front  of  iba 
aagine    above   the   timing   gears.      It  is    driven    by   spiral  gears  from  the  pump  shaft. 

To  time  the  Ignition,  see  psge  300.     The  timer  is  of  the  closed  circuit  type.  flg.  1,  page  878. 


MUDSOH-OeLCO  SySTEM 


O&ABT  KO,    188C3— Hudson    ** Super-Six *'— Delco  Itlectric  System:    A  " Two-utiit '' System.    ** Sin- 
gle,"  or  grounded  return  wire.     Iguition  is  **  automatic  aclvanee, "  using  a  closed  drctilt  typt 
interrupter.     See   pages  382,  384   and  385    for  Hudson  **Sii-40''  Deko  system, 
4S7  for  explanation  of  the  reaittance  type  "dimmer"  as  shown  above  connected  to  fi  and  7. 


i 


«?r^^.f^ 


-^^^ 


^usS^' 


:x^ 


-x^ 


SLCO  STARTING,  QENERATINQ  AND  IGNITION  SYSTEMS. 


KLCX) 
ATOR   I 


HcsiST^ysicE  K^rr 


® 


1UT/^TOR 

1091 LE  EIGHT     ELECTRfC  SYSTEM 

Rt-nrnilar  OELCO 
CoiiilikiaUon  23  VI  If  I  ell 
l)ifelrlbiilog-*T»ntR-  DEUIO      SlPtRATE 


toRUSH 
REGUL 


OLD5- DELCO 

OLD5  EIGHT 


/OLOS-DtLCO 
QEhtHATOrt 


<S}r.^r..r    G       Q       CJ 
'A\liV  J~     f^\      /Kk      /As 


IT 


J  (;^'y> 


L 


•^^-^6 


'COHB1NATION 


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::?:;: 


-•ftC    JWJlfw 


41  n..^ 


fCtrffi^-^ 


i£r 


(■  ^-^nfMjrt^ 


5 


t  rieffnlAtioD  si  abovrii  in  flf«  D,  at)OT«  and 
uilr  explained. 

rlfliig  prUictplA  b  tb«  grcmndcd  retnm 
t«iiL  Note  thfl  w]r«H  are  run  ia  fle^clble 
->ee  chart   18SP. 

^XLfeLoii  U  timilar  io  tb«  otber  Ddea 
previDuiily  explained  with  automatic  ad- 
The  dlatTlbiitor  aod  limer  are  located  in 
the  eufciQ^  and  driTea  by  feara  from  tbe 
\i%  whicb  driv*l  tbe  generator, 
artlng  motof  on  th«i  Olda  ia  aeparata  from 
m  generator, 
tarting   motor    ii    lotsatud    baek    ot   tbe    Ay- 


wheel  on  the  lower  fig^bt  aide.  Tbia  li  a  foor-pole 
aeriei  wnnnd  motof,  tbe  ciri^ult  of  which  li  wtf 
plainly  abown  in  the  circuit  d^a^am  (above).  II 
will  b^  apted  that  each  field  coil  ia  connected  In 
parallel  with  another  fie^ld  coil  and  f>acb  of  theae  are 
la  aerlei  with  the  armature  winding.  It  la  eon- 
nectfld  in  su<3fa  a  manner  that  the  armatnre  la  in 
the  cirenit  between  Ibe  two  pairi  of  deld  wlndinga. 

Tli«  itftTtjng  iwltcb  1«  ]<H»ted  on  ibe  toe  board 
and  connected  in  tbe  circnit  between  the  itoraga 
battery  and  the  t  tar  ting  mo'tor.  The  drWe  b&tween 
the  starting  motor  and  flywheel  ia  by  mpans  of  the 
Ec^pte^Botidix  £«ar  which  ia  entirely  >utoinfttl«  ta 
it«    peHomi«nee.      (See    chart    IS6F). 


N'O.  188E — Olds  Elglit — ^Delco  Electric  Ssrstem:  Starting  Motor  separate  with  Ben- 
:  Drive.  Generator  with  <*  Third  BniBh"  Begnilation.  Ignition  separate.  A  ''Thre«- 
t"  system.     Automatic  advance  of  spark.     1917-18. 


QMcctvcnvniroiMircitf  ncHOve  nonr  covtM  cnanenaixot 

PHI  OtL  CWP  *r  "•'  Aiffr  O-Vt  OAC A»t  CUP  "W"  OiNt  OH  T»»0  TVPN* 


Fttf.  2.  niQstrfttion  thovn  a  Belco  tystem  vitb 
non-AntOMAtlc  spark  adrance  and  an  armature  with 
boib  commutatora  on  one  oad.  Thia  iltuatration 
showB  A  dUjcrsmatic  view  while  fl(.  1,  chan  ISBG 
•bowa  the  circuit  Tiow. 

TIm  T«ciilBtto&  U  called  tlie  "reverie-aerLaa"^ 
•#•  diagram  In  chart  lA^O.  The  priociple  other- 
wia«  ii  ideoiically  the  same  aa  other  Deleo  ajatema. 


Ignition — Note  the  coil  ia  tnonnted  on  the  lop 
of  th^'  motor- generator,  it  could  be  monnt«d  on  tha 
daih   under  the  hood. 

The  time?  (see  chart  1B8(^)  U  a  four  point, 
therefore  for  a  four  cylinder  engine,  nole  ignltiOB 
reiiftanco  unit  and  eondanaer  ii  mounted  on  timer 
in  thit  instance,  instead  of  the  coil,  ••  per  ftg. 
4.   page  245, 


OHABT   NO.    188F — OldBznobUd   Elgtit^-D^co  Electric   System.     Aleo   sea   chart   188  E.     Anotliir 
JMleo  System  iB  Bhown  in  fig,  2,  which  la  a  diagramatic  view  of  sjatem  iUtiatrated  in  chart  ISSG. 


k. 


STARTING 


IGNITION 
COL 


MOTOR 


[^J  BRUSH  K 


WINOINGS 
cot  i^EVDlSE  SERES 

osTRnmoR 

AND  TMER 

RLSI5IANCC 

uNrr 


HBiI 


IIOTdR"! 
TERMINAL 


armature; 


JjnL_(nli' 


D^TReUTDR  SHITT 
SmAL    CUR 


STAKTIKG  OPEEATION 

HiustfAtion  &hows  ttae  operation  of  the  generfttor  And  tbe  motor 
brash  siwitches,  both  of  wliich  urt  orHTated  by  the  Pull  Rod  **E." 
This  Also  operates  tht;  Ktartiof  irear.  Thi*  complete  starting  opera* 
tJOD   is  a.*;   follow:^: 

1*  Whea  eitJier  the  '*M"  or  "B"  batton  on  tlie  ComMnation 
Switclt  ia  pnUecl  out  the  circuit  betwoeo  the  generator  and  the  utorsgo 
battery  is  closed.  The  current  will  flow  from  tht?  storage  battery 
through   the  j^rttemtor  wind  togs,   which  causfs   it  to  rotate  t^Iowiy. 

2.  As  tlie  starting  pedal  Is  pnalied  out,  it  operates  the  pull  rod 
■*E'*  which  causes  the  gear  "J*'  of  the  motor  clutch  to  mesh  with 
tlio  motor  pmioo,  and  Una  causes  the  motor  clutch  to  rotste  «lowly. 
As  th(^  pedal  is  pushed  further  out  the  gear  '*Q**  meshes  with' tho 
teeth   on  the  face  of  lh«  flywheel. 

3.  As  soon  ms  tht  ge^r?  mre  meshod  od  the  flywheel,  the  puU  rod 
**E**  raises  the  lower  generator  bnish  off  the  commutator.  (Also 
tee  below ) , 

4.  Wbcn  tlifl  pull  rod  "B**  has  been  moved  far  enough  bj  tho 
stmrting  pedal  to  bring  the  gears  fallir  in  mesh,  it  then  allos^  the 
motor  brush  to  drop  qu  thti  cotuuiutator  and  completes  the  crinktog' 
circuit. 

Alter  the  Engine  Is  started,  the  poll  rod  <E),  throws  gear  (O) 
out  of  mesh  with  fly  whe&l,  raises  the  motor  bru^h  (MB),  places 
the  generator  br\ieh    (GB)«  oo   its  commutator.      (See  below). 


Th#  f\mer  for^  h 
lotar-cylinder  engine 
baa  but  fonr  iobea, 
or  projections. 


QBABT  NO*  tSSQ — Tlkd  Belc^  By^t&m  wliers  tlie  Motcr  and  OeBeratorCosmiiitators  are 

M  iftme  end  of  Armatare*    TLzner  above  open-«lrcuit  type,     (Late  syat^m^,  l^^Q^^  v^\t^\k.  f^cimvc^^V^ 


«*^ 


DYKE'S  INSTKDCTION  NDMBEE  TWENTY-BIGHT-B. 


iXOART  NO.  iMH— Oadillmc— Delco  Etoctrle  System.    Alao  see  pages  132  and  ISS.    This  ^Tttea 

iff  M  "Two-unit"  single  or  grounded  retarn,  eystem  of  wiring. 


CARE,  TESTS,  ADJUSTMENTS  DELCO  ELECTRIC  SYSTEMS,   397 


INSTRUCTION  Na  28-0. 

CARE,  TESTS  AND  ADJUSTMENTS  OF  DELCO  ELEC- 
TRIC SYSTEMS:  Lubrication.  Size  of  Resistance  Units 
to  Use.  Removing  Generator  Clutch.  Testing  for  Defective 
Condenser  and  Ignition  Coil  Testing  Light  Circuits,  Short 
Circuits,  Open  Circuits,  Armature,  Field  Windings,  Etc. 
Volt-Ammeter  for  Testing,  Principle  and  Construction  of  a 
Volt-Ammeter.  Test  Lights.  Hints  for  Locating  Delco 
Troubles,  Adjusting  Third  Brush  Regulation,  Commutator 
and  Brush  Adjustments,  Etc.     Repairing  Commutator,  Etc. 


Lubrication  of  tlio  I>elco  System. 


r 


There  are  five  prliieipal  places  to  lubricate 
tiie  Delco  SysteiiL  1— Tbe  grease  cup  for 
labricatiug  the  motor  clutcb  (D)  fig.  1,  page 
S8§.  SS^ — Oiler  for  lubricating  the  genera- 
tor clutch  and  forward  armature  bearing  (B  ) 
• — The  oil  hole  (C  )  for  lubricating  the  bear- 
inga  on  the  rear  of  tbe  armature  ebaft.  This 
ii  ejtpoeed  when  the  rear  end  cover  ia  re- 
moved and  should  receive  oil  once  a  week, 
i— Tbe  oi!  bole  in  tbe  diritributor  for  lu- 
bricating the  top  bearing  of  the  diatributor 


I 


I 


ehaft  is  at  (A)  and  sbould  receive  oil  onee 
a  week,  5 — The  inside  of  the  distributor 
head.  Lubricate  with  a  small  amount 
of  vaseline,  carefully  applied  two  or  thr< 
times  during  the  first  2000  miles  ninninj 
of  the  car,  after  which  it  will  require 
further  attention.  It  is  desirable  to  secure 
a  burnished  track  for  the  rotor  brush  on 
the  distfibutor  head.  Tbe  grease  should  be 
apariu gly  applied  and  tbe  head  wiped  clean 
from  dust  and  dirt,   (see  page  377.) 


no' 


Sizes  of  Delco  Begnlatliig  Bei^stance  ITinIti  to  JJBe. 


*BeguIatliig  resistance  spools  shown  at  B, 
flg.  3,  page  384^  are  individually  suited  to 
the  generators  ia  which  they  are  installed 
and  are  marked.  Those  spools  marked  No. 
817  bave  the  greatest  resistance  and  conse- 
quently give  the  smallest  charge.  Those 
marked  No.  701  to  T03  have  less  resistance 
and  give  a  greater  charging  rate — ^No.  703 
giving  the  greatest,  and  the  others  in  pro- 
portion. 

Sinee  the  contact  arm  (0)  (operated  by 
the  centrifugal  governor)  is  on  the  lower 
coil  when  runninj*  slowly,  the  reristaute 
spools  will  not  affect  the  output  at  these 
tpeeda.  It  is  at  speed  of  over  20  miles  an 
hour  when  the  arm  has  begun  to  travel 
over  the  coil,  that  the  amount  of  resistance 
in  the  circuit  affects  the  output. 

Hi  testing  the  output  an  ammeter  should 
be  inserted  between  terminal  6  and  wire 
6  on  the  generator.  (See  flg.  2,  page 
882).  On  no  account  should  the  output 
exceed  20  amperes,  regardless  of  tbe  speed 
of  the  ear. 


Between  15  and  20  miles  an  hour,  the  out- 
put should  be  12  to  15  amperes^  and  will  grad- 
ually decrease  as  the  car  speed  increasea 

Before  testing  the  output  of  tbe  genera- 
tor  tbe  condition  of  the  battery  sbottld  \m^ 
noted.  A  battery  showing  about  1250  graT 
ity   test    is   best   adapted   for  checking  thi ' 
generator,     (see  pages  450  and  461.) 

In  remoTliig  and  replacing  the  lealstanca 
units  great  care  should  be  exercised  not  to 
bend  the  contact  arm  so  that  it  bears  too 
hard  on  tbe  spools  or  so  that  it  does  not 
touch  sufficiently  bard  to  make  a  good  con^ 
tact.  The  former  makes  tbe  arm  stick  when 
in  the  higher  position,  reducing  the  charging 
rate,  and  the  latter  increases  the  resistance, 
and  causes  arcing  on  the  resistance  unit, 
eventually  burning  it  out,  Tbe  resistance 
units  must  be  snapped  into  place  between 
the  spring  retainers  so  that  there  is  a  good 
contact.  When  there  Is  no  contact  the  gen- 
erator  is  not   dellveriug  any   current. 


B7  initAllinf  s  tpool  of  tKrir«r  lixe  wire  tfae  maximam  charfine  rate  i»  but  tliifhtlr  increated  sb4 
a  hifhar  rate  t«  lecared  above  the  maximam  point.  Bj  inetalHnc  tbe  cpoot  with  tbe  wide  eap  at  the 
b«tloa  tbe  tnaximam  eharclnff  rate  ia  inereaaed*  wHb  a   eorreipondLoff   Locreaie   al  bifher  speed. 


L 


*Od  tbe  feneratoffl.  wbieh  are  dHTea  at  or  near  engine  apeed,  the  spool  702  it  most  often  ma«A. 
but  701  aod  703  ars  aotDetimea  used.  On  seoeratora  Noa.  &2  aod  58,  whieb  ar«  driTcn  at  IH  tiniaa 
eiLcine  apeed*  apoola  Koa.  817  and  956  are  Died.  Tbia  "irarlAhle  realatance"  refnlatioo  it  now  aeldiM 
aaed.     Tbe   "ibird  brueh"   rec^latioo   belaf  the  modern    m«thod. 


UYEE^  DersTcnoy  XUIBZB  TWTXTT-EIGHT-C. 


^SDHL  TV^  r^nn^  SIUK  lit 

IS.    Ox  ta«  TGDsr  ••r'-f   'Stf  esc- 
rr»rjAd  zj  unOL  tsl^  a=7  fig  xait 


'■■■■■  •P^  a^  T^  ^"^K  Md  tkc  air  f^ 
Binx^c  z/t  »cjmi:ad  acjtJwdiagiy,  It  is  up- 
yamesL  in  cg«s.  «kcB  the  jlftirgi  caiTVBt  if 

I  the  air  f*p  ifc— Id 
tke  eM- 


Id 


abovt  %  iiieklaifw 
Isaert  «ntt- 
izre  i^TMsk  tloa  kole.  ADow  tke  aram- 
tzr«  mmA  csd  fraMe  to  drop  about  two 
zsj^oMf  bezK^  earefnl  to  hare  the  end  fraao 
c«a«  aqaarchr  ia  eoatact  with   the  beach. 

HoU  the  aimatiire  from  bdow  ao  that  it 
vin  aet  be  iajvred  bj  strikiag  the  floor. 

TW  dateh  m  held  together  bj  a  retaia- 
ia^  ipxuiC  vire  which  whea  remoTod  al- 
iowi  the  clutch  to  be  diaaasembled  for  in- 
(aee  page  386  explaining  elntek 


) 


re  condfloaer:  The  actioa  of  the 
:t8  can  be  obeerved  bj  reaMv- 
;ribntor  head  and  craakiag  the 
the  starter.  A  defectire  coa- 
cause  serioas  gparking  at  the 
I.  A  slight  spark  at  the  timer 
sometimes  be  obserred  with  a 
ser. 

anic  should  familarize  himself 
ark  obtained,  bj  remoTiag  the 
ne  of  the  plugs  and  letting  the 
to  the  engine.  (Not  to  the 
I  A  good  coil  will  produce  a 
\  maximum  jump  of  at  least  ^ 
ed  other  conditions  are  normaL 

Ignition  Ck)il  Tests. 

on  coil  is  readily  tested  by  the 

The  primary  circuit  is  tested 
terminals  on  the  top  of  the  coil 

The  secondary  winding  can  be 
open  circuit  by  testing  from 
nsion  terminal  to  either  of  the 


other  teimiaala  (see  page  402).  The 
tear;  lamp  will  aot  bora  whea  makiag  this 
test  oa  acconat  of  the  high  reaiataaee  of 
the  seeoadarj  wiadiag,  but  a  spark  eaa  be 
obtaiaed  whea  the  test  point  is  removed 
from  the  termiaaL  No  spark  will  be  ob- 
taiaed if  the  winding  is  open. 

A  short  dzcnit  in  the  secwndaiy  wliidiBg» 
caosea  the  qiark  obtained  from  a  wire  rs- 
moved  at  the  plug  to  be  much  weaker  and 
will  cause  missing  when  the  engine  is  poll- 
iag,  especially  at  low  speeds. 

To  Test  Aeenracy  of  Ammeter. 

Should  the  ehazging  rate  appear  to  be  ab- 
nonnally  low  with  no  i^parent  xeaaon  it  is 
a  good  plan  to  check  the  anuneter  by  eoa- 
necting  another  meter  in  serifs  with  it. 

Beliable  meters  may  become  defective  as 
automobile  service  is  extremely  hard  for  a 
sensitive  ammeter — see  page  410. 

Testing  light  Oixcnits. 
See  pages  403  and  416. 


♦♦Principle  of  the  Vcdt-Ammeter. 


:er  and  an  ammeter,  or  a  com- 
It-ammeter  is  one  of  the  most 
stmments  that  the  mechanic  can 
rork,  and  in,  order  to  explain  the 
ich  a  meter,  see  fig.  10.  This 
ntemal  circuits  of  such  a  meter 
ale  readings  of — 30  amperes,  3 
d  16  volts. 

r  proper  consists  of  a  permanent 
''  between  the  poles  of  which 


tis 
n» 
••1 


is  mounted  a 
okovable  eoil 
K"  whiflh 
carries  t  h  • 
pointer.  TUs 
part  of  tht 
meter  is  very 
sensitive  and 
carries  on]y  a 
voiT-AM-  small  amount 
of  current* 


•  not  uifd  on  th«  Ut«  Delco  •yttem. 
Iff  884,  808. 


**See  Also  psfes  414,  416,  410,  408,  468. 


CARE,  TESTS,  ADJUSTMENTS  DELCO  ELECTRIC  SYSTEMS.    398 


**W]ie&  Instrument  Is  used  &s  &ji  ampere 
meter:  In  the  average  meter  with  the  scale 
reftdinge  aa  given,  the  current  in  the  differ- 
ent parts  would  be  approximately  as  fol- 
lows: 

With  tlie  meter  connected  to  glTe  a  full 
scale  reading  of  SO  amperes  (connect  the 
lines  to  the  terminal  marked  4~  ^i^d  to  the 
one  marked  •'30*A'')j  the  curreat  would 
divide  at  the  -f  terminal,  the  main  part  of 
which  flows  to  terminal  marked  **3(^-A'' 
S9*9/10  amperes  flowing  in  this  cir- 
enit,  and  1/10  amperes  flowing  through  the 
eell  to  terminal  B-A,  through  the  ahnnt  to 
80-A  terminal.  The  1/10  ampere  through 
the  movable  coil  is  the  amount  required  to 
give  a  full  scale  reading  of  the  pointer; 

When  tlie  3  ampere  scale  la  used  the  cur- 
rent divides  at  the  *f  termioal  and  2-9/10 
amperes  flows  through  both  shunts  to  3- A 
terminal^  and  1/10  ampere  through  the 
eoU  as  before.  The  difference  in  the  pro- 
portlona  of  the  total  current  that  flows 
through  each  circuit,  from  the  amount  that 
flows  through  each  circuit  in  the  former 
ease,  is  due  to  the  realstaBce  of  the  3-A 
■hunt* 

Voltmeter:  When  the  instrument,  (fig, 
10)  is  used  as  a  voltmeter,  connections  are 
made  to  the  positive  terminal  and  the  termi- 


nal marked  **16  V^'  and  the  button  must  be 
pressed.  This  cuts  out  the  shunts  and  con- 
nects in  series  the  high  reaiatance.  This  is  a 
very  high  resistance  and  when  the  full  vol- 
tage reading  is  taken  there  is  1/10  of  an 
ampere  flowing  through  the  high  resistance 
and  the  movable  coil,  which  is  the  same 
amount  of  current  that  flows  in  it  when  It 
is  used  as  an  ammeter  and  it  gives  a  full 
scale   deflection — see  also  page   410,  414. 

The  Important  points  to  remember  wtLeo 
using  an  Instrument  of  this  kind  are  as 
follows; 

1.  Do  not  t«st  tb«  Btoragfl  btttsry  with  ui  sis- 
meter  as  dry  batteridi  are  tetted.  (Thifl  will  poal- 
tivoly  ruin  the  meter). 

2.  In  taking  sn  mmmflter  rnding  In  th«  eta* 
cult  wbere  the  approximate  How  of  cnrrant  is  not 
known,  alwsTi  nte  Uie  highest  icale  on  the  m«l«r 
and  make  the  connection  where  it  cnn  lb«  quickly 
di  I  con  nee  ted  in  the  event  o!  a  high  reading. 

3.  If  tho  meter  reads  liackwards  rdT«n«  the 
wlr««  te  Ibo  meter  terminal!.  The  meter  will  not 
bo  damaged  by  pa  Ming  n  current  throafh  it  in 
the  reverse  direction  as  long  as  the  amonnt  of  the 
current  ia  not  oror  the  capacitT*  of  the  meter. 

4.  Ko   damage  will  ho  done  by  connecting   a 
▼oltmeter  sa  ma  ammeterp   lo  long  aa  the  Toltage 
of  the  ayetem   is  not  ahore  the  range  ef  the  rolt 
meter,    but    thfi    ammeC&r   ihould   not   he   cotinafitt4 
aa  a  voltmeter. 

5.  A  bigli-class  iastnimeiit  of  thla  type  wlU 
Btand  a  momexitsTy  OTerload  of  from  200  to  400%, 
If  the  uEit>r  18  careful  not  to  make  hia  connection! 
permanently  until  the  cut  rent  is  normal^  he  wtll 
very  seldom   Injure  the  initrument. 


^Test  Foints. 


SJ 


7" 


Next  to  tlie  combination  velt- ammeter  the 
most  Important  testing  arrangeinent  for  the 
meclianlc  Is  a  set  ef  ''test  points"  to  use 
in  connection  wltli  the  electric  light  circuit. 
This  is  very 
easily  made  by 
tapping  ooe 
wire  of  an  or- 
dinary exten* 
iion  laxnp^  splic- 
ing the  wires 
o  a  t  o  suitable 
points   with  in- 

■ulated  handles  in  order  that  these  may  be 
handled  with  no  danger  of  electrical  Bhoek. 
The  circoit  is  shown  in  illustration.  With  a 
set  of  test  points  aa  described  the  lamp  wUl 

Motoring  the  Generator, 

As  stated  on  page  S86,  the  motor-gen- 
erator  performs  three  distinctly  different 
functions;  that  is:  l^niotoring  the  gen- 
erator, 2^ — ^c  ran  king  the  engine,  3 — ^generat- 
ing electric  energy. 

Whenever  an  armature  is  revolved  with- 
in a  magnetic  field  a  voltage  Is  induced  in 
the  armature  winding.  On  a  metor^  this 
▼oltage  epposes  the  voltage  of  the  applied 
current,  and  is  termed  '^counter  electro-mo- 
tive force." 

When  the  ignition  button  is  first  pulled 
ODt  and  the  armature  is  not  revolving,  there 
is  of  course  no  voltage  being  generated, 
therefore    a    comparatively    heavy    current 


bum  when  the  test  points  are  together  or 
when  there  is  an  electrical  coimectlon  be- 
tween the  points. 

This  will  give  more  satisfactory  results 
for  testing  for  grounds,  lealcs  or  open  con- 
nections than  will  a  bell  or  buzzer  used  with 
dry  batteries,  as  the  voltage  is  higher  and 
it  requires  a  small  amount  of  current  to 
operate  the  lamp.  With  a  bell  or  buzzer,  a 
ground  or  open  connection  may  not  exist,  but 
the  re  si  stance  is  so  high  that  enough  cur- 
rent will  not  be  forced  through  it  by  the 
dry  batteries,  to  operate  the  bell  or  buizer, 

No  harm  can  be  done  to  any  part  of  the 
Belco  apparatus  by  test  points  as  described 
above,  when  the  ordinary  carbon  or  tung- 
sten lamp  Is  used  in  testing  purposes. 

Fxlnclpie,  Troubles  and  Tests, 

flows.  After  the  armature  commences  to 
revolve  this  current  decreases,  due  to  the 
* '  counter-current  *  *  induced  in  the  armature 
opposing  that  of  the  battery.  Thus  it  can 
be  noticed  that  the  first  reading  of  the  am- 
meter will  be  much  more  than  the  reading 
after  the  armature  is  *  irning  freely. 

tThe  "motoring"  of  the  generator  Is  one 
of  the  most  imj^ortant  operations  for  the 
mechanic  to  familiarise  himself  with,  as 
the  same  wiring  and  parts  of  the  generator 
are  used  during  this  operation  as  when  gen- 
erating. Therefore,  if  the  apparatus  will 
per  form  this  operation  properly,  it  is  very 
sure  to  generate  when  driven  by  the  engine. 


NSee  pihcei  403,  413,  7^7.     fSee  hIbo,  pages  3S6  end  387,     **To  teit  an  emmeter  for  fteeurncy  Boe 


100 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-EIGHT-C. 


Principle  of  a  Motor. 

When  current  from  the  storage  battery  flows 
through  the  field  winding  it  magnetizes  the 
pole  pieces  and  creates  a 
magnetic  field  between 
them,  in  which  the  nrniii- 
ture  revolves.  Without 
^oini;  to  much  into  tech- 
nical detail  we  will  atm- 
ply  state  that  whenever 
a  current  of  electricity 
flows  through  a  wire  there 
is  a  ma^etic  * '  field  of 
force''  created  around  it» 
see  page  221 ,  and  if  this 

7of.t.''«n""?'«';iik;'"  "'i'*-  b*'  f"^"|<"'  into  a  loop, 
^len  come  to  r«»it.  nwr  or  closed  coil  nnd  is  plac- 
aa  po«»ible  to  ««ch  other.  ^^  i^  ^^^  **  field  of  fofce" 
flowing  between  the  poles  of  the  motor — it 
Hwiiijja  around  in  exactly  the  same  manner  aa  a 
compass  needle  or  two  magnets  (as  ia  flg.  12) 
and  will  rotate  until  the  unlike  poles  come  to 
rest  as  near  as  possible  to  each  other.  This 
single  loop  will  swing  around  until  it  places 
Itself  parallel  with  the  lines  of  force  that  art^ 
fiowing  from  N.  to  8.  polo  and  there  it  would 
come  to  rest  or  **dead  center." 

To  overcome  this  dead  center  point  it  is  nec- 
essary to  have  more  than  a  single  loop  on  the 
armature  which  you  know  ia  always  the  caae. 
Each  loop  in  turn  tries  to  place  itself  in  this 
parallel  position  and  in  so  doing,  helps  pull  the 
one  already  there  away,  due  to  the  fact  that 
they  are  all  on  the  same  revolving  piece. 

Tn  a  motor  there  is  no  current  in  any  of  the 
ftrnjr<ture  coils  except  those  coils  with  ends 
fastened  to  the  particular  commutator  scf^ients 
that  happen  to  be  under  the  brushes.  Each  iti 
turn  receiving  current  as  it  cornea  under  the 
brush, 

During  the  motoring  of  the  generator  the 
pole  pieces  are  magnetized  by  the  current  through 
the  shunt  field  winding.  The  armature  is  mag- 
netized by  the  current  through  the  Inrushes  and 
generator  winding  on  tht*  armature.  It  is  neces 
sary  that  current  flows  through  both  of  these 
circuits  before  the  armature  will  revolve.  It 
is  a  familiar  mistake  to  think  that  when  current 
is  passing  only  through  the  armature  the  arma- 
ture should  revolve.  The  shunt  field  current  can 
be  easily  checked  by  disconnecting  the  shunt 
field  lead  from  the  generator  at  the  ignition 
coil  terminal. 

Ammeter  reading  when  '* motoring"  gener- 
ator: The  ammeter  in  this  line  should  indicate 
approximately  1*4  ampere  when  the  ignition 
button  is  pulled  out.  The  ammeter  on  the  com- 
ation  switch  can  be  depended  upon  to  deter- 
ine  the  amount  of  current  tlowing  throtigh  the 
fenerator  winding  during  this  operation.  Both 
the  ignition  current  and  the  shunt  field  current 
flow  through  this  meter  in  addition  to  the  cur- 
rent through  the  generator  armature.  The  tim- 
ing  contacts  should  be  open*  This  will  cut  off 
the  ignition  current  and  leave  only  the  armature 
and   shunt   field  current.     Since   the  shunt   field 


I but 

^^en 


current  is  only  1%  amperes  the  reading  of  the 
ammeter  will  readily  indicate  whether  or  not 
current  is  flowing  through  the  generator  arma- 
ture. 


Testa  for  ** Motoring"  G-enerator, 

Should  It  t>e  found  that  the  cnrrent  through 
both  the  armature  and  the  shunt  field  windings 
la  normal  and  the  armature  still  does  not  revolve 
the  trouble  may  be  caused  by  either  (1)  the 
armature  being  tight  niGchanically,  due  to  either 
a  sticking  driving  clutch,  trouble  in  the  bear 
ings  or  foreign  particles  jammed  between  the 
armature  and  pole  pieces.  This  can  be  readily 
tested  by  removing  the  front  end  cover  of  the 
f;eaerator  and  turning  the  armature  from  the 
commutator;  (2)  the  shunt  field  winding  or  the 
generator  armature  winding  may  be  defective 
in  some  manner,  such  as  shorted,  grounded  or 
conn<^t  ted  to  the  motor  winding.  (See  testing 
armature  on  page  402.)  Any  one  of  these  would 
show  an  abnormal  reading  of  the  ammeter  in 
some  position  of  the  armature  whea  it  ia  revolv- 
ed by  hand. 

If  the  ammeter  vibrates  at  each  revolution 
of  the  armature  during  the  motoring  of  the  gen- 
erator»  and  when  the  engine  is  running  at  low 
speeds,  this  ia  very  conclusive  proof  th:tt  the 
armature  has  either  a  ground,  open  coil,  shorted 
coil,  or  is  connected  to  the  motor  winding. 

In  the  generator  windings  each  coil  consists 
of  4,  5  or  6  turns  of  wire,  depending  upon  wheth- 
er the  generator  is  to  be  driven  at  engine  speed 
or  one  iind  one-half  times. 


♦Cranking  the  Engine. 

Cr&nkinff  the  englnfi  li  performod  by  ihe  current 
from  tha  atoragfl  bftttAry  which  Howa  throufh  tb« 
jerios  field  wiotiing,  the  motor  l>rufthe«  and  ^rtnutnrf 
winding.  This  omch  beinfir  vehm  is  known  a«  » 
**ftert«s**  motor^  but  In  ftddiiioti  to  this  tbc"  eorrent 
flnwt  through  the  combination  twitch  And  tht  «hnnt 
fl«ld  winding^  on  the  generator,  making  what  wonid  b« 
connidorod,  itrictly  speaking,  a  aompouad  notor  for 
Ibe    emuking    op^rdtiaii. 

The  nhont  field  current  ia  not  abaolutalf  a«e««saT7 
for  this  operation,  but  it  used  becnuae  it  incr«fta«t  tba 
efficiency  of  the  cranking  motor.  It  can  be  leea  by 
referring  to  tho  circuit,  page  388,  that  the  sbnnt  Aeld 
current  would  not  be  in  uae  in  the  event  of  the  emnk 
ing  operation  beinp  performed  when  the  ignilMS  but- 
ton  is   not    pulled   oat. 

■*Thi8  cranking  ctirrent  la  a  heaTy  discharge  os 
the  storage  battery,  the  average  car  reqolrlnf  approxl- 
Ri&tely  V'a  her  Be  power  to  perform  the  cranking  opera' 
tlon.  9/10  of  alt  cranking  failures  is  due  either  to  ik« 
storage  battery  or  poor  connt^ctiona  in  the  eranking 
circuit.  The  first  rush  of  current  from  the  •toragi 
battery  during  the  cranking  operation  varies  from 
130  to  4&0  amperei,  depending  upon  the  condition  of 
the  engine  and  the  storage  battery.  This  ia  only  a 
momentary  flow  of  current,  however,  but  a  poor  eoo* 
nectioo  preronta  this  heavy  flow  of  current  aad  pfi- 
v^nta   the   EtArter  from  giving  its    fuU   force 

Thii  heavy  discharge  will  nataraily  canae  tba  y^ 
tage  of  the  battery  to  be  decreased,  and  the  amoval 
that  it  U  decreftaeil,  depends  to  a  greAt  extent  Dp«n 
the  condition  of  tho  charge  of  the  battery.  On  a 
Btoraice  battery  which  is  charged  so  that  its  apeeiHe 
gravity  regifltera  1200  or  more  the  volUge  ahonid 
not  fall  below  5  rolte  on  the  roltmeter  reading  vhea 
cranking. 


*^tf#  «ltfi^  liagei  40T,  42T  aad  837.     See  alio  page  38S  en   "craakiog  operatloa/* 


^^^^TRe,  test™ 

I  «       rr   m^mr*Mr     llfftita    mxiA   horn 


♦Hints  for  Locating  Delco  Troublea-^ondensed. 


1«  If  tiMxUt,  light*  ftnd  horn  »n  fftll,  tha  trouble 
It  in  the  sKirafc  battery  or  its  coQnection*.  such  ab  a 
too»«  or  corroded  coDnoetion   or  »   hroken   battery  j»r. 

2.  If  the  llfbta,  horn  and  Igultloa  are  all  O.  E.,  but 
tt«  it*rtv  fails  to  crank,  the  trouble  im  in  the  motor 
ir«ner«tor.  aacb  aa  dirt  or  (rreaau  on  the  motor  com- 
mutator, or  the  motor  bruib  not  droppinjf  oa  the  coro- 
matalor. 

S.  If  tha  starter  fallB  to  crank  or  cranki  Tery  alow- 
ly,  aad  tlM  Ughta  go  out  or  get  very  dim  while  crank- 
iBC*  It  iodkatea  a  looae  or  corroded  conni^ction  on  the 
#tonif«  batery.  or  a  nearly  depleted  Btorui^f]  battery. 

4.  tf  the  etij^e  llr<a  pToperly  on  the  "M"  button^ 
BOt  on  the  *'B'*  button,  the  trouble  muist  he  m 
wlrinr   between    the   dry   cella    or   thu    wirei    li^adinir 


H' 


froin    the   dry   cella   to    the   combination    awiteh,   or  de» 
pletvd  dry  colla. 

If  the  ignition  worki  O,  IL  on  the  '*B"  button  and 
not  on  the  ^^M"  buttoii,  the  trmible  must  be  in  the 
leada  runitin^  from  the  storage  battery  to  the  motor 
R-eoemtor,  or  the  lead  runnins:  from  the  rear  terminal 
on  the  generator  lo  the  combination  a  witch,  or  in  the 
atoruKe  battery  itKelf,  or  ita  connection  to  the  frnme 
of   the  car. 

&.  If  both  syvtemE  of  Ignition  fall*  and  the  supply 
of  caneat  from  both  the  vtorage  battery  and  dry  c«Ui 
la  0,  IL,  the  trovble  moat  be  in  the  coil,  reaiatanee 
unit,  tjmor  contacla  or  condennur,  Thia  i»  apparent 
rrom  the  fact  that  these  work  in  the  same  capacity 
for  eacb  ayatem  of  lotion,  (Doea  not  apply  to  alt 
Dalro  ay  stems  J 


Inatructloiis  for  Cleaning  E«paij  Parts  of  DqIco  Apparatus. 


The  cleaDing  outfit  should  coojlst  of  three  sheet 
■t**l  tanks  of  tuitabli)  eixe  (preferably  about  85  rul- 
ioiia)t  which  are  mounted  in  such  a  manner  that  the 
e>ont«iitB  may  be  kept  heated  to  the  desired  tempera- 
mre;  three  stone  fara  of  approximately  IS  ipullona 
sapacity;   and  a   sawdust   box. 


I 


^mr  mrn^ 

mm  ArnAv 

O  0 


Tvo  of  the  steel  tanks  should  be  equipped  with 
^trflow  pipes  so  that  they  eau  be  kept  about  two- 
tU,T^  full  at  alt  times.  These  will  be  spoken  of  as 
lank  Ko.  1  and  tank  No,  2.  They  are  uaed  for  clear, 
bl  water  for  rluA Lag  the  apparatus  after  it  has  beeo 
^"sned.  A  supply  of  water  should  be  available,  so 
t^i  this  water  can  be  kept  as  clear  as  possible. 

The  third  tank  does  not  need  either  a  drain  or  over- 
flow pipe  and  should  b«  used  for  the  potash  or  eaustle 
■ads  solution.  This  solution  can  be  used  for  a  long 
tins  withonl  changing  it  by  simply  adding  a  small 
^■asat  of  potash  or  soda  as  the  solution  Is  found  to 
W  waakened.  k\X  three  tanka  are  mamtained  at  a 
Jnparatare  of  from  180*  to  213*  (derreea)  Fahren- 
■iit,  oir  approximately  at  boitin^r  pomt. 

Ht  Uiraa  lars  mentioned  above  are  to  be  usod  for 
t^«  trid  eolations  and  will  be  apoUen  of  as  jar  No.  1, 
iar  No.  2.  and  jar  No.  3  respectively. 

A  wooden  tank  should  be  provided  which  is  1arf« 
•streih  to  permit  the  three  jars  to  be  »<>t  in  it  and  alao 
**  carry  a  supply  of  clear,  cold  water  This  tank  should 
*lio  be  divided  ao  thai  jars  No.  1  and  No.  2  are  in  one 
iiriiioa  and  jar  No.  3  ia  thi?  other.  Thii  is  very  im- 
9*>Tt4itt,  as  the  work  cannot  be  rinsed  in  the  same  cold 
*vtr  bath  after  heinir  inunorsed  in  these  various  aolu- 
**«»i.  The  sketch  shown  in  flgruro  will  give  on  idea 
*f  tke  entflt. 

Cleaning  Solutions. 

T^.^    Bolntiohs    recommonded    are    aa    follows:       To 

ae  and   two,    clear,   hot  water;   m   tank   three,    a 

;.  cf  Potash  or  Csu«tic  Soda,  which   is  made  by 

-*'itnj  {yne  pound  of  Potash  or  Gauatic  Soda  with  one 

MIoQ  of  water. 

Tte  jar  No.  1  La  filled  with  a  solution  made  ap 
J^Nfiuy  of  tha  following  formula:  four  gAltof^s  nf 
■it*i«  Acid;  one  gaHon  water;  six  gallons  sulphnric 
•«ii  The  water  is  placed  In  the  Jar  first,  the  nitric 
^^i  la  added  alowly  and  the  aulphuric  acid  la  poured 
*  Uai,  Thie  order  should  be  very  strictly  obaerved, 
^  U  ia  danreroua  to  attempt  to  mix  up  a  aolution 
^  Ui«»e  aeidia   in   any   other  manner. 

*See  ala«.  pagea  S77.   398  and  400. 


The  BOltttlon  In  Jar  Ko.  2  U  made  up  with  the  fol- 
lowing formula:  ono  gallon  Hydro  Chloric  A{>id  to 
three  gallona  of  water.  Jar  Ko.  3  la  flllec]  with  the 
following  solution :  one-half  pound  of  Cyanide  to  one 
gaHon   of   water. 

Tank  Ko.  2  aboald  be  naad  for  parts  which  have 
been  in  the  Potaeh  solution  and  for  no  Other  parpoaa; 
tank   No,    I    for  general  rinsinif. 


Cleaning  Various  Metals. 

ii  boiled  m  the  Potash  aolution  until  the  dirt 
la  remoTed.  This  should  take  nnly  a  few  minutes.  It 
la   then  rinsed  In   tank  No.   2   and   dried   tn   aawdust. 

Oast  Iron  la  boiled  in  the  Potash  eolntion  until  dirt 
ia  removed,  rinsed  in  tank  No.  2,  dipped  in  the  acid 
aolution  is  jar  No.  2,  rinaed  in  cold  water,  rinsed  in 
tank  No.   1   and  dried   in  aawdnst. 

Braaa  Is  boiled  in  the  PotaAh  solution  until  the  dirt 
is  removed,  rinaed  in  tank  No.  2«  dipped  in  the  acid 
solution  in  jar  No-  I,  rinsed  thoroughly  in  clear,  cold 
water,  dipped  in  the  Cyanide  solution,  riosed  in  clear, 
cold  water,  rinsed  in  lank  No.  I,  dried  io  sawdust. 
Copper   can   be   cleaned   in   the   same   manner. 

PoliBhed  altimlnum  ehould  flritt  be  thoroughly  waah- 
ed  in  benseiue  or  gasoline,  rinsed  in  txnk  No.  1.  dipped 
in  the  acfd  aolution  in  jar  No.  1.  rinsed  thoroughly 
in  clear,  cold  water*  rinsed  la  tank  No.  1  and  dried 
in   nriMd!uat. 

Plain  alamlnun  (po1iBhfld>,  should  be  dipped  in 
the  Prlaah  aoltttion,  rinsed  in  tank  No.  2,  dipped  in 
jar  No.  1,  rinsed  thorouicbly  in  clear*  cold  water, 
rinsed   tn  tank  No.   1  and  dried  in  sawduat. 

Plain  aluminum,  <not  polished),  should  be  dipped 
in  the  Potash  aolution.  rinsed  in  tank  No.  2,  dipped 
for  a  few  aeconda  in  the  aeiil  solution,  rinsed  in  tank 
Ko,  2,  dipped  for  a  few  seconds  in  acid  solution  In 
jar  No.  1  rinsed  thoroughly  in  clear,  cold  water^  rinsed 
in   tank  No.   1  and  dried  in  aawduat. 

Tt  will  be  noticed  when  the  shitninum  ia  put  in 
the  Potash  solution  that  the  metal  is  attacked  or  eaten 
away  very  rapidly.  Care  ahoultl,  therefore,  be  taken 
not  lo  leave  the  work  in  this  solution  any  loojror  than 
is  atflotutely  neccKsary.  In  caRes  where  the  work  it 
covered  with  caked  grease  or  baa  hard  grease  deposila 
on  it.  tbeve  pieces  should  first  be  washed  in  benaina 
or  guBoUne,  Aluminum  partn  should  never  he  washed 
in  the  Potash  or  Boda  solution  unless  ttiey  can  be  put 
through  the  acid  immediately  after.  The  acid  dip  ia 
used  to  neutralize  the  effects  of  the  Potash  solution 
Parts  should  only  be  held  in  the  acid  solution  for  a 
few  sflconda. 

Paint  on  alnmlncun  alioald  b«  removed  with  a  prood 
vami'>h  or  paint  remover,  unlesfl  it  is  a  very  imall 
quantity    and    the    work    is    to    go    through    the    Potash 

*olution. 

With  rair^d  to  enameled  work,  it  is  recommended 
that  it  be  washed  with  Roap  arrd  water,  dried  tborougb' 
ty  and  then  poltshed  with  a  cloth  dampened  with  three 
in  one  or  O' Cedar  oil. 

The  methods  described  abovo  aro  for  solid  metals 
only  and  ibould  aot  be  used  on  any  plated  materla.ls. 
Practically  all  Delco  clipn  are  tinned  and  should  be 
cleaned,  therefore,  in  benzine  or  gasoline.  All  plated 
parte  should  be  cleaned  iu  benxine  or  gasoline. 


OTXT^  2taf73r«TT:t:iy  >.-iHEa  T-yzyrr-gisgr-cL 


cry  «!  IS  70-  i^  S. 

-31    -m*    I    Tias 


latAtoi 
I  ■iiiim  will  flow  throni 
Wducesacctod.     Than  c< 

T%«  reftdincs  thM 

•H    iMiMntator  Mfmeiito,  1 

any  tvo  sefm«DU 


?!«.  t    ir  __   _ 

9vl«.  5  Aiivs  titan  ai  HMB  asBiftMs  tnvkK  tk«B  toitt  foir  a 
aiL"iirBi  aofl.  TYa.  ^owmE.  li^^-J  aKtr  b*  doa«  after  makix 
r«R  ?«sr  ip  7.  u  w«  -v^^j.  3«w  sk  tk«  Jk  Tolt  scale  of  meter,  1 
Tttrrt  wu  u.  int«a.-<xrx3:«i  catZL  tie  tii^imi  ler  mi^bt  be  burned 

--U    t*<S    -WM    3U>ii»    iE«- 

::>!i:i.tj  <a  sioficr  w-sZl  t^  cBr4CBtk  volt  <0.1)  terminal  and  i 
'.M^^  -ta: — M«  alaa  ?«(•  •iS.-ft.  Texm  annatare  slowly  by  ban< 
'€»z  Mca  fcfj^nmi  fewrrasar  sanaeat  as  sbown  in  flc-  6. 
'.'tarrzi^  szy  if  s^«h  eaoa.  the  TtadTur  drops  to  sero,  it  will  in 
x±AZ  sa*  ir  san  if  tbe  ai  iiilsii  caus  are  short-circnited. 
F!c- <^:  T^aaa  dtaszHM  wfli  fliVliim  uteft  la  maaai  by  an  ops 
ster:  r  r-M  ■-**  ■rmHiiw  cafL  A.  shows  tiagram  of  commntstoi 
bru^M  w^-A  nake  esataet  wttb  asfsunu  and   earry  the  n 

tkat  the  correDt  dlTldss  • 

coils,  or  winding  cii 

tbo  Toltaga  between  two 

s«F3r«:iu  wt:i  b*  :i«  «a«. 


iir-jr^  li*   s«s.     Is   will  bo  aw 

T  fr-=  -7-.'  ^--^^  ?*"•-=*  ^-^,^f^J**l:'^ 

.-d  c-t  a:  tie  -•:'»*r  iriii.  sad  tf  m  fpaa  caaoi 

— t  •  — ^ _._     .  „.  ~^—m^ 


f-^r-  rf^^^'  ^"^^i;' 


^  ? 


Twtmc  igmtton  < 

Xlg.  8.    In  thia  iuUi 


y 


^. 


T 


"SS^        is  plaeed  along  side  < 

^ .^^    J2         "BOtor-goasrator.       To 

. N?^jJ^         placo  oao  **Ugkttsstp 

^'CT-i.^^     ^  ^^)-    1         on  aoeondary  tormlnsl 

^^     L        and  other  on  jprfasuy  < 

^  pago  S9tf  for  m\ 

-ooo  also  pacts  11 

SOa  Ux  otbor  ooa  tsu 


3K/    SI 


_  >Althougit  tb«M  tote  wpljr  to  the  Ddeo 

they  wiU  also  apply  to  many  ort«t  »y«l«iM.  ««««^\»Va4U,41«,410,4««,411,4 


tmABX  KO.  18M— Tasting  D«lco  Aii»*nn». 


CARE,  TESTS,  ADJUSTMENTS  DELCO  ELECTKIC  SYSTEMS, 


Testing  The  Delco  Motor 
Flf.   2:     To   teit  for  grounda  in  th*  tUd  coUa 
of  motor    generator,    place    one    point    on    frame   of 
ootor-gonerator,  the  other,  on  terminal  of  field  coll. 


fi-enerartar  Field  Coils, 

If  lamp   f«llB  to  light  the   circuit   If   opftn. 
coil   tihould   be   replaced    or   repaired. 


Tlifl 


riELo  COIL  tj 


SHUNT  ntto  con.     '{ 

COIL 


flELO   CO»L 


-&- 


t 


f^^g"^ 


Flff»  4 :     To  twt  for  abort 

clrcttlts  betwfwn  motor'gVD^ 
orator  windlnga;  the  teal 
here  is  between  the  *  'shunt" 
and  "series"   field  wlndlnf. 

Place  one  of  the  test 
point  a  on  the  terminal  of 
one  of  the  flold  wind  Inge 
and  the  other  te^t  point  on 
terminal  of  other  windlnjf. 
short-circuit    ta    indicated    be- 


Be  euro  *U  ^oanda  which  are  regularly  connected 
lo  Ibeae  terminati   are  first  removed. 

If  lamp  llj;bta  a  ground  la  indicated.  If  it  fallj 
lo  llifbt   coil   ii:ircuit    is   o.  k 

Tig.  3 :  To  teat  for  open  circuits  In  tba  field  coll* 
place  teat  points  aa  shown,  oa  each  terminal  of  the 
wiAdinc. 

Testing  The  Delco 
To  taat  tbe  wiring  ctrcult  for  troablov,  uae  the 

iMt  polnta  Uluatrated  on  page  309.  Either  direct 
current  or  altem&ting  current  can  be  used  with 
110  volt   lamp  placed  in  series.* 

A  typical  single  unit  Delco  wiring  circuit  ia  shown 
below.  The  teats  however  will  apply  to  many  of 
tilt  other  systems, 

p&rts  Wbicli  Are  Grounded. 

It  will  be  observed  that  reriain  portions  of  the 
circuit  are  grounded  to  the  frame  of  the  car.  The 
battery  terminaU  the  lamp  return  wires,  one  motor 
and  one  generator  bnjab,  one  of  tbe  timer  contacts, 
ooe  lenninal  of  the  horn  push  button  and  one  tor- 
Alaal  of  the  condenser  in   the  coil  are  grounded. 

When  Testing  Tor  Grounds. 

Ptrtt  remove  the  grounded  coanecllona  by  dis- 
ceanecting  the  ** negative  battery  temainal  from 
battery  which  is  grounded  to  frame  of  car,  and  re- 
movo  all  lamp  bulbs. 

Then  place  a  piece  of  cardboard  between  c-ommu- 
tator  and  bmshea  of   the  motor  and  the  generator 

1  (third  brueJi  also). 
Diaconoeet   the   lead    wire   from   the   born    button 
IQd  distributor  and   raise   the   base  of  the   igaition 
toil  so   that   it  ia   insulated   from   the  top   cover  of 
th«  motor  generator. 
To  Test  For  Grounds* 
To  taat  for  grotmds,  see  teat  No.  -1;  place  one  of 
tbe   test    points    on    the    frame    of   the    car    and    the 


XnSSS 


If   lamp   Ilgbtg,    a 
tween     the    windings. 

Meaning  of  Grounds  and  Shorts. 

A  grounded  coll  Is  where  the  inftuhition  is  off  tbe 
wire   and    it   makca   contact   with    metal. 

A  short-circuited  coil  generally  appUet  to  a  field 
or  armature  with  two  windings  on  il  and  on  which 
the  insulation  ia  off  and  in  contact  with  each  other. 

Wiring  Circuit. 

nther    test    point    on    the    negatira   terminal    of   the 
battery    (A). 

If  tba  lamp  llghta,  then  a  ground  is  indieaiad 
and  will  likely  be  on  tbe  switch  or  in  the  motor 
windings    (if  all   the  switch  buttons  are  pushed  in). 

Now  with  one  of  the  polnta  sttll  grodnded  to 
frame  of  car,  touch  with  the  other  point  different 
terminals  of   the    combinatiou    switchi 

If  lamp  lights,  then  a  ground  is  indicated  and 
should   be   found  and  removed. 

To  Teat  For  Short  Circuits, 
Testing     for     short 'Circuits     betwaen     two    wlrwa 
wMoli  are  supposed  to  be  Ins^nlated  from  aadi  oUiar 
^-aoe  teat  No,  6;   place  one  tost  point  on  one  wira 
and  the  other  point  on  the  other  wire. 

If  lamp  lights,  a  short  circuit  Is  indicated  be- 
tween  the  two   wires. 

If  lamp  d06<a  not  light,  thtin  this  portion  of  cir- 
cuit is  o.  k. 

To  Test  For  a  Broken  Wire. 

To  test  for  a  broken  wlra — see  tost  No,  6;  place 
test  point  at  each   end  of  wire  aa  shown. 

If  lamp  lights,  the  circuit  ia  complete.  If  lamp 
does  not  light,  then  there  is  a  break  aomewhere 
between  the  two  points.  By  gradually  moving  tbe 
test  points  towards  one  another,  the  break  caa 
be  definitt^ly  located. 

If  I4ght6  Bum  Out  Often. 

It  is  likely  dne  to  using  a  lower  voltage  lamp 
than  generator  circuit.  Tost  the  voltage  at  the 
lamp  socket  with  the  ToUmeter  when  generator  is 
running  at  normal  speed  and  use  lamp  bulbs  ac- 
cordingly. 

■  itOVQLT 


OSABT  NO.  lasJ — Testing  for  Open  Oircuits  in  the  Field  Coils.    Test  Points  for  Testing  Short 
Gtrcnits  Between  Two  Points.    Testing  for  Grounds.     Ree  also  pages  406,  418,  413,  416,  429,  737. 

'When  naiog  teat  light,  it  is  advisable  to  occasionally  bring  both  test  points  together  or  touch  one  with  tha 
'^thwr,  to  make  snre  that  teat  light  ia  still  in  working  order,  as  very  often  the  filament  of  lamp  breaks  owing  to 
tbe  rough  nature  of  test  work  and  when  thia  happens  one  is  led  to  erroneous  conclusions.  **Oo  many  aya- 
tana.  poaitive  pole  of  battery  is  grounded. 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-EXGHT-O. 


Fig.  8.  Commutator  and  brash  troa- 
blet.  Copper  it  softer  than  mica  and 
wears  more  rapidly,  nntil  the  mica  is 
so  far  aboTe.  that  brashes  cannot  make 
food  contact.  When  this  occurs,  the 
mica  must  be  undercut  as  shown  at 
the  lower  left. 


Fif.    4.     Dressing    commutator. 


COMftUTATOR 


Df^USH 


WIOTM   OF 
COl-lfluTATW? 


Fig.  5.  Method  of  smoothing  down  a 
"commutator"  with  a  strip  of  sand- 
paper and  properly  seating  the 
''brushes'*  to  the  rounded  surface  of 
commutator. 

To  cut  the  mica  down; 
a  three  cornered  file  to 
start  the  groove  in  the 
mica,  and  a  hack-saw 
blade  with  a  handle  on 
it  and  teeth  ground  on 
the  side,  can  be  used 
for  cutting  down  the 
mica. 

Hole  the  mica  most  be 

cot  square  across,  as  at 

leave  a  thin  edge,  as  at  A. 


B,  and  not 


^Kkmimiitmtor  TronUes. 
OommiiUtor  tnulUm  art:  areing  at  bmsbea.  weak  bmak  koldsr 
springs,   looee  pigtails  or  eOBaections  of  wires  to  the   brushes, 
sticking  brushes,  orsrloading  of  generator  and  short-cirenits  be- 
tween the  motor  and  generator  windings. 

Ardng  at  bmsliss  is  usnaUy  due  to  mien  protmding  aboT«  tke 
commutator  segments — see  ig.  8,  lower  right  lUnstration,  "kigk 
mica.*' 

The  csnss  of  mlcm  protndlng  is  due  to  the  copper  segsBsnts  wear- 
ing down  below  the  level  of  the  mien  as  ststed  under  flg.  S.  T^e 
brushes  then  cannot  make  good  contact,  therefore  arcing  ocevrs 
and  commutator  bums  and  blackens  and  becomes  rough. 
This  trooble  Is  more  eoamoa  en  geosnfeon.  On  starting  motors, 
where  brushes  do  not  make  good  contact,  the  commutator  becomes 
rough  and  causes  arcing. 

ttMost  of  the  troobles  of  this  natars  art  dne  to  tht  use  of  car- 
bon brushes,  which  are  not  hard  enongh  to  wear  the  mica  down. 
The  ''generator'*  commutator  on  the  Deleo  therefore  requires 
more  care  in  this  respect.  The  Deleo  * 'motor**  commutator 
howcTer,  where  metal  brushes  are  used,  the  trouble  Is  not  so 
great,  as  they  are  harder. 

To  remedy  protmdlng  Bdca;  remoTO  the  armature  and  Tory  care- 
fully true  or  dress  it  up  on  a  lathe  per  flg.  4.  Then  cut  out  the 
mica  between  the  bars  with  a  hack  saw  blade,  the  sides  ef  its 
teeth  having  been  ground  off  so  that  it  will  cut  a  grooTO  slightly 
wider  than  the  mica  insulation,  per  flg.  4B.  This  will  leave  a 
rectangular  groove  free  from  mica;  the  d^th  should  be  about 
^  inch. 

The  edges  of  the  slots  should  then  be  slightly  bereled,  juin^  a 
three-cornered  file,  in  order  to  prerent  any  burrs  remsining,  which 
would  cause  exceasive  brush  wear. 

When  properly  finished  commutator  will  haTO  the  appearance  of 
illustration,  fig.  4   "after.**     See  also  pages  409,.  406. 
Hote.     The  mica  can  also  be  cut  by  placing  a  special  tool  in  the 
lathe  and  moving  it  laterally  as  a  planer — flg.  4  as  suggested  by 
Motor  World. 

The  blackened  and  bnmed  appearance  of  the  oommntator  Is  not 
always  caused  by  high  mica.  The  same  effect  may  be  caused  by 
having  brushes  of  improper  sise  or  material,  by  an  insufficient 
spring  tension  on  the  brushes,  by  an  overload  on  the  generator 
and  by  an  open  or  short  circuit  in  the  generator  windings,  or 
where  there  are  two  windings  on  one  armature  with  two  commu- 
tators, by  a  short-circuit  between  the  motor  and  generator  wind- 
ings,    (from  Weston  Inst,  book.) 

tCommatator  KolaM  and  Cleaning  Commiita>tQr. 
If  it  makes  a  noise  and  trooble  Is  not  trom  tlit  i^rotrodlng  mlca» 
the  commutator  can  be  cleaned  by  speeding  engine  np  to  about 
1000  r.  p.  m.^  then  wipe  off  commutator  with  a  piece  of  cloth 
dampened  with  gasoline  to  remove  grease  and  dirt — or  new 
brushes  fitted. 

If  commutator  is  rough,  smooth  down  with  sandpaper  cut  a 
little  wider  than  the  brush  and  wrapped  around  the  commuta- 
tor so  as  to  make  contact  with  at  least  half  of  its  cir- 
cumference, as  per  fig.  5.  Use  00  fine  sandpaper — never  use 
emery  cloth.  Don't  lubricate,  see  page  406. 
Holse  can  also  sometimes  be  eliminated  by  slightly  setting  the 
brush  to  one  side  with  a  small  wood  stick — never  nse  a  screv 
driver  or  metal. 

Fitting  Bnubes. 
•The  brush  most  always  make  good  contact  with  tlit  commotator; 
they  should  have  sufficient  spring  tension  to  press  the  brush  to 
the   commutator,   yet  move  freely. 

When  flttlng  new  "generator"  broshes,  they  don't  always  flt  tb« 
commutator  perfectly,  that  is,  they  are  not  rounded  to  the  com- 
mutator surface.  This  can  be  remedied  by  placins  the  roufli 
side  of  a  strip  of  grade  00  sandpaper  ondsr  tlit  brosa,  when  It  is 
in  its  brush  holder  (each  brush  separately),  and  work  the  strip 
back  and  forth  holding  the  ends  close  together  as  per  flg.  5,  so 
it  will  conform  with  the  curvature  of  commutator.  The  entire 
surface  of  the  brush  must  be  treated,  otherwise  it  wW  be  nnevsn. 
The  "pig  tails'*  or  brush  connections  must  also  be  kept  tightened. 

When  flttlng  "motor"  broshes  to  Deleo  armature,  the  ssae 
method  is  applicable,  but  something  harder  than  sandpaper  rnsst 
be  used.  A  strip  of  carborundum  cloth  can  be  used  on  the 
"motor-brushes."  but  sand  cloth  on  the  "motor-commntater.**  It 
is  seldom  P^Hsessarr  to  cut  mica  down  en  the  motor-commotater. 
See  page  406  for  cleaning  brushes. 


Wlien  Starting  Motor  Fails  to  Start. 
If  the  armatore  falls  to  start  when  polling  out  the  Ignition  botton.  tht  troohlt  mav  bt  dat  It:  (A)  weak 
storage  battery;  (B)  switch  contacts  defective;  (C)  the  tlutch  may  be  sticking;  (D)  arasatnre  shaft  eet 
of  alignment;  (E)  bearings  of  generator  defective;  (F)  waste  or  foreign  substance  between  anaatore  aad 
pole  piecee;  (O)  generator  brushes  not  making  good  contact;  (H)  loose,  dirty  eonneetioa,  groond  tr  short 
circuit.     See  also,  page  577.  « 


OHABT  NO.  188K— <k>niniatator  and  Brash  Troables.    When  Motor  FaUs  to  Start 

*M^  foot  note  page  407  and  next  to  lower  right  paragraph,  page  400.     **8ee  alto  page  400. 

tor  kind  of  bmahe*  aged  on  starting  motors  and  408  generator  brushes.     See  also,  page  SMC     ttStt 

405, 


^^srs 


CARE,  TESTS.  ADJUSTMENTS  0ELCO  ELECTRIC  SYSTEMS. 


Adjtistment  of  Belco  TMrd  Bruflli, 

There  ixe  two  arrangemeQta  of  tha  Deico  tMrd  bmah; 
over  conuaulator  and  under  commutator:  Thn  third 
bruflh  is  •app«>rte'd  oo  ma  am  wliich  ia  Arrftiig«>d  to 
ieagthen  or  ahorten  by  meftas  of  ■cr«va  and  iloli  in 
this  arm.  In  tho  iiiif]l<!  unit  ■ystem,  uiing  ^enerAtor 
Ko.  70^  and  on  all  the  two^tinit  symtcma,  tb^  third  bruih 
ii  locftted  on  ibd  lowor  lide  of  th«  conunutator,  and  ii 
mounted  on  a  plate  which  in  nrrnnfed  to  move  to  ob* 
tain  Bimilar  reeultB. 

The  moTluff  of  thli  brash  In  tli«  direction  of  rotation 
IncreaflOB  tbft  cbarglng  rata  and  moTlng  tie  braah  In 
the  opposite  dUxectlau,  of  course,  decreasea  th«  ctiaig- 
lug  rate.  These  generators  Ic'ttve  the  factory  adjueied 
to    give    ample    Erharging   rate    for    the    average    driver. 

tf  tlie  car  la  drlTon  a  great  deal  and  the  llgbtv  and 
■tarter  used  comparatively'  llttU,  It  Is  possible  to  otat- 
cbarge  the  storage  battery  unless  the  charging  rate 
is  decreased. 

Tbe  overcbarging  of  the  storage  battery  Is  Indicated 
by  the  raptd  e^vap oration  of  the  water,  and  occasion* 
ally  a  too  frequent  burning  out  of  the  lamps.  There- 
fore  for  thii  type  of  drivers  it  is  advisable  tu  de- 
crease the  charging  rato  hy  moving  the  third  brush 
in  the  opposite  direction  from  that  in  which  the  arnta- 
ture  rotates.  If  thli  brush  is  movod^  it  ia  necessary 
to  draw  a  piece  of  fine  sand  paper  <with  the  sand  side 
next  to  the  bruah}  between  the  bmsh  and  the  com- 
uintator  a  few  times.  If  this  ts  not  done  the  brush 
will  not  make  good  contart  and  the  charging  rate  will 
not  be  as  high  as  when  the  brush  ia  woil  seated. 

With  tbe  type  of  driver  who  uses  his  car  a  great 
d«al  at  night  and  drives  a  very  little  in  tbe  day  tlm« 
It  ia  advisable  to  oav«  a  higher  charging  rate  than 
theatt  generators  develop  with  the  factory  adjnstment. 
With  this  tn>«  the  third  brush  sliould  be  movpd  in  tbe 
directtion  of  rotation  of  the  armature,  and  the  brusb 
satidvd  as  described  above.  When  the  charging  rate 
of  tbe  generator  li  increased,  it  ts  always  ettentlal 
that  thn  charging  rate  be  carefully  checked  up  by  use 
©f  tbe  ammeter  on  the  combination  switch,  and  in  00 
case  should  this  exceed  SO  amperes  to  any  extent  nn- 
less  it  Is  pnsitively  kn^wn  that  tbe  driver  never  op* 
eratfl  his  car  at  fairly  high  speeds,  excepting  for 
short  muft.  Oheckitig  of  the  charging  rate,  should  be 
obtained  after  the  brush  is  well  seated  and  the  engine 
la  graduaily  speedCHi  up^  observing  the  maximum  charg- 
ing: rate  indicated  on  the  ammeter.  This  test  should 
be  made  when  all  the  lights  are  ait. 

To  adjust  the  Delco  third  brush  over  commutator: 
By  reference  to  th«  aceompanying  figure,  it  will  be 
noted  that  the  third  bnish  is  mountfd  on  a  brush  arm, 
which  is  made  up  in  two  pieces.  The  part  to  which 
the  brash  is  fastened  has  a  slot  through  which  pass 
two  screws,  attaching  it  to  the  other  part.  By  loosen- 
ing these  screws  it  is  possible  to  slide  one  part  upon 
the  other,  and  so  increase  or  decrease  the  length  of 
the  Jirm. 

When  the  arm  la  shortened*  the  charging  rata  li  do> 
creased,  and  the  reverse  is  also  true.  Oare  should  be 
taken  to  sand  in  the  third  brush  carefully  every  time 
it  is  shifted,  so  it  will  have  good  contact  with  the  com^ 
mutator.  (See  instructions  for  **  sea  ting  motor  and 
generator  brushes.")  The  screws  on  the  brush  arm 
should  be  tightened  firmly  after  a  change  has  been 
made^  In  order  to  prevent  slipping. 

Tbe  charging  rate  should  rise  ta  its  maximum  at  a 
car  speed  of  from  tfteen  to  twenty  miles  per  boor* 
and  then  drop  off  aa  the  speed  increases  beyond  thla 
point. 

In  order  to  change  the  charging  rate  on  the  70-motor- 
generator  it  becomes  necenssry  to  shift  thn  third  brush 
on  tbe  generator  commutator.     To  reduce  the  rate^  shift 
tbe    third    brush    bracket    plate    in    the    direction    Indi- 
cated by  the  arrows  on  the  accompanying  cut. 
To  shift  this  bmsb  bracket  plate,  loosen  two  screws    "A"   Ag.   3^   shown   In   the  cut,   and   shift  plate 
in   the   direction   indicated  by   the  arrow,   to   tbe  full   extent  permitted   by   the   slotted   holes   receiving   the 
•erewa  marked  *'A." 

Voia — The  diargln^  rata  should  be  limited  to  12  to  14  amperes  with  lights  off.  In  case  the  charging 
rata  caiuot  be  sniricie&tly  reduced,  tt  may  be  necessary  to  lengthen  the  holes  in  the  brush  bracket  plate  wltli 
a  Ble.     After  the  brush  is  shifted  it  will  be  necessary  to  carefnlly  sandpaper  it  so  thot  it  fits  perfectly. 

Carbon  bmshes  are  need  on  all  Delco  generators  because  they  give  bt^tter  commutation  and  are  porous, 
which  allows  lubricants  to  be  forced  in  them,  making  them  self-lubricatiug     , 

Tke  copper  composition  bmali  is  used  on  all  Delco  starting  motora  because  the  carbon  brush  has  too 
hi^h  a  resistance  to  carry  the  high  cranking  current  required.  The  copper  or  composition  brosh  has  a 
hlgli    carrying   capacity    and    smaller    brushes    can    be  used. 


OBABT  iro.  ISSli — Adjtutment  of  tli^  Doloo  Ullrd  Brush  for  Ctiargln^  Bate. 

Closer  the  thtrd 'brush  to  the  adiacent  bmsb,   the  higher   will  be  the  voltage  produced.     Vl<^\'«  X^trui^  «iyveL\«t  4^- 
action    ol   rotation    to    reduce    the   rate.      See   also,    pages  389  and  &64C 


OYKE'S  INSTRUCTION  NUMBER  TWENTY-NINE. 


Testliiir  for  Dirty  or  Bon^  Commutator  wlUi  Voltmeter. 
Ooiuiecl  ToUinetcr  termioftli,  0  to  30  yoIU        Uthe   &&d   prt>bftbiliii««  are  the  mica 


fig.  1. 

••  ibovii.      (Tilt  c4mttnieiion  of  Xhu  Weston  -voU 
iB«i«r  it  itiowA  Ota  psge  4X4), 


which  cmA 
uid  409, 


protmdiaC 
b«  remedied  m  ezpUincMl  on  p*Ktt  4(>i 


TlM  po«|£|v«  ( -h )  termliul  of  ToltnittteT  Is  conneciad 
to  tBo  posltliro  ( +  >  wlro  of  the  g^enenter.  The 
other  trrmiHAl  from  volt  meter  which  h»t  *  tftftt 
point  (TP)  ftt  tta  end,  makti  eoolBCt  with  the 
tr*iB«  of  general  or  «t  T  <tlii«  b«ia^  %  fronnded  or 
ttiura  wire  BjAteiay. 

Th«a  ip#«d  OB^no  np  to  a  ipeed  correspondiiif  to  » 
ear  epeed  of  10  to  15  miles  per  hour.  The  Tolt- 
mtUr  fbtiuld  tbow  sUgbtlj  OT«r  6  volt*  mnd  the  cut 
out  <y)  fthoQld  be  cloeed,  ihowing  **chAr^«"  oa  the 
dash  Biometer  or  indicetor. 

If  ToUsMtAr  do«t  not  ihow  Allflitiy  aox«  tlua  6 
TOltfl,  thia  indicmtee  a  dirtj  or  xoiicli  coiniimtitAr. 
or  els«  An  op«n  circuit  In  the  tbnnt  field.  Pre«» 
down  tightly  oa  the  bruihcA  while  the  generator  it 
running,  and  if  thit  cantet  the  voltmeier  to  indi- 
cate and  the  eut-out  to  clote.  the  trouble  is  due  to 
liad  bnteh  contact,  which  can  be  remedied  as  Juat 
meDtioned. 

If  voltmeter  cannot  be  made  to  Indleato  and  tho  cot- 
out  point  (V)  to  doie,  hj  cleaning  the  coromatator 
and  pretiing  on  the  brushes,  the  trouble  is  probably 
an  open  circuit  in  the  ahiint  field  winding,  which 
will  have  to  be  repaired  loeatly  or  sent  to  the  fac- 
tory. 

If  tbo  TOltmeter  does  show  6  volts  or  more,  by 
prosstng  down  on  the  brasbas,  or  by  cleaning  the 
commutator  and  brushes,  but  the  cat-out  wilt  not 
dose^  it  meana  that  the  cut-out  it  oot  in  proper 
adjostinent,  «nd  a  new  one  should  be  provided  if 
it  is  defective  ioternaHy.  Tbo  trouble  may  be  due 
to  loos<>  coDnections  on  the  cut-jDut.  or  disarrange- 
ment of  the  conlttct-points  on  V,  which  can  be  ex- 
amined and  tested  per  page  410  and  409, 

To  Clean  Oommtitator, 
See  pa«e  404,  fig,  6  and  also  page  409. 
If  oommntator  Is  too  rongh  to  smoothe  down  with 
sandpaper,    tb<>n    it   abould   be   dressed    down   on    the 


To  CHeus  Tbo  Bnulues, 
II  It  not  pccftaiy  to  reaove  them  from  the  holden^ 
Lift  the  brashes  and  wipe  off  the  surface  with  a, 
piece  of  cloth  dampened  with  gasoline. 
If  the  hntA  tszlace  it  apparently  rough  then  uii^ 
sandpaper  to  flt  them  to  comma  tat  or,  p«r  fig.  8^, 
page   404. 

Fe  tuhzlcEBl  it  to  bo  ttMd,  as  the  brushes  sre 
osaally  selflubrii^tisg.  Application  of  vaeeliae  or 
ip>eat«  ia  harmful,  as  all  forma  of  igr««ee  posses* 
insulating   qualities   to   a   gr<>ater   or  le«s   exteot. 

Test  For  Grounded  Bruali  Holdon. 

Fig.  3:  Use  the  0  to  30  volt  scale  of  voltmeter^ 
Connect  as  shown  and  piece  one  test  point  (TP)  o*> 
armature  shaft  and  the  other  on  brush  bolder.  If 
su  indication  ia  obtained,  the  brush  bolder  It 
grounded. 

Test  Tor  Groimded  Armature  and 
Field  ColL 

Fig:  3A*  groimded  armature:  Use  the  0  to  30  vol| 
ecale  of  Tolimeter.  Connect  as  shown.  One 
point  (TP)  connects  with 
commutator  segment,  the  eth( 
with  shaft  of  armaturo.  If  i 
indication  is  shown,  there  Is  e 
ground  between  the  coil  con^ 
nected  with  that  commatstol 
segment  and  the  armature  core. 
The  cause  of  the  grooad  ti 
very  liktly  doe  to  damaged  io^ 
sulstion  on  the  wires.  The 
armature  should  be  esamined 
carefuHy.  A  Krounded  srros* 
turo  coil  will  result  in  a  re- 
duced output. 

A  grounded  field  can  be  tested 
by  transferring  the  coanectioa 
from  the  commutator  segmset 
to  one  end  of  the  field  winding* 
If  a  defiection  of  needle  il 
obtained  the  field  is  grounded. 
Be  sure  the  ends  of  field  eel] 
are  not  touching  the  £rame  of 
generator  or  motor> 
pages   410   and   403. 

To  test  for  an  open  circtUt  in  field  wtndliur.  see  pecs 

416  and  403, 


Tests  at  Battery  Terminals  for  Grounds  and  Short-Circiiits  in  Different 
Farts  of  the  Electric  System 


(a)   Disconnect   wire  at   generator  and  starter. 

(h)   Disconnect    one    terminsl    of    battery— ig.    5, 

(e>  Connect  these  wires  (which  are  disconnected) 
to  one  terminal  of  ammeter,  using  the  0  to 
300    shunt    (see    page    414). 

(d)  Connect  a  pieee  of  wire  to  the  other  terminal 
of  ammeter  and  hold  this  wire  <A)  in  the 
band,  ready  to  tonch  the  battery  terminal   (B). 

(e)  Disconnect  starter  and  generator,  opeai  aU 
lighting  twitches  and  ignition  switch.  Touch 
ammeter  wire  A,  to  battery  terminal  B,  If 
ammeter  registers  any  current,  no  matter  how 
small — a  gTonnd  In  wiring  system  of  car  is  In- 
dicated, somewhere  between  battery,  generator 
or  starter.  If  ammeter  shows  a  heavy  dis- 
charge — a    severe  short   circuit  la  Indicated. 

(f)  Eeconnect  wire  at  geoerator  and  touch  wire  A 
to  battery  terminni  B.  If  ammeter  indicates 
current — rery  likely  due  to  cat-out  points  be- 
in4r   ttnck. 


(g)  Disconnect  generator  again,  and  remoTe  lU 
lamps  from  sockets,  then  turn  on  each  lightiof 
circuit  separately  and  note  indication  of  aia- 
meter  after  touching  A  to  B.  If  ammeter  ref- 
isters  current  when  either  switch  ia  turned  od— 
there  is  a  short-circuit  or  ground  In  thai  pat*^ 
tlcnlar  circuit, 
(h)  To  test  for  sbortrdrcuit  in  ttmrter.  ReplsM 
wires  to  starting  motor,  turn  on  the  ignities 
switch  and  press  starting  motor  switch.  Set 
explanation  under  "test  A2/*  page  410.  A 
short  circuited  starting  motor  will  be  indlcaled 

by  slow  tuTtJ* 
ing  and  pos^ihlf 
smoke  cocniac 
from  the  wiad- 
Sng.  The  bat* 
tery  must  bt 
f^lly  charged. 
Use  only  ths 
800  ampere 
shant  on  thete 
teau — see  pegs 
414. 


CHAET  NO.  1R0— Testing  For  Defective  Commutator.    Cleaning  Commutator  and  Bmalies. 

at  Battery  Terminals  for  Short-Circtiits.    See  nlso  pages  416,  410^  411,  402,  403^  411. 
*7%e  meler  tfsed  ia  these  esaoiptet  it  the  Weston,  page  414.  " 


INSTRUCTION  No.   29. 


>CARE.     ADJUSTMENTS    AND     TESTS    OF     ELECTRIC 

L  STARTING,  GENERATING  AND  LIGHTING  SYS- 
TEMS: Care  of  Starting  Motor.  Locating  Starting  Motor 
Troubles.  Care  of  Generator;  cleaning  and  adjusting  com- 
mutators, brushes;  armature  troubles,  etc.  Testing  Armature 
and  Field  Windings;  short  circuits  and  open  circuits.  Miscel- 
laneous Troubles  and  Tests.  Ammeter  and  Voltmeter;  how 
to  read  and  test  with.  Shunts,  etc.  Electrical  Testing  Outfits. 
A  Digest  of  Lighting  Troubles,  etc. 
Care  of  ttte  StarUng  Motor, 


Tlia  starting  motor.  Any  trouble  develop* 
iDg  in  starting  motors^  such  as  grounda, 
ihort  circuits,  brush  and  commutator 
troubles,  will  be  taken  up  in  detail  under 
earo  of  lighting  and  generator  eyatemflp  and 
apply  here. 

Tlie  starting  motor,  is  used  very  little  in 
comparlsoQ  to  tlio  generator,  therefore  it 
does  not  require  the  attontion  which  the  gen- 
erator doeSj  if  it  is  a  separate  unit. 

OlUng:  Each  of  the  oil  cups  flhouM  be 
given  three  or  four  drops  of  oil  about  once 
every    two   weeks.     Use    best   machine   oil. 

The  gear  case  of  a  geared  motor  (if  gear 
ease  is  an  integral  part),  should  be  filled 
with  a  good  quality  of  heavy  oil;  always 
first,  drain  old  oil,  and  don^t  use  more  oil 
than  called  for. 

Commutator:       Keep     commutator     free 

from  dirt   cleaning  when  dirty,  with  a  cloth 

1       (not  waste).     When  ceramutator  and  brush* 


glaze  and  commutator  will  be  chocolate 
broi^Ti  in  color.  If  roughs  smooth  up  with 
fine  sandpaper  as  per  chart  188K  and  1S9, 
don  't  use  emery  paper  and  note  in  using 
sandpaper,  strip  must  be  width  of  commu- 
tator and  must  be  held  down  as  far  around 
commutator  as  possible.  Be  sure  and  re- 
move all  grit  and  dirt,  see  chart  189. 
**The  bnislLes  should  not  be  disturbed  until 
you  are  sure  trouble  exist  in  them.  If  worn, 
get  a  new  set.  Keep  the  brushes  in  per- 
fect contact  with  commutator.  One  of  the 
greatest  troubles  with  brushes  is  poor  brush 
contact  with  commutator^  on  account  of  in- 
sufficient spring  tennion.  Oeau  all  dust 
from  brush  holder  case  wHh  compressed 
air.     See  page  404,  406,  408. 

fStartliig  swltcli:  for  flywheel  application, 
the  moving  contacts  should  touch  both  sta- 
tionary contacts  doring  the  first  part  of  the 
motion.  The  adjustments  of  switch  should 
be  carefully  investigated  if  the  motor  givei 
trouble.     See  pages  325  and  331. 


Locating  Starting  Motor  Troubles.  — See  also,  page  677. 


Only  when  you  have  made  sure  that  the 
wiring  is  in  perfect  condition  and  that 
everything  is  connected  up  according  to 
the  wiring  diagram  should  trouble  be 
looked  for  in  the  electrical  instrumenta 
thamselves. 

Surprisingly  few  troubles  have  been  ex- 
perienced with  starting  systems  and  of 
the  troubles  that  have  occurred,  by  far  the 
greater  part  have  not  been  due  to  the 
Seetric  starting  system,  but  to  the  car- 
barction  or  ignition ^  as  failure  of  gasoline^ 

rbonized  spark  plugs,  etc.  Therefore,  first 
if  the  ignition  and  carbnretion  are  o.  k. 

If  the  starting  motor  falls  to  start  when 
pedal  Is  pressed  down  as  far  as  It 
go,  test  ont  the  trouble  as  follows: 

(a)  Battery  weak  or  discharged.  Teat 
battery  with  hydrometer  or  throw  on 
lights  {starting  switch  off)  and  note  if 
^m — if  ao,  battery  is  weak.  If  lights  are 
bright  then  the  probabilities  are,  the  bat- 
tery is  0.  k.  also  see  chart  1ft 0,  showing 
hew  the  volt-meter  is  used  to  detect  the 
cause  or  failure  of  starting  motor. 


(b)  Look  for  an  open  circuit  (broken 
wire)  or  loose  connection  in  the  wire  from 
battery  to  starting  switch,  from  switch 
to  starting  motor^  from  motor  to  ground, 
from  ground  to  battery. 

(c)  See  that  the  brushes  and  commuta- 
tor are  in  good  condition,  and  not  sticky 
with  oil  and  brush  sets  firmly  on  eommuta^ 
tor.  (ace  also  page  331). 

If  motor  with  flywheel  application: 

(d)  Press  the  pedal  slowly  so  as  to  close 
the  contacts,  then  motor  should  turn  if 
battery,  motor,  and  all  connections  are  all 
right.    See  page  326. 

(e)  Examine  the  switch  lever  and  switch 
adjustments  and  see  that  they  have  not 
worked  loose  in  such  a  way  that  the  switch 
does  not  close. 

If  sometimes  the  gears  mesh  and  the 
motor  runs  satisfactory,  and  at  other  times 
it  is  Impossible  to  mesh  the  gears,  the  motor 
refusing  to  turn  when  the  contacts  are 
closed,  it  indicates  the  possibility  of  an 
open  circuit  in  switch  or  starting  motor. 


*Thii  iottmctioa  appllei  to  all  Bysti^mt  in  ^eaerAl.  The  Delco  testi  (Initmotloa  280>«  wtU  alto 
apply  to  some  of  the  different  Fyslems.  See  nlfio,  pages  429,  737. 
**Owtns  to  thn  high  volume  of  cniTQnt  CAZTied  through  starting  motor  bmBhes,  if  worn  or  not  prop- 
erlr  adjnil*'<i.  the  commutntor  may  become  pitted  and  cause  cxcesaive  wear — result  failure  of 
Starting  motor  to  operate  properly  or  oxceBarvo  Bparkmg  and  weak  motor.  Remedy;  take  armature 
eat  aad  trn«  op  commutator  on  Istbe  (lee  page  404.  See  pagea  325,  408  and  405,  about  kind  ot 
bniilaiea  need  oo  itarting  motor  and  generator),      tSee  page  40S. 


DYKE^S  INSTRUCTION  NUMBER  TWENTY-NINE. 


If  engine  does  not  pick  up  immediately 
ftfter  two  or  three  trials  tliougli  motor  tnnis 
Uie  engine  over,  th^  trouble  Ib  m:  Either 
the  gasoline  supply ;  the  spark,  plugs;  tbe 
carburetor;   or  the  ignition  system. 

If  starting  motor  continues  to  ran  after 
the  BWltch  lever  is  released,  see  that  the 
rettirn  spring  on  the  switch  or  switch  lever, 
is  strong  enough  to  return  the  parts  posi- 
tively aud  fully  to  the  '*oS**  position. 

Pallure  of  engine  to  start  when  starting 
motor  is  working  satisfactory*  This  may 
be  due  to  failure  of  gasoline  or  spark;  test 
out  as  follows: 


{%} — Ignition  switch,  «zaisin9  to  «««  if  *'oo/* 

(b) — S^  that  Ui«re  li  faaoUne  in  the  carbure- 
tor. If  there  is  not,  the  gasoline  m&f  be  uied 
up^  it  m*y  not  be  turned  on,  or  th«  g«*olme  feed 
pipe  or  valve  may  be  Btopped  up.  If  tbe  ijptetn 
involvee  gravity  feed,  the  gaioUoe  may  sot  flow 
into  the   carburetor   on   iteep   hilla. 

(c) — If  thers  la  gaaolina  la  the  carbvreitor,  taka 
out  one  of  tlie  Bpark  plogi  and  lay  it  on  the  aa- 
gine  with  tbe  iparking  point  in  th«  air  while  tha 
enfino  ia  turned  over  by  hand  or  by  the  atarliog 
motor.  Al&o  examine  the  spark  plug  poioti — 
they  may  be  too  far  apart.  VS4  ^o  V^  of  ao  ioob 
spart  11  about  right.  If  a  ipark  paaaea,  the 
troobla  ia  not  in  tbe  electric  ayitam,  but  probably 
due  to  cold  fasollne  or  need  of  priming. 

If  tbero  li  no  sparlt,  then  tee  '*Dige<t  mt 
troubles"   and   Index,   and   follow  the  diagoo^iia. 


Summary  of  Starting  Troubles.^-See  also,  page  577. 


Starting  motor  cranks  engine  very  slow. — 
Battery  almost  discharged.  } Battery  sal- 
pbated.  Engine  stiff.  Brushes  loose  and 
poor  contact. 

Starting  motor  does  not  rotate  at  all. — 
Battery  may  lje  discharged  Starting 
switch  not  making  good  contact.  Motor 
brush  may  not  make  contact  with  commu* 
tator.  Battery  terminals  may  not  make 
good  contact.    Switch  contact  poor. 

Starting  motor  rotates  hut  does  not  crank 
englniv — Roller  clutch  does  not  work  prop- 
erly.  Gears  not  properly  meshed.  If  Ben- 
dix  automatic;  spring  broke.    See  page  331. 

Starting  motor  cranks  engine  a  few  rei^o* 
lutloDS  and  then  stops.^Batte  ry  weak^ 
almost  discharged.  Loose  switch  contact. 
Engine  stiff. 

Starting  motor  cranks  engine  and  will 
not  pick  up  tmder  Its  own  power.— These 
symptoms  iudicate  that  trouble  is  not  in 
the  starting  system.  If  Bendii  starter; 
gear  on  threaded  shaft  stuck  or  spring 
broke. 

•A  weak  starting  motor  la  someftlmes 
Gamied  by  using  carbon  brushes  instead  of 
metal  composition  brushes.  The  latter  have 
3  to  4  times  the  conductivity^  and  for  this 
reason  their  replacement  by  cheap  carboo 
will  not  allow  sufficient  current  to  pass, 

♦♦If  the  hattery  Is  aU  rlglit  proceed  to  ex- 
amine the  connections,  beginning  with  the 
battery.  The  current  may  be  shorted,  due 
to  electrolyte  spilled  over  the  top  of  it;  or 


terminals  may   be  uulphated^  in  which 
enough    resistance    will    be    offered    to    the 
current  to  prevent  proper  operation. 

Scrapo  off  the  sulphatef  wash  surrounding 
metal  parts  in  carbonate  of  soda  or  some 
other  alkali. 

Clean  battery  terminals  inside  with  round 
file,  clean  wire  terminal  with  flat  file — re- 
place wire  and  draw  connections  tight. 

Next  examine  tbe  ground  connection  of 
battery  to  frame — this  should  be  cleaned 
and  tightened  if  not  soldered.  Loosenesi 
here  is  frequent  cause  of  open  circuit*  Then 
examine  connections  from  battery  to  etart- 
ing  motor  switch,  thence  brushes  to  eommn* 
tator. 

Watcli  the  Starting  Motor  Wire, 

Fna««,  wMcb  wlJl  man 
'  on  a  dead  iliort  elrcvlt 

and  open  tha  drcait,  art 
iisuaUy    provided    on    all 
'Suniiif    I  [( I   B,tMh  parts  of  tha  electric  tf*^ 

tmm,  except  from  tka 
battery  to  atartliti 
w,^«-,_-.  motor.  The  canre&t 
--^-""^  here  it  too  great  for 
^«*^|-  ^  a  fute,  Tharafora  It 
ii  plain  to  see  that  If 
tbe  infolated  eabia 
(I),  ahonld  becoma 
Bttiwy  J  frayed  and  touch  Iha 
frame  or  any  metal 
part  of  car>  a  dead 
abort  dJTCDlt  would  reioll — ^and  if  left  thorted  for 
several  houri,  the  plates  would  likely  beeoma 
buckled  incide  of  battery  aod  tou<fh  (>ach  otbar 
and  cauAG  an  intttroftl  abort  circa  it  which  coal4 
tiot  be  repaired.  A  battery  ia  on  practically  a 
dead  ibort  circuit  eacb  time  enfi&a  ii  atartad,  bnt 
only  for  a  momeot. 


Care  of  tbe  Qenerator. 


Care  of  tlie  generator  is  next  in  impor- 
tance and  should  be  given  more  frequent 
attention  than  tbe  starting  motor. 

tBrusbes. 

BrttilL  cara — Once  or  twice  a  season  the 
flat  coiled  springs  holding  tbe  bmiliei 
against  tbe  commutator  should  be  raised 
and  the  brushes  examined^  to  see  that  tbey 
operate  freely  in  their  holders.  Oil  or  dirt 
should  be  removed  with  a  stiff  bristle  brush 
and  gasoline. 

Faults  in  bruabes  and  bnuli  lioldeTB  can 
be  classlfled  Into  five  dlvlsona  namely; 
grounded,   poor   spring   tension^  sticking  in 


holder^  poor  fit  to  commutator  surface  and 
over-heating  holders.  When  grounded,  it  la 
due  to  defective  insulation  or  dust  deposit* 
When  spring  tension  falls,  tlie  bmsliea  mt% 
worm  too  shorty  the  tension  is  not  adjusted 
or  has  been  thrown  out,  due  to  heat,  or  the 
springe  themselevs  may  be  broken.  Whaft 
tha  bmslieB  stick,  it  may  be  due  to  binding 
or  from  dirt  and  grease.  A  little  gasoline 
may  tend  to  loosen  same.  When  the  brushti 
do  not  fit  the  brush  holders  it  is  a  matter  of 
manufacture.  OTorhaatlng  of  brush  holdacit 
is  caused  by  the  sparking  due  to  111  fitting 
brushes  or  no  brush  lead  connection  amd 
lack  of  sufficient  pressure  on  brush* 


•8w  pa^e  400,  next  to  lower  ripht  porajrraph,     ••See  alao,  pftgea  ^22,  454,  457,  458,  416.  410,  A'19.  73T. 
fBmsba*  for  generators  sxe  nsnally  made  of  carbon^   because   it   ia   of  tea  necaaaary  to  have  a  bruah 

with  a  hi^h  "contact  drop/'    (meanttis  slifrht  loii  of  Tolta^p  between  bmeh  and  eommntator  brcftnaa 

of  contact  reRistance).     See  aleo,  para^p-apb  5,  puga  404,  aboat  relation  of  tha  earbOD  broab  and  miaa. 

Tbe  itartlni;  motor  bmah  la  uiually  made  of  wtre   grauxe.    or  compcBition,   aea  page  405. 
tOften  tlmea  a  battery  wiU  show  1.275  on  a  bydrometer  test — yet  fail  in  current  supply  immediataly 

after  ate;  due  to  platef  bein;  aulphated.  Test  c^nch  cfW  with  voltmeter  and  if  test  ahowt  any  of 
th»  eeJla  below  the  others  (see  page  410),  then  teat  thmt  call  with  a  "Oadmiiun  Test**  (page  8640)* 
MM  pJMtea  Mr»  likttj  attlpbaled. 


tm 


A 


5ake,  adjustments  and  tests  of  electric  systems. 


^ 
^ 


N 


flparkliig  at  the  bmabea.  If  tbere  10  any 
•parkiag,  or  if  the  commutator  becomes 
dull,  you  may  he  perfectly  sure  that  either 
the  bruBli  bolder  springs  are  too  looaOp  or 
tti«re  is  excessive  vibratioii,  whicb  may  be 
due  to  a  bent  Bbaft^  an  unbalanced  gear 
pinioB,  or  defective  mounting,  Brusbeti 
•bould  be  kept  in  perfect  contact  with  com- 
mutator, and  it  is  advisable  to  use  only  the 
kind   recommended   by  the  manufacturer. 

tt  may  be  found  that  wbere  the  genera- 
tor is  also  used  as  a  stardBg  motor,  spark- 
tug  will  in  time  develop  at  the  commuta- 
tor. This  is  due  to  the  arcing  of  the  heavy 
starting  current  at  the  trailing  edges  of  the 
brushes,  and  the  trouble  may  be  eliminated 
by  filing  down  their  contact  aurfacea. 

CTarbon  duat  (providing  carbon  brushes  are 
used)  may  be  worn  from  brushes  by  com- 
mutator,  and  deposited  in  lower  part  of 
generator — this  ought  to  be  blown  out  with 
air*  otherwise  it  might  cause  a  ground, 

♦♦Conmiiitator. 
C^mmutatar  troubles  can  be  divided  Into 
two   heads.     First,    those    due    to    defective 
manufacture  and  those  due  to  surface  wear 
or   deterioration   in   service. 

•Fiff,  2, — The  torn 
muUtor  184  smaothed 
with  a  block  of  wood 
Around  which  ii  wrap- 
ped m  piece  of  land- 
pAper.  (lee  ilio  p«ge 
404) 

fff»m«>tim«>t  thtt  work 
nii.7  he  done  with  Che 
armature  in  place^  but 
more  often  it  mtiBt  bo 
removed. 

Defectivo  commutators  may  be  grounded, 
liave  a  short-circuit  bptween  their  segments 
«f  have  loose  segments  and  are  generaUy 
denoted  by  sparking  at  the  brushes. 


Those  that  have  deteriorated  in  service 
show  a  rough  or  blackened  surface  due  to  the 
following  causes:  aparking  from  worn  or 
short  brushes^  sparking  on  account  of  high 
mica,  cheap  brushes,  oil  collection  on  com- 
miitator  surface,  loose  copper  segments,  poor 
contact  between  brushes  and  commutator, 
(geoerally  due  to  sticking  holders)  or  poor 
contact,  due  to  weak  brush  spring  pressure. 

fOommutators  should  be  kept  smooth.  If 
blackened  or  rough  they  can  be  dressed  with 
fine  sandpaper^  while  armature  is  rotating, 
(see  fig.  &,  page  4  04  and  page  406.) 

Never  use  emery  cloth.  After  smoothing 
down  examine  and  see  if  particles  of  metal 
bridge  across  the  copper  segments. 

♦♦High  Mica. 

Mica  between  commutator  segments  should 
not  protrudCt  (see  fig.  3,  page  404);  this  can 
be  dressed  down  on  the  lathe,  per  fig.  4,  page 
404,  or  in  some  instances  filed  down  by  using 
a  very  fine  cut  file,  but  care  must  be  taken 
that  no  small  particles  of  copper  are  left 
bridging  across  segments.  A  knife  edge  file 
can  be  used  to  cut  between  segments  to  get 
effect  shown  in  upper  illustration  "after," 
fig.  4 J  page  404.  This  work  must  be  done  by 
removing  armature  and  preferably  on  a  lathe. 

Commutator  greasy — wipe  with  dry  cloth, 
not  waste,  remove  grease   (chart   189), 

Submerged  Motor-Benerator. 

The  generator  mnat  b«  kept  free  from  «xce^ 
■lv«  moiatnrtt.  Ordltiary  moUtur^  will  not  ftfTeet 
it.  but  HliDuld  not  be  nllowcd  to  bMcoroe  thoroufhly 
such   as  would  bo  the  caae    if  the  generator 


wet, 

were  to  become  ■ubmflreFd  under  water."  Thi*  !• 
likeljr  to  hnpppn  while  fording:  m  itreoitn.  If  th« 
generfttor  is  wet  it  should  not  be  op<>ratfi>d  uotil 
it  Ifl  thoroughly  dried  out.  tbii  cao  be  done  hj 
rttnovmg  from  c»r  and  baked  24  liourft  in  an 
©ven,  whoie  temperature  shall  not  exceed  220* 
Pfthrenheil.  A  higher  temperature  In  the  bik- 
ing  oven    would   damage   the   insulation. 


^Generator  Does  Kot  Generate  FiUl  Output. 


Symptoms;  if  meter  shows  B  to  15  am- 
peres (varies  on  different  systems),  at  a 
speed  of  18  or  20  m.  p.  h.  then  generator 
ia  probably  giving  its  maximum  output.  If 
however,  meter  shows  but  5  to  8  amperes  at 
iame  speed  then  it  is  not  giving  ita  output, 

Oaiuo;  (1) — if  a  third  brush  is  provided 
(page  405),  the  adjustment  may  not  be  cor- 
Wit;    (2) — aground   in  circuit;  '(3)^brashes 


>W0££M' rui/urcn"  rottrn  h 


^1      Failure  of  the  cutout  to  operate  may  be 
I         due  to   several   tilings.     In    the    first   place 

•  back  kick  will  cause  the  points  to  dose 
lad  stay  closed  and  when  ever  this  happens, 
ao  time  should  be  lost  in  separating  the 
points.  This  may  be  done  by  starting  the 
engine  again  or  by  pulling  them  apart. 

There  are  several  mechanical  reaaona  why 
the  cutout  may  fall  to  operate.  The  points 
may  be  too  near  together  or  too  far  apart; 
they  may  be  rough  or  pitted.    If  the  former, 


grounded  with  brush  holder  and  frame  with 
carbon  dust;  (4) — brushes  worn  or  not  seat- 
ing; (5)  commutator  dirty  or  out  of  round; 
(6) — high  mica  (see  pages  404  aud  409), 

Pet  many  generators,  as  AutoUte  for  In- 
stance  as  used  on  Chevrolet  **490/*  page 
J164,  there  ia  no  third  brush  or  adjustment 
and  failure  of  generator  to  generate  full 
current  is  likely  due  to  one  of  the  above 
causes.     See  Overland  * '  AutoUte,  * '  page  358, 


♦Cut'Ont  or  Belay. 


they  should  be  adjusted  and  if  the  latter, 
thtey  should  be  smoothed  with  a  fine  file  and 
then  adjusted.  The  spring  which  holds  the 
cutout  open  may  be  weak  or  broken  or  the 
armature  on  cutout  may  stick,  due  to  worn 
or  tight  parts  or  dirt.  Be  sure  points  are 
smooth. 

The  cut-out  armature  may  be  drawn  to 
magnet  core,  yet  points  may  not  make  con- 
tact.    See  page  334  for  principle* 

Electrical  defects  In  the  operation  of  tha 
cut-out  are  coiLfijied  to  bad  connections  or 
grounds.  These  troubles  are  rare  and  should 
be  quickly  evident  after  an  inspection.  Fail- 
ure of  the  cutout  armature  to  open  when 
the  engine  is  stoppf^il    would   indicate   trou- 


*8««  pagea  421  and  417.  **^^v  pngos  404,  400.   fSomctizrea  hrnsha*^  t^<iar  flown  and  bru&b  bold«r  cnta 
eomamtaitor.     In   thi»    cas**,    ftrmftinrc   muRt  be  removpd  an*!  trued  tip  on  a  lathe — tee  flg,  4,  page  404. 

iVfiuaUy  dna  to  Improper  hrnati  *djtittm«nt  if   '*Urd   bru»h"    conatant  cuTTctvt  a^aXem  qI  T«c^a\a>X<>u. 
If  a  eoaataDi  vohago  regulation  Nj'ateizi.  cec  paces  345,  925. 


410 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-NINE. 


How  the  Volt  and  Ampere  Meter  are  Used. 


r 


The  idea  of  this  combination  electric  syBt«2n  Is  to 
thow  whero  and  bow  a  volt-meter  aad  amperfr-meter 
can  bo  uied  on  the  aver^ise  electric  iystCFoi.  It  it 
iinderatood  that  the  battery  is  a  6  vo\%  3-cell  bat- 
tery aod  alfto  that  the  only  iastnimeDt  which  ii  a 
regiilnr  equipmbnt  ■■  the  *'daith  ammeter^' — or 
which  could  be  an  "iDdicfttor/'  The  other  instru- 
tnftuta  Yl,  V2,  VS,  Al,  A2,  are  teBtln^  iDitrumeatft. 
»i   will  be  explained. 

An  Indicator. 

Za  n«w  B«Idom  ii»»d  bat  will  be  found  on  ■omo  care. 
It  ia  placed  on  the  dftsb,  Wbon  generator  is 
charfin^  battery  it  showa  "charge"  as  per  illuitra- 
iion  to  the  left.  When  battery  is 
dlacoanected  from  generator  at 
cutout  (V),  tt  showii  ''diBcharge" 
i!  lights  are  on  and  engino  run- 
ning below  speed  where  cutout 
operates.  If  fights  are  ofT,  igni- 
tioa  off  sad  generator  off,  it  will 
show    *"ofr, " 

The  Dasli  Ammeter, 
ts  in  coaafal  use  and  instead  of  showing  the  word 
"off/*  **cbarge"  and  "discharge/'  a  scale  is  used 
per  fig.  1  above,  and  fig.  6,  page  415. 
Koto.  On  some  of  the  daab  ammeters  tho  '"charge" 
Is  on  Uie  loft  aldev  or  reversed,  for  instance,  see 
ftg.   9,   page   378. 

Manning  of  leiro  center:  Note  the  "Q"  is  in  the 
renter  and  when  no  current  Is  flowing  the  needle 
will  remam  at  0  or  sero.  The  needle  can  read  up 
to  30  amperes  on  the  "charge"  side,  to  the  right, 
or  80  ampors  on  the  "discharge"  side,  to  the  left 
and  is  termed  a  "30-0-30"  scale. 
If  ffonerator  li  running  soiliciant  speod  to  chaigo 
baltttry*  then  cut  out  point  V  will  dost*  and  connuct 
^smerator  with  battery  and  charge  buttery,  at  which 
time  needle  will  move  to  the  right  or  "charge"  side 
of  0 — if  connected  correctly. 

If  engine  slows  down,  and  cut-out  V  opens,  tbcti 
battery  is  disconnected  from  generator,  and  as  igni- 
tion is  being  oonsumed  from  Eat t cry  the  needle  will 
aoTO  siifhtly  on  the  left  of  0,  or  "discharge"  sidt 
of  teiro— at  the  battery  would  be  dischargiui;  instead 
of  taking  a  charge.  If  lights  were  on,  then  the 
needle  would  go  further  on  the  discharge  side,  as 
more  current  will  be  discharging  from  battery. 
Tbo  Abov*  doarly  shows  that  needle  movea  one  di- 
rection wbon  current  is  flowing  from  positive  con- 
nection ( -f )  of  generator^ — to  <  -f  )  of  meter — to 
( Hh )  of  battery,  but  needle  operates  in  opposite 
direction,  when  current  i«  Qowing  back  from  bat- 
toiy  to  meter — as  yon  will  note  connection  is  with 
necativo  side  ( — )  of  meter  in  this  instance — hence 
rvMon  for  aero  (0)  In  the  center  on  the  dash  am- 
meter. 

VoltmetOT  Tests. 
Tba  yoltmeter  la  always  placed  across  the  Una  and 
shows  the  voltage  or  pressum  of  a  circuit.     The  in- 
strument used   is   the  Weston,   per   page   414 — ^which 
read  carefully, 

Ttfft  VI:  To  test  voltac*  of  generator;  Use  the 
0  to  30  connections  and  scale.  The  maxtmnm 
voltage  will  be  indicated   when   generator  U   opcrat- 


commutet 
abort -ohj 
linr-Ja 

wlien  A 
to  80  vo 

alts,  or  ■ 

rag 

t  dx 
-it 
tht 

1 

m  1 


ing  at  7  to  10  miles  per  hour  car  apeed.     Tl 

out   (Y)   should  cloae  and  voltage  going  to  gel 

should  be  slightly  oyer  voltage  of  battery,  in 

that  it  may  force  current  into  battery. 

If  voltage  is   lower,    or   no   indication    at    aU 

commutator  may  be  dirty,  brushes  may  cot  h 

generator    commutator,     or    rough     commutei 

grounded   brushes,   open    circuit,    or  ahort-o^ 

gronnds    in    tield    or    armature    winding 

406,    404,    409.    402,    403. 

Test  V2:    To  test  voltage  of  batterr  ' 

ing,  wltb  lights  only,  on,  use  the  0  to  80  vo 

nections  and  sccle.     The  voltage,   if  charg 

3  cell  battery  will  be  0  t^o  6.3  volts  or  T 

cell.     If  discharged,  it  will  be  6.4  volts, 

per  cell. 

If  teated  when  starter  ie  on,  a  cbarged  battel 

drop  to  5.4  or  1,7  volts  per  cell,  but  will  rag 

normal  voltage  ufter  a  abort  while.     If  it  dx 

5    volts    or    less,    or    1.0    volts    per    cell — it 

charged,    or    if   fully    charged    and    drops    tht 

then,  plates  are  sulphated  or  an  internal 

cult.     See  also  page  410  and  index  for 

tests." 

Test   V3:     To  test  voltage  whlcb  renchee  ' 

motor    from    battery,    to    see    if    considerable 

teat   with  engine  idle  but   starter  switch   olei 

an   instant.     If  drop    is   conitderable   lherej~ 

poor  connection  at  battery  terminals  or 

nection — if   a   grounded   system. 


Ammeter  Tests. 

Ampere  tests  are  to  ascertain  the  qnantlt; 
rent  flowing.     A    "shunt"    must  be  used — 
414.      Connect  the  shunt  in  the  circuit  as 
tests  Al   and  A2,  being  sure  positive    (-j-}   M 
circuit    is    connected    to    ( -H )    connection    of 
and  the  negative  i — )   wire  of  circuit  to  .IJ 
post  of  meter — see  page  414. 
Teat  Al:     To  test  accuracy  of  daah 
the  30  ampere  shunt  and  connect  as  shoii 
engino  up   and   note  if  the  reading  is   thej 
tht  dash  ammeter  as  on  the  testing  instrua^ 
also  page  393. 

Teat  Al:  To  test  cnt-oat:  Use  0  to  80 
scale.  At  a  car  speed  of  7  to  10  miles  , 
cut-out  (V)  should  close  and  at  16  or  20  mii 
speed  generator  should  be  charging  battery  al 
20  amperes — ^if  lights  are  off — {.varies  on  di 
systems).  If  it  shows  less  than  10  amper 
"regulator"  or  "third-brush"  abonld  be 
to  bring  the  current  up  to  at  least  10  an 
amperes  being  the  average. 
Throttle  engine  slowly  and  note  needle 
back  towards  xero  and  note  when  it  reachi 
if  cut-out  <V)  opens  and  at  what  car  spoed 
page  417  for  trouble  indications  told  by  ami 
Test  A2:  To  test  amperage  required  by  v 
motor;  Use  the  300  ampere  skoni  and  coeE 
ahown.  Test  with  engine  idle.  Tt  is  asBomf 
battery  shows  1,275  to  1,300  hydrometer  Ui 
is  supposed  to  be  charged.  Average  starUi 
tor  reqniree  130  to  150  amperes.  If  it  aboi 
to  226  or  more  amperes,  engine  is  ttilF.  ehi 
cuit  in  motor  or  brush  boldsre-^or  mi 
starter  mechanism  is  out  of  order.  See 
416,   406   and    indent   for   "cadmium  tests/ 


tmpetr 
>e  rm 

i 


OHABT  NO.  ia9A— How  tlie  Volt  and  AmmateT 
VftziouB  Testa.  How  to  Test  the  Accura<;y  of  the 
309  Mfto  pagM  414.  410,  402,  406.     B«e  pages  3S4,  312. 


are  coimected  to  the  Ulectxlc  System 
Dash  Ammeter  or  Indicator. 
344  for  principle  of  cat  oat  and  regulation^  I 


CABE,  ADJUSTMENTS  AND  TESTS  OP  ELECTRIC  SYSTEMS.      411 


hie  la  the  aerieB  coU,  while  failure  to  close 
might  be  caused  by  a  defect  in  either  aeries 
or  shunt  coil. 

tfTo  dertormlne  whether  the  cutout  is  work- 
lAg  properly  the  car  should  be  driveo  on 
hi^h  gear  at  speeds  varjing  from  6  to  16 
miles  per  hour  and  the  speed  at  which  the 
eotout  operates    should  be  noted.     The  cor- 


rect speed    can  usually  be  found  from  the 
makers  instruction  book. 

Circulta. 
See  that  all  circuits  between  dyiiamo  and 
batterj  are  intact  and  all  binding  posts  and 
contacts  tight  and  remember  that  a  complete 
circuit  is  necessary  in  order  that  the  elec- 
tric current  may  do  its  work. 


North 


generator  chitln  on 
Elant    itftrtercenera- 

ii  shown  in  fifft. 
1  mnA  2  Bi  as 
exftXDple. 

Firat:— P  «  t  b 
short  piece  of 
wire  through 
end  of  chftiD 
and  bent!  into 
form    of   itaplft. 


Sficond:— Start 

chain    on    lower 

aide  of  ipracket  (S).     Hook 

wire    (WJ    through   aprocket 

to  keep   chain   m  meah   and 

turn    en^no    with    itartinn 

crank  unit  until   end   of  rhain   appears  at   top   of 

■proeket.      Rerooye    wire   from    sprocket,    hold   end 


*Adjustlixg   Silent   CliaiiL 
for  replacing  the       of  chain  and  continne  to  tarn 


engine  until  chain 
ia  in  position  for  applying  master  link. 

Chain  driven  starting-  ujotors  and  genera- 
tors should  havo  the  chain  kept  lubricated 
and  adjusted^  but  never  adjust  chain  too 
tight. 

The  silent  chain  which,  dilyea  the  genera- 
tor should  ha^e  frequent  and  thorough  lu- 
brication. Ordinary  lubricating  oil  will  do 
for  this  purpose  and  as  soon  as  the  oil  has 
penetrated  to  all  the  joints  the  outside  of 
the  chain  should  be  wiped  clean  so  that  a 
minimum  of  dust  will  adhere. 

TUB  chain  ma?  be  tightened  bj  loosening 
the  two  screws  which  hold  the  generator  on 
its  bracket  atid  moving  the  generator  over 
the  required  distance  by  means  of  the  ad- 
justing screw   on  the  side  next  the  engine* 


Locating  Generator  Troublea, — See  also,  page  577. 


* 


Under  the  heading  of  **car©  of  the  gen- 
orator"  the  subject  of  eommutatora  and 
bmsliea  was  treated.  This  is  usually  the 
first  place  to  look  for  generator  troubles. 
Other  troubles  are: 

Armature  Troubles. 
Armature  windings  mar  be  burned  out 
or  grounded.  When  burnt  out  the  trouble 
may  be  due  to  a  current  overload,  due  to 
improper  regulation,  a  soaked  winding  or 
i  steady  and  prolonged  return  flow  from  the 
battery^  due  to  failure  of  the  circuit  breaker 
contact  points  to  open.  A  grounded  arma- 
ture winding  is  due  to  defective  insulation. 

**IiOcatlng  Armature  Troubles. 
Armature  troubles  are  sometimes  found 
in  the  attaching  leads  at  the  commutator 
tegmenta.  The  solder  attaching  same,  may 
be  thrown  off  in  revolving.  This  can  be 
soldered  back  to  the  segment  by  an  elec- 
trician. 

Dim  lamps,  low  voltage  and  undercharged 
battery  might  be  the  result  of  armature 
trouble.  One  of  the  armature  coils  might 
be  short-circuited,  burned  out  or  a  counec* 
tion  might  be  loose  or  broken. 

Any  defect  in  the  armature  will  be  indi- 
eated  by  an  uneven  torque.  In  the  case 
ef  the  generator  this  may  be  very  easily 
tested  by  disconnecting  the  driving  me- 
ehanism,  holding  the  cutout  points  closed 
sad  allowing  the  generator  to  operate  as  a 
motor. 

If  everything  is  aU  right  the  armature 
will  rotate  evenly  and  in  the  same  direc* 
tion   as   when   it   operates   as   a   generator. 

*»ea  pa^§  733.  369,  113,  729  for  •*ailent  chalua.*'    tSce  initrnction  a2A.  for  itora^e  battery  troublaa. 
■'8««  pacei  402^  406,  416  and  S&40. 

ftWmrd-Leonara  Oo.  state  that  tha  only  way  tha  cnt-ent  maanfactiired  by  tbam  conld  give  trouble, 
w<m]d  be  due  to  an  open  cirruit  in  annaturo  of  generator,  or  open  lead  wire  hetw<^etv  Yi»,V\«:TTi  *:0i4. 
fenarator.  or  eUe  the  connectioni  at  battery  be  reverted,   (see  yaies  341,  %44  lot  V4 axA.*\Jftwv«^.^ 


Wliether  the  torque  is  evea  or  not  may  ba 

determiJi&d  by  holding  the  eod  of  the  ar- 
mature shaft  in  the  hand,  and  noting 
whether  the  pull  ia  steady*  An  uneven  pull 
means  that  one  or  more  of  the  colli  is  not 
working;  it  is  just  like  an  engine  with  a 
missing  cylinder 

If  an  armature  coil  ia  burned  out  or  there 
ia  a  broken  connection  the  armature  will 
invariably  stop  at  a  certain  point j  if  thie 
id  the  case»  the  commutator  segments  be- 
tween the  two  ends  of  the  coil  will  also 
bo  burned.  Sometimes  the  broken  connee- 
tlon  occurs  at  the  junction  between  commu- 
tator bar  and  the  coil  in  which  case  the 
remedy  is  to  resolder.  All  other  armature 
defects  should  be  left  for  the  factory  to 
remedy. 

Another  way  to  test  for  defective  arma- 
ture coils  is  to  disconnect  the  field  and  then 
connect  the  ends  of  the  lamp  test  wires  to 
the  brusli  holdora*  If  the  armature  ia 
perfect  the  lamp  should  stay  lighted  dur- 
ing a  full  rotation  of  the  armature,  but  if 
there  la  a  broken  connection  or  defective 
coil  it  will  go  out  when  this  is  reached. 

No  current  in  the  generator  may  be  due 
to  a  broken  connection,  abort  circuit 
or  broken  driving  mechanism.  The  last 
trouble  should  be  looked  for  f rst^  and  sim- 
ply means  that  the  generator  driving  Fhaft 
should  be  tested  to  determine  whether  It 
is  solidly  connected  to  the  engine  or  not. 
It  is  possible  that  one  of  the  driving  keys 
has  sheared  off  or  that  the  driving  gear, 
chain  or  belt,  as  the  case  may  be,  hae 
failed,   (see  page  402.) 


412 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-NINE. 


A  broken  connection  at  one  of  the  bruslies 
would  prevent  delivery  of  current  by  tbe 
generator*  Likewise  a  dead  abort  circuit  In 
tbe  generator  would  cause  the  sajuo  trouble. 

Armatuie  tests  for  ground,  etc.  are  treated 
further  on — see  pages  402,  403,  406,  410, 

A  grounded  generator  can  bo  cauaed  by 
an  accumulation  of  dust  worn  from  the 
brushes  or  a  defective  inaulation  of  the 
armature  or  field  coils. 

Weak  field  magnets  will  vary  in  cause, 
according  to  whether  the  magnets  are  per- 
manent or  wound.  In  the  permanent 
magnets  the  cause  is  generally  due 
to  exhaustion  through  long  use,  no  keeper 
used  when  removing  them  or  mag- 
nets reversed  when  reassembled.  In  wound 
magnets,   shunt   field    coll   or   coils   may   be 

*Sliort-Clrcuits 
▲  Bbort-drcuit  means  that  two  conductors 
of  current  are  in  metallic  contact  when  tbey 
should  not  be. 

Tot  example,  on  a  two-wire  system  aa  per 
fig.  4^  if  one  wire  was  *  *  grounded  * '  to  frame 
of  car  at  A  and  B,  a  short -e  if  cult  would  be 
the  resuU- — as  the  path  of  the  current  would 
be  shorted. 


On  a  single-wire  system  per 
fig,  2f  we  woulii  have  the  same 
resiult;  the  frame  of  the  car  act- 
ing as  the   return   wire. 

On  a  two-wlr«  systMn,  fig,  3,  if 
wire  was  *' grounded"  at  A,  the 
current  could  still  flow  to  the 
lamp — therefore  this  wokild  be 
termed  a  ground, 
T&«r«foro,  the  tenn  short-circuit  means 
Iteit  the  wire  fa  in  metallic  contact  with  its 
miirn  drcnlt*  which  could  be  another  wire, 
9r  the  frame  of  the  car  or  any  metal  part  of 
emr,  if  the  latter  is  in  metallic  coo  tact  with 
frame, 
A  "dead  Ahort-drcnit"  is  a  term  often 


grounded,  due  to  a  water  soaked  generator 
or   short-circuited   through   burning  out,   by  i 
running  the  generator  with  the  battery  dis- 
connected.    They  may  also  be  oil -soaked. 

In  the   circuit-breaker   or   main   contact^] 
as  it  is  often  called,  there  may  be  a  direct  J 
mechanical  break,  a  burned  out  coil  due  to^ 
eurrent   overload    or   a   ground    due    to    de- 
fective insulation^  a  bad  adjustment  which 
does  not  allow  the  generator  to  cut  in  at 
aU   or  if   so  at   an    improper   speed  or   the 
contact  points  may  be  sticking.     The  latter  ' 
is  due   to   a  mechanical   break,   disintegra- 1 
tion   of  weights   where   worn   out    or   diit/j 
contact  points,   reversed  wires   at  the   gen*  j 
erator  terminal  or  a  backfire  of  the  eng^e.  1 

A  short  circuit  in  the  circuit-breaker  al-j 
lows  current  to   discharge  battery   through 
generator  at  less  than  charging  speeds. 

and  Qfonndfl. 

used  and  applies  to  a  short-circuit  of  such 
magnitude   that   the   entire   current   carried] 
is  fully  short-circuited  by  making  firm  eon* 
tact.     For  instance^  refer  to  fig,  4,  in  thJaj 
instance  a  dead  short  circuit  exists  at  A  and  | 
B — therefore  the  battery  would  be  shorted 
and  result  would  be  that  wire  would  prob-  I 
ably  melt  and  lights  would  not  burn  at  alL 
Therefore  a  fuse,  if  placed  in  circuit  would 
protect  the  wiring  and  battery, 

A  slight  ahort^lxcnlt  is  where  the  wire 
are  not   making  full  contact  but  enough  t#. 
make  slight  contact.     For  instance  two  wires] 
close  to  eugioe,  not  properly  insulated  mAjt 
make  a  slight  contact  vine  to  heat,  through  | 
insulation  and  dim  the  lights,  or  frayed  end*  J 
of    wires    at    switch    terminals   may    bridgtj 
across  and  short  the  connection  from  jolting  | 
of  car  and  occasionally  cause  the  lights  to 
dim   or   go  out.    Oil  soaked  wires  may  be 
close  together  and  also  cause  a  slight  shorty 
circuit  and  result  in  dim  lights  ani*  grmda* 
ally  weaken  battery, 

A   ground   means   that   the   conductor    or] 
wire  is  in  contact  with  metal  part  of  car|  I 
as    frame,    engine,    etc.     It   can    be    a   bad  | 
ground    where    contact    is    firmly    made    of 
slight,  where  oil  soaked  or  a  damp  wire,  or 
poorly    insulated    wire    is    in    contact   with 
metal  part  of  car,  but  not  firmly  as  resiat- 
ance  of  insulation  prevents,  but  enough  tp 
cause  leakage  of  eurrent  which  will  gradu- 
ally  discharge   battery,  and  in  some  cma 
may  become  entirely  discharged  in   a  Tery  I 
short  while. 

ThU    kind    of   «   thort   etrenil   It   firvt   aoticvA 

vrhvu  the  mtftrter  ^wmt  w^ftk  ft&4  tb«  Ugbtf  ■•mi 
ta  frrow    dim   kt   tow   c«r   tpe^d,   m&d   brijpbt«n  mp  I 
M  lh«  dyo&mo  coti  in. 


Fuses, 


is  to  protect  the  circuit  against 
■IhOft'CireulU  which  would  heat  tbe  wire  and 
dliebATft  tmtlery.  Instead  of  the  wire 
><etlllf  AAd  fliitliing,  the  fuse  would  melt. 
WWm  wlni  are  made  in  different  diameters. 
U  li  nade  of  lead  alloy  and  will  melt  at  a 
ffv«»  l«a]y«rat«tre.     If  a  lighting  circuit  re- 


quired 10  amperes  of  current,  then  a  15  ai 
pere  ftfse  would  be  placed  in  the  circuit. 
Therefore  current  up  to  15  amperes  could 
pass  safely,  but  if  more,  which  would  nat- 
urally be  the  result  if  a  short-circuit  existed, 
the  fuse  would  melt  and  open  the  circuit, 
(see  page  428.) 


Jb#  f«fM  441  aed  207   for  mc^ftnlac  of  ■roper«A,  etc.  <IUu«trmtioQ  from  Motor  Af^  by  E.  It  Tborvi 
'Mm  Alw^  jM^M  404,  4iB,  403,   410,  429,  737. 


mmi 


p 


N 


CABE,  ADJUSTMENTS  AND  TESTS  OF  ELECTRIC  SYSTEMS.      418 


cause  a  partial  short  circuit.  The  top  of 
the  battery  should  be  wiped  clean^  treated 
with  a  solution  of  potash  and  then  the  metal 
parts  should  be  covered  with  vaseline* 

If  current  is  flowing  into  the  external 
circuit,  this  fact  may  be  determined  by  dii- 
connecting  one  of  the  battery  wires  and  then 
touching  it  for  an  instant  to  the  terminal 
it  was  juat  removed  from.  If  any  current  il 
flowing  a  spark  mil  be  seen.  If  any  con- 
siderable amount  of  electrical  energy  ii 
being  lost,  this  fact  should  also  be  iDdicated 
OD  the  ammeter  if  one  is  fitted. 

Th6  most  llXely  place  to  look  for  trouble 
Is  in  tlie  cutout,  as  it  may  be  closed.  Th« 
failure  of  the  cutout  to  open  may  be  due  to 
several  things,  taken  up  under  the  heading 
** Cutout  or  Relay." 

As  a  precautlOQ  the  starting  switch  sliould 
be  examined*  as  it  is  possible  that  it  did  aot 
release  fully  the  last  time  it  was  used  and 
that  some  current  is  short-circuited  tbrough 
it. 

Having  gone  through  these  prelimlnarleA, 
the  next  step  is  to  sl^rt  from  the  battery  and 
examine  all  the  circuits,  taking  the  main 
ones  fljal.  Disconnect  the  main  feed  wires 
where  they  enter  the  junction  box  or  bat- 
tery, and  note  whether  the  ammeter  goes 
back  to  zero.  If  it  does  there  is  a  ground 
between  this  point  and  the  battery. 

Put  these  wires  back  and  then  disconnect 
all  other  wires  from  the  junction  box.  If 
current  is  still  flowing  the  trouble  is  in  the 
junction  box,  but  if  not  it  must  be  in  one 
of  the  circuits  running  from  this  point.  If 
this  is  BO,  then  remove  wires  and  test  each 
separately. 


Indications  of  Qrounds  and 
Short  Olrcuits. 

(1)  Battery  will  become  exhausted,  re- 
gardless of  the  charging  it  receives.  (2) 
Battery  will  run  down  (discharge)  over 
flight.  (3)  Lamps  when  turned  on  will 
burn  dimly.  (4)  Ammeter  pointer  m-^y  go 
to  limit  of  ^ discharge ^^  scale.  (6)  Start- 
ing motor  may  act  sluggishly,  or  not  at  all. 
(8)     Fuses  'blow'*  repeatedly. 

A  short  circuit  In  any  lamp  circuit  will 
usually  cause  a  fuse  to  ''blow'*  or  melt.  If 
this  occurs,  it  is  evident  that  the  wire  lead- 
ing from  the  fuse  is  in  contact  with  the 
"ground**  or  frame  of  car,  or  other  metal, 
or  that  insulation  has  been  injured  and  con- 
ductor is  in  contact  with  »ther  metal,  tbere- 
by  grounding  it  to  frame.  The  wire  must 
be  inspected  along  its  entire  length  until 
trouble  has  been  located  and  corrected. 

Wire  having  injured  insulation  should  be 
wrapped  with  friction  tape  to  prevent  eon* 
tact  with  frame  or  other  conductive  ma- 
i«ri&l. 

Some  Causes  of  Grounds  and 

Short  Circuit, 
rirst  of  all,  the  ground  may  be  In  the 
battery  itself,  and  may  be  caused  by 
buckled  plates  or  an  accumulation  of  sedi- 
ment. The  former  trouble  is  usually  the 
result  of  charging  or  discharging  the  bat- 
tery at  too  high  a  rate,  and  the  latter  is  due 
to  neglect  to  clean  the  sediment  out  before 
the  chamber  provided  for  its  collection  be- 
comes filled.  This  would  be  termed  an  ''in- 
ternal** short-circuit. 

The  next  place  to  look  for  the  *' ground" 

m  on  the  battery  esrterlor.    Spilled  acid  may 


^Testing  for  Grounds  and  Short  CKlrcults. 


Flxst  be  sure  a  ground  or  abort  circuit  ex- 
ists.    This  test  can  be  made  several  ways. 
•*The   amperemeter   will  indicate  same   by 
ehowing  ^'discharge^^'  but  if  there  La  no  am- 
peremeter on  the  car,  then  open  all  switches, 
disconnect  one  ter- 
minal   of    battery 
(usually     a     lead 
Fug) ,     strike     the 
connection    lightly 
against        battery 
terminal  in   quick 
succession.      If    a 
Wf.  e.  Telling  for  grouada.  gpark  occurs,  even 
though  very  slight,  it  indicates  a  ** ground" 
or  "short  circuit'*  (see  page  406,  403,418). 

The  next  procedure  is  to  find  the  ground 
^^     or  short  cirt'uit. 

^V  Ci)     Examine   first,   the   battery   wiring. 

r  Examine  carefully  all  of  the  conductor  wires 

I  eennected  at  one  end  of  the  battery  term- 

I  inals  and  at  the  other  end  to  the  bus  bars 

L  of  the  lighting  switch.     Make  certain  that 

I     *^ 


the  insulation  is  perfect,  and  that  no  sharp 
raotal  corners  or  edges  cut  through.  Also 
that  no  frayed  wires  are  bridging  across  at 
the  bus  bar.  In  the  same  manner  examine 
eartfully  the  wiring  from  the  battery  to 
the  starting  motor  and  starting  switch*  If 
battery  has  bet*u  discharged,  have  it  re* 
charged.     See  also  page  241. 

(2)  Examine  lamp  base  and  socket,  quite 
often  the  slight  short  circuits  are  located 
at  this  point.  One  of  the  strands  of  wire 
where  attached  to  small  screw  in  lamp 
socket  may  be  touching — examine  lamp  base. 
If  not  at  this  point  the  trouble  may  be 
found  in  the  wiring  where  connected  to 
lamps  having  worn.  Electric  light  bulbs, 
if  loose  where  the  glass  part  is  cemented 
to  the  metal  base,  will  also  cause  a  short 
circuit,  as  the  '* lead-in  wires'*  are  very 
close  together,  and  jolting  of  the  car  will 
cause  these  leads  to  touch  one  another,  this 
means  a  new  bulb  and  perhaps  a  new  fuse. 
Defective  lamps  should  be  discarded,  before 
they  cause  trouble,  see  also  page  4 OS. 


•ai«o  l»Agei  402.  403,  406.  418.  410,   429,  737. 
••This  tostrttineiit  ii  nguftUy  referred  to  ai  mn  Ammeitr— «e«  ptf»i  410.   414. 


ii« 


DYKE'S  INSTEUCTION  NUMBER  TWENTY-NINE. 


A  Oombination  Volt^Ammeter  for  Automobile  Bl&ctric  Tests. 


0«B   or  JU.tiv7 


Instead  of  bmTlng  a  sep  urate  valtrnflter  and  aziUD«t«r. 
it  if  poasiblo  to  combine  both  Ld  one  ioitrum«nt 
naing'  the  aftme  scale.  The  Woston  model  280^  ^ar- 
a^e  teatioe  voUiimmeter  will  be  used  aa  an  example. 

As  a  Voltmeter. 
Wliem  Uilzig  InstnuDont  for  volts:  See  fi^  1,  and 
note  termioaU  are  marked  .1.  3.  30.  H-.  The  poai 
tive  or  (  +  )  terminal  of  instrument  in  always  con- 
nected with  the  poeitire  (  +  >  wire  of  circuit  being 
teated.  When  making  coonections  where  poUnly 
ia  not  known,  the  needle  will  dvflect  to  the  Left  if 
(Toniiected  wrong — reverse  connections. 
tf  voltage  to  be  tssied  Is  known  to  be  between  3 
and  ^D  volts,  then  connect  the  other  or  negative 
( — )  wire  to  terminal 
murked  30  and  nsa 
the  acale  0  to  30. 
the  diviaioDH  of 
Acale  being  O.S  volt 
for  earh  line  (the 
scale  fig.  4,  hai  60 
divisions). 

If  voltage  la  known 
to  be  betweeti  1  to 
3  volts,  connect  neg- 
ative   wire    with    ter- 

minala  marked    3,    and   use   scale   0   to   B,    tbe   divi- 

aions  of  scale  being  0.05  volt  for  each  line. 

If  voltage  la  known  to  be  lees  titan  1  volt,  connect 

negative    wlri]    with    terminal    marked    A*    and    use 

scale  0  to  3. 

Wlien  making  voltage  or  ampere  testa,   the  button 

(PB)    fig.    1,   is  pronsed  for   indication. 

Tbe  zero  adjustment,   llg.  2.   le  merely  used  to  line 

up   noedle  with   lero  or   "O/*   when  starting  to  tise 

instruments 

▲  voltmeter  Is  always  connected  iCToea  tbe  Mne^  »s 

Ser  figs.  1,  VI  and  V2,  page  4X0.      It  is  used  to  in- 
icate  the  voltage  pressure  of  an  <}lectnc  circuit. 

*Afi  an  Ammeter. 
Wlien  nsing  tbe  Instnunent  for  measnrtng  amperes, 
ft  la  councctt'd   in  serfea  with  the  circuit  and  is  in- 
tended to  indiiale  the  quantity  of  current  flowing. 
Bt\   \      f    J  u   I  It    Is    important    to 

g?9l J9(gl  I-  ff  r         note  Uiat  a  "shunt^* 
•■'      ♦  ^  ^    '   ■  uHxst    be    used     per 

flg.  2.  The  purpose 
of  which  ia  explain- 
ed furtlicr  on.  A 
shunt  is  not  need 
with  the  voltage  teste. 
Connections  for  measarinc 
amperes:  Always  connect 
positive  (4-)  wire  of 
aource,  with  (-f )  terminal 
on  instrnixient.  Note  flig.  2, 
the  sourco  of  electric  cur- 
rent is  the  positive  termioal  of  storage  battery. 
Correot  then  flows  to  nhunt  connection,  thence  to 
(  +  )  terminal  of  instrument,  through  InRtrument. 
out  the  .1  terminal  on  instrument,  to  other  con- 
nection on  shunt,  theace  to  one  side  of  light  or 
starting  motor,  etc.,  through  lamp  or  starter,  back 
to  negative  ( — )  si^o  of  battery.  See  also  page 
410,  Only  the  (  +  )  terminal  and  ,1  terminal  ar*^ 
uaed  when  instrument  ia  being  used  as  an  ammeter. 

SlLimtS. 
A  sbltnt  is  merely  a  choker  or  a  form  of  reaiatance 
metal  B,  fig.  SA^  which  is  * 'shunted"  between  thii 
two  terminals  (-f  and 
.1)  of  meter  per  flg.  2. 
It  must  be  used  with  all 
ampere  tests. 
Tbe  reason  a  sknnt  must 
be  used  is  due  to  the 
fact  that  it  is  not  prae* 
lical  to  carry  more  than 
a  fraction  of  an  ampere  through  the  moving  coil  K, 
fig.  4.  of  the  meter*  Whore  currents  are  small,  the 
shunts  are  usually  contained  in  the  meter  case,  but 
for  large  current,  external  shunts  are  used  so  as 
to  keep  the  heat  developed  in  the  shunts  outsldle 
tbe  meter  and  also  for  convenience^  as  the  shunt 
can  be  located  in  the  circuit  wherever  easiest  and 
connected  with  meter  by  a  small  eable*  tbns  saving 
running   heavy   wires    to    tbe  instrument. 


KiMitrie  Sosra 
Ovn.  or  Sunflrr 


Fig.  SA. 


Ad  stated  only  a  fraction  of  »n  ampere  can  psaa 
tbrongb  the  meter,  therefore,  in  order  tbat  1/10. 
1/100,  1/1000  part  of  tbe  total  current  aball  pass 
through  the  meter,  it  ia  neceaSBry  that  the  resistance 
(R)  of  the  shunt  be  such  that  9/10,  or  99/100,  or 
90&/1OOO  part  of  the  total  current  will  pass  through 
the  shunt— which  ia  all  figured  out  by  the  roano 
facturera  and  it  is  only  necessary  to  know  tbe 
capacity  of  tbe  shunt  and  connect  as  shown   in  fi^ 

2  and  then   t»ke  the  actual  readings  on  the  scale. 

A  millivolt  is  1/1000  part  of  a  volt.  The  cnnn(*c 
tion  .1  on  meter  is  often  referred  to  as  the  100 
millivolt  terminal,  which  ia  1/10  of  a  volt.  This 
however,  refers  to  the  millivolt  drop  in  the  ahiini. 
which  is  figured  out  by  the  manufacturer  sad  is  of 
no  intereat  with   antomobile  work. 

Capacity  ot  Sliimt  to  Use  and 
Range  of  Scale. 

Slinnta  to  use  with  this  instmment:  There  are  Ikree 
external  shunts  as  follows: 

300  ampere  with  which  use  the  scale  0  to  300. 
Each  division  or  mark  on  scale  representa  S  am- 
perea. 

30  ampere,  with  which  use  the  scale  0  to  30.  Each 
division   or   mark   represents   0.5   amperes. 

3  ampere*  with  which  use  the  scale  0  to  3,  Each 
division  or  mark  represents  0.05  amperes. 

When  testing  wkere  yon  do  not  know  what  the  ai&' 
perage  Is  likely  to  be,  as  testing  for  short  circuits, 
it  i»  advisable  to  assume  that  the  highest  poasible 
amperage  is  to  pass  through  meter,  therefore  use 
the  300  ampere  shunt.  If  the  deflection  obtained 
Is  loss  than  30  smperes,  then  use  Ihe  30  ampere 
shunt  and  scale,  to  gain  a  more  accurate  reading. 
Should  the  indication  now  be  less  than  3  amperea, 
use  the  3  ampere  shunt, 

Tbe  3  ampere  abunt  and  range  is  eoavenleat  for 
measuring   single    lightA,    and    ignition* 

The  30  ampere  shnnt  and  range  la  convenient  lo 
measure  current  delivered  by  generstor  to  battery 
per  Al,  flg.  1,  pss:e  410;  for  meaauring  current  re- 
quired by  the  lights,  horn,  etc,  and  also  for  testing 
short-circuits  and  open  circuits  per  page  402,  416, 
The  300  unpere  sbtint  and  range  is  convenient  for 
measuring  the  current  required  by  stsrting  motor, 
per  A2,  fig.  1,  page  4t0  also  for  testing  for  aborts. 

Internal  Connections 
or  the  Weston  model  2 BO  garage  testing  voltammeter 
ts  shown  In  flg.  4.     Note  when  button  PB  is  pressed 

the  current 
^10,  n  flows  thromch 
the  moving 
coil,  then 
through  re- 
sistors. Re- 
sistance 0  la 
the  adjuating 
resistor  for 
the  100  milli- 
volt range;  O 
and  6  are  in 
series  for  tbe 
3  volt  range 
and  O,  B  end 
A  in  series 
for  the  3  (J  volt  range.  When  used  as  an  ammeter,  tbe 
4-  and  100  milllvoU.  or  .1  binding  posts,  are  eon- 
nectfld  to  the  terminals  T  on  the  shnnt  flg.  2A.  The 
main  current  passes  through  the  external  ahtint. 
When  button  PB  is  pressed  only  suflTicient  enrrent 
pssses  through  the  instrument  to  cause  it  to  prop* 
erly  indicate. 

Ainmeter  Principle. 
The  original  * 'gravity'*  principle  of  an 
ammeter,  which  is  now  seldom  used,  is 
shown  in  flg.  30,  Note  tbe  **belix" 
draws  the  iron  core  Into  it,  thus  moving 
the  needle.  Grester  the  current,  greater 
the  draw.  Tbe  modern  principle  la  ihe 
'^moving  coil«  permanent  magnet**  type^ 
per  flg.  4, 


ORABT  NO.  1  DO— Description  of  the  Volt-Ammeter.     See  also  pages  416,  410,  402,  40S»  40^* 
Watm — A.   h,   Djkfl.   Electric   Dept.,   Granite  Bide,.   St    Louis.  Mo.,  is  in  position  lo  supply  electrical  iesllng  lailiil« 
mentB,     See  ndvi}rtiBt'meDt  in  hack  of  book,     'For  direct  current  reading  only,  tee  page  804&. 


CABE,  ADJUSTMENTS  AND  TESTS  OF  ELECTRIC  SYSTEMS.      415 


(8>  Test  each  lamp  circuit  separate. 
With  engine  at  a  staiiilstiJl,  close  the  bcv- 
erml  iwitchea  to  the  lighting  circuits  one 
st  ft  time  and  watch  the  ammeter  nee^ile 
elonely  as  each  switch  is  closed.  If  the 
needle  swiage  to  the  **  discharge ' '  aide  of 
tbe  taetrunient  aod  holds  there,  a  short  cir- 
euit  exists  somewhere  in  the  circLiit  whose 
ewit^h  IB  closed.  Try  all  circuits  in  this 
manner,  one  at  a  time.  If  the  ammeter  in- 
dicates only  the  proper  amount  of  current 
coasunjption  for  the  several  lighting  cir- 
tiixH,  as  they  are  switched  on,  no  further 
iearch  for  short  circuits  or  grounds  is  neces- 


sary. However,  if  the  ammeter  needle 
swings  against  the  side  of  the  ease  as  abovej 
for  one  or  more  circuital  then  you  must  pro- 
ceed until  the  trouble  is  located — see  pages 
40C,  418,  403. 

If  there  is  bo  aznpere<meter  on  the  dash 
to  guide  you^  then  it  wiU  be  necessary  to 
continue  search  until  there  is  no  spark  at 
the  battery  terminal  with  switch  open.  If 
the  trouble  is  found  in  poor  insulation, 
then  wrap  the  part  with  friction  tape. 

Testing  wires  for  short  circuits^  also  see 
pages  403,  406,  418,  410. 


An  open  circuit  is  an  incomplete  circuit. 
Therefore,  it  does  not  ofifer  a  passage  for 

Aaimftter  does  not  Indicate  either 
"charge''  or  ** discharge.'^  Lamps  do  not 
light  when  turned  on. 

Starting  motor  does  not  cranio  engine 
when  starting  pedai  is  pressed  to  the  full 
limit  of  its  travel. 

Open  circuits,  may  frequently  be  located 
by  examinations  of  all  wires  and  terminals. 
Loose  screws  and  nuts,  poorly  soldered  and 
inseeore  wires,  corroded  connections  and 
terminals  are  likely  to  be  the  cause  of  open 
circuit.  Go  over  the  wiring  carefully  be- 
fore making  tests. 

Wire  and  terminals  should  make  good 
contact.  The  parts  making  contact  should 
be  clean.  Solder  all  wire  conncetions  and 
nse  common  baking  soda  and  water  for 
cleaning  battery  terminals. 

If  ammeter  does  not  Indicate  ''charge" 
when  engine  is  speeded  up,  or  docs  not  indi- 
cate ** discharge'*  with  lamps  turned  on, 
engine  at  rest,  an  open  circuit  eiista  be- 
tween dynamo  and  battery. 

If  any  one  lamp  faHs  to  light.  It  Indi- 
cates open  circuit  in  that  Une.  "  blown  ^' 
fnees,  broken  lamp  filament,  or  broken  lamp 
wire    may  be  responsible. 

If  all  lajnps  fail  to  light  when  eng^e  and 
djuamo  are  speeded  up,  the  open  circuit  is 


"•"Open  Circuits;  Meaning  of,  and  Indication. 


most  likely  located  between  battery  and 
dyiiam^i  or  between  dynamo  and  lighting 
switch. 

The  '  *  blowing '  *  or  melting  of  a  fuse  opens 
the  circuit  and  disconnects  from  system  the 
sbort-eircuited  wire  which  caused  fuse  to 
blow. 

In  testing  for  open  circuits  the  first  thing 
to  determine  is,  which  one  of  the  circuits  is 
open;  then  see  if  connections  are  o.  k.  If 
so,  then  test  the  auapeeted  wire  and  see  if 
it  is  broken  inside  of  its  insulation  by 
running  another  wire  temporarily  in  its 
place  and  note  if  it  remedies  the  trouble. 

An  open  circuit  that  happens  often,  and 
one  that  is  difficult  to  find,  is  a  broken  wire 
inside  of  the  insulation  of  the  lighting 
wiring.  The  easiest  way  to  find  the  break, 
is  to  connect  both  ends  of  the  suapeoted 
wire  to  a  dry  cell  and  a  bell,  in  such 
manner  that  the  bell  would  ring  if  the  wire 
isn't  broken,  Then  take  piece  of  thin 
wire  about  3  feet  long  and  wrap  each  end 
of  it  around  two  ordinary  pins  with  one 
pin  in  each  hand,  stick  them  through  the  in- 
sulation, when  bell  rings,  the  break  is  aome- 
where  between  the  pins. 

Testing  current  flow:  Whether  or  not 
current  is  flowing  in  a  given  circuit  may 
be  determined  by  removing  one  of  the  wires 
forming  the  circuity  and  then  touching  it 
to  its  terminal.  If  a  spark  occurs  current 
is  passing  through  the  line — also  see  page 
418,   403,   410,   406. 


tPuxpose:  It  is  provided  as  a  signal  for 
the  operator.  In  case  current  is  not  being 
generated,  due  to  loose  connections,  broken 
wire  or  other  causes,  the  operator  is  in* 
formed  of  this  failure  in  time  to  have  the 
trouble  remedied  before  the  battery  ia  ex- 
hausted. 


<1>  It  Indicates  when 
the  dynAino  cb&;g«ji 
battery,  and  at  what 
rate.  (2>  It  ftlso  in- 
dicates the  rate  of  dis* 
cbarg:e  from  battery  to 
lamps.  It  fl  h  0  ff  i 
v^'hether  or  not  the 
«  y  n  t  e  m  is  working 
properly^  (31  When 
battery  Is  neither 
charging  nor  di^chars- 
ing,  the  pointer  should 
iodicftte   "O/' 


**The  Anapere  Meter  (also  Ammeter). 


Fir  8. 


The  ammeter  Is  placed  In  series  with  the 

circuit,  as  shown  on  page  391,  410,  It 
shows  the  amount  or  quantity  of  current,  the 
lightSi  ignition,  and  horn  use,  and  the 
amount  of  current  the  generator  puts  into 
the  storage  battery* 

It  does  not  show  the  amount  of  curreat 
used  by  the  starting  motor,  and  should  not 
be  used  thus^  unless  special  shunt  resistance 
is  used  in  connection  as  explained  on  page 
410,  and  414,  416. 

The  ammeter  needle  indicates  that  bat- 
tery  ia  being  charged  by  generator  when 
the  needle  is  on  the  right  side  of  (O.)  The 
amount  of  charge  in  amperes  is  indicated 
on  the  dial  by  figures,  fig,  8 — see  also  page 
410. 


*8««  pagee  4ie  and  418.     tSee  page  414  for  principle  of  operation. 
*'8«ft  pege  3I>8,  414  for  conntructioa  of  a  volt-ammciter.     Also  note  that  on  ammeter,  fig.  8.  |he  dis* 
charge  is   oa  the  left  aid«.     On  page   378    (Deleo-Buick   ammeter)    the  discharge   la  <ktL  t^«  t\^\ 
sld«.     This  Tsries  with  different  makes. 


ii6 


DYKE'S  mSTBUCnON  NUMBER  TWENTY-NINE. 


ElMMcal  TroablM:  InAieMmn,  Craaes  and  Volt-Aiiimeter  Tests  for  Same. 


TW  ttocMe  tjiUB  of  a  ear  couisto  prfnrf  pally 
of  foar  anltf,  per  pace  410  and  ac  follows: 

(a)  ff«A«rator,  fscladiaf  the  regulator  and  ent-oat. 

(b)  battery. 

(e)  etartinf    motor,    inelading    ttarter    switch, 
(d)  wirinf  system. 

(a)  Oanerator  Troubles. 
Qiwator  tronblM  are: 

(1)  failnre  to  generate  current  at  alL 

(2)  failore  to  generate  sufficient  current. 
TmHrartOB  of  (1)  is:  failnre  of  dash  ammeter  to 
show  charge.  Oaaao;  fuse  blown;  open  circuit; 
short-circuits  and  grounds  in  the  field  or  armature 
circuit  of  generator.  Tosta;  see  pages  410,  400, 
402,  403. 

Zndloation  of  (2)  is:  low  reading  on  dash  ammeter. 
Oaaso;  brushes  not  set  for  proper  current;  regulator 
defectiTo;  dirt/  commutator,  brushes  not  bearing 
OB  commutator;  commutator  worn;  brushes  ground- 
ed..  TooU:  see  V>ages  400,  404,  410,  402,  403. 

(b)  Battery  Troubles. 
Battary  troables  are: 

(1)  failure  of  generator  to  charge  batter/. 

(2)  battery  will  not  hold  charge. 

(8)  battery  Toltage  drops  immediately  after  charg- 
ing. 

Indication  of  (1)  is:  ammeter  does  not  show  charge. 
Oanso:  may  be  due  to  generator,  see  "generator 
troubles;'*  may  be  due  to  cut-out  not  operating 
properly;  may  be  due  to  open-circuit  in  the  line. 
TasU:  see  pages  410.  400,  402,  403. 
Indications  of  (2)  are:  slow  cranking  of  starting 
motor,  dim  lights  when  battery  supplies  current; 
missing  of  ignition.  Oanso:  may  not  bo  getting 
sufficient  charge  from  generator;  may  be  running 
mostly  at  night  with  lights  on;  excessive  current 
consumption  of  starting  motor;  internal  short-circuit 
of  battery  cells;  grounded  wiring  system.  Toots; 
see  pages  410,  422,  403,  406. 
Indication  of  (8)  is:  starting  motor  turns  over  very 
slowly  and  lights  dim  considerably.  Oaoso:  inter- 
nal short  circuit  of  one  or  more  colls;  grounded 
starting  motor  switch.  Tests:  see  page  410  for 
battery  test,  then  see  index  for  "Oadmium  test" 
of  battery  cells.  See  also,  pages  422,  458,  401. 
408,  460. 

(c)   Starting  Motor  Troubles, 
starting  motor  tronbles  are: 


(1)    failure  to   operate._ 


laiiare  \o  oper»i>e. 
,-,  operates  slowly  and  not  sufficient  power  to 
crank  engine. 
Oaaioo  of  (1):  Battery  weak,  test  per  figs.  2  and  1; 
open  or  short  circuits  or  grounds  may  exist  in  wir- 
ing from  battery  to  starter  switch  (see  page  408) : 
sticking  starting  switch  (common);  mechanical 
trouble  with  starter  mechanism.  Test  by  examining 
each  carefully.  If  none  of  these  causes,  then  the 
trouble  is  an  internal  one  of  motor  and  may  be 
due  to  open  circuit  in  motor  armature  or  field.  Tost 
per  pages  402,  408,  406.  Or  may  be  due  to  dirty 
commutator;  grounded  brushes.  Test  per  pages 
400.  404,  409. 

Oanioo  of  (2)  are:  battery  discharged — tost  bat- 
tery; poor  contact  at  battery  terminal  or  ground 
wire  from  battery  to  frame;  poor  brush  conUct; 
dirty  commutator.     Test  per  pages  406,  410. 

(d)   Wiring  System  Trqubles. 
Wiring  troubles  are: 
(1)   all   lights   out.   none  burn. 
(8)   only  one  branch  of  lights  burn. 
Oanso  of  (1):     Fuses  blown;  battery  discharged  or 
dIsTonnertid:  poor  connection  at  battery  t«"»^«>  <J^ 
around   wire;   open-circuit;   short-circuit      Jjf  "t 
tery;  examine  connections— see  page  406,  418,  408, 
41lJ.  

Oansafof  (2):  ooencircuit;  "horV^^^JS"**  ^8*^5 
tu  this  branch.  Tost  per  page  403,  406.  *lO;.  "^ 
bo  due  ?o  burned  out  ^amp Jmlbs  or  poor  contact  at 
lamp  iiockets.     See  pages  419,  420,  424. 


Miscellaneous  Tests. 
On   paga   414   a  Tottaiator  is   doscrfbod  wUdI  if 
noed   aztcnaiiraiy   by   rapairmon   for   oloctrie   tosli 
as  fonows: 

Horn  toot,  page  418. 

Out-ont  and  daah-ammetor,  410. 

Fosos,  428,  418. 

Generator  and  starting  motor,  424. 

Grounded  annatnra  coil,  402,  406,  410. 

8]iort«ircnlted  armatnro  coil,  402,  406. 

Grounded  ileld  coil,  408,  406. 

Short-circnlted  ileld  coil,  403,  406. 

Oonimntator  troubles,  404,  406. 

Wiring  system,  grounded  and  shorted,  408,  406,  418. 

Starting  motor  shortod,  406,  410. 

Battery  toots,    410,    406,    450;    also    page    ttiD, 

"cadmium  tests." 


Battery  Tests. 

A  battery  is  nsnally  tested  with  a  hydrometer,  M 
aomeOmoo  it  toots  1276  to  1300  which  is  supposed 
0.1    ,  >  to    bo    diargod,    yrt 

^.,— JLj 4 ,    fails     to     hold     m 

i^^3^a^       1_  charge.     In   this  la- 

stance,    use    80   TOll 
connection    on   mei«r 
per   figs.   2    and  Y% 
▲IKrr  page  410.    Note  what 
^       it     should     show    hi 
•tatif*  a*tt«r7       ▼olts  on  page  410. 
Zf   an    coOs    do   nil 
come  np  to  toot,  thsn 
test  each  coU  of  hal. 
tery  soparataly  whta 

in      order     to     ftai 

rifii^ii      on  normal  disehaffia 
^       W      which    cell    is   defS 
^    t\\      tiTO,  per  flg.  2.    Sea 
K=ii      page     410,     showiaf 
what   it   should  tH 
....  tee    also    index    fsc 

"cadmium  test."  Each  cell  should  show  the  same. 
To  tost  current  consumed  by  starting  motor,  see 
page  410. 

Field  OoU  Tests. 

Note  illustrations  llgs.  8  and  4  and  obserro  the  di^ 
ferenco  between  a  "ground"  and  a  "short-circiitt." 
When  testing  ileld  for  a 
ground,  be  sure  both  field 
coil  ends,  E  and  EB  are 
disconnected  from  all 
terminals.  Use  30  toII 
connection  as  shown  in 
fig.  3.  Place  one  test- 
point  on  EE  and  othsr 
on  frame  at  O,  if  do> 
flection  is  shown,  tho 
coil  is  grounded  and  ■ 
new  one  must  be  sap* 
plied. 

To  tort  if  open 
place  one  test-point  ._ 
E  and  other  on  EE,  If 
the  Toltage  is  the  same 
as  if  the  two  test-poiali 
were  placed  together, 
then  coil  is  o.k.  ll 
needle  of  meter  doosatl 
more,  coil  is  open. 
On  ganMratariL  tb«ra  ara  nraaUy  two  windings,  a 
soiioo  and  a  tnat^  flg.  '4.  Disconnect  both  ends  el 
both  coils  (8E,  8H),  and  bo  sure  the  ends  are  net 
in  coaUct  with  framo  or  metal  parts.  Use  30  toH 
conaeetioas  on  meter.  Plaee  one  test  point  on  oao 
end  of  scrieo  (8B),  other  on  shunt  coil  end  (8H): 
If  short-elreaitad,  there  will  bo  a  deflection  dc 
needle.  II  aal  ohortod,  there  will  bo  no  deflectioa 
of  noodla.     Boo  alao  pages  408,  402. 


muo  414.    Boo  also,  pages  402,  ,^Q^^' ^>,^^  g^  ^ 
;  0i0CtrieBl  tronWos.     Oonoratora  '^^ J^^ShTtSSLXl^rSmP. 
V/uihy  .crew,  on  outside  wjthcoon»«rj«g^be^^ 
'tu  ariiiaturo  shaft   (more  common  on  awr^aia  — ^ 


on  . 
AbPV0  Mr0  ... 

pinion:    ht^nt  arniature   shaft   (more  common 


tronbioo.  aneb  ao  loaoa  foli 
baU  baaring;  looaa  4tMm 
oa.    8aa  also,  laca  SYf  • 


CARE,  ADJUSTMENTS  AND  TEST&OF  ELECTRIC  SYSTEMS.     417 


Ammetor  Indications. 
_Wli«i  generator  is  not  charging  tettoy, 


indicates  the  generator  is  producing  ezaetlj 


(6) 

1-Oonnect  cut-ont  between  generator  and 
battery,  as  shown  in  figf.  5,  as  if  on  the 
car.  Use  the  30  ampere  shunt  with 
testing  ammeter. 


Outont 


Weston  model 
280  testing 
T  Toltammeter 

2-Use  the  pulleys  for  the  675  speed.  Per- 
mit l)olt  to  slip  when  first  starting  an^l 
gain  spee*l  gradually.  The  cut-out  should 
cut  in,  or  close  at  about  6o0  to  675  r.  p. 
m.  It  will  he  heard  to  click  when  it 
closes  and  about  1  ampere  will  show  on 
meter. 

rermlt  belt  to  slip  and  thum  iilow  the 
Mpeecl  «>f  generator  down,  or  use  the 
pulleys  for  the  4.'>0  r.  p.  m.  and  see  If 
cut-out  cuts  out  below  600  r.  p.  m. 
The  cut-out  with  most  flreneratom,  cats 
out  «vhen  venerator  speed  Is  low  eaonflrh 
to  permit  battery  to  discharge  sHg^htly. 
back  tbrouph  series  winding  !-•  of 
cut-out  which  demagrnetizes  the  series 
coil,  releasing  the  points.  This  dis- 
charge varies  from  0  to  3  amperes. 

3-Use  the  pulleys  for  the  1425  speed.    At 

about  1400  to  1500  r.  p.  m.  generator 
should   deliver   10   amperes. 

4-Use  the  pulleys  for  the  1800  speed.  At 
about  1800  r.  p.  m.  generator  should  de- 
liver its  maximum  of  12  amperes.  The 
generator  is  however,  capable  of  giving 
a  higher  amperage,  but  12  amperes  is 
the  maximum  according  to  tile  manu- 
facturers instructions.  Aboult  15  am- 
peres is  really  necessary  however  to  keep 
i)atterv  charged.  If  more,  generator  will 
!M-at.  ' 

5-Use  the  pulleys  for  the  2400  speed.     At 

speeds  over  1800  the  amperage  should 
not  increase  over  '12  or  15  and  should 
«lrop  off  at  high  speeds,  or  over  1800 
r.  p.  m. 

If  the  amperage  is  more  at  above  speeds, 
the  rate  can  be  decreased  by  moving  the 
third  brush  in  opposite  direction  to  rota- 
tion  of  armnture. 

If  the  amperage  is  less,  the  rate  can  be 
Increased  by  moving  thiril-brush  with  di- 
rection of  r<)tati(Mi. 

Thf  tiiird-brush  principle  of  reKulatiou 
as  used  on  the  D^lco  and  which  Is  a. 
similar  principle  on  all  third-brush  regu- 
lated generators  is  explained  on  page  389. 
The  Hdjustment  is  shown  on  page  405. 
See  also  papre  925. 


If  after  adjusting  the  third-brush  this 
does  not  give  the  desired  readings,  then 
operate  generator  at  1400  to  1800  r.  p.  m. 
and  note  if  there  is  a  finishing  at  com- 
mutator and  if  there  is  a  smell  of  burned 
insulation,  if  so,  the  armature  coil  is  like- 
ly short-circuited  and  a  separate  test  of 
the  armature  for  a  short-circuited  coil 
should  be  made — see  pages  402,  408,  416, 
577.  Be  sure  however,  the  flashing  is 
not  due  to  loose  brushes,  protruding  mica, 
etc.,  as  previously  explained. 

A  short-circuited  field  coil  will  also 
cause  sparking,  but  not  so  much  heat,  but 
shortened  coil  will  heat  more  than  the 
others. 

Other  tests  of  armature  coils  and  field 
coils  are  shown  on  pages  577,  402,  403, 
406,  416.  The  instruction  book  which  ac- 
companies the  Weston  meter  will  also  give 
illustrations  and  explanation  of  tests  on 
generators,  starting  motors,  ignition  con- 
densers, electric  horns,  etc. 

The  Cut-Out. 
The  function  of  the  cut-out  is  explained 
on    pages    334,    342,    344,    864B,    925    and 
should  be   studied   carefully. 

There  are  two  windings  on  the  cut-out, 
a  fine  wire  voltage  winding  A,  fig.  6,  see 
also  fig.  5,  and  a  coarse  series  winding  L. 

The  winding  A  is  always  in  the  gener- 
ator circuit  but  takes  very  little  current. 

The  winding  L  is  only  in  the  circuit 
when  battery  is  connected. 

Ob  the  Deleo  some  of  the  real  old  n  odels 
had  cut-outs,  but  later  on  the  cut-out  was 
dispensed  with  entirely,  see  page  383. 
On  ther  late  two-unit  Deico  systems  the 
cut-out  is  used. 

If  the  cut-out  points  stick  and  fail  to 
open,  the  battery  will  discharge  back 
through  the  generator. 

It  Is  well  to  mention  here  that  It  In  per- 
mlsMlble  tor  the  battery  to  dtneharfre  from 
O  to  :{  amperen  baefc  throofrh  the  cat-ont 

at  low  generator  speed,  and  is  usually 
the  case,  as  the  series  coil  is  thus  de- 
magnetized which  opens  the  points.  If 
however,  the  points  fail  to  open,  then  a8 
liigh  as  15  or  20  amperes  will  discharge 
through  generator,  thus  run  the  battery 
down. 

If  the  cut-out  points  fail  to  close,  the 
generator  will  not  charge  battery. 

Failure  of  cut-out  points  to  open  may  be 
due  to: 

1-Not  sufficient  air-gap  space  between  con 
tact  arm  blade  R,  fig.  6,  and  iron  core  of 
cut-out  coil,  at  G.  This  can  be  remedied 
by  slightly  increasing  the  spring  ten- 
sion (K)  controlling  the  pull  of  blade 
as  per  fig.  8  and  9,  page  342. 
This  air-gap  is  usually  .010  to  .015-' 
clearance. 


•«•  MHviviic  cystems.    -*Jror  testinip  storftge  battery  with  s  Tolt-meter«  %%t  ^'ht!^  K\^,  %^K^, 


DYKE'S  INSTEUCTION  NUMBER  TWENTY-NINE. 


Electrical  Tronbles:  Indleatiotia,  Ouses  and  Yott-Ammeter  Teste  for  Shim. 


J 


(8) 

Total  gear  reduction  of  reverse:  3.74 X 
4.437=16.594  rev.  of  engine  crankshaft 
to  1  of  rear  wheels. 

Above  examples  of  ratios  arc  used  on 
tilt  Cadillac  Type  59  car.  The  Cadillac 
sometimes  gives  a  14  tooth  drive  pinion 
(r3)  On  their  heavy  closed  cars  and  for 
touring  cars  used  in  hilly  countries.  The 
rear  axle  ratio  would  then  be  71-i-14= 
5.071  rev.  of  propeller  shaft  P,  to  1  of 
rear  wheels. 

Miscellaneous  Ratios. 

Fordt  Kear  axle  ratio  n3,  40  teeth  X 
r3,  11  teeth  =  3.636.  Transmission  ratio, 
1st  speed   2.74;   2nd  speed   1;   reverse  4. 

On  Mome  c«r«,  for  instance  the  Loco- 
mobile model  43,  Mercer  Series  5  and 
Pierce-Arrow  Models  31  and  51,  there  are 
4  speeds  and  on  4th  the  transmission 
ratio  is  1  to  1.  See  also  page  583.  On 
Loco  43  and  PA  51,  first  speed  trans- 
mission ratio  is  4  to  1.  On  Mercer  3.75 
to  1. 

On  Kome  car*  nvlth  4  speedii,  tbto  4th 
Kpeed  1«  higher  than  1  to  1,  for  instance 
the  Wasp  with  4  cylinders  4%X5J^,  the 
4th  speed  transmission  ratio  is  .73  to  1. 
The  rc?ar  axle  ratio  is  3.7,  therefore  the 
total  gear  reduction  would  be  .73X3.7= 
2.701  rev.  of  engine  to  1  of  rear  wheels. 
On  3rd  speed  the  Wasp  transmission  ratio 
is  1    to  1.      On   1st  or  low.   2.69  to   1.     The 


total  gear  reduction  on  1st  speed  being 
2.69X3.7=9.953  rev.  of  engine  crankshaft 
to  1  of  Vear  wheels. 

Truck  Gear  Ratios. 

Federal  2  ton  truck t  Rear  axle  ratio 
9.25.  Transmission  ratio,  Ist  speed  4.40; 
2nd   3.08;   3rd   1.76;   4th    1;   reverse  5.28. 

Federal  5  ton  trucks  Rear  axle  ratio 
13.66.  Transmission  ratio.  1st  speed  4.99; 
2nd  3.16;  3rd  1.79;  4th   1;  reverse  5.78. 


Replacing  a  Drive  Pinion. 
When     replacing    •     drlTe     pinion 


IrS) 


with  one  of  a  different  diameter,  it  is  al- 
ways necessary  to  also  replace  the  driven 
ring  gear  (n3),  because  the  teeth  will  mesh 
too  tight  at  either  the  big  end  of  the 
tooth  or  the  little  end  of  the  tooth,  due  to 
the  fact  that  the  teeth  are  cut  at  a  differ- 
ent angle.  See  page  583,  how  to  replace 
a  differential  gear. 

Relation  of  Engine  Crankshaft 
to  Periphery  of  Road  Wheels. 

If  the  rear  axle  ratio  on  a  certain  car 

'  is  4.437  to  1,  and  say  for  instance,  high 
gear  is  being  used,  then  the  rear  wheels, 
no  matter  how  large  or  how  small  the 
wheels  or  tires  may  be,  will  revolve  1 
revolution  to  4.437  of  engine  crankshaft. 
It  Is  then  clear  to  nee  that  the  larger 
the  rear  vrheels  or  tires,  harder  will  be 
the  pull  on  the  engine,  smaller  the  rear 
wheels  or  tires,  easier  will  be  the  pull 
on    the  engine. 


OIL  GAUGES. 


T\To  types  are  lu  general  use:  (1)  sight 
feed;   (2>   pressure. 

The  slirht  feed  vauKe  is  generally  used 
with  a  "splash  circulating"  oil  system, 
where  oil  is  only  forced  to  the  timing 
gears  and  to  oil  troughs.  The  gauge 
mounted  on  the  dash  has  two  pipes  con- 
nected to  it  and  the  oil  can  be  seen  cir- 
culating. 


The  preMMiire  vauffe  differs,  in  that  but 
one  pipe  i.s  connected  to  it  and  oil  i.s  not 
Hupposed  to  reach  gauge. 

.\t  low  speeds  of  pump  the  oil  will  prob- 
ably go  one  quarter  the  height  of  pipe 
leading  to  gauge,  and  at  high  speeds  about 
three  quarters. 

The  oil  as  it  rises  compresses  the  air  in 
thin  pipe  up  into  the  thin  metal  expand- 
ing tube  B,    flg.    8.      Greater   the   speed   of 


(Ml  pump,  greater  the  air  pressure  in  B. 
which  causes  it  to  tend  to  straighten 
out,  thus  operating  R,  P  and  N. 

Pressure  fcaufces  are  of  low  pressure 
when  operated  with  a  "splash  circulating" 
system,  see  fig.  3,  pg.  198,  and  of  hlfirh 
pressure  when  with  a  "force"  system, 
flg.   4,   page  198,   or  "full-force",   page   199. 

If  needle  falls  to  Indicates  <1)  See  if  oil 
in  oil  pan.  "Oil  level  indicator",  (see  rtg. 
4.  pg.  198).  may  be  stuck;  <2)  If  there  is 
oil.  then  disconnect  union  leading  to  oil 
pump.  Run  engine.  If  oil  flows,  then 
look  for  air  leaks,  in  piping,  or  in  tube 
B,  flg.  8.  If  oil  does  not  flow,  then  look 
for  clogged  strainer,   pump  or  pipes. 

If  needle  reads  lower  than  usual  t  (1> 
Look  for  air  leaks;  <2)  Loose  bearings 
permit  oil  to  pass  freely,  reducing  the 
pressure;  (8)  Thin  oil  or  oil  diluted  with 
gasoline,  due  to  excessive  priming:  C4> 
I'ressure  adjustment  at  pump,  or  at  "ball 
and  spring"  relief  valve  (seo  bottom  page.s 
198.  694),  not  properly  adjusted,  or  weak 
or   broken  spring. 

If  needle  reads  higher  than  usual  t  (1) 
Heravy  or  cold,  congealed  oil,  which  pro- 
duces back -pressure,  due  to  slow  circula- 
tion: <2>  new  and  tight  bearings  after 
overhauling  engine  will  also  produce  high- 
er pressure,  as  the  oil  will  not  circulate* 
as  freely  as  when  loose.  See  also,  page 
199. 

Sometimes,  when  tube  D,  flf(.  8.  Is  ex- 
panded out  of  normal  shape  by  too  high 
a  pressure,  needle  fails  to  return  to  sern. 
In  some  instances,  this  tube  can  be  press- 
ed  back  into  shape  with  the  fingers. 

Read  paices  199  and  200  about  "adjust- 
ing" oil  pressure  when  hot  and  "priming" 
pump. 


Dmt$  mrmmtan  thmtt  (more  common  on  lUxUns  motors) ;  looM  hmk  h^dtn.    8m  aIm^  yac*  S7f « 


CARE,  ADJUSTMENTS  AND  TEST&OF  ELECTRIC  SYSTEMS.      417 


Ammetor 

WbAn  generator  Is  not  charging  tetterj, 
and  if  battery  is  being  used  for  lights, 
ignition,  or  horn,  the  needle  will  be  on  the 
left  side  of  (O)  and  amount  of  eurrent 
being  eonsumed,  will  be  shown  in  figares 
on  dial,  (see  fig.  8,  page  415,  410.) 

If  on  connecting  a  meter  the  needle  should 
go  to  the  left,  or  discharge  side,  when  en- 
gine is  running  at  fairly  good  speed  and 
Sinerator  was  generating  current,  then  it  in- 
eates  that  the  terminals  have  been  eon- 
neeted  wrong  —  reverse  the  conneetions. 
(needle  may  also  be  bent). 

If  noodle  is  forced  to  the  scale  limit  on 
dieeharge  side,  it  indicates  an  overload  or 
short  circuit. 

When  engine  Is  running  and  lamps  bum- 
lug  and  ammeter  hand  stands  at  aero,  it 


indicates  the  generator  is  producing  ezaetly 
the  same  amount  of  current  that  the  lamps 
are  consuming. 

When  car  is  running  12  miles  or  more  p« 
hour,  with  lights  off,  ammeter  should  indi- 
cate "charge." 

Average  Ammeter  Beadlnga, 
The  following  scale  will  give  an  average 
reading  of  an  ammeter  with  lights  off  and 
on: 

Am.  Beadingt. 

Zero 

Diteharge  6*7  amp. 

DUoharfe  6-7  amp. 

Zero 

Oharfe  6  to  0  amp. 

Above  10-12  m.p.h.       On         Oharge  %  to  8  amp. 

These  readings  are  based  on  lamp  equipment  of 

two   le  e.  p.   7-Tolt  headlights,  and  one  2   c.  p. 

rear  lamp. 


Oar  Speed 

Lights 

At  rest 

Off 

At  rest    . 

On 

Below  6  or  8 

m.p.h. 

On 

Below  6  or  8 

m.p.h. 

Off 

AboTO   10-12 

m.p.h. 

Off 

^Trouble  Indications  as  Told  by  the 
Ammeter. 


In  this  instance  we  refer  to  the  ammeter 
as  usually  attached  to  the  dash  board  of  a 
ear  (pages  415,  410,  406.) 

Ammeter  troubles  may  be  divided  into 
two  classes:  those  that  manifest  themselves 
when  the  engine  is  idle  and  those  that  only 
■how  when  it  is  running.  Both  classes  have 
two  subdivisions,  with  lamps  on  and  with 
lamps  off. 

Remember  that  the  ammeter  should  show 
*'eharge"  at  speeds  above  8  or  10  miles 
per  hour;  and  that  when  engine  is  at  rest 
and  lights  turned  off,  needle  should  stand 
at  "ssero"  and  not  show  "discharge.*^  It 
■hows  "discharge''  when  lights  are  on  and 
engine  idle  or  speed  less  than  8  miles.  In 
other  words  battery  is  then  discharging — 
see  page  416. 

If  ammeter  shows  ''charge"  instead  of 
''discharge,"  and  shows  "discharge"  in- 
stead of  "charge,"  it  indicates  that  the 
wires  connected  to  the  rear  of  ammeter 
■hould  be  reversed. 

t Ammeter  shows  "charge"  at  slow  speeds 
and  '  'discharge' '  at  high  speeds— or  in  other 
words  opposite  to  what  it  should  show;  4his 
indicates  that  battery  terminals  are  reversed, 
because  at  low  speeds  battery  is  supplying 
eurrent  for  ignition  and  should  show  a  slight 
''discharge,"  but  as  an  ammeter  hand  oper- 
ates opposite  to  what  it  should,  when  con- 
nected wrong,  it  would  show  a  slight 
"charge." 

When  at  nine  miles  speed  or  more,  the 
generator  should  cut-in  and  charge  battery 
and  ammeter  should  show  "charge,"  but  as 
terminals  are  reversed  it  would  show  "dis- 
charge. ' ' 

If  ammeter  indicates  zero  when  the  dyna- 
mo diould  be  charging  battery,  it  shows  that 
*tho  eircuit  is  open,  or  dynamo  is  at  fault. 

does    not    indicate    "charge" 
engine  speeds  up — but  indicates  "dis- 
charge" when  lights  are  turned  on,  engine 


at  rest. — D3mamo  or  regulator  not  working 
properly.  Dynamo  brushes  do  not  slide 
freely  in  holders. 

Ammeter  does  not  indicate  "charge" 
engine  speeded  up— and  does  not  indicate 
"discharge"  lights  on,  engine  at  rest — 
Open  or  loose  connection  in  the  battery  eir- 
cuit. Battery  terminals  loose.  Dynamo 
terminals  loose.    Ammeter  may  be  at  fault. 

Ammeter  indicates  "discharge"  lights 
turned  off,  engine  at  rest. — Ammeter  pointer 
bent.  Insulation  on  wires  injured,  permit- 
ting contact  with  frame,  causing  ground  or 
short  circuit.     Cut-out  points  stuck. 

If  the  trouble  seems  to  be  in  the  amme- 
ter, it  is  well  to  place  a  test  ammeter  in 
circuit,  to  check  the  first  instrujnent.  If  the 
instrument  registers  incorrectly  it  slould 
be  returned  to  its  makers  for  repair. 

Ammeter  Indicates  "charge,"  engine  at 
rest. — Ammeter  pointer  bent.  If  current  is 
flowing,  meter  or  battery  terminals  con- 
nected wrong. 

♦♦Ammeter  "charge"  indications  below 
normaL — Dynamo  output  varies  with  con- 
dition of  battery,   (see  also  page  409.) 

Ammeter  "discharge"  indications  above 
normal. — Lamp  load  excessive  or  old  lamps. 
Wires  grounded  or  shorted. 

Ammeter  pointer  jerks  intermittentlj 
to  "discharge,"  limit  of  scale  while  englns 
is  speeding  up. — Short  circuit  in  system. 

Fuses  blow  out  repeatedly. — Heavy  ground 
or  short  circuit  or  the  fuse  may  be  too 
small  for  the  current  required. 

If  larger  than  standard  bulbs  or  extra 
lamps  are  used  "discharge"  Indications 
will  be  higher.  The  generator  may  not  be 
capable  of  charging  battery  sufficiently  to 
overcome  the  excess  load,  especially  if  ^ere 
is  insufficient  day  driving  or  excessive  use 
of  lamps  at  night,  thereby  permitting  bat- 
tery to  discharge  more  rapidly. 

fVarfes  on   different   systems.     On   some   systems   the    cut-out   will    vibrate   rapidly   and   meter   needle 

swins  back  and  forth — see  also  page  421. 
*TUs  applies  as  well  to  the  indicator,  which  la   in  reality  an  ammeter.     The  instmctions  may  ^txi 

for  dUleient  systems.    **For  testing  storage  battery  with  a  volt-meter,  «««  pai;«  4.\^,  %^4T). 


418 


DYKE'S  JNSTRUCTIO'^^.  NUMBER  TWENTY-NINE. 


kMOCT  MCKITS 


TlSTTtRMJN«a& 

/     \ 


fUSLTtST 


SWITCH 


Mnvf 


Lamp  Sockets 

UTermlnals 


Primary 

Fiff.    8— A   fax   board    for    bulbs. 
fiUM,  ipark  plugs  and  horns. 


Electric  Testing  Board  for  Lamps, 
Spark  Plugs,  Horns,  Etc. 

niustration  fig.  3,  sliows  a  test  board  and  wiring  for  same, 

for  testing  the  following: 

1 — Lamp  bulbs;   either  single  or  double  contact  bases,  see 

page  432. 
2 — Fuses — see  page  428. 
3 — Spark  plugs. 
4 — Horns. 

Quite  often  a  lamp  does  not  burn. 

It  may  be  due  to  the  lamp  being 

burned «  out,     or    an    open-circuit  i 

in  the  wlrixig.     To  first  determine  | 

if  it   is   due  to^  the  lamp  bulb,   it 

can    be    quickly    tested.     If    it    is      v>*    ,q 

o.k.    then   the   trouble   is   in   the     '^- '^ 

wiring.     This  also  applies  to  the  fuse. 

The  horn  can  be  tested  by  placing  an  ammeter  with  the  30  ampere 

shunt  (see  page  414)  in  the  circuit,  per  flg.  19.     Then  adjust  to  take 

the  least   possible   current.     The   average  horn   draws   from   8   to   8 

amperes,  owing  to  its  sise — see  page  614.     The  ammeter  can  also  be 

Secondary   used  to  test  the  horn  for  short-circuit  or  open  circuit. 


H 


1  ^- 

^-n- r-'     8-: 


fig.  1:  ▲  test  lamp  and  battery,  for 
loeatiag  troubles  in  the  electric  system. 
Fiff.  S:  Test  lamp  for  locating  troubles 
in  seriee   lighting  circuit. 

Should  test  lamp  fail  to  light  under  any  of 
tlie  following  conditions,  it  is  an  indication 
that  there  Is  an  open  circuit  between  the 
last  point  where  the  test  lamp  would  light, 
and  the  first  point  along  the  circuit  where  it 
failed  to  light.  Suppose  you  had  an  open- 
circuit  in  your  lighting  wiring  system — pro- 
ceed as  follows: 

1 — ^Be  sure  the  fuse  is  not  open,  by  testing  it,  per 
page  428. 

8 — Test  battery  by  placing  one  test  point,  PI,  flg.  2, 
to  positive  terminal  of  battery,  the  other  test 
point,  P2,  to  the  negative  terminal;  if  the  test 
lamp  lights,   then  you  know  the  battery  is  o.  k. 

3 — ^Test  the  wire  to  switch,  by  placing  test  point. 
P2,  at  D;  if  test  lamp  lights,  then  you  know 
your  wire  to  this  point  is  o.  k. 

4 — Move  test  point  P2,  to  0,  on  the  other  side  of 
switch,  close  switch;  if  test  lamp  lights,  then 
yon  know  the  switch  connections  are  o.  k. 

6 — ^Test  the  lamp  L2,  by  placing  test  point  to  the 
rfffht-hand  terminal  of  lamp  L2;  if  test  lamp 
bvma  the  wire  0  is  o.  k. 

e — ^Move  P8,  to  the  left-hand  terminal  of  lamp  L2. 
When  this  connection  is  made  the  test  lamp  and 
lamp  L2  will  be  connected  in  series  across  ter- 
minals of  battery.  If  lamp  L2  is  o.  k.  the  fila- 
ment of  test  lamp  will  brighten  up.  but  not  to 


Electrical  Testing  Outfits. 
Testing  outfits  for  the  electrical  repairman  which  can 
be  added  are: 

5 — Magneto  tests  per  pages  301  to  304. 

" — Magneto  remagnetizer,  pages  301^  303. 

Cadmium  test  for  storage  battery,  see  index. 

8 — Hydrometer  outfit,  per  page  452. 

9 — Storage  battery  portable  testing  outfit,  page  474. 
10 — Portable  lamp  and  plug  testing  outfit,  page  710. 
11 — Battery  bench,  per  page  474. 
12 — A  steamer  for  batteries,  per  page  473. 
Other  outfits  for  the  electrical  testing  and  repair  depart- 
ment could  be  added  as  follows: 
13 — A  cleaning  outfit  for  parts,  page  401. 
14 — Test  points  ^and  meters  for  generator  and  starting  mo- 
tor tests,  per  pages  402,  403,  414,  474,  424,  410, 

How  to  Locate  an  Open  Circuit  with  the 
Test  Point  and  Lamp. 
"Test-points"  used  in  connection  with  a  6-volt  "test- 
lamp"  can  easily  be  constructed  by  following  the  illustra- 
tion in  fig.   1.    For  emergency  use  any  two  lengths  of 
wire  with  bared  ends  usually  will  serve. 


the   same   extent   it   did   when   connected  to   the 
right-hand  terminal   of   L2. 

7 — Move  P2  to  right-hand  of  terminal  of  lamp  LI; 
if  test  lamp  glows  the  same  as  when  the  test 
point  P2  was  connected  to  left-hand  terminal 
qt  lamp  L2,  then  wire  B  is  o.  k. 

8 — To  test  lamp  LI  and  wire  leading  from  (  +  ) 
terminal  of  battery  to  lamp  LI,  may  be  tested 
by  placing  test  point  P2  on  the  negative  ( — ) 
terminal  of  the  battery,  and  the  test  point  PI 
on  the  left-hand  terminal  of  the  lamp  LI ;  if 
test  lamp  lights,  this  lead  is  o.  k. 
Then  move  test  point  PI,  to  right-hand  side  of 
LI,  which  places  the  test  lamp  and  lamp  LI  in 
series ;  if  lamp  LI  is  o.  k.  the  test  lamp  will 
light,  but  not  at  full  voltai^e,  due  to  resistance 
of  lamp  Ll  in  series  with  it. 

Testing  For  Short  Circuits  with 
Test  Point  and  Lamp. 
Short  circuits  between  two  wires  may  be 
tested  for,  with  the  test  lamp  and  batterj 
shown  in  fig.  1,  by  placing  one  test  point  in 
contact  with  one  of  the  wires,  and  the  other 
test  point  in  contact  with  the  other  wire. 
If  the  test  lamp  lights  it  is  an  indication 
that  the  two  wires  being  tested  are  connected 
or  short-circuited — see  also  page  403. 


COOABT  NO.  102— Electrical  Repairman's  Testing  Outfits. 
pages  403,  402,  406,  410,  424,  414,  737,  429. 


Test  Points  and  Test  Lights— eee  also 


CABE,  ADJUSTMENTS  AND  TESTS  OF  ELECTMC  SYSTEMS.     418 


Ammeter  shows  excessive  **<U8cliarge"  at 
low  speeds  or  engine  idle;  this  is  caused  by 
the  cut-out  contacts  being  held  closed  or 
"stuck,"  and  means  a  dead  short  circuit 
of  the  battery  through  the  generator.  This 
must  be  corrected  at  once  by  disconnecting 
the  points,  see  pages  409,  411,  410. 

The  ammeter  will  always  indicate  If  a 
short  circuit  exists  in  any  part  of  the  wir- 
ing, except  from  the  battery  to  the  switch 
bus  bar,  and  in  the  starting  motor  circnit 

Ammeter  Troubles. 

Tapping  the  ammeter  should  Jar  the  hand 
loose  if  it  is  only  sti^ck.  If  it  still  relkises 
to  register  examine  the  connections,  and 
if  these  are  all  right  look  at  the  cutout. 
Finally  disconnect  one  of  the  main  wires 
from  the  generator  terminal  to  see  whether 
any  current  is  flowing  from  the  generator, 
and  follow  the  wires  from  thence  to  the  am- 
meter, examining  them  at  each  terminal  to 
see  whether  current  is  flowing  by  touching 
the  disconnected  wire  to  its  terminal. 

A  rough  check  on  the  accuracy  of  the 
ammeter  may  be   obtained   by  noting  the 


ampere  ratings  of  the  various  lights  on  the 
car  and  then  switching  them  on  one  at  a 
time.  The  reading  of  the  ammeter  should 
correspond  to  the  total  amperage  required 
for  the  lights — see  also  page  410. 

With  the  engine  running  and  the  lamps 
on,  the  ammeter  may  register  either  "dis- 
charge" or  "charge,"  depending  on  the 
speed  of  the  engine,  the  capacity  of  the 
generator  with  respect  to  the  lamps,  and  the 
condition  of  the  battery,  that  is,  whether  it 
is  charged  or  not. 

Unsteady  reading  of  the  ammeter  may 
be  due  to  a  defect  in  the  instrument,  or 
due  to  loose  contact  or  intermittent  ground. 
See  flickering  lamps,  pages  420  and  421. 

Tests  with  a  Volt-Ammeter. 

In  this  instance  we  will  refer  to  the  volt- 
ammeter,  as  described  in  charts  190  and 
191,  and  used  for  general  shop  testing  work. 

The  tests  for  various  troubles,  such  as, 
short  circuits  on  the  line,  generator,  test- 
ing coils  of  generator  and  battery  cells, 
etc.,  is  shown  on  pages  410,  402,  403,  406, 
414,  453,  412. 


♦A  Digest  of  Lighting  Troubles. — See  also,  page  577. 


Starting  and  lighting  troubles  are  due  to 
one  or  more  of  the  following  causes: 
Bad  contacts. 
Broken  connections. 
Grounds. 
Weak  battery. 

Symptoms  of  these  various  difficulties 
may  conveniently  be  grouped  under  the  fol- 
lowing heads: 

(1)  Lamps. 

(2)  Generator. 

(3)  Battery. 

(4)  Motor. 

No.  1,  we  will  treat  below.  Nos.  2,  8, 
and  4  are  covered  on  their  respective  pages 
as  enumerated: 

See  page  407  for  starting  troubles. 

See  page  411  for  generator  troubles. 

See  page  422  for  battery  troubles. 

See  index    for    carburetor    and    ignition 

troubles. 

(1)  Lamps. 

Lamps  do  not  light  up.— (a)  Examine  fuse 
block  for  blown  fuses. 

If  the  fuse  is  blown,  do  not  replace  it 
immediately,  but  look  over  the  wiring  for 
an  accidental  ground  or  short  circuit.  If 
the  fuse  in  the  headlight  circuit  blows,  turn 
off  the  headlight  svntch  until  the  trouble 
is  located  and  removed,  In  looking  for 
grounds,  abrasion  of  the  insulation  dn 
the  wire,  or  a  metallic  contact  bct:yeen  the 
wires,  or  between  current-carrying  part  of 
the  wiring  devices  and  the  metal  of  the 
ear,  should  be  looked  for. 

When  the  trouble  has  been  located  and 
eorrected,  then  replace  the  blown  fuse  with 
another  of  the  same  capacity,  being  sure  it 
is  the  proper  size. 


(b)  If  fuse  is  found  not  blown,  look  for 
open  circuits,  loose  contacts,  battery  discen- 
nected  or  accidentally  run  down,  or  burned 
out  lamps. 

Examine  the  "cutout"  switch  of  the  gen- 
erator, to  see  that  it  is  properly  disconnect- 
ing the  generator  circuit  from  ground.  This 
switch  should  be  in  the  open  position,  when 
the  engine  is  not  running,  and  should  be  in 
the  closed  position  when  the  generator  is 
running  at  any  speed  over  300  to  460  r.  p. 
m.,  this  cut-in  speed,  varying  slightly  wiUi 
the  size  of  the  generator. 

(c)  In  case  battery  is  run  down,  re- 
charge it  immediately,  and  if  possible,  give 
it  a  gassing  charge— see  page  447. 

No  lights  or  dim  lights,  with  the  engine 
running:  there  is  a  group  of  troubles  which 
can  be  classified  under  the  general  head  of 
open  circuits.  There  are  eleven  of  these 
which  are  prominent: 

1 — the  generator  terminal  or  brush  con- 
nections may  be  loose  or  poor  contact. 

2 — the  wire  connections  to  switch  may  be 
defective. 

3 — defective  wire  connections  to  connec- 
tor terminals. 

4 — lamp  socket  terminal  loose. 

5 — bumed-out  bulbs. 

6 — halves  of  connectors  do  not  make  con- 
tact. 

7 — bulb  bases  out  of  contact  with  lamp 
sockets. 

8 — loose  connection  on  lighting  switch. 

9 — broken  wires,  especially  at  taps. 

10 — ^joints  or  places  subject  to  abrasion. 

11 — defective  connections  at  the  lamp. 

Bemember,  whtn  testing  foe 


*8«e    InBtmction    43    for    additional    "Digest    of    Lighting   Tronbles.' 
•Isetrical  tronbles  that  a  complete  circuit  is  nsoessary  in  order  to  have  the  electric  current  do  ita 
woik.     See  paxeB  429.  737  and  read  foot  note  pace  676. 


IBO 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-NINE. 


Lamps  In  one  circuit  do  not  bom. — This 
may  be  caused  by; 

(a)  The  lamp  is  burnt  out.  Try  another 
lamp  in  the  same  socket. 

(b)  If  fuse  is  found  blown,  try  the  same 
fuse  in  another  circuit.  If  the  fuse  is  blown 
do  not  replace  it  immediately  but  look  over 
the  wiring  for  ground  or  short  circuit. 

If  the  trouble  cannot  be  located  imme- 
diately turn  o£P  the  switch  on  the  damaged 
eircuit  until  the  trouble  has  been  located. 

If  the  trouble  is  in  a  particular  lamp 
socket,  disconnect  the  attachment  plug  from 
this  socket  until  the  trouble  can  be  re- 
moved and  see  that  the  removed  attach- 
ment plug  does  not  dangle  in  such  a  way, 
as  to  make  short  circuit  on  the  meti^  of  car. 

(e)  An  open  circuit,  or  broken  connec- 
tion in  the  wiring.  Examine  the  places 
where  the  connections  are  made  on  that 
particular  circuit. 

(d)  In  ease  trouble  is  due  to  short  circuit 
OB  some  particulsr  lamp  socket,  disconnect  the 
■MaehmeBt  plus  leading  to  this  socket  until  the 
dUNenlty  can  be  remedied. 


blow  repeatedly.— lamps  defective 

— short  circuits — first  try  new  bulbs.    Fuse 
may  not  be  large  enough  capacity. 

Lamps  go  out  for  an  instant  only. — if  the 
lamps  in  one  circuit  act  this  way,  there  is 
probably  a  loose  connection  on  the  circuit 
so  affected. 

If  all  the  lamps  go  out  for  an  instant 
there  is  probably  loose  connection  at  one 
end  of  the  wire  from  the  generator  termi- 
nal to  the  fuse  box. 

AH  lights  bom  dim, — usual  trouble  is 
loose  or  slightly  grounded  connectionfl^  or 

Cor  or  corroded  connection  at  the  battery, 
ore  likely  the  battery  simply  has  not  had 
snfKcient  charging. 

If  the  wiring  is  all  right,  run  as  much  as 
possible  with  lights  o£P  so  the  dynamo  will 
eharge  the  battery  at  a  higher  rate. 

If  the  battery  continues  to  run  down,  ex- 
amine cut-out.  If  cut-out  is  0.  k.,  then  test 
battery  with  switch  off,  for  a  "ground" 
or  slight  "short  circuit"  in  the  sockets, 
or  swibch.  See  chart  189,  and  fig.  6. 
page  413,  and  pages  418,  403. 

If  there  is  no  ground,  then  test  battery 
electrolyte,  also  each  cell  separate  as  per 
pages  416,  450. 

Lamps  may  also  be  old  and  blackened, 
try  new  bulbs. 

Lamps  too  bright.— Regulator  evidently 
set  for  a  higher  voltage.  Use  lamps  of 
higher  voltage. 

Lamps  bom  out  often.— Due  either  to  a 
poor  grade  lamps  used,  or  not  proper  volt- 
age or  inferior  grade — see  page  403. 

Lamps  flicker  and  ammeter  unsteady. — 
Loose  connection  in  light  wires.  Loose  con- 
nection between  battery  and  dynamo.  Loose 


contact  at  lamp  bulb.  Exposed  wire  touch- 
ing frame  intermittently,  causing  short  cir- 
cuit. 

Lamps  bum  very  dimly  when  startUif 
pedal  is  used. — Battery  very  weak,  almost 
discharged.  Battery  injured,  probably,  ens 
or  more  cells,  due  to  lack  of  water.  Bat- 
tery terminals  or  ground  wire  not  tight. 

Lamp9  bright,  engine  speeded  up,  dim 
when  engine  slows  down  or  idle;  battery 

discharged  or  loose  connection. 

If  possible,  have  the  battery  charfed  at  oaee 
from  an  outside  source. 

If  this  cannot  be  done,  endeaTor  to  mn  with 
fewer  lamps  than  normal,  turned  on  for  a  few 
days,  or  until  the  battery  Toltage  picks  up  again. 

If  the  lights  grow  dim  when  the  car  la 
speeded  up,  wires  reversed  at  dynamo. 

Lamps  will  not  light,  but  starter  cranks 
engine. — Lamps  burned  out  or  filament  bro- 
ken. System  short-circuited  or  open  eircuit, 
at  fuse  or  switch. 

Lamps  seem  to  bum  brightly,  but  fall  to 
illuminate  road  sufficiently, — Clamps  out  of 
focus.  Bays  of  light  directed  too  far  up- 
ward >  (see  "focusing"  page  488.) 

None  of  the  lamps  will  bum — and  no  9aik 
is  obtained  for  ignition,  this  may  be  due  to: 

(a)  Terminals  of  the  battery  are  discon- 
nected or  corroded,  so  that  they  do  not 
make  good  contact. 

(b)  Ground  wire,  from  the  battery  to 
the  chassis    is  disconnected  or  broken. 

If  the  ignition  is  all  right,  the  trouble 
may  be  due  to: 

(al)  Lead  from  the  battery  to  the  gen- 
erator, disconnected  or  broken. 

(bl)  Lead  from  generator  terminal  to 
the  fuse  box  is  disconnected  or  broken. 

(cl)  The  lamps  are  burned  out.  This  is 
likely  to  happen  when  either  of  the  troubles 
are  a,  b,  or  al. 

(dl)  Battery  is  run  down,  (see  bat- 
tery instructions,  also  page  422,  416,  410.) 

If  one  lamp  bums  dim,  change  the  bulb. 
If  the  same  lamp  is  still  dim,  test  the  wir- 
ing to  the  lamp.    Examine  lamp  socket. 

A  great  many  of  these  troubles  are  found 
in  poor  connections  in  the  lamp  socket — 
or  slight  ground  in  this  circuit. 

Lamps  flicker: — This  trouble  is  usually 
attributed  to  loose  connections. 

It  can  also  be  caused  by  bad  contact  or  an 
intermittent  ground.  For  instance  a  eon- 
tact  might  be  just  loose  enough  so  that  ▼!- 
bration  would  cause  the  circidt  to  be  made 
and  broken  repeatedly. 

A  grounded  wire  might  also  cause  this  troable 
by  alternately  making  and  breaking  the  grovad 
connection.  ETery  time  the  ground  is  made  the 
light  goes  out  because  the  current  flows  throofh 
the  ground  instead  of  through  the  lamp. 

Obviously  the  trouble  may  be  roughly  located 
by  noting  whether  all  the  lamps  flicker  or  only 
one.  If  all  do,  then  the  trouble  mast  bo  in  Ike 
generator,  or  on  the  main  lines  mnalac  from  11, 
and  if  only  one  does,  then  the  trouble  is  In  this 
individual    circuit. 


See  page  577  (or  Digest  ot  Starting  Motor  and  Generator  Troubles. 


CARE,  ADJUSTMENTS  AND  TESTS  OF  ELECTRIC  SYSTEMS. 


tEeversal  of  Battery  Terminals  To  Generator. 

ftutooifttically  relt^tue,   thftn  the  Bume  Action  would 
coQtiauo  e»uaint  the  cut-out   switch   to  vibrate. 

la  miny  inBtaucefl*  by  merely  ItoIdixuE  cut-oul 
■witch  down  a  few  niiuutes  It  wUl  cause  A  tarvertAl 
of  the  polarity  of  the  fiolda.  However,  the  belt 
plan  11  to  connect  the  batt«;ry  aa  it  sbould  be. 

On  the  Betloo  lAto  syKtems  the  polarity  of  gen- 
^ratof  would  be  reversed  and  no  aerious  hmrm 
would  reault. 

On  the  eaxly  Delco  type  which  a«ed  the  cut^oat, 
the  voltage  of  geDerator  would  drop,  cooiequently 
streoi^h  of  flelaa,  ainiilar  to  paratp-apb  four. 

The  battery  wonld  not  necesaarily  dlachuge 
itself  Lf  connected  reyeraed — providing  the  gen- 
orator  immediately  changed  its  polarity  ai  cut-out 
would  open  circuit  as  usual  when  eogine  w»»  idle. 
Tlie  battery  would  not  receive  ft  charge  howeTer 
until    polarity    of    generator    waa    reversed. 

If  polarity  of  gt aerator  did  noi  chuig*  Ixninedl- 
ately   then   battery   would   discharge   becauae   ent- 
out     points     would     open     and     cloae     repeatedly, , 
canting  a  sparking  until  poioti  become  pitted  and 
atuck   together. 


Tbe  generator  connections  to  the  battery  ibonld 
be  poiitlTe  polo  of  generator  to  poaitlve  pole  of 
battery  and  negative  pole  of  generator  to  negative 
pole  of  battery. 

If  battery  t»  connected  reversed,  m  would  con- 

Emect  positive  pole  of  generator  witb  negative  pole 

1  of    b«itir*ry.    then    it    would    appear   that   tliia   aeriea 

I  (onnectioD   would  double  the   voltage,    but  auch   ia 

not  the  cuse. 

On  the  Semy  ayvtem  the  battery  voltage  would 
be  iuiriclent  to  InHneuce  and  control  the  generir 
tor  polarity  and  goaerator  would  soon  reverse 
ilaelr — (He  ammeter  however  would  read  in  reverie 
direction    to   what   it    did    previously. 

On  other   systems  the   field  would  not  loverae 
teadlly  and    the   needle    of   ammeter   would   awing 
'  back  and  forth,   due  to  the  cutout  switch   vibrat- 
ing.     The   generator   in    this   caie    would    build   up 
I  ■«    it    Dormalty    would    nntil    it    reached    sufficient 
voltage  to  close  the  cut'out  switch.     The  momeot 
I  this    was   closed    the    strength    of    Ihe   field    would 
I  decrease,   consequently   output  of  generator  would 
r4rop  until  such  a  point  the  cut  out   switch  would 


Alwftya  disconnect  the  wire  from  generator  ter- 
minal, before  disconnecting  the  battery,  and  re- 
connect the  battery  before  reconnecting  terminal. 
Otherwise  the  Umps  may  all  be  burned  out  if  the 
engine  abould  be  started. 

Don't  use  a  piece  of  wire  instead  of  a  faae. 

Don't  short  circuit  your  battery  with  a  pair  of 
pliers  or  screw  driver,  lo  see  if  it's  charged. 

Don't  advance  spark,  but  retard  when  you  start 
with   starting   motor — throttle   partially   open. 

Don't  use  emery  paper  on  your  commutator;  nae 
fine  sand  paper. 

Don't  forget  to  see  that  your  ignition  switch, 
spark  lever  and  gaa  lever,  are  all  in  their 
prop«r  positions,  before  depressing  the  foot 
switch  to  start  the  engine. 

Doa't  fail  to  push  down  the  button  of  the  foot 
switch  to  its  limit. 

Don't  continue  to  crank  yonr  engine,  if  ignition 
does  not  taJce  place  after  a  few  revolutions. 
There  is  something  wrong  with  your  ignition 
lyttem.  or  the  carburetor.  Look  for  the  trouble. 
Jast  turning  over  the  engine  will  not  help  mat- 
ters, but  it  will  exhaust  your  battery,  if  con- 
tinued   for    any    length    of   time. 

Don*t  allow  connections  on  generator,  battery  or 
motor  to  become  loose. 

Don*!  blame  the  generator  for  every  trouble  you 
may  have.  As  a  matter  of  faet»  90  per  cent  of 
hII  troubles  originate  In  switches  or  wiring  con- 


Bonts  and  Do's^Bead  Oareifully. 


nectiuns,  at  the  lamps,  which  are  necessarily 
small  and  more  or  less  liable  to  imperfect  coQ' 
tact  or  short  circuit. 
Don't  forget  that  it  requires  twenty  times  as  loDf 
to  restore  current  to  the  battery,  as  it  takes  to 
•tart  the  car.  In  winter,  it  is  sometimes  ad- 
rlsable  to  use  starting  crank  to  save  the  battery 
current. 

Don't  put  oil  or  grease  on  the  commutator  of  the 
generator  or  motor. 

Don't  tighten  up  on  the  silent  chain  drive  unless 
the  slack  becomes  excessive  from  stretching.  The 
chain  must  be  run  with  a  reasonable  amount 
of  slack  to  prevent  noise  and  wear. 

Don*t  fall  to  lubricate  the  silent  chain  drive  at 
frequent  intervals.  Koise  will  be  eliminated  and 
wear  reduced.  Keep  the  chain  and  sprockets 
elean,   and  free  from  dirt. 

Dojt't  run  your  car,  if  for  any  reason  the  battery 
la  disconneeted  from  the  circuit,  unless  you  have 
disconnected  (he  chain  driving  the  generator,  or 
the  generator  itself  has  been  removed. 

Don't  forget  to  examine  your  battery  at  intervals 
of  about  two  weeka,  and  make  certain  that  the 
electrolyte  covers  the  top  of  the  plates  in  each 
cell.     See  instruction   32. 

Don't  allow  your  battery  to  become  loose  in  its 
box  or  container.  Strap  or  wedge  it  tightly  In 
position,  and  make  certain,  that  the  terminals 
cannot  come  into  contact  with  anything  which 
may  cause  a   nhort  circiiit. 


TThe  Starting  and  Lighting  Storage  Battery— See  also,  page 


Chief  in  importancep  ranks  the  c&re  of 
the  battery,  owing  to  the  fact  that  it  is 
extremely  sensitive  to  the  slightest  ill  treat* 
ment.  (see  storage  battery  inatruetions  rela- 
tive to  tbe  construction,  care,  ciiarging,  ete.) 

Storage  batteries  used  for  starting  and 
lighting  must  have  heavier  terminals  aad 
parts  than  one  uaed  merely  for  lighting  or 
Ignition.  This  is  due  to  the  fact  that  a 
greater  volamc  or  amperes  of  current  is 
drawn  for  starting  motor  and  tbe  terminals 
must  be  of  sufficient  size  to  carry  this  heavy 
quantity   without  heating,     (see  chart  201.) 

A  storage  battery  osed  for  lighting,  will 
operate  the  lights  until  the  specific  gravity 
(8G),  is  down  to  1.160,  whereas  a  starting 
battery^  should  not  be  allowed  to  fall  below 
1.2  2  &  specific  gravity. 

If  Battery  Is  disconnected  be  sure  and  re- 
conneet  It  with  same  wires  or  terminals — 
otherwise  reversal  of  current  will  reault. 

^Storage  battery  connections  and  ground;  the  positive  terminal  of  a  storage  battery  is  usually  grounded 
to  frame.  This  connection  to  frame  should  be  filed  clean  and  tightly  drawn  together  with  a  bolt, 
or  rise  Koldered. 

Oftaa  times  poor  connections  at  battery  terminals  and  this  gxnmiA  ^rita,  w\\\  Teau\\  Vn  ^vm.  W^la  va^ 
Always   clean    battery    terminals  with  flW  whan  couttttWan  \>%.V\«^ .   v>*»  '^v* 


The  wires  should  be  tagged  if  disconnect* 
ed.     8«e  '* index'*  disconnecting  battery. 

Color  of  terminals,  of  a  battery*  The 
positive  terminal  of  a  battery  is  always  of  a 
dark  color,  and  the  negativCi  more  a  grey 
color.  Positive  terminals  are  usually  desig- 
nated, by  a  (P)  or  (  +  )  sign  and  the  nega- 
tive by  an  (N)   or  ( — )   sign. 

To  test  a  wire  lead  from  generator  for  Ita 
polarity,  if  not  marked,  see  chart  204  A. 

If  sparking  occurs  when  switch  is  off,  and 
when  connections  to  battery  are  being  made, 
even  the  smallest  spark,  it  ia  evident  that 
a  ground  or  short  circuit  exists  in  either 
the  starting  motor  wiring  or  in  the  wire  i 
from  the  battery  to  tbe  lighting  switch* 
Go  carefully  over  the  wiring  again,  at  thli 
must  be  located  and  corrected. 

See  iig.  6,  page  413,  note  the  method  for 
testing  the  circuit  for  a  ground  by  sud- 
denly making  contact  with  battery  terminal 
with  switch  off,  see  also  page  406. 


a^eak   current   supply. 

457  3n^  42d).      f5ee  pBg99  457  and  461. 


tSee  also  page  9^&. 


422 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-'JjINE. 


^Startlag  and  TfigiHJng  Battery  Does  Not  Stay  Cliaiged— Omms. 


The  battery  does  not  stay  cliarged— This 
may  be  due  to  any  of  the  following: 

(a)  *The  car  is  not  run  enongb  without 
lights  or  at  high  enough  speed  for  the  gen 
erator  to  charge  the  battery  and  replace 
the  current  that  is  taken  from  it  when  the 
lamps  are  burning  with  the  engine  idle  or 
running  at  very  low  speed. 

(b)  A  ground  in  the  car  wiring.  With 
the  engine  idle  and  all  switches  ''off/' 
disconnect  the  battery  wire  and  touch  it 
lightly  on  the  battery  terminal  a  few  times, 
per  fig.  6,  page  413.  If  there  is  a  spark 
produced  there  is  a  ground  in  the  wiring 
between  the  battery,  the  generator,  and  the 
switch,  or  the  magnetic  switch  in  the  regu- 
lator is  not  open,  see  also  page  406. 

(c)  Begidator  or  cutout  switch  not  oper- 
ating properly.  Examine  the  switch  and 
see  that  it  is  properly  connecting  and  dis- 
connecting the  generator  circuit  (see  page 
410).  The  cut-out  switch  should  be  in  the 
open  position  when  the  engine  is  not  run- 
ning, or  should  stay  in  the  closed  position 
when  the  engine  is  running  above  ''cut-in 
speed.''  If  the  switch  does  not  close  there 
may  bo  oil  on  brushes  or  commutator  of 
generator,  or  one  of  the  brushes  may  be 
worn  too  short. 

(d)  A  constantly  discharged  battery  can 
also  be  due  to  an  overload  on  the  starting  or 
lighting  system,  which  may  be  caused  by 


the  leakage  of  current  from  short-circuits 
or  grounds  as  described,  by  increasing  the 
lamp  load  through  the  adding  of  higher 
candlepower  or  lower  efficiency  lamps,  by 
adding  additional  apparatus  to  the  lighting 
Bsrstem  or  to  operate  from  battery,  by  the 
improper  operation  of  the  starting  motor  or 
by  burning  the  lamps  much  longer  than  nor- 
mal. 

(e)  A  discharged  battery  can  also  be  due 
to  an  internal  short-circuit,  as  explained  on 
pages  413,  410  and  416. 

(f )  Generator  may  not  be  generating  cur- 
rent properly. 

(g)  Battery  may  be  leaking  its  solution 
slightly  but  continually. 

(h)  Out-out  points  may  be  stuck  and 
when  engine  is  operated  below  an  engine- 
speed  corresponding  to  about  8  or  10  miles 
per  hour  or  less  the  battery  discharges 
through  the  armature  of  the  generator  (see 
pages  409,  411). 

(i)  A  weak  battery  may  also  be  caused 
by  low  gravity  electrolyte,  in  which  case  dis- 
tilled water  should  be  added  to  bring  the 
level  %  in.  above  the  tops  of  the  plates, 
and  then  the  battery  should  be  charged. 
Loose  or  poor  connections  will  cause  weak 
current,    (see  foot  note,  page  421.) 

(J)  A  weak  battery  may  be  caused  by 
lack  of  charging  due  to  the  cutout  points 
not  closing  as  they  should. 


tBemedies  for  Above  Troubles  and  Hints  to  Save  Battery  Current. 


(a)  Have  battery  recharged,  from  an 
outside  source.  Use  starting  crank  often  as 
possible.  Use  starting  motor  as  little  as 
possible.  In  winter  the  starting  motor  is 
used  more  than  in  summer  on  account  of 
difficult  starting.  Use  dimmer  lights  instead 
of  head  lights  thus  saving  on  the  current 
consumption.  Provide  a  good  "choker"  or 
primer  which  will  start  engine  quick. 

(b)  The  test  is  mentioned  above.  Other 
tests  are  shown  in  charts  190  and  191. 

(c)  On  some  cut-outs  (also  called  relays,) 
they  are  sealed.  If  adjustable,  examine  the 
points.    See  pages  359,  410. 

(d)  Quite  often  extra  large  lamps  or  ad- 
ditional electrical  devices,  or  short-circuit 
in  the  electric  horn  will  cause  undue  waste 
of  current.  Replace  lamps  with  lower  can- 
dle power  and  use  least  number  possible. 
Spot  lights  are  handy,  but  consume  current, 
use  the  headlights. 

(e)  If  the  battery  becomes  discharged 
immediately  after  having:  been  charged,  and 
there  are  no  "grounds,"  examine  each  cell. 


and  test  voltage  with  starter  on — see  pages 
410,  416,  and  cadmium  tests,  page  864D. 

(f)  Test  generator  as  explained  on  page 
411.    Also   pages   416,   410. 

(g)  Examine  each  cell  carefully. 

(h)  This  would  cause  a  weak  battery  if 
allowed  to  continue  for  any  length  of  time. 
Therefore,  allowing  the  engine  to  idle,  or 
running  slowly  on  high  gear,  should  not  be 
done  to  any  extent. 

(i)  Continued  undercharging  will  result 
in  sulphation,  and  the  remedy  is  to  give  the 
battery  a  prolonged  charge. 

A  weak  battery  is  also  indicated  by  a  lowered 
ipedfic  gravity.  When  the  battery  is  charged  the 
gravity  is  1.250,  and  when  badly  mn  down  it 
drops  to  1.150.  Therefore,  both  charged  and  dis- 
charged conditions  may  be  determined  by  measur- 
ing the  specific  gravity,  with  a  hydrometer,  which 
instrument  will  be  folly  treated  nnder  storage 
batteries.  Don't  let  battery  discharge  in  winter — 
it   will   freeze. 

(J)  Operate  car  at  speed  at  which  the 
cutout  should  close  and  note  whether  it 
does  or  not.  (see  pages  409,  410.) 


*Note — See  pages  458,  577  additional  battery  and  starting  and  lighting  system  troubles. 

*There  is  more  trouble  from  discharged  batteries  in  winter  than  in  summer,  due  to  the  fact  that  en- 
gines are  usually  more  diflficult  to  start  and  battery  is  used  more.  Oonsequently  the  generator  does 
not  have  an  opportunity  to  put  back  the  current  taken  out — especially  if  car  is  run  more  at  night 
with  lights  on. 

The  engine  crank  is  more  difficult  to  turn  over  on   cold   days  after  standing  a  long  while,   due  to  oil 
being  heavy  and   congealed  and  unvaporized   gasoline. 

fKeeping  battery  cliarged:  Keep  engine  tuned  up  so  that  it  starts  on  the  second  or  third  torn.  This 
minimizes  the  amount  of  current  used  in  starting,  and,  remember,  this  is  very  large.  Be  •eonomlcal 
with  lights.  Use  headlights  only  when  absolutely  necessary.  Determine  the  car  ajpead  at  which 
cut-out  relay  makea  connection  with  the  battery  and  operate  the  car  as  much  as  possible  above  this 
speed. 

If  yon  drive  much  in  a  congeeted  city  district  and  stop  your  engine  many  times,  yon  win  find  that 
rour  bMttery  cmh  be  kept  more  nearly  charged  by  changing  geara  in  traffic  whenever  naceasary  In- 

9tmd  of  trying  to  do  it  all  on  high  gear,  the  reason  being  that  by  changing  gears  you  boost  your 

engine  gpeed  bo  that  battery  is  charged,  while  U  you  try  xo  pull  slowly  on  high  you  get  down  to  a 
speed  at  which  charging  stops  due  to  the  opening  ol  the  cut-ou\. 


CARE,  ADJUSTMENTS  AND  TESTS  OP  ELECTRIC  SYSTEMS.    423 


tDlBconnectixig  Storage 

On  nuny  fyiUmi  the  itoragt  battery,  if  dis- 
connected, the  Ugbte  wonld  be  bnrnt  out  becmnte 
the  betterj  acts  ee  e  Tottage  regulator  and  keeps 
the  Toltage  constant.  Therefore  if  remoTed,  the 
generator  voltage  wonld  increase  with  speed  of  en- 
gine and  burned  ont  lamps  wonld  be  the  resnlt. 

See  page  925,  explaining  the  meaning  of  '*Tolt- 
age"    and    "carrcnt"    regulated   generators. 

As  an  example  of  disconnecting  the  generator 
and  battery,    from    a   car.    questions   will    be   an- 
swered on  a  few  of  the  leading  cars. 
Ql — What  make  of  generator  is  used! 
Q2 — Is    the    regulation    **voltage"    or    * 'current*  * 

regulated  f 
Q3 — What   precaution   is   necessary   in  disconnect- 
ing battery! 

Q4 — What  precaution  is  necessary  in  disconnect- 
ing   generator  f 

Q6 — Would  it  be  possible  to  run  engine  if  gen- 
erator is  ont  of  service  t 

Q6 — Would  it  be  possible  to  run  engine  if  battery 
is  out  of  service? 

Q7 — If  both  generator  and  battery  is  out  of  service 
could  dry  cells  be  usedt 

Hadflon. 

Al — Delco  single  unit. 

A2 — Current  regulated;   third  brush. 

A8 — ^If  the  battery  is  disconnected  the  motor  can- 
not be  operated. 

A4 — ^Disconnect  the  cables  attached  to  the  bat- 
tery terminal  of  the  generator  and  connect  them 
firmly  together.  The  joints  should  be  wrapped 
with  tape  or  insulated  in  some  way  to  prevent 
any  poasible  chance  of  contact  with  the  frame. 
The  battery  circuit  for  the  lamps  will  in  this 
way  be  maintained.  The  cables  connected  to 
the  shunt  field  terminal  and  to  the  armature 
terminal  should  also  be  disconnected  and  the 
ends  insulated. 

A5 — ^Tes.  By  taking  the  precautions  noted  above 
the  battery  would  furnish  the  ignition. 

A6 — No,  the  engine  could  not  be  started. 

A7 — Yes,  if  the  generator  and  storage  battery  are 
both  out  of  service,  dry  cells  could  be  used  in 
place  of  storage  battery. 

Cadillac. 

Al — Delco. 

A2 — Current  regulated;    third   brush. 

A8 — Care  should  be  taken  to  prevent  short-circuit. 

A4 — Generator  should  not  be  removed  or  an  ad- 
justment made  on  circuit-breaker,  nor  any  of 
the  wires  to  same  removed  without  first  dis- 
connecting battery. 

A5 — ^Tes.  so  long  as  storage  battery  is  charged, 
as  current  for  ignition  would  be  taken  directly 
from  storage  battery. 

If  it  is  desired  to  do  this,  leave  the  cable  con- 
necting the  motor  generator  and  storage  battery 
attached  at  the  storage  battery  end.  Connect 
the  motor  generator  end  of  the  cable  securely 
te  the  red  wire  which  leads  to  the  ammeter. 
Connect  the  black  wire  from  the  horn  switch  to 
the  yellow  wire  which  goes  from  the  No.  2  ter- 
minal on  the  generator  to  the  circuit  breaker. 
Tup*  the  ends  of  the  wires  connected  to  No.  2 
and  No.  3  terminals  on  generator  separately  so 
that  they  will  not  short  circuit  or  ground. 

A6 — Never  run  enn^ine  with  storage  battery  off 
the  car  or  disconnected. 

A7 — Tes.  Use  5  dry  cells  in  series  and  connect 
as  follows:  First,  disconnect  the  wire  from  the 
ignition  and  lighting  switch  to  the  upper  ter- 
minal on  the  end  of  the  ignition  coil  on  the 
dash,  and  connect  one  wire  from  the  dry  cells 
to  this  terminal.  The  other  wire  from  the  dry 
cells  should  be  grounded  to  some  convenient 
point  on  the  engine  or  frame  where  a  good 
contact  can  be  secured.  With  dry  cells  thus 
connected  it  is  possible  to  start  the  engine 
by  hand  cranking  and  to  run  it  as  long  as  the 
cells  will  furnish  current   for  the  ignition. 


Battery  and  Generator.** 
Packard. 

Al— Bijnr. 

A2 — ^Voltage  regulated. 

A3 — ^Engine   should   not   be   speeded  np,   as  gen* 

erator   current   would   not   have   snlrteient  cmi- 

let  and  injure  generator. 
A4 — ^Be  sure  and  tape  terminala  to  prevent  ihort- 

circuits. 
A5 — Tes,  from  storage  battery,  but  battery  would 

not  be  recharged. 
A  6— Yes.     A7— Yes. 

Studebaker  and  Saxon. 

Al— Wagner. 

A2 — Current  regulated. 

A8 — Generator  terminal  should  be  grounded  to 
frame  so  as  to  prevent  generator  beeoming 
damaged. 

A4— Ground  generator  terminal. 

A5 — ^Yes,  battery  will  supply  ignition  current. 

A6— No.    A7— Yes. 

Dodge. 

Al— North   East.     See  pages  788,  S69. 

A2 — Current  regulated. 

*A3 — ^If  the  sUrter-generator  is  mn  without  be- 
ing connected  to  the  storage  battery,  ground 
the  terminal  of  the  starter-generator  wbieh  er- 
dinarUy  is  connected  to  the  battery.  Faibira 
to  do  this  will  cause  the  starter-generator  te 
overheat  and  may  in  aome  caaea  eanse  a  great 
deal  of  damage.  .     .       , 

A4 — Ground  both  generator  terminals.  It  cannot 
be  used  for  either  lighte  or  ignition  if  battery 
is  removed. 

A5 — Yes.  battery  will  supply  lishts  and  ignition. 

A6 — ^Dry  cells  not  recommended. 

MaxweU. 

Al — Simms  Huff. 

A2 — Current   regulated. 

A3 — Remove  field   wire  from  generator. 

A4 — Use  shorter  fan  belt  to  drive  fan  if  removed. 

A6-— Yes,   from  battery. 

A6 — No,  as  there  is  no  outlet  for  current  pro- 
duced by  generator  and  it  wonld  damage  iUelf. 

A7 — Yes,  by  using  4  dry  cells  in  series,  connect- 
ing one  terminal  to  top  of  ignition  coil  and 
grounding'  other  terminal.  It  will  then  be 
necessary  to  crank  engine  and  disconnect  gen- 
erator per  A3. 

Overland. 

Al— Auto-Lite. 

A2 — Current   regulated,    see   page    859. 

AS — Tape  terminals  to  prevent  short  circuit — see 
also  page  869. 

A4 — See  ans.  to  A7. 

A5— Yes. 

Afi — Yes — by  using  current  for  ignition,  dry 
cells,  but  not  from  generator. 

A7 — DJr  cells  can  be  used.  The  ignition  wire,  or 
the  wire  that  is  attached  to  the  positive  ter- 
minal of  the  storage  battery  ahonld  be  attached 
to  the  positive  side  of  six  dry  cells,  series  con- 
nected, and  the  negative  side  grounded  to  some 
part  of  the  body  or  car  frame. 
After  installing  the  dry  cells,  and  before  start- 
ing the  motor,  a  piece  of  bare  copper  wire 
should  be  used  to  ground  the  generator.  This 
wire  should  be  attached  to  the  positive  terminal 
on  the  frenerator  to  some  part  of  the  car  frame. 
This  will  prevent  the  increased  voltage  from 
the  generator  due  to  no  resistance  from  the 
storage  battery,  since  it  has  been  removed  from 
the  car,  from  burning  out  the  lamps  and  seri- 
ously   injuring   the   generator. 

Sec. 

Al — Remy. 

A2 — Thermostatic,   see  page   371. 

A3 — Ground  two  lower  terminals  on  generator,  as 
generator  cannot  be  used  for  ignition  or  lights 
if  battery  is  removed. 

A4 — Tape  all  terminals  to  prevent  short  circuits. 

AS — Yes,   until  battery  runs  down. 

A6 — Not  from  current  from  generator.  Dry  cells 
could  be  used. 

A 7 — Yes.  If  dry  cells  are  substituted  for  storage 
battery,  the  two  lower  terminals  on  the  gen- 
orator  must  be  connected. 


*On   the  Dodge   where  magneto   was   formerly   used,   remove   fuse   from   generator. 
tSae  also  pages  925  and  421.     **Be  sure  and  tag  all  wires  so  will  be  connected  back  right, 
wires  must  connect  correctly,    else  dash  meter  will  read  backwards. 


B«XV«r| 


4M 


DYKE'S  INSTRUCTION  NUMBER  TWENTY-NINE. 


A  Testing  Bencb  for  Starting  and  Llgliting  Systems. 


ne*  test  stand  is  dlTlded  into  two  parts; 
that  for  testing  the  generator  and  that  for 
testing  the  starting  motor. 

Tbe  layout  is  shown  in  illustration.  The  gen- 
erator equipment  is  at  the  left  of  the  bench 
and  the  starting  motor  equipment  at  right. 
The  generator  is  clamped  to  a  hinged  table, 
and  driven  by  a  one-half  h.  p.  varible  speed 
motor,  the  variation  of  speeds,  from  600  to 
1,800  r.  p.  m.  being  controlled  by  a  rheostat. 
The  starting  motor  is  supplied  with  current 
by  a  6  or  12-volt  battery,  as  the  case  may  be. 
llie  load  is  applied  to  the  starting  motor 
through  a  prony  brake,  regulated  by  a  pedal 
and  measuring  the  torque  on  a  25  lb.  spring 
scale. 

As  the  current  flow  to  starting  motor  will  be 
high,  the  ammeter  will  require  a  "shunt" 
permitting  the  measure  of  current  flow  up  to 
800  amperes,  as  described  on  pages  416  and 
414.  All  wiring  in  connection  with  the 
starting  motor,  with  exception'  of  ammeter 
and  voltmeter  leads  to  be  No.  1  flexible 
cable. 

Testing  Generator. 
1 — Snn  generator  as  a  motor  from  storage  bat- 
tery. By  knowing  the  amount  of  current 
required  to  run  a  generator  known  to  be 
in  good  condition,  and  the  number  of  revo- 
lutions per  minute  at  which  it  should  run, 
a  comparison  may  be  made  with  the  simi- 
lar operation  of  the  generator  being  tested. 

(a)  If  an  aKcesslve  amount  of  current  is  re- 
quired and  the  speed  is  somewhat  low;  a 
E^ort  circuit  armature  is  indicated,  or  bear- 
ings may  be  too  tight. 

(b)  If  speed  is  high;  a  defective  fleld  is  indi- 
•aied. 

2— Dxlve  generator  connected  through  the 
lamps  to  storage  battery  until  from  8  to 
10  amperes  of  current  is  generated. 

(a)  Take  the  speed  of  generator. 

(b)  Compare  this  speed  with  that  of  a  gen- 
erator known  to  be  o.  k. 

(e)  If  it  is  found  necessary  to  drive  genera- 
tor mncb  faster  than  normal,  providing 
brushes  and  commutators  are  in  good 
condition;  defective  fields  or  armature  are 


be 


indicated.  This  condition  should 
cheeked  with  that  of  the  first  test. 
3 — ^Not  only  do  the  above  teats  show  exactly 
what  is  happening  with  the  generator  as 
compared  vnth  a  generator  known  to  be 
in  good  condition,  but  also  current  cut- 
outs and  control  can  be  regulated  within 
the  required  limits.  Any  equipment  manu- 
facturer can  supply  the  data  required  in 
making  these  tests,  or  it  may  be  obtained 
from  a  generator  known  to  be  in  good  con- 
dition.   See  also,  page  864C. 

Testing  Starting  Motor. 
1 — ^Bun  starting  motor  without   any  load. 

(a)  A  high  amperage  reading  and  slow  speed 
will  indicate  that  bearings  are  either  tight 
or  the  armature  or  field  circuits  are 
shorted.  This  test  may  be  made  with 
one,  two  or  three  cells  of  a  storage  bat- 
tery supplying  the  current. 

(b)  If  current  is  not  excessive,  bat  speed 
low;  the  connections  and  conditions  of 
brushes  and  commutator  should  be  exam- 
ined. Likewise  the  brushes  should  be 
adjusted. 

2 — The  next  test  Is  made  under  load,  to  show 
whether  the  starting  motor  will  deliver 
its  full  power  at  required  speed  and  with 
the  required  amount  of  current. 

(a)  For  example,  a  certain  instrument  having 
a  current  of  135  amperes  passing  tiirough 
it  at  approximately  6  volts  should  turn 
2000  r.p.m.  and  exert  a  torque  of  IV^  ft. 
lb.  This  amount,  if  the  pulley  were  2  ft. 
in  diameter,  would  register  1^  lb.  on  the 
spring  scale.  However,  it  is  not  advis- 
able to  use  BO  large  a  pulley,  and  by  us- 
ing a  6-in.  pulley  the  spring  scale  reading 
is  multiplied  by  four,  giving  the  reading 
required. 
In  making  the  test  the  motor  is  started 


(b) 


and  sufficient  pressure  applied  to  the 
pedal  to  bring  the  spring  scale  to  the  re- 
quired reading.  The  ampere  voltage  and 
speed  readings  are  taken  and  compared 
with  the  similar  readings  of  a  starting 
motor  known  to  be  in  good  condition.  A 
low  reading  indicates  defective  armature 
or  field. 


t: 


31^ 


r^ 


-±- 


Fig. 
25 


1    6.»«ll 
.    Itorac* 


Diagrtin  of  wiring 
for  the  test  board 
shown    in    flf.    24. 


►=:4fc>  . 


'--fV« 


Fig  24 


Simple  jig  Ml 
to  rapport  an 
doriac  ropair. 


alare 


VO.  102-A— Electrical  Testing  Outfit  for  Starting  Motors,  and  Ctaneratora.    See  also  pages 
^rr,  864C,  418,  410,  406,  404,  416,  402,  403,  737,  429. 
(Motor    World.) 


WIRING  FOB  STAETINQ  AND  GENERATING  SYSTEMS. 


485 


INSTRUCTION  No.  30. 

WIRING  OF  A  CAR  FOR  STARTING,  GENERATING  AND 
LIGHTING  SYSTEMS:  Single,  Two  and  Three  Wire 
Systems.  Wiring  Starting  Motor,  Generator  and  Lighting 
Circuits.  Size  Wire  to  Use.  Comparison  of  Current  Carried 
in  Starting  and  Generating  Circuit.    Wiring  Accessories. 

The  single  wire  system  is  also  called  the  (+)  terminal  of  each  unit  and  one  terminal 

*  *  grounded    return ' '    system    because    one  of  each  lamp  is  also  connected  to  the  frame 

wire  which  returns  to  complete  the  circuit  either  through  mounting  or  by  cable,  the 

is   grounded   to   the   frame   of  the   car  as  circuit   is    completed   when    the    switch   is 

shown  at  A,  chart  193.  closed.    See  A,  chart  198. 

The  single  wire  or  g«,nnded  rtomijn.     .o?lr^,A7T'rJ'L'S:^:S^^ 
t«m  is  used  on  seventy-llve  per  cent  of  the     ^^  f^^^^    or    ground  ^n^cUons,    H   is 

f^     }\  ^^^^.^^'^T  ""u^  ^''''  "^^l  7'r  termed  a  two  ^re  system.     A  sinlple  ex- 

^  insulated,  the  other  being  connected  to  pi^nation  is  shown  at  B,  chart  193.  In  this 

the  frame  of  car   which  acts  as  the  return  J^g^em  both  wires  are  insulated  and  kept 

^^"'®"  away  from  the  frame. 

In  this  system  the.  negative  ( — )   termi-  The  three  wire  system  is  shown  at,  (0). 

nal  of  the  battery  is  connected  to  the  elec-  This  system  is  sometimes  employed  where 

trieal  units  and  lamps  through  switches,  and  12  volt  or  higher  voltage  batteries  are  used 

the  positive  (+)   terminal  is  connected  to  and   where   it   is   desirable   to   use    6    volt 

the  metal  frame  of  the  car.    As  the  positive  lamps.    See  also  chart  206-C. 

Kinds  of  Wire  Generally  Used. 

Primary  wire  is  used  for  low  tension  or  several  times  the  size  of  the  secondary  cable, 

voltage,  as  ignition,  from  battery  to  coil,  but  insulation  is  not  so  heavy.    This  is  due 

and  coil  to  timer  (see  page  240)   and  for  to  the  fact  that  it  does  not  carry  a  high 

UgbUng.    It  is  usually  flexible,  consisting  voltage,  only  6  to  24  volts,  whereas  second- 

of  several  strands  of  wire.    When  used  for  ary  cable  carries  a  voltage  high  enough  to 

lighting  it  can  be  "duplex''  or  even  four  jump  a  gap. 

1— HlBHHBBRHMiMi  stance,  the   wire  runnig  from  the   storage 

PRIMARY  WIRE-Single  ^f^f/^    *^    *^«    «»*^^^"«    "»?*«^'    when    first 

^^_^^^^           **  starting,  must  carry  from  80  to  sometimes 

^IBJi^aJffitg^^t^Ji^^BjM^^b  400  amperes;  or  quantity  of  current,  owing 

^""■HMHHBBHMBiV  to  the  size  of  motor.    This  is  used  only  for 

PRIMARY  w IRK- Duplex  a  few  soconds.    But,  large  wires  must  neces- 

3.  OBBBBBBmnDBB^B^^-*  sarily  be  used  to  carry  this  great  quantity, 

PRIMARY  wiRKin  metal uriuor  even  for  a  few  seconds.    Compare  the  siM 

^^^^^^^^^^^^^^  of  the  starting  motor  wire  (6,  lllnstratioii 

4-  gmBHBHHBC^  to  the  left)  with  that  of  the  primary  wire 

PRIMARY  wiRi:  metal  iirmor  (1),  whlch  Can  be  usod  for  generator  or 

lighting.  Note  the  difference  in  size  of  wire. 

i' Vyr^^^B      ^BBB  ^^^  Wires  running  from  the  generator  to 

■^  /wi^^»...,,i^^i^""  f;^  storage  battery  are  much  smaller,  as  the 

SFCOSDARY  CABLE- note  heavy  quantity   of   current  which  passes  through 

insulation  ^his  wire  is  only  5  to  25  amperes. 

Ai  A  comparison;  imagine  water  pipes.  If  yon 
desired  to  pass  150  gallons  of  water  throogk  a 
pipe  in  one  hour,  it  would  reqnire  a  hurgsr  pipe, 

8TARtT^g"mOTOR    wire    note  'h'our. '°'   "'^'''  "^"^   ""^""^   '"'"^   ''   ^"^''''"  ^" 

heavy  wire    ^        ^^  SiZO  Wire  tO  USO. 

^_|^^^g^^^^^^9B>^^  (Generator   to    battery no.  10 

^mPmHlBll^n^^^  Battery  to  starter  1  or    2 

LAMP  CORD-twieted  N^ifi     ^  Headlights    uo.  12  or  14 

Secondary  cable  is  used  for  high  tension  '^^  ^^*   °®-  ^* 

ignition  current.    The  wire  is  smaU  but  in-  *Ignition    (primary)     no.  14 

sulation  heavy  (see  page  240).  Ignition  (secondary)    no.  14  or  16 

Starting  motor  wire  is  very  heavy,  being  Horn    no.  18 

tSisM  vary  ilightlj  according  to  length  of  car  aad  number  and  sise  of  lights  and  sise  of  engine  and 
starting  motor,  etc.     But  this  is  an  aTsrage.     *86a  page  240. 


v>n?fmm'^ 


WIRING  FOB  STAiJTING  AND  GENERATING  SYSTEMS.        427 


**8tartlng  Motor  Amperage. 

The  sUrtlng  motor  consumes  a  quantity 
of  current  as  stated  on  pages  426  and  827 — 
but  only  for  a  few  seconds — The  exact 
amount  of  current  consumed  and  the  time 
required  to  put  back  the  amount  used,  with 
generator,  varies  in  different  makes — see 
pages  410,  416. 

To  those  not  familiar  with  electricity,  the 
question  would  arise,  how  can  the  starting 
motor  receive  120  amperes  of  current,  if  the 
generator  which  recharges  the  battery,  does 
not  give  but  7  to  15  amperes  to  the  battesy 
when  charging  it. 

Takinff  for  example,  a  Btorafe  batterj  of  190 
ampere  hour  capacitj.  It  would  delWer  m%  the 
rate  of  120  amperea  for  one  hour,  or  at  the  rtte 
of  one  ampere,  for  120  hourt,  or  Any  proportional 
amount  accordingly  (varies  according  to  dis* 
charge — see   page   441   and   827). 

**Now,  assuming  that  when  current  it  first  ap- 
plied by  switch  the  quantity  is  120  amperes;  then 
after  motor  has  started,  the  current  consumption 
drops  to  65  amperes.  This  would  give  us  an 
average  of  say.  55  amperes  used.  The  time  for 
the  operation,  say  was  10  seconds. 

Assuming  the  average  draw  on  the  battery  was 
80  amperes  for  10  seconds,  the  ampere-hours 
consumed  is  as  follows:  10  seconds  equal  Vb  min- 
utes, or  V^  hours,  and  ^^  of  80  amperes  equal 
89^  ampere-hours  or  .22  ampere-hour,  per  start. 

Car  running  at  15  miles  per  hour  generator 
would  tharge  battery,  say — at  the  rate  of  7.5 
amperes  per  hour.  It  then  requires  as  long  to 
recharge  the  battery  per  start  as  .22  Is  contained 
times  in  7.6  which  is  30  times.  In  other  words 
the  generator  is  capable  of  putting  back  into  the 
battery,  80  times  as  much  current  in  one  hour 
as  was  used  for  starting  and  put  back  the  exact 
amount   used   in   V^  of  an   hour,   or  2  minutes. 


Another  point;  how  can  a  storage  battery 
of  120  ampere  hour  capacity  deliver  476  am- 
P«ra8,  per  fhfe  827 f  A  good  battery  is 
capable  of  delivering  an  overload  for  a  frac- 
tion of  a  second — but  only  good  batteries 
can  stand  this — this  is  one  reason  why  bat- 
teries fail. 

tWlre  Connections. 
The  connections,  in  electric  wiring  should 
be  soldered.  The  unsoldered  connection  may 
work  as  good  as  a  soldered  connection  at 
the  time  of  being  made,  but  the  resistance 
always  increases. 

Soldering  paste;  do  not  use  acid  when  solder- 
ing electrlcsi  apparatus  or  wiring,  as  the  acid 
is  an  electrical  conductor  and  it  also  destroys 
the  insulation.  It  is  much  better  to  use  a  non- 
corroslTo  soldering  paste. 

Tape;  do  not  use  friction  tapa  on  high  tension 
wiring  or  on  other  wiring  where  the  grease  or  oU 
can  get  to  it.  It  is  much  better  to  use  Unen  tape 
and  shellac  Friction  Upewill  not  insulate  igni- 
tion  current,   neither  will  it  hold  when  oily. 

When  placing  a  wire  terminal 
nnder  a  terminal  nnt,  twist  the 
wire  in  direction  nut  turns. 

When  connecting  a  wlra  nndif 
a  screw  or  nut — use  a  washer, 
(copper  or  brass). 

Wiring  Troubles. 

Are  numerous  if  not  properly  done.  Ail  con- 
nections must  be  soldered.  Oil- and  grease  destroy 
insulation.  Moving  parts  most  not  tonoh  wirea. 
Protect  wires  from  chafing.  ATOid  frayed  ends. 
Tape  all  connections.  Oonnections  and  terminals 
must  be  kept  tight.  Vibration  often  jars  them  loose* 
See  foot  note  page  457  and  page  241. 


Ampere  Capacity  of  Wire. 

The  sise  wire  to  use,  depends  npon  the  amount  The    carrying    capacity    of    wlree     (*B    A    8 

of   current   that   must   flow   through   it,    and   the       gauge) — at  given  by  the  National  Board  of  Un- 
length  of  the  wire.  The  longer  the  wire  the  greater       derwriters  for  rubber  covered  wire  is  as  follows: 

the    resistance    offered    to    the    flow    of    current.  Xo.  18         B  A  8  gauge 8  amperea. 

Therefore  there  will  be  too  much  drop  in  voltage  Xo.  16         B  A  8  gauge 6  amperea. 

at  the  wire  terminus,  if  it  is  not  of  sufficient  sise.  No.  14         B  A  8  j^auge 15  amperes. 

No.  12         BAB  gauge 20  amperes. 

A  conductor  must  be  large  enough  to  carry  the  No.  10         S  S  S  '*'*•• ?5  amperes. 

required  amount  of  current  to  a  certain  point  with  £{**•     ?         5  ?  5  *•««• 55  »™P«raa. 

less  than  4%   drop.  .     5®'     •         2  S  9  «"«® 52  amperes.  . 

No.     4         BAB  gauge 70  amperes. 

^    ^     ,,        ^       . ,,  ,  1,1  No.     8         B  A  S  gauge 80  amperes. 

Most    all    automobiles    are   using   a   single   wire  No.     2         B  A  S  gauge 90  amperea. 

system  and  the  length  of  wire  is  seldom  over  ten  No      1         B  A  S  gauge 100  amperes 

or   twelve  feet  long.  No.*     lAO  B  A  8  gauge 125  amperes. 

No.     2  A  0  B  .A  8  gauge 150  amperea. 

The    sises    given    on    page    425    for    generator.  Higher   the   number,   smaller  the  wires.    No.   0 

sUrter.   lighting  and  ignition   is  the  average   sise        i,  j^Anj  times  larger  than  No.  18.     No.  18  is  .04 
used   on   most   cars.  oy  ^«»  di..   No.  0  is  .82  or  ^ie"  di. 


Accessories  and  Switches. 


Some  of  the  accessories  for  wiring  a  car  are 
given  on  pages  426  and  428. 

Ignition  switches  are  usually  placed  on  the 
cowl   (dash)   of  car  and  operated  with  a  key. 

Starting  motor  switches  are  usually  operated 
by  the  foot.  See  page  408  for  diagram.  The 
ignition  switch  must  be  "on"  when  engine  is 
started. 

Lighting  switches  are  usually  placed  on  the 
cowl  (dash)  of  car  and  are  of  the  push  button 
type,   per  fig.   2.  page  385  and  fig.  9,  page  426. 

A  touring  switch  is  sometimes  provided  on  a 
car  for  the  purpose  of  allowing  the  operator  to 
discontinue  the  charge  from  generator  to  storage 


battery  when  car  is  on  a  long  tour  running  mostly 

during  the  day. 

To  give  the  raadar 
an  idea  of  the  Ta> 
rious  kinds  of 
connectiona  which 
may  be  made  by 
one  switch,  see  fig. 
1.  The  oontaeie 
have  been  num- 
bered 1.  2,  8,  and 
4.  If  1  and  4  con- 
nect, side  and  tail 
lights  are  on.  If 
1,  2  and  8  conneel, 
then  side,  Uil  and 
headlights  are  on. 


tSee  foot  note,  page  421  and  see  also,  page  428.      **These  figures  given  only  as  an  example 
correct   ampere  discharge  would   be  as  given  on    pages  327,   410,   416. 
*B  A  8  gauge,  means  Brown  and  Sharpe  gauge  and    is    a    recognised    standard. 


ELECTRIC  LIGHTING. 


Pointers  on  Testing  the  Wiring  of  a  Starting 
and  Ligliting  System. 
Illustration  shows  a  two-wire  sTstem  of  the 
average  starting  motor  generator  and  light- 
ing system. 

4  Cmei 


Bemamber  that  this  tune  principle  aUo  appUei  to 
a  ainfle  wire  iystem.  One  terminal  could  be 
grounded  to  frame  of  ear,  on  battery,  generator, 
■tarter  and  lights. 

Remember  that  when  a  fuse-block  is  used  (see 
pages  428,  360),  the  fates  are  merely  ent  into 
eacb  circuit,  which  will  melt  and  open  the  oircuit 
if  a  wire  or  part   becomes  short-circuited. 

Remember  that  a  fuse  is  nerer  used  in  the  starting 
motor  circuit  (tee  page  408).  Also  remember 
that  the — ammeter  is  never  connected  into  the 
starter  circuit. 

Remember  that  the  cut-ont  is  often  placed  integral 
with  the  generator,  for  inst^ce  on  Iftwer  illustra- 
tion  page   360,    the   cut-ou^is   not   shown    but   is 


The  purpose  is  to  point  out,  as  explained 
on  page  737,  just  where  to  start  when  mak- 
ing tests  if  any  part  of  the  system  fails  to 
I>rc>p(.'rly  cjpi'ratt'.    (See  also,  pajje  ')77). 

First  it  is  necessary  to  learn  the  names 
of  the  parts  and  their  relation  to  each  other. 
For  instance,  the  parts  of  this  system  can  be 
divided  into  four  parts  as  follows: 
1 — Starting  motor,  starting  switch  and  battery  con- 
stitute the  starting  system.     Follow  the     single 
arrow  points  from  the  battery,  for  the  circuit. 
2 — Generator,    cut-out.    ammeter    and    battery    con- 
stitute the  generator  system.     Follow  the  double 
arrow  points  for  the  circuit — Start  at  generator. 
3 — Lighting  system  consists  of  the  lighting  switch 
from    which    point    all    tests    are    started.      The 
current  to  bus-bar   (B)   on  switch,  is  taken  from 
one    side    of       the    ammeter.      If    the    engine    is 
running    slow    or    not    running    at    all,     current 
comes  from  the  battery.     When  engine  is  speed- 
ed   up.     current    comes    from    generator    and    in 
both    instances   must   pass    through    the   ammeter 
(for    lights    and    ignition,    but    not    for    starting 
motor).      When    connection    is    made    at    7.    by 
switch     button     closing    this    circuit,     the    head- 
lights   are    on;    if   closed   at    8,    the    tail-light    is 
on;    if   closed   at   9,    the  side-lights   are   on.      By 
following    each     circuit    with     the    three    arrow 
points,   starting  at  the   switch,    each   circuit   can 
be  traced.      The  other  parts  of   the  lighting   sys- 
tem are  the  lamp  bulbs  and  lamp  sockets  Jn  the 
lamps. 
4 — The   ignition    system  would   consist  of   a  timer, 
distributor,  coll  and  ignition  switch.     This  switch 
could    be    connected    from    the    same    bus-bar    on 
one    side    (-f-).    then    through    primary    winding 
of   coil    to    timer   terminal,    thence    from   timer   to 
12    ( — ).     ( nof    shown    in   above   illustration). 
5 — The    electric   horn    is    connected    from    the   same 
source    as    the    lights,     but    the    push     switch     is 
usually   placed    on    steerine:    post. 

Therefore  when  making  tests,  first  deter- 
mine which  of  the  four  parts  the  trouble  is 
in  and  then  test  that  part  from  beginning 
to  end. 

For  Instance,  If  starter  motor  fails  to 
start,  begin  with  test  at  battery,  as  explained 
on  pnjxe  737. 

If  generator  fails  to  show  "charge**  on 
ammeter,  start  at  generator,  then  cut-out, 
then  the  fuse  (fuse  system  not  shown,  see 
fuse  block  on  a  jrrounded  or  single  wire  sys- 
tem, pap:es  428,  360),  then  wiring.  If  fuse 
is  blown,  tlicre  must  be  a  short-circuit — find 
the  cause  by  testing  the  wiring. 

If  lights  fail  to  bum,  first  examine  the 
lamp-bulb  to  see  if  burned  out,  if  not,  then 
the  lamp-socket,  then  start  at  the  switch  and 
test  the  wirinp.  If  fuse  is  blown  find  the 
cause. 


in  the  generator  housing  ^d  is  csnnected  inter- 
nally with  generator  as  shown  in  fig.  6,  page  925. 

Remember  that  the  regulation  of  the  output  of  a 
third-brush  generator  does  not  hare  a  separate 
mechanism  to  regulate  the  current — see  pages  848 
and  925. 

Remember  that  a  generator  which  has  a  voltage 
regulation  system  does  have  a  mechanism  called 
a  voltage  regulator  which  controls  the  output — see 
page  925. 

Remember  that  a  Wiring  Diagram  book  will  tell 
you  Just  what  kind  of  a  regulation  lyitem  a  gen- 
erator has  and  will  also  show  the  external  and 
internal   circuits  of  all  parts   and  wiring. 

Electric  Lights  for  Old  Oars. 
If  the  old  car  Is  equipped  with  oil  or  gas 
lights,   adapters,,  fig's.   1,   2   can   be   secured 
with    sockets    and    electric    bulbs    ready    to 
attach  as  shown. 


no.  I 


riG.g 


9P9i»*H*Ot 


If  the  oil  or  gas  lamps  are  entirely  discarded  and 
new  electric  lamps  put  in  place,  these  may  be  con- 
nected by  plugs  (P)  and  receptacles  (R)  to  the 
permanent  wire  of  the  circuit  as  per  fig.  3.  The 
plug-receptacles    are    convienent    for    disconnecting. 

Fig.  4  shows  a  plan  of  wiring,  using  a  double- 
pole  snap  switch  (in  connection  with  fig.  3)  and 
turning  it  to  the  "off"  position.  Two-volt  lamps 
may  be  used  for  the  side  and  tail  lights  and  the 
three  lights  placed  in  series  with  the  6  volt  bat- 
tery. 

Fig.  5  shows  a  plan  of  wiring  using  the  same 
switch,  but  turning  switch  to  "on"  position.  In 
this  instance  all  lights  are  placed  in  parallel  and  6- 
volt  lamps  must  be  used,  k  single-pole  switch  con- 
nected in  between  battery  and  switch,  in  figs.  4, 
5  and  3  plan  above,  will  enable  lights  to  be  cut 
"on"    or    "off". 

Fig.  6  shows  a  plan  of  wiring  where  five  lights 
and  three  single-pole  snap  switches  are  used. 

Where  Joints  are  made  scrape  wires  clean,  solder 
and  tape  with  a  layer  of  rubber  tape,  then  cover 
with    fridioii   tape. 


Method  of  connect- 
ing wires  for  lights,  to 
the  Ford  magneto. 

2 — 9 -volt,  2 -ampere 
lamps  are  usually  plac- 
ed in  series.  See  pages 
434.  864C. 


I  roiro  n/tf HCro 


OHABT  NO.  195— Pointers  on  Testing  Electric  Wiring  Systems.  Wiring  oWiCw^tai'tDkA'iCAsi'^AiDM 


-  rN'.STRr:rTioN  number  thirty-one. 


2  L  M  K 

Olassificatlon  of  Anti  OUre  D«Ticei. 
B    0   and   D,   are    "dlffuaing**    type      having  some  ^^rcad.    M:-s:  :i  :'r.e«« 
Hues,  'as  these  dcviccB  scnttcr  the  light  in      depend  ni.^re  oa  :he  —  =•»-  — • 

-T«rv  direction,  the  ndjuBtinent  of  the  head- 
lamp has  little  effort  on  tho  road  illumina- 
tion. Both  the  light  and  the  glare  wUl  be 
a  little  stronger  if  foous  is  for  a  straight 
beam. 


A.  Warner:      Both    nioee    of    gUw    covered    with 
^smaU  lensoR.  Adjnstinp  focu.  for  Btr*i|bt  beamB 

for  belt  lighting— Boe  flg.  65.  page  433. 

B.  PrlsmollU:     Front  of  gU8»  <^®^^*'''^.''***'.!S!il 
^p^rSmidB  except  wnall  ipot  noar  center.    Adjust 

focuB  Btraight  beam. 
0    Morellght:     Front  of  glasB  J<»verod  with  jhon 
'cylinderB.     arranged    in    circlcB.     Adjust    foetu 

for  straight  beam.  n^,..i- 

n    Stewart:     Cup    fitting    around    bu.b    ..J'i*;;-* 
^'covJTed    with    small    len.es.     In.ide    wr.h    nV*. 

Adjust   for  straight   beam. 

p    o,   H.   I.   are    -deflectixig"   type   of 

asking  the  spot  3  ft.  in  di. 
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'^-.S^r  of  r:.., .=?/■.■--■ 

l«iJ. 


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heigh:   ".:=::    is   liif>   t^ 
sharp  as  w-.:i  :i:«  ;^t  z 
ooun":  cf  r,kr:5  :f  :^*  i-rfca. 
than    ::ler^L     J-r   :ia    ^z 


wil.  r^  *i:wT. 


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J.:  '      .    i^ 


INSTRUCTION  No.  31.        >  «i 

LIGHTING    A    CAR:    Electric    Lighting,    Gas    Lighting,    Oil. 


Tbere  are  three  methods  for  lighting  a 
ear:  Acetylene  gas,  electricity  and  kero- 
sene oil. 

The  gas  light  can  be  produced  from  car- 
bide in  a  "generator''  or  it  can  be  stored 
in  a  ''gas  tank"  and  carried  on  the  car. 

Electric  lights  are  supplied  with  electric- 
ity from  a  storage  battery.  When  the  stor- 
age battery  runs  down,  it  can  be  recharged 
from  an  outside  source,  or  from  a  dynamo, 
run  from  the  engine. 

*Th6  old  style  "carbon  filament"  in  the  electric 
globe,  consumed  ao  much  current  it  waa  difficult 
to  obtain   a   storage   battery   in  a  reasonable  lise 

Aatomoblle  Electric 
There  are  three  methods  of  furnishing  cur- 
rent for  car  lighting; 

(1)  Independent  storage  battery  system. 

(2)  Generator  and  battery  system. 

(3)  Independent  generator  system. 

(1)  Where  an  independent  storage  bat- 
tery system  is  used  the  capacity  of  the  bat- 
tery must  be  great  enough  to  run  the  head- 
lamps and  rear  lamps  for  a  reasonable  time 
before  the  battery  has  to  be  recharged. 

From  the  lamp  table  page  4  3 4,.  we  find  that 
a  current  consumption  of  7.85  ampere  is  re- 
quired for  headlamps  and  rear  and  dash 
lamps,  the  equipment  of  the  average  car. 

A  100  ampere  hour  ^^lightlng  battery  would 
run  these  lights  for  about  twelve  hours 
steady  burning. t  Under  average  conditions 
this  would  mean  that  the  battery  would 
have  to  be  recharged  about  once  a  week.  A 
120  or  150  amp.  hour  battery  will  not  cost 
much  more  than  a  100  ampere  hour  and 
will  give  better  service. 


and  weight  which  would  supply  current  for  anj 
length  of  time.  The  filament  in  the  "Tongsten 
Masda"  globe  reduces  the  current  consumption 
and  is  not  liable  to  break  with  the  usual  motor 
car  Tibration. 

Lights  on  the  car  may  be  divided  into  thoie 
wUcE  are  required  by  law  (headlamps  and  rear 
lamps)  and  those  which  add  to  the  convenience 
and  comfort  of  the  driver  and  his  passengers. 

Although  some  of  the  older  pleasure  cars  and 
some  trucks  and  other  slow  moving  vehicles  are 
still  equipped  with  gas  or  kerosene  lamps,  elec- 
tricity i8  the  standard  method  of  car  lighting  at 
the  present  time. 

It  is  well  worth  knowing  that  any  oU  lamp  can 
be  quickly  and  inexpensively  convered  to  electric 
by  obtaining  "adapters"  from  any  of  the  acces- 
sory dealers.     See  chart   195. 

Iiighting  Systems. 

(2)  Generator  and  Battery  System. 
The  advantage  of  this  system  is  that  it 

automatically  keeps  the  battery  charged 
and  permits  more  current  to  be  used  for 
lighting  without  danger  of  running  down 
the  battery  while  on  the  road.  An  example 
is  shown  on  page  343  and  342. 

(3)  Independent  Generator  System. 
The  Ford  as  an  example:     The  generator 

in  this  system  delivers  alternating  current 
which  is  used  for  both  lighting  and  igni- 
tion.  Battery  cannot  be  charged  with  alter- 
nating current,  and  on  this  account  the  lights 
can  only  be  run  when  the  generator  is  run- 
ning and  the  strength  of  the  light  varies 
with  the  speed  of  the  engine  unless  some 
type  of  regulator  is  installed. 

This  system  is  used  only  on  Ford  cars,  page  266. 

Another    ty^e    of    magneto    which,    if    run    faat 
enough   will   light  electric  4amps   is   the   inductor 
.  8,  page  256,  or  fig.  4, 
type  armature  magneto 


enough  will  light  electric  -lamps  is  the  Inductor 
type  magneto,  per  fig.  8,  page  256,  or  fig.  4,  pace 
264.     The  "shuttle'^  type  armature  magneto  will 


not  light  lamps. 


Candle  Power,  Voltage  and  Amperage  of  Electric  Lamps. 


The  cAndle  power  of  a  lamp  is  expressed  aa  c.  p. 
Alhough  we  speak  of  a  lamp  as  being  24  c.  p.,  we 
really  refer  to  the  spherical  c.  p.  This  means  that 
24  c.  p.  is  sent  out  in  everv  direction.  A  reflector 
does  not  increase  the  brilliancy  of  the  light  from 
the  filament,  it  simply  takes  the  total  amount  of 
light  which  is  thrown  in  all  directions,  and  con- 
centrates it  in  one  direction.  For  instance,  with 
a  "spreading  beam"  the  brilliancy  is  not  as  in- 
tense as  if  a   "straight  beam." — see  page  433. 

The  voltage  is  usually  that  of  the  battery,  but 
quite  often  to  save  the  lamp  from  burning  out.  a 
lamp  of  one  or  two  volts  higher  is  used.  For 
instance,  if  6  volt  lamp  is  used  on  a  lighting 
circuit  using  a  6  volt  battery  the  light  would  be 
bright  as  long  as  battery  was  fully  charged.  If 
a  generator  is  used  to  charge  the  battery  and  sup- 
ply current  for  the  lights  when  car  is  runnint; 
over  10  or  15  m.  p.  h.,  then  the  probabilities  are 


the  generator  would  develop  a  slightly  higher 
voltage  than  the  battery — result  would  be  that 
the  higher  voltage  would  increase  the  brillianey 
of  the  lamps  and  cause  them  to  burn  out  ouieker 
than  if  voltage  was  exact  or  less  than  that  of 
lamp.  Therefore,  quite  often  higher  voltage  lamps 
are  used,  say  1  or  2  volts  higher. 

The  amperage  or  quantity  of  current  consumed 
is  governed  by  the  candle  power  of  the  lamp— 
the  c.  p.  averages  from  2  to  32.  The  higher  the 
candle  power  the  more  voluminous  is  the  light — 
if  voltage  or  pressure  is  in  accordance  with  that 
of  the  lamp — therefore  the  higher  the  c.  p.  the 
more   current   or  amperes   consumed  per   hour. 

Watts:  if  you  multiply  the  volts  by  the  am- 
peres the  result  is  expressed  in  "watts."  For 
instance:  6  volts  by  2  amperes,  givea  12  watts 
(there   are   746   watts   to   a   horse    power). 


Where  Lamps  are  Placed. 


Head  lamps  of  which  there  are  two,  are  usu- 
ally connertod  in  parallel  and  the  candle  power 
varies  from   17  o  32  c.  p.  each. 

**Slde  lamps,  one  on  each  side,  usually  con- 
nected  in  parallel,   average   5   or   6   c.  p. 

Spot  lamp — only  one  is  used,  usually  a  nitrogen 
lamp  of  20  or  32  c.  p. 

Bear  lamp  also  called  tail  lamp,  always  with  a 
red  lens  in  rear  and  white  light  to  side,  to  illum- 
inate  the   license   number,   is   usually   2   c.   p. 


The  tail  light  and  instrument  lamp  are  usually 
connected  in  series,  as  shown  at  A,  page  426.  If 
the  rear  lamp  should  burn  out.  the  instrument 
lamp   would   not  burn   and   vice  versa. 

This  is  an  advantage,  because  the  law  requires 
that  rear  lieht  burn  during  the  nieht.  Being 
unable  to  tell  from  the  seat  if  rear  light  should 
fail,  this  method  is  used.  The  Toltage  is  just 
one  half  of  that  of  the  regular  lighting  circuit 
when    connected    in    series. 


•The  carbon  filament  lamp  is  tho  old  style  lamp  using  a  filament  chemically  treated  and  in  a  vacuum. 
Electric  lighting  troubles,  see  page  419.  tSee  page  441.  ^A  lighting  battery  (120  to  150  amp.  hour 
capacity)  can  be  used  for  both  lights  and  ignition,  but  an  ignition  battery  is  usually  but  60  ampere 
hour  capacity.  A  starting  motor  battery  can  be  used  for  lights,  ignition  and  starting,  but  due  to 
the  great  quantity  of  current  rcuired  for  starting  motor  the  connections  are  heavier. 

••Side  lamps  are  seldom  used,  but  small  5  or  6  c.  p.  bulbs  are  used  in  the  headlamps  for  city  driving  an^ 
are  often    termed    "dimmer   lamps." 


432 


DYKE'S  INSTRUCTION  NUMBEE  THIRTY-ONE. 


Stop  lamp — ^two  of  which  are  aometimet  placed 
fust  below  the  doora,  are  aauallj  5  e.  p. 

Bank  or  InatnuMut  lamp,  placed  otot  the  in- 
BtrameBta,  aa  the  apeedometer,  ammeter, — 2  c.  p. 

I^upeetlon  or  tzonblo  lamp — ia  a  lamp  and  ex- 
toBsloa  cord,  carried  under  the  seat  and  in  case 
of  aaed  is  connected  in  dash  lamp  socket — 5  c.  p. 

Tomieaa  lamp — back  of  tfront  seat — 5  c.  p. 


Dome  lamp — placed  in  ceiling  of  car — 5  c.  p. 

Pillar  lampa— uBuallT  two.  placed  on  rear  pil- 
lars, one  on  each  side  m  rear  of  car — -6  e.  p. 

It  ia  advia»ble  to  naa  the  best  grade  lamp,  as 
low  a  candle  power,  and  aa  few  lights  aa  pos- 
sible if  the  battery  does  not  get  sufficieJit  charg- 
ing from  the  generator. 


tTwo  types  of  lamps  are  used  for  car 
Mglitliig;  the  vacunm  type,  usually  known  as 
Mazda  B,  and  the  nitrogen  gas  filled  lamp 
known  as  the  Mazda  C. 

Thm  source  of  light  is  the  fine  wire  at  the  cen- 
ter of  the  lamp  bolb,  known  as  the  filament.  The 
current  heats  this  wire  white  hot.  If  bulb  was 
designed  for  6  toUs  and  circuit  was  12  volts,  then 
this  wire  would  become  so  white  it  would  bum 
np.  If  designed  for  12  yolts  and  circuit  was  6 
Tolta,  the  filament  would  be  yellow  and  dim. 


Automobile  Electric  Lamp  Bulbs. 


Tha  TOttaga  lamp  to  nse  depends  upon  the  yolt- 
ace  of  system.  If  you  do  not  know  this,  count 
the   ealla   of    storage   battery,    each    cell    giyes    2 


see  table,  page  484. 
J  B  lamps  page  434,  usually  have  this  wire 
or  ''filament"  made  up  in  the  form  of  a  spiral 
abont  9ie  of  an  inch  long,  and  H  of  an  inch  in 
diameter.  This  gives  a  uniform  distribution  of 
light  aU  around  the  spiral. 

XaadA  0  lampa  page  434,  usually  have  the  fila- 
ment made  up  in  the  form  of  an  inverted  V.  In 
SBoat  type  0  lamps  the  V  is  about  H  of  an  inch 
high  and  about  the  same  distance  across  the  base. 
Some  makers  of  type  0  lamps  make  the  V  about 
m$  in.  long  and  %  in.  across  the  baae.  This 
form  gives  a  much  better  distribution  of  light 
the    ■         ~ 


short  v. 


The  Mazda  "0**  lamp  ia  brighter  and  gives 
more  c.  p.  for  same  amperage  consumption,  but  is 
more  sensitive  to  voltage  variations — see  foot  note. 

Note — As  the  lampa  become  older,  the  currant 
consumption  Increases.  If  the  glass  of  the  lamp 
bulb  is  blackened  or  the  filament  bends  down  if 
less  than  its  rated  (c.  p.)  is  being  used,  it  will 
be  best  to  replace  the  lamp  bulbs. 

Standard  Lamp  Sizes. 

The  Masda  B  lamp,  page  434,  is  designed  for 
all  lighta,  as  rear,  side,  head.  It  is  made  in 
6  to  8  volt,  12  to  16  volt  and  9  volt  for  the  Ford. 

The  Masda  0  lamp,  page  434,  is  designed  for 
headlights  and  spot  lights  and  is  made  in  6  to  8 
volt,   12  to  16  volt  and  9  volt  for  the  Ford. 

Candle  power  of  above  lampa  are  given,  in  table 
page  434. 

Where  24  c.  p.  or  leaa  is  osed  in  headlampa,  the 
type  B  will  nsnally  give  the  beat  aaUafactlon,  even 
though  they  take  20  per  cent  more  current,  due  to 
the  sensitiveness  of  the  0  lamp,  as  per  foot  note. 
The  spiral  filament  of  the  B  lamp  also  gives  a  bet- 
ter distribution  of  light  than  the  0  with  a  abort 
filament. 

Where  more  than  24  c.  p.  is  deaired,  the  type 
0  must  be  used,  but  those  with  a  long  V  are  pre- 
ferable. 


Types  of  Lamp  Bases. 


The  lamp  baae  is  that  part  which  fita  into  the 
■eakatb  There  are  four  types  as  explained  under 
tka  Ulnstration.     The   illustrationa  are  full   size. 


Fig.  1 — ^Double  contact  bayonet  base. 

Wig,  2 — Single  contact  bayonet  base. 

Wig.  8— Candelabra  screw  base. 

Fig.  4 — Miniature  base. 


Fi^s.  1  and  2  are  the  two  typea  naed  for  anto- 
mobile  work,  are  alao  known  aa  the  "Bdiswan** 
DC  and  SO  baae;  (DO  meaning  double  contact 
and  SO.  single  contact,  also  designated  aa  D  and 
S,  also  E.  D.  and  E.  S.) 

Fig.   1 — is  used  where  cars  are  equipped   with 

the   **two  wire"  system. 

Fig.  2 — For  "single  wire"  or  grounded  return. 

Figs.    S    and    4 — Seldom    used    for    automobile 

work — used  extensively  for  decorating  purposes. 

Lamps  mnst  be  selected  to  correspond  to  the 
socket  used. 

Adapters  consisting  of  small  fibre  discs  with 
metal  mserts  can  be  secured  at  small  coat  and  will 
enable  both  kinda  of  bases  to  be  used  in  either 
kind  of  socket. 

For  voltage  and  baae  used  on  the  different  cars 
see  page  484. 


Headlamp  Adjustments. 


The  Ught  you  get  on  the  road  will  depend  on 
the  einflTt  power  you  get  from  the  lamp  in  the 
nieitar:  on  the  fociu  or  adjustment  of  the  lamp 
la  ffilMon  to  the  redactor;  and  on  the  direction 
ia  which  the  headlamp  Itself  points. 

Different  Focusing  Adjustments. 
Oeltlag  the  lamp  bulb  in  the  proper  relation 
to  the  redeetor  to  give  the  best  light  on  the  road 
li  aaOad  focusing.  All  headlamps  are  proN-ided 
with  acme  means  of  moving  the  lamp  bulb  back 
••4  forth  along  the  center  line  of  the  refiector 
which  line  Is  called  the  axis.  The  four  types  of 
adjastmonts.  figs.  6,  7.  8  and  9.  shown,  should 
eover    pra«;tiralTy    ell    of    the    headlamps    used. 

Fig.  6:  Has  an 
adjusting  screw  or 
knob  near  the  cen- 
ter, on  the  rear  of 
the  headlight  shelL 
The  lamp  bulb  is 
moved  forward  by 
turning  the  screw  or 
knob  (1)  to  the  left 
and  backward  by 
turning  it  to  the 
right. 


Fig.  7:  The  lamp  is  held  in  place  by  a  ratchet 
device  (2).  The  lamp  is  moved  forward  or  back  by 
grasping  the  bulb  and  either  turning  the  bulb  to 
the  right  or  by  praaalng  it  to  one  aide  or  the  other 
to  diaangage  the  ratchet,  and  then  pulling  or  puah- 
ing  the  lamp  In  tta  socket  to  the  neztnotch  in  the 
ratchet.  If  the  lamp  doesn't  move  easily,  remove 
refiector  and  see  how  ratchet  works. 

Fig.  8:  The  ad- 
juatmant  is  made  by 
turning  the  large 
•crew  (8)  In  the  rim 
of  headlight  ftont 
Just  at  the  edge  of 
therafiector.  By  turn- 
ing thia  aorew  to  the 
right  it  will  more  the 
lamp  forward  in  the 
raiector.  Turning  it 
to  the  left  movea  it  backward  in  the  refiector. 

Fig.  9:  The  lantp  ia  held  in  place  by  a  aot 
acraw  (4)  in  hack  of  the  raflaelor.  When  the  eet 
screw  is  looaeaed.  the  lamp  may  be  moved  back- 
ward or  forward.  The  eat  aorew  muat  be  tight- 
ened aecurely  to  hold  the  lamp  in  place. 


Fig.  8. 


Fig.  9. 


ITha  vacuum  lamp  uses  a  ••Tungsten"  filament  instead  of  a  "carbon"  flUmeat.  The  air  ia  withdvawn 
from  bolb  hence  a  vacuum.  The  gas  fined  lamp  alao  uses  a  Tnagalan  jUament  but  the  hulh  tatteatad 
with  nitrogen  gas  whieh  increases  the  brilliancy  by   increaaing  heating  intSBalty  of  the  alamw^^  Par 

iMfg  resMoo  the  "gas  filled"  lamp  is  very  sensitive  to    increase  of   voltaga  and   fa   beat    SMapted    ftr 

"eonaUot  wolUgtr'  regnJsted  generators — see  page  925. 


ELECTRIC  LIGHTING. 


4SS 


BeUtion  of  Focus  to  Light  on  th«  Boad. 


A  parabolic  type  of  roflactor,  made  of 
metal  with  a  highlj  poliehed  silver  surface, 
is  used  in  most  headlamps.  If  a  lamp  was 
nsad  without  a  reflector  the  light  which 
leaves  the  lamp  filament  would  be  thrown 
in  every  direction  per  fig.  70.  When  a  re- 
flector is  used,  the  light  from  the  lamp  fila- 
ment is  concentrated  all  in  one  direction, 
per  fig.  71.  See  also,  "candle  power,"  page 
431. 

A  XA7  of  Ught 
is  the  licht 
which  falls  on 
any  ono  point 
of  surface  of 
reflector  and  is 
sent  off  from 
that  point. 
A  beam  is  the 
toal  mass  of 
light  rays  lesT* 
ing  the  open- 
ing in  reflector. 

One  Of  the  fundamental  laws  of  light  is, 
that  the  angle  at  which  light  leaves  a  sur- 
face is  the  same  as  the  angle  at  which  it 
strikes  the  surface.  By  referring  to  figs.  22, 
23,  24,  note  angle  which  is  made  by  the 
rays  of  light  leaving  the  surface  of  the 
reflector  a't  H,  M,  and  N,  is  the  same  as 
the  angle  made  by  the  ray  of  light  striking 
the  reflector  at  the  same  point.  The  angles 
at  which  the  rays  strike  the  reflector  are 
called  *  *  angles  of  incidence  *  *  and  those  leav- 
ing the  reflector  are  called  "angles  of  re- 
flection.'' 

X— Focus  Point    O— Light  Source  ^^    Fig.    22    ShOWS 

^  distribu  t  i  o  n 
of  light  leav- 
ing opening  of 
reflector  when 
lamp  fllament 
O  is  at  focal 
point  X  of  re- 
flector. The 
rays  which 
Mart  from 
Fig.  22,  !?^;:::iv —      FiB23>^^--  VO^J^t  X,  and 

Scrjieht  Beam  Spreading  Beam      Striko       rcflOC- 

tor  at  H,  M  and  N,  must  be  reflected 
parallel  to  each  other  to  make  reflecting 
angles  equal  the  striking  angles.  This 
gives  a  cylindrical  or  straight  beam. 
The  beam  is  theoretically  the  same  size 
(XT  flg.  22)  throughout  its  entire  length. 
A  straight  beam  gives  a  very  narrow 
streak  of  light  down  the  center  of  the 
road  like  a  spot  light;  but  no  light  to  the 
side  of  the  road. 
Fig.  23  shows  the  form  of  beam  leaving  the 
reflector  when  the  fllament  O,  is  back  of 
the  focal  point  X.  The  rays  spread  or 
diverqrg    from    one    another    and    form    a 


X~-  -.  ~~'^?f>t 


spreading  beam,  with  its  narrowest  point 
at  opening  of  reflector,  XY.  Note  that 
the  light  rays  which  leave  the  headlamp 
at  a  rising  angle  are  those  which  come 
from  the  npper  half  of  the  reflector. 
Fig.  24  shows  the  effect  of  bringing  the  fila- 
ment O,  ahead  of  the  focal  point  X.  This 
forms  what  we  call  a  crossed  beam.  Note 
that  the  light  rays  which  leave  the  head- 
lamp at  TiSng  angle  are  those  which  come 
from  the  lower  half  of  reflector. 

Anti  Qlare  Devices. 
In  most  states,  laws  are  being  enforced  to 
prevent  glare.  The  light  which  produces 
glare  is  that  part  which  leaves  the  headlamp 
at  a  rising  angle  and  so  never  hits  the  road, 
but  does  hit  the  eyes  of  approaching  drivers 
or  pedestrians.  These  rays  may  come  from 
either  the  top  or  bottom  of  reflector,  de- 
pending upon  the  position  of  the  lamp  in 
the  reflector. 

Methods  For  Bedncing  Qlare. 

(1)  B7  using  a  very  low  candle  power  lamp; 
liimminj  the  heaolamps;  using  whiting,  Bcmi* 
transparent  paint  or  colored  glass.  Low  can- 
dle power  lamps  reduce  the  brilliancy  and  col- 
ored glass  or  paint  absorb  part  of  the  light 
and  reduce  the  lighting  effect  desired  and  are 
unsatisfactory. 

(2)  By   tipping   the   reflector    forward   enough    to 


Fig  24. 
CroMcd  Beam 


bring    the    upper    edge    of    beam    below    the 
aTorase   eye   leyel    (M2    inches   is 


the  usual 


legal  limit.)  The  distance  to  which  the  road 
will  be  lighted  is  very  much  shortened. 

(S)  By  diffusing  the  light  by  means  of  ground 
glass,  o£Flce  partition  glass  or  spoeiauy  da- 
signed-  "dilTuslng"  lena^  having  its  surface 
covered  by  a  large  number  of  small  lens  or 
pryamids.  With  diffusing  lenses  there  is  a 
tendency  to  glare  if  the  candle  power  of  lamp 
is  sufficient  to  light  the  road,  as  the  light  is 
thrown  in  all  directions. 

(4)  By  nsing  "deflecting  lenses  which  bend  or 
deflect  that  part  of  beam  wliich  leaves  the 
headlamp  at  a  rising  angle  and  direct  this 
part  of  the  beam  back  to  the  road  level.  De- 
vices of  this  kind  have  the  advantage  of  be- 
ing able  to  limit  the  glare  without  cutting 
down  the  distance  to  which  the  light  will  be 
thrown  on  the  road. 

Some  of  the  deflecting  lenses  which  are  con- 
structed so  as  to  affect  all  of  the  light  leaving 
the  headlamp,  make  it  hit  the  road  nearer 
to  the  car  than  it  would  with  clear  glass, 
and  are  not  desirable. 

Fig.  66  is  an  ea- 
ample  of  a  dUTnsing 
type  lens.  Both 
sides  of  class  are 
covered  with  small 
lensea.  Adjust  for 
a  straight  beam  for 
best  results. 

Fig.  66  is  a  da- 
fleeting  type  lens. 
Fig.  66.  The  horisontal  prisms 
throw  light  on  center  of 
road  and  cylinders  on  in- 
side, spread  toward  side 
of  road.  Hood  at  top  in- 
tended to  cut  off  anv 
stray  rays  of  light  whlcn 
might  leave  the  headlamps 
at  a  risinr  ancle.  Adjust 
for  a  straight  beam. 

Fig.   73  IS  a  deaactiag 
type     lens     ezDlaiaed     on 
page  435.     Adjustment  is 
Fig.  78.  for  a   spreading  beam. 


*The  most  eommon  "glare  height"  regulation  in  regard  to  headlamps  is  that  at  a  point  7S  feet  or  more 
ahead  oC  the  ear,  the  concentrated  beam  from  the  headlamp  shall  not  rise  more  than  41  inches  akove 
tha  road  l«vel,  when  the  car  is  standing  on  a  leveL  In  the  latest  headlamp  regulations,  the  hjBight 
baa  been  raised  to  60  inches  from  the  road  surface,  and  the  intensity  of  the  light  is  limited  to  a 
ms3rfmnm  of   800   candle  power  above  this   point. 


434 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-ONE, 


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ABBREVIATIONS: — C.B. — Circuit    breaker    (see    page 

double  contact   (see  page  488).     E.S. — Ediawan  alngie  contact.     H. — Small  bulbs  in  head-lamps  for  citj  driT* 

ing.     Resist. — Reaistance.     8. — Single    wiring   ayatem.     Series — Series  connection.      (Mojtor  World.) 

Atore  an  1918  e.  p.  bulbs.     As  bulbs  have  now  been  standardised  as  below,  it  will  be*  necessary  to  call  for 

nearest  c.  p. — as  per  table  below.     See  page  543   for    1919  Lamp  Bulbs. 


MAZDA  LAMPS 

Illustrations   one   half   actual    size. 


Xioctuoa 
R#ar 

llf-aa 

Ford 
Rrar 


CAWDLE  roWCa  AMD  AMPSaS  TABLB. 
CUu  Tolto  CP  Aa»«w  4 


012 


01; 


(*  12 
O  1.' 


V 
HorP 


G-12 


Fig.  6 
G-  G 


Mmh  and  ■pMdWBMtr  bnlb  arr  J  c  p  and  usually  eoaBWttsi  m  Mrir«,  m  wii-.t^ 
i-aiir  tb«  vi.ltaKf  wixii'l  tH  ■<  «  vi>lt».  M  am|>  «a<-h  on  •■  T«(t  Omlt,  ..r  r.*  t.^C< 
•art.  ..f   t  r    1-.    4;!  amp.  t,r  121«  volt  drcvlt.    OoM*.  SiS^TwaaM-S  t»f  *  ■ 

Mazda  B,  6  to  8  Tolt,  made  in  2,    5,    17,   24   c.   p. 
Mazda  0,  6  to  8  Tolt,  made  in  20,  82  e.  p. 
Mazda  B,  12  to  16  Tolt,  made  in  8.  6    16  e.  p. 
Mazda  0.  12  to  16  volt,  made  in  80  c.  o. 
Mazda  B  for  Ford,  9  Tolt,  are  made  21   c.  p. 
Mazda  0  for  Ford,  9  volt,  are  made  27  e.  p. 

Two   lamps   are   used    in    "series."    with    double   contact   base  only,    for 

the  Ford. 

a>6,  0-8,  a>12.  O-ieVi:     G,  designates  that  bulb  is  round  or  globular. 

G.  8.  12  or  16 V&   means  that  many  eighths  of  an  inch.     As  16^   eighths 

of  an  inch,  equals  2Vi6  inches  di.  of  bulb.     S,  single  contact:  D,  double 

contact  base. 

Proper  voltage  and  base  of  lamps  for  Ford  "Special"  lighting  ayitams: 

Genemotor,  12- 16  v.  D.  0.  base;  Gray-Davis,  6-8  t.  8.  O.;  Kemco.  6-8  v. 

Westinghouse.  12-16  v.  S.  0.      (D.  0.  and  8.  0.  means  double  and  single 

contact   base.) 


GOABT  NO.  197 — ^Lamp  Bulbs;  Voltage  and  Candle  Power  Used  on  1918  Oars  and  Standard 
of  Bulba  for  1919.    See  also  pages  543  to  546. 


btj  (I)  SufficidQfi  light  to  illafninatfl 
roftd  »  diiUDce  ^head  so  that  driver  would  hftre 
*mp1o  time  to  stop  before  reaching  ma  object  aod 
pvuftriitive  powers  in  diist  and  foe,  (2>  Very 
lieicbt  1l|ht  at  edge  of  rond  aad  close  to  car  to 
ro»d  could  be  dearly  «e«a  and  followed  in  spite 
M  £lare  from  an  approaching  car.  (8)  Full  width 
of  road  from  fence  to  fence  lighted  for  at  leait 
200    feet   ahead   of   car. 


One  make  of  lens  dectgxted  to  meel  these  con 
diliona  la  shown  in  fig.  73,  page  483.  Note  the 
priaoit  in  lower  half  of  lens  concentrate  the  di«- 
tance  bght  ai  shown  in  A,  fig.  72.  The  diagonal 
l>rttma  In  the  upper  half  of  lena  bend  the  light, 
irhich  would  otherwiao  cause  giaro,  to  light  the 
ald^a  cf  the  road  from  fence  to  fence  (BB.  fig- 
72).  and  give  the  bright  light  on  edge  of  road 
ftg  allow o  at  CO. 

Adjustment  and  Focus  Tor 
Different    Lenses. 

W]ieo  A  '^dlfluBlng"  type  of  lens  U  used  it 
(bJiki^a  uo  di^ereace  whether  >du  have  a  crossed 
beam.  tpreadiiDg  beam  or  straight  beam,  except 
that  where  a  Btraight  beam  i«  uaed  tUtre  will  be 
lets  diffu&iofi,  and  conie<iUtftitly  a  stronger  light 
aitead   at  the   car. 

Wlivn  a  "deflecting'*  type  of  lena  is  iis«d  it  is 
abtolntely  npccsuary  to  know  whether  it  is 
intended  for  use  with  a  spreading,  crossed  or 
straight  beam  b#fore  the  focus  can  be  made  to 
iJnsiLre  satisfactory  reanlts,  therefore  manufae^ 
tiircr'a   Instruetiona   should  4>a   followed   carefully. 

If  that  part  of  the  deflecting  lens  which  is  de- 
aigned  to  bend  the  "glare  rays"  down  towards 
tb«  road  U  located  in  the  upper  biJf  of  tbe  le&s^ 
•  "spreading  beam"  must  be  used.  If  located 
o&  tbe  lower  lulfp  a  "crossed  beam"  must  be 
mod. 

If  the  device  i&  made  of  prisma  having  a  unl- 
form  angle  on  both  upper  and  lower  halves  of  the 
device,   A   "straight  beam"   must   be   used. 

Chocking  L&mp   Adjustment. 

To    find    out    whether    the    Ump    Ij    set    for    a 

"spread**  or  "crossed  beam"  pats  a  screen  such 

as   a   piece   of    board    or   paper,   down    in    front   of 

*be  headlamp.     If  the  shadow  caused  by  tbe  screen 

moves  up  at  the 

screen        moves 

down,    the    flta- 

ment       of       the 

lamp      it      in 

front  of  the  fo* 

ral     point     (fig, 

Figu  10.  10>      asd     you 

have   a    "crossed    beam."      If   tbe    shadow    moves 

down    with    the    screen,    tbe    lamp    is    set    for    a 

"sprrading  beam." 

Anothor  method  ta  t4«t  if  light  is  a  crossed 
baam  or  spreading  boam;  let  the  li|?ht  from  the 
headlight  ahjne  on  a  wall  or  screen  10  or  15  feet 
ahead  of  the  lamp.  Then  move  the  lamp  bulb 
back   in   the   reflector. 

If  the  spot  on  the  wall  grows  larger  aa  the 
lamp  bulb  is  moved  tow&rd  the  back  of  the  re- 
flector, the  lamp  Is  adjusted  for  a  foreadlng  beam 
aod  the  fliament  is  back  of  the  focal  point. 

If  the  cpot  on  the  wall  grows  naaller  at  the 
lamp  U  moved  back  towards  the  reflector,  the  ad- 


justment Is  for  a  erocaad  Immii.  and  the  filament 
is   ^ead   of   the   focal   point. 

If  the  filament  is  moved  from  as  fur  back  in 
the  reflector  as  it  will  go,  to  a  point  as  far  ahead 
as  it  will  go>  you  will  find  that  the  spot  of  light 
will  first  grow  smaller  and  then  grow  larger,  us 
the  filament  passes  the  focal  point.  The  point 
where  the  spot  is  smallest  is  the  point  where  the 
filament  is  practically  at  the  focal  point  X,  and 
the   adjustment   is  for   a  straight  beam* 

These  tests  are  of  course,  made  with  plain  lens. 

Focusing  Headlamps  with  Plsun  Lens. 

One  plan  would  be  to  take  car  out  on  a  lavel 
road  at  night  and  set  the  headlamps  so  that  both 
of  them  point  straight  down  tbe  road.  Then  ad- 
just  or  focuB  the  position  of  tho  lamp  in  the  re< 
Hector  until  the  light  covers  a  width  of  about  25 
feet  on  the  road  at  a  point  150  feet  ahead  of  the 
car.  The  headlamps  should  be  tipped  forward 
slightly,  so  aa  to  bring  tho  brightest  part  of  the 
light  on  the  road  at  a  point  about  150  feet  ahead 
of  the   car. 

If  it  is  necessary  to  make  the  adjnttment  on 
the  headlamps  daring  the  daytime  in  a  garage,  or 
some  place  of  that  kind,  set  the  car  so  that  the 
light  will  shine  a^iaarcly  oq  a  wall  or  screen  20 
feet  ahead  of  the  car,  flg.  IB.  Adjust  or  focus 
each  headlamp  separately  until  the  spot  thrown 
by  each  lamp  on  the  wall  Is  about  8  feet  In 
diameter. 


With  both  lamps  throwing  light  on  the  wall, 
adjust  the  headlamps  themselves  so  ^hat  the  dis- 
tance between  the  centers  of  the  two  spots  on  the 
wall  will  be  the  same  as  the  distanco  between  tbe 
centers  of  the  headlamps.  Tip  the  headlamps  for- 
ward so  that  the  centers  of  the  two  spots  on  the 
wall  will  be  about  4  inches  lower  than  tho  cen- 
ters of  tbe  openings  in  the  headlamps.  This  will 
bring  the  upper  cage  of  the  beam  as  low  as  prac- 
tical without   too   much   loss  of  distance. 

Note.  The  above  adjustment  should  only  be 
used  with  plain  glass  in  the  headlamps,  or  with 
diffusing  tenses,  and  may  not  be  correct  where 
deflecting  lenses  are  to  be  used. 

To  Clean  Reflector  and  Lens. 
Do  not  forget  that  dust  or  dirt  on  the  reflector 
or  on   the  glass  lens  may  cut  down  the  light  on 
the  road  by  more  than  half. 

To  dean  refloctor,  nie  a 
very  soft,  clean  cloth  with- 
out using  pressure  and  in  a 
circular  motion.  Never  rob 
a  reflector  with  a  cloth  or 
chamois  skin  which  is  cov- 
ered  with  dust  or  grit.  It 
will  scratch  the  reflector 
and  ruin   it  for  service. 

If  a  reflector  becomes  tar* 
nishod  or  scratched,  take  It 
to  a  silver  plater  and  havs 
it  buffed.  It  cannot  be 
properly  polished  In  any 
other  way. 

To  Glean  tlie  Glass  Lens. 
Absorbent  cotton,   dipped  in  alcohol  and  lightly 
rubbed    in    a    circular    motion    over    the    surfaes 
will  be  found  efficient. 


Aasisted  by  Mr.  Frederick  H.  Ford.  Address  of  Lens  manufacturers:  The  Rosdllghter  Lena,  flg«  72 
and  78,  are  manafactrued  by  0.  A.  Shaler  Co.,  Waupun,  Wiscn.;  The  Warner  Lena  0«..  914  Mich  Ave., 
ChUago:  Macbeth,  by  Macbeth-Evans  Qlass  Co.,  Pittsburg;  Legalite,  by  The  Legatite  Corpn.,  Boston* 
Mass  ;  Bun  Ray,  by  Prlsmoliie  Co.,  Columbus,  Ohio;  Oonaphora,  by  £dw.  A.  Cassidy  Co.,  Msdisoa 
Ave.  and  40th  St..  New  York.     Woodworth   Mfg.  Corp'n.   Niagara  Falls,   N,  Y,   <jQWai   \A^\l\  \^^tk%^. 


DYKE'S  INSTRUCTION  NUMBER  THIRTY^ONE, 


v=^^ 


Fig.  ll^TlM  lOw 
Ur  drip  tm  r** 
(en  era  tor.  Th0  uf«d 
QP  cftrbids  ftliakti 
Ihrough  the  perfora^ 
tioQB  into  (be  base 
^T)  of  th«  genera- 
tor  The  wBter  tAnk 
formi  thp  top  part 
of   th«    generator. 


Gas  Lighting. 

Ftg.  1 — Showing  bow  small  ^  inch  copp«t 
tublbg  and  rubber  toUng  ooimectd  fron 
gonerittor  to  lamps.  Note  the  iit1tb«r  tubing 
cotioectod  from  the  copper  tublo^  to  the 
lamp  drops  in  a  curve.  Thi»  will  place  lb« 
robber  tubing  at  the  lowett  point .  Gaa  exm* 
dense*  aad  turos  to  water  and  th«  water 
cl0K«  tho  pipes  and  gai  tips.  If  thU  mbbar 
tubing  i»  diaconnected  occjiaionally  the  eon* 
deosed  water  will  draio  out. 

It  ii  alwaya  neceiaary  that  the  lina  or 
leadi  from  ihe  gaa  geoeralor  to  the  lampa  bo 
oo  aa  much  of  ao  incline  a«  poEiiblr.  In 
fact,  a  draiocock  could  be  plHced  at  tha  low- 
*  est  point  to  advantage.  The  pipon  to  Ofteh 
lamp  should  be  independent  if  possible. 
Fig,    11 — ExplanAttOB   of   tbo  drip  tjpo   of  CArbido   g«aeTator;     The   Unk    <B) 

betug  tilled   with   water  at    (D)    the  water   saturates   the  cottoo   wick    <B}    ia   tho 

lube    (J)    and   the  vaWo    (F>    being   tiirni'd   ON   it   drops   into   the   screen    tube    (L) 

passing  oot  of  the  holes  at  the  buttorn.  coming  in  contact  with  the  carbide,   fonna 

gas  which  pa^seii  out  at  top  of  generator  through  pipe   (O).     The  unused  carbide 

h€'1d  in  the  cage   is  separated  by   ibe  screen   in  the  bottom   and  the  dust  or  vaed 

carbide    falls    to    the 

bottom   (T)   perfectly 

d  r  y.       Consequently 

the  charge  in  always 

fresh    while    it    last* 

iod    ready    to    light 

or      e^ttlnguish,      and 

cleaning         dimply 

means    emptying    the 

dry  dust  at   the  hot 

torn   and   refilling  the 

cage      with      carbide 

and     the     tank     with 

water.     To    ihut    off 

the     light     turn     the 

ralre    (F)    off.      (P) 

being       a       two-way 

Talve     on     the     side 

(not      lettered)      the 

f^e«     then     contained 

in  the  generator  pas- 

lea   out   of   the   two- 
way    valve    into    the 

air  thus  iosarlng  per- 
fect safety. 


14. — fltetlon^  Ttew  of  tlie  gaa  tank. 


rig.  13 — simple  form 
of  diving  bell  generator 
for  acetyleae  gaa;  called 
tlie  automatic  type. 

When  the  supply  to 
lamps  is  shut  off  the 
pressure  of  gas  in  the 
inner  chamber  drives  the 
water  up  from  the  cal- 
cium carbide. 


Flf.  IS— THi 
AQtonfttt  c 
type    of    gAs 

generator^ 


ELECTfilC  AND  GAS  LIGHTING. 


487 


Opening  Elactxle  Haftdlamps. 


The  "door"  to  tho  hoftdlaap  may  bo  faataod 
on  in  one  of  MTwal  waji.  Thore  may  bo  o  binco 
At  the  top  end  e  lerew  elemp  et  the  bottom  or  the 
hlBfo  mey  be  et  one  ilde  end  the  elemp  et  tho 
other.  If  no  hinge  ihowe,  end  the  '  *door' '  OT«r- 
lope  the  ahell  of  the  heedlemp,  the  "door"  een 
probebly  be  remoTed  by  pronlnf  it  in,  end  efe  tho 
eemo  time  tnming  tt  to  the  loft 


In  Bomo  heedlemp%  tho  gleee  !■  held  in  plieo 
by  e  retaining  ipring.  whieh  ilipa  in  between  the 
heedlemp  ehell  end  the  gleee. 

In  other  heedlempe,  tho  rim  which  holde  tho 
fUea  ii  held  np  egelnet  tho  ehell  by  e  bend  whieh 
flta  OTer  ahonlaera  on  both  rim  end  shell,  end  le 
drewm  up  by  e  screw  et  the  bottom  of  the  heed- 
lemp. 


These  methods  of  dimming  tho  lights  were  for- 
merly used  when  eer  wes  stending.  Most  cers 
are  now  equipped  with  smell  lemps  in  upper  pert 
of  headlemp,  which  ere  only  6  c.  p.,  therefore  the 
methods  described  ere  now  seldom  used. 


Dimming  The  Headliglit  Lamps. 


t 


LIC.HT  wmt 


6  VOLT 


fk;  1 


CIRCUIT 

6V0LT  Lhnn 


LH.M-T   \MlKl 


Fig.  2;  To  dim  by  e  "series"  connection — the 
switch  end  wiring  is  erranged  so  thst  the  parallel 
connections  as  in  fig.  1,  are  cut  out,  and  lichte 
are  connected  so  thet  current  from  the  two  light 
wires  must  flow  through  both  lamps — "serially" 
or  generally  termed,  connected  in  "series."  If 
each  lamp  is  0  toUs  end  there  is  only  a  6  Tolt 
supply — then  each  lamp  will  get  but  8  volts  or 
hslf  its  Toltage;  hence  will  bum  half  as  bright. 

Fig.  4.   Method 


fcvOLT 


FIG 


.6  VOLT 


1      of  increasing  bril- 
i      liancy   of   lamps* 


"'JTITT^ 


^VOUT 


FIG    3 


VOtT/IGE 

Rcoujceo 


There  are  two  generel  principles  for  dimming 
ttghts;  by  "resistence"  (which  causes  loss  of 
current)  cut  into  the  circuit  (fig.  8),  and  by 
throwing  lights  in   "seriee"   connections   (flg.  2). 

Fig.  1.  wo  wiU  eesume  all  light  drenite  are  6 
vOtta  in  the  three  iUustrations.  In  flg.  1,  the  two 
lights  ere  connected  in  parallel — the  terminals  of 
each  light  connect  with  the  nix  volt  circuit. 

A  ''Spot 

Is  e  type  of  lamp,  which  can  be  placed  on  the 
wind-shield,  end  turned  in  eny  direction  by  bend. 
It  ie  else  well  edepted  for  ermy  use. 

Where  e  greet  deel  of  night  driving  is  done  or 
a  cross-country  trip  made,  a  spot  light  is  of  greet 
(onvenience.  It  is  fastened  close  to  the  driver's 
hand  and  can  be  directed  et  any  spot  desired. 

Adjustment  is  for  a  "straight-beam"  with  flle- 

*aas  Lighting — see  page  436. 


when  a  *  'resis- 
tance" type  of 
dimmer  is  used. 

Note,  pert  of 
the  resistance 
wire  is  short  cir- 
cuited by  binding 
as  shown. 
Fig.  4. 

When  German  silTer  wire  or  eomo  other  form  of 
resistance  is  used  for  dimming  Ughte  the  prin- 
ciple is  to  cut  this  reeistence  into  the  line  ee 
shown  in  (flg.  8).  The  lights  will  then  be  dim- 
med according  to  the  emount  or  length  of  wire 
pieced  into  the  circuit. 

A  switch  (S)  can  be  arranged  so  that  by  plac- 
ing point  of  switch  blade  on  WI,  flg.  8,  the 
resistance  is  cut  out.  When  connected  with  wire 
W— it  is  cut  in. 

To  Tary  the  intensity  of  the  headlighte  when 
dimmer  is  in  circuit  (Delco  system,  pege  891), 
is  merely  a  matter  of  shortening  the  path  of  the 
flow  of  current  (the  dimmer  "resistence"  wire) 
— which  cen  be  done  by  tieing  one  coil  together, 
which  will  make  considerable  diiferenee,  flg.  4. 

To  do  this;  it  is  necessary  to  remore  tho  switch. 
Remove  the  four  bolts  passing  through  housing 
at  back  of  switch.  The  housing  will  then  come 
apart.  Remove  No.  1  wire  which  connects  with 
generetor,  before  dismantling  switch.  Otherwise 
e  short  circuit  will  result. 


Ligbt. 

ment  exactly  at  focus  point,  see  flg.  22,  pege  488. 

Spot  lights  ere  prohibited  in  eome  stetee,  and 
in  others  the  law  requires  that  the  light  be  thrown 
on  the  ground,  not  more  then  00,  75  or  100  feet 
elieed  of  car  and  must  not  be  directed  in  the  feces 
of  persons  epproeching. 

Elecric  bulb  is  usually  nitrogen  type  20  or 
32  c.  p. 


There  are  two  typee  of  gas  or  carbide  genera- 
tors in  use:  the  drip  type  and  the  antomaUc  type. 

In  the  "drip"  principle  of  generation,  the 
water  is  usnal^  arranged  to  drip  directly  on 
the  carbide,  and  the  emount  of  ges  formed  is 
regulated  by  a  tap  whieh  allows  more  or  less 
water  to  eome  in  contact  with  carbide.  (Fig.  11.) 

A  modiflcation  ef  this  system,  allows  the  water 
to  drip  down  a  perforated  metal  tube,  surrounded 
with  carbide,  and  thus  the  water  gradually  soaks 
through  the  carbide. 

All  generators  are  now  made  specially  with  a 
view  to  ease  of  detachment,  refilling  or  charg- 
ing, and  cleaning;  this  latter  is  specially  im- 
portant, as  any  neglect  to  clean  out  the  lime  resi- 
due from  the  container  immediately  after  e 
period  of  use  renders  cleaning  a  matter  of  con- 
sidereble   difTiculty. 

Another  important  detail  in  working  a  genera- 
tor is  always  to  obtain  the  best  quality  of  car- 
bide, keep  it  in  a  thoroughly  dry  place,  and 
tightly  eealed  up  to  prevent  deterioration. 

Flg.  18.  The  automatic  type  of  generator;  in 
some  reepects,  is  simpler  and  gives  a  better  reg- 
ulation of  the  gas,  but  it  docs  not  seem  to  be 
etweys  relieble. 


In  brief,  the  working  is  as  follows:  The  car- 
bide is  contained  in  a  bell  or  chamber,  with 
perforated  sides  and  bottom,  to  admit  water  freely. 
This  bell  has  a  suitable  outlet  for  the  gas. 

It  is  supported  inside  an  outer  vessel  or  tank, 
to  hold  the  weter.  Immedietely  the  water  comee 
in  contact  with  the  cerbide  ges  is  generated  end. 
if  the  supply  tap  is  open  this  gas  will  pass  on 
to  the  lamps.  Should  the  tap  be  closed,  the  pres-. 
sure  exerted  by  the  gas  then  sets  inside  the  bell. 
and  drives  the  water  away  from  the  carbide. 

Should  the  generation  of  gas  still  continue 
for  some  time.  It  will  force  its  way  through  the 
water  and  escape  into  the  etmosphere,  through  a 
small  vent  hole,  so  that  no  dangerous  pressure 
can  develop  within  the  generator. 

It  will  be  seen  thst  en  automatic  regulation 
of  the  gas  is  thereby  obtained,  because  immedi- 
ately more  is  being  generated  than  can  be  used; 
the  water  is  driven  away  from  the  carbide,  but 
as  soon  as  there  is  a  demand  for  more  gas  the 
pressure  inside  the  bell  fells  end  water  re-enters. 

The  gas  outlet  pipe  end  cotton  wool  or  horse- 
hair filter,  whence  the  gas  reaches  the  top  or,  to 
which  the  tubes  sre  connected  to  the  lamps  is 
shown  at  (AA). 


*0a8  lighting  is  now  seldom  used,  but  is  explained  for  the  benofit  of  the   reader 


«38 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-ONE, 


A  gas  bag  if  proTided  on  the  gai  outlet  pipe 
inside  the  genentor   to  steady  the  pretiure. 


%\ 


The  modern  method  ii  to  torn  on  and  ligLt  the 
gas   from   the   seat.     This  is  accomplished   bj   a 


The   carbide   container   lifts   right   out   of   the       ^"l^*  ^^  electric  spark,     (see  flg.  20,  page  4ie.) 

Non-Freezing  Solution  for  aas  Otnerators. 

Use  plain  alcohol  in  the  proportion  here  giTon. 
Alcohol  ie  a  fuel,  but  not  explosiTs.  It  wiU,  there- 
fore, probably  give  a  slightly  stronger  gas  than 
waier,  and  for  this  reason  less  will  be  required. 
Do  not  use  glycerine,  as  this  is  an  ezplouTC. 

Percentage  of  alcohol  to  water:  At  18  de- 
grees, 10  per  cent;  at  6  degrees,  20  per  cent;  at 
— 2  degrees,  25  per  cent;  at  — 9  degrees,  80 
per  cent;  at  — 15  degrees,  85  per  cent;  at  — 24 
degrees,  40  per  cent.** 

Oarbide— Used  in  the  Generators. 

The  chemical  formula  for  Acetylene  is  0  H 
(i.  e.,  a  compound  of  carbon  and  hydrogen).  It 
has  a  characteristic  pungent  odor — which  at  once 
gives  evidence  of  any  leakage — and  is  a  poison 
if  inhaled  m  any  quantity. 

Approximately  one  pound  of  good  quality  cal- 
cium carbide,  will  generate  six  cubic  feet  of  acety- 
lene gas.  It  can  readily  be  liquified  or  com- 
pressed but  in  this  state  it  is  highly  exploslTO, 
and  its  use  finds  no  favor  in  this  country.  What 
is  known  as  dissolved  acetylene  however,  ie  safe. 

The  gas  in  a  moist  or  impure  state  attacks 
copper  or  brass,  forming  acetylene  of  copper, 
which  is  exceeding  explosive,  so  much  so  that 
it  will  go  off  by  slight  friction  or  a  blow.  This 
accounts  for  the  small  explosions  that  are  some- 
times   experienced   when    cleaning   a    generator. 


tank    by  unscrewing  the  nuts  (D 

The  tank  is  filled  up  from  the  aperture  (K) 
in  the  plug  of  which  is  a  small  vent  acting  as  a 
safety  valve.  In  this,  as  in  other  forms,  the 
gas  can  be  turned  on  and  off  any  number  of 
times  till  the  carbide  is  all  used  up. 

*Oas  Burners; — Also  called  Gas  Tips. 

The  gas  burner  is  made  up  in  various  styles,  and 
consumes  from  .25  to  1.5  cubic  feet  of  gas  per 
hour.  By  referring  to  figs.  8  and  4,  chart  108, 
the  reader  will  observe  the  construction. 

If  acetylene  gas  was  used  with  an  ordinary  Jet, 
it  would  have  a  yellow  tint,  but  the  oxygen  drawn 
into  the  tip  through  the  large  hole  raises  the  tem- 
perature of  the  -fiame  to  a  point  where  a  white 
blase  is  obtained,  therefore  it  is  necessary  that 
the  smaller  hole  in  the  burner  be  kept  clean. 

If  the  flame  is  jeUow  and  dim  the  above  is 
probably  the  cause,  or  the  pipe  lino  needs  blow- 
ing out,  or  the  generator  needs  cleaning. 

If  the  independent  generator  is  used,  it  is  im- 
portant that  all  parts  be  perfectly  clean  and 
fresh  carbide  added  daily,  using  quantity  required. 

Idghting  the  Gas. 
The   usual    method    for   lighting   the    gas    is    to 
turn   on   the  gas   at   the  generator   or   tank   and 
light  the  gas  at  the  burners  with  a  match. 

tTlie  Pressure  Oas 

This  tank  is  charged  at  the  factory.  When  the 
tank  is  exhausted  it  is  taken  to  the  local  agent 
and  exchanged  for  a  fully  charged  tank. 

The  gas  used  in  the  tank  is  acetylene  gae, 
made  from  carbide — the  same  kind  of  gas  used 
in  a  generator.  Figs.  14  and  14A,  chart  198.  illus- 
trate the  Prestolite  gas  tank.  The  amount  of  gas 
in  the  tank  is  indicated  by  the  pressure  gauge. 
In  this  way  the  motorist  can  tell  the  quantity  of 
gas  in  the  tsnk.  A  key  opens  the  valve  which 
allows  only  a  low  pressure  of  gas  to  feed  the 
lamps. 

The  piping  of  the  gas  from  the  gas  tank  to 
the  lamps  is  Just  the  same  as  used  with  an  in- 
dependent generator. 

The  Prestolite  gas  tank  is  made  in  three  stjles: 
Style  E  which  weighs  23  lbs.;  style  B.  80  lbs., 
and  style  A.  60  lbs. 

The  prsssnre  inside  the  tank  (£)  is  based  on 
a  pressure  of  15  atmospheres  or  about  50  cubic 
fast  of  gas  which  will  supply  gas  for  2,  H-foot 
bnmers    for   60    hours. 

The  tank  should  be  placed  on  the  car  so  that 
It  can  be  easily  removed.  The  running  board  is 
a  convenient  place.     Always  place  tank  top  side 

•P- 

Prestolite  Gas  Tank  Pointers. 
Prsftolite  gauges,  how  to  read  them;  several 
styles  of  gauges  are  used,  some  register  in  at- 
m4>spheres.  some  in  pounds  and  some  in  both, 
(iae  figs.  16,  17.  18,  chart  198).  If  you  wish 
to  determine  the  number  of  pounds  of  pressure  in 
yonr  tank,  reading  from  a  gauge  showing  only 
atmospheric  pressure,  multiply  the  number  of 
almospberes  shown,  by  14.7  which  is  the  number 
of  pounds  to  which  one  atmosphere  is  equal.  The 
rstolt  will  give  you  the  number  of  pounds  of 
pressure  in  your  tank.  All  atmosphere  gauges  are 
mark«d   "ATM." 

Frastolits  tanks  are  charged  to  a  pressure  of 
••A  pounds  (equal  to  approximately  fifteen  at- 
mospiteres)  at  66  degrees  Fahrenheit.  If  the 
temperature  of  a  tank  be  increased  10  to  20  de- 
gress k*.  the  pressure  will  be  raised  25  to  60 
pounils.  ff  the  temperature  be  lowered,  the  pres- 
eur«  will  be  reduced  in  about  the  same  ratio. 
This  amounts  for  the  rapid  fall  in  the  gauge  pres- 
suirt  when  a  tank  is  taken  from  a  warm  garage 
liiifj  the  cold  air  of  the  street.  Change  in  tern- 
lieratiirs  do«s  not  affect  either  the  quantity  or  the 
quality  of  the  gas.  Consequently  when  the  out- 
side ittiiiporaturs  Is  06  degrees  F.  a  properly  filled 


Storage  Tank. 

Prestolite  iank  will  show  a  pressure  of  about  16 
ATM  (atmospheres)  when  using  the  atmospheric 
type  of  gauge,  and  225  pounds  when  using  the 
gauge  reading  in  pounds,  while  the  gauge  show- 
ing both  pounds  and  atmospheres  will  indicate  a 
pressure  of  221  pounds,  or  15  ATM,  with  cor- 
responding variations  according  to  the  outside  set- 
tled temperature,  despite  the  fact  that  the  first 
two  mentioned  gauges  show  a  capacity  of  40  ATM 
and  500  pounds,  respectively. 

Where  to  look  for  leaks:  Note:  rub  soap-suds 
along  the  pipe  lines  and  over  all  Joints  and  con- 
nections. i>o  not  use  a  match,  any  sooner  than 
you  would  use  one  to  hunt  for  a  gae  leak  in 
your  cellar. 

(1)  Union  where  attached  to  tank;  (2)  rub- 
ber hose  connecting  union  with  brass  piping  of 
car;  (8)  Joints  where  rubber  hose  connects  with 
union  and  with  piping  of  car;  (4)  Joints,  T's  or 
crosses  where  piping  branches;  (5)  where  rub- 
ber hose  connects  piping  with  lamps;  (6)  part 
of  lamp  to  which  burners  are  attached:  (7)  any 
point  on  piping  where  there  is  a  liability  of 
chafing. 

Sises  and  capacities  of  Prestollto  tanks:  "A" 
— 22  inches  long,  7^  inches  in  diameter;  con- 
tains 70  cubic  feet  of  gas.  , 

Using  two    %-ft.   burners,    70   hours  lighting 
Using  two    %-ft.   burners,   56  hours  lighting 
Using   two    ^-ft.   burners,   46   hours   lighting 
"B" — 20    inches    long,    6    inches   in    diameter; 
contains  40  cubic  feet  of  gas. 

Using  two    %-ft.   burners,   40   hours  lighting 
Using  two    %-ft.   burners,   82   hours  lighting 
Using  two    ^-ft.   burners,  26   hours  lighting 
«*E** — 10    inches   long,    6    inches    in   diameter; 
contains  80  cubic  feet  of  gas. 

Using  two    ^-ft.   burners,   60  hours   lighting 
Using  two    %-ft.   burners,   80   hours  lighting 

Oil  Ll^hUng. 

Inasmush  as  electricity  for  lighting  is  now  the 
adopted  standard  and  is  almost  universally  used, 
it  is  hardly  worth  while  to  deal  with  the  kerosene 
oil  lamp.  The  oil  lamp  when  used  in  place  of 
electric  liehts,  is  generally  placed  tail  or  rear 
lamp,  to  illuminate  the  license  number  and  as 
required  by  law  for  protection  of  the  fire  de- 
partment. 

The  brmiancT  of  oil  lights  can  bo  improrod  by 
using  a  hard  wick  and  placing  cotton  in  the  bowl 
of  lamp.  Then  use  gasoline  or  half  gnsoline  and 
light  cylinder  oil  instead  of  kerosene. 

•Oas  bornsrs  are  also   eallod  gas  tips — the  average  gaa  tips  consume  one-half  foot  of  gas  per  hour, 
(las  lips  are  made  in  standard  siies  as  follows:      %  foot,  %  foot,  %  foot  and  1  foot. 
'7%#  iiMMh  la  front  of  the  figures  are  "minus"  aigns   or  below   sero.        tSee   page    718    for   further 

tmiMllM   of  M   g»M   tBok 


*aioBauy  to  tbe  Storage  Battery  Uutmctton. 


439 


Thlc  page  !■  proridad  for  rtfaramca.  In  OMa 
raadar  la  not  familiar  with  worda  or  tarma  naad. 

Add.  Aa  naad  in  thla  book  refers  to  anlphorio 
acid  (HSSO4}  the  aetiTa  eomponant  of  the  alee- 
trolyte. 

▲ettro  material.  The  aetiTa  portion  of  the  bat- 
tery platea;  peroxide  of  lead  on  the  poaitiTea  and 
apongy  metaUic  lead  on  the  negatlTaa. 

Altamaitlng  current.  Electric  enrrent  which 
doea  not  flow  in  one  direction  only  (like  direct 
enrrent),  but  rapidly  reTersea  ita  direction  or 
**altematee'*  in  polarity  so  that  it  will  not  charge 
a  battery. 

Ampere.  The  unit  of  measurement  of  the  rate  of 
flow  of  electric  current. 

Ampere  hour.     The  unit  of  measurement  of  the 

Jnantity  of  electric  current.  Thus,  2  amperes 
owing  for   H   hour,  equals  1  ampere  honr. 

Arc  burning.  Making  a  Joint  by  means  of  elec- 
tric current  which  melts  together  the  metal  of 
the  parts  to  be  Joined. 

Battery.  Any  number  of  complete  cells  aa- 
aembled  in  one  case. 

Battery  terminals.  Devices  attached  to  the  posi- 
tive post  of  one  end  cell  and  the  negative  of  the 
other,  by  means  of  which  the  battery  is  connected 
to  the  car  circuit. 

Buckling.  Warping  or  bending  of  the  battery 
plates. 

Burning  strip.  A  convenient  form  of  lead  in 
strips,  for  filling  up  the  Joint  in  making  burned 
connections. 

Case.  The  containing  box,  which  holds  the 
battery  celle. 

OelL  The  battery  unit,  consisting  of  an  element 
complete   with   electrolyte    in  its  Jar  with   cover. 

Oen  connector.  The  metal  link  which  connects 
the  positive  post  of  one  cell  to  the  negative  post 
of  the  adjoining  cell. 

Charge.  Passing  direct  current  through  a  bat- 
tery, in  the  direction  opposite  to  that  of  discharge, 
in  order  to  put  back  the  energy  used  on  discharge. 

Charge  rate.  The  proper  rate  of  current  to  use 
in  charging  a  battery  from  an  outside  source.  It 
is  expressed  in  amperes  and  varies  fpr  different 
sised  cells. 

Corroaion.  The  attack  of  metal  parts  by  acid 
from  the  electrolyte;  it  is  the  result  of  lack  of 
cleanliness. 

Corer.  The  rubber  cover  which  closes  each  in- 
dividual cell;  it  is  flanged  for  sealing  compound, 
to  insure  an  effective  seal. 

Diacharge.  The  flow  of  electric  current  from 
a  battery  through  a  circuit.  The  opposite  of 
* 'charge.  •• 

Electrolyte.  The  fluid  in  a  battery  cell,  con- 
sisting of  specially  pure  sulphuric  acid,  diluted 
with  pure  water. 

Element.  One  positive  group,  and  one  nega- 
tive group    with   separators,   assembled   together. 

Fming  plug.  The  plug  which  flts  in  and  closes 
the  oriflce  of  the  fllling  tube,  in  the  cell  cover. 

Flooding.  Overflowing  through  the  fllling  tube. 
With  the  ''Exide**  automatic  filling  tube,  this  can 
usually  occur  only,  when  a  battery  is  charged 
with  the  filling  plug  out. 

Freahenlng  charge.  A  charge  given  to  a  battery 
which  has  been  standing  idle,  to  insure  that  it  is 
in  a  fully  charged  condition. 

Oaaaing.  The  bubbling  of  the  electrolyte  caused 
by  the  rising  of  gas  set  free  toward  the  end  of 
charge. 

Oenerator  system.  An  equipment  including  a 
generator,  for  automatically  recharging  the  bat- 
tery; in  contradistinction  to  a  straight  storage 
system  where  the  battery  has  to  be  removed  to 
be  recharged. 

Qravlty.  A  contraction  of  the  term  "specific 
gravity,'*  which  means  the  density,  compared  to 
water  as  a  standard. 

Orid.  The  metal  framework  of  a  plate,  sup- 
porting the  active  material,  and  provided  with  a 
lug  for  conducting  the  current  and  for  attach- 
ment   to  the  strap. 

Group.  A  set  of  plates,  either  positive  or  nega- 
tive, Joined  to  a  strap.  Groups  do  not  include 
separators. 


Hold-down  cUpa.  Brackets,  for  the  attachment 
of  bolta,  for  holding  the  battery  securely  in  poai- 
tion  on  the  ear. 

Hydrogen  flame.  A  very  hot  and  clean  flame  of 
hydrogen  gas  and  compressed  air,  used  for  mak* 
ing  burned  connections. 

Hydrogen  generator.  An  apparatus  for  generat- 
ing hydrogen  gas  for  lead  burning. 

Hydrometer.  An  instrument,  for  finding  the 
specific  gravity  of  the  electrolyte. 

Hydrometer  syringe.  A  glass  barrel  enclosing 
a  hydrometer  and  provided  with  a  rubber  bulb. 
for  drawing  up  electrolyte. 

Jar.  The  hard  rubber  container,  holding  the 
element   and   electrolyte. 

Lead  burning.  Making  a  Joint,  by  melting  to- 
gether the  metal  of  the  parts  to  be  Joined. 

Lug.  The  extension  from  the  top  frame  of  each 
plate    connecting  the   plate  to  the  strap. 

Maximum  gravity.  The  highest  specific  gravity 
which  the  electrolyte  will  reach  by  continued 
charging;  indicating  that  no  acid  remains  in  the 
plates. 

Oil  of  vitrioL  Oommercial  name  for  concen- 
trated sulphuric  acid  (1.885  specific  gravity). 
This  is  never  used  in  a  battery  and  would  quickly 
ruin  it. 

Plates.  Metallic  grids,  supporting  active  mate- 
rial. They  are  alternately  positive  (brown)  and 
negative   (gray). 

Polarity.  Electrical  condition.  The  positive 
terminal  of  a  cell  or  battery,  or  the  positive  wire 
of  a  circuit,  la  said  to  have  poaitlve  polarity;  the 
negative;  negative  polarity. 

Post.  The  portion  of  the  strap  extending 
through  the  cell  cover,  by  means  of  which  con- 
nection is  made  to  the  adjoining  cell,  or  to  the 
car  circuit. 

Bectlfler.  Apparatus  for  converting  alternat- 
ing current,   into  direct  current. 

Resistance.  Material  (usually  lamps  or  wire) 
of  low  conductivity,  inserted  in  a  circuit  to  retard 
the  flow  of  current.  By  varying  the  resistance. 
the  amount  of  current  can  be  regulated. 

Bubber  sheets.  Thin,  perforated  hard  rubber 
sheets,  used  in  combination  with  the  wood  separa- 
tors in  some  types  of  batteries.  They  are  placed 
between  the  grooved  side  of  the  wood  separatora, 
and  the  positive  plate. 

Sealing  compound.'  The  acid  proof  compound, 
used  to  seal  the  cover  to  the  Jar. 

Sealing  nut.  The  notched  round  nut,  which 
screws  on  the  post  and  clamps  the  cell  cover. 

Sediment.  Active  material  which  gradually 
falls  from  the  plates,  and  accumulates  in  the  apace 
below  the  plates,  provided  for  that  purpose. 

Separators.  Sheets  of  grooved  wood,  specially 
treated,  inserted  between  the  positive  and  nega- 
tive plates  to  keep  them  out  of  contact 

Short  dreuit.  A  metallic  connection  between 
the  positive  and  negative  plates  within  a  eell. 
The  plates  may  be  in  actual  contact  or  material 
may  lodge  and  bridge  across.  If  the  separators 
are  in  good  condition,  a  short  circuit  la  unlikely 
to  occur. 

Spacers.  Wood  strips,  used  in  some  types  to 
separate  the  cells  in  the  case,  and  divided  to 
provide  a  space  for  the  tie  bolts. 

Speciflc  gravity.  The  density  of  the  electrolyte 
compared  to  water  as  a  standard,  (aee  page  686 
for  sp.  gr.  of  water) .  Often  abbreviated  aa  ''grav- 
ity'* or  ''sp.  gr.**  or  ''S.  G.** 

Starvation.  The  reault  of  giving  insufficient 
charge,  in  relation  to  the  amount  of  discharge. 
resulting  in  poor  service  and   injury  to  battery. 

Strap.  The  leaden  casting  to  which  the  plates 
of  a  group  are  joined. 

Sulphated.  The  condition  of  plates  having  an 
abnormal  anlount  of  lead  sulphate,  caused  by 
"starvation"  or  by  allowing  battery  to  remain 
discharged. 

Tie  bolts.  Bolts  which,  in  some  types,  extend 
through  the  battery  case  between  the  cells,  and 
clamp  the  jars  in  position. 

Top  nut.  The  hexagon  nut  which,  in  batteries 
with  bolted  connections,  screws  on  the  post,  and 
holds  the  connectors  and  sealing  nut  in   place. 


*See  page  458  for  Storage  Battery  Trouble  and  page  577  Digest  of  Troubles. 


>YKB'S  INSTBUCTION  NUMBER  THIRTY-TWO 


fig.   1. — BQctlonU  View  slii>wlitg  loeiktlon  of  tlie 
'     of  A  Storting  aad  Uglitixig  itoraga  btttenr. 


The  conBtmction  of  a  storage  battery  ia  ex- 
plained in  the  text  following.  In  this  chart  the 
{»arta  of  a  storage  batterj  are  illustrated^  also 
the  two  types  of  plates,  the  pasted  plate,  called 
FMtrt  type,  tg.  2,  and  the  Planta  type,  Ag.  4. 
Tlia  Faure  type  is  the  plate  generally  used. 

There  are  more  negative  plates  than  positive 
I  plAtee,  for  instance^  one  type  of  a  starting  and 
lighting  battery  would  have  to  each  cell,  16 
plates;  7  pOEtitive  and  S  negative.  The  alxe  of 
the  plates  determine  the  amperage  output  of 
battery. 

I  ^The  voltage  of  a  storage  battery  is  deter- 
I  mined  by  the  number  of  cells,  each  cell  gires, 

en  open  circuit — from  2,1  to  2.2  volts  when 
I  ehaiged,  no  matter  how  many  plates  or  the  ^ze 
I  of  the  plates.     If  there  are  3  ceHs  to  a  battery, 

then  the  voltage  wonid  be  6.6  volts. 

On  a  discharge — a  charged  battery  will  give 
S  Tolte  per  cell. 


Fig.  2. — ^FQsitlTfl  plat«. 
Fanxt  ps^tfld  typo.  The 
color  of  the  poaitiTe  pint© 
ii  d»rk  chocolate  color. 


Fig.     S.— lf«gmUv* 

Ffture  paft«d  t7P«* 
color  of  thci  negfttirft  1 
li  gr^j.  Note  th«  pl4 
•'gHaded"  io  It  wilJ  « 
Xhf   piste. 


Fig.  4.— Tht  Flaato  tj^  of  ptaU:  thii 
phit«  differt  from  Iht  Fftuxe  or  grid  type 
M  tbown  la  Agm,  3  «iid  S.  On  the  W^arm 
tbs  lead  plates  are  eatt  with  gridt  or 
opeoinffi  to  takt  the  paiie.  The  Plaaie 
plate  ii  more  fliiely  eabdiTlded  and  haa 
a  apongy  appearance  (aeldom  aied),  lea 
page  445. 


Tig.  6.  Storage  battery  detlgned  for  Ugbtiog  and  ignition. 
Amperage  dia charge  seldom  over  20  ani(»eri*s.  Therufarfl  con 
nectorf  are  light,  Thif*  battery  U  osually  charged  from  an 
outside  aource  and   capacity   in  from    80  to    160  ampero  hourK. 

Fig.  6A.  Storage  battery  designed  for  ligbttng*  Ignition 
and  atartlng  motor,      U*ually  90  to    120  ftovjiere  hour  capacity. 

^,     ..,  .^ .    ..  .  .  1     from     engine    chari^fK     Imttery.       The 

COT  I   h   h(»avier   however,    na    the   clischarv^ 

win  J    motor    fonttitimew    mnn    as    high    aa 

4SU     ruiiiier*'^  ;     n     i  n'Tnt'Tnioim    avertciad. 


Fig*  5A.    Storage  Ualtery  detigi»ed  for  atari- 
intt  tnotori  lightUig  and  Ictillioti. 


i 


CHART  201— The  Storage  Battery.    Plates;  Fattre  and  Plante  t^rpes. 

See  alto.  pac«  ^^3  Withcrbcc    tiatterv 

V.,v  York. 


Cksrtt  J 99  Aiid  200  omiftert  by 
/rf,vr^^*>   Buttery  Ctr      ^ -/ f    W     f 


error 


maoulaetiiired    by    WUhei 


i 


STORAGE  BATTERIES. 


441 


INSTRUCTION  No.  32. 

THE  STORAGE  BATTERY:  General  Description,  Size  Battery 
to  Use.  Construction  and  Action.  Electrolyte.  Testing 
Battery.  Hydrometer  and  its  Use.  When  a  Battery  Needs 
Charging.  Testing  with  a  Voltmeter.  Care  of  a  Battery. 
Specific  Gravity.      Freezing  Temperatures.     Baume  Scale. 

General  DeeerlirtioiL 


Storage  batteries  are  described  as  being 
deyieea  for  storing  electrieal^  energy,  whieh 
may  be  need  for  various  purposes.  They  do 
not  store  the  eurrent  however,  but  gener- 
ate electricity  chemically  as  will  1t>e  ex- 
plained further  on. 

Storage  batteries  are  also  called  "aceom- 
ulators."  They  are  also  called  "second- 
ary" batteries. 

The  storage  battery  is  used  on  automobiles 
for  starting,  ignition,  lighting,  operating 
the  electric  horn  and  various  other  purposes. 
The  storage  battery  is  used  for  starting 
the  gasoline  engine,  by  supplying  current  to 
an  ^ectric  motor  which  revolves  the  crank 
shaft  of  engine.  It  is  also  used  to  operate 
an  electric  motor,  which,  in  turn,  propels 
an  electric  vehicle. 

The  storage  battery  used  on  electric  yelil- 
dea  consists  of  about  42  ceUs.  The  volt- 
age of  each  cell  is  two  volts,  therefore  42 
cells  would  give  84  volts  pressure.  The  sub- 
ject of  electric  vehicles  is  treated  separ- 
ately. 


Ignition  battery:  The  ignition  storage 
battery  is  smaller  than  the  lighting  bat- 
tery. The  plates  of  the  lighting  battery  are 
heavier  and  there  are  more  of  them.  The 
average  amperage  of  an  ignition  battery, 
is  60  ampere  hours  and  voltage  is  usually 
six. 

Lighting  and  Ignition  battery:  The  am- 
perage is  from  80  to  160  ampore-hour  cap- 
acity, and  voltage  is  usually  six  volts;  some 
times  12,  16,  18  or  24.   See  page  440. 

There  are  usually  three  cells  to  the  igni- 
tion and  lighting  battery,  each  cell  giving 
two  volts.  These  cells  are  placed  in  battery 
boxes,  fig.  29,  chart  203. 

Starting  batteries  are  similar  in  every  re- 
spect to  a  lighting  battery,  except  that  the 
terminals  are  much  larger  in  order  to 
carry  the  extra  heavy  flow  of  current,  as 
will  be  explained  further  on  and  page  440. 

The  starting  batteries  are  furnished  for 
6,  12,  16,  18  and  24  volt  systems,  although 
the  tendency  at  present  favors  the  6  and 
12  volt  size  on  the  majority  of  cars. 


Meaning  of  Amperes  and  Volta. 


The  meaning  of  amperes  and  volts  is  ex- 
plained on  page  207.  The  standard  meas- 
ure of  the  energy  put  into  a  battery  is  in 
terms  of  ampere-hours. 

The  capacity  of  a  battery  la  measured  in 
ampere  hours.  The  volume  of  current  flow 
is  measured  in  amperes.  A  current  of  one 
ampere,  flowing  for  one  hour,  is  the  unit 
by  which  capacity  is  measured,  and  is 
called  ampere-hour. 

Ampere  is  the  unit  of  quantity,  like  a 
"gallon"  of  water.  Volt  is  the  unit  of 
pressure,  like  "pounds."  (See  pages  207 
and  208. 

The  ampere-hours  obtainable  from  a  bat- 
tery depends  upon  the  amount  of  current 
consumed  by  the  ignition,  starting  or  light- 
ing system  and  the  capacity  or  quantity  of 
electricity  the  battery  is  made  to  deliver. 
Lowering  the  consumption  and  increasing 
the  capacity  of  the  battery,  increases  the 
ampere-hour  capacity.  The  capacity  of  a 
battery     is    independent    of    its    electrical 


pressure.  Thus,  a  flow  of  10  amperes, 
maintained  for  8  hours,  amounts  to  80  am- 
pere-hours. 

*The  ampere-hour  capacity  of  a  battery 
as  stated,  Is  dependent  upon  the  rate  of 
discharge.  The  lower  the  rate,  the  greater 
will  be  the  capacity.  The  same  battery  that 
has  a  capacity  of  100  ampere-hours,  at  the 
10  ampere  discharge  rate  per  hour,  ^1  have 
a  capacity  in  excess  of  100  ampere-hours 
if  discharged  at  a  lower  rate,  say  of  &  am- 
peres per  hour. 

An  example:  A  certain  battery  will 
develop  the  following  ampere-hour  capacities 
at  the  indicated  rates: 

50.4  ampere  houri  et  3  ampere  diocharge  rate 
for    16.8    hours. 

42.5  ampere  houra  at  5  ampere  diicharge  rate 
for   8.5  hours. 

86.  ampere  hours  at  7%  ampere  discharge  rale 
for  4.8  hours. 

80.  ampere  hours  at  10  ampere  discharge  rate 
for  8.0  hours. 


Ifotiee — See  Instruction  29.  page  428,  for  Removal  of  Battery  when  used  with  a  generator  on  a  car. 
*See  pages  827  and  427. 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO. 


IZ90     (30  2  aS37  r2s6    i300      »e9^  1296   ^205     t2»«    1292 


®  <<&•  *r:^       5       ^ 

rSM     t2»«     i2M  ^1  «•* 


rbii  niuitrRtioii   ti   uBed,   to   ihow   th«  parts  of  ft  xnodera  etartiog  tod  lighting  buttery. 
{  roodclii  B^24.  B>25»  B*d7,  B-54  and  B-SS  emri  utit  th«  above  tjrpei  s&d  make. 
I  KamoB  of  Parts, 

boi    Lq  whieb  etlU  are   placed, 
plite  group    (1  group  ptr  cell), 
plato  group    (1  ffroap  per  ceU|, 
Up»r«t(>r.      Placed     betwe<»ii     -|-     aad 

ritll    Qtilog-     la    which    platei    are 

Food    ipacer.     Placed    between    cetla 

IKid  spacer.     PUced  between  celli. 
fi,     Sams  at  1344.  only  larger  aiie. 
lug  ffA'Icet.      Ui^  to  priiveat  leakage. 
Ur  Jar  <?o¥cr, 
^lug.     Through    which    electrolyt*    ii 

I  fonnector.     Jolaa   +   of  one  cell  to 

lotlier. 

ir,     It«moved  only  to  take  out  platei. 

\  plate  group  (1  gronp  per  ceU). 

\  platn  tfroup   (1  rroop  per  c«U). 


l4l9^Cotnplet«  cclL     Three  uaed  in  ©  volt  bfttinT- 

1423 — Through  bolL     Uaed  to  clafDp  celU  in  r»a«, 

1261 — Filling  plug  ga»ket.      Used  to  prevent  leak»c«. 

1261 — ^Filling  plug.     Remove  to  put  io  electrolyte. 

12«0 — AUoy   waaher.     For  negative  terminaii. 

1302 — Negative  termmal  nut.  To  faaten  ( — )  lead 
vrirea. 

2887 — AUoy  aealing  nat.  Put  over  termiaali  to  pre- 
vent leakage. 

1288 — Alloy   waiher    for   potitire   termiaali, 

laoo^Pofiitive  terminal  nat.  To  fasten  (  +  )  Ua4 
wire*. 

2895 — Gnaket  for  terminala.  One  uaed  under  taei 
scaling  nut. 

1398 — Sealing  nut   for  negative   terminali* 

I29& — Sealing   nut   for   positive   terminals, 

1294 — ^Gasket    for    oegattye    terminaU, 

1292 — Gaaket    for    positive    terminals. 

1059 — Hold  down  clip.  Used  to  hold  case  aecurely. 
882— Hold  down  clip,  same  as  above. 


An  eUmeDt  consists  of  a  complete  set  of  plates  (2657  and  3669> 
burned  together  on  strap,  and  wood  and  rubber  separators;  for  a  aisfle 
celt.  Positive  plates  (2657),  are  brown;  negative  plates  (2669)  are 
gray  in  color.  Tlierc  are  7  positive  plates,  which  fit  between  the  9 
negative  plates,  as  shown  in  fig.  1  above. 

Both  the  positive  and  Begatlve  plates  are  attached  to  wliat  li  tevaM 
the  "posltire  or  negative  strap."  In  this  particular  battery;  aa  an 
example;  there  are  7  positive  and  8  negative  plates.  Notice  how  Ibe 
plates  are    interpoied,   or  alternately  pUced,  in  og.  20. 

If  the  battery  is  a  large  one  aod  tbe  discharge  li  beaTj,  such  aa  for 
a  starting  motor,  then  these  straps,  cooo&clora.  lugs  and  terminals,  must 
be  very  large  or  heaV7,  in  order  to  carry  the  quantity  of  current  neeea* 
jiary  to  do  the  work    without  heating. 

There  may  be  13  or  15  plates  to  a  lighting  battery;  6  positive  a&d 
7  negative,  or  7  positive  and  S  negative — in  fact  this  varies  with  difTer* 
cat  manufacturers. 

rig.   20.— An  exac£«rated   dxawinf  ebawtiig  three   hard   rubber   cetla 
with  three  positive  and  fonr  negative  plates  in  each  cell     The  eleteebla 
^^f^  rnKhfff  i»r     and  are  called    "cells."     The    cells    arc    then    placed    in    a    wooden  box. 
,,  ird.   and   it  is   then  termed  a   "battery/* 

i  ■  am  placed  at  one  end   and   all   of   the   negative   plates   art   placed   at   tbe 

^  r   separators,   are  placed  between  a  negative  plate  and  a  positive  plats. 

i  are  immersed  in  a  solution  of  sulphurie  acid  mixed  with  water,  called  electrolyte.  Eaeb 
II  Iwo  volU  pressure,  no  matter  how  large  or  ^ow  small  It  may  be.  The  quaulity  or  an 
|s,    hinvevnr,    is    governed    by    the    aise  and  number  of  plates. 

JksiI  liifs  rN  and  V)  are  attached  to  the  lead  bar  connecting  the  plate^  they  are  barat  Oft; 
(pr  Xtf  an  vlf^rtric  weld, 


$^An$mblf  oi  a  Modtrm  Storage  Battenr. 


STORAGE  BATTBRIBS. 


MS 


^Storage  battery  voltage:  A  three-eell  bat- 
teiy  gives  six  volts,  no  matter  what  the  size 
of  the  eell  may  be.  The  length  of  time  it  will 
maintain  a  certain  eurrent  output,  depends  on 
the  capacity,  or  electrical  size  of  a  battery;  an 
ordinary  jump  spark  coil  requires  about  one  am- 
pere per  hour,  therefore  a  60-ampere  hour  bat- 
tery would  operate  for  approximately  60  hours, 
as  the  discharge  rate  would  be  very  low. 

If  we  were  to  charge  such  a  cell  we  would 
find  that,  regardless  of  the  number  of  plates,  the 
cell  would  exert  on  discharge  an  average  pres- 
sure of  2  volts — that  is;  unless  the  imposed  load 
in  amx>eres  was  too  heavy  for  thjs  size  of  cell. 
At  the  beginning  of  discharge  the  pressure 
would  be  a  little  above  2  volts,  and  with  the 
progress  of  discharge  would  gradually,  fall  off 


to  a  little  below  2  volts.  So  would  the  pressure 
of  compressed  air  in  a  tank  die  down  if  you 
were  to  draw  off  some  of  the  air. 

aince  the  nominal  voltage  of  a  stoxige  bat- 
tery is  2  volts  per  cell,  you  can  readily  see  that 
to  make  a  6  volt  battery,  we  connect  3  cells 
''in  series."  And  to  make  a  12  volt  battery, 
we  connect  6  cells  "in  series,"  which  means 
that  we  join  the  positive  post  strap  of  one  cell 
to  the  negative  post  strap  of  the  next  cell  by 
means  of  a  ' '  link. ' '  This  leaves  one  post  in  each 
of  the  two  end  cells.  To  these  we  fasten  the 
terminal  links  of  the  battery,  one  positive,  the 
other  negative,  for  making  bolted  connections 
with  the  two  cables  or  "leads"  (pronounced 
*  Meeds")  through  which  the  battery  receives 
and  delivers  energy. 


How  to  Determine  the  Proper  Size  of  Battery. 


The  first  step  in  determining  the  proper  size 
of  battery  for  "lighting  duty,"  is  to  decide 
spon  the  voltage  of  the  lamps.  Tungsten  lamps, 
which  consume  about  one  third  the  current  re- 
quired by  carbon  lamps,  should  invariably  be 
need.  Table  in  chart  205-D  shows  the  number 
of  hours  the  various  batteries  will  bum  differ- 
ent lamp  candle-powers,  continuously  on  one 
eharge.  These  values  are  calculated  for  tung- 
sten filament  lamps  and  are  not  applicable  for 
earbon  filament  lamps. 

The  second  step  is  to  determine  the  amount 
of  current  that  the  battery  will  be  required 
to  deliver.     Do   this  by  ascertaining  first,  the 


number  of  lamps  to  be  used,  the  voltage  of 
each,  and  then  determine  the  quantity  of  cur- 
rent each  will  take,  then  add  the  total,  which 
will  give  the  total  amperage  required. 

In  some  cases  not  all  the  lamps  will  be  oper- 
ated at  the  same  time  and  this  should  be  taken 
into  consideration.  Allowance  should  also  be 
made  for  any  other  current  consuming  devices 
that  may  be  used. 

Knowing    the    amount    of    current    that    the 
battery   will    be    required    to   deliver,   you    can . 
select  a  battery  of  the  proper  capacity  by  re- 
ferring to  chart  205D. 


How  to  Determine  the  Number  of  Cells  and  Plates  to  a  Cell, 
by  the  Number  on  Battery. 


In  the  list  of  the  XT.  8.  L.  battery  for  instance,  the 
int  letter  stands  for  a  certain  general  type  or  con- 
stmetion.  For  example  in  type  0-607.  the  letter  "0** 
iadieates  the  use  of  "0"  plates.  "O"  jars,  *'0*' 
eoT«n,  ete.  The  last  two  flfiirea,  signify  the  nimiber 
of  plates  per  eell.  and  the  first  fifnire,  signifies  the 
BQiiiDer  of  cells  in  the  battery.  Thus,  battery  type 
0-e07  has  6  cells  of  7  plates  each;  type  A-317  has  3 
sens  of  17  platee  each.  The  sufllx.  or  right  hand 
letter,  indicates  a  particular  assembly  or  arrangement 
of  the  jars  in  the  battery  box.  For  example,  the  letter 
**B*'  in  type  C-607-B  indicates  that  the  6  jars  are 
assembled  side  by  side  in  the  battery  box. 


Ezide:  starting,  lighting  and  ignition  batteries: 
Take,  for  instance,  the  8-XO-18-1  battery.  The  first 
namber  '*3'*  signifies  the  battery  is  made  up  of  three 
cells:  the  letters  "XO"  signify  that  the  platee.  separa- 
tors, jars,  covers,  etc.,  which  go  to  make  up  the  bat- 
tery, are  of  the  type  known  as  *'X0:"  the  namber 
"13**  signifies  that  there  are  thirteen  plates  in  each 
cell;  the  figure.  *'!'*  signifies  that  the  cells  are  assem- 
bled in  the  wood  case  side  to  side,  this  being  known 
as  No.  1  assembly.  When  the  cells  are  assembled  end 
to  end  the  assembly  is  known  as  No.  2.  The  lame 
method  of  designation  is  followed  out  in  the  LX  and 
SX  batteries,  also  listed  in  the  table  of  "Exide** 
batteries. 


Cell  assembly:     The  cells  can  bo  assembled 
■idewise,  or  endwise;  as  shown  in  chart  203. 


0  <>  <^  -T' 


Fig.  1.  A  6  cell.  12  volt  battery  using  12  volt  lights. 
ng.  2.  A  6  cell,  12  volt  battery  using  G  volt  lights. 
Note  the  "neutral**  link  in  the  center. 


Oonstruction. 

Cells  in  case:  The  cells  are  placed  in  a 
sturdy  wood  case  fitted  with  lead  coated,  acid- 
resisting  handles  and  the  whole  outfit  covered 
with  acid  proof  paint.  On  all  sides  of  each 
cell  is  a  packing  of  sealing  compound — a  pitch- 
like substance  to  support  the  jars  evenly  and  to 
exclude  acid  or  water,  which  may  carelessly  be 
slopped  over  the  battery  and  which  would  even- 
tually ruin  it. 


Cell  connections:  All  cells  are  connected  in 
series,  as  shown  in  figs.  1  and  2.  It  is  possible 
however,  to  connect  the  cells  so  that  lower  volt- 
age lamps  can  be  used  on  a  higher  voltage  bat- 
tery. This  is  explained  above  and  in  chart  205-C. 
It  is  important  to  note  that  in  using  a  battery 
with  a  "neutral"  connection  the  load  ought  to 
be  divided  equally,  see  chart  205-C. 


*8ee  page  440. 


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DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO. 


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ri -TERM IN Ai Huts    l^'C^8LE  PLUGS        1 5 'VENT 


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r-TERHtNfrL 
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Fig.    lO 
6Volt  AMcmbtFD 
Side  Assembled 


Fig.    13 
13  Vo!t  Ammbi?  A 

End  As^mbled— 2  Rowa 


Fig.    a4 
II  Volt  AiMmblTB 


Fig.    SS 
16  Volt  AMcmbly  B 


Side  Ascmbled— 1  Row 
riGlb    16  Volt  Ama^oA^t  B 


End  Assemble— 3  Ro^^ 
F  iG.l?     1 8  Volt  Aaiembly  A 


SIS  IS 


Arrows  show 
Direction  of 
Current  Flow 
From  Cell  to 
Cell  during 
Discharge. 


I^Tg%3-g#3^l 


FIG  29 

WOOO  BATTERV  BOK 


CfBABTNO.  208—Farta  Of  A  Storage  Batterj  OtfL    n»w  the  Cells  are  AiBemliled  "Bide  by 
Side"  Mlao  Endwiae;  in  Single,  Doable  and  Tbxee  iMrwm.  tvv%  \3.  c&.  l.  m  an  tzaBpU. 


STORAGE  BATTERIES. 


445 


Lead  burned  joints.    The  way  lead  parts 
ere  fastened  together,  for  example;  where 

Stes  and  links  are  jointed  to  post  straps 
e  fig.  17  and  6,  chart  203)  is  by  "lead 
burning."  A  hydrogen  gas  flame  is  played 
apon  each  junction  and  fuses  the  parts  into 
one  solidlv  united  piece  (sec  also,  pages  4-71, 
726). 

Cells. 
A  jar  with  parts  installed,  is  called  a  cell. 
A  7  plate  cell  includes  4  negative  and  3 
positive  plates;  a  9  plate  cell  has  6  nega- 
tives and  4  positive  and  so  on. 

Parts  of  a  cell:  Jar  itself,  see  fig.  1, 
chart  203,  is  made  of  hard  rubber  with 
bridges  at  the  bottom.  The  element  or 
plates  rest  on  these  bridges.  If  some  of 
the  paste  falls  from  the  plates,  which  is 
termed  sediment,  it  will  not  short  circuit 
the  plates,  that  is,  connect  from  one  to  the 
other,  unless  the  sediment  is  allowed^^  ac- 
cumulate to  such  an  extent  that  it  touches 
the  plates. 

The  other  parts  of  a  cell  are  the  plates, 
with  wood  separators,  connection  links, 
terminal  link,  nuts,  vent  caps,  cover,  etc. — 
see  charts  203  and  202. 

There  is  one  group  of  positive  plates  and 
one  group  of  negative  plates,  to  each  celL 
The  positive  group  is  shown  in  fig.  16, 
chart  203  and  the  negative  group,  fig.  17. 
The  two  groups  are  interleaved  with  sep- 
arators. 

Cell  Assembly. 
tPlates:  There  are  two  kinds  of  plates; 
the  Faure-type  and  the  Plante-type.  The 
Faure-type  is  the  pasted  type  and  is  the 
plate  in  general  use.  The  Plante-type,  fig. 
4,  chart  201  is  obsolete.  Therefore  we  shall 
deal  with  the  modem  type  only. 

The  plates  are  different  in  color,  the  posi- 
tive (lead  oxide)  being  a  deep  chocolate 
color  and  the  negative  a  gray  (pure  lead). 
The  plates  are  pasted  and  formed  in 
groups  as  will  be  explained.  See  figs.  6 
and  6,  chart  203 A  for  a  positive  and  a 
negative  plate  of  the  Exide  make. 

Orid:  A  grid  made  of  a  stiff  lead  alloy 
supports  the  active  material  pasted  in  be- 
tween the  slots  in  the  form  of  a  series  of 
vertical  strips,  held  between  the  grid  bars 
and  locked  in  place  by  horizontal  surface 
ribs,  staggered  on  the  opposite  sides.  Fig. 
3,  chart  203 A,  shows  a  section  through  the 
horizontal  ribs  and  makes  clear  their  stag- 
gered relation. 

Material:  After  the  grids  are  cast  they 
are  "pasted''  with  oxides  of  lead,  made 
into  a  tpaste  of  special  composition  which 
sets  in  drying  like  cement.  The  plates  then 
go  through  an  electro-chemical  process 
called  "forming  the  plates,"  which  con- 
verts the  material  of  the  positives  into 
brown  ^peroxide  of  lead,  and  that  of  the 
negatives  into  gray,  spongy  lead.  Fig.  5 
(chart  203-A)  shows  the  finished  positive 
plate  and  fig.  6  the  negative. 

Lnga:  Both  the  positive  and  negative 
plates  are  provided  with  an  extension  or 
"lug,"  and  they  are  so  assembled  that  all 
the  positive  lugs  come  at  one  side  of  the 
jar   and  all  the  negative  lugs  at  the  other, 


thus  enabling  each  set  to  be  burned  to- 
gether with  a  connecting  strap  giving  one 
positive  and  one  negative  pole.  The  burn- 
ing is  done  by  a  hydrogen  flame,  which  melts 
the  metal  of  both  lugs  and  strap,  into  an 
integral  union. 

Group:  A  set  of  plates  burned  to  a  strap 
is  known  as  a  "group"  (fig.  7,  chart  20 3A), 
either  positive  or  negative.  Figs.  16  and  17 
chart  203,  also  shows  a  positive  and  a  nega- 
tive group.  The  two  groups  are  interleaved 
with  separators  between  them  and  the  as- 
sembled group,  ^g,  19,  is  called  the  com- 
plete element. 

Straps:  The  straps  (fig.  7)  are  made  of 
a  hard  lead  alloy  and  are  provided  with 
posts  to  which  the  cell  connections  are 
made. 

Separators:  When  the  positive  and  nega- 
tive groups  are  assembled  together,  the 
adjoining  plates  are  insulated,  or  kept  out 
of  contact  by  means  of  wood  separators 
ribbed  side  against  the  positive.  The  sep- 
arators (fig.  8)  are  made  of  tough  wood 
particularly  adapted  for  the  purpose  and 
given  a  special  treatment  to  remove  harm- 
ful substances. 

Element:  A  positive  and  a  negative 
group  together  with  the  separators  consti- 
tute an  "element"  as  explained  above. 
See  fig.  19,  chart  203  and  fig.  9,  chart  208 A. 

Electrolyte:  The  fluid,  known  as  "elee- 
trolyte"  is  dilute  sulphuric  acid.  The  ele- 
ment is  placed  in  the  jar  with  the  electro- 
lyte. 

Jar:  The  cell  container  is  a  rubber  jar 
of  special  composition  which  will  withstand 
the  vibration  of  the  car  and  any  ordinary 
handling  without  breakage.  The  plates  rest 
on  stiff  ribs  or  bridges  in  the  bottom  of  the 
jar  (fig.  1)  allowing  space  for  the  gradual 
accumulation  of  "sediment." 

Cover:  The  jar  cover  and  method  of  seal- 
ing and  venting  is  very  important.  The 
cover  on  the  "Exide"  battery  is  flanged  in 
such  a  way  as  to  give  a  more  perfect  seal 
to  the  jar  than  the  old  flat  type  of  cover^ 
and  each  cell  is  a  separate  sealed  unit. 

Vent:  From  the  illustration  (fig.  10, 
chart  20 3 A)  of  the  vent  and  filling  plug, 
it  will  be  seen  that  they  provide  both  a 
vented  stopper  (vents  F;  G,  H)  and  an  au- 
tomatic device  for  the  prevention  of  over- 
filling and  flooding. 

Case:  The  case  in  which  the  cells  are 
asembled  into  a  battery,  is  built  of  hard 
wood,  thoroughly  coated  with  acid  proof 
paint,  see  fig.  2. 

Hold-down  clips:  It  is  absolutely  essen- 
tial that  the  battery  be  securely  held  in 
position  on  the  ear,  and  for  this  purpose 
brackets  which  fit  on  the  case  are  used. 
The  battery  is  made  fast  to  the  car  by 
means  of  bolts  engaging  the  hold-down 
clips,  (see  1059,  chart  202). 

Terminals:  The  positive  .texmlnal  is 
marked  (-f)  and  can  always  be  determined 
by  the  dark  color.  The  negative  terminal 
is  a  light  gray  color  and  is  marked 
thus   (— ). 


*Ozide  of  lead  is  1  part  oxygen  and  1  part  lead.    Peroxide  of  lead  ii  2  p%T\%  qxi««u  %xi\  \  yvx\.\%*,^. 
iB—  foot  note  ptigea  446,  447. 


STORAGE  BATTERIES. 


447 


Fonning 
This  is  a  subject  which  coneema  the 
manufactiirer,  but  we  will  give  a  brief 
outline  of  how  the  plates  are  formed  after 
assembling.  Different  manufacturera  use 
different   processes. 

*When  the  elements  are  plaeed  in  the  jar, 
and  immersed  in  1300  sp.  gr.  electrolyte, 
thej  are  "formed"  by  passing  an  electric 
current  (direct  only)  at  a  very  low  rate 
for  a  long  period  of  time. 


the  nates. 

Another  method  of  fonning  is  to  leave 
battery  stand  for  24  hours,  then  start  charg- 
ing at  1/18  of  the  capacity  and  charge  eon* 
tinuously  for   160   hours. 

The  plates  go  through  what  is  called  an 
electro  chemicid  process  that  converts  the 
paste  on  the  positive  plate  into  '^'^brown  per- 
oxide of  lead,  and  the  paste  on  the  nega- 
tive plate    into  gray    spongy  lead. 


Action  of  a  Storage  Battery  when  Charging  and  Discharging. 


When  charging  a  battery  the  electricity 
is  not  being  stored,  as  thought  by  some,  or 
as  the  name  would  imply.  The  action  is 
purely  chemical,  and  the  current  given  off 
is  generated  by  chemical  action. 

General:  A  storage  battery  consists  of 
one  or  more  cells.  A  cell  consists  essen- 
tially of  positive  and  negative  plates  im- 
mersed in  an  electrolyte. 

Simplified  meaning  of  specific  gravity: 
The  electrolyte  of  the  cell  consists  of  a 
mixture  of  sulphuric  acid  and  water. 
Water  is  lighter  than  add,  therefore  a  li^- 
dxometer  would  sink  deeper  in  water,  than 
in  add. 

The  more  acid  in  the  water,  the  less  depth 
the  hydrometer  would  sink.  This  depth 
that  the  hydrometer  sinks,  is  shown  on  a 
graduated  scale,  and  is  designated  ''sp.  gr.'^ 
or  simply  "SG."   (specific  gravity). 

The  voltage  of  one  cell  about  two  volts. 
The  TOltage  of  a  battery  (with  cells  in  "ser- 
ies") is  the  number  of  cells  multiplied  by 
two.  (see  page  440). 

When  a  cell  is  being  used,  the  current  is 
produced  by  the  acid  in  the  electrolyte, 
going  Into  and  combining  with  the  lead 
of  the  porous  part  of  the  plates,  called  the 
"active  material."  tin  the  positive  plate, 
the  active  material  is  lead  peroxide,  and  in 
the  negative  it  is  metallic  lead  in  a  spongy 
form. 

Charging 
To  charge,  direct  current  is  passed 
through  the  cells  in  a  direction  opposite 
to  that  of  discharge.  This  current,  passing 
through  the  cells  in  the  reverse  direc- 
tion, will  reverse  the  action  which  took 
place  in  the  cells  during  discharge.  It  will 
be  remembered  that  during  discharge,  the 
add  of  the  electrolyte  went  into  and  com- 
bined with  the  active  material,  filling  its 
pores  with  sulphate,  and  causing  the  elec- 
trolyte to  become  weaker  (merely  water;. 

AcUflP  of  corrent:  Reversing  the  current 
throQgh  this  sulphate  in  the  plates  restores 
the  active  material  to  its  origrinal  condi- 
tion and  retoxns  the  add  to  the  electrolyte. 
ThoSy  during  charge  the  electrolyte  grad- 
nally  becomes  stronger,  as  the  sulphate  in 
the  plates  decreases,  until  no  more  sulphate 


Formation  of  lead  sulphate:  When  the 
sulphuric  acid  in  the  electrolyte  combines 
with  the  lead  in  the  active  material,  a  com- 
pound   "lead  sulphate,''  is  formed. 

As  the  discharge  progresses,  the  electro-' 
lyte  becomes  weaker,  due  to  the  fact  that 
the  add  goes  into  the  plates,  producing  the 
electric  current  and  incidentally  produciuff 
the  compound  of  acid  and  lead,  called  "lead 
sulphate.''  This  sulphate  continues  to  in- 
crease in  quantity  and  bulk,  thereby  filling 
the  pores  of  the  plates. 

Drop  in  voltage:  As  the  pores  of  the* 
plates  become  thus  filled  with  the  sulphate, 
the  free  circulation  of  add  into  the  plates 
is  retarded;  and  since  the  acid  cannot  then 
get  into  the  plates  fast  enough  to  maintain 
the  normal  actioui  the  battery  becomes  less 
active,  as  is  indicated  by  the  drop  in  volt- 
age or  a  discharged  condition. 

Why  a  hydrometer  is  used  to  test  th«  etoetro- 
lyte  or  iolatlon: — The  spacifle  fravity  of  water 
!•  1000.  If  acid  ii  mixed  with  water  it  will  be- 
come heavier.  A  hydrometer  would  not  link  ai 
deep  into  the  heaTier  solution  as  it  would  in  a 
thinner  or  lighter  solution. 

When  battery  ii  fully  charged  the  ipecifle  graT* 
ity  would  be  1286  to  1300  as  the  acid  is  oat 
of  the  plates  in  the  solution.  When  a  battery 
becomes  discharged  the  plates  absorb  the  aeld 
and  the  solution  becomes  thinner,  therefore  the 
hydrometer  would  sink  as  low  as  1160  sp.  gr.. 
or  a  drop  of  nearly  150  points,  if  fully  discharged. 

In  other  words,  the  add  wlU  be  in  tha  pistes 
and  the  electrolyte  will  be  reduced  to  almost  mere 
water.  Hence  the  necessity  of  occasionaUy  tast- 
ing with  a  hydrometer. 

Action. 

remains  and  all  the  acid  has  been  returned 
to  the  electrolyte.  It  will  then  be  of  the 
same  strength  as  before  the  discharge  and 
the  same  acid  will  be  ready  to  be  used  over 
again  during  the  next  discharge.  flince 
there  is  no  loss  of  add,  none  should  ever  be 
added  to  the  electrolyte.  There  is,  however, 
a  loss  of  water  from  evaporation. 

Object  of  charging:  The  add  absorbed 
by  the  plates  during  discharge  ii,  daring 
charge,  driven  from  the  plates  by  the  charg- 
ing current  and  restored  to  the  electrolyte. 
This  is  the  whole  object  of  charging. 

Gassing:  When  a  battery  is  fully  dis- 
charged, it  can  absorb  current  at  the  high- 
est rate.  As  the  charge  progresses,  the 
plates  can  no  longer  absorb  current  at  the 
same   rate  and  the  excess  current  goes  to 


•If  plate  is  Tcry  hard  i:  wo.:H  be  n<^ceiisary  to  'har;j^    and    'iii'rr.ary*'    =;any    timet. 

**8ce  foot  note  bottom  of  pa?e  4  45.     ts«c  foot  note  page  44€. 

lie  €■  tiM  grids  IJ  made  of  r>>d  l»s4  and  w»%k»n<-d  noli*.: or.  of  snlphnrie  aeid  for  the  positive 
ftd  Ixtkarge  and  w«ak*rr.»d  lol  ;t:o:;  of  I'llphir.r  ar;d   f^.r  x^.t  n^gatixe  vVal%. 


STORAGE  BATTERIES. 


448 


dieated  in  fig.  11  for  the  desired  specific  gravity, 
taking  the  following  precautions: 

(1)  A  glazed  stone  vessel  or  a  lead  lined  tank  should 
be  used. 

(2)  Put  the  water  in  the  vessel  first. 

(S)  Fill  the  hydrometer  syringe  with  chemically  pure 
sulphuric  acid  and  add  it  to  the  water  by  holding 
the  nozzle  under  the  surface.  Stir  the  solution 
with  a  glass  rod  or  clean  piece  of  wood. 

<4)  Rinse  the  STringe  and  test  the  strength  of  the 
solution.  If  it  is  about  20*  Baume  allow  it  to  cool, 
when  it  will  be  stronger. 

<5)   If  not  strong  enough,  add  more  acid. 

<6)    If  too   strong,  add  water. 

(7)  The  pure  acid  should  not  be  allowed  to  remain 
in  the  syringe. 

Chemically  pure  electrolyte:  Both  the  water 
and  the  sulphuric  acid  used  In  making  electrolyte 
should  be  chemically  pure  to  a  certain  standard. 
This  is  the  same  standard  of  purity  as  is  usually 
sold  in  drug  stores  as  "CP"  (chemically  pure) 
or  by  the  chemical  manufacturers,  as  **  battery 
acid." 

In  this  connection,  the  expression  "chemically  pure" 
acid  is  often  confused  with  acid  of  "full  strength." 
Acid  may  be  of  full  strength  (approximately  1.835  sp. 
gr.)  and  at  the  same  time  chemically  pure.  If  this  chemi- 
cally pure  acid  of  full  strength  be  mixed  with  chemi- 
cally pure  water  the  mixture  would  still  be  chemically 
pure,  but  not  of  full  strength.  On  the  other  hand,  if 
a  small  quantity  of  some  impurity  be  introduced  into 
chemically  pure  acid,  it  would  not  materially  reduce 
the  strength,  but  would  make  it  impure. 

The  osnal  method  of  determining  the  strengh 
of  electrolyte  is  by  taking  its  specific  gravity. 
The  method  is  possible  on  account  of  the  fact 
that  sulphuric  acid  is  heavier  than  water.  There- 
fore the  greater  the  proportion  of  acid  containerl 
in  the  electrolyte,  the  heavier  the  solution,  or 
the  higher  its  specific  gravity. 


Specific  Gravity. 
By  specific  gravity  is  meant  the  relative 
weight  of  any  substance  compared  with  water 
as  a  basis.  Pure  water,  therefore,  is  considered 
to  have  a  specific  gravity  of  1,  usually  written 
1.000  and  spoken  of  as  ''ten  hundred.*'  One 
pound  of  water  is  approximately  one  pint.  An 
equal  volume  of  concentrated  sulphuric  acid 
(oil  of  vitriol)  weighs  1.835  pounds.  It  there- 
fore has  a  specific  gravity  of  1.835  and  is  spoken 
of  as  "eighteen  thirty-five. '* 


Temperature  Correction. 

Since  electrolyte,  like  most  substances,  ex- 
pands when  heated,  its  specific  gravity  is  affected 
by  a  change  in  temperature. 

If  electrolyte  has  a  certain  gravity  at  a  tem- 
perature of  70  degrees  Fahrenheit  and  it  be 
heated,  the  heat  will  cause  the  eleetrolyte  to 
expand,  and,  although  the  actual  strength  of  the 
solution  will  remain  the  same  as  before  heating, 
yet  the  expansion  will  cause  it  to  have  a  lower 
gravity,  of  approximately  one  point  (.001)  for 
each  three  degrees  rise  in  temperature. 

For  instance,  if  electrolyte  has  a  gravity  of 
1.275  at  70  degrees  Fahrenheit  and  the  tempera- 
ture be  raised  to  73  degrees  Fahrenheit,  this  in- 
crease in  temperature  will  cause  the  electrolyte 
to  expand  and  the  gravity  to  drop  from  1.275 
to  1.274. 


On  the  other  hand,  if  the  temperature  has 
been  lowered  from  70  degrees  to  67  degrees,  this 
would  cause  the  gravity  to  rise  from  1.275  to 
1.276. 

* 
'  Since  the  change  of  temperature  docs  not 
alter  the  actual  strength  of  the  electrolyte, 
changing  its  gravity  only,  the  gravity  reading 
should  be  corrected  one  point  for  each  three 
degrees  change  in  temperature. 


Electrolyte  becomes  lighter,  or  of  lower  ''gravity" 
as  it  gets  warmer  and  vice  versa,  and  this  rise  or  fall 
of  "gravity"  effected  by  temperature  change  is  inde- 
pendent of  the  state  of  charge.  "Temperature  cor- 
rections" are  unnecessary  when  you  compare  the  "gra- 
vities" of  the  different  cells  of  battery  at  any  one  time, 
since  all  have  about  the  same  temperature  when  in 
health  and  so  are  affected  alike.  Temperature  correc- 
tions are  also  unnecessary,  when  you  use  the  hydrome- 
ter, say  testing  the  middle  cell,  which  we  will  call  the 
"pilot  cell,"  to  secure  an  approximate  index  of  the 
battery's  condition.  That  is,  corrections  are  in  general 
unnecessary,  except  when  there  is  reason  for  a  really 
critical  study  of  the  battery's  condition,  as  when  you 
suspect  things  are  not  going  well  wirti  the  battery. 


Note  too  that  the  actual  proportion  of  water  in  the 
electrolyte  slightly  affects  the  "gravity"  independently 
of  the  state  of  charge.  That  is  the  more  water  there  ii 
the  lower  the  gravity.  Therefore  to  derive  the  great- 
ent  benefit  from  your  hydrometer  readings  try  lo  keep 
the  electrolyte  surface  between  a  point  %  inch  above 
the  plates  and  the  electrolyte  level  designated  for  your 
battery,  either  on  the  name  plate  or  in  the  instruction 
pamphlet  you  receive  with  the  battery.  Use  the  {class 
tube  lever-tester  (page  455),  consistently  in  conjunc- 
tion with  your  hydrometer  and  add  water  promptly 
when  it  is  needed. 


Standard  Temperature. 

Standard  temperature:  The  temperature 
adopted  as  the  standard  for  a  basis  of  compari- 
son of  specific  gravities  of  electrolyte  is  70**  F. 
Thus,  when  we  say  that  a  specific  gravity  of 
1.280  indicates  full  charge  and  1.225  indicates 
practical  discharge  for  starter  purposes  or  1.150 
total  discharge,  we  mean  that  these  are  the 
'* gravities"  when  the  electrolyte  has  a  tempera- 
ture of  70'  F. 


Thermometer. 
Thermometer  its  purpose — Suppose  you  test 
the  specific  gravity  at  a  time  when  a  thermo- 
meter inserted  in  the  electrolyte  shows  the  latter 
to  be  warmer  than  70'  F.  Note  the  hydrometer 
reading  and  add  one  point  to  the  fourth  figure 
for  every  three  degrees  that  the  thermometer 
shows  the  electrolyte  to  be  warmer  than  70'  F. 
This  corrects  your  reading  to  what  it  would  be 
if  the  electrolyte  temperature  were  70'  F.  at 
that  time.  If  the  electrolyte  is  colder  than  70' 
F.,  one  point  should  be  subtracted  from  the 
fourth  figure  for  every  three  degrees  that  the 
temperature  of  the  electrolyte  is  below  70'  F. 

Example  A.     Temperature  of  electrolyte  is   100*   F. 
Hydrometer   reading    is    1.275.      Then    lOO* — 70*=80' 
and    30-^-3  =  10    und    corrected    reading    is    1.275    plus 
010-1.285. 

Example  B.  Temperature  of  electrolyte  is  40*  Hy- 
drometer reading  is  1.235.  Then  70* — 40*  =  30**  and 
30-^3=10  and  corrected  reading  is  1.235  minus  .010  = 
1.225 


4B0 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO. 


.1300 


'IISO 


U 
rig.  17 

Rydromtter 
Blading  1.300 


**Te8tliig  Condition  of  a  Storage  Battery 
with  a  Hydrometer  Syringe. 

TlM  hydrometer  iTrlnge  Ib  the  h«st  method 
for  teiting  the  condltloii  of  the  electrolyte.  The 
•peciilc  mTity  (ebbrevieted  ei  sp.  gr.  meening 
t^e  density)  of  the  solution,  should  be  tested  in 
each  cell.  This  should  be  done  regularly,  and 
the  best  time  is  when  adding  wr.ter,  but  the 
reading  should  be  taken  before,  rather  than  after 
adding  the  water. 

If  the  electrolyte  is  below  the  top  of  the  platei» 
or  so  low  that  enough  cannot  be  drawn  into  the 
barrel  to  allow  of  a  proper  reading  of  the  hy- 
drometer. All  the  cell  to  the  proper  level  by 
adding  pure  water;  then  do  not  take  a  proper 
reading  until  the  water  has  been  thoroughly 
mixed  with  the  electrolyte  by  the  gassing  at 
the  end  of  a  recharge. 

Manipulation.  The  hydrometer  is  the  glass 
tube  with  ^  a  graduated  scale  reading,  as  shown 
in  ilg.  1,  (also  see  flg.  8,  chart  204-A).  The 
syringe  is  a  glass  tube  with  a  rubber  bulb  at 
the  top  and  a  rubber  tube  for  injecting  into 
the  Tent  opening  of  cell.  Enough  electrolyte 
is  drawn  into  the  glass  tube  to  float  the  hy- 
drometer. Fig.  15  illustrates  three  positioms  the 
hydrometer  will  assume  when  floating  in  the 
electrolyte. 

In  nsing  the  hydrometer,  certain  points  ahonld 

be  kept  in  mind.     In  the  first  place,  the  liquid 

taken    up    by    the    hydrometer    from    one    cell, 

should  never  be  put  into  another  cell,   as  this 

will    be    likely    to    cause    some    trouble,    due    to 

Fig.    18  **high   acid*'    in   one  cell,   or  due   to   weakened 

Hydrometer  electrolyte    in    another.     Alio    care    should    be 

Beading  I.IBO         taken  when  using  the  hydrometer,  not  to  have 

any  air  bubbles  form  in  the  cell,  as  it  is  very 

difficult  to  get  these  out,  and  as  a  result,  the 

extra  electrolyte  is  spilled.     When  heated  up,  the  bubblea 

disappear  and  the  level  of  the  electrolyte  sometimes  falls 

below  the  tops  of  the  plates. 

When  an  calls  are  in  good  order,  the  gravity  wlU  taat 
abont  tha  sama   (within  26  pointa)   in  each  ealL     (Note: 
gravity    readings    are    sometimes    expressed    in    "potnta,* 
thus  the  difference  between  1.275  and  1.800  is  26  pointa). 

^Hydrometer  Readings. 

A  fnUy  charged  baltary  will  be  indicated  by  the  hy- 
drometer reading  sinking  to  a  level  in  the  electrolyte  any- 
where between  1.280  and  1.300. 

A  half  charged  batt«T.  the  gravity  will  be  1.226. 

A  discharged  battery,  the  gravity  will  be  1.150. 


Fift.  12 

i^ctaMan 


Fig.  16. — An  exaggerated  illna- 
IraUon  showing  how  the  preasing 
af  tha  mbber  bnib  draws  electro- 
lyte tnm  the  ceU,  and  how  the 
hydrometer  floats  in  the  glaas 
heireL     The   level    of   the    electro- 

ale  when  registering  sven  with 
e  flguree  indicates  the  specific 
CTity.  If  the  eleetrolvte  is 
vy  with  acid  the  hydrometer 
will  not  sink  aa  deep  as  when  ths 
acid  la  In  the  plates.  See  pages 
447.  449  and  451  for  use  of  the 
hydrometer. 


The  itorage  battery  wiU  rarely  crank  an  engtae  If  tta  i 
grayifty  faUs  below  1.200,  although  the  lights  will  be  nearly  aa 
as  with  a  fully  charged  battery.  When  fully  charged,  tta  l. 
gravity  should  be  between  1.280  and  1.800.  As  a  rale,  when  fally 
charged,  th^  specific  gravity  will  be  nearer  1.280  than  1.800,  espe- 
cially when  the  battery  has  been  in  use  for  some  time. 

One  manufacturer  states  that  when  the  battery  is  used  for  Malt- 
ing ierrlce  the  battery  is  practically  erhanited,  or  incapable  of  ttart* 
ing  with  as  low  as  1.225  gravity  teat.  But  for  lii^ting  and  ignitioa 
where  the  amperage  rate  of  discharge  is  very  low,  the  reading  eoald 
be  1.150  when  exhausted.     See  foot  note  page  451. 

A  run  down  battery  should  be  given  a  full  charge  at  once. 

A  Toltmeter  can  also  be  used  to  test  the  cells  while  on  a  charge, 
per  page  453.  or  on  discharge  as  explained  on  pagea  416  and  410. 

The  **Oadminm  Teat**  is  used  to  test  which  set  of  platea  are  de- 
fective, when  the  battery  will  not  hold  its  charge— eee  index. 

Thermometer. 

Fig.  12 — A  special  thermometer  for  readings,  as  per  text,  pages 
449-453. 

On  opposite  side  of  the  mercury  column  and  parallel  to  the  tem- 
perature scale:  that  is.  opposite  to  the  temperature  70  degrsea  ii 
figure  0,  showing  that  nuo  correction  of  gravity  readlnga  la  made  at 
that  temperature. 

Three  degrees  below  70  degrees  is  shown  minus  1,  Indicating  that 
the  gravity  should  be  corrected  at  that  temperature  by  deduetiag  eae 
point. 

Three  degrees  above  70  degrees  is  shown  plna  1,  which  indieates 
that  the  (H'avity  at  that  temperature  ahould  be  eenecte4  by  adding 
one  point  to  the  reading,  as  shown  by  the  hydremeter. 

T::e  temperature  of  electrolyte  is  a  very  Important  conaiderattan, 
when  using  a  hydrometer  for  testing  the  gravity — heuce  Ike  uae  of 
the  above  thermometer  and  explainatioa  on  pagea  449-451. 


*For  a  comparison  of  the  Baume  and  specific    jn-avitr   scale,   see  ilg.  4.  chart  204-A. 
••See  pace   447:    "Why   a   HyJromt^-.er  is  UsedFcr  Tesiicf"  and  449;  "TheimoMStei.  Ita 


HO.  3M — The  Hydrometer  for  Testing  the  (sp.  gr.)  SpecUtc  Ormvtij  off 
to    T^«t     The   HTdrometer    Syringe.    The  Thermometer. 

•^*or  cMJmrAm  rc*f*    see  pafe  $i54D    see  a".fc  ?*ges  **.*  ar.A  UO. 


Bev 


STORAGE  BATTERIES. 


461 


A  SpedAl  Tlieniiometer. 
With  a  Bpeeial  scale  on  which  the  amount 
of  correction  is  figured  out  is  shown  in  fig.  12, 
chart  204.    (Manufactured  by  the  Electric  Stor- 
age Battery  Co.,  Philadelphia.) 

tFreezing  of  Electrolyte. 
Tlia   fteezing   point   of  electrolyte   depends 
upon  Its  spedflc  gravity.    There  is  little  danger 
of  freezing  except  with  a  discharged  battery. 

Water  will  freeze  at  82  <*  Fahrenheit.  Hence,  if 
the  battery  were  to  be  'discharged  by  some  means  to 
the  point  of  where  the  electrolyte  is  near  the  gravity 
of  water,  the  electrolyte  would  of  course  freeze  near 
this  point. 

In  ordtr  to  avoid  f reeling  of  the  electrolyte,  it 
should  always  be  kept  in  a  fully  charged  condition.    A 


fully  eharfed  battery  will  not  freese  in   temperatures 
ordinarily  met.    Electrolyte  will  freeie  M  followB: 

Sp.   fr.    1.100,   battery  discharged,   18   decrees   shore 

zero. 

Sp.  gr.  1.160,  battery  %  discharged;  lero. 

Sp.  gr.  1.226,  battery  ^  discharged;  38  degrees  below 
zero. 

Sp.  gr.  1.260,  battery  %  discharged;  60  degrees  below 
zero. 

Sp.  gr.  1.280  to  1.300.  battery  fully  charged;  100  de- 
grees below  zero. 

When   a   battery   is   stored   away   for    the   winter, 

care    should,    therefore,    be   taken    that   the    battery   is 
kept  in  a  fully  charged  condition. 

If    the    electrolyte   becomes    froien,    the    expansion 
will    sometimes    break    the    jar,    if    not.    simply 
it  in  a  warm  place  and  it  will  come  baek  to  its  n 

charge.     It   is  best,   however,   to  recharge  it  flrti 

then    pour    out    the    old    electrolyte    and    put    in    new 
electrolyte  of  specific  gravity  of  1.800. 


The  Hydrometer. 


The  specific  gravity  or  density  of  the  elec- 
trolyte Is  measured  by  an  Instrument  called  the 
"Iqrdrometer" — see  pages  447,  449. 

This  consists  of  a  closed  glass  tube  in  the 
form  of  a  short  barrel  with  a  longer  stem  of 
small  diameter.  Inedde  of  the  stem  is  a  graduat- 
ed scale  and  at  the  lower  end  a  few  small  shot 
are  placed — see  page  450. 

The  hydrometer  floats  upright  in  the  liquid 
and  the  point  on  the  scale  at  the  surface  of  the 
liquid  shows  the  specific  gravity,  usually  called 
' '  gravity. ' ' 

Method  of  use:  For  greater  convenience,  the 
hydrometer  is  usually  placed  inside  of  a  larger 
glass  barrel  provided  with  a  rubber  bulb  on  top 
and  a  suitable  nozzle  on  the  lower  end.  This 
combination  is  known  as  the  *' hydrometer 
syringe"  (fig.  15,  chart  204). 

By  squeezing  the  bulb,  inserting  the  nozzle 
into  the  electrolyte  and  releasing  the  bulb,  elec- 
trolyte is  drawn  up  into  the  glass  barrel.  Suf- 
ficient should  be  drawn  up  to  float  the  hydro- 
meter clear  of  the  rubber  plug  in  the  bottom. 

To  prevent  the  hydrometer  from  sticking  to  the 
side  of  the  barrel,  it  is  necessary  that  the  syringe  be 
held  in  a  vertical  i>08ition.  The  reading  is  taken  at 
the  snrface  of  the  electrolyte  and  when  there  is  no 
compression  on  the  bulb. 

In  recording  the  gravity  of.  the  different 
cells,  it  is  customary  to  begin  with  the  cell  at 
the  positive  end. 

When  the  readings  have  been  taken,  be  care- 
fnl  to  put  the  electrolyte  back  Into  the  same  cell 
ftom  which  it  was  taken.  Failure  to  do  this 
often  leads  to  trouble;  that  is,  electrolyte  is 
often  taken  out  of  one  cell,  the  gravity  noted 
and  the  electrolyte  put  back  into  another  cell. 
The    result   is   that   the    amount    of   electrolyte 


taken  out  of  the  first  cell  is  eventually  replaced 
with  water,  leaving  the  electrolyte  weaker; 
whereas  the  electrolyte  which  was  taken  out 
and  put  into  another  cell  would  make  the  electro- 
lyte  of  that  cell  stronger,  resulting  in  irrega- 
larity  in  the  different  cells. 

When  to  take  a  hydrometer  reading:  Take  a 
hydrometer  reading  of  each  cell  with  the  hy^o- 
meter  syringe  at  least  once  a  week  and  Just 
before  addiniBf  water. 


If  hydrometer  readings  are  tsicen  after  addSng  < 
and  before  the  car  is  nm,  they  are  of  no  valae,  as  only 
water  or  very  weak  electrolyte  will  be  drawn  into 
the  syringe.  This  is  due  to  the  water  being  lighter 
than  the  electrolyte,  and  therefore  remaining  on  Ihe 
surface  until  thoroughly  mixed  by  running  the  car. 

Take  hydrometer  readings  at  any  time  that 
any  part  of  the  electric  s^tem  does  not  woik 
properly,  as  they  may  indicate  the  trouble.  See 
also,  page  864D. 

^Hydrometer  Headings. 
This  information  is  given  in  chart  204  and 
as  follows: 

Specific  gravity — 1.280 fully  charged 

Specific  gravity — 1.260 three-quarters 

Specific  gravity — 1.22S one-half 

Specific  gravity — 1.160 one-quarter 

Specific  gravity — 1.150 discharged 

An  exhausted  battery  should  be  removed 
from  the  car  and  given  a  full  charge. 

When  the  gravity  will  not  rise  above  1.220  or 
1.250  from  generator  charge  on  car — this  may  be  due 
to  excessive  use  of  lights,  together  with  slow  running 
of  the  car.  which  cuts  down  the  charging  current  from 
the  generator,  or  it  may  be  due  to  trouble  in  the  sys- 
tem— see  pages  422,  457.  * 

The  remedy  is  to  use  lights  sparingly,  until  the 
trravity  rises  above  1.250.  If  gravity  will  not  rise 
above  1.250  within  a  reasonable  time,  look  for  trouble 
in   the  fiystem. 


•Where  battery  is  used  for  starting  motors  1.275  to    1.300    sp.   gr.   at    70*    F. — is    the    "full   charge,"    or   top 
'  mArk   for  battery  specific  gravity.      A   battery   with  gravity   below    1.225   can   hardly   inject    the   requisite   energy 
into  the  starter  to  spin  the  engine,  so  that  1.225  is  the  practical  low  mark. 

Then  1.280  minus  1.225  =  .055,  termed  55  points,  covering  the  range  between  full  charge  and  complete  dis- 
charge. 

Of  course,  a  battery  with  gravity  below  1.225  can  operate  the  lights  at  a  lower  gravity.  Suppose  you  try  a 
hydrometer  diagnosis  and  find  the  reading  to  be  1.255.  Then  1.280  minus  1.255  equals  22^  out  of  the  55  points 
of  full  range,  from  which  you  know  that  your  battery  is  half  charged  or  half  discharged.  1.260  indicates  three 
quarters   charged  or  one  quarter  discharged. 

fA   battery's  capacity  is   considerably   less   during  sero  weather  than  summer  heat — see  page  422. 


462 


DYKE'S  INSTRUCTION  NUI^IBER  THIRTY-TWO. 


l«r  ajringv  oatflt  for 


FU,  9.  Tlii 
^  *  Workrlt«  * ' 
hjdro  m  ft  t  A  r 
datUt  ■  e  1 1  a 
for    fl.&O    In- 

^ --^-  Hr- 

placed  in  bot- 
tle with  dis- 
tilled water. 


Types  of  Hydrometers. 

Two  tjpes  of  bydroxnetars  are  shown  in  fif.  1  and  Ag.  2.  Fig.  1  li  a 
lar^e   liie   g&rage   outflt,    whereas   No.   2    is   a   smaller   outfit. 

Fig.  3,  EhowB  a  Banxna  scale  on  the  left  and  a  apeoUe  gtvrtXj  Mala 
on  tita  rlgbt.     The  comparison  is  shown  in  fig.  4. 

*^The  **electrol7ta"  tester.  Fiff.  3  gives  an  arbitrary  reading  with- 
out nbowiD^  thfi  ejiact  scale  of  the  liquid  in  degreea,  thua  likened  to  the 
AoetiDg  or  AlaJeiiif  of  an  egg  in  brine  to  determine  its  atrength,  and  is 
reconiEDecided  for  small  batteries  where  it  is  not  easential  ta  get  the 
exact  specific  gravity. 

The  gUss  balls  in  the  instrument  are  hollow,  and  are  accurately 
calibrated  to  doal  or  sink  in  a  certain  strength  of  acid,  and  aa  mentioned 
in  the  deecrif^tion,  they  show  ,by  floating  or  sinking  the  condition  of  the 
acid  near  enough  for  all  practical  purposes  and  have  the  farther  advantago  of 
requlriDg  the  leaBt  Amount  of  acid  to  make  the  test. 

It  r^quirps  only  a  tablespoonful  of  acid,  and  the  acid  ia  returned 
to  the  edl  without  removing  the  instrument  from  it. 

Dlrectiona    for   testing    battery   with    an    *'elee>  I 
trolyte  tester."     Compress  the  bulb  and  inaert  the 
noazle  through  the  cover  of  the  battery  and  allow 
the  acid  to  fill  the  tube. 

If  the  acid  is  at  its  proper  atrength  80  to  tS 
degrees  Baume  or  1.260  to  1.280  apeciile  graTtty, 
both  balls  will  remain  in  the  center  of  the  tube 
when  the  battery  is  fully  charged. 

If  both  balls  float,  the  acid  ia  too  atroag  and 
it  should  be  reduced  by  adding  water. 

If  both  balls  sink  when  the  battery  la  diaeharged« 
the  battery  should  be  fully  charged,  and  then  Ir 
the  white  ball  does  not  float,  stronger  aeid  ahonldl 
be  added. 

Finding  Polarity. 

It  ia  neceasary  to  know  the  poaitive  (  +  )  and 
the  negative  ( — )  pole  of  a  battery  when  charging. 
To  find  polarity,  or  which  is  negattre  ( — )  and 
poaltlTe  pole  (  +  )  of  electrie  wlrea  or  baUarj  ter- 
minals several  methods  can  be  used.  Beat  plan  is 
fig.  5.     Others  are  shown  in  A.  which  ia  a  epecial 

paper    which     ahowa    s 

color  for  negative  and 
different  color  for  posi- 
tive; B,  the  poUto  if 
skin  ia  off  will  shew 
green  for  poaitive:  C 
D  and  E  ahow  othv 
methoda. 

The  storage  battsxy 
polarity  can  be  told  by 
color  of  terminals.  Poii- 
tive  (  +  )  ia  a  dark 
color  and  negative  (— ) 
light  color. 


i: 

Ui 

~ 

w^ 

~ 

Ft 

ffi: 

W^ 

It 

z 

gfli 

m 

p 

:: 

w^ 

~  ~ 

Ipv 

Fja 

m 

i- 

1 

imj 

5P61- 

Fig.  3. — Electrolyte  teflter. 
Fig.  1  shows  a  Baume  scale 
on  the  left  aod  a  ip.  gr.  on 
the  right — see   table  below. 


QS4L¥TTr 

[ftQ.^ 

nfMK« 

^^__m_ 

n^j„ 

tvmiAt 

picn« 

CF-dii 

tXtfW 

%Mk 

(iMmi 

llrtfllf 

OnHfOg 

lOnHiT 

■  ■1* 

IT 

1-1 3  J 

1  Jptl 

bl 

1 11^ 

1  i«T 

!■ 

M4] 

1.1  Lf 

It 

IE  If 

ia|4 

IV 

IJJI 

1  J.i« 

1 

1  ill 

Si 

LIM 

lllZ 

14  M 

1  it> 

11 

1  lii 

I»H 

L.tlf 

iM 

IJTt 

l.lii 

l>  It 

■  ■11. 

la 

ilM 

1  111 

1.I4I 

1.11 

14 

lilt 

IJI* 

].>  m 

IMi 

It 

]3il 

1  lit 

yjt* 

:l 

J2I1 

1  «ai 

]    '*t 

III 

IT 

fill 

14)1 

It 

].•■ 

31 

nil 

l&i 

i.«» 

14 

i  2'*m 

.«» 

i.tv 

>l 

ttll 

in 

* 

l.*»i 

M*' 

ai 

l.ltl 

.i«* 

t 

1.111 

i>i 

MM 

^it 

t 

I.  ih 

l.Kf 

11 

tJii 

M 

1A« 

.rl«rj 


the 


dr- 


Flf.  0. — To  determine 
falanty  of  the  charging 
ealt^  if  a  auitable  voltmeter 
it  not  at  hand,  dip  the  enda 
•f  the  two  wires  into  a  glass 
af  water  in  which  a  tea- 
•poenfal  of  aalt  has  been  die- 
■olTOd,  care  being  taken  to 
keep  the  wires  at  least  an 
iaeh  apart.  When  current  is 
ea.  fine  gas  bubbles  will  be 
glTsn  off  from  the  negative  wire. 


SEVERAL  INDICATED  METHODS  OF  DBTEBMINING  POL.\RITT 
A  thotn  ih«  me  of  pole-jlm4tHff  paper,  which  iemtttt  p^lmritw  ^  coUr;  B  OUHntn  IJU  vM 
0/  ft  potato  to  di,termi»€  polarity;  O  it  a  gtoMa  tuht  faia*  with  U^ai*,  wtdek  to  4i»eotarai  If 
th€  aaton  of  the  curramt;  D  is  a  breaker  fttUd  with  ac»«Jtotf  uter,  IS*  M«sMr«  pla  tortaf 
the  matt  >m6»I««  around  it;  E  it  a  mimiatare  ttoragu  hatterp.  ame  •/  tka  pittaa  of  leMteh  Ig— 
4acotor€d  tchen  i»  contact  with  potitite  pala 


NO.   JMM-A-^Electrolyte   Tester.     A   Scale   Beading   in   Banme   and   Qpedfle  Qllfttf* 
riolMTity  TmUng:    Finding  the  PosltWe  andKei^atl^e  Terminal  of  Elaetife  Wlna  for  ffftaritH. 


STORAGE  BATTERIES. 


453 


If  after  the  battery  has  been  fully 
charged,  the  gravity  again  falls  to  1.250  or 
less,  it  indicates  there  is  trouble  somewhere 
in  the  system  which  must  be  located  and 
corrected,  and  battery  should  be  charged 
from  an  outside  source,  (see  also,  page  864D 
for  ''cadmium  tests.") 

The  specific  gravity  readings  of  all  cells 
of  a  battery  should  normally  rise  and  fall 
together,  as  all  cells  of  a  battery  as  used 
with  most  systems  are  connected  in  series  so 
that  the  charging  and  discharging  current 
passes  through  all  alike,  (see  also  ''cadmium 
tests"  and  pages  410,  416.) 

If  the  hydrometer  reading  of  one  cell 
should  be  considerably  lower  than  the  read- 
ings of  the  other  cells  in  the  battery,  and  if 
this   difference   should   increase   from    week 


to  week|  it  is  an  indication  of  trouble  in 
that  cell. 

The  tronble  may  bo  due  to  a  short  dreott 
(page  466),  cmiuing  the  con  to  dlscluurge  itself, 
or  it  may  be  due  to  a  leaking  Jar»  as  a  slight  leak 
will  allow  electrolyte  to  escape,  and  if  not  no- 
ticed, the  addition  of  water  to  replace  its  loea 
will  lower  the  gravity. 

A  short  circuited  or  leaking  cell  must  be  at- 
tended  to   at   once    (pages   473-456). 

Thermometer  used  In  connection  with  the 
hydrometer  is  very  necessary  as  the  sp.  gr. 
readings  are  indicated  at  70**  P.;  above  or 
below  this  temperature  the  readings  are 
not  correct.  See  "Thermometer,  its  pur- 
pase,"  pages  447,  449,  451. 

See  page  457,  locating  battery  troubles 
with  a  hydrometer,  see  also  page  421  and 
422. 


**To  Tell  When  a  Battery  Needs  Recharging. 


On  systems  where  a  storage  battery  Is 
kept  charged  by  a  generator  run  from  the 
engine  the  system  is  supposed  to  be  auto- 
matic and  the  indications  would  be  a  weak 
starting  motor,  or  dim  llglits.  The  battery, 
however,  in  this  case  ought  not  be  allowed 
to  become  weak. 

By  testing  with  a  hydrometer  as  per  chart 
204  the  condition  of  battery  can  always  be 
ascertained,  and  it  is  advisable  to  test  at 
least  once  a  week. 

It  will  be  well  therefore  before  adding  dis- 
tilled water  to  the  battery,  to  test  the  elec- 
trolyte with  the  hydrometer. 

It  must  be  borne  in  mind  that  a  battery 
used  for  a  starting  motor   is  practically  dis- 

rrhe  Volt  Meter  for 
A  battery  should  never  be  discharged 
completely.  As  stated,  when  testing  with  a 
hydrometer  1.150  is  the  limit  for  batteries 
used  for  ignition  and  lights  and  1.225  for 
starting  motors. 

A  volt  meter  can  also  be  used  to  test  the 
cells,  but  bear  in  mind  the  test  is  not  prac- 
tical unless  it  Is  made  when  battery  is  dis- 
charging or  charging.  See  page  414,  416, 
410,  and  note  how  meter  is  connected  to 
test  one  or^all  cells. 

Each  cell  should  never  show  less  thanf  1.8 
volts  per  cell  or  5.4  volts  for  a  6  volt  bat- 
tery (readings  taken  when  battery  is  dis- 
charging or  charging).  The  normal  voltage 
of  the  battery  is  2.2  volts  per  cell  when 
doing  no  work,  which  is,  if  the  electrolyte 
be   1.250  sp.  gr.j  usually  lowered  to  about 

2.1  volts,  due  to  internal  resistance. 

The  storage  battery  unless  worked  below 
1.8  volts,  has  a  recuperative  power  of  rais- 
ing  from    1.8    volts    to    the    normal    2.1    or 

2.2  volts  within  a  few  minutes  after  the 
discharge  current  has  been  discontinued. 
This  act  has  often  led  many  users  astray 
as  to  their  opinion  of  the  condition  of  their 
cells. 


charged,  or  so  low  that  it  will  not  properly 
operate  the  starter,  when  specific  gravity  is 
1.225.  Whereas  when  used  only  for  lights 
or  ignition,  it  will  supply  current  down  to 
1.150  sp.  gr. 

As  you  charge  your  battery,  the  hydro- 
meter readings  will  Increase  with  the  state 
or  degree  of  charge. 

As  you  discharge  your  battery,  the  read- 
ings will  diminish  with  the  degree  of  dis- 
charge. 

Therefore  it  is  advisable  to  recharge  from 
an  outside  source  or  run  with  fewer  lights, 
and  run  more  in  the  day  time  with  lights 
off,  when  the  hydrometer  reading  is  as  low 
as  1.225.    See  chart  204. 

Testing  Battery. 

For  instance,  suppose  one  to  be  out  with 
his  car,  and  the  spark  is  not  sufficiently 
strong  to  give  satisfactory  ignition  of  the 
gases;  he  stops  to  locate  the  defect.  Us- 
ually the  first  thought  is,  are  the  batteries 
right  f  The  voltmeter  is  taken  and  puv  «r0 
the  ce]l8  and  because  they  read  2.0  to  2.1 
they  are  deemed  all  good. 

Whereas,  if  the  reading  had  been  taken 
while  battery  was  discharging,  the  volt  me- 
ter would  probably  have  read  1.8  volt  or 
perhaps  less  per  celL  In  this  way  it  often 
occurs,  that  much  time  has  been  lost  in  go- 
ing over  the  car  looking  for  the  defect, 
while  all  the  time  it  has  been  the  batteries 
which  have  innocently  showed  2.0  volts,  be- 
cause they  were  standing  idle. 

The  voltmeter  can  also  be  nsed  to  deter- 
mine the  positive  and  negative  pole  of  bat- 
tery. Touch  voltmeter  terminals  instan- 
taneously across  the  circuit.  If  needle  runs 
upward  in  the  normal  direction  on  the  scale, 
voltmeter  is  properly  connected  and  the 
wire  which  touches  the  positive  meter  ter- 
minal is  thus  identified  as  positive.  If  the 
connections  were  reversed,  the  needle  would 
kick  off  the  scale,  indicating  that  the  posi- 
tive terminal  of  the  voltmeter  should  be 
connected  to  the  other  wire.     Note — never 


it  discharging  it  will  give  say  about  2  volts  per  cell  nntil  60%  of  its  capacity  is  used,  then  gradually 
drop  to   1.8  TOlt  per  cell.     Therefore  a  meter  reading   in  one-tenth   part   of  a   volt   will   give  accurate 
test  if  battery  is  on  discharge,  telling  the  condition  between  the  2  volt  drop  and  1.8  drop  in  fractions 
of  a  volt.     See  pages  416.  410,  also  page  864D,  for    "Cadmium  Tests." 
**Al80  see  pages  410.   416.   414.   421  and  422. 


4M 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO. 


eonneet  an  ammeter  to  the  terminals  of  a 
battery,  onleBs  a  shunt  is  used.  See  chart 
191. 

The  spedflc  gravity  test  with  a  hydro- 
meter l8  the  only  safe  way.  Provide  your 
self  with  a  hydrometer  to  enable  you  to  test 
the  gravity  of  your  electrolyte  periodically, 


and  you  will  avoid  a  great  deal  of  troablei 
(See  ehart  204A.) 

It  may  be  said  that  the  condition  of  the 
specific  gravity  is  the  pulse  of  the  cell,  and 
certainly  it  is  the  one  means  of  ascertain- 
ing the  exact  condition  of  health  of  the  cell 
or  battery. 


*Care  of  a  Storage  Battery. 


The  care  of  a  battery  in  service  or  where 
there  is  a  generator  on  the  car  to  recharge 
it,  is  summed  up  in  the  four  following  rules, 
which,  if  observed  with  reasonable  care 
will  result  in  the  best  service  being  ob- 
tained: 

1 — ^Add  nothing  but  jrare  water  to  tlie 
cella  and  do  It  often  enough  to  keep  the 
plates  covered. 

2 — ^Take  frequent  hydrometer  readings. 

3 — Give  the  battery  a  special  charge  when- 
ever the  hydrometer  readings  show  It  to  be 
necessary. 

4 — Keep  the  filling  plugs  and  connections 
tight,  and  the  battery  clean. 

Adding  Water. 
,    Water  must  be  added  often  enough  to 
keep  the  plates  covered.    If  the  plates  are 
exposed  for  any  length  of  time,  they  may  be 
Mrionsly  damaged. 

The  length  of  time  a  battery  can  go  with- 
out the  addition  of  water  will  depend  upon 
the  season  of  the  year,  water  being  required 
more  frequently  in  summer   than  in  winter. 


Fif.  14 — Section  of  cell,  showing  correct 
level  of  electrolyte. 

The  best  plan  is  to  make  it  an  invariable 
rule  to  remove  the  filling  plugs  once  each 
week  and  add  water  if  level  of  electrolyte 
is  below  bottom  of  filling  tube. 

Never  bring  an  open  flame,  such  as  a 
match  or  candle,  near  the  battery. 

Always  add  the  water  regularly,  though 
the  battery  may  seem  to  work  all  right 
without  it. 

In  freezing  weather,  when  necessary  to 
add  water,  always  do  it  just  before  running 
the   engine. 

If  temperature  is  extremely  low,  start  the  en- 
gine so  that  the  battery  is  charging  before  adding 
water. 

The  reason  for  this  is  that  water  being  lighter 
than  electrolyte  will  remain  on  the  surface  and 
will  freese  in  cold  weather.  If  the  engine  is  run, 
koweyer,  the  gassing,  due  to  the  charging  currant, 
will  thoroughly  mix  the  water  with  the  electro- 
lyte;  also  the  motion  of  the  car  when  running 
will  have  a  similar  effect.  Thoroughly  mixed 
electrolyte  will  not  freeze  solid,  except  at  very 
low  temperatures. 

*A}mo  see  pages   421.   422.   416.   410. 


The  reason  why  the  solution  (electrolyte) 
falls  below  the  top  of  the  plates,  is  due  to 
evaporation.  Water  evaporates  when  bat- 
tery is  in  service,  the  acid  does  not,  there- 
fore it  will  be  necessary  to  replace  the  water 
— but  don 't  add  too  little  and  don 't  add  too 
much.  Many  a  case  of  apparent  leak  has 
been  blamed  to  an  over  indulgence  of  water. 

You  will  have  to  replace  evaporation  but 
do  not  add  enough  water  to  any  cell  to 
raise  the  electrolyte  above  the  indicated 
level. 

Electrolyte  leveL  Note  that  for  each 
battery  there  is  a  well  defined  level,  up  to, 
or  nearly  to  which,  you  should  endeavor  to 
keep  the  surface  of  your  electrolyte,  but 
above  which  you  must  never  raise  the  level 
of  the  solution  when  you  add  water  to  your 
battery.  In  the  U.  S.  L.  type  EDO  battery 
as  an  example,  the  level  is  1  inch  above 
plate  tops.  In  the  type  EL  the  level  is  % 
inch.  In  all  other  types  of  U.  8.  L.  bat- 
teries the  electrolyte  level  is  %  inch  above 
the  plates. 

Not  only  should  the  electrolyte  level  be 
at  the  same  height  in  all  cells,  but  there 
should  be  the  same  amount  of  add  in  the 
electrolyte  in  each  celL  Therefore  always 
restore  the  electrolyte  from  syringe  when 
testing,  back  into  cell  from  which  it  was 
taken. 

Each  time  water  Is  added  to  the  cella, 
first  take  a  hydrometer  reading  of  each  cell 
to  see  whether  all  cells  are  equally  healthy. 
No  cell  can  live  unto  itself — if  it  goes 
wrong  it  affects  the  others. 

How  to  add  water:  Remove  filling  pings 
by  turning  to  the  left,  and  if  level  of  elec- 
trolyte is  found  to  be  below  bottom  of  filling 


«EEP  WATER  ABOVE  PLATES 


^TORAGE 
BATTERY 

INSPECT  EVERY  WEEK  AND 
ADO  WATER  IF  NECESSARY. 


0. 


tube  (fig.  1,  chart  203 A),  add  water  by 
means  of  the  hydrometer  syringe  or  a  very 
small  pitcher  until  the  level  begins  to  rise 
in  the  tube. 


bTORAGE  BATTERIES. 


466 


After  adding  water  be  sure  to  replace 
fllling  plugs  and  tighten  hy  turning  to  the 
right.  If  fllli9g  pings  are  not  tiglitanad, 
the  electrolyte  will  flood  ont  of  the  hattery 
and  cause  damage.  Also  wipe  off  the  top 
of  battery. 

♦♦Kind  of  water:  The  water 
used  must  be  of  reasonable 
purity,  as  the  use  of  impure 
water,  if  persisted  in,  will  in- 
jure the  plates.  Distilled  water, 
melted  artificial  ice,  or  rain 
water  collected  in  clean  re- 
ceptacles is  recommended. 

Water  collected  in  rain  bar- 
rels from  metal  roofs,  would 
contain  a  trace  of  the  mineral 
— therefore  avoid  same. 

Nothing  but  pore  water  mnst 
be  put  into  the  cells.  If  add 
of  any  kind,  alcohol,  or  in 
fact  anything  but  water,  is 
added  to  the  cells,  it  will  result  In  very 
serious  Injury  to  the  plates  and  may  ruin 
theuL 

There  being  no  loss  of  acid,  it  is  never 
necessary  during  normal  service,  to  add 
any  acid  to  a  battery. 

If  electrolsrte  has  been  spilled  from  the 
battery  by  accident,  the  loss  may  be  re- 
placed with  electrolyte,  see  page  473. 

Finding  Level  of  Electrolyte. 

Unscrew  the  vent  from  its  well,  push  a 
glass  tube  with  both  ends  open,  straight 
down,     as     shown     above,      through      the 

*Care  of  Battery  With 
Oare  of  battery  case:  If  water  or  elec- 
trolyte is  flfpilled  upon  the  battery  or  in  the 
compartment,  wipe  dry  with  waste.  If  elec- 
trolyte is  present  in  any  quantity,  use  waste 
moistened  with  weak  ammonia  in  order  to 
neutralize  the  acid  in  the  electrolyte.  Do 
not  allow  electrolyte  to  collect  upon  the 
woodwork  as  it  will  cause  deterioration. 

Once  a  week,  when  adding  water,  inspect 
all  the  battery  connections  and  make  sure 
that  they  are  tight  and  clean.  A  loose  or 
dirty  connection  may  cause  trouble  when 
least  expected. 

♦Care  of  Battery  Without 
If  the  battery  is  used  alone  (wlthont  generator) 
to  supply  cnrrent  for  lights  or  ignition,  It  will  not 
be  necessary  to  add   water  except  when  the  bat- 
tery   Is  removed  from   the  car  for  charging. 

Frequent  hydrometer  readings  should  be  taken, 
however,  and  when  the  gravity  falls  below  1.200. 
the  battery  should  be  removed  from  the  car  and 
charged. 

Battery  Out 
If  the  battery  is  not  to  be  used  for  a  consid- 
erable period,  say  the  winter  months  or  longer, 
it  should  be  taken  where  it  can  be  charged  once 
every  month  and  the  plates  kept  covered  by  regu- 
larly adding  distilled  water.  If  charging  is  not 
gossible.  do  not  attempt  to  remove  the  electrolyte, 
ut  send  the  battery  to  the  nearest  place  which 
has    facilities    for    the    periodic    charge. 

If  this  cannot  be  done,  add  distilled  water  to 
each  cell  until  solution  reaches  inside  cover, 
then  charge  to  full  voltage  and  store  in  a  dry 
place.  Inspect  battery,  once  a  month,  refill  with 
pure  distilled  water  to  make  up  for  evaporation 
and  give  it  a  refreshing  charge  at  the  finish  rate. 
It  shoiild  be  fnlly  recharged  before  storing;  alao 

*8ee  alio  pages  456.  458  and  422 
a  IwBe-made  bUII 


well    and   against 
tho    tops    of    the 
plates.   Then  close 
top    end    of   tube 
with    your   thumb 
and     remove     the 
tube  with  the  top 
end     still     closed. 
The  height  of  liq- 
uid   in    the    tube 
equals  the  height 
of  the  electrolyte 
level  above  the  tops  of  the  plates.    Be  sure 
to  restore  the  electrolyte  to  the  cell  from 
which   it   was   taken.    If   you   persistently 
take  electrolyte  from  one  cell  and  put  it 
into   another  you  will  gradually  get  your 
cells  unbalanced.    Be  sure  to  test  levels  in 
all  cells. 

Take  frequent  hydrometer  readings,  for 
they  show  whether  the  battery  is  receiving 
sufficient  charge. 

When  the  battery  Is  used  in  connection  with  a 
charg*"g  generator  system,  the  ayatem  is  so  de- 
signed and  adjusted  that  the  amount  of  charging 
current  received  by  the  battery  from  the  charging 
generator  (dynamo)  ahould  about  compensate ,  for 
the  discharge  current  used  when  starting  the 
engine  or  when  lighting  the  lampa  from  the  bat- 
tery. At  medium  or  high  speeds,  the  cnrrent  for 
lamps  does  not  come  from  the  battery,  but  from 
the  dynamo. 

It  sometimes  happens,  due  to  unusual  condi* 
tions,  such  as  excessive  use  of  lamps,  especially 
when  car  is  driven  at  low  speed,  that  the  battery 
will  not  receive  enough  charge  from  the  dynamo 
and  will  become  more  or  less  discharged,  which 
will  be  indicated  by  lowered  hydrometer  reading* 
(pagea  421  and  422). 

When  battery  is  used  alone  (without  genera- 
tor), the  hydrometer  readings  will  likewise  indi- 
cate the  state  of  diacharge  of  the  battery  and 
when  it  ia  necessary  for  it  to  be  charged. 

a  Generator  on  the  Oar. 

Care  of  connections:  If  signs  of  corrosion 
of  any  brass  or  copper  parts  should  appear, 
clean  the  parts  thoroughly  with  weak  am- 
monia and  apply  vaseline. 

Connections  throughout  the  system  must 
be  examined  periodically  and  kept  tight  and 
clean.  Sometimes  a  connection  even  if 
tight,  will  give  trouble,  due  to  foreign  mat- 
ter such  as  paint  or  varnish  on  the  contact 
surfaces.  This  must  be  removed  with  a  file 
or  sand  paper.  The  connections  to  the  gen- 
erator and  the  grounding  connections  to  the 
frame  of  the  car  must  not  be  neglected. 

a  Generator  on  the  Car. 

Do  not  allow  the  battery  to  diacharge  until 
completely  exhausted,  as  shown  by  graYity  fall- 
ing to  1.150  or  thereabout  and  by  Tampa  bum- 
ins  dimly  or  voltage  falling  below  1.8  volta  per 
cell. 

Give  the  battery  a  charge  at  least  once  every 
two  months  whether  the  hydrometer  readings  show 
this  to  be  necessary  or  not. 

of  Service. 

recharged  when  put  into  service  again.  Another 
point,  don't  forget  to  disconnect  battery  wires,  if 
left  standing  for  a  long  period  of  time,  in  or- 
der to  not  lose  its  charge  through  a  slight  leak. 

If  batteries  are  to  be  Idle  for  a  contlnned 
long  period — fully  charge,  then  remove  electrolyte 
and  put  in  distilled  water. 

When  battery  is  pnt  into  use  again  remove 
water,  put  in  1.300  sp.  gr.  electrolyte  and  re- 
charge. Just  as  soon  as  the  electrolyte  is  put 
into  battery  under  these  conditions  the  plates  will 
absorb  the  acid  from  the  solution  and  will  drop 
in  sp.  gr.  to  as  low  as  1.100  but  Just  as  soon 
as  battery  is  put  on  charge  and  fully  charged  it 
will  rise  to  1.800. 

*See  also  foot  note  page  45B.     S>ee  a,\ao,  v«k^«  "^^  V<5>«  V'i  xcvsJ«>^ 


466 


DYKE'S  INSTRUCTION  NUMBER  TIIIRTV^TWO-A. 


INSTRUCTION  Na  32-A. 

^STORAGE  BATTERY  TROUBLES  AND  REPAIRS: 
Troubles;  their  cause  and  how  to  locate  them.  Repairing. 
Charging  Rate  and  how  to  Charge  a  Storage  Battery. 
Resistance;  Lamps  and  Units.  Rectifiers:  Mercury  Arc 
and  Chemicah  Battery  Repairman  s  Outfit.  Lead  Burning. 
The  Edison  Storage  Battery. 

MisceUaneous  Troubles. 


Tlie  storage  bat* 
tery  must  be  prop- 
erly cared  forj  if 
neglected,  after  a 
few  montlis  use  it 
will  not  give  satis* 
faction. 

tSulphatlng  of 
plates  means  that 
a  white  chalky 
Bubstanee  forma 
on  the  negative 
plate  which  la  a 
non-conductor  and 
inaolnble*  The 
positive   pla-te  can 

F.g.  J.  Sulpffd  pl.t..    ^>f    remedied     b  y 

charging,   but    not 

•o  with  a  negative  plate,  if  too  far  gone.  A 

battery  expert  can  sometimes  remedy  tame, 

by  loDg  continued  chargiog  at  a  low  rate. 

The  cause  of  sulpliated  plates  is  usually 
due  to  lack  of  water  kept  over  their  tops, 
or  battery  left  standing  for  a  long  time 
without  charging.    Also  from  Bedioienh 

Keep  water  above  the  plate  tops^  see  to  it 
tbat  charging  is  not  neglected,  and  that 
there  is  no  discharge  caused  by  short-cir- 
cuita  within  or  without  the  batteryj  and  you 
will  have  no  sulphation. 

If  yours  U  a  •* double  voltage"  Bystem, 
■ee  to  it  that  the  distribution  of  charging 
current  is  equalized.    See  page  466, 

^Keep  battery  terminals  clean:  Always 
have  a  solution  of  common  baking  soda  and 
water  handy  for  cleaning  the  battery  term- 
inals; also  vaseline  for  applying  to  battery 
connections  after  cleaning  to  prevent  the 
acid  from  again  corroding  the  connectiona. 
Also  keep  battery  termi- 
nals tight — this  ia  very  im- 
portant. 

Battery  short-oirculta.  Bat- 
tery short-circuits  may  be  in- 
ternalf  or  external. 

If  they  are  internal,  the 
battery  itself  may  be  worn 
out,  the  plates  warped  or 
buckled,  or  a  collection  of 
sediment  at  the  bottom  of 
cells  due  to  disintegratlojE; 
plates,  although  the  latter  is 
rare  because  of  the  height  of 
the  plates  above  bottom  of 
jar. 


Arrow 
pointi  (VV) 
show  bow  bro^ 
ken  d  o  #  D 
woftd  •eptr»- 
tors  Allow 
pUt«  to  bend 
tnd  toufh 
r  ft  a  1 1  n  f  a 
ihort  circnil 
9t  pUtes. 


External  battery  short-circuits  may  be 
due  to  acid  on  the  top  of  the  battery  form* 
ing  an  electrolyte  between  terminals;  bat- 
tery terminals  sulphated,  or  in  contact  with 
top  of  metal  battery  box,  or  battery  wirs 
connections  acid  soaked. 

ita  sets  MUftm  snorf  cttim/ 


X 


.*^- 


Fig,   2,     Common    batterj    irou- 
hies  and   a  aimple   teet. 

Sediment — any  impurities  that  tue  water 
contains  is  left  behind  in  the  cells  by  the 
evaporation  of  the  water. 

Mud  and  sediment  will  accumulate  in  the 
bottom  of  the  battery  and  will  eventually 
short  circuit  the  plates,  if  any  other  than 
distilled  water  is  used.  The  paste  falling 
off  the  plates  will  also  result  in  sediment 
coDecting.  When  cleaning  the  sediment 
from  a  jar,  the  separators  are  usually  re 
placed  at  the  same  time.  The  need  for  clean- 
ing  is  usually  indicated  by  lack  of  capa- 
city, excessive  evaporation  of  the  electro-J 
lyte    and  excessive  heating  when  charging." 

Buckling  or  warping  of  plates:  There  u 
a  tendency  for  the  plates  to  shed  the  paste j 
after  it  hardens  on  the  grid,  called  **buc" 
Ung''  of  the  plates,  meaning  to  distort, 
get  crooked,  from  sudden  high  dischargei 
Other  causes,  will  often  cause  the  active  ma^i 
terial  (paste)  to  loosen  and  fall  out  of  th 
grids,  and  go  to  the  bottom  of  the  jar  and 
cause  a  ** short-circuit"  from  one  plate  to 
another. 

Some  of  the  causes  are:  dead  short  circuit, 
as  between  starting  motor  and  battery;  over 
charging  by  boiling  excessively;  violent  dis- 
charging and  short  circuits  inside  of  battery. 

When   batterj  doe«  not  hold   Iti   chftrfa^    It 
tiiti»ny  due  to   one  or  luof©  o(  lh«  nbove  drf«clal 
inside   of   battery — %nA   each  Cell  ihauld   be  t«fte4  ' 
— aee    index     "cadroiam    tetCi'*    and    pscM    410. 
416,    470. 


*39e  Jnat,    29 — purei   422,   110  for  Battery   Trooblea  of  the  Startiaf  Had  Lfs^liiinf  Syalea. 
fS^e   kIbo   pft^e   470 


STORAGE  BATTERY  TROUBLES  AND  REPAIRS. 


467 


^arheatixig  caused  by  oyerchargiiig  may  oe- 
1  the  regulation  goes  wrong  and  permits 
generator  to  deliver  excessive  current. 


Fig.   4.   A   buckled   plate. 


It  would  be  well  occaslonaUy  to  feel  your 
battery,  iMurticularly  the  lead  links  and  coyer, 
after  a  long,  hard  drive.  Should  you  suspeet 
overheating,  remove  the  vents  from  the  cells  and 
insert  a  thermometer,  of  the  type  made  for  in- 
sertion into  liquids,  into  the  electrolyte  of  each 
cell.  The  battery  temperature  should  never  be 
allowed  to  exceed  110**  F.  Garage  men  who 
make  a  practice  of  charging  batteries  in  .their 
plant  should  enforce  this  rule  rigidly. 

Overheating  should  be  avoided,  because  It 
expedites  evaporation  of  water  from  the  e)ec- 
trolsrte,  causes  deterioration  of  plates  and  separa- 
tors, and  tends  to  buckle  the  plates.  Overheat- 
ing of  one  half  the  battery  should  be  guarded 
against  especially  in  *  *  double  voltage ' '  systems.! 


't'Diagnosing  Troubles  Due  to  the  Battery.     See  also,  page  577. 


trouble  should  develop,  as  shown  by  the 
e  not  cranking  properly,  lights  burning  dim- 

" missing"  of  the  en£^e  when  battery  is 
for  ignition,  look  for  the  cause  as  indicated 


)  Make  sure  that  all  tconnections  are  tight 
hat  all  contacts  are  clean. 

)  Take  a  hydrometer  reading  of  each  cell, 
ittery  is  found  to  be  exhausted  (gravity 
or  thereabout),  give  a  special  charge,  out- 


)  If  after  having  been  fully  charged,  the 
ry  is  soon  exhausted  again,  there  is  trouble 
vhere  else  in  the  system,  which  should  be 
?d  and  corrected. 

)  The  wiring  may  have  become  grounded 
e  frame  of  the  car,  and  cause  a  leakage  of 
it  which  in  time  may  completely  discharge 
attery. 

lis  may  be  tested  for  as  follows:  At  night 
dark  garage,  turn  on  all  the  lamp  switches, 
emove  the  bulbs  from  the  sockets  and  dis- 
ct  the  battery  ground  wire  at  the  ground 


plate.  Then  strike  the  bare  end  or  terminal  of 
the  ground  wire  against  the  ground  plate;  if 
sparks  are  noticed,  there  is  a  ground  in  the  wir- 
ing, which  should  be  looked  for  and  removed. 
(See  fig.  6,  page  413.) 

(5)  If  a  broken  jar  or  short  circuited  cell 
is  indicated  (gravity  considerably  lower  than  in 
other  cells),  have  the  battery  repaired. 

When  lamps  bum  dimly,  turn  on  all  the  lamps 
and  read  the  voltage  with  a  low  reading  port- 
able volt  meter  of  each  cell  or  of  the  battery — 
see  pages  416,  410. 

If  the  voltage  per  cell  is  2  volts  or  there- 
about,  the   trouble  is  in  the   connections. 

If  cell  voltage  is  low  (1.8  volts  or  lower), 
the  trouble  is  in  the  battery.  See  pages  456, 
416,  410. 

When  lamps  bum  brightly,  but  engine  will 
not  crank,  noticys  when  attempting  to  start  en- 
gine whether  lamps  become  very  dim  or  go  out; 
if  they  do,  the  trouble  is  in  the  battery. 

If  they  continue  to  burn  brightly,  the  trouble 
is  in  the  motor  or  motor  circuit. 


Locating  Battery  Troubles  with  a  Hydrometer. 


battery  is  said  to  be  on  open  circuit  when  no 
drcnit  thronffh  which  it  could  discharge  Is 
,  as  with  a  lighting  or  starting  switch.  Ability 
intain  the  specific  gravity  under  such  conditions, 
le  means  ability  to  hold  the  charge.  The  best 
o  test  the  battery  in  this  respect  is  to  insure 
charge  as  with  a  drive  in  the  evening,  to  test 
lis  and  make  a  note  of  the  readings,  and  to 
test  the  gravities  with  the  hydrometer  the  next 
ig  after,  say  10  hours,  have  elapsed  since  charg- 
If  all  cells  maintain  the  gravity  uniformly  well, 
such  conditions  you  may  be  sure  that  the  battery 
excellent  health. 


w  gravity  in  all  cells.  If  your  starter  occasionally 
to  spin  your  engine,  and  if  you  confirm  your 
ions  that  the  battery  lacks  energy,  by  testing 
lydrometer  and  finding  the  "gravity"  low.  say 
1.225  it  may  be  that  all  the  battery  requires  is 
.ra  charge.  You  may  have  previously  discharged 
•attery  to  so  low  a  state  that  the  normal  generator 
has  not  been  sufficient  to  restore  it.  If  failure 
I  low  gravity  recurs  after  this  extra  charge,  you 
low  that  your  generator  is  failing  to  put  enough 
t  into  the  battery,  and  that  the  erenerating  func- 
mst  be  tuned  up.  Or  it  may  be  that  a  short-cir- 
1   the  wiring   is   dissipating   the   battery  ener^fv. 


Low  gravity  In  one  cell.  Should  you  find  the  grav- 
ity low  in  any  cell,  say  50  points  lower  than  in  the 
others,  regard  that  cell  with  suspicion.  Hydromete 
the  cells  oftener  to  determine  whether  the  difference 
in  gravities  of  the  cells  is  increasing.  If  the  trouble 
increases,  the  cause  undoubtedly  is  that  a  short-circuit 
is  commencing.  Some  one  of  the  following  condition! 
must  be  the  cause:  separators  wearing  through,  or 
"mud"  accumulating  in  the  bottom  of  the  jar  until  it 
touches  the  plates,  or  a  piece  of  metal  has  fallen  into 
the  cell  and  has  bridged  across  the  plates.  Again, 
water  containing  certain  minerals  may  have  been  put 
into  the  cell  and  these  minerals  have  prevented  the 
cell  from  holding  its  charge.  The  remedy  is  the  same, 
whatever  the  cause.  The  element  must  be  taken  out 
and  the  cause  removed.  New  separators  should  in  al- 
most every  instance,   be  installed  in  all  cells. 


A  broken  jar  is  sometimes  the  cause  of  persistent 
low  "gravity"  in  a  cell.  You  can  usually  detect  a 
broken  jar  from  the  fact  that  you  will  have  to  add 
water  more  frequently  to  its  cell  than  to  the  others,  to 
keep  the  plates  covered.  The  electrolyte  leaks  through 
the  crack  in  the  jar  and  seeps  out  between  the  jar 
walls  and  sealing  compound.  The  greater  admixture 
of  water  to  replace  the  electrolyte  lost  from  such  a 
cell,   will   naturally  reduce   that  cell's    "gravity.**      We 


see  pages  421  and   422.      tA  common  trouble  is  one   where   connections   of  wire    terminals    to   battery   and 

connection  to  frame   of  car  are   not   properly   made — see  page  421. 
le  voltage  system  means   where   there  are  two   different    circuits   to   battery;    using   different  voltagea — a«« 
66. 


468 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO-A. 


find,  howeTer,  tliat  05  per  cent  of  tU  eases  of  suppos- 
ed ie«ks,  are  not  leaks  at  all  but  are  simply  the  result 
of  adding  too  much  water.  • 

Balsliatlon  and  low  gravity.  If  the  battery  has  been 
properly  attended  to  there  has  been  no  chance  for 
snlphation.  But,  suppose  you  have  owned  a  battery 
for  some  time  and  have  just  acquired  virtuous  battery 
■habits,  so  that  you  can  vooch  for  what  has  been  go- 
ing on  in  your  battery.  And  suppose  you  observe  that 
the  gravity  of  a  certain  cell  is  persistently  low,  and 
that  you  have  to  add  water  too  frequently  to  that  cell 
to  keep  its  plates  covered.  Mark  that  this  by  no 
means  convicts  the  jar.  Tou  may  have  previously  been 
inattentive,  or  at  least  partial  with  the  water  ministra- 
tion. As  a  result  the  tops  of  that  cell's  plates  may 
have  been  left  exposed  to  the  air  for  a  spell,  and  so 
tile  plate  tops  may  have  become  sulphated,  and  the 
disease  has  proceeded  downward  so  as  to  affect  the 
plates  throughout.  Then,  if  this  evil  had  progressed 
far  enough,  the  cell  would  not  respond  to  charging  and 
the  • 'gravity"  would  not  rise.  The  cell  would  be- 
come unduly  hot  during  charge  and  would  hasten  the 
evaporation  of  water. 

1.160  or  lower.  With  "gravity**  as  low  as  this,  the 
battery  cannot  be  depended  upon  even  to  operate  the 
lights. 


Oravtty   too    low   to    read, 
generally  run  as  low  as  1.150. 


Hydrometer    markings 
Batteries  may  be  found 


with  gravities  too  low  to  be  measured  with  the  ordi- 
nary nydrometer,  so  that  you  cannot  fully  diagnose 
the  battery  with  this  instrument  alone.  These  are 
extreme  cases  and  require  an  expert's  attention.  Pos- 
sibly all  they  require  is  a  thorough  charge,  but  the 
special  conditions  of  the  necessary  charge  must  be 
observed.  Should  there  be  tulphation — and  there 
is  likely  to  be  if  the  battery  has  stood  long  in  a  sUU 
of  low  "gravity" — the  rate  of  charge  secured  in  the 
automobile  would  undoubtedly  overheat  and  buckle 
the  plates  and  so  injure  both  plates  and  separators 
and  cause  an  early  finish  of  the  battery* s  career. 

Constantly  high  "grayity.**  While  we  have  indi- 
cated 1.285  as  the  proper  top  mark  for  full  charge,  a 
reading  of  1.800  of  itself  need  cause  no  alarm.  How- 
ever, if  a  few  hydrometer  tests,  and  a  study  of  your 
driving  habits  show  you  that  you  are  regularly  charg- 
ing your  battery  for  considerable  periods  after  the 
"gravity"  reaches  1.285,  it  is  up  to  you  to  do  some- 
thing to  abbreviate  your  charging,  for  your  battery  is 
? retting  more  than  enough,  and  you  are  daily  shorten- 
ng  its  normal  life.  Have  the  generator  output  re- 
duced. And  to  clinch  the  improvement  have  a  tour- 
ing switch  installed   (see  page  427.) 

Exeesiiye  graylty.  Gravity  above  1.800  is  cerUin- 
ly  abnormal  and  points  the  accusing  finger  unerringly 
to  the  man  who  "doped"  the  battery  with  excess  acid. 
Prompt  reduction  of  the  acid  proportion  is  needed  to 
save  the  battery*s  life. 


*A  Digest  of  Battery  Troubles:  Cause  and  Bemady. 


Xiiqiiid  low  in  one  cell. — Cause;  cracked  or  broken 
jar. — Remedy;  new  jar. 

Electrolyte  graytty  won't  rise. — Cause;  sulphated. — 

Snlphation. — Indication:  gravity  cannot  be  brought 
up  by  charging.  Caune*  overdi»charge;  ntanding  dis- 
charged; raw  acid  added  to  replace  evaporation  instead 
of  water;  electrolyte  level  constantly  low;  internal 
short  circuits.  Remedy:  give  long  24  hr.  charge  at  low 
rate.  If  this  fails,  put  in  new  elements;  balance 
electrolyte  in  each  cell  and  charge  for  long  period. 
See  also,  pages  461,   456  and  top  of  this  page. 

Ortrheating. — Cause;  liquid  low  or  charged  too  ra- 
pidly.— Remedy;  refill  with  water  and  inspect  regular- 
ly* or  alter  generator  regulation. 

Electrolyte  leaking  at  top. — Cause;  solution  too 
high. — ^Remedy;   draw  out  a  quantity  with  syringe. 

Battery  conitantly  low. — Cause;  under-charging. — 
Remedy;  examine  generator  brushes,  if  o.  k.  increase 
charging  rate  and  have  battery  charged  from  an  out- 
side source. 

Buckled  plates. — Cause;  Rulphation;  overheating. — 
Remedy;  charge  at  lower  rate— keep  liquid  in  cell — 
keep  temperature  below  110  deg.     Give  a  24  hr.  charge. 

Battery  exhausts  quickly  while  idle. — Cause;  short 
circuits   or   grounds — Remedy;    go   over   wiring. 

Frosen  battery' — See  page  451. 

Botting  insulstors. — Cause;  impure  water — too  much 
acid. — Remedy  use  distilled  water  only  or  melted  arti- 
flcUl  ice.** 

Battery  won*t  take  charge. — Cause;  connectors  loose 
— see  crystallised  plates. — Remedy  resolder  connectors 
and  plate  holders. 


Terminals  corroded. — Cause;  acid  leak  through  vents. 
— Remedy  clean  with  ammonia  or  washing  soda. 

Jars  break  rapidly. — Cause;  battery  not  fastened 
down. — Remedy;  see  that  proper  cleats  and  bolts  are 
fitted. 

Separators  punctured.  •:— Cause;  overheating. — 
Remedy;  renew  separator  and  keep  battery  filled. 

Lights  rise  and  fall. — Cause ;  battery  low. —  Remedy : 
recharge  outside  or  by  long  run  at  20  m.  p.  h. 


Battery   won't   operate   after   stortfe. — Cause 
maintained  during  storage. — Remedy  shoi] 


-.    not 

_  .        ould  have  been 

probably   cannot   be   repaired   owing   to 


kept   charged- 
disintegration. 

Lamps  dim  although  electrolyte  at  high  leyeL — 
Cause;  specific  gravity  too  low. — -Remedy;  bring  speci- 
fic gravity  up  to  1.276  by  charging — see  that  generator 
gives  20  per  cent  more  current  than  lamp  consumption. 

Electrolyte  down  to  1.100. — Cause;  overd  is  charge. 
— Remedy;  give  reforming  charge  at  8  amps,  until  up 
to  maximum  density. 

One  cell  dead. — Cause;  insulation  destroyed. — 
Remedy;  watch  overheating  and  overcharging —  keep 
electrolyte  up. 

Battery  dead  from  usage. — Cause;  using  without 
restoring. — ^Remedy;  charge  for  24  hr.  at  rate  marked 
on  battery  or  until  electrolyte  reaches  1.276. 

Large  sediment  deposit. — Cause;  active  material 
dropping. — Remedy;  take  battery  to  service  station  at 

once,  as  material  has  become  loosened. 


(1) 


w 

(8) 

(4) 
(6) 


(6) 


Ltam  to  prepare  the  electrolyte.  Use  a  large 
earthen  crook  or  leail  vessel  with  burnt  seams. 
One  part  of  chemicully  pure  concentrated  sul- 
phuric acid,  is  mixed  with  several  parts  of  water, 
the  proportion  of  water  varying  with  the  type 
of  cell,      (see  pages   448   and   451.) 

Prepared  electrolyte  may  be  purchased  if  desired 
— see  page  473. 

Always  pour  the  acid  into  the  water,  never  the 
reverse. 

Use  pure  water,   either   distilled   or   rain  water. 

Allow  the  electrolyte  to  cool  before  placing  in  the 
eells.  The  specific  gravity  should  be  1.200  or  25 
degrees  Baume.  Add  distilled  water  if  a  higher 
reading   is    obtained. 


Storage  Battery  Pointers. 

(7)  Woolen  clothing  Is  little  affected  by  acid. 


Orida  should  always  be  at  least 
surface  of  the  solution. 


V&   inch  below  the 


(8)  Ammonia  immediately  applied  to  a  eplaab  of  add 
on  the  clothes,  neutralises  the  acid  and  prevents 
a  hole  being  burnt  in  the  material. 

(0)  In  case  a  bit  of  acid  splashes  into  tiie  eye,  wash 
well  with  warm  water  and  put  into  the  eye  a  drop 
of  olive  oil. 

(10)  Ayold  the  use  of  an  open  flame  in  a  room  wkere 
a  storage  battery  is  being  charged,  or  in  which 
it  has  been  left  for  some  time,  as  an  explosive 
mixture  of  air  and  hydrogen  may  be  formed. 

(11)  Storage  batteries  are  rated  in  ampere-honr,  this 
being  based  on  the  steady  current  the  battery 
will  discharge.  A  battery  that  will  discharge  at 
five  amperes  for  eight  hours  without  the  yoltage 


**Disti]led  water:  Artificial  ice  is  not  always  made  of  distillfil  water.  Rain  water  can  be  used  if  it  does  not 
come  from  a  metal  roof  or  whore  mineral  substances  will  K**t  into  it.  Drug  stores  have  small  distillers  which 
consist  of  a  glass  tube  in  which  water  is  boiled  and  the  Kt<>am  condensed  into  distilled  water.  Filtered  water 
ir///  not  do.     See  p9>gt  709  for  a  home  made  still. 

*Aho  HOP  paeon  422  4'jn.  41  fi.   410.     S(m'  nUo,  page  7>11   for  n    "Digost   of  .ntartinir  motor  and  generator  trou- 

hffs ' '. 


STORAGE  BATTERY  TROUBLES  AND  REPAIRS. 


400 


folUnff  below  1.76  is  rated  es  a  40-ampere-hour 
battery.  Tbie  doee  not  mean  tbat  40  ampere* 
would  be  tbe  output  of  tbe  battery  if  disebarfed 
In  one  bour.  Tbe  ampere-bour  capacity  decreaaea 
witb  tbe  increase  in  current  output. 

(12)  Tlie  eurrent  In  ebanlng  sbould  be  kept  witbin 
tbe  maker's  specified  limit.  One  aotbority  ad- 
Tises  for  rapid  ebarging  coverinf  a  period  of 
tbree  bours,  60  per  cent,  88  per  cent  and  16  two- 
tbirds  per  cent  of  tbe  total  current  for  eacb  con- 
secutive bour. 

(15)  Tbe  e.  m.  f.  of  tbe  cbarglng  current  at  itartinf 
the  cbarge,  sbould  be  about  five  per  cent  bigber 
tban  tbe  normal  e.  m.  f.  of  tbe  battery.  After 
a  few  minutes  this  voltage  may  be  10  or  16  per 
cent  higher  than  the  normal  battery  e.  m.  f. 
However,  tbe  battery  is  kept  in  tbe  best  con- 
dition by  using  a  constant  charging  current  and 
if  neoessary  to  maintain  this,  tbe  voltage  may  be 
raised  to  26  per  cent  higher  tban  the  normal  bat- 
tery voltage. 

(14)  Be  sure  tbe  positive  pole  of  tbe  cbarglng  mains 
Is  connected  to  tbe  positlTe  side  of  tbe  battery. 

(16)  To  determine  tiie  polarity  bold  tbe  two  wires  In 
a  glass  of  acidulated  water  or  electrolyte,  keep- 
ing tbem  at  least  %  in.  apart.  Gas  will  collect 
most  at  the  negative  lead. 

(16)  A  eeU  U  fnlly  cbarged:  (a)  If,  witb  a  consUnt 
current,  tbe  voltage  and  specific  gravity  do  not 
ehange  in  one  bour.  (b)  When  the  plates  de- 
cidedly increase  the  quantity  of  gas  given  off.  (c) 
When  the  specific  gravity  measures  1.276,  9nd 
tbe  voltage  nrom  2.6  to  2.7.  (d)  When  tbe  neg- 
ative plate  assumes  a  light  gray  rolor  and  the 
positive  plate  turns  a  dark  brown. 

(17)  Herer  adopt  tbe  metbod  of  putting  a  wire  across 
the  poiitlTe  and  negatlTe  terminals,  to  see  if 
tlMT*  is  any  "ipark.*'^  It  is  almost  a  dead  short- 
circuit,  and  if  the  cell  be  of  a  small  capacity  of. 
aay  80  ampere-bour,  and  the  wire  No.  16  copper 
the  current  may  be  anything  from  80  to  100  am- 
peres for  a  fraction  of  time,  which,  when  cal- 
culated, is  a  very  appreciable  amount  of  tbe  total 
capacity,  if  only  for  a  second  of  time  duration. 
It  la  alao  very  detrimental  to  the  cell,  assisting 
the  disintegration  of  the  plates  or  active  ma- 
terial thereon. 

(15)  Lead  cells  should  not  be  discharged  below  1.7 
volts. 

(19)  Bzcesiive  bolUng  will  loosen  the  active  material. 

(50)  If  the  cells  are  hot  while  charging,  reduce  tbe 
charging  current. 

(51)  If  a  battery  if  not  in  use,  give  it  a  short  charge 
once  a  month. 

(88)  If  White  sulphate  is  formed  on  tbe  grids,  it  may 
be  reduced  by  charging  at  a  high  rate  for  a  few 


bours  and  overcharging  at  a  low  rate  for  two  or 
tbree  days. 

(88)  (Continued  snlphating  will  baekle  the  plalM.  aa 
will  also  too  rapid  discharging. 

(24)  A  cell  that  hai  been  short-dreiilted,  ahonld  hi 
disconnected  firom  the  battery  and  cbarged  and 
discharged  several   times   separately. 

(86)  Makers  furnish  directions  for  kemlng  hattvlM 
when  not  in  use.  One  way  to  do  thu  is  to  charge 
the  battery  fully,  then  siphon  tbe  eleotrolyte  •at 
of  the  jars,  to  be  kept  until  used  again.  Tha 
plates  must  then  be  removed  and  stored. 

(86)  Never  aUow  the  cells  to  stand  In  a  dlaehjagtd 
condition,  as  it  becomes  very  difficult  to  get 
them  properly  charged  if  left  standing  any  length 
of  time,  unless  great  care  is  taken  dnnng  the 
succeeding  charge. 

(27)  If  tbe  terminals  begin  to  corrode,  use  vaseline. 

(28)  Voltage  readings  should  be  taken  only  when 
charging  or  discharging. 

(29)  Do  not  let  the  battery  get  too  warm;  its  tempera- 
ture should  never  exceed  100*  F. 

(30)  Use  only  dlstiUed  water  to  replace  losses  from 
evaporation.     Add  acid  only  in  special  cases. 

(31)  Each  thne  yon  charge,  bring  the  gravity  up  to 
maximum,  or  charge  until  it  has  remained  con- 
stant, for  at  least  one  hour  in  every  cell. 

(32)  When  charging  the  battery,  put  in  at  least  80 
per  cent  more  cnrrent  (ampere  hours)  tban  is 
taken  out,  and  at  every  th&d  ebarge  give  It  a 
60  per  cent  over-charge,  at  the  finish  rate  for  the 
general  good  of  the  battery. 

(33)  Voltage  readings  are  only  approximate.  Gravity 
readings  give  correct  indications. 

(34)  Keep  the  box  containing  the  battery  perfeetlj 
dry.  if  any  acid  is  spilled  into  the  box,  wipe  it  off 
carefolly  with  a  piece  of  waste  dipped  in 
ammonia  water. 

(36)  When  charging  at  the  finish  nte  or  84-hoir  ratab 

leave  battery  on   until  bubbles  begin  to  rise  111 
the  electrolyte,  then  for  at  least  one  hour  longer. 

(36)  Never  add  add  or  electrolyte  te  the  o^lf  exetpl 
to  replace  loss  from  iplUlng. 

(37)  In  cases  where  the  spedflc  gravity  will  not  ahow 
any  rise  during  or  at  the  end  of  its  charge,  it 
indicates  a  short  circuit,  and  tbe  cell  has  not 
received  its  charge. 

(38)  In  eases  where  the  specific  gravity  eomea  up  ta 
1.860  at  the  end  of  Its  ehaxge,  imt  falla  to  a 
lower  figure  during  a  period  of  idleness  or  stand- 
ing for  say  twenty-four  to  forty-eight  hours, 
this  also  indicates  a  short  eircuit,  or  else  local 
action  (or  internal  discharge),  due  to  contami- 
nation of  the  electrolyte  by  some  impurity. 


**cniargiiig 
The  charge  rnnst  always  be  given  from  a 
"direct"  current  drcnit  (never  an  alternating, 
imless  a  rectifier  is  used),  and  great  care  taken 
to  connect  the  positive  wire  to  the  positive  ter- 
ndnsl  of  the  battery  either  directly  or  throirgb 
the  'resistance  which  is  usually  necessary;  the 
negative  wire  must  then,  of  course,  be  connect- 
ed to  the  negative  terminal  of  the  battery.  If 
eoonacted  In  the  reverse  direction,  very  serious 
injiuy  to  the  battery  will  result.  To  test  for 
polarity,  see  page  452. 

Berersed  charge:     Should  a  reversal  occur, 

Gt  the  battery  on  charge  at  the  24-hour  rate  and 
kve  it  on  for  several  days.  Do  not  take  it 
off  QntU  its  voltage  and  gravity  both  have  reach- 
ed a  maximum,  with  battery  at  normal  tem- 
perature, 70  degrees  F. 

Ohazging  rate.     Start  the  charge  at  a  rate 
equal  to   the  normal   charging  rate    (start)    or 

8m  peg*  474.     *  See  also,  page  470  for  charging  a 
^  ~    see  pages  787,  452. 


a  Battery. 

lower,  as  shown  in  the  tables  and  continue  the 
charge  until  the  cells  gas  freely.  This  will 
ordinarily  take  about  six  hours.  Then  eontinne 
the  charge  for  six  hours  at  the  normal  rate 
(finish),  see  tables,  page  467. 

A  battery  charge  is  complete  when,  with 
charging  current  flowing  at  the  finish  rate  given 
in  the  tables,  all  cells  are  gasring  (bubblinji) 
freely  and  evenly  and  the  gravity  of  all  ceUs 
have  shown  no  further  rise  during  one  hour. 

The  24-hoiir  rate  is  the  one  used  for  charging 
through  the  night,  and  cells  charging  at  this  rate 
may  be  left  on  continuously. 

If  you  have  no  voltmeter  nor  hydrometer,  it 
is  possible  to  determine  when  the  battery  Is 
fully  charged  by  observing  when  gas  bubbles 
begin  to  rise  from  the  solution  while  battery  Is 
chnrging  at  the  24-hour  rate. 

repaired   battery.     To   ftn^L  i»q\«.xV\^    ^1  %  \i*»«ri   -^^^^ 


DYKE'S  IXSTRt'CTIOX  NUMBER  THIBTY-TWO-A. 


L 


^^c 


Clursins  Stonge  Batteries  from  a  *110  Volt 
Direct  Cnzreot  Circuit  Vs!ng  Idonps. 

A  ftonc*  battery  can  te  cfcarf«d  ftOB  a  110.  220  or  500  tolt 
dlnct  cmcal  drevit  by  minij  plartiig  lamps  into  circ«it»  to  that 
:£.«;  «-«r7'=.*.  :=.  p'Ut.:::;  tiroif*  :::*  Lkaps  must  pass  throofh  tlia 
b**.!«T.     Tie  i»=p  netL'.-l  j  r.'-:  »a  ^fTicieot  method.     Some  of  the 


i=-^!:  farftcet  ct:I.z^  t:.e  !&=.;  i 


i:zliiiz.g  the  rarmce— tee  paga  465. 


Yhe  ajKoaut  of  ccrrert  cr  acperes.  depeadj  upon  the  candle  power 
cr  »»:t  ':»;.»ci:T  cf  ire  !»=■.;»  eti  iL*  method  of  connection. 

A  82  c,  p.  110  TOlt.  carbon  f.lammt  lamp  will  pats  approxim- 
k>:7  1  as:pere  a:^d  :■  t  100  vatt  Uap.  Watts  are  fonnd  by  malti- 
j/lji.Mf  t:.*  volttge  of  tte  cirr-::!  '100  voll*  used  instead  of  110.  which 
.1  £.<tftr  •-r.oTiifh  in  this  i:.%tAZict)  br  the  ampere  capacity,  as  100 
•. '/.tt    y    1   amp.    =    100  wttts. 

A  16  c.  p,  110  Tcit  carbon  filament  lamp  will  pats  Vg  ampere  and 
.4  k   ^0  v-att  Urr-p. 

1^      /  To  Charge  a  Single  Battery. 

p7  y  The  best  rate  to  charge  any  battery  is  at  a  slow  rate  for  a  long  time,  but  in  many  inttanees 

-r— y     ,t  wo'/A  r^'juire  too  long  a  time.    About  a  «  ampere   rate  would  be  best  for  small  batteries,  bat 

^■"'^       if  battery  li  a  WO  or   100   amp*r*-hour    "starting  and   lighting'*    battery,   we   will   use   say,   10 

SBMres,  or  10.  'i2  c.  p.  110  volt  lamps,  per  fig.  1    'only  9  lam;- s  shown;.     Lamps  are  connected  in  **psr- 

allel,"  or  across  the  Ii&«  and  battery  is  conne^^ted  in  "series**  with  the  bank  of  lamps. 

A  lUgli  rata  will  charge  tlie  battery  quicker  but  battery  heats  up  quicker,  which  is  injurious  to  bst- 
tery.  In  fact,  in  charging  any  battery  the  t«rmperature  should  not  be  above  110  degrees  and  if  it  rises  to 
this  point  the'rharge  is  too  heavy  acJ  should  be  cut  down.  To  find  the  polarity  of  charging  wires  and  bat- 
tery, see  page  452. 

ti^^TT^Uiit^iiot^  Mwnichotxi     y\gzi.  Charging  1  to  11  Batteries. 

giPki,  >*/**!  f?c  Amp  Fb.«»J  p,^^^    batteries    in    "series'*    per    fig.    4.    page   462. 

Then  use  the  number  of  lamps  per  table  below.     We  are 
assuming  that  charging  circuit  is  a  110  volt  direct. 


2     I       4^7      t~^I     ^Sn 
Lo<rpil  :.an»p    Utmpt    Lofc>pt   I 


-o-J 


S*.arstc. »  llOv.Laava 
at '  ■•»»"  nS  aay'ft. 


ioApSvrhh 


^     (^     y"'^'^ 


1 

IW^IO. 

SL                            :.!. 

2 

lOL-  9'-.« 

31.                                M, 

'A 

IIU-  T>* 

HI.                         :,L 

4 

121^  9^H« 

41.                                M. 

■t 

IlL-  9'«« 

41.                                H. 

A 

1'>L-10-i* 

41.                           :i. 

7 

ITL— Ww. 

M.                                M. 

h 

i9U-iav« 

61.                                •♦L 

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JJU-  STv* 

«'.L                              UH. 

10 

2r.l^10- 

^l.                       v:\. 

11 

:«I^  <r -* 

91.                              IM. 

L  iltsignatrv 

laaipt  ill  rin-uit  mui 

S,  tmp«rCS  |>H>>iiig  tu  lMtTrr>. 

fNK^I- 


"^  Cf^r^edie^ni  Tor  Cbargiiay  £aiferje« 


It  Will  be  obaerred.  that  to  charge  more  than  one  bat- 
tery, more  lamps  are  nsed  in  order  to  obtain  the  same 
amperage  rate  of  charge,  or  nearly  the  same.     This  ii 
due  to  thd  fact  that  as  each  battery  is  connected  in 
series  with   another,    the  battery  voltage   ia  increased. 
When  charging  aereral  batteries,  the  practice  ia  to  charge  at  6  amperes 
during  the  day  and  3  amperes  at  night.     This  permits  watching  in  day 
and  avoids  overheating  at  night. 

Above  table  is  figured  for  a  discharged  90  to  100  ampere-honr  6  volt 
starting  and  lighting  battery  (see  page  467).  If  amallor  batteries  are 
on  the  line,  or  if  some  are  partially  discharged,  then  charge  at  24  hoar 
rate  until  smaller  ones  or  partially  discharged  ones  are  charged,  thea 
remove  them. 

30  Ampere,  Lamp  Charging  Outfit. 

Fig.  37  outfit  has  a  base  of  hard  wood  and  No.  12  wire  is  used.  Various  charging  rates  can  be  had  by 
switching  on  banks  of  lamps  instead  of  unscrewing  lamps.  Note  2.  4,  8  or  16  lamps  can  be  nsed  singly, 
or  all  together  which  would  make  30  amperes  total.     Each  32  c.  p.  110  volt  lamp  gives  1  ampere. 

To  obtain  20  amperes,  switch  on  the  4  and  16  bank:  10  amperes,  switch  on  the  8  and  2  bsak;  6  am- 
peres, put  2.  16  c.  p.   ^   ampere  lamps  in  2  bank,  which  would  give  1  amp.,  and  use  this  with  the  4  bank. 

Ammeter  indicates  quantity  of  current  in  amperes,  passing  to  battery.     It  can  be  connected  in  seriei 

rer  figs.  37  and  8.     An  ordinary  dash  type  can  be  used   if  rate   of   charge  is  not  over  capacity  of  sseCer. 
f  in   connecting  meter,   hand   points   wrong  direction,  reverse  the  connections  to  meter. 

Testing  Battery  For  Charge. 
The   battery  requires   careful  watching.     A   volt-meter  or  hydrometer  or  both  can  be  used  for  tcstiag. 
A  volt-meter  is  connected  "across  the  line"  per  fig.  3.  which  is  shown  testing  the  entire  battery.     It  is 
best  to  test  each  cell,  per  A.  page  416.     Sec  also,   pnpe  864D  to  864E. 

If  volt-meter  reads  2.4  to  2.5  volts  per  cell  when  charging,  decrease  number  of  lanpe  to  SH  to  8  aa- 
pares.  Charge  for  about  5  hours  more  and  if  still  reads  2.5  volts,  charging  is  complete  aes  also  psges 
453.  459. 

A  hydrometer  is  used  most  for  testing  during  charge.  If  on  a  test  the  specific  gravity  (a.  g.)  shews 
1275  to  1300  and  battery  "gases"  freely,  then  reduce  charge  to  SH 
or  3  amperes  for  say  5  hours  more,  being  sure  temperature  does  not  ris* 
over  110  degrees.  If  s.  g.  does  not  change,  battery  ia  charged.  8m 
also  page  459.  The  2^  amperes  can  be  obtained  by  naing  2---92  c  p- 
lamps  and  1 — 16  c.  p.  110  volt  lamp. 

On  some  old  batteries  the  s.  g.  may  not  riae  above  1250,  then  It  is  s 
matter  of  using  it  and  recharging  again  aooa. 

A  BheosUt 
Shown  in  fig.  25  is  a  wire  resistance,  novated  en  the  back  ef  a  state 
base.     The  resistance  is  iron  wire,  German  alhrer  er  ether  kind  eC  re- 
sistance wire  which  can  be  placed  in  the  eircmit.  aare  er  lean  ameeali 
'   '  See   also  page/4C4  lA  itagea  4T4,  t04S. 


by    movement    of    lever. 


OBART  NO.  £05— Charging  Storage  BaUeri«&  iTi\:ki  l>\x«c!t  Q^jxtrnt  ts9m  ft 

B^etgie  XrfUDps.     A  Rheostat.        •See  vagc  *^5  ^^^  cYiax^Kni  Itom  7.^^  isaA  VM  ^ 


STORAGE  BATTERY  TROUBLES  AND  REPAIRS. 


461 


Lg  a  charge;  this  is  not  recommended, 
unavoidable  proceed  as  follows: 

J  battery  on  double  the  ** start"  rate 
your  battery  in  the  table  of  rates, 
D. 

g  batteries  can  be  placed  on  the  line 
dries  capable  of  taking  a  charging 
r  than  that  usually  given  to  sparking 
and  at  all  times  the  batteries  should 
until  gravity  has  reached  its  maximum 
ned  stationary  at  this  maximum  for 
1  hour. 

Charging  Bates. 
Qce  the  charge  at  the  current  rate 
ler  **starf  Chart  205-D.  Be  sure 
ate  is  correct  for  the  particular  type 
.  Continue  to  charge  at  the  maximum 
the  cells  begin  to  gas  or  bubble  freely, 
ime  the  voltage  will  be  approximately 
er  cell  (7.5  volts  for  a  6-volt  battery), 
or  both  of  these  conditions  are  obtain- 
>  the  charging  current  to  the  value 
»r  *  *  finish, ' '  chart  205-D  by  unscrewing 
number  of  lamps  (if  charging  as  per 
,  and  continue  to  charge  at  this  rate 
lells  again  gas.  freely,  and  the  specific 
the  electrolyte  ceases  to  rise,  as  indi- 
successive  half-hour  readings  taken 
Jells  begin  to  gas. 

end  of  charge  the  voltage  will  be  ap- 


proximately 2.5  volts  per  cell  with  the  current 
flowing  at  the  minimum  rate,  but  on  a  new 
battery  this  voltage  will  be  greater,  reaching 
as  high  as  2.65  volts  per  cell. 

i:The  specific  gravity  of  the  electrolyte  at  the 
end  of  charge  should  be  at  a  maximaih  between 
the  value  1.275  and  1.285.  Correct  all  specific 
gravity  readings  for  temperature  as  described 
under  ''specific  gravity,"  page  449.  Make  sure 
that  the  battery  is  full,  but  do  not  overcharge. 

The  temperature  of  the  electrolyte  shonld  not 
be  allowed  to  exceed  100*  Fahrenheit  during 
charge.  If  this  temperature  is  exceeded,  cool 
the  battery  by  reducing  the  charging  current, 
or  by  temporarily  stopping  the  charge. 


Charging  and  Discharging  Sulphated  Batteries. 

With  the  sulphated  battery,  the  charging  should  be- 
gin at  abont  a  two  or  three-aihpere  rate  and  should 
not  be  allowed  to  raise  beyond  five  or  six  amperes.  A 
thermometer  reading  should  be  made  everj  hoar  and 
the  temperature  of  the  solution  should  nerer  be  much 
over  100  degrees  Fahrenheit.  Never  let  it  heat  more 
than  110  degrees.  When  the  cells  begin  to  gas  and 
give  off  bubbles,  take  the  battery  off  of  the  charger 
and  discharge  the  battery  by  connecting  some  lamps 
on  it  or  some  resistance  across  its  terminals.  Put 
in  just  enough  lamps  or  resistance  to  draw  a  discharge 
current  equal  to  1/10  the  ampere  hour  capacity;  (if  80 
ampere  hour  batteries,  discharge  at  an  8*ampere  rate) 
discharge  the  battery  until  each  cell  has  a  voltage  of 
1.6  to  1.7  volts  while  the  battery  is  diseharginff.  Re- 
peat this  process  from  two  to  three  times  and  the  sul- 
phate will  be  well  broken  down  and  the  battery  in  good 
condition.      See  also  page  470. 


Charging 
nee  required:  If  only  one  battery 
barged  from  a  110  volt  direct  current 
sistance  must  be  used  in  series  with 
y  to  reduce  the  voltage  of  the  circuit 
the  battery. 

st  convenient  resistances  to  use  are  110 
idle  power  carbon  filament  lamps,  con- 
parallel  with  each  other,  and  the  com- 
1  series  with  the  battery  (chart  205). 
arrangement  each  lamp  will  allow  one 
charging  current  to  pass  through  the 
>  that  the  number  of  lamps  required 
d  upon  the  charge  rate  of  the  battery 
art  205-D). 

istance,    for    type    XC-15,    **Exide," 
:e  7  amperes,  seven  lamps  will   be  re- 


Clrcult. 

If  32  candle  power  lamps  are  not  available, 
then  double  the  number  of  16  candle  power  lamps 
will  be  required  as  the  current  raUng  is  only 
%  of  that  of  the  32  c.  p.  lamps. 

If  tungsten  or  other  high  efficiency  lamps  are 
used,  more  than  twice  as  many  will  be  required 
than  if  carbon  filament  lamps  are  used,  owing 
to  the  lower  current  rating  of  the  foniier. 

If  the  battery  is  to  be  charged  from  a  220 
volt  circuit,  use  two  lamps  in  series  In  place  of 
each  of  the  lamps  necessary  when  charging  from 
110  volts,  and  twice  as  many  lamps,  if  they  are 
not  220  volt  lamps,  see  page  465. 

If  only  a  500  Tolt  drcnlt  is  available,  it  is 
necessary  to  use  five  lamps  in  series  in  place  of 
each  of  the  lamps  used  when  charging  f^om  110 
volts.     (See  fig.  15,  chart  205-B). 


*  Charging  Equipment  for  a  Shop. 


the  necessary  wiring,  etc.,  so  that 
;an  be  easily  connected  up  and  charged 
y  stand  on  the  bench.  Apply  vaseline 
battery  terminals  and  exposed  copper 

resistance:  Thirty  ordinary  lamp  sock- 
unted  on  a  board  and  wired  up  to  snap 
in  groups  containing  two,  four  eight 
!n  lamps  reapectivcly.  A  suitable  main 
se  cutout,  ammeter  and  terminal  block 
the  outfit. 

food    electrician    w^l    understand    this 


layout  and  can  make  it  up  and  install  it  quick- 
ly and  at  moderate  expense. 

With  this  equipment  from  one  to  twelve  3 
cell  batteries  can  be  connected  in  serieB  (the 
positive  terminal  of  one  connected  to  the  nega- 
tive terminal  of  the  next  and  so  on)  and  charged 
at  one  time. 

The  lamps  which  are  in  series  with  the  bat- 
teries make  it  possible  to  regulate  the  current 
passing  through  the  battery  to  the  proper  value. 
Different   combinations   of   the   switches  permit 


E>age  460.  tSee  page  474  for  explanation  of  a 
gine  and  dynamo — .s«^«»  \un:e  rt'J4.  also  page  864L. 
ance   electrolyte. 


'rheostat.'* — A    complete    charging   plant   including 
tSee   also,   page   864E   and   piif^e   471,   how   to   9d- 


402 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO-A. 


5WITCM 


*Belt  Driven  Generator  for  Oharglng 
Storage  Batteries. 


Fig.  1. — Bftttory  cbmrg- 
ing  ontflt  wliicli  can  b« 
operated  ftom  line  lhaft, 
engine,  or  anj  other 
source.  Speed  of  dyne- 
mo  is  2,000  r.p.m.  ^ 
h.  p.  reqaired  to  operate. 
Will  charge  any  batterj 
or  combination  of  bat- 
teries not  exceeding  80 
▼cite.  Any  voltage:  6. 
12.  18.  24  or  30  TOlta. 

Fig.  2  —  Switch-beard 
of  a  typical  battery 
charging  outfit. 

(1)  Brackets  for 
support;  (2)  double 
reading  ampere  meter : 
(3  A  4)  bolts.  (5  A  6) 
fuses;  (7-8-9)  doable 
pole  single  throw 
switch;  (10)  slate  slab 
(11)  rheostat  resistance. 

This  outfit  sells  for 
a  reasonable  price  and 
would  soon  pay  for  it- 
self in  any  garage. 


Switch   board. 


r^trtbSTrt.""""  «'"•"«"  "*  ••The  O.  B.  Motor-Oenantor  (fig.  6  below). 


I  AfWtfT9K  I 


I     I 

t 
I 


I 


{: 


^o  awm^to 


c-^t  ^csiTfvr 


j  ^4yTKJ>»^»/^0H»yniy 


-aaiy- 


Fig.  5.  This  batterj-charging  outfit  is  designed  especially 
for  the  purpose  of  recharging  automobile  lighting  and  igni- 
tion batteries.  The  outfits  are  furnished  in  fire  sixes,  suit- 
able for  the  private  garage  to  that  required  for  the  large  pub- 
lie  garage  which  has  quite  a  number  of  batteries  to  recharge 
daily. 

The  outfits  consist  of  a  small  aMtor-generaior  set  (either 
alternating  or  direct  current  motor  coupled  to  direct  current 
generator)    with   switchboard  panel  mounted   thereon. 

The  switchboard  panel  has  a  Toltmeter  for  indicating  the 
Tolta^  and  an  ammeter  for  indicating  the  amperea  of  the 
charging  current  delivered  to  the  batteries  being  charged. 

There  is  also  a  generator  field  rheostat  for  controlling  the 
charging  voltage  and  current,  and  a  snap  switch  arranged 
to  open  or  close  both  charging  and  motor  circuits  at  a 
single  turn. 

BattBgs  of  ovtile:  These  outfits  are  fumiahed  for  service 
on  either  110  or  220  volts.  60  cycles  alternating  current  cir- 
cuits, or  for  110  or  220  volts  direct  current  circuits,  and  as 
before  stated,  are  furnished  in  five  siaca.  175.  250.  375.  500 
and  760  watu  output.  T%e  17S-  and  250-wntt  outfits,  can  be 
fumiahed  for  generator  voltagce  of  12,  18  or  24  volts  as  de- 
sired. T%e  S75-watt  outfit  is  fumiahed  for  se  volts,  the 
500-watt  outfit  for  48  volts,  and  the  750-wutt  outfit  for 
T2  volts. 

The  iheestat  mounted  on  the  switchboards  have  in  nil  cases 
fufTicient   capacity   to   reduce   the  voltage  gSMstateii    to    one- 
quarter     of     that     for 
which     the     outfit     is 
rated. 

VOLT "*** 


T^TS^      i     a  e      "v 


Ox*  e-volt  battery. 
Ox#  l2-v«li  hattery. 
Tvie  e-vc3t  batteries 
Twv  i:-v«2t  batteries. 
T^ree^velt  hattcxiea. 
^»  l*-Tr:t  battery. 
F««r  <-v«2i  batteries. 
<tee  S4-«w£t  battery, 
v'^efi  aad  l-12v.  bat. 
C^e«a»li  :-l»v.bat. 
r««««3»l  l-irr.  bau 


JR?. 


Curs^nig  0=5its.   B<^:  Dtrrtat 


:*;««    l?*S.    *iO. 


-•rm-.T    ».»: 


STORAGE  BATTERY  TROUBLES  AND  REPAIRS- 


MS 


curent  to  pass  through  two,  four,  six  and 
eig)Lt  and  so  on  up  to  all  thirty  lamps  and 
then  through  the  batteries  in  series  with 
them. 

tBaUstance  unit:  Instead  of  lamps,  resist- 
ance UQits  (fig.  11,  chart  206-AA)  of  ap- 
proximately 36  ohms  'resistance  and  3.3.  am- 
peres capacity  each  may  be  used.  This 
equipment  will  occupy  less  space  than  the 
lamps  and  serve  the  same  purpose. 


ttBlieostat:— Instead  of  either  a  lamp  t»- 
•istanee  or  unit  reaittanee  panel,  a  rheostat 
can  be  used,  see  fig.  26,  page  460. 


f,tkmmUm^*ihmm. 

ii««»M«i«-«-rziarf 

suras'--"— na^«*= 

^ȣǣrn 

p&jfis; 

1 
• 

4 
• 

<•* 

Ml 

i 

R 

Mf 
•  • 

Alternating  current  flows  alternately  In 
opposite  directions  and  is  used  to  a  great 
extent  for  house  lightingi  Only  direct  cur- 
rent which  is  constant  or  a  continuous  cur- 
rent, is  suitable  for*  charging  storage  bat- 
teries. 

Alternating  current  can  be  rectified  so  it 
will  flow  in  one  and  the  same  direction.  It 
can  then  be  used  for  charging  storage  bat- 
teries and  such  a  device  is  called  a  rectifier. 

There  are  several  types  of  rectifiers  as 
follows: 

1 — Chemical  rectifier,  page  466. 

2 — Mercury  arc  rectifier,  page  465. 

3 — Motor-generator  set,  page  462,  864K. 

4 — Synchronous  commutator  type. 

5 — Tungar  rectifier,  page  465. 

6— Vibrator  type,  465,  466,  864L. 

The  lynchronoua  commutator  type  rectifier  is 
merely  an  alternating  current  motor  with  which 
a  commntator  is  used  to  change  the  alternating 
current  to  direct  current. 

The  vibrator  type  rectifier  Is  divided  into  two 
claasee;  one  whereby  the  storage  battery  being 
charged,  determines  the  polarity  of  the  charge 
and  the  other  whereby  a  permanent-magnet  de- 
termines the  polarity  of  the  charge,  per  page 
465.  fig.  62. 

With  this,  and  previous  mentioned  rectifiers  it 
Ifl  Important  that  positive  and  negative  poles  of 
battery  be  connected  to  the  positive  and  negative 
of  the  rectifier. 

On  one  other  type  of  vibrator  rectifier,  which  Is 
similar  to  fig.  62,  page  465,  but  minus  the  perma- 
nent-magnet, there  is  another  winding  on  the  elec- 
tro-magnet, which  is  "shunted"  across  the  battery 
terminals  and  which  takes  the  place  of  the  per- 
manent magnet. 

**Wlth  this  type  it  does  not  matter  which  of  the 
terminals  connects  with  the  battery,  as  the  voltage 

♦♦♦Storage  Battery  Bepairlng. 


Fig.    18.     Table    showing    ohma    reaiatanee   re- 
quired    for     battery     charging — ^referred     to     in 

chart   206-AA. 

Kectiflers. 

from  the  battery  will  set  up  its  polarity  in  the 
electro-magnet.  The  disadvantage,  however,  is 
that  if  battery  is  almost  totally  discharged  there 
will  not  be  sufficient  voltage  to  excite  the  electro- 
magnet which  should  determine  the  polarity  of 
the  charge. 


Water  Rheostat  and  Ohemical  Bectifler. 

More  or  less  confusion  exists,  relative  to  the 
difference  between  a  Rectifier  and  a  Water  lUieo- 
Stat,   due  to  their  similarity  of  construction. 

They  are  however,  vastly  different  both  as  to 
action  and  principle. 

One  of  the  most  undesirable  features  of  Ree- 
tifiers  similar  to  that  shown  in  fig.  22,  chart 
206-0,  ia  its  internal  resistance,  whilst  in  a  water 
rheostat,  the  resistance  is  its  main  feature. 

Where  current  is  rectified  from  alternating  to 
direct  by  chemical  action,  the  current  flows  in  one 
direction,  and  deposits  a  coating  of  alominom  hy- 
droxide, which  insulates  the  alominum  electrode, 
from  the  liquid.  This  must  be  scraped  off  from 
time  to  time,  to  keep  down  as  much  resistance  as 
possible. 

The  constmction  and  action  of  a  water  rheostat 
is  as  follows:  Say  current  la  to  be  taken  from 
600  volt  direct  current — to  pass  8  to  9  amperes; 
use  a  6  gallon  stone  Jar  and  mix  1  part  sulphurie 
acid  to  8  gallons  water.  Use  2  lead  i^lates  or 
soft  metal  as  electrodes;  the  main  requisite  being 
that  they  have  sufficient  area  to  keep  the  heating 
effect  down  as  low  as  possible.  Ourrent  applied 
at  one  terminal  leaves  the  plate  and  passes  through 
the  water  to  the  other  plate.  One  of  these  is 
made  stationary  and  the  other  movable  and  the 
resistance  is  regulated  by  changing  their  relative 
distance  apart.  The  farther  thev  are  apart  the 
greater  the  resistance.  During  the  action  of  the 
rheostat,  the  water  is  decomposed  into  its  natural 
elements, — oxygen  and  hydrogen, — and  the  loss 
must  be  made  up  occasionally  by  the  addition  of 
more  water. 

The  prime  object  of  a  rheostat  (see  page  474) 
is  to  cut  down  the  voltage;  of  a  rectifier,  to  changa 
alternating  current  into  direct   current. 


To  properly  repair  storage  batteries   the 
tools  and  supplies  as  well  as  a  lead  burn- 
ing outfit  is  required,  as  per  chart  205-P. 

tThe  usual  battery  troubles  are  sulphat- 
ing  and  buckling  of  plates,  broken  down 
separators  and  sediment  accumulation  in 
the  bottom  of  the  jar. 

To  repair  a  battery  it  must  first  be  dis- 
aaaembled..  Before  disassembling  the  de- 
fective cell  should  be  located  by  testing,  and 
inasmuch  as  other  cells  may  bo  on  the  verge 
of  a  break-down  it  is  advisable  to  disassem- 
ble all  cells.  If  other  cells  are  not  defec- 
tive, thej  should  be  washed  and  new  sep- 
arators added 

Disassembl'u^. 

To  disassemble:     The  first  step  is  to  re- 


move the  filling  plugs,  to  give  more  room  to 
work  upon  the  battery  terminals.  Then 
disconnect  the  terminals  and  intercell  con- 
nectors, the  sealing  compound  which  covers 
the  jar  is  removed  first  by  using  a  hot  putty 
knife.  Steam  or  a  flame  is  also  used  to 
first  soften  the  compound. 

Next:  Bemove  connectors  (fig.  23,  chart 
205-E)  as  follows:  take  a  brace  with  a  % 
inch  wood  bit  and  bore  lead  connector  cen- 
trally over  each  post.  (Fig.  24.)  Then  work 
off  with  a  pair  of  pliers — another  method; 
is  to  play  a  burning  fiame  on  the  joint,  at 
the  same  time  pulling  connector  with  a 
pair  of  pliers. 

Be  careful   gas  is  not  coming  out  of  cell 
when  handling  a  flame  about  it. 


— continued   on   page   469. 

•See  page  207   "ohms"  and  209   "resistance.* * 

**When  charging  with  the  rectifier,  the  matter  of  connecting  the  positive  of  the  charging  sonree 
to  positive  of  the  battery  is  important  on  all  rectifiers  except  this  one.  tOan  be  obtained  of  Domeatie 
Engineering  Co.,  Dayton,  Ohio. 

***These  directions  do  not  apply  to  any  partirular  make  of  battery.  We  hare  used  the  "Exide" 
in  many  instances,   to  show   relation   of  one  part   to   another. 

fWban  to  tear  down  a  battery;  when  one  or  ell  of  the  cells  do  not  take  a  charge  after  being 
on  charge  for  -4  hnur>-    men  m.ikt'  a   "cjulmium  test,"  page  R64D.     tfSec  page  474. 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO-A. 


Ptfti  atCMttry  to  ooutrnel  thU  5  battery,  chargiiig  ontflt: 
l-<-Dottble  pole  tingle  throw  switch. 
8 — 10  amp.  plug  cut  oats  (fuses). 
1 — ^Ammeter,  reading  0  to  80  amperes. 
40  ft.  of  No.  10    rubber  covered  flexible  wire. 
1 — Resistance  unit  with  two  taps. 
1 — Resistance  unit  with  nine  taps. 


iiovocr  DMCcr  ( 


N- 


OoDStnction  —  The  resistance 
units  can  be  bad  of  the  General 
Bleotrio  Oo.  of  Schenectady,  N.  Y. 
Thej  are  merely  coils  of  wire 
(spiral  reeistance  wire)  wound  on 
eyilndrlcal  tubes  over  asbestos  and 
baked  on  the  cylinder.  The  tubes 
are  encased  in  porcelain  and  meas- 
ure 93  inches  long  and  2  inches  di. 

Taps — There  are  two  taps  from 
•ach  single  resistance  unit  (fig. 
18).  Fig.  13  has  11  taps  or  con- 
nections. Each  resistance  unit  in 
this  example  has  15  ohms  capacity 
and  is  known  as  the  15E  form  P. 

These  resistance  units  are  inex- 
pansiTS,  costing  in  the  neighbor- 
hood of  one  dollar  each. 

taries.  If  a  battery  has  0  cells  it  is  treated  the  same  as  two,  8-celI  batteries; 
if  It  has  0  cells,  it  in  treated  the  same  as  three.  3  cell  batteriea,  etc.  To 
flfore  the  amount  of  resistance  necessary  to  charge  1  o  5  batteries,  that 
la;  8'CeIl  batteries,  on  a  110  volt  direct  current  line,  note  the  following: 

Beslstancs  is  always  referred  to  as  so  many  **ohm8** — if  one  3-cell  bat- 
tary  is  to  -be  charged  at  a  3  amperage  rate,  figure  resistance  necessary  to 
pnt  in  series  with  the  battery  as  follows:  N  X  8V  =  TV.  In  which 
M  stands  for  number  of  cells,  SV,  stands  for  single  voltage,  or  the  volt- 
aga  of  one  cell,  and  TV  stands  for  total  voltage.  Submitting  the  letters  for 
flffaraa  we  have — 3  cells  (N)  X  2.1  volts  (SV)  =  0.3  volts  (TV).  The 
total  voltsge  of  a  3  cell,  0-volt  battery  at  beginning  of  charge. 


H> 


ruse  PLUG  aiHWTTtoaw-  -"""^  T|J 
oouai^POLC  $tf«Gix  TtMoW'  r^^ 
swrrcHTap^.T'  ^~~tJ^    J* 


OME   3-CEU.B#Jra?Y 


Fig.  11. — lichiMtaiu-e  charging  circuit. 


iiov  —  e.3V 


8  amp. 
Arrived  at  as  follows;  110 


=   84.0  ohms  =  resistance  required. 


0.8   =    103.7 


8   =   84.0. 


-ml 
mm 


If  two,  8-call  batteries  are  to  ba  charged  at  S  ampere  charge;  multiply 
the  8.8V  in  above  example  by  two — for  instance: 
llOV  —  12.CV 

=   82.5  ohms  =  resistance  required. 

8  amp. 

If  thraa.  8-oaU  battariaa  are  to  be  charged  at  8  ampara  charge;  multiply 
the  0.8V  in  the  first  example  by  3 ;  if  four  3-cell  batteries  are  to  be  charged 
multiply  by  4;  etc. 

If  tha  batterlea  are  to  be  charged  at  6  amperes,  divide  by  6,  instead  of 
8  In  the  above  exanuiles,  for  instance: 
llOV  —  0.3  V 

-^-^^— —     =   20.7  ohms  =   resistance  required. 
6  amp. 

To  charge  two  3-cell  batteries  at  5  amperes: 

—    19.5  ohms  resistance  required  etc. 


Fig.  14. — Method  of  con- 
necting more  than  one  bat- 
tery to  charge.  Note  bat- 
teries are  connected  in  ser> 
ies — the  positive  polo  of 
one  battery,  to  negative  pole 
of  another,  etc 


llOV  —12.0V 


6  amp. 

To  lacraaaa  tha  amperage  of  charge,  say  to  10  amperes  per  hour;  divide  by  10  instead  of  8  or  5  am- 
parea  and  cut  out  enough  units,  to  give  the  required  resistance  necessary. 

To  oparata  on  a  higher  Toltage  than  110  TOlts,  as  explained  in  the  example  above;  aay  220  or  600 
Tolta^to  find  resistance  necositary,  uae  2*J0  or  500  instead   of   110   volts. 

How  to  charge — the  two  reaintsnce  unita  (figs.  12  and  13)  in  diagram,  give  15  ohnu  each,  or  a  total 
•I  85  ohms  vactuaT  addition  shows  ao  ohms,  but  will  give  35).  One  of  the  units  (fig.  13).  has  11  taps,  ao 
that  the  entire  11  resistance  coils  (KW)  can  be  thrown  into  the  circuit  or  only  part  of  them  as  shown  in 
diagram.  The  resistance  unit  {tig.  12)  is  connected  at  all  times,  which  is  15  ohms.  The  other  15  ohms 
In  ig.  13.  can  be  subdixidod  as  follows: 

By  merely  oounectinj^  the  wire  from  battery  ( — negative)  to  A — all  resistance  (30  ohsse — will  give 
to)  is  in  the  circuit.  When  connected  with  (J)  only  the  resistance  in  unit  (fig.  12)  is  in  circuit.  Table 
ig.  Id,  page  4G3     will  explain  how  and  why  the  resistance  units  are  added  or  cut  out. 

By  following  the  arrow  points,  on  diagram,  from  -r  P  wire,  over  switch  from  the  main  wire,  the  cir- 
cuit can  ensily  I  *»  traoca.     Tho  doitevi  lines  represent    tJio  coui'.cctioiis  .nt  difiTtrt-nt  taps  on  the  fig.  It  unit. 

\Vhcn  connection  i<«  nt  A.  this  jjtixos  the  least  current,  as  the  entire  30  o':.tns  is  in  circuit.  When  at 
F,  22 ^  ohms  resistance  is  in  the  circuit.  The  ampere  current  fiowing  may  bo  read  on  the  afounetar.  Tke 
actual  current  \\\\\  tlepend  upon  the  number  of  batteries  in  series,  as  per  diuirram  fig.  14.  If  the 
obtained  at  .\.  is  lu^t  suiTicicnt.  then  cutting  out  resistance  by  connecting  with  H.  or  C  and  ao  oa 
giving  a   croater    Mtrrent   than   the   one   preceding;    the  maximum  being  given  at  J. 

As  the  batteries  become  charged  the  rate  will  become  less,  but  may  be  ir.crt  nsod  again  to  6  ai  . 
by  proceodiiiir  ^\lh  the  next  operation  of  cuttiui;  out  resistance.  Charge  until  tie  specific  gravity 
reached  a  m«\inunu  vsce  pa^e  4(>1V  an<\  remaint-d  there  for  five  hours.  This  is  the  standard.  Indicating 
completion  of  cbar^e.  The  cells  should  gas  at  the  same  time.  If  they  do  cot  tiie  maximum  gravity  baa 
not  been  reachctl.  The  important  point  to  watch  in  charging  is  not  to  let  the  temperature  of  the  cell  gat 
above  no*.  If  it  Uoes  the  charge  must  be  temporarily  stopped,  until  the  cell  cools  d-.>wn.  and  then  csa- 
tlaoed  at  a  loner  rate.  But  be  »ure  to  charge  until  the  specific  gravity  has  remair.ed  at  a  maximnsa  far 
6  hours.  In  case  one  battery  becomes  charged  first  it  should  be  taken  out  of  circuit  aa4  Iha  fv- 
maininc    batteries    charccd    at    5    or    0    amps,    until    the    charge    is    comp'.et^o. 


H. 


OBA&T  NO.  ^MKlAA^Charglng  Batteries  with  B— tolanwi  UHita.    A  Practica 

/«/:  (>Mf/ll— from  Pirtvt  Current  Source  only.  8e«  page  463  for  Table  S 
BMiftMiico  R^quirod.  See  also  474  for  axptonatiaa  •!  raaUtance.  A  charcisg  v-l^ 
aowaa  wA«*r/  rhere  aro  no  eleciric  planU  and  tar  garafsa  U  akawn  on  pa^es  ^:4  an: 


!ne-lCmde  Ckaif* 
:»wing  tke 
^v.iubla  far  ( 


STORAGE  BATTERY  TROUBLES  AND  REPAIRS. 


465 


\rv  * 


tXc.  p.  Laaips 

*rO-0-0-0-Of 
I  « -O-OOO-O  M 

HJ-O-O-O-OO  • 


Fig.  G — MwCTiPy  »r«  recti - 
fl«r  for  00,  5Q«  40,  2Q  Qr 
Sfi  erelet,   110  T4»li. 


ni.5e 


Oharging  From  500  Volt  Oircuit. 

Fig.  16 — To  charge  a  battery  from  a  600  volt  direct  current  circuit.  We  will  ase 
82  e.  p.  100  volt  lamps..  In  order  to  not  burn  out  the  lamps,  place  five  in  series,  ae 
A  to  B. 

The  five  lamps  however,  owing  to  the  series  connections  will  not  allow  but  one 
ampere  to  pass.  In  order  to  pass  two  amperes,  another  bank  of  five  are  placed  in  a 
parallel  or  multiple  connection  as  at  Al  to  Bl.  For  three  amperes,  another  row  from 
A2  to  B2.  For  four  amperes,  another  row  A3  to  B3.  Therefore,  four  amperes  of 
current  would  pass  to  battery.  If  flTO  amperes  were  desired  use  five  more  lamps  con- 
nected  as   above. 

Charging  From  a  220  Volt  Circuit. 

Ai  the  voltage  increases  the  amperage  decreases.  Therefore  a  32  c.  p.  220  volt  lamp 
takes  but  %  ampere.  The  same  method  as  fig.  1  and  fig.  37  page  460,  can  be  used, 
but  use  220  volt  lamps.  If  10 — 220  volt  lamps  are  used,  arranged  as  shown  in  fig.  1 
and  on  a  220  volt  circuit,  only  5  amperes  would  be  obtained.  Therefore  20,  220  volt 
32  c.  p.  lamps  would  be  required  for  10  amperes,  or  60  for  30  amperes. 

Another  plan  would  be  to  use  2 — 16  c.  p.  110  volt  lamps  in  "series,"  but  "paral- 
lel" to  the  circuit  per  fig.  30  below.  This  would  give  1  ampere  for  each  pair  of 
lamps.  Therefore  8,  110  volt,  32  c.  p.  lamps  connected  per  fig.  30  would  give  4  amperes. 

Lighting  Garage  With  The  Charging  Current. 

A  current  economy  in  charging  storage  batteries  can  be  effected  by  utilizing  the 
current  that  is  ordinarily  consumed  by  the  resistance  shown  in  fig.  15,  and  on  page 
460,  in  lighting  the  garage  at  the  same  time.  The  banks  of  lamps  can  be  placed 
separate  from  where  tne  charging  is  being  done  if  correct  size  wire  is  used. 

Charging  12  Volt  Battery  on  6  Volt  Circuit. 
Fig.  16 — ^A  simplified  illustration  showing  how  to  charge  a  12-volt  battery  from  a 
6-volt  direct  current  circuit  is  shown  in  illustration.  The  3rd  and  4t1i  cells  are  not 
connected,  but  wires  connect  with  a  single  pole  switch,  which  is  closed  when  battery 
is  being  used  for  12-volts.  When  being  charged  at  6  volts,  the  single  pole  switch 
(A)   is  opened  and  switch   (B)   places  the  two  sets  of  3  cells  in  parallel. 

Rectifiers — see  also  pages  463  and  864L. 
Fig.  6 — The  mercury  arc  rectifier  is  used  considerably  for  charging  electric  vehi- 
cle batteries.  A  maximum  of  30  amperes  is  the  average.  A  large  glass  tube  eon- 
tains  mercury  in  its  base.  Oraphite  terminals  1  and  2,  are  tke  "anodes."  Ter- 
minal 8,  is  the  "cathode"  for  negative  wire,  there  beinp;  only  one.  G,  is  the 
transformer.  A  small  electrode  4,  connected  to  one  side  of  the  alternating 
current,  is  used  for  starting  the  arc  across  the  mercury.  Tilting  the  tube,  causes 
a  mercury  bridge  between  the  terminals  and  produces  an  are  when  tube  is  turoed 
in  a  vertical  position.  When  the  current  alternates,  first  one,  and  then  the  other 
"anode"  (1  and  2),  becomes  positive,  aud  a  continuous  flow  is  towards  the  mer- 
cury "cathode"    (3),  thence  to  battery,  back  to  opposite  side  of  supply. 

♦nga.  69^  60 — Ttift  Tnngajr  rectifier  consists  of  a  hot  argon  low  pressure  gas 
filled  bulb  B.  fig,  GO  nod  %,  59,  with  a  "cathode"  F,  (Tungsten  filament)  and  an 
"anode"  A,  trituBformc^r  T.  for  exciting  the  filament,  rheostat  R,  and  the  load 
which  is  all  own  as  a  storage  battery.  The  connections  in  fig.  60  show  the  half 
wave  rectifier  in  ita  simplest  form. 

principle:     Assuming   an    instant    when    the    side   0    of   the    alternating-current 
supply  Is  positive,  the  current  follows  the  direction  of  the  arrows  through  the  load, 
rbeostst.   bulb,   and   back   to   the  opposite  side  of  the  alternating-current   line.     A 
lerlain    amount    of    the    akernating    current    of    course,    goes    hrough    the    trans- 
torm^f  T  to  excite  the  filsmont,  the  amount  depending  on  the  capacity  of  the  bulb. 
When    the    alternating-current   supply    reverses   and   the   side   D   becomes 
poBitiv-e,   the   current  is   prevented   from  flowing.     In  other  words,  the  cur- 
rent is  permitted  to  flow  from  the  "anode"    (A)  to  the  "cathode"   (P),  or 
againsl  the  low  of  emitted  electrons  from  the  cathode,  ^but  it  cannot  flow 
from  the  cathode  to  the  anode  with  the  fiow  of  electrons. 

Fig.  &2 — The  vibrator  type  rectifier  is  divided  into  two  classes;  one  with 
a  transformer  which  transforms  the  alternating  current  from  110  volts  to 
ID  or  12  volts.  The  current  then  passes  through  an  "electro-magnet,"  the 
amount  of  ciirrent  to  operate  the  vibrator  being  regulated  by  resistance 
HE.    Ag.   €2,   page  465. 

The  purpose  ol  tbe  electro-magnet,  vibrator  and  permanent-magnet  is  as 
follows:  If  the  alternating  current  flowing  through  the  electro-magnet 
is  120  cycle  waves  per  second,  the  core  (N)  of  electro-magnet  would  change 
its  polarity  each  cycle  wave. 

it,  hawever.  sonte  means  were  employed  to  cut  out  60  of  the  cycle  wavea, 
and  utiliifr  only  one-half  of  the  waves,  or  only  every  other  cycle  wave  which 
flows  in  one  direction  and  which  would  be  a  direct  flow  of  current,  then  the 
vibrator  would   clostt   the  circuit  to  battery   at  VS,   and  charge  battery. 

This  ifi  possible,,  by  placing  a  "permanent  magnet"  at  the  end  of  the  elec- 
tro-matneti  as  shown  in  fig.  62,  which  keeps  the  electro-magnet  core  defi- 
nitely Kh  ^  B.  During  the  time  the  60  cycle  waves  per  second  are  flowing 
one  way  or  in  harmony  with  the  permanent  magnet  polarity,  the  vibrator 
"cuts  in"  the  battery,  and  during  the  time  the  60  cycle  waves  flow  in  the 
other  direct ion»  the  vibrator  is  not  attracted  by  the  core  (N),  because  cur- 
reiit  la  flowing  in  an  opposite  direction  to  that  of  the  polarized  magnet  core 
and  magnftism  is  nut  set  up. 

A  spring,  not  shown,  is  attacked  to  the  vibrator  which  is  adjusted 
to  hold  vibrator  away  from  the  core  (N)  until  current  flowing  in  har- 
mony with  the  permanent  magnet  polarity,  both  combined,  draws  the 
vibrator  to  core.  The  resistance  (BR)  fig.  62,  is  used  to  limit  the 
amount  of  chnrging  current  to  battery,  say  6  amperes. 

tFoftitive  and  negative  wires  must  be  connected  correctly,  but  on 
another  type  of  vibrator  rectifier,  as  explained  on  page  463,  this  is 
not   necoiaary. 


OHAXT  KO.  205-B— Lamp  Beslstance — Continued  from  page  460.    Rectifiers. 

♦««•  advertisement  in  baek  of  book  on  the  G.  B.  Tungar    rectifier,      f  See    page    737    to    tell    polarity    of    battery 

when  charging  from  a  rectifier. 


466 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO-A. 


Wcw0  fam  tetA 


bf  let  IB  bl«h 


sattas    ciirt«iit    rectUer,     Su  I  table 
for    chBrging    ft    itomgtj    battery* 

Fig.  21 — Another  make  of  rectifier  of  a  aiinnar 
prineiple,  ia  explained  on  page  463,  465.  The 
carrent  atarta  in  one  end  alternating  and  pataea 
oat  of  rectifier  into  battery  aa  direct  current.  The 
two  aboTe  rectifiera  will  charge  a  aingle  8  cell  bat- 
tery at  6  amperes — from  110  volt  circuit. 

*W2ian  charging  with  thia  rectifier,  the  matter  of 
oon&octlng  the  positive  of  the  charging  source  to 
tha  pofitlTe  of  the  battery  ia  not  so  important  as 
it  ia  when  charging  from  110  volt  direct  current 
through  lamp  bulb  reaistance,  as  the  rectifier  as 
aooB  aa  connected,  establishes  its  own  polarity  or 
proper  direction  of  current  if  of  the  "e1ectro*mag- 
net-tibrator  tjrpe"   explained  on  page  463. 


iTiga,  O'lD.     Cell  cannefrtionB. 


•«Fig.  22 — A  chemical  rectifier — not  very  officlentk 
but  can  be  ntillsed  if  a  better  syatem  la  not  aTall- 
able.  There  is  a  tendency  for  liquid  in  jars  to  get 
hot  and  boil  if  too  high  a  current  ia  paaaed  through 
■ i  it,  otherwise  water  not  necessary. 

Amount  of  cbarging  current  is  regulated 
by  uaing  16  or  82  c.  p.  lampa,  %  ampere 
will  pass  through  a  16  c.  p.  lamp  and  1 
amp.  through  a  82  c.  p.,  therefore  more 
lamps,  more  amperea  flowing.  About  2 
amperes  or  4 — 16  o.  p.  lamps  is  best  with 
this  outfit,  which  of  course  would  require 
a  long  time  to  charge  100  ampere  hour 
battery  if  entirely  exhausted.   (Motor  Age.) 


Battery  Ctonnectlons. 

The  explanation  of  lamp  connoction  dia- 
grams here  shown  starts  with  the  upper 
left  hand  illustration. 

(lit)  A  6-TeH  S-ceU  battary  from 
which  the  head  lights  are  6  Tolta.  8  ▼olt 
tail  and  dash  light  are  eonneeted  in  aeriea. 

(2nd)  (Just  below)  a  12-TOlt,  6-ean 
battery  from  which  we  have  eonneeted  6* 
volt  lamps,  using  a  "neutral"  or  third 
wire  connection  as  shown  in  iUuatration. 
The  battery  is  charged  from  a  12-volt  gen- 
erator. 

(3rd)     Thti  16-TOlt  B-^flU  battery  is  connected  in  the  same  manner. 

using  e-volt  lamps  between  the  third  wire. 

(4Ui>  (Upper  Hght)  From  the  18-Tolt,  9-ceU  battery  we  have 
made  three  separate  circuits  of  6  volt  each.  This  system  must  necea- 
eerily  have  to  be  ''balanced/'  that  is,  equalise  the  current  taken  from 
each  group  of  three  ccUi  each,  else  the  charging  would  not  be 
anlform.  This  could  be  balanced  better  than  shown  in  the  illustration. 
Note  the  load  Is  not  equalised. 

(5th)     24-Tolt,   12-ceU  battery  divided,  two  circuits  12v.  each. 

Fig.  9.  Note  we  have  0  cells  connected  In  series,  (upper  illustration), 
each  cell  gives  2  volts,  in  fact  all  cells  give  2  volts,  but  the  amperage  or 
output  varies  according  to  the  sisc  and  number  of  plates  to  each  celL 
Suppose  in  this  instance,  each  cell  is  an  80  ampere  hour  capacity  cell. 
In  the  series  connection  we  would  have  18  volts  and  80  ampere  hour 
output. 

Fig.  10.  If  cella  ware  connected  is  series  parallel,  with  S  eaUa  ta 
series  and  then  parallel  or  multiple  connection  as  shown,  we  would  hare 
at  the  terminals,  the  voltage  of  3  cells,  or  6  volts  and  the  amperage  of  8 
cells,  or  240  ampere-hour  capacity. 

Note  18-volts  X  80-amp.  =  1,440  watt  hours,  and  6-volt8  x  240-amp.=: 
1.440  watt  hours.  Showing  that  the  total  out-put  is  the  same,  the 
only  difference  being  the  rate  of  out-put. 


OHAKT  NO.  205-0— Bectiflers  for  Charging  Single  Batteries.    Explaining  How  Stonffa  Battary 
Oella  can  be  Arranged  to  give  Varioos  VolUges. 

••Tb9  tolntion  coniiiti  of  a  concentrated  solution  of  common  baking  soda  in  pure  water. 
*89e  toot  note,  pmgt  463. 


U#4.  a-VOLT  lONinON  BAl 


467 


Wtt. 


▲L-aOO  8  1/16 
K-308  •  5  3/82 
K<«)6         7  1/lfl^ 


30 
36 


70  Hn- 
90  ••- 
80  ••- 
60  ••- 


resf 


iy— "SSg 


-8 


U-S-L  e-VOLT  UCHTING  BATTBIUES 


UOHTINO  CAPAaTI— 


CHABOmO   RATM  IN 


•Calalecnc        *X' 
Mu«Bb«r«         Ine 


Inch— 


**H"  la 
Inchta 


Wia. 


Nombcr  of  Hours    Battcrim  will 
lu»t*>n  Ampcf  diachaiw  of 


AL-307 

AL-309 

AL-311 

AL-313 

AL-Slo 

AL-319 

CL  Sm 

CL-dO» 

CL-311 

CL  313 

CL  315 

FL-307 

FL  309 

FL  311 

FL  313 

FL315 

FL-319 

K-307 

K-309 

K-311 


6  1/16 

9H 

10  11/16 

12 

14^ 

BK 

8  1/16 

9H 

10  11/16 

12 

^h 

8  1/16 
9H 

10  11/16 

12 

14H 

9  1/32 
11^ 

13  1132 


7H 
7H 

^i 

7fi 

ik 

7H 

5jt 
5H 

5J€ 

en 

6ta 
6H 


8Ji 
6H 
8H 
8H 

8f| 
9>i 
9M 
9H 
»X 
9H 
lOH 
10^ 
10^ 
lOH 
lOH 
lOf/i 
8H 
8H 
6H 


30 
36 
43 
49 
56 
69 
31 
39 
47 
55 
63 
30 
36 
43 
49 
56 
69 
35V 
46H 


1  Amp«r«    S  Anpcrc*   7HAmp«rc« 

4  Hrt  - 


Itartiav    Plnlahlnv 
Rau  Rate 


50  Hn 

70  *• 

90  •• 

110  • 

130  *• 

170  •* 

60  •• 

85  •* 

105  •* 

130  •' 

loO  •• 

50  *• 

TO  '* 

90  •• 

110  •' 

130  •• 

170  •• 

70  •• 

92  " 

120 


7  Hn 

10.5  *' 
14 

18  •• 

21.2  •• 

28.8  •• 

8.5  '• 

12.6  •• 
16.8  " 
21.2  •• 
25.2  •* 

10.5  *• 
14 

IS  • 

21.2  •• 

28.8  '• 

10.2  •• 

15.5  *• 


6  •' 
8      •' 

10.5  •• 
13  •• 
18     •• 

4.8" 
7.2  •*. 
9.9** 

12.6  •• 
15.5  •' 

4  ** 
6     •• 

8  •• 
10.5  •* 
13  *• 
18     '• 

6  2'* 

9  •• 
12     •• 


-  6- 
.  8- 
-10- 
-12  - 

14- 
18- 

-  7  ■ 

-  9- 
-11- 

14 
16- 
•   6 

-  8  ■ 
-10 
-12 
-14 
-18 

-  6 

■  8  • 
.10  - 


-3« 6^ 


•2  — 


-4><- 

-3H- 
4    - 

.  •>  ._ 

-2H- 

-3  — 

-3>i- 

-4«- 

-3  - 

-4 

-5- 


U-S-L  STARTING  AND  UCHTING  BATTERIES-  6  VoH. 


-6 

-454 

-4)4 

6 
-7ji 


LUHTINO  CAPACITIU         iTTMITtWO  CAPAaiV 


eMAR6lN6  kAf U 
1       IN  AMPBRKt 


Catalocvc 
Wunibtf 


•V  In 
Inchaa 


••Win 
Inches 


**H"  in 
Inches 


JcklL. 


No.  Hours  batteries  will  lustaln 
ampere  discharges  of 


I  Ampere   S> Amperes  7H Amperes 


Minuses  Batteries 
win  sustain  am- 
pew  diaeharge  of 


Startlnv     Plnishinv     }«-Hour 


A-JllB 
A-313-fi 
A  315  B 
A-319B 
C-SU-B 
0313-B 
C-315  B 
C-317-B 
G-311-B 
0.315-B 
F-311-B 
F313-B 
r.3l5-B 
F.319-B 

A-607.B 
A-ti09-B 
A  611  B 
A  613  B 
C  607- B 
C-609  B 

r  ♦Jii-B 

«.'-«l3.B 

li-«f)7-B 

t;-fi09-B 

K-e07-B 

F-609-B 

F611-B 

F  613  B 

F-6I5.H 

E1.-607-O 

EL-613-B 

LA*6I3 


A-909.B 
F-907A 
F-900A 
F'911-A 
F-907-B 
EDC-909 

A1207-A 

A-ia07B 

F.1207-A 

KL-1207 

BL-1209 


10  11/10 
12 

UH 

111  11  16 
12 

M  n/16 
9H 
12 

10  11/.6 

12 

14H 

12H 

15 

17% 

20X 

12H 

15 

17>g 

20^ 

12H 

15 

12M 

15 

17^ 

20H 

23 

10  5/16 

21  13/16 

21 3< 


22  3/16 
15  11/16 
15  13/16 
15  13/16 
18H 
15 

12M 
23« 
12H 
194< 
19^ 


7H 
7H 
7H 
7H 
7h 
7H 
7h 
7H 
7H 
7H 
^X 
b% 
5fl 
5>4 

7H 
7H 
7H 
•7H 

-% 
7*1 

'^ 

7% 
h% 

^y. 

5>4 
6 

7H 

5  13/16 
7  9/16 


7% 
6M 

8  1/16 
9% 

yyi 

14 

7H 
11 
7H 
8K 


8» 

9H 
9^ 
IlM 

lOH 
lOH 
lOH 
\0H 

SJi 
8H 
R9h 
8^ 
9H 
9H 
9H 
9H 

lOH 
lOH 
10  Vi 

10.%' 

lOH 

10  7/16 
9>i 


9 

10>i 
lOH 

12H 


10)4 
10  7/16 
10  7/16 


43 
49 
56 
69 
47 
56 
63 
71 
62 
80 
43 
49 
56 


57 
70 
84 
97 
63 
79 
95 

111 
H6 

KM 
57 
TO 
84 
97 

110 
54 
^9 
97 


103 

84 
103 
122 

84 

ia5 
111' 

112 
112 
105 
127 


90  Hn 

110  *• 

130  •• 

170  •• 

105  •• 

130  *' 

150  »• 

175  •' 

130  •• 

185  •• 

90  " 

110  •• 

130  •• 

170  •• 


14  Hn 
18  •• 
21.2  •• 
•28.8  •• 
W.-*  •• 
21.2  •• 
25.2  •• 
29.5  '* 
22  •• 
33.2  '• 
14  '• 
18  •• 
21.2  •' 
28.8  •• 


8  Hn 
10.5  *• 
13  *• 
18     " 

9.9/* 
12.6*- 
15  5^* 
18.1  •* 
13  5** 
20.5  •• 

8  •• 
10  5" 
13  •• 
18     •• 


12  Volt  Battertos 

50  Hn  7  Hn  4  Hn 

70    "  10.5  ••  6     •• 

90    ••  14       •  8     *• 

110    ••  18     ••  10.5  •• 

60    ••  8.5"  4  8    * 

85    •*  12.6  ••  7  2  '• 

1(V>    ••  16  H  '  9  9  •• 

130    *•  21.2  "  12.6  •• 

SO    "  11. H"  6  7  •• 

105    **  17      "  10      •* 

:>o   ••  7     ••  4     •• 

70    *  U).^  ••  6      •• 

90    ••  14       '  K      •• 

110    *•  H      •'  10.:.  •• 

i:io   ••  21.2"  i:i    •• 

45    *•  h.H  «•  ;?.i  •• 

100    "  14  S  "  S.7  •• 

110    •*  IS     •«  io.->" 

IS  Volt  Batteries 

70  Hn  lO.^Hfs  6 


50 
70 
90 
50 
70 


Hn 


10.5  • 
14      ' 


10.5  ♦'  6      •• 

24  Volt  Batteries 

50  Hn  7  Hrs  4  Hn 

50     ••  7     '•  4     •• 

50     *•  7      '*  4      •• 

45      "  5  8  ••  3.1  •• 

60      *•  8.7  "  4.7  •• 


11  6  Mb. 
13  *• 
18.8  •• 
27.2  •• 
14.2  •• 
18.7  •• 
23.5  •• 
28.5  •• 
•20.5  •• 
33.5  •• 
11.5  •• 
15  •* 
18  8  " 
27.2  •• 

5.1  Mid. 

8.4  •• 
11.5  •* 
15  •• 

6.5  *• 

10. 1  •• 

14.2  •• 

18.7  •• 

9.3  •• 
14.2  •• 

5.1  *• 

8.4  •• 
11.5  * 
15  '* 

18.8  •• 
4  •• 

12  •' 
15  •* 

8.4  Mio. 

5.1  •* 

8.4  *• 

11.5  •* 

5.1  " 

8.4  *• 

5.1  Mio. 

5.1  *• 

5.1  " 
4 

6.6  •• 


Wfeb  Tongsten  Lamps,  one  Ampere  is  eqaivalent  to    6  Candle  Power,  or  2  side  and  1  Tail  light. 

-  -  ••         five  "      *•  "    30  *•        **  2-12  C.  P.  Head,  2  side  and  1  Tail  light. 

..  -  *'         7H         "      "  "  "    ^5       ••  "        *'  2-18      "  "      2  side  and  I  Tail  light. 

ONE  AMPBRB,  with  6  Volt  Tungsten  lamps  is  equivalent  to    6  Candle  Power,  or  2  side  and  1  Tail  light. 
FIVB        ••  •••••*  ..  ^        M        ..  "  3Q  -  2-12  C.  P.  Head,  2  side  and  1  Tail  light. 

•EVEN  sad  OMB-HALP  AMPERE  with  6  Volt  Tungsten  lamps  is  equivalent  to  45  C.  P.,  or  2-18  C.  P.  Head.  2  side  and  1  TaiL 
■■ss  tsai  sisdag  hem  ths  cstslog  nombera  indicste  the  number  of  cells  sod  plstss. 

OHABT  NO.  206-D — Chargixig  Kates.    Ampere  Hour  Capacities.    Tbi&T^\A!^\&  ^.v^M^i^:^^^  "^^  ^*^^^ 
Batttriat.  •see  psge  448.     See  pages  482  and  4^^  lot  c\«t^u\  tioxim^m^NXw^  ^^  N^m-^^. 


468 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO-A. 


Fig.   80.    Straightening  plates. 


Fig.   24.     Boring  a   lead  eonnector. 


Fig.   31.   Inserting  separatort. 


The  top  construction  shown  in  Fig.  1.  chart  J08-A  to  owj- 
mon  to  all  modem  types  of  ••Bxlde**  starting  and  lighting  bat- 
teries. 

There  are  three  general  types,  differing  In  minor  detalU  whkh 
are  clearly  set  forth  in  Figs.  10,  22  and  2e. 

Pig.  19  shows  the  bolted  connectlOB  typo,  which  alwmys  tAkoo 
the  doable  flange  cover. 

Pig.  22  shows  the  bnmod  connectlOB  typo  with  tho  dovblo 
flange  cover — (DC). 

Fig.  26  shows  the  bnmod  conoctton  typo  with  tho 
cover — (SO). 


CBABT  NO.  205-S— Illiistratioiia  Ezplalnlng  the  Bnxned  and  Bolted  Oonneeton.    Bliicle  and  Don- 
ble  FlMnge  TopB  of  Battery  OeDs.    Straightening  Plates.    Inserting  Separators. 
Mxidm  iltuBtrationa  are  uaed  as  ezamDles. 


STORAGE  BATTERY  TROUBLES  AND  REPAffiS. 


— continued    from   pftfo    408. 

AftOT  the  coxinectioiiB  are  removed,  unseal 
by  heating  a  flat-bladed  knife  (a  putty  knife 
will  answer)  in  a  flame,  and  run  it  throogh 
the  sealing  compound  close  to  tLo  jar  widl 
all  the  way  around.  This  will  loosen  the 
compound,  and  the  element  with  the  cover 
on  it  can  be  lifted  out  of  the  jar. 

If  elements  are  difficult  to  remove,  don't 
pull  too  hard— If  they  do  not  come— fill  cell 
with  boiling  water,  which  will  soften  the 
whole  cell,  and  plates  will  come  out  readily. 

Taking  element  apart:  After  removing 
the  cover,  lay  the  element  down  with  the 
plates  on  edge  and  slightly  spreading  the 
plates,  withdraw  the  separators  one  at  a 
time.  The  positive  and  negative  groups  can 
then  be  separated  and  the  dismantling  is 
complete. 

How  To  Examine  Plates. 

Remove  the  group  and  examine  plates  by 
holding  up  side  down  and  look  down  them 
and  note  if  plates  are  warped  or  bulged  out 
and  if  they  press  against  separator,  or  if  ac- 
tive material  has  worked  between,  thereby 
short-circuiting.  Also  see  if  separators  are 
good. 

If  positive  plates  are  not  warped  and  sep- 
arators are  in  good  condition,  yet  battery 
will  not  hold  charge,  then  the  fault  must  be 
with  the  negative  plates. 

Examine  negative  plates,  and  see  if  the 
filler  is  bulged  out  and  very  porous  or  spongy 
and  if  active  material  has  fallen  out.  At 
first  glance  you  would  hardly  notice  this, 
but  examine  carefully.  If  in  this  condition 
there  is  no  need  of  putting  in  new  separa- 
tors, but  put  in  new  negative  plates  and 
separators,  providing  positive  plates  are 
good. 

A  battery  with  negative  plates  in  poor 
condition  will  take  a  charge  all  right,  the 
gravity  test  will  be  o.  k.  as  will  a  voltage 
test,  and  have  all  the  indications  of  a 
healthy  battery,  yet  will  not  hold  up  to 
capacity.    See  also  page  416. 

When  putting  in  new  plates,  be  sure  both 
are  fully  charged  or  discharged,  or  in  same 
condition. 

If  negative  plates  are  to  be  used  again  don't 
let  them  dry,  but  place  the  group  in  electrolyte 
or  water — this  will  save  time  in  charging  after 
reasBembling. 

*How  to  Bemove  a  Bad  Plate. 
Suppose  you  find  that  one  or  several  of 
the  positive  plates  are  buckled  or  worn  out, 
the  best  thing  to  do  is  to  cut  out  the  plate 
at  the  place  where  it  is  lead  burned  to  the 
strap  and  a  new  one  should  be  "lead 
burned"  in  its  place.  You  will  very  seldom 
have  to  replace  a  negative  plate,  for  they 
generally  outlast  two  positive  plates. 

If  a  post  is  loose  or  in  bad  condition,  it  is  ad- 
▼iiable  to  have  an  entire  new  group  of  plates, 
either  positive  or  negative  as  the  case  may  be. 

The  positive  plates  should  be  examined 
particularly  for  washing  out  of  material 
and  buckling  (warping).  If  the  material 
has  washed  out  on  the  surface  to  a  depth 
below   the   base   of   the   horizontal    ribs,   a 


new  group  should  be  substituted.  If  the 
plates  are  only  slightly  buckled,  they  can 
be  replaced  as  they  are,  since  this  generally 
does  no  harm.  If  they  are  badly  buckled,  a 
new  group  should  be  substituted. 

A  buckled  positive  plate  can  be  used  again  by 
cutting  off  outside  rib  about  an  inch  from  bottom 
on  either  end.  See  page  457.  fig.  4  and  note 
curve  of  plate  when  buekled.  This  causes  a  sep- 
arator to  be  cut  and  shorts  the  plates. 

.  **The  negative  plates  are  nearly  always 
in  good  condition  mechanically,  as  they  are 
not  affected  by  abuse  as  readily  as  the  posi- 
tives. If  the  positives  are  buckled,  the  nega- 
tives will  be  also;  but  if  in  a  charged  con- 
dition, can  be  readily  straightened  as  fol- 
lows: 

Place  boards  of  suitable  thickness  between  the 
plates  and  outside  of  the  group  and  slowly  apply 
a  gradual  pressure.  This  is  best  done  in  a  vise, 
leaving  the  pile  in  the  vise  for  some  minrtes  dur- 
ing the  operation  to  give  the  plates  a  chance  to 
straighten  without  undue  strain  (fig.  30,  chart 
205E). 

If  the  battery  has  been  badly  abused, 
"starved"  or  neglected,  the  negatives  may 
have  shed  material;  in  this  case  it  is  best 
to  use  a  new  group.  If  the  negative  ma- 
terial is  very  hard  and  not  spongy,  it  is 
"'Sulphated,''  and  particular  care  should  be 
used  that  the  subsequent  charge  is  carried 
to  maximum  gravity. 

The  wood  separators  should  be  examined 
as  to  their  physical  condition — if  soft  and 
mushy  and  worn  thin  at  several  places — 
by  all  means  change  them,  in  fact,  unless  a 
battery  is  comparatively  new,  it  is  advisable 
to  install  new  separators,  whenever  a  cell 
is  dismantled  for  repairs,  since  it  is  of  vital 
importance  in  a  battery  to  have  the  sep- 
arators in  good  condition. 

They  should  be  kept  in  stock  wet,  prefer- 
ably jn  water  acidulated  with  electrolyte 
and  when  fitted,  should  extend  about  %  in. 
over  plates. 

Perforated  rubber  sheets,  when  used  are  nearly 
always  in  condition  to  put  back  unless  broken  in 
handling.  It  is  advisable  to  carry  a  small  stock 
of  these  for  emergencies. 

The  sediment  in  the  bottom  of  the  jars  will 
rarely  be  found  to  have  reached  the  plates, 
but  whenever  a  cell  is  taken  apart  for  any 
purpose,  it  is  advisable  to  wash  sediment  out. 

Sometimes  impurities  get  Into  the  electro- 
lyte through  carelessness  or  ignorance,  but 
their  detection  is  not  practicable  except  by 
an  expert  chemist.  As  a  precautionary 
measure,  the  use  of  new  electrolyt-e  of  known 
purity  is  recommended  when  repairing. 

Take  a  hydrometer  reading  of  the  old  electrolyte 
before  discarding,  as  this  determines  the  proper 
gravity  of  the  new  electrolyte  to  be  used  in  case 
the  old  plates  are  put  back. 

When  the  positive  plates  are  badly  disintegrated, 
it  is  usually  a  sign  of  foreign  matter  in  the  elec- 
trolyte, and  in  such  a  case  it  is  safer  to  discard 
the  negatives  and  separators  as  well,  since  they 
may  hold  some  of  the  impurity  and  be  the  means 
of  ruining  the  new  positives  in  a  short  time. 

Battery  case:  Unless  there  have  been 
broken  jars  or  abuse  of  some  sort,  the  bat- 
tery case  will  usually  be  found  to  be  in 
good  condition.  If  the  case  has  become  acid 
soaked   and   rotted,   a   new   one   should   be 

*These  directions  do  not  apply  to  any  particular  make  of  battery.     We  have  used   the   "Exide"   in 
many  instances,  to  show  relation  of  one  part  to  another.     **See   foot  note,  page  446  and  note  how 
nefatiTe  and  positive  plates  are  arranged.     tSee  page  864D  for  ''Cadmium  Tests." 
ttOarrying  gravity  of  acid  too  high  will  also  cause  negative  filler  to  btilf^a  o^V. 


470 


DYKE'S  INSTRUCTION  NUMBER  THIBTY-TWO-A. 


used.  When  the  old  ease  is  to  be  used  again, 
it  should  be  soaked  in  a  solution  of  baking 
soda  and  water.  This  wUl  neutralise  anj 
acid  and  prolong  the  life  of  the  wood.  Binse 
with  water  and  allow  to  dry  thoroughly.  Re- 
paint the  case  inside  and  out  with  aqphaltum 
or  other  acid  proof  paint. 

Beassembllng  Battery. 

After  the  necessary  repairs  have  been 
made,  the  battery  should  be  reassembled  as 
follows: 

Wipe  the  posts  with  a  piece  of  waste 
moistened  with  ammonia,  rinse  with  water 
and  dry  thoroughly  with  dean  waste. 

Assembling  elements:  Slip  the  positive 
and  negative  groups  together  without  the 
separators  and  place  the  cover  in  position, 
being  sure  not  to  omit  the  soft  rubber 
washers  under  the  cover. 

Inserting  separators:  Place  the  groups  on 
edge  (fig.  31,  chart  205-E)  and  insert  the 
separators,  being  sure  that  the  flat  side  of 
the  wood  goes  against  the  negativa  plate. 
(Where  rubber  sheets  are  used  (types  PH 
and  MH),  place  one  against  the  grooved 
side  of  each  wood  separator  before  insert- 
ing.) When  the  separators  are  all  in  place 
count  them  to  be  sure  none  are  missing,  stand 
the  element  up  again  and  tap  the  edges  of 
the  wood  separators  with  a  wood  block  until 
they  project  equally  on  each  side  of  the 
plates. 

*How  to  seal  the  battery:  You  are  now 
ready  to  seal  up  your  battery.  Heat  the 
sealing  compound — ^you  dug  out — in  a  small 
bucfket  and  apply  a  little  with  a  putty  knife 
around  the  places  where  the  cell  cover 
touches  the  cell.  Lot  this  get  hard,  then 
put  in  a  small  amount  at  a  time,  but  always 
wait  until  it  has  become  hard  before  you 
add  more.  If  you  add  the  sealing  compound 
too  fast  it  would  run  down  through  the 
crack  into  the  battery.  When  filled,  throw 
the  flame  on  the  sealing  compound  and 
smooth  out  the  rough  places. 

Connectors:  First  see  tliat  the  posts  and 
the  eyes  of  the  lead  connectors  are  clean  and 
bright.  If  the  disconnecting  has  been  care- 
fully done,  the  posts  aid  connectors  will  be 
in  good  condition  and  need  only  washing 
with  ammonia,  followed  (when  dry),  by 
slight  polishing  with  sand  paper  or  scraping 
with  a  knife.  Place  the  connectors  over  the 
posts,  lightly  tapping  them  to  a  flrm  seat, 
and  burn  the  joint,  using  a  burning  outflt 
(ehart  205-F),  or,  if  nothing  better  is  avail- 
able, a  soldering  iron.  Do  not  use  any  sol- 
dering acid  or  other  flux. 

Filling  CeUs  with  Electrolyte. 
Fill  the  cells  with  new  electrolyte  until  the 
level  rises  In  the  filling  tubes,  and  be  sure 
to  replace  and  tighten  the  filling  plugs  be- 
fore starting  to  charge. 

The  spedflc  gravity  of  electrolyte  to  use 
will  depend  upon  the  condition  of  the  plates. 

If  new  elements  are  used,  fill  with  1.375 
gravity  for  all  types  of  exide  batteries,  ex- 
cept PH  and  MH,  which  take  1.330  gravity. 


If  old  plates  and  new  separators  are  naed, 
fill  with  electrolyte  50  points  (.050  sp.  gr.) 
higher  than  the  old  electrolyte.  When  the 
old  separators  are  put  back,  use  the  same 
gravity  as  the  old  electrolyte.  The  electro- 
lyte must  be  of  proper  purity  (pages  448- 
449). 

If  electrolyte  of  the  desired  gravity  is  not 
at  hand,  electrolyte  of  any  higher  gravity 
can  be  diluted  with  pure  water.  To  mix 
electrolyte  from  strong  sulphuric  acid,  see 
pages   448-449. 

Putting  Acid  and  Separators  Into  a 
Bepalred  Battery. 

If  ¥atter7  was  repaired  for  a  abort  clrcnit,  put 
1,260  add  into  the  celli  that  were  repaired.  The 
reason  you  put  such  a  high  acid  in  the  cells  is 
because  the  acid  soaks  into  the  new  separators. 
It  is  hard  to  tell  Just  what  gravity  of  acid  to  put 
into  the  cell.  The  best  is  to  put  in  1.250  and 
start  charging.  The  acid  in  a  short  time  will 
drop  to  about  1.100  and  then  as  the  charge  goes 
on,  it  will  gradually  rise  until  it  becomea  con- 
stant, that  is.  the  acid  reading  will  be.  aay  1.200 
and  at  the  end  of  another  five  hoars  charging  it 
wiH  still  be  1.200.  This  shows  that  the  cell  U 
fully  charged,  but  the  acid  gravity  is  not  high 
enough.  Add  a  stronger  acid  until  the  gravity 
shows  1.260. 

If  you  only  repair  one  cell  of  a  6-voIt  battery, 
the  other  two  cells  should  be  discharged  with  a 
lamp  or  two  during  the  time  you  are  repairing 
the  cell.  If  yon  would  not  discharge  these  two 
cells,  afterwards  when  you  charge  the  whole  bat- 
tery, these  two  cells  would  get  too  much  charge. 

Why  Gravity  Sometimes  Drops  on 
Inserting  New  Separators. 
When  it  is  necessary  to  pat  in  new  leparatora, 
and  a  new  eolation,  it  wUl  sometimes  resalt  tliat 
In  charging  this  battery  that  the  gravity  of  the 
solution  wiU  drop  rather  than  rise.  This  is  due 
to  the  following  causes;  the  separators  will  con- 
sume a  certain  amount  of  the  strength  of  the 
acid  and  as  the  charging  process  continues  the  sep* 
arators  will  be  absorbing  the  acid  as  fast  as  it  is 
driven  from  the  plates.  If  the  battery  was  in  a  dis- 
charged state  when  new  separators  were  put  in, 
then  the  charging  current  would  drive  acid  from  the 
plates  faster  than  could  be  absorbed  by  the  sep- 
arators and  would  raise  the  gravity  of  the  so- 
lution instead  of  lowering  it,  but  in  most  eases, 
you  will  find  that  the  solution  either  drops  or 
stays  as  it  was.  Charging  does  not  have  much 
effect  in  cases  of  this  kind. 

If  the  storage  battery  is  in  a  charged  state  and 
a   new   aolntlon  be  pnt  Into   It,   it   will   alao   be 


impossible  to  bring  the  specific  gravity  up  by 
charging.  It  will  stay  as  when  put  in  or  fall 
off   slightly.      This    is    because   there   Is    no   lead 


sulphate  on  the  plates  for  the  electrical  current 
to  change  back  into  an  acid  solution.  In  eaaes 
of  this  kind  the  original  solution  put  in  battery 
should  show  a  gravity  between  1.276  to  1,800. 

**Oharglng  after  Repairing. 

Do  not  start  the  chaise  until  at  least  12 
hours  after  flUlng  with  electrol3rte.  This  is 
to  give  the  cells  a  chance  to  cool,  and  in 
very  hot  weather  a  longer  stand  may  be 
necessary. 

Charge  at  about  one-half  the  normal  charge 
rate,  until  the  specific  gravity  and  voltage 
show  no  rise  over  a  perioi  of  5  hours  and  all 
the  cells  are  gassing  freely.  This  will  re- 
quire at  least  50  to  96  hours  in  case  of  new 
elements,  while  with  old  plates  which  are 
badly  sulphated  or  have  dried  out,  considera- 
bly more  time  may  be  necessary. 

Take  occasional  temperature  readinga^  and 
if  the  temperature  reaches  110  degrees  F^ 
either  lower  the  current  rate  or  interrupt  the 
charge. 


*This   does  not  apply  to   Exide   only — in   fact  we  have  varied  the  directions,   so  as  to  apply  la 
f0nmrml.    to  different  battpriet  ss  much   an  possible. 
^^Any  of  th9  C0Um  which  have  not  been  torn  doim  for  repairs  nhould  be  left  out  of  the  eharging 
eircnit  tor  the  Aret  30  hours,  then  connected,  and  "w\io\o  baUerj  \ito>3Li;Yv\.  >3l'^  \o  «k  full  charge. 


STORAGE  BATTERY  TROUBLES  AND  REPAIRS. 


471 


When  tbe  charge  U  complete,  adjust  the  elec- 
trolyte to  the  proper  leTel,  continuing  the  charge 
to  allow  the  gaeeing  to  thoroughly  mix  the  eolu- 
tion.  Take  a  hydrometer  reading  on  each  cell 
and  adjust  the  specific  gravity  to  the  proper 
point  (1.270—1.300). 

'  ^Adjusting  gravity:  Tf  the  adjustmont  neces- 
sary is  slight,  this  may  be  accomplished  by  re- 
moving some  of  the  solution  and  adding  water 
or  stronger  electrolyte  as  required. 

If  the  adjustment  necessary  is  conalderable, 
it  will  be  found  more  convenient  to  empty  out 
the  solution  and  refill  with  electrolyte  of  specific 
gravity  estimated  to  bring  it  right,  allowing  for 

Lead 

The  parts  of  a  battery  which  must  be  burn- 
ed together  by  melting  the  parts  to  be  Joined 
are    the    post-straps    to    the    plates,    connecting 
links  to  the  post  and  terminals  to  the  posts  and 
lead  terminals  on  the  battery  cables.     Methods 
for  lead-bnxnlng  are  as  follows: 
1 — by  an  electric  arc. 
2 — by  gas  or  a  combination  of  gases. 
3 — by  a  well  tinned  soldering  iron,   with   pure 

lead  as  a  solder. 

The  Electric  Arc. 
The  electric  arc  method,  consists  of  one  ter- 
minal  of  a   spare   6-volt   battery   connected   to 
terminal  to  be  burned  on  the  battery  being  re- 
paired.    The  clamp  (C,  fig.  36)  is  connected  to 

the   other   terminal   of 

the    spare    battery,   or 

on  one  of  the  connec- 
tors  of   the   adjoining 

cell,     depending    upon 

whether  the  battery  is 

partially  discharged  or 

fully  charged.     In  the 

latter  case,  3  cells  will 

ouruiuB  uufcui,.  ^j^^    numbcr    of    cells 

should  be  suf&cient  to  heat  the  carbon  (CB)  to 
at  least  a  bright  cherry  red  while  it  is  in  con- 
tact with  the  joint. 

To  the  end  of  cable  (W)  a  carbon  holder  (H) 
should  have  a  piece  of  carbon  (CR)  sharpened 
to  a  long  point  like  a  lead  pencil  and  should 
project  not  more  than  3"  from  the  holder.  When 
contact  is  made  at  the  terminal  to  be  burned 
this  completes  the  circuit  and  an  ^  ^  electric  arc ' ' 
is  formed. 

AlthOBch  called  tlie  "arc  burning  outfit,"  more 
■atlsfaetory  resnlts  am  be  obtained  by  using  the  car- 
bon .after  it  becomes  heated  like  a  soldering  iron, 
withont  actuaUy  drawing;  an  arc. 

The    carbon    should   be    cooled   off   occasionally    by 

E lunging  it,  carbon  and  all.  into  a  pail  of  water.  After 
eing  used  for  a  short  time,  it  will  be  found  that  the 
carbon  wiU  not  heat  properly,  due  to  a  film  of  scale 
formed  on  the  Kurface.  This  shouhl  be  cleaned  oft 
with  a  knife,   or  file,  as  occasion  requires. 

As  in  the  case  of  flame  burning,  additional  lead  to 
make  a  flush  Joint  should  not  be  added  until  the  metal 
of  tha  pitcea  to  be  Joined  has  melted.  The  carbon 
should  be  moVed  around  to  insure  a  solid  joint  at  all 
points.  The  electric  arc  outfit  can  be  secured  of  the 
Electric  Storage  Battery  Co.,  Philadelphia.  Pa. 

Lead  Burning  With  Gas. 
Where  there  is  considerable  work  to  be  done 
gas  or  a  combination  of  gases  should  be  used. 
On  page  726  different  methods  are  explained. 
In  addition  to  using  the  flame  for  lead-burning 
it  can  be  used  for  welding  light  metals. 

*Al80    termed,    "balnncin::    rlc-trolytt'".    s«'o    ]me<*    fl04K.   how  to   "adjust"  or   "balance"   the  olpctrolyte. 

tin  order  to  STOid  the  possibility  of  an  explosion  of  the  gaseous  mixture  when  using  a  flame  near  a  battery — 
place  filling  plugs  in  battery  and  rover  entire  battery  with  a  wet  cloth,  pressing  it  down  over  vents  of  cells,  ex- 
eept  that  iwrt  on  which  the  burning  operation  is  to  be  performed. 


the  effect  of  the  old  solution  held  in  the  cells. 
A  little  experience  will  enable  the  operator  to 
gauge  this  quite  accurately. 

After  any  adjnstment,  charge  for  some 
minutes  to  allow  the  gassing  to  thoroughly  mix 
the  solution  before  taking  hydrometer  readings. 

If  the  temperature  is  far  from  normal,  correct 
the  hydrometer  readings  by  adding  one  point 
(.001  sp.  gr.)  for  each  3  degrees  above  and  sub- 
tracting one  point  for  each  3  degrees  below  70 
degrees  F.     (See  fig.  12,  chart  204). 

Always  wipe  off  the  top  and  sides  of  battery 
with  weak  ammonia  after  adjusting  electrolyte 

Bnxnlng. 

Gases  which  can  be  used,  other  than  stated 
on  page  726,  are  hydrogen  and  oxygen,  hydrogen 
and  compressed  air.  The  combination  used  most 
however,  are  those  shown  in  No.  20  and  24,  pa^e 
726.  The  illuminating  gaa  and  compressed  air 
can  be  used  but  it  does  not  give  as  intense  or 
hot  a  flame  as  the  No.  20  and  24. 

To  use  gas  it  will  be  necessary  to  have  the 
proper  kind  of  lead-burning  torch,  also  two 
valves  for  properly  mixing  the  gases  to  control 
the  size  oi:  flame,  called  the  bench-block  also 
rubber  hose  and  regulators  on  the  gas  tanks — 
see  page  726. 

Soldering  Iron. 
In  absence  of  a  lead-bnmlng  outfit  a  fairly 
good  Job  can  be  done  by  using  a  Tory  hot,  well 
tinned  soldeiixig  Iron,  with  pure  lead  as  a  solder. 
This  however  is  not  advised,  only  for  temporary 
work. 

Pointers  on  Lead-Bnnilng. 

Gleaning  surfaces:  In  all  lead  burning,  ab- 
solutely clean  surfaces  are  essential  to  good 
workmanship.  Lead  is  soft  and  very  readily 
cleaned  with  a  scraper  or  file.  In  the  case  of 
a  battery  which  has  had  electrolyte  in  it,  the 
"Surface  to  be  burned  should  first  be  wiped  with 
ammonia  to  neutralize  the  acid,  then  allowed  to 
dry  before  scraping. 

fBefore  starting  to  bum,  the  connector  or  ter- 
minal should  be  lightly  tapped  to  a  snug  fit  on 
the  post.  The  top  of  post  should  be  ^  inch 
below  top  of  the  connector  to  allow  space  for 
burning.  If  post  is  too  long,  remove  connector 
and  trim  off  post. 

Method  of  burning:  The  top  of  the  post 
should  be  melted  first,  then  fused  to  connector, 
after  which  lead  from  a  piece  of  burning  strip 
can  bo  run  in  until  joint  is  fiush. 

Golor  of  flame  when  using  gas  and  air,  should 
be  a  greenish  color.  If  too  much  air,  the  color 
will  be  blue  and  gradually  become  invisible  and 
is  deficient  in  heating  power. 

Philllpi  battery  charging 
and  testing  clips — simpW 
fit  the  charging  wires  with 
these  clips  and  snap  them 
over  the  battery  terminals — 
price  25c.  Illustration  ^ 
size. 

When  bnming-in  new  plates  or  a  whole 
group  of  platea  (P)  to  a  plate  strap,  a 
burning-rack  (R)  to  hold  plates  ex- 
actly correct  distance  apart  is  needed. 


472 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-TWO-A. 


/ 


Uydrometer     syringe 


Putty  kolfc      0 


Element  pullers  Jo 


Tools  for  Battery  Work. 

l-PIate-borning  rack — see  page  471. 

8— Scraping  tool   for  cleaning  parte  to  be  burned. 

S-Hydrometer  syringe  for  testing  and  mixing  elec- 
trolyte—  (pages  452.  454). 

4-FI16  for  cleaning  lead  before  burning,   10". 

5-Fil6  card  for  cleaning  lead  from  file. 

6-An  acid  tank,  lead  lined  for  mixing  acid,  storing 
and  soaking  separators  24''x36''x24''.  Bepara- 
tori  when  ne#  are  nsnally  dry  and  should  bo 
soaked  in  a  weak  solution  of  electrolyte  before 
using. 

7-Compound  ladle  for  melting  scaling  compound. 

8>Load  cutters  for  cutting  excess  lead  and  for  cut- 
ting post  straps  to  necessary  size. 

9-Putty  knife  for  scraping  sealing  compound. 

10-Element  pullers  or  regular  gas  pliers. 

Bubber  gloves  (not  illustrated). 

Thtnuometer  for  determining  temperature  of  elec- 
trolyte in  cells  (see  page  450). 

Lead  funnel  for  filling  batteries  witb  electrolyte. 


Supplies  of  Battery  Work. 

Compound  for  sealing  Jars  and  sorrounding  jars. 
This  can  be  made  of  gnm  asphaltum  50  per  cent. 
parafRne  wax  25  per  cent,  and  resin  25  per  cent, 
molted  togetber.  Battery  stations  usually  buy  this 
compound  in  bulk. 

Solution  for  making  battery  box  acid  proof,  see  paire 
478.  This  can  be  purchased  at  battery  supply 
houses. 

Electrolyte  at  1.300  sp.  gr.  test  should  be  kept  in  a 
closed  stone  or  glass  vessel.  Electrolyte  is  Rold 
by  manufacturers,  see  also,  pages  448-449.  Elec- 
trolyte is  mixed  with  water  to  density  required 
when  using. 

BtstUled  water.  A  supply  should  be  kept  on  hand 
for  battery  use— ^see  pages  458.  455,  709. 
Extra  battery  connectors  should  also  be  kept  on 
hand  as  well  as  other  connections  and  parts  such 
as  extra  Jars,  covers,  vents,  separators,  etc. 
Pure  lead  (10  lb.)  for  burning  connections  together. 
A  10  lb.  bundle  of  antimony  and  lead  bars  for  burn- 
ing to  straps. 

Olaas  tube  for  testing  the  acid  level,  see  page  455. 
Volt-ammeter    with    a    scale    0-30    volts    and    0-3-30 
amperes   is   indespensible  to   the  battery  repairman. 
see  pages   414-416-398-453-864H. 
CMdmlnm  volt-meter — see  page  8641. 


^    Lay  out  for  Electrical 

Work. 
B — Shows  lay-out  of  room 
for  battery  work  such  aa 
charging,  putting  in  new 
platee,  new  separators,  new 
jars,  buming-in  straps,  dis- 
charging and  testing.  Room 
is  12'xl9'  and  la  a  part  of 
the  ** Service  Station,"  aa 
shown  on  page  61**. 
A — Shows  lay-out  of  room 
for  the  electrical  depart- 
ment for  starting.  lighting 
and  ignition  work,  such  as 
putting  in  new  brushes,  new 
windings,  testing  and  re- 
pairing armatures  (if  the 
job  is  not  too  complex), 
undercut  mica  in  commuta- 
tor, recharge  magneto  mag- 
nets, put  in  new  condensers 
in  magnetos,  timers  and 
coils,  regulate  charging  rate 
of  generators,  test  and  re- 
pair electric  horns.  All  of 
which  is  explained  in  this 
book — see  index. 
Supplieo  should  bo  carried 
in  the  electric  department, 
such  as  lamp  bulbs,  spark 
plugs.  fuses.  condensers, 
generator  an  d  motor 
brushes,  timer  points  for 
Delco.  Atwater  Kent.  Con- 
necticut ignition  timers.  A 
Wiring    Diagram    Book    for 

tracing  circuits   is   very  important.    Electric  testing 

instruments,  see  pages   737,  864H  to  J. 


FI0.24 


Equipment  for  Battery  Work. 

ll-Work  bench  sod  seats. 

12-Sink  for  washing  plates  etc. 

13-Plate  press.  In  discharged  negative  plates  ^e 
active  material  is  bulged  out  and  must  be  preaaed 
back  flush  with  the  grids.  As  the  acid  is  preaaed 
from  plates  it  flows  into  lead  coated  troogha. 
Length   of  jaw   19". 

14-Battery  steamer  for  softening  the  sealing  com- 
pound so  it  can  be  opened — see  also,  flg.  28,  page 
473. 

15-Lead  burning  outfit — see  page  471,  726. 

16-Dlstilled  water  (see  pages  466.  468,  700). 

17-Electrolyte    (see   pages  448.    449). 

18-Carboy  of  acid. 

19-Battery  discharging  outfit  for  discharging  battery 
after   assembling    (page  474). 

20-Post  drill  to  drill  top  of  eonneetora — boo  pago 
463,   "to  remove  connecton". 

24-Motor-generator  battery  charging  outfit.    A  rectt- 
fior   or  other  methods  could   oe  u 
864K.   864L. 


used — eeo  pagee 


CBAST  KO.  205-F— Battery  Bepairmans  Outfit.    CMolot  Age  by  Mr.  B.  M.  Ikert). 


STORAGE  BATTERY  TROUBLES  AND  REPAIRS. 


47S 


Miscellaneous  Storage  Battery  Bepalr  Information. 

Oorrosion  of  the  terminals  or  other  parts  of  cell   solution.     The   best   and   simplest   way   to 

the  connectors,  should  be  prevented  by  coating  remedy  them  is  to  seal  them  together  with  a  hot 

them  with  Taaeline  or  petroleum  Jelly.     Some-  iron  such  as  an  old  cold  chisel  or  similar  tool, 

times  they  get  so  badly  corroded  that  it  is  almost  Press  the  hot  iron  on  the  sides  of  the  crack  and 

impossible  to  unscrew  the  terminals,  and  greas-  gradually   work    them    together    until    the    hole 

ing  them  in  this  way  will  prevent  recurrences  of  is  scaled  over.     If  more  of  the  tar  material  is 

such  trouble.  needed,  a  big  lump  of  it  can  be  secured  from  a 

When  overhauling  a  battery,  it  is  a  good  battery  service  station. 

plan  to  put  all  the  connectors,  terminals  and  To  Make  a  Battery  Box  Acid  Proof, 

other  removable  xrteces  at  the  top  in  a  strong  ^Jse  6  parts  of  wood  tar  and  12  parts  resin, 

solution  of  soda  and  hot  water  and  let  them  stay  „,gj^  ^^lem  together  in  an  iron  kettle,  after  which 

m  It  for  about  an  hour,  so  that  the  solution  will  g^i,  j^  eight  parts  of  finely  powdered  brick  dust, 

have  plently  of  time  to  clean  them  thoroughly,  ^he  surface  to  be  covered  must  be  thoroughly 

Then  put  on  the  vaseline  and  no  more  corrosion  cleaned  and  dried  before  painting  with  this  pre- 

should  appear.     In  the  first  place,  it  is  usually  paration,  which  should  first  be  warmed, 
the  result  of  overfilling  the  jars  or  spilling  the 

solution,  which  in  time  acts  upon  tlie  lead  and  Spilled  Electrolyte, 

brass  terminals.  If  there  is  evidence  that  electrolyte  has  been 

A    ^«>    1.  J   <B              ▼  spilled  from  the  cells,  use  electrolyte  of  1.250 

A  Cracked  Battery  Jar.  specific  gravity  instead   of  water   to   make   up 

Never  attempt  to  repair  a  cracked  or  broken  the  loss, 

battery  jar,   as   this  is  impossible.     When   the  After    adding    water,    replace    and    tighten 

jars  get  in  this  condition  they  must  be  discarded  filling  plugs  by  turning  to  the  right  and  give 

as  useless.  the  battery  a  charge  at  the  proper  rate  for  the 

It  is  not  very  much  trouble  to  remove  any  type  of  battery  as  given  in  the  table  (page  467). 

cell  from  a  battery  because  the  makers  have  Never  add  electrolyte  to  a  cell  after  the  grav- 

seen  to  this  point.    To  take  apart  the  connectors  ity  has  been  adjusted  to  the  proper  point,  unless 

on  a  Willard  battery,  for  instance,  the  procedure  to  replace  actual  loss  by  spiUing. 

is  to  drill  a  %  in,  hole  in  the  end  of  the  connec-  ^ 

tor,   directly   over   the   post.     This   hole   should  ^m^^S^0^^^ 

be  drilled  with  any  form  of  drill  and  nbovt  two-  /^W^^^^w^  ^*  ^** — Crating  a  hattary  for 

thirds   through    the   connector,   when   the   latter  lJ#flQ,cirtfflr  "^P^^'^^'t  °*?i*  "J^^^*  J°  li"!'* 

will   come  oflf  readily.     The  connectors  have   to  ^MJPBW    r-    Urgcr^'than    batte??    and 

be  burned  back  on   and   more   lead  used   to   fill  ^nSSI^I^^     stuffed    with    ezoeUior.      Label 

up  the  drilled  out  hole.  jK^^K^^           "handle   with   care — AOID." 

To   remove   a  cell  from  an  Exide   battery,  ^9f|r^ 
the  top  nuts  and  connections  must  first  be  tiiken 
off,  the  nuts  unscrewing  in  the  ro£rul«ir  mnnner. 

Oeuuloia  jars  can  be  repaired  bv  making  a  >o*-^^L;^^^^^"^'  va!SA»  lUam  genera- 
cement  of  celluloid  and  acetone.  Dissolve  the  - ^^^^^^^^'^^^^^^^-^^MSMI  ^'  '®'  aoftening  the 
celluloid  in  acid  until  it  is  gummv  then  clean  »^^^^=r5-i~:l^n^BW~*~  composition  lo  ^ 
<.o««w«<,  ««^  «^«*  </r^'~~~-»?=^  h  «nD  battery  top  may  eas- 
scams  and  coat.  Ji^          ^^      fc: ^      f       UJ  be  removed.  Oon- 

^     ^  ^  ^  ^  ^^i::^::::^-- ~;r^;:r^       »i»t8  of  kettle  (P), 

Cracked  Compound.  " — — ^— -:-^r::^r^  —  ^    •f*"   ■^®^*    ^®^    ^^^ 

Sometimes  the  tar  composition  material  that  — ^  -   JeSwatJd  and*SiMed 

is   on   top   of  the   cells   cracks,    and   very    often  -^^^^    cells.      The    acid    should    flrtt    be    removed    with 

these  become   serious  points  of  leakage   of  the  syringe. 

♦Prices  to  Charge  and  Addresses,  Etc. 

Price  for  charging  a  starting  and  lighting  battery  which  Notice— Storage    batteriea    left    oror    80    ^^y*    wiU    be- 

includes   testing    50c   to   $1.25  come   our   property   and   will   be   junked   without   re- 
course. 

iS    l«u    t^l '•  7?  The  above  is   taken   from  a  printed   placard  on   the 

16    Tolt    type! !«5  ^'*"  °'  ■  leading  storage  battery  repair  shop. 

J!    ""^it    1^* 1  25  "^^^^  *®  WUXo.  SnppUee. 

type j^   .^   ^^^^   ^^   ^^^^^  pj^^^  ^^^  ^^^   ^^  ^^^  m%xiyy- 

These  prices  do  not  include  changing  of  batteries.  facturer   of   the   battery.      Names   of   some   of   the   con- 
All  changes  not  requiring  more  than   15  min.   25c.  cerns  who  handle  supplies  are: 

Batteries  requiring  niore  time  to  take  out  and  re-  General  Storage  Battery  Co..  St.  Louis,  Mo.  (suppliee 

place,  will  be  charged  for  at  regular  labor  rates.  ^„^j   p^^ts    of   all   kinds):     Meder  SUndt  Co.    (suppliee 

Frlce  per  day  for  renUl  of  a  battery  in  your  car  while  in    general).    1904   Broadway.   N.Y.;    Storage   Battjry 

your   battery  is   being  charged.    10c   to   25c.  Supply    Co.    (supplies    in    general).    239    E.    27th    St., 

Starter   rental!    will   not    be    installed    until    generating  *  ^^^       ^'  ' 

system  on   car  has   been   tested   and  we   are  assured  Address  of  Storage  Battery  BCnfgri. 

that   battery   will   receive  proper  charee   while   car   is  ri^„^«.,  o«.^,.„.  v.*««*v  n^     a»    T-r»«i..  wiftiiavfuuk^ 

in    use.      A    deposit   to    cover    rental    batteries    is    re-  „Qf°«"l  ^*?/*f*  *5***%^?:'  Sr     v  .    l.V47iz?i5lf^ 

nxxWmA  Meder   Staudt  Co.,    New  York.    N.   Y.;    Eziae — Electric 

quirea.                                                             *u       *i.        ^i  Storage    Battery    Co..    Philadelphia,    Pa.;    U.    S.    L.— 

Price  for  testhig  the   electric   system,   other   than    dis-  xinited  States  Light  and  Heating  Corp.,  Niagara  Falls. 

connecting  and  connecting  your  battetry,  per  minute  jj    Y  ;   L.   B.  A. — Willard   Storage  Battery   Co.,   Cleve- 

Ic  to  2c  j^n^i      Ohio:     Detroit — Detroit     Storage     Battery     Co., 

Price  for  repair  work,  per  hour   60c   to  $1.00  Detroit.  Mich. 

*Prleei  Tary  in  dilTereDt  aectlona  of  the  country.    This  is  an  example  of  prices  charged  by  a  concern  in  the  West. 
See  page  700  for  a  home  made  water  still. 


474 


DYKE'S  INSTRUCTION  NUMBER  TfflRTY-TWO-A. 


Fig.  SO.     A  diseharKe  board  for  disoliarglng  a 
itonge  battery  at  any  doilred  rato  is  made  with  a 

number  of 
coils  of  resis- 
tance  wire, 
any  one  or 
more  of  which 
may  be  thrown 
into  the  cir- 
cuit by  means 
of  individual 
Icnife  switches 
at  the  base 
of  each  coil. 
The  coils  Tary 
in  sise  from 
«  t  o  V  e-p  i  p  e 
wire  to  heavy 
telephone  wire 
and  that  part 
of  the  board 
back  of  the 
asbestos   as   the   coils 


Method 


making    a    temporary    battery 


no.  ao 

'     no 

rig.  29. 

terminal. 

Fig.  3.  For  refilling  battery  with  diatillod  watar. 
Note  %"  drilled  vent  hole  in  bottle.  Glass  or  quUl 
can  be  used  for  spout.  See  page  709  for  a  homo 
made  water  itilL 


vith 


coils   should   be   covered 
get  very  hot. 

An  ammeter  and  a  shunt  register  the  discharge, 
which  may  be  varied  by  cutting  in  the  different 
coils. 

A  TOltmeter  with  test  points  is  attached  to  the 
board  and  this  is  used  for  checking  up  the  voltsge 
of  the  individual  cells  at  short  intervals.  The 
heavy  leads  may  be  made  from  old  leads  or  cables 
from  a  car. 


A  special  bench  with 
concrete  basin  filled 
with  sawdnat  renders 
battery  work  clean- 
er. The  sawdust 
absorbs   the  acid. 


Fig.  20A. — Battery  senrice  kit:  A 
rectangular  box  is  divided  into  four 
compartments,  as  shown.  One  con- 
tains the  hydrometer,  in  a  cylindrical 
pasteboard  box  for  testing;  tlie  sec- 
ond contains  distilled  water,  in  an  old 
battery  iar  for  replenishing  water;  a 
third  holds  a  syringe  for  placing  the 
water  in  the  battery.  The  fourth 
•pace  runs  the  entire  length  of  the  box. 
and  is  used  for  miscellaneous  tools, 
such  as  screwdriver,  pliers,  meter,  etc. 


Fig.  11 — ^A  quick  connection  can  be  made  from  one 
battery  to  another  by  lightly  driving  a  tack  into 
terminals  and  using  No.  18  steel  wire.  If  an 
over-charge  be  applied — steel  wire  will  heat  and 
break. 

Flff.  13 — Simple  method  of  connecting  many  Indi- 
▼idnal  batteriei  to  one  pair  of  supply  wlroa.  P  and 
N  are  large  bare  wires.  1  and  2  are  separate  cir- 
cuits. Smaller  leads  to  individual  batteriea  can  be 
made.   (Motor  World.) 


Principle  of  a  Rheo- 
stat  or   Bealgtance.t 

A  rheostat  is  a  device 
for  absorbing  some  of 
the  electrical  pressure. 
In  order  to  make  cur- 
rent flow  through  a  con- 
ductor, it  is  necessary  to 
apply  electrical  pressure 
(voltage).  The  greater 
the  pressure  more  cur- 
rent will  flow. 

For  example — suppose 
you  desired  to  charge  a 
6-Tolt  storage  battery 
from  a  110  volt  circuit. 
It  Would  be  necessary 
io  absorb  approximately 
104  volts  in  some  sort 
of  resiatance  or  rheo- 
stat, (see  also  page  464.) 

This  resistance  could  be  lamps  as  per  page  460;  iron  wire  per 
fig.  10;  salt  water  per  fig.  2. 

*Iron  wire  rheostat:  Iron  wire  offers  resistance  to  flow  of 
current,  therefore  by  using  say —  about  A"  dia.  and  wrapping  it 
uround  an  insulated  oylinder,  as  porcelain  or  stone,  and  connect 
wire  from  110  volt  circuit  to  (X,  fig.  10),  the  current  would  then 
pass  down  sliding  contact  rod  (C).  If  one  terminal  of  bat- 
tery was  connected  at  (W2)  and  other  battery  terminal  to  other 
connection  of   110   volt  line — this   would  form  a  circuit. 

Now  by  movin^r  sliding  contact  (0)  down,  more  reaistaoce  ie 
thrown  into  the  circuit;  by  moving  it  up.  leaa  reeistance  will  be 
in  the  circuit.  This  \s  the  principle  of  a  rheostat  and  is  simi- 
lar to    "resistance  units'*   shown  on  page  464. 

A  stove  pipe,  wrapped  with  asbestos  and  iron  wire  over  it 
has  been  used. 

Water  rheoitat;  another  way  is  to  partially  fill  a  5  gal.  stone 
Jar  with  salt  water  (flg.  2).  With  one  meUl  contact  (B)  in  the 
bottom  and  the  other  (A),  which  is  a  sheet  immersed  more  or 
le^s  in  the  barrel.  By  movement  of  (D).  the  nearer  platee  are  to- 
gether— lesi  the  resistance.  Further  apart  they  are — more  re> 
sistance,  see  pages  463  and  209. 


OHABT  NO.  206G — MisceUaneoos  Battery  Bei»air    Devices.     Principle    of    a    Rheostat.      (Motor 

World.)    See  also  pages  424,  410,  414  and  8641  for  '< Cadmium  tests." 

*Jfct0  thmt  "direct"  current  is  osed  and  positive  pole  of  current  supply  must  connect  with  positive  pole  of  bat- 
'«T.      tSee  page*  209  and  463  (or  meaning  of  resistance. 


STORAGE  BATTERY  TROUBLES  AND  REPAIRS. 


476 


Fif.    3. 


Tlie  Edison  Storage  Battery. 

Tlie  plates  in  tho  Edison  battery  ara 
made  of  nickel  and  iron,  the  former  in  the 
form  of  a  hydrate  and  the  latter  as  an 
oxide. 

Tlie  electrolyte  is  a  solution  of  potassium 
hydrate   (potash). 

The  positive  plates  consist  of  steel  grids, 
which  are  nickel-plated;  they  are  in  the 
form  of  nets  of  AO  tubes  per  grid,  each 
of  which  is  filled  with  active  material,  tho 
latter  being  composed  of  pure  metallie 
nit'kel  in  the  form  of  leaves  or  flakes.  The 
pure  nickel  flake  is  produced  by  an  electro- 
chemical process- 

The  negative  plates  are  composed  of  24 
flat  rectangular  pockets,  which  are  sup* 
ported  in  three  horizontal  rows  in  nickel 
plated  steel  grids.  These  pockets  are  also 
formed  out  of  thin  nickel  plated  steel  and 
they  are  full  of  perforations.  The  active 
material  in  the  pockets  forming  the  nega> 
tive  element  of  the  battery  is  oxide  of  iron. 

Voltage — each  cell  delivers  approxim- 
ately 1.2  volts.  Therefore  4  colls  wonld 
lie  required  to  give  six  volts  instead  of 
the  usual  3. 

The  advantage  claimed  by  the  makers 
is  in  the  greater  amperage.  For  instance, 
the  claim  is  that  with  five  of  their  cellS} 
weighing  less  than  three  cella,  the  amper- 
age, or  quantity  of  current  the  battery  will 
deliver  ivill  be  twice  as  much  as  the  three 
cell  battery. 


Fig.  2 — Showing  i^oslttvo  uid  uegative  pUtea  of 
Cb«  A-4  EdlBon  c«ll  W8«mt>l6d  tagetlier,  but  removed 
tnm  ih^  cotttftiner. 

Tig.  S'-Type  A  4  Edisoti  cell,  showing  the  posi- 
tive lind  neg&tive  pl&t«i  In  the  contalaer,  and  also 
Um  removed  cover  with  openings.  Th«  retaining 
jmr  if  mede  of  sheet  eteel  Aod  eloctroplsted  with 
nielEet. 

It  la  stated  that  the  reason  the  Edison  battery  is  not  used  for  starting  motor  purposes  is 
dne  to  the  fact  that  its  internal  coustruction  ie  sucli  that  it  cannot  deliver  the  high  discbarge 
amperage  suddenly,  as  re<|uired.  It  is  capable  of  delivering  a  low  amperage  for  a  very  long 
periodp  however. 

The  G.  V.  Electric  Tmck 
is  illustrated  below  and   on  pages  476  and  478. 


C':jr4LT.JiT  Tu^  'Mi^hv  ^-Fl•^4: 


Ylg.  1:     Top  view  of  6.  V.  2  ton  electric  track.     The  G.  V.  truck  is  msde  in  6  sizes :  1000  pound  wsgoa  U 
mAde  with  worm  or  chsin  drive;  2000  pound,  cb&ia  driven;  2  end  3H   »nd  5  toD  tracks  sre  chain  driven^ 


CHABT  NO.  206 — The  Ediaon  Storage  Battery  (Edison    Co.,   Orange,  N,  J.)     The  0.  V.   Electric 
Track    (General   Vehicle   Co.,   Long   Island   Citv,    N*  Y.) 


YKE'S  INSTRLlCTlON  NUMBER  THIBTY-THREB. 


PlM.  8 — Note  the  sisij^Uclty  of  Xh9 
dmo  lyntftti — «^i;   a  1*0   pa^?   475 


Ttg.  4;  OootraUer  box*  A— thcet  ileel  controllw  bo»:  B — controUer 
b*Qdle'  O — tlir^e  way  AwU^eh;  D — lamp  circuit  fuaei;  B — plug  for 
portmbte    tftiop;    B — retUtmoce. 


Explanation  of  Parts  of  Electric  Truck. 
The  controller  box  is  placed  in  front  convenient  to  the  drivei 
(see  figs.  1  page  475,  and  4).  It  contains  the  controllerj  r«- 
aistsuce  unit,  fuse  block  switches,  etc.  The  current  is  discon- 
nected by  the  switch  (fig.  4)  which  ia  a  3  way  running  switch 
and  is  thrown  to  the  left  when  battery  is  being  charged,  to  tht 
center  when  curren|  is  off  and  to  the  right  wben  running. 


Wlien  charging  battery— 
coDnection  is  made  with 
'* charging  receptacle^*  (flf.  S) 
from  an  outside  source  of  eUe^ 
trie  supply.  In  case  tho  cur- 
rent charging  battery  ahonld 
fall  for  any  reason  the  drealt 
breaker  (fig.  2)  will  diteoa- 
nect  BO  that  current  from  bat* 
tery  would   not   flow   back. 

The  ampere  bonT  niet«r  (flg. 
2)  shows  the  amount  of  ev* 
reut  taken  from  battery  wh#n 
running. 

When  charging,  a  compen- 
sating shunt  ia  used,  so  thai 
the  meter  runs  approxim*ttly 
15%  slow.  The  Sangamo  Ela«- 
tric  Co.y  Springfield,  lU^  auui* 
ufncture  the  meter  used  os  thii 
truck. 


ICHABT  NO.  207— Electric  Track  (Oeneral  Vehicle  Co.*a  2  Ton  Truck  as  an  Example). 

fiorte  power  of  motor  »t  84  toUji  and  40  amperei  ii  spprox  imately   4   b.   p.     Starting'  cold,    tbli  motor  wlD   ran   ' 
^r^rloMd  for  od&  btJi  hour  and  200%   overload  for   10  mia, 

^^^^  diMgrmm  «bor«  show^   coaoectioaa   to  be  a*cd  for    either  difT^TCQiial  tbuDted   "throe- irlr«**  aapwo-hoar 
^^XK^K£r«"   mwpere  hour  meter  equipped   with   vartaUe    rcftUtor  vUmvni. 


mma 


THE  ELECTRIC  VEHICLE. 


477 


INSTRUCTION  No.  33. 

*THE  ELECTRIC  VEHICLE:  Electric  Truck;  Dual  Power  Cars; 
Gas  and  Electric.  Electric  Brake.  Electric  Gear  Shift. 
Magnetic  Latch.  Couple-Gear  Gas-Electric  Truck.  Four 
Wheel  Drive.  The  Entz  Owen  Magnetic  Electric  Trans- 
mission of  Power.    Prest-O- Vacuum  Brake.     The  Solenoid. 

The  Electric  VeMcle. 


-  Although  this  book  deals  principally  with 
gasoline  engine  driven  cars,  a  few  words  relative 
to  the  construction  and  battery  connections  of 
an   electric   vehicle  will  be  given. 

Bl«ctric  Tehlelea  are  used  to  a  great  extent  for 
plMfore  cart  and  tmcks.  The  objections  to  an 
electric  pleasure  car  is  the  recharging  of  the 
storage  batteries  which  prevents  long  country 
runs.  The  electric  vehicle  is  a  very  simple  prop- 
osition compared  with  the  power  plant  of  a  caso- 
line  vehicle  and  for  city  truck  use  is  considered 
very  serviceable,  especially  where  a  charging 
plant  is  convenient. 

The  electric  veliicle  Is  made  np  of  three  parts; 
a  body;  the  chassis;  and  the  motor,  controller  and 
batteries,  or  the  power  plant. 

The  power  plant:  an  electric  motor  (series 
wound)  and  similar  in  many  respects  to  the  start- 
ing motor  described  in  Instruction  26.  is  mounted 
to  the  frame,  illustration  chart  207  shows  metliod 
of  mounting  the  motor  and  driving  by  a  chain, 
oftentimes   a  propeller   shaft   drive   is  used. 

Average  h.  p.  of  motor  for  the  electric  pleasure 
▼ehlde  is  about  4.  On  trucks  it  varies  as  fol- 
lows; V&  ton  truck  3  h.  p. ;  and  1  ton,  4;  2  ton,  5; 
8  ton.  7;  5  ton;  10. 

Batteiriea:  It  has  become  standard  practice  on 
pleasure  vehicles  to  divide  the  battery,  placine 
approximately  half  of  the  cells  at  the  front  end 
of  the  chassis  on  a  rack  level  with  the  frame. 
and  covering  them  with  a  wooden  hood  extending 
out  in  front  of  the  dash  or  forward  end  of  the 
bodv  proper.  The  rest  of 'the  cells  are  placed  in  a 
similar  nosition  at  the  rear,  where  they  are  cov- 
ered with  a  wooden  boot.  The  hood  and  boot  are 
either  hinged  or  removable. 

An  example  of  plying  batteries  on  a  truck  is 
shown    in   chart   207. 

There  are  usually,  42  or  44  cells.  Each  cell 
gives  two  volts,  therefore  the  voltage  with  all 
connected    in    series     would    be    84    or    88    volts. 

On  the  truck  shown  in  chart  207,  there  are  six 
traya  of  seven  8-cell  batteries.  Therefore  42  cells, 
or  84  volts  in  series. 

The  amperage  of  the  cells  used  on  pleasure  cars 
are  usually  from  about  150  to  180  ampere  hour. 


Controller. 

The  controller  in  an  electric  vehicle  performs 
practically  the  same  function  as  the  change  speed 
mochaninn  in  a  gasoline  car.  It  controls  the  flow 
of  current  to  the  motor,  and  so  regulates  the  speed 
of  the  vehicle  and  the  construction  is  similar  to 
those  used  on  street  cars. 

An  electric  vehicle,  to  maintain  its  rate  of 
■pood  la  dependent  on  the  voltage  and  current  out- 
put of  the  battery,  as  the  energy  required  for 
maintaining  this  speed  is  measured  in  watts;  i. 
e.,  voltage  X  amperes  equal  watts. 

The  nearer  normal  voltage  of  the  battery  under 
working  condition,  the  nearer  the  maximum  speed 
of  the  car.  This  is  due  to  the  fact  that  a  motor 
in  any  given  vehicle,  is  so  constructed  that  for 
the  armature  to  make  its  complete  number  of  revo- 
lutions per  minute  a  given  voltage  is  required. 
Thi#  speed  can  be  varied  by  introducing  into  the 
circuit  a  suitable  amount  of  resistance.  The  effect 
being  the  lowering  of  the  voltage  delivered  to  the 


motor.  As  a  normal  voltage  is  reouired  to  main- 
tain normal  speed  of  the  motor,  it  follows  that 
the  lowering  of  the  voltace  will  be  a  correspond- 
ing lowering  of  the  vehicle  speed.  This  intro- 
duction of  a  variable  resistance,  together  with  the 
relative  positions  of  the  field  windings  of  the 
motor,  is  accomplished  through  what  is  termed 
the  controller.  The  changes  in  the  various  posi- 
tions or  speeds  being  accomplished  without  any 
break  in  the  circuit,  giving  a  steady  gradual  in- 
crease or  decrease.  In  the  General  Vehicle  Oo.'i 
truck,  page  476,  the  speeds  (five  forward  and  two 
reverse)  are  controllea  by  varving  the  resistance 
and  in  changing  the  position  of  the  field  windings 
(see  page  478). 

Amperes  in  Starting  and  Bnnning. 

When  first  starting  the  motor  from  a  stand-still 
on  a  pleasure  vehicle,  the  quantity  of  current 
used  is  about  60  to  60  amperes,  after  being  in 
motion  and  on  a  level  it  will  drop  to  about  18 
to  25  amperes. 

On  a  truck,  say,  V&  ton  capacity,  the  am- 
perage would  probably  go  to  75  to  80  when  atart- 
ing  and  about  35  when  running  on  a  level. 

The  usual  ampere-hour  capacity  of  batteriea  for 
trucks  range  from  160  to  227  or  more  ampere- 
hours.  The  number  of  cells  being  42  to  44.  The 
horse  power  of  the  electric  motor  is  usually  8  to 
10  h.  p. 

The  42  or  44  cell  battery  will  have  the  aamo 
ampere-hour  capacity  as  a  single  cell,  but  of 
course  the  watt  hour  capacity  increases  in  propor- 
tion to  the  increase  in  the  number  of  coils  and 
voltage. 

Mileage  and  Speed. 

The  speed  depends  on  the  voltage  or  preaaure. 

The  number  of  miles  an  electric  vehicle  will 
run  depends  on  the  size  of  the  cells  and  am- 
perage output  (amperage  means  quantity),  the  lar- 
ger the  cell  the  more  quantity  of  current  it  will 
deliver,  but  the  pressure  or  voltage  always  re- 
mains the  same,  whether  large  or  small 

*If  the  battery  gives  150  amperes  for  one  hour, 
or  one  ampere  for  150  hours,  then  it  is  called  a 
150  ampere  hour  battery. 

If  the  motor  on  an  electric  vehicle  requires,  sky 
25  amperes  per  hour  and  your  battery  was  a 
150  ampere  hour  battery,  then  you  could  run  your 
motor  steadily  for  6  hours  and  if  your  speed  was 
15  miles  per  hour  you  could  make  90  miles — ^pro- 
viding you  were  running  on  a  perfectly  level  floor, 
but  when  you  come  to  grades  your  motor  will  re- 

?iuire  more  quantity  of  current  or  more  amperage 
or  a  few  minutes,  or  when  starting  off  on  a 
grade  the  motor  will  pull  considerably  more  cur- 
rent from  the  battery.  Therefore  the  mileage  la 
governed  by  the  aiao  of  the  cells  and  the  current 
consumption.  A  great  deal  also  depends  upon  the 
driver,  in  how  he  uses  his  control  as  to  currant 
consumption. 

Understand,  the  voltage  of  the  vehicle  battery 
when  say,  all  42  cells  are  connected  in  series, 
with  motor,  would  give  84  volts  Therefore  if 
there  was  15  ampere  draw  at  84  volt  pressure— by 
multiplying  the  voltage  and  amperage  together 
(15x84)  we  would  get  1260  watts.  746  watta 
equal  one  horse  power.     A  kilowatt  is  1000  watta. 

*Figurea  not  accurate — used  only   as  an  example.     There  is  a  graduated  loss  governed  by  rate  of  dia- 
charge,  lee  page  441. 

A  rectifier  or  charging  plant  for  charging  electric  vehicle  batteriea  should  be  one  which  will  give  at 
least  30  amperes  and  110  volts  or  3  kilowatts  (a  kilowatt  is  a  1000  watts.) 


DYKE'S  INSTRUCTION  NUMBER  THIRTY  THREE, 


f^OJNT'WOLLt^'  UtJUH 


fdm 


rrn 


1i 


^ontinaed   from   pftfe  476. 
The  Coatroller 

is  used  to  make  connectiont 
for  the  different  speeds.  By 
referring  to  fig*  4 A,  note  the 
movement  of  lever  for  the  5 
speeds  forward  and  2  speedi 
reverse. 

The  controller  is  of  the 
**  constant  torqae"  type  and 
batteries  are  connected  in 
series  at  all  times.  The  vari- 
ous speeds  are  obtained  hj 
cutting  out  or  in  reslfltaiioo 
(cast  iron)  and  also  by  making 
"field*'  connections  of  motor 
as  explained  below. 


ro«rwA«m>   n, 

3      4 

1    _ 

13    2    1 

1 

■P 

_£■■ 

^■^Plll 

■  ^■1 

■ 

Jgj 

■ 

H  ^^H  1 

1 

1 

Tig,  iA!  OontroEer- — nole  coasectiooa  of  fiu^ers,  referi  to  dJi&frAiii  fig.  6. 

OontroEer  Coimectlons. 

By  referring  to  fig.  4A  and  diagrams  fig.  6  and  7  the  conneetiona  from  controller  to  re- 
sifltance  and  field  circuits  can  be  traced. 

Bl,  E2,  RS--m6an  reslstanca;  Bl  all  resist tmce  is  iti  circuit;  R3  about  one  half  b  in;  B2 
about  one  third  is  in — see  fig.  7. 

Fl  and  T2  is  one  aet  of  3  field  windings;  m  and  FF2 
second  set  and  are  connected  in  series.  The  two  wind- 
ings are  connected  in  series  on  speeds  1-2-3 A  and  in 
parallel  on  5th  speed. 

Al  and  AA  are  to  armature  bmalies;  there  are  two 
brush  holders  with  three  brushes  each,  on  motor. 

In  fig.  6,  the  letter  *^o**  la  the  neutral  or  ''off**  poBt- 
tlon  of  controller,  and  the  black  dots  refer  to  controller 
fingers. 

Forward  Speeds. 
First  speed;   see  fig.  7— (I   forward);  both  fields  are  in 
series  and  all  resistance  (Bl)  is  in  the  circuit.     This  is 
the  slowest  speed. 

Second  speed;  see  fig.  7 — (2  forward);  both  fields  are  in 
series  and  part  of  resistance  is  cut  out  (B2). 

Third  speed;   see  fig.  7 — (3  forward);  both  fields. are  in 

series  and  all  resistance  cut  out. 

Fourth  speed;  see  fig.  7 — (4  forward);  resistance  (B3)  ia 

shunted  across  the  series  field. 

Fifth  speed;  see  fig  7 — (5  forward);  fields  are  in  parallel; 
all  resistance  cut  out. 

The  forward  speeds  are  divided  approximateJy  equal,  eaeh 
notch  of  the  controller  being  an  increase  of  approximately 
20  per  cent  in  speed. 

BrOTerse  Speada. 
Bevaree  speoda  ara  the  auDa 
connections  as  seoond  tad 
third  forward,  but  passing 
through  first  speed  to  pre- 
vent heavy  rush  of  current. 
The  direetioD  of  flow  of 
current  is  changed  whleh 
reverses  the  rotation  of 
armature. 


'Mr<>i 


*f^W^ 


Fig.  6 — controller  connections: 
O— it  off  or  Doutrftl  poaltion. 
Black  dots  refer  to  conlroU«r  flu 
geri.  BUck  squares  refer  to  eon 
troller  copper  segmenti.  The  6 
speeds  forward  and  2  speeds  re 
▼erse  are  shown. 


YtM,  7 — niattratlng  the  reslstaoca  connoctions  Rl,  R3^  R3  and  field  coa- 
oeetioas  Fl  and  F2  and  PFl  and  rF2,  A — is  armature  bniih  coqo«c- 
tioDS ;  B — battery  connections* 


For    resistance* 
is  used* 


cast    iron 


aSABT  NO,  207A— Electric  Truck— continued. 


THE  ELECTEIC  VEHICLE. 


47g 


Woods  Gas-Electric  Oar. 

Tb«  Woods  dual  power  cmr:  The  power  plant  eon- 
itfU  of  ft  BXD^ll  gmsoiine  engine  and  an  electric  motor- 
fwaara^r  com  billed  into  one  unit,  m  illnstreted,  «nd 
SBOQitt#d  on  a  three  point  soapension.  The  morement 
of  a  Ofi^er  ]evsr  on  the  steering  wheel  connects  the  en- 
fin  i  to  tli«  electrU  motor-generetor,  which  cranks  the 
vafiDe  sad  develop*  power  which  is  transmitted  through 
the  ■rmsture  ahaft  of  the  electric  motor  and  propeller 
shaft,  direct  to  the  r»r  axle. 

f^«  car  starts  as  an  electric,  by  a  simple  movement 
of  a  Anger  eooirolled  Jsver  on  the  steering  wheel,  which 
operaCts  the  meane  for  connecting  the  battery  to  the 
motor  a&d  tnereaimg  the  speed;  as  the  lerer  is  ad- 
Tan  ced. 

At  any  advanced  position  of  the  electric  lerer  the  first 
moTament  of  the^ — Anger  controlled  gasoline  lerer — 
Instantly  atarts  the  sasoUne  motor.  As  this  lerer  is 
movftd  forward  it  causes  the  car  to  be  operated  more  on 
tli«  nt,  and  at  a  cefiain  point  it  will  run  as  a  straight 
gaioTioe  car  neither  charging  nor  discharging  the  bat- 
tery. With  a  Blifbl  irariation  of  the  relative  position 
of  the  two  If^vefB  on  the  steering  wheel,  the  battery 
maj  b?  «ithcr  charged  or  discharged  at  will  on  any 
speed  from  ten  miles  an  hour  np  to  twenty*eight  or 
thirty  miles  an  hour.  Electricity  is  generated  and 
stored  in  the  battery  while  the  car  ii  running. 

At  any  speed  above  six  miles  per  hour,  dynamic  break- 
ing may  be  effected  by  retarding  the  electric  lever. 
This  causes  the  electric  motor  to  run  as  an  electric 
generator  driven  by  the  gasoline  motor  or  by  the  mo« 
mentom  of  the  car.  The  power  thus  generated  is  used 
for  charging  the  battery.  The  same  effect  may  be  ob- 
tained by  a  simple  movement  of  the  foot  brake  pedal, 
which  alao  acts  as  a  mechanical  brake  below  six 
milea  per  hour.  (Woods  Electric  Vehicle  Co..  Chicago 
Illinois). 


Electric  Brake. 

The  Hartford 
braking  motor  ia 
shown  with  redne- 
tion  gearing.  Ar- 
mature ihaft  ear- 
ries  a  worm  goar 
which  drivee  at  a 
reduction  of  100 
to  1.  This  worm 
gear  in  turn  oper- 
ates a .  drum 
through  an  inter- 
nal gear  at  a  re- 
duction of  4  to  1, 
giving  a  total  re- 
duction of  400  to 
1.  A  steel  brake 
pulling  cable  which  is  wound  on  the  drum,  trans- 
mits  the  pull  of  motor  to  brake  mechanism. 

The  controller  (OL)  is  moved  by  degrees  which 
applies  brake  gradually;  or  suddenly  if  moved  to 
extreme  limit. 

The  point  of  decreased  speed  before  coming 
to .  a  full  stop  is  illustrated  by  -the  fact  that 
a  car,  moving  at  the  rate  of  SO  miles  an  hour, 
or  78-1/8  feet  a  second,  can  within  35  feet,  or 
m  one-half  second's  time,  be  slowed  down  to 
15  miles  an  hour  or  22  feet  a  second,  and  brought 
to  a  dead  stop  within  the  next  10  feet. 

Ourrent  required  is  40  amperes  for  2/5ths.  of 
a   second   and   a  pressure  of  6   volts. 

Prest-O-Vacnum  Brake. 

By  utilising  the  suction  in  the  intake  manifold 
to  exhaust  the  air  from  a  cylinder  (B)  carry- 
ing a  piston,  the  piston  is  forced  to  move,  and 
in  its  motion  applies  the  brakes  through  the 
usual  braking  system.  The  amount  the  orakee 
are  applied  depends,  of  course,  upon  the  suc- 
tion ox  the  cylinder,  and  this  is  controlled  by 
the  driver  through  a  throttle  valve  >perated 
either  by  a  pedal  or  hand  lever. 

Fig.  8  shows  the  general  layout  of  the  system 
when  installed  on  a  car.  It  will  be  noted  that 
the  forward  end  of  the  suction  tube,  is  attached 
to  the  intake  manifold  at  its  junction  (1)  with 
the  carburetor  pipe,  this  being  the  point  of  most 
constant  suction.  From  here  it  leads  to  the 
throttle  valve  (0)  located  convenient 
to  the  driver's   foot. 

The  principle  is  similar  to  the  air- 
brake cylinder  used  on  railway  trains, 
having  a  pressed  steel  shell,  cast 
steel  head,  and  carrying  a  pressed 
steel  piston  with  leather  packing. 
This  piston  has  a  diameter  of  7  in., 
an  area  of  88%  sq.  in.  and  a  stroke  of 
4  in.,  the  entire  braking  cylinder  as- 
sembly weighing  about  10  lbs. 

The  suction  in  the  manifold  (I) 
varies  from  8  to  12  lbs.  per  sq.  in. 
When  the  throttle  valve  (O)  is  opened 
wide,  at  least  10  lbs.  per  sq.  in.  suc- 
tion is  applied  to  the  piston  in  the 
braking  cylinder.  Hence,  the  area 
of  the  piston  being  88%  sq.  in.,  a  suc- 
tion, or,  to  be  more  exact,  a  pressure, 
of  10  tiroes  38%  or  385  lbs.,  is  applied 
to  the  piston. 

The  pUton.  therefore,  U  moved  under  a  direci  pull  of  885  lbs.,  and  this  in  turn  is  compounded 
thrODgh  the  toggle  Joint  connections  to  give  a  pull  of  4000  lbs.  on  the  brake  rods.  This  is  an  ex- 
tr«ne  example  o?  what  the  system  can  do.  as  a  pull  of  4000  lbs.  is  seldom  "Q^^j;®;?.,  ^^^^^V .^j^^^*';; 
trucks.  It  is  evident  that  the  pull  applied  to  the  brakes  may  be  graded  from  0  to  4000  lbs.  at  the  option 
of  the  driver,  the  pull  depending  only  upon  the  opening  of  the  throttle  valve.  (Prest-O-Lite  Co.,  In- 
dianapolii  Indiana,   are   the   manufacturers.) 


itc  •l^nd.brd 


OHABT  KO.  a07-B— Woods  Dual  Power  Car.    Hartford  Electric  Brake.    Prest-O-Vacuum  BrakA* 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-THREE. 


w 


Electric  Transmission. 


©«IV6  5h*FT        © 

r 


tOrtMOTft  ; 


<i€J1ERATOR 


AbOTft — Armnture  of  motor  and  generator  attached 
to  the  propeller  ihaft  at  an  th»  Owen  mngiietic  car. 

Eigtit — Fi^ld  coils,  etc.,  of  the  electric  trantmiaBion 
fytUin  fonblng  the  flywheel  of  the  gftsoline  eoffifie 
M  mounted  on  the  Owen  magnetic  car. 

Eicpluiatlon. 
lo   pUce   of   tbe   fly  wboel,   clutch,    gearaet,    vtartltiK 
uid    lighting    8>Btem    and    their    auxUiftry    parta,    two 
direct  currrut  dynamo  machiQea  and  a  drum  controller 
b*ve  been  aubetitnted. 

Clutch  genttTAtor.  Doe  of  the  dynamo  machtoei  hai 
Ita  field  majpnet  frame  dlreetty  coimeeted  to  the  en- 
fin*  crankahaft,  taking  the  place  nf  tho  ordinary  6y- 
wh«el.  The  armature  of  this  mae^liine  ii  mounted  on  a  large^  hollow  shaft,  which  It  directly  eon^ 
nected  to  the  propeller  ahaft.  Tkia  machine  la  called  the  "clutch  generator/*  aa  it  acta  both  at  m 
clntch  and  a  generator.  There  ia  no  meclianical  connections  between  engine  and  rear  axle;  It  ia  connected 
through   an    "air   gap'*    which   ia   entirely   a  magnetic  coimect«OQ. 

The  motor^  The  aecond  dynamo  machine  has  iti  armature  mounted  on  the  tame  hollow  ahafl  aa 
the  llrat»  and  its  field  magneta  are  atationary;  It  U  called  the  * 'motor/'  as  it  ia  generally  need  a« 
•  motor  to  help  drive  the  propeller  shaft,  and  boost  the  elfnrt  of  the  engine  aa  tranamitted  IhjrotMgll 
tho    clntch    generator,    which,    like    any    clutch,    can    only    tranitinit    the   engine   effort    or    torque. 

The  clutch  generator  i«  uied  at  a  clutch  alone,  on  the  bigb  tpeed^  when  it  la  abort  circuited  apoa 
Ittelf,  and  a  amall  apeed  difference  between  armature  and  field,  or  a  small  slip  ia  necessary  to  aefcab- 
liah   the   current   in    its   windings   which   energizes   tt  and  causes  it  to  act  as  a  clutch. 

On  the  high  apeed  position  the  motor  plays  do  part  in  the  transmission  of  power,  but  ia  iu*d 
aa  a  char^inc  gent^rator  for  the  storage  battery,  which  later  is  used  for  cranking  the  •ngine  and  far 
the  electric  lights. 

Blectrlc  motor  aids  propolalon.  On  all  other  power  control  poaitlona  but  the  high,  tht  motOT 
kelps  turn  the  propeller  shaft,  by  taking  current  fr^m  the  clutch  generator  in  which  clrenit  it  if 
incmded.  At  these  times  the  alip  in  the  clutch  generator  is  greater  than  needed  to  energise  it  at  a 
elvtch,  and  the  additloDal  slip  produces  the  current  required  for  the  motor,  which  it  ntilisea  (or  fiv* 
ing  additional   turniug^  effort  to  the  propeller   shaft. 

Tht  dlffaront  gradnatloiu  of  speed  asd  torque  are  controlled  by  the  relative  strength  of  the  g«n> 
orator  and  motor  field.  The  weaker  the  generator  field  compared  to  the  motor  field  the  greater  tb* 
«lip   and   the   more  electrical   energy   got>a   to  the   motor  for  producing  ^eater  torque. 

Bealdes  the  positions  of  power  control^  there  is  a  neotral  posltlou  In  which  the  clutching  olfect  Ii  esl 
•att   but   the  motor  is  so  connected   through   a  resistance  as   to  act   as   an   electric   brake,    in   which  ea»« 
it  becomes   a  generator,   taldng  powtu*  to  drive  it,  and  so  braking  the  car. 

This  brake  is  most  effective  when  the  speed  is  highest  and  Is  ineffective  below  16  m.  p.  b,;  It  vtU 
hold  the  car  on  any  mountain  grade  to  20  mp.h,  witliout  wear  of  any  parts  and  can  be  appUed  wttb 
the  car  going  60  m.  p.  h.  Tt  cannot^old  the  wH«ela  and  there  is  little  danger  of  skidding,  as  the  bra%* 
inf   effort   disappears   at  speeds   below   IS  m.p.h.    (Automobile). 


,,  CHART  NO.  207-O — T!te  EbUe  Byatdm  of  Electric  Power  Trananlssion  as  Applied  to  tb#  O 
MAgnetiC  CtCt — continued  on  next  page. 


THE  ELECTBIC  VEHICLE. 


481 


4^0 

NO.  I 


.^sT-^^^'ft^gl^i.ir     iju 


NO.  3 


Elementary  Principle. 

niuitratioii  No.  1— A.  Masn«t  with 
keeper  familiar  to  everyone. 

B.  Magnet  and  pedestal  with  hand 
crank  to  revoWe  it. 

0.  Piece  of  steel  on  pedestal  placed 
within  magnet  on  same  line  of  traTel, 
it  will  be  apparent  that  ai  the  magnet 
is  reyolved  by  turning  the  crank  it  win 
attract  the  piece  of  steel  which  wUl  re- 
yolve  with  it. 

mnstration  No.  2 — B  is  now  re- 
yoWed  by  gasoline  engine  instead  of 
hand  crank,  taking  the  place  of  the  07 
wheel  as  shown  in  chart  207-0  and 
reyolyes  at  engine  speed  regulated  by 
the  throttle,  and  to  accurately  describe 
it,  we  will  now  call  B  a  revolving  Held. 

0  is  now  part  of  propeller  shaft,  and 
to  accurately  describe  this,  we  will  now 
call  0  an  armature,  see  chart  207-0. 
and  when  car  is  running  in  *'high 
speed,"  0  follows  B,  because  it  is 
magnetically  locked,  but  it  will  be 
noted  that  we  are  driving  throvgli  an 
air  space  or  gap,  there  being  no  me- 
chanical connection  at  any  time  be- 
tween the  rear  axle  and  the  gas  en- 
gine, only  magnetism  transmitting  the 
torque  of  the  gas  engine  to  the  rear 
axle. 

When  arriving  at  a  grade  which  ia 
too  steep  to  climb  on  "high,"  wt 
would  now  stall  our  gas  engine  unleM 
we  applied  a  form  of  speed  reduction. 

as   shown   in    illustration   3,   gives  us   the  re> 


CHAiR6IN^ 

STARTING 

J  CONTROLLER 
LEVER- HOW 
"innau'tral 


mnstration  No.  3 — The  conventional  electric  motor   D. 
dnetions  needed  in  the  following  manner: 

We  now  drive  through  what  is  in  effect  a  slipping  clutch,  and  it  is  apparent  to  us  all,  that  if  it 
were  possible  to  use  the  power  that  is  lost  in  heat  through  the  friction  of  the  slipping  clutch  in  the  old 
type  gear  transmission  car,  all  the  power  of  the  engine  would  be  transmitted  to  the  rear  wheels  and  there 
would  be  no  use  for  a  gear  box. 

The  magnetic  transmission  gives  us  this  result,  as  we  now  find  that  0  is  trying  to  keep  up  with 
B,  but  as  B  and  0  now  have  ceased  to  be  magnetically  locked,  because  we  have  changed  the  position  of  the 
eontrol  lever  on  the  steering  wheel,  and  therefore  slipping,  the  difference  in  their  relative  speeds  gen- 
eratea  electricity  which  is  led  to  D. 

Armature  E,  being  of  the  same  form  as  0  and  on  the  same  propeller  shaft,  see  chart  207-0,  takes 
the  electricity  generated  by  the  slip,  and  acts  as  a  power  booster  on  the  propeller .  shaft,  giving  us  innum- 
erable speed  reductions,  wonderful  flexibility  and  absolute   silence   at  all   speeds. 

Control  Lever  Positions. 

Charging:  Oar  stationary,  engine  running.  Genera- 
tor charging  starting  and  lighting  battery.  Seldom 
necessary,  as  battery  is  automatically  charged  on  high 
speed  position  when  car  is  in  motion. 

Starting:  Ourrent  from  starting  battery  operates 
generator  as  a  motor  for  starting  engine.  When 
engine  has  started,  bring  lever  to  neutral  position. 

Neutral:  Oar  stationary,  engine  running.  OlnMi 
generator  circuit  is  open,  and  motor  is  short  circuited 
on  a  resistance.     Bring  lever  to  first  position. 

First  position:  Generator  producin^i;  light  olutehing 
effect  and  maximum  current  for  electric  motor  result— < 
maximum  difference  between  engine  speed  and  ear 
speed,  and  producing  greatest  torque  or  pulling  power. 

Second  position:.  Olutehing  effect  of  generator  in- 
creased and  current  supply  to  motor  decreased.  Re- 
sult— car  speed   increased. 

Third  position:  Olutehing  effect  of  generator  further 
increased  and  transmitting  more  of  the  driving  power. 
The  motor  does  corresponding  less  work.  Result— in- 
creased  car   speed. 

FOnrtli  position:  The  generator  continues  to  transmit  more  and  more  of  the  driving  power — the  work 
of  the  motor  gradually  decreasing.  Result— car  speed  increasing. 


HK5H 


THROTTLE 


Fifth  position: 
tktaOj  idling. 


Same  general  action.     The  generator  carrying  nearly  all  the  load,  while  motor  is  prae- 

On   this  position   the   generator  clutching  effect  has  increased  to  nearly  locking  point,  trans- 
_ '  nU    the    driving    power.      Motor    no    longer    assists,    but    operates    only    as    generator    to    charge 
wtmr^ng  nnd  lighting  battery. 

The  gear  ntio  on  the  Owen  magnetic  car,  7  passenger  is  4%    to  1  and  on  the  5  passenger  car  8)6 
tol. 


OHABT  HO.  207-I>— Owen-Kagnetic  Power  Tranwniiiwion   System. 
Magnetie  Motor  Car  Corporation,  Wilkes  Barre,  Pa. 


Manilfactured    by    the    Owen. 


DYKE'S  INSTRUCTION  NUMBEll  THIRTY-THREE. 


^n^  a(  riiticil  pad«[  lor  n 


Magnetic  Gear  Shift. 


o^oc^R        Principle — If   voa   precs  the   twitch 

*^^        circuit  of  lolenoid  I,  caueing^  the  mhrnti 
(A)    to  move  to  the  left. 

If  j'ou  preii  buttoQ  2,  you  enersiie 
•olenoid   2,    cauiinK  the   ebaft    (A)    to 

move  to  the  right. 

If  you  preis  button  3.  jon  trn^ririie 
solenoid  3,  causine  tb»ft  (Bj   to  ioot* 
to    the    left.     If    you    pre**    htitton    *'K**    energiiiti^    spo^l 
"E"  you  bring  the  reverse  gear  into  tneih. 

PrcBsiug  neutral    button   N    and    throvring   out   the   dateli» 
places  gcarii  in   "neutral/' 
Preasing^  »   puab   button    do«s   not   energize   ono   of   the   aolenoida,    it   merely 
partially   cloaea   the   circuit    to   a   certain    lolenoid   but    the   ctrctut   i«   not    cotn- 
pletely  closed  until  you  throw  the  dutch  pedal  down  to  the  floor-board. 

The  clutch  pedal  ii  ao  arranged  that  you  can  throw  out  the  dutch  in  the 
uiual  manner  by  pirtiilly  depreaaing  the  pedal,  but  if  yuu  puah  th«  pedal  to 
the  extreme  poHition  you  bring  the  switch  (M)  fig.  3.  in  contact  for  ma  in- 
•tant  and  permit  the  electricity  to  flow  to  the^  pArticuUr  solenoid  whirh  was 
delected  when  you  preiked  one  of  the  push  buttons. 

The  push  buttons  are  therefore  known  as  * 'selector  switches'*  b^caaie  they 
do  not  actuAlly  close  the  circuit  but  seiect  in  advance  the  circuit  that  will  be 
energized  when  you  puMh  the  clutch  pediil  to  the  extreme  position,  thereby  clos- 
lag  switch    (M). 

A  12  TOlt  battery  Is  used^ — it  is  stated  an  SO  ampero  hour  battery  will 
operate   the   gear  shift  from   304   to   4^1    times. 

Gear  Ohanges, 

First  speed; — To  ttart  forward  in  flrst  speed,  push  *  "selector  switch"  button 
No  1  down  until  it  catches.  Then  depress  clutch  pedal  as  far  as  it  will  go 
and  flfAt  speed  gearn  will  Instantly  mesh.  Allow  elutcb  pedal  to  return  geally. 
The  clutch  will  engage  and  the  car  move  forward  to  flrst  speed. 
Second  speed: — Prt^ss  button  No,  2  until  it  catches  and  as  coon  as  it  U  deslr:fd 
to  abift  the  gears  from  lirM  to  second,  depress  the  clutch  as  before  to  He 
eJCtremti  position.  This  brings  the  second  speed  gears  into  mesh.  Engage  the 
etuteh. 

Third  speed: — Press  button  No,  3  until  it  catches,  depress  the  clntcb  to  Us 
extreme  position.     Aitow  clutch  to  return  to  engagemiant. 

Dropping  back: — In  dropping  back  from  one  gear  to  another,  the  operation  is 
the  same,  i.  e.,  press  the  button  corresponding  to  the  gear  wanted,  and  when  it 
is  desired  to  shift,  simply  push  the  clutch  to  the  extreme  lioiit  and  the  gears 
will   automatically   change. 

Selection: — Should  button  Niq.  2  b&  depressed  and  should  it  then  be  decided 
that  No,  1  is  wantf^d  instead,  all  that  is  necessary  is  to  press  button  Ko.  1. 
This  automatically  **kills'*  Ko.  2.  Similarly,  any  button  that  is  down  is  ''kilted**  by  pujthlng  any  othrr 
batton.  The  gears  may  be  selertt^d  in  an>  ord^^r  desired,  for  e^tample— 1  to  3,  2  to  1.  3  to  1,  etc.  It  ie 
net   necessary   lo    press   the   buttons    in    numurical    order, 

PTO-Mlectlon: — Speed  changes  may  be  prepared  for  at  any  time  in  advance  of  the  actual  ehift  by  preeiiAg 
the  button  corresponding  to  the  gear  into  which  it  is  next  drtired  to  shift. 

When  the  car  Is  stopped*  the  gears  should  always  be  neutralised  before  the  driver  Jeatee  bit  aeal,  so 
that  when  the  motor  is  again  started,  none  of  the  gears  will  be  in  mesh. 

VeiitrallEing: — To  throw  the  gears  to  neutrat,  press  the  "N"*  button,  and  then  depress  the  rhitrh  pcdat  to 
Ihe  limit.  (.The  nentral  button  has  no  catch  and  does  not  remain  down  when  it  is  praised.  Its  function  is 
simply  to  throw  out  the  other  buttons  in  order  to  break   their  electrical   connections.) 

Coaitliic: — The  clutch  jpedal  may  be  thrown  ont  far  enough  to  free  the  clutch  without  neutrnUiing  or  ahift- 
tng  the  geara.  The  shift  takca  place  only  when  the  pedal  is  thrown  to  th<?  extreme  position.  This  srran^^ 
ment  permits  disengaging  the  clutch  so  the  car  can  "eoast."  no  action  taking  place  in  the  gear  shift. 
Bee  ig.    1. 


A — gear  abift  housing. 
B  12  3-4— coils. 
0-1-2 — magnet  cores. 
EE — «m   shafta. 
F-F — neutralising 

earns. 
G — ^ratchet  pawl  lever. 
I — rocker   arm. 
J~-operatiog   shafts, 
K^ — operating    lerer. 
li — p  a  w  i       operating 

master  switch. 
M — maater  switch. 
K— locking  shaft. 
O — master    switch    re 

turn  •priog. 
P — oeatrallsing  return 

spring, 
Z — neutralizing  return 

spring  shaft. 


Fif.    4.      Principle   of 
aelenoid,   simplified. 


This  device  is  nw^  to  shift  the  geara.  taking  ihe  pla< 
' '   '~      It  ia  atuehed  to  th»  aide  of 


CHART  NO.  207-E~The  Magnetic  Oear  Shift. 

Li  of  the  Itmad  shift  lever  and   selector  rods,  aa  explained  nu  xiatei  4S  and  49. 

tAe   irmoamitaioa.     The   awltch   control   ia  placed    under   lYie   ivectvtia  la^v^eX.    *tV\a  ayetem   la  need   oa  Ihe 
Fremier  Cmr,     (Akorc  device  manufactured  by  Cutler  Hammer  0<i..  UV\wvaX^.  ^W^ 


483 


The  Magnetic  Latch  Used  on  The  1914 
CadUlac-Delco   Starting   System. 

The  Clatcb  Pedal  is  connected  with  what  is 
cmHed  a  magnetic  latch.  The  clutch  Pedal  can  be 
operated  a£  usual  for  throwing  in  and  out  the 
clutch,  and  when  used  for  this  purpose  0  A  B  are 
tiot  in  contuct. 

In  Starting  the  Engine  with  starting  motor,  the 
"start"   button  is  depressed 

but  at  the  same  operation  the  current 
U  OftUA^d '  to  flow  around  the  coil  on  the  magnetic 
IftUh,  The  lever  (0)  is  pulled  to  the  core  (H)  by 
m^gnetbro^this  action  places  0  then,  in  the  line  of 
path  of  B  and  the  result  is,  the 
rod  (A)  shifts  the  starting  motor 
gears  as  by  hand  lever 


ST^»ATT£/^r 


c:»       II 


Fig.  1-— On  the  1914  Oadillac  There  is  a  Magnetic  Latch  used 
in  connection  with  Olutch  Pedal  to  shift  gears  for  starting  on  the 
Delco  starting   system. 


Fig.  2 — There  are  two  Magnetic  Latches  combined;  one  placed  under 
the  other,  with  two  rods  (R2)  running  to  Olutch  Pedal.  One  makes 
connection  to  shift  L  ft  LI  on  the  forward  movement,  and  the  other  on 
the  backward  movement  connects  H  &  HI. 


The  Olutch  Pedal  operates  free 
of  (0)  as  the  spring  pulls  (0)  out 
of  the  path  of  B  during  other 
operations  of  Clutch  Pedal.  Thus 
it  will  be  seen  that  the  clutoh  pedal 
and  starting  button  are  used  for 
starting  per  fig.    1. 

The   Magnetic   Latch  used 

on   the    1914   Cadillac, 

Two  Speed  Rear  Axle. 

The  Usual  Type  of  Selec- 
tlTe  Transmission  is  Used,  but 
instead  of  driving  the  rear  axle 
through  a  single  bevel  gear  and 
pinion,  there  are  two  gears  and 
two    pinions. 

Gear  L  and  Pinion  Ll 
Mesh  as  the  Low  Direct  Drive, 
which  is  3.66  to  1  and  is  es- 
pecially adapted  for  city  driv- 
ing, where  starting,  stopping 
and  slowing  down  are  frequent 
and  where  cautious  operation  is 
necessary. 

Gear  H  and  Pinion  HI 
Mesh  for  the  High  Direct 
Drive,  which  ratio  is  2.5  to  1. 
This  gear  is  used  where  speeds 
of  16  miles  or  more  per  liour 
is   desired. 

Either  One  Oan  be  Oonnected  With  Drive  Shaft, 
but  in  connecting  one,  the  other  is  idle — for  instance 
L  &  Ll  work  together  or  H  &  HI. 

The  Method  For  Making  the  Ohange  is  Done  by  a 
Magnetic  Latch,  on  a  similar  principle  as  described 
above. 

The  Operation  is  as  Follows:  If  it  is  desirable  to 
have  L  A  Ll  (low  gear  in)  then  the  switch  on  the 
door,  is  turned  to  the  right,  and  down.  This  sends 
current  from  the  storage  battery  through  winding  in 
coil  (0).  The  magnet  armature  AL  is  drawn  to 
magnet  (M)  causes  the  rod  R  to  shift  the  collar  in 
housing  HH,  which  connects  the  gears  L  &  Ll  on  the 
forward  movement  and  H  &  HI  on  the  backward 
movement. 

Now,  When  Olutch  Pedal  is  Pressed,  the  Trigger 
1  Oatches  the  Latch  2  and  pulls  the  entire  apparatus 
which  is  on  a  sleeve  (S).     Therefore  pressure  of  clutch 
pulls  the  rod    (R)   and  shifts  a  coupling  connection  in 
the  housing  (HH).     Note  the  trigger  1  works  independ- 
ent on  the  shaft  P,  as  it  is  on  a  sleeve  (F)   free  from 
(8).     Therefore,  if  the  magnet  armature  is  not  down,  then  clutch  can  work  independent  of  the  latch  (2), 
fta  it  will  miaa  the  latch  and  follow  the  dotted  line.    In  this  case  clutch  pedal  operates  this  device  only  when 
the  switeh  ie  turned  for  the  purpose. 

To  Ohange  to  Other  Gears  H  ft  HI,  there  is  another  magnetic  latch  (not  shown  in  illustration)  placed 
on  the  same  sleeve  (S)  but  Directly  Under  this  one  and  the  same  operation  is  repeated.  Therefore,  there 
would  be  another  rod  to  clutch  pedal  to  connect  to  another  trigger  to  shift  coupling  for  H  &  HI.  Being 
placed  undemesth,  the  same  forward  pull  on  the  dutch  pedal  would  *'push"  rod  (R)  back  instead  of  for* 
ward.  There  it  but  one  rod  (R)  used  however.  The  motion  of  shift  for  H  ft  HI  is  just  opposite  to  the 
pull  of  L  ft  Ll. 

The  advantages  of  the  high  direct  dr;v6  gear  ratio  lie  primarily  in  the 
fact  that  with  it,  any  given  speed  of  the  engine  produces  an  increase  of 
about  42  per  cent  in  the  speed  of  the  car.  For  example;  at  an  engine  speed 
of  700  revolutions  per  minute,  with  the  low  direct  gear  engaged,  the  car 
will  travel  approximately  21  miles  per  hour;  while  on  the  high  gear  it  will 
travel  approximately  80  miles  per  hour  with  no  increase  in  engine  speed. 

Adjustment  of  Magnetic  Clutch  Ann. 

The  magnetic  clutch  arm  (2)  should  be  so  adjusted  by  the  adjusting 
screw  (D)  that  the  arm  (1)  will  pass  the  arm  (2)  just  allowing  the  point 
indicated  by  the  arrows  to  clear  each  other  when  the  main  clutch  is  disen- 
gaged, and  when  the  magnetic  latch  ir  in  the  disengaged  position.  Screw- 
ing up  on  the  adjusting  screw  (D)  decreases  the  distance  between  the 
pomts  (1)  and  (2],  and  unscrewing  the  adjusting  screw  (D)  increases  the 
distance  between  these  points. 


OHABT  NO.  MS— Principle  of  the  Blagnetlc  Latch  on  the  1914  CadW\^«:..     N.  \>^\^t^  ^^^\.i£av. 
VOTB— The  ^lawiofs  are  not  drawn  to  scale  but  are  exaggerated  \u  otdex  to  %\m\«\\^^  N.\v%  v^K^'^XvV^.     K\\\v«vv5l 
Um  MnHtmH  am  of  ose,  it  U  shown  in  order  to  explain  the  pT\iic\p\«. 


DYKE'S  INSTRUCTION  NUMBER  THIHTY-TUKEE. 


Fig.  1 — A  couple-gear  fQur  wheel  drive  luid  fouz  wheel  eteer  OaA-£lectric 
moilTe  power  truck,  Espccifclly  doiigned  for  suburbnti  mid  other  lon^  diaUuce 
work.     MAde  in  3H,  4,  &  and  6  ton  c«|>ftclty. 


^S[^«i?£«.     1^       ^^=-  GaSrElectric 

Truck 

A  very  uniaue  and  t*t- 
isf&ctory  comhlQAtlon 
Oas-EIectrlc  power  tmck 
is  called  the  Coupl^-GeftT. 
The  drive  lyAtem  U  bj 
tneaiiB  of  ah  electric  mo- 
tor in  each  wheel  at 
ihowa  in  illattrstiqii, 
filf.  2.  Thii  would  be 
termed  the  trftntmiMion. 

ThU  glvet  A  foiw 
wheel  drive  and  four 
whecd  steer  withbal 
complications.  No  oni- 
vcrsftl  jointe  are  oied  oa 
thfl  drive.  AU  chaini, 
sprocketa.  clotchet.  elid* 
ing  and  reverse  gears  are 
dtspeased  with. 

' '  Ooaple-gear*  *  truia- 
mlBsloa  cooaists  of  as 
electric  motor  la  each 
wheeU  the  motor  arma- 
ture having  a  pinion  on 
either  end.  one  pinion 
pulling  up  on  one  aide 
of  the  whce^l.  th<»  other 
pulling  down  at  the  op- 
posite side,  and  both 
working  at  the  periph- 
ery, (dg,  2).  An 
**evenar'"  device  per* 
mitA  of  compe&aating 
moTemeni  and  divides 
the  force  ' 'equally'*  be- 
tween the  two  piniona 
for  unequal  wear  or  ad- 
jtivtments. 

Tho  gear  reduction  in  25  to  1    direct,  sad  ii  lappoied  to  deliver  97  per  cent,  of  motor  energjr  to  the 
rim  of  wheel.     Tirei  are  lolid  aVixSG", 

The  power  plant;  ig  self  contained  and  conBlsta  of  a  gaaoliae  engine  connected  to  an  eleclrie  gen- 
erator. Tlie  speed  of  the  generator,  controlled  by  the  itpeed  of  the  engine  goveroi  the  speed  of  the  electrie 
motors  in  the  four  wheels.  The  engine  is  equipped  with  Bosch  ignition,  Stromberg  carburetor.  2H-incb  fir* 
bearing  crank  as  shown  on  psge  80  fig.  (43). 

Glonerator — is  designed  especially  for  thii  cisss  of  work.  The  generator  is  rated  12  »^  K,  W.  at 
100  volts,  680  revolutif^ns  per  minute  and  will  ruu  eoxnpletely  sparkless  with  in  smpere  load  200  per  cent 
in  excess  of  its  normal  fating  and  with  a  100  per  cent  ri^e  in  speed.  The  voltage  st  the  maximum  epeed 
can  be  held  down  as  low  as  40.  It  is  a  six  pole  maclilnc,  with  the  same  number  of  commutating  polaa.  com- 
pound  wound  with  a  dropping  characteristic,  which  aotomatically  AKsists  the  engine  to  hold  or  increasa 
•peed  at  approximately  the  same  rate  as  the  increase  in  power  is  demanded  for  the  vehicle  propuliion. 
It  ia  equipped  with  rheostat  connected  to  ffletda  by  means  of  which  the  operator  may  raise  or  lower  the 
gear  ratio  at  will.  Voltage  can  be  held  4own  to  40,  Voltage  drops  when  amperage  exceeds  70.  Weight 
766  lbs.,  (see  Instrnction  No.  27,  for  principle  of  electric  geueratot.)  Engiuo — 4  cylinder  S*  bora  x 
6%*  stroke. 

ControL 

Throttle,  operated  by  foot  lever.  Igsl- 
tlou,  fixed.  Motors  are  operated  <6ithflr  in 
series,  series  parallel  or  parallel  which  ii 
governed  by  a  controller  of  street  rail- 
way type.  Ravers e  lerer,  also  on  con- 
troller giving  some  range  of  speed  back- 
ward as  forward,  and  aUo  op«r»t««  «i 
electric  brake.  Speed;  from  7  to  IB  milea 
per  hour,  12  loaded.  16  miles  withvut 
load. 

Fig.  2;  shows  front  disk  and  tide  of 
motor  removed,  giving  access  to  the  arma- 
ture, field  coils  and  bearings.  It  wUl  be 
noted  that  the  electric  moiora  are  mounted 
in  the  wheels  which  is  the  method  of 
transmitting  the  drive  power.  83  ampere 
BO    volt   motors    are   used   in   each   wheel. 

T — rubber  tiro;  F — field  winding;  A — armature;  B — armature  bearing;  P — pinion  (gears  which  drive 
01);  O.  Gl — gear  in  wheel;  4 — steel  band  for  tire;    L — wheel  inspection  door;  S — roller  bearing. 

Motor  ia  luipeaded  by  half  of  motor  casting,  which  it  a  heavy  stub,  which  passes  through  the  knuckle 
shaft,  making  the  motor  frame  itself  a  component  part  of  the  axle.  The  armature  is  carried  rigidly  withla 
motor  frame.  The  wheel  shell  then  revolves  about  Ihe  motor  frame,  on  roller  bearings,  one  of  which  ia  on 
the  rear  of  frame  <8)  and  the  other  in  frame  (4^.  A  cover  whkb  fits  over  armature  (A)  carriei  this 
bearing  for  (3K  but  it  uol  thown. 


^Cffi 


aSABT  NO.  SOO-^A  Ons  Electric  Comlsixiatloii  of  Power  and  Four  Wheel  Drive  and  Steering. 
CtfapleGear  Freight   Whetl  Co..  Grand  Rapids.  MWh..     'Mulft'a.'J 


OPERATING   A   CAR. 


486 


INSTRUCTION  No.  34. 

OPERATING  A  CAR:  Preparing  a  Car  for  Service.  Starting 
the  Engine.  To  Start  the  Car.  Speed  Changes.  Running 
a  New  Car.  Hill  Climbing.  Points  to  Remember.  Skidding. 
Importance  of  the  Clutch.  Pointers  on  Steering.  Pointers  on 
Changing  Gears.  The  Control  Levers  and  Pedals.  Gear- 
shift Lever  Movements  of  Leading  Cars.  Dash  or  Instru- 
ment Board  of  Leading  Cars.     How  to  Use  the  Brakes. 

♦How  to  Operate  a  Car. 


In  learning  to  operate  an  automobile,  the 
first  step  is  to  become  familiar  with  how  to 
start  and  stop  the  engine  and  the  control 
of  the  speed,  which  can  be  learned  best 
with  the  engine  running. 

The  simplest  way  in  which  this  can  be 
done  is  to  jack  up  the  rear  wheels  so  that 
they  are  clear  of  the  ground,  letting  the 
weight  of  the  car  rest  on  a  solid  box.  The 
point  is  to  get  the  driving  wheels  clear  of 
the  ground,  and  free  to  revolve  without 
moving  the  car. 

The  different  speeds  may  then  be  han- 
dled, and  the  movements  of  the  levers  and 
pedals  gone  through  with,  without  being 
under  the  necessity  of  steering,  the  steer- 
ing being  the  simplest  and  easiest  part  to 
learn.  Care  should  be  taken  to  block  the 
front  wheels  so  that  the  vibration  of  the 
engine  cannot  shake  the  car  from  its  sup- 
port. 

Lever  Systems. 

There  are  three  types  of  side  lever  sys- 
tems; the  type  which  operates  the  plane- 
tary transmission  gears,  the  type  which  op- 
erates the  old-style  progressive  gears  and 
the  type  which  operates  the  selective  type 
of  gear. 

tThe  planetary  gear  type  is  used  on  the 
Ford  car  and  is  very  simple.  See  Ford  in- 
struction. 

The  progressive  gear  type  is  now  seldom 
used.  Its  principle  and  operation  is  shown 
on  page  46. 

The  selectiye  type  is  the  type  used  most- 
ly and  it  is  with  this  type  we  shall  deal 
with  principally.  This  type  is  shown  in 
chart  212,  also  page  48  and  49. 


**The  gear  shift  lever  used  with  a  selec- 
tive transmission,  is  constructed  in  two 
types;  the  *'gate''  type  and  the  *'ball  and 
socket''  type,  page  49.    Also  chart  212. 

The  emergency  or  hand  brake  lever,  is  usu- 
ally placed  along  side  of  the  gear  shift 
lever.  Sometimes  these  levers  are  placed  on 
the  side  of  the  car,  but  more  commonly 
found  in  the  center  as  per  chart  210.  For 
a  further  description  of  the  selective  lever 
operation,  see  page  49. 


Pedal  Systems. 

The  ''running*'  or  "service"  brake  is  a 
pedal  operated  by  the  right  foot  (see  chart 
210).  The  clutch  pedal  is  a  pedal  operated 
by  the  left  foot. 

The  accelerator  is  usually  placed  between 
the  two  pedals,  as  shown  in  fig.  2,  page  486. 

The  movement  of  the  gear  shift  lever  for 
changing  the  gears,  vary  on  different  cars, 
as  will  be  noted  in  chart  214.  The  prin- 
ciple or  purpose  however,  is  the  same  on 
all  cars. 

The  spark  and  throttle  levers  are  in  most 
instances,  placed  on  the  steering  wheeL  On 
a  few  cars,  they  are  placed  under  the  wheel 
on  the  steering  post.  The  throttle  lever  is 
usually  the  longest  of  the  two.  The  move- 
ment of  the  throttle  lever,  whether  up  or 
down  to  open  the  throttle  is  easily  deter- 
mined by  noting  the  movement  of  throttle 
on  carburetor,  the  spark  lever  for  advanc- 
ing, can  also  be  determined  by  noticing  the 
direction  it  moves  the  timer  or  interrup- 
ter on  magneto.  Usually  the  throttle  and 
spark  lever  are  pushed  up  to  open  and  to  ad- 
vance.   See  chart  213. 


*If  you  have  Dyke's  Working  Models  of  the  4  and  6  cylinder  Engines,  place  Chart  of  Gear  Box  in  con- 
nection with  the  model  of  Engine  and  note  the  relation  of  parti. 


**S6e  lupplements.    •tSee  also  Ford  supplement. 


486 


DYKE'S  INSTRUCnON  NUMBER  THIRTY-FOUR. 


Fig.  1.  See  that  g«ar  shift 
Uvcr  IB  In  "neutral,"  before  start- 
ing. Release  hand  brake,  then 
throw  clutch   "out." 


ACVKLKRATdH 
Pedal 

Fig.  2  Place  gear  shift  lever 
Into  first  or  low  speed  position, 
after  engine  is  mnning — but  hold 
dutch    "out"    while   shifting. 


To  Stop  Oar  and  Engine— see  page  489. 
•Gear  changing  position  varie? — see  chsrt  212,    page  490. 


To  8ta^  Car. 

Release  the  hand  emergency  brake:  By  pushing  down  on  the  bat- 
ton  on  top  of  lever  to  the  left  of  the  gear  shift  lever  (flg.  1),  and 
at  the  same  time  pull  back  slightly  to  release  latch,  then  throw 
forward  as  far  as  possible.  Caution: — Never  try  to  start  car  with 
the  hand  brake  set.  | 

Throw  out  clutch:  The  foot  pedal  to  the  left  operates  the  clutch,  j 
Push  the  pedal  as  far  forward  as  possible,  to  disengage  the  clutch  I 
and  stop  revolving  of  transmission  gears.      (See  page  41).  I 

i 

I 

*GeBX  Changing. 

First  speed  or  low  gear:  With  the  clutch  still  disengaged,  grasp 
the  gear  shifting  lever  (now  in  "neutral"  position  in  fig.  2),  with 
the  left  hand  and  pull  sideways  towards  you.  Then  with  a  firm.  I 
sharp  motion  move  it  into  first  gear.  (Study  the  numbers  indi- 
cating speed  changes  in  chart  212.  and  page  49).  Now  slowly  re- 
lease th<)  pressure  on  the  clutch  pedal.  letting  it  back  gently.  The  ' 
car  will  then  start  ahead. 

When    the    clutch    is    being   engaged,    the    increased    work    thrown  ' 
on   the  engine  will  cause   it  to  slow  down.     Therefore,   at   the  same 
time  the  clutch  is  being  engaged  gradually  give  the  engine  more  gas. 
by  advancing  throttle  lever  or  pushing  down  on  the  accelerator  pedal    ' 
If  you  fail  to  open  the  throttle  as  the  load  is  thrown  on  the  engine, 
it  is  very  apt  to  "stall."     Remember,  never  try  to  shift  gears  with    , 
out  first  disengaging  the  clutch.     (See  page  41). 

Continue  to  run  'the  car  very  slowly  on  first  gear  until  you  be  ' 
come  accustomed  to  the  sensation  of  driving  and  have  mastered  the 
operation  of  the  steering  gear.  It  is  advisable  to  form  a  good  idea 
of  where  the  front  wheels  of  the  car  are  going  to  ride  over  the  road 
ahead  of  you.  As  you  sit  in  the  seat  and  are  driving  along  a  street 
car  track,  the  wheels  will  fit  the  rails — one  wheel  on  each  rail.  Now 
sight  ahead  across  the  radiator,  mud  guard  or  hood,  and  set  an 
imaginary  mark  there  somewhere  exactly  in  line  with  the  rail  as  it 
passes  under  the  machine.  Riding  in  car  tracks  is  bad  for  tires,  but 
try  the  same  thing  on  country  roads  when  yon  are  compelled  to  run 
in  deep  ruts — become  familiar  with  where  the  wheels  of  your  car  are 
going  to  run  and  you  will  then  be  surprised  to  find  how  easy  it  is 
to  judge  distances — in  passing  other  vehicles,  missing  stones  and 
holes  in  the  road,  etc. 

Second  speed  or  intermediate  gear:  When  you  desire  to  go 'into  ! 
second   speed,   push   down   on   the   clutch   pedsl   quickly,   and   hold   it 

so   for   a   second    and   st   the   same   tame,    with   a   quick,    firm    move-  ' 

ment.   pull   the  gear  lever  straight  back,   into  neutral   position,   then  i 

push   sideways,    that   is   away   from   you   and   pull   straight   back    (or  I 

forward  which  ever  the  case  may  be)    into  second  speed,   again  en-  ' 

gaging    the    clutch    gently,    and    at    the    same    time    accelerating   the  | 
engine  when  the  clutch  begins  to  take  hold. 

Third  speed  or  high  gear:     In  going  from  second  to  third  speed,  | 
release  the  clutch   as  previously  explained,  and  push   the  gear  lever 
straight  forward    (or  backward)    into  third  speed,   and  again   engage  | 
the  clutch  gently;  accelerating  the  engine  when  the  clutch  begins  to  < 
take  hold. 


The  starting  of  a  car  is  always  done  on  the 


Most  of  the  ruaning  of  a  car  is  done  on  the  high  gear. 
low  gear. 

Regulate  Spark. 

In  cranking,  the  spark  was  fairly  well  retarded,  but  since  running  on  retarded  spark  for  any 
length  of  time  will  cause  the  engine  to  overheat,  the  spark  should  be  advanced  as  far  as  possible  without 
eausing  a  knock.  Try  for  yourself  the  change  that  the  time  of  spark  makes  in  the  running  of  the  engine. 
Retard  the  spark  and  with  the  throttle  opened  so  that  the  car  is  moving  eight  or  ten  miles  an  hour, 
gradually  raise  the  spark  advance  lever.  Ton  will  note  that  the  car  would  gain  speed  and  you  will  be  able 
to  draw  the  conclusion  that  by  using  the  same  amount  of  gasoline  with  the  spark  advanced  you  will  be 
able  to  get  a  greater  mileage  per  gallon  of  gasoline.  Consequently  always  use  as  much  spark  and  as  little 
gasoline  as  possible.  The  general  rule  is  that  as  the  engine  is  speeded  up.  the  spark  lever  should  be 
advanced  snd  as  it  is  slowed  down  it  should  be  retarded. 

To  Beveise  Car. 

Never  attempt  to  reverse  car  when  moving  forward.     Bring  the  gear  shift  lever  into  neutral  position  and 
pull  it  towards  you  and  then  straight  back  into  reverse  gear.     Let 
will  move  backwards. 


I 


the  dutch  in  very  slowly  and  the  car 


OBABTKO,  210 — SUurting  Car  and  Changing  Ctoan — see  also  pages  60  and  51. 


OPERATING   A   CAB. 


487 


Preparing  Car  for  Service. 


See  tliat  tires  are  properly  Inflated — see 
Instruction  41   ''Inflating  tires." 

Fill  radiator  with  pure  water — if  freezing 
weather,  use  a  ''non-freezing"  solution — see 
page  193. 

Fill  oil  pan  of  engine  with  good  grade  of 
cylinder   oil — uutil   gauge    shows   full — see 

^Starting 
Place  gears  in  neutral:    Be  sure  that  the 
gear  shifting  lever  stands  vertical,  so  that 
CO  gears  are  engaged — see  page  46. 

Set  hand  throttle  lever:  The  throttle  is 
closed  when  the  lever  is  down  and  opened 
when  it  is  at  the  extreme  top  (varies;  but 
this  is  general  practice). 

When  starting,  the  lever  should  be  raised 
about  one  and  one-half  inches  from  the  low- 
est position.  (This  varies  on  different  cars.) 
See  chart  213,  aiid  page  153. 

:t:When  starting- the  en- 
gine, • 'retard' •  the 
spark  lever  to  its  lowest 
position.  After  the  en- 
gine has  started,  "ad- 
vance" the  spark  lever 
half  way,  and  leave  it 
there  while  shifting 
gears. 

As  a  general  rule,  the  spark  lever  should 
be  advanced  farther  for  fast  driving  than 
for  slow  driving,  and  especially  should  it  be 
retarded  for  heavy,  sandy,  or  up-hill  roads 
wheu  the  car  is  running  slowly  and  the  en- 
gine laboring.  When  using  the  low  or  in- 
termediate gears  on  the  hills  or  in  the  sand 
the  spark  lever  may  be  advanced  farther 
than  when  using  the  high  gear. 

When  driving  over  smooth,  level  roads, 
carry  the  spark  lever  advanced  three-quar- 
ters of  the  way  up  the  sector  for  speeds 
between  fifteen  and  thirty  miles  an  hour. 
For  speeds  above  thirty  miles  an  hour,  carry 
the  spark  fully  advanced,  that  is  at  the  ex- 
treme upper  position. 

Never  attempt  to  accelerate  from  slow  to 
high  speeds,  in  high  gear,  without  first  re- 
tarding the  spark  to  the  half-way  position. 

When  attempting  to  pull  slowly  through 
deep  sand  or  to  go  slowly  up  steep  hills,  in 
high  gear,  carry  the  spark  not  higher  than 
the  half-way  position  (also  see  chart  213). 

Set  carburetor  air  regulating  handle  (If 
one  l8  provided):  The  handle  usually  on 
steering  post  or  elsewhere  (see  page  159) 
controls  the  quantity  of  air  supplied  to  the 
carburetor.  When  starting  in  cold  weather, 
close  the  valve.  This  causes  a  rich  mix- 
ture to  be  drawn  in  and  less  air.  By  a  lit- 
tle experimenting  you  will  be  able  to  ascer- 
tain the  best  position  for  warm  weather 
starting  on  your  particular  car. 

Put  switch  key  In  place:  The  switch  is 
usually  located  on  the  dash  cowl.  Insert 
the  key  as  far  as  possible  and  give  it  a 
quarter  turn.  When  released  it  will  lock  it- 
self into  position. 


pages  203  and  204.  The  oil  is  poured  into 
engine  through  breather  pipe,  see  upper  illus- 
tration, page  71  for  location  of"  breather.  "•• 

Fill  grease  cups^as  per  page  204,  and 
see  that  all  wire  connections  are  tight — ^and 
also  make  sure  that  there  is  gasoUne  In 
the  tank. 

Engine. 

Crank  the  engine  with  starter:  If  a 
starting  motor  is  provided,  push  the  switch 
down  as  far  as  it  will  go  with  a  firm  un- 
hesitating movement.  Electrical  connec- 
tion is  now  made  between  the  battery  and 
starting  motor  and  you  can  hear  the  engine 
turning  over.  Hold  the  switch  down.  In  an 
instant  the  sound  will  change  and  the  engine 
will  then  be  running  under  its  own  power. 

Important: — Just  the  moment  the  engine 
starts  remove  your  foot  from  the  starting 
switch  and  be  sure  that  the  lever  springs 
back  into  its  original  position. 

The  time  required  for  the  operation  va- 
ries from  one-half  second  under  good  condi- 
tions when  the  engine  is  warm,  to  from  five 
to  ten  seconds  for  cold  weather  starting. 
If  the  engine  does  not  start  within  the  men- 
tioned time,  release  the  starting  switch, 
since  you  will  know  that  something  is  out 
of  adjustment  and  you  are  throwing  an 
undue  strain  on  the  battery.  (For  full  ex- 
planation of  operation  and  care,  see  the 
starting  motor  instructions,  referring  jto  the 
type  of  motor  system,  cars  are  equipped 
with,  in  Instructions  25  and  26). 

Regulate  air  to  carburetor:  When  the 
air  regulator  handle  (see  page  159)  is  on 
the  starting  line,  the  air  is  practically  shut 
off  from  the  carburetor  and  the  engine  is 
drawing  a  mixture  which  is  very  rich  in 
gasoline.  A  rich  mixture  aids  in  cold 
weather  starting  and  the  car  can  be  driven 
immediately  after  the  engine  starts  without 
waiting  for  things  to  warm  up.  However, 
a  rich  mixture  consumes  ■  an  excessive 
amount  of  fuel,  is  conductive  of  overheat- 
ing and  causes  undue  carbonization  of  the 
engine  parts.  Consequently,  until  you  can 
get  the  engine  to  run  on  hot  or  cold  air, 
open  the  air  regulator  to  carburetor  gradu- 
aUy  to  the  left  and  leave  in  a  position 
where  it  does  the  best  work.  Bexiember 
ttiat  air  is  cheaper  than  gasoline  therefore 
run  with  as  much  air  as  possible,  and  slight- 
ly advance  spark  lever. 

Close  hand  throttle:  Do  not  allow  the 
engine  to  race,  i.  e.,  run  very  fast  without 
load.  Move  the  throttle  lever  down  until 
engine  runs  at  fairly  low  speed.  When 
leaving  the  car  with  the  engine  running 
the  throttle  should  be  entirely  closed.  With 
a  little  experience  you  will  be  able  to  as- 
certain for  yourself  the  best  position  of  the 
engine  control  parts  for  your  particular  car. 

Test  accelerator:  Before  attempting  to 
put    the   car  in   motion,   acquaint   yourself 


*See  foot  note  bottQm  of  page  489.      **See  slso  page    884.     XTbiM    applies    to    starting    engine    \rg 
hand.     Now  that  atarting  motors  are  used,  the  spark  lever  can  be  advanced  i\\^\vW|. 


^88 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-FOUR, 


How  To  Qliaiigt  O^ars. 


Cbmging  from  Iiow  Sp«ed  to  Second  Speed. 
Fig.  2^ — Assnmliig  tbe  cat  staged  uid  numiiig 
on  first  «peed,  before  mftkins  the  ch&nge  to  idc- 
oad  ipeed  fig.  2,  it  wlU  be  aecess&rj  to  hATO  tbe 
CAT  tXATellnfi  at  etich  a  rate — that  the  drop  in 
Rpi'ed  during  the  length  of  time  it  t&kea  to  bHog  the 
gearihift  levur  from  the  first  ipc^ed  poKJtjoo,  througli 
the  neutral  gate  and  into  the  aecoad— will  not 
reiuU  in  the  car  traveling  eo  slowly  that  there  will 
be  difTieuUy  in  the  engine  picking  up  the  loed*  It 
will  not  he  neceeear^  to  attain  a  speed  of  more  tbas 
7  milei  an  hour  to  make  thin  ehaoge  oo  level  ground. 
When  a  speed  approximo^tinB:  tliU  lies  been  attained, 
make  the  change  by  a  nniooth  but  quick  pull  on  the 
lerer.  You  should  practice  the  movement  to  such 
an  extent,  that  the  transverae  movement  in  going 
through  the  neutral  nte  movement,  will  bo  made 
BO  quickly  that  it  will  hardly  be  apparent  and  will 
not  interrupt — to  a  perceptible  degreo — the  imooth 
movement  of  the  gear-shift.  In  making  the  change 
to  a  higher  speed,  it  is  necessary  that  the  throttle 
be  opened  as  soon  ai  the  gears  are  meshed.  The 
■park  is  also  at  once  advanced  slightly. 

Changing  from  Low  Speed  to  Second  Speed 
— on  a  grade. 

When  the  car  la  facing  upwards,  It  Is  a  little 
mora  dilTlcalt  to  be  able  to  judge  when  tbe  speed 
li  anfTlGiently  great  to  Justlf j^  a  change  from  first  to 
second  speed.  The  hill  may  be  of  such  slope  that  it 
te  an  enay  matter  for  the  car  to  take  it  on  high  in 
ordinary  running,  but  is  still  steep  enough  that  the 
pause  in  the  gearBhifting  act,  is  sufficient  to  cauae 
the  speed  to  drop  considerably.  In  a  case  of  this 
kind  the  driver  should  be  able  to  judge  just  et  what 
•need  be  should  throw  out  his  clutch  and  make  the 
chaofre.  The  steeper  the  bill  the  greater  will  be  the 
•peed  reqoired  before  the  change  can  be  safely  made. 

Fig,  3 — ^In  going  from  secoM  to  bigb  speed  the 
same  directions  apply,  except  that  the  complication 
of  passing  throngh  the  neutral  gate  is  not  preeent» 
and  therefore  the  chanj^o  is  simplified  to  a  slight 
extent. 

In  Changing  from  a  Higher  to  a  Iiower  Speed 
— high  to  first. 

Fig.  9— 'tn  dropping  from  a  higher  to  a  lower 
spaed  a  different  set  of  clrcamstances  will  arise 
and  a  different  method  will  have  to  be  pursued, 

When  traveling  tbrotigh  tralTtc  it  ts  sometimes  de- 
sirable to  change  to  a  lower  gear  on  leYOl  ground 
without  slowing  down  the  car.  To  Attempt  this 
by  de-clutching  and  putting  the  lever  directly  i°to 
the  lower  speed  notch — in  the  same  way  that  this  it 
done  while  ascending  a  hill — would  be  to  invite  a 
very  noisy  clash  of  the  gears. 

Instead:  the  change  la  made  in  three  progresaWa 
stops,  as  shown  in  fig-  6  and  fig.  1,  and  the  speed 
of  the  car  is  not  reduced  to  any  appreciable  degree. 

The  first  movement  shown  at  A  la  the  lUastration 
below  is  to  disengage  the  clutch  and  carry  lever 
forward  from  high  to  ncutraL  This  leaves  the  car 
coasting  with   the   engine  running. 

The  dutoh  is  now  let  in  and  the  levers  are  in  the 
position  shown  at  B.  Now  this  is  the  part  where 
the  skill  is  required  and  where  practice  is  necessary. 

—see   further   instructions   under   fig.    11   and    illus- 
Iratloas  below. 


The  engine  Is  speeded  np  tmtU  it  la  tanking  ovct 
at  the  same  rate  of  speed  as  It  would  be  were  iht 
low  speed  engaged.  It  will  take  a  little  practice  to 
accustom  the  ear  to  Judge  by  the  sound  of  the  engine 
whether  it  is  turning  over  at  the  correct  speed  or 
not. 

After  the  engine  is  speeded  up  to  the  proper  da* 
gree,  the  dutch  pedal  is  depressed,  and  the  change 
gear  lever  brooRht  into  low  speed  as  at  (O.  The 
same  method  will  apply  in  going  from  second  to 
first. 

Tronble  In  dropping  to  lower  speed  on  a  hill  can 
be  sverted.  if  the  critical  moment  at  wbit'h  to  make 
the  change  is  learned.  If  the  driver  waits  too  long 
he  may  "kill  the  engine"  and  sometimes  place  him- 
self  in  a  very  serious  position. 

If  he  tries  to  make  iha  change  too  soon  h«  wfU 

clash  gears. 

By  changing  at  the  critical  moment  howeirer  an 
easy,  quick  change  can  be  made. 


1  ^':  m    Z  t 


Neutral  to  Low  Low  to  Second  Second  to  High 


High  to  Second  Socond  to  Low  High  to  Neutral 


Ir^ti 

liH 

Ipl 

iV ''■-,; 

Neutral  to  Reverse  LotNoHlgh.    HlghtoI<ow 

Above  Illustrations  explain  the  movement  of  shift 
lever  to  obtain  different  changes  of  gear.  For  in- 
stance, Fig.  1  show«  the  change  from  neutral  posi- 
tion to  first  or  low  speed ;  Fig.  3.  shows  change  from 
1st  to  2od,  and  Fig.  3.  shows  change  from  2nd  lo 
8rd. 


Fig.  11 — ChaQgiQg  £rO(B 
**hlgh**  to  **low,*» 

A — clutch  out  and 
lever  brought  to  neutral; 
B — clutch  engaged  with 
gears  in  neatrafaod  en- 
gine spead  regntated  to 
correspond  to  speed  of 
car  on  low  gear;  O — 
clutch  held  out  with 
foot — gear  shift  laver  la 
then  moved  back  to  low 
gear  position  and  gear 
change  is  completed. 


OHABT  M'O.  2ll~Po^terg  on  Oliaiiglnf  Gean;  fuovoinent  of  lever. 

The  mbove  genr  »bift  w*m  used  on  early  model  Overland  cars.     Th*^  later  Overland^  Willys  and  Willys  Knight  can 
*»d  ia  fmct  m  majoritr  of  the  three  speed  cars  use  gear  shift  ss  per  ig.  1.  page  490. 


OPERATING  A   OAE. 


489 


with  the  operation  of  the  foot  throttle  or 
accelerator.  The  pedal  is  usnally  located 
between  the  two  large  pedals  on  the  foot 
boards  and  by  pressing  down,  the  engine  may 
be  speeded  up,  bnt  when  released  it  will 
spring  back,  slowing  down  the  engine  to  the 
speed  allowed  by  the  position  of  the  hand 
throttle  on  the  dash.  Note  how  quickly 
the  engine  responds  to  the  pressure  of  the 
foot.  The  success  you  will  have  in  mak- 
ing gear  changes,  will  largely  depend  upon 
the  sensitiveuess  of  your  foot  pressure.  (See 
fig.  4,  page  154,  for  explanation  of  an  ac- 
celerator— see  also  chart  213). 

Starting  car  and  changing  gears — see  chart 
210  and  211. 

fTo  Stop  Car. 

Remove  foot  from  accelerator  to  slow 
down  engine  and  disengage  clutch  by  push- 
ing left  pedal  forward.  Then  apply  the 
brake  by  pushing  forward  on  the  right  pedal. 
When  the  clutch  is  disengaged  the  engiue 
power  ceases  to  drive  the  rear  wheels,  but 
the  car  will  continue  to  coast,  due  to  its 
momentum.  The  foot  brake  is  used  to  over- 
come this  momentum  and  should  never  be 
applied  against  the  power  of  the  engine,  i. 
e.,  when  the  clutch  is  engaged.  Do  not 
slam  down  on  the  brake  pedal  and  lock  the 


rear  wheels,  for  this  not  only  shows  lack  of 
good  judgment  but  is  extremely  hard  on 
tires  and  may  cause  disastrous  skidding.  An- 
ticipate the  stop  to  be  made  far  enough  in 
advance,  to  enable  you  to  bring  the  car  to 
a  gradual  stop. 

Before  letting  back  on  the  clutch  pedal 
moye  gear  sMft  lever  into  neutral  position. 

If  you  fail  to  do  this  the  car  will  start 
ahead  when  the  foot  is  removed  from  pedal 
and  the  engine  is  very  apt  to  stop  running, 
i.  e.,  ''kill  the  engine." 

Emergency  stop:  Push  both  pedals  for- 
ward and  at  the  same  time  pull  back  as 
hard  as  possible  on  the  hand  or  emergency 
biake  lever.  Do  not  get  excited  and  puU 
back  the  gear  shift  lever.  Bemember,  the 
brake  is  the  longer  lever  furthest  from  you. 
(See  fig.  1,  chart  210). 

If  the  road  surface  is  wet  and  slippery 
a  greater  braking  effect  may  be  had  by 
pushing  in  on  the  foot  brake  pedal  inter- 
mittently, i.  e.,  hold  the  brake  pedal  down 
for  an  instant  only,  then  release  and  apply 
again.  Keep  doing  this  until  the  car  is 
brought  to  a  stop.  If  the  brake  is  con- 
stantly applied  the  rear  wheels  will  be 
locked  and  traction  will  be  lost. 


Turn  switch  key  to  "ofT"  position.  At 
the  same  time  press  the  accelerator  pedal, 
thus  opening  the  throttle  after  the  spark 
has  been  cut  off  and  allowing  the  engine  to 
draw  in  a  rich  mixture  while  coming  to  a 
stop.  The  gas  drawn  in  will  remain  unex- 
ploded  in  the  cylinders  and  greatly  facilitate 
future  starting.    See  page  321. 

Be  sore  the  clutch  is  thrown  ''out"  or 
gear  shift  lever  in  "neutral"  position  when 
stopping  engine. 

«*Bunnlng 
In  setting  up  and  starting  any  new  piece 
of  complicated  machinery,  you  would  expect 
to  watch  it  pretty  closely  and  go  a  little 
easy  until  its  various  bearings,  parts,  etc., 
had  become  thoroughly  "worked  in."  An 
automobile  is  no  exception  to  the  rule. 
While  every  bolt  and  nut  in  the  automobile 
is  drawn  tight,  and  secured  with  either  cot- 
ter pins  or  lock  washers  when  the  car  leaves 
the  factory,  nevertheless  it  is  advisable 
to  go  over  a  few  of  the  more  important 
points  and  make  sure  that  everything  is  in 
perfect  shape,  (see  pages  203  and  651,  "run- 
ning in''  a  new  engine.) 

The  folowlng  points  should  receive  your 
special  attention,  during  the  time  the  car  is 
being  driven  the  first  few  hundred  miles: 
Between  the  upper  crank  case  and  the  oil 
pan,  there  is  usually  a  gasket,  see  page  62 
and  64.    During  the  first  few  days  of  service 


To  Stop  the  Engine. 

To  stop  the  engine  in  cold  weather  so  that 
it  can  be  restarted  easily,  shut  off  air  to 
carburetor  by  moving  the  air  regulating 
handle  in  a  right-handed  direction  to  start- 
ing position.  If  this  in  itself  does  not  stop 
it,  then  push  in  the  switch  key  to  short 
circuit  the  magneto. 


When  leaving  the  car,  always  remove  the 
key  from  the  switch,  so  the  engine  cannot 
be  started  without  your  knowledge. 

a  New  Oar. 
the  gasket  may  become  slightly  compressed, 
thus  loosening  the  crank  case  to  oil  pan- 
bolts,  consequently  go  over  the  nuts  on  the 
bottom  of  the  oil  pan  with  a  wrench  and 
tighten  them  up.  Drive  a  few  days  and 
try  them  again.  Continue  to  do  this  until 
the  gasket  has  become  fully  compressed  and 
the  parts  have  settled  into  permanent  work- 
ing position.  If  you  will  take  this  precau- 
tion the  joint  will  be  absolutely  tight  and 
you  will  never  have  any  trouble,  such  as, 
loss  of  oil  or  water  and  dirt  being  washed 
into  the  oil  pan  and  then  circulated  with  the 
oil  through  the  bearings,  causing  excessive 
wear  and  cutting. 

At  first,  occasionally  go  over  all  of  the 
bolts  (illustration  E,  page  64),  that  hold  the 
engine  to  the  frame,  and  see  that  they  are 
kept  tight.  If  you  find  them  perfectly  tight 
after  inspecting  them  two  or  three  times,  you 


•Starting  engine  by  opening  switch  is  unuiusl  but  it  is  obTions  that  th«  idea  of  flooding  the  car- 
buretor is  to  obtain  a  temporary  enriched  mixture,  but  the  value  of  the  flooding  is  lost  if  it  be  done  when 
the  cylinder  and  induction  pipe  are  full  of  mixtvre.  any  gasoline  vapor  left  in  this  overnight  having 
long  since  evaporated. 

If  the  engine  be  turned  over  a  few  times  with  the  twitch  off,  the  sir  1b  expelled,  and  a  thin  mlxtare 
of  sir  and  gMoUnt  jwii^^  in  its  place.  Flooding  then  gives  a  temporarily  rich  mixture  in  the  cylinders 
and  the  engine  will  start  at  the  first  trial  with  switch  on.    Also  see  page  168. 

tSee  alto   page    495.     **See  pages   208   and    651. 


480 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-POUR. 


h 

iUymwBpi 

m. 

"*  -f   ,fl 

jfl^^j^ 

^-..„ 

T 

''"TiOnt 

® 

A  four  speed  eate 
type  gear  sUft; 
Pierce- Arrow.       See 

Eage  600,  fig.  22,  for 
ocomobile. 


'1' 

i 

1?. 

^ 

f) 

...p 

I 

■ 

^     4 

WM.* 

04—     MXjfmL 

Wh  ® 

"^^   J      A»— —  4«>^»«k 

Fig.  9 — The  Ford — L.  is  the  high  speed 
and  brake  lever;  0 — clutch  pedal;  R — re- 
verse; B — brake  pedal;  S — spark  lever; 
T — throttle  lever. 


Gear  Shift  Movements. 


The  three  gear  shift  prlndples  In  general  use  are 
shown  in  the  above  illustrations.  The  one  other 
type,  flg.  9,  is  the  Ford,  which  is  also  explained 
under  the  Ford  instruction. 

Three  speed  gate  type:  The  gate  selector  is 
plainly  shown  in  O  and  Gl.  The  gear  shift  lever  is 
shown  in  neutral  position.  By  moving  this  lever 
to  the  side,  then  forward  or  backwards  the  dif- 
ferent gear  shifts  are  obtained.  Note  in  O,  the 
first  or  low  speed  is  obtained  by  moving  the  lever 
back,  on  the  left  side,  whereas  in  Ol.  first  speed 
is  obtained  by  moving  lever  backwards  to  the  right. 
O  is  the  S.  A.  E.  Standard  flg.  1,  below,  and 
is  used  most. 

The  ball  and  socket  type  gear  shift:  Is  shown 
in  B  and  Bl.     This  principle   is  also  explained  on 


page  49.  The  lever  in  thiR  principle  shifts  the 
gears  in  precisely  the  same  manner  as  in  the  gate 
type  selector,  but  instead  of  a  gate,  the  ball  and 
socket    is   used    to    obtain    the   various    movements. 

When  in  center  position,  lever  is  in  * 'neutral." 
Note  in  B,  to  obtain  first  or  low  speed,  lever  is 
shifted  backwards,  to  the  left,  whereas  in  Bl,  it 
is  shifted  backwards  to  the  right.  The  ball  and 
socket  type,  is  the  one  most  cars  are  equipped  with 
at  the  present  time  and  B,  corresponds  with  the 
S.  A.  E.  Standard  fig.  1  below  and  is  used  most. 

Four  speed  gate  type  selector:  The  Pierce- Arrow 
gear  shift  is  Illustrated  in  A.  This  principle  cor- 
responds with  S.  A.  E.  Standard,  fig.  2  below,  see 
also  page  500,  fig.  22  for  Locomobile  four  speed 
gear  shift. 


**8.  A.  £.  Standard  Gear  Shift  Moyements. 


The  gear  shifts  as  recommended  by  the 
Society  of  Automotive  Engineers  are  illus- 
trated as  follows: 


U 


Flg.    1 — 3    speed. 


Fig.  1  —  Three  speed 
movement;  R — is  reverse; 
2 — intermediate  or  second 
speed;  1  —  low  or  first 
speed;  3 — third  or  high 
speed.  Note  reverse  and 
second  speed  are  forward 
movements. 

Fig.  2 — Four  speed  move- 
ment: This  corresponds 
with  Fierce-Arrow  above 
(A)  and  Loco,  fig.  22,  page 
500.  Note  the  reverse  is 
a  further  movement  in 
slot  with  1st  speed  move- 
ment. 


Fig.  S — ^Fonr  speed;  same 
as  flg.  2.  except  the  reverse 
(R)  is  in  a  separate  slot; 
to  the  side  of  the  1st 
speed   (1). 


Note  difference  is 
in  reverse. 


Feur-speed  transmissions  for  motor  trucks  shall  have 

?:ear-shifts  so  arranged  that  the  lever-handle  positions 
or  forward  speods  are  as  shown  in  figs.  2  and  3.  The 
high-eear  (or  4th  speed)  position  corresponds  with  that 
for  three-speed  transmissions  (3 — flg.  1).  and  low-gear 
(or  1st  speed)  position  corresponds  with  reverse  (R) 
for  the  three-speed  transmission. 

The  location  of  reverse  position  is  left  optional,  it 
may  be  as  arranged  in  fl^s.  2  or  3.  or  could  be  in  a 
separate  slot  as  per  fig.  3.  but  in  rear  instead  of  front 
— which  is  the  method  as  used  on  the  Oarford  truck 
and  many  others,  but  there  must  be  protection  by  a 
latch    or    equivalent    against    accidental    engagement    of 


^How  To  Use  A 
Starting    Orank. 
Flg.  12  —  Always 
poll  np  on  a  starting 
crank  —  never  push 
down.  With  the  crank 
hanging    straight 
down,   push   it  in  as 
far   as   possible   and 
turn  in  a  right-hand- 
ed   or    clockwise    di- 
rection  until    it    catches.     Now 
pull    crank    over    against    the 
compression  as  quickly  as  pos- 
sible by  giving  it  a  quarter  or 
half-turn  in  the  right  hand  di- 
rection.     The     engine     should 

Fl^OHow  to  Hold  ih«  Cr»k.  !i?i*-  ni/n.^VhU^'ti^"***     ?*^ 
Pwp«t    mtthod    to    grMp  ^r^^  doing  this  three  or  four 

bandU-  0/  .tarting  craok.     If  *>"»••.    dO   npt    tire   TOUrself    OUt 

started  bv  hand.  otherwiM  ae«  by  Continually  cranking.    Some- 
ticctric    starting    instnictioa  thin#  is  in   need  of  attention. 
Analyse    the   cause    of    trouble 
in    the   manner   outlined    in    **digest   of   troubles"    In- 
struction 43,  and  remedy  accordingly. 


OHABT  KO.  212--<}ear  Shift  Movements  EzplalBing  the  Difference  between  the  Gate  and  Ball  and 
Socket  Type— see  also  pages  49,  496,  497  and  648  to  646.   &  A.  E.  Standard  Oear  Shift  MoTementa. 

^n»  JtaiUnff  crank  is  now  teUUm  used  but  oecasionally  it  is  necessary,  therefore  instruetions  are  given  as  a 
mstter  of  informMtioa.     **The  ftar  shift  of  the  A  and  B  Army  Track  is  as  per  flg.  3  and  1. 


OPERATING  A   CAR. 


481 


need  never  fear  that  they  will  loosen  up. 

It  is  advisable  to  put  a  wrench  to  all  nuts 
on  different  parts  of  the  car  and  make  sure 
that  they  are  perfectly  tight  after  it 
has  been  driven  a  hundred  miles  or  80» 
When  they  have  once  been  screwed  up  as 
tightly  as  possible  and  the  car  has  been 
thoroughly  **run  in,"  there  will  not  be 
80  much  danger  of  loosening  up  and  caus- 
ing damage. 

Spring  dips  fig.  8  (upper  illustration), 
page  26,  will  loosen  if  the  nuts  on  the  clips 
are  not  tightened  ocasionally.  It  is  yery 
important  to  tighten  these  nuts  often. 
Fender  bolts  also  demand  attention.  The 
uxiiversal  joints  should  be  kept  well  sup- 
plied with  grease,  see  bottom  of  page  43. 

Lubrication  of  a  new  car.  It  is  needless 
to  remark  that  lubrication  is  one  of  the 
most  important  things  to  look  after  on  a 
new  car.  All  parts  should  be  thoroughly 
lubricated  and  greased  as  directions  pro- 
vide on  page  196,  and  follow  along  the  lines 
as  there  suggested.  In  the  absence  of  direc- 
tions from  the  maker  study  the  lubrication 
subject  carefully.  Bemember  one  thing — 
cheap  oil  will  cost  ten  times  more — maybe  a 
hundred  times  more  in  the  long  run,  in  the 
way  of  repairs.  The  best  oil  is  none  too 
good. 

Draining  oil  from  engine:  When  the 
engine  is  assembled  every  part  is  cleaned 
as  thoroughly  as  possible  but  in  the  early 


stages  of  service,  small  metallic  particles 
may  be  shaken  or  worn  off  the  engine  parts, 
falling  into  the  oil  reservoir.  Consequent- 
ly, after  the  car  has  been  driven  about  two  , 
hundred  miles  drain  out  all  of  the  old 
oil  as  per  directions.    See  also  page  201. 

After  having  drained  the  crank  case  and 
transmission  case,  rinse  out  with  kerosene, 
replace  screw  plug  in  the  oil  reservoir  and 
pour  the  kerosene  through  the  breather  pipe, 
if  so  equipped  using  a  gallon  or  more.  With 
switch  plug  removed,  push  in  on  the  starter 
pedal  so  that  the  engine  turns  over  rapidly 
for  ten  or  fifteen  seconds.  By  running  the  en- 
gine with  the  starter  for  a  very  short  inter- 
val the  kerosene  will  be  forced  through  the 
entire  piling  system,  flushing  it  out  and  then 
running  out  the  lower  drain  plug  hole,  which 
should  be  left  open.  Drain  out  the  kerosene 
very  thoroughly,  and  then  replace  all  plugs 
and  refill  the  oil  reservoir.  The  transmission 
will  be  refilled  by  the  fiy  wheel  as  soon  as 
the  engine  starts  (if  it  is  a  unit  type).  The 
oil  will  then  lower  and  no  doubt  more  oil 
will  be  necessary.  If  you  wish  to  derive  the 
best  results  from  the  oiling,  system,  this  op- 
eration should  be  repeated  after  the  car  has 
been  driven  another  five  hundred  miles  or 
thereabouts.  After  this  the  oiling  system 
needs  to  be  rinsed  out  only  once  every  thou- 
sand miles  and  it  will  require  no  other  atten- 
tion since  now  the  oil  is  bound  to  be  clean 
and  it  is  positively  circulated  to  every  mov- 
ing part  with  little  chance  of  failure. 


Hill  Climbing. 


Until  you  have  become  thorooghly  fa- 
miliar with  the  operation  of  the  car,  and 
have  mastered  the  things  necessary  to  make 
a  good  driver,  do  not  attempt  to  climb 
every  hill  you  see"  on  high,"  because  your 
neighbor  possibly  has  said  that  his  car 
would  do  it.  There  can  be  nothing  more 
detrimental  to  the  engine  and  driving  parts 
than  to  try  climbing  every  thing  on  "high/' 
The  first  and  second  speed  gears  are  placed 
in  the  car  for  a  purpose,  and  if  the  hill  that 
you  are  approaching  is  at  all  steep,  shift 
inte  "second"  a  little  before  you  are  really 
on  the  hill.  Do  not  try  to  go  into  "sec- 
ond," however,  at  any  time  unless  the 
speed  of  your  car  has  been  reduced  to  the 
pace  at  which  the  second  speed  would  carry 
you  if  it  had  already  been  changed.  Many 
accidents,  and  serious  ones,  have  resulted 
from  a  driver  attempting  to  rush  a  hill  ''on 
high,"  getting  half  way  up  and  having  the 
speed  of  the  engine  so  reduced  that  when  he 
came  to  shift  into  low  it  was  too  late;  the 
engine  would  not  accelerate  sufficiently  to 
carry  the  car  up  on  low,  and  possibly  the 
brakes  were  not  working  just  as  they  should, 
the  result  being  that  the  car  .would  back 
down  the  hill  faster  and  faster,  until  it  -final- 
ly landed  in  the  ditch.  Backing  down  hiU 
with  brakes  is  a  task  for  a  skillful  and 
experienced  driver  and  even  he  cannot  guar- 
antee a  good  job.  It  is  a  most  confusing  sit- 
uation and  requires  instant  good  judgment. 

The  secret  of  snccessftd  hill  climbing  is 
to  at  aU  times  keep  your  engine  running  a 
little  faster  than  its  work  requires  it  to 


run,  L  e.,  keep  it  "ahead"  of  its  work  so 
that  it  is  ready  for  extra  duty  without  stall- 
ing at  the  critical  moment.  The  foregoing 
does  not  mean  that  it  is  impossible  to  climb 
many  hills  "on  high,"  but  it  is  best  not  to 
try  until  you  are  sure  of  yourself  and  of 
your  ability  to  get  into  second,  or  even 
first  if  necessary,  halfway  up  the  hill,  and 
also  to  determii^e  from  the  sound  of  the 
engine  whether  it  is  "working  hard."  If 
you  must  go  into  a  lower  gear  on  a  hill,  shift 
with  a  quick,  firm  movement  anC  take  care 
not  to  let  the  momentum  of  your  car  be 
reduced  any  more  than  is  absolutely  neces- 
sary. Every  second  that  you  have  the 
ckitch  disengaged  on  a  hill  for  gear  shifting, 
counts,  as  the  car  slows  down  at  a  very 
surprising  rate. 

If  in  climbing  a  hill  on  "third,"  the 
engine  has  been  stalled  before  reaching  the 
top,  it  may  require  considerable  skill  to 
start  from  your  standing  position  on  the  in- 
cline. Immediately  upon  finding  yourself  in 
such  a  predicament,  apply  the  emergency 
brake  with  aU  your  strength  and  be  sure 
that  the  brake  ratchet  catches,  then  throw 
the  gear  shifting  lever  into  neutral.  After 
starting  the  engine  again,  push  out  the  clutch 
^leave  the  hand  brake  still  on),  push  the 
gear  lever  into  first  speed  and  slightly  race 
the  engine  (the  only  time  it  is  permissible, 
excepting  when  in  a  mud  hole  or  the  like) — 
take  hold  of  the  hand  brake  and  keep  the 
epgine  speeded  until  the  brake  has  been 
entirely  released,  the  dutch  entirely  en- 
gaged, and  a  safe  start  has  once  more  been 


492 


DYKE'S  INSTKIICTION  NUMBER  THIKTY-FOUB. 


made  up  tho  hill.  Kxporionro  is  tho  bost 
possible  toaclior  whoro  there  is  a  considertfble 
mnount  of  hill  work  to  do. 

Loam  to  drivo  your  car  by  ear.  Learn 
whnt  the  ditTerent  little  sounds  that  vary 
under  dilTerent  running  eonditions  mean.  If 
the  speed  of  your  enjjino  has  been  so  re- 
duced by  running  through  a  heavy  stretch 
of  Hnn<I,  that  you  can  almost  count  the 
explosion.**  and  at  eaoh  impulse  you  feel  the 
whole  ear  jar,  you  eaa  rest  assured  it  is  high 
time  you  went  into  a  lower  gear  and  let 
your  enj:ine  do  the  hard  work  a  little  more 
advantaK^uiusly.  No  matter  what  the  power 
of  your  ear;  hillH,  .sand  and  hard  work  have 
to  be  met  very  much  tho  same  way.  Re- 
mombor,  keep  the  engine  ahead  of  its  work 
and  at  tho  same  time  do  not  ''race*'  it 
unnecessarily. 

*In  descending  a  long  hUl  it  is  possible, 
even  advisable  to  use  the  engine  as  a  brake. 
and  if  the  hill  is  not  too  steep,  the  descent 


can  be  made  without  rescrtixf  z^i  'jsa  ise  :f 
the  rear  wheel  brakes.  T;  «iMai3iiaa  "iu. 
shift  into  first  or  low  g«kr.  ■•JTse  -jLi  zatztl.-^ 
and  leaving  the  gears  aa-i  •liz.tj.  -eutix?:- 
open  the  ignition  swi:cA  t.:  sz-zz  ti-*  ^a^^* 
from  firing.  As  th*  -u.t  I'Iufj  tj.-*  n-xr 
wheels  wiU  be  foreei  ::  t^^n  li*  -sxji;  :~-tt 
against  comp're«:n  it.  '.'i*  '^—i  :».-*.  'i^z'i 
the  braking  effect.  Hj  --t*n  -tj  -^i.  -.at:'-.* 
the  resistance  is  still  izr-.i-rr  -jiii- vLh^-L  Tie 
maximum  of  resistjjii'*  iz  i  ZS'S  :»^r:  Mztr:! 
on  a  dangerc:islT  rre^p  >~  3L17  :•*  -•-t— ■«• 
by  shlfticg  iz.z'z  ±rr:l  rr.zViizLr  ;*  :f  -.ir 
ignition,  an:  iitIjixt  'Jii  'mifs  i:  liier- 
vals.  Just  b*i;Ve  rfxriJix  "Jr*  :■■  —  •.=  :f 
the  hilL  witi  ^*  ;ir  rtZ.  in:— ..xr  x:  1  fi..- 
pace,  clcs*  :i*  trtinix  rr.-.'X  u;  -;*  -z 
gine  will  star:  irlxr  ltu. 

On  a  leas  i*ac«iii  "^^ibl  ttti  -^.t  _-  ii,;£^ 
saiy  to  sse  1^  'irsJka^  i?9i.7  "ais  v»--   iz.t 

foot   briLkes  ^saexaa^    s    rrjul   '"■ 

out  tie  ^rxke  '--r-r.p 


Points  to  Bemember  in  Operar^f  a  Cc 


Starting  by  hand:  This  sounds  ancient, 
but  no  doubt  there  are  many  of  the  olier 
models  of  cars  with  hand  starters  still  in 
use,  therefore  as  a  matter  of  ''informa- 
tion*' we  will  devote  a  few  lines  to  the  sub- 
ject. 

Grasp  the  starting  handle  as  shovn  in 
fig.  13,  chart  212;  that  is  with  the  ch:i=b 
on  the  same  side  of  the  handle  if  the 
palm.  Never  bear  down  on  the  ^rank. 
You  may  do  it  safely  many  risie*,  ri:  y:- 
incur  the  risk  of  a  kickback:  $0  d^n't  £:  ::. 

Cranking  is  not  an  art.  bu:  sizrly  a 
**  knack. '*  You  will  realize  this  hotter  aft^r 
you  have  seen  some  one  rhy?i;ally  JLitzx 
weaker  than  yourself  start  as  *a^li-f 
that  you  seemed  totally  nnic'f  t,*  tiri-r 
over  by  main  force.  Get  the  ±j  "•i-f-C 
to  rocking  to  ani  fr:.  iztil  ▼-.ti  a 
last,  powerful  acce!era:::n  tie  ZLimr  a 
carried  over  it*  coairr-ssirn  ry  li*  ii-nnifn- 
tum  of  the  fly  whe«l  as  -^-fll  1^  r^  tj-f  tilI 
of  your  arm.  A  nf»  -fx^-ie  ilyi'^  m^* 
over  somewhat  stiffly.  re^a^:»;  i—  ••sLr.i^p 
are  closely  fitte-i.  t.:  :=*i-^  "'Mx  — -;.  *  t^?- 
a  little  while,  it  wJl  ■  ■ :  r.:«2  z-j. 

If  It  dc«  ros  ft  at:  rz  -r:^  t-^  L-'rvt  nuL 
icacM   s^-?   im   %ai    .-r-r-r 9.-;  .'•«€:.«    sr.r-.inx   «e7**fi«    am- 

tvir*  »=■£  :i*  ir^z*    t-      «rA.—   k    •    i-^  r    ttml^ 

OcsacI  rf  t^  sgisnu.  xi  «V3u  Sly  •v^ 
67  ani  .'har:  ilJ  ?•'  -i-'-r..:  t?--**-  .-.nr 
nect*  t:  Tie  "i"* —  -  "t  "T'  ri:*"?".'^"'  ■*;  T*" 
r-Ttsninx  t":T  :2r'*~*  '■'-  r: ':^-  rs^*  s=  "^** 
mitt*-:  t:  *T-'*  -If  -  •  ;•-  i.-  .  -  .TT^^.-fST." 
]v  snrrs  ?T*fe»i 

To  iaCTKUt  t^  9«M.  .-  &.:  :;r:r:^  ^^ 
u«::al  rrr^*-!*::"-*?  3  "t  rr^^  -.z^r -.•:*.  sir.*  »> 
the  thrct-Ii  ls  iE-m.—:.  r-:  ■;-.!.:-  a^'-afc- 
the  sp<ari. 

To  dsereajt  3gw<>  nct.^«  <^-a.^  k:-.  :s:^%- 
tie.     Whea   tie   sgisrs.    ».* —    ?-    r.   -^     :« 


*t«7inr    *ri.i^u    IT    _2    rir-i     r.  : 


'i:'. 


t  reader:  fii.itr  1  '.-  itt'*^  r  ■-  «?  11a-  _■:  1-^ 
=.ik*  rcitiit  cdtr  ir  -l'-i~'-"f  >  jT  *•:  -:j.t 
:t  »-Jll  aroi;  rrn-atiT  jssc.  It  jT -•: •==!.■: "  f  :: 
■_tfn   tLTT'f*   p? '  in    ii'i    «r:»*r^i     :i    i_z    ii':- 

ue-L  >j  Xil-TJiirjLz  jc  :-rariiaj  11-?  yor-i 
-,  --XL— jjx.'in^:      TUif  s:»*-^i  js  ji.;r«!tj^i  lt  : 


-•-*^n;?  «inirf    jiT   i^tf   n:sir^^  ;:s    vx^j    s-  "fu 

tirf_  I'r-'sn  Mod  taia  rcitfr  le-iiL.  s  t:*  «:- 
:a-^I  ■   5iuc  tamciif   ir  »rsat«rL:ar        I:  -j 

r^tf  land  "ar-trri-  .e— tt-  tn  :  -^s  it'-.-l-ri 
"if   i^^    ansr--jnaettB»i.      >«-    ir-     *.    t^t* 

tar'iT-ie     e»--s"    -wul    at-^*     -.zz     ur^'-iusnt;- 

▼til  ayr  kiTtare  "aw  ns&z  -^i*n-  —  .ir^fr  I: 
*  "StH»-:  »re  71111111   ta  sk-  "sst;  iux-i  -:-;--..f 

xr  vr^iiiii  7r'i«--ei!i  ir  "aie  "ran*  xf.   «--    rvn 

•sc^asxir.  T»  mter -^cil  xur  riiav  -znt  -_i.*;t 
le  ?tt;*Tr  -aw  sars  Sir -WTtitJi  ta**  laffii  tx'-.-t 
:*  *  *♦;. 


*Ia  oth-tr  ▼■Jt-is  '^^    1 
mtfo  £s  fBc&  thac  t:3«  :sr 
the  bind  end  af  r^mr  !«r  < 


OPERATING  A  CAR. 


408 


^'Importance 
The  clutcli  of  an  automobile  is  a  derlce 
I17  means  of  which  the  power  of  the  engine 
and  the  driying  mechanism  may  be  con- 
nected or  disconnected  at  the  will  of  the 
dxlyer.  This  particular  part  is  probably 
used  more  than  any  other  part  of  the  ear, 
and  a  carefnl  study  of  its  purpose  and 
principle  is  advised.  Though  the  device 
is  simple  and  its  use  plain  at  first  glance, 
the  clutch,  nevertheless,  lends  itself  to  a 
number  of  skillful  uses  in  the  hands  of  the 
experienced  driver.  Bemember  to  alwajTS 
"throw  ont"  clntch  before  changing  gears, 
see  chart  210,  and  pages  87  to  44. 

When  the  clutch  is  "let  in,"  or  en- 
gaged, this  should  at  all  times  be  done 
smoothly  and  so  gradually  that  the  motion 
of  the  engine  shaft  is  transmitted  to  the 
drive  shaft  without  jarring. 

A  suddenly  let-in  clutch  will  do  one  of 
two  things;  either  rack  the  mechanism  of 
the  entire  car,  or  stall  the  engine.  With  a 
little  practice  the  left  foot  may  be  schooled 


Fig.  4. — Oorrect  and  incorrect  positions  in 
driTing:  1 — Fiercs  grip,  a  bad  method;  2 — Cor- 
rect hold  for  forward  movement;  3 — ^Finish  of 
forward  movement;  4 — ^Alternative  grip  suitable 
for  many  gears;  6 — Awkward  hold  of  wheel; 
6 — Proper  and  comfortable  hold;  7 — Wrong  foot 
position;  8 — ^Nervous,  uncomfortable  position; 
9  —  Oareless,  lounging  position;  10  —  Oorrpct 
*'seat."     (Popular  Mechanics.) 


of  the  Olatch. 

~  to  let  the  dutch  In  quickly,  yet  gently  and 
smoothly. 

When  you  meet  a  stretch  of  road  covered 
with  sharp,  broken  stenes,  it  is  an  excel- 
lent plan  to  speed  your  car  a  little  before 
you  reach  the  stones  and  then  disengage' 
your  clutch,  permitting  your  ear  to  coast 
over  the  bad  spot.  By  shutting  off  the 
driving  power  you  protect  your  tires  against 
a  very  destructive  action,  termed  the 
''traction"  which  otherwise  would  be  set 
up  between  the  sharp  stones  and  the  tires. 

When  reversing,  remember  to  bring  the 
rear  wheels  to  a  dead  stop  before  letting 
the  clutch  in.  Complete  familiarity  with 
the  motions  of  going  from  one  speed  to 
another  and  back  again  should  also  be  ac- 
quired before  attempting  to  run  on  the  open 
road,  see  pages  51  and  488. 

When  the  control  of  the  engine  and 
change  speed  gear  Is  well  understood,  the 
first  run  on  the  road  may-  be  made,  but 
first  study  the  rules  of  the  road  (page  502). 

Instructions  on  Steering  a  Oar. 

The  positions  to  assume  in  steering  or 
driving  a  car  are  shown  in  fig.  4.  A  very 
slight  movement  of  the  steering  wheel  or 
lever  is  sufficient  to  turn  the  car,  and  too 
sudden  a  turn  may  cause  an  upset. 

Select  a  straight  road,  as  wide  as  pos- 
sible, and  with  the  engine  running  slowly, 
throw  in  the  low  speed.  The  car  will  move 
forward  slowly,  and  it  wiU  then  be  neces- 
sary to  steer.  The  first  inclination  will  be 
to  grip  the  wheel  as  tightly  as  possible,  but 
after  a  little  running  a  light  grip  will  be 
found  sufficient.  At  this  stage  it«!is  neces- 
sary to  learn  self-control  first  and  not  to  get 
rattled. 

If  the  car  begins  to  run  off  the  road,  or 
into  an  obstruction,  throw  out  the  clutch 
and  apply  the  foot  brake  so  that  it  comes 
to  a  standstill.  When  the  excitement  has 
died  down,  try  again,  and  it  will  not  be 
long  before  steering  comes  easily. 

There  is  no  time  lost  between  the  turn- 
ing of  the  steering  wheel  and  the  turning 
of  the  car;  when  taking  a  comer  do  not 
move  the  wheel  until  the  car  is  at  the 
point  where  turning  is  necessary. 
fPolnters  on  Ohanging  Ctoars. 


When  taking  yonr  position  in  the  car, 
place  the  speed  gear  lever  in  the  "neutral" 
position,  release  the  brakes,  "throw  out" 
the  clutch.  Practice  pressing  the  clutch 
pedal  and  releasing  it,  until  the  feel  of  it 
ij  understood,  (see  fig.  1,. chart  210). 

The  clntch  pedal  should  be  depressed 
sharply,  and  released  slowly,  which  throws 
out  the  clutch  quickly,  and  throws  it  in 
slowly.  Do  this  a  number  of  times,  until 
it  becomes  natural  and  well  understood. 

Speed  up  the  engine  slightly,  throw  the 
clutch  out,  and  move  the  control  lever 
forward  to  the  notch  that  indicates  the 
slew  or  first  speed. 


Alwasrs  let  the  clutch  in  slowly.  The 
clutch  must  be  permitted  to  take  hold  grad- 
ually— ^let  it  slip  a  little  at  first,  to  pidc  up 
more  and  more  of  the  load,  so  that  finally 
it  turns  the  wheels  steadily.  When  the 
clutch  has  taken  firm  hold,  throw  it  out, 
and  move  the  control  lever  back  to  the 
neutral  position. 

These  motions  should  be  |;one  through  a 
number  of  times,  until  familiarity  wifii  it 
makes  the  gears  and  clutch  go  in  and  out 
of  engagement  smoothly. 

Get  the  wheels  going  on  low  speed,  and 
then  move  the  control  lever  to  the  inter- 


tBy  referrins  hack  to  instruction  Vo.  6.  on  pages  48  and  51,  additional  pointers  and  informatioB 
can  be  obtained;  see  also  page  488.     See  also,  fool  note  page  003. 

^Zcearn  to  drive  by  ttarottUng  the  engine  lasteed  of  eoastaiillf  tbrowiag  ehitdi  eat.  The  aTersge 
driTor  uses  the  clntcb  about  twice  as  naeh  as  be  sbonldr 


4M 


DYKE'S  INSTRUCTION  NUMBER  THIBTY.POUIL 


mediate  or  leeond  speed.  Alwajs  throw 
eloteh  out  with  foot  pedal  before  changing 
speeds. 

When  the  change  from  low  to  second 
speed  Is  well  understood,  and  can  be  per- 
formed smoothly,  move  from  second  to  high, 
increasing  the  sj^eed  of  the  engine  suificient- 
Ij,  and  being  sure  to  first  throw  out  the 
eluteb.  *If  the  gears  do  not  go  into  mesh 
easily,  but  grind  and  growl,  try  it  over 
again,  coming  back  to  low  speed  first.  Never 
try  to  force  them,  but  make  the  change 
quickly. 

When  running  fast,  never  soddenly  make 
a  change  from  high  to  a  lower  speed.  This 
change  must  be  made  when  car  has  slowed 
down,  and  it  is  evident  that  the  engine 
will  not  pull  the  grade  on  the  high  speed. 
The  gears,  however,  can  be  changed  from 
first  to  second  and  second  to  high  when 
engine  is  running  moderately  fast. 

The  usual  plan  is  to  .start  the  car  off 
on  low  speed,  then  after  car  is  in  motion, 
change  to  second,  and  when  car  is  well 
under  way,  then  to  high  speed. 


The  low  speed  and  second  speed  are  osed 
principally  for  starting  a  ear  off  and  for 
climbing  hills  most  of  the  nuining  being 
en  high  speed. 

When  running  on  low  and  second  speed, 
the  engine  speed  should  be  as  low  as  poe- 
sible,  to  keep  it  from  orerheating. 

A  car  is  usually  run  on  high  q>eed,  be- 
cause then  the  engine  is  running  slowly  in 
relation  to  the  speed  of  the  car. 

The  best  driver  gets  the  greatest  distance 
with  the  fewest  revolutions  of  the  engine, 
which  means  less  wear,  and  less  fuel  and 
oil. 

The  lower  speeds  are  principally  neces- 
sary for  hill  climbing,  for  which  the  engine 
must  have  more  pull  or  better  leverage  on 
the  wheel:}  to  take  the  car  up. 

As  the  car  ascends  the  hill,  the  engine 
wiU  begin  to  slow  down  as  it  feels  the  load. 
Retard  the  spark  gradually,  giving  more 
gas  to  keep  engine  working  smoothly,  but 
when  it  slows  down  and  shows  signs  of  dis- 
tress, it  is  time  to  change  to  second  speed. 


Coasting. 


Coasting  mountain  roads.  Whenever  you 
spproach  a  long  and  steep  grade,  it  is  best 
to  shut  the  throttle,  switch  off  the  igni- 
tion, put  your  gear  speed  lever  into  first 
speed  and  allow  the  car  to  run  the  engine.t 
This  is  better  than  using  the  brakes.  As  it 
gives  you  absolute  control  of  the  car  at  all 
times. 

If  the  grade  is  long  and  steep,  use  the 
foot  and  emergency  brakes  alternately. 
This  equalizes  the  wear  on  them. 

While  the  speed  of  the  car  in  going  down 
hill    may    be    kept    under    control    by    the 


brakes;  the  engine  can  also  be  used  as  a 
brake.  The  engine  is  then  being  driven  by 
the  forward  movement  of  the  car.  The 
effect  is  to  convert  it  into  an  air  compressor, 
and  the  resistance  it  will  present  will  keep 
the  car  in  check  on  all  but  the  steepest  hills. 
This  will  also  have  a  cooling  effect  on  the 
engine  and  save  the  brakes,  which  on  a  long 
hill  are  liable  to  be  burned  and  ruined. 
The  switch  should  be  turned  on  again,  how- 
ever, before  the  bottom  of  the  hill  is 
reached  so  that  the  engine  will  start  to 
run  again  under  its  own  power. 


How  to  use  the  Brakes. 


When  the  brakes  are  suddenly  applied 
with  full  force  to  the  wheels  of  a  car  speed- 
ing along  at  the  rate  of  say,  thirty  miles 
an  hour,  the  braking  action  will  be  so 
powerful  as  to  stop  immediately  the  rota- 
tion of  the  driving  wheels — but  the  car  will 
not  come  to  an  immediate  standstill;  its 
momentum  will  send  it  forward  and  the 
locked  rear  wheels  will  slide  over  the  ground 
with  most  destructive  effect  on  the  tires. 

When  you  consider  that  in  railroad  prac- 
tice the  so-called  ''fiat  wheel''  is  produced 
by  too  sudden  braking,  you  will  be  able  to 
appreciate  the  effect  which  a  similar  prac- 
tice must  have  on  the  soft  rubber  tires  of 
an  automobile. 

Bear  in  mind,  therefore,  that  the  best 
method  of  using  the  brakes  is  that  which 
applies  pressure  on  them  so  gradually  that 
the  forward  movement  of  the  car  and  the 
rotation  of  the  wheels  come  to  a  stop  to- 
gether.   See  pages  492,  28  and  29. 

Nothing  is  more  severe  on  a  car  than  the 
^wetaenlar  stopping  often  indulged  in,  by 

*Sm  cb*rtB  Sll   and  212  and  study  th«  ehaace  of  gears  and 
fKote:     This  plan  is  used  only  in  an  emergency.     The  plstens 
^to  cj-lixiderB  which  works  down  into  crank  case  and  thina  the  ' 


ignorant  drivers,  in  an  effort  to  ' '  show  off  ' ' 
The  careful  driver  shuts  his  power  off 
before  he  reaches  the  stopping  point  and 
permits  the  car  to  earry  him  along  on  its 
momentum,  bringing  it  with  a  gradual  ap- 
plication of  the  brakes,  to  a  halt  at  the 
exact  spot. 

Although  the  foot  or  service  brake  may 
be  used  to  slow  the  car  down  while  the 
clutch  is  in  engagement,  it  is  poor  practice 
to  do  so  and  would  bom  the  brake  lining. 

Whenever  it  becomes  neoessaiy  to  slow 
down,  release  ths  dutch  llxst;  that  alone 
will  have  an  immediate  alowing-down  effect 
on  the  movement  of  the  ear,  beeaose  it 
disconneets  the  power.  If  additional  check- 
ing is  needed,  SOT»ly  the  foot-brake  or,  for 
a  quick  stop^  the  z6ot  and  emergency  brakes 
together.  To  make  it  plsia  the  dutch  pedal 
goes  down  flntk  Ite  hnkis  psdal  i 


If  a  foil  stop  is  not  desired,  merely  a 
temporary  slseheshig  «f  the  speed,  release 
the  brake  pedal  tist,  th«i  kt  datch  pedd 

eCfks 


httfe  a 


OPERATINQ  A  CAR. 


406 


eome  up.  If  yon  did  the  reverse,  the  engine 
would  be  compelled  to  pull  against  the 
brake,  with  eonsequent  rapid  wearing  down 
of  the  brake  lining.  (See  also  "brake  ad- 
justments," in  the  rejMdr  subject.) 

No  motorist  is  qualified  to  give  his  car 
the  best  care  until  he  has  mastered  the  con* 
trol  of  the  gears  and  of  the  brakes. 

Slipping  brakes  are  usually  caused  by  oil 
working  out  the  rear  axle  onto  brake  lining. 

If  the  Brakes  FalL 

If  the  engine  stops  whUe  descendlag  a 

hill,   the   brakes   should   be   thrown   on   at 

once   to   keep    the    car   under   control.     If 

poor -adjustment  of  the  brakes  renders  them 


insufficient  for  this,  then  place  gears  in 
low  speed,  this  will  tend  to  cheek  the  car. 
It  is  then  a  matter  of  steering  the  car  to 
best  advantage.  If  aacending  a  bill  and 
eni^  stops  and  brakes  fall,  try  putting 
gears  in  reverse.  This  will  then  turn  the 
engine  in  right  direction  and  ought  to  start 
it.  It  may  be  possible  to  steer  it — owing  to 
its  extremely  slow  speed— off  the  road  into 
a  bank  or  other  obstruction  that  will  stop  the 
car  without  much  damage  to  it  or  its  occu- 
pants. 

Situations  such  as  this  require  a  cool 
head  and  steady  hand,  and  the-  more  ex- 
perience in  operating  the  driver  has,  the 
greater  are  the  chances  for  handling  it  in 
the  right  way. 


^Stopping  a  Oar. 


Stopping  a  car  on  an  up  grade  and  start- 
ing again  requires  skill,  for  the  brakes 
must  be  withdrawn  and  the  clutch  let  in 
at  the  same  instant  with  one  movement. 

Until  this  skill  comes  through  experience, 
the  best  thing  to  do  when  this  is  necessary 
is  to  block  the  wheels  with  stones  or  pieces 
of  wood. 

The  beginners'  idea  of  stopping  is  to 
throw  off  the  power  and  put  on  the  brakes. 
While  this  will  of  course,  produce  the  de- 
sired effect,  it  is  not  correct,  for  it  would 
rack  the  car  and  damage  the  tires.  The 
car  is  heavy,  and  when  moving  tends  to 
keep  on  moving,  so  that  its  stops  must  be 
gradnaL 

To  stop,  first  retard  the  spark  and  throttle, 
to  keep  the  engine  from  racing  when  re- 
lieved of  the  load.  Make  up  your  mind  just 
where  the  car  is  to  stop,  and  throw  out  the 
clutch  a  sufficient  distance  ahead,  for  the 
car  to  come  to  a  stand  of  its  own  accord. 

Brakes  should  be  applied  suddenly  only 
when  it  is  absolutely  necessary,  for  they 
are  powerful  enough  to  lock  the  wheels  and 
make  the  car  slide.  Sliding  grinds  the 
tires  and  means  their  quick  ruin.  The 
flashy  driver,  who  brings  his  car  to  a  sud- 


den stop,  is  pUiug  up  a  big  repair  bill. 

When  the  brakes  are  to  be  applied,  pres- 
sure should  be  brought  on  them  gently  at 
first,  being  increased  gradually  so  that  the 
car  slows  down  gently. 

It  is  easy  to  learn  to  estimate  the  dis- 
tance at  which  a  car  will  come  to  a  stop 
when  the  clutch  is  thrown  out,  so  that  the 
coasting  of  the  car  may  be  utilized  in  slow- 
ing and  stopping  it. 

When  stopping,  get  into  the  habit  of  re- 
tarding the  spark  and  throttling  the  mix- 
ture. By  opening  throttle  just  before  shut- 
ting down  the  engine  (with  clutch  out)  start- 
ing the  next  time  will  be  easier,  as  you  are 
filling  cylinders  with  gas. 

If  only  a  short  stop  is  to  be  made,  the 
engine  may  be  kept  running  at  its  slowest 
speed,  called  "idling,"  but  if  the  stop  is 
to  be  for  some  time,  cut  off  the  ignition. 

For  a  quick  emergency  tXop,  bear  down 
on  your  foot  clutch  and  foot  brake  pedal, 
at  the  same  time  pull  back  on  the  emergency 
brake,  chart  210,  fig.  1.  The  foot  brake 
pedal  (called  the  running  brake)  will  do 
for  all  ordinary  purposes  and  the  emergency 
is  used  only  when  a  quick  stop  is  desired. 


♦♦When  the  Oar  Skids. 


Although  the  driver  feels  helpless  at  first, 
a  little  experience  will  soon  give  him  confi- 
dence. Most  skids  can  be  corrected  by  the 
manipulation  of  the  steering  and  brakes. 
An  expert  driver  can  keep  his  car  straight 
under  almost  any  conditions,  but  it  is  im- 
possible to  explain  just  how  he  does  it. 
Usually  the  rear  end  skids  first,  and  in  the 
right  hand  direction,  this  being  caused  by 
the  crown  of  the  road.  Under  such  condi- 
tions, the  skidding  action  will  be  aggravated 
if  the  brakes  are  applied,  and  the  car  may 
be  ditched  or  continue  to  skid  until  it  hits 
the  curb. 

The  correct  action  in  an  emergency  of 
this  kind  is  let  up  on  the  accelerator  pedal 
to  shut  off  the  power;  but  not  entirely  so, 
or  it  will  have  the  same  effect  as  putting 
on  the  brake.  If  the  car  seems  to  right 
itself,  the  power  may  be  applied  gradutdly 


and  it  will  be  advisable  to  steer  for  the 
center  of  the  roaJ  again.  However,  if  the 
car  continues  to  skid  sideways,  steer  for 
the  center  of  the  road,  applying  the  power 
gently.  This  will  aggravate  the  skid  for 
the  moment  but  will  leave  you  with  the 
front  wheels  in  the  center  of  the  road  and 
the  car  pointing  at  an  angle.  By  so  doing, 
you  can  mount  to  the  crown  of  the  road 
again  and  the  momentum  of  the  car  will 
take  the  rear  wheels  out  of  the  ditch  on 
the  right  hand  side.  It  is  customary  to 
advise  turning  the  front  wheels  in  the  di- 
rection that  the  car  is  skidding,  in  order  to 
correct  the  action,  but  this  can  hardly  be 
said  to  be  true  in  all  cases,  it  holds  good 
where  there  is  unlimited  side  room,  but  usu- 
ally the  car  hits  the  curb  or  is  in  the  ditch, 
before  you  can  straighten  it  out  with  the 
steering  wheel. 


*S«e  also  page  489.     **S—  pftffe  551. 


406 


DYKE'S  INSTRUCTION  NUMBER  THIRTY.POUR. 


and  Tlnottle  Iiever  Movemanti. 

Thm  wpaik  and  thrvttit  tow  ued  on   most  emn,  nore  vp   to 
throttle  and  adTancc  the  tim«  of  ^park — as  in  flg.  1. 

SoflM  of  tlio  can  mitiif  tho  up  moment  are:  Jcffory.  OTorUnd, 
Stvdebaker,  Saxon,  Paige.  R^al,  National.  Pallman,  Moon,  Westeott,  Oak- 
land, Olds.  Allen,  Hopaobile.  King.  Mitchell,  Ohalmers  and  Hudson. 


SoiBO  few  ears  ose  the  down  moTement  as  in  flg.  2: 
Maxwell,  CheTrolet.  Ford. 


HaTnea.  Buiek, 


MO  I-  UP-  7&  OP!f/^  AiiO 


NNMCf 


Dodge.  Marmon  and  Cadillac  the  levers  are  arranged  differently,  bvt 
principle  is  the  same. 

The  Packard  spark  lerer  moves  from  the  left,  np,  to  advance,  and  the 
throttle  from  the  right  op,  to  open. 

The  Pierce  spark  and  throttle  lever  movement  is  shown  in  fig.  10. 

White  spark  lever  moves  down  to  advance.     Throttle  moves  np  to  open. 

Locomohile  spark  lever  (54,  page  500) ;  when  palled  as  far  back  as  it 
will  go  is  fully  retarded.  When  poshed  forward,  it  is  advanced.  For 
driving  between  15  to  45  miles  advance  the  spark  %  advance,  below  that 
■peed  retard  to  %  advance.  Above  45  miles,  full  advance,  (see  alao 
page  497.) 

Franklin  has  but  one  lever  (throttle)  which  moves  np  to  ot>en.  The 
automatic  advance  of  ipark  takes  care  of  the  spark  advance.     See  page  240. 

Wbere  antomatic  spark  adrance  is  used,  the  spark  lever  is  nsoally 
advanced  %  of  the  way  and  the  antomatic  advance  takes  care  of  further 
advance,  at  higher  speed  it  is  advanced  fall.  Where  automatic  adTance  is 
used   sometimes,   there   is  no   hand   spark    lever   at   all. 

Accelerator:  After  engine  is  started,  the  throttle  lever  is  opened  just 
enough  to  keep  engine  from  italling  and  variation  of  speeds  is  made  with 
the  accelerator  (see  page  497,  154,  492).  The  spark  advance  is  about  2/S 
advanced. 


DOME- UP -to 

open  a,  advance 


MARMON-UP'to  open  &  advance 


Oadillae  spark  and  throttle  move  from 
left  to  right  to  advance. 


<^^^^^ 

>?^^- 


/OUTTOff  OrWftOTTlFirvgK 


Pl^  10.  Spark  and  throttle  lever  ar- 
laqgement  as  used  on  the  Plerce-Arrow, 
Bee  page  500.  Dotted  lines  show  positions 
of  sptfk  and  throttle  levers  in  various  run- 
ning conditions. 

YgtyiMofti  timing;  04 — set  magneto  fully 
retarded,  piston  1"  after  top;  battery  ig- 
nition; set  breaker  box  H"  from  fall  retard 
and  piston  on  top.  B4 — set  magneto  re- 
tarded, piston  ^e**  after  top;  battery  igni- 
tiea  same  as  04.  A4 — set  magneto  retarded. 
piston  W"  after  top;  battery  ignition  %" 
tnm  full  retard  with  piston  U  after  top. 
TtKtng  order,  1,  5,  S,  8,  2,  4.  (see  page 
t49  for  electric  system). 


ObeiTxolat  gear  ahlll:     LB— loft 
RR— right  rear;  LF— left  forward. 


taar;  BP— rl^t  fWwmrd; 


GBABT  NO.  213 — Spark  and  Throttle  Levers. 
Sf0  pMg9  499    " in// js- Knight:'* — thig  illustration  gives   the  average  position  of  lev* 


era  for  differed  apceda. 


1 — dte«rlDg  wheel 

S — Spark  adv^BQce  l«vrr 

8 — H&ad   tbrottto  lever 

4 — Mr  adjuntinc  eoUftr 

7 — AccelerAtor  pedfti 

f— Outer  cAsing 

9— -Steering'  «haft 
10 — Qaftdr«Dt    bracket 

tube 
11 — ^Throttle  tube 
13 — Spark  advance  tube 
IS— Steering   column 

bracket 
14 — AdjuHtinir    riajp    for 
roller  bearlDgt 

OkAlaMri   ^ear  ibift,   is   B.   A.   E,   three   spe^d 
ctftadard;    flg.    1,   v^ge  490. 


15— Lock    riuf    for    No. 

14. 
16 — Steering  worm 
17 — Worm  wheel 
18 — Spark  advance 

Enechaniam 
19 — H&nd      llirottle 

mechantsm 
20 — Steermg     worm 

houaiug 
21 — Oarbnretor    air    td- 

jttJtin^   rod 
22 — Greaae    plug    worm 

fear  bousmg 
a  lot    pipe    to    07 1- 
ioderi 


Qverland  doali  and  coalrol  units — ^It  is  prac- 
tically tlie  aanie  on  all  Overland  curt — except 
model  00  and  Country  Club  models,  which  have 
**bair*  gear  shift,  whereas  others  hafe  the 
**gata"  type  per  page  49,  fig.  2.  See  page  49 
for  gear  shift  movement ;  page  358  for  eleetrie 
system.  Also  P&ge  254  for  thermostat  of  ignL 
tion  system.     Boo  page  077  for  "Overland  4,** 


DOOeE 


Art&ngenieiit  on  Dasii  of  Somo  of  Uit 


K 


0HABT  NO.  214 — Gear  Sliift  MoTements  and  Instrument 
Iieadlng  1917-18  Cars. 

Vote:     The  late  model  Bulck  cars  nse  a  slightly  different   « witch  arrang-(?ment.   whieb   consist  of   two  fevers;  1 
tvr  ignition,  the  other  for  tho  lights.    There  is  also  an   oil  gauge  on  the  cowl  board.     Otherwise,  gear  shift  etc.  _ 
Uie  same.     Badaon  model  •*0"  uses  two  switch  levers  instead  of  buttons;  left  lever  '*ignition";  right  for  lighta« 
V'jii.MjiMt*    ruiHil'   i»  to   [ifjint'   vu^Tiom    tank   If  empty.     See   index  for  Hndion   carburetor  etc. 


^il 


7  ^*f     .-i.T  ,v.-"^t.*    *>  :    •  -:  -Yt  f%n  ?>»■  mama  «f  i 


See  pagti 
Cu^aKTon,  etc,  i:?'J 


OPERATING  A   CAB. 


489 


CHABT  NO.  216— Gear  Shift  and  Instnunent  Arrangement  of  Leading  1917-1918  Oars. 
8e«  paft  188  for  OsdilUc;  pace  204  for  Studebaker  Ohcisii  and  pmge  868  for  Studebaker  Electric  t 
rofariag  to  ind«  for  name  of  car,  varioaa  fear  ahifta.  etc.  can  be  located. 


By 


BOO 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-POUR. 


W Plunger   for  priming.  Z— Clutch    pedal. 

X Starting     twitch      (lock        A-1-Accelerator  pedal. 

above).  B-lBrake  pedal. 

Y — Starting    switch    handle. 
See  page  349  for  Pierce-Arrow  electric  syatcm  and  page  496 


'^Pierce-Arrow  Dash  and  Control  ITiiita. 

A — Oaaoline  rsgulator  on  column. 

B — Steering   wheel. 

O — Dimmer   button. 

D — Klaxon   horn   button. 

E — ^Hand  brake  lever. 

F — Gear    ahifting    lever,    (aee    page    490.) 

O— Clock. 

H — Handle    to    operate   Tentilator    (VL)    on 

hood. 
I  — Autometer  or  Odometer. 
J — Knob  for  setting  tenths  of  a  mile. 
K — Speedometer. 
L — Knob    for    setting    odometer    trip    figure 

back  to  sero. 
M — Gasoline  gauge. 
N — Dash    lamp. 
O — Oil  gauge. 
P — Ammeter. 

Q — Spark  lever,     (see  page  496). 
B — Throttle  lever. 
S — Left  hand  dash  cabinet  door. 
T — Lighting  twitch. 
U — Starting  button. 
V — ^Hand     pressure     pump     handle     (arrow 

pointing  to  the  right, — **off'*   position; 

arrow     pointing    to     the    left. — •'vent*' 

position), 
for  ignition  timing  and  spark  and  throttle  movement. 


Locomobile  Dash  and  Control  Units. 


37 — Ignition  switch. 

38 — Gasoline  pressure  gauge. 

39 — Dash  light. 

40 — Speedometer  and   Clock. 

41 — ^Voltmeter. 

42 — Oil   Gauge. 

43 — Locking  switch 

44 — ^Hand  pressure  pump. 

45 — Starting  button. 

46 — Panel  light  button. 

47 — Side  and  tail  light  button. 


48 — Head,   tail  light   button. 

49 — Clutch  pedal. 

50 — Brake  Pedal 

51 — Accelerator  pedal. 

52 — Carburetor  aUjustment. 

53 — ^Throttle  lever. 

54 — Spark  advance  lever. 

55 — Gear  shift  lever. 

56 — Hand  brake  lever. 

57 — Dimming  button. 


See  page   862   for   Loco   electric   system;    page   542   for   firing 
order;  page  108  valve  timing;  page  496  spark  lever  movement. 


Fig.  21 — Shows  the  Locomobile  operating 
lerers  and  fig.  22,  the  4  speed  "gate,^*  show- 
ing the  movements  of  reverse,  Ist.  2nd,  8rd 
and  4th  speed — see  page  490. 


FUSE  ©OX 
pL  GAUGE 

CMOS 


_F| 

■•|iwi«ui."|  1 

LiL 

1 
J 

Fip.    22 


Pig.  21 — Locomobile  operating  lever. 


Chandler. 

FIff.  28 — Oliaiidltr  Dash  and  Control  nnita — 
the  gear  shift  movement  is  the  8.  A.  E.  standard 
8  tpaed  gear  shift  shown  on  page  490 — which 
it  used  by  most  of  the  manufacturers,  see  page 
642  for  firing  order. 


Fig.   28. 


CBABT  KO.  217— I>aaliand  Control  Units  of  Fierce-Arrow, 

^On  th0  Ufr  model  Plcree  Arrow  the  switch  (X  and  Y)    are  now  two  lovor  iwUdlWi; 
stmrtinsp  batton  (V)  moonted  above  the  two  levers  and  Klaxon  bom  bnttoa  la  lit  el 
'^doiB  LoeamobU9  and  Ckaadler  are  practicnUy  tbo  tame  as  a\Mx%. 


;  1917.18. 
mmA  Uffhtt;  with 


INSTRUCTION  No,  55^  ^o^ 

RULES  OF  THE  ROAD:  Pointers  on  Driving.   Traffic  Regulations. 

Tbe  driver  of  a  car  should  be  careful  to  observe  the  rules  of  the  Toad»  for  damages  are  not  bo 
^liable  to  be  collected,  if  he  can  prove  that  he  was  wliero  he  should  have  been. 

Throughout  the  United  States^  the  invariable  rtde  Is  to  keep  to  the  right;  in  England  it  is  just 
^tlio  opposite. 

The  following  is  a  fair  example  of  traffic  rules  which  may  vary  slightly,  but  practically  repre- 
sent the  rules  iu  different  large  cities, 


DEFINmONS. 


^^B*V#bl«i«"  todu^tpv  4iiJmBls  Uiat  4  re  ii!d»  rUUlen 
^^H  cr  drttrm  ta6  «v«ry  borve-drawn  nr  OKlor- 
^^H  drlTCti  caaT«7tnc«  ricrpt  A  •tnnrt  rut.  itk* 
^^B     12H.  R«T.  Cod«,  l»li>. 

^^■iMw**  laclBtfM  lb*  rld«r  And  drUn-  of  a 
^^B  iMMv  tbt  rUlir  of  hiryclta  ami  motonudea  and 
I  tM  ftfttialai-  of  aay  aU«r  i^lel*.     I9*c  12M 

I  'X^AMlMted    dlaivkl*'   cMsUU   of   ibo   ftollowLnc 

4tmtTVbt4  linata.  tdvU:  Tblrd  Ktir^t  tw 
»■■■*  I«aut  ftrvfit  tpd  Cb««toiit  stmt, 
FiNUtb  Stnvt  b«t«f«9  Wai^lxiftoD  Avenue  and 
ChMCBvC  Itrtvt.  Broadvaj  b«i*c«ii  Wiuhlbc- 
K«a  At«Bi*  AAd  M«rk«t  St*«*L  stlxtli  Btnvt 
Wwblnffton  Armo*  aqd  Marl«>t  Ktrmt. 
StTMt  titw^p  WatblnitoQ  Avenor  md* 
Stflit^  Stnct  between  Wmb- 
lactSB  Af«MM  aftd  Market  Itreet  Ninth  Street 
balwwtt  WttbtDctra  Avuva  tJi4  IHoe  Stntv 
TmaXh  Ifairt  baftmna  Wasblacton  ATfsao  and 
1>lB*  tmM.  IftolMi  Stnxt  bctwwo  fr'oortb 
M*t^  ttbd  Bl«btb  StiTvt  Cbc«tog{  Stnat  be- 
tVMB  rovrtb  Btrmt  and  Nlotb  mtixL  Pine 
SttMt  bftwMfl  TbLrd  9trHt  Bbd  T«ath  Street. 
SC  Ch&rin  fftrwt  tMPtwwA  Fourth  9tr««t  and 
TlHrtk  ttnct.  OllT»  fStrwt  b«tw««B  Third 
Slairt  and  Tirelftt  Strwrt.  Locnal  Strvrt  he 
mta  Tblrd  8t7«et  and  TbnvM  Atcbuc 
WsAlAftoB  Av«ii«*  b«t*«ca  FDorth  Stmt  atd 
Htnth  Itjwi.  Orand  ATeng«  between  Llodrll 
B^aldTard  and  Monraa  B^nH     48»<c.  1333  ft.  r. 

■SlittI'*  daaltaaln  enrr  bi^liwtjr  nad  plac* 
OMil  by  or  Jatd  oqI  for  tbe  aaa  of  Ttbklaa. 

<iM.  ISM,  a.  c  m«K 

'^0  patb'^  BicajiA  to  iUfid  or  tiofc  anj  Ti9hkl« 
«&  a  ^ub1l<?  bicbwar  «%ea  l(  H  not  bains 
)oa4c4  or  unJoaded.     (S*e.  ISM.  B.  C  m*) 

AUTHORITY. 

at  all  timrs  promptly  oUer  all 
ite  dlrvctloni  of  ■  pollca  officer  co- 
in dlractlDK  traffic  aa  to  atoppluc.  vtarl 
U^  a^piTMiis^tttt  or  deparUnv  froai  aojr  i»lac«; 
tia  aaaatr  of  tatiat  ttp  or  aattios  down 
DM^aaiunii.  loadlos  or  «iiliiadlD|r  food*  tn  any 
plftc*.     cSw    i2^  n    C    lSt4  anend^  b>  Ord. 

UCENSE. 

tlAZK  UCMKIX  ri^TXS  aba]]  b«  coDipK:aoiia- 
ly  4U«pl«T«d  t^  flrmlr  flied  on  tb«  front 
mk6  back  of  anry  motor  tt^lck,  «sc«pt  motor 
r^cloa  B»d  eaotor  irkTcJe«t  wblcb  aba  It  dltpLa^ 
Vtmta  Liceoao  Flat*  peTmaoaotlr  fasivopd  to 
tte  »Kk  mij     (6Ut»  Law.  IMT) 

Lkana  ptataa  ibai)  bt  kapt  Kaaooablr  rkao 
4SUie  Law.  IPIT) 


^Street,  Traffic  and  Parking  Ordinances. 


LIGHTS. 


m  TBMMCtMB  wbU*  oo  the  publk  blfb- 
wmra.  wkaCbtf  in  op«ratio&  or  oibcrwl»(^  from 
a  telf  b4«r  after  aooMi  to  ■  balf  boar 
tj^an  VBarlae^  and  wbaa  toE  or  otb«r  atmn« 
pbarl«  eondltloiu  rasdvr  tbo  optraUon  of 
nbleir*  dlaB«ifoaa  to  traftlr.  tball  c^rry  at 
Cb«  £ro«t  at  leaat  two  llcbt^d  Tampa,  oot  rx- 
CMdlatf  U  csandl*  powar  «aeb  (except  tbat 
■MorcyrM  akall  carry  one  Hifbtad  lamp) 
*howtas  wblG*  lirbta  fUlble  at  leut  £00  ttrt'i 
tbead  and  raTeallsf  abjf<-ta  ISO  tvat  nbud, 
adJatatMl  aBd  dtracted  »  that  on  Irfct  eronad 
lft«  ivalB  abaft  of  llgbt  aball  b«  projpctva 
«ilf«trbl  forward,  oo  portion  ol  It  belnv  aborv 
tba  )«4«1  of  Ibe  lamp  nor  mora  tbaa  47  lnrb«x 
ab«TO  tb«  cronnd.  Electric  b«adllfbt«  «ball  In 
addiittaa,  hmre  tb#lr  door  rl*«Mi*  »t<'*"^d. 
of'  be  ao  fbraicd  tbac  tbnp  li|Fbtc%i 
•baJ}  app««r  blurred-  (Stala  Law.  mi 7 ; 
sfi4  lar.  iSlt  A,  C,  11U>. 

|1«4  ncbl  an  near  At  all  ilmca  wbru  U^bii 
afar  rvqnifvd  Ibcra  abaJJ  ttf  caxMad  at  tbc  rear  a 
Hc^tMl  toap  aibtbjtlnc  o«i«  red  Ufbt.  plataly 
TlilMl  tot  800  fa«t  lowaTda  ibo  rear.  4  91/it< 
Law,  1»1T;  aAd  Sac.  LUSa,  R.  C  191^) 


Sld«llffbtit  or  tubatltulea  tbcrvfor.  maf  I**- 
aaad  witb  altctrlc  bslba  pot  atroeccr  Ibtn  10 
candle  p<kw«r  a»cb.  provided  tfca  coadcuaed  Hrltt 
la  pTPjaetM  forward  and  If  poaaJbIa  downward, 
bakrw  tba  laral  of  tb*  laiop.  asd  prpvidad  tb* 
f  laaa  opaalnra*  cmltiLnr  Urbt  art  ctcbMt  or 
croond  aa  r«qalr«d  of  bcodllcbts.  tSUtd  Law, 
IfttT;  and  See.  laila.  It.  C.  1914 1.  Oroaud  glaM 
botbc  nay  ba  aj«d  loatead  of  barloff  Ota  rbiai 
openlDf  atcbad,  gronnd.  etc 

flpoiltcbta  abalt  oat  b«  awd  r>n  ib>>  (>ui>lic 
•tre«ta  »ic«pt  m  emerg-encle*  or  when  bea*! 
Ugbta  are  Liiad«<auato  owlug  to  ralo  or  tof  ami 
tb«n  o»ly  providing  abaft  of  Itrbt  la  dlr«i-UHl 
wall  dowsward  and  at  ao  tliaa  lnu>  th«  eyea 
of  olber  paraona.  Outalde  of  tbe  city,  tl^ey 
may  be  uaec!  tf .  directed  well  downward 
nod  not  tnto  tbe  ey«a  4>r  otl^er  perwna.  (Stntp 
Law.  Ml 7;  end  8er.  131ft,  R.  C.  m#» 

MOIt«eilRAWX  VKHICLEfi  fr<M0  nui\  bull  Liunr 
after  aiuatt  to  one  balf  botir  before  vnnrlwf 
daring  tbe  J&ootba  from  October  to  liar^b,  Ln> 
t,loalv«  and  from  ona  hoar  after  aun aet  to  one 

'  botir  befPre  apurlaa  donna;  lb«  montba  fratn 
AprU  to  Septeaabttr.  liiclo«lv<',  aball  carry  at 
leaat  oa«  llsbt  flfaawia#  wblTf'  from  tba  front 
imd  rpj  fr*jtn  I  In-  r«^r,  vl»illitc  u  Olatonrr  i«f  flit 
Uaat  ftOO  feet     (Sec.  13W,  H,  C   ItHJ, 

LiOHTS  AKO  WAANIKOli  UPON  KJITK^'- 
jUONB  flbaJI  b«  p]a«-«<"l  vr\n-»  sxtty  fiart  itf  tUc 
load  projMta  laore  cban  five  feet  beyond  th* 
rear  of  tba  v^lelaw  Soeh  txtra  llfttt  or  ware- 
l&f  matt  bo  placad  at  tba  aatrtmlty  of  ib*  pro- 
Jtactloo  ajtd  be  vlalble  from  botb  ildea  and  from 
tba  not.  (Sec.  Un  B.  C.  19t4  and  paoaUy 
Sac  in^  B,  C  Itll) 

VBHICLK  BSINO  TOWSD  aball  bavo  aepanttiy 
diaplajed  tberw^n  tbe  ilfbta  rogalrad  oa  vabJ- 
<']tn  at  tba  cliaa  to  wblcb  It  balao^a.  (Sec.  ISia 
and  1S12.  R,  C  1>14>. 

UlCYCLSa  wbUe  on  public  blgbwaya.  wbetber  in 
operattoffl  or  oiberwlae,  at  tba  tlma*  and  aoder 
tb*  rondlUona  apocUlad  for  MOTOR  TBQI- 
CLBB  aba.ll  carry  ona  iigbtad  lamp  ahowlnc  a 
wMle  tlcbt,  tlUbla  at  laaat  300  faei  to  tba  frost, 
and  alao  one  red  llgbt  or  one  red  reflex  mirror 
plainly  iltlble  from  tbe  rear  {State  Law,  IW7; 
and  Sec,  UOe,  R.  C.  1B14>. 

C70L0R  or  UOHTft.  No  reblcle  abaJl  abow  any 
otbcr  tban  white  ll|rbt  to  tbe  front  and  red 
Uffbt  to  tbe  rear.  (Sta(«  Low.  t{)17:  and  Sec 
1908,  R,  C  t»i4>< 

RULES  OF  THE  ROAI>  FOR 
VEHICLES. 

HOW  TO  DKIVA,  All  V«blcle«  aiall  be  drlwn 
Ic  a  cartfnl  aianoer.  wltb  due  ragard  for  tbe 
aafoty  of  Mtber  vvblclea  mad  peraoaa,  (Sec.  1^1. 
R.  C-  IPli). 

BIOSTS  or  vrJUCURS.  Two  veblt^Iea,  wbUb 
are  pasalog  earb  olb«r  In  oppoalie  directliioa, 
aball  have  tbe  right  of  way,  and  oo  olber 
vebtclo  to  tbe  rear  of  either  of  aucb  two 
rablclM  aball  paat  or  attampt  to  paaa  aotb  two 
vcblclee.     (iitate  Law,  1917), 

OVHJtTASlKO,   MKSTINO   AJfXI    TABUXO,       If 

oTcrtaklog  aootber  TttblcJa  (««s»pt  a  rtraetvar), 
pan  on  ,lta  laft.  <Bee,  1M7.  R.  C  1114).  la 
maaUnr  asotbcr  veblcta,  paaa  tt  to  tba  rlgbt 
K«cp  t«  tba  rlgbt  aid*  of  tba  atratt  (flaet,  1-100 
aad  ISaO  B.  C  1&1«>. 

^^aiCLBfl  TO  PA»«  OTHKR  YKttld-WI— 
now— KXCEFT  HTmSBT  CAM*.  A  veblele 
(ivertablng  anotbcr  ehaM.  to  pa^aUiff,  keep  to 
tb«  left,  ajid  aball  not  pull  over  to  tba  rlgbt 
antU  eutlhely  clear  uf  tt.  sor  aball  It  leave  tba 
line  on  tbe  right  UBtte«a  tbero  ia  a  clear  way 
of  at  Icait  one  buadred  feat  In  advance  od  tbe 
left^    <8«c,  iSST.  R,  C  l»Ii|, 

RIGHT  or  WAY»  VcLtcle*  In  tbe  ferrlcc  of  tbe 
Police  and  Fire  Dvpartmenta  and  Cnlted  Stala* 
Mail*  underwrltera'  aalvage  corpa,  emergency 
repair  watclca  of  puMIc  utility  compaolea, 
and  ambaLaocei.,  wben  In  tbe  courae  of  tbalr 
regular  duty,  aball  bave  rlgbi-of-^way  over 
otber  vehicle*.  (Bee.  1378,  VL  C  1914^  Saat 
and  weat  bouod  vehlcJea  aball  bave  rlgbtof-way 


over  north  and  aoiatb  bound  veblclei.  iJSec,  12S0, 
IL  C  IPU>.  Kxcaptlng  wber*  controlled  by 
traffic  regwlatlona  of  a  city,  the  driver  of  a 
reblcle  appreacblog  an  inl^raectloD  of  fal«bwaya 
aball  yield  tba  right -of- way  to  a  vablcla  ap< 
proocblBg  o&  bla  right    (Aut*  Law,  1«1T>. 

ATOP  BACK  or  STRKRT  CARS.  Tba  dMvar  of 
evury  vehicle  aball  ainp  at  tba  rear  of  any 
•treei  car  wblcb  baa  atopped  to  Labe  on  or 
let  off  paaacoger*.  and  abaJI  rvmaio  at  a  »tan4- 
atlU  QotlJ:  aueb  atfert  car  baa  reaomed  motion; 
provided  that  on  atreeta  In  tb«i  cotigented  dla^ 
trlct  vchlclea  mar  paaa  atrett  can  ao  atep- 
plng  If  tbty  cUmt  tbe  raantng  board,  or  lower 
at«p  by  aix  fact,    (Boc,  USS,  R,  C,  V»Uf. 

STOP  BACK  or  BDILDXirO  UNK.  WbOB  iO 
algnnlied  by  traffic  offker,  vehicle*  abaU  ai09 
bark  of  baildlDg  line,  laavlag  the  croaalag 
clt-ar  for  padeatrlana.    ^Ord.  Ko.  S0174]. 

VBBICLB  LiSJSrr  TO  DBX^T  TBAVTiO.     Mo 

on*  aball  drive  any  vabicle  in  aocb  coadlttoa 
or  BO  loaded  aa  to  be  likely  to  delay  trtfBe, 
or  canae  an  accldeot.     <Sec,  1285,  B.  C  IPli). 


iWlXHTII  or  TKAICLC  AXD  LOAI>.       No 

»balJ;  drir*  tbrougb  tbe  atreeta  a  vehicle  tb* 
width  of  which,  with  lu  load,  aball  ejected  tm 
feet,  except  on  permit  from  tba  Director  of 
Stiecta  and  ^wrra.     (Sac.  1297,  K.  C.  U(U>. 

I.RFT  ilDS  TO  CUBB  KOT  FRBMlTtKO.  1*0 
vehicle  aball  atop  with  Ita  left  aid*  to  tb*  nrb. 
(8*cv  128P,  R.  C.  ISU).  Sea  Special  rolaa  for 
One-way  Streeia  and  Alleya  for  ea;cepitQa. 

STOPPXTiO  AL0N08IDB  ATfOTHKB  TKBlOLB 
NOT  PKRMITTKD.  No  fiB&tcl*  *baU  Itop 
abreaat  another  vehicle  icBsgihwIa*  of  a  pnblta 
atreet  eicept  in  ao  eaaergeacy.  (Sec,  1290^  II. 
C.  Iftll) 

liLOW  Cr  OK  ArPROACBlXO  A  rUBtTMAX. 
Driver  of  a  motor  veblele  aball  alow  op  on 
approacblBg  a  padaatrUn  wbo  la  on  tb*  travel- 
led part  of  tb*  roadwaj  and  algnal  audibly. 
(State  Law.  1W7,  *e«  Bee*,  t2TflL  ai>d  tTTT  H, 
a.  U14). 

SLOW  I'P  OH  AFPBOAcmira  iirTKBaBc;n>'0 

HIGH  WAT,  CirmTX  OB  COBNBB.  Tb*  dflvar 
of  a  motor  vehicle  oo  approaeblaiff  aa  later, 
•pctlng  highway,  core*  or  echnar  wlMr*  bla 
view  la  obatmcted  abaU  alow  «p  ao  a*  to  readi- 
ly atop.  {Btale  Law,  IMT  and  Dee  Sece,  iTtt,  llTT 
and  im.  R.  C  If  14), 

ftATBTT  lONBB.  l«o  vcAlclea  aball  croaa  or 
fnter  aaDety  aonea  aa  dealgnaied  by  tb*  alcna. 
(See  8ec«,  78T  to  TBS^  R,  C  I914J. 

TTRXINO.  A  vehicle  wyblag  to  croaa 
aide  of  the  atreat  to  tbe  otb«r  la  a 
dlatrtct,  eicept  In  the  congeatcd  dlatrtct»  aiiall 
go  to  tb«  saxt  Lntcraectlog  atreat  bafora  making 
lb*  turn.  <Bm>  Boca.  1271  and  UTS;  B.  a  J»U* 
and  Sec.  UM  COog.  DlttK 
Vehicle  tanUng  tato  asotbar  atreet  to  tb*  rlgblu 
abaU  Iteep  aa  near  tb*  right  hand  rnrb  aa 
poaalble.  (Soc  IM^  B-  CI.  1B14),  Sm  Sp«elal 
Itulea  for  One-War  8tre*ta  and  Alleya  for 
exception. 

Vehicle  turning  Into  another  atrect  to  tb*  left 
aball  toro  around  lb*  latcreectlon  of  the  cestcr 
Itaa*  of  tb*  two  atreoCa.  ia*c.  1270  B.  C.  Itflty. 
8*a  Bptdal  Bttiaa  for  One- Way  Streeta  aad 
Alleya  for  eicepiloa. 

SIGNALS  OK  LBAVINO  CUBA,  SLOWING  VT^ 

sTorpiNc  OR  TUBjrnro.  The  driver  aliall' 
give  an  admnco  algnal  to  thoae  behind  by  bold* 
Ing  oQt  the  band  or  by  aomn  approved  atgiial'- 
Itof  device,  ao  a>  to  Ifldlcale  intention  to  tlow 
up,  atop' or  turn.  lo  approacbtng  nn  later* 
eecUng  atreet  where  other  vehicle*  are  ap- 
proaching or  where  a  traffic  officer  1*  localad. 
tbe  drtvera  of  vehicles  ihall  dealgaata  lb*  dt- 
ractloD  la  wbtcb  they  wUb  to  proceed  by  atgtiala 
or  word*.    (Bfca.  iSn  and  1374,  B.  C  IPli). 


BACSnrO-    The  driver  abaU  give  ample  warning 
t*  tbM*  bablod  by  hand  or  by  aoaw  approved  . 
adgBaOIng  devic*  before  baddug  and  cooaiant 
care   aball   b*  ex*rcla«H)    to   avoid    a   r*lll»loi% 
while  dolsg  ao,    (8*r.  1275,  R.  C.  Mil) 


L  on* 


*St.  Iioais  Trsflle  I*sws  snd  Bs^latlons  as  an   Exsmplo.  Compiled  bi  VLr*  3«  Y.  O'llo^i^^W  k\\t.,  \vci^«  ^vx«rN^« 
of  Mr.  C.  M.  TsTberl,  Director  of  Streels.  St.  Louii*  Uo,  — taTk\\Ti.^a.^5L  tiw  ^%«,%  ^™ 


ito 


2 


602 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-PIVE. 


gOUkg   Ul   tk«    MM    «tr«ctlM. 


Safety  First— Bead  and  Bemember. 

The  following  is  an  advertisement  in  which  Chicago  manufacturers,  public  service  cor- 
porations, financial  institutions,  insurance  companies,  firms  and  individuals  co-operated.  It 
speaks  for  itself. 

Don'ts  for  DzlTen. 
Don't  approach  street  interiections 
at  highxtpeed. 

Don't  resent  the  traffic  offie«r*a 
directions — he  is  doing  his  best  to 
prevent  accidents. 
Don't  overlook  the  rights  of  tlM 
pedestrian — ^his  life  is  just  as  im- 
portant as  yours. 

Don't  fail  to  give  signal  with  hand 
when  turning  or  stopping. 
Don't  drive  on  the  left  side  of 
street  or  cut  corners. 
Don't  permit  your  chauffeur  to 
speed.  You  are  Just  as  guilty  as  ho. 
Don't  use  your  big  headlights — 
they  blind  other  drivers  and  pedes- 
trians. 

Don'ts  for  Pedestrians. 
Don't  cross  streets  before  looking 
both  ways. 

Don't  stand  in  traffic  route  when 
waiting  for  street  car.     Remain  on 
sidewalk  or  in  safety  zone. 
Don't    cross    street    except    at   the 
regular  crossing. 

Safety  for  Children. 
Don't  cross  a  street  without  first 
stopping  and  looking  both  ways. 
Don't  play  in  the  stret,  especially 
in    one    frequently    used    by    auto- 
mobiles. 

Don't  steal  rides  by  hanging  on 
the  back  of  wagons,  trucks,  auto- 
mobiles. 

Don't  throw  a  stone  or  other  mis- 
sile at  any  vehicle. 
Don't  use  roller  skates  or  coast- 
ers on  the  streets. 
Don't  ride  on  the  left  side  of  the 
street  and  near  the  curb  while 
riding  a  bicycle— stay  on  the  right 
side. 

Don't  catch  on  to  automobiles  when 
riding  bicycle. 


_y^ 


ng.  4 — In  tsratng  convrs  with  «  car  cots 
toe,  MM  tifBal  with  yoar  hkod  to  ia4ic*t*  tk* 
4tf«cti»a  yoa  loUod  U  c*  aiM*  f«r  him  to  •!•« 
»p.  Alwayt  obMTv*  •  crntrai  ^i»t  O  in  tlia 
iaUrMCliwa   of   iir««t»   and   elaar   it   vbca   lam- 


6— Tha  Silver  of  «  vcblcto  tanilai  u  U* 
Mt  fnm  Tight  hAad  itda;  tliMild  mm  ih«  ccstar 
•t  th«  itrcct  iDt*r»«rtioa  b«r«ra  awklBg  a  tan 
In  caac  be  wuhrt  to  naka  a  licbt  hand  Mm 
He  «ho«M  hue  rurb  at  clofcly  at  paaaibl*^ 


.■    '       •     ■ 

1   1 

rig.  C— In  ttopp:nc.  d«  not  (acr  rsr  la  wraoc 
dirfttioa  atop  »itb  il>r  rifhi  k<dc  o(  car  to 
Ihr  tarb 


-^^ 


rig.    S — Slow    going    vaMcUl;    hrtp    cleac    to 


rig.  »— Bow  M  Mto  AmdA  tun  a  ^tam 


mt  u^ihMoa  »{ 


■  Mar..  ikmU  Kft  iht  n«»t  ./  mt.rtfmtlt—  af  U 


It  l8  the  rule  in  many  cities  that  when  two  yehldes  ap- 
preach  a  street  intersection  simultaneously  in  the  maiin«r  U- 
Instrated,  the  vehicle  at  the  right,  as  indicated  by  the  heavy 
lines,  shall  have  the  right  of  way  regardless  of  the  direction 
traveled. 


CHABT  NO.  21»— Bnles  of  the  Bead   in  Driving  Stralgbt  JOmd.  PaMtng  and  Tnmiiig. 


r  jkirftoACft  or  timm  attamati 

Iv^r  «f  ■   VTblrf(>.  «a  ftttprotcb  cvf  flrr 
or    Sn?    it>|^r«to«.    tb*M    lmin»c4lAt«l5 
r  1^  mM  t^hfct*  ••  nc*/  ••  pr«otlMbl«  to 
I  mft,  |>ar«llcl  tb*n><A   tad  bHajr  It 
«trt*t  tmn  ihall   Inmctfltr^lr 
iDlanwctlar    itir*!*    ■&«    kiwp 
M    lb*  R|>^TQ«rh   6t  flr»  I'lifia*   er 
wtlMe  trt  iRp(i«»t«*      (8k*.  138  and   131.  R 
C  UM> 

VBincxss  TO  mxmr  vnuK  mokt  baxo 
Ct:«a«.BSC]EVTloai«,  All  tpfclrki  ■h»l»  lt««i' 
i«  tm  fi«*t  vi4  w  SIM  tb«  «trb  •*  iH>«lbl«t 

R.  c  mi) 

Msm  oTsm  vsxiGLSi  »auv- 

I  piiiTliJooi  »ei  fortb  La  IJMir  r*Bp«ctli« 
(ft*#  Swift  OB  te  eu  It  Ct  1M«<> 
»  oiTM  irjn>B«  i«  Yiumi  oiJ»  to  u>tf  c. 

Xo  MM  otttlrf  tlxtKeo  rtart  otd  »b«JI  drl^v*  wn^ 
I  pHhIlr,   BBintMrnl^   Ucviucd   of   bualnrM  vrhltlr 

Nd  <r«rUflc9t«  of  »tg;Lftir«Uo&  ut  a  t-bAitffi»iif 
MhM  ht  ImiatA  to  WBT  pcinou  uodu  oUbtrctt 
raftn  «Jd.  <»tatc  I^w,  1017), 
nsr  TO  BIOUT  DKITB  on  VIVUISO  PAUU- 
VAT.  Od  ■  •Ifwt  dJvldHNI  l«ii^tu4mjlly  by  j 
parkwa;  ifiblcle*  ftliiii  keep  lo  ib^r  tlttht  cf  tiQ%h 

iflce,  idsm,  c  1114), 

-  WttSMI— ySJUl  CUttll.  N0 
a  ciB«rs«iK-y,  ur  lo  ftll>iw 
lagtifT  Tft&k)»  or  pfAtrntiMA  to  <cro«i  lli  vmlh 
•k«ll  atup  la  uaj  pnbUc  ftLrwt  <»r  hlfhwnr, 
tsevpt  Mu  Ik*  riiifet  k*»i  csrb,  ab4  fto  ««  tuA 
ti>  obotrvec  ft!  rroMtniv  mi  abftU  Hot  itAp  or 
«tae4  irttUn  tb«  lafM«*«U*D  mf  an)  vtrwl^ 
<*«K     »»     It     C      t»M)        9**     Kfff      otwway 


[  »l1#btinf  froa   ffrvvt  eart.   b«  Mire  lbi> 
Y  <mr  iMTtMv  «roa«laf   b«blo4   ckr. 


Wh<i» 


I j-j-u  u  u  u  U  L 
a  a  □  aa  n  cm 

□  □□□□□  CTO^ 

□  D  □  □  a  n 


n  D  n  D  □  □  pi:!™r' 

C3  1^  C3  E:p«S3*4:3  1=Z" 


ACCIDKXTl.  So  «*t  at  ma  ■«c-lil««it  due  to  Ibe 
opc<«tJ«B  of  anr  weiiiclc*  tbf  ^tinr  tb^^-vof 
■hall  ««»  mud  reodfr  vgeli  atalatatKc  na  hit 
caa.  ftf*  bu  aawi  aad  addreu  to  tb«  pcnon 
lalacad  or  l*  aay  oili*r  ftPjmiM%  wbo  quM'tl^n 
lki»t  b3h1  Rport  tht  ftAme  liiiin«<j  lately  to  Itiv 
roBet.     (8U1«  Lav,  WIT) 

l»^roxtCATIOlt,  ]9»  pencil  «bll«  ushiI^i  ili« 
tiklta«a«*  ot  IntoxiraUHfr  Uqoor  abatl  ilrlw  SAjr 
ILad  •<  vfebklt  on  lb»  pnblle  bJfbwv*  (Sttte 
Lav.  lilT}. 

rAOCBauoiiA.  Ma  tciUcI«  •ban  be  drivHi 
thmoifb  i  f«i»<9ml  pmecaalps  Occpi  rulltXt  l'U'4* 
Dapntaaat,  taJ^fasw  Corpt,  ctB«rifviic7  Ti>pi>r 
v^lelM  «f  poblte  aillJtr  cstnpftDlM,  TTniicd 
<lilaft  Hall  and  ■Jabalaacct.  wbte  oq  >Ji»ir 
(iML  IMP.  ft.  C.  19Jt>. 

oiMrrftrcTiii»9(  vv  %kiiiclK8  ajtd  in  tea - 
msvnr  vriTB  8TKKBT  cars.  No  r«bkk 
•  t,#r)  •«  atansl  <«  acf  ctrMt  ■•  to  int4>rrtipt 
«r  ibli'rihprr  «tll6  tbt  p«««ax«  <»I  ftfWC,  •«»•  ul' 
i>t»vr  VTlilrhiaL  (St<r.  ISA  tt  C  1914;  mfv  %<rr 
1J9C  K  C  IPUL  Tbli  applln  partkolBrlj  to 
««lik-lc«  fftaodlQC  B«»r  th*  (^ruet  *o  a>  to  Ih 
■»r#i4«  *iib  «tT««t  can  rouodlaf  cofTr«- 

AtrroMoeiLs  "tiiALx.  be  lftt  ijiat- 

TKMDKIft   WITH    MACH i:\KllV    IN    JCOTfOM. 

^o  aaioBwbU*  «li«U  be  iv'ft  tipoo  mtkf  4Lrevt 
«a4tl«it4ad  wbite  aiijr  poriloa  of  lii  maitilBiTT 
la  la  natloa.    4S*e.  I2n.  S.  C.  t31«> 

VKIglCL**  J«Or  TO  OBiTRCCT  lUfl.  IIOXEa. 

Il«  yrtlel*  abaU  b*  aUawed  io  tuad  oppaati* 

~      ■  maSk  box  M  Cbal  rmi*«&l«al 

acr<«M  UkMtCa  la  •balrui^trd.     iStfc.  t»S«.  II    C 

ISUJ. 

E?<CTn  or  TOW  LIWIJ*.  AtiJ  TvUcla  belot 
i»a«iii  aJlall  tt*  ao  evba^Kled  aa  not  t^  Imvv  • 
iIt«faB««  ar  8K>rv  Ibaa  l:::  (««(  brtwcico  T«liklea 

^UUft  OH  ftTmSXT>  A1.LST  Oil  DKrTKWAT. 
y(9  parwn,  im  or  corpora tloe  tball  tbritw  or 
pi«if«  mof  fflaia  Dpoa  an;  poMicatrvct,  aUvy  or 
(tr;*rwa|  F*aalt|r  op  to  tl«>  for  e«b  oft»«a» 
tx-^.  la*  •««  taw,  R    C    t?]li 

Rll-ES  OF  THE  ROAD  FOR 
PEDESTRIANS, 

O«A««tJ|TI0;K  or  TUli  |illl.lC!«,  ('«i3««irlaii4 
ftf  obMrrtsv  u»e  ra)#«  mu  fvctutALa  tb*  m>n. 
tami  «f  tneae  and  iutaleiu«*  iiaiiffiT  to  lb«w 
•a^va*  WkUe  lb«f  bjtiv  (Ui.  Hrb^  to  ^roa*  tba 
Tm€*V  l«  fl*lMr.  It  N  li>trnd«d.  prtaarUr, 
for  ndUrniar  tralfir. 

omm  aTkrrtMc  rnoM  tmr  ctsB, 

laft   tad    lb«D    M    ib^    rtfbt   ftrf 

rpB  TVS  •l»0ri.4k   CHOMIHO,  »?«  rr«aa   at 
fld!bl  •tiglmt  *»{]  DM  la  ib«  alddla  of  ib*  bUf  k 
«ir  fllaroaallj  at  )QtcrB*ctloa«> 
^^^MJI*  ^*  aiSXWALB  WMBX  WAiTlTtO  tOR 
^^^^^^■pT  rAli  wattl  ibc  tmr  appniaibiii 
^^^^^B  VttArrrc  omrvBH  mcnals  axu 

^^BHSh  AWDa. 

^^K^aii#btin#  1 
^^^^laar  b>f  c 


^      ^       «t 


CONGESTED  DISTRICT. 

{•*•  "S«lam*na"  aod  31«|i  tor  Soutidarir.) 

B*t«Mn   lb«   boora  of  7  A.   31    uaa   7   P    M,   tbr 

fblleirlor  rrfslatlon*   ahatl   hf  cBfornfil   Id  tb« 

Tocmatad    DlatrtcL"      (Sac,    UOP.    It.    C     \SM 

and  £k.  13SS), 

HOV  TO  rARB   UDKGBll   Tir.«  '  i  mi 

tt«  Tcblria  abaJI  ramalo  ror,' 
•ana  plu^  In  tb«  iconffeatt'ii 
tonaar  parlod  ibaa  oa«  bour.     '  •* 

%xS  tvblrlva   for   pobilr  hlrr,   nf.pretli.or    ut,iti-i 
proper  p«rCftlt»  an>  ue^mpt.     (Ortf.  Mo.  3iH4D». 

VCmCLSS      POB      ADVKilTlRiNC      XOT      TO 

•TOP.  VablfLea  for  dtfpUjr  adTertLalng  c.r 
pobtlr  toap«Pt1oa  abail  urrt  aiop  Dllblu  tiK' 
coB|t««t«d  dlatrlct.  ttc^pt  on  4lr»*t»o»  of  irijfflv 
•fflcrr  or  on  approach  «r  flrv  apparatua,  aotl 
ftball  BiOTV  at  not  le»t  ibao  tbr««  inllea  p<tr 
boor.  <§««,  uaot  IL  C.  UJ4}. 
-WO  PAJIlLlTto"  iPAOBf,  Tb«  Dljartor  of 
Sirwta  aod  8ew«r«  la  aotbortai^  to  d«ri<ruat« 
apacf-a  on  tlibcr  aid*  of  aaf  atrwt  wKxrit  tio 
ir?blr1fl  tlialt  "taod  for  a  loader  period  tbaa  W 
D«<4r«iHarT     ft>r     t&r     dJacbll,rfC     or     Ti«<<tt»i     of 

JtnOMUin  >-•      iir      fr^lctlt      Afl4      Mot       Ifv'HtfT      'hitn 

AftaNPD  minis (i-*  wbllr  so  fonafed.  Th«.'a'*  np-Ji^-^ 
*bal|  tvr  ftcaljnioU-r1  tij'  »frirUli  %\%Un  H  •tiiill: 
bo  nnlattrful  for  aoy  peraon  to  pi  art'  au>  -tjjn 
dcJillTQatlnf  atif  portion  of  a  atrvrl  n>  a  t^la'r 
at  wbkb  T*blri^  aba  1 1  tioi  tw  parh«!d  «».-*iri 
lh«  alfoa  aatborlaad  a«  abov*  ««er.  inVK, 
R,  C,  WW). 
BHTKA14CK  TO  FmLIC  BClI.l>l3IG».  ^o 
r*h1rl*»  nhhll  ]iark  Irwurr  any  **utr4ittet  t«'  "f 
bulldinx  for  a  l(ioc*r  p«riod  than  itiirt) 
oatnati^.     tStfr    V^\     P    O    19HV 

coifPtm!  TURv     -  T  T  nn. 

liiBlTBD.      Nf 

mro  ao  a*  to  <•  ■  ti 

tajr    atrrV't    In    Up  » 

V«|i|r1e,  tn  ord«»r  to  iuru  Mrfiuo.i.  utiAii  t'«-  iirurn 
■  r«aad  tlw  blmk.  (S«f.  MM,  ft,  L*-  lt»14) 
Gva^r  or  Jrlr*r  inajf  be  latade^aKaaant.  uader 
tbla  aectloa, 
irlBB  aVIIBAMT  BBBVMVATIOM.  No  **blrl« 
uaBttimdf4|  »hal1  ba  left  atao^llnt  at  an^  tlaic 
witbio  Q  fact  i»r  a  0r»  lijdniftt     «Sc^    l^tiO  4<-» 

n   c  iai4>. 

SPEED. 

V«t}klea  on  (be  public  birbwaja  tball  b«  drlTca 
^\\  a  raraful  laaoarr  and  ai  aurb  •pnd  aa  not 
_       J  _   -  _J    _     la*  prupt 

m4»7 

TKM  ffBlrr  BBTWVIBM    %U.\\\\  <  >    M. 

IIWG  WKBJ«  rKOBSTBIAN  M  ^fl, 

No  poraon    In   cbarc«  of   a    >  v 

kajoa   (4  r«ia*   wttnlo    tea    \f-  jI'Ip 

In  froMt  &r  lilm  wbro  approaiMrnr  .mi'I  jfdAMLsff 
owr  a  rroaaljia  wbrvi  p«^«4trlaH  i«  AtK»ut  l«  pa^^ 
(Sac.  1270  H.  C^  IPlt). 

SPECIAL  RULES  FOR  ONE  WAY 
STREETS  AND  ALLEYS, 

atfttb,    BoTralta,    Kiabtta    «•>■    xi..n.    ^r,.^^.     «ii(t 

all  allwrft  ia  ib«  boain.  utr 

Oa#-««y     arraett     bav  t.^ 

ftHIU«t«    Tb»    loimnji  .   lev 

jwijvi.  ii!  IS...  ,uRi«  djr.        -.   „. ._,.  «nd 

"->  ''le.      lUrk^.J    Veil.,  iic^    ai^utl    on 

'-  fara.  ir«T)Dc  ipare  for  aafrt^ 
JJi'kur  iraffle  U  nut  (olarttipKKl 
t.  ...f.....  ^\Lhe  airt^c  idtrfl  tnki"  on  sad 
UlvLaftfc  ii^ki^aeuavra  aod  lb«  latter  arr  lot 
iM>daDferMl|  by  iquvuiA^  tcbk  (««,  tu  partlOB 
ai  au  angl«»  aatua  aiir  mjairtd  to  bfl<.-k  to. 
tbaa  th*  lap  wb«a  down  ofc^baafa  tba  watti 
wbUr  U  hcaAcd  lai.  Cb*  iopa  of  tba  \M.t%^\ 
UMtrblora  arooKI  aot  clear  tba  tiraat  eara 


SIGNS. 

-HAMtTT  tONlU/'  (P*ta  7*7  lO  TBO,  K  C 
1»H).  Tbaa*  *l(rn»  arc  i>tacsd  (o  dt^alsaatii' 
tika  apa<a  reaarud  for  pvlretrlana  valtlnf  for 
airaat  car*  aad  Ibrotiffb  vbkii  rabklea  aiuat 
aot  b»  dflTan- 

>*0O!rOBl$TZr»  PISTBICT*^  *\t^*  *fW  pia««dl  at 
all  arr*«t  cortierv  wltblD  \\\*  '•tageatMl  dtatrlct. 


"MO  PABRfKO"'  illtaa  ar«  C%ifnLab*-d  and  plac«A 
br  tb«  Depart  meat  of  Ktraati  aad  8««*n  an 
tb*  rarb  (o  daalsnata  tba  aada  of  t^  apaM 
wltblB  whkb  Tcblcic*  aaat  aoi  b«  parked,  la 
n<^»nlapc«  wlib  tba  caPicatcA  dlatrkt  rcfikta- 
tiooa.     {Bar  1J»,  lU  CL  m4). 

•OVR-WAT  TBAFFIO  BTBBBT.**  TbfeMi  a((aa 
itr«  piBrad  at  «acb  ativot  •'oroer  on  a  orvft -trsi' 
tralXto  atrMti  daalffoatlof  lb«  dlractloii  li* 
irbkta  tratrte  aiaac  moTc. 

"IN'*  ar  *OCT**  tiraa  ar«  placed  at  eutriui:*  to 
oa^'Way  iUajr*  In  tk«  dowatown  dlatrkt,  to 
dealtfaata  lb*  dlr«ctlaa  of  tratttc  tbroasb  tba 
aame. 

**acnoOL  XOTfB"  atcna  aia  plared  on  altlier  aUla 
of  asd  100  fL  firoa  scbool  beUdlafa  aJ  a  warn- 
laa  to  drlvara  to  aaa  «xe*adlii|r  caca  for  tb* 
l^rotactloa  of  fhlldren  crasaloc  atrairt 

"•SOlvBt  or   <|DIBT*  alfa*  ara   placad   la  lb* 

u«i«bborboad  of  boapJtal*  aadl  ataailar  teatlta- 

lliKia»  Wbcra  particular  rar*  la  u  tw  axcnrlaad 

_  py  naiat     (Sara.  tltO- 


la  prawDilBa  anncon 
UW.  R,  C  liU).    ^ 


In  en  da  Acer  tba  aaf  Of  j  or  (njora   tba  prupart? 
\  anjoae.    (9tat«  Lav.  1»1T;  <«r    1301,  lu  C. 


IXTII       •THRTl       AVn 

IIC.HTtI       STRCRT 

BJtTlTKB^r     W  ^■       1 

*     HABHBT 

«OVTHDOI?Wl> 

•  lial)    ittOTe 

*€iDtl>  oa   Ibe  ■ 

WallloK 

tiblOa*  abai]  » 

>  loff  aooUi. 

at  an  ancle  of  *-'  Oi  cr'..-:* 

wjUj  ttit-  •urb. 

ABVRXTU  BTHKBT.  BBTWKi;?<  WA^m^iG^ 
TON  ANt>  MARKBT  Al'tl  MLMTM  aTHKCT 
ItBTWICR.V  WABfllTIGTOM  AWO  PINR 
50lltlllHil>X».  Vebkubar  traffic  a  ball  mor* 
iiortb  oa  tb*  wt<«t  aide  of  Ibe  alroet.  Waltir^ 
ir»Ul<lra  ahall  ataud  ot»  lb*  eaat  aid*,  far  lay 
BorUJ  at  an  angle  tif  90  da^rnrea  wllb  (b«  cwfb, 

f^FRICLKS     STOP     WITB      LBPT     TO     CVA^ 

Sinr*  traffic  la  morlaf  abtad  oa  tb*  l*ft  aid* 
of  the  Hrvel>  trpblrlea  cnay  atop  «1tb  beft  «i4* 
io  tbr  left  curb,  loDC  »nouitb  to  load  of  iinlni^d. 
bo  I  If  la(Mi<ilDf  to  park  laaat  tab*  ttp  nolUlon 
no  tb*  riibt-lund  aJil*  A  the  iiln.ci. 
TPRXI.M;.     In   larolns  to  tl.  r^ot^ 

way  Btr*«t  tbv  ceitber  tlac  or  i  b* 

paaaed  bcfbrt  aaklaf  tb*  t<  Mf  to 

tti.i    |.-ff    lato  a   oa^-war  »tr.         -  ^  r    Ufi* 

I-  ii«l  be  p«aa«d  brfurf  niaklccturu 

'  I  ^istvaa  OUTUCT.    la  att  mmi 

.'■«,  rvbK'Olar  irafflr  atiati   move 
all    aarib   «ad    aoutb    tM>T«    \\ 


PBX»BbTRlA3f  LnvSS,  At  certain  aCraat  eroaa^ 
iBfa  Id  tba  dotratowa  OlatrSet  vblta  UBaa  are 
Butrked  oa  tb*  raadwajr  paaaoiaiif,  arlllilB  Vbkh 
^eatrlBM  are  expactad  pa  ttar  wban  eraaalMK 
tbe  atrefrt. 

EQUIPMENT  OF  MOTOR 
VEHICLES- 


Adequate  brake*   eaitac   tt*    pioatoad 

aad  kept  la  xood  wofklag  «r4«ir  at  all  ttsMa 

(8Uta  Law.  U17>. 
WARNUre  OlQJfALA.    Brarf  motor  vcblcl*  «!»»' 
atod  40  Ibe  pub  tie  bl^bway  aba  II  be  e<|utpp*d 
witb   a  inrclat  device  capable  of  amlttlec  a 

•ottQd  adequate  la  vol  am*  to  tlf*  waralac  of 
tbe  approaeb  of  aald  «lil<l"  E»i?rj  p^rann 
operating  motor  Tablet*  iball  »ouad  lb*  wajra- 

itjg  d«Tlc«  wbeaerar  De*r*a*arj,  bat  aot  at  otb*t 
tlm**.    lAt&t*  Law,  ItlT;  ■•*  S*e.  US  aaA  IXM, 

B.  C  l»t4). 

KCnXRRB  ibaU  ba  aitacbad  ta  lb«  aafibca  af 
all  CBotor  TvbkhM  aod  aball  be  4^  anrb  capatftj 
a*  to  qttl«t  tli*  oMXtmaai  poaatble  aibantl 
iioise  as  c^mpleiely  aa  practkabi*.  (iitate  Ljlw. 
1*17.  aod  e*--  tllT  to  l».  n.  C.  l»l*) 

MiriXKR  crT-OCT  abatl  be  canplatelj  claaed 
dud  dlac^nooTtn)  froia  Ita  trperalLag  laear  Bo 
tbat  H  canj»oi  b«  opeaed  wblle  aald  vab|i!)e  la 
la  aaoUuA.  No  vekld*  aball  b*  4rlT*«  la  *tt<l( 
(Daaaer  a*  Ui  produce  uaaaeaaaarp  iMtlaa.  iStale 
Law.  10)7 1  and  Saea.  1317  l4i  19.  U.  C  1»1«). 

IXICRB.  Motor  reblelea  aboaJd  be  pruvlded  wllu 
Eroa<l  aod  avftlcleBt  lorka.  inalalted  la  a  aiaa- 
aer  tbal  wUl  allow  th*  norlof  cf  lAa  car. 
wban  L<ecMaarr«  by  ifa«  Pflli:^  aad  Fir*  fHpart- 
loeivi. 

Traffic  ordiiiAiicas  Blmiiar^are  pro- 
nand  frfse  to  motorUU  In  erer^ 
lArgo  city.  Whoo  touring,  on« 
i'lunild  Htfcure  ri  coi>y  for  e^ch  Urge 
*'lly  ho  entera. 

Oco  way  itraetv  bto  osuBny  Uiof « 
In  whlcli  xtTBBt  CRTi  run  in  on« 
direction  only.  AUefi  in  boainesi 
*(«sl:^lcl^  are  ftbo  one  way, 

Section  133Q,  onder  "Congartod 
DUtrlct*'  aboTO  ha*  been  umtndAd. 
Yor  inttance.  "No  Parkinjf  tpiifp, 
Mould  ai*f»ly  to  other  than  curiifest- 
ed  dUtritits.  if  in  tlio  judgment  of 
tUa  Director  of  8ire«ti  tuch  Bpacea 
lift*    necesaary,     for    interest     of 


Wlien  tuinlsg  to  ttie  left — pass  Aratind   iho  caster  of 
intersection  of  two  strc«tB« 


Wlien  lumlBe  to  tbe  rigM  krep  ue»r  rifchi  band  curb. 


On  erosBlug  a  Btreet — the   right   bkuj    vekielQ   b^i   tbe 
right  of  way. 


If  you  are  driving 
In  front  of  anoiliei 
•igtial  to  the  partj 
bi^hind  you  aa  above 
when  atoppiag,  slow- 
ing down  ur  turning. 


ApproAclilng  rail  roada — In  approaebing  •  railrofti 
croasmg,  especlaUy  If  there  is  an  incline  or  grade,  tba 
t'ar  should  be  dropped  back  into  second  speed  and  the 
approach  made  carefully,  first  to  determine  whethar 
to  make  the  croatlng  or  not.  aod  second,  to  be  la 
poflition  to  accelerate  your  car  suddenly  with  Tery 
little   chance  of  atalHng  your  engine. 

Many  accidenta  have  happened  becauae  ioexperi«nc«4 
drivers  have  become  confused  and  stalled  their  aa- 
gine.  On  noting  the  approach  of  the  train,  they  have 
thrown  on  their  power,  or  let  in  their  clutch  suddenly, 
with  the  result  that  the  engine  is  atalted  and  it  is  tbas 
too  late  to  move  out  of  danger. 

In  crossing  street  car  tracks  and  climbing  out  Of 
mts — flkiddiug  can  be  prevented  and  accidents  aroided. 
also  the  life  of  your  tires  lengthened,  if  you  will  learn 
how  to  turn  your  car  out  of  street  c&r  tracks  and  mta. 
Make  a  sharp  turn  of  your  front  wheel.  Do  nirt 
allow  the  wheel  to  climb  along  the  edge  of  the  rut  and 
Soally  jump  off  suddenly,  and  do  not  attempt  to  elimb 
out   of  these   cooditions  at   speed. 

B4>iuidlng  coiners  »t  speed — Driving  a  car  around  a 
aharp  corner  at  twont^-fiTe  milea  an  hour  does  more 
damage  to  the  tires  than  does  fifteen  or  twenty-flva 
milea  of  straight  road  work.  This  is  an  economieat 
reason  why  one  should  drive  around  corners  cautious- 
ly and  slowly.     The  other  reasons  are  obvious. 

In  passing  a  slower  moving  vehicle  going  the  saaa 
dir«ction,  always  pass  on  the  loft,  so  it  is  to  your  rigbt. 
If  you  attempt  to  pass  on  his  right,  joa  may  be  run 
into  the  gutter.  In  passing  knottier  car  going  Uia 
same  dlroctlon,  don't  ran  immediately  In  front  of  Ik. 
More  accidents  have  resulted  from  this  practice  than 
in    any   other   manntT. 

When  a  c«r  comes  up  from  behind,  and  shows  sigBd 
of  desiring  to  pass,  give  it  the  road  by  swinging  to  tha 
right.  Before  starting  to  race  it,  remember  that  it  fi 
about  the  most  dangerous  thing  that  can  be  done,  aod 
that  racing  baa  caused  many  automobile  accidents. 

In  passing  street  cars,  never  past  it  on  tha  left,  but 
on  the  rigJit — another  car  may  be  coming  the  opposite 
direction  (if  double  track  which  is  usually  the  caaa), 
you  would  then  be  bound  to  place  yourself  on  the 
wrong  side  of  the  street. 

If  passengers  are  getting  on  or  off  car* — stop,  don* I 
crowd  between  them  and  the  curb,  its  against  the  law 
in  most  cities.  ]>o  not  follow  a  car  tCM)  olosalj — it 
may  stop  suddenly,  without  warning. 

Stop  when  there  Is  an  accident,  whether  it  is  your 
fault  or  ntjt.  Render  all  the  assistance  possible,  and 
as  a  safeguard  get  the  names  and  addresses  of  witnesses. 

Excessive  sounding  of  tbo  horn  la  proof  tlkat  tbt 
motorist  Is  a  novice.  Sometimes  in  the  presence  of  a 
frightened  horse,  it  may  be  better  not  to  use  the  horn 
at  all.  No  accepted  rulf'a  exist  in  regard  to  the  mean- 
ing of  born  blasts,  but  it  is  reasonable  to  assume  that 
prolonged  honking  indicates  that  the  car  behind  La 
going  to  pass  and  desires  a  clear  road. 

Bemember;  That  a  nervous  driver  may  pull  the  wrong  rein.  That  a  pedaa- 
trian  cannot  make  up  his  mind  Iq  a  hurry  when  he  wants  to  cross  the  road.  That 
it  is  your  business  to  avoid  danger,  not  the  other  man's.  That  the  road  it  tret 
for  all,   and   that  it  pays   to  be  courteous. 

Use  of  head  lights:  Do  not  use  the  electric  head  lights  turned  to  the  "bright** 
position  when  approaching  or  passing  a  car  or  other  vehicle  on  a  narrow  road, 
unless  you  are  traveling  in  the  same  direction.,  The  light  confuses  them  ttad 
may  reiult  in  a   serious  accident. 

Headlight  Courtesy  on  tlie  Boa<L 

You  know  how  very  difficnlt  it  la  to  see  when  you  are  approaching  anothar 
machine  with  glaring  headlights.  You  are  aimply  blinded  and  cannot  tell 
whether  you  are  running  o€  the  road,  are  too  close  to  the  oncoming  machiaa 
or  are  striking  obBinictiona.  It  is  a  peculiarly  helpless  feeling  to  be  directing  a 
car  when  confronted  by  the  other  fellow's  glaring  tights  in  this  way. 

If  your  headlights  are  on,  ho  is  in  Just  the  same  predicament,  however,  and 
it  is  the  least  either  of  you  can  do  to  dim  the  headlights  while  passing.  This  is  a 
safety  factor  as  well,  for  it  protects  both  from  running  into  ooe  another  or  off 
the  road. 

In  most  states  a  law  prohiblta  the  use  of  glaring  headlifbta — sea  pac«  4tt, 


T  KO.  219— BulM  For  Driving.    Signals  for  the  Motorist  Beiilnd. 


^&BT  KO. 


J 


CARE  OF  A  CAB. 


605 


INSTRUCTION  No.  36, 

CARE  OF  CAR:  Pointers  on  Driving,  ^Vashing,  Polishing,  and 
Cleaning  Car.  Home  Made  and  Other  Polishes,  Painting 
a  Car  at  Home.    Systematic  Car  Inspection.    Shipping. 

General   Pointers  on  Driving  and  Care  of  the  Car. 


The  driver  must  keep  his  eyes  and  ears 
open,  watching  the  other  occupants  of  the 
road  as  well  ai  the  running  of  the  car. 

The  ear  Is  the  best  Judge  of  the  running 
of  the  engine,  as  it  shows  any  defect  by  a 
change  in  its  steady  throb.  With  prac- 
tice it  becomes  easy  to  recognize  a  new 
noise  and  the  cause  should  be  located  and 
remedied  at  once.  A  squeak  or  rattle  that 
comes  at  regular  intervals  may  be  located 
in  one  of  the  revolving  parts,  and  if  not 
regular,  it  comes  from  something  that  is 
not  revolving — the  springs,  brakes  or  simi- 
lar part. 

Irregular  running  of  the  engine  may  not 
be  serious,  but  rather  the  result  of  a  rough 
road  or  loose  ignition  connections.  Knocks 
or  pounds  should  be  located  at  once,  for 
they  may  lead  to  serious  breakdown. 

Know  Your  Car. 

Remember  that  in  the  care  and  opera- 
tion of  a  motor  car,  much  must  be  left  to 
the  Judgment  of  the  operator,  who  should 
study  the  construction  of  his  car  and  thor- 
oughly acquaint  himself  with  its  mechanism, 
the  functions  of  its  various  parts  and  the 
'^hy  of  everything  connected  with  it. 

Learn  the  speed  of  which  the  car  will 
take  a  turn  on  mud  or  wet  asphalt,  without 
skidding  or  side-slipping,  and  never  ex- 
ceed it.  Learn  the  grade  of  a  hill  that  the 
car  will  climb  easily,  and  on  steeper  grades 
do  not  wait  for  the  engine  to  labor  before 
changing  the  speed. 

Learn  the  turn  that  It  will  make  for 
every  position  of  the  steering  wheel,  and 
always  make  the  broadest  turns  that  the 
width  of  the  road  will  permit.  A  sharp 
turn  is  more  likely  to  strain  and  injure  the 
tires,  running  gear  and  steering  mechanism, 
than  a  broad  turn,  and  if  the  car  is  speed- 
ing, more  likely  to  cause  an  upset. 

Learn  the  distance  that  the  car  wlU 
trawl  before  refilling  the  tanks— not  from 
the  catalogue,  but  from  your  own  experi- 
ence, so  that  hold-up  on  the  road  for  sup- 
plies may  be  prevented. 

Learn  the  rapidity  with  which  the  car 
will  pick  up  speed  after  a  slow-down,  as 
it  will  help  when  running  through  traffic, 
or  when  it  is  necessary  to  dodge  another 
vehicle. 


It  Is  Important  to  learn  the  shortest  dis- 
tance in  which  the  car  can  be  stopped  for 
its  different  speeds,  and  the  exact  amount 
that  it  slows  down  for  each  application 
of  the  brakes.  Learn  to  use  the  brakes  so 
that  the  motion  becomes  automatic,  and 
can  be  done  without  wasting  time  thinking 
about  it.  Learn  to  judge  distance,  and  the 
speeds  at  which  the  car  travels;  ability  to 
estimate  speeds  may  prevent  arrest. 

Learn  to  recognize  the  noises  of  the  en- 
gine when  it  is  running  smoothly;  the 
click  of  the  valves,  the  hum  of  the  timing, 
pump  and  magneto  gears,  the  puff  of  the 
exhaust,  so  that  unusual  noises  may  be 
easily  recognized. 

Learn  the  feel  of  the  conipresslon,  by 
cranking  the  engine,  so  that  leaks  may 
be  detected.  Learn  the  effort  required  to 
push  the  car  on  a  smooth  floor  by  hand, 
so  that  a  binding  brake  or  a  tight  bear- 
ing may  be  felt.  In  short,  get  in  tune 
with  your  car — be  part  of  it — make  it 
part  of  you;  that  is,  if  you  want  to  get 
good  service  from  it,  and  save  on  the  re- 
pair bills. 

Something  to  Bemember. 

The  flashy  driver,  who  makes  quick  turns 
and  sudden  stops,  attracts  attention,  but 
ruins  the  car.  The  more  smoothly  a  car  is 
operated,  the  longer  it  will  last,  and  the 
less  often  it  will  get  out  of  order.  Driv- 
ing is  not  a  thing  to  worry  about,  but  to 
be  taken  easily. 

Easy  turns,  gentle  stops,  the  running  of 
the  engine  as  slowly  as  possible  for  the 
speed  desired,  proper  adjustments,  and  con- 
stant care,  mean  long  life  to  the  car,  and 
freedom  from  trouble. 

When  the  engine  is  not  acting  right,  do 
not  rush  in  and  re-adJust  the  ignition  or 
carburetor  without  first  being  sure  that  the 
trouble  has  been  correctly  located.  Throw- 
ing the  carburetor  out  of  adjustment  on  a 
guess  makes  it  all  the  harder  to  get  going 
again,  for  its  re-adjustment  must  be  added 
to  the  trouble  already  present.  An  auto- 
mobile is  not  difficult  to  handle,  but  neither 
is  it  so  simple  that  brain  work  is  not 
necessary.  Qet  all  of  the  facts  possible 
before  doing  anything  to  the  mechanism — 
the  noise  that  the  engine  made  in  stop- 
ping, the  way  it  stopped,  the  reasons  for 
the  unnatural   noises,  and  the  boltA  tt^xL 


606 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-SIX. 


which  nuts  may  have  dropped  off.  An 
automobile  is  constantly  in  a  state  of 
severe  vibration,  and  almost  any  part  is 
liable  to  work  loose  when  least  expected. 

Some  accessories  are  convenient,  and 
others  are  nuisances.  Do  not  load  the  dash 
up  with  devices  that  are  not  of  practical 
use,  for  they  only  add  to  the  parts  that 
must  be  watched  and  taken  care  of.  Pro- 
vide the  car  with  a  good  horn,  and  use  it 
well  when  necessary,  but  never  needlessly. 

The  lubrication  is  important  and  must 
be  watched  carefully;  it  takes  only  a  little 
running  without  oil  to  cut  the  cylinder 
walls  and  piston  rings.  Excessive  oil  in 
the  crank  case  means  fouled  spark  points, 
and  should  never  be  permitted,  however, 
it  is  better  to  have  too  much  than  not 
enough. 

In  running,  keep  to  the  right,  and  in 
meeting  another  vehicle  turn  farther  to  the 
right,  so  that  it  will  have  room  to  pass. 
(See  charts  218  and  219). 

In  passing  a  vehicle  going  in  the  same 
direction,  pass  so  that  it  is  on  your  right, 
and  do  not  swing  back  to  the  right  side 
of  the  road  too  close  in  front  of  it.  The 
other  vehicle  may  speed  up  as  you  pass,  and 
be  closer  than  you  realize. 

Qet  thoroughly  famiUar  with  the  differ- 
ent speeds,  so  that  there  will  always  be 
time  to  stop  when  necessary.  Keep  your 
eye  on  the  people  alongside  of  the  road, 
for  they  may  start  to  cross  without  warn- 
ing. Children  are  liable  to  run  out  of  a 
gate  or  cross  the  road,  when  they  are 
least  expected.  Cross  roads  and  cross  streets 
must  be  watched,  for  vehicles  or  people  may 
come  along  them. 

It  is  dangerous  to  run  over  a  dog,  for 
the  steering  mechanism  may  be  broken 
or  the  car  upset.  It  is  far  safer  to  slow 
down  when  one  is  barking  in  front  of  the 
car  than  to  try  to  push  it  out  of  the  way. 

Blow  the  horn  when  approaching  a  turn 
in  the  road,  for  another  car  may  be  com- 
ing. Do  not  run  on  the  low  speeds  if  it 
is  possible  to  run  on  the  high. 

Save  the  Tires. 
If  a  tire  blows  out,  do  not  Jam  on  the 
brakes — cut  off  the  power  and  let  the  car 
coast  to  a  stop.  Jamming  on  the  brakes 
might  cause  a  skid,  and  that  would  fatally 
ruin  the  tire. 


In  crossing  loose  or  broken  stone  as  on 
a  new  road,  do  not  drive  the  car  over,  but 
get  up  speed  and  as  it  strikes  the  stones 
throw  out  the  clutch  so  that  it  will  coast. 
If  the  car  has  not  enough  momentum  to 
cross,  let  it  go  as  far  as  possible  before 
again  throwing  in  the  clutch.  Driving 
across  sharp  stones  forces  the  wheels  U) 
grind  against  them,  while  if  the  car  moves 
without  being  driven,  the  tires  roll  over 
the  stones,  and  are  not  so  liable  to  injury. 

Jamming  on  the  brakes  grinds  the  tires, 
and  wears  them  as  nothing  else  does.  Let- 
ting in  the  clutch  quickly,  so  that  the 
wheels  spin  iSefore  taking  hold  of  the  road, 
has  the  same  effect. 

Tires  that  are  not  sufficiently  inflated 
will  rim  cut  and  are  more  liable  to  punc- 
ture than  if  blown  up  hard.  Oil  rots  rub- 
ber; therefore,  keep  the  tires  clear  from 
it.  If  they  get  oily,  wipe  them  with  a 
cloth  soaked  with  gasoline. 

If  the  car  is  to  be  idle  for  a  week  or 
more,  Jack  up  the  wlieels  to  take  the  weight 
from  the  tires — it  will  be  better  for  them. 

Busty  rims  cause  rim  cuts;  therefore, 
keep  them  smooth.  When  rim  rusts,  scrape 
them  or  rub  with  emery  cloth  and  give 
them  a  coat  of  shellac  or  lead  paint  to  pre- 
vent them  from  rusting  again. 

In  applying  new  tires,  put  them  on  the 
rear  wheels,  moving  the  half -worn  one  to 
the  front  wheels — this  will  give  ^hem  a 
longer  life.  In  applying  a  single  new  tire, 
put  it  on  the  right  hand  rear  wheel,  as 
this  is  the  one  that  has  the  hardest  work, 
and  needs  to  be  stronger  than  others. 

An  extra  inner  tube  should  always  be 
carried,  ready  to  insert  in  case  of  a  punc- 
ture. Take  out  the  old  tube  and  put  in 
the  extra,  then  have  the  damaged  one  vul- 
canized. It  does  not  pay  to  cement  a 
patch  on  a  tube;  have  it  vulcanized.  The 
best  plan  is  to  have  demountable  type 
of  rims  and  carry  a  complete  extra  tire  in- 
flated, ready  to  mount  on  wheel. 

Skidding  ordinarily  occurs  only  on  slip- 
pery surfaces  and  in  rounding  tains  at  high 
speed.  In  skidding,  the  wheels  of  the  car 
slip  on  the  grounli  especially  on  wet  as- 
phalt, although  the  car  will  occasionally 
slide  on  dry  surfaces,  like  sand,  loose  gravel, 
etc.    See  page  495  for  "skidding." 


A   Few   Words  About  Gasoline  and  Fire. 

Gasoline  must  be  handled  with  care  and 
common  sense.  It  is  dangerous  if  handled 
carelessly  but  need  not  be  so  if  ^the  opera- 
tor uses  judgment.  Gasoline  vaporizes  easi- 
ly and  as  the  vapor  is  heavier  than  air, 
it  sinks  to  the  ground. 


tank  is  to  be  filled  at  night,  don't  use  a 
lamp,  use  a  pocket  electric  flash  lamp  in- 
stead. Have  a  funnel  for  gasoline  and  do 
not  use  it  for  anything  else.  Also  see  index 
for  "gasoline." 


When  fllling  the  tank,  be  sure  that  there 
are  no  open  lights  near,  or  a  fire.     If  thb 


*In  case  of  fixe,  do  not  tzy  to  pot  it  out 
with  water,  for  the  burning  gasoline  will 
float  and  spread  the  fire.    Always  keep  a 


*Fire8    are    asuallj    caused    by    dripping    SMoline  from  cftrbvrotor  and  a  ttrmy  ignition  ipork.    Be 
emrefnl   the   emrbnretor   does   not   drip.     Boo   nbo   pagot  ]68  and  101. 


CARE  OP  A  CAR. 


607 


pail  or  two  of  sand  handj  and  smother 
the  flames  with  it.  In  case  of  fire,  the 
first  thing  to  do  if  it  is  possible,  is  to 
turn  off  the  supply  cock  from  the  tank  to 
the  carburetor,  and  then  push  the  car  away 
from  the  blazing  gasoline  on  the  ground. 
Do  not  let  a  pool  of  gasoline  drip  from  the 
carburetor  when  priming  it  as  a  chance 
short  circuit  may  give  a  spark  that  will 
set  it  on  fire. 


^Engine  bearings:  After  an  automobile 
has  run  a  great  many  miles  the  crank 
shaft  (''main")  bearings  wear  and  allow 
play  as  also  do  the  connecting  rod  bear- 
ings.  The  first  evidence  of  a  worn  bear- 
ing  is  an  ' '  engine  knock. ' '  To  test  bearings 
grasp  the  fly  wheel  and  jerk  it  vigorously; 
if  play  is  discovered  it  is  an  indication  that 

Washing  Car. 


the  bearings  should  be  "taken  up."  The 
bearings  are  ''split,"  that  is,  arranged  in 
two  halves  bolted  together,  see  page  74. 
Between  the  halves,  "shims"  (very  thin 
strips  of  metal)  are  placed.  As  the  bear- 
ings wear,  one  or  more  shims  can  be  re- 
moved and  the  bearings  drawn  up. 

See  also  pages  203,  793  and  651;  "run- 
ning in  a  new  engine"  and  page  489  for 
"running  a  new  car." 

Tighten  bolts  and  nuts:  It  is  very  im- 
portant that  you  should  go  over  your  car 
periodically  and  tighten  up  all  loose 
nuts  and  bolts.  This  should  be  taken  care 
of  especially  during  long  hard  tours  and 
about  once  a  month  under  average  driving 
conditions. 


Supplies  for  cleaning  tlie  car:  Two  good 
clean  soft  "wool"  sponges,  two  ten- 
quart  pails,  several  clean  soft  chamois,  a 
quantity  of  canton  flannel,  a  quantity  of 
ivory  or  pure  castile  soap,  clear  running 
water,  a  soft  wool  duster,  gasoline  for  use 
in  extreme  cases. 


First  dnst 
off  the  car 
and  top,  then 
wash  car  us- 
ing only  clear 
water.  If  soap 
is  used,  get  a 
good  carriage 
^feJ^S?^'  soap  that  has 
-T-*-*^"  no  alkali  m 
it.  If  it  contains  alkali  it  will  take  off 
the   varnish. 

Mud  should  not  be  rubbed  off  for  the 
varnish  would  be  scratched.  Let  the 
water  run  gently  out  of  the  hose  (using 
no  nozzle)  and  flow  over  the  mud,  so  that 
it  washes  away  slowly. 

The  full  force  of  the  water  may  be  used 
to  remove  mud  trom  under  side  of  fenders; 
but  not  from  any  Tamlahed  part  If  a  hose 
cannot  be  used,  pour  the  water  on  so  that 
the  mud  is  carried  away.  Dry  mud  is  more 
difficult  to  remove,  but  if  the  varnish  is  to 
be  kept  bright  use  only  the  above  method, 
and  take  time  to  it. 

When  the  body  is  clean,  go  over  it  with 
a  soft  sponge  using  plenty  of  water  and 
dry  it  with  soft,  clean  chamois  skin  or  wash 
leather.  It  is  advisable  to  have  a  sponge 
and  chamois  skin  for  the  running  gear  and 
a  separate  sponge  and  chamois  skin  for 
the  body. 

After  having  washed  the  body  it  should 
be  gently  dried  with  a  piece  of  clean 
chamois  skin.  Wring  out  the  water  from 
the  chamois  as  the  car  is  wiped  with  it. 

For  removing  grease,  a  sponge  with  cas- 
tile soap  and  tepid  water  should  be  used 
and  then  body  polish  applied. 

A  car  ought  to  be  washed  and  chamoised 
off  immediately  If  rained  upon,  otherwise 
spots  will  remain  if  left  to  dry.  See  In- 
struction 45  for  "a  home  made  washer." 

Body,  Metal  and  Glass  Polishes. 
Polishing  body,  removing  rain  spots  and      ents;   turpentine   1   gallon,  paraffine  oil   1 
graaae:      A    much    recommended    polish    is      pint,  oil  of  citronella  3^  ounces,  oil  of  cedar 
made    by    mixing    the    following    ingredi-      1%  ounces.     This  should  Ue  applied  after 


The  two  sets  of  pails,  sponges  and  chamois 
are  recommended  so  that  the  pail  and 
sponge  used  for  the  first  washing,  may  be 
kept  separate  from  those  used  in  the  final 
washing. 

Washing  Radiator. 

When  it  is  necessary  to  clear  the  radia- 
tor spaces  of  accumulated  mud  you  should 
flush  the  radiator  from  the  rear,  not  from 
the  front.  In  that  way  you  avoid  getting 
water  into  the  magneto,  which  is  often 
short-circuited  when  moisture  enters  it. 

Sponge  off  your  Hood. 

Particular  attention  should  be  given  to 
the  hood  after  the  car  has  been  run  in  a 
heavy  rain,  inasmuch  as  after  a  long  run 
it  becomes  fairly  hot  and  if  rain-drops 
are  left  to  dry  upon  it  they  will  stain  it 
much  more  than  the  body.  The  ear  should 
be  washed  down  at  once,  or  if  this  is  not 
possible,  the  hood  should  be  sponged  off 
and  wiped  dry  immediately. 

A  good  body  polish  will  remove  grease 
and  rain  spots  from  a  hood  or  body. 


*^e  alio,  pftfes  640  and  641. 


CARE  OF  A  CAR. 


609 


Cleaning  Leather  Upholstering. 


Do  not  use  gasoline  in  cleaning  leatlier 
opliolstery.  Plain  water  with  a  little  am- 
monia will  remove  the  dirt,  and  a  brisk 
mbbing  with  a  clean  woolen  or  flannel  cloth 
wiU  do  the  rest.  For  still  more  careful 
treatment,  use  a  regular  leather  dressing 
on  all  leather. 

Beceipt  for  a  dressing  for  leatlier  uphols- 
tering: Baw  linseed  oil  and  turpentine  mixed 
in  proportions  two  of  the  former  to  one  of 
the  latter,  is  a  time  honored  formula. 

For  cleaning  cloth  upholstery  use  clear 
water  and  a  mixture  of  %  of  an  ounce  of 
common  salt  and  two  ounces  of  either  grain, 
or  wood  alcohol,  simply  rubbing  the  cloth 
with  a  sponge  dampened  in  the  above  mix- 
ture. 


To  remove  ordinary  dust  from  cloth  up- 
holstery, beat  cushions  and  backs  lightly 
with  stick  or  carpet  beater,  then  remove 
dust  with  whisk  broom  or  brush.  (The  va- 
cuum plan  is  best.) 

Grease  or  oil  may  be  removed  by  the  ap- 
plication of  a  solution  of  luke  warm  water 
and  ivory  soap,  applied  with  a  woolen  cloth. 
Any  of  the  approved  methods  for  cleaning 
woolen  cloth  may  be  used  with  success  on 
this  upholstery.  Gasoline  and  benzine  have 
a  tendency  to  spread  instead  of  remove  the 
dirt.  We,  therefore,  do  not  recommend  their 
use  although  they  work  no  injury  to  the 
fabric. 


^Suggestions  for  Repainting  Car  at  Home. 


In  some  casei  the  car  owner  may  feel  diaposed 
to  do  some  of  the  work  himself,  and  then  paii  it 
on  for  the  profeiional  painter  to  put  on  the 
tolshing  coati. 

He  may,  for  example,  give  the  car  ai  thorough 
•ad  complete  a  washing  np  as  the  painter  wlU 
do.  Then  by  getting  the  car  up  on  etout  wooden 
horses,  so  that  he  can  work  under  it  conveniently 
the  grease  and  dirt  may  be  removed  from  the 
ehaasTs.  This  is  a  somewhat  smeary  Job  but 
anyone  who  isn't  afraid  of  work  can  save  some 
money  by  doing  it.  Saturate  the  greasy  parts 
with  one-third  turpentine  and  two-thirds  kerosene 
or  crude  oil,  and  let  the  applied  mixture  stand  for 
soreral  hours  to  soften  up  the  hardened  oil  and 
dirt. 

l%en  take  a  one-half  inch  putty  knife  and  a 
eonple  of  mowing  machine  knives  and  some  pieces 
•f  eoarse  burlap  and  proceed  to  cut  and  scrape 
tho  accumulations  off  and  wipe  the  parts  up.  It 
■ay  take  two  or  three  applications  of  the  oil 
aaa  turpentine  mixture,  and  a  lot  of  rubbing 
with  the  burlap  to  get  the  surface  clean,  but  it  is 
all  necessary  work. 

2f  the  snrface  is  worn  and  the  paint  beaten 
efl^  and  the  bare  metal  or  wood  disclosed,  these 
piMea  will  need  touching  up  with  a  paint  mixture 
MBtalaing  at  least  one  part  raw  linseed  oil  and 
two  parts  turpentine.  Mix  thoroughly,  some 
grouid  white  lead  and  lamp-black  and  add  a  lit- 
tle at  a  time  to  the  oil  and  turpentine.  Ap- 
ply with  a  small  round  brush. 

Hezt  set  some  dry  white  lead  and  a  small  quan- 
tttj  of  inely  ground  whiting,  and  using  one  part 
•f  tho  whiting  to  two  parts  dry  white  lead,  knead 


it  to  a  good  working  body  in  equal  parts  of 
coach  japan  and  rubbing  varnish.  Then  with  your 
putty  knife,  putty,  up  all  the  holes  and  surface 
fractures,  filling  them  smooth  and  level  with  the 
surrounding  surface.  While  this  class  of  work 
is  somewhat  difficult  to  do  well,  with  care  and 
some  practice  it  may  be  taken  care  of. 

If  the  surface  Is  in  a  condition  snlUble  to  sand 
paper,  apply  the  color  without  any  further  sur- 
facing. The  professional  painter  may  then,  if  so 
desired  be  called  in  to  sand  this  putty  and  the 
surface  down  smooth  and  apply  a  coat  of  color 
to  the  car.  If  any  striping  is  to  be  applied,  the 
lines  may  be  run  on  this  coat  of  color  after  which 
apply  one  or  two  coats  of  varnish,  according  to 
the  class  of  finish  desired. 

In  case  the  car  needs  simply  a  coat  of  Tamlsh, 
with  perhaps  a  few  worn  or  bruised  spots  touched 
np  with  a  bit  of  potor,  it  should  first  receive  a 
thorough  wj^abkig^iMia  cleaning.  The  body  sur- 
face will  need dMiSftg ver  with  water  and  pul- 
verized pumieanHijB' ley  down  the  gloss  and  fit 
it  for  the  varnish.'.^^hen  touch  up  with  the  color 
where  necessary,  and  apply  a  coat  of  body  finish- 
ing varnish.  Likewise,  give  the  chassis  a  stout 
coat  of  varnish. 

In  this  connection,  it  maj  be  stated  that  the 
amount  and  kind  of  work  to  bo  applied  to  the 
car  depends  altogether  upon  the  condition  of  the 
snrface  at  the  tune  the  work  Is  to  bo  done,  as 
it  naturally  also  depends  upon  the  sum  of  money 
the  owner  wishes  to  expend  upon  the  work. 
Generally  speaking,  if  the  car  is  kept  well  var- 
nished, it  will  not  need  heavy  painting  repairs 
only  at  long  intervals. 


**Paintlng  Badlator,  Engine,  Cylinders,  Manifold,  etc. 


To  Mint  radiator,  mix  3  ox.  boiled  linseed  oil. 
4  OS.  lamp  black,  1  os.  turpentine  and  thin  down 
with  tupeatlne  to  the  proper  consistency.  In 
•9plyiB4^  the  radiator  must  be  either  dipped  into  so- 
lami  (in  this  caae  a  great  deal  more  must  be 
■dzed).  or  snrayed  (see  page  194  and  index; 
**painting  radiator,'*)  or  the  radiator  can  be 
puead  on  boxes,  face  up  and  with  a  thin  mixture 
as  above^  applied  plentifully  so  it  will  run  through 
llie  eeUnlar  parts  of  radiator.  A  camels  hair 
ean  be  need  to  reach  places  not  covered. 


fV^  paint  r-iinders,  mix  8  ox.  white  lead  in  oil. 
•  OS.  boiled  linseed  oil,  2  ox.  turpentine  and  % 
OS.  ef  lamp  black.  If  too  heavy  thin  down  with 
tmentine.  This  will  make  a  gray  paint  and 
awlelent  for  d  cylinders. 

Ahimhmm  mixed  with  bronxing  liquid  can  also 
bo  osod. 

SO  pilBt  Intake  manifold — ^use  regular  aluminum 
'  at  any  drug  store. 


To  paint  exhaust  manifold — use  aluminum.  No 
paint  has  as  yet  been  found  which  will  remain  on 
hot  exhaust  pipes;   here  is  a  recipe  suggested: 

Heat  proof  paint — use  two  parts  of  black  oxide 
of  manganese,  three  parts  of  graphite  and  nine 
parts  of  Fuller's  earth,  thoroughly  mixed,  to 
which  add  a  compound  of  10  parts  of  sodium 
silicate  one  part  of  glucose  and  four  parts  of 
water,  until  it  is  of  such  consistency  that  it  may 
be  applied  with  a  brush. 

***Tlro  paint,  Uqnld  mbber  is  a  preservative 
and  beautifier  of  tires.  It  gives  the  tire  a  white 
coating.  It  is  made  of  pure  unvulcanixed  rubber 
in  solution.  It  can  be  applied  with  a  brush  and 
if  used  at  re^lar  intervals,  it  is  claimed  it  will 
prolong  the  life  of  the  tire  because  it  penetrates 
and  runs  into  any  small  cuts  or  holes  and  seals 
them  over,  thus  in  a  measure  preventing  moisture 
from  reaching  the  fabric.  It  is  also  suitable  for 
golf  balls,  rubber  mats,  and  a  highly  satisfactory 
rust  preventive  for  rims.    Secured  at  supply  houses. 


**8e«  Index  for  theee  varioua  subjects.     Seo  also  index;  "top  repairing.'*     tSee  alao  page  588. 
▲  ^mw  9ti»UtuUirf  tire  paint  for  finishing  tbo  Inside  of  a  tire  after  repairing  may  bo  made  by 
mUkag  uumraghly  one  gallon  gasoline,  one  half  pint  0-35  cement.  1%  pounds  soapstone  and  %  pound 
wUUnf.     Many  successful  repairmen  are  ualng  this  formula  with  the  best  of  results. 
671 ;  how  to  make  paint  to  paint  Inside  and  outside  ot  Wra. 


510 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-SIX. 


PointexB  en  Shipping  an  Auto. 


An  Mto  wlU  only  be  received  for  tranfport 
by  freight  either  crated  or  Ml  «p.  The  nsnel 
method  in  shipping  by  freight  is  to  ship  it  com- 
plete end  run  it  right  into  the  car;  see  that  the 
railroad  company  block  the  wheels  so  that  the 
auto  will  not  pitch  forward  or  backward.  It  is 
also  well  to  see  that  the  machine  is  braced  from 
the  side. 

Get  a  clear  bill  of  lading  from  the  railroad 
company  so  that  yon  have  something  to  seenre 
damages  with  in  case  of  car  being  smashed.  It  is 
well  to  box  the  cushions  and  all  loose  parts 
separately.  The  charge  for  conveyance  must  be 
ascertained  by  the  railway  company 

Place  the  vehicle  In  the  ear  parallel  with  the 
■Ides;  and  see  that  the  front  wheels  are  in  line 
with  the  back  wheels.  Wrap  the  lower  third  of  the 
tires  with  burlap  to  prevent  chafing;  and  set  the 
brakes. 

To  block  wheelB.  fasten  each  wheel  to  the 
floor  with  a  strong  band  of  canvas  or  several 
layers  of  burlap  of 
the  width  between 
two  spokes.  Seenre 
the  band  to  the  floor 
on  each  side  of  the 
wheel  with  blocki  2 
by  4  by  12  inches. 
Place  these  blocks 
parallel  with  the 
wheel,  using  plenty  of  nails  or  spikes. 


Uie  blocking  in  front  and  behind  eaeh  tire 
one-third  as  high  ae  the  diameter  of  the  wheel, 
and  at  least  one  inch  wider  than  the  tire.  Fatten 
this  aeenrely  to  the  floor  and  tie  together  with 
one  or  two*ineh  lumber  from  bloek  to  bloek.  Have 
the  blocking  of  tnifieient  width  ao  that  the 
boards  used  to  tie  bloeki  together  will  clear  the 
tire  at  least  one-half  ineh  on  each  lide. 

In  packing  the  anto,  empty  the  gasoline  and 
water  tanks  and  dliconnect  the  batteriea,  if  elec- 
tric cars,  remove  batteries. 

The  tires  ahonld  be  tiglilly  Inflated;  and  the 
edges  of  the  boards  and  blocks  next  to  the  tire 
should  be  rounded  or  beveled,  so  that  if  they 
should  become  deflated  or  in  any  way  come  in 
contact  with  the  boards  or  blocking,  they  will 
not  be  BO  liable  to  chafe.  Place  eovering  over 
the  vehicle  to  keep  off  dust.  Alao  remove  lamps 
to  prevent  damage  to  them. 

Freight  cars  should  be  carefoDy  Inspected  to 
see  that  they  are  flt  for  loading.  If  there  are 
nails  or  other  projections  in  the  floor  or  sides  of 
the  car  they  should  be  removed.  If  the  roof 
appears  to  be  leaky,  or  its  fastenings  for  doors, 
both  end  and  side,  are  not  complete  or  ample, 
the  car  should  be  refused  and  a  car  suitable  for 
loading  demanded.  Failure  on  the  part  of  the 
shipper  to  do  this  renders  him  liable  for  the 
damages  resulting  from  having  loaded  the  vehi- 
cle in  a  car  manifestly  unfit. 


Daily  and  Periodical  System  of  Oar  Inspection. 


Look  to  the  following  every  few  days: 

(1)  Fill  gasoline  tank.  The  funnel  that  is  used 
for  gasoline  should  never  be  used  for  water, 
lubricating  oil,  or  anything  but  gasoline. 

(2)  Fill  radiator. 

(8)  "Tickle"  or  prime  the  carburetor,  to  make 
sure  that  the  fioat  is  free  and  the  gasoline 
flowing.  ,  At  the  same  time  inspect  the  con- 
nections of  the  gasoline  line  for  leaks  and 
loose  Joints.  .  '.; 

(4)  Test  the  batteries.  M  Jb  ihat  the  storage 
cells  are  properly  flIfM  'Irith  electrolyte, 
(see  page  454.) 

(6)  See  that  the  ignition  is  working  properly 
and  no  miss. 

(6)  Lubricate  the  engine — See  page  204. 

Make  sure  that  the  oil  has  not  drained  out 
of  the  crank   case. 

Beginning  at  the  front  of  th6  car  and  work- 
ing to  the  rear,  screw  the  grease  cups  down 
slightly,  fliling  those  that  are  nearly  empty. 
While  doing  this,  watch  for  loose  nuts,  and 
for  parts  that  may  be  out  of  place,  loose  or 
iii  need  of  attention. 

Be  particular  to  keep  the  steering  mechan- 
ism in  good  condition,  and  plentifully  lubri- 
cated. 

(8)  Pump  up  the  tires,  and  keep  them  pumped 
up.     For  pressure  to  use  see  tire  subject. 

(9)  See  that  the  tools,  supplies  and  extra  parts 
are  on  board. 

(7)  Test   the   brakes,    (very   important.) 

When  accustomed  to  it,  this  system  will  not 
require  much  time  and  it  will  result  in  the 
condition  of  the  car  being  under  observation 
at   all   times. 

The  above  points  should  be  observed  for 
every  run,  but  others  should  be  attended  to 
from  time  to  time. 

Look  to  the  following  about  every  week 
or  every  1000  miles: 

(1)  When  the  car  has  run  1,000  miles,  the 
crank  case  should  be  drained  and  washed 
out  with  kerosene.  See  "cleaning  crank 
case,*'   page  201. 

Orit  and  dirt  will  work  in  and  thicken  the 
oil,   and   must  be  removed. 

(2)  Drain  and  wash  the  change  speed  gear  case. 
Oonstant  nse  will  rrind  particles  of  steel 
from  tbB  gears,  and  cause  rapid  wear. 


(3)  Fill  the  gear  case  so  that  the  smallest  gear 
dips  into  the  oil  about  a  half  inch.  Bee 
page  208. 

(4)  If  the  differential  runs  in  oil.  wash  it  and 
renew  the  oil  two  or  three  timee  a  season; 
if  it  is  packed  with  grease,  one  fliling  a  sea- 
son is  sufficient,     (see  page  205.) 

(6)  Every  2,000  miles,  take  off  the  wheels,  clean 
and  examine  their  bearings,  and  repack  with 
lubricant,  being  careful  to  readjust  them 
correctly. 


ff Inspection  Before  a  Long  Tonr: 

(1)  Wash  and  polish  the  car. 

(2)  Drain  and  flush  out  the  radiator;  put  in 
fresh  water. 

(3)  Clean  and  inspect  the  engine;  change  the 
oil  in  the  oiling  system,  after  draining  old 
oil.     See  pages  200  and  201. 

(4)  Clean  and  adjust  the  clutch. 

(5)  Clean   the  gearset  and  add  new  lubricants. 

(6)  Clean   and   lubricate   the  universal  Joints. 

(7)  Clean,  adjust  and  lubricate  rear  axle. 

(8)  Clean  and  adjust  the  brake — see  index. 

(9)  Inspect  and  adjust  the  wheel  bearings. 

(10)  Clean,  inspect,  adjust  and  grease  the  steel- 
ing mechanism. 

(11)  Inspect  the  tires,  and  have  ents  or  injuries 
repaired. 

(12)  Clean  ont  the  gaaoline  tank  and  line,  espe- 
cially  the   strainer. 

(13)  Clean  out  engine,  pnt  in  fresh  oil  and 
clean  carbon — see  pages  200  and  201.  also 
index. 

(14)  Inspect  the  ignition  wiring  and  storage 
battery  and  clean  distributor  points  and 
interrupter. 

(16)  See  that  wheels  and  axles  are  in  proper 
alignment. 

(16)  Adjust  the  carburetor  and  see  if  well  tight- 
ened to  manifold. 

(17)  Fill  the  radiator  with  an  anti-freesing  solu- 
tion (if  cold  weather).     See  page  198. 

(18)  Examine  and  test  the  storage  battery — see 
page  460. 

(19)  Test  the  eompression  of  yonr  engine— eee 
index. 

i20)  Tighten  all  sprlnf  bolts  and  nnta. 


ffae0  instmction  87  for  "Necessary"   jLccetaoxXea  lor  T<MSi»c. 


ACCESSORIES. 


611 


INSTRUCTION  No.  37. 

ACCESSORIES;  TOURING:  Necessary  Accessories.  Desirable 
Accessories;  Speedometers;  Horns,  etc.  Touring  Equipment. 
How  and  What  to  Cook.  Lincoln  Highway,  Transconti- 
nental Tour. 

«*Conceniliig  Accessories  and  Equipment. 


To  differentiate  between  tne  accessones 
and  spare  parts  actually  "necessary"  on  a 
car,  and  tbose  which  are  really  only  Inx- 
nzies  or  "desirable"  accessories,  one  has  to 
have  used  them  all  under  varying  condi- 
tions and  over  extended  periods  to  gain  a 
knowledge  of  the  desirability  of  each  and 
an  intimacy  with  their  general  utility. 

Many  a  novice  having  unfortunately  got 
into  the  clutches  of  an  unscrupulous  dealer. 

Necessary 
:^The  necessary  equipment  for  a  car  should 
consist   of:     Lamp    globes    or    bulbs^    horn, 
tire  tools,  tire  repairs,  extra  tire  and  tube, 
tool     kit,     jack,     tow- 
rope,    top,    windshield, 
speedometer,     bumper, 
hydrometer,     odometer 
and  a  good  clock. 

Though  the  clock  is 
the  last  on  this  list.it 
is  very  necessary,  and 
it  should  be  of  the  best 
and  well  built  to  stand 
vibration.     As  cars  are 
driven  in  all  seasons  of 
Aatomobile       doeki   ^^®      J^ar      the      clock 
are  made  in  many  de-   should  have  a  compen- 
'^"-     -^     w.u?l!^  sating  balance   so  that 
""it  will  not  be  affected 
by    extremes    in    tem- 
perature. 

Experienced  automo- 
mile  drivers  advise  a 
clock  to  do  away  with  the  inconvenience  of 
referring  to  their  watch  when  clothed  for 
cold  or  stormy  weather  as  a  few  seconds 
necessary  to  do  this  might  result  in  an  ac- 
cident to  the  machine  or  passengers. 

Neceaalty  of  a  speedometer.  A  speed- 
ometer is  necessary  in  testing  a  car  to  learn 
its  speed  capabilities  under  various  condi- 
tions— in  order  to  time  trips  over  various 
distances — to  avoid  violation  of  the  speed 
limit  laws,  the  penalty  for  which  is  arrest 
and  fine. 

Porpoae  of  a  speedometer.  The  speed- 
ometer for  automobiles  is  an  instrument  for 
measuring  and  indicating — in  miles  per  hour 
— the  exact  speed  at  which  a  ear  is  being 
driven.  The  number  of  miles  per  hour 
shown  at  the  dial  of  the  speedometer  is  the 
actual  speed  at  which  the  car  is  traveling 
at  the  instant  of  indication.    For  this  rea- 


Wateh  Oo.,  Waltham, 
Mail.  Note  the  "O" 
on  dial.  JL  red  eifnal 
will  appear  erery  8 
dmjM  which  la  a  notieo 
to  wind. 


has  bought  nearly  every  fitting  on  the  mar- 
ket being  assured  it  is  the  right  thing  for 
an  up-to-date  car  to  be  so  equipped.  Poor 
mant  He  finds  it  expensive  work,  and  if 
the  brass  cleaner  says  little,  he  thinks  a  lot. 
In  the  beginning,  be  it  understood  that  this 
article  is  primarily  and  exclusively  intended 
for  beginners,  for  I  neither  claim  nor  pre- 
tend to  be  able  to  teach  the  "old  hands'' 
much,  as  they,  no  doubt  like  myself,  have 
learned  these  things  for  themselves. 

Accessories. 

son  the  numbers  shown  constantly  change 
as  the  car  is  driven  faster  or  slower. 

tKecessity  of  an  odometex.  The  odometer 
is  necessary  in  auditing  the  cost  of  oper-  * 
ating  and  maintaining  a  car.  It  enables 
the  owner  to  tell  how  much  gasoline  is 
used  per  mile — how  much  his  tire  expense 
per  mile  amounts  to — how  much  mileage 
he  gets  out  of  his  car.  Thus  it  enables  the 
owner  to  make  comparison  of  the  cost  of 
operating  and  maintaining  his  car,  with 
the  cost  of  operating  and  maintaining  a  car 
of  another  make.  The  recording  and  re- 
setting features  of  the  trip  reg^er  part  of 
the  odometer  is  a  necessity  in  following  a 
guide  book  when  touring. 

Purpose  of  an  odometer.  The  odometer 
(combined  with  the  speedometer)  is  an  in- 
strument for  measuring  and  recording — in 
miles  and  tenths  of  miles — the  distance  a 
ear  travels  in  making  a  trip.  It  also  records 
the  entire  distance  traveled  during  an  en- 
tire season. 

Purpose  of  a  grade  indicator.  The  grade 
indicator  sometimes  combined  with  the 
speedometer,  is  an  instrument  for  indicat- 
ing the  exact  grades  of  ascents  or  hills 
negotiated  by  the  car.  This  instrument 
would  come  under  "desirable"  and  not 
"necessary'^  accessories,  see  also  page  539. 

In  selecting  lamps  or  lighting  outfit,  I 
would  insist  on  electric  light  equipment 
with  a  first  class  lighting  battery  and  lamps 
with  adjustable  reflectors  and  non-glare 
headlight  lens,  if  car  is  not  already  equipped. 

I  would  also  insist  on  a  good  Jack,  not 
the  average,  as  usually  included  with  ear, 
but  a  good  one.  The  Hartford,  Buckeye  or 
Badger. 

A  bumper  will  often  save  the  radiator  and 
is  quite  often  placed  on  the  rear  of  car  as 
well  as  in  front. 

A  motometer  (as  shown  on  page  188), 
should  be  on  the  radiator  of  every  car. 


♦Seo  pafe  S49,  for  description  of  an  electric  clock. 
IB  tank  per  page  828,  would  be  considered  as  necessarj. 


tA  gaiif •  to  indicate  quantity  of  gasoline 


••Far 

tTha 


to  seU  in  a  garage  and  aqaipmenl  of  stock  roooi — see  Inetmction  45. 
if  nsoally  embodied  in  the  aame  case  with  ipeedomeUt — Ma  ^«xX  v^^a. 


DYKE^S  INSTRUCTION  NUMBER  THIRTY^SEVEN, 


♦Brief  Description  of  Van  Sicklen 

Speedmeter 

The  Van  Sicklan  speedmtter  is  a  a  Initrument 
which  calibrfttes  an  nir  carrent  and  tr&nsUtes 
the  result  ioie  milei  per  boar.  The  air  citcn- 
lator  eonsiflts  of  two  mtermeahin^  alumiouin 
gears  honsed  in  a  chamber  in  which  there  are 
two  openings,  onn  from  the  outside  and  away 
from  which  the  gearB  rotate,  the  other  openinf 
conducting  the  air  into  the  speed  dial  chambtr 
where  the  air  is  directed  agaiuai  a  light  raae 
uttat^hed    to   inside   of   speed   dial. 

The  speed  dial  ja  an  inverted  alumiouni  cup 
mounted  on  a  pivot  set  in  jeweled  bearingi.  The 
amount  of  air  directed  against  the  vaae  in  speed 
dial  is  governed  by  the  speed  at  which  the  sir 
circulator  is  driven  by  the  flexible  shaft.  The 
speed  dial  when  the  car  ii  at  rcjit  is  held  at 
zero  by  the  action  of  a  nickeled  steel  hair  spring. 


Meclianism  of  tlie  Van  Sicklen 
Speedmeter  and  Odometer 


the    left    shows    the 
phantom  view  of  the 


i. 

\  Ac 


cm 

210 

WW         --W 

■iW-f 

L   1 

SX±   --4I 

Ti         r 

jy r 

Srt — r     :±: 

300    -Y 

IV 

ISO 
•0 

\r 

[\  1!  I  M  I 

L    L  L  L    i  1       1 

-IttlZ    X- 

:SSS5^  -^' 

-^ 

■\\C^-= 

:  \\V^,ia 

n  3  L 

i^ 

t  f^^<i 

--— -- 

l'40 

1           L  3Pi 

^ 

-4- 

1  *  d  C  L 

HO 

tfO 

:ii-i-S  IS 

'»e 

:i:_:__S 

L     _ 

tM 

jAn 

M 

m 

rain 

1Q 

iHl 

Vn 

T          ^B 

JO 

^ 

r         ^B 

«e 

t::_:±" 

1     1    1 

«A 

T X" 

r  1    1   1 

•«a[&     KQ    HOU«. 


Fig.  5 


IlluBtration 
odometer  and 
speed   dinl. 
1 — Aluminam   speed   dial. 
2 — Records  mileage   for  the  season. 
S^Records  mileage   for  each  trip. 
4 — For  resetting   trip  register. 
5 — Case     containing     air     circulator 

gears. 
6 — V«ne  in  side  of  <pe«d  dial. 
7^Hair  spring  holding  speed  dial  in 

position. 
8' — Pivot   of   speed    dial. 
0 — Jeweled   bearings    In    which  pivot 
of   speed  dial   is  set. 
10 — Gears    driving    odometer.     Tenths 
of  miles   nrc  recorded   on   dial  at 
tlif?   M\trern.e   right. 


Checking  a  Speedometer. 

A  simple  tpst  worlced  out  by  Mr.  S.  T.  Williams  of  Motor  World 
is  shown   in    tsble  bulow  and   as   follows: 

When  the  drive  Is  from  front  wheel,  jack  up  wheel.  A  chalk  mark 
is  then  placed  on  rim  of  wheel  and  wheel  turned  as  fast  as  possible. 

At  a  signal,  one  person  reads  the  speedometer,  and  another  counts  the 
rovotutions  for  one  minute  ss  timed  by  a  stop  watch,  or  second  hand 
of  a  watch.  The  number  of  revolutions  of  the  wheel,  and  the  speedo- 
meter reading  at  the  start  and  finish  are  noted.  (By  adding  the  two 
ipeedometer  readings,  and  dividing  them  by  two.  the  average  speed  aa 
recorded  by  the  speedometer  is  determined.) 

The  actual  speed  may  bo  obtained  from  th«  chart  In  fig.  6.  Supposiiif 
the  revolutions  in  the  mionte  to  have 
been  94,  a  horizontal  line  is  followed 
until  it  meets  the  slanting  line  repre- 
senting the  diameter  at  the  front 
wheel.  Dropping  down  vertically,  the 
speed  IS  se^n  to  be  9.0  miles  per 
hour — which  should  correspond  to  the 
sperdomi'ter  readings^  If  carefully 
made,  thla  test  is  quite  accurate,  and 
requir<^ft    little   time. 

Troubles 
The  Indlcatlona  of 
trouble  are  dial  or 
pointer  v  lb  ratio  n,  or 
failure  of  the  inatru- 
men  I  to  register.  Start- 
ing with  the  road  wheel, 
examine  the  parts  sa  per 
fig.  S.  Begin  with  1. 
The  head  (7)  Is  the  last 
part  to  inspect. 


lmvDOn^»  •no 


ris 


3 — Drive  from  front  w1icai< 


tmAELT  NO.  220— Van  Sicklen  Speedmeter. 
Accuracy.    Speedometer  Troubles. 


Trftngmifffiion   Sbaft.    Checking   a   Speedometer  For 


On  Mil  StewMTt  speedometers  the  space  between  the  main    gear    (1 — ^fig.    3)    and    the  pinion    gear   should   be  %•'• 
dJga  note  tb&t  the  main  gear   (fig.  4)    should   have  twice  the  number  of  teeth  that  there  are  inches  in  tb*  diaio* 

eur  of  the  irre— see  page  613.     ♦The  Van  Sicklen  tem  tliclr  mako  of  Inatnmient  a   ''Speedrnttor**— «thenriat 

tmrm    * 'Speedometer'*   ia   always   used* 


M*6Kmf       cLrrnrvfiAL 


Speedometer  PrlnelplM. 
The  magnetic  principle  as  indicated  in 
Stowart-Wamer  and  American  Ever-Ready 
iBBtruments,  utilizes  a  revolving  magnet  posi- 
tively driven  from  the  car  wheel  or  other 
part.  The  magnet  exerts  its  influeEce  on  a 
tnetal  part  which  is  separated  from  it  by 
a&  air  gap  and  wbLch  in  turn  is  connected 
with  the  indicating  mechanism*  The  metal 
part  is  generally  aluminum^  as  the  inertia  of 
the  part  must  be  kept  as  low  as  possible  to 
maJie  the  speedometer  quieklj  sensible  to 
ipeed  changes.  A  feature  of  the  magnetic 
deaign  is  that  the  travel  of  the  dial  bears 
m  direct  ratio  to  the  speed  of  travel  of  the 
magoet,  and  in  order  to  compensate  fc^r 
changes  in  the  drag  due  to  temperature  dif- 
ferences, a  compenBating  unit  is  fitted* 

Oentrlftigal  control  as  utilised  in  sp^ed- 
ometera  is  very  much  the  same  as  that  on  a 
dy-ball  engine  governor*  Standard,  Johns- 
ilanville,  Sears-Cross,  Corbin-Brown,  Hoff- 
eker  and  Garford  use  this  principle*  Weights 
are  mounted  on  the  revolving  shaft  by  bell 
crank  levers  which  allow  them  to  travel  fur- 
ther from  the  axis  of  the  diaft  as  the  speerl 
ef  the  drive  increases.  The  centrifugal  force 
of  the  weights  increases  as  the  square  of  the 
velocity  of  the  shafts  meaning  that  at  four 
timea  the  speedy  the  force  doubles. 

This  tendency  of  the  weights  to  fly  from 
the  axial  center  of  the  shaft  under  the  in- 
fluence of  centrifugal  force  furnishes  the 
baaia  of  the  indicating  needle  movement.  An 
ingenious  feature  in  centrifugal  design  is 
that  although  the  movement  of  the  weights 
would  naturally  vary  as  the  square  of  the 
speedy  the  levers  or  cams  governing  the  move- 
ment are  so  calculated  that  calibrations 
on  the  dial  are  uniform  or  nearly  so.  Au- 
other  feature  which  is  carefully  watched  ia 
the  balance  of  the  weights.     The  governors 


are  made  very  sensitive  so  that  even  at  low 
speeds  the  correct  rate  of  travel  may  be  indi- 
cated. 

Tlia  air  principle  is  used  on  one  make,  the 
Van  Sicklen,  which  is  described  in  chart  220. 

Liquid  or  hydraulic  principle:  One  instru- 
ment, the  Veeder,  which  employs  the  hydrau- 
lic system,  uses  a  centrifugal  pump  which  it 
connected  with  the  drive  and  which  lifts  a 
liquid  to  a  height  proportional  to  the  speed 
of  the  drive.  The  tube  in  which  the  colored 
liquid  is  lifted  is  calibrated  to  register  speed. 
See  illnetration. 

Speedometer  Drive  MetliodA. 
Front  wheel  drive:  The  speedometer  can 
be  driven  from  the  front  wheel  (fig.  3,  page 
512  and  fig.  4,  this  page)  or  off  the  transmis- 
sion  shaft  as  per  fig.  5.  The  usual  plan  is 
to  drive  with  ^ears. 

Transmission  drive:  Instead  of  placing  the 
speedometer  drive  on  the  front  wheel  which 
has  been  the  standard  former  method,  It  ie 
now  quite  often  placed  just  rear  of  the  trans- 
missioUf  on  transmission  main  shaft.  Fig.  5 
shows  how  the  driving  gear  is  attached  to 
the  front  of  the  forward  universal  joint.  The 
swivel  joint  and  gear  section  are  clearly  de- 
picted. Other  manufacturers  are  now  adop- 
ting a  set  of  gears  inside  of  the  transmis- 
sion ease^  to  drive  the  speedometer  shaft. 

Batio  of  Gearing. 
Ratio  of  gears  for  speedometer  when  driv- 
en from  front  wheels  is  found  by  doubling 
the  diameter  of  tire  and  this  gives  the  num- 
ber of  teeth  necessary  in  the  large  driving 
or  road  wlieel  gear.  For  example  a  30x4  tire 
would  require  a  60  tooth  gear»  etc.  Driven 
pinion  (small  one)  on  all  Stewart-Warner 
speedometers,  for  front  axle  drive  have  the 
same  number  of  teeth,  viz.^  16,  and  drive 
through  a  2 V^  to  1  swivel  joint  reduction. 

Tiie  gear  reduction  In  the  swivel  Joint 
is  mounted  close  to  the  driven  pinion,  as 
shQwn  in  figs.  4  and  5,  and  when  installed  on 
the  left  hand  wheel,  a  swivel  joint  is  used 
which  reverses  the  direction  of  rotation. 

Calibration:  The  Stewart -Warner  speed- 
ometer fiexible  shaft,  travels  1009  revolu- 
tions per  minute  when  the  car  is  traveling 
60  miles  per  hour. 


Oa  iba  WBltbAm,  wbich  is  illimrAied  nbov*,  <lo  lb*  left),  i»t#  fl<'xible  abftfl  ia  miide  up  of  »  Mrtea  of 
links,   L>,   wblch   »re  held  in   p>oaltiaii  by  a  t«rl«a  of  Ateel  coUars  M, 


CHABT  KO.  iS21— Speedometer  Principles  Bzsmpllfied;  Magnetic,  Centrifugal  Air  %.u4  ia.^^:«:«£^A. 


614 


DYKE'S  INSTRUCTION  NUMBER  THIBTY-SE7EN. 


The  Electric  Horn. 
Tlier«  are  t-wo   tTpeii,   the  vibrfttcr  type  and   the 
eUetrio    motor    type. 

Tbfl  Sloctrlc  vibrator  Itoni, 
tg.  7:  Tbttre  txt  no  ravolT^ 
puts.  Tlte  m&gneta  (M)  csaAfl 
the  Tibrattoe  ■pring^  (BJ  to 
Atrike  the  BoJuRtikble  rod  (A> 
which  it  attached  to  diftphrBgrm 
(D)  and  breaks  contact  »t 
point*  (O  0>.  Tho  construe* 
tion  of  the  vibrator  ia  aimilar 
to  an  filoctric  belt  an  la  also 
the  adjuatmeot.  The  idea  be- 
ing to  adjast  Tibrator  <B)  In  relation  to  rod  <A) 
to  obtain  a  ^eater  or  1«sb  nmnber  of  Tibratloas 
(■Imilar  to  tig.  1,  paj^e  234)  which  incireaBes  or 
decreases  the  sonnd. 

Points  (0  0)  should  be  of  iridium  platinum,  else 
will  wear  down  and  stick.  Amperag^e  cousumcd  is 
4  to  6. 


Tlie  electrtc-motoT  bora,  ng.  5;  conaista  of  a 
mall  electric  motof  with  armature  <M).  field  wind- 
inir,  comrautator  and  brusJies.  When  armature  re- 
TOlvee  the  gtaia  hard  toothod  wheel  (W)  rubs  the 
t1a«a  hard  button  (B)  which  is  riveted  to  a  dia- 
j^  ,^n  phragm  (D)— eee  figs.  6  and  fi.  It  la 
J  If  n  from  this  diaphram  that  the  lound 
js   obtained. 

The  TOltaffe  required  for  Klaxon 
horns  it  fi  to  8  volts.  A  storage  bat« 
tery  or  6  to  8  dry  cells  can  be  used. 
Tlie  amperage  oi  cnrreiit  coxuraap* 
tioQ  is  filed  ffjr  each  aiie  of  KlaJEoo 
bom  as  stated  under  il lustra Itons. 

If  Id  testing  Item,  &a  per  page 
418,  n  Is  found  tliat  the  current  or 
■iDlmrace  consumption  is  greater  than  the  fixed 
•Sionnt,  then  it  la  likely  due  to  dry  or  dirty  b««r^ 
inga,  commutator  and  brushes,  caused  by  instriii- 
stent  not  recelTing  the  proper  lubrication. 

OoimactionB    can    be    two    wire    or   grounded,    per 
page   516, 


♦To  Adjust  tlie  Klaxon  Horn, 

To  adjust  20Ii,  tg.  1^  looaen  tiie  loc!k  nut  (A). 
itart  the  current  by  pressing  the  push  button.  While 
it  li  aoanding  twist  the  motor  case  until  no  lound 

li  beard  except 
the  bulling  of 
the  motor.  Con- 
tinue twisting,  in 
either  direction, 
until  note  is  loud 
and  clear.  When 
note  la  aa  dm- 
sired  tighten  lock 
nut. 

To  adjust  the 
Klaxon  12-Ij  and 
Klaxon-6,  fi^s.  2 
and  3,  loosen  the 
screws  and  re- 
move cover  (0). 
You    will    find    a 


Pig.  I,     Klaxon  20L 
ustt    7    amperes. 


2.      Kliixon     12L 
amperes. 


lock  nut  (A),  Itg. 
5.  While  motor 
is  running  ad* 
;u«t  screw  (8) 
until  the  note  if 
as  desired.  This 
action  forces  the 
armature  shaft 
with  its  wheal 
(W)  againtt  the 
button    (B).     Replace  corar 


and    tighten    screws. 


Fig.  3.  Klaxon- ti 
uses  5  ninpereB  and 
Ktaxette  not  tbown, 
3    amperes. 


^^HKI|^^^^H^|l  To    lubricate;    clean    and 

^^HHH^^^nnHI       liibricata    commutator    onee 
^^^S  ^^1      **   month   as   follows:   With  a 

I  9      dry   cloth   wipe  commatatot- 

clean.  Apply  a  little  Taae- 
line  with  a  clean  cloth. 
Ukc  thin  oil  in  winter.  Ap* 
ply  this  to  commutator. 
Tlie  slightest  film  ia  all  that 
is  necessary.  Every  three 
or  four  months  a  little  vase- 
line should  be  applied  to 
toothed  wheel  (>V).  Oil 
shaft  bearing  once  a  mouth. 
On  the  Klaxon  20  L  oil 
Tig.  4.  mason- 3,  hand  once  a  week  through  oil 
type,  Klaxon  83  type  bole  (O),  fig.  1.  <jive  two 
is  same  except  it  has  drops  of  cylinder  oil. 
a  vertical  push  rack. 

Miscellaneous  Accessories. 
Fig.    4 — The   BueU   compression  whistle,    screwed 
into  cylinder  in  place  of  relief  cock,  operated  from 
seat.     Mfg'd  hj  BueU  Mfg. 
Co«,    Ohieago. 

Fig.    3 — A   mirror   uteftil 
for   seeing   ear   behind. 

Tig,  6 — A  bumper  will 
save  lamps  and  radiator  in 
ease  of  eoUEttoa.  Should 
b«  on  rear  as  well  aa  front 
of  car — (see  page  736). 
Fig.  6  —  TonnauL  vliiA 
Ueld,  mfg'd  by  J.  H.  Ton- 
neau  Shield  Oo.,  1777 
Broadway,  N,  Y.  A  vary 
desirable  accessory,  naafol 
for   winter  or   summer. 


**T]i6  Magnetic  Gasoline  Tank  Gauge. 

These  gauges  are  made  for  either  pre*iure  or 
gravity  feed  tank;  the  amount  of  presaure  make* 
no  difference.  The  principle  of  the  '^Triumph'* 
fS*®"a**  simplicity  itself.  A  hollow  metal  float 
(-F),  (ng.  2),  tested  to  one  hundred  pounds  pri^a- 
aure,  ia  threaded  upon  a  gun  metal  bronia  ribbon 
(R).  which  it  suapended  from  the  top  of  Ibe  tube 
and  to  which  a  perma- 
nent mafcnet  (M)  ia  at- 
tached.   See  p.  162,  823. 

The  broQie  ribbon 
pastes  through  a  ttibe  in 
the  center  of  the  float. 

As  the  float  travels  up 
and  down  maide  the  tube 
of  ihe  gauge  with  the 
rise  and  fall  of  the  fluid 
in  the  tank,  it  ii  turned 
by  a  apiral  cut  (0)  in 
the  tube.  This  naturally 
causes  the  metal  ribbon 
to  make  a  turn,  also 
torninif  the  magnet 
which  exercises  its  pow- 
er through  the  solid 
head  of  tne  gauge,  and 
turns  the  magnetic  hand 
on   the  face  of  the  di^. 


€mAMT  KO.  222— The  Electric  Horn.    Miscellaneous  Accessories. 

*-^^tE^^*i^'   lu'^'^J,  *°  ^^*^i^}^  ^"'■''^     '^^^'''^  Klaxon  Co.  Newark,  N.  J.  for  Instmetion  pamphlet  on  adJaMistf 
cmnog   for    the   Klaxon.      **See   page    823   for  the    *  *  Qa*ottav>^.' '    a  ^wj  ueceasary   aecesaory. 


ft 


ACCESSORIES. 


518 


^^Tbe  desirable  accessaries  are  sucb  as; 
•liock  abftorbers,  which  will  save  their  cost  in 
time  by  preventing  broken  springs  and  vibra- 
tion and  jar  to  the  car  (see  page  26).  The 
f^eatest  shock  when  going  over  rough  places 
on  the  road  is  during  the  rebound.  The  shock 
absorber  absorbs  this  rebound  motion  and 
also  prevents  broken  springs.  See  index 
*' shock  absorber." 

A  mifTOr  on  windsliietd  so  placed  that  the 
driver  can  see  behind  hitn^  is  another  desir- 


able accessory,  as  ia  also  a  mechanical  tire 
pump,  An  electric  hand  lamp  with  several 
feet  of  lamp  cord — for  exploring  around  the 
engine  or  car — which  attaches  to  the  dash 
light  socket  by  removing  the  bulb,  is  also 
very  handy. 

A  tonneau  windshield  as  per  fig,  6,  page 
514  might  be  termed  a  necessary  accessory. 

Lack  of  space  prohibits  the  enumerating 
of  other  desirable  accessories  both  wise  and 
otherwise. 


Signal  Alarms. 


^ 


There  are  a  variety  of  devices  properly 
designated  as  signal  alarms  inctudlng: 
bells,  bulb  homa^  electric  horns,  exhaust 
whistles,  compression  whistlesi  etc. 

In  the  early  days  the  meclianlcal  electric 
ball»  operated  by  the  foot,  was  the  applied 
method  for  warning  the  pedestrian— pos- 
sibly this  was  not  necessary  as  the  cars  in 
thosa  days  made  sufficient  noise  to  warn 
a  block  ahead. 

flien  came  tbe  bulb  horn,  but  the  old 
style  bulb  horn  has  about  seen  its  days. 
It  ia  seldom  used,  because  of  its  difficult 
method  of  bulb  operation  and  getting  out 
of  adjustment  at  the  reed. 

Tlie  compression  whistle  is  the  type  shown 
in  fig.  4,  chart  222.  It  is  desirable  where 
there  is  no  battery  or  where  the  battery  is 
not  of  sufficient  size  to  operate  an  electric 
horn.  This  type  of  alarm  is  very  popular 
and  saves  battery  current. 

The  exhaust  bom  or  whistle  was  used 
extensively  at  one  time,  but  is  now  seldom 
Qsed. 

Tbo     hand     operated 
bom,    as   per   fig*   4,   ia 
not     desirable     for    two 
\iQ*  \|  reasons:    one    is    as    per 

\)^    H  above  and  the  second  it 

is  operated  by  hand  at 
'  an  inconvenient  place* 
It  is  too  near  driver, 
whereas  it  ought  to  be 
nearer  the  front  of  car.  When  side  cur- 
tains are  down  the  result  is,  the  noise  is 
thrown  inside  of  car  instead  of  outside. 

Tbo  vibrating  type  of  electric  bora  is 
similar  to  a  vibrator  on  an  electric  belL 
Instead  of  the  clapper  striking  a  bell,  it 
strikes  against  an  adjustable  rod,  which  is 
connected  to  a  diaphragm  (D),  as  explained 
in  fig.  7,  chart  2  22. 


fTbe  motor  type  of  electric  bom  coosbts 
of  an  electric  motor  of  small  size  with  its 
armature  and  winding  (M).  On  the  end  of 
the  armature  shaft  a  case  hardened  steel 
rachet  wheel  (W)  (see  figs,  6  and  6)  strikes 
against  a  hardened  steel  button  (B)  on  the 
thutrram  (D).  The  motor  horn  is  tbe  more 
desirable. 

Construction  of  the  electric  motor  born; 
there  are  two  types.  The  vibrator  type  of 
bom  as  shown  in  fig,  7,  chart  222»  and  tbe 
motor  type,  figs,  1,  2,  3,  5  and  6;  fig.  4  is 
a  hand  operated  type* 


Fl«.ll 


^Y??*fr* 


wiring  on  iilectric  liom  c»a  be  either  * 'two- 
wire*, "    fie*    10,   or    "grounded"    retom^   tg,    11. 

Pitting  the  electric  bom  to  a  car;  a  horn 
ought  to  be  placed  on  the  opposite  side 
from  driver  and  far  away,  in  front  of  car 
if  possible.  The  reason  is^  the  noise  is  then 
away  from  occupants  of  car  and  the  sig- 
nal is  placed  where  it  is  moat  effectivs^ 
usually  under  the  hood,  to  the  front. 

Adjusting  a  Stewart  electric  bom,  fig*  12, 
is  very  simple.  Always  lock  screw  (3)  with 
nut  (N)  after  adjusting* 

Horn  brackets  fig.  13  are  for  automobile 

use  and  are  arranged  so  that  horn  can  be 
mounted  at  ijifferent  angles.  M  and  S3  are 
for  motor  boat  use.  American  Hectric  Co., 
Chicago,  supply  brackets. 

Handles  for  hand  actuated  boms  (fig.  14) 
can  be  had  of  some  of  the  born  manufae- 
turers, — suitabto  for  long  continued  blasts 
when  used  on  boats. 


^A  Transcontinental  Tour — The  Lincoln  Highway. 


Tbs  transcontinental  tour  Is  now  compara- 
tively easy  and  decidedly  worth  while  to 
anyone  who  can  possibly  arrange  to  take  it. 
I  say  "now,"  because  such  has  not  been 
the  ease  in  the  past.  Until  very  reeentlyi 
A  trip  across  the  continent  has  been  more 
or  less  of  an  adventure^  a  somewhat  hajs- 
mrdoos  as  well  as  an  expensive  and  lengthy 


undertaking,  requiring  some  measure  of  en- 
durance, 

Frank  Trego  in  writing  an  article  for 
Motor  Age  gives  some  very  interesting  data 
on  touring.  This  article, — a  part  of  which 
we  give — was  printed  in  Motor  Age,  some 
time  ftgo^  and  is  reproduced  on  following 
pages.  — conlintied  on    p»g«  617 


*F«r  •  ihortrr  tour,  the  readsr  emn  go  over  tbe  lisu  on  pftf«a  617  to  520  Aod  Mltct  wb«t  b#  tliiaki 
will  b*  required. 
**LsBip  teat  which  «re  not  fUrio^  art  neeeuAfr  ia  moat  8t«tett.      TSee  page  418  («at\%^  %\««:^\ft.  "^ 


\ 


Fig,  &^ExFlAlt]«  tb«  method  Of  mftldiig  • 
cooking  fire  «»  described  io  Mr  Tregu**  ta- 

aLructions    on    pnjtea    519    and    520,    not*   tbt 
troo  roda  (B)  and  iron  frame  with  eroat  rodi. 

Fig.  6 — ExptAina  tlia  maUiod  for  fattlldlac 
»  baJclng  fire  which  muit  b«  high.  Not*  tba 
(^tlcki  (A)  are  of  ^et-n  niatc^rial  wbereaa  ihe 
l»urtii£t^  cnAteriul  is  dry,  0  \a  the  patented 
bakcT,  iDAde  of  aluminum. 


nC*      cdOHiNCV   r<Ht 


Fir«  b     tIAMtflQ    not. 


Pig.  22.^The  AutoKot  Qo. 
manufacture  a  very  anrrieeablt 
and  compact  adjtiatable  cot 
which  can  be  placed  on  tbe  lop 
of  rear  aeat,  and  front  aoat  of  • 
5  or  7  passeoger  car.  It  e«l  he 
folded  to  a  very  compact  form 
and  placed  back  of  tbe  froitt 
aeata.  (Peoria  AutoKot  Co., 
Peoria,  llliaoia.) 


A  Ctm^  B*4  far 

Mat«n»lt  TUtl 

can  b*  r«t4«4  lAt* 

butt  S9***  *n4 

&hawn  Abdv« 


ng.  14 — Plcturea  a  new  Idet  of  cmmpltig.  A  trfcUar  (ig.  14)  ie  carried  with  you  and  it  ia  aiated 
It  will  trave)  50  miles  per  hour  along  with  car.     Tiie  tent  and  ill  parla  are  placed  into  tbia  trailer. 

Tig,  1&— Showa  the  tout  wben  removed  from  tmiler  and  trailer  osed  at  the  floor,  and  tail  gate  of 
te«iler  li  ntiiiied  for  a  atep,     Thie  outfit  ii  made  by   the   Anto  Ramp    Equipment    Co.,    Saginaw,    Mich. 

Ttf.  16  showi  another  principle.  Kote  tbe  compact  form  of  tbe  oatflt  (fig.  17)  when  placed  in  box 
oa  rDnsing  board  and  covere<l  with  canvaa. 

T^M  IB — £:xplfttnB  Mi.  Trego'a  method  for  erecting  tent  as  explained  on  pa^e  517.  The  one  man  and 
two  man  teni  ia  shown.  Note  the  bottom  of  tent  itflclf  ii  used  to  hold  the  aidea.  Thla  tent  made  of  ballooii 
•ilk  can  be  iwung  between  two  treoa  or  poles. 

Another  out  at   ihown  below:     The  tent  hat  a  floor  9  feet  aqiuro 
^  ^-^^^^^  which   ia  sewed   in.     An  extemion  of  about  2  feet  on  the  front  edge 

'  of  the  floor  can   be  faetened  over  the  running  bo^rd  of  the  car.     The 

front  wall  of  the  tent  is  7  feet  high  and  extende  over  the  top 
of  the  car  when  tbe  tent  la  pitched  in  this  way,  or  it  may  be  used  aa 
a  straigbtfront   for  tbe  closed   tent  when   the  car  ia  not  attached. 

Two  7-foot  poles  prevent  undue  strain  on  the  car  top.  Tbe  polea 
were  cut  with  slip  joints  to  be  of  proper  4  foot  length  to  carry  on 
ttie  running  board.  The  aide  walla  have  extensions  of  about  10  itichea 
on  the  front  edgea  to  fasten  to  coovenient  places  about  the  e«f* 
mskinj^  a  tightly  closed  tent  in  case  of  storm  or  cold  wind.  One 
side  wall  has  a  window*  and  the  other  has  a  door. 

The  rear  wall  la  about  3%  feet  high  and  was  liept  at  a  conveaietil 
height  by  its  location  near  a  fence,  tree  or  other  object  to  which 
ropea  could  be  attached. 

The  tent  waa  made  of  khaki  at  a  coat  of  918.  Folding  camp  eoU 
were  aied  .  The  use  of  heavy  blankets  on  the  tent  floor  during  cool 
weather  was 
preferred  to  the 
coti.  Tbe  tent 
was  adapted  to 
an  Overland  b:r 
lk*a  fl  inch  flap 
sewed  to  the 
front  wall  to 
make  sure  of 
protection  for 
tbe  car.  The 
site  given  ia 
suitable  for  a 
car  having  a 
7H  or  8'ft.  top 


Fig.  20.^ — To  uae  yonf  watch  as 
m  oompaBs;  Point  the  hour  hand 
of  your  watch  to  the  sun  at  any 
time  of  the  day,  then  lay  the  watch 
flat  la  your  hand.  A  point  midway 
between  hour  hand  and  12  on  dial 
will  be  due  South. 


€XBAET  N0>  SSSS—Oumphig  Outfit     Camping  Tents.    How  to  Build  a  Pirs.    Watdi  as  a  OmwyaM 


h:: 

m 


One    e»n    drive    for    a  early    2,000    miles    eeroia    the 
oniitrT  without  once  beinff  more  th«D  helf  e  mile  from 
Itbe    femitter    red,     white    and    blue    Lincoln     Hii^hwfty 
rtnarkers. 

The  only  thini?  which  mij;ht  make  a  coast -to-co«st 
AQtoiDobile  trip  m  hardship,  would  b«  «  Uck  of  proper 
e^iuipme&t  ftod  perhaps  the  wroo^  time  of  year. 

The  ffreateat  iHCt  on  a  trip  of  thie  kiod  ii  ''eom- 
Doo  aenae."  The  next  proateat  aaaet  ia  "eflleteat 
quipmeot." 

The  Ume  reiiulred  for  the  trip,   with   eaay   drlvliig, 
rill  b«  ninvtLien   dnya,   driviDjf  approximately   ten   hours 
rper  day.      This  will  make  an  averafe  of  approximately 
eic'hteen  milea  per  hour,  during  the  driTing'  lime. 

Breaa:     White   eollara   and   cuffa    are    impoiiible    in 
amp    and    ■oiled    linen    looks    a    thouHaQd    timea    worve 
[Uien  a  fUnnel  shirt.     The  khaki  and   flannel   are  much 
Qore  welcome  in   a  hotel. 

Mftke  ready  hefore  at«rtlnj| — not  aft«r.  Fit  yoanelf 
ma   welt  bb  yuur  cut 

Th€  tent:  Tf  a  one  penoa  affair  where  two  sleep 
toif ether — a  balloon  eilk  lent^  7x7x7  feet,  A-ihaped 
with  water  proof  canTas  floor  sewed  tn,  and  loopa 
ttlons  the  ridsre  to  tie  rope  when  ■Iretched  between 
^T««fS  or  in  uainp  polei.     (See  tig,  10,  chart  228.) 

The  one  person  tent,  (flf.  Id,)  called  the  Trefo  tent 
_  n  be  A-ahaped,  7  feet  lonj,  4  feet  high  by  4  feet 
wide,  with  a  rid^e  rope  sewed  on  and  exteoding  about 
1(>  feet  beyond  each  end.  Floor,  water  proof  canras 
aewed   into   the  sidewalls  which   banc  over  etifhtly. 

I  At  the  head  end  is  a  little  window  covered  with 
stosQuito  netting  sewed  In.  and  outside  ol  this  is  a  cur- 
tein  which  may  be  raised  and  lowered  at  wilt  from  the 
inatde  of  the  tent.  At  the  foot  are  two  flaps,  o^er- 
[lippinr  each  other  when  closed,  and  equipped  with 
pnapB  and  rinirs  for  fastening  either  open  or  closed. 
'Bleep  with  the  flaps  and  window  of  your  tent  open 
||in1esa  It  is  storming.  A  rope  loop  is  attached  to  each 
'•omer  for  stakes,  but,  as  a  rule,  the  stakes  wilt  not 
lie  necessary,  as  the  bedding  holds  down  the  floor. 

This  tent  may  be  tlun^  between  two  trees.  If  not 
n9#d  "in  this  manner,  the  ropes  at  each  end  should  be 
led  over  4'faot  stakes  of  some  kind  and  the  comers 
of  the  ten!  must  then  be  staked  down»  ao  that  the 
walls  will  act  as  cross  pieces  to  keep  the  end  poles 
npriifht. 

This  siie  tent  will  take  blankets  folded  once  orer, 
and  all  of  the  extra  clothing^,  etc.,  can  fo  under  the 
hlankets   at    head   and  serve  as   a   pillow. 

The  hlunkets  are  to  be  pinned  Bcross  the  foot  of 
the  head  end,  with  horse  blanket  Bafety  pins,  procur- 
able St  any  harness  store,  ipair-ing  them  about  8  inches 
apart.  There  shonid  be  2  pair  of  heary  blankets  and 
one  cheap  cotton  quilt.  Fold  this  last  mentioned  over 
once  and  place  under  blankets  to  serve  as  a  mattreaa. 

Always    kerp   a    umall    whisk    broom   handy. 

Sleep  wltk  clothes  on,  unless  breather  is  warm,  sim- 
ply remove  your  shoes.  lej^itJnjtB  (use  only  eanYns  leg- 
CiDl^s.  not  leather),   hat  and  handkerchief. 

Camp  location.  Pitch  where  natural  drainafe  will 
carry  water  off  in  case  of  rain.  In  the  forest,  ent  a 
lot  of  small  pine  branches,  no  thicker  than  your  Anger, 
and  rip-rap  these  with  the  stems  to  the  foot,  makinr 
a  pad  the  full  width  of  yoar  tent,  and  about  a  foot 
thick,  before  you  lie  upon  it.  If  there  are  no  trees  to 
inmish  this,  diir  a  trench  about  3  inches  deep  by  ft 
"*  chea  wide  just  where  your  hip  will  come  when  you 
ie  upon  your  side.  This  will  add  wonderfully  to  your 
rnmfort. 

It  makea  no  difference  how  the  tent  ia  placed,  ex- 
cept do  not  get  the  foot  or  open  end  toward  tlie  wind< 

Pret«ctli>n  from  the  wind;  try  to  get  the  eamp  ont 
of  the  wind,  un  account  of  cooking.  Along  side  of 
the  woods  is  much  better  than  in  them,  on  Bceount  of 
the  mosquitoes,  flies,  bugs,  etc.  Get  near  running 
water.  If  possible,  although  by  carrying  a  6  gallon 
milk  can  on  mnninf  board  yva  Are  Independent. 


I th^ 

^^^  en 


Drinking  water:  Should  be  selected  and  carried  in 
a  5  galloa  milk  can  which  can  have  a  wood  circle 
placed  on  running  board  to  hold  in  place  and  straps 
made  on  the  order  of  a  bamesa  over  same.  Don't  be 
dependent    upon   other  water—keep  a   supply   on   band. 

*W1ien  stuck  In  mnd:  If  tha  rear  wheels  are  stuck 
Izi  the  mud,  dig  holes  in  front  of  the  front  wheels  for 
them  to  fall  into  to  give  the  initial  start,  and,  if  the 
car  does  not  continue,  then  block  Ibe  rear  wheels  in- 
stantly and  repeat  the  operation.  Place  brush  in  front 
of  the  rear  wheels  and  turn  them  as  slowly  as  poiiiblft 
to  keep  from  churning.  If  one  rear  wheel  is  on  good 
road,  try  pultinir  on  the  hanilbrake  fairly  tight  to 
destroy  the  action  of  the  differential,  or  fasten  the 
mired  wheel  so  that  it  cannot  turn,  and  the  other 
wheel  will  do  the  work  and  slide  the  mired  wheel 
along  the  ground. 

The  instant  yon  realise  you  are  getting  stuck  in 
sand  or  mud,  stop  right  there  and  look  over  the  situa- 
tion, instead  of  flghting  the  car  and  burying  it  deeper 
and  deeper. 

Start  ttailF  snd  stop  before  dark  to  select  the  camp 
site. 

Use  the  wlndsMeld  tip  to  keep  the  hot,  dry  air  from 
burning  yonr  face*  and  have  the  top  up  all  of  the  time 
for    like    protection. 

Get  all  of  yonr  guide  booki  before  you  start. 

In  asking  directions,  always  apply  to  a  garage  or 
livery  stable,  but  do  not  depend  opon  farmers,  at  their 
knowledfre  of  the  road  does  not  extend  very  far. 

If  a  party  of  fonr,  let  one  do  the  cooking,  another 
gather  ire  wood,  another  put  up  the  tents,  and  the 
fourth  go  over  the  car  with  oil  can  and  turn  up  all 
grease  cups,  adjust  brakes,  etc. 


The  Oar  KitettexL 

This  ontflt  ts  deslfnftd  for  four  people  and  wetfftii 
about  10  ponnds.  All  items  marked  t  may  be  pur- 
{Phased  at  Von  Lengerke  A  Antoine,  Obicago.  or  Aber- 
crombie  h  Pitch  Co.,  New  York,  and  the  tmmarked 
items  may  be  obtained  at  atmost  any  atore  dealing 
in  such  goods. 

1    Arizona   camp  grate.   24   by  12  ics.t 
1    Set    pot   hooKs.l 

I   Aluminum  folding  baker.  8  by  18  ins.l 
I   Canvas    cane    for   above   baker. t 

The  following  Armorsteel  pieces  of  cooking  Qntflt 
may  atl  be  purchased  at  above   mentioned  flrroi. 

I  Frying  pan,  9%    inches  wide,  with  patent  handle. 

1  Cooking  pot,   Q%    inches   wide. 

1  Cooking   pot,   ft  14    inches   wide. 

1  Conking  pot.    7\4    incbee    wide. 

1  Coffee  pot  6%  Inches  wide. 

4  Soup   bowls,    4%    inches   wide. 

5  Cups^  4   inches  wide, 

Don't   use   alnmioum   cups, 

6  Plates,    B%    inches   wide, 
4   Forks,    with   fonr  prongs,    1%    Ins.   long, 
4  Knives,    B%    inehee  long. 

0  TeaepoonB. 

2  Cookinit  tpoons. 

1  Carving  knife.    10 U    inches    long. 
I  Sharppning    stone. 

1  Bot  tin  litfs  for  the  pots  and  frying  p»a. 

1  Pnncftke  turner.   21   by  4 H    inehee. 

1  ."^-pronp  ''ooking  fork. 

1  CollapBibte  wash  basin.   12  by  3   ins.t 

1  Camper's  carbide  lamp. 

Abercrombie  A   Fitch   Co.   No.   3A937, 
Be  careful   to  read   the   inetmctlons, 

1  lb.   Carbide   for  above  lampt 

2  Canvas  duflle  bags,   10  by  24  inehe«   (use  for  food 
only).t 

1  dot.  Food  bags,  9  by  9  inches. I 

2  Food  bags,  9   by    14   inches.t 

1   Agateware  milk   can   with   tight  Ud — 2-qnArt.      Use 
for  the  stewed   fruit  only. 

3  Patent  egg  carriers. 

I  Tin  bread  pan.  10  by  4  inches.     Use  mUo  for  wash* 
ing  dishes. 


•Pull  nout  Sales  Co..  2024  Market  St.,  St.  Lonla.  Mo.,    manufacture  a  device  suitable  for  this  purpose,  see  index. 
I  Read  matter  under  head   of   '*The  Car  Kitchen'*  above.    The  Prentiss  Wabera   Stove  Co.,    34   Spring  St.,   Grand 
Rapids.    Mich,,    m&nnfscture   ramp   ttovei,      Harthall   Field  Co.,  Chicago,  supply  complete  camping  <mtflts« 


618 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-SEVEN 


1  IuBpirator,  for  camp  fire — (2  feet  Bmall  rubber 
kote,  one  end  of  whieh  U  slipped  over  one  end 
of  a  8>ineh  pieee  of  copper  tnomg  and  the  other 
end  of  thia  tubing  ia  flattened  to  make  a  slit  about 
it  inch  opening).  This  ia  a  wonderfullr  handy 
thing  for  getting  a  balky  fire  going. 


Car  Equipment: 

Thia    equipment    is    suitable    for   a    transcontinental 
trip  of  for  a  shorter  one: 

2  Extra  tires   mounted  on  demountable  rims. 

2  Extra  tires  with  tubes,  covers  on  them. 

4  Extra  tubes  in  bags,  under  rear  seat. 

6  Gallons  good  water. 
*60  Feet    {k   inch  flexible  steel  cable. 

1  Medium  size  shovel,  strapped  to  running  board. 

2  Oallons  engine  oil,  in  1 -gallon  cans,      under  front 
seat. 

1   Set  weed  chains,  heavy  type. 

6  Extra  cross  chains. 

1  Set  spring  chain  tighteners. 

1  Set  regular  tools  for  car. 

1  Oar  Jack. 

1  Pair  good  cutting  plyers. 

1  Piece  hardwood  IH    inches  by  4  feet  by  10  inches. 

1  2-quart  canteen.     Buy  west  of  Missouri  river. 

1  Blow-out  patch  for  casing. 

8  Extra  spark  phigs. 

B  Feet  high-tension  wire. 

8  Feet  low-tension  wire. 

1   Extra  valve  and  spring  complete. 

1  Medium-sised  axe.     Strap  to  running  board. 

1  Small   can    Le   Page's   glue,    for   mending    camera, 

•te. 
1  Hose,  upper  radiator  connection. 
1  Hose,  lower  radiator  connection. 
1  Oanvas  folding  bucket  for  water;  9  by   12  inches. 
1  Can  cup  grease.     Under  front  iteat.  and  so  packed 

that  it  cannot  upset  when  melted. 
1   Set  extra  electric  lamp  bulbn. 

1  Bet  extra  fuses  for  electrical  system. 

2  Packages     smalt,     cheap     roweU.     for     wiping     ma- 
chinery, etc.;   one  dozen  in  each  package. 

160  Feet  U-inch  best  Manila  rope,  for  packing,  etc. 


Personal  Equipment: 

When  on  a  camping  motor  trip,  the  first  thing  of 
importance  is  common  sense.  The  second  is  proper 
equipment. 

Now  for  the  list.  This  is  the  minimum  for  a  long 
trip,  and  of  course,  may  be  added  to  according  to  the 
Uttes  and  ideas  of  the  individual,  but  more  is  entirely 
unnecessary  and   should  be  avoided,   if  possible. 

1  Pair    tan    shoes,    light-weight.      Don't    wear    new 

shoes. 
8  Pairs  light  cotton  lisle  socks. 

1  Pair  canvas   puttees,    light-weight. 
Don't  wear  leather.! 

2  Pairs  kahki  ridinfr  breeches,  laced  below  the  knee. 
Don't    wear   corduroy.) 

2  Pairs   light   wool   drawers. 

2   Light-weipht    wool    shirts    to   match    above. 

2   Pairs  B.  V,  D.  under  suits. 

2  U.  S.  Army  officers'  brown  shirts  with  patch 
pockets.  These  are  twice  as  warm  as  $2.50  flan- 
nel shirts,  and  are  practically  wind-proof.t 

1   Light-weight    kahki    coat.      To    wear   in    towns. t 

1  Heavy  mackinaw  coat  with  shawl  collar.  For  driv- 
ing when  it  is  cold  at  high  altitude  and  by  the 
camp  fire.t 

1  Pair  light-weight  gauntlets,  for  driving. 

1   Pair  old   street  gloves,   for   wear  around   camp. 

1  Kahki  hat  with  narrow  brim.  Cut  H-inch  ventila- 
ting holes  on   each   side.t 

2  Blue  and  white  bandanna  handkerchiefs.  Tie  up 
snug  to  your  neck  and  don't  wear  loose  like  the 
pictures    of   cowboys. 

6  Pocket  handkerchiefs. 

1   Pair     li^ht-weight    moccasins.       For    wear    around 

camp  and  to  sleep  in. I 
1   Toothbrush. 
1   Hair  comb. 


1  Pocket  knife,  three  blades  and  strong. 
1  Pocket  compass.  I 
1  Safety  razor  and  two  extra  blades. 
1  Can  shaving  powder. 
1  Shaving  brush. 
1  Mirror,  small. 
1  Ingersoll  watch,  with  fob. 
1  Pair  yellow  goggles.    Don't  forget  these. 
1  Pair  white  goggles. 
1  Tube  tooth  paste. 
1  Package  bachelor  buttons. 
1   Pair  scissors,  small. 
1  Set  needles  and  thread. 

1  Pair  manicure  scissors.     Don't  forget  these.    Hang- 
nails are  a  great  source  of  trouble  on  long  trips. 
1  Narrow  leather  belt. 

1  Stick  camphor  ice.  Much  better  than  any  form 
of  cold  cream  and  very  handy  in  package  Use 
it  only  at  night  unless  riding  in  the  shade  of  the 
top.  as  the  hot  sun  will  blister  the  lips  on  account 
of  the  beads  of  moisture  acting  as  lenses  on  the 
lips  after  using  the  camphor  ice. 

2  Dozen  eathartie  tableta 
1  Package  gauze. 

8  Rolls  gauze  bandages.  2  inches  wide. 

1  Tube   vaseline,   for  bums,   guns,  etc. 

2  Pairs  5-lb.  wool  double  blankets. t 
L  Cotton  quilt. 

1  Tent.     Trego  sleeping  tent.     Purchase  at  Von   Len- 

gerke  A  Antoine,  Chicago. 
1  Camera. 

13  Rolla  film  for  camera. 
1  Welcome    photographic    exposure    record.      This    is 

a  red  book  bought  at  any  photo  supply  store. 
1  Small  whisk  broom,  for  use  in  tent,  etc. 

1  Silk  sleeping  cap,  to  pull  down  over  the  ears. 

2  Coarse  towels. 

2  Pipes,  if  you  are  a  smoker,  and  plenty  of  your 
favorite  tobacco. 


What  to  Cook  and  How. 

Bacon:  This  is  the  sUndby  of  all  camping  parties 
and  is  really  the  best  meat  to  carry,  as  it  keeps  well  and 
is  easy  to  cook.  It  should  be  placed  on  bread  and  eaten 
as  a  sandwich,  thus  you  will  not  miss  butter.  Fresh 
meat  should  be  attempted  only  by  the  expert  cook. 
There  is  a  science  in  cooking  bacon,  and  but  few  people 
seem  to  catch  the  idea.  I  will  try  to  make  it  as  clear 
as  possible. 

In  the  first  place,  do  not  buy  the  sliced  bacon  under 
any  circumstances.  Buv  the  bacon  in  the  slab,  as 
lean  as  possible,  and  of  the  very  best  quality.  Buy 
one  full  slab  at  a  time  as  you  go  along  and  cut  thia 
into  three  pieces  to  go  into  one  of  the  larger  fo*d 
bags.  Now.  when  slicing  the  bacon  before  each  meal, 
cut  the  slices  at  least  A  to  %-ineh  thick.  Bacon  which 
is  sliced  thin,  cannot  possibly  be  fried  properly,  as  it 
will  curl  up  in  spite  of  you  and  bum  one  end  while  the 
other  end  is  raw. 

Cutting  the  bacon:      After  cutting  the  slices   down 

*"  "  the  knife   under 

lying   flat.      Lay 


to   the  rind,   cut  this   oif  by  passing  the  knife   under 

the   slices   horizontally,   with   ihe  slab   lyin. 

the   slices   in   the   frying  pan,   putting  in  as   many    as 


may  be  required,  regardless  of  whether  they  rest  on 
top  of  each  other  or  not.  Set  the  pan  on  the  grate 
and.  after  the  grease  begins  to  form,  tilt  the  pan  this 
way  and  that,  so  that  the  grease  flows  all  through 
the  slices.  Watch  it  carefully  and  turn  the  slices 
frequently  with  your  fork.  In  the  meantime,  have  a 
plate  warming  on  one  comer  of  the  grate,  and  as  the 
slices  become  fairly  brown  on  both  sides,  pick  them 
nnt  with  the  fork  and  pile  them  up  as  closely  as  pos- 
sible on  this  plate.  As  soon  as  all  are  done,  cover 
the  plate  with  another  and  set  where  it  will  be  kept 
warm.  This  will  keep  the  slices  moist  with  the  heat 
and  grease  left  in  them  and  they  will  not  become  brittle 
and  dry.  The  remaining  grease  in  the  pan  can  now  be 
poured  into  one  of  the  cups  for  future  use.  or  that 
meal,  for  frying  efga,  ate.  Sfgi  fried  with  bacon 
grease  have  a   fine  flavor. 

It  ii  astoniibing  how  ftw  cooka  know  how  to  cook 
rice  so  that  the  grains  will  be  soft  and  yet  stand  apart. 


*A  good  auto  tow  line  (flexible  wire)   is  manufactured  by   A.  Leschen  ft   Sons    Rope  Co.,  St.  Louis.     It  is  called 

"Hercules  Wire  Rope  Towing  Line"   and  is  25  ft.  long  between  end  fitting*. 
/See  foot  note  page  517. 


I 


ioiled  ric«  ii  a  gre^t  dUh  Cor  camp,  if  properly  cook- 
ed, bai  U  m tiers ble  stuff  tf  cooked  into  ii  thick  pmte. 

Tftke  nexrt  to  the  Urgent  pot  And  fill  it  &bout  throe- 
qa«rters  full  of  cold  water  ftnd  add  about  one-hftlf 
teatpoon  of  lAlt,  thea  put  in  threequftrter  cnp  of  rice 
kod  pat  on  the  lid,  plactnie  the  pot  over  the  6ire 
on  the  rrnte  where  it  will  gQt  a  food  heat  to  boiL 
The  riee  Bhoutd  boil  for  about  30  tninutet,  and  if  de- 
•lred»  it  may  he  teated  by  fathering  a  little  in  the 
•poon  and  chewing  tt,  to  ■««  that  the  graiJiA  are  loft. 
Stir  fre<|uenlly  and  acrape  the  bottom  of  the  pot  with 
the  «pooo. 

Aft«r  the  rice  i«  done,  take  the  pot  to  one  aide  of 
th*  camp  and  poar  off  all  the  water  you  can  by  hold* 
ioff  the  lid  to  place  and  tumin^'  the  pot  almost  opBide' 
down.  Kow  let  it  to  one  side  with  the  lii)  oo  until 
needed,  and  the  rice  will  tteam  «o  that  the  ri'aiha 
will  itand  apart.  You  will  find  this  a  delicious  dLah, 
which  ebould  be  served  with  evaporated  milk  and 
iufar.  or  with  a  sauce  of  fruit  juice.  Cook  a  fresh 
lot  for  each  time  served  and  do  not  try  to  savfl  It  for 
the  ne%t  meal.  Tf  ^ou  have  too  much  rice  for  the  {luan^ 
lity  of  water  it  will  produce  a  mixture  like  slue,  and 
it  poor  stuff  to  eat. 

Fifteen-minute  bread:  Most  campers  will  ahy  at 
taaktpf'  bread,  but  really  it  is  very  simple  and  ii 
made  in  about  15  minutes.  The  patent  baker  ts  a 
marvel  and  will  brown  the  loaf  equally  on  ton  and 
bottom,  no  matter  how  the  wind  blows.  A  special  kind 
of  fire  is  reqtiired  to  bake  br^d,  so  do  not  attempt  it 
at    the  regular   cooking   fire. 

♦To  btilld  tlie  correct  flre»  drive  two  stakes  in  the 
ground  about  2  inches  apart  and  2  feet  from  there 
drive  in  H  more  likewise.  Between  the  vertical  stakes, 
taj  a  wall  of  sticks  about  1  to  1^  inch  thick,  porfer- 
ably  freon  sticks,  and  atrainst  this  wall  set  a  lot  of  Are 
stuff  which  will  burn  rapidly  and  make  a  hl^h  flame 
with  little  smoke.  You  must  hare  &  hich  Same.  This 
ahoold  he  kept  ^oin;  brlirhtly  until  the  bread  la  done. 
rSee  fir   «■   chart  223.) 

Test  the  bread  by  piercing  the  loaf  with  a  ilWer 
of  wood.  Tf  no  dougrh  sticks  to  the  sliver,  then  the 
bread  is  done.  Of  course,  it  should  he  fairly  brown  on 
top  before  testinj?.  Leave  the  pan  in  the  baker  and 
rwDove  from  the  fire,  settinr  to  one  side  where  it  will 
receive  a  little  heat  from  the  regular  fire  to  keep  warm. 
The  aluminum  baker  will  retain  the  heat  for  quite  a 
while. 

Carry  whole  wheat  flour  only,  and  in  the  iari^er 
food  bap.  Of  this  take  one  and  one-half  cups  and 
put  it  into  the  bread  pan  for  mixing.  Add  to  this 
one  and  one-half  heapinip  teaspoonsful  of  hakinj?  powder, 
one  level  t«aspDon  of  salt,  three  teaspoons  of  siifrar 
and  one  and  one-half  cups  of  water,  f^tir  irently  until 
tbornoghly  mired,  but  do  not  beat.  Warm  the  baking 
pan  and  then  in'^Ase  it  all  over  the  bottom  and  aroand 
tbe  aJdeis  and  comers  with  a  strip  of  bacon  rind,  then 
pour  in  the  batter  you  have  made  and  place  the  pan 
fa  Ibe  patent  baker.  Set  thia  before  the  baking  Are 
qnite  close.  «ay  one  to  two  feet.  It  will  betrin  to  rise 
immediately  and  will  bake  into  a  loaf  about  one  to 
one-half  inches  thick,  which  will  be  just  rijrht  for  four 
huDfry  people.  This  bread  is  RTeat,  and  will  stick  to 
your  ribs  on  the  loni;  hike,  Tt  is  so  much  better  than 
baker's  bread  and  very  little  troubte  after  yon  once 
fet   thf*   hanp  of  it. 

Doaaert  a  la  tour:  You  will  find  that  stewed  fruit 
Is  far  ahead  of  the  canned  foods  and  much  better 
fond  In  the  food  list  yon  will  notice  that  peaches, 
pmnes  and  apricots  are  specified,  dried.  These  will 
all  be  mixed  toj^ether  and  used  that  way.  The  fiaTor 
is    mueh    better    than    when    used    separately. 

Fitl  yoor  2 -quart  milk  can  about  one-third  fuH 
of  this  dried  fruit  and  then  fill  up  with  cold  water, 
addinit  three  tablespoons  of  Bu^rnr  the  day  before  you 
start,  and  then  at  the  first  nii^ht  stop,  place  the  can 
OQ  Ibe  crate  over  the  fire  and  allow  to  simmer,  first 
UxwenfTic  up  the  lid  to  let  the  steam  escape.  After 
•*•-  '      fruit,  you  can  put  In  more  fmit,  add  more 

*■  sufar   and    carry    it    with    you    to    the    next 

*'  iQC  the  simmerinir  process.     Tn  this  manner 


the  mixture  will  become  quite  syrupy  and  of 
fiaror.  About  every  3  days  empty  the  can  and  wash 
out  with  hot  water,  becinninr  over  a^ain  as  you  did 
in  the  flrst  place. 


"d! 


The  breakfast  drink:      Use   3    teaspoons   of   crou 
coffee  to  one  cup  of  cold  water  In  the  coffee  pot, 
on   the  firti   until   it  comes  to  a  boil,   then   pnur  one-hall 
rup    of    cold    water    over    the    top,     Koinff     round    and 
round,  and  a  little  down  the  spout.     Set  the  pot  asid 
until   served   and    then   pour   carefully   and    slowly, 
the  coffee  will  be  clear. 

No  egg  or  anythinip  of  that  sort  La  needed  to 
clear    coffee.      Ii    the    coffee    food    bar    is    tied    ticbtl 
it    will   keep   in   the  cround   state  all  rifht,    so   do 
carry   it  in  the  can   in  which   it  is   sold. 

Tea:  If  tea  is  used  immediately,  pour  boiling  wat 
over  the  tea  leaves  and  let  stand  for  a  few  momenti 
only.  If  it  standa  very  long;  with  the  leaves  in  the  pot, 
It  will  make  a  mixture  which  will  absolutely  tan  the 
)ininf  of  your  stomach.  If  the  tea  is  to  be  kept  for  any 
length  of  time,  put  the  tea  leaves  in  a  piece  of  cheeef 
cloth  and  tie  with  a  bit  of  string,  flshing  this  ont  ol 
the  pot  after  the  tea  haa  soaked  for  a  moment  In  th< 
boiling  water.  Shake  out  the  eloth  and  put  awa7  foi 
the  neil  time.  If  the  cloth  Is  used,  you  can  save  tb< 
tea  for  a  long  time  and  serve  cold,  if  desired.  ThJi 
is  often  handy  for  the  late  hunter  in  eamp,  if  sidi 
bunting-  trips  are  made  away  from   the  ear.  J 

The  arm  J  ration:  Erbswurst,  (pea  sausage  fl 
Enjrlifih)  powdered  pea  meal  and  bacon.  This  is  a  ver| 
I>a1atable  and  nourishing  food,  and  is  used  exteneivatj 
as  the  perfect  army  foot  by  the  nations  of  Europe 
It  is  sold  in  round  packages  about  1  inch  in  diametei 
and  4  inches  long,  and  each  package  is  marked  in  I 
divisions,  one  of  which  Is  to  be  i 
water.      Boil  for  20  minutes. 


used   for  each   cup  o| 
It  it  already  seasonedJ 


Fan  cakes  are  very  nice  for  a  change  and  BhonS 
be  served  with  maple  syrup,  as  one  craves  sweeti 
wbon  living  out  of  doors.  Buy  the  syrup  in  small  cans 
For  the  cakes,  buy  self  rising  buckwheat  flour  an^ 
mix  with  cold  water,  with  posiibly  an  egg  added  fm 
richness,  until  the  batter  is  quite  tbln  and  wilt  mi 
readily  from  the  spoon,  Rub  the  trying  pan  wit! 
grass  or  a  rag  thoroughly  to  smooth  Its  surface,  thei 
grease  with  a  strip  of  bacon  rind  and  pour  in  a  larg^ 
spoonfnl  of  batter  at  a  time,  while  the  pan  is  piplni 
hot.  The  pan  will  hold  8  cakee  of  this  sise  at  a  time 
Cut  there  wpart  with  the  pancake  turner  as  soon  m 
you  can  and  loosen  them  from  the  frying  pan  by  slin 
pinif  the  turner  under  the  cake  without  liftlnff  It.  At 
soon  as  yon  can  handle  them  on  the  turner,  nop  then 
over  to  brown  on  the  other  side.  If  the  batter  is 
thin    enouRb.   the  cakes  will   be  tough  and  heavy. 


1 


Potatoes  are   really  a   necessary   article   of  food 
a  long  trip  lasting  several  weeks,  and  should  b^  servec 
about  once  each   day,  if  convenient.     Peel  the  potatoei 
and    then    boil    them    in    the   largest   pot    for   about 
minntcR   if   you   are  roing  to   fry   them,    and   40   mina 
if  tht'K  are  to  be  served  boiled   only. 

In    high    altitude,    the    boiling    process    will    reqn 
much  longer,  as  the  water  boUe  at  lower  tempera' 
"All   that   bubblea    does   not   boll'*    in    the   high 
tatni. 

To  fry  the  potatoea,  first  boll  them  as  above  < 
and  then  cnt  Into  slices  about  14 -Inch  thick.  Pou 
abont  iV'inch  of  the  bacon  grease  into  the  fryinit  PftD 
covering  It  (tvenly.  Heat  this  on  the  fcre  «ntil  It  iti 
lies  and  put  in  the  potatoes.  Take  a  kntfe  and  im 
mediately  chop  the  potatoes  into  small  pieces  and  pa 
on  the  cover.  Stir  and  turn  over  frequentty  with  th( 
knife  and  test  them  for  softness  with  its  point,  When 
nice  and  «oft  they  are  ready  to  serve  and  the  baooi 
^ease  will  give  them  the  desired  browning,  TM 
bacon  grease  has  a  much  better  flavor  than   lard.       M 

Canned  Goods:     These  are  pood  for  a  chan^p,  whe« 
they    can    be    conveniently    carried,    but    are    not    at    a1 
necessary.    In  all  cases  of  vegetables  and  soups,   simi^ 
pnur  the  contents  of  the  can  Into  *>ne  of  your  pots  M 
heat  it  over  the  fire.     Do  not  forget  to  stir  It  to  ki 
the  mixture  from  sticking  to  the  bottom  of  the  pot. 


page  519  for  building  a  * 'cooking  Aire"   and  "camp  fire'*. 


620 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-SEVEN. 


Water:  Be  very  c*refal  of  the  water  you  drink, 
espeeially  weet  of  the  Missouri  river.  If  there  is  a 
white  deposit  around  the  edge  of  the  lake  or  pond  from 
which  you  wish  to  set  the  water,  it  is  alkaline  and 
will  make  yon  very  sick.  Fill  your  big  milk  can  with 
good  water  in  the  towns  and  then  drink  that  instead 
>of  taking  a  chance  on  water  found  by  the  roadside. 
Animals  can  drink  alkali  water  without  harm,  whereas 
it  would  seriously  affect  a   human   being. 

This  5 -gallon  supply  of  water  will  be  used  for  all 

Kurposes,   as  it  will   oe  required  only  for  the  radiator 
1   case   of  accident.     Fill   the   radiator  when   you   All 
the  gasoline  tank  and  you  will  have  all  you  need. 

Oookiiis  lire:  This  lire  is  to  be  built  under  the 
grate  the  four  legs  of  which  have  been  driven  into  the 
ground  until  the  grate  is  about  8  inches  high.  Build 
this  flre  of  small  sticks,  from  the  size  of  your  finger  to 
1-ineh  diameter.  No  larger.  Have  this  flre  at  some 
diatanea  from  the  cars  and  from  the  main  camp  flre 
and  on  the  lee  side  of  both.  The  sticks  should  not  be 
over  14  inches  long.  The  smaller  the  flre.  the  better 
to  keep  the  heat  down,  so  that  the  cook  is  not  roasted 
as  well  as  the  food.  Tou  may  build  the  flre  the 
full  length  of  the  grate  if  you  wish,  but  keep  it  down. 
Do  not  attempt  to  cook  at  the  camp  flre,  for  the  smoke 
and  heat  will  make  it  a  martyr's  job.  Fig.  5  shows 
the  proper  method. 

A  baking  flre:  Build  this  away  from  the  other 
two  as  shown  in  flg.   6. 

Oamp  flre:  Do  not  build  this  near  thte  cars  and 
be  sure  to  have  it  on  the  lee  side  of  them  on  account 
of  possible  sparks.  Build  a  moderate  sized  flre  only. 
so  that  you  can  gather  closely  around  it  and  converse 
easily.  /'Injun  build  little  flre  and  sit  up  close — ^white 
man  build  big  flre  and  sit  away  off.**  Build  yours 
the  Indian  style. 

Be  sure  to  put  out  all  flres  with  your  shovel  before 
breaking  camp.  The  western  forestry  laws  are  very 
strict  aoont  tnis. 

Packing:  Packing  the  outflt  on  the  car  is  quite 
important  and  it  should  be  standarized  at  the  start 
and  then  everything  always  should  go  back  in  the 
same  place.  Much  time  may  be  saved  if  this  is  carried 
out  as  all  of  the  party  become  familiar  with  the  loca* 
tion  of  each  item  and  the  car  will  be  loaded  in  an 
astonishingly  short  time. 

Method  of  stowing  is  as  follows: 
Cooking  grate— Under  floor  mat   in   tonneau. 
Large  water  can — Bight  running  board  forward. 
Extra  tires  not  on  rims — Left  running  board  forward. 


2  tent  beds — On  end,  each  side  of  back  of  front  seat 

Tie  to  robe  rail. 
Cooking  utensils — Between  these  beds   in  tonneau. 
1  tent  bed — Bight  running  board.     Strapped  on. 

1  tent  bed — Left  running  board.      Strapped  on. 
Shovel — Left  running'  board  behind   tires. 

Aze — Tonneau  floor  just  back  of  beds. 

Food  bag — Tonneau  floor.     Passengers  can  rest  fsst 

on  it. 
Patent  baker — Hanging  where  it  will  not  be  crushed. 

The  cooking  utensils  all  go  into  a  canvas  bag  which 
is  sold  with  them  and  the  outflt  is  very  compact. 

Food  List: 

2  Slabs  best  bacon — lean. 

5  Pounds  whole  wheat  flour. 

5  Pounds  sugar. 

1  Pound  salt. 

2  Pounds  best  baking  powder. 

2  Cans  maple  syrup,  small  cans. 
1  Can  pepper,   small. 
8  Pounds  ground  coffee. 
12  Cans  evaporated  milk,   unsweetened. 
1  Roll    surgeon's    plaster    1    inch    wide — 
cans,  etc. 

6  Pounds    dried   fruit — apricots,    peachee. 
equal  portions. 

1  Pound  tea. 
1  Can  cocoa. 

1  Pound  self-rising  buckwheat  flour. 
8  Pounds  rice. 

2  Cans  tomatoes. 
2  Cans  corn. 

2  Boxes  graham  crackers. 
4  Quarts  potatoes. 
12  Packages  Erbswurst. 
2  Dozen   eggs  in  patent  carriers. 
2  Boxes  bouillon  cubes. 

Some  of  the  ConceniB  who  ICake  Camping 
Equipments. 

Marshall-Field  Co..  Chicago,  camping  refrigerators, 
lunch  equipment,  tents  and  complete  camping  outfits. 
Cosy  Camp  and  Auto  Trailer  Co..  Indianapolia,  Indiana. 
Auto-Kamp  Equipment  Co.,  Baginaw,  Mieh. 
Ideal  Mfg.  Co.,  North  Kansas  City.  Mo.,  folding  shovel. 
Peoria  Auto  Kot  Co..  Peoria  111. 


-for    sealinc 
prunes   in 


Route  of  the  Lincoln  Highway.    Further  information  can  be  had  by  writing  Lincoln  Highway  Assoeiation,  Detroit 


Assists  in  planning  a  tour  and  gives  detail  running 
directions. 


VoL  No.  1.  New  York  and  Adjacent  Canada. 

Vol.  No.  2.  New   England   and    Maritime   Provinces. 

VoL  No.  8.  New  Jersey.  Pennsylvania,  Delaware.  Mary- 
land, District  of  Columbia  and  W.  Virignia. 

Vol.  No.  4.  Lower  Mich.,    Ind.,    Ohio   and    Ky. 

Vol  No.  6.  III..  So.  Wis..  Iowa.  Mo.  &   W.  Ky. 

VoL  No.  6.  The  Southeastern   States. 

Vol  No.  7.  Colo.,  N.  Mex..  Texas.  Kansas.  Okla..  Ark., 
La. 


The  Official  Antomoblle  Bine  Book,  a  Boad  anide 

Vol  No.  8.  Calif.,   Uuh,  Nov.,  Aris. 

Vol.  No.  9.  Wash..  Oreg..  Idaho.  B.  C.  A  AlU. 

Vol.  No.  10.  Mont.,    Wyo..    N.    A    S.   Dak.,    Nebr.   and 

No.  Col. 
Vol.  No.  11.  Wiscn..    Minn.,    No.    la..    No.    IlL,    upper 

Mich. 
VoL  A.  New  Tork  City  Metropolitan  Blue  Book. 
Vol  T.  Mam  trunkline  highways  of  U.  8. 


The  price  of  each  volume  is  $8.00.     The  address  of 

Sublishers   are   The   Automobile   Blue  Book   PubliahiuK 
o..  248  W.  89th  St..  New  York,  910  R.  Michigan  Ave.. 
Chicago. 


The  Jefferson  Highway  is  another  international  highway,  extending  from  Winnipeg.  Canada,  to  New  Orleaaa, 
La.     Headquarters  are  St.  Joseph,  Mo. 

A  very  large  space  in  which  to  carry  needed  articlea  on  a  tour  is  to  provide  a  long  box,  width  of  nmning  board 
»ad  cover  with  black  rubber  carriage  top  cloth.  This  will  make  a  good  dust  and  rain  proof  receptacle  in  whick 
io  esrrjr  clothing,  lunch   boxes,  etc. 


BU 


INSTRUCTION  No. 


ISU RANGE,  LICENSE  AND  LAWS:  Kinds  of  Insurance. 
Automobile  Registration  Fees.  Chauffeurs'  License.  Laus 
of  Different  States.  Some  of  the  Questions  Asked  by  Some 
of  the  State  Board  of  Examiners.  SELECTING  A  CAR ; 
buying  a  new  car;  judging  a  second-hand  car;  buying  a 
commercial  car. 


^Insurance* 
to   the      form 


^ 


Flr6  Insurance  is  very  essential 
operation  of  an  automobile,  on  account  of 
the  exposure  it  is  subjected  to,  both  od  the 
street  and  in  the  garage^  and  most  owners 
carry  fire  and  theft  policies. 

Liability  insurance  is  also  a  very  im- 
portant asset,  and  owners  should  be  very 
careful  about  their  selection  of  a  company 
to  carry  their  risk.  The  company  should 
necessarily  be  one  with  large  assets^  and 
of  sufficient  financial  strength  to  protect 
the  policy  holder  through  years  of  action 
in  the  courts,  because  in  some  cases;  espe- 
cially where  serious  injury  is  involved  re- 
gardless of  the  cause  or  blame  for  the  ac- 
cident,  years  have  elapsed  before  settle- 
ment IS  agreed  upon,  or  final  judgment  is 
rendered. 

Kinds  of  Insurance. 
There  are  five  classes  of  antomobUe  In- 
surance,  as  follows: 

(1)  Fire  and   theft. 

(2)  Liability. 

(3)  Property  damage, 

(4)  Collision. 
(6)     Loss  of  use. 

Fire  BXLd  theft  can  be  combined  in  one 
policy,  or  fire  insurance  can  be  written 
separate  excluding  theft;  but  the  theft  fea* 
ture  cannot  be  written  unless  accompanied 
by  the  fire  insurance.  Collision  can  also 
be  included  in  the  fire  only,  or  the  fire 
and  theft  policy,  but  it  like  the  theft  insur- 
anea  cannot  be  written  separately.  Liabili- 
ty and  property  damage  is  usually  written  in 
a  separate  policy,  although  several  com- 
panies are  writing  a  joint  **all  risks'*  pol- 
icy covering  fire,  theft,  liability,  property 
damage  and  collision.  This  can  be  done  by 
re-insurance  between  the  liability  and  the 
fire  companies. 

(1)  The  standard  autom«bOe  fire  and 
theft  policy  covers  the  body,  machinery  and 
et^uipmeut  of  the  car.  Extra  bodies,  robes, 
automobile  coats,  hats,  caps,  gloves,  leggings, 
boots,  goggles  and  chauffeur's  livery  are 
not  included  unless  provided  for  under  a 
separate  endorsement,  for  which  additional 
premium  is  charged  in  accordance  with  the 
amount  of  coverage  desired.  Automobile 
fire  insurance  is  written  in  two  forms;  one 
covers  fire  and  theft,  and  is  known  as  a 
** valued  policy"  on  account  of  the  com- 
pany being  liable  for  the  amount  stated 
in  the  policy  at  the  time  of  a  lossj  the  other 
provides  that  the  company  may  deduct  a 
reasonable  amount  from  the  loss  for  de* 
preciation  however  caused.  A  credit  in  the 
fate  is  given  for  the  latter  form  of  cover- 
age  which    is    known    as    the    **  non-valued 


A  credit  of  15  per  cent  is  granted 
from  the  fire  rate  where  an  approved  chemi- 
cal fire  extinguisher  is  attached  to  the  auto- 
mobile. 

Theft  Insurance  as  stated  above  can  only 
be  written  in  connection  with  a  fire  policy, 
and  the  same  conditions  regarding  **  val- 
ued" and  "non-valued**  clauses  apply.  On 
alt  cars  listing  under  $2000.00  the  com- 
panies require  the  attachment  of  an  ap- 
proved locking  device  for  which  a  credit  of 
16%  is  granted  from  the  theft  rate.  Wbere 
no  lock  is  provided  an  additional  charge  of 
$15.00  is  made, 

(2)  Xiiablllty  Insurance  provides  pro- 
tection against  accidents  to  the  public  re- 
sulting in  Injury  or  ileatb.  The  usual 
limits  of  liability  are  $5,000.00  for  an 
accident  resulting  in  an  injury  to  one  per* 
son  and  $10,000  for  an  accident  resulting  in 
injury  to  more  than  one  person.  The  pur- 
pose of  this  insurance  is  to  pay  judgments, 
costs  of  courts  attorney  fees,  witness  fees, 
investigation  and  settlement  costs,  «4id  oth*^r 
expense  necessary  to  the  protection  of  the 
automobilist,  not  exceeding  however,  the 
limits  above  stated.  Those  limits  may  be 
int'reflHc<l  where  necessary  by  payment  of 
additional   premium. 

(3)  Property  damage  insurance  covers 
damage  to  the  property  of  others,  not  ex- 
ceeding one  thousand  dollars. 

(4;  Collision  Insurance  covers  loss  or 
damage  to  your  car  caused  by  a  collision 
with  another  object.  There  are  three  classes 
of  collision  insurance;  one  known  as  the 
($50*00  deductable  form),  provides  that 
the  company  will  deduct  $50.00  from  each 
claim;  another  known  as  the  ($100.00  de- 
ductable form),  provides  that  the  company 
will  deduct  $100.00  from  each  claim,  and 
still  another  known  as  the  (full  coverage 
form),  which  provides  that  the  company 
vrill  pay  all  claims  in  any  amount.  The 
insurable  value  on  collision  insurance  is 
based  upon  the  same  principle  as  fire  insur- 
ance, a  fixed  percentage  of  the  list  price  of 
the  car  being  granted  in  accordance  with 
the  age,  use,  physical  condition,  etc. 

(5)  I<OSi  of  nae:  This  form  of  covprai^e  hai 
Just  recently  been  iocltided,  ftod  appliet  in  connee- 
tioo  witb  the  property  dammffo  iotarancoi  provld- 
Lnf  reiiDbtir«eiti«Dt  to  the  owntr  on  account  of 
soma  be  m^f  be  called  upoo  to  pay  to  othert 
Ibroaffb  the  Ioaa  of  tbe  Tehicle  which  haa  bc<«o 
damafftd;   1.  e. :   cost  of  rental  of  another  vehicle 

K!Dditif  repaira  to   the  one  damaged,   not  exceed- 
f  one  thooaand  do  11  arc. 

Bates. 

Insurance  rates  vary  in  different  parts  of 
the  country,  therefore  it  is  advisable  to  see 
yonr  local  insurance  agent. 


L. 


822 


DYKE'S  INSTRUCTION  NUMBER  THIRTY-EIGHT. 


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524 


DYKE^S  INSTRUCTION  NUMBER  THIRTY-EIGHT, 


ADMISSION  OF  OAES  INTO  OAK  AD  A. 


The  euatomi  r«fuliitioni  govern  in  g  tbo  lem* 
poriry  »diniMioD  of  motor  cars  into  Canttda,  •■ 
eontiLmed  in  memorftadum  No.  lyxiB,  io  farce 
April  1.  1910,  and  repriDt;«d  below,  reqaire  yen- 
eraUy  i  bond  for  double  th«  entim&ted  diitiaB  «.nd 
m  dftpoiit  of  925.  For  motor  ears  remain injp  in 
OaoHda  not  more  th&n  thre«i  daya,  a  permit  ia  ia- 
aued,  apparently  without  deposit  or  bond. 

1.  Uotor  ears  manufactured  abroad  and  not 
duty  paid,  when  imported  into  Canada  by  the 
owners  peraonally  who  are  non-reHtdents  of  Oaa- 
ada  or  tfrnporary  Tiaitori  therein,  may  be  ad- 
mitted under  bond  or  upon  caih  depoiit,  for 
ownerii  for  touring  purpoaea  only,  provided  tke 
owner  is  in  Dowtsa  connected  with  any  motor 
CAT  business  and  that  the  machine  is  not  to  be 
used  for  any  commercial  or  buaioeii  purauits 
whatever  while  in  Canada,  and  subject  to  the 
M lowing  regulationB  and  conditions: 

(a)  The  motor  car  ahall  be  reported  on  form 
approved  (£20 H)  in  duplicate,  at  the  cuatom- 
bouae  at  the  port  of  importatian,  where  a  care- 
ful  eiaminatmn  and  appraisement  shall   be  made, 

(b)  Aa  invoice  ibowing  the  selling  price  ot 
the  motor  car  shall  be  produced  whea  practicable^ 
as  ati  aid  to  the  collector  in  detenaininf  the 
value. 

(c)  Upon  receiving  a  deposit  of  $25  and  a 
bond  executed  in  Canada  in  approved  form  for 
dnuhle  the  estimated  dntiea^  conditional  for  th' 
due  exporation  of  the  motor  car  covered  thereby 
within  three  mantha  from  date  of  hond^  Ihe  col- 
lector may  grant  a  permit  accordingly,  to  he  in 
dorspd  on  the  duplicate  report,  for  Ihe  use  of  the 
mottir   car   in   Onnada   for   touring   purposes^ 

(d)  The  bond  shall  be  signad  by  the  importer 
and  by  two  residents;  or  by  the  importer  and  by 
a  reaident  of  Canada  who  has  deposited  with 
the  collector  of  the  port  of  entry,  the  general 
guaranty  of  an  incorporated  guaranty  company, 
authorized  to  do  buainena  in  Canada,  and  which 
jTuarnnty  is  then  available  as  a  aecurity  in  the 
case;  provided,  that  the  special  bond  of  an  in- 
rorporated  guaranty  company  authorised  to  do 
buainesa  in  Canada,  may  also  be  accepted^  in  ap- 
proved form,  instead  of  the  bond  llret  ht^rein 
mentioned,  and  that  ihe  cash  depaait  of  f25  may 
be  dispensed  with  in  any  case  covered  by  a  spe- 
cial or  general   guaranty   bond. 

(e)  The  bond  ahall  be  filed  by  the  collfctor 
with   the  tourist's  report  attached,    and    the   dupli- 


cate   report    shall    be    handed    to    tbe    tourist    witli 
permit  and  receipt  for  deposit  indorsed  thereon. 

<f)  Tbe  deposit  shall  be  subject  to  refund  by 
the  collector  upon  return  of  permit,  with  proof  of 
the  exportation  of  the  motor  car  withtn  three 
months  from  date  of  bond.  In  default  of  the 
exportation  of  the  motor  oar  with  proof  of  soeh 
exportation,  to  the  satisfaction  of  the  collector 
within  three  months  from  the  date  of  iaiportation, 
the  deposit  is  to  be  entered  aa  customs  duty,  and 
the  provisions  of  the  bond   enforced. 

(if)  The  tfrin  "motor  car"  herein  ia  to  be 
held  as  including  the  outfit  accompanying  the 
motor  car. 

2.  Motor  cars  manufactured  abroad  and  doI 
duty  jiaid,  may  not  be  reimported  for  touring 
purposes  within  six  montha  from  the  time  of 
their  exportation  a/ter  previous  entry  in  bond 
for  touring  purposes.  This  limitation,  however 
ahall  not  apply  to  motor  cars  provided  for  in  tbe 
eectlon  next  following; 

4,  Tbe  regulations  in  memoraDdum  940B.  of 
July  81,  1S97,  concerning  teams  and  carriages 
crossing  the  frontier,  provide  that  where  the 
persons  in  charge  of  such  teams  and  carriag^es 
are  well  known  to  the  cuatoms  oflTicer,  he  maj 
allow  the  outfit  to  cross  the  frontier  and  return 
within  one  week,  subject  only  to  the  usual  re 
port,  search  and  examination.  This  provinioo 
may  be  extended  to  tourists'  motor  cars  when 
the  cuNtoms  officer  is  satisfied  that  the  m**tor 
cars  will  be  used  only  within  the  limits  of  the 
port  of  importation,  and  vicinity  in  eooformity 
with   customs,   laws   and   regulations. 

British  Ooltimblft. 

Write  The  Wr stern  Canadian  Motorist,  Fourth 
Floor,  World  Bldg.,  Vancouver  B.  O.  for  copy 
of  the  laws.  The  reglstrationfl  are  made  wltb 
the   snparlntexkdent   of    Provincial   Police. 

Vancouver,  B,  C.  have  a  street  traffit?  by-laws, 
issued  by  the  city  of  Vancouver. 

Qaebec. 

Quebec  Moto-Vehicle  Laws  can  b^*  obtained 
from  The  Provincial  Treasurer,  or  Wr  C.  F 
Dawson.  Collector  of  Inland  Revenue;  City  Hall 
MoDtreal,  Quebec. 

Canal  Zone. 
Write  to  Colonel  Chester  Hardy.  Governor — for 
information. 


CHAUrTEUES*    EXAMIKATIOK    Q0ESTIOHS, 
The  questions  below  axe  tiot  a  standard  set  but    merely   gives    an   Idea   as    to   the   ^ueetloui   some 
tlmea  uked  the  applicant  for  ch&ulTeur'B  license,  in  those     states     requiring     flxamiBAtloa.       In     som^ 
slatea   the  applicant   muflt  also    show   his   ability    to   drive   a  car, 


Q.      1, — What    vehicles   usually    have    the   right    of 
way  in  large  cities  f 
A,^Fire   department^    ambulance,    mail    wagons 
and     heavily     loaded     trucks,     police     and 
emercrency    wagons, 
Q,      2. — What    do    you    do    when    running    pmrallell 
to   a    street    car    and    the    latter    stups    to 
allow  passengers  to  alight  I 
A.— Slow  up,   stop,   or  pass  8  feet  away. 
f4*     B. — What    would    you    do    if    your    car   caugbc 
firef 
A.^ — Turn    off    gas    at    supply    pipe,     smother 
Sames    with    coat,    blanket    or    sand     (do 
not  use  water)   and  get  a  fire  extinguisher 
into  action  as  quickly  as  possible. 
Q.     4. — Of  what  use  is   the  carburetor  to  a  gaso- 
line engine  T 
A. — It   mixes   air    with    the   gasoline    in    proper 
proportion. 
Q.     6. — How  can    you   detect   when   your  engine  ie 
losing  compression  I 
A. — ^By    loss    of    power    when    running,    or    by 
cranking  slowly   to   tcsl   each   cylinder,   or 
by  a  hissing  noise  on  eompreasion  stroke. 
Q,      a. — What  would  you  do  when  climbing  a  ftill 
and   your  brakes  refused   to  hold  and  your 
gear  refused   to  mesh  Y 
A*^Back   car  crossway  of  road. 
Q.     7*— What   would  you  do  if  aicending  a  hill  at 
a    high    rate    of   spf'ed    and    a    car   crossed 
your   n»th    fram   a   crossroad  f 
A.— Blow   horn   and    slow   up.    or  atop   or   turn 
car    in     same    direction    as    other    car    ia 
running. 
C'      9- — How   would   you   ascertain   the   amount    of 
gasolinf  in  your  tank  at  night  T 


A.^ — MeaEiiirp    it    with    a    «lick    or   rule,    being 

careful  to  keep  any  fiame  away  from  open 

is  ft  of  tank. 
Q      9. — What   olfpnae   would   justify   a   magistrate 

to  revoke  your  license  f 
A. — Driving    while     intoxicated     or    trying    to 

escape   after  an  accident  on   tbe  highway. 

Q.   10. — ^How   can   you   tell   when  your  differential 
18    out    of   order  t 
A. — By  unusual  noises  or  if  both  rear  wh 
do  not   run  evenly  after  ascertaining  th« 
the  brakes  do   not  need  adjusting. 

Q,   11. — What  precautions  do  you  take  in  driving 
on   a    dark    or    rniny    dayf 
A. — Put  on  skid  chains  drive  alowty  and  care- 
fully. 

Q.   12. — What    action    would   y«u    take    if    yoa    In 
jured  any  person  on  a  highway  f 
A. — Stop    and   render  any   aaaistance  poatible. 
notify   an   officer. 

Q*   13.^ — What  are   several    causes   of   your   engine 
overheating  f 
A. — Lack  of  water,  no  oil*  running  on  too  neh 
a  mixture  or  too  far  retarded  spark,  looae 
■<r    broken    fan    belt. 

Q.   14. — What  are  tbe  road  &nd  street  apeed  Inwe 
of  most  cities? 
A. — Not    allowing    to    run    over    80    miles    an 
hour,    and    4,    6    or    8    in    tbe    city,    use 
judgment. 

Q    15. — What    are    the    causes    of    the    rear    Urn 
wearing  unevenly  f 
A. — Wheels    out    of    alignment,    bmkea    out    of  j 

adjustment. 


CHAUFFEURS'  EXAMINATION  QUESTIONS. 


Q.  1 6.^ How    would    yoa    tUrt   tilt   emr   if  miftbls 
to  lura  tba  crank  f 
A* — J»ck    up    the    rear    wheeJ.    putliaf    tiwed 
Ivvei-    ioto   high   jr««r.      After   ttftrtiiiip   tbe 
engine,  pol  the  \e\er  in  ncutnl. 

(|.  17» — What  woald  you  do  if  your  engine  tUlted 
in  the  midd1«  of  m  R.  R,  track  I 
A. — FIhji^  m  train  tbat  may  be  approaching  nr 
pu«h  car  off  track,  put  ipeed  Icvar  ia  nt^u- 
tral  and  atari  engine  ai  i^aickly  a<  poa- 
aibJe. 

H.  19, — What  ii  tht  eauae  of  li^ht  tmoke  iMaing 
from  the  ezhatiat  pip#l 
A.^Too  much   oil  in   crank   caae  or   too  much 
gasoltna, 

<J,   IP.^In    what    pomition    woald    you    leara   your 
car  at  the  curbf 
A* — -Aa  near    tha   curb   at   potiible,    right   lide 
on. 

Q.  20. — What    precaution    would    yoo    observe    in 
driving  near  a   Are   hydrant  and   discbare- 
ing  paAieogers  from  your  carf 
A. — Stop    at   leait   ten    ft-et    from   the   hydrant, 
(variea  from  6  to  20  ftet) 

<J.  21- — What    ia   yoar    spark    lever    forf 

A. — For  controlling  the  timer  or  breaker  on  tb« 
magneto, 

Q.  22. — What  ia  your  gai  lever  fort 

A, — F<»r    controlling    the    amount    of    fuel    for 
the  engine. 

Q.  23.^ — What    it    yonr    accelerator    fort 

A. — A  foot  control  for  the  throttle. 
Q.  24. — What  ii  the  clntch  on  yonr  car  forf 

A. — For  engaging  or  diieogagiog  the  engine 
from  the  driving  wheeli. 
Q.  25. — What  18  the  difference  bf tw«eii  a  contract- 
ing and  an  expanding  band  brake  f 
A. — An  expanding  brake  expaadi  on  tho  ia- 
aide  of  the  brake  drum,  while  a  con 
tractlng  brake  tighti-na  around  the  out^ 
■ide  of   the   drum. 

Q'  28. — What  equipment!  are  required  by  law  on 
motor  vehicles  t 
A.— >Licenae   number  platei   on   front   and  rear 
of    m»ehtne,    2    aide    lainpB,     i    tail    lamp 
and  horn   or  other  aignaling  deTice. 
Q-  27. — What  shonld  be  the  poftiijoo  of  the  speed 
tever  in  starting  an  f^nginef 
A. — In  the  neutral  poaitton. 

Q.2fl. — How    many    ktuds    of    brakes    are    there    on 
■utomobiles  f 
A. — Two:   nanning  or  foot  brake   and   emergen* 
cy  or  band  brake. 
Q.   81,— What  la  an  lotet  chamber! 

A,^ — A   pari  of  the  cylinder  which  encloses  the 
inlet   Talve. 
q.  82. — What  is  an   inlet   valve f 

A, — The  valve  which  opens  during  the  snction 
stroke    of    the    piston,    allowing    the    mix- 
ture or  gas  lo  enter  thi?  cylinder, 
Q.  33. — If  when  traveling  on   the  puhlio  hlfhwiy 
you  discovered  some  fault  with  your  ateer- 
ing  device,  what  would  you  do? 
A. — Stop  at  once  and  fix  it. 
0-  **• — How  can   you  tell   the  difference  between 
a  high  and  a  low  tension  magneto T 
A. — By  looking  at   it.     A  high  tension  magneto 
is  aied   in  the  jump  spark  eyslera   without 
the  use  of  a   separate  coil  or  transformer, 
if  there  waM  a  separate  coil  I  would  know 
it  waa  a   low   temion   magneto. 
85. — What    system    of    ignitioo    has   a    low    ten- 

iion  magneto. 
A. — Make  and  break  or  magnetic  plugl  or  with 
a  separate  high  tension  coll. 
Q<  30* — What  system   of  ignition  bat  m  hfffb   laa- 
fion  magneto  r 
A.— Jomp  spark  tyBtem. 
Q.   37. — If  engine  could  not  pull  the  ear  op  a  hill 
OQ    high    ffpeed.    whst    would    you    dot 
A. — Change   into   next   lower  g**ar. 
Q.   38. — If  engine  waa  not  powerfn]  vnongh  to  pull 
tho    car    ap    a    hill    on    flrnt    or    low   i|><iod, 
what  speed  wniild    trtu   ui^eT 
A. — Torn    the    car   around    and    go   up    OB    re- 
verse. 
Q.  W. — How   would   you   separate   water,    gasoline 
and  other  foreign  substances  t 
A.'^Btraio  through  charooia  or  flne  wire  gauie. 


cause    a    back    fire    in    the    car 


(J    40. — Name  several  condilioaa  which  will  eatwa 
an  engine  to  knock  or  pound  f 
A.-^ — Loose   bearings,    feeding   too  tttuch   gas,   or 
running   on   too    far   advanced   aparit,    and 
prei^ition   from    carbonised    eyiindera. 
Q^   41. — Name    all    parts    of    an    automobile    that 
should    be    lubricated    and    state    whether 
oil  or  grease  should  be  usedt 
A.^ — Oil    in    lubricator   for   main    bearingi^    eon- 
neeting    roda    and    piston;    heavy    olt    or 
peaso  In  Iranamissfon,    diffsretitial,   aisar' 
ing    gear,    univeri^&I    Joints    and    hub    capa. 
Q.   42, — If  driving  on  a  road  and  you  should  wish 
to    pass    a    vehicle    moving    in    the    same 
diroctioo,    directly    in    frunt   of   you,    wHi^h 
side   of   the   vehicle   would  you   pass,   right 
or  left! 
A. — Loft  aide. 
Q.  43.— What    will 
buretor  f 

A.— Broken,  sticking  or  leaky  inlet  valve. 
Q.  44,^-What   ia  meant  by  one  blast  of  a  traffic 
police  whistle  at  a  street  eroailnf  t 
A. — Proceed  east  and   west   traffic    (variem). 
Q'  45. — What   will  cause  a  back  Are   in    ib^   mui- 
flert 
A. — Engine  missing  fire  or  too  rich  •  mil  tore, 
g.    40. — John    Smith,    a    duly    licensed    chauffeur, 
operates   a    motor    vehicle    under    the    new 
law,   and   accompanied   by   a   friend.      Hay 
the  friend  drive  the  carf 
A.^ — No.    oot    nnk'Sft   John    Smith    retains    com- 
plete control  of  the  car. 
Q-  47, — What  are  you  required  to  do  when  a  horse 
or  other  animal    on   the   highway   appears 
frightened  f 
A.— Slow  op  or  stop,  if  necessary*     On  a  nar- 
row country  road   it  may  be  neoeasary  to 
stop  the  engine^ 
Q-   48,— If    you    wish    to    stop    your    car   and    your 
foot  brake  does  nut  hold,  what  would  you 
dof 
A.- — Use  the  emergency  or  band  brake. 
Q.  49. — How  often  ia  it  necessary  to  examine  your 
brakes  f 
A. — Every   day  you   get  out. 
Q.   50.— Ia  the  event  of  a  vehicle  eomiag  towards 
you    on    the    highway,     what    precautions 
would  yoiQ  taker 
A. — Keep  to  the  right;  blow  horn,  if  necessary. 
Q.   51.^ — What    are    the    controlling    parte    of    an 

trDginef 

A. — Spark  and  gas  levers,  clutch,  brake,  speed- 
lever   and    the   steering    wheel. 
Q*   52, — How    would    you    control    your    car   golikf 
down   a   steep   tnclinef 

A. — Retard  spark  end  gas,  put  machine  in  low 
gear*  switch  off  ignition,  and,  if  neceeaary* 
also  use  hand  brake. 
Q.  SB. — What  would  you  do  if  a  car  while  proceed- 
ing in  front  of  you  suddenly  swung  around 
in  your  course? 

A.« — Slow  up  or  stop,  blow  bom,  held  oot  hand 
or  operate  signal  light  aa  warning  to  any- 
one in  rear. 

<j.  54.^What   ia  the  speed   limit  In   crowded   city 
streets  f 
A, — Four  to  six   miles   per  hour. 
Q*   fifi. — What  penalty   is   there,   according  to  law, 
for  any  person   driving  a  car  while  In  an 
intoiicated  condition  f 
A, — ^Pelony;  revoke  license  perhaps. 
Q.  56.— What  position  should  the  controlUog  parts 
of  engine  be  in  starting  t 
A. — Speed    tever    in    neutral,    emergency   brake 
on.    spark  retarded  and  gaa  lever  slighUy 
advanced, 

q.  67. — Why  ia  the  apark  lever  advanced  after 
starting  the  engine? 
A. — To  make  the  *park  take  place  sooner  In 
relation  to  the  position  of  the  piston 
in  the  cylinder;  that  Is  instead  of  the 
spark  taking  place  just  over  high  center, 
it  will  then  occur  on  the  high  center, 
or  just  before  when  running  fast. 

Q    68. — What  effect   will    too   far  advanced    spark 
have  on  the  engine  f 
A. — It    will    cause    a    metallic    knock     in     the 
cylinder    and    mi^rht    break    a    connecting 
rod  or  canse  engine  to  overheat. 

Q,    b9. — What  ia  the  timer  or  commutator  fori 
A. — For   timing   the    spark. 


B86 


DYKE'S  IN8TEUCTI0N  NUMBER  THIRTY-BIGHT. 


Q.  60^ — Should  jam  h%  fotaf  Mmth  on  »  bumj 
■tTMt  ABd  jam  wtihed  to  tvn  west,  how 
wo«ld  jam  ion. 
A. — Slow  down  to  fonr  mlUo  on  hoar,  hold 
oat  hoad  m  tigool  for  yohieleo  ia  roor 
ond  tara  woti,  kocping  northwest  of  eontor 
eroMing. 

Q.  61. — Shoald    70a    bo    goiog    north    and    70a 

WOOid 


wished    to    tarn    west,    how 

tomt 
A. — Slow  down  to  foar  miles  per  hoar,  hold 

oat  hand  m  signsl  for  ▼ehieles  in  reor. 

ond  tarn  west,  keeping  northeast  of  cen- 
ter  of   crossing. 
Q.  62.— ^Whst  woald  be  the  penslt7  in  taking  n 

car   withoat  permiision   of  the   owner  or 

aathorised    agent    of    samef 
A. — ^Felon7;   reroke  license,  perhaps. 
Q.  68 — What  signal  would  the  driver  of  a  horse 

vehicle  gire  70a   shoald  he  want  70a  to 

stopf 
A. — ^Hold    ap    his    hand    or    whip    or   perhaps 

shout. 

Q.  64. — What  precautions  woald  70U  take  before 
eroising  a  railroad  track  f 
A. — ^Watch    for    an    approaching    train;    drire 
carefull7. 

Q.  66. — ^How  would  70tt  time  a  car  witli  magneto 
ignition  and  bnw  would  70U  time  it  with 
batter7  ignition? 
A. — With  batter7  ignition  the  spark  occurs 
about  1/16  of  an  inch  over  high  center 
of  compression;  with  magneto  the  spark 
is  set  to  occur  on  high  center. 

Q.  67. — What   is   the   float   in   the   float   chamber 
fort 
A. — To  regulate  the  level  of  the  gasoline. 

Q,  68. — Draw  a  diagram  of  the  manner  in  which 
Tou  would  make  a  turn  in  a  buB7  street 
intersection. 
A.— 

Q.69. — Where  is  the  differential  on  a  shaft  driven 
car,  and  where  is  it  on  a  doable  chain 
driven  cart 
A. — In  shaft  driven  cars  on  the  rear  con- 
struction, in  double  chain  driven  cars, 
on  the  jack  shaft. 

Q.  70 — What  would  70U  do  if  jon.  saw  an  auto- 
mobile or  an7  .other  vehicle  tr7ing  to 
escape  from  Justice  after  injuring  a  per- 
son on  the  public  highwa7t 
A. Take  his  number  and  render  an7  as- 
sistance I  could  to  apprehend  the  offender. 

Q.  71. — What  is  the  penalt7  for  a  person  tr7ing 
to  escape  after  such  an  accident;  what 
is  the  nature  of  the  crime  he  is  commit- 

A. — Felon7;  his  license  could  be  revoked. 


Q.  78. — What  oigBal  woald  yoa  giro  eon  behind 
70>a,  if  going  to  OMko  n  tanf  if  atoppingf 
A. — Hold  joar  hand  out  to  Iho  oido  of  ear. 

Q.  74.— What    will    cnaao    Iho    cjliadora    to    oar- 
bonisof 
A. — ^Too  rich  a  mixtnro  or  top  nnieh  oil  being 
used  in  lubrication. 

70«      Q.  76.~Whai  is  meant  bj  throo  blaota  of  a  poUee 


A. — ^An  alarm  aignal;  all  Tehioleo  puU  as 
close  to  the  curb  aa  cpiiek  aa  pooalble  aod 
atop.     (Not   in    aU   eitioa.) 

Q.  76.-  -What  would  70a  do  ahoold  70a  be  going 
along  a  eoantr7  road  at  the  rate  of  85 
miles  per  hour  and  a  ear  ahoold  cross 
Tour  path  aoddenl7t 
A. — The  law  ia  80  mUea  per  hour,  and  70a 
ahould  not  bo  driving  86.  Blow  horn  and 
atop  or  torn  in  aaoM  direction  other 
car  is  going. 

Q.  77. — ^What  precautiona  ahould  be  taken  before 
taking  out  a  earf 
A. — See  that  there  is  water  In  the  radiator, 
gasoline  in  the  tank,  oil  in  the  lubricating 
S7stem,  tires  properW  inflated,  lamps  (2 
aide  and  1  taU)  fllled.  hmti^rj  e£^ged 
horn,  and  licenae  platoa  in  place. 

Q.  78. — Can  the  ordinar7  car  ran  withoat  a  differ- 
entialf 
A. — ^No,  not  around  eomera  without  injur7  or 
wear  to  tires. 

Q.  79. — ^How  earl7  and  how  late  woald  70a  light 
7oar  lamps  t 
A. — Light  them  one-half  hoar  after  sonset  and 
put   them   out   one-half  boor  before   sun- 
rise, or  be  governed  b7  weather  oonditiona. 
Q.  80. — ^How    man7    kinds    of    transmiaaiona    are 
there  In  general  use  toda7t 
A. — ^Three;  sliding  gear,  planetar7,  and  friction 
disk. 

Q.  81. — What  is  meant  b7  timing  7oar  engine  t 
A. — Setting  the  Talvea  so  that  the  Inlet  opens 
and  the  exhaust  doses,  according  to  marks 
on    fl7    wheel,    and    setting    dearanee    of 
valves. 

Q.  88. — M7  engine  was  running  on  magneto;  on 
throwing  off  the  switch  the  engine  con- 
tinued to  run;  the  switch  waa  found  O. 
K.  What  was  the  trouble  t 
A. — Magneto  ground  wire  was  broken  and 
the  break  was  hidden  b7  the  Insulation. 

Q.  84. — If    while    running    close    behind    another 
car,    the   said   car   should   torn   8uddenl7. 
what  would  70U  dof 
A. — Swing  with  the  other  car.  or  in  the  same 
direction. 


Pointers  on  Selecting  a  New  Car. 


Power.  This  is  determined  by  the  number  of 
passengers  to  be  carried  and  the  condition  of  the 
roads.  If  the  country  is  a  flat  district,  a  low 
powered  car  will  do  efficiently  and  infinitely  more 
economically  what  in  a  hilly  country  would  ne- 
cessitate perhaps  nearly  twice  the  power  to  do 
work  on  high  gear.  For  hilly  country  a  car 
with  a  low  reduction  to  rear  axle  should  be  se- 
lected in  order  that  the  engine  take  the  hills  on 
high  gear. 

Bod7.  This  is  not  much  a  matter  of  choice  now- 
days,  as  the  cars  are  all  built  in  large  quanti- 
ties and  to  a  standard  type.  Putting  aside  for 
the  moment  the  case  of  those  who  from  considera- 
tion of  price  alone  would  confine  themselves  to  a 
car  of  power  and  siie  suited  for  a  two-seated 
body  onl7,  it  is  best  to  have  a  "touring  car 
bod7  of  6  passenger  type.  Though  the  back  seats 
may  be  used  only  once  in  a  while,  they  are 
nevertheless  too  often  wanted  if  not  there,  and 
the  advantages  of  being  able  to  give  friends  a 
lift  and  of  having  plenty  of  room  for  luggage 
and  parcels  are  well  worth  the  slight  difference. 

Bnclosad  bodies:  The  touring  car  body  is  equip- 
ped with  a  very  serviceable  top  and  in  combina- 
tion with  a  glass  front  or  wind  shield  and  suit- 
iihio  side  curUins,  this  type  of  body  can  be  con- 
rarted  Into  a  fairly  weatherproof  vehicle. 


The  coupe  and  cabriolet  body,  page  16  la  a  very 
popular  type  for  business  purposes  as  it  protects 
one  from  the  dust  and  weather  and  is  a  very 
comfortable  type  of  bod7  for  winter  use. 

The  sedan  t7Pe  of  bod7  is  a  ▼er7  popular  t7pe 
of  bod7  for  famil7  use  and  can  be  fall7  enclosed 
for  winter  and  opened  for  summer  use.  Tliis 
type  of  body  is  adapted  for  those  who  drive 
their  own  car. 

The  limousine  is  a  more  elaborate  type  of  body 
and  is  used  where  a  chauffeur  is  employed,  as  the 
drivers  seat  is  separate  from  the  other  seata. 

The  price  with  manv  flzea  itself;  that  is  to  sa7. 
their  means  enable  them  to  decide  in  a  ver7  short 
time  how  far  the7  can  go.  In  an7  event,  to  arrive 
at  a  maximum  figure  one  must  include  In  the  cal- 
culation a  sum  no  less  than,  aa7,  $76.00  to 
$100.00  for  a  small  car  and  so  on  in  proportion 
to  the  size,  in  addition  to  the  purchase  price,  in 
acquiring  those  accessories,  spare  tiros  and  tabes. 
which  are  necessar7.  See  * 'Spedfloationa  of 
Leading  Cars**  for  prieea. 

Senrlce:  When  purchasing  a  ear  don*t  forget 
that  in  time  jon.  will  need  parts  and  7oar  ear  will 
require  expert  attention.  Ihveatigate  thia  fea- 
ture and  flind  out  if  the  agent  carries  parte  ia 
stock  and  if  he  givea  his  other  eastomers  aatis- 
factory  service  and  if  he  ia  reasonable  in  ^ce. 


SELECTING  A  CAR. 


627 


Cooituit  Attentiao  Is  iteceisaxy.  Whether  you  in* 
tend  to  employ  e  cbftulTeur  or  look  after  the  e&r 
youfKel/  la  another  poiot  to  cooaider.  There  U 
m  liiuil  to  the  siie  of  car  which  the  owner  can 
(if  in  pretty  conitant  uae),  attend  to  hlmtelf. 
unleefl  he  be  a  mun  of  great  leiAure,  and  more^ 
ovtr  k^en  <*nough  to  put  up  with  the  drudgery 
SorolveU.  It  la  iiseJeea  to  conceal  the  fiict  that 
a  ear  will  require  constant  Attention  and  while 
a  man  may  find  the  time  to  do  juetice  to  a  mod- 
eratealted  car.  a  Urge  car  might  bo  too  much 
for  him, 

OOBt  of  munlnc — or  up-ke«p.  Here  liee  the  crnx 
of  the  whole  matter.  Oloaely  allied  with  the  im- 
portant queiiion  of  origtoal  outlay  ie  that  of  the 
running  rott,  which  must  be  taken  into  eonBid- 
eration  to  a  certein  extent,  when  buying.  The 
lize  of  the  bill  for  np-keep  bean,  of  couree,  a 
direet  proportion  to  the  mileage  run.  At  regardi 
the  fuel  eoasumptioD,  this  item  will  not  be  a 
large  one  in  any  car  up  to,  »ay  25  horsepower, 
nnleaa  there  ia  some  radical  defect  in  the  ayAtem. 
or  temporary  want  of  adjuitment.  In  targe  and 
heavy  cara  the  gaaotine  bill  quickly  niountt  up. 
*Tlre«  ia  Ike  largest  Item  fn  the  cost  of  up-keep 
and  thie  charge  hetomes  heavier  as  thf^  speed  in< 
eraaiea  and  ia  again  directly  proportionate  to 
the   mileage  run. 

Thara  are  two  Uoda  of  pnanmalle  ttiea  tn  gen* 
eral  use,  the  * 'fabric*'  tiro  and  the  '*cord"  tire, 
ac  explained  on  pages  564.  5S9  and  506.  The 
**cord'*  type  ir  the  beat.  The  intial  cost  may  be 
greater  but  there  ia  a  saving  in  the  long  run. 
The  noD-aJcld  tire  should  be  selefted  for  rear 
wheels.  This  extra  cost  is  well  worth  the  dif- 
ference as  the  extra  wear  from  the  extra  amount 
of  rubber,  to  say  nothing  of  the  oon-skid  feature 
iB   worth   the  differenf**. 

Small  light  tires  spell  constant  trouble,  not  to 
mention  abort  life.  Be  aure  the  cnr  ia  equipped 
with  tirea  of  ample  slae  to  sustain  the  weight  and 
sfit^ed.  also  determine  If  the  size  of  tire  is  a 
standard  atse  and  if  it  can  be  obtained  readily. 
Many  of  the  former  alxea  have  been  discontinued 
— see  page  555.  Also  determine  if  the  rim  is  a 
poiiuiar  type.  The  "atrai|fht  side,**  quick  de- 
tachable, demoantable  rim  is  the  rim  now  used 
most.  One  should  always  carry  a  tire  inflated  on 
a  spare  rim  to  replace  a  diamaged  tire.  It  caa 
be  mounted  on  the  rim  of  the  wheel,  by  loosening 
a  few  bolts  and  without  having  to  use  an  air 
pump  at  all — see  page  551.  There  is  alto  an  ad- 
vantage in  having  the  tires  on  all  four  wheels  the 
same   size. 

WMch  iB  the  bett  car  to  bnyt  This  is  a  quea- 
lion    we    hear    daily.     After    determining   the    site 

Judging  and  Testing 
In  order  that  one  can  purclmse  a  second- 
hand  car  with  some  degree  of  safety,  as  to 
its  condition,  the  following  tests  are  given. 
It  will  no  doubt  be  impossible  for  tke  pur- 
chaser to  make  all  of  these  tests,  but  it  will 
give  a  general  idea  which  can  be  applied 
to  testing  any  car  when  overhauling* 

General    Condition. 
Ascertain  tho  age,  make  and  type.    Alio 

the  horse  power  of  engine  (see  page  634), 
if  car  is  an  obsolete  model  or  antiquated 
design ,  it  will  be  a  difficult  matter  to  dis- 
pose of  it  later  on  at  any  price.  Find  out 
if  the  manufacturer  is  still  in  businesa  (see 
pages  &4  7,  548)^  so  that  parts  can  be  ob- 
tained if  required.  Do  not  Judge  a  car  by 
Its  outride  appearance  alone,  paint  is  or- 
dinarily cheap. 

Tires  and  Rims. 
Many  sizes  of  tires  on  some  of  the  older 
cars  have  been  discontinued  (see  page  554 
and  555  for  sizes  now  being  made).     Tou 
may  have  difficulty  in  obtaining  tires. 


of  car  you  want.  I  will  tell  you  how  I  would 
settle  the  choice.  If  I  were  unable  to  decide 
otherwiae.  Go  to  a  used  car  concern  and  ascer- 
tain which  car  brings  the  beat  pric«f  or  what 
make  of  car  sells  more  readily  than  others.  This 
may  help  to  answer  this  question. 

fSelecting  a  Commercial  Car. 

Tliere  U  a  distinction  hetwcAo  a  truck  and  a  de- 
liverj  wa«ou.  Some  of  the  important  points  to 
be  decided  are: 

What    type    of    car    for    your    particular    needs-^ 
gas  or  electric  f 
What   horsepower  t 

How  many   pounds  capacity   shall   It  have? 
fihoald  several  cars  be  used  or  one  big  one! 
Shal!  it  be  equipped  with  pneumatic  or  solid  tires  t 
Can  an  inexperienced  man  he  given  charge  of  the 
rmnnlng  and    repair  work  f 

Is  there  any  special  equipment  necessary  for 
greater  efficiency  f 

Should  the  car  always  be  loaded  to  capacity! 
Today  there  are  motor  trucks  and  delivery  wagons 
of  erery  conceivable  siie  and  design,  therefore, 
it  is  the  problem  of  the  possible  purchaser  to 
choose  carefully  the  kind  of  a  car  beat  fitted 
to  uorve  their  purpose  with  the  greatest  efficiency* 
It  is  a  very  common  sight  to  see  a  heavy  type  of 
delivery  wagon  make  a  trip  of  several  blocks  and 
sometimes  miles  to  deliver  one  or  two  small 
packages  or  baskets  of  groceries  when  one  of  the 
smaller  types  of  commercial  cars  could  have  done 
it  |uat  as  well  and  with  greater  efficiency,  reduc- 
ing  matertslly  the  overhead  cost.  On  the  other 
hand,  we  have  often  seen  a  light  delivery  or  a 
very  heavy  type  of  truck  making  a  trip  with  an 
oTerlcjad.  This  is  jtist  as  impractical  aa  an  un- 
derload, for  it  will  ruin  the  expensive  motor 
equipment,  making  the  car  depreciation  very  con- 
siderable. 

A  very  good  rtde  to  stick  to  doaaly  ii  to  have 
the  car  filled  nearly  to  capacity  on  erary  trip  that 
Is  made.  A  motor  truck  or  delivery  wagon  should 
not  be  chosen  having  in  mind  a  maximum  or  min- 
imum load,  but  au  average  load.  To  get  the 
Ereatest  efficiency  out  of  a  commercial  vehicle 
eep  it  loaded  and  moving  the  largest  possible 
oamUer   of   hours   during   the  working  day. 

If  electricity  la  produced  la  your  own  plant  at 
a  very  low  cost,  and  it  is  possible  to  secure  a 
man  who  onderitands  and  can  care  for  storage 
batteries,  then  it  may  pay  to  invesligate  the 
electric   vehicle. 

a  Second  Hand  Car, 

Also  leam  the  make  of  rim.  The  old 
style  **ODe  piece  clincher''  rim  is  obsolete, 
except  on  the  Ford,  Chevrolet,  Maxwell  and 
Overland  Model  *  *  Four,  ^  *  The  modem  rim, 
is   the   ** straight   side,"   demountable   type. 

The  best  tire  la  the  "Cord**  tire  (see  page 
559).  The  * 'fabric**  tire  is  explained  on 
page  564,  Examine  condition  of  the  tires 
after  reading  page  566  and  test  for  '*  stone* 
bruises.  *  * 

Engine. 
(1)  Teat  the  compression  of  each  cylinder 
(see  page  629).  First  learn  what  com- 
pression means — page  627.  The  com- 
pression test  will  indicate  condition  of 
the  rings  and  cylinder  walls  and  valves. 
If  the  cylinder  walls  are  scored  or  cnt, 
then  this  is  an  expensive  job  to  repair 
(see  page  653).  If  valves  leak»  then 
this  is  not  so  expensive — eee  page  630. 
If  rings  leak«  then  this  wiU  be  an  item 
worth  noticing^ — see  page  654,  656. 
When  running  engine,  If  there  ia  con- 
siderable smoke  (see  page  202),  out  the 


_*Se«  pages  56S.  569,  why  solid  tires  eaonot  be  need    en   high   speed   vehicles^ 
tSee  pagea  747.  B2fi«  622  and  833  to  S43  for  troek  and  Imek  engines. 


mi 


628 


DYKE'S  INSTEUCTION  NUMBER  THIRTY-EIGHT. 


exhaust  pipe  and  the  smoke  is  blue  or 
light  in  color,  then  there  is  too  much  oil 
in  the  crankcase  of  engine— or  the  pis- 
tons are  pumping  oil  as  explained  on 
page  653 — or  the  rings  are  loose  or  cyl- 
inder walls  are  scored.  If  smoke  is 
heavy  black,  then  the  carburetor  is 
feeding  too  much  gasoline  and  can  be 
adjusted.  Many  new  engines  have  had 
the  eylinders  scored  by  running  the  en- 
gine too  high  a 'Speed  during  the  first 
1,000  miles  running  and  from  lack  of 
oil — see  pages  489-203. 

(2)  Test  the  bearings:  The  best  method 
for  doing  this  is  to  make  a  long  run, 
taking  at  least  one  or  two  fairly  steep 
hills  and  note  if  engine  knocks.  By 
studying  pages  635  to  639,  you  can 
learn  to  distinguish  the  cause  of  dif- 
ferent kinds  of  knocks. 

Wlien  testing  for  knocks,  make  allow- 
ances if  engine  is  a  four  cylinder,  espe- 
cially of  small  size,  and  when  taking 
hills  slowly.  Many  four  cylinder  engines 
must  get  engine  up  to  a  fairly  good 
speed  to  take  a  steep  hill^  as  the  power 
depends  upon  the  momentum  of  fly 
wheel,  whereas  the  six,  eight  or  twelve 
cylinder  engine  should  take  a  hill  with 
less  speed,  without  pounding  or  knock- 
ing, if  spark  is  retarded  properly — see 
pages  127   and   126,  why. 

(3)  Test  the  cooling  system:  After  making 
the  above  run,  note  if  steam  comes  from 
the  radiator  at  the  vent  or  overflow 
tube  ur  filler  cap.  If  so,  the  engine 
runs  hot  and  the  trouble  is  one  of  the 
causes  explained  on  l>age  579  "engine 
overheats,*'  see  also  (>ages  189,  788, 
319.  Understand,  an  engine  runs  best 
at  about  170*  temperature  but  should 
not  steam — see  pages  185,  191.  Also 
observe  if  there  are  leaks,  usually  the 
leaks  are  at  the  hose  connections  and 
can  be  tightened,  but  if  hose  is  worn, 
replace  it — see  also,  pages  193.  191. 

The  Ctntch. 

(1)  See  if  dutch  slips  when  taking  a  hill. 

(S)  See  if  dntch  drags  when  released. 

CS>  See  if  dutch  ••grabs'*  or  is  ••fierce"— 
•ee  page  663. 

Ci)  Aeoertain  the  type  of  dutch  used  in  the 
car  by  referring  to  index  for  ••Specifi- 
cations of  Leading  Cars."  Then  turn 
to  page  661  to  66$  and  note  the  con- 
struction and  troubles  and  remedies. 

Transmission. 

U)  Teal  the  gear  shift  wliile  engine  is  run- 
alng»  by  shifting  from  reverse,  1st,  2nd, 
3fd  speed,  to  see  if  the  gea.*^  can  be 
changed  without  a  clashing  noise.  If 
not,  then  the  trouble  may  be  due  to  the 
clntcK  pedal  not  being  thrown  far 
enough  ••out,"  o:  clutch  ••drags"  or 
••spins,"  or  the  transmission  or  clutch 
sh^t  are  out  of  alignment,  due  to  worn 
bearings,  or  teeth  of  gears  burred — see 
pagee  €69,  €62,  €63. 

C2|  Titt  for  worn  or  broken  gear  teeth. 
With  engine  running  sloW.r,  place  gears 
in  1st  speed,  place  finger  on  gear  lever 
— if  there  is  a  worn  place  at  one  point 


or  all  round  the  gear,  it  can  be  felt  by 
the  vibration.  Try  this  on  all  speeds 
and  reverse. 
(S)  If  transmission  is  noisy,  and  there  is 
plenty  of  oil  in  the  transmission  case; 
then  the  trouble  is  likely  due  to  a 
broken  ball  or  roller  bearing  or  worn 
bearing. 

If  oil  leaks  out  of  transmission   bear- 
ings see  page  669. 

Drive  Shaft  and  Uniyersal  Joint. 
(1)  Test  for  looseness — see  page  669  "end 
play."  If  excessive,  the  looseness  is 
in  either  worn  gears  or  bearings  in 
transmission,  loose  universal  joints  or 
loose  adjustment  of  drive  pinion  to  the 
differential  driven  gear — see  page  932. 

Rear  Axle. 

(1)  Test  adjustment  of  drive  pinion— see 
page  932  ''noisy  rear  axle" — see  also 
page  673,  674.  On  some  cars.  Ford 
for  instance,  there  is  no  adjustment, 
therefore  a  new  drive  pinion  (see  ^g. 
25,  26,  page  780)  must  be  fitted. 

(2)  Rxamine  the  dilferentiai  by  removing 
the  cover,  if  a  ''fuU  floating"  type 
(see  page  669),  or  remove  the  axle 
housing,  if  a  "semi"  or  "three  quar- 
ter floating"  type  (see  page  675,  780), 
in  order  to  ascertain  if  any  of  the  nuts 
are  loose  or  .small  differential  pinions 
are  worn. 

(3)  Test  wheels  for  aUgnmenk — see  pages 
683,  774. 

(4)  See  if  axle  shaft  is  bent— usually  at 
hub — see  page  682. 

(5)  See  if  oil  is  working  out  the  rear  hab 
into  brake  lining— see  page  €78. 

(6)  Test  brakes— see  page  685. 

Oteeitug  Device. 
(1)  Test  for  plaj  and  loose  bolu  and  nuts— 
see  page  691. 


MfareUaneoos 

(1)  See  If  mgtam  wffl  Kla  wiUonft  Bissuf — Me 
pace  171. 

(2)  Tett  hatltj;  if  a  c«l  ud  hatterj  ignHUm 
■7«te»— w«  iMCM  451,  4SS,  tUD, 

(5)  Tett  masMto;  if  »  Mmf  f  «jrt«M  mt  icai 
tion.  bj  idling  aad  speWinc  ap  tmg^m  to  wet 
if    Bissiac    of    cxplosioft. 

14)  Bzandat  wtrias  ud  w«  if  efl  ■— kii  and 
racrcd. 

(6)  T«flk  carWrefg  by  i4Bmg  and  spaadlng  mp 
enffiae  !•  •••  if  €wwm  CKplasiaBa  aad  if  aa- 
fine  firks  up  raadily  aadar  laad.  AIm  sale 
if  carboretor  air  iataka  aad  laibaialai  mix- 
ture is  heated,  sea  pacaa  157.  159. 

6)  Ezaadna  tfaA  plaii^  ta  aca  thai  gap  ia  car- 
rect  distance  at  paiata.  (ahaat  .SSS')  aad 
tbst   port«Iaias  are  mat  esaekad. 

(7)  Bna  car  aad 


laa  af  saaaltea.  Tbia  wtU  ranire  at  least 
a  20  or  2S  aila  tma.  llaay  X  t.  and  12 
cTliadar  caciaaB  wUk  aal  avaraca  awar  9  ta 


or  billj  «r  lev«L 
(t)  Ezaadna    afi 

spriafSL   ctr. 
(9>   Saa 

paru  of  car 

lie)  If  _ 

kaacklas   aad 

tbat   tb^   are 
issttrad  of   ~ 


THE  AUTOMOBILE  SALESMAN. 


INSTRUCTION  No.  39. 


529 


THE  AUTOMOBILE  SALESMAN:  Pointers,  Suggestions  and 
Advice.  Advantages  and  Disadvantages  of  Mechanical 
Features  of  Different  Parts  of  a  Car.  Addresses  of  Auto 
Manufacturers. 


k 


Suggestiona. 


I 


* 


To  bftcom«  ft  succ«ftful  «aio  iiiesmui  one  must 
iieceifarily  know  tbe  principle  and  confitruction  of 
ftll  pftru  of  ft  cftr,  not  mervly  ihu  car  you  propose 
to  lell,  but  oth«r  makes  of  cars  &■  welL 

In  our  instructiotia  %re  hsve  eodeftvorrd  to 
teftfh  you  the  pHaeiple  and  construction  of  tit* 
Tftrioui  parts  of  all  cars;  for  instance,  we  il- 
Imtrated  and  describ<^d  tbe  different  typei  of 
idrivea  usually  employttd;  tbe  diJTercDt  typei  of 
f^lutchea,  ignition  tyitema,  carburetora,  etc.  The 
«&fine  was  tborougbly  explained.  You  learned 
that  all  enginea  work  on  tbe  aame  principle  but 
tbe  conitmction  may  vary,  in  that  the  valvei 
may  be  on  the  aide  or  overhead,  but  the  principle 
ia  juit  tbe  same ;  alto  the  same  with  the  igoitton 
and    other  aubjpciB. 

Therefore,  taking  it  for  granted  that  tbi*  reader 
hat  tlio roughly  mastered  the  different  principtee 
involved,  he  must  now  figure  oat  wb7  one  eyatL-m 
is  better  for  a  certain  purpose  than  anottuT,  He 
must  alio  fsmiliariie  himself  with  iJI  mnkes  of 
cars  In  order  that  he  will  know  just  why  different 
^nofacturers  are  using  one  system  and  others 
mnother.  For  us  to  point  out  such  a  comparison 
'iroDld  require  an  extra  book — therefore,  we  will 
•agg**^  ^o  those  who  ba^e  fully  made  up  their 
wind  to  become  auto  aaleamen,  to  obtain  the  cata- 
logues of  the  varioue  leading  automobile  m&nu- 
farturerft.  These  catalogues  are  eaaily  ohtaioable 
by   writing  a   postal   card   for   them. 

•Obtain  tho  address  of  the  Tmrlous  m«naf  ftcturef  a. 
I  would  suggest  that  the  student  write  one  of  tbe 
following  publications  for  a  copy  of  their  paper 
and  the  ads  of  the  leading  manufacturers  will 
appear  therein: 

Automobile  Dealer  and  Repairman,  76  Murray 
St..  New  York;  Automobile,  23S  %V,  89th  Street, 
New  York;  Motor  Age.  1200  Michigan  Ave.,  Chi- 
cftgo,  111.;  Motor,  381  4th  Ave.,  New  York;  Horse- 
less Age.  New  York.  Motor  World,  New  York, 

After  obt«ining  tbe  eatatognes  of  tbe  Tftrlotis 
manufacturers,    the   next    step    will   be   to   t^kc    one 


ftt  a  time  &nd  study  tbe  speclflcatloiu  of  each  cat. 
This  will  give  you  the  principle  of  coastructlon  of 
that  make  of  car.  If,  in  reading  the  speciflea- 
lions,  you  do  not  understand  the  meaning,  then 
turn  to  the  ''index"  in  thia  book  and  find  the 
explanation.  For  instance,  suppose  one  manuf»e* 
turer  says  the  oylinderi  of  his  engine  are  OMt 
"en-bloc,"  turn  to  index  and  And  "en-bloc**  and 
then  read  what  "en-bloo"  means.  Each  manu- 
facturer will  explain  why  hie  system  is  the  best; 
for  instance,  ooe  manufacturer  may  claim  bis 
three  point  suspension  best;  If  you  do  not  know 
what  this  means,  then  look  it  up  in  the  "index/' 
In  this  manner  the  salesman  student  will  acquire 
a  considerable  knowledge  of  the  various  automo- 
biles, and  also  from  reading  the  claims  of  each 
manufacturer  he  will  be  able  to  discuss  the  rela- 
live  values  of  these  claims. 

While  all  this  may  appear  simple  and  an  easy 
way  to  acquire  the  informatioa,  it  possibly  was 
not  thouglii  of  by  you,  aod  if  you  will  take  the 
time  and  pains  to  do  as  directed  it  will  no  doubt 
be   of  great  value  to  you. 

Auto  aalesmen  are  usuall]r  einploywi  on  a  com- 
mission. The  commiaaiou  is  usually  5  per  cent. 
Auto  dealers  who  are  agents  f«r  automobiles  are 
always  on  the  look-out  for  good  salesmen,  aud  to 
tie  a  goad  salesman  you  must  study  the  points  of 
the  car  and  be  able  to  explain  to  a  customer 
"why"  your  particular  car  is  the  beat.  He  must 
also  be  able  to  close  a  deal ;  that  is,  after  con- 
vtacing  the  prospective  customer  that  the  ear  is 
the  best,  be  must  clinch  the  sale  as  quickly  as 
possible. 

A  salesman  who  thoroughly  understands  bis  car 
and  also  understands  the  conntruction  of  other 
cars  and  can  explain  "why"  his  system  is  su- 
perior, is  the  valuable  salesman.  He  must  get  bis 
prospects  the  best  way  be  can.  Quite  often  a 
prospective  customer  will  call  at  the  garage  and 
inquire  about  a  car— it  is  then  that  the  wide 
awake  salesman  is  there,  read^  with  his  courteous 
and  agreeable  manner  and  willingness  to  explain. 


Salesmansliip  Pointers. 


A  man  who  Intends  to  buy  a  ear  feels  as  though 
he  If  mafclTiy  aa  InTeatmeiit  aod  he  will,  no 
doubt,  investigate  the  merits  of  all  cars.  It  is 
then  reasonable  to  suppose  that  the  salesman  who 
moat  thoroughly  impresses  this  prospect  that  be 
knows  the  construction  of  his  car  and  can  explain 
its  good  points,  will  make  a  greater  impression  on 
him.  If  tbe  salesman  ia  fortunate  enough  to  be 
able  to  cultivate  a  pleasing  personality  then  be 
will  be  all  the  more  likely  to  make  a  valuable 
man, 

Eemember,  tbe  aTsrage  man  is  generally  gov^ 
emed  by  the  wishes  of  blf  family— he  may  select 
a  car  himself  but  on  having  the  women  folks  pass 
on  the  purchase  nine  times  out  of  ten,  they  will 
go  entirely  for  "looks;"  therefore,  it  is  essen- 
tial that  a  salesman  not  only  be  neat  and  tidy  him- 
aelf,  but  he  must  keep  the  car  be  used  for  dem- 
onstrating perfectly  clean  and  well  polished,  and 
above  all,  in  perfect  working  order.  Many  a  sale 
has  been  lost  by  nothing  more  than  some  trivial 
trouble  as  running  out  of  gasoline  or  engine 
heating  from  tack  of  water.  While  these  trou- 
bles would  be  insignificant  with  an  experienced 
person,  they  would  handicap  a  sale  because  the 
prospect  would  not  know,  but  would  think  it  a 
defect  in  the  car. 

I>oii't  attempt  to  make  your  sale  on  the  weak- 
aees  of  tbe  other  fellow' s  proposition  but  on  the 
■trength    of    your    own.      Understand,    aad    admit 


to  your  prospect  that  all  methods  of  censtruc- 
tion  have  some  advantages  for  certain  purposes, 
else  they  would  never  have  been  manufactured. 
Be  prepared  Co  intelligently  discusa  the  different 
features  of  the  leading  cart  and  to  explain  why 
tbe  features  of  your  car  are — not  the  '  'best  In 
the  world" — ^bnt  the  best  for  that  particular 
man's  need.  Once  yon  make  him  feel  that  the 
ear  baa  speeial  advantages  for  him  personally, 
the   sale   is   made. 

Does    your    Customer    Buy — or    Do    Yon 
SeU    blm? 

Don't  take  It  for  granted  when  a  man  walks 
into  your  salesroom,  or  consents  to  a  demonstra^ 
tion.  thai  the  car  is  baU  sold*  Thia  ia  msrely 
an  introduction  and  it  is  sttll  u;«  to  you  to  make 
the  sale.  And  you  can't  tell  from  the  cut  of  a 
man's  coat  how  much   money  he  has  in  the  bank. 

Selllag  automobiles  is  a  merchandising  propo- 
sition pure  and  simple,  and  it  is  your  duty  to 
give  the  customer  the  same  amount  of  courtesy 
aod  attention  that  be  receives  in  any  bighclaas 
store.     Buyers  appreciate  courtesy. 

As  John  Lee  Mabin  once  said;  "The  buying 
unit  U  the  family,"  aod  yeu  should  as  toon  aa 
possible  ascertain  the  purpose  to  which  tbe 
buyer  wishes  to  put  the  car — who  else  la  to  be 
considered  besides  the  prospect — and  then  shape 
your   arguments    accordingly. 


**See    page    533    for    addresses    of    manufacturers,    and    pages    543    to    546    for    * ' Specifleationi    of 
Leading  Cars." 


i. 


THE  AUTOMOBILE  SALESMAN. 


631 


Prov«  10  Chit  pro«p«etiT«  buyer  that  the  ctr 
yoa  »re  ■filling  wiib  Ieffe<ti4e  drivft  and  center 
cootrol  (for  eximple)  U  *  year  or  more  ahe&d  of 
other  c«ra,  Ra  ft  consequence  next  year  it  will 
still  be  up-to-date  and  will  elio  demand  a  much 
hiffaer  aecood-hand  value,  tHltlag  it  for  sranted, 
of  conrie,  that  jou  are  able  point  for  point,  to 
■how  where  your  car  will  five  aa  great  or  better 
aervice  than  the  car  owned  by  the  neighbor  or 
friend  of  your  customer 

All  bU7«ra — the  majority  of  bujeri  are  iuflu- 
tneed  greAtly  by  printera'  ink.  They  have  mora 
or  lees  definite  opinions  of  variotii  cars,  formed 
by  what  have  read  about  thetn.  Therefore,  ai  a 
fundamental  principle.  YOU  SHOULD  NOT  RISK 
TOUR  TIME  KOR  MONEY  ON  AK  UNKNOWN 
OAR.  A  car.  whose  name  is  a  household  word, 
is  naturally  much  essier  to  sell  Ihan  a  car  that 
the  prospective  buyer  never  heard  of  before,  THE 
WELL  ADVERTISED  AND  TESTED  OAR 
MEANa  QUICKER  AND  MORE  FREQUENT 
SAItKB.      Especially    it  this  true   with   a   car   that 


baa  domontirated  its  superiority  in  public  eon* 
test,  such  as  races.  Remember,  A  QXnOK  SALE 
18   MORE  PROFITABLE  THAN  A  SLOW  SALE. 

The  modam  automobfla  deaJar,  it  the  man  who 
is  equipped  to  TAKE  OAHE  of  hie  customers,  esue- 
cially  if  the  buyer  mtends  to  drive  the  car  hun- 
self.  In  fact,  moat  every  upto^dBte  dealer  now 
has   aa  olTicient  service  department. 

A  little  service  and  aasislance  g>v6t  the  owner 
th«  feeling  of  confidence  and  GOOD  WILL  to- 
wtrd  both  you  and  the  ear.  Service  means  sat- 
iaILed  customers,  and  tatUficd  customers  means 
a  permaneol,  profitable  business  for  you.  Service 
also  converts  probtble  knockers  into  positive 
boosters.  If  your  success  is  to  be  lasting  every 
man  to  whom  you  sc^ll  a  car  must,  one  year  or 
more  from  date  o!  sale,  be  at  enthusiastic  at  the 
day  Id  which  he  bought  the  car  from  you.  This 
is  pontihie  by  first  giviug  real  value  and  aecoad 
by  taking  ctre  of  him.  <from  booklet  publithed 
by    National   Motor  Car  and   Vehicli 


i^luet   pu 
e  Oo.) 


*  Ad  vantages  and  Disadvantages. 
If  You  are  Selling  a  Car  Understand  Its  Features. 


Tbo  auto  salesman  matt  be  able  to  talk  on  «1- 
sott  any  tubject  relative  to  the  constructlou  of 
varloTit  cars.  He  must  know  the  advantage  and 
dlaadvantaget  of  the  features  of  different  cart 
which  will  be  suggested  by  a  proupective  cutto- 
mer.  For  instance,  if  the  aalesman  is  telltng  a 
car  with  a  four-point  tutpension,  he  must  know 
the  advantage  of  the  four-point  suspension  and 
the  disadvantage  of  the  three-point  and  vice  versa. 

A  few  subjectt  will  be  tret  ted  in  the  follow ' 
lug  mstter.  For  further  informstion  I  would 
■nggest  that  avery  auto  taiesmaa  make  U  a  point 
to  iccumulste  the  catalogs  of  all  motor  car  man- 
ufacturers, and  in  this  way  he  will  see  the  dif^ 
ferent  festurea  discussed  by  the  various  manu- 
faeturert  and  will  gain  many  valuable  poLuteri. 

IiOQg  Stroke  vt.   Short  Stroke. 

The  adTantages  of  th«  long- stroke  over  the 
abort-stroke  type  of  engine  are: 

Lfffiragtt.  Given  a  certain  expansion  force 
within  the  cylinder*  the  travel  of  the  piatora  be- 
ing longer,  and  transmitted  to  a  longer  crauk.  It 
operatCA    on   a   longer    lever. 

Oreater  expansion.  Given  a  ehtrge  of  a  cer- 
tain volume  at  the  time  of  ignition,  it  will  ex- 
pand to  a  greater  volume  (before  the  opening  of 
the  exhaust  valve)  in  a  longstroke  engine  than 
in  a  short-stroke  one,  thereby  using  more  of  the 
•^"'Sy  generated  in  the  expansion  of  the  gasea. 
Tbe  theoretical  Idea  of  any  heat  engine  it  to 
naa  as  Dearly  100  per  cent  of  the  expansion  of 
tha  ebarge  within  the  engine  as  ia  possible.  This 
aceoaota  for  the  greater  efficiency  of  the  com- 
pound  tteara  engine  over  that  of  the  single- 
acting  type.  This  type  of  engine  is  ■ubstantiaily 
au  elongated -stroke  engine,  the  only  difference 
being  that  the  low  pressure  portion  of  the  stroke 
ia  ia  a  larger  cylinder  thin  the  hiirh- pressure 
portion.  In  the  long-stroke  engine,  this  tuper- 
expantioo  takes  place  in  a  less  degree  in  the 
•ama  cylinder,  so  that  at  the  beginning  of  the 
■troke  the  cylinder  is  a  high-pressure  cylinder, 
and  at  the  lower  portion  of  the  stroke,  it  it  a 
low   pressure   one. 

It  has  been  found  in  high  speed  express  loco- 
motive practice,  that  the  ahort-stroko  single-ex- 
pansion engine,  while  it  produces  a  very  low 
rate  of  efficiency  and  it  enormously  wasteful, 
the  actual  results  in  highspeed,  light-draught 
work  are  superior  to  those  of  the  more  efficient 
type,  as  ouly  (he  very  cream  of  the  expaotive 
energy  it  used.  This  hat  been  found  to  apply 
in  the  same  way  to  gaa  engines,  and  for  racing 
work,  the  abort-ttroke*  while  leat  efficient,  more 
watteful  of  fuel,  and  less  flexible,  hat  been 
found  to  give  better  results  than  the  longstroke 
type.  This  ia  the  reason  some  of  the  promi- 
nent European  makers  produce  stock  cars  with 
small  bores  and  long  strokes,  white  their  high- 
■peed  cars  are  the  reverse.  Road  racers,  on  the 
other  hand,  generally  revert  to  the  preponderance 
of  stroke  again,  aa  the  thort-stroke  type  Is  not 
■nfficiently  fiexible  to  prodnca  good  reults,  unleaa 
built    In    enormoualy   large   powex^unita. 

Thia   waa  well    tlloatrated    in    a   recent   automo- 


Tbia 


bile  road  race;  where  even  the  high  horsepower 
cart  were  found  to  have  a  prepomlerance  of  stroke, 
while  the  lighter  ones  wi^re  all  designed  with  long 
strokes.  One  make,  whoie  sprint  cars,  detlgiiad 
for  ezcossiva  apeed  for  short  distancea— b«low 
160  milea^havo  larger  borea  than  strokea;  whllo 
tliosa  deaigned  for  the  lon^-distauce  tilgh-i^oad 
grindt,   liava  longer  strokea  than  borea. 

Slowar  crank  shaft  spaed  for  tbe  tame  piston 
speed:  It  has  been  found  that  speed  in  ruvoliL' 
tion  per  minute  it  not  an  accurate  standard  by 
which  to  gauge  the  power  of  an  engine;  but  that 
piston  speed  in  feet  per  minute,  in  combination 
with  bore  and  number  of  cylinders,  la  the  true 
meaaore  of  an  engine's  power.  It  is  thus  seen 
that  two  engioea  of  the  aime  design  except  as  to 
stroke,  will  give  the  eame  power,  (disregardine 
considerations  of  expansive  efficiency)  at  equal 
piston  speeds.  But  the  long-stroke  engine  in 
reaching  the  tame  piston  speed  as  the  short- 
elrcke  type^  will  revolve  much  slower.  The  ad- 
vantages of  tlovrcr  spued  are,  of  course,  well 
understood.  If  compared  to  crank  shaft  speed, 
the  long-stroke  type  will  giv«  greater  power,  lass 
speed,,  less  friction. 

Thero  are  other  advantages,  but  the  above 
aro  among  the  most  important.  In  considering 
them,  il  must  be  remambered  that  the  comparison 
is  made  In  the  light  of  efficiency,  which  is  under 
stood  to  be  made  up  of  tha  factors;  horsepower 
per  gallon  of  gaaoline,  horsepower  per  pound  of 
weight,  horsepower  per  cubic  foot  of  space  oc- 
cupied, durability  and  flexibility.  In  a  racing 
motor,  this  term  would  not  have  the  aame  mean- 
ing^, nor  would  all  racing  motors  come  under  the 
same  category,  as  explained  above. 

AdTanta^  of  ihort-stxoke  englaea  va  higher 
speed  with  smaller  pistons,  therefore  less  wall 
preitBure   and   less   liability   of  ring  leakage. 

There  is  less  exposure  of  metalUe  surface  less 
movement  of  the  piston  and  less  angularity,  that 
is  to  say,  aa  the  crank  Is  relatively  short,  the 
counecting  rod  It  thrown  less  out  of  its  perpen- 
dicular position  and  therefore  the  piston  is  leas 
violently  pressed  against  the  walls  of  the  cylin- 
der, with  th«  result  that  there  is  a  saving  in 
frictlonal  loss  which  is  one  of  the  greatest  trou- 
bles we  have  to  contend  with,  in  striving  for 
higher  efficiency.  Another  point  is,  that  with  a 
short  stroke  it  Is  possible  to  have  piston  pin 
higher  up,  this  preventing  the  tendency  of  piston 
to  chatter  which  it  does  when  pin  is  too  near 
the  lower  end. 

Five-Beafliig   Orank  Shaft. 

Is  a  fiTe-bearing  crank  abaft  more  •fffdent 
and  durable  than  tli«  thraa-bearlng  type?  Is 
there  less  liability  of  loose  bearings  in  the  five 
bearing  than  in  the  three  f  Is  it  not  true  that 
it  it  usually  the  connecting  rod  bearings  and  net 
the  crank  abaft  bearinga  that  wear  first  and 
therefore  the  number  of  crank  shaft  bearings 
has  nothing  to  do  with  this  trouble! 

Ans, — There  are  advantages  on  both  sides  of 
the  engine  journal  question.  The  advantages  of 
the  five-bearing  type  rest  on  the  fact  that  there 
is    a    longer    bearing    surface,    henee    more   provl* 


*8««  page  255  for  Advantages  and  Diaadvaat  ages  of  different  Ifuition  Systems. 


532 


DVliE'S  INSTRUCTION  NUMBER  THIRTY-NINE. 


■lt>n  for  wettr  and   (mora  work  in  fiUmg  the  be&r- 
Ingn  when  worn.) 

The  foUowing  ue  the  advautA^es  and  disad- 
^uLtAges  of  tho  throe  and  flve-beaxlng  crarJE  ihrnft 
■■  given  hy  tho  Oontiiienta)  Enj^ino  Co.  and  the 
Rutenber  Engrii^e  Co.: 

The  lubject  it  one  that  ii  c^pen  to  much  diicui- 
■ion  and  for  4-tach  bore  and  leia,  tbe  tbre« 
bearinKi  are  undoubtedly  an  ad%'aDiage  over 
the  five  on  account  of  the  «implicity,  and  yet  the 
diitauce  betweea  supports  \b  au^ickntly  email  to 
overcome  tho  vibration  set  up  in  hifh  speed  run- 
nine. 

On  larger  Biies,  if  the  crank  ahaft  is  made 
■ujfficiently  ttrong  and  tho  bearinfe  of  ample 
width,  the  ihroebf^aring  engine,  aa  has  been 
shown,  is  very  satietfactory,  but  in  these  sizes  it 
is  an  advantage  to  have  light  weight  and  yet  sta- 
bility, and  in  consequence,  the  five  beariuga 
often  prove  better  in  ttie  argument  that  they  can 
get  their  surface  withouit  heavy  crunk  shuftK  and 
yet     be     sure     against    vibrntions. 

Tha  Advantages  of  the  three-boartng  crank  ara 
aa  followB:  Au  engine  so  equipped  is  sUglilly 
clieaper  to  build,  easier  to  scrape  bearings  in  and 
a  slightly  shorter  engine  can  be  designed  by  us- 
ing  the    three  bearing  shaft. 

The  diaadTantages  are;  The  «rear  ii  slightly 
greater  at  higher  speeds,  and  to  obtain  same 
strength  as  a  five-bearing  shaft  it  requires  lurger 
dtamuter   bearings,    hence  higher   peripheral   speed. 

The  advantages  of  the  flve-bearlug  shaft  are; 
Less  difitoriion  and  leHH  wear  at  hij^h  speeds 
only;    and    less    heal,    that    is;    if    properly    fitted. 

Tho  dlsadTantages  of  the  flve-bearijiir  shaft 
ara:  The  initial  cost  in  machining  and  fittiug. 
Would,  however,  recommend  the  threu-bearing  job 
for  commercial   purposes. 

Offflet  OyUmdari. 
See  pago  61  also  fl<g.  B,  page  82  advantages  arer 
Less  liability  of  back  kick,  reduced  wn^ar  on 
bearinfT  surfaces  of  cylinder  walls,  connet'ting 
rods  and  crank  shaft,  less  liability  of  the  engine 
to  stall  when  car  is  running  slowly  on  high  gear. 

Four    Tt.    Six    Oylinders. 

Ths  MlTaiitafM  of  the  eight   over  the  four  or 

■Iz    Is    in    flexibility    of    control,     and    lapping    of 

power     strokes,*     consequently     much     simpler     in 

points      of      both      opcmtion      and      repair;      more 

f>ower  is  in  n  given  fpaca,  especially  as  rei^arda 
engtb;  the  weights  on  account  of  heavy  fly  wheel 
in  the  four  will  be  approximately  the  same;  bet- 
ter facilities  for  uniform  distribution  of  the  gas 
to  the  various  cylinders;  more  rigid  crank  shaft. 
The  advantages  of  the  six  cylinder  over  the 
four  are:  Flexibility  of  operation  due  to  con- 
tinuous torf|ue«  allowing  a  grc^ater  range  of 
•peed  without  resort  to  gear  shifting;  greater 
power  at  low  speed  of  engine;  as«  for  instance, 
In  hill  climbing;  doe  to  the  lapping  of  power 
strokes,  less  vibratory  strain  on  the  gearing  In 
the  transmission  and  differential  drive  and  pin- 
ions as  well  as  the  universal  jointa  and  to  some 
extent  the  tires  on  rear  wheels.  (See  pages  123 
and   126.) 

Advantage  of  the  four  cylinder — principally 
economy    and    lees    number    of    parts. 

Advkutages  of  the  T-Head  Cyllndor; 
The  piiJidipal  advaatage  of  the  T-he»d  motor  over 
U&a  Xfhead  is  that  the  valve  area  is  larger  than 
with  the  L-head  with  the  valves  side-by-side 
(sfie  pape  81  for  comparison.)  Another  advan- 
tage is  that  the  ^aa  has  a  direct  passage  from  one 
aide  of  the  engine  to  the  oth«>r,  and  the  plugs, 
situated  in  (he  inlet  vahe  pockt't,  are  not  sub- 
jected to  a  carbon-laden  blast  of  burned  gat  at 
the  exhaust.  The  exhaust  is  more  complettf, 
as  the  outward  passage  at  one  side  can  bo  ac- 
celerated    by     the     inward     rush     of     fresh     gas. 

Tho  disadvantages  are  thst  the  volume  of  the 
valve-pockets  is  increaserl,.  thus  providing  more 
space  for  burned  ganes  to  lurk  in  than  with  the 
L-head,  and  that  the  engine  so  conRtmcted  re- 
Qnires  two  cam  shafts  and  with  their  gears, 
bearings  and  casiniri^.  are  hfsvier.  for  the  natfi** 
power,    and   much   more   expoDsive   to   mankifan^ture. 

The    "L^*   head   is   easier    to  construct   and   re* 

*See  page   12G. 


quires  less  parts  and  if  properly  designed  ao  that 
gas    pockets    over    valves    is    correct    and     valves 
properly    timed — it    is    more    suitable    for    touring 
and   general   work.      See  index   for   "compression 
for   explanation    of   valve    pocket. 

The  overhead  v&lve  engine  is  more  powerful 
and  e^icient  owing  to  the  relative  position  of 
valve  to  combustion  chamber.  The  valves  how- 
ever, are  usually  noiser  and  the  compression  usu- 
ally higher  and  very  hard  on  spark  piugs^-s* 
index  for  **epsrk  plugs,"  "valves'*  and  ** 
pression"  which  will  treat  on  overhead  valv 
advantages    and     disadvantages. 

The   Eight   Cylinder   Engine, 
The   advantages    of    the   eight    over   the    four  ofl 
si^    is    clearly    brought    out    in    text    on    page#    IZfl 
and     127.       Better    balance,    more    firing    impulsei* 
and    torque   are    the  chief   advantages. 

Advantages:  Greater  power  for  a  given  wetfhi 
than     the    six-cylinder    design. 

Height  cams  instead  of  12,  and  also  shorter 
camshaft. 

Engine  is  considerably  shortet  than  sLx-cyl- 
inder   models. 

Shorter    and    lighter    crankshaft. 

Shorter  and   lighter  crankcase. 

Uniformity  of  torque,  which  is  better  than  that 
of   six-cylinder   engine. 

Suitability  of  design  for  reasonably  high  eom- 
preasion. 

High   mechanical    efficiency. 

Bisadvantages;  Further  complication  owing  to 
more  cylinders   to   care   for. 

Coot  of  and  dilTiculty  in  manufacturing  spe- 
cial design   of  connecting  rods. 

Reduction    in    area    of    big-end    bearinga. 

Extra  weight  of  cylinder  block  in  ratio  to 
power,  as  compartid  with  the  four-cylinder  or 
six    cylinder    design. 

Requires  better  design  and  more  careful  work- 
manship. 

Balanced    Or&tikBhaft. 

A  balanced  CTankshaTt  will  make  a  good  engine 
run  nmoother  at  hi^h  speedic,  but  a  properly  de- 
nigned  engine  will  run  at  high  enough  apeeds  with 
no  additional  benefit  from  an  abnormal  shaft,  and 
no  system  of  btilanring  can  increase  power  ejccepi 
at  quite  high  speeds. 

If  an  engine  has  an  eaaentialJy  weak  ahaft  the 
whipping  of  that  shaft  at  high  apeeda  places 
stresses  vO  the  bearings  and  causes  power  to  be 
wasted  in  friction.  By  balancing  the  shaft  we 
may  stop  the  whipping  and  so  raise  the  power, 
but  this  h  only  a  side  issue;  the  roal  value  of  a 
balanced  shaft  is  the  greater  smootbneaa  of  the 
engine  at  the  highest  speeds  the  owner  is  like- 
ly to  i&ae«  see  pages  78  and   122. 

The  Floating  AKle. 

The  advantages  of  a  fuU  floating  axle  ov«r  a 
seml-fioatlng  axle  are,  that  whereas  in  the  simi 
floating  type  of  axte  tlie  wheels  are  secured 
rigidly  to  the  drive  axle  and  are  supported  on  beiar- 
ings  between  the  latter  and  the  axle  tube,  the  drive 
axles  of  the  floating  axle  are  fiexibly  clutched  to 
the  wheels,  run  on  se]iarate  bearings  and  carry 
no  weight.  The  semi-flloating  drive  axle  must 
not  only  transmit  the  driving  torque,  but  mast 
support  the  wheels  besides,  while  the  floating  . 
drive  axle*  receive  tortiooal  stralna  only  (the 
weight  of  the  car  being  carried  by  the  axle  bout- 
ing).  The  bearings  on  which  the  wboels  of  m 
floating  axle  are  mounted  are  outside  of  the  axlo 
tubes,  and  easily  accessible,  while  those  of  the 
semi -floating  axle  are  between  the  drive  axles  and 
the  tube,  and  hence  are  not  as  accessible.  Tho 
drlve-ttxles  on  a  floating  axle  may  be  removed, 
permitting  the  difTerenltal  to  be  taken  out  with- 
out disturbing  the  wheels  or  their  mountings. 
This  is,  of  coarse,  impossible  with  a  semi-float- 
ing axle,  as  in  this  type  the  bousfug  must  b« 
entirely  removed  from  the  car,  together  with  tha 
wheels,   axle  and  different iaU 

The   expense  of  manufacture   of   a   semi  floattn^ 
axle,  however,  is  mui'h  less  than  that  of  the  float 
■ag    type,    and    as    they    have    ^veo    satisfactory 
servif^e    where    they    have   been    properly    designed, 
many     manufacturers    do    not    deem    the    greater 


TUE  AUTOMOBILE  SALESMAN. 


533 


^ 


eoit  of  tb#  floktinff  typa  WftiTkated.  For  this 
r«ft«o&,  la  Ut«  7t»rc,  A  com  promise  type  hM  been 
evolved,  known  »■  the  Ihrt<e-qumrt4>r  floRtio;  type, 
which  poBteieei  lome  of  the  adventAges  of  both. 
(Write  Timkea  Axle  Co.,  Detroit,  Mich.,  lor  de- 
■rripCioa  of  their  exles)  see  p&ge  33,  also  charts 
272   and    'J 72 A. 

Three- Point    Suspension. 

Three-point  susponslou  U  »  general  term  that 
refers  to  the  suspension  of  tbe  power  plAnt  l>j 
three  points,  and  has  several  applications  to 
motor  car  desij^.  The  commonest  of  these  is  the 
three-point  support  of  the  en|:ine.  and  three-point 
suspension  of  the  frame.  When  thretpoint  sos- 
pension  is  specified  as  a  ar-parate  feature,  it  is 
understood  as  ri'ferriu^  to  the  frame  suspension. 
When  it  is  included  in  the  description  of  th** 
^mgine  it  refers  to  the  engine.  (See  psn^e  11 
and    72.) 

The  advantages  advanced  for  threo-p^int  sus- 
pension are  as  follows:  An  engine  momnted  to 
the    frame    by    three    points    is    not    subjected    to 


mny  strafns  upon  the  warping  of  the  frame.  The 
Jarring  from  the  road  is  less  severe  on  a  three 
point  suspended  frame^  because  at  the  end  at 
whieh  it  is  suspended  by  one  point,  lateral  motion 
of  the  iLxle  has  very  little  effect  upon  the  frame, 
ao  thnt  in  going  over  a  bump  on  one  aide  of 
the  road  it  is  seriously  felt  but  OQce.  although 
both  axles  are  deflected  by  it.  Three-point  sns- 
penBioa  permits  of  flexibility  of  the  frame  with- 
out  loBft  of  siren^h,  thereby  saving  weight,  at 
it  rrquirvs  greater  strength  to  support  a  load 
rigidly,    than   it   does   flexibly. 

Many  prominent  motor  car  designers  are  ad- 
herents to  the  four-point  form  of  engine  iupport, 
not  from  sjay  objection  to  the  three-point  prin 
riple,  but  because  io  practice  the  four-point  sup- 
port  has   been   found   satisfactory. 

The  Packard  for  many  years  used  a  four-point 
engine  support  on  its  four  cylinder  cars,  but 
found  it  advantageous  in  the  longer  six  cylinder 
engines  to  use  the  more  flexible  form  of  sus 
pension,    vis.;    the    three-point. 


*A  Few  Words  to  the  Young  Man  Just  Starting. 


^ 


There  Is  an  old  tajlng  to  the  effoct,  *'A1I  the 
world  loves  a  lover.**  There* s  another  one.  just 
as  true,  to  the  effect  that  *'  til  the  world  loves 
an  OPTIMIST.'* 

It  paya  to  be  optimistic  I  *'Be  pleasant  every 
morning  until  10 'clock,  and  the  rest  of  the 
day  will  take  care  of  itself." 

OptiBlsm  is  its  own  reward.  De  pleasant  and 
ronrteous  at  all  time*  regardless  of  the  kind 
of  a  reception  you  receive  and  in  nine  cases  out 
of  ten  the  coldest  turndown  will  develop  into  a 
warm  welcome  if  you  exercise  the  proper  amount 
of  diplomacy  and  tact  in  approaching  even  the 
most  irritable  prospect.  Even  if  you  don*t  sur- 
ceed  in  securing  encouragement  on  your  first  call, 
you  leave  behind  you  a  favorable  impression  which 
t  will  be  working  in  your  interest  and  will  do  a 
whole  lot  towards  landing  the  order  for  you  on 
your  second  visit. 

Every    day   of   coarse,    cannot   be   a   record    day 

in  soiling  cars.  We  all  have  what  seen  to  be 
our  unlucky  days,  and  you  may  occasionally  have 
the  same  experience,  but  the  very  next  day  may 
develop  into  your  record  breaker,  and  more  than 
offset  the  poor  results  of  the  preceding  day. 

It  is  the  general  average  which  counts.  You 
may  have  what  Keems  to  be  two  or  three  very 
usliicky  days  in  one  week  and  all  of  the  other 
days  may  so  far  exceed  the  result  of  the  un 
Incky  days  that  the  average  of  the  week  will  he 
np  10  your  high  water  mark.  Every  business  man 
win  tell  you  that  he  has  days  and  weeks  when 
it    teems    thst    '*the    bottom    has    dropped    out    of 


business."  but  yet  at  the  end  of  the  month  or 
Che  end  of  the  year  they  find  the  general  average 
is  very  satisfactory  after  all. 

Thai's  the  way  you'll  find  it  in  all  lines  of 
work.  Too  will  very  seldom  find  real  eauso  for 
dificouragement.  and  all  of  these  experiences  in 
overcoming  difricultiea,  and  making  the  good  d^yy 
offset  the  bad  days,  is  the  sort  of  EXPERIENCE 
that  will  be  of  great  value  to  you  in  your  future 
work  along  any  line. 

Some  of  our  readers,  who  are  now  among  the 
frreA,tcst  producers,  had  what  seemed  to  be  mor*" 
than  their  share  of  unlucky  days  at  th<»  stsrt. 
Some  of  them  wrote  us  at  the  end  of  the  flret 
week  that  they  didn't  believe  they  could  ever 
make  a  success  of  the  work  and  they  were  on 
the  point  of  giving  up  in  disgusts  They  didn't 
icive  up,  however.  They  * 'stayed  with  the  ship.** 
They  started  the  second  week  with  renewed  de 
termination  to  succeed.  And  they  DID  succeed 
They  found  that  determinstion  and  periistenc* 
were  the  qualities  that  always  WIN — fust  as  thej 
will   win   for   YOU. 

As  preTloaslj  stAted.  the  fLrst  essential  is  to 
know  yonr  car.  Be  prepared  to  intelligently 
present  your  proposition  and  know  how  to  over 
come  any  objection  when  it  is  presented.  Be 
convinced^  in  your  own  mind,  that  yon  have  a 
proposition  which  justifies  the  very  best  effort  you 
are  capable  of  putting  forth.  Sell  to  YOURSELF 
flrjtt —  then  you'll  find  it  an  easy  proposition  to 
sell  to  others,  and  above  all  else,  do  not  forget  for 
one  moment  that  you  are  the  representslive  of 
the   greatest   industry  the   world   has   ever  known 


Where  to  Obtain  rnrtlier  Information  or  Oatalognea. 

Automobiles;  write  to  ooe  of  the  auto  magssines 
(lee  page  529)/  and  see  alio  automobile  manu- 
facturers addresses — below. 

Ignition;  for  catalogues  on  ignition,  see  Igni- 
tion subject  and  page  2dB, 

Electric  starter,  etc. — see  page  873. 

Carburetors;  see  page  102,  for  address  of 
mannfactan^rs. 


Where  to  obtiln  parts  of  cars  no  longer  manti- 
factnred — see  page  547. 

Addresses  of  some  of  the  Leading 
Automobile  Manufacturers. 


By  addressing  the  pabllslier  ot  this  book;  ad 
dreising  your  correspondence  to  A.  L.  Dyke. 
Publisher,  St.  Louis,  Mo.,  **  In  formation  Depart- 
tnent."'  and  enclosing  stamped  and  ielf-addressed 
envelope  for  reply,  we  wilt  gladly  furnish  yon 
with  any  information  we  can.  At  certain  seasons 
of  the  year,  in(|uiries  of  this  nature  are  very 
numerous  but  we  an»wer  ju«t  as  soon  as  we  can 

Aoeclfications  of  leading  cars — see  pages  543  to 
546. 


Abbott-Detroit   Motor  Oar  Co.,  Detroit.   Mich. 
Apperson    Motor   Car  Go.,    Kokoroo,   Ind. 
Aubora  Motor  Car  Co..  Auburn^  Ind 
Briscoe   Motor   Car  Co.,   Jackson.    Mich. 
Buick  Motor  Car  Co.,  Flint.  Mich. 
Cadillac    Motor    Car   Co.,    Detroit,    Mich. 
Case   Motor   Car  Co.,    Racine.    Wise. 
Chalmers    Motor   Car   Co.,    Detroit,    Mich. 
Chandler  Motor  Car  Co..   IndianopSlis,   Tnd. 
Cote   Motor  Car  Co.,   Indtanai>oliii,   Ind. 
Dodge  Motor  Car  Co.,  Detroit,   Mich. 
Dnrt  Motor  Car  Co..  Flint  Mich. 
Empire   Motor  Car   Co.,    Indianpolls,   Ind. 
Ford   Motor  Car  Co.,    Detroit,   Mich. 
Franklin    Motor   Car   Co.,    Syracuse,   N.   T. 
ITodson   Motnr  Car  Co..   Detroit,   Mich. 
Hiipmobile  Motor  Oar  Co.,  Detroit.  Micb. 
.Tack ROD  Motor  Car  Co.,  Jackson.  Mich. 
Jeffery    Motor    Car    Co..    Kenosha.    Wise. 

*See   Isstmctioa  44. 


K'ing  Motor  Car  Co.,   Detroit,  Mich, 
Mercer  Motor  Car  Co..  Trenton,   N.  J. 
Mets   Motor  Car  Co..    Waltbam,    Mas« 
Mitchell  Motor  Car  Co.,  Hacine,  Wise, 
National  Motor  Oar  Co.,  Indianapolis,  Ind. 
Oakland  Motor  Car  Co.,   Pontiac,   Mich. 
Oldsmohile  Motor  Oar  Co..   Lansing.  Mich, 
Overland  Motor  Car  Co.,  Toledo,  Ohio. 
Packard  Motor  Csr  Co.,  Detroit.  Mich. 
Peerless  Motor  Car  Co.,  Cleveland,  Ohio. 
Pierce- Arrow  Motor  Car  Co,,  Ruffslo.  N,  T, 
Regal   Motor  Car   Co.,    Detroit,    Mich. 
Scripps-Booth    Motor  Car  Co.,   D*'troit,   Micb 
Stearns  Knight  Motor  Car  Co.,  Cleveland,  Ohio. 
Studebaker   Motor  Car  Co..   Detroit.    Mich. 
KtuU  M-'inr  Onr  Co.^  Indianapolis,  Ind. 
V-  ^   Csr  Co.,   MoUnc,   III, 

V,  ror   Oar  Oo„    Richmond.   Ind. 

Mi;  JA  Motor  Car  Co.,  Toledo.  Ohio. 

%Vii,tv4*  Motor  Gar  Oo.,  Cttveland,  Ohio. 


k 


534  ^'t'Tlie  S.  A*  B*  Horsepower  FofmnlA, 

Tlie  horsepower  of  a  guoUno  ftaglne  U  dBpoDdent  npon  Uio  following  things:  naiaber  of  cjHb* 
dera,  »rea  of  piitoa  huftds,  average  oamber  of  poundi  per  square  ioch  exefted  upos  the  pitton  darioff  th« 
working  strokea,   and   the   rcvoluiJoQ   per   mlouta  of  the  eogioe. 

B.  A.  E.  ukaana  Socletjr  of  Automotive  Eogine^erB.         Thii   formula   waa   origoaHy   adopted    by    the   A,   L. 
A.    M.    (Amertcaa    Llcoti«ed    AutomobUa   MaoafaetULrera)   and  later  by  the  6.  A.  Kl, 

It  has  been  worked  out  upon  the  A8Kctmpti<»o  that  the  piBtou  speed  is  1000  ft.  per  tnlti,  aud  that  the 
mean  effective  preasure  la  90  lb.  per  eq.  in.  Inaamoch  aa  the  piston  ap«eda  of  modern  engmea  ran  ii|» 
a«  high  fta  1500  to  2000  ft.  per  min.,  and  the  mean  efTective  p^reaBurea  per  aq«  in.  go  up  to  110  to  120 
lb.,  you  can  aee  that  this  formala  \a  not  altogether  ac^curate,  aa  to  the  actual  horse  power  would  be  con- 
aiderably  more,  however  it  la  ated  for  eitimating  and  aervei  tta  purpote. 

In  order  to  compensate  for  the  inferior  quality  of  gaaoline,  some  manufarturera  bav^e  reduced  the  are* 
of  the  combuation  chamber  ao  aa  to  give  a  high  compreaaioQ. 

♦Piston  Speed. 

When  this  S.  A.  E.  formula  waa  first  adopted  moat  euginit 
doT eloped  their  horse  power  at  1000  feet  of  platon  travel  per 
mlntite.  Therefore  it  wiii  worked  out  under  the  aaaumption 
that  the  piatoti  speed  is  1000  fuet  per  mioute. 

Tho  factor  of  piston  speed  takes  in  both  the  length  of  ih» 
stroke  and  speed  of  the  craok-shaft  in  rev.  per  min.  and  mean 
effective  pressure  of  90  lb.  to  the  square  inch. 

The  shorter  the  crank  the  quicker  it  can  be  tnmed,  the 
1ong«tr  the  crank,  more  piston  travel  per  stroke,  iherefort 
erank  can  travel  slower  and  ttHl  the  piston  will  travel  th« 
requLreci   distance. 

As  an  example;  suppose  the  stroke  of  ao  engine  ia  4  inchea, 

it  wuuld  have  to  make  3  strokes  to  travel   12   inches  or  1  foQt» 

because  each  stroke  is  4  inches  in  length.      Take  on   the  other 

hand,  an  engine  with  a  etroke  of  6  inchea;  it  would  have  b«t 

~^  79     1     J  0        7  8      35  6      l\  A  ^  strokes  to  make  per  12  inches  or  1  foot  of  travel.    Therefor* 

4  gj  ^]j        a" J       ,6  ^      ,5  J  it  is  evident  from  the  above  that  ths  ahorter  the  stroke,  the 

f  ts  4.6        oil       18  a       J7  1  faster  crank  must  move  to  cauae  piston  to  travel  1000  feet  to 

the  specified  time. 

A  given  amonnt  of  power  can  he  devsloped  In  cylinders  of 
either  large  or  smaU  diameter.  Thus  there  is  the  example  of 
the  stationary  ^as  engine.  To  obtain  for  example,  10  h.  p« 
from  this  type  of  engine  a  very  large  cylinder  and  compara- 
tively slow  speed  would  be  employed  with  a  maximum  speed 
of  perhaps  300  to  600  r.  p.  m.  A  modern  10  h.  p. 
automobile  engine  on  the  other  hand  has  four  very  small 
cylinders,  but  a  high  speed  tay^  1500  to  2000  revolutions  per 
minute.  The  individna!  power  impulses  are  very  much  weaker 
than  tbose  of  the  large  slow  speed  engine,  and  consequently  ita 
parts  «an  he  made  much  lighter  and  smaller,  as  the  shocks 
and  streisea  that  have  to  be  sustained  are  proportionately 
much  lesR. 

How  To  Figure  Tbe  S«  A.  £«  ronnula. 

Jije        ID. 5      ji  0      Izio      6t  o  '^^^   formula  is  used  by   all  leading  manufactarera  and  by 

14J        ii!o      alio      44^1       6^!i  ^^^  license  olTices  in  different  cities. 

1J7        Jiifi       3J  I       4^  3       ^i  U    F     -  ^'^ 

'      '   ~  2.6 

For  example:  What  i^  the  estimated  formula  h.  p.  of  i 
four  cylinder  engine   which  has  a  4   inch   stroke  1 

By  referring  to  the  table^  to  the  left«  one  4  in.  bore  cylinder 
is   6.4    and   4   cylinders  of  4   in.   bore   ia  25.6    h.   p.     This   ii 
arrived    at    as    follows: 
D^  (diameter  anuared)  4   X   4   =   16. 
N     <Qumber  of  cylinders}    16  x   4  =^   64. 
2.6  (constant)      64   -i-  2.6  —  26,6  K  p, 
It   will   be   noted    that  the   stroke   of   the   cylinder  waa  not 
taken  into  consid^rulton  at  all. 

Anotlier  Formula  (not  the  B.  A.  E.). 
The  followitii^  formula   takes   into  consideratioa  the  stroke  ae  well  M 
the   bore   and   also   the   speid. 

H.  P.  Formula:     D-'  k  N  x  L  x  K 

*    =    H.   P. 

0 
This  means  sauare  the  diameter  or  bore  of  the  cylinder  (IK>  and  mal- 
tiply  the  result  by  the  number  of  cylinders  (N)  and  multiply  this  resull 
by  the  length  of  stroke  (L)  and  multiply  this  reault  by  the  revolntlona 
(R>  per  minute  of  crank  shafts  then  divide  this  total  result  b|r  the 
* 'constant"    (0)    below. 

The  "constant''   for  4  cycle  engine  ia  13,000. 
The   "constant"   for  2  cycle  engine  la  10,000. 

Example;  suppose  we  have  a  4  cylinder  engiae^4  inch  bore  (diain* 
eter)  and  five  inch  stroke  and  1000  revolutions  per  miitute — what  is 
the  horse   power  f 

4x4  eqoals  16    (squaring    the    diameter    B?). 
16  z  4  equals  64    (result  multiplied  by  number  of  cylinders  '*K*')« 
64  X  6  equals  320    (result  multiplied  by  length  of  stroke  *'!•'*). 
320  X  1000   equals  320000    (result  multiplied  by  nttmbor  of  r«TOlB- 
tlona  **E"). 
320000  dlTlded  by  the  **conata&t,**  13«000  will  give  lia  Si,6  b.  p.  for  a 

4  cycle  engine. 
320000  divided  by  lO^QOO  will  glTO  tia  32  h.  p.  for  a  3  cycle  engine. 

The  "constant'*  ia  a  figure  arrived  at  by  the  founder  of  the  formula. 
You  will  note  there  is  a  difference  of  1  h.  p.  between  the  horse  power 
figured  with  this  formula  and  the  8.  A.  £.  formula.  There  ii  uau&lly 
a  difference  with  all  formulas. 

jTrrART  NO,  2Sti — Horse  Power  Fonuul^.  *i^ee  page  540  for  table  of  piston  travel  in  feet  per  iiii&^ 

'Now  known  as  the  N,  A,  (7.  0.   (National  Automobile   Chamber  of  Commerce)  formula. 


IRSE  POWEU.  TABLES  AND  GENERAL  Dim^^^    535 

INSTRUCTION  No.  40. 
HORSE  POWER,  TABLES  AND  GENERAL  DATA. 


^ 


N 


I 


Power,  Work,  Horse 
Power:     In  order  to  understand  power  one 
must   consider  that  its  defitiiton  is  the  rate 
(speed)   of  doing  work* 
Work  is  a  force  acting  through  a  distance^ 
for   exftmplc,   if   we   lift   10   lbs.    through    2 
feet»    we    ticcomplish    an    amuunt    of    work 
equal  to  10  lbs.  X   2  ft.  or  20  foot  lbs. 
The  next  factor  is  tlie  rate  (speed)  of  doing 
tMs  work.     F(»r  example,  suppose  we  lift  10 
lbs.  through  2  feet  in  10  minutes,  our  power 
is  10  lbs,  X  2  ft.  -ir-  10  min.,  or  2  foot  pounds 
per  minute. 

Horse  Power  (H.  PJ  is  then  a  unit  of 
power,  namely  the  aet'omjiUshment  of  3il,00O 
ft.  lbs.  of  work  in  1  jninute,  expressed  as  1 
horse  power  (1  H.  P.)  The  wOrse  power 
unit  is  used  in  motor  work  as  a  standard 
rate  of  doing  mechanical  work,  equal  to 
33,000  pounds  (or  weight)  raised  through 
a  height  of  1  foot  in  1  minute;  or  any 
proportionate  ratio  which  multiplied  to- 
gether equals  33,000  ft*  lbs.  in  the  same 
lime,  is  also  equal  to  I  horse  power.  The 
horse  power  has  nothing  to  do  whatever 
with  the  power  developed  by  a  horse — but 
in  the  days  of  Watt  and  early  engineers 
(of  the  18th  century)  the  work  in  ft.  lbs. 
capable  of  being  done  by  an  average 
draught  horse  in  1  minute  was  taken  as  the 
unit,  of  power.  The  French  horsepower 
equals  32,549  ft.  lbs.  of  work  in  one  minute, 
expressed  as  1  horsepower,  and  is  thus  less 
tbiin  the  English   standard. 

Torqud  li  th«  product  of  forre  K  hy  the  di§t«nce 
At  which  it  tE  exerted  from  the  center  of  rotfttion. 
for  exampJe  iuppove  we  have  a  1  foot  pipe 
wreach  and  we  apply  a  force  of  40  lbs.  an  the 
end  of  that  wreoch.  we  wiji  then  exert  »  torque 
of  40  lb«.  X  1  foot,  or  40  ft.  lb».  of  torque.  On 
the  other  hand,  if  we  had  a  2  foot  pir<^  wrench 
and  exerted  40  Jba.  on  the  end  of  it  we  would 
exert  a  torque  of  40  lb».  X  2  feet,  or  80  foot  lh«, 
torque.  This  explaina  why  it  li  easier  lo  an 
acrew  a  pipe  couplings  with  a  2  foot  wreni'h  than 
It  t*  with  a  1  foot  wreoch — the  torque  is  greater. 

When  we  tay  aa  uigine  deTsIopes  83  ft.  lbs.  tor- 
qns,  we  mean  that  at  a  distance  of  1  foot  from 
Ibe  center  of  the  crnnkehaft  the  engine  would 
exert  a  force  of  B3  Ibt.  or  at  a  distaiire  oj  S'd 
feet  frem  center  of  crankshaft  the  engine  would 
eiert  a  force  of  1  lb.  For  instance,  suppose  we 
wished  to  stop  an  engine  which  eJcerted  83  ft. 
lbs.  torque,  by  means  of  a  pipe  wrench.  If  a  1 
foot  wrench  was  used,  by  exerting:  a  force  of 
S3  lbs.  on  the  end  of  the  wrcnf^h  it  would  stoii 
the  en^ne.  Or  If  an  83  foot  wrench  were  uaeiT, 
a  force  of  I  lb.  exerted  at  end  of  wrench,  would 
•top  engine, 

Oa  the  Ford  engine  tbe  torqoe  at  900  r,  p.  m.  (see 
Illustration  of  curre},  is  83  ft.  lbs,  and  tlie  li, 
p.  Is  14.2  whereas  *t  1600  r.  p.  m.  the  torqtio  la 
only  65  ft.  lbs,  and 
the  b.  p.  U  20.  Also 
note  that  the  torqu<» 
inrreases  up  to  900 
r,  p.  m,  then  falls  off 
and  also  note  that 
the  h.  p.  ioereasea 
op  to  1600  r,  p.  in, 
_  fhen  falts  off.  (See 
^^mriL«i*arw        i«oea.rai        hUo   page    770>. 

To  the  la>man  it  would  appear  that  the  greatest 
putl  or  force  etxerted  would  be  at  1600  r.  p.  m^ 
but  such  is  not  the  ease.  The  greatest  pull  on 
this  partieidar  engine  is  at  900  r.  p.  m. 
The  reaeon  why  greater  h.  p.  can  be  doTetoped 
with  leaser  Wrqae  is  due  to  the  factor  of  speed, 
which  we  base  air<-ad>  seen  is  on^  of  the  Uem« 
effecting  power. 


Power  and  Torque. 

For  example  the  engine  at  900  r,  p.  m.  is  like 
Tom,  who  can  carry  150  Iba.  of  bncks  (we  will 
term  the  carrying  capacity  of  Tom  torque),  at  a 
•pci'd  of  4  mik'S  per  hour.  Suppose  the  bricks 
had  to  Ij©  mo%'ed  one  mile.  Tom  could  movt^  4 
xl&0=:600    lbs.    of    brick    iu    I    hour. 

The  enffl&e  wMle  running  at  1600  r.  p,  m.  Is  like 
Phillip*  who  can  only  carry  125  lbs.  of  bricks  hot 
can  ran,  at  a  speed  of  d  miles  per  hour.  T'hilip 
cuuld  then  move  the  bricks  a  mile  at  the  follow- 
ing rate  of  epiMsd ;  5x125  — 7&0  lbs,  uf  brick  in  1 
hour.  Therefore  white  Phillip  developes  less 
torque,  he  dev^toiies  greatt-r  |iower. 
Therefore,  at  900  r.  p.  m.  the  hnul  *'t»rried  (torque) 
is  greuter<  but  spe^d  ift  Ipkb  ainl  the  r<»te  of  doiuje 
work  is  less.  At  1600  r.  p^  m,  the  load  rarrie<i 
(torque)  in  less  but  the  speed  and  rale  of  doing 
the   work    (H.   P.)    is   greater. 

The  reason  why  engine  deTelopes  less  torque  at 
1600  r.  p  m.  than  at  900  r.  p.  m.,  is  due  to  the 
fact  that  the  cylinder  receives  a  nmaller  charge 
of  gas  per  stroke  at  1600  than  at  900  r  p.  is.,  due 
to  the  inertia  and  the  friction  of  the  easesi  paj^niug 
through  manifold  and  valve.  At  the  lower  s|tced 
the  eflTect  of  inertia  and  frtctioo  la  small,  allow 
ine  a  considerable  quantily  of  gas  to  be  intro 
duced  iuto  the  cylinder  at  t>ach  inl^t  stroke, 
white  on  the  other  hand,  at  1600  r.  p.  m.  the  high 
velnrity  of  the  i^as  causen  a  considerable  amonot 
of  Iriction  and  the  effect  of  inertia  (tendency  to 
move  slower)  is  greater  which  decrea«es  Iht 
charge  of  gas  entering  the  c:plinder.  This  also 
accriunts  for  the  great  decrease  of  torque  and 
eon  sequent  falling  olT  of  power  (H.  P.)  after 
1600  r.  p.  m.  Therefore  this  enpine  exert*  it* 
greatest  pull  at  900  r,  p.  m.  and  the  futility  of 
racing  engine  when  attempting  to  pull  out  of  s 
hole  is  apparent.  See  also,  page  770  for  table  of 
rngitte  Btteeds  and  torqub, 

The  Dodge  engine,  which  has  larger  c>'1indera 
nnd  valves,  extorts  its  greatest  pull  (torque)  at 
from  1100  to  1400  r.  p.  m.  wheras  its  greateil 
speed  and  h.  p.  ia  at  2200  r,  p.  m. 

Power  and  Pressure  Abbreviations. 

Brake  horsepower  (B.  H.  P.I:  Power  delivered  at 
the  cranshaft — see   page   861   and   637. 

Indicated  Horsepower  (I.  H.  P.>  *  Power  deliv 
ered  by  the  gas  inside  the  cylinder  to  the  piston^ — 
see    page   863. 

If  an  engine  developes  10  indicated  horsepower 
and  it  takes  3  horsepower  to  drive  itself,  the 
rrankthaft  would  deliver  7  h.  p.  and  the  ratine 
of  engine  would  be  7  brake  horsepower  or  10 
indicated   horsepower. 

To  estlMate  the  h.  p.  of  an  engine  wltkln  «  rea- 
sonable degree  of  aceuracy.  one  of  the  sevetMl 
formulas  promulgated  for  the  purpose  is  the  X 
A.   0.   0.   pago   534. 

To  actually  calculate  the  h.  p.  the  brake  t«et 
must  be  made  with  a  mechanical  machine  aa  a 
*'prony  brake  test"  page  537,  or  ''dynamometer 
tcft"   page  636, 

Thermal  efficiency  of  aa  engine — see  page  597. 

Mechanical  efficiency  of  an  engine — see  page  S63 

Oompreeelon  pressure  ia  the  pre«jiure  of  the  gat 
after  being  drawn  into  the  cylinder  and  com 
pressed  in  ih©  combustion  chamber  by  the  up  eom 
preasioa  stroke  of  piston.  This  varies  with  thr- 
quantity  of  gas  drawn  into  cylinder,  speed  of 
piston,  sixe  of  combustjOD  chamber  and  condition 
of  vaWei,  rings  and  tightness  of  parts — ^see  T^sjce 
|{27  for  average  eampresaioo*  see  also  page  640, 
926. 

The  «3q[>aaslon  pressure  (often  termed  explosion 
preiaure)  would  be  the  maximum  or  greatest 
pressure  immediately  following  the  combustion  or 
burning  of  the  gases.  This  pressure  Is  many 
times  greater  than  oompresaion  pressure.  This 
expansion  pressure  (gas  expands  when  ignited  and 
ben  ted)  continnes  but  diminishes  throughout  the 
entire  power   stroke. 


i& 


Prony  Bra^e  Test 
Is    one    m«tbod    of    teftting    th« 
brake  h.  p.  &Qd   torque  of  aa  «a- 

One  borsa-power  Is  doflnad  m 
the  power  ihhi  will  r^Ue  550  lb, 
1  fL  hieh  in  1  tec.,  or,  at  tbo  case 
may  be.  39.000  lb.  1  ft,  hi«b  lo  I 
min.  The  power  that  will  do  one 
will  exactly  do  the  other  if  the 
gearing  ii  luitably  arraogc^d. 

Torque  ia  the  product   of  fore* 

X    by  diataQce  at  wbich  it  in  ex- 

erttd  from  ceater  of  rotation.     If 

arm  D  ia  3  ft.«  and  30  Ibe.  pull  ia 

atiown  at  F,  at  1500  r.  p.  m.,  then 

'Nv'  the    torque    would    be    80    lbs.     X 

3:=  go  foot  pounda  torque. 

To  find  the  )k*  p.  At,  M7*  1600  r.  p.  m.t  we  start  up   thi   eagtue    (having  first  rigged  up  to  some  coa- 

Teoieat    part    a    speed    counter),    open    throttle    fully,   tighten  down  clamp  by  the  screws    (E)   until  engine 

Is  slowed  to  the  required  speed  namely,   1500  r.  p.  m.      The    number   of   pounds   pull    on    arm    (D)    is    now 

read  ctt  al   (FJ. 

Obaenre  now  Uie  ealcnlAtloiu  We  first  measure  the  distance  from  th^  central  point  of  the  flywheel  to 
ih*  point  of  the  arm  which  rests  on  the  scale.  Assume  this  to  be  3  ft.,  and  the  number  of  lbs.  indicated 
OO  the  scale  to  be  80,  mad  we  have  all  the  necessary  information. 

This  3  ft,  arm  (D)  ia  virtually  the  radius  of  au  imnginary  fiywheel  6  ft.  in  diameter,  which  exerts  at 
ita  rim — i.   e.,   at  the  point  reatlng  on  the  soale^a   pull  of  80  lbs. 

Kow  a  flywheel  having  a  diameter  of  0  ft.  has,  roughly,  a  elrcumfareuce  of  19  ft,,  and  if  its  speed  is 
le  be  l&OO  r.  p,  m.,  wo  hava  here  a  rim  speed  of  28500  ft.  per  minute,  exerting  a  pull  of  80  lb.,  or,  in 
eihtr  words,  85SO0O  ft.  Ibi.  per  minute.  But,  as  we  hava  se^n,  33,000  ft.  lbs.  per  mioiite  it  1  h,  p„  there- 
for* it  requires  hut  a  simple  division  ( 855,000 -i- 88,000)  to  And  that  the  engine  is  developing  nearly  26  h.  p. 
In  actual  practlca,  rather  more  elaboration  ia  necessary  to  cope  with  secondary  considerations.  A 
ndtable  method  of  dealing  with  the  frtction  on  the  flywheel,  for  instance,  must  he  found,  A  proper  lin- 
lAg  for  the  braking  clamp,  bo  that  the  drag  on  the  flywheel  is  constant,  free  from  jerks,  etc. 

BelaUoo  of  Speed  of  E^igiufi  to  Eoad  Wlieels. 
F|f>  6. — If  70 a  dM  not  know  the  ratio  between  the  speed  of  the  engine  and  the  speed  of  the  car,  there 
b  a  way  of  arriving  at  this  ratio  approximately.  Jack  up  both  the  rear  wheels  as  shown  in  flg.  5,  and 
then  after  throwing  the  car  into  hrm  gear  cranic  th<?  engiue  Riowly  by  haod,  counting  the  number  of 
times  the  engine  has  to  be  completely  turned  over  to  one  complete  revolution  of  both  rear  wheels  or  two 
coimplele  revolutions    of  one  rear  wheeL     Flrtt  make   a   reference   mark   on  the  flywheel,   or  take   one  of 

the  timing  marks  aa  a  rc!ference<,  and  after  bring- 
ing this  directly  under  the  pointer,  if  there  is  one; 
or  some  otht^r  reference  point  on  the  flywheel  hous- 
ing, make  a  mark  on  tbe  tire  and  another  directly 
below  this  on  the  floor.  Kow  turn  the  ongtna 
ilowty,  and  when  the  rear  wheel  la  again  In  line 
with  its  floor  mark,  count  the  number  of  t4m«B  the 
flywheel  has  turned.  If  It  has  taken  20  revolutions 
of  the  engine,  the  ratio  ia  20  to  I,  and  so  on. 
Test  intermediate  and  blgli  gear  in  the  same 
manner.  See  page  22  for  meaning  of  ratio  and 
page  583;   ratio  of  different   cars. 


VACAN 


How  To  Read  a  Taximeter. 


Fit.  2  —  Taximeter  siArtlnf 
wttli  tariff  ilgn  showing  one 
fare  or  passenger. 


Fig.    3    —    Taximeter 
IkTM  or  more  persona. 


Wttb 


A  taximeter  is  used  on  taxicabs  for  the  purpose  of  keeping  tab  on 
the  distance  traversed   and   cost  per  mile  to  a  passenger. 
When  car  la  standing  the  meter  is  shown  with  the  vacant  sign  stand- 
Fig.  I,  ing  upright   and   all   dials  at   xero.   per  fig.    1, 
WlMn  car  starta  on  a  trip  witli  one  or  two   persons,  the  "Vacant"   sign  is  turned  to  the  right,  as 
iliown   in  flg.   2,      The   tariff  ahows   a   figure    1,   which    means    one    fare    to    be    charged.      The    total    fare 
roffiatera   SOc   which   is   the   charge   for   the  firat  one-half  mile,   and    which   is  made   when   the  vacant   sign 
ia   flrat    polled    to    the    right.      After    the    first    half-mile  charge  is  recorded,   the  instrument  automatically 
charges    10c    for   each    additional    quarter  mile.      In  case  a  trunk  is  carried,  the  driver  turns  the  knob  on 
Uie  reverse  side  of  the   instrument,  which  causes  the  trunk  charge  to  be  recorded,  in  the  "extra"  space, 
and    aUo    adds    this    amount    of    extra    to    the    "total  fare"  already  recorded.     After  the  passenger  leavea 
Ike  taxicab  and  pays  the  fare,  the  vacant  sign  is  returned  to  vertical  position  and  flgurea  again  go  to  xero. 
When  three  or  more  pvsons  mter  a  tazicab,   the   "Vacant"   sign  is  turned  to  the  left  aa  shown  In 
if.   S,     7'he  initial  charge  of  30c  is  tbe  charge  for  the  first  one-third  mile  and  additional  10c  for  each  ad- 
ditional   one  sixth    mile    (note    difference   of    one   fare  and  double  fare  charge), 

WHen  tazlcab  Is  kept  waiting,  there  is  a  clock  mechanism  which,  whan  the  "Vacant*"  aign  la  down 
and  the  vehicle  standing,  a  charge  of  lOe  is  registered  for  the  first  6  minutes,  and  a  similar  charge  for 
ta«h   additional    6   minutes   of  waiting.      (Note  this  may  vary  in  difTerent  locaHties.) 


paAST  NO.  ^ZS^The  Prony  Brake  H.  P.  Test. 
Esad  a  Taximeter. 


J^M 


Batlo  of  Speed  of  Engine  to  Boad  Wlieels.    Hov 


.]iii.vMtMm.i\w».$\m,o  uaa 
.  m.  ilm,vmMm^  t\m  .t  «m.i 


G7  1  43S  iu9  1440 

tf»  74AI  0,*S2  1  471 
4J3  «4«4  0  47*  ft  417 
ItA  3  47T  1  4»  1  Ml 
4».3M0  fi«0].7:lta 
4S1  4iMQai«,»»l« 
!5M.4&17.7{SM>.7fi4]. 
MtJ»l.*M4  BlU 
S33  tMAJUn  3>7S 
HSDU0  0  6T4  <:)>fll 

MO  1574  4, i«s  a  era, 


J  e-s74»s«  Ofioi  e«u 

)  7k&»  leCti  v>ii  o&M 
T.liWQ  4«l»  V6U  IMV, 
1  4(lia  1»4MM«  «MU 
T  «'033fl04«  4i«d)  7<M1 

-  -'—  —  -—7.7  714 


1406.1:414  T 
34(1  0437. B 
0431  0  4^1  0 

am  I  «i  & 

fl4£7  I4d«  3 
1  471  ||4«2  0 
S,lM.6;liM  1 

Q»13  V,BJ4  • 

D&a7  iaj>  a 

3841  1654  4 

0M«  iImos 

0M3  Oi«l«  l» 

1117  »;*ii  » 


1U0  ifai.i 

JMU  3  40O« 

•  Hi.ei«iT* 

3; 714. a  731 .« 
8711  B74** 
J  T««.B,7U.i 


Piston  Displacement, 

Ftstoa  dUplAcement  uie&nB  the  volume  of  r*i  ^^* 
placed  during  one  stroke  of  pUton.  For  ex*mpl«i 
when  the  pUton  ia  at  top  d,  c,  there  ia  »  certain 
volume  in  the  combuttioo  apace  above  the  piatoa,  for 
example  say  10  cubic  inchea.  When  pit  ton  la  at 
bottom  of  stroke  there  ia  a  greater  volume  abovt 
the  piston,  B*y  63  cubic  tnchea.  The  piatoa  dii- 
placement  in  thia  caie  would  be  53  cubio  incbea 
for  one  cyliader  or  53X4  =  212  cu.  in.  diaplacemeDt 
for  a   4   cyl.  «ii|^ne. 

How  to  find  platon  displacement — the  formula 
would  be  deaigDated  tbua:  D^  z  ,78&4  x  B  x  N  = 
piston  diaplacement.  I>'^  means  di&meter  or  bOM 
aquared  or  tuuUit>lied  by  itself  as  5  z  5.  Thia  ra- 
ault  ia  then  multiplied  hy  the  conatant  .7854  (tha 
area  of  a  cylinder  1  inch  in  diameter) «  thia  reaalt 
bf  (S)  the  atroka  in  inchea  and  thia  reatilt  by  (K) 
Ibe  number  of  cylindera. 

Example:  What  ia  the  piston  diaplacement  of 
four  cylindara,  four  inch  bore  and  5%  iaeh  atrokef 
ProL-edura — 4  x  4  =  16  x  .7854  =  12.566  X  5% 
(or  5.5)    =1   69.115  x  4   =   276.5  cubic  inches. 

Example:  What  is  the  piaton  diaplacement  of 
four  eylindera.  3^  inch  bore  and  4%  inch  atrokel 
Procedure — 3%  x  3^  x  .7854  x  4^  X  4  =  141.9 
cubic    inch    piiston    displacement. 

For  lafger  atroke  and  bore  than  given  in  table, 
take  the  dimenaiona  from  the  table  that  woald  be 
one  half  of  what  you  want  and  double  it. 

McGuUongh  Formula  for  Finding  the 
Speed  of  a  Oar. 

Engine  apeed  per  minute  x  diameter  la  Incbee  el 
rear  wheel  x  .002975  -i-  ratio. 

Katie  of  drive,  for  example  ia  4  to  1 ;  meana  en* 
gine  crank  shaft  turna  four  timea  to  one  of  rear 
axle.  Therefore  the  figure  to  be  naed  to  divide  by, 
would  be  four.  The  aame  holda  good  in  all  apeede, 
no  matter  if  in  first,  aecond,  third  or  fourth  apeed. 

Example;  1000  (rev.  of  engine)  x  30  (dL  I&  In. 
of  wheel)  X  .002975  divided  by  4  (4  to  1  ratio) 
equal  J   22.31    plua,   mites   per  hour. 


CSABT  NO,  S20—FiBton  Dlsplacomenta     (,fom    Automobile   Trade   Jonraal).     How   tO   Pllld   Qpeed 
*  €7*r.      Tor  8  cyL  englnea  multiply  given  diaplacement  \j  1.     ••For  12  cyl,  englAea  mattiplf  by  2. 


TABLES  AND  GENKRAL  DATA. 


538 


Qrftclee. 


T3m  geotTAl  Mtnmptlon  1j  that  m  grsd*  of  100  per 
e«iit.  would  b-»  Tertic&l  or  GO  degree  mngle  &■  per 
line  D,  which  is  incorrect. 

A  frftd«  iJ  «xpretft»d  in  terma  of  p«rcentAge  «nd 
lo  man  J  feet  ri«e  or  fall  ia  a  giv«n  diitance 
in  a  horitoQtal  direction.  This  givfla  dti- 
majr,  for  eonveniencet  be  100,  600,  1000 
fMt,  «te. 

A  rU«  of  100  feet  in  Ihe  •ame  diatanco  meaa* 
nred  horiiontBlly  li  a  100  per  cent,  grade;  how- 
ever, tbe  tncludod  angle  i»  45  degre«t  and  not  00*. 
Fig.  8  ahowB  the  grade  percentage,  which  Is  hated 
on  a  horiKoctal  diatance    (line  B)    of  100  feet. 

Aaeume  that  line  B  ia  a  atratght  line  100  feat 
long  and  perfect ty  lereU  therefore  from  A  to  B 
there  would  he  no  grade.  If  from  A  to  B  there 
waa  a  rise  of  1  foot  in  every  20  feet,  when  we 
reached  lioe  B.  we  would  bo  5  feet  higher  than  at 


er  Cent 

100 

in 

r 

50 

in 

2' 

25 

tn 

4' 

20 

in 

6' 

15 

in 

6% 

10 

in 

10' 

5 

in 

20' 

See  chart  227   for  Centigrade  to  Fahrenheit. 


^aSLS  OP  CirUNDELB   BOBXB   AKO  tTAOCES   Hf   HILUM£Tll£S   AJO   INCIUS 

Tho  following  Bjgurea  are  approximate,  and  intendr^d  onlv  a?  a  roygh 
gnide  (or  coroparuon.  For  accurate  roeasorem^nta  a  atiding  callip«>r 
with  inchea  and  metric  aealea  ahould  he  uaed : 

A  Cylinder 
fli  bf  70  iDilUmeina 

ft  •  TO 

10  „  TO 
W  ^  13 
»  .,  TT 

»    M    H 

n  »m 

TI  „  77  u 

T7  „  ta 


iDlDCbei 

KCjUnOa 

in7oelica 

«Ab,» 

>A  by  SA 

n   1.  a 

«>  „  » 

^j 

^       3*.    .,   SA 

Si       M    ^ 

90  ,,110 

*• 

3.\   .  *A 

«l  ;;  n 

9a  „it5 

». 

^       3i     ..   f  % 

JCIO   „11S 

SJS.,  4% 

lOft  „ns 

.     4i   ..  n 

loe  „tao 

H 

H    .,  * 

3* » n 

110  „m 

•» 

4A    „  4  1 

111      Mi» 

„ 

*U  ♦*  «A 

n  M  n 

114   ,,tVt 

.« 

.      i*     ,.  Si 

9       „  9 

lie   ,.134 

IA  «  «A 

a    ...  34 

i\»   „iM 

H    «  »,'. 

•^  M  ai 

190   ,,140 
m  ,.143 

.. 

3|     **  91 

1S4   ,.U« 

„ 

*;  .,  M 

91    .,  at 

3::!t 

IM   ,,148 

•<ia  ..  *ii 

133   .«IM 

lao  „in 

*I 

:  «  :: '« 

H    »H 

»<tf  «i» 

M                               - 

A.  therefore  thia  wo  aid  he  a  5  per  cent,  grade.  It 
is  not  neceaaary  however  to  travel  the  futf  diatanea, 
juat  to  long  aa  there  it  a  rise  of  1  foot  to  every 
20   feet,  it  la  a  5   per  cent,  grade  at  any  point. 

If  the  grade  or  ateepneaa  increaaed  to  1  foot  riaa 
in  10  feet,  then  it  would  be  a  10  per  cent  grade 
and  we  would  be  10  feet  higher  at  line  B  than 
at  A;  1  in  6^  ia  a  1  foot  riie  in  &%  feet,  and  a 
15  per  cent  grade,  and  ao  on  up  to  100  por  cent 
grade,  which  would  be  a  rise  of  1  foot  in  1  foot, 
aa  from  A  to  O  would  repreae&t  the  distance  from 
A  to  B,  or  100  feet,  but  in  reality  It  ia  a  i^reater 
distance,  ae  we  would  not  only  travel  the  diatance 
from  A  to  B  bot  we  miiat  also  travel  includod  angle 
of  45  degrees. 

To  ascertain  the  percentage  of  a  grade  without  tha 
ttae  of  any  special  itutrmnents :  aecnrit  a  spirit  level 
and  a  ten-foot  atiek.  Beat  one  end  of  aticic  on  the 
rottd  Burface  and  find  its  level  position  with  epirit 
level,  by  placing  this  on  the  aticic  and  raiaing  or 
towering   the   atick    until   bubble   ia   in   center. 

Then  measure  tbe  perpendicular  distance  between 
end  of  stick  and  road  surface  and  multiply  by  10, 
which  will  give  the  rise  in  feet  in  proportion  to 
one  hundred   feet. 

For  example,  the  perpendirnlsr  distance  meas- 
ured 18  inches;  this  multiplied  by  10  gives  180 
inches,  and  reduced  to  feet  gives  15  feet  as  tbo 
rise  in  one  hundred   feet   or   15   per  cent   grade. 

The  avera^  of  such  measurements  taken  on 
grades  will  give  fairly  accurate  results. 

Angle 
45» 

2fi»   84' 

14*      2* 

!!•    19' 

8»   87* 

5*   43' 

2'    62' 

The  affix  to  figures  in  center  colutnn,  as  1*,  meana 
1  foot;  whereas  in  right  hand  column,  aa  84',  St 
means  S4  minutes — ace  pages  93  and  541  for  mean* 
ing  of   degrees    and    miuutea. 

A  60%  per  cent  grad<*  is  aa  ateep  as  a  car  could 
possibly  climb,  as  gravity  overcomes  traction  at 
this  angle. 

MlBceManeous  Tables. 

To  eonvert  metres  to  yards,  multiply  by  70  and 
divide  by  64. 

To  convert  kilometres  to  milea,  multiply  by  5  and 
divide  by   8    (approx.) 

To  convert  litres  to  pints,  multiply  by  88  and  di' 
vide  by  50. 

To  convert  grams  to  ounces,  malttply  by  667  and 
divide  by  20, 

To  convert  inches  to  centimetres,  multiply  by  2.S4, 
To  convert  cubic  inchem  lo  cubic  centlm«*tre8.  mul- 
tiply by  6.89. 

To  convert  cubic  metres  to  cubic  feet,  multif^ly 
by  35.32, 

To  convert  gallons  of  water  to  Iba,.  multiply  by  10. 
To  And   the  cubical   contents  of  an   engine  cylin- 
der,  square   the   diameter    (or   bore)    multiply  by 
.7854    and    multiply    the    result    by 
the   stroke. 

Atmospheric     pressure    equals     14.7 
lbs.  per  square  inch  at  sea  leveL 
To    6nd    circumference    of    a    circle 
multii>]y    diameter    by    3.1416. 
To    find   diameter   of   a   circle   multi- 
ply circumference  by  .31881. 
To    find    area    of    a    circle    multiply 
square  of  diameter  by   .7854. 
To  And   area   of  a   triangle   multiply 
bsBe    hy    Vi    perpendicular   height. 
To    find    surface    of   a   ball   multiply 
square  of  diameter  by  3.1416, 
T*i  find   solidity   of   a  sphere,   moUi- 
ply  cube  of  diameter  hy  .5236. 
To  find  cubic  inches  in  a  ball  multi- 
ply  cube   of   diameter   by   .5236. 
Doubling  the  diameter  of  a  pipe  in- 
creases   its   capacity    four   times. 
A  cubic  foot  of  water  contains  7% 

S a  lions.  1.728  cubic  ins.,  and  weighs 
2^    pounds. 


iT  HO.  ^aS'A-'-How  to  nnd  Grade.    MtsceUaneous  Tables.    Melting  PqliLt  of  MatalB,     (See 
liart  236-A  for  Metric  aize  Tires  into  inches.) 

Em  pkge  686  and  indax  for  frocxlng  point,  boiling  point  and  spedflc  grartty  of  wa\«-  aXtoVtA,  ^wMiWa*  %Ti^  V«w»r 
Bc«  also  fretting  and  boiling  point  of  mercury.     See    page  585  lor  q^tiuLUty  ot  %aAt)'\ixi%  %.c^  a,  \\^, 


^4^ 


DYKE'S  INSTRUCTION  NUMBER  FORTY 


•Tl»ie 

per  Mtla 

ExprAKSed    in 

Mllfli 

per   Honr 

Tl**  tor 

Tin*  l9r 

T!w» 

i*f 

OM 

«ii* 

MIto* 

«w  all* 

iiii«« 

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tU* 

Mil«i 

Ml* 

Si*. 

JSftear 

Mill.    9*t. 

P«r&<«r 

mim. 

S*e. 

rtthour 

^ 

91 

^ 

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17 

_ 

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17 

=: 

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l».Xt 

ft} 

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11 

70.M 

SlJt 

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ei.ii 

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1 

MM 

11 

« 

i«i« 

41 

•• 

iiti 

.. 

KilomctefR  &iid   Milea  per  Hour. 

A  Kill* 

mmtt*  in 

Mil«<  p*t  H^ur 

A  KUk»n«tr«  i«i 

iiil..»«rH.* 

Mm. 

S«c. 

Mib.        S«e. 

S3 

40.£3 

1          13 

10,« 

M 

39^ 

1          14 

3tt^l 

37 

38.23 

t         15 

29M 

38 

3aj5 

T         1« 

2t,42 

39 

3T.M 

t          17 

39  «3 

37.2« 

1          IS 

2»M 

36.63 

1          19 

29130 

3«.   6 

1          20 

27  M 

35.49 

1         21 

27.M 

34^3 

1          22 

27.2i 

34.40 

1          23 

2ft3« 

33  M 

1          24 

2^62 

33.37 

1          2S 

2&J« 

32,M 

T         76 

26.00 

32.41 

1          27 

23.70 

31  »4 

1          2» 

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31.49 

T         29 

23.12 

31.03 

T          JO 

24^ 

•There  are  3600 
lli«  ipeed  tn  miles 
(im«  in  Beconds  tt  t 


seconds  Is  mn  hour  and 
per    hour^ — ^divide   360O 
akcB  lo  make  1   mile. 


to  find 
by   the 


Milci  fciiii  KilDflifllr«i 


K.la. 

\mm. 

KUo. 

iijr«i. 

Kilo. 

Mil«. 

K,b 

Ikl.jf^f 

k 

20 

I2i 

38 

23|. 

M 

Mi 

2 

1 

21 

13 

30 

24| 

57 

5SJ 

3 

j; 

22 

n 

40 

SH 

38 

4 

* 

23 

14 

41 

2*11 

59 

361  1 

A 

3 
31 

1      « 

14 

42 

2«i 

00 

»'* 

fl 

SS 

15 

43 

Ul 

70 

1 

4 

26 

1& 

44 

80 

B 

5 

27 

Ifr 

^ 

2»    1 

ao 

S 

s 

28 

17 

4a 

2i 

lOO 

G/l 

10 

fl^ 

29 

IS 

47 

29 
2» 

300 

l£4i 

mi 

11 

« 

30 

IS 

«t 

300 

18 

7 

31 

1& 

4» 

30 

> 

40O 

248 

11 

ft 

3t 

1E» 

fiO 

31 

flJO 

310; 

14 

* 

39 

20 

fit 

31, 

600 

372 

IS 

B 

34 

til 

«2 

32 
32, 

700 

♦3S 

Id 

LO 

3S 

21 

63 

eoa 

4Q71 

17 

10 

» 

22 

M 

^ 

900 

S5?ii 

IB 

11 
11 

S7 

23 

£6 

34 

i-ooo  1 

e2ii 

A  ICifoMto*  !■ 

MilM  »*r  H«yr, 

j   A  IC4i«vi<t»  U 

m*t*»  pmt  Hmt 

Sm. 

Sac. 

1« 

139,79 

37 

60.43 

It 

124.24 

35 

3*33 

30 

in,ft3 

31 

37  33 

11 

106.30 

40 

35  9» 

22 

101.66 

41 

34  5  J 

23 

97.24 

42 

31.14 

24 

93.19 

43 

32  00 

49.54 

44 

90J12 

20 

96.02 

43 

49  M 

27 

*2«3 

46 

<**! 

za 

7^4  JW 

47 

47,57 

30 

74.33 

48 

46.56 

31 

72.13 

49 

43  63 

u 

69  87 

50 

44,72 

33 

67.76 

31 

4J*4 

34 

63.76 

32 

43.00 

39 

63.M 

53 

42  13 

36 

62*11 

64 

41  40 

OonHgrftdo  to    FtlirtDlLott 


Ajntrlcaii  Bljt  !rri(!k  Eecords  1  &  5  Miles. 
1    tn.        45fte4!.      Oldfleld,    Miller,   8t.  Louis,   Aq«.  U.  '17 
6   tn.        3:5:i6      OldAeld.    Miikr,   St.  Lonis,   Aug.  11,  'i1 

Hlghoit  Spfled  Ever  Traveled, 
Milttm,   I>n(es4'nln>ri?    16  Tyl.   Car.   Drtviona,   Flo..   April 
24,    1920:    I    imW   \u    'j:i.07   j'^romls,    c 


SR 

fz 

ia^, 

at 

&!. 

Rt. 

a 

Kt 

&:. 

U 

ES. 

Rt 

-10 

14 

;  a 

?i« 

M 

1374 

44 

i»j 

I7» 

Hf 

4» 

no 

-» 

i5a 

,    23 

734 

64 

i»a 

15 

m 

isa 

m 

174 

1     31 

ti? 

is 

Ul 

«Q 

1MB 

143 

MS 

m 

—  7 

If  4 

'     5* 

77 

»s 

lait 

47 

i«t» 

1*0 

nt 

410 

*»i 

3IS 

aft 

T»S 

a? 

IJH4 

IE 

I0II4 
l«J 

tis 

us 

no 

la 

a? 

•04 

M 

IIW4 

300 

ist 

4» 

fTT 

344 

n 

Ba.i 

»B 

1»3 

SO 

Iff 

SIO 

410 

S4« 

im 

MA 

M 

St^ 

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140 

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lft»S 

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87S 

mj 

384 

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soo 

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700 

41 

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tn 

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100 

44  4 

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104 

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110 

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isa 

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147 

130 

ast 

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13 

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111 

74 

JOSS 

ut 

174 

ISO 

714 

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14 

t7l 

44 

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imt 

140 

as4 

ISO 

7M 

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li 

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47 

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n 

1714 

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2«3 

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11 

604 

U 

UI4 

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309 

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770 

17 

434 

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lit 

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frl.4 

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no 

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ant 

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tm 

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1140 

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Mm, 
2* 
3- 
4- 
5- 
6- 

8- 
9- 

10- 
U« 
12- 
13- 


•MilMiQetors  to  Inches, 
(decimal). 

Inchci 


Wlieol  asd  ODglBo  «po«ds:     Ttiti  tablo  iriTn  the  numbor  of  rorolntiOBl  { 
tire  of  given  site,  multes  in  toinit  a  mile. 


07874 
11311 
.19748 
19GS3 
23622 
,27550 
.31406 
.35433 
.39870 
43307 
47244 
.51181 


14- 
15- 

16- 
17-. 
18- 
19- 
20- 
21- 
22- 
23- 
24- 
25- 
26« 


.55118 
.59055 
.62902 
.66929 
,7iflfl6 
.74803 
.7ST40 
.82677 
.86614 
,00551 
.04488 
.08425 
1.02362 


TIRE  WHEEL 

SIZE  R.P.M. 

»  672.2 

J2  631.7 

33  611. t 

34  593,2 

35  576.2 


-ENGINE  REVOLUTIONS  PER  MILE- 


40 


504.2 


3  to  1 
1916.6 
1895,1 
1833,3 
1779.6 
172«.6 
16S0.6 
1512,6 


V/f  to  1 
2242.7 

4  ta  1 

W3  to  1 

2688.0 

3024,9 

22109 

2S26.8 

2842.6 

2tMLB 

2444.4 

2749.9 

2075.2 

2172,6 

26«,4 

3016.7 

2304,8 

2502.0 

tft60.7 

22408 

252«.9 

1764.6 

2016.0 

22683 

6  to  1 

2361.0 
1158,5 
3056,5 
2»66,0 
2081  Ul 
2801  jO 
2S2DLO 


aaoijft 


Fig, 
piston 


a  z  i§ 


vX    m    lit    lit    tn    M    m 

»      Wt      SIT      )U      |»»      li?      VI 


*;«  ;.rt  ;»•  m  »u  *r\  *%r  mm  mm 

«0t  a«  4m  «S4  !«•  I4H  H«  M<M  LOT 

fM  99S  iiM  tio*  iM  ii»  tsc  IM*  nm 

tm^  Mil  I7M  lak*  U13  14M  l«A  lUI  %m» 

iH*  ti£&   IIM  127$  DM  i*»  itm  iv(  <««*  itn  imt 

IIM,   12^   |j»  Hit  tim  lUM  i«ui  irv  iA»  t^H  sat 


«w   m 


S,     Table:   gives  the 
travel    In    feet    per 
minnto  of  engines  with   dif- 
fer out   stroke B   with  ▼arlous 
CTAQlc-abaft    speeds.     Exam- 
plo:     How  many  feat  would 
*  piatoa  travel  ia  an  en^ne 
with   a  3    incb   stroke  when 
crankabaft  was  turning  200 
rev,  per  min.  (r.p.m.)  f     Acs.:     The  piston  gooa  down  8  Inches  and  ttp  8  laehos  l« 
one  rev.  of  rrank-sbaft,  ifacrefore  3  inebes  down  and  8  inches  up  would  bo  6 
of  lravi«l  of  piston   to  one  rev.  of  crank  shaft.      To  200  rev,  of  crank-shaft, 
would  travel  200X6=1200  inches.      If  there  &re  12  inches  to  a  foot,  then  we 
have  1200-M2=ri00  feet  of  piston  travel  per  min.  to  200  rev.  of  crank  shaft. 

Sx2xE 

Thli  formula  would  be^      P  =  -^ ■.   P.  is  piston  travel  per  min.  which  aqmalo. 

12 
the  stroke  S,  x2,  xB  (the  rev.  per  mio.  eraDk-shaft)   divided  by  12. 


TABLES  AND  GENERAL  DATA. 


641 


Degrees,  ThoosandtliB  of  an  Inch,  Millimetera,  Etc. 


Degrees. 

A  degree  ie  »  unit  employed  in  mesanring 
angles  and  is  the  ninetieth  part  of  a  right  an^e  or 
one  three-hundred  and  sixtieth  part  of  a  circle. 

The  degree  explanation  is  given  on  page  03. 
See  also  pages  115  and  314,  ''converting  degrees 
into  inches. 

The  thousandth  part  of  an  indi  is  referred  to 
quite  often  in  this  book,  therefore  a  simple  method 
of  finding  the  measurement  is  given  below.  Also 
see  foot  note. 

Hundredths  of  an  inch  to  sixty-fourths  of  an 
inch  is  given  on  page  115.       , 

The  metric  STStem 
— called    the    French 
standard,      is      used 
quite      extensively 
abroad    and    is    also 
referred       to       quite 
often    in    this    book. 
Therefore    a    conver* 
sion  of  those  figures 
most    generally    used 
is    given,    see    charts 
226A.    227.    236A. 
ttA  protractor  is  used  for  dividing  circles  into 
any  number  of  equal  parts  or  degrees  and  deter- 
mining   angles. 

For  Instance,  to  find  tha  number  of  degraaa  in 
a  circle  with  a  protractor;  say  a  fly  wheel  of  an 
engine.  Place  protractor  as  shown.  From  the 
center  line  (A)  to  (B)  is  10*;  from  (A)  to  the 
extreme  right,  lower  part  of  protractor — if  a  line 
was  drawn — you  would  have  a  right  angle  or  90*. 
The  number  of  degrees  from  extreme  left  to  ex- 
treme right  of  protractor  would  be  180*.  or  half 
a  circle.  The  entire  circle  would  be  860*.  In 
other  words  the  circle  is  divided  into  860  equal 
parts     called     degrees     and     designated     with     a 


We  can  divide  each  degree  into  60  parts  called 
"miiuitea,"  and  each  minute  can  be  divided  into 
60  parts  called  "seconds.**  One  minute  would  be 
deeignated  thus  (1')  and  one  second  thus   (1''). 

Signs  or  Symbols  of  Inches,  Feet,  Minutes 
and  Seconds. 

The  sign   for  inches  or  seconds  is  (")   as  6". 

The  sign   for     feet    or  minutes   is  (')    as  6'. 


^Thousandths  Part  of  an  Inch. 
.001   (one    thousandth)     =    V&    thickness    of    this 

sheet  of  paper  or  about  the  thickness  of  fine 

tissue  paper. 
.003   (three    thousandths)     =     thickness    of    this 

page  you  are  reading,  t 
.006   (six  thousandths)   =  thickness  of  two  sheets 

of   this   paper. 
.0l5   (fifteen    thousandths)     =    thickness    of    five 

sheets  of  this  paper. 
.020   (twenty  thousandths)    =   thickness  of  seven 

sheets   of  this  paper. 
.025   (twenty-five    thousandths).    =     thickness    of 

eight  and  one-third  sheets. 
.030   (thirty    thousandths)     =     thickness    of    ten 

sheets. 

^Decimal  Equiyalent  of  Fractional 
Parts  of  an  Inch. 
In  using  this  table  it  is  not  necessary  to  carry 
out  all  of  the  fraction.  As  a  rule,  three  fig- 
ures to  right  of  decimal  point  is  close  enough 
for  all  practical  purposes — which  would  be,  of 
course,  read  in  thousandths,  as  .015  (fifteen 
thousandths). 


8ths 


H» 

.125 

Si  = 

.2&0 

%« 

.875 

H« 

.600 

H» 

.625 

•i  = 

.750 

%» 

.875 

16(hs 

\\*  " 

.0625 

fi.  =. 

.1875 

^- 

.8185 

%•  = 

.4875 

^•  = 

.5625 

•H.= 

.6875 

M4«- 

.8126 

m*- 

.0875 

22ds 

Ha  «  .08126 
%>  -  .00875 


%■  »  .15625 
%t  »  .21875 
%■  «  .28125 
•Vfcf  a  .84875 
>%s  s  .40625 
^Hs  »  .46875 
"^t  »  .58125 
>%*  »  .50875 
*Ha  s  .66625 
•Hi  -  .71875 
*Hi  -  .78185 
•^t  -  .84875 
•Ht  «  .00625 
•H.  a  .06875 

\4*  =  .015625 
%»  B  .046875 
%4  »  .078125 
%kt  -  .100875 
%• »  .140625 
«H.  -  .171875 
*%4  s  .203125 
^«•  a  .234875 


»%*  = 

•H.= 

«H4» 

•^«=- 
•%*  - 
•%»- 

•T4*  = 

■%4- 

♦H«  = 

•%4  = 
•%4  = 

•%•  = 

*%.= 
•H4- 

•%♦- 
•%♦- 

•%*  = 


.265625 
.206875 
.828125 
.850875 
.800625 
.421875 
.458125 
.484875 
.515625 
.546875 
.578125 
.600875 
.640025 
.6718V5 
.708125 
.784875 
.765625 
.706875 
.828n5 
.850875 
.800625 
.021875 
.058125 
.084875 


.015  is  approximately  ^"i  .025  is  1/40". 


neter ; 


the    designation    of    meter; 
m  m   or  m/m — milli-meter. 


millimetre    is    approximately     V^    inch 
exactly  .03937  inch, 
centimetre    is    approximately    ^2    inch 
exactly  .8937   inch. 

metre  is  approximately  39V4  inches  and 
actly  39.37  inches,  or  1.0936  yards, 
kilometre   is   approximately   %   mile   and   is   ex- 
actly .6213  mile. 


Millimeters  to  Inches. 

cm— centi-       1  kilogramme    is    approximately    2V4    lbs.    and    is 
exactly  2.21  lbs. 
and    is       ^  ^^^^  i*  approximately   194  pints  and  is  exjictly 
1.76    pints. 

10  mm.   =   1  Oentimeter     =     0.3087  inches. 

10  cm.    =    1  Decimeter       =      3.937     inches. 

10  dm.    =   1  Meter  =   89.37       inches. 

25.4   mm.    =  1   English   inch. 


and    is 


is  ez- 


**Mllllmeters  to  Fractions  of  an  Inch. 


1 

mm. 

2 

mm. 

3 

mm. 

4 

mm. 

5 

mm. 

6 

mm. 

7 

mm. 

8 

mm. 

9 

10 

mm. 

12 

mm. 

16 

mm. 

is  approx %4  inch 

IS  approx %4  inch 

if  approx ^  inch 

is  approx %2  i°ch 

is  approx ^^  inch 

is  approx 1%4   or     V4  inch 

is  approx 1^44  inch 

is  approx 2%4  or  i%2  or  jie  inch 

is  approx 2^  inch 

is  approx 2%^  inch 

is  approx ijta.  inch 

is  approx 1^  inch 


16  mm.  is  approx. 
18  mm.  is  approx. 
20  mm.  is  approx. 
22  mm.  is  approx. 

24  mm.  is  approx. 

25  mm.  is  approx. 

Tenths 


of   ICUllmeters. 

.2   (%oths)   of  a  mm.  is  approx.    .008  inch 

•3   (4ioths)   of  a  mm.  is  approx.    .012  inch 

.4   (iioths)   of  a  mm.  is  approx.    .016  inch 

.5   (Cloths)   of  a  mm.  is  approx.    .010  inch 


*See   page    698    for   micrometers    and   page   690    for  thickness   gauge  for  measuring  thousandths   of 
an  inch.     tThe  exact  thickness  of  this  page  is  slightly  more  than  .003". 
**See  page  680   (cylinders)  and  540   (miles)  and  654   (tires)   for  metric  conversions. 
tfBy  referring  to  page  707.  measurement  of  angle  of  a  drill  is  shown     |See  page  115  for  hundredths 
part  of  an  inch  to  sixty-fourths. 


642 


DYKE'S  INSTRUCTION  NUMBER  FORTY. 


Capacity   of  Oylindrlcal  Tanks. 

The  table  gives  the  cftpacity  of  tanks   in  gallons 
for  given   siies. 


Valve  Timing  of  Engines 
on  Leading  1919  Oars. 

The  Uble  to  the  left  gtret 
the  YalYO  eettlag  In  degrees 
And  minutes.  For  instance, 
the  intake  closes  46*40  on 
the  Oadillac,  meaning  46 
degrees  and  40  minutes. 
See  pages  541  and  08  for 
meaning  of  degrees  and 
minutee. 

The  table  also  glTes  the 
^▼alYO  clearanoe  and  also  the 
diameter  and  length  of  ths 
▼alYO,  as  taken  from  Motot 
Age. 


Average  Valve  Setting. 

If  the  timing  of  an  eoglns 
is  not  known  and  you  de- 
sire to  set  the  valves,  here 
is  a  plan  to  follow. 

The  pitch  of  the  timing  gears 
is  generally  coarse  enough  to 
aiiow  of  only  one  proper 
setting  and  when  the  proper 
position  is  almost  reached 
the  tooth  of  the  cam  shaft 
gear  which  should  mesh  be- 
tween the  two  teeth  on  the 
crankshaft  gear,  will  be  so 
close  that  less  than  the 
width  of  one  tooth  will  be 
between  that  and  exact 
position 

The  following  is  an  arer- 
age  setting  of  114  cars  as 
given  by  Motor  Age.  In- 
take opens  9.5  degrees  late 
and  closes  37  degrees  late. 
The  exhaust  valve  opens  50 
degrees  before  bottom  and 
closes  9  deg.  late.  It  is 
not  necessary  to  pay  any 
attention  to  more  than  one 
of  these  dimensions,  for  in- 
stance, set  the  exhaust 
closing  with  cam  shaft,  as 
most  engines  are  L  type 
with  all  cams  on  one  shaft. 
After  making  this  setting 
you  can  determine  if  the 
setting  is  wrong,  as  it  will 
probably  be  out  only  one 
tooth  on  the  camshaft  gear 
one  way   or   the   other. 


Uafth 

12  to. 

Uhk. 

20  to. 

24  to. 

28  to. 

32  to. 

34  to. 

DUoMtar 

G«L 

G«L 

G*L. 

G«k 

G«L 

G«L 

G«L 

10  to. 
15  to. 
20  to. 
25  to. 
90  to. 
35  to. 

9J0 
2554 
S0d5 

S.45 
12J7 
2IJ0 
HM 
49J06 
M.t7 

iJU. 
1SJ4 
27  J4 

6L39 
«15» 

8J7 
18.40 
32.48 
5L12 
73L53 
lOOJl 

9Si 
2L47 
3LS2 
59M 
85.77 
U7j02 

10J» 
24^ 
43^ 

133.74 

12J5 
27^ 
4^.00 
74.48 
*ll^2$ 

15a44 

Formula  for  computing  the  capacity  of  a  cylindri- 
cal tank  is  as  follows: 
D2XL 

0  = 

293.3 
0.  is  the  capacity  in  gallons. 
D,  is  the  diameter  of  tank  in  inches. 
L.  is  the  length. 

Example:  What  is  the  capacity  of  a  tank  10" 
dia.   and   12"   long! 

0  is  the  capacity  of  the  tank  which  we  desire  to 
know,  and  is  equal  to  the  diameter  squared  (I><) 
or  mutiplied  by  itself,  as  10X10=100  X  by  (L) 
the  length,  or  12  inches  =  1200.  The  line  under 
D2XL  means  that  the  total  of  D2xL,  which  is 
1200.  is  divided  by  a  eonsUnt  293.3  =  4.09 
gallons. 


OHABT  NO.  228— Standard  Adjustments.    Valve  Timing  of  Leading  1919  Oars.    Average  Valve 
Clearance.    Oapadty  of  Tanks.    For  Oear  Shift  Movements — see  page  490. 

*300  m2so,  pMge  635  for  average  valve  clearancA 


Adjustment 


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ClcftrMcc  between  tatam 

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■nd  magneto  roili.  091  o 

i- 

i- 

»07 

Of  I^eadinir  Ignition  Systems » 
Spark  Ping  Clenrance. 

T — Means  to  place  pUton  at  top  of  ■trolce. 
B — M«ans  interrupter  is  retiirded. 

If  an  automatic  udvnncc  the  settiuf  louftt  be  aceorate. 
After  placing-  pistoa  on  top  aod  retarding  the  timer 
hotiaing,  the  iDterrupter  poioti  should  |ost  be  open 
iog»  if  a  "closed  circuit"*  t^rpe  of  timer,  or  just  cloi 
ing  if  an  ''open  circuit"  type  timer.  It  ie  difFicttlt 
to  »ee  this,  therefore  a  good  plan  is  to  use  a  C 
volt  lamp  in  the  low  teniioo  tirC'Uit  (betweeo  bat- 
terf  and  timer).  Id  this  way  ooe  can  tell  when  cir- 
CBit  is  closed  or  opeaed  at  timer  points^  hy  th«  li^ht 
going  oat  or  on  (similar  to  flg.  70,  pege  729).  See 
pagea  250,  254.  378.  for  Atwater  Kent.  Coniieeticut  and 
Deico  timing  instroctions. 

The  above  tindng  is  an  average  timing  to  be  followed 
ill  abienrp  of  no  definite  iustruc  tions  from  manufacturer. 

*• — ^NU4  Bosch  spark  plug  gap  is  .010*. 

t  ^-4.  6.  8  and  12  GjrU  engines  spark  plug  gap  ii 
.025"  and  8  **yl.  engioes  ,020".  On  4.  6  and  8  cyl 
engines  ptAi^e  piston  ^d"  before  top  with  interrop- 
ter  retarded.  On  12  cyl.  engines  place  piston  oo 
top  and   int.   retarded. 

tt — Eisemann  new  style  spring  contact  breaker  .013*, 
others  .016". 


Ignition  Abbreviations  Page  644. 

A*  K*,  Atwater  Kent;  Conn.,  Connecticut;  Eia«.,  Eise- 
mann; Wert,,  Westliigbouse;  WUL.  WiJlaod;  N.  E., 
Korth  East;  K-Bexoy.*  KingstonRemy ;  Berl.,  Berling, 
Bo»cli-W.,  aoscb'M'estiugbouse;    SpUU.   Splitdorf. 

Grant  Lees;  Ifortb.,  Korthway;  B-L..  Brown-Llpc. 
Boar  Axle. 
rL,     Columbia ;     W- Weiss.,     Walker  Weiss ;     O-Timk.; 
Oadillac  Timkeu ;    West-Mott.,    Weston    Mott. 

Universale. 
Hartford;  Ttier-Hn  Thennoid-HArdy ;  U,  M.  Co., 
ivvrsai  Machine  Co. 

Speedometer. 

J'Maii.,   Johns    Manrille;    V^SickleiW   Van  Sickleo. 


"       Cadi 


Abbreviation;^  For  Pages  5-1:4,  &45,  546, 

Baton.,   Rutenber;   Cont.,   Continental:  Weld..   Weidley; 
Korth.,    Norlhway :    K.    S.,    HerscbenSpillman;    Lyco,, 
Lycoming;  D-Iorco.,  Dort- Lycoming;  O.  B.  ft  8..  Ooldea. 
Belknap  &  8wartx;  T-McF.,  Teetor-McFarlan;  ^  ,  &ioo 
fion  or  Dueseubcrg;  B,  Jb  V„  Root  A  Van  Devoort. 

Carburetors. 

Strom,,  Stromberg:  ZEN.,  Zenith;  Bay.,  Rayfleld;  John., 
Johnson;  Mar,,  Mnrvel;  Sund.,  Sunderman;  Stew., 
Stewart;  H-S.,  HolleyKingiilon;  Newc,  Newcomb; 
8<heb.»   Bebebler;    Tlllot,,   Tillotson';    Johns..   Johnston. 

Generator  and  Motor. 

A-X«.,  Auto  Lite:  West.,  Westtnghouse ;  #,  Westinghonae 
or  AtttoLitc;  W*L.,  Ward-Leonrd;  Bjn..  Dyneto;  K,  B., 
Korth  East,  It-N..  LeeceNcTille;  A-C,  AllisOhalraera; 
Split.,  Splitdorf^  S-H.,  SimmsHufF;  O.&D.,  Gray  A  Darla. 


^^^c 


CKAHT  NO.  229— Standard  Adjustments  of  Ignition  Systems.    I*amp  Bulbs  for  1919  Cars. 

ce  puge  4:14  for  Lamp  Bulb*  for  1918  Can.      See  pages    '^'JS,  239,   612  (ot  ^\iVkx\  Tf\>\^  ^\x^\. 


[vE'S  INSTRUCTION  Nr:MBER  F 


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OMAET  KO.  230 — SpedficatloiiB  of  Leading  1920  Cars — see  page  543  for  Abbreviations. 

t/    Prices  hnve  chnntzed  htvctt  rhis   \va&    prepured.    Pt-r«?^    ft\M*\»»   h.\\\\^    Vu    a    and    7    jms'senitrr   niodeU     <Mo 


U|^/  i'i 


SPECIFICATIONS  OP  LEADING  CARS. 


546 


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OHABT  NO.  231 — Specifications  of  Leading  1020  Oars.    See  page  543  for  Abbrevlatlcna. 


546' 


DYKE'S  TNRTRTTCTTON  NUMBER  FORTY. 


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OlLA^T  ^o.  2;5Z — specincauons  of  Leading  1920 
800  pMge  646  for  heudingB  to   these  columns. 


^  m 
0  ars. 


i 

Seo 


llJllJlJti^^Jt 
page  543  for  AblMwriattnni. 


Ji  JdB  ^ 


9=f 

EJ  L« 


il  I 

lis 


PABTS  OF  CABS  NO  LONGER  MANUFACTURED. 


647 


Orphan  Oars. 
Parts  for  Cars  No  Longer  Manofactared— Where  to  Obtain  the  Parts. 


lampaon... 
Clnostofi... 


J  FuriiiLii  M4chln«  Co..  Detroit 
1  Jotk,  C.  Ckircy  &  Co.,  M*w  ¥ork 
tAbljott-Uttfolt  Paru  Corp ,  New  Yfirh 
^. .   J'urHjiii   Um^cu,   Co,,  Otirou 

{Auta  PmrtJi  Co.,  Chlcmni 
PurltMn  MMJ^int  Co,.  DctroH 
lr)f«rtifttLonjal  UulOT  Co.,  N»w  ¥01* 
PiirU^n  Math.  Co  ,  Dvtnllit 
I  Jofl.  C.  Uor#>'  &  Co.,  M*w  Y«)rli 
Arn«rkc9in  LocomotlYV  Co.,  PnQvtd«nce,  R.  I 
A  leu  B«fvlc«  Co„  P|i)liirt«tpht:\ 
Ram^l  &  Chutidlvr,  Uim  At^t^itti,  CM. 
SujidAid  Moiur  l^ri*  Co^  W*w  C*«tl«.  Ind- 
....... .4  .Idtw  Dcparlura  Co..   llrlalo1.|,  Cotm. 

..,.. ..,,.FurUaQ   ftfachlna  €0,,  Detroit 

Puritan  MikchJiov  Co.,  Datrotl 

I-^V^ni  MolOr  (20.^  phlkiiilelli'litu,  PA 
Am«rk-An  Motor  Pa.rls  Co. 4.  Jndian«^Dll« 
I  V,  A.  Lon(i;nk«r  Cc*.,  ]n4tlann.poliA 
Jnm.  C.  Gorey  A  CO.,  NtW  Yofit 
Purl  la  n  1^1  ach.  Co.,  Prtroll 
Burt  Motor  Cur  Co.,  Loa  An^lca,  Cai. 
_  ..,.....*...  ...Bt,  Loula  Car  Co.^  liL  ixtula 

an  Truck Aato  F»rt*  Co.,  C^cm(o 

.^^.,..Qlll*lla  Motan  Cc,  Mla|)«w&lu,.   Ind. 

^ . ,  K  ♦  e . ,  ^ ,  Anchor  ItyjEiEy  Co„  ClndnnAtl 

i  Purltmn  Itachtn*  Co.«  I>«if>i:iit 
1  Auto  t^irta  Co..  ChlcAco 
. .  Andalvr  Motor  C»r  Co.,  Votikert  N.  Y. 

,,.,,.,    Plifllan    IblaL^h.    Co...    fltlrols 

I'uritan  Mfti!;henB  Co.«  D«t»ili 

j  Auto  Paru  A  Rjf^lT  Co,  Sprinf Aald.  Mua 

Pun  (AH  MAth(n«  Co,,  Dctroft 
I  JoL  a  OoniTt  K««  York  CUt 
--*>..- ,  -  - .  Aytwwr  Co.^  AirHmoTm.  1%. 


an  Mors. . 


Y 

Wia. 


K,   ^  i  B&ltc^Kk  Vfrs,  Siiiiplr  Co.,  Wjit«riAi^^  H. 

I  Puritan  Machine  Co..  DetJ^olt 

t^chullz  &    Harder.   CaVuiTVbua, 
Puritan   Miichlna  Co.,,   Detroit 

,* „. __   .,*.*.   .  I  Auto  Parla  llf|E    Co.  Dttmit 

I  X^ritan  Maclilnd  Co  ,  Detroit 

*--  ---^ ,....,»,,,,.. Piitrktun  Macta.   ^J'r^,,    t>etroit 

|l4lltl  J.    BarxdoU  Co.    Plill*dc1phlii 
!.-.>..»,„..,„...._     I  L*v4fie  Motor  Co,.   PhlUdHDlila. 
IJOB,  C>  Gorejf,  K*w  York  City 
r  £.  M.  Bc1ch«r,  C^nnbrlc}E«,  Maas. 

f,*** ^  Bcfltahlre  Motor  Co.«  pittaActd,  Uaa*. 

{  Puritan  M^ehlna  Co.^  D^tr^U 
■  ..-.,«,<«.»>  ,«A»i«r$ean   Locomotlive  Co,   Prvvldanca,  It   L 

•*'•  • ' .       ■  ^ ;  .  ■ '  ^  L  RSpt    M,  Cuitinjf  Co..  ^bt»ie 

Ir^m  i  tSlnck   Mfff.   Co.,  ChlCii£g 

)  Crov.Motqr  Car  COr«  F:i1(hart.  ind. 


{Auto  PartB  Co.,   Detroit 
Puritan    U9ichlnf>   Co.j,    D«tn)H 


.  .Puritan  Machlnti  Co.,  Dalrolt 
.... ,  ..^t  ,.,^Pur1tan    Ma{!hine    Oo,^    l>«trolt 

.^......,,      Purttiifi  liaclilofl  Co.,  Detroit 

.HliLBdalv  ElKlrlcal  B,  dt .  Hlnfrdate,  111 

**,**,. .4  Purf tan  Ma£ hln<e  Cd-^  DWUvIl 

•i- . ....... ^ ...... . . „  , . .  .^..     Puf tla n  Uachtn e  Co. <  D*t roll 

;  Standard  Itotor  pnrta  Co.,  Newcaxtit,  Ittd. 
i  Puritan  MaeTitn*  Co.,  tHtroit 

I  OKTld4«Q  Rapalrabop,  S»T  Wf»t  U\h  Si ,  New  York^  n,  Y 
C*a«trl« ........... , . . .  Purllfth  MachI  n*  Co .  DetroJi 

la  .  jCalirornljL  Aulo  Co.,    Um   Annlaa,   CiiL 

I  PurLlan  Machine  Co.,  IfcLixDlt 

>» Caimtkin  Mlf.  Co.,  Naw  Haven*  Conn. 

I  Auto  Parla  Co ,  Chicago 

« i  Jd*,  C.  aor«y  ^  Co.,  Uew  irork 

I  ,^       .,       «-  iPurma  11  Machine  Co,.  Datrolt 

/  Carnation  Mot^r  car  Co  ,  Dviroit 
,_     i  Auto  Part*  Co.,  Cnicaso 
'"•  •  1  PurlUn  Machine  Co,,  pet  ret  t 

IK.  C.  Auto  Parta  Co^,  ||^?  M^Gea  EL,  ICanK&a  City*  Mo 

•' »,^**....Purltjin   |fachln«   Co..  Detroit 

• -..♦*..,....   Puritan  Marh.  Co,  Detroit 

-  •  •  •  •  ■ '  ',■,■  V  -' X * "  I^^'FllAn  llltcbiln*  Co  ,  Detroit 

...Puritaji  Mih.  Co.,  ill  L«fax«it*  Wtv^     liatroii 

.Chadwich  Enff,   Werkt.  r*i!  iRU,wr»,  Pa 

I  Auto  Pftrtt  Mr*    Co.,  Dvtrolt 

1  Chief  Motdr  Co  ,   Detroit 

Haberer  A  Co.,  ClnclniLatl 

-.r;.--".'  ii'" ^Purlun  Mach,  Co..  Dvtri>ii 

Clark  Motor  Car  Co ,  Sb«(bj  villa.,  Ind, 
Mi-tcfjf  Motor  Car  Co..  piqua,  Ohio 
CUik  Aulo  CiS  ..  Atlanta,  Ob. 
Puntnn  Itachtno  Co.,  Detroit 

Cutting  Mot   r  Car  Co.,  Jackjon,  MH:h.   "^'*"*«'^'^ 
J  L.  C.  Erbes,  Waterloo,  Inwm 
\  Puritan  Marbini?  Co,,  Detn>El 
iRobt.  M.  Cuirlr.|f  c^.  UK  S   Wahart*  Ai^e  .  Chlcajto 

|W^-!iTn   Motfr  Car  Co,   Cleveland,   Ohi^ 

)  Carfurd  Mot c-f  Tru,.h  Co  ,  Lima,  OhJo 
>  Conjtft-aoshfn    Autft  Co .    Goalien,   N.    Y 
I  Miller  Car  Co..  Goj«hen.  N.  T. 

;••■•■  A.   O    Smith.   Milwaukee.   Wlj< 

(Colburn  Aiitomobilo  Co..  Denver.  r,.\ 

<  Fr!.  kson  K-  Staln.ikfr.  IVnver.  Col 

I  Puritan -M.irh    Co.  r«troIt 

/^  ,•      v. Puritan   M.irhine  Co.   Detroit 

♦  S^r'^T*''^  A"*"  R-^^Palr  ro  .   Hartford.  Conn 

I  Standard   Motor   P:irti«   d  .    NewcaJitle.   Ind 


:k 


Cokimbua  KlMtrle......»ra«  CoLumbua  Buccy  Co^,  Columbus  ObM 

Connaravllla ...Puiitan  UAchlite  ca.,  Datnill 

Continental .,.,.. .  Pyrltan  Jtf*ch   Co  ,  Detroll 

Corbin Cerblji  Motor  Vehkk  Co  ,  Ne  w  BMtaln,  Cons, 

Corbitt ^,,„,«^^«,^.«..H.Purllan  Mneinlna  Co,»  Detroll 

Correja ....,...;,....  ...j.  C  Gor«y  A  Co..  New  YarH 

CAurter  1  Standard  Motor  Part*  Co.„  N«tirouU*.»  lad* 

^ I  PurlUn   Machine  C*.,  D*trolt 

Courlar.Clarmont .Standard  Motor  parLi  Co,,  Ne^caatie.  Ind. 

Crala.Tolado  J  *■■   ^-  Colter,   Tokd,o  _ 

^   iwwww *  f  Puritan   Machine  Co,,  Dvtrall 

Craae«nt  I  North  way  Autft  Parta  A:  galea  CQ.^  ClbCloaall 

I  Puritan  Ifaolilne  Co,  o«troit 

Crickat „,,..,,,..«..,,  ppuritMi  Machlna  Co.,  Detroll 

^,^^  I  Bliieie  Mfi,  CO.,  Chi«ao 

1  Purtian  Mach.  Co^  Datrtiit 
CroxtMi ..,.,,...,.... )  Auto  Fait*  Co.*  C^lcaco 

i  Furl  tin  MacJiine  Co.,  Detroit 

CrOKton>Ka«ton HL  C,  Auto  Parta  Co..  nil  McOte  St,» 

Kantaa  City.  Mp, 

(Puritan  Machine  C&,.  DetfOlt 
Uarria  Broa.  Co,,  Chfcac? 
a.  C.  Eirhea«  St  FautTMlDfU 
D 

Dart ...,,...,,,  ,Fur1tAn  iDachlna  Co.,  Delrvlt 

Dayton ,,...*.... PviiUn  Madilna  Co.p  DettiMt 

Daal , ...... ..Auto  Parta  Co..,  cmc*«o 

D«arbema>D«trolt «w....,.Hawn  Motor  Car  Co, 

Da  Luxa .,...,., ..«^,Puriiwi  machlna  Co.,  Detroit 

Da  Mat , Puritan  Uachlna  Co.,  Detroit 

I  American  Hotera  Parta  Co.,  In4iaiiapalla 

Da  Tambia <  Puritan  Machine  Co^,  Detroit 

I  Da  THmtKlv  Motors  Co..  AndsrAfyn.  tnd. 

PhCladtipbU   Meh.    Wka.    PniLadeTphIa 

Clhlcaico  Cfflich  A  Carrlafe  Co.,  Chlcacu 

PurlUn  MBcJiln*  Co.*  Detroll 


f  iCri>e£ar  Motor  Cntr  Cc,,  ICflwiEidi 
'    1  FimnK  To»pr*F'a  Sona,  Mlliniikaa 


UnwiiM^ 


CImora. . 


E 

Eellpaa 

■MtMSfwia  J  Kdwanla  Motor  Car  Co..  uui.ik  jsibiiu  ^iiht*  ''^*  '< 

*■    ■     ■■  • ' I  Puritan  Maehlna  Co  ,  Detroit 

Elaetrlc  ValilcIa Kuwetl  Bi-Lacoe  Motor  Co,  U  ],  CUy,  H.  T. 

Elk ..  =  ,. .PurCtan  MachlfM  Co.*  D«mil1 

'  Auto  Parta  Co..  CUk-aao 
JjML  C  Gorey  A  Co..  Ktw  Tork 
riurlun  Mac>ilne  Co..  Detroit 
etjuidiLrd  BiTc^tor  Pa^rtts  Co.,  N«w  Cajtia,  Ind, 

Evartt Nbll  Chandltr.  Lone  laland  City,  N.  Y. 

t  Maxwell  Motor  Salea,  Nffwriutlf,  Znd- 

Evaritt {  Jofc  C,  Oarey  ft  Co,  Ke*  Vofk 

I  Piuitau  Mai?hlrifi  Co.«  D«trdK 
f  JOB.  C.  Hot^Vf  New  York 

Ewlng T*u r I un  MacK,  Co..  Detroit 

i  L.  E.  Swlns*  LMdea-  BI4s,4  CifiveLiiMt  O, 
F 

(  Puriun  Machine  Co..  Datrolt 
p   A.  L..  {Auto  Parte  Co.,  Chlcaco 

— tr  r<gsijs^ 

._    __.   Datrolt 
^  t  Bvny  Co.*  C(rfiimba%  ddo 

iPurttan  Machine  Co.rDMraH 


FIndlay 

FIrastona   Columbua 


I K.  C.  Motor  Parta  Co..  lt«7  MoOm  ^..^^^ 


'  i 'ParttM* 'ica^lna '  CO.. 
iNaw  r  -    


Flanders 

Fuller 

G 

Oaeth Oaeth  Motor  Car  Co.,  Clevelajid' 

^   _.    ^  I  Elyria  BifHIni  &  Machinery  Co..  Slyrla,  Ohio 

Otrtora {OarforA  WtHor  Truck  Co.,  Lima,  Ohio 

IPurlten  Jiaeh.  Co..  Dtirolt 

O.  J.  O ...*,^. Puritan  Machine  Co,,  Detroit 

ai^de ,.,,,.  .>0P.  C  Gorey  A  Co,,  N«*  York 

Qrahawakv  J  puritan   MjLchlnc  Co^    DctMl 

uraoowsKy |  j^  (^   G<jr*y,  Naw  IJ^ork  City 

aratnm  J  OarfOrd  Motor  Truck  Co,,  Lima,  Ohio 

^  Ipyrtuin  Machine  cc,  DftroH 

Qiaaaon Bauer  Men.   Wka.   Co-,   KaTraaa  city,   Mo, 

Oraat  Smith  .   .  5  Bauer  Mth.   Whs    Co,    Kansaa  City.   MOh 

ur«a<  •mi»n (Smith  Automdblle  Co  .  Topeka,  Kan. 

Great  Western Orcat  W<at«rA  Auto  Co.,  PerUp  Ind. 

Qrout  .  I  A.    P.  tCkrkfia trick,  Oraog«,    MaoiU 
M'urttari.  Mach.   Co.,  Detroit 

H 


Halladay... 

Hart-Krafj 
Havers 


Htnry. 


Herraahoff. 


{A.  O,  Barley.  Btreator,  m 
A.  O.  BmJth  Co.t  Milwaukee 
W,  J,  Burt  Motor  C^  Co ,  Los  Aoffalea 
1  Qulncy  Enclne  Co^.,  Chamber«burc,  Pa. 
"1  rctrlG  A  Mornnthmli,  Greenca.vtl*,  Pa, 
I  PuLntan  Machine  Co..  Detfolt 

1  Joe,  C  CJof ey^  ti^w  York 

{  Henderson  Motor  Car  Co.  Dvtroll 

{  Atito  Parts  Co  ,  Chti^aco 

(  Puritan  Machine  Co.,  Dvtrolt 
ii  A,  O.  Rmttli  Co.,  Milwaukee 
I  Joe.  C.  Ocsrejf,  K«w  York 
■  •  1  Purltm  Machine'  Co.,  t^ttmlt 

I,  MuBk^con   Auto  Co..  Maakeiton,  Mich. 
American  Motor  Phrt*  Co,  Indlanap«^ 
Pij>rLta.Ei   Ma  chin  i>  Co.-.  De'CrOU 
Levrne  Motor  Co..  Philadelphia 
Joa.  C,  Corey.  N<fw  York 

Hewitt jjitemational  Motor  Co_,  N*w  ?«% 

Holtman Mf nury  Mf ir.  Cc  ,  Chle*#Q 

Houpt Kcw  Depuitirc  Mtr    Cc,     DHatc^r   Cofm 

— from  Motor  World. 

Additions. 

Iloetrie.  Briggs-Detroitor.  Elco.  Littlo  Four.  Yale  Eight.  Partin-Palmer.  E.  M.  F-80..  Alter.  Detrolter  6-46. 
rd  Det.  Tractor  Co..  Kcpuir.s  of  WpKton  Mott  Axles,  Repairs  of  Am.  Ball  Beoring  Axles  prior  to  1919.  Pftrto 
I  bj  FaritAOL  Machine  Co..  Detroit,  Mich.  This  concern  will  also  giro  yon  information  on  other  orphan  ears 
)wn  in  this  list.  Pinter.  Americun  Motor  Parts  Co.,  Indianapolis.  Ind.;  Herff  Brooks.  Anto  Gksirage  Oo., 
Oitjt,  Mo.;  DoUon,  Dayton  Auto  Parts  Co.,  Dayton,  Ohio:  Dupont,  Victor  Motor  Co.,  York,  Pa.;  E.  M.  F. 
aker  Corpn..  Detroit.  Mich.;  AiiKtiii.  I'liritati  Machine  Co..  Detroit;  Pullman,  Pullman  Motor  Oar  Oo.,  York, 
aritan  Machine  Co..  Detroit:   Ross.  Puritan  Machine  Oo..  Detroit. 


^Am* 
Purll 
LevT 
Joa 


DYKE'S  INSTRUCTION  NUMBER  FORTY. 


ImjMrlal , .  .imperial  Automobile  Co..  E>otrolt 

Indiana Purlun  Machine  Co..  Detroit 

jMklns Puritan  Machine  Co..   Detroit. 

Jfew«ll Croxion  Motor  Car  Co..  Wafthlncton.  Pa. 

Johnson   tiervice   Co.    Milwaukee 


K 

I^Mton. 


i<.<.f\f.vri  Motor  Car  Co.,  tiHTon 

i  'uj  I  L-iTi  |i)acli]n«  Co.,  Datro^i 

I  c.\ir- Nation  3rtcti}f  Car  Co.,  Detroit 

K«lly>tprlnofl«l(l . , .,  Puritan  Machini!  Co  ,   li^Eralit 

Kala*y  .   .  1  Alilo  Parli   A.   Ucpitir  Ca.,    pntton 

'  \  Kfilaey  Motor  Co.,  Hartford,  Coud, 

Kline Piinian  ilajchjrit  Co.,  jJeuoii 

Knox .Ako  ^ervlc^  Oo..   Kljiliicldphu,   P«- 

Komat  1  ^Uth^n  Motor  Car  Co.,   EikhiiLrt,  Iriid. 

\  KeUli  Brftihert,  FJkhart.  Ind. 

Krall , Purltaii  Muctiirie  Cfl.,  iSetniU 

•  /  Purlilan  MAtlitnt^  *^^'x.  '^^'^il 

Krit  J  Kf't  Motor  Car  Co.,.  D«trDH 

'   ■ '   1  Auto  Paru  Co.,  Chtcaro 

\  Motor  Corp.,  PhHudplphLa.  TM 

L 

Lansden Lansden  Co..  Inc.,  Brooklyn.  N.  Y 

Lewis American    Motor    Parts   Co..    Inalanapoll<> 

Lexon   Puritan  Mach.  Co..  Detroit 

Liberty Belmont  Auto  Mfg.  Co..  New  Haven.  Conn 

f  American   Motors   Parts  Co..   Indianapolis 

Auto  Parts  Co.,    _!    .    v  ■ 
Lion ■  Puritan  Machine  C^.^  O^troit 

K.  C.  Auto  Parts  Ca  .  1^7  UcCee  St.«  Kanaaa  City,,  Mo. 

L4on   Motor   I'arti  Co.,   PhUadBlphla,   Pa. 

Little  81x ..F'ljLrLtMn  klachLne  Co^  D^troli 

)  CarfOrd  Motor  Truck  Co.i  Lima,  Ohio 

Loo*" )  Gi-amrh  Molor  Truck  Co,  L>lina.  Ohio 

f  Puritan  M.ifh.  Co.,  Detroit 

I  Mlar  {  -^t^"   C*'  Corey  &  Cm.,  New  Vofk 

*-*""'^ i  ]  hlla.  MucU.  Wr^rkfl.  Piitlailelnhla.  Pa 

*     p    C  t  Am^'^rlean    Motorm   [^"arts  Co,   IndlaiLapollfl 

^      ■■  (Auto  Pull*  Co..  ChUaEO 

M 

Melntyre Puritan  Marh.  Co..  Detroit 

MApa*itan  5  Marathon  Service  Co..  Nashville.  Tenn 

Marainon ^  PurtUn  Machine  Co..  Detroit 

PuriUn  Mach.  Co..  Detroit 
Auto  Parts  Co..  Chicago 
Umi4nn  J®"-  C.  Gorey  A  Co..  New  York 

*"■""" Aroericun  Motors  Parts  Ca,.  Indianapolis 

Marion  Auto  Service  Co .  New  York  City 

K.  C.  Auto  Parts  Co..  1827  McGee  St..  Kansas  City.  Mo 

Marron PurlUn  Mach.  Co..  Detroit 

Marquette Puritan  Machine  Co..  Detroit 

Marvel Puritan  Machine  Co..  Detroit 

Ma.An  )  Mason  Motor  Car  Co  ,  Detroit 

"'••'" I  Puritan  Mach.  Co..  Detroit 

Mather Puritan   Machine  Co..    Detroit 

Matheeon Matheson  Auto  Co..  Wllkes-Barre.  Pa 

iiawtwaii  )  Standard  Motor  Parts  Co..  Newcastle.  Ind 

MMwvii I  Puritan  Machine  Co..  Detroit 

Maytao-Mason )  J?*^"  Motor  Car  Co..  Detroit 

..  i  Puritan    Machine   Co..    Detroit 

Merchant Puritan  Machine  Co..  Detroit 

Meteer Meteor  Motor  Car  Co..  Plqua.  Ohio 

Michigan  Motor  Car  Co..  Detroit 

PuHtan   Machine  Co..   Detroit 
MIehiaan      Philadelphia  Mach.  Wks..  Philadelphia 
Micnioan.    D^^^h   .Mfg.    Co..   Sandusky.   Ohio 

Jos.  C.  Gorey,  354  W.  SOth  St..  New  York  City 
.K.  C.  Auto  Psrts  Co..  1827  McGee  St..  Kansas  City.  Mo 
f  Puritan  Machine  Co..  Detroit 

MIddleby {H.  Goldberg.  1420  8.  8th  St..  Philadelphia 

I  A.    J.    Levengood.    163    N.    4th    St..    Reading.    Pa 

I.«vene  Motor  Co..  Philadelphia 

Puritan  Machine  Co..  Detroit 

Auto  I^arts  Co..  Chicago 

K.  C.  Auto  Parts  Co..  1827  McCee  St..  Kansas  City.  .Mo 

Midland  Motor  Co  .  22on  Diamond  St..  Philadelphia.  Pa. 

MIer Mier  Carriage  &  Buggy  Co..  Llgonler.  Ind. 

Miller Puritan  Msrh.  Co..  Detroit 

kMtt^m..umm  t  ^'  C.  Erbes.  Waterloo.  Iowa 

MiiwauKse J  Harris  Bros.  Co..  Chicago 

Monarch Puritan  Mach.  Co..  Detroit 

^-__  i  Jos.  C.  Gorey,  Now  York 

"■•'^* (  Philadelphia   Mch.   W'ks..   Philadelphia 

Meyer Puritan   .Machine  Co..   IVtroU 

N 

Nance Jo»   C.  Gorey,  New  York 

Northern Puritan  Machine  Co..  Detroit 

North  Western Puritan  Machine  Co..  Detroit 

(  Puritan  Machine  Co..   Detroit 
...  <  l.evene  Motor  Co,   Philadelphia 

tV.     A.     Longaker,     Indianapolis 


Midland. 


Nyberg. 
O 


Ohio.... 

Oliver. . 
Omaha. 


INorthw.iy   Auto  Part.-!  &  Sales  Co  .  Cincinnati 
A.    O.    Smith   Co .    Milwaukee 
Puritan   Machine  Co .   Detroit 

1  Oliver  .Motor  i  ruck  Co.,  letroit 

i  I  urit.tn  Machine  Co..   Detroit 

,  l  A.    (y.    Smith   Co..    Milwaukee 

(  Puritan  Machine  Co.,  Detroit 

Orient Metx  Co.    Waltharn.   Mass. 

Orson.... Drcnco  Machine  Co  .  Broadway  &  60th  St..  New  York  Cltv 

Otto>moblie Holly  Motor  Co.  Mt.  Holly.  N.  J. 

Overholt A.  O.  Smith  Co.,  Milwaukee 

Owen Puritan  Machine  Co.,  Detroit 

P 

Packers Puritan  Machine  Co  .  Detroit 

Smgcr  Motor  Co..  I.,on<l  Island  Cilv,  .N    Y. 
Puritan  Machine  Co..  Delrolt 
Jos.  C.  Gorey  &  Co.,  New  York 
A.  O.  Smith  Co  .  Milwaukee 

Drenco  Mach   t^o..  Bwy   St  Sftth  St..  New  York  City 

I  Motor  Car  Mfg.  Co  ,  Indianapolis 

<  Pathfinder  Co  .  Indianapolis.  Ind. 


Palmer. tinger. 


Parry. 


Peabody ,....,...«,...  ^pMrltafi   Ms^chiiM  Cfc,  Detiii 

^     I  inirEmn  Machifie  Co.  Deinul 

Penn .,.....-,..  i  Byda  Co.,  Ha^rvey,  lli 

L  Levene  Moior  Co.,  Hitl&d«lp6la 

JPUlitACk  Milch.  Co..  Detroit 
C«utral  Auto  fiuDpty  Co..  P}^l4ai.d«l9li« 

'^      I  Jos.  G.  Oorey  A  C»,.  Ne*  York 

iDouChcrty,  1K«S  N-  19th  St.  i  hi^adel£«ka 

Ptru *,.*.,..»,.,„...**. Puritan  M»ch.  Co^^  tJeimi 

Petrel ......,..,.,..  pller  «  SiowfillCo,.  llllwaillw 

Plerce-Raclne \  f^"*""*^"  ,";^»'^*  ^S  vP**T£- 

1  Pierce  Motor  Co.,  Pm^Ldc  WH 

Pioneer Planter  Car  Mrg.  Co  .  OklaJiofaa  City.  OiiL 

Pittsburgh Cli«si«r  tiugltmitHtis  Ca  .  CCte«t«.  PL 

(  }lurtrord  Motor  Car  Co..  tLirttcrd.  Coan. 

(  Walkot-  &  Bafkitmn  hits  C<i ^  Hanford,  CoKi. 
Pope-Hartford \  I'urlnan  Machine  C&.,  DeUoit 

IriDulet-Liri)  lienor  Ca.,  C&iti bridge,  Ma^ 
J.  Hosenfeld.  filtl  Cth  St..  ±^ut.h«  'Sc^toft. 

Pope-Toledo —  ..Auto  SaJwge  Parte  Ca,  CbiOkf* 

Pope-Trlbune » . , ,  »«Fo(^^Hartf«r4  Miff-  Oo>,  Hartford.  C^ea 

Poss :.....,,. ^.Pwrtian  Macb,  C4»^  D«i»M 

Pratt. Elkhart ElktiaH  QarKape  ft  itoLar  Car  Co^,  Eikbart.  1ML 

Pungs. Finch Pungi-Plnch  Auto  &  Q^m  En^ae  Ck,  Dctfqlt 

Q 

Queen Poritaji  Machine  Co..  Detxett 

Randoloh  J  Randolph  liMor  Truck  Co^  FUnt.  Mk^ 

D.ini«r  i  Puritan  Machine  Co.,  I>«Uolt 

"■'  '•  [qaiioril  Motor  True*  C^,  Use,  Ous 

Rapid , Puritan  Machln*  Co.,  D»tntt 

Rayfieid >  .Holmcfl  C3araie,  DamriUe.  IIL 

{n,  C.  H,  Corsv  Detroit 
Jam,   C-    Core:^*  New    York 
VV.  .i.  Burt  Mot&r  Car  Co..  LiCM  AagtJ**.  CaL 
Parlliitn,  Macldiie  Co.,  Detroit 

Reading .11.  Ooldbtrg,  1I2D  S.  Ith  fiL„  Readings  Pk. 

Reed ...-.Purllan  Mach.  C&..  Uetmi 

RellabiO'Dayton ..,,,^.,rMfltAii   Machine  Co.,   Dtuvit 

Reliance «..., .Punt»n  Umch.  C-o..  I>e'tHft 

Republic RtpiiMlc  Motor  Car  Co.,  Toanttfoim.  Otu* 

Ricketts .,.,,.....,,.  .Rleit«tt«  Auto  Work^^  Deizvtt 

r  L«v«ne  Moicr  Co  ,  Pt^iladelvbJa 
mdmr  L«Mri*  i  PorlUn  Machine  Co..  D«tneii 

Rider-Lewie ..,..<  ^    j^   Longaiter.  lodlanapolii 

I  Auto  Parti  Mfg.  C«,  Dtirolt 
Royal  Tourist Puritan  Macli..  Co.,  Dem^l 

Sampson  }  Stiindard  Mentor  Farti  Co.,  N«w£ast]«.  Ia& 

{  Pur j tun  Mai-hlne  Cq..  Detroit 

Sandusky Ltaueh  Mfp    Cc  .   SaniJueky.  Ot» 

Schacht I  General  Auto  kf^palira  Co.,  Ctnctaoatl 

\  Puritan  Machine  C©  ,  I>etf«lt 
Selden  '  J"^    *^-  Ompy  &  C*> ,  New  Tort 

'       "   '   "    J  Purllan  MailiLne  Co  ,  DelnaJt 
8   G   V        I  Drenco  Ma£jl,  Co..  Bruadway  &  G{lth  St.,  New  YarU  Oty 

{  N.  J.  Machm*ry  Co..  N«war\.  N    J. 

Sibley .* ...^.siblay  Motor  Cat  Co..   DeUell 

Sommer ....  Bammwr  Molor  CJo..  Detrsii 

Southern 5  Southern  Auto  ft  Ikivlmaacit  Co.,  ftlbnla,  Oa. 

(  Purlxan  Machine  Co.,  Deiivtt 
Spaulding ..>...,  ,,Ptiribn  Halloa  Co-,   PemM 

iPurtlan  Math,  Co.,  Delrott 
Joe.  C.  Gortry  ft  C<»..  I^ew  York 
Green  £ninne«flnJf  Cb  ,  I>9y|on.  OhIA 
lbs  m^c  ft  Mjf.t:o..  eprtn^rAeid.  m 

Standard  Six  i  ^^  L&vla  Car  Co.,  fit.  Ltotifn,  Ha 

\  Puritan  Uai^h^ne  Co.,  i:>elrolt 

Star .Mkr  Carriage  ft  Buggy  Co..  Urir.riK'r   1it4 

Staver ....Ftirlian  Machine  Co.  DeiroJt 

Sterling ...,,.,,...,.  .Keith  Brrjiheni.  Elkhart*  li>4 

Stevens. Duryea. Walk  H^H  Oarage.  7Zi  WnSk  IlUl  St.,  M%tas>an,  Mva 

(  SiUfidard  Mntor  Parla  Co.^,  Newcastle,  Inft 
Stoddard- Dayton A  Puritan  Mschlne  Co,  Detroit 

(  Z>ayton  Autn  ncp^Lr  Co  .New  Yorti  City 

Suburban ...,,,.,«.»,,,  .Purllan    Machipe    Co..    Detr«tl 

Sultan ,.,,,,, Joa.  c.  Clorvy,   Hew  Ifort  Otr 

r  B.  R.  Thomas  Motor  Car  Co..  Buffaioi.  N.  T. 
Thomas  '  Puritan  Machine  Co..  Detroit 

^''°'"*" j  W.  H.  Jahhs.  908  W.  hco  St..  Loa  Anselea.  Oil 

^,     ^  (J.  Rosenfeld.  S21  Cth  St.  South.  Boeton. 

Tincher Chicago  Coach  ft  Carriage  Co..  Chlesco 

Jo"*""* .;:-^--^---v-- Jo^  C.  Gorey.  j*ew  Tert 

Tourist w.  J.  Burt  Motor  Car  Co..  Um  Angolcei  Csl 

Traveler Traveler  Automobile  Co.,  EvanavlUe.  Is* 

Twombly Drlggs-Seabury  Ordnance  Co.,  Sharon.  Pa 

Van.   L.  c.  Erbea.  Watarloo.  lows 

Van  Dyke Puritan  Mach.  Co.,  Detroit 

Victor.Thomas. Detroit Puritan  Machine  Co.,  Detroit 

Wagenhalis RJvcrelde  MAchlnery  Drpot^  D*tiaH 

i[  Hams  IfroiL  Co^  Chieaav 

Wahl Barlry  Mrg    <>..   Slre£lSr.  n 

{  Furllan    MachTne   Co.,   DUrai 

Waltharn. Orient Mph  Co  .  WsLlthani    INia 

w^,,.,..^  !  Job.  C   Con-y  ft  C&..  New  Tert 

^■'^'^" ^Purltap  Msrti4t*p  Co.  Drtn^l 

Washington , Puritan  Machine  Co..  Deliet 

Waverley   Electric V,  A.   Ijjnmker  C-*.,  IndlanaiflM 

Wayne ...J-^uL^^  P»rT»  Mfg.  Oj,,  DKMll 

..,;..«...  Punixn  Machine  €»„  DemU 

Welch. Detroit ...Puritan  Mkchlfi*  Cti]  PamB 

Welch. Marouctte Oldsmohll*  Co.,  Ctiluge^  A 

Welch-Pontlac .Puniafi  Machine  Co.,  IHtnt 

f  rJl*^""**,*?.*  ?^''^^^  ^^  ^'  Mich  .  W.  Kaanle;  ft* 
Whiting <  Flint,  Mich. 

I  Puritan  Machine  Co..  Detroit 
Woodworth PurlUn  Machine  Co..  Detieil 

Vale Consolidated  Mfg    Co  .  Toledo.  Olrf» 

2IP... H.  A.  Huebotter.   Davenport.  !•«• 


Vi  find  addreaaes  of  Ignition,  Magneto,  Electric  System  Manufacturers,  also  Auto  Trade  PaUieattoai, 
tie. — look  under  "Addresses"  in  the  index. 


INSTRUCTION  No? 


64B 


f  TIRES:       Pneumatic.      Rims.      Air     Compressors.      Anti-Skid 
Chains,     Solid  Tires.     Truck  Tires  for  Heavy  Duty. 


Tires  are  used  on  automobiles  to  over- 
come  tlie  Tibratlon.  If  the  wheels  of  an 
automobile  were  not  properly  tired,  the 
machine  would  soon  rack  itself  to  pieces. 
The  great  weight  and  speed  of  the  auto- 
mobrle  niiil  itH  delicate  const  ruction,  require 
additional  protection  besides  that  of  the 
sj^rings  alone. 

The  Pnetmiatlc  Tire* 


P 


are  two  typaa  of  tires,  the  solid 


The 


tire  is  used 


pneumatic, 
to  a  great  extent  on  electric  vebides  and 
trucks,  because  they  are  usually  slow  speed 
vehicles.  If  solid  tires  were  used  on  high 
speed  cars  the  vibration  would  be  so  great 
the   car   would   soon   rack   itself  to   pieces. 


The  pneumatic  tire  is  the  type  used  on  all 
pleasure  cars.  With  pneumatic  tires^  the 
car  is  susipendod  in  air,  which  is  the  most 
elastic  ot  tiulȣitauces. 

Tbere  are  two  methods  of  retaining  the 
air,  the  first  and  now  obsolete  method,  was 
a  single  tube  tire,  made  air  tight  and  did 
not  use  an  inner  tube. 

There  are  two  forms  of  pneumatic  Urea; 
the  single  and  the  double  tube.  The  single 
tube  tire  was  merely  an  outer  easing  made 
air  tight  and  was  fitted  with  an  air  valve. 
This  type  was  used  extensively  during  the 
early  days  of  motoring,  but  inasmuch  as  it 
is  now  obsolete,  we  will  confine  our  instruc- 
tion  mainly  to  the  modern  type. 

The  modem  automobile  pneumatic  tire 
consists  of  two  chief  parts^  the  '^  inner 
tube,"  which  holds  the  air,  and  the  **Bhoe 
or  casing/^  wliii-h  retains  the  inner  tube, 
and  protects  it  from  wear,  (Ag,  2, page  660.) 

A  steal  rim  is  placed  around  the  felloe  of 
the  wheel,  and  shaped  to  fit  the  tire,  its 
exact  shape  depending  on  the  design  of  the 
tire.  The  clincher  and  straight  side  rim  are 
the  styles  universally  used. 

Inner  Tube  and  Valye, 

Inner  tubes  used  on  automobile  pneumatic  ''TsWe-ieBt^* 
tires  are  of  the  endless  type.  The  only  open- 
ing into  the  tube  is  the  valve,  through  which 
the  air  is  forced^  fig,  6,  page  650.  As  tube 
becomes  inflated  by  air  pumped  into  it,  the 
bead  of  tire  is  forced  outward  and  tightly 
eUnehes  to  the  rim  channel  and  can  only 
be  dislodged  by  deflating  tube. 

fThe  Inner  tube  valve^stem  is  the  part 
shown  in  fig.  6,  page  550.  It  is  the  part 
to  which  the  inner  tube  is  connected  as 
shown  in  fig.  6.  (T)  is  the  Inner  tube.  The 
base,  (G)  of  the  valve  stem  is  passed 
through  a  heavy,  tough  piece  of  rubberp 
called  the  * '  valve-stem-seat '  ^  which  is  vul- 
canised to  the  tube  as  shown  in  fig.  $,  page 
572.  By  stretching  the  opening  in  this 
valve  stem  seat,  the  base  (6)  is  placed  in- 
side of  tube  and  firmly  locked  by  clamp  nut 
(BT),  figs.  6  and  6,  page  550. 


Double  tube  tiree  hmv^  projectloBs  on  Hia 
aide  called  beads,  which  fit  under  grooves  or 
into  channels  in  the  side  of  the  rim,  the 
pressure  of  the  air  in  the  inner  tube  holding 
them  in  place.  Bee  figs.  8,  8 A  and  1>,  page 
552. 

*BolU,  or  Ingi.  siaa  som^tlmiii  ciUed  itsy  bQlti 
or  lecuritjr  bolts  (tg.  2)  psu  throu^li  tbt  fctllo* 
and  rim,  their  Urge  nibb«r  or  csoTaBcorervd  h««di 
holdioff  the  extreme  inoer  edges  of  the  ibo* 
Agaiast   the  rim.      Lugs  are   cow  seldom  used. 

Tread,  is  the  part  of  an  outer  shoe  or  cas* 
ing,  which  is  the  part  that  comes  in  contact 
with  the  road.  Bead,  is  the  projection  at 
the  edges  that  fit  into  the  rim. 

Outer  cases,  also  called  the  out«r  shoe  are 
divided  into  two  classes;  the  ** fabric** 
type  and  the  * '  cord '  *  type  as  explained  on 
pages  565  and  559.  The  strength  of  the 
tire  nee  in  this  fabric  or  cord  carcass,  the 
cushion  and  protection  for  tha  carcass  of 
the  tire  is  in  the  rubber.  Sea  Island  cotton 
which  is  very  strong,  is  used  for  the  carcass 
of  the  fabric  tire  and  cords  are  used  for 
the  carcass  of  the  cord  tire. 


Tbs  lnii«r*vslT«  A,  fig.  6A,  also  caUed  t3i«  *  *ts1ts 
plimger,**  is  an  automatic  air  check  valve  for 
rttftiniaf  th«  air  in  the  tube.  It  is  screwed  into 
valve  stem  opaninf,  usually  by  the  notched  end 
of  (B)  lh«  valve  cap  (see  fig.  2.  page  668).  V-*- 
ii  Ibe  threaded  part  which  ecrewt  into  valve  item. 
W,  is  metal  vrith  rubb<pr  packiuft  (D>  around  it, 
vhlfb  mskea  sn  air  tight  joint  with  walla  of  valva- 
stem.  Y  li  cap  holding  epring  tS)  is  place.  aAd 
OD   upper   part    ia  a   rubber   waBher   which    is   tba 


bich  is  between  bottom  of  (W) 
and  upper  part  of  (T).  This  is  the  seat,  or  point 
where  air  pressure  iu  tube  is  retained  becaose  the 
lower  part  of  (W)  is  in  contact  with  rabtMr 
washer  seat  on  top  of  Y,  which  is  heid  together 
by  tens  ion  of  sprinr.  This  seat  la  shows  op«o  la 
Ulustration.  Pin  fU)  is  firmly  attached  to  T 
but  works  freely  through  enlarged  holes  in  T 
and  W,  which  hole  aUo  serves  as  the  air  pas- 
saga  to  or  from  ralve  seat.  The  spring  holds  the 
valve  to  its  seat  but  can  be  depressed  at  (U)  or 
air  from  air  pump  will  be  lufficient  to  fore«  vaWa 
from  its  seat. 

To  Inflate  tuba,  unacrew  ralve  cap  (B)  and 
screw  in  its  place  the  hose  coupling  from  sir  line, 
[nside  of  this  hose  coupling  is  a  projection  whteh 
presses  the  pin  (U)  down  againit  tension  of 
spring  (S)  which  aeparatea  the  seat  on  upper 
part  of  Y  from  lower  part  of  W — the  air  then 
passes  in  through  enlarged  bole  in  V  and  W  aad 
out  bottom  of  W  at  seat,  which  ia  now  op«&. 
When  airline  eoopUng  ia  removed  pin  U  raUes 
and  brings  upper  part  of  Y  and  bottom  pan 
of  W  to  a  firm  seat,  and  preaaure  of  air  in  tube 
also  aasiats  in  forcing  spring  8  against  T  and 
tightening   the   seat. 

To  deflate  t«iba»  valve  cap  &  li  removed,  tamed 
upside  down  (per  flg.  S,  page  658)  aad  pin  U 
(flg.  6A«  page  660)  is  preaaed  down  by  it,  which 
opens  inner-valve  seat.  Or,  the  valve  cap  B  can 
be  used  to  unscrew  inner  valve  al  V  and  removed 
entirely,  which  la  the  proper  this^  to  do  whea 
removing  a  punctured  tube  or  roUiof  it  np,  par 
fig.  7.  page  6SS. 

Somttlinei  the  Inner-valTe  leaks,  due  to  the 
valve  cap  (B)  being  screwed  dovm  co  tight  the 
rubber  dise  (0)  spreads  and  forces  pin  (U)  down. 


*Ltiga  are  now  seldom  used  but  were  formerly  used   on   "one  piece  clincher'*  rim«  to  a  great  extent. 
**8ea  SpeciflcatioQi  of  Leading  Cars,   pasre^  544  to   646,   for  make   and   site   tirea  used   on   leading  cara« 
T  Valve   st«'ro    i»  |kas»ed   through   bole  in   felloe  of  wheel — see    page    65S«    Ag.    3A.     Stem    ia    held    la 
place  by  lock  uut  (N)  and  waaher  (M),  flg.  S,  pa^  550.     See  page  571  for  patyoaa  ^1  ^^%  %vt«»^«a. 


660 


DYKE'S  INSTRUCTION  NUMBER  FORTY-ONK 


tic   tiros    ,.^        G      «,   A       Fig.  2 — Tlifl  old  itfl* 

conUlQ     ^rJ^-r-iJ^>'  tube    cHncher    beftd    tire 

tubes.       ^^w- jji>^      one   piece   clinclier   rlnu 


Fiff.    1 — Tb*    old    ftyl*   and 

orlglial  pneiuQfttlc  tire  w»i  a 
"liagle  tube  tire/'  Tbe  cai- 
iuf  itaelf  held  the  ftir  and  did 
not  eoaUia  aa  ion^r  tube. 

Flf.  S  —  AU 
pnonm&tlc   tires 
now 
Inner 

Note  method  of  r  y 
clamplnf  t  h  « 
air  ipalve  to  in^ 
Her  tube.  Inner 
tubei  are  end 
leiB  and  aeam 
leaa. 

T.  tube;  Q 
twsfi;  8T,  elamp 
nut;  P,  lock- 
out. 


plied    to     a 
tlincher  rim. 


Fig.  2 — Tlie  old  itflo  double 
*  '  on  a 
piece  clinclier  rlnu  Kote 
the  lag  formerly  uied  to  bold 
tire  on  the  rim.  Piteumatic 
tirea  were  c&Hed  "double  tube" 
tirea  in  the  early  dayi  to  dU 
tinguiah  them  from  the  alngW 
lube   tire,   flg.    1, 

The  clincher  tire  can  be  ap- 
detachable 


Fig.      S    ^    A 

3uick     detachable 
emouotable 
"clincher"     rim. 


Fig.  4 — A  «iilek 
detachablei^  d*- 
mountftblo. 
Btraiffht  aide  rioa. 


quick 


Fig.  7 — A  modern  amooUi  troMl  tir»— 
made  in  quick  detachable  cUocher, 
regular  clincher  and  atraigbt  aide  t/poa 
of  bead.  Abore  illuatratea  the  amoolh 
tread  quick   detachable  clincher 


Fig.  8^A  modem  uon- 
akld  tread  tlio — made 
in  quick  detachable 
dinchor.  regular 
clincher  and  straight 
aide    type    of    boad- 

Tig.  8A  —  Tlie  Cord 
tirOt  principle  of  whicfi 
ie  explained  on  pag« 
559,  ia  diatinguiabable 
by  its  tread,  which  ia 
a  characterittic  atand- 
ard  used  by  many  uf 
the  tiro  concerna  who 
make  Cord  type  of 
tirea. 


Fig.  8  A — The  cord 
lire;  a  popular  but 
high  priced  tire, 
Distiuguiahable  by 
ita  tread.  The  cord 
tire  ia  alao  made 
with  non-skid  tread, 
the  aboTo  ia  the 
"rlbbod"  tread.  See 
page   559. 


Fi|f.     8— Kon- 
aktd   tread. 


Ilf.  6 — Schrador  Ho.  777  Innor  tube 
Vilrd;  full  aiae  for  3  in.  tube*  and  un- 
der. Ko.  725  for  SH  in.  and  over  ia 
lArger. 

A — Innor  valviu 

B — VaWe   cap. 

O — Rubber  diak  (for  cap  B). 

D^— rubber  packing, 

K — Ifocking    oat    (for    dul 

cap). 
M^ — Leather  waaher. 
Q — Valve    atem     baae, 

inaido  of  tube, 
P — Lfock     nut      (for     toIto 

atem). 
BT — Olamp  diak. 
L^— Valve    apreader. 

Bee  pagea  54 ».   551  for 
ner    ralve    principle. 


Fig.    9 — ^Typ^»    of    non-akid    tlrea. 


•Tig.  10— Hon-«fc]d 
For  anow.  ice.  mud  and  akid- 
ding.  The  chaloa  ^re  plaeod 
over  the  tlrea.  See  eh  art  2S9'F 
for  grip  or  chain  for  toUd  ttree. 
The  chain  ia  a  an  re  prtTentiTe 
of  flipping  and  akidding. 


0BAMT  KO,  2SS — Tirw — Oflgliiftl  uad  Mod«n&  TTpee.    Imitr  Tn1>e  Vmlve  OonBtrucUon. 
rim  233  mad  234   omitted    hy   erroT   iu  numbering.      •Sea  *\ao,   P*g«  &^^. 


TIRES,  TREADS  AND  RIMS. 


661 


8tow  Air 
Slow  air  leaks  from  tube  are  sometimes 
traced  to   this  "inner-valve"  A,  leaking. 

fTo  test  for  inner-yalve  leak,  inflate  tube 
and  testy  per  &g.  Z,  page  668.  If  leakj, 
try  cleaning  and  screwing  down  tight,  if 
this  does  not  remedy  leak,  then  put  in  a  new 
<<  inner- valve. "  A  slow  leak  may  also  be 
due  to  valve-stem  base  (G)  being  loose— or 
inner  tube  rubber  being  porous,  due  to  age 


Treads  of  Tires. 


which  in  time  hardens,  becomes  porous  and 
leaks  slowly.  To  test  for  valve  stem  or 
Blow  Ipak  or  pnnctoro;  see  fig.  4,  page  668. 
The  average  life  of  a  tube  is  from  twelve 
to  eighteen  months,  maybe  two  years — ^but 
once  it  begins  to  harden — ^it  is  advisable  to 
replace  with  new  tubes. 

The  purpose  of  the  spreader  (L),  fig.  6, 
page  660  is  explained  on  page  671. 


The  treads  of  tires  or  outer  casings  are 
divided  Into  three  types;  the  smooth  tread, 
as  shown  in  fig.  7,  and  the  non- 
skid  tread  (^g.  8)  and  the  ribbed  tread,  fig. 
8A,  page  550.  There  are  several  different 
makes  of  non-skid  treads,  (as  shown  in 
fig.  9)  but  the  principle  or  purpose  of  all 
are  to  prevent  skidding.  The  original  non- 
skid  tire  was  the  Bailey  tread.  The  Fire- 
stone non-skid  tread  was  the  second  tire  of 
this  type  introduced. 

The  number  of  accidents  which  have  oc- 
curred on  account  of  skidding  on  slippery 
pavements,  has  shown  the  need  for  some 
method  of  prevention. 

**The  orlglzial  method  was  by  the  use  of 
Ure  chains  (fig.  10),  which,' so  far  as  the  pre- 
vention of  skidding  was  concerned,  fulfilled 
their  purpose.  But  the  use  of  chains  was 
found  to  be  detrimental  to  tires  when  in- 
troduced between  the  blown-up  tire  and  hard 
pavement,  and  in  addition  were  bard  riding 
and  noisy. 

4:Bims  and  Tire  Beads. 


The  non-skid  tread  was  introduced  to 
overcome  this  difficulty,  but  while  they  pre- 
vent skidding  to  a  great  extent,  it  still 
seems  as  though  the  chain  is  the  best  pre- 
ventive of  skidding  after  all.  The  extra 
wear  and  gripping  surface  obtained  with 
the  non-skid  tread  is  well  worth  the  differ- 
ence in  price,  and  ousht  to  at  least  be 
placed  on  the  rear  wheels. 

The  modem  tire  equipment  consists  of 
smooth  or  ribbed  tires  for  the  front  wheels 
and  non-skid  tread  tires  for  the  rear  wheels, 
with  rims  of  the  demountable  straight  side 
type. 

Leatber  cover  protection  for  tiros:  In  flf.  6. 
PAffe  569,  we  illuttrmta  a  tire  proteetor  called 
the  Woodworth  Leather  Treed.  This  cover  is 
mede  of  leether  with  eteel  rivete  which  pees 
through  the  treed.  The  covere  ere  mede  to  St 
over  the  tiro.  They  protect  the  tiro  from  woer 
end  from  ponctoree.  cote  end  bruisee,  or  other 
outside  injuries,  but  ere  not  tuiteble  for  high 
speed  cers. 


Beads  of  tires:  There  are  three  beads.  (1) 
"Plain  clincher''  bead  fig.  2,  page  550, 
which  is  flexible  and  intended  for  one-piece 
clincher  rims.  (2)  Clincher  bead  tire  with 
a  hard  bead  for  use  on  *  *  quick  detachable  *  * 
rims  as  fig.  3,  page  550.  (3)  "straight 
side"  bead  for  use  on  rims  with  a  straight 
side  as  per  fig.  4,  page  550. 

Bins  are  made  with  projections  on  the 
side  to  take  either  the  "clincher"  or 
"straight   side"  bead   tire. 

Clincher  rims  can  be  either  a  'one-piece 
clincher  rim"  as  per  fig.  2,  page  660,  or 
it  can  be  a  "quick  detachable  rim"  where 
one  side  of  rim  is  removable  as  per  fig. 
3,  page  650. 

To  attach  or  detach  a  tire  on  a  one-piece 

clincher   rim   it   is   necessary   to   raise    the 

'  beads    of    the    tire    over    the    rims    as    per 

figs.  1  to  8,  page  558,  and  that  is  why  the 

bead  is  made  flexible. 

To  atach  or  detach  a  clincher  bead  tire 
on  a  quick  detachable  rim  it  is  only  neces- 
sary to  remove  the  "locking  ring"  and 
"clincher  side  ring"  per  fig.  1,  page  555 
and  the  tire  can  be  slipped  on  or  off  with- 
out much  stretching,  therefore  it  is  not  nec- 
essary to  have  a  flexible  bead. 

Therefore  a  flexible  bead  clincher  tire  can 
be  fltted  to  either  a  "one-piece  clincher 
rim"  or  a  "quick  detachable  clincher  rim," 
but  it  would  be  a  difficult  matter  to  stretch 
a  hard  bead  clincher  tire  over  a  "one-piece 
clincher  rim." 


Straight-side  rims  to  take  straight-side 
bead  tires  can  bo  "one-pleco"  rims  as  per 
type  "E,"  page  555,  but  it  must  be  "de- 
mountable" and  "split.':'  That  is,  the 
rim  can  be  removed  from 'the  wheel  by  re- 
moving bolts  on  the  side,  then  rim  with 
tire  on  it  is  removed  from  wheel  and  rim 
which  is  split,  is  then  removed  from  the 
tire,  as  shown  in  figs.  4  and  6,  page  656 
and  fig.  2,  and  1  to  10,  page  557.  The 
type  E  rim  is  very  popular. 

Straight  side  rims  to  take  straight  sido 
bead  tires  can  also  be  "qnlck-deibachable" 
type  of  rims  as  per  type  "C,"  page  665. 
Note  with  this  rim  the  tire  can  be  removed 
from  rim  while  on  wheel,  by  removing  a 
side  ring  as  per  figs.  1  to  3,  page  666  and 
fig.  12,  page  557.  Or  the  rim  with  the 
tire  can  be  demounted  from  wheel  with  tire 
on  it  and  tire  removed  from  rim  as  ex- 
plained on  page  556,  figs.  1  to  3. 

The  nnlversal  rim  is  the  type  of  rim 
which  was  formerly  used  to  a  great  extent. 
This  rim  is  shown  in  type  B,  page  666  and 
was  reversible.  By  having  the  rings  (B) 
as  now  shown  in  illustration,  the  rim  would 
take  a  "straight-side  bead"  tire.  By  re- 
versing this  ring  as  per  ^g,  2,  page  552,  the 
rim  would  take  a  "clincher  bead"  tire. 

Demountable  rims  are  those  rims  which 
are  not  permanently  fastened  to  the  wheel 
and  can  be  removed  with  tire,  usually  by 
loosening  bolts  on  the  side  as  shown  on  page 
656.  See  also  type  A,  B,  C  and  E  rims, 
page  555,  all  of  which  are  demountable. 


continued  on  pege  563. 

••For  hoevy  weether  end  snow  time  there  ie  nothing  oqnel  to  e  good  set  of  chains;  one  on  eeeh  wheel. 
If  only  two  are  used  they  should  be  on  the  rear  wheels.  If  only  one,  it  ehould  bo  on  the  left  reer, 
to  eToid  being  damaged  against  the  curb.  Fasten  them  tightly,  but  not  so  tightly  thet  they  eennot 
ereep.  If  they  are  held  rigidly  in  one  piece  they  weer  into  the  treed  end  ruin  it  (see  pegee  660^  a&a\. 
^The  straight  side  rim  la  the  popnler  rim. 


668 


DYKE'S  INSTRUCTION  NUMBER  FORTY-ONE. 


Fig.    1 — CUncher    tire    on    a 
one  piece  cUncber  rim. 


Fig.    2 — Olincber   tire 
quick  detachable  rim. 


Fig.  8 — Straight  aide  tire  on 
a  QQlck  detachable  rim  where 
the  clincher  part  of  rim  la  re- 
▼ersible— nniTersal  rim. 


n^,  6— Showing  a  tire  liifljitBd  on  a  ijumottntable  rtm, 
carried  on  the  side  of  the  car  or  the  rear,  ready  to  put  in 
the  place  of  a  damaged  tire.     Note,  this  tire  is  inflated. 


t-sruEAOtR 
irvvKUfcaucvi 

O-0U4T  CAP 


Types  of  Tire  Beads. 

Fig.  8 — ^A  clincher  bard,  non-atretchable 
bead  tire  on  a  quick  detachable,  demount- 
able rim. 

Fig.  8A— A  clincher  flexible  bead  tire 
la  Draetically  the  same  tire  except  bead 
ia  flexible  and  is  used  on  the  "one-piece" 
clincher  rim  flg.  1.  (Fg.  £A  not  illus- 
trated.) 

Fig.  9 — ^A  straight  side  bead  tire  on  a 
straight   side,   demountable   rim. 


country   roads   where    there   are   ruts, 


Fig.  4 — ^A  tire  on  a  demonntabla  xlm. 
Note  the  inner  part  of  rim  ia  perma- 
nently attached  to  felloe  ef  wheel.  This 
tire  is  usually  carried  on  rear  of  car  in- 
flated, on  a  spare  rim.  The  damaged  tire 
is  removed  and  the  inflated  tire  and  rim 
is  slipped  over  the  wheel  rim.  The 
straight  side  or  clincher  tire  can  be  de- 
mountable. 


Fig.  7  —  Spare 
emergency  tire  and 
rim  ia  a  type  of  tire 
usually  carried  in- 
flated on  a  special 
rim  which  can  be 
bolted  or  clamped 
to  the  aide  of  the 
damaged  tire.  The 
damaged  tire  ia  not 
removed  until  des- 
tination ia  reached. 
This  principle  is  sel- 
dom used.  Disad- 
vantage is  that  the 
wheels  do  not  trade 
properly  and  on 
this  is  serious. 


A  ftraigbt  aide  baad  tire  with  a  non- 
•kid  tread.  Can  be  either  the  "fabric" 
or  "cord"  type  of  carcass,  as  explained 
on  page   565. 


Fig.  8 — Quick  detachable  clincher  cases  have  non-stretchable 
beads  and  can  only  be  used  on  quick  detachable  clincher  rims 
and  the  split  type  clincher  rims.  This  style  of  tire  should 
always  be  equipped  with  flaps. 

Fig.  8A — Begular  clincher  cases  have  stretchable  or  flex- 
ible beads  and  are  designed  for  use  on  regular  clincher  (one 
piece)  rims;  they  are  sometimes  used  also  on  quick  detach- 
able clincher  rims.  When  used  on  regular  clincher  rims, 
it  is  desirable  for  sizes  including  the  4  incli  and  above, 
to  use  clips  or  stay  bolts  to  hold  beads  securely  in  rim 
clinches,  when  using  regular  clincher  tires  on  quick  detacha- 
ble clincher  rims,  it  is  necessary  to  use  flaps  to  protect  the 
inner  tubes. 

Fig.  9 — Straight  side  or  straight  bead  cases  have  non-stretch 
able  cables  imbedded  in  the  base  and  are  designed  only  for 
quick  detachable  straight  side  rims  and  split  type  of  straight 
side  rims.  This  style  should  always  be  equipped  with  flaps. 
Straight  side  tires  are  aometimes  used  on  quick  detachable 
clincher  rims  having  flilerbeads  fltted  in  clinchea  of  rims. 
This  is  not  to  be  recommended,  however,  as  the  base  width 
of  this  style  of  rim  Is  not  suitable  for  straight  aide  tirea. 


OHABT  NO  280 — ^Binui:     One  piece  Clincher.    Quick  Detachable  Clincher,  Quick  DetaehaUe  D« 
moan  table  dineher,  Beversible  Q.  D.  Bimt.    Straight  Side  Type.    The  Emergency  Tire. 


TIRES  AND  PRESSURE. 


503 


— contioued   from   page    551. 

A  Straight-side  bead  tire  can  be  used  on 
a  *' quick  detacliia)le  clincher  rim"  but  a 
"filler  bead"  should  be  used  to  protect  the 
bead  from  cutting.  A  straight  side  bead 
tire  cannot  be  used,  however  on  a  "one- 
piece  clincher  rim."  A  clincher  bead  tire 
cannot  be  used  on  a  straight-side  rim. 

Spare  Tires. 

A  spare  tire  inflated,  on  a  spare  "de- 
mountable" rim,  which  can  be  a  "  clincher/ ' 
"quick  detachable"  or  "one-piece"  rim, 
can  be  carried  on  rear  or  side  of  car  as  per 
fig.  5,  page  552.  This  rim  can  be  placed 
over  wheel  when  damaged  tire  with  rim  is 
removed. 

A  spare  wheel  with  inflated  tire  can  also 
be  carried  on  car  readj  to  place  on  wheel 
spindle  when  damaged  tire  with  wheel  is 
removed.  This  is  quite  popular  with  wire 
and   disk   wheels. 


A  spare  emergency  tire  with  inflated  tire 
can  also  be  carried  on  car,  which  can  be 
bolted  to  side  of  damaged  tire  as  per  fig.  7, 
page  652,  but  this  method  has  disadvantages 
as  explained  on  page  552,  fig.  7. 

The  straight  side  bead  tire  is  now  tlie 
popular  type  of  bead,  in  fact  the  clincher 
tire  is  now  made  only  in  sizee  of  30x3, 
30x3%  and  31x4.  The  latter  size  being 
an  oversige  for  30x3%,  or  can  be  fitted  to 
30x3%  rims — see  page  555. 

The  Ford  uses  30x3  in  front  and  30x3% 
rear,  plain  clincher  on  one-piece  clincher 
rims  permanently  fitted  to  wheel  on  touring 
car  and  roadster.  On  the  Ford  Sedan  and 
Coupelet,  also  Maxwell,  Chevrolet  and  Over- 
land Model  Four,  the  30x3%  tire  on  "one- 
piece  clincher  rims"  but  with  the  "de- 
mountable" feature  is  employed. 


fProper  Air  Pressure. 


There  are  four  wayi  in  which  you  can  save 
on  tire  bUle;  first,  by  keeping  the  tires  At  all 
times  well  inflated;  second,  by  using  your  brakes 
with  cantion;  third,  by  not  overloading  the  ear; 
fourth  by  repairing  small  cuts  in  the  tread  as  they 
appear  and  being  sure  wheels  are  in  alignment. 

More  than  three-fonrths  of  aU  tire  tronbla  is 
eansed  by  under-lnilation.  A  soft  tire  by  having 
its  sides  bent  at  a  sharp  angle,  will  soon  have 
its  fabric  loosened  from  the  rubber,  with  con- 
sequent liability  of  an  early  rupture.  Besides,  a 
hard  tire  presents  less  surface  to  the  road  and  is 
therefore  less  likely  to  suffer  cuts  and  punctures. 

One  manofactnrar  gives  the  following  role  for 
tnilation  of  tires.  The  pressure  of  air  to  be  car- 
ried is  about  18  pounds  per  inch  (cross  section) ; 
for  instance,  a  8-inch  tire  ought  to  have  64 
pounds  and  a  8% -inch,  68  pounds,  and  so  on. 
The  pressure  can  be  accurately  tested  with  a 
pressure  gauge,  a  goad  form  being  shown  in 
chart  288. 

Another  manufacturer  gives  this  schedule  aa 
per  chart  236-A.  In  addition,  the  wheel  load 
each  sise  of  tire  is  supposed  to  carry  and  how 
to  figure  the  wheel  load  is  given. 

The  most  important  thing  to  fix  in  mind  on  the 
subject,  is  that  load  as  well  as  inflation,  must  be 
considered  to  get  good  results.  These  two  fac- 
tors are  interdependent.  You  cannot  consider 
one  properly  without  regarding  the  other. 

If  you  increase  the  load  imposed  on  a  given 
tire  you  must  increase  the  inflation  pressure — and 
vice  versa — if  you  are  to  maintain  this  proper 
degree   of  flattening. 

From  this  it  will  be  seen  that  there  is  no  fljced  ' 
pressure  than  can  be  set  as  standard  for  any  size 
of  tire  regardless  of  load. 

That  the  inflation  pressure  should  vary  in  tires 
of  a  given  size  according  to  the  load  they  are 
obiged  to  carry,  is  obvious  when  you  consider, 
for  instance,  a  4-inch  tire  used  on  a  heavy  tour- 
ing car  and  another  4-inch  tire  used  on  a  light 
roadster.  Obviously  the  weight  on  the  former 
is  a  groat  deal  more  than  that  on  the  latter,  so 
that  the  former  tire  will  be  flattened  or  distorted 
a  great  deal  more,  providing  tiro  pressure  is  the 
same.  In  order  to  prevent  this  flattenini;  from 
becoming  abnormal  and  in  that  way  affecting  the 
tire  detrimentally,  it  will  be  nfcfssary  to  main- 
tain a  higher  inflation  pressure  in  the  touring 
car  than  used  in  the  tires  on  the  light  roadster. 

If  the  tire  is  inflated  so  that  it  docs  not  flat- 
ten at  all  under  the  load  more  service  will  prob- 
ably be  received  from  It.  However,  this  will 
cause  the  car  to  ride  harder. 

If  the  tire  is  underinflated,  that  is.  if  the 
amount  of  air  allowK  too  f;ri-ut  a  degree  of  flat- 
tening, the  constant  distortion   at  its  ]>oint  of  con- 


tact with  the  ground  as  the  wheel  revolves,  will 
generate  heat  in  the  side  walls  of  the  tire.  Thia 
heat  destroys  the  rubber  between  the  individual 
plies  of  fabric  and  tends  to  separate  them.  Sep- 
aration of  thia  kind  weakens  the  tire  ao  it  la 
not  long  able  to  stand  up  under  ordinary  road 
conditions. 

To  Qet  Better  Onahloning;  Change 
to  OTeraiae. 

If  it  ia  desired  to  increaae  the  dnrabillty  or 
mileage  from  the  tirea,  the  inflation  presrare 
ahoold  be  increased.  In  extreme  eases  where 
better  enahioning  effect  is  desired  this  can  he 
done  by  decreasiiig  the  inflation  pressnre.  How- 
ever, that  ia  bound  to  cut  down  the  mUeage  re- 
ceived from  the  tire.  The  best  way  to  get  better 
enahioning  is  to  change  to  oversise  tires  because 
in  that  case  a  lower  inflation  pressure  can  be 
used.     For  instance: 

Suppose  that  a  4-inch  tire  carrying  a  weight  of 
1,000  pounds  per  wheel  should  according  to  the 
scale,  be  inflated  to  80  pounda.  If  the 
motorist  found  he  wished  easier  riding,  the  beat 
thing  he  could  do  would  be  to  change  over  to 
4  H -inch  tires,  which  with  a  load  of  1,000  pounda 
would  need  to  be  inflated  to  only  aboat  70  pounds. 

The  big  thing  to  remember  in  connection  with 
proper  inflation  in  tires,  is  that  it  Is  underinfla- 
tion  and  not  overinflation  that  ought  to  be  guarded 
against. 

Inflation  Pressure  During  Hot  Weather. 

The  subject  of  whether  or  not  inflation  prea- 
sure  in  tires  should  be  reduced-  in  hot  weather 
is  a  very  interesting  one.  because  it  is  generally 
supposed  the  pressure  should  be  reduced  in  the 
summer  time. 

In  a  test  made  with  a  33  by  4  tire  on  the 
hottest  day  ever  recorded  here  in  June,  we  found 
that  although  driven  at  excessive  rates  of  speed, 
the  increase  in  inflation  pressure  amounted  to 
only  4  pounds,  which  of  course,  is  negligible, 
because  many  times  4  pounds  would  not  cauae 
the   tire  to  blow   out. 

Tire  gauges  are  shown  on  page  568. 

Air  Compressors. 

Hand  tire  pumps  are  made  in  single  and  double 
acting,  the  most  satisfactory  type  is  the  double 
acting,   as   shown   in   fig.   4,   chart  237. 

Power  pumps  or  air  compressors  are  driven 
in  various  ways;  the  spark  or  impulse  pump; 
friction  wheel,  the  belt  or  gear  driven  and  electrie 
motor  driven  pump.  Modern  cars  are  equipped 
with  small  air  compressor  driven  from  the  engine. 

Air   compressors   for   garage  nse   are  described 

under  "Equipment  for  the  garage."  See  chart 
237-B   for  air  compressors. 


"fOord  tires  per   paire   ')^i)   require  slightly  less  air   pressure   than    "fabric" 


tires. 


6B4 


DYKE'S  INSTEUCTION  NUMBER  POETY-ONB. 


CUNCHER  RIM  MEASUREMENTS 


STAHBABDO^ 


Illlld«DiMB.€r 

Riiitffflr 
WoodWhiMla 


20.834* 

21.834' 

23.834' 

26.834' 

28.834' 

30.834' 

19.834* 

21.834' 

23.834' 

26.834' 

27.834' 

29.834' 

201' 

21  ' 

23  ' 

26  ' 

28^ 

30  ' 

19' 

21  ' 

23' 

26' 


Dltfn.of  Rfaaat 
Wood  and  Wfa« 


21 
22 
24 
27 
29 
81 
20 
22 
24 
26 
28 
30 
21 
22 
24 
27 
29 
31 
20 
22 
24 
26 


34x  3 
36x8 
28x34 
aOxS^r 
32  x3r 
34x»r 
36x8, 
30x  4 
32x  4 
34x  4 
36x4 
28x44 
80  X  4r 
32x  4ir 
34x4r 
36  X  4r 
28x  6 
30x  6 
32  X  6 
34x  6 
36x  6 
40  X  6 


lMid«Dha.oC 


WoodWbMli 


a7f 

29* 

20  4' 

22  • 
24' 
26  • 
28    • 

21  ' 

23  ' 

26  ' 

27  • 

18  • 

20  ' 

22  f' 

24  r 
26  r 
17  r 

19  ' 

21  ' 
33  • 
26  ' 
29ft' 


%. 


28 
80 
21 
23 
26 
27 
29 
22 
24 
26 
28 
19 
21 
'23 
26 
27 
18 
20 
22 
24 
26 
30 


atandaxd      lUdt  to  HI 


S8xt% 

30x8% 

SlxSH 

88x8% 

85x8% 

87x8% 

81x4 

88x4 

86x4 

87x4 

88x4% 

86x4% 

87x4% 

86x6 

87x6 

80x5 


Tin  SIMS 
38x8  takes.. 
88x8  takes. . 
80x8  takes. . 
86x8  takes. . 
83x8  takee. . 
84x8  takes. . 
86x8  takes.. 
80x8%  takes.. 
83x8%  takes.. 
84x8%  takes.. 
86x8%  takes.. 
88x4  takes.. 
84x4  takes. . 
86x4  takes. . 
84x4%  takes.. 
86x4%   takes.. 

88x4%   takes 

40x4%   takes....    41x6 

42x4%   tafles 48x6 

86x5       takee 87x5% 

86x5%   takee....    87x6 

88x5%    takee 89x6 

40x5%   takes 41x6 


llbtetba»ths28siid80x2iTiress>eiiuKleiBterchsngftshlewithth6  28snd80x8T^ 

The  sboTe  table  giTBu  the  elincber  rim  inside  messarement,  useful  for 
tttlng  rims  ta  whsels. 

AIR  PRESSURES  AND  CARRYING  CAPACITIES  OF  PNEUMATIC  TIRES 

(Par  WhMl— Car  EmpCy) 


Air  ^ 

Pm*r«    ReM        Front 
»iy..«01b«.    350 Ibc    4Mlb«. 


Msi"..  70lba.  65011m. 

Slrt". .      ••  676  - 

»2«4". .      "  600  •• 

33x3". .      ••  «»  - 

34x4". .      -  660  " 


700  Iba. 
726  •• 
760" 
775  •• 
800 


36«4" 
3«i4" 
37e4" 
38x4" 
40x4" 
42x4" 


Air 

Prea'ra  Rear  Front 

.  70  Iba.  675  Iba.  826  Iba. 

700  "  850  •• 

"    726  "  876  " 

.   "    760  ••  900  " 

800  "  050  " 

860  ••  ]000  - 


32x4H"  80  Iba  800  Iba.  1000  Iba. 


33x4H" 

34X4H" 

35X4H" 

3ex4H" 

,  37x48" 

'  38X4H'' 

I  40x4  H" 

:  42X4H" 


-  lOSO  • 

900  ••  1100  • 

960  "  1150  * 

1000  "  1200  • 

1050  "  1360  * 

1100  '*  1300  * 

1200  "  1400  • 

1300  ••  1500  • 


Air 
Praa*!*  Raw   Front 

9»Mir. .  90  Iba.  960  Iba.  1300  Iba. 

34x6^. .   "   1000  "  1260  " 

36x6^. .   ••   1050  "  1300  - 

36x6^. .   •*   1100  "  1360  - 

37x6"..   ••   1150  ••  1400" 

38x6". .   ••   1300  "  1460  " 

39x6". .   "   1260  "  1500  " 

41x6". .   "   1350  "  1600  " 

43x6". .   "   1450  ••  1700  •• 

36X6H''  06  Iba.  1260  Iba.  1600  Iba 

37X6H''   "   1300  "  1660  " 

88x6H"   "   1360  "  1600  " 

40x6U"   -   1450  -  1700  - 

Z7ttr   100  Iba.  1860  ••  1600  " 

39x6^    -   1450  ••  1700  " 

41x6"    "   1660  "  1800  " 


•METBIO  TZBB8  AVD 

EQX7ZVAX£HT8. 

Kama 

SSXM 

"   In  iDCkM 

tftOf  6f 

36i3H 

teos  es 

SRxSH 

TSOk  6S 

so>aH 

«oo«  e» 

82x3  H 

BSOi  t6 

34iSfi 

MOx  6S 

TOOz  85 

2BB2H 

.7501  85 

30x2  « 

800t  85 

83x2% 

IM«  S6 

24x3  U 

7«0«  06 

20>2H 

810«  M 

33x9  H 

840a  80 

32x3  H 

8T0I  80 

34x3H 

0IO«    00 

3««3  4 

06Ox  00 

3iiiSH 

tOlOv  00 

40x3  H 

aisxios 

33M 

•TSiIOS 

3«t4 

OlSalOS 

36x4 

920V130 

23x4  H—S 

650* 1«0 

22x4  H— 4 

34x4  H—S 

ASOsiaO 

OSOittO 

3«X4H>S 

10201130 

40X4  H— 5 

1080b ISO 

4««4H— J 

fThe  pressure  to  be  csrrled  In  tires  sod  the  wheelp 

id  thst  the  different  sizes  sre  intended  to  carry  is 
shown  sbove. 

To  find  the  wheel  losd  for  any  pirticnlnr  car:  First, 
II  is  nseesssry  to  know  the  weight  of  the  ear,  with  all 
11m  psssenfers  and  accessories,  water  and  gasoline  tanks 
flDed  and  on  board.  After  weighing  the  whole  ear. 
weigh  back  of  car.  To  do  this,  the  middle  of  the  step 
of  the  ear  should  be  over  the  edge  of  the  platform 
sesl^— if  a  regular  wagon  scale  is  not  available. 

Weigh  the  front  of  the  car  in  the  same  way,  the 
■Iddle  of  the  step  being  over  the  other  end  of  the 
^tform.  If  this  has  been  carefully  done,  the  last  two 
wvij^ts  added  together  should  give  within  twenty 
ponnds  of  the  total  weight  of  the  car  when  weighed 
emnplete.  Of  course  the  wheel  loads  are  one-half  of 
the  respective  axle  loads  as  found  in  this  way.  In 
this  way  you  can  see  if  your  car  is  tired  properly  by 
referring  to  the  scale  showing  the  sise  of  tire  to  use. 

Orerslse  tires:  All  tire  makers  sgrse  that  a  larger 
aiss  tire,  glying  a  larger  air  enshion.  Is  better  than  a 
OMlIsr  tire  with  a  smaller  air  cushion.  If  you  think 
your  tires  are  too  small,  place  a  larger  sise  tire  on  the 
rlBL     (See  list  above  "Standard  Oversise  Tires.*') 

Ton  can  figure  the  overslxe  tire  yonr  rlm  will  take  by 
adding  one-half  inch  to  the  cross-section  and  one  inch 
to  the  diameter.  For  instance,  suppose  your  present 
tire  is  a  82x8  %  ;  by  adding  one  inch  to  the  diameter 
we  have  88  and  adding  one*half  inch  to  the  cross-sec- 
tion we  have  4,  therefore  a  82x3  H  rim  will  take  an 
OTorsise  tire  83x4. 

Transposing  tires:  Ruts,  curbings  and  similar  tire 
desteoyers  may  wear  the  outer  wall  of  a  casing  nearly 
to  the  fabric,  but  if  the  tire  is  reversed,  and  that  side 
whieh  has  been  exposed  and  most  worn  placed  nearest 
Iko    ear.    it    will    still    be    serviceable. 


As  the  rear  tires  sustain  more  than  half  the  burden 
in  every  movement  of  the  car,  they  will  wear  more 
rapidly  than  the  front  tires;  the^  also  have  to  bear 
the  traction  strain,  that  of  carrying  the  ear  forward, 
and  for  these  reasons  they  are  subject  to  more  wear 
than  the  front  tires.  Furthermore  whenever  the  car  ii 
stalled  in  a  mud  hole,  the  rear  wheels  revolve  a  great 
many  times  without  the  front  ones  moving. 

Many  motorists  follow  the  practice  of  nsing  repaired 
tires  on  the  front  wheels  and  new  ones  on  the  rear 
wheels.  Increased  service  can  also  be  had  by  trans- 
posing tires.  In  ordini^ry  wear  it  is  usually  true  that 
tires  on  the  right  side  become  worn  more  quickly 
than  those  on  the  left.  This  is  due  to  their  being  mn 
into  ruts  and  stones,  when  the  car  is  turned  out  of  the 
traveled  roadway,  and  because  the  tires  of  the  right 
side  suffer  most  from  curbings  and  the  like  as  the 
driver  uses  the  right  side  of  the  street,  thev  also  carry 
more  than  half  of  the  weight  when  the  car  leans,  which 
it  does  mostly  on  the  right  side. 

The  right  rear  tire  wears  faster  because  of  the  curve 
of  the  streets  and  roads.  The  weight  being  more  oo 
the  incline   is  probably   tho   cause. 

S.  A.  B.  STANDARD  SIZKS  OP  PHKOMATIC  nUS  VOk 
PLEASURI  CAK8 

tvcn  T.K  OJd  Of 

5>i?^  II  t  Ovtnut 

RimSir«       r-:.'.u:A.  f,r?n  Tire.  tf*»           Tm  Smi 

•>'■  I  c^<n*uRM:n          I>aaittar 

I-  -.-...•-,-  ^  .«i]v) 

M«4  ar 

«t«»>  36* 

"»J  25* 

«'*.<  2r 


See  bottom  of  page  5r>5  for  change  of  tire 


K^\ 

SlH> 

U>i.lij 

Su  1 

\i\l  ' 

.»:.i 

W«4 

.(4t4ij 

.M%t 

^t,^,^\ 

yt\^ 

V.»i 

j*»»'. 

.«»\ 

CBABT  NO.  286-A— Useful  Information  SeUtdng  to  Tlrea. 


^WfgurM  in  l§t  eohimn  represent  milli-meters. 
to  bB  carried  In  cord  tires. 


See  page  541  for  explanation  of  milli-mi'tors.     tSee  page  559  fer 


DEMOUNTABLE  BIMS. 


605 


TfpmA 

Typa  A  —  Firestone  Blm. 
Quick  detochftble  And  de- 
mountable. This  rim  tokes  a 
XUin  "clincher"  or  m  "quick 
etackable  clincher"  tire. 
Tire  can  be  removed  without 
removing  rim.  or  the  rim  and 
tire  can  be  demounted. 


TjrpeB 


Type  B  —  Fireetone  Blm. 
la  also  a  quick  detachable, 
demountable  rim,  but  the  side 
ring  (B)  can  be  reTersed  for 
use  with  any  straight  side  or 
Q.  D.  tire.  Therefore  this  rim 
will'  Uke  a  plain  "clincher" 
or  "qnick  detachable  clincher" 
or  "ttrmlght  side"  tire.  By 
removing  the  clamp  the  rim 
with  tire  is  demountable.  This 
is   called   the   universal   rim. 


Qnick  detachable,  demount- 
Able  for  nse  with  any  standard 
"•kntffht  ild«"  tire.  This 
la  a  qnick  detochable  rim  with 
demountable  features.  See  page 
656.- 


Type  B — ^Firestone  Bim.  A 
demountable  one-piece  rim  for 
straight  side  tires.  It  is  a 
split  rim,  SM  figs.  4  and  5. 
chart  386B. 


VALVt 
fikCIVi 


CkAI^P  BRACKET 


Figure  1 


The  TalTO  sleare  can  best  be  explained  from  the  instructions  given 
by  a  prominent  tire  manufacturer  as  follows: 

Be  sure  thAt  valve  sleeve,  sent  out  with  every  set  of  Firestone 
dflonountable  rims,  is  being  used.  This  l!(  an  important  feature  of 
this  rim  as  it  serves  to  hold  steel  valve  spreader  securely  in  pUoe, 
making  it  impossible  to  thro<w  a  tire  even  when  deflated,  prevents 
moisture  from  working  into  the  tire  around  the  valve  stem,  and  the 
dust  cap  need  not  be  removed  when  the  rim  is  mounted  or  demounted. 

*Qiilck  DetachaUo  Binifl. 

Type  A — ^Firestons  Qnick  DetaeliaUs,  Demonntnlito  Bim:  A — ^Bim 
Base.  B — Side  Ring.  0 — Looking  Ring.  D — Olamping  Ring.  B — 
Olamp.     F — Olamp  Bracket.     G — ^Felloe  Band.     H — ^Belt   Washer. 

Typs  B — ^Firestone  Qnick  DstachAble  BsrersiUe  Demoimtftble 
Bim.  A — Rim  Base.  B — Reversihle  Side  Rins.  0 — Locking  Ring. 
D — Clamping  Ring.  B — Olamp.  F — Olamp  Bracket.  O — Felloe  Band. 
H — Bolt  Washer. 

Type  0 — ^Firestons  Quick  DstachAbls  Demoutaltls  Bim:  A — ^Bim 
Base.  B — Side  Ring.  0 — Locking  Ring.  D — Olamping  Ring.  B — 
Olamp.     F — Olamp  Bracket      O — Felloe  Band.     H — ^Bolt  Washer. 

Typs  B— Firsstons  Dsowniitobls  flUUi  Bim:  A— Straight  Side  BpUt 
Rim  Base.     Z> — Olamping  Ring.     B — Olamp.     F — Olamp  Bracket. 
Felloe  Band.     H — ^Bolt  Washer. 


80x3  H 

81x4 

82x8  V& 

88x4 

82x4 

82x4  V& 

88|:4H 

84x4  V& 

88x5 

85x5 


Staxidard  SIjem  of 
After  Not. 

clincher 
clincher 

straight  side 

straight  side 

straight  side 

straight  side 

straight  side 

straight  side 

straight  side 

straight  side 


AboTe  axe  made  in  fabric 
constmction  in  "plain"  and 
"non-skid"  tread.  ICade  in 
cord  constmction  in  "ribbed" 
and   "non-skid"  tread. 

Sizes  To  Bo  Discontinaed 
Not.  1,  1920. 


80x8 
31x3H 
34x4 
35x4  H 
36x4  H 
37x5 


clincher 
clincher 
straight  side 
straight  side 
straight  side 
straight  side 


Fn0iimatic  Tiree 
1,    1920. 


OrwBlies. 

31x4  is  oversise  for  a  30x8  V& ; 
33x4  for  82x8  V&;  88x4 V^  for 
82x4;  84x4 V^  for  88x4;  S8x6 
for  82x4  V&;  86x6  for  84x4  H. 
See  page  654,  bow  to  figure 
oversise  tiree. 

Pneumatic  Track  Tiree. 

86x6 
88x7 
40x8 
42x9 
44x10 

AboTe  made  in  straight  side, 
non-skid  of  cord  construction 
only. 


OHABT  NO.  286-AA— Examples  of  Quick  Detadiable  DeoKnmtable  Type  of  Bims  (Firestone)  on 
^rpe  Ay  B,  C  and  E  Bims. 

ilde  rim  is  the  popular  xlm. 


666 


DYKE'S  INSTRUCTION  NUMBER  FORTY-ONE. 


Fl6. 1  '  TO  oenOOWT  T|S£  bHtf  l^iM 
LOOSEN  SlOe  CVAr-»P"fw»TM  SOCKET 


FiGe-DEMOUriTmG  rim.tire  aho 
ALL  FROn  WHEEL 


FIG  3  TO  RErtOVt  TIRE  FROM  RIM 
PRY  OFF   LjOCHIHG  KING  C 


Demoiintiiig  and  Mountiiig  Q.  D.  Tins 
Side  Blng  Type. 

To  dflmoimt  tha  rim  ftom  tlis  wlieol  (applying  to  typo  A,  B  aad 
O) :  Jack  up  wheel  and  loosen  elampg  (B)  neinf  tho  oodcit 
wrench  (W)  which  aceompAnieg  each  set  of  rime.  Slide  eoch  eUmp 
down  M  far  as  it  will  go  (fig  1),  then  tighten  nnt  snifieiantlr  t» 
hold  clnmp  in  that  position. 

The  socket  wrench  supplied  may  be  operated  with  one  hand 
while  the  other  hand  is  employed  to  steady  wheel.     Seo  fig.  1. 

When  all  clamps  have  been  freed,  turn  the  wheel  so  that  the 
Talve  stem  is  at  top,  then  swing  out  lower  side  of  rim  (flg.  2)  and  lift 
rim,  tire  and  all,  off  the  wheel.  I 

The  TaWe  hole  in  felloe  is  tapered  so  this  can  be  done  withost 
straining  the  valre  stem.  Note — It  is  not  necessary  to  remove  dnst 
ea|>  when  demounting  rim.  Dust  cap  should  always  be  kept  screwed 
tightly  against  the  valve  sleeve,  except  when  detaching  the  tire  froa 
ita  rim. 

To  mount  the  spare  rim  with  inflated  tiro  (applying  to  riisi 
A,   B   and  O.).     Having  taken   clamping  ring  from   rim   just   removed, 

glace  in  same  position   (with  point  toward  inside)   in  spare  rim  carry* 
ig  inflated  tire. 

Turn  the  wheel  so  that  the  valve  hole  in  felloe  is  at  the  top; 
insert  valve  stem  (with  dust  cap  and  valve  sleeve  already  on  same) 
through  hole  and  swing  the  lower  part  of  rim  snugly  into  place. 
Ends  of  clamping  ring  should  come  under  one  of  the  clamps. 

Restore  each  clamp  in  turn  to  its  original  position,  over-lap- 
ping the  clamping  ring,  giving  the  respective  nuts  one  or  two  turss 
with  the  wrench  to  hold  the  clamp  fairly  tight.  Then  continue  aroud 
the  wheel  again,  tightening  down  all  nuts  and  clamps  firmly. 

To  apply  the  tire  to  A,  B  or  O  rims:  Place  the  alightly  in- 
flated inner  tube  in  the  casing,  using  plenty  of  soapstone  or  talc, 
and  set  easing  back  on  rim. 

Put  on  the  clincher  side  ring.  Apply  locking  ring  by  engagiaiff  | 
the  Bin  in  notch  in  edge  of  rim  and  then  force  the  locking  ring  1 
into  its  groove  around  the  wheel.     Inflate  tire  to  proper  preeenre. 

Screw  dust  cap  on  tight  against  valve  sleeve.  I 

The  spreader  is  held  in  position  in  the  base  of  the  tire  by  | 
the  preBrare  of  icrew  duit  <;ap  against  valve  sleeve.  No  lockfAg  | 
nut  or  other  device  li  DflceBftary.  i 


FIG  4 -TO  f^EMOVe   TiRr  FROM 

■^PC'V^^iMS  wi'^HOUT  h\B 
OP   OPE  RANTING  TOOL 


To    r«raov«  tiie    from    types    A,    B    or    0    rims:       Remove    dnst 

cap    and    aUovr  lh&    ^r    to    eacape.       Push    the    valve    stem    up    ints 

thi3    tire   ai    far  a*    it    will    go,    thereby   releasing    the    pressure   of  the 

spreader  Inilde, 

iQAcrt  point  of  screw- driver  between  side  ring  (B)  and  locking 
ring  (O),  flg,  3).  Prjr  downward,  causing  an  opening  between  the  two 
i-lDfS.  Drop  a  cota  or  other  convenient  piece  of  metal  into  this  omu- 
ing  and  hold  op  en  log  thus  isiQed.  Pry  downward  with  aerew-drtver. 
which  will  remote  lock  log  ring  (0).  Bead  ring  and  tire  may  now  be 
r«mored  Irom  rim.  Note  valve  sleeve  will  remain  in  valve  hole  of  rla 
or  felloe. 

Demounting  sind  Applying;  Split  Blm  (Type  E). ' 

The  type  E  rtm.  figs.  4  and  5.  are  the  split  type.  To  reaseve. 
loosen   clamp   bolti. 

To  remove  Ui^e  from  type  "E**  Firestone  rims  witliovi  aid  ef 
operating  tool:  Be  aurp  cam  button  lock  (T)  is  unlocked.  This  typ» 
of  rim  ii  aplil  (at  U}  and  a  button  which  is  slotted  and  on  tbr 
inQ^r  iide  of  ring  is  operated  with  a  screw  driver.  To  prepare  rl» 
fo2-  removiDg  tire,  tnm  button  >o  flat  edge  (not  8hown).U  parallel  witk 
end  of  latch.  QtMp  tir&  in  both  hands  and  strike  flrmly  on  ground 
at  a  point  indicated  by  S>  cHUilng  rim  to  collapae,  aa  indicated  to  eel 

Then  turn  tire  half  way  around  te 
position  as  shown  in  flg.  4.  Throw 
your  weight  onto  rim,  and  tire  may 
be  pulled  off  with  hands.  Or  tassrt 
screw  driver,  or  similar  tool,  under 
both  beads,  and  tire  may  be  pried 
off  with  ease. 

To  apply  tire  on  tjpo  B  rim,  wtft- 
out  rim  tool:  After  collapeing  tbf 
rim  in  manner  of  flg.  4,  lay  run  ee 
ground,  insert  valve  stem  in  bole  is 
rim.  stand  on  beada  of  tire  aad 
"walk"  aame  over  flange  of  ria. 
working  to  the  right  from  valva 
around  rim.     Note  flg.  5. 

F!&5-TO  APPlV  TfRF  TO  TYPE 
E"  RtM  V^ITHOOT  RiM  TOOL 


CdlABT  110.  236-B— Demounting  Blm,  Mounting  Spare  Tire,  Applying  Tire  to  Blm — of  Type  A,  B, 
Jmf  O  Flreistone  Bim  as  an  Example.    Demounting  Tjrpe  £  Rim. 


BIMS. 


667 


Fic.  12.  Side  rinr  tjpe  of  Q.  D. 
rim.  B — is  the  endlett  ring.  0 — ii  the 
oth«r. 


The  Split  Bim. 

In  flff.  2  A  split  rim  is  shown  with  «  loekinff  Urir  O. 
The  rim  is  called  a  split  rim  because  it  is  not  endlost  but 
is  eat  through  on  one  side.  When  rim  is  remored  the  loekteg 
lever  (O)  is  thrown  to  one  side  as  at  (D).  Tho  rim  !• 
then  pried  ont  or  lapped  (E)  and  tire  pnlled  off. 

When  rim  is  put  back  in  place  the  lever  O  is  put  in 
place  as  at  (B).  The  type  E  rim  chart  286-B  is  of  the 
split  type  but  has  a  different  locking  device. 

Another  type  of  split  rim  is  shown  below  in  flguret  1 
to  10  and  is  similar  but  a  different  locking  prineiple.  We 
will  use  this  type  below  to  explain  how  the  rim  and  tiro 
is  demounted;  how  tire  is  removed  from  rim  and  how  re- 
placed. The  procedure  is  very  similar  on  all  types  of  split 
rims. 

Tke  Baker  botted-on  type  split  rim — used  on  the  Buiek 
as  example,  see  figures  1   to  10. 

The  demountable  rims  supplied  with  Buick  cars  are  known 
as  the  Baker  boIted-on«  type  and  may  be  removed  from  the 
wheel  with  the  tire.     The  operation  is  as  follows: 

To  demount  rim  and  tire:  With  the  brace  wrench,  loosoa 
all  bolts  about  %,  inch,  (flg.  1)  except  the  ones  on  each  side 
of  the  valve  stem.  Insert  screw  driver  at  right  hand 
side  of  wedge,  between  rim  and  wheel  (fig.  2),  and  strike 
handle  of  screw  driver  to  free  the  wedge.  When  free,  torn 
wedge  around,  (flg.  8),  and  tighten  bolt  to  hold  wedgo  in 
this  position  so  it  a.  Ill  not  interfere  with  rim  while  dis* 
mounting. 

To  tako  rim  out  of  tiro,  lay  rim  and  tire  flat  (flg.  4), 
so  that  the  end  of  the  cut  in  rim  farthest  from  the  valve 
stem  is  up.  Remove  anchor  plate  and  beginning  st  end 
of  rim  which  does  not  have  the  valve  stem,  insert  sharp 
end  of  tire  tool  under  bead  of  tire.  Force  down  end  of  tiro 
tool  in  hand  (flg.  5),  until  end  of  rim  is  out  of  tire. 
This  will  bring  the  two  short  sides  of  the  rim  together, 
thus  reducing  its  circumference.  Repeat  oi>eration,  at  neoes- 
sary,  to  free  rim.  Next,  turn  rim  and  tire  completely  over 
(flg.  6),  and  force  tire  tool  between  both  beads  of  tire  and 
rim,  then  holding  tire  with  the  foot  (flg.  7).  grasp  free 
end  of  rim  and  pull  it  out  of  the  tire. 

To  replace  tiro  on  rim,  lay  rim  flat  on  the  ground  with  tiro 
on  top  (flg.  8).  Raise  end  of  rim  which  is  drilled  for  tho 
valve  stem,  and  after  valve  stem  has  been  inserted,  pat 
both  beads  of  tire  entirely  into  the  end  of  rim  that  liAi 
been  raised,  making  sure  that  other  end  of  rim  is  under 
both  beads  of  the  tire.  After  tho  beads  of  the  tire  have 
been  properly  started,  insert  them  all  the  way  around,  leav- 
ing other  end  of  rim  to  be  put  in  last.  If  the  tiro  is  too  stiff 
to  force  on  by  hand,  use  tool,  flg.  9.  Add  anchor  plate  and 
valve  cap  after  inflating  (flg.  10).  • 

Demounting  Side  Ring  Type. 

Fig.  12 — This  type  of  rim  Is  tho  side  ring  typo  of  qidek- 
detachable  demonntable  rim,  similar  to  flg.  8  chart  28e-B. 
The  illustration  shows  the  locking  ring  (0)  and  side  ring 
(B)  removed  and  tire  ready  to  be  removed  from  rim,  see 
also  chart  236-AA. 

When  replacing,  push  the  casing  back  as  far  as  it  will 
go;  replace  the  side  ring  (B)  and  finally  the  locking  ring 
(0).  by  first  inserting  the  stud  of  the  latter  in  the  hole  and 
working  the  ring  all  around  into  the  groove. 

Tho  locking  ring  Is  Inserted  most  oasilj  while  the  tmtimg 
is  being  poshed  back  as  much  as  possible.  When  this  la 
done  in  the  proper  manner  it  is  not  necessary  to  m^  a 
hammer  in  order  to  seat  the  ring  into  its  groove. 


OHABT  KO.  286-0~Tlie  *'Stanweld"  Blm.  Tho  Quick  Detaduible  Type  of  Bim  with  a  Lodkinc 
Bing.  The  *  *  split ' '  rim  must  be  removed  from  wheel  to  remove  tire.  In  type  shown  bi  flg. 
12,  called  the  ''side  ring"  type,  the  tire  can  be  removed  with  rim  on  wheel,  or  demounted. 


DYKE'S  INSTEUCTION  NUMBER  FORTY-ONE. 


Fig.  2  —  Showi  tow  tta 
y»lT«  Cftp  B  Is  rvreiMd 
to  unscrew  the  inner 
▼idre  (A)  when  tube  fg 
to  be  deflated. 


Tig.  3-A — BepUeinf  Inner  tube. 


Wrt    iu|    *•!♦    •«€»<»•    t«*i  Ik*  ^«  «f  UM  ri«.  9ftiml  »«  T**  kaad  U  *mU  b   M»l<t 

i^wr   14  P'tali^l  cat  of  U*  urn  ,i,  ^j^  b«4:w«««  fla  m4  lr*»f  d«^»»     Mtel4>    ftf     ll»* 

ma     ID*    thr.    )M«T4    lAMrtoJ-  T»4»  »Mli  fMkH  i«  tfuu«*  I*  tM    5«»»f   h.ia»    la    p^Hm 

Y«r<M»  fmai  flf  IcTwi  •»  «%-  »fci    !*>»,    i "'      -  '     -     ' —-• * 


«a«l  Mm  •d|«  af  c«<l>«r  t««l  Uiim  U* 


■r  T^to       n 

Tty    Ur*    T*»    In***-    Ivlw    kM     

•akliif  e»r«  to  *»4«r»l*l|i  lateta  tab* 
Krfa*»  ifpimrimt  la  aartt 


t^H^ 


whUS 


■  Th^    Mlu    ka    pl»M*, 

_j  |ilar«,   •»  aiiiv 

(■•kvilM^a    M  aaf   pwd    Tlka   i 


**aMat        tf    «»«IU    vlU    lk»     tfHf     faaal 
■«uM#4  r«bti>r  h**4t  kw    rt«.    u4    r«a    i 

a«»  |lk«lr  la  meev. 


Fig.    4A. 


Above  illuitretioQs  thow  how 
to  remove  ead  eUach  e  tire  on 
A  '*ooe-piece*'  clincher  rim. 


Fig.  2-A^tLemQv'mg  innec  imh^ 
trom  tire. 

To  Bemove  an  Inner  Tub«. 

Jftck  op  wheel.  Remove  the  velre 
etp  Aod  iniide  valve  by  revereiof  the 
oep  head  and  uomcrewinf  it  ea  abowo 
iOi  flf.  2.  Kemove  lock  nut  on  valve 
stem   (see  (H)   H-  0>  chart  235). 

Push  edge  of  eaaing  from  under  the 
lip  of  rim  with  tire  tool  ae  ibow]! 
in  fig.  I.  Pry  off  aa  in  fig.  9 
aod  3.  Thii  operation  moat  be  re- 
peated all  arouod  the  tire  nntil  the 
outer  bead  Is  loosened.  The  inner 
tube  can  then  be  removed  and  outer 
casing  slipped  off. 

When  taking  an  Inner  tube  out  of 
tlra^  turn  the  wheel  until  tha  valve 
stem  is  at  the  bottom,  ab  in  0g,  S-A, 
remove  the  tube,   beginning  at   top. 

Always  make  it  a  point  to  nin 
^aur  hand  around  Inner  tube  In  the 
ouing  until  you  detect  the  eaua«  of 
the  f>iincture,  bfcaune  very  often  the 
offending  object  ia  hidden  in  tire  and 
cannot  ha  seen   or  felt  from  ootaide. 

Replacing  Inner  Tubes. 

Put  iu  a  new  tube,  or  pAteb  the 
old  one  in  accordance  with  tlie  tn- 
ttruction  further  on;  the  ImeftlBi 
of  the  tnbe  maj  be  dona  with  the 
casing  remaining  on  the  rim  or  with 
it  removed.  In  either  easo  it  ia 
desirable  to  turn  the  wheel  until  the 
valve  at  em  hole  is  on  top  (fig.  3-A)i. 
Before  the  tire  ia  replaced,  the  inner 
tube  should  be  altghtly  inflated. 

Place  powdered  aoap  stone  or  mice 
in  case  before  Inserting  tube,  flg,  4-JL 
(Too  mueh  of  this  however  is  likely 
to  work  up  into  little  balls  and  cauae 
inner  tube  troubleO 

Then  run  your  hand  around  the 
inner  tube,  smoothing  oat  the  creasee 
and    placing   the   tube    evenly    anmnd 

the  rim. 

Do  not  Inflate  the  tnbe  too  muA 
when  placing  It  in  a  tire,  for  if  yen 
do,  you  will  have  difficulty  La  re- 
placing the  locking  rim  over  the  bead 
of  the  casing. 

Inflate    the    tire    earefonj    after    ft 

Is  properly  attached^  and  test  the 
increasing  pressure  with  your  hand. 

OccaslODaUy  the  tube  Is  swindled  «^ 

der  the  spreader.  Push  the  valve 
stem  up  sod  down  with  your  hand 
before  inflating.  When  the  valve  re- 
turni  to  its  original  position  there 
U  no   danger   of  pinching 


OHABT  NO.  S^O'D — HemoTlng  and  Eep lacing  IimeT  T^bts.    BemovinK  and  Replacing  the  OUnfiiar 
Tire  on  tlie   "one-piece"   Olinclier  Rim.     Tbe  '* one-piece"  plain  clincher  rim  ie  now  eeldev 


^^L  used. 


r 


CORD  TIRES.    TIEE  PROTECTORS 


The  Cord  Tire. 


Th*  eori  tin  diffwt  from  U19  fattrlc  tlr»  pre- 
viouftly  described  in  ibat  laaitiid  of  sea  iil^nd 
cotton  or  oth«r  eIo«el]r  woven  And  Interwoven  fabric 
bainf  used  for  the  carcaia  of  the  tire,  cord»  are 
oied   which   are  Io«ioiy   woven  and   not  Interwoven. 

Tliarv  axe  two  kinds  of  coni  tlr«a,  the  * 'cable 
c«rd'*   and  the   "'multiple  cord." 

TB«  c«>bl9  cord  Ore  la  known  «•  the  Silvcrtown 
eord  tire  and  it  a  product  of  the  Palmer  Tire  Oo» 
of  England  made  in  a  auburb  of  London  called 
8ilvvrtowti.  Thla  tire  ii  made  in  thia  coontry  by 
the  B.   F*  Goodrich  Co..   the  Omrlise,  and  Ptake. 


llTii> 


Outer  Cord 


The  loaar  UoUig  of  a  tire  li  lAade  of  s  rubbtr 
aht^et,  tbvn  the  flr»i  or  lunar  l^rtr  or  ply  of  cablo 
cord  is  lAid  and  then  two  aheeta  of  pure  gum  are 
applied  to  act  at  a  cnahlon  between  thia  and  the 
next  pi;  of  rord.  The  aooozid  or  OQtor  lajvr  of 
eord  Li  then  applied  at  ri^bl  anel^  oi"  ^t  ancle  of 
45  de^eea  to  the  first  layer,  then  two  layera  of  fom 
cuahlon  stock,  then  %  fabrio  breaker-strtp,  then  the 
trtftd. 

Tha  body  or  c&reaas  of  tho  tiro  as  it  will  bt 
noted,  la  made  of  two  ptieo  or  lajpon  of  corda,  I&- 
atead  of  fabric.  Theio  cords  aro  made  of  cotton 
fibre,  about  the  »ise  of  heavy  aewinf^  eoltoa, 
twitted  into  cord*  about  the  size  of  ordLoary  ^rooery 
atore  twine,  but  stronger.  These  cords  io  ton 
are  woven  into  cables. 

Throufhont  the  process,  all  unite  aro  laproc* 
natod,  under  heavy  pressure  (hundreds  of  poanda 
to  the  square  inch)  with  a  solution  of  pure,  fine 
rubber.  This  haa  much  the  same  eflTect  at  wazluf 
shoemaker* a  thread.  The  aolutioo  permeates  avary 
flbret    being   literally   driven    into   it. 

Treads:  There  are  two  typea  of  treads  used  on 
cord  tirea.  the  '*ribbed  troad'*  per  Hg.  8 A,  page 
550   and   the    "safety'*    or    "noo-akid"    tread. 

The  air  preaaore  c«rried  in  the  cord  tire  is 
aliphtly  leea  than  a  fabric  tiro,  for  iustanee.  9%" 
«txe  50  )bt.;  4**  siie  00  lbs.;  4^"  sise  70  Iba.; 
S**   iise  75  lbs.;    bhk"   sise  SO  lbs. 


Inner  OoriL 

The  multiple  cord  tiro  is  mmde  by  the  Firestone, 
Goodyear  and  «ome  of  the  other  tire  manufacturers^ 

She  dlfferoQco  botwoen  the  c«blo  cord  and  tha 
multiple  cord  tire  is  in  tho  sise  of  the  cords  and 
the  number  of  plies  of  cords.  In  thi?  cable  cord 
tiro  there  are  two  to  four  plies  of'beavy  cable  cords. 

Is  the  multlpilo  eord  tlra  there  are  6  to  8  layers 
or  plies  of  smaller  cords  or  threads. 

TiLO  cord  Ujo  la  far  atronger  than  the  fabric  tiro, 
one  principle  reason  being  that  the  cord  tire  in 
not  so  closely  woven  or  tntarwoTon  as  the  fabric 
carcaia  tire  and  therefore  not  broken  so  easiljr,  as 
with  the  fabric  tire  it  is  continually  tawing  itself 
at  if  it  were  being  bent  back  and  forth  and  even- 
tually  breakft,  Another  advantage  is  that  a  eord  tire 
is  not  subject  to  stone  bruises  as  explained  on  page 
S60,  aa  the  cords  all  run  one  way  and  are  not  inter- 
woven as  fabric,  and  the  result  it  they  will  give 
without  breaking  when  tiro  strikes  a  atone  at  high 
speed,  or  in  other  words,  the  carcase  will  have  aame 
action  at  the  tread — it  will  atretcb  under  blow  with- 
out   breaking. 

For  an  eocamplo  of  the  conatmction  of  the  cord 
tiro  we  will  use  the  "cable  cord"  tire  aa  an  ex- 
ample per  flg.  1.  — ^       ,^  ^     i 

Tlje  Protector!. 

tire.   Thia  tire  it  known  at  the  Woodworth  trouble- 


Cord  tiros  are  made  in  following  atzes:  *S0a8^; 
•32x3 H:  *32x4;  •33jt4;  •34x4;  32x4%:  8aa4H; 
34x4^;    35x4%;    36x4%;    83x5;    3Sx5;    37x5, 

Beads  of  tirca  are  made  for  Q.  D.  clincher  and 
straight  side  rims  where  marked  *,  the  other  aiaes 
are  made  for  straight  side  rims.  Only  straight 
aide  bead  tirei  will  be  made  in  the  future. 

A  h^ATf  truck  tire  of  the  cord  tyne  is  made  in 
36x6  sixe.  The  Firestone  Co.  make  poeumaiic 
cord  tirea  for  commercial  use  in  6,  7,  B  and  10 
inches  cross  aoctioo  called   "Qiant  Cord  Tires/' 

Airplane  tireg  of  the  cord  type  are  made  In  30li4 
and  32x4%   si  sea. 

Tbo  cord  tire  is  a  higher  priced  tiro  than  tbo 
latiric  tiro  but  it  the  populur  tire,  at  tt  will  out- 
wear the  fabric  tire  and  is  well  worth  the  difference. 
This  It  due  to  its  strong  construction,  yet  is  resilient 
and  eaay  riding  and  corda  do  not  break  aa  readily 
as   interwoven    fabric. 

Cord  tirei  ean  be  made  in  the  ''molded'*  or 
"wrapped  tread"   method,  per  {•age  565. 


There  are  two  methods  for  making  a  tire  punc- 
ture proof: 

The  steel  disc  type  of  ptincturo  proof  tiro  fig.  4 
contittt  of  threo  layert  of  vie"  diameter  tteel  disca 
about  %|^  thick,  imbedded  in  rubber  between  the 
fabric  and  tread  of  tire.  The  layert  of  discs  are 
placed  io  luch  a  manner  that  it  it  impossible  for 
a  nail  to  enter  the  tread  of  tire  without  striking  a 
disc.     This  tire  ts  called  the  Lee  puncture  proof  tire. 

Tho  loathef  lined  punctnro-piyKir  tire  contests  of 
a  special  made  tire  on  the  inside  of  which  Is  a 
puncture-proof  strip  of  chrome  leather  which  ia  In- 
tended to   prevool   punctures   without*  stiffening  Ih* 


Fig. 


proof  tire. 

Anothor  ezamplo  ia  tha  oatar  leather  cover  made 
of  water-proof  chrome  leather  studded  on  the  tread 
surface  with  tteel  rivets.  These  covers  completely  en- 
close the  tire  and  are  attached  to  the  rim,  per  fig.  5. 
The  manufacturer  claims  they  are  particularly 
valuable  to  use  over  old  tirea  or  re-tread  and 
•trengtbeu  them  and  also  valuable  to  people  who 
have  to  run  over  roads  that  are  rough,  nitty  and 
rockf.  and  who  travel  at  less  than  25  miieii  per 
hour.     (Woodworth  Mfg.  Oorpn.,  Niagara  Fallt,  N   Y  ) 

*  Spring  Covers.       ^ 

Tig,  6.     Woodworth  tprlnf  cover  and  Inhrleator 

laces    over    the    spring,    preventing    any    danger    of 

moisUue   or   dirt    gf^ttintr  between    the   leaves.     The 

^  ~^  cover  is  lined  with  a 

felt  wicking  which  ia 

saturated      with      oil 

.before  the    cover    ia 

^pot  on  and  will  hold 

enough    oil    to   lubri' 

cate   the   springs   for 

10,000     miles.       The 

smooth  gliding  effect 

ia  obtained  which,   ia 

ao     noticeable     in     a 

Fig.   ft.  now    c&r     with     par- 

f  0  0  1 1  y      lubricated 

aprings.    (Wood  worth 

Corpn.,   Niagara  Falla,   K.  T.) 


0HA&T  Na.  236-E — Tli«  Cord  Tlr«.    Tin  Protectors.    Spring  Lubrlc&tor. 
•8««  advertisement  in  back  of  book. 


:  2TrT-:-N3. 


«HI^ 


jsi.--     :*A»-    sr>    s 


\    / 


.£1.     m 


-Mr 


7 


:abt 

Tl 

UB- 


.■;4 


^--rT' 


TRUCK  AND  TRACTOK  TIHES 


II 


Ftg.  6 — ^Speciil  W6dg« 
■Jlftp«d  and  roand  c&tt  Iron 
plofa:  Tbe  iUuatr«tion 
•l>OT«  ftliowt  sn  Avery  cait 
■t««l  riiD  wheel  wilh  wedge 
•baped  and  round  caai  iron 
^Ittffi  la  pUce  of  the  regu- 
Ur  hardwood  pliifa.  In 
Ibie  cuse  tbe  two  8tyl«i  of 
[ton  pluga  are  place<]  alter- 
oalelj.      They    can   be    naed 

lo  any  mauuer  desired.  The  wedgftihaptd  plugi 
ate  parli'-uUriy  tts^fiil  and  a  few  of  Ihroi  placed 
ia  a  wheet  (•uablcs  It  to  trarH  oter  mucli  iofter 
or  moddfor  roada   than  otfaerwia«. 


Tig.  4 — Wood  plug 
axUniloa  rittii  are 
made  \o  either  m 
one  or  two  row 
wood  plug  exteotion 
rim.  The  aiogle  row 
rim  increaiiea  the 
width  of  tlie  wheel 
to  9  inrhea  and  Iho 
donbl«  TOW  to  IS 
iijcii«a« 


Fig,  3 — FUit  iteal  «xten«ioti  rim*  wllh 
Iwart  ahapad  litgt:  The  6  inch  pair  of 
theae  rimt  pl&cod  on  the  re^r  whoela  in* 
ercaaea  the  faea  of  eaeh  wheel  to  12 
loebea;  tbe  12  inch  pair  increaaei  tha 
f«e«  to  18  Inchea. 


Flf.  6 — Tot  coupllag  on  wagoiu  or  other  loaehlnery  lo  a 
tmck — thi*    coupling    in    auloitiatie, 

Ftg.  2 — AntoniAtic  paddle  wheel  exttncion  rtma:  Auiomartr 
in  artifin.  Tht^y  lOiiiiiMt  uf  two  wruttght  iruii  bart  betWrtn 
which   life   ^11  list   liiifi   &   inches   in  wjiith.     Thi^^c   laga  nrt> 

mnoniiM]  nn  pr  i  i*^  ami  the  points  art*  hfld  below  the  surface 
of  lln»  whtel  riiu  by  niruofc  of  fpring*.  \V*hcrv  ih«  wheel* 
tiavf"!  nrer  nnitldy  roads  t»r  Holt  f^round  ami  »ink  to  thai  the 
poiiitM  of  xhf  lui;fl  tuufh  the  trroiin'J,  \hn  roMituiion  of  the 
wh*»el*  '"      Jiica    to    be   t*xttnded    vertically    4*4    inrhea 

ahov*«  1  ►f  thfl  whecla,  forming  a  solid  bearing  lar 

face  ?ir  **^  |nj*h.      They  ar#-  drawn  ha-'k  bv  «ttriuCA 

i^  1  lien   not   neeiledl,    and   aulontalically   go 

It!  '■    they  are  required       The   lugt  can  h* 

fh*  '?   an   extfloded   ptiKJtioo    If  d<r«tred, 


jpi«.  a. 


HABT  NO.  SKUJ-O— TltM  and  Wheels  for  He^yy  Duty  Track  and  Tractor  Work*    A  CoupUng, 


602 


DYKE'S  INSTRUCTION  NUMBER  FORTY-ONE, 


ng.  8 — snowing  a 
eompoimd  «lr  pomp 
wtth  An  air  pMBsnre 
gauge  attaeliad.  The 
gauge  shows  the 
amount  of  air  pros* 
sure  in  lbs.  per 
square  inch. 


Fig.  1 — Two  types 
of  hand  air  pumpe. 


Fig.  5— The  spark 
plug  or  impulse  pump, 
as  it  is  sometimes  called, 
is  of  the  type  which 
screws  into  a  spark  plug 
hole  and  operates  through 
the  compression  of  the 
engine. 

1 — ^Inlet  valve  disc. 

2 — ^Inlet  valve  body. 

8 — Upper  piston. 

4 — ^Upper  piston  nut. 

6 — Piston  rod. 

7 — Stuffing  box. 

8 — ^Rod  packing. 

9 — ^Rod  packing  nut. 
12 — ^Ball   check   valves. 
18 — Upper  piston  pin. 
14 — Oheck  valve  spring. 
16 — ^Upper  cylinder  shell. 
16 — Lower  piston. 
18 — Piston  cup  leather. 
19 — Piston  rings. 
21 — Outlet   valve. 
22 — Outlet  valve  spring. 
28 — Outlet  valve  cap. 
24 — Cylinder  base. 
26 — Lower  cylinder  shell. 
26 — Inlet   valve   seat. 


Fig.  4. 


Hand  and  Foot  Air  Pomps. 

Fig.  4 — A  eoinpoiiiid  band  air  pump  principle  U  the  aame 
as  that  employed  in  a  power  pump,  that  ia  the  air  is  sneked 
in  from  atmosphere  into  large  cylinder  at  (H),  eompreaaed  bj 
the  down  stroke  of  the  handle  and  at  the  same  time  it  is 
forced  into  the  smaller  cylinder  at  (P).  The  up  atrok« 
of  the  pump  forces  the  air  from  smaller  cylinder  into  the 
tire  through  check  valve  and  hose  (OY)  and  large  eyllnder 
sucks  in  another  •  charge.  While  the  air  admitted  into  the 
large  cylinder  is  receiving  its  ilrst  compression,  it  is  foreed 
through  passage  (P)  (connecting  the  two  eylnders)  and  up 
past  cup  leather  (B)  into  the  upper  portion  of  the  amaUer 
cylinder.  The  cup  leathers  (A)  and  (B)  are  fitted  to  their 
pistons  in  opposite  positions,  that  is,  the  leather^ (A)  Is  pot 
in  with  its  open  side  downward  and  leather  (B)  has  its  open 
side  upwards.  If  both  leathers  are  put  in  the  samo  way, 
the  pump  will  not  work.  A  pump  of  this  kind  differs  from  a 
single  sylinder  pump,  in  that  each  stroke  is  a  power  atroke, 
whilst  in  a  single  cylinder  pump  only  the  down  strokeo  are 
power  strokes.  Keep  leather  packing  washer  (around  piston 
rod  of  small  cylinder)  tight,  otherwise  the  air  will  blow 
through   here  instead  of  going  into  the  tire. 

Every  up  stroke  of  piston  (B)  forces  into  tire  an  amount 
of  air  equal  to  the  volume  of  the  large  cylinder  at  atmos- 
pheric pressure. 

The  same  principle  applies  for  using  a  two-eylinder  or 
compound  tird  pump  instead  of  a  single-cylinder  one,  as  ap- 
plies in  the  use  of  a  two-cylinder  or  compound  steam  engine^ 

There  is  also  another  type  of  compound  hand  pump  on  the  market  which 
differs  with  the  above,  in  that  it  is  double  acting  as  well  as  compound— both 
pistons  working  in  both  directions  of  stroke.  While  the  air  is  receiving  its 
first  compression,  it  is  lead  through  a  by-pass  to  upper  portion  of  small  cylinder 
instead   of   the   lower.      The  hose  connection  is  at  the  bottom  instead  of  at  the  top. 

The  Spark  Plug  or  Impulge  Pomp. 

Fig.  5 — This  pump  has  the  appearance  of  a  compound  pump,  due  to  the 
large  and  small  cylinders,  but  they  are  built  thus  to  make  it  possible  to  pump 
the  high  pressures  necessary  for  large  tires,  and  at  the  same  time  not  have 
any  too  good  compression  in  the  engine  cylinder.  The  lower  piston  with  its 
large  area,  receives  its  impulse  from  the  compression  in  engine  cylinder,  and 
transmits  it  to  the  upper  piston  through  the  medium  of  the  hollow  piston  rod, 
to  which  both  pump  pistons  are  attached. 

Action— <^s  the  engine  piston  makes  its  suction  stroke,  it  draws  fresh  air 
through  valve  (1)  which  opens  inwardly,  and  at  the  same  time,  both  pump  pis- 
tons make  their  downward  stroke.  You  will  note  that  piston  rod  (6)  ia  hollow, 
this  is  the  air  passage  to  upper  cylinder  through  ball  check  (12).  As  the 
engine  piston  makes  its  compression  stroke,  it  forces  its  charge  of  compressed 
air  into  the  upper  cylinder  and  against  lower  piston  of  pump  and  causes  It  to 
make  an  upward  stroke,  this  piston  being  so  much  larger  than  the  upper 
piston,  the  charge  is  further  compressed  and  sent  through  outlet  valve  (21), 
at  the  top,  thence  through  hose  to  tires  or  tank. 

These  pumps  are  very  often  spoken  of,  as  compound  pumps,  due  to  the 
fact  that  the  air  pressure  is  raised  in  two  stages,  but  don't  forget  that  the 
first  stage  is  performed  in  the  engine  cylinder  and  not  in  the  pomp  eyUador. 
It  is  a  single  stage  pump,  capable  of  raisinf^  the  pressure  from  60  or  60  Iba. 
in  engine  cylinder,  to  100  lbs.  or  more  in  tire  or  tank. 

It  is  advisable  to  let  the  pump  make  a  few  strokes,  before  attaching  hose 
to  tire  valve. 

Power  Driven  Tire  Air  Compressor. 

Illustration  Is  of  the  compreasor  vaed 
on  Cadillac  car.  It  is  bolted  to  left  aOle 
transmission  case  and  driven  by  a  sliding 
^ear  which  meshes  with  reverse  Idler  gear 
m  transmission.  The  sliding  gear  is 
thrown  in  when  needed  and  out  when  not 
needed,  by  a  lever. 

To  operate;  stop  engine,  wait  until 
transmission  gears  are  idle,  then  ahift 
gear  of  compressor  in  mesh  with  the  re- 
verse idler  gear.  Then  start  engine, 
being  sure  gear  shift  lever  is  In  neutral 
position. 

Run  engine  at  speed  of  900  to  1100 
revolutions  per  minute.  This  Is  Indicated 
by  ammeter  showing  16  or  18  amperea, 
if   third   brush   is  properly  regulated   en 

generator.  Do  not  race  engine  when  te- 
sting tires.  Throw  gear  out  of  meah 
when  through  pumping  tires.  Lubricate  compressor  often.  By  observing 
illustration  the  inlet  of  air  is  taken  in  through  "inlet  valve"  ia  top  of  pla- 
ton,  from  crsnk  case  of  pump,  when  piston  travels  down.  It  is  eompreaaed 
and  forced  out  the  "outlet  valve"   as  piston  travels  up. 


OBAMT  NO.  287 — ^Alr  Pomps;  Hand  and  Power  Types. 


lUuilrAtioc  how 
Ibd  CDoutctJoo  from 
a  I  r  ^utnp  (driv#o 
trom  eocine  tpftrk 
plug  or  friction 
pump)  fo  tire  i* 
QAdt,  Th«  ftir  bot« 
it  dotachftbte  and 
utunlly  carried  aadvr 
the  Boat. 

Flci,  1  ftnd  2  iUoa- 
trato  Urf«  hoi* 
coupllafa   for   raraf* 


Air  OompreBsotfl. 

*A  iK)it»bl»  &ir  oomprMMif 
otit&t  ii  here  showa:  and  ean 
be  moved  to  dtffofeat  part*  of 
the  guTMg^. 

Tho  attaehmetii  plug  ii 
aerewed  into  a  lamp  lookat 
which  operates  the  electric 
motor,  Thii  operatei  the  air 
compreitor  which  etorea  air 
into  the  tank.  The  »dvanlagea 
are  apparent. 

Comprttaed  air  for  **'**"<«  g 

upholetering  ia  need  In 
many  uptodate  garaget  and 
with  apecial  connecitone  and  « 
vacuum  tank  the  work  Ig  ten- 
dered   aaay    and    done    qalekly. 

*Otlier  Metric  eqiilpmeota 
for  the  shop  are;    <  ul- 

caoixert,  portable  t  Ji, 

portable  grinding  ii<  ng 

Uthea. 

Air  hose  for  comprised  alt 
ffftrag*  work  muit  be  heaTf  and 
in  6  pij.  Sixfi  %  inch 
(inaide  meaauremeDt). 


For  hand  and  portable  pumpt. 
8/16  inch.  8  plj;   8/10,  6  plj. 


**How  to  DetnmlBe  Speed  and  Six*  Folley  to 
0«e  for   Driving  Air  Oomprestora. 


Tut  ipooda  u  which  sir  MmprtMors  ahovld  op- 
tfste  ii  of  importance  and  ia  determined  hj  (be 
ais«a  of  pnlleja.  It  ahoold  be  remembered  that 
the  Urger  the  driving  poUey,  the  fatter  the  com- 
pv#Morp  (hAvlng  a  given  aise  pulley)  will  be  drives 
sad  Tlee  ▼•»*.  We  ^ive  here  the  method  of  de* 
tcrmlBiag  the  pallej  aizei  and  apeedt  under  differ > 
enl   eooditioni: 

Wk«a  compTieaor  Lt  driven  direct  from  electric 
aotor  s  3  la.  pulley  ahoiUd  be  oaod  on  the  motox 
10   keep  the  pulley   on   the  compressor   a«   imall   aa 

{>o<aible.  To  determine  the  aixe  of  compreaior  put- 
ey  multiply  the  speed  of  the  motor  by  the  diame- 
ter of  motor  pulley  and  divide  the  result  by  the 
number  of  resolutions  of  the  compressor : 

Bsampls— what  sise  compreasor  pulley  is  re- 
qidred  to  drive  an  air  compressor  at  S40  r.  p.  m. 
aiToet  from  an  electric  motor  haviag  a  8  inch  pul- 
l«y  and  running  at  1700  r.  p.  m.  1700X3  =  5100 
4-840=116  Inch  pulley  on  compressor. 

11  ii  d«ilred*to  drive  a  comprettor  from 
'  by  aeana  of  a  countershaft;  to  ascertain  the 
ilse  of  conntenliaft  pulleys,  muliipi}'  thr  spti>i  of  the 
motor  by  the  diameter  of  ite  pulley  and  divide  by 
the  deeired  epeed  of  the  countershaft,  this  gives 
Ihe  else  of  the  driven  pulley  on  the  countershaft. 
Then  multiply  the  recommended  speed  of  the  com- 
preeeor  by  the  diameter  of  tte  pulley  and  divide  the 
fesuU  by  the  ipeed  of  the  countershaft  for  the  sise 
of  Its  driving  puUey. 


Example — It  i«  desired  to  drive  an  air  eompree- 
sor,  having  a  9  loch  pulley^  at  850  r.  p.  m.  by  a 
motor  having  a  d  in.  pulley  and  a  speed  of  1700 
r,  p.  m.  The  compreisor  cannot  be  drtv«a  direct 
from  the  motor  and  a  countershaft  musi  be  used* 
What  siie  pulleys  mu«t  the  coonterthaft  have! 

1700X3  =  5100^425  (speed  of  countershaft)  =: 
12  in.  Sise  of  driving  pulley.  350X0  =  3150 
^426  (speed  of  countershaft}  ::=: 7,4  in.  The  near- 
est commercial  pulley  ta  8  in.  Therefore  an  8 
in.  driving  pulley  is  nsed  on  counterihaft. 

When  countershaft  ntoi  the  lame  speed  m  oom- 
presaor,  then  th«  pulley  on  compressor  and  drive 
pulley  on  countershsft,  must  be  the  asmt  diameter, 
trrespectiTe  of  what  that  diameter  ia«  any  where 
from  3  inches  to  3  feet. 

When  an  air  compressor  U  driven  from  a  Uzit 
abaft  without  a  countershaft  and  thm  tlae  ef  drlT* 
Ing  pulley  is  required^  multiply  the  speed  of  the 
compretsor  by  the  diameter  of  its  pofley  and  di- 
vide by  the  speed  i*t  the  line  shaft. 

Example — an  air  compressor  having  a  ^  la. 
pulley  is  to  be  driven  at  350  r.  p«  m.  from  a  line 
of  shafting  having  a  speed  of  450  r.  p,  m.  What 
sise  pulley  most  be  used  oo  the  line  shaft  f  850  X 
0  =  8150^-450  =  7  la.  Sise  of  driving  pulley  on 
line  ehafk.   (see  alto  page  6170 


OHABT  HO.  237-A— Varloua  Usos  of  Air  Cotnpresson,    How  to  Petotmina  Sisa  of  Pollffy  to  Ui 
for  Driving  Air  ComprMSorB.     Many  Uies  of  Electric  Current  in  Shop  and  Garage. 

*  Write  Bruoner  Mfg*  Co.,   Utiea,  H,  Y,  for  catalog  of  porUble    and    other    types    of    Air    Oomprtaaors. 
also  psge  017. 


664 


DYKE'S  INSTRUCTION  NUMBER  FORTY-ONE. 


H 


**Power  Air  Compressors  For  Shop  Use. 

Belt  Driven  Oarage  Outfit  No.  2. 

For  K«xB«ei  housliijr  15  to  20  c«r»  ^d 
for   Tulcudxixig   shops. 
I — No.    100    belt    driv«o    compressor,    H*"    T. 

A    L.    Pmlleya* .  ,$  10.00 

1^20  QaL   14"  X  30"  GalvMiied  Air  Tknk     11.00 

l^Model    **B**    Air  Gunge 8«00 

X— No.  76   Vertical   Check    Vilvo IM 

1 — No.   72  Safety   ValTe   for  Air  Tmnk...,.        9.00 

l—Nfi.   83— H  "     Needle     VaWc lJg§ 

1— No.   83—%**     Needle    Valve.... 1.16 

1— No.  §2-^%"   Needle  ValTo  with  Swivel.        l.«0 
1 — Tire  connection  and  25'   hose.  .     5«00 


I  48.35 


Electric 

motor     driTen 
below. 


Electric  Motor  Driven   Oarage  Outfit  No.  7. 

For  garages  bousing  20  to  25  cars  azul  tor 
TOleaiilBlDg   shops. 
1 — No,  41  Motor  Driven  OompresAor,  110  ©r 

220  V.  60  Oy,  A.  0 f  05.00 

1—24  Oak  14"  X   36"   Galranised  Air  Tank     12.00 

1 — Model    ••B"    Air  Gauge 2.00 

1— No.   76   Vertical.  Check   Vftlvo. 1.24 

J— No.  72   Safety  Calve  for  Air  Tbnk 2,00 

1— No.  83 — %  '   Needle   VaWe IJlfi 

1— No.  83—%*  Needle    V»lTe 1.2fi 

1—%"  Needle  Valve  with  Swivel  Ootuteetion        l.SO 
1 — Tire  connection  and  25*   hose. ..,«,,...        5.O0 


$121.25 
Slz«  Tiiik  To  Use. 
Tanks    at  prgsaara  given,    will    Inflate    S5x4V&    tiree   to   S5    Ibi.  as 

shown  En 
Uble. 

After  inAatLng 
tires  of  this 
sise,  each  will 
have  from  89 
to  90  lbs.  left, 
with  which  to 
inflate  several 
•mailer    tires. 


Tank 

Site 

2001be.  1  JSOJbfi, 

im  Ibi. 

HO  Jbs. 

20  gaL     i 

uxno 

4Tfres   8  Tires 

8  Tires 

mnres 

82 

16x36 

9     *•    1  5      ■ 

4      " 

3 

40     '* 

1«X48 

9     " 

8      " 

6      '* 

4 

60     " 

16x60 

12     ** 

10    '■ 

8      *' 

fl 

65     " 

18x60 

15     *■ 

1'            M 

10      ** 

8 

80     " 

18x72 

19     " 

17     " 

IS      ' 

10 

I 

i 


Constnictlon  of  a  Fabric  Tire. 

The  circus,  which  Is  tiie  Atreagtb  of  the  tire,  is  built  up  by  placing  several  Uyers  (4  to  7)  4tf  elos«t7 
woven  cotton  fabric  on  a  mandrel  or  core  shaped  like  the  inside  of  tire.  Ho  carcass  is  dependent  upoii 
the   tread,   cushion   and   breaker   for  protection. 

Cotton  rubric  Is  nsod  because  it  Is  flexible.  oAsily  permeated  with  rubber  and  best  resists  beat.  If  !•• 
loany  Imyers  of  fabric  were  used,  it  would  thicken  the  carcass,  cansing  it  to  be  ttilf,  less  flexible  and  iosidt 
plies  would  bresk  easily  and  beat  would  he  ^iflficult  to  expel.  Heat  has  a  tendency  to  loosen  the  '*frie* 
(ioning"   between  the  fabric  pHes. 

The  tire  assemblj  is  u  follows:      (1)   One  Imjmr  or  plT'  of  fabric  is  placed  over  core. 

(2)  Bead  ts  formed  by  placing  the  lower  edge  of  f&bric  around  the  bead  form;  bard  rubber  is  uaed  to 
form  bead  of  a  clincher  tire  aod  smali  wires  for  straight  side  tires, 

(3)  Other  Im^ers  or  piles  of  fabric  are  placed,  one  oTer  the  other,  but  before  doing  so,  rubber  is  infused  by 
pressure,  in  Co  and  between  each  layer  or  ply  of  falrie  ^vhich  imprf;gnates  the  fabric  thoroughly;  this 
ts  railed   " f rictlonlBi/ *      (4)   A  cushion  of  V^*   soft  gum  rubber  is  placed  over  the  fabric  careaas. 

(  !j  )   Breaker-strip     is     then     placed     over    the     cushion.     Ii     Is 

made'  of  coarse  loose  woven  fabric  and  it  serrvea  to  ward  oiF 

ftttacks  of  sharp  objects  that  may  penetrate  the  tread.  When 

a  tire  wears  through  the  tread,  the  *  "breaker**   is  expoused. 

\G)   A   chaffing   strip,   consisting  of  a   strip   of  fabric  about  3* 

wid^,   is  applied   to  edge  of  and  above  bead. 
(7)   Then  the  side  walls,  made  of  thin  tough  rubber  (made  Ihln 

to  expel  heat)   is  applied. 
tR)   The  tread,  made  of  thick  tough  robber  Is  applied  laat. 
(9}   Then  tire  on  forming  core,  is  placed  in  an  Iron  mold  divided 
into    halves    (see    fig.    2d).     The   part   U,    of    this    mold   is 
placed  over  the  part  L,  covering  tire  and  fastened. 
(10)   The  mold  with  tire  is  then  placed  in  a  cylindrical  tank  or 
kettle,    or    hydraulic    press    vukani^^r    and    open    cured.* •* 
ill}  Livo  steam  is  turned  into  this  tank  at  a  presnire  of  SO  te 
60  Iba,.  which  correBponds 
to    about    300*    F.      This 
tank  holds  from  26  to  30 
tires. 
( 12  >  After  ciLilnf,  tire  is  placed 
in  storage  to  '^after  cure.** 


GHABT  NO.  2S7-B— Power  Drlvea  Air  Compressor  OutHts  for  Shop  Use— «oe  pages  563  and  6ll| 
how  to  figure  size  pullej  to  ub©  to  drive    compreBsor.     Construction   of   a  Fabric   Tire, 

*One  tight  and  one  loose  pnlley.     **AbOTe  Air  Oomp feasor  Ontfits  mfgd.  fay  Bmnner  Mfg.  Co.,  Utioi..  K.  T., 
write  for  catalogue.     Prices  quoted  above  not  guaranteed.      Subject   to    market  conditions. 
^**CurBd,   mesne  vuJcsniziog;  open  cured,  is  process  where  live  steam  comes  in  contact  with  the  raw  ruhber;  iiy 
cure^  tM  where  steam  is  not  in  direct  contact;  nncureil,  is  raw  unvulcaQiied  rubber. 


M5 


INSTRUCTION  No.  42. 

TIRE  REPAIRING:  Construction.  Tire  Troubles;  cause  and 
remedy.  Inner  Tube  Troubles;  cause  and  remedy.  Care  of 
Tires.  Vulcanizing  Methods.  Address  of  Tire  Manufacturers. 

Construction  of  Pnemnatic  Tires 


There  are  two  kinds  of  pnenmatie  tbe 
constmctions:  the  "fabric,"  and  the 
"cord"  constraction. 

In  the  fabric  constmction  the  carcass  is 
made  of  closelj  woven,  and  interwoyen  cot- 
ton  fabric,  see  page  564,  fig.  12. 

In  the  cord  constmction,  the  carcass  is 
made  of  looselj  woven  cords  and  not  inter- 
woyen, see  page  559. 

The  fabric  carcass  type  of  tire  can  be 
constmcted  by  two  methods;  the  "full- 
molded"  method  and  the  "wrapped" 
method.  ' 

The  foil  molded  method  is  constructed  as 
explained  on  page  564.  It  is  built  up  on 
an  iron  core  or  mandrel  and  is  then  placed 
in  a  mold  (fig.  28),  which  in  turn  is  placed 
in  a  hydraulic  press  vuleanixer,  the  object 
of  the  press  being  to  close  the  halves,  L  and 
U  of  the  molds  tightlj.  With  a  full  mold- 
ed type  tire,  the  entire  construction  is  cored 
or  ynlcanised  complete  at  one  operation. 

With  the  wrapped  tread  method,  the  fab- 
ric carcass,  side  walls,  cushion  and  breaker- 
strip  are  formed  or  built  up  in  the  same 
manner  as  a  molded  tire,  but  is  semi-cured 
(half  cured)  in  this  mold.  After  this  semi- 
cure  operation  H  is  remoyed  from  the  molds 
(^g,  28),  and  the  part  where  tread  goes  is 
buffed  off  and  cemented  with  several  coats 
of  high  grade  vulcanizing  cement.  A  semi- 
cured  tread  is  then  treated  with  several 
coats  of  vulcanizing  cement  and  allowed  to 
dry,  after  which  tread  is  applied  to  carcass 


and   rolled  down  under  pressure  to  remove 
all  air. 

An  air  bag  is  then  placed  inside  of  the 
tire  and  entire  tire  is  wrapped  tightly  wHk 
canyas  cloth  strips  about  2  in.  wide,  then 
instead  of  putting  back  in  the  mold  (fig. 
28),  where  it  was  semi-cured,  it  is  placed 
in  a  horizontal  vulcanizer  (large  kettle)  and 
the  final  cure  (vulcanize)  wSh  live  steam 
is  given,  after  which  the  tire  is  left  stand- 
ing until  cooled  and  then  canvas  strips  are 
removed  and  tire  is  then  laid  away  for  a 
few  weeks  to  "after  cure." 

A  wrapped  trMd  Un  can  atwayB  be  distlii- 
Caishad  by  the  tlirhtly  roughened  surface,  which 
U  the   impression   from  the  doth  wrapping. 

The  advantage  of  the  wrapped  tread  construc- 
tion is  the  possibility  of  detecting  if  there  are 
defects  in  the  tire,  as  pinches  or  backles,  which 
can  be  determined  before  tread  is  applied,  which 
enables  the  mannfactorer  to  torn  out  a  p«a^ect  tfare. 
This  type  of  tire  is  more  ezpeasiTo  to  mana- 
facture. 

The  mbber  used  in  making  the  tread  and  cash- 
ion  stock  of  a  tire  eonsists  of  a  gummy  substance 
obtained  from  the  milky  Juice  of  certain  tropical 
trees,  mixed  with  sulphur  to  tend  to  harden  it 
and  give  it  strength.  When  heated,  it  changes 
from  a  sticky  mass  reeembling  chewing  gum,  to 
the  elastic  form  in  which  we  see  it  in  a  com- 
pleted  tire. 

The  best  rubber  is  called  Para»  which  comes 
from  the  city  of  Para,  near  the  mouth  of  the 
Amazon  river.  Other  good  mbber  comes  from 
Africa,    India,    Oeylon,    So.    America. 

The  white  dust  often  aeen  on  rubber  goods  Is 
caUed  "bloom"  and  is  due  to  the  sulphur  in  the 
rubber  not  chemically  combined  with  it.  Old 
tires  in  stock  a  long  time  accumulate  considerable 
bloom  and  get  hard. 


**Care  of  Tires. 


Proper  inflation.  Keep  tires  inflated  to  pressure 
recommended  by  the  maker.  Nothing  ruins  a  tire 
so  <iuickly  as  running  it  so  soft  thar  the  canvas 
continually  bends.  It  is  almost  impossible  to  over- 
inflate  a  tire  with  a  hand  pump. 

Bunniag  a  flat  tire,  even  a  short  distsore.  in 
sure  to  be  costly.  Better  run  on  the  rim,  very 
slowly  and  carefully,  if  imperatively  necessary, 
snd  Uie  dis^nce  is  short. 

Keep  greasa  and  oil  awaj  from  jma  ttrea  and 
tubes   always.     They    destroy   mbber. 

Speedy  deflation  demands  instant  attention. 
Carry  an  extra  casing  and  inner  tube. 

I>oa*t  let  welCltt  reet  on  deflated  tires  even  over 
night. 

Equalising  traction:  It  is  important  that  tires 
of  the  saae  diameter  be  used  on  the  rear  wheels. 
Furthermore,  special  treads  and  chains  should  be 
used  in  pairs.  If  there  is  a  variation  in  the  diame- 
ter of  the  rear  tires  or  in  the  traction  of  the 
whe^a,  the  differential  is  caused  to  work  when- 
ever the  ear  is  in  motion.  In  this  way,  consid- 
erable power  is  lost  and  the  differential  parts  are 
annecesaarily  worn. 


^Alignment  of  wheels:  It  is  very  important 
that  the  wheels  are  in  alignment,  if  ont  of  line, 
the  tire  treads  will  wear,  in  a  very  short  while. 
As  usual  in  this  case,  the  tire  manufacturer  will 
not  guarantee  or  rebate,  on  a  tire  tread  ruined  by 
wheels  being  out  of  line — see  "alignment  of  the 
wheels  being  ont  of  line — see  page  683. 

Side  skidding  and  ronndtaig  eemers  rapidly 
will  canse  rim  catting.  Avoid  running  in  car 
tracks. 

Setting  brakes  suddenly  csusing  the  tire  to  drag, 
causes  loose  treads,  worn  treads  and  damages  tire. 
Always  set  brakes  gradually — see  pages  506  and 
495. 

Do  not  drlTo  in  the  mts  or  bump  tha  tide  of 
the  tires  against  the  curbing  or  paTements,  and 
don't  start  your  machine  with  a  jump. 

If  one  of  yonr  tires  sustains  a  cut  to  the  ex- 
tent of  escposing  the  fabric,  an  emergency  band  or 
patch  should  be  applied  at  once. 

Keep  an  odometer  record  of  the  mileage  of 
each  tire.  You  will  find  that  you  are  getting  bet- 
ter mileage  than   vou  would   otherwise  imagine. 

Keep  rims  in  good  order,  straight  and  true. 
Rust  is  destructive.     Paint  preserves. 


^WhMlU  running  orer  a  fraction  of  an  inch  out  of  alignment  cause  a  grinding  wear  on  the  rubber 
Front  wheels  suffer  most. 
**A   useful    and   valuable   booklet    "Care   and    Repair  of   Tires."    issued   by   The   Firestone   Tire   Go. 
Akron.  Ohio,  will  be  sent  free  on  request,  by  writing  this  firm.     A  good  desl  of  beneflcisl  informs 
tioa  is  eoBtained  therein,  also  write  B.  F.  Goodrich  Co..  Akron,  Ohio. 

A  book  wen  worth  the  price  of  $1.50   on  Tire  Bepalring  and  Vulcanizing  can  be  had  of  A.  L.  Dvke. 
Pub.,  Oranite  Bidg.,  St.  Louis,  Mo. 


666 


DYKE'S  INSTRUCTION  NUMBEB  POBTY-TWO. 


The  riflu,  if  niit«d,  should  be  thoroughly 
eleftned  and  sandpapered,  then  painted  with  liquid 
graphite  (common  stove  polish  will  answer). 
Also  apply  to  bead  of  tire. 

Inner  tubes.  Garry  them  in  the  eoolest  part  of 
the  car  away  from  oil  cans,  and  tools.  The  best 
protection,  is  a  soft  bag.  well  dusted  with  soap* 
stone,  in  which  the  carefully  folded  tubes  are  put. 
See  chart  238 — ^how  to  fold  an  inner  tube. 

Unlees  some  pressure  is  retained  howerer,  tlie 
tube  will  have  a  tendency  to  crack  when  again 
inflated,  if  left  folded  for  a  long  time. 

Before  "stabling"  your  car  at  night  examine 
your  tires  and  remove  Amall  pieces  of  glass,  little 
nails,  etc..  that  may  have  become  lodged  in  the 
rubber.     Next    day    they    are   apt    to    work    their 


way  through  and  eause  a  puncture. 

Spire  tlrea  ghoQld  be  kept  in  a  place 
they   are  not   subjeeted  to  Ught,   heat,   or  rapid 
changes  in  temperature. 

XT othing  wHl  wear  a  tire  f  Mter  tlian  foddea 
locking  of  the  rear  wheels  with  tha  brakta  and 
turning  comers  at  considerable  speed.  Use  your 
brakes  with  judgment  and  turn  comers  slowly. 

XTever  allow  a  tira  to  wear  until  the  eaoYM 
fabric  becomet  injured,  because  the  wall  of  the 
tire  is  apt  to  become  too  thin  to  prevent  the 
pressure  of  the  inner  tube  from  bursting  through 
the  weak  portion.  Remember  that  the  strength 
of  the  tire  is  in  the  fabric.  The  rubber  is  merely 
a  binder  which  unites  the  various  layers  of  fabric 


Some  of  the  tire  troubles  are;  stone- 
bruises,  loose  treads,  sand-blisters,  worn- 
treads,  chaffed  tires,  rim-cuts,  punctures, 
cuts  clear  through  carcass,  blow-outs. 

Stone  braises  are  caused  by  tire  striking 
a  stone  at  a  high  rate  of  speed  resulting 
in  one  are  all  layers  of 
fabric  breaking,  yet  tread 
may  not  even  be  cut. 
Inner  tube  works  into 
this  break  and  a  blow- 
out, per  fig.  4,  page  567, 
results.  Tires  have  been 
known  to  blow-out  while 
standing  in  the  garage 
duo  to  stone  bruise.  Ex- 
amine tires  when  off  rim 
and  feel  of  the  fabric, 
inch  by  inch  for  a  weak 
spot,  or  if  break  is  clear 
through,  you  can  sec  it,  per  fig.  5. 

A  temporary  repair  can  be  made  by  using  "in- 
ner** and  "outer"  shoes,  per  page  568,  but  it 
is  advisable  to  repair  as  per  page  575,  as  a  blow- 


and  forms  a  covering  over  the  whole. 
Tire  Troubles;  Causes  and  Bemedy. 


out  may  occur  even  with  this 
the  weak  spot. 


'inner  shoe"  cov- 
ering 

The   cord   tire  is  not   subject  to   stone 
bruises   because    the    cords    are    not   inter- 
woven, or  cross  woven  like  a  fabric  tire  and 
instead  of  breaking,  they  give, 
sand  blister 
votn  tread 

"  cut  tread 

loose 
tread 


Sand-blisters  are  caused  by  a  small  hole 
or  cut  in  tread  through  which  sand  and  dirt 
work  under  the  tire  causing  it  to  pucker  up 
and  will  result  in  a  loose  tread  if  not  closed 
up.  The  hole  through  which  the  sand 
worked  into  and  under  tread  may  be  several 
inches  away.  Close  it  up  with  a  plastic 
substance  called  "tire  dough"  or  vulcanize 
It.    See  page  570;  ** sand-blister  repair." 

lioose  treads  result  from  running  a  tire 
not  properly  inflated,  or  from  moisture  get- 
ting under  tread  through  a  cut  in  the  tread, 
or  from  a  defect  in  the  tire  whefe  the  rub- 
ber compound  is  poor  and  docs  not  adhere, 
and  from  setting  brakes  suddenly,  see  page 

se5. 


Loose  treads  can  be  repaired,  unlaas  the  tread 
is  loose  about  1/3  of  the  way,  in  this  instance  a 
new  tread  must  be  applied — i>roviding  the  fabrie 
carcass  is  not  cut — if  so.  repair  it  first — and  pro- 
viding layers  or  plies  of  fabric  in  the  carcass  are 
solid  and  are  not  separated. 

The  molded  type  of  tire  is  more  subject  to 
loose  treads  than  the  wrapped  tread  construction. 

Worn  treads  in  center,  or  slightly  to  the 
side  of  tire,  usually  result  from  driving 
in  street  car  tracks,  wheels  being  out  of 
line  (usually  on  the  front),  due  to  steering 
knuckles  bent  or  steering  apparatus  out  of 
order.    See  page   683. 

Chaffed  tires,  usually  worn  on  the  side, 
result  from  driving  close  to  curbstones,  in 
street  car  tracks,  ruts,  etc.  This  permits 
water  to  rot  the  fabric.  Bex»lr  by  re- 
building the  side  walls  and  vulcanize. 

Bim  cuts  are  due  to  running  tire  flat 
after  a  puncture,  or  running  on  the  rim 
which  damages  the  curve  in  rim  and  which 
cuts  the  tire  at  the  rim  just  above  the 
bead.  Improper  inflation  is  also  a  common 
cause,  this  permits  the  edge  of  the  rim  to 
cut  the  bead  when  deflated  tire  receives  a 
heavy  jar.  Bim  cuts  can  be  repaired  if  cut 
in  only  two  or  three  short  places,  but  if 
cut  at  sections  all  around  tire,  then  it  can- 
not  be  repaired. 

Punctures  through  tread  and  carcass,  if 
small,  will  not  cause  damage  to  carcass  but 
the  tread  should  be  closed  by  vulcanizing 
with  the  small  vulcanizer  while  tire  is  in- 
flated on  car,  or  some  kind  of  plastic  mate- 
rial as  "tire  dough"  stuffed  into  it  to  keep 
water   and   sand   out. 

Where  tires  are  cut  through  the  carcaw, 
this  can  be  repaired  if  cut  does  not  extend 
too  long  and  the  plies  of  fabric  are  not 
separated.  It  is  repaired  the  same  as  a 
blow-out  repair,  page  575. 

Retreading. 

Retreading:  It  is  no  easy  matter  to  form  a 
correct  judgment  about  any  tire  with  regard  to 
retreading.  In  some  instances  a  tire  case  may  ap- 
pear to  be  sound  and  yet  prove  to  have  stone 
bruises  in  the  carcass  on  inside  examination,  or 
the  layers  of  fabric  may  be  separated  ftom  each 
other.  On  the  other  hand,  there  are  undoubtedly 
covers  condemned  because  of  local  damages,  which 
properly  examined,  would  be  worth  retreading. 

The  age  of  the  tire  and  condition  of  fabric  and 
cost  of  retread  will  determine  if  worth  while  to 
retread.  The  strength  of  the  tire  is  in  the  earcaas. 
The  rubber  tread  is  merely  a  protection. 

Therefore  the  condition  of  the  carcass  most  be 
determined  when  deciding  as  to  retreading. 
There  are  three  conditions  to  note;    (1) — is  the 

carcass  badly  cut  in  several  placea — ^if  ao,  don't 
retread  or  repair;  <2) — are  all  the  layers  of  fabrie 
of  carcass  together  and  not  separated;  sometimes 
these  fabric  layers  separate  and  pucker  up  due 
to  improper  adhesion  in  manufacture,  or  water 
getting  under  tread  and  into  the  carcass;  (8) — 
IS   tire   rim   cut   badly. 


TIRE  REPAIRING. 


567 


Blow-Otitt. 


Gvaatast  tire  trouble— blow  outi.    A  blow 
ont  IB  simply  a  hole  bloii^i  through  the  eor- 


Pir  4— When  a  blow 
oat  ocean  it  always 
leaves  a  weak  apot. 


Pig.  6— The  tire  is 
made  thin  here  for  a 
purpose. 


eass  or  fabric.  There  are  two  classes  of 
blow  outs;  those  occurring  near  the  rim  and 
those  in  the  tread  or  on  the  side. 

We  will  designate  the  first  mentioned  as 
a  "rim  blow  out,"  and  the  latter  as  a 
"tread  blow  out."  Wherever  a  blow  out 
occurs,  that  spot  always  remains  weak,  be- 
cause the  fabric  can  never  be  joined  again, 
but  can  be  repaired,  see  page  566. 

Cause  of  rim  blow  outs:  A  tire  is  made 
thin  at  the  point  shown  in  the  illustration 
(fig.  6),  near  the  rim,  for  a  purpose.  Very 
nearly  all  the  "bend"  and  "grive"  is  at 
this  point.  If  it  was  made  thick  and  heavy, 
it  would  break;  therefore,  it  must  be  thin 
and   flexible. 

If  70U  were  to  take  a  wire  and  bend  It  quick 
and  often  it  would  get  hot  and  break — same  with 
this  liending  point  of  the  tire  near  the  bead — 
especially    if   the   tire   is   not   properly   inflated. 

Cause  of  inside  breaks  in  fabric  are  due 
to*  stone-bruises  and  running  tire  improp- 
erly inflated — see   page   566. 

If  70U  were  to  take  a  deck  of  cards  and  bend 
them  back  and  forth,  it  wonld  be  noticed  that  t|ie 
bottom  cards  woold  receive  most  of  the  sawing 
ftrain — ^just  so  with  the  several  plies  of  fabric 
when   tire   is   not   properly   inflated. 


Therefore  ke^  tire  inflated  and  many 
of  the  tire  troubles  will  be  avoided. 

A  tire  may  look  salficiently  inflated  and  yet 
have  only  40  poands  of  air  in  it,  when  it  shoaM 
■are  seventy.  No  amoant  of  kicking,  feeling  or 
looking  will  tell;  the  only  sure  way  to  tell  is 
to  hare  a  reliable  air  gaage — see  flg.  14,  page  568. 

Cause  of  tread  blow  outs  are  due  to  cuts 
on  tread  and  stone-bruises.  Guts  and  jabs 
ou  the  tread  of  tires  permit  dampness,  oil 
or  dust  to  get  between  the  rubber  and  the 
fabric,  which  soon  rots  and  weakens  it. 

Inasmuch  as  the  fabric  must  sustain  the 
air  pressure,  a  weak  place  in  the  fabric 
is  enlarged  by  the  pressure  and  a  blow  out 
is  the  result — and  once  a  blow  out  occurs, 
it  can  never  be  repaired  so  that  it  will  be 
strong  as  it  was  at  first. 

Therefore  repair  cuts  in  the  tread  and 
examine  tires  for  internal  fabric  cuts  caused 
by  stone-bruises,  when  tire  is  off  wheel. 

External  cuts  in  the  tread  can  be  vulcan- 
ized while  inflated  and  on  wheel— with  the 
small  vulcanizer  shown  on  pages  570,  573. 

A  temporary  repair  of  a  blow  out  or  an 
internal  fabric  cut,  or  weak  places  in  the 
carcass  can  be  temporarily  protected  by  in- 
serting an  inner  shoe  between  inner  tube 
and  carcass  and  an  outer-shoe  over  the 
tread,  per  fig.  11  and  9,  page  568.  The 
defect  should  be  repaired  as  soon  as  pos- 
sible however,  as  a  cut  in  the  fabric  will 
soon  work  larger  and  cause  a  blow  out  from 
rim   to   rim. 

*How  to  get  additional  mileage  or  serv- 
ice out  of  old  tires:  Very  near  every  motor- 
ist has  one  or  more  old  tires  which  is  of 
no  use.  Many  will  be  interested  in  know- 
ing that  these  old  tires  can  be  made  serv- 
iceable again  by  placing  inner  shoes  inside 
of  the  tire,  covering  the  weak  spots  or  holes 
and  then  placing  reliners  inside  of  the  tire 
over  those  reinforced  places  (see  fig.  17, 
page  568). 


**Inner  Tube  Bepairs — Causes  of  Trouble. 


Punctures  may  result  from  a  puncture 
through  tire  from  outside,  or  it  may  result 
from  rough  places  inside  of  case,  as  soap- 
stone  balls,  etc. — (sec  page  569),  or  from 
tube  being  pinched. 

Tube  pinching.  Referring  to  the  most 
common  causes  of  damage  to  inner  tubes, 
attention  is  called  to  the  manner  in  which 
many  tubes  are  pinched  beneath  the  bead 
of  tire  or  beneath  the  staybolts — (see  fig. 
1,  page  568,  also  ** stone-bruises,'*  page 
566). 

The  valve  may  leak.  It  sometimes  hap- 
pens that  a  tire  becomes  deflated  because 
of  a  leaking  valve,  and  the  condition  may 


easily  be  supposed  to  be  due  to  a  puncture. 
If  no  visible  sign  that  the  tire  has  been 
penetrated  is  discovered,  put  a  few  drops 
of  water  in  the  valve  stem.  Bubbles  will 
indicate  a  leak,  or  the  valve  can  be  tested 
as  shown  in  fig.   3,  page   568. 

If  such  is  the  case,  the  valve  parts  should 
be  tightened  with  the  notched  cap  (B)  of 
the  valve  stem  inserted  in  the  valve  and 
used  as  a  wrench.     (See  fig.  2,  page  568). 

If  this  does  not  remedy  the  trouble,  en- 
tire new  valve  parts  (A)  page  550  should 
be  put  in  place.  Every  repair  kit  is  sup- 
plied with  them  and  they  should  be  kept  in 
the  kit  constantly,  as  well  as  caps  (B). 


Method  of  Bepairing  Inner  Tube. 


In  this  case  the  inner  tube  is  supposed 
to  be  punctured,  but  the  casing  praotically 
uninjured,  as  in  the  case  of  puncture  by  a 
nail   or  tack. 

First  of  all,  satisfy  yourself  that  the  tack 
or  nail  is  not  sticking  in  the  casing,  for 


if  it  is,  your  repaired  tube  will  be  punc- 
tured again  before  you  have  gone  1,000 
feet.  Having  done  this,  the  inner  tube 
may  be  removed  (wholly  or  in  part,  as  may 
be  necessary)  and  either  repaired  or  re- 
placed. 


^Reliners  should  never  be  placed  Id  new  tirea.  They  are  detrimental  to  tire  and  tube  and  are  used 
only  for  old  tires  ready  to  throw  away  or  where  additional  mileage  ia  desired.  **See  page  574  for 
prices  nsually  charged  for  inner  tube  repair  work. 


668 


DYKE'S  INSTRUCTION  NUMBER  FORTY-TWO. 


Fig.  11 — limw  shott,  to  go  on  inside  of 
tire  to  protect  fftbrio  cnts,  breaka  or  weak 
places  due  to  small  blow  outs  or  stone- 
bruises  or  rough  spots  and  also  a  pro- 
tection to  rim  cnts.  Made  of  8-ply  fsbrie 
with  wings,   to  go  nnder  the  rim. 


m 


ic 


Ti$.  12.— A  sBt  Qf  tire  tools 
suitable  for  attaching  and  de- 
tacIUng  '  VUnelsE^r^''  lii^^  oB 
one-piece  rlas.  In  addition  to 
these  tools  a  good  heary  ham- 
mer and  a  reliable  jack, 
in  handy  as  well. 


flQ.  ft! 


Figs.  9,  9A — Outer  shoe,  to  be  placed 
temporarily  on  outside  of  tire  when  cut 
or  damaged  until  vulcanised.  Note  lower 
part  fits  nnder  rim  for  clincher,  and  un 
der   tire   for   straight   side. 


71-- 


^% 


^>^.  ..          ^-^^^^ 

.,  -  -  «.  - 

~^'^\ 

tf^ 

^ 

C  '^.  -^,^:=— - 

'-    iVT^ 

(U^  D     '^ 

-^_  _ 

■   ^i 

•§ 

Fig.  6 — Ii^Hett  an  inner  shoe 
for  smalt  blowouti  or  weak 
plates  in   tlr«i. 

Ftg.  17— For  bad  cuts  or 
targo  blow  ontB«  or  when  using 
an  old  or  worn  oat  tire.  First 
Insert  inner  shoes  over  the 
bole  It  then  reliner  in  inside  of 
ttre  AA  shown. 

Ke1incir«  afp  hard  on  inner 
tnbai  and  are  not  adi'ii^ble  to 
use  in  new  tiren — only  for  t«m- 
porary  repair  of  old  tires. 

Fig,  a— To 
7alT«*'  when  tube  it  to  bt  d«^ 
flated — 'Uie  notched  end  of 
' 'taIto  eap^'  B. 

Ftg.  1 — To  test  innar.tab< 
for  Leak^  partially  inaate  tubs 
and  pUcfQ  in  pi.n  of  water;  aii 
bubbles  wUt  appear  at  leak, 
Mark  leaks  with  JDdelJbU  peo^ 
fit.  See  page  T35,  fig.  20  lor 
a  testing  tank  for  shop. 

•Fig.  S— To  test  timer- 
TalTe    for    leak;    inflate 

tube;  place  i^nd  of  TalvSi, 
with  valre-£ap  remored, 
m  fUai  of  water — ^tf 
bubble!  appear  foaer- 
valre  leaks.  Put  in  a 
new  one. 

PS.    q                              ng.  o  Fig.  6  —  Fow-ia-eae 
'^'*-   ^'  Tilve   tool;    die   for  re- 
cutting  threads  for  vaWe  cap;  tap  for  inner-valve  threads; 
inn<»r  valve  remover. 


fig.  6 


How  to  oper- 
I         \  «te  the  Good. 

^ rich      tire 

gauge  Bet  th« 
moTable  ami 
at  the  pfiiPt 
where  the  cal- 
iper will  just 
fit  over  the 
.'}  tire  at  the  top. 

_..^  Mote  the  point 

of  regiiter  un 
"^stte  icale  of 
tire"  and  move  the  arm  to  the  eorreapondluj? 
mark   on    **load   leale  on  groand.'* 

Now  test  the  tire  at  the  bottom  where  the 
load  rests  on  it.  If  the  caliper  just  touches 
the  sides  the  tire  i«  mflaicJ  properly  If 
tire  is  too  much  flattened  to  pp-'frnrt  the  cali- 
per to  slip  over  it,  inflate  the  tire  until  tire 
under  load  is  just  as  wide  as  space  between 
arms.     Above    shows    tire    underinflated. 


Fig.  1 — Showing  how  the  inner  tube  may  be  pinched  be- 
tween the  bead  and  casing;  between  the  two  beada.  6r  bead 
and  lug. 


Fig.   14. 

Fig.  14:  Twitchell  air  gage  is  i>1aoed  over 
the  valve  stem  and  indicates  pounds  pressure 
in  tire. 

Fig.  7,  A  to  F:  To  fold  an  inner  tube, 
remove  **inner-valve"  per  fig.  2,  iljen  roll 
slowly  per  A  and  B  to  exolu»l«-  «ir.  Then 
lay  flat  mod  fold  per  O.  D.  E  and  F.  A  flan- 
nel bag  \%  puitabl«»  for  carrying  extra  tubes  in. 


Fiji.   1 1 — A  lacJt     ox  Ti^ 

Uflerfliii  sixo  tubes. 

This   device   can   b*  med  in 

connection    with    the    small 

tube    vulcunizers. 


O 

Fig.     20 — Sometimes    in-  , 
ner-val¥«  core  becomet  imr  | 
movable    fi-ona    stem.       Dia- 
gram   captains    how    to    re-  ■ 
mote. 


rHABT  IfO.  238— MlsceOaneoiis  Tire  Bepairs  and  Accessories.  Testing  iJiiief  Tubes  for  Leaks.  How 
to  Troperly  Told  an  Inner  Tube.    Tire  Air  Pressure  Gauge.    Inner  and  Outer  Slioes. 
•rp  test  base  of  VMlve  for  leak,  submerge  valve  part  of  \u\>p  \u  waler.  -wVVYi  \Mbe  vsrtially  inflated,  per  flg.  4. 


TUBE  REPAIKINQ, 


Wben  on  the  road  it  is  much  simpler  to 
put  in  ft  new  tube;  aod  it  is  best  to  have 
always  at  hand  three  spare  tubes — one  for 
the  forward  and  two  for  the  rear  tirca.  An 
inner  tube  properly  vulcanized  is  as  good 
aa  new,  but  it  is  much  easier  to  make  the 
repair  at  home.  Do  not  carry  these  tubea 
in  the  tool  hox  where  they  are  liable  to 
be   bruised   or  otherwise  injured. 

Cementing 

If  A  caaient  patcb  Is  necAiiAiy,  owing  to  the 
«bfen<^o  of  4  vtiLcihnlicr,  then  proceed  si  followA: 
8«ltct  A  pmtch  of  the  right  iis«;  that  ii.  largi> 
enough  to  extend  ihree  fourths  of  tn  inch  or  sn 
mch  bi»rond  the  puncture  in  each  dirdction. 
Wipe  off  every  tracts  of  moiftture  or  bloom  and 
roughen  with  emery  cloth  the  mrfacea  to  be 
Joiucd.  Apply  two  Goata  of  cemeot  lo  the  tube 
aurface  and  to  the  patch,  removing  with  the 
ingert  all  Buperfloua  cement;  tha  teas  of  It  ther« 
ii,   the   quicker  the   repair. 

Allow  the  cement  to  dry  until  it  adheraa  atrong- 
ly  to  the  fingers  (five  minutes  at  leaat  will  be 
Deeded},  then,  and  not  until  then,  apply  the  pateh: 
romprcAS  strongly  and  look  carefully  to  see  that 
the  edgi-a  of  thp   pfttch  do   not  loosen. 

Before  putting  b«ek  the  tire,  Mfnre  TOorsiOf 
thai  the  came  of  the  pnnctore  la  remoTed,  as  a 
nail  or  tack  or  rough  apot  inside  of  casing,  else 
tube  will  puncture  again. 

Wete. — Never  try  to  join  two  larfacef  while 
they  are  atm  damp,  for  rubber  cement  joints  are 
of  no  value  unlei«  everything  is  dry.  Never  ap- 
ply friction  fabric  to  an  inner  tube,  but  always 
a  patch  of  pure  caoutchouc.  Priction  fabric  it 
not  air-tight. 

Bven  though  a  sound  tube  has  been  tnserted 
on  tJie  road*  the  punctured  tube  should  he  mended 
promptly  to  be  ready  for  another  emergency. 
There  is  scarcely  a  limit  to  the  number  of  re- 
pairs a  tube  will  b^&r.  but  patche«  applied  with 
eement  cannot  safely  be  consiflercd  permanent  re- 

Eairs.     It  Is  a  paying  lnTe«tmeiit  to  make  Tulcas' 
ltd   repairs    as    opportunities    present    themselves. 

Inner  Tube 

How  to  carry  extra  inner  tubea.  Deflate 
tube  and  fold,  as  shown  in  fig.  7,  chart  238, 
powder  the  tutie  with  a  generous  amount 
of  talcum  powder,  then  wrap  in  a  piece 
of  canton  flannel  or  cheesecloth  and  pack 
in  a  small  wood  box  with  a  eliding  top; 
this  will  protect  tube  indefinitely. 

If  the  car  is  eciuipped  with  smaller  tires 
on  the  front  wheels  than  on  the  rear  wheels, 
carry  an  extra  tube  for  cat^h  size. 

The  cross  sections  of  Inner  tubes  are 
made  a  little  smaller  than  the  normal  air 
space  Inside  of  the  cases.  It  is  not,  there- 
fore, advisable  to  use  a  4%  inch  tube  in 
a  4  inch  ease.  This  usually  wrinkles  and 
creases  the  rubber,  with  bad  results.  Do 
oot  use  a  4  inch  tube  in  a  4^  inch  case 
for  any  length  of  time.  When  this  is  done 
the  rubber  is  required  to  stretch  too  much 
and  the  effect  of  heat  and  action  due  to 
•lisplacement  of  air  in  the  tire  quickly 
uses  up  the  nerve  and  life  of  the  tube. 

Lubrication  is  most  important  to  the  con- 
icrvation  of  the  tube,  but  it  is  a  matter 
that  is  given  least  attention.  Practically 
all  tire  manufacturers  treat  the  inside  of 
eases  with  a  white  solution  to  prevent 
tubes  from  •sticking  to  the  casing,  and  to 
reduce  the  f rictional  wear — a  good  lubricant, 
however,  should  also  be  used. 


There  are  two  methods  of  repairing  an 

inner  tube;  by  cemeting  a  patch  over  the 
puncture  and  by  Tulcani£ing.  The  cement 
patch  docs  not  hold  and  will  leak  in  time; 
therefore,  the  vulcanizing  of  the  tube,  as 
shown  in  charts  239  and  240|  will  make 
a  permanent  repair.  The  best  plan  would 
be  to  insert  a  new  tube  and  vulcanize  the 
damaged  one  later. 

a  Patch. 

When  a  patch  hecomM  loose.  It  will  sometlmee 
happen  that  a  tire  will  become  partially  or  even 
entirely  deflated  without  apparent  cauae— that 
is.  without  any  nail  or  other  puncturing  inatm- 
meot  being  visible.  If  you  have  had  experiaace 
with  occurrencea  of  the  kind,  you  will  immediately 
•ospect  a  loosened  patch  and  proceed  to  verify 
your  auspiciona.  Partly  loflaie  the  tire  and  yeur 
ear  will  tell  you  whereaboota  the  leak  is.  Only 
remove  as  much  of  the  easing  aa  will  enable  you 
to  conveniently  attack  the  Job.  Yon  will  very 
likely  And  that,  although  the  air  baa  burrowed  a 
small  channel  between  the  patch  and  the  tube 
in  one  place,  other  portions  of  the  patch  are 
holding  on  tenaciously.  Why  an  Inner  tube  patch 
does  not  stick  all  over  alike,  is  what  no  one  ever 
could  understand. 

A  drop  of  gasoline  applied  with  care  does  woa» 
ders  la  persnadlng  the  patch  to  peal  off,  and  af 
terward  In  cleaning  the  surface  of  the  tube;  but 
do  not  apply  the  aoluttou  until  you  have  well 
roughened  the  place  with  sandpaper.  Put  the 
old  patch  away  for  future  uae,  and  apply  a  freab 
patch,  two  coats  of  solutioo.  spread  on  thinly. 
and  well  rubbed  In,  •especially  the  first  (you  can 
oot  rub  the  second  coat  hard,  or  the  lot  peels  off)  i 
sqneete  the  patch  and  tube  together  as  hard  a* 
pOAsiblc  with  finger  and  thumb,  beginning  in  the 
center  of  the  patch  and  working  out  to  the  edgea. 
You  may  hold  a  block  of  wood  under  the  tube  and 
beat  the  patch  with  a  hammer  if  preferred,  but 
go  gently.  One  motorist  belabors  hia  patcbea 
uomerci fully  and,  says  they  never  come  off.  Jn 
dicioui  beating  does  no  harm,  and  screwing  up  is 
the  vise  between  two  pieces  of  wood,  and  leaving 
all   night  also   works  wonder*. 

Pointers, 

Some  owners  neglect  dusting  soapetone 
tnalde  of  the  case  when  changing  a  tube, 

others  use  the  soapstone  so  sparingly  that 
it  does  but  little,  if  any,  good,  or  they 
may  use  so  much  that  it  does  more  harm 
than  good.  If  a  quantity  of  it  be  dumped 
into  the  case  it  will  collect  at  one  pointy 
and  during  the  hot  weather  will  heat  up 
to  such  an  extent  as  to  burn  the  rubber  of 
the  tube,  making  it  very  thin,  brittle  and 
lifeless;  this  can  be  recognized  by  the  honey- 
combed appearance.  Soapstone  is  the  In- 
bricant  most  u.9ed  for  tires  and  it  is  qtiite 
satisfactory,  but  not  lasting;  therefore  a 
fresh  supply  should  be  put  into  the  tires  at 
least  two  or  three  times  during  the  season. 
Powdered  mica  has  proven  a  more  durable 
lubricant  than  soapstone  and  quite  as  ef- 
fective as  graphite,  as  well  as  more  pleasant 
to  handle.  The  lubricant  should  be  ap- 
plied with  a  soft  rag  and  rubbed  into  the 
pores  of  the  tube,  also  on  the  fabric  all 
around  the  case. 

Life  of  an  Inner  tube — if  good  rubber, 
should  last  for  two  years.  As  tube  grows 
older  the  rubber  becomes  hard  and  porous 
and  finally  reaehes  the  ''past  repair"  stage, 
which  is  noticeable  by  constant  slow  leaks. 
New  tubes  are  then  advisable. 


•A  gray  Itmer  tnhe  \»  not  colored.     The  beat  gray  t«b«»  use  pure  Para  gum   with  aulphur,   to  give  tl 
etrengtfa.      This    milphur   causes   a    "bloom"    or  while    gray   dust   which   gives  it   the  color. 
A  red  inner  tube  uie«  a  dfe  to  give  II  color  and    inKtead    of    sulphur,    antimony    is    used,    which    will 
stand   a   jcrfnt^r   amotint   of   heat,      Hrat  raustts  rubber  to  harden  and  crack.    Gray  tubes  stick  to  caaaa. 
red  tHbcii  h  ill  fioi  Biick      Timrrfnr.v  th*»  »f1vantage  of  a  good  red  tube  It  Itv  \He*^  V^o  ^it^vbX*. 


DYKK'S  INSTIICCTION  NUMBER  FORTY-TWO, 


To  Vulcanize  Inner  Tube. 
Preparation  of  tnbe  and  patch — to  repair  a  punc- 
tured tube.  Olean  the  spot  around  the  puncture 
about  two  inches  in  diameter  with  emery  paper, 
then  waHh  off  clean  with  gasoline.  Cut  sufficient 
repair  rubber  to  cover  the  puncture  and  dampen 
the  Purface  of  the  rubber  to  be  applied  to  tube  with 
gasoline,  allowing  it  to  dry  thoroughly.  Then  ap- 
ply the  repair  rubber  to  the  tube  directly  over  the 
punrturi>,  aH  illustrated  in  fig.  1. 
Fic«r«  Omm 


REPAIR  RUBBCR 


TlK*    touii»i!<    KA^oltuo    or    alcohol 
xu^-aul7(«r.     \»i;.  ;i:»i.'nij:     thi'     outor 


To  Vulcajilzo  Tire. 

vwv*'*'  »'a»t«*  and  patch  thuroujrhly  cleanse 
..  r*'.  :.  r.  l'^  uMiiic  '«an.l  i»iir«'r  or  a  pockei 
knifo  and  wash 
«  i\  in  0  perfect ly 
i-loAu  with  a  r.ig. 
:  u»inc  pasolino. 
,  Oli'anne  a  layer 
of  repair  gum 
with  gasoline, 

insert  it  in  the 
(■ut  and  trim  it 
ilush  with  the 
c-i-iiT-.p.  If  the  in- 
jv.ry  i*  \oid  of 
in.iteri.il.  then 
bv.'.M  I'.p  oven 
wj'h  rasinc  by 
cur.    with    ga$vtlice 


To  repair  a  rent,  pinched  or  torn  tube — ihear 
off  damaged  part  to  a  bcvelei  td^e  asi  fo.ijw 
cleaning  and  washing  instructions  a«  abo^e.  A 
piece  of  repair  rubber  the  exact  size  ar.i  sLaj*  of 
the  hole  must.  be.  placed  in  position  ar.i  az-clLer 
piece  of  repair  rubber  larger  over  a::  ihas  tbt 
hole  must  be  placed  on  the  dan-.a?ei  pin:  sf 
illustrated   in   fig.  2. 

Cire  must  be  taken  that  the  i-le  :»  tier  ufi'.y 
cleaned  with  emery  paper  and  msc  :.::-.  a:ii  '.ist 
the  surface  of  the  rubber  aii!:* -i  :•■»  ::•■?  :-t*  :■ 
washed  with  gasoline  and  allow e-i  to  dry. 


-amp 


vu..i.s;xer 


i.r-c:;y 


C.eav.  w-.t?.  (a>. 


To    apply    vnlcanixer-  . 

over  the  i-repared  tube  and  fastt:.  5«-:-r*.y  tzi 
uniformly  wit\  tLe  »hun:b  sjrows.  l*:=;  .arrful  to 
have  ti-.e'  pa!ch  cvi-tra'ized  l..er.-^:b.  •--•  r-:.iz,ii?r. 
as   illnvirated    m   fig.    3. 

Operation  of  totirist'i  nxlcanizer :  Af:-r  ;rr;ar 
ins  tube  a«  ir.jsiru.*:«i.  a:i*:b  v-^.-.s-irtr  ss  e-^-*^ 
Stand   vu'.-aniier  oc   le::ch     r-::s:-g-^    " 


f  "■■-:. 


a=.L 


"X 


Ken-.ove   the   cyr.rcr-.a;   .a=:r.    »*i   T^" 

or    a'.cohol    oh    i:    frcz:    :ii*    =:ea*ir-f    wi.r     .«   : 

r.:<htd.     Insert    ianr    "*>■    ^-'--"a- 

After    lamp    gees    c:::.    which    w:/. 

minutes   let    the   vulciniir?    :::.    a 

the  rtjair   :s   d:ne. 

When   vu'..:ani::ag   a    :a«:=.^    :Ls=r    :i*   v^Irkr^i- 
:n    jlioe    w::"-    :hf    ri.a:-    '    —     -    =     - --     - 
•.:i  ::.*  li=T   as  »: : 


r:   :t 
s'tr: 


mA 


^r  /. 


%%  vj    k- :    i-T.'   ^.'".f  x■..•:^f^   clfiJi.r.i: 


^^^ TT  ~ 


ara  r^zi-i.z  a*  ▼  z<  af  ::-  rt: 

:-•      I         71*2.    Tix    %   -iJT    §-■!-':    ::    "ars  ttf 
fTfc.-:     f  xf     ;:    \^*     T%3,-r%M     ai  i    r-_    :sri    3 

?::«■*  rtTAJT  a^*r  '-r.  rai..r-Ji^  S*  J=-^  * 
:.  .-^z  1*  tcZ-e  wur*  iirt  #-:-ri-i  aii  raiw< 
::    :  ..i.5fr    ls   xaj    ^«i    a   ?:.:t   aws -:.  .-aii» 


kf    r«sr 


r^r'^rc* 


ri*§  - 


-.     ^^   -Tn*t.   w-»s   w-.»a   ?a3«.   per  i*  I&  FM»  »J 


TERE  REPAIRING. 
Valye  8pre«den. 


671 


It  Is  essential  that  tubes  be  equipped 
with  Talyes  having  the  correct  type  of 
spreader.  See  &gB.  8,  4  and  6,  (L),  chart 
236.  Fig.  4  and  6  would  interchange  be- 
eaase  thej  have  angular  shaped  sides  where- 
as &g,  Z,  chart  235  and  fig.  1,  chart  236-AA 
have  curved  sides.  Most  companies  have  in 
the  past  furnished  tubes  with  especially 
equipped  valves  for  clincher  cases,  another 
type  for  Q.  D.  clincher  cases,  and  still  an- 
other type  for  straight-side  cases.  The 
clincher  valve  spreader  will "  not  properly 
lock  the  Q.  D.  clincher  beads  on  a  Q.  D. 
clincher  rim,  nor  the  straight-side  type  of 
tire  on  a  straight-shle  rim.  The  valve 
equipped  with  .a  straight  -  side  spreader 
will  lock  the  beads  on  a  clincher  rim  or  a 
Q.  D.  clincher  rim,  but  on  account  of  dif- 

Bepalr 

Temporary  tube  repairs  can  be  made  by 
the  use  of  cemented  or  self-curing  patches 
which  are  easily  applied.  However,  as 
patches  are  unreliable,  owing  to  the  fact 
that  they  often  come  off  when  the  tire 
heats  from  running,  it  is  much  better  to 
make  permanent  repairs  in  the  first  place 
by  vulcanizing. 

A  small  vulcanlzer  per  page  670  and  672 
can  be  used  for  ynlcanlzlng  Inner  tnbes^ 
which  is  a  very  simple  operation.  The 
tube  is  cleaned  around  the  puncture  and 
coated  with  vulcanizing  cement.  Then  a 
piece  of  raw  rubber,  the  same  as  that  from 
which  tires  are  made,  is  placed  over  the 
puncture.  The  vulcanizer  is  applied  as 
shown  in  the  illustrations,  chart  239,  and 
heat  is  applied  for  about  fifteen  minutes, 
— dependent  on  the  kind  of  vulcanizer  that 
is  used,  and  the  thickness  of  the  rubber  be- 
ing vulcanized,     (see  also  page  572). 

For  small  cuts,  sand  blisters,  etc  on  tires, 
this  vulcanizer  will  also  answer,  bnt  for 
blow-outs  and  large  cuts  in  tires  a  larger 
vulcanizer  is  necessary,  see  pages  574,  610. 

By  giving  cuts  on  casings  a  little  atten- 
tion now  and  then,  tire  mileage  can  easily 
be  doubled  or  trebled.  Small  cuts,  neg- 
lected, admit  dirt  and  water  to  rot  in  the 
fabric  until  a  blowout  occurs  that  ruins 
both  tube  and  casing.  The  only  sure  rem- 
edy  is   vulcanization.     See    pages   570    and 


ference   in   width   and   shape   may   damage 
fabric  of  the  case. 

The  purpose  of  a  spreader  is  to  keep  inner 
tube  from  being  pinched  at  the  stem  hole  in 
the  rim,  also  to  act  as  a  protection  in  case 
dust  cap  is  screwed  down  too  tight,  which 
is  very  often  the  case  and  inner  tube  is 
partly  pulled  or  pinched  in  rim  hole. 

Spreaders  are  not  absolutely  necessary, 
but  as  stated  above,  they  greatly  lessen  t^e 
chances  of  tubes  "going  bad"  around  the 
valve  stem,  before  the  rest  of  the  tube 
has  given  all  the  service  that  has  been 
built  into  it. 

The  difference  in  the  spreaders  is  neces- 
sary, due  to  the  difference  in  space  between 
the  beads  as  they  set  on  the  rim. 

of  Tires. 

573  for  repairing  cuts  in  casings.    This  can 
be  done  while  tire  is  on  wheel  inflated. 

What  Is  Vulcanization? 

It  Is  the  process  of  cooking  or  curing  raw 
Para  gum.  Exactly  as  in  baking  a  loaf  of 
bread,  the  best  results  can  only  be  obtained 
when  the  proper  amount  of  heat  is  used. 

The  temperature  ranges  form  250  to 
300^;   about   265^   being  considered   best. 

It  requires  16  to  20  minutes  to  vulcanize 
a  layer  of  Para  ^^  thick  at  265"*  tempera- 
ture and  5  additional  minutes  for  each  ad- 
ditional ^''. 

It  Is  Immaterial  whether  vulcanizer  be 
heated  by  electricity,  gas,  gasoline  or  steam. 
The  idea  is  to  keep  the  vulcanizing  surface 
at  a  steady  and  proper  degree  of  heat. 
See  page  674  and  610  for  vulcanizing  out- 
fits, tire  repair  tools,  etc. 

Tire  Paint. 

Tire  paint  for  painting  the  Inside  and  out- 
side of  tires  Is  mixed  as  follows  to  make  1 
gallon:  .  Mix  1  quart  of  gasoline  and  5  lbs. 
of  whitening,  stirring  until  thoroughly 
mixed.  Add  1  quart  of  No.  1043  Firestone 
cold  patch  cement  (or  any  other  cold  patch 
cement)  gradually  and  stir  until  mixed. 

The  solution  Is  applied  with  a  brush  and 
leaves  a  white  surface  which  will  not  crack 
due  to  the  elasticity  of  the  cemert. 


^Motorist's  and  Shop  Vnlcanlzers. 


There  are  several  standard  types  of  motorists* 
▼nlcanizers  available.  They  are  designed  with  a 
Tiew  to  supplying  machines  that  are  adapted  to 
the  most  convenient  sources  of  heat.  On  the 
road,  gasoline  is  always  available,  therefore  for 
tube  work  and  small  casing  repairs,  a  gasoline 
heated  vnlcaniscr  is  handiest.  Where  there  are 
electric  lights,  they  naturally  suggest  the  cleanest 
and  handiest  heat.  Motorists  who  have  city  light- 
faif  current  in  their  garages  prefer  the  electric 
▼vlcaniser  on  account  of  its  convenience  and  large 
capacity.  Most  of  the  work  is  done  at  home  and 
an  electric  vulcanizer,  which  has  its  heat  con- 
trolled automatically  and  maintained  as  long  as 
desired  (an  essential  feature),  has  the  advantage 
that  by  leaving  it  on  a  tire  as  long  as  is  neces- 
sary, the  thickest  tread  repair  can  be  cured  clear 
through  as  well  as  a  superficial  repair.  Sucees- 
siTe  repairs  can  be  made  without  loss  of  time 
aa  Tulcanizer  can  be  moved  from  one  to  another. 

The  charts  foUowlng  wlU  clearly  explain  the 
aetbod  of  tire  repairing.  It  is  the  writer's  in- 
tention to  deal  with  the  vulcanizing  subject  only 
in  an  elementary  way.  To  those  interested  in 
the  tire  repair  business  I  would  advise  writing  to 

*8ee  also  page  610. 


0.  A.  Shaler  Oo.,  22  Jefferson  St.,  Waupun,  Wis., 
for  a  copy  of  their  very  complete  book,  "How  to 
Open  s  Tire  Bepair  Shop,*'  snd  *'Oare  and  Bo- 
pair  of  Tirta.'*  Alao  Williams  Fdry.  A  Machine 
Oo.,   Akron,   O. 


Addresses  of  Tire  Manufacturers. 

Write  for  catalognea,  yon  wlU  gAln  much  in- 
formation. Amazon  Rubber  Oo.,  Akron,  Ohio. 
Wood  worth  Mfg.  Oorp'n..  Niagara  Falls,  New 
York.  Diamond  Rubber  Oo.,  Akron,  Ohio.  Fed- 
eral Rubber  Mfg.  Oo.,  Milwaukee,  Wis.  Fisk 
Rubber  Oo.,  Ohicopee  Falls,  Mass.  B.  F.  Good- 
rich Oo.,  Akron,  Ohio.  Goodyear  Tire  and  Rab- 
ber  Oo..  Akron,  Ohio.  Hood  Tire  Oo.,  Watertown, 
Mass.  Kelly-Springfield  Tire  Oo.,  220  W.  67th 
St.,  New  Tork,  N.  Y.  Koochook  Rubber  Oo., 
Kokomo,  Indiana.  Lee  Tire  A  Rubber  Oo.,  Oon- 
shokochen,  Pa.  Michelin  Tire  Go.,  Milltown, 
New  Jeraey.  Mogul  Tire  Oo.,  Granite  BIdg.,  Bt. 
Louis,  Missouri.  Pennsylvania  Rubber  Oo.,  Jean* 
nette.  Pa.  Republic  Rubber  Oo..  Youngstown, 
Ohio.  Rutherford  Rubber  Oo.,  Rutherford,  Now 
Jersey.    Firestone  Tire  and  Rubber  Q<^..  k\x^ii.^\!S». 


670 


DYKE'S  INSTRUCTION  NUMBER  FORTY 


To  Vu'" 
Preparatiou  of  •■  ■ 
tured   tube.     C\»  ■ 
about    two    ini  )i 
then   wash    oiT    < 
repair   rubbi-r    : 
the  aurface  ••?  • 
gaaoline,   ullo- 
ply  the  riM-:*:' 
puncture,   :x  * 


(c: 


The    touriRtN    KaMullue    or    aicobol 
vntraiilaor.     \uifiiiii/iii);    thi«    outer 

riiMliK 

To  Vulcanize  Tire. 
To  prepare  raalng  and  patch — thoroughly  cleanse 
thi>   i-iii    i*r    t«-iir    liy    umihk   Minil    paper   or  a   pocket 

knifi«     and     wa»h 
•  a  m  0     perfectly 
^^,    dean  with  a  rag. 
\   UNinfT        ffaiollne. 
.    Cleanie     a    layer 
of      repair      sum 
with  gasonni-. 

iniiert  it  in  the 
rut  and  trim  it 
tluah  with  th> 
caning.  If  the  >:. 
jury  if  void  <>- 
material.  the 
build  up  rv- 
,  .     ,  ,  *»»*>     catinjr 

i«U»«iiMiir    cfti'h    layer    of    repair    pim    with    easo! 
aiiil    nriiil\    prcHsini;    info    pUoe. 


Clean  with  gaioUne. 


oir 
I-  ■ 


Get   all  dirt  out,  then  cnt  old  n:l 
away  and  give  hold  another  clea: 

T*  apply  Tulcantxer:     K.rm'.y  clamp  ; 
the     \i.;.  »:•.  »e:     »i:rc.Ji\     v\tr    The     pri 
\\*M'.f  »*'c  to  :..i»c  l?.c  v*t>'i.  «rr.iralK 
the    f*.c    »'f    Ih,-    \..\.ir.:3cr    a*    jUum; 
app'>»"K    ••'"*'    *;-.'..-»t.;:cr     iV.o    f*cc    i.f 
%lu»tr%!     «»!ih     >»>.>','»;.^;.r     »>r     lau'tnu 
caVf   »'f   »*r.*;:.ar>    ♦••«•.'   »-*v.   W   rubl- 
pr«»c'.  ;    :., ..  T    ^v.v.    tr.^m    sTiokini; 


OHAKT 

NO 

•^:5 

S> 

A  r. 

rt.i'i 

A  nr»  '. . 

;. . 

e\ 

.'•..: . : 

:i" 

rar*-?  • 

•T,"  vf\'% 

T     »    • 

.>.:., 

:   «  :. 

:o    • 

I.*.-.  .  .  • 

74 


DYKE^S  INSTRUCTION  NUMBER  FORTY-TWO. 


^Vi^ 


;  t 


Al 


Kf«!W 


3Vcti«>nalor    l2lnn«r  Tubr  '        AaJt! 

•  <■•;-  iLt   rr 


I- 


ju.  ■a-i^_''xtl^» 


iiii  pipe  rt  turn 


n 


Volcuiixan. 

Staim  vtiTranltOT 
an  UMd  in  the  larg- 
er repair  iliopa.  Tha 
•team  is  generated  in 
a  boiler  from  heat 
produced  by  almoat 
any  fuel  which  will 
heat,  as  wood,  coal 
gaf,   gasoline. 

Electric  ▼nleaB- 
Istefl,  per  pages  572 
and  610.  are  saitabls 
for  small  shops  sad 
garages  or  home 
work  and  especially 
desirable  for  inner 
tube    work. 


Tie  rs.:.- 


Example  of  a  Steam  Vulcanizing  Plant. 

:::i:  per  tg.  6  consista  of:     (1) 

^K     :zbe     ralcasixer.     The     steam 

:*e    .r.v    \'.i:c    -.1    7>    and    part    of 

1-  :.'*.:     *   v'A't-    CT.    :hi*   vUto   and 

i-  '.  •'•*':,-*'€*/••■  •■■'  ■•■'•^  *^^'^*  it:  IS^  lec- 
Q.CA.  ».-Hi£ft.  V  if  f  caJcd  carity  molds.  TJiey 
fc-^  ^>»c  :o  ^\.  :a7  s*  is-  ::.*:%■:  ar.i  ov.:»Svie  of  the 
:.-^  T  **..-:  .-T*  .:«;■  -  ■.;#  o  aro  -r.»ae  to 
M.if  .-  •f--Ti  *  Si  •  -,#  Sie  i^  ::»  ar.d  r.ote  a 
_    __  >  =  »i    r.-.:,:     :f    v'.a.-i'd    over 

v^<  i*u  #»— ^^  na  «     •■-#  -.vr.:.   ::    .9   ir.   the   cav- 

:■    r.-.'..-      0        Tht*e  bead 

-  .    '.<    A-:-   r\\\t   *..^T  clicch- 

f-    .r    #:ri.f-t    s:ie    beads. 


Taking  rim  off  wheel  and  replacing  25e.  Taking 
casing  off  rim  and  replacing  25c. 

Retreading:  The  different  tire  mannfactaren 
supply  tr<?ads  which  cover  the  entire  tire  and  prict 
varies.  This  work  is  seldom  done  only  in  Isrge 
repair   shops. 


v: 

ri#  air  ^ag.  shewn  ia  flg. 
:;      .#    7:*:-.i    in    the    tire 
iri    ::■•-     -7    to    a    pre*- 
*z--     :f    At.--:     5C    :b*     to 
'■  i    .:    :r.    jbip*    *hin    be- 
Tf    -.:'.-*r  If'.    •;=    the    car- 
-    rr:  i    C     f;     6       St^aci 
■  I.*:*    •'j-ich    the    .-av.tT 
■1  r;i:.*aai2e;    ::::*■.*:*   cf  an 
:rf     ii  Li     :f    v.rf     t'^rru^rh 

^. 

i: 

v:.«-': 

T  *     fT  f  J.IX     - 

».>^ 

j        .::--.*:.  !:#.:    over 

:  ;.    .'.'.-^    '9\iz    :•  T     rs  :#    rtrir*   *Te   :f;r.f  ~aif 
5      T i.-fc'-.rTj    kfnlt      f     -.?*>■:      -     Tit-  '.i:::;    cr 
pr^-n.:.;   -.,*-♦— ff-    ri"-    :f*    ^i-  *  r ..-r   tr*   77: 


T^     :    i;    :       >::-   ti»:    :-s;*ii 

i :  :  •:  *  -.   I-    ::         zi.i*    nl- 


f  _. 


* 


2!C  -V.M  rr:.i: 


:*-.r* 


Sr-:-i    s    --1    i.i- 


f.     •     :•  -..  :    tt    -.ki    1:1    :jr#.     i.^: 

......  -        ■ :  ?:     :a    ^    -.kti-z    a: 


rr  ra..-   ax   i : : 

m.Tr****.  Ill      J 


jf 


IJT'     ti    u* 


r:Tfj-    rf;A^      v-i-      :  :  i.,-^     tac-s      r  fr  ' :« 

**  ^^^^'  '-^^^      ^^.  J  .:    J    i2-:*r*sMry  m    n^ilAa*   a  ?«ira3i  sf  ?^ 

^^^     ^^  '  -rsi.:.     :i:    w:j.i   ':j    yeioaK  ^fce   ■    —  1    mm.  *«ai 

^.^.,  ^"  •     L-    »      :     4     :wf-?    ic    ima?dsjaii    a=;X    vv-r  aat 

'  "'*«<«^   .,        *-.^        \  1  i.    i:-:<i  :zj  :x  zr-na.  w-.-a    -z  inccn  wT«nJ« 


rp-fi-: 


:nr±:is: 


Bepalilng  a  Blow-Out  by  tlie  Wrapped  Tread  Method  of  Vulcanizing. 


Tbs  **sectloD&L'*  m«lhod,  vbaro  repair  wu  built 
up  or  reinforced  from  tbe  ouUlde,  vaa  explained 
on  p«gtt  673,  Wiih  th«  wrapped  tread  method,  it 
U  buUt  up  or  reinforced   from  the  ln>lde« 

W1U1«  w«  ffpemk  of  blow-out  rep  aire,  tbla  ftlso 
eoTert  repairs  for  cuta  through  tread  and  carcaia, 
alao   sidowall   and   rim   niiairs. 

When  Step  Cutting  Is  Neceaaaiy. 

If  the  fabric  immediately  arooQd  bole  U  rotten 
aad  abredded  so  badlj  that  It  Ls  impracticable  to 
work  It  back  into  the  repair,  then  it  wiU  be  oecei 
•ary  to  ri?inove  atiy  loose  canvaa  that  may  bo  around 
the  blow-out,  **alep  eulting*'  ii  out  io  two  or  three 
•tepa,  aimiUr  to  Rg.  8,  page  673  but  from  the  lu* 
aide.  Thia  method  however,  will  nol  be  roquired 
once   lu  twenty   repairt. 

Out  the  atepa  so  that  the  smallest  la  at  lea«t  2'* 
larger  In  every  direction  than  the  hole  through  tbo 
tire,  and  make  each  aucct^edini;  step  about  1^" 
larger  alt  around  the  one  below  it. 

Coat  all  over  with  cement,  working  tho  cement 
in  between  piles  of  fabric  at  the  ragged  edges  of 
the  damaged  part.  After  first  coat  has  dried  for  an 
hour  or  two  put  oo  another  coat  and  let  it  itaod 
for  acTeral  houra — over  night  if  convenient. 

Out  layers  of  blow-out  caiiTu  (Fara  coated  on 
both  Aides)  to  fit  the  steps  from  which  fabric  was 
removed  and  work  them  thoroughly  in  place,  one 
at  a  time.  Roll  from  the  center  to  the  edges  of  the 
patch,  and  if  air  bubbles  form  under  the  canvas 
prick  them  with  an  awl  and  roll  them  flat.  It  is 
necessary  that  the  canvas  be  laid  smoothly  and  that 
perfect  contact  be  secured  between  the  different 
layers,' 

Then  put  on  another  patch  an  inch  larger  sil 
around  than  the  largest  step.  Finish  with  plain 
friction  canvas  or  c»nvai  Para-coated  on  one  side. 
This  laat  layer  must  be  long  enough  to  entirely 
cover  the  preceding  patches  and  reach  to  the 
clincher  on  the  outsido.  Use  from  four  to  six 
layers  of  csuvaa,  dei'^'uding  upon  the  size  of  the 
lire  and   size  of  th«*   Ijole   through   it, 

Eelnforcing  Without  Step  Cutting. 

The  following  method  ia  where  fabrk:  Is  not 
rotten    Mnd    pro-'^edur*^    la    s«    follows! 


Fig.  SO:  Oleaa  Inside  of  tire  about  a**  on  each 
tide  of  hole.  Use  gasoline  to  soften.  Scrape  uo 
til  bare  canvas  is  exposed,   but  do  uot  cut  fabric 


Fig,  21:  Apply  2  coata  of  cement  orer  cleaned 
n&rface.  Let  first  coat  dry  %  hour  before  applyi^ng 
the    aecond.'     Cement    hole    through    tire    thoroughly. 


Fig.   22;     Out  flrit  layer  of  fabric    (Para  coated 

both  sides)   to  wil!  ext«nd  I*'  beyond  hole  In  evory 

directJon.    Roll  smoothly 

ll     T— ^  mg    in    place,     pricking    any 

M        ^  [r     air    bubbles    to    let    air 

M^E^    \A|^BK       Then     cut     a     aecond 
V^^^&^^J^^HH  ^^rer  fabric    (Para^ 

V^^^^KB^^^^^IiI  ^»a^«^  both  sides)   l&rge 
H^^^^^^^^^^^Hj  r  j   enough  cover      the 

JV.^^^^HH^^HBk  ^  first  one   and  ex- 

^^^^^^^r^^*^  ^    tend  an   inch  over  it  ia 
every    direction. 

Then  cut  a  third  layer  (Para  coated  both  sides) 
1"  larger,  and  place  over  second  layer  in  same 
manner   and   roll   it   down. 

Then  cut  a  fourth  layer  (Para  coated  one  aide) 
1"  larger  than  third  layer  and  apply  the  Para  coated 
tide  next  to  the  third 
ia>'er.  In  targe  tirae 
uie  5  layers.  After  the 
3rd  and  4th  layers  are 
applied  the  patch  will 
look  as  shown  in  fig.  23. 

Fig.  23  shows  appear « 
anca  of  patch  after  all 
layers  have  bean  applied 
sod    rolled    down. 


Fig.  24:  Turn  tire 
over  and  iUI  gMh  with 
tread  stock  ef  narrow 
strips  and  press  down 
iiire(ully.  No  cement  is 
necessary.  Do  not  Ml 
bole  too  full.  Sprinkle 
inside  with  soapstoue. 

Fig.  2fi :  Fl*ce  tire 
over  the  "Inside  caa- 
Ing  mandrel* '  t  see 
flg.  2,  pef«,  674). 
Lay  a  piece  of  waxed 
paper  ove^  outalde 
repair  and  place 
bead  strips  along  the 
bead  as  shown,  then 
wrap  on  tape  and 
tighten  tension  of 
baud  screws  so  as 
to  pull  tire  down  on 
mold. 

Fig.  26:  Flace 
*'ouUide  eating 
form"  or  mold  over 
outside  repair,  apply 
the  steftm.  Cure  for 
fifteen  miuat«s.  then 
loosen  clamp,  tighten 
tape.  About  60  min- 
utes in  all  is  re- 
ouired.  Larger  tiree 
1   hour  at  40  lbs.  of 


srgc; 
40   I 
steam    ^t^%%}^T^, 


Fig.  26.    Apply   bent  to   In^ 
side  and   outside   simnltane- 


Fig.   £7. 


Fig.  27  Shows  a 
blowout  repair  near 
rim.  Same  method 
was  used,  except  the 
last  layer  of  fabric  ie 
brought  clear  around 
the  bead  and  up  out- 
side of  tire  far 
enough  for  the  bead 
strip  to  get  a  good 
grip,  then  use  the 
curved  side  of  the 
"outside  form'*  or 
mold  for  rim   work. 


iT  KO.  241-A — Wrapped  Tread  Method  of  Repairing  a  Blow-Out — where  repair  is  built  up  or 
Binf creed   from    the   inaidc.     The   Shaler  Steam  Vtilcanijcer,  fig,  2,  page  574  ia  used  as  an  example. 

Pe  repair  a  eecttOB  of  lire  where  iroad  ts  looea — lee  footnote,  page  570. 


676 


INSTRUCTION  No.  43. 


tDIGEST  OF  TROUBLES:  How  to  Diagnose  or  Locate  Engine 
Troubles;  the  Cause  and  Remedy.  Miscellaneous  Questions 
Answered.  *USEFUL  AND  INSTRUCTIVE  HINTS  AND 
SUGGESTIONS. 


Making  a 
Diagnosing  automobile  troubles  requires 
thought  and  reasoning.  If  a  person  understands 
the  principle  and  construction  of  the  various 
parts  of  a  car  and  some  one  of  the  hundreds  of 
troubles  occur,  then  simply  reason  it  out;  ask 
yourself  what  the  trouble  is,  what  could  cause 
that  trouble  and  why.  Find  if  it  is  ignition,  car- 
buretion,  cooling,  or  juat  what  the  trouble  is, 
and  then  figure  it  out  the  best  you  can  before 
proceeding. 

It  is  of  litlbe  use  to  turn  the  engine  over  and 
over  by  the  starting  handle  or  by  means  of  the 
engine  starter,  in  an  effort  to  set  it  going.     If 

Before  an  Engine  will  Bun 
Always  remember  when  diagnosing  troubles 
that  there  are  two  essentials  necessary  before  an 
engine  will  run.  First,  gasoline;  second,  a  sparlL 
The  gasoline  must  reach  the  inside  of  tho 
cylinders  and  the  spark  must  be  there  at  the 
proper  time  to  ignite  the  gas.  If  you  have  both, 
something  is  bound  to  happen,  even  though  it  is 
but  a  single  explosion. 

Next,  remember  that  even  though  you  have 
a  spark  and  gasoline — the  engine  will  not  run 
properly  if  the  gas  does  not  enter  the  cylinder 
at  the  right  time  "and  stay  there"  and  be  in  a 
proper  gaseous  form. 

The  gas  cannot  be  ignited  regularly  if  there 
is  not  a  good,  hot  spark  at  the  correct  time. 

Next,  remember  that  if  an  engine  is  not 
properly    lubricated    and    cooled    it    will    heat, 


Diagnosis, 
the  engine  will  not  start  with  a  few  turns,  the 
chances  are  that  there  is  something  radically  out 
of  order,  requiring  intelligent  attention.  With 
the  carburetor  giving  a  correct  mixture,  the  igni- 
tion system  affording  a  hot  and  effective  spark, 
and  everything  else  apparently  all  right,  it 
should  be  as  easy  to  secure  an  explosion  on  the 
second  stroke  as  on  the  sixtieth.  So  if  the  engine 
will  not  start  with  tho  second  or  third  attempt 
it  is  not  likely  to  start  with  three  or  four 
hundred  attempts;  consequently  it  is  better  to 
find  out  the  cause  of  the  trouble  than  to  turn 
the  engine  over  indefinitely  and  run  the  battery 
down« 

there  are  Two  Essentiahs. 
and  if  too  cold,  heat  must  be  applied  for  proper 
carburetion.   (See  page  155.) 

Therefore,  in  summing  up  the  chief  tronUei, 
we  find  that  most  troubles  are  due  to  ignitiflB. 
carburetion  and  lubrication. 

If  trouble  occurs,  first  find  which  of  the  three 
headings  the  trouble  comes  under  and  then  rea- 
son it  out. 

The  object  of  this  digest  or  condensed  fom 
of  troubles  and  remedies  is  to  Biinply  give  yoii 
an  idea  what  would  likely  cause  eertain  troubles 
and  what  would  likely  remedy  them.  The  reader 
will  then  decide  which  one  is  most  likely  the 
trouble  and  if  he  does  not  know  the  meaning  of 
certain  adjustments  called  for,  then  turn  to  the 
index,  find  tho  subject  mentioned  and  read  up 
on  that  subject. 


fSystematic  Trouble  Hunting  by  a  Process  of  Elimination. 
In  dealing  with  engine  troubles  one  should 
always  try  to  figure  out  the  possible  cause  of  a 
trouble  before  starting  to  adjust  something  that 
does  not  need  adjusting. 


When  the  possible  cause  of  trouble  can  not 
be  imagined,  then  begin  with  a  careful  examina- 
tion of  all  the  features  of  the  engine  that  are 
apt  to  give  rise  to  the  trouble; 


An  adjustment  never  should  be  changed  with- 
out a  knowledge  of  why  the  change  is  made,  the 
effect  the  ch'ange  should  have  and  how  to  restore 
the  mechanism  to  its  original  adjustment. 

If  one  will  first  reason  out  the  probable  causes 
of  a  trouble:  the  real  cause  can  be  quickly  lo- 
cated. For  instance,  if  a  single  lamp  fails  to 
bum — ^you  will  know  the  trouble  is  not  in  the 
battery  or  generator  if  all  the  other  lamps  burn 
— therefore  the  cause  must  be  in  that  lamp, 
socket  or  wiring. 

Similarly,  if  the  startixig  motor  falls  to  start 
engine,  yet  you  know  it  is  turning  the  engine 
crankshaft,  and  your  lights  burn  brightly — ^you 
would  not  look  to  the  battery  for  the  trouble, 
but  you  would  know  that  the  trouble  must  be 
with  the  ignition  or  carburetion.  It  is  then  a 
matter  of  applying  the  process  of  elimination — 
that  is,  test  each  of  the  remaining  probable 
causes  until  the  final  cause  is  the  only  one  left. 

tSee  page  419  for  "Digest  of  Lighting  Troubles,"  and  pages  457.  458.  422  Storage  Battery  Troubtas  and  pact  H* 
Tire  Troubles — See  inaex  for  other  troubles. 
*See  Instructions   45  and   46D   for   Useful  Devices   for  the  Repair  Shop  and  Repair  Shop  Hints. 


If  nothing  out  of  order  is  found,  tlien  begbi 
testing  out  the  various  features,  beginning  with 
the  easiest  and  most  accessible,  and  thoroughly 
complete  each  test  before  starting  on  another 
possible  cause. 

For  example:  If  your  ignition  system  is 
suspected,  the  easiest  thing  to  test  would  be  the 
spark  plugs,  first  find  the  faulty  plug,  then 
proceed  from  the  spark  plugs  to  the  wiring  eon- 
inunicating  between  the  plug  and  the  distributor, 
then  examine  the  battery  connections,  the  switch 
connections  and,  last  of  all,  the  adjustments  of 
either  the  timer,  coil  or  magneto. 

Do  not  examine  a  spark  plug  and  then  leare 
it  and  try  a  few  carburetor  adjostments  and 
later  come  back  for  another  spell  of  tinkerii| 
with  the  ignition,  etc. 

If  you  suspect  the  ignition  system,  go  to  it 

from  beginning  to  end  in  a  SYSTEHA'nC  naB- 

before  proceeding  with  the  carburetor  ui 


ner  before  proceeding 
likewise  with  other  parts. 


DIGEST  OP  TROUBLES. 


677 


*DIGEST  OF  GENEBATOB  TROUBLES. 


Troubles  occur  in  the  electric  system  of  a 
^member  that  the  electric  system  Is  divided 
four  parts,  namely:  the  lighting  circuit, 
iting  circuit,  starting  motor  circuit  and 
m  circuit.     The  idea  is  then  to  determine 

of  the. circuits  the  trouble  is  in  and  then 
t  from  beprinninjr  to  end,  as  explained  on 

429   and    737,   r)76.     See   also,   pages  407, 

08,  416,  424,  419  for  other  electric  troubles, 
roubles,  indications  and  causes  of  generator 
es  can  be  classed  under  two  heads;  those 

are  due  to  mechanical  defects  and  those 
electrical  defects. 

Mechanical  Generator  Troubles, 
tions:    Noise  and  low  current  generated  or 
•rent  at  all. 

i:  (1)  Broken  bearing  (examine  by  turn- 
mature  by  hand,  if  it  sticks  or  turns  hard, 
0  ball  bearings  and  replace);  (2)  Loose 
g  gear  or  pinion  (if  loose,  key  to  shaft); 
rmature  off  center  (can  be  due  to  loose 
ieces.  See  that  the  screws  with  counter- 
leads  on  outside  of  generator  are  tight); 
laft  bent  (this  is  more  common  on  start- 
)tors  than  on  generators.  A  new  armature 
aired  if  shaft  is  bent);  (5)  Commutator 
(when  this  happens  the  brushes  and  brush 

9,  etc.,  are  also  damaged.  A  now  armature, 
8  and  brush  holders  are  required). 

Electrical  Generator  Troubles, 
leal  troubles  can  bo  classified  under:    (a) 
•ircuits;   (b)  ground  or  short  circuits;   (c) 
ive  regulation  system;    (d)   defective  cut- 

>en  circuit  indications  would  bo  low  current 
nerated  or  none  at  all. 
kuses:     (1)    Brush    connections   poor;    (2) 
ushos  stuck;  (3)  Brushes  worn  too  short; 
)  Brush  spring  broken,  no  spring  pressure 


to  hold  brush  to  commutator;  (5)  Dirty 
commutator  (see  pages  404,'  409) ;  (6)  Arm- 
ature if  open  by  connection  loose  at  commu- 
tator or  broken  coil  would  cause  intense 
blue  sparking  at  commutator  and  flattened 
commutator  bars;  (7)  Field  coils  if  open 
will  show  no  current  at  all,  or  if  partial 
open,  low  current  generated. 

(b)  Ground  or  short  circuits  (1)  may  be  at  main 
terminals;  (2)  Brush  connections;  (3)  Brush 
holders;  (4)  Armature  if  short  circuited  will 
cause  excessive  heating  of  armature,  insula- 
tion burned  and  low  current  generated;  (5) 
Field  coils  if  short  circuited  will  cause  field 
coils  to  heat  and  low  current  generated;  (6) 
Commutator  if  short  circuited  will  cause  no 
current  at  all  or  low  current  output. 

(c)  Begulation:  In  this  instance  wo  will  deal 
with  the  "third-brush"  system  of  regula- 
tion. If  a  *' voltage  regulated"  system  is 
used  see  pages  343,  345  and  925. 

Indications  will  be*  that  the  charging  current 
will  be  too  low  or  too  high  and  not  remain- 
ing constant  at  high  speeds. 
Causes:  (1)  Incorrect  setting  of  third-brush 
(see  pages  405,  389,  925,  864C);  (2)  Brush 
not  sanded  in  (see  pages  404,  409);  (3) 
Spring  pressure  on  brush  not  sufficient  (see 
pages  404,  408,  864C). 

(d)  Cut-out,  If  It  remains  open  at  all  times,  re- 
sult will  be;  (1)  No  current  to  battery;  (2) 
Generator  will  get  very  hot;  (3)  Will  bum- 
generator  out. 

(d)  Cnt-ont,  If  It  remains  closed  at  all  times,  re- 
sult will  be;  (1)  Battery  will  discharge  back 
through  generator  at  about  20  amperes  (on 
the  Ford)  when  engine  is  not  running  or  not 
running  fast  enough.  This  will  discharge 
battery. 


*«DIGEST  OF  STABTING  MOTOB  TROUBLES. 


low  current  or  no  current  and  failure  of  lltarting 
motor  to  operate.  If  only  partial  open  circuit 
occurs  the  current  draw  will  be  low  and  cranking 
slow. 

Open  circuit  causes:  (1)  Brush  pigtails  loose; 
poor  brush  spring  pressure;  dirty  or  burned  com- 
mutator; (2)  Armature  commutator  blue  spark- 
ing or  flattened  commutator  with  slow  cranking; 

(3)  Fields  open;  (4)  Starting  switch  open;  (5) 
Loose  connections  at  battery,  ground  or  switch. 

Ground  or  ^ort  .circuit  Indications  are  excessive 
current  required,  no  cranking  or  slow  cranking. 

Grounds  or  short  circuit  causes:  (1)  Shorted 
fields  cause  excessive  current  and  slow  cranking; 
(2)  Armature  shorted  causes  excessive,  current, 
burnt  insulation,  slow  cranking;  (3)  Commutator 
shorted  causes  excessive   current,  no   cranking; 

(4)  Brush  rigging  shorted  causes  may  be  in  maSi 
terminal,  brush  holders,  pigtails  loose. 

STOBAGE  BATTEBT  TBOUBLES. 

bject  is  treated  under  the  Storage  Battery      Miscellaneous  battery  troubles  are   treated   on 
L     The  ' '  care  of  a  battery ' '  is  given  on      pages  456,  457,  458,  459,  421,  422  and  416. 
t54,  455. 


Lg  motor  troubles,  indications  and  causes 

Iso  be  classifled  under  two  heads;   those 

arc  due  to  mechanical  defects  and  those 

electrical  defects.    (See  also,  pages  407, 


lechanlcal  Starting  Motor  Troubles. 
Hons:  Excessive  current  draw  and  slow 
ijj:  or  complete  failure  to  crank  and  ex- 
noise. 
:  (1)  Worn  brushes;  (2)  Shaft  bent;  (3) 
itator  burst;  (4)  Loose  pole-pieces;  (5) 
I  Bendix  (see  page  331);  (6)  Armature 
ter  (may  be  due  to  loose  pole  pieces,  tighten 
). 

Electrical  Starting  Motor  Troubles. 

cal  troubles  are  classified  under  (a)  open 

'J    (^)   ground  or  short  circuits. 

drcult  indications  would  be  indicated  by 


Uo.  iMffM  409,  411.  416,  429.  737,  864C  for  Generator  Troubles. 

■o,  pages  407,  408,  416,  429,  787,  864A,  424  for  turtlng  Motor  Troubles. 

are  581  for  list  of  pages  where  Other  Troubles  can  be  found. 


n 


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See 


DIGEST  OF  TEODBLES. 


57B 


•ciroxia:  misses  bxplosion. 

(25)   DEFECTIVE  OR  DIRTT  SPARK  PLUG: 

tWith  tlie  wigin»  mnnlA^  Idla,  Abort  clrcuii 
tlie  ipATk  plug*  osa  st  «  time  hy  tOQcblng 
ft  screwdriver  from  tlie  loetid  of  the  cjU 
tndvi  to  tho  Urminmls  of  tbe  plugs,  (mo 
pagie  237,  249.)  Thla  provonts  tho  plug 
^os  firing  mud  when  one  U  ibort  dr- 
CBlied— tliat  makoB  no  difference  in  tbe 
ranniac  of  tbo  engine — yon  bave  probably 
located  tbe  plug  at  fault.  If  tbe  ip&rk 
plug  wire  iB  properly  connected  to  tbe 
rilBtrlbutor,  eltber  cle&n  or  install  a  uew 
plug  In  place  of  the  one  that  baa  been 
fonnd  defectlTe.  If  a  vibrator  coU.  Bee 
page  236.  (also  see  17). 
••SPARK  PLCO  GAP  TOO  WIDE:.  Tbe 
distance  betwen  the  Fptrk  plug  points 
•boo  Id  not  exceed  .025  of  au  inch. 
(te«  7.)  Bxamine  Interrupter  points. 
(Be«  pagoB  250,  378  and  a01>.  Weak 
battery. 
It«>  TOO  LEAN  A  GASOLINE  MIXTURE r 
If  tbe  engine  mlBses  with  a  popping  noise 
In  the  carburetor,  tbe  indications  axo  that 
too  mach  cold  air  Is  being  admitted 
tbroogb  tbe  air  regulating  valve,  tbe 
carburetor  jets  have  become  clogged  wltb 
dirt,  or  there  Is  a  partial  stoppage  some- 
where In  the  gasoline  pipe  connections. 
See  that  carburetor  intiake  header  gas- 
keti  are  perfectly  tight  and  do  not  admit 
alr«  wbSch  would  tbln  tbe  miztnre.  (see 
pages  162,  168  and  Instruction  13.) 
[(fft)  LOOK  FOR  GASOLINE  TROUBLE:  Dirt 
In  gasoline  tank  over  outlet,  dirt  or  water 
iB  earbmretor,  float  leaking.  Jet  In  carbu- 
retor etogged  up,  supply  cock  loose,  Inlet 
valve  sticking  or  leak  in  inlet  pipe,  weak 
exhaust  valve  spring,  may  be  a  leak  of 
air  in  inlet  pipe. 
ISO)  If  tbe  englnB  mlasee,  and  tbe  following 
explnsfon  Is  acompanled  by  an  etEploslon 
in  tbe  muJller;  Ignition  la  at  fault*  for  tbe 
K  charge  has  reached  the  cylinder  correctly^ 

B  bat   has  been  exhausted  without  being  ea- 

■  ploded. 

pCirOIHE  BOSSES  ON  HIGH  SPEED. 

C81)  IGNITION:  Weak  battery  (if  coU  uid 
battery  ignition,  see  page  460>,  If  tbe 
engine  misses  at  high  but  not  on  low  or 

■  on  a  bard  pull,  then  it  Is  evident  the  spark 

■  plugs  are  OJL, 

H  The     contact     screw     in     tbe     contact 

■  breaker  box  needs  screwing  up  (pftge  297 
^L  250,  378.1  A  word  of  explanation  on  this: 
^^^B  tb«  engine  may  Are  all  right  at  less«r 
^^^^B  tpetds,  becanse  tbe  speed*  Is  slow  enough 
^^^^F  *^  ^«  contact  Is  long  enough  to  aUow  the 
^^^^^  coll  to  build  up,  but  at  high  speeds  the 
^^B  contact  li  too  short,  consequently  a  slight 
H  turn  of  the  contact  screw  la  needed. 

H  Try  switching  to  tbe  other  Ignition  sys. 

■  term.  If  a  dual  system  is  provided,  this  will 
V  det««iulJie  whkb  ignition  system  Is  at 
■r  fault. 

H  The   coU  may  be   defective.    se«  Index 

i  and    pages    235,    236,    249    and    253    for 

•'Testing  a  coiL** 
,(83)  CARBUBETION:  Tbe  carburetor  may 
have  boen  adjusted  for  slow  speedy  but 
require*  more  gasoline  on  high  speed,  or 
It  ]aay  be  getting  too  much  gasoline. 
Proper  adjustment  of  carburetor  ought 
to  sujlice, 

iOIHB  MISSES  OH  LOW  SPEED. 
ttSI  TGXTTIOX:  If  magneto  Ignition,  tbe  canse 
m&y  be  due  to  tbe  slow  epeed  of  mag- 
neto and  weak  current  genoTJited.  Try 
advancing  the  spark  more.  Also  exam- 
ine the  interrupter  points. 
Bzasane  spark  plug  points  (se«  7). 
If    not    remedied*    try    switching    to    tbe 


other  system  of  ignition,  if  missing  stfll 
oceara,  then  there  aro  two  other  polnti 
to  consider;  loose  connection  or  a  broken 
down  coll,  ii  one  coil  Is  used  for  both  sy^ 
terns,  as  a  low  tonsloa  magneto — ••• 
page  241. 

(34)  A  SPARK  PLUG  MAY  BK  FOULED: 
It  has  been  known  that  a  bad  plug  will 
DOt  cause  missing  at  all  speeds  (page  29S)t 

(35)  OAHBURETION:  Mixture  at  fault-^K#- 
adjust  slow  speed  adjustment.  The  lloil 
may  be  too  low  giving  over  rich  mix- 
ture.    See  ft^so,  page  171. 

(3«)  THERE  MAY  BE  A  LEAK  IN  THE 
INTAKE  PIPE:  This  Is  a  very  common 
cause  for  missing  at  low  speeds,  and  is 
best  detected  by  allowing  tbe  engine  to 
mn  at  tbe  missing  speed.  Take  a  sqnlrt 
can  full  of  gasoline  and  Aqnlrt  around  aU 
tbe  intake  pipe  Joints,  If  you  detect  any 
difference  whatsoever  in  the  running, 
there  is  a  leak.  The  remedy  is  obvlona, 
see   pRges    162    ^nd   171. 

ENatNZ  MISSES  AT  ALL   SPEEDS. 

(87)  IGNITION  r  DefecUve  spark  plug  (see 
7  and  85.)  Loose  connection.  Weak  bat* 
tery.  Loose  switch  parts.  Broken  wire. 
Slight  short  circuit  (see  page  211,  and 
charts   112  and  113.) 

(38)  OARBURETIONt      see  pages  166   to  171, 

tEKGIHE   DOBS    HOT    DELIVES   FULL 
POWEB. 

(39)  V.ALVES:  Leaky  exhaust  valves,  scored 
cylinder,  worn  or  loose  rings  cause  loss  of 
compression,  see  page  626.  Timing  of 
vaJve  may  be  wrong.  Exhaust  and  inlet 
msy  not  open  st  correct  time.  8««  page 
110  for  "checking  valve  timing,"  and 
page  92  and  page  630  on  "valve  grind- 
ing" and  pages  94  and  95  "valve  clear- 
ance "  Weak  inlet  or  exhaust  springs. 
Examine  cimis  for  wear. 

(40)  OARBURETION:  Too  rich  a  mixture  (eae 
pages  166  to  171). 

(41)  OVERHEATING  OF  ENGINE:  Lack  of 
OIL  Oirenlatlon  system  defective  (soe 
page  191.) 

(42)  IGNITION;  Timing  of  Ignition  may  be 
wrong.  Set  too  far  retarded  or  too  far 
advanced,  (see  page  249).  We*k  Igni- 
tion.     Defect    in    distributor. 

(43)  MISCELLANEOUS  CAUSES:  Dragging 
brakes,  leaky  piston  rings,  lack  of  lubri- 
cation. Tight  bexrlnga.  Flat  tires.  If 
new  piston  rings  fitted  tbey  are  not  fully 
set*  use  plenty  of  oil.     See  also,  page  600. 

tfEKOIHE  OVEBHEATS. 

(44)  VALVES :  The  exhaust  valve  may  not  open 
early  enough  to  pass  out  the  burnt  gas. 

(45)  OARBURETION:  Too  rich  a  mixture 
(see  pages  166  to  171)  or  driving  with 
throttle  open  too  far  and  spark  retarded 
too  much. 

(46)  IGNITION-  Bnnnin^  on  retarded  sparft 
invariably  causos  beating  (see  page  67 
and  68.)  Test  the  ignition  timing,  see 
index. 

The  spark  lever  should  be  raised  up  or 
advanced  as  far  as  possible  at  all  timem 
wltbout  causing  the  engine  to  knock,  alao 
•ee  page  319«  for  "Spark  control  and  ov«r- 
boattng." 

(47)  LACK  OF  LUBRICATION:  Examine  tbt 
oiling  system,  see  bottom  of  page  201, 

<4?)   COOI.JNG:     Constricted  water  circulation 

(see  pages   191.    193,   789):    eiEatnine  the 

water  drcnlation  and  pump.     Under  slsed 

r»dlator. 

(49)   OABBON   DEPOSIT:      See  p«ge   201   and 

202.     Choked  exhaust. 
<50)   SLIPPING  FAN  BELT:     Tighten  tbe  belt. 


■*Se«  pages  236,  298  and  index.  ttWben  engine  overbealf  by  steaming,  due  to  frozen  water — feel 
of  radiator  at  bottom — If  cold  U  Is  froKcc,  if  warm  iheo  circulaiiou  is  o.k.  and  trouble  is  due  to 
tack   of  watiT  or   Mcimethmg  a^He- — •««  also  pages  193,    7^8.   800. 

tSee  page  6SG,  "Spark  Plugs  luJIcate  Condition  of  Talres,  and  page  C26,  "Engine,  Why  l^ones  Power,** 

••See  pages  171.  235.  297.  29^  and  index. 


L 


BM 


DYKE'S  INSTKUCTIOX  NXMBER  FORTY-THREE. 


wttfe   xmx   WlkMU  jMkad   ap. 
(§3)  BKARIKOH:      If   cd^Iim   U   aiv   or  jiut 

•▼•rhMMU  t]i«  b«arl]ics  bmj  b«  too  tSfht. 

Pat  la  ploDtj  of  oil  aad  nu  n&til  loosoood 
*  ap,  —  po«o  203. 

(68)  VMVSSr,  TOO   I/JXG  ON   LOW  GEAR: 

TliU  In  bAd  practlco  and  ihoald  bo  svoldod. 

Not«. — lc«fer  to  put*  1^^  ^<1  i^^^  *^^ 
"notom<;Ur."  Tbia  i«  ftn  4:xeoileat  de- 
vieo  to  Mdiiit  in  diofiiotios  orerfaeatiaf 
troublftn.  OT«rk«fttiiig  U  alwoyn  manifost 
wiiftn  nngine  b«ffizi»  to  mn  alow  oad  ponadi. 

BVODTB  KirOOKB. 

(64)  HiNITlON:  Ttao  aioit  eoauaoa  kaock  U  tho 
Igaitlon  kaock.  caasod  bj  too  mack  ad- 
Tanco  of  tpark.  Back  Usk,  la  tIadBf 
whool  tettb,  MO  pafoi  688,  790  aad  ladn 
for    "knock!." 

(66)  HKAIUNGH:  Tbo  coaaoctlaf  rod  or  aula 
boarlngH  may  be  looto.  (leo  ladtz  for 
"toiUnff",   alio    "tirbtoalaf  boarian*') 

(60)  OAUHON  DEPOHIT:  Tbla  Is  aUo  a  fro- 
qaent  caaie,  ido  pago  201  to  208;  aUo 
MO  paxo  028  for  carboa  troabloa. 

(67)  MK)HK  Oil  WORN  P18T0NH:  Wm  caaM 
a  kuock  as  oxpUlnod  la  cbart  264. 

(619)  CAKIllJHKTION:     Too  rich  a  mlxtaro  will 

cause  a  gai  kaock. 
(60)   KNOINK    OVKRLOAI)   ON    HILL:      Shift 

to  lower  tpeod. 

BironrB  will  not  stop  when 

iWZTOHED  OFP. 

(00)  IGNITION:  If  flriag  U  regular  tho  iwltch 
If  defectlTe.  Zf  flrtag  is  irregular,  pro- 
ignltiOB  ii  tho  caaee.  OauMd  bj  poor  oil 
an  ezplalaed  oa  page  202.  Thia  carboa 
bardeas  aud  becomes  red  hot,  heaco 
"pre-igaitlon,"  (sm  iadez  "pro-igal- 
tioa.") 

Stop  oaglae  bj  closiag  throttle  and  as 
soon  aa  the  engine  coola,  locate  the  cauM. 

(01)  MISOKLIiANKOlJS  OTIIBU  OAUSRfl: 
OTerhaatiag  m  explained  from  (44)  to 
(68).  thla  Instraction,  may  bo  the  eaaM. 

BITQZHE    BUNS    WEU.   BUT   OAB   DRAGS. 

(02)  OLUTOH  IS  IJKKLY  SLIPPING:  The 
aprlng  needs  tightening.  If  leather  faced 
eoae  typo;  too  much  oil  on  the  leather. 
Olean  with  gaaollne  squirted  on  with  aa 
oil  gun.  If  thla  don't  hold,  use  Fullers 
earth  (laat  resort).  If  multiple  dlac  type; 
dutch  aprlng  at  fault  or  plates  worn. 

A  slipping  clutch  is  detected  by  tha  en- 
gine speed  not  conforming  with  speed  of 
««r  when  throttle  Is  opened.  This  ratio  be- 
tween car  and  engine  is  soon  learned  by 
experience. 

OLUTOH  DRAGS. 

(68)  IF  CONK  TYPE:  The  clutch  may  not 
dear  the  fly  whed  when  thrown  out.  If 
multiple  disc  type;  the  oil  may  be  too 
hoa^  aad  sticks  to  plates,  (see  instruction 
16.  paf:e  203). 

OLUTOH  GRABS  OR  IS  FIERCE. 

•(64)  IF  Oi^NK  TYPK:  Leather  too  dry,  dean 
with  gasoline  (see  62)  then  pat  on  castor 
oil  or  neau  foot  oil  to  soften. 

If  multiple  disc  use  lighter  oil  after 
cleaning.  Spring  may  be  too  tight,  (see 
repair  sebject  "caro  of  clutch.'*) 

OIL  ON  CLUTCH  LBATHER — (cone  type) — aee 
page  88  and  index,  "dntch  repaixing." 
i6T^  CArSTI:     Tm)  much  oil  la  crank  caae— oil 
works  oat  engine  bearing. 

B8INS  BJICK  FIRES  IN  MUFFI^R. 

65  ^  IitXTTTON:  Unally  ocrars  when  coast- 
Htg  with  spark  of!  and  retarded  and  end- 
dcaly  throwing  oa  switch,  thereby  firing 
cbazga*   which   have   entered   mafller  an- 


(69;  CARBCRETION: 

flza,  or  Bdxsaro  zigkt  tat 

oaa  cylinder  rilaring  Bza_s 

ploalTO  chargos  lata 

from   heat   of   tha   x 

»giMiij  of  fjwtM^n^  Talvaa  laakfag. 

Bno  sapply  falUag.     (aao  paga  168  to  170.) 

Benody:      (1)     R¥ani1na   as  in  last  sm- 

tloa;   paztlealarly  soa  if  tha  plag  potati 

are  too  far  apart.     (2)     Soa  that  all  qpl- 

ladara  are  flrtng  ragalarly.     (3)     AdjiH 

carbarator.     (4)     Soa  if  plan^  of  giae- 

lino  in         ' 


CRANK  CASE  BEC01CB8  YESY 
HOT  AND  ENGINE  WEAK. 

(70)  CAUSE:  8«loaa  laak  af  oplodod  gai 
past  piston  rtaga — ^ringa  worn  or  broka 
^-cradc  In  head  of  piston — platoa  pla  loose 
IB  platoa  and  allowing  gaa  to  aacapo  alOBf 
bearing.  Saa  repair  anbjaet  for  "testlai 
piston  ring  laaka." 

OVEBHEATINO  OF  EXHAUST  FIFE 
AND  ICUFFLEB. 

(71)  CAUSE:  Cailiarator  trouble  oter-xleh 
miztarob  Talvas  oat  of  tliaa,  vary  lati 
apark,  rannlng  too  long  on  low  gnc, 
using  too  mndi  gaa,  askaast  throttled,  iB> 
rafllclant  lift  on  TalTo  or  choked  mafllv. 

Thla  condition  la  tho  rasalt  of  ssai- 
thlng  by  which  tha  mlztara  is  not  oa» 
pletdy  bnmad  in  tha  comboatloa  spaei, 
but  contlnaM  to  1mm  la  the  azhaast  plpi 
and  muffler. 

A  miztnra  that  la  too  rich  or  too  poor, 
nsually  the  former,  will  bum  slowly  sad 
will  still  be  bnndnff  dnring  tha  exkaait 
stroke. 

If  the  exhaaat  TalTa  opana  too  aoei,  tki 
charge  will  escape  bafora  tt  has  doM  iti 
work. 

Very  late  Ignition  will  not  glva  eBBOgk 
time  to  permit  tha  eharga  to  bo  barnsd  ba> 
fore  tho  exhaaat  TalTa  opana. 

ENGINE  MAXES  AN  UNUSUAZi 
HISSING  NOISE. 

(72)  CAUSE:  Spark  plag  poredala  bnka. 
Joint  between  onglna  and  axhaast  |l|i 
loosob  axhaast  pipe  cracked,  oompmriai 
cock  worked  loose,  spark  plag  aot  UgMIr 

.  acrearod  into  cylinder,  Talva  caps  mn  ^ 
loose;  probabiUUes  are  the  axbaast  |l|t 
or  a  spark  plug  is  loose. 

GASOUNE  FAILS   TO   BEACH  THE 
CARBUBETOR. 

(78)  CAUSE:     Ganxa  strainer  in  bass  ef 
burotor  choked — otetrncfclon  la  the 
plpo--air  lock  at  a  1»and  In  sapply 
(see  page  102,  rafara  to  water)  i 
leakage  from  tank,  or  If  a  gxavty 
'  may  bo  air-bonnd — floating  obstraetMa 
,  •  gMoline  tank  coTorlng  tiM  gaaoUaa  0ii 
— gaMllno  pipe  near  axhaast  pipe  tm^ 
a   vapor   lock.    Vant   kola  la  ID*  c 
dogged. 


CONTINUAL  EMISSION  OF 
FROM  MUFFLER. 

(74)  CAUSE:      T  _ 
readjast  labrlcatlon  to  gtva  a 
of  oil  flow — tho  aaalailon  of  bBS  i 
Indicatee  that  tha  carbnadaa  Is  tM 

(see  pagao  202,  166).    Flataa  dap 
ORACK  IN  OTUNDER. 

(75)  EFFE(yr:  .  Watar  In 
or  la  crank  cham1 
radiator  on  paDIng 
slon.     (see  paga  713.) 

CARBUTBETOB  DBZP8. 

(76)  CAUSE:  Float  valfa  mad^mim  m 
order;  axamlaa  float  aad  gctad  thi 
needio  ▼ahra.  Vaaal  canao  !■  iM  to, 
under  noodla  valva  or  MmX  m  Im  I 
(SM  Blao,  paga  167.> 

ABNOBMAL  NOISB 
TRANSMISSION  OBAm. 

(77)  CAUSE:      (Ottar  ^n  «H  Ii  l 


iki 


•3fiaty*r»  f5  nT.r  66  oTr.-.r»c3. 


.'-.    r.'.TcO  CT\T\R. 


6Uon  of  gtmra  tn  chut^o-gtar  box  or  btirel 
Ojivt  oa  back  «jcIa — ^pinlonB  damAgOd — 
to«lli  broken  or  worn  down — not  loott  Is 
go&r  box  ftnd  foaling  g#«rB— dutch  dmm 
or  JIj  whftol  Ioos«^nnlv«r»A2  jotnti  on 
truLBmlaaion  ihaXt  badly  worn  or  dam- 
agod— boaiings  In  gear  box  worn,  allow- 
ing abafu  to  took  aboat — ilidlug  memb«r 
of  clat<;)i  out  of  aUgnmenI  with  eonA  (tttt 
vp  bar 8b  grating  oolao) — wear  of  Jawi  of 
•        potltlTo  clutch  la  goar  box, 

SOtXHASS  AHB  SIMILAR  NOISJBS. 

{TH)  0AD8t::     Fork  actaatlng  clntcb  wants  lo- 

Ibn«atiOD — ono  or  more  boartngi  0T«r- 
beating  and  want  of  lubrication — ono  or 
more  of  tbe  brakes  partly  on — bearings  of 
iprlng  abacklM  want  lubricating!  on  eome 
carfl  tbe  sprlag  enda  work  in  a  allde, 
wbicb  reqtilres  occaslonaUy  lubricating) — 
valTO  stems  rtinnlng  dry  in  tbe  guides. 
Fenders  and  boods  are  usually  tbe  cause  of 
most  noises, 

mSAIOATOE  STOPS  WOBKIKO, 
,  (79>   0AU8E:     Oil   pip*   cboked— feed   nlpplee 

■  choked — pomp    abaft  *may    be    broke,    as- 

ually  due  to  clogged  pipes.  May  need 
priming.     Loose    connections, 

OH*  FEED  GAUGE  DOES  NOT 
SHOW  FLOW  OF  OH.. 

(80)   8KE    IF    OIL    IN    CHAKK    CASE,      Cleaa 
Strainer.     Examine   pump    and   ]^pe   con* 


DIGEST  OP  TROUBLES 


I 


Tht  following  are  tome  of  tbe  qooi 
and  the  New  York  'nmes — Automobile  Q 
Attiwefi  have  been  partially  cUfiified. 

First  Anto  Show. 

3. — What  year  was  the  first  automobUt  tbow 
in  Chicago  and  alio  New  YorkT 
A. — Tho  first  show  h«ld  in  New  York  was  in 
NoTtmbL'r,  1900.  at  Madison  Square  Garden,  un- 
der the  auspices  of  the  Automobile  Club  of 
America.  A  feature  of  the  show  was  a  board 
bill  built  on  the  roof  of  tbe  garden,  to  prove 
that  tbe  now  vehicle  would  not  only  propel  itielt 
but  would  climb  a  grade.  Tbe  novelty  of  tbe 
idea  sppealed  to  tbe  public.  Tbe  flnt  sutomobite 
show  tn  Chicago  was  at  the  OoHieutn  in  March. 
19Q1.  Eighteen  vehicles  were  dLiplsfed,  The 
gate  receipts  were  $3,200,  Mr,  Sam  Mile»  wa«  the 
maoager. 

First  Fonr-Oyde  Gasoline  Englaa, 
Q. — Who  invented  the  first  gaiolioa  engine  f 
A. — Nicolaus  Auguit  Otto,  0eut«.  Germa&7,  on 
Atigust  14,  1877.  was  granted  patents  covering 
the  fourcycle  «*n^inc  and  tbe  principle  of  com- 
presting  the  mij&ture  before  exploding  it.  Thie  Is 
tbe  principle  still  used  on  automobile  eugioes  at 
present.  The  conception  of  compresiion  and  four 
cjelas  of  operation  wae  not,  however,  original 
with  Otto.  Ue  combined  thcie  ideas  into  a 
practical  engioei.  They  were  twelve  yeart  in 
the  making,  and  three  countriee  participated  in 
their  evolution.  The  conception  started  in  1962. 
when  a  Frenchman,  Alphonse  Bean  de  Rochas. 
obtained  s  patent  and  wrote  a  pamphlet  on  the 
four-cycle*  engine.  Six  years  later  Boulton,  an 
Engliiliman.  secured  a  patent  covering  the  ute 
of  compresston  in  an  eagtao.  However,  Boalton 
failed  tn  worl(  out  the  neeeaaary  means  for  com- 
pression in  a  practical  way. 

Flnt  Power  FropeUed  Vehicle. 
Q. — When  was  tho  first  power  propelled  vehlele 
invented  f 

A.— Esperiments  date  back  to  1770,  when 
Joseph  Cugnot,  a  French  engineer,  built  the  first 
sutomohile.  He  constracted  a  iteam  automobile 
that  hauled  2  %  tooi  three  miles  per  hour,  and 
ibis  vehicle  it  itrll  preserved  in  France.  In  18D2, 
the  flrat  practjcml  steam  automobile  was  built  by 
Rlehard  Tretittuck  of  England,  using  a  crank 
abaft  for  the  first  time  and  driving  by  geare 
from  th*  fiifrine  to  tbe  road  wheels.  In  1831, 
Jnllua  rtriffiths  of  England  built  the  first  com- 
fortable steam  vebicle,  the  first  vehicle  to  bava 
a  coach  design  of  body,  with  seats  carried  oa 
springs,  ae  Cbey  are  today.  In  1831  Summers 
A  Ogle  of  Hngtand  built  a  three-wheel  tubular 
boilar  and  two  cylinder  engine  which  attained  a 
epeed    of    thirty  two    miles    per    hour,      Tbe    first 


tLOcliODi.     Oil  may  be  too   cold   lo   flow. 
(see    page    199).     OU    pomp    may    naad 

priming. 

on*  UIAKAOB  FROM  EHGIHE. 

(SI)  OAtrSE:  Bearings  badly  worn  and  pA- 
■ixLg  ont  bearing  Joitnial — gaskets  not 
ilghl — screws  loose.  Orank  case  flooded 
with  oil  (lubricator  working  too  rapidly) . 
Gap  screws  holding  Lower  crank  case  not 
Ugbt.      Gaskets   leaking. 

For  Ignition  tronbles  ace  pages  333  lo  24 1«  247. 
249,    253.   543. 

For  magneto  troubles  see  pages  207  to  300, 
For  carburetor  troubles  see  pages  Ififl  to  171. 
For  starting  motor  troubles  see  Paget  416.  All*!, 
408,   4*J9.    737,   577.   864A- 

For  cOOllAg  troublei    see   pftges    199.    191.   780. 
714,   715. 

For  generator  tronbles  see  pacee  4Q0,  411.  41«j. 
4'JJI.   7S7,    rt04C,   410, 

For  carbon  troubles  «eo  paces  202,  624,  626  and 
indi*.v. 

For  storage  battery  ttonblea  see  pagee  454*  457. 

45H,    421,    422. 

For  mlacellaneous    rep^n    and    adjustments    aeu 

Iiifciruciion   No.  4(i. 
For  Tiro  tronblea  see  pages  566,  5 AT. 

QUESTIONS   Ali8WBEBD. 

stioas  answered  by  A.  L.  Dyke  in  the  8t  Louis  Globe- Democrat 
Query  Oolumns.   during  the  past  few   years.     The  questions  and 


motor  vehicle  to  carry  passengers  regularljp  for 
hire  was  built  by  Walter  Hancock  of  England 
in  1834.     The  motive  power  was  steam. 

First  Pitaamatic  Tlxea, 

Q. — (1)  Who  invented  the  pnenmatio  tiref 
(2)  What  year  did  American  manufacturers  of 
automobiles  bet;io  to  use  the  double  tube  lire! 
<3)  What  were  the  prices  of  tires  from  1900  to 
1815t 

A. —  (I)  At  present  tbe  honor  of  inventing 
pneumatie  tires  is  disputed  between  two  claimants: 
R.  W.  Thompson,  a  Scotchmen,  and  John  Dunlap, 
an  Irishman,  The  former  devised  an  automobile 
rubber  tire  in  1^39,  but  it  never  came  into  nse, 
as  it  waa  a  very  crude  affair  and  seemed  of  no 
practical  ferrlce.  Thompson's  tire  was  a  single 
tube  appliance  and  was  invented  in  1845.  The 
aolid  rubber  eushton  tire  and  tbe  single^tube 
air  lire  was  used  considerably  in  1899  end  1900. 
The  double  tube  penumatic  tire  did  not  come 
into  general  use  on  sutomobilbs  until  1902.  (2) 
Single-tube  pneumatic  tires  were  generally  used 
up  lo  1908.  Double  tube  tires  wore  in  use  in 
1902  and  were  extensively  adopted  in  1908,  (8) 
For  a  30ic3H  inch  single  tnb«  lire  the  price  fn 
1900  was  82 H;  in  1001.  $25;  in  1909  the  double 
tube  tire  rasing  and  tube  cost  841:  1919,  931.95: 
1915,   $14.30. 

First  Amttrlcas  Auto  Boad  Eaee. 

Q, — Whf^re  and  when  was  the  flret  American  ' 
Automobile  Road  Race  run  in  Ameriea  I 

A- — Motor  Aga.  April  19,  1900,  aays:     **Amerl^ 
ea's    first    auto   road    rare    was   run    over   a   fifty- 
mile  course  on  the   famous  Merrick  road  on  Long 
Island     yeatt^rday     morning.       A      L.     Riker,     with 
a  five  horsepower  electric  racing  wagon,   won   by 
a  quarter  of  an  hour;  time.  2:03:30.     S.  T,  Davis. 
Jr.   In  a  steam   Locomobile,  four  and  a  half  horao' | 
power,     was    second;     time,    2:1^:27.       Aleaaodi 
Fisher,   in  a   gasoline  ruxishoiit   built  by   the  Au 
mobile    Oompaoy     of    America     was    third ;     ilma,  ' 
2:30:01/'      The    article    further    states    that    the 
racers    wore    auto    caps,    goggles    and    month    pro- 
tectors.      Riker    wore    do    euro    t0K«    at    all,    but 
got  there  just  the  same.     This  ep^ed  It  averaged 
now  almost  daily  on  the  itreett. 

First  Auto  Bace, 
Q.^ — Where   was   tbe   first   automobile  race   bell 
in  Ameriea  I     How  many  ears  started  f     How  i 

finished  f 

A. — Chicago  made  the  earliest  attempt  at  aa' 
automobile  race,  November  2,S,  V%^1*  ^vi.  ^»3e% 
started    over    a    ^o^uaa    oV    Mv^s-Vw^v    xnJ^**.   ^^wi 


682 


DYKE'S  INSTRUCTION  NUMBER  FORTY-THREE. 


jAckton   Park   to   Evanston   and   back    again,    for- 
a   piise   of   $600   offered   by   tho   Chicago  Timea- 
Herald.      Four    of    tho    cara    were    propelled    by 

Stoline  and  two  by  electricity.  Two  cars  An* 
led.  Oharlea  E.  Daryea  won  in  ten  honre  and 
twenty-three  minntee.  The  conree  wa«  covered 
ander  highly  unfavorable  conditions,  the  roads 
being  heavy  with  mnd  and  snowy  slnsh. 

tSpoed,  Motorcycle  ya.  Anto. 

Q. — ^What  is  the  best  time  ever  made  by  a 
motor  cycle  f  Some  say  the  motor  cycle  ia  faster 
than  any  automobile. 

A. — The  best  time  ever  made  by  a  motor  eyele 
was  one  mile  in  37  seconds,  or  less  than  100 
miles  per  hour.*  This  was  accomplished  by  Lee 
Hnmiston  at  the  Los  Angeles  Motordrome,  Novem- 
ber 6,  1911.  The  fastest  automobile  time  eter 
made  was  by  a  Fiat,  driven  by  Arthur  Duray 
at  Ostend  in  1913;  time  142.9  miles  per  hour. 

Earnings  of  Kaclng  DrlTars. 
Q. — What  are  the   earnings  of  racing  drivers  f 
A. — During  1916  Resta  earned  $37,750;  Ander- 
son, $37,000;  Cooper.  $31,750;  De  Palma.  $24,600; 
snd   Rickenbacker,   $24,000. 

^^Oftstor  Oil  M  a  Lnbrieant. 

Q. — Do    the    race    drivers    use    castor    oil    ex- 
clusively   in    their    high-speed    engines,    or    ia    it. 
compounded  f 

A. — ^Very  few  racing  drivers  use  pure  castor 
oil.  In  each  of  the  big  races  not  more  than  one  or 
two  drivers  have  used  it.  Nowadays,  when  castor 
oil  ia  used,  it  is  not  compounded,  but  in  for- 
mer years  it  was  aometimes  mixed  with  aleohoL 
Tt  may  be  that  some  drivers  are  secretly  using 
their  own  mixing  process. 

Anto  Olnb  of  America. 

Q. — ^In  what  year  was  the  Automobile  Olub  of 
America  organised,  and  how  many  cars  were 
prodneed  xhat  year! 

A. — On  Wednesday,  January  7,  1899,  a  public 
maeting  was  held  at  the  Waldorf-Astoria  Hotel. 
New  York,  and  as  a  result  the  National  Auto 
Ohib  of  America  was  chartered  on  the  following 
August  6.  Six  hundred  machines  were  produced 
in   1899. 

First  High  Tension  Coll. 

Q. — ^When  was  the  jump-spark  coil  invented 
and  first  usedf 

A. — ^In  February.  1852,  Emperor  Napoleon  of 
Prance  offered  50.000  francs  to  the  man  who 
could  produce  the  most  important  electric  in- 
vention during  the  next  five  years,  which  period 
was  later  extended  five  years.  This  award  was 
finally  given  to  H.  D.  Ruhmkorff,  a  Paris  in- 
strument maker,  for  inventing  the  Jump-spark 
coil,  often  referred  to  as  the  Ruhmkorff  coil  or 
high-tension  coil.  This  coil,  however,  was  first 
actually  developed  by  Prof.  Charles  O.  Page 
of  Waahinston.  D.  C,  following  the  researches  of 
Faraday.  Joseph  Henry  and  W.  Sturgeon,  about 
1831,  and  really  should  be  more  properly  termed 
Page's  coil. 

First  Rubber  Tire. 

Q. — When  was  rubber  first  discovered  and  who 
made  the  first  rubber  tires? 

A. — The  first  mention  of  rubber  was  in  1525. 
when  the  Spaniards  in  Mexico  saw  the  natives 
playing  with  balla  of  a  remarkable  elasticity. 
In  1770  it  was  suggested  as  an  eraser  for  pencil 
marks.  In  1R23  Macintosh  of  Manchetiter,  Eng- 
land, found  that  rubber  would  dissolve  in  benxine 
snd  began  making  waterproof  fabrics.  In  1832 
the  Roxbury  Rubber  Company  was  formed  in 
Massachusetts  to  engage  in  this  work  and  Charles 
Goodyear  was  one  of  its  employes.  Ooodyear 
discovered  vulcanization  in  1835.  In  1842  he  be- 
gan producing  rubber  ^hoea.  The  first  use  of 
rubber  tires  was  when  Diets  in  1835  patented  a 
rubber  cushion  applied  to  an  iron  ring  or  tire. 
R.  W.  Thompson,  an  Englishman.  December  10. 
1845.  patented  the  first  pneumatic  tire. 

Bight  Side  of  an  Antomobile. 
Q. — Which  ia  the  right  side  of  an  automobile  t 
A. — The  right  side  of  an  automobile  is  always 
nnderstood    to   be   the   right    of   the   driver   when 


seated    in    the    car,    not    of    the    person    aUnding 
in  front  of  the  car. 

Oarage  and  Umoualiia. 

Q. — Kindly  give  me  the  derivation  of  "garage" 
and  **limousine.*'  I  judge  both  are  of  French 
origin. 

A. — ^Yes,  both  words  are  of  French  derivation. 
Oarage  is  a  derivation  from  "gare,"  a  atatlon  or 
terminal  for  either  railway  traina  or  boaU« 
"Oarage.**  as  a  noun,  meana,  in  both  Frtaeh 
and  English,  a  place  in  which  motor  cara  are 
stored.  The  term  "limousine*  waa  originally 
applied  to  a  cloak  worn  by  the  Inhabitants  of 
Limousine  an  old  province  of  Oentral  France. 
It  ^7aa  later  extended  to  the  covering  of  a  car- 
riage, and  then  to  a  t]rpe  of  motor  car  body 
with  a  permanent  top  projecting  over  the  driver. 

Prononneiatlon  of  Aato  Worda. 

Q. — (1)  What  is  the  correct  pronoonclation  ef 
chassisf  (2)  Of  Fiatt  (8)  Of  Pengeotf  (4) 
Has  the  Losier  motor  of  the  1918  and  1914  li^ 
six,  ball  bearinga  on  the  main  and  connecting  red 
bearinga  of  the  crankshaft! 

A. — (1)  Chassis  is  pronounced  ahaae,  the  a  Is 
like  a  in  ask  and  the  e  is  like  e  in  erent.  ns 
accent  is  on  the  first  syllable.  <2)  Fiat  is  pro- 
nounced Fee-at,  accent  on  the  first  ayllable.  <8) 
Peugeot  ia  pronounced  Pu-jo,  the  n  being  like  ■ 
in  pur  and  the  j  being  soft.  (4)  The  fight  six 
Losier  did  not  have  ball  bearinga  on  crank  shaft 
or  connecting  rods. 

Meaning  of  Words  need  In  OonneetloD 
with  The  Anto. 

Q. — ^Will  you  oblige  me  with  the  meaning  ef 
following  words  I  see  quite  often  need  In  eon- 
nection  with  the  automobile,  cardan  Joint,  paata- 
6ote,  bore  and  stroke,  accelerator. 

A. — Cardan  joint  is  the  same  aa  universal  joint 
Pantasote  is  an  imitation  leather  need  for  up- 
holstering and  tops.  The  bore  of  an  engine  cyUn- 
der  is  the  measurement  across  the  clrcnlar  space 
in  which  the  piston  moves.  It  la  another  twa 
for  the  internal  diameter  of  the  cylinder.  He 
stroke  is  the  length  of  the  path  through  whlck 
the  piston  moves  in  the  cylinder,  and  U  exactly 
equal  to  the  diameter  of  tiie  circle  made  by  the 
crank  pin.  The  purpose  of  an  accelerator  Is  te 
open  the  throttle  by  nfeans  of  a  pedal  en  the 
foot  board  independent  of  the  hand  throttle.  It 
opens  the  throttle  more  quickly  than  the  hand 
throttle,  hence  the  term  ''accelerator.*' 

Water  In  Orank  Caaa. 

Q. — How  does  water  get  into  my  crank  cast 
and  mix  with  my  oilf  The  gasoline  la  straiaed 
and  the  lubricating  oil  is  all  right. 

A. — Two  things  may  cause  the  trm&bla;  one  of 
chemical  origin,  the  other  ill-fitting  fdston  rings. 
When  gasoline  is  burned  with  the  proper  ameoat 
of  air  the  hydrogen  and  carbon  of  the  gaadUat 
combine  with  the  oxygen  of  the  air  to  Unt 
water  and  carbon  dioxide.  Hence,  water  ii 
always  one  of  the  producta  of  conhnatioa  aai 
exists  in  the  cylinder  in  the  form  of  aupei heeled 
steam.  Ill-fitting  piston  rings  and  acoved  cyfla- 
ders  allow  gaa  to  blow  by,  conaeqnently  mef* 
water  will  condense  in  such  enginee.  TUs  H 
more  common  with  six  and  mnltlcyllnder  ( 
because  there  is  more  ring  surface,  consi, 
more  chance  of  leakage.  The  carbnreter  adjaid- 
ment  is  also  important.  A  mixtnra  eoatafadif 
much  gasoline  meana  an  ezceesive  aaeent  if 
water,  just  as  sure  as  it  means  a  fomatiea  ef 
carbon   in  the  cylinder. 

High  AltitndM. 

Q. — Doea  the  water  become  heated  mtm 
ly  in  a  high  altitude  than  a  low  altHvdet 

A. — Water   boils   at   a  lower  tcmpcratnra 
high    altitude    because    the    preesnre    ef 
mosphere.     which     water    must    <n 
it  can  boil   or  change  into  ateam,  la 
high  altitude.     At  an  elevation  of  one 
will  boil  at  a  temperature  10  dejpoea 
at   sea   level.      In   crossing  the   Rocky 
the  road   is  frequently  much  more  thaa  < 
above  sea  level  and  water  bolla  away  TCfT 


q[uck- 


*There  are  3600  «econds  in  one  Ynnr.     To  find  the  miles  per  hour,  divide  SfiOO  by  the 
to  make  one  mile.      tFxgures  are  not  now  correcV.     **^*  -^^i*  918. 


QUESTIONS  AND  ANSWERS. 


IFa*  of   Or&plilt«   la  Boglne, 
Q' — Cin     ^ipliit^    b0    u«ed     in    bo    Automobil* 
tfogisel 

A. — T«t.     8«e  pikg€  2 OS. 

Wmoti  U  Uie  Bft0t  Oir? 

Q^ — I  am  contldcriQg  purchAsing  »  ear.  Ad^ 
Tii«  f&e  which  of  the  three  you  would  adTiie 
ftud  the  adTBDUsct  of  000  over  the  other — Dodfs, 
OTerlABd,  Maxwell  f 

A— Cmnment  on  relitive  meriU  of  cmri  ia 
IhU  department  ii  irrcsuUr.  All  Ihoit  you  aame 
are  good  c«rt,  I  will  uU  you  how  I  would  settle 
the  choice,  if  I  were  unahle  to  decide  otberwite, 
go  to  icTiirAl  died  car  coacerni  and  etcertain 
which  car  brmyt  tha  beat  price.  .  This  may  aagwer 
your  queatioa.      (sea  paj^M  6^7  and  52$,) 


I 


Satlo   of   0«arlsc  Laadla^   Oara. 

Q»— Whjit   ic  Uie  ratio 

of 

gearing    (high   speed) 

of  eome  of  ibo  leading  caral 

Stadebaker    Four     •••«• 

4   to   1 

Sladebaker  SU    ,  , , 

,  8.7   to   1 

Hupmobila  *    ......... 

....  4   to   1 

Sax  OB  Four  aod  Six    .  - 

,  .4.75   to   1 

Grant    

4.S0   to   1 

B«o    .     

.>..•*.... .4  to   1 

Empire    .     . 

............. 4  to   1 

Haysea     .     . 

4.07  U>   1 

Buick     .      .  . 

3.77   to   1 

Dvertaod  66 

4.01    to   1 

Overland   83    . 

.3.70  to   1 

OakU&d    Eiffht    . 

.4.8  to   1 

Oakland  Large  Btt 

4.25  to   1 

OakUad  Small   ^^N 

4.42    to   1 

Willyi'Knight 

.4   to   1 

Chevrolet  490 

3.67   to  1 

CbeTrolet     , 

.4   to    I 

Chalraerf    M.    6 

3.75   to    I 

ChakDcri  48    .    ... 

4   to    1 

Ohaimera  40       ......... 

4.50   to   1 

Batio  Gaaraig-  lit,  2iid,  Srd  mud  Baversa. 

Q. — What  is  the  difference  in  ratio  of  geariog 
on  firstt  second  and  third,  or  low,  intermediate 
and  high,  of  a  carf 

A, — This  variea  slightly  In  different  cars.  Tha 
ratio  on  a  King  Kight.  for  ioataaee,  ia:  First 
or  low  speedy  I4.S  to  1;  second  or  intermediate 
speed.  8.7  to  1 ;  third  or  high  speed,  4.6  to  1 ; 
rarerie^  18  to  1.  fiae  page  22  for  explanation  of 
ratio. 

Maanlnx   of    25-36;    Englae    Eatiiig. 
Q. — What    does    25-35    horse-power    mean  I       I 
Doto  muoy   mannfaeturera   rate  their  engines   with 
li^o  ralinga. 

A — The  25  mfjans  the  horse-power  acording 
to  tbe  Boetety  of  Aatomobile  Engineers'  formula 
at  1000  r.p.m.  The  35  means  the  actual  block  test 
the  engiae  is  capable  of  dev^i^Ioping  at  full  speed. 
^  Jt  is  taken  for  granted  tbat  the  engine  will  develop 
\  25  horse^power  continuously,  jsnd  will  stand  an 
overtojid  of  35  horse-power  for  short  perioda.  Most 
alftctrie  generators  will  stand  a  considerable  over- 
losd  for  e  short  period  but  will  heat  if  run  over- 
toftded  continuously.  The  same  applies  to  the 
sntamobile  engine. 

AdTlsabUlty  of  oalng  Engloe  u  a 

Brake    DownMlL 

Q. — I    should    be    obliged    if    yoa    will    InfonB 

me  whether  it  pays  to  aave  the  brakes  when  de- 

tcending    s    hill    and    to    ate    the   compression    of 

the    engine    by    switching   off !      ts    it    not   correct 

to  assume   that   the   engme  is   using  aa  much   eas 

as    though    it   were    driving,    and    it    thus    wssting 

fuelf      I  may  say.    however,   that  the   br&ke   effect 

i»    t^Tj    good,    even    with    top    gear    in    use.      It 

I  la   only   when   descending  an    unusually    staep   hill 

I  thst  there  is  any  need  to  use  the  foot  brake. 

Beplaclng  Blng  G^af 
1     Q.=-\Vhen  replacing  a  rinir  gear  on  a  differential 
|ta  it   bc-st  to  hr»t  rivcl  or  cn\t\  rivet  fcumr  ( 

A.— F!tThrr    tlip    rfih\     nr    hn*    rfret     CHO.    Imj    used 

«pe«:lal    power 
-ne    with    cold 

Thr  fcVcrani*?  bUtikjtmaU  or  rtipAiriuen,  however, 
vlll    probsibly    flnt)    it    hottiT    to    h(»at    the    rivets. 


A — It  can  be  recommaoded  as  good  prsctice 
to  use  the  engine  as  a  brake,  provided  that  it 
draws  in  pure  air  and  not  mixture.  This  is 
most  wasteful,  at  it  is  equivalent  to  having  tbe 
engine  running  at  full  throttle  all  the  time.  The 
correct  practice  would  be  to  shut  the  throttle 
and  open  an  extra  air  vaWe  which  could  be  pro 
vided  on  the  inlet  pipe.  In  this  way  the  engine 
serves  as  an  ecoaomical  brake,  and  prevents  wear 
and   tear  of  the  regular  brake   shoos 

Four  Speed  Transmlsslofi  Gear  Ratio. 
L»ocomoblle:      Four   apeed*    forwurd,    on©   reverse; 
direct  on  fourth.     Ratio  of   various  speeds   tiniug 
3.85  to  1  rear  axle  gearing  are  aa  follows; 

I  St  speed    . .,...*..........  15.40  to   t 

2nd    speed 7.80   to   1 

3rd  speed ,»«...«.••,»....    5.88   to   I 

4th  speed    (direct)    .«.•.**••*• 8.85  to   1 

Reverse .21.75   to   1 

Pierce  Arrow:  38  and  48  H.  P.  cars  both  have 
four  speeds  forward  one  reverse;  direct  on  fourth. 
Bevel  ti&MT  ratio  on  the  38  H,  P.  it  3.78  to  1  and 
3.53  to  1  on  the  48  H.  P. 

SB  48 

Ist    speea  -    3.88  to  1 4.1  to  1 

2nd    speed  ,  2.22  to  1 ....  .  2.15  to  1 

3rd    speed    1.65  to  1 .....  L05  to  1 

4 th  speed  ...,••«...».....    direct   ....      direet 

Reverie     ....  *  .*.... . 4.66  to  I 4.93  to  I 

Wlnton:    Model  !!2,  48  H.  P.  Car  ^nd  mode!  24 A, 
3n  H.  P.    (ItJie  to  1910)    both   have  four  s|»eedi. 
^iit  direct  ia  on  third.     Rear  Mia  ratio  of  rnodal 
22.  4112  to   1  and  model  22A,  €-8/11  to  1. 
1st  speed    .....................    ...    .  3  UO  to  1 

2nd   apeed .  l.OX  to  I 

3rd  apeed    .  .  . .   direct 

4th  speed   .  .    .TS  to  1 

Reverse     . ,  .    .'I  94  to  I 

If  Snflna  Overheats  and  Piston  Sticks. 
Q. — If    on    acount   of   overheating  a   piston    ba 
comes    "seised"    or   stuck   what   Is  beat  to   dot 
•  A. — See  index    "Seised   piston." 

Wire  on  a  Ma^eto. 

Q. — ^How  many  feet  of  wire  is  uaed  on  a  low 
and  high  tension  coil,  and  what  siae  of  wire  is 
QsedT 

A^There  are  many  thousand  feet  of  No.  86 
or  No.  42  small  ailk  covered  copper  wire  on  a 
secondary  winding,  aee  page  240. 

Signs  of  Pnnctorad  Insniatlon. 

Q. — ^What  are  the  signs  of  punctured  Insula- 
tion in  the  hifh  tension  winding  of  a  ma^eto 
armature,   and  how   would  you  testl 

A. — If  the  insulation   is  punctured  on   the  high 
tension    wire    winding,    tbe    result    would    be    thalJ 
there  would  be  a  weak  spark,  and  finally  where  In-I 
sultatioo  was  punctured  and  bare,   a  spark   wotiJ4l 
very   liktily   jump    llirou>£h   to   oth-r   wir»<liuie   iirile«*t'l 
the    top    layer   was    well    insulated,    and    evcntnal-f 
ly  short  circuit  and  put  the  armature  out  of  eom> 
mission  altogether:   but   the  first  noticeable  result 
would  be  a  very   weak   spark   or  no  spark  at   all. 
See   pages    235.    249    and   253,    "testing   a    coil" 

CaoAS  of  Noise;  In  Timing  and 
Magneto  Gears. 

Q. — I     have     a    car    fitted     with     magneto 

ignittoa  run  by  gears.  When  engine  runs  alow  or  is 
slowly  revolved,  these  gears  seem  to  kick  back  and. 
forth  and  make  a  lot  of  noise,  what  ia  the  cause  tf 

A — The  cause  of  this  is  worn  gesrs.  Very  likely  ^ 
on  the  magneto  side,  and  this  "poll  back"  as 
yon  call  it.  ia  occasioned  by  the  pulJ  of  the  arma- 
ture of  tbe  magneto.  If  you  have  ever  turned 
over  tbe  armature  of  a  magneto,  you  know  how 
it  jumps  at  a  cerain  point,  which  ia  caused  by 
the  pnll  of  tbe  magnets  on  Ibe  armature. 

Now.  when  engine  is  running  slow,  and  this 
point   ia  reached,   this   is  what   hss   a   tendency   to 

on  a  Dlff«r«fotial. 

wbifUi  ih  often   done   nhO'rc  there  i»  onty  n   iiuinm 
to  «io  ivorW  with, 

In  iiiai'iiw  a  'EnkT  iro^ftr  nn  i^  differential  one  of 
thf*  gears   in  du^  to  iba^ 

f»i  _  •>  tn  which    the   ring  j 

ce.n  .  ..  .    .  ,.:    of   tru«    and    should 

lie    ^uf<tiull>  iruvd    up    hieivre    faatenieig    Ibe    rlnr 
iTcnr   to   it. 


684 


DYKE'S  INSTRUCTION  NUMBER  FORTY-THREE. 


pall  tho  ge«ri«  «nd  if  the  fCBm  are  worn,  ibcjr 
irlll  be  noisy. 

It  U  adriiabb  to  pat  in  a  new  idler  ffear,  aod  * 
neir  maffaelo  drive  cear. 

WhcQ  new  eeari  are  fitted,  aometimei  they 
malce  a  great  de«l  of  haminine  noise.  This  notae, 
can  aoniBtimea  be  taken  out  by  pla<?ing  oil  on  tlie 
ipeart  and  holding  **tripo1ite"  on  tbem  wbile  tbey 
are  in  motion.  (Be  auro  not  to  get  any  tripo- 
IHe  on   the  bearinga.) 

The  Spvk — Why  Blue  or  White. 

Q. — Why  IS  it  that  some  coila  five  a  thin  blue 
aparic  and  others  a  white  thick  one  f  T  believe  It 
la  on  account  of  the  wtodiDg  beinfr  burnt  m  tome 
place   or   the   iniulation   injared— am   I   right  f 

A. — Oolla  wound  for  low  voltaee  and  large  am- 
perage give  fat  red   apark. 

The  Bf»«eh  Magneto  Co.  describe  it  aa  the  '*ar«- 
flatne."  Weak  or  damaged  coil  will  give  thin 
apark,  but   will  not  jump   a   very   wide  gap. 

Sparking   Acroaa    fiaXftty    fipark    Gap, 

Q. — Why  i»  it  that  a  magneto  and  coiK  aparlta 

acroH   the    * 'safety   spark  gap'*    irregularly,  when 

the  engine  runs  slow,  but  stops  when  speeded  up  I 

A. — Expansion    of    surplus    gas.    causes    excesa 

compression  through  which  epark  will  not  Jomp. 

Xf  Bftttery  Olvea  out  on  Boftd. 

Q^— If  batteries  run  down  and  I  have  no  other 
igaltion   electric  source  what  would  I  dot 

A, — Try  nearest  farm  house  and  borrow  or  buy 
the  telephone  batteries. 

Magnet  Lirtlng  Pow«r. 

Q. — Should  the  magnets  of  a  magneto  lift  a 
weight  of  from  10  to  20  lbs,  tlngly  or  all  to- 
getherf 

A. — If  a  magnet  is  hung  up  and  pieces  of 
meial  added  to  it  from  time  to  time,  it  will  take  on 
in  thii  way  two  or  three  times  as  much  as  it  would 
chtrj  if  required  to  lift  the  load  at  once.  A 
single  magnet  wiU  lift  from  4  to  6  lbs.  In  normal 
condition.  , 

t«ocklng  »  Oftr, 

Q^ — I  aoderstand  it  ia  not  a  good  idea  to  lock 
the  wfaeela  of  a  car  in  the  down-town  district, 
because  the  fire  department  might  need  to  move 
car  in  case  of  fire.  What  method  of  locking  a 
ear  would  you  r**commendf 

A. — If  you  have  a  Ford,  use  a  K.  W.  ignition 
•witch  with  Yale  lock  which  can  be  secured  at 
any  aupply  house.  Otherwise,  oae  a  aecret  plug 
switch,  placed  where  it  will  not  be  aeen,  to 
open  the  ignition  circuit,  or  close  a  padtoek  on 
the  epark  and  throttle  lever  to  lock  it  to  the 
web  of  the  steering  wheel.  The  latter  arange- 
ment  however.  U  not  altogether  practical  if  there 
is   an   accelerator 

Eight  of  Way;   Wagon  or  Auto? 

Q. — If  an  automobile  is  back  of  a  wagon  aa 
the  wagon  is  going  the  same  way,  is  it  necessary 
or  does  the  law  require  that  the  wagon  give 
the  auto  the  road  so  he  «an  pass? 

A.— In  the  city  an  ordinance  rtquirei  All 
slow  moving  vehicles  to  keep  to  the  curb  tide 
of  the  street  on  the  Hpht,  and  faster  veMelea 
to  i^asa  in  the  center  to  the  left  of  the  slow 
vebtete.  On  country  roada,  section  8  of  state 
antomobite  laws,  provides  that  anyone  driving 
a  motor  car  who  overtakes  any  horse  or  animal 
being  rldd»»n  or  driven,  the  rider  or  driver  ot 
the  animal  shall  turn  to  the  right  side  of  road 
to   permit    free    r***r«   ©a    *«'*    ■ld«'* 

Eight  of  Wfty  OD  Orost  StTe«ts. 

Q. — Which  car  would  you  say  had  the  right 
of  way.  one  coming  out  of  a  cross  street  onto  a 
thorooghfare.    or   the   car   on    the   thoroughfare t 

A. — A  car  coming  out  of  a  street  to  your 
right  has  right  of  way  over  you.  as  you  n*ve 
o»er  the  car  coming  out  of  a  street  to  your  left. 
Ste  chart  3!B. 

GreAtMt  Rnmber  of  Miles  of  Soad. 
^«— What     state    baa    the     bt^best    mileage     of 
roadaf       Are    the    roads    of    Missouri    being    im- 
proved ? 

A. — Kansas    baa   the   greateat    number    of   miles 

of    road;    111,580.      Miisouri    comes    second    with 

108.000;  Iowa  third,  with  104,000;  IlHnois  fourth, 

wi.h  J 00,000.     to   1012  Missouri  had  the  greatest 

mihmr^.      Out   ot   the    108.000«    mites   of   Missouri 


2 


toAdft,  4750  rail-A  rr.«  imTrovr<t,  i0»,260  ai: 
are  dirt  roads  and  !3500  miles  as-^  gravel,  ills 
souri  m&dn  no  imi^irnvrmente  at  all  in  11>I4. 
Indian*  howov^r,  spent  $17,000,000  in  1*>14  for 
improv.'inents:  fown.  $11,000,000;  Kew  York. 
$14.UUU,uO0,  ufid  viry  ni'ur  iili  other  states  mads 
improvements  I'csting  from  f  11^6.000  to  $9,000  000 

Re-Palsting   a   Badiaton 
Q. — Will    you    suggest    a    good    method    for    rt 
painlinr   a    radiator! 

A.— The  bent  plan  la  to  take  the  radiator  te 
a  special  is  t.  who  will  dip  it.  If  yoo  prefer  tc 
do  the  work  yourself,  remove  the  radiator,  lav  it 
flat  and  pour  upon  tt  a  mixture  of  larapblaok 
and  turpentine  made  so  thin  that  it  will  run  eolc 
the  sides  of  the  cells.  Wipe  off  any  of  the  mlttun 
which  may  splash  on  the  paintfd  part  of  the 
radiator  before  it  dries.  At  fimt  the  color  wiU 
appear  gray,  but  will  soon  darken  (»e^  v^r:*'  ^94 
and   index.) 

Muddy   Eadlator;    Cleaning 
Q. — The  front  of  my  radiator  is  mudriy,      Wfusi 
is  the  best  plan  for  clearing  it  i 

A. — When    it    is    necessnry    to    clear    the    radia^ 
tor   spaces   of   accumulated    mud,    you   should   fi) 
tho    radiator    from    thp    rear,    not    from    lhi»    fr< 
In    that    way    you    avoid    getting    water    into 
magneto  or  Ignition  system,  which  ia  often  aboffl- 
circuited  when  the  moisture  entera  ii. 

Front  Axla  Bent. 

Q. — I  bent  my  front  axle,  but  local  blaekcmith 
is  afraid  to  try  lo  bf*nd  it  bark,  aa  ht  aaye  it 
waa  made  of  special  steel. 

A. — Axles  are  usually  made  of  nickel  atc*l 
To  atraighten,  heat  to  a  cherry  red.  theik  atratghl 
en.  If  heated  hotter  than  a  cherry  red  all  the 
nickle   will   be  taken   out  of  the   steel. 

Bide  of  Street  to  Stop  on, 
Q.^ — If   a    tire   it   blown   out   and   it   is   oeeetsary 

to  stop,  what  side  of  the  road  would  I  slop  oa  and 

leave   car? 

A. — Obey  the  traffic  law.  see  rules  of  the  road 

Engine  Usea  Too  Much  Oil. 

Q. — I  have  a  car  that  has  always  itaed  too 
much  cylinder  oil.  I  recently  had  nonleakisf 
ptiton  rings  applied,  one  in  each  pieton,  althoagh 
the  old  rings  were  good  and  the  cylinders  were  not 
worn,  the  toot  marks  not  being  effaced. 
Can  yon  give  me  a  remedy  for  the  oil  faltlag 
by  the  piston  rings  and  fouling  the  apark  ^loga 
and  valves  f 

A.^ — Tt  is  poRsible  that  the  cylindera  have  be*n 
worn  out  of  round  or  that  the  pistons  lit  poorly. 
A  good  mechanic  should  be  able  to  micromeier  the 
pistons  and  cylinders  and  determine  whether  fhit 
is  the  troublu.  If  the  cylinders  are  in  good 
shape  and  the  pistons  fit  poorly  the  remedy  ie  to 
inat-l!  oversixe  pislona.  If  the  eyllndera  a« 
scored  the  only  remedy  it  reboring  the  cylinder* 
and   fitting  new  pistons,   nee   also   page  203. 

Oil  Leaks  from  Bolt  Holei  of 
Crank   Oaae. 

Q.— How  can  I  «top  the  oil  from  leaking 
through  the  bolt  holca  of  the  lower  ermnk  cans 
cover  and  out  of  the  fly  wheel  bousing  drain 
plugt 

A. — Back  the  studs  out  sbout  U  iach  and 
wind  five  or  six  turns  of  cotton  twine  around  it 
between  the  lork  washer  and  the  case  eover.  This 
wilt  positfvaly  atop  the  teak  through  the  etu<t 
holes.  However,  we  are  inclined  to  thltilc  yonr 
oil  ia  running  down  the  side  of  the  ease  froai 
some  other  point.  Perhaps  the  valve  push  rods 
Wipe  all  oil  off  thoroughly  and  run  the  engine 
idle  at  about  600  or  fiOO  r.  p.  m.  and  tea  for 
sun   where  the  oil  comes  from. 

Causes  of  VihratloB  of  Engine. 

Q. — About  a  year  ago  my  engine  began  to 
vibrato,  at  around  about  26  miles  per  honr.  It 
did  not  vibrate  when  new,  and  I  would  lik*  th 
know  what  causoa  vibration.  It  operataa  Oft. 
outside  of  that.  Bearingn  are  O.K.  In  faet»  M 
rtins  just  as  emooth  as  wlien  new.  rxeept  ikal  It 
vibrates.  Will  a  crank  shaft  thai  la  oni  of  Itof 
or   out   of  balance   cause   thlsf 

A. — Vibration  is  due  t«  forcea  being  onvt  •! 
balance  or  unequal,  for  ln«taaee;  engine  lAita 
on  frame,  uneven  compreaslon.  weak  orpfoel^s 
rn  one  or  more  cylinders,  due  to  l«taky  rCnfa  or 
valvtfs  or  too  much  oil  in  that  "^^rticular  cylCtid^r 


QUESTIONS  AND  ANSWERS. 


586 


Drfecttve  ipark  or  pluy,  Hpmng  crank  •li«fi. 
Clulch  out  of  bftUiice.  iitsw  fuH  lixe  beariiif  fttid 
tblius  on  one  crstik  throir^  and  tho  old  worn  ur 
lighter  bcnrinff  with  «Uiiiiit  or  ItnerA  ramoved  on 
tlio  other  cr«uk  tlvrow.  Dififirent  «'cl|£ht  piitoas. 
Kronl  wh«^tft  out  of  true,  rim  out  of  plane  with 
at>ukeB.  Would  suffgett  throw-out  clutclii  and 
run    «uxine    idle   at    different    apceda. 

How    to    ]}flt«ri&b]e    Oorred    OarbiLietoi 
2dlxtiire. 
Q. — ^How    do   jrou   determine   wh«a    the   carbar*- 
tion  mixture   la  correct   by   the  color  of  the  flame 
fioii)  th«  relief  co^^k  and  what  ia  the  cauio  of  ao 
tnach   »moke  romiag  out  the  vjthauat  f 
A,— See  puKG  1G9.  86S. 

&«xoKeue  for  OooUag, 

Q* — Would  kcroaena  make  a  good  aabatitut«  for 
wi^t^r  for  Uf«  in  radtatora  of  cara  during  wtuiert 

A. — Objectiuna  are  the  odor  of  heated  keroaen*; 
whi.o  heated  kerosene  evaporates  aad  U  liable  to 
caufrc  a  fire  if  near  n  flame,  on  warm  daya  in  win- 
ter there  ia  a  tendency  for  engiue  io  heat  on  ati- 
eount  of  difT^rcQce  in  co-elficient  of  heat  of  kero- 
aeue  and  water  or  alcohol;  kerosene  rota  radiator 
tubing  and  will  alao  depoait  a  greatjr  miat  over 
ear,  (iaa  ia  alao  liable  to  form  and  caute  axpan- 
tioa  aod  boii^iog  of  radiator. 

Eeroaena  and  dadoUiia. 

Q, — li  it  poiaible  to  nae  keroaane  io  lb«  ear* 
buretor   of  an   automobile  I 

A. — Vea,  bQt  it  ia  neceaaary  to  atart  oo  gaao- 
line.  Many  expenm^nta  have  been  made  io 
determine  the  poaaibiUty  of  uaiog  low-grade  fuela 
like  keroaene.  Thc-y  have  ahown  that  theae  fuela 
can  be  uaed  under  proper  cunditiona,  but  that 
il  ii  difTicutt  for  the  ordinary  motor  car  uitar 
to  g«t  aatiafactory  reatiUa  from  them.  U^oline 
ia  volatile;  kerotene  ia  not.  Clogging  up  or 
loading  up  takea  place  whenever  the  engine  ia 
too  cold,  after  coasting  or  atandlng.  Ofteu 
when  the  engine  ia  throttled  the  fuel  aeema  to 
condenae.  load  up  the  intake  pipe  and  occaaion- 
ally  flow  back  into  the  carburetor.  When  the 
throttle  ia  thon  opened  tbii  excesa  fuel  ia  drawn 
tnto  the  cyliuderit  aa  ahown  by  clouds  of  amoke 
and  carbonization  reeuUa.  Keroaenu  requirea 
aome  outaide  beating  device  to  vaporiie  it.  £z- 
perimentera  are  working  on  thia  problem  of 
beating  and  no  doubt  will  aucceed  in  tirao. 
'^Neceaaity  ia  the  mother  of  invention,"  lee  ind^. 

Gaiolioe  and  Kerosene. 
Q. — Wliat  proportion    of   gaaoline   and   keroaen* 

wiil  work  together  1 

A.^ — The  proportion  of  kerosene  which  can  be 
iited  with  gtt.sohne  on  aouie  carburetora  ia  1 
gallon  of  gaaoline  to  3  gallons  of  kuroacne.  Bnt 
aiarting  will  have  to  be  with  ganolicie.  Better 
have  extra  tank  of  gaaoline  to  btart  on  until 
tngine  warmt  up.  see  index,  '^k'^roaeae  carbnre- 
tion.'* 

Low  Grado  Gaaoline. 

<)< — la  low  grade  gaaoline  aui table  for  auto- 
mobllea  f 

A*'^— The  present  day  gaaoline  for  automobllea, 
ia  usonlly  in  thre>e  grades,  calK-d  No.  I,  2,  and  3. 
Tbe  loweat  grade  No.  d  it  used  quite  freely,  but 
if  ita  aeta  for  a  week  unused  you  will  likely  And 
that  all  the  coal  oil  in  the  gaaoline^  which  is  the 
heaviest,  has  a^ttled  at  bottom  of  tank  and  henca 
ditrieult  starling.  If  you  stir  It  up  or  take  an  oil 
gun  and  draw  off  somo  from  top  and  pot  in  car- 
buretor to  start  on  it  will  probably  help.  See 
l>age  101. 

Wlijr  Engine  Rtina  SmootbeT  al  IVlglit. 
Q.— I  hare  alwaya  noticed  that  my  engine  mna 
•moother  or  better  at  night.     Why  ia  ihiat 

A. — Experiment*  with  statioaary  internal  com- 
bust ton  engines  have  abown  that  water  vapor— ^ 
IB&eam^ — injected  into  the  combustion  chamber 
givoa  an  adTsntape,  bnt  the  reason  is  not  clear. 
On  tbe  same  principle  an  engine  runs  better  at 
eight  when  there  ia  more  moiitare  in  the  air. 
It  may  be  that  th?  additional  oxygen  auppUsd 
by  the  amall  amount  of  water  aide  in  the  cotn- 
bu^ilioo  of  the  foat. 


.1 

I 


Eibar   and    Gaaolina. 

Q. — What  proportion  of  ether  can  be  na«4  wiik 
gaaoline  to  Increase  power  and  tpead  for  raelAgt 

A.- — See   index    for   ether. 

Oarbtiretor  Drlpi. 

Q. — When  1  stop  my  engine  I  notice  gaaoline 
continually  dripa  from  the  bottom  of  carburetor. 
What  causca  thlaf 

A. — ^The  float  needle  talve  ia  probably  ttio 
cause.  Remedy:  Pat  io  a  new  one.  To  test.' 
Remova  carburetor  from  engine,  then  test  the 
float  needle  valve  by  pouring  gaaoline  into  tb« 
float  ebatober.  If  gaaoline  dripa  from  naadle 
valve  then  the  trouble  is  in  the  needle  valva 
and  a  new  one  must  be  fitted.  If  it  does  not 
drip  at  needle  valve,  but  cornea  from  the  jet, 
then  the  float  is  set  too  low — slightly  raiae  the 
float.  When  refitting  carburetor  back  on  engine 
be  aure  a  tight  flt  ia  made  where  Joined  to 
inlet  pipe,  otherwise  an  air  leak  will  interfere 
with  carburetion.  Leather  makes  a  good  gaakat 
for  carburetor.     See  pages  164  and  1G«. 

Leaky  Oajbnretor  Float  Meedlo  Valya. 

Q. — Uow  ia  a  leaky  carburetor  float  needle  valva 
ground   to   keep   it   from   leaking r 

A. — If  made  of  atoet  use  crocua  or  a  floe  grada 
of  emery  with  a  little  oil  and  grind  the  oeedle 
to  a  tight  aeat  If  brass  and  the  needle  it 
tapering  tightly  tap  it  with  a  hammer  on  ita 
i§eat.  then  grind  a  tight  aeat,  using  oil.  To 
teat  after  grinding,  pour  io  gasoline  and  DOto 
whether  it  dripa.  A  new  needle  valve  is  the 
beat.     See  page  107. 

Oat  of  GasoUiia  on  a  Oonntrj  Road. 

Q. — If  I  waa  io  the  country  and  run  out  of 
gasoline  what  would  I  do  to  get  back  f 

A. — Sand  for  gaaoline  if  none  can  be  aeoured 
at  a  farm  housu.  If  kerosene  could  be  tecured  ta 
the  vicinity,  which  is  more  likely  than  gasolinOt 
then  drain  tank  of  what  little  gasoline  is  left, 
unscrew  carburetor  float  top,  pour  in  until  car- 
buretor chamber  ia  full.  Mix  ramainder  witk 
kerosene  and  pour  into  tank.  8iart  engioa  on 
the  gasoline  in  carburetor,  then  when  started  it 
ought  to  run  on  gasoline  and  kerosene  mixed.  The 
greatest  amount  of  karoaene  to  gasoline  which  can 
be  need  oa  the  average  carburetor  la  3  to  1. 

Noto:  thia  will  not  work.  aatiafactorUy  oaltii 
intake  ia  heated,  see  page  l57. 

Oattso  of   Oarbnretor  Freeslng. 
Q. — My    carbureter    frose    up    during    the    Utt 
cold    weather,    and   I   could   not  atart  my   engine. 
What  causes  tbisF 

A. — The  preaeocfl  of  an  abnormal  amount  of 
water  in  the  gaaoline  ia  the  trouble.  Garage  pro- 
prietora  aay  this  trouble  was  never  so  pronounced 
as  at  present,  and  they  attribute  it  to  the  ad^ 
nlteration  of  oils,  believed  to  be  carried  on  to 
a  greater  extent  thia  aeason  than  ever  before. 
See  page   161. 

Gaaollao  Oonsiunption. 

Q,— Does  It  take  more  gaaoline  when  running 
alow  and  in  congested  tranie  than  whan  running 
on    country    roads T 

A.^ — Yea:  thia  fact  waa  demonstrated  by  a 
Marmon  car  recently.  In  th«  buainess  district 
of  Chicago  ten  and  one  half  milea  per  gallon 
was  the  average,  whereas  on  streets  where  con- 
ditious  were  similar  to  country  roada  tbe  same 
ear  did  flfteen  and  three- fourths  miles  per  gallon. 
Most  likely  due  to  the  momentum  of  car  m  the 
one  case,  and  absence  of  it,  in  the  other. 

•Froaciag  and  Boiling  Point  and  SpacUle  OraTlt^p 
nf  Wat^r.    Atcohf>L    Kerosene  and  Gasoline. 


o«.«« 

w>^ 

Wood  AJo.M 

Akvboi 

I>fmi«ml 

AinM 

Wmmaimf 

KtfWDt 

GU<ltiB# 

»_^.^_ 

+SPF 
0^ 

a»U4tfli« 

-IWV 

Ezr* 

v*im      1 

171^ 

TS4iC 

3gm 

Or*»»nr 

tooo 

.7» 
*10»C 

mm 

.«tPC 

«1S« 

.BJ& 

7» 

*M«rourr  frcftea  at  88.7*  below  sero  and  boUi  or  gives  off  gas  at  357*  abova  tero,  Fahrenheit. 

I  lb.  of  gaaoUae  of  5S  specific  gravity  ia  approximately   8    tenths   of  a   pint.     A   gAllon  of  gaaoUno 
{&»  B,  g  )  wei^hfi  approximately  R.fl  lbs.     Bee  pagea  &B7,   SOI  for  number  of  B    T.   U/a  to  a  lb.  of 
gaaoline. 


686 


DYKE'S   INSTRUCTION   NUMBER   FORTY-THREE. 


Str&lnlxLS  Oa8o11d«. 

Q. — I  noticed  &n  article  In  4oia«  paper  r«eiMitly 
ihftt  by  pouring  icasoUne  through  a  rbaraoie  in 
ft  fannel,  electricity  w&a  generated,  let  tire  to 
the  gftBoUne  and  ■everely  burned  a  man  pouring 
the  gaaoline.     Do  you  Iblnk  each  a  thing  posiiblet 

A. — So  Boino  one  claimed,  lee  page   163. 

Soldering    and   EepAlxlng    BadiAtor    Leak. 

Q.^ — What  kind  of  too)  or  torch  can  be  uard 
for  repairing  radiatom  r  I  find  it  hiird  to  iret 
at  the  BinaU  openings  in  a  radiator  with  a  com- 
moQ  eold^ring  iroQ« 

A,— Procure  at  aome  electric  establishment  a 
heavy  piece  of  copper  wixft.  Hammer  it  out  to 
fit  the  place  you  desire  to  solder.  After  solder- 
ing, place  radiator  in  a  vessel  of  water.  Olose 
up  one  end  of  the  radiator  and  plug  the  other 
end.  Place  a  small  piece  of  tubing  through  one 
of  the  plnga  and  pump  air  into  the  radiator.  Note 
irhether  it  looks.  If  it  does,  mark  the  place^ 
•crape  and  resolder.  See  pages  191,  194,  index. 

Will  a  OUncher  Tiro  fit  m 
Q,  D»  BtnL. 

Q.— Will  the  old-style  plain  clincher  tire  fit 
a  quick  detachable  clincher  rimf  Also  let  mo 
know  whether  a  straight-side  tire  will  fit  a  clincher 
rimf 

A. — Tea.  a  plain  clincher  tire  will  fit  a  quiek 
detachable  clincher  rim»  but  a  quick  detachable 
clincher  lire  will  not  fit  a  clincher  rim.  It  may 
be  forced  on,  but  it  will  bo  quite  a  job,  and  the 
probabilities  are  the  bead  would  be  damaged. 
A  regular  clincher  tire  has  a  flexible  bead.  A 
qaick  detachable  tire  has  a  hard  bead.  I  have 
seen  a  straight  side  tire  on  a  clincher  ritn,  but 
it  it  not  practicaL     See  page  558. 

Overloading  of  Oarburotor. 

Q. — (1)  When  descending  grades  with  the 
throttle  closed,  the  engine  shows  a  tendency  to 
overload,  and  appeara  to  start  with  difTiculiy  when 
the  throttle  ia  reopened.  (2)  What  is  the  cauae 
of  a  deeded  mmbling  noise  in  the  transmission, 
when  the  machine  is  ascending  a  grade  on  inter- 
mediate geart 

A. —  (1)  Too  much  gasoline.  Change  the  low 
speed  adjustment.  May  be  the  float  is  too  high, 
if  cutting  down  the  gasoline  supply  does  not 
remedy  the  trouble.  The  engine  ,will  pick  up 
sluggish  if  there  is  too  much  gasoline,  therefore 
the  adjnstnient  ought  to  remedy  this  trouble  also. 
Yon  di4  not  mpntion  the  make  of  the  carbure- 
tor hence  definite  directions  cannot  be  given. 
(2)  All  second' speed  gears  make  more  noiso 
than  the  high  gear.  May  be  worn  gears  or 
bearings,  or  both  are  reipon&ible. 

Metering  Pin  and  Dash  Pot. 
Q. — I    notice    the    term     **metering    pin**     and 
*'da8h    pot*'     used     in     vpeaklng    of    carburetors. 
What  are  thoy  forf     A. — See  page  151. 

Proportion  of  Air  to  GMuoUne. 

Q. — What  proportion  of  air  is  used  with  gaso- 
tlse  in  carburetors  f 

A. — The  best  explosive  mixture  when  roaximum 
power  ia  desired  with  the  gasoline  commonly  aiod 
IS  14  parts  of  air  to  one  part  gasoline.  From 
this  the  mixture  can  range  to  17  to  1,  the 
latter  for  maximum  economy — s«e  page  142. 

Hlrturo  Wlilcb  Hoftts. 

Q. — What  kind  of  mix  tore  heats  engine  moet, 
rich  or  loan? 

A.^Lean  mixture  under  load.  Rich  mixture 
ranning  light— «ee  page  169, 

Dtfforent  Slaa  Spark  Pluga. 
Q, — ^How  many   sites   of  spark   pluga  are  there 
hi    general    osef      Why    don't    mannfactnrera    oae 
one  STse  plug?     A. — See   pages  295   to  389. 

Spark  Plug  Polnta;  Correct  Dl9t«ao#  to  S«t. 
Q. — What   is   the   correct   dintance   apart    to   aet 
the  pointa  of  spark   plug  and  interrupter  f 
A<— 8ae  pagea  236,  233.  219.  297.  298. 


^, 


DUtance  the  Spark  vill  Jnmp, 
Q. — If   a    epark    will   lump    H    to    ^    inch  enl 
aide  of  cylinder  what  space  will  it  jump  inside  1 

A. — ^The  epark  which  will  jump  from  one  quarter 
to  three  eights  of  an  inch  on  outside  of  a  rryliniier. 
will  jump  ono^sixteentb  of  an  inch  tniide  uadtr 
comproasion,  (see  page  236).  A  spark  which 
would  jtimp  no  further  then  one-quarter  of  aa 
inch  on  the  outside  of  the  cylinder  has  worked. 
but  we  would  advise  that  a  coU  which  jumps  three- 
quarters  or  one  inch  for  general  use,  because,  if 
you  use  a  low  grade  gasoline  it  ia  harder  to 
ignite  than  a  high  grade. 

^  SubitttntA  for  a  Matck. 

A    piece    of    wasrte   *f 

cloth       dampened       wt|^ 

g^usotioe     is     tie4    to    a 

ms^tn         screw     driver.       One    of 

the   ignition   cablea  to  i 

Fig.  5        spark    plug    ia    remofed 

and    placed   near  enotigh 

to  the  electrode  so  that 

the  tpark  jumps  acroaa. 

The   cloth    ia    introduced 

between  the  two  and  th« 

spark     will     ignite     th« 

gatoline. 

Bnglne  Coatinn«a  to  Btm. 

Q. — rl  use  a  magneto  and  battery  for  igaitioa. 
In  running  on  tho  magneto*  when  t  turn  off  the 
switch  the  engine  continues  to  ruxu  Why  it 
this  T 

A. — The  ground  wire  from  your  magneto  to 
tlie  frame  of  your  car  ia  evidentlj  broken,  lo 
magneto  ignition  the  switch  cloaea  or  abort  cir 
cults  the  primary  winding  through  Ihio  ground 
wire.  Therefore  if  the  ground  wire  is  broken 
the  current  could  not  be  short  circuited  and  the 
engine  would  continue  to  run^ — see  page  275  and 
276,  fig.   1. 

Spark  Pings  Indleato  Oondltton  of  Valvoa. 

Q. — Can  you  tell  by  the  condition  of  the  apark 
plugs  whether  the  valvea  need  grinding  f 

A« — Yes,  if  the  end  of  the  spark  plug  ia  oily 
it  indicates  too  much  lubricating  oil  or  leaky 
piston  rings.  If  black  soft  aoot  like  that  which 
accumulates  in  a  lamp  chimney^  this  indicates  that 
too  much  gasoline  ia  being  fed  to  the  cylinder 
tlirougb  intake,  causing  too  rich  a  mixture.  Thie 
may  come  from  improper  carburetor  adju«tment 
or  an  air  leak  in  intake  manifold.  If  the  ends 
of  the  plugs  are  oily  and  sooty,  this  would  in- 
dicate that  the  valvea  leak,  as  thia  permit t  burui 
gases  being  drawu  into  the  mijctore,  which  yrtmU 
result  in  poor  combustion  and  lack  of  prossure 
in  cylinder,  which  would  permit  oil  to  paaa  and 
foul    plug. 

Telephone    Generator. 

Q< — Oan  I  use  a  telephone  generator  taksn 
from  an   old  phone   for  ignition  t 

A. — No:  this  generator  generates  a  high  roltftge* 
but  practically  no  amperage  or  quantity  of  cur- 
rant at  all.  If  you  were  to  run  It  al  high 
enough  speed,  say  3000  re  volution  t  pcrr  mltiat«. 
and  had  a  proper  transformer  or  coil  to  •*btttld 
up*'  the  current,  that  is,  to  reduce  the  vott«g« 
and  make  a  higher  amperage^  It  might  be  iis«4 
with  the  make-andbreak   system  of  ignition. 

Battery  Jar  Tronblo. 

Q. — I  have  an  E;4de  storage  battery  which  baa 
two  cells  leaking.  Can  you  inform  ms  whAt  a 
hard  rubber  cell  may  be  patched  with.  In  order 
to  stop  leakage  of  acid ! 

A. — A  hard  rubber  jar  cannot  be  patebad.  A 
new  jar  will  be  necessary,  which  can  be  secnr«d 
at  an  Exide  storage  batter3'  station.  A  new  jar 
will    cost    about    $1.75. 

To  Tell   (K)    and    (8)    Pols  of  Ma^«ts. 
Q- — How  do  you  tell  the  north  and  soelH  patisa 

of  magneto  magnets  f 

A. — To  tell  the  poaltlve  and  nentive  potts. 
north  pole  is  positive  -j*  and  south  pole  is  negative 
— ,  To  find  north  and  aotith  t)oT<=  ■  n?,,-  «  '-''»«ipaaa, 
as  explaJsed  on  page  30'i 


QUESTIONS  AND  ANSWERS. 


587 


A    **Twia   Two'*    Oyllodftr   Bngi&e, 
1|. — !•    there    mnj    make    of    cer    u^iug   •    four- 
iyltnder  *Hwin  two"  f 

A.— Th«  LeoD- Peugeot.  «  French  car.  ojee  Ibis 
type  of  motor.  There  are  two  cylinder  blocka 
pieced    10   decree*  apart   from    th»  rortical. 

Missing  on  «   2   Cylinder  Opposed  Engine. 

Q. — I  have  an  L  H.  0.  Truck,  which  has  a 
two  cylinder  oppoaed  t>pe  engine.  The  back 
eylindar  misses  fire  every  two  explosions.  If  I 
abort  circuit  the  front  plug  and  give  a  little 
aore  gas,  then  it  doee  not  miss,  but  when  I  let 
the  other  cylinder  work,  it  misses. 

JL — From  this  meager  iaformatioa  it  appears 
that  one  eyiinder  is  getting  too  much  air  and  one 
too  much  gas.  The  one  which  miases  appears 
to  get  too  much  air»  either  throngb  a  worn  valve 
stem  guide,  a  worn  stem,  or  where  manifold  eon- 
neet*  with  the  cylinder.  In  the  manifold,  near 
the  cylinder  which  does  not  miss,  drill  a  amall 
bole  and  put  \u  a  pet  cock,  then  gradually  let 
in  air  lo  equalisi^.  This  eyiinder  evidently  gets 
the  richer  mixture  and  needs  air. 

Xiaps  of  Power  Strokes  on  &  Twelve, 
Q, — Do    two    eytindera    work    together    all    the 
time  on  a  twelve  cylinder  engine  I 

A. — On  a  twbi  six-cylinder  (twelvecylioder  en- 
fine)  there  are  twelve  periods  of  14  degrees  when 
three  pistons  are  working  together,  and  twelve 
periods  of  46  degrees  when  two  pistons  are  work- 
tag  together.  This  naturally  gives  steady  power 
or  torqne.     See  pages  126,  135  and  1^6. 

Wliy  Emclng   Engines    4 -Cylinder. 

Q. — If  the  eight  and  twelve  cylinder  engine 
gives  more  flexibility  and  is  considered  the  com- 
ing car.  why  is  it  all  the  racing  cars  are  four 
cylinder! 

A. — Four-cylinder  engines  are  used  for  racing 
cars,  because  there  is  no  advantage  in  using  more, 
when  a  smaller  number  will  do  the  same  work. 
The  lix,  eight  and  twelve  eyiinder  engines  are 
coming  into  use  because  they  gire  more  flexibility . 
You  can  run  a  csr  with  a  six,  tight  or  twelve  cyl- 
inder engine  at  very  low  speed  ophill  or  in  traffic 
without  changing  gears.  In  a  rsce  the  desidera- 
turn  la  speed,  and  flexibility  which  is  au  essential 
In  ihe  ordinary  use  of  a  car,  is  of  no  advantage. 

The  special  deilrned  (overhead  valve)  12  cyl. 
PjirWjird  engine  holds  most  of  the  6peed  records 
now.  Therefore  when  ciirefully  designed  for  rac- 
ing, it  is  evident  that  the  multiple  cyL  engine 
is  aUn  suitable  for  racing. 

Another  reason  tbe  four  cylinder  engine  U  used 
C(Xt'-  '      for  racliig  in   on  account  of  the  higher 

tb^  ijcy  of  Tiirger  cylinder,  this  beinjr  due 

tt>  ,^t  there  is  Jess  wall  arcs  in  proportion 

to  the  voiume,  and  furthermore,  the  friction  Is 
not  as  high  in  a  four  eyiinder  motor  a«  it  would 
b«  in  >  motor  of  more  cylinders.  Furthermore,  a 
four  cylinder  motor  is  shorter  and  liirhter  than 
eitKftr  a  six  or  13  cylinder,  probably  not  any 
shorter  than  an  B.  but  the  weight  per  horsepower 
would  he  leai)  in  a  four  than  in  an  eight. 

Bacing  engines  often  use  one  or  two  piston  lingx 
eo  as  to  facititate  more  perfect  lubricarion,  per- 
fectly tight  compre««ion  bcin^  not  so  iiecennary 
for  high  speed  motors  &a  for  low  speed  ouet. 
fnrtlifrmore.  good  compr^snion  is  more  ne<'efl«ary 
for  good  carburetion  at  low  speeds,  white  it  la 
Clot  •o  Doliceable  at  the  higher  lipeeds. 

DlsMl  Engine  Principle, 
Q. — What    is    the    principle    upon     which     tha 
Diesel     engine     is     operated  T       I     understand     no 
•park    at    all    is    used    for    ignition.      How    is    the 
gal  fired  t 

A. — ^The  principle  of  the  *'four  cycle"  type  of 
Diesel  engine  may  be  briefly  described  as  follows: 
On  tl»e  first  or  down  stroke  of  the  piston  the 
Oylinder  is  filled  witb  air  at  the  atmospherto 
temperature  and  pressare.  No  fuel  is  Introduced^ 
On  the  second  stroke,  the  piston  travels  up  and 
the  air.  drawn  in  during  the  preceding  stroke, 
is  compressed  to  about  SOO  pounds  per  s<iuare 
Inch,  resulting  in  Its  temperature  beinji;  raised 
to  about  1000  degrees  Fahrenheit,  or  sulTicient 
to  Ignite  any  liquid  fuel.  Then  the  fuel  valve 
opens  and  a  measured  quantity  of  fuel,  nsuAlty 
•il,     tji     iulected    into    the    cylioder    through    an 


atomiser.  The  atomised  fuel  la  Ignited  by  the 
high  temperature  of  the  air  and  the  power  stroke 
follows.  On  the  fourth  or  exhaust  stroke,  ike 
olston  travels  up  and  th<«  burnt  gas  is  expelled 
through  the  exhaust  valve.  The  Diesel  engine 
re<)uires  no  ignition  system  and  uses  the  cheap- 
est of  petroleum,  crude,  fuel  oils  or  tar  oils. 

Speedometer  Geaiing, 
Q. — Oould  the  same  speedometer  be  used   on   a 
a0x2^    Ure  that  is  used  on  a  30x3  tire  I 

A« — Yes.  This  will  not  necessitate  a  eerre' 
sponding  change  In  gears.  It  is  only  neeetsary 
that  the  number  of  teeth  in  the  road  wheel  gear, 
always  be  equal  to  twice  the  number  of  inches,  in 
the   diameter  of   the   wh<cL 

Knight  Engine,  Its  history. 
Q. — Has     the     Knight    engine    been     tried     out 
fully,  or  is  it  still  an  experiu:entf      What  foreign 
manufacturers  u^e  itl 

A. — The  Knight  sleeve  valve  type  was  invented 
in  Chicago  in  1903.  The  engine  was  under  ex 
periment  until  1905,  at  which  time  it  was  given 
severe  teits  io  Elyrta,  Ohio.  In  1900  Oharles 
V.  Knight  submitted  his  engine  to  the  largest 
motor  car  company  of  England,  the  Daimler  Com 
pany.  After  tests,  the  Daimler  Company  adopt 
ed  it.  Other  leading  European  automobile  man 
ufacturers  who  adopted  this  type  of  engine  are  the 
Panhard  Company.  France;  Mercedes  Gompnay. 
Germany,  and  the  Minerva  Company,  Belgium, 

Thennal  EflUclency. 
Q.— What  is  meant  by  "thermal  efficiency "  r 

A. — Thermal  efficiency  is  the  ratio  of  work  ac 
tuully  done,  when  expressed  in  heat  units,  to  the 
total  beat  supplied  in  the  fuel  that  enters  the 
combustion  chamber  and  ii  alwayi  less  than  100 
per  cent. 

For  example:  Suppose  we  introduce  a  lb.  of 
ga«oiine  (approxitxutely  .§  pint)  into  a  cylinder. 
This  amount  of  gasoline  contains  about  19,000 
B,  T.  U.*s  (see  page  861),  Now  sappose  we 
received  from  the  crankshaft,  during  the  consomp- 
tinn  of  this  pound  of  gasoline,  (in  amount  of  work 
equal  lo  4,424.600  ft.  lbs,  of  work.  One  B.  T.  U, 
is  a  unit  or  quantity  of  heat,  therefore  energy, 
and  by  eJipariment  has  been  found  to  be  equal  to 
778  ft.  lbs.  The  4,424,000  ft.  lbs.  of  work  we 
received    from    eraukshoft    could   be    expressed    as 


4,424,600 


-778 


or  5700  B,  T.  D. 


The  thermal  e/fieiency  of  the  engine  would 
then  be  STOO  B.  T.  U.  divided  by  19,000  B.  T.  U. 
of  30%,  thermal  efficiency.     (See  also  page  535.} 

Wind  Bedalance. 

Wind  resistance  iacreasea  in  proportion  to  the 
* 'square"  of  the  speed:  thua  at  20  miles  par 
hour  it  ia  four  times  what  it  la  at  10  miierB,  and 
at  30  miles  per  hour  nine  times,  end  so  on.      (See 

also    page    760.) 

Ont  Oyllnders. 
Q,^ — What  is  the  prooets  for  griodiog  <mt  worn 

or  cut  places  in  cylinder  f 

A. — ^If  a  worn  place  is  in  the  eyiinder.  then 
you  must  first  ascertain  if  you  have  thlcknees 
enough,  or  wall  to  grind  or  bore  or  ream  the 
entire  eyiinder  down  to  the  depth  of  this  worn 
place,  end  then  fit  in  piston,  slightly  larger,  or 
large  ecotigh  to  take  up  this  distance,  (see  in 
struction  4fi.} 

Fire  Track  Engine — How  Cooled. 
Q. — How  does  the  engine  on  an'  automobile 
fire  truck  cool  Itself  when  the  eogine  is  running 
continuously  for  long  periods  with  car  standing, 
which  is  often  the  case  at  a  fire!  My  engine 
would  soon  get  hot  and  the  water  in  the  radiator 
would   ateam. 

A. — ^Tbere  is  a  cooling  line  from  the  discharge 
aide  of  the  main  pump  directly  into  the  water 
menifold.  Tbn  is  a  %-ineh  line  and  Is  con- 
trolled by  a  gate  valve  which  enables  the  opera 
tor  to  keep  the  engine  at  any  desired  tempera- 
ture. An  overflow  on  the  radiator  allows  this 
ceolitig  water,  which  amounts  to  8  to  10  gal 
Ions  per  minute,   to   pasa  off. 


I 

4 


m 


DYKE'S  INSTRUCTION  NUMBER  PORTY-THEEB. 


Why  ValTM  an  Called  "Poppet  ValTei." 
Q.— Why  ara  the   inlet  and   ezhanat  TaWec  on 
the  gaeoline  enfine  called  * 'poppet"  TaWeat 

A.— The  TaWe  it  eontinnally  poppinir  np  and 
down  ae  the  cam  tnmt,  which  may  account  for 
the  name  "poppet."  However,  the  word  poppet 
probably  ie  a  cormption  of  the  name  pnppet,  ap- 
plied to  thie  type  in  Enfland,  on  account  of  ita 
reeemblance  to  the  poppinf  up  and  down  o^  the 
puppete  in  the  old-time  Punch  and  Judy  ehowa. 

Lynlte   Platona. 

Q. — I  notice  "lynite"  pietone  are  beinr  ad* 
vertieed  for  Ford  enginea.  What  ia  "lynlte"? 
What  are  the  advantageef 

A. — Lynite  ie  an  aluminum  alloy  of  French 
origin.  It  ie  produced  in  America  by  the  Alumi- 
num Oattine  Company  of  Detroit  and  Oleveland. 
Pittone  made  of  thie  material  are  one-third  the 
weight  of  cast-iron  pietone.  The  manufacturere 
claim  greater  reciprocating  motion,   which   allowe 

a  nicker  acceleration,  leee  friction  and  leae  Tibra* 
on.  The  McQuay-Norria  Manufacturing  Oompany 
of  St.  Louis  controls  the  exclusive  ealee  of  Lynite 
pistone  for  Ford  cars,  which  are  sold  in  sete. 

Annular  Ball  Bearings. 

Q. — I  often  hear  the  term  "annular"  ball 
bearings.     What  kind  of  bearing  is  thiit 

A. — Two  types  of  ball  bearings  are  in  general 
nee  on  motor  cars,  the  "annular"  and  the  "cup 
and  cone."  Annular  means  "ring  shaped."  The 
balls  on  an  annular  bearing  move  around  the 
center  of  the  inner  race.  They  carry  the  load 
radially  and  do  not  take  care  of  the  thrust  load. 
The  cup  and  cone  type  of  ball  bearing  can  be 
adjusted  and  will  carry  a  thrust  load  aa  well 
aa  a  radial  load,  see  page  86. 

Ford  ICagnoti — ^how  placad. 

Q. — <1)  When  the  magnets  are  bolted  in  fly- 
wheel of  a  Ford  magneto,  which  polos  go  side  by 
eldet  (2)  Aleo,  when  not  on  flywheel  just 
lying  loose,  should  they  have  keepers  across  ondaf 
(8)  What  weight  should  one  of  these  magnets 
lift  when  fully  charged? 

A.— (1)  N.  and  S.  (2)  Tes,  by  all  means. 
(8)     1%  to  2  pounds  when  fully  charged. 

Old  Tires,  Prlca  Of. 

Q. — ^What  price  ought  I  get  for  my  old  tires 
and  tubes! 

A. — ^The  average  price  paid  is  5c  for  old  tires 
and  6o  per  lb.  for  tubes. 

Oradei,  How  Oalcnlated. 

Q. — ^Would  thank  you  to  explain  how  grades 
are  calculated.  How  would  you  determine  a 
crade  of  20  per  cent? 

A. — A  grade  1  in  6  equals  20  per  cent;  a  rise 
of  1  foot  in  a  distance  of  5  feet  horisontally ; 
1  foot  is  20  per  cent  of  6.  In  other  words,  if 
the  distance  traveled  is  100  feet  in  a  certain  di- 
rection and  the  rise  is  20  feet,  this  would  be  a 
20  per  cent  grade,  see  chart  226-A. 

Why  Not  Solid  Tires? 

Q. — Why  can't  I  put  solid  rubber  tires  on  my 
sutomobile  and  save  tire  expense! 

A. — Because  cars  that  run  above  fifteen  miles 
per  hour  would  soon  rack  to  pieces.  The  vibra- 
tion would  be  too  great,  and  while  there  might 
be  a  saving  on  tires  the  cost  of  repairs  on  the 
car  would  be  far  greater.  Solid  tires  at  high 
speeds  are  also  dangerous,  owing  to  greater  ten- 
dency to  skid. 

Underslae  Tube. 

Q. — Could  a  82x8  tube  be  used  in  82x3  H 
casing!        , 

A. — It  is  not  advisable.  An  inner  tube  should 
fill  the  casing  without  being  greatly  distended. 
As  a  rule  the  so-called  "over-siie"  tubes,  such 
as  88x4.  are  best  for  use  in  casings  82x8 H. 

Whatls  out  of  Una  Cause  of  Tire  Trouble. 

Q' — My  tire  on  the  front  right  wheel  has  worn 
considerably.  The  tire  man  said  it  was  caused 
by  my  wheel  being  out  of  line.  How  will  I  line 
It  up  properly! 

A. — See  chart  279. 

5o#  page  B09  how  to  make  paint  for  inside  and  outside  of  tirea 


Why  Bight   Bmt   Tin  Wmn  Marti. 

Q. — I  have  always  heard  that  tko  ri^ft  nar 
wheel  carriea  mora  load  and  heneo  the  tlr«  aa 
this  wheel  undorgoea  more  wear.     Why  ia  tUal 

A. — ^This  is  due  to  the  crowned  or  o>ral  nr- 
face  of  the  road,  and  because  yon  driTe  ea  tta 
right  side  of  the  road  there  la  more  wetgkt  aa 
the  right  wheela.  Thia  causea  the  right  %Sm  te 
grip  the  road  harder.  Hence  when  brmkea  an- 
applied  suddenly  the  rear  wneeia  often  aiioe,  waar- 
ing  off  the  rubber. 

Valve  Timing  of  HnpmobUe. 

Model     In.  opena     In.  closes    Ex.  opena    Bx.  doaee 

deg.     in.     deg.     in.     deg.     in.     deg.     fa. 

20. .. .  26  or  8^    85  or  4l%4  40  or  4«vfe  20  or StU« 

KAK..     on  top  \  24  or  8^      30  or  59is      SoruS 

82 26  or  8Hs  86  or  4^^  40  or  5l%4  20  or  flC 

Poaltton  for  Spark  to  Occor. 

SPiil^-S!  ?'','^''  »'*•*■  *«P'  retarded. 

5r^   •?r.K'*^"  ^^*  igniter  in  neutral  poaltlea. 

82. ...  15-  after  top  or  .1%,".  apark  reUrdtrf. 

Skidding. 

^"TLJ\"''  •«f?'®**.^«?'  <>'  trouble  with  my 
car  skidding.  What  is  best  to  do,  whea  eee 
skids,   throw  on  the  brake! 

A.— To  control  a  skid  it  requirea  quick  per- 
ception of  the  coming  deviation,  and  promot  m- 
tion  to  counteract  it.  Brakea  are  usually  u- 
symmetrical  in  their  effects,  and  pnttlnc  mi  the 
brake  usually  increases  the  skid,  eaioeclallv  if 
the  power  is  left  on.  The  flrat  thing  needM  is 
to  declutch  and  the  next  ia  rapid  and  intaUkeai 
uae  of  the  wheel.  "•^u.wi 

Brake  Bands,  how  to  doaa. 

^rry^^'UP'**^  *•  *>•■*  *o  «»«o  brake  beads 
to  hold.  Have  tightened  them,  but  they  s£ 
slip  ! 

„  Aj— A  syringe  full  of  keroaene  aquirted  on 
Raybestos  brake  bands  oocaaionally  will  bete 
them  grip  the  drum.  The  keroaene  haa  a  tS- 
dency  to  dissolve  the  oily  matter  on  the  bands, 
leaving  the  surface  clean.  Squeaky  brakea  ere 
also  remedied  by  the  use  of  keroaene. 

Frosting  Oo'faipoQnd. 

•^T^^yj.  yo«  ■«*»«»»  a  quick  method  for  din 
mmg  headlights! 

A.--Five  cents'  worth  of  epaom  aalts  dissoWed 
in  a  teacup  full  of  water  providea  the  neatest 
and  most  efficient  headlight  dimmer  for  aatoBM- 
biles.  so  far  proposed.  The  aolntioa  la  used  os 
the  inside  of  the  headlight  glaaa.  where  it" 
allowed  to  evaporate.  The  roault  ia  a  beaoti- 
fully  frosted  lens,  the  frosting  on  whi^  IstU 
for  several  months. — Scientific  Ameriean. 

Painting  Cylinders  and  lfMiiffti4^^ 
Q.— What   can   be   uaed    for   painting  cyHadcn 
and    Mhaust  pipes,    or,   in   other   wor^  a  paiat 
which  will  resist  heat!  ^       "^ 

A.— You  can  secure  these  palnta  from  aapplj 
houses.  If  you  prefer  mixing  it  yourseBTtry 
the  following:  f^or  cylinder^  (mao«  wUto 
lead  in  oil.  6  ounces  boiled  llnaoed  o£  1  eoen 
turpentine,  H  ounce  lamp-blaek.  T^ia  win  »«fc* 
up  about  1  pint.  ThU  ought  to  be  aafficWan* 
a  six-cylinder  engine.  If  too  heoTy.  ttosritt 
turpentine.  For  the  ezhanat  maallold  I  bee 
of  nothing  better  tkan  alumiaam  poster  ^ 
with  bronxing  liquid,  and  eren  thia^rffl  peri? 
in  time.     See  page  60».  '^ 

Wklfii  BflMka. 
Q-— I  bave  an  Auburn  car,  about  1010 
which    has    a    discharge   of    white^aaici 
comes    out   of   crank    eaae.    through   the  n 
pipe      This  discharge  reeembles  l^nm  aad 
out  in  puffs  like  the  exhaust  from  V^ 
The  discharge  is   irregular,   and   oci 
gme   is  warmed  up. 

,    ^. — Your  trouble  would  appear  to  ^  mb 
leaky  piston  ringa.     They  erideatly  ] 
pass    into    the    combustion    ckaaiVer. 
permit  the  compressed   charged  to  n 
conibiiRtion  chamber  to  crank  caae  af^ltt 


'Vf 


USEFUL  HINTS  AND  SUGGESTIONS 


688 


f 


tb«Dce  out  the  bronther  pipe.  The  facl  thAt 
thia  Dceorfl  mort)  ivIipd  the  otiffin*  !■  wftrnied  ap 
thMi  »t  «Ji7  other  time  ia  du«  to  the  fact  tbftt 
your  oil  evtdontly  thirn  dowo  more  wlion  it  ii 
WAim.  Therefore  it  it  eaiier  for  the  oil  lo  p*»m 
the  rlnc.  I  would  ndrife  that  you  have  f9aT 
rings  tOAmloed,  and  if  do  I  wuro,  uae  heavier  and 
better  oil.  Alao  ejtaaine  the  vaUe  tappeta  to  eee 
wbether  tbej  are  openiof  the  ralvea  ae  tbej 
abould.  Alio  lee  if  jroar  valvea  are  epa&ing  aad 
eloaiof  properly, 

Tirol   for   Electric    VeMcles. 
Q. — If  there  asj   di^ereoce   in   the  rubber  eaa- 
lag  uied  on  electric  cars  and  thoie  used  on  gM^ 
liae  caref     If  io.  what  ii  tht?  dffereacef 


I 


A.— Qnitt"  a  number  oi   eJe.  trrc  vefurle*  ose  the 
**cord     tire/'     which     ii     higher     io     price     aad 
atronf-er.      Thim  ie   due   to  the    fact  that   an   elf»e* 
trie    tf^hicle   la   much    heavier    on    account    of   th» 
battertee.     Many  of  the  elecCrlc  ^'ehieleft  oee  whall 
ie  called  the    •*Mot«  tire'*   with  a  cushion  effect*! 
and   which   ii  a   solid  tire*     Solid  tire*.   bowerer,| 
ekid  a  great  deal  and  are  really  dangerouf  to  ua 
on   any  tyt'O  of   high   speed   pleaaure  cars.     Solid' 
tiren    are    not    suitable    for    cars    travelini^    ov<>r 
eighteen  milea  per  hour,   and   are  realty  injurious 
to  batteries   of  electric   vehicles,   as  the  vibrstiott 
has   a    tendency    lo   jar  the   paslo   loose    from   the 
plates,    and    new    batteries    are    more    eipenilve 
than   cord   tire«> 


^Useful  and  Instructive  Hints  and  Suggestlo&B. 


Heavier  oil  In  old  cari.  The  eni^ine  of  a  car 
that  has  been  run  for  two  or  three  years  will  give 
better  delivery  of  power  if  you  will  aa«  heavier 
oil  than  was  at  first  intended  for  ft. 

meAn  it  out.  The  tranlc  c^se  oil  reeervolr  ehoutd 
be  oecaiionalty  cleaned  out  by  finshlng  It  with 
kerosene,  and  chnrning  it  up  well  by  mnning 
the  eagine  idle  for  two  njinutes.  Drain  oil  and 
kerosene  and  put  in  freah  oil.  otherwise  the  kero- 
mtne  will  tliin  the  oil  and  <auee  burnt  bearinga. 

on  for  the  timer.  Pure  castor  oil  makes  the 
best  lubricating  material  to  use  in  the  timer. 

Dry  bearlnga.  One  source  of  insafficient  lubH- 
eat  ion  of  bearings  is  sometimes  found  to  be  clogged 
grooves  m  the  bushings.  Sediment  will  aceumi^ata 
in  the  grooves  which  a.re  intended  to  carry  the 
lubricating  oil,  and  ehnt  olf  the  supply.  Aji  ex- 
ecaa  of  graphite  will  ofteoi  produce  this  effect* 

*'I«0B41ng  up.**  OasoUoe  leaves  the  carburetor 
ae  a  spray  of  liquid.  In  the  intake  manifold  it 
vaporizes  and  beeomee  mixed  with  air.  When 
vaporUation  does  not  take  place  rapidly  enough, 
or  when  too  much  gasoliae  is  sprayed  into  the 
manifoid,  the  1i<iaid  will  arcumulate  on  the  sidea 
and  run  back  into  the  carburetor.  To  get  beat 
results  the  intake  manifold  should  be  proteet^fd 
from  the  cooling  effect  of  the  fan.  and  should  be 
warmed  by  a  by^pasi  conveyor  of  heat  from  the 
exhaust.  When  the  gasoline  in  liquid  form  rtms 
down  into  the  air  Inlet  of  the  carburetor  the  mix- 
tore  will  be  irregular  and  uncertain. 

A  test  to  locate  trouble:  When  the  engine  atarta 
hard,  aod  you  are  uncertain  whether  the  fault  is 
with  the  ignition  or  the  mixture,  open  the  throttle 
wide  and  spin  the  engine  wltla  spark  oflf,  then 
turn  on  the  spark  and  the  engine  should  start. 
If  the  spark  Is  correct,  on  the  Urst  half  torn. 

To  keep  gUfts  on  windBlileld  tx99  from  snow  or 
I  t«in.     See  foot  note — bottom  of  page  508.        « 

SMplug  the  tnglnt  wirm:  An  ordinary-  car- 
,  bon-buroing  foot-warmer,  placed  under  the  hood, 
I  will  keep  the  «ogin«  warm  for  hours.  A  blanket 
\  over  the  hood  will  help  it. 

The  proper  vrmy  to  primt:     There  is  a  *'best** 

)  way   to  prime   your   entwine   to   make   it  start   easy. 

I  The  primini:  cups  osually  fumitbed  on  top  of  the 

'  eiyllnder  hold  juft  the  ripht  amount  of  priming 
dnld  to  do  the  work.  If  more  than  that  aoioant 
la  places]  is  the  cylinder  the  mixture  may  be  too 
rich  and  the  starting  be  difficult  instead  of  eaey. 
With  fclop-eocks  closed,  fill  the  cnps  with  a  prim- 

I  log  duid  coosi^itiDg  of  half  gasoline  and  half  ether. 

I  then  open  eocki  and  allow  the  fluid  to  run  down 

I  Into  the  cylinders. 

To  lock  four  ear:  A  piece  of  trace  chain  cov- 
i  «red  with  rubber  hoie  and  a  good  pad  lock  wtil 
'  lock  your  car  so  that  it  can  iiot  be  run  or  drawn 
I  away.  Put  the  chain  aroond  the  frame  and  be- 
[  tweem  spokes  of  front  wheoti.  It  is  also  a  good 
[  aectirlty  for  spare  tires. 

Tot  gMoUno  lo»ks:     Hard  soap,  moulded  around 


a  leaking  place,  will  lerve  well  ae  •  t«mpormry 
repair.  Wrapping  with  tire  tape  will  make  It  more 
permanent. 

AntomobUe  headache:     Aik  the  druggist  to  , 
up    tk    few    numbt?r   one   capsules   filled    wjth    thr*^ 
fourths  ivcelanalid  and  onofocrth  citr»ted  ca^etn««l 
Two  of  these  capsules  half  an  hour  apart  will  rM 
Iteve  almost  any  headache  quickly  if  the  stomaakl 
ia  not  fnll  of  food.     While  not  harmless  in  over- 
doses, two  may  be  t*keo  inside  of  one  hour  with 
perfect    safety,      I,*rge    doses    will    make   the   lips 
look  blue,  and  this  effect  i«  to  avoided. 

Refreshing  sXmnber;  Fifteen  grains  of  Triouat 
powder  Uken  in  a  little  sweet  milk  at  bedtime, 
after  a  long  drive,  will  give  refreshing  aleep  wit^ 
no    harmful    result. 

Benzol  is  a  promising  motor  fuel.     It  is  a  by^ 
product  of  coke.     It  contains  the  same  elements  as 
gasoline,   but  the  chemical  formula  is  slightly  dif- 
ferent.    In  England  it  is  used   to  great  extent  fotm 
fuel.  aUo  for  explosives,  dyes  and  chemicals.     £lM 
gas    plants    in     England    are    being    equipped    t*^ 
produce    bentol.      It    is    sUted    that    •xperimenti 
with   the   materia]   are  being  made   in   the   United 
States. 

Olesniug  spark  plngi:  The  porcelain  of  a  spark 
plug  may  be  made  clean  and  almost  equal  to  new 
by  soaking  it  in  carbon  dlsulpbide,  (also  tee 
page    592.) 

Burning  out  the  coU:  When  the  spark  gap  of  a 
plug  ti  too  great  there  is  danger  of  burning  out  the 
B«condary  wire  of  the  coil  Som  the  heat,  due  to 
great  resistance. 

A  spark  plttg  BhotUd   not  be  so  tight   a  fit  ta 
the  cyUndar  that  It  cannot  be  screwed  in  with  tliaJ 
fingers  for  at  least  two-thirds  of  the  thread.     Other] 
wise  there  is  a  risk  of  a  croas-th  -ejid  nr  badly-ctti 
thread  Jamming  tight. 

The  tbre^s  of  sparking  pings,  vtlv*  port  eaps;, 
&nd  exhaust  pipe  eonnectlons   ibould   occasionally^ 
bp    brushed    over    with    some    powdered    graphltewl 
This    prevents    seising   or    binding   of   the   thread!  1 
from  the  oxidising  action  of  the  hot  gases. 

Wire  eflldancr:  Ignition  wire  efficieaey  la 
not  always  determined  by  the  thickness  of  the 
insulation.  This  is  particularly  true  of  seoood- 
sry  wires.  It  is.  of  course,  true  that  insulation 
ehoald  be  of  good  quality,  but  unnecessar?'  thick* 
ness  inereafes  the  static  capacity,  a  condition  to 
b«  avoided. 

Corroded  battery  terminals:     A  little  hard  i 

on  the   thumb   nnts   that  make  the  battery  e< 

tiona.  will  prevent  their  seising  from  acid  eorrosi^a,  ' 

An  emergency:  Nine  miles  from  town  the  dry 
cells  exhausted  so  that  they  would  not  start  the 
•ngine.  I  borrowed  the  telephone  cells  of  a  nmM- 
by  house,  started  the  engine,  and  returned  the 
cells  while  engine  was  running  idle. 

I>ry  cells  in  winter:  If  you  use  five  dry  eelk 
in  summer  for  starting  purposes,  you  had  better 
eonple  np  teran  for  wint<^r  use,  as  the  cold  r«a* 
d«rs  dry  celts  less  efficient. 


*8m  ptge  524  for  some  of  the  Quevtione  som«ltmee  asked  by  the  State  Bxamlning  Board  tnd  la* 
•trnetiOD  46A  to  46D  for  Useful  Devices  for  the  Repair  Shop  and  Hepair  Shop  Hints  aad  Saggestloaa 


690 


DYKE'S  INSTRUCTION  NUMBER  FORTY-THREE. 


Storftge  bftttery  conuectioiis:  Often  the  onutiB- 
faetory  service  of  a  storage  battery  is  due  to  im- 
perfect connections.  Where  the  battery  is  kept  in 
a  steel  box  great  care  i*  needed  to  keep  the  term* 
inels  from  teaching  the  metal  when  the  lid  is 
closed.  Even  an  occasional  toach  when  the  bat- 
tery is  Jarred  will  run  the  carrent  down  rapidly. 
The  connections  should  be  wrapped  well  with  tire 
tape,  and  the  metal  box  kept  away  by  packing 
with  rubber.  An  old  inner  tube  makes  the  best 
packing. 

AdJQBtlng   electric   bulbs:.    If    the  bulb    is   not 

pushed    far    cuough    back    there    will  be    a    dark, 

round    hhadow    in    the    middle    of   the  bright    light 
in   the   road   ahead. 

Good  connections:  There  should  be  just  as  few 
wire  connections  as  possible  in  wiring  for  electric 
lights  or  starting  purposes.  And  these  few  should 
be  made  secure  againRt  rattling  loose  by  soldering. 

The  "niAster  Vibrator."  When  a  master  vibra- 
tor is  attached  to  a  regular  coil  it  not  only  serves 
to  et^alize  the  spark  supply  to  all  the  cylinders, 
but  It  alRO  adds  extra  condensing  power  to  the 
current,  giving  a  hotter  spark. 

To  test  the  firing  of  the  cylinders  independently, 
the  plug  cables  should  not  be  held  too  far  from 
ping,  as  this  throws  a  severe  strain  on  the  insula- 
tion of  the  coil. 

It  always  sares  time  in  investigating  for  canses 
of  misfiring  to  try  the  effect  of  a  new  set  of  plugs, 
because,  in  the  majority  of  cases  nowadays,  any 
persistent  misfiring  is  due  to  a  spark-plug  defect. 

Sticking  tires:  Make  the  surfaces  of  rim  smooth 
with  emery  cloth,  apply  graphite  to  the  rim,  and 
beads  of  the  tire,  and  your  tire  will  never  stick. 

To  get  out  of  deep  mud:  Wrap  your  tire  chains 
bodily  around  the  tire  and  rim  of  wheel  so  as  to 
make  a  big  bunch,  fastening  it  on  with  strap  or 
wire;    turn   on   slow   gear   carefully;    go   slowly. 

Orer-slced  tire  chains:  Tire  chains  intended 
for  wheels  larger  than  ^'our  own  will,  when  cut 
iown  to  fit  in  length,  give  you  extra  service  and 
tatisfaction. 

Against  skidding:  A  wise  driver  will  straddle 
Jie  ridge  in  the  middle  of  a  "greasy"  road,  or 
seep  one  wheel  in  a  wheel  rut,  to  prevent  skid- 
ding. 

Putting  muddy  chains  away:  Hang  them  to 
some  convenient  support,  such  as  the  bow  rests 
at  rear  of  car,  and,  with  both  hands,  hold  the  bag 
open  and  slip  it  up  over  the  chain. 

A  good  place  to  carry  chains:  A  shallow  box 
fastened  under  the  bootboards  of  the  tonneau, 
having  several  half-inch  holes  in  the  bottom, 
makes  a  good  place  for  tire  chains.  Put  them  in 
with  the  mud  on,  and  as  it  dries  it  will  shake  off 
the  chains  and  through  the  holes. 

Quick  tire  destructlen:  A   good   way   to   spoil 

a  tire  casing  quickly  is  to  start  your  car  with  a 

lunge,   and   stop   it   with   a  sudden   application   of 
the  brakes. 

Siae  of  Inner  tubes:  Some  manufacturers  of  in- 
ner Cubes  economise  in  material  by  making  the 
tube  smaller  than  it  should  be  for  the  casing  which 
it  is  to  fill.  An  inner  tube  should  fill  the  easing 
without  being  distended  more  than  a  very  little.  I 
find  that  as  a  rule  the  so-called  "over-sise"  tubes, 
such  as  83x4  are  best  for  use  in  casings  32x3%. 

Why  Is  a  blow  out?  When  outside  wear  or  in- 
side break  in  the  fabric  due  to  bruises  produces 
a  comparatively  weak  place  in  a  casing,  the  inside 
pressure  causes  a  bulge  in  the  location  of  the 
weak  spot,  and  this  part  is  then  exposed  to  more 
wear  in  travel  than  the  sound  parte  of  the  casing. 
Of  eonrae  the  blow-out  quickly  follows.  Strong 
inter-liners  prevent  this  bulging,  making  a  slight 
depresaion  at  the  worn  spot  in  place  of  a  bulge, 
and  thus  prerenting  excessive  wear  on  the  weak 
portion  of  the  casing. 


Great  tire  mileage:  The  difiFerenee  between  lis 
tire  mileage  of  different  drfvera  depends  faitt 
largely  upon  the  care  used  to  aroid  ahaxp  sib- 
stanees  in  the  road.  A  small,  aharp-comered  itflM 
wiU  often  make  a  break  in  the  fabric,  aad  s 
broken  beer  bottle  will  sometimea  eat  a  fsaifi] 
gash.  Tire  wear  also  inereaaes  in  a  fourfold  latis 
compared  with  speed.  Almost  any  old  tire  will 
run  ten  thousand  miles  if  carefully  favored. 

Surprised  at  the  bill:  It  i«  quite  common  for 
a  patron  to  be  surprised  at  the  aiae  of  a  reptir 
bilU  and  to  go  away  "sore."  Thia  cauiea  aiB 
to  shun  the  shop  in  the  future,  and  ako  te  tsD 
his  friends  that  the  repairman  in  unfair.  It  woaU 
be  better  policy  if  an  estimated  price  could  be 
given  for  the  work  before  taking  the  Job. 

The  price  to  charge  for  work:  When  a  liisp 
is  completely  equipped  with  labor-aaTing  Uk^  and 
conveniences,  the  patron  should  pay  aevealj-fivf 
cents  per  hour  for  mechanical  labor.  When  act 
60  equipped,  a  large  Amount  of  time  ia  wasted  as 
a  consequence,  and  the  patron  should  not  be  askid 
to  pay  for  wasted  time. 

Preserre  the  Tarnish:  Ordinary  mud,  irhm 
allowed  to  dry  on,  will  dim  the  luater  of  tke 
best  varnish.  Rinse  it  off  with  a  gentle  flow  be- 
fore it  becomes  dry. 

Stale  gasoline:  After  standing  fc»  many  days, 
even  in  a  tight  tank,  'gasoline  will  become  detd 
and  slow  to  ignite:  It  is  partly  due  to  erapcta- 
tion,  and  partly  to  chemical  changea  that  take 
place. 

Fender  cleaner:  Equal  parts  of  turpentine  asd 
wood    alcohol   make    a   good   cleaning   pr<qparatioB 

for  fenders  and  hoods. 

Varnish  in  a  common  bam:  The  Tamishsd 
surfaces  of  an  automobile  bod^  will  not  reaala 
lustrous  very  long  if  the  car  is  kept  in  a  ban 
whore  there  is  manure.  The  nitrogen  compounds 
given  off  from  manure  will  soon  tamiifti  and  de- 
stroy the  best  varnish. 

A  Blouchy  back  curtain:  A  small  atiek  vt 
length  equal  to  the  width  of  the  *  curtain,  upoa 
which  the  back  curtain  is  snugly  rolled,  giTM  s 
neat  appearance.  Otherwise  it  will  hang  b 
baggy  masses. 

Putting  in  a  back  window:  After  catting 
the  celluloid  to  proper  size  and  ahape  faatca  it 
temporarily  in  place  by  pushing  pina  throagh  at 
each  corner.  Then  button  the  curtain  taut,  and 
with  a  second  person  on  the  inside  to  pass  tiM 
needle  through  outwardly,  sew  it  in  place, 
the  original  needle  holes  as  far  as  poaaible. 

A  convenient  receptacle:  By  cutting  out  s 
square  in  the  floor  of  the  tonneau  and  attaching 
a  proper  sized  box  underneath  you  can  haTC  s 
very  convenient  carrying  receptacle  in  apace  that 
is  not  otherwise  taken  up.  It  makes  a  good  place 
to  put  a  carbon  foot- warmer  in  winter,  and  may 
be  used  for  tools  and  jack  at  other  timea. 

Vibration   and  rattle:      A   soft  leather  washer 
placed  between  two  iron  washers  will  often 
to  stop  the  rattle  of  fenders  and  brace  rods. 

Silence  and  easy  riding:  An  occasional  lubri- 
cation of  the  inter-leaf  contact  parte  of  the 
springs  will  quite  materially  increase  easy-riding 
quality  of  a  car,  as  well  as  eliminate  noise. 

Friction  noises:      Wherever    two    surfacee    rub 
together  making  a  squeaking  noise,  graphite  i 
makes  the  best  remedy.     Oil  in 
a  temporary  makeshift. 


such  plaet 


ite  grease 
les  Ii  but 


Back   lash:      Non-reversible   steering   gears   us- 
ually have  a  certain  amount  of  back  lash  te  al- 
low  the   wheels   to   follow   ruts  withoat   aide  re* . 
sistance  on  the  tires. 

Keep  radiator  fuU:  When  the  cooling  fluid  is 
kept  in  motion  by  thermo-syphon  action  It  is 
quite  important  that  the  radiator  be  kept  lea- 
sonably    full    in    order   that   there   be   a   back  re- 


USEFUL  HINTS  AND  SUGGESTIONS." 


i^ftftnco  to  Aid  in  forcing  tb«  wkter  forward.  II 
IS  good  en^QCi  carv  to  freqaeaLly  sdd  m  Uttle 
eola  wikt«r,  initi^ad  of  waiting  for  the  engine  to 
kfioek  for  w«t«r,  e«peci«ll7  in  cummer. 

To  get  a  locked  car  borne:  When  the  drive 
wheeLt  (re  lot^ked  from  breakage  in  the  diifereja- 
ti«l  or  the  Dniveriml  juiat  you  c»ii  li»al  the  c*r 
home  hy  removing  the  keyi  thet  hold  the  re*? 
wheels  to  the  sxlee  (if  s  Ford)  »ud  ellofr  them  to 
turn  freely.     Hi-  sure  to  gresie  Iheia  well. 

TbAt  hArsb,  gratlog  sotuul:  When  en  emsteur 
driver  fhiftt  hie  gf-sr,  the  exc«ta  of  eouod  makee 
en  expert  emilf*.  To  ihlft  gears  noiselessly,  re- 
lease tbe  clQlcb  to  Its  fajleet  extent,  then  posh  the 
chft&ge  g^Kt  lever  with  e  quick  jsbby  motion  until 
tlie  gesrs  go  In.  Do  not  elowly  pueh  the  lever 
into  position.  This  csanes  the  teeth  of  the  gesr 
wbeele  to  itrike  sod  he  tbrofra  bsek,  end  eeeh 
spprosch  repeste  the  noiie,  Tlie  expert  en- 
deavore  to  seeore  coordinste  ipeed  of  the  gears 
befere  trylog  to  throw  them  into  mesh. 

Waltr  vMck  comes  frtnn  s  chalky  district 
•koaJd  preferably  not  be  nsed  in  the  ^ster-eir- 
^ilatioii  iryetem,  bec-anne  this  resnUe  in  deposits 
of  lime  forming  in  the  pipe  end  radiator.  Die- 
tilled  water  or  well-filtered  rainwster  should  be 
used. 

A  test  for  wont  piston  rlngi:  When  there  Is 
an  escape  back  ps«t  fh^  pretou  rings  of  hot 
caies  the  ersnk  cnee  will  get  warm.  When  the 
eseape  li  past  the  tbIvim  thii  is  not  founds 

To  start  engine  if  starting  crank  la  lost  or 
ftartex  falls  to  work:  Jaek  roar  wheel,  let 
eluteh  in  place  gt'srs  in  "high"  add  turn  the 
wheel.  Or  let  ehitch  in  and  have  some  one  push 
<af  until  engine  etarti  and  quickly  throw  out 
I  clutch  when  engine  atarts< 

A  t«ct  for  tmeneas:  Opoo  ex  ami  n  is  g  crank 
shaft  or  eonnectiiiK  rod  bearingi  tf  you  and  that 
they  are  worn  a  little  more  at  the  ends  than  in 
tbe  middle,  it  mean  a  that  the  crank  shaft  is  not 
quite  true. 

Tight  hearings:  When  the  removal  of  a  ahlra 
makei  the  bearing  too  tight  for  free  uie,  a  piece 
of  manilla  paper  in  plsoe  of  the  ihim  will  often 
rive  corect  adjuatment,  and  will  permit  a  alight 
lightening   if   needed   subsequently, 

'  ^To  loosen  sticking  wheel:  Wlien  a  wheel  on  a 
taper  axle  sticks,  and  you  haven't  any  wheel 
pnller.  here  is  a  way  to  loosen  it :  Run  the  nut 
off  entirely,  and  then  run  it  on  attain  with  |he 
raat«llated  end  toward  the  wheel.  True  the  other 
end  of  the  nnt  up  6nRh  with  the  axle,  letting  the 
wbeel  dovm  onto  the  ground  from  the  jack.  Hit 
the  nnt  three  or  four  good  cracks  with  the  ham- 
mer  and  the  wheel  will  start  every  time. 

Loose  rear  vbeels:  It  la  wise  occasionally  to 
examine  the  rear  wheels  for  slack*  A  little  wobble 
on  the  axle  will  soon  wear  the  key  or  key-seat 
into  a  dangerous  wheel  coudilion. 

Broken  balls  are  firtt  indicated  by  a  **etiek* 
ing'*  sound.  If  not  promptly  remedied  entire 
hearing  will  he  mined. 

Knocks  are  expenrive:  At  the  end  of  the  llrat 
two  thousand  mtlea  the  average  automobile  will 
reonire  alight  tigblening  up  of  the  crank  shaft 
and  connect)  o<  rod  bearingi.  To  allow  email 
knocki  to  go  uncar«*fi  for  will  resnlt  In  great 
damage  to  the  i>artB  very  soon. 

A  good  carbon  reraovor:  Denatured  alcohol, 
•quirted  into  the  cylinJ^ra  when  they  are  hot. 
and  tike  eogioe  run  fairly  fast  for  two  minutes, 
will  claan  out  the  carbon. 

Adlttit  TOUT  foot  hrake:  Fuith  the  pedal  for- 
irard  ahout  tuo  knrhe«  and  retain  it  in  pbre  with 


a  small  block  of  wood.  Now  tighten  up  the 
turn-buckle  uotil  the  brakes  are  sung,  and  when 
the  block  of  vood  ia  removed  the  slack  will  be 
correct. 

Broken    piston    rings;      Will    make    thomaeWeiJ 
knowD   by   decreaaed   compreaaJon,   aud  by  an  ex:* 
ceasive  amount  of  oil   in   the  eomhuattoo  chambefff 
and  on  the  spark  plugs. 

Use  split  waahera:  Where  caatetlated  nuts  and 
cotter  plus  are  not  supplied  iu  automobile  eoa^ 
atruction.  good,  welltciApcred  lock  washers  may 
be  placed  under  the  nutit  or  tbo  heads  of  bolts, 
to  keep  them  from  rattling  looie. 

Impulse  air  pump — don't  run  it  fast,  and  don*t 
connect  the  hcae  to  tire  valve,  nntlt  pump  has 
made  a  few  atrokea. 

A   small  magnet   tt   a  tlina   saver   for   picking 

up  acrew  and  other  small  parti  that  have  drop- 
ped into  the  mud  pan.  Often  the  trouble  of  tak- 
ing tho  pan  off  will  be  avoided.  An  ordinary 
horseshoe  magnet,  purchasable  at  any  hardware 
store,  may  be  used. 

Where  a  pump  U  used  to  circulate  the  cooling  J 
water    it    Is    wia«    to   fill    the   radiator   to    the   topi 
and   then   turn    the   engine    over   several    times,    so 
as    to    insure    the    water    reaching    and    fllUns    all 
parte  of  the  system.     If  the  engine  is  not  turned 
the    pump    Is    an    obstruction    to    the    pasaage    of 
the   water   into   the  jackets,    which    remain   partlytl 
empty  or  fill  so  slowly  as  to  leave  the  impreealoB" 
that    there    is    more    water    in    the    syatem    than 
there  actually   is. 

In  order  to  clean  the  Inner  lining  of  a  top  and 
to  remove'  stains,  gasoline  should  not  he  u«ed.  The 
best  method  if  to  lift  the  top  ofT,  and,  after 
inverting,  clean  the  surface  thoroughly  with  pur*< 
*oep  and  water.  If  gasoline  or  other  quick- 
acting  fluids  are  used  the  waterproof  of  the  fabrie^ 
will  be  destroyed, 

A  diaagraeehle  rattle  can  often  be  traced  !•< 
tlta  hood  where  it  rests  on  Ita  seat,  Strip*  ofi 
rawhide  or  other  anti^friction  material  should  b*| 
installed  to  prevent  any  squeaks  or  rattle. 


Although  French  chalk  placed  hetweea  a  tube 
and  the  shoe  is  very  desirable  to  preTent  ad- 
hesion* too  much  of  it  may  prove  ai  bad  or 
worse  than  none.  If  too  much  is  used  il  is 
likely  to  work  up  into  little  balls,  when  the  con 
tinual  rubbing  and  rolling  around  will  rulu  a 
tube  in  ahort  order  and  malce  it  almost  beyooAg 
repair  scarcely  worth  the  cost  of  the  work. 

To  tune  a  car  up^  for  slow  race  or  slow 
nlng  on  Ugh;  Probably  the  engine  which  mtuT 
the  slowest  and  the  car  which  is  geared  the  low 
eat  will  be  the  winner.  We  will  fssume  that  the 
race  will  be  only  on  the  high  gear.  By  retard 
ing  the  spark  this  will  also  aaaist  In  re<lucinc 
the  speed  of  the  enginei  but  if  run  too  long 
with  retarded  apark,  engine  will  heat.  The  tim- 
ing of  the  valves  could  also  be  changed  by  setting 
the  valves   to  open  and   close  just  a  little  late. 

If  one  prefers  to  have  Ms  engine  adjusted  to 
ma  slow  on  high,  to  best  advantage,  the  valves 
can  be  adjusted  aceordiugly.  but  the  speed  will 
be  sacrificed, 

' 'Bout's**   for  drtrers:      Don't  drive  a  car  ild 
til    you    are    old    enough    to    have    good    ordinary  , 
*'horBe'*    aense.       Don't    look    around    when    yon 
hat  blows  off.     Don*t  try  to  kiss  the  lady  tn  tli_ 
aeat   beside   you,     Bon't  go   to   sleep    while  drif^ 
lug.      Doo't    trust    one   hand    to    do    the    guldh 
DonH  try  to  make  up  lost  time  by  speeding  do 
hilt.      Don*t  run   at  night   without   lamps.     I>ea*t  ^ 
delay    putting   oa   the  chains   when   the   roade   get 
greasy,     Don*t     forget     to     "STOP,     LOOK     aad 
LISTlCN*'     before     crotelng    a    railway     track — 
Safety  First,   Last,  and  all  the  time. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-FOUR. 


▲  W«U  Aatortod  Eepilr  Kit. 


'I'Tyiittd    .SDl(Jerm«    Iron    with    hiui(]lew 


«'l«eh    A»i|Jv*t.th1«   rnfnbioimoo    P1l*re,    nldk- 


lit   Pliif   nry#tK 
Jfuit  Cold  Chl»«t 
jBdl*  Wire  Solder.      ,  ,, 
lundle  No.   IJ  Copyw  l\lre. 
jiuidle  No    19  Trtpjirr  Wire. 
ft^Indt  Blr>cl«  Wj(^ch«   ulcktlrd. 


H'luch  r^pe  ChJflcL 
%'liich  f^oUd  Punch.  3  32'l«ich  point. 
H'IncJi  Solid  Punch,  3-IC  Inch  point, 
H  Ineli   Koiifi   Pundi,    ^  Inrh   polnl 
3-jDch   EleclrlclanV   Scrc^Tdrtver. 


ivxtracior. 
'■'lunclii, 

tlux  Cotur  Pint. 

fl  Invli   0(T«t  Scri^dHTW- 


p<ill»bMf. 


movirc    v»1fi 


A  Am  t7P«  of 
to    cmrrf   tbovt 


^T*^T»f 


Flag    Cltaner:    FlU     ^     fall    fssolisft; 
I  crew    pluc^   m   gUti   tube   and   thftk*. 

ElACtrle  t«ttln2  Instrimwiitii 
P*ir<»«    St\4B.    HOil      tr 
eUn     Hud     Uklekacm 
(p.  697.  699)  mre  &ec«Mar7 


H — Hydroaiptcr ;  !• — electric 
t*»L  liifht;  V — vti\m  grinder. 
This  one  ii  miide  by  the  Mar* 
vel  AocftaBories  Oo.,  Oleveland. 
Ohio.  J — jnck.  A  thickness 
g-AUj^e,  per  p&^e  B64L  and  690, 
a    very   tieceBPtry   artiolf. 


Flff.  SO:  A  portabfl  tool  ttuid. 
The  illuatritioQ  givpn  thti  duneo- 
•io&s.  If  you  de&iri?,  th«  bioa 
f«o  be  diTided  into  •mailer  ae«- 
tions  for  cotter  pini,  wstbera, 
ftaaort«d   bolti.    nutsu    etc,  


iXHAMT  KO,  :^$2 — Suggesttons  For  ftn  Auto  Medumlci&n's  Outfit.  How  To  Maltt  m  Bep&irmftn^i  ^ 
Kit   A  ForUble  Tool  Stand  for  Stiop  Use,  Btc.    So©  ilso  \i&SLe  614,  698,  699,  SUE,  1   >     » 


L 


A  tTonblo-m*n*»  r«p&tr  kit:     This  aet  ia  not  deiiipaM  for  f^r^i*  «♦• 
for  outftide  trouble  calla*     A  le*thef   bound    *4    or    H    si 
fitted  with    four  uooftf'n  trays  made  of  ^a"   bard   mapl^. 
piece    <B>    depends    upon   site   of   loola*     Outlin€«   are    - 
with   peociJ  And  wood  cut   entirely  »*'»y  to  permit  tool 
bottom  piece    (Bl)    is  then  grlned  on  and  faat^n>^d   by  av 
hotdiuf    tools    in    place    are    made    of    sheet    bra«a.     Oci: 
bammora   strapped  in  cover  0;   wrenches  in  top  tray  D;   ftcicw   aru#rt  i 
puochea    in    tray    E;    bearing    scrapers,    oil    stone*    Prussian    Waa    Iftj   r. 
chisels,   files,   pliers,  tray  G.      (Motor  World.) ^___^ 


THE  AUTOMOBILE  KEPAIEMAN. 


603 


cause   ise   expense    and 


Repair  Busiuefis. 
lock    nasLcrs    and 
damage* 

A  Httte  picc«  of  metftl.  tacli  ii  *  piece  of  » 
eotter  pin  or  the  like,  accidentmlly  dropped  into 
m  CAQ  of  gTt%99  or  oil  ftod  •ttbteaoealljr  pat 
into  Ibe  gear  c«se  of  &  motor  car  bu  b^en  knowo 
to  eftuse  much  damAce,  und  sive  the  drirer  or 
owner  of  the  cftr  coniiiderftbte  trouble  aad  expenic. 

A  Careful  Worloaiaii  the  One 

in  Demand. 

If    you    do    your    work    thoroughly    and 

carefully  and  always  do  a  little  more  than 

you  agree  to  do,  you  will  be  sure  to  make 


INSTRUCTION  No,  44, 

THE  AUTOMOBILE  REPAIRMAN:  Starting  into  the  Auto 
Repair  Business,  The  Auto  Mechanician.  Parts  to  Over- 
haul on  a  Car  and  Engine.  Prices  Usually  Charged  for 
Repair  Work.     Tools  for  the  Auto  Mechanician. 

starting  in  the 
Th%  auto  repairman  must  know  how  to 
adjust  any  part  of  tlie  car.  To  know  how 
to  adjust,  he  must  first  know  the  principle 
of  the  couitruction  of  the  parts  as  explainod 
in  previous  iDstructions,  and  must  know 
when  and  where  to  look  for  trouble.  (8ee 
digest  of  troubles;  Instruction  No.  43.) 

About  one-half  of  tbo  work  of  the  aut<»- 
mobile  repairman  Is  in  making  adjustments 
and  fitting  parts;  such  as  carburetor  adjust- 
ments,  cleaning  carbon^  grinding  valves, 
fitting  horns,  muffler  cut  outs,  diagnosing 
troubles  and  numerous  other  little  details, 
which  does  not  require  a  machine  shop,  but 
does  require  a  good  assortment  of  tools, 
and  a  knowledge  of  the  principle  of  the 
construction  of  a  car, 

A  machine  sliop  is  not  neceasary,  unices 
there  is  sufficiont  work  to  keep  more  than 
one  machinist  busy.  A  great  number  of 
tmall  repair  shops  put  in  only  the  toolR 
needed  for  the  average  repair  work,  and 
when  they  have  a  job  of  machine  work  to 
do,  they  take  it  to  a  machine  shop.  In 
other  words,  a  machinist  and  an  auto  re- 
pairman follow  two  different  trades.  The 
auto  repairman  need  not  be  a  machinist; 
I  mean  by  machinist,  one  who  can  turn 
all  kinds  of  metal  parts  on  a  lathe  and 
do  actual  machine  work.  Therefore,  we 
will  explain  only  the  work  the  average  auto 
repairman  is  called  upon  to  do. 

A  Tern  Pointers  for  the  Beginner. 
When    beginning    work    on    a    car    or   en- 
gine, remember   system   and  order  are   two 
things  every  repairman  ought  to  learn  early, 
they  mean  success. 


Before  torniag  c&r 
OT«r  to  cofltomer  be 
•ure  tbet  ail  nuts 
hftve  lock  washer  • 
and  are  tight. 


Don" I    throw    nuti    or    b«U«    on    the 
floor.     Plaee  them  in  *  box  or  pan. 

There  is  nothing  more  disgusting  to  a 
man  who  owhb  a  e^  than  to  walk  into  & 
repair  shop  and  find  a  carclesa  workman 
dumping  nuts,  bolts,  etc.»  here  and  there 
on  the  lioor.  That  custouicr  will  sny  to  him- 
self; if  that  workman  is  as  carelc5{»  as  that, 
ho  is  careless  enough  to  leave  a  nut  In  my 
crank  case  and  ruin  my  en^nti  when  it  is 
started  up,  or  he  will  leave  ott  lock  nuts  or 


It's  the  careful  man 
the  auto  owner  wants 
to  handle  his  car;  nut 
tho  fellow  he  can*t  de* 
pend  upon.    I  will  give 
you   an   example   of   a 
careless     young     man 
who  lost  his  job.     An 
auto      owner      had      a 
young    man    overhaul- 
ing bis  car;  he  told  him  to  fill  all  the  grease 
cups  and  he  sure  and  see  if  the  valve  under 
the  gasoline  tank  was  tight;  he  had  an  idea 
it  was  leaking.     He  went  away  and  when 
h^  came  back  that  afternoon  he  asked  the 
young  man  if  he  had  attended  to  the  dif- 
ferent   things   he   told   him   to   do;    he   said 
ye«.     Next  day  the  auto  owner  was  out  on 
a    country   road    and    ran    out   of    gasoline. 
He  found  that  the  y^oung  man  had  not  ex- 
amined the  valve  carefully  and  the  leak  had 
exhausted    the    tank — the    valve    was    in    a 
difficult  place  to  get  at  under  the  car,  so  ho 
eimply  took  it  for  granted  that  it  was  all 
light  and  let  it  go  at   that;   so  you  see  a 
careless  man  is  worse  than  none  at  all^ — it '» 
the  dependable  fellow  who  will  win. 

Den*t  Overcharge. 

We  want  to  warn  yon  that  in  the  matter  of 
chargei,  it  payi  tu  be  liberal.  Automobile  re- 
pairmen like  ptumberi,  generatljr  have  a  rtspuiattoa 
lor  exoTbitant  ct. argot.  Make  it  a  role  to  do  a 
litilc  morr  than  you  a|:rce  to.  It  !«  w«l}  to  com- 
roenl  on  four  work  in  talking  with  tbe  auto  owner, 
like  tbie:  "I  noticed  that  frome  of  tLie  nats  wtftm 
looRe  aroticid  (b«  ttprinf*,  lo  I  west  over  all  Iht 
Dula  on  tiie  mnniiip  g«ar  and  fouod  that  niau}^ 
n^ed(<d  atttfottori.  Y*oii  want  to  wntf-K  ♦k^.^o  Utile 
thincB,  and  then  you  won't  nt'tui  r>  '  Tbe 

o\rD«r  maj   not   lay   aojihinf  out  <•  will 

certaialy  commi-nt  to  bimaelf,  ''U^i^r  k  «  ««*«m1  re- 
pairman/* aod  tbat  ia  the  moat  profitable  repute 
tiaii    yon   ran   establish. 

You  are  bojldinf  a  basineii  for  the  future  mhn 
you  do  ^oiir  work  ri^eht  and  treat  )roar  ctia- 
toiiieri   fair. 


*Tbe  Repair  anbjecl  hat  u««a  divided  lolo  aeveral  lastructloei.    A  alody  vt  tbt  faeadlnn  of  Inetmetiotis 
4<  15  and  46  A.  B.  C  wt&  D  wtl)  five  the  lubjecia  treated. 


594 


DYKE'S  INSTRUCTION  NUMBER  PORTY-POUB. 


.  The  Automobile  Bepi 
We  will  classify  the  aatomobile  repair 
work  Into  two  classes:  first,  will  be  the 
automobile  repairman  who  works  in  a  shop 
under  a  foreman.  His  work  is  laid  out  fo> 
him  and  he  is  advised  just  what  to  do. 

The  second,  is  the  automobile  mechanician 
whom  we  will  class  as  an  expert;  he  will 
generally  be  found  in  the  position  of  a  fore- 
man, or  operating  his  own  shop.  We  also 
find  him  doing  work  at  the  homes  of  auto- 
mobile owners. 

For  the  sake  of  classification  and  names 
to  distinguish  this  latter  class  of  work,  sup- 
pose we  call  the  "auto  mechanician"  the 
one  who  makes  a  specialty  of  doing  work 
at  the  home  of  automobile  owners,  in  the 
auto  owners  private  garage. 

The  Auto  Mechanician — ^how  to  start. 

Many  men  have  found  this  work  profit- 
able and  it  has  been  the  stepping  stone  for 
a  future.  This  work  also  applies  to  ma- 
rine engine  and  stationary  gasoline  engine 
work. 

In  order  to  successfully  engage  in  this 
work,  it  is  necessary  for  him  to  provide 
himself  with  the  necessary  tools  to  do  the 
average  work  around  a  car. 

I  dare  say  that  nine  cars  out  of  ten  need 
greasing;  that  is,  the  gears,  differential, 
wheels  and  universal  joints.  This  job  is 
one  that  does  not  appeal  to  the  auto  owner 
and  the  chances  are  he  is  not  prepared  to 
grease  his  car  if  ho  wanted  to.  It's  easy 
enough  to  put  grease  in  the  compression 
cups  and  screw  them  dowfi,  but  to  grease  the 
rear  axle  parts  and  universal  joints,  that 
is  a  different  job  unless  he  is  supplied 
with  the  proper  tool.  The  auto  repairman 
with  the  Townsend  grease  gun,  as  shown  in 
chart  242,  can  do  the  job  quickly  and  easily. 

Then  there  are  the  valves  to  grind,  car- " 
bon  to  clean  out,  lost  motion  in  the  valves 


laixman  and  Mechanician. 


to  take  up,  compression  to  test — ^in  fact,  a 
general  engine  overhaul  or  a  general  ear 
overhaul  would  constitute  the  work  that 
the  auto  mechanician  could  do  on  these  spe- 
cial jobs. 

We  have  illustrated  in  chart  242  a  good 
equipment  for  the  auto  mechanician  who 
proposes  to  do  this  class  of  work. 

Very  likely  when  the  auto  mechanician 
goes  to  an  auto  owner's  home  to  do  repair^ 
work  he  will  be  provided  with  most  mate-* 
rial,  such  as  oil,  grease,  waste,  etc,  bnt  it 
is  advisable  to  suggest  a  good  oil  and  re- 
quest that  the  car  be  supplied  with  it,  pro- 
viding the  oil  in  use  causes  a  great  deal 
of  carbon.  In  other  words,  it  wUl  be  nec- 
essary for  the  mechanician  to  be  able  to 
diagnose  all  troubles  and  suggest  their  rem- 
edy, as  well  as  make  adjustment  and  over- 
haul the  car. 

AntG  Mechanician's  Outfit. 
Is  shown  in  chart  242,  which  is  suitable 
for  general  work  around  a  car,  testing  etc 
The  average  workman  carries  more  tools 
than  are  necessary  to  the  job,  and  often 
finds  that  even  then  he  does  not  have  the 
right  one.    A  careful  study  of  the  ears  han- 
dled       usually 
^^^^^  *^^    shows   that  12 

^^^J^T^S^l  ^^^  ®'  *^®  common 
^^^^  i  *«^=^  tools  will  serve 
\  ^  -^  J^"^^^^  to  do  the  ordin- 
ary  job.  It  has 
been  found 
that  the  follow- 
ing tools  are 
most  essential, 
and  are  adequate  for  most  jobs:  Fenr 
open  end  wrenches,  Nos.  S^i  25,  29,  7S4; 
1  monkey  wrench;  1  nudn  bearing  wrench; 
1  connecting  rod  wrench;  1  screw  driver; 
1  pair  pliers;  1  valve  cap  wrench. 


-^^-J^.^ 


Ke»] 

or 


\kI 


your  tools  in  «  box 


Don'ts  For  The  Bepalrman. 


1 — L«y  wrenches,  hsmmers,  chisels,  etc.,  on  the 
fenders  or  on  the  seat  cushions.  Oover  the 
fenders,  and  remove  the  cushions  during 
the  work. 

2 — Spill  oil,  or  smear  grease  over  the  finish  or 
upholstery. 

8 — Try  to  squeese  one  car  past  another  in  the 
shop,  even  though  the  fenders  will  spring 
enough   to   let   the  car  pass. 

4 — Pound  the  end  of  a  shaft  with  a  bare  ham- 
mer. Use  a  babbitt  hammer,  or  deaden  the 
blow  with  a  piece  of  brass  or  wood. 


5 — Push  a  car  around  the  ihop,  with  greasy 
hands  on  the  Tarnished  surfaeea.  Silkv 
wipe  your  hands  or  place  a  piece  of  dry  waits 
between  your  hands  and  the  car. 

6 — Iieave  a  car  standing  in  a  pool  of  grease. 

8 — Use  an  18-in.  Stillson  on  a   %-ineh  nut. 

9 — Sit  on  the  cushions  with  your  greasy  vtm- 
alls.  Spread  a  newspaper  over  then  first,  sad 
don't  put  your  greasy  handa  on  doora,  body. 
hood,  etc. 
10 — Use  his  gasoline  Juat  because  ita  handier  tbaa 
to  get  some  from  store  room. 


*A  Car  OvexhaoL 
The  following  enumerated  Ust  gives  a  d»-  have  most  of  them, 
tall  of  procedure  In  giving  a  car  a  general 
overhauling.  Where  the  automobile  owner 
keeps  his  car  at  home  and  cares  for  it  him- 
self, nine  chances  out  of  ten  his  car  and 
engine  needs  cleaning,  greasing,  valves 
ground,  or  carbon  removed.  All  of  the 
work  mentioned  below  can  be  done  in  the 
auto  owners  private  garage.  This  work 
then  would  require  but  a  few  well  selected 
tools  and  chances  are  the  auto  owner  would 


Supplies  sneh  as  oil, 
wsste,  etc.  would  be  fnmished  by  the  ante 
owner.  This  class  of  work  is  well  suited 
for  the  beginner  or  auto  mechanician. 

Oleanlng  Engine. 

1 — Clean  engine  outside  with  gasdUns  (sea  ttMm 
* 'Oleanlng  Engine.") 

2 — dean  engine  inside  wttb  keroseoa. 

S — Clean  drip  pan. 

4 — Clean  and  pack  pomps. 

6 — Clean  and  adjust  spark  ptaffs. 

6 — Clean  the  gaaollae  strafaer. 
*See  also  pages  620,   794,   795.     *See  page  527,    "Toasting  a  Second  Hand  Oar" — thia  it  a  good  teal 
to  give  a  car  before  overhauling  in  order  to  determine  its  exact  condition.  A  record  akould  be  made 
of  each  test.  • 


I 


I 

I 

I 


LubriCAtliif    Enffln«. 
-Put  freali  oil  Into  ongliio  after  cltMifjg   (»m 
liulractloii  46). 
a — on  oUiw  parti  of  «ngixi«,  m  nusiMto,  st«rt«r» 

geii«rfttor»   fmn,   etc. 
9 — Ser«w  down  on  all  ffr«aA«  eupa  and  rafllL 

Cleaning   Oaz. 
1(> — Waali  car    (5e«  page  507 J 
11 — PoUih  body  wttli  bod  J  pollBh  (sm  paf«  608)  * 
12 — Clean  elittcli< 

13 — Clean  tnkn^miaaion  said  underneatli  car. 
14 — Clean  ileertng  device, 

^^Lubricating  Oai. 
16 — Screw  down  all  greaaa  cnpt  and  refUL 
16 — Urease  datcb  eliaft. 
17 — Qreaaa  iinlTer«al  Joints. 
18 — TUl  transmlxelon  witb  Inbrlcanta, 
19 — nil  dlifeiential  bousing, 
20— Oreaa«  steering  device. 
81^ — Greaaa  front  wb«eU. 
22 — Xiiibrlcate   tbe  aprlnga. 

Iiupection  and  Adjaitmant. 
S3 — Inspect  all  nnts  and  tighten. 
24— Inspect  gasoUna  Use  aad  tigbten  all  Jolnta. 
26 — Inspect  the  balls  of  ftont  wbe«ls  wb«tt  gr^ai- 

Ing    to    Ee«    If    there    are    mnj   broken    batli. 

Jack  wheel  and  lieten  for  a  clicking  sound. 
2&— Inspect   and  tighten  all  loose  water  connec- 
tions. 
27 — ^Inspect  the  tires  and  see  if  properly  inflated^ 
28 — Inspect   the    steering   deTlce   and   connoctlons 

and  tighten   and   grease. 
29^ — Inspect   the    sprixiigs    and    f tenders   and    nuts, 

tigbten  and  remove  siineaka. 
80 — ^Insp^ct  rear  wheels,  see  if  loose,  if  so  draw 

tip  on  the  nat. 
SI — Inspect  the  differential,  If  noisy,  take  up  lost 

motion. 
S2 — El  amine   brakes*   if  looso   adjnst   tbean,   also 

tight  sn  spring  bolts,  nots  and  spring  dips. 


THE  AUTOMOBILE  REPAIRMAN. 


Inspection  of  Engine  and  Parts. 
33 — Inspect    water   hose    on    engine    and    replace 

with  new  boso  if  reqnirad. 
34 — Inspect  gaskets  on  englno  and  draw  np   o> 

cylinder  bead. 
3& — Inspoct   bolts  and   ants  boldixig   cylinder   to 

crank  case  and  tigbtesu 
SO — Inspect  all  nnts  and  tighten  on  crank  case. 
37 — Inspect    generator   adjustmont    and   draw    ap 

nuts. 
38 — ^Inspoct  the   nuts   holding   exhansl  and  inlet 

manifold  and  tighten. 
39 — Inspoct  for  air  leaks  at  carboretor.  manifolds, 

spark  pltigs.     If  a  leak  engine  will  not  Idlt 

properly. 
40 — Inspect  all  nuts  and  cotter  pins  and  tighten. 
41 — See  that  lock  washers  are  under  all  nnts. 
42 — Inspect    the   muffler   and   clean   if   nocessaty 

and  tigbten  np. 
43 — Inspect  the  timer  or  magneto  an^  see  If  eon- 

noctlons  thereto  are  tight. 
44 — ^Inspoct    horn,     magneto,     switcb,     generator, 

startor  and  battery  and  coil  connections,   see 

if  there  are  any  loose  binding  posts  or  con* 

nections.     Don't  forget  to  tighten  all  ground 

connections. 
45— Inspect  battery,  see  if  all  terminals  are  tight. 
46 — Inspect  and  teat  the  storage  battery  with  a 

bydrometer      (chart     204) »     also      * 'cadmium 

test/'    pflg«    9641). 
47 — Inspect  starting  motor  and   generator  to  tot 

if  tbero  are  loose  connections. 

•Engine   Adjastlng. 
48 — Test  compre&slon. 
49 — Clean  carbon  from  cylinders. 
50 — Grind  tsItos. 
51 — Adjust  valve  clearance. 
62— Test  for  weak  exbanst  springs. 
53^Test  engine  for  knocks. 
64 — Take  up  on  any  loose  bearings, 
.  56 — ^rit  piston  rings  If  necessary. 
66 — Check  np  the  valve  timing  (see  page  110). 
67 — Clean  and  adjust  spark  ping  gap.f 


Prices  Usually  Olutrgod  for  Car  OverliaiiL 

The  price  tiaually  charged  is  from  SO  to  75c  per  hour.  Quite  a  numbor  m^e  a  flat 
price,  for  inatance,  after  handling  a  few  jobs,  the  work  would  come  easier  and  syatematic 
and  70 u  could  then  make  a  flat  price  of  say  $25  for  overli&ullJDg  and  cleaning  a  Ford* 
(gee  Ford  Instruction.) 

To  give  an  idea  for  charges  where  you  miiBt  make  a  £at  price  and  where  only  eer- 
tmin  parts  of  the  list  are  used  we  give  the  following  scale. 


I 


Cai1)on  removed,  per  cylinder 50e  to  $  1.00 

Clpanlng   and   adjusting   spark  plugs.. 76 

Oiling  and  greasing  car 1.50 

Cleaning   car  and  poUsblng 1.50 

Climnlng   engine   and   drip   pan 75 


Tigbtening  loose  nnti  and  cotter  pins 76 

Tightening  water  and  gssoline  Line. . . .40 

Adjusting  carburetor  and  valve  tappets  and 

tn^ng  up  engine 2.00 

Grinding   valves    . . , , « ....  5  to  10.00 


Sell  Supplies. 

When   the  motorist  drives   up  to  your  garego    for  ges  or  oil,  or  air  for  bis  tires,  give  his  oar  the 

Suick  once^Qver  sod  see  if  you  can't  sell  bim  aome  aecessories.     Here  are  the  plaeei  yon  should  look: 
'Irtt  flu  bis  tank,  then  ask  if  he  wants  oil.  then  All   bis    grease    cups,    and    so   on.     After   yon    hare 
done  oae  thing*  turn  to  the  nest. 

When  a  motorist  asks  for  an  aoeeatory,  this  sboold  suggeat  something  else  that  yoa  can  sell  bIm. 
But    it's    not    enough    to    ask    him    U   he   wants    It.      Yoti*ire  got  to  tell  biro  why  he  ought  to  hare  it 

Mau*»jrtio«T    ^^ That's  what  these  selling  arguments 

i  u-A  for.      Has  them! 


are  lor. 

This  illnstration  gives  a  brief 
list  of  merchandise  or  ante 
suppliss.  etc.,  which  the  garage 
dealer  ought  to  sell  to  his  cnato> 
m«rs«  The  illustration  la  takeo 
from  Motor  World  which  t»  la^ 
tended  Co  be  kept  in  front  of  the 
dealer  in  ordor  that  bo  memorise 
the  Ust. 

Moat  sales  of  acceasoriea  are  lost 
lor  the  want  of  a  word.  Erery 
car  owner  needs  something,  and  a 
quick  glance  ov<r  the  car— tbor> 
ongh  and  syatematio — will  rcreal 
what  it  is. 


enutaaimisA 


mo^ 


*See  h'l'"':'      !  r   u«ual  rliarges.  and  page  574  for    charfoi  for  tiro  repsir  work.     **8ee  page  204  for 
e»Mnple  of  croaang  a  car.  also  page  303,  205.     t  S«e  pago  542.     *Eirplained  in  Instruction  46.     Se« 

abo,  page  528. 


696 


DYKE'S  INSTRUCTION  NUMBER  FORTY-FIVE. 


kft  ^ 


T  ' 


1^    ^^.»,.,j^4 


H 


1! 


ta 


:ff^l^^ 


Fig.  1— Floor  plan  of  the  oarage,  ahowlng  location  of  departmeritt, 
skyilght  And   arr:angemerit   of  toola   and   l«mpi 


Fig.  1. — Gmfmge* 

This  ffarBffl  Is  4e4iffac^  vHb  i 
view  to  economy. 

Thin  g«r»so  i<  •  om  »torr  lirkk 
boUdiDf,  60  by  40  fe«t,  wUb  Uw 
tOQff«r  iide  {rovard  tfae  itrevt;  tbt 
lfit»rior  heig^bt  U  14  foet  from  ftoor 
to  rooii  and  tb{>  ]iit«7  ii  carriod 
on  tnuaoa  40  feet  lo&f  and  fpaotd 
6  feel  apart. 

A  skfllght  10  r««t  wide  aa4  GO 
feet  long  wjtli  wlodowi,  illamiDatei 
the  garage  dnriog  daTtime^ 

Near    the    middle    of    the    itreet 

eide  (1),  Ifi  fe^t  from  one  end^  fi 
Ic^caled  the  main  door,  whkh  li 
10  feet  wid«.  Entering  throng 
thii  door  a  row  of  foor  aotomo- 
bilea  La  arranged  at  th*  right,  wMle 
at  tbe  left  le  the  entrance  to  the 
parage  office.  Atliaceot  to  the  ei^ 
fiKo  door  a  board  3  b^  3  feet  ia 
htiTig  on  thi^  wall,  on  which  dbMtk^ 
tng  forma^  whleb  coiutltnte  «  put 
of  tbo   gsrage   ■yalum,  are  kept- 

Tl)«  office  ii  10  feet  wide  mtl 
1&  feet  deep,  and  beiidea  the  tm- 
tratiee  mdotioEipd,  ha«  one  doer 
leading  into  the  repair  ahop  an4 
a,D other  into  the  garage  proper, 
which  has  a  ftoor  ipace  of  121  & 
equara    feet. 

Tbe  apftoe  fiDed  "by  antomobUee  ii  ibowm  by  aliadin^,  and  there  it  enough  room  to  accommodate  lUnf 
ean  of  124  hieii^^a  wket'l  bnoe  and  atA^dardl  tread.  The  apac^  bet'Ween  the  dotted  portions  lllggtrate  tba 
pai»ageway   for  autoiiiobi1e»  driviog  to  or  from  their  assigned  poeitioni  in   the  gtirago.     From   the  garaga 

S roper  a   to- foot  door  leads  intn  tbe  baok  irard,  and  adiaoent  to  tbii  door  the  waihrack  and  charging  vaP 
t  are  located^ 

The  waali'Taok  li  formed  by  a  rettuigle  deepening  toward  Iti  center,  whence  a  pipe  for  the  flmliing 
water  leada  to  the  lewer,  or  other  drainage  ay^iiem.  Tlie  water  la  nupplled  either  tbrongh  the  medltts 
o|  ready-made  car  waeher,  or  througli  one  which  can  be  readily  made  from  %-iacb  ataodard  pipe,  a 
linlfing  box.,  foor  elbowi  and  about  12  feet  of  %-incb  water  bote,  at  a  cost  of  Iras  than  fS,  The  method 
of  aRiK^mbllnff  th<*  parts  is  shown  in  flg.  &,  chart  S^B. 

The  repair  shop  In  this  small  9  car  capacity  garage  is  hoi  li  fM 
long  and  15  f^ct  deep,  and.  besides  the  door  connecting  it  wllb  the 
ofTire.  has  a  alldlng  door  between  H  and  the  garage  proper*  Thia  door 
IB  sii^icii*ntly  wide  to  permit  of  an  aotnesobile  being  paieed  throogh  tt 
into  the  Abop^  which  also  cootaioa  a  small  stock  of  raw  material  aad 
repair  parta  etored   In  a  helves  SI   and  32,  and  a  tool  shelf  T, 

Tig,  fi. — Garage. 

Another  arratigoMent  and  equipMent  of  a  gan^e  aiid  rep&lx  skcp 
snltablei  for  a  towu  of  3,000  popnlatlon  with  good  tranaient  and  coimtiT 
tradi^.  The  aize  of  the  boilding  to  be  fiO  by '120  feet,  one~itory  brlefc 
or  remeat  block,  with  the  repak  shop  40  by  &0  feet  at  the  rear. 

Fig.  S  ihows  a  garage  wfairh  would  suit  the  requirements  atated 
beside  being  convenient  and  chemply  maintained^  It  allowe  of  eara 
entering  at  one  side  aod  leaving  at  the  other,  thus  avoidivig  any  con^ 
^eittioD  in  getting  in  and  out.  Gasoline  and  oil  are  handy  to  the 
street,  bosidei  being  under  the  direct  acrutiny  of  the  office. 

Poets  should  be  barred  and  the  rooT  snpported  by  truiaet,  makinf 
the  working  upace  much  more  valuable  and  aaviog  many  accidents  to 
lamps,  feadcre  and  vamUb.  Heat  ia  supplied  by  a  hot- water  appanr 
tii9  located  is  tbe  repair  ihop.  Jt  la  of  the  overhead  aupply  tj|>o — 
that  is,  the  supply  veioa  extend  from  the  boikr  at  the  ct^iling  beiflit 
and  brant^bes  drop  down  to  the  coils  and  radiators  and  re  turn  Jiu»t  abort 
or  under  the  floor.  Steam  could  be  used^  bat  tbe  boiler  would  hat-a 
to  be  sunk  co^  Bid  crab  ly  In  a  pit  before  this  could  be  osed  at  all  too- 
cesafully^ 

A  small  gasoline-electric  generator  set  wilb  suiubte  awitcbboard 
is  suggested  for  electric  ebarging  aod  nanning  tbe  lathe  aod  drill-preM 
in  raiio  the  local  aervice  is  not  direct  current.  Sky  or  other  ktndl  of 
roof  lights  are  *  necessity  if  the  garage  Is  on  an  Inside  lot  and  un 
desirable  in  any  ca^e  to  make  things  cheerftLl  and  air?  t^a  attraetlTa 
to  transienta  who  use  it^ 

ATerRg«  ipK^i  ^  ftUow  for  aloraf*  of  cftrt ;  7  feel  is  the  utnal  width* 
The  length  varies  from  IE  to  IS  feet  aocordlng  to  length  of  cara  etonC 


yri^ 


na    t^KJM   lita^  4itIi4CE   I 


•II414.  TOWR 


CKHABT  NO, 
(Motor  Ace.) 


M8— Two  Plans  for  a  Garage  for  a  Small  Town:     60x40  feet  and  60x120  feet. 


BUILDING  AND  EQUIPMENT  OF  GARAGE  AND  SHOP. 


697 


INSTRUCTION  Na  45. 

^lUILDING  AND  EQUIPMENT  OF   GARAGE   AND  SHOP 

I  and  Approximate  Cost.       Layout  for  a  Small  Garage  and 

Repair  Shop.  Heating  and  Lighting  a  Garage.  Tools, 
Machinery,  Money -Making  Additions,  Appliances  and  Use- 
ful Devices.  How  to  Build  a  Home  Garage.  S,  A,  E*  and 
U.  S.  S.  Wrench  Sizes. 


Many,  after  starttng  In  a  small  way,  b7 
doing  work  at  homos  of  automobllo  owners. 
Boon  earn  ecougb  to  start  up  a  shop  of 
their  own.  Wo  will  now  lay  out  a  pro- 
eedure   for   »tarting  a  shop   or  garage. 

A  gj^rage  ia  a  place  where  cars  are  stored 
and  cared  for.  Most  garages  also  have 
shops  in   connection. 

If  only  a  shop  for  repairing  automobiles 
is  planned^  then  figure  enough  room  to  talce 
care  of  at  least  four  or  five  cars  while 
working  on   thenu 

kA  repair  shop  without  the  garage  is 
rofitable  and  can  be  started  for  much  less 
spitaL  If  the  repair  man  is  just  start- 
ig  out  and  his  capital  is  limited  the  best 
Ian  is  yf  course  to  start  in  a  Btnall  way. 

The  best  time  of  the  year  for  opening  a 

I  public  garage  or  repair  shop,  is  in  Febru- 
ary or  Mnrch.  At  that  time  owners  are 
betting  their  cars  out  of  dead  storage^  are 
pyying  nvw  machines,  or  if  they  are  dis- 
totiBfied  with  the  place  in  which  they  are 
■to ring  their  cars,  they  are  prepared  to  make 
ft  chang,e.  It  doesn't  make  much  difference 
ma  to  the  size  of  the  city. 

The    question    to    decide   is    the    one    of 

whether  you  intend  to  do  strictly  repair 
work  or  store  cars  and  repair,  also  conduct 
an  agency  for  some  car  and  carry  supplies. 

^H  Oarage. 

^H  A  garage  is  termed  a  place  for  storing 
^Bm^s,  bat  is  subdivided  into  departments; 
^■itering,  salesroom^  auto  supply  department » 
^■mad  repair  shop. 

The    garage    equipment    consists    of   suit- 


II  Oarage  and  Shop  Bulldlnga. 

Successful  garage  operation  is  largely  a 
qoestion  of  nystematic  economy.  This  holds 
true  for  smaller  ;;arages  even  more  than 
^rge  ones,  and  therefore  such  an  establish- 
nent  requires  great  care  in  its  layout,  con* 
■truction  and  subsequent  operation.  The 
more  thought  concentrated  upon  the  sys- 
tem  to  be  followed,  once  the  building  and 
^ulpment  are  ready  for  starting  business, 
the  fewer  mistakes  will  be  made  and  the 
greater  will  be  the  profit  derived  from  the 
andertaking. 

A  Klne  Oar  Garage  and  Shop. 
The  type  of  a  small  country  garage  as  de- 
«eribed   in   ehart    243    is  designed   for  the 


able  space  for  the  number  of  ears  you  in- 
tend to  store^  bearing  in  mind  that  the  space 
devoted  Iht^reto  should  be  utilized  to  the 
best  advantage,  for  instance,  cars  which 
are  used  frequently  and  regularly  should 
occupy  that  space  whore  e3rit  is  easy,  ostt- 
ally  nearest  the  exit.  The  wash-rack  should 
be  in  convenient  location  and  garage  sup* 
plies,  such  as  oil,  and  gasoline  should  be 
where  convenient,  yet  not  interfere  with  the 
space  occupied  by  the  cars. 

The  salesroom,  office,  and  stock  room 
should  all  be  carefully  planned.  The  stock 
room  quite  often  is  utilized  for  small  tools 
and  accessories,  but  it  is  better  to  i^^fplay 
the  accessories  in  some  sort  of  showcase  or 
shelves  in  a  space  in  the  salesroom. 

Repair  Shop, 

The  repair  shop  can  be  subdivided  into 
departments  as  follows:  machine  shop, 
tire  repair,  welding  room,  electrical  appara- 
tus and  testing  department.  The  testing 
department  should  be  a  space  allotted  for 
the  purpose  of  diagnosing  the  troubles,  be- 
fore actual  work  is  begun. 

The  electrical  repairs  constitute  re-charg- 
ing batteries,  work  on  the  electrieid  ap* 
paratuB,  etc. 

By  maintaining  a  system  of  departmenU 
in  this  manner^  the  parts  belonging  thereto 
are  easily  located,  work  turned  out  quicker 
and  a  higher  degree  of  effideney  main- 
tained. 

An  extensive  Uno  of  repair  work  can  be 
carried  on  in  even  a  small  garage,  and  the 
sale  of  extras  and  sundries  will  add  ma- 
terially to  the  income. 


storage  and  general  care  of  nine  automo- 
biles. Besides  the  space  necessary  for 
garage  work  the  building  cootains  a  well- 
equipped  repair  shop  and  an  office  whieh 
also  serves  as  a  reception  room. 

In  the  repair  shop  a  limited  sapply  of 
parts  and  supplies  is  kept,  the  latter  being 
provided  for  the  accommodation  of  the 
garage  patrons.  The  supply  stock  consists 
of  the  most  important  accessories,  tiros, 
tubes  and  ignition  sundries,  etc, 

A  Fifteen  Oar  Oarage. 

Including  salesroom,  accessory  store  aad 
shop,  is  shown  in  chart  2iS-A,  0g«  1  and  2, 


8«S  pure  61 S  tor  Uy  dut  fur  a  Survleo  dtstton  snd  psgA  472  for  Electric  EquipmAnt. 


598 


DYKE'S  INSTRUCTION  NUMBER  FORTY-FIVE. 


^S^ 


^^ 


■jsEa 


Motii    Ui«    driTa    wi 

room   a    corstftr  sptie&f«iitl 


WAki  or  rui 

Tig>  1. — PUa  view.  TU«  c«ri  io  front,  sear  the 
ihop  doors  should  be  the  oaea  which  are  away  from 
tb«  gsraga  the  most. 


garaga,   gives  the   ithow 
and   light. 

A  60x100  Qarage  Building, 

Fl^,  1   and  2:     JL  ocs   storr  taailding  for 
talauroom*   accaaaory  store  uid  sliop— Th«  teali 
mg  ii   shown    in    illustratioD   to   tho   li'ft,     Th*  sin 
the  lot  is  60x100  taei.     The  building  it  erect«d  to 
another  story  can  be  added. 


nn 


CZ] 


a? 


L 


ipODODDDDq 


DODDODDaD 


The  estrance  to  the  garage  is  exposed  so  that  light  can  be  obtained  from  two  aides  into  ahowTseoL 
Thus,  yon  have  practically  all  the  advantages  of  belog  on  a  corner. 

There  is  a  small  accessory  store  divided  off  from  the  showrootn  by  showcates  and  an  arcb,  a  suek- 
room.  private  and  gen<*ral  offices,  rooms  for  men  and  women,  garage  space  for  fifteen  ears,  washrmek.  s 
shop  big  enongh   for  five   or  more   cars,   and  equipped    with    vulcanising,   welding   and   electrical   roHam. 

A  66x112  Oaxage  Building. 

Figs. 3  and  i :  A  one  story  comer  building  for  gaiagi^ 
salesroom^  accessory  store,  officea,  toUeta,  gBnge  nd 
ahop.     8iie  of  the  plot  is  66x112. 

There  ore  two  designs:  fig«  4  if  probably  Iht  pratet 
able  one  cooBidering  all  the  condltio&a,  out  fig.  It  is 
the  one  to  use  in  ease  a  front  entrance  to  the  gangs 
is  considered  essential. 

The  obiection  to  the  front  entrance  U  that  it  reslriell 
the  frontage  ao  that  the  display  space  for  ahovTMB 
and  accessory  store  is  rather  iinall,  but  i^tb  tli*  eA- 
trauce  on  the  side  foil  advantage  oi  the  front  may  be 
taken  and  inasmuch  as  it  may  be  considered  as  valu- 
able advertising  space  it  is  essential  to  use  all  of  it 
for  display  purposes.  The  question  to  decide  is  whct^sr 
the  advantage  of  having  the  whole  front  for  dlsplsf 
more  than  offset  the  disadvantage  of  having  tht  fS- 
trance  to  the  garage  oa  the  side  street.  Cven  il  tlii 
garago  trade  is  the  most  important  part  of  yoar  biui 
oess,  and  evidently  it  is  not.  the  siile  entrance  is  net 
very  objectionable  provided  there  i$  a  large  sign  at  tbe 
front  stating  that  the  garage  entrance  is  on  the  sdda 
street. 

Fig.   3  has  capacity  for  only  five  ears  in   tbe 

shop.     Entrance  to  the  garage  is  from  both  siree^ 

when  the  demand  for  space  is  strong   tbo  Iftat  esfV  it 
at  night  may  be  placed  in  the  side  entrance  wiiy« 
is  not  only  a  mora  attractivo  building  to   loolc  at 


L-JI I 

i_J[ I 


!% 


^ 


y 


DaaQOnDDD 


vm- 


rig,  3.— Left — complete  ettabHshment  located 
on  corner  and  with  front  entrance.  Fig,  4.— 
Right — same   with   no  front   entrsnte. 


3   having  room    for  twealy- 
incloding  nino  in   tb«  ik^ 


Sgt^Tr&^-rTTXt.WtT 


Fig.  4,  which  has  t^o  front  entrance  for  cars, 
atio  the   layout   of   garage   and   repair  shop   is   more  convenient. 

As  far  as  storage  capacity  is  concerned  there  is  little  to  oboose.  fig, 
eight  cars,  including  five  in  the  shop,  and  fig,  4  having  space  for  one  less, 
The  shop  in  flg.   3  may  readily  be  enlarged  If  desired,   by  lengthening  it. 

Steam  Heating  a  Garage. 

Aa  an  example  we  will  give   the  dimcnsiona   for    garage    4Bx62:     It   is   assumed   that   tt    U  a 
heating  system  working  at  a  pmasure  of  &  lb.  gauge    and    you    will    nso   an    ordinary    low-prossuro 

boiler,    such    as    is    used    in    heating   bouses.      (Soe    ftg.   S   Uii* 
illualration    for   a   suggested   plan.) 

If   you    Intend    to   frtare 

the   boiler   outside    of  tht 

Bc»ii^Mtjnr_iHi&sf3<;  Ajklu  tawnir^tc        garage,    you    do    not    waftt 

"  *"  to   overlook   the   fact  that 

it      should      be      suitably 
boused,    ao    that    no   heat 
i>    will   be    waited    in    warei 
ing  the  open  atmnspbere. 
A      The  boiler  most  be  »*t 
>^so  that  the  water  line  will 
be  below  the  level   of  the 
lowest  radiator  or  ceil^  e« 
that  the  condenaatloa  wHl 
drain   from  th«  <o4la 
to   the   boiitr    by 
If    thla    ia   not    d 
heating     rystem 
very     inefficient,     a* 
will    have    to     be^ 
water  up  to  tho 
]>oint.     loatead     of 
c^L. — J      nm  '^^*    **    reclaim 
i»^^  w,4^  -1   ^  the  heated  wator. 


n 


J=u 


OHAET  NO.  SMaA— Suggested  Iiay-out  for  Two,    One-Story   Oarage   Buildings* 

Colla 
(From  Motor  World,  by  Harold  F.  Blanchard) 


Steaa   H« 


jDING  and  equipment  of  GABAGE  and  shop.         699 


N 


A  Twanty-Elght  Car  Oaxa^e, 

Including  ualearoom,  accessory  store^ 
offic6p  toilets  and  shop  ia  abown  in  chart 
243-A,  fig.  3  and  4. 

Heating  a  Garage, 
The  usual  plan  is  by  steam,  or  hot  ivater. 
The  method  of  assembling  the  pipes  or  coils 
19  iUufitrated  In  chart  243  A.  For  garages 
of  larger  capacity  there  would  be  more  coila 
and  a  larger  boiler. 

Lighting   A   Garage. 
Fig,   5,  chart   24 SB,  illustrates  types  of 
lai33;?8,  reflectors,  and  the  placing  of  same  to 
advant&ge. 

Pointers  on  Office  Work. 
While  it  ia  very  important  to  operate  the 
office  in  a  systematic  manner,  about  seven 
out  of  tea  neglect  this  part  of  the  business* 


In  chart  243*B|  a  system  of  repair  checking 
cards  and  how  to  use  them  is  fully  explained^ 

The  office,  (fig.  1,  chart  243)  which  is 
also  equipped  as  a  reception  room;  containSj 
in  addition,  a  desk,  table,  chairs,  safe  and 
conch.  The  office  is  lighted  by  two  40-wati 
Hasda  lamps  with  12  inch  diffusers.  Th^ 
price  of  the  office  furniture  and  safe  is 
about  1 10ft- 

The  system  designed  to  take  care  of  all 
the  buainess  of  this  garage  is  exceedingly 
jsimplo.  To  carry  it  out,  only  three  forms 
are  required;  a  monthly  checking  sheet,  a 
monthly  supply  sales  sheet  and  a  repair 
card*  In  addition  to  these  forms  an  or* 
dinary  ledger  is  used,  in  which  each  cus- 
tomer is  given  a  page  on  which  all  his 
charges  and  credits  are  entered.  (Hee  chart 
24a-B.) 


^Garage  and  Bepalr  Shop  Prices  for  Storage  and  BeDalrs. 

The  prices  below  are  not  standard  but  are  about  as  near  standard  as  can  be  comuiled. 
[Note  the  difference  in  prices  to  those  who  purchase  gas,  oil  and  grease  from  the  cbmDanv 
[and    who   are    regular    customers   and   transients. 


I 


Pftr  Month — (Heipiliir  Ouvtomer). 

Roftdftt«rs,    tmrnlt.    liit    under    f  1,400 aiS.OO 

Road«t«<rfl,     Urire,     list     aver     1,400 20.00 

Toar/csrc,    im*!!,    list   under     1,400 17.50 

Tour,    cai"!,    S-past.t    li«t   over     1,400 30,00 

Tonr.    can,    7-p»i9,,    liit   over      1,400,...,.  25.00 

Coupei  Aod  eacloted  cari    S6.00 

LifflOiuiDe 30.00 

Electric —  (&«!giilar> . 

Hunabouts    * , f  30.00 

Coapf«.    Tietoriag,    etc * 35,00 

Cer*  with  Ediison   equipoicnt  »strft 5.00 

Ttsnsl«nt. 

Wfteh,   polish   and   tiomge.   firii  nlfht $2.00 

Wash,    polish    mud   itorefe.    each   ftdditioaftl 

nifht 1.50 

Storsce   on\j,    per   night 1.00 

Dead  Storage. 

Ooe-lhlrd   regitUr  rat*. ...,..,.  .Per  month 

Separate  tody   itoraee,   per  month ....,..,  |5.00 


Sepalra  Per  Hour. 

l>ay  labor,  aceordioe  to  work,... per  howr  f0,#a 
Niffht  work  and  outiide  work.  . .  .  .per  hotir       >P0 

8auday  and  holiday  labor ..per  hour     1.20 

Shop  room  for  chaafF^ara  when  owner ■  fur»»- 

iah  tooli    ..,.....,.  .per  day     1,00 

CltauflTeura    furnished    to   drive    owner's    cmr 

(day) per  hour       .<!<* 

Chanifeiiri   furaithed   lo   drire   owner's   oar« 

(night) par  hotir       .f*'* 

We  will  not  be  recponsible  for  ears  left  for 
repairs  or  storage  in  case  of  ftre,  water,  cyrtone  or 
other  accidental  or  if  car  is  damaged  in  delivery  to 
and  from  onr  garage. 

We  are  not  responsible  for  artielea  left  in  ears 
Dr  in  the  shop. 

Note— the  abo^e  is  printed  on  a  heary  card, 
14x24  inches,  framed  atid  placed  in  a  conspieiious 
place. 


♦♦Fixtures  for  a  Garage  and  ffliop. 

Fixtures  for  the  repair  shop  should  eon- 
aist  of  such  things  as:  Shelves  and  racks 
for  tools^  sueh  as  stocks,  hack  saws,  ete.» 
should  be  on  the  walls  at  the  back  of  the 
viae.  A  set  of  stout  drawers  for  keeping 
bolts  and  screws  and  brass  rods  should  be 
provided.  Some  of  the  drawers  should  be 
fitted  with  locks  and  keys,  for  sometimes 
tools  will  disappear.  Several  shelves  should 
be  put  up  for  storing  various  spare  parts, 
mandrills,  etc.,  but  it  must  be  remembered 
that  the  shelves  ^when  full  may  have  to 
carry  a  very  considerable  wedght;  they 
should  be  stout  and  well  secured. 

Fixtures  for  the  garage  would  also  con- 
■1st  of  su4.^h  parts  as  lubricating  oil  tanks, 
gasoline  tank»  wash  hose  and  washing  rack, 
heating  plant,  turntable,  stock  room,  etc. 

A  heating  plant,  either  hot  water  or  steam 
with  coil  pipes  or  radiators  mast  bo  pro- 
▼ided<  This  plant  should  be  in  a  cellar  or 
on  the  outside  of  the  building  in  a  small 
brick  eocloeure. 


A  turntable  is  very  handy  for  garages  and 
should  be  placed  in  the  center  of  the  garage. 

Kext,  lit  up  a  waah  rack  as  explained  ia 
chart  246.  For  the  lubricating  oils,  a  small 
enclosure  can  be  provided  made  of  wire  fenc* 
ifig  with  a  lock  and  key.  A  stock  room  ia 
next  in  importance,  as  explained  oa 
page  601. 

The.gaaoUne  supply  should  be  stored  in 
an  underground  tank,  placed  some  distance 
from  the  building,  from'  which  it  is  piped 
to  a  pump  located  inside  of  the  building  near 
the  wash  rack.  The  gasoline  tank  should 
have  from  120  to  280  gallon  capacity.  (8ee 
chart  244.) 

A  gasoline  pump  c&n  be  connected  to  a 
tank    under   the    sidewalk   or   in    the   rear« 


A  Western  gasoline  pump,  with  the  stroke 
adjustable  for  l-i^  1-2,  1  and  2  gallons, 
and   eqtupped    with   a   280    gallon   tank,  it 


*S«e  p9g9  574  for  aland ara  pric#  chsrgad  lor  Tire  Repairing, 
**S<t«  Ifieimrttoo  4eD.  lor  a»efu1  he«ne  made  dortcea  for    the   Shopi 


600 


DYKE'S  INSTRUCTION  NUMBER  FORTY-FIVE. 


Fig.  6. — TliTM  types  of  reflectors  for  lighting 
garage:  Holophane  type  D'Olicr  steel  type; 
12inch  diffuser;  Intense  type  D'Olier. 


Lighting  the  Oarage. 

Fig.  6. — ^Lighting  the  garage — (applies  to  flg.  1, 
chart   248),    but   can    be   applied    to   other   garages  sf 

larger   siie   by   adding  additional   lights. 

Naturally  the  repair  shop  req^traa  «¥aB  bmc*  aiaksmi 
lighting  facilities  tuan  the  garage  space.  It  is  thsrt- 
fore  equipped  with  five  60-wait  laznpa  and  two  25*wstt 
lamps,  all  of  which  are  of  the  Masda  (tungsten  type.) 
Three  60-watt  balbs  W,  fitted  with  Holophane  D'Olicr 
steel  reflectors,  flg.  6,  and  dropped  from  the  ceiliif 
to  illuminate  any  part  of  the  car  being  worked  ea. 
while  two  25-watt  lamps  (Wl)  (shown  in  the  Aadsd 
circles  flg.  1.  chart  248),  are  fitted  with  the  aame  sort  sf 
reflector  and  are  so  located  as  to  be  useful  in  seekiaf 
parts  stored  on  the  stock  shelTol  (81). 

Two  60-watt  lamps  (U)  with  Holophane  iBtenaire  glssi 
reflectors  are  dropped  abore  the  lathe,  planer,  and  drOI 
press,  to  shed  a  concentrated  light   on  the  work. 
Artificial  Illumination  of  the  garage  proper  is  supplied  by  five  100-watt  Masda  lamps,  .equipped  vitk 
12-inch  steel   diffusors  with   white   enamel   finish,   fig.  6. 

Special  lighting  provision  is  made  for  washing  the  cars;  there  are  four  25-watt  Masda  lamps  loeatei 
at  the  corners  of  the  washrack,  and  these  lamps  are  held  in  Holophane  D'Olier  steel  reflectors,  direetiag 
the  light  to  the  lower  part  of  the  automobile  being  washed. 

See  also  page  465 — how  lights  can  be  utilised  for  battery  charging  also. 

Checking  Sheet,  Sales  Sheet  and  Bepalr  Sheet 

As  referred  to  on  page  599.     The  office  work  can  be  greatly  lessened  by  using  thia  ayst«m. 

The  checking  sheet,  fig.  2,  is  8  feet  high  by  II  inches  wide,  with  nine  1-inch-wide  columns,  allewisf 
sufficient  space  for  checking  one  car  in  and  out  every  day  of  the  month.     Thirty-one  horisontal  lines  art 

ruled  one  inch  apart  and  Uie  da  tea  are  printed  aa- 
der  the  heading  **Date."  Thus  one  square  inch  sf 
space  is^pro^iided  for  car  "out**  and  '*in."  Tke 
checking  times  are  entered  by  the  day  worksua, 
who  spends  his  time  keeping  garage  and  ears  is 
shape.  After  the  end  of  the  month  the  sheet  is 
filed  for  future  reference. 


Checking  SheoX 

April  191 

Supply  Sales  Sheet 

Car  HO. .  ^ .                                     1 

D*tt 

Cmt 

Mair»l 

Oa'*THr 

i 

» 

t 

J 

4      1 

a 

T 

« 

V' 

•  -1 
*-* 
*— j« 

1 
1 

Gqnlltfi 

OvMlmt 

1  v«U 

II 

_ 

_ 

OaaoUne,  oil  and  other  anppUaa  bought  by  garsM 
patrons  are  noted  on  the  supply-salea  sheet,  fig>  >• 
If  this  sheet  is  made  as  large  aa  the  checking  saest 


Fig.   2.  Flg.  8. 

Flg.  8. — ^Monthly  checking  she«t  for  cars  housed 
In  garage. 

Flg.  8. — Monthly  supply-sales  sheet  kept  with 
cheeking  sheet. 


luu 

Mm 

SMft  AH 

Step  AH 

Sim  P  M 

SiMp  PM 

ratal  Il«in                                  Time  km 

Now  27 

SoS"           Cu   Nc...               CHmw 

SSS5*         aeyatra  to  le  Dom 

NowX7 

[^•tf 

Material 

Na.17 

-s 
i 

Fig.   4. — rraotlcal  repair  card,   combining  repair 
ordrr.   material   r«Miui»itiim  and   t;m«  card  of  work- 


it  will  last  a  full  month.  On  the  last  day  of  tkt 
month  the  sheet  is  taken  off  ita  board,  the  salsi 
are  entered  on  the  car  owner's  pagea  in  the  Mflr 
and  the  stock  records  corrected  in  aceordanee  wm 
the  sales  record.  Then  the  monthly  bills  are  sot 
to  the  patrons.  Where  materials  of  any  kind  sit 
sold  to  any  but  regular  patrons,  the  price  and  tkf 
notation  **paid"  is  entered  on  the  sales  sheet  is- 
stead  of  the  number  of  the  car. 

For  the  handling  of  repairs  tha  zapair  cud,  Ig:  1 
is  designed.  These  cards  are  uaed  in  series  aad  sn 
nnmbered  consecutiTcly.  They  consiat  of  three  pir* 
tions  with  perforations  between.  The  middle  per 
tion  is  filled  out  when  a  car  is  brought  in  to  bi 
repaired,  the  name  of  the  owner,  number  of  csr 
and  date  of  the  order  being  written  on  the  blssk 
Then  follow  the  specifications  of  the  work  to  bi 
done.  The  card  is  then  attached  to  the  auteae- 
bile  and  accompanies  it  to  the  repair  shop. 

Tha  vppar  portlon'of  tha  card  is  aew  vaad  M  i 
time  card,  the  name  of  the  workman  and  his  stsrt- 
ing  and  stopping  times  being  entered  upon  it.  Ai 
the  work  progresses  the  man  checka  erery  iteai  sf 
the  work,  and  finally  enters  his  total  worktag  tisM 
on  the  card.  If  it  be  neceksary  to  draw  npea  ths 
repair  parts  stock  or  buy  material  from  outnda,  ths 
lower  portion  of  the  repair  card  is  used  as  a  refsl- 
sition,  upon  which  the  needed  material  ia  catered. 
If  it  is  not  in  stock,  and  has  to  be  bought,  aa  wt- 
der  is  made  out  after  the  raouisition.  In  every  ease 
the  cost  of  the  repair  part  la  entered  on  the  refsl- 
sition,  which  is  O.  K.^d  by  the  owner  before  aa 
order  is  sent  out.  The  repair  work  being  cjm- 
pTeted.  a  charge  covering  time  and  materials  of  tke 
repair  is  made  out  from  the  parte  of  the  repair 
card  and  entered  on  the  ledger  page  of  the  ear 
o\»ner.  Thus  when  the  monthly  bill  is  made  out  all 
charges  against  a  patron  coma  up  at  oaec. 

When  the  repair  card  la  no  loagar  n^pdad  tt  is 
file!  away  under  its  number,  the  file  being  kepti 
wit*i  the  ledger,  in  the  safe  of  tha  offiea.  Thla 
makes  a  very  compact  systeas,  all  parta  of  which 
are  accessible  to  the  owner  of  the  garage  at  a 
minnte's  notice,  thus  ensbling  him  to  koap  Ua  ap- 
erat'ons  on  a  high  plane  of  cflicioBoy. 


CHART  NO.  MSB— Ughtttf  th»  Oanc^-OfllM  SysUm  Pointers. 


^ 


BUILDING  AND  EQUIPMENT  OP  QAKAGE  AND  SHOP. 


601 


BOld  by  the  maker  for  about  |200,  A  curb 
gasoline  outfit  is  shown  in  fig.  10  chart  244. 
Ifiibricatliig  oHb  fihould  be  carried  in 
about  three  grades:  Light,  medium  and 
heavy  gas  engine  cylinder  oil,  also  gear 
ease    oil    and    greases.      (see    chart    244.) 

I  Sixty  gallon  tanks  are  usually  provided 
for  labricating  oils,  and  all  are  placed  near 
the  gasoline  pump. 
A  lubrtcatiug  oil  tank  and  a  pump  capa* 
ble  of  delivering  anything  up  to  the  con- 
aistency  of  transmission  grease,  are  made 
by  concerns  mentioned  at  bottom  page  602. 
llie  entire  gasoline  and  oil  outfit  would 
cost  about  $250.  ©mailer  and  cheaper  lu- 
bricating tanks  can  be  had  as  per  charta 
^44  and  244A. 
Many  useful  dovlcas,  in  the  way  of  time 
saving  additions  are  shown  in  charts  24S, 
t46  and  24  7,  also  see  air  compressors^  charts 
237-A  and  237  B. 

A  forge  u  indispensable;  If  it  bums  coal, 
it  should  be  under  a  separate  roof.  Gaa  is 
used  <|iiite  extensively,  however^  for  this 
|>tirpo9e  und  may  be  placed  in  the  shop.  A 
good  portable  blaeksmith  outfit  is  shown 
on    page    615. 

An  inspection  pit  is  useful,  placed  at  any 

eoaveofeut    place    where    the    auto    can    be 

^^Jm   over    it.      The   pit    permits   the   rcpair- 


man  to  get  under  the  car  and  work  and 
should  be  installed.  (See  charts  244«A 
and  245.)  The  writer's  pit  is  6  feet  long, 
2  feet  9  inches  wide  and  2  feet  9  Inches 
d«ep.  A  mirror  is  very  handy  for  throwing 
the  light  in  dark  corners  when  at  work  in 
the  pit  under  the  car. 

A  clialn  hoist,  for  lifting  the  engine  and 
other  heavy  partSj  will  pay  for  itself  many 
times  over  in  time  and  labor,  (see  page  616.) 

Fire  axtingulsliers  should  be  kept  handy. 
The  only  part  of  the  building,  (if  made  of 
concrete  or  brick),  that  is  liable  to  fire  is 
the  roof.  In  case  of  fire — keep  two  or 
three  buckets  of  sand  handy  (or  fire  ex- 
tinguishers) to  put  out  gasoline  fire,  aa 
water  is  useless. 

A  water  connection  in  the  repair  shop 
will   be  handy  and  should  be  installed. 

Electric  lamps  with  wire  guards  and  a 
long  cord  for  working  around  the  ear  is 
very  necessary* 

There  la  no  end  to  the  number  of  naefiil 
deYlces  which  can  be  installed  in  a  repair 
shop  and  garage.  We  have  selected  those 
which  are  most  necessary  and  will  now 
suggest  other  desirable  devices  for  use 
around  a  shop.  (See  eharts  24 S  to  247  and 
Instructioni  46  to  46-D.) 


The  Stock  Room. 


More  money  la  lost  in  tha  repair  shop 
and  garage  by  having  supplied  scattered 
over  the  shop  promiscuously,  than  in  aay 
other  part  of  the  business. 

Every  repair  shop  no  matter  how  umall 
should    provide   a   stock   room    with    a  good 


fur  lUt  ef 


ock  and  key  and  everything  in  the  way  of 
linpplies  kept  therein. 

^'^Money  Making  Additions, 


Systematic  arrangement  and  a  place  for 
everything  and  everything  in  ita  place  will 
save  time  and  money. 

The  stock  room  is  generally  placed  in  some 
convenient  place  in  the  garage  or  repair 
shop.  Tt  is  usually  constructed  of  lattice 
work  with  good  Yale  lock  on  the  door.  In 
large  shop^  the  f^tock  room  is  in  charge  of 
a  responsible  person,  whose  business  it  is  to 
keep  the  stock  replenished  and  deliver  ma- 
terial to  the  workmen  and  customers. 

SappllM  tn  th«  mbbsr  lis*.  Hepsir  shopt  cmtt 
make  extra  monry  bj*  tt^rrjiag  rubbftr  euppliet 
which  are  irca«raUy  madf  bj  tire  ^oncerni,  turh 
ma  automobilf>  spring  bumpers,  robbor  horn  balba, 
eoUapiibte  rubber  bucketi,  etc. 

Atitomobil^  rubber  mats  irhieb  rom^t  lb  ToUi 
3-82  to  H  inch  thick  and  85  to  4^  inchei  wide 
Kattios  aito  com«i  corrugated  and  parforatad. 

Hadtalor  hose,  tire  tape.  Rubbi^r  tubtng  for 
gmn;  Ure  inftatiofs:  tubing;:  com^a  in  bla^'k,  whit* 
or  red.  Siaei  H^  ^  lU  m^  V4  lAcb  Intide 
diamf^tcr. 


There  are  several  estxa  additions  which 
can  be  added,  all  neco&Hary  and  well  worth 
the  investment. 

Tire  department;  a  small  or  large  vul- 
canieer  for  rep^ring  tires,  see  fig.  2,  page 
610, 

A  battery  charging  departeent;  for  re- 
eharging,  starting,  lighting  and  ignition  bat- 
teries, see  fig.  1,  page  610,  460  and  462, 

During  the  vrinti>r  montba,  there  it  much  mor« 
of  tacb  battery  rechar^^in^  work  broocht  to  the 
Caracea  brraase  Iha  veld  weatbrr  reduces  tbe 
ebarfe  holdlnf  capicity  of  the  atoras^  baftert»i. 
wblle  at  the  aama  lime  the  cold  en^tnea  require 
mere  cuirent  from  the  batteriea  to  eUrt  them. 


Oxy-acetylen©  outfit  for  welding  and  cat^ 
bon  cleaning:,  pages  610  and  727.  Of  eonfiai 
with  all  tbii  more  room  will  be  necessary, 
but  it  is  surprising  how  small  a  space  all  the 
above  can  be  carried  on  in,  if  jfroperly 
planned  out. 

There  Is  quite  a  profit  in  handling  lubri- 
cating oUa,  grease  and  gasoline,  and,  if  pos- 
sible, an  eauipment  for  handling  same 
should  be  added. 

The  car  rental  serTlce  is  something  worth 
eonsidering  and  can  be  added  in  time. 

A  supply  department  is  very  remuneratiro, 
providing  the  proper  supplies  are  carried* 


*See    Initruetion    4e-D    for    vaeful    Homeoiade 
**8«e  page  84B  for  repairlnf  tops. 


BeTicea   for  the   Shop. 


wm 


STEM 

fct  mwit  readily  lr«htlirr«d 
iwrr«l  to  th»  fioraj*  can  by 
I  differentia  I.  put  ley  and  suit- 
ooki.  Tb«  differontial  puUty 
»t*nad  U>  Uia  r^Unf  baami 
be  oiil  itoTrngc  room  doorway, 
itoraf*  «afti  ar*  mounted  on 
tha  maimtr  ihcwn,  they  may 
loUed  aader  tbt  «o&pend«d 
»o1«  drilled  in  the  bunf«  and 
mifarrad  without  furtKer  at- 
be  oil  itomre  rootn  abowti  in 
baa  ifevvral  valuabla  feaCuree, 
p\\  may  b*  locked  npr  and  U 
\M»  to  the  propar  panona; 
pa  upper  part  contain!  a  ahalf 
M  ftwiilua  rtAck  «C  heavy  oOa 
•  an  ttvrad^ 


OIL-SETTLIJiC  TAXK 
The  oil  drained  frost  ihe  cranbca*«  la 
tt«(«at|y  a  (i«»d  loa*.  aj  rt  u  unflt  for  fur- 
ther motor  liae.  It  ia,  howaver,  eulitalbk 
for  labrieatjot)  ef  farm  mafhmary  or 
luch  Uffhl  Iroptemntta  a«  the  lawn- 
fnower  and  th«  wh««lb«rrtiw»  and  may  ba 
reclaimed  by  th«  aettlijig  ta&k  chowiu 
The  old  oU  ia  poured  into  the  Uck  aa 
f Ett  aj  il  e^tlacta  and  the  aediiDcst  al- 
lowed to  drop  to  Um  bottoou  the  «l«an 
oil  riaing'  to  the  top  and  belnj;  drawn  off 
as  required.  Tha  reaale  prira  nhould  be 
made  tow  to  attract  the  trade,  and  ia  ml* 
moit  a  clear  proRL — 


REPAIRSIIOP  PIT 
A  e«wictiita  repair  pit,  the  depth  of 
wbidi  ma^  h*  varied,  it  illu  tire  led. 
Udga*  are  pr«vkled  at  different  heifhti 
and  boanit  may  ba  placed  acr  >u«  girittg 
the  mechanic  fre*  acceaa  to  the  wc^rlt 
Mu£k  of  thf  dampneta  of  thle  type  of 
pit  ia  removed  by  the  wooden  floor  and 
th*  apace  betieath.  Several  of  the  board* 
on  ooe  of  tha  upper  ladfai  Ruiy  ba  1^ 
In  ylaea  and  ueed  aa  ahaWai  for  the  t«cllt 
aod  for  etepe  in  fcttlfif  ini^  and  oUl  of 
Ibeplt^ 


OIL'STORACE  TANKS 
hmoii  type  of  oil-etoraxe  tank* 
I  pump  and  dou  not  pravide  a 
I  place  for  heaping  the  meaa- 
|y|||r  Aow  U  MMnrwhat  handier 
nstatletloo  reiipihee  le«i  floor 

ednplie  method  of  Uoting  ««v- 
Ml«<  oil  and  harinf  them  on 
iUJHlp!.  The  tanV»  may  h« 
jVflnnnilh,  and  are  provided 
rpbaasi  that  i^ow  at  a  el<ti3e« 
It  ef  «ll  en  hand.  The  ronicAl- 
litmne  p«rmit  the  drainSnff  of 
r«p  of  oJ  and  prevent  the  tel- 

tOff  aedtnent,  A  >b«lf  pte- 
l  m  drtp-pM  efferi  a  convenient 
Iwfpiinf  thie  raeeptarUe. 


fccTio*  nmfjatt  tiMZ 


TABLE    FOR    WASSmG 
PABTS 

For  any  given  quantity  of  gaMline  a 
maximum  of  eervice  with  a  minifiiim  of 
warte  in  waihing  parte  may  ba  obtained 
by  the  uie  of  the  wathing  t^bla  ihown. 
The  Ubie  k  eovwad  with  aheH  flMtal, 
the  fieatnre  balnc  th«  bwuKb  around  the 
edge  whkh  lerrea  m  a  return  to  the  pail 
for  the  waKhl&g  liqnid.  In  retarAtng, 
much  of  tb<  heavier  greai*  ia  dropped 
and  may  be  «<rapad  tip  and  depoeitc^  in 
a  can  kept  for  that  j 


-  M  POWERFUL  GREASE  <JUN 
A  pcrwerful  grease  gun  for  filling  unl- 
venal  |&lnU  and  fte«ring  gcari  ia  iUue- 
trated.  The  barr*!  of  the  gun  ia  a  piece 
of  e-in.  pipe  about  1$  In.  long,  and  ear- 
rica  a  maUl  piiion  having  a  ain^te  ring, 
Thia  pl«t«n  ia  forcad  downward  through 
the  action  «f  a  threaded  tod,  icrewed 
Into  a  cap  at  one  end.  and  operated  by 
a  hand  whecL  The  other  end  of  the  bar- 
rel ia  likewiea  covered  with  a  cap  and 
carriea  a  length  «t  flexible  tnbing. 
through  which  the  greaae  i»  forced  tu 
tha  part  The  barrel  la  mounled  on 
wooden  npriglit*,  aad  is  large  enough  t» 
permit  one  loading  io  rupply  eeveral 
jotnta.  The  amount  cf  grenae  oaed  each 
iUne  may  be  readtly  determinod  by 
weighing  the  gnn  before  and  after  t 


.  crrnsG  rruE  fabric 

A  eimp]«  Kilt  effective  device  for  per- 
mitting fahrw  to  be  cut  on  tbe  hla«,  with 
a  wet  knit*,  Invtead  of  shcaM.  i»  Hlu*- 
tra.t*d.  A  hAntuy.r...';  strip.  fTrnitn^?  '.n* 
•traighi  c  ,  >Ti 

Ihv  Tirt  T--'  'I -I 

with  hard^^  ..^r- 

ner  ehown  Th»*«^  t^ig*^  ev«ri  up  againtt 
the  edge  of  th«  bench  end  •«rurr  a  par 
f,ri    i.'>   .Vp.    futiing   angle. - 


PROM  lSie*RECORl>l74  Q 
SYSTEM 

A  eiiibk  promiee'rccording  syiies)  la 
ehftwn.  When  the  car  reache*  tbe  re|ialr- 
ebop  floor,  the  work  to  b«  don*  ie  noted 
trwn  the  ineiruction  card*  and  tha  jah 
promiiod  to  be  done  at  a  certain  tiikm 
ThlM  proniLet  i*  raeoTdad  by  meani  of  a 
heavy  bordered  card,  parted  to  the  wind- 
•  hicld  and  having  the  initial  letter  of 
th*  day  of  the  promiee  printed  at  tha  top 
ctinter.  For  rumple,  if  the  car  ia  prom- 
lead  for  Saturday,  a  card  having  the 
letter  "S"  it  uead;  if  Monday,  the  letter 
^^UJ*  The  foreman  can  then  initantly 
sea  iMiat  muci  ba  got  out  each  day  and 
what  prambai  are  hrokent  and  why. 


'0*  244'A — MlBcelUneous  Additions  for  Oarai^e  and  Slbop* 

ihowTi   in  TnstructioD   46-D- 


Maiiy  other  useful  ebop  d#- 


604 


DYKE'S  INSTRUCTION  NUMBER  FOSTT-STTZ. 


A   ffr--    **  .    ».-    .-:  ;!*=.  ;;r  a  p.:  if  tbcws 
i,  .-».—.  I*-;  A 

T^is     crteptr     is 

=:;  ft  :Ar  ;:  rzi  CT-r 

Crc«a  iln;i  &»  Iz^ 
.i:i    ft**',    lii    t.*rs 

■i.i:.ri   111   jr:  £»■: 


in 

&u 

x»«r»    r   13   *.«■  "xSir 


r* 


_  TzS   a   saaful;   placed  it 

:  .4»r2    "¥inr»    ta*    ASM    c«a  b«  m  ^ 
Tiat    Sir    i>?m-Cft    Siu    r*;»;r2iaa    to  |fl 
^  Kill  vcri. 

]|»M  u  ;>!r  ih«  diaeniioBi : 
iiuA      J.    aLTTor    u    T<ry  hudy 
2.    u^«    r-zr^isn   vb*o  workisf 


L^.-r   k    s^ 


U14     «aai«« 


r-t     ri — _if    r-zac 


r=<.^;j    »-.    zz."    r-ii2t    uix.    ix* 


and  ne  |IL- 

;xrx^-o*<    as  »  ptf 

«f    b«:nf  pomUt. 

z  L   =-ir*    k^-vMs:  3;«.     It   piraitt  lb« 

-  itrat    n.MC    jf    ti«ir   op<r»tioM  *7 

fi^i?*rE3^    s-.^a    to   ii«  iM»5- 

o^  r:  -^j:   -Hfi":   bolb.     No  ikidi  «• 

7r-«--ii.-i  -1-9  «i*T»:or  with  &• 
J  BTTiT  across  so  a  ttop  st  tij 
^i-k    than  idiirtM 


i-f 


i-»Ttf-i   ea*ily  to  til 


•f-a     »     ^B^ 


^'  •-^       ^  . 


rsr  f w  4«tB<  npair  M- 

>^Vbr^irt      U     SAJKC     a     pit.     lOBCtfeUf 

ni  w->I  a-c  f  josi  u»aful,  and  »«* 
-w-_:i  b«  •♦•n  ii  eaa  J» 
A  X'ic^zcal  ?ca;t:oa.  or  either  IM 
^-»r  sLAj  at  TAisad  as  nqpatL 
■X.  u^ic.  SX'*  TToai  or  rear  atT 
r*-f  r**c.  ^5^*a  in  a  horisosti. 
■»  ^ifi-n.  =2  si*  lUostratiaa,  tit 
•  aj»c«2  rc«  f7«L  The  apparslsi 
i:  a  iipi.M  Fwii^iac  runway  "P* 
=»r  3  ;«4a-f«L  When  the  repatf 
-  -—  fiirw»r-i  csd  of  the  ear  tfcj 
Kz.£  u-u  thera  is  pleaty  v 
TTi**  ti*  work  to  be  dij« 
j-c  li*  c»r,  iha  oppow 
r>-  a«ihod  of  faitsaai 
.*«■  n  ?■:.:£«  tkova  for  itself.  » 
rrr     2..xr(«i    piaeaa    which  n^ 


.'.:^zr    XMdX%£    ^S-   w^rfciag 


:dc  a  SK-      Frias  «&d  of  ear  is  koMi' 

-^— i  ttirr  ax--a.     Tfca  atands  or  jscM 

— ^  .ctsar  u  ^rr*-*  w^rki&s  room  bcW"* 


-I.  •.-«.»■» 


grt^tZj  kclpo  to  spesi  ■» 
"    >  »«v  pyiasaaij    t*  e«iitiB«aU7  c^f* 
w  r«K  i&    s  7«i9«ci  to  tka  Ublc,  ai  tM 
ttiw  tt  ihr  nr^  s^bsztioB.     Tka  tafeis  ■  ■ 


V  r-.,. 


73LL1':  S^     i^:— Ci:?*^ 


V.*.^.'^    """^    ^rsv^t'j^  :s?'.,ssr  C^ss. 


ILDING  AND  EQUIPMENT  OF  UAliAUK  AND  SHOP. 


rig.  4 — X  chBla  holit  ftnd  frimtt 
B«  ifaowa  above  is  b  oecetfUy  in 
A  r«pair  shop  for  ViUixig  oQi^nes 
from  chktttfl.  The  frame  it  inad« 
of  heftT7  iroa  pipe  with  rollera, 
bUo  Bee  other  cbartB  iinder  **E«' 
air  Bhep  Hmta,"  Init.  46D. 


::^^P[rs£ 


Tbis  1«  AB  Ideal  ibop  cr»B«  or 
which  eao  be  niove<J  from 
pta«a  to  place.  Bj  running  the 
iower  part  under  froQi  of  car,  thv 
ongltic  or  parte  ran  be  lifted. 
MaiiiLfact(ir«d  by  The  United  Kd- 
■foe  and  Maoufacturiiig:  Co., 
BanoTer,  Pa,,  another  type  called 
tlie  "'Canton**  ii  lupplied  by  the 
fit.  Looie  liaobinlftt  Supply  Co., 
Bi.   Lonia,   Minjioart. 


rUi,  5^Fort«bl«  liosa  swing  rack 
for  wuhisg  cars.  Thia  rack  U 
made  of  etaadard  pip«  and  fittinga. 
Tbft  llluatration  gives  an  idea  of 
tta  conatruction, 

A  waah  it  uaaalty  made  about 
12  or  14  ft.  wide  and  about  15 
or  18  fe^t  long.  It  i»  made  of 
granitoid  arranged  to  thai  the 
water  dowa  to  a  trap  in  the  center 
for  draining. 


feature  of  tblt  crane,  which 
made  of  structural  ateel  and 
tt«d  on  four  castora,  is  that 
tbt  oterhanging  arm  it  pivoted  to 
that  it  may  be  awung  from  tide  to 
•ida.  Tbe  block  and  tackle  may 
Attached  at  three  points  on  this 
The  twtvel  feature  of  the 
la  a  convenience  in  removing 
«r  replacing  an  enirine.  aa  il  at- 
larwa  for  tne  adjustmecit  or  fa- 
ellUatet  removal  by  enabling  the 
•n^ine  to  be  t^'unr  out  over  the 
flbaaait  with  a  mlnlmam  of  effort. 
Tko  fiooatruction  it  \cry  sabttan- 
tiaL 


A  WMltsr  wftH  swrsral  %ot« 
ontlots,  which  meeta  all  Te<iuire- 
mentt  and  it  not  likely  to  get  out 
of  order  it  made  ont  of  four  lengths 
of  ho«e  tntpended  6'om  pipe  con- 
Dec  tiona  at  the  ionr  eomert  of 
the  wash  rack.  Each  bote  is 
connected  to  a  plug  valve  which  ie 
tpring  closed  and  openod  by  a 
tlight  pnll  on  the  hose.  The  ad- 
vantage of  the  four-boae  construc- 
tion is  that  it  is  simple,  not  apt 
to  get  out  of  order,  and  allows 
more  than  one  mail  to  work  on 
a  car. 


When  the  orankabaft  has  b«en 
removed  and  the  connectlns-rad 
boATlngs  are  to  bo  scrapod*  tho 
bracket   shown   will   be  found  eon- 

vonient  for  holding  the  crank- 
shaft on  tbe  bench.  It  is  mi^rsly 
a  metal  angle  with  alots  for  boUa 
which  go  throngh  the  crankshaft 
flangs.  The  support  at  the  other 
end  ia  i  notched  board. 


Fir   9- 

An  Iron  rail  is  a  niafol  d«rio« 
for   any   shop. 


Tho  snw  aland  tl- 
lostrated  ia  asefol  tn 
cutting  off  a  long  bar 
of  stock  in  a  power 
Its  constmo' 
tion  is  so  aimpla  that 
nothing  further  need 
be  said. 


I 


A  portablo  work 
bench — an  improvemont 
would  be  to  add  shelves 
underneath  for  parts. 
Note  the  roUera  (R)  and 
handlea  (H). 


An  omglno  stand  that  it  adjnivtnble  as  to 
width,  and  that  is  very  light  yet  strong,  can 
be  made  out  of  structural  steel.  The  top 
members  are  4  inch  channels,  the  legs  pi;3 
inch  T  iron,  and  the  eroas  membors  are 
made  of  flat  stock    ^xl  inch. 


Another 
stand,     for    working 


Kj 


.T  KO,  S40 — Time  asd  Lftlior  Saving  Homt  Made  Devices  for  the  Shop  uid  OAnce — elAA  ^ 
ehertB  302  to  208-A. 


eo6 


DYKE'S  INSTRUCTION  NUMBEE  FOKTY-PIVE. 


OXUM 


wh«il  pnlleri 


Fig.  2  Fig.  3 

— m  complete  ontllt  ii  ihown. 


Pulling  A  wli«el  from  a  rnited  axIc  Urn  „ 
job  than  it  appean.  If  the  axle  im  gmaad  beftn 
the  wheel  ia  pat  on,  the  probabilitiea  ar*  it  vOI 
come  off  readUy,  if  not  it  will,  more  than  Ukaij. 
be  a  task.  A  wheel  puller  can  be  boac^t  af  mj 
anto  anpply  home  or  one  can  be  mada  by  local 
blackamlth.    Every  repair  ahop  needa  a  wheel  pi 

A  wheel  pnller  can  alao  be  ntiliiad  for  : 
fly    wheela,    tranemiMiona,    geara,    collara,    paOayi 
conplings,  marine  propellera,  ete. 


WiM,  I — the  complete  outfit  with  variona  length  at* 
iachm^nU:  Fig.  2 — a  epecial  attachment  which 
makea  an  arbor  prees;  Fig.  3 — ^removing  a  fly  wheel. 
Hf.-^  by — Orane  Puller  Co.,  Arlington  Ifaee.,  alio 
write  to  W.  E.  Prudden  Hdw.  Co.,  864.  8th  ave. 
N.  Y..  for  information  on  another  type  of  wheel 
poller. 


Pig.  4 — This  makeshift  wheel  puller 
ia  made  from  two  long  bolts  B.  with 
nuU  a  abort  thick  bolt  D  and  three 
piecea  of  iron  d'}"^  •■  •»»<>7°: 
Theae  parte  are  applied  to  the  wheel 
with  the  short  pieces  of  iron  behind 
the  spokes  of  the  wheel,  and  the  bolt 
D  communicating  between  the  bar  and 
the  end  of  the  axle  shaft.  By  taking 
up  evenly  on  the  two  nuts  with  the 
wrench  M  and  occaaionally  atnking  the 
bar  opposite  the  bolt  D  with  a  ham- 
m«*r.  a  very  stubborn  wheel  can  be 
easily  removed. 


I 


c00n  i^Mut* 


-li-/- 


t^mt0f 


1 


o 

ilO 

lo 
.o 

lO 


WhMi   Puller  M«dc  from  Spring  Clip. 

rig.  0. — ^A  home-made  gear  wheel 
puller:  First  get  a  piece  of  soft  iron 
or  stenl.  This  piece  must  be  5  in.  long 
■nd  1  In.  square.  Then  find  a  long 
apriog  clip,  the  longer  the  better;  cut 
thfl  clip  In  two  pieces  at  the  bottom 
about  %  in.  from  the  inside  of  the 
rlip.  then  you  have  the  arms  com- 
pleted. 

To  make  the  cross-member  have  a 
piere  of  Iron  or  steel  1  in.  square  by 
5  in.  in  length;  drill  a  hole  in  the 
center  and  Up  threads  for  a  %  In. 
bolt.  Next  you  can  drill  three  or  more 
•mall«;r  holes  on  each  side  of  the 
large  center  hole  and  tap  these  holes 
out  to  fit  the  threads  on  the  flpnng 
clip;  then  you  have  an  adjustment  for 
three  or  more  gears. 


b«  eaaily  read, 
deairad    bin    may 
glanee. 


ready  location  of 
any  bin  in  the 
atook  room.  It  ia 
a  aheet  matal  tag, 
bearing  the  ama- 
ber  of  tha  bin  la 
which  It  ia  at- 
tached. Aa  it 
projaeta  out  lata 
the  aiale,  and  ii 
large  enough  to 
the  location  of  any 
be    aeen    at   a 


it    may    be    put 
the    parte    until 


have  been  removed 
padlock  safe-guarda 
These  drawers  also 
the  parts  from  dirt, 
bench  or  table. 


This  home-made  arbor  pzaaa  ia  made 
of  channel  aections  from  an  old  frame. 
It  comprises  an  inverted  U-ahaped 
member,  supported  in  an  upright  po- 
sition on  the  channel  base  as  shown. 
The  overall  height  is  about  5%  ft. 
and  the  width  4  ft  The  pressure 
screw  is  carried  on  two  large  nuts  that 
are  old  clutch  flanges  tapped  out. 
both  the  screw  and  the  nuts  having 
aquara  threads.  An  old  flywheel, 
keyed  to  the  lower  end  of  the  nres- 
sure  screw  serves  as  a  hand  wheel, 
and  ia  provided  with  vertical  pins  ao 
that  a  pinch  bar  may  be  used  to  in- 
crease the  leverage. 


This  tool  box  ia  made  integral 
with  its  base,  and  ia  mounted  on 
castors,  so  that  it  may  be  taken  to 
the  aide  of  the  car  upon  which  tha 
work  is  to  be  done.  Tha  tool  hex 
proper  ia  ahallow.  and  contains  a 
space  for  the  more  common  tooli^ 
in  addition  to  aeveral  amaU  caai- 
partmenta  for  miacellaneous  parte. 
The  more  valuable,  precise  and 
leaa  frequently  used  toola  are  kept 
in  a  drawer  banoath  the  bco. 
which  ia  locked  nnleaa  in  uae. 


SnbBtantlal  drawvs  of 
largo  aise  provide  con- 
venient meana  for  ator- 
ing  parte  removed  froai 
cars  that  are  being  re- 
paired. The  uaual  aMtb- 
od  ia  to  plaeo  the  parti 
on  the  bench,  but  this  is 
objectionable  beeanae 
there  is  alwaya  dMiger  if 
them  being  mialMd  m 
need  on  other  ea^  A 
drawer  10x18x34  In.  Ii 
largo  enough  to  take  all 
the  ordinary  parts,  sneh 
aa  bolta.  nuta,  washers, 
carburetor,  magneto,  pia- 
tona,  eonnecting-r  o  a  s, 
bearings,  ete.  The  draw- 
er may  be  placed  at  tha 
aide  of  the  ear  and  aa 
soon  aa  ifll  the  parti 
back  in  the  cabinet.  A 
they  are  needed  again, 
aid  in  keeping  the  uop  neat  and  protect 
The  top  of  the  cabinet  may  bo  naed  aa  a 


(Arbor  preiaea  are  manufactured 
Co..  Sprfngfleld  Illinoia.) 


by    Weaver  llapufartaring 


CBAB7  VO.  247— Uscfnl  Devices  for  the  Shop— continued. 
Cotof   W'orld.) 


BUILDING  AND  EQUIPMENT  OF  GAKACt:  AND  Sf 


4 


..   -   .^gfCW^tMt__  «.   IL    e.   CAlTtlLATlt 


LOCK   WJtSHC*!* 


«*l,  JH  iiM  HI      **-  '1**^      All  ^i*(. 


All  9WI44.  »>««  NkMAl  IkilU. 


Supplies  for  the  Repair  Sbop  Steele  Room, 


AlMntm^nt  AS  illu«lT»ted  sbove.  Cnn  Le  ne^kirud  of 
Supply   HottM««   or  StovDUB    Co.,    375    Btnndwmy, 

Aflbettoa — oheet  and    wk-kiiiif. 

Babbitt  metal — for   bfarloffa. 

Blue,   Prutaian,   for  *'tpottinff  In/*   p«f«  042. 

Srakd   Uning — ^ice   pa«-e  616,   688. 

Bolta — ttove  and  carriai^e.  ftsiorted  aivea. 

Body  pollfib — brii*f!i   aud  nickel. 

Bmtllfli — paint,    acratch,    file, 

BruabeB — for   generator  and  motor. 

Baiblngi — for   crankfthafta. 

Chalk    line — for   aHeninjt   wUeeln. 

Cottcr-pina— aa forte d    aiies. 

Carbtde—in    eaaa. 

Cocka — cainpr«asion  and  pet. 

ChamQla — for  wathini^  car. 

Cyllndar  oU— li^ht,    medinm,   beary. 

Cup   and  tr&nsmlBslon   graaao. 

Caudle  wlcklng — for   ptimp    paeklnit* 

ClaEQp»"host'   Miid   screw. 

CetJtilold  Blie«t»— for  top  curUiui. 

Cloth— r*rorn»  and  emery. 

Htm  xedi  *nd  drlllB — 

Dry  cella — tfMittnir  not   tt*«ft   tbnn  2^   amperes. 

Ells — brast;   for  faaoline  and  oi)  liaei. 

Emery  clotii— No.  00  to  No.  1. 

Electric  lamp  bnl1>i^ee  pagea  &4S,  434. 

Felt — sheet  and  waaliert. 

Fibre — aheet  and  block. 

Flux— for  soldering  aluminam  and  braaa. 

Graphite — powdered   and  iSake. 

Greaao   cupa — Vi.    %. 

Oatketii  atiorted^ — ropper,  asbeatoa  lined  for  ralve 
caps»  carburetor,  exbauat  and  inlet  oianffold, 
»pitrk   ptuti.    etc.     S<?9  pAfea   717,  230. 

Oftl  tips — \^   and   1   ft.  sizes. 

Oas  tank  keys — for  Preftolile  jpaa  tanks, 

Hand  waalilDg  componnd — 

Hemp  wlcklnff — for  imekinir. 

Hoi* — for  radiator  and  gaa 

Hose  clamp*— for  radiator  boae. 

Inner  valve  parts — for  tire  valroa. 

Iron — bars  and   rods. 

Iron — sheet 

Innar  shoes — ^for  blow  ouU. 

Key  utock — in   bars. 

Kerosene — for  jreneral   cleaning. 

Keys — Woodruff,   Whitney  and   ntraiirht, 

I<eather^ — (hearjl  for  under  radiator  and  Uodtee 
and    rpfaeJDg   cone   clntcbea. 

Lard  oil — fnr  thread  cnttinps,  tapping  and  drttltng. 

Lock  washeri — M   to  %   in. 

IdoboUne^for  packing. 

Neata   foot  oil — for  elulcb. 

Nails — *«  sorted. 

Ontex  shooB — ^for  cot*  in  cji^inj?. 

Pipe  plogs— iron  and  brasp    ^^   to   %   Inch. 

Paper — hcnTV   bro^*n,    sand,    emery, 

Platlnam    polnta — for    intcTTupt^^a,    and    mAgneio. 

BlYeta^ — xTf>v   nni!  ropiit»r,  a^joried. 

Bahbcr — sheet   p&ckion:    ^f    to    A. 

Bubbei — tubing  for  gaa,  alr^  lire,  hose.   (§••  tiro). 

Babber — mattinr 

Sheet— Iron,    braim,   copper,   tin  and   lead. 

Bblmi — 1aminati»d. 


Solder — half   liud    luilf,    string  and  aluminum. 

Soldering  compoand  and  acid. 

Screws- — nmfhinc*,    cap^   Ug.    i^ood  and   set. 

Steel  rods — bar,  tool. 

Sp«rk  pings — %  inch,  S.  A.  S.,  metric   (page  £9S), 

Switehee — puah,  snap. 

Sbollae— for  gaaketa,  etc. 

Spring — ^tee!  and   assorted   springs. 

Steel  bars:     Pew  feet  of   %   inch,    %    inch,    H    inch* 

%   inch,   %   inch,   %  inch  and  1  inch  iron  >»np*. 

ftino  steel,  brass  and  wire  rods. 
Teea — H,    ^,  brass  for  gas  lines. 
Tacks — assorted   sixefi. 
Tubing — ^copper.   brass,   for  cra.<i  and  oil  lines    >ii,    \k 

intih,  this  lubtnr  generally  comes  hard,   but  can 

b#»  annealed    (softened)    by  heating  it. 
Tape — ttdbcfive;    for  electric    wiring. 
Taper  pins— »4    to    %    inch. 
tToioua— brass,    ^    inch,    and    iioldtiring   connecttnns 

for   lerasoline   lines — page   608. 
V^ve  grinding  compound,  see  page  630, 
Valves— for   gasoline    and    oil    linen,    tire   valres    and 

rtvprsize   vivlvet   for  engfine. 
Valve  caps — for  leading  engines,  vaWe  capa  for  tire 

valveii. 
Wire— copper,   hraii*.   Kprinjp,   piano,   and   tniinlated. 
Wire — for    wiring    cars    as:    primary    desible    cable 

ond  secondary  cable. 
Washer* — ^punched.    «p!lt,    and    brats. 

Copper  Gaa^ets  for  Spark  Plugs. 

8.  JL  E:    %*    (inside  di.    %;  outnide   IH"). 
Half  Inch:    (inside  di.   H :  o.  a,  dt.  lA*). 
Metric:    (inside  dl,   f|  ;  o.  a.  di.  H*), 
See  pagre/!   2JH,   239   and  612, 


Assorted  Plstoii  Rings 

Ft»r  u!der  tn^Klel  rjin  Oan  be  iie<*ufed  of  Siurens 
Co,,  New  York,  or  any  piaton  ring  manufacturer* 
See  foot  note,  page  655. 


3 


Ik" 

3*4 


4H 


SdTon    10-17.    Grant    14,   Continental   IG, 
n  ^:  Bhxon  16*n,  Haynes  17,  Oldamobite   17. 
PafhflrrJt'r   17,   Grant   10,   Scripps  Booth   15. 
X  A:  CRdilUe   l&ie.  Overland   16,   Ohattnorn   15. 
X  \:  Buick  Trnck  14,  Dort  15.  Grant   10,   King 
Ifi,    Packard    Twin    616. 

%  A  *     Appersoo,     Dort,     Chalmers,     Hupmnbile, 
MftchrTI,    Moon,    Franklin. 

X  '»  I    Vflie.   Ovcrlftfid.   M»on    10,   Cotitinitntal. 
X  A:    Htinraobile   l.=>,   Overland    17,   Bnick    17, 
T  tV :    Cole   16.    Carter  Car.    Studehaker,    Pftigtt, 
Overland.     Oldsmoblle.     Hayuea,     Efudnon.     Oak* 
land,    Vellr 
.^:^    ■        ^     .-     .•         •       n. 

X  A  :     Jf^'MJC     IriM  1  ,     MM*, 

X  A  :  Buiek  t4'1616,  Mercer,  Hupmobllf  16'17, 

x«4:     Maxwell    Hodel    36.     Milchell    Packard, 
Pierce*  A  m>w, 

«  U  r    Abbott.    Detroit.    Allen.    Chase.    Crawford, 
Mitchell,    Republic.    giudcKaker. 


0HAST  274- A— Some  of  the  SuppUea  for  the  Stock  Room. 
hf  the  demand.     See  also^  pages  601,  603  and  609. 


The  selection  and  qtiantity  is  governed 


aUn 


17.    472,    614. 


—  -  No*  2> 

...  ^  jB 


l|iftrk   Mil   tbxo«Ue   bAll|oimi   UN«d    fur  conat^t- 

lAf    iti«t(««ia    iintor    Wt«r«    «nd    oArbur^tor    throttle 

ltir«r,  with  lrv«rt  oq  jit«erlu(  wh««l,     Thoy  «liiiiln»t« 

All  lo«l  moUoo  vnd  flv9  mor*  poprfect  <?ofitrot.     Bernr 

»d  All  lh«  tlm*?  ftad  carburetor  l^ver,  t*pp»d  bole 

*»   «onii9tHinc    ro4,'— iTliej    «oiii«   fiA   in   «   boi,   as- 

kfird   (SirviMi  A  Co..) 


Tig.  1 — ^SoldorlMS  flttlnffi  for  e««olina,  fki  tiA«t 
«tc*  (1)  Showing  hov  eodi  are  drawn  tqmMkmi. 
(9)  Chi^ck  valve  itraight.  <3>  T^pcrad  fi—li 
^  inch  f^ip«  one  esd.  <i>  Kips»1«  usio^  Okiia  % 
inch  pipe  ooe  end.  (6)  Elbow  maU.  19} 
coupliiic.  (7)  T««  coupling  on  opposite  radm  ^ 
inch  ^ipe  thraad  (male)  on  oth«<r.  (8)  Tm 
couplmr.  male  thread  ont  cod.  C^l  Ti# 
on  tlirat!'  trndn.  (10)  EJbow  conpUnc  o 
femftle  pipe   thread  on  oth«r. 


OVERSIZE  PISTONS,  RINGS,  VALVE  STEMS,  ETC, 


609 


Pittoiu;    Standard   aiid  0Terai2e. 
Plstonfi  can  be  purcliased  in  "standard** 
OTaraiJEe"  diameters.     A  standaid  ai^e 

ply  ton  U  the  original  di- 
ameter  of  engine  cylinder, 
less  the  standard  clearance 
(page    651). 

Tlie  oversize  piston  is  fitted 
to  a  cylinder  when  cylinder 
ia  enlarged,  by  re- bo  ring, 
re-ffrinding  or  reaming,  as 
explained  on  pages  654, 653, 

Pt4tuD  When  a  cylinder  ia  cnt  or 

acored,  but  not  warn  and  ia  not  out  of  round, 
tlien  the  acore  or  cat  can  bo  "filled/*  aa  por 
foot  note,  page  653.  In  this  Lnatance  the 
originai  or  standard  size  piston  can  be  re- 
fitted, if  of  the  correct  clearance. 

If  cylinder  la  worn  out  of  round,  and  it  ia 
aaaallv'  ont  of  round  when  worn,  then  it  will 
be  necessary  to  enlarge  the  cylinder  bore  as 
per  pages  654  and  651,  and  fit  '*  oversize  pis- 
I      tons**  and  "overaixe  piston  rings '^ 
I  Usually,  when  a  cylinder  wears.  It  wears 

^^Wlxere  tlie  rings  travel,  which  is  the  upper 
^Hpart  of  cylinder.  Th**  lower  part  of  cylinder 
^^piay  meaaure  true,  but  when  measuring  the 
^^hpper  part,  where  the  rings  travel  it  will 
^Hiiore  than  Ekely  be  out  of  true.  By  observ- 
^^tng  the  rings,  if  there  is  a  black  spot  on  the 
ring  and  it  is  not  smooth,  either  the  ring  has 
loat  its  tension  at  this  point  or  cylinder  ia  out 
of  round.  Result  is,  the  cylinder  leaks  com* 
pression,  pumps  oil,  fouls  the  spark  plugs 
with  oil  and  consumes  oil  and  gasoline  all 
out  of  proportion  with  the  power  delivered. 
When  ft  platon  is  too  loose  or  cylinder  la 
worn,  then  a  ** piston  slap'*  develops,  which 
not  only  causes  a  knock,  aa  explained  on  page 
637,  but  in  all  probabilities  the  cylinder  will 
be  worn  at  the  upper  point,  on  one  side,  due 
to  the  explosion  pressure  forcing  the  piston 
at  an  angle,  constantly  against  wall  of  cyl- 
inder, thus  permitting  gasoline  to  pass  into 
crank  case  and  thin  the  oil  and  also  permits 
oil  to  pass  into  combustion  chamber,  A  bent 
connecting  rod  will  alao  cause  a  piston  slap, 
see  also,  page  659. 

To  teat  a  cylinder  to  sea  If  It  la  out  of 
round,  an  inside  ^micrometer  (page  649)  is 
necessary.  The  cylinder  should  be  tested  from 
top  to  bottom  carefully  and  thoroughly.  If 
out  of  round  ,003"  or  more  at  any  one  point, 
then  the  only  safe  remedy  is  to  have  it  re- 
ground  and  new  pistons  ground  to  fit.  After 
an  engine  ia  run  20,000  to  30,000  miles  it 
most  likely  needs  regrlnding. 

To  teat  a  piston,  an  outside  micrometer  la 
used.  The  piston  of  course,  will  measure  less 
at  the  top  than  the  skirt,  (page  651),  but  It 
should  be  true  and  if  not  true,  or  if  clearance 
between  piston  and  cylinder  wall  is  greater 
than  normal,  then  a  new  piston  should  be 
ground  to  fit  cylinder.  Pistons  out  of  round 
cause  oil  pockets  which  causes  an  excess  of 
oil  to  enter  combustion  chamber. 

Orerslte  platona  can  be  aecnred  in  alaes 
from  .006',  .010",  .015".  .020",  ,031",  .046", 
.O^S",  larger  than  the  original  or  standard  size 
of  piston.  Cylinders  are  seldom  ground  less 
than  .010"  oversize.  One  concern  who  make 
a  specialty  of  oversize  pistons,  rings  wrist- 
pins  and  grinds  cylinders  ia  the  H.  &  H.  Ma- 
chine Co.,  St.  Louis,  Mo, 


Therefore,  the  following  will  detarmlzw 
the  neceasity  of  enlarging  a  cylinder:  (1)  (^V 
Lnder  condition j    (2)  Piston  condition. 

To  determine  how  much  to  enlarge  a  Gfl- 
lnder,  depends  upon  how  much  out  of  round, 
bow  badly  worn,  or  how  deep  the  cut  la. 
Usually,  one  of  the  dimensions  above,  or 
the   6.  A,   E.   standard   oversize   for   pistonSj 

ger  pages  653,  654  will  meet  all  conditions. 
•ne  must  be  careful  in  enlarging  a  cylinder, 
that  the  wall  of  cylinder  is  thick  enough  to 
stand  the  enlargement. 

Ford  plstont,  for  lii«tuic«,  the  lUndmrd  tisA  it 
B^"  di.  and  dti  CTlind^r  with  «  clMrftoes  of  .008" 
And  la  .010"  •nutler  at  the  top  than  «t  Ui«  ■kirt, 
io  allow  for  beAt  arpAnaion— •««  alto,  pant  791. 
792,   fi56- 

Ford  OYtrais*  pistons  caq  \>^  secured  of  Any 
Ford  branch  in  overaitoA  aa  followi:  3% "+0025"; 
-f  .03125; +.088.  By  reforrior  lo  pA£«  641,  note 
.08125"  is  e«iui1  to  ^".  and  tbla  it  About  at  lArce 
At  it  sAfe  to  «ntaree.  The  .039"  tliA  plitoo  la 
tupplfod  to  bo  Itppod  io  rylinder.  wben  eylindor  !■ 
eoUrged   to    ,03125"   and   after  it   U   worn. 

Wbtti  lending  a  ey  tin  dor  away  to  be  re-cronnd* 
t«nd  the  piR^on8  also,  but  remove  the  valve*  ^ad 
All  pArU.  Wlien  ordering  pistont  And  yon  do  not 
pouMS  A  mlerom«t«rp  cut  a  ^"  bar  of  iteel,  Miag 
both  «Dd4  imooili  to  fit  cylinder,  At  amallett  point 
And  fiumber  eaeh  bar  for  each  cylinder. 

Th§  b«Bt  plan  it  to  hATA  ey  tin  den  r«groiuid  And 
n*T#  ntw  pittons  ground  to  fit  oacIi  ladlrtdTiAl  cyl- 
inder, with  now  rlngt>,  and  in  th\t  wav  you  will  ob- 
tain A  job  thAl  will  irire  foil  power  to  engino. 
After  hnvinff  cylinders  T^gtvand  and  piston*  and 
nnga  flitod,  it  la  oeceatAry  to  run  engiae  the  irtt 
ofkO  milet.  not  over  IS  m.  p,  h.  And  tite  a  lot  of  oft 

Plstoii  mugs:  Orersij&e. 
Oversize    piston   rings  must   be   fitted  to 
piatons  when  overaiao   fiistons  are   fitted  to 
cylinder     The   over- 

sizoa  of  piston  ringB 
are:  .005",  .010",  .015", 
.020",  .03  r,  MQ^t 
,062",  the  same  b4  the 
pistons.  There  are  a 
^eat  number  of  dif- 
ferent types  of  ringa. 
Three  kinds  of  ring 
^aps  are  shown  in 
iUiist  ration. 


Should  ring    grooves 


tlluttratinie  ihrt»e  different 
kinds  of  ring  gApA. 

be  worn  more  than  .005"  clearance  as  per  pages 
649,  655,  then  groove  should  be  re  grooved  on 
the  lathe  to  take  a  >??"  oversiEC  wld^  dug, 
that  is,  if  it  is  worn  so  much  that  it  leaks. 

The  Ting  gA9  cleAXAnce  ia  given  on  page  649. 
Often  timet,  however,  the  repAinnAn  will  t«tt  ring 
At  bottom  of  cylinder  for  gap  clisArAnce,  but  when 
ring  U  poshed  up  into  cylinder  where  the  ringa 
travel,  if  oyHader  It  worn  At  thia  point,  the  ring  will 
have  too  great  a  cleAmnce  or  gap.  ibereforo  it  it 
important  to  meatore  cylinder  to  determine.  If  worn 
tllghtly.  then  gtp  ehould  be  given  leat  eftoArAnee  At 
bottom  of  cylinder  to  it  wil)  hAve  proper  cl«ArADce 
where  It  travels^howover.  thit  is  only  a  mAke  iWft 
arrangement — if  cylinders  Are  worn  tbey  need  re- 
.grindliig  And  will  leAk  in  tpite  of  aII  yon  can  do. 

Mlscellaneoits   Oversize   BCateilal. 

Piston  pins,  OTertizA,  are  cheaper  to  oae  thAn  f* 
bushing  A  piston.  Simply  ream  btishing,  when  a 
piston  pin  is  loose  And  fit  An  oversiie  pin.  (Oan  be 
tocored  of  H.  ft  H.  MAchine  Co.,   St.   Loais.   Mo.) 

OTortUe  valve  itemt,  as  on  the  Pord.  where 
there  IB  no  provltion  mAde  to  pot  in  cAtt  Iron  bnsh* 
/Vp^  o]  mf*.    !•   neceatary  when 

r»^  valves  become  noisy  and 

mlh  Vk.'an«Aiati!i  ^fgM-j^  .i,  i«,«ks  into  eyiinder 
U jT  through  inlet  valve,  «*«•* 

^  tog  misting  At  low  apeods. 

The  guide  is  reamed  A*  overs  lie  and  a  A"  over- 
size vaWe  stem  fitted  with  .002  or  .003"  ctearanee. 

Overslse  vatvo  tappeta  And  aIbo  overs  lie  erltndtr 
1i«Ad  bolta  CAA  be  sAcnred  of  Sterent  Co.,  375 
Broadway.  K»  Y. 


ICHABT  ICO.  247-BB.^ — Pistons,  Rings  and  Valye  Stains;  8tS3idsx4  u&il  O^tnn&sA, 

\Tot  Alnminiun  pistons,  see  pageg  645,  65h  793.     ^Saa  pAge  608,  how  io  teAJi  »  Ta\eTQm«\«x 


iTor  Alnn 


fta 


i  X. 


-r-T  --^    --      tt. 


X T 


Tmv* 


««c  taut  UTi^ 
A    HiMiUMiAl    Mmjbb    VukftiUMr. 

««V-*    '"/i^    Mik«*l    f^^hti    %y,»f/%    tu    |//vf.t    wktrf*   tfa^rr* 
•*♦  •  f*>rf/  i;^^  /.Htffhmf  lA  4(4"  ^^^  ^'"  tlr»-t.  vol- 


Thtrn  Aft  two  CAfUj 

M'ii4i.  (;h  for  4^^ 

ft"  tifi-a  and  OJi  for 
4-,  :*%"  tir«i.  TIfm 
t}"  ftlxN  rsb  b*  Tul- 
rftfiiii-fl  br  it\mr.iu% 
llm  if"  mold  JfM  in 
Th«iin 


**Tir«  repair  tools  for  •  anil  ikop.  ()■ 
prftctict  on  old  tii«s  to  acquzv  «ptii»»  u 
th«  coaitmtcioB  of  tiroo,  u  ospUiud  m  |i 
686.   584,   678.  874.  559. 


nejkriji  ju/t: 


Aftflr    tiro    is    pro- 

Car«a  to  be  Tulcan- 
led  (Nffi  pAKH  673) 
mi  iiir  bair  in  in- 
iii>r(iMi.  thoii  nlftced 
III  iiiiilil  on.  Air  hug 
In  I  hull  Inflntod  to 
AD  III*  |iii<akiii«.  I'Uiiip  (1  Mppliiut  Riitl  «t«ftiii  turned 
iHi.i  iMiil.l  Ml  n 

Wluiii  I  lull «  U  I'liimliloriiMo  ri'pniriiiir  th^  inilde 
■  •veil  mold  or  petoh  kI\  As  d.  piik<»  A74  ie  ueed. 
i'lila  la  NUn  limut^  r«ir  tlioroii|ilil\  tlrytiif  out  tiroe 
liifiMi*    « iilmiilvitiK 

liiHAi  Inliee  nre  vvloanit<st  hjr  iiU«<iniE  ort^r  re^k 
(I  II)  aiiil  pHii  III  |i«*  xu!i  iitit»i*d  t«  plei-isl  on  i^leto 
(I    '1'^    lliiiuiiili   %iht«-h   «<.-«:u   |M«!irii. 

tMiil  Of  Tlw  Kn^Air  OwtAU 


1. 

iiiiiilol    UK    \u)«-«f.i«,-r    ,fi<     ;m^» 

f 

M.SOO 

1 

n. 

eiilieen.  :*"  io  A*   \   \^'   V-.^ 
eel     N*«     lOSf*  Mil    ,v:v..vt 

S2.70 

J 

1. 

2.40 

M 

1. 

•l«     Ni»     liUfl    .vM    •.••••^■■•"*    .*••"<'"» 

.67 

m 

1. 

1«»«    hiu*»r    ttihr   \n'\f    \*i.-"  .■* 

I  5i> 

m 

ft. 

\\\m     *|i^iia    n.vK    ,.••.■.*■»    c-^»' 

>  iV^ 

m 

10 

Ui»     *i\i*nA    »<,vi    ...-.rv*    >  ».X' 

10  00           : 

IIIIAHT  m>    tti:c    >foa*T  M*X':r^  AdditiMis  rw 

"4    li\    \         \%'\  .     \,--. 
Inm    I  onx    1  %ii    *«  Ik* 


••C;i^r    7iA>-<««i»ftn'    t»^«l»   *p»-    Vm-tv    _ 

*.-   U    >    ,■.*?•  v*>      V-  T"«t7.  a'.o  a  >a:Ser  : 


%#%  **♦•  1%^   id*. 


BUILDING  AND  EQUIPMENT  OF  GARAGE  AND  SHOP. 


Ol 


H  TABLE  HO.  90. 

wF  foarth  coltsmiu  give  th«  tr»d«  oambrr  of  Wil- 
pneh«i  ftnd  Ibote  tixei  marked  are  onei  moit  nied 
rofk.* 

ftDd  llftli  columiyi  fiv9  th«  AetnAl  dlametcri  of  ili« 
le  bolU  and  c«p  icrewa, 

Md  tlxth  coLumni  gi^e  the  milled  (or  ttCtUAl)  opco' 
f  WT«ncb  at  €sch  end  and  ar«  the  bUm  saitable  for 
ftod  sQts  witli  ftUowftoce  for  an  oaaj  (tt. 


with  hm%  iLftndlo. 


tV.  S 
lard  Natf 
iBolu 


Iftl/I« 
Ift  1/4 

I  ft  1/4 
[ft  5/16 

[ftS/U 

ift  j/a 

Iftl/S 
I  ft  7/1* 
1*7/16 

ft  f/a 

ft  1/3 
ft  9/16 
ft  9/16 

tft  I  l/§ 
ft  I  l/« 
ft  I  1/4 

Ift  I  1/4 


\>0t9   li«t    !■    tho    Willisaia    double    bead    op€&    «&d 
ir  a«.   8   aboTB.     ^Nnmbcra  21   to  45   will  tt  U,  B. 
knU  and  boll  head. 
rt  T3i   lo  739B   will  Ht  eap  acrew  headi;   U.   S,  or 


Garage  Wrendi  Set. 


Opmmtt 

um*d 


5/j«ftn/M 

S/l6ft  1/1 
lJ/J2ftl/2 
1J/32&  19/32 
l/J    ftl9/J2 

1/2  &n/!ft 
l9/)2&  n/io 
l9/J2ft2S/i2 
Il/I6ft25/J2 

n/lOft7/8 
2  5/32  ft 7/» 
25/i2ftS|/J2 
7/8    ftil/J2 

?/»   ftl  l/tft 
S>/U*l  J/»6 
Sl/nStl  1/4 
I    l/JOftl  J/4 

t  I/I6ft1  l/t6 

.  1/4    ftl  7/jll 

I  1/4   ftl  S/ft 

I  7/lOftl  */» 

I  7/l6ftl  11/16 
I  S/i  ftl  11/16 
I  5/»  ft  2 
I  tJ/l6&7 


Num- 


Ror  H«ai|p)fli 
Mead 

CfyScrewa^ 
Uiaitieier 


1/8  ft  3/16 
l/»ft  1/4 
1/16  ft  1/4 
1/16  ft  5/16 

1/4  ft  5/16 
1/4  ft  1/8 
5   16  ft  l/« 
5/16  ft  7/16 

l/|ft  7/16 
1/8  ft  1/2 
7/16  ft  1/2 
7/»6  ft  9/16 

1/2  ft  9/16 
1/2  ft  5/8 
9/16  ft  5/8 
9/16  ft  3/4 

5/8  ft  1/4 
S/8  ft  7/8 
1/4  A  7/8 
1/4  ft  I 

7/8  ft  I 

7/8*  1  l/L 

I  ft  1  1/8 

I  ft  1  1/4 

I  1/8*  1  1/4 


WUliAHU  **Blg  10" 
aauiitmant  for  g«o«rml  Mito> 
mobile  work — Uliutratod  to 
ilie  left  and  tabulated  a«  to 
sisaa  below.  Koto  it  ia 
A  raeoaamended  aaaortmeot 
taken  from  the  above  Iiat 
(Ubie  96).  The  St.  Looia 
Machioltt  SDppl7  Co..  81. 
LotLiB^  carry  full  liae  of 
lhe*e  wre>nctteft — also  other 
Bupplj   Houiei, 


Mcmr<yuuqc.gTti.(i»>TMiitogrr: 


fa 


D«&  irwpPB 


>t4 


If/M 
t/14  1/4 

r 


»/» 


i/ii% 


»/i»tt/ia 
f/4ai 


WWI^ 


r/ta 


'^c^'   ::rpr 


»i>i*ai 
I  t,>ai  )/« 
I  i/mt :.'!» 


Opem  End  Wreacbes. 

Probablj  the  most  abuaed^  least  con- 
ildered  and  yet  the  moat  Indlapenasbla 
tool  In  the  kit  of  the  mechanic  ia  the 
WittDch,  the  lolid  open  ended  wreneb. 
known  to  the  Brltiih  mechaaieian  aa  the 
6xed  ipanner  and  known  io  (he  United 
States    at    Iho   maohialati'    wrench. 

Of  the  maD7  kladi  of  wreoehea.  the 
cheapest,  stroag«Bt«  most  efficient  and 
most  durable  is  the  open  end  wrench. 
This  fltyle  of  wrench  Taries  in  (inality 
and  price  in  the  followiag  order;  craf 
iron  catiinpe.  malleable  iron  easting, 
sheet  steel  etamped  and  steel  drop  forf^ 
ings.  Tbe  drop  forg«d  wrench  is  as- 
perior.  See  illustrations  for  proper 
name  of  the  j^polar  type  of  opeo-end 
wrenches. 

Open  end  wreschei  are  need  ^  eap 
icrewa,  bolt  heads  and  nuts. 

They  may  be  divided  into  two  feaeral 
elassea«  tbe  TT.  8.  S.  and  8«  A,  B.  The 
only  difference  between  them  it  the  width 
of  opening^  between   the  Jaws. 

A  standard  wrench  for  a  %"  U.  8.  S. 
bolt  will  not  fit  a  H"  a.  A.  B,  cap  aeraw 
and  rice  rersa. 

The  8.  A.  E.  wrenches  are  ueoally  of 
the  **c»p  acrew  aUe'*  end  the  U.  8,  8. 
wrenches  are  of  the  *'X7.  S.  S.  holt  and 
nnt  Blxe.'*  Table  96  explains  and  alsa 
givea  the  Tarioua  aises  for  antomobne 
work.  The  head  is  always  larger  on  a 
tr.  S.  8.  bolt  than  on  a  cap  screw, 

Marklnca  —  Wrenches  are  osnaliy 
marked  with  the  slse  on  each  end.  They 
are  also  marked  with  tbe  manufactnri^ra 
number,  this  number  ia  an  indication  to 
its   sise,   see   table   90, 

Probably  the  most  universally  need 
wrench  is  the  Williams  wrench,  aa  per 
table    96. 

Bow  to  find  the  sixe  vranch  to  lit  an 
8,  A.  E.  CAP  acrew  head.  See  table  97. 
chart  247'DD. 

Bow  to  find  the  aiae  wrench  to  fit  a 
standard  bolt  and  nat— see  table  98« 
eh  art  247  DD,  or  refer  to  table  96  on  thia 
page  for  additional  information. 

ni.  IS  — 

Waldeni  Ha. 
100  tbia 
wra  nek  aol 
for      c  loaa 

plaeea,  ekeek  nuts,  etc.  8lMa  tra:  1;  %;  %;  %; 
9^s:  ykl%*X  %;  9^a;  and  %  inch  (actual  width  ol 
opening — Walden    Co.,    Worcester,    Mass.) 

Tig.  OS — ^WUliaBLa  spark  plug  wranek;  Ifo.  P9S^ 
focket  end  Uta  5fc  and  %  Inch  spark  plag  with 
%  in.  hex.  and  ^  in.  U.  B.  standard  not  Open 
end  flta  %  In.  8.  A.  E.  nnt  or  acrew  and  %  in. 
U.  S.  8.  cap  aerew  (9iii  actual  opening).  Ko.  994 
aiae.  socket  end  flta  spark  plugs  with  lln.  baa. 
0|»«n  end  is   %   in.  actual  opening, 

Plff.  56  ^ 
wmiatna  d^ 
monntahla  tlra 

tool:  sockol 
wreneh  to  Sfe 
rtiu  holt  ante 
and  hasDBttr 
combined. 
Very  serriee- 
(J.  B,  WiUlamt  Co.,  Brooklyn  N.  T.) 


°BSSr 

5/16  A  1/a 

5/16  ft  T/\t  1 

J/a  ft  1/it 
j/aft  1/2 

7/ieft  1/2 
7/16  ft  0/ie 
1/2  ft  9n& 
1/2  ft  5/a 

9/16  ft  S/S 
9/!6  ft  J/4 

5/a  ft  j/4 

s/8  ft  IJ/iO 

3/4  ft  1  J/16 
3/4  A  7/4 

lJ/16  A  7/S 

U/I6ft  I 

7/4  ft  t 

7/S  ft  1  l/H 
1  ft  1  1/ei 
1  ft  1    1/4 

1    1/a  A  1    1/4 
1    »/A  ft  1   3/» 
I    1/4  ft  i    J/8 
t    1/4  ft  J    1/2 

t  J/a  ft  I  i/2 

O.  :M7-I>--riat  Wrenchae  tot  V.  B.  B, 
also  pa^e  238  and  chart  286. 


Bolts  Mid  Klita  and  Bw  A^  B.  B^\»a.  vst^  ^M^ 


BTKE'S  INSTKUCTION  NUMBER  FORTY.PIVE, 


TABLE  97, 
•S.  ▲,  S.  Cap  ScTOW  vid  Bolt  aiz«B, 
TlllJ  tabu  glTW  the  diAmeter  of  c«p  screw  (D)  ; 
tlircMii  p«r  in«h  <P)  (kIao  tee  cb&ri  3a&) ; 
thicknfiu  ol  h««d  <A*1) ;  dL  ftcroti  flAta  of  nut  or 
ii«*d — wlitre  wrench  fits  (B);  sue  of  drillod  hole 
for  cotter  pin  for  cu«telUted  out  (E> — (ee«  chart 
38S  for  OMtellftted  Dut)  ;  depth  of  slot  in  hesd  (X)  ; 
width  of  ftlot   (K);  di.  of  cotter  pio   (d). 

To  find  the  111*  t«p  ftnd  dxlU  to  aM  for  8.  A,  E, 
c*p  icrcrwe  and  telti,  lee  ehu-t  385'B — ^tahle  102. 


•cue*  «<*M 


D 

rr 
1 

.'j 

1 

1 

li 

1 

1 

II 
if  1 

Y 

T 

1 

li 

I'i 

li 

li 

P 

28 

2^ 

2i 

20 

20 

18 

IS 

18 : 

IG 

11 

li 

la 

n 

12 

12 

A 

i 

S 

3 

3 

J 

2 

3 

S 

s 

f 

1 

1^ 

If 

1^ 

It 

A» 

i 

iS 

S 

1 

i 

S 

S 

S 

s 

s 

i 

11 

1^ 

i£ 

1ft 

B 

i 

i 

I 
1 

1 

tl 

1 

li 

li 

li 

I{ 

i3 

!l 

3^ 

0 

i 

1 

1 

5 

^ 

1 

* 

4 

1 

1 

*■ 

4 

i 

f 

i 

B 

i 

fit 

i 

i 

^ 

H 

& 

£ 

i 

n 

^ 

i 

i 

1 

r 

H 

i 

1* 

M 

•t 

1 

£ 

5 

£ 

s 

1 

i 

5 

i« 

»i 

1* 

I 

1 

1 

i 

i 

1 

■ 

i 

1 
* 

i 

■ 

i 

i 

4 

i 

f 

t 

K 

I 
lii 

1 

i 

i 

1    ! 
Jl   1 

1 

1. 

1 

i 

at 

J. 

14 

i 

if 

11 

^ 

I 

n 

£ 

£ 

I 

T 

I 

T 

1 

1 

f 

1 

I 

tr 

ii 

■  J 
« 

a 
» 

*«Sp&rle  Pins   Wre&clL 

No.  1.  The  %  inch 
end  of  thli  wrench  fiii 
ell  eteiiderd  tpsrk  plag8» 
each  ee  the  Spitfire,  Re^ 
hence,  Rejeh.  Red  Heed 
end  mea^  otheri,  while 
the  1  iQch  ead  fite  the 
Sootleaa,  Relience,  %  in. 
Heri,  Bos  eh  end  others. 

No.  2.     The  1^   inch 
end     flte     ell     etenderd 
Bperk  pluft  of  the  lerge 
hex    type    such    es    the 
Ohempion,  De  Luxe,  end  others.    (StoTens  Oo,  N.  T.) 

fi,   A.   E.   Spark   Plug  SheU  Slses. 
Tho    iUustretione    to    the    right,    show    the    two 
1.  A.  Si.  eperk  plu^  ehella.     It  will  he  noticed  thet 
ik«  diAineter  of   the  hexeron  pert 
if  aheUi  differ.    Tbe  '^ameli  hex.'' 
aoMurea    %    inch   ecroM    the   flat 
•■A    tbe    "large    hex.*'    mceauj-oa 
1|4   loeh.     Reference  to  table  96, 
c%art    24TD,    will    show    that    the 
No.  784  wrench  will  fit  both  eiiea, 

B*  Am  E.  aparlE  ploffi — ^ere  all 
%«— 18,  meening  that  the  outaide 
diasaeter  la  %  inch  and  there  are 
If  threada  to  the  inch.  Bee  page 
Mf  for  difference  in  apark  plug 
Ureadj  and  expUnation  of  spark 
plof  alaea.  Gaaketa  must  be  uaed 
witk  the  8.  A.  £.  spark  pluga. 
8e#  page*  239  and  607  for  aize 
gttakete  to  uae. 


Note  table  102,  page  703— a 
%  Bf  A.  £.  plug  requlr^Ji  a  special 
imp  eutting  18  tUreeda — whereaa 
lU  Btandard  8.  A.  E.  %  thread  ie 
14  Ihreada  to  the  inch. 


TABIiE  08. 
U.  8.  Standard  Bolt  Size;  Bead  and  VqK 

TlUa  table  glTea — (first  column),  du  of  bolt  or 
screw;  {aecond  coltuon),  threads  per  inch;  (tAird 
«olumn>,  dL  across  head;  (fourth  eolumn)  tlae 
of  hole  in  thousandth  of  an  inch;  (fifth  colttsBs), 
a  lie  driti  to  use  for  tapping  hole  (see  also  chart 
285  B). 

Mill  means  the  "milled  siie*'  of  head  of  tcrew 
or  bolt  or  the  opening  in  an  open  end  wrench. 


lO 

t^ 

DiJiinctcr" 
of  Tap. 

Threwda 

Mill 

R*4Ct  5«SC 

of  Hotc, 

T.^^.. 

.i^ 

£0 

'•f 

.191^ 

«-- 

A 

n 

i: 

.9*%* 

il^ 

.     >4 

le 

ti 

-^.B 

4f 

1^ 

H 

n   ' 

..■^17 

41- 

^ 

n 

H 

.lun 

4f 

A 

12 

% 

,♦&«! 

-H- 

H 

ii 

« 

>; 

10 

1% 

.ISDt 

H 

H 

V 

\i\ 

730ir 

It      1 

1    , 

*» 

IH 

sm 

If 

1% 

T 

i\i 

ffVt 

M 

'Sh 

T 

8 

10H4 

•^ 

1S4. 

4 

SH 

1S8S 

IH 

-   ^^ 

6 

IK 

l4Mi 

1» 

*  *  . 

4*4 

m 

iTita 

m 

•.?^ 

*h 

.^^ 

I9ftl3 

IM 

> 

4 

4 

£17» 

'*.* 

3 

;!'^' 

414 

se.fifiss 

21* 

S.  A.  E,  STANDARD  SPARK  PLUCr  SHXLt 


hcx|acro3S  flats. 


SMALL  HEX 


LARGE  MEK 


.&! 


.!_  DIMENSIONS  BtUDW  3MOULDEI?  ARC 
NTtCAL  FOR  eOTll  SPARn  PLUG   5rCIJL5 


tBntterfield  screw  plate  sec  No.  10,  consisting  of  parii 
shown  in  illustration.  Dies  and  taps  to  cot  8.  A.  B.  Mid 
U.  S.  S,  threads  sb  enumerated  in  the  lid  of  box.  (Butterflrid 
(Jo„    Derby    Line,    Vt.) 


OBABT  no*  ^7-I>n—&.  A.  B*  and  IT.  a  Staiid&rds  of  Screw  and  Bolt  Siiea.    &  A.  B.  BpaA  flat 

8Sxm.    Spatk  Tlv^  Wrencbes — see   pages    701  to  707^  for  threads,  taps,  dies,  drills^  ete. 
*m#  dtmmeier  of  ho!t§  and  cap  acrewa  la  one*one  ihouaamdV\i  ot  aiv  inch  less  than  nominal  diameter. 
'*S*m  Mho  page  all.      tSee  also  page  705   for  a  Ford  tctew  p\aV«i  *%i,     ft*e  i.\%^  \%vt  704,  708.  708. 


BOUBLE  SINGLE  OPENCtJT  RASP 
CUT  CUT  TLOAT'     CUT 

Fig.  2.  The  top  row  illuBtniM  tht  different 
CQt;ti&C  gnkdM  fllet  cmi  b»  obU&ned;  closer  tht 
teeth  «re  together*   floer  the  cut 

Lower  row  illuatretei  different  molliodi  of  cai- 

m.     •       .sv  M  M*       1  \  ^^8  teeth  on  fllee. 

Flff.    1.     iShftjiee   of   flilee   io   geioernj   aie. 

rues. 

ElndJ:     There  ere  many  different  kinds  of  filet.  length.     It  tepers  ihsrpljr  to  e  iMjint  towerdi  iti 

btil  we  will  de»t  princiiiftUy  with   thoee  uted  for  end.     Deed  for  work  where  Rpace  it  liouted.     Oen 

metel    work    end    tuiteble    for    eutomoblle    repeir  be  hed  in  different  gredet  of  cnt.     Teeth  ere  oe- 

ibopi.  UiiUy    ** double-cot."*     Lengthe,    3*   to   10** 


of   the  filet  in  generel  nee  ere  thown   in 


Sliepet 
fig.    1 

Outtliig  snffecee  ere  ihown  in  opper  row,  fig.  2. 
The  coeriteet  metel  cutting  file  it  the  **beiterd' 
eat,**  the  next  ie  the  "lecond-ent/'  next  '*emooth* 
cut,*'  then  * 'deed  smooth/*  Note  thet  the  finer 
the  cut.  cloeer  the  teeth  ere  together.  Ooeree 
cutting  file«  ere  uied  for  loft  metel  or  for  re- 
inoTing  quite  e  bit  of  metel  end  finer  cut  files 
ere  as«d  for  flnisfaiog  or  for  harder  metelt. 

Metliod  of  cnttlnjr  teeth  on  e  file:  The  teeth  een 
be  "double-cut"  or  "single-cut,"  but  thte  doee 
not  intereet  the  purcbeser,  es  the  menufecturer 
luekei  tome  of  the  files  "single**  end  some  "dou- 
ble'* cut,  but  whether  medo  either,  the  point 
thet  determines  the  cutting  surfece  of  e  file  is 
es   per   the   peregreph    ebove. 

The  fiet  file  (1):  Tepers,  but  not  to  e  fioe 
point.  Used  for  filing  flet  surf  sees.  A  very 
populer  file.  Cen  be  bed  in  enj  of  the  grades 
of  cutting  surfaces  »■  shown  in  upper  row,  fig.  3. 
Teeth  are  neuellj  e  *' double-cut/*  Comes  in 
lengths    from    3"    to    IS", 

Tbe  lund  file  (2) :  Is  elso  a  fiet  file.  Used  rery 
moeh  for  the  eemo  parpotet  es  the  "flet"  file  (1>. 
Does  not  taper  towards  its  end  but  does  teper  in 


n«.H 


thtcknees.  This  file  cea 
elso  be  hed  in  different 
grade*  of  cutting  mr- 
feces.  Teeth  ere  ueael- 
Jy  "donble-cut."  There 
it  one  point  however, 
where  it  differs.  It  has 
one  or  both  edge*  plain 
(not  cut  St  all),  called 
"aefeedge.'*  It  would 
be  iulteble  for  beveling 
piston  ring  grooves  per 
fig.  8.  Lengtbe  8"  to 
16". 

Hin  fll«  (3) :  Is  elso  a  flat  file.  Used  very  much 
for  the  eame  purposes  as  the  "flet"  end  "hand** 
file,  bat  is  of  e  cheeper  make.  Teeth  ere  ufxielly 
n  "slnglecut."  Oan  be  had  in  the  different 
gredeii  of  cutting  surfaces,  but  one  point  to  re- 
member about  e  ^'mlU**  file  it  thet  It  Is  one  grade 
finer  cut  then  e  "fiet**  or  *'hend"  file,  that  it, 
if  yoa  cell  for  e  "mill"  file  with  a  "besterd- 
eat,"  il  will  be  equel  to  a  "hand,"  or  "flet*'  file 
of  e    *'«econd>c&t/*      Lengths,   3"   to   18". 

Weifding  file  (4>:  Is  e  fiet  file,  but  very  thin, 
ebcul  half  the  thickness  of  other  fiet  files  of  leme 


Half 'found  file  <5):  Tepers.  Cen  be  hed  in 
different  gredee  of  cutting  surfecee.  Teeth  os- 
ually  ''doublecut"  on  one  side  end  "singlecnt" 
ou  the  convex  or  round  side.  Used  for  work 
curved  in  ehepe  end  flel  tide  uted  for  flet  work. 
Length*,    8*    to    18-. 

Bound    file     (8) :      Tepers.      Used    for    enlarging 
round    boles*    etc.     It    nsuelly    e    **bastard-out,* 
A  small  round  file  is  known  es  e  "ret  tail*'   file. 
Lengths,   A"   to   18". 

Squere  file  (7):  Tapers.  Ueaelty  e  "besterd- 
cut.*'  Teeth  "double-cut."  Used  prlncipelly 
for  enlarging  epertures  square  In  shepe  or  rec- 
tangular.    Lengths.  8"  to  18", 

SquAre  * 'blunt"  file  it  e  squere  file  which  does 
not  taper,  but  preserves  its  sectional  ebepe  from 
point  to  teng.  It  ie  used  for  finishing  end  en*^ 
targing  mortises,  key-ways,  or  splines.  Usuelly 
"batard-cut."  "Double  cut."  Length*,  10"  to 
30". 

TrlAngiiler  filet  (8):  Comee  in  meny  different 
name*  as  "three-square,"  "handeew  teper  tin- 
gle cut,**  handsaw  taper  double  cut,*  ***llm 
teper"    end    "eztre    slim    taper." 

The  Uiree-aquftre  file  tepers  end  teeth  v  usuelly 

"double-cut**  with  cutting  surfecee  mostly  "be*- 
terd."  Used  for  filing  out  square  comer*,  filing 
taps,  cutters,  cutting  steel  tubing,  notching  round 
bars,    etc.      Length*,    3*    to    18*. 

The  headsAW  teper  alngle  cut  file,  tepers  to  e 
smell  point.  Teeth  "single-cut.'*  Usuelly  e 
"second  cut.**  Used  for  sherpeolng  bendsews. 
The  three-square  file  is  not  suitable  for  sherpen- 
ing   hand    sew*.      Lengths,    3"    to    10*. 

Tbe  lumdsew  teper  double  cut  file  la  enother  trl- 
enguler  file  with  teeth  "double-cut"  end  "see^ 
ond-eut"  surface.  Used  for  filing  fine  toothed 
hand  end  metal  workers'  heck  sews,  which  ere 
harder   than   wood   sews.     Lengths,    8"    to   6*. 

Tbe  rUsi  teper.  Teeth  ere  * 'single-out'*  with 
"second-cut*'  surface.  It  tepers  end  it  triengu- 
l&r  in  shape  but  very  light,  io  other  retpeete  luie 
the  "handsaw  file.'*  It  bee  supereeded  the  Tfa- 
lar  handsaw  file  as  it  hee  e  greeter  sweep  or 
stroke.      Lengths,   3"   to   10". 

Hxtre  elim  teper.  Lighter  stock  then  the  elim 
teper.  Teeth  usually  "ilnglo-cut"  with  "teeoud- 
cnt"  surface.  Generally  tepers  but  occeslonetty 
blunt.     Lengths.  4"  to  8*. 

— continued  on  page  814. 


GBABT  KO.  ^7-B^.  FUeB.    See  aUo  pages  614  aod  708, 

dee  pege  615  for  Socket  Wrencbea,  wbicb  were  formerly  oo  thie  pege.    See  p&i«  ^VL  lot *t:«^  %\^\Mk. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-FIVE. 


- — File» — cootinued  from  page  613. 
Otbcr  trlangwUr  fllas  are  the  '*tMhDiiMW  lUe**  for 
filing    the    t«eth    of    a    bandiaw.     The    "cantsa^ 
fil«'*    for  filing  croif  cut  mw  teeth  and  the   ''gin- 
9mw  fil*"   which  U  a  4",   three  aquare,  aiugla  cut. 

Wood  rasp  filo  (0) :  la  a  Tery  coarie  cut  file. 
Koto  the  **raspcut"  la  fig.  2.  Haip  filea  eao 
be  had  wJth  teeth  ahaped  aa  ahown,  but  ia  the 
difrereol  gradea  of  finosa  of  cuta  aa  *'coarBe,'* 
"baatard.*^'  "iecondcut"  and  **ainooth."  Can 
also  be  bad  in  flat  and  half-rotind  ihapei«  Tber 
are  lued  for  rarioai  porpoaei  aa  for  wood  cabinel 
work,  wheelwright,  carriage  and  to  some  esleot 
by  plombora  ana  n.  irbleworlcera. 

OoU  fllo  (IQ):  A  very  fine,  flat  file  made  espe- 
cially for  dreaaiog  down  vibrator  and  screw 
pointa  OQ  ignition  coila  and  platinum  interrupter 
pointa  on  magnetoa  and   timeri. 

Files  To  JJa/6  For  IMffotent  Work, 

£uir«r  th#  work,  larger  the  file.  For  flat  vai- 
facet*    nae    the    **band,"    "fiat"    or    "mill"    flla. 


If  work  fa  in  a  thin  nazrow  cpaca,  uae  ibo  ward- 
ins  file.  If  lnt«ilor  work  ctirv«d  oc  wq,UMX%  ttia 
the  round,   half-round  and  aquare  file. 

For  cast  iron,  nae  "baitard-cut"  to  be^n  tkf 
work  and  flniih  with  a  **aeeo«d-eal^'*  Oatt  Iros 
fa  aoftor  than  ateol. 

For  aoft  steel,  uae  a  ''aecond-ent**  to  becio  tbe 
work  and  Aiiiah  with  a  **atDooth«cat,"  If  a 
"miU''  file  ia  uaed,  aee  aeTenlh  paragraph,  page 
6X3, 


For  hard  iImI,  uae  a 

"dead'tniootli/* 

Brass  or  bronses  ose 

with  a   "second"  or   ' 


'amooth'CBt/*  flniah  witk  ft 


a  "bastard-eut' 
'smooth -cut/* 


and  finiah 


Babbitt,  ■lomlnom,  lead  and  soft  metala,  use  a 
"ba«tard-crut."  A  popular  file  usetd  for  aoft 
metala  is  a  "float"  or  "open-cut"  llle,  whit^h  haa 
wide,  deep  open  cut  teeth  which  doe*  not  fiU  up 
•a  readily   as   a   finer  cut« 

1 — flcrew  drixor» 

2 — Solderhif  iron. 

3 — Hack  SAW. 

4^Chisels, 

& — Oenter  punch. 

6 — Straight  ahank 
dHll  (for  hand 
and  breast  drUi>, 

7 — Taper  a  h  a  u  k 
drill  (for  driU 
preaa). 

8 — Reamer. 

9 — Gas  ptierm. 

10-Cntting   pU« 

ll-'nnners    abean. 

Hammers;  A— macblntsu 
ball  pein;  B— riveting;  C— 
ttofiers  riveting;  D — raw- 
hide mallet ;  £^-«ngine«rs 
baud  hammer;  F  —  black- 
■mitha  hand  hammer;  <l — 
blaektmitha  sledge. 
Tig.  27.  8tillwm  pipe 
wrench* 


Hookey  wranoli* 
Adiustable     flat 


Pig,  29. 

wrench. 

Fl^.     4.     Plain     calipers. 

8ee  page  700  for  the  spring 

type. 


Set  of  ftrslgbt  shank  dflOs 
for  band,  broad  or  b«idfc 
drlU— from  No.  I  to  fiO.    8m 


pagea  6^9,  706,  bow  to  l 
drill  sisea  and  paffo  <IIft  fov 

a   small   ontflt* 


OHABT  KO*  247-F — Seldctioin  of  Small  Toola  For  thfl  Shop.    See  pages  701  to  707  for  Drill  6ixe% 
TMpa^  Dies,  etc.    See  pagea  69$  to  700  for  Measuring  Took  and  How  to  Uae  Them. 
(8mmn  $cct  Hat  fram  Motor  A«e.) 


BtJlLDINQ  AND  EQUIPMENT  OF  GARAGE  AND  SHOP. 


mM 


P 


trig.  Z— CyUn. 
der  roboiing  bui> 
cblBe.  R^- bores 
scored,  fflftitd  and 
welded  cyUndert, 
or  those  worn  out 
of  true.  SoccoiB- 
fully  reboreft  anj 
•  tie  or  type  of 
engine  block  from 
]  to  12  cytindftrft. 
And  from  2  Vi  to  8 
inches  in  dikin- 
eter.  Rebore*  mnr 
ordinAry  4  cylin- 
der block  in  less 
2   hocirt.   and  with   «a  Aecoriey  down    to  the  fractionftl 

Mtt  of  m  thouBAndth  of  &q  inch,    <M*rvd  Mitchinery  Co,,  311 

Kleolet  At*.,    Mlnne*polia,    MlnnO 


Ojtinder 

r«amor»  S  e  « 
p  A  ff  e  t  792, 
653. 


Sind  grtndftf,  Nois  drill 
ffrlodine  Att.  mnfc^d  by 
Am.  Grinder  MIf.  Co. 


^VCMoloi 


Pig,  11.  8ryA0t 

vaIto  Rprla^  eom- 
presAor.  VaN§ 
can  be  fround 
without  recDorinf 
cpriof. 


TAT  AND  DBILL  SET 


rig.  25.  Tap  And  drUl 
•et  for  ATcrAgA  tmAll  work 
each  Ai  on  lAmpt,  tpe«d* 
otoetert,  homi,  ote.  T*p 
tisea  Are  2/56;  4/40;  0/33 
and  10/82;  with  drUlA  to 
match.  See  pag*  705.  how 
to  remd  marki  on  drlllA. 


T  NO.  di7^4}— IflgcoUAnaous  DevlCM  For  The  Sliop.    Brake   liiulng    Slxei   For   1919   Oftii 
(Molor  Age),    See  pagea  516  and  631  for  valve  grinding  tools. 
*8««  iwro  690  for  »  brake  ttntng  coaoterAinJc    **8ee  mlto,  past  1^^.     ^&\ia\«akftu\  til  ia3A?&\L\%t.Vic«iL^ 


DYKE'S  INSTRUCTION  NUMBEE  POETY-PIVB 


Layout  For  llacbine  Tool  Equipment  of  an  Ideal  Service  Station  for  Average  Town. 

Fig.  21.    niuBtrates   the   layout   for   ar-  ^a^M«^  Tool  and  Eq^iipaMnt 

rangement  of  a  one  floor  salesroom,  supply      Line  shaft,  80  ft.  lone,  l%  in.  dls. f     HUH) 

department,    store    room,    office,    machine      Adjiutable  hanK«ri  30.40 

•hop,  tire  repair  and  electrical  repair  de-  Jithe^coiSti^ut  iScta                              "**^ 

partment  as  suggested  in  Motor  Age.  BorninK    and    numinK-in    machine    with 

fittingi     400.00 

IfeasiimMOtt  are  60  ft.  wide  and  150  ft.  long.       DriU   preas,    14in .?^$2 

N<»te  the  "drive  in'*  and   "drive  <mt/*  alio  the       Lathe,  11^ -in.  iwinr  over  carriage 818.00 

traek  for  the  chain  hoiat  to  lift  engine  from  the      Grinder   "*2! 

frame   to  work   bench.     Farther   note   the   space      Welding  table    ^^*!2 

partitioned  off  for  electrical  repairing,  tire  repair-       Forge H-SSi 

ing  and  battery  charging.  Welding    apparatna     90.00 

Anvil 16.00 

The  lO-hp.  electric  motor  ahown  in  the  layout       f  *'   compreaaor   ontUt    ^II'SJ 

ia  deaigned  to  ran  at  1800  r.p.m.     Thli  will  give       ^»5  ■*»»?    • S'S 

the  line  ahafting  a  apeed  of  400  r.p.m.     With  a       5»5}"«    •J»"l    52*Sa 

aoin.  pnUey  on  the  ahaft  to  drive  the  grinder.  S"'^*  ?*f"*u*;XX  W       i:u'i.i::^^^i"        2*2a 

the  Utter  will  ran  at  2000  r.p.m..  which  ia  about  2^«'t*'i  *"fi'  ^^^  ?'  J^\*^  hrackeU. .        48.00 

4000  ft.  per  minute  surface  apeed  for  an  emery       Overhead    carrier    and    hoiat 84.00 

wheel  7  in.  in  diameter.  J^l^e  }fthe 8.TB 

Oonneeting   rod   Jig    aS 

In  this  lajont  we  hsTe   shown  tha   air   eom-      oia^k«hIft*  ateaiehtener 84!oO 

pressor  driTsn  by  an  indlTldnal  electric  motor  in-      S^Sh  aVbor  nrafa  85.00 

atead  of  from  the  line  ahaft.     The  first  cost  of  a       oSSTinr  tS^  S.00 

2-hp.   electric  motor  required   to   drive  the  com-  t  .i!!!!    «».«I«                                                          78.50 

preaaor  wiU  be  a  little  more,  but  we  believe  thia       ^^•^^    ^^^*    

will  be  absorbed  in  the  aaving  of  current.     Fur-       toImI  82  887.85 

thermore,    there   is    the    advantage    of    automatic  *"*■*                                                                    • 

atarting    and    atopping.    which    cannot    be    done  PnUey  dlmansions:     A — ^line   shaft   lyk";    A-1. 

when  the  outfit  ia  driven  off  the  line  ahaft.     A  82";    A-2.    20";    A-8.    7";    A-4.    10";    A-5.    14"; 

aervice  station  needa  compressed  air  all  the  time.  A-6,  20";  electric  motor.  8";  grinder  pulley  4*. 
but  it  ia  not   economy   to  keep   a   10   or   15-hp. 
motor  going  ^nst  for  the  air  line. 

Lathe  Tools  and  Blacksmitli  Equipment. 


•Lathe  tools:  6".  8  Jaw 
geared  scroll  chock;  sock- 
et wrench  %.  %  and  %"; 
lathe  tool  holders  4".  to 
be  used  with  14"  Uthe: 
drm  chuck  with  Nos.  1 
and  2  arbor  to  hold  drilla 
up  to  %":  latha  dogs, 
H*.  1\  IH"  osch. 


Blacksmith  agnipnsnt;  A — anvil  100  lb.;  B— 
forge  with  12"  fan,  26x88"  hearth;  O— poat  driU; 
D— drills  H  to  %";  B— acrew  pUte  aetj  F— 
blacksmith  vise;  H — ^flat  lip  tongs; 
wrenches;  L— 8  lb.  " 


J 


TAST  NO.  04 r-H— BC^u^liina  Shop  Eqaipm«nt  tot  liKct^a  fShoi^. 

pmg€  711,  bow  to  make  laths  tools.     See  page  41»  tor  Bq^mvoittw  m«c^3^&l^'0«v«s^abMDLV 


The  maclilneiT  tquipment.  t  g ether  with 
m  list  of  macbinerj  necessary  for  a  large 
or  Bm&ll  shop  19  given  on  pages  616,  618. 

Equlpnient  for  a  fairly  large  fdiop  in 
which  almost  any  work  can  be  done  is 
shown  on  page  616. 

Bttnlpmant  for  a  amallor  shop  in  which 
all  average  work  can  be  done  is  shown  on 
page  618. 


The  line  shaft,  shown  in  fig»  5,  page  618 
wo  old  porbably  be  arranged  different.  It 
la  shown  in  one  length,  whereas  it  would 
likely  be  arranged  in  two  sections  or  as 
shown  above. 

Approximate  Cost  of  Equipment  of  a 
Small  Shop. 

MftChUkery  ihown  in  Af.  6,  pairs  618,  ip* 

proximftUer .«...» ,....|800.00 

Lfttbe   tools    (p*fe  610) 66.00 

Lfttf  o  tool! .      60,00 

Smftll   tool!  .  .      76.00 

MiicelUneQQB  .    100.00 

Tout    ,  , ^  .  .  ^  .  ?1.120,00 

Air  oompreasor  outfit  is  Important.  The 
air  pump  could  be  operated  from  the  line 
shaft,  but  if  in  active  use  it  would  be  best 
to  run  it  from  a  separate  electric  motor — 
see  pages  564  and  563. 

Otlier  Money  Making  Equipment 

C  Battery  chArglng  and  rcpftir  outfll,  iacluding 
nwtor-^aerfttor    let    or   a    rectifier,    cadmiam   teit 

outfit  (tea  pft?fl«  864K  and  Sesi) . . .  .1250.00 

Tire  repair  mad  rulcauisiDK  outfit    (page 

610)    ,   , 875.00 

Electrical     testing     instrameata      (pasei 

804H,    I.   J) tS.OO 

Ox7ftn  carboa  cteaoins  outfit  (  psge  024>  26.00 
Oxyaeetyleoe   weldiog   outfit 100.00 


Lathes  for  Rapalr  Shop  Work. 

The  choice  of  a  latlie  depends  upon  the 
amount  of  work  and  kind  of  work  one  pro^ 
poses  doing.  If  equipment  is  desired 
whereby  one  can  make  repairs  on  axles, 
axle  housings,  and  fiy  wheels  then  a  16  in. 
swing  8  ft.  bed  lathe  would  be  recom- 
meoded* 

A  smaller  lathe  for  work  on  bearing  bnsli- 
ings,  pins,  grinding  piston  pins  and  bolta, 
a  lathe  with  a  4  ft.  bed  and  6  in.  swing  is 
required. 

Drill  Press. 

A  large  drill  preas,  back-geared  type,  with 
a  16  in.  table — for  work  such  as  reaming 
cjlinders,  drilling  holes  in  frames  and  etc. 
will  be  required. 

A  sanBitlve  drill  press  for  light  work, 
eueh  as  drilling  cotter  pin  holes,  small 
shafts  and  rods^  such  as  those  on  the  steer- 
ing device,  timer,  etc.  is  very  necessary. 

Some  of  the  macufactureri  of  drill  pretiei  sre: 
Barnea  Drill  Co.,  Rockford,  IlL;  W.  P.  Da^li  Co.. 
Roeheiter,  V,  Y. ;  Ohampioo  Blower  and  Forge  0(k« 
Laocaater,    Fs.;    Oatiedy^Otto    Mfg,    Oo.«    Ohieago 


Heights. 
Wi». 


111.;    American   Grindw   Oo.»   Milwaoka*. 


Portable  electric  drills  (see  illustrationt 
page  563),  are  very  handy  for  drilling  holes 
in  frames  for  attaching  shook  absorberst 
horns,  muiflers,  etc. 

Power  Hack  Saw* 
Power  hack  saw  (see  fig.  5,  page  618),  are 
used  for  cutting  all  kinds  of  metaL     They 
are  made  self  feeding  with  automatic  stop. 

Mannfactnreri  ar«;  Weat  HaTan  Mfg.  Co.,  Keir 
HaT«a,  Ooan.;  MillarsFtUa  Co.,  Millar  FalU. 
Msta.;    Goodell  Pratt  Oo.,  Greenfleld,   Man. 

Ohaln  Hoist, 
The  chain  hoist  is  illustrated  on  page 
616.  They  can  be  secured  in  capacities 
from  %  to  I  ton,  suitable  for  general  auto* 
mobile  work.  The  lift  varies  from  6  ft.  for 
the  ^  ton,  7  ft.  for  the  %  ton  and  8  ft.  for 
the  1  ton  capacity. 

M«auf«ctareri  are:  The  Edwin  Harrington  Sons 
a  Co.,  Philadflphia.  Pa.;  Wright  Mfg.  Oo..  LU- 
boro.   O. 


91490.00 

For  a  still  smaller  shop,  a  Tun^  r  or  other 
type  rectifier  could  be  uaed  instead  of  a 
motor-generator  set,  together  with  a  cad- 
mium  testing  outfit  for  storage  battery 
work^  and  electrical  testing  instruments  of 
smaHer  size,  as  per  the  ** portable  outfit" 
on  page  8841,  for  less  money,  where  there  is 
not  very  much  work  to  be  done. 

The  tire  repair  outfit  could  also  be  re- 
duced to  $150.00  by  obtaining  a  smaller  out- 
fit as  the  one  shown  in  fig.  ll,  page  610  and 
fig*  2,  page  574. 

Power  to  rtm  the  machinery  could  be  a 
gasoline  engine  or  electric  motor.  The  elec- 
tric motor  is  more  convenient  and  can  in 
many  cities,  be  rented  from  the  electric 
company. 

Work  benches  should  always  be  placed 
next  to  windows  where  there  is  light.  It 
should  measure  at  least  S  or  10  feet  long, 
height  about  3  feet  and  width  2  ft.  6  in. 
and  made  of  2  in.  thick  well  seasoned  pine^ 
or  better,  birch.  See  also  pages  596,  fig.  8 
and  page  616. 

*'Bew  To  &an  a  Laiha**   and   ''First  Year  Lathe  Work"  ar«  two  64  pago 
— MrKleh  wilt  b«  «tippUed   to  rcadari  of  thia  book   for    10c  «ach.     Addr«H 
Smith  8«nd.  Ind..  and  maotion  that  700  haira  thia  book.     tB««  ft\«Q,  p%t^  ^^%. 
Btmih  B«Qd  Latb«  Works  in  back  of  book  for  ejliader  boTin^  ikt\&c:\vm«i^V. 


Emery  Wheels  and  Stand. 
The  emery  wheel  is  used  principally  for 
finishing  up  tool  work,  taking  off  metal  and 
aleo  for  buffing  and  polishing  brass  parts* 
Two  emery  wheels  No*  40  and  No.  60  grade 
at  least,  should  be  secured,  also  cloth  buf- 
fers for  polishing. 

A  Ttrj  compact  electric  emarx  wba«l  and  buiftr 
!•  made  by  ih«  LeBron  £l«ctri«  Worki,  Omaha. 
Nebr. 

tDlameter  and  Revolution  Formula. 
This  formula  will  explain  how  to  find  the 
size  of  pulleys  to  use— see  also  page  563. 


Dl 
Dl 
D2 
D2 


PUtUT 


ORivr 

X    Rl    -h   D2    =   Ra, 

X    Rl    -^    R2    =   D2. 

X    Ra   -I-   Rl   =   Dl. 

X    R2   -i-   Dl   =r  Rl. 
Dl  repreaanta  diameter  of  driver. 
D2  reprc««nt«  diameter  of  driven. 
Rl  r^preaenta  revolutiont  of  drirer. 
R2  repretenta  revolution!  of  driven. 

famphleta,  fully  illnitratad 
iooth    Btud   \jkVtv%  NRto>i*. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-FIVE. 


I 


Hn 


■B      w 


a 


# 


7^3^  of  7 


C[lir^3QriJl 


t/W 


5"o3 


iPij^.  4.^ — ^Hpffrftrd  Ia|r0ii(  fmr  tmoll  *»«f*fnt  »ho$  if   comrr  a;  pdrot^r 


lAy  Out  For  a 
MacMxie  Ehop. 

Fig.  4 — lA7-ont  for  MoaH  m^ 
diitm  Bliop — <lr)ven  by  a  8  to 
6  h.p,  electric  motor  ao4  with 
ft  motor  Bland  for  **nuLBi&t 
in*'  or  "workinf  ia**  e&times 
after  &«w  rin^i  are  fitted, 
etc.  The  Iiae  ahaft  iboold 
revolre  about  200  r.p.m.  Lint 
shaft  ta  15  to  20  ft,  ton;  witb 
3  haneers.   1^  or  1%«  incb  dL 

riff.  6  abowt  another  Uy-ottt; 
la  the  inuiLration  (exa^erat- 
ed)  we  have  Uid  oat  a  ataadard 
line  of  machinery  luitabte  for 
«  machine  abop.  The  Ime  shaft 
ia  arraniped  La  a  airaigbt  line, 
wbere&a  for  aloae  qaart«ra  it 
may  be  neceaaarf  l«  pUc«  tir« 
line    shafts. 

Although  a  e>BoUne  enfiae 
and  an  electric  motor  (or  poww 
are  both  illaairat«d»  only  one 
ia  ueceaaarf :  both  are  abown  la 
order  to  explain  method  for 
belting  if  one  or  ihe  other  la 
uaed.  The  electric  motor  ii 
iianally  placed  on  the  oelling 
or  OQ  a  post  or  abelf. 

The  gasoline  engine  ou^bt  to 
be  equipped  with  a  ctuieli  in 
the  drive  pulley  or  in  the  pnlUgr 
on   the  line  shaft. 


Approximate  Pieces  of  Machinery  EtiuJpiiient  for  a  Small  Sliop« 


1 — 20    inch    drill   preaa «..,..  .|75.00  to  100. 

1—10  in.  r   B  It.   Utbe 2S4.00 

1 — emery  stand  with  2.  0x1  wheeli. 30.00 

1 — aenaitive  drill  press  for   small  work..  ftO.OO 

1 — manrsi  No.  1,  power  hack  a*w. .......  36,00 

i6* — line  abalting  and  4  drop  hangers  and 

b«Ulllf  . * 50,00 


Oompressed  air  outUt^  belt  driven  from  line 
shaft  (see  chart  237'B) 


45.00 


We  irill  asaume  the  elecirio  motor  ia  rented  from 
the  eleetrio  company.  If  not,  add  about  f  100  for 
eleetrie  motor  or  gaaoline  engine. 


rtf.  6. 


LAYOUT  rgmitMtw  ftifc>ot.ii>)t  i:*n,i*n  pwivi  q»nrcT^*c  t^on^ 


Shaft  Btraigbtenlsg  press.  While  this  press  is  made  mainly 
for  atralghlenmit  ahafts.  it  is  also  applicable  for  axle  atraight- 
ening  aa  well.  A  tremendoas  power  can  be  brought  to  bear,  by 
the  action  of  the  long  lever  and  heavy  screw.  A  section  of 
l^erfectly  true  shafting  ia  centered  between  the  adjustable 
tail  stock t  Bad  used  as  a  guide  or  measuring  point  aa  the 
ahaft   ia   beiog   straightened. 

Back  geared  drill  preaa.  The  advantage  of  the  back  gear 
feature,  is  obvious,  as  it  ia  often  very  desirable  to  reverae  the 
direction  of  rotation  of  a  drill. 

Oap-bed  lathe.     The  dlatingnlahing  feature  of  tbia  lalbe  ii    ^^^^ 
that  the  guides  near  the  lathe  bead  are  cut  away,  thereby  in-    --  -- 
ereaaing    considerably    the    lite    of    the    awing,    without    in- 
creasing   the     other    dimensions.       It    is    possible    to    handle 
much   larger   work   with   thia  style  than  could  be  handled  on 
the  regular  type  of  the  aame  diraenaiona. 


€!HABT  irO. 
i'*B0w  U  Ram 


248 — L&7*0ut  and  ISqulpment  of  a  Machine  Shop  for  Arerage  AntomobUe  Work- 
— s«e  foot  sott  bottom  of  pag«   617.) 


BDILDINQ  AND  EQUIPMENT  OP  GARAGE  AND  SHOP 


7? 


anU  tmtmr  fMto  M  it*  Co«crt<«  fl^MT 


^^ 


tMO  mcw%  MnM  MTTVN     |l%4i^4>  ^ 


^ 


VkTUA  MTflJlH 


I'^lt^'* 


Pa«<«  B^iwrda  1*5  fit*  t*r*m  tt  lb*  Ead4 


1^ 

Xb«  boma  g«r«go  ibowii  la  tit*  lUuBtrmtlon  it  detifn«d  for 
hoQftiDf  one  mAchlne,  and  to  givt  %  Ilttl«  ipace  About  it  mo  ibftt  » 
perion  can  clean  the  aiterior  of  the  automobile  and  do  small  repairs. 
Tke  first  tiling  to  b«  coiuldered  la  Ui«  foundAtloii,  or  baaa,  w^lch 
la  made  of  concreiia.  The  aanti  ahould  be  excavated  for  a  depth  •€ 
6  inches  aod  to  the  exact  dimanaions  grlven  for  the  floor  plan.  Tba 
hole  ia  then  ILlled  with  cioders.  trail  tamped  ia  and  leveled  on  top. 
A  frame,  about  4  inches  high«  Is  boilt  up  of  cheap  lumber,  ao  thai 
the  space  wUhin  meaaurea  12  ft.  wide  and  16  ft.  louf.  except  at  the 
double- door  opening  where  a  aloping  runway  ia  formed  for  the  eaay 
entrance  of  the  automobile.  A  2  incn  layer  of  concrete — a  mixture  of 
1  part  cement,  2  parte  aand,  and  4  parts  gravel,  or  cmahed  atone 
la  placed  on  top  of  the  cinders,  and  a  naat  mixture  of  c«#neot  and 
aand,  H  i&eli  thick  is  placed  on  tha  concrete  and  made  perfectly 
level.  Wben  putting  in  the  concrete,  %  inch  bolts,  about  5  inches 
long  are  s«t  in  the  edge  with  the  threaded  end  extended  about  8 
inches  above  the  upper  surface  of  the  cement  and  in  line  with  the 
center  of  the  2  by  4  inch  timber  used  as  a  sill.  The  detail  of  this 
construction  is  ahown  in  the  aketch.  About  four  of  these  bolta 
should  be  act  on  each  aide,  three  on  the  end,  and  one  on  each  aide  of 
the    double    doora. 

The  comer  posts  and  studs  are  cut  so  that  their  length,  together 
with  the  thickness  of  the  stll  and  the  two  piecea  for  the  plate,  will  measure  0  feet.  This 
ia  the  proper  length  to  cut  the  boards  without  waste  from  standard  lengths  of  lumber, 
Aft«r  raiting  the  corner  poata  and  atuds,  and  nailing  the  plate  pieces  on  top,  tbs 
siding  boards  are  n&ited  on  vertically  to  the  plate  and  sill,  and  the  battens  nailed  over 
the  jointi, 

Tba  rafters  are  built  up  ia  a  manner  similar  to  that  uaed  on  large  garages  now  so 
popolAr.  Esch  one,  or  cscb  psir«  eouaiiiis  of  a  croaaplece  that  rests  on  top  of  the 
plates  at  the  aidsi  and  ia  notched  at  the  ends,  to  receive  the  ends  of  the  convex  rafltr 
pieees.  The  pattern  for  one  of  these  plecee,  with  dimensions,  is  shown  in  the  drawing. 
After  fitting  the  three  main  parts  to  form  one  rafter  across  the  building,  they  are 
fastened  together  with  short  pieces  of  boards,  which  can  be  cut  from  scrap.  The  rafters 
are  set  on  the  plates  16  iacbea  apart  from  center  to  eenler. 
The  sbeathtng  boards  are  nailed  to  the  curved  edges  of  the  rafters  lengthwise,  and  as  the  material 
tifft  eails  for  boards  12  feet  loug,  one  and  one-half  lengths  will  cover  the  rafters  aad  allow  1  foot  projeo* 
tion  at  each  end  for  the  eave.  The  facia  boards  are  cut  on  a  etirve  in  the  tame  manner  aa  the  rafter  pleeea, 
and  the  under  aide  is  cut  as  shown  in  the  detail,  so  as  to  make  a  neat-appearing  connection  to  the  and  of 
the  friase  boards.  Straight  facia  boards  are  fastened  on  the  eaves,  at  the  aldea,  in  the  Ksme  manner,  and  a 
friese  board  nailed  to  the  under  aide,  the  enda  beiag  finished,  aa  shown  in  the  detail  drawing. 

Prepared  roofing  la  fastened  to  the  sheathing  in  the  usual  mannsr,  beginning  the  layers  at  the  save  and 
ftniaking  in  the  center,  allowing  the  center  piece  to  overlap  on  both  aides. 

The  windows  consist  of  four  single  easements,  two  being  placed  on  each  side.  These  can  be  of  any 
site  to  «uit  tbe  builder,  and  can  be  bought  from  a  mill  ready  to  be  »et  into  the  openinga  cut  for  them. 

Tb«  doors  can  be  made  up  of  the  tame  material  as  tha4  used  for  the  aiding  and  battened  together,  or,  U 
a  more  elaborate  door  is  desired,  they  can  be  purchsied  at  a  reaaonable  price,  panelled  and  with  a  glaaa 
in  the  upper  part.  If  pani'led  doors  are  used,  Id  boards  can  be  deducted  from  the  sidiag-mat«rial  list. 
The  double  doora  will  require  fastenings  at  the  oenter,  and,  in  placing  the  oonerete  fioor,  a  keeper  should 
be  set  in  the  surface  oemant  for  the  foot  lalcb.  The  upper  keeper  can  be  attached  to  the  end  rafter 
erosapiece.     The  oauat  hardware  is  necessary  for  the  small  door  at  the  opposite  end. 

A  garage  built  up  in  ihla  manner  and  well  painted  will  last  for  years,  and  if  it  becomea  neeesaary 
!•  BOve  It,  nothing  will  be  lost  except  the  concrete  floor,  as  the  building  can  be  lifted  from  the  bolts  and 
Inko  away  bodily. — (Popular  Mechanics.) 


Mntarlal  IdsL                                                                                  | 

OOKORETE    FLOOBS: 

WINDOWS... 

3  bbts,  cement. 
4.5  cu.  yd.  cinders. 

4 

single  csiements. 

3.2  cu.  yd.  sand. 

FINISHING  PIECES: 

4.8  cu.  yd.  gravel 

2 

friese  boards.   18  ft.  long.    %  hf  1  tt. 

SILLS,    PLATES    AND   STUDS: 

2 

facia  boards.   18   ft.  long.    %    by  4   in. 

e  pieces,  16  ft.  long.  2  by  4  ia. 

4 

facia  boards,     8   ft.   long,    %    by   1   ft. 

4  pieces.  12  ft.  long,  3  by  4  in. 

8 

comer  boards.  8  ft.  long,    1i    by  4  in. 

30  pieces.     8  ft.  long,  2  by  4  in. 

6 

door  facing  boarda,  8  ft  long,  16  by  4  tn. 

SIDING: 

HARDWARE : 

90  boards.  8  ft.  long,   14  by  8  in. 
»0  battsna.  B  ft.  long. 

1 
1 

pair  of  door  binges. 
door  lock. 

RAPTKRS: 

S 

pair   of   heavy    door   binges. 

foot  latch. 

10  boards.  14  ft.  long,   %  by  8  in. 

1 

10  boards.  14  ft.  long.   %  by  4  in. 

1 

upper  latch. 

ROOFING: 

I 

large  door  lock. 

Enough    sheathing    boarda.     13    ft.    long 

t« 

10 

lb.    20- penny   nails. 

eovar  260  ag.  ft 

30 

lb.      8  peony  naUs. 

Enough  prepared  roofing  to  cover  260 

sq. 

ft. 

10 

bolti,  with  double  waahera,   H  by  ft  In. 

^3SAB< 


;T  NO.  240 — Building  a  PrlTata  OumiVw 


II 


620 


DYKE^S  INSTRUCTION  NUMBER  FORTY^SIX- 


INSTRUCTION   No.  46 


REPAIRING  AND  ADJUSTING:  Overhauling  a  Can  Clean- 
ing and  Lubricating,  Removing  Carbon*  Causes  of  Loss  of 
Power.  Compression  Tests.  Refacing  and  Reseating  Valves. 
Adjusting  and  Timing  of  Valves.  Bearings;  constructions,  ad- 
justment and  repairs.  Pistons  and  Rings;  fitting,  testing, 
etc.  Engine  Knocks;  how  to  locate  and  remedy.  Enlarging 
Cylinders. 

♦What  Constitutes  a  Oar  OverliauL 


Automobile    overbauUng   is    easentiallj    a 

process     of     general     cleaBingi     Inspection, 

f  tightening- up    and     readjusting,    involving, 

erhaps,    some    minor    rcplaeementa,    aU    of 

rwMeh  win  be  explained  further  on  in  this 

i&Btniction, 

Bnglna. 
Test  eoinpresaion;  test  for  knocks,  clean 
carbon,  grind  valves,  adjust  valve  clearance, 
fit  new  rings  if  necessary,  re -bore  cylinders 
if  necessary,  take  up  on  bearings;  check 
the  valve  timing,  examine  valve  springs,  ex- 
amine gaskets. 

Ignition  and  wlilng^ — ^teat  the  ignition 
timing,  test  battery  ai.d  electrical  apparatus, 
clean  spark  pings  and  adjust  gaps,  also 
clean,  oil  and  adjust  and  tighten  the  gen- 
erator and  starter  nuts  etc.,  see  that  all 
ground  connections  are  tight. 

Clean    engine:    by    flushing    out    old    oil 
with   kerosene   as   explained  on   page    201. 
tBeflJl  oil  pan  with  a  good  grade  of  oil. 

MlBCdUaneoua  engine  parta;  examine  water 
pump,  see  if  water  hose  requires  replace- 
ment (see  page  193);  examine  intake  and 
exhaust  manifolds  and  see  that  gaskets  and 
joints  are  tight,  (see  page  192,)  tighten  all 
bolts  and  nuts, 

Badlator* 
The  radiator  should  be  disconnected  and 
a  stream  of  water  forced  through  it  for 
several  hours.  If  scale  exists,  cleaning 
ean  be  done  with  a  solution  of  one  pound 
ordinary  washing  soda  and  five  gallons  of 
■  water  allowing  to  stand  for  an  hour,  (see 
[page  191.) 

Carbuietlon. 
The    carburetor    should    be    removed    and 

thoroughly  cleaned  and  tested  for  float  leak. 
Examine  the  gasoline  line  and  see  that  all 
joints  are  tight. 

CTlutch  and  Transmissions. 
The  clutch  is  one  part  to  receive  attention, 
and  here  the  repairman  should  resort  to  a 
large  extent  to  the  maker 's  instruction  book 
if  it  is  stiU  at  hand.  The  cone  dutches 
are  usually  faced  with  leather  or  fabric.  The 
laather  ean  be  cleaned  with  a  dry  cloth  and 

*Sa«  pftfs  527  for  testis f  a  c^r  before  ov«rbiiuinr> 
««i;#//y  chmrged  for  Ford  work  ftnd  pugi?  195.   "inRiv 


then  painted  very  lightly  and  evenly  with 
neatafoot  oil  The  fabric  facing  can  be 
given  a  aquirt-gunful  of  kerosene.  Be  free 
with  oil  on  all  the  clutch  connections  and 
tj»ke  especial  care  that  the  clutch  thrust 
bearing  is  properly  fed*  Oil  all  connections 
from  the  clutch  pedal  lever  to  the  clutch 
proper.  Do  not  take  up  on  the  clutch  spring 
unless  you  are  certain  it  is  needed. 

With  welrplata  dutches  the  boosing 
should  be  flushed  with  kerosene  and  the  en- 
gine turned  over  a  number  of  times.  At  the 
same  time  the  engine  is  turned  over  some 
one  should  push  the  clutch  pedal  In  and 
out.  This  works  the  kerosene  around  the 
plates  and  tends  to  remove  any  gummy  de- 
posits. Then  drain  the  housing,  and  repeat 
the  operation.  That  flnished,  All  to  the 
required  level  with  oil.  Usually  1  pint  is 
used  with  one -half  pint  of  kerosene* 

With  a  dry-plata  clutGli  the  only  thing 
that  may  be  needed  is  a  cleaning  with  kero* 
sane,  to  remove  gum.  However,  use  a 
squirt  gun  in  this  case.  No  matter  what 
the  type  of  clutch  be  free  with  oU  at  all 
the  various  connections. 

Look  for  small  oil  holes  which  are  clogged 
with  dirt.  Oil  the  clutch  cross  shaft,  the 
clutch  collar  and  all  the  parts  which  move. 

Universal  Joint;.  Back  of  the  clutch  or 
transmission,  there  may  be  a  universal. 
Clean  it  thoroughly  with  kerosene  whether 
it  is  exposed  or  housed.  Allow  this  to 
dry  and  then  pack  with  graphite.  If  you 
have  no  graphite,  get  some  or  use  a  good 
grade  of  grease. 

Next,  proceed  to  tha  transmission.  Drain 
the  old  lubricant,  replace  the  drain  plug,  and 
remove  the  cover  if  there  is  one.  Fill  the 
case  half  full  of  kerosene  and  with  a  daan 
cloth  mop  it.  This  is  a  dirty  job  but  St 
will  be  worth  your  while,  because  the  gaar< 
set  usually  is  neglected  throughout  the  year 
and  18  required  to  give  eflTicient  servica  with 
oil  that  is  perhaps  a  year  old.  With  the 
case  clean  add  a  grade  of  oil  as  recommended 
by  the  manufacturers,  or  see  page  t08. 
DoQ*t  put  too  much  oil  in  the  case.  Tkare 
usually  is  a  level  plug  but  if  there  is  none, 
allow  the  level  to  be  about  up  to  the  shaft 
of  the  highest  or  upper   gears. 

See    pace    794     for    pHov* 


See    aUo    paij^e    594. 
fHiofi    after  ovorhmilinK, 


REPAIRING  AND  ADJUSTING. 


I 


Bunning  Oe^  Parts. 

WliaelB:  First  m  order  come  the  wheels. 
The  e&r  has  been  jacked  up,  &nd  the  next 
step  is  to  see  that  the  wheels  run  true  on 
their  bearings.  There  are  mauy  ways  of 
doing  this.  A  good  way  is  to  sight  with  one 
eye  closed,  while  the  wheel  is  revolving, 
Any  irregularity  in  wheel  movement  is  easl* 
Kj  detected.  However,  sometimes  the  rim 
i  bent  a  little  and  one  will  imagine  the 
wheel  is  running  untrue.  Grip  the  wheel 
trmly  with  both  hands  and  teat  for  aide 
pJay  and  up-and-down  play  by  pushing  and 
polling  on  the  wheel  in  all  directions. 

A  loose  bearing  usually  causes  this  trouble 

Cleaning 
We  win  take  up  the  usual  and  cotnunon 
work  required  on  all  engines.  We  will  first 
start  with  cleaning  and  lubricating  the  en- 
gine and  greasing  a  car*  About  every  nine! 
ears  out  of  ten  require  cleaning  and 
greasing. 


Fig.  1  —  B«iDOTe 
dztp  psn  Add  ftlflftti 
«  1  i  b  OBolino  or 
fcvrotene. 


drain  ping  mi  b«t* 
lom  of  crank  eM« 
to   drain  old   oiL 


Fig,  4  —  Altar 

crank  cai«  ia  (il«»ii«d 
and  drain  pltig 
screwed  in.  put  the 
bast  grada  of  cylln- 
dar  oil  In  tJia  crank 
ca««. 


Fig.   S— Flub  tka 
crank  caaa  with  kai- 

aaane.  Poor  through 
lb  a  plie«  along  aide 
of  angina  where  In- 
I  ^Tfeatiog  oil  ii 
IHrored  in  —  called 
tha  *' breather/* 

rizst  Start  with  tha  engine.  Bemove  the 
drip  pan^  (fig.  1).  Next  unscrew  the  drain 
plug  or  open  drain  cock  under  the  crank 
sase.  Drain  all  oil  into  a  pan  of  some 
kind.  This  oil  can  then  be  placed  in  the 
ell  filter,  (fig.  2,  chart  244)  and  used  over 
again  in  the  transmission,  when  mixed  with 
grease  or  graphite. 

It  will  be  found  that  when  oil  stops  drip- 
ping; if  the  starting  crank  is  turned  a  few 
times  by  hand  a  little  mpre  oil  will  be  found 
to  flow.  The  best  time  to  drain  oil  is  after 
sngine  has  been  run  and  heated  and  oil 
is  thinned.    (Also  see  page  201.) 

When  the  oil  has  ceased  to  come  from  the 
eraak  case  the  drain  plug  is  replaced.  It  is 
not  screwed  tightly  home  as  it  is  soon  to  be 
removed  again.  Now  pour  2  quarts  of  kero- 
ssoe  into  Uis  breather  pipe^  (fig.  2)  aad  run 
the    engine    again    for    about    15    seconds. 

*B—  Inetmctlon  S(S — Oleaniog  and  Waahing  a  Dar. 


and  in  many  caces  the  looseness  can  be  over- 
come by  tightening  the  nut  slightly.  Some 
times  new  bearings  are  needed^  because  they 
are  worn  excessively. 

Align  the  wheels  as  explained  in  charts 
278  and  279. 

The  steering  assembly,  brakes  and  other 
parts  require  the  same  sort  of  attention  and 
will  be  taken  up  in  their  separate  order 
further  on. 

Bear  axle  should  be  cleaned  and  lubri- 
cated and  the  drive  pinion  tested  as  ta  it's 
relation  with  the  drive  gear  on  the  difTerea* 
tiaL  If  noisy,  it  is  probably  loose  and  re- 
quires adjustment  as  will  be  explained  un* 
der  ** Adjustment  of  rear  axle  gears,'* 

Engine* 

If  it  is  not  in  running  condition  open 
the  compression  cocks  on  the  cylinder  and 
spin  it  rapidly  by  hand.  The  longer 
this  is  done  the  better,  but  it  is  an  arduous 
task  and  if  kept  up  for  a  minute  or  so  will 
be  all  that  is  necessary.  The  drain  plug  is 
new  removed  again  and  the  kerosene  is 
entirely  drained  out.  The  plug  is  screwed 
back  and  fresh  oil  provided. 

Put  fresh  cylinder  oil  In  crank  case:  In 
filling  the  crank  case  use  only  the  very  best 
cylinder  oil,  (see  lubrication,  pages  201  and 
200).  A  gauge  is  usually  provided  to  show 
how  much  to  place  in  the  crank  case.  If  not, 
fill  the  crank  case  until  it  is  about  even  wiih 
the  center  of  crank  pin  when  on  bottom 
center.  Don't  fall  to  place  drip  pan  back 
and  tighten  up  all  nuts. 

Note:  Be  sure  all  drain  cocks  are  free 
by  opening  them  and  running  a  wire  through. 

The  outside  of  engine  and  drip  pan  can 
be  cleaned  with  gasoline.  A  brush  dipped  in 
gasoline  to  reach  inaccessible  places  and 
also  an  oU  gun  to  shoot  gasoline  in 
ki accessible  places  will  snfTice.  The  lighting 
of  a  match  or  any  kind  of  flame,  however, 
while  cleaning  should  be  prohibited. 

A  modern  method  for  cleaning  the  en^ne 
is  by  means  of  a  sprayer.  In  large  shops 
compressed  air  is  used  quite  extensively  for 
all  kinds  of  cleaning. 

Home  Made  Engine  Cleaner. 

A  gasoline  or  kerooeoe  tpray,  acting  under  air 
pr^iBiire.  will  qniekty  remoTe  dirt  and  graaee  tnm 
tbe  engine  or  chaatfit,  A  derice  for  forming  ihia 
spraj  ift  ihown.  It  comprltee  a  metal  tank,  hold- 
ing  tbe  cleaning  •olntioa,  aod  aa  aspirator  for 
forming  the  ipray.  Thii  aipirator  is  a  copper 
pipe,  palling  through  tha  center  of  tha  tank,  ona 


end  being  co&aaatad  to  tha  air  ttaa  and  iha  elkar 
being  drawn  down  into  a  noaila.  A  email  e<rpp«r 
tube  eonoecti  thia  pipe,  eo  that  the  eolntloa  ia 
drawn  from  the  tank  and  foreed  Into  a  tprax  1^ 
the  paatlng  lir — a  foot  pnmp  can  be  aead  to  laje«l 
Rir  if  preaaure  ia  not  on  hand.  Sea  alao  page  740, 
Sg.  7,  and  page  744  for  othara. 


lOm 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


Olean  Tlie  Exhaust  Syatam* 
Thia  cleaning  should  include  the  exhaust 
aanifold,  pip©  and  muffler.  The  latter 
hoold  be  taken  apart  and  the  parts  soaked 
in  kerosene  over  night.  The  pip«  and  mani- 
fold may  be  cleaned  by  drawing  through  a 
pack  of  keroBene-soaked  waste  attached  to 
a  long  wire. 

Keeping  Oil  Off  the  Badlator  Hose. 
To  prevent  oU  from  rotting  the  inlet  hose 
from  radiator  to  pump  I  have  been  giving 
the  hofie  a  coat  of  shellac  and  then  a  couple 
of  layers  of  tape  and  shellac  over  that. 
The  shellac  keeps  the  oil  away  from  the 
rebber. 

♦Parts  Walking  Table. 
This    is    large     enough     to     permit    any 


part  of  the  car  to  be  cleaned.  But  more 
important,  it  may 
be  moved  to  the 
job.  A  woodea 
basin,  or  sink^  6 
ft.  long,  2  ft.  wide 
and  6  in*  deep  is 
mounted  on  legi, 
and  lined  with  tia. 
A  drain  ping  la 
placed  in  the  eea- 
ter,  permitting  the 
dirty  cleaning  solution  to  be  drawn  off  into 
a  pail  hanging  beneath  the  stand.  Gasoline 
may  be  used  for  cleaning  parte,  but  kere- 
sene  is  cheaper  and  safer. 


Greasiiig  a  Car. 


One 
lag  to 


of  the  first  things  to  do  when  start- 
grease  a  car  is  to  screw  down  on  the 
grease  cups,  which  forces  out 
all  grease  therein^  the  cap  is 
then  unscrewed,  grease  cup  re- 
filled and  cap  pUced  back — but 
doaH  cross  thread  the  caps  or 
they  will  work  loose  and  be 
lost. 


the  interstices.  Very  frequently,  however* 
rust  is  seen  along  the  joints,  showing  that 
water  can  get  in^  at  any  rate,  and  oil  will 
work  its  way  in,  too,  if  applied  at  the  edgc»s^ 


j^i 


Fig.  2.  Tka  dUrer- 
«ntiAl  csn  be  grsAMd 
In  t3i«  iam»  msBnor 
HA  well  ft!  the  wheels 
(If  grtsM  it  requir- 
ed, left  P«ffe  204  and 
203.1  T  h  1  ■  groate 
gun  fi  thoroughly 
reliable  ftnd  ought  to 
h^  ta  ^irery  reptir 
Lit. 


In  greasing  such  places  as  the  shaft  of  a 
cone  type  clutch  (through  a  plug  hole),  the 
differential  and  other  places  on  a  car  where 
a  grease  cup  is  not  provided,  but  where 
grease  plug  holes  are  provided  the  Town* 
send  grease  gun  is  an  excellent  device. 
You  can  grease  the  differential  gears,  the 
universal,  and  every  part  of  the  car  in 
a  few  minutes  time,  without  removing  the 
covers  and  all  of  those  nuts  and  boUa. 

Lubrication  of  Sprlnga. 
A  detail  which,  if  attended  to,  conduces 
much  to  easy  running  of  a  car,  is  the 
oiling  of  those  parts  of  the  springs  upon 
which  the  leaves  move.  It  is  becoming  the 
practice  to  make  provision  for  proper  lu- 
brication at  this  point,  which  is  easily  done 
by  drilling  a  hole  through  each  leaf,  as 
otherwise  it  is  not  easy  when  the  weight  of 
the  car  is  on  them  to  introduce  any  oil  into 

*dcfl  ftUo*  piftgfi  741.     Tttwnsetid  Grease  Qua  U  nuinufBcturcd  by  The  Tuwn«imd  Co..  Orange.  N.  J, 


but  it  will  probably  be  found  that  this  eaa 
be  more  easily  done  if  the  blades  are  sep- 
arated by  means  of  the  special  appliance 
illustrated  herewith. 

Bust  in  the  springs  affects  their  proper 
movement,  and  causes  mysterious  squeaks 
as  well.  The  joints  of  the  links  connecting 
the  upper  and  lower  portions  of  the  springs 
at  each  end  should 
also  have  a  little  oil 
applied  occasionally. 
It  is  when  perform* 
ing  this  duty  tbal 
timely  opportuni- 
ty often  occurs  of  ob- 
servit]g  defects  of  loose  nuts  or  broken 
leaves  in  the  springs.  The  nuts  belonging 
to  the  clips  which  hold  the  spring  on 
to  the  axle  often  display  a  tendency  to 
work  loose,  and  if  this  is  not  remedied  the 
axle  wUl  be  thrown  out  of  line,  with  more 
or  less  serious  consequences  to  tires  and 
driving  gear  generally;  or,  if  the  front 
axle  is  in  question,  the  steering  may  bt 
affected. 

If  a  car  is  overloaded  much  beyond  ita 
normal  capacity,  extra  work  will  be  throw^o 
on  the  springs  which  may  give  rise  to  break- 
age when  the  car  is  being  driven  over  bad 
roads.  An  extra  leaf  added  to  the  springs 
is  advisable  for  overloads.  Considerable 
advantage  to  the  life  of  the  springs  is  ob* 
tained  by  having  shock  absorbers  or  buffer 
blocks  fitted.  (see  spring  covers,  chart 
236-EO 

Otber  parts  of  a  car  to  lubricu««  &aa 
grease  are  shown  on  page  204. 


REPAIRINQ  AND  ADJUSTING. 


I 
I 


*ReUtlon  of  Gftrbon  to  Lubricating  OIL 


The  oil  film  which  protects  the  friction 
vurfaces  in  your  engine  is  hardly  thicker 
than  the  page  jqu  are  now  reading. 

It  makes  no  difference  how  much  oil  70U 
pour  into  your  crank-ease.  The  only  oil 
that  protects  your  engtoo  is  this  thin  film 
between  the  moving  metal  parte. 

And  this  thin  film  is  not  the  cool  oil  you 
pour  into  your  crank-case*  In  use  the  oil 
beats  quickly.     Then   the  test  comes. 

Only  oil  of  the  highest  quality  will  retain 
full  lubricating  efficiency  under  the  heat 
of  service. 

Many  oils  break  down  under  this  heat. 
Part  of  the  oil  goes  off  in  vapor,  juBt  as 
hot  water  gives  off  steam.  With  an  oil 
film  only  .003  of  an  inch  thick  thia  vapor- 
isation must  be  reckoned  with. 

To  get  full  protection,  you  must  have  a 
eonstant,  full^  even  oil  film.  Tou  must 
have  an  oil  which  will  stand  the  heat  of 
iervice. 

The  Cause  of  Carbon  Deposit. 
Dno  mostly  to  the  ubo  of  poor  grade  of 
lubricating  oU  or  too  mudi  oH,  and  ciuito 
often  to  an  improper  mixture  of  gas  or  too 
mucb  gasoline  being  fed. 

Carbon  haft  many  lodging  places.  It  fouls 
•park  plugs  and  kills  the  spark.  It  pits 
the  valve  seats  and  weakens  compression. 
By  accumulating  on  the  piston  heads  and 
in  the  combustion  chambers,  it  causes 
knocking  and  racks  your  engine  with  pre- 
ignition. 

The  amount  of  carbon  deposited  in  youT 
engine   depends    upon   the   carburetion   and 

gasoline  com- 
bustion and  OD 
the  character  of 
the  gasoline  as 
well  as  on  the 
quality  of 
lubricating 
itself  and 
correctness 
its   body. 

As  both  gas^ 

oline  and  petro^ 
leum  lubricat* 
ing  oils  are 
chemical  c  0  m  - 
binations  of  hy- 
drogen and  car- 
boUi  carbon  is  an  essential  element  of  each. 
Bee  page  158. 

Only  the  free  (suspended)  carbon  can  be 
taken  out.  To  remove  the  carbon  which  is 
in  combination  with  other  ehemieal  ele- 
ments^ constituting  gasoline  and  oil  would 
reeult  in  the  destruction  of  the  product  it- 

^m         Carbon  deposit  is  likely  to  occur  through 

™      Incomplete    combustion    of   the   gasoline   or 

through  the  deBtro(!lion  of  the  excess  lubrl- 

1^     eating  oil  which  will  work  into  the  combus- 

■ 


I 

/St      jf 

h 

W 

Showing  points  in  erlindor 
where  eerbon  depoiita  mrt^ 
moit  Bpt  io  ^tber. 


*A1bo  »ee  piiee  202. 
••One  enre  tor  *'ic<»red' 

Set  piffft  SO 6. 
pa^fl  S58. 
t6*t  psffe  658, 


tion  chamber  if  the  oil  is  of  incorrect  tK>dy. 
"No  carbon*'  oils  do  not  exist. 

To  reduce  carbon  to  a  minimum,  the 
lubricating  oil  must  be  of  high  quality  and 
of  correct  body  for  the  piston  desigii  and 
lubricating  system  of  your  engine.  See 
page  200» 

Lubricating  oil  adds  materially  to  carbon 
deposit  of  an  engine  if  tbe  following  condi- 
tlons  exist: 

"•1 — Poorly  fitting  piston  rings  or  scored 
piston  rings  and  cylinders, 

2 — Carrying  too  high  an  oU  level;  using 
an  oil  that  is  not  suited  to  the  engine,  both 
as  regards  body  and  quality,  or  carrying  the 
pressure  in  a  force-feed  system  at  too  high 
a  point.    See  page  199. 

t3 — Allowing  the  oil  in  the  crank-easo  or 
oiling  system  to  deteriorate  to  the  point  that 
it  is  so  thin  that  even  a  well-fitting  piston 
ring  will  not  prevent  a  surplus  of  oil  from 
passing  into  the  combustion  chamber. 

Belaitlon  of  Carbon  to  Combustion. 
An  Important  consideration  Is  the  incom- 
plete combustion  of  gasoline,  for  from  this 
source  a  large  proportion  of  carbon  Is  de- 
posited. When  the  charge  of  gmsoUne  and 
.dr  (the  proportions  of  which  are  deter- 
mined by  the  carburetor  adjustment)  is 
taken  into  the  cylinder  of  a  gas  engine,  it 
consists  of  hydrocarbon  vapor  and  air.  The 
oxygen  in  the  air  combines  with  the  carbon 
and  hydrogen  of  the  gasoline  and  foms 
an  explosive  mixture.  This  mixture  is  firedf 
and  after  expansion  the  products  of  eom- 
bnstlons  are  expelled  from  the  cylinder 
through  the  exhaust  valve. 

If  tbe  amount  of  air  entering  the  car- 
buretor is  not  sufficient  to  insure  complete 
combustion,  we  have  what  iJ  kaown  as  a 
rich  mixture.  This  is  a  slow -bum  ing  mix- 
ture rather  than  an  explosive  one  and  wiU 
cause  excessive  carbon  deposit.  For  ex- 
ample, if  the  wick  of  an  oil  burning  lamp 
is  turned  too  high,  too  much  oil  will  be 
drawn  through  the  wick  for  the  amount  of 
air  entering  the  lamp  to  form  complete 
combustion.  The  lamp  wiU  smoke,  and  soot 
(which  is  carbon)  will  be  deposited  on  the 
chimney. 

This  is  exactly  what  happens  in  the  cylin- 
der of  a  gas  engine.  The  products  of  In- 
complete combustion  together  with  a  por- 
tion of  lubricating  oil  passing  by  the  pis- 
ton rings,  deposit  a  certain  amount  of  car- 
bon in  the  combustion  chamber.  That  por- 
tion of  this  carbon  which  do^  not  pass  out 
with  the  exhaust  is  baked  on  the  cylinder 
heads,  pistons  and  valves  by  the  heat  of 
explosion.  This  carbon  deposit  will  build 
up  very  much  more  quickly  if  it  has  a  bed 
to  build  up  on,  such  as  would  be  produced 
by  a  lubricating  oit^  which,  when  exposed  to 
the  heat  of  explosion,  would  leave  a  gum- 
my deposit. 


eylinden  bee  been  Uie    JYtdleloii*    Die    of    e    epeelml    prephile    tabrie«a(. 
The  bejit  pUn  however,  it  to  have  cylinder  regTOnnd  i»r  eoldered,    *e«   foot  note, 

'pltton  pnmplaf  oil,'*   end  pmgm  735  e   **cftrb(m  rMBorer.** 


the 
oU 

the 
of 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


^    I  Methods  For  Bexnorlng  Oaibon  From  CylinderB  and  Pistons. 

■■  Soraplng  BCetkod.  Oxygen  Decarbonizing 

^Hp  Fig,  1*    To  scraps  carbon  from  a  piston  In  this  It  a  proeoM  ef  ct«anlng  tlu  carbon  from  Initda 

^^V  mannor  tt  ia  necaaaary  to   remov«  piston;    aiaallj       of  oyllndor  and  bead  of  piiton.    witboot    remoTinf 

r     I  from  the  bottom  If  a  small  sice  pistoo — ^as  explain*       tbo   ejrlinder   head,    bj  meant   of  an   osfg«n   flamai 

L     j  ed  on  pa^e  ^^^^  P"  **'   0- 


II 


Tig.  2.  Anotber  metnod  la  to  rvmove  the  cyllndfir 
boad.  If  It  la  a  detachable  type,  as  on  the  Ford. 
Access  can  then  be  had  to  top«  of  pbtons  and  walli 
of  combnition  chamber  in  the  bead. 

Special  Scraping  Tools. 
acraplng  tools  of  special  design  (flg«  4),  sre 
necoBsary  for  scraping  the  inside  of  cylinder,  com- 
bnitioii  chamber  and  head  of  piston  when  cyllndeir 
bead  Is  not  detachable  and  whare  pistons  are  not 
removed.  The  work  can  be  done  through  the  vaWe 
cap  or  plus  hotea. 

H     1/ 


— 

i    asA 


Tool  fSo.  1  is  for  aorapmff  the  pLsioo  head; 
ITo.  2»  for  the  cylinder  bead«  as  shown  }>j  dotted 
lines  and  No,  3,  ts  for  the  cavities  over  and  aroand 
the  valves  and  aach  other  aarfaoes  that  have  con- 
siderable corvature. 

Scraper  No.  1,  should  be  need  Jlrst*  and  worked 
back  and  forth  with  conaiderablo  pressure  acroas 
platon  head  until  the  acratchJag  senna tjon  disappears 
and  tool  seems  to  glide  over  the  surface.  Oare 
should  bo  taken,  not  to  gouee  grooves  in  the  metal. 
After  scraping,  blow  out  tho  fre«  carbon»  usiaf  a 
band  bellows,  if  compressed  air  is  not  available. 
Continue  scraping  until  the  blast  of  air  does  not 
blow  ont  any  more  carbon  duat  and  be  sure  to 
scrape  the  entire  eurface.  for  if  Jagged  patches  are 
left,  they  will  become  incandejicent  from  the  heat 
of  explosion   and  cause   pre-ignition. 

It  li  Important  that  none  of  the  carbon  gets  Into 
tho  cyUnders,  yalves  or  other  parte  of  the  engine. 
Therefore  be  sure  that  valve  is  well  seated  in 
cylinder  yon  are  cleaning  and  be  careful  to  blow 
ont  all  carbon  deposit  thoroughly  with  an  air  blast. 

Often*  after  as  tnnch  carbon  as  possiblo  has  been 
taken  from  the  cylinders,  a  half 'tumblerful  of  kero* 
sene  poared  into  each  cylinder  and  the  air  blast 
applied,  will  give  good  renults.  Another  half-turo- 
blorfnl  of  kerosene  should  be  ponred  into  the 
cylinders  and  the  engine  turned  over  a   few  times. 

The  oU  resenroir  sbonld  then  be  drained  and 
cleaned  thoroughly  with  a  clean  cloth  prorlotisty 
soaked  tn  gasomie.  and  fresh  oU  pnt  Into  oU  pan 
(after  cleaning  and  using  kerosene,)  as  kerosene 
will  thin  the  oil  and  cause  it  to  lose  its  lubricat- 
ing qualities  and  Is  liable  to  cause  the  bearings  to 
score  or  cut.  If  any  of  the  kerosene  is  left  in  en* 
gjne  eombustioQ  chnmber  it  will  eventually  work 
into  crank-case. 

It  is  etistomary  to  grind  the  ralTos  after  haTlng 
scraped  carbon,  and  after  grinding,  adjust  valvo 
elearance. 


HATCH 


rig.  6.  Oxygvn  de- 
carbonising outftt. 


Tho  otttflt  (see  alto,  page  727),  consists  of  an 
ojqrgen  tank,  at  an  initial  pressure  of  abont  l.ROO 
lbs.  per  square  inch,  fitted  with  an  adjustable  re- 
ducing valve  that  brings  the  pronsure  down  to  10 
to  20  pounds,  is  employed*  and  the  o^cygen  is 
applied  through  a  torch  or  copper  tube  about  IS' 
long,  with  a  rather  line,  flexible  delivery  jet,  com- 
municating with  the  reducing  valve  through  a  flex- 
ibie  tube  and  fitted  with  a  trigger  valve  (FV). 
The  delivery  jet  of  the  torch  when  entered  through 
a  valve  plug  orifice,  can  be  manipulated  to  reach 
all  parts  of  the  combustion  space,  if  slightly  bent 
and    cleverly    turned    and    twisted    by   the    operator. 

To  Operate. 

First:  Turn  off  the  gasoline  at  tank  and  let  «b« 
gine  run  until  it  uses  up  all  gasoline  in  earbvrt' 
tor.  If  pan  is  greasy,  remove  it,  to  avoid  the  pos- 
sibility of  a  fire. 

Second:    Bemovo  hood  and  coYsr  the  air  Intake 

of  carburetor  with  sheet  asbestos  so   that  no  apark 
csn  drop  into  it. 

Third:  EemoTO  largo  pings  Into  which  spark 
plugs  are  screwed  and  elean  cylinders,  one  at  a 
time,  being  sure  that  the  piston  is  at  its  extreme 
height  In  each  eyllndsr  and  that  both  Intake  and 
eithanst  valves  are  closed  before  starting  to  eleao 
it. 

Fourth:  Start  on  valve  chamber,  first  pnttlng  m 
few  drops  of  kerosene  oil  or  alcohol  into  it,  ignite 
with  a  match  or  wax  taper,  insert  tip  of  torch  ajid 
direct  a  jet  of  oxygen  against  the  carbonised  aur- 
face.  The  jet  of  oxygen  almost  instantly  consumes 
the  carbon  where  it  strikes,  so  move  tip  around 
until  Incandescence  dies  out,  when  it  will  be  neees- 
Hsry  to  inject  more  kerosene  or  alcohol  and  repeat 
operation  until  chamber  is  thoroughly  cleaned. 
When  the  burning  starts  the  carbon  will  burn  with 
a  whitish  fiamo  and  a  shower  of  sparks  will  come 
out   of  the   spark   plug   hole. 

Next  clean  piston  bead.  When  it  is  impossible 
to  «e©  portions  being  cleaned,  continue  operation 
until  the  series  of  sparks  stop  blpwing  ont,  »s 
sparks  will  cease  as  soon  as  carbon  is  entirely  con* 
sumed. 

To  clean  top  and  sides  of  cylinder,  It  ts  neces- 
sary to  bend  flexible  copper  tip  of  torch  so  ae  to 
direct  the  jet  of  oxygen  upwards.  To  inject  th« 
kerosene  or  slcnhot,  use  an  oil  gun  or  ordinary  oil 
can  with  curved  noztle. 

Alcohol  leaves  surfaces  much  lighter  than  kertH 
sens,  but  when  the  oxygen  strikes  It  there  is  qniti 
a  sharp  report.  KerOBSoe  is  rather  more  quiet  than 
sIcohoK 

Boms  operators  simply  drop  In  a  lighted  match 
and  then  turn  the  jet  upon  it,  but  this  metbod  re« 
quires  much  more  fre*iuent  Igniting  than  when  kero* 
sene  or  slcobol  is  used,    See  **note**  on  page  6^5. 


aSAMT  NO.  249*A— Bemonrlng  Carbon— ftUTefent  methods— see  pages  720  and  T27  for  Oyz-aee^laiiA 
Welding,     For  dacarfxinMng,  only  the  oxygen  tank  is  tieed. 


REPAIRING  AND  ADJUSTING. 


636 


Bad  Effect  af 

CiirboD  deposit  will  eaiue  the  valves  to 
lealc  hj  the  carbon  gumming  under  the  seat 
of  the  valiro — thereby  decreasing  the  power. 

Carbon  deposit  cakes  on  the  end  of  the 
piaton  and  on  the  walla  of  the  oombuition 
ehamber,  which,  when  engine  is  hot  will 
cause  these  small  p&rticlea  of  carbon  te  be- 
eome  red  hot  and  cause  premature  Ignition 
mad  rMOlt  in  pounding,  (see  pages  233  and 
036*) 

Indications  of 

Oarbonlaation  of  engine — general  Indlca- 
tlona:  If  you  should  note  that  the  eugine, 
when  fully  supplied  with  water  and  oil 
and  the  spark  lever  in  proper  position,  is 
overheating  easily,  has  weak  compression 
and  developei  a  <* knock"  or  ** clank"  when 
on  a  bard  poll,  there  is  probably  a  large 
deposit  of  carbon  lu  the  cylinder  compres- 
sion chambers.  This  may  be  due  to  the  use 
of  poor  lubricating  oil  or  incorrect  adjust- 
ment of  the  carburetor     Even  though  it  is 


Carbon  Deposit. 

Carbon  deposit  will  also  cause  the  spark 
plugs  to  become  fouled,  for  if  the  oil  you  are 
using  will  cause  carbon  in  one  place  it  wiU 
accumulate  on  the  spark  plugs  slso.  In  otlier 
words,  carbon  is  a  bad  thing  for  an  angina 
and  ought  to  be  removed. 

Soot  or  carbon  deposit  in  an  engine  ac^ 
cumulates  on  the  head  ef  the  piston  aad 
in  the  combustion  chamber  generally. 


Carbon. 

not  affected  by  these  two  conditionSj  a 
small  residue  of  carbon  will  adhere  to  the 
interior  of  the  compression  chamber,  and  if 
left  for  a  great  length  of  time,  will  develop 
the  trouble  mentioned  above.  Of  course  the 
carbon  sticking  to  the  inside  of  a  cylinder 
becomes  red  hot  and  pra-lgnltea  the  charge 
called  pre-lgnltlon — see  pages  639  and  233. 
See  page  202  for  smoke  indication  of  too 
much  oil. 


♦♦♦Carbon  Deposit  Preventive. 


Mix  85  per  cent  kerosene  to  15  per  cent 
denatured  alcohoL  Pour  a  few  tablespoon- 
fulls  of  this  mixture  into  the  cylinder  of 
the  engine  through  the  relief  cocks.  To 
get  the  best  results,  the  mixture  should  be 
poured  in  while  the  engine  is  still  warm^ 
after  a  run.  Then  close  relief  cocks,  crank 
the  engine  with  the  switch  oSt  two  or  three 
times  slowly;  this  will  work  the  mixture 
thoroughly  into  the  carbon.  Then  allow  the 
engine  to  stand  in  this  condition  overnight* 
Next  morning  when  starting  there  will  be 
considerable  smoke,  but  this  will  soon  pass 
away.  The  exhaust  '*cut  ouf  should  be 
opened  and  the  engine  speeded  up,  so  the 

Cleaning  Carbon 

This  is  a  job  usually  attended  to  when  eyl> 
inders  are  re-ground.  The  frequency  of  Uia 
job  depends  upon  the  service^  and  quality 
and  quantity  of  lubricating  oil  used,  (see 
PH«  ^63.) 

Metliods  of  Cleaning. 
There  are  five  methods  employed  in  dean* 
ing  carbon*  The  most  effective  ^eing  that 
one  which  removes  the  carbon  most  com- 
pletely— ^probably  by  hand»  but  to  remove 
piston  is  sometimes  an  expensive  job  and 
other  recourses  are  resorted  to  as  will  be 
mentioned. 

CD     One  plan  is  to  remove  piston  as  per 

flg.  1,  chart  249-A. 
,  C90     To    remove    cylinder    head    as    per 

fig-  2. 
(8)     To  scrape  with  special  scrapers  as 

per  fig.  4. 
C4)     To  chemically  clean  and  dissolve  the 

carbon,  per  page  626. 
(5)     To   clean    by  the   oxygen   decarbon- 
ising process  as  per  fig.  6,  page  624. 
See  also  pages  726,  727. 


dissolved  carbon  will  pass  out  freely.  This 
operation,  if  frequently  used,  will,  to  a  con* 
siderable  extent,  keep  the  compression 
ehambers  and  pistons  clean.  If  there  is 
considerable  carbon  already  in  cylinders 
before  trying  this,  then  it  will  be  neces- 
sary  to  first  have  cylinders  cleaned  by 
scraping  or  by  the  oxygen  decarbonimng 
process  employed  at  some  repair  shop,  be- 
cause  the  carbon  will  probably  be  hard. 
After  once  cleaning  the  piston  and  by  the 
use  of  this  mixture  and  above  all,  the  use 
of  good  oil^  the  cylinders  should  remain  free 
from  carbon.  It  is  advisable  to  change  old 
oil  at  this  time,  and  put  in  a  fresh  supply, 

from  Cylinders. 

This  last  mentioned  method,  is  the  most 
generally  used  and  conceded  to  be  one  of 
the  best. 

Soto:  In  tulng  ozygea  far  carhon  temavsL 
Thft  pit  ton  thou  Id  be  pUced  At  the  estrtme  top 
of  tbo  cyUnder,  mi  the  iiit«nie  btmi  t«ad«  to 
rotiffhen  the  cylinder  whUa.  The  flame  should 
DOt  be  directed  to  atrtke  the  thread ■  of  the 
tpark  ptuf  bole,  and  eee  that  the  water  sjitem  \» 
kept  full  of  water.  The  torch  abould  be  moved 
coaataBtlf  to  cover  »■  larfe  an  area  as  poisilile. 


Questions  Sometimes  Asked  Ealatire 
To  Oxygen  Decarbonixing  OiMta, 

Q, — Where  can  ozr-deearboniilof  oatflta  he 
aecured  I 

A. — The  Prestolile  Co..  Indlanapolii,  Ind.* 
make  a  good  eerviceabte  otitfit.  *l*o  the  Tomer  Brata 
Works.  Chicago;  Imperial  Brass  Co.,  Chicago,  let 
psffo  737. 


Q, — Can  the  Preai-o4ite  Uok  be  need  for  this 

parpoief 

A. — The    oxyfeo    tank    of    their    weldlaf    outfit 
can  be  used,  hut  lighting  g*t  cannot. 


**m  li  important  that  kerosene  It  not  mixed  with  the  lubrieating  oil  mi  it  wtn  lose  Ita  Inbrieal- 
tof    qualities.     Oraokease    •faould    be    wiped    oot    before  patting  in  freth  oil,  see  psf«s  201  and  205. 

•••A  ciirbeB  pxevantlTe  called  "Woodworth  OarbonGlear* '  mnf^f'd  by  Woodworth  Mafr  Oorp'B^ 
Klafmra  FaUa.  N.  T.  Is  mUed  with  the  ffasoline;  one  spoonful  to  Ats  jalloni.  It  is  claimed  this  wlB 
prrevent  the  forme tlon  of  carbon. 


'    626 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


Cheinlcal  Method  for  Bemoviug  Garbon. 

Tliert  ftre  80T«r&l  pTep&raUotit  on  tlio  nuukot 
for  this  piirposa.  It  ctimofl  in  powder  form  which 
tho  makers  claim,  if  mix- 
I  cd  nitb  the  gaiolhic  will 
prevent  carban  formation. 
Aiiotlior»  Is  known  «8  % 
tlQTild  d«c«rl3anl80T*  Tbu 
ebamieal,  the  manufAo* 
tar«rt  clAim  will  dinaolve 
tbe  carbon  ftccumala- 
tioo  la  tbe  combu«iioa 
eb«mber  md  on  piston 
And  wtll  alao  loosen  Ibo 
ringM  if  gummed  and 
stuck  to  one  tide  of 
piiton. 


Ib  glting  fotu  «nfl2i«  tlio  fix  at  dose  and  where 


carbon  is  w«ll  accumalatdd;  start  the  eni;tx)«  Midi 
run  until  w&mi.  fhut  enf^e  down  and  Donr  lh#i 
decftrbonixer  into  aaeh  eyUoder*  say  aDoitt  14  f 
pint  ia  eacb,  where  it  ean  act  ou  piston  and  riiifl.1 
Also  ponr  it  over  snd  around  tbe  Tatres.  Ii€*v»J 
the  engine  vet  over  Dlffbt,  or  at  least  three  hou 
After  tbis  time,  start  eogino  ap  and  the  o&rbc 
is  supposed  to  pasi  off  throtifb  exbaust  in 
limilar  manner  sk  explsined  tifider  **€arbozi  d 
poalt  preventative, "  page  626. 

Alter  once  cleaning  in  above  maimer,  about 
once  every  two  weeks,  feed  the  decarbonlser  to  the 
engine  by  placing  about  H  pint  in  an  ordiaar^  | 
oil  can  and  let  it  pais  in  the  air  intake  of  car-  I 
buretor  (see  illoatration),  while  engine  is  fanning,  \ 
it  will  sack  into  engine  and  will  be  toflldent,  l#| 
keep  rings  and  valves  clear  and  to  keep  omrbo8.| 
from  formings 


Loses  Fower. 

to   irregular  action.     Lack  of  syBehroniflin 

means  Joss  of  power,  and  it  ia  plain   that 
misaed    exploaiOES    are    fatal    to    efficiency. 
It  ia  not  always  easy  to  detect  missiiLg  or  , 
weak  explosiong  and  no  doubt  they  pass  os-l 
noticed  manj  timeH,     If  vibrator  coils 
used  thej  probably  need  adjusting,  or  theii 
contacts  need  dressing,  see  page  234. 

(4>  See  page  16S  for  carburetioB 
mixture* 

Other  Catises  of  Loss  of  Power. 
Air  Isaks  around  liUet  valvo  stems,  mak- 
ing it  impossible  for  even  the  best  car- 
buretor and  the  most  careful  regulation 
supply  a  right  mixture,  as  the  leakage  fluet  _ 
uates  and  is  greatest  at  the  very  time  whefi 
the  volume  of  gas  used  is  the  smallest,  be- 
cause there  is  stronger  suction  when  the 
throttle  is  nearly  dosed,  thereby  complete* 
ly  upsetting  right  proportions  at  all  throttle 
openings  except  the  one  adjusted,  also  air 
leaks  around  carburetor  or  intake  connec* 
tions.     (see  page  162)* 

Weak  valve  springs  will  also  cause  loss 
of  power  as  explained  on  page  635« 

The  muffler  may  have  become  clogged  by 
soot  and  charred  oil,  thus  preventing  a  tt^% 
exhaust  and  consequently  a  full  charge,  be- 
sides causing  back  pressure  and  undue  heat 
ing,  Gaaoline  passages  may  have 
clogged. 

The  oiling  system  may  fail  to  supply  the 
needed  amount  of  oil,  or  the  oil  tised  may 
not  be  of  the  former  good  quality* 

Oai1}on    may    have    accamalatod    in    tlie 

cylinders;   air  valve  in  carburetor  may   be 
working  badly  because  of  dirt  or  wear. 

Dragging  brakes  will  consume  a  lot  of 
power. 

Sometimes  tlie  addition  of  a  top»  etc^ 

not  duly  allowed   for,  though  every   drive 
must  have  observed  what  a  difference 
weight  of  one  passenger  makes. 

In  conclusion  it  is  suggested  that  If  %  car 
does  not  run  with  its  former  power  tbo 
cause  Is  probably  not  due  to  any  one  thing* 
bat  to  a  number,  each  contributing  la  pro* 
portion  to  its  importance, 

•me  explosion  pressure  runs  from  three  to  fonr  times  that  of  compression.  If  the  oompresiioo  drop 
one-half,  thee  the  explosion  pressure  drops,  but  tbe  tois  is  in  more  than  direct  proportion.  It  weoj 
ae^  that  if  tbe  explosion  prrssnre  was  one-half,  the  power  dev<^lopcd  would  be  one-half.  But  on 
ttnst  realise  thst  it  takes  a  certain  amount  of  power  merely  to  keep  the  engine  moving.  That  is.  io  ore 
eo^ue  tbe  inertia  and  friction  of  the  moving  parts.  Thts  amount  is  constant.  All  power  develop 
b«Tond  this  amount  is  available  to  run  the  oar.  If  tbe  compression  end  power  drop  to  one-half.  ^  _ 
je  much  power  ii  requirtd  to  run  the  engine,  so  that  the  availabit  power  drops  in  much  greater  degree  | 


Why  an  Engine 
Four  main  causes*    When  an  engine  fails 

to  develop  its  usual  power  the  cause  is  fre- 
quently one  of  the  following*  (1>  loss  of 
compression;  (2)  deranged  viQve  action;  (3) 
faulty  ignition;  (i)  improper  carburetion 
mixture* 

(1)  ^Loss  of  compression  means  more  than 
simply  failure  to  compress  the  charge  a 
specific  amount;  it  is  a  common  name  for  a 
condition  which  not  only  means  low  initial 
compression  and  consequent  weak  explosion, 
but  also  that  a  smaller  charge  is  taken  into 
the  cylinder,  that  a  portion  of  the  dimin- 
ished  charge  escapes  during  the  compression 
stroke  without  doing  even  a  small  amount 
of  work,  and  that  a  part  of  the  explosive 
force  (the  only  source  of  power  that  an  en- 
gine has),  escapes  through  unauthorized 
channels — altogether  a  threefold  loss. 

Faulty  Gompresalan  comes  from  a  variety 
of  causes;  cylinders  may  be  worn,  scored  or 
cracked,  pistons  sometimes  crack,  rings  be- 
come gummed,  worn  or  broken,  valves  need 
grinding  when  pitted  or  warped,  their  stems 
are  sometimes  bent  so  that  the  valves  can- 
not seat  perfectly,  or  tbe  stems  and  guides 
considerably  worn.  Valve  stems  become 
gummed  and  the  springs  sometimes  weaken, 
so  that  a  portion  of  the  charge  escapes  be- 
fore the  valve  shuts  it  in* 

Leaks  occur  around  spark  plugs  and  valv<^ 
eaps,  but  are  readily  foimd  by  applying 
a  little  oil,  while  engine  is  running  and 
noting  if  it  bubbles. 

(2)  Valve  action  Is  disturbed  by  wear, 
usually  the  valve  tappets  were  not  giv- 
ing sufficient  opening,  or  set  to  give  too 
much  opening,  or  valves  not  properly  timed. 
Valves  not  seating  of  course  comes  under 
loss  of  compression. 

(3)  Faulty  Ignition  is  occasioned  by  in- 
sufficient or  unsuitable  sparks,  or  a  spark  at 
the  wrong  time  (see  pages  307  and  308), 
which  may  result  from  imperfect  setting  of 
spark,  weak  battery,  either  primary  or  stor- 
age, or  from  demagnetization  or  some  other 
trouble  peculiar  to  the  magneto,  The 
timer  should  come  under  suspicion  and  br 
earefuOy  examined  for  defects  which  lead 


«Oomprenloii. 


Tlie  advantage  of  lil^li  oompreesion  are: 
greatei  engine  efficiency  at  high  speeds  and 
Renter  economy  in  fuel.  Tlie  dlBadvan- 
tagea^  are  lock  of  ^exibility  at  low  speedB, 
greater  strain  on  bearings  and  greater  ten- 
dency to  burn  valves  and  plugs  and  also  a 
tendency  to  over-beat. 

A  greater  compression  am  bo  carried  in  an 
OTOrliead  valve  engine  regardless  of  stroke 
or  bore,  therefore  larger  valve  openings  are 
perraissable. 

Naturally  this  increases  the  heat,  but  as 
the  valves  are  in  the  head,  the  discbarge 
is  rapid.  The  explosion  pressure  is  gener- 
ated directly  above  the  piston  center  which 
receives  no  side  thrusts. 

Tlio  spark  plugs  in  an  "L**  head  type  are 
usually  over  the  inlet  valves  where  the  in- 
rushing  gas  keeps  them  cool  and  where  the 
dre  is  most  eertain — being  in  the  most  per- 
fectly scavenged  part  of  cylinder,  i.  e.,  the 
direct  path  of  the  fresh  charge. 

In  the  overhead  type,  on  the  contrary^ 
they  are  exposed  to  the  full  heat  of  the  ex- 
plosion. In  a  high  compression  engine  there- 
fore only  well-made  plugs  should  be  used. 
One  method  of  protection  is  to  surround  the 
plug  with  a  water  jacket  as  much  as  possible. 

Abnormal  compression  is  prone  to  cause 
overheating.  Besults  however  can  be  ob- 
tained  with  high  compression  ratio,  which 
cannot  be  approached  with  average  com- 
pression. 

If  a  high  compression  is  desired  in  an  L 
or  T  head  engine,  in  order  to  take  advantage 
of  the  high  compression  the  cylinders  must 
be  designed  with  a  sufficient  long  stroke, 
to  enable  the  desired  ratio  to  be  obtained 


without     raising     the 


627 
piston     appreeiably 

above  the  floor  of  the 
valve  pockets,  as  al 

(L)    in    the    illustra- 
tion. 

fCompresfllom 

Average  of 

Engines. 

The  usual  compres- 
sion ratio  for  touring 
car  engines,  is  about 
55  to  60  lbs.  on  4  and 

Fig.  1— This  illustra-  ^  ^7^-  ongiaes  and  60 
iton  ihowi  tji>e  of  pit-  to  70  lbs.  on  8  and 
ton  roferrcd  to.  It  will  12  cyL  engines,  per 
pioiioa  wiii  dcTeiop  m  »q-  iiich,  without  the 
valva  pocket  (L)  a^nd  additional  e  a  e  c  t  B. 
p»rt  of  it!  TiJue  loit  This  when  running 
wben  piiton  project!  ^  avftracrft  road 
•bov«  lop  of  cylindar  to  ^^  ft>erago  rORa 
•nj   frest   extent.  speeds,    probably    in- 

creases. See  also, 
page  535  and  foot  note  page  640.  Tendency 
is  to  decrease  compression  as  the  dia.  of 
bore  increases, 

A  8^  eight  or  twelve  cylinder  engine, 
having  a  much  more  continuous  torque  than 
a  single  cylinder  engine,  will  obviously 
stand  a  higher  ratio  of  compression. 

The  maximum  compression  la  determined 
when  throttle  Is  wide  open  and  all  pet 
cocks  closed.  For  instance  the  compression 
in  cylinder  of  a  Packard  should  show  75  to 
85  lbs,  pressure  at  cranking  speed  with  pet 
cocks  closed  and  wide  open  throttle* 

Compression  at  time  of  explosion  at  in- 
stant when  piston  is  at  top  of  stroke  is  very 
hard  to  determine.  Factors  which  would 
have  to  be  taken  into  consideration  are: 
character  of  fuel,  degree  of  mixture,  speed 
of  engine.  In  the  average  engine,  pressure 
at  explosion  would  probably  he  about  250 
pounds.  See  page  536  for  M.  E.  P.  and 
page  535  for  meaning  of  compression  pres- 
sure. 


Compression  Effect  and  Cause. 


The  subject  of  compression  is  one  of  the 
most  important  subjects  connected  with  a 
gasoline  engine — if  an  engine  lacks  power, 
nine  times  out  of  ten  It  will  be  traced  to 
poor  compreesion* 

The  compression  space  in  an  engine  is  the 
space  between  the  end  of  the  piston  and  the 
top  of  the  inside  of  the  cylinder  at  at  (L)» 
fig.  1.  In  drawing  in  a  charge  of  gas  into 
the  cylinder,  the  piston  travels  downward, 
but  after  drawing  in  the  gas  through  the 
intake  valve,  the  valve  closes  and  the 
piston  on  its  up  stroke  pushes  the  gas  op 
into  the  head  of  the  cylinder  and  oompreeset 
it.  (see  page  307.)  If  the  valve  leaks,  or 
there  is  a  leak  otherwise,  then  the  gas  will 
not  be  compressed  to  as  high  a  pressure  as 
if  there  was  no  leak. 

These  joints  must  be  tight  at  all  times«  For 
instance^  if  the  cylinder  head  gaskets  or  the 
small  gsjdtet  in  the  spark  plug,  or  the  spark 
plug  itaelf  is  not  tight,  gas  wUl  leak  out 
and  catrae  loss  of  compression  and  lack  of 
power. 

*3m  p«ee  a07  And  foot  nots  bottom  of  pace  635  aad  pajro  S95  for   ''OompresBion.'* 
•*8fr«  pftfe  640.     tOn  «nemM  oBinir  keroteae  sbout   55  lb«.  ii  the  BT«rmc«.     Note  foot  Dot«.  p*r»  ^^^ 
ftiid  pmge  535,   AboQt  differeace  bfltweiui    ^'cotnprusioii*'    and   **»iploiioii   pntnixn/*     AUo   we   foot 
bote  pmgm  909  and  pasot  703,  817, 


There  may  be  a  leak  In  the  gaaket  con- 
necting the  Intake  pipe.  This  is  a  very 
common  cause  for  missing  at  low  speeds, 
and  is  best  detected  by  allowing  the  engine 
to  run  at  the  missing  speed  (see  page  162 
and  chart  292).  Take  a  squirt  can  full  of 
gasoline  and  squirt  around  all  the  intake 
pipe  jolnta.  If  you  detect  any  difference 
whatsoever  in  the  running  of  the  engine, 
there  is  a  leak.    The  remedy  Is  obvious. 

**When  cylinders  are  not  cast  en-bloc  (see 
page  81)  care  must  be  taken  that  gaskets 
are  of  exactly  the  same  thickness,  other- 
wise the  cylinder  with  the  thickest  gasket, 
will  be  raised  higher  than  the  others  and 
consequently  have  larger  combustion  space 
and  as  a  result  have  lower  compression. 
This  in  turn  disturbB  the  running  balance. 

In  two-cycle  engines  conditions  would  be 
even  worse,  for  here  we  not  only  increase 
combustion  space,  and  enlarge  the  lower 
space  (which  In  2  cycle  engines  is  an  in- 
portant  feature,)  but  we  also  change  the 
port  timingp  as  a  little  thought  on  this  sub* 
ject  will  prove. 


DYKE'S  INSTRUCTION  NUMBER  POETY-SIX. 


Asbestos  gaskets  when  replaced  are  first 
coated  with  shellac  or  soaked  in  linseed  oiL 
Copper  gaskets  are  soft  and  give,  therefore 
do  not  require  this  treatment. 

When  the  gas  is  compressed  to  the  highest 
point,  then  the  spark  ignites  the  com- 
pressed gas  and  forces  the  piston  down 
with  great  force.  If  the  compression  pres- 
sore  is  low  the  force  will  be  lesa  If  the 
compression  power  is  high  the  force  will  be 
greater. 

^Iicaks  will  affect  the  operation  of  the  en- 
gine, in  weakening  the  compression,  dilating 
the  fresh  charge  by  the  air  that  enters,  the 
escape  of  the  pressure  during  the  power 
stroke,  and  the  igniting  of  the  miztore  in 
the  inlet  pipe.  Therefore  the  power  of  an 
engine  depends  on  good  compression,  and 
good  compression  must  be  maintained. 

tfii  TOP 


'>fALV£. 


VAL^SStA,T 


l£Af(S 


Flf.  8— ^If  eompresfion  ie  poor,  the  probmble 
CAue;  TftlTes  mre  leaking  at  the  lemt.  (aee  alao 
pace  92.) 


There  are  many  places  to  liKdc  for  coib- 
presBlon  leaks;  through  the  valves  not  bsing 
set  right  or  through  the  yalves  T^«%frg  at 
the  seat,  through  the  yalye  CKgm  not 
being  screwed  down  tight,  through  the  WQKtk 
plugs,  relief  cocks  and  piston  xings^  I  have 
also  known  leaks  to  occur  through  a  small 
sand  hole  in  the  end  of  the  piston.  See 
foot  note,  page  656,  to  test. 


Fig.  8 — Other  canaee  of  leaks  may  be  in  the  spark 
plug,  gaaket  or  pieton  rings,     (eee  also  page  162.) 

The  most  frequent  cause  of  Isakags  is 
ftom  pitted  valves  (see  page  630),  which  hy 
not  closing  tightly,  permit  the  pressure  to 
escape.  If  the  valves  are  in  good  condition, 
and  the  spark  plugs  and  other  openings  in 
the  cylinder  head  are  tight,  leaky  piston 
rings  may  be  causing  the  loss  and  &ould 
be  examined. 

The  spark  plug  and  the  reUef  cock  may 
be  made  tight  by  the  use  of  copper-asbestos 
washers,  or  by  a  copper  washer,  that  metal 
being  soft  enough  to  be  forced  into  the  rough 
places,  (see  chart  292.) 

Leaky  valves  may  be  ground  in  as  de- 
scribed under  "valve  grinding."  (see  page 
630.) 


Other  Causes  of  Loss  of  Compression. 


It  is  probable  that  the  cylinder  wall, 
cylinder  head,  or  piston  head  is  cracked.  A 
crack  in  the  cylinder  wall  will  admit  water 
to  the  cylinder  from  the  water  jacket.  If 
a  hole  is  suspected,  a  test  can  be  made  on 
the  cylinder  to  see  if  there  is  a  leak  by 
putting  a  foot  pump  connection  to  the  water 
jacket  of  the  cylinder,  fill  water  jacket  with 
water  and  apply  the  air  pressure  and  see  if 
bubbles  of  water  ooze  through,  inside  of 
cylinder.  If  this  is  the  case  then  these 
holes  must  be  made  tight. 

If  water  Is  found  in  the  crank  ease,  it  is 
evident  that  there  is  a  leak  through  cylinder 
from  water  jacket.  It  is  possible,  sometimes, 
to  stop  these  leaks  with  salammoniac.  8ee 
"index"  for  this  subject. 

To  detect  a  crack  in  the  piston  head,  it 
must  first  be  scraped  clean  of  the  carbon 
deposit  and  examined  carefully. 

Sometimes  there  will  be  a  discharge  badk 
Into  the  carburetor;  this  indicates  a  leaky 
intake  valve,  providing  it  is  not  first  found 
to  be  in  the  fault  of  carburetor  adjustment. 

Sometimes  a  discharge  in  the  mufEler  in- 
dicates a  leaky  exhaust  valve,  but  not  al- 
ways. It  will  require  an  experienced  ear  to 
detect  the  difference  from  that  of  an  unfired 
charge  being  exploded  in  the  muifler,  due  to 
carburetor  adjustment  and  that  of  a  leaky 
exhaust  valve. 

*  At  higher  speeds  of  engine  a  flight  compression  leak  is  not  so  noticeable  as  at  low  engine     . 

If  it  is  desirable  to  have  engine  throttle  down  to  Tery  slow  speed  then  be  sure  that  there  are  no 
eomprwBBion  leaks  in  any  part  of  engine  inchidlag  rings,  as  one  leaky  cylinder  will  effect^  the  othen. 
8e€  mImo,  pMge  655. 


When  the  piston  rings  have  been  eat  and 
scratched  by  long  use,  or  running  without 
oil,  the  leak  will  be  into  the  crank  case,  and 
when  this  part  heats  so  that  it  is  uncomfort- 
able to  touch,  it  is  an  indication  that  it 
exists.  The  only  remedy  is  the  reboring 
of  the  cylinders,  and  the  fitting  of  new  piston 
rings,  or  if  not  too  badly  scratched  new 
piston  rings  may  suffice.  Piston  rings  must 
be  handled  carefully,  for  they  are  very 
brittle.  To  place  new  ones  in  position,  see 
chart  261  and  page  657. 

When  piston  rings  are  not  pinned  In  post- 
tion,  thsy  may  work  around  in  their^gioovss 
so  that  their  split  ends  are  in  line,  and  this 
will  often  give  the  compression  an  opportu- 
nity to  escape.  Therefore,  see  that  the  split 
ends  are  not  in  line,    (see  chart  261.) 

Piston  Blngs  Cause  of  ImOes. 
If  the  piston  rings  are  in  good  condltton, 
they  will  be  smooth  and  shiny,  as  will  also  bs 
the  cylinders  walls.  If  the  rings  are  duU 
and  dirty  in  spots  and  streaks,  it  will  in- 
dicate that  the  flame  passes  between  them 
and  the  walls,  leaving  a  sooty  deposit. 


Badly  fitting  piston  rings  may  be  • 
by  the  rings  sticking  In  their  gioovas»  be- 
cause of  gummy  deposit  from  the  lubrieat- 


V 


SPAlitiNU  AND  ADJUSTING. 


in^  oil;  rings  that  are  ituck  in  their  grooves 
will  not  press  against  the  cjlinder  walls  and 
will  caase  loss  of  comprMsion.  Kerosene  oil 
wiU  cut  this  gum^  and  free  the  rings.  If  this 
ii  suspected,  a  little  kerosene  poured  into  the 


cjlinder  and  distributed  bj  cranking  the  en 
gine  will  cure  it* 

Leaky  gaskets  caoso  loss  of  oampreSBloii: 

On   page   717   and   page   162,   the   different 
places  for  gaskets  are  shown. 

^^Testing  Compresaloii. 


The  compression  is  much  easier  to  test 
than  the  carburetor  or  ignition  apparatus. 

^To  test  the  compreesloii  of  tlie  engine  one 
has  but  to  crank  it  slowly  (with  switch  off) 
and  note  the  comparative  resistance  of  each 
cjlinder  and  the  resistance  of  all  in  general. 
If  the  resistanee  of  the  compression  of  one 
or  more  cylinders  is  comparatively  poor, 
under  ordinary  conditions  the  valves  of 
those  cylinders  need  grinding.  If  the  resis- 
tance of  all  of  the  cylinders  is  not  up  to  the 
regular  standard,  then,  perhaps,  all  require 
regrinding. 

A  method  of  testing  with  a  special  gauge 
is  shown  in  fig.  4. 


Grinding  the  valves  will  probably  remedy 
this,  if  the  leak  is  not  due  to  leaky  piston 
rings.  Sometimes  leaky  piston  ring  trouble 
can  be  remedied  by  first  giving  the  engine 
the  kerosene  treatment  and  tightening  up 
the  spark  plugs  and  valve  caps. 

To  test  for  a  leak  at  tbe  valre  cap,  sptfk 
plug,  and  relief  cock:  Pour  oil  over  the  cap 
on  top  of  the  cylinder  block  and  if  bubbles 
occur  when  the  piston  is  moving  upward,  it 
is  an  indication  that  there  is  a  l(>ak.  It 
can  be  corrected  by  simply  tightening  the 
cap  or  it  may  be  necessary  to  renew  gasket. 
Pour  water  Into  valve  cap  to  delect  leak 
where  spark  plug  or  relief  cock  is  screwed 
into  it.  Leaks  very  seldom  occur  here,  but 
when  they  do,  remedy  by  merely  tighten* 
ing  up, 

tA  compression  leak  between  the  piston 
and  cylinder  walls  is  rather  difficult  to  test 
— probably  the  best  way,  \b  to  first  correct 
valve  compression  leaks  and  valve  cap  leaks, 
then  if  the  compression  is  still  poor^  then  the 
leak  must  be  between  the  piston  and  the 
cylinder  wall.  THs  can  be  corrected  by 
taking  out  piston  and  putting  in  new  rings. 

The  owner  of  s  cur,  however,  will  wwj  s«Ldotn 
b«  troubled  by  %  compreBsion  lernk  betw««n  tli« 
piston  snd  tLft  cylinder  will  »a  the  rings  srs  ketd 
in  close  contact  to  tli«  cylinder  waUs  tr  aprtnc 
tension.  Tbijt  me«ns  that  when  free  ihej  ftre  s 
little  Ur^er  thuxi  the  bore  of  the  cylinder  and  thef 
sre  ipruDg  into  place  iQ  tbe  grooTei  of  tbe  piitoa 
mnA  inB«rled  loto  the  cjlinder.  wear  is  taken  up 
and  contact  surface  perfected  by  the  sctka  of  the 
mptlng  tension. 


Tig,  4 — Testing  with 
»  compreaeometer:  Tbia 
18  a  epecial  t*^t*  ^^' 
•iSDed  for  tenting  tb« 
comparative  pre  is  are  of 
each  cylinder. 

It    ia    attached    to    tbe 

engine  cylinder  by  re- 
moring  a  vpark  plu^  and  flttiog  eompreaio-meter 
instead.  Tbe  engine  abould  be  turned  over  two 
or  three  timet  either  with  tbe  lelf-atartcr  or  crank. 

Compreaeioa  of  the  cylinder  to  which  the 
cotnpreaaometer  ia  attached  ia  indicated  on  tbe 
l2Utmineat  as  the  mudmam  hand  (abort  one)  re- 
mains  at  the  highe&t  point  ao  indicated.  Note 
tbe  two  hands;  the  abort  one  remains  fixed  at  the 
highest   polut   reached   daring  the   teat. 

As  yon  teat  each  cyUnder  separately,  enter  the 
reading  on  a  slip  of  paper,  then  compare  the  re- 
vnltM,  Those  cylinders  showing  low  compression 
are  leaking  and  the  cause  sbonld  be  found  sod 
remedied. 

A  cylinder  with  good  compression  cranks 
with  a  springy  resistance.  If  it  cranks  very 
freely,  it  may  be  considered  an  evidence  of 

Kor  compression  and  the  cylinders  should 
tested  for  compression  one  at  a  time,  as 
foUows: 

The  compression  relief  cocks  (if  a  six  cyl- 
inder) on  five  of  the  cylinders,  say  Nos.  2, 
Sf  4«  5f  and  6,  should  be  opened  and  the  com- 
pression of  No.  1  noted  when  turning  the 
engine  ever.  Then  close  relief  C4>ck  No.  2» 
open  cock  No.  1  and  crank  again  to  test 
No.  S  and  so  on  until  the  six  cylinders  are 
tested. 

A  leak  througb  one  or  more  TalTee  gen- 
enSly  is  accompanied  by  misfiilng  and  loss 
of  power.  A  slight  leak  through  all  of  the 
valves  is  accompanied  by  loss  of  power,  but 
often  without  misfiring. 

*See  page  eS7;  * 'maximum  coapreeeioo  4St«B 
**Zf  after  these  tests  compression  la  not  restored,  the  trooble  ia  a  teriottt  one,  reqairing  removal  ol 
cylinders.  The  piiton  rings  may  be  broken,  teorod,  or  badly  worn*  or  tbe  cylinders  may  ho 
aeored  alto.  Such  tronblet  require  a  well'equipped  repair  shop,  aa  new  rings  most  be  fitft«d  aad 
tbe  cy|jnd«rt  rerround.  Keep  in  toach,  so  to  speak,  with  tbe  compression  In  your  engine  If  you 
wish  to  obtain   bent  results,      t Piston  sometimet  has  a  flaw  in   casting  and   a   vmall   hole   will  permit 

loDs  of  comprc^i^ftion — F>eo  pafre  G56,   foot  note,  how  to  teat.     A  drctilar  deacriblng  a  new  principle 

of  tsfttng  engine  knocks  by  means  of  an  air  corapreaaor  can  be  secored  of  A.  L.  DtV:«.  OTti:tv\\«:  ^\^<c.  . 

St.  Louis,    Mo. 


tvtiHOtR  TtiirtfuT  nM 

Krtati^AM*'  m 

KviJIf  (*■ 

-^-'^^^at'^ 

t*t*t(ti  TO  CA*Kt*  C*Jl^ 

Fig.    G-^To   test   for   Intake   valve  and 
piston  ring  leaka — a  aaggostion. 

To  test  for  inlet  valTe  leak:  Place  a  hose 
over  the  carburetor  air  intake  as  per  fig,  5, 
With  throttle  wide  open,  have  some  one 
crank  engine  with  switch  oiT.  Place  hose  to 
ear;  if  a  hissing  sound  is  heard  when  piston 
is  on  compression  stroke,  the  inlet  valve  Is 
leaking  and  needs  grinding. 

Crank  as  before;  if  a  hissing  is  heard,  the 
pressure  is  escaping  past  the  piston  ring, 
down  wall  of  cylinder  into  crank  case.  In 
this  case  new  rings  are  required  or  maybe 
kerosene  treatment  will  suffice. 

laed  with  threlile  wide  open.'* 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


When  spark  plugs  &re  constantly  oily  ajid 
fouling^  thia  is  an  indication  of  oil  passing 
from  crank  ease  past  a  loose  ring. 

It  is  also  indicated  by  excessive  lubri- 
cating oil  smoke  (blue)  passing  out  exhaust, 
the  oil  works  up  past  rings. 

Spark  Plugs  Indicate  Valye 
Condition. 

Tli»  condition  of  spuk  plnst  will  tomailmoft  la- 
dlcaU  condition  of  tb1v«b.  If  tho  eod  of  th« 
fpftrk  plug  U  oily  it  indicatea  too  much  lubricat- 
ing oU  or  leaky  piston  rioga.  If  bl&ck  aoft  aoot, 
lUca  thai  which  accumulates  in  a  lamp  chiamBj, 
thia  indicates  that  too  much  raaoUno  U  beinf  fed 
to  the  cylinder  through  intake,  causinf  too  rioli 
a  roixtuJ-e,  ThU  may  come  from  improper  car- 
buretor adjustment  or  an  air  leak  in  intake  mani- 
fold. If  the  end  of  the  plnga  9x9  oUy  tad  sooty, 
thia  would  indicate  that  the  valvea  leak,  aa  thia 
permits  burnt  gaaes  being  drawn  into  the  mixture* 
which    would   result   in   poor   combustion   and   lack 


of  presaure  in  cylinder,  also  permitting  oil  to  pais 
and  foul   the  plug. 


Prussian  Blue  for  a  Valve  Test. 
To  test  valve  head  seat:    Buy  a  ten  eeat 

tube  of  Prussian  blue  at  any  paint  store. 
Loosen  the  valve  spring,  and  blue  the  faot^ 
of  the  valve  and  then  turn  it  one  qu 
around  in  the  valve  seat.  If  the  seat  shows  ' 
a  clear  clean  line  of  blue,  you  have  a  per- 
fect fitting  valve.  If  there  are  points  where 
the  blue  does  not  touch,  you  have  worn  or 
warped  valve  or  a  faulty  seat. 

To  test  valve  seat:  Reverse  the  operation 
and  place  the  Prussian  blue  on  tl^  valve 
seat,  repeating  the  one  quarter  turn.  If 
there  are  points  where  the  blue  doea  not 
touch,  the  valve  and  seat  both  requirt 
attention. 


Valve  Troubles. 


To  determine  if  valves  need  grinding  or 
reseating:  Valve  grinding  will  ordinarily 
remove  small  pits,  but  if  badly  pitted  or  If 
valve  head  is  warped  (caused  by  excessive 
heating),  out  of  line  with  its  seat,  or  if 
shoulders  appear  on  the  valve  face  or  valve 
seat,  they  should  first  be  re-seated  with  a 
special  re-soating  tool  and  then  ground  to 
a  smooth  surface. 


hi 


rig.    6 — Hot« 
tbo     black 

r,   T— T,       spots  on  yslIto 
^^     VtlT*  1  f  r      f*««      's««  iu^  valve 
seat.  This  per- 
mits    the     es- 
cape   of    gas. 
17?_  a  If    ground    or 

■^'»-^  reseated      the 

spots  wilt  be  remored  and  vsWe 
will  seat  tight,  if  pitting  is  not 
too  deep  and  valve  spring  not 
too  weak. 


Fig.  6A— Extaanst  valro  stems  often  b^ome 
csrbon  coatod  aud  when  engine  is  drivon  at  high 
speeds  the  temperature  increaacs,  causing  cxpan- 
ilon.  and  the  result  is  tba  valve  will   be  given  a 


taper  effect  which  will  not  permit  valva  to  atai 
properly.  Often  timea  this  it  the  cause  of  a  leaky 
valve  and  stem  should  he  cleaned  thoroughly  aud 
sufficient  clearance  allowed  between  valve  st#m 
and   ralve  guide. 

Refitting  New  Valves. 

Wben   Tttlva   stema   becoms   badly  worn,    it   is 
almoit  a  certainty  that  the  guide  or  hole  tbroogkj 
which  the  stem  passes  is  also  woru  out  of  roaadUl 
The  eheapeat   and  beat  way  to  remedy  tbia,   is 

ream  out  tbe  guida  hole 
and  install  another  valvt 
with  an  "0T«riiiie"  stem. 
aa  shown  in  flg.  21. 

Tbe  r«ain«r  B«t  (ag. 
20 )»  iccladea  a 
hardened  guide.  <i 
fits  in  the  valva 
r«c«as  and  insures  tkmM 
tbe  flniahad  bole  will  be 
true  and  in  perfael 
alignment. 

Tb«     OT«>«U«     valve 
stexoa    vary    in    sia«    by 

64tha  of  an  Inch  and 
usually  1-64  larger  is  all 
that  will  be  found  um? 
essary,  unless  ti^  badly 
worn,  aee  pag«  %09,  791. 


Fig.  20  ^  Ouide 
reamer  for  reaming 
overaise  valve  guide. 

ng.  21  —  Valve 
with    overslsfl   stem. 


Grinding  Valves. 
Valve  grinding  la  necessary  when  either 
the  Inlet  or  exhaust  valves  leaJc.     The  ex- 

■,„..-,.,^  hauflt  valve  has  a 

^     .  tendency    to    leak 

more  than  an  inlet 
valve  because  it 
is  more  exposed  to 
the  heat. 
To  test  if  valves 
E-;^  need  grinding,  see 
above  **  Prus- 
sian blue  test.'* 
Also  try  the  com- 
pression. Weak 
compression  usual - 
valves   also    leaky 


V 


Ji|g.  tiome  made 

valve  6|»riBg  lifter. 


ty   results    from    leaky 

rings,  therefore  be  sure  it  is  the  valve  and 

not  the  rings. 


*To  grind  valves  is  not  a  difficult  proeeeftl 
It  is  merely  a  slow  and  pains  taking  job, 
and  is  better 
done  the  more  pa- 
tient  and  untiring 
the  operator  la. 
Don't  let  any  one 
tell  you  that  it  re- 
quires an  expert  or 
a  mechanic,  a  a 
such  is  not  the 
case. 

First  remOT«  1 
Intake  pipe  (if  ||^ 
is  in  the  way).  R#* 
move     the     valv#j 
cap.     Use    e  o  m  I 


Pig.    I — Remove    pin 

in  and  of  valv«  stem. 
A  sprin|  Uftar  will 
make  this  easy. 


•If  the  repairman  Onds  difflcnltr  In  grinding  some  of  the  valves,  owing  to  the  fact  that  the  abraaWa 
will  cut  the  surface  very  elowly,  it  is  because  that  particular  engine  has  a  vary  hard  alloy  atf«l 
Tungsten  valve.  When  fitting  new  valves  call  for  Tungsten  metal  valvea,  Bowevtr,  good  valT«a 
are  also  made  with  cast  iron  heads  welded  to  ateel  stems. 


Clover  Grinding  Compound  for  irrindiiig  valvcB, 
rrinding    crankshaftH    into    beoriuirB,    polishing 


grj  _ 

C„  Norwalk,  Conn.     This  euficern  issues  a  very  instructive  free  BnUotln  on  valve  grinding; 


grinding  pistons  into  eyllnders.  lapping  out  eylindf«r«, 
crnnkshahe.    etc.^    is    manufucturcd    by    Cloveir    Mfg, 


EEPAIRING  AND  ADJUSTING. 


farn  of  tpring  holder  bo  tliat  the  tension  oi 
Ike  ffpring  is  relieved  while  the  kej  is  taken 


* 


VrnWe  cover  reiitOT«d   •xpotin^ 
the   TaW«  tprlofi. 

•vt  from  under  the  spring.  These  springs 
are  very  stid  and  v^  require  a  special 
spring  lifter  of  some  form  which  can  be 
•eeured  at  anj  supply  house  or  you  ean 
make  a  serviceable  tool,  of  a  V^  inch  iron 
bar,  about  13  inches  long  and  split  at  one 
end,  as  per  fig.  2,  (pago  630.)  Aftor  tll6 
kay  la  removed,  tken  tlid  valra  la  lifted  out 
of  its  seat,    (see  also  page  92). 

Second,  placa  soma  Talve  grinding  com- 
pound on  the  face  of  tke  valve.  The  usual 
proceedure  is  to  first  apply  a  coat  of  oil 
on  the  seatf  then  distribute  it  with 
the  tip  of  the  finger;    then   dip   the  finger 


Wig,      8— Lift      TftlTA 

omt^f  eyliadtr. 


Tif,  4  —  Smtu-  the 
vftlve    grmding    eom- 
id 


poniid     around 
of  vstvo. 


tdfe 


* 


into  the  emery  (fiour  of  emery)  and  apply 
thia  to  the  seat*  Put  on  an  even  coat  and 
don't  plaster  it  all  around  the  turroundimg 
metal  parts.     Take  your  time. 

••There  are  «i>^Gia1  prepared  {rrindiiiit  compon/ids 
Wkieh  eso  be  aeeored  at  lupplj  hotisea.  It  comet 
In  three  ffradea  No,  1.  No.  2,  and  No,  8.  The 
ftrvt  la  eoarte  and  cull  heavily;  the  »eco&d  do^ 
not  cut  no  mQch,  and  the  third  poUshea. 

Third,  placa  valve  back  into  seat;  then 
ooe  a  screwdriver  or  a  brace  with  a  screw- 
driver bit,  placing  the  point  in  the  recess, 
with  which  most  valves  are  provided.        '• 


Th«r«  are  wiooi  wsyi  to  ffrio4 
▼itTM;  with  a  breaat  driU  or  braoe 
and  i<^rew  driver  hit  or  hj  hand, 
with  a  repil^T  serew  dirirar,  or  by 
machinery,  lee  alao  pagM  682,  883« 
016,  615  aod  593.  There  are  no- 
meroaa  TaWe  rrii^dint  tooU  on  the 
market. 

4  eprlnf  ahonld  he  placed  un- 
der TAlve  M  ahown.  Thia  will  al 
low  th«  Talve  to  raite  from  ite 
«oat  occatiooany.  Place  a  cloth  in 
the  opening  to  cylinder  to  prevent 
the  frindlnf  powder  and  dirt  gH 
ting  in.  And  be  aore  and  take  it 
om  when  throngh. 

Fonitk,  turn  the  valve  balf  a  rervolutlon 
back  and  forth  in  Its  aeat,  and  occasionally 
lift  from  its  seat  and  shift  around.  Don't 
turn  round  and  round. 

When  the  pits  on  the  valve  are  almost 
removed,  continue  the  operation  with  flour 
of  emery  of  a  finer  grade  instead  of  the 
coarse  grade;  remove  the  valve  oftener,  ap> 
plying  more  oil  and  less  emery  each  time, 
until  a  good  seat  is  obtained  all  around; 
then  finish  up  by  polishing  the  seats  with 
oil.  Kerosene  is  most  effectively  used  in 
finishing,  and  the  smoother  the  finiah  ob- 
tained the  less  chance  for  a  leak.  Be  fure 
vnlve  stems  are  free  in  the  guides. 

Bemove  valve  and  clean  both  head  and 
0eat  wltb  kerosene  and  don't  overlook  clean- 
ing tbe  valve  stem. 

Zf  a  polished  se«t  is  deelred,  ILnlah  m  foUowt: 
When  the  ralve  i»  ground  to  a  dull,  amooth  eur- 
face,  remove  and  clean  valve  face  thoronphlj. 
Do  not  clean  valve  aeat,  hut  leave  upon  it  tbe 
compooad  which  remalna  from  the  laat  grind 
ing.  Replace  vtlve  and  give  twenty  or  thirtj 
tnrne.  Bemove  again,  clean  vtlre,  bat  not  seat 
•a  before.  Replace  valve  and  repeat  nntil  tbe 
dealred  polish  la  obtained.  The  poliibed  leat 
may  look  aomewhat  better*  bnt  the  dnll  amootb 
■eat  giveM  much  better  reiulta,  at  has  been  proven 
bj  test. 

When  grinding  valvea,  a  preasore  of  about 
SVk  l^s.  la  snificient.  More  pressure  than 
this  will  cause  grindiog  compound  to  cut 
rings  in  tho  valve  or  seat. 

A  valve  tbat  la  properly  seated  will 
bounce  back  when  dropped  into  its  seat.  If 
it  stops  with  a  dull  thud,  either  the  grind- 
ing  is  not  perfect  or  the  valve  stem  is  bent. 

After  grinding  valvea  adjust  the  valve 
clearance  as  per  pages  94  and  634.  It  is 
advisable  however,  to  allow  the  valve  tap- 
pets to  run  loose  for  a  period  of  several  days 
before  adjusting  them  to  the  mixdmum 
amount  of  clearance  or  space. 


^Grinding  Cage  Type  Valvea. 


face    with    a    pencH,    as    shown    in    fig.    3, 
chart   250. 

Reoeating  Valves 

Is  explained  in  chart  250.  Ordinarily 
valve  grinding  will  answer^  but  if  valves 
are  badly  pitted,  warped  or  a  shoulder  a|*- 
pears^  then  it  needs  refaeing  and  reseating. 

Q,.— I  ii^ve  1^  Mitchell  6  50- 19  U  model.  Valve 
■eaU  have  been  ground  till  the  valvae  drop  a  >A 
inch  into  seat  and  the  vaWe  U  not  level  with  the 
eombiMtlon  chamber  till  the  piaton  has  d»- 
•cended  H  of  tnction  itroke.  Valve*  are  2%  Ina. 
Cjlinder  bore  4^.  itroke  6  ina.  Would  it  do  to 
reaeat  with  «  2H  inch  reaeater  and  uae  3H  inch 
vaUeaf 

A. — ^Yonr  suffeitioo  to  nte  2%  inch  valvea  ia  a 
food  one.  I^ava  the  eeat  narrow  lo  it  will  laat 
toiler.  1-16  to  H  inch  ia  wide  enoufh  for  the 
teat  in  the  cylinder.  Ton  can  crt  the  ralve 
blankt  at  the  St.  Louia  Machinist  Supply  Oom- 
panj.    St.    Louii.    Mo.,    or    moit   anj    anto   enpplr 


The  above  inatmctionB  are  for  grinding 
tlie  poppet  type  of  valve  in  an  •  'L**  or  '  *T'  * 
type  of  cylinder.  If  the  valve  is  of  the, 
•'cage*'  type,  used  in  some  of  the  I 
head  cylinders,  then  the  cage  must  be  re- 
moved as  shown  in  illustration,  fig.  2, 
chart  25<>.  The  cage  is  placed  in  a  counter* 
sunk  hole  in  the  bench,  with  a  spring  under 
the  valve  to  raise  it.  In  fact  it  is  a  good 
idea  to  place  springs  under  all  types  of 
valves  when  grinding  aa  ahown  at  top  of 
tkia  page — right  hand  illustration. 

If  the  spring  is  tied  as  skown  in  fig.  3, 
ckart  260,  it  will  be  easier  to  replace. 

To  tell  when  valve  la  ground  or  has  a  per- 
feet  eeat,   see   page    6 SO;   ''Pruaaian    blue 

teat."  Another  method  is  to  mark  the  valve 

hon*e. 

•Tv  grtad  OTfrhf»d  type  Ttlvea  with  valve  leat  in  cylinder  bead,  see  pec*  eSS.  To  trltid  «t«t\k%%^  V|>* 
valvea  where  thax  are  operated  by  overhead  camahafit  »ee  p^ge  ^\1.     **%««  \c»q\,  tkic»\%,  '^'wl^  ^'^^- 


DYKE'S  INSTRUCTION  NUMBER  FOBTY-SIX, 


^ 


Fig,  2. — Ohgt  typo  of 
WMtwm,  To  gritkd  ibii 
t7p«.  r«movft  cftg*  mod 
vftlTS  And  grind  in  Mmo 
m«na«r  tut  the  poppet 
Tftlve,  »«  flg.  3,  pafo 
BO,  fig.  4,  pagft  94. 

▼al7M  on  an  ongine 
nol  equipped  wUb  rexDO- 
vible  hcada  ara  ol  the 
eftge  iTP«  (•««  pftget  80 
and  01)*  Tli«y  *re  kUo 
of  ihtf  **TftlTe  in  head" 
tTP*^  •««  pagea  90  and 
109. 


ng.  3. — To  t«it  th9  finish  of  a  Talvo 
faco  aftar  grinding:  mark  ii  with  a  lead 
pencil  as  ahown  about  ^  in.  apart  or  leu ; 
after  putting  valre  in  place  and  ovcillated 
about  ^  turn,  if  all  marka  are  erased  tlii* 
job  te  aatiifactory.  (The  marki  on  valve 
"W"  are  the  pencil  tnarki  to  ba  eraaed.) 
The  PmHian  bine  lett,  la  also  a  good 
method  for  tea  ting,  lea  page  630. 

Tla  tba  valva   Bprlng   liefore  trying  to 


raplaca  It.  A  simple  method  i«  to  com-  .  ^v"f 
preia  a  valve  apring  between  the  iawa  of  a  *  •  '"*"• 
rise.  Whiiat  compreiaed  it  ia  tied  op  with 
a  loop  of  wire  or  atring  in  two  or  three 
placea.  When  the  apring  La  thua  tied  up 
under  tanaion  ita  replacement  ia  eaay. 
This  ia  not  neceasary  if  a  valve  apring 
liftar  ia  at  band,  aee  page  630. 


Befaclug  Valve, 

Tba  tubjaci  of  valve  grinding  ia  treated  on  page  630.  Where 
Tftlvea  are  badly  pittad  or  warped,  or  where  sbouldera  appear,  thia 
wilt  then  require  mora  than  mere  grinding.  A  apeelal  tool  la  Uiara* 
fore  required  to  refaea  the  valve  and  for  reaaating  the  valve  aaat. 

The  draaaer  head  for  refaoing  the  valve  and  a  rttaeaier  for  ream- 
ing out  Iha  valve  aeata — both  being  adjustable  for  different  tisa 
valves,  is  shown  in  flga.  5  and  0. 

Bafactug  »  Talva  is  shown  in  flg.  6.  Tbia  method  was  the  ap- 
proved method  when  valve  stems  were  made  of  steel  and  had  a  eait 
iron  valve  head  aleetrieally  welded  to  stem,  but  now.  many  maou* 
factnrera  are  using  hard  tungsten  steel  valvea,  therefore  the  uaual 
way  a  tuhgaten  valve  ia  refaced  ia  by  patting  it  in  a  lathe  and  emery- 
ing  it  down. 

Tha  MGOulloofli  Talva  rafacar  however,  will  save  tba  naeaiaity 
ol  doing  tba  work  in  the  lathe  and  will  accurately  raface  any  valve, 
tungsten  or  other  kinds  of  metal  valves  in  one  or  two  miuotea  time, 


Cmttar  Carri 
Port  Ceatenog  Device, 
RetestiBf  Colter^ 


Fig.  6 — Itluatrating   the   metba4 
af    ^vlng    up    a   vaJva    aaat    tad 

raamlng  a  worn  TalTa  atanx  gnldai 


Eeseating  Valve  Seftta 

Tmlog  vp  •  Talra  seat  in  the  cylinder  la  uaually  done  with  ataadard  alaei 
of  YilTa  raaaatlug  cnttar,  ona  type  ia  shown  in  flg.  6. 

Whan  reaaatlBg  Talve  aeata  the  novice  latitt  be  careful  to  not  cut  too 
deep  into  the  aeat  and  thereby  lower  the  valve  atom.  In  fact,  it  ia  advisable  to 
adjuat  tlta  vaiTa  daaranca  after  altbar  grinding  or  raaaatlng  valTaa.  After  ra^ 
seating,  always  grind  the  valva  in  order  to  make  a  good  tight  aeating.  (sea  flg. 
8,  of  an  improved  method  of  reseating  valvea.) 

A  paxfact  saat  is  aatnrad  vhan  a  white  line  extends  dear  around  both  the 
valve  and  the  teat,  whaa  giving  the  prustian  blue  taat.  The  width  of  the  Una 
ia  Immaterial,  but  the  narrower  the  line,  the  better  the  compreasion  will  be 
baeauae  there  ia  less  area  for  the  prearura  of  the  valve  spring  to  act  on.  Bow- 
aver,  it  ia  not  well  to  hsTe  the  nog  leas  than    H   inch  wide. 

A  valve  seat  should  have  a  bevel  of  not  laas  than  45  degreea.  Less  than 
tbta  the  valve  will  slick,     A  good  angle  ia  60  degrees. 

It  wtU  be  noticed  that  some  valTa  ataaia  aaam  to  wear  rnj  much  oa  ana 
flda.  This  may  be  caused  by  one  or  mare  of  three  tkings.^is:  the  bole  ia  not 

concantrie  with  the 
valva  saat  —  vhioh  ean 
be  remedied  by  re- 
seating in  a  radial 
drill  press;  the  top  of 
the  valv«  liftar  ia  nol  at 
right  angles  with  the 
valve  stem,  wedging  it 
off  to  one  aide,  or  the 
aame  may  be  true  of  the 
valva  cap  on  the  stem  vt 
ih9  valve.  Theaa  two 
latter  troubles  can  be 
remedied  by  the  judici- 
ous use  of  the  flie. 

BMinliig  Ckxldei. 

Worn  Valve  stem  guides 
allow  air  to  ba  draws 
Ihrongh,  which  causae 
an  imperfect  mixture.  In 
this  instance  the  valve 
stem  guide  ought  lo  ha 
raamed  oat  aod  an  over 
•iia  valva  put  into  Its 
place,  (aae  flg,  ftl«  pagea 
630    and    601.) 


Flg.  7. — Tlia  MeOnlloiiffh  valra  rafaoar.  WIU 
refaoe  hard  tungsten  valves  and  other  kinds. 
Chatting  surface  ia  carborundum  cloth,  glued  to 
ilael  disci,  an  emery  wheel  is  furnished  with  the 
ontflt,  also  a  valve  reseating  tool  as  shown  in 
flg.  9,  (writ*  B,  U  Fry  Mfg.  Co.,  St.  Louie  Mo. 
far  das«rlptire  folder). 


Flg.  8.— McOniiooiSi  Tatva  if» 
aaaiing  tool  consists  of  a  car- 

barucdum  cloih  coue  held  I* 
the  face  of  the  vaiva  as  showa. 
The  valve  is  used  Just  the  earns 
as  a  reamar.  The  cloth  eutliag 
the  seat  in  the  cylinder  axaal* 
ly  the  same  barsl  as  that  af 
the  valve  faca^  No  reamers  art 
required.  Tliere  is  nothing  to 
replace  but  the  earborvadaa 
cloth.  Emery  cloth  or  aand  pa- 
per will  do  quite  as  well  tot 
wifl  not  last  aa  long. 

100    or   more   valvaa 
refaced  with  one  cloth  diaa^l^ 
7.  and  10  or  13  valvaa  caa  ^  \ 
refacad    with    oae     eloth 
Mfg'd  by  B.  L.  fVy   Mfg.  Oa..  I 
St,   Louia.   Mo. 


GHABT  NO.  ^50— BefaclBff  Talve  HeB^  B/Qft6ikU&^  V«iY«  Seats  and  Eeamlzig  Valva  Stom  QoldH.] 


RKPAIBING  AND  ADJUSTING. 


68S 


EMERGENCY  VALVE  TOOL 

An  tmerf ency  tool  for  grinding  Ford 
vmhrct  may  be  nude  from  an  8  in.  length 
ef  biroom  handle  and  two  nails.  The  two 
BaQa  are  driven  into  the  sawed  off  end 
of  the  handle,  until  only  about  oni^  inch 
ef  the  nafl  Is  left.  The  heads  of  the 
BaUsare  then  filed  off  and  bent  until 
they  will  fit  into  the  drilled  holes  in  the 
valve  top.— 


VALVE^RINDING  TOOL 
A  simple  tool  for  facilitating  valve 
grindhig  is  illustrated.  The  body  of  the 
tool  U  made  of  1^-in.  flat  stock,  3/16  in. 
thick  and  about  6  in.  long.  The  upper 
end  is  forged  round  and  fitted  with  bit- 
stock  hand  rest,  the  lower  end  carrying 
the  jaws  for  engaging  the  valve.  A  short 
length  of  round  stock  riveted  on  provides 
a  convenient  handle.  A  similar  tool 
with  a  screwdriver  point  may  be  made 
for  valves  with  a  slotted  head.— 


COLE  8.VALVE  TOOL 


The  cylinder  head  of  the  1914  and 
1915  Maxwell  should  not  be  removed 
mless  absolutely  neeessary,  but  when 
removed  valve  grinding  is  facilitated  by 
bolting  the  head  to  the  bench  in  the 
manner  shown  Not  only  are  the  valves 
iBort  accessible,  but  the  light  at  the 
bench  is  usually  better  than  at  the  re- 
pair stand.- 


GRINDING  BUICK  VALVES 


A  sxinple  way  of.  grinding  a  Buick 
vahre  ekge  to  a  pexf ect  seat  U  shown 
herewith.  Through  the  center  of  the 
cage  insert  a  round  Iron  rod  which  has 
been  threaded  for  a  nut  at  the  two  places 
shown.  Then  tighten  the  nuts.  With  the 
rod  as  a  handle,  the  .cage  can  be  ro- 
tated  easily. — 


rif .  eO— Ford 
rftlve  grinding 
tool. 


nc  80— A  ta1t«  and  its  parts. 
Ford  Talvo  has  no  topp*^  ^- 
Jnstment. 


VA|,VE  UFTER 
VUvea  designed  to  be  ground  by  means 
if  a  spaimsr  wrench  may  be  lifted  from 
tMr  seats  by  means  of  a  valve  lifter 
swds  tnm  a  spring  steel  rod,  A  piece 
if  a/ie-fn.  round  rod.  about  14  in.  long, 
is  ksated  and  bent  in  the  form  Olus- 
tnisd,  altar  which  the  coil  is  spring  tern, 
peead.  The  potaita  are  filed  down  unui 
tksy  ara  a  snug  fit  In  the  holes  in  the 
ealia  tspu  Vslves  may  be  ground  and 
laadOy  Kflad  oat  for  inspection  by  meaas 
if  thlB  dsvka.-  


ric  87— Anolhsr  malhod  of  ra- 
laasinf  spring  tansion  to  ra- 
mora  pin  or  waahsr  on  and  of 
▼alTa  with  ass  of  a  flat  wrsneh. 


VALVE  SPRING 

VALVE  SPRING  SEAT 
VALVE  STEM 

VALVE  SCAT  PIN 


III.  tl— Mothod  of  oom- 
praaalBg  taIto  ■prtag  on 
a  Ford« 


HO.  2S0-A— Handy  Dvriem  for  ValYiB-Oilndiiiff. 
rsorld.) 


884 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


Noifly  ValTe»— figs.  2  and  3. 

Diifieulty  i*  frequently  ezperiepieed  in 
loeatinc  noises  in  snd  about  the  enf  ine,  pro- 
bably because  there  are  sb  many  of  them 
that  St  is  difficult  to  determine  where  to 
begin. 

Attention  to  the  Talye-stem  clearance  usu- 
ally becomes  necessary  when  the  valve  be- 
comes lowered  as  the  result  of  repeated 
grindings. 

The  best  way.  perhaps,  is  to  go  about  it  in 
a  systematic  manner,  starting  with  the  most 
likely  sources,  as  in  the  valve  lifts. 


Pig.  1 — Valve  Adjusting. 


Referring  to  the  accompanying  figure;  place  a  thin  piece  of  metal  under  a  suspected  valve  ..^ 
shown  in  fig.  3,  and  when  the  noisy  one  is  found  the  insertion  of  the  tool  will  cause  the  clicking  to 
abruptly  and  will  remain  quiet  until  tool  is  removed. 

The  repairman  can  generally  find  a  tappet -that  is  badly  out  of  adjustment  in  a  very  short  tinio  by 
simply  working  the  tappets  of  each  cylinder  up  against  the  valve  stems  and  down  again,  with  hia  flagwi. 
while  the  pistons  of  the  respective  cylinders  are  on  their  compression  strokea. 

Proper  adjustment  of  the  valve  tappets  will  help  in  reducing  the  noise  which  invariably  oeeora  wh« 
there  is  any  wear. 

^Tho  proper  space  between  the  ends  of  the  push  rods  and  TalTo  stems  is  as  explained  on  pages  686.  94. 
642  and  pages  96  and  110.  The  smaller  the  space,  the  less  noise;  but  sufficient  space  must  be  allowed 
due  to  expansion  when  the  engine  is  warm  and  irregularities  in  shape  of  cam  or  roller. 

Somotimef  one  or  two  tappets  may  need  adjustment,  while  others  may  be  in  good  shape;  in  sneli  eaass 
there  will  be  a  clicking  sound  at  regular  intervals. 

Valve  AdJUBtliig— fig.  1. 

In  the  absence  of  a  suitable  gauge  for  regulating  valve  space,  many  repairmen  use  a  piece  of  paper 
as  shown  at  (0)  fig.  1.  It  is  folded  once  and  slipped  between  the  ends  of  the  stem  and  tappet,  the  lodk 
nut  N  is  loosened,  and  the  stud  8  in  screwed  up  or  outward  until  it  just  begins  to  pineb  the  paper  and 
prevents  it  from  sliding  about  as  readily  as  at  first.  The  paper  is  then  removed  and  the  lock  nnt  is  tightened. 

When  both  the  inlet  and  exhaust  TalTee  have  been  adjiuted  in  tUs 
manner,*  each  one  should  be  individually  tested  with  a  aingle  thickness 
(u  thickness  gauge  is  best — see  page  699,  see  also,  page  642  for  the  adjust- 
ment or  gap  necessary  for  leading  engines)  to  see  if  the  valves  remain  ti^tly 
closed  throughout  their  required  period.  This  is  best  done  by  alidinc  ths 
single  thickness  of  paper  back  and  forth  as  the  engine  is  being  turned  slowly 
from  the  closing  to  the  opening  points  of  e«ch  valve.  The  marka  on  ths 
fly  wheel  may  be  usod  to  advantage  in  this  operation  if  accessible,  bmi  Ihsy 
are  not  necessary.  One  can  slide  the  paper  under  a  stem  and  ton  the 
engine  over  until  the  paper  is  seised«  indicating  valve  opening;  than  a 
little  farther  until  it  is  free  again,  which  marks  the  closing  of  the  toIto;  bow, 
by  turning  still  farther  and  continually  sliding  the  paper  about,  if  U  li 
not  seised  before  the  regular  time  for  the  valve  to  open  (aeeording  to  aithsr 
the  position  of  the  piston  or  crank  handle),  the  adjustment  U  aboot  righi 
but  if  the  paper  is  prematurely  seised  the  space  is  insufficient.  The  valve 
in  each  cylinder  should  be  adjusted  in  the  same  manner.* 


Valve  Guides. 

rig.   7 — ^Beplacing  valve   guides:      The   valve 

Slides  of  T-  or  L-head  motors  may  be  driven 
om  the  cylinder  casting  from  above.  The  fit- 
ting of  new  guides  must  be  done  with  more  care, 
however,  as  a  slight  distortion  of  the  guide  will 
cause  the  valve  to  stick.  The  puller  illustrated 
is  ideal  for  this  work,  as  it  applies  a  steady, 
even  pall  to  the  guide  in  a  manner  that  cannot 
spring  it  out  of  shape.  An  old  cylinder  cap  is 
drilled  and  tapped  to  carry  the  threaded  rod. 
which  may  be  made  on  the  lathe  in  a  few 
minutes. 

Many  valve  guides  are  not  bushed  but  are 
•imply  drilled  passages  in  metal  of  engine,  as 
per  fig  7,  page  94. 

In  this  construction,  the  guide  is  reamed  larger 
and  an  oversise  valve  put  in  as  per  pages  680  and 
609.  Where  separate  bushings  are  used  as  in  the 
illustration  above,  the  old  guide  is  driven  out 
from  the  top  and  a  new  bushing  drawn  in  from 
bottom  as  shown. 

On  older  model  (Dodge  cars)  the  valve  guide 
was  Integral  with  cylinder  and  a  9%^"  drill  bores 
out  worn  guide.  Then  a  .666"  reamer  is  run 
through.  Then  a  finishing  cut  taken  with  a  ^ie" 
reamer.     Average  clearance  is  .002  to  .008. 


Fig.   9. 


Fig.   10. 


Fig.  9 — Valve  adjusters:  where  no  proviaioa  is 
made  for  adjusting  the  valve  clearance,  adJustsBS 
made  of  steel  lined  with  fibre  (to  reduce  aeies) 
can  be  had  of  supply  houses. 

Fig.  10 — Valve  caps — are  placed  over  each  vaHe 
and  are  finely  threaded  and  provided  with  eopMr 
gasket  (8).  The  threads  should  be  coated  wMh 
graphite  when  removed — else  one  will  have  dW- 
culty  in  removinfl^.  (1)  shows  a  castellated  type 
which  sometimes  is  sunk  into  head  of  cylinder  and 
requires  a  special  tool  to  remove. 


OHABT  NO.  261— Adjusting  Valve  COearance.     Bepladng  Valve  GKildes.    Bemoving  Valm 
alec  see  pages  95  and  110;  charts  228  and  284. 

eon  some  engines  the  eshaost  valve  Is  given  slightlj  more  clearance  than   inlet  valve,   see  page  S41. 
Sticking  valve  is  sometimes  caused  by  worn  valve  guide,  caoslne  valve  stem  to  stick  at  top  and  bottosa  of  tMk 
with  reanlt  that  air  is  drawn  into  cylinder  causing  missing.     If  an  oversise  valve  stem  cannot  be  socied.  ■• 

buMh  the  guide  mud  resm  out  the  hole  to  a  true  fit  for  valve  stem  and  then  grind  the  valve. 


ADJUSTINa 


tAdjimtiJig  Tlie  Cle&rance  of  Valves  and  Tappets. 


Adjnstable  valTe  clearance  m  where  there 
ie  a  valve  tappet  adjusting  screw^  per  fig, 
5,  page  04.  On  the  Ford,  there  U  no  ad- 
justment,  therefore  new  push  rods  (tappete) 
mu«t  bo  installed — see  fig.  36,  page  791,  aleo 
page  785. 

YsXv  clearance.  On  pages  94  and  034 
the  average  valve  clearance  fidjiisttnent, 
when  engine  is  celd  is  given.  There  is  no 
set  and  faat  rule  however,  unless  the  manu- 
facturer gives  a  fixed  clearance  as  per  page 
542,  It  is  clear  to  see  that  a  valve  with 
a  stem  12  inches  long  is  going  to  expand 
more  than  a  6  inch  valve  stem.  Further- 
more an  engine  cooler  than  another,  the 
valve  stem  will  not  expand  ns  much.  There- 
fore a  good  plan  in  absence  of  a  set  clear- 
ance is  to  give  .001"  to  .002"  clearance 
when  engine  is  fully  heated  up. 

Truck  ftnd  trmctor  eoi^iDoa  ftr»  K^^^n  Bllghtlj 
mor«   clenrsace  than   «i>|^io<M   on   ple«gure   can, 

Th%  result  of  improper  yalve  clearance 
will  cause  lack  of  power  as  explained  on 
page  95  and  per  pages  96,  63. 

To  And  which  ralTe  la  nolay  (clicking 
noise)  folly  explained  lu  chart  251  and  254. 
Another  method  is  shown  in  fig.  2. 

To  t«it;  Let  the  «n;ioe  run  ro  thtt  th<»  notie 
km  liMfd  ftod  then  grip  etcb  vmive  iprioje  firmly 
And  pall  it  up  with  thf»  hand  sgaijiit  tpring-  ten- 
ftioQ,  a«  shown  (fl^.  2),  so  thfti 
Lha  ralTo  ii  not  Active.  Tbii  it 
cqaivaleot  to  running  the  engine 
with  ieven  valves  (if  «  fonr  cyl- 
inder engine).  Each  TftWe 
fthould  be  lifted  in  this  wsy  ^nd 
«-hen  the  noise  cee«e«,  the  noisy 
valve  is  the  one  which  is  being 
held,    (slso  eee  page   638). 

When  adjusting  valve  clearance,  remem* 
ber  that  if  no  space  at  all  is  left  between 
the  valve  and  plunger,  then  the  valve  will 
not  seat  properly;  therefore,  it  is  Important 

to  get  the  distance  exact 

Valve  Springs. 
If  tbe  springs  of  the  exhaust  valvee  he- 
Mme  weak  from  use  or  heat,  the  pistons 
wiJl  draw  bomt  gases  into  the  cjUnders, 
past  the  valves  with  the  incoming  gasoline 
ehargep   giving   an   improper  mixture.     The 


Knocks  are  usually  caused  by  the  follow- 
ing parts  l>eing  loose  or  worn: — 

(1)  Lower  connecting  rod  bearings; 

(2)  Upper  connecting  rod  bearing  or  wrist 
pin; 

(«>       Main  crank  shaft  beaHngi; 

f4>       A  loose  piston; 

(5)  Timing  gears; 

(6)  Cam  shaft; 
(71       Fly  wheel; 

W       Carbaretion  not  right; 

CO)       Running    too    far    advanf«d    on    the 

spark; 
(ia>     Worn  valve  stems; 
(II)     Pre-ignition; 


valve  springs  should  be  tested  when  over- 
hauling to  see  if  they  are  full  strength,  see 
fig.  2,  page  742.  The  average  strength  of 
a  valve  spring  is  about  30  pounds,  but 
varies.  Exhaust  valve  spring  is  stronger 
than  inlet  spring  and  at  high  engine  speed 
exhaust  valves  nearly  always  permit  some 
Icakajje,     See  foot  note»  page  628» 

Valve  springe  that  are  too  etliT  are  to  be 
avoided  because  they  may  close  the  valves 
with  so  much  force  as  to  break  the  stems  at 
the  key,  or  the  heads  from  the  stems,  and  it 
is  a  certainty  that  the  seats  will  be  pounded 
out  of  shape,  even  if  the  valves  do  manage 
to  stand  the  constant  hammering  action.  An 
excessively  stiff  spring  consumes  power 
which  might  be  used  to  a  better  advantage 
and  there  also  is  considerable  noise. 

To  Increase  the  tension;  stretch  the  spring 
a   mere    trifle   by   slightly  opening  up  the 
coils  with  a  screwdriver  (fig.  3),  or  by  se- 
curing   on©    end    coil    of    the 
spring  in  a  vise  and  tying  a 
cord  or  the  like  onto  the  other 
end  so  as  to  get  a  grip,  and 
then  stretching  it  a  little   in 
the   ordinary   way. 
Another  way  to  increase  tlie  tension  is  to 
place  a  couple  of  washers  under  the  lower 
end  of  the  spring. 

To  test  for  a  weak  exkaust  spring.  Insert 
a  ecrew  driver  between  the  coils,  thereby 
increasing  the  tension.  If  missing  stops 
then  remove  spring  and  stretch  It  about  an 
inch  or  put  in  a  new  one. 

Tbe  reason  of  missing  of  explosion  from 
a  weak  exhaust  spring  la,  that  wken 
the  throttle  is  closed,  the  piston  cannot  get 
much  charge^  and  consequently  it  sucks  the 
exhaust  valve  open  and  draws  back  some 
of  the  burned  gases,  which  spoils  the  small 
charge  in  the  cylinder,  eansing  miss  fire. 

A  weak  inlet  valve  spring  also  makes 
itself  evident  hy  tke  mixture  back-flrlng 
Into  the  carburetor.  Springs  too  weak  to 
hold  the  valves  on  the  cams  will  also  pro- 
duce clattering  noises  owing  to  belated  seat- 
ing of  the  valves.* 

♦♦Knocks. 


(12)     Badly  worn  or  broken  rings; 

(IS)     Piston  striking  some  projecting  point* 

Locating  Knocks. 
BCLnor  causes:     Before  making  tests,  firet 
determine  if  the  cause  of  the  knock  is  not 
due   to   the    minor   causes^   which    are   easy 
to  locate: — 

(i)  If  cylinder  Is  free  from  carbon  and 
knock  is  not  caused  by  pre-ignition 
(eee  ps^s  233  and  639)* 

(2)  If  knock  is  due  to  runaing  with 
spark  lever  too  far  adTaneed^  (see 
page  68). 

(3)  If  earburetioa  is  properly  adjusted. 

(4)  If  valve  clearance  is  correct. 


'fiqvesks   ffoiD   exhfttiit   vslves   msy   sotnettmet  be    stopped    by    droppla^   e    sramll    qusQtitf    of   pew- 
Sesed  crApbita  down  th«  giijf!e<i.     If  the  vslT«t  tApp«ti  arc   noisy  sod  no  sdjastmi'Qt   is  proTfded,   s 
fritit  lioproreuiiiiit  cad  be  affected  by  bftTlsf  ste*!   caps   with    t&sert   flttdd.      Tbo   smAJlMt   smouiil   of 
cf««vaiico  betw^cD  the  stem  »nd  t»pppt  ghould  bo     sllowed.      (»ee  flf.  9,  pAso  634  snd  791.) 

iraiVS  rnldoi  which  are  worn  will  oft*n  c»qi«  inissinff  or  onfTon  running.     If  woro  bad  tboy  mtisi 
b*  rMineid  oat  a&d  k  boshtnf  fltied  |H«  correct  ■lt«.  see  fif.  H,  poc«  61&2. 
**9fo  ftbo.  pftffo  790.     tSeo  sfso,  p^rei  701,  785.  542. 


636 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


"Valw  adjnstliig:  To  dettrmine 
th«  prop«r  TAlTt  elearftnca,  crank 
9ngin%  hj  hand,  tumfaig  until  TtWe 
tappet  hna  reached  itt  lowest 
position. 

The  spaeo  hetweon  top  of  pvah 
rod  and  zockor  arm  should  be  about 
0.006  inch,  or  thickness  of  ordin- 
ary sheet  of  tissue  paper.  If  more, 
loosen  Jam  nut  and  turn  push  rod 
until  pr^er  clearance  is  had,  after 
which  tif  hten  Jam  nut. 

Tho  nacoeiitj  of  Talro  •AiwMng 
will  show  itself  by  excessiTo  click- 
inf  of  tappets  and  by  poor  running 
of  enfine. 

Pig.  14  shows  one  of  the  push 
rod  pluncers  remored  for  inspec- 
tion or  replacement.  Tho  pressed 
metal  raid*  i>  fitted  into  a  slot 
eut  in  the  top  of  the  push  rod 
phmger,  and  can  bo  removed  and 
new  red  installed  if  needed. 


head  cocksr-am  Md 
■  haft:  Dtaeonneet 
upper  radiator  hose 
eonneetion.  Beaore 
each  of  the  bolto 
holdinf  oyliBder  head 
to  cjlindor  oastinf 
and  lift  the  head  oC 
The  TalTOs,  rocker 
arms  and  bearings, 
being  attached  to 
^  ^^^  head,  will  remain 
—- *•  with  It.    Now  remore 

tho  rocker  arms  and  shafto  as  shown 
in  flg.  16.  Before  remoTing,  bear- 
ing caps  should  be  marked  with  a 
center  punch  so  that  they  will  not 
become  mixed  when  replacing. 

Beforo  repladng  TalToa  it  is  s 
,.od  plan  to  scrape  off  all  carbon 
ieposit   from   combustion   diamber 


and  piston.  Also  examine  eoppsr 
asbestos  gasket  before  replacing 
cylinder  head.     If   not  ^eitect»  a 


new  gasket  should  be  uM. 

Whan  roplaclBg  ejUndev  hitd 
bolto  turn  each  one  until  head  Jual 
touches  cyL  head — then  tighten 
each  one  cTenly— a  little  at  the 
time — none  should  be  drawn  tl^ 
until  all  are  set  snug,  (aeo  Ig. 
10.   chart  2 59- A.) 

BemoTing  Talre:  BemoTo  the  small  wirs 
holding  the  tsIto  spring  cap  pin  in  place. 
With  a  screw  driver  and  your  flngera  press 
down  upon  the  TaWe  spring  cap  until  wfitam 
has  been  compressed  enough  to  admit  pal- 
ling out  the  pin  (fig.  17).  Bemore  eaeh  Talfe 
separatoly..ualng  care  not  to  mix  them  In  any 
way,  as  they  must  go  back  into  the  same 
TalTe  holes. 

Orindlng:     Secure  a  light  coil  spring  and 
place   it  around   the  ralTc   stem  beforo  re- 
placing   it    for    grinding.      Smear    tho   eom- 
pound   thinly    on   the    bcTeled    edge   of   the 
TalTO  head  and  on  the  seat  in  the  eyUnder 
head.     Place  TalTo  in  the  up-turned  oyttndsr 
head  and  grind  as  shown  in  flg.  18. 
VatTo  timing  r  After  baring  assembled  the  engine,  with  tho  «■• 
eeption  of  the  cam  shaft  gear,  insert  the  starting  crank  and  torn 
until  the  piston  in  cylinder  No.  1  is  at  its  uppermost  position. 

By  remoring  the  spark  plug  in  that  cylinder  a  screw  driror  or  red 
can  be  inserted  (flg.  19)  and  the  poeition  of  the  piston  at  Ito  farthoil 
upward  moTcment  can  be  detormined.  This  is  called  the  top 
position  of  pistons  1  and  4. 

Botato  the  cam  shaft  so  that  the  push  rod  operating  Vo.  1 
TalTO  lightly  touches  the  rocker  arm.     The  oppoeito  end  of  tho  :    _    . 
arm  should  be  against  the  raWe  stom.     The  cam  shaft  gear  then  can 
be  installed  and  properly  secured. 

The  ozhanst  tbIto  should  be  set  vp  in  the  sama  wigr,  that  li^  tt 
■hould  cloae  at  the  same  tima  that  the  Intaka  ▼ahra  bogns  %a  evM. 
As  the  cams  are  integral  the  opening  and  closing  of  the  rahroa  an 
cylinders  2,  3  and  4  will  come  at  the  proper  timsL  so  it  is  only 
essary  after  baring  secured  the  settings  far  eyUnder  No.  1  to 
the  push  rods  for  proper  clearance. 

Fig.  21 — ^Timing  gears:  These  are 
housed  in  an  oil-tight  compartment  at 
the  forward  end  of  the  engine.  They 
are  the  crank  shaft  gear,  cam  shaft 
gear  and  generator  shaft  gear.  They 
are  lubricated  by  the  engine.  Should 
it  be  necessary  to  remore  them,  care  , 
should  be  exercised  in  replacing  to 
see  that  the  marks  on  the  rims  of  the 
gears  match,  as  shown  in  flg.  21.  Gen- 
erator gear  has  no  marka,  as  it  is 
immaterial  where  meshed. 


••■^-TevTaST 


Vatra  timing  in  dagraee;  the  intoke 
TaWe  begins  to  open  and  the  exhaust 
TsWe  is  fully  seated,  when  the  piston 
has  trareled  %«  inch  or  16*  below  top 
center.  Inlet  cloeee  62*  after  bottom 
and  exhaust  opens  40*  before  bottom. 


Tha  alUng  ajBteai  is  the  <  

2 stem — see  page  197.  Light  eylindar  aO 
ould  ba  used,  alao  light  eylindar  aO  ta 
lubrieato  tha  rocker  arma  and  paah  rmi 
felts.  Keep  felto  saturated  with  oO.  OO 
fan  often. 


OHABT  NO.  2S»— Bximpto  of  Vlw9  Gxliidlnf  of  OrorliMd  Valrat  In  a  Detacbmbto  OyUntar 
Adjnstlnff   Piuli  Bods.     Valrv   nmlng— (Chevrolet  ''490"  as  an  example)  tee  ehsrt 
for  Timing  the  Ignition  of  Chevrolet  and  page  496  for  Spark  and  Throttle  eoatroL 
{^iMTt  958  omittad  (error  In  numbering). 


1T9, 


BEPAIEING  AND  ADJUSTING. 


637 


I, 


p 


H: 


AXt«r  determining  tbftt  tiHe  above  is  not 
tlia  CAUBe,  then  test  from  the  outside  of  the 
engine  with  a  sounding  bar,  so  that  the  loca- 
tion of  the  ktjock  will  be  determined,  or  at 
least  some  where  near  to  it. 

It  is  particularly  important  to  learn  at 
just  what  point  in  the  engine  the  trouble 
exists,  and  what  the  cause  is  likely  to  be. 
With  this  information  to  start  with  no  on- 
necessary  parts  need  be  removedi  and  much 
time  will  be  saved.  Aside  from  this,  it  is 
weU  known  that  an  engine  is  always  marred 
more  or  less  by  tearing  down  and  this  un- 
neeeasary  expense  should  be  avoided  as  much 
ai  poaaible. 

We  have  often  seen  several  good  auto  me- 

•Platon 
The  usual  cause  of  knocks  is  mentioned 
in  lines  previous.    Another  koock  (which  is 
caused  by  loose  fitting  pistons)  is  explained 
in  the  illustration,  fig.  7,  chart  254,  called 
'*plston  alap.'* 

This  is  a  knock  that  is  very  diftieult  to 
locate.  About  the  only  method  for  locating 
it  is  with  the  sounding  rod  and  removing 
pistons  and  examining  them.  It  is  apparent 
that  this  knock  can  occur  even  though  the 
piston    rings   fit   tight. 

Piston  ilap  iB  due  to  the  piston  striking 
first  one  side  of  the  cylinder,  then  the  other. 
The  looser  the  piston  is  the  greater  the  slap. 
If  piston  is  a  good  fit,  slap  is  negligible, 
which  is  the  case  in  the  ordinary  engine. 
The  slap  may  be  dn©  to  worn  cylinders  or 
in  the  case  of  aluminum  alloy  pistons  It  may 
appear  only  when  the  engine  is  cold,  at 
which  time  tht>  pistons  are  contracted  and 
are  much  looser  than  when  they  are  hot. 

TSiere  may  be  two  or  more  distinctive 
piston  slaps  during  the  cycle.  However,  it 
is  likely  that  the  only  one  that  can  be 
heard  is  the  one  that  occurs  when  the  pis* 
ton  shifts  from  one  side  of  the  cylinder  to 
the  other  at  upper  dead  center  just  as  the 
explosion  ia  taking  place,  as  shown  in  fig. 
7f  chart  254.     When  the  piston  is  on  the 

Other  Canses 
Tbe  troQblea  which  are  commonly  the 
catise  of  a  knock  that  developes  on  a  hill  and 
which  Is  not  perceptible  on  level  ground  are 
M  follows:  Lean  mixture,  magneto  set  too 
aarly,  valves  seat  poorly,  carbon  in  cyHn- 
dnWf  poor  valve  adjustment,  loose  wristpin 
bushing,  loose  magneto  shaft  coupling  and 
sticking  valves.  The  cures  for  these  may 
be  taken  up  in  order.    They  are  as  follows: 

Iioan  mlrtnre  can  be  cured  by  opening  the 
neadle  valTe  slightly  or  by  closing  the  air 
valve.  The  former  is  preferable  as  it  is 
easier  to  make  a  correct  fuel  adjustment 
than  by  an  exact  air  adjustment.  This  ad- 
justment should  be  made  on  the  road.  Take 
the  car  out  on  a  hill  and  run  it  up  in  the 
eondition  that  it  is  at  present.  Be  turn  to 
the  bottom  of  the  hUl  and  make  a  change 
in  the  mixture  by  turning  the  fuel  adjust- 
ment. Wheu  this  is  done  run  the  car  up 
the  hUl  again  and  note  if  there  is  any  de- 

*8e«  ali49.  pt««  038*  600. 


chanics  stand  around  a  knocking  engine,  and 
each  one  name  a  different  cause  for  the 
trouble.  Taking  an  engine  apart  is  a  costly 
piece  of  work  and  often  much  labor  and  ex* 
pense  could  be  saved  if  the  cause  could  be 
accurately  located  before  the  parts  are  dis- 
turbed; in  fact,  the  knock  is  not  always  in 
the  engine  itself,  although  it  may  sound  so, 
but  may  be  found  in  some  of  its  attachments 
or  fittings,  and  could  perhaps  be  easily  rem- 
edied by  the  operator  if  he  only  had  the 
means  of  locating  it.  Therefore  the  sound- 
ing bar  plan  is  a  good  one. 

After  determining  abont  where  tha  knoek 
ta  located  then  further  testing  is  outlined 
in   chart   254. 

Slap. 

compression  stroke,  tt  is  In  contact  with  the 
right  aide  of  the  cylinder.  As  the  crankpin 
swings  by  dead  center,  the  inclination  of  the 
connecting-rod  is  changed  from  right  to  left, 
thus  forcing  the  piaton  to  the  other  side. 
Under  the  fnll  explosion  pressure  the  piston 
Will  strike  a  very^  heavy  blow  when  it  makes 
the  change. 

The  piston  remains  in  contact  with  this 
cylinder  wall  throughout  the  stroke,  and 
when  lower  dead  center  is  reached,  the  pres- 
sure on  it  is  entirely  relieved,  bo  that  it  is 
quite  likely  that  the  piston  is  then  able  to 
more  or  less  float  between  both  walls. 

On  the  exhaust  stroke  the  piston  Is  thrown 
gently  to  the  right  side  of  the  cylinder,  due 
to  the  downward  pressure  of  the  inertia,  as 
well  as  the  slight  exhaust  pressure.  It  is 
very  doubtful  that  this  ever  causes  an  audi- 
ble slap, 

The  piston  remains  in  contact  with  this 
wall  throughout  the  suction  stroke;  then  the 
downward  pulling  force  of  the  connecting- 
rod  is  resisted  by  the  suction  on  the  pistoi 
as  well  as  the  Inertia, 

At  very  high  speeds  Inertia  may  change 
some  of  the  details  of  this  explanation,  but 
these  can  hardly  be  of  interest. 

of  Knocks. 

creaae  in  the  knock.  If  there  is  none  or  the 
change  is  only  slight  it  is  time  to  pass  to 
the  next  cause, 

GUmblng  a  hUl  with  spark  too  far  ad- 
vanced will  always  cause  &  knock,  (see 
pages  67,  68  and  491,) 

The  cylinder  nuts  If  loose  will  cause  a 
knock  and  vibration  (see  page  584).  End 
play  in  the  magneto  or  pump  shaft  and 
often  the  coupling  may  be  loose.  Lack 
of  proper  lubrication  causes  most  of  the 
worn-out  knocks  which  are  heard,  while 
many  come  from  natural  wear.  The  timing 
gears,  for  example,  run  in  a  bath  of  oil  and 
yot,  in  time,  the  teeth  become  worn  and 
with  the  excessive  backlash  or  play,  a 
rattling  and  sometimes  knocking  is  heard, 

Knocks  are  frequenUy  cansed  by  con- 
necting rods  being  slightly  bsot  ont  of  tms 
(in  fitting  cylinders  down  over  the  pistons) 
— this    will    also    cause   a   '^piston    slap." 


DYKE'S  INSTRUCTION  NUMBER  FORTT-SIX. 


FP^ 


TLACe  rtrvGCA  ON         PUNCt  THun6  ovtfi 
rNO^NO  WVflliT  PIN  PLACe  TO   CAR 


Fig,  1 — To  tMt  for  ft  knock;  ptac« 
ibif«r  on  edife  of  bearing  and  conaeet^ 
tag  rod — bftve  Aome  one  sttgbtlj  rock 
engine,  with  Bwitch  o/T — the  tooieneift.  if 
vnj,  will  be  felt.  Tbia  pl&n  c»n  be  used 
aa  Ford  in«lo  bearingt,  but  not  on  upper 
ead  of  eoiuiecting  rod,  ii»  it  Cftzmot  be 
retobed,  but  on  eome  of  the  otber  enginti 
It  ofrn. 

Tig.  2. — ^A  aottiiding  rQ4  <rod  of  iron  or 
■ImI)  te  ttaeful  to  loc&te  aowce  of  knooka. 


Dflterting  noise  of  en^i  i 
by  aoundp  witb  a  Bonoacope, 
Same  principle   aa   aoundinf: 
rod  Abore.    Made  by  Ameri- 
can  Eleot,  Oo>.  Ohie&go. 


Plftcaa  to  Look  for  Knock. 
Altbough  Dol  all  are  shown, 
ftbov^e,  most  of  the  common  engine 
noilea  and  kno^rka  are  eauaed  by 
efther  poor  tappet  adjuBtmeni,  a 
worn  iraKe  ateni  gnide,  play  ia 
pmb  rod  guide,  a  loose  phton  or 
wora  ey Under  or  looae  cylinder 
AttlB.  Any  of  theaa  will  canae  the 
engine  to  knock  and  they  abould 
ba  remedied  Lmmediaiely  to  prut- 
T«nt    further   complicationa. 


^Testing  For  Knocks. 
First  «caiuliia  the  Taipei:  Noiaea  from  worn  vmWe  ateoia,  paab 
roda  or  guidea.  are  usually  caused  by  too  muck  apaee  betwaaa 
the  end  of  the  ralves  and  puah  roda,  and  ia  nsualty  the  eaoaa  af 
moat  clicking  noiaea.  Tbey  can  eaaily  be  dat«el«d  by  **t<gliag 
for  noisy  vaivet**  aa  explained  on  page  634. 

Wrist  pin  knocks  can  bo  lested  aa  foUowa:  On  aom«  cogiBM 
it  fa  poeaibte  to  reach  the  piston  or  wriat  pin  aad  plaet  yov 
finger  on  it  and  bushing  bearinga  and  have  aome  one  rock  aagia* 
alowly  with  the  crank;  then  *'fcer*  for  the  looseneaa — if  wrlit 
pin  cannot  be  reached,  here  is  another  plan;  while  angina  la 
running,  abort  circuit  spark  plug*,  one  cylinder  at  the  tbna,  t» 
cause  it  to  misi,  while  engine  ia  running  alow  or  idla. 
doing  thia^  if  piston  pin  ia  loose  there  will  be  a  notice«bla 
The  auraiBt  mertkod  ia  to  rdjuove  the  piston  and  connecting  rod.  aad 
teat  on  the  bench. 

To  taat  for  loose  pistons;  remore  apark  plugs  and  pat  H 
pint  of  heavy  oil  in  each  cylinder,  crank  by  hand  alowty  niitll 
oil  worka  to  the  piston  ringa — ^replace  spark  plugs  and  start  a&giae 
— -see  if  the  same  noise  occurs — if  not,  the  heavy  oil  baa  coabioatd 
the  piston  from  cylinder  and  stopped  tha  knock  temporarily.  OQ 
will  soon  get  hot  and  run  from  tha  rings  and  piston  and  kaoek 
will   occur  again. 

Tka  platon,  if  looa«,  haa  a  Unde&cy  to  strike  tha  eylfndv 
wall«  as  shown  in  fig,  7  and  explained  on  page  6B7.  The  rtop 
may  be  tight,  yet  if  piston  is  loose,  this  knock  will  likely  oerar. 

The  cam  shaft  and  timing  gaazs  can  easily  be  detected  with 
the  aaunding  rod.  The  timing  gears  will  have  a  sound  or  gravl 
that   is    entirely   different   from    a   knock. 

When  tostlDg  with  the  aoundlng  bar.  plaeo  thumb  over  «a< 
of  bar  and  then  place  ear  close  to  thumb.  The  closer  you  get  U 
the  noite  the  louder  it  will  be. 


To  test  for  loose  fly  wheel;   allow  engine  to  ms  idle 

500  r,   p.   m.,    then   throw   off   the   switch    and   wait    till   It  slows 

down  to  about  76  or  100  r.  p.  m.,  after  which  throw  the  awllak 

on  with   apark   alightly  advanced.     Repeat  this  a  few  timof,  aai 

if  fly  wheel  ia  loose  thero  will  he  one  distinct  knock  ea^ 

time  the  awitch  ia  thrown  on.     Another  method  111  titttllg 

for  a  fly  wheel  knock  Is  by  rocking  it^   (remember  the  fly 

wheel  may  be  o,   k..   but  aome   other  part   atiachod   to  IW 

such  as  the  iransmlsiion  or  the  dutch  collar,  muy  be 

A  connecting  rod  lower  bearing  knock  can  ba 
determined  by  removing  the  hand  plate  at  bottom 
case,  place  your  finger  on  one  edge  of  the  bearing  and  crank 
abaft.  Have  aome  one  rock  the  fly  wheel  or  starting  eraak 
gradually  one  way  end  tho  other  (switch  off).  If  leoat 
you  will  feel  it. 

Main  bearings  can  be  tested  in  the  same  manner.  A 
main  bearing  knock  can  also  be  determined  whe>a  running 
car,  by  sudduuly  throwing  Into  high  speed  or  when  polling 
a  attff  grade.  If  main  bearings  are  looae,  a  distiocl  knock 
can    be    heard. 


hod   to  IW  . 
be  loa^UH 
deflal^^H 
»  of  efiV 


Pig.  7 — Piston  tlap— see  text  page  63 1. 
A  T«T7  common  trouble  with  aluminum  plitaiia«  wbiek 
when  cold  contract  and  leave  space  between  cylinder  wall 
and  piston.  After  engine  is  warmed  up  the  piatona  ex- 
pand and  noise  ceaaea.  Aluminum  expanda  twice  aa  mack 
ae  cast  iron.  Tha  Franklin  car  OTercomea  thli  \f  attUag 
tkree  Biota  In  skirt  of  piston  with  a  spring  ring  placed  la 
bottom  which  holds  the  lower  part  of  ptaton  to  walli — es 
the  expansion  increases  the  ring  tension  givea  accordingly. 


DHABT  NO.  254 — Locating  and  Testing  for  Knocks.    Using  a  Sonoscope.    Piston  SHap. 
A  apark  knock  is  due  to  advancing  spark  lever  too  for,  causing  combustion  to  take  place  before  piaton  reaetbaa 
A  gaa  knock  is  due  to  excess  of  gas,  as  suddenly  opening    throttle  wid<^  open.     This   knock   also  reanlta  fipons 
rapid  combustion,   but  the  gaioUne  we  have  today  doea   not  burn  so  rapidly  as  to  cause  a  knock     sea  ritgn 
A  oompresalon  knock*  due  to  any  canse  which  decreasea  the  space  between  head  of  piatoi^  and  oombuatuttt  m 


ptiffi    040. 
*A  eircaJsr  deBcxihing  a  new  principle  of  testing  «ng\n«  knocka  by  meana  of  an  air  oompresaor  oan  be 
■*-    miliar  A.  L.  Dyke,  Granite  Bldg..  St.  liottla,  Mo. 


J 


REPAIRING  AND  ADJUSTING. 


Pre-Ignitlon;  Cause  of  EnockA. 


It  often  happexiB  that  the  mixture  is  i^- 
alted  before  the  spark  passes*  This  is 
termed  •'pre-ignition,'* 

A  rich  mixture,  or  the  burning  of  the 
lubricating  oU,  will  leave  a  deposit  of  car- 
boii  on  the  piston  bead  and  combustion 
chamber.  The  intense  heat  of  the  explo* 
eions  will  heat  this,  aod  often  it  will  remain 
glowing  until  the  suction  and  compression 
strokes,  exploding  the  mixture  before  the 
proper  time — thia  causes  a  knock. 

If  the  points  of  the  spark  plug  are  too 
thin  and  fiuoi  they  wiU  get  hot  enough  to 


glow  in  the  same  manner^  and  in  such  a  case 
spark  plugs  with  heavier  points  should  be 
used. 

Small  points  of  metal,  due  to  rough  east- 
ings or  other  causes,  should  be  filed  down, 
using  a  fine  file* 

If  the  water  circulation  stops,  or  if  the 
air  cooling  is  not  effective,  the  cylinder 
walls  will  get  hot  enough  to  ignite  the 
charge,  in  which  case  the  engine  will  con* 
tinue  to  run  after  the  Ignition  has  been  cut 
off.  The  remedy  for  this,  of  course,  is  to 
make  sure  that  the  engine  is  properly  cooled. 


Additional  Tests  for  Knocks. 


* 


To  locate  tlie  cause*  first  drive  the  car 
until  the  engine  becomes  warm  or  reaches 
its  average  temperature;  second^  select  a 
run  of  about  one -half  mile,  running  into  a 
grade  of  about  S  to  12  per  cent,  of  what- 
ever length  may  be  had. 

Drive  the  car  from  10  to  16  mUes  per 
hour  on  the  level  road  and  maintain  this 
speed  up  the  grade,  if  posaible.  At  this 
BDeed  the  engine  should  run  i^uietly. 

But,  if,  on  the  other  hand,  a  slight  but 
distinct  metaUlc  rap  is  heard,  whether  it  be 
one^  two,  three,  or  four  times  to  a  revolu* 
tlon  of  the  crank,  push  rod  or  rods  will  be 
found  to  have  too  much  play. 

Should  it  be  a  slight  knock,  which  slightly 
increases  as  the  ear  mounts  the  hill,  mark 
this  ^T&t;  worn  piston  rings,  which  mo- 
mently stand  still  in  the  cylinders 
vthile  the  piston  travels  its  first  1-64  of  an 
inch,  or  whatever  the  wear  may  permit,  at 
the  beginning  of  the  power  stroke.  Second, 
it  may  be  worn  platona  which  are  being 
driven  against  the  cylinder  walla  at  the 
beginning  of  the  power  stroke. 

This  knock  may  Instead  hav^  a  distinct 
metallic  sound  which  occurs  once  to  every 
explosion  and  greatly  increases  as  the  throt- 
tle is  opened  or  more  gas  is  admitted  into  the 
cylinders.  If  this  be  the  case  mark  it  car- 
bon deposit  in  the  combustion  chambers  and 
on  the  piston  heads,  which  becomes  very 
hot  and  ignites  the  gas,  causing  pre-lgnltlon. 

*A  Seized 
OoeationaUj  tbe  ropalrman  r«cistv«e  »  call  to 
Blait  sn  t/ngin9  that  hu  tbe  symptoms  of  s 
•ilaed  piston,  «ad  hu  reUstod  the  beet  oSorU  of 
ownar  of  th«  c»r  to  atut  it.  At  wch  times  the 
r#pairmftn  must  exerfifre  the  utiDDst  iDgcuuitx<  lor 
tbo  Qwa^r  bftff  gffnurftUy  tried  all  the  easy  method* 
t»«for«   he  arTfv«?d, 

m  such  caaoa,  the  ILrst  tiling  to  do  Is  to  make 
SDTtt  thai  It  la  tho  onglno  and  not  some  otber  part 
of  tlio  tramiiaigslon  or  tlie  rear  ajJe  thaft  la  at 
faolt,  Tbe  rear  wheels  should  be  jacked  up,  tbe 
emergency  brake  released  and  the  gear  ihift  lever 
placed  io  noutroK  The  wheels  should  turn  freely 
aod  there  should  be  so  binding  in  the  rear  axle 
ayitem. 

The  tpark  plngi  sbonid  be  removed,  or  the  com* 
prestion  cocks  opened,  to  relieve  the  compreeilon. 
Tben  if  Ihe  crank  cannot  be  turned  over  by  hand 
or  bv  meana  of  the  starter,  or  by  the  two  working 
tageibfr,  Ihe  ear  may  be  towed  with  the  gears  in 
high  and  tbe  clutch  disengaged.  Aa  eooa  aa  the 
eii^  baa  attained  tome  momentum*  tbe  clutch  may 


Should  the  knock  be  either  heavy  or  UglKl 
but  of  a  muffled  sound,  occurring  either  1,  t, 
3  or  4  times  to  two  revolutions;  this  can  be 
marker!  connecting  rod  or  roda*  which  may 
be  loose  on  the  crank  shaft,  or  the  piston 
pins,  or  bushings  may  be  worn.  The  one 
or  more  causing  the  knock  may  be  located 
by  holding  down  on  the  coil  vibra- 
tor, or  in  any  other  manner  that  wiU  dis- 
continue the  si>ark  at  the  pings  separately. 
For  example,  if  by  preventing  cylinder  No. 
1  from  firing  the  knock  ceases  or  is  one  loss 
in  two  revolutions,  then  the  trouble  lies  in 
connecting  rod  No.  1* 

Should  the  engine  pound,  having  the  sound 
of  a  block  of  wood  striking  the  ground, 
which  will  occur  once  to  every  explosion, 
but  may  be  heavier  at  the  explosion  of  any 
one  cylinder,  mark  this  crank  shaft  mala 
bearing.  In  very  bad  cases  this  pound  can 
be  felt  by  the  driver. 

Again  a  flywheel  that  la  looae  on  the 
shaft  will  cause  the  same  kind  of  a  pound 
(this,  however,  is  very  seldom).  Bat  if  the 
driver  will  listen  very  closely  he  will  dii- 
cover  that  a  crank  shaft  bearing  has  • 
double  pound  which  occurs  very  close  to* 
gcther,  BO  close  that  when  first  heard  It 
will  sound  like  one  pound. 

A  Spark  knock  can  be  more  readily  f«tt 
than  heard,  because  the  power  of  the  engine 
is  being  held  back  by  its  own  ignition. 

Piston. 

be  sllowed  to  engage  fently,  care  to  be  taken  not 
to  allow  a  eudden  motion  which  mi^ht  strip  tbe 
soars  in  tbe  rear  axle  or  even  break  a  thhtu 

U  thl0  does  not  free  the  engine,  kerosene  can  be 
poured  into  the  cylinders  aod  allowed  to  remain 
for  a  couple  of  bours.  This  will  have  a  tendency 
to  dissolve  any  old  oil  which  may  have  gummed  the 
pit  tone  to  tbe  cylinder  walU.  Then  tbe  car  may  be 
towed  ag^ain  and  an  attempt  made  to  turn  over  the 
engine  by  engaging  high  gear.  The  engine  can  be 
turned  ov?i  more  easily  in  high  than  m  low  gear 
because  it  does  not  have  to  revolve  so  rapidly. 

After  one  baa  incceeded  la  taming  over  tbe  en. 
gine*  one  should  open  tbe  drain  cock  in  the  bottom 
of  the  erankcaae  and  drain  out  ihe  mixture  of 
kerosene  and  old  oil.  Then  the  new  oil  should 
be  added,  tbe  radiator  ataeuld  be  filled  with  hot 
water  in  order  to  expand  the  cylinders*  and  the 
spark  plugs  replaced.  After  starting,  tbe  engine 
should  be  run  slotrly  nndor  iia  own  power  for  some 
little  time,  in  order  that  the  new  oil  msy  work  to 
all  parts. 


•Iteiailair  thai  piston  la  stock  to  cylliidsr  wail^-caosed  by  •aeesslve  beat  which  can  be  due  lot 
la«k  of  water  or  lubricating  oil  or  running  a  new  engint  at  too  high  a  speed— at^e  pages  20S«  ld9 
and  469« 


640 


DYKE'S  INSTRUCTION  NUaiBEE  FOBTY-S: 


TIN  miPUTC 


*EUml&«tlng  Oompr«aiioii  Knock  by  Adding  •  Thick 
▲  knock  CAUMd  by  too  hlgk  comprMslon  loandi 
Ilk*  m  ctfbon  or  advAiiecd  ipizk  knock.     The  com- 
pr«ui«a  mmj  be  reduced  by  placing  a  thick  fis* 
kei  betireen   cylisders  and  ctboIe  caae. 

With   some   mukei   of   eDgiata   thia   repair   ia   a 
eomiBOo  one,  particularly  when  tha  ear  le  aqulpped 

with      a      heavy      eloaed 

body.!     Id  auch  eaaaa  a 

bet  Car  Job  may  be  done  by 

makinf  Che  thick  p^tket 

of  caet  iron.     It  is  made 

ia  a  timilar  manner,  hot 

^lnat  be  planed   or  inill- 

ed    lo   a    milform    thick- 

neai    and    tmooth    flniah^ 

Otherwiae    the    cyUnderi 

will    be    thrown    out    of 

aliffnmeot    or   the   jointe 

will  not  be  tlffbC. 


rif.   8 — Gaaket   eattlaf 
tooL 


(1) — Remova  the  cyl- 
l&dera.  (2)— Place  the 
cylinder!  on  a  bench, 
and  clean  both  the  cyl- 
inder flange  and  engHie 
baae  thoronfhly.  (S)  — 
From  a  aheet  of  tin.  make  a  template,  flff.  2, 
which  ia  an  exact  reproduction  of  the  baa«  of  the 
eylindera«  except  that  all  Che  openin^A,  iuch  aa 
platon  and  bolt  holea  are  about  %  in.  larger  than 
Uioae  in  the  cyUndcra.  Thi»  teoi plate  ii  uaed  aa  a 
pattern  for  marking  oot  and  forxoing  the  cylinder 
raiaiBg  gaaket,  and  permiti  the  gaiket  to  be  isade 
irllhont  going  to  the  cylinder  each  time  to  aee  if 
It  ia  being  done  right.  A  copper  aabeatoa  gaaket 
doaa  not  have  aufficient  clearance  to  be  uaed  aa 
e  pattern.  (4) — Procore  a  eheet  of  red  aompoai- 
tioa  board   %"  thick. 

Engine   BeailniTs^ 


(5) — Uiinc    the 
ptate  ««  a  Mttem. 
cm!  the  eyUftder  a»d  iel 
hole«.    and    the    o< 
fens   (mi9  (be  red 
petition    beftPd. 
Uaing    e    gaaket 
tool,   aa  ahewn  in 
and  e  drill  preaa, 
fully  cut  out  the 
bolea.     Make     tbi 
Lo«   larger    than    the 
inder   bore. 


(7>— Drill  the  bell 
bolea  alightly  Larfir 
than  the  diameter  ef 
the  bolta.  (6> — With  a 
band  aaw,  or  key  holi 
aaw,  eat  the  eempoti' 
tion  board  to  the  oat- 
aide  thape  of  the 
tern*  {9) — Ilemore  all 
burred  edg«e  with  a 
(10)— Place  the  i 
poaition  board  eate  Iht 
engine  baee,  and  b^ 
the  cylindara  in  place,  aa  thown  in  dg,  2,     Shelltf 


Fig.  2  —  Tin  template, 
and  floiabed  gaaket. 
Lower  cut  ahowe  ir&a- 
ket  in  poaition. 


abould    be    uaed    aparlngly    to    prevent    leaka. 

By   doing  this  the  eylindera  have  been   raietd. 
^ving  a   larger  compreaaion   apace    and    leea 
preasion.      The    result    ia    that    the    corapr 
knock   diaappeara   and   the   engine    will   pull 
better. 

Note — It    will    be   neceaaary    to    read|uJt    tilri 
rode    after    cyHndera     have     been     bolted 
securely.      (Motor  World.)  ' 


With  the  exception  of  lubrlcartlon,  the 
most  important  factor  In  the  operation  of  an 
automobile  la  the  condition  of  the  hearlngg. 

The  three  principal  kinds  of  automobile 
bearings  are:  Plain  bearings,  ball  bearings 
and  roller  bearings.  The  most  important 
and  those  requiring  the  particular  attention 
of  the  motorist,  are  the  engine 's  three  or  five 
main  bearings;  the  four  or  more  connecting 
rod  bearing;  and  the  wrist  pin  bearings — 
all  of  which  are  usually  plain  bearings,  lined 
with  either  bronze  or  babbitt  metal  bush- 
ings. 

The  plain  bearing:  Formerly^  hard  steel 
and  phosphor  bronze  bushings  were  regard- 
ed as  the  best  combination^  but  in  modern 
praetiee  where  large  bearing  surfaces  can 
be  used,  white  metal  or  babbitt  is  usually 
employed  in  preference. 

In  the  case  of  small  bearings  which  must 
sustain  a  heavy  shock — such  as,  for  exam* 
pie,  the  big  ends  of  the  connecting  rods^^ 
white  metid  ia  scarcely  bard  enough  to  re- 
sist the  spreading  action  of  the  impact. 
Phosphor  bronee  or  a  composition  metal,  is 
therefore  necessary  here,  but  where  suMcient 
surface  can  be  obtained  to  ensure  against 
thia  tendency,  white  metal — owing  to  its 
anti'frictionai  properties — is  generally  con- 
sidered preferable.  Being  composed  largely 
of  lead  the  result  of  a  failure  in  lubrication 
from  any  cavse  is  merely  to  melt  it  out 
without  harming  the  shaft,  which  would 
probably  occur  if  a  tough  metal  like  phos- 
phor-bronze were  used. 

The  secreti  therefore,  of  a  sneeessf ul  white 


The  Ryfereon  rein- 
forced  bearing  consist- 
ing  of  a  bronze  akele- 
too  used  in  combination 
with  babbitt  or  other 
bearing  metale.  A  new 
type  of  bearing  buahing. 


metal  bearing,  or  indeed  a  bearing  of 

kind,  is  a  true  and 
highly-polished  aur^i 
face  on  the  jonmaL 
The  white  mel 
bearing  can  then 
fitted  comparative 
tight,  and  win 
idly  aeeommodal 
its  surface  to  t 
of  the  steely  i 
long  life  will  be 
sured  if  tha  labri 
cation  is  eorreet. 

QrooTtng    p  1  m  1 
bearing  buahiiigB  1 
aUow  for  free  eiri 
lation   of  oil  is 
plained  on  pages  203  and  644* 

Ball   bearlnga:      Theae    are     rery    good    oa 
main  ihaft,  but  to  enaure  auceeaa  they   ahonld 
targe,    (i(^e  page  XOO,  note  1**  balls  need   on  81 
engine),     for    it    ninit    be    remeinbered     that 
aurface  contact  of  a  ball   with   ita   rac«    ia   pea 
tally  a  mathematical  point.     For  thia  reatoi 
are   not   found    to   be   aaceeaiful   aa  big-end 
iaga,  for  the  impact  ia  too  great  for  ench  a 
aurface. 

Soller  bearings  r     Theee  have,  of  eonrse.  a 
much  greater  contact  area  than  ball  bearings  (i 
page  36),   and  haT^^   therefore,  been  found   ie 
quite  aticceiaful  in  big  enda,  but  tbey  mnet  he  r^ 
carefully    fitted,    ao   that    perfect   alignment    u 
aured.     They  will  under  these  condition*  stand  a| 
for  an  incredible  time. 

It  might  he  profitable  to  obierre  here  that  whe 
there    ia    a   whip,    even   of   small   degree;,   ordinal, 
ball'bearinga  should  never  be  uaed  unleea  they  mtr 
of  Ttry  great  aise.     In  a  abort,  atiff  abaft  with  i 
eeater  bearing,  ordinary  siiea  and  types  are  islg 
iafactory,    but    otherwiae   double    row    hm 
the    self    aligning    order    shonld    he    eho 
there    are    at    least    two    reputable    »aktf«^ 
■ioek  this  variety* 


*eee  also  pagea  627  and   535. 
fTo  keep  engine  from  pounding,  at  low  speeds  with   open  throttle.     An  open  throttle  fills  the  pflinAm 
wHb  gas    which   of  course  increases    the   compress ioo    preasore — ^aee   alao,    foot    note,    pag«   909,   whfg 
.  hwtr  comprofsJon  ia  beat  for  aversge  worV, 


HEPAIBING  AND  ADJUSTING.  6«1 

tAdJnftBMBt  of  nil  Inn 


The  main,  bearings  are  bumed-in  first, 
lijj.  «).  All  removable  hoail  typo  cnj^ines 
arc  )>iirne(l-in  in  an.  up-side-down  position, 
ns  sliown. 


D>DfJve  CoiipLing 
taa  r.  p.  m 
Oil  Ilk  liaiidli*  t 
(Uiiub\lliiMl  H 


Flic.  Hi  Falrbankii  Burnlnflr-ln  Macklne. 
llurnlBHT-lik  the  main  crankiihaft  bearlnf^ 
»B  n  Ford  envlne.  A  belt  drives  fly- 
wheel. The  power  is  then  tran«mitted 
through  a  clutch  to  ffearinK.  thence  to 
coupling  (D).  which  drives  crankshaft  (F) 
at  ISS  r.  p.  m. 

The  name  operatloB  In  uned  for  burBlnv 
In  the  loiver  eoBBectlBsr  rod  bearlBATN.  The 
l)ase  (I)  permits  pistons  to  sllgrhtly  pa«s 
cylinder  block  when  burnlnir-in  the  con- 
necting rod  bearingrs.       .^ 


Tbe  main  bearing  caps  are  fitted  so  as  to 
allow  five  or  six  thousandths  rock  on  the 
crankshaft.  Kither  draw-file  off  to  this 
amount  or  remove  shims.  Bearing  caps 
are  then  drawn  down  tight  on  crank- 
shaft, one  at  a  time,  then  tested  out  with 
the  turning  bar  or  lever,  fig.  M5,  approxi- 


^0— Ot^ 


mately  three  feet  long,  which  has  two  pins 
in  it  and  fits  into  the  flange  of  crank- 
shaft. 

Each  bearing  should  be  shimmed  np  to 
same  amount  of  tightness,  then  put  in 
burning-in  machine,  fig.  (>;  connected  with 
coupling  D,  then  clamped  good  and  tight 
with   clamj)   rols  CC. 

The  machine  is  then  started  by  means 
of  the  hand  lever  P,  which  operates 
clutch,  and  crankshaft  is  revolved  at  188 
r.  p.  m.,  by  belt  power,  for  about  two 
minutes  until  bearings  begin  to  burn  and 
smoke. 

The  hand  wheel  B,  fig.  6,  is  for  the  pur- 
]»ose  of  testing  tin*  bearings  to  see  if  the 
liurning-in  (»i»eration  is  completed.  When 
tliis  wIm'cI  can  easily  be  turned  by  hand, 
iM'arintrs  are  TinishiMl. 

If  one  bearing  should  not  get  as  hot  as 
others,  the  operntion  should  be  stopped 
ami  t'itlier  shims  removed  or  cap  draw- 
tilcij  to  tij^litrn  (»n  bearing,  thns  insuring 
its  beiiiy  buruf.l-in  tlie  s;ime  as  the  others. 


(3) 

After  buming-in  main  bearings,  engine 
is  removed  from  machine,  surplus  metal 
is  scraped  out  of  oil  grooves  of  bearings, 
and  caps  are  replaced  and  lubricated. 

Bnming-ln  Connecting  Sod  Lower 
Bearings. 
After  main  bearings  have  been  bumed- 
in  and  lubricated,  pistons  and  connecting 
rods  are  assembled  to  engine,  after  being 
tested  on  alignment  device  figs.  1  and  2. 
The  engine  is  then  returned  to  the  ma- 
chine; mounted  on  the  same  base  (T),  fig. 
6,  which  permits  pistons  to  slightly  pass 
cylinder  head  block.  The  operation  is 
then  the  same  ns  the  burning-in  operation 
on  the  main  bearings  just  explained. 

It  is  tested  ont  by  hand  wheel  B  to  see 
if  completed  and  when  the  hand  wheel 
B  can  be  turned  over  freel.v  by  hand,  then 
connecting  rod  cap  is  removed,  oil  groove 
scraped   out   and    re-assembled. 

Engine  is  now  ready  for  mnning-in  in 
oil,  or  burnishing. 

Bnnning-in  in  Oil  or  BnmlBhing,  Main  and 
Connecting  Bod  Bearings. 
Engine  is  returned  to  machine  in  an 
upright  position  and  instead  of  base  I 
being  used,  the  upper  half  of  crankcase  is 
bolted  to  oil  sump  on  machine  at  M.  The 
oil  sump  is  filled  with  oil  to  oil  level,  fig.  7. 


fliiitli  Hftrtdl*"  C 
<:itildi  HaimI 


Vnt  Runnmjr'iin  '  *il 


Fir.  7 1  FalrbBBkM  BvmlBff-lB  MaehlBe 
belBMT  niied  for  roBBlBV-lfl  the  eBprlBe 
liearlBf^  Ib  oil. 

The  main  and  connecting  r<>d  bearings, 
also   piston,   pistor    ringrs  are   also   run-in. 

Note  the  lower  couplinf;  (J),  which 
turns  crankshaft  at  550  r.  p.  m.  is  used 
■in   this   instance 


Engine  is  run  at  550  r.  p.  m.  until  It  Is 
limbered  up  to  the  extent  of  being  able  to 
turn  over  the  crankshaft  by  the  hand 
wheel. 

After  this  operation  is  completed,  the 

engine  is  ready  for  complete  assembly. 

I 
Up  to  this  point  on  a  large  type  engine, 
approximatel.v    three    hours    has    been    re- 
el ui  red  to  do  these  different  operations. 


..    —  ,M«f««  M||uk  BKMuuik  uie  wamtif  n      isf  si  ail 

*ne  bearlBf  bashliiff  Is  aerer  sen] 
JM4,  ihowiag  •!!  grooves  la  thesa 

im  used  OB  an  ooBiMcttiiff  rods,  lower  end» 

"•''-  '"itanco  Bhimi  ar*  act  n     ' 
ILsmJnated  Shim  Co. 


pod  or  TomoTOd,  naltts  It  U  bant  or  doaafod.  **8m  pagos  908  aad 
boarlBffs.     tSoo  also  pagoi  887  aad  886. 


In  thi^initBnco  Bhimi  ara  aot^vied  as  boarlnjn  woa\4  "Wa^  «\ 

588  Canal  St.,  Haw  Toik. 


accurate  ilt. 


10 


DYKE'S  INSTBUCTION  NUMBEB  F0RTY-SIX.1 


^flttatywiteB 


^  XUislb .  i^ukM^ 


(4) 

Testing,  Adjusting  and  Inspecting  Engine 
On  Machine. 
The  next  operation  is  to  test  engine 
under  Its  own  power  on  the  machine,  per 

fig.  8. 

y^fiitsqliitc  Ignitinfi  |-|^  FIG,  S  Tcstins, 


Flic.  Ki  FairbankH  MachlBe  belnv  niied 
for  TeNflnff,  Adjuatlnff  and  Iniipectlnv  ESn- 
Rlne  under  lt«  own  power,  before  Install- 
ing: In  car.  Note  the  stand  (SS)  has  been 
attached    to    machine    for    this    purpose. 


After  engine  has  been  completely  as- 
sembled, it  is  then  connected  to  machine 
with  the  fixture  (SS),  as  per  fig.  8.  Then 
connected  with  gasoline  tank,  which  is 
furnished  with  stand.  The  ignition  sys- 
tem is  then  connected  with  battery  and 
hose  connections  may  be  made  for  run- 
ning water  through  cylinder  blocks  for 
cooling.  The  exhaust  should  be  piped  out- 
of-doors  to  eliminate  fumes. 

After  engine  Is  ready  for  this  operation 

on  machine,  the  clutch  (C)  is  thrown  in 
and  engine  is  run  until  it  starts  under 
its  own  power,  then  machine  is  shut  off 
and  transmission  of  engine  is  set  at  neu- 
tral point  and  engine  run  until  freed  up 
to  the  point  of  being  able  to  easily  crank 
by  hand. 

After  all  adjustments  for  oil  leaks,  igni- 
tion, valves,  etc.,  are  made,  engine  is  ready 


to  be.  jplaced  in  .the  car,  rather  than  to 
havetOj|.^ar  it  out  again  for  some  triyial 
reaaflluMiich  could  not  be  detected  until 
engmd^iiftd  been  replaced. 

^/^  Boring  Cylinders. 

Tw  Fairbanks  Co.  recommend  the  "bor- 
ing^ V|i»rocess  for  enlarging  cylinders.  They 
claimFthat  boring  is  superior,  to  "grind- 
ing" for  several  reasons;  one  reason  is 
due  to  the  fact  that  the  cylinder  walls  are 
more  porous  after  a  boring  process,  thus 
it  retains  oil  in  the  pores  which  produces 
a  more  lasting  lubricating  effect. 


Where  To  Obtain  TJp-To-Date  Equipment 
For  Modem  Repair  Shops. 
There  are  several  firms  who  manufac- 
ture different  devices  for  service  station 
equipment,  but  there  Is  one  concern  who 
have  branches  over  the  country  and  are  in 
position  to  supply  a  complete  line  of  gar- 
age and  repair  shop  equipment  of  anything 
necessary  in  service  station  work,  for 
any  make  of  automobile,  truck,  small 
marine  or  airplane  engines.  This  is  the 
Fairbanks  Co.,  Service  Station  Equipment 
Division,  3701  South  Ashland  Ave^ 
Chicago,  Illinois,  with  branches  in  all 
principal  cities. 

A  very  interesting  and  Instructive  cat- 
olog  may  be  obtained  by  writing  this  con- 
cern and  mentioning  Dyke's  Automobile 
Encyclopedia,  or  Home  Study  Course. 

This  catolog  shows  engine  stands,  brake 
relining  machines,  piston  vise  and  press, 
cylinder  reboring  machines,  r<jar  and  front 
axle  overhaul  stands,  tanks  for  washing 
engines,  radiator  test  stands,  radiator  test 
plug  sets,  crane  hoists,  soda  washing  tanks, 
portable  cranes,  hoists,  overhead  track 
systems,  re-babbitting  outfits  for  bearings, 
all  electrical  testing  apparatus,  air  com- 
pressors, tools,  motors,  gasoline  engines, 
stock  bins,  etc. 


•Sf  a&d  MS. 

inm  pmniiia^,  $1  lew  speeds  wilk  cfpta  tloettto.    Jk 
ei  eeorse  IwBriijMs  tfce  eeipitisioa  presiora — wmf 
ift  besf  ipv  -aiiitafe  witlu 


I  opoi  tkrollle  Alls  ttesvUaier 
•ISQi,  foel  Bott,  page  9M,  whqr 


REPAIKING  AND  ADJUSTING. 

tAdJustment  of  Bearlngi. 


Tke  benrlags  whlcli  are  most  deiilt  wlUi 

on  m  «8iglne  are  the  crankshaft  main  bear* 

ingtf  and  the  upper  and 

lower^     connecting     rod 

bearings. 

Tlie  main  boarlnga  od 

a  c^ank-ahaft  are  pro- 
vided with  bttsbingfl, 
upper  and  lower,  which 
are  made  of  white  met&l 
or  composition  alloy 
and  are  split  as  shown  In 
lower  Olustration. 
Tlie  bnsMngs  (B  &  B  1»  fig*  13)  are  placed 
Ib  the  bearings  which  have  between  them 

thin     metal 

'  no.  If 


ings  to  be  drawn  closer  together  ov«r  the 

shaft. 
The  same  principle  applies  to  the  lowar 

connecting  rod  bearings,  but  on  the  iippar 
^„,„^  connecting   fod 

bearing,  the 
bushing  is  in 
one  piece^  and 
not  split  (aa 
will  be  noted 
in  figure  10, 
page  645.)  The 
subjoet  of  bush- 


^ 


B  h  i  m  Sf  (two 
types  or  which 
are  shown  in 
figs*  14  and 
150  When 
worn,  a  shim 
is  removed  (one 
from  each  side)  which  allows  the  two  bush- 


OrdUUrlly   the    msUn 
■haft^  if  slightly  loose,  only  requires  to  be 
up  as  most  bearings  are  fitted  with 


Taking  np  main  bsaxlngs:  first,  take  down 

the  oil  pan.    To  do  this  remove  all  the  bolts 

underneath    and    rU    bolta    at    each    end    of 

,  pan»      Then    remove    lower    oil    pan.     The 

bearings    on    most   engines   are   fitted    with 

I         braas   or   other   forms   of   separators   of   a 

I  standard  thiekneas  made  up  of  thin  shims 

in  TarioQS  gauges,  .001  in.  to  .005  in.  thick. 

'  ^Shlxns:      On   modem    bearings   there   are 

I         nsuallj   three  shims  of  dlfiTerent  thickness, 

.  under  each   side  of   the  bearing  cap.    The 

I  thinnest  shim  being  at  the  bottom, 

I  tThe  latest  type  of  shim  Is  the  laminated 

shim  shown  in  fig.  15.     It  is  made  of  thin 

'  layers  (.001  inch  to  .005  inch  in  thickness) 

of  Imminum  which  can  be  peeled  off  as  de- 

I  sired.     This  type  of  shim  can  be  used  in  the 

crank  shaft  main  bearings  and  also  in  the 
eonnecting  rod  lower  bearinga,per  page  837. 
^o  make  proper  adjostment  simply  re- 
move one  or  more  thin  shims  from  each  side 
of  the  bearings.  Be  careful  not  to  make  the 
bearings  too  tight,  see  page  8SS. 

The  bearing  cap,  usually  referred  to  as 
the  lower  bearing,  must  be  drawn  up  tight. 
Kot  against  the  shaft  but  against  the  shim 
or  spaoing  sleeve  as  shown  at  (A)  fig«  8  page 
943.    If  drawn  tight  against  the  shaft,  it 


iDgs  will  be  treated  more  in  detail  further  on. 
Worn  Bearings. 
Whenever  a  bushing  has  become  worn 
until  the  Inner  surface  Is  no  longer  abso^ 
lately  round.  It  makes  itself  known  by  a 
peculiar  Imock.  On  examination  it  will  be 
found  that  the  fit  is  loose  and  that  the 
shaft  has  an  excessive  amount  of  **play*' 
or  lost  motion  and  in  the  case  of  a  main 
bearing,  the  shaft  is  out  of  alignment — see 
page  643  for  crank -shaft  alignment. 

tAdJustment  of  Main  Bearings. 
bearing    on    crank      will  burn  out,  and  if  left  loose  it  will  pound 
and  perhaps  strip  nuts  off  the  cap  screws. 
A    really    mechanical   job   cannot  be   made 
without  shims  or  their  equivalent. 

The  rear  main,  bearing  la  the  bearing 
which  nsnally  requires  attention  first  on  ac- 
count of  weight  of  fiy  wheel  and  torque. 

To  test  after  taking  up;  turn  the  start- 
ing crank  with  pet  cocks  open.  If  yoo 
can  spin  the  crank  shaft  it  is  not  quite  tight 
enough.  It  should  be  adjusted  so  moderate 
pressure  on  crank  will  allow  shaft  to  turn. 


Fig.  15.  Tbe  lamlnma  shim. — nou 
lb*  UminAUd  Uyfiri.  In  ih«  tllui- 
|r*lion,  tbe  top  Uyer  ia  being  itAri^d 
witk  »  knife  blftde,  enough  to  f«t  m 
hold,  then  it  e«n  be  pe«fcd  off. 


Mftnj  mechftniet.  when  taking  up  beBring»  tMt 
by  getting  bf^arinsi  i^'t  tig^ht  eooufb  bo  At  whe«l 
can  bo  moved.  In  other  urords  aft^r  a  littU  prac- 
tice they  ean  tell  jnit  how  tight  bearins  ought  lo 
be  hj  belnf  able  to  barely  turn  cra&k  abaft  bj 
hand,  by  mcani  of  the  fly  wheel. 

To  test  aftor 
scraping  a  bear- 
ing; the  crank 
should  turn  by 
hand  but  with 
slight  resist- 
ance. See  also 
pages  837  and 

83a. 

Bemember  there  is  a  possibility  of  getting 
the  bearings  too  tight,  and  under  such  con- 
ditions the  babbitt  is  apt  to  cut  out  quickly 
unless  precaution  is  taken  to  run  the  engine 
slowly  at  the  start. 

When  bearings  have  been  taken  np  don*t 
forget  to  see  that  all  nuts  are  securely  tight 
and  the  cotter  pins  inserted. 

IT  the  bearing  Is  not  fitted  with  shims, 
which  is  unusuaJf  then  it  will  be  necessary 
to  dress  the  sides  of  the  bearing  so  it  will 
make  a  closer  fit. 

All  of  tba  wvight  ajid  mo  it  of  the  wear  la  on 
the  lower  part  of  the  bearing  caUed  the  lorsr 
bearing  cap.  For  thifl  reason  there  ia  not  maek 
w«ar  on  the  top.  The  IdlO  Ford  engine  did  not 
have  a  hathiug  ia  Lop  of  thti  crank-abaft  b«ar- 
ing  at  all. 


k 


*nia  bearing  buihtng  It  n^Ter  acraptd  or  remored,  nnteaa  it  ie  burnt  or  damaged.  **See  pagai  203  asd 
844,  ahowin^  *il  groova  In  thcae  beoringa.      tSee  ivlio  pag<^9  ^37  and  838, 
^flbtoit  art  mod  on  all  connecting  rods,  lower  end,   except  thoie  en^lnea  nsl&c  o^  ^t«ftVQ&«  vn^  "^^'i^nm 
eimaksliaJt.     In  ihl*  inttAUce  ihims  are  not  nied  aa  bi»aTin(t»  wo%4\d  \«%>t  <i\\.     ^«*V«^%  %*  ^^w**^ 
accurate  flL      ILarn/nafed  Shim  Co..  583  CanaA  &\,c  K«>m   '^^tVl. 


/ 


ng.  6. — Scored  crank  iliiit.  Note 
the  ridm.  This  is  only  a  Blight 
Mlire.  This  can  be  polished  off  by 
eneirolinff  the  shaft  with  fine  emery 
doth  Batureted  in  oil  and  making 
a  steady,  eren  motion  up  and  down. 
The  crank  must  be  thoroughlj  washed 
afterwards  to  remoTe  emery  dust. 


faces 


1. — Gleaning  up  roughened  snr- 
of  crank  shaft  with  Tory  fine 
doth. 


Crank  Shaft 
B^paiTB. 

When  fitting 
the  crank-ihafl 
first  be  «zaminedbj«a- 
ing  or  fading  If  tfeiva 
aro  ridgos  or  nnevsn  siv- 
faces  on  It.  If  so.  It 
will  cut  the  bearing  and 
cause  trouble,  and  fit- 
ting of  bearings  will  be 
a  waste  of  time. 

If  crank-shaft  Is  scored, 
by  ridges  or  rings  being 
on  it,  then  place  it  be- 
tween     grooved      wood 
blocks  and  carefully  emery  it  down   (fig.  1).     Fine  emery 
cloth  in  strips  1^   inches  wide  and  well  oiled  should  be 
used  as  shown.     Emery  tape  is  better  if  obtainable.     Note 
the  emery  strip  encircles  the  shaft,  and  ..  long  steady  move- 
ment is  imparted  to  it  in  order  that  there  is  no  tendency 
to  make  it  oval. 

If  a  **crank-pin  is  found  out  of  true  (not  circular),  by 
testing   with   calipers   and    micrometer,    and    is   more   than 
.0015    out    of    round,    then    the    best    plan    is    to    have   it 
ground  true  on  a  special  grinding  machine. 
The  cause  of  a  crank-pin  (where  lower  part  of  connecting  rod  fits)  being  out  of  true,  is  often  due  to 
a  fiat  spot,  due  to  ebiplosion  pressure  constantly  at   one  point.     Result,    connecting  rod   bearing   will   not 
fit  true  and  will  be  bind,  even  though  properly  fitted.     The  only  remedy  is  to  have  the  crankshaft  cround 
on  a  special  crankshaft  grinding  machine.    (H.  &  H.  Machine  Co.,  St.  Louis.  Mo.,  grind  crankshafts). 

Where  crank-pin  is  only  slightly  out  of  true  and  a  grinding  machine  is  not  available,  then  file  up  the 
untrue  part  with  a  very  smooth  file  as  accurate  a  circular  shape  as  possible,  testing  frequently  with  the 
calipers.  A  lead  "lap"  is  then  made  in  clamps  (fig.  2).  This  is  bored  out  to  a  size,  and  paper  or  card 
shims  inserted  between  the  two  halves  so  that  the  two  halves  can  be  gradually  closed  down  by  the  bolts  onto 
the  crank-pin.  This  lap  is  dressed  with  fine  emery  and  oil  and  worked  around  the  crank-pin  by  hand  till 
a  good  surface  is  obtained.  **Orankpin  is  part  of  crankshaft  to  which  connecting  rod  is  attached. 

^Scraping  and  "  Spotting  In"  Bearings. 
The  bearings  on  a  crank-sliaft  are  tlie  lower      the  bearing  will  mark  all  over,  by  scraping, 


=^^ 


Fig.  2. — ^A  grinding  tool  or  *'lap"  for 
tmeing  up  a  worn  shaft  when  proper 
grinding  machine  is  not  available. 


connecting-rod  bearings  and  tbe  bearings 
wblcb  carry  the  crank-shaft,  called  the  main 
bearings.  In  modem  engines  these  are  usu- 
ally babbitt,  white  metal,  brass,  or  a  similar 

metal  which  is 
soft,  easily  cut 
and  tough.  To 
scrape  in  a  set 
of  bearings  usu- 
ally requires  12 
to  20  hours, 
depending  upon 
bearngs  being 
out    of    line. 


Fig.  4. — Using  a  scraping  tool 
en  a  bearing  surface. 


Connect  1  n  g- 
rod  bearings: 
Fig.  S.— -Bearing  scraping  tools  After  sufficient 
which  can  be  secured  at  any  Alter  sunicieni 
supply  house  or  made  of  old  shims  have  been 
flies.  removed     from 

between  cap  and  rod  so  that  bearing  fits  tight 
on  shaft,  the  rod  nuts  are  taken  off  and  the 
■liaft  bearing  surface  given  a  very  light  coat- 
ing of  "marking"  compound. 
The  marking  compound  Is  Prussian  blue  which 
can  be  secured  at  any  supply  house  and  comes 
ready  mixed.  A  Uttle  dab  on  the  fingers  is 
sufficient  to  wipe  on  the  shaft  as  a  very  light 
coat  is  required.  If  too  much  is  given  it  will 
run  all  over  the  bearing  and  spots  will  show 
which  should  not  be  scraped. 

Marking  or  "spottlng-ln"  bearing:  Put 
connecting  rod  in  place,  put  on  cap  and  draw 
up  tight.  Be  sure  caps  are  fitted  on  according 
to  the  punch  marks  on  cap,  and  rod  is  on 
right  side  forward.  Then  rock  back  and 
forth  and  swing  it  around  shaft  twice. 

Next  remoye  nuts  and  bearing.  The  "high 
spots"  inside  of  bearing  will  be  found  marked 
in  blue,  showing  that  at  these  points  the 
crank  touched,  but  the  part  which  is  white, 
the  crank  did  not  touch.  Therefore,  the 
problem  i§  to  get' the  high  spots  down  until 


which  is  a  slow,  tedious  job,  for  if  too  much 
metal  is  removed  it  cannot  be  replaced. 

This  marking  or  "spotting  In"  piocen  If 
repeated  ftom  time  to  time  till  the  whola  nr- 
face  Is  marked  as  shown  in  D,  fig.  8.  In 
practice  it  is  not  possible  to  get  every  white 
mark  off  the  bearing,  and  if  say,  not  over 
one-tenth  of  the  total  surface,  let  it  go,  il 
will  wear  in. 

.Adjustment:  When  scraping  is  completed 
and  all  nuts  down,  the  rod  should  be  jnst 
stiff  enough  to  turn  by  hand  and  if  placed 
in  a  horizontal  position  it  should  not  fall  by 
its  own  weight,  but  should  move  when  poshed 
by  hand.  If  fitted  too  tight  seizure  will 
result. 

After  the  scraping  Is  done  the  bnmlaiiT 
shown  In  fig.  3  may  be  nin  over  the  entire 
surface  of  the  bearing  to  shine  it  up  and 
smooth  the  surface. 

The  scraping  tools  can  be  made  of  half 
round  files  as  the  quality  of  steel  and  temper 
is  just  right — or  purchase  at  a  supply  honee. 

The  rod  bearings  should  now  be  tested  for 
parallelism  (see  pages  659,  646,  649).  The 
piston  pin  and  the  crank-throw  must  be 
parallel,  and  the  bearings  that  they  move  in 
must  also  be  parallel,  or  binding  and  rapid 
wear  will  take  place. 

If  the  small  end  bearing  of  the  connecting 
rod  Is  worn  it  will  be  necessary  to  make  a 
new  bush  and  ream  it  out  to  a  true  fit  on  the 
piston  pin  to  about  .002  inch  clearance  (see 
foot  note,  page  645). 

Scraping  main  bearings,  see  page  643. 


M^OA  *Ct»l»>< 


Fig.   8.— Showing  appssrsooo  of  _  

senplng  proeoods.  See  page  644  showing  oil  giof  ee> 


^VABT  KO.  2j;^— Scored  Crank  Shaft.    Sct«pliiS  Beaiiniis.   *^«  ^%«^  ^"^l  i  ^o%%  iA.\x^^  bearlafS- 


REPAIRING  AND  ADJUSTING. 


643 


ontinupd    from    T'ftst    641. 

^Draw  ming  {see  fig.  2  and  page  708)  of 
m  \>€Bxing  cap  is  necessary,  as  on  the  Ford 
and  otiier  engines  where  shimB  are  not  used. 
(»«e  alftOi  foot  note,  page  641.)  After 
drMaing^  down  on  the  sides,  try  the  surface 


*^' 


\ 


(^ 


DMAW  riLDtQ 


of    the    sides    for    high 

spots  by  holding  a  steel 

rule    or   scale    across    it 

at    several    points    and 

angles  (fig.  5).  K  tbere 

are      high      spots     they 

should   then    be   dressed 

off  with  the  file.     After 

U^^^f^     ^^         dressing  the  sides,  then 

fVSW  A     j^        *^«t  the  inside  of  bear- 

VxJJ^    /     /  ing     by     **spotting-in" 

^  i      (^         and    then    scrape^      On 

X  rw  »  L        bearings  using  shims,  it 

I        is    usually,    only    neces- 

aary  to  remove  shims  to  take  up  bearings. 

tScraplng  Bearings  and  Crankshaft  Alignment. 


♦♦If  bearing  bushing  Is  cut  or  burnt,  then 
it  can  be  scraped  or  replaced  with  a  new 
bearing  and  *'burut-in/'  Scraping  is  best 
n.H  it  insures  an  accurate  tit. 

In  taking  up  slightly  worn  connecting 
rod  bearings,  first  check  the  crnnkpin  with 
micrometer  io  see  that  it  is  not  out  of 
round — see  third  paragraph  top  ofpaj?e€4  2. 


Adjustable  Bearings. 

Unlike  moBt  eniglnes,  tli«  Eeo  mtla  boarlogs  are 

Adjustable  from  the  outalde,  and  it  ii  only  Dec«»- 

tftry  to  remove  the  mud  pan  to  rfarb 

them.      A.  are  spacing  Aleevei  and 

B.    are    locking    ttudi.     Take    up 

fra    btaringi   wUb    socket  wrench  (8W) 

^     until   fthaft  turns  a  little  bit  hard. 

Connecting  rod  bMrlnga  are  a4^ 
juited  throDgh  the  bandholei  ia 
lh(^  Rid(<  of  the  crankcaie.  Ooa- 
n«€ting  rod  lower  endi  are  "Hing- 
t'd"   ou    the  Reo. 


L 

I 


Scraping  the  connecting-rod  bearings  and 
bow  to  test  by  *' spotting  in'*  the  bearing  is 
explained  on  page  642.  Scraping  is  re- 
torted to  when  a  bashing  is  burnt  or  dam- 
aged or  when  fitting  new  bearings,  or  after 
trueing  crankshaft  or  crankpin. 

The  adjustment  and  fitting  of  main  bear- 
Inga  is  also  explained  on  pages  837  and  838. 

^Before  marking  or  scraping  the  main 
hffrlngB^  each  bearing  cap  is  to  be  eet  down 
tight  with  the  nuts  and  tried  for  tightness, 
the  other  bearings  being  loose  at  the  time« 

To  scrape  the  main  bearings:  The  npper 
bearings  are  finished  first,  therefore  crank 
ease  is  laid  up-side  down,  per  fig.  2,  page  646. 

All  the  npper  main  bearinga  are  worked 
at  one  time,  so  that  the  shaft  will  align* 

♦Crank  shaft  alignment:  Very  likely  the 
center  bearing  will  be  high  and  the  shaft 
will  rock  on  it.  If  so,  it  will  have  to  be 
eeraped  down  till  there  is  no  rocking  and 
nntil  all  the  bearings  mark  all  over.  Great 
vibration  at  well  at  wear,  can  be  caused  by 
neglecting  this.  If  center  bearing  ia  too 
low^  which  would  be  shown  by  no  markiiig 
at  all,  then  end  bearing  will  have  to  be  scrap- 
ed out  till  center  bearing  marks  all  over. 

In  marking  or  ' ' spotting-in "  these  bear- 
ings the  weight  of  crank  shaft  is  sufficient. 
Do  not  put  on  the  caps  at  all  as  they  would 
foree  or  spring  the  shaft  down  and  mark  the 
low  part  of  bearings. 

The  cap  or  lower  main  bearings  (after  up- 
per bearings  are  completed)  are  treated  in  a 
eimilar  manner  as  the  connecting  rod  caps, 
pnge  642.     They  are  scraped  down  to  a  per- 

Beanng 

Afty  fitting  heartngs,  ran  eoftne  at  modentie 
•peed  for  flnt  SOO  milea,  naing  plenty  of  good  oil 
to  work  beariagi  m.     Bee  alio  page  799. 

Sefore  marUng  aod  after  tcraptng,  duit  metal 
ehipt  out  with  a  tmall  paint  brush. 

See  that  oU  groeTVi  are  not  cloggsd  and  are 
deep   enough    (aee   page   644). 

Wash  aU  parts  off  with  gaioline  or  keroacae. 


feet  marking.  A  very  Important  point  to 
to  "Bpot4n"  and  fit  the  rear  cap  first  and 
test  it  for  stifiTness  then  loosen  it,  then 
*  *  spot 'in  *  *  and  test  the  next  and  loosen  it 
and  the  other  the  same.  After  doing  this 
then  tighten  down  on  all.  Otherwise,  if 
each  bearing  is  tightened  aa  you  proceed, 
the  bearing  being  fitted  could  not  be  prop* 
erJy   tested   for  clearance. 

After  "spotting- In"  main  bearings,  caps 
are  tightened  down  and  "  run-in '■  by  belt 
power,  using  plenty  of  oil.  Caps  are  then 
removed,  bearing  surface  examined,  then 
replaced  and  proper  clearance  given  by  re* 
moving  a  shiro^  if  necessary. 

Adjustment;  when  lowei  caps  are  fitted 
and  nuts  drawn  up  tight,  the  shaft  should 
turn  with  some  resistance.  Borne  repair- 
men  judge  the  amount  of  resistance  by  be- 
ing able  to  move  the  crank  shaft  with  one 
hand  (per  page  641),  or  if  bearings  are  be* 
ing  taken  up  under  engine,  by  just  being 
able  to  move  or  turn  fiy  wheel.  The  bear* 
ings  must  not  be  so  tight  they  will  oTerheat 
and   seize. 

If  the  shaft  tntni  too  h»rd^  do  not  think  thai 
looaenlng  np  the  oat  a  la  the  remedy.  I  a  auch  a 
CA«9  an  eictra  tbickncte  of  ihim  brssa  will  hare 
to  be  pnt  In  ao  that  nut  can  aet  down  tight  and 
atill  allow  abaft  to  turn. 

Connecting  rod  lower  hearing  Is  often  '* burned- 
in/*  bv  fitting  nvw  bearing  capi  and  tbtn  r\m  od 
power  for  a  few  mlnutet,  then  cap  is  removed,  aar- 
fnco  examined  to  aee  if  cut,  if  io  It  ii  scraped, 
then  correct  clearance  gireu  with  abiioB  (.003  to 
.004**), 

Connecting  rod  npper  hashing  ii  aiually  rsfttted 
wUh  oi*w  buihiugf  and  reamed  to  .002  to  ,003' 
clearance. 

Pointers. 

HiTfl  tbe  Bcraperv  abarp  and  sever  irf  to  scrspe 
with  nicked  scrapere. 

In  renewing  beu^nR  buaMngs,  care  mnat  he 
tftken  that  tkej  are  of  ftbont  the  laino  thickneee 
of  metaJU  ma  ih«  original  on«a.  If  too  thick  tb« 
pUtona  win  be  piuhed  higher  Into  cylinder  and 
alter  the  compression  and  caute  vibration.  On 
two  eycli!  eoginca  it  would  change  the  port  timing. 


*A  Beamiir,  per  page  703»  ftg.  66  fa  tiaed  vxlentlvely  for  aligning  crafikiliaft. 

fBaaringa   axe  alto   lometlmea    ("bomod-ln**    or   "nin>ln").  where   a  quick  job  in  dealred,   by   fitting 
tktw  btiftiiinifji,   ono  at  the  time,   then  bearing  capi  are    drawn     ticfkt,'    tbeii     hvU     pow^r    applied    nntn 

rW,_i  i,.  The  PApB  are  removed,  bcarinfa  inipi^rlpd  and  hij^h  apott  ^rr--< .  ..A  ^Im^t,  r.rnn.'r  clear- 
by  rcDjOiring  itiimi,  if  ne«eiiuirf  and  eat'S  lli<^n  fitted.  It  i'^  rape  a 
1    »pnl    il   np   first,    however.      lAw   equal    nntnh-t  of  «.hiros  on  ew  '    ^^^-^^ 

tniiu   ij*'  oij   I'afh  *luii  vtU^ii  ilra^it  down.      *'Ofi    Ute  I'lud,   a,  Vi*3»N    t<*TiiiV' v-^    » - .    ^\%r.*A*  "A 

kiMia  II  burned  out. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


i 


8.    After   fllttDg 

plAtos  pin  the 
piston  shonld  be  held  «• 
fig.  8,  Thv  connecting 
d  ihould  Uardly  be 
able  to  tam  of  ttK  own 
weight,  l>Dt  ftboold  drop 
IH'AdujiIly  Bi  the  piston 
rs  iarred. 


Another  point  —  aU 
oonsectlng  rods  abould 
bo  of  oquid  weight.  They 
cun  bo  weijflifd  ■epftrAtel7  and  flled  or 
ground  down  to  weight  if  not  too  great  A 
dllTfreoee — nee    page    818. 


(^m 


[^. 


Tig.  7— A  split 
baihlng  for  lower 
ead  of  eonnectisg 


rod. 


Tig.  8 -^Bushing 
for  upper  end  of 
con ooc ting  rod  or 
piatOQ  pin. 


Tig.  8 — Bronze  buahingi  needed 
in  every  repair  shop.  Can  be  se- 
cured at  brass  fouDdr7.  CaU  for 
''bearing   brooae.*' 


Bearings. 

Rtrictlf  apeaking,  the  b<>«ringi  of  a  abaft  are  compoatd  of  two  different  nietala.  The  reai  bear* 
Ing  la  oast  integral  with  the  engine  or  machine  of  which  it  forma  a  part,  and  the  other  part  (on  whidk 
ilia  abaft  reallx  bears)  is  known  by  varioua  names,  snch  ai  lininga,  bashings,  brassoa  et«,  Tbe7  are  wade 
ef   tarioat  meial,   such  as  babbitt,   pbospborbronae,    white   metal  alloy  ate. 

T]i«  adjnfftmei&t  and  replacement  of  bo^lnga  tn  an  engine,  or  aozne  part  of  tba  tranmlafloti,  meli  ai 
a  gearbojc,  is  a  matter  requiring  a  good  deal  of  akill  and  experience  to  effect. 

WlUt  the  exception  of  the  aauU  and  of  tbo  connecting  rod  (fSga.  1,  2,  3)  all  boshiogs  are  split  length* 
wlia  (flg.  7).  Tbtt  small  eod  of  the  connecting  rod  has  a  plain  phosphor  bronae  bush  (flg,  e>  forced  la 
fairly  tight.  Wh«D  worn,  a  new  bnih  ia  fitted  wliioh  i&  turned  and  bored  to  a  free  fit  without  any  trace  of 
roekiDg  or  end  raoveioent. 

Tbe  tplit  btishlngB   (fig,  7)   in  time  wear  oval,  mainly   on   tba  lower  half.     In  moat  eaaea   a  slip  of 

metal  called  a    "shim  or  imer**   ia  inaerted  between   the   upper   and   lower   halves   of  tbe  bearing,    which 
pieeea  oan  be  fllt^d  down  or  one  or  more  lay  era  peeled  off,    (if  laminated  shima  are  nsed)   for  adjustment. 

Many  baarlnga  ara  "llnad^*  or  bnjhed  with  "babbitt-metal/*  bronxe  or  anti  friction  alloy.  Wheo 
worn,  the  bearing  halves  are  relioed  and  bored  ont  true.  The  surface  ia  tinned  and  the  molten  metal 
ms  in  either  solid  to  fill  up  the  bore  completely  or  around  a  raan^iril  amaller  than  the  shaft.  A  tma 
bore  to  fit  the  a  haft  is  then  made  in  the  lathe  and  the  bearing  cut  through,  aftar  which  tbe  nae> 
eiaary  oil  channels  are  cut  tn  the  surfaces,     (see  figs-  A  and  B  below.) 

WZien  a  bearing  U  adjiisied,  it  must  alao  oeenpy  Uie 
same  relative  position  as  before  in  its  bed.  and  to  effeel 
this,  packing  the  lower  half  with  very  Ibin  sheet  pboe" 
phor  broDie  or  foil  may  be  ueceaaary.  YaHona  tbick- 
tiesaes  from  1-1000  inch  up  can  ba  obtained  for  tbla  par* 
pose.  A  good  practice  is  to  alightly  '^ease  off'*  the  bear- 
ing at  the  dividing  line,  to  avoid  any  riak  of  binding. 

It  is  of  great  importance  to  tbe  running  of  a  bearing 
that  the  shaft  be  dead  trne  and  eylindrieal  and  Iha  f«r* 
lace  quite  smooth. 

W1l«d  fitting  a  plain  bnsli  (fig.  8)  very  moderate  prta* 
sure  should  nnttlce  to  drive  it  In  plaee.  A  tight  lit  may 
cause  the  bush  to  bulge,  neceaattating  reaming  out  tm 
make  it  fit. 

A  bttab  tbat  ia  an  easy  fit  requires  dowel  ftnniag  to 
prevent  it  turning  round.  Particular  care  ebonld  be  givan 
to  cutting  oil  channels,  and.  to  note»  in  the  oaae  of  pUln 
bushes,  that  the  oil  holes  are  drilled  all  the  way  throngli. 

Hardened  steel  btisbes  can  be  tued,  providing  tbe  abafi  ia 
cfte  hardened   to  resist  wear. 

This  type  of  bushing  requires  grinding  after  bardanJn^ 
and  the  running  clearance  should  be  a  ahade  more  thaa 
for  phosphor-bronte.  Ample  oilwaya  should  be  cut  in  thm 
surface   aa   per   B.   below.    (Sf^e   also   page  203). 


Flatou  or  Wrist  Pin  Bearings. 

Fig.  1^ — One  common  way  to  remove  a 
bnHung.  Jawa  J  of  vise  are  opened  far 
enough  ao  end  of  rod  R  reata  npon  them  and 
at  tbe  same  time  give  euificient  clearance 
for  bnahtng  to  paaa  between  aa  it  i«  driven 
out.  To  drive  oat  buahlng  B,  a  drift  D 
(nsnally  bar  of  ateel)  and  a  hammer  are  re- 
quired. 

Fig.  8 — A  better  way;  Jawa  J  of  the  vise 
are  opened  wide,  a  piece  of  pipe  P,  large 
enough  to  clear  the  bushing,  is  placed  against 
the  inner  uur/ace  of  one  Jaw,  tbe  rod  is  care- 
fnilT  adjusted  and  preased  against  it  to 
hold  it  in  place  until  the  drift  or  aolid  pin 
K  ia  adjustiijd  into  place,  then  draw  viae  to- 
gether to  aqueese  the  bushing  out  of  the 
rod  R  into  the  pipe  P.  If  no  vise  Is  at 
band  with  a  large  enough  opening,  reeourae 
can  be  had  to  method  shown  in  fig.  8. 

Fig.  8 — ^Anotber  plan;  a  bolt  B.  some 
waabera  W,  a  piece  of  pipe  P.  a  nut  N,  and  a 
wrench  H  may  be  employed  aa  ahown.  By 
tbla  method,  a  buahlng  may  be  removed 
without  danger  of  aprlnglng  or  buiring  up 
eonnecting  rod   end. 

To  remove  a  tight  pistes  pln«  first  extract 
tbe  locking  rings,  then  pltiuge  the  piston  in 
boiling  water.  This  will  releaae  the  grip  of 
tbe  piston  on  tha  pin  and  permit  it  to  slide 


Oil  Grooves  In  BeAiUig  Bufiblng. 

Another  Important  feature  la  tbe  ibapa  of  the  oil  groove* 
themaelvea.  The  usual  practice  is  to  make  the  grooves  aa 
shown  in  the  figure  at  A.  like  a  letter  X.  The  result 
of  usiug  this  style  of  groove  Is  that  tbe  areas  of  tbe  bear- 
ing at  p.p.  run  dry.  A  careful  series  of  tests  ha  a  ahova 
that  the  type  of  oil-groove  shown  at  B  and  made  In  ibm 
form  of  the  letter  H,  gives  results  far  snp^rier  to  t^ 
other.     Some    very    bad    caaes    of    poor    lubrication 


heating  bearings   have  been  cored   entirely  by   tl^  ilapie 
expedient   of   changing   the   type   of   oil   groove   from   tb*t 


shown  at  A  to  that 
shown  at  B.  <B.  W. 
Roberta  in  *'The  Oat 
Engine.") 

Keep  oilgrooves  out  of 
the  pressure  side  of  your 
bearing,  whenever  the 
pressure  is  one  aided,  aa 
io  tbe  erank-pin  bearing. 
— aee  also  page  20B. 


L 


OHAMT  NO,  2J6— Be&nng  BualilBgs.    Wrist  or  Pigton  Pin  BuaMng  Bemoval.    Oil  Ohanatli, 


REPAIKINO  AND  ADJUSTING. 


♦Piston  or  Wrlrt  Plna. 


The  piston  or  wrist  pin  Is  the  pin  on  whlcb 
tbe  apper  part  of  the  connecting  rod  swings. 
It  is  sometimes  roado  of  solid  steel  but  usu- 
ally of  hollow  case  hardened  steel  tubing. 
It  is  also  called  *' gudgeon"  pin.  It  is  nen- 
adjustable,  therefore  when  worn  the  pin  or 
bnehinf^s  must  be  renewed. 


clamped  to  upper  end  of  connecting  rod,  as 
C,  fig.  11.  The  bronze  bnahing  In  this  In- 
stance la  pressed  Into  bosses  In  piston  and 
piston  pin  oseill&tes  in  the  bronze  bushings. 


OtllM- 


connecting  rod 


bushing 


set  Hcrews 


GRCUMl 


CONHttmBOROO 


Tig.  10 — Flaion  pin 
it  atationiiry  ^  noi« 
Ihe  btitbioff  it  in 
upper  end  of  een- 
netting  rod. 


The  Stationary  piston-pin,  fig.  10,  has  a 
bronze  bushing  In  the  end  of  connecting  rod 
which  oscillates  on  the  piston  pin.  The  pin 
is  held  tight  by  a  set  screw. 

Oscillating    plston-pln    is    where    pin    is 

♦♦Connecting  Bod — Iiower  Buahlng. 


Tig.  11 — PUloa  pin  oteilUtt*  in  huihingt  io  pifttoa 
boues.  Not6  connectioe  rod  i»  clamped  to  pin  mi  Q, 

To  remore  pUton  pin  when  ■tatlonaryt  tee  pace 
650,  flf.  22.  Aaolher  method  for  boldlug  ih» 
pio  In  place  li  by  meanA  of  •  tpriog  pretiod 
piuager  which  Ia  in  the  inside  of  the  bou  la- 
Ktde  of  piMton-  To  remove  piiton  pin  a  Bm»n  wlrt 
farces  plunger  up  and  pin  la  driTeo  out. 

To  remove  bronze  baihln^  In  upper  end  of 
connecting  rod  or  piston  hosaea  in  aometitnea  a 
diflTicuU  task  itee  flgi.  1.  2  and  8,  pafpe  944  and 
fig.  22,  page  6&0).  Quite  often  a  reamer  ta  uaed 
to  ream  them  out.  The  idea  it  to  renew  the 
buahinga. 

The  piaton  pin  may  alio  he  worn,  tberefofe  ex- 
amine  and  replace  it  when  renewing  the  bnahlofa 
if  worn.  As  a  role,  wrlat  pin  and  connecting  rod 
hearings  are  apt  to  wear  soner  than  the  main 
hearlngv.  Therefore  test  for  looieneas  per  page 
639   and   below,   before   working  in   the  bearings. 


To  test  to  see  If  a  connecting  rod  is  loose: 
remove  lower  crank  ease.  Take  hold  of  rod 
and  see  if  there  is  end  play,  by  a  vigorous 
push  up  and  down,  if  so^  the  looseness  can 
be  felt. 


DoD*t  mistake  the  side  piny  howerer  for 
the  looseness,  as  a  slight  amount  of  side 
play  is  necessary* 

The  connecting  rod,  lower  end  la  divided 
Into  two  parts,  usually  with  shims  placed 
between,  see  fig.   14,  page  641. 

What  has  been  said  in  the  reading  matter, 
concerning  the  main  engine  bearioga  also 
holds  good  for  the  connecting  rod  bearings. 
The    two    bearing    halves    may    be    brought 

Pistons. 

Pistons  are  made  of  cast  Iron  for  all  or-      one  below. 
dlnary  uaes*    In  many  instances  where  speed 
is      desired^      an      aluminum     alloy      called 
**Lynite*'  ia  sometimes  used. 

The  cast  iron  piston   expands  less  than 
steel  or  aluminum  alloy  pistons.     The  latter 
expanding      under      heat 
more  so  than  cast  steel. 

The  piston  proper*  Is 
made  with  grooves  for 
rings,  (R),  which  are  pine- 
!>d  as  shown  in  illust ration, 
A  hieh  is  the  Ford  piston. 
Note  there  are  two  rings 
above  piston  pin  and  one 
oU-ring  below.  Sometimes  an  oil  groove, 
per  iig,  6.  page  74,  takes  the  place  of  the 
oil-ring.  B  is  the  bushing  for  piston  pin. 
8ee  also,  page  655. 

The  average  automobile  engine  pdaton  is 
Itted  with  three  rings  above  piston  pin  and 


closer  together  by  the  removal  of  some  of 
the  '  *  shims ' '  between  them  or  dressed  down 
with  a  file,  if  shims  are  not  provided.  It 
is  policy  to  take  off  enough  metal  to  allow 
for  a  few  shims^  so  that  .when  taking  up  is 
again  required,  it  will  only  be  necessary 
to  take  out  1  or  2  shims — see  page  B38. 

In  the  majority  of  engines  the  removal 
of  the  lower  half  of  the  crank  case  is  nee- 
essary  before  the  connecting  rods  can  be 
reached. 

Kota  that  there  must  be  about  ^  Inch 
side  play  between  the  sldee  of  the  connect- 
ing rod  bearing  and  side  of  crank  shaft 
arm^ — also  at  upper  end.  (see  pages  659, 
646,  649  for  aligning  connecting  rods.) 


Pistons  are  nsnally  ground  to 
fit  cylinder  but  not  a  tight  fit. 

Piston  replacement:  Three  conditions 
make  it  necessary  to  replace  a  piston:  (1) 
scored;  (2)  undersize;  (3)  leaky.  If  it  ia 
not  scored  too  badly  it  can  be  dressed  down 
with  a  fine  file.  If  leaky,  see  foot  note, 
pages  656  and  791.  New  rings  will  help 
some  on  undersize  pistonc,  but  slapping  will 
orrar.  See  also,  pages  609,  654,  655.  See 
page  791  relative  to  piston  clearance  on  the 
Ford  engine. 


Where  speed  La  desired,  (he  lover  part  of  pis- 
ton In  frequently  drilU^d  with  holes  and  ptstoo  U 
made  of  aJumioum  uUoj  to  lighten  them  as  much 
as  pos«ihe  (see  index  *' Tuning  engine  for  speed**). 

^JUumlnum  Pistons. 

It  la  claimed  by  mannfactnrers  of  same  to  be 

snpeilor  to   csat  iron  for   the  following  reaions: 

They   are  about   one-third   tighter.     The  inertia  of 

Ih^  reciprocating  piston   is  reduced   approximately 

— continued   on  page  651. 


•Tlie  viiion  pin  hoshlatg  is  usually  a  hronie  bushing  pressed  into  place  and  io  ease  of  renewal  will 
hare   to  be  driven  out  per  pages   844.   650.     If   piston  pin  becomes  loose  it  will  score  cylinder,  v^ 
page  653,     fOldsmobile  Co.  recoromood  .002"  clearance    in    upper    end    ot    couivvtVvtv%  ^J***^  J^^!^ •.vl^ 
necf'tsary   to   take   care   of   different    ex  pans  loot    between  bio^ris  »tiA  \Ve<iV  'w^^wi  \i%%V*(ft..         >s**»^  J 

pages  837  and  83 S.     $Foot  note,   page  65I> 


DYKE'S  INSTRUCTION  NUMBER  FOETY-SIX 


•Fig.  1, — TMtlM  con- 
DAcUng-rod.  A  fig  or 
fixture  for  teitiog  the 
Alignment  of  connecting- 
rod  actembties  ii  thowo. 
The  crftok  bearing  of  the 
connectiDgrod  ie  At- 
inched  to  an  arbor  that 
!■  part  of  the  baie,  and 
the  piaton  iwuDg  acroti 
the  face  of  the  disk  that 
it  fattened  to  an  up- 
right. Thii  dUk  it 
made  eimilar  to  a  face 
ptate  and  li  necoaaarili' 
al  fic^t  ftaglM  to  tbe  erank  bearing  arbor.  Anj  miaaligoment 
!•  ixiitAiitly  dot^ted  and  corrected  by  beading  the  connecting- 
rod  eo  that  the  eide  of  the  piston  formt  a  line  contael  with 
the  inrfaee  of  the  dlak.  Thii  prevent!  the  poifibiUtjr  of  un« 
equal  wear  of  cylinders  due  to  off-center  piilona — (Motor 
World). 

Fig.  2. — Oranlttliaft  teatiug.  The  crankeiae  may  be  ueed  at 
a  fljEture  for  testing  the  aligDment  of  the  main  bearings  of  the 
erankthaft  with  Ititle  difficulty.  The  case  is  placed  on  the 
bencta  in  the  poiition  shown,  a  strip  of  pasteboard  about  1  in. 
^AJTr>OABP  sTt.ri,  wide  and  H4  tn»  thick 

placed  beneath  the 
frant  and  rear  bear- 
ings of  the  crank' 
*  shaft.  By  theao  the 
shaft  is  raited  from 
the  center  bearing 
and  aide  pl'T  prt- 
rented.  A  poinlor  is 
then  clamped  onto 
Ibo  tide  of  the  eaae  al  the  center  bearing,  and  bj  taming  the 
•baft  the  amount  it  is  out  of  tme  is  determined.  This  method 
it  AOt  only  better  but  quicker  than  testing  in  a  lathe. 


is    necessary    when   working    on 


Tig,   4. — BemoTlsf  P'lJtoat 

Ihe  wrist  pia. 

The  method  of  removing  piston    (Overland   for  example)    is 

to  t*ke  off  the  bottom  half  of  thf»  crank  case  and  then  remove 

the  connecting  rod 
bearing  ctp  from 
the  rod  attached  to 
the  cylinder  which 
it  is  desired  to  re- 
move. The  bearing 
cap  ia  held  by  two 
bolta  faitened  by 
castellated  o  u  t  l, 
When  tboie  are  re- 
moved  the  rod  can 
be  swung  to  one 
tide  out  ol  the  way 
of  the  crank  shaft 
and  the  entire  as- 
sembly     withdrawn 

,ir^  «»pi»<n  mti*  cwiMwcWna**!  •■^mWjr     frOffi       th*       CylLodeC 

in      the      maiLSor 

illustrated,    flg.     4. 

can   then   be   driven   out   with    a   punch   aft«r 


I 

1 

^m 

h 

o 

o 

o 

a 

3 

0- 

I 

-^ 

*fu#  IM  Hlt«f»  M>r  af  llk«  irai 


The  piston   pin 
whieb  the  bathing  can 


be  readily  removed. 


*Fltf.    11,  —  OoQAflcting    rod 
that    the    two    bearinirs    of  the 


Tbii  vlttQ  liowortr  cAiinot  bo  used  on  engloot  wber«  tbo  pis- 
tont  axe  too  largo,  or  a  5  bearing  crank  shaft  or  on  a  6  cylin- 
der  engine.     The   procedure   is   then   to   remove    tho   cylinders 
I  and  lower  part  of  crank   case   and   loosen   the  connecting  rod 

I  eapt  and   take  pistons   from    top   of   cylinders,    or  it  may   be 

I  aecessary  to  raise  cjUndf^fs  from  olT  pistons. 

^H      tbi 

t 


alignment ;  It  is  essential 
connecting  rod  be  in  perfect 
alignment.  Kot  only  should 
they  be  parallel,  but  they 
should  also  be  in  the  same 
plane.  The  jig  itlattrated  is 
designod  to  test  these  with 
one  setting.  The  connecting* 
rod  is  held  on  an  arbor,  and 
a  second  arbor  placard  in  the 
wrist  pin  bearing.  Knife 
edges  are  used  to  check  the 
alignment  of  the  two  arbors, 
one  pair  for  parallelism  hori- 
zontally, and  one  for  vertical 
paratleliitm,  the  rod  being 
swung  from  one  test  position 
to  the  other.    (Motor  World.) 


Flc-  S.-01M 
Q  e  i  b  o  d  for 
toatlng    for    ■ 

ioot«  bearlQg 
is  ahown  i& 
the  t  k  e  t «  b. 
Ran  ihe  ear 
oveir  a  piu  if 
possible.  at* 
though  the 
bare  floor 
will    do. 

Raise  the  car  by  means  of  a  jack  to 
suit  tho  conditions  for  testing.  If  tbe 
rod  bearings  are  to  be  tried,  run  a  }t«k 
bead  against  the  lower  half  of  the  con- 
necting rod  bearing  and  work  tho  |aek 
handle  up  and  down.  The  amalloat  amonnt 
of  play  can  be  detected  in  this  way, 
especially  on  the  main  bearingf,  wbert 
the  presure  of  the  jack  it  applied  on  the 
crank  shaft  against  the  weight  of  the  e*r 
and   *'play.*' 

Ftgs.  8  and  6. — One  method  of  ctralgbt- 
enlng  a  slightly  bent  cr&iik  shaft  It  show*. 
This  shaft  is  bent  as  indicated  by  Cbt 
dotted  line.  A,  fig.  5,  only  to  a  very  raucb 
less  esitent,  tho  bend  not  being  visible  lo 
the  naked  eye  except  when  the  ahaft  it 
revolving  in  a  lathe  with  a  tool  or  otbor 
object  held  stationary,  close  to  tho  coster 
bearing  surface. 


i3^^^C 


Fig^    5 — Bent  crank-shaft. 

Id  tosting  for  a  bont  cranktbaJt,  ono 
should  not  be  misled  by  a  bearing  torfac>€ 
of  the  shaft  that  is  probably  worn  out  of 
round ;  the  test  choold  bo  mado  at  the  old* 
of  the  bearing  where  little  or  no  woar  It 
liable  to  take  place. 

There  are  few  repair  men  who  will  \ 
dertake  to  straighten  a  bent  crank  shai 
and  by  many  it  is  claimed  to  be  irapoo^ 
tible  to  make  a  lasting  repair  to  a  tball 
which  is  out  of  true.  However,  as  tbo 
repairman  it  occasionally  called  upoa  to 
fix- it  up.   one  means  employed   ia  ibowm. 


i1 


stTalgbtesiag. 

shaft  K  it  fixed  betweon  tbo 
centers  0  of  latho,  blocks  B.  are  plaood 
upon  the  la  the- bed  for  a  fulcrum,  a&d 
a  bar  of  iron  R,  or  preferably  of  wood. 
it  used  at  a  lever.  If  an  iron  bar  io 
employed  a  piece  of  brass,  wood  or 
lead  should  be  placed  betwe^^o  it  and 
bearing  surfaeo  of  shaft  for  protection. 

Aatuming  that  tbo  abaft  It  beat  at  In- 
dicated by  the  dotted  line  A,  fig.  6.  it  it 
pried  op  with  the  bar  till  it  afitumes  the 
position  indicatod  by  the  dotted  lino  &, , 
and  while  held  in  thia  position  an  ataiai 
ant  holding  a  piece  of  brass.  M.  on  tb 
bearing  surface  with  one  hand,  and  witil* 
a  hammer  in  the  other,  ttrikee  the  ahaft 
a  tharp  light  blow. 

The  bsr  and  blocks  are  then  remove 
the    lathe    started,    and    the    ihaft    toetif 
agrain   for  results.     This   tri-atment  is 
peated  again  and  agsin  until  the  shaft 
Ktraight  as  indicated  by  the  line  0.     It 
eenerally  a  long  and  tedious  job,  deptnd 
iog  greatly  npoa  efaance  and  tho  ability 
of  the  operator   of  the   bar  to  gvota  th 
proper  amount  of  pressure  to  apply   aa6 
the  proper  place  to  apply  iu 


T  NO.  257 — Testing  Coimectiiig  Rod  and  Crank    Shaft   Alignment. 
fir  SliBft     Testing  for  a  Loose  Bearing*    B^moTLng  Pistons. 
*Se0  Also,  pttge  659  and  foot  note  page  G49. 


Straigbtening   a  Bent 


Flg^      9— All      iKfwry      !•      tn«      1:l«n«ft( 


«#A«pp«it*r  «ha««  It  c«>iftl»U  Bl  • 
f«rii*d  l*««r,  1*4 Id  0#  a  ■*#>««  Wirt  |g  4 
rtrt  krjkCmd  KA  f)w  *nf  ln«  tvpQ**X.  Th« 
|ifl*«««  i«¥«r  4«  alw  an  «f*«ct»M«  t««4  ta>r 


Th«  follAwtng  ouUln€  of  work  will  glr%  Uie  romd«r 
a&  Idtft  Ai  to  how  to  U8«  system  In  coiiia^tloa  wlt]i 
r«9»ir  work.  While  the  exAmpU  firMti  on  laftia  mnd 
coooecttne  rod  beAringA,  ttill  the  in«ini  fe&turea  mad 
mftD&er  of  doinf  the  work  will  Applj  to  othar  work 
of  ft  similar  nftturs.  There  it  a  ri^ht  time  »ad  • 
trronf  time  to  reaove  Mch  part.  The  foUowing 
order  b««  beoa  found  the  moet  efficient  by  the 
QverUnd  Servico  Statioo  in  New  York  oad  was  pub 
liehed  in  **Motor  World,'*  a  leading  automobile 
pablieatloa« 

ladicatloiLB  of  Woftr. 
Boftvy,   dnil  pound — maia   beariog. 
Iilfliier  knock.  uaoaUy  worse  when  engine  li  Idling 

— connecting  rod    bearing. 

flnapectioQ    of    the    bearinge    ii    alwayi    esaenttal 

before    taking    the    engine   down,    ai    the    trouble 

maj  be  aoniewhere  else.) 

How  to  Determine  Wkere? 

I-Hcmore  pen, 

S-Removt  hood. 

S-Draw  oil  from  base. 

4— Remove   base. 

B-Plaee  jack  beneath  i^wbeeU  and  work  It  op  and 
down.  Any  play  may  theo  be  felt  in  Ibe  mala 
bearings,    see  ilg<    8.   pege   046. 

6^Work  connecting  rod  bearings  up  and  down,  to 
determine  looienein. 

Note — A  chain  or  tackle  block,  secured  to  the 
eeiling,  is  necesiary  t^y  remove  the  engine  from 
the  frames    and   lome  aort  of  a   stand  to  rest  it 


ou  when  rcmoTed«  These,  the  standard  thop 
loola,  and  the  few  special  tools  described  later, 
are  ell  that  is  essential  to  efficient  work.  If  the 
connecting  rods  only  are  loQie«  they  may  be 
tightened  without  removing  the  engise  from  the 
frame.  Looseness  in  the  main  bearing  neeessi- 
tatei  a  complete  removal  and  tearing  down  ot  the 
engine, 

1-Fisd  the  trouble. 

2-Sttidy   the  location  of  the  defective  pert,  end  its 

relation  to  other   parte, 
9— Determine  the  commonsense  method  of  getting  et 

the  defective   part — and   do  not  remove   any   pert 

unoeceisarily. 
4- Lay    out,    either    in    your   mind    or   on    paper,    the 

successive  steps  necessary  to  do  the  work.     Effi- 
ciency   demands   that   you   do   all   possible    work   on 

one   part    from   one   position, 
I^-If  neeeesary.   mark  each  part   on  removeL 
0-^Place  each  part  as  it  is  removed,   in  some  eyste- 

matic    order,    either    in    a    parts    box    or    ou    the 

bench. 
7-Oheck  up   each   part   en   re-assembling,    and   make 

c<>rtajn  that  all  nuts  are  tight. 

To    EemoTe    Engine, 

(Note— Have    you    got    tbe    cooimon    tools    neeei- 

sary    to    do    tbe    work    right    where    you    can    gel 

them   instantly,    or   are   you   going   to   spend   ball 

your  time  running   for  themf) 
l-Drain    radiator. 

I  This    will    be    draining    while    you    remove    tke 

lamps,) 
2->Remove  lamps. 

S-Eemove  radiator  hose  connections,  brace,  end  re- 
taining bolts. 
4— Remove  radiator. 
^-Remove  ell  wiring  terminals  marking  oach  one  ei 

shown  in  fig.   1  so  that  they  may  be  returned  le 

the  proper  binding  poat. 
6— Remove    throttle    and    spark    control,    conneettng 

steering  post   with   engine   base. 
7-R«mQve   oil   pipe   connections,    and   gasoline   pipe, 

after   turning  off   gaeolioe. 
8-Disconnect   ejchaunt  pipe   from   manifold, 
(^Remove  torsion  tube  yoke  pine  from  yoke. 
10— Remove  bolts  from  onivereel  casing. 
11-Remove   fan   belt    and    puMey    retaining   nute   ^ 

crankshaft   flange. 
12-Remove    fan    belt    pulley    on    crankshaft,    oalng 

special  puller  shown   in  flg,   2. 
13-Using  rope  aling.  and  chain  blocka,  hoist  engine 

forward,  removing  it  from  frame, 

>— eee  nest  pege. 


OHAST  KO,  25»— Ex&mpld  of  Fitting  Main  und 
— Contintiod  itj  chart  259,      <  Motor  WorM.) 


Connectliig  Bod  Beartngs  of  Overland  Mod«l  75B 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


OKSIUrT 


gtiH  rvM'r  •'•d  nacMaitttw  tcm*  tort 
■r  a  atflAd.  Aft«r  4i«in«vlng  th«  crank 
MM  bcM  and  th«  <riinMr  mud,  tft« 
«4«M  tilhwtratad  majr  4k«  um«  19  t^a|« 
tha 


■id*  up  J  l»olto<d  W  horiet. 


— cootlDoed    from    cbart   258. 

14-DrQp  engine  onto  two  horiei,  coaotcted  by  Iron 
■tr»p«.   m%  shown   in  tig.  0. 

16-R«aiove  clatcb  tprin^  bolts  •■  ibown   In  flf,  0. 

lS-R«mor«  3  boH«  holding  reftr  luppori  to  engine 
b»e«,   nnd  t»ke  off  entire  ftiAembly. 

17— Remove    clntrh. 

IS^Mark  fljrwbeel  szid  CTankihAfi  flaogo  with  cen- 
ter ponch,  to  that  il  may  be  returned  at  taken 
ott*     Remove  flywheel  bolts  and  dfwh««U 

10-Remove  ojUnder  bead* 

2(I^R«move  conoectLng  rod  bearing*,  marking  both 
rode  and  cape  to  that  thej  may  be  reaaaembled 
exactly   aa   taken    off. 

Sl-RomoTe   connecting  rod   and   platon   aatembliM. 
S2-Turn  engine  bollomaide  op*  and  fallen  to  boraei* 
as  ibown  in  fig.  8. 

83^R«move  liming  goar  case,  expoitng  timing  gear 
and  chain, 

t4-Tarn  crank  nntll  front  and  tear  throwa  are  at 
top  dead  center.  The  diitribntor  ahonld  then  b« 
making  contact  with  No.  1  brnih.  If  not,  torn 
crank  over  once.  Then  mark  face  Of  gears  as 
shown  in  fig.  7  if  this  has  nol  already  bees  done. 

Sft-Using  pnllar  shown  in  fig.  6,  remove  crank- 
abaft    sprockets, 

SA-Remove  front  crankshaft  bearing  assembly  bolts. 

87-RemoTe  rear  crankshaft  bearing  assembly  bolts^ 
and    draw    crankshaft    oot    towards    the    rear. 
(By  careful  Inspection,   get  some  idea  of  the  ac- 
tual   amount   of   looseoeaa   in    the    bearings;    then 
remove    the    bolts    holding    the    halves    together, 
completing   the  tearing  down.) 
The  Repair. 
(Note — The  work  of  refitting  bearinga  is  tedi&ns 
•ven   for   the   best    mechanic.     Do   nol    expect   to 
flit   one  bearing  in    teas   than   two  hours,    if  it   te 
badly   worn;    and   do   not   be   disappointed    if  the 
bearing  seems  to  get  worse   instead   of   better  al 
the  start  of  the  scraping  process.) 

l-Oarefuily  Ale  a  small  amount  of  metal  from  the 
face  of  each  bearing  cap.  To  do  this,  clamp  the 
bearing  in  a  vise  and  holding  the  and  of  a  Ane 
flat  file  loosely  between  the  left  thumb  and  fore- 
linger,  the  right  holding  the  handle,  draw  the  Ale 
with  the  left  band  across  both  edges  of  the  bear* 
Ing-cap,  per  Ag.  8,  page  643.  Do  nt>l  remove  mora 
than  .002;  try  the  bearing,  and  if  still  loose.  Ale 
again. 


2-€laa&  both  thaft  and  baaring  witi 

wet  with  gasolina. 
^Paint  the  shaft  with  a  sololion  of 

bine  nod  water.     Allow  to  dry. 
4^Ump    bearing    halves    together    on    ahsfiL 
and  turn  three  or  four  times  with  the  hftad. 
6-Remove.     The  high  points   in   ih«   b«ariitff 

will  b«  bine,  and  most  be  aerapad  down. 
6-Again  clamp  the  bearing  to  the  ahaft,  and 
repeat   blueing,    scraping   and    testing;    nA> 
til  the  bearing  is  properly    "spotted   In." 
When   spotted   in,   but  litle  of  the  tftoaring 
half  will  be  untouched  by  the  scrap«r.    Aa 
equal  amount  of  material  mnst  bo  renovwd 
from    each    bearing    half;    and   whso   prop- 
erly  Attod,   the  shaft   will  regiaier  coniaet 
over     practically     three-quarters     of     «*eh 
bearing  half. 
7-Replaco  bearings,  after  oiling,  and  be  snrs 
that  they  do  not  bind.     A  smalt  amount  «f 
binding  may  be  removed  by  poeninif  dova 
the    caps    of    the    bearing    with     a    batB> 
mer.     When  right,   the  bearings  should  be 
free   enough   to    be   turned    by   band   with- 
out great  effort. 
8-Oheck  up  the  alignment  of  each  piston  with 
its  rod  and  bearing,  by  the  use  of  a  jgronni 
arbor  and   square,    flg.   9,    (page   649.)    see 
also  chart  257.     With  a  micrometer  er  cal- 
ipers,   check    up    roundness    of    connecting 
rod  bearing   on   crankshaft;   and    if   out  of 
round,  the  bent  practice  is  to  send  them  to 
a  specialty  equipped  shop  for  regrinding. 
0-Replaoe  crankshaft  and  cFankshaft  bearingt, 
10-Replace  flywheel,    making  certain   that  it   is   re- 
placed  exactly  as  removed. 
11-Roplace  No,   1  connecting  rod  assembly,  uid  re- 
move shims,  until  bearing  binds. 
(This  assures  that  there  will  be  sufflelenl  male- 
rial  to  permit  aeraping  to  a  aeat.) 
12— If   binding    is    excessive,    and    the    crank    eafin«C 
bo  fumed,  replace  one  pair  of  shims,  after  flUaf, 
IS-dean  shaft  and  bearing,  paint  thaft  with  Pc«»- 
stan    blue,    and    proceed    with    scraping    at    with 
mala  bearing. 
14-When  bearing  is  properly  spotted  in,  oiled  and 
tightened,  an  even  resistance  should  be  felt  when 
turning  the   crank. 

(First  hard,  then  easy  turning  indicates  a  poorly 
fitted  bearing  or  an  oral  crankshaft.  Agala 
check  with  calipers.) 
lft-8orape  and  tighten  each  connecting  rod  bear* 
ing  in  turn,  having  the  others  loose  while  to 
doing.  And  be  sure  to  follow  the  marking  plaead 
on  the  rod  and  bearing,  so  that  each  assembly 
is  replaced  exactly   as   it  came  off. 

Tb«  Beassmnhlr. 
I-Make   eertain    that    all   nuts    are   tight,    and    thai 

all  cotter  pins  are  in  place. 
2— Soak    every    bearing   with    cylinder   oil. 
S-Replace  sprockets  on  front  end  of  crankshaft,  na' 

ing  a  lead  hammer,  brass  punch,  or  wooden  block. 
4— Turn   crankshaft  until  pistons  1   snd  4  are  al  top 

dead  center. 
5-Turn    camshaft   sprocket   until   point    (1),    fl^,    f* 

comes  opposite  point  (1)  on  the  main  sprocket, 
fl-Turn  magneto   sprocket  until  point    (2)   lines  tK|> 

with  point   (2)    on  osmshaft  sprocket.      Diairibat* 

ing   brush   should   now   be  in   contact  with    eyliA- 

der  of  No.   1   terminal. 
7- Wrap    chain    around    sprockets    and    fastea    iba 

master  link. 
2-Replace    timing    gear    case,     Uae    ahallao    ia    f^ 

placing  gasket. 
9-Replace   fan    pulley, 
10-Replaee   fan  bracket   and  belt, 
ll-8lido    clutch    Into    place. 

12-Replace  rear  engine  support  and  bolt  into  plaaa, 
13^Hcplace  clutch  springs,  as  shown  In  Ag,  S. 
14-Replace  cylinder  head.     See  flg.  10.  paga  841, 

(Note — Carbon  ahould  be  scraped  out,  and.  valvaa 

reground  and  adjusted  flrst). 


aSAMT  Jra  ^O— continuation  of  Ctart  258.     Fitting  Beatings,     (Overrand,) 
Wmp^^  ringB  on   Overland  75B..    S^^x^";    Over\and  &5  (^fttsl  ^v.c.  ,..vi.,i  .i.r.  i   it^-^^- 
'    "  "  »*■•  was  uted.     See  page  607  for  other  pistoix  ting  »\ie». 


ntimr   fir«i    I  <^  »iii<»  I' 


REPAIRING  AND  ADJUSTING. 


— eontiaued    from    ehsrt    259, 

lS-RepUic«    l>*ft«.     Ua«   cork    packlof.    ftod    tliellae 

only  <me  iSde. 
Ift-Swioff  aoflae  back  lalo  frame. 
17-Holdinf  drive  mhmtt  up,  tlip  universal  into  ptm««. 

Tha   bWk   aod   tackle   are  required    for   thii  Job. 

*nd   at  leatt    tiro   men   are  needed;    one  to  cuide 

the  nnivereala,   and  one   to  manage  tbe  engine. 
18-R«pUce   aniveraal    yoke. 
19>-~BoU   nnlveraali   together. 
dO-fioU  engine  to  frame — and  make  ture  ratainl&t 

boHi  are  tight. 
91-Rf*place  pedal  mecbanism,  brake  rodi,  etc. 
22-ConDect  the  exhaait  manifold. 
2S-Conneet  oil   and  gaaoHae  conneetioni.     Turn  on 

gatoline. 
S4-CDoa«c:l    viririog    terminal!.      Make    eertain    that 

mark*  are  followed. 
26^R«place  radiator  and  radiator  hoae  eoaoeeUooa. 

Ufto  rubber  cement  on  all  jointi. 
36-Beplace  controli  from  iteerlng  column   to  daxb. 
S7-Heflll  radiator. 

28— Place  9H   qta.  of  medium  oil  in  baie. 
29— Spend   6   min.  checking  through  all  nnta,   bolte, 

icrewi,  pine,  etc. 
3<^Start  engine.     Do  aot  u»e  starter,  but  crank  by 

hand«    or    tow    ear    while   locked    in    high*    if   ex* 

tremety    stiff.     If   engine   will    not    itart    after    a 

reaaonable    amount    of    cranking,    inepect    wiring. 


gasoline  and  apark.  Bal  da  nol  eoallaa*  to 
crank  blindly.  When  itarted,  do  not  allow  en- 
flnti  to  race,  bnt  allow  it  to  run  slowly  for  a 
period  sufficient  to  remove  some  of  the  ellftoeee. 


31— Replace  pan. 
World)) 


32-Replaee  hood.      (from.  Motor 


-er 


:50wr 
i3 


*6    Wi    ®r 

**Flc.  9  (lalt  IHiu^ 
tratloD).  A  grotmd 

arbor  and  a  aciuare 
ihould  bo  used  to 
check  up  the  align- 
ment of  the  eon- 
nectlJig  rod  uiajpla- 
toa  aesembly.  This 
should  be  done  both 
before  and  after 
scraping  the  bear* 
inga. 

Fig.  10  (right  Ulastration) .  In  replacing  tit*  eyi* 
fader  head*  tighten  the  stad  nuts  in  the  order  shown 
above.  This  will  avoid  wsrpln^  or  springing  the 
cylinder  head,  and  asHure  the  tightest  possible  At. 
No  nut  should  be  drawn  clean  down  before  all  are 
•et  anug. 


How  To  Measure  ^Piston  and  Ring  Clearance. 


Method  of  meunrlng  piston  clearance:  Place  **ia- 
side  micrometer"  (IM)  in  cylinder  per  fig.  Z,  end 
determine  inside  diameter  of  c^Uxuler. 


*Then  place  an  **oatBide  micrometer*^  (OM),  over 
piston,  per  flg.  3,  to  determine  outside  diameter  of 
piston* 

Then  place  the  ** inside  micrometer^*  (IM).  tg.  4«  as 
sliown.  In  between  the  outside  micremeter,  and  note 
the  clearatice.***  See  page  661  for  clearance- 
Method  of  finding  ring  dearance  in  opening  of  ring: 
Place  piston  without  rings  into  cylinder.  Then  slip 
ring  into  cylinder  behind  piston.  a«  ihown  in  flg.  5. 
PuU  piston  up  against  rtn^  in  order  to  square  ring 
up  in  the  cylinder-  If  cylinder  is  worn  it  is  usual- 
ly at  Qpper  end,  see  "ring  gap  clearance/*  page  6^09. 


A  tthlckness  gage  U  then  applied  as  shown  in  flg.  6 
and  distance  determined.  ttAs  a  general  rule  the 
clearance  ahould  be  .004".  per  Inch  of  cylinder  di- 
ameter. This  rulf  does  not  hold  on  patented  rlnge 
as  tbe  Leak-Proof  ring  clearances  are  as  followi: 

2    to    8*    diam.,     .010"     opening. 

S    to    4"    diarn.,     ,016*    opening. 

4  to    5*     diam..     .018*    openinR 

5  to    6*     diam.,     .023*    opening. 

6  to    7*    diam.,    .026*    opening. 

This  amount  of  clearance  permits  the  rings  to  ooa- 
tract  without  tbe  ends  coming  in  contact,  eans- 
ing  diitortion  and  ■ubsequent  •coring* 
To  meainre  ring  detfaace  In  grooTe,  see  flg.  6.  Re- 
move all  grit  and  see  If  groove  walls  are  Btraight 
and  not  worn.  The  rings  should  flt  freely  into  the 
grooves  and  should  be  from  .001  to  .002  narrower 
than  the  groove.     See  alto«  pages  609,  65B.  659,  654. 


MlaceUaaeotiA. 


▲n  expanding  cyl* 
inder  tap,  made 
from  a  worn  out 
piston.  Head  of 
piston  is  remov- 
ed. One  wrist 
pin  bearing  is 
tapped,  then  split 
piston  as  shown, 
so  that  a  plug 
acre  wed  into  tap 
bole  will  cause 
piston  to  expand. 
An  old  eoaneet* 
ing  rod  and  han> 
die  ie  then  pro- 
vided. Ground 
glass  and  oil  are 
used  for  tapping 
compound. 

12.     Tmlng  np 

ive    tappeta    when 

worn,     is     shown     in 


Piston  pin  remoter:     A 

lA)    is    flat    iron    lapped    to 

screw  C.  Flat  iron  bands  are 

attached    ao    they    can    be    placed 

piston,    then    pressure    of 

screw     forced     against     wrist    pin 

{piston  pin),   see  also  page  650. 

F^.  13,  ValTe  tappet  gnlde  pnllat 

made    of    ahort    section   of  2*    iron 

pipe     or      any      site 

larger     in     dL     than 

guide.     A   washer    is 

then  placed  over  the 

top  of  pipe.     A  bolt 

which  will  go  through 

guide    hole    and    two 

nuts,     vrill     eompleto 

tbe   puller. 


CfiABT  NO.  250A — Continued  from  Chart  259«     How  To  Measure  Piston  and  Ring  Clearance. 
*See  page  698  for  explanation  of  a  micrometer.    **Th«re  are  three  disalignments  poaslhle  in  piston  and  connectiiii 

red;     Off-set  in  direction  of  crankshaft;  bent  t«  neht    or  Uft  In  direction  of  crankshaft;  a  twist  in  connecting 

rod — fee  also  pagei  €59,  $i6.     tSee  page*  699,  69?  for  Thickneas  Gage  explanation. 
ItTord   nng  gap   clRarance:      Top   ring  .004   to   .008*;    center  ring  not   over    .012*;    bottom   or   oil   ring   .Olf. 

•  Lnce   it   is  nere»«nr>    that   a   fmall   nmount   of  oil  work    up   between    piston    and   cyL   wall.        \^%i^  v^«^^  "^Vv.  \mi 

**aTerage  piston  clearance."      ***ThiB  ctearane^  eaa  he  measured  w\\,U  a  v\L\%Vn«a%  i^^^.  v^R  ^^^^^  tiiV^. 


era 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


Tig,  28 — ^For  rsmoTing  piston  pin  or  bushlngi,  m 
rod  ii  turned  to  slide  freely  through  bushing  and 
then  threaded  8.  A.  E.  standard.  The  pulling  bush- 
ing is  made  slightly  smaller  than  hole  in  piston,  see 
also,  page  649. 


C- 


Fig.  20 — ^Anothor  piston  lap- 
plnv  handle:  When  it  is  desirable 
to  lap  a  piston  of  a  detachable- 
head  engine  without  removing  the 
cylinder  easting,  the  tool  shown 
is  a  time-ssTer.  It  is  made  of  or- 
dinary %-inoh  pipe,  a  T  at  the 
lower  end  slipping  over  the  wrist- 
pin  of  the  piston.  The  wristpio 
used  in  lapping  should  be  made  of 
fibre,  as  a  metal  one  is  likely  to 
score  the  cylindeis.  Ground  glsM 
and  crocus  mixed  in  eoual  parts 
is  used  at  the  finish  and  ordinary 
valve  grinding  compound  at  the 
start. 


Lapping  Tools. 

Fig.  2  shows  A  simple  design  of  ai 
Upper.  Such  a  tool  as  this  may  be  vaed  la 
drill  press,  an  up  and  down  and  rotary  aaoCioa  1 
supplied  at  the  same  time.  Fig.  1  shows  another 
tool  of  this  type.  Its  construction  is  readily  ma''- 
derstood. 

An  eKpanding  piston  lapper  whldi  buj  b«  wed 
for  lapping  rings  or  cylinden  Is  shewn  tn  fig.  S. 
The  two  operations  should  not  be  simultaneous, 
however.  When  the  cylinders  are  slightly  scored, 
the  msrks  should  be  removed  first  and  then  the 
new  rings  should   be   lapped   in. 

When  no  piston  Is  ayailable  the  rings  may  be 
lapped  between  two  blocks  of  wood  as  shown  in 
fig.    4. 

Bings  may  be  placed  in  an  old  piston.  A  new 
piston  should  not  be  used  because  it  will  wear 
away  to  some  extent  and  this  is  objectionable. 
Fig.  5  shows  how  the  lapping  is  accomplished. 
Another  method  is  to  cut  off  the  head  of  the  pis- 
ton and  use  the  wristpin  for  a  handle,  as  shown 
in  fig.  6. 

Fig.  7  shows  a  simple  eKpanding  lapper  made 
from  an  old  piston.  A  piece  of  tubing  is  brased 
J)  into  one  piston  boss  and  another  tube  to  fit  anugly 
^  inside  of  it  is  brased  into  the  other  boea.  The 
two  halves  are  kept  in  line  by  slotting  the  two 
tubes  and  inserting  the  member  shown  at  the 
bottom  of  the  sketch  in  these  slots.  AdJostmeDt 
is  obtained  by  screwing  out  on  the  screw  as 
illustrated. 

Fig.  8  shows  how  a  cylindrical  block  of 
closely  fitting  the  cylinder  bore,  maj  b« 
when  an  old  piston  is  not  available.  Emery  and 
oil  are  put  on  the  cylinders  and  the  lapping  pro- 
ceeds in  the  ordinary  way.  Grooves  are  cut  in 
the  surface  to  aid  in  the  distribution  of  the 
abrasive.  Adjustment  for  wear  is  provided  by  a 
slit  which   is   opened   by  a   wedge. 

Fig.  9  consists  of  a  tapered  arbor  ofer  which 
Is  placed  a  load  sleere;  the  position  of  tho  sleevs 

determining  the  exact  diameter  of  the  tool.  The 
arbor  has  a  key  which  prevents  slipping.  The 
sleeve  is  cast  in  place  and  then  the  slot  is  cut  to 
receive  the  key.  The  expansion  of  the  tool  is 
accomplished  by  driving  it  further  up  the  arbor. 
Reduction  in  sise  is  obtained  by  moving  it  in  the 
opposite    direction    and    compressing   it. 

Lapping  Pointers. 

If  the  cylinder  surfaces  are  In  good  condition 
only  the  xiasB  need  be  lapped.  The  purpose  in 
lapping  the  rings  is  to  make  them  fit  tightly  against 
the  cylinder  surfaces. 

The  lapping  process  consists  in  moving  the  rings 
back  and  forth  in  the  cylinders  in  the  presence  of 
a  mixture  of  ground  glass  snd  cylinder  oil,  or  car- 
borundum and  cylinder  oil.*  The  abrasives  should 
be  the  finest  obtainable,  (see  page  658.) 
When  the  rings  bear  all  around,  the  work  is  finished.  This  can 
be  seen  with  naked  eye. 

If  the  cylinders  are  slightly  scored  they  should  be  lapped  with 
an  old  piston.  It  is  not  desirsble  to  use  a  new  piston  because  it 
will  be  worn  away  and  for  the  same  reason  new  rings  should  not 
be  used  in  the  piston  during  the  lapping  process. 

If  cylinders  are  badly  scored  an  old  piston  with  old  rings  should 
be  used  and  after  all  marks  are  removed  the  new  rings  should  be 
lapped  in  place,  using  an  old  piston. 

When  the  cylinders  are  badly  scored  an  expanding  lapper  may  be 
used  instead  of  the  old  pistons,   (see  page  649.) 

Alnmlnnm  pistons  cannot  be  treated  in  the  same  way  as  cast  iron 
because  they  are  too  soft.  High  spots  on  the  pistons  may  be  re- 
moved by  means  of  a  semi-cylindrical  brass  lap  shown,  into  whfch  the 
piston  fits. 

Bemovlng  a  Cam  Sliaft— Dodge  as  an  example. 
To  romove  the  camshaft  the  radiator  must  be  taken  off  and  then 
the  front  gearcase  cover.  The  camshsft  may  then  be  pulled  out 
after  the  valve  push-rods  are  tied  up  so  as  not  to  catch  the  canu  as 
they  slide  by,  and  after  the  camshaft  retaining  pin  (which  will  be 
found  on  the  right  side  of  the  motor  directly  back  of  the  ignition 
unit)  has  been  removed.  This  pin  fits  in  a  deep  groove  in  the  center 
loumal.  In  the  first  40.000  or  50,  000  cars  the  pin  was  held  in  place 
by  a  setscrew,  but  the  newer  cars  have  a  spring. 


OSABT  KO.  fi59-B— HOW  to  Lap  FlaUms  and  Platon  Blnga. 

^Another  lapping  compound  for  piston,   rings,   etc.,  is    engine  oil  or  coal  oil  and  flour  of  emery.     For  a  Tsry 
fine  finish  use  valve  grinding  compound  secured  at  supply   stores.     It   is   often   made   of  crocus   which   is  fiatr 
tbMn  emery  and  jb  usually  used  on  razor  straps.     The  best   compound   for  this   purpose  is  the  0l0T«r   •^- 
Compouttd — see  foot  note,  page  630  and  write  for  free  pamphlet. 


REPAFRIXG  AN'D  ADJfSTlNO. 


altaued  

•wn  ii(i«  pressure  or  thruit 
i^e  w«lii  of  ttto  CTlfaden  And  reduces  friction  siid 
ft«    eoniumptioa    of   lobrlestlny   oil.      The    gte^t    beal 
oodftctivity   of  *lumiJ3itiin  sUoy    lessens   the   csrboQ   de- 
posit aa  tk«  pittan  hesd  sad  the  deposit  is  more  essUy 
r^QioTftd.      Tn    esse   of   extreme    heat    it    is    clftimed    tbe 
Ivnite    piston    wiU    not    **scare**    or    cut    the    c]rlinder 
vslU.     It   is  a  proven  fact,   thst  the  Hghter  the  piftton 
he  qaicker  it  will  operste.  therefore  grester  speed  sud 
szibility    if    tb*?   result. 

*Tli«  mslu  drawtick  however.  Is  tlie  '*stAp**  wbtch 
'ten  occurn  u«  ptplatnnl  nn  pugt  637,  unlftss  the 
stoQs   tit  or   til'*  ^  i^Act.      When  cold,    the 

arsnre   ot  mu  i    is   coosiderably   mor« 

ea»r    iron.  engine    is    wsTnn?itl    ap 

tietis    it    more    or    h"i-    ^lupuiug    noise.      As    the    best 
rreasM    however    Ihe    pisttfh    •xpsnds    and    tbo    noiie 
Ri^AppesTt, 

The  writer  knows  of  one  in  stance  where  the  lower 
part  of  an  alnmiutttn  pinton  which  bad  a  tendency  to 
•Is p.  waf  irrated  with  a  die.  likf^  a  nut-mes  rrater. 
thi^  reduced  the  noise  to  a  considerable  extent,  due 
to  the  fact  fhat  the  clearance  space  was  redticed  by 
fb^nirit   procesi, 

♦♦Piston  Clear ancfl. 
A  piston  does  not  fit  the  cylinder  waD  tightly, 
if  it  diil,  it  wonl<]  seize  and  stick  when  it  was 
Rented »  ns  it  cxpamlf*  ivith  hn.nt. 
_  The  piston  rings  flt  tight  however,  but  b^iog 
"«plit  ami  of  aprini^  tension,  thev  fit  the  evlinder 
Ht  all  t>ointf* — or  at  least  they  shoul^l.  For  this 
reason  clearance  must  be  allowc*!  botw<»en  th<» 
wftJl  of  cylinder  and  piston,  per  measurements 
helow. 

i*Cast  iron  pistons  require  about  V2  the  clear- 
ance than  those  made  of  altm^num  alloy,  be  en  use 
fhi?y  do  not  expand  so  much  under  the  satni* 
dcg^rcc  of  heat.  • 

'   BCore  clearance  li  required  at  the  top  because 
liere   the  heat   is  ffreatestj  therefore   greater  ex- 
~  nufiion. 

If  pistons  are  fit  very  close  to  cylinder  it 
w^lll  run  very  quiet  but  tnay  heat  and  stick  and 
catise  enffine  to  slow  down  or  atop  if  driven  nt 
fi  hif^li  speed.  In  fact  all  new  engines  sh^^uld 
be  driven  at  moderate  speed  for  tbo  first  IDOD 
liles — see  pages  203,  480,  6o5. 

If  pistons  are  fit  moderately  loose,  they  may 

until  heated  up,  but  this  will  hardly  be 

itnble  if  kept  well  oiled— regardless  of  hnrd 

or  fast    running".     The  practice  is  to  give 

reater  elearance  for  higher  gpoed. 

The  clearance  of  cast  iron  pistons  is  ,iisaally 

gradn^ted,  for  instance,  refer  to   fig.  24.     The 

piston    is    ground    straight 

fi  'if  -        - -^    from    the    skirt    bottom    tip 

I  1  J    to  the   top  of  D,  as  shown 

'  This  part  is  grotmd  so  as  to 
allow  approximately  .001" 
clearance  for  each  inch  di- 
ameter of  piston. 

'From  D  to  C  it  is  relieved 
.004'*  additional;  from  C  to 
B,  .012'  in  addition  to  the 
ground  diameter  of  the  low* 
pr  part  of  piston. 

sllor)  pistons  should  he  gl'reii 
cast   iron.      Semi   ate«l   pistons 


tl«ynlle   (aluminum 

..ice  the   clearance   at    - 

seldom  lifted  In  auto  work)   expand  slightly  mare  than 
St  Iron. 


Questions  on  Pistons  and  Eings. 
(Ql)   Row  many  rings  am  generally  usadf 

A— 3   or  4- 
(Q2)    Hov    many    rlngf    «re   cenerally    used    i>ti    racing 

A — 1    or  2,    (8ee   reusou   oti   page   fiS7). 

(Q3)   What  cle&ranca  should  cast'iron  pistons  bar*  oa 
an   average ! 
A — *001    per    inch    of    piston    diameter. 

(Q4)  What    c]«uranc«    ahonld    alamlntim-atloy    pistons 
havo  on  an  averagt*  t 
A — .inri'*  p^r   inch    of  pi»Son  diameter, 

(Q6)    What  }!i  the  method  for  reborlng  cylinders t 
A— See   pAges  653  and  654, 

(QO)  What  i»  the  differonce  between  concflntrle  and 
eccentric  pinton  rinics  f 
A— A  concentric  ring  is  one  of  equal  thickness 
throUKhoul  its  entire  circumference.  An  eceen' 
trie  ring  is  not. — At  a  point  <e,  Hg.  2,  pAgo  056). 
opposite    the    split    in    ring,    it    is    made    thicker. 

(Q7)  What  Is  the  advantage  of  eeoantrle  rings? 
A — Unless  a  piston  ring  bears  with  equal  tension  on 
the  cylinder  wall  aj  all  points  of  its  c Ire umfr once, 
the  compressed  gas  would  pass  at  the  point 
wh«ire  it  did  not  bear  and  thus  leak  compression. 
A  ring  is  aubjected  to  considorable  heat,  at  which 
lime  it  may  loose  its  tension  at  some  point  of  its 
circumference'.  Borne  chiim  by  making  a  ring 
eccentric,  it  wiH  retain  lis  tension  ander  heat 
more  «o  lUan  »  concentric  ring. 
Others  claim  that  If  a  concentric  ring  U  made  of 
the  proper  material  it  will  retain  Its  tanslan. 
Hott  all  of  the  patented  rings  are  concentric. 
In  fact  the  majority  of  plain  rings  (fig,  5  and 
6.  page  655)  are  conrcntrie,  Som^tfmea  two  cou- 
leentric  rings  (patented  type)  are  fastened  t«  each 
other    so    as    to   have    the   split    diametrically    op* 

imsite  each  other  as  per  the  Leak  Proof,  page 
l£6.  The  Inland  (tee  pages  6&5,  609)  is  a  one 
piece  concentric  rm^  with  a  lon^  Lap,  Some 
adTantage  is  claimed  for  cone  en  trie  rings  over 
eccentric  rings,  for  instance,  the  carbon  that 
nceumalatec  back  of  the  ring  will  tend  to  lock 
an  eccentric  ring  sooner  than  a  consentric  ring, 
thereby  preventing  the  natural  shiflinc  of  the 
ring  sronnd  the  piston  grove. 

(Q8)    Are  all  pistons  itt«d  .001'*  per  Inch  piston  ftla.f 

**A- — No.  one  concern  atate  that  they  give  ,00f"  to 
,003"*  clearance  to  pasAenger  car  enaines:  .003" 
to  ,004"  to  irnck  engines  and  ,004  to  fire  ap- 
paratus engines^  regardlMn  of  diameter.  Where 
engines  run  for  lon^  periods  an  tier  fell  power 
I  hey  require  more  clesranre  than  others. 

tQ9}   What  tronblM  r«stilt  from  too  loose  a  piston? 
A — tn    addition    to    a    **nlap''    and    wear    of    cylinder 
wall,    the    ftaaoUne    will    pa!i«    into    crankcase    and 
thin    the    oil,    thus    injuring    the    bearings.      Wilt 
also  pump  oil.   cauiiinicr  carbon   and   sm»ke. 

CQIO)  What  Is  moant  by  "sqaarlnK"  the  piston? 
A — When  fitting  pistons  in  cylinder,  if  the  cylinder 
blockn  pre  not  low*»r*>(l  carefully,  the  connecting 
rods  will  be  slightly  bent,  or  if  in  scraping  a 
bearing,  one  tide  is  higher  than  the  other  the 
piston  will  set  at  an  angle.  It  is  very  important 
r)iH»t  niitons  he  \p  perfect  alignment — see  pages 
(irt9,  fig-.  3,   and   646.  fig.   1. 

(QUI  What  are  pistons  asaalty  made  of  and  what  U 
meant  by  ' 'seasoning' '  and  '*h«at-treatlng"? 
A — Pistons  are  asually  made  of  cast  iron,  then  not 
machined  for  a  long  time,  to  allow  it  to  set  so 
it  will  not  change  its  shape^  or  not  contract  io 
great  when  cold  and  expand  so  much  when  heated. 
thus  permitting  maumum  clearnnre.  to  reduce 
slapping  when  cold.  Heat-treating  in  s apposed 
to  have  the  4ame  effet*l  am   long  iivaBoining, 

(^12)  How  are  plctons  machined? 
A  "They  are  turned  down  to  within  .006*  of  site. 
then  grnimd  to  exact  sixe  en  a  special  grindinf 
machine.  On  high  grade  engine*  the  pistons 
are  ^enjtoned  or  beat  IreA ted  then  turned  and 
grtmnd  ^^  *^'  -  b  cylinder  individually.  On 
snmo   of  r    irrade    engines    I  hey    ar*   not 

always    1;  or    seanoned    and    are    made 

In  qoantikirg  aii><  the  assembler  fits  the  pistons 
to  eylinders  a»  they  come. 


pB^e  page  638.  fig,  7 


for  Franklin  method  for  remedying  atumintim  pUton  slap.  The  Sttrling  engine  (used  on 
the  derij) pi  Booth,  which  has  aluminum  alloy  pistons)  has  a  strip  of  piano  felt  placed  finder  the  lower  piston 
rifie«  Manufsiturers  of  aluminum  alloy  pistonfti  Butler  Mfg,  Co.^  Indianapolis.  Ind 
Varies  with  HilTerenl  manufacturers,  lee  aUo  pa?e  649. 
The  aoionnt  of  cloarance  depends  upon  the  speed  of  «agLae.  efficiency  of  cooling  system,  type  of  water  rircnla* 
tion»  lenirth  of  water  jacket.  If  engine  is  **hot-running"  or  heats  quickly,  clearance  in  increased  proportion- 
atelT.  If  'Vonlf tinning,"  give  less  elcaranee.  It  will  varj',  depending  on  shove  conditions — tee  also  page 
04i>   and    f>**'t  -  -    rtr>3       Ford   plltoo    i*    .010"    «man*>r  nt   h^ad   than   skirt   and   should  have   ,003"   ciettr* 

nn^^i^^^e  «1-  I       Air  cooled   cyllndera   nsnally  expsni  outward,    whi^'h   eonsHeea  with   (he  expansion 

•f  piston«     TV  rf  ssme  ratio  applies.     See  page  609  for  fitting   ''oversUe  plstona**. 


DYKE'S  INSTRUCTION  NUMBER  FOETY-SIX. 


n?*  6 — How  to  remedy  vprntk- 
plug  fouling  from  tise  of  too  much 
oil.  For  convenience  the  drawing 
bee  been  divid«d  in  quArten  to  be 
deiif&ated  at  1  2,  d  a  ad  4. 


Fig.  8 — Anothw  vuggeition:  To 
cTure  excefiive  labric«tioa  to  wMch 
tome  old  care  tre  ftuV*<3t  ti»,  th« 
pletooe  ■boukl  here  *  narrow 
crooTe  turned  In  the  ekirt  with  the 
lower  edge  of  the  groare  bereled. 
With  e  No.  80  drill  eboat  iix  holei 
»re  drilled  et  equal  diitaacei 
around  the  piiton  and  at  an  angle 
through  the  groove  The  iharp 
edge  at  the  lop  of  the  groove  acta 
aa  a  acraper  and  the  larpliu  oil 
p«ateB  through  the  drilled  holea. 
f-etfLrxil0g  to  the  craakeaae.  Ho 
ring  it  placed  in  the  elot.  aee 
eharl  2 86 -A,  and  page  202. 


Fig*  9^^ — The  coltecttoD  of  carboa 
on  the  top  of  the  piston  head  ii 
often  greatly  acceler»ted  by  the 
lathe  center  mark  in  the  bead,  and 
where  poeiible  thia  hole  ihoiild  be 
avoided  or  filled  ap.  It  ia  the 
itarting  point  at  which  the  carbon 
begins  to  collect  and  aoon  there  ii 
a  mound  at  thia  point.  The  rapidi- 
ty with  which  carbon  collecte  can 
be  greatly  reduced  by  iinoothing 
ibe  waLli  of  the  eombaitioo  cham- 
ber, eapecially  the  top  of  the  pis- 
ton. The  iurfaeoB  ahoiLld  be  pol- 
Uhad  with  emery  and  erocua  cloth. 


ringa^  hence  the  cause, 
the  **pieton  pumping' 
653  and  bolow^  even  though  ring  ia  *   g<MHl 


tjbe    **pieton  pumping"    oil   at   espial D»d    an   oa^ 


Bemedylng  £zc«s8lT0  Oil  wltli  Piston. 

At  1  fig.  6,  at  A.ia  ahown  a  popular  method  for  overcwniat 
aome  of  the  tronbles  due  to  ao  excea*  of  oiL  Note  the  cbMofered 
low<ir  edge  of  the  aecond  ring  groove*  B;  1-32-inch  bolea  uw  drilled 
from  the  chamfered  edge  to  the  inside  of  the  piston,  miie  ia  fer 
return  flow  of  the  excess  oiL  An  extra  large  hole  in  e»eb  aide 
over  the  piston  pin  bearing  and  running  into  same  will  impivtt 
its  lubrication  and  insure  long  Hfe.  The  number  of  amalt 
around  the  chamfered  edge  sbould  be  determined  by  the 
of  the  fouiing. 

Al  2  la  aliown  tti«  ehamfered  tower  edge  of  tb*  Mcond  rlag 
groove  and  tbe  mm  hoIa«  drilled  through  platon  in  tlt«  racMiad 
apace  about  the  middle.  Here,  aa  at  1.  the  number  of  botee  aboeld 
he  determined  by  the  extent  of  the  fonling. 

At  S  Is  ibown  the  chamfered  lower  edge  ol  the  bottom  or  oil  flag. 
This  very  simple  method  ia  highly  succesafnl,  a  gT«at  deiil  easier  te 
perform  and  is  the  one  employed  in  the  repair  ahope  of  tht 
various   Ford    branches. 

At  i  1>  ibown  tbe  method  employed  la  I»  ee  applied  to  tbe  Iwnt 
ring.  Ford  piatona  before  the  latter  half  of  1913  did  not  have  thit 
lower  oil  ring,  therefore  the  ring  wear  and  travel  ia  limited  to  th« 
space  covered  by  the  three  top  ringe.  Since  this  leaves  a  space 
a  couple  of  inches  high  at  the  bottom  of  the  cylinder  which  remains 
smaller  than  the  top,  it  will  he  seen  that  oversiie  piitona  Ibat  will 
fit  the  top  will  not  go  through  the  bottom  of  the  cylLadera  and  tf  it 
la  desired  to  cut  these  in  it  will  be  found  necessary  to  lap  thea 
in.  Lapping  should  be  done  with  an  old  piston,  the  rlnge  left  in  ia4 
pinned  to  keep  them  turning  with  the  piston.  Lapping^  la  beat  dcmt 
by  power  under  a  drill  press  with  a  dummy  rod  tapered  to  fit  iht 
press.  The  piston  should  be  rotated  and  raised  and  lowered  twenl;^ 
five   to   thirty    times   per   minute. 

Overtite  plBtone  are  not  needed  where  any  of  tbe  above  xnetbodi 
for  correction  of  fouling  are  need — their  only  function  in  auch  eatei 
being  to  lessen  the  noise  from  piston  alap.  It  is  safe  to  aey  that 
a  aet  of  cylinders  which  offer  objectionable  noise  from  piston  step 
have  been  neglected  in  the  matter  of  Vabrieation  or  are  very  old 
in  service  and  in  such  cases  the  connecting  rod  bearings  are  always 
ont-of-round  in  direct  proi>ortion  to  the  wear  of  the  cylinders  aed 
it  will  be  fotiLDd  impossible  to  keep  these  rods  tight  and  thej  dt 
away  with  the  noise.  loose  rods  occasion,      (see  also  page  202.) 

CatiBO  of  Smoke  and  Indications  of  Oolor, 

If  the  vapor  is  black  and  foul  stneUing  it  is  caused  by  too  rich  a 
mixture   (too  much  gasoline)  ;   thia  can  be  remedied  in  carburetor 

If  the  smoke  la  white  or  blue,  the  engine  ie  e«pplied  with  ea 
excesa  of  oiL 

If  imoke  iJ  tfray,  there  is  too  much  fuel  aa  well  as  a  surptQi  of  elL 

The  reason  an  engine  excesaively  anp piled  with  oH  emokes  is  thai 
if  there  ts  too  much  in  the  crank  caee  the  entire  lower  portion  of 
connecting  rod  will  dip  Into  it  and  the  lubricant  will  be  foreed 
into  the  cylinder  to  work  by  the  rings  on  the  piston^  then  iete 
tho  combustion  chamber.  If  there  is  surplus  of  oil,  more  Ibaa  what  b 
needed,  then  a  remedy  is  to  chamfer  and  drill  holes  as  shown  in  if. 
6,  and  &  (also  page  202)  theRe  having  a  right  angled  edge  at  the  top 
slide  and  sloped  toward  the  base,  so  as  to  scrape  tbe  oil  froin  the 
walla  on  the  down  stroke. 

Another  method  formerly  need  was  a  baffle  plate 
as  shown  at  BP  in  fig.  I0>  This  is  a  simple  plate 
of  sheet  metal  in  which  a  slot  ia  cot,  threugli 
which  the  connecting  rod  works,  thus  preventlag 
an  excess  amount  of  oil  finding  its  way  into  tbe 
mouth  of  the  cylinder. 

If  spark  plugs  are  constantly^  oU  soaked,  this 
iDdicates  leaky  piston  rings. 


The  oil  passes  the 

It  can  also  be  caused  bf 


Fig.    10 

Vacuum  Cause  of  PlAton  Pumping  OiL 

When  yon  see  bine  smoke  issuing  from  the  exhanet  It  iadicaiei  toe 
much    lubricating   oil    is   being   consumed. 

If  this  occnrs  regular  at  all  speeds,  it  is  generally  due  lo  plafea 
rings. 

If  only  occurs  when  engine  Is  mn  at  low  speeds  for  long  peslodii 
or  Idling  at  the  curb,  it  ia  due  to  either  cause  as  follows: 

When  engine  Is  mn  fast  a  vacuum  is  not  produced  in  tbe  eylindv* 
because  so  much   gasoline  snd  air  is  drawn  into  cylinder. 

When  engine  is  tbrottled  down  only  a  little  air  la  allowed  to  eoitf, 
therefore  more  of  a  vacuum  la  produced.  The  tendency  being  for  the 
vacuum  to  suck  up  oil   from  crank  case  past  the  piston  rings. 

Tou  no  doubt  have  seen  man^  a  car  start  off  frona  a  standstill 
after  tbe  engine  has  been  running  slowly  for  a  time  and  watch«d 
cloods  of  smoke  comlue  from  the  miLffler.  Gradually,  as  the  ear 
gets  UJider  way  the  smoke  gets  less  and  firially  no  amoke  ia  evfdesl 
unless  the  mixture  should  be  too  rich,  in  which  case  the  smoke  laK    ^ 


ORABT  ISfO,  aeo^-PlBtim  Belatlon  to  Smoke  and  Excess  Oll—Oanse  of  Smoke  and  Oolor. 
0!m  mImo,  pmgt  202,  703. 


L 


ING  AND  ADJUSi 


Belatlon  of  Piston  aad  BtxigB  to  Sinok« 
and  £zc0a8  OIL 


TlUa  subject  ia  treated  in  chart  260  a^id 

below*     Note^  that   whila  ringa   may  be  la 

*^ood  coadition,  yet  it  !■  posaible  to  pamp 

oil  pftst  them  hy  action  of  the  piatoa.    Tlii« 

is  very  common  on  some  eagiaea. 

♦Piston  Pumping  OiL 
Qnita  often  the  combustion  chamber  will  be 
conetantlj  oil  soaked^  thereby  keeping  the 
plug  fouled  and  cauae  miasing.  The  front 
or  rear  cjllnders  are  prone  to  thia  and  it 
mpp«ars  that  it  is  duo  to  the  fact  that  a 
neeeitary  amount  of  oil  must  be  carried  in 
the  crank  case  and  when  car  ia  going  up  or 
down  hill  the  rear  or  front  cylinders  get  an 
axceasive  amount  of  oil  and  the  piston  aa- 
riats  by  pumping  it  past  tho  rings*  Thia  ia 
common  where  there  la  exceeaive  elearaaee» 
eapecially  In  old  enginea  and  quite  often  in 
new  ones,  where  there  is  excessive  clearance 
to  begin  with  and  poor  fitting  rings  in  add! 
tion. 

Another  common  cause — ia  too  high  an  oil 
preasure.  It  ia  by  no  meana  unusual  to  aee 
presforee  of  30  Iba.  employed. 

Yery  few  people  are  aware  of  the  fact 
that  the  piston  and  cylinder  walls  in  a  welJ- 
deaigned  engine  should  not  be  placed  in  the 
actual  path  of  the  big- end  splash. 

At  ordinary  engine  speeda  the  inaide  of 
the  crank  caae  is  in  a  condition  of  what  can 
be  aptly  described  as  **oil  fog,"  and  al- 
though all  the  crankshaft  bearioga  are  fed 
directly  with  liquid  oil,  the  cylinder  itself 
should  be  supplied  by  **fog'*  only,  which  is 
much  denser  than  one  might  imagine  and 
quite  equal  to  Ita  work  in  thia  respect. 

Any  actual  aplaah  which  gets  on  the 
walla  simply  leads  to  waste  and  carboniza- 
tion through  the  oil  getting  past  the  ringa 
into  the  combustion  head  and  being  burnt. 

Another  method  adopted  by  many,  ia  to 
taper  off  the  top  of  piston  so  that  the  oil 


instead  of  gathering  on  the  head  will  gather 
in  the  space  around  the  outside  diameter 
between  piaton  and  cylinder  walls,  where 
it  does  the  moat  good. 

A  third  canae  of  oil  waste  ie  to  be  found 
in  the  piston  rings. 

If  worn  alightly  oval  they  will  cause  leak- 
age if  their  position  ia  not  rigidly 
maintained* 

It  is  always  advisable,  therefore,  to  pin 
them,  and  the  best  way  to  do  this  ia  to  drill 
and  tap  the  cen^ 
l^ter  of  the  ring 
{groove  and  screw 
[in  a  fillister  head- 
ed  peg   or   screw; 

Fig.   3— A  planed  plitoD    this   head   is   now 

riag.  filed    in    half    and 

one  of  the  atepa  of  the  ring  lengthened  to  ac- 
commodate it.  The  edge  of  the  step  prevents 
the  peg  unscrewing,  and  a  very  permanent 
and  satisfactory  fixture  ia  asaured. 

Under  racing  conditions,  where  the  piaton 
is  a  very  alack  fit  and  a  minimum  of  fric- 
tion easential,  a  alight  advantage  in  engine 
speed  ia  obtained  by  using  a  surplua  of  oil, 
for  it  ia  well  to  explain  that  in  deBcriblng 
these  varioua  methoda  of  reducing  oU  con- 
sumption the  ideas  aimed  at  are  (1)  econo- 
my and  (2)  prevention  of  rapid  carbonisa- 
tion. It  ia  not  intended  to  convey  that  any 
actual  meclianical  harm  is  done  to  the  en- 
gine by  over-oUing. 


Wlien  an  engine  nma  wltnout  oil,  the 
cylinder  wall  may  become  scratched  or 
** scored.'*    (see  page  202  and  609 )» 

la  fact,  CAM*  liavo  b««ii  known  where  tfUndter 
wa«  aettlQg  plenty  of  oil,  yet  rinri  being  loo««. 
th»  6»ii]€  from  combtiition  would  work  p&it  the 
Ioof«  ring  and  prevent  it  froio  receiviog  proper 
lubrieation.  cmuting  i|  to  bent  mad  cut  cjrTinder. 

Cause  of  a  scored  cylinder  ia  frequently 
due  to  a  loose  piston  pin,  which  scores,  or 
cuts  cylinder  wall,  thereby  permitting  a 
leak  between  wall  of  cylinder  and  ring. 

**A  scored  cylinder  can  only,  be  remedied 
by  reboilng,  reaming,  or  grinding  and  this 
is  a  job  that  ought  t«i  be  done  where  a  spe- 
cial reboring  or  regrinding  machine  is  in- 
stalled. When  a  cylinder  is  enlarged,  over- 
size pistons  and  rings  must  be  fitted,  (p.  60D). 

♦♦If  cylinders  are  not  scored  too  deep 
tney  can  be  lapped  in  with  an  old  piston 


Remedy. 

Where  there  la  exceeaive  clearance  a  good' 
plan  ia  to  make  the  ring  act  as  a  scraper 
and  beveling  off  the  edge  of  it 'a  groove  as 
explained  on  page  652. 

The  lower  and  exposed  edge  of  the  ring 
patches  the  oil  during  the  down  stroke,  and 
forces  it  through  the  holes  back  into  the 
crankcase  a^iin. 

♦^Cylinder  Eeborlng,  Reaming  and  Qrlndlng* 


covered  with  oil  and  emery,  per  pages  650, 
649,  or  scores  can  be  filled,  if  cyllndera  are 
not  out  of  rouBd.** 

The  first  taronblea  eansed  by  worn  or 
scored  cylinders  are  folded  spark  plugs  and 
excessive  carbon  depoaits  due  to  oil  leak- 
ing paat  the  piston  and  rin ga,  compression 
also  escapes  by  the  worn  parts,  causing  loss 
of  power  and  wasting  gas  and  oil.  A  very  an- 
noying  knock  or  clatter  known  as  ''piston 
9lap'\  soon  developea.  The  longer  the  en* 
gine  runs  the  worse  thia  condition  becomes* 
An  engine  in  this  condition  ia  not  only 
v:»stcfiil  but  a?B0  very  noisy. 

tS*  A.  E.  Standards  for  QyeraUe 
Pistons. 

There  has  hitherto  existed  no  nnlform 
practice  as  to  the  amount  of  metal  removed 
in  regrlndlng  worn  cyllndera,  with  the  re- 


fTbe  8.  A  E  bai  o ever  adopted  mnj  •Undard*  for  plilon  clearance  beeanse  the  difference  in  mate- 
ruia.  Hi  cooling,  and  deaign  of  botb  piatona  and  cyllndera.  affact  the  amount  of  ele«r«nee  neceaairr. 
ae«  foot  note,   page   661, 

•Set  also  *'Tmcnxini  cauae  of  piaton  pumping  oil."  page  662.  ••There  la  now  a  profieaa  of  filling  tip 
erUnder  a€4>rea  wltb  copper  or  aolder.  thaa  aaring  time  of  reboring.  etc.  lliia  proeesa  ia  quite  §«ti«< 
ffanorr  if  the  acore  ii  d.>fT.  euoujrh  ro  it  can  retain  the  flUine,  for  Instance,  over  A'  deen  and 
ajUnder  ia  not  out  of  round — If  under  tbia,  tben  ejUnder  ahonld  l>e  ground,  or  if  Terr  aligbt  and 
eyiioder  la  not  ont  of  round  they  ean  be  lapped.  Write  H.  A  H.  Maebine  Co..  8t.  Louii.  Mo„  for  au 
aittmetiTe  pamphlet  on  grin  ding. 


664 


DYKE^S  INSTRUCTION  NUMBER  FORTY-SIX. 


Bult  that  difficulty  is  experienced  in  securing 
new  pistons  of  correct  size,  from  the  manufactur- 
ers. 

With  a  view  to  eliminating  all  unnecessary 
expense  and  delay,  the  following  standards  have 
been  accepted  by  the  society  and  can  be  obtain- 
ed from  most  engine  manufacturers. 

10  thousandths  inch    (.010")   large  for  Ist 
20  thousandths  inch    (.020")    large  for  2nd 
30  thousandths  inch    (.030")    large  for  3rd 
40  thousandths  inch    (.040")    large  for  4th 
The  meaning  of  Ist,   2nd,   3rd  and  4th  Is  this;   if 
cyl.  is  scored  or  cut,  say   .009   inch  deep,   then   bore  It 
to   fit  a    .010   inch    oversize   piston.      If   cut   .011.    then 
bore  it  for  a  piston  .020  inch — but  not  between  the  two. 
In  other  words   quite  a  number  of  auto   manufacturers 
furnish   pistons   larger  than   their  standard   product  by 
increments  of  .010  inch,  thus  making  it  possible  to  re- 
grind  scored  or  worn  cylinders  to  these  S.  A.  E.  stan- 
dards and  procure  pistons  from  stock. 

Questions  On  Enlarging  Cylinders. 
Ql'-When  should  a  cylinder  be  enlarged? 
A-When  it  is  out  of  round  more  than  .003"  or  when 

cut  or  scored. 
Q2-H0W  can  you  tell  if  it  is  out  of  round? 
A-By   measuring    with    an    "inside   micrometer"    per 

page   649. 
Q3-8uppose  it  is  not  out  of  round  but  cut,  sliould  it 

then  be  enlarged? 
A~No;    it    can    then    be    "filled"    as    per    foot    note. 

page  t>53.   also  page  609. 
Q4-now  much  sliould  it  be  enlarged  if  out  of  round? 
A-£nough  to  have  it  perfectly  true.     See  also,  top  of 

this  page  and  page  609. 
QS-How  Is  a  cylinder  enlarged? 
A-By  grinding,  boring,  reaming,  or  lapping. 
Q6-Which  Is  the  best? 

A-Orinding.  To  grind  a  cylinder  however  requires 
I  a  very  expensive  equipment,  at  least  $2,000.  Bor- 
inr.  on  a  special  boring  machine  is  next  best  and 
the  equipment  is  very  reasonable.  See  fig.  2,  page 
615.  Reaming  is  third  best,  lapping  would  come 
fourth.  See  page  650  relative  to  lapping. 
Q7-H0W  Is  a  grinding  machine  operated? 
A-Grinding  is  done  on  a  special  grinding  machine, 
employing  a  wheel  made  of  abrasive  material 
revolving  at  a  high  rate  of  speed  on  the  end  of 
a  zigid  spindle.  The  spindle  at  the  same  time 
moves  in  a  circular  path  so  that  the  revolving 
wheel  travels  around  the  hole.  The  path  of  the 
spindle  is  adjustable  to  the  diameter  of  the  hole. 
The  cylinder  is  held  stationary  and  a  multiple 
cylinder  block  can  be  ground  without  moving 
it.  thus  insuring  that  all  cylinders  are  perfectly 
round,  smooth,  straight  and  square  with  base  of 
cylinder  casting.  Grinding  gives  a  true  smooth 
surface  and  no  matter  how  hard  or  soft  the  mater- 
ial the»grinding  wheel  will  grind  it  just  the  same. 
A  lathe  tool  cannot  leave  a  cylinder  as  smooth 
as  a  grinding  wheel. 
Q8*-How  are  cylinders  bored? 
A-By  placing  in  a  lathe;  by  placing  in  a  drill  press: 
by  placing  in  a  special  boring  machine. 
When  placing  a  cylinder  on  the  face  plate  of  a 
lathe  a  long  boring  bar  is  used.  The  cylinder, 
unless  damped  securely  will  move  and  ruin  the 
5ob.  Other  disadvantaires  are  that  the  long  bor- 
ing bar  is  likely  to  vibrate  or  jump  and  slide  over 


a  hard  spot  without  cutting.  Furthermore,  ths 
cylinder  mu^t  be  moved  au«L  reset  on  the  fac« 
plate,  if  a  multiple  cylinder  block,  thus  requiriaf 
skill  to  bore  each  cylinder  straight  with  its  base. 
A  lathe  tool  cannot  leave  a  cylinder  as  smooth  as 
a  grinding  wheel.  When  placed  in  a  drill  press, 
this  is  better  than  on  a  lathe,  ma  the  cyfinder 
does  not  revolve,  and  can  be  held  more  seciftely. 
but  otherwise  there  are  the  same  disadTmntages. 
When  placed  in  a  special  boring  machine  the  work 
can  he  done  better  than  on  a  lathe  or  drill  press. 
as  the  cylinder  is  held  securely  in  place  and  the 
boring  bar  spindle  is  very  heavy  and  rigid. 
Q9-H0W  are  cylinders  reamed? 

A-Oylinders  can  be  reamed  on  a  drill  prees  (see  fig. 
65,  page  792).  or  by  a  small  reaming  outfit  which 
can  be  attached  to  a  cylinder  block.  The  disad- 
vantage of  reaming,  to  enlarge  a  cylinder,  is  the 
tendency  for  the  reamer  to  follow  the  course  of 
the  old  hole,  thus  preventing  it  from  making  a 
now  and  perfect  hole.  It  is  also  necessary  to  take 
a  deeper  cut  than  would  be  necessary  if  grinding. 

QlO-Is  it  necessary  to  fit  larger  pistons  when  a  cyl- 
inder is  enlarged? 
A-Yes,    oversize  pistons   must   be  fitted  as   per  page 
609,  also  oversize  rings  fitted  to  piston. 

Qll-Would  you  advise  sending  cylinder  to  a  specialist 
to  regilnd  and  do  yon  advise  having  the  entire 
block  reground? 
A-Yes — see  page  651,  609.  If  you  wiah  a  perfect- 
ly balanced  engine  it  is  best  to  have  the  block 
reground,  especially  if  engine  has  been  run  20.000 
to  30,000  miles.  Also  haVe  oversize  pistons  ground 
to  fit  each  individual  cylinder.  The  H.  A  H. 
Machine  Co.,  St.  Louis,  Mo.,  are  fully  equipped 
for  this  work.  Read  answers  to  Q12,  11  and  10, 
page  651.     See  also,  page  600. 

Q12-What  are  the  symptons  of  a  worn  or  cut  cylinder? 

A-Lack    of   power,    heavy   fuel   and   oil    consumption. 

smoke,    fouled    spark    plugs,    and    a    piaton    slap. 

See  answer   to   queation   9.   page  651,    which  is  a 

Himilar  trouble.      See  also,   page  609. 

Q13-Where  do  cylinders  osnallj  wear? 
A-In  the  space  where  the  rings  travel.  If  piston 
is  loose,  then  the  constant  pressure  from  explosion 
force  will  wear  the  cylinder  on  one  side,  near 
the  top,  due  to  the  piston  striking  the  cylinder 
wall  at  an  angle. 

Q14-Isn't  it  possible  to  fit  oversise  rings  to  a  worn 
cylinder? 
A-Yes,  but  it  is  not  altogether  satisfactory  beeanse 
the  wear  is  usually  where  the  rings  travel  and  in 
order  to  fit  the  rings,  they  must  go  in  at  the 
open  end  which  is  not  worn.  In  this  instance 
the  rings  are  filed  at  the  gap  so  they  will  pass  the 
lower  part,  then  they  open  up  at  the  point  where 
cylinder  is  worn.  If  cylinder  is  oval,  then  no 
round  ring  can   fit  it  true. 

QlS-Is  it  advisable  to  lap  oversise  pistons  to  a  worn 
cylinder? 
A-The  piston  or  lapping  tool  is  sure  H  follow  the 
old  hole,  thus  while  lapping  may  improve  con- 
ditions, it  is  impossible  to  make  the  cylinder  per- 
fectly round,  if  it  is  out  of  round.  If  cylinders 
are  perfectly  round  and  pistons  are  two  small 
then  oversize  pistons  can  be  fitted. 

Qie-Are  all  high  grade  engine  cylinders  ground? 
A-Yes,  and  heat-treated,  or  seasoned  cintliig'e  used 
and  ground  pistons  fitted  to  each  individual  cyl- 
inder. Most  all  cylinders,  when  new  are  first 
bored  to  within  about  .005"  of  size  and  then 
ground.     Head  answer  to  Q12,  page  651. 


A  piston  must  bG  fitted  with  piston  rings. 
The  piston  is  slijjhtly  smaller  than  the  bore  of 
the  cylinder  (page  651).  in  order  that  it  will  not 
stick  to  cylinder  wall  (call  seizing),  when  it  be- 
comes hot  and  expands. 

Ring  grooves  are  provided  on  pistons  for  the 
rings  (see  fig.  4  and  6,  page  74).  The  grooves 
are  slightly  wider  than  the  ring.  For  instance, 
the  Ford  ring  is  Va"  wide  and  the  width  of  the 
groove  is  one  and  one  half  thousandths  wider 
(clearance).  On  the  Dodge,  the  ring  is  A"  ^^^ 
and  groove  has  a  clearance  of  one  and  one  half 
thousandths.    See  also,  page  649. 

If  a  ring  groove  becomes  worn,  and  is  over 
.005"  clearance  then  the  piston  can  be  put  in  the 


♦♦Piston  Rii^s. 


lathe  and  groove  widened  to  take  a  A"  oversize 
width  ring. 

Depth  of  grooves  average  about  ^''.  The 
average  thickness  of  a  ring  is  ^"^  thus  there  is 
A"  deeper  groove.  On  some  of  the  V  type 
engines  the  grooves  are  shallow.  The  rings  are 
about  %"  thick  and  groove  depth  is  about  A" 
or  nH"  more. 

If  the  groove  is  too  large  there  will  be  a  com- 
pression leak  between  the  groove  and  the  ring. 
If  two  narrow,  the  ring  will  stick  in  the  groove 
and  not  exert  its  tension  against  cylinder  wall. 

The  ring  gap  is  provided  on  all  rings  In  order 
that  it  can  be  fitted  to  the  piston  groove  and  so 
It  can  expand  and  exert  tension  against  tlie  cyl- 


*A  re-boring  attaclunent  can  be  secured  of  the  South  Bend  Lathe  Works  for  use  on  South  Bend  Lathee  of  14 
inch  and  larger  size.  A  circular  deecriptive  of  thia  attachment  can  be  aecured  by  writing  to  the  South  Bend 
Lathe  Works,   South  Bend,  Indiana — If  you  mention  this  book 

♦*The  else  of  piston  rings  used  on  leading  cmri  la  not  mentioned  in  thia  book,  but  the  diameter  of  bore  of  cyl- 

/nder  of  leadin/r  can  i«  given  on  pagec  644  to  646  and  the  aise  of  ringa  for  some  of  the  older  model  cart  ia  glrea 

4»n  vag'0  607.     Some  ot  the  pinion  ring  mannfacturer*  wiwly  iwta  ot  gize«. 


ADJX3STING. 


655 


Icder   walls.     There   are  several  kinds   of  ring 
^p9  for  instantse,  see  fig,  5  and  6,     Pig,  5  gap  ia 
railed  a  *'8tep  joint  *'  gap  and 
fig.    6,    a    '*mitregaint'*    gap. 
Another  kind  of  joint  is  shown 
I  rt'-ritcui   Ting         ^^   ^*io   Inland,   page   609  and 

I  this    page,    \vhich    is    a    long 

I  ^^V^^^^^^  * '  ^^^^1  l^P  joint ' '.  There  are 
I  ^  '^^  *  ^^  many  other  kinds  of  joiBta  or 
L^^^ttCi^El^''^  U^P9  used  on  the  variona 
^Kuitrecut  rinic  patented  rings.  The  step-joint 
^^V  is  used  most. 


Wli«a  it9  ring  ii  In  tbe  cylinder,  the  gvp  clearimc* 
very  sUgbt   (le^  p»fo  649 )«  othvrwiae.   if  it  were  lOO 

'pKt,  fhipre  would  likelx  ht;  a  leakfl^e  of  eumpreasinn 
through  the  ^p.  or  if  all  of  tho  KAUi  were  in  lino", 
when  in  <!rUnder  then  it  i«  likely  that  there  woultl 
fce  ft  Ifliftkftg^e  of  compre«sioD  frotn  combustion  chamber 
to  crfeDkcime  ihrouj^h  the  cape  nod  inasmuch  us  the 
ruij:»  ftr#  free  lo  vrork  in  their  froovea,  the  c(»nira«n 
h»lief  is  thftt  the  rin*r«  moire,  or  work  around  in  the 
rTOOvee  until  thej  are  elJ  In  line  at  one  time.  How- 
tfvwT^  thii  i»  improbiible  at  well  ai  probable*  for  If 
the  rinfB  thttn  work  around,  they  are  likely  to  eon- 
tinoe  working  and  if  originally  placed  on  the  piston 
ei}ual  diatance  apart,  (lee  page  659  >.  then  there  is 
ii"t  mui-h  chjinre  for  nil  of  rhem  lo  get  in  line  at  the 
•ame    time. 

Before  the  a4Teat  of  th»  pst«nted  ring,  the  rlnffs 
were  pinned^  that  it.  the  gaps  were  first  placed  120* 
apart  on  the  piBtuo  and  then  the  ends  of  rings  were 
uotf^hcd  with  a  ftno  round  file,  so  that  the  semi -circular 
notches  jott  Ho«ed  over  the  pins  (see  fig.  3,  page  653). 
The  pin*  wore  a  source  of  nuisance  in  hi^h  apeed  en- 
gines and  unless  itreat  care  was  exerciued  in  ncrewine 
«T   fitting    the   pins    tight    into    the   piston,    they    would 

osen    and    project    and    cut    the    cylinder    wall,    thue 

IS  practice  was  abandoned  to  a  certain  extent.  Pine 
iro  itill  uied  on  many  targe,  slow  speed  engines  and  nn 
two  cycle  enginen.  There  in  no  doubt  bat  what  the 
pini  had  the  advantage  of  insuring  againit  their  getting 
in  line  an  well  as  having  disadvantages.  The  growth 
of  the  popularity  of  all  kinds  of  patented  rings  with 
fvka  type  joints  has  thrived  on  fhfs  claioi  nn  w*?n  as 
'e  claim   that   the  patented    ring  exert«   en  i         ,  ri* 

all   points    of  its   circumference.      For  in  ta 

le    long    lap    of   the    Inland    ring    and    the  m 

•f  the  Leak    Proof  ring. 

It  is  important  that  a  piston  ring  exert  eanol 
presanro  or  tension  against  the  cylinder  wall  at 
all  points  of  its  circumference  and  right  here  is 

Be  of  the  most  important  daties  of  a  piston  ring, 
J  it  fails  to  do  this»  then  the  part  of  the  ring 
rliit'h  does  not  pre^a  against  the  cylinder  wall  Is 

[>tmd  to  pemtit  the  eompressed  gas  to  pas«  into 

be  erankeoje. 

The  concentric  ring  (fig,  D  is  one  of  <»«)tin1 
birkncss   thronyhout   its  entire  circumfrcnce. 
Tlw  eccentric  ring  (fig,  2)  is  made  eecentric 

0( thicker) I  at  one  point, 
us  shown  at  e. 
Some        mannfactiirers 
claim  that  the  concentric 
ring  will  maintain  equal 
tension    undt»r    heat,    if 
Fig,  2       made  of  the  right  mater* 
b1   and  others  elaim   that  the  eccentric  ring  is 
\e  beat — see  Q7,  page  651. 

a  very  popular  step-ent  concentric  ring  La  tbe  '*1iaiD- 
tred   niig",    mnde    by   the    AmericoD    Hammered    Ring 

'Rnli  [nir>rM,    MA       Till-    rinir    looks    very    much    Hke 
il  ibe   infiide  of  ring   has 

liAmmcr   marks.      The 

ill    nmiies    t},-    nvz    tn 

§T4    ef^oal    t^naion    at    hll    i>oiri!c    of    its    <"!  >• 

Til*  make  ef  ring  i*  ii«ed  on   the  Buirk,   r»  ^■ 

w,   Locomobile  and  QtTits  engines.     Ai^ot:    :  ^    .::Qd 

is   niad«  by  the  Waooa    Piston    Rise   Co.,    Plain - 

TiM  avenige  life  of  a  plain  piston  ring  i^ 
bent  10,000  miles.  A  piston  ring  is  made  of 
Ightiv  softer  metal  than  the  rylindnr. 

There  are  usually  three  piston  rings  above 
Bton  pin  and  qtiite  ofti'n   an  oil   groove  is  in 
On 


are  three  piston  rings  above  Ihts  piston  pin  and 
one  ring  below  the  piston  pin.  On  the  Ford, 
there  are  two  piston  rings  above  the  piston  pin 
and  one  below*  See  p*  791|  fig.  17,  and  note  bow 
the  Ford  rings  are  tapered  in  order  to  prevent  an 
excess  of  oil  getting  to  the  combustion  chamber. 

The  ring  below  the  piston  pin  ia  for  two 
purposes:  (1)  To  prevent  piston  slap;  (2)  to 
keep  oil  down  and  is  often  called  the  oil  xlng. 

Therefore,  we  might  term  tlie  rings  abore 
tlia  piston  pin,  the  ''compression  rings*'  and 
below,  the  ** oil-ring".  The  oil- ring  is  usually 
given  slightly  more  clearance  at  the  gap, — see 
foist  note,  page  649. 

If  piston  pumps  oil  and  the  spark  plugs  are 
constantly  oil  soaked,  then  the  oil  ring  should 
liave  holes  drilled  in  the  groove  behind  the  lower 
ring^  as  per  pages  652,  202. 

<tn   ihi  <T   will   be  noted   thai   the  oil  holes 

are   in   I  he  *^   ab»»ve  pinton   pin  a«  v,  ell  an  he- 

(uvv.     The  to  flrit  drill  holes  in  ring  groove 

h(«low  pintiMk  [Mfi  ,,\,d  if  this  doe«  not  relieve  the  exeesa 
oil  to  combos t  ton  chamber,  then  do  the  same  with 
rirni   ring  above  the  piston   pin. 

Whoa  fLttlng  new  rtngs  to  a  piston  be  snre  ll&at  all 
the  othof  cylinders  have  good  comprettion»  otherwise, 
the  cylinder  with  good  r«.tmpre**jon  will  have  a  rich 
mirture  and  those  with  poor  compression,  m  leak 
intxture  with   result  engine  wilt  not  idle  properly. 

When  fitting  rings  and  pistons,  be  sure  that 
ring  grooves  arc  clean  and  that  piston  is  per* 
fectly  round.  If  piston  is  slightly  oval,  squeeie 
it  in  a  vise,  the  jaws  of  which  are  covered  with 
copper  or  lead,  or  tap  piston  gently  with  a  raw- 
hide mallet  or  wood. 

Before  putting  cylinders  on,  see  that  the  pis- 
ton pin  set  screws  arc  tight;  put  oil  on  piston; 
see  that  piston  and  connecting  rods  are  in  align- 
ment us  per  pages  659,  646. 

After  completing  the  job,  put  plenty  of  oil  in 
crankcase;  enough  so  that  not  only  the  oil  pan 
will  be  fullj  but  enough  above  oil  pan  so  con- 
necting rods  wilt  dip.  Connect  radiator  with  hose 
so  water  will  run  through  (see  page  793);  run 
engine  slowly  for  two  or  three  hours.  Don't  race 
engine.  Then  run  car,  not  over  15  or  20  m.  p.  h, 
for  the  first  500  miles— use  plenty  of  oil. 

Patented  Rings. 
Patented  rings  are  made  In  many  different 
constructions.  -  The  prim- 
ary object  is  to  produce 


I  a  ring  which  will  have 
'  giis-tight   joint    and    ex- 
ert equal  pressure "^t  all 
points  of   its  eirctimfer- 
ence.     The  "Inland**  is 
j  a  one-piece  ring,  wbere- 
1  as    the    •"Leak  Proof* 
is     a     two-piece      ring* 
Other   popular    pat«?nted 
rings    are     the     **Gill" 
and  the  '* Double  Seal**, 
in  fact,  there  are  a  great 
many  different  makes  of 
patented  rings. 

Effect  of  Leaky  Piston  Rings. 

If  rings  do  not  fit  the  cylinder  wall  with  equal 
tension  at  ail  points  there  will  be  a  loss  of  com- 
pression and  a  smoky  exhaust — see  pages  626, 
628,  629,  653,  656,  202. 

If  the  rings  are  exerting  equal  tensiaa;  they 
will  be  smooth  and  shiny,  us  will  also  be  the 
f'v Under  walls. 

If  the  rings  are  dull  and  there  are  spots  in 
streaks  on  them,  it  will  indicate  that  the  flume 
from   the  combustion  passes  between   the  piston 


je    skirt    of   piston.      On    many    engines,    th'^re 
fhe  McQnay  Norrli  Co.,  St.  Lonla,  Mo,.  mAnttfactarers  of  the  Leak-Proof  rin?,  also  mjumfactnr*  an  oil  rlii|[  called 
'lie   "Soperoyr*,     A   small   oil  irroove,  or  reeervoir   if   cut  around  lower  edye  of  this  concentric  ring,  providinc 
wcrapinif  edije.     One  ^'Stiperoy!'*  rifte  Is  phiCffd  in  top  rroove  of  piston   and  two   Leak-Proof  rinjca    b«flai*(,  va. 
s«ei  where  an  exeeaa  of  oil  reaches  the  combnition  chamber. 


&    rS^     %    JUL 


k=  -2ii  ^«  A5«v: 


:3^.-. 


Z^    .T>1    7    TIIMT   JIST.in    T-lI:!.   idlSOZi 


2^   iil'«3r»7 

H.  31s  le-izi. 


^  1*10.3  a^c^^  sic 
3«]aEJ:L-r  -i-ie  Kcrt 


_  -^^     -->•  ":i-  iii:-i 


..ra    "Till    1*    3iar^    *T-in-j    iijtrib3t««ii 
;r  -orf  i«:3ii«a7  j*  ■tie  rutca  &a.ii  will 

.^   :•»  tod   -aniLzLdo.  ^ii)S  2je  cf  a  kero- 

t  Ji;i^'.tii3n     Acoas  aa  'Susne  emcA  night 

'.r  rmi^  -liie  tar  i2»  &  garm^:-  for  ft 

1  yi-^  -wZ.  -jx  xL  ^ro'cabilirr,  eliminato 

i»sL*  —  lit*  *"i^  ir«  calj  giunmed.    If 

-i~*r  js  i:*:  •5-»»:'STe,  the  job  u  one  of 


M-J     .5    ♦. 


,  :•»." 


...  -r-^- 


--S 


r -.'.;.. .1^.   a    ;*_-•:-.*.    .f    :r.arT-:,    :r 
'•,Kar.-^:  .  .r.r-.'ti"::::^  --..-  a  LAi.*  to 

mov'rm'-.r.t;  it  la  a  ijood  plAi,  therefore. 
•rhiiri  ovftrhanlir-gf  the  frtgine  to  slip  off  the 
rinj(*  from  the  piaton  and  thoroughly  clean 
out  th*'.  grooves. 

A  kisroMne  oil  treatment  to  loosen  rings: 
f  havo  known  (rngines  to  lack  power  from 
rnordly  thn  ringH  becoming  gummed  up. 
Thin  trouliln  run  bo  romodied  by  first  run- 
ning Ihii  ongirio  until  it  ia  warm,  then  stop, 
liikn  out  Iho  npark  plugs,  fill  each  cylinder 
rull  iif  hunwno  by  pouring  the  koroBon<* 
tliMingh  Ihi*  iipark  plug  holoN. 

V\\\\\  lip  (ho  holoN  with  ohi  npark  plug;* 
Mud  fiii'M  trunk  th«»  ongino  novoral  timos 
l.v  htiiid  m»  Ihnt  !h««  oil  will  work  its  way 
.(ii«^u  mound  Iho  itHK»:  *«'*vo  thiji  oil  in 
i»MM  \\\f^\\  and  MOtt  moriiing  oninK  th«»  on 
^\^^^^  ipii«««  *  numb«»r  \^<  tiuiM  unlil  you  think 
»^^,»  ,%n  him  pi%Mi»d  n»to  tho  i«rinW  i"a»o  Prain 
,u^  ,.««i«k  oi«i«*       V^^^'*   .l»*»inM>;  aiul  puttm,: 

Vh#  ^•^li^^t*  w**d   •mxA.«  ooM»i,U-:«My 
,,^  «M)^.  \»o»  !>'•  «»'•  '>*•*"  \**"  ****^^ 


If  mLc  {sj  is  escaping  tSxzmigli  tbs  zlngi^ 

-.I-* I.   .*:   w^   c.;   zi-icesary   to   take   oat   the 

s^*;iJ  i^i  I'Ck  at  the  rings.    If  there  is  a 

\^\£.  fpot  on  the  rings,  it  is  evident  that 

:i'.-      :a«  gas  has  been  escaping  at  this  point. 

Pmcn  Xing  TnmblflB. 

w-:;]  tot  oniy  loosen  up  the  rings,  but  will 
^Ijo  clean  any  carbon  that  may  have  become 
leposited  in  Ithe  combustion  chamber.  This 
treatment  oftentimes  saves  the  trouble  of 
fitting  new  rings,  and  in  some  instanees  will 
make  a  marked  difference  in  the  running  of 
the  engine,     (see  page  201). 

If  the  ring  is  broken  or  it  is  dull  and  dirty 
in  spots  and  streaks  (see  page  666),  then 
a  nf.>w  ring  or  rings  must  bo  fitted. 

If  ring  is  cut  or  scratched,  a  new  ring  is 

nccGSHary. 

If  walls  of  cylinder  are  cut  or  BcratdMdv 
tlien  reborc,  grind  or  ream,  as  per  page  66S, 
and  fit  oversize  rings  as  per  page  609. 

If  the  ring  has  lost  its  tension  and  does 
not  Hpring  freely  against  the  walls  of  the 
cylinder,  then  it  must  be  treated  as  shown 
in  tig.  3.  page  657. 


to  N» 


Remedying  ExceesiTe  Smoke. 
A»    i'revioi:5'y    jtatev:.    if 
leaking,   sr 
tV.e  e\>»v.»' 

»-^ ■ 

#5.« 


*•'•'*  jJ*"^ 


e'.iTor". 


e  rings  are 
o\0(*5»  o-t  *soke  will  piase  eat 
c:&'.:5<\l  by  cil  ;«ssiag  the  rings 

:'j:  •.•^?  .•,»:=b..*:io=  f^aaber.     ese 

a-.-.- 


^»\ 


i---^ 


:•  Mt 


•i^» 


REPAIBING  AND  ADJDST1N< 


I 


toval  of  Blags. 
Thit  niDOvai  of  xingt  from  piston  groorm 
IB  not  dUIlcolt  If  a  Uttlie  f or^tliought  1b  taken : 
to  opea  them  it  ia  beit  to  use  &  pair  of  very 
thin  jawed  pliert)  the  jaws  opening  out- 
ward»  (lee  fig.  11)  a  mbatitute  for  plien 
can  be  made  from  iron  wire. 

Wlien  the  ilng  Is  ilightly  expanded  bj 
the  use  of  special  pliers,  simDar  to  those 
shown  in  tg.  •, 
page  6&9,  a  nar- 
row Blip  of  very 
thin  metal,  (tin 
or  briiss  will  do) 
should  be  pushed 
through  the  open- 
ing atid  worked 
to  the  opposite 
side  of  the  slot;  then  if  the  ring  is  opened 
a  trifle  more^  ao  additional  flip  of  metal  can 
bo  placed  near  the  ends  of  the  ring^  when 
it  can  be  worked  off  quite  easily  and  with- 
out any  risk  of  breaking  it,  such  as  an 
attempt  to  expand  it  larger  than  the  piston 
diameter  would  do. 

It  la  a  good  plan  to  mark  eacb  dJig  for  Its 
own  groove»  and  also  when  they  are  not 
pinned,  to  mark  just  where  the  slots  should 
eome  on  the  piston,     (see  chart   261.) 

*nttlng  Elng 
tAfter  having  selected  a  set  of  rings,  the 
first  operation  la  to  fit  them  Into  tlie  cylin- 
der.  Taking  one  of  the  rings,  try  very 
carefully  to  shove  it  straight  in,  concentric 
with  the  cylinder  walls;  if  the  ring  is  of 
the  diagonal  slot  type  (fig.  6,  page  666) 
and  its  diameter  a  little  large,  the  ends  will 
run  upon  each  other,  throwing  the  edges  out 
of  line;  while  if  a  ring  with  atepcut 
overlapping  ends  is  used,  such  as  ia  to  be 
found  in  some  engines,  it  will  not  go  in 
at  all,  therefore  ring  ends  must  be  filed. 

A  T«ry  simple  and  effective  means  of  hold- 
ing a  ring  for  filing  Is  shown  in  fig.  1.  The 
ring  is  placed  on  a  block  of  wood  and  a  few 
small  nails  driven  into  the  block  both  in- 
side and  outside  of  the  ring  in  such  a  man* 
ner  that  the  ring  is  held  securely  in  place 
for  filing.  The  heads  of  the  nails  are  then 
cut  off,  the  ring 
removed,  and  the 
nails  filed  down  so 
that  they  will  ex- 
tend just  below 
the  top  surface  of 

Fif.  1.  ^"^ V  ***•    *^g   when    it 

is  replaced  on  the  block.  With  the  nails 
well  placed,  there  will  be  no  danger  what- 
ever of  breaking  the  ring  when  filing.  A 
thin,  smooth,  fiat  file  is  beat  for  this* 

The  ends  mnst  be  trimmed  off  so  that 
when  the  ring  is  well  up  into  the  cylin* 
dor  there  will  bo  a  space  about  .004",  per 
inch  of  cylinder  di.,  between  ends,  per  fig. 
5,  page  649,  to  allow  for  expansion  caused 
by  heat  of  the  explosions.  The  groove  on 
the  block  shown  in  fig,  1  is  used  when  re- 
ducing the  diameter  of  diagonally -slotted 
Tings. 


Peening  Piston ' 
Thli  op«ration  is  for  a  ring  which  has 
lost  Its  tension.  A  peening  ham.mer  should 
be  used  instead  of  the  various  flaC-headed 
types  that  are  used  at  times  for  pe{?nin^:  a 
piston  ring.  The  metal  may  be  more  readily 
distributed  by  the  blows  from  a  peening 
hammer,  which  can  be  directed  better,  since 
the  head  is  so  designed  that  a  large  part 
of  the  surface  is  not  covered  at  one  time 
nor  struck  by  any  single  blow.  In  this 
manner  slight  changes  in  the  shape  of  the 
metal  may  be  made 
without  distorting  the 
metal  in  any  way.  It 
is  very  important  in 
liny  peening  opera- 
tion that  the  surface 
upon  which  the  ham- 
mering is  done  be  as 
fiat  and  hard  as  pos- 
uble,  fur  any  irregu- 
larities in  the  shape 
of  the  surface  plate 
will  be  just  as  effec- 
tive in  causing  dis< 
from    a    badly    shaped 


F\g.  & — Feeoin^  s  pli- 
ton  rinc. 


tortions    as    a    blow 

hammer,    A  good  method  of  providing  such 

a  surface  plate  is  shown  in  fig.  3. 

to  Cylinder. 

Try  each  ring  In  the  cylinder,  being  sure 
to  have  it  placed  about  ^  inch  from 
the  bottom  all  the  way  around,  then  meas' 
ure  the  opening  in  the  ring.  Piston  rings 
should  have  not  more  than  1-64  in.  opening 
to  have  a  good  fit.  If  it  is  more  than  this, 
compression  can  easily  escape.! 

The  ring  should  be  repeatedly  tried  In  the 
cylinder  in  order  that  the  space  is  not  filed 
to  exceed  the  dimensions  stated.  The  In- 
side  portions  of  the  rings  near  the  ends 
should  real  against  the  nails  in  order  that 
they  may  not  be  broken  off  when  filing  the 
slot.  Having  attained  the  proper  space  be- 
tween the  ends  of  the  ring,  now  place  a 
light  in  the  cylinder  behind  it  and  see  bow 
its  face  conforms  to  the  wall  of  the 
cylinder. 

Testing  a  Blng  to  Cylinder. 
To  work  or  l^p  a  ring  to  fit  cyliadar:  make 
a  plug  of  yellow  pine  (fig*  4)  to  fit  easy  into 
the  cylinder  and  square  one  end.  Lay  the 
ring  on  this  end  with  a  small  batten  across, 
secured  by  a  screw  through  the  center,  but 
not  holding  the 
ring  tightly. 
Smear  the  bore 
as  evenly  as  pes- 
Fig,  4 — A  hftody  devlra  sible  with  a  little 
for  Urtine  mad  flulof  ih«  vermUion  aad  lu- 
pifton    rfbps    in    ejlmder.       u  •      a*  *    f 

T>ii  d«Tic«  eouMlitt  of  »  bncating  o  I  I 
round  block  of  wood  with  mixed  to  a  paste, 
h»Dd!«  on  one  end.  Tb«  ^^  move  the  ring 
piitoii    nflf    ia    placed    on        .  j    -        »      *. 

the  otlier  end  and  i«  ^^  *na  fro  IB  tne 
pliced  in  the  ejrlinder  and  cylinder  while 
worked  bsek  sod  forth.  j^^ld  square  by  the 
vlug.  Generally,  it  will  be  found  to  bear 
hardest  at  each  side  of  the  slot.  File  snch 
places  carefully  with  a  smooth  file. 


k^ 


*aft«r  fttttug  rtnfi  to  piston,  thcj  are  usually  allowed  to  mn  tbemielYei  In  hj  nuuiiof  enfriae  at 
mo4«rsl#  apeed  for  the  flrat  500  mllea  with  plenty  of  oil.  durlnf  w)iieh  time  the  rtnfs  will  btimijih 
10  ■  uif  fit  to  cylinder  wall.  Sometimea  pistona  are  lapped  in,  aa  explained  above  (flc.  4)  and 
pas««  <I50«  ^49.  The  r^culsr  ptiton  ahoutd  oerer  be  uied  for  lappiof  nnfi.  tSee  alio.  v*^c«  <&A^^ 
1^  6,  for  ring  opening  clesrmace. 


6B8 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX. 


If  one  part  of  the  ring  fits  and  another 
part  does  not,  the  high  spot  shows  up  when 
the  ring  is  dipped  in  gasoline  and  then  rub- 
bed with  cloth.  The  high  spot  will  be  more 
shiny  than  the  resf. 

When  the  ring  fits  well  all  around,  the 
overlap  of  the  ends  should  be  absorbed;  if 
mot,  file  them  until  the  edges  have  about 
1-64  clearance  when  the  ring  is  in  the  cyl- 
inder. 

If  the  ends  of  the  rings  be  hard  batted 
against  one  another  when  in  place  in  the 
evlinder  they  may  be  buckled  by  expansion 
when  hot,  and  make  starting  a  two-man 
job;  therefore,  file  them  as  shown  in  fig.  1, 
page  657  and  be  sure  there  is  a  clearance. 


If  there  la  a  contact  all  aroimd, 
testing  rings  In  the  cylinder,  tlie  flnf  is 
then  ready  to  be  fitted  to  the  piston;  but  if 

the  contact  is 
poor,  either  the 
ring  or  the  cyl- 
inder is  out  of 
round,  leaving 
space  betweea 
cylinder  wall 
and  the  ring, 
as  at  C  and  P  in  figs.  2  and  2C.  If  the  fault 
lies  in  the  ring,  the  face  can  probably  be 
dressed  down  to  fit,  or  another  selected;  but 
if  the  cylinder  is  badly  out  of  round,  it  will 
have  to  be  rebored  or  reground,  or  both,  ai 
the  case  may  be,  or  (in  extreme  eases)  re- 
placed with  a  new  cylinder. 


tma*.  IM    rias.   aM   OT^TWa 

•W»>  Oat  Ik*  MNLWM 


TitUng  Bings  to  Piston. 


tWhen  the  rings  have  been  fitted  to  the 
cylinder,  the  next  operation  Is  to  fit  them 
in  their  respective  grooves  on  the  piston. 
As  regards  the  fit  of  the  rings  in  the  grooves, 
they  should  be  just  a  free  fit,  neither  tight 
enough  to  jam,  nor  slack  enough  to  rock. 

Tight  rings  may  be  eased  by  grinding  or 
lapping  the  edges  on  a  sheet  of  fine 
emery  or  crocus  cloth,  fastened  to  a  piece 
ef  board  planed  quite  flat.  The  ring  is 
gently  rubbed  backward  and  forward  with 
a  downward  pressure,    (see  fig.  3.) 


Fig.  8 — Method  of  dressing  or  lap- 
ping piston  ring  to  fit  the  groove  m 
piston  on  •  sorfaee  plate. 

*Lapplng  should  not  continue  for  a  long 
period  on  one  side.  The  ring  should  be 
turned  over  occasionally.  After  lapping, 
the  ring  should  be  immersed  in  clean  gaso- 
line and  fitted  to  the  groove.  Not  any 
groove,  but  the  groove  which  it  nearly  fitted 
before.  If  every  part  of  the  circumference 
•f  the  ring  fits  every  part  of  the  groove 
then  lapping  is  complete  and  the  ring  may 
be  tagged  to  designate  its  location.  l-I  on 
a  tag  is  made  usually  to  represent  first  eyl- 
inder,  ring  number  1.  Ring  1  is  that  near- 
est the  top  of  the  piston. 

To  properly  dress  down  a  ring  requires 
some  skill,  and  a  good  mechanic  will  select 
a  ring  which  will  demand  the  least  amount 
ef  trimming,  for  it  is  a  delicate  operation. 

Most  manufacturers  now  cut  the  grooves 
in  the  piston,  and  grind  the  face  and  edges 
of  the  rings  to  a  gauge,  making  very  little 


hand-fitting  necessary.  But  there  are  cases, 
(and  these  are  the  ones  that  generally  come 
into  the  repair  shop)  where  the  cut  was 
just  a  trifle  larger,  or  the  ring  a  little  smal- 
ler than  the  gauge,  making  it  essential  that 
each  ring  be  individually  fitted  to  the 
groove  in  which  it  shall  subsequently  rest. 

When  fitting  rings  In  the  grooves,  begin 
with  the  ring  selected  for  the  bottom  groove, 

so  that  ring  will  be  the  first  to  be  slipped 
onto  the  piston.  First  try  the  ring  withont 
slipping  it  over  the  piston  by  inserting  it  in 
the  groove  and  rolling  it  around  its  cir- 
cumference, to  see  if  groove  is  deep  enough 
and  wide  enough  at  all  points.! 

It  should  fit  snugly,  as  at  A,  fig.  2-A,  but 
still  be  free  to  slide  in  and  out  easily;  if  it 
binds  in  any  place,  apply  a  thin  film  of  red 
or  black  lead  or  Prussian  blue  in  the  same 
manner  as  used  in  scraping  bearings,  to 
locate  the  high  places,  then  dress  down  with 
a  smooth,  flat  file  and  try  again.  When 
filing  is  necessary,  it  should  be  confined  to 
one  edge  in  order  that  at  least  one  good  edge 
is  retained,  for  it  is  almost  impossible  te 
secure  as  regular  a  surface  with  a  file  as 
that  made  by  a  grinding  machine  or  on  a 
surface  plate. 

An  example  of  Ill-fitting  rings  Is  shown 
at  B.  fig.  2B,  and  in  fig.  2C  above.     The 
space  C  shows  that  the 
ring  was  sprung  in  pat- 
ting it  on  the  piston. 

Having  fitted  one  ring, 
put  it  in  place  immedi- 
ately and  repeat  the  op- 
erations with  the  next  ring.  See  fig.  12, 
page  659  for  slipping  rings  in  grooves. 

After  fitting  new  rings  engine  will  r^ 
quire  considerable  running  with  plenty  of 
good  oil  to  properly  work  them  in,  before 
the  engine  will  give  its  proper  power.  See 
also  pages  793,  203,  507,  589,  643,  655. 


^When  fitting  patented  rln^rs  remember,  if  the  rings  are  absolutely  tight  they  might  prevent  lubri- 
cation altogether  and  cyhnder  would  mn  dry.  Therefore  many  place  merely  one  patented  ring 
in  the  top  groove  and  the  regular  ringa  in  the  other  groovei. 

The  patented  type  of  ring  regnires  very  Uttle  lapping  by  hand.  When  put  in  the  cylinder,  the  en- 
gine ie  allowed  to  run  by  belt  a  few  houra,  you  will  find  that  that  ie  all  the  lapping  that  ia  neeee- 
aary,  unleis  of  course,  the  cylinder  ii  scored  or  badly  out  of  round.  In  such  casea.  the  proper 
remedy  is  to  have  the  cylinder  rebored,  and  new  oversise  pistons  made  and  piston  rings  msde  te 
St  the  new  diameter  of  the  cylinder. 
tSee  also,  page  649. 


!P AIRING  AND  ADdLGiuSG. 


/a 


Ftg.  I — A  >enrlc«abl« 
tm%m  (C)  tat  compra*- 
fllng  Tls^B  wheB  flttlng 
pUton  (P)  to  cirUader. 
Eipeofally  ftdaptiMd  for 
Ford  pUtoni  which  tre 
not    eh&mpfer«d. 

Ttila  tool  i«  b«r«d  witli 
•  loot  gradusl  tspotr 
which  allow!  tht  opea 
rin^  to  enter  «a*i]r  at 
tb«  top.  It  It  pUcod  In 
poaitioo  OTer  th#  oylla- 
der.  and  «i  the  pUtoa  it 
forced  downward  into 
place,  the  riag^a  %r% 
fr»duall7  eomprea  i  •  d 
lufficiemlT  to  eotar  the 
cylinder. 


Tlf.  10— Hothod  of  ro* 
ylinf  %  ptstOD  M  iho 
«!f1fl&d«r  wttJi  ft  stflQf 
liotdlJBf  tho  riiiff  ia  it* 
smoira. 


Marking  Piston  Blngs  Wlien  Eemoviag. 

Tho  amatfur  or  jaoior  repairman  wbo  removea  the  piston  riaft  from  a 
piitoii  for  the  first  time;  either  for  exaniiiiiiif  the  pixtea-riof  alota  for  eaad* 
hotel  or  wear«  or  for  cleaaing  the  riaga  and  alott,  foaeraltjr  o«glecte  to 
aee  that  the  riugi  are  marked  ao  that  they  may  be  replaced  ia  their  proper 
grooTea.  The  result  is  that  considerable  difficulty  oltea  ia  experieaeod 
ia  fettinf  the  riujps  back  into  the  piston  in  good  ord^^r*  To  avoid  this,  o&« 
foreig7\  manufacturer  of  motor  cars,   marks  the  piston   rings   aa   indicated* 


The  ring  In  tbe  top  groovt  of  %  plllon  has  one  notch  N  in  the  npper. 
edge,  opposite  the  diagonal  (D)  where  tho  ring  ii»  thickest.  This  notch  is 
with  a  file  and  is  very  small,  so  as  to  be  just  tisible,  but  at  the  «ame  time  a«l 
deep  enough  to  weaken  tho  ring.  In  a  Atmilar  manner,  the  next  ring  below  it 
is  marked  with  two  notches  and  the  third  ring,  with  three  notohca.  If  more  Hagi 
are  used  a  corrcipoading  number  of  notchee  are  emplo/ed  to  mark  them.  Wllil 
rings  that  marked  thero  should  be  no  difficulty  in  getting  rings  replaced  in  their 
proper  grooves.  Gare  should  be  taken,  however,  when  the  rings  from  more  thaa 
one  piston  be  removed  at  the  same  time.  In  fact,  it  ia  advisable,  to  roaoro^ 
clva:j  and  replace  the  rings  of  one  piston,   before  removing  the  others. 

Fitting  Bingg  to  Grooves  of  Pistons. 

Ffg.  18 — ^A  quick  and  safo  motbod  of  alipplog  rlnga  into  tho  grooTos  is  shows 
in  fig.  12.  Take  three  strips  of  sheet  metaK  brass  or  tin  (S),  for  in^iance,  about 
Via  iach  thick,  H  lach  wide  and  &  inches  long;  band  these  at  right  angle*  amd 
hang  them  on  the  edge  of  the  piston  at  equal  distances  apart.  The  ring  (K)  may 
then  be  slipped  over  theae  skids  till  it  is  opposite  its  groove,  when  tho  •tripi  B07 
he  removed  aod  the  ring  allowed  to  slide  into  place.  Install  ring  in  lower  grooiri 
first  and  work  to  top  groove  last.  The  same  stripe  may  also  be  succeasfully  naod 
in  removing  the  rings.     (Sao  page  040,    how    to   measure  ring  cloaranoo.) 

WliOD  fitting  rings  pUoe  the  best  fitting  ring  ^  top,  so  that  oil  below  it  eanaol 
be  consojaod  by  tho  nlgb  teniporeture  of  the  exploding  gae.  If  dre  flowa  past  the 
rings  into  tho  crank  case,  oil  will  be  burnt  off  of  the  piston  and  cylinder  walL 
canaing  It  to  become  acored  even  though  your  oiling  system  might  bo  working 
perfectly  with  the  best  grade  of  oiK 

When  placing  tho  rlngi  on  tho  piiton  ready  to  replace  the  cylinders  lb«y 
should  be  set  with  the  joints  (if  it  is  a  piston  with  three  rings)  about  ooe^third 
way  from  each  other,  »e  tliat  the  openings  will  not  come  ia  a  straight  lino  or  bo 
eloso  together. 

BepUcing  Piston  in  Cylinder. 

Befofo  putting  pUtoni  Into  cylinders,  oil  (eyl.  oil)  inside  of  cylinder  and  in- 
aidt  of  piston  as  oil  wiU  not  have  a  chance  to  reach  upper  portion  when  first  atartiag. 

When  replacing  pUton  in  cyUnder*  some  device  mutt  be  provided  for  holdiiig 
each  ring  ia  ua  groove  so  it  will  easily  enter  the  cyliikder.  ▲  string  SLay  bo  nao2 
to  advantaife,  aa  shov>ii  iu  fig.   10.      A  better  method  however,  is  shown  in  Ag.  8. 

BoplftcUig  cylinders  oYor  pistons:  It  is  not  difficult  to  pat  a  single  cylinder 
back  on  its  piston  after  it  has  been  necessary  to  take  it  out,  but  it  is  not  ta 
easy  when  the  cylinders  ars  cast  in  pairs,  at  it  is  difficult  to  guide  the  ringa 
into  the  cylinder  barrels  simultaneously.  The  Job  Is  greatly  siraplilQed  by  taking 
the  precaution  to  place  the  cranks  op  and  down,  so  that  one  piston  is  at  its 
highest  point  and  the  other  ia  at  its  lowest.  This  means  that  the  paif  0/  cylindsrs 
can  be  dropped  straight  over  the  pistons,  the  rings  of  the  upper  piston  being  goidod 
into  the  cylinder  bcfere  those  of  the  lower  piston  are  replaced.  Whon  it  ooxses  to 
dropping  one  of  tho  nioao-block  castings  of  four  cylinders  00  to  four  pistons,  it 
M  still  best  to  work  this  way,  so  thai  only  one  other  pair  of  hands  aro  requirad 
and  that  the  two  upper  piatons  may  be  guided  into  their  cylinders  flrst  and 
then  the  two  lower  onea. 

Notor  Wb«n  reijutolllAg  n  plstOD  bo  carefol  not  to  pnah  it  np  Into  tho  efi- 
Inder  aa  far  as  it  will  go,  tlio  npper  ring  may  lump  over  tho  vaHe  opening,  holding 
tbo  piston  until  the  flng  Is  rolo&sed  wh^h  is  a  difficult  task  to  remedy. 

Aligning  Pistons  and 
Connecting  Bods. 
Incidentally,  It  would  bi 
woU  to  note  that  many  times 
knocks  tliat  der^opo  in  on- 
glnoB  (ftftor  saato  bavo  »p- 
paroBtly  boon  tbosongbly  oror- 
bsAlod),  ia  often  due  to  the 
fact  that  the  conn  eel  Lug  rods 
are  alightly  beat  eidewlae, 
out  of  tTQO  in  fitting  cyUndon 
doim  orer  tho  piston.  One  cyl- 
inder will  Kot  a  alight  lead,  or 
one  ring  docs  not  properly  en- 
ter, cylinder  a  aro  twitted  and 
ta  aa  effort  to  align  tkom. 
rods  are  beat.  Whoo  engine 
is  Anally  assembled  it  is 
very  noisy,  due  entirely  to 
the  fact  that  one  or  more  of 
the  rods  have  been  bent  side- 
wisOt  and  when  tho  force  of 
tho  oxplosioo  is  ejterted  00  the 
piston  bead^  the  wrist  pin  end 
of  the  eoonecting  rod  it  drivon 
ftido-wiso  against  the  piston 
boss.  800  foot  note  bottom  of 
page  649. 


MAILK 


Fig.  3 — One  method  of  lining  np  pistons  and 
connoetlng  rods  of  block  type  onginoa,  3 
represents  a  square  placed  alongside  the 
connecting  rod  0  to  determine  whether  ft 
is  true  or  sot.     (see  also  page  649.) 

To  tost  its  sllgTunont,  place  the  U  frame 
over  it  as  shown,  ao  that  center  of  piston  ia 
in  Hao  with  center  mark  00  cross  member. 
When  distances  A  and  B  are  equal,  piston  ia 
tm<»  and  square.  See  also  page  646»  flgl.  1 
and  11  and  foot  note  page  649, 


GHAST  KO.  201— Marking  Flffton  Blngs.     LlBlng  Up  Pistoikg  and  Connecting  Bods.     Ai»pUance 
for  Eemoval  and  Beplacement  of  Bings.    Scs  page  649;  how  to  mc^aaurc*  piston  and  ring  cl«aranc«. 

fWr  tUgnlng  pi»i:i»!m     cmnefftn^   rods    L'tc,   cwx    b;»  secured  of  Jnha  Payer.   3'll    W.  %i*Ai  5i\  , '^^-w  ^':\r4s.  -w^A. 
'       "TS  Bn     '  -'        -     • 


DYKE'S  INSTRUCTION  NUMBER  PORTY-SIX-A. 


I 


Cone  Clutch  AdjustSQentB. 

Ttio  »d}iutm0Cita  ftr«  wttb  dxktch  sprlnga  (flf.  10).  wh{«b  tend  to  ktip 
tbe  clutch  eoffaeed.  While  it  i*  posiible  t»  ftd/tiil  tb^^e  fpriDft  !• 
avoid  shifting^  uta  tention  should  be  a<  Ititlo  «a  poeaibln.  Tiffhlii&iaff 
the  «priQc«  too  much  irill  Dot  ooly  mjik«  elntfib  liftrd  to  ditvoeftf*.  trn 
will  (cod  to  make  the  clutch  **gTAh.'*  ▲djustmatii  la  mMdo  bj  LocfVi^ 
Ins  or  decroulng  Ui»  ii^rliif  tcaslofi  of  Ulo  tbreo  clutcli  operitlag 
ffpzlnga,  by  ndvauctnir  or  bftckin§  off  th»  suU  oa  clutch  ipricff*.  {(y^ 
tome  dutchca  Bprisg  i»  on  the  clutch  shftft  per  (Lg.  2,  pft^eii  604  tod  $0ft.) 

T2m  dvtcJi  prownm  or  ptaitcer  atads  (fig.  10)  conaUt  of  atx  asall 
9pting  mouiited  clutch  plungera  pUced  under  elutch  leather,  whicli  raiM 
it  at  rarioua  poiata  aod  allow  ffradual  ensafement  of  the  friction  cuv 
facea«  Should  theae  pluceera  became  fait  in  their  raidea^  or  should  MCf- 
thing  prereot  the  leather  over  theaa  plungera  from  nrtt  cominc  into  eoa* 
tact  with  tbe  seat  in  the  fly-whoel  before  the  entire  aurface  ^nipa^eai 
'^grabbing"  will  result.  They  should  be  edjusied  ao  that  with  claU-k 
in  complete  enrac^ment  approzimateljr  %"  remains  b«twe«a  th*  ftdju^ 
Ing  nnt  of  the  plunger  atud  and  ^ide  to  cone. 

CTlmIc]!  roll«7f  <flg.  10),  whieh  by  pressure  upon  cZnldi  thlflw  fvfei 
dlaenj^ag^  the  clutch  from  fly  wheel  ahoutd  be  kepi  well  greased — ^see  iJao 
fig.  19,  page  666. 

Ball  thttist  bOArlnga   (flg,   16,  paipe  001  >«  ahould  be  supplied  with  ott 
by  placing  oil  can  apont  through  spokes  of  clutch  dmm. 
Olutch  brak» — ie    for   the   purpose   of  keeping   the   clutch    from     , 
whan  thrown   out      See  flg.    10,   it   consists  of   a   small  spring  moiuit«d 
pad  attached  to  left   of  frame,   against  which   the  clutch   cone  strikat 
disengaged,     tt     aboiild     be     so     adjusted     that     when     pedal     la     pi 
half  way  down  the  cone  should  Just  begin  to  come  in   roat»el  with  tt.  aa 
that  by  time  pedal    is   all   way  down,   the  apring  on  clutcb  br*k*  wfU  ba 
fully  compressed. 

To  remove  or  replaca  dutch  iplder  or  eooe;  see  itg«  17 — ib«  thra#  elntcfc 
springs  are  vrry  powerful.  A  simple  method  of  cotnpreasing  the  m^rimtB 
ao  that  the  nuts  can  be  put  on  or  taken  off  ia  explavued  in  Uluatralidfr— ^ 
see  alao  figs,  l  and  2,  page  664  and  page  665. 

Before  dutch  can  be  remoYed,  it  will  be  necessary  to  remove  the  otai 
yeraal  Joint  and  parts  adjoining  the  elutch. 

Pitting  New  I*eattier  To  Cono  OlatchT 


Fig.  17 — Method  of  com' 
preealng  dutch  apring  to  re- 
move or  replace  nut — see 
alao  fig.  8.  page  647. 


Ilrat  be  anre  that  replacement  is  necessary, 
note  the  eauses  of  trouble. 


See  pages  661  aod  662  ani 


Pig.    a  ^  Cutting    - 
dutch  leather  for  the 

Overland    roadster   elntcb. 


Fig    12. 

Fig.  12 — A  suggested  method  of 
forcing  a  sew  dutch  facing  on  a 
cone  by  drawing  codo  into  it  by  a 
bolt  aa  shown.  A  small  amount  of 
ahellae  ia  epplled  to  the  clutch  and 
allowed  to  aei  before  the  stud  nut 
ialooaened.  After  this  leather  pega 
are  uaed  to  oomplate  the  bond  be- 
tween leather  and  ctnteh.  (Motor.) 


II  leather  la  worn  or  rlTets  project,  then  it  will 
be  necessary  to  remove  clutch  to  either  replaea 
leather  or  drive  riveta  down  below  the  eifffaoe  et 
the   leather. 

If  ft  ahoulder  of  about  Mo  or  ^^  has  worn  on 
eather.  than  by  carefully  trimmiag  It  off  with  a 
Qle  or  rasp  will  permit  cone  to  go  further  into  fiy 
wheel  and  may  be  all  that  ia  necesaary — ^togetker 
with  elaening  the  whole  surface  of  leather  and  re- 
moving oil  or  glaie  and  then  epplying  Keata  fool 
or  castor  oil  dressing. 

If  however  ft  new  taftth«r  la  neceasftry  than  pro- 
cure it  of  the  dealer  of  the  car  If  posaible.   It  eonaa 
cemanfeed  ready  to  apply  and   can  be  slipped  ever 
cone  and  driven  iuto  position  with  a  mallet  or  piece 
of   wood« 
If  yon  must  make  the  leather  facing,  then  first  remove  the  old 
.'    leather  by    cutting  the  rivets   with    a   cbiael  and   hammer.     Then 
procure  first  claas  unstretehable  leather  belting  (or  chnnne  tftna«4 
leather)   ^e"  thkk  for  the  new  leetber. 
The  leather  sbonld  be  first  cut  as  shown  In  fig.  8. 
Then  place  the  leather  over  the  elutch  cone  in  the  correct  poaitioQ 
and  draw  it  as  tight  aa  possibte.     The  leather,  if  cut  as  shown,  wiQ 
tap  from  8  to  4". 

Mark  on  the  inner  aide  of  the  lapped  leather  the  end  of  the  Aral 
turn  whieh  lies  against  the  cone.  Next  remove  the  leather  and  meaa- 
ure  back  or  toward  the  long  end  of  the  leather  %  of  an  inch.  Ifeaa^ 
ure  back  from  the  unmarked  end  of  the  clutch  leather  S"  and  bevel 
the  leather  off  as  shown  in  the  illuiitratiou.  Add  8"  to  the  corrected 
length  of  the  leather  and  bevel  Ihia  end  as  shown. 

The  leather  maj  now  be  cemented  and  after  it  ia  thoroughly  dried 
may  be  installed.  Alwaya  put  rough  or  flesh  side  on  outside. 
For  the  kind  of  cement  to  use,  ask  a  bam  eta  maker. 
Before  a  new  clutch  leather  la  laitalled,  tt  ahould  be  thMmUh^ 
aoaked  In  Heat's  foot  oil  and  atretched  tightly  over  the  dutch I&mL 
Before  the  leather  is  fastened  to  the  dutch  drum,  the  * 'clutch  fSma- 
gcrs"  (or  pressure  studs)  should  be  forced  in  below  the  surface  of 
the  clutch  cone  and  held  in  this  position  by  the  clutch  plunger  ad- 
justing nuts  which  may  be  screwed  up  on  the  stem  of  the  plnnger. 

In  riveting  the  leather  on  to  the  eona,  extreme  care  should  be  sk- 
ercised  to  see  that  the  rivets  are  properly  dincbed  or  turned  over 
on  the  inside  of  the  clutch  cone  aod  that  the  heads  are  driven  into 
the  leather  of  the  clutch  face  until  they  are  well  below  the  anrfaeew 
Cnless  this  la  carefully  done,  the  dutch  will  **gTab**  or  engage 
suddenly  with  consequent  ditastrons  reaulta.  (see  also  page  Md 
fitting  dutch  leather  to  Chevrolet  cone  dutch.) 


OHABT  NO.  262--Ootie  Olatcb  Adjiutmmita.    Fittdng  a  Cone  Clutcli  Iieather.    Overla&d  Boadgltr  \ 
an  Example — see  fig.  4,  page  647  and  fig.  19,  page  666  for  Overland  75B. 

*Au  alternative  sometimes  uaed  for  older  raakaa  of  varioua  cars — la  *'raybastos"  strips  as  used  for  brake  lists|s 
/I  /#  iDMde  Id  pars  lie!  lengths  and  riveted  to  cone  in  six  or  eight  sections,  the  edges  being  cut  at  a  alight  aogli 
Mccerdtnff  to  (he  diameter  of  tone. 


ADJUSTING  CLUTCHES.  TRANSmSSIONS  AND  AXLES. 


661 


^^F       AD. 

^^  INSTRUCTION  No.  46-A 

W  REPAIRING    AND  ADJUSTING  CLUTCHES,    TRANSMIS- 
t  SIGNS  AND  AXLES:    Cone  and  Disk  Clutches.  Remov- 

^m  ing  Wheels  and  Shafts  from  Rear  Axles.  The  Differential, 

^^M  X'Cone  Clutcli  Eepatrs. 

^B  Clutch^ — How  to  Use  Properly.  It  is  always  better  to  nm  on  the  engine 

The  clutch  on  an  automobile  snould  be      ft0  much  as  posslhle,  thiottling  it  down  in- 


either  in  or  out  abaolutely. 

Many  good  driverB  make  It  a  plan  to 
keep  their  foot  off  the  dutch  pedal  while 
they  are  driving.  The  weight  of  the  foot 
en  the  pedal  and  a  little  nervous  tension 
in  tbe  driver's  leg  is  sometimes  just  sufEi- 
eient  to  bold  tbe  clutch  out  just  far  enough 
to  *'slip  it"  on  a  hard  or  sudden  pulL 

Another  good  way  to  spoO  a  clutch  is  to 
throw  it  out  in  trafTic  until  the  car  comee 
almost  to  a  standstill — then  to  speed  up  tbe 
engine  and  slip  the  clutch  in  with  tbe  gear 
shift  lever  still  in  high  speed. 

When  the  car  slows  down  with  the  clutch 
out,  the  gear  lever  should  be  slipped  to  sec- 
ond speed  and  if  the  car  comes  to  a  full  stop, 
to  low  speed. 

Another  important  point  in  driving  is  to 
learn  to  engage  the  clutcb  gradually  and  not 
to  **bang"  it  in  with  the  engine  racing. 


stead    of    constantly    throwing    **out'^    tbe 
clutch. 

A  well  adjusted  clutch  takes  hold  gradu- 
ally,  does  not  slip  after  it  has  come  to  a 
seat,  and  releases  iustantly  when  tbe  pedal 
is  depressed* 

Parts  of  a  Cone  Clutch, 

Cone;  leather  facing  over  cone;  ♦clutch 
springs  which  bold  the  tension  of  eoue  to 
fly  wheel;  pressure  or  plunger  studs  which 
are  epring  mounted  and  placed  under  clutch 
leather  at  varioue  points  and  allow  gradual 
engagement  of  frictional  surfaces.  The 
** grabbing**  feature  is  eHminated  by  the 
use  of  these  plungers,  usually  six,  insurted 
under  the  leather  an  in  fig.  4,  page  666  and 
fig*  10,  660;  clutch  rollers  on  tbe  shifter 
yoke;  ball  thrust  bearings  on  clutch  shaft; 
clutch  brake  which  prevents  spinning  of 
clutch— see  fig.  10,  page  660  and  fig.  16, 
below. 


Cone  Clutch  Troubles 


Cone  clutch  troubles  are  either  fierce  en- 
gagement or  grabbing,  slipping  or  spinning. 
The  latter  trouble  makes  it  difficult  to  shift 
the  gears  of  tbe  transmission. 


COniK  Oft  A<^f«»Hi 


that  no  looseness  exists  In  the  pedal  connec- 
tions. 

Hxcesaive  tension  on  spring  dutch — if  ex- 
cessive weaken  the  spring  tension.  Exces- 
eive  tension  also  causes  undue  strain  on  the 
ball  thrust  bearings. 

Plunger  studs  improperly  adjusted-^the 
six  small  studs,  fig.  10,  page  660  should  be 
properly  adjusted — see  page  660  and  &g.  4, 
page    647. 

Clutch  rollers  may  bo  worn,  tiue  to  lack 
of  lubrication.  If  run  dry  they  are  liable 
to  seize  and  prevent  clutch  release  entirely 
in  which  case  new  rollers  must  be  fitted — 
see  page  660  and  fig.  19,  page  666. 

Cause  of  Clutch  Slipping. 

Burned  or  worn  clutch  lining — usually  re- 
sulting from  allowing  clutch  to  slip  when 
starting,  speed  changing  and  using  clutcb 
too  much,  instead  of  throttle  while  run- 
ning. Even  though  worn  to  a  certain  ex- 
tent Neats  foot  or  castor  oil  will  sometimes 
improve  its  operation.  Otherwise  a  new 
clutch  leather  must  be  fitted. 

Clutch  leather  oily  and  greasy-^tbe  cure 
is  to  either  wash  the  oil  off  by  spraying  a 
pint  or  so  of  kerosene  with  an  oil  gun,  over 
the  clutch  leather,  while  holding  the  clutch 
out,  or  wiped  off  with  a  cloth  moistened  with 
kerosene  and  then  dress  leather  afterwards 
with  Neats  foot  oil.  Tbe  oil  can  also  be 
absorbed  by  using  powdered  FuUers  earth  or 
talc  sprinkled  over  the  surface  and  leave 
standing  for  a  while.  Don't  use  dirt  or 
sand — ^it  will  cut  the  leather. 

•Tbe  ehitcli  sprinit  ckq  b«  ftrrftoged  t«  •hown  \a  fig.  10,  pngf  060,  or  •■  flr  10  abov«,  fttid  tg.  2,  pftgt  005. 
S^*  Alio  p»;ef  B%,  647.  666  for  eone  clutch  expUnAtions  ftsd  ftdjuvtnientt. 
%^t  ftUo  pKf«a  548  to  S45  for  two  of  Gliif>chei  astdoo  different  can. 


CurrcM 

Fff.   16.     VftriouA   cone   eluleh   tronblea 
lUuftlraUd,     (from    Motor.) 

Cause   of  Clutch   Qrabblng. 

Clutch  leather  dry  or  hard.  This  can  be 
remedied  by  applying  neats  foot  or  castor 
oil  by  first  cleaning  leather  with  kerosene 
using  an  oil  gun  to  remove  any  mineral  oil. 

Clntch  rivets  projecting,  due  to  wear  of 
leather.  Remedy  by  placing  a  center  punch 
against  rivets  and  hammer  until  below  sur- 
face of  leather.  A  grating  or  grinding 
sound  will  indicate  this  trouble. 

Clutch  lever  linkages  out  of  adjustment. 
The  amount  of  movement  between  the  sur- 
faces of  clutch  is  small  and  it  is  important 


662 


DYKE'S  INSTRUCTION  NUMBER  PORTY^IX-A. 


Leather  worn  down — if  it  cannot  be  raised 
enough  by  adjustment  of  the  plungers,  fig. 
10,  page  660,  then  a  new  leather  must  be 
fitted. 

When  the  surface  of  the  clutch  and  seat  are 
DAW,  i^ej  touch  all  over,  but  when  worn,  they 
touch  on  only  the  high  placet.  If  the  aurfacea 
touch  in  only  a  few  places,  they  naturally  can- 
not transmit  the  power  that  is  possible  with  a 
rood  contact:  they  can  be  forced  to  transmit  it 
by  pressing  them  more  firmly  together,  but  it  is 
better  to  reface  the  surfaces. 

Clutch  spring  tension  weak — tighten  ad- 
justment, see  page  660.  If  no  adjustment 
nut  on  spring,  place  a  washer  between 
spring  and  its  seat.  Also  efyamlne  the  pres- 
sure or  plunger  studs,  fig.  10,  page  660. 

dutch  shift  out  of  line — sometimes  caused 
by  two  great  a  spring  tension  causing  balls 
to  break  in  thrust  bearing  and  cutting  ball 
race,  lowering  the  clutch  shaft  out  of  line. 
Also  may  be  due  to  a  bent  clutch  shaft  or 
clutch  shaft  out  of  alignment — see  fig.  3, 
page  732. 

Bldge  worn  on  the  rear  of  clutch  leather 
— see  page  660  for  remedy. 

*Clatch  Spinning. 

When  a  clutch  spins,  when  thrown  out  of 
engagement,  it  is  difficult  to  shift  gears. 

Clutch  spinning  Is  often  due  to  excessive 
friction  in  the  spring  thrust  bearing  (see 
fig.  16),  though  sometimes  faulty  alignment 
of  the  flywheel  and  clutch  cone  prevent  the 
engaging  surfaces  from  entirely  clearing 
each  other.  A  bent  clutch  shaft  might  be 
the  cause  of  this. 

Sometimes  the  fault  lies  In  the  dutch,  a 
heavy  rim  or  cone  will  store  up  energy  and 
continue  to  revolve  when  disengaed. 

Wh«n  a  olutch  spln;^  from  lack  of  align- 
ment or  adjustment  the  remedy  is  obvious, 
but  if  the  fault  is  in  the  design,  a  clutch 
brake  (see  fig.  16  and  page  660,  fig.  10), 
should  either  be  fitted,  or  the  clutch  rim 
lightened  by  drilling  or  machining  away 
metal  at  or  near  the  outer  circumference. 

Cone  Clutch  Lubrication. 
Lubrication  of  a  cone  clutch  is  usually  at 

Another  Example  of  Adjusting 
Clutch  adjustment.     The  only  adjustment 
of   eluteh   is   the    three    coil   springs   "C" 
(fig,  17)  whieh  tend  to  keep  the  clutch  en- 
gaged.   While  it  is  possible  to  increase  the 

tension  of  these 
springs  to 
avoid  slipping 
of  clutch,  the 
tension  should 
be  as  little  as 
possible.' 
Drawing  the 
springs  up  too 
tight  will  not 
only  make  it 
harder  to  dis- 
engage, but  will 
tend  to  make 
eluteh  grab. 


the  rollers  or  dutch  yoke  and  ball  ttamt 
bearings — otherwise  oil  should  be  kept  fnni 
the  eluteh  leather  as  much  as  possible  as  a 
leather  faced  cone  is  Supposed  to  run  dry, 
but  yet  kept  flexible,  which  it  can  be  by  use 
of  Neat's  foot  or  castor  oil  as  explained. 

If  Clntch  FaUs  to  Bslease. 
Usually  termed  as  a  "frozen  clutch." 
This  may  be  due  to  rusty  or  tight  pedal  con- 
nections or  loose  pedal  linkage  connections; 
clutch  yoke  rollers  run  dry  and  sometimes, 
from  too  tight  a  spring  adjustment. 

The  ameunt  of  moTement  between  the  aurfacet 
of  a  clutch  ia  amaU  and  it  ia  important  tliat  ae 
looseooaa  in  the  pedal  eonaeetioBfl  or  beading  of 
the  lovers  should  eilst  to  prerent  gradual  engafe- 
ment. 

A  Olntch  Brake. 

If  It  Is  desirsd  to  atach  a  dutch  brake  or 
dampener  as  explained  on  page  660,  to  cheek 
the  revolving  of  the  eone,  either  cork  or 
rubber  can  be  fitted  into  a  metal  bracket 
and  this  bracket  attached  to  the  car  frame. 

The  position  of  the  brake  should  be  just 
to  the  rear  ef  the  clutch  rim,  against  whieh 
the  eluteh  will  draw  when  the  disenga^ng 
pedal  withdraws  the  eone. 

MlHcellaneons  dutch  Pointers. 

Fig.  1:  A  ctotdi  or  Jack  ean  be  placed  aa  ahowa 
to  hold  clutch   out  while  working  oa   it. 

rig.  2:  Tho  coBo  can  then  be 
tnmod  b7  hand  and  NoaU  fool 
oil  applied,  or  oil  gun  of  kero- 
sene  for   cleaning. 

Fig.  S:  An  faisoct  powder  gun. 
filled  with  Ulo  or  powdered  Ful- 
lers earth  for  temporaxr  rossedy 
of  an  oilr  slippmg  clntch  or 
brake. 


Fig.  17. 


Fig.  8. 

a  Cone  Clutch— The  Mitchell. 

Clntch  pedal 
adjustment: 
The  left  foot 
pedal,  whieh 
actuates  the 
chitch,  can  be 
adjusted  for 
different  posi- 
tions hj  adjusb- 
ing  the  two 
rods  conneet- 
ing  the  dutch  pull  shaft  with  the  clutch 
yoke,  but  care  should  be  taken  to  see  that 
both  rods  are  adjusted  the  same  (see  fig.  18.) 
Care  should  also  be  taken  that  the  rods  are 
adjusted  so  that  when  pedal  is  depressed 
dutch  will  fully  disengage  and  tiiat  pedal 
does  not  strike  too-board  when  dutch  is  an- 
gagod. 


•Tho  shift  of  nm  by  gear  shifting  loTer  ought  to  be  made  without  a  particle  of  noise  if  dutch  ia 
IteOVB  OBt  when  shifting.  If  there  is  noiso.  then  it  is  usually  due  to  clutch  not  being  fdlv  thrown 
sal  er  dngglBg  or  spinalng  or  transmissioQ  shaft,  or  tranimiision  shaft  out  of  line  due  to  worn  beariagn. 


*Tlie  Bisk  Clutch- Adjustments  and  Bepairs. 
ier  of  cars  In  use  having      BIl  to  the  requirefl  umoiinT 


» 


I 


There  are 
disk  clutches  on  which  the  adjustment  la 
made  by  means  of  a  serieB  of  thre«  or  mor« 
i0|MUmt«  ftuda  or  screws,  Much  trouble 
often  18  experienced  by  motoriata  who  tr^ 
to  adjust  this  type  without  a  knowledge  of 
how  it  should  be  done. 

Adjustment  Method. 
!nie  proper  way  to  adjust  this  type  of 
dutch  is  to  unscrew  or  release  them  entirely 
from  contact  with  the  plate  or  meehanlBm 
inside  the  clutch  casing,  then  screw  them  up 
carefully  with  the  fingers  until  each  one  just 
begins  to  touch,  which  is  indicated  by  an 
ini*rease  in  the  effort  required.  When  each 
screw  or  stud  has  been  turned  up  so  that  it 
just  begins  to  touch  the  plate  or  mechanism 
against  which  it  bears  on  the  inside  of  the 
clutch  casing,  then  with  the  aid  of  a  wrench, 
give  each  screw  a  half -turn  forward  and 
repeat,  until  the  proper  adjustment  is  ob- 
tained. The  object  is  to  give  each  screw 
the  same  number  of  turns  and  at  the  same 
time  have  them  all  move  forward  at  practi* 
rally  the  same  time.  If  one  was  to  give  one 
screw  five  or  six  full  turns  and  proceed  to 
the  next  one  and  give  it  the  same  number 
cf  turns,  etc*,  until  all  had  been  turned  up 
the  same  amount,  the  same  results  might  be 
obtained;  but  it  is  most  probable  that  the 
job  would  not  be  successful,  and  perhaps 
damage  to  the  internal  mechanism  of  the 
clutch  would  euHue  as  a  result  of  possible 
binding  or  cracking.  On  the  other  hand, 
if  the  studs  were  screwed  alternately,  little 
by  lit  tie,  but  no  care  given  to  the  relative 
number  of  turns  given  to  each,  the  eprings 
or  operating  mechanism  would  most  likely 
bear  unevenly  upon  the  disks,  and  a  jerky, 
grabbing  or  slipping  action  of  the  clutch 
would   result. 

♦♦supping  of  Lubricated  Disk  Clutdi* 

When  an  inclosed  disk  clutch  which  nins 
In  oil  has  been  giving  good  service  for  a 
reasonable  length  of  time  and  then  develops 
ft  tendency  to  slip,  or  perhaps  to  take  hold 
too  fiercely,  the  trouble  should  not  be  taken 
immediately  for  an  indication  that  the 
clutch  is  in  need  of  adjustment.  Before 
altering  the  adjustment  of  a  clutch  of  this 
type,  one  should  first  drain  out  the  old  oil, 
Fnject  a  pint  or  more  of  kerosene,  preferably 
with  a  squirt  gun,  then  close  the, opening  to 
the  easing,  start  the  engine,  and  with  the 
gear-shifting  lever  in  the  neutral  position, 
operate  the  clutch  pedal  so  the  kerosene 
may  be  thoroughly  distributed  and  the  in- 
ternal mechanism  of  the  clutch  well  rinsed 
and  cleared  of  old  and  sticky  oil.  Then 
drain  the  clutch  casing,  flush  it  out  once 
or  twice  with  fresh,  clean  kerosene,  and  re- 

Intomal  Expanding  CTlutches. 

Internal  .expanding  clatches,  in  which  meUl  sets 
en  metal,  fomptimes  gi\e  trouble  from  the  iQ«UioK 
M  the  meUl  dut  to  the  heat  of  exreasive  nlippiti^. 
ThlA  wilt  lock  the  two  parte  of  th«  clutch  together 
•o  ihat  preiein;  on  the  pedal  will  not  releaee  them. 

To   separate  them,   the  en^ne  mutt  be  stopped 


witn  clean  oil. 


If  after  this  treatment  the  clutch  still 
slipe,  draw  out  a  little  of  the  oil  and  re- 
place the  amount  taken  out  with  kerosene; 
by  thinning  the  oil  this  way  better  contact 
between  the  plates  is  obtained  and  alippiog 
is  reduced.  Unless  the  proper  proportions 
of  oil  and  kerosene  are  known,  the  lubricant 
may  have  to  be  thinned  down  gradually 
untU  the  proper  mixture  is  obtained;  but 
once  found,  the  extra  trouble  is  rewarded  by 
a  fine,  smooth  action. 

Should  It  he  found  slipping  cannot  ha 
eliminated  by  means  of  thinntug  the  lubri- 
cant, then  an  Increased  spring  tension  may 
be  required,  which  can  be  obtained  by 
tightening  or  screwing  up  all  adjusting  studs 
evenly  all  around.  It  is  good  motor  practice 
never  to  disturb  an  adjustment  unless  hav- 
ing  an  absolute  knowledge  of  the  operation 
and  efiPect  of  the  adjustment. 

*^€71utch  Grabs  or  is  Pierce. 
When  a  clutch  of  the  disk  t3^e  running 
in  oil  takes  hold  too  fiercely,  drain  out  the 
oil,  rinse  with  kerosene  as  previously  de- 
scribed, and  refill  to  the  required  amount 
with  clean,  fresh  oil;  if  this  does  not  prove 
a  remedy,  readjust  the  clutch  by  loosening 
all  studs  entirely  and  then  tightening  them 
until  best  action  Is  obtained. 

When  clutch  is  new,  there  may  be  a  slight 
tendency  to  slip,  owing  to  the  stilEness  of 
the  fabric  with  which  the  driving  disks  are 
lined.  No  adjustment  of  the  spring  is  neces- 
sary to  regulate  this  condition,  as  it  will 
entirely  disappear  after  the  car  has  been  in 
use  a  short  time,  therefore  don^t  be  too 
hasty  in  making  adjustments. 

♦The  Single  Plate  Clutch. 
Is  the  type  of  clutch  which  is  most  gen- 
generally  used.     This  type  runs  dry  and  is 
the  simplest  of  all  clutches,  see  page  42  and 
page  668, 

tE«pUclng  Clutch  Springs. 

In  replacing  a  series  of  springs,  such  as 
clutch  springs,  it  is  usually  advisable  to 
compress  the  spring  in  a 
vise  and  then  hold  it  in 
this  position  until  it  is 
put  in  place  on  the  car. 
Under  certain  circum- 
stances the  device  shown 
will  be  found  very  con- 
venient. It  holds  the 
spring  by  friction,  and 
consists    merely    of    two 

clamping   rings.     As  soon 

as  the  spruig  is  in  place  the  retaining  screws 
are  loosened  and  the  tool  is  removed. 


m^^ 


and  the  hifh  ipeed  fear  engaffed.  The  ur  ■hoo.ld 
Ibeo  be  puehed  forward  and  backward  hy  batid. 
which  will  jerk    the  clutch   and  release  it. 

The  lame  trouble  ocraiioDAlIj  cornea  with  fric- 
tion cone  clatchet  that  are  ioo  fierce,  aad  they 
mmf  be  separated  In  the  same  manner. 


•See  pacee  543  aod  545  for  typw  of  ctntcbee  uied  on  dllFereot  can;  pare  6^0  Hadaoo :  40  for  OadtlUc 

r\iiich  and  pastt  42,  668  for  iin^Ie  plate  elutch.  See  pa^  667  for  Reo  clutch,  pa^ei  666,  f»S2,  Dodge, 

aeUvosJ  eaoM  of  illppln^  of  Inbrfcaied  dl^k  type  clutch  la   dae  to   improper   clutch    fpring  or  chitch 

p^a I   linkage   adjnitinrnt    which   prf^rentt   rinteh    platra    front    eofa^ng.     If    thii    tjpc    clutch    drm^. 


ft  is  likely  due  to  oil  hUng  too  thick, 
rpricf  adjustment.  See  psfes  668,  84 
pacei  666  and  931  for  Dod^e  dutch. 


f  -  If  It  ftaba;    likelj    due    to    Uck    of   oil    or    improper   clutch 

rpr^Df  adjuslipent.     Seo  psfes  668,  842  for  adjustments  and  troables  of  a  dry  dlJk  type  clutch.    8e« 


A 


■ii^BiiHiai»ii£M 


664 


DYKE'S  INSTRUCTION  NUMBEB  FORTY-SLX-A. 


Oherrolcl  *U00**   c\nteh 


^H  ETldsnct  of  TroaU«. 

^^1  1-A    he»T7    gruidins    aoUe   when   the    elatch    b   re- 

^^1  lemned.     Thii  it  aanmllj  csnied  hj  worn  or  broken 

^H  balift  in  the  elutch  tUrutt  be«riDg. 

^H  2-Actual  failure  of  th«  pedal  to  release  or  move  th« 


clutch  or  to  come  back  into  poiition  when  pushed 
»ot:  Thii  indicatee  that  tne  clutch  eprine  r«* 
tainlnf  pluc  hat  bocome  untoldered  and  haa  tin- 
acrewed  from  the  clutch  hub. 
3-Exceaaire  attppinff  of  tho  clutch,  thai  cannot  b© 
cured  either  by  application  of  Neat' a  foot  oil*  if 
dry,  or  Fnllor'i  earth,  if  ilippery. 
Tho  first  necetiitatei  a  complete  removal  of  the 
clutch,  together  with  the  flywheel  and  anchor 
Btud;  the  aecond  a  removal  of  the  clutch  bub, 
ftnd  tb«  third  the  removal  of  the  hub  and  clutch. 

FroG«4iir«* 

I'-RemoTe  floorboards. 

S-RamoTO  wirinf  running  from  battery  to  atarter, 

a-Remova  the  three  bolts  holding  Vbraee  to  engino 
base  and  gearbox  support  and  removo  the  V- 
braee. 

4-Disconoecl  brake  rods  from  pedals. 

ft-Remove  bolts  holding  clutch  release  shaft  to 
gearbox  support  and  remove  clutch  release  cro%m 
shaft,    together  with   pedals. 

0>Remove  bolts  on  rear  clutch  hub  drive  ring, 

7-H«move  the  four  bolta  holding  gearbox  to  gear- 
box side  arma.  (Oare  should  be  taken  in  remov- 
ing the  shims  under  the  gearbox,  so  they  may  be 
replaced  in  the  same  position.) 

8-Ramove  one  bolt  holding  the  loft  gearbox  sld« 
arm  (on  the  pedal  side)  to  engine.  (This  per- 
mits iha  gearbox  tide  ana  to  spring  to  ona 
side    in   removing   the   gearbox.) 

t~Lift  gearbox  up  and -slide  it  forward.  It  may 
theii  be  removed  from  the  chasfis.  (A  jack 
should  be  placed  beneath  the  propeller  shaft  to 
hold  it  in  place  when  the  gearbox  has  been  re- 
moved.    In    some   cars   it  is   necessary  to  apring 


the  gearbox  arms  ai>art  or  to  fore*  the 
out  with  a  jack.) 

10-Tum  the  flywheel  until  tb«  hole  patting  throagh 
the  clutch  hub  is  at  the  top,  and  the  elotch 
ipring  retaining  pin  ia  in  tine  with  the  hole, 

il»Using  either  the  compressor  shown  in  flg,  1  at 
lA;  compress  tha  clutch  spring,  Tha  elatfk 
spring  retaining  pin  wiil  usually  drop  o«l  wbai 
over  the  bole  in  the  bousing;  but,  if  not,  mi^  ba 
driven  out  with  a  drift  and  hammer, 

1£-Draw   clutch   spring  out, 

IS^Remove  bolts  holding  clutch  bob  to  datch 
•pider,  and  remove  clutch  hub.  (This  It  »oat»- 
sary,  aa  the  hub  would  otberwis«  iaterfere  wboi 
removing  the  clutch.) 

14-Full  clutch  out.  (This  will  Uke  aoma  litSla 
effort,  as  the  gearbox  arms  squeete  onto  the 
clutch  and  must  be  sprung.  Bui  it  can  bs 
pulled    out,) 

IC^Removo  nuts  holding  flywheel  to  crankahafl 
flango  and  with  a  bar  loosen  flywheel  and  re* 
move,  (It  is  advisable  to  mark  tbo  position  of 
flywheel  on  the  flange  so  it  may  be  replaced  la 
the  same  relative  position.) 

Ift-Remove  flywheel  together  with  clutch  sprtag 
anchor  stud  and  place  tn  on  two  boards  natlsd 
to   the   bench, 

17-Separat«  aU  parte  and  clean  with  gaaoliso  and 
wnste. 

dutch  Troubles. 
Clutches  of  this  typo  give  but  little  trouble  If 
properly  used  aud  the  necettity  for  relining  la  only 
occasional.  If  aUppUig  haa  been  experienced  and 
the  leather  is  damp,  it  is  usually  becauaa  it  his 
beta  aoaked  with  mineral  oil.  This  may  ba  re* 
moved  by  cleaning  the  leather  with  gmaoiine,  after 
which  Neat's  foot  oil  should  be  applied  to  kaep  tbt 
leather  flexible. 

Grabbing,     Though  a  dry  clutch  will  r, "t 

cause  slipping  it  more  usually  cauaaa    ' 
Unless   the   leather  is  burned,   or  worn  ; 

be  restored  by  roughing  the  aurfaea  siij^auj  wita 
emery  paper,  and  then  dressing  it  with  Keat'i 
foot  oil. 

Another  caaia  of  m  sticking  dnteh  ia  protmdiag 
rivets,  and  these  should  again  be  aet  beneaib  the 
surface  of  the  leather,  A  small  shoulder  wfll  all0 
cause  trouble,  and  this  should  be  scraped  or  filed 
down. 

A  new  leather  should  never  be  fitted  unlase  it  ia 
absolutely  certain  that  the  old  leather  cannot  tt 
reclaimed. 

If  re  lining  the  clutch  is  imparaiiv#,  ft  ta  beat 
to  obtain  the  new  lining  from  tha  makers.  If  tkia 
is  not  axped'ant,  the  old  lining  should  be  cara< 
fnlly  removed  and  used  as  a  pattern  for  cutting  the 
new  lining.  The  new  leather  should  ba  much 
thicker  than  the  old  lining  and  of  uniform  thickneei. 

The  moat  esBential  point  in  fitting  the  ne* 
leather  is  to  have  it  fit  tight  and  true  to  the  cons. 

If  the  clutch  baa  bean  ralinad  it  will  tiot  work 
parfectly  until  it  haa  been  worked  ini,  Thia  usually 
takea  aome  time  and  during  that  period  should  re* 
ceive  frequent  applications  of  Neat* a  foot  oil, 

.To  Fit  a  Vtm  Leaiber, 
1-Soak  the  leather  in  water, 
2-Secure    one    end    of    the    leather    to    the 

one   copper   rivet    (rough   side  out.) 

(Never    use    anything    but    coppev    riveia: 

metals    will   score   the   metal   clutch    faciog;) 
8-With    only    about    three-quarters    of    th«    laatbar 

on  the  cone,  pin  the  other  end  to  the  eon*  by  a 

rivet,     (see  fig,  3.) 
4-Porce  the  leather  up  into  the  eone.     It  abouti  Al 

evenly  and  with  uniform  teosioo. 
&-Drill  and  countersink  the  rival  bolas. 
«-Bivei  the  leather  in  place.     Be  eertfio   ihat  iba 

rivet   heeds   are    8*32    in.    below   the    leather   asd 

well  beaded   on   tho  inner   side. 
7-AUo%r  tho  leather  to  dry  slowly.     It  will   oihar* 

wifie    shrink     too    much    and    expose    riveta.       A 

coarse  file  may  be  used  to  remove  the  high  ipola. 
— Oootlnued    nazl    p«gii 


k 


CHA&T  NO.  20a — A  Cone  Clntcli  Bepair — Ohj&reolet  *'490"  aa  an  Bxample — see  charts  229  to  13S 
for  types  of  clutches  used  oa  different  cars. (see  pages  671  and  672  for  Chevrolet  trAnsmiadia 
and  rear  axle  adjustment,) 

SiMt  of  piBttm  ring  ou  ''Chevrolet  490"  engioa  is  ^W*^^**.     Sea  page  607  for  other  pislou  ring  aises. 


666 


DYKE'S  INSTEUCTION  NUMBER  FORTY-SIX-A. 


i 


Overland  Cltttcti. 

rig*  19.  Cone  typ«,  leather  faced.  01tttc]i  laaaion 
U  fey  S  f^owerful  KprmgM.  per  flf.  3,  pttj^e  047  and 
flg.    17*    pftg«    €00.     Tq    T«aiov9    ipnagB    use    pn% 

[»er  pa^e  047.  To 
incrsaae  iprlng 
t«Daloa.  torn 
nutt  in.  Each 
not  to  b?  turned 
■  a  m  e  amonnt. 
Cue:  tarn  freaae 
eupa  down  ouc« 
a  week  and  keep 
aupplied  with  oiL 
O  1 1  ban-thruit 
bearing  every 
600  milea.  which 
can  be  e  a  •  i  I  7 
r«aebiHl  hj  oil 
can  to  lide  of 
clutch  apokes. 


ClUTCH  BRAKE 
CLUtCH  ROLirRS 

YOKE 


060.  047. 


\ 


*I>adgo  Cone  Clutch  and  TransmisslaQ. 

Flf.   4.     To    Adjust    duUli:     Remove    cover    plasft 

loo»en  clamp  acrew  on  clutch  adiuatinic  oat  aa4 
turn  up  clutch  iprias  adiQatine  out  (juat  hele* 
clutch  **throwoot'  fork)  with  a  acrew  drirer  ha* 
til  lufficient  compreaiioa.  Then  tij^hteQ  a<ir«w« 
Oifo:  keep  clutch  yoke  rrease  tube  dlled  and.  bi 
Bure  it  doee  not  clog.  Keep  drain  hole  in  bottovi 
of  clutch  houiiofi"  free  ao  oil  cannot  aceumulete  ea 
clutch  Ifutber.  Tarn  greaae  cup  down  ofteoi,  ii 
"clutch'throw-out.** 

TrMiimUalofi  inbrlcatlon:  U«e  1  part  medium  jrvaat 
and  2  parte  60QW  steam  cylinder  oil  sad  up  to  H* 
of  main  ihaft — aee  page  670. 

*Dodge  Dry  Disc  CHnteli. 
There  are  7  dlaca  held  iogetber  by  a  h9tkvj  apftai 
(6,  fig.  A,  page  931).  The  4  dltvlsg  dUra  (9) 
(covered  with  wire  woven  aabeitoa),  are  lupporiei 
on  6  pioa  (3),  pretaed  and  riveted  into  fly  wheel 
The  3  drlTen  difct  (8)  (plain),  are  carried  on  I 
pint  (7)  riveted  to  clutch  spkler  (4)  which  la 
keyed  on  clutch  shaft  (32>.  Fly  whoi'l  ptna  (S) 
are  located  outilde,  or  above  the  clutch  eptder  piaa 
(7h  to  that  they  can  turn  independent  of  the  eluieh 
apMer  pine  when  clutch  i»  diiiengaged.  Ai)  ditci 
VtyHtEv. 


G€A«    aM.cv 


no  A 


-nvity. 


Wttf  al  Oatrlki 
jp^  J<«rirt    *m     JOB 
■^      miltt     Bin*** 
ClarcH    CoHms 
»m»f   tT«m  OuKh 

<imn  ml  C  r ■  t  <  i 

PHaI    h    It    ftvi 

at*    UrtiMT    mp 


Bo     not     Blip     the 

clutch  except  when 

ahsolntelj 

■ary  and   then   only 

when    you    know    it        ^ _ 

hai  aafficient  luhri- 

cation  to  itand  it.  If  you  feel  that  yon  must  do  so, 
owin^  to  tack  of  confldeDee  in  your  ability  to  handle 
the  car  throush  congested  traffic,  remember  that  the 
lohrication  of  Ui«  ihrowotit  coUir  wtU  need  more 
tre^tieni  attention. 


^OlfTTh  SR«K(j  AUl/STlWi  mi 


are  free  to  slide  upoo  their  supportiof  pian  »»« 
are  held  together  by  the  clutch  apring  (0)  wb« 
clutch   is    *'in.'* 

To  tightati  dalch  spring ;  compress  enough  to  alUrv 
split  washer  (see  fig.  1,  page  032),  which  fits  Imti 
one  of  three  grooves  cut  on  clutch  shaft,  to  b« 
moved  forward  to  the  next  groove.  The  two  halvsA 
of  this  washer  muet  fit  securely  into  groore  90  thai 
clutch  apring  rear  retainer  fits  anugly  around  II. 
Care;  Keep  foot  o(f  clutch  pedal  except  when  nsel 
otherwiae  oisc  facings  and  balJ-bearing  throw-ovt 
will  wear  excessively.  Do  not  alip  clutch  Qnaee«a- 
aarily,  as  thin  causea  fabric  to  become  glased  as^ 
slip.  Keep  drain  in  bottum  of  clutch  housing  opstt* 
LnbrLcate  ball  bMilng  clutch  ralMaa  (12)  by  keep* 
ing  grease  cup.  located  on  the  toe  bo&rd  to  the 
right  of  the  accelerator  pedal,  well  filled  and  givs 
it  one  complete  turn  every  100  milea.  Make  aart 
that  the  clutch  release  grease  tube  (S4.  fig.  Jl 
page   931),    it    tightly    connected    and    unot>atr«ct<l. 

Hudson  Clutcli. 
ng.  20 — Hudson  dutch  it  the  lubricated  disk,  t^^ 
insert    type. 

Betiewlng  the  oil  and  lubrlcAtlng  the  cltitch  ihivw* 
out  collar  are  the  only  Attentions  neceesaxy^ 
Tlte  fact  that  the  cork  inserts  become  taturaled 
with  oil  makes  it  comparatively  difficuU  t«  ab«as 
this  clutch  as  compared  with  other  typea,  Hewe^ar. 
its  action  will  be  affected  if  Instructiona  la  T«gaf4 
to  the  quality  and  quantity  of  lubricatti  are  sol 
■trlctly  adhered  to.  Never  put  more  than  a  half 
pint  or  mixture  in  at  one  time.  Always  drain  thi 
clutch  to  remove  the  used  oil  before  filling  In  tMI 
fresh  oil.  Half  kerosene  and  half  good  «agla»  m 
Cflntch  adjustment  (tee  fig.  20),  sliouid  be  Ins] 
occasionally. 


0HABT  KG.  li&65^Bxamplea  of  Cone  Clutch   and  Disc  Clutcli  AdjnstmtntB. 

*T2i9  am  60,00(y  Dodge  cmn  tised  the  *'cone'*  clutch  as  aboTe.     Later  cArs  ate  disc  dntc^,  dry  lypt 

0/  4  dfiviag  and  3  driven  members.     See  pAg*  9^1,  610   ftu4  liaifc«i  'ii^i.  \.     See  page  (i«9,  Dodg«  Brake 


m 


N 


l-fiUi^plJiC  clutdi:  Tfaii  ii  often  »uied  b^  Uek  of 
proper  rle^rftnce  between  tb«  clalcb  opening  ftn- 
§VTt  and  th«  release  pUt«.  Thii  cleafftnce  thotild 
B«T«r  be  left!  itiao  Vie  or  &ior«  fcbaa  H  Inch, 
whta  tbe  cluteb  is  In.  Tbit  necssiitstet  sn  md- 
juitmsnt  of  th«  cluUb  opening  flng«r«.  (sea  e latch 
ftdjaitroent  b«low,) 

Anotbsr  esuse  of  slippinf  eloleb  li  too  little  tpn^ 
■ion  on  the  clutch  springs,  contsL&ed  in  recessee 
in  the  flywheel,  si  shown  in  flg.  2.  The  nuts  on 
the  engine  end  should  be  tifhtened  enough  to 
prsTent  the  clutch  from  tlipptog,  but  not  enough 
to  mske  the  pedsl  difficult  to  operate.  Kerer 
tighten  the  clutch  spring  not*  until  the  release 
flngers  have  been  sdjuftsd  to  the  proper  clearance. 
Neither  of  the  above  adjustoients  will  have  any 
,  effect  if  the  litiing  on  the  diiki  are  worn  ao  thin 
that  the  clutch  eating  leata  on  the  flywheel,  ae 
■hown  in  fig,  3.  at  A  and  B.  When  worn  thus,  the 
clutch  muit   be  removed. 

Continual  slipping  came  the  disks  ^  get  very  hot, 
warping  the  steel  disks,  at  shown  in  fig.  1,  and 
raising  the  rivets  on  the  lined  disks  to  that  thej 
eauie  the  clutch  to  chatter,  with  the  possibility 
of  troovisg  the  disk  and  giving  them  a  per- 
manent warp. 

S-HoiUy  clutch — partlcaUrly  wbta  rdeiBed:  This 
is  due  to  worn  clutch  thrust  bearing,  (iee  flg  B.) 
A  removal  of  the  clutch  snd  replacetuent  of  tho 
bearing  is  necessary. 


^  To  BamoTo  tbo^  Olntdi* 

I^I^Remove  floor  boards. 
H^S^Remove  starter  driving  chain. 
n     S->Rtmovo  tb«  two  batt«r7  wires  running  to  iiartfof 
11         anotor. 

[I     4-Afler  removing  the  two  bolts  holding  the  right  end 
II  of  the  starter,  snd  the  single  bolt  at  the  left  end, 

remove  starting  motor. 
ft-Rtmovs  short  drive  shaft,  with  its  unlverssls,  that 

connect  clutch  and  gearboii. 
#-Be0iove  brake  roda. 
T-It««90ve    bolts   on    clutch    cross    shaft   and    spring 

It  np. 
S-Rsmove  clutch  cross  shaft. 
9*R«iBore  the  nnts  that  hold  the  clutch  spring  bolts 

at  the  remr  of  the  fiywheeU     Remove  bolts. 
10— Pull  clutch  out  and  remove  from  frame. 
11-Place  dutch  ring  assembly  en  b«nch  with  elatch 
rings  up. 

12— Remove  snap  ring  and   then  remove  all   frtctiou 

ring!. 

(Kote  how  the  rings  are  removed  that  they  may 

sgsin  be  built  np  in  the  proper  leqaence.) 
IS-Olean  all  parts  with  gssollne  snd  scrspe  out  the 

slutch  ring  recesies  both  oa  the  flywheel  and  the 

olnteb  hub, 

The  Repair. 
If  asbestos  faces  of  the  dl»ks  are  worn  they  mutt 
b«  replaced.    The  split  rivets  holding  ihem  should 


bo  opened  down  below  the  surface,  if  |b«  flaeiaf 

does  not  have  to  be  renewed. 
1-To  replace  facing:     Out  off  heads  of  old  rivots. 

taking  care  that  the  disks  are  not  sprung  oat  of 

shape. 
2"Examine  each  disk  to  see  that  it  is  not  iprong;  or 

warped  out  of  shape,  and  note  whether  the  steel 

di«ks  are  grooved.     If  either  is  the  esse  the  disks 

muit  be  replaced. 
S'-Using  each  disk  as  a  template,  drill  the  rivet  holoe 

in  its  new  facings.  Countersink  the  facings  sUghtl^ 

for  the  rivet  heads. 

(The  new  fsetngs  can  best  be  obtained  from  the 

car  makers,  and  this  should  be  done  if  possible.} 
4— Using   solid    co]>per   rivets,    rivet    the    new    facing 

to  the  disk. 
5-Exsmin«   ball    and   roller    bearings    of    tha   elatek 

for   wear   and    the   clutch    bushing  tor    looieiiess. 

Replace  with  new  ones,  if  any  amount  of  wear  it 

evident. 
6— 0se   little   grease    in   sasembling   the  beArings,    if 

the  clutch  must  be  run  dry. 

l-Wbeu  assembling  diftch:  Mske  certain  that  tha 
rings  are  inserted  in  proper  relation  to  each  other, 
(An  asbestos  fsced  disk  goes  in  flrst.) 

8— Slide  clutch  back  into  plsce. 

S-Using  clutch  spring  compressor,  as  shown  la 
llg.  2,  replace  nuts  on  clutch  spring  bolts.  Do  801 
tight£>o   these  nuts  yet. 

4— Replace  cftitch  cross  shaft. 

5-Hocoanect  brake  rods. 

fi—Replnce  drive  shaft  and  nniversals. 

7— Replace  starting  motor,  wires  and  driting  chilli 
To  Adjast  ClQtcb. 

I— Adjust  opening  fingers  on  clutch  throwout  collar 
•o  Ihat  they  strike  the  collar  toeethvr.  This  ii 
done  by  loosening  the  damp  bolts,  holding  theiB 
to  the  cross  shaft  and  tapping  them  into  alignmont. 
If  this  is  not  done  the  gears  will  not  shift  raadily. 

2— Adiust  tho  clearance  of  the  opening  flngeri.  This 
is  done  by  looRcning  the  lock  nut  on  the  set 
screw,  as  shown  in  flg.  4.  and  turning  the  screw 
in  to  decrease  the  clearance  atid  out  to  incr*>ase, 
This  screw  should  be  turned  out  until  the  clutch 
release  collar  tpins  easily  on  the  drive  shaft 
when  the  clutch  ia  in. 

^-Tighten  the  nuts  on  the  clutch  springs  at  the 
r^r  of  the  flyvrhe«l,  evenly,  and  until  the  dutch 
does  not  slip.  These  nuts  should  not  be  tifrhtened 
so  that  the  clutch  pedal  works  with  difficulty 

Malntonftaco. 
1-If  the  dutch  starts  to  slip,  adjust  It  at  onee. 
2— tTie  no  oil  on  the  interior  of  the  dutch,  «iespt  at 
placed  in  the  two  oil  openings  in  the  drive  abaft, 
3-Do  not  drive  with  the  foot  on  the  dutch  pedaL 


I 


IfJEABT  NO.  260— Diy  Dlslc  dtttcb  B«pair  and  Aajtistment'-Beo  Flftli  as  an  Sxampla* 

'Motor    World) 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX- A. 


%rr* 


'»tvr 


-Bt^ 


^^t^   *—T**  ««!»» 


,i  kt^,  «  *..,  », 


cgr*' 


ri^  ■>*»•  <iu««ii  ■.■•*  HA|  »■, 


fiorg     and     Beck     Dry 
Disk    Clutch. 


Evidence    of   Troat^lfi. 

l-OrtDdlng  or  clashing  of  the  gears,   eapeeially   the 
first  syeed  geam  wh«o  shifting. 
This  tadtcRten  that  the  fscinj;  of  the  clutnh  brake 
(sve  fig.   1)    is  worn  mud  must  be  Hither  sdjusted 
or  rehnod, 

2-0i>ntlnuAl  slipping  of  tlio  elatch  that  cannot  be 
stopped  bj  draining  and  cleaning  with  guaohne 
or  by  adjustmetit. 

This  may  be  due  to  either  excess  oil  in  the 
clutch  casing  or  to  worn  friction  rings;  the  excess 
oil  may  leak  in  throa^h  the  dam  which  separaiea 
the  front  oil  reservoir  from  the  dywhct'1  case.  The 
transmissioa  must  be  removed  and  the  clutch 
taken  down. 

3-Sllpplng  of  the  clutch,  followed  hj  chatterluc 
uid  gr&bbing.  This  indicates  that  the  asbestos 
frictiou  rinses  are  glazed  sod  should  be  r«placeii« 
requiring  thut  the  clutch  be  removed. 

4«-Actua]  failure  of  the  clotcli  to  operate,  or  ex- 
cessive noise  when  the  clutch  pedal  is  pushed  ont, 
indicating  that  tin?  clutch  spring  or  aurue  uf  tLf; 
operating  members  are  worn  or  broken,  and  hence 
necessitating  a  removal  of  the  clutch. 
(Ordinarily  a  washing  and  adjustment  of  the 
clatcb  will  place  all  parts  in  good  condition. 
Unless  it  is  ponitiTely  indfeeted  that  n  remoril 
is  necessary,  cleaning  and  adjustment  aboutd  al- 
ways take  place  before  tesrint;:  the  clutch  dowoj 
To  Ote&n  the  Clutch. 

l-^Remove  drein   ping  at  bottom  of  clutch  housing. 

2-RemoTe  clutch  inspection  plate. 

3— Loosen  clutch  flange  retaining  bolts  hotdtng 
Oange  to  flywheeL  Do  not  loosen  these  bolts 
more  than  ^  in,;  just  enough  to  allow  the  oil  to 
drain  oat. 

i— Squirt  a  little  gasoline  into  the  crutch,  washing 
out  the  residual  oiU 

6-TigUten  clutch  flange  bolts. 

The  clutch  may  slip  for  a  short  time  until  all  the 
oil  has  been  squeeted  out.  But  if  it  continuea 
to  slip  or  grow  worse  there  must  be  a  leakage 
from  the  crankcase  that  must  be  stopped,  and 
beoce  the  clutch  must  be  taken  down. 


If  clutch  gr&b>:  Take  out  one  of  the  edjastixg 
screws  (see  A.  page  842)  and  apply  »  aiztve 
of  2/3  lubricating  oil,  1/3  kerosene,  throo^  tkii 
hota  with  an  oil  gun.  As  a  rule,  a  bath  otkere» 
sene  is  ell  that  is  neeessary.  Sometimes,  atra^ 
tightening  clutch  spring  will  remedy  the  trevbla. 
If  neither  of  above,  then  see  9,  under  **evido£a 
of  trouble.** 

To  tighten  dutch — see  pages  43  and  842. 

To  Bepalr  Clutch  Brake. 
Thl5  brake  li  designed  to  stop  the  ralnalng  et 
the   dutch    end   to   prevent   geen    rfajhing  vhsB 
shifting.     To  examine: 

X— Press  clutch  pedal  way  down. 

2-Kxamine  brake  and  see  whether  it  eetnally  toaebst 
the  collar  or  not.  If  it  doet  not  loach*  Iks 
transmission  must  be  removed.  Note  bow  far  il 
comes   from   touching. 

3— Remove  gearbox.  This  method  mey  rmrf  wvmt- 
what  in  the  different  cases. 

4— Examine  clutch  brake  friction  band.  If  in  goel 
condition,  it  will  nut  be  necessary  to  tnsUU  a 
new  one,  as  a  metal  washer  placed  betwet*n  it  and 
the  shoulder  on  the  main  drive  pinion  will  raisi 
it  sufficiently  to  touch  the  brake.  The  thlckitsu 
of  this  washer  dt^pends  on  the  dinianre  tfei 
clutch  brake  and  dnngo  were  apart*  as  shown  ia 
6g.  2. 

S^Unscrew  clutch  brake  (this  ia  a  left  hand  thread} 
and  place  the  metal  washer  between  it  end  tbi 
drive  pinion.  It  U  better  to  retine  the  eletsl 
brake  after  washers  amounting  Ut  %  in.  hett 
been  inatalted. 

ft-If  the  clutch  brake  facijig  is  worn  very  thtu  «r« 
glazed  it  should  be  removed  and  a  new  one  rivetsd 
on  iu  its  place.  Copper  rivets  should  be  uieC 
and  they  should  be  countersunk  well  beneath  tks 
surface  of  the  facing,  (see  fig.  6.} 
Providing  the  adjustment  of  the  clutch  U  O.  1. 
and  the  friction  rings  are  in  good  working  eids^ 
the  gear  box  may  now  bo  nssembted. 

To  Remove  Clutch 
Necessitated  by  worn  clutch  rings,  a^tuAt  filliwt 
of  the  dutch  to  operate  or  ooutlnuod  ptwumot 
of  oil  after  repeated  deaninge. 
l-Mark  clutch  cover  and  flywheel  so  that  the  eevsr 
may  he  replaced  exactly  as  removed.  If  lbs 
cover  ibonld  be  replaced  wrong,  the  dnteb  wtJI 
not  operate. 

2-Throw  clutch  out  sod  lock  by  placing  a  block  vt 
wood  (space  block)  as  shown  in  fig.  I. 

3— Remove  clutch  cover  bolts. 

4-Dr*w  clutch  out. 

If  all  working  members  are  in  good  condition  eii4 
not  worn  excessively  new  firietion  rings  shonl4 
ho  slipped  in  place  and  the  clateh  aseemblsd. 
It  may  however,  be  necessary  to  completely  dls* 
mantle  the  clutch  in  order  to  replace  the  ipeiitf 
or  some  worn  member, 

To  Plsraintle  Clateb* 
1-Place  clutch  on  eompreseor,  ahown  in  Ig^  4,  tad 

tighten   the  stud   nuts. 
2-Remove    the    distance    block. 
3-Unscrew    retaining  collar. 

4-R«niove  stud  nuts  of  flg.  4.  pennittiog  cluirh  |e 
come  apart. 

&-&xamine    all    parts    for    wear    end    repUce    wpgm 

parts. 

fl-Reassemble  clutch,  using  compressor  ehewK  IB 
flg.   4. 

7-PIace  distance  block  in  position  end  remove  elalek 

from  compressor. 

8-Place,  friction  ring,  then  clutch  plate  ia  flyvherf, 
followed    by    the    other    friction   ring. 

9-Then  put  the  dutch  assembly  in  place,  raekiaf 
sure  that  the  dowel  pins,  or  set  screwa„  are  ift 
place  on  the  inside  rim  of  the  flywheel,  and  thel 
they  at  into  the  slots  of  the  driving  plate. 

lO-Rf'place  clutch,  cover  bolts,  meklng  sure  tkt 
cover  is  on  the  same  position  as  removed. 

ll-Replace  transmission,  drive  shaft,  etc 

12-0 heck  up  adjustment  of  pedals  and  clutch  ■• 
outlined,  end  see  that  dutch  breke  ie  worklM 
all    right.  ^ 

13-Grea$e  all  parts  and  replace  miecellMieeai 
flttiogs. 


CHABT  NO.  207— Care  and  Bepalr  of  a  Dry  Disk  Type  of  Clutcli— The  Borg  and  Beck  m  uMdesI 
numy  dUIetent  cars-Hiee  page  543»  also  aee  pa^oft  42,  4S  and  842. 

"    (Motor  World) 


*OTerlLaullng  the  Qaar  Set  or  TraosmiBflioiL 


6M 


I 


(1)  stripped  ge&ra;  (2) 
bearingv  worn  permit  ting  shaft  to  drop  out 
of  aligDmeiit  (see  page  732);  (3)  dogs 
worn  and  will  not  catch;  (4)  dripping  oil 
from  gear  box. 

I  The  catiBe  of  dilpping  oil  is  due  to  either 
a  loose  gaj*ket  (fig.  2,  chart  291),  or  to  too 
touch  oil — running  out  at  the  bearing,  or 
worn  felt  gasket  bo  me  times  used.  Carry  the 
oU  level  elightlj  below  the  secondary  shaft. 
The  lower  g^ars  will  splash  oil  to  all  parts — 
seQ  pages  203  to  205<     (Note  Overland  uses 

,  grease— (see  page  670— aee  Dodge  670,  666.) 

I  Causes  of  the  Othcir  Troubles, 

When  dogs  become  worn  (see  part  No.  139, 
page  48),  so  that  they  slip  out  of  engage- 
ment, they  may  be  dressed  up  or  squared 
by  grinding. 

Kolse:  In  gear  boxes  where  shaft  ends 
are  supporter  by  singlo  row  ball  bearings, 
with  no  provision  for  end  throat  and  are 
noisy — ^replace  bearings. 

Odulderable  wear  in  bearings  will  change 
the  distanee  between  centers  of  the  trans- 
mission shaft — replace  bearings. 

DUIicultx  In  shifting  gears:  Three  rea- 
sons: (1)  sticking  or  dragging  clutch 
eaused  by  heavy  oil;  (2)  teeth  of  shifting 
gears  burred;  (3)  considerable  wear  in  bear* 
ings^ — throwing  shaft  out  of  line,  which  also 
eauees  noise. 


End  play — may  be  discovarea  dj  grasping 
the  universal  joint  behind  the  gearset  and 
attempting  to  move  it  forward  or  backward. 
If  looseness  is  found,  adjustment  is  needed. 
If  end  play  is  allowed  to  develop  gears  are 
likely  to  be  stripped. 

To  determine  cause  of  clashing  gears:  f  e* 
move  cover  plate  over  clutch  and,  with  rear 
wheel  jacked  and  car  in  gear,  let  clutch  in 
and  out.  If  clutch  continues  to  spin  after 
it  has  been  thrown  out,  look  to  clutch  brake 
or  too  close  an  adjustment  or  heavy  oil^ — 
causing  gears  to  drag. 

Note:  Don't  allow  a  nut  or  any  chips  of 
metal  to  lodge  in  transmission  case — it  will 
strip  the  gears  if  caught  between  the  t^eth. 
This  also  applies  to  engine  and  differentiaL 

Don*t  use  waste  to  wipe  out  the  interior 
of  a  transmisfiion^it  leaves  lint. 

I^eed  Qear  Batlos, 

The  gear  ratios  on  transmissions  of  threa  1 
speeds  (Y^arner  as  example)  is;  (1st)  speedy 
2.6  to  1;  (Snd)  speed  1.7  to  1;  (8rd)  speed 
1  to  1;  (reverse)  3.4  to  1. 

On  four  spaed  gear  seta  it  is  approximate- 
ly, (Ist)  3.6  to  1;  (2nd),  2.07  to  1;  (3rd} 
1.32  to  1;  (4th)  1  to  1;  reverse  8.9  to  1 
or  6.1  to  1, 

The  average  ratios  will  be  about  as  fol- 
lows: 1st  3.24  to  1;  2Dd  L95  to  1;  3rd  1.19 
to  1;  4th  1  to  1;  reverse  4  to  1. 


Rear  Axle  Pointers. 
The  threo  types  of  rear  axles  in  general      FuU-floating — Same    as     ^floating     except 
use   are  the   Semi-floating,    %    floating  and       that  each   wheel  has  two  bearings   (wheels 
FuU-fieating,  as  explained  on  page  33.  do  not  depend  on  the  shaft  for  alignment.) 


To  find  the  type  used  on  leading  cars,  see 
pages  543  to  546.  On  these  pages,  the 
make  of  axle  as  well  as  the  type  is  given. 
For  the  Ford  axle,  see  supplements.  For  the 
Marmon  axle,  a  %  floating  type,  see  page  32. 


The    8^    A.    B.    distinction   between    the 
three  types  of  axles  is  as  follows: 
r^mi-fioatlng — Inner  ends  of  axle  shafts  are 
carried   by  differential  side  gears   (dif- 

Iferential  carried  on  separate  bearings). 
Outer  ends  of  shafts  are  supported  by 
bearings. 
^.Heating — Inner    ends    of    shafts    earried 
same  as  in  semi-floating.  Outer  ends  of 
shaft   supported    by    the   wheels    (only 
^m  one  bearing  is  used  in  each  wheel). 
V  fPointers  on  Eemoval  of  DifferentiaL** 


Advantages  of  the  aead-floatlng  axis  (by  Packjird 
Motor  Car  Co.)  In  the  fi»>nii-tlofttiD;  ax1«i,  %ht 
wh«o1  hubs  can  be  madti  sliifhtly  Am&ller  sud 
becaaie  of  location  of  beitrmrii,  th«  atr«»t«  in 
rear  axle  «^aa  bo  kept  lower  tban  in  iba  fall* 
floa title  tjpe. 

There  la  a  ilii^ht  tdrantage  also  in  tho  btfai^ 
Lapt,  aa  the  full  floatin^r  typo  have  to  nte  a 
bearing  with  a  BinaU«r  bftU,  slnee  it  moat  fit 
around  the  r^ar  axU  tube.  In  the  semi^floati&f 
tjrpe,  the  b1^a^inJ;  has  a  aroaller  bore»  and  there^ 
fora,  larger  balU  can  b«  mad  aa  il  has  oal|^  to 
fo  over  the  axle  ihaft. 


Another  advantafe  it;  the  rear  wheels  can  b«  | 
more  readily  rumotred  when  replacmenta  are  nee* 
easarj  —  wheels  belnr  replsced  oftencr  thaa 
sbafta.  SfelU  another  adTaatage  claimed  la  that 
of  Inbrlcattoa ;  a*  the  onter  bearings  can  be  lu- 
bricated from  the  iasidc,  snd  an  oil  retainer 
placed  OQ  the  outside,  whilst  the  fnll-doatiof 
type  mast  here  a  separate  supply  of  lubricant  to 
the  rear  wheel  bearings. 


1 


B^moval  of  dliferantlal  In  a  seml-floatlnff  azla 
and  some  ^floating  axles:  the  entire  rear  axle 
assembly  mast  be  removed  from  the  car.  For  in- 
stance,  see  Ford  Initractioti 

Tbe  axle  mmt  be  removed  from  ear,  as  shown 
fai  flg.  It  paga  $75.  The  axle  bominf  la  usually 
divided    in  the   renter. 

After  bousing  sad  wheels  are  remoTed.  the 
AjJa  fa  then  disasaembled  as  sbown  in  figs.  4  and  5. 

fSsBoral  of  diiTttrvntlal  on  all  full -floating  axles 
is  don*  by  withdrawing  the  axle  shafts,  leaving 
|h«  wheels  sapportiog  the  car  and  housing  intact, 
as  explained  on  ^aga  679  (Btudebsker),  The 
differential  can  then  be  drawn  from  rear  of  hous- 
ing by  removing  cover  ptat«  (fi^.  1,  page  677),  or 
drawn  from  front  of  housing  with  drive  shaft. 


To    tbe    full -floa  ting    type    tbe    axle    bousing    la 
seldom   divided   in   the   center. 

How   Axia    Shafts    are   Faateaad« 

Tbe    asml 'floating    axis   shafts   axe   fastened   te 
tha    diflferontlal    by    different    methods.     In    soma 
it   Is  b^  means  of  a  tapered  pin,  and  key,  otberai 
by    split    clamps    which    fit    over    heavy    threadadl 
portion  of   shsft   end;    still   others  by   tbe  use  of  ' 
Woodruff  keys  or  split  washers,  as  p«r  Ford  and 
per  Maxwell    (chart   273,    fig.   5.) 

The  fnll'floatlug  axle  fthaft  is  not  fastened  bnl.. 
ia  cither  square  or  "spUned/*  8pUnea  take  the-j 
place  of  kejways.   see  Hg.  7.  paga  680. 

BemoTal  of  WHoeli, 
For   removal   of  wheels    see   paga   675*     Pi&lOB 
adjuttmenta  etc.,  see  pages  678  to  670. 


•8ee  psges  5i4  to  546,   •*SpecifiefttionH  of  Leading  Q%ra/*   for  typ"  ©^  axles,  gearsetn,  etc,  on  leading 
ear*-     ••8^©  por*?  749>  for  the  M  &  S  locking  differantia].     tSi***   »l#o.   paipo  932    for  the   Dndca  t\\\\ 
floating  axle.     tS*^e  pA^e  5H3  for  replacing  a  ring  gear  on  a  dt(t«i«oAU\  »jR«t  ^u%  ta^^^w  <»V  ut^lel  va&% 
In  rMT  tslo  bousing . 


m 


DYKE'S  INSTRUCTION  NUMBEE  FOBTY-SLX-A. 


— eoatiancd  from  Ohmti  3t9. 

lb*  g«Ar  flu  tbe  Uper  on  the  ihaft  aaoflf  ftod  at 
ftll  polnti.  AlwavB,  bofar«  puttiuf  tbia  new  pinioa 
on  ib«  thaft,  remove  Uio  cotter  pin  boldlof  tae  ftd- 
Jutting  nut  and  turn  the*  nut  bank  two  or  threa 
tnma.  Ai  it  ii  impotaible  to  maehimo  two  taper«d 
holes  exactly  alike,  one  gear  may  "go  on'*  a  little 
farther  than  the  other,  ho  if  the  adjnatment  were 
not  changed  the  gear  would  "thoulder"  agtinit 
the  hearing  before  obtaiDing  a  good  aaat  on  ih« 
Ak»ft. 

It  ii  a  good  plan  to  "try"  th«  flt  of  the  fear 
on  the  abaft  before  finally  aafletnbllog.  The  best 
way  it  to  iecure  a  little  FruiiUn  bine  end  epreied 
it  thin!y  around  the  bore  of  the  gear.  Preae  the 
gear  on  the  ehaft,  then  remore  and  note  the  marka 
made  on  the  ahaft.  If  the  *'boarmg"  is  nueren 
amear  a  litUe  valre  grinding  compound  en  the 
ahftft  and  with  a  reciprocating  motion  * 'grind'* 
the  tttu.r  to  its  seat.  Much  dppenda  upon  eecuring 
e  good  mug  flt,  io  ttvke  your  time,  as  it  ii  a  good 
ineurance  againit  roadside  repaire.  After  having  ae- 
cnred  a  good  flt,  securely  lock  the  nut  and  ipreftd  the 
eotter  pin.  Before  flttliig  the  gear  exajnlne  the  key. 
If  thfa  ie  looae  in  the  shaft  or  worn  replace  it  with 
a  new  one.  The  adjuating  nut  ahould  then  he  set 
up  and  securely  looked  with  a  coUer  pin.  Care 
must  be  need  not  to  get  the  adjustment  t«o  tight; 
however,  it  ahotild  be  snug.  If  the  hole»  for 
4*otter  pin  will  not  "line  op"  without  getting  the 
bearing  too  tight  or  too  looae,  make  a  washer  of 
tin  or  brass  and  Insert  betwen  the  nut  and  center 
thmal  bearing  washer. 

Id  replacing  the  propeller  shAft  and  beftrlngt  in 
the  propeller  shaft  housing  care  must  be  ased  not 
to  crowd  the  bearings.  Be  sure  to  Una  np  the  hole 
in  the  bearing  sleeve  with  the  hole  in  the  housing 
for  the  pinion  shaft  bearing  lock  attid,  ifler  which 
replace   the   stnd. 

How  to  Bemove  Dtfferential  Asaembly. 

Remove  the  propelter  shaft  housing  assembly  and 
rear  wheels.  The  axle  housing  ia  in  two  parts,  right 
and  left,  bolted  together  in  tJle  center.  Remove 
the  bolts  and  slide  the  housings  off  the  shafts. 

The  dilfereDtial  gear  ease  is  in  two  halves  and 
ean  be  separated  by  removing  the  clamping  bolts, 
after  which  the  axle  shafts  with  the  main  shaft 
gears  can  be  withdrawn. 

The  differential  main  shaft  gears  are  keyed  and 
pinned  to  the  axle  shafts.  After  removing  the  pLna 
the  gears  can  be  preseed  off  the  shafts. 

In  TOftsiembUiig  tbe  dUfareotlil  be  sure  that  the 
two  flbre  thrust  washers  are  fitted  into  the  re- 
cessed ends  of  the  main  shaft  gears  .  (see  flg.  5, 
chart  278.)  Alter  tightening  the  clamping  bolta 
he  snre  to  lock  tbem  with  a  wire  passing  through 
holee  tn  their  heads. 


Before  sliding  the  axle  bonainrs  bac^  pu  II» 
shafts,  examine  the  differential  thmet  betarisgi.  If 
they  are  worn  or  roughened,  replace  thee,  ae  thsas 
must  be  in  good  condition,  otherwiea  there  is  4ut 
ger  of  broken  gears. 

Once  mrtKj  flOOO  mllsa  tl  1b  a  food  plan  to  tm 
tlie  thmst  bearings.  To  do  this  jack  up  the  rear 
of  tbe  car  so  that  the  wheels  ele&r  ttte  greoni 
Or  asp  the  wheel  and  push  in  ^ad  pall  oak  If  nf 
play  exists  it  repreeetits  the  amoonl  of  waaf  es  Us 
thrust  bearings.  If  this  is  more  than  Us  of  as 
inch  tbe  aile  must  be  disassembled  and  new  tknut 
bearings  installed. 

After  tbe  axle  le  uiemUed  removo  Ulo  Site  |l«i 
and  potLT  oil  Into  the  hottalns  itntO  tl  nai 
out  of  the  filler  plag  hole.  No.  600W  steam  cjUnd* 
oil  is  the  beet  for  summer  use  and  light  gflteJM 
oil  for  free  king  weather. 


Before  connecting  the  AXle  with  ftho 
psck  the  nniversal  joint  with  cap  greaee. 

How  to  RemOTO  tho  UnlTOrsal  Joint 

With  the  axle  removed  from  under  the  car,  takt 
out  the  five  cap  screws  holding  the  Joint  bi^l  rif 
tainer  collar  and  pul!  the  ball  joint  from  the  socket. 
Remove  the  four  clamp  screws  holding  the  two  nai 
versa!  Joint  rings  together  (fig.  34 >  and  separ«t« 
the  rings.  The  nut  holding  the  universal  joint  yoke 
to  the  transmission  shaft  can  then  be  removed  and 
tbe  yoke  pulled  off  the  shaft. 

How  to  Adjust  ClidTrotet  Brakfls. 

It  is  important  that  tho  brakes  be  adjit«t«4 
evenly,  that  Is,  that  when  applied  both  grip  ths 
brake  drums  with  the  same  pressure  and  at  the 
same   time. 

The  rods  connecting  the  foot  podAlt  with  Ihs 
brake  shaft  on  the  propeller  shaft  honning  an 
provided  with  tnrabaeklet.  (Bee  flf.  10,  chArt  264.) 
By  turning  these  the  rods  can  be  thorteaed  or 
lengthened,  which  in  turn  tightens  or  looeens  ths 
brake  bands. 

Caution:  Do  not  adjust  the  brakea  loo  ti^hi 
otherwise  they  will  "drag/*  using  op  power  fsd 
wearing  out  the  brake  linings  in  a  very  ehort  Um^ 

Should  one  brake  "grab**  or  take  hold  too  onlek- 
ly,  remove  the  brake  operating  cable  joke  pta  M 
that  side  and  shorten  the  cables  by  eerewliic  vp  1k§ 

yoke  ends. 

Oare  should  be  taken  to  see  that  both  brmkos  art 
adjusted  alike  as  serious  harm  will  refmlt  ft  eos 
wheel  does  all  or  most  of  the  braking;  it  irill  eaoae 
the  car  to  skid  more  easily  and  canae  exesaive  wear 
on  the  tire.  It  also  pnts  an  undue  ■  I  rain  on  lio 
axle  parte. 


OBABT  NO.  270 — Bear  Axle  {%  floating  type)   and   Dlfferontial— How   to   &emOT« 
Pasta— Oiievrolet   *M90*'   as  an  example. 
ChMTi  No.   371   omitted    (error   in   numbering). 


♦Adjusting  Tlmken  Keiwr  Axle— Type  Indicated  Below.  f7B 

There  are  three  conditions  that  make  adjustment  of  gears  advisable.  These  are:  1 — Ob- 
jectionable noise;  2 — Excessive  backlash;  3— liooseness  between  the  bearings  on  the  pinion 
ihaft  or  at  the  dlfTerentiaJ. 

Ist. — To  eliminate  noise,  loosen  nut  No.  1  at  *'A*'  nml  then  loosen  nut  No.  2.  Bemovt 
tbe  cover  at  "B''  and  looseo  clamp  bolt  No.  4.  Turn  the  slotted  ailjusting  cup  towards  the 
left,  one  notch  and  tighten  up  nut  No»  2,  then  nut  No.  1  just  enough  to  let  the  shaft  run 
freely  without  end  plar.  If  this  lessens  the  noise,  loosen  nuts  No.  1  and  No.  2  and  turn 
idjusting  cap  aoolher  notch  and  repea'  this  operation  until  quietest  point  is  found.  If  noiee 
increases,  adjust  in  opposite  direction.  When  hnal  adjustnient  is  made  so  that  pinion  shaft 
has  no  end  plar,  back  off  nut  No.  2  onequarter  turn  and  tighten  up  on  nut  No.  1,  Bend 
washer  over  one  dat  of  each  nut,  tighten  up  clamp  bolt  No.  4  and  replace  cover. 

2nd— To  Uke  up  backlash,  back  adjuBting  ring  at  **T>'*  towards  differential,  (in  order 
to  allow  the  whole  unit  to  slide  to  the  right)  and  turn  ring  at  *'C*'  against  bearing  cap 
which  will  force  gear  towards  pinion.  Thf?9e  rings  have  right  hand  threacj.  Before  turning 
rings,  loosen  cap  screws  in  bearing  eap  one-half  turn  after  removing  locking  wires,  (see  chart 
272-A.)  Proper  amount  of  backlash  should 
be  approximately  .005''  or  barelv  perceptible 
looseness^  when  proper  adjustment  is  made 
mmke  certain  that  locking  pins  are  back  iti 
ilots  of  rings,  tighten  cap  screws  and  replace 
locking  wires. 

8rd — To  take  up  looseness  in  bearings  on 
pinion  shafts  loosen  nut  No.  1,  tighten  up  cm 
nnt  No.  2  enough  to  let  shaft  run  free  without 
end  play,  back  off  one-quarter  tnrn  and  tigh- 
ten up  nut  No.  1.     If  noisj  gears  result,  pro- 
eeed  as  in  paragraph  No.  1,     For  taking  up 
looseness   in    differential 
bearings,     adjust     rings 
*'C'*    and    *'D"    away 
from    differential    after 
loosening  cap  screws  and 
locking  wires  as  in  para- 
graph   2.      Adjtist    each 
ring     until      differential 
runs    free    without    end 
plaj    and    if    baokdash 
resnlts,     pro- 
ceed   as    in 
paragraph  2. 

ADJUSTINCI 

4ih— If  gears  RING 
are  so  far  out 

of  mesh  that 
no  result  can 
be  obtained 
through  meth- 
od described 
above  or  new  ^ 
fean  have  to  -^"^ 
b€  placed  in 
AZle,  removt' 
peep  bole 
eover  No.  3, 
for  observa 
tion    and    set 


Kg  e  «  r  a    with 
^PSfteks      flush, 

~  aa  a  start 
Lng  point, 
and  proceed 
aa  above. 

These  instruclioua  .apply 
particularly  for  rear  axles 
above  mentioned.  Other  rear 
axlea  made  by  this  company 
differ  slightly  in  construction 
from  these,  but  in  a  general 
way  the  method  described 
above  can  be  used  for  other 
axles  also. 

OBABT  KO.  272— Adjustment  ^f 
lag  axle,  numbers  5741,  5 


Gears.  Tlmken  Bear  Axles.     Above  applies  to  Timken  fnU-fioat- 
42,  5395.  5396»  538  and  574,     McFarland  (5742);  Hal  (5395); 
T>aniels   (5396);  Dorris  (5396).     (See  chart  2 8 OB,  Adj.  Timken  Bearings). 

Cbsri  Ko.  271  omitt^iJ.   ^rrar  in  iiu«iltrfi«K      'See  nlno.  Dod^c*    Frill    rionlinc   Axle,   v*e<"   "iVl.     ^^«.  ^v***  ^^'^^  "^^^^ 
to  rivet  a  rtng  fsar  (the  Urge  hfx^l  gcjtr  on  ilffTtfrentialli   la  diftcTenW^V  Ikf^Txit^- 


DYKE'S  INSXaUCTlON  NUMBER  FORTY-SIX-AJ 


Adjusting  Tlmken  E^ar  Axle — Type  Indicated  Below. 
Tlie  same  conditions  make  adjustment  uecessnry  as  mentioned  in  chart  27 

let — Before  making  adjustments  for  elimination  of  noise  or  backlash,  take  up  ail  looie- 
#,  if  any,  in  bearings.  To  do  this,  remove  bolta  ''A"  and  locking  key  "B."  Tam slotted 
riag  **C'*  towards  right,  while  holding  ring  **D"  in  its  original  position,  until  beariagi 
are  free  from  end  play,  at  the  same  time  allowing  pinion  shaft  to  turn  free.  To  take  ap 
differential  bearings,  remove  locking  wire  in  cap  screws  **L'*  and  loosen  ecrewe  one-kilf 
tnm,  Beleaee  locking  finger  **J*'  and  turn  right  hand  adjusting  ring  *'F'*  towards  diiferen- 
tial  until  bearings  are  free  from  end  play,  at  the  same  time  allowing  differential  to  tnra 
freely. 

2tid— When  adjusting  to  eliminate  noise,  remove  bolts  ''A"  and  locking  key  '*B*'  ai| 
above  and  turn  tinge  **C*'  and  **D'*  one  slot   towards   the   left  and   repeat   until    quieteit! 
point  is  found.     If  noise  increases,  adjust  iu  the  opposite  direction.    Always  turn  rings ''G"| 
and  "D''  together  when  adjusting  for  this  purpose  by  using  a  tool  broad  enough  to  engafi 
•lots  in  both  rings. 

Srd — When  adjnstlng  to  take  up  backlash  in  gears*  remove  wire  and  loosen  cap  screws 
"K"  "L'»  one  half  turn.  Release  locking  fingers  '^H"  *'J/'  Back  adjusting  ring  '*r" 
away  from  dilferentisi  and  turn  adjusting  ring  '*E"  towards  differential  (right  hand  thread 
on  both)  until  gear  is  forced  towards  pinion  ^«>  that  it  baa  aboni  .006  inch  backlash  or  barely 
perceptible  looseness. 

If  gears  are  so  far  ont  of  mesh  that  no  results  can  be  obtained  through  method  described  | 
aborei,  or  new  gears  have  to  he  placed  in  axle,  rf^move  peep  hole  plug  "G''  for  observatioa,  | 
and  set  gears  with  backs  flush,  as  a  starting  point*  and  proceed  again  as  above. 

If  noise  results  from  taking  up  loose  hearings,  proceed  as  in  2nd  and  3rd  paragraphs. 

After  tnifc^iHi^^  adjnit- 
EiOHT  ments  make  eure  that  all 
locking  keys,  cotters, 
wireSj  etc.,  are  replaced 
and  all  bolts  and  cap 
screws  properly  draws 
up.  If  running  a  car  to 
try  effect  of  any  adjust- 
ments, all  bolts  and  cap 
screws  must  be  properly 
tightened. 

Tba    goATs    ar«    ptopMtf 

adjavted     when:     ani,     Hm 

axle    rtiDs    Qoiettf;     taeonft, 

the   teeth   are   meshinir  ihtir 

entire   leogth   or  ne«rlf  •«; 

third*    therre   it  ft 

iliffht    back     \m»\ 

In  the  i^art. 


Ratio 
i  lS/31  to   I 
Sl/18 

•-7/16 

8S/B 

•  11/14   to    t. 


Ob  tlift  floaltng  axis  tho  stsndard  rstioa 
ara  ••  rolloirt:  all  4H   pitch. 


lo   1.. 
to    1. 


No.  Teeth 

la  Pinioa 

21 

18 

le 

15 

14 


No.  Ttielb 
io  Q«ftr 

65 

55 

55 

55 

55 


OIL   FILIiEE 


On  the  Bflmi-flosllfig  axis  tha  standi 
gaar  ratio  aad  other  epeclicaUoiii  aro  •■ 

fotloura: 

Gesr  ratio,  4^i  to  1;  t*«tli  in  piAioa. 
ti,  teeth  in  gear,  49;  pitch  of  r««r«,  4%: 
trnck.  56  in.;  bah  bolt  holem,  6  tor  U 
ii|>okri;  ipokei,  1%   In. 


OHABT  HO.  272A— Adjtistment  of  CJears  In  Tlmken  Eear  Axles.     Above  applies  to  TimkeD  m 
or  fixed-bub-type  arles,   numbers    5:i30,     5240^     5241,    52D2    and     SSC.     Cadtl 
(5762):  HadflOD   (5241);  Jordan  tS141V»  VV^aVc<itt   (5240)j   Chslmers   (35), 


ADJUSTING  CLUTCHES,  TRANSMISSIONS  AND  AXLES. 


676 


l^l«.  1— Th«  car  is  readily  llft«« 
by  a  chain  block  and  aUng.  On* 
man  can  do  the  worii.  and  th« 
car  la  h«id  without  dangor  of 
falling 


Fig.  »— Bnakago  of  tho  ring  gear 
usually  aprlnga  the  dHTorential 
houaing  flange.  By  catching  the 
entire  housing  in  the  lathe  end 
trueing  ft  up  by  the  eurfae*  (A), 
the  ring  gear  seat  (B)  may  be  re- 
faeed  with  a  light  cut 


pig.  4— The  difrorential  may 
be  most  readily  asaembito 
and  adjusted.  If  caught  in 
the  viae  In  thia  manntr. 
Two  socket  wrenehea  art 
used  to  do  the  work 


rig.  2 — Three  horses  form  . 
able  a>i*  stand,  though  a  special  stand 
could  readily  be  made.  Never  attempt 
to  dismantle  or  aeeembia  a  part  on  the 
floor  but  got  tb«  work  up  where  it  is 
acceeelbie   and   clean 

LPOit  TWtCAM 


Pig.  S— The  feature  of  this  rear  wheel 
puller  la  that  the  acrew  la  hardened 
tool  steel,  loooely  threaded  Into  th^ 
cap.  Th^  endplay  permtta  a  aharp 
blew  on  tho  ecrew  to  loodon  the 
eticlcing  wheel 

BTldance  of  Trouble. 


Fig.  ft— Don't  attempt  to  remove 
the  side  bevel  gear  from  the 
axle  drive  ahaft  until  the  split 
washers  hav*  heen  removed  In 
the    manner    shown 


l-Any  oxoMiiTo  grinding  or  hamming  indicates  thai 
the  gears  are  either  worn,  broken,  or  poorly 
adjaated. 

2— An  intermittent  catch  occurring  perhapa  only 
every  100  mHea.  Thia  indicatea  that  parte  of  one 
or  aoTeral  teeth  are  broken,  and  are  catching 
in   the  geara. 

^Aetnal  failure  of  the  axle  to  operate. 

(Any  of  tbese  neeesaltateB  a  remoral  of  tbe  axle 
from  the  ear,  tearing  down  and  replacement  of 
defectfre   parts   with   readjnstment). 
To  BemoTe  Axle. 

1-Block  front  wheels. 

8— Raiae  rear  of  car  aa  ahown  in  fig.  1. 

8-Diaconneet  brake  rods  at  the  point  of  connection 
to  the  brakes. 

4— Remove  clips  holding  axle  to  aprings. 

S-Draw  axle  and  housing  out  to  the  rear.  The 
driveahaft  slips  out  from  the  uniyersal  and 
must  be  caught  to  prevent  possibility  of  injury 
to  the  splined  end. 

0- Place  the  axle  on  three  horses  arranged  as  shown 
in  fig.  2. 

7-BemoTe  hub  caps. 

t-RemoTO  axle  nuts. 


»r,  and  turn 
•xioo    In    oppoeiu    dirsetlond. 
Tlwy  dlMifM  turn  freoly  all  around 

9-U8iijg    puller    shown    in    fig.    8,    remove    wlieela. 

lO-Remove  torque  tube  and  driveshaft.  8aTe  the 
gasket. 

11-Oatch  the  grease  in  a  pail. 

12-RemoTe  nut  from  one  end  of  axle  tmaa  rod. 

18-RemoTe   differential  houaing   bolta. 

14-Pall  off  the  differential  houaing  haWea. 

16-Place  differential  in  Tiae  aa  ahown  In  flg.  4; 
pnll  cotter  pine  from  bolt  enda  and  remora 
differential  casing  nuta,  allowing  the  two  halTM 
to  come  apart. 

16-RemoTe  aplit  waahers  from  end  by  driTing  the 
gear  down  aa  ahown  in  flg.  5. 

17-Remove  bearinga  and  all  parte,  waah  and  elaaa 
with  gaaoline. 

Ganeral   Bepairs. 

1- After  cleaning  examine  all  parte  for  wear.  Oo 
over  gear  teeth,  to  aee  if  any  are  broken,  or 
worn.  Alao  note  whether  driToahaft  berel  gear 
has  been  wearing  evenly  along  the  teeth.  The 
face  of  the  teeth  should  be  bright  all  over.  Any 
breakage  or  perceptible  wear  necesaitatei  a  r*> 
placement  of  the  gear. 

2-Draw  driveahaft  from  torque  tube.  Olean,  and 
examine  bearinga. 

3-If  the  axle  haa  been  diaabled  by  a  colliaion,  Itho 
shaft  ahould  be  caught  between  lathe  centen. 
tested,    and    trued   up,    if   bent. 

4-If  any  serious  bend  ia  found  in  ei'.her  of  tho 
shafts,  the  two  halvea  of  the  rear  axle  hooainf 
should  be  bolted  together,  tested  for  alignmenl 
in  the  lathe,  and  straightened. 

6-When  the  large  ring  gear  on  the  differential 
must  be  replaced,  its  bearing  on  the  differential 
casing  should  be  trued  up  in  the  lathe,  aa  ahown 
in  fig.   6. 

— continued  in  chart  274* 


OHABT  NO.  278— The  DisassemUy  and  ABsembly  of  Maxwell  ''25**  Bear  Axle  and  DUreranttiL 

Thia  axle  is  a  % -floating  for  the  same  reason  as  the  Chevrolet,  chart  270,  explained  in  chart  260.  It  haa 
the  appearance  of  a  semi-floating,  but  on  account  of  the  bearing  being  between  hub  of  wheel  and 
houaing,  and  bearings  supporting  differential  it  Is  a  true  % -floating.  Axle  aasembly  must  be  re- 
moved-and  housing  stripped  from  axle.  By  referring  to  Ford  supplement,  chart  828,  a  true  aeml- 
floating  axle  is  shown-^outer  end  of  axle  shafts  connect  dlre<*t  to  wheela  ^V\Yi  ^C^tAr^^  '>l«i^. 


874 


The  B'. 


> 
if  a. 
ring  "C 
■re  free  * 
different; 
tnni.  Ki 
iial  unV 
freely. 

2nd 
above  a 
point  i> 
and"] 
■lots  ii) 

8rc 
"K"  • 
away  i 
on  bot'< 
percept 

If 
abore, 

and  se^ 

If 


On  tb- 

Rati<' 
S-18/'il 

•-7/lfl 
8  31,  » 
8-13.14 


OHABT  NO 

float- 

(6 


O   iM  f     t 


^  **^'  MMM   -A-  CSi 


OVERLAND     4. 


677 


Generator  is 
driven  from  right 
side  of  engine  by 
helical  gears, 
from    cranic-shaft. 


.m  M  Inifcc  ^^^\i  Cold  XT 

1...   rM 


FIG 
CAHBUHF  rO»     Otakt 


from 

armature  shaft  through 
opening  B,  fig.  9.  by 
helical   drive  gear. 


A^  Sow        4e^y 


•park   and 


throttle   control    on 


Specifications  Overland 

Engine:  4  cyl.  3%"  bore  x  4"  stroke.  8.  A.  E.  h.  p.  18. 
Actual  27.  Three  bearings.  Lubrication,  splash,  and  cen- 
trifugal force.  Oil  thrown  from  periphery  of  fly  wheel 
which  feeds  under  this  pressure  to  crankshaft  bearings.  Mono- 
bloc  L-type  cylinders  with  separate  head.  Helical  timing 
gears. 

Valves  on  the  side.  Size  l^ie"  di.  head;  %"  di.  stem;  1%" 
di.  in  clear;  45*  seat;  ^2"  lift.  Oast  iron  head  welded  to 
steel  stem.  Bings;  3.  and  are  3%"  di.  x  ^ie"  wide. 
ValTe  timing:  Inlet  opens  0.97"  past  upper  d.  c;  Inlet  closea 
2.83"  past  lower  d.  c. ;  exhaust  opens  3.64"  before  bottom 
and  closes  0.81"  past  top  d.  c. 

Cooling:  Thermo-syphon.  Capacity  of  radiator  8%  gal. 
Carburetor:      Tillotson   %"  special. 

Electric  system:  Auto-Lite  two-unit,  six-volt  starting  and 
lighting  system,  with  Bendix  drive.  U.  8.  L.  Battery,  6  volt. 
80  amp.  hour.  Model  OK  1001  generator  with  3rd  bmsh 
regulation.  Starting  motor  model  MO  1001. 
Ignition: .  Connecticut  timer  and  distributor  driven  from  arma- 
ture shaft  (figs.  9  and  6).  TrantmlMioii:  selective  tjp;  8 
speed  and  reverse.  Gear  abift  same  as  flg.  1,  page  490. 
ClntcSi:  Borg  and  Beck  single  plate  lubricated  type.  Oaeo- 
line  feed,  gravity.  10  gal.  tank.  Steerinf :  Planetary  type, 
similar  to  flg.  37.  page  693. 


174A — Overland      4. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SLX-A. 


ifflH^ 


Chalmers  "36;'*  Saxon  **Sli*' 
Timken  Ajcles. 

The  adjaetment  of  these  axle» 
differ  but  little  from  thote  de- 
scribed on  pr«cedixt;  pafea. 

CbkLmiTs:  LooaeneM  is  tAkfio 
op  by  r*'iiiovinB  bolt  (A)  atid  Ifey 
(B>.     Turn   <G)   toward  left.     Dlf* 

ferentlal  bearing  ia  taken  up  by  rcmovinf  lockinjc  wLrea  ia  cap  acrewt 
<H&J)  and  looaen  H  turn,  Eeleaae  (l-ftK)  and  turn  (M)  towards  dif- 
ferential. To  eliminate  noiee,  laosefi  (A,  FAC).  Backoff  (D)  one  or  two 
turn*  and  take  up  on  (E)  about  M  turn.  If  noine  U  iiureaBed,  adjust  in  oppoiiie  direction  hj  backtng  off 
acrew  <E>,  screw  in  on  (D).  Be  aure  (E  it  D)  aro  locked  when  finialicd.  To  adjuit  back  Ufrh  mmo'r* 
wire  and  loosen  cap  acrewa  (J  A  B>  %  turn.  Keteaae  (L  &  K).  Back  (Mj  away  from  differential  and 
turn  ring  (N)  towards  differential  aa  per  inatmctlons  in  chart  2 72 -A. 

Sazon:  To  elin>:nate  maise,  remove  screw  {A  &  B)  and  cover  plate  (B),  Turn  (F)  one*  slot  ta- 
wards  the  left  and  repeat  until  tjuiet — a  errew  driver  can  be  used.  To  remove  back  lash,  reioove  wir* 
and  loosen  (HAG)  ^  turn.  Release  (E  A  J.)  Back  adjusting  ring  (L)  away  from  differential  and 
tura    (M)    towarda  differential  until  back  lasb    ia  taken  up. 

OO  Leakage  From  Bear  Axle. 

PraveJitliig  the  grA&sa  or  oil  In  the  differential  bousing  from  making  Ita  way  to  the  brake  bacdt  %nd 
Ibus  causing  inefficient  braking  was  a  big  problero  to  manufacturers  some  years  ago.  but  the  difficulty 
has  been  Qvercome  largely  in  all  the  present  types.  In  all  the  axle  housmga  on  the  market,  aooie  pre 
cautions  is  taken  to  prevent  thi«  leaking  and  nine  eases  out  of  tt>n  ^hen  teak  occurs  despite  this,  the 
condition    is    caused   by   placing   too   much   oil   or  srease   in    ths    beaming. 

1 — Sbowlng  the  doable  felt  washer  conatmctlen  used  on  National  eartt ;  2^HesB  axles  haTe  m  bent  tai» 
tube  And  ft  felt  washer*  making  the  path  of  the  oil  upward  in  the  tube,  and  only  when  onder  abnormal  pree 
siire  will   it   work   out   through   the   bearing   to   the   washer. 

Fig.  3:  A  Bleere  Is  placed  aronnd  each  ajtle  shaft  on  the  Timkcn.  and  when  oil  ia  throwti  in  one  side 
the  sleeve  acts  aa  a  pocket  and  retains  the  oil. 


^ 


Fig.  1. 


Fig.  2, 


Pig.  a. 


Tlie  Internal  Qear  Ditve  Axle. 


This  rear  axJe  la  used  extenslvelr  on  tntckf  and  differs  from  usual  type  in  that  the  rear  axle  (A)  ii 
solid.  An  InlerQal  gear  (G>  ia  on  the  inside  of  whcGl  hub  (D).  A  apur  gear  plnioo  (P>  drives  tbie  gtOT 
(O)  which  revolvf'A  the  wheel.  The  spur  gear  drive  pinion  (P)  is  driven  by  a  jack  shaft  <J)  encloccd 
in  a  tube.  The  Jack  shaft  (J)  it  drivE^n  In  the  usual  manner,  as  a  regular  split  axle,  through  diffsreB* 
tial  geara  and  a  ring  gear  (B}.  The  ring  gear  (B)  is  driven  by  a  bevel  driving  pinion  <N)  which  la  drireB 
by  the  drive  ahaft  (S>  from  transmiBsion.     Note  the  differential  housing  is  fastened  to  the  rear  aixle. 

The  brake  band  (B)  is  of  the  external  contracting  type  and  is  controlled  by  lever  (R),  which  ia  ooo* 
nected  with  the  foot  brake  pedal. 

The  adjustments  on  this  axle  are  similar  to  a  "live"  split  axle,  in  that  the  parts  necessary  to  a4JB«t, 
are  the  ring  gear  (B)  on  differential  and  bevel  drive  pinion  <N).  The  adjustment  of  the  dlflerentUl  Jlnc 
gmi  (B)  is  to  provide  the  proper  ceater  distance  for  gears  (B  and  N),  which  can  be  done  by  ahifting  ring 
gear  with  adjujstmenta  provided.  The  adjnetmenl  of  drive  pinion  (N)  is  to  provide  the  proper  mesh  be- 
tween    the     gear     B 


B- 


-N 


G 


The   RuBsell  Type  P — I    ton    truck   internal  gear  drive  axle. 


er      tnSiwSSi '               '■" 

t'    s^ 

''' 

JS^G           IHTEf»WAL  6tAB    OR«VE  AXLt 

Is 2^ 

1 

4 

St  N.  Mannfactnrera 
of  this  type  axle  sre; 
Knssel!  Mfg,  Co^ 
Middletown  Oomi. 
Torbenaen  Co.,  Olereh 
land,  Ohio  alio  mana- 
facture  an  inter&a) 
pear    drive    axle. 


CHAET  NO.  275— CbalmeiB  and  Saxon  (Tlmktn  Axle)  Adjustments.  Frereating  Oil  Leakage  taa 

Bsjw  Axle.    Internal  Gear  Drive  Axle. 

OU  ^T  ^TiMue  working  out  throu^  brake  drums  c^use  ^S^e  \itsk«  \o  nW^.    TV\»  'i*.^  \wx^\^  Vk«  overcome  by 
m   felt   or  leather   wafiher   tl    position    shown   in   fig.  2.. 


ADJUSTING  CLUTCHES,  TaANt5iMi5.^iuiNa  AND  AXLES. 


*kOJtJ*TMCf*T 


Studebaker  Bear  Axis* 
Tb«  r«*r  az]«  li  of  t]i9  fuU'lIoaiin^  t7p«.     In    tliis  l>pe  the  weight  of  the  cmr  ii  «ol  euTi«d  «a  lk« 

ftxte  ahafts,  but  the  axle  housing  extends  into  the  hubi  of  lb  a  rear  wheeU,  And  the  rekr  wheels  tarm  «• 
btsJ'iiiee  eet  on  thii  homing,  thui  relieving  the  axle  shifts  lUaolutcljr  of  all  weight  of  the  c^r,  1m% 
Axte  ibait  is  keyed  st  its  outer  end  to  »  driTing  flange.     This  flange  is  bolted  Ut  the  remr  wheeL 

B7  removing  the  bolts  (flg,  0)  the  flsnge  and  the  entire  sxte  shaft  can  be  withdrawn,  leaving  the  rear 
wheel  in  place  and  ititl  carr/ing  the  load  of  the  car. 

Bear  wbMl  bearing  adjostment:  Jack  the  wheel  clear  of  tbe  ground.  If  it  indicalea  plaj  freely  whaa 
70a  try  to  wobble  it,  ths  hearing  should  be  adjusted.     Thia  can  be  done  at  follows: 

Take  out  the  axle  shaft  hy  removing  the  bolts  at  the  hub  of  the  rear  wheel  from  the  Aange.  W^aa 
nata  from  the  bolts  are  turned  off,  the  flango  and  the  axle  shaft  which  is  attached  to  it  can  be  wiihdrawm* 
expoaiog  boaring  adjtiatment,  nut  washer,  and  adjusting  lock  nut.  One  ef  the  lugs  on  the  leek^VMhiT 
will  be  found  bent  over,  holding  the  lock  nut  from  turning.  Straighten  out  this  log,  and  take  ott  adjasnag 
lock  nut.  also  adiusting  washer;  then  turn  adjusting  nut  into  the  huh  until  the  plaf  between  the  reap 
wheel  and  its  bearings  disappears.  Be  careful  not  to  make  adjustment  so  tight  as  to  bind  the  wbcM. 
When  the  adiustmeut  is  correctly  made  the  wheel  should  turn  freely  without  wobble.  Wbaa  70a  kara 
reached  this  point  in  the  adjostmeat,  replace  the  adjusting  washer,  turn  on  lock  nut,  and  bead  one  of  tM 
lugs  on  lock-washer  over  lock  nut.     Replace  the  axle  shaft  and  bolt  on  flange  firmly. 

DUferanllal:  It  is  advisable  at  least  once  a  season  to  clean  the  dlfTerecitial  thoroughly.  This  «aa 
be«t  be  done  by  removing  the  cover  at  the  rear  of  the  housing  and  washing  out  with  gasoline.  Repaek  wUk 
fresh  grease,  being  cartful  to  replace  cover  with  gasket  in  perfect  condition.  The  d iJDTerential  can  be  ra- 
moved  by  taking  off  plate  at  rear  of  axle  and  pulltng  shafts  out  far  enough  to  clear  it. 

Studebaker  pinion  adjustment  on  rear  axle  is  made  through  the  nut  (B.  fig.  7)  which  adjusU  the  Tim- 
ken  pinion  bearing.  To  do  this,  the  bandhote  cover  must  be  remoTsd  from  the  gearcase  and  the  eetserew 
which  holds  this  nut  must  be  tooiened.  Great  care  must  be  exercised  not  to  adjust  this  pinion  toe  tlf^hf. 
The  rear  wheela  should  be  jacked  up,   the  gear  lever  placed  in  neutral  and  the  rear  cover  plate  remerad^ 

tn  aligning  the  ring  or  differtntial^  the  gear  U  shifted  from  one  side  or  the  other  by  turtiing  %km 
adjusting  collsr    (J). 

Beo  Bear  Axle. 

Fig.  6 — The  pinion  on  the  rear  axle  ii  adjusted  by  screwing  in  Iha  merabvr  B;  bearing  adjc^tmeat  It 
accomplished  through  0  and  the  alignment  of  the  ring  gear  is  shifted  from  one  aide  to  the  other  hy  tura^ 
lag  the  adjusting  collars  st  A.  See  paire  546  for  type  of  a.^le  00  the  Reo.  Note — center  iltustrattoo  shows 
method  of  mounting  wheel  on  axle-ihaft  of  Reo. 

BastoYlng  Cadillac  Bear  Wliaala. 

Remove  lubricator  **A*'  (flg.  47);  remove  bub  cap  "B"  by  unscrewing  it;  withdraw  axle  shaft  **0*'j 
jack  up  the  axle  so  that  the  wheel  will  clear  the  floor;  remove  the  lock  nut  *'D/*  the  washer  **K**  aai 
the  adjusting  nut  '^F**;  the  wheel  caa  then  be  Uken  off, 

Be-assembllng;     Before  patting  the  wheel  on  again  see  that  the  baariagt   **0"   and   "W  ara  eleao 

and  filled  with  light  grease  which  is  free  from  dirt  and  grit.  In  putting  the  wheel  on  again  set  the  ad 
justing  nut    **F**    very   csrefully.     Place  the   washer  "E"  in  position,  and  tighten  the  lock  nut  **D." 


CHABT  NO.  270— Eemoyliig  Bdar  Wli6«Is  and  Axle  ShafU;  Studebaker,  Cadillac  and  Baa. 

All  futJ-floating  axles.  Therefore  the  axle  shafts  can  be  removed  without  removing  the  wheels  i>t  axle 
housing.  Note  the  two  bearings  in  the  wheel  hubs  and  splincd  Inner  eml  of  axle  shafts,  (see  pag« 
dfl9  and  S3.) 

Alto  note  that  oa  the  Studebaker  (and  Overland,  chart  2dB>  the  transmission  is  nsxt  to  the  axle 
bousiug.     On   the   1018  Studebaker.   it  is   forward,    a^nt  **%  clutch. 


680 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-B. 


Bemovliig  and  Adjusting  Front  WheeL 

Jack  up  the  wheel  and  take  off  the  hub  cap. 
Then  draw  cotter  pin  (fig.  5)  and  unscrew  bear- 
ing cone  lock  nut.  Note:  The  lock  nut  on  the 
right-hand  wheel  (seated  in  car)  has  rijrht-hand 
threads  and  to  unscrew,  turn  to  the  left.  The  lock 
nut  on  the  left-hand  wheel  has  left  hand  threads 
and  to  remove,  turn  to  the  right.  When  the  lock 
nnta  are  removed,  the  wheel  can  be  pulled  off 
very  easily  as  the  cone  merely  slides  on  the 
spindle. 

Before  replacing  the  wheel,  examine  the  felt 
washer.  If  damaged,  replace  after  prying  out  re- 
taining washer. 

Adjnitlng  the  ball  bearings:  In  re- 
placing the  wheel,  press  the  cone  in  as 
far  as  possible  and  slide  on  the  re* 
faining  washer,  then  turn  the  cone  un- 
til the  lug  on  the  washer  fits  into  the 
recess  on  th«  back  of  the  cone  to  pre- 
▼ent  its  turning.  Tighten  up  the  lock 
nut  until  the  wheel  has  no  perceptible 
aide  play  on  the  spindle,  but  still  re- 
Tolves  very  freely;  then  replace  cotter 
pin  and  hub  cap. 

If  greaae  mtia  ont,  between  hub  of 
front  wheel  and  steering  knuckle  the 
cause  is  due  to  either  too  much  grease 
or  a  defective  felt  washer. 

To  see  if  the  front  wheel  bearings 
need  adjustment,  jack  up  the  wheels. 
Any  looseness  will  show  on  rocking  the 
wheels  sideways. 

The  best  method  for  adjusting  rol- 
ler bearings  (fig.  4).  is  to  turn  the 
bearings  up  tight,  then  revolve  the 
wheel  a  few  times  by  hand ;  now  slack 
off  the  nut  a  little  so  that  by  grasping 
a  spoke  above  the  hub  and  one  be- 
low, a  very  slight  shake  in  the  wheel 
is  felt,  then  turn  the  nut  up  apain 
slowly  until  the  shake  disappears  and 
tne  wheel  revolves  freely. 


A  good  method  to  get  the  bearing  into  posttien. 
is  to  alip  a  short  length  of  pipe  over  the  spindle, 
against  the  inner  shell  of  the  bearing,  and  to 
drive  the  bearing  to  its  proper  place  by  hammering 
on  the  pipe. 


Fig.  7 — Spicer  Universal  Joint. 


The  Spicer  tiniyersal  Joint   is   used   here   for  the 

fmrpose  of  an  explanation  of  adjustments  and 
ubrication. 

Every  1000  miles  remove  the  grease  hole  plugs 
and  fill  with  heavy  gear  oil  or  light  cup  grease. 
Too  much  grease  will  work  out;  about  %  full  is 
correct. 

The  forward  universal  joint  is  provided  with  a 
dust  cap  (D)  and  felt  washer  (W)  on  the  rear 
end  of  the  sleeve  into  which  the  end  of  the  pro- 
peller shaft  slides.  This  cap  should  be  turned  to 
the  right  occasionally  in  order  to  keep  the  felt 
washer  tight  and  prevent  the  leakage  of  grease. 
Both  joints  have  flax  packing  (P)  between  the  two 
parts  of  the  pressed  steel  casings.  This  packing  can 
be  tightened  by  loosening  the  bind  screw  (S)  and 
turning  the  casing  adjusting  nut  or  ring  in  a  right- 
handed  direction. 

If  the  packins:  in  the  front  universal  joint  is  al- 
lowed to  leak  grease,  the  joint  will  not  only  suffer 
from    lack    of    lubrication,    but    the    grease    will    be 


The  Spicer  Universal  Joint. 

thrown  up  onto  the  emergency  brake,  rendering  the 
brake  inoperative. 

Note — Upon  examination  an  **0"  will  be  found 
on  propeller  shaft  tube  upper  end;  a  corresponding 
"O"  will  be  found  on  the  shank  or  rear  end  of  the 
forward  universal  joint.  When  propeller  abaft  and 
universal  joint  are  assembled  these  two  ''O'e**  must 
be  in  line;  (as  shown  in  upper  drawing  flg.  7) 
otherwise  the  rear  transmission  bearing  will  be  sub- 
jected to  undue  strain  and  excessive  w^ar. 


Assembling — When  the  universal  joints  have  been 
disassembled  and  are  assembled  again,  care  ahoold 
be  taken  to  see  that  the  holes  in  the  flange  and  the 
inside  casings  are  matched  up  in  such  a  way  aa  te 
bring  the  oil  hole  (which  is  closed  by  a  threaded 
plug)  opposite  an  open  space  in  the  joint,  and  AOt 
opposite  one  of  the  lugs,  which  would  prevent  the  in- 
troduction of  grease  through  the  hole,  the  intentiOB 
being  that  by  removing  this  plug  the  uaer  of  the 
car  can  at  any  time  inject  additional  oil  or  greaee 
by  the  use  of  an  ordinary  grease  gun. 


OHABT  NO.  277— Front  Axles.    Universal  Joints. — see  also  text,  pages  681  and  43. 
Note — 7n  hg.   5,  part  designated  steering  knuckle,  is  also  known  as  the  spindle  body   (see  chart  321.) 


ADJUSTING  WHEELS,  BRAKES  AND  STEERING. 


681 


INSTRUCTION  No,  46-B. 

ADJUSTING  WHEELS,  BliAKES  AND  STEERING:  Test- 
ing Alignment  and  Care  of  Wheels.  Camber  and  "Toe-in" 
of  Front  Wheels.  Universal  Joints.  Brake  Adjustments  and 
Repairs.  Steering  Gear  Adjustments  and  Types  in  General 
Use. 

tFront  Wheels. 


TuRM  Dor  Nut  lb 
XajuiUp 
Plat  en  BwKT^^kxIL 


This  subject  is  covered  in  chart  277,  but 
additional  information  will  be  given  below. 

Testing  Play  in  Wheels. 
Plaj  in  the  rear  or  front  wheels  can  be 
detected  bj  jacking  up  the  car,  grasping  the 

rim  and  work- 
ing the  wheel 
laterally,  (figs. 
1  and  4,  chart 
278.)  If  the 
wheel  shows 
looseness  the 
adjustment  nut 
should  be  tight- 
ened. This  nut 
is  located  with- 
in the  hub  cap 
Taking  up  pUy  in  a  front  wheel  and  whatever 
having  roller  bearing!.  its    shape    may 

be,  it  is  made  so  that  a  slight  turn  makes  a 
considerable  change  in  adjustment.  Do  not 
have  the  wheels  too  tight  but  turn  the  nut 
until  the  wobble  disappears.  In  case  of 
ball  bearing  wheels,  it  would  be  well  to 
take  out  all  the  balls  and  examine  them 
for  wear.  If  any  signs  of  wear  are  found, 
replace  the  worn  balls  at  once.  The  ball 
races  should  be  carefully  cleaned  with  gaso- 
line and  freed  from  the  slightest  suspicion 
of  grit.  The  same  attention  as  regards 
cleaning  should  be  given  bearings. 

If  a  "click"  is  heard  when  taming  front 
wheels  with  ball  bearings — look  for  a 
broken  or  cracked  ball — remove  it  at  once, 
else  it  will  ruin  entire  bearing. 

Adjustment  and  care  of  front  wheel  bear- 
ings: Every  time  a  front  wheel  is  re- 
moved the  bearing  cups  are  removed  with 
it  and  consequently  the  bearing  must  be 
properly  adjusted  when  the  wheel  is  re- 
placed, if  it  is  to  give  uninterrupted  service. 

The  best  method  is  to  turn  the  bearing 
up  tight  and  then  revolve  the  wheel  a  few 
times  by  hand,  which  overcomes  any  tend- 
ency for  back  lash. 

Then    back    off    the    adjusting    nut    very 


slightly,  so  that  by  grasping  two  spokes 
in  a  perpendicular  line,  one  above  and  one 
below  the  hub  you  begin  to  feel  a  very  slight 
shake  in  the  wheel.  If  this  is  more  than 
barely  perceptible,  it  is  too  much  and  the 
adjusting  nut  should  be  a  little  tighter,  but 
not  enough  to  cause  any  binding  of  the 
wheel  when  rotated.  When  you  have  it 
just  right,  lock  it,  and  the  bearings  will 
give  the  best  of  service,  (see  also  chart  277.) 

Wheel  Lubrication. 
Once  in  every  1,000  miles  of  running  the 
front  and  rear  wheel  bearings  should  be 
examined.  If  one  of  the  rollers  should 
have  become  damaged  it  is  better  to  re- 
place all  the  rollers,  to  insure  that  the 
whole  set  is  of  t)ie  same  dimensions — in 
which  case  it  is  best  to  order  from  the 
factory. 

For  lubricating  wheel  bearings  use  a  good, 
light  graphite  grease;  spread  it  over  and 
into  the  bearings  and  fill  the  entire  hub 
with  it.  The  bearings  should  at  all  times 
be  free  from  grit,  and  it  is  a  good  precau- 
tion to  flush  them  with  gasoline  whenever 
you  supply  fresh  lubricant. 

Don't  fail  to  see  that  the  felt  washer  is 
in  place  so  that  grease  will  not  work  out 
between  inner  part  of  hub  and  bearing. 

Truing  up  Wheels. 
The  wheels  may  be  tested  next.  This 
may  be  done  by  taking  a  measurement  at 
a  height  of  about  8  inches  from  the  floor 
(fig.  2  chart  278).  The  wheels  should 
next  be  lined  up  as  shown  in  chart  279. 

♦♦Tightening  Hub  Caps. 
Occasionally  hub  caps  are  lost  through 
carelessness  in  replacing  them  after  lubri- 
cant has  been  applied.  While  they  should 
be  set  up  snugly,  undue  force  should  not 
be  used  as  the  threads  of  the  brass  member 
may  become  stripped.  An  excellent  plan 
is  to  screw  the  caps  up  tightly  then  tap 
the  wrench  a  light  blow  with  the  hammer. 
Sometimes  too  much  lubricant  is  used  and 
when  tightening  the  cap,  the  grease  gives 
one  the  impression  that  the  cap  is  snug. 


^Universal  Joints. 


To  clean  and  grease  the  universal  Joints 
in  the  driving  mechanism;  first,  remove 
leather  boots,  if  any  are  provided  and  clean 
them  with  gasoline.  In  some  cars  the  hous- 
ing inclosed  by  the  leather  boot  is  a  small, 
cylindrical  sleeve  held  by  four  set-screws. 
When  these  are  removed  the  sleeve  may  be 
slipped  off  the  universal  joint,  leaving  this 


free  to  be  cleaned.  All  signs  of  the  old 
oil  should  be  removed  and  new  grease  put  in. 
See  page  6S5  for  kind  of  grease  to  use. 

The  kind  of  grease  recommended  by  different 
car  manf'gs.  varies,  but  the  oil  known  as  "tim- 
injr-gear"  oil,  having  a  consistency  between  heavy 
cylinder  oil  and  vaseline,  may  be  used.  Graphite 
grease  is  also  very  good.  In  some  of  the  more 
— continued  on  page  685. 


*F<»r  a  me<-)iaiii<  al   <U'*.rri|»ti<>n   "*pe  ]>ii«:e«   680  and  43.      fSee  alKO.  pajce  7(>2    "wheels".     Note  on  ])at;o 
r)7!>  and   031    how    a    roar   whoel    is    fastened    to  a   full   iloatiniir   axle   shaft    hy   a   flange.      Note   how    a 
r»^ar  wheel  on  a  .sonii-floating:  a.xle  is  fastened,  page  781. 
♦*0n  wire  wheels   it    is   very   necessary   that   hnh   cap   be   drawn   very   1\^V\\.  ^\w  tw  x\^\^«i  v\\\^  ^TVNVw\>\<t 
damage  will  result.      See  also.  i»n»re  7fi2. 


ing  for  last  motion  in  front  wheel  be&fiiigk,  »  wedge 
■hiipedi  olock  or  the  like  ihould  bo  jammed  betf^'#en 
lh«  spindle  and  axle  f^nd  as  ihowo  &t  A,  otherwise 
lost  motion  \a  tbo  apindJa  or  knuckle  oai|ht  be  takeo 
for  looAenesa  Id  the  wheel  bearing.  After  takias 
tbia  precautioQ  try  ta  move  the  wheel  &a  indicaleo 
b7  the  dotted  Imeaj  and  any  lost  motion  in  the 
bearings  cam  be  readily  felt. 


Fig.  2 — Tmlng  up  a  wlietl:  If  a  wheel  i 
pected  of  being  out  of  tru<!,  it  may  be  teate^  ai 
shown  above.  With  one  hand  reiting  od  a  block  to 
steady  it  and  holding  a  rule,  or  the  like,  close  lo  tht 
wheel  rim,  the  wheel  is  revolved  very  alowly;  if  il 
is  untrue  the  Apace  between  the  end  of  the  rale  aad 
the  wheel  rim  will  vary*  If  the  trouble  is  simply 
due  to  the  rim  baring  ebiftad  on  tbe  felloe,  it  mav 
be  rectified  as  indicated  at  tbe  left  in  tV«  illcKtra 
tion. 


Fig,  3 — Sprang  ude  or  splndlei:  A  condition 
often  preaent  in  a  motor  car  after  a  hard  sum- 
mar*!  use.  The  wheels  should  line  up  aa  indicated 
by  tbe  lines  B  rather  than  aa  indicated  by  the 
dotted  lines  O.  If  the  wheel  wobblee  while  in 
operation  as  indicated  by  the  dotted  outline  of  the 
right  wheel,  then  the  wheel  ttaelf  is  out  of  true. 


f^ 

H^ 

dI 

^T 

I, 

- 

Lj  -^ 

JA 


ZA 


JSA 


rig.  6. 


Tis,  4 — Testing  rear  wbeel  bOAilngs;  Lost  mo^ 
tion  in  a  rear  wheel  bearing  is  best  tested  for  by 
laking  hold  of  the  tire  with  one  band  to  steady  the 
body,  then  working  the  wheel  up  and  down  with  the 
ether  bind,  aM^isted  by  the  kneo  and  lower  portion 
of  one  leg.  When  thn  right  hand  is  placed  on  the 
hub,  the  right  leg  it  often  more  conveniently  ii&ed 
ihan  the  Jeft»  as  nhown  in  the  lUuttration. 


Fig,  5 — Eear  axle  precuitlo&s:  In  remo^ring  ■ 
rear  wheel,  an  unskilled  workman  can  «pring  tb«' 
shaft  io  that  the  wheel  will  afterward  wobble  ax 
indicated  at  tA.     This  may  bo  done  as  shown 

In  sketch  2A;  with  the  jack  J  in  the  po^it  on  in 
dicated  and  the  wheel  raised  from  the  ground 
as  at  O,  by  using  the  drift  D  and  hammer  H  to 
remove  the  pin  P,  a  few  ftharp  blows  are  sulBcieat 
to  bend  the  axle  as  indicated  by  the  dotted  line* 
A  and  B.  This  can  be  avoided  if  the  wheel  wart 
allowed  to  rest  on  the  ground  G  as  in  sketch  3A: 
or  by  placing  the  jack  J  under  the  hob  &s  shown 
m  sketch  4A.  When  the  key  K  is  looae,  as  ia- 
dicated  by  the  dotted  lines  L  in  akelch  SA,  groovaa 
R  roay  have  been  worn  into  the  pin  wbioh  |>re*«n 
it   from   being  ett-iily   removrd. 


CHART  KO*  27S— Testing  Wlieel  Bearings.     Tmlng  up  Wliecls, 


ADJUSTING  WHEELS,  BRAKES  AND  STEERING. 


683 


Alignment  of  Wheels. 

Thia  tubjeet  it  of  more  importance  than  one  would  imagine.  For  instance,  if  the  wheels  are  not  prop- 
erly * 'lined  up"  there  will  be  wear  on  the  tire  and  steering  will  not  be  easy.  If  a  car  has  been  sub- 
iected  to  severe  jolting  or  has  struck  a  curb,  ^he  wheels  may  have  been  thrown  out  of  alignment  or  the 
tack  or  front  axle  moved  sideways. 

Z<lnlng  up  Sprtngi  with  the  Axle. 
Measure  distances    (flg.   1)    from  homeye  of  spring  to  center  of  axle  as  shown  at  A.   B.   0  and  J> 
also  X  and  Y.     The  distances  should  be  the  same  on  each  side  of  car.     Measure  with  a  stiff  straight  edge 
of  some  sort,  not  a  tape  line. 

Lining  up  Front  and  Sear  Wheels. 
Measure  the  distance  from  center  to  center  of  hub  as  at  E    (flg.  2.)     Thia  should  be  the  same  on 
each  side.     If  not,  loosen  spring  clips  and  move  front  axle  slightly.     It  will  be  possible  to  move  either 
about   M    inch  on  most  cars. 


Front 


7 


2 


"Camber"  of 
Wheels. 
Is  for  the  purpose  of 
making  steering  easier;  be- 
cause wheels  have  a  tend- 
ency to  spread  apart  at  hot* 
tom  and  come  together  at 
the   top   when   speeding. 

Camber  means  that  the 
wheels  are  closer  together 
at  the  bottom  than  at  the 
top  and  the  slant  is  usu- 
ally, not  more  than  2  de- 
grees or  about  2%**  for  84'' 
wheels. 

This    is   usually   done   at 
the   factory    by    tilting    the 
steering  knuekle,  if  noC  then 
it  can  be  done  by  bending 
the  front  axle  between  the 
spring  seat  and  the  steering 
knuckle  yoke    It  is  beet  to 
bend    cold    if    possible,    if 
heated,  don't  heat  quite  red. 
The    track    should    then    be 
the  same  as  the  rear  wheels. 
The  idea  of  cambering  is  to  make  the  center  line  of  spindle  bolt  coin- 
cide as  near  as  it  is  practical,  to  center  of  contact  of  tire  with  the 
ground — see  page  774. 

Tme  up  Front  Wheels. 
Before  prooeeding  further  this  is  necessary.     This  can  be  done  by 
following  plan  in  flg.  2,  chart  278.     If  wheels  are  wobbly  It  may  be 
due  to  loose  bearings  or  sprung  rim. 

**Toe-in*'  of  Front  Wheels. 
*This  means  that  the  distance  from  center  to  center  of  tire  as  at  A  (fig.  4)  should  be  from  ^   to  % 
inches  less  in  front  of  wheel  than  at  rear  as  at  B — when  measured  In  front  of  tires  about  half  way  up  even 
with  the  hubs.     Don't  compare   "toe-In"   with   "camber,"  as  camber  means  wheels  set  in  at  the  bottom. 

The  above  measurements  are  eorreet  for  comparatively  new  cars  and  should  be  increased  somewhat 
as  the  steering  knuckles  become  loosened  through  wear. 

The  "toe-in"  can  be  adjusted  by  adjusting  the  length  of  the  steering  knuckle  tie  rod,  from  one  steer- 
ing knuckle  to  the  other.  This  adjustment  should  be  made  with  wheels  on  the  ground.  The  Idea  of  "toe- 
in  is  necessary  because  when  running,  the  wheels  have  a  tendency  to  "toe-out"  when  car  la  in  motion. 
Unless  properly  toed-in,  if  too  much  or  not  enough,   the  treads  of  the  tires  will  grind. 

The  front  and  rear  wheels  should  track,  if  not,  the  fault  can  be  detected  by  the  front  and  rear 
wheels   leaving  two   distinct  tracks   behind   when  running  on  a  wet  road. 

To  Check  the  "Toe-in." 
One  method  is  shown  in  flf.  8.  Jack  up  front  axle.  Make  a 
center  line  on  each  tire  as  wheels  revolve.  Then  measure  the  dls- 
tance  from  one  line  to  the  other.  A  straight  stick  with  nprighta 
can  be  need  as  shown  in  flf .  3.  The  measurement  should  be  made  ai 
points  about  where  the  tops  of  the  upright  are  shown  in  the  illuatra- 
tion  and  this  distance  should  be  about  ^  to  %  inch  less  In  front 
than  rear,  as  at  A,  flg.  4.  Another  method  (and  one  that  is  more 
accurate)  is  shown  in  the  illustration  to  the  left. 

Keep  Spring  Clips  Tight. 
It  is  well  to  notice  the  spring  clips  oecasionally,  especially  when 
car  is  new.     In  fact  it  is  a  good  idea  to  tighten  bolts  holding  spring 
clips  about  every   500   miles  of  running.     A   loose  spring  clip  will 
often  cause  a  mis-alignment. 

Why  Tires  Wear  Unevenly. 
Quite  often,  when  front  tire  has  a  worn  place  around  tread,  it  Is 
due  to  mis-alignment.  Why  a  right  rear  tire  wears  faster  than 
others  is  due  to  the  crown  of  the  road  being  oval,  also  because  most 
of  the  driving  is  done  on  the  right  side,  the  weight  Is  thrown  more 
on  that  side. 


/"^x 


The  illustration  shows  an  auto 
running  gear  aligner,  which  has 
a  graduated  scale  and  will  make 
exact  measurements  on  the  felloe 
of  wheel,  front  and  rear  (instead 
of  center  to  center  of  tire)  at  the 
exact  horizontal  center  of  the 
wheel.  Mfg'd  by  Mechanical  Util- 
ities Oorpn..  5  North  LaSalle  St.. 
Chicago. 


Dodge  front  wheels  should  "toe-in" 
wheels  level  with  hub. 


measured    on    felloe    of 


OKABT  270 — ^Alignment  of  Wheels.    Ezeessive  tire  wear  is  often  eaused  by  improper  alignment 

*The  height  from  ground  where  measurement  is  taken   should   be  at   the  horisontal    center  of  the   wheel,    or  a 
height  which  would  be  the  center  of  the  hub. 


684 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-B. 


Brake    Troubles — ^the    Cause. 


When  brakes  will  not  hold  It  doesn't  nec- 
essarily mean  that  the  bands  need  adjusting. 
Oil  or  grease  may  cover  the  friction  surfaces. 
Before  jumping  at  the  conclusion  that  the 
bands  need  new  linings  take  off  the  wheels 
and  examine  the  asbestos.  If  lubricant  has 
saturated  the  linings,  wash  off  the  grease 
with  gasoline  or  kerosene. 

As  brake  linings  wear  it  becomes  de- 
sirable to  adjust  the  brakes  in  order  to  get 
that  perfect  action  so  necessary  to  safety  and 
satisfactory  service. 

Adjusting  brake  rods:  Failure  of  the 
brakes  to  hold  as  securely  as  is  desirable — 
note  this  fact  carefully — may  be  due  to  in- 
sufficient forward  travel  of  the  rods  con- 
necting the  brakes  with  the  foot  pedal  or 
hand  lever. 

Dragging  may  be  due  to  insufficient  back- 
ward travel.  The  remedy  for  either  of  these 
troubles  should  first  be  sought  by  lengthen- 
ing or  shortening  the  rods.  Until  after  this 
is  done  no  adjustments  should  be  made  in 
the  brakes  themselves. 

External  Brake  Adjustments. 
First  of  all  put  jacks  under  the  rear  axle, 
being  careful  to  have  them  press  up  against 
the  housing  proper  (or  on  some  Timken  axles, 
against  the  pads  made  for  this  purpose),  but 
never  against  the  truss  rods.  Raise  both  rear 
wheels  off  the  ground. 

Next,  put  all  the  brakes  on  both  sides  of 
the  car  in  a  complete  ''off''  position. 

Before  making  any  adjustments  of  the 
brake  make  sure  that  stop-screw  (E)  is  so 
adjusted  against  the  housing  that  the  clear- 
ance between  lerer  (M)   and  the  support  in- 


dicated by  circle  (N)  is  about  t^th  inch 
when  the  brake  is  in  "off"  position.  If  no 
stop-screw  (£)  is  used,  accomplish  the  same 
purpose  by  lengthening  or  shortening  the 
brake  rod. 

It  is  very  important  to  make  the  following 
adjustments  in  such  manner  and  degree  that 
wheii  completed  and  the  brake  is  applied  full 
force,  the  imaginary  line  X — Y  running  over 
pin  (O)  and  under  pin  (P)  will  stand  about 
as  shown  in  the  illustration  (figure  1).  This 
is  necessary  to  insure  proper  toggle  action 
by  lever  (M). 

Begin  at  the  rear  of  the  brake  by  re- 
moving cotter-pin  (B — fig.  1)  and  turning  the 
adjusting  screw  (A)  until  the  clearance  be- 
tween the  drum  and  the  brake  band  lining 
at  this  point  is  the  least  possible  without 
the  drum  touching  when  it  revolves.  Try 
8>)th  inch  clearance  to  start  and  increase  it 
if  necessary  only  enough  to  allow  all  parts 
of  the  drum  to  clear  as  it  revolves.  Then  re- 
place cotter-pin   (B). 

We  are  now  ready  to  adjust  the  lower  half 
of  the  brake  band.  Loosen  jam-nut  (C)  and 
turn  stop-nut  (D)  up  or  down  on  the  stem 
until  all  parts  of  the  drum  just  clear  the 
brake  band  lining  say  about  ^th  of  an  inch. 
When  this  proper  clearance  has  been  obtained 
turn  jam-nut  (C)  tightly  against  stop-nut 
(D)  to  lock  it. 

Now  for  the  upper  half  of  the  brake  band. 
Get  the  same  bare  clearance  all  around  the 
drum  by  turning  nut  (F)  being  sure  that  it  is 
always  turned  to  a  place  where  the  ^oove 
(G)  (in  its  under  surface)  fully  engages  the 
rib  on  the  top  of  the  fitting,  thus  automati- 
cally locking  the  adjustment. 


CHART  NO.  280 — ^Adjusting  Brakes — Timken  as  an    example.     External   contracting  band   type. 


ADJUSTING  WHEELS,  BRAKES  AND  STEERING. 


68S 


— coDtinaed  from  page  681. 

inaccessible  aniversal  joints  it  will  be  safer  for 
the  amateur  to  merely  renew  the  greate  withont 
attempting  to  disassemble  the  housing,  (tee  page 
680.) 


Should  a  knock  or  rattle  dartlop,  it  is  a  case 
of  disassembling  and  rebnshing  the  joint.  Quite 
often  it  pays  to  order  a  new  part  rather  than 
rtpair  it. 


*Brake  Adjustment,  Oare  uid  Bepair. 


The  brake  mechanism  of  a  car  is  divided 
Into  three  general  classiiicationa  as  follows: 
— (1)  external  contracting  band;  (2)  in- 
ternal expanding  band;  (3)  internal  expand- 
ing shoe. 

The  operation  of  the  brake  mechanism 
on  or  in  the  brake  drums,  is  divided  into  4 
classifications;  (1)  external  eontraeting  band 
by  a  fulcrum  arrangement  to  draw  the  bauti 
tight  around  the  drum;  (2)  internal  ex- 
panding band,  expanded  by  a  "earn"  ar- 
rangement as  per  chart  280-A;  (3)  internal 
expanding  band,  expanded  by  a  '' toggle" 
joint  arrangement  as  per  chart  280-B;  (4) 
internal  expanding  shoe,  (usually  of  metal, 
similar  to  fig.  2,  below)  operated  by  a 
"cam*'  arrangement. 


Brtkt  cli9  •priiif 
Brake  bssS 
Brake  IMsf 
Brakt  dram 

Lack  mit  far 
Una  adjmtmant 


Braka  kantf 

lavar 


Fig.    1 — Names    of   parta    of   the    external    con- 
tracting band  brakes   (OTerland). 


constant  and  extravagant  aopply  of  oil  is 
required  to  prevent  excessive  wear.  The 
inconvenience  and  uncertainly  of  lubrication 
together  with  the  cost  of  renewing  the  ex- 
pensive brake  shoes,  rendered  this  type  of 
brake  unsatisfactory. 

The  ideal  brake  lining  then  is  one  in  which 
the  co-efficient  of  friction  is  maximum  and  the 
deterioration  due  to  heat  is  minimum.  A  special 
treated  asbestos  is  the  only  material  today  of 
which  such  a  brake  lining  can  be  made.  Asbestoa 
is  a  fibrous  mineral;  a  natural  rock,  heatproof  and 
will  stand  considerable  usage  without  exeoasiTft 
wear. 

Oare  of  Brakes. 

As  the  safety  of  a  car  depends  on  its 
brakes,  they  must  be  kept  in  the  best  pos- 
sible condition.  They  should  bind  tightly 
when  pressure  is  applied  to  them,  and  be 
free  and  clear  when  the  pedal  or  lever  is 
released.  A  brake  band  or  shoe  that  binds 
when  the  pressure  is  released,  produces  fric- 
tion and  makes  the  car  hard  running. 

Slipping  of  brakes  is  caused  by  either 
poor  adjustment,  *oil  between  the  surface,  or 
worn  linings.  The  first  may  be  cured  by 
readjustment.  In  the  second  case,  wash 
out  the  oil  with  a  little  gasoline  and  then 
stop  the  leakage  of  grease  out  the  rear  axle. 

Slipping  caused  by  worn  linings  may  be 
remedied  to  some  extent  by  taking  up  the 
adjustment,  but  if  too  much  worn  for  this 
they  must  be  replaced.  Replacing  the  worn 
lining  is  not  difficult,  as  the  leather  or  fibre 
is  held  to  the  steel  band  by  copper  rivets. 
Replace  with  others  to  hold  the  new  lining. 

Because  the  application  of  the  brake  gen- 
erates heat,  leather  linings  will  be  bum^  if 
kept  in  contact  too  long.  For  this  reason, 
the  brakes  are  usually  lined  with  fabric, 
called  raybestos  or  multibestos. 

If  when  applying  the  brakes,  the  car  has  a  ten^ 
dency  to  skid  to  one  side,  this  indicates  that  one 
wheel  is  free  and  other  dragging.  Brakes  are 
not  equalised  in  adjustment.  Therefore  the  brake 
resistance   should   be   equalised. 

The  operator  can  save  considerable  on  his  bralDSs 
if  applied  gradually.  For  instance,  if  a  stop  is  to 
be  made,  instead  of  daahinr  up  to  the  stop  and 
applying  the  brakes  with  full  force  suddenly,  sim 

gly    coast    to    the    stop    and    gradually    apply    the 
rakes    or    not    at    all.     This    of   course,    requires 
practice. 

If  a  brake  squeaks  it  is  dirty  and  needs  clean- 
ing by  removini?  and  cleaning  with  a  stiff  brush 
and  gasoline.  The  dirt  clogs  the  pores  in  the 
surface  of  the  lining  and  glazes  it  o^ner,  which 
causes  the  squeak. 

Lubrication  of  brakes:  While  asbestos  lining 
requires  practically  no  lubrication  on  account  of 
its  high  resistance  to  heat,  it  is  advisable  to  apply 
a  few  drops  of  thin  oil  to  the  brake  shoes  or  bands 
occasionally,  or  about  every  2000  miles.  Thia 
maintains  a  smooth  surface  on  the  brake  drum. 

See  that  hinges,  cams,  toggles  and  lever  bearing 
are  kept  well  supplied  with  oil.  If  an  external 
contracting  brake  should  chatter,  apply  three  or 
four  drops  of  oil  to  the  friction  surfaces.  Clean- 
ing brakes — see  page  688. 

— continued  on  page  691. 

•A  common  brake  trouble  Is  slipping— due  generally  to  oil  or  grease  working  out  of  the  rear  axle. 
Therefore  the  first  and  most  important  point  is  to  stop  this  leak  by  putting  in  a  washer — see  page  678. 


Fig.  2 — Names  of  the  parts  of  the  internal  ex- 
panding shoe  (metal)  brake,  hinged  type.  The 
shoe  on  this  brake  is  lined  with  fabric,  but  some- 
times we  find  this  shoe  without  lining  and  made 
of  bronse. 

The  external  brake  is  operated,  usually  by 
a  foot  pedal  and  is  called  the  foot  brake. 

The  internal  brake  is  operated  usually  by 
a  hand  lever  and  is  called  the  hand  briJce — 
formerly  known  as  the  emergency  brake — see 
pages  28  to  30.  Sometimes  a  brake  pulley 
is  mounted  on  the  external  part  of  the  trans- 
mission shaft  and  connects  with  the  hand 
lever,  it  is  then  called  the  transmission 
brake,  but  is  usually  operated  by  the*  hand 
lever,  therefore  it  would  also  be  termed  the 
hand  brake. 

The  band  brake  is  the  most  popular — for 
both  internal  and  external  use. 

Where  metal  to  metal  brakes  are  used  a 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-B. 


AdjosUng  Timken  Cam  Type  Brake — (internal). 


Slight  wtar  of  th«  brake  band  lining  ordinarily 
eaa  bo  taken  np  withoot  gettin|;  into  the  brake 
proper.  Thia  ia  done  by  looaening  not  (Q)  and 
moTing  lerer  (J)  forward  one  notch  in  ratchet  (K). 
then  tighten  nut  (Q) — perhapa  two  notchea  forward 
Bay  be  required. 

Tw  Bore  band  lining  wear — put  jacks  under  rear 
axle,  being  careful  to  have  them  presa  up  againat 
the  houalng  proper  (or,  on  aome  Timken  axlea, 
againat  the  pada  made  for  the  purpwse,)  but  never 
againat  the  truaa  roda.  Raiae  both  rear  wheela  off 
the  ground. 

Next;  put  all  the  brakea  on  both  sides  of  the 
ear  ia  a  complete  **off**  position. 

IT  the  adjustment  ia  merely  to  take  up  for  woar 
•f  tka  brake  lining  In  serrlce  it  is  only  necessary 
to  (1)  remove  the  wheel  which  also  remoToa  the 
brake  drum;  (2)  remove  cotter-pin  (B),  give  ad- 
iuating  acrew  (A)  two  turns  to  the  right  (i.  e.,  in  a 
dockwiae  direction)  and  replace  pin  kB):  (3)  looe- 
en  acrewa  (CC).  give  cam  platea  (DD))  one-half 
turn  outward  (L  e..  to  the  left  or  contra-dockwiae) 
and  tighten  acrewa  (CO).  Put  the  wheel  back  on 
and  try  the  brake  in  **off"  position  for  a  bare 
yet  aura  clearance  ao  it  will  not  drag.  Try  it  in 
the   **on**   position  for  holding  power. 

If  greater  clearance  is  required — remove  the 
wheel  and  partially  reverse  the  adjustments  de- 
tafled  in   the  preceding   paragrmph. 

IT  ami  more  holding  power  is  dealred  and  there 
ia  aoaie  clearance  >et  to  apare  in  the  "off**  posi- 
tion— remere  the  wheel  and  repeat  the  adjustmeuts 
V     a    partial    extent. 


Timken  <3o.,  Detroit,  Michigan,  a  dumm^  dram.  & 
ia  a  great  time  aaver.  But  by  removing  and  re* 
placing  the  wheel  a  few  timea  the  aame  resall  eaa  be 
obtained  by  *'cut  and  try**  and  the  following  ih 
rectiona  based  on  the  poaaeeaion  of  auch  drvn  viH 
be  a  true  guide  to  that  method  aa  well: 

▲djnatment  when  naing  dnmnij  dnnn:  With  beA 
rear  wheela  off  the  ground  and  all  the  brakea  ea 
both  aidea  of  the  car  in  a  complete  "off"  paaitlaa 
remove  the  wheel  and  insert  the  dummy  drua  In  the 
place  occupied  by  the  drum  on  the  wheal  Jnst  te* 
moved. 

Begin  at  the  rear  of  the  brake  by  removing  eetlar- 
pia  (B).  Turn  screw  (A)  in  or  out  nntil  tha 
cleerance  between  the  drum  and  the  braka  band 
lining  at  thia  point  ia  the  leaat  poaaible  withant  the 
drum  touching  when  it  revolves.  Try  )4ttk  iMh 
clearance  to  atart  and  increaae  it  if  neceaaary  v^F 
enough  to  allow  all  parts  of  the  drum  to  daar  aa  ■ 
revolves.     Then  replace  cotter-pin  (B). 


Hazt  adjnat  both  upper  and  lovar  katiee  iff  tti 
braka  band  by  loosening  screwa  (O  O)  aaA  tun- 
ing platea  (D  D)  in  or  out  until  all  parts  §i  the 
brake  band  lining  just  clear  the  draai  hf  abaii 
V44th  of  an  inch.     Then  tighten  acrawa    CO  (^. 


■ore  elaborate  adjnstmenta  are  required. 
than  are  required  when  merely  compensating  for 
vaar  af  tka  lining — tt  Is  bast  to  use  a  dummy  or 
ikeialen  dram,  that  is.  one  with  parts  of  its  outer 
flat  ourface  cut  away  to  give  ready  access  to  the 
interior. 

Oarage  men   who  have   enough   of   such   work   to 
warrant   it  aaually   have,    or   can   obtain    from   the 


To  datarmina  wkethar  tka  braka  1  

against  the  drum  aU  aronnd  set  tha  brakan,  Mt  taa 
tight,  and  feel  for  any  openings  between  tka  Mam 
and  the  brake  band  lining  with  a  this  plaaa  a( 
metaL  Do  thia  from  the  inner  aida  of  Vm  fln& 
After  completing  theae  adjuataaenta  of  tko  bnki 
band  turn  cam-ahaft  (P)  with  yonr  luuada  (lap  el 
ahaft  forward)  untU  the  brake  band  lining  bmly 
cleara  the  druia,  allowing  the  wheel  to  ton  frady. 
With  the  driver*a  foot  pedal  or  hand  opamting  knr 
in  **off**  poaitioa  adjust  the  loigth  of  tko  bgJto^ad 
so  that  lever  (J)  will  ataad  In  a  nearly  vertlnl 
position    Ueaning  alightly  backward). 

Then   tighten   nut    (Q).     In  replndni 
be  sure  to  properly  adjnst  the  miskan 


vn^ 


VO.  9SIKA— A4Jiisti]is  Tlmkoi  Bnk«»— Continued —7  Internal    expftatfait    baa^ — "( 


A — CleuAoee 

inff  acrew. 
B — Ootter 
0 — Loekiog 
D — AdjtLitioj^    tcrew. 
E*— Loclcmg    screw. 
F — Toggle     adjusting 

screw. 
G — Oomiectm|[  link, 
B. — Btop  icraw. 
L^FuldiLm  piB. 


Fig*  3 — Timken  luteniaJ  ^;^.  ..^ig  baud  oper^tad  by  «  '^toggle"  bm- 
ehanlBlD;  Ihis  type  ia  ^qtiipped  with  *  trianj^ular  covered  Dp^ning  in  tht  flat 
p*rt  outer  lurfAce  of  drum — through  which  AdjuatmenU  can  be  made  with- 
out reiDovmg  wheel,  lo  extTem«  eaaes — a  dummy  brake  drum  can  be  aied, 
as  exp1st»ed  in  chart  2eQ'A.  wbirli  of  course  saves  tiioe,  Theie  dir««tloili 
explain   the  adjuitmenti  with  or  without  the  use  of  the  dmnmy. 


Adjusting  tlie  Timken  ** Toggle**  Type  Brake— (XntomalK 

Ftrit  uf  all  put  jacks  under  the  rear  axle,  being  careful  to  have  them  press  up  agaiDst  the  honai&t 
proper  (or»  on  some  Timken  axles,  againat  the  pads  made  for  this  purpose},  but  sever  against  the  trass 
n>da.     Raise  both  rear  wheels  off  the  ground. 

Kazt,  put  all  the  brakes  on  both  sides  of  the  car  in  a  complete  ''off'*  poBitson. 

Begin  i^  tlie  re*r  by  removing  cotter-pin  **B/'  turn  screw  (A)  in  or  out  until  the  clearance  belween 
the  dram  and  the  brake  band  lining  at  thia  point  la  the  least  posslbla  without  the  drum  tonehiag  when  il 
reTotvei.  Try  V44th  inch  and  Increase  it  if  necessary  only  enouirh  to  allow  all  parti  of  the  drum  to  oleftr 
ae  It  revolves.     Then  replace  cotter-pin  (B>. 

Next  mdjutt  both  npp«r  and  lower  kalvet  of  the  brake  buid  by 
loosening  (OC)  and  turning  screws  (DD)  in  or  oat  until  all  parte 
of  the  brakeband  lining  just  clear  the  drum  by  about  V^tb  of  %m 
int^h.      Then   tighten  screws    (CO)    to  lock  the  adjustment. 

I7ext  AdJUBt  kbe  toggle  so  that  a  straight  line  touching  the  rear 
of  the  heads  of  pi^*'^  <L>Ij)  ^iH  Juit  touch  the  front  of  pin  M.  Looe* 
en  screws  (EEEE)  and  turn  screws  (FF)  until  the  forward  edge  of 
pin  (M)  ii  barely  vi«ible  under  any  short,  thin  straight-edge  laid 
against  the  rear  of  the  head  of  pins  (LLJ  When  this  Is  true  ilghtea 
screws   (EEEE). 


tepered  cone  tfpe  rol- 
ler be«rl]ig.  Uaed  for  wheel  bear- 
ioga,  axle  bearings  and  different 
parte  of  the  car,  see  pages  673 
and  674  of  Timken  axles- — showing 
use  in  connection  with  axle  parte. 
The  part  to  the  left  is  a  case  hard> 
ened  ateel  race  in  which  the  roller 
friction  is  applied*  Note  also  the 
inner  race,  (tee  pege  96  for  other 
tyj^ei  ) 


AdjusUng  a  Ttrnken  Bearing. 

To  adjust  Timken  beurlng — ^turn  the  bearing  up  tight,  and  re- 
volve the  wheel  a  few  times  by  hund«  which  overcomes  any  tendency 
to  back-lash.  Then  back  off  the  idJustiAg  not  very  slightly,  lO 
that  grasping  the  two  i pokes  in  a  perpendicular  line— one  above 
and  one  below  the  hub — you  begin  to  feel  a  very  alight  shake  la  the 
wheel.  If  this  is  more  than  barely  perceptible,  it  it  too  muck,  aod 
the  adjusting-nat  should  be  a  little  tighter.  When  you  have  it  ^lul 
right,  lock  itr  atid  the  be&ringt  will  give  the  best  of  tenriee. 


CHABT  NO.  280'B— Adjusting  Timken  Brakes 
Ijrpe,     Timken  BaUer  Bearing  Adjugtmeni. 


-Continued — Internal  erpanding  band —  '*  Toggle " 


6S8 


DYKE'JS  INSTRUCTION  NUMBER  FORTY-SIX-B. 


Overhauling  Brakes. 
There  are  three  thlxigs  which  must  be  particularly  noticed  In  taking  care  of  brakes  and 
putting  them  in  condition: 

(1)  There  must  be  no  grease  on  the  shoes;  (2)  The  fmbiie 
must  be  in  the  best  of  condition;  (3)  The  brake  linkage  must 
apply  the  brakes  when  pedal  is  depressed. 

The  grease:  The  grease  which  penterates  to  the  brake  lining 
usually  works  its  way  from  the  differential  and  can  be  stopped  by 
renewing  the  washer  in  wheel  hub. 

To  remove  grease,  first  remove  wheel,  then  inspect  brake  lining 
and  see  if  it  will  come  under  head  of  No.  1  or  No.  2  in  the  lilt 
above. 


Fig.  1 — Removing  (preaso 
from  under  fabric. 


Fig.    2 — Method    of   cut 
ting  rivets  on  worn  band. 


Fig.    3 — Punch    the    cut 
rivets  out. 


Fig.    4 — Method    of    de 
termining  length. 


Fig.  6— Method  for  mark 
Ing  lining  for  hole. 


Fig.   6 — I'lacing  rivets. 


If  a  coating  of  grease  is  over  the  surface  of  the  fabric  there  wiU 
be  two  methods  of  procedure.  The  first  method  for  removing 
grease  is  by  the  application  of  gasoline.  This  removes  the  grease 
from  the  outer  surface  very  well  but  not  from' below  the  surface 
of  the  fabric.  A  blow  pipe  torch  can  be  used  in  this  instance, 
which  can  be  gently  applied  as  shown  in  fig.  1,  being  careful  to 
not  char  the  fabric. 

After  the  heat  lias  been  directed  against  the  surface  of  the  brake  for 
a  short  length  of  time  it  will  be  noted  that  the  grease  will  literally  fry  out 
of  the  fabric,  leaving  it  upon  the  surface  in  the  form  of  a  black  carbonace- 
ous deposit.  In  this  state  it  is  readily  removed  by  a  cloth  steeped  in  gate* 
line.  The  surface  of  the  brake  will  now  be  in  good  condition  if  the  linhig 
has   not   been   worn   out. 

If  brake  lining  is  badly  worn  down  so  far  that  fabric  lining  ii 
too  thin  to  be  of  service,  then  a  new  brake  lining  must  be  applied. 

Belining  Band  Brakes. 
To  reline  the  external  brake:     First,  jack  up  rear  wheels.    Dis- 
connect the  levers,  etc.  from  the  brake  bauds  and  remove  wheels 
and  bands,  being  careful  to  keep  all  parts  separate  so  they  can  be 
replaced  with  ease. 

Second;  wash  all  parts  in  gasoline,  or  kerosene  to  remove  grease 
and  dirt. 

Third,  remove  old  brake  lining,  by  placing  band  in  a  vise  and  i 
cut  the  rivets  with  a  chisel,  fig.  2,  then  open  up  the  bench  viae 
about  ^  inch,  setting  the  bands  so  that  the  old  rivets  come  over 
the  opening  one  at  a  time,  drive  them  out  with  a  nail  set,  fig.  3. 
As  the  heads  will  most  likely  be  worn  off,  it  is  easier  to  drive 
them  from  the  lining  side  through  to  the  band  side.  The  old  lining 
can  then  be  easily  removed  from  band. 

Measuring:  It  is  best  to  secure  the  lining  from  the  automobile 
dealer  or  manufacturer  ready  to  apply,  but  if  this  is  not  poesible, 
then  proceed  as  follows:  Lay  a  tape  measure  around  the  outside 
of  the  external  brake  band  allowing  for  an  over-lapping  of  about 
^  inch  at  the  edges  of  the  band  opening.  Or  place  the  lining  in- 
side of  the  band  per  fig.  4,  or  measure  the  length  from  the  old  band. 

In  marking  the  lining  for  the  holes,  lay  the  wheel  on  a  bench  or 
the  floor,  hub  side  down,  and  putting  the  lining  and  band  in  plaee 
on  the  drum,  as  shown  in  fig.  5,  wire  the  band  so  as  to  hold  it  in 
place  correctly.  With  a  pencil,  using  the  holes  in  the  band  as  a 
template,  mark  the  lining.  The  holes  can  then  be  made  by  using  a 
liariiess  leather  punch,  or  hand  punch.  It  is  important  tliat  tlM 
holes  be  in  the  correct  position  so  that  there  is  no  slack  in  lining 
to  form  a  hump.     If  too  short  it  will  lay  uneven  in  the  band. 

Securing  band  to  lining.  With  the  aid  of  a  few  small  bolta  and 
nuts  placed  at  intervals,  secure  the  lining  to  the  band  in  its  proper 
position.  The  next  step  is  to  countersink  the  holes  so  the  riyvt 
heads  will  be  below  the  surface  of  the  lining.  To  do  this  properly 
one  should  use  a  countersinking  tool  made  for  such  purpose,  ms 
shown  in  fig.  8,  page  690,  one  can  get  good  results  however,  with  a 
wood  screw  countersink  tool  and  a  brace.  If  the  latter  is  used  it 
should  be  sharp  or  the  lining  will  tear.  Do  not  countersink  too 
deep,  just  enough  to  permit  rivet  heads  to  be  below  lining  snrfaee. 

-tiontinoed   on   page   689i 


CHART  NO.  280C — Overhauling  Brakes.   Belining  Brakes.     See  page  615  for  size  of  Brake  Lining 
for  1919  Cars. 


ADJUSTING  WHEELS,  BRAKES  AND  STEERING. 


689 


When  riveting  the  external  brake,  start  at 
one  end  and  work  to  the  other,  being  sure 
the  lining  fits  tight,  otherwise  there  will  be 
humps.  A  method  employed  by  many  repair- 
men to  get  band  tight  is  shown  in  fig.  7, 
page  690. 

The  riveting  is  started  at  the  center  on  the 
internal  brake,  working  out  from  the  center 
on  both  sides  and  stretching  as  the  work  pro- 
ceeds. Any  surplus  lining  which  extends  be- 
yong  the  bands  after  the  riveting  is  com- 
pleted is  cut  off  flush. 

The  rivets  used  are  of  soft  brass  with 
cupped  head  and  hollow  end  and  can  be  sup- 
plied by  accessory  houses. 

Do  not  remove  tke  bolts  that  were  used  as  tem- 
porary holdiof  uutil  the  holes  not  occupied  by 
bolts  have  been  filled  with  rivets.  This  will  com- 
plete the  foot  brake  and  the  same  methods  are  used 
in  relining  the  internal  or  hand  brake. 

If  brake  is  of  the  metal  to  metal  type  then 
it  is  a  matter  of  adjustment. 


— continued   from  page  688. 

To  place  rivets,  see  fig.  6,  this  shows  a  way 
of  using  a  bolt  held  in  a  vise  with  the  head 
of  the  bolt  resting  on  the  «rm  of  the  vise  to 
give  a  solid  foundation. 

The  illustration  shows  internal  brake  curved  up 
and  external  brake  curved  down.  The  rivet  head 
goes  next  to  fabric  and  riveting  always  done  on 
the  band  side. 

Insert  a  rivet  through  the  lining  and  band 
as  in  fig.  6,  the  head  of  the  rivet  resting  on 
the  bolt,  draw  the  rivet  snug  with  a  rivet  set, 
or  short  piece  of  small  gas  pipe.  Two  or 
three  blows  with  a  hammer  will  be  enough 
to  draw  the  rivet  bead  and  lining  tight  and 
in  place,  too  much  pounding  is  very  bad  as 
well  as  unnecessary  as  it  will  tend  to  draw 
the  rivet  deeper  in  the  lining  and  perhaps 
weaken  it  to  the  point  of  breaking  through. 
Not  over  ^  in.  should  protrude  through  band. 

To  rivet:  Still  holding  the  band  in  the 
same  position,  the  projecting  or  the  hollow 
end  of  the  rivet  is  peined  down  with  the  ball 
pein  of  the  hammer  till  a  good  head  is  formed 
and  the  rivet  draws  tight. 

*Relining  Brakes  on  Dodge. 
Operation:  (1)  Jack  up  rear  wheels;  (2)  remove  wheel  flanges;  (3)  remove  wheel  bearing 
adj.  nut;  (4)  remove  wheel  and  brake  band;  (5)  wash  brake  bands;  (6)  remove  old  brake  lin- 
ing; (7)  rivet  new  lining  bands;  (8)  re- 
place brake  bands;  (9)  put  wheel  on;  (10) 
replace  and  adjust  wheel  bearing  adj.  nut; 
(11)  replace  wheel  flanges;  (13)  adjust 
brakes. 

Adjusting  Dodge  Brakes. 
External   brake   is    connected    with    foot 
brake  pedal:     Adjust  the  hex  check-nuts  on 
the   lower  part   of  the   adjusting  yoke,   as 
well  as  the  wing  nut    (W)    at  the  top,  in 
order  that  the  band  may  be  taken   up  as 
much  at  the  bottom  as  the  top. 
See  that  the  ''brake-supports''  are  adjusted  so  that  the  brake  band  takes  hold  evenly 
all  the  way  around  and  does  not  drag  when  released. 

To  adjust  the  internal  brakes,  take  up  on  front  end  of  pull  rod. 

Material  required  for  a  Dodge  brake  relinlng  job;  88  in.  lining  2%x/«  inch  for  external 
brakes;  71  in.  lining  2x^  inch  for  two  internal  brakes;  12  steel  cotter  pins  ^t%  inch;  80 
brass  rivets  ^^  in.  long,  %  in.  di.,  %  in.  head. 

Adjusting  Brakes  on  Buick  Light  Six. 
The  internal  and  external  brakes  are  steel  bands  lined  with  friction  fabric.    The  foot 

brake  pedal  connects  with   the  external  contracting  band  and  the  hand,  or  emergency  brake 

lever  connects  with  the  internal  band. 

Adjustment  of  the  foot  or 
service  brake:  (1),  adjust 
rear  support  screw  leaving 
tV  in.  clearance;  (2),  adjust 
bottom  of  band  to  drum  to 
1^  in.  clearance;  (3),  adjust 
top  clearance  same.  A 
"thumb-screw"  takes  up 
top  half  of  band  and  a 
**  hex-nut"  on  lower  part 
of  it,  takes  up  the  lower 
half  of  band. 

Adjustment  of  the  hand  or 
emergency  brake:  The  ad- 
justment can  be  made  by 
shortening  the  rods  with  the 
turnbuckles. 


SSAiLl.  WJ« — 

B6AKE  mta.       WfffS. 

JSj^^^^    4i]y-\nrpc  ydkj: 

BRAKE    BdNof   MU         ^^ 

BftAJd    iMCt  ^g^ 

^^ 

BBAlCt  SSAFT 


nnemce  brax(  koal 


AIMUSTWO  TUBMBUCn.£ 

exTSBMAL  QRAanArr 
DrrenMAL  drake  fltArr 

AlWUmWG  THUMB  SCTJEW 


OHAKT  NO.  280D— Belining  Band  Brakes. 

•Sec  page  932   f«»r  Dodge  R«-ar  Axl.v 


Dodge  Brake.    Buick  Light  Six  Brake  Adjustment. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-B. 


Flff.  21  —  To  force  a  one-piece 
clntdi  lining  on  e  cone  dutcli,  in- 
sert a  rat-tail  file  in  a  bit  brace. 
Force  the  lining  on  aa  far  as  it 
will  go  with  the  file,  which  should 
be  a  coarse  one,  and  by  taming 
the  bit  brace  the  file  will  roll  the 
lining   into  place. 


Fig.  7 — When  rellnlng  brakes  some 
repairmen  nse  the  following  method 
to  get  band  tight.  Rivet  first  at 
10,  then  at  11.  This  leaves  a 
slack  which  is  drawn  up  when 
rireted  at  12.  This  forces  lining 
tight  against  band  all  way  'round 
if  proper  length. 


Fig.  28 — Lavlne  steering  device— 
Type;  screw  and  half-nuts.  Ac- 
tion; nuts  (N)  are  divided  and 
operate  on  right  and  left  hand 
threade  cut  in  a  worm  or  double 
threaded  screw  8.  When  turning 
steering  wheel,  one  nut  moves  up, 
the  other  down,  causing  (O)  to 
operate     arm     J. 


Adjnitment  is  by 
nut  (D)  at  bot- 
tom. Lnbrlca- 
tlon;    grease. 


-=9 


Fig.    8. 


Fig.    9. 


Fig  27.  Boas  "fore  and  aft** 
steering  device  for  trucks. 
Type;  screw  and  nut.  Action; 
movement  of  steering  wheel 
turns  screw  (S).  This  causes 
nut  (N)  to  travel  up  or  down 
which  moves  A,  F  and  J.  Ad- 
jnstment;  loosen  clamp  bolt  B 
and   tighten   down   D. 


Fig.  8 — ^A  brake  Uning  counter, 
sink  for  flat  head  rireU  9ie.  Vk 
^^  inch.  Thia  doTiee  will  oou- 
tersink  holes  in  any  atyle  of 
brake  or  clutch  lining.  Shank 
is  9i6  Inch  di.  and  worka  on  a 
hand  or  power  drilL  (Stereni 
Oo..  875  Brodaway.   N.  T.) 


Fig.  9 — Starting  motor  clutch 
on  Hnpmobile  82,  if  worn  so 
that  it  alipa  can  be  remedied 
by  inaerting  cork  atripa  \4-iB- 
in  rear  end  of  clutch  eyl.  recess. 


to  rrsnt  of  Azki 


Fig.  60  —  Boea  "croaa-type" 
■tearing  device  fortmcka.  Note 
ball  I  on  arm  J  fita  into  end  of 
drag  link  D  at  K  (fig.  61). 
Type;  differential  acrew.  Ac- 
tion; arm  J  caused  to  tarn  by 
a  differential  action  of  one 
screw  of  fine  pitch  operatinc 
into  another  screw  of  eoarte 
pitch.  Adjustment:  loosen  B 
and  tighten  D.  MtalealieB; 
oil  injected  at  top. 


CHART  NO.  280E — Miscellaneous  Repairs.     Steering  Devices. 


ADJUSTING  WHEELS,  BRAKES  AND  STEEKING. 
Adjusting  Brakes. 


691 


Tbtre  tfo  two  typta  of  t»r«jEOB  In  genaril  use, 
the  intdrniil  oipftndias  brake  and  tbe  ezteraal  con- 
trMctktiir  brmlce-'-«ee  page  dSS. 

Moit  of  tha  brake*  now  in  use  are  lined  with 
braJca  lining  or  a  ktud  of  asbofitas  fabric. 

B«for«  BtATting  to  adjust  tbo  brftkoa,  jack  up 
Iha  wbeali  aod  il-q  if  the  brarings  are  tight,  if 
looao,  brakes  will  b«  out  of  V\n«  aad  bearings 
ahonld  be  takes   up. 

Teit  brakes  to  tee  if  band  U  badly  wora.  If 
•Oi  a  oow  lining  will  be  naedfrd.  Alao  see  if  the 
Unlog  ha«  worn  down  to  luch  an  extent  tbat  lh« 
rivets  have  cut  the  brake  drum — if  ao,  lUeo  tb(* 
wheel  muBt  bo  removed  and  the  brake  drum 
emootbed  dowa  with  emery  clothp  or  in  bad  catea 
turned  true  and  even  on  a  Utiie.  If  band  is  not 
entirely  worn  down  then  the  brake  band  can  be 
adjusted    for  clearance. 

Clear auco  adjuatment  of  tJHe  eacterual  brakes  ia 
Very  impurtant.  If  the  band  touches  the  brakee 
at  different  points  of  its  circumference  then  the 
brake  will  drag  at  that  point,  which  of  course, 
ceasamei  extra  power  and  wear  on  the  liaing. 
Tbe  purpose  of  adjusting  this  clearance  is  to  re- 
tieve  the  drag  or  t^  take  up  on  an  excess  of  clear- 
ance due  to  wear  of  lining, 

Tbo  proper  clearance  on  most  brakes  is  about 
\ln  to  He  inch  all  'round.  Usually  this  clearance 
can  be  taken  up  by  loosening  the  lock  nut  O,  page 
6S4  aad  tightening  up  the  nut  (D).  This  ordin- 
arily is  sufficient.  If  howes'er,  the  clea*-ance  is 
more  or  less  at  the  rear,  then  the  clearance  can  bo 
adjusted  at  A  and  B.  The  top  half  of  brake  can 
be  adjusted  by  screw  (F>.  However,  the  top  half 
of  brake  is  always  given  slightly  more  clearance 
than  the  bottom  because  the  drum  revolving  in  a 
right  hand  direction  has  a  tendency  to  draw  the 
top  half  of  band  to  the  drum. 

If  tbe  brake  dra^  at  an;  other  point  in  iU  cir- 
cumference,   then    a    large    acrew    driver    can    be 


wedged  between  brake  band  and  drum  and  bj 
slightly  hammering  un  each  side  of  the  band  the 
elearance  can  be  gained,  together  with  adjustment 
of  the  adjustment  screws  and  nuta, 

Man 7  repairmen  adjust  brakes  with  wheels  on 
the  ground  und  after  making  udjuatment,  car  is 
moved  backward  and  forward  to  see  11  band  drags 
and  be  sure  that  both  brakes  are  adjusted  equally. 

To  adjust  tbe  Internal  brake»  see  pages  666  and 
687.  Ordinarily  the  adjuitment  is  made  by  tak- 
iti(   up   on   the   piUI   rods. 

Boti't  forget  to  oU  aU  the  levers  and  Joints  coo- 
nueied   to  tbe  brake  iifler  mukin^  adjustment. 

The  foot  brake  requires  more  •djusttnenl  be- 
cause it  is  used  mast.  Tke  band  bri^e  ia  mostly 
used  for  locking  the  wheels  when  standing  and  at 
intervals  in  conjunct  ion  with  foot  brake  on  steep 
hills,   therefore  it  requires  less  attention. 

Brake  Pedal  Adjufltment. 

Sit  in  the  driver's  scat  and  test  the  pedal  to 
determine  if  it  is  in  the  correct  position  for  proper 
braking  tension  when  brake  pedal  is  applied,  tf 
not,  it  should  be  adjusted  by  movement  of  turn- 
buckle,  per  page  639.  The  lever  (M),  page  084 
should  be  in  toward  the  band  in  order  lo  allow 
for  full  leverage. 

**Brake  Unliag — Size  and  Prite. 

There  are  several  good  brands  of  brake  lining 
on  the  market.  For  instance  Multibeatos,  Ray 
bestos,   etG« 

Tbe  slses  are  usually  measured  In  tbickneas  and 
width  and  sold   by   the  lengthy   per  foot. 

Tbe  tblckneases  run  from  M,  %z,  9^«.  M  and  Hs 
inch.  The  widths  run  from  1.  1^,  1^,  1%  on  up 
to  6  inches  wide.  The  price  varies  from  33e  ptir 
foot  to  13.60  per  foot.  The  Ford  uses  l^x^a" 
and   sells   for  40c   per   foot. 


♦♦Steering  aears. 


There  are  two  methods  In  general  use:  (1)  Th<^ 
"fore  and  aft"   method.    (2>   The  "cross  method." 

The  "fore  aJQd  aft"  metliod  is  shown  in  fig,  no 
With  this  method  the  reduction  i^eAring  is  u^ustly 
in  the  bottom  of  the  steering  device  and  the 
eonnecting  rod    (B)    is  uaually  behind  front  axle. 


rts  siOivM 


(5)  Screw  and  nut  tsrpe,  Ag.  24.  Movement  of 
nut    iff    up   or    down    whirh    moves   arm   J. 

(6}  Screw  and  tiaU-nut  t7pe«  fig,  25.  This  is 
the  Lavine  steering  gear.  Adjustment  Is  at 
the  bottom  of  this  device.  The  Jaeox,  page 
692  is  also  a  screw  and  half  nut  type.  The 
screw  on  both*   being  double   threaded. 


Z=^ 


Tbe  "cross  steering"  method,  is  shown  in  fig. 
31.  With  this  method  the  reduction  gearing  can 
be  either  at  the  top  or  bottom  and  the  connect- 
ing rod  (B)  can  be  either  in  front  or  behind  the 
front   axle. 

The  Ford  and  model  "Four"  Overland  and 
Ohevrolet  "Four  Ninety,"  employ  ptaeetarj  gears 
for  reduction.  The  Ford  gears  are  at  the  top  of  the 
steering  column  (fig.  31),  and  on  the  Overland 
model  "Four"  and  Chevrolet,  at  the  bottom 
(fig,   37,  page  603). 

Types  of  Steering  Gears. 
There   are   a  number   of  methods   for   reducing 
the  ratio  of  movement  of  the  steering  column  shaft 
to  tbat  of  tbe  arm  (J). 

(1)  Pinion  and  sector  type,  see  fig,  20  (illttstra' 
tioot  to  the*  riirht),  and  fig.  6,  page  603. 

(2)  Wonn  and  sector  type,  fig  21.  Note  teeth 
are  only  on  a  section  of  the  sector. 

(3>  Worm  and  worm  wheel  tTpe,  fig.  22. 

(4>  Plaaetarx  type.  Note  the  gears  are  at  top 
of  the  device  on  the  Ford,  fig,  23.  and  at  the 
bottom  on  the  Overland  model  "Four"  and 
ObevTolet.  fig.  37,  page  693, 

**See  page  615  for  size  of  brake  licitig  for  1919  cars. 


Steering  Gtoar  Adjustments. 
The  usual  adjutmenu  ure  in  taking  up  the 
wear  of  the  "worm  and  se*.'tof"  or  the  "worm 
and  pinion"  or  the  "screw  and  nut."  This  is 
accomplished  by  bringing  the  two  in  closer  con- 
tact. On  the  worm  and  worm  wheel  type  the 
side  play  can  be  taken  up  as  explained  on  pagea 
693  and  693, 

Often  times  if  gears  are  worn,  the  steering 
device  can  be  turned  a  quarter  torn  and  arm  J 
adjusted  to  this  position  sod  a  new  surface  will 
be  given  to  the  gears. 

Too  tight  an  adjustment  transmits  road  alioeks 
to  the  hands  and  is  dangeroue— about  1%**  play 
in   steering  wheel  is  ttsually  allowed. 


692 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-B. 


Jacox  Steering  Gear. 

Type:  Screw  and  half-nut  type  (fig*.  22  and  23). 
Consists  of  a  steering  tube  to  the  lower  end  of 
which  is  attached  a  double  threaded  screw  (S). 
Turning  the   steering  wheel  moves  the  screw    (S), 


iMO/TiV  SifTTOf^ 


^TiMAfv  A^ft 


which  moves  the  two  half-nuts  (N).  One  of  ^hese 
nuts  has  a  left  hand  thread  and  the  other  a  right 
hand  thread,  therefore  one  half-nut  (N)  moves  up- 
ward and  the  other  down. 

The  two  half-nuts  (N)  bear  against  two  rollers 
(H)  attached  to  a  yoke  (L)  on  a  shaft  (A)  which 
projects  outside  of  the  housing  and  to  which  is 
attached  a  pitman  arm  (J)  which  is  attached  to  the 
drag  link,  which  in  turn  is  connected  to  the  steer- 
ing knuckle  arm   on  the  front  axle. 

Adjustment:  If  excessive  back  lash  or  lost  mo- 
tion develops,  it  can  be  taken  up  by  loosening  the 
clamp  screw  (B)  and  screwing  down  on  the  ad- 
justing screw  (D)  which  is  screwed  down  directly 
on  the  thrust  bearing  (E)  which  forces  down  the 
double  threaded  screw  (S)  and  the  sliding  half- 
nuts  (N)  against  the  yoke  rollers  (H).  After  ad- 
justing,  lock   the   clamp   bolt    (B). 

Lubrication:  The  gear  is  filled  with  heavy 
graphite  grease  when  it  leaves  the  factory,  how- 
ever, this  should  be  thinned  ocasionally  by  insert- 
ing a  little  engine  oil  through  oil  plug  at  top  of 
the  gear  housing.  The  telescoping  tubing  can  be 
oiled   occasionally   at   oil   holes  OH,   fig.   23. 

Adjusting  Kinks. 
Hard   steering  is  not  always  due  to  adjustment. 
It    may   be   due   to   lack    of    lubrication.     The   other 
members    of   the    steerinsr   device,    such    as   the  drag 
link  connections  may   also  be  dry.      Likewise  loose- 
ness may  be  due  to  the 
connections.       Always 
k<>ei)      nut      (Y)      drown 
ti>;Iit. 


To  test  for  troubles; 
Jack  up  front  wheels, 
disconnect  drag  link  and 
try  the  gear  thus  discon- 
nected. Kxamine  drag 
link  connections  and 
wheel  spindles.  If  this 
does  not  locate  the  trou- 
ble, loosen  dash  floor 
hoard  bracket  and  see 
that  the  steering  column 
is  in  perfect  alignment. 
Take  gear  apart  only  as 
recourse. 


S\         ^""^  »    last 

^y 'O 


Assembling. 

If  taken  apart,  and  tbe  method  of  steering  it 
"fore  and  aft,"  the  left  hand  nut  (N.  flg.  23), 
should  be  on  top  for  left-hand  steering  and  tbe 
right  nut  on  top  for  right-hand  ateering. 

If  "cross  steering"  method,  tlie  right-band  nut 
should  be  on  left  side  for  left-hand  ateering  and 
left-hand  nut  on  right  side  for  right-hand  steering. 

Oemmer  Steering  Dear. 

Type:  Worm  (W)  and  worm  wheel  (H) — figs. 
25,  26.  27.  '  X     '        a 

Adjustment:  End  play  in  worm  wheel  shsft  (A) 
IS  taken  up  by  loosening  lock  nut  L,  (fig.  26)  and 
taking  up  on   adjusting  nut    (I). 


The  second  adjustment 
is  made  by  loosening 
clamp  bolt  (B.  figa.  25, 
27)  and  tightening  ad- 
justment  collar    (D). 

Ordinarily  these  two 
adjustments  will  remove 
any  wear.  However,  if  the  wear  it  excessive  and 
these  adjustmentt  will  not  remove  the  trouble,  this 
arm  (J)  should  be  removed  and  steering  wheel 
turned  around  so  cross  shaft  (A)  will  have  turned 
one-quarter  turn.  In  this  poaition  place  arm  (J) 
back  and  it  will  be  found  that  a  new  surface  will 
be  given  to  the  gears.  Lubrication:  Pack  with 
greate.  Oil  can  be  injected  occasionally  to  keep 
grease   from    hardening. 


Warner  Steering  Gear. 

Type:      Worm    (W)    and   worm-wheel    (H). 

Adjustment:  There  are  two  adjustments.  The 
adjusting  nut  (D)  on  top  of  steering  device  csn 
be  adjusted  by  loosening  clamp  bolt  (B)  to  take 
up  and  down  motion  found  in  the  wheel.  The  worm 
(W)  and  worm  wheel  (H)  can  be  bronght  into 
closer  contact  by  adjusting  of  the  eccentric  bush- 
ing   (T). 

Lubrication:      Pack     with     grease    through    ping 

(O).      Inject   oil    occasionally. 


CHART  NO.  281--Steering  Devices— Types  in   General  Use 

Cars,"  pages  54  4   to  54  6,  for  types  used  on  different  cars. 


see   *' Specifications   of   Leading 


Address  of  gear  manufacturers:  ••Jacox."  Jackaon,  Church  Wilcox.  Saginaw.  Mich.;  "Lavine."  Lavine  Gear 
Co..  Jincine.  Wis.;  "Warner,"  Warner  Gear  Co..  Muncie.  Ind.;  •'Eosa,"  Ross  Gear  &  Tool  Co  La  Farettt. 
Tnd. ;    "Barnes,"    Burnes    Gear    Co.,    Oswego.   ^.   Y.;    *'Qremmw,"    Gommer   Mfg.   Co.,   Detroit.   Mich 


ADJUSTING  WHEELS,  BRAKES  AND  STEERING. 


693 


ADjuJTJI«0  NUT    fl^STIMiNUT 
tlAMPim  BOLT 


FIG 


PlAMUrjOMn 
AtBottoa 


eccentric 
bushmg 

lock  1 


BALL  TUfiUST 


Studebaker  Steering  Gear. 

Type:  "Worm  and  worm-wheel"  (fig.  2.)  Ad- 
justment: Jack  up  the  front  axle  so  steering  de- 
Tice  will  tarn  freely.  Make  adjustment  with  the 
steering  wheel  turned  to  the  extreme  right  as  though 
about  to  turn  a  sharp  corner.  There  is  less  wear 
at  this  position  than  the  straight  ahead  position, 
and  a  tight  adjustment  straight  ahead  would  prob- 
ably be  a  binding  adjustment  in  the  angle  position. 

In  this  position  work  steering  wheel  up  and 
down.  If  steering  coluOin  moves  up  or  down, 
loosen  adjusting  nut  clamping  bolt  and  slowly  turn 
down  adjusting  nut  until  all  end  play  is  eliminated 
then   tighten   clamp  bolt. 

If  there  is  stUl  back-lasb  it  is  an  indication  that 
the  teeth  on  the  worm  and  worm-wheel  is  worn. 
To  adjust:  Remove  steering  arm  (J).  Turn  steer- 
ing wheel  one-quarter  around  and  replace  arm  (J) 
and  tighten  it.  This  will  permit  the  engaging  of 
entirely  new  sets  of  teeth  on  worm  wheel  and 
worm    gear. 

Lubrication:  Usually  when  a  steering  gear  begins 
to  steer  hard  it  is  due  to  lack  of  lubrication.  The 
greai«e  cup  is  used  to  lubricate  the  worm  shaft 
bearing  and  heavy  oil  is  injected  at  oil  plug. 

Chevrolet  "Four  Ninety.'* 

Type:  "Planetary"  (fig.  37).  The  planetary 
reduction  gears  are  at  the  bottom  of  the  steering 
device.  Cross  type  steerinf?  method.  Adjustment: 
There  is  no  adjustment  except  to  see  that  all  nuts 
are   tight.  .  Lubrication:      Pack   with   grease. 

Overland. 

Type:  "Worm  and  worm-wheel"  (fig.  5).  Ad- 
justment: Loosen  the  two  clamping  bolts.  Turn 
slotted  adjusting  to  the  ri^jht.  Next,  turn  steering 
wheel  hard  around  and  adjust  worm  gear  by  turn- 
ing the  eccentric  bushing.  Reason  for  adjusting 
with  wheel  turned  to  right  is  explained  under 
"Studebaker"    above. 

All  Overland  cars  use  above  steering,  except 
model  "Four."  which  u.ses  a  "planetary"  type 
similar    to    fl^.    37. 

Maxwell  Steering  Gear. 

Type:  "AVorm  and  worm-wlieel  and  has  two 
adjustments. 

If  an  excessive  amount  of  end  play  or  lost  mo- 
tion exists,  remove  the  two  upper  bolts  in  the 
steering-gear    shaft    coupling    and    pull    the    steering 


adiustihg 
T*-  r^uc  for 
Vworm 

■  >&  thrust 
washers 


grease 

thrust 
washer 

grease 


wheel  and  shaft  upwards.  Then  unscrew  tlie 
steering  arm  clamp  nut  and  remove  the  steering  arm 
with  the  worm  wheel  shaft.  The  steering  gear  worm 
adjusting  plug  clamp  screw  should  then  be  loosened 
and  while  turning  the  steering  gear  with  a  hand 
on  the  coupling  about  a  quarter  turn  to  the  right 
and  left,  tighten  the  plug  until  the  play  is  taken  up. 

If  there  is  still  lost  motion  in  tbe  steering  wheel, 
remove  the  steerine  arm  and  turn  the  wheel  until 
the  steering  arm  clamp  has  rotated  a  quarter  turn 
and  replace  the  steering  arm,  thus  giving  the  gear 
and  worm  a  new  bearing  surface.  Lubricanon: 
Soft  cup  grease  through  filler  plug. 

Reo  .Steering  Oear. 

Type:  "Pinion  and  sector."  Illustration  (fig. 
6),  is  that  of  the  steering  device  used  on  the  Reo 
model  "F"  truck,  but  explains  the  principle  as 
used  on  other  Reo  Oars.  Adjustment  of  pinions 
and  sector  endwise  may  be  controlled  by  the  adj. 
screw.  This  pinion  may  be  moved  up  or  down  by 
unclamping  locking  bolt  (not  shown)  near  bottom 
of  steering  device,  allowing  whole  steering  column 
to  move  up  or  down  to  give  the  right  engagement. 
Do  not  disturg  adj.  screw  when  making  this  adjust- 
ment.    Lubrication:     Inject  grease. 

Dodge  Steering  Oear. 

Type:  "Worm  and  morm  wheel."  fig.  4.  Both 
made  of  hardened  steel.  Adjustment:  To  remove 
end  play  in  worm  shaft,  loosen  coupling  or  shaft 
connection  (not  shown)  on  the  steering  column,  also 
the  clamping  bolt  at  top  of  the  steering  case.  Then 
screw  down  the  adjusting-nut  until  play  is  removed 
but  not  too  tight.  Tighten  the  parts  which  were 
loosened. 

To  take  up  end  play  between  worm  (W)  and 
worm  wheel  (H),  remove  eccentric  bushing  locking 
bolt.  Then  turn  the  octagonal  end  of  the  eccentric 
bushing,  which  projects  through  the  frame,  until 
(H)  is  brought  in  close  contact  with  (W).  Be 
sure  to  replace  the  eccentric  bushing  locking  bolt, 
so  that  it  sets  between  the  teeth  on  the  inner  end 
of  the  eccentric  bushing.  After  long  usage  the 
steering  lever  arm  (J)  can  be  disconnected  and 
(H)  and  (W)  can  be  rotated  90*  or  one-quarter 
turn  and  new  teeth  brought  into  play.  Any  end 
play  found  in  the  worm  wheel  shaft  can  be  taken 
up  by  an  adjustment  on  the  side  of  the  steering 
device    (not   shown). 

Lubrication:  Pack  cup  grease  in  steering  gear 
case  at  grease  plug,  with  grease  gun.  Turn  a 
grease  cup  above  H   (not  shown)    every  100  miles. 


CHABT  NO.  2282 — Steering  Oear  Adjustment  and  Lubrication.    Sec  pages  543  to  546  for  make  of 
Steering   Device  used  on  different  cars. 


fS94 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-B. 


Hudson  Oiling  Adjustments. 

This  subject  is  treated  on  pages  198  and  200.    Ad- 
ditional matter   is   given   below. 

Evidence  of  Poor  Adjustment. 

1-Excessive  and  continued  smoking  at  slow  speeds. 
Sooty  plugs. 

This  indicates  that  the  central  eccentric  does  not 
shorten  the  stroke  of  the  pump  sufficiently.  Ad- 
justment of  control  eccentric  necessitated. 

2-Oil  pressure  gage  readings  other  than  from  %  to 
1  lb.  when  idling  or  2  to  2  H  lbs.  at  high  speed. 
Eccentric  adjustment  necessary,  or  a  leak  in  the 
oil  pipe  lines. 

3-Engine  hot. 

Dirty  oiling  system,  necessitating  cleaning  and 
change  of  oil,  with  possible  readjustment^ 

i~A  pressure  reading  at  slow  speeds — none  at  high 
speeds. 

Caused  by  the  control  cam  permitting  the  plun- 
ger  to  work   at   slow   speeds  but   stopping  it   at 


until  it  is  entirely  free  from  plunger. 
(This  point  can  be  determined  when  en^ne  is  id* 
ling  by  turning  the  screw    (flg.   2)   an  til  a  point 
is  reached  where  the  acrew  turns  freely.) 

3-It  is  then  in  the  position  shown  in  Ag.  8.  per- 
mitting the  plunger  to  take  full  stroke  under  all 
conditions. 

i— Speed  engine  up. 

5-Note  oil  pressure.     It  should  be  about  2%  lbs. 


high  speeds.  Adjustment  of  csm  necessary. 
It  is  usually  advisable  to  remove  the  oil  jpan, 
clean  and  refill  with  new  oil  in  case  of  any  oiling 
troublee  before  making  any  adjustments.  A 
draining  and  replenishing  of  the  oil  supply  is 
advisable  every  1000  miles;  or  after  the  first 
600  miles  with  a  new  car. 

To  Olemn  the  System. 

1— Remove  oil  reservoir,  drain  plug  and  drain  system. 

2— Remove    base. 

8-Remove  two  bolts  holding  oil  reservoir,  screen 
in  place,  and  wash  with  gasoline  or  kerosene. 

4-Wash  oil  troughs  and  reservoir  with  gasoline  or 
kerosene. 

6-Remove  oil  suction  tube  and  see  that  it  is  open 
and  clean.     Blow  out,  if  necessary. 

6-Replaee  oil  suction  tubes  and  make  all  joints 
tight,  otherwise  the  oil  pump  will  draw  air,  pre- 
venting oil  circulation  and  destroying  the  ac- 
tion of  the  pump. 

7-Fill  oil  troughs  with   oil.     Replace  base. 

If  the  oil  troughs  are  not  filled,  the  bearings 
etc.,  may  not  receive  oil  enough  to  prevent  dam- 
age when  starting  the  engine. 

8-Rofill  the  reservoir  with  new  oil.  This  takea 
somewhat  over  3  gals,  and  the  indicator  gage  at 
the  right  of  the  engine  should  be  about  halfway 
up  the  column. 

To  Adjust  Oil  Pomp. 
1-Loosen  throttle  arm  on  pump-control  eccentric  at 

the  right  side  of  engine. 
2-Turn    control    eccentric    arm    with    a    screwdriver 


6-If  it  is  more  than  2%   lbs.  stop  engine,  remove 

oil  valve  spring,  as  shown  in  flg.  8.  and  stretch 

it  slightly. 
7-Replace  spring  and  again  test. 
8-Should  the  gage  read  less  than  2%   lbs.,  squeese 

the  spring  snorter  and  test. 
9-Oouple  up  throttle  lever  as  shown  in  flg.  2. 
lO-Start  engine.     Let  it  run  with  closed  throttle. 
11-Turn  adjusting  screw    (flg.  2)   in  an  »nti-eleck- 

wise  direction  until  the  oil  gage  registers   %  to 

1  pound. 
12-Lock  throttle  lever  in  place. 

To  Check  Up  Adjustment. 

1-Remove  plug,  shown  in  flg.  8,  and  insert  a  match 
or  nail  in  the  hole,  bringing  it  into  contact  with 
the  plunder  head.  The  pump  can  be  felt  going 
through  Its  stroke.  (Oare  must  be  token -in  do- 
ing this,  as  the,' fan  runs  werr  close  to  the  plsg 
and   offers  opportunity   for  Injury.) 

2-When  the  engine  is  idling,  with  the  throttle 
closed,  the  stroke  of  the  plunger  should  be 
about    ^^2   inch. 

3-When  racing,  the  plunger  should  have  a  stroke  of 
about    Vfc    inch. 

4-With  the  throttle  open  the  mark  (O)  on  the 
control  eccentric  arm  at  the  coupling  shoald 
be  just  forward  of  the  vertical  (see  flg.  4). 
(In  making  any  adjustment  on  the  oil  pump, 
always  start  with  the  control  eccentric  in  the 
inoperative  position  and  follow  the  steps  through 
as  outlined,  otherwise  the  cam  may  be  set  m 
the   wrong   position.) 


Principle  of  Operation  of  The  '  'Ball  and  Spring' '  OU  Pressure  BegnlAtton. 
The  method  of  regulation  of  the  pressure,  where  a  ball  check  and  spring  is  used  is  shown  on  pages 
198,  200,  741.  The  ball  and  spring  performs  the  same  function  as  a  safety  valve  on  a  ateam  boiler.  It 
can  be  placed  any  where  on  the  system  (preferably  farthest  point  away  from  oil  pump).  There  or*  cer- 
tain positions  of  crank  shaft  when  no  oil  channels  register  and  pressure  would  build  up  ezceaalTely  high 
were  it  not  provided  with  aome  meana  of  release.  When  pressure  exceeds  that  at  which  the  regulating 
screw  is  set.  it  forces  the  ball  off  ita  seat  and  the  oil  passes  through  channel  to  lubricate  the  chotno.  u 
this  regulating  screw  were  set  at  too  low  a  preasure,  then  all  the  oil  would  pass  out  under  the  boU  tmA 
your  crank  pins  would  go  dry.  If  set  too  lUgh  the  oil  feed  would  be  too  great  and  smoke,  carbon  and 
fouled  plugs  would  be  the  resuU. 


OHABT  KO.  282- A— Adjusting  Hudson  Super-Six  Oiling  System— also  see  chart  99-A  and  page  199. 

See  page   198.   200  and   741.      (Motor  World.) 


INSTRUCTION  No.  46-C. 


HOW  TO  USE  TOOLS  AND  MAKE  REPAIRS. 

*How    to    Solder    Aluminum. 


Th«X6  are  vajloas  compoundB  on  the  muket 
for  soldflrliig  alrmitiuai,  but  tliU  operation  d^ 
pends  more  ou  the  workman  thui  on  the  aoldef , 
and  unleis  considerable  experieoce  hat  been  bad 
it  ii  probably  bolter  to  purchaie  lolder  than  to 
attempt    making    it.? 

The  chi«f  dliTlculty  in  solderini^  aluminam  is 
that  the  heat  is  dissipated  so  rapidly  that  it 
cools  the  soldering  iron,  and  furthermore,  alnm- 
Innm  oxidises  Instantl^r  ttpon  exposure  to  the  air. 
This  extreioely  thin  film  effDciually  prevents  a  per- 
feet  union  being  made.  If  the  parts  are  well 
heated  and  melted  solder  kept  melted  by  allow* 
log  the  iron  to  stand  on  it,  the  surface  can  be 
scraped  beneath  the  melted  solder  by  the  point 
of  the  soldering  iron,  thus  preventing  to  a  cer- 
tain extent  the  oxidation.  In  this  way  the  metal 
can  be  tinned.  When  both  parts  to  be  brought 
together  are  well  tinned,  the  parts  can  be  united 
with  some  chance  of  soccess,  nitrate  of  silTer, 
resin,  or  sine  chloride  being  u»od  as  a  flux. 


A  nickel  soldering  tool  gives  more  satisfactory 
results  thsu  a  copper  one.  a«  the  latter  alloys  with 
the  tin  and  soon  becomes  rough. 

Parts  to  be  united  most  be  thoivughly  cleaned: 
If  the  surface  is  of  such  a  shape  thai  it  can- 
niOt  be  readily  cleaned  by  scraping,  it  can  be 
eleaned  by  dipping  it  into  a  solution  of  nitric 
acid  in  three  times  its  bulk  of  hot  water  contatn- 
inj^  about  5  per  cent  of  commercial  hydro-fluoric 
acid.  This  causes  a  alight  action  ou  the  surfsce 
of  the  metal  as  shown  by  bubbles.  Rinse  the 
metal  after  removing  from  the  acid  bath  and  dry 
in  hot  sawdust,  or  thoroughly  dean  and  ntlow 
to  stsnd  two  or  three  hours  in  a  strong  solution 
of  hypo-sulphate  of  soda  before^  being  operated 
apon  or  cleaned  in  the  acid  bath   described  aboTS. 

Aluminum  solder:  The  foltowiog  formula,  in 
the  hands  of  a  competent  man.  can  be  used  to 
unite  aluminum  or  aluminoid  parts:  tin,  10  parts; 
cadmium.  10  part«;  liuc,  10  parts;  lead,  1  part. 
It  is  best  howerer.  to  purchase  the  solder  ready 
made. 


♦■^Heat  Treatment  of  Steel. 


In  ordinary  shop  practice  this  consists  of  the 
following:  The  process  of  ikanealiug*  the  process 
of  hardeBing  and  the  process  of  tempering. 

Annealing. 

Annexing  or  softening  renders  metal  tn  such 
condition  that  it  can  he  easily  cut,  machined  or 
bent.  Sef"  psfce  713,  fig.  4.  showing  how  tubing 
is    annealed. 

To  aitneal  steel;  heat  to  a  dull  red  heat  and 
then  remove  from  the  heat  and  permit  to  cool  In 
in  the  air. 

Wliere  the  work  is  of  great  Importance,  an 
oveo  or  crucible  is  used.      A  simple   ^ven  is  shown 

in  fig,  1,  and  fig.  1,  page 

690.    A  piece  of  gas  pipe 

is  used,  large  enough  lo 

admit  the  tool  or  melsl 

to    be   heated.      One    end 

is  closed   and  placed   in 

coals  until  inside  of  pipe 

has    been     heated    to    a 

bright    red.       Then    the 

part     to     be     heated     is 

placed   in    the   pipe  and 

brought    to    the    desired 

heat.      Thet»    instead    of 

cooling  in   the  open   air, 

the  work  is  placed  In 
a  bed  of  uon-heot-conducting  materia]  such  as 
charred  bone,  asbestos  fibre,  ashes,  lime.  Are  clay 
or  sand.  The  metal  should  be  left  for  a  long 
period  of  time,  well  covered,  until  cool. 

Brass  or  copper,  is  heated  to  a  low  red  heat 
and   quickly    dropped    into  cold   water. 

Hardening. 

The  process  of  hardening  is  accomplished  by 
bringing  the  metal  to  the  proper  temperature, 
slowly  and  evenly,  the  same  aa  for  annealing,  and 
then  cooling  more  or  less  rapidly,  depending  on 
the  grade  of  the  steel  being  worked  upon. 

The  degree  of  hardening  is  determined  by  the 
grade  of  steel,  the  temperature  from  which  it  is 
cooled  and  the  temprature  and  kind  of  cooling 
bath  into  which  it  is  plunged  for  cooling. 

Steel  to  he  hardened^  is  placed  in  the  oven  sod 
permitted  to  come  to  a  heat  of  about  650  or  700 
degrees.  It  then  is  placed  into  a  heating  bath 
ci  molten  lead,  fused  cyanide  of  potassium,  heat- 
ed mercury  or  some  other  preparation  designed 
for  the  purpose.  The  degree  of  heat*  to  which  a 
piece  of  steel  must  be  brought  depends  on  the 
percentage  of  carbon  contained  within  the  steel. 
The  more  earboo*  the  lower  the  heat  required  to 
harden  it 

*8ee  pages  711.  712,  785  for  SoMertng.     **A  book    dealing  with   the  subject  of  annealing,   hardening, 
tempering,  braiing,  etc.,  can  be  secured  of  A.  L.  Dyke.  Pub.,  Granite  Bldg..  St.  Louis.  Mo.  for  $3  50 
tOne    manufacturer    is    Victory    Aluminum    Solder    Co.,    3334   Kediie   Ave..    Chicatjo, 
*T<^  solder  cast  iron,  see  foot  note,  page  712.     See  :ii«o.  foov  uuV«,  v*^%*  1\^, 


It  is  eniential  that  the  cooling  bath  be  of 
the  same  temperature  during  each  process  of 
cooling. 

Ordinarily,  steel  is  cooled  in  water,  but  msny 
other  liquids  are  used.  If  cooled  in  strong  brine, 
the  heat  wJll  be  extracted  very  rapidly  and  the 
degree  of  hardness  will  be  much  greater,  tf 
cooled  in  mercury,  a  still  greater  degree  of  hard 
mess   Is  obtained. 

If  toughness  is  wanted  without  extreme  hard 
nesB,  the  metal  may  be  cooled  in  lard  oil,  fish 
oil   or   neatsfoot   oil. 

In  hajrdeulng  carbon  steel,  bring  to  a  cherry 
red  heat,  plunge  into  cold  water  (brine  is  best) 
and  hold  until  hissing  ceases,  then  remove  and 
place   in    oil    for   complete    cooling. 

In  hirdenlng  high-speed  tool  ateet — see  page  711, 

Wliea  kardening  brass,  bronse,  or  copper,  the 
work  is  accomplished  by  hammering  or  working 
while  cold. 


Tempering, 

Tempering  differs  from  hardening.  In  that  tem- 
pering is  the  process  of  making  steel  tough  so  it 
win  hoM  a  cottliif  ttdge  and  not  crack  or  check. 
Tempering  makes  tka  mtftal  stronger  and  the 
grain  finer.  Tempering  may  be  considered  as  a 
contlnnaUon   of   hardening   operation. 

To  temper,   the  meul   or  tool   Is  heated  slowly. 

to  a  cherry  red  heat  then  dipped  into  water  (fig. 

3).  to  a  depth  of  about  %   or  %** 

kl      ^  above   the   point.     When   the  piece 

>  JH'^   no  >  ^'^*  cooled  to  the  point  where  the 

,  i  portion    above    the    water    has    not 

lost    Us    redness,    remove    ii    from 

the     water    and    quickly    rub     the 

end  with  fine  emery  cloth. 

While  the  heat  from  the  un- 
cooled  portion  of  the  metal  grad- 
ually heats  the  point  sgstn  a 
change  of  eolor  occurs  at  the  pol 
When  a  certain  oolor  has  been 
reached  the  entire  tool  should  be  completely  tm 
mersed  in  water  and  permitted  to  remain  there 
until  cold. 

Colors  for  different  work  is  as  follows:  Wood 
aaws  and  springs — dark  blue,  600':  cold  chisels 
and  screw  drivers— dark  blue  or  light  purple, 
600*  or  520";  punches,  drills  and  wood-working 
tools — ^brown  510";  taps  and  reamers — ordinary 
straw  color  450*:  Isthe  tools,  planer,  shaper  and 
stotter  tools — flight  straw  color,  430*.  Colors 
darker  than  the  dark  blue,  ranging  through  green 
and  gray,  signify  that  the  piece  nat  reached  Ha 
ordinary  temper,  which  means  It  Is  partially 
annealed. 

— continued  on   page   697 


ished     point. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-C. 


2,?rJ'^'^      ^..■^"-'^'^r-'!^         *How    to     Case 
W<s    ^^— -^-r-  -      /..  ^/^  Harden SteeL 

The   outer   sur- 
face of  any  piece 
of  soft  steel  may 
be  made  hard  by 
case       hardening, 
rig.  1.  Case  hardening  steel.     }^^  purpose  is  to 
The    pieces    are    packed    in    a      increase      t    h    e 
pipe   with    the    hardening   com-      strength      and 
pound— but  they  must  not  touch,     gearing    qualities 

of  the  steel.  All 
machine  work  to  be  done  on  the  steel  should  be 
done  before  the  case  hardening,  as  grinding  alone 
can  be  done  afterward.  (If  any  part  of  the  piece 
must  be  left  soft,  this  may  be  done  by  covering 
that   part   with   aHbestos   paste   or   paper.) 

The  hardening  compound:  Mix'  9H  parts  of 
•fine  charcoal  with  2V&  parts  of  table  salt.  Place 
2H  parts  of  kerosene  oil  in  a  dish,  and  put  with 
it  as  much  sawdust  as  is  required  to  soak  the  ke- 
rosene up.  Now  mix  the  sawdust  and  oil  with  the 
charcoal  and  salt.  This  compound  may  be  used 
many   times. 

The  crucible:  Get  a  piece  of  iron  pipe  long  and 
large  enough  to  hold  the  pieces  to  be  hardened 
(fig.  1.)  Pack  the  pieces  in  this  pipe  with  the 
hardening  compound.  Do  not  let  one  piece  touch 
another,  or  touch  the  pipe  side,  but  keep  them 
well  apart  with  the  compound.  Now  close  both 
ends  of  the  tube  with  fire  clay. 

A  large  forge  fire  is  necessary  for  heating  the  pipe 
and  the  pipe  should  be  heated  to  a  bright  red  heat. 
The  length  of  time  varies  depending  on  the  size  of 
the  pieces,  and  the  depth  of  case  desired. 

Ordinarily  two  hours  at  bright  red  heat  will  give 
^6  inch  case.  This  heat  should  be  held  as  evenly 
as  possible  to  give  an  even  case  and  reduce  warping 
effects. 

To  produce  the  maximum  strength,  two  heat 
treatments  are  necessary  after  hardening.  First 
heat  each  piece  to  a  brisht  red  and  plunge  in  oil. 
Then  again  heat  it  to  a  dull  red,  and  plunge.  Thin 
will  give  a  fine  grain  both  in  the  core  and  in 
the  case. 

Quick  Case  hardening:  If  a  thin  case  is  de- 
sired, this  may  be  applied  ouickly  by  heating  the 
piece  to  redness  and  spfinkling  the  part  to  be 
hardened  with  potassium  cyanide.  Keep  the  tem- 
perature constant  for  4  or  6  minutes,  then  plunge 
the  piece  in  water  or  oil.  An  exceedingly  thin 
case  will  result  that  will  increase  the  wearing 
qualities  of  the  steel,  better  its  appearance  and 
prevent  rust. 

Another  Method  of  Case  Hardening. 
It  is  possible  to  case-harden  small  pinions  quite 
well  by  bringing  them  to  a  uniform  bright-red 
heat  and  plunging  them  into  finely-powdered  yellow 
prussiate  of  potash,  repeating  the  operation  three 
or  four  tiroes,  and  finally  plunging  into  clean  cold 
water  whi>t  still  at  a  red  heat.  The  mild  steel 
absorbs  carbon  from  the  potash  to  a  depth  of  about 
V^th  of  an  inch,  and  this  surface  harddns  perfectly 
on  the  final  cooling.  Nuts  so  treated  resist  rough 
usage  with  the  spanner  much  better  than  an  or- 
dinary   soft-surface   nut. 

In  treating  parts  of  this  class  it  is.  however, 
important  to  remember  that  the  threaded  part 
should  be  filled  up  with  clay  so  that  it  does  not 
come  in  contact  with  the  carbonizing  material; 
otherwise  it  will  be  certain  to  be  spoiled.  Any 
roughness  of  the  surface,  such  as  on  the  teeth  of 
pinions,  can  be  smoothed  off  with  emery  cloth 
wrapped  over  a  thin  flat  file.  Parts  made  from 
tool  or  high  carbon  steel,  are  readily  hardened  by 
making  them  red-hot  and  plunging  them  into  cold 
water.  The  correct  heat  is  important,  because  if  the 
parts  be  heated  to  a  very  bright  red,  they  may  be 
spoiled  or  decarbonized,  and  if  to  a  white  heat, 
certainly  so.  On  the  other  hapd,  if  made  barely 
red,   the   parts   will   not   harden. 


Straightening   Warped    Pieces. 
Uneven  heat  and  uneven  cooling  warps  the  steel     j 
Case   hardened   pieces   can    not   be    straightened   by 

pressure  or  by  pound-     I 
•■  ^^^  i^K  as  thia  cracks  the 

l^rfWL  K  case.      To    atralghtea    | 

a    warped    piece    of 
case   hardened  steel: 

1 — Find   the  high  or  i 
"bowed"  part.  Mark 

this     with     a     chalk  > 

line.  > 

2 — Heat  the  piece  ' 
slightly — nerar  near 
a  red  haat.  (The  I 
amount  of  heat  de-  ' 
pends  on  the  warp.  | 
and  can  only  be  de- 
termined by  trial.)  i 

3 — Clamp    the    pieee 

in  a  rise  between  the  I 
blocks    as    shown    in 

fig-  2.  ; 

4 — Direct  stream  of  water  at  chalk  line.     This  will  i 

contract   the  long  side   and   make   piece    straight.  I 

**A  Home  Made  Oas  Blow  Torch.  i 

Small  soldering  jobs,  especially  in  cramped  qnar      i 

ters,  may  be  most  readily  done  by  means  of  a  blow-     | 

torch.      Such   a   torch   may   be   made   from   pipe  fit-     i 

tings  in  the  raao-     | 
r  ro  <u<  Lw:         n  e  r      illustrated. 

In   brief,    it  com-     I 
prises  a   piece  of     , 
pipe,    attached  te 
the   gas    main   by 
a   length    of  rub      I 
ber  hose,  with  so-     ' 
other      piece     of    , 
pipe,    attached  te 
the   air    line,   and    I 
welded       to      the     I 
gas    nossle    as    shown.       A    spacer    cross-brace    it    I 
welded   between   the   two   pipes,    at   the   rear,   mak- 
ing the  torch  a  unit.     A  valve  on  the  gas  pipe  rea- 
ders   regulation    of    the    flame    easy.      Though    this 
torch  is  somewhat  small  for  brazing  jobs,  a  heavier 
torch   could  readily  be  made  for  that  purrose— see 
also  fig.   17.  page  720,  and  472. 

fGas  Torch  and  Soldering  Iron. 
A — copper    soldering    iron.     B — gas    burner    tube. 
0 — gas  burner.     D — gas  tube  to  connect   hose. 

This  is  a  well-made  tool.  Can  be  used  with 
illuminating  or  acetylene  gas  by  attaching  te  gas 
burner  or  Prest  O  Lite  tank  with  rubber  tube.  By 
removing  the  soldering  iron  the  burner  can  be  used 

as    a    blow    pipe 

5P     p.    ^  for    brazing,    alse 

=*=<^'V'K^  soldering     alumi- 

fimi^sJmi^iJfgi^^^k;^         num   —   for   sale 
6        C  D  by    Auto    Supply 

^  houses. 

Starretts    Gas    Heater. 
The  heater  will   be  found   very  useful   in   the  ma- 
chine shop,  as  it  is  convenient  for  tempering  small 

I  tools,  heating  sol- 
dering irons,  melt- 
ing lead,  babbitt, 
etc..  and  as  a 
forge  for  light 
work  it  will  be 
found  very  valu- 
able. 

It  consists  of 
1,  2.  or  8  burn- 
ers, with  or  with- 
out tool  holder 
and  is  connected 
to  the  ordinary  gas  jet.  A  ladle  14  inches  long. 
holding  12  ounces,  can  be  had  of  the  same  Oompanr 
L.  E.  Starrett,  Athol  Mass.  '* 


Double  Tube  Gas  Heater? 


CHART  NO.  282-B— How  to  Case  Harden  Steel. 

Straightening  Warped  Pieces.     (Motor  World.) 
*8ee  also  pafres   695  697.      **See  also   page  472.      tSee   page  735.  711  and  71 


A   Home   Made    Blow    Torch.    A    Qas   HeaftK. 

for  easoUne  Mow   pipe  torehctfi 


HOW  TO  USE  TOOLS  AND  ALA.KE  REPAIRS. 


697 


—  coiitiuued  from  page  C95. 

After  a  spring  has  been  properly  hardened  by  dip> 
pine  in  fish-oil  or  lard  it  may  be  held  over  the  fire 
while  still  wet  with  the  oil  and  permitted  to  catch 
tire.  After  the  oil  bums  off  the  spring  it  has  been 
properly  tempered.  Self-hardening  steel  should  never  be 
placed   in   water. 

Drills  and  small  tools  can  be  tempered  quite  well  in 
a  flame.  Larger  parts  are  better  tempered  on  an  iron 
)>]ate  on  which  has  been  placed  a  thick  layer  of  fine 
Kand  and  the  flame  allowed  to  play  ondemeath.  This 
ensures    the   part    being    uniformly    tempered. 

Difficulty  is  often  experienced  in  lathe  work  oni 
nickel   steel   stock   through  the   failure  of  the   tool   to 


retain  its  cutting  edge.  To  overcome  this,  heat  the  tool 
nearly  to  white  heat  and  plunge  it  into  kerosene  oil. 
See  also,  page  711. 

Case  Hardening 
Is  the  process  of  hardening  the  surface  of  the  steel, 
l6«Ting  the  inside  strong  and  tough.  More  carbon  Is 
added  to  the  surface  of  the  steeH  which  offers  good 
wear — resisting  qualities  and  has  the  effect  of  forming 
a  very  hard  coat  on  the  outside  while  leaving  the  in- 
side practically  unaffected.  In  other  words  the  outer 
surface  only  is  hardened,  as  for  instance,  gear  teeth 
or  nuts  which  are  hanlened  to  only  about  1/50"  deep — 
see   page   696.      (Motor   Age.) 


♦♦Brazing. 


Brazing  is  infinitely  stronger  than  soldering.  It  is 
by  brazing  that  bicycle  frames  are  built  up.  Cycle 
makers  use  a  gas  blow  flame.  This  consists  of  two 
parallel  pipes — one  for  gas  and  one  for  air.  The  air, 
which  issues  under  pressure,  causes  a  strong  and  verv 
hot  flame.  The  air  pressure  is  produced  by  a  small 
1»p1Jow8   worked   by  the   foot. 

Instruments  For  The 
There  is  one  foature  of  automobile  repairing 
which  has  been  sadly  neglected  by  the  average 
repairman  and  that  Is,  the  use  of  electrical  test- 
ing Instruments  for  testiujj  p^enerators,  starting 
motors,  wiring  system,  ignition  system  and  stor- 
affe  batteries.  Also  the  use  of  the  micrometer 
caliper  for  measuring  and  testing  piston  clear- 
.incos;  to  see  if  the  cylinders  are  out  of  round, 
t'tc. 

The  reason  why  neglected,  is  possibly  due  to 
the  fact  that  the  repairman  has  not  realized  the 
importance  of  making  adjustments  to  a  thou- 
sandth part  of  an  inch,  or  else  he  thinks  the 
subjects  are  too  complicated  for  him  to  under- 
stand. 

The  writer  would,  however,  advise  every  re- 
pairman who  wishes  to  be  "au  fait"  with  small 
measurments  and  accurate  work,  to  not  only 
study  the  use  of  the  instruments  which  will  be 
mentioned  but  become  the  proud  possessor  of 
the  instruments.  You  will  not  only  place  your- 
self in  a  position  where  you  can  diagnose  and 
remedy  troubles,  test  cylinders,  pistons,  valve 
clearances,  etc.,  with  a  degree  of  accuracy  you 
have  not  been  accustomed  to,  but  you  will  be 
in  a  postion  to  do  work  "over  the  head*'  of 
your  competitor  and  your  work  will  be  accurate, 
which  of  course  will  build  a  profitable  business 
for  you. 

*Llst  of  Instruments. 
l-Model  280  Weston  Volt-ammeter,  as  per  page 
864H.      For  making  tests   as   shown    on   pages 
401'.   406.   410.    414.   416.   429.    737.   Price $   37.50 

1-Cadmium  Voltmeter  with  cadmium  stick,  as 
per  page  8641.  For  testing  storage  battery 
plates  as  per  pages  864D  and  E.  Price $  28.25 

1— Hydrometer,   for  testing  electrolyte  of  storage 

batteries,  per  page  450.  Price .$     1.50 

1-Wiring  Manual  to  aid  one  in  tracing  electrical 

wiring  circuits,   per  page  864F.   Price $   15.00 

1-No.  203  Micrometer  Caliper,  for  measuring 
spaces  from  .001"  to  1  inch.  This  instrument 
ran  be  used  for  measuring  ball  bearings, 
drills,  screws,  rods,  sheet  metal,  etc..  and  is  ex- 
plained on  page  698.    Price $     8.50 

1-No.  226,  3  inch  Micrometer  Caliper,  for 
measuring  the  diameter  of  pistons,  etc. 
Will  measure  from  2  to  3  inches  in  thousandths 
part  of  an  inch.  See  pages  698,  699  and  page 
649.   Price $    10.00 

**See  pages  712,  713.  tSee  also,  pages  698  and  541.  Thotisandths  part  of  an  inch  and  hundreths  part  of  an 
inch  converted  into  fractions  of  an  inch,  are  given  on  pages.  541  and  115.  *Other  snggested  tools  axe:  4" 
machinists  vice.  $12.75:  Blow  pipe  torch  for  soldering.  $8.50;  Set  of  drills  A"  to  ^4"  In  thirty-seconds.  $7.00; 
Townsend  grease  gun,  $5.50.  All  material  listed  on  this  page  can  be  secured  of  A.  L.  Dyke.  Elect.  D^^.^  ^v. 
Louis.  Mo. 


The  hard  solder,  as  it  is  sometimes  called,  is  a 
brass  that  melts  at  a  low.  red  heat.  It  is  generally 
bought  in  packets,  and  is  in  grains  about  the  size  of 
a  pin's  head.  Brass  wire  is  also  used.  Being  wound 
around  the  part  to  be  brazed,  it  melts  and  runs  into 
the  joint.     The  flux  used  for  brazing  is  powdered  borax. 


Automobile  Mechanic. 

l-No.  226,  4  Inch  Micrometer  Caliper,  for 
measuring  the  diameter  of  pistons,  crankshafts, 
etc.  Will  measure  from  3  to  4  inches  in 
thousandths  part  of  an  inch.  See  pages  649. 
609,    698.    699.    Price    $   1^75 

1-No.  226,  5  inch  Micrometer  Caliper,  for 
measuring  the  diameter  of  pistons,  etc.  Will 
measure  from  4  to  5  inches  in  thonsanH^hs 
part  of  an  inch.  See  pages  649,  609.  698. 
699.   Price $12  00 

1-No.  124A  Inside  Micrometer  Caliper,  for 
measuring  the  inside  diameter  of  cylinders 
per  pages  649.  609.  654.  653.  698.  699.  Will 
measure  spaces  from  2  to  8  inches.  Price...    $     7.25 

1-No.  72  Thickness  Oage,  for  measuring  spark 
plnir  gap  clearance,  (pages  235.  543)  ;  inter- 
rupter gap  clearance  (pages  251,  378.  543)  : 
piston  ring  gap  clearance  (pages  649.  655). 
etc.  Has  22  leaves  varying  in  thickness,  from 
.004"  to  .025".     See  page  699.  Price S     2  50 

1-No.  172A  Thickness  Oage,  has  0  leaves  and 
measurers  smaller  clearance  than  No.  72.  as 
follows:  .001%  or  .0015";  .002";  .003"  also 
.004";  .006";  .008";  .010";  .012";  .015". 
These  smaller  measurements  are  necessary  for 
measuring  ring  groove  clearance  (page  649)  ; 
valve  clearances  where  under  .004",  (pages 
542    and    94).    Price $     150 

1-Machlnists  Steel  Bnle  or  Scale,  6  inch,  per 
flg.   18,  page  700.  Price   $     1 .00 

1-Inside  Caliper,   5   inch,   per  fig.   6.   page  700. 

Price     $     1 .00 

1-Outside  Caliper,  5   inch,  per  fig.   7.  page  700. 

Price     $     1 .00 

1-Compresslon  Tester,  for  testine  the  comparative 

?ressure   of  cylinders.      See   fig.    4.    page   629. 
rice     $     6.50 


Total $144.25 

Tou  will  note  that  aU  of  the  above  list  is 
required,  in  order  that  one  can  make  all  tests. 
One  micrometer  caliper  cannot  be  obtained  that 
will  measure  all  sizes  of  pistons,  for  instance, 
from  2  to  5  inches  in  diameter,  instead,  a  set 
is  required  as  listed  above. 

tThonsandth  Part  of  an  Inch. 
A  thousandth  part  of  an  inch  is  Infinltesimally 
small  but  must  be  used  to  correctly  measure  the 
clearance  of  a  spark  plug  gap,  interrupter  point 
pap  in  ignition  systems  and  also  for  valve  clear- 
ances as  per  pages  94,  542,  and  for  many  other 
purposes.  By  referring  to  page  698,  full  ex- 
planation of  a  thousandth  part  of  an  inch  is 
given.    See  also,  page  541. 


DYKE'S  INSTRUCTION  NUMBER  FORTi'-SIX. 


Wiat  Is  a  Thousandth  Part  of  an  Inch* 
If  1"  ia  divided  in  2  parts,  each  part  is  ^' 
If  1"  is  divided  in  32  parts,  each  part  is  ^^2' 
If  1"  is  divided  in  64  parts,  each  part  is  ^4' 
If  1"  is  divided  in  1 00  parts,  each  part  is  Hoo' 
If  1"  is  divided  in  1000  parts,  oach  part  isMooo" 

A  hundredth  part  of  on  inch  could  be  ex- 
pressed in  fractions,  as  ^oath  part  of  an  inch, 
but  is  usually  expressed  in  decimals  as  .01'". 

A  thousandth  part  of  an  inch  could  ho  ex- 
pressed in  fractions,  as  ',4<>ont^^  part  of  an 
inch,  but  is  usual! V  expressed  in  decimals,  as 
,001'^ 

To  read  decimals,  start  with  the  decimal 
point  (the  period);  call  it  decimal  or  point; 
next  figure  to  right  of  it,  call  tenths;  next 
figure,  hundreths;  next  figure  thousandths, 
next  figure  ten  thousandths,  next  hundred- 
th ousandtli  9  and  80  on. 

Thus,  the  figure  3  standing  alone  would 
represent  three -imlts,  but  if  it  had  a  decimal 
point  In  front  of  It,  as  .3,  this  would  ropresent 
three-tenths;  if  expressed  thus,  .03,  it  would 
reprcs(*nt  three  hundreths;  if  expressed  thus, 
.063,  it  would  represent  three-thousandths; 
if  expressed  thus,  .0003^  it  would  represent 
three-ton-thousandths  and  so  on. 

See  jifige  541  for  converilon  of  thousandths  of 
fto  inch  In  decinub.  Into  frftctfont  of  an  inch  ftnd 
ftt«n  paRP  lir>,  for  conviprsiona  of  hundrpthn  of  an 
inch   in   dofimjilFi,   into  fractions  of  an   inch. 

If  an  Inch  space  was  measured  off  into 
one-thousand  equal  parts*  each  part  would  rep- 
resent one  thousandth  part  of  an  inch  or  .001*\ 

Twenty-five  of  these  parts  would  repre- 
sent twenty-flvo-thonsandtha  of  an  inch 
(.025"  )t  which  is  equal  to  140th  of  an  inch. 

One  hundred  of  these  parts  would  repre- 
sent one-hmid  red-thousandths  of  an  Inch 
(.100") t  which  is  exactly  equal  to  Mo*-h  of  an 
ineh. 

Five  hundred  of  these  parts  would  repre- 
sent five- hundred-thousandths  of  an  inch 
(.500") ♦  which  is  exact! v  equal  to  ^  an  inch. 

One  thousand,  or  all  of  these  parts  would 
represent  one-thonsand-thonsandths  of  an  Incb 
(1,000"),  which  13  exactly  1  inch. 

Micrometer  Callpera. 
It  would  be  a  difficult  matter  to  divide  an 
inch  into  one  thousand  dl visions  or  gradua- 
tions on  a  rule  or  scale,  therefore  an  instm- 
ment  Itnown  as  a  micrometer  caliper  with  a 
douhle  scale  Is  employed  for  measuring  spaces 
as  small  as  ,001''.     In  fact,  by  adding  a  third 
leale  Tcnlled  a  Vernier  tf(,  7,  page  699)  and 
computing  the  ratio  of  one  figure  to  another, 
i%  space  as  small  as  ten-thousandths  (.0010") 
•  of  an  inch   can  bp  moasnred. 

Tb«  antomohllo  repairmftn  seldom  finds  It  neces* 
Bory  to  measnrfl  spaces  lesn  than  .001".  tli«rfifore 
this  siibjnrt  will  bo  flp\rit(»d  to  mlcrninoter  calipers 
rendin;  .001"  nod  more. 

The  three  kinds  of  micrometer  calipers  the 
automobile  repairman  will  need  most,  are 
shown  in  figures  6,  25  and  26, 

Bf  referrtni;  to  page  640,  notfl  how  th«  "ontaldo 
ndcraiuf^ter  cuflFer"  (flg.  25,  page  609>  is  used  for 
taeaaiiriEg  the  outside  of  plitons.  nlsn,  on  pbcp  64*>, 
notn  how  thp  * 'Inside  micromflter  caUner"  flc  2<> 
paire  699),  U  ui(«d  for  moaanring  the  Inside  of 
cjlindera. 

The  outside  micrometer  caliper  abown  in  fl£.  6, 
thta  pa^e^  la  a  amaller  one,  it  measures  apacei  only 
from  .001*  to  I*',  The  ones  ibown  In  tgs.  25  and 
26  (paee  <^00)  w\\]  take  larger  meataTements,  but 
Also  r«*dK  .001"  to  1*. 


One  Thousandths  Micrometer  Caliper* 

How  to  read:     Frame  A  (fig.  6)  and  sledTt 

D  are  stationary.    The  thimble  E  And  spindla 

C  are  connected  together.     On   the  inside  of 

A  and  D  there  are  threads,  (40  to  the  inch)* 


D-Sl££ve 


B-AN'v'lL 


Pig    e.    Km^i 

.•spaces  «B  imal)  if 
,001".  op  to  l*. 
Line*  on  O  025*; 
lines  r»n  K     OOl** 


When  the  micrometer  caliper  la  dosed,  th* 
end  of  C  Ib  against  B  and  the  bev^cl  edge  of 
thimble  E  la  on  the  vertical  line  O  on  D, 
and  the  0  line  on  bevel  edge  of  B,  ia  in  line 
with  the  horizontal  line  on  D, 

When  the  caliper  iB  opened,  (we  will  mmt 
sume  it  ia  eloaod),  turn  thimble  E  to  the  left 
If  it  is  turned  one  complete  revolution,  then 
the  O  line  on  E  would  have  revolved  from 
horizontal  line  on  D,  back  again,  and  one 
vertical  line  will  then  bt  visible  on  D,  which 
represents  a  erpace  of  twenty -five -thousandth! 
(.025")  of  an  inch  from  B  to  end  of  0  (where 
all  measurements  are  made). 

The  reason  for  this  is  due  to  the  fact  thJil 
the  spindle  0  and  tMmble  E  are  revolTed  on 
threads  wMch  are  cut  40  to  the  inch,  ?ind  a 
complete  turn  represent  a  movement  of  C,  of 
»4oth  of  an  inch,  expressed  in  decimals,  eqnala 
.025"  (twenty-five-thousandths)  2^ooo=%e^' 
Bach  line,  therefore,  on  D  which  is  exp<Mh 
ed,  by  the  bevel  edge  of  thimble  E  as  caliper 
la  opened^  represents  .025"  or  ^40*^^1^  of  an  inch. 
Every  fourth  line  is  longer  and  is  numbered, 
1,  2/3,  4,  etc.  Therefore,  if  the  fourth  line 
with  the  number  1,  (on  D),  is  %^lsible  at  the 
edge  of  E,  then  we  would  have  an  opening 
at  B  to  C,  of  4r.025"  or  .100",  or  Hot^»t  0^ 
^Qth  inch.  If  eight  lines  on  D  were  risible, 
the  eighth  Une  would  be  numbered  2,  and  we 
would  have  an  opening  of  8x.025"  or  ,200*.  or 
54otha  of  an  inch,  which  is  also  equal  to  %"* 
Any  fractional  part  of  a  complete  revoln- 
tlon  of  E,  will  be  read  on  the  edge  of  thimble 
B.  For  instance,  suppose  thimble  E  is  not  re- 
volved a  complete  revolution,  but  only  a  por- 
tion of  a  revolution.  We  know  that  a  com- 
plete  revolution  of  E  represents  .025",  there- 
fore there  are  25  divisions  or  lines  on  bevel 
edge  of  E,  equal  distance  apart,  and  every 
fifth  line  is  numbered,  from  0  to  25.  Botat- 
ing  the  thimble  E  from  one  of  these  marks 
to  the  next,  moves  spindle  0  loogitndinally 
Viftth  of  twenty-five-thousandths,  or  one  thou- 
sandths  (.001)  of  an  inch,  and  this  is  where 
we  get  the  readiug  in  one  thousandths  (.001) 
For  example,  aee  if.  0:  There  ar«  aeven  Tsrtl- 
cftl  Ubcb  (do  not  count  the  O  line),  vieible  oa  D. 
Mnlttphy  thia  by  .025  < 7x035  =  .175),  then  add 
the  numher  of  diTiBiona  or  line*  from  O  (do  not 
count  O  Hoe),  on  thimble  E,  to  horiionUl  lioe  on 
D,  and  we  have  3  dirUlan*  or  Uses,  (each  line 
repreaenta  .001),  therefore,  wo  hSTe  •  Bpac*  from 
B  to  end  of  0.  of  (.178")  oue-baodred  and  leTODtj- 
eight'thouaandthi  of  an  Inch*  (7x-025  =  .lT6-f  ,008=: 
.178). 


OBAET  NO,  2BS—A  Thousaniitli  Part  of  an  Inch  (see  also,  page  541).    Micrometer  Oalip^n. 

I  *tVheff  (hi*  ,ymhol  "  is  pUced  after  a  figure,  aa  V\  Vl  mt^ftttfi    1    '''''^T'*Scv^v'**i»v\Jv.  J^\*2l"?wiLi?i.*fi 
\  /#  ,003^^    (three  and  on<?-half-»lioii8andths  of  an  lnc\i,  or  eitvt«.*«^^  w  .^^"i^     UVvt^i^^^*  \«vA\«iu«adilii) 


HOW  TO  USE  SMALL  MEASUREMENT  TOOL. 


mill 


— rontiiiU4»(l    from   pnffe   69 B. 

ThB  out8ld«  mleromttar  caliper  Ag,  25.  is  ttied 
for  meamriof  the  oatiide  di&me^er  of  |iistoni»  tte. 
Note  tlM  frame  U  moeli  deeper,  vhich  l»  neoeatary, 
at  thown  in  fi^,  3.  pafe  049.  no  (bat  there  is  room 
to   place   ealiper   over    (ha    pi«ton. 

A      n 


The  usual  diameter  of  i^iirtons  for  automobile 
•ofinea,  vary  from  2*  to  6"  diameter.  In  order  to 
meaanre  pUtons  from  2  to  5  inch  dmtneiert  it  ie 
neeoeaary  to  hare  three  microaieter  ealtperi.  dee 
Hit,  No.  226,  page  697),  as  each  caliper  only  re»d» 
fnr  1  inch  tneasurement.  In  othcir  wordi,  the  move- 
mant  of  0,  tg.  26,  it  only  1  ineh.  Thii  1  inob 
movement  can  be  read  in  thooeandthe  of  an  inch 
ae   explained   in   connection   with    fiff.   6, 

For  Instance,  on  a  caUpar  doilgned  for  2  to  3", 
the  permanent  open  ipace  between  end  of  iT  niiil  B 
worjirj  l»e  "i"  when  caliper  was  eloaed*  thtiB  micrometer 
rtadJnf  tn  thoniandthi  part  of  an  inch  would  b« 
between  2  to  d  Inch.  Tble  alio  applies  lo  the  3^' 
to  4"  and  4"  to  6"  micrometer  caliper,  See  refer- 
ence to  No,  226.    3.   4  and  5  in<*h  ri-nlipers.  page  697 


open  the  caliper  iliicrbtliy  more  than  the  required 
amount.  Then  close  the  caliper  gradoally  until  it 
will  go  into  the  cj Und<?r  freely,  then  gradually  open 
it  until  the  edge  of  F  louche*  cylinder  wall  on  one 
side  and  end  of  bar  on  other  side,  remove  and  note 
reading,  (note  P  ia  pointed,  as  is  also,  end  of  ex* 
tension  rod  which  fits  Into  0,  in  order  that  they  eon- 
form   with   curvature   of  cylinder), 

Reading  on  fig,  26  shows  3  lines  exposed  on  D. 
(the  third  line  is  hardly  visible,  but  bevel  edge  of 
E  ia  just  exposing  the  third  line  on  D.  In  fact,  the 
siiacas  between  lines  ia  more  often  counted  than 
the  linea.  t>o  not  count  Une  O).  therefore  a*  each 
line  on  D  represents  .025".  we  have  8x.025=.076 
oil  I>  Tlten  rriunt  The  number  of  lines  from  O 
lioe  on  E,  (At  bottom),  to  horizontal  Uno  nn  D. 
counting  each  line  as  .001''.  and  we  have  5  llnoa« 
or  .005.  therefore  we  have  a  reading  of  ^OSO"  (3x 
.025  =  .075  +  .005  -  .080 ) 

Ten- Thousandths  Micrometer  Caliper. 
The  Vernier  micrometer  caU^er    (llg.  7)    has  m 
third    scale    uml    r<«ad«    ten-thoitsandthi.       To    read. 

I  note  thouisAndths  at 


imia 


PIG.  26 

To  read  the  inside  micrometer  caliper,  fig.  26, 
the  Rame  method  is  used,  however  bear  in  mind 
that  in  order  to  read  the  meaturement  of  •  eyll&der* 
which  say,  ia  4.080'*  (four  and  eighty -thousandths) 
of  an  inch  in  diameter,  we  would  place  an  exten- 
aion  bar  in  the  end  of  C  (ban  of  different  lenirthi* 
are  supplied   with   inside  micrometer  calipers),    then 


tin  the  ordinary  cali^ 
fper    (flir.    n),    then 
I  observe     numbered 
\  line  on    (D>    whleh 
9  ^  ^^  |HV  coin c idea   with   line 
jm^mtgjjl  nn  E.     If  it  is  line 
marked   1,  add  one 
ten-thousandth ;     If 
marked  2  add  two 
t  o  n  - 1  housandthv, 
etc. 


TMckness  Qa^e. 

This  tool  ia  used  for  meuBur- 
ing  the  clearance  of  vaire 
stems,  spirk  plug  and  in- 
terrupter points,  etc.  aa 
mentioned  on  pitge  697  (No. 
72  and  172A  thickness 
gage).  This  is  the  No.  72 
and  has  22  le&ves  whieh 
vary  in  thickness  from  .004 
(four  thouRftndths)  to  .025 
twenty-five  thousandths)  of 
hn  inch.  See  page  607  for 
deflcriptiou  of  the  No,  172 A 
!:«ge. 


TAP  DRitL.    GAGJ& 

4ACHIWE  SCREW  TAPS 

:L  S:STAliRETf  CO. 
■  ^>  ATHOL.MASS.TJ   -   \ 


14X?010  J4     Q^l 

ikX&4  6  ^i 


12X2415      1 


CSS  eg  -s 

-     ue   041 
14^^  iis  4** 

r  '^  on^tn 

^     ii>    oie 


s*^; 


lAjiftji 


B      \^ 


ZQ    ^ 
24  1^ 
eX32  20  18 

'7X32  aod  2 

.4X36  41  ai 


3(^5 

c 

c- 

I' 

c 

*»»- 

■  i' 

c- 

t. 

2Gi 

Ck 

C^  ^i5 

OS 

l»i     OfT 

jtt 

OW       ,yf^ 

< 

r 

C^  c»* 

19^ 

•^    ot* 

C;^s 

<.,^- 

w<-  era 

lU 

C'^s 

^^  '" 

"  \«"» 

''^ 

Tap  and  Brill  Gage. 


By  the  use  of  this  g^e  one  Is  enabled  to  select  at  once  the  right 
sixed  drill*  to  salt  machine  screw  taps  moat  commonly  used,  leaving  jnat 
stock  enough  for  tap  to  cut  aa  near  a  full  thread  aa  ia  practical  for 
one  to  tap  without  breaking  It.  thus  saving  much  time  and  uncertainty 
of  result  attending  the  former  crude  way*  of  selection. 

Explanation  of  Ulnxtration,  the  first  row  of  figures,  for  an  example* 
read  thus,  14x20  10».4.  The  number  14  (in  the  first  row  of  figures) 
meana  the  number  or  aiie  of  Up;  20  the  pitch  or  number  of  threads 
per  inch;  10  the  sise  of  drill  lo  use  which  will  leave  the  right  atoek 
for  proper  thread;  and  %,  sise  of  drill  to  uae  to  let  this  tap  or  screw 
through  outside  of  the   thread. 

The  flgiixes — 1,  etc.,  np  to  60 — designate  the  n timber  of  drill  (sise 
Agreeing  with  the  holes).  Other  figures,  228,  221,  etc.,  designs  to  the 
size  of  hole  In  thousandths  of  an  inch.  Bee  table  No.  100,  page  703, 
:»nd  table  No.  106.  i»age  706. 

Bxample — Suppose  you  had  a  cap  scrcvv  of  n  certain  sice  and  you 
found  by  referring  to  table  No.  100,  page  708,  that  it  required  a  10x82 
Inp.  Ftrst  find  tap  size  10x2(2  in  column  No.  1  (on  the  drill  gage.) 
Referring  to  column  No.  2  (tap  drill  sixe).  you  will  find  that  a  drill  is 
required  of  such  aise  as  will  be  a  snug  fit  in  the  No.  20  hole.  Referring 
to  the  No.  20  hole  you  will  note  that  it  haa  the  decimal  .161  under  \U 
This  ia  the  dia.  of  drill  to  uae.  is  ihousandtha  of  an  inch,  and  is  proper 
site  for  tapping,  to  Insure  a  full  thread. 

Suppose,  however,  that  in  this  particular  job  you  were  faitening 
a  bracket  or  brace  to  the  ftmme  of  chassis,  then  it  would  be  necessary 
to  drill  a  large  enough  hole  through  the  bracket  so  that  the  screw  woula 
pass  through  it  (as  there  would  be  no  threads  required  In  this  piece.) 
Referring  to  column  No.  3  (body  aixe  of  cap  screw)  you  will  find  the 
proper  size  drill  is  the  one  thst  is  a  sffug  fit  in  the  No.  0  hole  and  that 
«he  decimal  tiie  is  .196  {196  thousandths)  By  referring  to  table  on 
p»ec  541  of  Decimal  Equivalents  the  nearest  site  of  these  drills  in  64ths 
can  be  foond. 

Vote — In  selecting  a  drill  to  drill  a  hole  (whose  dia.  is  expressed  ia 
thousandths)  always  select  the  nearest  sise  to  it,  preferably  a  siie  or 
two  larger  As  an  example  takn  the  decimals  above — the  first  ooe  was 
161  thoosandtha.  referring  to  the  table  on  page  641«  ^ou  will  find  tbet 
the  nearest  decimal  to  this  is  171  thousandths  this  is  equivalent  to  a 
ll/64th8  drill  The  second  decimal  was  106  thousandths  and  we  find 
rhut  thf"  ni^areit  sire  to  this  ia  203  thouasndths,  equivalent  to  a  18/64ths 
<irin.  If  you  select  a  sIxe  smaller  instead  of  htfger,  joti  rua  eheneee 
of  breaking  the  tap  when  trying  to  cut  the  threads,  especially  ixL  ^ul^^ 
or  very  thick  metals. ^__ 


loHABT  NO.  2S3-A— Micrometer  Calipers— ooiitinue»\.    TCMctkne^i  ti^t^^i.   Ta.-^  ^aad^Tixii^  ^'fc;*^' 
>S#e  Mfso,  pmgB*  54h   698  tor  Thoosandths   Part  of   an  Incb  and  pa^e*  TCs^  MvA  1^«.,  ^ot  T%v  w^  ^^"^"^  "^^^^ 


700 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-C. 


.  T«mp»r«<f  N9  4      ,J 


'llliMillllllllllllllllllllllllllllllllllllllllllllllll 


Nsaoo 


Fig.  18 — A  machinists  steel  mle  or  scale — These  roles 
are  of  thin  tempered  steel  and  come  in  lengths  from  2  to 
24  inches  long.  The  popular  size  is  6  inch,  with  gradua- 
tions reading  64ths  and  82nds  of  an  inch  on  one  side 
and  16ths  and  8ths  of  an  inch  on  the  other  side.  They 
can  also  be  obtained  graduated  in  lOths  of  an  inch,  also 
in  millimeters  as  shown  on  pa^e  540  and  541. 

Fig.  20  —  American 
standard  wire  gauge 
adopted  by  the  brass 
manufacturers  Jan.  1858. 
There  are  various  gauges 
on  the  market,  (some  7 
or  8)  and  a  gauge  thst 
meets  the  u  n  i  r  e  r  s  a  1 
needs,  is  the  kind  to 
buy.  This  gauge  will 
answer  for  all  ordinary 
measurements.  Decimal 
equivalents  stamped  on 
the   reverse   side. 

Note —  Measurements, 
are  taken  in  the  slots 
near  the  outer  edges  and 
not  in  the  holes  (as 
would  appear.) 

Fig.  23 — Screw  plt^ 
gauge  for  determining 
the  number  of  threads  to 
the  inch  on  bolts,  taps, 
etc.  The  shape  of  the 
blades  make  it  applica- 
ble also  for  inserting  in 
nuts  and  bolt  holes.  Sices 
and  decimal  equivalents 
stamped  on  each  blade. 
This  particular  tool  is 
made  in  pocket  knife 
form,  (see  fig.  2.  chart 
286),  showing  how  used. 

Chisels  and  Punches. 
A  center  punch  is  used 
to  runch  center  marks  in 
metal  parts  to  be  drilled, 
giving  the  drill  a  center  to 
start  in  and  for  reference 
marking,  etc.,  see  lower  il- 
lustrations,  page   707. 

Chisels  are  made  in 
many  forms.  The  most 
popular  is  the  cold  chisel 
which  is  used  for  cutting 
metals.  A  cape  chisel  is 
next  most  popular  and  is 
used  for  cutting  key  ways 
and  working  in  narrow 
grooves,    channels,    etc. 

The  diamond  point  chisel 
is  shown  in  chart  286-B.  It 
is  used  mostly  for  grooving 
in  close  places  where  a  cape 
chisel   could  not  be  used. 

Other  popular  chisels  are 
round  nose  or  gouge,  used 
for  cutting  oil  ^ooves  in 
bearings  and  chipping  out 
broken  bolts  or  pipe  threads 
from  fittings.  An  assort- 
ment of  small  chisels  and 
punches  shown  in  fig.  24. 


x^,^-,^A  m . 


Fig.  24 — The  best  way  to 
buy  chisels  is  in  sets. 


Fig.  19.  A 
pocket  fUds 
nOtb  alio  < 
•d  a 
nila- 
made  In  S  ia. 
lengths.  Grad- 
natad  i  a 
S2ada  oa  oae 
aide,  and  ia 
64tha  oji  the 
other.  Handy 
for   meaaariBf 


slttiet  or  bar  stock,  wire,  tubing  etc. 


Fig.    21. 

Spirit   leTal 

used    for   Ua- 

ing     np     pis- 

Itona,    eaaaect- 

'ing  roda,  ete^ 

whan  need  ia 

conjunction  with  a  steel  square,      (aee  chart 

261)   also  used  for  finding  grades  as  ahowa 

on  page  589. 


tF  i  g.  22. 
Spaed  indlea- 
tor,  or  revela- 
tion counter 
as  it  is  some- 
times called, 
ia  a  necessity 
in  high  speed 
work.  The  dial  can  be  set  at  the  0  mark 
and  when  timed  with  a  watch  for  a  minute 
or  fraction  thereof,  will  give  the  total  re- 
volution made  by  the  crank  shaft.  line  shaft, 
mutor  or  generator. 


:  Dividers        Calipers. 


Fig.  5— Di- 
viders are 
used  to  lay  off 
circlea  and 
distances  oa 
m  e  t  a  L  (see 
chart    286-B.) 

•Fig.  6— m- 
tide  eaUpen 

are  used  for 
measuring  fa- 
side  diame- 
ters, such  as 
cy  1  kndars, 
bearinga,  etc. 

Fig.  7 — Outside  calipers  are  used  for  meas- 
uring exterior  diameters  such  as  drill  taps, 
etc.  The  caliper  is  adjustable  and  after 
measurement  is  taken  the  points  of  caliper 
are  placed  on  a  rule  or  scale  to  find  the 
measurement  in   inches   or   fraction   thereof. 

Caliper  dividers  are  made  with  and  with- 
out springs — the  spring  is  an  advantage  ia- 
asnracb  as  when  once  set  they  retain  their 
setting.  The  non-spring  type  is  shown  an 
page   614. 


Fig.  6.     Fig.  6.     Fig.  7. 


F 


rTrfr«BTWTT53?wrtcrT7 
-'--"■-■-'■■'■■ 1  U 


Fig.  20 — ^A  hook  rule  for  measuring  diam- 
eter of  flanges  or  circular  pieces,  through  the 
hubs  of  pulleys,  setting  calipers  or  dividers 
etc. 


Fig.  25 — A  scriber — used  for  scribing  fine  lines  on 
planed  surfaces  of  iron  or  steel,  such  as  timing  marks  on 
fly  wheels,  etc.     Points  are  of  tempered  tool  steel. 


Fig.  26 — Double  point  scribers  threaded  to 
screw  into  the  holders  and  knurled  for  finger 
grip. 


CHABT  NO.  284 — Measuring  Instruments,  Chisels  and  Punches. 

*See  page  649  for  micrometer  calipers  for  measuring  outside  of  pistons  and  inside  of  cylinders.  fMethod  ef 
asing  this  indicAtor  is  to  place  end  into  a  recess.  wYv'xcVv  Vs  vvs>ia\\7  «^\  «tvd  of  all  shafts.  A  watch  is  held  in  esf 
hand  and  number  of  revolutions   per  m\nule  \s  sVvowu   ou  \tid\c«i\oT. 


^^fflfflra 


Fig.  1 — Tllutirfttioni  ■bowlaf  the  different  Iciadi 
of  bolU  And  terfwi.  The  ft«)UBro  hetd  Ckp  icrew  it 
tfildom    uBPd.     (ifte    chnrt    247<DD.) 

rig.  2— A  h» 
•son  nut. 

rig.  s  —  A 

"fsiifll  I  s  t  «  d  '* 
out.  The  cftiC«I- 
Uted  out  U  »ljia 
HexigOD  but  nut 
ii  flottcd  to  tftke 
a  eottor  pia  to 
(irefent  it  eomtng 
Fif.   2.  Fig.    3.  ^*'0»e. 

Flf«   4— U.    S.    8,    <Unit«d    8tftt«f   StAndird)    cap 
■crew  tnd  hnit   thrcftd^ 

I  Fig.  G— S,    A.    E.    StudATd 

cap  fcrew  and  taHOlt  ttiread. 
Th«sfl  exftggerfttifd  lltuitrations 
Are  intended  to  ihow  tho  only 
difFeretire  between  a  U.  S.  S. 
c*p  mttew  and  fto  S.  A.  E.  cap 
screw — «rh]«fh  it  in  the  thr<>ad. 
Note  flg.  5 — <S.  A.  E.)  tbe 
p{«    A  k*^    It         thread   U   much   finer,   thi*rvfor« 

tig.  4.  ttg.  a.       jjj^^^  ihreadi  per  iaeh. 

By  referring  to  table  101,  fhart  3S5-B.  note  a 
%  iocb  U.  S,  £:j.  cap  ecrew  ha«  20  threads  per 
inch.  Whereat  a  8,  A.  E.  cap  »cre^w  (tablo  102. 
chart  285  B)    bai  28  threads  per  inch. 

Bolts,  Screws  and  Nuts. 

Knta  are  not  usually  a&ed  on  capscrewa  a»  the  cup 
iMrrew  is  generally  screwed  riitht  into  th«  foetal  psri. 
However,  outi  can  be  pot  on  to  tbem  and  they  be 
used   in   place   of   boltt. 

Bolta  always  liave  nuta  on  tbtm  either  tatiaro  or 
baxacon  and  in  most  caft«M  the  nuts  are  larger 
than  the  bead  and  consequently  take  a  different  sitt 
wreneh — for  instance  a  %  machine  bolt  has  a  V»i« 
inch  head  and  a  S  nut.  Wberoas  an  S.  A.  £.  H 
tap  screw  has  a  ^0  inch  head,    (see  chart  247  DD.) 

The  iDoasiireiiiaat  for  ih%  dlamatar  of  a  bolt  or 
aerew,  is  taken  just  below  the  head,  where  the  metal 
ia  full  diameter.  If  measured  acroas  the  threaded 
part,  they  will  be  found  to  be  of  slightly  less  diame 
ter  due  to  the  "flat.*'      ^soe  flg,  3.  chart  285- A  J 

U.  S.  8.  k  S.  A,  E.  Bolt  and  Cap  Screws, 
Tba  V,  S.  S.  and  S.  A.  E.  cap  icrewa  are  alike 
In  all  respects,   with   the  exception  of  the  pitch  di* 


ameter  and  number  of  threads  per  inch.  By  refer 
ring  to  tabu  No.  102,  chart  24S-B,  you  will  notice 
the  number  of  thrt^ads  to  the  inch  on  tba  S.  A.  E. 
i»  more  than  on  the  U,  3.  8.  (table  lOl). 

On  the  auto  we  find  bolts  are  used  on  the  springs 
and  various  parts.  In  fact  there  is  hardly  a  part 
of  the  entire  mtirhabUm  that  does  not  have  its  quota 
of  botti,  capscrews.  machine  ecr(>wi  or  carriage 
bolts  (latter  used  for  holding  body  to  frame.)  Stova 
bolts  tr«  used  frequently  for  fender  and  drip  pant. 


Difference  Between  Bolts  and  Cap  Screws. 

The  differ ance  between  a  capscrew  and  a  macblne 
bolt,  is  niontty  in  th«i  method  of  manufacture.  In 
making  a  capscrew  the  URual  method  is  to  cut  off  a 
piece  of  the  required  length,  from  a  piece  of  steel 
cf  hexagon  shape  and  of  the  site  required  for  the 
head,  the  piece  is  then  turned  down  to  the  sise  re- 
quired for  thti  body  and  a  thread  cut  vn  ii  (or  it  IS 
milled.)  In  making  a  machine  bolt,  the  stock  is 
cut  from  a  bar  of  round  steel  of  the  requiced  diame- 
ter of  the  body  and  the  head  is  then  formed  by  a 
process  called  '"upsetting."  The  machine  bolt  haa 
a  slightly  larger  diameter  head  than  tbe  cap  screw 
but  the  threads  are  indentical  in  both. 

The  only  difference  between  an  S.  A.  E.  bolt  and  an 
8.  A.  K.  cap  Bcriffw  is  in  the  amount  of  thread  cut 
on  it.  Ttie  sise  and  shape  of  head  is  the  same  and 
threads  per  inch  is  the  same. 

The  difference  between  a  U.  S.  S.  bolt  and  a  U. 
S.  S.  cap  screw  ts  aUo  in  the  length  of  thread  and 
tbe  siie  of  head.  The  thnud  on  a  cap  screw  is 
run  down  nearly  to  the  head  while  on  a  bolt  it 
i«  run  down  only  about  V^  of  its  length.  The  heads 
difTer  in  that  the  bolt  head  is  larger  than  the  cap 
screw  bead  and  in  the  former  ia  usuuUy  square  in- 
ftit'Ukd    of    hexagon. 

Tbe  difference  between  a  macblne  screw  aoxl  a 
madilne  bolt  is  mostly  in  the  shape  of  tbe  bead. 
The  acrew  has  either  a  round  or  a  flat  bead,  but 
never  a  hexagon  head  aod  differs  in  the  further 
respect  in  that  the  bead  is  slotted  for  the  reception 
of  a  aerew  driver. 

A  wrench  that  fits  a  U.  S.  8.  cap  acrew  wlU  fit 
an  S,  A.  E  cap  screw,  because  the  heads  are  of  the 
same  size. 

A  wrench  that  fits  a  U.  6.  S.  machine  bolt  wlU  HOI 
St  an  8,  A.  E  cap  screw,  because  the  U.  S.  8.  boll 
head  Is  larger. 

A  wrench  that  fits  a  U.  S.  S.  cap  screw  will  fit  an 
8.  A.  E.  machine  bolt,  because  the  S.  A,  fi«  bolia 
have  the  same  heads  as  cap  screws, 

A  wrench  suitable  to  fit  any  and  all  of  tbe  above  ie 
tbe  adjustable  8  wrench,  and  open  wrenches  in  seta, 
(see  page  611.) 


Studs,  Taper  Pins  and  Set  Screws. 

Stttds  are  usually  placed  in  the  top  of  cylinders 
with  detachable  bends.  The  cylinder  bead  Is  slip- 
ped over  the  atuds  and  fastened  down  with  hexagon 
nuts, 

Tbey  ar*;  also  used  on  lop  of  crank  case — see  page 

6i  (E117>. 

Tsp«r  pint  require  taper  pia  reamers — a  reamer 
must  always  match  the  pin,  (see  page  706.  for  a 
taper  pin  reamer).  Taper  pina  are  used  for — lock- 
ing collars  to  shafts  (where  keys  cannot  be  con^ 
venlently   used),   and  various  other  purposes. 

Set  screws  are  usually  cut  full,  so  as  to  fit  tight 
in  the  part  to  be  held.  They  are  either  pointed  er 
cupped  at  their  lower  ends  and  are  either  square 
headed  or  slotted.  In  using,  set  up  tight  and  tap 
lht*m  directly  on  top  with  a  hghl  hammer,  tbeo 
lighten  again.  This  will  set  the  point  or  cup  ia 
the  shaft.     Tbe  threads  are  always   U.  S  Standard. 

Wlien  drlTlng  out  bolts  that  are  to  ba  oaad  agalii 

strike  the  hardest  blow  you  can  and  use  a  heavy 
hsmmer.  Light  blows  and  the  use  of  a  small 
hammer  will  upset  or  rivet  the  bolt. 


CHABT  NO.  285— Different  Kinds  of  Bolts  and  Screws—also  see  pages  611  ami  612  for  wrenchea, 
238  for  s[»ark  plug  sizes  ami  wrench  sizes,  239  for  spark  plug  gaskets.  Page  611,  gives  the 
tizes  of  S.  A.   K.  screws  and  bolts. 


INSTRUCTION  NUMBER  FOETV-SIX-a 


ANGLE 
/ 


PITCH        SMAJIP 
'4^  THREAD 


Fig.    1.  Fif.    2. 

Fig.  1.— The  iharp  V  threiid  (U,  S.  8.) 
Fig.   2. — WhitwoTth's   lUndard    (oyml). 

Note    threttd    dofli    not    come    to   a    point 

ftither  top   er  bottom. 

rig.  3— The  O.  S. 
S,  (Uoitcd  Statei 
8tftodArd)  nnd  3.  A. 
E,  thread.  Note  tbft 
flat  tt  top  of  thread. 
ThU  ii  alBo  called 
tbo  A.  B.  M.  E. 
thread. 


Note  the  oriffin«I  ilat 

Then    Dot«    meaninf  of 

Th()    "root   dlameler" 

*bn ale  diametar** 

thia    UlujtratiM 


Flf,   8,  —  Ex- 

j|pnXH-%":TH£      plaioi    the    mean- 

Jl^tKiLE      jFlAT    sng    of     **pltch/* 

**a  n  a;  I  e"     a  Ji  d 

•'flat."*    The  pitch 

iH     the     (Jietance 

from     one    thread 

to    another.      The 

**&ni?Ie"     is     the 

d{>gree     of     alope 

and  it  hbubIIj  00^ 

except  Whit  worth 

flat"   ia  the  lop  of 

thread  coming  to   a   flat   instead   of  to   a 

poinl. 

Brits' M  ■t&ndard  thread  which   is  only 
for  pipe,  ii  oTal  like  the  Whitworth. 


rig  8.  —  T  h  e 
Dumher  of  threada 
to  AH  inch  can  he 
measured  as  here 
khowa,  or  with  a 
•erew  pitch  ^aoge 
as  per  flg.  6, 
page  705. 


The  pitch  ia   the   number   of   threads   per 

iach. 

▲  icrew  pitch  i^aage    (flff.  23.  chart  294) 

ll   a   qtiiclcer   and    more   accurate   method 

for  flnding  the  number  of  threads  per  inch* 

Otber  tliroad  ftaQduda  used  &omewiiat 
btiaineas)    are   the  Wfaitworth   Standard    (Hg. 


Fig.  8. — EzplmAtloa  of  tho  tlurei4 
of   stock    on    which    thread    was    cut, 
"angle/'    "pitch/'    and    "V-thrcad/' 
ia  meaaured   from  base  of  threads  and   the 
is    mcaiured    from    top    of    flati.      (Used    in 
merely   to  explain   ita  meaomg.) 

Tlirea4a. 

The  two  principal  threads  the  repairman  or  tneehaoie  ahonld 
fnmliiarixe  himself  with,  are  the  bolt  tbread  and  the  ylpt 
ttiread,  A  tittle  study  and  use  of  the  rarious  site»  will  «&* 
able  him  to  know  the  particular  kind  and  site  by  merely  loak* 
ing  at  it.  A  comparative  difference  in  size  between  a  bolt 
tap  and  a  pipe  tap  is  shown  in  flgi.  14  and  IS,  page  704. 

Note  how  much  larger  a  %  pipe  tap  is  than  a  %  bolt  tap. 
This  ta  due  to  the  fact  that  a  %  pipe  is  measured  on  tba 
inside  and  twice  the  thicknetts  of  the  metal  (of  which  the  ptpt 
is  made)  must  be  added  to  the  %"  to  get  the  diameter  i«* 
Quired.  In  the  bolt  tap  the  measurement  is  taken  ofi  Iki 
oataide,  consequently  the  tap  is  of  practically  the  aama  dliiV^ 
eter  aA  the  bolt. 

V.  8.  S,  and  S.  A.  E,  Used  Mokt. 

*Th«  threada  most  commoiily  usad  in  this  country  ^ve  thf 
United  States  Standard  uid  the  S.  A.  E.  formerly  A.  U  A.  M. 
ThiA  latter  ia  th'^^  standard  adopted  by  the  (Society  of  AntO* 
mobile   Engineers)    for   automobile   work. 

The  dlametei-  and  angle  of  the  S.  A.  B.  thread  Is  tlie  tiOM 
aa  the  tr.  &.  Standard,  the  only  difference  being  in  that  tbe 
S.  A.  £.  thread  Is  of  flner  pitch  feee  flg.  S,  chart  285),  or 
more  threada  to  the  inch.  "Take  for  instance  a  U.  S.  stand- 
ard %"  screw,  it  has  20  threads  per  inch,  while  a  %*  8. 
A.  E.  screw  has  38  threads  per  inch  (see  tables  101  and  193« 
chart  2SSB).  This  flner  thread  has  been  found  by  expert* 
ence  and  testa  to  have  scTcral  adrantages  over  the  eearae 
U.  8.  8.  thread  in  auto  construction,  one  of  which  ia  the  fB* 
cessant  vibration  to  which  a  fast  moving  automobile  it 
Jected  to.  A  nut  with  flue  threada  takes  more  revolotiona 
turns  to  remove  it  than  one  with  coarae  threads  and 
rhsncea  are  that  were  the  threads  coarae  the  not  wonld  ¥• 
far  more  apt  to  be  lout,  whereas  the  flne  thread  not  with  fbe 
same  number  of  turnit  would  be  only  loose.  There  are  frarieaa 
other  reasons,  of  aa  much  or  more  importance  which  led  tbe 
manufacturers   to  adopt  this  flner  thread. 

The   flne  thread   is  nearly  always  used  where  hardened  mM- 
terial  is  employed   <as  caae  hardened)   and  the  coarser  thread 
where  aoft  material — as  aluminum,  brass,  bronce,  etc. 
in  this  country  (although  they  are  made  principalty  for  foreiga 
2)    and  the  Metric  or  French   Standard    (not  Illustrated). 


♦Pipe    Threads. 

The  Brlgga  Stsjidard   (table  103}  Is  for  pipe  work  only  aod  has  no  connection  with  screw  work^ 

Pitch  of  thread;  by  this  is  meant  the  number  of  threads  per  inch,  or  the  distance  from  the  top  of  «Be 
thread  to  the  top  of  the  next.  This  pitch  is  always  the  same  for  the  same  size  bolt,  nnt.  tap  or  die  Vt 
the  tame  standard. 

To  Find  the  Pitch  or  Threads  Per  Incli, 

To  And  the  pitch  of  a  screw  when  i  tliread  gauge  la  not  convenient,  place  a  scale  on  the  screw  (dg.  0) 
se  that  the  end  of  tho  scale  is  oppoaite  the  top  point  of  any  thread  ;  count  the  namber  of  epices  ufidcr 
the  scale  between  the  threads,  for  a  distance  of  one  inch,  viz.:  There  are  eight  spaces  underneath  the  scale 
in  one  inch,  therefort?.  the  serow  is  %^  pitch  or  eight  threads  per  inch.  Another  method  is  to  place  the 
eeale  as  shown  in  flg.  6.  and  count  the  top  of  the  threads  for  a  distance  of  one  inch,  omitting  one  thread. 
The  reason  for  omitting  one  thread  may  be  seen  by  following  the  two  dotted  lines  drawn  from  the  top 
foint  of  the  flrst  and  9th  threads;  coont  the  number  of  complete  threads  between  the  dotted  lines  at  the 
bottom  of  the  screw,  and  you  will  And  it  to  be  eight. 

Plich  angle;  by  this  is  meant  the  angle  or  degree  of  slope  that  the  sides  of  the  individual  Ihr^da 
have  and  is  always  60"  in  the  various  standards  with  the  exception  of  the  Whitworth  which  has  55 •.  Thie 
»ogIe  clearly  shown  in  flg.  2.  flAta:  see  flg.  3 — note  U,  S.  S.  and  S,  A.  E.  use  thia  thread — but  while  the 
angle  and  flat  are  the  same,  the  8.  A.  E.  is  of  finer  pitch  or  more  threads  per  inch. 

In  tables  101  and  102,  chart  286-3,  a  tabulation  of  slaes  and  threads  per  Inch,  from  hi**  to  1*  for 
U,  8.  and  the  8.  A.  K.  standards,  Also  the  drill  ^2e  to  use  for  drllEng  a  hole  preparKtory  to  iftpplBf  ttr 
catting  the   threads  is  given. 

Boot  Ut&meter  Determines  DrlU  Slxe* 

Root  diameter;  moans  the  diameter  of  the  bolt  measured  from  the  bottom  of  one  thread  to  the  bottoB 
of  the  thread  diametrically  across  from  it  and  ia  the  measurement  that  must  be  taken  into  account  when 
flgnring  the  working  strength  of  the  bolt  and  la  the  diameter  that  gtvei  yon  the  drill  sUe. 

In  practice  the  drill  size  is  a  little  larger,  so  that   after  a  thread   is  cut   it  will  be  found   that   It  It 
not  really  a  full  thread,  but  is  full  enough   for  all  practical  purposea  if  drill  is  not  nnneeessarily  Urge. 
*The  sharp  V-thread.  flg.  1,  with  its  razor  like  edge,  la  a  thread  the  manulactxtreri  do  not  fsror.  The  fat 

thread,   fig.   8,   is  the  one   favored. 
fTbe  length  of  a  thread  on  a  cap  screw  ia  more  than  on  a  bolt. 


CIIAMT  NO.  2S^A — ^Threads;  DUTereiit  KinOsu    Koii  to  Tlu^  v\i^ '»\na^i«t  ^t  T^xtads  per  HidL  < 

*See  pMge   60S   for  outside  and   inside  dimenRlon*  of   v\v*  a. 


W  TO  USE  TOOLS  AND  MAKE  REPAIRS. 


(American  Socifly 


TABLE  HO.  100. 
81s«  Of  tftp  and  dnil  to  UM  for   U.   S.  B.    (United  StAtei  SUad«rd}  or  A.  8.  M. 
of  Mechwilcsl  En^iaeer*}  ^8cr*w  thread. 

First  ftfid  ilxth  column  cWei  tbs  niie  imp  dtBlgnni^d  in  Dumben;  Second  uid  ■«Vflath  column,  the 
0titild«  diameter  of  tap;  Third  and  ilgliilx  eolnmD.  th9  number  of  threads  jti^r  irjih;  Fourtti  and  ninth  colmxm 
the  sise  drill  expr«8«ed  in  decimal  ffarta  of  an  inch;  Fifth  and  tenth  column  the  number,  or  «iie  of  drill 
which  U  neeeatary  to  drill  the  hole  for  the  tdp.  * 

Example:  tappoie,  on  the  tap  the  nnmberi  14^20  appeared.  Tbla  would  mean  that  thi»  tap  number 
waa  14  and  20  ie  the  number  of  threadi  per  Inch.  Therefore  by  referrinc  to  the  lixth  and  tenth  column, 
the  lite  tap  to  uaa  would  be  No.  14  and  the  liio  drill  to  use  for  thia  tap  would  be  No.  10  drill  which  li 
.1932  inch  diameter,     lee  page  706  explaialng  drill   Humbert  and  page  7uS  cxptaioing  tup  numbers. 

Note — A  %  inch  S.  A.  E.  tap  is  larger  in  dia. 
than  a  U.  3.  3.  *A  iuch  tap,  due  to  the  differonee 
in  the  root  dUmeter  of  tl»e  bolt  or  screw,  e©« 
page  702  etplaining  root  and  basic  pitch. 

How  drills  aro  designated;  refer  to  table  Nj. 
106,  page  706  vrbich  explains  how  certain 
si  sea  of  drtUa  art  lettered  instead  of  numbered 
etc. 

TABLE  NO.  103. 
Tap  and  drill  also  for  pipe  threada.  This  labia 
gif^^s  the  sixe  drill  to  use  for  a  certain  site  pipo 
tap.  The  Briggs  standard  is  the  one  used  Im 
thts  countrj.  Note  the  tti reads  on  a  ^  inch  pipe 
tap  are   18  to  th«  inch,  whereas  on  the  8.  A.  B. 

(table  10  2) 
there  are  2t 
and  on  the  IT. 
3.  S.  (table 
101)  there  are 
20  threada  per 
inch. 

The  diameter 
of  a  pipe  tap  la 
larger  than  * 
stated  sise  of 
any  other  Ul^— 
see  page  704 
explaining    why, 

TABLE   NO. 

102. 
Tap  and  drUl 
•Ixe   for   8.   A. 

B.  This  table 
gives  practical- 
same  iDforma* 
table  No.  101 
— but  for  S,  A.  E.  cap 
screws.  Tlie  first  col- 
umn gives  the  else  tap  to 
use,  second  column,  the 
Dumber  of  threads  to  the 
inch  (pitch);  the  third 
column,  sise  drill  to  use. 
To  find  what  number 
of  tap  wonld  be  req>ilred 
or  the  number  of  drill, 
wonld  be  the  aame  pro^'e- 
dure  at  in  table  101.  The 
diameter  of  drill  and  tap 
would  be  the  same  aa  for 
the  U.  S.  S.  but  the  anm- 
bar  of  threada  per  Iccb 
would  be  greater,  at 
would  also  be  the  root 
diameter.  A  comparison 
of  the  two  drills  for  the 
lia  taps  for  instance  will 
make  this  clear. 


I   Nraretl  Cof*i- 

rnrrrtal  Siit  flnll 

,    trvftrtalSif«nfi1l 

Site 

Owl. 

n 

(trflK  of  Ihrrjid   1 

^ti 

Oul- 

1- 

prc»ducin 
depth  or  I 

U!^ 

<% 

HI** 

n 

tnrh 

Com. 
mrrcud 

tt 

u4f 

tnrh 

Com. 

DixtmaH 

0«c4mii» 

0 

OWi 

m 

(Kt78 

?S 

9 

177 

21 

1364 

29 

1 

.073 

72 

ocm 

#10 

.190 

32 

,1610 

21 

1 

07:\ 

64 

0577 

M 

10 

too 

30 

ir.75 

21 

2 

om 

&1 

0707 

50 

♦»o 

190 

21 

1496 

25 

♦2 

im 

f»n 

Of.86 

W 

\2 

216 

28 

.1812 

H 

3 

(m 

56 

.0816 

15 

tl2 

/il6 

24 

.1754 

16 

t3 

cm 

4H 

078f> 

17 

14 

212 

24 

20M 

7 

4 

jn 

48 

,091ft 

42 

fl4 

.242 

20 

19.32 

10 

4 

J 12 

40 

.087(1 

43 

16 

268 

22 

.2237 

1 

<-t 

122 

Mi 

oaiH 

41 

16 

.268 

20 

2192 

W 

5 

ATt 

H 

Mm 

37 

18 

.294 

20 

.2152 

D 

5 

ViS 

10 

lonr* 

38 

18 

.294 

18 

.2398 

C 

5 

125 

36 

tKlTO 

40 

20 

.320 

20 

.2712 

1 

6 

1,^ 

40 

1136 

33 

♦20 

.320 

18 

,2658 

H 

6 

158 

36 

1109 

31 

22 

.3^16 

18 

,2918 

M 

1 

,1.18 

32 

ja7r» 

36 

22 

,3^16 

16 

.2851    : 

K 

IIVI 

36 

Azm 

H" 

24 

.372 

18 

3178  1 

0 

7 

Ifil 

32 

j2ori 

31 

m 

372 

16 

.3111 

>4i" 

7 

VA 

30 

.1185 

31 

26 

.398 

16 

3.T3I 

R 

8 

iivi 

36 

.1.169 

28 

26 

.398 

14 

.328^4 

"4a" 

1-« 

-IGl 

32 

J  335 

29 

28 

.424 

16 

,3631 

U 

H 

Ifvt 

30 

.1315 

.U> 

28 

.124 

14 

,3W4 

T 

<* 

177 

32 

J  165 

26 

30 

.450 

16 

.3891 

i^» 

9 

177 

30 

J  115 

27 

30 

.4riO 

14 

J)80l 

V 

S»RC  Tap 

BBIGGS    STANDARD 

Inches 

Thread 

Dnil 

., 

27 

>^ 

'4 

18 

*% 

u 

18 

l^ 

H 

14 

-4.     , 

H 

U 

'14 

i«^ 

H 

1 

tlH 

IH       ^ 

NoTt:  A  common  nut.  dnttcd  out  so  Ihat  it  only  contotns 
r*f»%  t»r  a  full  dcplh  Ihrcari  will  brcik  thr  l>oU  before  il  will  sllip. 
A  75%  depth  of  thread  ywMs  J»n  ample  margm  of  Mfety 
(2  to  1  I  :tnd  i%  i-conomiral  m  ibpping, 

A  TuU  depth  of  Ihrcnd  m  w  common  nut  is  ontv  about  5%       Table  Ko<   103. 
Mroogcr  than  a  75%  depth  ot  thread;  yet  it  requires  three  Itme^ 
I  he  iK>wer  lo  lap 

TABLE  WO.  101. 
Tftp  and  drill  M\%eM  tot  U.  S.  S.  tbreada — This  tables  givea  the  diameter  of  tap 
and  threada  per  inch  and  size  drill  to  use  (expreaaed  Ln  common  fractions) 
for  the  tap.  The  diameter  of  the  tap  expresses  the  screw  nize.  For  instasc» 
a  ^  inch  lap  is  for  a  %  inch  screw  with  20  threads — thereforu  the  siae  drill 
lo  use  would  be  ^a  inch.  etc. 

Example:  To  find  what  slie  and  number  tap  to  use  for  a  \4  inch  U,  ^.  8. 
bolt  with  20  threads  to  the  inch.  First  find  the  decimal  equivalent  of  ^,  Inch 
(page  S41.)  VL  inch  ia  equal  to  %  inch,  ao  by  looking  in  column  under  heed- 
ing of  8ths.  jrou  will  find  that  M  or  %  is  equal  to  250  thousandths  or  point  250. 
Eef erring  back  to  < table  100)  find  the  nearest  decimal,  thia  will  be  found  io 
column  No.  7  and  can  be  ekher  .242  or  .268  so  you  could  use  either  a  Ko.  14 
or  a  No.  16  tap  . 

To  find  what  would  be  tbe  number  of  tbe  drill  for  a  M  Inch  U.  8.  3,  tap,  20 
threads  to  the  inch.  Proceed  as  in  the  previous  iaatance,  first  And  the  deci- 
mal equivalent  of  M  inch.  This  you  hare  found  to  be  250  thoosandtha.  The 
neareat  decimml  to  thia  is  in  column  No.  7  and  can  be  aa  before,  either  .242  or 
.268  and  the  proper  drill  corretponding  thereto  ia  found  in  column  Ko.  10  and 
can  be  either  a  No.  10  drill  or  a  T^  Inch  drill.  You  will  notice  bj  referring 
to   gable   101) — lb-it  a  ^e  iuch  drill  will  also  answer.t 

Note  —  The  only 
difference  it  would 
make  in  naing  one 
or  the  other  of  the 
various  drills,  would 
be  in  tbe  fullnest 
of  the  thread.  The 
larger  the  drill  the 
less  depth  of 
thread.  You  can 
readily  see  that  by 
using  a  drill  too  large 
>ou  would  cut  away 
the  metal  that  should 
go  lo  make  the 
thread  and  on  the 
other  hand,  if  you 
use  a  drill  too  small, 
you  would  not  bo 
able  to  enter  the  tap. 
(See  foot  note  bottom 
Tabl«  No.  101.  o'  ***>»•  iO<»' 

•.So.  4  drill  is  7^  inch.      -The  %— 18  threads  is  for  S.  A.  E.  spark  plug, 
tin  pra  c  t  i  ce  it  is  b  wst  to  use  a  I  a  fjj  er  site  drill,   if  the  exacj^slse  canooj  be  had 


Iv     the 
tioQ    as 


Ta^'Thds. 

Siic 

of 

Drill 

Ins. 

Tap    r  ™^     of 
/«        tSTh    Drill 
Ins.    \             Ins. 

Diam, 

Tap 

in 

liu 

iir^i  Drill 

105, 

H 
H 

H 

H 

20 
18 
16 
H 
13 
12 

H  in- 

11  in. 
Hia. 

% 

H 
il 
% 
% 
M 
H 
1 

1% 

n 
11 

10 
10 

» 

8 
7 

!! 
l\ 
X\ 

H 
% 
ti 

a 

H 

7 
6 
6 

m 

Diam   in. 

Pilch  Tap  Dnfl| 

H 

£8 

No.  4 

H 

n 

ii  m^ 

H 

u 

!l 

h 

«o 

H 

M 

€0 

T|j  in. 

% 

18 

H 

H 

18 

3i 

% 

la 

J» 

li 

16 

in 
«i 

H 

UJ8 

u.i: 

* 

14 

n 

Table  No.  182. 


OfiABT  NO.  285-B— Tables  Olving  the  Tip  and  Drill  Size  to  U«ft  Itit  ^.  %,  ^  %>  K-  ^.  »ft. 
TlireAdS.       Set  page  613  for  S.   A.  E.  and   U.  S.  Standard    Bcr«!W  and  V>nU  \%\iU*  m:^4  ^.  k.  ^>  «^^^ 'n^**  *^ 


704 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SLX-C. 


Fig.  8 — Methods  of  cutting  male  threads  are  with 
a  die  and  stock,  or  on  a  lathe.  When  a  die  and  stock 
is  used,  it  is  placed  in  a  collet  (C)  and  the  collet  and 
die  (CD)  are  then  placed  in  a  stock  (S).  This  is 
worked  over  the  part  to  be  threaded.  The  illustration 
shows  a  die  ar*l  stock  for  cutting;  threads  on  niaoliine 
screws. 


Fig.  8-A — A  screw  plate  or  gnnsmith's  die.  It 
cuts  threads  in  the  same  manner  as  the  one  shown  in 
fig.  8,  but  there  is  no  collet.  Bicycle  dies  are  often 
made  in  this  form.  • 


Fig.  8-B — A  stock  and  die  for  catting  threads  on  pipe. 

The    pipe    is    held    stationary    and    tool    revolved.     Note 
projection  at  bottom   to  hold  die  to  pipe. 


^.      .  .  —  secTiOMAi.  view 

DlUWHhout  CollCl  COLLCT  AND  Die 

Dies. 

The  subject  of  dies  is  really  a  part  of  the  taf 
subject  inasmuch  as  where  the  one  is  nsed.  tke 
other  must  be  used  also.  The  tap  cuts  a  thread  on  the 
inside  and  the  die  cuts  the  companion  thread  ea 
the  outside.  Thus  yon  would  '*tap  ft  hole"  or  not 
and  "run  a  die  over"  a  bolt  or  pipe. 

With  dies  as  with  taps,  they  are  divided  into  two 
classes,  pipe  dies  and  bolt  dies. 

The  better  grade  of  dies  are  adjustable  as  te 
size,  that  is,  you  can  make  them  cut  a  little  lerrcr 
or  a  little  smaller  than  ''standard.*'  This  will  be 
found  to  be  of  special  value  in  repair  work. 

The  solid  die  is  non-adjustable  and  when  wora 
will  not  cut  deep  enough,  as  a  consequence  the  nut 
or  fitting  is  nearly  ruined  by  forcing  it  on.  It 
sometimes  happens  that  a  cutting  lip  is  broken  off; 
this  necessitates  the  purchase  of  an  entire  new  die. 
whereas  in  the  adjustable  die  one  can  renew — jntH 
the  broken  lip — at  slight  expense. 

sise. 


Fig.  9 — Threads 
may  also  be  cut 
on  a  lathe,  note 
the  lathe  tool  cut- 
ting an  outside 
or  male  thread. 

Fig.  12 — Note 
lathe  tool  cutting 
an  inside  or  fe- 
male thread.  The 
tool  ia  held  sta- 
tionary. Just  the 
reverse  of  hand 
cutting. 


PLUO  OA  »OI.LCV/tN6  TAP 


eOTTOMINO  TAP 


Fig.     IS — The    machinists    hand 
taps   are   explained   in    the   text. 


Fig.   14.  A    ?k"   tnachinis-s  taj" 


pipe  tap. 


Fig.  14  and  15  are  illustrations 
intended  to  show  the  comparative 
difference  in  size  between  a  %  ma- 
chinists hand  tap  and  a  %  pipe 
tap,  as  explained  in  text. 


How  marked:  Dies  are  marked  as  to 
threads  per  inch  and  whether  right  or  left 
thread,  designated  by  the  letter  R  or  L.  In  a 
great  many  instances  it  is  both  necessary  and  convenient  to  cut  a 
left  hand  thread  and  it  is  advisable  to  have  a  few  of  the  most  used 
sizes  on  hand.  (A  brake  rod  for  instance,  where  it  screws  into  the 
turnbucklo  has  a  left  hand  thread). 

Dies  and  their  corresponding  taps  are  so  made  relative  to  the  di- 
ameters at  the  top  and  bottom  of  thread,  that  when  the  nut  is  screwed 
onto  the  bolt,  the  extreme  tops  do  not  touch  one  another,  in  other 
words  there  is  a  small  space  allowed,  called  the  clearance  (about  .COS 
inch.)  The  real  bearing  surfaces  are  the  angular  sides  of  the  thread. 
This  clearance  space  is  accountable  for  the  rust  that  is  found  In  the 
threads  of  old  bolts  and  nuts  and  it  is  in  this  space  that  the 
kerosene  soaks  in,  when  applied   to  loosen  up  a  rusty  nut. 

See  page  612  for  illustration  of  a  set  of  dies  of  various  sizes 
and  also  the  stocks  in  which   they  are  used — also  tap  wrenches. 

The  stock — is  the  holder  for  the  die  while  cutting  and  usually  has 
removable  handles. 

Screw  plate  set  is  a  term  used  to  express  the  entire  outfit,  as 
shown  on  page  612.  Although  we  have  shown  flg.  8  as  a  die  and 
flg.  8  A  as  a  screw  plate — the  term  is  used  as  above  stated. 

Screw  Taps. 

Taps  may  be  divided  into  two  distinct  groups;   bolt  and  pipe  taps. 

Machinists  hand  taps  are  used  for  cnttine  internal  threads  in  metal 
and  are  usually  bought  in  sets  of  3,  viz:  taper,  following,  aad 
bottoming. 

Pipe  taps  are  used  for  cutting  threads  in  pipe  fittings  and  cutting 
threads  for  the  insertion  of  pipes,  pet  cocks,  drain  plugs,  etc.  (see 
fig.    15,   also  table   103,   page  703.      See  also,   page  608. 

The  taper  tap:  (flg.  13.  also  No.  1,  chart  286)  so  called  owiat 
to  its  sides  being  tapered  is  the  one  first  used  after  hole  is  drilled. 
This  is  in  reality  a  roughing  tool  and  does  not  give  a  full  thread  unless 
run  all  the  way  through.  It  is  used  for  open  work  such  as  the  truing 
up  of  the  threads  in  a  nut  and  also  for  tapping  various  parts  of  the 
chassis. 

The  following  tap:  (fig.  13.  also  No.  2.  chart  286)  is  next  used  and 
in  the  majority  of  cases  is  all  that  will  be  required  to  finish  the  tapping 
process.  Where  tapping  is  done  in  solid  metal,  this  is  the  one  generally 
used.  If  threads  are  desired,  clear  to  the  bottom  of  solid  work,  then 
the  bottoming  tap  is   used. 

The  bottoming  tap:  (fig.  13.  also  No.  3.  chart  286.)  In  many 
instances,  the  thickness  of  the  metal  is  such  that  a  tap  cannot  be  run 
in  far  enough  to  cut  a  complete  thread  all  the  way  to  the  bottom  of 
the  hole,  it  is  therefore  necessary  to  use  the  bottoming  tap.  There  is 
no  taper  to  this  topi,  consequently  it  cuts  full  sise  from  start  ts 
finish  and  thread  must  be  started  with  one  of  the  other  taps  first. 

Flutes:  This  term  applies  to  the  grooves  cut  in  the  sides  of  taps  for 
the  reception  of  iron  cuttings  or  chips  and  any  foreign  matter  that 
might  be  present  whilst  cutting.  It  Is  the  almost  universal  praetlre 
to  make  taps  with  4  flutes,  as  shown  in  end  view,  fig.  2.  chart  286,  this 
makes  it  convenient  to  caliper  the  diameter — which  otherwise  coaM 
not  be  so  easily  done  if  there  were  5  or  any  other  odd  number  of  flatss. 


CHART  NO.  U^.'JC— Cutting  Threads.    Stocks  and  Dies.    Taps.    Comparison  of  Bolt  and  Pip*  Tafl. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-C, 


Stnlfht  Shank  Drill 
Blacksmiths*  DriU 


I 


Drlllfl. 

Twist  dzills  are  the   kind  alwajs  uted  for  boriuf  in 
They  are  fenerallj  made  with  two  flutes  or  spiral  groarea,  te 
the  reception  of  the  cuttings  or  chips  of  the  metai  being  drilled. 

Flutt  drills  are  those  hsTing  flntea  or  grooveo  arranged  leagi* 

tndially  along  their  length.     They  are  mostly  used  for  aoft  mslal  | 

and  are  the  kind  which  usually  come  with  hand  drills  in  ssull  i 

siset.  I 

Shanks — the  part  that  goes  into  the  chuck  is  called  the  shank. 
The  shanks  most  generally  used  for  a  power  drill  press  are  eith« 
straight  or  taper. 

Straight  shank  drills  are  used  in  lathes  or  in  drill  chneki. 
For  instance,  where  a  straight  shank  drill  is  desired  to  be  used 
in  a  power  drill  presa  which  takes  a  taper  shank  onXj — thn  a 
taper  arbor  (B)  can  be  fitted  in  end  of  ^'drUl  cknek  (0)  and  the 
tapered  end  of  taper  arbor  (A)  can  be  inserted  in  the  drill  p 
This  method  is  usually  employed  where  the  drills  are  yk 
or  less. 

Taper  shank  drills  fit  into  the  drill  preos  without  the  uae  sf 
drill    chucks. 

Taper  Bhanks. 

Taper  ahanks  on  drills  Tary — ^therefore,  drill  presses  are  nauaUy 
fitted  with  four  sises  of  tsper  shanks  as  follows: 

For  drilU      He  to  ii^"     with   No.    1    Uper   shaak. 

For  drills     stL  to  %"    with    No.    2    Uper   shank. 

For  drills     >%4  to  IVi"    with    No.    S    Uper    aiuuik. 

9i*       -!♦!.    M«    4   taper   ahank. 


For  drills  l^. 


with    No. 


*How  DrlllB  are  Designated  in  Sises. 

VoU  Uble  106.  Ton  will  observe  that  in  the  sises  from  IM"  to  No.  80— (0.018  or  18/ieOOtks  si 
an  ineh)  the  drills  are  numbered  and  lettered.  The  No.  80  is  the  smallsst  sise.  In  other  words,  the 
larger  the  number,  the  smallsr  the  drilL  (see  also  Drill  Gauge,  on  page  699.) 

DzUla  ftrom  No.  80  to  No.  1  (V^th  to  %sn^)  do  not  bear  siso  nnmbers  or  Uttsn  marked  ea  thea, 
bml  are  measured  on  drill  gauges  per  ehart  288-A. 

Dfllli  tnm  Ho.  A  to  E  ( ^  U  ^bads)  ha^e  their  sise  deeignated  by  letters  stamped  ea  thair  akank. 

DzUla  from  E  to  IVk  inch,  the  aetnal  sita  is  stamped  on  them,  as  ^^  to  lyk- 

Oooparlson  of  Uble  106  and  tablo  100.  The  exact  sise  of  a  No.  80  drill,  for  inatanee  aa  girea  in  ta- 
bio  lOe,  is  127  thoasandths  of  sn  inch  and  in  Uble  100,  4th  column  it  is  given  as  181  thonsandtha.  This 
dlffereneo  is  only  slight  and  does  not  affect  the  strength  of  thread.  This  diifsrenee  U  due  to  using  Ubiss 
•f  aotoal  drill  sise  (table  100),  and  table  of  drill  roda  (table  106). 

t TABLE  HO.  106. 
Doh  sise.     D.  E. — meana  deeimal  aqniralMi 
fig*  1^-Ona  method  for  <it»n«g       For  instance,  a  number  1  drill  is  .227   (two  hundred  and  twanty^^trai 
te  lUi  dziU  to  use  for  tapping,  is       thousandths  of  an  inch  diameter). 

Sise  Sise  Sise  &ise  Biae 

drill     D.  B.      drill     D.  B.       driU     D.  E.      driO     D.  B.      driU    D.  B. 


fig*  1— Ona  method  for  finding 
Ifea  MM  dzffl  to  use  for  tapping,  is 
••  Mlaet  one  that  will  be  a  sliding 
11  In  the  die  which  goes  with  the 
Up.     If  the  drill  is  too  large  to 


m. 


■•  into  tho  die  (a  nut  will  do  just 
•a  woU)  the  threads  will  not  be 
tan  and  if  it  is  smaller  than  tho 
or  nut,  the  Up  will  turn  so 
it  will  probably  break. 

Reamers. 

9:  Are  used  a  great  deal 
wosk  aa  they  enable  one 
_  a  hole  to  anj  desired 
ttm  (in  thin  material)  without 
haying  to  reeort  to  any  particular 
•iao  driU.  Simply  drill  a  smsll  hole 
aad  ream  it  out  to  sise.  Tapered 
ff— mars  can  be  had,  that  come  to 
a  sharp  point.  The  one  shown  in 
if.  9  is  the  blunt  type.  Note — 
daa't  eonfuse  a  tm^ar  reamer  with 
•  tapar  ahank  reamer.  See  chart 
187,  "Beaming  a  Hole." 


Fig.  9. — A  Uper  reamer. 


1%    1.500 

H 

0.875 

1 

0,227 

2T 

0.148 

62 

o.eo 

1^    1.250 

U 

0.368 

2 

0.219 

A 

0.1406 

A 

o.m& 

1        1.000 

23-24 

0.359:i 

A 

0.218? 

28 

0.13» 

63 

f.Mt 

l\    0.969 

T 

0.358 

8 

0.212 

29 

0.134 

54 

f.ISS 

i      0.937 
J      0.906 

8 

0.348 

4 

0.207 

80 

0.127 

66 

O.OM 

H 

0.3437 

6 

0.204 

% 

0.125 

«* 

O.OtCI 

%.   0.875 

R 

0.339 

u 

0.2031 

81 

0.120 

O.fIS 

ii    0.844 

Q 

0.332 

6 

0.201 

32 

0.115 

67 

0.04S 

1    0.812 
]    0.781 

n 

0.3281 

7 

0.199 

83 

0.112 

68 

1.641 

p 

0.323 

8 

0.197 

84 

0.110 

59 

O.OH 

ai    0.760 

o 

0.316 

9 

0.194 

A 

0.1091 

SO 

O.W 

li    0.719 

^^ 

0.3125 

10 

0.191 

36 

0.108 

61 

O.OII 

0.687 
0.656 

N 

0.302 

11 

0.188 

86 

0.106 

62 

o.tn 

i! 

0.2968 

-h 

0-1875 

87 

0.108 

62 

0.I3C 

1  ,    0.625 

M 

0.2950 

12 

0.185 

88 

0.101 

64 

0.03$ 

0.594 

L 

0.290 

13: 

0.182 

89 

0.099 

65 

f.MI 

^r    0.562 

A 

0.2812 

14 

0.180 

40 

0.097 

66 

cost 

}i    0.531 

K 

0.281 

15 

0.178 

41 

0.095 

A 

O.OSIS 

H.  0.600. 

J 

0.277 

16 

0.176 

A 

0.0981 

67 

o.on 

11    0.4843 

I 

0.272 

17 

0.172 

42 

0.092 

68 

S:S 

\H    0.4687 

H 

0.266 

kk 

0.1718 

48 

0.088 

69 

It    0.4531 

u 

0.2656 

la 

0.168 

44 

0.085 

70 

0.0Z7 

,V    0.4375 

G 

0.261 

11^ 

0.164 

45 

0.081 

71 

vz 

U    0.4218 

F 

0.257 

20 

o.iu 

46 

0.079 

72 

Z        0.413 

E 

0.250 

21 

0.157 

A 

0.0781 

78 

o.on 

i)    0.4062 

>4 

0.250 

^1 

0.1662 

47 

0.077 

74 

0.00 

Y        0.404 

D 

0.246 

22 

0.155 

48 

0.075 

75 

o.on 

X        0.397 

C 

0.242 

23 

0.153 

49 

0.072 

76 

0.011 

il    0.3906 

B 

0.238 

24 

0.151 

50 

0.069 

77 

0.010 

W        0.386 

1) 

0.2343 

26 

0.148 

SI 

0.066 

A 

O.Olfl 

V        0.377 

A 

0.234 

26 

0.146 

78 
,  7f 
»  86 

O.OIS 
0.014 
O.OIS 

Shielda  Meehanies  Qndde  Hand  Book. 


NO.  286nA— Ddlls.    Stnlgbt  and  Taper  Shanks.    How  Marked  for  Sises. 

•0aa  ahart  286-B  for  sise  drills  to  use  for  U.  8.  and  8.  A.  E.  Upa. 
••flb#  JMKM   $1$  tor  a  drill   and  Uthe  chuck.     tThia   table  is  sise  of  drill  roda,  see  above. 
imbh  10$  and  Uble  100."  page  708. 


"eonparliia  si 


HOW  TO  USB  TOOLS  AND  MAKE  RBPAIBS. 


707 


DEicquai    tli»    uisln;    S^.    S.    untqual    lip    leaftb; 


■IT    Ilk*    c*fl1#r    ildtaiKCk 


How  to  Sbaipan  Dtills. 

Tvm  m«ebJUilCK  know  Iidt  to  iliaTpeD  •  dxHl  vt 
koT   to   t«U   wlL«n   It  U  properly   «]i«rp«ii«d«     7MC 
fAdors   ■£»  «Bi«ntliL     Tbej    ftr«: 
l-Botb  CQltiBf  lipB  should  Ii«te  lh«  um«  BnglA  M 

tho  Mxm\    «therwiifl   tbe   cult^tif   wlU  «U  lt«  d<»]i« 

b7  ODQ  lip  And  tho  drill  will  driU  OT«rtU»*   (■•• 

flg.    5.) 
2-Both    cuttlof    ilp<    tbould    bo    sxaetlr    t^*   «Mit 

iQDtth,     Otherwfifl  it  wilt  throw  th«  point  of  tbo 

drill  off  eoDter,   ciuibs  the  drill  to  cot  oiTintftft. 

<ieo  df,  6 J 
3— Proper   clearance  back   of  the  eotllBg  odffs^     tn- 

B^icieui  clearance  caniea  thcr  drill   to  draCi  ^^^ 

hard  and  fOt  dmll  qnlekl?. 
4-^Th«  angle  of  the  \lp%  should  be  abont  60*  m>^ 

p*r  flg.    10. 

*To   Shupen, 
S^Hold  the  drill  lifbtt;  a  gain  it  the  wh?el.  ai  ihown 
in  ffif.  SA,  with  the  cutting:  Up  on  the  who  el. 
Wheeli    for    drill    vriudia^   «boul4   be    fatrlj    lOfft 
ond  open  lo  they  will  not  clo^  or  bam.     Th#  drill 
aboald  bo  prcnied  Itshtly   ^iralnat  tbe  wheel  &od 
earefiillj  watched  to  see  that  it  ii  aot  bnmed  oad 
the  temper  drawn.  Watch  tbe  enrftco  from  whJeJi 
tbe  grmding  wheel  leaves,  ma  the  beat  1«  eoneen- 
t rated  there,      (ice  pneps  690  &ad  711  for  toupM*- 
Ing  driUa  and  fttuall  toots.) 
6— TwiHt   the    driU    and    at   thii    lame   time  throw   the 
TiEbt   band    dowti    in    order   to   srlnt   the   prti^ef 
clearance. 
no.  •  A  7-Chwk  tbo  lesftb  of  tbe  cnttinf  lip.  ai  shown  In  flf.  0, 

S-Cliock  the  angles  of  the  cutting  lips,    as    fehowti    in    fif,    10    And    lOA  wbta 
sharpening  it.     The  beat  cntting  %u^\q  it   6Q  dcgreei. 

DrilMjig. 

9>— Brass  or   thin  sheet  metal  may   be  more  readily  drilled   i/  tbo  euttini:  Up  a 

are  beveled,  as  thown  in  fig,  11,     This  prevents  the  dril)  from  digg^tng  iii  and 

catchinf. 
1D-A!ways  eleinp  or  hold  tbe  work  being  drilled  to  prevent  driU  citohlnt  ftod 

breaking.  »nd  place  a  block  of  wood  under  tbe  work. 
11-In    liarting    to    drill    nae    moderate    epeed^    gradnally    Increasing    until    tHi 

best  cutting  speed  ie  obtained. 
12-Wbea   drilllnf^  amalt   holes,   speed   the  drill  up   aud  go   earefullj   wbeii  tho 

drill  ia  breaking  through  tbe  work.     This  is  tbe  point  where  the  drill  ttiiullr 

catches  pnd   breaks. 
13-Wben   drilling  large  holea,   aay    %    In.  to    %    In,  dia^>   it  i«  be^er  to  drill 

A  imsll  bole  first. 
11-It  is  ad V  liable  to  atweyi  make  *  cealer  punch  m&rk  in  metal  to  be  drilled* 
IS — Case  hsrd«Q«d  steel  must  drst  be  softened  until  an  even  red  heat  Is  reaohed* 

and    re-hsrdcned    again. 
1§-The  folb>wInjr  ara  the  cntting  compound*  for  the  vArioUi  metals  r 

Hard  steel^ttLrpentlne,  kerosene-   soft  ito«l — lard  oil,   machine  oil;   btai^^ 

soda  water,  If  anything;  alumlppia — kerosene-  east  Iron — ^nene.     An  atr  blaal 

tf  a  very  good  couliog  medium  for  east-Iron  drilling. 
1?— If  tbe  drill   chips  out  at  the  cutting  edge  there  is   loo  mncb  feed,   or  the 

drill  has  been  ground  with  too  much  elearaoee^    A  vplit  up  tbo  web  la  caita#d 

bj  the  same  improper  grinding. 

Iiayliig  Out  Work  Fof  DrUMng, 

Tbe  aMloat  vay  to  lay  off  work  for  drlllliig^  eite.,  on  Iron  or  il«e]  1ft  W 
eotw  it  with  a  c»oaitipg  of  cbaUE,  which  permits  tbe  lines  acrlbed  on  th«  snftnta 
with  a  steel  pointed  inntrument  so  as  to  be  readily  seen. 

All  lines  showing  tbe  stse,  loeatlon  of  boles,  etc.,  are  icHbed  oat  on  tbe 
metal,  previously  cbalked  orer,  aa  aforementioned,  or  if  on  wood,  simply 
by  a  hard  pencil,  and  all  eentere  of  holei  to  be  drilled  should  then  be  een- 
ter  punched    by   a  bard   atael   puncb» 


Lvft— Tng    m*t*    p««p*n4l    and 


r^*W  t*r   inlilnt-      Tf^t  fMHch    ikhicI^ 
I4gl»ti]r.  -«lt4l1»-Tlii    ar»»« 

Lb   |lf»«   tIM   «HII.   mn4  «n  \h^   ■IM 


Fig.    8,     When    dnlUng 
thick  metal  and  drill  baa   a 


-TH*  »!«•  im**  ^  cl*n«f«4 
ii'i^m  111*  tffiil  tflD  wiMt^t  *■' 


A  diamond  point  should  be  mted 

in    '  *  drawing' '    the   drlH. 


piece   Of 

to  bore  crooked  ox  olf  tbe  eeittK,  n 
caa  be  re- centered  again  by  cutting  a 
groove  with  »  diamond  point  chisel  oa 
tbe  aide  towards  which  you  wiab  lo 
draw  the  dfillf  as  here  ebowu. 


CBABir  NO.  flSe-B— Dxills  and  DiHIing.    Oonoet  and  IncotMcX  Q^XA&mL  ^Us^  ^"^  TMeSi&B%. 


\  -DMAm  for  lasying  Dot  Work.    B^Centttdng  i^  IWSL  v>A^\At  ^«t\^  ^l^J'^'^^'SflS 

•.;     8—  pmg»  708  for  drill  sisea  for  U.  8.  A  8.  A.  ¥i.  BtandaT^  \\vt%k4.    *^^^  ^^^^  ^^^^ 


706 


DYKE'S  INSTRUC?riON  NUMBER  PORTY-MX-C. 


How  To  me. 


-~^- 


FixBt,  select  the  file  suited  for  the  work — 
see  page  613. 

SecoBd,  the  vise  jaws  should  be  about  42 
in.  from  the  floor. 

There  are  three  general  methods  of  using 
a  file;  "cross  filing,"  *'draw  filing"  and 
"revolving  filing.' 

Cfross  filing:     Fig.  1  represents  the  position 
of  the  file  when  used  for  filing  fiat  surfaces. 
The     file     is     grasped 
firmly  but  not  tightly. 
Far    end    of    the    file 
may  be  grasped   with 
the  left  hand,  but  net 
in   such   a  way  as   to 
assist  the  left  hand,  in 
drawing    the    file    for- 
ward.   The  right  hand 
will  push  it  forward,  and  the  left  hand  will 
regulate  the  pressure  desired. 

If  the  pressure  of  the  hand  be  equal 
through  the  stroke,  it  will  be  greatest  on  the 
comer  nearest  the  workman  at  the  com- 
mencement, and  en  the  other  comer  at  the 
end  of  the  stroke— due  to  the  leverage — and 
will  tend  to  form  a  curved  surface  by  im- 
parting a  slight  rocking  action  to  the  file. 

Therefore  the  pressure  must  be  greatest  on 
the  left  hand  at  the  beginning  of  the  stroke, 
and  as  the  file  crosses  the  work,  must  be 
gradually  diminished  on  the  left  hand  and 
at  the  same  time  increased  on  the  right 
hand. 


Notwithstanding  this,  it  is  impossible  to 
file  truly  fiat.  If  the  work  be  examined  with 
a  straight  edge  (see  fig.  5,  page  643),  it  wiH 
be  found  higher  in  the  middle. 

Draw  filing:  To  reduce  this  high  part, 
recourse  must  be  had  to  draw  filing,  fig.  2, 
which  is  the  method 
used  for  filing  bearing 
caps,  which  must  be 
filed  even  or  they  will 
not  fit  up  snug  against 
the  opposite  member. 
The  file  is  held  at  both 
end^  and  is  operated 
over  the  work  at  right 
angles  to  the  length  of  the  file.  In  this  posi- 
tion  the  cutting  stroke  can  occur  on  the  for- 
ward or  the  return  stroke  or  both.  An  even 
pressure  en  eaoh  end  of  the  file  is  necessary, 
and  if  this  is  done,  there  will  be  little  dan- 
ger of  filing  one  side  more  than  the  other 
and  the  oscillation  which  is  certain  in  cross 
filing  is  done  away  with  mostly  in  this 
method. 

Bevolvlng  filing:  Is  filing  dona  on  work  in  a 
lathe,  chuck  or  in  somo  cases  while  in  a  drill  press. 
Because  of  the  work  revolving  at  n  greater  rate 
of  speed  than  the  file  moves  in  bench  filing,  the 
strokes  are  less  frequent,  but  should  continue 
through  the  length  of  the  file,  thereby  bringing  all, 
the  cutting  edges  into  service.  Hold  file  in  same 
manner  as  cross  filing  in  the  vise.     Do  not  exert  a 

great   pressure   as    in   cross   filing   or   draw   filing, 
pecial    ''machine    files"    should    be    need    where 
considerable  of  this  work  is  done. 


♦♦Beaming. 


Sao  fig.  9,  page  706  and  fig.  67,  page  792  for 
Ulnstratlon  and  eocplanatlon  of  a  reamer  and  some 
of  the  purposes  for  which  it  is  used. 

For  instance,  if  a  steering  pin  hole  is  worn  out 
of  round,  per  fig.  22,  if  new  parts  are  not  at  hand, 


use  a  reamer  to  enlarge  the 
hole  to  %2  or  Vie"  oversise, 
then  turn  a  new  pin  to  fit 
this  siae,  or  fit  a  bronse  bush- 
ing in  the  oversize  hole  with 
a  hole  in  it  te  fit  the  pin  (see 
also,  page  792). 


(on 


as-— • 


^Cnitting  a  Key-Way. 
Kar-way  cntting  with  a  chisel  li  an  art  that  r»- 
qnlrea  a^Il.  There  are  many  men  who  can  cut 
a  key-way  nearly  as  well  as  can  be  done  by  a 
machine,  not  so  the  amateur.  The  first  thing  to 
do  is  to  mark  out  on  the  shaft  the  key-way  re- 
quired, with  a  line  to  show  the  center.  It  is  best 
to  drill  a  series  of  holes  in  the  shaft  to  the  depth 
ef  the  bottom  of  the  proposed  key-way  with  a 
flat  bottom  drill.  The  holes  should  not  be  in  ac- 
tual contact,   if  they  were   so  the   drill  would  not 


bore  straight.  Then  with  a  narrow  cape  chisel 
chip  away  the  intervening  spacea  and  filo  with  a 
small  blunt  square  file.  Allow  the  file  to  work  up 
to  the  enda  of  the  key-way.  The  key  muat  be  or 
steel,  fitted  to  bed  on  the  bottom  of  the  key-way 
and  tight  at  the  sides.  Keys  of  diifereat  aiaes  (hi 
the  rough)  can  be  bought  at  tool  shops.  The  key 
and  key-way  must  be  slightly  tapered.  The  ker* 
way  will  be  found  shallowest  in  the  middle;  this 
must  be  worked  down,  using  the  edge  of  a  flat  file. 


Keys. 

There  are  three  kinds  of  keys  mad  on  ihafli; 

the  square  key.  round  and  the  half  diak  type, 
called  the  Woodruff. 

The  Woodmir  key  is  used  more  on  antomobtU 
work.  They  are  the  easiest  to  remove  and  ap* 
ply,  but  when  fitted,  the  shaft  must  be  mlHed  on 
a  milling  machine  to  take  this  key.  (see  flg.  16, 
page  709). 

The  round  key  is  seldom  used  beeanae  It  is 
difificult  to  remove.  If,  however,  a  quick  Job  Is 
desired  it  is  the  quickest,  as  a  hole  can  ba  drilled 
and  the  round  key  hammered  in  (not  adviaed  as- 
cept  on  temporary  work.) 

The  aqnara  key  if  applied  properly  can  aaaily  ba 
removed. 


COBEABT  NO.  287— How  To  File.    Beaming  a  Hole.    Keys. 

*K0ywmyB  an  automobile  work  are  seldom  cut  by  hand  but  are  milled  on  a  milling  machine,  or  by  a  special 
wmjr  entting  machine.     This  explanation  Is  given  as  a  matter  of  information.     **See  pages  654,  609, 
bow  m  ejlindw  is  reamed. 


HOW  TO  USE  TOOLS  AND  MAKE  REPAIE8. 


A  Stripped  Kut— Will  Hot  arlp. 


ADilfL 

Ii  mtfld   for  mmoy  purpoiei.     In  thii  ijuttnc*  It         ^  Utually    the    Ane   tlir«ftd    out    it    the    on*    whieli 
l»   D»Bd   with   M)uar«   kt-yg.  ......  .      .   * 

If    th«    tl&Aft    proJ«ct«    from    tlie    bois. 


drift 


cauiet  ihia  trouble,     A.  titetkod  th»l  m«r  be  edopted 
■  "      eft         ■ 


•li<»iitd  be  uied  to  frrertat  d&mftjriiif  the  Icej-wey 
1^7  the  blonri  of  the  hammer.  The  drift  (ftf*  2) 
ii  •  ilMl  tool  irith  e  h«rdened  noie.  They  ar« 
iotDelifOBi  curved  (not*  the  doited  lioeih  as  in 
many  eeiee  It  ii  tinpoiefble 
to  f«t  ft  itrftifht  blow  ftt 
ft  key.  0*re  ehould  be 
takva  tiot  to  burr  up  th« 
i>&U  of  the  key.  A  piece  of 
beftyy  copper  held  over  the 
«nd   of  the   key   by   en   fteilit«nt   will  preTeot   thie. 

Woodrnff  Key- Ways. 
Ai  ilfttod  on  pe^e  708.  the  key  wey  for  ft  Wood- 
ruff key  fttoet  be  milled. 

j%u  Fig.  26  ihowi  ft  ihftft 


key.     The     key 

project    above   the  shftft 

one-hftif  iti  thickneBft. 


Standmrd  key-wajs  for  pnl- 
ti^  and  iliafti;  tabU  107 
thowe  the  recoct ««»d  Ktandard 
lor  the  depth  and  width  of 
key-way  In  pulley*.  The  aarae 
formttU  of  eoar«e  may  be  a»ed 
for  the  depth  asd  width  of  key 
way  la  ahaft. 


Tabid    107^ 


i 


«p-«l»f««» 

^T^^ 

•«;c- 

•ar 

ur  !•     iir 

Mf 

Mt- 

M     M       *« 

t4 

tlf 

•i* 

IMi  <•   t  14 

Mt 

•hM 

.■» 

II       Irll     *•      1    »« 

1^1  i 

U9 

•*t 

U    1 1«  to   1  M* 

M 

n« 

w* 

h  i^ii  m  r 

*^i* 

t^n 

Ma 

K    l^ll  to  »  14 

*4 

s-tt 

*m 

li  f  M  M  t 

M« 

I  If 

.m 

▲  list  Of  the 
ttandard  fflse»  of 
key  -  ways  both 
for  pull  eye  and 
ihaft  are  fftven. 

The  radiua  (E) 
referred     to^     r*- 

fera  to  the  rcmud 
corner!  on  key. 

To  Eemove  Tight  Stud. 

«■  Tig,    20:      A    method    of    remov- 

ing  a  tirht  «tud  ie  to  uee  two 
uuti  and  lock  them,  kcepiof 
wrench  on  lower  oat. 

Bemovlng  a  Broken  Stud. 

Fig.  22 »  A  broken  etud  or  screw  (S)  cau  bett 
be  r»>moved  by  a  ftpecial  left  hand  drill    (D)   called 

ntbe  "Ety-out,"  mfffd,  by  Cleveland  Twiat 
^  Drill   Co.,  Cleveland,   O. 

U  Other    xnethoda    are  —  pour    keroiene 

^  iround  the  ttud  to  eoak  into  the  threadt. 

1*1  If    a    piece    of    the    broken    itnd    itaodi 

hWF       above — the  broken   part  may  be  removed 

It]  with    a   chiael   and    hammer— not    a   tbarp 

mi         cbiial,   however.      A  diamond   point  chisel 

B  it  best.     If  it  will  not  move,  then  drill  it 

^P  on  I.    Diin;    a    drill    well    under    tite    of 

rnt  ta      thread.     The  hole  ehould  then  be  cleaned 

out  with   a  tap,   sime  ftiae  ae  thre«d.     If 

in  ra«e  of  «  hftrdened  aet  US9W  which  it 

broken,   then  nee  a  b}ow  torch   and   heat.      Another 

■Mtftod — if   broken   part   projecta;    eaw   a   elot    and 

uae  screw    driver. 

Over-Slze  Stud  In  Worn  Bolt  Hole. 

Uee  aa  over-iiie  stud  which  will  make  a  tfcfht 
et  io  lop  of  cylinder  gtad  bolt  holea.  then,  aither 
ftl*.  bore  or  ream  hole  out  in  cylinder  head  ao  it 
will  take  the  over-site  stud  you  are  to  use*  For 
instance,  if  a  ^o  inch  use  a  %  inch  tap  and  itud 
bolt.  If  a  %  inch  uso  a  lin  inch  tap  and  stud  bolt. 
If  a  H  inch  ase  a  \  inch  tap  and  stud  bolt.  The 
holes  could  be  drilled  out  if  you  hsve  no  reamer. 
Stratffht   reamer  would   be   best.      (See   Ford   Supt  ) 

To  Eemove  a  Tight  Kut. 
Try  besting  it  if  it  cannot  be  budded  with  a 
wrench.  Try  pounn^  kerosene  on  the  nut  and  bolt 
and  leave  stand  for  an  hour  or  so.  DrHl  holes  in 
nut  and  split  It  with  a  cbisel  if  it  will  not  eome 
otherwise.     This  will  save  the  tbreftda  of  bolt. 


ia  to  reline  the  nut  uniformly  with  seft  eolder  and 
then  give  it  a  start  on  the  bolt*  and  by  workiaf  It 
down  the  threftd  ft  little  at  ft  time,  eut  >  new 
threftd  inside  the  nut. 

The  tolderinf  part  of  the  operation  is  simple 
enough,  the  nut  beiar  fastened  Io  a  piece  of  iron 
vrire,  dipped  in  the  kUled  splrlta,  and  theu  bald  in 
the  blowlamp  till  hot  etiough  to  melt  the  aolder. 
The  same  process  reversed  would  apply  equally 
well  to  a  stripped  boll  and  nut  oaed  Io  eat  a  new 
thread  on  it. 

Home  Made  Still  For  Battery  tTse. 

Tig'  IS-A  psn  (P)  with  bottom  cut  out  1*  turned 
up  side  down  and  placed  0¥«r  a  gfti  bUToer.  Tbft 
retort.  A,  which  cau  be  an  ftlumlnum  pail,  U  mount- 


^ae  or  gasoline 
stove  burner  * 

ed  on  the  opening  In  pan.  An  annealed  coppeir 
tube  (B)  is  soldered  Into  a  cover  over  the  pall. 
Leave  small  opening  for  steam  to  eeeape  as  it  t« 
not  neceesary   to   boil  the  water  in  the  pail. 

Another  rftceptacla»  the  cooler,  should  be  sua* 
pended  at  any  convenient  place  or  attached  to  the 
walK  The  copper  tube  (B),  bent  as  shown,  or 
coiled,  which  is  better,  is  run  through  the  cooler 
with  project  ton.  to  permit  a  bottle  to  catch  the 
drippiug:s  or  the  diitilled  water. 

A  pluf  (D)  IK  Roldered  at  bottom  and  another  at 
top.  to  which  U  attached  a  %"  bose  <B).  which 
is  connected  to  a  water  faocet.  Hoee  (F)  leads  to 
sink  or  drain.  No  pressure  la  neceatary,  just 
Bufncieot  water  is  required  to  flow  from  S  throo^h 
cooler,  around  tube  B.  and  out  W,  to  oool  the  tube 
B. 

Bafular  hydrant  water  la  heated  In  retort  (A) 
which  pasief)  in  lijcbt  steam  tbrouKh  tube  (B)  and 
ia  cooled  as  it  passes  through  (B)  in  the  cooler, 
thus  condenainir  into  distilled  water  which  is  caught 
io    bottle.      (Motor  Are.) 


Tig,  16,  The  fotir  bolts  oo  the  front  of  tba  Ford 
transmlsiloQ  ean  be  replaced  by  one  man  worlEliig 
aOona,  by  Inserting  the  bdU  from  under  the  ear, 
l«7iiig  a  block  of  wood  on  top  of  a  Jack  and  lifting 
the  jack  till  the  heada  of  the  bolts  are  preased  into 
the  wood.  This  keeps  the  bolts  in  place  and  pr^ 
venle  them  from  turning:  while  the  nuts  are  put  oo. 

Fig.  17.  When  tha  oil  pip«  T,  page  197,  of  a  Ford 
etngtne  la  clogged,  remove  the  radiator  and  take 
off  the  front  gear  plate.  The  cam  gear  is  then 
removed  with  a  puller.  This  will  expose  the  eod 
of  pip^  and  an  atr  hose  Is  connected  to  it  and  air 
tnrne*!  on,  blowinc  the  rlog  out.  TM«  saves  tear- 
ing the  engine  down.  If  pipe  la  ologgod,  'gears 
will  be  noisy. 


OHABT  KO.  387-A— A  Drift. 
Nuts.    Miscellaneous. 


Woodruff  Keys  and  Kejrways.    Bemovlng  Broketi  EtMi&a^  ^«a&&.^lN^& 


I 


DYKE'S  INSTfiUCTION  NUMBER  FOBTY-SIX-0. 


y 
I 


ng.  1,  — A 

m  •  f  D  •  tic 

MuffiieU  hATe 
been  ot»d 
m  ft  n  7  timet 
for  pickins  &p 
ftll  Borti  of 
iroD  ftQd  Mle«\ 
p  »  r  1 1,  bat 
their  oia  for 
polliiig^  oul  vftlvei  (a  nnojQftl.  The  mftgnet 
«howa  IB  approximately  %x8  in,  and  Is  cmpft 
bl*  of  exerting  »  pull  of  mboiit  7  lbs.,  and  will 
pull  ft  Tftlve  out  ftfter  iprinfs  bftre  be«n  re- 
xnoved. 

A  ilmple  tool  which  will  be  found  of  ea- 
•istftnee  for  remoriup  valvei  that  stick  badly 
but  may  be  raU«d  a  aligiht  unouut  coniistt  of 
m  hook  of  Besseroer  steel  wire  H  in.  in  di- 
ajueter. 

Gonstntctlon  of  the  mugtivtlc  valve  Ulter: 
An  old  make  and  break  ipark  coil  forms  the 
basis  of  the  device.  The  cofe  is  made  of  a 
bundle  of  coarse  iron  wires.  The  outsidt  of 
the  soil  is  covered  with  tape  and  has  a  ban- 
die  consisting  of  a  strip  of  brass  which  ex- 
tends down  the  sides  of  the  coil  to  the  end. 


c 


ROUnO  Flif - 
OR  AOD 


r»f   3 


Fl^.  3v — Anoibeir  mag- 
neilc  lifter  —  which  is 
useful  for  removing  a 
not  which  may  have 
fallen  into  cylinder  or 
other  inticccisible  place 
is  shown  in  illustrstioc. 
Simply  touching  the  file 
with  the  magnet  makes 
a  magnet  out  of  the  file 
(a  long  rod  may  a!so  be 
used  instead.) 

Tig.  4 — ^Metbod  for 
sawing  tbrongb  tubings 
Gonsiits  of  a  wooden 
block  with  «  drilled  hale 
to  receive  the  tube, 
(from  Newsabottt  Fords.) 


Flf .  6— Vise 
c  1  ft  m  p  B  for 
working  with 
tubing.  Note 
Bpring  t«ikafton 
which  keopa 
c  1  a  m  p  ■  in 
yifte  when 
i  a  w  •  are 
opened. 


©  <^  Q  m 


Tig,  0— To  prevent  nuts  from  coming  off,  variona  h 
devices   are   employed.     First  one  to   the  left   is   the  vtl 
known  and  most  used  lock  washer.     The  next  one  Is  used 
great  deal  also,  that  of  using  2  nuts.     By  holding  tbs 
one  and  backing  off  the  lower  one  slightlyp  the  nuts  art 
curely    locked.      The   neit    one   is    slao   UAed    a    great  d< 
in  connection  with  cattellated  nuts.  The  other  two  tn«tii< 
are  nsed   extensively  by   the  Kavy  department    (absolul 
sure,    but   expensive.)      The  lower  cuts   show  a   pUn 
of  the  various  locking  devices  directly  above. 

Fig.  10^ — A  stud  locklBg^  method:     It  eometimet 
that    after  securely    locking   tha   nut   on    a    stud,    ih, 
unserews  itself  at  the  other  end  and  is  lost.     WktA^ 
as  shown  in  lower  cut,  this  is  prevented. 

Fig.  11 — Ton  have  often  heard  of  I-beam  froat ' 
pressed  channel  itee)  frames,  ehnnnel  iron,  T^hoftd,  ete. 

0 — End  view  of  a  channel  aectioa. 

T^End  view  of  a  T  section. 

I — End  view  of  an  I  ^beam. 
S|^         .  A — End  view  of  an  angle  iron. 

*-^         [1^    TB — End  view  of  ft  tubular  section. 

Note— Mostly    spoken   of   fts    '*seetlon":    meaning 
section  or  view  from  end  after  being  cut  in  two« 

•Fig.  17 — A  spftrk  ping  and  lamp  totting  ontfil  ilLiie' 
trated  below  it  handy  for  carrying  from  one  part  of  ik< 
shop  to  another,  for  testing  on  different  cars.  Several  dn 
cells    are    placed    in    a    long,    narrow    box,    aod    conneriti 

BotfKt-Tww*   ^^^ ^    through    ft    doQblo-threi 

•*^^v  Tw^n*^  ,^Hch  to  the  toeting  term* 
inals.  One  side  of 
switch  throws  the  two  type* 
of  lamp  socket*  ( single  ftB4 
double  contact,  see  ptfl 
4a3)    into    the    circuit,    tai 


*M?t 


the  other  side  connects  tbs 
batteries  through  the  spftfi 
coil  to  the  plug  testing  reilft 
This  unit  is  compact  enourt 
to  be  XMk^n  directly  to  m 
iob.— (Motor  World} 


Fig.  64 — A  foreman's  desk:  System  is  csHcntUl  in  Chi 
repftir-shop,  but  because  it  is  systemi  does  not  aecesiarily 
require  an  elaborate  equip* 
ment  .  An  old  packing  M 
may  be  made  into  a  i 
man'i  deak,  and  a  ff4 
strips  of  wood  and  fin  msf 
be  used  to  construct  a  worit* 
men's  time  and  work  tMii 
AHng  rack.  The  blank  cardi 
are  always  available, 
clean.  Any  of  the  work' 
men's  carda  may  be  seen  ai 
a  glsnce.  and  are  in 
A  clock  should  be 
in  will  not  hare   to   gtt< 


near  at  hand,   so  that  the 
the  time — (Motor  World), 


I     hmoi 

HMftjl 

il 


Fig.  6. — YUe  clAmpi  made  of  wood,     H    ioch   sheet   copper   and    somolM 
sheet    lead.     Are    useful    and    necessary    where    materia)    is    to   be    danced 
which   would  mar   its   surface  otherwise. 

When  vise  dampi  are  m*de  of  ahtat  copper  or  lead — use  H   ineb  Chlcik-< 
cut  to  sixe  of  vise  jaws  and  beod  over  top  of  jaws  to  support  Ihea  tn 

Wooden  clamps  made  of  hard  wood  with  boles  bored  through  aod  th«n  ( 
across,  about  H-iuch  or  more  being  cut  away;  or  they  can  be  eul  to  a  V.  ' 
latter  will  take  bars   or  pipei  of  various    aisea    without    injury. 


•«e«  pa^^t  418  and   424,    for   other  Electrica\  Twitef   OuvMs.  ».\wj  %^4"a.  \,  i  ^u«t  IL. 


How  to  Make  Lfttlio  Tools. 


7U 


High  •p«*d  ftetl,  aiuAlly.  should  b»  heated  luatil 
th«  ti{»  of  Die  todt  tturts  lo  melt,  and  tU«n  plttnged 
i&  oil,  or  hurit^d  ia  common  salt  uatil  ihorou^hlj 
eool.  Hlgli  carbon  steel  ^Ixen  the  heat  r^Bultt  when 
heated  to  dull  red  aod  planned  la  oil.  (See  pace 
Ad6.) 


muft  he  tempered^  Thit  may  be  done  ia  two  waTa* 
the  beat  bein^  to  plao^e  011I7  the  point  of  tool  m  oil 
after  heating  to  dull  red*  thae  leavins  eome  hifti 
ID  the  heel  of  the  tool. 

When  the  Dolnt  la  black,  remove  the  tool  and  rab 
the  cuttingr  edge  with  emery  paper  mounted  oa  a 
■tick.  Watch  the  point  cloieJy  and  at  the  heat  U 
driven  from  the  heel  to  the  point,  the  color  of  the 
earface  beins  poUahed  wlU  ttim  Uipht  straw,  dark 
Blraw  and  blue. 

Wham  the  point  of  the  tool  U  straw  color,  plan^ 
the  whole  tool  in  oil  '.nd  cool  it  entirely.  The 
other  method  of  temper  ag  la  to  C4>ol  tha  toot  after 
the  fint  heating,  poliBh  the  point,  slowly  heat  It 
asuin  until  etraw  color,  and  then  plunge  It. 

Almost  any  grinding  wheel  may  be  mad  for 
grinding  the  tool,  but  care  muit  be  takesi  ii#i  %• 
draw  the  temper,  or  burn  the  tooL  The  tool  shoald 
be  held  lightly  against  the  wheel  and  frequentlf 
cooled  in  water.  Grind  the  tools  to  the  shape  d** 
iired.  following  closely  as  possible  those  illustraled. 
Finish  the  catting  edges  with  an  oil  stone. 

Fig.  3  shows  a  tool  bit  holder  and  standard  Ml 
Of  hlgh-spe#d  tools.  These  are  excellent  for  repair* 
shop  purpose*,  thougli  expensive,  Th«  aha  pea 
illustrated  will  cover  a  great  variety  of  work,  %»A 
the  tool  should  be  changed  to  suit  the  work,  rather 
than  ri^grinding  the  tool  each  time.   (Motor  World.) 


0nl7  the  tool  point  proper  should  he  heated  to 
the  plunging  temperature,  the  heat  applied  slowly 
at  ttii  und  then  the  bluRt  turned  on  and  the  point 
heated   to  the  required  pluogiug   temperature, 

TlM  tool  should  bo  plunged  into  the  oil  when 
tbo  heat  la  increasing,  and  at  the  instant  the  point 
reaches  the  plunging  temperature — dull  red — in  the 
ease  of  carbon  .steel:  fusing  in  the  case  of  high 
sneed  at««l  This  is  particularly  necessary  with 
high  carbon  ateelsr  as  heating  the  steel  white  hot, 
allowing  it  to  cool  to  dull  red  and  then  plunging 
it  in  oil  will  make  a  poor  tool. 

High  speed  steels,  after  hardening  and  grinding, 
AFO   ready   for   use.      Carbon    steel   tools,   howerer, 


How  to  Solder. 


A   soldering   copper    (fig.    2}    is   a    wedge-shaped 

block  of  copper,  fitted  in  an  iron  fork  with  a  wood' 

en  haadle.     To  use.  it  is 

placed    in    a    clear    fire, 

or  gas  or  blow  pipe  torch 

«t»^ -j*-^  "*■  *^ -^    (fig.  1)   burner  till  it  is 

"^^  "'^■^  hot  enough  to  use. 

If  Um  copper  la  a  new  one.  It  mtist  be  ttnned, 
When  hot,  file  off  the  scale  00  both  sides  and  ends 
for  a  quarter  of  an  inch  from  the  tip,  so  that  the 
meUl  lie  clean  and  bright,  dip  the  nose  in  the 
■oldering  fluid  for  a  second,  aod  then  apply  It  to 
the  stick  of  solder.  A  globule  will  melt  off  on  to 
a  piece  of  dry  brick  or  tinpUte  which  must  be  ready 
to  receive  it.  Rub  the  nose  of  the  copper  In  this 
solder,  which  will  adhere  to  it  as  quicksilver  does 
to  zinc.  The  copper  can  then  be  used.  Oopper  Is 
used  because  copper  readily  absorbs  heat  and  will 
retain  it  longer  and  give  it  off  again  rapidly. 

The  soldering  copper  must  not  be  allowed  to  get 
ted  hot,  as  the  tin  will  be  burnt  off  and  the  tinning 
pro>eess  must  be  repeated.  The  reader  should  prae* 
tice  soldering  at  leisure. 

In  soldering  two  parts  together.  It  is  necessarr 
that  the  conUct  surfaces  be  perfectly  clean.  A 
clean  file,  scraper,  emery  cloth  or  a  little  acid  is 
generally  used  in  cleaning  the  surfaces.  Some- 
times, especially  in  old  work,  the  emery  cloth  will 
not  get  a  clean  sorface.  A  dark  spot  may  be  a 
depression ;    the  file  must   then  be  used. 

If  work  to  be  cleaned  is  greasy,  then  clean  it 
with  hot  water  and  soda. 

After  cleaning,  the  surface  to  be  soldered  should 
be  warmed,  and  swabbed  with  prepared  acid;  that 
ia.  mtirUtie  acid  which  has  been  prepared  by  dis- 
solving  in   it  as   much    cine   as   It   will   bold. 

The  fluz  or  acid,  generally  used  osay  be  prepared 

the  foUowtng  manner:      To    ^    pint  of  muriatic 

Jld,   add  scraps   of  sine,   until   the   acid   ceases    to 

ebble  and  a  few  smell  pieces  of  the  metal  remain. 

ml  this  stand  for  a  day.  then  carefully  pour  off  the 

pear  liquid,   or  fitter  it  through  a  piece  of  blotting 

pper.      Add   to  this  a   teaspounful  of  salammoniac* 

j^d  -when    dissolved  the  solution  is  ready  for  use. 

_      A  soTution  of  saUmmoniac  and  borax  also  makes 

m  good  flux  for  soldering  copper  and  brass. 


Aluminum  and  cast  iron  can  also  be  soldered, 
with  a  special  flux.  See  page  605  and  foot  note 
page  712.   113,  also  write  L.   B.  Allen  Co.,   Chicago. 

Soldering  Pointers. 

The  melting  point  of  soldering  material  muel  be 
lower  than  artlole  being  soldered  (see  page  519,  for 
melting  points  of  different  metals). 

Hard  soldering  or  braslng  Is  a  term  used  when 
the  soldering  mJzture  is  composed  largely  of  copper, 
brass,  or  silver.     Use  borax  for  flux.     Hard  < 


ing  is  best,  where  material  will  stand  intense  beat. 
Soft  soldering  is  the  ordinary  half  and  half  (^ 
lead  and  Vs  tin.)  .  Plumbers  solder  has  a  parte 
load  to  1  of  tin,  and  is  therefore  still  softer  than 
half  and   half,   due   to   working  on   lead  pipe.     See 

Eages    715,    7B9    for    solder   for   radiator    repairing, 
nown  as   "50-60"   solder. 

Sweating  is  a  term  used  where  the  solder  is 
applied  to  a  surface  to  be  soldered  and  then  the 
hot   irun   huld  on   it  until  it   "sweats"   or  runs   in. 

For  electrical  work  use  resin  or  •  soldering 
paste,  as  acid  sets  up  resistance  in  joint. 

After  an  iron  has  been  cleaned  and  heated  and 
then  rubbed  00  a  piece  of  **fiuorite"  the  tin  or 
solder  will  spread  readily  thereon. 


See  page  686:  "How  to  oner- 
ate  A  gasoline  blow  pipe  toreb,' ' 
See  page  712  for  a  "braslng 
torch  * . 


A  blow  pipe  torclL,  fig.  1  is  used  most,  to  heel 
the  soldering  iron  and  the  operation  of  same  le 
explained  on  page  736.  See  page  006,  for  a  gee 
heater,  which  is  also  suitable.  Above  torch  is  a 
"double-jet"  type.     See  page  735  for  "single  jel". 


stT  NO.  289— 'Lathe  Tools  (see  also,  page  616),    How  to  S<>\^%t*    <^%<i^  a\»Ki^^^%«fc  ^'^^^ 
Tot  radistor  work  aae  wire  solder  with  en  acid  fiux  cote— aee  v^t^^  "Wh. 


WV^-^X^>i 


DYKE'S  INSTRUCTION  NUftffiBR  FORTY-SLS-C. 


» 


Wlpiiig  ft  Joint. 

Joining  two  pl«cea  of  leftd  pip#  ciDii 
*'«^tiiff  ft  loint/*  Tb«  pip*  ia  fir»t  d«ftiM4 
ind  prepftTcd,  by  spreadiDg  oxi«  pip*  *•  ^ 
(A)  *Dd  pointinr  th«  other  mnd  endj  ftttppii 
tocetbvr,  ihown,  Tli«  ic^dAr  it  molted  1ft  i 
Udle  ftiHl  pooled  ftroand  tbo  joini.  ▲  pftd  of 
caQTAt  or  olret  it  held  in  the  band  uid#tr  th« 
pipe.  At  sbowQ.  the  ■iirf«e<  of  tliil  boinr^oU 
groAied  with  tallow.  It  ikO«d  not  be  monthta 
three  or  four  tnchee  ■qoare  *nd  ftboQt  «&»' 
quorter  inch  thick,  and  the  bottom  Ujet 
may  be  of  aBbe«to«  aheet  oo  th*t  there  will  ba 
BO  poitibUity  of  the  mollen  metal  bnrmiAf 
Plr   1— ?roparlji£   to    ]ol&   two   ploc««   of   pip*   and  throftfh    and    iajuriai    the    hand    of    the  op- 

method  of  wiping  a  joint,  erator* 

Ai  tha  molten  AOldtr  ia  poured  on  t&«  pad, 
it  la  wiped  aroond  the  joint  until  ti  is  heaped 
up  alt  around  the  point  of  Junction,  the  amount  of  metal  uaed  dependioK  upon  the  siie  of  the  pipe  et 
tnbiof  joined.  Aa  the  metal  ia  applied  and  wiped  Bmooth  with  the  pad  before  it  hae  a  chanc«  to  hardea, 
the  flniabed  joint  haa  a  neat  appearance.  Note^ — Bub  the  pipe  oa  each  aide  of  the  joint  with  a  tallow 
candle  and  the  metal  will  not  adbero  where  it  ia  not  wanted. 

While  copper  or  bri^a  pipe  may  be  joined  without  difficultv  by  ordinary  methoda  of  eolderins  or  bra** 
ing.  the  wipe  method  ia  about  the  only  practical  waj  to  couple  lead  tubing. 

GasoUno  Feed  Une  Bepair* 

A  broken  gasolint  feed  line  maj  be  qnlckly  repaired  bj  acrapinc 
the  tube  near  the  break,  and  winding  it  for  1  in.  each  aide  with  eUaa 
copper  wire.  The  wire  ahould  then  be  heated,  covered  with  aolderlaf 
flux,  and  aweatod  together  with  solder,  A  aolid  aleoTO  ia  thua  formed 
that   makei    the    pipe    atrooger    than    originally. 

Gaaoline  plpea  aometimee  get  looae  in  the  ioekete  of  the  uniont, 
Thia  ia  due  to  bad  fitting,  and  ahowa  there  ie  not  aufTielent  elasticitj  La 
the  pipe;  it  U  too  rigidly  held.  The  acrewing  up  of  the  union  atrains  the 
pipe  and  the  Tibration  on  the  road  causea  the  pipe  to  give  way  at  iti  weakeat  point,  namely,  the  aoldered 
lolnt.  If  the  pipe  gets  looae  more  than  once,  ft  ahowa  there  ii  aomething  wrong,  A  longer  pipe  ahoald  be  pal 
in.  having  a  u  bend  in  it  or  a  complete  circle  to  give  elaiticity.  The  U  bend  or  circle  ahoald  lie  boriioa' 
tally,  with  a  drop  towards  the  carburetor;  otherwiae  there  may  be  what  ia  called  an  air-lock,  in  the  piip9, 
and  the  gaaoline  will  not  paaa  through,     (aee  page  192,  for  principle.) 

If  tbe  carburetor  float  laakt,  (if  of  metal)  it  can  be  repaired  with  aolder. 
to  iSnd  the  leak,  for  one  method  of  locating  it  aee  page  107, 


cof*^(0  nmm& 


FIG 


mft^e  ttf/tA/'/'ms 


Sometimes  it  ia  di€ieall 


^ 


;^ 


Fig.    2. 


If  it  ii  deaired  to  brate  a  flange  on  to  a  pipe,  the  flange  Ie  placed  ea 
the  pipe  and  the  f)ipe  expanded  by  hammering  till  it  ia  a  tight  flt.  Thia 
ia  neeeaiary,  aa  U  may  ahift  its  poaition  in  the  act  of  braiing.  Tlie 
flange  and  pipe  (A  flg.  2)  are  put  in  a  clear  Are  In  the  forge.  Thea 
as  it  geta  hat  the  apeller,  with  borax,  ia  apriokled  round  the  joint,  wbleh 
melta  and  flnda  ita  way  mto  the  apace  between  the  pipe  and  the  flanga. 
If  the  reader  haa  a  gaa  or  gaeoliQe  blow  pipe  it  will  make  the  werk 
eaaier,  aa  the  heat  can  be  directed  wherv  required  from  above.  Wbea 
cool  the  snperfluouB  brasa  ie  fll&d  off«  In  many  caiea  it  ie  lapoeafble 
to  keep  the  two  pieeea  of  metal  In  the  correct  placea  in  the  forga,  there* 
fore  a  pin  or  rivet  mitit  be  put  in,  ao  that  they  cannot  ahift,  aee  page  09T, 

For  tube  bending  lee  next  page. 


Brazing  TorclL 

*A  gaaoline  brailng  torck,  for 
brating,  preheating  and  general 
work.  Principle  of  operation  !■ 
aimilar  to  that  explained  on  ^ge 
786  of  a  blow  pipe  torch,  except 
lank  and  burner  (M)  are  larger. 
7fi  lbs.  of  air  ia  put  Into  tank  by 
hand  pump  (P).  The  tank  ia  a  10 
gallon    capacity. 


Fig.  7  —  Anothir 
engine  stand:  Thii 
a  aim  pie  eagiae 
I  atand  that  will  take 
I  elm  oat  any  engine.  TI 
2  inch  angle  irofi, 
bent  into  a  U^form. 
I  and  fattened  together 
by  croBB  bracea.  The 
engine  tide  arma  rail 
directly  on  the  ataad* 
but  a  croaa  bar  mael 
UBually  be  fitted  an- 
der  the  front  of  tbt 
engine  to  hold  it  in  place.  Thia  stand  may  also  be 
uaed  for  rear  axle  and  gearbox  work — alao  ae« 
pages  605  and  648> 

A  Pocketed  Valve. 
TiM,  8— Eemwlylng  a  pock«ted  Talre:  When  the  engine  begina  to  loae  com 
preeaion,  one  of  the  first  thinga  to  be  looked  at  are  the  valvee.  If  the  exhaun 
▼aWea  have  become  pitted,  they  muat  be  ground  in  with  emery  and  oil.  Thia  9^octa^ 
while  it  fnruiahea  a  ready  remedy,  when  often  repeated,  will  take  away  »  P«»rti«a 
of  the  valve  eeat.  Thua  the  valve  will  be  lowered  and  lowered,  until  flnallj  it  la 
**pftcketed,"  and  much  power  ia  loit  becauae  the  valve  doea  not  open  ee«a 
enough,  although  the  liming  might  be  correct.  Thia  difficulty  may  be  overeome  W 
cutting  away  the  exceaa  metal,  at  shown  in  illnatration,  thua  restoring  the  Yalve  to 
normal   conditiona.      (Newaabout    Ford*,) 


CBABT  NO*  290— Wiplsg  a  Joint.    Brazing  a  Flange.    A  Home  Made  Crane.    MisceUaneotia, 

•Clayton  and  Lambert.  Detroit,   Mich.,  manufacture  bfailng  outfits.     AUo  Imperial  Braaa  Co..   Chicago     lit 
See  page  696  for  gaa  heater.     See  also,  page  735  for  tlie  method  of  operating  ajaaoline  torch 


To  eolder  east  Iron:  Clean  parts  with  file  until  bright,  also   uae  murla    c  acid,    .^"'l  ,**»t«  *!  t«  mJT^  ,w.rm  al 

ThBO  m9  a  hot  soldering  iron  and  aoldering  acid   (muriatic  acid  cnt  with  sine,  P»S«  711)  ao  "  ^o  cW  pom_J< 

iron  wbero  to  he  aoldered.     Work  must  be  brought  up  to  the  heating  point  required  to  melt  solder.     Wl)*s  wj»» 

iWAoTo»^J/v  Zn?d  /ml  h  in  thi.  nmnn.*   .oof  \l  wvvb  a  aolution  «' ^«PP«'  »^XVh  J 

BolT^d  in   w^ter).     Thia  will  give  a  coppered  turlaiie,     Uv«  coaX\^^,  ^^^^^*^^.  ^*^>  t*'^^  ^«  eold^fm;r  s^.t 

1^0  MOtder  And  a  hot  soldering  iron  and  sweat  or  run  \iie  »oU«  \n.     VS\iaa\  ifl.*wi\A 


HOW  TO  USE  TOOLS  AND  MAKE  REPAIES. 


Fit*  11 — To  bend  wii%  at  rods. 


Tli.  18 — Flanging  copper  tn^lng;  Oop- 

p«r  tnbisff  may  be  readily  ittared  for  tb« 
altmehmeot  of  imicni  by  the  aie  of  m  pftlr 
of  linemaa'B  iplicing  plien.  Tbe  end  of 
the  lube  to  be  fLunged  ii  oaagbt  1q  Ibe  j«w 
of  the  pliert  and  e  puocb  need  to  preie 
the  end  out  the  required  emoant.  Or- 
dinerily     eome     one     of  f 

the  groove*  in  the  tarcB  "^ 
pUere  will  be  found  to  fuuck- 
flt  elmoit  eny  of  the  cop^ 
per  tubing  eommouly 
UAed.  When  thU  ii  not 
tbe  ceeo  the  groovee  m»y 
be  reedily  enlftrg«d  by 
«n   emery   wheel. 


Aimealiiig. 

Fig.  4 — Anninllng:  Tbe  tnbmg  used  for  geioline,  gei  lighting  i4e.. 
11  QtuftUy  of  copper  end  ie  ueuelly  herd.  It  \b  difficuU  to  band  U 
when  bird.  The  tubing  cea  be  eofteaed  by  heoting  m*  thowo  In  flg.  4 
(celled  enneAling^)  Iron  rode  end  other  meteli  of  like  Am- 
tare  can  slio  be  loftened  by  annealing,   iee  atso,  page  005, 

Bendiiijf  Metal  Tubing. 

The  problem  of  bending  metal  tubing  1«  one  tli«t  come  up  qnlt« 
often  in  the  motor  vehicle  repair  end  conatruction  «hop.  Often  when 
you  undertake  to  bend  eome  of  the  oew  kiade  of  metal  tubing  you  ere 
■urprieed  to  have  it  break,  even  though  the  uiual  precautioas 
may  have  been  taken  to  prevent  a  fracture  of  this  nature.  Fill  the 
tube  with  line  sand  packed  tight,  othernriie  the  walls  are  very  liable 
to  break  or  they  are  Uabte  to  eollapee. 

Flrit  of  all,  it  ie  be  it  to  determine  the  character  of  the  composition 
of  the  tubea.  Many  tubes  of  different  manufacturers  are  made  and 
finished  nearly  aliko  and  you  cannot  verjr  well  determiue  what  pro* 
cedure  to  follow  when  duairing  bends  or  scrolls  in  the  same.  But 
the  flte  test  wilt  quickly  remedy  this.  Or  even  the  point  of  a  cold 
chiaet  will  do  to  determine  the  nature  of  the  metal,  then  you  ean 
work  accordingly. 

Fig.  6 — Bending  small  tubing;  It  is  well  to  anneal  the  tubiae 
first.  Then  procure  seversl  washers,  and  place  side  by  aide  until 
tblckneaa  of  tubing  ia  obtained.  Two  wood  blocks  are  placed  ona 
on  each  side  and  clamped  in  the  rise.  The  blocks  serve  as  guides. 
The  tubing  is  then  bent  by  band  over  this  form. 

Fig.  fi— Another  plan  to  secure  a  nnlfona  bend  Is  to  employ  an  out- 
side mandril  on  the  tabe.  Tiiis  coneisis  of  a  closely  and  tightly- 
wound  spiral  of  Iron  wire  of  about  14  gauge  over  tbe  tube.  This 
distributes  the  stresses  in  the  operation  of  b«nding,  and  afterwards 
it  can  be  unwound.  Small  bore  tubing  can  be  bent  by  placing  a 
piece  of  coppur  wire  (a  fairly  good  fit)  inaid»  and  withdrawing  It 
afterwards.  A  pioce  of  string  solder  well  greased  can  be  UBOd  and 
tlien  meltod  out. 

Fig.  7 — To  bend  small  rods  and  yet  leave  it  circular  in  form: 
Drill  a  bole  in  a  flat  piece  of  Iron^  fix  this  in  a  viia,  heat 
the  end  of  the  rod — ^having  previously  marked  the  plsee 
where  the  bend  is  to  be — insert  the  hoi  rod  in  the  hole  and 
bend  down,  using  the  hammer  to  ensure  a  right  angle  tora, 
not  a  curve.  The  hole  ma  at  be  larger  than  the  rod  or  tbe 
hot  end  will  not  eater. 


^Bepairliig  a  Cracked  CyUnder. 

Bepiirlng  a  cracked  cyUnder:  Weldinir  is  best,  but  if  this 
isn't  convenient  repair  with  copper  as   follows: 

Fig.  16 — A  small  hole  should  be  drilled  at  each  end  of  the 
crack  or  a  little  beyond  it,  for  the  crack  may  go  further 
than  is  visible  to  the  eye.  A  ^  inch  hole  should  be  drilled 
and  tapped,  and  a  screw  inserted  and  screwed  home,  and  the 
end  filed  off  flufh  with  the  metal.  Then  a  piece  of  stout  shoet 
copper  (P)  (not  less  than  Vis  i°ch  thick)  should  be  cut  out. 
covering  the  crack  eitending  about  %  inch  all  around.  ThU 
must  be  bent  to  fit  the  cylinder  and  fljced  down  with  a  number 
of  9i«  inch  or  M  inch  acrews.  Put  a  piece  of  canvaa  smeared 
with  red  lead,  putty,  or  thick  oil  paint  under  the  copper.  Tbe 
patch  may  leak  a  little  at  first,  but  will  probably  "take  up" 
in  a  few  daya. 

Plugging  la  another  plan:  A  very  small  crack  In  a  cylinder, 
probably  cauaed  by  freezing  of  contained  water,  may  be  mended 
as  follows.  Drill  s  small  hole  in  each  and  of  the  crack,  and 
tap  it  for  m  small  copper  plug  (fig.  3.)  Borape  the  surfaces 
near  the  crack  until  the  metal  is  bright.  Oover  the  crack 
with  soft  copper  filings  and  molt  them  in  with  the  blow  torch. 
Use  a  flujx  of  rosin  dissolved  tn  alcohol,  or  simply  drill  and 
thread  tbe  hole,  if  not  too  large,  and  screw  in  a  pipe  plug 
tap  and  saw  it  off. 

Busting  up  a  smaU  leak  in  a  cylinder;  hi  pound  of  sal  am- 
moBiae  to  1  quart  of  water  poured  into  cylinder  and  left  stand 
for  49  houra  has  caused  rust  enough  to  form  to  entirely  elo90  n 
small  hole.  Be  sure  and  wash  out  tboronghty.  Another  remedy  fa 
an  **iron  eeroent*'  secured  at  mpply  honsea.  Older  or  vine- 
ar  wilt  cut  rust  out  of  east  iron  eylinder  watar  ladceta,  If 
'eft  standing  for  two  or  three  days. 

How  to  Um  tlie  Metal  Saw. 

The  fino-toothed  blades  sbootd  be  used  for  iroa  and  steel  and  the  ooarter  ones  for  brats  and  toft 
metals.  For  cutting  ihroogh  a  brass  or  steel  tub«  use  a  flae-toothed  blade,  ae  the  Ueth  rip  off  the 
coarae  ones.  Before  aawiny  make  a  true  clreumferential  line  round  the  tube  where  tbe  cut  is  deslrad; 
then,  by  taming  the  tube  round  a  little  between  e*ch  cut,  tbe  latter  will  be  true  and  square.  The 
broken  blades  are  useful  at  timee  for  small  repairs,  as  they  are  readily  softened. 

Bptnl  springs;  are  so  readily  obtained  lo  a  large  variety  now  that  it  is  not  often  one  la  at  n  !«•• 
for  a  particular  aite  of  spring.  The  occasion  may  arlte^  (and  it  is  worth  keeping  in  mind)  tbat  tbe  hand 
drill  fixed  in  the  vise  makea  a  first  rate  winder  for  small  springs,  using  a  piece  of  round  steel  rod  ai  ■ 
mandril. 


f^ 

Fig.  le. 


I- 


E 


JHAET^NO,  290-A— Annealing.     Tube  Bending.     Repairing  a  Cracked  Cylinder.    Flanging  Tubing. 
kTbere  U  a  spelter  called  Peters  MetaUo  Filler  wblcb  can  be  used  In  connection  with  an  ordinary  gaaellne  blow 
mipe  torcb  (or  any  beat  300*  F)  for  filling  up  cracked  water  JackeU.  cracked  cart  Iron,  steoU  braae  e*  ^^^"^^^l 
TJvia  can  be  used  iniiead  of  brailng  and  welding  on  cracks.     Write  Aluminum  SoV^m  Q»<*.,  ^\^«wit  liXM.,,  ^\iix- 
•dalpbia.  Pa. 


DYKE'S  INSTRUCTION  NU^IBER  FORTY  SIX  C 


Eadiator  Eepalring, 

Radiatora  are  divided  Into  two  classes:  tubu- 
lar radiators  with  atraight  vertical  tubes  with 
crimped  fina,  per  fig.  5,  pago  190,  and  vertical 
tabes  with  horizontal  fins  per  fig.  1  aud  5A, 
page  ldO«  The  cellular  type  repair  comprises 
both  the  tubular  type  resembling  the  genuine 
cellular,  per  fig,  5B,  page  190  and  the  cellalar 
tjpe  per  fig.  4  aud  4 A  page  190* 

To  repair  tubular  radiators,  see  pages  715,  7S9. 
To  repair  cellular  radiators,  see  page  715, 

Equipment. 
Equipment   necessary   for   repairing   tubular 
radiators,  also  for  cellular  type,  consists  of  the 
following: 

1 — Table  as  per  fig.  1  for  assembling  or  dlaas- 
aembUng,  or  a  work  bencb  as  per  fig.  20, 
The  latter  being  designed  for  Ford  radiators. 
This  work  bench,  fig.  20  includes  a  table  of 
which  damenaions  are  given  on  iOuatration, 
eovered  with  tin,  and  racks  for  turning 
radiators  upside  down  or  otherwise. 
8— >A  test  tank  as  per  fig.  2,  or  as  per  fig.  20. 
Air  pressure  is  necessary  but  not  over  8  or 
9  Iba.,  see  pages  194,  71*5,  789  for  testing. 


5 — Two  soldering  irons   (6)    heavy 

convey  sufficient  heat  to  the  work. 
iron  should  taper  to  a  fiat  point  as  per  fii 
Long  pointed  Irons,  per  p»ire  7B9,  *re  aU«  nd 
8»ry.  1 

6 — ^Add  (4)f  in  a  stone  pot  made  of  comrocr^ 
muriatic  acid  cut  with  zinc,  that  is,  nj^i 
placed  in  the  acid  and  left  in  it  until  \ji 
ing  stops.  It  is  used  for  cleaning  parti  | 
fore  soldering  and  as  a  fiux  for  soIdena|| 

7 — A  blow  pipe  torch  (5)  must  be  used,  I 
should  be  of  a  type  which  will  give  a  d 
centrated  or  flooding  fiame.  It  it  used  j 
soldering,  loosening  or  removing  sections. 

8 — ^A  combined  gas  and  air  type  torcti  (fig,  i 
is  necessary.  This  torch  should  tlifoil 
fine  needle  point  fiame,  (see  page  726).  ^WJ 
such  a  torch  and  wire  solder,  inside  ^ 
leakst  honey-comb  radiators  and  hard-to  | 
places  can  be  reached,  but  a  torch 
kind  mni^t  Ko  kept  in  motion,  otherit 
will  be  burned. 

9 — Wire  brushes  (3)  for  cleaning  off 
also,  page  789  for  small  scrapers, 
10 — ^Metal  snips,  or  shears  (9). 
11 — Weaver  pliers  for  straightening  core 

ial,  also  rods  for  running  through  bent  1 
12— Ettbber  plugs  (11),  W  to  4*  di.  in  ^"^  i 
for  closing  openings  in  radiators  wh 
ing  with  air.    See  also,  page  789. 

Soldering  Pixinters, 
Soldflr:    U««   "50-50'*  sold«r.  It  can    bt  ce 
wire  or  bar  form.     Se«  aIbo.  page  715,    789. 

Soldering  Iron  should  ho  well  Unned.  Wli«a 
becomett  so  dirty  it  cftnoot  hv  cleaned  oo  »al-4inaa 
it  should  b«  tied  aod  ns-tinned.  To  tin  sa  tm,  I 
it,  dip  iofo  the  ftcid  and  rub  it  on  a  piece  of  s^l-ftmiii 
A€,  at  the  same  time  holding  a  bar  of  ftoMor  os  j 
iron  and  thuR  coat  it«  surface  with  ihe  aold«r 
if  a  Bot  of  molten  lolder  i«  at  hand,  dip  ih«r  irtio  I 
it.     Never  permit  iron  to  become  pod  bol. 

To  clean  old  flttlngi  hard  to  »older«  be«t  , 
light  red  and  plunge  into  rawf  muriatie  acid. 

Sweating.  When  extra  ttreng^th  ia  desire 
are  "sweated' \  Sweatiof  ii  aceoacrplialiad 
palling  the  soldi 
(fir  0)  on  the 
be  twoated  to 
Ir  heat  the  104 
•older  ia  them 
to  and  Vetwato 
piecos  of  at«tal  |a 
uuitiMl  Tb«o  Irve 
airain  laid  e«  the  M 
to  be  fture  that  tie  « 
i?r  flowi  in  aj  ^ 
poBBJble  Itoq 
Tory  hot. 

Ptg.  20  Shows  n  radi- 
ator repair  outfit  de- 
signed for  Ford  radi-> 
a  tors.  See  also,  page 
7B«. 


work 
tab] 


k 


S-*-A  compressor  (12)  should  be  provided  for  the 
air  pressure  and  a  hot-water  tank  can  be  naed 
for  an  air  receptacle  with  a  gauge  (8)  on 
tank  to  indicate  pressure.  This  air  tank  can 
be  used  for  testing  radiators  as  explained  on 
pages  194,  715,  789.  It  can  also  be  need 
for  air  supply  to  the  torch  (^g.  20),  in  con- 
nection with  gas.  See  also,  pages  789,  726. 
gasoline  ^e-pot  torch  (7)  or  a  gas  fumaca 
(fig.  20)  must  be  provided  for  heating  the 
J  soldering  irons.     See  also,  page  726. 

OSABT   KO*   290B — Badlator    BepaAx   B^vuipneux.    Bee  also^  page  789. 
{Motor  Age), 


ADIATOR  KBPAJRINO. 


Btmoviiig  the  Core  of  a  BadlJitor  For 
Repairs. 

Tlie  cora  of  a  radiator  is  nil  of  tho  tubes  or 
cells  ihrouj^h  which  the  water  flows  from  the 
opper  tttnk  to  the  lower  tank  {see  fig.  7,  page 
188).  The  core  is  connected  into  the  npper 
lank  and  lower  tank  by  projecting  into  tanks 
ftnd  then  soMered.    See  also,  page  789. 

The  core  can  lie  a  tubular  or  ceUolar  type, 
aa  shown  on  page  190.  In  the  ceUolar  type 
(fig.  26),  the  water  flows  around  the  cells  and 
air  circulates  through  tho  cells,  whereas  in  the 
tubular  type  core,  the  water  flows  through  the 
tubes  (fig.  2o)|  and  air  circulates  around  the 
tubes. 


Anotlin  mtthod,  lee  Hg.  82,  U  to  wmp  ft  pl«c«  of 
tighlp  tjra«i  or  coppor  around  tho  injured  part  of 
lubfi  lo  that  the  edg'f't  of  ibe  patch  juit  ni6«t  or 
fAJlJ   to  do  «o  by  a  iliffbt  mar^n,  soldvrlac  It. 

A  Fin  Repair. 
W]|«rt  tike  Iftterftl  ani  of  ft  tubtilftr  TMllfttor  (Fo^rd 
typft)   liftTi  been  remor^d 

Fig.for  ft  repftlr,  a  fnUe  Ha  D, 
.29,  may    be    mude   ft«    per   fiff- 
29,  by  foTdine  ft   %"  atrip 
of    light   brass,    coppor   or 
even  ahoet  iron  longaadin' 
ally    upon    ittolf    to    roako 
ft    doable   atrip    %"   wide. 
Bridge    it  aeroai    the   gap 
.  in  the  flu  or  flna  and  then 
palm     the    patobed    place 
the  aatne  eolor  M   ttia  reit  of  the  core.    See  ftlao. 

piig«   7HU. 


r\g.  26.  Cel- 
lahir  and  fljp. 
27  ft  tubular 
core. 

When  a  radiator  core  la  damaged  badly, 

the  core  must  be  removed.  Place  radiator 
on  repair  bench,  face  down,  and  unsolder  the 
lugB  which  hold  shell  to  body.  Then  with  a 
torch  and  a  pry  bar  (fig.  27),  unsolder  core 
from  bottom  tank,  then  unsolder  core  from 
top  tank,  starting  at  lower  flange  or  header. 
The  core  can  then  be  removed.  Don't  hold 
flame  in  one  place  too  long. 

Repairing  Tubes. 

To  firftighten  dAma^ed  tubes,  when  core  la  re* 

moTed,     tt  *  e    a 
4 


.•iiiiiii 


=&?> 


lone^     ateel     bar 

~m msp    *-'  Si.fe.S 

be  done  on  all  tubes. 

••When  onty  one  or  cwo  tubes  are  damaged,  the 
tube  eaa  be  cut  out  of  aerrlce  ftltosether,  for  In- 
■tan  CO.  tee  A,  fig.  25.  Make  bo  lea  ftt  extreme  top 
end  bottom  of  tobe  end  eloie  to  header  aa  poaaible, 
ujii&g  a  priek  poneh.  Flow  eolder  into  the  holea 
Uberally  and  let  it  tet  mitU  hftrd.  See  A^  H-  S6. 
•jnfr  »*iPT*ta  Fig.  25. 


Bomeamea  tab^a  ftre  cut  oat  of  terries  by  evV 
ting  tabe  and  plnehlng  It  and  aolderliig,  as  shown 
ftt  B,  thla  however^  ii  not  good  practic*,  at  the 
wftt«?r  vrill  colle>ct  and  freeze,   id  winter. 

To  tpUce  ft  tnbe,  i«e  Bg.  21,     Out  oot  the  dam- 

ftged  part  of  tube.  Select  ftnotber  pie^e  eame  die- 
meter  &i  piece  remoTed.  but  ilightly  longer.  Spread 
one  end  hy  reaminE  with  a  punch  or  ftny  tapered 
tool,  and  toake  other  end  amalter  by  making  a  few 
cuta  in  it  l«og:thwi«e.  and  then  (^(3mpre«8  the  mad* 
Fit  large  end  D,  over  end  of  tube  being  repaired  and 
ib*  other  end  over  other  part  of  tube  and  aolder. 


Fig.  50.  Soldering  by  dipping:  In  large  ahops 
the  tubular  radiator  ia  dipped  into  a  tolder  bath. 
The  parti  to  be  aoldcrcd  are  thoroughly  cleftn»d 
and  treated  with  marl&lic  acid  eolution,  then  dipped. 
The  solder  naturally  will  adhere  only  to  the  parta 
that  are  clean.  The  aoldtr  it  made  of  50  per  cent 
load  and  50  per  cent  bar  tin  melted  together. 

Bepairtog  Cellular  Cores. 
The    cellular   core   is   removed    from   the 

tank  by  melting  the  solder  with  a  blow  pipe 
torch.  As  inch  by  inch  is  melted  away,  in- 
sert a  piece  of  sheet  iron  betweeu  core  and 
tank  80  that  when  flame  is  removed  the  solder 
hardens  and  core  and  tank  are  not  reunited. 

*Intide  leftki  In  ceUnlar  cores  can  be  Roldered 
with  ft  torch  throwing  a  fine  needle  flame, 
boing  very  careful  to  not  burn  the  light  metal 
op.  Squirt  acid  or  aolderiag  flax  on  the  epot 
with  an  ordinary  oil  aquirt  can.  Deposit  aolder 
on  the  upot,  uitng  wire  aolder  and  the  blow  torch. 
Smooth  Bolder  over  afterward  with  a  amalt  thla 
iron.  A  tultable  iron  for  thia  work  may  be  made 
from  ordinary   ^^  iron.    See  alto,  pagea  780,   72G. 

To  remove  a  le»ky  ceUnlar  section  from  core,  ihe 
leaky  taction  is  cut  out  (flg.  31)  ftod  all  water 
pftftsa^ea  Into  all  sidea  are  soldered  up.  After 
teattDg^,  a  dummy  section  ia  inserted  and  soldered. 
The  coolini;  capacity  will  be  reduced  sllehtly. 

It  la  ftdvUftble  to  tec  are  an  old  radlfttor  core  and 
practice  aolderlng  it  before  attempUog-  a  repair 

Solder  and  Flux. 

G leaning  parts  to  be  soldered  la  mott  important. 
(This  can  be  done  by  scraping  and  also  by  using 
mnrlfttlc  ftcid  applied  to  a  cloth  attached  to  ft  wire, 
if   In   a   close  place. 

Soldering  fliut,  which  is  applied  after  cleaning 
in  order  that  the  solder  sticks,  is  made  of  cut 
muriatic  acid,  per  pag^e  711. 

Wire  solder  with  acid  or  flux  in  tho  cora  of  tht 
solder  ia  best  for  radiator  work  Write  Chicago 
Solder  Co.,  218  No.   Union  Ave.,  Chicago. 

Supplies  and  tools  for  soldering — see  pagea  714. 
759.   726. 

Leak  PrrventatiTea. 
Slight  leaks  in  radlfttors  ft&d  e^mi  a  crack  in  ths 
water  maaifold  can  be  stopped  bj  iiae  of  some  of 
tbs  yftdifttor  cements  clrcalatod  In  tho  water  system. 
Some  of  thv  umnufacturerf  of  radiator  cements  are 
Wood  worth  Mf«.  Oorpn..  Nia<rara  Fall*,  N,  Y,;  X* 
Laboratories,  630  Washinftoo  St.«  Boaton,  Maaa.; 
N.  W,  Chemical  Co.   Marietta,  0     See  also,  p,   78«. 


CBABT  NO.  290-C — BUdiator  Ropairlng — continued.     Set-  also,  prices  714,  194,  789. 

k^lffot  necMsary  to  remore  core  or  toar  down  rmdlMor  for  alight  repoira.  Simply  force  the  fins  to  one  side  and 
straiehtcn  them  after  the  repair.  Before  making  •  repftir.  It  Is,  of  course,  necessftjry  to  test,  per  pages  194.  709« 
fn  And   out   '*<\\*^r*i  tb*>  leak  is  and  then  ftolder  without  rt*rnovin«   core,   if  only  a  slight   leak, 

necetsary   to   remove  core  from  radiator  shell   unless   there  are  ne^^xsA  \«ft>uk  ^it  *«>t%  \%  ^^inta^^A.- 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX.C, 


Tig*  8 — CBttinf  »  pftpsr  fM- 
k9t    for    tranamifiBion    cover. 


% 

A  bottli  of  ibflloG  11  needed 
in    every   repair   ehoi>. 


A  dcvics  for  cuttuij^  circular  Kaekcti 
tnmj  be  mftde  out  of  two  pi«c«:s  of  steel 
•liMMd  as  »hewn  Mud  fitted  witli  a  clamp 
wbtch  forms  tlic  centtr.  The  two  cut- 
tttiff  in«mb«rt  mrc  BdiuvUble^  lo  that 
pr««tkftU>   any  •tze  oi  f«»kei  may   be 


It  It  difficQlt  to  cut  liolw  in  cwfceu 
«ad  not  hAVtt  race|Kit  •ds«a.  WL«n  tlMrt 
■r«  a  cr«ttt  many  holca  of  a  fftvcfi  aiM  to 
b«  mad»,  it  k  adviiabtc  to  cooatarnct  a  dit 
eofiiaatinf  of  two  platea  of  noet*!  doweled 
lotHber  and  with  a  ho)«  or  acrim  of 
bolaa  thsough  which  the  di«4  may  b« 
inuliadl  The  ntket  Tnaterial  it  alipped 
between  the  platei»  and  then  the  dio  U 
forced  throng  with  a  hamroer 

Another  mtUiod  i«  |o  file  i  chis- 
eled edge  on  ahort  eectiona  of 
dUTerent  eize  iron  pipe>i  wbidi  lAn 
be  used  sa  punch  cuttert. 


L 


Outtlng  Gasketa 

Perhaps  one  of  the  first  things  si  bench  work  a  joang  TwpmiimMm  h 
taaglit  on  entering  a  shop  is  that  of  cntting  gaskets. 

Tlie  gasket  between  the  base  of  cylinders  and  the  erank  eaaa  wd 
the  oovar  of  ge«r  box,  are  osnallr  made  of  paper* 

If  care  Is  not  ezereised  in  removing  a  oyl in der  from  the  emk 
^asa,  the  paper  washer  or  gasket  may  easily  be  damaged  bj  pari  ti  H 
adhering  to  the  cylinder  and  another  part  to  the  crank  case.  Sbodd 
the  gasket  by  chance  be  ruined,  a  new  one  can  easily  b«  made  in  a  fw 
miontea. 

Onttla^  CTllnder  bead  gukeia:  A  sheet  of  fairly  heavy  wrappiag 
paper  should  be  obtained  and  a  bole  ma4e  Just  large  enough  to  se^ 
commodate  the  piston.  The  paper  is  then  rested  on  tha  crank  case 
and  with  the  aid  of  a  ball  poeo  hammer  tapped  al)  around  the  edges  «f 
the  crank  ease.  It  is,  however,  best  to  first  mark  the  boles  for  the 
holding  down  bolts  and  inserting  the  latter  to  hoki  th#  paper  tt 
position. 

When  making  the  corners  and  also  the  botes  for  the  bolts  11  It 
beat  to  use  the  poen   or  round  end  of  the  hammer. 

It  is  Qot  necessary  to  itrike  the  paper  a  hard  blow,  only  m  aeries  of 
slight  taps  being  required  whan  it  will  be  found  that  the  fasktt  will 
have  a  n'eee  clesi     cut  edge  and   conform  exactly  to  th«  desired  shspe. 

It  does  not  matter  much  bow  complicated  the  ahape  of  tha  gaakel 
may  be  for  if  the  above  suggestions  are  followed,  making  a  new  oM 
will  be  comparatively  liraple^ 

The  hardest  part  of  the  whole  procedure  is  to  keep  th«  paper  ia 
place  on  the  crank  case,  but  if  the  holes  for  the  holding-down  bolts 
are  first  made  and  then  the  bolts  inserted  aa  ahown  in  the  iUnstratioa, 
no  difficulty  should  be  experienced. 

After  the  gasket  is  flniRhed  it  should  be  eorerod  on  one  tide  with 
shellac  and  allowed  to  dry  a  abort  while.  Then  when  the  nuta  alt 
tightening  up  a   good   oil-tight  Joint  resultt. 

OnttlzLg  g»aketa  for  gear  box  cotot:     The  tame  prlneipt*  sprplit*. 

Be  careful  in  tapping  so  that  the  edges  will  not  be  broken.  Ses*- 
timesi  it  is  posiible  to  prees  the  paper  by  hand  and  make  LndintAtiita 
enough  to  out  the  gasket  from. 

Other  gmflktts,  such  as  mobolene  and  aebeatoi  gaskets  are  made  ll 

similsj-  manner,  but  are  usually  marked  off  by  pressure  of  hand  or 
finger,  when  plaocd  over  the  part  to  be  fitted,  then  cut  out  with  a  skarf 
knife,  Aabestos  gaskets  for  cylinder  beads  are  sometimes  made  whtil 
nothing  else  can   be  ban.     It  is  soaked  in  linseed  oil  before  npplytag. 

ShelUc. 

SheUac  is  an  excellent  preparation  to  insure  a  good  ilgrht  Joint  asd 
•ucht  to  be  used  on  only  one  side  of  a  gasket.  Snetlac  dries  up.  but 
a  good  way  to  handle  it  is  to  have  a  wooden  stopper  which  can  be  used 
for  applying  the  shellac  an  woll  as  acting  as  a  stopper. 

When  a  workman  wishes  to  spread  a  coat  of  sh«Uac  upon  m 
ease  cover,  or  a  gasket,  be  has  but  to  invert  the  bottle  with  the  at 
in  plaeo.  then  remove  the  stopper  and  roll  the  targe  end  over  tbe  anrlMt 
t«  be  smeared,  and  a  coat  of  ahellae  is  left  in  its  wake. 

How  to  mix  shellac:  Secure  an  open  month  bottle,  fill  nearly  fnfl 
of  flake  shellac  and  pour  in  alcohol,  and  lei  it  dissolve.  This  will  make  a 
very  thick  solution.  To  make  it  thinner  pot  ^  less  fiakea  of  sheUafc 
The  flakes  can  be  secured  at  any  drug  store. 

Ifting  ahellAc:  In  replacing  detachable  eyiinder-heada,  only, fhs 
tmallest  poasible  amount  of  shellac  shootd  be  used  and  this  sbonld  bs 
quite  thin.  If  the  shellac  is  heavy  and  any  considerable  qoantity  if 
used  it  will  sqnoese  out  into  globules  and  the  first  explosion  will  blow 
these  Into  the  valve  ports,  where  they  will  start  an  accumulation  of  oarbto. 

Kote — When  using  aheJlac  on  a  gaaket.  use  it  on  but  one  tidii. 
The  gasket  can  then  be  used  over  aud  over  again.  Otherwise  it  vlfl 
be  neoesssry  to  make  a  new  one  each  time  removed.  Commoa  fiaael 
is  used  by  many  to  hold  gasket  in  place  until  part  it  pUe«d  fa  po> 
aition  and   drawn   up. 

Packing  for  Water  Pumpi 
and  Lubricatora. 

Packing  for  water  pumpa  «Dd  ll> 
hrlcAtors;  For  all  packing  joiKU 
nothing  has  been  found  better  this 
AibMloi  itrlng  ploDttflilXr  amaazed 
with    a   mixture   of   heavy    oil   and 

Kaphite.    Oandle  wicking  e«ii  «ko 
I   used   if   asbestos   string   U  asA 
handy. 

Ball  baarliifa  for  cnttlJig  ottO 
boloa:  Ball  bearings  of  ▼arlovi 
sises  are  useful  in  cutting  small 
boles,,  such  as  for  sledi.  in  gas- 
kets. After  the  gasket  is  cut  te 
shape  by  hammering  around  iha 
edge  of  the  gaaket  fiang«,  a  baQ 
bearing  is  put  over  the  hole  and 
hammered  until  the  hole  it  citl  la 
the  gasket.  This  method  firoduett 
sharply  defined  edges.  In  eutiiag 
paper  gaskets  it  ia  advisable  tt 
grease  the  paper  flrst  so  that  II 
will   stick  to  the  surface. 


When  cutting  gaakcti  from  metal  and 
aibestoe  packing,  f«lt  and  other  mate- 
riala  it  is  loinetimet  difllcult  to  cut  bolt 
holea,  especially  thoa*  ctoae  to  an  edge, 
without  damainiiK^  the  material.  A  way 
out  of  tha  diincuUy  ta  to  ass  two  round- 
headed  hamsners,  placine  tha  round  bead 
of  ooe^ver  the  hole  and  striking  H  with 
the  other. 


GBAMT  Jra.  Wl*-OatliB4|  Gaaketa    Hont  W  Ifiix  ^6\1&kl  ^xul  TLk^^  \a  \Sm  tL 


718  DYKE'S  INSTEUCTION  NUMBER  POETY-SIX-C. 

ttOzy-AcetjpUoA  Wdding. 


Blow-pipe  welding  is  a  very  ancient  art 
and  was  ilnt  practiced  bj  the  Egyptians. 
The  early  process  consisted  ef  heating  metals 
of  a  low  melting  point  by  means  of  a  torch, 
saing  a  crude  fuel  gas  and  drawing  the  nec- 
essary oxygen  from  the  air. 

The  modern  process  of  blow-pipe  welding 
is  somewhat  similar,  but  it  is  applied  suc- 
eessfuUy  to  the  welding  of  *high  melting 
point  metals,  as  well.  This  was  not  pos- 
sible until  oxygen  was  obtainable  on  a  com- 
mereial  scale  and  a  fuel  gas  giving  the 
necessary  high  flame  temperature  coiUd  be 
provided  in  safe,  convenient  and  purified 
fonn. 

Before  this  process  of  welding  was  in- 
▼entedy  when  a  crank  case  or  an  exhaust 
manifold,  gear  case,  cylinder  or  other  metal 
part  was  cracked  or  broken,  it  was  neces- 
sary to  get  a  now  part,  fully  machined, 
from  the  factory.  This  was  quite  an  expen- 
sive proposition.  With  the  oxy-acetylene 
outfit  it  is  possible  to  repair  these  at  a  very 
slight  cost  and  save  those  parts  which 
would  otherwise  be  worthless.  Steel,  iron, 
aluminum,  brass,  copper,  platinum  and  other 
metals  can  be  perfectly  united. 

There  are  two  types  of  ozy-acetylene 
outllts:  the  stationary  type  and  the  portable 
type.  The  parts  of  the  stationary  outfit 
eonrists  of  a  generator  which  generates  the 
acetylene  gas  from  carbide,  a  tank  of  oxy- 
gen and  a  torch  of  special  design  and  a 
special  iron  table  with  brick  top. 


Fig.  1 — ^The  stationary  oxy-acetyIen« 
ontfit.  Note  the  iron  table  with 
brick  top. 


Fig.    2 — Tlie   portable    oxy-acetjlene 
oatfit. 

The  portable  outfit  consists  of  the  same 
parts  but  instead  of  there  being  a  gas  gen- 
erator, the  acetylene  gas  is  compressed  into 
tanks  by  concerns  who  make  a  specialty 
ef  this  work  in  all  large  cities.  This  type 
is  the  one  mostly  in  use  in  small  shops.  The 
portable  outfit  can  be  put  into  a  car  and 
earried  right  to  a  garage  for  the  work  to 
be  dene  and  quite  often  save  dismantling 
the  engine  or  broken  part. 


Method  of  welding.  To  those  who  m 
not  familiar  as  to  just  how  welding  open- 
tions  are  performed  with  this  proecM,  it 
may  be  said  that  welds  are  made  by  fi- 
recting  the  oxy-acetylene  flame  en  tti 
pieces  to  be  welded  at  the  place  wksn 
they  are  to  be  joined,  until  the  metil  ii 
molten,  and  then  adding  additional  mM 
of  the  same  character,  whieh  is  provided  h 
the  form  of  wire  or  stieks  of  suitable  & 
mensions  for  the  purpose. 

An  oatfit  for  wtidlng  is  shown  in  ehirt 
293. 

The  oxygen  is  furnished  to  eostoiun 
in  portable  steel  cylinders  into  wUek 
the  oxygen  is  compressed  to  1,800  lbs.  to 
the  square  inch.  To  iwttmato  tlia  pnsnn 
readings  a  gauge  is  supplied.  Take  for  ii- 
stance  an  oxygen  cylinder  that  holds  191 
cu.  ft.  at  120  atmospheres,  or  1,800  Iba 
pressure  approximately,  eaeh  atmonken 
represents  %  cu.  ft.  With  a  260  eu.  ft  oxy- 
gen  cylinder,  each  atmosphere,  or  16  Iba 
pressure,  represents  2.08  cu.  ft.  of  oxygei. 

Acetylene  is  supplied  to  users  in  speeisUy 
constructed  steel  cylinders  of  various  es- 
pacities.  The  maximum  eharging  preMoze 
is  250  lbs.  to  the  square  inch  at  70*  i^thx. 
The  cylinder  contains  about  ten  times  iti 
own  volume  of  acetylene  for  each  atmos- 
phere of  pressure  that  is  on  the  gas.  The 
porous  substance,  such  as  pumice  stone  or 
charcoal  which  is  in  the  tank,  is  saturated 
with  a  liquid  solvent  whieh  has  the  peeo- 
liar  property  of  absorbini^,  or  dissolvlsg 
many  times  its  own  volume  of  acetylene  tt 
atmospheric  pressure.  When  pressure  is  sp- 
plied,  the  solvent  continues  to  dissolve 
acetylene. 

Cylinders  are,  as  a  rule,  charged  to  15 
atmospheres  pressure  at  60*  Fahr.,  so  thej 
contain  150  times  thelt  own  volume  when 
charged.  Thus  a  cylinder  that  would  hold 
2  cu.  ft.  of  water  when  empty  will  hold 
300  cu.  ft.  of  acetylene  at  226  lbs.  pressure. 
60*  Fahr. 

**Prest-o-lite  acetylene  cylinders  for 
welding  are  furnished  in  large  siae  eyUa- 
ders,  style  "WC,"  having  approximately 
100  cu.  ft.  capacity,  and  style  "WK" 
approximately  300  cu.  ft.  capacity.  They 
are  made  as  small  as  30  or  40  en.  ft.  ca- 
pacity. 

No  cylinder  should  be  exhausted  at  a  rate 
greater  than  ^th  of  its  total  capacity  per 
hour.  Where  the  needed  amount  of  acety- 
lene per  hour  exceeds  ^<^th  of  the  capacity 
of  one  cylinder,  connect  two,  three  or  even 
more  cylinders  so  the  total  capacity  is  at 
least  seven  times  their  hourly  discharge. 

It  should  be  borne  in  mind  that  the  eon- 
tents  are  not  accurately  determined  by 
pressure  or  gauge  readings,  which  are  af- 
fected by  variations  in  temperature.  The 
only  accurate  method  is  by  weight,  one 
pound  of  gas  equaling  14%  cu.  ft.  Gauge 
pressures,   however,  are   of  great  eonveni- 


*S6e  page  689,  giring  meltins  points.     ttAlao  called  aatogenoue  welding. 
••An   Inttmctlon  book   on   oxy-acetylene  w«ldlng    can  be  obtained  of  A.  L.  Dyke.  Pab..  Granite  BIdg.. 
St.  Lonis,  Mo. — Price  $1.10  prepaid.    It  treats  on  carbon  barning  or  decarbonising,  catting  and  weld- 
ing. 


OXY-ACETYLENE  WKLDINO 


•see  in  egtlmating  rotiglily  bow  much  gas 
rtmaint  in  the  cylinder.  In  the  case  of  a 
10(^  en.  ft.  cylinder  each  15  Ibi.  of  presaure 
f^preaents  ^%  cu.  ft.  of  gaa  ( approximate  - 
Ij)  and  in  a  SOO  en.  ft.  cjlinder  each  15 
Ibe.  of  pressure  represents  20  cu  ft,  (ap- 
proximately)— according  to  temperature* 

Application  of  blow  pipo  weldlztg— gener- 
allj  known  aa  "  autogenous ''  welding^  al* 
though  the  same  term  could  apply  to  elec- 
tric welding.  Autogenous  welding  must  not 
be  confused  with  brazing  or  soldering. 
Brazing  or  soldering,  is  where  a  joint 
la  made  in  which  a  dilferent  metal,  hav* 
ing  certain  adhesive  qualities,  is  used  as 
a  binder — it  adheres  but  does  not  "fuse/' 
tay-acetylene  welding  is  where  pieces  of 
raetal  are  luiitod,  or  new  metal  added,  as  in 
the  case  of  building  up  worn  parts — weld- 
ing iron,  steely  cast  iron^  malleable  cast  iron^ 
aluminumj  brasSi  copper,  etc. 


Qoalincations  of  an  Operator. 

A  few  weeks  practice  will  develop  skill 
necessary  to  handle  ordinary  work  likely 
met  with  in  the  average  shop^  Verf  thin 
platt  work  and  neat  work,  will  of  coarse 
require  skill  and  practice. 

Welding  together  of  plates  over  ^  inch 
thick  should  not  be  attempted  on  paf4icular 
work,  until  operator  has  demonstratedp  by 
first  welding  some  sample  pieces. 

The  operator  must  have  a  fair  knovlodga 
of  the  nature  and  properties  of  the  metals 
being  welded,  the  effects  of  e:rpansion  and 
contraction,  the  reason  for  the  use  of  fluxes 
and  filling  rods,  (see  page  721),  the  proper 
kind  of  filling  material,  how  to  apply  heat 
without  burning  the  metal,  etc.,  all  of  whiek 
can  be  learned  from  books  treating  on  the 
subject* 

With  this  knowledge  and  practice  Iks 
business  will  be  ^erj  remunerative* 


Parts  of  Welding   Outfit. 


I 


Welding  outfits  and  parts  are  shown  on 
pages  720,  727.  The  oxy-acetylene  welding 
and  cutting  outfit  can  be  used  for  7ari0Q8 
purposes  as  follows: 

(1)  Welding  broken  frames,  gears,  shafts, 
crank  cases,  engine  supports,  axle  parts, 
eastings,  cylinder  water  jacketsi  gear* 
sets,  etc. 

(2)  Cleaning  tire  vulcanize r  molds. 

(3)  Removing  solid  tires. 

(4)  Burning  carbon  from  cylinder,  per  page 
624. 

(5)  Removal  and  replacement  of  terminal 
straps,  plates  of  storage  batteries  and 
other  lead  parts,  per  page  471. 

The  welding  blow  pipe  is  shown  in  fig  1, 
chart  293:  Various  size  tips  are  used  for 
different   kinds   of  work* 

The  acetylene  regolator  (fig.  2)  is  con- 
nected to  the  valve  of  the  acetylene  cylin- 
der by  metuis  of  the  union  nut  (hf)*  which 
must  be   drawn   up   tightly. 

The  oxygen  regulator  (fig.  3)  is  connected 
fco  the  valve  on  the  oxygen  cylinder  by 
means   of   the   union   nut   (AA). 

The  Welding  Flamew 

Is  obtained  gradually,  by  increasing  the 
regulating  screws  alternately,  until  correct 
welding  flame  is  obtained.  The  correct 
oxygen  and  acetylene  working  pressures 
vary  slightly  for  the  various  sizes  of  blow 
pipe  tips  which  are  used  for  difl"erent  work. 
All  adjustments  are  made  at  the  regulators 
while  blow  pipe  is  alight. 

Flame  adjnstojentr— it  is  absolutely  neces- 


sary  at  all  times  that  the  welding  flame  be 
neutral,  that  is,  that  there  be  no  excess  of 
oxygen  or  acetylene.  A  correctly  adjusted 
(neutral)  flame  is  shown  at  B  of  fig,  4, 
It  will  be  noted  that  the  inner  cone  is 
elear^  and  well  defined.  (A)  of  fig«  4  shows  a 
flame  having  an  excess  of  acetylene.  The 
inner  cone  is  ragged  in  appearance.  Te 
make  such  a  flame  "neutral,''  the  acety- 
lene should  be  cut  down  by  reducing  the 
pressure  either  at  the  regulatoi  ^c  at  the 
blowpipe,  or  by  increasing  the  oxygen  sup* 
ply.  C  of  fig.  4  shows  an  excess  of  oxygen. 
The  inner  cone  has  a  very  pale  violet  color 
and  is  shorter  than  the  cone  in  the  neutral 
flame  at  B.  Proper  adjustment,  in  this  case, 
is  accomplished  by  reducing  the  oxygen  pres- 
sure or  increasing  the  acetylene  pressure  at 
the  regulators  or  at  the  blow-pipe. 

The  temperature  of  tbe  oxy-acetylene 
flame  is  6,300*  Fahr. 

The  regulation  of  the  welding  flame 
teally  means  the  regulation  of  the  white  in- 
ner cone.  This  cone  should  always  be  as 
large  as  possible,  provided  its  outline  is 
sharp  and  distinct*  A  long,  clear  Inner 
cone  should  always  be  sought.  The  gases 
should  be  readjusted  several  times,  if  nee^ 
essary,  until  the  desired  result  is  obtained. 

When  the  blow-pipe  is  first  lighted,  it  is 
cold.  Radiated  heat  from  the  molten  metal 
will  gradually  warm  it.  This  is  apt  to  af* 
feet  the  welding  flame  slightly.  It  usually 
will  be  found  necessary  to  make  readjust- 
ment of  the  gas  pressures  by  means  of  the 
oxygen  and  acetylene  needle  valve  on  the 
blow-pipe  after  the  blow-pipe  has  been  at 
work  for  a  few  minutes. 


i 


4 


Method  and  Material  for  Welding* 


L 


^Preheating  and  re-haating  is  sometimes 
sceessary^ — in  order  to  bring  the  metal 
to  a  uniform  heat  to  insure  uniform  con- 
traetion  while  cooling.  Pigs.  17  and  1^, 
■kow  deviees  for  this  purpose  (chart  293)* 
(8ee  also  fig.  5^  page  726.) 

Fining  rods  are  used  to  fill  in  gaps  or 
eracks.  Bods  or  wires  are  used  of  variona 
tenglhi. 


Fluxes — some  metals  do  not  flow  together 
rapidly  when  heated  (due  to  oxidation)p 
therefore  a  suitable  flux,  in  the  form  ef 
powder  is  used.  It  Is  sprinkled  in  the  weld 
by  dipping  the  heated  filling  rod,  from  time 
to  time  into  the  flux. 

The  stie  of  blow  pipe  Up  is  decided  npom 
before  welding.  For  instance,  cast  iron  re- 
quires a  larger  flame  than  steel. 


A 


no 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-C 


Tli6  fiUndud  PrMt-0-Lli«  Tfpt  H  Wvldlng  Outfit. 

1 — eylinder    of    Preat-0-Lite    diflBolved   Aoetylena. 

1 — cylinder  of  compreaied  OxyefiQ. 

1 — waldinr  blowpipe  with  i«v*B  interchftngeftble  weld* 

ing  tipB,  Nob.  1.  Z,  3,  4.  5,  6  and  7.      (Flf.  1.) 
1 — ftutomBtie    coDBtaot    pressure     acetylene    reftiUtor» 

filled  witn  iiUet  and  oatlet  presBure  gBases.  (Flf.  2.) 
1 — atttom&tic  conataot  prasaure   oxygen  rejpilator  fltted 

with  inlet  »nd  outlet  presaiire  gaugcB.      (Fig.  d.) 
t — Bnit«ble  lengths  of  rubber  bose. 
1 — let  of   four   hoae  clamp*. 
1 — box    end    wrench    for    needle    on    Preai-O-Liit*    dii- 

■olred  acetylene  cylinder  Talve   (T  Bocket). 
1 — wrench    for   attaching   ozygen   regrnlator. 
1 — fltuffing  nut  wrench  for  Preet-O-Lite  diaiolved  aeety* 

t«ne  cylinder   and   for   attaching   acetylene  reguUior. 
I'^box  end  wrench   for  wolding:  blow-pipe, 
1 — box    wrench    for    welding    tipe, 
1 — ^pair  Bpecial  colored  lena  go^glea. 


/; 


A  A  a  6  0 


PRC$T-0~LITC    WELD4NC    OLOWPiPC 

.  J.j-,p    /.jf    AMdwm^r    of^fftn    hmmt    turn    wtffi*       (C}    Ummm    - 
..U^nt,   Up.    rut    rfi—lH.    tlL    lit,    ill.    ill    *md    tU    trt    v,i 


^'tt'ttt^   tilf*. 


S      N 


Btiimw  fvf  ^ttdtmf. 


i 


1#«W 


im0    mmd    ■■&><    «/  «» 


ACFTYUMt  RECtlUTDH  ASSEMBLY 


(OOt  Otuan   namlit\ 

»rt€».     iFFi   M«i»  *«/«'•  . 

r*  0«1i«»'.  iHfti  Liitm  U* 
n  MM0C  (J J/  Oipprm 
'KKJ  Umiim  hmc  m  thr| 


tl-ltrttM|} 


fWt  AttttfUnf  nItodMf  Mir*.   (Xf  Gttmd 
mm  en  arrliriiriM  rf)linil«r  ni<v<r. 


VI*.    ia    ffT  ^i^   tm 


In  all  welding  operatlont,  the  parti  to  be  welded 
alionld  be  set  In  proper  ftUgnment  before  the  flame  la 
aiipUed.  The  work  la  lometimea  fonnd  to  be  out  of 
aHgnmenl  and  the  part  rendered  ueelees  otherwiee. 

It  la  alwa^B  ftdvlaabla  to  hav*  on  hand  a  good  np- 
ply  of  different  Blie  cUmpa^  *'V'*  blocka  and  znaitdrela. 
These  are  alwnys  neeful  in  setting  up  Tarious  jobs,  see 
£gs.  13,  14,  15  and  IG. 

Expansion  and  contraction — ^In  every  ease  of  welding, 
internal  strains  are  inevitably  set  np  due  to  expansion 
whan  heating  and  contraction  when  cooling.  Wbe« 
parts  baing  welded  form  part  of  a  strnclura  and  are 
not  free  lo  move  during  the  welding  procesa,  tbe  atraina 
produced  may  cause  tbe  melal  to  eraek.  TbU  fca 
•speoialty    true   of   cast    iron. 

If  cooling  after  welding  ia  too  rapid  or  Is  irregular, 
a  crack  is  liable  to  occur.  Therefore  it  is  advisablt  to 
heat  parts  before  welding  (tarxnad  pr»>heati«f)  and 
than  lo  heat  after  welding   (l«iia*d  re*litaling,) 


ItL.     Vm4^   Md*   af  vpi^rr   Mtf 


OHA&T  NO.  203— Oiy-Ac©tyl0Oe  Wtidiaf.     (frooi  Preat  OUIa  UatructiOB  Baak,) 
Ms^  mJm0  pMg*  096  and  472  for  illuminating  gas  torcbea* 


OXY-ACETYLENB  WELDING. 


Weldlfig  a  Cylinder— ImportascB  of  Prelieatliig. 


721 


Tig.  5,  pAg«  726  allows  &  small  furnace 
for  automobilo  cylinders,  Aiter  a  lajer  of 
firebrick  baa  been  placed  on  the  tablej  tbe 
ojUnder  is  supported  on  several  bricks,  and 
tbe  walls  of  the  furnace  built  up  around  ii. 
Half  bricks  are  used  for  the  second  iajer 
from  the  bottom,  so  that  openingv  are  left 
for  the  air  supply. 

Tbe  fuel  used  should  be  tbe  best  grade 


of  hardwood  charcoal  obtainable.  This 
burns  freely,  without  smoke  or  odor,  re- 
quires no  ^rced  draft,  and  does  not  injure 
finished  surfaces.  It  is  only  necessary  tt 
paek  it  around  the  piece  to  be  heated,  to 
light  it,  and  let  it  burn  at  wilL  When  is 
USA  the  top  if  the  furnace  should  be  coy- 
ered  with  a  sheet  metal  plate.  Vent  holes 
should  be  closed  when  cooling,  (eool  sloifly.) 


Iron  and  SteiUs, 


Under  this  heading  are  included  commer- 
cial wrought  iron  and  mild  or  "low  car- 
bon" steel. 

Practically  all  of  the  so-called  **wrouglit** 
Iron  on  the  market  todaf  is  in  reality  a 
mild  atiMth  For  this  reason  wrought  iron 
and  mild  steel  metals  are  discussed  as  one. 

'*IiOW  carbon'*  or  mild  steel  is  quite 
ductile  and  malleable,  but  has  a  lower  ten- 
elle  strength  and  lower  elastic  Limit  than 
the  **high  carbon"  or  hard  steels.  No 
close  distinction  can  be  made  between  high 
mod  low  carbon  steels,  but  in  general  any- 
thing below  25  point  carbon  (0»25  per  cent) 
may  be  designate*!  as  mild  steel,  while  those 
containing  more  than  this  ameunt  are  either 
half  hard  or  bard. 

Most  of  the  steels  that  the  operator  will 
be  called  upon  to  weld  are  mild.  There  are 
various  special  or  alloy  steels  such  as  van- 
adium, nickel,  chrome,  manganese,  etc.| 
which  will  be  taken  up  separately, 

Preparatioti  of  parts— Mild  steel  parts  are 
prepared  in  tbe  manner  described  in  tbe  gen- 
eral  instructions*  Several  methods  of  pre- 
paring various  parts  to  be  welded  are  shown 
in  the  accompanying  illustrations,  see 
chart  29 3 A,  figs.  24  to  41  inclusive. 

High  carbon  or  hard  steel— weld  as  per 
instructions  on  mild  steel  or  wrought  iron, 
and  use  a  larger  blow -pipe  tip.  For  filling 
use  drill  rod^ — a  bard  steel — this  can  be 
tempered^  ordinary  mild  steel  cannot.  Use 
cast  iron  flux.  Execute  weld  rapidly.  A 
alight  excess  of  acetylene  may  be  aidvau- 
tageous. 

Cast  steel — weld  similar  to  instruction  on 
cast  iron.  Cast  bars  of  same  material  or 
vanadium  steel  or  Norway  iron  will  answer 
for  fillers. 

Special  steels — such  as  manganese  steel 
(low  carbon).  As  filler  use  same  material 
or  Norway  iron. 

Nickel  steel  (lew  carbon)  same  as  mild 
steel,  but  use  nickel  steel  filling  rod. 

Vanadium  steel  (low  carbon)  probably 
used  most  of  the  various  steel  alloys.  Weld 
&s  mild  steel — use  vanadium  steel  filler, 

CTbrome  steel — weld  as  mild  steel — use 
chrome  steel  filler.  Many  chrome  steels  are 
in  the  high  carbon  class  and  general  re- 
■larks  on  ''special  steels''  apply. 


Cast  Iron, 
ore  diificult   to  we!d» 


Carbea  exists 


in  cast  iron  in  different  states.  In  what  is 
called  white  iron,  which  is  very  hard,  the 
carbon  is  combined  with  or  dissolved  in  the 
iron.  In  the  grey  iron,  which  is  soft  and 
easy  to  work,  most  of  tko  carbon  is  in  a 
free  state  in  the  form  of  graphite.  Since 
it  is  generally  necessary  to  machine  or  file 
a  weld  in  cast  Iron,  it  is  indiapensable  that 
the  line  of  the  weld  be  constituted  of  soft 
grey  iron.  Thus,  in  welding  cast  iron,  al- 
ways remember  that  too  rapid  cooling  brings 
about  a  combination  of  the  carbon  and  iron, 
forming  hard,  brittle  white  iron;  while  slow 
cooling  or  reheating  after  the  weld  is  com* 
pie  ted  keeps  the  carbon  in  a  free  state,  re- 
suiting  in  a  softer,  more  workable  material. 

Preparation  of  parts — castings,  before 
welding,  should  be  very  carefully  freed  from 
grease  and  rust.  Cracks  in  metal  over  %% 
inch  thick  must  always  be  beveled  before 
welding.  When  beveling  cast  iron  it  is 
not  necessary  that  tbe  groove  penetrate 
through  tbe  entire  thickness  of  the  metaL 
It  win  be  found  best  to  leave  about  %  inch 
of  the  thickness  uubeveled  as  shown  in  fig. 
38,  chart  293 A.  When  the  metal  is  over 
1  inch  in  thickness^  and  it  is  possible  to 
weld  from  both  sides^  it  will  be  well  te 
bevel  as  shown  in  fig.  39.  A  diamond  point 
or  cape  chisel  may  be  used  for  beveling  cast 
iron.  Remember  that  careful  lining  up  and 
damping  is  very  necessary  when  broken 
Ganges  or  lugs  are  to  be  welded. 

A  larger  blow-pipe  tip  is  used.  To  over- 
come expansion  and  contraction — pre^heat. 
While  welding  is  in  progress  and  after  its 
completion  it  is  advisable  to  apply  a  blow 
torch  or  light  a  fire  under  some  part  of  cast- 
ing away  from  the  weld. 

Filling  material — use  cast  iron  filling  rod 
containing  a  percentage  of  silicon.  The 
percentage  must  not  be  too  great  or  weld 
will  be  soft.  riQX — cast  iron  flux  is  neces- 
sary. 

Malleable  cast  iron  is  probably  more  dif- 
ficult to  weld  and  treat  than  any  other 
metal.  Castings  to  be  made  malleable  are 
made  of  white  iron.  Use  same  procesa  as 
east  iron  with  white  iron  filler. 

Cast  Aluminum* 
Has  a  low  melting  point  (1,200*  Fahr., 
see  page  639  for  other  melting  points).  A 
large  welding  flaine  is  used,  Alnminnm  is 
BOt  generally  used  in  pure  form.  Alloys  ef 
alaminum  and  copper  or  zinc  are  gentrally 
Lsed*     Alloys  of  aluminum  and  copper  are 


DYKE  S  INSTRUCTION  NUMBER  FORTY-SIX-C. 


F 


n«,   34.      CMVtia*   •/    J 


amgl*    »nn*    mnd    ttttt 


tsm^ / 


||Mrf«4<p  wU^atf  |« 


Flat.  J&.     ^4dw»   pr*pdr«liiHt    irf  ^jk 

TT 


Flff.  Si  tliovs  •  »9Ctloo  or  on*  sid«  of  ft  st««l  eyllai«  nl  • 
co]iv«z  head  wMcb  is  to  be  w«lded  on.  Th«  w«ld  whaniA  ta 
niAde  In  the  itrftight  portion  of  the  cyiu>der  b«  fthowa,  mmA  m 
directly  At  the  bocd. 

Fig.  25  tihovn  thB  method  of  ftccompllsblns  lb*  ms*  m^ 
In  tlio  cmaa  of  a  concare  end.  If  the  p*ru  are  b«TeM  it 
hQwa,  the  Joint  will  be  m  ttron;  one. 

Fig,  26  shova  correct  method  of  welding  plp«*  Tbe  ylp^ 
where  poieible,  abould  be  rolled  away  from  th«  op«raiar  U 
•ucb  a  way  that  the  portion  being  welded  will  be  ea  H|^ 
**Tacking'*  at  several  points  la  naeewary  before  the  MtMl 
weJding  u  started.  Howerer,  if  rolling  i«  tmpoaaible.  the  pbe 
may  remain  etationary  and  the  operator  can  weld  oilfreiT 
around  it  without  dHFiculty  after  aome  practice,  althoofli  Ikk 
method   It   bound   to   be   aomewhat   alower. 

Fig.  S7  ahowfl  tha  proper  method  of  propurlng  ft  tkafi  fv 
woldliig.  Note  that  thia  is  beveled  to  a  chiael  edge  and  a^l 
pointed. 

Fig.  28.  If  the  ahftft  la  pointed*  the  molten  meUl  wUl  fUb 
upon  the  cold  part  of  the  shaft  and  adbeaion  will  !'«itlil 
which  means  that  the  new  metal  is  merely  '*ptaaler«d"  eft  tl 
certain  pointe  and  is  not  "fased.'* 

Fig.  S9 — When  bntl  welding  two  length!  of  plale,  er  «feti 
weiddag  the  longitudinal  eeem  of  a  cylinder*  it  is  adviaablt  It 
'*tack"  along  the  line  of  weld  before  commencing  an  tke 
finished  weld.  This  will  prevent  the  over  lapping  ef  tht 
abeets  at  the  end  farthest  away  from  the  point  of  waUiaf, 
When  starting  to  weld  two  lengths  of  sheet  at  one  end.  whiifc 
have  previonaly  been  plaeed  in  proper  alignment,  it  wUl  tni 
found  that  they  (end  to  spread  apart  as  shown  ia  iilostrstiea. 
At  the  welding  progresses,  this  spreading  movement  ef  ttt 
sheets  ceases  and  later  ihey  come  together  again  wllk  • 
tendency   to   overlap. 

Fig.  30— "Tacking"  holds  the  sheets  In  tme  aligBMM 
and  prerente   this  overlapping. 

Fig.  31 — ^Another  method  of  prerentlng  ortr-ltvplag  eC  ttt 
plfttee,  in  the  ease  of  cyltndera,  is  to  insert  a  wodge  ft  ihtM 
distance  ahead  of  the  weld,  moring  the  wedge  fta  the  waM 
progreases. 

In  s'tme  caMs  when  welding  a  loagltadioal  seam^  It  win  be 
foQud  advantateoos  to  start  to  weld  u  the  middle  of  tlM  ttiB 
and  work  Arst  toward  one  end  ai»d  then  toward  the  other. 

Flir.  33 — ^When  welding  ftngle  Iron  rings  to  cyllnden  wtai 
the  fnlcknetses  ftre  the  same,  both  edges  should  be  set  sp  H 
■hown. 

Fig.  93 — When  the  angle  to  Ve         ^^^^^^^^^^^^ 

welded  to  the  plftte  le  thicker  thnn         — ^^^ ^::^fta 

the  plfttev  apply  the  flame  more  on  ^^*-  t-  f*»**  p»mt*  mm^  ««i  ««§ 
the  angle  than  on  the  plate.     This     *-*-*•***»•>« -^-^ 
will  tend  to  bring  the  perls  to  the 
fnsion    point    at    the    same    time. 
Metal  mnst  be  added  at  shown  by 
the   dotted  line. 

Fig.  34 — When  welding  ft  flat 
end  Into  a  tnboy  prepare  the  end  at 
ahown.  making  a  driving  fit. 

Fig.  36 — To  weld  ft  brftnch  Into 
ft  pipe,  prepare  the  work  at  ahown» 
addlnjs  metal  as  indleated  by  the 
dotted  lines. 

Plg<  ^^ — ^fl  welding  of  flat 
flanget  to  tBbes  is  an  operation 
that  reqo'ires  e&re,  as  the  flange  is 
nsually  considerably  thicker  than 
tha  tnbe  and  has  to  stand  a  good 
deal  of  ttrain.  The  flange  end 
tube  are  best  prepared  as  shown. 
The  welding  flame  should  play 
more  on  the  flange  than  on  the 
tnbe. 

Fig.  87 — When  repairing  cracka 
In  plateef  always  see  that  the  crack 
it  beireUed  through  its  entire  thlck- 
neas.  The  plate  being  welded 
ahould  be  free  to  move.  It  is 
Impossible  to  provide  for  (hit,  In- 
stead of  attempting  to  repair  the 
erack,  use  a  patch.  A  patch  piece 
should  always  be  slightly  bellied 
and  have  edges  bevelled  at  Indi* 
cated    In    illustration. 

Selection  of  hlow-plpe  tip — The 
aise  of  tip  to  use  for  wielding  iron 
and  steel  depends  upon  the  thick- 
nee*  of  the  metal.  Do  not  forget 
that  the  flame  ahould  be  nvatral 
at  all  times. 


OHABT  NO.  M»-A— Qxy-AcetylMi©  W«Wlag— Continued.  ^,   ,    ^    ,  s         ,j,i     , 

*Flg.    21   should   read:    -Correct   method   of   preparing    shaft    tbevelled  to  ehUel  edge)   for  welding.' 


OXT^ACETYIiENE  WELDING. 


728 


oftAler  la  weld — lets'  tenaenc^  to  eraek. 
FarU  over  M  inch  thick  muat  be  beveled 
A«  in  caae  of  cast  iron. 

Is  order  to  preveat  collapse  during  the 
welding  and  preheating  operationS|  it  19 
gtiod  practice  to  place  a  sheet  of  paper  on 
the  ijxs&do  of  the  casting  next  to  the  crack 
to  be  welded.  Back  this  paper  with  damp 
Are  clay  and  pack  up  with  asbestos  fibre  un- 
til  a  firm  support  i^  obtained.  The  paper 
prevents  the  tire  clay  f^om  getting  Into  the 
weld*  With  this  light  backing,  or  moold, 
the  castings  cAn  be  welded  eaailj*  The 
mould  should  be  large  enough  to  cover  sufFi- 
dent  area  around  the  crack  so  that  the 
heated  aluminum  in  the  vicinity  of  the  weld 
will  not  break  down.  Whenever  a  weld  is 
to  be  made  close  to  a  bearings  it  is  neces- 
sary to  remove  the  babbit  (whieh  would 
melt)  and  then  clamp  mandrels  (fig.  16, 
chart  2d3)  in  the  bearings  to  keep  them 
in   alignment. 

PNluatlitg  should  not  be  done  except  in 
eases  where  there  is  a  projecting  lug  or 
flange.  Preheating  must  be  done  carefully 
and  slowly,  A  blow  torch  is  generally 
tised,  but  must  not  be  left  on  one  part  toe 
long*  When  pre-heating^  test  with  a  stick 
mi  half  and  half  solder — if  it  melts  on  touch* 
lug  casting  it  shows  sufficient  heating. 

FUllng — ^AUoy  rods  or  pure  aluminum  rods 
tan  be  employed — same  thickness  as  metal 
to  be  welded. 


Flux— opinions  differ. 
If  any. 


Use  aluminnoi  flux 


N 


Ooppes',  Bzonie  a&d  Lead. 
Copper  radiates  beat  very  rapidly  and  is 
also  a  good  conductor   of  heat.    Pre-heat* 


lag  and  continued  heating  is  therefore  nee- 
easary.  Prepared  similar  to  ateel  and  iron. 
Cover  as  much  as  possible  with  asbestoi. 
&hould  be  left  free  to  allow  for  contraetioa 
when  cooling.  Filling;  phosphor  eopp«r. 
Flux  must  be  used^  same  as  welding  brass. 

Briw  P re-heating  not  neoessary.  Use 
special  flux  for  brass  and  bronce*  Filler; 
brass  spelter.  Tobin  bronze  with  brass 
fiux  may  be  used  where  great  strength  is 
desired.  Weld  should  be  made  rapidly,  but 
white  cone  of  dame  muat  not  touch  metal. 

I«ead — cai»  readily  be  welded  but  is  known 

as  'Mead  burning.'*     (see  page  471). 

Welding  Thin  Castings. 

The  inexperienced  operator  will  find  it  a 
big  help  to  build  a  form  of  fire  clay  as  a 
support  for  the  broken  sections  while  fe* 
pairing  thin  casticgs.  This  holds  the  parts 
true  and  also  assists  in  the  eontrol  ef  the 
molten    metal. 

Whenerer  It  Is  necessary  to  weld  in  a 
patch,  a  new  piece  of  the  same  metal  should 
be  cut  to  the  proper  sLse  and  shape,  the 
ed^s  of  both  parts  bevelled,  and  the  patch 
held  in  place  temporarily  by  ^'taeking/' 
that  is,  welding  at  several  spots  some  dis- 
tance apart  along  the  line  to  be  welded.  Te 
hold  a  large  patch  in  position  while  being 
^*  tacked/^  it  may  sometimes  be  necessary 
to  drill  a  small  hole  in  the  center  of  the 
patch  into  which  a  length  of  rod  can  be  in- 
serted, and  l)y  which  the  patch  may  be 
handled.  This  hole  may  afterwards  be 
plugged  and  welded  up.  Small  patchee,  to 
be  placed  in  difficult  positions,  may  be  con- 
veniently handle!  by  simply  welding  a  fill- 
ing rod  to  the  center  of  the  patch.  This 
mav  later   be   melted   off. 


Sundry   Usee. 


I 


Tool  hardening— The  welding  flame  will 
be  found  useful  as  a  source  of  heat  for  the 
heat  treatment  of  small  tools. 

Gear  tooth  hardening — Gear  teeth  may  be 
hardened  by  playing  the  welding  flame  along 
the  face  of  a  tooth  and  then  allowing  the 
heat  to  be  conducted  away  by  the  body  of 
the  gear.  The  intense  heat  of  the  flame 
permits  of  a  single  tooth  being  heated  very 
rapidly,  before  much  heat  is  conducted  to 
the  reet  of  the  gear.  As  soon  as  the  flame 
is  removed  the  heat  in  the  treated  tooth  is 


conducted  away  to  the  body  ef  the  gear. 
This  causes  hardening  of  the  tooth.  This 
operation  is  repeated  until  the  desired 
depth  of  hardening  is  reached. 

Teeth  may  be  hardened  by  this  method  te 
a  depth  of  about  %2  i^^^b.  The  rapidity 
with  which  the  treated  tooth  may  be  chilled 
will  be  increased  if  the  gear  is  partly  im- 
mersed ^ia  water  while  the  treatment  is  per- 
formed. 

BumlAg  battery  tennlnais  or  connectlona 
— see  page  471. 


I   throw  crank 

S  throw  cm  ok 

4  throw  erftuk 

•  throw  «r«ak 

Two   ioehea    . . . 

TlLre^i  inebM 
Poor  lneh«« 
F1t«  inehea  . 
Six  Inche*  * 
Etffht    iaektt 


Crank  Shafts. 

..*f  e.te  %m  t  s.oe 

«••«*»*««••»•    s.oo  lo    lo.oe 

».   10,00  t«      14.00 

IS.OO  to     lO.Ot 


•Approximate  Prices  to  Charge  for  Welding  Broken  Parta  by  the 
Oxy-Acetylene  Process. 
OyUnders,  Water  Jscksts  Frsctnrvs. 

Double $  S.OO  to  $15.00 

Sinrl* 4.00  to       a.oo 

Bto«k   of   f oar   or  iix 10.00  (o     1 6.00 

Lo^  or  oars  osok. ....  .§3.50  two  or  more       3.00 

Ahtwlnna  Orsnk  Oa««  end  Ifower  Oatet. 
It  it  rery  diffleolt  to  determine  «&  i^xoet  pries 
•D  thlc  lino  of  work  without  k  thoroo^h  4rz«mino'> 
lion   of   tko   frftctaroo,    b«t    »b   a  ff«&flr»l   rvlo  tho 
OTfTftfo  cott  of  woldi&f  U  St  foUowtt 

Top  cooet    10.00  to  125.00 

Lowtr  «stM 6.00  to     12,00 

ICaalfolds  Aintnlnmn. 
1  lag  oir  OAT.  » ,  .II.SO       Two  or  tnor^  $1,00  tacli. 


Body  Framet, 


*•»•**■•«««•••• 


•  T.et 

.....    $.o# 

•«•*•••«•••  4^«Q0 


Oast  Iroa. 
I  lag  er  ear. , ,  .$1.SS       Two  or  mor«  $0.75  tseh. 

*Xet    tt»Dd«rd,    mertlf    r   tatfottlon. 


Eoar  Axle  Beostnft. 
Prioot  vory  record  ins  to  «lt«  tad  fnielar«t,  k«l 
tk«7  sTtrofo  from  $3.00  le  $13.00. 

L,trap    brocktu     $0.50  So  $1,3$ 

LoTtrt Ti  10     !.$• 


DYKE'S  INSTEUCTION  NUMBER  FOBTY-SIX-C. 


Fig.  45.     Diftgram   illnstratinff  the  principle   of  the  oxy-aeetylene  cattinf  hlow-pipe  torch. 


Ozy-Acetylene  Onttiiig. 


The  entUng  blow-pipe  is  commonly  need  for  cut- 
line  through  Tarions  thicknesses  of  wrought  iron 
and  steel  np  to  14  inches.  (Wrought  iron  and  steel 
are  the  only  metals  that  can  be  cut  by  this  process.) 
As  an  adjunct  to  a  welding  equipment,  it  is  used 
for  berelling  and  for  cutting  out  patches  and  holes. 

The  process  Is  based  on  the  fact  that  a  Jet  of  oxy- 
gen directed  upon  a  prerloualy  heated  spot  of  Iron 
or  steel  caoses  it  to  ignite,  with  the  result  that  the 
metal,  acting  as  its  own  fuel,  bums  away  rapidly 
in  the  form  of  iron  oxide.  A  special  blow-pipe  is 
proTided  for  this  work.      (Fig.  45.) 

The  oxygen  cutting  blow-pipe  cannot  be  used  for 
welding  any  more  than  can  the  welding  blow-pipe 
be  used  for  cutting. 

The  same  source  of  gas  supply  is  used  as  for 
welding.  The  same  acetylene  regulator  is  used,  but 
if  work  OTcr  8  inches  thick  is  to  be  cut,  a  special 
oxygen  regulator'  must  be  employed.  This  ds 
exactly  the  same  in  appearance  as  the  oxygen 
regulator  for  welding,  but  it  is  fitted  with  a  stron- 
ger spring  and  a  higher  reading  outlet  or  *  'working' ' 
pressure  gauge. 

The  special  o^gen  regulator  as  used  for  eut- 
'ting  thick  work  should  not  be  used  for  welding,  as 
the  regulation  is  not  delicate  enough  to  maintain 
a  strictly  neutral  flame,  especially  when  the  smal- 
ler tips  are  in  use.  The  oxygen  regulator  for  weld- 
ing, howerer,  can  be  used  for  cutting  on  work  up 
to  1)6   inch  in  thickness. 

The  oxygen  cutting  regulator  is  connected  to  the 
oxygen  bottle  in  the  same  manner  as  the  welding 
regulator.  The  cutting  blow-pipe  is  connected  to 
the  gas  supply  through  the  regulators  in  exactly 
the  same  way  as  the  welding  blow-pipe. 

There  are  two  kinds  of  oxy-acetylene  cutting  blow- 
pipes, known  as  the  central  and  following  Jet  types* 
The  central  jet  typo  has  a  number  of  oxy-acetyfene 
heating  flames  surrounding  a  central  hole  through 
which  oxygen  only  passes.  The  following  jet  type 
consists  of  one  oxy-scetylene  heating  jet  and  one 
oxyren  jet.  The  holes  for  these  jets  are  usually 
drilled  in  the  same  tip,  but  sometimes  have  sepa- 
rate  tips  which  are  set  close  together. 

Fig.  46  illustrates  the  principles  of  construction 
and  operation  of  an  oxy-acetylene  cutting  blow- 
pipe of  the  central  Jet  type.  The  oxygen  and 
acetylene  supplies  are  connected  up  through  the 
regulators  and  rubber  hose  to  the  hose  nipples  on 
the  blow-pipe. 

The  outlet  valres  on  both  regulators  and  also  all 
valves  in  the  blow-ptpo  are  closed.  The  gas  is 
then  turned  on  at  the  cylinders  as  in  welding,  and 
the  refnilators  adjusted  until  the  outlet  or  working 
pressure  gauges    show   the   working   pressures   spe- 


cified on  the  instructions  issued  with  the  cuttiac 
blow-pipe  by  its  manufacturen.  The  aeotyleas 
valve  in  the  blow-pipe  is  then  slightly  opened  sb4 
the  blow-pipe  lighted,  the  oxygen  for  the  heatiaf 
flame  is  then  turned  in  at  valve  D  of  fig.  45.  Tkii 
permiu  oxygen  to  mix  with  the  acetylene  at  J. 
The  flow  of  the  mixture  of  the  gases  is  indicated  by 
arrows.  Valves  D  and  I  are  adjusted  until  • 
neutral  heating  flame  is  produced.  The  cattisf 
oxygen  is  then  turned  on  at  E. 

The  line  of  flow  of  the  enttlng  oxygw  Is  ihovi 

by  arro^rs.  The  nipple  or  inner  tip  through  which 
it  discharges  is  interchangeable  and  manufactnren 
indicate  in  their  instructions  the  number  or  sist 
of  tip  to  be  used  on  different  thicknesses  of  metsL 

Watch  the  working  pressure  gauge  on  tho  oiyna 
regulator  and  see  if  it  rMids  the  xlcbt  yromre  fir 


the  metal  to  be  cut  as  originally  set.  If  not  adjsst 
regulator  and  when  this  is  done  readjuat  the  heat-  i 
ing  flame  if  necessary.  Do  this  as  quickly  as  pos- 
sible to  avoid  waste  of  oxygen.  Now  shut  off  ths 
cutting  oxygen  at  E  and  the  blow-pipe  is  ready 
for  work. 

When  the  metal  to  be  cut  is  sufllciently  iMtrf    ! 
at  the  point  where  the  cutting  is  to  itart;  Ike  cit-   ! 
ting  oxygen  is  turned  on.     When  the  cutting  open- 
tion    IS    once   under  way,    the   heating   And  cmtUac 
proceed    together.      The    cutting    operation    la  vwy 
simple  and  can  be  mastered  in  a  few  hours. 

Cutting  may  be  made  to  follow  any  dosizot  Has. 
When  special  forms  and  shapes  have  to  bo  eut.  it 
is  advisable  to  make  a  special  mechanical  eeotrl- 
vance  with  which  to  steady  and  guide  the  blow- 
pipe and  thus  insure  a  clean  cut.  Hold  the  blew- 
pipe  tip  about  M  inch  away  from  the  surface  ef 
the  metal  to  be  cut. 

A  cut  should  start  ftom  tho  odgo  of  the  aslil 
w;heneTer  possible.  When  it  is  desired  to  cut  s 
piece  out  of  the  center  of  a  plate,  atari  iaside  the 
circumference  of  the  liieee  to 
be  cut  (fig.  46).  On  ihkk 
plates  where  the  cut  eaaaet 
be  started  from  the  edge,  it 
may  be  necessary  to  drill  a 
hole  to  get  a  quick  atari. 

Certain  precautions  an  Boeas- 
■ary  before  tho  oporator  ilifli 
to  work  on  a  piaco  of  lantil  A 
bucket  of  water  should  be  nssr 
at  hand  for  cooling  the  cattiag 
tip  when  necessary.  Both  oxy- 
gen and  acetylene  should  be  shut  off  at  the  blow- 
pipe to  extinguish  the  flame  before  dipping  ths 
tip  of  the  blow-pipe  into  the  water.  To  es^d  any 
steam  formed  inside  the  tip,  turn  on  the  oxyna 
valves  at  the  blow-pipe  and  allow  oxygen  to  mv 
for  a  moment  before  turning  on  Ae  acolyloao  aad 
lighting. 


OHABT  NO.  29S-B — Oxy-Acetylene  Onttiiig. 


OXY-ACETYLENE  WELDING. 


726 


Tlitf«  ftsA  mmnj  oib«r  p»rt«  from  tn  ^ato  too 
munerouB   io  mvtitiOQ  c«q   be  welded   lueceMfuHy. 

All  ap  to  daU  welding  mni  cutlitii  abopi  bftve 
Ibe  Ifttetl  modera  e^uipmoDt  installed  to  take  c«re 
of  all  flaatet  of  work  aocb  aa  pre^baatiof  eylis- 
dera,  eaaea,  etc. 

The  oiittttiK  proeeM  of  Ibii  ftrt  eooaiata  of  tbo 


enttinf  and  wreckinf  of  all  kindt  of  ''I  boavi/* 

'^ebannel  iron/*  '*firdere/*  catting  of  boUere/' 
**i«nki,"  "cutting  and  opening  of  aftfea/*  **it««] 
pilinga.'*  ote. 

Puro  oxygen  meed  in  the  proeeai  of  remOTing 
earboo  from  cjrlindera  ia  one  of  tb<i  lateit  aad  ooat 
•dv&Dtagooaa  feat  urea  to  the  automoblto  owiier« 


The  Cost  of  Welding, 

Thkkm^M 

Act^ylciM 

0.yt«» 

dp. 

pcrketir 

3fK  Ol  tip  Ifl 
bru.«d 

pet  hovt 

Cti.t«iiit 
p«h««f 

Curt  0f  pi 

pAtity  per  Hour  of 
welded  »«» 

Meul 

i»li««if 

No  J 

4}  c«.  fm 

fO.K) 

t7cu.ie*i 

i0j4 

SO-64 

r.eo 

15  ko  20  tioMKMt 
7lo  12  lined  fett 

Wote: — In  welding  metala  of  Ifooa  ^e*  to 
%"  in  tbickneaiij  the  average  approximate  ca^ 
pacit7»  expreited  m  terma  of  lineal  feet  of  welded 
Be«m,  would  be  from  16  to  20  feet  per  hour, 
being  a  eoat  for  gaa  of  from  B  to  4  ceota  per 
lineal  foot.  For  metala  %*  to  %*  in  tbickneaa, 
the  approximate  capacity  wonld  be  from  7  to 
12  Uneal  fe«t  per  hoar,  being  a  coat  for  gaa 
of  from    15   to   25   centi   per  U&eal   foot. 


Under  continuoua  OBe  with  the  Ko.  3  tip  ft 
ejlinder  containing  100  cnbic  feet  of  acetylene 
will  run  abont  0^  bouri,  wbile  the  same  quanli- 
tj  of  oxygen  would  run  about  6  hours. 

With  ibe  No.  5  lip.  «  cylinder  containing  100 
eubio  feet  of  acetylene  would  run  about  3^ 
honri,  while  tb«  aamo  quantity  of  oxygen  would 
run   about  3   boura. 


The  Cost  of  Cutting, 


TKkklKii 

olMcul 


ComuiBfilicA 


AaXfknt 


ntu.  ted 
.16  cu.  *««i 


Coilpir     CewMBplioo 


SODOl 
0.0036 


O^'y* 


.50ctt.lc«t 
.90  cti.  Ie« 


Corf  pet 
line>llqot 


TuM  t«cniiieiJ  pa  foet  T«yl  €a4  of  fu  per 


SO.Ot 
0.018 


1V|  ta  1^  oeeM 
2Ji  10  2ii  cevto 


Noie:^lD  eootiououB  cutting  through  metal 
%*  thiek,  tho  ooat  for  ga^  would  be  about  10.03 
pa?  mnning  foot  and  tho  time  about  one  minute, 

Foir  metal  %*  thick,  the  coat  of  gaa  per  rua- 
»liig  foot  would  be  about  fO.Oa  per  foot  and 
fha  time  about   1  ^$4   minutea. 

When  cutting  %"  metal,  a  cylinder  contlin 
iag  100  cubic  feet  of  acetylene  would  run  about 
13  houra.  while  tho  aame  quantity  of  oxygen 
would   run   about   3^  hours. 

For  %*  metal,  a  tank  containing  100  cmblo 
feot    of    aeetyleno   would    run    about    11%    houra, 

Where  to  Obt&in  Gaa 

•zygoii  and  Acotylene  Gaa  for  uae  with  Imperial 
Welding  and  OntUng  Outflta. 
OKygan  for  welding  and  catting  can  be  ob- 
tained from  the  Lindc  Air  Product*  Co.  of 
Chicogo.  and  New  Tork,  who  have  twelve  planta 
aad  twenty -five  wartshounei  in  rarioua  parti  of 
ibe  country.  They  furnish  oxygen  in  tanka  con- 
taining 100  and  200  cubic  feot  reepectively,  with 
froe  uoe  of  tanki. 

▲cotylextft  Oas  for  Woldliig  and  Outting: 
There    are    aereral    manufactureri    of    acetylene 
gaa,  aa  mentioned  below;     The  Preat*0-Llte  Oom- 
pany  of  Indlaaapolii,   Ind.,   who  have  branche»   in 
aearly  all  the  targe  citiet  of  the  United  States. 

The  Searchlight  Company  of  Chicago,  Thia 
•ompany  hat  branches  iu  many  of  tha  larga 
aitiea  of  the  United  States. 

The  Commercial  Acetylene  Ry.  Light  A  Signal 
Gorapaoy  of  Now  York  have  numeroua  branches. 
We  are  adriaed  they  supply  acetylono  for  weld- 
ing and  cutting.  The  tanks  contain  120  and 
325  cubic  foet. 

▲pproxlittAto  Shipping  Walgbta  aro  aa  FoUowa: 

Linde ...100   cu.   ft.  122  lbs. 

Linde 200   co.   ft.  150  Iba. 

Prest  O  Lito 100  cu.  ft.  85  lbs. 

Presto- Lita 300  cu.  f  t.         230  lbs. 

Searchlight 100  cu.  ft.  76  lbs. 

Searchlight 325  cu.   ft.  180  lbs. 

Commareial    .   . 120  cu.  ft.  130  Iba. 

Oommareial 225  cu.  ft.  180  Ibt. 

Weight  of  acetyleno  ia  approximately  14%  cu. 
ft.  to  a  ponnd. 

Tho  price  of  oxygen  and  acetylene  varips  aomo- 
what,  depending  on  location.  Prices  in  the  ex- 
treme West  and  South  bning  somewhat  more 
than  in  the  &ast.  The  prices  ia  the  East  for 
both  oxygen  and  acetylene  are  approximately 
13.00  per  hundred  eabk  t«et  at  the  fllUng  sta- 
tion  or  warehouse. 

Tou  can  obtain  full  Informatloa  regarding  oxy- 
C«a  and  acatylano  by  eorreaponding  with  th>9  above 


while  the  Sttine  quantity  of  oxygen  would  run 
about  2^  hours. 

It  will  be  noted  that  la  the  procoaa  of  cuttiag 
the  cJctra  quantity  of  oxygen  required  it  due  to 
the  cutting  jet  of  pure  o-ygen  which  Is  usod  tu 
addition   to  that  mixed   with  the  acetylene. 

Tanks  containing  200  cubic  feet  of  gai  would 
run  twice  as  long  aa  tha  100-foot  tanks. 

The  above  estimatas  are  basod  on  acetyteat 
and  oxygen  gas  coating  12.00  per  100  cubic  feet. 
Cost  of  labor  should  he  added  to  the  total  coat 
of  gaa. 

Tanks  for  Welding. 

companies  at  the  branch  nearest  to  you. 

To  provide  a  constant  supply  of  gas  for  your 
ahep,  you  caa  no  doubt  arrange  to  get  the  use 
of  from  three  to  six  cylinders  or  more,  accord- 
ing to  requirements  which  would  eliminate  pos^ 
aihiljty  of  running  out  of  gas  by  having  extra 
cylinders  on  hand  for  use  while  getting  emptiee 
recharged. 

Your  automobile  aupply  house  with  whom  you 
are  trading  may  be  able  to  give  you  additional 
information  on   this   rabj«ct< 

Ozjr-Hydrogea. 

An  important  feature  to  the  Imperial  welding 
and  cutting  equipment  U  its  adaptability  for  use 
with  oxy-hydrogen  as  well  as  oxyacetylene.. 
When  it  {«  deaired  to  equip  for  both  oxy  hydrogen 
and  oxy-acetylene.  the  only  ehang<*  oeceissry  is 
the  addition  of  one  hydrogen  regulator  and  a  s^t 
of   hydrogen    tips. 

Tips  for  weldlag  as  well  as  cutting  with  hydro- 
gen can  be  fumiahed.  The  tip  ia  marked  with 
the  preasura  of  gases  required. 

Where  a  supply  of  hydrogf^n  la  available  at 
reasonable  prices^  it  is  recommended  in  connection 
with  oxygen  for  cutting  of  vrrought  iron  and 
steel  of  any  thiokneas.  The  cut  will  bo  found 
smoother  and  the  operation  more;  economical  thao 
by  the  use  of  acetylene  for  the  preheating  flame. 

For  wielding  In  geaeiral  repalT  work,  such  aa 
gears  and  castings,  aluminum  crank  cases  and 
other  alloyed  metal*,  the  use  of  the  oxy-hydro- 
geo  flame  is  recommended.  For  welding  thin 
sheet  st«eU  from  16  gaujpe  op,  the  oxy-hydrogeu 
flame  is  found  very  effective.  Tts  temperatur* 
being  about  4,000  degrees  F.,  the  metal  is  not 
burned  so  easily  and  as  hydrogen  contains  no 
carbon,  the  weld  is  softer  and  very  uaifona. 
Oast  iron  may  be  weMad  with  oxy-hydrogan  very 
successfully  up  to    %'    In  thickneas. 

For  welding  atae]  of  more  thas  %  inch  la 
thickness,  the  oxy-aceiylene  flame  should  be  used 
under  all  circuBi stances. 


^726 


DYKE^S  INSTEUCTION  NU^ffiER 


Miscellaneous. 

rig.  6 — Pre-boatliig  fornaco  for  cy linden,  Thi« 
subject  lit  explaLti(>d  ou  |}»ffe  721.  When  vrdldln^ 
is  AnUhed  thA  eyUiid«r  should  be  covered  with, 
fresh  Inyer  of  cbftrcont,  heAted — theo  allow  to  ^row 


cold  slowly.  Many  ahopi  will  cot  take  in  water 
iacketed  cylinder  work— due  to  diflflctiky  in  the  job 
holding'.  Cause  eenerally  due  to  improper  pre- 
heatisg,  8maU  Jobs  may  be  pre-1ieat«d  Wltb  weld- 
ing torcli,   blow  torch  or  for^o. 


A  meant  of  etectrlcany  lighting  the 
^*'*^^}  woldl»g    torch    la    ehown    above.      A 
^%t        box,   holding   ieveral   dry   celle,   aod  a 
njiark   coil,   te  mounted  at  the  rear  of 
"^^ — -^  rhe    welding    truck*    and    ii    connected 

to  a  tpark  plug  attached  to  the  top  of  the  frame. 
The  plufT  i»  thrown  into  operation  by  a  push  button 
connected  into  the  battery  cirtuit.  This  system  of 
lighting  is  ndiipted   to  short   vvolUini;  jobs. 

FIf.  4 — A  welding  pilot  light:  When  the  gas  in 
the  welding  tank  becomes  too  low  for  welding 
purposes  there  is  still  suiflcient  gas  for  supplying 
a  pilot  light  AS  per  flg.  4,  The  light  comprises  a 
email  gas  tip  arranged  in  a  tin  box  as  shown. 

Pointers  on  Welding, 

l-Always   shut   off   the  gas  at   the   cylinder  ralves 

when  the  work   is  finished. 
2-Never    leave    pressure    in    the    regulators    when 

not   in   use.      The   pressure  gauges   will    indicate. 
B— Never   clean   out   a   blow-pipe   tip  with   a  sharp, 

hard  tool. 


4~Before    attaching    rubber   hose    to    blow-pipe 
kiy  sura  that  the  inaido  of  the 
is    free    from    (fust    or   powder    (used    os    a    pre- 


OT 
hose 


regulator,  makiy  sura  that  the  inaide 

is    free    from    di  . 

bertative).   which   is   apt   to   ohoke  the  blow -pipe. 

6-Do  not  under  any  circumstances  use  oil  or  grease 
on  oxygon  cylinder  valves   or  regulators. 

O^Always  see  that  the  hose  is  clamped  securely  to 
the   blow-pipe   and   regulators   before   using. 

7-Always   turn  on    the  cylinder  valves  slowly. 

S-Never  open   acetylene   cylinder  valve  more  than 
one  full  turn  of  the  spindle. 

d-Io  ease  the  flame  goes  out  at  the  Up  or  burns 
back  of  the  tiOr  shut  off  first  oxygen,  then  acety- 
lene at  the  blow-pipe. 
lO-Always  have  a  bucket  of  water  bandy  while 
welding  or  cutting  for  cooling  the  blow-pipe 
tips  when  necessary. 
11-If  flame  is  not  blue  and  part  being  welded  is 
smoked  black  then  the  onygeo  line  is  likely  to 
bo  stopped  up  or  tank  is  empty. 
12-ln  diKconnectlDg  an  empty  acetylene  cylinder 
from  the  welding  outfit,  remember  to  CLOSE  THE 
CYLINDER  VALVE  tightly.  Itemomber  that 
tho  acetone  in  an  empty  cylinder  is  infiammable, 
and  that,  should  the  temperature  in  the  room 
increase,  an  open  valve  would  permit  vapor  to 
escape-,  as  well  as  any  slight  quantity  of  gas 
which  might  yet  remain  in  the  cylinder.  For 
lheR«?  same  reasonR,  the  railroads  require  that 
valves  be  closed  before  shipping, 
l3-Ticmove  "mllammaLle'^  rod  labels  from  acety- 
lene cylinders  l»efore  aUlpping  back  and  ship  as 
"empty  returned  gas  cylinder*'  to  get  lowest 
freight  rate. 


Lead  Burning  With  Oas. 

Z^ad  bnml&g  is  mad  for  Btora«e  batt«i7  wwk. 
aB  explained  on  pag«a  471,  47S.  Gagea  or  a  com* 
bination  of  gases  which  can  be  used  are  given  he^ 
low.  In  addition  to  using  the  flame  for  lead  bara* 
iug  it  can  bo  uaed  for  welding  light  metals.  \a'a. 
20  and  24  are  used  most. 


Ko, 
for  use 


20  Imperial  lead  bnntliig  ootit 

nse  wltli  acotyleaa  and  osma 

consists  of  type  F  oxygen  rscvIaV' 


U^  ing     valve     with     Ih     lb.     ivrvasare 

gauge  J  type  lOR  acetylene  tm* 
stent  pressure  regulator;  S$*  ^* 
rubber  hose;  beoch-VIock  with  I 
needle  valves;  type  L  lead  btmiag 
torch  with  4  tips;  I  wrench.  W. 
A  torch  with  4  tips,  hench^hlock, 
16  ft.  hose  can  be  had  for  $9  where 

one  is  already  equipped  with  a  welding  oteUIi  nslaf 

oxygen  and  acetylene. 


i 


No.  24  Imperial  lead  biir&iiig  e«t- 
dt  for  uae  wltb  iHqmlnattnc  (hf* 
dro'carbon  gaa)  or  natural  gas  and 
oxygen  in  high  pressure  tanks. 
Consista  of  same  outlii  aa  above  ex- 
cept an  Imperial  hydraulic  bark- 
pressure  valve  and  purifier  far 
coal  gas  or  natural  gas  takes  the 
place  of  the  acetylene  regulator 
and  type  L-2  lead  btutilng  terdl 
is  provided  $25, 

Tfo.  27  Imperial 
lead  litimiaff 
outfit  for  oaa 
witti  UliiBliial- 
Ing  (clt|r>  gii 
and  coi!U|TEes'ied 
air.    ^  t 

•^   of   t' 
ly  lower  temperature  of 
this  outfit  works  much  sinwer  Uinn 
the  others   but  costs  lesa  to  eper^ 
ate.       Air     pressure     is     oliiaiaed 
from  compressed  air  tank  whieh  to 
tised    in    most    garagea    for    finijur 
tires.      Outfit    consista    of    type    6 
Imperial     torch;     tirpe     O      '' 
block;  17'   hose;  gas  shut-ofT 
air  shut-off  cock  $12. 


Torch  For  Eadlator  Work. 

Although  the  soldering  Iron,  wblfh  la  drawn  ti 
a  very  fine  point,  is  used  esteneively  for  lOldtsllf 
radiators  In  close  places,  the  torch  c^n  alao  be  oaed. 
especially  for  reaching  the  Inner  part  of  cetla  ef  a 
cetlular  radiator. 

The  torch  moat  throw  a  Terjr  One  aeedle  pdlst 

flame. 

The  type  E*l  torch,  not  illustrated,  of  ihc  Im 
perial  make  is  suitable  for  this  work  and  r>t*«rai«s 
from  city  or  coal  gas  and  is  aimilar  otherwlae  te 
No.  27.   price  «4. 


QasoLtne  Gas  Generator. 

A  gaseiine  gas  generator  manufactunr''?  >  >    ^    L. 

Curfman,     Maryville.     Mo.,     is    a    very  -j 

method   of  generating  gss    for  a   torch    i  r 

repair  work    where   ges    is    not    obtainabu  uu^a     u^ 
price  is  very  reasonable,  $12.50. 

A  gas  torch  No.  70,  to  operate  from  this  c*Mlliie 
gas  generator  throws  a  needle  jpoiut  flame  at»d  sella 
for  §3.00.     Supplied  by  F.  L.  Cnrfmnti 


ICJiABT  NO,  293'C — Pre^lioating  riimace.    Pointers  on  Welding,  I*ead  Burning. 

combiiiAtloa  soldering  lroii«  welding  and  load  buntlug  torch  u  nuiiiufaciared  by  8    C.  Hicken,  Sod  Tor-Lite  Ge. 
a  trie  HUl  Mo. 


OXY-ACETYLENE  WELDINC 


/ 


9  iHH 


Typ«  B  w»1dizk|l  toreJi   sk    fum-irvbed   with   Imp«rift1   «iitllu 
N<w*  I,  4  «id  &   . ,  125  00 


Trp*  I>B  cQttUis  sttfteliin«Bt  for  iis«  witli  type  B  velding 
tOircIt.  Makes  it  posiible  to  weld  or  cut  with  one  tort^b. 
ft»  furuiEhcd   with   Imperiftl  oatflt  No.   4    ., ...$20,00 


^ Type    AA    Acetylene    reffiUmtor    &&    furaislied 

Type  6  euttlsg  torcn  et   ftirQUhed   with   ImperUI   oatflti       wUh    etl  Imperiel   welding   end  cuttiag^   out- 
No*.  3  eod  5 ,  .  .  $46,00        fiU ...  , ......*....  .  $22.50 


No>  6  ImpezlAl  Ozygea  deeeztMiiiklng  out- 
fit for  remoTisK  cerbon  ftom  iBAlde  of 
cyli&derfl  &od  beAd  of  pUtoo.  See  pege 
§24    expUitiiiig   the   opemlioQ.   * 


Type  A  Oxyfin  reguietor  a« 
funiiihed  with  all  Imptirittl 
weldiQf  end  <?uttiiLf  out* 
fits    .  ...$25.00 


ImpeirUl  portshle  tmek. 


Welding.  CnttiAg  and  DecarbonlMng  Outfits, 


He.  1  ImperU]  welding  outfit:  For  ell  s«&Fntl 
weldi&g  work,  from  thin  iheet  metel  to  beevleit 
«»lii»ffa.  Coii*ist«  of  type  B  welding  torch  with 
ten  welding  tips,  extension,  decerbonixiiiff  tercb. 
regulators,   gaoget.   bote,   coaoeotions,   gaggl«B,   com- 

t^tete  supply  of  weldiog  mstenalA.  ready  for  ■'■rr- 
ee.  Weight,  approximately  76  the..  Det,  ea«h.$76.00 
Ho.  3  Imperial  cutting  outfit.  Inteoded  for  light 
and  heavy  eutting/  from  abc^et  metal  to  heavieit 
iTon  and  ttmnar  work.  Cooaists  of  typo  E  cutting 
torch  with  2  boualngi  and  4  tipi.  regulator!.  4 
gAugfift.  hofe,  conoectionft.  gogglei,  hand-book,  carry* 
ing    case,     etc..    complete    ready    for    lervice,    net, 

mcb     $&6.00 

Ho.  4  Imperial  comhlnation  welding  and  cutting 
outfit:  A  ipiendid  equipment  for  all  general  work, 
gar&gf*.  repair  fthopa,  etc,  Corobination  welding 
«nd  entting  torch  performi  both  operariona  with 
one  torch.  CoDsiatR  of  tyjte  B  weldinic  torch  with 
typ9  DB  cutting  sttachmcot,  ten  welding  and  three 
cutting  tipa,  decarboniiing  torch,  reguilatort,  gauges. 


,  goggiee,  complete  supply  of  weld* 
ady   for   •erriee*      Wolght,    anprox- 


hoae.  counectiona, 

lag   materiala,    read,  _     , 

imately  BO  Ibe.,   net,  each    ,..«..........« .$90.00 

Ho.  5  Imperial  duplex  welding  and  cutting  out- 
lit:  Thia  is  a  combination  of  the  Ko«,  1  and  3 
outfits  for  both  welding  and  cutting  aad  ia  the  beat 
aU'pnrnose  apparatus  obtainable  at  any  pri«<e.  Be- 
ing fully  adequate  to  handle  all  kiods  of  welding 
and  cutting  within  the  limits  of  the  proce»f  **f>n- 
sista  of  a  complete  Ko.  1  welding  outfit  as  deacribed, 
and  also  includes  a  type  E  cutting  torch  with 
two  houainga  and  four  tips  and  an  extrii  pair  of 
goggles  and  25-foot  lenfftha  of  hose.  Weight,  ap- 
proximately 00  lbs.,  net,   each    , 1120.00 

Ho.  6  Imperial  oxygen  decaf honlzing  outfit:  For 
decarl>onixing  gas  engine  cylinder*.  Gonaista  of 
type  O  decarbonUtng  torch,  type  D  reguletor,  gauge. 
hoie,  eonneetions,  etc.,  net.  each $15.00 

The  Imperial  Brass  Mig-  Co.,  1200  W.  Harrison 
St^   Chicago. 


CHAKT  NO.  293-D — Oxy-Acetylene  Welding.  Gnttlng  and  Decarbonizing  Outfits. 

A  hook  on  Welding  and  Cutting  a#  tuppficd  with  the  Imperial  Outfits  can  be  secured  ol  A.  L.  I>ykf.  Granite  BIdg.. 

fit.   Louis,    Mq..   price   $1.10  prepaid. 


a. 


fiff.  ii. 


^  V  ^  -^o 


Fiff.  21 

Silent  Ohaliu. 

Ar«  nsod   to  driye  cuo   ahAft,  generator,   nvntcr   pump,    ma^eto,    fan   «tc.|    inateftd   of  f^ari^ 

Ttie  Moraa  tileot  cli»in  as  used  on  many  cars  (enumerAted  below),  is  dilT«rent  from  otber  liltiKt 
chains  ooly  in  that  the  Morse  cmployB  two  pins  ia  ibe  joints  one  caltcd  the  *'aeat  pin"  aod  the  other  Iht 
•*roGker  pin/* 

To  properly  connect  the  ends  of  «  Mono  sllont  ch«ix>:  Place  chain  over  wheels  to  run  in  Airtclieii 
indicated  by  arrows.  On  «ii  automobilp  front  end  drlve&,  the  arrow  side  of  chain  will  be  the  near  tide,  la 
shewn  in   fLg%,   1  and   3. 

Bring  ends  of  chain  together  and  lap  the  link  platoa  in  regniar  order  aa  ihown  in  flg,  2;  insert  *'t«*t 
pin'*  (with  washer  riveted  on  cue  end)  from  far  aide  of  chain,  taking  care  that  the  ribbed  aide  of  pil 
points  in  direction  of  rototion  of  cbaio  as  shown  in   fiir.   2. 

Insi^rt  **rocker  pin"  from  near  side  of  cbftlni  ab  shown  hj  flg«  2«  with  tesnientaU  or  pointed,  lid*  flf 
pin  against  flat  side  of  *'seat  pin/'  also  toward  direction  of  rotation  of  chain.  The  relatlTe  posiil«nt  e( 
the  two  pins,  when  properiy  inserted,  will  he  as  shown  by  fig.  8,  chart  294'A. 

Place  washer  on  end  of  '*seat  pin*'  and,  after  backing  up  with  bar  or  wedge,  rivet  over  the  end  with 
a  ff»w  sharp  blows  of  the  hammer* 

To  ahorton  chain  one  pitch  by  removing  the  * 'hunting  link/*  All  chains  containing  on  «dd  Aumbsr 
of  links  must  include  the  thin  leafed  section  marked  **HL*'  in  fig.  21.  This  row  of  leaves  (coUeetivel}r)  ii 
called  the   '* hunting  link." 

To  remove  same,  move  chain  until  the  hunting  link  is  on  top  of  a  wheel;  then  with  chisel  In  vertieil 
positioa  and  edge  of  blade  at  right  angles  to  plane  ef  washer,  strike  sharply  with  a  hammer  antil  wt^ert 
A  and  D  are  spHt  sufficiently  to  make  them  fall  off.  This  releaaea  pins  in  the  two  joints  which  cma  ihia 
be  driven  out  and  the  leafpUten  of  hunting  link  will  fall  away  when  chain  ia  lifted  up. 

The  chain  is  thus  reduced  in  length  one  pitrh  (one  link),  and  all  that  is  net'eisary  to  put  it  again  la 
running  order  ia  to  bring  th«  ends  together,  mesh  the  link  plates  in  regular  order  and  make  proper  eon' 
nectiona  aa  stated  above.     The  pltcli  of  a  sik*nt  chain  ii  the  distance  from  center  to  center  of  the  pins. 

To  iliorteii  chain  one  pitch,  by  remoTlng  foiu  links  and  Inserting  throe,  ono  of  wttlcb  is  ili#  '*liiuitin| 
link/'  Ariange  chain  witk  arrow  sid»  aa  the  near  aide,  either  Hat  (as  shown  above)  on  some  ooHd  founda- 
tion or  on  iop  of  one  of  the  wheels. 

Select  a  Joint  at  the  HEAD  of  an  arrow,  and,  with  hammer  and  chisel,  cut  washer  0  (llg.  31)  until  It 
fallt  off.     Move  to  the  right  four  links  and  cut  washer  D,  also  at  HEAD  of  an  arrow,  in  same  manner^ 

Be  careful  that  each  severed  washer  is  at  HEAD  of  an  arrow,  as  otherwise  leaf-plates  of  thr«e4iak 
seotiou  will  not  mesh  in  regular  order  with  chain. 

Drive  pins  from  joints  C  sod  D  and  remove  links  marked  1,  2,  S  and  4  in  fig.  31.  Insert  a  three-tiak 
seetlun  in  place  of  removed  section,  making  sure  that  arrow  on  new  section  points  in  same  direetion  as  ar> 
rows  on  old  chain.     Bring  ends  together,  mesh  leaf -plates  in  regular  order  and  make  connections. 

NOTE — It  is  only  necessary  to  remove  four  links  and  insert  the  sectioc^  of  three  links,  as  described 
above  where  chains  are  used  with  an  even  number  of  links  and  do  not  contain  a  hunting  link  HL,  fig,  21* 
If  the  chain  contains  a  hunting  link,  it  Kbould  always  be  shortened  as  described  in  instruction  fig,  21. 

Some  of  the  engines  on  which  Morse  "front-end"  drlva  Is  used:  Cadillac;  Glialmers:  Clyde:  Coloclal; 
Drexel:  Erie;  Ferro;  Gray;  Hackett;  Haynes;  Hupmobile;  Jeffery;  Jewett;  King;  Loiier;  Scripps  Bootk: 
Monitor;  Maxwell;  Kational;  Nash;  Olympian;  Pullman;  Packard;  Winton;  Princess;  Steams-Knight. 

^Oliaiii  Adjustment. 

VarloQB  methods  aro  osed  for  ibdjnstlng  chain  tsnalon:  Por 
instancci,  if  chain  drives  generator  shaft,  the  generator  ean  b# 
moved  in  slot  holes  to  adjust  chain  tension,  or  shaft  on  wbiek 
sprocket  ia  mounted  can  be  rotated  on  an  eccentHe  bearing, 
or  if  mounted  in  separate  ease,  shims  can  be  installed  tinder 
the  case. 

To  adjust  while  running*  lighten  chain  until  noisy,  theft 
slacken  to  the  point  where  noise  ceases,  Ohain  should  ba 
tight  aa  possible  without  caosing  ooiae. 

To  adjust  where  eoTsr  is  removed,  a  a  in  fig,  32,  lake  held 
of  chain  and  pull  long  strand  ab  far  as  it  will  ^  to  lt*X  tbt 
free  movement.  The  total  free  movement  will  vVry  with  Iba 
length  between  sprockets.  If  length  is  from  6  in,  to  7  inches,  the  total  free  movement  should  be  %*  •• 
%^     If  8"  to  11",   %  in.  Is   %  in.     If  it  becomes  noisy  remove  2,  4  or  6  links  each;  never  an  odd  numb  er. 

Morse  adjnstabte  sprocket,  fig,  36  ia  designed  for  shafts,  as  generator  ehafta,   etc.,  when  shaft  ^ 
be  moved  for  adjustment.     The  sprocket  (fig.  86)  is  moonted  on  a  bearing  which  is  eccentric  to  the  t 
By  rotating  the  bearing,  sprocket  is  moved,  thus  adjusting  chain  tension.     The  drive  Is  through  sprocket  i» 
a  plat  .......         .      A      --.  .    ,.      ™..     *  ._. 

chain 


y  ro>mu]g  too   DCBriDjs,   sprocsQi    ib  moTou,   iDUS   aujuaiiog'  ci. .   -_. .       _        _ 

plate  type  universal  joint  at  left   end    (flif.  96),    to  shaft.     This  joint  also  tends  to  relieve  vibration  of 
iain  and   is  called  a   "vibration   dampener.*'    (Morse  Chain  Co.,  Ithaca,  New  York.) 


GHABT  KO,  294—  How  to  Connect,  Shorten  and  Adjust  tlie  Silent  diain.     (Morse  as  &n  exampls.)  ' 

An  Adjustable  Silent  Chain  Sprocket  and  Vibration  Dampener. 

iae  pages  80  una  8:if>  for  remeshinjc  timing  gears  using  silent  chains,  also  pages  411,  112  and  113.      'Chain  w« 

m    lAe  pins,  mo   mnch   so   It   will   often  have  sufficient  slack    to    strike    case    covering    it.      A    17"    chain    has    b4 

BiowB    to  bJtve  I  A"  utack  after  dOOO  miles  running,     lu  this  <tase  a  new  chain  is  necessary,  or  onouifh  Imkij 

m^r0^  H  tAk9  up  tli§  sfaek. 


HOW  TO  USE  TOOLS  AND  MAKE  REPAIRS. 


t*«r  tA>  *h«wtd  IJn*  up  witN  ihOM 


.^jtorct 


BtJiaCTtom  cT  ■or*TI'Cir  Of  «£aV 

PI9.  S— In  r*pia<ino  Vh*  ct^aiA*, 
m4h«  cvrtAlA  that  tM*  arraw*  po^nt 
In  t>i*  BiJMctldti  «f  rotation^  anJ 
th4t  ih*  rocker  and  aaat  pma  ara 
In  th*  poa<t4on  ■♦i-awri.  Olhain«1i« 
t^•  chain  10U1  Qw>ckiy  ruin  r      * 


Det«ctliiit  I«ooB«n69t. 
ZfOOiaoMS  In  lli«  sUent  cbalOB  growi  bo  grftduallj  that  it  ii  icureoljr  to 
b4B  nottced  until  the  chains  bftve  bncoiii«  ao  loote  that  they  janip  the  teeth 
of  the  i^ari.  Thia.  of  courao,  deatroyi  the  tiroing,  Tbe  UDOimt  of  looM' 
tl«li  1IL17  lot  felt  IhT  ^aaptoff  the  geoermtor  abaft  and  rock  ins  it  ba«k  and 
forth.  Anj  grtn^t  amount  of  looaencaa  doatro^ri  the  prop«r  timlnf  of  tb« 
valTsa  mad  OAceaaitatea   a  replacemeat  of   the   chaiaa. 

Dlamaa«aal>llng. 

Aft«z  rmnovlXig  sU  parts  so  tbat  bcoobs  Is  smtn*d  to  cliiliii,  then  tnni 
th«  aDifUie  until  out*  tooth  of  the  cam  ah  a  ft- driven  aprocktt,  '*A/*  fig.  4, 
which  Fa  marked  with  an  arrow,  ia  diametricalljr  oppotit«  the  tooth  with  an 
**0.*'  A  tooth  on  the  erankahaft  aproaket  **B'*  bat  a  similar  arrow  upon 
it.  and  the  two  t«etb  opposite  each  have  ao  "C*  mark.  All  ahould  lin«  up, 
as  shown  in  tg.  4. 

Apply  the  special  gear  puller,  aa  shown  in  flg.  2,  to  the  erankshafl  foar, 
next  apply  the  apoeial  camshaft  gear  puller,  aa  also  shown   in  fig.  a. 

Working  both  pullers  together,  remove  both  camshaft  and  crankahaft 
ffoar,  at  the  tame  time  slldiog  the  diatributer  houiing  and  fan  drive  cbaia 
forward.  All  will  come  off  together,  (The  usual  method  is  flrat  to  eat 
the  riveted  head  of  one  of  the  seat  pini  on  the  driving  chain,  and  remove 
the  scat  pin  and  rocker  pin.  The  driving  chain  is  then  removed.  In 
refitting  the  new  chains  by  this  method,  it  ta  neeestary  to  rivet  the  seat 
pina  while  on  the  gears  and  In  the  caae.  Thia  la  a  difficult  and  tedioua 
job.  By  the  method  ontlined  In  thia  article,  the  chains  are  riveted  on  tha 
bench  easily,  quickly  and  with  a  eertalDty  of  its  being  right.)  Place  th« 
gears.  chatnSp  etc.,  ou  the  bench,  removing  the  camshaft  driving  chain. 

Tha  Bepair. 

Cat  off  the  riveted  head  of  one  of  the  aeat  pins  on  the  ian shaft  driv> 
ing  chain,  and  remove  the  aeat  pin  and  rocker  pina.  Remove  the  faushaft 
driving  chain.  Oleaa  all  parts  with  gaaoline  and  examine  gears  for  wear. 
If  worn,  the  faces  of  the  teeth  will  be  ridged,  ah  owing  the  marks  of  tha 
chain   links,   and  must   be  replaced. 

Place  new  fansbaft  chain  over  the  fanahaft  g^ar  with  arrows  on  outsida 
links  pointing  in  direction  In  which  tha  chain  is  to  run   (fig.  3,) 

Hivet  a  small  waaher  onto  one  end  of  a  seat  pin  in  a  viae.  Bring  the 
enda  of  the  cbaiu  together.  Insert  a  rocker  pin.  then  drive  the  seat  pin 
with  its  waaher  into  place.  Be  certain  the  rocker  pin  and  aeat  pin  an 
in  the  poaition  ahown  in  fig.  3.  Head  over  the  end  of  the  seat  pin.  Rivet 
up  tha  new  camahaft  driving  chain   in  the  aame  manner. 

AssembUiig. 
Place  the  camahaft  gear  on  the  fan  chain,  with  the  mark  **0'*  in  tha 
towaat  positiofi.  Place  the  camshaft  chain  on  the  gear,  with  the  arrows 
pointing  in  the  direction  of  rotation.  Place  the  crankshaft  gear  tntn  the 
camshaft  chain  with  the  marks  as  shown  in  fig.  4.  Now  slide  the  whole 
assembly  into  place  on  the  engine,  driving  the  gears  home  with  a  brast  buah- 
tng  and  machinist's  hammer.  Heptace  nut  and  washer  on  crank  abaft 
end  and  then  replace  parts  which  are  disassembled. 

The  Valve  Timing. 
Tlia  Tal¥e  ttmlng  was  aatomatically  cared  for  In  re- 
placing   the    camshaft    driving    chain    aa   directed,    pro- 
riding  the  valve  tappets  have  the  proper  clearance.  The 
exhaust  tappet  should  have  .008  inch  clearance,  the  in- 
take .002  inch ;   the  exhauat  ahould  doae  and  the  inlet 
open  on  dead  center.     The  inlet  should  never  open  at  a 
point  mpore  than  1  in.  on  the  flywheel,  paat  dead  center. 
ZgnlUon  Timl2i£. 
Open    eompression    relief   eocka,    crank    engine    until 
Ko.    I   cylinder    (the  one  nearest  the  radiator,    on   the 
right  band  side  when  facing  the  engine  from  the  front) 
ia  on  the  firing  center.     The  pointer  above  the  flywbef^l 
will  then  be  exactly  over  thtf  mark  l^S  on  the  fljwheel, 
and  both  valvea  of  Ko  1  cylif:.der  will  be  closed. 

With  the  timer  open,  as  shown  In  flg.  11.  page  182, 
loosen  lock  screw  (A)  slightly.  Then  set  spark  lever 
as  shown  in  fig.  6. 

Oonnect  test  lamp  into  primary  circuit,  as  shown  in 
fig.  7.  When  the  break  era  are  closed  the  light  wiU  be 
lighted,  if  the  ignition  switch  be  closed. 

Replace  distributor  rotor  and  turn  by  hand  until  the 
distributor  brush  is  under  the  terminal  marked  Ko.  I 
on  the  distributing  cover.     Turn  on  the  ignition  switch. 

The  light  should  light.     Turn  rotor  very  slowly,  in  the  direction  it  is  driven 

by  the  engine,  until  the  lamp  goes  out.     Remove  rotor,  tighten   screw   (A) 

of  fig.    11    (page   132). 

Replace     rotor     and     retard     spark. 

Then    move    the    apark    lever    slowly 

back    toward   the  point  of  tbe  arrow. 

M   shown    in   fig.   5.     When  the  point 

of    the    arrow    Is 

reached   the   light 

should      go      out. 

If   noti    raeet    ro- 


,  wh«n  timmg  th*  4»nUion. 

rna    at    tha    Itvai*    qn    t*«« 

irmrtt    aKcuiii    On«    hp    <«Ul» 

f  p«tnt  «f  tha  arrow  «a  Wv*^ 


tor    and 
directed. 


PierKARY  TEIZKIKAI. 
OH  TtKLR 


PRlMUJry  ORCUIT^THE 

©(ACT  1WST*«T  THIVT  THE  SPSRK 

accues  can  be  ccrtRMiNeo.AS 

THE  U*KT  THEN  QKJZS  OUT 


IT  NO.  204*A — EeptUdAg  Silent  Cliai2L    Valyo  and  Ignition  Timing  on  OadlUac 

aljgnmentr— w hen    tightening   a   silent   chain   by  movement  ot  generator — if  it  it  u<jt  mi^^^A.  "vu  '^j«t\*(«N  '^JSi. 
It  will  cause  chain  and  sprocket  to  wear  rapidly.     This    l»   moat   VrnvotXa^uV.     ^%*    %\*k<i   v^^«<^   "^'^^  ^*   ^^^ 


730 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-D. 


INSTRUCTION  No.  46-D. 

USEFUL  SHOP  HINTS  AND  DEVICES:  Labor  Saving  Short 
Cuts  in  Repairing.  Time  Savers  for  the  Shop.  Miscellaneous 
Shop  Kinks.    Tools  for  Straightening  Fenders,  Etc. 


Mlscellaneoag 
This  section  is  intended  for  miscellaneous 
shop  hints,  useful  and  time  saving  devices 
and  methods  for  the  shop.  The  material  is 
collected  from  various  sources.  The  writer 
has  not  tried  out  any  of  the  examples  shown 
but  having  taken  same  from  reliable  jour- 
nals, the  matter  is  evidently  practical  and 
many  different  repair  jobs  can  no  doubt  be 
made  easier  or  quicker  by  the  use  of  them. 


Shop  Devices. 

•FUr.  &— It  is  difficult  to  transfer  oU  from  Ue 
oil  bsml  to  a  sbuHw  contaliior  vnlisj 

3U>mn>TtM         SOBIO  Spodal  onttt  U  ■! 


*Flg.  1 — ^Bxtoniion  so  eke t 
wrench:  By  mountinc  »  socket 
wrench  heed  in  the  end  of  » 
4  ft.  length  of  2-inch  pipe,  an 
extension  wrench  is  made  that 
facilitates  the  removal  or  re- 
placement of  the  nnt  on  the 
rear  axle  drire  pinion.  A  steal 
ring  is  first  ihrank  on  the  end 
of  the  pipe,  to  provide  itrength.  the  plpe Js  heated 
rod.  and  the  cold  socket  wrench  head  driven  Into 
the  pipe.  When  cool,  the  head  Is  firmly  held  in 
place.  Because  of  the  long  handle,  a  pipe  wrench 
may  be  used  to  get  a  leverage,  and  the  workman 
may  work  from  an  uncramped  position. 


CBOAIU) 


*9g% 


Fig.  2 — One  method  of 
locking  a  car.  Hole  Is 
drilled  In  clutch  pedal 
arm  for  the  insertion  of 
a  padlock.  Prevents  use 
of  dutch. 


Fig.  2A— To  at- 
tach charging  wires 
to  batteries  where 
charging  is  done  con- 
tinuously, a  wooden 
plug  is  handy. 


Fig.  S— Axle  stand:  Work  U  faellttatfd  by 
tke  use  of  this  special  stand.  The  one  iUnslraled 
is  fitted  with  rollers  and  permits  the  ehasats  to  be 
Bsored  about,  rendering  the  parts  more  accessible, 

*From  Motor  World. 


The  oil  is  forced  by  air 
prsssnro  from  the  bar- 
ret Air  prossnre  Is  ap- 
plied Ihrooffh  a  valve 
that  is  an  ordinary  tire 
valve    soldered    Into   an 

old    spark     plvg    shell. 

iiamsMK  which  la  tnm  Is  screwed 
into  a  hole  In  the  bar- 
ret The  oU  U  deUvered 
through  a  bent  brass 
pipOi  passing  throvgh  a 
second  spark  ptag  bash- 
ing, also  screwed  late  a 
hole  in  the  barret  This 
pipe  must  be  long 
enough  to  extend  near^ 
to  the  bottom  of  barret  as  shown  by  dotted  Unee. 
Packing  is  placed  between  the  bushing  of  the 
plug  and  the  shell,  so  that  the  tube  may  be 
adjusted  to  any  barret  and  the  amount  of  oil 
is  readily  regulated  by  the  pressure  applied. 

Fig.  6— A  sSlf-openlng  rspslrshop  door  is  shown. 
The  door  is  of  the  sliding  type,  hung  on  a  hori- 
sontal  track,  but  counterbalanced  with  weights 
swung  over  a  pulley  so  that  it  automatically 
opens  when  the  catch  is  released.  This  cateb  la 
of  the  hook  type,  and  connected  with  a  hinged 
board  placed  across  the  roadway,  the  car  Itself 
releasing  the  catch  sad 
Allowing  the  door  to 
open.  One  of  these 
hinged  boards  is  placed 
both  on  the  loside  and 
the  outside  at  tho  doer. 
so  that  one  eutArlng  er 
leaving  hsA  oaly  to  g«t 
out  of  the  ear  oncou 


Fig.  7 — DadUlac  patented  condensing  derloe: 
With  this  device  It  is  possible 
to  use  with  safety  th^  expensive 
alcohol  solution  as  an  anil- 
f reeling  cooling  medium.  A 
condenser  of  sunple  constrac- 
tlon  Is  attached  to  the  frame. 
and  Is  connected  by  a  tube  to 
the  overflow  which  nma  from 
the  upper  tank  of  the  radiator. 

Alcohol  vapor  driven  out  of 
the  solution  by  hrat,  ai  well  ss 
any  water  vapor,  is  restored  te 
liquid    form   In   the    condenier. 

When  the  ra- 
diator gets 
cold,  the  va- 
cuum produc- 
ed by  the  eon- 
ireetlott  of  its 
eentsato  auto- 

malleally  causes  surplus  liquid  In  the  eonde 
le  return  under  atmospberle  pressure  to  the  m- 
dUtor.     (This  devloe  Is  patented  and  merely  shows 
l»i  en  plain  the  principle.) 


USEFUL  SHOP  HINTS  AND  DEVICES. 


7fl 


Stx-alghtenlng  Bent  Frames,  Etc. 

T\g.  1 — Straiglit«ziiug  a  hval  frunft:  To  ni*ke  the  repfttr,  lh« 
rftdUtor  ie  removed,  ft  pan  of  cI^u-coaI  pUred  Qtid«r  tb«  Crftra«,  ft*4 
pie>c«a  of  eh^rcoBl  heap«d  aroond  tUv  bt^nd  an  thown :  tbft  frftio«  i»  then 
be* tod  ui»  tb<mt  tba  b«at  portion  by  pUyiof  upon  tbo  pile  of  eb&reefti 
wUb   tbe  llAme   of  •   blow   torch. 

Ai  tlM  ftime  U  bro^bt  to  «  cherry-red  bemt  th<*  device  A.  ii  sppllAd 
ftnd  used  in  conD^ctioQ  with   e  wooden  beam  B  which  supporti  the  jftek. 

Tbe  torch  now  Is  tei  »eide,  tbe  cbereoel  removed,  And  while  o»i 
ai«n  cerefully  operetet  the  jack  and  slowly  drawi  tbe>  bent  neiaber 
back  to  its  proper  shape,  another  aAtrists  the  operation  by  tappinif  and 
■hapinc  the  hcalod   acction  with  e  hammer 

ThU  hammering  if  quit*  neeeesAry  and  an  importaiit  factor  la 
brln^in;  abont  a  anceeaefal  remit  aa  it  asiista  the  molecular  actifliA  Af 
the  tteel.  and  prevent*  the  end  of  the  frame  from  iprioirinf  back  emi 
of  Une  aa  the  Job  cools  ofK. 

The  ABtlre  itrAlgliteniiig  proceai  mnat  be  done  while  the  injored 
•ection  ia  red  hot  and  the  job  completed  b«for«  the  red  color  ie  loat. 

Flg>  2 — Beat  frmme  lioma  mAjr  be  pulled  back  into  plAct  by  A 
cbAln,  proTiding  the  force  it  applied  in  tbe  proper  place.  ^%9 
method  of  attaching  the  chotn  is  ithawD^  and  tbe  force  i«  appUaA 
by  twiitinf  the  chain  wiiU  a  steel  pinch  bar.  A  iaok,  placed 
against  wooden  blocki  and  with  a  chain  fUnff  over  it  aa  ahowii« 
may  be  need  to  ttraiffhten  tbe  lide  members  of  the  frame. 

rig.  S — Framea  may  be  rtralghtoned  without  hAAtlog  and  seme- 

times  without  even  diemantliDg  the  car  by  mesns  of  tbe  simple 
device  shown.  Tt  consists  of  a  wooden  beam  4  in.  z  6  in.  x  i  fl^ 
reinforced  with  iron  %  \n,  thick  on  each  side.  The  b«am  foraa 
the  base  of  the  device,  to  which  are  attached  tbe  steel  arms 
wkieh  fAsten  to  the  frame.  A  powerful  jack  i«  used  to  Apply 
tbe  required  pressure  to  brin^  the  frame  back  to  normal.  A  chAm 
may  be  snbstitntcd  for  either  of  the  arms. 


Fig,  4  —  StrAightenlag 
dects  In  bnmpers  and  simi^ 
lar  srtkles  can  be  dons  In 
minimam  time  with  the  dt* 
vice  illustrated.  It  is  aot 
.Ur*rU  t^lr«'*C^'  necessary  to  remove  J^A 
•M  *  mm,^**,  «t*f«ti  bumper  from  the  car.     ^nte 

eeatrml  member,  which  does  the  pall- 
ing, may  be  slid  from  one  end  to  the 
other,  aa  required,  ao  that  a  dent  in  any 
part   of  the  bumper  may   be   removed. 


Anotl»er  mslhod  of  stmifhteniAg -a 
bant  frame. 


A  f ander  strAlgbtaaAr  lAAde  of  oak 
3x4,  4  It.  long. 


Fig.  14 — A  woodaa  crank 
Bhaft  rapport  for  fittioe 
connectinf  rod  bearings  to 
crank  shaft  when  removed 
from  enfiae. 

15 — A  Soldflrlng  Iron 
which  can  •aslty  be 
made  and  well  worth  the 
time. 


I 


Y^ 


HO.  2»5 — Stralg]xt«iiitig  Bent  FruDOS* 
746.)     A  Car  LlfUag  Device. 

World.) 


Stralghteolug  Bumpers,  Pendens  Etc     {tctt  ftiM 


rx 


x:.  -    A.' 


"".'XiSi  ?  a: 


^«  «• 


, .,«..* . .» *..»  M  *  '♦  «^»"^*  ^-'^  '^^  •*•"•* 

I  |»     •!       'I'NiilMiN 

U   II.  !•      Illf      I  Mult*" 

I  „  I.     lillHIlU't 

ill 

I I 

.,  nil        I     ••!  I.-  ♦         »'« 
II.  H  ••    •     V    ••    • 

,.|    .,t|  -l>    'hI   I  llM 

...      I..M.  I>    .1.  -I 

II  I-  ..  I      tl     »«| 

,       ,,      ,,    .,         ..„        Ill-       «•  '»•! ihHn.        MM 

, .   li      HI..  .....Mm..      n.i-  i-i"*  '•'  •  ■["^- 

I..      Iiii.l   i.«  Mw  -••••*    ••"'*  »"■•" 

,  ,  , I.      .        IM         ll.  •        ••        l'"»"»»»'  .         ' 

,,  ...        H..  •...I .••«'        -HlM.I't"       »•••• 

.      .     ,      ,  I  ...        I      ..      II.  »      ■     .1     «'..-     ll.  "1...I     •!•• 

,,i.  I  I  I     tl...     •     •■•'  •«     Mill     ■lltlltl 

«      1 1.   .     I  ..■■1.  I      tl  III     III'     ••>  tit"      II"* 

I         |.|il  ■•!      \\*     •  ll      lll'iii  I  •■•»•  ll     lIlHll 

.   Ii.„      «  ..II    llxit      ••    l|ll»tlH>tll      III      Itlll 

.IIHI..      ■•  llli-.i      .-III      l<>i     IMililli  'I'llil 

.       !>.■  Il,.t>lli        |>l-  k.  .1       I'l        IHlMi'lt 

ll.l.,  I.        .t  lll.l    ll         .4llll«tM  |iUil*>t 

I..         I«       -I     Kill      il.llu   •|il|-ll|     •  i<>|lllt  t'tl 


=.  -i.jc^   =.   at- 


inw-t.   ar 


mllltiH         III 

.   t  lM.ll4ll«U 


.••■■'  

I  .    ■!  • 

l(,         1.  I 

ni     •■•>■  II. 
I...I..I     I      .1 

I ■' 


I. 


..I.. 


II 


*Fig.  0.  IllUBtrmtos  »  dolly,  hut  Ihn  top  huuhiMl 
nininticr  Hhnulii  hiive  niiotlior  hook  upiKmito  mi  tlml 
iixl(»  will  sot  into  the  npace.  Chni»-N  with  rHlrh 
huokN  hhouM  bo  provided  to  pass  over  kxI««  lo  |»ri'- 
voiit   Biiic   play. 


i^*  i>«t     !•::#    l:i* 

,l-4-. 11.-1.      111.         TaH      lUCl 

»M.t    •.tl    :::%    ns   -iprn 
»  ..   -.■•  1.-.  ixi^ps*  !•'  "s**  kq;zi.: 
:•.*«»  '.li.'.  *»:%   vTCi^  j'liii  ar*  * 
■;  1  u 

'•.-.i  ,      «*«*    ^-tff    It    :tr    8:.i-£r    — -_ 

»,/    b    ».;».%>    .•'.    :•.*    fr-.-    u:. - 
UtiAd  tfc«  ax:*,  ar-i   »  f'x.t    :a 


AhUlt  will  «"'*•  *■ 


I'm.  II:  A  dolly  for  toirlig  :=  =*ri  -risr*  icire 
ih»  front  or  roar  ul«  U  dl5»t:«L  i  :r  .t> -.*.:-  j 
lorn*  «%!«  U  out  of  comxLUft.-.i  i-i  ri^  -kri-..;  :■* 
ImhuiI  froiH  I  ho  front  end.  tr.»-  :;  :§  z?:-m;ja.-:  ": 
iihii-ii  N  dolly  uiidiT  r'-ar  axle  aii  tcv  rxr  :.*-x 
itiiiiU,  or  from  tho  ri-ar  end.  Ir.  :i.«  ir-ftti -^  •:* 
Miiuilui;  whool  ran  be  tii;d  by  pfti«.=  c  a  -p::  rr:-* 
,11  nil. Ill  wliiitikiiltl  bra-e,  tr.-s  t.*:  :?  *-.«-i{ 
mIiooI  Ihrn  to  other  iiile  of  wind«b:r.i  tn:*  v:_:i 
will    kin'p    lh«    front    whecli   in    lise. 

The  ilolly  <••»»  ''•  made  of  heavy  =:«:*;  -ri*-.* 
II  ,11.  fi"  hub  and  1%"  spindle.  A  ;cr.r=.e  ;r* 
fiMiiliti  iiH  I  ln'ain  iti^H  mcinbcr  abo^.::  ?  :t  :: 
I.Miii  niUi  a  iMiuplinic  pin  to  couple  os:d  :-e  ::-» 
link  or  Ilui  iii»r\li"ii  rar  (nr-e  fig.  1,  pa?e  75?  :t 
111,111  III  ml  y\\  I  ho  hi*avy  metal  axle  of  the  dr'-.j  A 
h.i.ik,'.!  -I.tir,'!!  iliil  pWiro  with  a  book  at  eAci  «si 
In  imitkiloil  to  Hot  tho  axle  or  differential  bozi:=^ 
\%\\  Miiil  lo  hold  ai^lo  in  hlare.  Then  cLi:z.»  art 
pHMNod  niiMiiiil  iho  axle  houNing  and  fas;c2«^  to 
nklo  of  doll>.  III  order  lo  kei'p  the  axle  froa  zzov. 
Ini;  itidi>»  mo  'I'ho  roar  ond  of  service  car  it  tb^^ 
rouplod  III  iMid  of  iliilly  iind  car  towed  backwards 
TIio  tixlo  of  tloll),  in  fiict  all  parts  must  be  very 
Mubatttiitiiil  HH   Iho   vibriition   is   very  great. 


CXHABT  NO.  205-A— Muffler  "Out-Ont.' 
Shock  Abnorbers.     Towing  Trncks. 
/?«i7i  viWo/j   HjfjJ  i\k\eU\ — we  page  739.     *Can  be  «Mrn»i.Med  of  Modem  Auto  Ki-vair  Co..  8t.  I-ouis, 


EzhAUSt  WhlsUe.     Toatlng  Shaft  Alignment.     FittilC 


Mo. 


Tlilrd  Brash  Adjustment. 
3rd  brnsh  plate  adjastlng  screw  in  rear 
of  generator  just  below  fane  (fig.  2),  in  anil- 
elockwise  direction  for  greater  charging  rate. 
This  moves  brush  in  direction  of  rotation. 
To  decrease,  move  screw  clockwisCi  see  also 
pages  aro,  »24. 

Shunt  Field  Fuse. 
The  fuse  (fig.  2  above  and  page  370),  ia  lo* 
cated  on  the  outaid©  of  the  commutator-end 
housing  of  the  st  arte  regenerator  is  inserted  in 
the  shunt  field  circuit;  and  is  designed  to 
blow  if  the  battery  circuit  is  opened,  thus 
protecting  the  system  bj  rendering  the 
atarter-generator  inoperative. 

Therefore,  if  the  machine  fails  to  charge  the 
battery  at  any  time.  Inspect  the  fuse  first  of 
all;  and,  in  cose  it  ia  found  blown,  replace  it 
with  a  new  one.  If  the  new  fuse  in  turn 
blows  as  soon  as  the  machine  is  started  up, 
make  a  careful  search  for  the  cause  of  the 
trouble  before  running  generator  again. 

Eemo^al  of  Armature. 
1 — Remove  four  nuts  on  sprocket  end  of  gen- 
erator and  puU  plate  off  with  armature;  2 — 
undo  pinion  sprocket  nut  and  pull  pinion  off; 
S — remove  bearing  berk  of  sprocket,  which 
eomes  off  when  the  armature  is  driven  out 
of  the  plate.  The  front  armature  bearing  is 
Inbricated    automaiicallr   from    the    chain. 


«'«'P^SSt  set  screw 


Clamp  Screw 

3rd  Brush 
Plate  Ciamp 
Brush  Holder  stud 
Brush 

Hold^ 

Bemove   and   Beplace   Ohain. 

I — Hemove  housing  enolosiug  starter-genera- 
tor pinion;  2 — turn  engine  over  until  mai-ter 
link  is  exposed;  S — break  master  link  and  dt- 
t&ch  both  ends  of  new  chain  to  old  chain; 
4 — crank  engine  over  until  new  chain  Is  in 
place,  when  old  one  may  be  removed  and  mfis- 
ter  link  of  new  chain  closed;  see  also  pagM 
411,  369  and  728. 

To  Adjust  Chain. 
See  page  369  and  illustrations,  fig.  1,  below 
and  pages  411,  728. 

Oil  Adjustments 
1 — Oil  gage  on  dash  should  show  pressure  of 
2  to  4  lb.  at  20  m.p.h.;  2 — if  pressure  is  tai 
low  or  too  high  and  investigation  shows  thai 
adjustment  is  required,  then  remove  spring.! 
in  by-pass  located  directly  in  front  of  thf 
water  pump,  stretching  it  for  more  preesurt 
or  cutting  it  off  to  give  loss  pressure. 
To  determine  whether  oil  Is  flowing  thronglt 
feed  pipe  inside  crankcaae  when  gage  doei 
not  work,  it  is  best  first  to  remove  oil  in^ 
spectlon  plug  just  beyond  the  lower  rear  cor- 
ner of  the  rear  valve  cover  plate.  If  oil 
spurts  out -at  this  point  with  engine  running 
it  shows  that  trouble  is  in  the  gage. 

Carburetor  Care. 
To  clean  metering  pliL,  undo  bottom  nnt  on 
carburetor    (page    178),    withdraw    pin    and 
off   with  a  rag  moistened  with  hydro- 
chloric acid. 


wnpe 

V  Block  Stud 
Bracket- 


Eccentric 

Bushing 


Front  Flange  of  Engine 
Cylinder  Block 


Lock  washer  \^ 
_^.      starter  •> 
p  IPf  J  Generator 


If  all  valve  sticks,  the  air 
valve  stem  may  be  dirt^- 
move  carburetor  mixing 
chamber  and  bottom  &&nge 
and  unscrew  the  two  parte 
of  the  valve.  When  apart, 
wipe  etemi  or  neck  of  air 
valve  which  slides  in  a 
guide  in  the  body  of  car* 
buretor  with  a  rag,  moist- 
ened with  hydrochlorie 
acid.  Adjnatment  of  casw 
buretor  ia  explained  on 
page  178, 


pHABT  KG.  2il0 — I>odge  Starter-Oenerator  Adjustments^see  also  pages  396,  370,  924.    For  ad 

lostment  ot  Dodge  Clutch,  Brake,  Hear  Axle^  etc.,  see  pages  931,  922,  666,  689. 


k. 


nt 


DYKE'S  INSTRUCTION  NUilBEB  FOBTY-SIX-D. 


lA-     >a4     ub      1*    iri'    and    ar    tt.v    »t.  ^Mmd    fff   ■»■■    h*^* 

Two  bftek  i«w  bUdes  A«Qat«d  aide  bT  iM^  will  est  a  wider  ilol. 


la  jlf ,  2  ATA  ihown  laiDf  tit^%  and  vTotig  Methods  of  se<mflag  tli« 
tow  J^p9  to  ikft  v«bli^«  to  b«  lowod.  Tbe  bp<t  «»;  ii  Ahown  at  Q,  a 
f  l«ca  ol  wood  beiojc  tied  uadcir  iind  icroik  tb«  fram«  horai  ai  lUsa- 
Iratvdp  md  a  fllni^U  riip«  coDa«tttDf  it  to  tb«  Ttiar  of  Iho  towiBf 
TakLcle. 

To  loop  tba  ro|»a  under  tbe  f ram«  u  st  D  U  Tttff  bad,  ««  a  aoTara 
atraiu  would  bviod  th^  horai  i&witrd. 

Tito  bowUaA  Itnot  ii  tb«  bait  to  u»e  at  all  tliii«i  as  it  !■  easr  to 
Maktt  and  aa  ea«j  to  utiiio;  It  ii  lllaitratod  at  O.  Id  tbc  aaiae  il- 
Imftratiaii,   atteutioa   ift  called  to  tbe  elotb   wrapped    about  fram«  to 


A  bar  of  wood  1a  not  rfladHf  obt^lmable^  aad  a  boftv?  car  lo 
t*  W  towod,  tbi  foi^e  iRMj  b«  leciiTod  a«  lUu^ratod  at  B;  two  half 
bltobpo  b«lne  uied^  at  ibown  at  A«  to  Aecure  tbd  rope  to  the  horn*  of 
tbo  f^ame^  lod  thfl  rope  b€tir«eti  tbti  two  homv  beinr  left  slacik. 
Whea  DilDf  thia  method,  Iha  hlj^htt  »leo  ihonld  be  ai  lone  at  poa- 
itblo.  Two  louf  btffhti  »r«  ihowo  at  £;  whlUt  aa  undeairabl? 
ahion  bight  it  deftkted  at  D.  A  ibowi  bow  tbe  two  half  bitiihea 
ar«  made,  &ad  B  abowa  bow  the?  look  when  drawn  taat.  Ihe 
slack  boiat  abown  la  tbe  repo  between  the  borai  H  to  prevent 
tkeir  beljif  drawn  tOf ether, 

Tlw  faMta  M  A  And  0  u*  tlM  most  useful     Their  adTSDtage  over 
other  knot!  ia  that  fht^j  will  neither  ilip  nor  jam. — Tiqul  Ifotor  Af«. 


fit    .  .  _     . 

paJx:     Ln  i#.  3  la  ab^vm  bov  al» 
pofai7    npaff    was    ma^o  spa  i 
aixriikC    wboaa    t&r««    lower  kiav 
w«ra  bnltOB  on  Ktriklnc  ■>  ip» 
eatir    akaJ]«w    ^joIs    is    Ifes  nri 
wbieh  waa  ftJlod  with  w«t«f.    iiv 
tbo  break  A  i>ceviT«d^  the  evi« 
iIowIt    drlTen    %^    tbe    ncit  4i> 
booaa.  wharo  aoma  1  bf^  4  VW% 
a  aaw  and    votn^   baling  wift  Wi 
obtained.     "Rio  abort  block  1  IH 
EUt  Of!  trat  attd  tw«  afeaOvw  «iP% 
&  were  «riit  into   wnm  aid*  al  tt  tt 
that  It  would  el«»r  tiha  Bpr^  ^ 
and   rest    fiat   on    the   o^rttu  » 
itioD   of  the  top    apricf  IsiL    Hi 
sides  of  theie  alote  wero  est  vM^ 
s  ee,w  and  then  fln;iabed  ap  vMli  i 
cold   ehlacl  ««rri«d   in  the  tsil  tt 
of  tbe  car.     The  pl^e  B  ihmym 
ent    off    aad    iia^ed    to^    '~ 

Sieea  E,  ao  that  tba 
tteh  and  ita  en  da  « 
tba  eoda  of  the  ahori 
I7  diatont  om  either  sida.  fbtlp 
bloek  d,  which  waa  maAm  }Ml  s 
trifle  longer  than  tbe  ahatl  ksMM 
block,  waa  cut  off  and  aluysl  h 
tbe  iaste  maimer  as  tbo  viv 
block,  onl^  tbe  slots  wvr*  «sl  m 
wide  and  farther  ap«rt  as  ^ 
aignated  b^  the  letter  P>  lUaUiA 
then  waa  nailed  t«  ths  lonf  jlsia 
eentraU;  located  with  tbs  rili 
np.  Tbo  fratne  of  tbe  ear  «li 
then  Jacked  tip  ad  that  |be  iB^^ 
end  of  the  apriog'  waa  a  m^ 
»boTe  fta  normal  heisrht,  wi  Ai 
blocks  were  sol  In  j>osl0«  ■ 
ehown  and  aecttrelr  boaad  Mi 
place  with  tbe  wtrv  B.  Wka  M 
waa  done  a  few  strands  iwi 
wound  abont  the  two  toip  fitfil 
aa  at  F»  to  add  ta  tbeir  hmHh 
then  a  few  more  sttaBda  vw 
bonnd  laterally  Kroand  tki  viriit 
aa  at  O.  Tbia  eampletod  tto  l» 
porar7  repair. 


A  bloi-k  artd  tac^kle  i?«iifliiUnf  of  two 
iJooble-ilK'av'e  puUeyi  and  a  Ik -in.  rop* 
^ill  bf  foetid  of  coniiderable  HUiitAhc* 
tn  WTtekinf  work«  It  may  be  u»d  for 
talninir  a  far  whan  there  in  a  tr^e  i>.v«it> 
ablt«  end  it  Ii  particularly  irood  for  puLL- 
fnr  a  mfrvd  r«r  out.  Ohe  of  the  ppii  a  of 
pulleyt  ii  AttAched  to  a  tr«e  or  ^iitne 
other  )tiiM«ntiiiI  objects  the  olHi'r  11  tit  1 
lev  futtn^d  to  tht  ear  that  la  In  ifiin- 
euJty,  and  ih«  free  •ml  of  Ih*  roor  tind 
to  the  low  car. 


*Tho  PiilMJ'Out  t«  a 
very  powerful  and  aatia^ 
factory  dflvke  for  pul- 
ling cart  oat  of  mitd 
holea,  aomelblEiff  indla- 
peoaiblo  when  tonrins. 
Thli  devfce  is  soiled 
for  a  namber  of  pur- 
poaaa.  In  addition  te  a 
'*puU-Ottt*'  II  can  be 
naod  aa  a  hoist  and  many 
other    pnrpoaes, 

A  preiatire  of  80  lbs. 
on  handle  will  lift  1  ton. 
An  oTdloary 
b  1  0  0  k  ana 
tackle  would 
requlro  1  T@ 
lbs.  pTOScnra, 

A  d  dro  a  a 
Poll-tJ'Out  Oo. 
3  0  18  Market 
8t.<  8t  Lonia. 


Asothar  taayomy  <^g1 
DOi  un  antomobflis  4^*^ 
Tbe  width  of  lh#  IJJ' 
tbouM  be  eq^ial  totbsraa 
of  the  aprinf  and  tba  ^ 
B  lonff  enoofh  to  Iftf  i** 
ths  elipa  boldiof  «iw  WM 
t«  the  axle.  Tbs  ^di.  * 
ihonld  be  about  •  1M 
loa£.  Such  a  bnes 
effeetmilly  rspftlr  rilbB  * 
front   or   rear   spring 


ORABT  NO.  807— MUotllMieous  Btpalr  Hlntt.    Towing  a  0*r.    Temponiy  BffKtaig 

•The  rull-U-Out  haa  adxitiitnisoa  ovt»r  the  olUfaahion^d  block  and  tackle,  beinf  lifhter  and  moro  pow«fcl,OS 
he  tis«Hl  for  holatinr  aa  well  aa  pulUnff.  Frossurs  of  80  Iha.  on  handle  will  lift  ono  ton.  A  triplaz  chaift  i^ 
wiMiW  rtM|iiirii  82  lbs.  and  an  ordlnw  block  and  Uckle  170  Ua. 


^UL  SHOP  HINTS  AND  D 


*How  To  OpsrfttA  ft  Oasallna 
Torcli — tiDfte  jet  trp«. 


Fill    about   %    luU    of    e»ollae; 

dl^r  plti^  oa  thjft  typfl  i»  st  bot- 

of    UBk     (A).     The    torch    ia 

raed     up     tide     down,     gAiollne 

_ared    in    ind    pluf    scTewed    ap 

fht,  beiaf  tare  U  daos  not  leak. 

Air   ii    then    pumped    ioto    iook 

1}    by    ftir    pomp    plusfer    (Ph 

eiag   sure    f*i4>Hii«   vftlve    (V>    U 

(o«ed.  Then  held  hAod  over  mixer 

jibe    (M)    And    etowly    opon    vtHe 

) — fM«llike  will  drip  into  bo»t«:r 

).     Li^ht     Ihit     g«aoltne     wilh 

kive    (V)    cloiod.     This   he«ti   lh*« 

<R).     After    the    fm»oliAe    in 

•ter  (D)  bft*  burned  up.  the  beat 

^ili<mid  be  toiricient  to  vaporiie  the 

ftaoliiie    cAuetng    eir    and    fBtoUoc 

lo  flow  through  pipe  L  A  R  from 

>Dk   (A)   to  burner  or  mixer  (M) 

Irhen  iraive  (V)  is  opened.  A  match 

applied     to     this     mixture    and 

Id  ba  bliie  la  color — if  yellow 

faeatiog  is  oot   luffieient  and 

atioQ    maat    be    repeated.      II 

adTisable    to   protect   the    flamo 

om   wind  when   heating. 

AH   torches    work    oa   the   eame 

Qdple.  Some,  howe?er  have  two 

▼ea.    ai    per    page    711,    fig,     1, 

rhieb    ii    termed    a    '^double-let/* 

They     are    al«o     couitructed     with 

poti    over    the    flame    for    melting 

lard    tn.    these    are    termed    "'Are 

For  braslng  a  almilar  prloelpla 
'   oaad   except   a  larger  tank   and 
and     aeparate     eir     pump 
hieh  pttmps  75  Ibi.  into  tank — le^ 
pac*  713. 


A  Carbon  B«mover  and 
Water   Injector. 

Fig.  12— TblA  device,  it 
is  claimed  wlH  remove  c%r* 
bos  bj  ij3j action  of  staam 
into  inlet  manifold  which 
looaent  the  carbon  and  per- 
raiti  it  to  be  blown  out  the 
exhanat.  It  aJao  admits  air 
directly  into  the  combust' 
Ible  mlztxire»  whieh  meana 
more  compete  combuttioo 
Of    power. 

It  la  often  dealrad  to 
paint  or  repair  a  top  with- 
out leaving  th«  car  in  the 
repalr-ibop,  A  •imple  lup- 
port  that  permit!  tbti  ia  « 
rectaognUr  wooden  frame- 
work notched  to  hold  the 
top  irona.  The  top  la  placed 
on   thie   framework. 


Fig.  SO — A  tazik  for  tavtinff  i^ 
nor  tvbo  leaks  for  tir*  repair  abvp 
ia  aKowa  to  the  i«ft.     It  ie  0  iaa« 
wide   and   8    Ina.   deep. 
Hi 


A  ihop  light,  made  of  a 
can  protecta  the  globe 
and  not  eaaily  tamed 
orar. 


ordlnarr 
band  drlU  damped  In  thm 
wia«  can  be  nsed  for 
teaching  up  a  valira  ar 
fliing  a  taper  pin  whaa 
a  lathe  ia  not  av^aUable.  A  wood  *'reat" 
or  atoadylog  pieca  muit  be  placed  behiai 
the  Talra.  It  can  be  flzad  by  a  icrew  ar 
damped  to  the  ben  eh. 


"^^  ^ 


For  "nuudng  euglnea  la**  aftar 
tbey  aro  overhauled  the  simplest 
arrangement  ia  probably  to  connect 
the  front  end  of  the  orankahaft  to 
a  shaft  driven  by  belt  from  the 
line  shafting.  This  cenpUog  may 
he  of  the  starter  crank  type.  The 
engine  should  be  euppfA'tad  on  a 
lew  etand  and  the  drtring  shaft 
should  ba  provided  with  a  cuiver- 
sal.  The  shaft  is  most  simply 
mounted  by  bolting  it  to  the  laf^ 
of  a  lathe  or  planar,  as  illustratod, 
and  the  shaft  Is  driven  directly 
from  a  pulley  en  tbe  line  shafting, 
(•ae  also  Ford  Supptemont.) 


Ctuse  of   Misfiring 

lllfer*    mU«    9»M«    IaaIj    0il    amd   iwr- 
V/^<  »*'^  «»'    r«lM   ■•(II  «»^  mUftHms  ~- 

-iMi^mr  m,9  •/i««  i*      Home    made    valva 
r  ptHo*  '  Spring  lifter. 


A  very  small  grhtditig  wheel  foe 
mfninting  io  a  lathe  may  ba  uaed  for  fine 
work.  The  wheel  is  approxiiMitaly  1  In. 
in  diameter  m»d  rant  tvverat  thctvaaDd 
rvYohitioos  per  minaie,  ihiB  *p*«d  bein^ 
obtained  by  a  doublti  belt  reduction  tfoot 
the  drivhtg  dmiTL.  The  int£rTr«<iiatc  pmU 
lev  realty  floats  in  the  air.  th«  shaft  It 
oildca  on  beisg  merely  to  hold  it  to  t^m 
«De  of  tbe  belte  sboaH  break,  thereby 
destroying  ite  eqaililulum--' 


Method  of  BtralglkV 
enlng  a  bent  sbafl  ar 
rod  aiicb  a«  a  valTa 
stem.  Tbe  TiM%  te 
■sed  aa  a  levar.  Tba 
supports  ara  groovad 
and  adjusted  to  rati 
the  beod. 


StT  liO/:£iil^— MlBoallAneoTis  Shop  JBOnta 

pages  711.   712  and  696  for  a  gaa  heater.     Write  Chicago    SoUer   Co,«  1V%  ^.  '^i^vwa.    Kn%  ^  ^S«iS/t^^^«a,  A!^^ 
aaUfiuxiiig  wlro  aotdar. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SIX-D. 


b 


A  limmper  la  tbm  nmt  as  w«U  u  Ui* 
flront  is  BOW  th«  ftpf}roy«d  zntttuMl, 
Tb<  Eai)  QrMnoAii  Mfg.  Oo.  of  B«ah 
T«rsainftl.  Naw  York,  mAnufActure  the 
knxaperi  for  the  rear  or  front.  Writt 
for  «ftUloc. 


ooaD  wnrDfifUELD  cleaner. 

Ob«  of  Usie  eM«atl&l«  ol  bad  wMlbar  drlr- 
lAK  l>  aosifl  froTlitoa  for  keaptoK  th«  top 
glaiM  of  Ui«  wi8(j[ibi«td  fre«  from  anow  or 
mla.  Obomlcal  prapAmttoat  i.ro  iom«ltai«* 
o»»4  lo  fflTo  cbo  Aarface  of  t&o  f  l«n  ft  f  ra*i|' 
•urf»i'4i.  «o  Ui4t  the  rtla  wl!l  ran  off  rtpldlr* 
bill  tt>L>  Dotbod  ii  not  «tl4»cUTe  &iiLiii«t  tooir. 

SeraplDK  off  th»  furrace  of  the  ^w*  1* 
perlutpfl  tba  moist  elective  method  ret  dOTlnod* 


I 


RUBBER 


Glass 


Sflencdng   Mecbanleal   Hoims. 

Oar  ovrnen  are  of  ted  annoyed  bf 
am»ll  bo7e  n'ho  persiit  in  aoandlng 
the  mechaDicBl  born  wben  tbe  car 
In  left  onattflnded.  A  aimple.  but 
olFectiTo.  method  of  diiconra^ng 
tbis  practico  oonaiata  of  drllliaf  a 
nnall  hole  through  the  plangar  rod 
and  alipplog  a  cotter  pin  through 
thii  hole  when  the  car  U  left  alone. 

While  the  cotter  pin  may  be  eae- 
iljr  removed  when  the  owner  of  the 
car  retuma. 

Window  Oteaner. 

For  nantn/ixtz  dust  ttom  windiow»  th« 
ordinary  rubber  odf*  window  dryer  corn* 
biiifed  with  h  nouJi!  which  fivei  a  flat 
apray  th«  fall  lea^fth  of  tb«  edg«,  may 
b*  uB«d  with  a  coaaiderabic  uvtnff  of 
time.  Th«  noztle  is  mad«  from  a  piMO 
of  coppar  pip«,  whkth  U  n»tt«rvihd  and 
flaradt  an  «hown,  and  f*  then  strapped  to 
the  haodla.  Th«  water  is  turned  on  and 
the  tool  \a  rubbed  up  aod  down  the  win- 
dow 5iirfac«,  thun  removing;  all  dust  and 
dirt;  then  the  water  is  ihut  off  xnd  th« 
window  itt  dried  by  *crapkng^  the  drops 
away  — 


» 


A  limpte  cleaner  may  be  made  of  a 
pieoe  of  rather  heary  ateel,  or  braaa. 
wire  aboot  a  quarter  of  an  inch  in  dl- 
anMter,  aod  a  piece  of  rubber  tubing. 
Tha  wire  i»  bent  in  the  form  of  a 
donble  loop,  and  a  piece  of  rubber 
t&biag  ia  alipped  over  each  froo  end 
if  the  wire.  If  the  wire  it  coated 
Willi  robber  cement,  before  the  rubber 
Ittbiag  ia  puiled  on,  there  will  b«  no 
ahanea  for  the  tubing  to  comt  loot*. 

The  middle  of  the  wire  loop  ibould 
rab  an  the  inaide  of  the  glaat  at  a 
point  about  oppoatte  the  middle  of  the 
rubber  tubea,  o  that  an  even  presture 
wili  be  exerted  by  the  rubber  tubea 
wwwt  their  wnole  length  on  the  aur- 
faaa  af  the   glaaa.      (Fordowner.) 


kl«4e  of  »m  OOo* 


Painting  an  Autoix>obtle 

Paifiting  .in  automobile  -t^i 
quickly  Arid  tHorrtin^hty  u'lth  i  br\ 
iif^cuU  ^A  h  V      ;  raying 

simil.ir  to  Uk  I  in  the 

tratioin  made  t  i 

The  oiitfil  cons: 
CAU,  nude  ihto  an 
tin;  A  tire  pump  to  t  .^  ^.  v.  U 
pipe  B.     A  piece  of  small  l 
A,  wa*  fnountcd  in  one  side  of^ 
the  upper  end  of  it  extending  a 
distance  outside  of  the  top.     A 
Ortd  piece  of  pipe  was  mounted 
horizontal  position  in  the  top  of 
can,  3LS  shown  at  B.     If  a 
attached  to  the  can.  as  at  C,  the 
of  pipe  B  nuy  pias>  through  it 

wise  and  extend  a  abort  d: 
yond  the  end  of  the  hani 
pipes  were  soldered  to  the 
can,  and  the  scmv  top  was 
v^irh  a  gasket  to  make  it  tighi 
When  the  air  i$  forced  tf  '~ 
horizontal  tube  B  and  czw 
across  the  opening  in  the  Uj,  _ 
the  vertical  tube  A«  the  Hqukd 
can  is  drawn  u^  and  forced  oat 
fine  spray.  A  mixture  for  spra^ 
radiator  may  be  made  of 
and  turpentine.  A  sheet  of 
should  be  ptaced  back  of  the 
to  protect  the  engine,  and 
outer  rd^,  to  prevent  the  li^fd 
bespattering   the   brats 


BTEEftlNG  POST  PULLER 
Two  woodcfi  blocks  clajnped  to  the 
fteerfag  iwet  by  a  heavy  metal  clamp 
©ff#r  a  aoflTfifiMmt  brwa  for  a  jack,  thu* 
parmlttiaa  the  removal  of  the  ^totriag 
pwl  Aft«r  applyijiK  »  utraln  to  tli4  pott 
by  Mas*  of  the  jack,  m  few  biowi  on  the 
block*  with  a  heavy  hammer  >o  looaen 
the  pOTt  that  it  may  be  drawn  out  with- 
out  ^}«ry.^ 


OIL  STORAGE  SYSTEM 
An  oil  itoragc  syiitein  whereby  the  oil 
b  diacharj^  by  gravity,  ijr  ihown.  It 
iroiapriMi  iNBiireral  tanki,  ae  maay  «» 
there  are  kindi  of  ell  to  b«  itored,  held 
doee  to  iba  ceiling  on  pipe  atandarda. 
and  each  pipo  coniivcctid  to  ate  diecharg* 
valve.  Oil  ij  tr«n<f erred  from  the  origi- 
nal barrel  by  air  pressure,  through 
a  special  eooneetjoti,  in  the  manner  illu*^ 
trated.  la  addition  to  faritiUting  the 
withdrawal  of  oil,  thi«  method  g»u  the 
taoka  op  out  of  the  way«  and 
noch     valuable 


Rough  PBrfaeea,  tuch  aa  garace  wallk 
lav  ba  paintod  or  whiteweahed  gaiall^ 
•nd  econoinically  by  the  u»a  of  aa  a& 


tpray  siimlar  to  that  uacd  for  eleoaiaf 
motors  with  keroeana.  The  paint  m 
whitewaih  i«  placed  in  a  boekat  and  Urn 
tippiicatioD  of  air  praature  to  the  nnuJic. 
whoM  rorutruetion  ii  plainly  ahove, 
«totftuce«  the  Uquid  and  spraya  tt  agahial 
the  walla.  Vahraa  are  provtdod  foir  rtr 
ulating  both  air  and  liquid  Oew^  aM 
with  a  Uttlo  exp«riwie«  it  la  •ttty  to 
obtaiA  an  adfaataeat  whtdt  wiD  aSov 
an  avvn  and  eeoBomiQa]  affillcitll  al 


U 


aSAXT  NO.  20t>— Uaeful  Sbop  BlnU  and  Davicat. 


USEFUL  SHOP  HINTS  AND  DEVICES. 


787 


(2) 

(«) 
(4) 

(5) 


♦Testing  Circuits, 
Tt:e  test  of  electric  circuits  is  simple  if 
one   will    divide    the    electric    system    Into 
ualta   (see  also,  page   416) — For  iafitAoce: 
(1)     Starting  motor  circuit* 
Generator  circuit. 
Lighting  circuit. 
Ignition  circuit- 
Tho  etorage  battery. 
Electric  troubles  may  be   in   the   major 
parts,    H9    motor,    generator,    lamps,    tinier, 
battery,  or  in  the  wiring  connecting  parts. 
There  are  four  classes  of  electrical  trou- 
bles, namely:  an  open  circuit  {page  415); 
a  short  circuit  or  a  ground  (page  412),  and 
a  poor  connection. 

The  idea  then  Is  to  start  testing  at  the 
proper  point  of  the  circuit  after  diagnosing 
he  trouble  as  explained  at  the  top  of  page 
til.  For  instance,  if  starter  trouble,  start 
at  the  battery,  then  switch,  then  interior 
of  motor,  then  back  to  battery.  If  gen- 
erator trouble,  start  at  the  generator.  If 
lighting  trouble,  start  at  the  light  switch, 
then  fuse,  then  wiring,  then  lamp.  If  igni- 
tion trouble,  start  at  the  ignition  switch. 
If    battery    trouble,    start    at    the    battery. 


n 


r  ♦♦Circuit  Testing  Devices, 

Circuit  teeing  devices  can  be  divided 
into  two  general  classifications:  visible  and 
audible. 


Fit  12  PbcQf  Mjcado  Tatet 

Visible  circuit  testing  devices  would  in- 
clude test  lights  as  per  figs.  20  and  30, 
and  the  ammeter  and  volt-meter  per  pages 
410,  416, 

Audible  circuit  testing  devices  would  in- 
clude an  electric  bell  or  buzzer  (fig,  10),  a 
phone  receiver  (fig.  11)  or  a  telephone  mag- 
neto (fig-  12), 

The  test  light  can  bs  Aither  m  high  volts^^  \\fh% 
from  *  lighting'  circuit,  at  a  110  volt  circuit  (flf. 
20),  or  ft  low  ToUagfi  Ump  uted  with  a  itorage 
batterj  ai  per  page  4X8,  or  a  low  volta^a  lamp 
with  drr  eelli  per  flg,  80  above.  Soe  paget  418, 
403.  for  teata  which  can  b«  made  with  a  teat  lifht. 
If  a  110  voU  lamp  ia  aaed,  then  a  carbon  fila- 
ment lamp  will  stand  more  Tibration  tha»  a 
Tungtteii  lamp.  Five  c^Uk  and  a  6  volt  Itimp  will 
probably  be  more  eonveoient  than  the  itora^e  bat- 
tery, afe  it  can  be  moved  about  more  leadily. 

The  ammtler  and  voltmet«r  can  be  nied  in  many 
inatancc*  where  a  test  li^ht  can  be  used  and  vice* 
versa — ace    pages    416^    410. 

The  bnsxar  or  heU  and  phone  rectiver  (fist.  10 
and  11)  hai  the  advantage  that  both  handt  can 
be  used  with  the  tett  poiota,  capeciall/  when  tpst- 
ins  out  dilTerftit  iectione  of  I  he  armature  coiU- 
Two  dry  celU  are  euffieient. 

Tast  notntt  are  explained  on  pagea  890  and  418, 
»ioU   e*n   be   made  of   iteel   about    S'    long 


The   poiota 

with    sharp   pointa   ao 


it   will    make    good   contact 


Tbe  magnate  ieattr  (fig,  12)  gencratea  a  high 
voltage  and  it  adapted  for  testa  which  will  force 
a  current  through  a  high  d«gr*«  «'  iniulation  ae 
poor  connect iona  or  a  leaky  path  and  coil  wind- 
ingi.  This  device  ia  nothing  more  than  a  tele- 
phone magnetoi  generator  with  a  bell,  tast  eorda 
and  Celt  point i.     It    it  cranked   by  band. 

DTnamo   and   Idnee   of  Force. 

Question:  How  does  a  dynamo  start  to 
generate  current  when  there  is  no  magnetic 
influence  to  atart  with  to  build  up  **line8- 
of-force,"  On  page  267  the  erplantion  ia 
that  a  magneto  starts  to  generate  current 
because  the  *' permanent"  magneta  produce 
lines-of-force. 

Answer:  The  field  poles  of  a  dynamo  are 
not  permanent  magnets  as  they  are  soft 
iron.  Permanent  magneta  are  made  of 
steel.  Soft  iron  however,  will  retain  a 
small  amount  of  magnetism.  When  gener- 
ator was  constructed  it  was  first  rcn  as  a 
motor,  which  gave  it  the  initial  magnetism, 
due  to  current  flow  around  the  wire  wrapped 
around  the  field  poles^  thus  producing 
*' electro-magnetism** — see  page  325,  A 
slight  ameunt  of  magnetism  is  left  in  the 
poles  and  always  remains  there,  called  "re- 
sidual'* magnetism.  Therefore  when  gen- 
erator armature  is  driven  as  a  generator 
and  field  circuit  is  connected  to  the  brushes, 
even  though  the  residual  magnetism  ia  very 
slight^  there  is  sufficient  lines-of-force  for 
generation  or  production  of  e.  m.  f,  at  the 
brushes,  and  as  the  armature  revolves  in 
this  ever  so  weak  a  field  the  Hnes-of -force 
are  cut  and  the  e,  m.  f.  builds  up  as  the 
speed  increases  causing  current  to  flow 
through  the  field  winding  and  is  thus  "elec- 
tro-magnetized*'  stronger   and   stronger. 

It  is  adTlukble  whan  oTerhauUng  a  generator  to 
ran  it  aa  a  motor  after  repairing— flee  page  424. 

The  abort  generator  g«n«rAtes  alternating  car- 
rent  iu«t  the  same  aa  a  magneto,  but  the  com- 
mutator li  arranged  so  that  the  polarity  it  kapt 
deRoitely  positive  and  negative  at  the  bniabea  or 
"direct'*    current. 

Loose  Commutator  Connections. 

On«  can  tell  If  generator  Is  generating  lU  prop- 
er ontpnt  by  observing  the  ammeter.  One  should 
learn  just  what  the  maximum  output  should  be. 
If  it  generates  a  very  low  amperage,  aay  abcnit 
2  ampeirea,  then  at  timea  none  at  all — the  trouble 
may  be  due  to  a  loose  connection  and  sometimai 
that  loose  connection  ia  at  the  point  where  the 
end  of  armature  coil  it  soldered  to  the  segment; 
which,  although  apparpully  securelj  soldered  may 
be  looee. 

One  method  of  testing,  is  to  use  a  test  light  and 
teat  points— place  one  test  point  on  commutator 
segment  connected  with  the  suipected  loose  arma- 
ture coil  and  the  other  on  the  segment  180* 
apart,  or  on  extreme  oppoiite  side  of  cemmutator 
which  is  the  other  end.  If  on  passing  the  current 
through  the  armature  coil  in  this  manner,  there 
will  likely  be  a  slight 
spark  or  arc  at  the 
point  where  loose^test 
all  scgmeniB  in  like 
manner  and  reaolder  eny 
that  are  looie. 

To  Find  Polarity 
of  RectlAer. 

The  charging  wirea 
from  a  rectifier,  if  con- 
nected wrong  (use  a 
regular  dash  type  am- 
meter) wm  show  80 
amp.  If  connected  cor- 
rectly will  show  about  6 
amp.      (Motor  World.) 


HABT  NO,  SOO— Useful  Information  For  The 

21   ia  adviasble  to  obtain   a  Wiring  Msnual — ^aee  adv 
^Ita,  gToundi,  armature  nud  field  eoifi  per  pages  402 


Electrical  Repairman,    Sc>f  ulso,  ^tx^.'t  v^^, 

bark    of    Uiok,     **Yox    V*aVwi6    wv^   ^SxctXv^.    <fa«w 

Aoa.  4\ft,  hii.    o^tiXm  kt.«^ 


738 


DYKE'S  INSTRUCTION  NUMBER  PORTY-SIX-D. 


Hf.  tl.     Spilnff  Wlndtr, 

Sprinfn  of  vftri«iii«  iketr  may  be  wsnnd 
on  1^  Kfrtnt  windtnt^  outfit  illusirmi^, 
A  eui-jir^4i  fr%nvt  lupportj^  tw*  vf*- 
rtfhti  thii  met  mm  bemrUip*  for  the  apririK 
•ifidiiiif  fiHndlc.  Th«te  if  indlei  *r«  toil 
rt«el  »«dt  havlnr  ■  tTimmet^r  somrwhal 
Hiipn#r  than  the  inside  diam*trr  of  Uit 
vpHiif  t*  |>#  wmind.  One  end  »  bent  tn 
fom  A  fniiliL  And  FwridEi,  the  oUier  twinp 
aoCebed  to  receive  the  spring  wire. 

•Plf.  20.     Rear  Wheel  Puller. 

A  spwial  poller  U  rwinired  for  the  re- 
BOiral  of  the  Dodge  rear  wheel.  After 
the  renova!  of  the  ouUide  flange  and 
the  nmt  axle,  the  frame  of  the  poller  U 
bolted  onto  two  of  the  flange  bolts.  The 
ploager  on  the  end  of  the  Krew  fits  in- 
side the  rear  axle,  hoafing.  giving  a  lev- 
•rage  that  permiU  the  ready  removal  of 
the  wheel  The  frame  is  made  of  cast 
iron,  reinforced  by  ribs;  the  screw  is 
e  %-in.  bolt. 


Fig. 


Generator  Spanner 
Wrench. 


A  spanner  wrench  for  faciliuting  the 
adjustment  of  the  silent  chain  drive  on 
the  motor  generator  of  the  Dodge  car. 
It  consists  of  a  piece  of  %-in.  round 
•tock  about  9  in.  long,  bent  and  formed 
in  the  manner  shown.  To  adjust  the 
chain,  the  chain-inspection  plates  are 
first  removed  from  the  motor  gear  cover 
Then  the  set-screw  on  the  cylinder  cast- 
ing and  the  strap  holding  the  motor  to 
the  hand  hole  cover  plate  are  loosened. 
By  means  of  the  spanner  Vrench  the  ec- 
centric bushing  is  turned  until  the  chain 
ha<  the  proper  tension.  When  properly 
adjusted  the  chain  should  run  without 
perceptible  noise<- 

Tig.  24.  CtonerAtor  Gear 
PuUer 
A  puller  for  removing  the  generator 
gear  on  the  Dodge  car  is  shown.  The 
housing  is  made  of  fast  iron,  cut  away 
at  the  base  to  engage  the  gear  and  pro- 
vided with  a  %.in.  set-screw  for  obtain- 
ing ■  leverage  on  the  generator  8h<»ft. 


«^*3?CVF 


cnucsff 


FLOAT  VALVX  TESTES 

This  illuf trttion  shows  a  device  for  de- 
lenaintDg  wWtber  the  float  valve  of  the 
carbux^ier  leaks.  It  is  designed  par- 
ticulsrlj  for  pressure  systems,  althoogfa 
it  oaf  be  u^  for  the  (wdinary  gravity 
lyitem  by  lirnply  remo\'ing  the  pressure. 
ft  consisu  iff  a  tank  partly  filled  with 
gasoline  and  provided  with  an  air  gage 
An4  hand  p^^mp.  The  carbureter  is  at- 
tsched^  the  |>ressure  raised  to  the  ro- 
iqylred  amoicnt,  and  then  the  carbureter 
ts  allowed  to  stand  for  several  hours  to 
^temlae  whether  any  leakage  takes 
place-  Floit  valves  which  niay  not  leak 
at  alt  when  ^.tsted  under  a  small  gravity 
head,  will  Itsk  badly  when  put  under  a 
few   pouiid:^   pressure. — 


A   pinch   har    18   in.   by    %    in., 
handy  for  removing  fears,   etc. 

A  Shellac  Botae. 


No.  17.  Cranhcase  Wrench. 
The  retaining  nuts  on  the  crankcase 
may  be  quickly  removed  or  replaced  by 
the  aid  of  this  wrench.  The  handle  is 
made  of  %-in.  round  stock  bent  in  the 
form  of  a  bit-stock,  as  shown.  The  upper 
end  is  fitted  with  a  hand  rest;  the  lo-ver 
'end  with  a  socket  for  engaging  the  nut 
A  short  piece  of  round  stock,  slightly 
larger  in  diameter  than  the  nut  to  event- 
ually be  turned,  is  drilled,  as  illustrated 
in  the  smaller  sketch.  It  is  then  heated 
and  formed  over  the  nut  it  is  to  fit,  case- 
hardened  and  secured  to  the  handle  by  a 
oin. — 

Fig.  15.     Crankshaft  Bearing 
Wrench. 

It  is  often  difficult  to  get  a  socket 
wrench  thin  enough  to  fit  betveen  the 
nut  and  the  bearing  housing  of  the  con- 
necting-rod or  crankshaft  bearing.  Or 
if  thin  enough  to  do  ^his  the  wrench  is 
too  weak  to  properly  tighten  the  nut 
A  solid  S- wrench  may  be  used,  but  is  not 
as  satisfactory  as  the  socket  for  this 
purpose.  A  solid  socket  wrench,  cut 
away  in  the  manner  illustrated,  pos- 
sesses the  required  strength  and  has  all 
the  advantages  of  the  full-socket  wrench. 
As  the  connecting-rod  nuts  are  not  the 
same  size  as  the  main  bearing  nuts,  the 
wrench  should  be  made  double-ended  and 
fitted  with  a  removable  handle.- 


Plf.  i    rtmt  wistlnii  of  prewMitkif  it  torn 


Many  engines  lose  oil  from  the  tappet 
gttides.  and  in  Fig.  1  are  four  methods 
of  dealing  with  this  nuisance. 

In  method  A  the  tappet  itself  is  doc- 
tored, a  groove  being  ground  in  tb« 
center  Thia  groove  is  of  pecoliar  de- 
sign, the  upper  portion  being  sharp  cat 
and  the  lower  part  gradnaUy  chamferei 
Che  idea  being  chat  the  oil  escaping  put 
dre  ronodcd  portion  is  met  by  the  ihirp 
edge  when  the  tappet  is  descending,  sad 
ts  forced  down  with  an  action  similar  to 
Che  scraper  ring  on  a  piston. 

In  B  a  deep  recess  is  coonterssnk  ia 
Che  top  of  the  tappet  guide,  and  forsii 
a  slight  well  where  oil  can  accmnBlate. 
If  there  is  still  a  tendency  for  the  <nl 
to  overflow,  the  idea  can  be  carried  a 
step  funher,  and  we  arrive  at  Fig  C 
where  the  well  has  been  increased  bj 
soldering  to  the  top  of  the  guide  a  col- 
lar made  from  a  piece  of  brass  tube 
H  inch  in  depth  and  of  such  diameter 
«s  to  be  just  slipped  over  the  head  oi 
Che  guide. 


««. 


Window    Ventilator 


Some  method  of  ventilating  the  n- 
pairshop  should  he  provided,  and  a  sim- 
ple form  of  window  ventilator  is  shows. 
It  consists  of  a  piece  of  an  old  wind- 
shield glass,  held  in  an  inclined  positioe 
on  the  window  sill  by  two  triangolsr 
supports,  and  permits  the  window  to  be 
raised  and  the  shop  ventilated  without 
causing  a  serious  draught  on  the  rat- 
ohanic- 

Plg.  16.  Valva-Oap  Wrench. 
A  wrench  for  removing  slotted-hesd 
valve  caps  may  be  made  from  a  bar  of 
steel  2  in.  round  and  6  in.  long.  A  %-iB. 
hole  is  drilled  through  the  center  of  the 
piece  and  the  jaws  filed  on  the  lower  end, 
as  shown.  A  transverse  hole  drilled  ie 
the  upper  end  permito  the  insertion  of  a 
bar  H-in.  round  for  a  handle,  ne 
threads  of  the  cap  should  be  smeaied 
with  a  paste  made  of  graphite  and  oil 
before  replacing  the  cap.— Hudson 


Ad|.Screw 


Fig.  14.    ValTe  Tappet  Adjust- 
ment. 

The  valve  Uppets  of  the  Maxwell  may 
be  readily  adjusted  by  means  of  special 
wrenches  provided  for  that  purpose.  Tiro 
standard  626-X  check  nut  wrenches  an 
purchased  at  any  supply  store,  and  bent, 
after  heating,  in  the  manner  shown. 
After  loosening  the  lock-nut  the  a4Jiiit> 
ing  screw  may  be  turned  until  a  gage 
registers  the  proper  clearance.  Tliif 
should  be  from  .006  to  .009  in^ 


OBAST  NO.  m2— MlflceUaneous 
OhMrtB  801  MDd  803  omitted   (error 


Bepalr  Sliop  Hints.    (Motor  World.) 

in  numberV  "^  See  pa^e  14'^  Iot  '&m\c;V  ^wli^el  puller. 


USEFUL  SHOP  HINTS  AND  DEVICEa 


Ttg.  e^-^&Ain  Tlflon  winil- 
ihlelds  mre  common  on  closed 
ctrft  but  lanQsnal  an  open  ones. 
It  la  »  iimple  matter,  how- 
erer.  to  mdd  this  fenture.  The 
tipper  teotioa  «f  •  wtndihield 
is  iDounted  on  the  front  of 
the  tap,  two  spe<jiftUy  made 
brscketB  belnf  aied  to  bold 
it  in  pUce.  It  efttch«a  the 
rain  and  the  regular  wiad- 
thield  protect!  the  driver  from 
the  wind. 


ttcPtuM  on. 


Iraeli  for  l»jidllsi|r  oiU  4nd 
»C7  in  llive  ««nric«  station  or 
tftr*g«  may  b«  made  by  buildlnK  a  entail 
woMaa  truck  inount«^  od  castors  and 
placing  on  it  nnalJ  taiUit  •(ptipped  with 
Mlf-neaiuring  pumpf.  In  tAC  dvidce 
»))Own  the  Waaver  Iroekct  pump  is  used. 
Th«  Mlf-Tncasurioj;  f«atiire  «n>bl«»  th« 
oil  and  KTcate  to  h*  ^oTd  mt  the  ctirb  or 
ifD  th*  gmr«fre  in  0)«  S4m«  way  that 
f«iSoliii«  «ottld  be  from  a  whtvl  cart.^ 


I^ition  Tester 

To   find   wliich   cylinder  is  missing^.   a 
pitcr  of  f?b*rr  H    in    loiifr,  about    M  in. 


%»mrk  pap  for  ftitdlttfl  tflnU.on  l/«ub»« 

rbick  And  H-ity^  wtdc  is  t:»kcn.  and  near 
lh€  cnst*  ;irc  ifisertcd  cAbIc  icrrminal 
pusiB  Ttirotig^  pneh  poit  IS  pai,>rd  a 
toppft  y>,rc,  0  r  center  bcinR 

adlwiabk  th'  movrnicnt  of 

llie  wires      fj  Mrs  has  a  Joop 

Ihe  end  for  .in.iu.nrni  to  a  plug,  The 
irtiori  cable  i*  attached  to  the  other 
U.  With  out  of  ihcic  on  each  pluif 
kiNS  the  wire*  at  a  varying  eap,  ji  it  p^j. 
tibU.  ^^r^eciaUy  in  a  dim  light  or  dark* 
»e»*,  ff  *cg  the  action  o4  rhc  plug*. 


.■-^ '  '^ 

5\           A 

??f^ 

i^l.A 

S^K 

^^•^ 

;^^ 

^^e 

» 

J1<  f«r  0«tUr  Hole*, 
•A  jig  for  drilling  cotter  pdi  hole*  til 
bolli  and  pin »  may  be  inadii  ot  a  piece 
i>t  trtu^r*  litocli  m  which  there  are  sev- 
eral Uaniverfc  holes  for  receiving  vari- 
oiis  sizes  ot  pini  At  right  angles  to 
each  one  of  these  ii  a  hole  through  which 
the  cotter  pm  dntl  is  inserted.  The 
distance  that  the  cotter  hole  i»  from  the 
end  of  the  pm  i»  determined  by  the  ad* 
justment  of  a  *top  »crew  which  is  car* 
ned  in  a  pUte  »n  the  back. 


Wi4.  % — |.M«BLBf  fbf  re»r  act*  kui 
■r«  pl««t4  14  lra«t  •!  ikt  tart  » 


VariovB  AaJe  Hiutsa  D«fiiied 
The  adjifitment  of  axle  |e*r«  eaa  beit 
be  determined  by  titting  in  the  rear  teat 
and  holding  the  handi  over  the  ears 
(Fig.  1).  Should  the  vound  from  the  axle 
be  a  steady  hum  and  not  too  loud  the 
gears  may  safely  be  »aid  to  be  adjusted 
properly.  If,  however,  there  it  an  oc- 
cationat  stress  in  the  sottnd,  that  ti»  a 
steady  hum  intrrropted  with  a  rather 
'  loud  -note,  the  adjustment  may  be  incor- 
rect. It  will  be  found  in  testing  in  this 
manner  that  the  gears  may  sound  well 
when  the  car  is  running  at  uniform  Ipeed^ 
stow  or  fast,  but  that  aa  soon  at  a  pick*^ 
up  is  desired  a  stress  in  the  sound  will 
be  heard.  Then  again  the  gears  may 
sound  well  except  when  coasting,  which 
is  another  ailment  which  may  be  eof> 
rected  by  adjustment,  tf  after  trying 
various  adjustmenta,  perhaps  taking  In 
the  whole  range,  the  gears  atftl  give  a 
characterisiie  loud  note  at  intervals,  it 
may  be  that  one  or  more  teeth  are 
broken  or  the  gears  are  slightly  out-of- 
round. 


Many  time*  an  ordinary  iack  mav  b* 
OMd  to  advantage  in  straigntenfng  b«nt 
parU.  For  enmpk,  on*  of  the  re«t» 
for  tha  top  bows  was  bent  in  a  sliifhi 
accident  and  it  was  quickly  atratirhtencd 
Iby  backing  the  ear  np  e!o«e  to  the  ga- 
nfc  wall,  aft  iboiiiii«  and  Daing  ■  jack^ — 


Bos  8ii1>tUtiit#  for  •  Fll. 

VVhile  not  t»rw,  the  substUiiie  for  a 
pit  tlluitrated  is  worth  descrtbing  be* 
cause  ©f  Its  merit  *JVi^  heavy  wooden 
\y(^K^%,  one   frr  '  .  f,  ^„h  ^  jj^j,^ 

of  about  JO  A  flti  ^p4<:e  t>n 

top  are  used  are  coniiruclcd 

of  IJ'i-  or  *^  rnri  ].ia>.ks,  ihf  height  is 
about  10  inches  and  the  length  about  4 
feel  Such  hoxe*  \t,s\\  support  even  a 
heavy    c;»r 


OomprMslaii  T« 

A  compression  tester  is  necessary  for 
accoratcly  determining  the  condition  of 
valret  and  pistons  as  regards  their  tight-' 
ness.    A  cheap  but  tatisfactory  one  titay 


nez:  cAcr 


NNN^.'-, 


?^^^^^ 


CYLINDCF 


Compresa^oii   tetter   mad«  «r  tirt    gaupe 
and  aparit  plug  ahtit 

be  made  by  combining  a  tire  ga'age  and 
a  spark  plug  shvlL  The  gauge  mav  be 
iastened  to  the  shell  by  pouring  babbitt 
or  lead  in  between  the  two  or  a  special 
reducing  nipple  may  be  used.  The  gauge, 
of  cour&e,  is  placed  in  the  spark  plug 
hole  when  a  cylinder  is  to  be  tested.  A 
weak  cylinder  can  be  readily  indicated 
«  vcri  if  the  normal  compression  in  pounds 
i»  not  known,  by  the  fact  that  it  will 
rtf^i^ter  less  than  the  others.  The  use 
ot  this  device  is  very  important;  it  should 
be  employed  whenever  any  irregularity 
ii  noted  in  the  operation  of  the  motor. 
I.caky  vjilvcs,  pistons  and  valve  stem 
,;Li4-Jc»  may  cause  a  miss  or  a  jerky  ac- 
i>on  th.-vi  ordinarily  would  be  Mamed  on 
<ht  carbureter  or  ignition. 


Y%g.  4 — An  sutomatic  bt9W  code 
— Ti«ed  lo  conni^etion  with  an  air 
itorafe  •ystem  for  duiling  o«t 
cara,  clettaing  esg^ioe  and  ptxt*, 
T — coanecte  vith  air  line.  H — 
handle.  A — blower  opening.  (Ster- 
ene  Co.,  N.  Y.) 


OHABT  NO.  80i — MlBcellAneout  Shop  Biata. 
OhATt  808  oiafttod    (error  In  nnnaberlnf). 


J 


D\TiE'S  INSTRUCTION  NUMBER  FORTY-SIX-D. 


Wh9a  tiiDting  pne««  on  rep&ir 
vork  it  iB  sdviMbie  to  k««p  & 
■Ulemeut  of  work  nec«»Mry,  mark- 
Inr  aHer  «acb  item  the  co«t.  K«ep 
AfiftDKl  with  owner 'a  lignBtur*; 
Aod  giv«  copy  to  him. 

Bxt7A  •qulpmvBt:  iaclude  h«re 
tht  tooU  left  in  bit  car.  then 
thvre  cao  be  no  divptitfl.  Put 
thtm  in  itock  room.  Tblt  plan 
can  b«  elab«r»ted  opOD — m  alto 
paft  600. 


It  ta  oftan  deiirmbls  to  detrrmmr  thr 
icx*^  eonsumption  t>f  s  tfiven  car  hy 
ilelermioinit  how  far  U  %inll  run  on  a 
tii«aiured  quantity  of  fud.  A  convenient 
m«ani  of  doiniE  tJiU  If  to  take  an  ordi- 
nary %-gmV  kcroRGDe  oil  ran  and  plac* 
in  It  a  ^quart  of  jcaaolinr  A  rubber 
tube  running  to  th«  carbureter  is  then 
Attached  to  the  ipout  and  the  can  i«  in- 
irertad  and  tit4  lecuraly  at  aome  con- 
venient plae«  on  Um  motor  or  daahboard. 


prt> 


id  drftft  pi 
vsntlvd — a     place 
of     iheet     rabbar 
plicad   aa   ahown. 


A  grmdtns  wlitet  for  iU"*i  ,*  J 
ffork  can  br  made  by  a|la«b*jic  ^  »-^>^ 
i^hccl    lo   the    <T«rtH€    drill    aad   **^^- 


04c 


EMt^n'  <:U7TH 


:;^=^ 


The  principle  of  the  ayphon  may  b« 
U4«d  in  nrnny  plac«a  in  repairshop  work. 
For  «3cainple.  it  providea  a  aim  pie  method 
of  drawinx  di«till«d  water  for  Ihe  ator- 
ag«,  batteriCi.  A  f lata  tube  extending 
ta-the  bottom  of  the  bottle  i*  inserted 
in  Uie  cork  and  a  rubber  tube  Is  at* 
tached  as  shown.  The  end  of  the  ^laaa 
tube  must  extend  below  the  bottom  of 
the  bottle,  conioauently  k  Is  advisable 
t«  place  It  on  a  tbclf.  The  tube  may  be 
made  loar  eoouffh  to  raach  to  the  ttor- 
«fc  battadM,  'Hie  flow  of  water  ia  cod- 
trolled  by  a  simple  sprinf  device  which 
pinebM  the  tube.  Trvis  may  be  madtt 
or  pureliaied  at  a  druip  atore.  To  put 
tbt  ayphon  in  operation  it  is  merely 
nacaaaary  to  suck  on  the  tube  until  it 
ia  Blled  with  water.  Once  thtt  i*.  done 
the  water  will  remain  in  the  tube  and 
the  syphon  will  always  be  ready  for  in- 
atant  operation  until  the  bottle  is  amp- 
lied.  The  same  principle  may  be  ap- 
plied for  drawing  graaoline  from  a  tank, 
oil  from  a  crahkcase,  elactrolyte  from  a 
atorafe  battery,  and  ia  adaptable  to 
many  other  uses.  Of  courae.  it  is  us- 
ually more  convenient  to  drain  a  araso- 
line  tank  or  crankcsMi  in  the  ordinary 
way,  but  sometimes  the  syphon  principle 
will  be  found  quicker. 


pioi  A  atrip  of  «Eti«iT  P*P«  ,  ^ 
the  periphery.  The  papar  i»  ^ 
tened  by  cutlinff  ft  noleb  I&  wa 
wheel  and  holdiof  tb«  aada  ti  lie 
paper  by  dririnj  a  wmIc»  bii9  tka 
notch. 


Afi  overhead  raitwav  for  repatrihop 
use  may  be  patterned  after  tho»e  in 
ui«  in  lar^  butcher  «hopd.  It  consista 
of  a  track  made  out  of  stock  about  % 
X  2  in.  and  suspended  from  the  ceilinf 
^by  anas  at  freauent  intervals.  On  thU 
track  14  ptarCeJ  a  cap,  to  which  the 
block   and    tackle   in   attached. — 


Flf.    7 — Aiiotlter    en- 
gl&«  daaner;     Parta  muy  — •—l 
be  readily   cleaned  by   a  '\ 

g^aioUne  ipray  or  aapi- 
rator,  actuated  from  Ch^ 
air  preasara  line.  This 
tpray  comprlsea  a  thort 
lenfth  of  copper  tubia^, 
about  %  inch  in  diame^ 
ter,  having  it  piece  of  Vin 
inch  brahs  tubing  sol- 
dered onto  its  aide.  The 
air  line  ia  connected  to 
the  larger  tube,  and  the 
amaller  tuba  is  connected 
to  the  B;aaolin«  aupply. 
When  the  air  tji  turned 
on,  a  auction  ia  created 
in  the  amaller  tube. 
drawiof  gasoline  from 
the  ean,  and  forcing  it 
onto  the  pari  to  be 
cleaned.  (a«a  aUo  fig.  6, 
page    744) 


It  la  a  rvf  aimplc  raattvr  to  budtf  » 
deric*  which  wUl  eauae  •  tett  «»  tiaf 
when  the  praaaure  In  the  air  tank  im\%M 
the  deshnad  maximum  or  inaiiil^  thaa 
reminding  the  man  in  charfa  that  tfea 
cocapraaeor  ihoold  ba  tuniad  off  or  m. 
The  indicating  hand  on  tba  air  0411 
ecxmplctaa  a  circuit  by  tou«y«c  a 

pin   when   it   movea   lo  aif*' "^ 

and  thus   makea  the   baU 

pins  are  mounted  in  a  iOM ^ 

which  ia  rivet«l  to  tlla  fiapa  «C  1k»  1 
The  two  piaa  are  thoa  eonipllMlr 


lated  from  the  gage  and  are  1 

to  one  terminal  of  ihe  balL 

piece  of  wire  runs  frmn  the 

minal  to  the  battery  and  the  1 

is  attached  to  the  caaiag  of  Um  M%  fi 

that  current  flows  through  tlie <*MMt»i 

the  hand  to  one  or  the  ^hn  af  OiB 

meta)    points,  ' 


OHABT  NO.  805— Useful  DtTices  and  Bepmlr  Hliits  for  the  Shop» 


Kerosene  Tub 


A  Utgt  (ub  ol  W»ro*f  ne  *fc^Hl  U«  found 
cunv«niefit  for  w3t%Umg  |>«rti.  TIte  tut» 
ihoutd  tijve  »  meu)  ttMtne  4  or  S  in. 
from  thf  boitiMit.  lO  ih^t  whatever  t*di- 


K*r«Mfit  tifb  with  fnvUi  frallfifl 

frtrhl  teitlt»  i»  not  tiirred  up  C9cli  time 
•  p«rt  t»  w;tshed.  TKc  presence  of  the 
4,'rjtjni({  inmtci  clean  ft^uij  Cor  a  ton- 
>iijrr4ble  Irngih  ol  time,  ior  iusi  is  toon 
A%  A  pari  IS  washed  Ihe  i^rit  and  dirt 
9<u\fi  Mow  the  grating,  leaving  ilie 
humd  clr^fi 


Oomblnfttloii  disaliif  tali  asd 
draduboard  for  roiaoTlBg  Ui«  dirt 
from  piJts,  It  is  tisnal  to  rnkko 
the  tub*  ftod  drAlmboard  separate, 
bill  b7  InAtalUng  «  icrseo  in  the 
tank  whoa*  height  may  be  readily 
reiaed  or  lowered,  all  the  advan- 
tagea  of  draiDboard  are  obtained, 
tocathtr  with  conildfirabla  eeoaomy 
of  apaee  and  aome  added  conve- 
oie&cfta. 


^  All  'KtstfiU 


A  rpaffMy  m»6t  tabic,  c«'V*r¥d  with  tin 
•r  tine  Ann  with  «  w«l|  in  il  for  hnl<4int 
hrrvwD^t.  makvt  a  handy  Mtrin^trmtn^ 
tat  ctMirinf  part*.  Th^rt  if  a  drain 
at  th«  botttfm  fur  rimovinf,  the  wdi^ 
nwnt. 


BlWUMt  OV 


A  flat  block  ahould  be  plaoad 
uider  a  jmck  when  aaed  arooiid  a 
oar  to  proTent  turaing  ofor  aod 
■iakinc  ia  tha  frou&d. 


Foot  ttepa  In  making  loop  end; 
A.  toaulation  frmovedi  li,  acparal 
lag  the  atranda;  0.  twUtiag  wtrea 
into  two  leada;  and,  D,  the  looped 
«nd  dipped  in  solder.  (Motor  Age.) 


Pig,    T. 


Itg.  9 — To  asalit  In  ramoY- 
Ing  h99,Yf  truck  wliaaU  a 
iimple  akid  can  bo  made  by 
placing  a  2  in.  board  on  top  of 
a  aeriea  of  rollera  made  of  otd 
ahaftkig  or  hcavj^  pip«-  Ohoeka 
are  faataned  to  the  board  to 
prereat    the   wheel   roUiag« 

Fig.  10— TMt  U  tha  *'baU 
and  spring"  oil  ragnlator^  at 
erplained  on  page  19  B.  Note 
how  the  adjuattng  aerew  in- 
ereaaea  (tnaioQ  on  apring 
through  the  part  (0).  Dirt 
beneath  thia  ball  (H)  eheek 
valve  will  eauae  a  drop  in  orea- 
aure.  and  may  be  recnoved  by 
anapplng  the  ball  (B)  up  and 
down  a  few  timee  with  •  piaca 
of  wire  (W)  Inaaried  through 
the  oil   paaaage. 

Fig.  16 — To  remoT«  whaali 
from  a  truck  axle  when  atuck 
or  ruated  on* 


741 


^ 


Gleaning  Brasa  Faita. 

Bmall  braaa  parta^  aucfa  aa  pet 
eocka,  carboretor  parta,  etc.,  auiy 
bt  tnada  t«  look  like  new  by  dlf* 

Sing  them  In  the  following  batli; 
itrio  acid,  75  parte;  ealphnrie 
acid,  100  parta;  lampblack,  2  parte. 
and  aalt,  1  part.  Thia  eolation 
ahoold  be  mixed  and  kept  in  an 
earthenware  or  glaaa  jar.  and  tha 
parta  ahould  be  thoroughly  rioted 
and  dried  after  dipi>iog — <aee  aleo 
pagee   401   a&d   50B.) 


Ko.  7 — Qaaoline,  or  k«roa«a% 
foroad  b7  air  preaanra  onto  tha 
parta  to  be  cleaned,  qnlckly  ra- 
mOTea  all  dm  and  greaaa,  A  aya- 
tem  for  doing  thia  ia  illuatrated. 
The  cleaning  liqmld  it  held  in  a 
metal  tank  placed  beneath  the  in- 
elined  cleaning  trought  in  the  man* 
ner  ahowm.  An  injactor  type  noi- 
tle«  eoanaelad  to  the  air  line  and 
to  the  li^aid,  permila  the  liiitiid 
to  be  drawn  from  the  taxck  and 
forced  onto  the  part  to  be  cleaned, 
after  which  it  draina  back  to  the 
tank  to  be  ttaed  o^er  and  orer 
again«  Daring  the  periods  that  the 
ofoaQlug  outfit  ia  not  in  uao  tha 
dirt  aettlea  to  the  bottom  and  may 
be  icraped  oat — aee  alto  flg.  7« 
.  page   740. 


CHA&T  NO.  BOO — Mlscellmneous  Shoii  Hlnto. 

'When  folderliig  wlra  connecUo&a  cicau  the  wire  with    emery  or  aand  paper,   then  twiat  the  tw<k  ^vt«k  \nvi 

and  uae  a   nori  acid   dui   where  there   ia  a  high   degree    of   inaulatioa   Qt   »o\^^t'\^i  %c\4   «i\   «k  %fii^zQa^«»^  ^^ 

chlarida  will  do.     Then  apply   hot  tolderiag  tron^— at%   alao*  p^C^  1W« 


742 


DYKE'S  INSTRUCTION  NUMBER  FORTY^SIX-D. 


rig,  17 — ^A  dent  can  ba  remoY6d 
ftom  A  gasoline  tank  by  plugging 
Tent,  flUing  with  water  and  apply- 
ing 20  lb.  air  pressare.  A  lead  or 
wood  mallet  is  used  by  tapping 
gently  around  outer  edge  of  dent. 


ng.  8 — Bear  wheel  poller:  This 
poller  is  used  to  remove  the  rear 
wheels  of  the  Bnlck.  The  wheel 
flange  and  axle  are  removed  and 
the  puller  bolted  to  the  flange 
bolts.  A  steel  button  is  then 
placed  in  the  rear  axle  tube,  and 
the  pressure  applied  by  the  cen- 
tral screw.  By  having  several 
sises  of  steel  buttons,  and  making 
the  flange  bolt  holes  oval,  this 
puller  may  be  used  on  many  cars. 


\ 

,_piat__ 

e=-=^ 

^  MA?K  OV 
YALYC  STEM 


TABLE 


Except  for  the  two  «nf  le  irons,  which 
carry  the  motor  arms,  this  stand  is  nade 
entirely  of  pipe  fittinn.  The  left  mem- 
ber may  be  slid  to  the  n^ht  or  «l  t« 
proTide  for  motors  of  difTereot  widthi 
ftiis  is  possible  because  ^borixoBtsI 
openings  in  the  eross-shaiM  mpe  fit. 
tings  are  large  enough  to  take  »•  cross 
pipe.  Set  screws  are  us«l  to  lock  the 
Ktand  after  it  has  been  adjvstftd  to  the 
desired    width. 


Fig.  2 — When  engine  Is  oTer- 
haoled,  the  old  TalTe  springs 
shoold  be  tested  to  see  that  they 
have  not  weakened,  and  whenever 
a  new  spring  is  put  in,  it  should 
also  be  tested  to  see  that  it  sup- 
plies the  correct  pressure.  The 
illustration  shows  a  simple  means 
of  determining  whether  a  spring  is 
in  good  condition  or  not.  The  ap- 
paratus consists  of  a  bracket  m 
which  is  mounted  a  valve  guide, 
valve,  spring,  spring  seat  and  re- 
taining key.  Two  marks  are  placed 
on  the  valve  stem,  one  indicating 
when  the  compression  of  the  spring 
is  zero,  and  the  other  when  it  has 
been  compressed  a  certain  amount, 
say  %  inch.  The  number  of 
pounds  required  to  compress  the 
spring  %  inch  may  be  ascertained 
by  writing  to  the  factory.  When 
everything  is  in  place,  the  pedal 
is  depressed  and  the  valve  is 
raised  until  the  lower  mark  on 
the  stem  is  on  a  level  with  the 
top  of  \he  valve  guide,  at  which 
time  the  pull  as  registered  by  the 
spring  scalae  ihoold  be  the 
amount  called  for  by  the  factory. 


Small  parta,  soch  as  screws,  bolts, 
washers,  nuts,  gaskeU  and  the  like,  sre 
conveniently  kept  in  Un  drawers,  as  illtts- 
trated.  The  drawers  sre  cut  from  » 
single  piece  of  tiri  and  are  soldered,  ss 
shown  by  the  heavy  lines.  The  drawer* 
alide  in  grooves  cut  in  planks  plaeed 
vertically.  The  grooves  are  mad*  with  s 
saw  and  chisel.  The  advanUge  of  this 
method  of  storing  parts  Is  that  the  con- 
struction of  the  receptaclee  is  v«f7  in- 
S pensive  and  maximum  convenience  i« 
orded.  It  is  possibleto  sec  what  b  in 
the  various  drswers  without  polling  them 
©at,  which  is  a  feature  peculiar  to  thi* 
design  and  saves  considerable  time  when 
the  exact  drawer  a  cerUin  part  Is  m 
la  not   known. 


Speedometer  Pointers. 
When   speedometer  pointers  Tlbrate — look  for  loose  uniona,   ee«- 
nection,  flexible  shaft  bent  too  sharp,  lack  of  lubrication,  «•*««  ««* 
properly  meshing. 


Failure  to  Indicate  speed — look  for  same  causes  at  abov*. 
broken  link  in  shaft. 


Alaofer 


being  done. 


Noisy;  lack  of  lubrication  or  above  causes,     (see  also  page  518.) 
To  Put  a  Lamp  Beflector  in  Condition. 

.     .  ,       ^^  When  reflector   becomes   dull    it   may   be   polished   or   buffed.     II 

A  suggestion  lor  making  a  hoist    plating  is  thin  "d  will  not  «^and  »»uffing--the  oM^p^^^^ 
to    raise   and    lower    transmissions    removed  and  re-plated  and  polished  ^^  »°  •^«fi;<>  Pjj**';     "  "ttSS! 
where  considerable  of  this  work  is    heavy   plating  is  put   on,   it  can   be  rejuvenated   and  be  practieaUy 

new  again. 

Buick  Spring  Compressor. 
Fig.  4.  Combined  wrench  and  spring  compreiaor: 
Though  designed  primarily  for  replacing  the  chiteh 
bolt  on  the  Bnlck  D-28,  this  tool  may  be  adapted  to 
almost  any  Job  that  requires  a  spring  to  be  eompreased 
before  the  nut  is  replaced.  The  wrench  proper  is  a 
U-shaped  piece  of  steel,  bent  to  just  flt  the  face  of  the 
nut,  and  held  together  by  a  cross  strap.  A  rod,  plaeed 
in  the  manner  shown,  permits  a  wooden  lever  to  be 
used  to  coippress  the  spring,  after  which  a  steel  bar, 
stuck  through  the  legs  of  the  U  is  used  te  screw  the 
nut  in  place. 


OBABT  NO.  807— Miscellaneous  Shop  Hints. 


(Motor  World.) 


USEFUL  SHOP  HINTS  AND  DEVICES, 


m.  1 — Closed  bodlM  m&7  b«  romoved  without 
strain  hj  tli»  4ld  of  th«  lioisting  cnull*  Ulostratad. 
Two  l^rot■  piecoi  ard  Attadbed  to  aeparate  ch&iQ 
hoiate  and  are  bo  apaeed  that  they  Kang  2  ft,  from 
the  end*  of  the  body  to  be  removed.  Firit  one 
and  of  tho  body  ia  pried  up,  and  a  tower  croaa- 
membt^r  alipped  beneath  it.  Then  the  other  end  la 
raiaed.  and  the  other  lower  member  put  in  pLace« 
The  iteet  •lirntpt  ara  then  utad  to  attach  the 
lower  and  apper  croti  piecea,  after,  whleh  the  bady 
may  be  raised  and  the  cbaasia  rolled  from  noder. 


Tig.   6 — A  ler- 

^ceftble  •air-corn- 
preaaor  w&s  m^ade 
oat  of  an  old  one- 
.  C]rUiidar,  «  1  r 
I  Goolad  atAUoQuy 
an£lne  with  vary 
'  little  work.  In 
order  to  raiie  the 
compr«talon  praa- 
eura  it  waa  nec- 
.  eetary  to  mini- 
\  ntze  the  flearance 
tjctween  cylinder 
head  and  pitton. 
Tbii  waa  done  fliret  by  fitting  a  conical  wooden 
block  to  the  piatoo  head  and  holdinf  it  in  ptaea 
with  three  ^-in,  cap  ecrawa.  Then  the  epace  anr- 
rounding  it  waa  lilted  with  l«ad.  The  intake  vaWa 
of  the  eoffine  ia  Btill  the  intake  valre  and  the  dia- 
ch«rge  valve  ia  m  ball  check  vftlva  operating  on  a 
hard  rubber  leat  in  the  diacharca  pipe,  aa  eloae 
to  the  cylinder  aa  poaaible.  The  exhaaat  valve 
opening  waa  plugged  up  and  all  cxceaa  fittinga  ware 
remoTf^d  from  the  engine.  The  piaton  was  flitad 
with  atep  ringa  and  a  force  feed  oiler  waa  tubati- 
tated  for  a  drip  type.  The  compreaaor  will  All  • 
I6i48.ln.  tank  to  158  lb,  in  25  mln.  with  a  Ihp. 
engine.  The  bore  and  stroke  are  3^x3%  and  the 
apaed   ia  225  r  p.m.      (Motor  World.) 


Plf* 


Fig.  5  —  Ramorlng  a 
bodyt  Showing  how  the 
body  of  a  car  can  ba 
eaaily  lifted  from  or 
onto  the  cbaaaia,  and 
eonvrniently  trantportad 
about  the  garaga  or 
•hop. 


rig.    7   ^ 

A  gear  puUer 
for  removing 
tight  gear 
wheela.  The 
illuKtration  ex- 
ptalna  ita  coo- 
atmction  and 
tction.  (ftlao 
tea  page  006) 


Fig.  2  — 
AnoUief  hoUt 
for  ralalng  a 
body  in  the 
minimum  time 
ta  iUuatrated. 
The  body  ia 
aupportad  by 
tha  hoiat  ttnlll 
tha  overhanl- 
^ng  IB  eomplat* 
«d.  when  the 
chaaaia  i  a 
rolled  back 
ander  and  the 
body  lowered 
in  place  again. 
The  hoiat  con- 
•iata  of  two 
4'in.  metal  rol- 
leri  about  6 
feet  long,  ona 
for  raiaing  the 
front  of  the 
body  and  the 
othar  the  rear. 
Tbeaa  are  aoi 


Tufninf  anv  rrsnb  Ktl*  alt  f«vr  cvfOcn  tt  IM 


tably  anpported  in  a  wood  frame  and  are  pLaead 
aboot  10  feet  apart.  The  hoiating  ta  done  by  a 
large  crank  attacked  to  one  of  tba  rotlara.  All 
four  ropet  are  wound  around  thli  aheave,  and  two 
of  them  TUA  to  the  other  aheave  which  la  meraly 
uaed  aa  an  Idler.  Seven-oighta  hemp  rope  ia  aaad. 
The  body  may  ba  attached  to  the  ropaa  by  aithar 
lltijag  hooka  to  the  ropa  end  a  or  looping  the  enda 
of  the  ropea  and  uaing  two  crosa  bara  under  the 
body,  aa  illuatrated. 


Tig-  9 — A  aervlcabla  tent  for  touring:  Although 
tUia  Bubjftct  was  fully  treated  on  page  516,  thia  be- 
ing anch  a  aervicable  outfit  it  ia  mentioned  hare 
aa  a  timely  anggeatioo*  altbongb  ont  of  place  in 
thia  chart. 

Uaa  8  01.  duck  which  cornea  in  86-inch  widtha  afld 
can   ba  purchaaed  at  20e  per  yard. 

Dtmenaiona  of  tent  in  aquara  feet:  A— 4H'x 
7*  =  81%';  B— rK7'=4«';  O— I'e5H '-1^%'; 
Cl— 3*i6%'=15^i';  D— 7'x7' =49'  ;  Dt— 7' X 
7'=:40':  E — 4H'x7'=:3lH'';  H— 4H 'x3%  *  =15* 
^';  I— .7*iB'  =  M';  K— 4%'  I  4%'=:20U'; 
Total  384^*  aq.  feet  or  approximately  81%  ydi. 
at  30e  per  yard  making  ^6.36.      (Motor  Age..} 

See  page  541  explaining  aynbola  of  feet  (') 
and  inchea   (">. 

How  To  Bun  a  Lathe. 

"Flrit  Ya&r  Latha  Work'*  and  "How  to  Bon  « 
ItStba** — price  10c  each — aupplied  to  readers  ot  thia 
book  by  the  South  Bend  Lathe  Worka,  South  Bend« 
iQcJiana. 


C7HABT  KO.  SOfl— MlflceUaneoug  Repair  Sliop  Hints, 
*A  motorcycle  engine  can  alao  be  niillaed  for  m  eompreaaor. 


744 


DYKE'S  INSTEUCTION  NUMBER  POBTY-SEX-D. 


Fig.  1 — Tlili  li  a  iliDiilje  UkA  for 
c&mpr«uiBff  tlic  ?IoU:b  iprlng:!  en 
tlie  Eflo  when  aftGerablinf  Ibe  dutell. 
It  ii  A  strip  of  flftt  iron,  bent  int^ 
A  iqiiKre,  ftod  riveted  together  by 
B  erou  Atrip  ai  flbovHr  Hole^  Art 
dHlle4  i.Qd  tApped  ai  «Afb  lidt  of 
tl}«  ei-Oifl  pi««e  for  the  prtsnri 
ATfrwa.  In  AddJtfon  to  Itoldioff  tbe 
eodi  of  the  top  tofrether,  tbe  enMi 
rtrip  »!«.<»  fiirafih«9  lalfleieDt  ma« 
t«ri«]  to  fWe  tbe  preBvare  ier«wi  « 
pM)d  p^rchmtfl.  The  lower  croM 
■trip  ihcnttij  h*  p.otcbt4  in  th« 
map  fief    innitTBted, 

Flf.  S'— TbotLgb  d«sl£iud 
for  worli  DD  the  Ford  reu 
axle,  tb^i  BtAQd  ^ould  r««d- 
i\y  b»  »d«pted  to  the  re- 
quiremeati  of  mAoj  niAkei 
of  Axlei.  Th«  eodi  of  tbe 
Axle  ar«  itipported  on  noteb- 
ed  upHfbte,  About  fiO  is. 
from  the  floor  ftod  tbe  tor- 
qae  fabe  is  plAt«^  OQ  either 
of    two    tiprifhtK     liisiiArlj 

DOlcbvC 


S«>tiiif  lb«  ]Oidixr«   dn  Old   OATbarafttn, 


ng.  2— Mfttbod  of 
ItOft^ng  •  lotjg  iniei 
ptpA.  AoDekled  lOft 
copper  pipe,  imAli 
<  i  I  B  1»  connected 
with  dUcbATfe  pipe 
from  wAttir  prnnp^ 
wrapped  i  r  o  n  n  d 
niAfiifold  Aod  eon- 
iiActcd   wUb   he«d. 


..^ 


Tig.  10 — ImptOTtBg  cid  typs  CArbartfton  vbir^ 
wfre  deftgned  for  icAPofinA  of  bifh^r  VApmixtoc 
qualities  »iid  lozLf  iolet  pipes. 

Xt%af  of  th«  old  maaei  e»rbttret«rs  do  u&i  work 
well  oa  the  prMem  low  frsde  gA8oUn«.  If  too  a« 
cjentp  it  i«  betl  ta  f«t  t  new  model,  bot  where  is 
jgood  cooditioD  the  older  modeli  tah  bi?  improfe^ 
bj  AddiDg  A  bot  ijr  JAck^t  ai  Abown  io  fly,   10. 

Uift  A  pipe  of  lonifl  kind  And  lUp  OTor  the  lotAJte 
mAnifoId— about  %  of  Its  knfth.  Weld  gmm  tif^t 
Ht  each  end  (s^r^t  iron  £«ii  |i«  lOAde  Into  a  pipe) 
And  pour  lifht  lityer  of  babbitt  in  each  end  to  ele>i« 
lip  Ao;f  holei  or  crack  a. 

A  %,  %  or  %  iDcb  (laryer  tbe  better)  flsxibk 
pipe  la  then  attached  to  top  and  bottoic  of  jacket 
to  exhaoat  pipe  ai  ahowit.  or  Jower  pipe  can  ext^d 
to  lower  part  of  eDfioe — lee  pafo   197. 

Tttg.  II — Aaotltor  metbod  of  lieatfiif  the  carbitrf^ 
tor  mtxtoro  on  old  can  that  hare  a  1dc|:  inlet  oiAni 
fold.  A  %  0t  %  inch  cop[»er  pipe  te  tapped  Co 
the  eihaont  maoifold  and  run  dawn  aloti^  the  to 
take  manifold,  being  held  away  from  the  Utter 
eligbtly  hj  Bibeitoi  padi.  Aebettoft  li  tbeia  wrapped 
around  the  manifold  and  pipe  and  tbo  beat  tbaa 
obtained  wilt  help  to  i^rpreitt  tbe  gaaea  from  con 
denBing  in  tbt  manifold  at  the  poiot  whtre  it 
braoehei   out  to  the   oil  ad  en. 

^2l. 


rig*  4 — -Th*  brace  rod  from  an  old 
windthleld  may  bo  ouule  Into  an  eoc- 
eoUoiit    wheel    augment   tram.     Aftet- 
™^  euttiag  the  rod  to  a  lengl,h  about  2  to. 

lei*  than  the  iliEtAnce  between  tbe 
front  wbeeli,  a  bfAii  ferrule  ia  tol- 
dered  to  one  end.  Tbia  ferrule  is 
then  drilled  and  tapped  to  carry  a 
:iiuiiiiu  *cr«w  iJQ  the  manner  shown. 
The  adjastable  part  of  the  tram  !■  a 
piece  of  M  in.  drill  rod.  marked  off 
into  ^e  in.  diviaioni  at  ihown,  and 
placed    within   the   tuDe. 

Fig.  6 — Thla  Is  a  doanlng  tank,  in 
which  gasoline  or  kerosene  is  forced 
by  air  pressure  in  a  form  of  a  spray 
onto  the  part  to  be  cleaned.  The  con- 
tainer is  an  old  hot  water  heater 
boiler.  Air  pressure  is  applied 
through  a  tire  valve  soldered  to  the 
tank,  and  the  cleaniii(  solution  is 
drawn  up  through  a  small  tube  to  the 
outlet  pipe.  A  length  of  rubber  hose, 
terminating  in  a  copper  tube,  fitted 
with  a  valve,  completes  the  outfit. 
Either  gasoline  or  kerosene  may  be 
used  as  a  cleaning  solution,  but  the 
latter   is   preferable. 

Fig.  6 — This  Is  a  portable  tost  lamp»  used 
in  conjunction  with  a  110-volt  lighting  cir- 
cuit, for  testing  lighting  and  ignition  cir- 
cuits on  the  car.  It  consists  of  a  wooden 
base,  on  which  is  mounted  a  porcelain  socket 
carrving  a  16-candIe  power  lamp,  connected 
to  the  lighting  circuit  as  shown  in  the  wir- 
ing diagram.  The  test  points  are  connected  j/  ,«-,«., 
to  the  binding  post,  and  any  metallic  connec  P  cwf*Tl<^ 

tion  between  the  two  causes  the  lamp  to  light.  ^^'  ^2 — An  engine  testing  stand. 
Hence  if  a  wire  is  O.  K.,  the  lamp  will  light,  By  aupporting  the  engine  on  a 
When  the  test  points  are  placed  on  each  end    cast-iron    stand,    and    operating   it 

111  •  .  «*V.  'Ji^*r.*  *■  *°  <*P«°  circuit,  it  from  an  auxiliary  gasoline  tank, 
will  not  light.  Similarlv  short  circuits  and  storage  battery,  water  supply,  etc 
'^fS'^^.v™*?  *>•  determined.  By  short  cir-  the  performance  of  the  engine  may 
cuiting  the  two  binding  posts,  the  lamp  may  be  observed  and  the  necessary  ad- 
be  used   for  inspection  work.  justments  made  without  difficulty. 


OBART  NO.  8a8-A— MlBceUaaeouB  Shop  Hlitti. 
f Motor  World.} 


USEFUL  SHOP  HINTS  AND  DEVICES. 


Metal  Straightening. 


Tbtro  ii  but  oao  itcrtt  in 

to  BupjuifTt  ftll  pari!  «jccept 
ihftt  wLkh  U  to  Le  itrfti^ht- 
«iie<I,  »nd  to  |ro  alow,  work- 
In^  tliri  metal  Iruik  to  iti 
orieiaal  form  by  liffLt  btowi. 

To  do  this  raqulrai  mAny 
ip«cUl  tooU»  lotD^^  of  tbt^m 
taken  directly  from  tht* 
tioaroith  trkde,  otben  can 
be  develot^ed   oo  tbe  |ob. 


Tba    Tool*. 

1-Tli«  Bi*ck4iiiltli'i  fuller,— This  i»  used  ai  s  bnad 
•ovil.  eitU-  r  iq  con|uoction  witb  the  Itjbt  mallet, 
or  llio  light  iiamcDer,  paniculftrly  to  r«mov«  amaU 
destt.  Till*  coool*iii»tioa  of  flat  iurfAcea  with  the 
rounded  edg^  wiU  cover  a   wide   variflty   of  work, 

S-Half  round  fUe.^After  all  d«ut«  or  iadeotatioDa 
have  been  retnoved  bj  use  of  the  fDalleU.  bam- 
mera  and  band  anviU,  ihit  file  !«  used  to  remove 
any  iioall   pUn  or  batnmer  marke. 

S-HeaTj  woodeo  mallot. — Uaed  in  tb«  preliminary 
»tra)£Lteiilrig  to  rougiily  form  the  metal  back  to 
ahape.  Tht;  flat  wooden  lurface  doe«  uol  dent  the 
metal   on  flat   or  crowned  Jiurf»ceii, 

4-I4glit  wooden  loallet. — Tbe  moit  uieful  tool  of  all. 

C  After  the  metal  baa  been  pounded  buck  to  ita 
orij^inal  nhape,  the  ligbt  raallet,  ia  conlunctioQ 
with  some  one  of  the  baad  anvila,  it  ttaed  to 
amootb  up  tbe  work. 
6-ModlaiD  croii  poon  huaamtT.^—A  tinamUh'e  ham- 
mer»  u»ed  to  ttill  further  amootb  up  the  surface. 
Wooden  malleta  will  not  remove  all  of  the  amal- 
ler  kf>d«ntatiuna.  Hence  thia  hammer  muat  be 
oaed  aa  it  ttrikea  tbe  required  concentrated  blow 
over  a   limited  area. 


Sought  nvetlng  banuuor. — Any  tni&or  ladentatiem, 
not  •mtjothtid  by  No«  5  hammer,  la  taken  oul  by 
the  tiglit  riveting  hammer.  The  croaa  poeu  ia  uted 
to  flnijih  cornera,   prior  to  fltiine. 

7-Haiid  block. — A  eteel  blocks  roughly  about  4  lo. 
aquare,  and  1  in.  thick,  with  the  cornera  ronadtd 
and  beveled.  The  curvea  and  beveled  edgea  vary, 
ao  that  eoma  part  of  the  block  may  be  fitted  to 
almost  any  part  of  the  work.  Thia  and  tha  light 
woden  mallet  are  thci  mo«t  uned  combination. 

a-Formlng  cblael— Mada  io  an  infinite  variety  of 
widtha,  ahapei  and  aiiea.  Tha  one  ahown  la 
uted  to  form  aharp  cornera,  or  edgr^  Una  with 
a  half  round  edge  ia  uaed  to  re-abapo  a  groove. 
By  grinding  the  edge  to  tbe  desired  form,  the 
metal  may  be  readily  driven  to  that  form. 

9-Beadliig  tool — The  side  strips  on  moat  fenders 
are  ticid  in  place  by  rollodin  edgisa.  Wlten  beot« 
these  edgea  open.  Aftur  atraiglttoniug  to  the 
original  form,  the  bead  may  be  again  closed  by 
tbe  aid  of  this  tool,   and  a  mallet  or  hammer. 

10-Hand  anvil. — An  irregular  shaped  steel  plate  or 
block,  mounted  on  a  steel  handle.  Tha  edgea  mt* 
beveled,  and  will  fit  almost  any  curved  aurfaea. 

11-Babbltt  band  anTlt — Made  in  an  infinite  variety 
of  forma  by  pouring  miited  babbitt  into  an  an* 
beat  portion  of  the  part  to  be  atraightened.  When 
hard,  tha  shapf?  ia  that  to  whith  it  ia  dc»aired  to 
form   the   bent  portion.      Make  handle  as  sbowa. 

Eoabaplng   Bant  Metal. 

It  ia  not  usually  advisable  to  attempt  to  straight- 
en   mudguards    and    lamp*    having   broken   aurfacai. 

Tha  ILrat  step  ia  to  work  n  roughly  back  to  its 
original  shape  with  a  heavy  wooden  mallet.  Oare 
must  he  tAken  not  to  break  the  surface  or  to  draw 
it   beyond  the  original  ahapc'. 

A  hand  anvil  of  aome  sort  should  always  ba 
used  in  conjunction  with  the  hammer  or  mallet  io 
aupport  the  edges  of  the  bent  surface.  Many  tight 
blows,  rath?r  than  few  heavy  blowa,  abould  be 
applied,  and  the  blows  ahould  be  drawn,  ratbar 
than  appli«<d  dead  oo.  Tha  main  thing  ia  to  go 
alow  to  feel  the  dents  with  the  hand  anvil,  and  to 
direct  the  airaigbiening  blow  to  the  point  of  band. 

After  the  surface  has  been  matleted  to  approzl* 
mately  th^  original  shape,  tha  smaller  deota  ■bi^iild 
be  removed,  using  first  the  AmalJ  mallet  and  than 
one   of   tha  metal   hanmers.      Thia   ia   slow   work. 

Filing. 

By  passing  tha  hand  over  tka  surfaca*  mAoy  9t 
the  amaUor  dauta  may  ba  felt  and  ramovad.  8oma, 
however,  will  still  remain.  These  may  ba  located 
b^  filing  the  surface  down.  Tha  file  will  bit  tha 
high  spots  and  paaa  over  tha  tow  spota.  Than  tke 
tow  £poli  may  be  pounded  up  to  shapa. 

Finally  it  will  be  found  that  the  flla  will  touch  all 
of  the  surface  except  Ibe  amalleat  indeiitationa. 
Then  file  tha  whole  surface  down  to  a  amootb  aor- 
face  and  potiah  with  emery  paper. 

The  four  steps  in  thia  work  ara  abown  on  thia 
page,  tbe  section  being  that  of  a  crowned  mad- 
ITuard.  But  mudguard,  lamp  or  body,  tbe  prineipla 
i«  abftolulely  the  same. 

Painting. 

Bafora  applying  the  paint,  the  aurfaca  ranal  ba 
thoroughly  cleaned  with  turpentine,  Thia  recnovM 
a]J  greaae  that  would  otherwise  prevent  the  paint 
from  sticking.  If  the  surface  is  that  of  a  mad- 
guard  the  under  aide  should  also  be  claanad  and 
pain  tad    lo   prevent    rusting. 

For  hnfry-itp  Jobs  a  quick  drying  anamal  or  a 
black  Japan  may  ba  usad  to  palnl  tha  ropalrad  aao- 
tlon,  the  latter,  of  course,  bamg  only  suitable  for 
uae  on  black  guards  or  parts  The  Japan,  mlaad 
in  turpentine,  will  dry  in  about  15  min.,  and  aftar 
a  few  washes  cannot  be  detected  from  tha  rest  af 
tha  finiah. 

Stralghtaning  Bodiaa. 

Upholstery  mutt  be  removed  or  the  body  ratted 
to  gat  at  both  sides  of  the  surface.  Another  diffi* 
colty  ia  that  two  men  ara  tiftaa  rvqairad — ooia  t# 
hold  tba  band  anvil  and  tha  other  to  uae  the  mat- 
let  or  hammer.  The  co-operntton  between  the  two 
must  be  perfect  or  the  anvil  will  not  be  back  of 
tba  bammr-r  blow  hud  the  surface  will  ba  still  further 
bent.     Body    work    is    mora  difficult. 


CBABT  NO.  d<l8-B--8tralgIitenlag  SJie^  Metal  Parts.    Tools  Bequlred  and  Metliod»^(see  paga 
731).     With  n  small  invest ment  in  tools,  a  little  practice  and  care  in  their  use,  a  new  department 
may  be  developed  that  will  show  a  profit,  and  also  feed  other  depart mentt,      (Motor  Worll.\ 
'top  repairing.*' 


746 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SEVEN. 


Truck  Chassis;  Chain  and  Worm  Drive. 


Fig.  1 — Top  or  plan  wiam  of  a  track  ckaasis  utaf 
ft  donblo  dialn  drivtt.  Note  the  reer  axle  i«  t 
**dead"  type  of  axle  and  the  differential  It  moant«d 
on  the  Jack-ahaft — see  pages  18  and  20.  The  en- 
gine ii  a  foar  cylinder  engine.  In  fact,  most  truck 
engine!   are   four   cylinder — see    page    747. 


Fig.  2 — Top  or  plan 
Tlew  of  a  tiw± 
chaasts  using  awm 
gear  drtre.  Note  the 
rear  axle  it  a  "liTe" 
tsrpe  of  rear  axle. 
The  differential  is 
mounted  on  the  axle 
thaftt.  See  tg.  S. 
page  750  and  pares 
82.   35.   21. 


Flg.t. 


I>ainp  Body  and  Hoist. 

▲  dump  body  is  used  for  hauling  coal,  sand,  gravel, 
etc.  The  body  it  made  to  fit  on  a  hinge  at  rear 
of  chassis  as  shown  in  fig.  10.  A  hydranUc  hoist, 
which  derives  its  power  from  the  engine  raises  the 


clutch  ^to  a  "power  take  off"  drive  shaft, 
gears  in  housing  (Y)  which  connects  to  e 
through  a  spur  gear   (O). 

^powcr  take  off"  Zh^et  ihaft." 


To 
inch 


no 

n 


front  end  of  body.  The  operator  can  raise  body 
and  dump  contents  in  about  thirty  seconds.  Hoists 
which  can  be  operated  by  hand  are  also  in  use. 
Principle  of  operation  of  the  hydranUc  hoist  is 
shown  in  fig.  11.  It  is  essentially  identical  in 
principle  of  oonstruction  to  that  of  a  hydraulic 
elevator.  To  raise  body:  An  oil  pump  (gear  type) 
at  the  base  of  the  cylinder  (H)  draws  oil  from  the 
top  of  the  cylinder  at 
(1)  and  forces  it  into 
the  lower  part  at  (2), 
raising  the  piston  which 
in  turn  raises  the  rod 
(R)  to  which  is  attach- 
ed grooved  pulleys,  in 
which  grooves  the  cables 
*)  v*^vE  (0)  are  placed.  One  end 
of  cable  is  attached  to  a 
jfl^iw  stationary  rod  (U)  and 
UnS  t*»«  other  end  to  body. 
J"-  As  the  rod  (R)  is 
^ott  PET*  raised,  the  body  is  also 
raised.  To  hold  body 
any  desired  angle:  The  oil  pump  is  shut  off 
and  valve  closed.  To  lower  body:  The  drive  of 
oil  pump  is  shut  off  and  valve  (by-pass  valve)  is 
opened  by  a  lever  (E).  The  weight  of  the  body 
forces  piston  down,  driving  the  oil  back  to  upper 
part    of   cylinder.     The    oil    pump    is    driven    from 


gears  in  transmission  by  a  special  and  separate  ar- 
ranfToment  whereby  oar  is  not  driven  when  in  op- 
eration. The  cylinder  is  usually  filled  within  H"  of 
top   with    ice   machine  oil. 

Winch  Equipment. 

A  winch,  fig.  25,  is  a  drum  located  under  rear  end  jt 

of  frame,   supplied   with    200   or   more  feet   of    ^'^  j 

eable,     for     unloading     and  loading  heavy  material  ^ 
and  for  various  other  purposes. 

The  power  for  driving  the  winch  (on  the  F.  W.  D. 
truck)  is  taken  from  gears  in  the  transmission 
(T)  through  D,  which  is  equipped  with  a  separate 


FbrUve  Stock 
Fig.  6. 


The  winch  is  controlled  by  meana  of  the  clutch 
foot  pedal,  after  clutch  in  D  haa  been  engaged. 
The  winch  may  be  operated  while  tmek  is  either 
standing  still  or  in  motion,  but  not  when  transmis- 
sion is  on  high  speed.  Di.  winch  drum  7%",  length 
22  94".   total   gear   reduction   to  winch,    38.2:1. 

^Trailers. 
Trailers  are  attacheA  to  rear  of  cars  and  are  now 
extensively  used.  They  are  particularly  desirable 
where  goods  of  relatively  light  weight  and  great 
bulk  have  to  be  carried.  The  trailer  can  be 
adapted  for  many  uses. 

There  are  three  general  designs  aa  follows:  The 
four-wheel  traUer  (fig.  6)  has  a  large  possible  field 
of  utility  and  can  be  used  in  practically  any 
service,  for  instance,  freight  and  baggage,  dairy- 
men, contractors,  live  stock,  pianoa  and  furniture, 
plumbers  and  painters,  farm  products,  camp  out- 
fits  (see  page  516). 

The  two-wheel  trailer  has  the  load  balanced  on  its 
axle. 

The  semi-trailer  also  uses  two 
wheels  but  the  load  ia '  not  bal- 
anced over  its  axle,  rather  the 
front  end  of  the  load  rests  on  the 
tractor   vehicle. 

Trailer  attachmenta:  Fig.  7  shows 
trailer  attached  to  rear  of  a  car 
by  means  of  a  piece  of  angle  iron 
(A)  which  is  attached  to  springs 
(8).  This  is  not  recommended  as 
tne  strain  is  too  great  on  the 
springs.  Fig.  6  shows  two  meth- 
ods which  are  better.  O  is  one 
type  of  coupling. 


QBABT  NO.  809 — Trncks;  Chain  and  Worm  Drive.   Trailers.    Dump  Body  with  HydranUc  Hoist 
*B—  alMO,   p^ges   822,    616. 


COMMERCIAL  CABS. 


747 


INSTRUCTION  No.   47. 

COMMERCIAL  CARS:    Trucks;  types  and  construction.    Truck 
Chains,  Worm  Driven  Rear  Axles.    Trailers. 


**Tlie  Automobile  Truck. 

It  is  interesting  to  note  that  the  automo-  •  parts,  simpler  to  care  for  and  as  the  speed 

bile    truck    and    delivery    wagon    manufac-  is  less  than  that  of  a  pleasure  car  the  four 

turers  have  increased  at  a  very  rapid  rate,  cylinder    engine    is    the    adopted    type    for 

greater    in    proportion    than   the    passenger  trucks  and  tractors. 

Ignition  must  be  positive  and  simple  and 

Probably   the  subject   of   trucks  will   in-  as    the   speed    is   limited,   and    due   to    the 

terest  many  of  our  readers  as  it  is  fast  tak-  governor  action  on  the  carburetion  mixture 

ing  the  place  of  horse  drawn  vehicles.  There  to   cylinders,   the   magneto   is   the  ladopted 

isn't  much   to   be   treated   in   this   subject,  type  of  ignition  for  most  trucks — ^see  pages 

however,  as  the   truck  as  a  whole,  is  pre-  255,  277,  832,  312,  285. 

cisely   the   same   principle   as   the   pleasure  starting  is  usually  by  means  of  the  -im- 

car-with    the    exception    of   minor    details  puige-l^rter-see  pages  832,  277,  255. 

of  construction  which  will  be  taken  up  m  *^                                    ^  *^             '         ' 

their  respective   order.  Oovemor.     Most    all    high    grade    trucks 

Therefore  for  one  to  master  the  truck  con-  ^^e     governors— see     page     839.     Gasoline 

struction  and  operation,  he  has  but  to  refer  '••*  "  usually  the  gravity  principle, 

to  the  subjects  of  engines,  catbnretion,  ig-  ,^ 

nition,  lubrication,  operating  a  car,  etc.  Truck  Drive. 

We  win  classify  the  commercial  cars  into  „ J^L^f^T!  "^f^  ^\  usually  one  of  two 

♦«rrH4ZJa<n«r.  ««♦«!.  /i«i<™l-!r^  methods;  the  double  chain  or  the  propeller 

two  divisions;  motor  delivery  and  trucks.  gj^^^     g^^  ^^^^  ^^g                        *' 

The  motor  delivery  is  usually  an   auto-  ««.     j     1.1       i.  ^      ^_^       , 

mobile   of   the   pasenger   car  class,  with   a  ,  ™®  double  chain  drive  has   the  advan- 

special  deUvery  body,  as  illustrated  on  page  tag©  of  a  solid  or  "dead"  rear  axle  but 

16.    Inasmuch    as    this    type    of    car    was  '^^    ^^^    disadv^tage    of    a    chain,   which 

treated    in    previous    Instructions,    it    will  <^*^®»  considerable  wear  and  jerky  action, 

not  be  further  dealt  with  here.  The  worm  driven  rear  axle  is  considered 

The  truck  is  constructed  along  the  same  ^^^  best.  A* 'live"  axle  is  used,  but  con- 
lines,  except  the  chassis  is  heavier  and  chain  structed  in  such  a  manner  that  it  is  as  sub- 
or  worm  drive  is  usually  employed.  stantial  as  a  "dead"  axle. 

Trucks    are    made    in    sizes    from    %    ton  See  puge  748  for  the  "four-wheel  drive"  truck 

capacity  to  10  tons  and  over.  The  greatest  ^^  P*'*  •''®  'or  the  "intemar'  gear  driven  axle, 

number  in  use  being  the  1  to  2  ton  capac-  speed  of  average  truck  is  9  to  17  m.p.h. 

ity.  ^ 

How  to  select  a  car  for  commercial  use  is  f^  "^*  "  ^^^"^  ^^^  S.  A.  E.  stand- 

treated  on  page  528.  ^^^'  P^»«  ^^<^- 

•m,-»  •n^M**^  •v^«M^      fr-.,^v«  «.«  ^--.-.^ii^^  ^"  '•*^® — Three  apeedt   forward   are   uaually 

The  motive  power.     Trucks  are  propelled  provided,  giving  ratioi  in  the  gearbox  of  4  to  1. 

by   either   gasoline    engines   or   electric   mo-  2  to  1  and  l  to  l;  and  with  a  rear  axle  ratio  of 

tors  ^^^   ^o    ^   ^^®   ^^^^^  reduction   is   41H.    20%   and 

10V4  to  1.     The  face  of  the  gears  is  on  an  aver- 

The   electric    type    is   dealt    with   on   page   477.  «»«  «hoUt   IH    inches  wide. 
See  also  page  484. 

*D0taiU   of  ThTM  Models. 

Truck  Enfflnes.  Capacity,   lbs 2.000         4.000  7.000 

-«.  ,      -i      .    1  ^  ^1.  ^  ^><^» ^l-676       $2,200       $3,000 

The  general  principles  of  the  engines  are      wheeibase.  in 128  i48  I68 

Identically  the  same  as  used  on  pleasure      Tires,   front    34x3        86x4        ssxs 

cars;   the  ignition,  carburetion,  clutch  and  V^t/,^^. .'.'.'.'.'.'.'.'.::    ^8%         ^4%         *4H 

all  parts,  with  minor  exceptions  as  governor  stroke  '.  .                                6           6%           5H 

and  starter,  and  the  drive  principle,  is  iden-       Horse  power    19.61        27.20        82.40 

ticaUy  the  same.     Therefore,  if  the  reader  |PJ^'  ^P;"";    :;;::;•   ^''^H        ^'^J?        ^'^JJ 

will  master  the  above  subject  he  will  then  Gear. 'ratio  in  high  gear  7%-i         8H-1       10%-1 

understand  the  construction  of  a  truck.  Final  drive Worm        Worm        Worm 

Four  cylinder  engines  are  used  mostly  on 

trucks.    Some  few  manufacturers    use    the  Operating  a  Truck, 

two-eylinder-opposed   type   engine,   but   not  it  would  be  merely  a  repetition  to  go  into 

eix,  eight  or  twelve.    See  page  833  for  a  details  here  as  to  operating  a  truck,  because 

typical  4  cyl.  truck  engine.  it  is  identically  the  same  principle  as  ex- 

The  four  cylinder  engine  is  more  efticient  Plained  in  operating  a  pleasure  car  under 

for  truck  and  tractor  use,  than  a  six  or  Instruction  No.  84. 

twelve  cylinder  engine.    The  four  has  less  Trailers — see  pages  746,  822. 

*The   pricea    are   now    considerably   more.     **S«6  ala^,    pAffei    822,    825,    821,    484. 


DYKE'S  INSTRUCTION  NUMBER  FORTY-SEVEN. 


W 


Tig.  ^ — niattrttes  tlie  m«tl)0d  of  placing  tho 
dUTerentf&l  liousUig  on  the  **dea4**  front  and 
rear  uUe  with  drive  slijifts  (2),  which  drive 
the  wniv<T8»l  j»int  (B,  fig.  3)  by  flaog©  connec- 
t&on   (F). 


TUtf  Bit^ 
0d:  AT}  U'tt 
«-]!<  ilf  iff 
d  r  1  ▼  f  B  ^^ 
vmnn*  of  r«^n 
driTv  •fe»^» 
l«adiac  f^" 
th«  tnacai* 
si<m  (iv  ^^ 
to  •  differ 
€nti»l  *»->»* 
iaf      rSf      - 

'*d«iad"       F**'" 

•  n  d     f  r  0  a  t 

in  vr4m  i^t 
l^«  frant 
wbe«U  eai  ^ 
t  n  mtd    t<n 

itetrlos,  tit  I 
vers«l      iMQ<  * 

•re  coaQ«rtH 
to       t  %  a  f  t 

flanie«t  *  F 
ftf.  2).  Th«^ 
•re  inMratl 
gtn  in  1^ 
wheals     bf 


Fl«.  3 — Oaa  of  tt*  4  whaaU  iUma- 
trating  how  tlia  thmtt  (D)  of  nnl* 
ywtMl  Joint  <B),  on  which  Is  a 
pinion  (E>  drlTei  Intamal  gear 
In  wLeeL 

Stoaring  is  bf  connection  in  uioaI 
WA7  of  the  knuckle  arm  with 
steering    device. 


which  Ihcy  are  driven.  All  four  wheela  are  ataered,  ««e  tt 


Speciflcatiom  of  the  Nftah  Quad. 

Engine  is  (Budda>  4  cylloder:  L  iyx*r  rylindrr  4^x5H 
28.9  h.  p.;  Ignition  in  type  *'G4"  El»em«nn  mikgneto,  ^4Lgt 
2fi6;  Carbnretor — tli©  model  "L"  Strotnherc.  i  eo  ind*i 
GOTOmor  is  tU©  Simplei,  aee  index,  ihii  governor  c*utf  off 
a  speed  of  14  miles  per  hour  or  engine  pyred  of  16^0  rr^o 
lutious:  OlUtclL  ifl  the  Borg  and  Berk,  ptige  42;  Brakes  tr* 
internal,  pxpanding  in  each  whpel  and  one  ©xtern»l  conlrftH 
ing  on  drive  abaft.  Tlret  solid  rubber  36x5;  Wheal  baat 
142  and  124  inrheR;  Tread  56  incbes;  Capacity  of  tmck  t* 
4000  lbs.,  majtirouro  is  6200  Ibt;  Fuel  tank  26  7  gallon*  wuh 
reserve  tank  of  d  gaUonn;  Water  capacity.    11   gallonfi 


r.  W.  D.  Truck. 


DriTe:  Power  Irom  engine  {fig.  20).  is  trans^ 
mitted  through  a  Hele  Shaw  clutch  (aee  fig.  4.  page 
40),  to  main  transmiaston,  thence  through  a  silent 
chain  to  a  sub  iransmiBaion,  thence  to  front  and 
rear  "live"  axle  through  drive  ahafts  P.  The  front 
and  rear  axlea  are  similar  to  other  i^utomobile 
**Uvo'*  rear  axlea.  eJ^cept  it  is  necessary  to  have 
universal  joints  connected  with  spindle  of  front 
wheeU  so  that  the  front  wheels  can  be  tarned  lor 
stearing.  The  iteering  device  connects  with  the 
front  wheels^  not  the  rear,  (See  fig.  CO  and  61, 
page  690    for  ateeriing  device   used). 

Tha  locklnf  center  diir«rentlal:  A  feature  of  this 
truck  ia  a  canter  **  lock  ing  differential''  in  the 
sub^transmlssion.  Normally  this  difFarentlnl  is  in 
action  to  compensate  for  the  difference  in  speed  be- 
tween the  front  and  rear  axlea  when  turning  cor 
nera.  Thus,  by  the  center  differential  action  tire 
economy  is  assured.  Should  the  truck  be  tn  a 
petition  where  the  rear  or  front  wheels  are  slipping, 
the  center  differenttal  can  be  locked  by  meant  of 
a  lover  (L),  operating  a  clutch  connecting  with 
each  drive  shaft,  so  that  the  differential  action  is 
thrown  oot  of  nao  and  all  four  wheels  driven  at  the 
aame  speed.  When  truck  has  been  extripati-J  from 
the  toft  spot,  the  locking  lever  (L)  is  released  and 
difTerential  is  again  in  action.  If  one  of  the  axles 
ii  permanently  damaged  or  disabled  the  propeller 
■haft  <P)  can  be  diBengaged  and  other  axle  used. 
There  are  aUo  differential*  in  the  front  and  rear 
live  axles. 


Specifications  of  F.  W.  D.  Tnick* 

Model  B.  3  ton;  Wliiccmsin  T-head^  4  cylinder,  boft' 
4^''x5^''  atroke  ivith  cylinders  offset  %^~  aftd 
rating  of  38.1  h,  p, ;  Ignition,  Eiaemann  high  l«0- 
sion  magneto  with  impulse  starter;  Cvba 
Stroroberf  model  G;  Oovenior,  Pierce  (page 
adjusted  for  maximum  spe^d  of  14  m.  p.  h»  on  hif 
apeed;  Tires.  36x6;  Gasollciia  tank,  gravity  feed  36 
gatlonK,  Gearshift,  flume  an  fig.  1.  pai;e  490.  Lo^i 
dlstrlhntion,  designed  so  that  45%  of  total  load  it 
rnrriod  on  froot  wlieeU  and  55%  on  re»r  whcaU. 
Transmission  gear  ratio.  1:1  oo  high.  2:1  on  aae- 
ond.  4:1  on  low  and  4:13:1  on  reverse.  Total  gMST 
raductlon  B,9:l  high.  17.90:1  oo  second,  85  60:1 
on   low.   36.07:1    on   reverse. 


OHABT  NO,  30©X — Explftzuttion  of  Two  Four  Wleel  Driven  Trucks. 
Kath    Motor   Co..    Kenosha.   Wiscn,;    Four   Wheel    Drive    Auto  Oo.,  ClintonviUe,  Wiscn.   Another  well  known  make 
U   th*  Z>up/«f  IVnek  Oo.,    Lansing.    Mich. 


I 


link"   with  eott«r  pint  %nd  &n 
«xtT«  rolln'  risk,  for  eonplifif. 


Tlie  pltcb  U  tnemtared  from  center  to  center 
of  link,  wheo  Mller  type.  Thi»  wWtli  of  roUor 
U  mvAiured  along  iti  Icoffth  and  tbo  diamotoT  ii 
raeocured  cross  wlt«,    (or  refert   to  lt«  thickneii) 

To  Minovo  A  eliKln  the  tntitcr  link  cott<»r  pin 
•r  ■om«tim«'t  a  wire  clip  it  removed  and  tht 
DSftBter   link    wUhdrawn. 

Do  aome  ctialna  the  p^rt*  mf  d«tachabU  ftnd 
th«  chain  can  be  lenfftheoed  or  ahortcned  with 
eaaa,  whvreaa  witli  the  eoHd  chain  the  task  ic 
not  «o  eaiy— a  ipeeial  tool  must  he  aaed. 

Care   of    Chains. 

If  chains  could  be  protected  from  dost  and  be 
ma  in  an  oil  bath,  they  would  last  mach  longer. 
bnt  no  method  of  doin|p  thia  baa  yet  been  sue- 
eeasfolly  devised.  A  ease  or  bouBinf  cannot 
be  5tted  around  the  chain,  bvcanae  the  coostroe- 
tlon  wootd  also  require  it  to  contain  the  brake* 
ai  well  as  the  sprocket,  and  to  surround  the  asle. 

When  chain  become*  too  altck  the  chain  and 
eprockct  are  bound  to  suffer  in  consequence. 

When  chain  la  worn  aa  uncTen  or  jerkinf  mo- 
tion is  trnparli-d  to  the  drive  system  when  stow- 
ing down,  coasting  and  suddenty  picking  op  apeed 
•ic«  Therefore  a  chain  afaould  be  well  labri- 
ealed    and    kept   ad|uBted. 


COMMERCIAL  CARS, 


749 


Truck  Ctiains. 


RoUer  typo  cbbln:  The  truck  chain  ia  txaually  what  is  ttrmad  i 

roller  type  of  chain.  The  roller  part  ie  clearly   shown  io  the  illna^ 

tration.     Thia    ia    the  part   which    fits   in    between    the   teeth   of  tke 
sprocket. 

1  ton  truck;  pitch  1";       di.  roller  Me  or  %' ;  width  roller  H  to  %'. 

2  ton  truck;  pitch  1^*;  di.  roller  %  or  %*;  width  roller  \i  to  %*. 

3  ton  truck;  pitch  1%";  dl   roller  l";  width  roller  %.  to     1** 
6  ton  truck:  pitch  2";       di.  roller  1%*;  width  roller  %  io  1%'. 

Cleaning  and   Lnhri eating. 

TaHow  gives  a  chain  the  beet  protection  againit 
duet  and  grit.  It  ie  melted  and  chain  (after  being 
rlenniHl  by  soaking  in  kcrj^sen^)  is  laid  in  the  Ii* 
^ixiid  tallow — hang  it  up  to  dry  and  then  wipe  oif 
the   surplua    greaie — flee    alfto.    page    741. 

Teeth  of  tprocketa  wben  worn  may  be  remedied 
in  aome  instances  by  reveraing. 

A.  nev  chAln  will  itreteh — a  link  thonid  be  re« 
moved  after  it  is  well  aeU  The  rivets  aro  cttt 
with  a  chisel.     Master  links  ahould  be  carried. 

Adjniting  eb&ln  teniion — slight  play  ia  neeee* 
sary.  but  equsi  alack  should  be  in  each  chain. 
They  slwuld  be  looie  enough  to  run  e*By  withoul 
climbing  the  sprocket  tooth.  Adjustment  it  tua- 
ally  made  by  the  radius  rod,  or  large  adjuatlug 
screws  provided  for  the  purpose.  (see  page  20 
showing  radius  roda  equipped  with  right  and  loti 
adjusting  device). 

The  eularged  section  in  middle  portion  of  radioi 
rod  it  an  enloogat^'d  nut,  which  is  tapped  witk 
both  right  and  left  hand  threads.  The  rode  have 
threads  cut  on  them  to  correspond.  Turning  the 
not  in  one  difcctSan  lengthens  the  rod  and  lam- 
ing it  in  the  opposite  direction,  shortens  it.  The 
principle  is  ideotically  the  same  as  in  a  tura 
buckle,  this  however  ia  a  much  stronger  coo- 
•truction. 


Truck   Tires.    Bear  Axle   and   Spring   Lubrication, 


Tire« — several  forms  and  types  of  solid  tires 
Bicd  for  truck  aerrice  are  shown  in  the  tire  in- 
struction, see  piiges  555,  500  and  561.  See  page 
741,   how   to  remove  a  tnuk   wheel. 

Ttuck   Btaf   Azl«i8. 

Tkere  la  Terj  Uttle  to  be  uld  abont  the  cbata 
driven  rear  ftzle  as  the  wheels  revolve  on  the 
spindle  of  the  dead  axle— uaaally  on  roller  boar* 
ings.  See  page  31  for  illustration  of  a  dead 
axle  and  page  20  for  a  jack  shaft— also  page  74(S. 

The  wofm  drlTeik  raar  ftxle  is  the  popular  type 
ia  aae  and  an  n"  example  thf>  Sheldon  ii  exptalood 
on  pages  ?50,  751,  nnd  the  Timken,  page  762. 

Sprlnga. 

Spvlo^a — tnaamuch  aa  the  tpringa  of  a  truck 
M*  tubjeeted  to  conaiderable  itrai&«  they  ahould 
bo  kept  in  food  condition.  A  method  manally 
#rmp1oytd  is  to  T^ipr  the  frame  of  car  with  a  jack 
a*  ii^hown  in  6^.  12.  whicii  causes  the  leaver  of 
spring    to    separaie^ — graphite     is     then     iitserteti 


separate    jarkshaft 


between  the  Ifavea  and   wiped  dry  after  removing 
the  jacks.     The  spring  clip  nuts  ihould  be  tight, 

A  Truck  Gear  Box  Alignment. 

When   replacing  the   gearbox    on    tracks   having 
..^^     f._^_L_,.     brackola     (aa     in     the    chain 
drive    Mack),    it    is    ad- 
visable to  teat  the  Jtck- 
shaft  and  gearbox  align- 
ment   (flg.    13).      To  do 
this,    cut    two    disks    of 
104   in.   galvanited   iron 
to  fit  the  001  ier  bores  of 
jackshaft    brackets,    and 
drill  a  email  bole  through 
the  center  of  each,    Theio 
disks   are   placed   in  the 
outer      bores      of      each 
bracket,       and       a       ftne 
thread     passed     through 
the  drillod  holes  and  the 
gearbox  in  the  manner  illustrated.     Meaturementa 
from    the    outatde    of   the    bearings   to    the    thread 
khoyf   when   the  alignment    it   perfect. 


OatiUhor^ 

Both  4*(ikgbttl  BmtIbo 


The  PowTlok  or  M  and  S  DlfTerentlal. 


With  an  ordinary  dilTerential  aa  shown  on  page 
34.  when  one  rear  wheel  gctJi  into  a  ioft  spot 
it  will  turn  or  apin.  With  this  differential,  noth- 
ing of  the  kind  happens  because  the  angle  of  the 
worms  (D  and  M)  is  such  that,  while  the  aide 
gears  on  axle  abafts  (A  and  B)  can  drive  the 
worms,  the  worm«  cannot  drive  tbo  geara  on 
made  sbafta  (A  and  B),  and  as  a  conseqoenee 
the  differential  is  locked,  or  axle  ia  like  a  loUd 
axle  so  far  as  the  movement  of  the  wheel  in 
relation    to   the   differenlial    is   concerned. 

When  both  wheels  are  firm  oa  the  ground  and 
can  traTet  freely,  the  differential  ia  enabled  to 
act  in  the  UBual  manner  when  turning  corners, 
etc..  by  reason  of  the  fact  that  the  geara  on  axle 
abaft    (A   and   B)    cmn   drive   the   vorma. 

This  device  prevenls  skidding  to  a  great  ax- 
tent  end  insures  positive  traction  at  all  time*. 
iMnfgrs    Powrlok    Co.    Cleveland.    O) 


DYKE'S  IXSTBUCTIOX  XU3IBEB  FOBTT-SEVBSL 


! 


► 

1 

r 

--r 

3 

e 

"■y-^l 

c^&sJ^* 

[■I 

=; 

^ 

rt— Mrr    C/.     it, 
with   KTcv    <Hj.      .3/ 
•CBiaM    rt— MfT    :D>.     f«> 
'J;  mad  H^LUm  asS  iE/ 
-  5>  U«Te  sJtAvid  a«t  W  at 
Wlvccm  mmt  (E)  axd 
th«   L«b   %k0mid  wMt  h 
Tkert  ikoald  be 

■MTC  freely.     gfcgwMer  ab  ■■!  cs 

if   hmk   d#ee   »oC   it    fretty-      If 

70Q  keow  ■<jeif<ii  is  «Lk.     If  ■■«  tty 

bATiAC  ekoaJdcr  (K|  ■««  fmlL 

Care  aast  be  takcm  that 
BfMsnBi    tkm   coUmt   aa   tba    ifiairi       T^aft   bgF 
wheel  froai  side  ta  airia. 

rsc.  « 

wheels   ap— vith 

tires,  spin  whaels,  drawiac  liaa 

distanee   between    the   lines 

the  wheel  shoald  be  from  %  ta  % 

rear. 


To   "taka  ia"  ar  "Irt  aaT'  m 
Loosen  cleris  jam  aats  ea  ca4  mi 
pins — screw    cleris    either    ia    ar 
st^erin^  hnnekla  is  beat  ar 
place  It.     If   cross  rod  is  I 
alisninf    a  heels.      Front    wheels 
wheels   are    little   closer   toc«tber   at 
at  the  top.     See  page  €83  far 


Is    of    seml-floatiag   typa 
moonted     throaghoat    aa    baU     I 
straight   roller   baaiiags  aa  the 
provided.     Labricatioa  af  the  wi         _ 
portant.     To  pat  oil  Into  boaaiac-^aaa  i 
unscrew  filler  cap  and  paar  afl  la  aostil  H 
Whan  new  it  may  be  naeeaaary  ta  add  afl 
or  throe  weeks,  if  oil  lerel  goes  daara. 
orery  6,000  miles  aad  flash  oat  with  j_ 
onghly    clean.     Heavy   oil    each    as   MOW    (a 
inder  oil)   is  best  for  worm  gear  labiicstiam. 


To  raoora  rear  whaala,  a  wheel  paUar  (1^  %,  chart 
S09-B)  is  provided.  Jack  op  axla,  aaacrav  cap  aerav 
(A),  ramoTo  hub  cap  (B),  remore  drira  shaft  aat 
(0),  press  ont  disc  (D).  replace  hub  cap  (B),  iaasrt 
set  screw  (£).  and  jam  against  drive  ahafi  (F).  tap 
back  of  wheel  (O). 

Do  not  attempt  to  pull  wheel  off  by  simply  tigbtaaiag 
ap  on  the  set  screw.     Be  sore  to  tap  agaiaat  rim  ec 


wheel  on   inside,  after  yon  jam  the  set  screw 

the  shaft,  otherwise  yon  are  liable  to  strip  the  threads. 

Bepladng  Bear  WhaeL 
In  rapladng  wheel  on  shaft,  pat  key  in  poaitiao  ia 
key  way,  then  place  hub  over  shaft  with  key  way  ia 
hub  in  line  with  key  on  axle  shaft.     You  may  aoC  be 


^JteziL2ajj 


able  to  get  nut  (which  jams  key)  screwed  in  far  < 

at  first,  because  the  hub  will  not  ba  far 
enough  vp  on  shaft.  I>o  not  attempt  ta 
draw  the  hub  up  with  key  jam  nat  alaaa, 
but  drive  wheel  on  and  take  ap  with 
the  nut  as  hub  creeps  on  the  ahaft 
When  hub  is  well  up  in  poaltioa,  take 
off  outer  nut.  jam  the  key  tight  agaimst 
the  bearing  with  jam  nut  and  then  place 
outer  nut  back  in  position  before  pattlag 
on  hub  cap. 

BamoTlng  Worm  and  Whatf  Oarrlsr. 

They  come  out  as  a  unit  complete  with 
worm  gear,  differential,  etc.  (fig.  7.  chart 
809B.)  Before  lifting  out  carrier,  the 
szle  diaft  must  first  be  removed  and  the 
carrier  unbolted  from  the  axla  housing. 

Prooednr*:  Jack  up  wheela  and  va- 
move;  take  off  wheel  bearing  retainen 
by  unbolting  them  from  brake  spiders, 
(fig.    8):    pull    out   axle   shafts,    remove 


HO.  SM-iL-nMlntiiii,  BtmoTinf  and  Aisemblliig  a  Ttuck  Sear  Axle.    (SheldoB  worai 
drivo  tjiM  aa  an  ezamplo.) 

e0§  psff  762  for  Tinikeri  Worm  DrWe  Truck  Axles. 


COMMEECIAL  CARS. 


Flf,  9. — Top  view  of 
e«TTi«r  snd  boaaUff. 
Bump  housing  on  top  ft! 
points  mjbrked  hf  black 
•qusres  to  looseu  carriflr 
from    bouiiof* 


DUti  which  fasten  c&rrier  to  ftxi«  bouiiajj  marked  "rfr 
moYO**  (ISg.  9.)  Tbese  nuti  are  all  near  the  outald* 
edffo.  Do  not  diiturb  any  of  tbe  other  nut*,  at  tber 
have  nothing  to  do  with  carrier  removal.  Fit  an  07* 
bolt  (any  blackamith  can  mak«)  into  the  faol€  tn  top  of 
carrier  (fig.  9)  and  lift  out  carrier  with  chain  hoist  hf 
means  af  thU  boll.  If  entire  axle  lifti  up  with  carrier, 
bump  bousing  lightty  on  each  aide  of  carrier  wltli 
hpaTj  bar  at  paints  marked  by  black  sqnsres  (flg.  9)« 
applying  force  downward.  Do  not  uie  small  hammar 
or  hit  too  hard. 

Do  not  destroy  gasket  by  driTing  ebiiel  betweea 
emrricr  and  honsLng. 

On  W-30  and  W*60  aiclea.  nacd  on  8  and  5  ton  trueka, 
Ihere  la  a  thrust  bearing  on  eacb  aide  of  ibe  differentia] 
aa  ahown  in  flg.  10.  Be  careful  tbey  do  not  fall  tot* 
hcmaing  when  carrier  is  lifted  out.  They  can  be  bold 
In  place  by  reaching  hand  in  axle  tubes  and  smearing 
with  heavy  gr^^ase.  white  carrier  is  being  lifted  out*  It 
is  important  that  right  hand  bearing  ia  re-aaaembled  oa 
right  hand  side  and  left  hand  bearing  on  left  band  eida 
Do  not  Interchange. 

Reassembling. 

Beasienilillng:  Remove  drain  plug  and  wash  out 
carrier  and  housing  with  gasoline  and  clean  tboroughly* 
See  that  all  parts  are  clean.  See  that  gasket  betweem 
carrier  and  housing  is  in  perfect  condition*  Set  carriaff 
back  in  place.  On  W  30  and  W>50  axles  put  thrast  bear* 
inga  on  same  side  from  which  remored.  On  Ibeae  azlat 
tbey  must  be  put  in  place  before  carrier  ia  dropped  fUt 
:&nd  ffltiBt  be  held  until  carrier  gets  down  far  enoog^b 
to  keep  t^em  in  their  proper  poaition.  Thia  can  be  doaa 
by  smearing  with  heavy  greaae  aa  before  mentioned. 
Band  a  abort  book  of  %  inch  iron,  insert  the  hand  hold- 
log  tbe  hook  in  asle  tube  and  hook  over  bearinga  at 
bottom,  at  point  X«  fig.  10.  applying  sufficient  preaanra, 
pulling  towards  you  to  keep  bearinga  from  falling  ooi. 

Bolt  carrier  in  place.  Put  axle  shafts  in  place,  mak* 
ing  sure  that  the  hex  part  of  abaft  ia  aboved  well  b»«k 
ia  hex  part  of  differential  case. 

Replace  wheel  bearinga,  first  waabisg  them  witb  gaa- 
oline.  Pack  bearings  and  also  brake  spider,  wiib 
greaae.  The  grease  will  then  work  into  and  tbroiLgh 
bearings  when  shoved  back  in  place.  Put  on  wheel 
bearing  retainers  and  draw  up  tight.  Replace  wheela, 
being  sure  key  that  fastens  hub  to  axle  shaft  ia  dHv«n 
up  wetl.  Refill  honsing  with  oil.  Run  axle  by  band  bf 
twisting  on  the  front  end  of  worm  shaft  to  make  tore 
it  ia  in  good  condition  before  attaching  the  itniveraal 
Joint 

Brakea. 

The  foot  brake  is  the  regular  serrlee  brake  The 
band  brake  is  the  emergency  and  for  uae  when  it  if 
desired  to  set  brakes  while  car  is  standing  still.  BotK 
brakes  on  Sheldon  axles  are  Internal  ty^pe,  on  the  small 
axles  they  are  of  the  care  type  and  on  the  larger  siset 
the  ** wrap-up'*  type.  In  this  latter  type  the  brake 
action    gradually    increases    automatically, 

A.d]aatm#nt :  Kqua)  adjustment  is  essential.  There  la 
no  adjustment  in  tbe  brakes  theinaelvea  (it  being  aU 
in  the  parts  which  pull  the  brake  levera.)  On  the  late 
type  aw  tea  tbe  sdjuHtmeut  ia  made  by  a  sector  attached 
to  the  brake  pull  lever,  as  ahown  in  fig.  11.  To  tlghV 
en  up  on  tbe  braJce  iereri,  simply  take  out  bolt  wMeb 
fastens  the  sector  to  the  lev*^r,  and  move  tbe  hole  in 
the  lever  one  hole   (towards  the  rear)   on  the  sector. 

On  older  type  axles  the  adjustmeata  were  made  hf 
simply  tightening  op  the  pull  rods. 


In  braking  Hie  track  wltb  tbe  engine  with 
switch  off  and  ou  low  fear,  care  must  be 
taken.  If  you  intend  using  engine  and  low 
gear  on  a  hill,  engage  your  low  speed  before 
you  reach  the  incline,  because  changing  gears 
while  a  truck  ia  rapidly  descending  ia  apt  to 
strip  the  geara.  The  engine  used  this  way 
makes  a  powerful  brake  and  saves  tbe  brakes. 
The  spark  should  be  given  Just  before  reach- 
ing bottom  of  iaclioe  in  order  to  start  engine 
before  actual  bottom  ia  reaeb^. 


T  KQ,  800'B — SHildOD  Tnick  Axlt — continuation  of  cbart  309-A 


DYKE'S  INSTRUCTION  NUMBER  FORTY-EIGHT. 


^^S 


6 

— — r 

w 

1 

nn    G 

J. 

r|4 

-^=- 

°f* 

*Trftcter 


(5i=^ 


dMfgn  with  two  Iwg*  drh- 
Ins  wheels  in  reer  and  tm 
■meller  steeling  whsdi  ii 
front.  The  front  whttli 
vsry  in  dismeter  end  sIm 
In  tread.  They  sr»  ges- 
erally  placed  farther  spszt 
than  shown. 


n 


a — ^Fonr-wlieel      

design  in  which  two  frost 
wheels  are  so  close  to- 
gether as  to  really  Mrre 
as  a  single  wheeL 


Isrgt 


8 — ^Three-wlMel 
design     with     two 
drivLig    wheels    ax 

steering      wheel      

at  one  side  and  in  front 
The  diagram  shows  a  twe- 
cylinder   engine. 


4 — ^Thxee-wliMl 

design     with      a     

■teering  wheel  an4  cm 
very  large  rear  wheel  fct 
driving.  There  is  a  sec- 
ond rear  wheel  made  qnitt 
small  for  balancing. 


design  nsing  two  largt 
driving  wheels  and  eat 
very  smsll  wheel  in  rear 
for  eteering. 

6— Foor-whael  tndn 
deeign  with  large  driving 
wheels  in  rear  and  rela* 
tively  small  front  wheele 
for  steering.  Note  the 
cross  method  of  engine 
mounting. 

7 — ^Unusnal  tractor  da- 
sign,  with  two  large  steer- 
ing wheels  mounted  very 
far  apart  and  with  twe 
driving  wheels  placed  very 
close  together  at  the  rear. 

8 — ^Two-wheel  tractor 
design  to  which  yon  can 
couple  any  piece  of  farsi 
machinery.  The  entire 
power  plant  is  mounted 
between  the  two  driving 
wheels. 

9— The  oombination  whetf  and  caterpillar  traotov,  with  a  single  caterpillar  for  driving  in  the  rear  and 
two   steering  wheels   in   front. 

10 — The  short  oatorplUar  using  a  caterpillar,  or  flat  wheel  construction  st  each  side.  This  design 
haa  been  on  the  msrket  for  some  time. 

I — Is  the  engine;  O — gears  driving  internal  gears  in  rim  of  tractor  wheels;  W — tractor  drive  wheels. 
■— Bteerlnf. 

What  a  Tractor  Must  Do. 


c= 

.... 

1-    1.. 

U    CNCHNe 

10 

IL 

lit — Must  work  efficiently  after  six  years. 
8nd— Must  reduce  horses  to  the  minimum. 
8rd — Must   supplant   horses. 
4lh — Must  cultivate  row  crops. 
6lh — Must  plow  and  cultivate,  both. 
6th — Must   handle  two  plows  under  bad  conditions 
snd   three  under  good  conditions. 


OUii  of  Work. 

LIGHT  WORK. 

HEAVY  WORK. 

BKLT   WORK 

Pumping,    Washing,    Cream 
Separating,  etc. 

ting.  Shelling,  Shredding. 
Threshing,  etc. 

HAULINO 

Hauling'  People,  Farm  Pro* 
duce,  Merchandise,  etc 

Hauling  Grain,  Bnilding  Ma 
terial,   etc. 

FIELD  WORK 

Planting,   Oultlvating,   Mow- 
ing, Raking,  etc. 

DrillTir,  Harveiting,  etc. 

7th— Must  operate  7-  or  8ft.  binder  at  2 )i  to  8 
m.  p.  h. 

8th — Must  have  power  to  operate  road  grader, 
manure  spreader  etc. 

9th — Must  hsve  belt  power  to  operste  sny  hay- 
baler  or  24-  to  28-in.  threshing  separator 
with  self-feeder  and  wind  stacker;  must  op- 
erate com  sheller,   feed  grinder,  sawmill,   etc. 

10th — Must  cost  less  than  $1,008. 

11th — Must  weigh  less  than 
6000  lbs.  and  be  guaran- 
teed one  year. 

12th — All  working  parte  In 
oil;  self-steering;  direct 
drive  for  all  speeds  and 
belt  pulley;  speed  enough 
for  plowing  and  road 
work;  low  center  of 
gravity. 


OEABT  KO.  810— Tractor  Designs.    Diagrams  Showing  tli8  Diffairent  Principles  Used. 

AMetor  Age.) 

'###  pMg§  829  tor  tractor  drive  methods. 


rSTRUCTION  No.  48. 

'*THE  TRACTOR :     Class  of  Work.     Medium  Size   Tractor  for 
General  Farm  Work.     Gasoline-Kerosene  Carburetors. 

Foel:    Tbe  tractor  was  formerly  propelled  ptoyeJ,    but    gf    much    heavier   and    larger 

by  a  steam  engine,  but  is  uow  uaually  pro-  design" — see  pagps  S2S*.  830. 

iiellei]    by    a    ^'asolinc    engine,    which    uses  ....        .^  .      ^  ^  » 

KMoline  or  kero.e»e  for  fuel.  'Two  methods  We  would  advise  the  reader  to  send  for 

of  using  either  gasoline  or  kerosene  is  ex-  catalogues  of  some  of  the   leading  teactot 

plainc.l  in  cLttit  all.  manufacturers.     Thcac  catalogues  will  give 

_.  ,  ,       ..,  ...  ,        ,.  the    reader    the    inforinnlion    on    tlio    driv* 

The  engine  can  be  c.thcr  a  multiple  ^yhn-  .....t^^^j,  „„j   ^^^^  instructions  in  this  book 

der,    vertical    or    horizontal    opposed    type.  j^       ijp,itiou,  etc.  wiU  give  sufficient 

_       The  4  cyUnder  engine  is  used  qu.te  eiten-  i„fo,*ati^'    %    t^J   engine.      In    this   way 

^aively  and  for  the  same  reason  as  it  is  used  ^^^       .^  ^         ,  „^,^-       knowledge  of 

Hon  trucks,  per   page   74  <.     The   engme   va-  „„„^,g  "^  ^he    Uvo    gasolintkerosene    car- 

■■r.es  but^m  a  few  details  from  that  used  on  turetion   principles  are  erplaincU  on  pages 

automobile   pusacugcr   cars.    See   pa^c   832  -5      827  and  the  air  washer  ou  page  828. 

lor  a  typical  4  cyl.  tractor  engine — ace  aUo  * 

page   831.  A   Icailiug   roa^^rm   who    h«i   a^«ed   to   B«Qd   d* 

Tlietngine  igtutJOii  li  gtneraly  by  means  our    reiider..    i«    tbe    Alinneapolli    Steel    aad    M* 

or  magneto  and  with  an   *  mipUiSO      starter  cLtnery  Co.,   Minuonpoliit.   Minn.  m&tiufuctur<9r«  o1 

— 800  pages  832,  25B,  277,  275,  747.     The  »*»*?  fimuus   "Twm  City"   tractor*— ioo  i.aif«  §32. 

irovemnr  U  uHfu]     a^  tho  fmotor  Piitrinfl  tlat^i  <>t*i«'    tractor    miiu«;farhirer»    arc*    Holt    Mf^.    Oo. 

governor  la  uaeU,  as  tUe  tractor  eujjme  Ooei*  Peoria,  III.;  a  L.  lt«t  Tracior  Co.,  Sao  Loaniiro 

not  vary  m  apeed  so  much  as  an  automobile  Calif.;   Yuba  Mfg.  Co..   43a  Calif.  St.,   San  Fran 

—see  pages  839  aud  S32.  cUto,  Oalif. 

The  drive  syatems  differ  however,  but  tbe  The  ad*lrcsi  of  three  leadinv  fat  enfio*  luga 

aane  underlying  prmciplesfluch  as  clutches,  r^^j,,,^,  Madi.oa,  Wiacn.     CTa.  Power,  St.  Joaeph, 

jack  shafts  with  dififereatials,  etc,  are  cm-  muu. 

^m  What  a  Medium  Size  Tractor  WiU  Do. 

^^       The    mediuis-aize,    mediumpriced    tractor,    op«r-  of   conducting  th«  farm  and  tbat  tho  purchAM  «f 

aimg    under    average    conditiotii    wUl    plow    oaa  the  tractor  usuallr  must  bo  Jiutifled  by  IncreaMtf 

aor«    7    in,    deep    on    2\i     gnl,    of    ga^oUne    and  yield. 

Vfe   gal.   of   lubricatuig   oil.      Thus,    in    brief,    it   the  wmj    regard    to   the   aanibt»r  of   day*   a   tractor 

re»uU     of     an     «teii»iv«     inquiry     made     by     the  jg   y„4.   n^^  report  givM  figure*  which  vary  froia 

United   Statea  Department  of  Agriculture  ambrac-  4«>    f<„.  i]^^  apJow   machine   to   70    for  the   6*plo* 

ing   data  received   from   300   tractor  uaers   in   the  machine.     Nearly  43  p«»r  r<'nt  of  the  tractor  uiert 

-corn  belt  m  lUinolt.  report  that  they  do  cuatom  work  for  others,  whick 

The   information   is   given   in   bulletin    (No    719>  would  acein  to  indicate  that  tbe  traetur  !•  too  Urge 

of  the  department,   which  is  entitled    **An  Econo-  to   be  kept  buiy  on  the  home  farm.     The  lift  of 

mic  Study  of  the    Farm  Tractor  in  the  Corn  Belt.**  traetori,    aa    eatimated     by     their    owners,     varie* 

^nd  which   inckide*  information  from  the  uaera  of  from    6   aeaions    for   the   2plow    machine   to    10 H 

traetori    of    various    aizei    and    on    various    tiled  teatoni   for  the  Q^plow  outflti. 
^armt. 

Best  Size  Tractor  to  Pnrcbaao.  ^^^'   «'*»'   *'^^    *»'  Pnrchase  Price. 

Belt  work  repreaenta   60   per  cent  of  the  iet*l  ■,  Tha  longevity  of  the  tractor  bring,  up  the  r,uet 

— «7fc  nf  Vtr.r.*«V      v«\.%-i#  «.„,u  ♦« VrttnTrnM-rhw  l^^**  <>'  TcpfLiF  espeote,  aud  in  tbia  connection  th* 

TSf  i,l\    H        I    *n  I!      h     t    ih-   «^« TfiiJ  bulletin  pelnti  out  that  though  no  accurate  atatlt 

efficient    th«   engine    ne^ti*   about    the   same   power         .  .^.si^fr.!^   „„    *l!.     if  ^«..t.i    ...«    *»t-.  ». 

at    it   «quir.d    for   four   plows,    making    the   three  i*"„ ".?   '"^^H^tJ^  »  «  \ i  L   rl^^^^ 

end    four   plow   outflit   the  best  aiset   for  general  f^^^f '  "P^f  ,^'^,i^^l''    tm.  rt«ri«^il  fh?  .SL^l 

..»tiit«*   »*.  Vt,-   fm*.»  initial   coat  annually.     Ihit  repreaeute  the  averagt 

» utility  on  the  farm.  ^^^  ^^^^  machinery  generally. 

Aaother    important    concluaion    drawn    from   the  tt«^-..  #.«»»ki.  -««j;*s««     *   u  ;„    ».i ,i ™ 

data   collected    indicates    the   size    of   tractor   moat  ^  ^°*^*^  favorable  condit  on.  a  14  in.  plow  drawe 

amiable   for   a  given   iiie  farm  and  layi  particular  *»-^   *   tractor  covert  about   3   acrea   m  an   ordinan 

ISipha.it  on  the  fact  that  the  medium  al«    medium^  working  day.      Under  unfavorable  conditions  largt 

triced   irac°or' Appears   to   have  proven   a  profit.  ^f«*    P^^^^*    m"*,^**'^  1^^    '^'^''Sf    per    day    p^r 

te    mvettment    in    a    high.r    percentage    of"^  caaet  .^J^.^^J.^*!.''^"  ^^^  "^ji^  S^^^th/lw.^Xr^    ^T 

than    any    others. "      The    aixea    recommended    for  trnctora    do    better    work    on    the    whole    than    de 

llrLn.  .i»«i  of  f>rma  an-  »'''^*'*    drawn     by    horaea.    the    average    dtpth    la 

venous  aliea  of  farmi  are.  Illinois   with   tractors   being   1^    in.    greater   tha»* 

^^  Acreage  ^o•   ^J^^*  with  horses.     It  is  etated  that  the  tractor  ditplac*'* 

^H  of  Farm  liandled  about  one-fourth  of  the  horse*  uftcd  on  ihe  averag* 

^m  aooorlosa.* 3'plow  f^^^ 

^H  201-450 4  plow 

■  ^5^.^50    ®;P\^;'.  .'i'Tplow^''*"  ^«'*^  Eeqnlred  Oepends  Upon  The  SoiL 

^"  *       '*    'S'  and"  S-plow   second   choice  Th«    reaiatanee    that    aoil    ofTers    to    the    |>a&&uKP 

,..-..  *  J   *u   *  *i        ™   u   -♦   *-..«i  «n«Ti  **'    *    plow    bottom    varies    from    2    to   20    lbs.    per 

.^^'^t"'■^*^  n  **S*^/^V  .*  ?        ;    tin    ,TJi5S^  ^j^^re    inch,     depending    upon     the     character    of 

which    tbe    amallcat    tractor    in    common    use — the  ^jj^  ^^jj  '^  •       • 

S  plow   machine — may  be  expected  to  prove  profl-  m^  -    \.  ■  *.  *.  *.  . 

table,  tt  one  of  140  acrea.  Thia  being  so    a  bottom   which  rec,mrea  a  pull 

«.      ..,...*...         .   *        .•.   «  .1.       1.'   .     J  o'   <'»»ly  about  400  lbs.  at  the  draw   bar  to  torn   a 

The  bulletin  further  statea.  that  the  chief  edvan-  furrow  14  in.  wide  and  e  in.  deep,  mav  require  at 

tacea   of   the   tractor   for   farm   work,    according   to  preiit   a  pull  at  850  Ibt,   in  a  soil  of  tllfferent  con 

I the    operators,    are     (1)     Us    ability    to    do    heavy  at-utWKi.  or  a  maximum  of  nearly  1700  lbs.  in  th** 

^^Work  rapidly,    thuii  coverioe  the   required   avt»rago  most    Intractable    soil. 

Mto  the  season :    (2)    the  saving^  of  man  labor    and  Therefore  the  power  of  the  tractor  must  be  de 

^(3     the  ability  to  plow  to  a  good  depth    particu^  termined  by  the  character  of  the  soU  and  the  nnm- 

■^  larly    in    hot    weather       The    chief    diaadvantage*  ber   of   pLowe    It   pnUs.      One    should    aecur..   a   soil 

are   put    down    »•   difficulty    of   efficient   operation  ^^^    ^,f    ^^i,    lorallty    from    hi*    Slate    Agricultural 

and   pa<klng  of  the  soil  wh^'o  wit.  Ootkge  and   p-n  himxi'lf  on  the  rulatife  condition 

One  slgniflcant  fact  brought  out  U  that  the  pur-  of  the  eoil  in  his  ocighborhond  and  the  power  re 

chMe  of  a  tractor  seldom  lowers  the  actual  con  quired   before  purchasing  a   tractor. 

•See  ftlao  page  829  for  *'Tr»ctorej'»  82Q  Ford  Tmclor;  827  Holley  Kerosene  Carburetor  for  Trsetora 

See  pac««   8^11   for   kerosetif   diflTiruKien 

*»The  tractor  engine  must  etand  continued  running  at.   fat  leait)    IT  r  power  for  an  aggregate 

of   several    hour*    sicady    rnnninc,    thrr^for**    lh<*  hearlnirs  and   pa  no  ahould  be  heevUv  u»A 

capable  of  withetandiuc  this  atram— if«e  T*age  «i3a   (nr    "tractor  ih  -W    *tv^  %^V  \c»\     "'^x%.TSk% 

mission  of  power"   and  page  d32  for  a   ''typical  trai'tnr  ingltie.''* 


754 


DYKE'S  INSTRUCTION  NUMBER  FOETY-EIGHT. 


**SclLebler  Kerosene  Oarburetor— Slxiglo  Type. 

Schebler  Itodd  D 
(Btwglii)  csrbQnfeor 
The  eaeeessfol  lue  sf 
kerosene  is  not  a  pit- 
blem  of  tbe  etrbllr^ 
tor  alone,  but  ii- 
volves  both  the  earbs- 
retor  and  a  proper  dt- 
sign  of  engine. 

It  l8  absolutely  neceasazy  and  mst 
be  nnderstood,  tliat  kerosene  can  oa- 
ly  be  bnmed  wltk  the  appUcatJoa  of 
the  proper  amount  of  heat. 
«cTK-.  y.^  «^f,  rttm  ^  jg  gigQ  advisaWe  on  some  siiM 
of  engines  to  heat  the  Incoming  ilr 
to  the  carburetor,  and  we  find  that 
Fig.  1.  TheScbeUtr  Model  D  *' Single"  Oarbnretor,  with  it  rarelj  occurs  that  too  much  heat 
■peeiel  water  throttle  for  use  with  kerosene  on  tractor  and  can  be  applied  to  the  air  supply, 
■tationary  onginee.  '^'^  '^'^ ' 

The  intake  manifold  must  be  kept  as  hot  as  possible,  perferably  by  the  exhaust  heat, 
for  if  heat  is  not  applied,  there  will  be  a  precipitation  on  the  walls  of  the  manifold.  j 

Heat  on  the  manifold  has  two  objects:    First,  to  aid  evaporation  of  the  heavier  parts  of  i 
the  fuel;  second,  to  neutralize  the  *  refrigeration  produced  by  the  evaporation,  so  that  the  ii- 
coming  charge  of  gas  introduced  into  the  engine,  is  in  an  intimate  m£rture  and  at  a  usifom 
temperature. 

Users  of  kerosene  have  always  found  it  advlaable  to  use  water  to  prevent  pounding  under  hssfy 
loada;  and  also,  water  injection  prevents  excessive  deposits  of  carbon.  In  this  water  or  keroaa&e  threttls 
attachment,  there  is  a  small  hole  in  the  carburetor  side  of  the  throttle,  through  which  may  bs 
introduced  a  stream  of  water  controlled  by  any  suitable  type  of  needle  valve.  While  the  engine  is 
pulling  a  load,  this  needle  valve  which  controls  the  supply  of  water  from  any  suitable  aource,  should  be 
opened  only  sufficiently  to  remove  the  pound.  When  engine  is  stopped,  water  must  be  shut  off.  Tbt 
engine  must  be  started  and  warmed  up  on  gasoline  and  then  can  be  switched  over  to  kerosene. 

♦♦Kingston  Kerosene  Carburetor^— Double  Type. 

Kingston  double  carburetor:  (shown  in  fig.  2.)  This  carburetor  is  so  constructed  that  either  fsse- 
line,  motor  spirits,  kerosene  or  distillate  may  be  used  by  shifting  of  lever  No.  81,  which  operates  fad 
switch  valve  No.  29  from  one  side  to  the  other.  The  construction  of  carburetor  with  two  bowls  aOevi 
gasoline  fuel  to  be  supplied  to  one  bowl  and  kerosene,  motor  spirits  or  distillate  to  the  other,  so  after 
starting  engine  on  gasoline  and  after  it  is  warmed  up,  a  switch  to  the  other  fuels  can  be  autde  ia- 
stantaneously  by  the  shifting  of  lever  No.  31.  ^en  if  engine  refuses  to  pick  up  load,  a  switch  back  te 
gasoline  can  be  made  at  once. 

Adjustment:  The  fuel  supply  to  each  bowl  is  controlled  by  needle  valves  No.  11.  The  method  e< 
■djuBiine    ii    to    turn    this    va\ve    to    the    HglH     (first   loosen    lock    screw   No.    12)    until    it    is   down  oa 

valve  seat.  Then  turn  back  to  left  one  complete  tan 
for  preliminary  starting.  To  adjuat  needle  ratves 
correctly,  engine  must  be  running  up  to  speed,  set 
spark  lever  in  retarded  poaition  and  follew  eat 
these  operations:  First  turn  the  needle  valvt 
slowly  to  the  riffht  until  the  engine  starta  to  back- 
fire through  carburetor.  Then  alowly  turn  te  the 
left  until  the  engine  picks  up  maximum  apeed.  Alse 
notice  the  exhaust  coming  from  outlet.  After  ea- 
gine  warms  up  and  proper  adjustment  has  beea 
made,  the  exhaust  should  show  up  dear,  no  sneke 
to  speak  of.     Too  much  fuel  produeea  black  smoke. 

When  engine  is  operating  right,  tighten  lock  screws 
No.  12.  The  needle  valve  lock  aprmg  is  intended  te 
hold  adjustment  of  needle  vaWe,  but  to  make  doubly 
sure  that  needle  valve  is  held  in  proper  adjuatmcat 
the  lock  screw  No.  12  should  be  set  up  tight.  TIm 
needle  valve  ia  the  only  adjustment  on  the  Kingston 
carburetor. 

The  auxiliary  air  is  controlled  automaticaDy  by 
ball  valves  see  page  152,  which  takea  care  of  the 
mixture  at  all  speeds  above  or  below  normal  speed 
so  that  after  the  adjustment  is  once  made  oa  the 
needle  valves  no  further  adjustments  are  required. 

Stop  valve  at  each  of  supply  tanks  should  be  shat 
off  when  tractor  ian't  being  operated.  The  fioat 
valve  in  carburetor  might  stick  or  fail  to  keep  sup- 
ply of  fuel  to  bowl  or  fioat  chamber  cut  off,  and  it 
would  mean  that  the  carburetor  would  flood  and 
fuel  would  run  out  and  be  wasted. 

For  tractor  mse  fuel  must  be  connected  to  both 
bowls  from  both  tanka  when  operating  tractor. 

Air  washer:  The  Kingston  carburetor  (Kokeme. 
Ind.),  uses  an  air  washer,  called  the  Bennett  type, 
manufactured  by  Wilcox-Bennett  Co.,  Minneapolis. 
Minn.     See  page  828  for  principle  and  purpeee. 


OHABT  NO.  811— Carburetors  for  the  Use  of  Kerosene  or  QaaoUnA. 
♦Cause;  as  the  fuel  U  drawn  through  inner  pipe,  heat.ia  reduired  to  evaporate  it.  consequentlr  heat  ia  diaji 
from  pipe,  leaving  it  cold,   evaporation  then  stope— f or    this    reaaoa    extra    heating    ia    supplied.      (aee   ale 

pagea  156  and  168.)     ♦♦Bee  page  827  HoUey  keroeene  eari»«r^  •^L?'!i*5'l*  «..  _._     * ^ 

Me;  it  is  practicany  Impos^e  to  start  an  «I*«toJ«ny,*«^5SiL rftlt  !!rL?-^n«T?C  J^ft?  *%SS 
Kerosene  does  net  give  off  vapor  until  heated  nearly  to  the  belttait  petal  of  water--4t  asuat  be  healed  and  k« 
heated,  otherwise  it  will  condense. 


OTHER  TYPES  OF  ENGLNES. 


766 


INSTRUCTION  No.  49. 

OTHER  TYPES  OF  ENGINES:  Motorcycle.  Marine,  Station- 
ary Engines.  Two  Cycle  Engine.  Diesel  Engine.  Motor 
Bob.     Re-designing  Old  Cars.     Service  Cars.     Steam  Cars, 


* 

k 


Olher  types  of  ettgines  are  motorcycles, 
tn&rijiei  stationary,  Dieael,  two-cycle,  aerO| 
«tc.  We  will  not  attempt  to  give  detailed 
explaoations  in  this  book^ — as  it  would  re- 
quire too  much  space  to  properly  treat  the 
subject;  but  to  those  who  are  interested 
in  the  above  siibjecta  we  would  refer  them 
to  Dyke's  Motor   Manual. 

^Motorcycle  Engine. 
The  motorcycle  engine  is  usu&lly  a  four 
cycle  type  of  engine  and  is  nuade  with  one^ 
two  and  four  cylinders.  The  air  coaled 
cylinder  is  in  gen- 
eral use.  The  "twin 
type '  *  cylinder  is 
the  moat  popular 
and  cylinders  are 
usually  placed  4  2 
to  45  degrees  apart. 
Why  they  are 
placed  45  degrees 
apart  and  such  sub- 
jects aa  firing  or- 
ders, etc-  ie  fully 
explained  in  Dyke  's 
Motor  Manual f  to- 
gether with  com- 
plete details  of 
valve  timings  driv- 
ing   systems,    clutches,    tranemissionSj    etc. 

The  connecting  rods  are  usually  placed  on 
one  crank  pin,  sometimes  there  are  two 
crank  pins — in  the  latter  case  the  firing  im- 
pulse would  differ.  The  fly  wheels  are  us- 
ually enclosed  in  the  crank  case,  (see  fig. 
7,  page  74,  and  Insert  No.  3.) 

The  four  cylinder  motorcycle  engine  is 
also  in  use  and  is  very  simitar  to  the  auto- 
mobile engine,  but  smaller  and  lighter. 


A    twin    cylioder   motor- 
eyele   vsigiD*. 


^^       doubli 


b  Smitb 
iiiolor  wbeer'  atUched  to  Itie  rear. 
This  maehioe  though  it«  eatir«  weight  if  but  13& 
)b4..  U  cspa^hlA  of  ruonin;  At  20  to  2&  m.  |».  h. 
ftod  moi  from  50  to  60  miles  on  1  g^l  of  o*olin«. 
Th«>  codtrol  conBiats  of  «  tmftll  thumb  lcT«r 
«tt*chfld  to  th«  uteeHng  wheel  and  clatch  »nd 
fool  brakoa  ftr«  tho  ■amo  at  tboie  od  a  repular 
automobile,  The  wire  wbeeli  are  fitfead  with 
double   lube   clUicher   lirca   and   are   20   in.   in   di- 


ameter. The  wbeelbaee  ie  70  to.  and  the  tread 
ia  30.  Tbo  motor  wheel  U  lifted  about  an  inch 
off  the  sronnd  by  meaoa  of  the  clutch  and  is 
cranked  by  a  handle  on  the  drive  whe«t.  Bf  let- 
ting oat  the  cluti^h  the  wheel  ia  dropped  to  the 
ground.     Price  of  thi*  outfit  it  f  135,00. 

In  winter  the  wheels  can  be  rc'moTed  and  a1e4 
runners  attached,   making  it  a  motor  aled. 


Tha  Atiio-Ped,  manu- 
facttired  hy  the  Auto- 
Fed  Co,  of  America. 
Long  Island  Oity, 
N.  Y.  To  drtva,  op- 
erator ia  in  standiag 
position.  A  0  toU 
Itslitine  generator  ia 
incloied  in  flywheel 
ease. 


«n*ATt»  t#«*tfi£4u»4 


•'*»•     wi.t»T*a9i 


i.  (nfti'm  '4  &i*PiD  Jp 


Marine  Engines. 

Marine  engines  are  also  built  alonip  tbe  sana 
lines  as  the  automobile  ensine  when  of  the  four 
cycle  type^  but  with  the  addition  of  a  goxemor  on 


*Sea  also  pagea  8iS  to  8401  and  Insert  No.  3. 


The  smaller  types  of  marine  or  motor  boat  gmwo- 
line  enffioes  are  frequently  of  th«  two  cycle  typa. 
The  two  cycle  type  of  engine  is  explained  on  page 
7S6. 

The  marine  engine  is  hulll  heaTier  than  the 
automobile  engine  because  it  is  run  most  at  full 
speed  or  power  for  long  periods  of  time,  however, 
on  the  modern  marine  engine  it  is  capable  of  vary- 
Ing  speod  by  use  ol  the  throttle  and  spark  tha 
•ame  as  the  automobile  engine. 

Tho  Igaitloa  for  marine  enginea  is  similar  to 
the  automobile  engine,  but  in  many  instances  the 
**make  and  break"  system  page  260,  and  oscillat- 
ing type,  page  264,  also  K.  W,  is  used.  On  the 
amall  two  cycle  type  the  jump  spark  with  Tibra- 
tor  coil  and  battery  is  used  to  a  great  extent,  also 
the  make  and  break  system  described  on  pagea 
214  to  216.  In  fact,  the  make  and  break  system 
iis  used  quit*  extensively  on  large  four  cycle  type 
of  marine  engine  because  it  is  of  the  low  tension 
type  and  ia  not  affected  by  dampness,  which  la  the 
ease  where  high  tension  current  is  employed.  If 
high  tension  is  usc^d,  then  it  must  be  well  insu- 
lated because  of  dampneas. 

Tha  carhnretlon  is  similar,  but  on  some  of  the 
larger  types  of  marine  engines  a  double  earbora- 
tor,  using  gasoline  to  start  on  and  kerosena  to  run 
on    is    quite    often   used    (page   754). 

Tha  clutch  is  used  between  the  cngioe  and  re- 
verse  gear,  and  is  practically  tbe  sama  principle 
as  an  antomobile  clutch. 

A  gearbox  is  soma  timea  ampioyed  which  rives 
one  speod  ahead  with  a  lower  ratio  than  the  dlrecl 
drive.  The  reverse  gear  is  also  emnloyad.  Some- 
timfS.  however,  tbe  propeller  ttaelf  is  mada  so  th» 
Mades  will  shift  at  various  angles  or  piteh^,  (whioh 

— continued  oo  paga  757 


756 


DYKE'S  INSTRUCTION  NUMBER  FORTY-NINE. 


I 


(NLET   PO*tT  TO    — 
CYLlNDELR    CLOSED 


IMLET  PO«T  TOf 
CflANKCASC  OPEN. 


CHECK  VALyt  5UCKt!) 
OPtM  BY  'UP' not  ION 
OP  P<3TOlH|.         j 


port  twtHCTdfl  «iiglii«. — Fic«  1,  Piitoa  ii  dow  At  bottom  of  iii  stroke.  Notice  two  iht&«i  I 
•eourrlac;  (IJ  gta  enittriDg  cylinder  from  crank  cais  tbrougb  "bj-paei"  port;  (2)  combusted  ^m  it  |w 
••t  exbauit  port. 

Fiff.  2.     PiBtoa  ftlmott  at  top  of  itroke.     Note  two  things  ooeiUTiDj;;    (1)    gmm   U   traioff  compttmti  i 
■f^ark  jujt  about  to  take  pla4*«;    (2)  freah  gat  is  en- 
t«rLog    crank    case    from    carburetor    tbrough     {cilct 
petrt    to    craok    cai^e. 

^Therefore  witb  two  movementH  erf  pittoa,  one 
sp  and  one  down,  or  on^  revolution  of  crank,  four 
action!  took  place;  (1)  intake  of  gas  into  eylinder; 
(t|  azbauEt;  (3)  comE>reaiioa  and  mtako  to  crank 
oa««;   (4)   explosion. 

Wben  tbp  piston  travels  up,  a  vacuum  Is  formed 
Im  crank  csRe  which  causi^s  thf*  gas  to  -tie  sucked 
1b  tbrougb   crank   case  inlet  port  or  ebeck   vaL?e. 

When  piston  travels  down  a  pressure  is  formed 
\m  crank  case  (5  to  P  Ibe),  which  forces  the  gaa  in 
crank    case    through    "by-pans*"    into    cylinder. 

A  "baffle 

plale*'  (D)  pre- 
vents fresh  gas 
from  heading  to- 
wards tlia  er- 
haust. 

Note  when  pis- 
ton iff  dowiL,  pres 
sure  in  crank  case 
forces  the  check 
valve  of  carbure- 
tor to  close  (Ag. 
1).  When  piaioa 
is  going  up,  tba 
vacuiifn  formed  in 
crank  esse  sucks 
check  vaWe  open 
(flg.  2.) 
*0n  a  four-cycle 
type  of  engine  , 
this  m'outd  re-  I 
quire  four  mo  ve- 
in cmts  of  pistoa 
or  two  revolu^ 
tions  of  crank, 
(see  page  58.) 


Fig.  A,  Note  th^  exhanst 
port  OS  a  two-cycle  eogine 
opens  aljgbtly  before  the  cyl- 
inder inlet  port  or  **by-psiis'* 


Fig.  3.  When  a  mlziiig  t«1t«  la  ita«d  t&a  cki 
valve   is  a   part  of   the   mixing  valve, 

Wlien  a  carbiiretor  la  usad  with  a  **two  pert**  tf 
of  «ogine  a  cheek  valve  must  be  used  at  abowo  ibt 
(figs.  I  and  2),  A  tarbtiretor  can  b«  need  bowel 
with  a  three  port  type  without  a  cheek  vmlTt  la  I 
port  li  opened  and  closed  by  piston. 


CHART  NO.  912 — ^Principlo  of  tbe  Two-Port  Two -Cycle  Typo  of  Intomal  Combtistloii  ShieIb*. 


(See  PBge  757  for  otlier  details  of  a  two  cycle  engine.) 
eycle  is  mude  by  CI e? eland  Molortycle  Co.,  Cleveland, 


A  rery  satisfactory   two  oycte  enginv  uaed  «a  a 
Ohio. 


OTHER  TYPES  OP  ENGINES. 


757 


pug©   755. 

rvvcr»('b  thf"  dir«<!'tio»  of  propulsion)    in  lb«  plftcn 
of  m  speed  e^Ar  and  revfrrte. 

Stationary  Qasollne  Engine. 

Thii  type  of  internal  combufttioa  enfin^  it  mnrx- 
■II7  of  the  four  cycle  type.  The  cylinder!  ftr« 
l«rffe  in  diameter  and  the  ttroke  U  usually  IhTg^T 
than  the  bore.  Tbe  ipoctd  it  itow  (160  to  600) 
but  ronBimai. 


iWi|u>,  villi  •  nUw  mrm  I 
IMiK-4,  V4<*  Ik*  k>r  ttB)  tiMH  liM 


A  goToruor  Is  usdd  l«  ke«p  the  speed  &t  »  cer> 
tftin  Etnmier  ef  TOTOlation«  aod  it  is  due  to  the 
governor  action  on  a  stationary  ene:ine  tbat  you 
will    hear   exhmu»ts  at   tiaeven    intervals. 

•Governors  are  dlTld«d  Into  two  genera3  typoa; 

Lihc    **hit    and    mi»»'*    type    and    tho    "nbroUling/ ' 

The   *'hit  and  raias'*  principle  is  generally  used 

itli  enjeiiti'S  nsin;  ffasoUne  as  fuel  and  the  •'tbrot- 

ItliTiR"   type,  with  engtuM  oaine  kerosene  or  lower 

ll^'i*^'''^    °^    fuel. 

Tlje  rearon  why  the  "throttling  type**  governor 
_i  used  with  kerosene  engines  is  due  to  the  l&ct 
Ithnt    krrosene.    when    u^ed    ab    a    fuel,    enters    the 
ieombuBtion     chamber     almost     in     the     form     of     a 
lltqujd,    while    gasoline    enters    more    in    the    form 
lof   gat.     The   combustion    chnmber   on    a   keroaen» 
Fvngine  accordingly  must  be  maintained  at  a  fairly 
I  high    temprrftlure    to    properly    vaporize    the    fuel 
Bnd   this   tetnpernture    should    also    be    fairly    uni- 
form. 

II  IS  the  writers  opinion  tbat  the  reason  trou- 
ble ia  experienced  from  carbon  formation,  where 
It  is  attempted  to  barn  kerosene  iu  a  "hit  and 
miss"  goir^ruoT  engine,  in  because  the  combus- 
tion chamber  on  such  engines  cools  off  quite  fre- 
quently during  the  time  that  explosions  are  cut 
out.  This  trouble,  can  of  course,  be  avoided  by 
using  pre-heater  in  the  fuel  line  on  such  engines, 
hut  this  is  a  makeshift  arrangement  and  not 
gfneraljy  satitactory.  The  "throttling  type" 
governor  is  best  as  it  eomea  nearer  maintaining 
a   uniform  temperature. 

The  fuel  may  be  either  gaioHne,  naphtha,  kero- 
sene or  any  one  of  the  many  other  petroleum 
products  of  low  grades,  when  properly  heated. 
Natural  and  artificjal  gas  are  also  used. 

Ignition  Is  niually  Jump  spark  on  small  engines 
and  wipe  spark,  page  215,  or  similar  to  the  "make 
and   break,"    on    larger    engines. 


On  Bome  of  tfi"^  enginei  using  a  low  grad*^  fuel. 
no  ignition  device  is  used,  as  for  instance  the 
Dipst-l  engine.  On  others,  a  hot  tube  is  pre 
heated  and  serves  for  ignition.  The  latter  re 
nuires  complete  vapoHxation  of  the  fuel — all  of 
which  ia  rovered   in  Dyke's  Motor  Manual. 

The  "hit  and  mlaa"  governor  action  is  shown 
in  flg,  20,  When  speed  of  engine  iucreaaee  more 
ihan  governor  is  Bet  for,  the  ball  <B),  by  ceotri 
fugal  action,  assumes  position  (Bl).  This  cauiies 
^rrentric  sleeve  (A)  to  allow  pick-blade  (K)  to 
catch  in  notch  part  of  (M).  This  holds  open  the 
exhaust  valve  and  also  prevents  the  spark  contact 
<M)  cominir  in  rontsft  with  (K),  cutting  off  the 
ignition.  When  the  speed  decreues,  the  ball  (B) 
ai»Fumea  slow  upeid  position  which  causes  eecentrii' 
<A)  to  move  out  from  hob  of  fly  wheel  and  discon 
n*'it  "pirk-KIade"  or  "detent  rod"  from  notch  in 
(M)  and  the  engine  Area  again  and  exhaust  valv^ 
asHumes  its  regular  work  until  speed  increases 
agnia.  at  which  time  the  same  action  is  repeated. 
This  cutting  in  and  out  by  governor  is  why  the  un 
even  impulses  on«  rotices  on  a  stationary  engine, 

ThrottUng  type  governor  controls  the  admission 
of  gas  into  the  cylindera  instead  of  cutting  off  th^ 
tpark.  Principle  is  shown  on  page  154,  fig.  5.  and 
pages  840  and  841. 


Aero  Engines. 

Differ    but    little    from    tlie    rrgnlrir 
engine,  see  pages  &00  to  920. 


itttomobiU 


**Dlesel   Engirea. 

Are  used  quite  extensively  for  stationary  pur 
poses.  It  is  aho  the  type  used  on  submarines 
The  furl  is  a  tow  grade  of  oil  and  ignition  is  ac 
eoropHshed  by  air  con^^pressed  to  several  hundred 
pounds  pressure,  reiulting  in  its  temperature  be 
tng  rained  sufficiently  to  l^ke  the  fuel  injected 
into  cylinder    (ses  pagea  768  and   587.) 


Two  Cycle  Englno. 

The  two  cycle  t>'pe  of  engine  is  eiip*«fialh 
adapted  for  small  powered  launches,  where  ligb« 
weight  and  medium  power  are  the  main  requisites 

The  two  cycle  engine  Is  divided  Into  three 
types;  the  "two  port"  which  is  adapted  for  aln^ 
s^teed^  the  "three  port"  high  speed  ^nd  the  com 
bined  "two  and  three  port,"  suitabre  for  power 
work. 

The  fuHs  mrv«t  generally  used  are  gsvoline  and 
kerosene,  and  on  heavy  duty  commercial  boatu  s 
ttiU  ]oweT  grade  of  oil  ia  used;  hut  on  larger 
heavy  duty  enj;ines  of  this  type,  the  four  cycle 
principle    is    most    generally    employed. 

The  two  cycle  or  "Talvelees"  type  of  engliie 
derives  its  name  from  the  fa^^t  that  the  gas  is  let 
into  and  out  of  cylinder  thron|^h  "port-hales"  as 
they  are  uncovered  by  the  piston.  These  ports 
take  the  place  of  valves  as  used  on  a  four  t»:c\* 
engine. 

Daring  two  moveinenta  or  strokes  of  the  piston 
the  four  operations  of,  intake,  eitbaust.  compres 
sioQ   and   explosion   occur,    (see  page  766.) 

On  a  four  cycle  type  of  engine,  page  59,  thi* 
would  require  four  moveme&ta  or  atrokes  of  the 
pialon. 

The  terms  two-cycle  and  four-cycle  are  not  ap- 
propriate.  Originally  the  terms  were  two  stroke^ 
fjcl^  and  four  sirokeeyde,  and  these  were  the 
more  nearly  correct.     8ee  page  750, 


Oas  Producers. 

Are  not  Internal  combustion  enginee,  but  are 
goners  tors  nf  ras  from  hard  coal,  coke  or  charcoal 

There  are  two  typet,  the  pressure  type  and  the 
■urtion  tyne.  Tlte  presiure  type  stores  the  gRa 
into  a  tank  or  gasometer.  The  0as  is  then  sup- 
plied   to  any  regular  type  of  gas  engine  as  a  fuel 

With  the  ractlon  type*  the  gas  is  generated  Iu 
the  gas  producer,  then  passr^s  thronrh  a  wa«her 
and  la  th«>n  drawn  into  cylinder  nf  entrinn  by 
•ttction    of  piston.     See   Dyke' a   Motor   Manual 


i 


•See  pages  1139  to  g42,  163  and   154  for  throttling  typo  governor*.      ••One  manuf*ctar«t   oC  1\^*  "OV**.^ 
Engine  is  the  BuschSuUer  Diesel   Engine  Co.,   2nd   and  Utah  6U.,  &t.  lio^va,  \&.q. 


758 


DYKE'S  INSTRUCTION  NUMBER  FORTY-NINE. 


Four-stmke  Qyolt. 


UNLET  or  t*COMI^lESS»PH  iCOKeosnON   4.EJGS0L3IQH 
PUBtWE    OF  PORE  Ant     UllDER^MSlON  OfTltCGlVSeS 
or  TMZ  SPMfTO  or  COM1503TICI4 
. EM&m£  0iL3 


Diesel  Four  Cycle  Operation. 

stroke  1 — ^Admiision.  Pnrinff  thU  itroki 
piston  travels  dewnward  and  ike  cylinder  if 
with  air  only — at  atmospheric  temperature  sad 
sure,  no  fuel  being  introduced  into  the  tj 
daring  this  stroke. 

Stroke  2 — Oompresaion.  Daring  this  strol 
piston  travels  upward  and  the  air  taken  in] 
cylinder  during  the  preceding  atroke  is  conp 
to  about  600  pounds  per  square  inch,  result 
its  temperature  being  raised  to  about  1000  d 
Fahrenheit,  or  sufficient  to  positively  ignit 
liquid  fuel  injected  into  it.  No  fuel  is  intn 
into  the  cylinder  until  the  completion  of  this  i 

Stroke  3 — Power  or  wortOng  stroke.  Wh* 
piston  has  reached  the  upper  and  of  the  co 
sion  stroke  (or  slightly  in  advance)  the  fuel 
opens  and  a  measured  quantity  of  fuel  oil  ii 
ually  injected  into  the  cylinder  through  th 
miser  which  breaks  it  up  into  a  finely  i 
spray,  the  orifices  in  the  atontiser  being  s 
portioned  that  at  full  load  the  admiaaion  of 
distributed  over  about  10  per  cent  of  the  po' 
working  stroke,  the  rate  of  admission  beini 
that  there  is  no  appreciable  rise  of  pressure 
the  cylinder-  beyond  that    of   contpreasion  pr 


Fig.    1 — DiagTsmuiaCic   illuKtrstiQn   of  the  prin- 
ciple of  the  four-stroke  cycle  Diesel. 


The  quantity  of  fuel  oil  deedTarsd  to  the  at 
chamber  is  adjusted  to  the  various  lead  n 
ments  by  the  action  of  the  governor  upon  tk 

pump. 


The  injection  air  at  760  to  960  pounds  per  square  inch  is  famished  by  a  email  two  or  three 
eompresBor,  driven  from  the  engine  shaft.  To  prevent  the  possibility  of  preignition,  this  air  is 
eughly  cooled  before  being  delivered  to  the  atomiser. 

When  the  measured  charge  of  fuel  has  passed  Into  the  cylinder,  and  during  and  following  eo 
tion,  the  gases  expand  and  drive  the  piston  downward.  When  the  piston  reaches  the  lower  end  < 
stroke  (or  slightly  in  advance)  the  exhaust  valve  opens  and  the  remaining  pressure  is  releas 
atmosphere. 

Stroke  4 — ^Exhaust.  During  this  stroke  the  exhaust  valve  remains  open,  the  piston  travels  ■] 
and   the  products  of  combustion   are  expelled   from  the  cylinder,  completing  the  cycle. 

Principle  of  the  Diesel  Engine. 

The  general  arrangement  of  the  valves  and  fuel  injection  apparatus  of  the  Diesel  motor,  as 
trated   in   £^dward   Butler's   book   on    "carburetors,  vaporisers  and  distributing  valvee, * '  is  shown  is  i 

The  cylinder  0  has  very  little  clearance  between  the  top  of  the  piston  F  and  the  bottom  of  ths 
bustion  chamber  B  at  the  end  of  the  compression  stroke,  at  which  moment  the  injection  valve  ope 
by  the  lever  J  will  be  opened,  to  permit  the  injection  of  a  charge  of  fuel  forced  (during  about  K 
grees  of  the  crank  revolution)  from  the  supply  pipe  P  assisted  by  an  atomising  charge  of  super-cenpr* 
air  through  the  pipe  D. 

The  cage  containing  the  injection  valve  is  water-jacketed,  water  entering  and  leaving  by  pipes  ^ 

The  operation  of  the  air  admission  valve  A  aad 
exhaust  valve  E  is  mechanically  controlled  In  the 
ventional  manner.  The  movement  of  the  fael-sd 
sion  valve  is  very  slight,  giving  a  narrow  annular  a 
ing  for  the  entry  of  the  oil.  Surrounding  the  i 
spindle  are  a  series  of  brass  waahere  perforated 
allel  to  the  spindle  by  numerous  small  holes. 

The  oil  is  pumped  into  the  space  around  ths  i 
spindle  near  its  middle,  and  by  capillary  actios  1 
its  way  between  the  washers  and  Into  the  psrfonti 

The  air  for  fuel  injection  is  admitted  bohind  ths 
and  because  of  its  'high  pressure,  blowe  the  oil 
the  cylinder  when  the  valve  opwis. 

The  amount  of  oil  admitted  is  regulated  by  ths 
emor,  which  controls  the  time  of  opening  of  a  by  ; 
connecting  the  discharge  and  auction  aides  of  th« 
pump.  At  light  loads  the  oil  is  pumped  to  the 
valve  for  part  only  of  the  admission  porlod,  aad 
alone  will  enter  past  the  valve  for  the  remainds 
the  period. 


Fig.  2 — Section  of  the  Diesel  engine.     The  oil 
is  forced  into  the  cylinder  by  air  pressure. 


CfHABT  NO.  812^A— The  Diesel  Engine. 
(Electric  ignition  is  not  used.) 


Note  second  paragraph  from  top,  how  the  f nel  is  l( 


1-Tire    tooli. 
2-P  Q  m  p   i, 
b  1  o  e  k  ■    fcnd 
heaT7    tooli: 
S^EzIra    lubes 
and      tire      re- 
pftSr. 
4— Bolti,     ntitSt 

5-^u  e»n.  mnd    flmill    re- 

6-^11  iux.  ptir    phtU, 

t^Eoltfl,  diiIb»  icrewi. 

S^Small  repair  parts. 

IQ^TQwlng  dolly,  ibQT«1,  aze,  ptck.  ban,  battery,  tpara 
lire*,  etc. 


• 


Fig.  7 

Table  «r  Serrke  Gv  Bttif  Diweiwow 

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taM*««j    EtOtO 


How  To  Hake  a  Service  Oar. 

A  sen^e  ca*  l»  necflBsaiy  in  all  op  to  date  gt^rmgeB.  It  bean  tbe  lame 
relation  to  a  aeryice  station  aa  does  ao  ambttlanee  to  a  hospital.  It  is  a  iravel- 
mg  representative  of  the  serrice  station  and  stiouid  impress  the  public  that 
qutclc,  clean  and  efficient  service  is  iri^en, 

Anj  old  dukssls  can  be  atillaed  for  the  purpose  and  bj  following  the 
dimensions  in  table,  Bg.  7  a  very  attractive  and  serviceable  car  ean  be  con- 
stmctcd. 

One  veiT  Importaut  potot  to  bear  In  mind  is  that  the  aarvice  waron  muat 
be  attractive  in  appearance — clean*  well-painted«  and  it  mnst  run  smo«thlf 
and  quietly. 

It  will  be  one  of  the  best  investments  you  ean  make, 

Fal&tliig:     For  example,   ear*  fivio^  Ohalmers  service   are  painted   Enfliah  ver- 

million,    with   black    hood    and   running   gear.     Hndaon    service   ears    are    white^    with 

"''^'^     ■  black    trimraio^.     If   the   dealer    la   giving   service   on    a    partlcnlar   make    of   car   be 

"^  '  should  find  if  a  standard  service  car  color  is  used.     If  not  the  ear  may  be  painted 

any  bright  color  thai  will  give  diati&ction. 

Fig.   1— After  studying  bondreds  of  service  cars  jn  doiens  of  the  largest  eities 
and  many  smaller  ones,   Motor  World  believes   that  a  dosign  of  this  general  kind   is 
hcAt.     Note  particularly   the  method  of  carrying  the  towing  pole«   the  jack  mounting 
on  the  running  board  and  tbe  loeatioo  of  the  several  spot  lamps. 
FlJ[,  2 — Here  is  a  detail  drawing  of  tbe  body  ahown  above.     The  lettered  dimenaiont  on  the  drawing 
are  given  in  the  table  dg.  7;  the  figures  refer  to  tiie  location  of  the  various  tools  and  aceetsoriea. 

n^  8 — An  alternative  type  of  bod>\  built  especially  for  very  light  chassis,  often  is  deslrablOt  In  which 
ease  tbe  arrangement  can  be  made  something  like  this.  This  is  a  body  that  is  used  quite  succeeafully  by 
the  Chevrolet  conu'sny  in  Detroit.  There  is  an  almost  endless  varioty  of  arrangements,  and  in  laying  oat 
a  car  a  shop  foreman  should  be  guided  by  the  particular  class  of  work  he  expects  to  be  called  upon  to  do. 
Ftg.  4 — Tbia  if  a  view  of  the  interior  of  the  service  car  shown  in  flg,  1.  Note  the  chocks  and  tb«  neat 
arrangflment  of  the  tools,  the  seat  at  the  right  not  being  shown,  ao  that  the  eompartmeats  are  viaible. 

ng.  H— This  is  a  detail  drawing  of  the  jack  mounting  shown  on  the  service  car  illustrated  in  flg.  1. 
la  this  case  S-ton  jacks  are  carried,  though  any  siie  can  be  substituted.  Get  them  big  enough  to  care  for 
tbe  heaviest  work  to  be  done  and  they  will  also  serve  for  light  work. 

Flg'  6 — '^*>  Aervictf  jacks  can  be  carried  bolted  to  the  running  board,  like  this,  thumb-serews  being 
aaed  for  quick  action. 

Flf.  7 — This  table  of  dimensions,  which  is  to  go  with  the  drawing  fig.  1,  has  been  compiled  after  a 
eareful  and  critical  study  of  hnndreds  of  service  wagons.  The  figures  given  are  intended  to  be  for  average 
requirements  of  the  average  service  car  built  on  the  various  chassis  which  are  listed  to  tbe  table. 


GHABT  NO.  818 — A  SerTice  Car;  Hour  To  Oonatnict.     (See  pages  821  and  822  for  coDverting;  a 

Fold  car  for  Commercial  tiae.) 

(From  Motor  World,  by  Mr.  S.  Thornton  Williams.)     Sea  page  732,   •*Towlng  in  a  Car.*' 


760 


DYKE'S  INSTEUCTION  NUMBER  FOETY-JflNEL 


Se-Deaiciiins  aad  Bj/nrMng  Uy  Old 


rtg.  4 — Ome  KCjr  r«  Jtt  muatltmrg  «•!  «y«tcw  i 


t^t^f.  i--t*lra 


trolW  »»  «   vmixm 


Otnerallj  ■p«akin<,  the  repUcinc  of  the  old  body 
with  %  rAcoAbont  typo  li  the  moit  important  coxi- 
■JdorUlon  la  rejnTonatlnf  an  old  out,  but  uioally 
th«  Mte«riug  column  has  to  b«  lowered  and  tome- 
tiiHev  a  l*^af  removed  from  each  of  the  spriocs  to 
niMke  up  for  tho  lighter  body,  although  this  Utter  U 
not  ettontial  by  any  meaoi.  All  too  often,  old  can 
have  ipringa  that  are  too  weak  for  the  heavy 
bodien  with  which  they  were  originally  burdened, 
and  these  prove  just  about  right  for  the  lighter 
bodies. 

Ohangoi  in  tho  ralro  timing  are  often  made  to 
assist  in  the  speed  possibilities,  and  sometime*  dif- 
ferent axle  gears  are  used  so  as  to  raise  the  ratio 
between  engine  and  wheels.  It  must  be  borne 
in  mind,  however,  that  many  chassis  and  engine 
changes  of  this  kind  will  work  to  the  disadvantage 
of  the  car  for  slow  running.  They  will  serve  to 
make  the  maehiae  faster,  but  they  hamper  the  en- 
gine's ability  at  low  throttle  running.  In  other 
words,  it  will  not  have  the  flexibility  on  high  gear. 

Body  being  the  flrst  consideration  in  making  a 
speedster,  it  might  be  well  to  take  up  some  of  the 
possible  designs.  For  Fords*  the  combinatione  offered 
by  concerns  making  a  business  of  this  kind  of  work 
are  indeed  attractive.  You  can  get  a  complete  out- 
fit of  radiator,  hood,  floor  boards,  rear  gasoline 
tank,  and  body  in  the  neighborhood  of  $100,  and 
it  is  surprising  what  a  difference  these  make.  Other 
concerns  mako  a  specialty  of  the  body  proper  ex- 
olasive  of  radiators,  hoods,  tanks,  etc.,  and  it  is 
also  possible  to  get  bucket  seats  alone,  so  that,  with 
a  little  ingenuity  quite  a  presentable  racy-roadster 
can  result  from  combinations  with  old  chassis. 

Dreeeing  np  the  cars:  The  illustrations  here- 
with are  suggestions  as  to  how  to  dress  up  the 
ehassU  in  several  ways.  Many  of  the  most  attrac- 
tive of  the  types  that  have  come  to  our  attention 
have  been  made  by  enthusiasts,  with  the  assis- 
tance of  a  tinner  or  other  tradesman  of  similar  ex- 
perience. The  usual  form  of  racing  roadster  is 
shown  in  fig.  1. 

This  has  bucket  seats  that  are  attached  directly 
to  the  floor  with  gasoline  and  oil  tanks  and  tires 
carried  at  the  rear  In  a  way  that  adds  to  the  appear- 
ance. Tlie  dash  is  sloped  sliichtly,  and  the  steering 
wheel  brought  down  so  as  to  make  steering  easy  with 
the  seats  in  this  low  position.  Sometimes  running 
boards  and  mudguards  are  entirely  eliminated  as 
shown,  with  steps  at  the  side  to  assist  in  getting 
into  the  car,  while  often  the  owner  prefers  to  have 
the  mud-guards  as  a  matter  of  protection.  They 
retard  the  speed  a  little  where  fast  driving  is  the 
thing  most  sought,  but  it  is  a  question  if  they  do 


not  also  add  t«  the  appearance.  Usoally  the  bdsl 
is  eloped  somewhat  ae  an  added  featare.  Undosbi 
edly  a  hi^h,  narrow  radiator  (paco  190)  also  tm 
ite  part  in  imprering  the  looks,  but  this  is  earryiBf 
the  alterations  to  quite  an  extreme. 

^^Wind  resistance  is  quite  a  factor  in  hampering  the 
speed  of  a  ear,  far  more  of  a  factor  in  taci.  Uu^ 
most  motorists  realise.  To  attain  greatest  s^-eed. 
the  head  resistanee,  by  whidi  is  meant  the  sorfM* 
against  which  the  wind  strikes,  mnst  be  made  m 
small  as  possible,  and  the  body  mast  be  so  smoetk 
along  its  length  that  there  are  no  obstractiosi 
against  which  the  wind  can  strike  and  ihos  fora 
eddies.  In  other  worda,  the  air  ahonld  be  aUove4 
to  slide  along  the  body  without  having  to  cosse  ii 
contact  with  lamps  or  other  obstmctions. 

Getting  streamline  effect:  Thia  ia  the  streaalias 
idea,  and  in  order  to  carry  it  out  best,  the  radisier 
should  be  as  narrow  as  consistent  with  proper  ceel 
ing.  the  hood  should  slope,  and  the  r«>ar  shesl4 
taper.  If  a  taper  tail  is  fitted,  this  forms  the  aoit 
perfect  form  of  body  so  far  as  wind  resistance  ii 
concerned,  providing  the  rest  of  the  body  eonforaa 
with  it.  Tires  and  gasoline  tanks  obstruet  the  sir. 
and  wherever  poasible  they  should  be  placed  with- 
in the  tail,  if  one  is  fitted.  It  is  not  always  cai7 
to  keep  some  parts  from  offering  wind  resistance,  fw 
generally  the  spare  tires  have  to  be  carried  outsit 
Two  body  designs  that  carry  out  the  wind  reaistsses 
reduction  theory  very  well  are  shown  in  fl^**  ^  sad  1 

Thus,  even  if  the  engine  and  gear  ratio  are  sot 
altered  at  all.  more  speed  is  obtainable  by  cuttiaf 
down  the  wind  resistance  and  fitting  the  lifter 
body.  Usually  from  10  to  15  milee  per  hoar  is 
added  to  the  possibilities  of  the  Tehiele  by  thesi 
changes  alone  and  sometimes,  with  angina  specially 
tuned  for  speed  work  though  timini^  and  Talyee  srs 
not  altered,  it  is  possible  to  get  even  more.  The 
reduction  in  wind  retardation,  however,  permits  e( 
raising  the  gear  ratio  sometimes  where  it  woeU 
not  be  practicable  to  do  so  otherwiae.  Often  if  s 
car  is  fitted  with  a  standard  ratio  of  4  to  1,  ssy. 
this  can  be  raised  to  8  to  1,  if  tho  other  factors 
have  flrst  been  changed. 

Some  of  the  mechanical  points  that  can  bs 
changed  are  the  carburetor  setting,  adjusting  it 
so  that  while  it  may  not  allow  the  engine  to 
throttle  down  so  well,  it  works  better  at  the  higbir 
speeds.  Usually  this  is  t!«e  result  of  making  th« 
mixture  leaner,  and  it  ordinarily  has  the  added 
advantage  of  pr^eventing  the  engine  from  getting  so 
hot. 

The  magneto  or  other  ignition  apparatus  can 
also  be  altered  to  conform  to  the  higer  speeds,  thii 
usually  being  a  matter  of  setting  the  timing  ahead 
a  slight  amount,  the  exact  extent  of  which  depends 
entirely  upon  the  engine. 

More  power,  and  consequently  more  speed,  ts  of- 
ten obtainable  by  reducing  the  Tibrmtion  tkrourt 
accurately  balancing  the  pl8tons.t  In  other  words, 
a  set  of  pistons  of  exactly  the  same  weight  sheaM 
be  used  if  poM'<hIe.  Often  speed  bogs  have  geae 
80   far   ss   to   drill   the   connecting-rods   in  order  te 


OHABT  NO.  814— Bo-Destgning  and  Spoodlng  Up  Old  Cars.       (From  Motor  Age.) 
•»••  a/ae  Ford  Supplement.     •*Sec  also,  page  687.     tSee  also,  pages  818,  813,  792 


REDESIGNING  OLD  CARS 


II 


— Hrofititiiifd  from  chftrt   814. 

hfhi^n  ttirM  ret?  I  pro  eating  piirtii  ■•  touch  ««  poi- 
•  ible,  hot  thii  oraiii*ril7  U  tiot  ftdvittbl^,  for  tht 
rod*  tro  undouMedtj  wpKkenod  tlipreb>\  and  oot 
brinf  depiffTird  for  such  trefttmeni,  tbey  often  will 
not  ataod  th«  ttnin  (dttermiord  by  •mount  of 
stock   in  roda). 

£ztrft  lnbrlc&tloji  li  ofteo  AdTlitbld  wbert  tb-* 
owii«r  wlihe*  to  malntftia  f^xet%tkWcly  high  f|>e»ds 
far  an^r  lenftb  of  time.  Thii  can  vety  almpty  b^ 
attainH  bjr  rlr^ia^  up  sn  auxiliary  supply  tbat 
trilt  ff^vd  difectty  into  the  crankcaa*.  An  aaay 
•rhf»me  to  employ  ia  ahown  in  tg,  4,  rbart  314.  A 
liAiid  puiDp  ia  pivoted  to  the  floor  of  the  car  at  in- 
dicated, and  an  atr  line  rtinR  from  it  to  the  top 
H  the  oil  tank  at  the  rear.  Th«»  delivery  pipe  from 
thr  oil  tank  to  the  rrankca^e  runi  from  the  lower 
tide  of  (hr  lank,  and  thua  the  air  preaanre  due  to 
the  hand  pump   forcea  the  exeesi  oil  to  the  enfine. 

Rotnctimea  an  anjxillary  oil  tank  ia  fitted  to  the 
enf  inr>  and  under  the  hood  if  there  is  room.  There 
ia  a  pipe  connecting  from  the  bottom  of  this  to  the 
crankcane,  and  a  valve  it  intcrpoaed  in  the  pipe  to 
allow  of  controlling  the  oil  from  the  aeat  by  meana 
of  a  rod. 

Bnch  auxiliary  devicea  aa  thete  and  the  atteriof 
of  the  cainahaft  and  valves  are  e:xtreme«  to  which 
the  averaipe  man  cannot  go,  althougrh  they  are  con- 
ducive of  anrpriain;  reeultt  where  intellifently  car- 
ried   out.      (aee   Ford    In«truction.> 


fo^mn^t  mt^mt$m0tm 


Eaclnif  Oar  B^liftust  ZfTect. 

rif.  6 — The  low  rum- 
ble in  the  exbaufititof  a 
radcg  ear  U  due  gener> 
ally  to  the  dealgn  and 
conitruction  of  the  en- 
tice. One  method  to  ob- 
tain chia  effect  i«  to  mag- 
nify the  aound  aa  in 
fig*  6.  Thia  ahows  a 
large  aheet  iteel  cylinder. 
A,  fitted  with  a  conical- 
•haped  head  into  which 
the  exhauftt  pipe  ia  Led  ai  ahown.  The  end  of  the  et- 
hauat  pipe  ahould  be  flared,  at  ahown  at  B.  The 
rear  end  of  the  cylinder  A  ia  covered  with  a 
metal  cap  into  which  aeveral  holei  have  been  made. 

W'e  have  aeen  thia  arrangement  med  very  racceia- 
fuUy  on  a  emaU  higb-epeed  engine,  the  exhaoat  of 
which  aounded  like  a  high-powered  racing  car. 
Many  of  the  racing  cara  give  out  a  metallic  aofuid' 
ing  eJcUauit  because  the  exhauat  pipea  and  headera 
are  made  of  thin  metal.  Thia  thin  metal  will  vi- 
brate under  the  periodic  eihauat  impalaet  and  aet 
up  a  peculiar  ring  of  ttt  own.  Of  courae,  fbe 
thinner  the  exbauat  pipe  the  better  will  be  ita  ra- 
dieting  effect. 


Addreaaes  of  Body  Buildcra. 
rottowing   are  tbe  addresaea  of   a  few   concttni 
"'^i^  'i^**  In  bodiea  made  to  order:     LUtariM  h 
fter.   Pa  :   Aulo  Renioijeltntr  Co.,   1601 
ftttf"^    Chiraa-o'     fipfrott    Auir*    Praduetn 
■     "'-     ■     ',   .-   ^.      '  ,--         %'fjj^  Co.. 

K4er  ft 

AUj:      Ln,     Anti,     Norm     *:iirw;     ■s\Ti«-i      ThicagO. 

Submit  aketcbea  for  ijnotattons  from  the  above 


rottrerna. 


Kote.    Above  oamea  aecar^d  from  tr»de  magaaina 
•dvortiicmont*. 


CBABT  KO.  31-l-A — Bo-Deatgnlng  and  Speeding  T7p  Old  Cars— continued. 

The  different  methodt  employed  arc  ahown  in  the  dotted  line*.     For  inatance  lo  Jbe  Baick  model  80.  the  Mea 


le  ahowo  whereby  bucket  aeala  are  inatalled  and  a  ceiwl  It  built  around  the  aeata. 
3%  to  1. 


The  gear  ratio  fa  changed  t^ 


DYKE'S  INSTEUCTION  NUMBER  FORTY-NINE. 


Wheols. 

WbeelB  are  dlrldad  into  four  classes:  Wood.  wire,  ditk  %hA  ttmi  ! 
Nl.iike  wheels.     The  Ik  tier  type  beiny  cuofined  lu  motor  trttck  oml 

The  wood  Whaal  predoixLi&ates   bat  do«s   not  posses  ttt  UitlH 
quulitie!)   of   metttl,   and  coftti   Jest. 

If  wood  ftpokai  becomci  }00Bfi  mod  aqne^k^  the  c»a»e  it  i&ni^  I 
due  to  drynesA,  from  lurk  of  washing.  To  rcin«'tjiy.  ^^well  a^lctai  hf  i| 
eoiikin^  well  with  water.  If  tMs  f&Us*  try  pWu  it<<»r  finf  <»  ^1^,  V|a  ^ 
wood  spokes  break,   new   one  can   be  flUed. 

Wire  wheels  are  liii^hter  and  are  g^eneralty  of  the  drmotsntsbtf  i 
lypfv      Tho   triple   spoke   (^unHtmetion   tti    the    favored   type. 

When  wire  wheel  spokes  bresJc  or  become  loose  new  ones  eaa  ^  ' 
in«»*rttHl  or  loose  ofi«?«  tightened  rimitar  \6  birycle  spokes.     Hub  Ofi 
on  wire  wheels  mnitt  hu  ili^ht,  otherwise  there  will  be  an  tQteraiUint 
flaking  aoise. 

Disk  wheels  are  naw  popular  and  udd  eonsideralily  to  tb«  sppcsr 
mice  of  a  car      The  steel  disk   is  ustialTy  di.shed  and  welded  or  boll*!  j 
to   the   felloe,      Thu  hub   U   nnually   baited   to   the   disk.      See  alsa,  i 
12. 


ManufactKirers  of  wire  wheels:    Hook   Ufg.  Co., 
t!real  Western  Wheel  Co.,  La   Porte,   Ind, 


Adjusting  Tlmken  Worm  Drive  Truck  Axles. 


Buffalo. 


^  boiled  j 

is^y 

I 


L 


To  adjust  worm:  Lleariui;!i  uii  eiih«'>f  end  of 
wMrni  ibafl  am  set  to  allow  m  slijjbt  end  play  which 
IN  taken  up  i*y  expansion  of 
the  w thrill  wli«n  in  opera  t ion . 
If  end  play  Is  too  freat,  caus- 
ing^ oseesBive  wear  in  be&r- 
IniCM.  ndjiist  by  means  of  cup 
"A*",  fliT.  1.  First  looiion 
holts  »»c"  fnxiA  **D*\  next 
Fis  I  ^<'™*>^'<'  •«c'«  "B*-  m,^  tmi-n 
*'  Mdjustini^  rup  *'A"  towards 
telt  (as  you  sit  In  ear)  until  end  play  it»  approxt- 
malaly  ,016". 

To  adjust  differ  en  tisi  hearings,  remove  carrier 
frora  hoiiflinf.  Tjmohi'U  eup  boU  "F^"  {^g.  2)  and 
lork  "Q'\  Ihen  turn  adjUKttnf;  rinjc  "E"  tintil 
properly  atUu<»ted.  Make  adjustments  on  left-band 
OOarinf  only.  D»  not  touch  rifrbthnnd  di^(«rontial 
hearlni;,  as  it  will  dUturb  proper  miisbini^  of  worm 
and  fear. 

Wtio«l  beai-iafs  are  adjusted  so  that  when  you 
grasp  rim  of  wheel  at  top  and  bottom  in  a  perpen- 
dicular  Une  you  can  feel  a  bsroly  peneptibl©  shake. 


revolving    throw »    Ibe    uil    tO    Ibe    aides    whete  tt  M  I 
caufcbt     by    troughs    marked    by    arrtiws        T*--    ^ 
runs   by    gravity    to   front   snd    rear   of   ^ 
\r    drawn    through    the    bearinga    by    their 
ac'tion   and   from  there   Aowt   back   to  starnuf  i^Kr,: 


a  wire.      Atthottfk 


OTttry   month    remove   axle 
and  clean  out  the  oil  ducis  with 

the    hotisini^    i«    dirt    pTt>of    the    oil   may 

thick  it  will   not   cireulate.      Whttl  rtpUdfiX 

plate  coat  the  washer  on  it  with  shellac  and  tifkHi 


WW   letak 

%o.    draw 


at   forwsii 

«0     p«rli1R| 


all  bolU. 

OccaMtotudty  aa  axle 
«ad  of  worm  aLafL  If 
fUod    ^'H'%   fl^.    1. 

OU  to  use:  Do  ivot  use  oU  whie})  will  elof  1l< 
oil  pasKtafee.  Use  only  hirh  ^frade  oil.  free  fveil 
aeid  and  (rit  asd  that  will  siand  a  cald  lest  m 
sere  or  below. 


Bxamine  wheel  bearlnfs  tn  huh  ftbomt  «f«r7 
6^000  miles  aud  »<ie  if  praperly  adjui^led  aad  liibri< 
eat#d.  To  Inhrlcaie  wheel  bearinxa.  1111  hut  futt 
Wtth  a  liirbt  rrr«9e.   frt»e  fmm  aci.i  and  nxit. 

Tt  luhrlcate  worm  and  worm  gesurta^  fig.  3: 
Remote  filler  e«p  sud  pour  la  oil  until  level  with 
»|^efthtg.  Esatnme  condition  and  aluoqnt  of  nil 
weeJtTy,  If  tl  coalaJu  frit  or  ia  to  thiek  it  will 
jbel  eireulatev  dtmlu  iMSWiifiiC  ^T  uascrewin^  plug 
mt  bottom  Rqa  kereoen*  throucli  te  clmn«ir.  ihi»» 
rsAII  with  ell. 

T^  w«rm  wheot  revetrtnc  ta  tlie  oil  can%m  It 
t»  Ike  M9fin  1*1%  of  teuslBf  Ig.  «.     The  worm  in 


U 


STANLEY  STEAM  CAR. 


768 


Tlie  Stanley  Steam  Oar. 


I 


Engine — ^dOQt>lfl  actlnf,  tfUciof  iteftin  Bt  e«eh 
end  of  cylinder.  Slide  ▼&[▼« — boilt  in  &  unit  with 
r»ar  exie  and  driving  through  a  apur  gear  on  dif' 
fer«Titial  (GD>  (fig.  8).  Crank  aha  ft  apnr  gear 
(DO)   ia  the  drire  gear  on  engine. 

Tile  tb1t«8  which  rnntrol  the  admiiiion  and 
exhauatt  are  operated  from  eccentrics  ©n  the  crank 
abaft  and  through  a  link  motion  (LM),  throngb 
(has)  which  is  connected  with  left  pedal  (flg.  2) 
and  controls  the  range  of  motion  of  the  raWe. 

There  are  three  passagei  when  the  ralve  is  apen 
for  a  large  part  of  the  stroke.  This  admits  steam 
at  boiler  pressure  and  abate  the  valve  a  certain 
distance  before  the  pijiton  reaches  the  bottom  of 
its  stroke.  For  the  r«t  of  the  traveling  the  pis- 
ton  ia  driven  by  th(«  expansion  of  the  steam. 
Pressing  the  pedal  (T)  forward  nntil  it  catches 
or  hooka  np  eanaea  the  valve  to  close  earlier. 
This  means  that  less  steam  is  taken  from  the  boiler 
and  the  piston  ia  driven  a  longer  distance  by  the 
expansion.  This,  of  course,  it  more  economical 
of  ateam   and   the  condition  for  normal  running. 

The  longer  valve  oppnlng  is  nsed  for  starting 
and  practically  for  nothing  else.  With  the  pedal 
presaed  forward  the  operation  of  the  valve  is  re- 
verted so  that  the  engine  will  rnn  backwards. 
thii    giving    the    reverse    motion. 

After    leaving    the    engine,    the    steam    goei    to 


feed  water  heater  thence  to  the  top  of  the  radiator. 

npon  patstnj^  through  which  it  condenses  into 
water  and  this  water  flows  back  to  the  main  tank. 
DilTering  load  and  road  conditions  entail  the  loaa 
of  some  steam,  and  tt  is  this  lose  which  has  to  t»e 
made  np  by  refilling  the  water  tank.  Howeref; 
sufficient  water  can  be  carried  lor  200  to  36(1 
miles  of  ordinary  rn&nin^p  or,  in  other  words.  It 
takes  this  amount  of  ordinary  running  before  the 
slight  loss  of  steam  is  eouivalent  to  the  whole 
tank  full  of  water,  which  le  abont  20  gaU  and  ll 
placed  underneath   the  car,   below  frame. 

fioUer — Fire  tube  type.  The  flues  being  welded 
by  the  acetylene  process  to  the  bottom  head. 

BtLrner — Just  as  we  have  to  open  the  throttle 
when  we  wa&t  more  power  from  the  gns  car.  ao 
do  we  want  more  heat  from  the  burner  when  we 
want  tnore  power  from   the  steam  car. 

How  keroaene  is  usedt  The  kerosene  nnder 
pressure  is  first  led  through  a  long  coil  placed  oo 
lop  of  boiler,  where  the  exhaust  gAten  of  combus- 
tion yield  up  part  of  their  waste  heat»  by  pre- 
heating the  kerosene.  Prom  this  top  or  heating 
coil  the  kerosene  passes  bj  way  of  the  antomatio 
control  and  main  burner  valve  to  the  vaporiser 
(located  in  the  fire)  here  the  hot  keroaene  ia 
transferred  into  a  true  gas  and  after  being  mixed 
with  a  definite  amount  of  air  is  bnrned  wilb  the 
blue    **Bansen**    fiame. 


Qatstions  Answered  SelatlTe 
(Q*l>      Where  is  the  engine  located? 

(A-l)  The  engine  is  located  oo  the  rear  axle 
and  supported  from  the  rear  axle  diderential  hont- 
ing.  It  is  swung  at  other  end,  from  the  car 
frame   by  means  of  a   ppring  strap  hanger. 

(Q.2>     How  does   engine  drive  rear  Rxlef 

(A-2)  The  engine  frame  made  np  of  four  mem- 
bers, are  carried  throagh  the  differential  housing, 
turning  in  an  oscillating  block  at  that  point.  Thna 
the  engine  and  rear  axle  become  a  iinit.  The 
gear  teeth  of  the  engines  main  drive  meshing 
with  those  of  the  differential. 

(Q-8)      What  is  the  ratio  of  gearing! 

(A'S>  This  depends  upon  the  site*  power  and 
tjpe  of  car  employed,  in  the  older  models  it  It 
2:1    and    in    the   later  models    1%:1« 

(Q-4)     Where  is  boiler  located  I 

(A -4)  The  beiier  ia  located  in  front  of  the 
dash,  underneath  the  hood  and  behind  the  can- 
densor  which  is  also  a  radiator. 

(Q-5)      What  steam  pressure  is  nsnally  carried  t 

(A-S)  All  stock  cars,  regardless  of  model 
operate  on  600  pounds  presimro  normally.  How- 
ever for  speed  purposes  this  preesure  ia  mti 
up  as  high  as  twelve  hundred  to  fifteen  hundred 
pounds. 

(Q-6)  What  is  the  average  time  required  to 
raise  sufficient   steam  pressure  when   cold  t 

(A-6)  The  initial  time  of  steaming  a  car  wkea 
eold  will  take  approximately  fifteen  minutea.  This 
includes  filling  of  the  tanks  and  boiler,  at  well 
as  the  raising  of  steam  presgnre. 

(Q-7)What  time  if  standing  awhile  after  hav- 
ing been  used? 

<A-7)  No  time  whatever  reqnirf^d  for  raising 
running  pressure.  Inaimncb  as  that  pressure  haa 
beeu  maintained. 

(Q-8)     What  is  the  fuel  consumption f 

<A-8)  One  of  the  Stanley  five  passenger,  big 
touring  cars  wa^i  mn  for  three  consecutive  months, 
making  an  average  of  twelve  miles  per  gallon  ef 
coal  oil.  On  long  runs,  this  figure  is  increased 
as  high  as  sixteen  or  seventeen  miles  per  gallon  of 
eoal  oiL 


to  the  Stanley  Stemm    Oftr. 

(Q-9)     How  are  the  various  speeds  controlled f 

(A-9)  From  zero  to  the  world  record,  is 
obtained  by  the  opening  of  the  throttle,  the  baudte 
of  which  is  located  on  the  steering  wheel.  There 
is  no  other  movement  on  the  part  of  the  operator 
for  increasing  or  retarding  hia  apeed,  other  than 
the   throttle. 

(Q  10)  What  is  the  water  capacity  and  con* 
irnmption  T 

(A-10)  The  water  capscity  is  20  gallona  car- 
ried in  a  tank,  beneath  the  car  frame  and  filled 
throngh  a  radiator.  This  capacity  ii  sufficient 
for  a  days  run.  We  have  known  it  to  go  aa  high 
■•  850  miles. 

(Q-11)     Meotfou  the  control  levera,  valvea,  ate. 

(A-ll)  When  atarting  out  with  a  car,  a  valve 
it  opened  which  places  the  car  under  automatic 
control  from  that  time  on.  When  brought  io  a 
atop,  this  valve  is  closed.  The  operating  controla 
are  the  throttle,  the  service  and  emfrgeney  brnkee 
and  reverse. 

(Q.12)     Where  are  eonirot  parts  loeatodt 

<A-12)  The  throttle  subimposes  on  steering 
wheel.  The  foot  brake,  usual  position.  Eeverse, 
a  foot  brake.  The  emergency,  a  handle  brake, 
located  on  the  side  of  the  ear. 

(Q-13)  What  are  the  advantagea  of  a  iteam 
carl 

(A-13)  Entire  lack  of  vibration;  freedom  from 
gear  sliifting;  absence  of  clutch:  absolute*  fiexl^ 
bility;  more  power  per  weight  than  is  possible  ia 
gasoline  cars;  a  car  that  cannot  freeie  up  in 
winter  weather;  simplicity  of  controls,  but  92 
moving  parts,  counting  the  wheels,  low  cost  of 
upkeep;  greater  tire  mileage;  small  depreciation 
factor;  no  smoke  or  steam  visible  in  eold  weather. 

(Q-14)     What  are  its  disadvantages  f 

(A^14)  These  have  in  later  models  been  over- 
come, but  formerly  they  were:  shape  of  hood; 
neeeasity  for  firing  np;  likelihood  of  freesing;  ne- 
nessity  of  taking  on  water  every  fifty  milts  rbor* 
fore  condensing  system  nsed);   steam  in  street. 

Note: — The  above  i^uestions  were  answered  by 
Mr.  M.  H.  Ward  of  the  Stanley  Motor  Car  Co.  of 
St.  Louis.  Mo.  Mr.  Ward  also  supplied  other  data 
for  this  subject. 


764 


DYKE'S  INSTRUCTION  NUMBER  PORTY-NINB. 


Fig.    1— PUn    yiew. 


teyrtUE    AHp7 


>.-^-isnnjm  cMf ST 


pin,       PO^-jiamp         ^ 

tihirt 
3 

Hale   motloa.  \ 


;:rB,UA.,     uou^^'HUB  /- — ■ 

Hhirt   lever,    1,   2,  4       C|l 

3,   4  —  €!Cci5alric  1        *| 

rod  «trBp«.    LM —  J        \i 

link   motloa.  1      4£XJ 


Fig.  2 — ContrtL 
Fig.  2 — Control  of  oar:  The  left  pedal  pt 
the  two  valTe  iMMitiont  for  forward  roBaiBf  « 
the  rererte.  (T)  ia  preesod  forward  kaU  vi 
after  atarting  and  loft  there.  (I^  ia  the  rtm 
pedal,  and  U  pnahod  fall  forward  when  or 
reToraed.  The  right  pedal  operatea  the  uni 
brake,  the  lever,  the  omorgnoj  hraka  T 
throttle  if  the  only  control  aaod  wkilt  u 
ning.  A  little  lever  partly  eoneealed  bf  11 
throUlo  lever,  ia  for  ehotting  \»ff  tk«  fi 
when  making  a  long  atop.  When  atartiai  (n 
dead  cold,  the  valve  tnminc  gaaeline  iato  I 
main  burner  ia  oaod.  On  daeh  the  Itft  fM 
ahowa  the  fuel  preaaaro  and  ia  aeldom  looM  i 
The  risht  gage  ia  the  ateam  preaanre.  Ia  i 
center  la  the  water  glaaa  Chat  la  only  earrifld 
an  emergency  indicator  in  the  event  of  a 
trouble  in  the  Wfter  feed  ayatem. 


Ftg.  3 — Stanley  eiii^e,  rear  a^e  and  ptimp  gear.  Th«  pumpa 
ate  really  mouate'd  forward  oa  ahaBtU  and  ara  dxivaa  bj  a 
crank  off  rear  axle.     Elootrie  generator  alio  rear  axle  drivan. 


rtg.  4 — Htsziley  Burner — A  ia  the  gtm 
DOEiIe  for  the  pilot  Ue^tl  *od  B  Jt  0  tbi 
main   burner   notalaa  for  coal   oil   or  Dui& 


j        i    i 


Fig*  S — Blagram  of  water  ayitesn  ot  Stanley  steam 
ear.  Water  ia  piui^ped  lowHrdii  the  boiler  by  one  or 
two  pvuxipi,  acflordmf  to  the  poqitioQA  of  tho  hand 
vatvei  A  and  B«  After  r^achin;  a  proper  level  in  the 
boiler  the  relea<e  valve  E  i*  opf-ned  aiid  the  water  than 
goee  back  to  the  niaia  Unk.  whether  the  puispi  are  both 
working  or  hot.  lo  practice  tb«  left  pump  alwayi  ia  la 
aae  aabj«tct  to  the  auiomatii:  control,  and  the  right  pump 
la  faaTdlly  ever  called  Into  ■arvke,  but  doublet  Ihe 
eepplf  for  emergeticy  nae« 

TTnlform  water  lovtl;  when  water  reacbea  a  certain 
height,  it  i«  forced  to  roturu  io  the  aupply  tank^  by 
ao  autooiatie  by  paai,  iberniotUticaity  operated. 


Fig.  6— Diagram  of  fuel  ssBism  of  Stanley  vtoax 
Ttie  gaioline  only  auppHea  the  pilot  light  which 
goee  out  and  the  cooiumptian  ia  email,  ao  iho  r, 
the  tank  ia  exaggerated  iu  the  cut.  KeroaenMi^  It 
«ratiog  faet,  ii  carried  in  the  rear  tank  ai>d  pt 
lo  tbo  preiimre  tank  from  which  the  burner  tak 
aupply.  When  the  ■team  preflauro  re^ch^t  a  { 
termlnitd  point  the  aupply  of  ftiej  ia  cut  off  as 
kerosene  pumped  te  allowed  to  go  back  to  the 
lank.  The  heary  bUvk  liiie  is  llie  cut  indical4 
keroiene  aupply.  the  broken  bla^rk:  line  the  i 
line  I  for  aurploa,  and  the  grvy  lining  gaaoUnOk 


OHABT  NO.  81&— The  Stanley  Steamer,  do— apur  drive  gear  on  engine;  OI>— differential  gear  in  i 
with  it;  DP — differential  drive  pinion;  DQ — (lower)  differential  gear  mean  with  generator;  OR— ooasoc 
rod;  CRY — connecting  rod  yoke;  8V — allde  va\ve;  CHQ — ctuaa  \i%a4  c\\d««. 


DOBLE  STEAM  CABTAlifOTOH  BOB 


766 


Tlie  Boblo  Steam  Car. 


u%- 


Bow  th«  Doble  Dtffors  from  tho  SUnlcy, 
— Bobte  boiler  U  of  ihr  w«t«r  tn^  typ*.  Stmn 
Itj  boiler  U  of  th«  0r«  tobo  iyp^. 
Sad — Doblo  boiler  eonsUu  of  2B  ti^cimnM,  pUcod 
in  ftn  iaiulBted  cjisiac,  Stunl^jr  bdiler  is  to 
retitity  ft  big  drum  itaDdiog  ovvr  tht  bur- 
nert. 


TWeoTTLt    Vk*.S 


3rd. — Doblo  h«#  no  pilot  light,  (mixtore  igtilt»d  b^ 
e)«otric  spark.)  Stmnloj  bmi  only  A  pUol 
Ugbt  for  iftiltioQ. 

4th — Dobl«  uioft  ki^rosene  tu*.  both  Btartlng  Aii4 
ruaotQK.  Stft&lcj  utei  caioUiiA  for  itftrtinf. 
kerotene  for  ruontng. 

&lb — Dobte  sUdi  TalTe  iu«d  onl^  for  mdadMloa  of 
■tvAin  to  eogiofi  cylinder.  Stanley  tKido 
vftlve  rpgolntOK  both  AdmUiioo  aod  ex-b»ttBt. 

6tb — In  ihf  Doble  the  exhaufit  »team  goen  dlroat 
to  radifttor.  la  tbe  Stanlej  tbe  exbmiKl 
p««««i  tbrou^U  K  feed  water  beator  bafor* 
It  goet  to  the  rmdtator, 

FoAturaa  of  the  Doble. 
Saetional  boiler;  20  lectiona  uied  for  generatinc 
eteam   and   §  eectioos  uted   for  feed  wator  beater 
or  economizer. 

Abience  of  pilot  llfbt:  Thb  ia  a  radical  da- 
parture  frosi  the  uaual  construction. 

Karoaeae  for  ttartlng;   at  well  aa  for  ruanisg. 

Wlda  plftona;  necessary  on  account  of  pittoaa 
baring  to  open  and  close  exhauat  port  (■icoilar 
to  a  2  cycle  iraaoline  eogiae)  and  ii  termed  the 
mniflow  printiplo. 

Abaence  of  accentrlca;  raWe  gear  is  a  modi  fled 
form  of  the  *'Jor  vaUa  gear"  in  wbich  modiflca 
ttiiti  th<»  '*correcliok  *  and  "anchor  linki"  are 
eliminated,  thui  aimplifying  the  coastmction. 

FlBAi  drtva  (gear  ratio)  ia  a1mo«t  1  to  I,  tIs: 
47  tcetb  in  drive  gear  and  49  in  differential. 

A  eoikle&i«r  ia  provided  to  that  the  iteam  ia  r^ 
cooverted  into  water — and  uaed  over  and  over 
again. 

Liibrlc«ting  oil  ii  mixed  with  the  water  for  lu 
brication  of  cylindera. 


A  Motor  Bob — Wbeel  Drive. 


plank   IB  beat.     Two 


Elding  board   14*  wide  x  1%"  thick.     2 — 7"   itripa  may   be  unod,  but  a   •ingle  plL 
1x3"  piece*  trengtben   it.     Two  ruxming  boards  hnng  on  ateel  bracketi  offer  foot  rcat  for  paaaengers.  Sleda 
ahonld  be  made  of  bard-wood  with  ateel  ninnera. 

BagtBO  motorcycle  typo.     Mounted  in  frame  at    %"    ronnd    atock   per   Jig.    S.     Weight    of   bob    w   not 
earried  on  the  wbeela.  therefore  two  heavy  coil  apriiag*  foroaa  wheel  to  ground  (flg,  1).  by  pull  on  frame. 

Alao    note    the    akid    chain 
motorcycle     wheel     to     give 


traction, 
fig,  2. 


oa 
II 

Steering  ia  ahown  in 


Propeller  Drlire 

tB  shown  in  fig.  4.  Kat 
mended  for  narrow  gage  boba. 
Haa  advantage  over  the  wheel 
in  that  wheel  haa  difficulty  of 
obtaining  traction  in  loft  inow 
or  broken  roada.  Better  aak 
aomo  aeroplane  propeller  manu- 
faclurer  if  propeller  is  uaed,  a« 
ta  reToltttiona   and  bice. 


^kBT  NO.  31GA— Doble  Steam  Oar.    A  Motor  Bob.      (Automobile.) 

Doble  aUam  car  ii  maonfactured  by  the  Doble-D«troU  Sftattm   Motor  Oar  Go.,    Detroit,   Mich.     Stanley,    by    8iaaley 
B  Car  Co.,  Kewton,  Masa. 


FORD  SUPPLEMENT. 


■^--si-Klgll 


-il^i 


is-l  5 


» -=  -J  a»  *  o 


ii-=2  'sin 


^11 

IIP 


'^      =: 


3JS     22     i:  i-i     l«5" 


L 


CHABT  NO.  SI  7 — Sectianol  View  of  the  Ford  Car  Showing  the 
8e«  Insert  No.  2  for  hftif  tone  viaw  of  Ford  power  pUnl.      See  pjife   864 -A 


Names  and  Iiocattlon 

for  Ford   Electrie 


8Urt«». 


767 


Supplement 

ON  THE 

FORD 


(Model  T) 

TREATING  ON 

PRINCIPLE  OP  OONSTRUOTION,  OPERATION,  CARE  AND  REPAIR 

TOGETHER  WITH  USEFUL  AND  INSTRUCTIVE 

HINTS  AND  SUGGESTIONS. 

ALSO  TREATING  ON  PORD  TRUCK,  TRACTOR  AND  HOLLET  VAPORIZER. 

(AsslBted  bj  Mr.  Murray  Fahnestock) 


INDEX  TO  FORD  SUPPLEMENT 
(See  colored  inMrt  for  1>«glxiiiliic  of  the  Oenoral  Index  to  thla  Sook) 
A 


Page 

▲djuating   bands    770  to  779 

* '  bearings 787 

brakes 781 

•  •         carburetor 798 

*  *  carburetor,  fine  points  of 802 

' '  clutch    fingers     , 776 

coil 808 

* '  connecting  rod    786 

diiferential 781 

fan  blade    788 

wheels 774 

*'         steering  gear    773 

Address  of  part  manufacturers 820 

Air  gap  clearance  of  magneto 807-864-J 

Air  pressure   for  racing    816 

**    yaWes   and   priming  methods    801 

Alignment  of  crank    shaft    792 

Alignment  of  pistons , . .  659 

Alignment  of  wheels    774 

Aluminum    pistons    792 

Amperage  at  various  speeds 770 

Atwater-Kent    ignition    809-810 

Aosiliary  air  valves    801 

Axle  straightening    782 


Ball  and  socket  joints 773 

*  *    cracked 774 

Bands,  cause  of  wear 777 

Band  linings,  sise  of 777 

Bands,  removing  and  replacing  (transmis- 
sion)       777-778 

Batteries    (storage)    for  lighting 812 

Bearings,    adjusting    of    787*643 

*  *         of    transmission    776 

'  *         reamer    792 

•  *        removing    of    787 

Bodies  combination    821 

Boiling  water 788 

Brakes    781 

Brake  and  reverse  bands,  tightening  of 777 

**      band  lining,  size  of 770 

•*      drum    780 

**      fails  to   hold,   cause   of 777 

Bushings  in  spindle    773-792 

Bushings,  removing  of   773-792 


Carburetors    708   to  799 

Carburetor  adjustment 798 

*  *  adjustments,  fine  points  of 802 

*  *  for   racing    816 

*'  float  adjustment 708-799 

••  Holley    79P 

*•  Kingston    798 

**  mixture    explained    801 

*  *  mixture    control    802 

*  *  pointers    800 

Schebler    (Pitot)    principle    800 

*•  troubles    800 

Car  creeps  forward,  when  cranking 776 

Carbon  cleaning    790 

0am  gear,  number  of  teeth 770-786 

C.  p.  of  lamps  (candle  power) 770-812 

Cam  shaft  for  racing    814 

**    shaft,   removing  of    788 

Chamfering  piston  ring 798 


Page 

Changes  on  later  Fords 766 

Charges  for  overhauling   794 

Chassis    766-770 

'  *       for  commercial  use    821-8C2 

*  *       division   into  units    770 

Chattering  noise  in  transmission 776 

Cleaning  carbon    790 

Cleaning  oil  pipe   709 

Cleaning  radiator   789 

Clearance  of  air  gap  of  magneie 807-884-J 

Clutch  adjusting   eorew    776-777 

assembly 779 

*  *        control .« 776 

**       dragging  and  slipping,  cause  of 776 

'  *       in    neutral    776 

*  *       spring 779 

**       spring  compressor 819 

tightening  of    779 

Commercial  bodies    821 

Commutator 806 

Commutator,  oiling  of   772 

Compression   pointers    790-817-827 

increasing  of    .793-817-627 

poor 790-627 

Commutator,  removing  of   804 

*  *  troubles   804 

Commercial  tj^e  cars    822 

Connecting  rod  bearings  removing  and  adjusting  786 

*  *  rods   for  racing    817 

Control  of  car   771-777 

'*        movements  of  levers 777 

Converting  Ford  for  comtnercial  use 822-888 

*'  Ford  into  7  types  of  bodies 822 

Coil  adjusting 808 

•  •    box    803 

•*    unite    808-808 

' '    unit    defective    808 

Cooling    Rvttem    specifications 770 

'*       when  racing 814 

Cost   of   opttratiou    766 

Cranking  engine   771 

Crank  case  lower  cover  size  cap  screw 786 

Crank  shaft  alignment    792 

Crank  shaft  bearings    787-642 

*  *      shaft,  removing  of   788 

Cut-out  and  muffler   819 

Cylinder,     enlarging    of     792-818 

* '  high   compression    816-798 

*  *  head  bolts  broken  off 796 

* '  head  cap  screw,  sise  of 788 

**  head  gasket,   replacing  of 790 

*  *  head,   removing  of    788-787 

over   lubricated    798 

*  *  reamer 792 

D 

Data  on  Ford,  condensed 770 

Dead  points    (magneto) 80S-28S 

Demountable    rims    and    wheels 828 

Differential    781 

Differential    greasing    of    772-782 

Dimming   lights    429-79MS7 

Disassembling  rear  axle    780 

Dragging  clutch    ." 776 

Draining  oil    772 

Dressing  vibrator  points 809 

Drive  shaft  and  housing 780 

**     systems  for  commercial  use 822 

*'     pinion,    removal    of    780 

Dry  cells  for  etarting 804 


Copyrighted  1917.  1918,  1919  and  1920  by  A.  L.  Dyke,  St.  Louis.   Mo. 


768 


FORD  SUPPLEMENT  INDEX. 


Page 
E 

Ele«trie  lampB.   votlage   of 770-812-864A-484 

*•       lighting 808.812.8MA 

«*       syitem 803-810-811-864A 

Engine,  device    for    raising    797 . 

**        enlarging    cylinders    818 

••         fails  to  start 800 

"         firing  order   (Insert  No.  2) 784 

••         knocks 790-800 

*  •         lacks  power 800 

lubrication    772 

•*        names  of  parts 783-784 

'*         numbers,   where   to   find    770 

*  *        overheats    800 

Engine  removing    from    frame 783-806-797 

"running    in"     772-793 

••         sectional    view     784 

"         speed,  miles  to  minutes 770 

*'       speed,  how  to  tell 828 

'  *         specifications     770-788 

*  •         stand     798 

starting  of    798-771 

•*         starting,   cold  weather   798 

••         stops   suddenly    800 

*  •         takins;    down     806 

* '         troubles 800 

*  •         valves,  location  of 783 

*  *         when    new    772 

Exhaust  and  inlet  for  racing 815-782 

F 

Pan  blade  adjustment    788 

Firing  order  of  engine    784 

Firestone   demountable  rims   and  wheels 828 

Fly  wheel,  how  connected  with  crank  shaft 784 

Ford  tractor    826 

•*      truck 826 

•*     engine   in   motor   boat 825 

Frame,   how  to  lower    816  A  816 

Front  axle,  removing  of 774 

"     axle  removing  and   straightening 774 

*  •     wheels   and   axle    774 

.  ••      wheels,  clicking  noise  in    774 

Frosen  water,  to  thaw  out 788-579-193-800 


M 


P»c« 


Magneto NS 

*  *         amperage  and  voltaffe   77» 

aaiembling : tm-w: 

*  *         repairing    806-MT 

' '         terminal     MS 

tester Mi-tU^ 

Magnet  poles,  how  placed    Mi 

Magnets,  late  type MT 

recharging   of    807tlS-lMJ 

* '         removed  For  racing^   *14 

weak,  cause  of    MS  »• 

*'         clearance   uf    807-864J 

Main    bearingi    7B? 

Master  vibrator    W9 

Meshing  timing  gears    785 

Missing  of  explosion    M^ 

More  miles  per  gallon    802-8W 

Muffler  for  racing   TK 

N 

Neutral  position  of  lever  adjuatment 77< 

Noisy  transmission  gears,  canse  of ^^* 

Number  of  engine,  where  to  find 770 

O 

Oil,   draining  frem  engine    772 

••     for   winter    ^^^ 

•*      kind   to  use    . . . .' 772 

•*     leakage,  out  rear  wheela    7K 

'*     level,  testing  of 772  7K 

••     pump  for  racing 816-814  J»lf* 

**     pipe  clogged,  how  to  clean 799 

••     too  heavy  for  engine    776 

Oiling    engine    and    tranamisaion 772 

Operation  and  control  of  car 771 

cost     776 

Overhauling   a   Ford  and    inspection 794-7»5 

Overhauling,    charges   for    . 794 

Overhead  valvea  for  Ford 791 

Overheating  of  engine 800 

Overheating,   causes   and   cures    T8< 

Oversise  tires    83S 

Oversise,  engine  valves 791 


Gaskets    796 

'*       eylinder  head,  replacing  of 790 

'  *       to  prevent  leakage   of  oil 807 

Gasoline,  how  to  save 819-802 

' '  tank   gauge    801-828 

Gaage  for  gasoline   801-828 

Gauge  for  oil 782 

Gears   for  rear  axle    780-781 

Gear  ratios    781 

Gears   (timing)   number  of  teeth 770 

••     of    transmission     775  to  779 

Grease  leaks   from   rear  axle 782 

Greasing  rear  axle  housing 772 

Grinding   valves    790 


High  gear  ratio 770-775 

Holley  carburetor 799 

Hose  bands  and  hose,  si^e  of 770 


Ignition  for  racing 818 

••        system    803  to  811 

••        timing    804 

*  •       troubles 808 


Jacking  up  front  of  car 774 

Jerking  motion  of  car,  one  canse,  glazed 

band    lining     777 

K 

Kemco  electric  system   810 

Kingston    carburetor    798 

Knocks  of  engine    800-790 

L 

Lamps,   electric    770-812-484 

Lapping  rings   813 

Late   changes   on   Ford    766 

Levers   and   pedals    777-771 

Lowering  frame    816  A  815 

front  axle 816 

Low  gear  ratio    770-775 

Lighting   connections    812 

Lubrication  for  racing .816-814 

"  of  engine  and  transmission 772 

Lights,  how  to  dim 795-429-487 

Lynite    pistons    792 


Painting  radiator 788 

Paints  for  Ford    81» 

Pedals   and   levers    777 

Pistons 792-645-609 

Piston  clearance   813-818-792-793-649-651 

Pistons,  oversize  and  standard 792-609 

Piston  pin  bushing  reamer 79t 

* '       pumping  oil    79S 

•*       remedy  for  excess  oil   79J 

••       removing  of    786 

rings 791-792-793-609  657 

Pitot  principle,  carburetor MO 

Power  from   rear  wheels    819 

plant    7M 

Prices  1912  to  1919    779 

Price   for  overhauling  Ford    794 

Priming  engine    771-801 

Primary    circuit    BOS 

Priming  methods  and  air  valves 801 

Principle  of  transmission    77S 

Pumps  for  water   819 

Push  rods,  installing 788 


Racing  body  specifications    820 

type   Fords    818  to  819 

ratio   of  gearing    781 

Radius  rod,   front    778-774 

••       rod  rattles    774 

Radiator,  cleaning   of    789 

•*  hose 770 

hot     788 

leaky    789 

••         painting 781 

*  *         removing 789 

*  *  repairing 789 

testing 789 

Raising  front  end  of  car 797 

*  •       rear  end  of  car 797 

Ratio  gearing  for  racing 815 

••     of  gearing 770-786 

••     of  high  and  low  gear 770-775 

Reamers    791-792 

Reaming  cylinders    ^ 792 

Rear  axle  disassembly    780 

**       •  *      and  parts    786 

*'        '*      leaks  grease   782 

•  *        •  *      removing  of   780 


*See  page   864 A  for   "Ford  Electric  System"   as  used  on  enclosed  cars. 


FOBD  INDEX. 

rOBD  IKDBZ— OoatlnMd. 


760 


Azie  gemi-floAting 780 

••        ••      ihAft,  b«nt    780 

••        ••  ••      replacing   of    780 

"        **  '*      remoying  of 780 

••      stand     797 

••     wheeU   781 

Etlining    bands     778 

Remagnetisins   Ford   magnets    807-81f-8<4J 

Removing  and  replacing  transmission  bands  777-778 

axle   shaft    780 

bearings 787 

bushings    778792 

camshaft    788 

carbon   790 

' '  commutator    804 

*'  connecting  rod  bearings    786 

crank  shaft    788 

cylinder  head 788-787 

differential     781 

*'  driTtog    pinion  780 

*iigitie  788-806 

front   a>:le  774 

main    beftringB  787 

"  pistons   and   connecting   rods 786 

•  •  power   plant    788 

radiator    789 

radius  rod    774 

rear  axle    780 

'  *  rear  main   bearing    787 

' '  rear    wh*»«i|« 781 

"  atei^rtng    whpcl     , 778 

'  *  trailimiisloa  cover    778 

transmlsftioa       776 

'  *  u.aivi^'rBal   joint    780 

•  •  TaUe   cov^PP        786 

'•  valves 790 

Repairing   starting  crank    796 

radiator     789 

* '  magneto   .     . 806-807 

Reverse  a^ustitig  ler^TW   777 

R«vtT««  gear  ratio 770-775 

R«T«rimg  car    . . 771 

Rlvett  for  tfasstnUfiiou  bands   778 

Running  new  engine    772 

•  'Rnnning-in' '    engine    793 

8 

9cfaebl?r    i  Pofd  J    f^fttburetor    800 

Screw   cutttDg  plalpi    795 

Seats  for  racer   820 

Beeandary    cirottH       808 

Setting  lime  of  tpark    804 

ghe^lsc 796 

0iaa  of  band  linings    777 

'•     of  brake  lining 770 

0is«  of  bearing  bolts 787 

'*     eap  screw  in  cylinder  head 783 

'  *     orank  case  cap  screw 786 

•  •     of  radiator  hose 770 

••     of  wires    804 

■ilea  of  cars 770 

supping   Clutch    776 

Slow  speed  adju«ting  screw 777 

**      ap^ed  band  to  tighten 777 

Smoke,   Mack,  bio*  and  grey 800 

Socket    wreaches     .  , .  * 795 

Spark  advance  and  retard 805 

••      and  throttle  control 771 

••       pbsfj^    .'or,A^t?i[ii;v    fouled    793 

••      plug  tests    808 

••      lattlng    804 

Spaeiieations 766-770 

••  of  racing  body 820 

•*  of  engine    783 

Spead  and  miles  per  hour    770 

"      of  car,  how  conln-IJorl    771 

**      of  aegine,   hov  to   tell 828 

**       of   englDe   to   car    770 

Speeding  up  a   ford    .,,,... 813  to  818 

Bptedomet^^r   she  ft   broken    819 

Spindle    bujililftii     .....,, 778-792 

Sptildorf  electric  OTstem   for  Ford 828 

Spokes  looie    ...... 810 

Spotlight    bulb 812 

Spring  clips,  ki-ep  tight 774 

Sprint  leaves,  how  to  remove  for  easy  riding... 774 

Spring  leavet  added  for  truck  use 774 

Springa,  care  of 774 

Sprlnft   for    vslvea    790 

Starting  emgloc    . 771 

ear    771 

"        crank  repair    796 

Steaming  radiator,   cause   of. .  .788-800-189-679-198 

Staaring  gear  system 778 

Stopping  car   771 

Storage  batteries  for  remagnetising 807 


Storage  battery  for  ignition  and  lights ....  804-81) 

Straightening   front   axle    774 

Stripped  cylinder  head  bolts   796 

T 

Tank  gauge    801-828 

Taps  and   dies    795 

Testing  engine   after   repairing    798 

magneto    coils    805-806-864J 

•  *        for  a  weak  magneto 864J-806 

oil     level     772 

radiator    789 

•  *        spark  plugs 808 

*  *        vibrator   pointa    808 

wheels    774 

Throttle  control   lct«r 771 

Tighiening  brmke  and    reverse  bands 777 

Tightoolng   steering   gear    778 

Timing   gesTS,    me«hiag   of    786 

Timing  gesn.   mimbtr  of  teeth    770 

Tir^B,   ticc   of 828 

Tires,    transposing   of    ' 774 

Tool    box    in    door    819 

Tools  for  Ford    795 

Touring  in   a   Ford    797 

Tractor     826 

Truck    825 

Trailers    822 

Transmission  and   clutch  pointers    776 

assembly  of 779 

bands    776-777 

"  band    adjustment    779 

•  *  band    linings    worn    777 

"  bonds,    relining    of    778 

band    rivets     778 

*'  bands,  removing  and  replacing .  777-778 

•*  beaH&gB 776 

•*  bolts,  how  to  ptit  in 701 

•  *  bushings    worQ    . 776 

"  coTcr,   replacement   of    776 

disassembly   of    778 

gears    .    775  to  779 

•  •  In  v   1 1  • '  1  r !  <K  U" d  with  fly  wheel ....  784 

•  •  noisy,  canse  of 776 

parts,  name  of 778779-784 

•  •  prineiple  of 776 

•  *  removing   of    776 

•  *  removing  cover   778 

* '  special  types  of 781 

•*  triple    gears    779 

Transposing  tires   774 

Tread    770 

Triple   gears    779 

Troubles    of    engine     800 

*  *         of  commutator   804 

ignition   808 

knocks    790 

* '         of  overheating    788 

T^ck  and  delivery  methods    822 

U 

Universal  Joint  and  shaft  bushing 781 

Universal  joint  repair,  remedy  for  excess  oil . . .  782 

Useful    devices     819 

V 

Valves  and  cam  shaft  for  racing 817 

Valve   adjusters    791 

•  •        clearance 785-791 

*  •       grinding    790 

*•        guide    reamer    791 

Valves,  how  open  and  close   785 

Valves,   larger    814-818 

Valve     location   on  engine    788 

Valves   overhead   for  Ford    791 

Valves,   oversize    791 

V^lv.    ..f„..r        791 

YaWp  lent  reamer   791 

Valves,    sise    of    791 

Valve  springs 790-817 

Valve    timing    785 

Vibrator  points,  dressing  of 809 

Voltage  of  lamps   770-812-484 

Voltage  and  magneto  speed   770-812-828 

W 

Water    boils    788 

Water   froien    mnd    •teamlnf 788-679-198-800 

Wheels  smd  demountable  rlma 818 

Wheel    KUgnment 774 

Wheel  baae 770 

Wheels  testing  and  adjusting  of    774 

Weight    of    car    778 

Wind  shield  protector 818 

Wiring    diagrams         808 

Wiring  for  lighting 811.808 

Wirea.   aise  of    804 

Wrenches,    special    795 


(Illustration   on   page   766   courtesy  of   "Fordoimer.") 


1^70 


FORD  SUPPLEMEl 


I 


WATER  MO»r 


AJiO  CI.UTCH 

UK  COJ<TlW*L 

4.KVEH, 


iUtAKt  ROD 


AOJCBtneiNr 
or  su»w 


OP  KEAJI 

AHaKE  CHO^b 

HOUCONKCT 

LEVeiL 


15XIIAUST  i'rrt 


CALLED  THE 
BJiAtCE. 


AN1>  HOCBKNG 


0oii3tmctioD> 
Tlie  Ford  chaaals  Is  divided  itm 
tmits — such  as;  the  front  axle  vff 
tem;  the  rear  aatle  system;  the  et- 
gine  and  tranBrniBsIon  unit;  and  \k 
dash  boar  dp  which  Includes  the  itiMr 
ing  colimm.  It  is  weU  to  rem«mbti 
these  units  when  niakJiLg  regain  li 
cars,  for  it  often  ie  neeess&ry  to  » 
move  the  entire  unit  from  thf  esf 
when  a  eertain  part  is  to  bf  rr 
paired.  For  example;  when  tepiir 
ing  an  axle  shaft,  it  is  necessary  ti 
remove  the  entire  rear  axle 
in  order  that  shaft  mav  b^  r« 


TABU 

1 

*-^ir-|^ 

*m 

bik«> 

»  1 

« 

«* 

^ 

«i 

*  IS 

w 

4  t 

((  * 

«  fA 

i» 

•-1 

u 

r» 

ij 

«• 

n^ 

*  f 

74 

n^ 

** 

••»• 

«l 

>!■•« 

«  » 

II  «» 

« 

mm 

H 

f)   1% 

m 

nm 

jr » 

««  »• 

•» 

nm 

M 

»«i 

■»• 

!•« 

W  « 

»  i« 

« 

M 

3i 

It  M 

«i 

MW 

m 

w  n 

a 

•♦ 

<e 

91  *) 

1» 

*i  i 

I*  49 

•» 

■§41 

Fif.   2 — Chftisis. 


Tha  torque  und  ta  one -power  fi^: 

obtained  with  a  wid«  open  iUroUl«*< 
TPpresent    only    the   maximum    p«vf< 
can   be  developed  vtt  the  grlveii  vp^ 
thti    throttle    !■    seldom    wide    ot>«i| 
drivinif   car,   speed    tii    rareb*    indict* 
the  hortepower  the  en^ind  Is  d^ti 
Notice    the    torque    (pounds    pull) 
to  drop  off  at  900  r.   p,   m.      The 
eicertfli    ita    greatest    pall    at    this 
■ee   pAg^e   535, 


Ford  Data — Oondensed. 


Touring    . 

Roadeter 

Chaasis 

tOoapelet 
Town  car* 
Sedan    . . , 


IS  10 
.  .$525 

.    500 
.  .    475 

.    650 

. .    750 

.    775 


1917 

1360 

845 

a2fi 

550 
695 
640 


ISlfl 
1440 

seo 

590 
640 
740 


1915 
$400 
440 
Not 
sold 
750 
690 
975 


1914 

$550 

500 

Not 

sold 

*746 


1&13 

$600 

525 

Not 

sold 


Speed  of  Eaglne  to  C*r.  ^^ 

Drive   ahaft  pinion— bevel  jrear   40    teeth. 

Low  tipeed  ratio,  10  to  1.     High  spe«d  r«tio,  3  7.1 

to    1.  Reverse  ratio,  14.5  to   1.   &«ar  W1ie«tc,  3D 

To  find  the  speed  in  mUes  per  hour: 

Eiig.  speed        mi.  per  hr.        mi.  per  hr. 


Htiii^ht 
Touring  ,  ,  ,6  ft,  10  in. 
Runabout  ,6  ft.  10  in. 
Town  Car .  .  7  ft.  00  In. 
Oonpelet  .  .6  ft.  10  in. 
Sedan    6  ft.     5  in. 


4: Sizes  of  Cars. 
Width 

5  ft.   8  in. 

6  ft.  8  in. 
5  ft.  H  in. 
5  ft.  5  in. 
5  ft.   6  in. 


Length 
11  ft.  3  in. 
11  ft.  3  in. 
11  ft.  3  in. 
11  ft.  3  in. 
11  ft.  3  in. 


per  nitn. 

500 

600 
1000 
150D 


reverse 
5.892  4- 
4.761 4- 
7.7844* 
1 1.676 -f 


1st  speed 

5.589  — 

6.706  — 

11.178  — 

16.T6T  — 


mi.  perl 
highspM 
12  295- 
147M- 
24.590' 


EnEinfl  iind  Lruns.380  lbs. 

Runabout   body    ..300  lbs. 

Touring    body    ...415  lbs. 

Coupe    body     ....450  lbs. 

Bednn   body    600  lbs. 


**Bblpplng  Weights, 

Tonring  A»  1500  lbs.       " 

Touring  D.  1580  Ibh. 

Runabout  A.  1390  lbs. 

Runabout  B.  1480  lbs. 

fiedan   B,  1875  lbs. 

Coupe  B,  1685  lbs. 

Obassifl  A.  1060  lbs. 

Ohaisis  E.  lOSQ  lbs. 

Engine. 
Bore  3   %  in.;  Stroke  4  in.;  Piston  displacement 
170.7    in.;    Piston    rings    (3)    3^xM    in.;    Valves: 
diametpr    IVi    in.;    Valve    clearance    ^    in.;    Ftitng 
order  1,  2,  4,   3;  Timing  gears: 

caxn  gear  (sec  foot  note,  page  785) 42  teeth 

cam  gear  diamoter   .,,... ...*.....  5  %    in. 

crank  shaft  genr 21  teeth 

crank  shaft  gear  diameter ....  .2%   in. 

tMsgiis^  Spend  and  Voltage. 
The   Ford   Magneto   viries   In    voltage,    amperes, 
and    cjcle,    with   the    spend    of   the    engine.      Table 
gives     the     variation 
.,M    Mgj^rtjy,. >v«.«*««*«ocL-    compared      to      the 
speed    in    the    engine 
and  the  speed  of  the 
car  and  truck: 
Lsjups  are  connected 
in     series — see    foot- 
note, page  812. 


Brakes. 

Brakes  on  huh  of  rear  wheels  have  east  iTnat 
liiie  7T4xf|xH.  Brakes  controlled  by  std^ 
lever.     Brake  on  transmission,  controlled   by  fatrt 

Sixe  of  brake^  low  speed  and  rererse  drtun  1IbH 
on  transmlesion   can    be    A "   or   ik "   Ihiek, 
lA"    wide    and    23 A"    or    28%"    long.       ' 
777  for  dia.  of  druma. 

Tread  and  Wheel  Bftso. 
Wheel  base,  lOU  inches.     Tread,  56  inches 
(60  inch,  or  Southern  tread,   is  no   longer 


1 

fatrt 

UaH 
8^ 


»  M 

•  t 

t  f 

U  • 

7  •« 

t*  < 

■  % 

M  9 

10  >1 

i«  • 

■  • 

■M  « 

tl  Ik 

ji  ■ 

t  f 

IM   * 

n  I 

M  ) 

* 

••Ob 

Engine  Kumhera. 
Osri    an    roeorded    hy    engine    ntimWr*, 
than    by    car   numbers    and    the    ctumhera   of 
iiad  car  are  not  the  same. 
Veor   i912 88.000 

1913     .,     171. SOQ 

1914 870,400 

1915    611,000   t© 

1916 l»029,200   to   1. 

1917 1,614^600   to  2,' 

19ia ,  .2,449.100   to  2.SI 

1919    (to   Sept,   SO) a, 

These  numbers   stamped  on   left-hand   aide 
inder  block,  nb»ve  inlet  hoie  conneetioa. 
Cooling  System. 

Thermo    syphon    principle.      Radiator    eapactt^ 
gal.,   7Mt    pints;    former  radiator.   3   gal.,    l\    pint 

Bsdiator   hose — inlet   1%    inch.    3    ptv   2\*   Urn 
Outlet  2^^   int.  dia.,  4  ply  3^"  long.  ^m 

Hose  hands  are  2%**  and  2^"*  inside  diam^H 
Horse  Power.  ^^ 

S    A.  E.  rating  of  engine  22.5 — <ee  page  554. 


CHART  NO.  318 — Ford  Ohaa&is.     General  Data. 

♦Without  war  tux.  Price  of  (ruck  IfiaO — see  piiijo  825.  tSee  p.  812,  foot  note  and  839.  t See  page  8040  foeil 
on  Ford  Enclosed  cars  with  Electric  Starter.  **A — without  starter  equipment.  B — ^with  Btarter  omupi 
If  toaritis^  cars   and   runabotits   are    equipped  with   demountable  rims,  add   IS  lbs.     If  with   5   dcmoutitaVia 

mdd  29  lbs.,  tt  with  tire  carrier,  add  1ft  \hn.    tBe«  toot  n&i<^,  x^tvtce   776    for   later    exact    ovar&U    ~ 

tmMilest  lice  garage  to  house  &  TotA  and  pagB  a^\  lot  C\lmi\&  «Am«R*\wo». 


OPERATION  AND  CONTROL. 


771 


STEERING  VWWttL 


HUHKH  PtATt 

SVrftTCH ^3pr 

llWM<tPCOAL 


MUUS?IN«  nxsT 
[EOOMflTR 

SWfTCM  HEV 
SWITCH  LfVCff 


AUSeCR  MKT 


PV^MtO    D4WW 


starting    Engine. 

Befare  attampt- 

iair   to    Btaxt   tlie 

engine,     see     tbat 

the        emergency 

Land    brake    lever 

LB      pulled      b&dE. 

Thii     hand     lever 

yir  *>  diaengages        the 

elnteh  and  applies  the  brakes  at  the  rear  hubs, 

to  tbat  the  car  will  not  travel  forward  when 

ef ankle g  eiigine. 

B«  sure  to  retard  the  apark  lever*  that  ie, 
move  the  lever  on  the  left  hand  aide  of  the 
•teoring  column,  upward,  or  toward©  the  front 
of  the  car,  as  far  as  it  will  go,  (When  speak 
ing  of  the  right  or  left  hand  aide  of  the  car, 
it  is  always  considered  that  ooe  ia  sitting  in 
the  driver's  aeat  and  facing  forward), 

Thm  throttle  lever,  on  the  other  side  of  the 
■teeriBg  columni  should  be  pulled  downward 
about  five  or  six  notches,  from  the  extreme 
forward,  er  closed  position. 

How  cloa©  the  switch  on  the  coil  box,  that 
ia,  move  the  switch  key  all  the  way  over  to 
the  "mag/^  mark  on  the  cover  of  the  switch. 
If  the  switch  key  is  moved  over  to  the  bat- 
tery side,  tlie  engine  cannot  be  started.  The 
ears  are  not  fitted  with  batteries,  and  this 
connection  is  only  left  on  the  switch,  in  case 
(at  some  future  time)  you  should  wish  to 
equip  your  car  with  batteries  for  starting. 

♦Priming:  "With  present  day  grades  of  gaso- 
line,  it  is  usually  necessary  to  prime  the  en- 
gine while  it  is  being  cranked.  Priming 
•hnta  off  some  of  the  air^  ao  a  richer  mixture 
of  gasoline  vapor  is  drawn  into  the  carburetor. 

This  priming  is  done  by  pulling  forward  a 
small  ring  on  the  end  of  a  wire  that  projects 
out  through  the  radiator.  This  priming  ring 
must  be  held  out,  at  the  tame  time  that  the 
engine  is  cranked. 

Onuikiag  ongino;  Gr««p  the  stArtiog  haodle  firm- 
ly with  tb«  right  h&nd,  ftod  push  the  it*rtUt  er^nk 
in  at  far  ai  it  will  go,  feelinf  for  the  rat«bstt  which 
the  starting  crank  ehould  engage.  Hold  the  prim- 
ing  ring  oat  with  the  left  hand,  and  pull  the  atari 
Ing  crank  up  quickly. 

The  erank  ihoald  be  kept  poahed  in,  while  the 
handle  it  being  pulled  sp.  Tbfe  reqnirai  a  eertain 
knacky  that  ia  aoon  acquired  bj  practice.  If  not 
pvthed  in,  the  crank  will  ilip  out  of  the  notcbea, 
and  the  «uddea  releaie  may  throw  the  driver  off  hie 
baUQce. 

The  crank  ehould  be  pulled  up  eharply.  Slow 
imlla  are  of  no  value,  for,  anleee  the  engine  ii 
tonied  over  quiekly.  the  tnagneto  will  not  five 
•aongh  current  to  make  a  good  apark  (it«  page  490. > 

Starting  the  Car. 
speed  op  the  engine  a  little  by  opining  or  moving 
the  throttle  lever  towards  you,  a  couple  of  notchea. 
AJeo,  adranre  the  epark  to  a  normal  running  posi- 
tion, about  five  to  Reven  noteheii,  from  the  front  of 
the  quadrunt ^_^ 


Place  one  foot  on  the  foot  hraka,  whieh 
is  the  pedal  fartheei  to  the  right,  ao 
that  you  wiil  always  be  prepared  to 
atop  and  accideoia  may  thoa  be  pre- 
vanted.  Place  the  other  foot  on  the  clutch 

!)edai»  which  U  the  farthest  one  to  the 
eft.  Hold  it  in  about  mid  poiitlon,  that 
it,  do  not  puith  thii  pedal  all  the  way 
down,  or  let  it  come  back  all  the  way. 

How  graap  the  emergency  nraka  Itfttrt 
handle  with  the  left  handt  having  the  palm 
of  the  hand  turned  towarde  the  outaide 
of  the  car  and  the  thumb  tamed  down- 
ward, ao  that  the  thumb  ean  be  uaed  for 
diiengagftig  the  latch,  Tfaia  may  aeem 
awkward  at  firit,  but  it  ia  the  way  thla 
lever  te  intended  to  be  operated.  Now, 
pull  back  on  the  handle, — then  prem  latch  with  the 
thomb.  It  ie  eaty  to  releait«»  the  latrh,  it  one  pnlli 
back  on  the  lever  flrit.  Now  hold  tbo  «te«nng 
wheel  with  both  bands,  and  push  the  clutch  pedal 
forward   ilowly,   until   the  car  begin«  to  move. 

Gradually  push  the  clutch  pedal  harder  until  you 
feel  that  there  1*  no  BUpping  In  the  low  spwd  gear, 
and  tbeo  speed  up  the  rngine  to  that  the  car  is 
traveling  at  from  8  to  !0  milea  an  hour.  At  the 
same  time  rlutcb  pedal  i*  pushed  forward,  poah 
side  hand  lever  forward  as  far  at  it  wlU  go,  so 
that  the  clutch  pedal  may  return  to  ''high"  when 
car  It  under  wey.  The  releasing  of  this  elutch 
pedal  engages  the  high  speed  clutch. 

XjQt  the  clutch  pedal  coma  all  the  way  hack 
4illc]tly«  and  your  car  will  be  in  high  gear,  Prae* 

tice  will  teach  yon  how  to  make  the  change  from 
low  to  high  gear  smoothly  and  easily,  without  jerk 
to  the  paisenert  or  strain  on  the  mechanism, 
Eeverslng  the  Car. 
Pull  the  emergency  brake  lever  back  Jtut  far 
•nongb  to  draw  the  dutch  pedal  forward  and  dU«o- 
gage  the  clutch,  but  do  not  pull  the  brake  lever 
ba<k    far  enough   to  engage  the  rear  bub   brakes. 

Place  one  foot  on  the  brake  pedal,  for  use  If  nee* 
eaeary.  and  press  gently  on  the  middle,  or  reverse 
pedaL  Do  not  attempt  to  drive  backwards  rapidly 
at  first,  for  the  steering  is  very  apt  to  be  confusing 
and  it  ia  not  easy  to  drive  backwards  in  a  straight 
line.  After  the  driver  has  become  more  experienced, 
he  can  reverse  by  holding  out  clutch  with  clutch' 
pedal,  and  using  low  speed  forward  aa  a  brake. 

Stopping  Car. 

Partially  close  the  throttle;  release  the  high 
■peed  by  pressing  the  clutch  pedal  forward  into 
aeutral:  apply  the  foot  brake  slowly  but  irmly 
until   the   car  comee   to  a  dead   stop. 

Do  not  remove  foot  from  the  clutch  pedal  withoni 
first  pulling  the  hand  lever  back  to  neutral  poeiilon 
or  the  engine  will  stall. 

To  atop  the  englna,  open  the  throttle  a  trUle  to 
speed  up  the  engine  and  then  throw  off  the  switch. 
The  engine  will  then  stop  with  the  cylinders  full 
of  explosive  gas,  which  will  naturally  make  the 
next  start  easier. 

^ark  Controi 

Left-hand  lever  under  the  steering  wheel  it  the 
epark  lever  Good  operators  drive  with  the  spark 
lever  advanced  just  aa  far  as  the  engine  will  per- 
mit. Bst  if  tbe  spark  It  advanced  too  far  a  didl 
knock  will  be  heard  in  the  engine,  due  to  the  fact 
that  the  explosion  occurs  before  tbe  piston  has  com- 
pleted its  compression  stroke.  The  best  resulta 
■re  obtained  when  the  spark  occurs  jutt  at  the  time 
thai  piston  reaches  its  highest  point  of  travel — tbe 
^as  being  then  at  its  highest  point  of  compression. 
The  spark  should  only  be  retarded  when  the  engine 
alowB  down  on  a  heavy  road  or  steep  grade,  but 
care  ahould  be  exercised  not  to  retard  the  spark 
too  far,  for  wben  the  spark  is  "late."  instead  of 
petting  a  powerful  explosion,  a  slow  burning  of  the 
g^at.  with  excessive  beat,  will  result.  Learn  to 
oparate  the  spark  as  the  occasion  demands.  The 
greatest  economy  in  gasoline  eonsnmption  is  obtained 
by  driving  with  the  spark  advanci^d  sufficiently  to 
obtain    the   maximum   tpeed. 

How  Speed  of  Car  Is  Controlled. 

The  different  speeds  required  to  meet  road  000- 
ditioni  are  obtained  by  opening  or  closing  the 
throttle.  Practically  all  the  running  speeds  needad 
for  ordinary  travel  are  obtained  on  high  gear,  and 
it  ia  seldom  necfssary  to  use  the  tow  gear  except 
to  give  the  car  momentum  in  starting.  The  speM 
of  the  car  may  be  temporarily  slackened  in  driving 
through  crowded  traffic,  turning  comers,  etc,  by 
**tUpping  the  clutch,"  I.  e..  pressing  the  clutch 
pedal   fortyflfd   into  neutral. _ 


OHABT  NO.  aiO^-Operatloii  and  Control  of  Car.     Starting  Engine. 

•fl«e  loot  note  bottom  of  page  67fl  for  pagei  referring  to  dll!\cu\l  %lan\nt,  K:^»o  v*».it*  1^^  v^^ -\^^  ,>Xi^%NMJ««»«««^ 


FORD  SUPPLEMENT. 


4 


I 


I 


Wben  the  engine  Is  new: 


Oiling  Engine  and  TranamisaloiL 

Oiliaf  ia  most  importBiit  ftud  Is  taken  care  of  by 
pouHaf  oil  through  the  breather  pipe  on  th«  front  end 
of  the  engine  base.  This  pipe  ii  covered  by  a  metal 
c«Pj  which  ran  be  easily  pulled  off,  wbest  oil  is  to  b^ 
poored  into  the  crank  case.  The  lubricsti<>n  of  the 
engine  is  explained  on  page  1^7.  See  page  TOf,  how 
to   clean    oil   pipe. 

Pour  in  ai)  until  it  runs 
freely  out  of  the 
upper  peteock  In 
the  engine  bate 
(1*  llg.  6),  Be  aure 
to  close  this  peteock, 
for  if  it  is  left  open, 
the  action  of  t^ie  fly- 
wheel will  splaab  all 
of  the  oil  out  through 
this  peteock  and  the 
bearingii  will  he  ruin 
ed    for   lark   of   oiK 


_         op 
K         bel 

^Lh  BO 

■r: 


Alter  tbe  tngiiLA  bas  been  limberod 
op:  'Fl>e  best  results  will  be  obtained 
by  carrying  the  oil  level  nboot  midviray 
between  the  two  petcockm — bnl  under 
BO  circnaistances  should  tbe  oil  level  be 

[owed  to  get  below   the  lower  peteock. 

•^Testing  tb«  on  level;  If  car  is  not 
fitted  with  an  oil  gauge  as  shown  on 
page  782,  5t.  85X,  then  open  upper  pet- 
«oek.  If  oil  does  not  drip  out^  open  tlie 
lower  petoock.  If  oil  drips  out,  then 
tbere  is  enough  oil  for  a  short  diataute. 
Imt  it  is  better  to  put  more  oil  in  if  the 
t^r  ia  to  be  driven  a  considerable  die- 
tviee.  It  ii  necessary  at  iuten^Is  to 
clean  out  these  petcocks  as  they  become 
clogged  with   dirt   or   sediment. 

OlUsg  Other  Puts. 
Tbii  includes  the  filling  of  the  dif^ 
fereBt  oil  cups  on  the  front  axle  sys< 
tem,  the  rear  axle  system,  and  tbe  oil- 
iBg  of  parts  of  the  control  system, 
which  more  but  little.  Oiling  of  these 
]»arti  witi  tend  to  elitalnata  squeaks  and 
Reveal  wear. 


§B 


Mobilubrlcant; 

a  handy  in'eaie 
gun  contain ' 
ing  tbe  greast^ 
for  Ford  dif 
ferentials  and 
grease  cops. 
TVacuum  Oil 
Oo.,  Rocheater, 
N.  Y.) 


I  Z«abrlcatioii. 

I       The  plan   view   of   tbe    chaeais,   llg.   i.  A^ii 

be  studied  carefully,  so  that  one  will  knov  be* 

often  the  parts  should  receiire  attentioa  asd  la 

brication. 

The   oil   cups   can   be   supplied   with  the  mm 

kind    of    oil    used     in     the     eoigine,     allfaoogl   s 

ilightly  heavier  oil  will  not  run  aivay  so  rapiAly 

and   la  better  adapted   to   thia   use. 
Oill&g  of  the  Oommntator 
Oil   ia    injected   through    the    saail    cup  eg  iU 

top  of  the  commutator  aUelL    Hogioe  oil  ia  rstlnsr 

heavy  for  the  oiling  of  the 

commutator  and  is  apt  to 

so  insulate  the  roller  from 

the     contact     pointa     that 

starting    may    be   difficult. 

This   is  especially   true   in 

winter,  when  tbe  cold  will 

so     congeal     a     heavy     oil 

that  U  will  be  alnioat  im- 

possible  to  obtain   a  good 

spark,   *'Three-in-ODe"  oil 

ia  thin  enough  to  be  used  in  the  eommaL&*.or. 

Kind  of  Engine  Oil  to  Use. 

A  light,  higb  grade  of  gas  engine  cyttadsr  «U 
ta  recommended.  This  light  oil  will  reach  ials 
the  closely  fitted  bearing*  of  the  engine  nan 
quickly  and  ao  leas  heat  and  frictioii  win  ht 
developed.  The  oil  should  have  sulTicieAt  bedi 
to  prevent  the  heat  and  pressure  in  the  Cftia* 
ders,  squeezing  out  the  oil  from  betweeo  the  eyV 
ioder  walls  and  the  pistona«  It  La  espensivt 
to  use  a  cheap  oiL  Good  oils  save  repairs  to  th» 
engine,  increase  tbe  mileage  per  gallon  of  gas»^ 
line,  and  do  not  form  carbon  nearly  aa  rapidly 
as  do  inferior  oils.  In  cold  weather  an  oil  that 
does  not  congeal  easily  at  low  temperatures  caiist 
be  used.  Otiierwise  the  clutch  will  drag,  dee  tt 
the  oil  acting  as  an  adhesive.  (aee  page  100 
•ind  776.) 

Among  the  oils  that  are  recommeaded  for  Ihs 
Ford  engine,  are  Gargoyle  MobiJoil  **£,"  atl 
White  Star  Extra  Quality  Oil,  which  ii  Iise4  t$ 
the  Ford   factory. 

Ori^hlte  should  never  be  need  in  «ilher  Iht 
i'ngine  or  the  tranamiualon,  as  it  is  apt  to  tk9t%* 
circuit  the  magneto  and  thus  caua«  ej^>enslvt 
repairs,      (see  page  205.) 

Draining  Out  tbe  OiL 
The  new  car  should  have  tbe  oil  drained  eel 
at  the  end  of  the  first  five  hundred  izii1es«  This 
also  applieii  to  an  overhauled  engine^  when  |h* 
beari:Biga  have  been  refitted.  The  oil  la  drakae^ 
out  by  removing  the  plug  at  the  bottom  9t  Ihs 
crankcaae,  and  cranking  the  engine.  The  trait 
wheels  should  be  about  six  inebea  higher  thaa 
the  rear  whecla,  io  that  the  oil  will  drain  Ii 
the  rear  of  the  crank  case.  *Keroa<M»e  caa  h« 
poored  into  the  breather  pipe,  to  asaiet  in  waih- 
ing  out  the  old  oil,  and  the  engine  cranked  fee 
»ptash  this  kerosene  over  all  tbe  parts.  Uss 
at  least  a  gallon  of  fresh  oil.  when  refi^Uing  the 
crankcaae,  and  be  sure  to  replace  the  plug  ia 
the  bottom  of  the  crankcaae  tightlj.  If  this 
plug  drops  out,  tbe  engine  bearings  are 
aure  to  be  ruined  for  lack  of  oiL 

Qreaslng. 

This  iDclndei  the  filling  of  the 
the  tmiversal  Joints  and  the  rear  axle 
with  greaae.  Cup  grease,  or  greaae  conteinfrif 
graphite,  can  be  used  in  the  grease  oape.  bm 
the  rear  axle  should  not  be  filled  too  faU  •( 
grease.  tAbout  1^  pounds  of  grease  is  en^ath 
for  tbe  rear  axle  gears.  If  thrust  washfti  afe 
not  worn,  U  lb.  more  can  be  added,  A  larfsV 
amount  of  grease  will  run  out  of  the  eade  of  the 
axlea  and  spread  over  the  wbeela  and  tiree.  (see 
page  782,  for  cause  of  leaking  oil  <ml  whetl 
hubs). 

t Vacuum  Oil  Oo,  state  that  the  diflerasitlal 
housing  holdi  4  lbs  and  correct  level  le  1%  Ihe. 
of  Mobilubrlcant. 

Tbe  Unlversel  Joint  is  one  of  the  i 
ant  parts  to  keep  greased. 


aSLAB^T  NO.  320— Lubrication. 


*8ae  page  301.  about  thorouirhly  dralfilDg  the  kerosene  after  cleaning. 

••See  pagee  201,   1^7  snd  776,    **heavy  oils,'*  and  page    700,  how  to  eleeti  oil  pipe  if 


elogged. 


STEERING. 


773 


steering  Gear  System. 
*The  steering  reduction  gears  are  placed  at 
the  top  of  the  steering  column,  Instead  of  at 
the  bottom  (fig.  8  and  9),  (as  is  customary 
on  other  cars).  These  gears  increase  the 
power,  and  the  sensitiveness  of  the  control 
over  the  front  wheels  of  the  car.  If  these  gears 
were  not  used,  a  slight  turn  of  the  steering 
wheel  would  send  the  car  into  the  ditch,  while 
road  obstructions,  or  bumps,  would  wrest  the 
steering  wheel  out  of  the  driver's  control. 
The  lower  part  of  steering  column  merely  has 
an  arm  (A,  fig.  9)  which  is  connected  to  rod 
(B)  extending  to  steering  knuckle  arm  (8A). 


Ball  and  Socket  Joints. 

There  Is  s  bsU  on  the  and  of  Arm  (A),  which 
fits  into  a  socket  (0),  fig.  9-B.  If  not  kept  oiled 
play  will  develop. 

There  ii  Also  s  baU  on  and  of  thmst  rod  (B) 
which  connecta  tteerinff  arm  (SA)  flff.  9 -A. 

If  the  ball  and  socket  becomes  worn  from  lack 
of  oil,  it  con  be  yroand  by  rubbing  over  emery 
cloth,  or  tling  as  per  fig.  93. 

Spring  baU  sockets  are  now  supplied  by  spe^atty 
manufacturers  which  take  up  wear  automatically. 

Bushings  in  Spindles. 
There  are  bnshings  In  spindle  arms  (8)  fls.  9-A, 
also   fl|r.   11.   chart  822.     The   "spindle  arm   bolt" 
works  in  the  bushings.     The  bushings  wear  first  and 
if  worn  should  be  replaced. 

Bemovlng  bushings:  Split  expanding  bushing 
removers  are  best  for  this  purpose,  or  else  bushing 
can  be  threaded  and  fitted  with  a  bolt  and  driven 
out.  The  bushings  are  short  and  one  at  each  end  of 
spindle  body. 

Naw  bashings  should  be  prassad  In  with  an 
arbor  press  or  vise  or  carefully  hammered  in  with 
a  lead  mallet,  or  wood  between  hammer  and  bushing. 

After  fitting,  the  bushings  should  be  reamed  out. 
Special  reamers  are  made  for  this  purpose — see  page 

The  bushings  must  fit  snug  so  that  the  bolta  will 
turn  and  not  the  bushings. 


A — Spark   lever. 
B — Drive   pinion. 
C — Pinion  or  gear. 
D — Gear  case. 


E — Throttle  lever. 

P — Throttle   quadrant. 

G — Pinion  pin. 

H — Spark  quadrant. 


The  steering  wheel  has  a  short  shaft,  on 
which  a  pinion  (B)  is  mounted.  This  pinion 
is  held  in  place  by  the  cover  and  nut  of  the 
steering  gear  case.  The  steering  rod  proper, 
on  the  end  is  fitted  with  a  flange,  (triangle 
shape  under  gears)  on  which  three  studs  pro- 
ject, which  carry  the  three  small  gears.  These 
gears  mesh  with  the  pinion  (B)  and  also 
with  an  internal  gear  cut  on  the  inside  of  the 
steering  wheel  case. 

To  obtain  access  to  the  gears:  remove  the 
small  screw,  which  holds  the  gear  case  cover. 
Then  unscrew  the  gear  case  cover,  and  the 
steering  wheel  and  the  cover  can  be  removed 
together  as  a  unit.  It  is  not  necessary  to  re- 
move the  lower  part  of  the  steering  wheel 
from  its  shaft  to  obtain  access  to  the  steering 
gears. 

There  are  two  small  retaining  keys  in  the 
top  of  the  steering  column.  Keep  these  keys 
snug,  for  if  loose,  considerable  play  will 
result. 

Removing  Steering  Wheel. 
Unscrew  the  nut  on  the  top  of  the  post, 
and  drive  the  wheel  off  the  shaft,  using  a 
block  of  wood  and  a  hammer.  Do  not  batter 
the  threads  of  the  shaft,  or  it  will  be 
difi^cult  to  replace  the  nut. 

Tightening  Steering  Gear. 
A  loose  steering  gear  will  make  steering 
dilficalt  and  cause  wear  of  tires.    To  tighten, 
see  that  the  nut  which  holds  arm  (A)  at  lower 
end  of  steering  rod  (R)  fig.  9,  is  tight. 


Tig,  0  E. 


(B) 


Fig.  9^. 


Fig.  9;  the  arm  (A)  it  the 
only  part  connected  to  ateering 
rod  (B) — by  meana  of  ball  and 
socket  joint  (fig.  9-B).  Move- 
ment of  (A)  by  ateering  rod 
—.^   ft  -^  (R)    moves    the    front    wheela. 

Fig.  9-D.  The    other    end    of    throat    rod 

is    also    fitted   with    ball    and   socket   joint   aa 


per  fig.  9-A. 

Fig-  9-C;  note  ball  joint  (BJ.  fig.  9)  fita  in  socket 
on  engine  base  to  support  front  radiua  rods. 

Fig.  93;  method  of  taking  up  wear  on  socket  (0) 
which  places  the  sockets  closer  together  over  the 
joint.     The  method  is  to  emery  the  part  down. 

Fig.  9-D;  shows  the  drag  rod  yoke   (T). 


CHART  321 — Steering  Assembly. 

The  Ford  steering  device  is  the  "planetary  gear*'  type  similar  to  fig.  87,  page  693.  but  with  the  planetary  gears 
St   the  top  of  steering  column.     The   "cross"   method  of  steering  is  used  as  explained  on  page  691. 


77i 


FORD  SUPPLEMENT. 


Fif.  11 — NaittM  of  parU  of  front 
wlitol  tptiidlv  Mtomblr.  Nol<>  Ihat 
Ihe  butatiiM  do  not  •xtoad  ontirelr 
Ihroucb  Ih*  tpindU  body:  but 
only  «t  «acb  tnd. 


¥ 


•\\. 


"TF 


:*- 


Fic  ^9 — <^«  Method  of  jackia| 
mi^  tt^NBit  of  car  vith  a  block  of 
w*o<L  T^«  ithftstratioa  abows 
m<tb»d  UKi  du&tuiODs^  Tbc  block 
aboiild  W  itarrov  «aoa^  to  co 
b<ta<f  tbo  frottt  ax!o  aai  ttoor- 
tef  ««MittOct><«  t^at  crv«$««  aK^at 
4H  i»cbM  bo>isd  iv 


**Froiit  WbeelB. 

BMOOVliig  the  front  wlieola:  Use  apeci*!  hab-c*p  wronch  to  ran 
hub-oap.  Pall  oat  the  cotter  pin,  then  t*ke  ott  emttlm  not.  ni  m± 
waiher.  Unicrow  (he  adjustable  bearing;  cone.  Then  paO  bm 
wheel  off. 

The  conei  and  cattle  nuts  must  be  replaced  on  the  spiadks  bm 
which  they  were  removed.  There  are  left-hand  threads  ea  Ac  Id 
spindle  and  rifht  hand  threads  on  the  other  spindle.  (Kete— Tbi 
top  of  nut  towards  front  of  car  to  tif  hten.  This  holds  geed  far  il 
wheel  nuts.) 

If  the  cones  or  cups  are  worn,  they  should  be  replaced  viA  aiv 
parts.  While  slifhtly  longer  service  can  be  obtained  by  tEBSf 
the  cones  half-way  around,  so  that  the  wear  cornea  om  the  spya 
side  of  the  cone,  this  permits  a  certain  amount  of  looseness  ui  a 
not  as  food  as  the  fittinf  of  new  parts. 

If  the  balls  are  chipped,  cracked,  or  pitted  at  all,  they  AssJi 
be  replaced  by  new  ones.  Chipped  balls  will  break  and  na  «te 
parts   of  the   bearings.  ^^ 

Testing  the  Wbeels. 

The  front  wheels  should  be  jacked  up  every  thooaand  siia  « 
so,  and  tested  for  side  play  and  smoothness  of  nasiag.  0 
Pftflre   681.) 

A  sharp  click;  when  running  the  front  wheel,  tofcthcr  wist  1 
momentary  check  in  the  motion  of  the  wheel,  indicates  a  knkai 
hall,  which  should  be  immediately  removed,  before  it  fsssis  trsaiuL 

Adjustineitt. 

The  front  wheels  should  be  so  adjusted  that  the  v^oes  vC 
come  to  rest — after  spinning — with  the  tire  valTe  at  tbe  jeets 
part  of  the  wheel.  Tet  there  should  be  no  nnfifisehli  sad*  isar. 
when  the  spokes  of  the  wheel  are  grasped  with  the  haeds  sad  At 
wheel  shaken  as  shown  in  figure  10. 

Undue  wear  of  the  cones;  may  be  eanaed  by  edjesllsi,  tW  e^s  ■ 
riosely    that    the    bearings    bind;    or    to    lack    m    lebne 
hub-caps  should  be  filled  with  a  soft  gi 

SemoYlng  the  Fkont 

Jack    up    the    front   of   the   car,    by    s   _ 
couple  of  boxes,   or  by  chains  or  ropes,  or  as  per  M^   12. 
both  front  wheels.     IMsconnect  thrust  rod    (B>    frssa  asm   ?▲■    it 
9-A,   chart   321).     Disconnect  the  radins   rod   et   the  ^aX  imas.    iw 
fig.   9   and   9-0.   chart   321.)      Remove  the  tww 
at  each  end  of  the  front  spring. 

To  Disconnect  the  Ftont 

Remove   the   cotter  pinued   nuts.     To 
tirelr — take   the   two   nuts   off   the   stndSL 
and  remove  the  lower  half  of  cap.     (see  chart  131.  fl^  t.  wad  S-C 

JX  the  radius  rod  rattles;  mnove  the  lower  half  ef  vl»  h^C  c^.  md 
file  aome  of  the  metal  off  the  flat  sarfacce  er  rxh    ~ 
fig.  93,  chart  321.) 

Str>ightentng  ^roBt . 

In  case  front  axle  or  parts  are  bemt 
Hie  application  of  heat  wiU  remove  the  < 
to    which    these    parts    have    beea 
weaken  th^a. 

By   bringing   the   poiat   of   contact    ef   the 
=ear!r   acder  the  spicdle  body  bolt,  tkis 
;esds  to  prevent  tire  wear.     \sce  1^  IX.  . 


To  «se  SO  ¥7  Si-^  iBch  tizes  sk  tha 
wheels   caa   be  purchased   and  itwd  ia 

•-'***^  SptingM. 

Care  of  $pn=;<«:      If  tie  s^rirgs  s«em  ssiZ.  xse  a 
*7«rt    a=i    j-'.A,-*   *c=:e    grajiii*    grease,    cr   keavy    ei 

SfRSg  c^ps  ahovil  be  kept  «gkt:     If  tkoM  cl^?*  sew 
V.::  Se  7x:   «   :ie  ::*->-.-::   wiirv   ;«sscs  tkrasf^  the 
asi   wU:    irexk    ;:.     T^<    ti-s-icli    is   ccly    ^;eif£ed  5a 

jTr-.z^    i-r-   :f   -T*    fr:-^    t7~-^   »iif:»   ss£-war». 
:i*   .-ar    azi   =*j    :i:«   x^   arriiect. 

ITi^tBg  t^  Csr 
Oae  4r  »ir»  jescves:   .-xr  ^-f  r«s>rr**£  f? 


Ae  r 


Tixkf  t>:o  rar  rt-i* 

ltv•T^^i — c&kf    -a^    :i-»    w^.-.-al      If  *    ' 

#xv-«s.  w  *♦  :;  irAia:jr  Ti*  f»a«r»:  ajda=«  if  in- 
rw  tnch  xse    «--tra:  :•»'«  ar» 


3Lf«£    la    7«gv    ***        _    _     - 

nit  tteet  etssfii  are  ok  as  aa  as^  rf  J  ncp9«i     I*:ii  ixirit* 
««  ijhs  isvoa  w^ee(»  i>  S  :aiAm  jz  la-nc  Ikaa  Vw^otea    ti«   )*i 
TW  ^^<ei'3  eft«sjl  atic  W^vv^ir  sat  s.  as  ;^  tmszi   as  Ja 
the  4«««»£«   rf  libe  wlewA  w^«  tht   nsaat  are  ssra^ri-  =t  »  fxirrari 
)la»  ^MtreW  ^hM«c^  ihe  s^uaCe  Wft:  sam:>i  f=-i-  zin  frma-t  :aac 
*Ma    :&  s^t  afivemoearaiig   copras. 

rf  ijhs  *?«a  wleeia  saa  Vi  msiu  k*   n.-T^=*  ^* 
%)e  v-bMth  :aar  a  TacaJm  ?«nc£im.     Zf 
il  wdt  >•  iKssaag?  m  ka**  twee  ?ec» 


TRANSMISSION. 


776 


Low  spMd;  ccar  D  is  driven 
iil«mher,  kf>*5il  lo  tlie  hub  cluich 
drum  C,  which  in  turn  is  secured 
Co  drivf»n  tbftft.  By  applymj;  hrsiko 
bind  to  drum  B,  cear  P  Is  held 
MmlUitifirf,  pinion  P  rolls  oil  It  and 
ft  ttafkUer  pinioa  PI  CAUsei  senr  D 
to  turn  slowly  in  the  name  direc- 
tion AS   tiinioii  carrier  A. 

For  high  ii^Md  or  direct  drlTo. 
the  rrietiofi  clutch  locks  the  clutch 
drum  C  to  ttncine  crank  shaft  and 
this  entire  mechuiitm  resolves  as 
a   uuU. 

For  revtrto:  applying  brake  band 
to  drum  V,  g^ur  L  U  held  sTation- 
»ry,  Dinion  K  rolls  on  it  and  via- 
ion  PI  turns  ffear  D  slowly  in  the 
rererse  direction. 


CfiANK 

CMNfcrs 
HfRL 


Principle  of  the 

This  tr&aflmiflslon  serves  the  same  purpose 

afl  a  sliding  gear  or  selective  type  of  trans- 

mission  as  explained  on  page  46. 

It  is  mounted  on  a  shaft  (F)  which  has  a 
flange  projection  at  one  end,  which  bolts  to 
fly  wheel  and  fly  wheel  is  bolted  to  a  flange 
on  end  of  crank  shaft. 

The  planetary  gears  are  shown  as  marked, 
(PI,  P,  K,  &  S/P,  Gj.  These  gears  are  mount- 
ed on  studs  projecting  from  fly  wheel. 

By  means  of  bands,  which  are  tightened 
around  the  drums,  the  rotation  of  these  gears 
are  governed  as  explained. 

It  is  called  a  planetary  transmission,  from  a 
fancied  resemblance  between  the  motion  of 
the  triple  gears  around  the  central  shaft  and 
the  motion  of  the  planets  around  the  sun. 

Principle:  One  can  work  out  the  action  of 
these  transmission  gears  most  easily  by  taking 
a  few  coins,  or  washers.  Place  one  coin  in 
the  center  and  the  three  arotmd  it  touching 
the  central  coin. 

When  the  central  coin  is  revolved,  it  will 
be  found  that  the  three  others  are  revolved 
in  the  opposite  direction. 

Now,  if  we  place  a  second  coin  of  smaller 
sise  over  the  central  coin  and  three  other 
coins  of  larger  size  over  the  three  outside 
coins,  we  can  show  the  priueiple  of  the  low 
speed  gears. 

By  revolving  the  small  central  coin  it  will 
tend  to  revolve  the  three  larger  outside  coins. 


f^eVBRSe  DRUM. 
-    5LQW  5P£Ei>  DRUM 

^BRAKBDBUM.  , 

p  5 TEEL DISCS  \N^ICH  CLUTCH 

p  RfN6  SNtllCH  PRESSES  A  GAINS  T  DISCS. 
r  FINQER  WtflCtf  PRE 5  SES  A  6 A  INST  R/A/(fS . 
l^^'^zMJUSTMENT  SCREW  FOR  CLUrCH  \NhlCH 
^  ^  GOVERNS  PRESSURE, 

COLLAR  "HhfCh  SlilFTim 
yOnC^ORKSlN  AND 
RELEASES  S  PR  IN  6  TEN  Si  ON. 

p  $PRIN6  WHICH  FORCFS 
FINGER  A(jA/NST  R/NO 
AND  RING  ACAINSr  DISCS 

r  CONNECT  SNITM 
UNIVERSAL  JOINT 
THEN  TO  DRIVE 
SHAFT. 

The  clutch  serves 
tiie  B&me  porposo  aa 
•  cone  or  disk  clutch 
as  described  on  pairea 
39  and  41.  The 
hrtT-^  clutch  on  the  Ford  is 
/  made    of    steel    disks 

J  U  as  lettered.    The  pres- 

sure of  clutch  flncers  (there  are 
3)     throujrh     th«    rmjr     whicb 
notx/tiuA.  presses  Affalnst  dlaks.  caiisea  the 

^P^Jv  disks  to  take  hold.   When  clutch 

"InTE  is  **in'*  then  the  car  is  on  hijrh 

speed  (there  are  only  two  speeds  forward  on 
a    Ford),    and    entire    transmission    revolves 
and  drive   Is   direct   to  rear  axle. 
Ford  Transmission. 


As  these  three  coins  are  supposed  to  be  con- 
nected to  the  three  coins  beneath  them,  these 
three  lower  coins  will  tend  to  revolve  the 
lower  central  coin^  but  at  a  much  lower  rate 
of  speed. 

The  reverse  gearing  operates  on  the  same 
general  principle,  except  that  an  additional 
pair  of  gears  is  used,  which  causes  the  direc- 
tion of  rotation  to  be  reversed. 

When  in  high  gear,  the  gear  ratio  of  the 
car  is  3.63  to  1,  because  the  bevel  drive  gear 
in  the  rear  axle  is  so  much  larger  than  the 
pinion  that  the  engine  makes  3.63  revolutions 
for  every  turn  of  the  rear  wheels. 

When  the  low  gear  is  engaged  the  ratio  In 
the  transmission  is  2.75  to  1.  This  is  multi- 
plied by  the  rear  axle  reduction;  so  the  total 
gear  ratio,  when  in  low  gear,  is  2.75  times 
3.63,  equals  9.98,  or  practically  10  to  1. 

In  general,  owing  to  frictional  losses  in  the 
transmission,  and  other  causes,  it  may  be 
assumed  that  the  car  will  travel  about  three 
times  as  fast  in  high  gear  as  in  low.  But 
the  car  will  have  about  twice  as  much  power 
when  low  gear  is  used. 

When  rev«rM  g«ar  la  iis«d  the  ratio  is  4  to  1. 
The  ratio  to  the  wh«cls  is  4  times  9.68,  or  14.52. 
or.  say.  about  15  to  1.  But  owingr  to  the  uamber 
of  %9Axit  tranarnittiof  the  power  when  reverse  is 
used  the  actual  available  power  in  reverse  is  not 
as  great  as  might  be  supposed.  Howev«rf  it  is 
iometimes  possible  to  n«e  the  reverse  gear  to  pull 
the  car  out  of  a  mudhale  when  even  the  low  speed 
gear  doe*  not  have  sufflrient  power 


OHABT  NO.  323 — Principle  of  the  Transmlsaionu 


778 


FORD  SUPPLEMENT. 


Pig.  ISA:  Tightening 
screw  B  to  hold  clutch 
in  neutral  position — see 
also  fig.   18. 


Clutcli  ControL 

.  Is  by  the  left  pedal  at  the  driT«'« 
feet.  If  the  clutch  pedal,  whei 
pushed  forward  into  slow  speed,  has 
a  tendency  to  stick  and  not  to  come 
back  readily  into  high,  tighten  up 
the  slew  speed  band  as  directed. 

Should  the  machine  have  an  in- 
clination to  creep  forward  when 
cranking,  it  indicates  that  the  clutch 
lever  screw  (B),  which  bears  on  the 
clutch  lever  cam  (C)  has  worn,  and 
requires  an  extra  turn  to  hold  the 
clutch  in  neutral  position. 


Tig.  16:  Adjusting  dntcli 
Angers.  Jack  one  rear  wheel 
up,  turn  engine  so  clutch  fin- 
gers come  in  convenient  ^osi- 
'  tion,  remove  split-pin,  give  half 
a  turn  clockwise  to  the  screw, 
and  replace  pin.  Don't  drop 
pins  in  transmission  case.  After 
long  wear,  new  discs  will  be 
needed.  It  will  be  necessary  to 
remove  the   transmission   cover. 


When  the  clutch  is  released  by  pulling  back  the  hand  lever 
the  pedal  should  move  forward  a  distance  of  1%"  in  passing 
from  high  speed  to  neutral.  See  that  the  hub  brake  shoe  and 
connections  are  in  proper  order  so  that  the  brake  will  act  suffi- 
ciently to  prevent  the  car  creeping  very  far  ahead.  Also  be 
sure  the  slow  speed  band  does  not  bind  on '  account  of  being 
adjusted  too  tight. 

Clutch  Slips  or  Drags. 
Slipping  clutch  may  be  due.  to  worn  main  bearings,  aUowing 
crankshaft  to  vibrate,  or  to  use  of  heavy  oil  in  engine. 

When  clutch  drags:  This  may  be  due  to  heavy  or  old  oil 
^^t  This  oil  collects  between  the  clutch  plates,  and  does  not  allow 
them  to  separate  freely  from  each  other,  as  they  should,  when 
the  clutch  is  disengaged.  An  oil  that  is  too  heavy  for  the 
clutch  plates,  is  also  too  heavy  for  good  use  in  the  engine. 
Heavy  oil  will  not  penetrate  into  the  closely  fitted  bearings, 
and  if  the  oil  does  not  get  in,  friction  and  rapid  wear  'vHll 
result. 

Heavy  oils  are  sometimes  used,  in  Ford  engines  with  the 
idea  that  the  heavy  oil  will  seal  the  gaps  between  worn  pistons 
and  cylinder  walls,  but  the  only  effective  remedy  is  to  replace 
pistons  and  other  worn  parts  as  needed.  In  winter  oil  should 
have  a  low  cold  test,  that  is,  the  oil  should  not  congeal  easily. 
It  it  does,  the  engine  will  be  very  hard  to  start  on  account  of 
the  dragging  of  the  clutch  and  the  bands  on  the  transmissioii 
drums. 

Transmission  Gears. 

If  teeth  of  triple  gears  are  worn  or  chipped,  to  such  an 
extent  that  they  do  not  properly  mesh,  they  will  cause  a 
growling  or  grinding  noise;  especially  when  low  or  reverse 
gears  are  used. 

Transmission  Bearings. 

The  transmission  is  supported  at  the  rear  end  by  a  babbitt 
lined  bearing  at  the  universal  ball  cap.  If  this  bearing  is  worn 
it  will  cause  a  knock  in  the  transmission  when  the  car  is  travel- 
ing over  rough  roads. 

Worn  bushings  in  the  second  speed  and  reverse  drums,  throws  the  transmission  shaft  out 
of  line,  hence  the  gears  become  worn  and  noisy.  It  is  advisable  to  install  new  bushings  as 
soon  as  worn  and  that  before  they  cause  gear  teeth  trouble,  which  means  an  ugly  grinding 
noise. 


Fig.  16:  This  clamp  Is  used 
to  hold  transmission  bands  to- 
gether while  replacing  the 
transmission  cover.  It  is  made 
of  spring  steel  H  in.  wide  and 
%2  in>  thick,  bent  into  the 
form  of  a  U,  having  legs  8% 
in.  long  and  being  2tio  iQ- 
across.  One  of  these  is  clamped 
over  the  lugs  on  the  transmis- 
sion bands  before  replacing  the 
cover  and  removed  after  the 
cover  is  bolted  on.  (Motor 
World.) 


A  "chattering"  noise  in  transmission  means   that  new   band   linings   are   needed, 
same  remedy  applies  when  car  runs  with  a  jerky  movement. 


The 


To  Eemove  Transmission. 
Take  the  upper  part  of  engine  off  the  lower  part  of  crankcase,  as  explained  under  "re- 
moving power  plant,"  (chart  330).  Next  remove  the  transmission  cover  (fig.  16),  mad 
erankcase  cover.  Then  the  four  cap  screws  that  hold  the  fly  wheel  to  crankshaft  flange, 
using  special  Ford  flywheel  cap  screw  wrench  No.  1929.  The  entire  transmission  may  be  then 
easily  removed  from  the  cylinder  block  assembly. 


OHABT  NO.  824 — Transmission  and  Clutch  Pointers. 

TlM  width  overall  dimensions  of  Ford  Tonring,  Bonabont,  Sedan,  Conpe,  Chassis  and  Tmek  Ohassla  is  5'  7H*. 
The  owall  length  is  11'  2^"  on  all  above  except  model  T  chassis,  which  is  10'  8"  and  truck  chassis  12'  9*. 
The  OT«rall  height  on  Runabout,  Sedan  and  Coupe  is  6'    9"  and  on  Touring  car  7'. 

The  imallett  garage  measurement  for  honsing  a  Ford,  and  which  will  allow  2'  2%"  on  sides  and  2'  4%"  play 
at  each  end  would  be  10'   wide,  16'  long  and  8'   high.   (See  also,  page  821.) 


TRANSMISSION. 


777 


^Atfifrro  rfMM/MAi- 


CLUTCH  AND  SLOW  SPEED 
FOOT  PEDAL 

Full  forward  poMtioo^ 

speed''  band  is  tightened- 

Half  way  forward,  it  neu- 
tral, when  in  this  positiotj  ihrow 
hand  lever  forward,  refea^e 
clutch  pedal  and  "high  ^speed  ' 
clutch  is  engaged. 


Fif.  18:  OonnacttoQ 
of  band  lerer  ind 
foot  pedali  to  tram- 
mistioA. 


SIDE  HAND  LEVEh 

Center    Vertical    Poii- 

tioo,  holds  clutch  "out''  by 
screw  B.  being  on  top  of 
oval  eccentric  C,  thertby 
forcing  fork  againstsprin^, 
releasing  tension  agaiiQ«l 
clutch  discs. 

Forward  Poaition,  ]& 
now  illustrated,  sprJDg 
tension  is  released  and  oq 
"high  speed.'' 

Back  Poaition,  spnng 
tension  is  released  and 
'  brake"  bands  on  hub*  ot 
rear  wheels  applied. 


5^  GffAKt  ^mt 

I  S/fAftrOAftOft^ 


Tig.  ISA, 

mViHU  ABJ.^CRiW 
SLQW  %fi£DA^.  S€ft£W 
TQ  ADJUST BHAfii. 

ot^f  cr  r^f  ^  au  TctiriN6iR$ 

CLUTCH AOJ  5Cftew 

CLvniiyOf[£  ROO. 

clutch  and  iLow  tperd  lever 
wb«A  puthed  back  p*ft  cf  way, 
iiluich  yok«  r«k»4ei»  ipring  tension. 

Wbco  puahed  fiiU  bach,  "slow 
fpced"  bmnd  ia  tightened  atid  "slow 
«d''  treari  engaged. 

Sp<niiff  nrhich  forces 
fingers  on  clatch.  to 
diicSk  uulen  keld  out 
by  clutch:  pedaJ  or  side 

lever. 


Causes  and  Ssrmptoms  of  Worn 
Cause:  When  starting  the  car,  the  driver 
should  press  the  pedal  forward  until  the  low 
speed  begins  to  engage.  Then  the  pedal 
should  be  pressed  more  slowly  until  there  is 
no  slipping  of  the  band  on  the  drum.  When 
using  the  low  speed  gear  on  long,  steep  hills 
many  drivers  unconsciously  relax  the  pressure 
on  the  pedal,  so  that  the  drums  slip  and  wear 
the  bands.  Hold  the  pedals  in  firmly  when 
the  gears  have  once  been  engaged. 

Another  cause  of  rapid  wear  of  the  bands 
is  the  habit  of  some  drivers  of  racing  the 
engine  at  high  speeds  before  attempting  to 
engage  the  transmission  bands.  The  best 
driver  is  the  one  who  can  use  the  gears  and 
not  speed  up  the  engine  any  faster  than  will 
just  avoid  stalling.  If  the  engine  is  not 
raced  too  fast  there  will  not  be  so  much  dif- 
ference between  the  speed  of  the  transmission 
bands  and  the  speed  of  the  drums.  Then 
there  will  be  less  wear  on  the  band  linings 
and  less  strain  on  all  parts  of  the  car. 

When  the  transmission  band  linings  have 
become  hard  and  ;;lased  they  will  not  grip  the 
drums  until  the  pedals  have  been  pushed  very 
hard  and  all  the  oil  has  been  squeezed  from 
between  the  bands  and  the  drums.  Then 
the  bands  take  hold  with  a  series  of  jerks 
and  this  causes  a  chattering  and  severe  strains 
on  both  the  transmission  and  the  rear  axle 
assembly. 

Other  evidonees  of  worn  transmlsion  bands 
are;  (1)  the  failure  of  the  foot  brake  to  hold 
in   spite   of  all   the   adjustment   that  can   be 


Transmission  Band  Linings, 
made  through  the  cover  on  the  top  of  the 
transmission  case,  without  causing  the  bands 
to  drag.  (2)  or  if  the  low  speed  and  reverse 
gears  slip  when  the  pedals  are  pushed,  and  the 
engine  races,  while  the  car  does  not  travel  as 
fast  as  it  should. 

On  an  averafe,  the  brake  linings  thoold  give 
sood  service  for  about  six  months;  with  good  driv- 
ing, from  ten  months  to  a  year  of  service  may  be 
had.  counting  on  from  Ave  to  ten  thousand  miles 
driving  as  a  year  of  service.      (Fordowner.) 

By  drlYlng  on  throttle,  as  mnch  as  possible 
instead  of  using  the  dntch  so  often,  the  bands 
will  wear  longer. 

To  Tighten  Brake  and  Reverse  Bands. 
*Bemove  the  transmission  ease  cover  and 
turn    the    adjusting   nuts    on    the    shafts    to 
the   right,    (fig.   18 A.) 

The  bands  should  not  drag  on  the  drums 
when  disengaged,  as  they  have  a  tendency  to 
exert  a  brake  effect,  and  overheat  the  engine. 
The  foot  brake  should  be  adjusted  however, 
80  that  a  sudden  pressure  will  stop  the  car  im- 
mediately, or  slide  the  rear  wheels  in  emer- 
gency eases. 

To  Tighten  Slow  Speed  Band. 
Loosen  the  lock  nut  at  the  right  side  of  the 
transmission   cover,   and    turn   the   adjusting 
screw  (see  fig.  18)  to  the  right. 

Size  of  Band  Linings. 
See    page    770.    The    dia.    of    brake,   slow 
speed  and  reverse  drum  is  7%''xl948''  wide. 

*See  page  778,  how  to  remove  transmision  cover. 


:7HABT  NO.  825— Transmission  Parts  and  Location. 


778 


FOED  SUPPLEMENT. 


Bemovlng  Trftnsmlisiom  Cover. 

(1)  Remove  magnoto  wire. 

(2)  Loosen  the  nuta  on  tb«  studs  of  the 
olamps  whicli  bold  the  axhaunt  manifold  in 
plaee. 

(3)  Pull  manifold  and  exhaont  pipe  out 
of  iMjffler  and  remove  them  from  car — save 
the  gaskets. 

(4)  Remove  the  %  inch  bolts  holding  on 
the  tr&n»miBaion  cover.  (Use  L-handle  wrench 
No.  2322  for  keeping  nuts  from  turnings 
while  the  bolti  are  turned  from  below,  by 
using   T-wrench   No.    2320.) 

(5)  Loosen  and  remove  the  two  bolts 
which  bold  the  universal  ball  cap  to  the 
transmission  cover. 

(6)  Loosen  lock  nut  on  low  speed  screw 
and  loosen  low  speed  adjustment. 

(7)  Push  emergency  brake  lover  forward. 
If   cover   is    hari!    to    remove,    then    loosen 

nuts  on  reverse  and  brake  adjustment  nut  as 
far  as  tbev  will  go  and  remove  the  slow 
speed  adjusting  screw. 

BemOTliig  Batid& 

Now  cover  can  be  pulled  off,  and  then  the 
bands. 

Place  band  nearest  the  flywheel  over  the 
first  of  the  triple  gears.  Turn  the  band 
around  so  that  opening  faces  downward. 
Band  can  then  be  removed  by  lifting  up. 

If  three  sets  of  triple  gears  are  so  placed 
that  one  set  is  about  ten  degreos  to  the  right 
of  center  at  top,  the  operation  is  considerably 
iiinplified.  Each  band  is  removed  in  the 
same  way.  It  is  important  to  shove  each 
band  forward  on  to  the  triple  gears— as  at 
this  point  there  is  only  sufficient  clearance 
in  the  crank  case  to  allow  the  ears  of  the 
transmission  bands  to  be  tumed  down. 
EeHslBg  Bandn. 

Instructions  for  relining  brake  bands  are 
given  on  pages  088  to  690» 

Never  use  linings  containing  metallic  rein- 
foreements  for  the  transmission  bands.  Spe- 
cial Ford  linings  should  be  used.  Particles 
of  wire,  worn  from  ordinary  band  linings,  are 
apt  to  cut  through  the  insulation  of  the  mag- 
neto, which  is  in  the  same  compartment  slb 
the  transmission.  A  short  circuited  magneto 
necessitates  pulling  the  engine  out  of  the 
car  for  repairing. 

At  the  Ford  branches  or  agencies,  transmia- 
sion   bands   can   be   exchanged   for   40    cents 

Brplanatlon  of 

UlustrfttlDQ  on  next  page  explains  tlis  rSlatlon  of 
ODo  p&rt  of  tile  trsnsmlssfon  to  tlie  otber — ai  do«s 
•tao   the   illuKtrfttion   on   pufe   7TS. 

7tffnr«s  19  to  190  Ulnetrftte  tli«  parts  of  tlie 
transmlssloa  t«psrat«d,  but  in  their  reipective  or- 
der to  be  aiiembled. 

Clutch:  note  the  12  ■mall  elotcb  diaks  or  thrust 
plates  (20D)  and  the  13  lar^e  diaka  (20E),  are 
p)ae«^   toiretfaQr    alten^ately    (aee      19B). 

Th«  projection  on  SMSD  plates  fit  ilota  of  diak- 
dmrn  (IOC).  The  Intter  belaic  rigidly  faetened  to 
tra  at  mi  Has  on  ahftft  (TS),  whereaft  the  alota  in  larffa 
pistes  fit  in  projections  (LPP)  of  Ulnatrmtloa  20A. 
Th«  disk-drum  (190)  in  fastened  to  tranamUaion 
abafi  by  aet-screw  {8).  The  preaanre  of  the 
* 'clutch  puah  rinp"  (19A)  dne  to  the  tension  of 
"cloiteh  aprinf"  (19)  apamtt  **  clutch  ftneara.*' 
CAUscs  the  rarfft  and  amatl  disks  to  rrasp.  Thfl  fed- 
juitment  of  clutch  flcfera  Is  i9iL*d«  by  aerewa   (AB). 


each.     As  the  cost  of  the  linings  and  rtTstt 
is  about  30  cents,  it  usuallj  paj-a  to  ezehaa|t 
the  bands. 
Use  soft  brass  ilTOta:     When  reliniog  th« 

trail  Bin  issi  on  bands  use  soft  brass  riveta  If 
iron  rivets  are  nsed,  particles  of  iron,  won 
from  the  rivetSi  will  be  attracted  to  the  msf^ 
rjeto,  and  will  tend  to  cause  short  circnits. 

Iron  rtTeta  are  so  hard  that  they  will  cut  tM 
score  the  soft  iron  brake  druma,  thas  tnakiaf  this 
liable  to  break. 

To  Install  Bamds, 

Sim  pi  7  follow  the  reverse  of  the  proeednre 
of  removing  the  bands.  When  the  three  bsndi 
are  placed  in  an  upright  position  on  the 
drums,  the  ease  of  placing  t  ran  am  issi  on  cdVer 
on  can  be  facilitated  by  passing  a  cord  around 
the  ears  of  tbe  three  bands^  holding  thsm 
in  the  center — the  pedal  shafts  can  then  be 
made  to  rest  in  the  notches  in  the  band  eaia 

The  clutch  release  ring  should  also  be 
placed  in  the  rear  groove  of  the  clutch  shaft. 

Hepladng  Transmiasioa  Cover, 

First— ^tie  the  lugs  of  tbe  three  bands  to 
gether  tight,  with  a  piece  of  wire  or  cord— 
or  construct  a  band  holder  as  shown  in  fig* 
16,  page  776. 

Second;  saake  sure  that  all  the  gashets  Are 
in  place  and  that  none  of  them  are  defectlrs. 
Broken  gaskets  will  allow  oil  to  escape,  wbco 
the  engine  is  running.  The  oil  is  splashed 
around  in  the  transmission  case  by  the  flj- 
wheel  and  ttansmisaion  drums. 

Third;  loosen  the  nuts  on  the  brake  aid 
slow  speed  studs  as  far  as  they  will  go,  with- 
out danger  of  falling  off. 

Fourth;  compress  the  springs  on  these  ope^ 
ating  studs.  This  will  make  it  much  easier lo 
replace  the  transmission   cover. 

Fifth;  replace  cover  and  all  the  bolts,  aad 
tighten  them  securely.  It  is  not  usually  nec- 
essary to  fit  those  around  the  sides  with  eoV 
ter  pins.  However,  the  bolta  holding  the 
universal  ball  cap  must  endure  greater  strains, 
so  they  should  be  fitted  with  cotter  pins. 

Eemova  the  cord  or  wire,  which  were  naed  to 
bold  tha  bands  in  place  while  the  coT<>r  was  btiof 
installed. 

Adjusting  Bands. 
Adjust  bands  so  that  the  pedals  can  b« 
pushed  down  to  within  a  couple  of  inches  of 
the  floor  boards^  before  the  bands  grip  tight- 
ly. After  running  a  couple  of  hundred  mSes, 
adjust  the  bands  again,  use  double  end 
wrench,   No.   1»17, 

TranamlBBlon. 

Trasamlaaton  abaft  (TS)  and  amall  ptat«a  (20D) 
ran  free  in  hrsikfl  dnim,  when  clutch  is  dUenfaff^d, 
in  other  words  the'  amall  plates  revolre  with  d]nrhe«l 

Slow  speed  dnuD  <10E)  flta  over  the  pari  (R)  af 
hrake  dram  (10D>.  Driren  fear  U  fa«tMk*d  le 
hollow  ahaft  (M^  of  brake  drom  (19D)  hj  maasa 
of    twn   WoodrufT   key  a. 

Ttlple  gawa  (TO);  (K)  are  the  rererae  fears 
<P>  the  slow  speed  fieara,  and  (Pl>  the  dririaf 
geara.  Thaae  seara  ara  fastened  Hjidly  tofetber 
la  CTonps  of  8  and  are  called  triple  feara  on  thai 
account.  There  are  3  rroups  and  thej  reTeJr* 
freely  on  pina  (TQP)  of  fly  wheel.  K— ^tne«haa  with 
pear  on  rererse  dram  (19F);  P — with  f«ar  (<1|  «a 
hollow  ahaft  of  slow  apeed  drnm  19F:  pi — vataliti 
with  driven  ^ear.  and  is  keyed  to  hollow  th&fl  OO 
on  brake  drum  19D,  which  projecia  pert  fear  0« 
Tha  action  can  now  be  itgdled  by  rtferriag  te  Ikll 
iltnatratioti   and   pace  775. 


Oyg-Agy  XO.  S2& — Bemovizig  and  UepUc^nc  *£Ti^nxm.VsiiQ»TL  CvR«t  mx^A.  Banda. 


' 


First — assemble  the  group  of  parts  as  sliown  in 
20C  as  foDows;  place  the  brake  drum  (19D)  bo 
that  hub  is  in  a  vertical  position — place  the  slow 
■peed  drum  (19E),  with  gear  (G)  up,  over  the 
shaft  (M)  of  brake  drtim.  The  slow  speed  drum 
will  then  fit  over  (E). 

Next,  place  the  reverse  drum  (19F)  over  the 
j^ollow  shaft  of  (19E)  so  that  the  reverse  gear 
(O)  ou  drum  surrounds  the  slow  speed  gear  (G). 

Then  fit  two  Woodruff  keys  in  the  shaft  of 
alow  speed  drum  at  (M)  and  place  the  ''driven 
gear*'  {with  teeth  down)  so  that  they  wiU  then 
come  next  to  the  slow  speed  gear  (G). 

Triple  gears  fTG)  (all  3  groups) ;  should  now 
be  meshed  with  the  driven  gear,  according  to  the 
punch  marks  on  the  teeth — the  reverse  gear  or 
smallest  of  the  triple  gear  assembly  being  down. 

When  the  triple  gears  are  properly  meshed, 
tie  them  in  place  with  a  string  or  cord  passed 
fttouud  the  outside  of  the  three  triple  gears. 

Second — asaemble  parts  to  fly  wbeel  per  SSOB; 
place  fly  wheel  on  beneb  with  face  down,  and 
abaft  vertical. 

Turn  the  group  (20C)  up  side  down,  and  place 
over  the  transmission  shaft— so  that  the  three 
triple  gear  pins  (TOP)  on  fly  wheel  will  pass 
through  the  triple  gears. 

This  will  now  leave  the  brake  drum  on  top,  as 
shown  in  20B^  ready  to  take  clutch  disks  (19B). 
Fitting  the  Olutcb. 

Third — fit  tbe  clutcb  disk  dmin  key  In  tlie 
trmnsmlsalon  shaft;  press  the  clutch  disk  drum 
(ISO)  over  the  transmission  shaft  (T8)  (20B), 
ftnd  put  set  screw  (8)  iu  place  to  bold  the  drum. 

Put  a  large  clutch  disk  (20E)  over  the  clutcb 
drum,  then  a  small  clutch  disk  (20D)  alternat- 
ing witb  large  and  small  disks  until  the  12  small 
snd  13  large  disks  are  in  pl^ce— a  large  duteh 


How  to  Assemble  the  TransmisaloE. 

(lisk — or  *' thrust  plate**  as  it  is  termed,  will 
then  be  on  top  as  shown  at  (20 A).  Don't  put 
a  small  disk  on  top. 

Now  place  tho  ** clutch  push  ring'*  (19A) 
over  the  clutcb  drum,  so  it  will  be  on  top  ol 
the  disks — with  the  pins  (1)  up. 


Fourth— group  20;  next  bolt  the  •*  driving 
plate  ^*  in  such  a  manner  that  the  adjusting 
screws  of  the  three  *' clutch  fingers'*  will  press 
against  the  ** clutch  push  ring  pins'*   (1), 

Fiftli--it  Is  now  advisable  to  test  by  moTJng 
the  clutch  disks,  and  see  if  they  wlU  move  froely 
by  hand.  If  properly  assembtedf  the  fly  wheel 
will  revolve  freely  while  holding  any  of  the 
drums  stationary. 

8ixth— assemble  tlie  clutch  spring  parts. 
Pla(!e  "clutch  shift'*  (parts  20),  over  the  driv- 
ing plate  hub  (J),  so  that  the  small  end  rests  on 
the  clutcb  fingers.  The  clutch  spring  support  is 
then  slipped  into  the  spring  so  that  the  flange 
(F)  will  rest  on  the  upper  coil  of  the  spring, 
then  insert  ** clutch  spring  thrust  ring"*  and 
press  same  into  place.  Insert  the  pin  in  the  driv- 
ing plate  bub  at  PH,  through  the  hole  (Hi)  in 
the  side  of  the  thrust  ring.  This  part  of  the 
work  requires  some  *' knack"  but  is  BimpUfled 
conMderably  by  using  a  compressor  similar  to 
that  shown  on  page  81  &,  The  large  boles  (H) 
in  clutch  spring  support  facilitate  the  insertion 
of  the  pin. 

Another  e«g]r  method  of  campreaaitif  ihfi  clutch  ipriBS^ 
to  thftt  tho  pin  Cfto  be  ineerted.  is  to  lootea  the  teatlcxo 
of   the  three  cltitch   flnfer  sdjustine   screws    (AS). 

\Vb«ct    the   clutcb   i«   ttsbientd  ap  ssftin,    Ibi   spriai 
ahotiid  be  co7Dpr«B«ed  to  witbia  *  tpsce  of  2  or  3  Vie 
to  make  tore  tbe  clutch  spriog  doe>  not  iUp. 

The  adjuttltiff  icrews  (AS)  ibould  b«  ftdjuat«d  ■« 
that  there  is  eTen  tension  all  around  the  clotcb  disk*. 
These  screws  are  now  provided  with  s  slot  and  it  is 
nec«Mftry  to  turn  theia  *t  least  1  revolaCion  so  tlist 
the  slot  comei  in  line  with  the  cotter  pin  holes*  then 
ioiert  the  cotter  pips« 


CHABT  NO.  820A— Assembly  of  tbe  Trajismlsalcii  and  Olutcb. 


•On  the  new  cars 
port*'  the  iUDtif  e&d 


clutcb  spriQff  tbrust  ring"  is  not  aied»  its  fttntV\on  \»«m^  \xift<«\>«rt»X^  \u  •''^^^^^^^VI^^J^ 
d  of  which  Js  coDt reeled  sod  hss  4  imftU  luf%  lor  ttie  T%t*pUou  osl  V\v%  **>ftKrMX  tv»%  'V^^- 


780 


FORD  SUPPLEMENT. 


NUT  ON  FRONT 

ENDOF  RAOfUS 
ROa-H£FPTf6HZ 


rif.  31 


UN/VBf\SAL 
JOfNT.ReMOve-^ 
CO  FROn  HOUSi 

riff  22 


hoOSEN  NUTS   ALL  GROUND 
TO  RdMO  V£  AXte  H0U5//ve 

FITS  IN  END  OF 

TRANSMISSION 

^MAFT 


rFlT5  OVER  eND 
*  OF  PR/ VE  SHAFT. 

W^SgUARE  EA/P 
^    nrs  IN  UNI' 
VtFfSAl  JOINT 


^  BRA  ME  DRUM 
ON  REAR  vyneEL 
WHICH  FITS  OVF/i 
3RAHE. 
riff.  27  — SpeoUl 
ffears    for    truoka 
and    racing,    (le* 
pace  781;   ••Gear 
Ratios.") 


rifft.  2SAt«. 


iA^lLEfsfUT 


Sear  Axle  and  Parts. 
The  axle  honsinff   is  made  ia  twi 
parti,    (flff.   24.)      The   Uter  typet  of 
rear  axle  hoasings  are  maeh  Btr«mc«r 
than  those  made  in  earlier  yeari. 

Drive  ihaft  and  bominff  (flf.  2S.) 
The  housing  or  tubing,  encloses  tk« 
drive  shaft  and  also  takes  the  tor([ue 
or  twist  off  the  rear  axle,  when  tkt 
car  is  being  started  or  stopped.  Thii 
sometimes  causes  the  tube  to  bresk. 
near  the  rear  axle. 

Drive  abaft  and  Its  bsarlngi  (flg. 
26.)  There  is  a  roller  bearing  to  sap- 
port  the  shaft  and  pinion,  and  a  bsU 
thrust  bearing  above  the  roller  bes^ 
ing  to  take  the  thrust  of  the  piaies 
against  the  drive  gear. 

The  entire  rear  aids  and  drtvs  shaft* 
per  flg.  24 — must  be  removed  when  re- 
pairs are  to  be  mads  to  differential 
drive  gears,  or  new  axle  shaft  installed. 

To  Bemove  Bear  Axle. 

Jack  up  car  and  remove  rear  wheeli 
(see  chart  828).  T^e  out  4  bolu 
conneetins  unniversal  bolt  cap  tt 
transmission  case.  Then  diacoans«l 
brake  rods.  Remove  nuts  holdiaf 
spring  perches  to  rear  axle  hossiaf 
flanges.  Raise  frame  at  rear  and  re- 
move entire  axle,      (see  fig.  21.) 

Diaconnectixig  Universal- JolxrL 

The  two  plugs  from  top  and  bet- 
tom  of  ball  casting  must  be  removed 
then  turn  shaft  until  pin  comes  ap- 
posite hole.  Drive  out  pin  and  fsret 
joint  away  from  shaft,    (see  flg.  SO.) 

To  Disassemble  Bear  Axle. 

See  flg.  21  and  24.  Diaconnect  sai- 
veraal  joint  flrat,  then  radins  rods, 
then  loosen  nuts  on  studs  holdiag 
drive  shaft  to  rear  axle  (flg.  21.) 
Next,  remove  the  nuta  holdinff  the  axis 
honaing  together  over  differential  u 
per  flg.  24.  The  axle  honaing,  in  twe 
parts  is  then  removed  from  axis 
shafts. 


To  Bemove  Axle  Shafts. 
Follow  the  plan  in  preceding  para- 
icraph,  and  as  per  flg-  21  and  24.  Take 
the  inner  part  of  differential  casing  apart 
and  draw  axle  shaft  through  casing  st 
the  center. 

When  replacing  axle  shaft  bs  sare  rear 
wheels  are  flrmly  wsdgsd  on  at  outer  e&4 
and  key  in  proper  position.  With  a  new 
car  the  hub  caps  should  be  removed  and 
lock  nut  tightened,  in  fact  it  is  essential 
that  rear  wheels  be  kept  tight. 

If  rear  axle  or  wheel  is  sprang  by  skid- 
ding or  striking  a  curb,  or  if  axle  shsft 
is  bent — replace  at  once. 

Bemovlng  Drive  Pinion. 

The  pinion  end  of  the  drive  abaft,  te 
which  the  pinion  is  attached,  is  tapered 
to  flt  the  pinion  tapered  bole  which  is 
keyed  onto  the  shaft,  and  then  additiea* 
ally  secured  by  a  cotter-pinned  **eastsl- 
lated*'  nut.  Remove  the  caatle  nnt,  and 
drive  the  pinion  off.   (flg.  25  and  26.) 

No  adjustment  is  provided.  Fit  new 
parts  if  worn.  « 


AXLE  HOUSffVG 


Fig.    24. 


STUDS  WR/CH  HOLD 
ORIVe  SHAFT  HOU3^N& 


OBART  NO.  827— Bear  Axle.    Special  dear  lUXLm. 

Note— Rear  axle  is  a  semi-floating  type  and  it  is  neeessary  to  remove  entire  axle  assembly  and  then  the 
(•s  per  fl/r.  24),  to  reach  differential  and  drive  geaxi.      (see  also  page  669.) 


IFPERENTIAL,  UNIVERSAL  AND  BRAKES. 


781 


«>0  r&OTH  DtmtliNTtAt  ^l)ft  tiAft- 


toi»rMovc  LARot  oeAR 


IN6  SUfPORT. 


Fif.  38  — Dif- 
l«r eatial,  d  r  f  ▼  e 
ffMr    And    ploton 


^-ff/vr  SHAFT  Fi/^tOM' 

OtfF£R€Nri^L  HOU^tN^ 

aoL  T  HOI  o*N^  p/^reft£MTi^i^ 
joei€rHe/K. 

CNC  Qf  Otrf€ft£MrtAL  PtNtON 

^ptaem  HOLOtN^  PiNtONs 


Tlie  DlfferontiAt 

Tli«  principtfi  of  a  difftrential  is  expltlaad  on 
PM«  85,  There  ii  no  sdjtifltiiifnt  oa  lEe  Ford 
lifferentl»l  between  the  pinion  And  drive  fMir. 
If«ir  partt  are  uaajilly  fitted. 

ftimiiTlxig  dlilertotiAl  geari:  The  pemn  are  keyed 
•B  to  tha  »zle  thafti  and  held  in  poiition  by  a  rins 
«r  ipUt  wftther,  which  ia  in  two  balTM  and  llt« 
tB  %  grooTe  In  th«  rear  axle  ih«ft«  (a#e  tf.  041,  page 

Force  them  down  on  the  ihaft,  ftway  from 
Iba  end  to  which  thry  arc  eecnned,  drive  out  the 
two  halve*  of  ring  In  thr  eroovei  in  ibafi  wUb  aerew 
iriT«r  or  cliif«1,  then  the  gears  can  b^  forced  off 
tba  end  of  tbe  shafta. 

Bear  Wlieela 

Are  fitted  with  t^rptaed  tteel  brake  dmma  to 
wbleb  tbe  emergeney  or  hand  brake  operate*.  See 
fg.  19.  23   and   2L 

T*  remove  reax  wbeeli  take  off  hub  e«p,  remove 
eotter  pin,  QQAcrew  nut  and  with  a  wheel  poller 
remove  wheel  from  tapered  abaft  to  wbieb  It  ia 
to«ked  witb  a  key. 


TWO  tNOS   or  AML£. 

TO  TA^£  Otrft^^NTt^L.  A^¥Kltn 

ntnovt  rff£i€  3 OL  r^  a/v  rACftuM 


chart  S29)  and  then  turning  the  elevlaee  on  tbe 
brake  connecting  rods  unttl  the  two  braVea  grip 
equally.  Be  sore  that  tbe  eievlicB  catch  eoougb 
I  breads  on  tbe  brake  roda  to  give  strength. 


Fig.    29 
Brakes. 

rig.  29.  Tbe  east  Uon  brake  eboet  will  wear  if 
used  very  much.  This  brake  ii  atnally  used  for 
holding  car  when  at  rest  on  an  incline  and  not 
for  Blowing  down   car. 

Brake  shoea,  lined  witb  aabeatoi  fabric  can  be 
obtained  from  accesiory  deitlera  and  will  last  loogpr 
than  plain  cant   iron  iboes. 

To  replmce  these  brake  akoee,  (1)  remove  tbe 
rear  wheels;  (2)  unscrew  nut  and  boll  on  wbleh 
the  brake  shoe*  are  pivoted  to  tbe  axle  boualng. 
Brake  shoes  cen  now  be  pulled  off. 

Pat  apringi  in  place  on  new  brake  shoes :  then 
pUee  open  ends  of  brake  sboea  ov«r  the  cams,  and 
awing  brake  shoes  into  piece. 

Replace  wbceli,  and  tighten  tbe  axle  abaft  nuts 
ee«ure1y.  before  putting  the  cotter  pins  In  place« 

BqnftUxe  tbe  re«r  bub  brmkea*  by  removing  rotter 
pins    and    pulUng   out   the   clevia  pine    dee   ftg,    88. 


RAOMJs  cop 


Fig,  30. 

Universal  Joint  anil   Shaft  Buahing. 

Fig.  90.  The  ttnlver*^  joint  ajid  tbe  drtring 
abaft  front  bnabing.  Wb«n  ibis  bushing  beeomee 
worn,  (which  will  take  a  long  time,  if  the  grease 
cup  ia  turned  regolarij)  it  will  be  oecesiary  to 
have  the  new  busUiag  forced  in  at  a  Ford  i^Pfi^ 
shop  and  then  reamed  to  fit  the  axle  shaft.  This 
ia  a  macbinisti  job. 

A  Special  Tranamlision. 

A  two  speed  rear  axle  is  made  for  Fords  by 
apecialty  concerns,  which  is  useful  for  oae-ton 
truck  work.  This  gives  4  speeds.  Tbe  third 
speed  can  be  used  on  steep  hilU  without  holding 
foot  on  low  speed  pedal.  (Wood word  Truck  Att. 
Co..    Los    Angeles,    Calf.) 

*Dear  Eatios. 

Tbe  itaodard  ratio  ia  3%i  to  1.  Changes  can  be 
made  by  purchasing  tbe  gears,  fig.  27.  from  De* 
troit  Radiator  Specialty  Qi>.^  Detroit  Michigan.  It 
is  necessary  to  change  both  drive  gear  and  pinion. 

For  racing  use  2H  to  1;  Fast  roadeters  use  2% 
to  1;  General  n»«  for  level  country  use  8  to  1; 
Oeneral  nae;  aversKe  country  use  ^'^hx  to  1;  Tmeks, 
use  4  to   1, 

For  racing  on  dirt  tracks  where  a  quick  pick  an 
it  required,  tbe  3  to  1  is  recommended.  Tba  8% 
to  1  and  S  to  1  are  Intercbangeabta.  The  number 
of  teeth  are  as  follows  for  various  ratios: 

2%    to    1;    gear    36    teeth,    pinion    IS 

8        to    1;    gear   39    teeth,    pinion    13. 

S'^i    to    1;    gear  40   teeth,    pinion    11. 

4        to   1;    gear   40   teeth,    pinion    10. 

Average  speeds:  2%  to  1:  eo  to  6S  n.  p.  k.; 
3  to  1.  50  to  «0  m.  p.  b.t  4  to  I.  variee  aoeordlng 
to  weii^ht;  average  25  to  35  m.  p.  h. 


CHA£T  NO.  328 — Eeniovliig  Bear  Axle  Assembly  and  Parts.    Beplacing  Brake  Slioes.    XTnlveTsal 
Joint.    Gear  Eatlos. 

S«a  page  825  for  Ford  truck.      >T)i#  Kmni  nik  Gear  Co..  SOI  Grant  Park  Bldg..  Chicago,  supply  differential  vme% 
4.2  to  1   ratio  ivt  hilly  country  sod   3  to   1    for  racing  purposes. 


FORD  SUPPLEMENT. 


N 


Tig.  31 — ^EamedytDf  sxceu  of  oil  leakage  out  of 
wliMl  bftUlBgs;  The  oU  from  the  iranimiaiioa  works 
down  the  drive  shaft,  through  tho  uDivt^rsAl  joint 
through  the  differentUl  out  the  sxIb  eadi,  eiuilnf 
§31  Bzceii  of  oil  on  th€  brikes. 

To  oTtfcome  this,  pUce  s  f«U  wsiher  it  F.  (Note 
the  Ford  stock  numbers  on  these  felt  wsshers.)  Then 
plsce  ste«I  wsshers  (see  illustration  for  size)  ms  shown 
ia  iUustrstioQ, 

To  put  tlieatt  washsra  la  plAco,  remove  re&r  sxle  and 
MAT  half  of  universal  joint,  then  remoTe  front  mni- 
Tftrtft]  cover  ball  csp  cover.  Put  felt  »nd  metkl 
washer  on  as  shown  by  placing  same  over  transmission 
shaft.  Then  pat  Ko.  3829  washer  on  after  cov«r  is 
removed.  Note  the  piu  which  will  hold  the  washers 
in  place.  The  washer  26IOB  and  steel  washer  are 
itksilj  applied  when  universal  Joint  i&  apart.  Reaa- 
somble  careftLllr. 

Fig.  32 — shows  another  sim- 
ple means  of  remidyiog  this  ilif- 
flcultj  if  too  much  luliricant  i§ 
earried  in  the  differential,  for  a 
time  at  least.  Out  from  a  thick 
pad  of  felt  a  stHp  that  is  long 
enough  to  he  wrapped  arouad 
the  axle  shaft  thre«  or  four 
times.  This  felt  should  be  thick 
enough  so  as  to  fit  snugly  be- 
tween the  shaft  and  the  hous- 
ing and  wrap  It  aroand  the 
shaft  as  ah  own  < 

Fig,  34— Whan  m 
Ford  axle  shaft  be- 
comes bent  at  tlie 
liab  il  may  <)uickly 
be  straightened  by 
the  device  shown.  An 
old  Ford  hub  la  at- 
tached to  a  bfraTjr 
piece  of  pipe  several 
feet  long  and  this  is 
slipped  on  the  bent 
axle  end  while  the 
engine  is  turned  over 
slowly  with  liigh 
gear  engaged.  T  Is  e 
end  of  the  pipe  will 
move  in  a  circle  due 
to  the  bend  and  by 
pulling  pipe  back  to 
axle  center  the  axle 
ean    be    straightened. 

fig.   SB'^^illng  the   emergency 

br»ke  rod  eleTis  pin. 


Fli.  14. 


i^m£mr 


Tig,  36:  To  Iscreaae  effl- 
cioQcr  of  ezhanst  for  radng; 
a  method,  is  to  ntu  pipes,  with 
gradual  bends  from  each  ex 
haust  port  to  an  expansion 
chamber.  Pipe  leading  from  ex- 
pviiioo  chamber  to  rear  should 
have  a  gradual  laereasing  di- 
ameter to  permit  gases  to  ex- 
pand as  they  cool. 


Grease  I«eaks  from  Bear  Axle, 
Grease  leaks  from  rear  axle:     Due  lo  toe 
much  grease.     One  and   a  half  pouadi  of 
greaee  is  plenty,  but  a  eiuall  amount  ehoitld 
be  added  every  thousand  miles. 

Another  reason  for  the  le&kag«  ia.  ibmt  la  Ckli 
coastruction  Hyatt  roller  bearings  are  us4, 
which  tend  to  permit  leakage  oi  fluid  or  vm^ 
fiuid  lubricants.  Tlie  crown  wbe«l  (or  flttta 
differential  gear)  takes  up  too  great  a  qaastllr 
and  distribute »  it  to  the  shafta.  The  ceatrifagsi 
aetion  of  these  shafts  carries  the  lubrieasl  !■ 
the  outer  end  and  if  felt  washers  are  not  im  int 
class  condition,  the  grea&e  works  out  te  Ike 
brake  drums. 

Worm  tlmist  waahers  allow  axle  ehafti 
and  differential  to  shift  from  aide  to  gid« 
and  pump  grease  out.  Thia  usuaiij  caam 
the  grease  to  appear  around  the  left  wheel 
first,  as  that  wheel  is  nearer  the  drive  gear. 

Worn  thrust  washers  will  cause  the  geati 
to  grind.  The  noise  will  change  as  the  ear 
turns  corners  to  right  or  left^  and  the 
weight  of  car  is  shifted  from  side  to  side. 

Wora  thrust  washers  require  that  the 
rear  axle  be  j-emoved  from  the  car  aad 
taken  apart,  before  new  washers  can  be 
inserted.  Ball  bearing  thrust  washers  art 
now  made  for  Ford  rear  axles,  and  are 
claimed  to  wear  longer.  They  should  gift 
less  friction,  and  should  therefore  he 
useful  for  speedsters  and  racing. 

The  felt  waahers  become  worn  and  hard 
with  use.  They  can  be  replaced — after 
removing  the  wheels — without  taking  the 
axle  system  off  the  car. 

Two  felt  washers  should  be  pushed  ea 
the  axle  shaft  near  the  roller  bearing  aezl 
to  the  differential.  A  third  felt  waaber 
should  be  placed  near  the  outside  end  ef 
the  axle  shaft,  just  inside  of  the  outer 
roller  bearing.  These  felt  waahers  are 
cheap,  and  easily  replaced,  and,  if  only  one 
pound  of  grease  is  used,  will  usually  ears 
the  rear  axle  grease  leakage. 

If  light  grease  or  oil  ia  used  it  will  leak 
out  rapidly.  If  the  grease  is  too  stiff  and 
heavj^  the  gears  will  simply  cut  a  groove 
through  the  grease  and  the  bearings  will 
not  be  lubricated.  Mobilubricant  ia  oftea 
used  for  Ford  rear  axles,  also  Kaoga  No.  t. 

Tig.  36Z:     A  glaaa  gauge  Ml  leiil 

Indicator  when  screwed  into  the  ea> 

gine    crank    case   will    indicate  tke 

amount  of   oil   at   a  glanee..     It  te 

advisable  to  place  a  stop  coek  W- 

i^  tween    gauge   and   crank    case   aa4 

Sf^  keep    it    closed;    only    open    whM 

_  testing — to   prerent   leas   of    oil   if 

<m  w  ta,  r««  gsuge    breaks. 


Fig.  at,  —  Ford 
dlfferenttal    get^s 
cvQ.    ibe    remored 
from    the    shafta 
by  placing  an  old  U^ 
starting  •crank 
ratchet      in      thi 
face  of  the  gear  aod  dri^ 
ing    it    with    a    hammer 
till  the  gear  is  below  the 
half 'moon  key.     The  key 
is  then  removed  and  the 
gear   driven   off. 


:    "<^ 


OSABT  NO.  3S& — B#medyliig  Excess  OIL  Le«3La^a  out  Ej^^  Wkeel  Bearings.    Axle  Straigliteiil^ 


ENGINE. 


MtfAtNlli^tH 


Oil  iiirri .     ,       . 

'- ■      '  '  #*LVia  WlfM 

VALVI  HftU»lMQ   , 

MAIN  eo(A. 

Fig.  30 — Bight  tide  of  Ford  model  T  uolt  power 
pl*nL     Show  log    i&let    Bad    exbiuaC    coBDifold    B&d 

CTLtNQt«Kr4D  utrt  orr 


«VAttl  OVTLtT. 


iaonAiAi  rtud. 


re  40J 

•AND. 


CofiriuTAtan 


rig.  38 — Top  Tlew.  Oylioder  bead  rewored 
•howing  cylinder  bores,  piAtoni  «iid  he&di  of  ▼BlY«t 
la  their  leiit.  Note  which  are  exhaait  and  which  are 
Intet  Talvei. 

TIio  Power  Plant. 

Bnglfit,  4  ejrlioder,  L  hetd  type  with  mechanically 
Operated  valvei  oa  the  aide.  Bore  3%  iachea; 
ttrohd  4  inches*  22^  h.  p.  Oytu^dert  are  *'en- 
bloc"  type.  Power  plant  Lb  "unit  type**  herauie 
•aglne  and  tranamiisioa  are  combined  ao  as  to  form 
practically  one  unit 

Tto  cooling  !■  by  mean  a  of  tbermo  ayphon  eircu- 
latioD  aa  deacribed  on  pace  166    (fig^a.   1  and  2.) 

Ignition:  aoarce  of  electric  PHftply  in  an  inductor 
type  of  magneto  (described  on  paiees  803,  805  and 
365,)  one  part  being  attached  to  (ty  wheel  and  other 
part  fitationary.  The  nirn-nt  ia  carried  to  a  com- 
mutator, thence  to  four  high  tenaion  eoilt  thence  to 
apark  plugs. 

Oarbiiretion;  the  Holley  model  G,  and  aometimea 
Kingaton  model  T  carburetor  ia  used  aa  deacrihed 
on  pa^ea  798,   799   and   160. 

TimaBmJLurion ;  of  the  planetary  type.  It  givea 
two  apeedB  forward  and  one  reverae.  When  driv- 
iog  on  high  apeed  the  drive  ia  direct  and  entire 
tranamiaaion  revolve*  with  drive  shaft.  When 
running  on  low  speed  the  ;eara  inside  of  low 
apeed  pari  of  tranamiaaion  are  in  action.  The 
aame   when    reversing 

The  tranimiaaion  ia  attached  to  the  end  of  crank 
•haft  (aee  charts  No.  331,  and  323, )  and  anclosed 
in  a  hoQsinE  which  covers  tranamiaaion,  fly  wheel 
and  magneto. 

OaaoUne  ftad  lystam  ia  gravity,  e«e  page  164. 

LtLbrlcatioa;  gravity  and  tplaah.  The  fly  wheel 
in  revolving,  picks  up  the  oil  and  throws  it  by 
ceotrifugal  force  into  the  catch  baain;  from  where 
It  ta  lid  by  %  inch  copper  piping  to  the  timing 
gaan  and  then  to  the  oil  aplaah  trough  under  the 
mnl  ejlinder.      <aee  pages   772   and   197). 

Location  of  Valyos. 

Location  of  TaiToaT  Front  valve  to  the  left  of 
fan,  (fig.  33),  ia  No.  1  cylinder  exbaoat;  then 
No.  1,  inlet;  then  Ko.  2,  inlet.  No.  2.  ezhauat;  No. 
S  ezhauBt  ia  next,  then  No.  3  inlet;  No.  4  inlet 
and  then  No.  4  exhautt.  Note  the  exhautt  valvea 
ara  next  to  the  water  Jacketa  and  nearest  to  the 
port  openiaga  where  the  cooling  action  ia  moat 
effective. 


fig.  37 — Laft  alda.  Showing  cooling  water  intM 
and  outlet.  Note  cylindere  are  '*en-bloc,'*  a  typi- 
cal unit  power  plant. 


-atitft  To  FFAMC. 

^MABNfrTO  C6MTACH  mitfT. 


THAnsyiisiign 

fig.  39^ — TM  cjUndec-  head  U  remoTod  by  taking 
off  15,  ^e^3  ^e  iQch  cap  scrcwa  on  top  of  cyliadtr. 
Undemaath  the  bead  there  ia  a  gasket. 

*<E6nioiring   tlie   Power   Plant. 

(1)  Remove  hood; 

(2)  Drain  the  radiator; 

(3)  Loosen  bolta  holding  top  bote  eonneetioa; 
(aee   fig.    53,    chart    8 3 5- A.) 

<4)  Looaen  bolta  holding  lido  boae  cooneetion 
to  cylinder  block; 

(5)  Looaen  mdiatortodash  atay  rod; 

C6|        Remove  nuta  and  waahera  from  the  two  bolta 

holding  the  radiator  to  the  chaaaia; 
(7)        Remove  radiator;    (aee   page  789); 

(6)  Looaen  cap  screw  holding  commutator.  Plaoa 
commutator  and  wirea  to  one  aide ; 

(0)        Remove  apark  plug,  and  magneto  wiraa; 

(10)  Remove   apark   plnga; 

(11)  Remove  cylinder  head.  (Makaa  angina 
tighter  and  easier  to  lift); 

(12)  Remove  4  bolta  holding  univeraal  ball  aoveir; 

(13)  Turn  off  gasoline  and  disconnect  feed  pipe 
from    carbaretor; 

(14)  Remove  ntita  from  aloda  holding  Inlet  and  ex- 
haust manifolds; 

(15)  Take  off  the  inlet  manifold,  with  carburetor 
attached ; 

(10)  Take  off  exhauat  manifold,  with  exhauat  pfpa 
complete; 

(17)  Remove  the  two  bolta  holding  the  pana  to 
each  aide  of  the  base  and  knock  the  pana 
down  out   of  the  way ; 

(18)  Looaan  nuts  holding  arm  (A)  fig.  Q.  page 
773)    on   lower  end    of  ateering   poat; 

(19)  Remove  three  boUi  holding  steering  column 
to  chaaaia; 

(fiO)  Looaen  daahboard,  and  pull  dash  and  atee:r- 
ing  column  up  out  of  way.  (Note:  Na4 
neceaaary  to  loosen  dash  or  ateering  on 
1917  cara); 

(21)  Remove  nuta  from  front  radiut  rod  ball 
joint    (see  fig.   a  C.   page   773)  ; 

(82)  Loosen  ond  remove  holts  holding  engine  to 
frame,  and  then  power  plant  can  be  lifiaf 
oat. 


OHABT  NO,  330— The  Power  Plant.    Beanoyln^  Power  Plant    See  also  pap©  806, 

Bea  Insert  No.  2.  whirh  is  a  half-tone  engraving  of  the   engine,     *0d   1917   and  later  cara,   tha  engjliift  c:.w^  ^^ 
ranorad  wttbont  removing  the  daab  or  ffteanng  gear.     The  engine  is  brought  tc»Y«%.t&  wvC\\  cl\«»  t^V  ^v^iiXv.  >>^'wk 
to  the  richt.   to  clear   the  steering  gear. 


FORD  SUPPLEMENT. 


When 

No. 

1 

Is  on 

No. 

2 

is  on 

No. 

4 
Is  on 

No. 
3 

Is  on 

IIRING 

Compression 
FIRING 

Suction 

Exhaust 

Exhaust 

Compression 

Suction 

Suction           Exhaust 

FIRING 

Compression 

Compression 

Suction 

Exhaust 

FIRING 

Engine — note,  there  are  four  pistons.  The 
erank  shaft  is  of  the  180'  type.  When  pis- 
tons No.  1  &  4  are  up;  No.  2  &  3  are  down. 

The  Ford  engine  fires,  1,  2,  4,  3 — that  is, 
say  No.  1  was  starting:  down  on  firing  stroke, 
No.  2  would  be  coming  up  on  compression  and 
would  fire  next;  No.  4  would  be  going  down 
on  suction  because  it  would  fire  aft«r  No.  2; 
No.  3  would  be  coming  up  on  exhaust. 

*Oam  shaft  speed — Cam  shaft  runs  %  the 
speed  of  crank  shaft,  because  the  cam  shaft 
gear  is  twice  the  size  of  the  crank  shaf^  gear, 
(see  timing  gear  above  and  note  small  gear 
on  end  of  crank  shaft  and  larger  cam  gear  on 
end  of  cam  shaft.) 

Cam  shaft  gear  has  42  teeth  and  is  5^ 
inches  in  diameter.  The  crank  shaft  gear 
has  21.|geth  and  is  2%  inch  in  diameter. 


A — l?lange     on     end    of 
erank    shaft    boltad 
to  fij  whe^L 
B — Magneto    coils    9t 
spools^     of    w  h  i  e  I 
there  are  16,     Tkfy 
remain  itationary. 
C — ^Magnets  on  fly  wbwl 
of   which   there  ar* 
also    1€.      They   n 
volve  with  fly  whf«l 
B — Bolts  supporting  tli« 
magnets. 

£  — Fly  wheel,  bolted  to  flange  on  crankshaft 
F— Planetary  gears,  called  "jiun  and  planet'' 

*  type. 
O — Clutch  discs. 

H — King  which  presses  against  clutch  diets 
when  fingers  are  pressed  on  by  yoke  J, 
which  causes  clutch  adjusting  screw  (I) 
to  press  against  ring  (H)  thereby  preM 
ing  clutch  disc  plates  (6)  together,  whieB 
causes  drive  shaft  (L)   to  then  transmit 
power  through  drive  shaft  to  rear  axle. 
I  — Adjusting   screw    for   pressure   of   finger 
against  ring  and  clutch.    There  are  three 
of  these  and  three  fingers. 
J  — Yoke    which    throws    clutch    **in"    and 
''out"  by  movement  of  side  hand  lerer 
(see  chart  325.) 
K — Spring    which    forces    collar    against   An- 
gers. 
L — Transmission  shaft  connecting  with  nni- 

versal  joint,  thence  drive  shaft. 
M — Collar  supporting  thrust  of  rear  of  spring. 
N — Transmission    brake    band,    applied    by 
movement    of    foot    lever,    marked    (B), 
(see  chart  325). 
O — Slow  speed  band  applied  by  foot  lever 
marked    (C).     The   same  lever  operates 
clutch. 
P — Beverse    band    applied    by    foot    lever, 
marked  (B),  chart  325. 


OHABT  JfO.  881— Sectional  View  of  Engine.    Plui  View  from  Beneath.    Ftrlng  Order.    YwXw  Ax- 
raagement. 

•Note:     By  mistake,  only  four  came  are  shown  on  cam  «haft.     There  are  eifht  as  per  ilf .  9,  page  8f.  See  ig.  tl. 
0bmH  880  for  locstfon  of  valvpn.     AImo  nee  Insert  No.  3 


VALVE  TBIINQ  AND  VAL" 


Islet  valTe  op#iSi 
Vi<>  In.  (piitou  travd) 
iftcr  top  center  od 
1st  atroko  (m  pLtfroD 
ii  ^it)  in.  above  cf^. 
when  at  top  —  it  li 
now    M    in.   Above.) 


Ial«c  7»lTe  cloi«a 
9ia  in.  After  bottom 
eetiter  oa  2d  «troke. 
M^ASuremc'nt  from 
top  of  cjrK  to  top  of 
piaton   being  SVA". 


]Sxb«ait  valve  opens 
m^  in.  before  bottom 
center  on  3d  ttrokc 
Heaiurement  from 
top  of  cyl-  to  top  of 
piatnn  being  3%", 


Exhkuit  TwtT9  cIaM« 
on  tup  cenlLT  of  4th 
ttroke. 

Note  when  platon 
I4  At  top  of  »trok©  It 
ft  ^a  in.  Above  cjrL 
rnBtinit. 


Pig.    II. 


Fig,  42. 


Pig.    43. 


rig.  44. 


OpeDing  and  dosing  of  Valves. 

1913  And  lAter  model  **T'*  Ford  engines,  tbe 
mUem   0|ien    and   eloMe   ah    per   Ggv,   41,    42,    43,    44. 

Prior  to  1913,  the  inlet  opened  ^in"  past  top 
end  closed  %"  pest  bottom.  Exbauat  opened  %^ 
before  bottom.  cIomcmI  164"  past  top.  Above  flgnrea 
mM,j  vary  iligbtly  on  different  enffinee,  especiAlIy 
on  old  en^neA  with   pArta   worn. 

Valve  Ttming* 

As  ilie  TAlveA  Are  properly  timM  at  the  factofir 
It  la  not  necesAexy  to  retime  same  anleea  the  cem 
•haft,  time  geara,  or  vahes  were  removed  in  over- 
baulinE:. 

In  ttaia  cue.  the  time  gears  mnat  he  meshed 
properly  aa  'oUows;  Place  top  of  piston  of  No.  I 
cylinder  within  ap|»roximAtely  %*"  at  top  of  cylin- 
der block  by  turning  crAnkshaft  in  direction  of  ro- 
tation. Torn  cAmshaft  (geara  out  of  mesh),  until 
e.^hau«t  cam  is  At  a  point  where  exhAuat  valve  ia 
neAr  cloaing  (fig.  45);  the  exhAust  CAm  should 
point  AWAy  from  the  (O)  mark  on  the  camshaft 
and  crankshaft  gear,  which  are  directly  opposite, 
or  in  line  with  the  center  of  point,  or  nose  of 
cam.  At  this  point,  the  tooth  of  the  crankalflift 
gear,  indicated  by  CO)  mark  will  mesh  hetween 
Iho  two  teeth  of  the  camshaft  gear  (large  gear) 
at  the    (0)    mark. 

After  meshing  the  gears  in  this  manner,  the  In- 
let  valve  of  No.  1  cylinder  should  he  closed  and 
exhaust  valve  open. 

When  geers  are  meahed  »i  above,  then  ex- 
haust valve  of  No.   1   cylinder    (fig.    45).    is  just  at 


MrQHC  ror  OF  tTl»Orf 


Cx.  Valve 

Just 

Oloslng. 

Ex.  Cam 


BtMAreo 


Fig.  45. 


the  point  of  cloting.  but  is  not  fully  closed,  but  by 
the  time  pii$ton  renchea  lop  of  tla  stroke  the  valre 
will  be  fully  clnjied  n<i  per  fig.  44.  Also  note  that 
as  No  2  cylinder  will  be  ttir  next  cylinder  to  fire, 
the  roller  of  commutator  shoutd  be  almost  oq  the 
(No.  2)  commotator  segment,  depending  upon 
whether  the  spark  lever  is  advanced  or  retarded 
(see  fig,    87,  page  flOtI    and   flg.  2,   page   316). 

If  the  camshaft  la  removed  at  any  time  from  tltt 
sliaft,  in  replacing  the  gear  see  that  the  dished  aide 
is  out  and  that  the  8r«t  cam  (exhaust  cam)  point 
ta  in  opposite  direction  from  the  <0)  mark  on  the 
enniHiitift   time  gear   per   fig.    45. 

To  check  valve  timing  when  camshaft  or  geara 
have  not  been  removed,  first  remove  cyU  head  and 
che^'k  the  inlet  valve  opening  and  exhauftt  valve 
closing  of  each  cylinder  by  following  meainrementa 
in  fige.   41,   44. 

These  meaiuremeDts  maj  not  check  acctirately, 
and  if  out  to  Any  greAt  ejclent,  then  *ee  if  cam- 
ahuft,  bearings,  push  rods  or  valves  are  worn.  If 
not.  and  gears  are  nu'shcd  correctly  then  the  vari- 
ance may  be  in  the  manufacturing  limit.  See  that 
valve  clearance  la  properly  adjusted  before  check- 
ing valve  timing. 

Spiral  or  bellcaJ  tooth  timing  genre  are  now  need. 

Valve  Clearance. 

The  correct  clearance  betweeti  push  rod  and 
valve  atem  i«  .O'J'i"  to  .028".  The  gap  should  be 
measured  of  courae,  when  cam  point,  or  nose  of 
CAm  is  not  lifting  valve,  but  when  push  rod  it  on 
the  heel  of  cam,  the  principle  of  which  is  more 
clearly  shown  in  figt.  2  A  3.  page  94. 

To  deiermliie  wben  valve  openi  and  doses,  inserl 
first,  a  .001*  thickness  gage  between  valve  stem  and 
push  rod  and  have  some  one  crank  engine.  The 
instant  the  thickness  gage  will  not  move  the  valve 
has  opened.  The  inttant  it  will  move  after  being 
held  tight,  the  valve  is  closed  and  the  gap  between 
push  rod  and  valve  »tem  should  then  he  accnrately 
measured    nod    should   be    022"    to   ,028". 

If  clearance  Is  greater,  the  valve  will  open  late 
and    close    early,    resulting    iu    uneven    running    of 
engine.     In   this  case,    the   push   rod    U   worn    (aee 
fig.  36,  pngo  791),  or  valve  stem   l.i  loo  short  and 
a    new    valve    should    be    lubatituted.    or    old    one 
* 'drawn-out*'   by  peenlng  lower  end   to  lengthen   It, 
or  valve  adjuater*   (fig.   61,   page  701  1    *:(\n  be  used. 
If  clearance  U  less,  valve  wlU  open  early  and  close 
late^   or  if  no  clearance  at  all,   th^n    it  will   remain 
partially   open   all   the   time.      In    this    rase,   stem  is 
IjOO    long    ani]     a     small 
amount    of   stock    ahouUl 
be  ground   from  the   enil 
of  valve   Btem. 
When    fitting    new   ptish 
rods,   new    valves   should 
also     be     fitted.      Wlien 
fitting  new  valvee,   they 
ahould  hv  ground  in,  see 
paicea   630,    091, 
Valve    clearance   on   the    Fig.    4e  —  Removal    of 
Ford    engine   Is    oon  ad-     valve     cover    to    adjust 
lustable,     i^'e     vag^    035     clearance, 
for   meaning    of    thif- 


I 


I 


OHABT  NO,  S32— Valve  Tlmliig,    Valve  Clearance,     Meshing  Timing  Gears. 


FOED  SUPPLEMENT. 


Tig  47 — BemoTijig  eooectlng  rod  &ad  pU- 
toc;  One  method  of  getting:  at  the  piaton  b  to 
take  off  tho  cylinder  head,  remove  the  cover 
from  the  bottom  of  the  crank  ease  and,  bj 
reaching  through  this,  remove  the  boIlB  kold- 
tag  the  connecting-rod  lower  bearmgi  In 
place.  After  the  eonnectiag-rod  bearicig  eape 
•re  removed,  the  piston  can  be  pushed  up 
tbQQgh  the  top  of  the  cylinder. 

The  method  of  removing  the  pittou  ii 
dearly  illustrated.      (Motor  Age.) 

To  remoTO  the  piston  pis;  loo  ten  eoanect- 
iag  rod  clamp  screw. 


C01vjf4ECTfN4 
ROD  JS  CL^riP 
EO  T(6HT  to 
WRriT  PIN 
AND  WRf5T 
PiN  M0Vt5W(TH 
CONNtCTf'^&ROO 


6R0NZE  BUSH- 
fNGS  PPE53FO 
IN  PiJTON  IN 

P(N  vvt;R'<5 


Fig,  4d;  0O&' 
ceding  rod  ii 
clamped  to  piaton 
pin  —  aee  page? 
643   and  645, 


LOWER  COVER 

wt  TH  ou  r  D/s  TuRetNo 

OTH^H  PARTS 


LOOSEN  FCMJH 
BOLTS  TO 
UNIVERSAL 
JOINT 


CASE  WTh 
OIL  REMAINS  ON 
FRAME^ 


Fig.  49 — All  pane  of  Ford  engine  can  be 
fiBioved  in  one  unit  and  lower  part  or  oil 
pan,  left  on  frame  ai  It  leldom  needa  to  be 
removed. 

To  remoTo  lower  ciank  cue  cover,  it  is 
neceiiary  to  take  out  14  eapacrewa  (^ax'/ie 
t&eh,)  Be  csrefnl  to  not  destroy  gasket  and 
watch  for  oil  in  pockets  under  connecting 
rods.  Note  the  lower  crank  case  cover  \%  the 
part  upper  errow  points  to. 


'I'Comiectliig  Rod  Beaitogs. 
Z«00B«  cotmectiag  rod  bearings  caase  &  rstt^  «r 

light  knock,  especially  at  light  loads  and  liifk 
speeds.  Heavier  loads  seem  to  steady  the  eoa&cct- 
ing  rodB. 

Long  wear,  potinding  due  to  carbon^  a  spark  tw 
far  advanced,  or  forcing  the  engine  to  labor  oo  hiffc 
gear;  as  well  aa  lack  of,  or  poor  quality  of  oil,  m 
the  chief  causes  of  loose  connecting  rod  beanaga 

It  is  not  necessary  to  drain  the  oil  from  the  bm, 
when  making  repairs  to  the  connecting  rod  betr 
ingSj  as  the  normal  oil  level  is  below  the  detaehihle 
plate  on  the  bottom  of  the  crankcase  (aee  fig.  C, 
page  772.) 

Adjusting  Connecttng  Bod  Bearings. 

The  connecting  rod  bearings  may  be  adjUfUi 
without  taking  out  of  the  engine,  as  follows:  (A) 
remove  crank  case  lower  cover  plate  on  bottom  cl 
crank  case  and  exposing  the  connecting  rode;  (B) 
remove  the  first  connecting  rod  bearing  cap,  «ad 
draw-file  the  ends — just  a  little  at  a  time;  (C)  re- 
place the  capj  being  careful  to  see  that  punek 
marks  correspond,  and  tighten  bolts  unti]  it  iti 
shaft  snug;  (D)  test  bearing  for  tightness  by  tata- 
ing  engine  over  by  the  starting  handle;  (E)  now 
loosen  the  bearing  and  proceed  to  fit  the  other 
bearings  in  the  same  manner;  (P)  after  each  hew- 
ing has  been  properh^  fitted  and  tested,  then  ti^Ui 
the  cap  bolts. 

There  Is  a  possibility  of  getting  the  bearings  too 
tight  and  under  such  conditions  the  babbitt  ii 
liable  to  cut  out  quickly,  unless  the  engiiie  ii  fit 
slowly  at  the  start.  After  adjusting  the  beariafib 
jack  up  the  rear  wheels  and  let  th©  engine  rsi 
slowly  for  about  two  hours  (keeping  it  well 
plied  with  water  and  oil)  before  going  out  on 
road. 

BemoTlng  No.  4  Oomxectlng  Bod  Cap. 
Bring  the  No.  4  connecting  rod  about  haU* 
way  up  -on  the  up  stroke.  Remove  the  cotter  pin 
and  nut,  from  the  right  connecting  rod  bolt.  Now 
turn  crankshaft  over,  by  means  of  the  startiBi 
crank;  until  the  connecting  rod  cap  is  about  half- 
way down  on  the  other  side.  Full  out  the  othet 
cotter  pin  and  remove  the  nut  from  the  bolt.  Ford 
socket  wrench  No.  2322  can  be  used^  if  a  couplt 
of  inches  is  cut  off  from  the  handle.  Or,  WsldeD 
wrench  No.  5810  is  specially  made  to  reach  thii 
nut,  and  is  verv  useful  for  this  purpose  (aee  chart 
341.) 

Be  careful  that  the  nuts  and  parts  do  not  fill 
into  the  transmission  case,  and  mark  the  conneetlBg 
rod  cap  with  a  center  punch  before  taking  It  oC 
90  that  it  can  be  replaced  in  exactly  the  same  p>oti^ 

tiOQ. 

BemOTtug  Piston  and  Connecting  Bods. 

See  fig.   4  7   above. 

When  connecting  roda  become  worn,  they  may  bt 
returned,  prepaid,  to  the  nearest  Ford  agent  or 
branch  house  for  exchange  at  a  price  of  75  ceoti 
each  to  cover  the  cost  of  rebabbitting.  It  is  not 
advisable  for  any  owner  or  repair  shop  to  attempt 
the  rebabbitting  of  connecting  rods  or  main  bew* 
ings,  for  without  a  special  jig  in  which  to  fons 
the  bearings,  satisfactory  results  will  not  be  ob- 
tained. The  constant  tapping  of  a  loose  eonuectoig 
rod  on  the  crank  shaft  will  eventually  produce  cryi- 
tallization  of  the  steel — result,  broken  crank  shaft 
and  possibly  other  parts  of  the  engine  dammged. 


OHABT  HO.  333 — Connecting  Bod  and  Bearings. 
Point  Suspension  of  Power  Plant. 

*8fle  also  pege  641,   642.   643. 


Bemovlng  Pistons  and  Connecttng  Bods. 


ENGINE  BEARINGS. 


717 


fFlg.  50 — To  remOYa  tbs  cent«r  And  front  mAln  bemr- 
IB^ — remove  nuti  at  (A)  and  (B)  nod  dr»w  loTig  crank 
Ahmft  bdArinff  boUi  (%''xQViq*'x20  threnda)  out  from 
bollom.  wben  lover  beariof  cap«  can  be  removod. 
II  is  not  necfttB«ry  to  remove  aoffine  from  fr«me. 

To  r«moTo  r«u  mAln  bearing  It  Is  nacesssry  to  ro- 
BOTfl  the  flngino  from  frame.     If  a  Kfiecisl  Ford  wrench 
Mo.   1920   is  used,  one  fly  wheel  bolt,   holding  By  wbeel 
lo  sad  of  ersak  shaft    (see  paX»  7S4>   can  be  removed 
I  ,  without    further  dlimsntlm^  and   thrn  r«move   the   two 
■Mwariug  nuts  ott  lower  part  and  bearing  cap  will  lift  off. 

f     froi 
I      neci 

I    •* 

*  fWDi 


b 


To  FsmoTO  tbe  cyUndor  bead:  DiscoDncct  water  hose 
from  top  plate,*  after  first  draining  radiator,  discon- 
nect spark  plug  wirea.  Remove  cap  screws  holding  head 
to  cylinders  and  lift  olT.  This  can  be  dnne  without 
romOTing  engine   from   frame,      <ipe   also  page   7S3). 

Fig,  61^ — niUBtration  sliowtsg  the 

.^^j,„  main  beaxing  cap  mnd  bearing  bnsli' 

*  /  :^^?^  ,  tog»  which   is  bftbbiU  lined.    Shims 

^ZLl  VIZ}         betwepn     bearing    cap     and    tipper 

J^Tv  r^         bearing  not  ibown. 

"'    '   '  fI^  31  The     three    main     bearings     on 

crankshaft  aro  babbitted.  On  the 
old  1910  modelA,  the  apper  halves  of  the  main  bearings 
were  plain   Iron   and  not   babbitted. 


S«i-iii 


Crank  Sliaft  Main  Bearings. 
Wear  of  the  main  beartn^s  of  the  erank- 
sbalt  irill  be  evident  by  a  rather  hea^y 
pound  or  thud,  especially  whea  the  engine 
i»  puUing  hard  under  a  heavy  load,  (see 
page  639,) 

Wear  of  these  main  bearings  may  be  due 

to;  long  use;  not  enough,  or  poor  quality 
oil;  allowing  the  engine  to  knock;  from 
carrying  the  spark  too  far  advanced,  or 
carbon  in  the  cylinderi;  to  a  sprung  crank- 
shaft; or  failure  to  drain  out  the  old  oil 
reguiarly* 

The  rear  main  bearing  carries  the  heav- 
iest load  and  is  usually  the  first  to  show 
ftigns  of  wear*  This  rear  bearing  supports 
the  flywheel,  the  magneto  and  one  end  of 
the  transmissioD,  in  addition  to  support- 
ing the  crankshaft  against  tbe  thrust  of 
the  pistons. 

Iflooseness  la  the  rear  main  bearing,  may 
be  detected  by  running  the  engine  on  No. 
4  cylinder  and  having  the  throttle  wide 
open^tMs  will  show  up  a  loose  main  bear- 
ing. 

The  rear  main  bearing  cannot  be  tight^ 
cued,  without  taking  the  engine  out  of  the 
car  as  explained  under  fig.  50.  The  middle 
bearing  can  be  tightened^  without  taking 
the  engine  out  of  the  car,  but  seldom  needs 
adjusting  unless  the  other  bearings  need 
it  also. 


**Adjuatlng  Bearings. 
First:  Take  engine  out  of  the  car,  remove  crank  case,  transmission 
cover,  cylinder  head,  pistons,  connecting  rods,  transmission  and  mag* 
neto  coils.  Remove  the  three  babbitted  caps  and  clean  the  bearing 
surfaces  with  gasoline.  Prussian  blue  is  then  applied,  or  red  lead,  to 
the  bearing  surfaces  of  the  crank  shaft,  which  will  enable  one  to  de- 
termine whether  a  perfect  bearing  surface  is  obtained  wben  fitting  the 
caps. 

Second;  put  the  rear  cap  in  position  first,  and  tighten  it  up  as  much  aa 
possible  being  careful  to  not  strip  the  bolt  threads.  Bearing,  when 
properly  £tted  will  permit  the  crank  shaft  moving  with  one  hand. 
If  it  cannot  be  turned  with  one  hand,  between  the  bearing  surfaee, 
contact  is  too  close^  and  the  cap  requires  shimming  up»  one  or  two 
thin  shims  usually  being  sufficient. 

If  the  crank  shaft  moves  too  easily  with  one  hand,  the  shims  should 
be  removed  and  the  steel  surface  of  the  cap  filed  off,  thereby  causing 
it  to  set  closer. 

Third;  after  the  cap  has  been  removed,  note  whether  the  blue  or  red  **  spot  tings  ^  ^  indicate 
a  full  bearing  the  length  of  the  cap.  If  **spottings"  do  not  show  a  true  bearing  surfaee, 
the  babbitt  should  be  scraped  and  the  cap  refitted  until  it  fits  properly. 

Fourth;  the  rear  cap  can  now  be  laid  aside  and  the  adjustment  of  the  center  bearing  eao  be 
made  in  the  same  manner.    The  operation  can  be  repeated  with  the  front  bearing. 

Fifth;  after  you  have  obtained  the  proper  adjustment  of  each  bearing,  the  babbitt  surfaee 
should  be  cleaned  carefully  and  a  little  lubricating  oil  placed  on  the  bearings,  and  the 
crank  shaft;  then  draw  the  caps  up  as  close  as  possible — ^making  sure  the  necessary  shims 
are  in  place.  There  is  no  danger  of  getting  the  cap  bolts  too  tight,  as  the  shim  under  the 
cap  and  the  oil  between  the  bearing  surfaces  will  prevent  the  metal  being  drawn  into  too 
close.  Put  oil  on  the  bearing  surfaces,  otherwise  the  babbitt  is  apt  to  cut  out  when  the 
engine  is  started  before  the  oil  in  the  crank  case  can  get  into  the  bearing.  When  the  crank 
case  and  transmission  cover  on  the  engine  is  replaced,  a  new  set  of  felt  gaskets  to  prevent 
oil  leaks,  should  be  fitted. 


Pig.  SlA^To  re- 
move the  Ford  en- 
gins  from  ths  frame 
without  rmislng  body 
from  frame :  tske  a 
hack  law  and  cut  out 
a  aqnare  1  tn.  bj  1 
In.  on  each  aide  of 
th«  dash.  (Motor 
World.) 


^DHABT  NO.  8d4— Crank  Shaft  Main  Bearlnga    Adjusting  Bearings. 

*See  flg.  53,  page  780.  See  foot  note,  page  814  relative  to  eounterbsUncfs  for  Ford  crank  ehafte, 
**8««  also  pages  <i41,  <S43.  S43.  fUnlesa  bearing  is  hamed  out  or  badly  worn,  tha  center  and  front  baarlng  can 
b«  taken  up  bj  remortng  bottom  cover  without  remoTtng  engine.  Rt'tnove  cotter  pins  from  the  bolts  between 
Na,  2  and  No.  3  cyl.  and  while  one  mao  bat  a  wrench  on  the  nula.  another  man  betieath  the  ear  iumri  the  bolts 
oiit.  If  there  sre  ihims,  loosen  bolti  jtiit  enough  to  pull  Bhima  <itit  with  a  pair  of  pliers.  If  no  thiine.  ra* 
aore  cap  and  file  ai  per  pas«  943.     Be  eurt  and  mark  caps  if  removed. 


788 


FORD  SUPPLEMENT. 


To  Semoye  Crank  Shaft. 
First  remove  connecting  rods  and  the  main 
bearings,    disconnect    the    bolts    holding    the 
fljwheel  to  the  flange  of  the  crankshaft,  using 
Ford  special  wrench   No.   1929. 

SemoYlng  the  Camshaft. 

It  is  sometimes  necessary  to  remove  the 
camshaft  in  order  to  install  new  push  rods, 
or  to  replace  worn  camshaft  bearing^,  as  the 
bearing^  are  sometimes  the  source  of  knocks 
that  are  difficult  to  locate. 

It  is  a  comparatively  easy  matter  to  remove 
the  camshaft  when  the  engine  is  out  of  the 
car,  but,  contrary  to  the  opinion  of  many  own- 
ers of  Ford  cars,  it  is  also  fairly  ea^y  to  re- 
move the  camshaft  without  removing  the  en- 
gine. 

Procedure  for  camshaft  removal:  Bemove 
the  pin  which  holds  the  fan  belt  pulley  on 
the  crankshaft,  (see  fig.  78A,  page  796.) 
Drive  the  fan  belt  pulley  forward.  Remove 
the  cap  screws,  which  hold  the  cylinder 
front  cover  to  the  cylinder  block.  Bemove 
the  commutator  brush  assembly,  after 
driving  out  the  pin  which  holds  it  to  the 
cam  shaft.  Now  the  cylinder  front  cover 
can  be  removed.  N-ext,  remove  the  two  cap 
screws  in  the  side  of  the  cylinder  block  which 
hold    the    camshaft    bearings   in   place. 

It  may  now  be  possible  to  pull  out  the  cam- 
shaft with  its  bearings,  but  if  not,  the  plate 
on  the  lower  part  of  the  crank  case  should  be 

Causes  and  Cures 

Carbon,  in  tlie  cylinders. 

Remoye  the  cylinder  liead  and  acrape  oat  the 
carbon,  at  directed  on  pages  790  and  624. 

Driving  on  low  gear. 

The  engine  should  not  be  raced,  when  driying 
on  low  gear,  and  the  spark  should  be  well  ad- 
vaneed.  because  the  engine  speed  is  comparatiyely 
high.  Do  not  use  low,  when  high  speed  can  be 
used   without   straining   the   engine. 

Spark  retarded  too  far. 

Keep  the  spark  advanced  as  far  as  possible,  with- 
ont  causing  the  engine  to  knock.  As  the  throt- 
tle is  opened  and  the  engine  slows  down,  it  is 
necessary   to  retard   the   spark. 

Peer  Ignition. 

If  the  engine  is  misfiring  it  is  necessary  to  open 
the  throttle  much  wider  and  retard  the  spark; 
this  tends  to  cause  overheating. 

Insafficient  or  poor  quality  of  oiL 

Lack  of  oil  will  cause  such  friction  between  the 
pistons  and  the  cylinder  walls  that  the  engine  will 
oyerheat  and  the  pistons  may  stick.  Poor  oil 
barns  up,  or  becomes  thin  and  runs  away  ao 
quickly  that  the  parts  are  left  practically  with- 
out oil.    Use  good  oil — it  costs  less  in  the  long  run. 

Bacing  the  engine. 

Close  the  throttle  when  the  clutch  is  disengaged, 
and   so  save  gasoline  and  prevent  oyerheattng. 

Ologged  mnfller;  too  rich  a  mixture  or  too  much  oil 
will  deposit  soot  in  the  muflfler  and  by  prevent- 
ing the  escape  of  the  exhaust,  will  cause  over- 
heating. Clean  the  muffler  by  disassembling  it. 
(see  page  84.) 

Water  frozen — steams   (see  page  579193). 

To  thaw  out^ — open  drain  cock — water  usually 
freeies  at  bottom  of  radiator — therefore  pour  hot 
water  on  bottom  until  circulation  starta.  This 
will  be  indicated  by  water  running  out  of  drain 
cock.  Then  close  drain  cock  and  fill  radiator 
with  water  and  keep  engine  running.  Sometimes 
when  engine  steams  if  a  blanket  is  thrown  over 
the  engine  and  radiator  the  heat  will  thaw  out 
bottom    of    radiator. — see    pages    579*193-800. 


removed,  after  the  cap  screws  whieli  hold  tkis 
plate  to  the  crank  case  have  been  taken  out 

Then  a  drift,  or  brass  bar,  can  be  used  U 
drive  the  camshaft  out  from  below,  holdiif 
the  end  of  the  brass  bar  against  one  of  the 
cams  and  striking  the  other  end  of  the  btr 
with  a  hammer.  Care  should  be  taken  not  to 
punch  a  hole  through  the  east  iron  eylindfr 
block  while  doing  this  part  of  the  work. 

After  the  camshaft  has  been  removed,  the 
push  rods  will  drop  down  and  can  be  removed 
through  the  opening  in  the  bottom  of  the 
crank  case.  Be  sure  to  remove  all  the  posh 
rods. 

Tiifit>alling  New  PuSlEi   Sods. 

Place  the  new  push  rods  in  the  guides. 
Small  holes,  near  the  top  of  each  pn^  red, 
will  now  be  noticed.  After  putting  the  path 
rods  in  place,  slip  nails,  or  a  piece  of  wire, 
through  these  holes,  to  keep  them  in  peti- 
tion while  the  camshaft  is  being  replaced. 
Then  the  camshaft  and  its  bearings  can  be 
driven  in,  and  the  cap  screws  (which  hold  the 
bearings)  tightened. 

The  marks  on  the  small  crank  shaft  gear 
and  on  the  large  timing  gear  should  be  placed 
together,  and  the  valves  tested  to  make  cer- 
tain that  the  valves  open  and  close  at  the 
proper  time.  Then  the  front  cylinder  cover 
plate  should  be  replaced,  and  the  timer  brash 
assembly  and  also  the  timer  cover.  Then  the 
fan  belt  pulley  and  the  starting  crank  pin, 
and  finally  the  fan  belt.  (Fordowner.) 
of  Orerhaatlng.* 

Fan  not  working  properly. 

A  broken,  or  a  loose  and  alippinf  belt  win  net 
rotate  the  fan  fast  enoufh  to  draw  a  eooling  ear 
rent  of  air  through  the  ra- 
diator. Thia  wUl  eapeeial- 
\y  tend  to  cmvae  OTerheatiag 
when  the  engine  is  idttag 
or  ranninf  on  low  gear. 
Tighten  or  replace  the  belt 
Perhaps  it  may  be  neces- 
sary to  bend  tae  fte 
blades  at  a  alightly  aharper 
angle,  in  order  to  drav 
more  air  through  the  ra- 
diator,   (see  flg.   62.) 


Fig.   62. 


Poor  water  circulation. 

Dae  to  low  water.  As  the  thermo-syphon  systea 
is  used  the  water  will  cease  to  cireulmte  aa  aoes 
as  the  level  falls  below  the  inlet  to  the  radiator. 
Keep  the  radiator  well  filled.  (aee  tact  para- 
graph on  page  690.)  Leaks  may  lower  the  water 
level.  The  rubber  hose  connections  may  have 
rotted  and  a  flap  of  rubber  on  the  inside  of  one 
of  these  hose  connections  may  serioualy  impede 
the  flow  of  the  water. 


Don't  get  alarmed  if  the  water  boHa  oecaaioaally. 
eepedally  in  driving  thxongh  mnd  and  deep  laad 
or  up  long  hiUa  In  extremely  warm  weather.  Be- 
raember  that  the  engine  develops  the  greateat  effi- 
ciency when  the  water  is  heated  nearly  to  the  bofl- 
ing  point.  But  if  there  is  persistent  orerheatiuf 
when  the  engine  is  working  under  ordinary  eoadi- 
tions — flnd  the  cause  of  the  trouble  and  remedy  it. 
The  chances  are  that  the  difficulty  liee  in  improper 
driving   or  carbonised    cylinders. 

No  trouble  can  result  rfom  the  fllling  of  a  heat- 
ed radiator  with  cold  water — ^providing  the  water 
system  is  not  entirely  empty — in  which  eaae  the 
engine  should  be  allowed  to  cool  before  the  cold 
water    is    introduced. 


OHABT  NO.  83.1 — ^Removing  Orank  and  Cam  Shafts.    Causes  and  Cures  of  Oyexhaatiiig. 
*8ee  pegM  189  end  679. 


RADIATOR  REPAIRING 


1. 


Ford  Badiator  Oores. 

Tlifl  Ford  radiator  baa  a  tubular  cor*  with  fljif, 
arrao^ed  on  the  ordor  of  fig,  5-A.  pa^e  1^0^ 

Tli«  cor«  of  a  radiator  it  the  principal  part  (see 
rHplnnuiioii.  pogo  TI.S)  siid  can  lit^  Tuirrliased  «epa- 
rat^-ly  fmrn   itu-  upptr  and   lowi'r  tanku, 

TIi«  core  can  often  times  bo  i^nrcbaied  cbeai»er 
tban  it  can  be  repaired^  For  iu«tance,  if  any  ifreai 
number  of  tubes,  i»y  more  ihati  ten.  need  repairing^ 
then  a  new  core  it  adrisable. 

The  core  ta  nanallj  meaaured  by  Its  thlcknees- 
The  Ford  radiator  i»  2%"  thick. 

A  ftrm  that  makee  a  epoclalty  of  frnp plying  coroe 
to  repairmen  i»  the  Sheet  Mpial  Workn.  riiicuco.  Ill, 
*rb6y  mako  five  Btaodarfl  thirkn«jiiiei.  2'*.  2%'\  3%. 
4",  4%",  to  fit  Ford,  Chevrolet.  Dod^e.  Studebaker 
<t,  Cadiiliic  and  Maxwell. 


Radiator  Parts. 

The  material  listed  below  can  be  tecnred  of  F.  L. 
Cnrfman,    Maryi^ille.    Mo.      Mr.    Curftnan    aUo    isBueK 
a  very  interettinir  booklet  on  radiator  repairing  of 
a  prartioil  naLvire  on  repairing  Imth   '*lubnlar''   and 
* 'cellular"    radiator   cores. 
False  fins  made  of  tin  or  brans. 
Paint  for  radiator  fins. 
Side  walls,  bottom  and  lower  tank*.  ear«i,  filler  necks, 

l^rasa  rivets,  etc 
Copper  ttJblng  tinnod,   *4"  outside  die.  in  Icn^hs  of 

15".   ITU",   20  and  22". 
Brsss  pipes  i^  "  tinned^  for  overBow  pipes.  2ti"  lim^. 
Soft  sheet  brass,  hose  clampa,  drain  cocks,  etc» 

tBadlator  Repair  Tools. 

Electric  flaah  light  for  examininj^  close  plscei*.  also  a 

special  ma»snifyirjir   mirmr, 
Bmehes   for  cle&ninsr;   acid   s^abs,    etc. 
Soldering  trona  made  special   for  small  places. 
Scrapers   for   clojse  places. 
Rubber  stoppers.    Gasoline  torch  of  special  design 

with  a  ueedle  point  flame. 
Torch  with  larger  flame. 
Flux  and  flux  squirt er. 
Air  compressor  of  special  deiifjrn  which  can  be  nper- 

ated  from  a  1/8  H.  P.  motor  and  from  lamp  sockew 

to   be  need   for   air    pressure    for   testinjs^^  and    for 

gaaoline   torch.      No   tank  required. 
GasoUne  gas  generator  for  use  with  irasoline  torch. 
Coll  spring  for  placinif   in  copper  overflow  tubing  so 

it  can  be  bent,  etc. 

Teatiiig. 
Alter  the  removal  of  the  radiator  from  the  car, 
the  first  ^hing  lo  do  is  to  test  it.  The  inlet,  outlet 
and  illler  cap  must  be  plugged, 
so  that  air  pressure  may  be  ap- 
plied to  overflow  pipe.  Then 
if  the  radiator  be  put  under 
wotor.  the  bubbles  will  show 
where  the  leaks  are. 
When  romoTing  a  radiator,  the 
hose  and  flange  are  U^ft  on  as 
shown  in  flg.  53.  If  radiator  is 
to  be  repaired,  then  the  lower 
liose  is  removed. 
The  openings  in  radiator  are  then 
stopped  up  by  means  of  expand- 
ing rubber  plugs  or  an  arrsns:e- 
m^iil  as  shown  in  fijc.  2.  (Similar 
plui^s  can  be  secured  of  P.  L. 
Ourfmari  )  Unv  pTug^  i*  inserlAfl 
in  the  intake  and  another  in  the 
water  return  and  another  in  the 
filler  opening'. 

The  air  pressure  is  applied  to  the 
radiator  through  the  overflow 
pipe,  by  slipping  rubber  hose 
from  air  line  over  the  overflow 
tube.  The  rodiatoT  ip  then 
immerfed  in  a  tank  fall  of  water, 
and  the  leaks  determined  by  the 
hiihhles  The  leaky  parts  are 
then  marked.  See  aiso,  page 
10 ») 
Another  method  for  closing  up  a  radiator  for 
tettlng:,  is  to  Rolder  a  piece  of  tin  in  filler  opening 
And  put  a  ntbber  plug  in  the  bottom  outlet  and 
IfOlt  A  rubber  gsfiket  at  F.  fig.  53.  Then  place  air 
pressure  hose  on  overflow  pipe. 


tR«palriiig. 

The  radiator  is  placed  on  a  bench  and  the  leaky 
part  of  the  tubes  heated  with  a  blow  torch.  When 
quite  hot — a  little  hotti-r  than  boiliuK- — murlmic 
acid  soldering  eolutton  is  poured  through  the  fins, 
all  over  the  leaky  tubes, 
to  clean  their  surfaces. 
The  cleaning  process  is 
verv    Important. 

*A  ladelfnl  of  solder  li 
then  melted.  RAdiator 
is  bolstered  up  from  the 
bench  on  btockx,  and 
the  melted  solder  potirod 
through  the  flits,  over 
the  leaky  tubes.  Note  * 
the  method  of  catching 
the    eiccess    solder. 

Then  the  radiator  is 
turned  orer  and  the 
Rolder  poured  in  from 
other  side  in  exactly 
same  manner. 


A  little  more  acid  is 
then  added  and  a  torch 
applied  to  melt  the  sold- 
er and  sweat  it  into  all 
the  leaks,  closing  them 
permanently. 
Though  leakft  and  splits  of  quite  a  larffo  sixe  may 
lie  fltod  this  way.  it  is  occasionally  necessary  to 
tear  the  radiator  down  and  put  in  new  tubes.  The 
hardest  part  of  the  job  is  tearing  the  radiator  down 
to  the  core  and  bnilding  it  up  again.  New  cores 
can  be  purchased  with  the  top  of  bottom  tank  sotd- 
ered   on. 

There  are  many  other  methods  of  cleaning  and 
soldering  leaks.  The  leaky  parts  are  often  scraped 
bright  with  small  scrapers  made  from  three  cornered 
files  with  the  teeth  ground  off  and  then  acid  ap- 
plied and  soldered  with  a  soldering  Iron  made 
especially  for  this  work  by  taking  a  l  ^^  )h.  nobler- 
ing  iron,  heat  red  hot  and  draw  out  long  and  sUm, 
then  tin  the  iron  carefully.  See  also  pages   714,  715. 

Leak  Preventatives. 
There  are  many  so  called  leak  preveutatlves,  for 
instance  a  cement  called  cold  solder,  the  manufactnr- 
ersi  i^aiin,  \>y  pjisiinc  externally 
on  leak  <fig.  il) ,  it  will  harden  and 
stop  a  leak  temporarily  until  radi- 
ator can  be  repaired.  Btone 
Solder  Co.,  Cleveland.  Ohio. 
Another  leak  preventative  Is  a 
chemical  mixture  of  cement  which 
if)  placed  internally  into  radi- 
fttor  when  water  is  hot.  The 
solution  is  snpposed  to  pass  out 
the  leak  in  radiator  and  as  it  is  exposed  to  the  air 
it  hardens  and  closea  the  leak.  It  is  claimed  that 
this  preparation  will  aUr*  close  cracks  in  water 
manifolds,  etc.     See  page  715. 

Paint  for  flni  can  be  made  from  drop  black 
ground  in  Japan  and  gold  a'ne,  thinned  with  turpen- 
tine. 

Oleajijng  a  Radiator. 

The  circulating  system  should  be  carelnlly  wash* 
ed  out,  early  in  the  spring,  because  the  untifrees- 
\ns  solutions,  used  in  the  winter,  are  apt  to  leave 
the  tube  clogged  up.  In  summer,  it  is  advisable  to 
dnsb  out  the  circulating  system  about  once  a  month 
(»ee  piiere   101). 

To  do  this  properly  the  radiator  inlet  and  out- 
let hose  should  be  disconnected,  and  the  radiator 
flushed  out  by  allowing  the  water  to  enter  the  Illler 
Cieek  at  ordinarj'  pre«Mirt^.  from  wln'iM^e  it  will  flow 
down  throujfh  the  tubes  and  out  hi  the  drain  cock 
and  ho«ie.  The  water  jackets  can  be  flushed  out  in 
the  same  manner. 

To  remove  scale  from  inner  surface  of  radiator: 
One  method  is  by  using  hot  water,  in  which  a  small 
amount  of  ordinary'  washing  Hoda  hum  been  din- 
solved,  afterward  rinsing  this  out  with  clean  water. 

For  very  hard  deposlta  a  solution  of  one  quart 
commercially  pure  muriatie  acid  l«  five  gaUons  of 
tvater  should  be  circulated  through  the  cooling 
system  slowly  for  five  mifirite* 

Another  good  method  is,  to  one  pint  of  glycerine 
add  enough  boiling  water  to  AM  the  system,  then 
run  the  motor  slowly  and  drain  out  after  run-ning 
and  flush  with  fresh  water,  fleversing  the  flow  of 
M'ater  in  flunhin^r  also  helps. 


Fig.  6 


CHART  NO.  3S5-A— Eepairing  and  Cleaning  Radiators.    Hho  niso,  pages  191,  191,  714,  715,  584, 
•What   is  known   commerrioHy  as    ''SO'SO'*    solder  is  adapted  for  this  work — see  also,  pages  714.  715,  711. 
also,   page   7 IS.  ISee  fig.  SO.   page  714,   for  Ford  radiator  repair  outfit. 


tSM 


FOBD  SUPPLEMENT. 


I 


^ 
P 


^Compression  and 
If  the  compressloa  Is  poor,  and  the  pistons 
and  rings  fit  well,  the  valve  may  need  grind- 
ing or  adjusting.  The  compression  ean  be 
tested,  when  the  engine  ie  warm,  by  pulling 
np  slowly  on  the  starting  crank.  The  com- 
pression should  bo  springy  and  elastic,  but 
not  as  lively  as  that  of  other  cars,  on  account 
of  the  drag  and  friction  in  the  Ford  trans- 
mission,    (see  pages  627  to  6 29 J 

RemoTliig  Valves  for  Grinding. 

Drain  radiator.  Remove  cylinder  head,  and 
tlie  valve  covers  on  the  right  aide  of  the  en- 
gine. Use  valve  lifting  tool  (fig.  61,  page 
633  also  see  chart  343)  to  compress  valve 
■prings  and  pull  the  pins  out  of  the  ends 
of  the  valve  stems.  Then  valves  can  be  pulled 
out. 

GriBdlng  the  Valves. 

A  good  grinding  paste  can  be  made  of 
ground  glass  and  oil — obtainable  from  auto 
■upply  houses.  One  method^  is  to  put  a  small 
amount  in  a  can  top  and  add  a  spoonful  or 
two  of  kerosene  and  a  few  drops  of  lubricat- 
ing oil  to  make  a  thin  paste. 

Place  the  mixture  on  the  bevel  face  of  the 
valve  sparingly.     Place  a  spring  under  valve 


Grinding  the  Valves. 

as  shown  on  page  631.  Put  the  valve  in  roal- 
tion  on  the  valve  seat,  and  rotate  it  back  uid 
forth  (about  a  quarter  turn)  a  few  times,  with 
a  grinding  tool,  (see  page  616.)  Then  lift 
slightly  from  the  seat,  change  the  position  and 
continue  the  rotation  and  keep  on  repeatiag 
this  operation  until  the  bearing  surface  it 
smooth  and  bright.  The  valve  should  pot  b* 
turned  through  a  complete  rotation,  as  this  i* 
apt  to  cause  scratches  running  around  the  ca 
tire  circumference  of  the  valve  and  seat* 

When  the  grinding  is  completed  remove  tin 
valve  from  the  cylinder,  thoroughly  washed 
with  kerosene,  and  wipe  out  the  valve  scat 
thoroughly.  Care  should  be  taken  that  none 
of  the  abrasive  gets  into  the  cylinders  or 
valve  guides.  This  can  be  avoided  if  the 
grinding  paste  is  applied  sparingly  to  the 
bevel  face  of  the  valve,  (see  pages  630 
to    633.) 

When  the  valve  seat  Is  worn  badly  ot 
seamed,  it  is  then  advisable  to  have  it  rt* 
seated  with  a  valve  seating  tooL  Care  should 
be  exercised  against  making  too  deep  a  ctttp 
otherwise  the  retiming  of  the  valve  will  bi 
necessary,   (see  chart  337.) 


Valve  Springs. 


If  tl)«  TAlTes  fall  to  seat  properly^  it  may  be  duo 
ie  weak  or  broken  springa.  Weak  inlet  iprisfft 
would  probably  oot  Bfffci  the  rimning  of  the  en- 
glne,  baC  weak  exhauit  valTH  apriogi  cauee  uae^ea 
•etion,    which    ia    difficult    to    locate. 

It  will  cauBo  a  taf  in  tho  engine  due  to  the 
exhauMt  ralvo  aot  closing  mitaatly,  and  tJi«  retult 
will  be,  a  certain  percentage  of  tbe  charge  undsr 
oompreftBion  eacapea,  greatly  reducing  the  force 
of  the  tixploBion, 


A  weak  valve  spring  can  uHiLally  be  d«i«cted  tv 

the  following  ffletbod:  Reoiove  the  vaWe  plait 
(flg.  46,  page  786)  and  inaert  a  acrew  drirwr  b»> 
tween  the  cotla  of  the  epring  while  the  engine  is 
running.  If  the  extra  teoiien  thua  produced  ea&ail 
the  engine  to  pick  up  apeed,  the  aprinf  it  weak 
and  a  new  one  ahoutd  be  replaced, 

Yalre  aprtngs  consist  of  11^  eoili  of  Ko,  104 
music  wire,  cumplele  Hpring  ii  2  74  incbea  long  and 
^\^2  inch  outaide  tliumeter. 


"t""^  Causes  of  Iiiigiue  Knocks. 


<«) 

(i> 

(«) 

(7> 
(8) 
W 

m 


w 
w 


w 


w 


Carbon,  ia  the  most  frequent  cause  of  engine 

koucka. 

The  spark  too  far  advanced,  will  waste  power 

and    cause   a  knoek. 

Loose    connecting    rod    beaiimga,     will    catiae 

knocks. 

Worn  cTaiik  abaft  main  bearing  a  caiiBe  knocks. 

FUton  slap,   due   to  looae  piston. 

Worn    or    broken    plBton   rings,    will    cause    a 

light    knock, 

PlatoB  fltrllcing  tbe  cyUnder  bead  gaaket* 

Z^oso  camikaXt  bearings. 

Valve    tappets    oat    of    adjustment,    or    badly 

worn,   will  cause  noiae. 

How  to  Distlnguiah  Knocks. 
Tbe  carbon  knock  ia  a  clear,  boilow  aouod, 
mofll  noticeable  in  climbing  aharp  gradea. 
particularly  when  the  engine  is  heated.  It 
ia  alto  indicated  by  a  sharp  rap  immediately 
on  advancing  tha  throttle* 

Too  advanced  spark  will  bo  indicated  by  a 
dull   knock   in    tbe   engine. 

The  connecting  rod  knock  sounds  like  the  dis- 
tant tapping  of  steel  with  a  amall  hammer. 
•  od  is  readily  distinguished  when  the  car  is 
allowed  to  run  idly  down  grade-^-or  upon 
speeding  the  car  to  twenty  Ave  miles  an  hour, 
then  suddenly  closing  the  throttle  the  tapping 
will    be    very    distinct. 

The  crank  abaft  main  bearing  knock  can  be 
dittinguiBhed,  whoa  the  ear  is  going  nphill, 
as  a  dull  thud. 

The  loose  piston  knock  Is  beard  only  upon 
suddenly  opening  the  throttle,  when  the  sound 
produced  might  be  likened  to  a  rattle,  (see 
also    pages    63S    and   637    to    689.  > 


Before  and  After  Garbon  ClemnlBf. 

nrat,  drain  the  water  off  by  opening  the 
cock  at  the  bottom  of  the  radiator:  th«a  discoe^ 
neet  the  wires  at  the  top  of  tbe  en^ne  and  alia 
the  radiator  connection  attached  to  tbe  radiator. 
Rcniove  the  15  cap  screws  which  holds  the  cylinder 
bead  in  place.  Take  off  the  cylinder  bead  and.  with 
a  putty  knife  or  screw  driver,  scrape  from  the 
cylinder  and  piston  heads  the  carbonised  matter 
(as  per  fig.  64)  being  careful  to  prevent  th«  apeeks 
of  carbon  from  getting  into  tb«  cyUndera  or  other 
openings. 

In  replacing  the  erUndar  head  fasket  turn  the 
engine  over  so  that  No.  1  and  No.  4  pistons  are  at 
top  center;  place  the  gasket  in  position  over  the 
pistons  and  then  put  the  cylinder  bead  in  place. 
Be  sure  and  draw  the  cylinder  head  eapacrewa  dowa 
evenly  (i.  e.,  give  each  one  a  few  turns  at  a  time); 
do  not  tighten  them  at  one  end  belora  drawiiig 
ihi^m  up  at  the  other, 

Bemovmg  Caihom 

Fig.  bi — Carbon  removal  ia  most  easily^  done  with 
a  putty  knife,  after  the  cylinder  head  baa  been  re- 
moved.     The    fleaible   puttf 
knife    follows    tha    surface 
better    than    the    stiff    and 
KKi       flMP^y  narrow  blade  of  a  acrewdri- 

v«r.  Do  not  get  the  carboa 
in  the  openings  into  the 
water  Jacket.  Tbia  would 
tend  to  impede  tbe  flow  of 
the  water  and  might  cause 
overheating  of  the  angine. 
The  openings  Into  the  water  jackets  and  the  bo^aa 
for  the  cylinder  bead  bolts  can  be  plugged  with 
wooden  plugs,  or  pieces  of  cloth,  until  tbe  aeraplaf 
has  been  completed,      (aee  page  634.) 


OHABT  NO,  aso— Orindliig  Valves.    V^ve  Spxliiis.    Causes  of  Ixodes.    C«rben  EemoTftL 

*8ee  pages  798  and  S17.      **S<>f  also  pages  636  to  639. 


VALVES. 


^^P^rr<^;^ 


4— IV- 


o*- 


k-  8 


< 


rf^ 


-I^MflU 


\ 


Tig,  66. 


Fir  58. 


trig.  5&  — 

-^  Dlffi«Q»iooi    of 

Aniihed      OACt 

iron     tflftd 

Pl«,    58    — 

Dimeosioni  of 
finished  Tuni- 

Mide  br  Rleh 
Tool  Oo.,  lUil 
wAjr  EzcbftDfe 
Bldf.,  Obica- 
fo.  nL 

(SbApo  of 
vftlTO  ii  mmro 
liko  one  abown 

in  flr.  81) > 


culty    bf    r«f*oiQC    Iho 
(■«*«  also  P«(f  882). 


▼  ftlTf 


69 — VslTo  r*- 
fu«r:  When  Ford 
vftlTos  are  badly  pit- 
ted it  it  nearly  Im- 
poKiiblo  to  f«t  »  p«r> 
feet  teat  tad  the  tool 
ihown  is  de«i^ed  to 
OTercotDo  ih  is  dllf i- 
iniUftd    of    frinding 


I 


90  Q  Q 


Fig.  61 — V»lTe  cle«rftnc«  •d- 
jUBtan:  When  tbe  space  bo- 
tweed  the  end  of  tbe  paib  rod 
(8r  44.  cbsrt  332)  and  tbo 
end  of  tbe  Talve  «tem  is  more 
thaa  %f  inch  (see  page  786 
tbii  ioitrDctlon)  then  a  click- 
ing coise  is  the  result.  As  tho 
Ford  Tslve  hss  no  means  of  »d* 
jtrntment  it  is  remedied  by 
either  initalliDg  new  valves  and 
**pusb  rods  or  tisiag  adjusters 
as  shown  In  tbis  illoitration. 


^ 


^-  BMAllg  iTgg-rn 


Fig,    67    —    OTorslia 

vaa>0    ttOBLS    are    neces- 

ft»ry    when    worn    valve 

guides    are    reamed    out. 

Tlie     standard     oversite 

valve    stem    is    ^    inch, 

(or  in  other  words  the  valve  guide  is  reamed  that 

much)   larger,     tf  the  standard  valve  item  was  fis 

inch,  then  it  would  be  ^44**  Urger  or  ^Ww"  di. 

Worn  valve  guides  admit  air  to  the  mixture 
which    CAoees    minfiring,    bad    startiog    and    noise, 

F<?rd  valve  guides  are  a  part  of  the  cylinder  cast- 
faig  and  cannot  be  renewed.  Reaming  and  fitting 
Oreraiae  valvea  is  a  better  method  than  to  ream 
tbe  guide  large  enough  to  put  in  a  bushing.  Un- 
Ims  a  great  doal  of  metal  was  removed,  the  buihtug 
would  be  so  thin   that   it   would   not   last  long. 

A  reamer  ^^tu"  is  used  to  ream  push  rod  or  tap- 
pet hole*  ^64"  oversize  and  a  ^V^" 
reamer  for  reaming  valve  etem 
gnidea  Vie"   oversinr. 

Flf.  68^-A  TilTO  CQlda  reamer: 
Wben  reaming  tbe  valve  guidee  it 
is  necessarj  to  ream  true,  therefore 
a  guide  is  necessary,  the  guide  ie 
nhowu  clamped  to  cylinder  h«ad. 
The  reamer  is  then  passed  through 
the  gmlde  and  turned  by  a  band 
tap  wrench. 
f«6a 

60 — Vftlve  teat  reamer: 
ii  used  for  the  same  purpose  [ 
in  tbe  valve  s^at  as  the  refacer 
la  &aed  on  tbe  valve  face.  Jnst 
■DOogh  reaming  ii  necettary  to 
remove   the  pitting.* 


•»«» — i  PftM  or 


Bvtlom 

OtWafB^ 

r«pp*( 


J 
..1 


i   Omc* 


L 


t»Wrt 


Fig.  36 — ^If  valTo  tappet 
become*  worn  with  a  de- 
presston  In  end  of  tappet. 
this  wonld  throw  the  valve 
out  of  time  if  etesrance  was 
meaiured  with  thicknesi  on 
top,  or  iidei  af  depression, 
Instatl  new  tappet,  also 
valve.  (see  page  786. 
•Waive   clearance.") 


Can  Ford  T«l7cs  be  enlarged 7 
This  question  is  often  asked, 
There  is  hardly  enough  metal  to 
permit  reaming  out  the  valve 
ports  more  than  9^s  inch.  Tb(* 
diametar  of  tbe   standard   Ford  jpig^  %q^ 

velve  is  IH    inches    (measured 

At  the  seat.)  Reaming  oqt  valve  seats  to  make 
fbem  larger,  is  attended  with  grare  riaks  of  cutting 
through  the  metal  and  ruining  the  ey Under  block* 
eepeciaHy  if  tbe  cores  were  not  aet  esACtlf  true 
when   tbe  caeting  was  made. 


tFord  pUtoo  rings  1  are  mil 
with  a  .002"  taper  so  that  the 
ring  will  bear  00  tbe  lower  edge. 
This  is  done  so  tbo  ring  will 
scrape  the  surplus  oil  from  the 
cylinder  wall  on  the  down  stroke, 
thus  preventing  an  axcess  of  oil 
getting  to  compression  chamber 
Tberv  la  a  pnneb.  mark  on  the 
Inside,  upper  edge  of  the  Ford 
rings  (see  P.  fig.  17).  On  tbe 
earlier  rings,  there  was  a  file 
ronrk  in  upper  edge,  to  show 
which  side  to  place  up*  If  ring 
it  uptide  down,  it  wit]  have  a 
tendency  to  pump  oil.  See  also, 
pages  792  and  793.  Ring  gap  clearance,  sre  page 
649.  Rings  are  softer  than  cyL  walla  and  become 
under  size  in  time  and  should  be  replaced  after 
10,000  miles. 

Ftstont:  fiee  page  645  explaining  the  three 
conditions  which  necesaltatos  piston  replacement. 
On  a  repair  job,  a  Ford  piston  should  fit  to  bora 
of  cylinder  so  that  a  .004'^  thickoesi  gage,  placed 
botween  piston  and  cylinder  wall  is  tight  and  ui 
.003"  is  loose.  On  commercial  jobs  pistons  may 
be  fitted  so  that  at  .006''  gage  will  be  tight,  but 
tbe  pistons  are  liable  to  ilap  and  be  noisy  until 
warmed   up. 

The  Ford  pieton  Is  .010"  muller  at  head  than 
at   skirt.     Lealcy  platona,  see  page  656. 

OTerhead  Talvea  on  Ford  anginas  with  16  valves 
for  racing  purposes  sre  offered  by  Laurel  Motors 
Corpn..  Anderson,  Ind.  and  Craig  Hunt  Co.,  In- 
dianapolis. It  is  claimed  this  will  give  angina  in- 
creased  speed.  It  is  oecesiary  to  use  a  larger 
radiator  and  circulating  pump  however,  due  to  in- 
crease of  heat. 


DHABT  NO.  :t37 — Val^e  Dimensions.    Valve  AdjuBters.    Valye  Guide  Beamer.    Valve  Eefacer. 

*There  ii  a  limit  to  the  sfnount  of  reaming  that  c«o  be  done.  If  reamed  too  often,  tventnally  the  ▼alvos  will 
bo  lowered  enough  to  form  s  pocket,  (see  fig.  8,  pege  71 S.)  * 'Push-rods  ^-In.  OTersise  can  be  secured  of 
eupply  houses.  fTbe  exact  dimensions  in  thooBandths  part  of  an  inch  of  tbe  Ford  vslvi*  is  as  follows:  dia. 
iraWa  head   1.421675;   dia.   of  valve  utem  .811:   length   of   valve   stem    4.976", 

PlJten  and  connecting  rod  aligning  tools,  bearing  fitting  gnuge  and  other  Ford  **Speed-np**  tooli  can  be  secored 
of  St*»venn  Co  ,  375  Broadway,  X.  Y.  t-Vow  machined  with  a  groove  near  the  edge  which  sliould  Jjc  towards 
when    plared   cai    piiiiloo. 


i. 


792 


FORD  SUPPLEMENT. 


FIGbd     PtgtOH 


flGt^^ 


Plgtoiis — Cast  Iron. 

ng>  63 — Th*  st&ndAxd  Ford 
piston  11  8^  inches  dtAmeter, 
The  piitcra  pin*  U  Ihe  oacilUt- 
iQK  typ«  Bs  explaiaedi  on  p»ge 
645.  Therefore  **bueliinffi  ire 
oscessAry  in  the  boiwi  (or  tbft 
piitoa  pin  to  osciDfttt  in.  The 
pi«tona  eome  with  the  bu«b- 
iaKi  Att«d.  tOversix^B  which 
f^An  b*  secured  ite  given  on 
pftge    609,    see   aUo,    puffe    71^1^ 

Rijig5 — There  »r«  three  rlngi,  two  pUced  above 
»nd  one  b^low,  si  «howD  ift  flg.  63,  They  "neMUjre 
3\  inchet  diameter  by  %  Inch  width  (about  ,004 
lees).  Ring*  to  At  overiiae  pistons  can  aUo  be  ae- 
eured.  (tee  pagei  653  to  659,  for  ring  6ttinr  etc.. 
also   page    600,    71*1    and    649). 

The  rings  are  pprentric  and  thinner  at  the  enda. 
Thickness  at  cenipr  ia  about  .ISO  inch,  at  ends 
.085  inch.     See  also,   page  191,   649. 

AJiunlBmn    Ford   Pistons. 

rig.  64 — AlamiDum  pU- 
toos  aUo  called  "Lynite, " 
are  being  advocated  by  va- 
rious tnannfacturers.  They 
claim  that  by  reducing  the 
weight  of  the  reciprocating 
parts  it  lessens  the  vibra- 
tion and  pt^riiiits  quiclcer 
**pick'Qp"  and  higher  en- 
gine  speeds. 

Aluminum  expands  more  rapidly  than  east  iron. 
Hence,  these  pistons  must  be  fitted  with  greater 
clearance  to  keep  them  from  sticking  in  the  cyl- 
inders when  the  engine  becomea  very  hot. 

Oleumnce  ▼arias  according  to  design  afid  type 
of   piston   iknd   speed   of  engine. 

For  average  speeds;  .OOT  to  .008  at  skirt,  and 
.014    to    ,016    ttt   top — see  also,    page   791, 

For  racing;  eo  to  70  tn.  p.  h.,  .014  to  .016  ftt 
skirt  and   .024    to  .027  at  top. 

As  aluminum  conducts  the  heat  away  more  rapid- 
ly, it  is  claimed  that  leas  carbcin  forms  on  tli«  lop  of 
an  alnminujm  piston.  It  ia  also  claimed'  that  there 
is  less  friction  between  piston  and  cylinder  walla, 
and  that  they  cause  lets  wear  on  the  cast  iron 
cylinder  walls. 

Most  alaminuin  pistons  are  supplied  with  aom.e 
form  of  special  piston  riogs.  which  are  intended  to 
prevent  the  leakage  of  the  gaseii,  tljus  increasing 
both  the  power  and  the  economy.  The  extra 
clearance,  when  cold,  is  supposed  to  make  the  engine 
easier  to  crank,  hut  unless  carefully  fitted,  alumi 
nuia  pistons  are  apt  to  slap  (see  page  637}  and 
rattle  at  low  engine  speeds,  until  itticy  becomt' 
warmtd   up   and    expnnd    to   a  more    perfcci    fit. 

tThe  McQuay-Norris  Co.,  of  St.  Irouis,  Mo.,  manu- 
rscturers  of  the  ^'Lytiiie"  Ford  piston,  state  that 
the  pistons  they  auj^ply  can  be  furnished  in  stao 
dard  9  m  inches  dianieu-r  and  ^3  inch  larger  or 
to  be  exact  31  thousandths  oversise.  Also  by 
special  order  any  intermediate  site  (in  thousandtha 
of  an  inch)  between  the  two  dimensions  just  given. 
In  ordering  odd  sizes,  the  exact  diameter  of  oyl. 
hore  roust  be  given  In  order  that  the  proper  clear- 
ance  can  be  allowed  for  pistons. 

When  ordering  pistons  always  state  if  **alaD- 
dsrd"  or  * 'oversize"  is  wanted  and  if  latter,  cali- 
per cylinder  walla   carefully,  per  page   64!^. 

The  Butler  Mfg.  Co.  of  Indianapolis,  supply 
aluminum  pistons  in  tiiea  .002  to  Via  inch  and  spe- 
cial orders  %2  ^nch  larger  than  tho  standard  stae 
of  3%  inches.  They  also  state  that  from  ,0020  to 
.0025  clearance  is  allowed.  They  further  state  that 
^2  inch  is  the  limit  for  reborlog  to  overkise,  (see 
paces    fiSt    snfl    645    for   piston    cl*>arance    etcl 


nG.6S 


trig.  65  sbowi  A  raase 
vhieh  can  be  Stt«i  is 
an  ordlnaiy  drlQ  jBtas. 
Beboris^  ia  but  Urn* 
ever.  The  Aai«rleaa  *•■ 
buring  tool.  whUk  m» 
he  opera te<l  by 
in  a  20-  drill 
lie  secured  of  FvHi 
Branches. 

^iBnlargliig  Ford 
Cyli&dexs. 

When  oven  lie  pistots 
are  fitted  to  cylinders  a 
ts  usual  to  rebore^  rcaa 
or  grind  the  cylindtsn 
out  to  the  proper  stia 
Thera  are  d  i  ff  c  r  t  a  t 
methods  for  doing  tUi 
aa  explained  on  pafss 
653,  654  and  009,  la 
•oms  instances.  after  an  engine  has  bcaa 
dflven  for  10  to  20  thouaand  milea,  the  walls  aay 
wear  slightly  and  a  slight  overal^e  piston  cns7  b* 
fitted   without   enlarging  cylinder. t 

Allgxdn^  Reamer. 
Fig.  66 — Is  a  reain«r  deaigned  to  re&m  all  tkras 
tn&in  beaxlngs  almnltanaoualy  and   saves   much  lisw 
in   scraping  and  refitting  bearings. 

T  I1  e  unequal 
distribttUon  af 
weight  and  dri» 
tng  strain  on  tlM 
crank  abaft  of  1 
_  Ford    cnigiBs  nal' 

Fig.  66.  ^"^  u rally  eainaaa  ma- 

equal  wear  in  the  malu  bearing.  It  can  be  eeen  t^at 
tighlening  up  only  on  the  bearing  caps  will  spring 
the  shaft  out  of  line  and  throw  additional  alrain  as 
the  bearings,  eaosing  them  to  wear  loose  agaia 
very  rapidly.  This  reamer  wilt  bring  »!!  beariagi 
to  proper  size  and  perfect  alignment.  An  allew- 
ance  of  ,0026  inch  ts  made  for  wear  of  crank  shaft- 
This  reamer  ean  also  be  used  for  r«amlng  tibi 
connecting  rod  lower  bearingA,  as  they  are  the  tas* 
diameter  as  tho  main  bearings,    (Stevens   Co.,   X    V  t 

ttSpeclal  Beamers  For  Ford. 

Fig.  67 — Expanding  reamer:     A  good  set  of  reav 

trs  are  very  fssential  to  the  repairman.      This  par 

ticular  reamer  marketed  by  Stevena  Co^  375  Broad 

way.  N.  Y.  is  an  expand 

ing      type.        They     aw 

grotind  .005   inch  nndis^ 

sise  and  can   bt  broogfei 

up  to  .005  inch  ovariiBsu 

This  la  an  added  advaa^ 

tage. 

Reamers  are  nsad  for  reaming  ont  sucb  parts  ai 
piston  pin  bushings,  steering  spring  bushings,  trans 
mission  triple  gear  bushings,  eam  abaft  front  and 
rear  bushings  etc.  In  fact  they  are  iodeapeoaibis 
(o   the   repairman — -see   also,    page   791, 

Beamer  for  spindle  body  and  spindle  arm  bnablng: 

A  2'in-l  reamer  for  front  axle  bushings.  The  5  Inch 
section  reams  the  Apindle  body  buihings  in  perfect 
alignment  at  oue  operation. 

The  1-inch  section  is  for  tts«  In  the  spindle  aiB 
bushing,    price    each    $2.40. 

Reamer  for  piston  pin  bnshing:  Used  for  raaa- 
ing  through  both  the  piston  pin  bushings  for  psr- 
te*'t  alignment   of   piston   pins,   price   each   il-75. 

Fig.  6S — Heamers  are 
usually  made  with  either 
straight  or  spiral  flnies 
(see  page  706).  8leviei 
Co.,  S75  Broadway,  M.  T* 
supply  reamers. 


DHABT  NO.  338--Pl6tonii;   standaxd  and  ovenlze.    Cast  Iron  and  Aliunluuin.    Reamers  for  C^Hl 

dera,  Main-Bearlng»  Sp!ndles»  etc. 

♦Piston  pin  is  *TU  i^^h  dla,  x  2%   Inches  long.     tSee  advoriisement  of  South  Bend  Latba  Works. 
**Flston  pin  bushings   (pairs)    are  phosphor  bronsa,  1^0   inch  dia.  x  1^  inches  long. 
fStandard    overstxe  pistons    nuprdied   bv   Ford    Co. — see  pstje  609,      .0026  can  be  u^ed  in  w, 
re^ortng-imt    by  curefully   Iwppinjf       If  cylinder  is   out    or   round    then    reboring    is   nece 
stale  thi-y  hi*ve  dinconnmir-il   the  m  tnufneture  of  aluminum  pixtona.     tflf  cylinder  la  otit  of  'leii 

ig  neeuBMiLry.     Cylinder  Baborlog   Tools   can   ht  aocnred  of  the  ITniversal  Tool  Co.«  Inc.,  43a  Wood' 
Vgtrott'     Tin-   firm  «Uo  manufaenvreH   a  Mum  BpaT\ft<;   BaW^iuinc:    and    Horunr    Kquipment    ^uitablj 
.Mr/    ^\*r  /»'''    Trnrlof    ©ngUie*       Wr^c    for    \,t  tiV**i\   Taat^iet   fsu    "'VITCO'"    \>i;:\\\\v\t.    %\V,\'i\v  *.t«    vn^de    by 


WltJMIf 


lea  riiilflfl 

dvarSH 


ENGINE  POINTEKS. 


I' 


OTer-IrUbrlcatlon  of  Cylinders. 

'When  th<>  tpark  plav  is  coattiQtly  otly  or  fouled 
Bjid  conitantly  misatne  and  exe«««  of  imoke  it  emit- 
t«d  out  of  thb  «ihau6t.  this  iadicateB  that  too  much 
oil  U  workjujf  piist  thf*  pbton  rLngt,  or  at  lea*t  loo 
macb  oil  is  p»fltlnjp  into  combustion  chamber  from 
craalc   case. 

Ofttiaei. 
(1)  The  oil  level  in  craak  c&ae  may  be  carried  too 
hiffb.  It  should  not  be  abote  the  upper  pet- 
cock  in  the  crankciie.  I  tee  tg.  6«  chart 
820). 
(t)  The  front  spring  may  b«  iaee«d.  If  the 
front  end  of  the  engme  it  loiiver  thao  the 
rear,  the  oil  will  not  drain  back  into  the 
■amp  until  tbcre  is  too  mnch  oil  under  the 
front  piflton,  A  heavier  pad  bi'tween  the  front 
spring  and  the  frame  will  level  the  engine, 
(t>  The  cylinder  bore  mav  be  worn  oval  by  the 
8td«  (hruRt  of  the  connecting  rods  on  the  pit- 
tons,  or  thf  cylinder  wiUt  may  be  grooved  and 
•cored.  All  four  cylinders  should  be  re- 
bored  at  the  same  time,  and  fitted  irith  over- 
sise   pistons. 

(4)  The  points  of  the  apark  plugs  may  be  too  close 
together,  thua  allowing  oil  to  short- cirevit 
th^m  too  easily.  Bend  the  points  slightly 
farther  apart  and  <not  over  1^3  inch)  oend 
the  side  electrode  upward,  so  that  the  oil  will 
drain  ofT  to  one  side  and  not  collect  botrween 
the   points. 

(5)  Leaky  piston  ring»— page  658  and  655. 

X  broken  piston  ring  will  be  indicated  by  a  click 
or  light  knock,  by  io«i  of  compression^  and  by 
smoke  from  the  oil  filler  pipe  or  crankcase  breather 

Well  fitted  pistons  and  rings  will  alrnost  invaria- 
bly cure  trouble  caused  by  overliibrication  of  tho 
cylinder.  If  it  does  not,  and  none  of  the  above  is  the 
eftnae,  then  tlie  engine  is  afTticted  with  what  is 
termed  "piston  pumping  oil'^  which  is  explained 
Ml  pafe  653  and  the  remedy  Is  to  doctor  the  rlnga 
(Hkd   piatou. 

^Remedying  Piston  Pumping  Oil, 
One  method  is  to  InslaU  a  patented  lenk  proof 
type  ring  (spc  page  655.)  The  pstented  ring  is 
Qanatly  placed  at  the  top,  to  bold  the  compresaion 
above  the  piston,  but  is  sometimes  placed  at  tb« 
bottom  as  it  is  claimed  that  less  oil  will  be  used 
in  this  way.  The  use  of  all  three  patented  rings,  (if 
s  tight  fit)  will  sometimes  prevent  the  walls  of  cyl- 
iadere  getting  a  snlTleipnt  amount  of  oil — therefore 
tUl  ranst  be  considered  and  probably  lapping  the 
rteg  to  cylinder  as  explained  on  page  657  will  help, 

Another  method,  fig.  69 — tihowa  a  piston  doetored 
to  prevent  oil  leaiEs;  a  patent  two-piece  ring^  which 
is  designed  to  hold  the  com- 
pression. Below  the  second 
ring  {about  four)  1^6  in.  ho  lea 
are  drilled  through  the  piston 
concave  walls  which  allow  oil 
•craped  from  th*»  cylinder  walls 
by  the  rings  to  run  through 
these  holes  back  to  erank  ease. 

The  bottom  ring  has  one 
edge  beveled  or  chamfered  as 
shown  in  fig.  69.  The  cham 
fered  edge  of  the  ring  ahotild 
be  placed  upward,  as  shown 
^  on     the     piston,     ao     that     the 

j?ig.   btf.  chftmfered    edge   will    tlip    o'rer 

the  oil.  white  the  sharp  edge  on  the  bottom  of  the 
ling  will  scrape  off  the  pzeesa  oil  and  force  il  bark 
Into  the  crankcase  on  the  downward  stroke^  (t^v 
ftlao  page  6'3,    "piston  pumping  oil.'*) 

Tlf.  70  shows  A  method  of  chamfering  the  lower 
past    of    the    3    rings    And    is    upually    all    that    IF  ^' 
neceaaarr.      Thin    should    be    tried    before    fitting    a« 
patent  ring  or  drilling  piston.  U,, 


inder  walls  are  not   "scored"    (cut)   lee  piftf  fi52. 
050  and  e&3, 

llPiston  Clearance. 

Ford  pUtona  shoold  be  fitted  with  %  clear ance 
between  pietons  and  eyUuder  wftUa  of  from  .002 
to  .005  inch.  Less  than  .002  inch  ia  apt  to  caaee 
sticking  and  more  than  .005  i«  apt  to  eanae  '^pie- 
ton  fliap"    t  see  page  687). 

Further  instrurtions  on  the  6tting  of  pistons 
and  rings  can  be  found  by  referring  to  page*  651 
and  657, 

**Iii  creasing   Compressiou. 

This  means  that  by  reducing^  the  space  in  the 
combustion  chamber  from  head  of  pi  a  ton  to  inafde  top 
of  compression  chamber  of  cylinder — when  plaion 
ia  in  its  uppermost  position — the  gas  would  be  com* 
pressed  tighter,  therefore  more  eirploslve  foree 
when  combustion   takes  place. 

Opinions  vary  on  this.  For  high  ip'Ved  work  it 
might  possibly  help — bnt  the  heating  will  increase 
and  a  circulating  pump  or  larger  radiator  (special 
rneing  type — see  page  820)  will  probably  be 
reel  ni  red.  Refer  to  page  627,  under  heed  of 
*'CompreBsioo" — also  page  817. 

The  question  was  recently  asked  of  a  manufac- 
turer of  Ford  parts  a*  follows: 

(Q. )  Would  you  adviae  catting  cylinder  base 
down  Ml  inch  to  increase  compression  on  engine 
for  racing  ( 

(A.)  "It  is  much  easier  to  plane  off  the  cylinder 
head.  Another  method  would  bt-  to  use  special 
pistons  to  increase  compresaton  V«  inch.  We  had 
an  experimental  machine  fitted  in  this  manner  and 
fonnd  satisfactory,  and  is  no  doubt  the  most  practi- 
e«l  way.  Increased  water  capacity  is  neces«ary 
and  some  form  of  circulating  device  each  ai  a  pump 
adviaable.** 

Right  here  the  writer  wishes  to  add  that  in  a 
recent  race  tournament  of  Fords,  not  one  of  the 
engines  had  increased  romprfssion.    (see  page   ?17,) 

**Euniiliig  In"  XSnglne. 

After  engine  haa  been  overhauled,  new  rings,  bear- 
ings, etc.  fitted,  it  is  a  {rood  plan  to  jack  ap  rear 
wheels  per  fig.  73.  put  about  1  hi  fTaltons  of  In- 
bricating  oil  in  crunk  case,  put  water  hose  in  radia- 
tor and  run  engine  for  several  hours  to  work  rings 
and  bearings  '^In."  Note  when  "rttnning  ta"  an 
erif  Ine,  the  water  should  be  kept  runaing  convtantlir. 


When  doing  thia  work,  the  engine  is  usually  eut 
of  the  frame  of  car,  therefore  another  plan  would 
bo  to  place  the  engine  on  a  stand  made  for  the 
purpose  as  in  fl,g.  73  and  nin  engine  from  a  belt 
from  line  abaft.  Thie  of  course  is  for  a  repair  shop 
with  considerable  work.     See  also  page  d23. 

Many,  after  fitting  parts  and  first  following  plan 
shown  in  fig.  72.  then  take  car  oot  and  run  alow 
and  carefully — not  over  12  to  15  m.  p.  h.  for  the 
first  600  miles— this  Is  very  Important  as  cylinder* 
are  liAblc  to  he  eut.  Use  plenty  good  oil.  (Seep.  655,) 


■*&*? 
?^^ 


3 


^4S0Cfi«ee  MkiNCH 

Fig.  70. 
To  chamfer  means  to  bevel  the  part  (as  shown 
in  illuBtratioo)  with  a  file  «r  emery  wheel.  Note 
iUnstration  gives  an  idea  as  to  the  amount  and 
eagle  of  the  chamfer.  This  will  permit  cyllnderii 
to  get  oil  but  will  prevent  oil  working  past  rings 
into   combn»tion   chamber,    providing  of  course,    cyl- 


(r^:H 


Fif.  73 — Engine  stand  constructed  of  wood.  A 
regular  front  bearing  bracket  of  the  Ford  Is  at- 
tached to  stand  to  form  the  support  for  the  front 
end. 


CEA£T  NO.  d.HU — Over  Lubrication  of  Cfyllnders.     ''Running  In*'  Bnglne,    Increasing  Compression. 

♦See  page   586,    "Spark   Plugs   Indicate  Valvo  Condition/*      "See  also  pages  (S40.   629.   817  and  90S. 

•The    treatment    applies    only    to    those  cylinders    in    which   the  Rpark  plugs  ate  c^\!l*,Vwa\t   ^"^  viifts^^ft.,  -^^^xsaC^ 

L       No.  1   (front),  and  often  No.  4   (rear).  tSce  also,  pages  O^-i,  1^1.     t\^*«  \>m%  ^^"4,  ^\^.  eA>^^.Vt>^  x^  ts^«»»«* 
I      pie  ton  e  lea  ranee. 


FORD  SUPPLEMENT, 


! 

I 


't'Fair  Oliarges  for  OvarhauJing  a  PorcL 

The  prices  given  0£i  this  lUt  Are  for  IndiTiduKt  r«' 
pmirB,  and  ara  the  Iftbor  charges  onLy.  The  mA< 
teriala  used  and  the  parts  matalled  ahouJd  be 
oharged  for  extra,  according  to  the  establiahed 
pHcM   ^Iven   in   the  Ford  parta  price   Hat. 

The  pricea  charged  are  ampljr  high  to  cover  the 
beat  quality  of  work,  the  work  can  he  guaranteed 
at  theie  prices,  and  tho  repair  shop  will  make  a 
fair  profit  oa  the  work. 

BugliiA  Divlsloii. 

Charge 
for  Labor. 

Overhaul^ 

Eogiao  and  traoamiasion l^l&.HO 

Eagioe    only     (or    eagiae    and    tranamia' 

aion    oat    of   car)     14.50 

Tranamiision     * 1 1^00 

Repair 

Bnroed  nut  hearing    ' .10,60 

Main    bearing    knock    ....,,      8,50 

Put  in  two  or  more  piatons    .,., 6.00 

Cylinder    knock    .......*.. , . , .  ,6.00 

Put   in   two   or  more  connecllng  roda  or 

repair    oil    l«ak fi.OO 

Put   in   one  new   piatoa 5.00 

Leak  iu  crank  ease 5.00 

Put   in   one  connecting  rod E.75 

Grind   v&Ivea,   clean   carbon.... 2.76 

Changf?   traniimisAion  banda    . 2. SO 

Robore  and  rebahbitt  cylinder  block  in- 
cluding fitting  of  piatosa 8.00 

Rebore    cylinder    block    only ..........  .      2.00 

Tighten    tranHtniBsion    gasket    cover    on 

caae.  or  rebusb  tranemisHion 2.50 

Oylinder   head    bolts    (stripped) 3.60 

Replace  crank  shaft  starting  pin 1.50 

Cylinder    front    cover ■  . , .     2.00 

Overhaul   carburetor 2.00 

Braie  crank  casi«  arm  only 1.50 

Change   cylinder   head   gasket    1.2S 

Tighten  engine  to  frame 1.25 

Commutator   wire   loom  and   brush. 1.00 

Assemble   fly    wheel   only l.OO 

Change    carburetor 76 

Leaky   door   or   clean    crank   case 00 

Change  fan   pulley  asBemhly SO 

Commatator  pall  rod  ball  joint .60 

Leaky    carburetor 1.00 

Bear  System  DlvisloiL 

Overhaul  rear  axle  or  install  new  housing,  .  .|  0.00 

Change  rear  radius  rod 1.50 

Replace- — 

Rear  spring,  tie  bolt,  or  new  leaf*  In- 
cluding graphiting  leaves  and  line  up 
body   rear  apring   lie   bolt  only......      S.OO 

Rear  spring  tie  bolt  only 1.50 

Hear   axle   assembly    3.00 

RebiLsh  system 2.00 

Repair — 

Install   universal  joint 2.50 

Shaft    straighten     1.50 

Dope   leak,   one   side 1-00 

InBtall   brake    shoes,    each    ............      1.00 

Equalize  emergency  brakes  and  fit  brake 
shoos     or     repair     hand     brake     lever 

quadrant 1.25 

Emergency  brake  only 76 

Tighten   universal  joint 60 

Change   truss    rods,    each .60 

Change    brake    rod    supporta    each ......        .60 

Install  or  tighten  rear  spring  retainer  clip        .60 
Front  System  BiTlslon. 

Rebnsh    front   axle |  6.00 

Rebush   aplndles    (each    side,    f  1.50) .  ,  .  .      9.00 

Repair — 

Broken  off  radiua  rod  ball  cap  stud....      2,50 

Straighten   front  *ile 2.60 

Front    spring   tie    bolt— or   new    leaf,    in- 

eludiug  polishing  and  graphiting  leaves     2.00 

•         Front  spring  or  tie  bolt — replace  only..      1.00 
Tighten  ball  cap  or  replace  radius  rod .  .        .60 
ObasslB  DlTlalon. 

Replace    steering    gear ....9  3.00 

Replace  fenders,  each .        .50 

Replace  front  cross  mombef 6.00 

Repair — 

Overhaul   radiator <  , 6,00 

Remove    ahock    absorbers — oil    graphite 

spring 5,00 

Leaky   radiator — off  the  car 3,75 

Straighten    front    cross    member 3.00 

Overhaul   steering   gear 3.00 

Change   roil    with    Yale   lock... 3.00 


LM 

.90 
10.H 


^^     (for 


CHABT  KO.  340—FaJiX  Prices  for  Or^rlmiiliiig  rotd  Cam 

ffordowDer   Afaxacioe.) 
*S0O  alto  pmgB  595,     Prlee*  are  not  correct  noiw. 


Huplace  muffler M 

Install  running  board  brmcket SjSO 

Starting  crank LIS 

Install  engine  pans UtS 

Tighten  steering  gear «...^*     LIS 

Replace    wheel    (1)    f   .60;     (4) US 

Leaky   radiator— on   the   car .»•     1M 

Wheel*    overhaul    or    change    bub — eaeb 

(cones   and   ball  race) LOO 

Adjust    clutch M 

Starting  crank  ratchet  pin   ............       .60 

Gasoline  feed  pipe  or  generator  tulM....       M 

Tighten  muffler  or  engiae  pa&    .60 

Install  radiator  or  replace  hose  coanee* 

tion,   each 90 

Tightea    or    replace    fender    or    nrnxUtif 

board .66 

Dope    oar .SO 

Body  DlTliion. 

Repair — repaint  and  varnish  car"" f 20.00 

Refit   curtains  and   recover   top.  ........    10.06 

Roupholster  body  (if  new  material  U4#d).   10.00 

Change   closed  bodies * . .      B..0O 

Change  touring  car  or  runabout  body...     6.00 

Tighten    all    bolts    6.00 

Chango    dash 6.00 

Change  bow  on  top,   each *  *      tJO 

Install    (1)    windshield  glass   ..........      1.2S 

Install    (2)    windshield    glass.... 2.00 

Reflnishiug  deck  on  torpedo  body. 1.60 

Tighten    all    dtiors L26 

Tighten  dash  to  body,  or  replace  born.  .      1.26 

Replace   top   iron,   each LI60 

Holes  in    top    

Replace  wlndshkld,  tighten  binge  acrewa 

or  dash  clips . 

Replace    celluloid    lights,    each. 

Dent  out  of  t^d^T  panel  and  reflniab .  , . . 

Dent   out   of  rear  panel 8.00 

Any  aide  panel  and  refluish. 6.00 

Any   side   panel •  .  .  «     4iOO 

Take   dent  out  of  door  and   reflnish...,      %M 

Take   dent   out   of  door    . . *     2.96 

Overhaul    Model    "T"    touring    car    or    rtio- 
about,    including: 
Repainting  car 

Repairing  body,  cushions  and  upholstering 
Top  repaired  or  recovered 
Motor  and   transmission  overhauled 
Rear  ay  it  em  overhinled 

Front  system   overhauled 66.06 

Of  course,  if  the  cor  is  equipped  with  an  electric 
starting  and  lighting  device,  or  even  with  a  fas' 
ihanical  starterj  this  may  make  the  work  of  over 
hauling  more  difficult,  and  so  tha  repair  ahop  will 
be  quite  justified  in  making  an  extra  charge  for  ibe 
extra  labor  involved.  If  the  car  is  fitted  wilk 
shock  absorbers  or  other  snpplement&ry  spriofn 
this  may  make  it  more  difficult  to  remove  the  rear 
axle  and  an  extra  charge  is  |uitiflable. 

What  Constitutes  an  Overha-tiL 
The  customary  labor  charge  for  a  complete  o^sr 
haul  of  a  Ford  touring  car  or  runabout  is  f  55.09. 
This  is  for  labor  only,  the  cost  of  the  parts  installed 
being  charged  for  extra  and  usually  mjkking  tba 
total  charge  about  $75.00,  for  a  complete  ovsEr- 
hauling.  If  the  body  of  the  car  is  not  painted,  aft 
allowance  of  f5.00  for  labor  is  usually  deducted 
from  this  charge.  The  cost  of  the  paint  and  var- 
nish is  included  in  the  labor  charge.  A  conLpIala 
oTflrhfttQlof  should  include: 
Removal  of  carbon  from  the  engiot,  ae#  ch^t  939 

and  pages   623   to   626. 
Grinding    the    valves,    if    necessary,     and     adjusting 

valve  tappet  clearance,  see  cbarta  S36  and  381. 

and  pages  630  to  635. 
Gleaning  gasoline  tine,  and  the  earburetor*  see  ptffcs 

162,   160. 
Flushing  radiator  and  water  jacket!  of  ea^ine;  mm 

pages    191,    chart   S35. 
Cleaning  out  old  oil  from  crankcase,  tee   p«g«  201. 
Cleaning  differential  bousing  and  filling  with  grease, 

see  page  772. 
Clutch   adjustment  and  rclining  transtaiitlon  beade^ 

see  pages  776  end  777. 
Adjustment   of   connecting   rod    end    main    beerinfa 

see  pagea  766,   787,   641  end  646. 
Fitting   of   pistona   and    rings,    see   pages    660,    967 

to  050. 
Adjusting,    or  replacing   rear   bub   brake   aheee,   eee 

page  781. 
Tighten    steering  gear,    end   spring  elipf   end 

parts,   aee  page  778. 


TOOLS. 


796 


••Soclt«t  Wret^cbet  for  Ford  C*x. 
AzLa  houfllnr  h<ilt  und  nnt  00641 620 

Bmll  iockf^t  bolt  Aod  tiut  27 IB 

Brmke   band  4504 

BrftJce  A  tct.  fup.  toll  A  nut  6020  2720 
Brake  fhoe  aupport  nut  24 IB 

Brake  Bboe  tupport    boU  6020-2720 

Olatch  lev«r  screw  and  omt  241B-601B 
Clutch  release  fork  clamp  icrew  27 IB 

Commutator  case  support  bolt  6016-2718 
CoanectiDg  rod  clamp  screw  2418 

0^iiin«<cilD^  rod  cop  bolt  and  uat  5810 
Gnsk  case  arm  bolt  and   nut  2718 

Oraak  case  lower  cover  screw  6064-1620 
^^ank  shaft   bearing  nut  ceo.  Ss  front   2418 

nk  shaft   rear   bearing;   nut  2416 

OylindM'  cover  St  crank  ease  2418  6018 
Cylinder  cover  boU  and  out  6018-2718 
OyliDder  cover  cap  screw  6018-2718 

Cylinder  inlet  connectisir  screw  1620 

C^liod«r  head  cap  lerew  1620 

Cylinder  bead  oatlet   con,   screw  1620 

Cylinder  raWe  cover  stnd  and  nut  2718 
Differential  case  stud  &  nut  1620 

Differential  drive  fear  screw  6064-1620 
Drive   shaft  pinion  castle   nut  5660 

D.  8.  Roller  bearing  stud  and  nut  1620 
Pan  adjusting  screw  and  nut  6018-2718 
Fan  bracket  boU  2418 

Fly  wheel  cap  screw  3822 

Front  fender  iron  bolt  &  nut  6064-1620 
Frost  radius  rod  ball  cap  tcr.  601B-2718 
Frost  radius  rod  nut  2418 

Front  spring  dtp  nut  6660 

Front  spring  tie  bolt  and  nut  1620 

Hub  bolt  and  nut  6660 

Inlet  A  eah'st  clamp  stud  &  nnt  601B-2716 
Manet  holt  6018  2718 

Main  bearing  nut  2418 

Main  bearing  bolt  head  1620 

lIufTler  bracket  bolt  A  nut  6018-2718 
Muffler  rod  nut  6064-1620 

Oil  lamp  bracket  screw  and  nut  3416 

Radiator  atod   and    nut  6018'271B 

Radius  rod  bolt  and  nut  5660 

Rear  fender  iron  bolt  and  nut  6064- 1620 
Bear  spring  tie  bolt  and  nnt  1620 

Rear  hub  lock  nnt  6660 

Rear  spring  clip  out  5660 

Reverse  band  4664 

Run  board  fender  bolt  and  nut  1620 

Running  board  bolt  and  nut  1620 

Stow  speed  connecting  lock  nut  4564 

Spiadle  arm  not  6660 

Spindle  bolt  nut  2418 

fipiadle  bolt  2418 

Spindle   con.   rod   bolt  2418 

Steering  gear  post  castle  nut  6024  2418 
Steering  post  bracket  2418  6018 

Transmission  band  adjusting  screw  4564 
Trans,  band  adj.  screw  nut  6018-2718 
Transmission  band  adjusting  nut  4564 
Trans,  cover  bolt  &  nut  6018-2718 

Coiveraal  bail  cap  screw  2718 

Valve    grinding    tooli,    V02.    VG3, 


♦•^'St.  LonJ*"  Ey«illt«.  gJ|!!lf:j!LaT 

Thla  device  (ig.  10),  controls  tha  cur-  ^*%--^^  mtatto 
rent  from  magneto  and  produces  full  >o-t>?v  - 
candlepower  of  lights  at  10  miles  per 
hour  atid  will  afford  a  full,  clear  light 
at  6  or  7  miles  with  a  very  slight  de- 
crease from  highest  speed.  Price  com- 
plete, to  go  in  dash  under  hood  $4.00. 
To  go  on  steering  post«  including  a  horn 
push    button    aui    switch    on    the    device,  u  lt       h  i%- 

so   lights   can    be   turned   on,   dimmed   or  cut   off,   price  f6.00 
Can  be  connected   in   30  minutes. 

Ford  Special  Toola, 
Bear  wheel  puller 
aasembly:  old  No, 
1933X.  new  Ko. 
8Z-612:  cam  gear 
puller;  old  No. 
1036X,  new  No.  32- 
611;         trumnlBtlon 


Vi?JJ  X 


clutch  puEer;  oto  Ao.  1953X,  new  No.  32-61*4. 


Cotter  Flos  for 
Ford  Oara. 
There  are  a  total  of 
95  cotter  pins  tised 
throogbont  the  car, 
and  6  different  siies, 
as  enumerated  to  the 
right. 


5— %a  I  H'  No.  06. 
33-^2  X  %"  No.  88. 
27— %2  X  %"  No.  753, 

4— %a  X  l**  No,  421. 
11— *4e  X  %*  No.  544. 
15—  ^  X    I*    No.     B2. 


fTo,  i  —  Ocin1>iiitttloa 
wrench  set:  arranged 
for  the  Ford  car  but 
good  for  all  cars.** 

Contains  No.  511 
ratchet  wrench,  y*; 
pxlension  bar,  0*; 
Universal  joint:  8 
preBfi4?d  steel  sockets. 
Sites  i%2.    m.i.   " 

«%2.     ^1,     =%2. 

and    1%2"- 
Price   #4,0C. 


FORD  AUTO  PLATE 

CUTS   ' 

^4X25    V<«X24    ysX24'y3zXl6 

/16X2>    yl6Xl4    /iX20     U.SF. 


**Butt»rlield  screw 
plate  is  designed  for 
Ford  Work,  contains 
taps  and  dice,  cutting 
^]l  the  threads  for 
r  I  fits  and  screwa  eta 
fiio  Ford,  Made  by 
ButierHeld  Co..  at 
Derbj  Line.  Vt. 
iSeeateo,  page  612). 


Inspection  After  Eepalring; 
See  to  the  FoUovlng: 

1 — Cylinder  head   tight. 

% — All  spark  plugs  firing,  and  tight. 

3 — Fan  belt  tight. 

4— Fan  bracket  boll  and  cotter  pins  tight, 

fi — Adjust  carburetor  properly. 

6 — Water  connectious  tight  and  no  leaks, 

7 — Hocid  properly  fit, 

8 — Head   lamps   burn,  properly  focused,  connectiona  tight. 

9— Front   wheels  adjusted,   lubricated  and  lined  up. 
10— Fenders  and  running  board  bolts  and  nuts  tight. 
11 — -Doors  work  properly, 
12 — Emergency  t}rake  adjusted. 
13 — Trans,  bands  adjusted. 
14^ — Floor  boards  fit  properly. 
15-^ — Grease  in  rear  axle. 
16 — Grease  in  all  cups, 
17^ — Oil  Id  engine. 
18 — Water  in  radiator. 
19^ — Tires    properly    inflated. 
20 — Examine  tool  kit. 
21 — Curtains  fit. 
22 — Horn   in  working  coadltioa. 


GHABT  NO.  »41— Wrenches  (Socket). 
Wrencli  to  Use. 


Taps  aBd  Dies.    Wheel  and  Gear  Pullers.    Wbat  Numbef 


*3ee  also  page  613,  and  page  704,  for  taps  and  diet, 

—  '     -  '    '    Dyke.  Electric  Dept.,  Orauite*  BVdf 


^^, 


n  be  secured  of  A,  I». 


*how  to  uae.'* 

%\.  l^u\a,  1&0. 


I 


CA^B  TQ  tidier 


Fif.    74r — Eiffbt   tida   of   Ford    etifbie   Bliciwjag 
dilfereQl  locatioa  mud  kiada  of  fiiikeU  used. 


Fig.    75 — Loft  side   of   Ford    eceio«   ihowiuf 
location  lad  kindi  of  ^asketi  uaed« 


Ptr  7a 


Gaskets, 

Set  of  gMk«t8  uid  felt  w&ali* 
ers  for  Ford  car.  SK80 — Uni- 
versal  \m\\  cap  gpasket.  S070— 
Orank  casn  and  cyl.  faaket,  L. 
H.  3071 — Crank  caae  atid  cyl 
eaiket,  E.  H.  3102 — Crank  case 
lower  corer  gasket  3111— Oyl. 
valve  cover  gasket.  3363 — 
Trans,  cover  front  gasket,  3377 
—Trans,  cover  gaaket<  3379 — 
TfSTis.  sloping  door  caskrt. 
3451— Control  bracket  felt.  4-F 
— -Trans,  cover  strip  7^x%x 
"Hw  inch.  6-F — Crank  case  arm 
atrip  3V4xHi%4  inch.  3S44— 
Steering  bracket.  2610B — ^For 
rear  axle,  2'/i(5^'?i»Ms  in.  280d 
— For  front  hob,  2H  in.  diaia. 
3012 — For  cjL  cover,  Zt.  l^^x 
%  in.  3279 — For  mag.  conUet, 
\%x%s.%4    inch. 


OUrOE    SCVTEW 


M 


^  GASKET 
CTLINDER   BLOCK 
FIG  2:1 


N 


Fig.    76 — Oulda    JKr»W»    kn 

handy  for  correct  replacsttDtal 
of  cylinder  head  gasket.  Tkef 
are  made  from  cap  screwa  with 
bead  cat  off  and  slotted,  ?lae« 
one  at  front  and  rear  diagoaal 
ly  opposite.  Then  plaee  gasks« 
over  gtttde  screws  And  replMf 
cylinder  head.  Screws  eat 
then  be  rerooTed. 


Oylindar  Head  Gaskets. 

There  is  a  copper-asbestos  gasket  betwi'co  lltf 
oylinder  head  and  the  cylinder  block.  There  ia 
practically  no  water  pressnre  on  this  gasket,  bnt 
there  is  a  cylinder  pressure*  of  from  sixty  pounds 
on  the  compression  stroke  to  250  ponnds  on  the 
firing  stroke,  which  must  be  withstood  by  the  gas- 
ket. As  the  cylinder  head  bolts  contract,  when 
cool,  and  expand  when  hot, — there  are  varying  de- 
pees  of  pressure  on  the  gasket,  so  the  cylinder 
head  must  be  securely  seated  lo  keep  the  cylinder 
head    gasket    from    blowing   out. 

The  gasket  is  composed  of  asbestos  fabric,  be 
tween  sheets  of  brass  and  copper  (see  page  717.) 
If  examined  closely,  one  end  of  the  gasket  will 
be  found  to  have  a  diHerent  curve  thaa  the  other. 
When  the  gasket  is  placed  on  the  cylinder  block, 
with  its  edges  coinctttmg  with  the  edges  of  the 
block. — tho  right  side  of  the  gasket  will  be  turned 
upward,  and  uo  further  trouble  will  h«  experienced. 

Shellac,  should  not  he  as«a,  on  either  aide  of  the 
cylinder  head  gasket  or  on  any  of  the  other  gas- 
kets on  the  engine.  H  shellac  is  used,  it  will  not 
be  possiblie  to  remove  the  gaeket  without  spoiling  it. 
But,  if  grease  is  used,  the  grease  will  hold  the 
gasket  in  place  when  the  parts  are  being  assembled, 
and  it  will  cause  no  trouble  when  the  engine  is 
again  taken  apart.  In  this  manner  cylinder  bead 
gasket  can  be  used  several  times. 

The  metal  surfaces,  between  whicn  any  of  the 
gaskets  are  clamped,  should  be  clean  and  free  from 
grit.  A  sm&tl  lump  of  dirt  will  tend  to  cause  a 
leak  and  spoil  the  gasket. 

Asbestos  can  be  BUbstitated  for  head  of  eytioder  If 
copper  cannot  be  secured — sheet  asbestos,  liie  ^6 
thick   X   7   X   20   inches. 


Oyllnder  Head  Cap  Screwt. 
Cap  Bcrews  are  aomctimes  broken  off  wtieo  ^ 
lightened.  Ordinarily,  this  involves  the  removal  of  tht 
cylinder  head  and  the  attempt  Id 
drill  out  the  broken  part  of  ik» 
bolt.  It  is  not  easy  to  hotd  the 
drill  perfectly  true,  lo  that  Iks 
threads  will  not  be  damagwl  b«t 
by  the  use  of  the  drill  cnlde  (O) 
furuiahcd  with  tho  set,  Iha  drill 
can  be  held  perfectly  central,  with 
out  the  necessity  of  removing  th» 
cylinder  head.  Then  the  threads 
can  be  cleaned  out  with  the  ^s 
inch  tap,  and  the  new  bolt  installed.  The  eyii&der 
bolts  must  be  kept  rather  tight,  or  water  ia  apt  la 
escape  around  the  cylinder  head  gasket,  (aee  alte 
page   709. 

If  crlinder  bead  cap  screw  threads  becomes 
stripped,  it  is  not  adviaable  to  drill  a  hole  m  h««d 
for  an  "oversise"  screw,  but  drill  cylinder  block, 
tap  and  set  in  not  less  than  a  Hxia  thread  bllad 
plug,  then  drill  and  tap  for  standard  cap  aerev 
(M&xl4.>  Mo  means  the  sise  of  screw  and  14  m#^aas 
the  nambor  of  threads  to  the  Inch, 


nc.  7SA-- 

Method  of 
driving  oat 
pill  In  start- 
lag  o  r  a  a  k 
ntobet  (E), 
when  flIliBC  a 
new  oxie. 


C7HAET  NO.  342— Gaskets.    Broken  Cylinder  Head  Gapscrews.   Stripped  Tlireada,   Starting  Oltaiil 
Bepair. 

A  broken  Un  belt  can  be  tempofirlly  Uced^wUh  %  vVoWnV^^i^  *\T«\Tt 


J 


RAISING  CAR  AND  ENGINE. 


I>«Tk«  for  B*l«liig  &ear  End  of  Ovt* 
Tig.  1  thowt  th«  hook  in  poiition  for  rftltinf  tbo 
reAT  ead  oi  cmr.  By  meADt  of  tbU  device  th«  remr 
•nd  of  th«  c«r  cfto  be  held  ap  leonrelj  while  r«moT' 
tug  or  rflp»irtn£  the  rear  iixle  ssaembly  or  epriaf. 
Ib   •tteching   the   hook  place  the  clamps  oo   end  of 

each  bar  on  the 
frnmo,  then  brins 
the  endi  of  the 
bar*  together,  one 
bar  reeting  la  the 
■afety  clevia  on 
the  other  bar. 
The  link!  are  then 
placed  in  t  h  e 
hook  on  the  chain 
hlock  and  the  car 
tmily  rajfled. 
5*- 


Fig  I'A  ahowt  in 
detail  with  tpeci- 
flcationa  the  meth- 
od of  eooatnictini; 
the  rear  end  heok. 
Tbia  equipment 
c«n  be  iB*de  hj 
local  bUckamltha 
and  Ford  agent  a 
will  ftad  it  an 
efricieDt  help  in 
their  rapatr  worlc. 


ff=»     >"^ 


•-^tauma 


■■> 


Berrlce  for  Ealilng  Front  End  of  Oat. 

Fig.  2  ahowi  device  in  putJtiun  for  railing  the 
f^nt  end  of  a  Ford  car  while  remuring  or  repairing 
front  axle  or  spring.  Each  hook  it  placed  on  the 
feeder  iron  below  the  nut  on  end  of  the  lamp 
bracket.  The  ring  la  placed  in  the  hook  on  tha 
ehain-block   and   the   car  easily    raised. 

Ford  agents  will  be  able  to  have  this  equipment 
made  by  local  black- 
■mi the  from  the  details  and 
ipeciflcationt  shown  in  fig. 
2- A.  The  front  end  hook 
■bould  be  part  of  the  aquip- 
n»ent  of  every  Ford  repair 
•bop.      (Ford  Times.) 


Fig.  70D  —  A  twisted 
spring  will  keep  the  aiart 
ing  crank  from  rattiiof. 
A  acreen  door  spring  is 
often   used. 


Fig.  70A— Ea- 
glna  llftinf 
book;  nsed  !■ 
coojan  ottos 
with  a  cbala 
bloek  to  re- 
move the  aa- 
gine  from  tbo 
frama.  It  ii 
in  two  parts, 
one  U-ibapod, 
and  bent  ia 
the  maonar 
ahown,  having 
eyea  to  catofi 
two  manifold 
stud  nuts,  the 


other  fastened  to  it,  and  bent  to  grab  below  the 
water  jacket  between  the  eecond  and  third  cylin- 
d«rt.  Ordinarily  the  manifolds,  cylinder  bead. 
tranimtsaion  caae  cover  and  crank  case  base  are  re- 
moved, the  illustration  showing  the  application  of 
the  hook.  When  these  are  removed  the  engine  wilt 
balance. 


Fig.  79B-Tool 
for  remoTtni 
the  ralTOt  may 
be  made  from 
a  piece  of  steel 
%  iu,  round 
and  about  13 
or  14  in.  long. 
One  end  la 
flattened  out 
for  about  d 
io.  and  tbaa 
drilled  ^  in.«  and  the  flattened  end  is  then  notcbad 
in  the  manner  shown  to  permit  insertion  beneath 
the  valve  locking  washer.  A  piece  of  %  in.  rod  ia 
then  bent  at  both  ends,  one  end  passing  through 
the  ^'incb  hole  in  the  lever  and  the  other  being 
used  to  hook  over  one  of  the  manifold  studs.  By 
the  aid  of  this  lifter  the  valve  may  be  removad 
without  removing  either  manifold. 

TowlZLg  in  a  Ford  when  the  dilferentlal  bappeoa 
to  lock  or  rear  axle  becomes  defective — loosen  bnb 
caps,  remove  wheels  and  withdraw  the  keys  in  azla 
sbafU.  The  wheels  ore  replaced  and  car  can  ba 
towed  in  with  wheels  turning  free.  Note — greaaa 
well  before  starting. 

Auxiliary  Wheel  for  Disabled 
Fords. 

Ford  cars  disabled  by  having  the 
rear  axle  broken  near  the  huh  may 
be  towed  in  by  the  aid  of  the  do- 
vice  shown.  A  bar  of  eteol  about 
3  ftv  long  and  1  H  in.  square  is  put 
ia  the  lathe  and  a  standard  Ford 
hub  turned  on  one  and  and  fltted 
with  the  cones  and  locking  nut.  The  other  end  of 
the  bar  is  then  forged  otit  flat  and  bent  to  clear 
the  rear  brake  band,  after  which  the  lower  clamp- 
ing straps  are  riveted  on.  The  addition  of  the  ap- 
per  clftmping  §trapa  and  a  standard  Ford  wheal 
makes  the  outfit  complete.  To  use,  the  disabled  oar 
is  jacked  up  and  the  auxiliary  wheel  clamped  ia 
place,  permitting  the  car  to  be  towed  in.  In  the 
case  of  a  front  wheel  the  procedure  is  mach  the 
same,  except  that  the  cross- steering  rod  must  bo 
lied  and  the  ear  towod  very  slowly.  The  device  ia 
not  limite'd  to  unc  on  the  Ford,  and  has  been  used 
to  bring  in   a    1-ton   truck. 

Eear  Axlo  Stand. 
Ftg,  79:     Oonstnicted  of  channel  iron  throughoat. 
each   upright   laid   out   at    a    point   of  an    L   on   tha 

floor  as  showa. 
One-half  of  Uia 
rear  axle  boiiriaf 
passes  throogb, 
and  Is  held  by 
two  of  these  up- 
rights, the  otbe* 
upright  holdiac 
the    toraue    tuba. 

^1iece  ts  riveted 
to  this  latter  ap- 
right,  serYing  at 
a     rest     for     fba 

radius  rods. 


nG*)9C 


CHAB' 


T  NO.  343 — Devices  for  Ealsing  Car  and  Engln«.    Otlict  "\3%«lia\  lEk\s!Q^, 


FOED  SUPPLE! 


^H                      ^\  Two  types  of 

^^                           1^        ^^^^^  carburetors  aro 

[  ^^■^MAi'^^^BEr^  f um  I  s  h  6  d  on 

^H.  ^^^B^El^BRIw  Ford    caxs: — 

^H                .^M^^^^^HV^  made    by    Hol- 

^B                ^^^^^^^^B  '^^    Broa.    Co., 

^B  ^^^^I^K       '^^H  Detroit,    Mlcb., 

r  B^^^^A.  ^^^m  ^^^  Kinga- 

f  jT^^^^  Byrne,      KiJigi- 

ton  A  Co,,  Ko< 
k  o  tn  o ,     Ind. 
There    is    very 
little  difference 
in    the    adjust- 
ing of  theae  two  carburetors,  but  there  is  con- 
Biderable  difference  in  their  repair,  bo  they  are 
here  considered  separately. 

Bash  Adjustment, 
Both  Holley  and  Kingston  carburctorg  are 
of  the  automatic  type,  having  but  one  adjust- 
ment^— the  carburetor  ad- 
justment knobt  is  on  the 
dash  (fig.  81).  Turning 
this  knob  to  the  right, — or 

fElL,miHM        ^"    *   clockwise    direction — 
IIKffllH        tends    to    give    a    weaker 
i|J'\I|iPj        mixture  and  save  gasoline. 
But,  turning    this   knob    to 
the    left,    opens    the    spray 
nozzle    and    gives    a    richer 
mixtiiTe,  which  makes  start- 
ing easier.     In  fig,  81,  the 
different  positions  are  shown 
at  A,  B  and  C. 
Keedle-valve  Adjustment. 
After  the  new  car  has  been 
thoroughly  worked  in,  a  file 
mark    or    notch    sbtvuld    be 
made  on  the  face  of  this  knob,  so  that  the 
driver  can  determine  the  setting,  even  in  the 
dark.     (A)  indicates  the  position  at  which  the 
engine     runs     most     satisfactorily.     In     cold 
weather,  it  will  probably  be  necessary  to  turn 
the  knob  at  least  a  quarter  turn  to  the  left, 
as  at  (B) — especially  when  starting. 

As  gasoline  vaporizes  more  readily  in  warm 
weather,  the  driver  will  find  it  economical  to 
reduce  the  quantity  of  gasoline  in  the  mix- 
ture by  turning  the  carburetor  adjustment 
to  the  right  (as  far  as  possible  without  re- 
ducing speed)  as  indicated  at  (C).  This  is 
particularly  true  when  taking  long  drives 
where  conditions  permit  a  fair  rate  of  speed 
being  maintained,  and  accounts  for  the  ei- 
cellent  gasoline  mileage  obtained  by  good 
drivers. 

Carburetor  Adjustment. 
The  usual  method  of  regulating  the  carbure- 
tor  is  to  start  the  engine,  advancing  the  throt- 
tle lever  to  about  the  sixth  notch,  with  the 
spark  retarded  to  about  the  fourth  notch.  The 
flow  of  gasoline  should  now  be  cut  off  by 
screwing  the  needle  valve  down  (to  the  right) 
until  the  engine  begins  to  misfire;  then  grad- 
ually increase  the  gasoline  feed  by  opening 
the  needle  valve  until  the  engine  picks  up  and 
reaches  its  highest  speed — and  until  no  trace 
of  black  smoke  comes  from  the  exhaust. 
Having  determined   the  point  where   the  en- 


Flff.  BO — Tbe  Kingston  model 
*'Y/*  i«e  page  160  for  %  lec* 
tional   view. 


Fig.  81 — Gftrbur«> 
tor  duh  ftdjQBt- 
mant.  A — Ib  th^ 
poeitioQ  for  cor- 
rect mix  tu  ret  B— 
for  ricb  mixtare: 
0 — lean  mixture^ 
AdJnitmeaU  i  n 
I  h  1  I  direction 
•ftvei  ga&oline. 


gine  runs  at  its  maximum  speed,  tlis  oesdli 
valve  binding  screw  should   be  tightened  ts   ' 
prevent  the  adjustment  being  disturbed.    F«« 
average  running  a  lean  mixture  will  give  bi|> 
ter  results  than  a  rich  one.  | 

*  Starting  the  Engine  In  Cold  Weather. 

The  usual  method  of  starting  the  engiAi 
when  cold  is  to  turn  the  carburetor  dash  td^ 
justment  one-quarter  turn  to  the  left  in  order 
to  allow  a  richer  mixture  of  gasoline  to  be 
drawn  into  the  eyUndera-  then  hold  out  the 
priming  rod,  which  projects  through  the  n- 
diator,  while  you  turn  crank  from  six  to  eiglit 
one-quarter  turns  in  quick  succession. 

Another  method  of  starting  a  tronhleeooi 
cold  engine  is  as  foUows:  Before  you  tknnr 
on  the  magneto  switch,  ( 1 )  close  throt- 
tle;** (2)  hold  out  priming  rod  while  jm. 
give  crank  several  quick  turns,  then  let  go 
of  priming  rod  (being  careful  that  it  goti 
back  all  the  way);  (3)  place  spark  lever  is 
about  third  notch  and  advance  thrdltle  lever 
several  notches;  (4)  throw  on  switch  (being 
sure  to  get  it  on  side  marked  ' 'Magneto'*); 
(5)  give  crank  one  or  two  turns,  and  eogiat 
should  start.  After  engine  starts  it  is  adw 
able  to  advance  the  spark  eight  or  ten  notcbti 
on  the  quadrant  and  let  it  run  until  thorougli- 
ly  heated  up.  If  you  start  out  with  a  cold 
engine  you  will  not  have  much  power  and  are 
liable  to  * 'stall.**  The  advantage  of  turaiag 
on  the  switch  last,  or  after  priming,  is  thsl 
when  yon  throw  on  the  switch  and  give  tkt 
erank  one-quarter  turn,  you  have  plenty  of 
gas  in  the  cylinders  to  keep  the  engine  nia- 
ning,  thereby  eliminating  the  trouble  of  tht 
engine  starting  and  stopping.  After  engine  if 
warmed  up  turn  carburetor  adjustment  back 
one-quarter  turn. 

To  Facilitate  Easy  Starting. 

Som«  drivers  niAke  a  prftctict  of  tpcedisg  op  tht 
eagine  b7  opening  the  throttle.  ja«t  befor«  itoppiag 
(bj  tuminj^  off  tbe  coil  twitch).  Tliis  Ivarei  tk« 
i:y)tDderB  fuUy  charged  with  gfti.  Sec  bottoa  el 
page   153,  left  rolumn. 

PnUing  otit  tb«  priming  ring,  and  thus  earning  % 
very  rich  mixture  to  be  drawn  into  th«  cytiodtra. 
is  another  method  of  atoppinr  the  easine  that  will 
make  it  eatier  to  start  In  cold  weather.  If  tried  ia 
warm  weather,  it  is  apt  to  leaye  aoch  a  rieh  mixtart 
in  the  cylinders  that  tbe  en^ne  will  be  hard  Is 
start  within  the  next  hour  or  two.  E^rplanatioo  af 
•'Rich  and  Lean  Mixtures'*  is  given  oo  pages  IW 
And  169.  {Also,  see  page  489,  on  starting  engirt 
with  the  switch   open.) 

KlnggtoD  carhoretor  ia  sbovn  in  sectional  vlvw  iB 
page  160.  This  shows  how  the  gasoline  enters  tke 
{rarburetor,  is  raporixed  in  a  current  of  air«  aod 
then  psBses  through  the  inlet  manifold  to  tbe  extgia* 
tn  the  form  of  an  explosive  mixttti^,  whieli  giTSS 
tbe  power. 

Tha  hot  *2r  pipe,  from  the  air  intake  of  the  car- 
buretor to  the  exhaust  manifold,  ie  nseful  tn  suia 
mer  ss  well  ss  winter  with  poor  gasoline  (see  pate 
1B6). 

Float  lievel  Adiustment  of  Klngstoit 
Model   Y  Kingston,    used   on    1013- 14    Pord   ears. 
Float  should  be  set  to  show  a  clearance  of  %s  iadl 
from  top  of  the  float  lo  the  top  or  face  of  the  <vp 
eastingr       (model  L,   1915  and  early   1916,   same.) 

Model  1^2  (1916-1918):  The  action  snd  the  flost 
Retting  of  this  carburetor  is  entirely  different  freia 
that  of  the  other  two  models.  The  float  ts  hinged 
directly  to  the  body,  instead  of  in  the  cup.  as  ia 
models  Y  and  U  To  test  tha  level  of  the  float, 
turn  the  body  npslde  down  and  when  properly  set. 
it  should  show  a  clearance  of  T^o  inch  from  the 
machined  surface  on  the  top  casting  to  the  tep  of 
the  float,  at  a  point  directly  opposite  the  p»fcfil 
where  the  float  is  fastened  to  the  body  of  the  car- 
htiretor.    (spe  ehart  345  for  level  of  float  of  Holley). 


OBA3,T  NO,  344 — Carburetor  AdJUBttnents— KlngstoiL     The  same  needle  vatve  or  daeb  adjuatmei 

BppUes  to  HoUcy  also.  tit  It  now  a  \»enl  w\Te  xoi.     *^tA  sAw*  -^v^^  \1<^.  4AQ,  16»,  191   and    ISS. 

**Tftroirie  ia  new  #!nlirelv  closed,     (ate  **\btoU\e  adW»l^ti«  wxmm  W  <iVM\^v^^. 


CAHBURETION. 


tf*noTTt.m  tttem 


1%  ^l^*>t  ^^Tt^ 

ju^r  OUT  sifff  o^ 


4ii   or  fun  Af*D^QSt 

r*rr  run,  *H&  0tff  *s 


THROTTIE  LCV£^ 


-fLOAT  CftArfStft 


Honey  Model  **0** 
Carburetor. 

From  tli«  floftt  cbAinl)«r  Uit 
ffMoUne  pMSfii  tbroagli  ib« 
port*  (E)  to  th«  Dotzle  oriAe* 
in  which  ia  located  th«  BolaV 
ed  end  of  the  needle   (F>. 

A.  drain  taIto  i«  pro- 
vided for  the  purpoi*  of 
drawing  off  whA4«yer  ledl- 
mcnt  or  wftter  may  accmnti- 
lato  in  the  float  chambftr, 

Tli«  float  level  1a  so  itl 
that  tlifl  £&Botliie  rlaea  pA<l 
the  needle  TalTo  (F)  and  iaf« 
flciently  UU  the  cup  {Q)  t« 
Bubmer£e  the  lower  end  of 
the  imall  copper  tube  (R). 
Drilled  passage!  m  the  caat- 
mg  communicate  the  apper 
end  of  tbie  tube  with  an  oat- 
let  at  the  edee  of  the  throttlt 
disk.      (cee  2.) 

The  tube  and  pajtst^o  glTi 
tbe  starting  and  Idllng^. 

The  strangUnK  tii1>e  (1) 
gives  the  entering  air  stream 
m  annolar  converging  fona^ 
in  which  the  low(^at  prescore 
and  highest  velocity  o«eiir 
iinmediat«ty  ibove  the  cnp 
(U);  thns  it  is  seen  that  the 
fnel  issuing  past  the  needle 
▼aire  (F)  is  immediately  picked  np  by  the  naia 
air  stream,  st  th©  point  of  the  letter's  bighMt 
velocity.      Termed    the    vcnturi   principle. 

TMa  glTos  thorough  atomljcation  of  the  fuel  and 

t^ery     economical     and     powerfnl     p«r- 

Tho  l«¥«r   (Ii)    operates  the  throttle. 

For  facUltattng  starting  in  eictremely  cold  weaihor. 

A   dtsh  attached   to   U*ver  S,    with   spring  return,    is 

connected  4o   a    priming   rod.     By   closing    this,    an 

excesB  of  gasoline  is  drawn  into  cylinders. 


HoUsy    Carburetor  Needle   Valve   TroaVlAi 
and   Remedies. 
Carburetors  may  loaJc  from  following  caasos: 


results 
forroance. 


<1}  Bedimeni  in  fup)  lodging  on  the  ne«d]« 
valve  seat,  preventing  needle  from  doling. 

(2)     Inlet  needle  or  aeat  damaged  or  worn. 

(S)      Fuel  level  too  high,   flooding  the  nossle. 

These  troubles  msj  bo  overcome  as  follows: 

(1)  Thoroughly  clean  the  fuel  tank,  pipe  and 
carburetor^  removing  all  sediment.  Afttr 
cleaning  fuel  system  filter  fuel  tbrough  a 
clean  piece  of  chamois. 

(2)  Damaged  float  inlet  needle:  Inlet  needle 
and  seat  should  be  replaced  if  a  ridge  is 
worn  on  the  tapered  point,  or  if  seat  ii 
scored;  but  in  no  case  should  a  needle  be 
replaced  without  a  new  seat,  or  vise  versa. 
To  remove  detachable  seat,  unscrew  float 
chamber  nut  at  bottom  of  carburetor,  take 
off  float  chamber  containing  float  and  lever 
and  inlet  needle,  then  insert  socket  wrenoh 
as  shown  in  fig.  1. 

When  installing  new  teat  do  not  turn  It  ap 
too  tight,  as  this  may  leave  a  burr  inside 
which  will  interfere  with  the  movement  of 
the  needle.  After  inalalling  the  seat  and 
new  needle  see  that  the  latter  works  freely 
before    attaching   tbe   float. 

Adjusting  of  FneL  or  Floal  LeveL 

Attach  carburetor  to  manifold  and  then  take  off  mixing  chamber  cap  by  taking  out  acrews.     This  wilt 

enable  yon  to  see  the  nf>izle  and  fuel  level.     Connect  the  fuel  tine  to  the  carburetor;  turn  on  fuel;  note 

where  level  cornea.     The  level  should  be  as  shown  in  flg.  4. 
Level  too  high,  flooding  the  noazle:      R«move  the  float  chamber  and  pry  np  the  lever,  at  shown  on  flg.  S. 

until  the  level  is  correct.     The  gasoline  level  ihould  be  from  Vlo"  to    H''  lower  than  the  top  of  the 

notzle- — flg.  4. 
Fael  level  too  low:     Should  the  level  be  lower  than  shown  in  flg.  4,  bend  the  tab  on  float  lever  (that  the 

needle  rides  on),  down  toward  tbe  float,  as  shown  on  fig.  3.     It  is  best  to  detach  float  and  lever  for 

thia  operation,  by  drawing  out  float  lever  pin.     The    distance    from    machined    flange    on    the    mixing 

chamber,  to  Ihe  top  of  float  lever  should  be  about  hk"  when  float  valve  la  closed. 
Oantion:     It  requires  a  bend  of  only  y^t  of  an  inch    on    the    float    lever    in    order    to    change   the   gasoline 

level   yk  of  an  inch.     When  setting  floaty  try  to  keep  it  at  an  angle,  that  is.  the  part  opposite  the  floal 

lever*-HiO  the  pressure  of  the  gasoline  will  assure  a  tight  fit. 


0HABT  NO.  d4&— HoUey  Carburetor  also  Uaed  by  tbe  Ford  Go, 

The  HoUey  Oo.   (Detroit).  aUo  mana/aetttre  a  Ford  earburetoT   auVlabVe  tor  lLCfc^%«&%. 


^^   tfwvi  ^w*  ^*^- 


800 


FORD  SUPPLEMENT. 


The  Bcbebler  Plain  Tube  Carburetor  Wltb  Fitot  Tube  Principle. 


F 
^ 


TbiA  model  la  known  t»  the  "model  Ford  A'* 
and  differs  from  the  averap©  carburetor.  It  Is  m 
■imilftr  principle  fts  shown  on  pages  178  and  177. 
Such  moving  parts  as  dash  pots,  metertBg  pins 
for  increasing  the  flow  of  guBoVum  has  beirn  elimin- 
ated— yet  a  rich  mixture  for  acceleration  can  b© 
obtained  quickly. 

Explftnatlon  of  a  Pilot  Tube. 

A    Pltot    tnhe    18    a    very    old     instrument     for 

measuring  vplciriti<»it   of  flowing   streams   of  water. 

Invented  by  Henri  Pitot  in  1730.     It  ronalated  of 

a    vertical    glaes    tube    with    m 

I  iuHfACt        right    angled     bend     aa     shown 

\J^^_      at    (E). 

Tlie  impact  of  the  fl^wlnr 
water  againsl  open  end  <F)  .of 
tube  (K)  caused  a  column  to 
rine  above  the  surface  of  the 
stream  iis  at  (A],  and  by  thia  small  ditTer^nce  in 
height,  the  velocity  of  the  atream  was  calculated, 
A  aimilar  principle^  but  to  provide  air  Is  em- 
bodied in  the  carburetor  to  be  explained. 

Schebler  Plain  Tube  Carburetor. 
Adjustments;  there  are  two  gasoline  adjualmenta, 
one  for  low*  speed  4  to  5  m.  p.  h,  np  to  the  maxi- 
mnm  without   "loading"  up  or  tniftBiOf;. 


I — bigb  speed   gasoline   adjustitiff  needle. 
H — low  speed  gasoline  adj.  needle. 
Ii — choker   valve.     T — throttle   valve* 
K — idle  and  low  speed  by  pass. 
£< — Pitot  opening. 

Operation  or  Action. 

Tlie  theory  of  operation  in  that  gatoUne  and 
•It  obey  the  same  laws  of  flow,  therefore,  if  they 
are  started  at  a  common  teto,  the  flow  of  fuel 
QiQt  of  a  noti}e  iniKerted  io  and  caused  by  a  flow 
of  air  through  a  pipe  or  in  a  earhurptor,  a  ven- 
turi  will  remain  directly  proportionaL  However,, 
fuel  in  tha  liquid  state  doea  not  flow  until  con- 
siderable head  is  produced,  due  to  fiurfaco  ten- 
sion or  capillarity.  To  break  thia  tcQsioA.  or 
kotding,  of  the  fuel  In  the  Jet.  the  high  vacuum 
above  the  throttle  is  utilixpd. 

Air  flows  into  and  tkroagb  the  dboke  or  ven- 
tmn  tube  in  the  direction  of  the  arrow  <flg.  2) 
but  for  idle  speeds  of  the  engine  the  velocity  is 
too  low  to  cause  suction  enough  to  break  the  snr- 
faee  tension  at  the  main  nosile  <A).  An  exten* 
■Ion  (K)  is  provided  from  the  main  noztle  to 
the  space  above  or  engine  side  of  the  throttle  (T). 
The  siie  of  this  extension  or  paassge  is  controlled 
at    (B)   by  screw   (H). 

EngUld 
Engine  fails  to  stAlt;  <1)  lack  of  gasoline — Be'" 
page  798;  (2)  no  spark — ^see  page  808.  Addi- 
tional reasons  may  be  dirty  raagneto  terminal,  vi- 
bratora  not  adjusted  properly.  See  pages  284  and 
fi78  to  581. 

Unglne  loses  power;  see  pages  790.  626,  628 
for  poor  compreRsioti ;  mixture  not  correct,  see 
pages  169  to  171;  valves  need  grinding;  valve 
clearance  not  correct;  engine  stops — see  page  576. 


In  operation  the  higk  snctloii  above  tlie  throHls 
(T)  breaks  the  surface  tension  in  the  main  Das- 
zle  and  causes  fuel  to  flow  (brougb  the  extse- 
sion  <K)  with  some  air  which  is  drawn  in  Ihroafli 
the  main  noKzle  holea  (A)  at  (B  br  H),  the  flow 
rate  can  be  made  to  equal  that  which  wotitd  bs 
taken  out  of  (A)  if  surface  tension  were  elin- 
tnatcd.  As  the  throttle  is  opened  the  incress* 
ing  suction  at  the  main  noxile  cuts  down  the  %{* 
bleed  thrr>ug:h  the  Holes  (A)  and  cousf^s  morr  futl 
to  pasis  through  the  eiftensioo  (K)  until  that 
iion  cauied  by  the  flow  of  air  at  main  r 
equals    the    decreasing    static    suction  *  I 

throttle    (T).     Then    fuel    comes   out    of  i 

nozzle  holes  (A)  into  the  main  air  stream.  Tbtt 
also  probably  causes  a  slight  reversal  flow  tn  the 
extension   passage. 

Thia  comhiuBtion  produces  a  corr*ct  propottion 
of  air  aod  fuel  through  a  very  large  range  if  Iks 
throttle  is  not  thrown  wide  open  from  Its  closed 
poeitfon  suddenly.  When  this  happens  the  engint 
would  lay  down  or  miss  six  or  seven  shots  Uid 
sometimes    die    completely. 

To  overcome  thia  trouble  an  overflow  welL  or 
reserve  chamber  (0),  is  forme-d  around  tbe  maia 
fuel  passage,  whose  top  is  integral  with  the  maia 
nozzle  head  and  provided  with  a  downstreaa 
pitot  (D).  From  this  head  two  acceleratioa 
tubes  (E)  extend  to  difFeroit  depths  into  the 
overflow  well  (C)  and  discharge  into  the  mala 
air  atroam. 

Pitot  Supplies  Air. 

With  the  engine  idlinif  or  rnoning  slowly  the 
well  (0)  will  fill  up  by  means  of  the  hole  <F)  is 
the  main   noEzle  passage. 

Upon  suddenly  throwing  the  throttle  wide  opes 
the  reserve  supplv  of  fuel  is  taken  out  the  accel- 
eration tubes  <E|  as  well  as  from  the  mafn  |«l 
(A).  This  praettcally  makes  a  temporarily  laffS 
jet  or  nozzle  until  one  of  the  tubes  (£),  is  un- 
covered by  the  lowering  of  tb«  fuel  lev^l  lo  the 
well.  Air  then  is  drawn  out  through  this  tube 
and  acts  in  opposition  to  the  supply  of  air  frofli 
the  pitot  (D).  This  opposition  cauaes  a  grsdo- 
ally  increasing  auction  in  the  well  (0)  and  nni- 
formly  decreases  the  di  a  charge  of  fuel  therefrom 
but  of  the  longer  tube  (E).  Thia  operation  fltls 
in  the  time  element  necessary  for  the  main  Jet  to 
rcsttme  its  normal  functions  of  delivering  a  tbin 
mixture. 

The  tabes  (E)  also  are  made  of  varying  tenglks 
to  hold  a  reserve  supply  of  fuel  in  the  well  from 
some   intermediate   speed   of,    say,    15   ro.ph. 

The  pitot  function  Is  sliaply  to  proTld*  mlr  al 
sufficient  pressure  to  force  the  fuel  from  tb«  vsO 
and  be  inclosod  In  the  csxboretor.     It  so  happi>iu 
thot    in    a    stream    of    air    the    pressure    head    dns  i 
to   velocity   is    negative   and    exactly   eqnal    to   th«| 
positive    impact    head    due   to    the    same    velocity,] 
therefore,   the  pilot  hole,   facing  down  atreatn.  do*  ' 
livers  air  to  the  well  at  or  very  near  aUnospherie 
pressure. 

All  the  fuel  passes  through  the  main  adjostmeni 
(Q>,  which  is  loraled  at  the  float  bowl  and  gov* 
erned  by  screw  (T).  therefore*  control*  tb#  whole 
range  of  the  cnrburotor  while  still  allowisf  Ike 
idle  or  low  spend  adjustment  to  be  changed  wtik 
the  condition  of  the  engine  or  variations  in  em* 
gines  of  the  same  design. 

Gasoline  float  leyol  is  1  in.  below  top  of  bowl 
with    needlp   seated. 

Troubles. 

*Bnglne  OTorbeats — see  page  579  and  189.  fin- 
glne  knocks — see  page  790,  635  to  689  and  680. 

Engine  misses  explosion — tee  pages  570«  §01, 
234    to    236    and    169    to    171. 

Popping  In  carburetor — lack  of  gasoline  (see 
page  170);  black  smoke,  too  much  gaeoline;  bbie 
or  wblte  smoke,  too  much  lubricmting  oU;  gray 
smoke,   excess  of  both — see  page   169. 


CfHABT  NO.  340— Prladple  of  a  Plain  Tube  Carburetor  with  Pitot  Principle  Introduced, 

A  gas  heated  inlet  munifcld  will  save  gasoline  and  assist  (wirhuretioo — see  pages  160  and  155 
*To  tbMW  ont  a  frosea  radiator — lee  pages  7S8.  579,  19S. 


I 


•Ansillary  Air  Valvar. 

Tilt  liJgh  cost  of  g»ftoUuo  «Bd  ttiB  low  cost  of  air 
llAS  made  many  owoers  of  cars  vfUh  that  they  contd 
bum  air  ioitead  of  faaoliac.  Wbile  ibii  in.  of 
eoorae  Impottiible,  it  Is  itill  quite  truo  that  a  much 
fr«ater  miletee  per  gallon  of  ^aaotine  can  ottan 
be  obtained  hj  burning  the  gaeolbe  vap«r 
more  completely  in  the  presence  of  additional  air. 

Oompleto  combustion  occurs  when  ibert  Is  luffl- 
dmt  air  mixed  wltb  the  fuel  to  fomlali  Munigli  ozy* 
fto  tn  combine  with  aU  the  fuel  partlclM.  Wbeo 
eompListe  combustion  ie  obtsined,  no  smoke  or  carbon 
will  be  formed.  Tbufi  the  use  of  auxiliary  air 
TaWee  may  r<»Uuce  the  amount  of  carbon  deposited 
la  the  cylinders. 

The  mixture  of  gasoUne  and  air  as  It  comes  from 
the  carburetor  Is  often  full  of  little  drops  of  almost 
pure  gasoline.  These  drops  are  simply  burned  in  the 
cylinder,  instead  of  forming  an  explosive  mixture, 
as  they  would  if  tJie  mixture  wero  more  perfectly 
▼aporised.  The  admissiou  of  air  into  the  side  of 
tha  stream  of  gasoline  vapor  often  serves  to  form 
whirlpools  which  diurn  the  gasoline  particles  Into 
ft  moro  perfect  mixtoro  with  the  air. 

If  your  carburetor  mixture  is  perfect  than  the  air 
valve  is  unm^cessary.  Unfortunately  most  carbure* 
tora  are  far  from  perfect  and  the  air  vaWe  under 
the  control  of  the  drirer  eompenaates  for  carburetor 
daflciencies.  The  air  valve.  In  most  Instances  In- 
creases  the  efficiency  of  any  carbaretor.  if  proper- 
ly   applied. 

To  d«t«rmlii«  If  tha  auxUlair  air  taIts  Is  re^iilTed. 
elose  the  throttle  and  retard  the  spark  until  the 
angine  runs  as  slowly  as  possible.  Then  ad|nst 
tjbe  carburetor  until  the  engine  runs  smoothly  and 
•▼enly  on  the  least  possible  amount  of  gasoline. 

Now  take  the  car  out  on  the  road  and,  with  the 
ipark  advanced  and  the  car  traveling  at  about  twen- 
ty or  twenty-fire  m.  p.  h.,  attempt  to  reduce  the 
amount  of  gasoline  by  turning  the  carburetor  dash 
adjusting  knob. 

If  the  amount  of  gasoline  can  be  reduced  with- 
out  greatly  affecting  the  power  and  speed  of  the 
«ftgise,  the  fitting  of  an  au^liary  air  vaKe  will  be 
advantageous. 

Types  of  Air  Valves. 

TlM  type  of  air  valve  fitted  ahottld  he  one  that 
rappUes  additional  air  at  Mgb  speeds.  But  if,  on 
the  contrary,  the  engine  requires  a  richer  mixture 
at  high  speeds,  when  the  carburetor  is  adjusted 
for  good  running  at  low  speeds,  then  that  type  of 
air  valve  should  be  fitted  that  supplies  air  at  low 
speeds,  bat  is  drawn  closed  by  the  auction  at  high 
Apeads. 

Correct  adaption  of  the  air  valve  to  eccentrict- 
tiaa  of  the  particular  engine  and  carburetor  are 
neceasary  to  get  good  results. 

To  obtain  the  bast  results  from  the  auxiliary  alx 
▼alTa,  it  shomld  be  easily  controlled^  preferably  frem 
tile  steering  column.  If  it  is  operated  from  the 
dash,  it  wiH  be  little  better  than  the  carburetor  ad- 
justing knob  whirh  is  already  provided.  In  fact. 
the  idea  of  the  air  valve  is  to  bring  the  carburetor 
more  completely  under  the  control  of  the  driver. 

Tig.  1 — Perhaps  the  simplest  form  of  ancillary  air 
ralT*  ts  that  made  by  threading  a  Ford  oil  cup 
lata  a  hole  in  the  side  of  the  intake  manifold. 
A.  atrip  of  brass  about  half  an  inch  wide  should 
be  soldered  to  one  side  of  the  movable 
part  of  the  oil  cup,  thus  forming  a 
lever  by  means  of  which  the  opening 
and  closing  of  the  air  valve  may  be 
eontrolled.  A  hole  may  be  drilled 
Bear  the  end  of  this  lever,  and  a  wire 
eonneetftd  to  the  lever,  this  wire  run- 
ning through  copper  tubinjE:  or  a  *  Bow- 
den  wire  arrangement  to  the  steering  _^ 
eelnmn.  The  end  of  the  wire  may  Ftat-AAjxj'dLtA.ffi' 
end  in  a  loop  or  be  connected  to  a  ^*  vai.v% 
imall   lever   to   suit   the   convenience   of  the  driver. 

^Bowden  wire  is  small,  flexible,  metallic  tubing, 
with  a  strong  but  fiexible  wire  running  through  It, 
(see  T — page  173,  fig.  3.)  Can  be  obtained  from 
motorcycle  agenta,  aa  It  is  used  on  the  control 
system  of  many  motorcycles. 


Ftg.  S — Another  simple  form  of  air  Talva.  which 

is  more  nearly  airtight  when   closed*   consists  of  a 

priming    valve,    screwed    into    an    elbow    attached   to 

\;       t/tf'/^    ^^^    intake    manifold.      A    hole   can    be 

«      I     ,W      drilled     through     the    handle    of    this 

n  U  I*     M\       priming    valve   for    the   attachment   of 

I^J^I]      Hi        the  wire  to  the  ateering  column  con  trot 

1 


This  air  valve  has  the  advantace 
that  it  can  be  used  for  priming  m 
cold  weather,  or  for  introducinf 
water  or  kerosene  for  loosening  car 
bon    deposits. 


Ftavmir-iiNO 

VPASE 

In  winter^  It  is  preferable  to  Inject  warm,  rathtff 
thAn  cold  air  into  the  manifold,  and  for  this  pur- 
pose II  is  oftan  well  to  fit  a  ^ 
■ofl  copper  pipe,  (which  can  J*'** 
be  wrapped  around  the  exhaust 
pipe)   to  the  air  valve. 

Flff.  2 — An  air  Tatve  made 
of    standard   quaitar-inch    pipe 

fittings  and  valve  is  also  thown,  ^■^^qj^ 

and  the  and  of  the  intake  pipe  *pj^  FrrriNGs  ^^    ^^ 
ia    covered    with    a    sheet    iron 

sleeve,  to  thst  hot  air  will  be  drawn  from  the  top 
of  the  exhaust  manifold.  ' 

Another  fonn  of  air  iralvt ;  which  eliminaiee  the 
use  of  moving  parts,  is  as  follows:  One  end  of  a 
copper  tube  is  fastened  by  means  of  a  brass 
coupling  to  a  hole  in  the  side  of  the  intako 
manifold.  The  tube  is  then  given  four  turns 
around  the  exlisust  manifold  near  the  point  where 
the  exhaust  pipe  is  connected.  The  copper  tabLng 
is  then  led  along  the  dash  and  up  the  steering  col- 
umn, ending  in  an  air  valve  directly  under  the 
steering  wheel.  Of  course,  this  device  can  be 
used  for  priming  the  motor  or  injecting  carbon 
softening  solutions. 

VThen  first  iaslalled,  this  device  made  a  whistling 
sound  when  the  air  valve  was  opened,  but  this 
was  overcome  by  rounding  off  the  edges  of  the  air 
valve,   and  since  then   has   given  entire  satisfaction. 

The  auxiliary  air  Talve  is  moit  nsofnl  in  liUly 
country,  for  then  conditions  vary  most  widely 
It  is  possible  to  use  the  air  valve  to 
make  the  engine  act  ah  a  brake  when  coasting 
down  hill.  The  admission  of  the  air  tends  to  cool 
the  engine,  so  that  the  next  hill  will  be  climbed 
more  easily.  Opening  the  air  valve  also  breaka 
the  suction  in  the  cylinders  and  keeps  the  oil  from 
being  drawn  up  and  fouling  the  spark  plugs  when 
the    engine    is    used    as    a    brake    on    long    hllla, 

A  Primer, 

For  extreme  cold  weather  a  method  of  priming 
is  shown.  Take  off  inlet  pipe  and  drill  hole  for 
%    Inch  pipe  tap  and  fit  a  priming  cock. 

To  operate,  (I) — turn  off 
•witch,  (2) — pour  about  a  U- 
ble  spoonful  of  gasoline  into  in- 
take throu«rh  thiR  cock.  Keep  an 
oil  can  fitted  for  the  purpoae. 
(3 J — close  up  cock,  (4)— crank 
three  or  four  times  with  switch 
off.  5— now  turn  on  switch, 
open  throttle  and  engine  will 
start — «ee   also    page    I5fi. 

Sse  also  foot  note  bottom  of  page  153,  (see 
page  735  for  "super^heated**  steam  for  carbon  re- 
moval and  page  623). 

^Qasollne  Tank  Gauge. 
A  good  Idea  for  a  simple  gasoline  gauge  la  to 

Jet  a  cheap  18  in.  flat  rule,  marked  in  inohea  and 
ractions  thereof.  Coat  ft  with  plumbago  by 
applying  the  domestic  stove-polish  brush.  If  you 
iosert  this  rule  vertically  into  the  tank,  right 
down  to  the  bottom — the  car  being  level — the  gaso- 
line will  leave  a  mark  on  it.  The  quantity  can  be 
gauged  as  per  marks  on  the  rule  as  foltowt: 


1  gal.    li%2  Ins.  e  gal. 

2  gal 2^46   Ins.  7  gal. 

3  gal 9^    ins.  S  gal. 

4  gal.    ...... 4i\^   ins.  9  gal. 

5  gal.    ......   5H    iaa.  10  gal. 

'See   also  page   928. 


~"  ins. 
Int. 
ini. 


[  OEABT  NO.  347 — ^AoxlUary  Air  Valyag.    Priming  Methods.    OasoUne  Tank  Gauge 

Bzliaiut  heated  Inlet  manifolds  are  recommended^ — see  page   1S5.     A  Ford  gasoline-nerosene  carhnLx^fUsi  Sa,  ^E^^nsto- 
[trated   on    page    160.     Air   valves   above  from    '*  Ford  owner.**      *A    recommendfeA   x^v*!^    ^^    ^^'^^   xn^s*.  v^   %jtv^^^  «• 
h^U  785,   fig.    12. 


FORD  SUPPLEMENT, 


COBtrol  of  Carljuretor  Mixture, 

A  flaTlng  in  gasoline;  All  Fard  users  are 
Aequaiute<i  with  the  peculiarity  of  the  Ford 
carburetor,  in  which  variation  of  the  atrength 
of  the  mixture  is  obtained  by  altering  the 
iize  of  the  jet^  the  alteration  being  effected 
by  screwing  a  vertical  needle  up  or  down. 
Thia  needle  is  tapered  at  its  lower  end,  and 
the  tapered  portion  enters  the  jet  oriiice; 
consequently,  as  the  needle  is  lowered  the  jet 
ia  closed;  as  the  needle  ia  lifted^  the  jet  is 
opened  and  the  size  of  the  bole  increased. 
This  alteration  is  controlled  by  the  driver 
iliroiigh  the  medium  of  a  rod  which  projects 
through  the  dash,  per  chart  344,  the  top  end 
of  the  rod  is  fitted  with  a  suitable  device,  for 
convenience  when  handling;  the  lower  end  is 
forked  as  per  (B),  page  160,  and  the  two 
prongs  of  the  fork  fit  into  suitable  holes  in  a 
disc  on  the  top  of  the  needle  already  men- 
tioned. 

If  you  are  a  motor-wise  driver,  you  set  that 
disc  differently  for  varying  conditions,  turn- 
ing it  anti'Clockwise  for  starting,  clockwise 
when  you  have  started,  and  still  further 
clockwise  when  you  have  been  running  for, 
■ay  15  minutes.  As  the  cool  of  the  evening 
comes  on,  you  will  probably  find  it  advantage- 
ous to  turn  the  disc  back  a^ain  a  little.  In 
other  words,  you  keep  the  disc  as  nearly  as 
poiaible  for  maximum  eMclency  of  the  mix* 
tnre  under  all  conditions. 

■^Tlie  jot  should  be  opened  slightly  so  that 
iufrident  gasoline  is  aTaUable  for  fast  nm- 
nlngt  while  at  the  same  time  the  mixture  is 
too  rich  when  running  slow. 

On  the  other  hand^  as  tlie  spark  Is  advanced, 
tbo  Jet  should  be  slightly  closed  and  mixture 
weakened. 

The  increase  of  fuel  for  an  increased  throt- 
tle opening  is  not  much;  it  is  just  sufficient 
to  allow  of  the  correct  proportions  of  gaso- 
line and  air  being  provided  when  the  engine 
if  demanding  its  full  supply  of  gas.  It  is  a 
known  fact  that  a  weak  mixture  can  be  read- 
Uy  fired  by  a  spark  when  fully  advanced. 
The  result  is,  an  economy  of  fuel. 

The  conditions  are  always  varying,  and  you 
cannot  always  be  bending  forward  to  twiddle 
that  disct  and  if  you  could  your  adjustment 
would  not  be  fine  enough,  and  it  means  fine 
adjustment  to  keep  the  mixture  Just  right. 
If  it  is  not  just  right,  you  will  be  simply  wast- 
ing  gasoline  instead  of  using  it  economically 
aa  an  ingredient  in  an  efficient  explosive 
mixture. 

This  device  provides  an  accessible  control 
which  win  enable  you  to  set  the  disc  anew 
whenever  conditions  indicate  the  need,  and 
to  set  it  to  a  really  fine  point  of  adjustment, 
•o  that  the  mixture  will  not  be  in  the  nature 
of  a  compromise. 

A  mciliod  employed  (by  an  experimenter 
who  is  fond  of  tinkering),  is  similar  to  de- 
vices  used  on  some  of  the  other  makes  of  car- 


/  COKTfiBOlL 
SLEEVE  n»r  W1RC 


Piff.    82 


buretors  and  is  nothing  more  than  a  hand  tt^ 

trol  placed  on  the  steering  post  as  per  fig.  81 

A  steering  column  control  as  per  fig.  5,  pags 

173  is  utilized, 
together  with 
wire  and  eanaf 
(T),  explained 
on  the  same 
page.  A  amiQ 
lever  is  riveted 
and  soldered  to 
the  carbnreior 
dash  e^oatral 
adjustment. 

The  fitting  of  the  parts  should  be  earefid 
and  accurate,  so  that  there  will  not  be  ths 
slightest  play  or  lost  motion. 

If  this  device  is  used  in  conjunction  with 
the  throttle,  as  explained  aboi^e^  it  ia  elaiaad 
that  a  saving  of  gasoline  will  be  obtained,  to* 
gather  with  a  cooler  and  smoother  ruanlag 
engine.  There  are  suitable  graduations  for 
different  driving  conditions,  which  the  driver 
will  soon  learn,  and  the  mixture  can  be  made 
richer  or  weaker  as  required  by  the  toad 
driving  conditions.  Do  not  trouble,  howov«r« 
to  experiment  with  thia  device  unlaao  fva. 
are  a  **fine  point'*  driver  as  it  will  bo  of  Hi- 
tie  assistance  unless  you  study  out  tha  pria- 
eiple  and  know  when  and  how  to  regnfailt 
the  adjustment,  ""^ 

tMore  MUes  Per  Gallon. 

Tliera  ara  three  vays  of  obtAlnlng  more  mIIm  §m 
gallon:  (I)  by  increusin^  the  eflficlencj  oi  the  v 
giu«;  {2)  hy  re4uimg  eng^ine  and  runoCiif  jfear  trie- 
lioa;    (3)  and  latt,  bul  not  ]eait,  by  ektllfal  driviaf. 


The  efficiency  of  the  engine  can  be  Ine _, 

careful  carburetor  adjustment,  which  moat  h«  ehaagel 
frequenlly,  if  tbe  beat  possible  reenlta  are  io  he  t^ 
lained.  Worn  ciirburctor  parU  waste  ffaeolin*  aaA 
ihould  be  replaced.  Eitber  an  attachment  ler  U»4- 
in^  hot  air  to  the  oarbttretor.  or  a  apiKiiaJ  maaifeM. 
which  lipiiU  the  taper  mixture  after  it  ]«*▼«■  tht 
carburetor,  should  be  used  to  ensure  complHe  e«i^ 
orization  of  the  fuol  and  give  higher  effieieaey. 

Carbon  cuts  dciwn  the  efficiency  of  the  en^lme  tag 
should  be  removed  occasionally.  Poor  oil  t«ods  te 
torm  carbon,  ao  good  oil  should  be  used,  as  it  slat 
causes  less  friction  and  wear. 

Loss  of  compressloii,  due  to  leaky  piston  riDgs  m 
leaky  v&Ivos  will  cause  a  steady  loss  of  p«rwer, 
which  must  be  compensated  for  by  opoalng  the 
throttle  wl<ier,  thus  waiting  gasoline.  Scor«4  er 
worn  cylinders  will  bate  the  same  effect.  And  the 
valve  tappets  sbould  be  adjuBted.  to  proTi4«  Ike 
proper  clearance  as  gWeu  on  pages  94,  B5  and  110, 

Idling  or  nmniAg  the  eiLglne  while  the  ear  Is  ii 
rest^  or  racing  the  engine  unnece warily,  teadt  It 
waste  fuel. 

Good  IgnlUon  Is  another  easentlal  in  aaklnf  Ike 
most  out  of  the  fuel.  Driving  with  a  retarded  apaik 
teoda  to  waste  the  power  of  the  en^oe  and  eaaaM 
overheating  also. 

Gasoline  leaks  from  the  tank,  pipe  Utie^  or  eat- 
buretor  sometimes  waste  considerable  gaaoUne  aa^ 
as  the  fuel  evaporates  as  fast  as  it  drfpa,  this  le«i 
of  fuel  is  not  always  quiclcly  noticed. 

Tlie  most  economical  driving  speed  ia  ab««t  10 
miles  per  hour. 


OOABT  NO.  S48^Mor6  MUtt  Per  Qallom. 
also  page  819. 
.  pmge  798. 
^g0  809  for  ether  and  gatoUae. 


Flmo  Po^t  Car1?nrotor  Adjusmtent^ 


J 


FOED   IGNITION. 


Tig.  86 — An  flxagg«rat«d  line  drawing 
■bowing  the  nugneto  location.  Note  colU 
(0>  which  are  fltalionary  and  the  magnets 
(A)  which  rotate.  When  fly  whe«I  revolveB. 
the  16  raagnetfl  Tsee  fig.  91,  chart  351)  re- 
voW»  io  front  of  the  16  coils. 


I' 


vnnni  Ju»ni« 


iODDDDD- 


aiui  w><n  fiMwt  wo  a  Con-y 


Fig.  B7 — Eear  view  of  coil  box  and  connmrtionB  to  com- 
mutator  (primary  circuit)  and  conneetioQa  from  coil  box 
to  spark  plugs  (aecoadary  circuit).  Kote  the  color  of 
wirea  are  indicated  on   the  primary  circuit. 

Firing  order  ia  1,  2.  4,  3.  Arrangenitzii  of  terminals  1.  2, 
4,  3  on  comcuulalor  goyema  the  firing  order.  Engioe  is 
made  to  are  1,  2,  4.  3  instead  of  1,  2,  3.  4.  (seepage  119) 


IgnlUou  Circuit, 

wiring  diagram  showing  path  of  prlmair  ft&d  seeoodary 

circuits  fi  BbowD  in  fig,  85.     Although  dry  cells  are  ahowa 

connected,    Lhey    ar<>    not    supplied    as    regular    eqaipmenl. 

The    magneto    aloue    suppnes    current    for    ignition,    Ughta 

and    horn    as    per    fig.    87-A.      Storage    battariee    could    ba 

ttsfd   Instead   of  dry  cells  and  connected  in  place  of  sama 

on  the   (B)    side  of  switch   <«ae   (B)   rear  otf 

coil  box.  flg.  S7  where  to  connect  one  termi* 

nal  of  bftttery  if  used.)     The  other  terminal 

is  grounded.    If  storage  battery  is  only  6  volte, 

(which   is  the   usual  voltage,)    then   it   could 

be  uaed  only  for  ignition.     To  uee  for  lights 

ignition   and  horn   it   would  be   oecesaary   to 

cither    use   a    9    volt    battery    or   use   6   roll 

lamps.     Ford    cars    are    fitted    with    9    toII 

lampa  as  regular  equipment. 

Primary  C?ircult. 

When  switch  is  on  (M)  or  magneto  sida, 
the  current  would  he  supplied  by  magneto. 
The  current  travels  from  msgneto  terminal 
(T)  to  switch  thf»nce  through  primary  wind* 
ing  of  coil  to  insulated  terminal  post  (1«  9, 
3  or  4)  on  commutator,  thence  through  metal 
part  of  roller  through  ground  or  metal  part 
of  engine,  back  to  grounded  end  of  magneto 
eoil.  The  commntator  makes  contact  with 
one  of  the  4  insulated  posts  or  contacts  as 
the  roller  revolves. 


Secondary  Circuit. 

The  current  it  intensifled  in  the  secondary 
winding  of  coiJ  and  travels  from  coil  unit 
1,  2,  3  or  4  in  which  the  oommutator  makes 
conUet.  to  the  spark  plug  (SP.)  Koia 
hesTy  lines,  indicating  high  tension  curreatw 
(see  pages  226  and   220   for  principle.) 

Tlie  Coil  Box. 

ng.    88 — The    coil    box    contains    4    hiffb 

tension     (vibrator    type)     coil     units.       l^e 

units  can   be   removed  from  the  box   in  oasa 

one    is    damaged. 

Oonneetions         to 

coils  are  lo  tli# 
rear  as  shown  In 
figs.  87  and  67-A. 


Plr  ST'A. 


fl«.  B7-A — The  wiring  of  the  earlier  Ford  is 
■bailar  to  above  diagrams  except  this  diagram 
abewa  the  lighting  and  horn  connection  a.  The 
bem  switch  or  button  is  on  the  steering  post. 


Coll 
Notfs    coaiaelt 
on  side. 


OBART  KO.  840— Ford  Electric  System  and  Wiring  DlagramA. 

Ig&ltloo  ttmlag  of  tbe  ford — see  page  916.     8ee  page   864'A  for  Electric  Q^^ttim  ckt  Yut^  cw^q/ia^ 


FORD  SUPPLEMENT. 


Sli«  of  WlTdft. 

The  wires  running  from  the  secondary  or 
high  tension  connections  of  the  coils  to  the 
Bp&rk  plugs  are  called  secondary  cable  wires. 
Gable  to  No.  1  plug  is  15  inches  long.  No.  2 
eable  is  IIH  inches  Jong.  No.  4  cable  is  8 
inches  long*     No.  3  cable  is  S  inches  long. 


W<»?tS  fROT^  COIL 
TO    COMnUTATOR   OU<*NT   To 

Be  CNctoseo  ir*  coNPutt.  ^ 


»^ALL  tehm^nal)  ouoht  to  bc  yotrytwffl 
A  FORO  IGNITION  5fT  or  wmt5     ^ 

**The  size  of  wire  running  to  the  commuta* 
tor,  ia  No.  18  B  and  8  gauge  (stranded  wire, 
see  page  24 0>. 

If  the  latter  wires  are  run  in  n on -metallic 
conduit  or  circular  loom  (see  page  241)  the 
liability  of  short  circuits  and  oil  soaked  wires 
will  be  greatly  lessened.  There  are  now  6 
wires;  one  for  light* 

All  wiree  ought  to  have  terminaJs  soldered 
on  to  the  ends  and  all  connections  made  as 
explained  on  page  240  and  427. 

Dry  Cells  for  Starting. 

(B)  side  of  switch  can  be  used  for  batteries 
(dry  or  storage)  for  starting  aod  after  start- 
ing the  switch  is  placed  on  (M)  or  magneto 
side  (see  fig.  S5.)  The  Ford  Co.  claim  bow- 
ever,  the  magneto  gives  current  at  a  very 
low  speed  and  batteries  are  not  necessary. 
(If  dry  cella  are  used^  use  6  or  6.) 

Storage  Battery  for  Ignition 
and  Lights. 

Can  be  connected  in  i^lace  of  dry  cells  as 
shown  in  %.  85.  (also  see  chart  358.) 

In  connecting  a  storage  battery  the  bat- 
tery terminal  should  never  be  connected  to 
the  magneto  terminal  post  on  da&h^  as  this 
will  demagnetize  the  magnets. 

To  Set  the  Time  of  Spark. 

See  page  316.  Note  the  No*  1  piston  la 
placed  ^  inch  down  after  top  of  compres- 
tion  stroke^  and  roller  on  commutator  is  just 
starting  to  make  contact  with  No.  1  cylinder. 
The  commutator  housing  is  retarded. 
*Ooamiiutator  Troubles. 

If  misfiring  occurs  when  running  at  high 
speed.  Inspect  the  commutator.  The  surface 
of  the  circle  around  which  roller  travels 
should  be  clean  and  smooth^  so  that  the  roller 
makes  a  perfect  contact  at  all  points.  If  the 
roller  fails  to  make  a  good  contact  on  any 
one  of  the  four  contact  points,  its  correspond- 
ing cylinder  will  not  Are.  In  case  the  fibre, 
contact  points  and  roller  of  the  commutator 
»re  badly  worn,  the  moat  satisfactory  remedy 
is  to  replace  them  with  new  parts,  or  proba 
bly  the  trouble  is  caused  by  short-circuited 
commutator  wires.  The  spring  sliotild  Iw 
strong  enough  to  make  a  firm  contact  between 
the  roller  and  contact  points  even  though 
slightly  worn  or  dirty,  (see  fig.  13,  page  241.) 

Other  causes  of  misfiring  may  also  be  duo 
to  an  improperly  seated  valve,  or  short  cir- 
cuit in  the  commutator  wiring. 


Weakness  In  the  valves  may  be  easily  d^ 
termined  by  lifting  the  starting  crank  sloi^ 
the  length  of  the  stroke  of  each  cylinder  iii 
turn^  a  strong  or  weak  compression  in  any 
particular  valve  being  easily  detected.  It 
sometimes  happens  that  the  cylinder  head 
gasket  Cpacking)  becomes  leaky — permittiBg 
the  gas  under  compression  to  escape^  a  eoa- 
dition  that  can  be  detected  by  running  a  lit- 
tle lubricating  oil  around  the  edge  of  th« 
gasket  and  noticing  whether  bubbles  «ppe^ 
or  not.  Another  source  of  leaka|;e  ia  aroead 
spark  plugs.    Test  same  way  (see  page  238). 

How  a  short  circuit  in  commutator  wiring 
may  be  detected:  Should  the  insulation  of  th« 
primary  wires  (running  from  coil  to  commo- 
tator)  become  worn  to  such  an  extent  that 
the  copper  wire  is  exposed — the  current  will 
leak  out  (i.  e.,  short  circuit)  whenever  con- 
tact-with  the  engine  pan  or  other  metal  parti 
is  made.  A  steady  bussing  of  one  of  iht 
coil  units  will  indicate  a  "short**  in  the 
wiring.  When  driving  the  car  the  engine 
will  suddenly  lag  and  pound  on  account  of 
the  premature  explosion*  Be  earefol  not  to 
crank  the  engine  downward  against  compres- 
sion when  the  car  is  in  this  condition,  as  the 
"short'*  is  apt  to  cause  a  kick-back. 

Farta  of  commutator  wblch  are  most  ajpt  to 
get  out  of  order  are;  the  roller,  the  spring, 
or  the  fiber  lining  and  contacts  in  the  eoa- 
mutator  shell,     (see  fig.  S9,  chart  349). 

Cold  weithftr  effect  on  commnt^tor:  It  it  ■ 
well  IcDown  fact  that  in  cold  vreatber  cvoo  |h«  btm 
^rsdftB  of  lubricatiQg  oil  ftru  apt  to  eoa^oal  li 
■ome  extent  If  this  &ccuri  ia  the  commatator  fl  ll 
verr  apt  to  prevent  the  roller  from  makinc  Mf- 
feet  contact  with  the  contact  points  imbeddad  fa 
the  fibre.  Thia  makee  difficult  fttartini^,  a*  Ike 
roller  arm  epring  ia  not  ettfr  enoQ^h  to  brmfk 
awa7  the  ilm  of  oil.  To  overcome  ifaia,  aa  well 
aa  aoj  liability  of  the  contact  pointa  to  mat,  we 
reeommrad  a  mixture  of  25%  keroaan«  with  tkt 
commutator  lubricating  oil.  which  will  Ikto 
it  ■ufficieDlly  to  prevent  cna^eaiin^,  or  tFewttag, 
aa  it  U  commonlj  called.  You  have  probabljr  at- 
ticed    ia    etartini:    your    car    in    cold    weather    that 

Serhapi  only  one  or  two  cylttideri  will  fire  lor  tki 
rtt  minute  or  lo,  which  indicatea  that  the  llBer 
is  in  the  condition  described  aboTe  and  as  a  eea 
sequence  a  perfect  contact  ifr  not  being  made  m 
esch    of   the  four   terminala. 

RozooYiiig  Commutator. 
Remove  cot  tor  pin  from  spark  rod  and  de^ 
tacli  latter  from  commutator.  Loosen  the 
cap  screw  which  goes  through  breather  pipt 
on  top  of  time  gear  cover.  Thia  will  releast 
the  spring  whic^  holds  the  commutator  etet 
in  place  and  this  part  can  be  removed^  X7tt- 
screw  lock  nut;  withdraw  steel  brush  cap  asd 
drive  out  the  retaining  pin.  The  brush  eae 
then  be  removed  from  the  cam  shaft. 

In  replsctng  tbe  bmsli:  reinatate  $o  that  tbe  ea* 
haust  YftWe  on  the  first  crlinder  ia  closad  whM 
the  brush  points  upward.  This  may  be  aacertained 
by  rrmoviog  valve  door  and  obterving  op«ratiea  §t 

No.    I   vftlve. 


The  commutator  la  to  set  2  H  "  from  tha  eeolcr  el 

tbe  commutfltor  cnse  spring  cap  »crew  to  the  eenler 
of  the  commutator  ca»«  pull  rod  when  ths  epafk 
lever  is  fully  retarded  (up  aa  far  as  it  will  go). 
The  case  nhould  be  set  by  tbe  spark  lerer  on  tbe 
steering  column  to  take  up  any  lost  motion,  Tke 
adjustment  is  made  by  turning  the  rod  ia  or  ottt  el 
the  ball  socket  joint.  If  this  adjustment  la  ' 
qtiate,    bend   the  pull   rod. 


CHABT  NO.  aJO^-CommuUtOT  Ttoiiblea.    %\3A  wv^  CcilOT^  of  Wire.    Dry  Cells  and  Storage  Battirf 
Ctonnectiom.    StttJng  the  Time  of  Bi^axk 

*S00  ££,   89,   p*g#   805    for   commutatOT   conslrueWon  *•&•*  V*l*  *^^  wA«t   'it  w\r*%, 


Tho  ComiDiitator 

la  ■imllftr  ta  ih«  tjpt  explKiaed  od  p*te»  226 
ftnd  323,  fir  2.  It  is  placed  oo  the  «od  of  lb« 
cam  shftft,  tD^t  is.  (h«  rollor  mecbnnlam  ii  «tUch»d 
to   end    of   Cktn   itiftft    and   r«volTes    with    U,    Ihert- 


6^ 

Fif.  80.  Tho  commutator, 
for*  the  rolJef  revolves  %  the  ipoed  or  revaliitioiii 
of  thff  crAnk  shaft.  The  roller  makes  contact  with 
Iht  IninlAttd  contact  pointa  of  which  there  mre  4 
(and  which  do  not  revolve.  When  roller  comes  in 
coatAet  with  one  of  the  4  tnsnlated  contact  pointa, 
the  eoil  unit  connected  wHh  It  becomes  operative. 
km  roller  leavei  contact,  coil  hecomei  inoporatlve. 

To  ftdTU)c«  or  retaxd  time  of  ipark,  the  hoiising 
la  connected  at  **j\al]  rod  connection"  with  spark 
lever  on  steering  wheel.  See  flf.  S7  and  note  posi- 
tion to  move  to  advance  or  retard.     See  page  232. 

Tbe  Magneto 
Supplies    carrent    for    ignition,    lifhti    end    horn 
as    per   t%.    %lk*     II 
is  different  from  the 
uaujal    type    magneto. 

HigBett:  intteed 
of  the  horse  shoe 
magnets  heiog  placed 
over  the  pole  pieces 
and  ermjktnre  revolv- 
ing therein  note  the 
position  of  magnets 
and  coila  in  flg.  91. 
The  magnets  &re 
called  the  rotating 
field. 

The  armAtnre  in 
this  instance  la  sta- 
tionary and  consists 
of  16  coils*  of  thin 
copper  tmpe  wrapped 
over  soft  iron  cores. 

T  li  •      coneecutlre 
colle    we    wound    ta 
opposite       directions 
und      are      connected 
in     series     (see     flg. 
90.)      The     first     coil 
terminal    (to  the  left) 
in  fig.  90,  is  con- 
nected     to     mag- 
n  e  t  o       terminal. 
■^        The    end    of    the 
'         18th       coil       Is 
grounded    to    iron 
frame   which   aup- 
porta  them. 

The  dtrrent 
Eonorftted  la  low 
tension,  Altenuit' 
lug,  as  e^Kplained 
on  page  205. 
This  low  tension 
current  is  trans- 
formed  to  a  high 
tonaion  current 
through  colls, 
dg    88^ 


rtg.  91.  Vote  tlie  18  sui«- 
niin  which  revolve  directly 
ta  ffrant  of  the  eoila,  also 
eee  pege  265. 


Fig.    00.     The    armature 
which  is  stationary. 


•  ♦Voltes e    var- 
ies  from   a   volts. 


lowest  speed,   to  2$  or  80   voHa  et  highest  ep«ed. 
Normal  heing  aboul  IS  lo  20  volts  at  evarmge  speed. 


trig,  flA.  The  magnet 
polea  of  magneto  are  placed 
with  like  poles  together 
and  are  mounted  on  flj- 
wheel.  To  test:  8  p«1e  of 
magnet  will  attract  N  pole 
of  compass  needle  and  N 
pole  of  magnet  will  attract 
S  pole  of  compass  needle. 


Din  on  the  maf- 
neto  termisal  con- 
tact will  c«ut6  dim 
lights  and  misfir- 
ing. It  can  be  re- 
moved and  cleaned. 


iWT. 


*^Caiise  of  Weak  Magnets. 

(1)  Dirty  contact  as  per  fig.  02. 

(2)  End  play  in  bearings,  caused  by  worn  crank 
shaft  bearing  will  permit  magnets  to  rotate  at 
loo  far  a  distance  and  current  will  be  weak. 

(3)  K  grounded   magneto  coil   will  weaken  current. 

^Testing  for  Qrounds. 
tn  magneto  colls;   connect   5  or  6  dry  cells  to  a 
a    ToU   lamp    (fig.   Oa),      Attach   one   end  of  terminal 
^  from     lamp     to 

>-J  magneto  terminal. 

(T).  Then  nn- 
solder  Ibe 
grounded  end  of 
<i.*»  winding  at  coil 
0-2.  With  other 
wire  from  bat* 
tery  touch  the 
iron  frame  (T) ; 
If  the  lamp 
llghis,  then  some- 
where there  ti  * 
ground  of  one  of 
the  spools  in  con- 
tact with  the 
frame. 

The  nest  step 
wilt  be  to  And 
out  in  what  par* 
ticutar  portion  of 
the  winding,  the 
ground    exists. 

Attach     the     test 

B»t-    oi ^.ii^  wire  (W)  to  metal 

'^**    ^  *  part.       This     can 

be  easily  done  by  Inserting  the  end,  under  nut  (T) 
or  temporarily  making  a  soldered  Joint  at  the  point 
where  permuncot  ground  was  formerly^  attached, 
if  there  is  a  ground,  lamp  will  then  light.  i 

Loosen  the  coils  one  at  a  tine  and   shake  vigor* 
ously,    or   move   up    and    down,    this    will    cause   the   |~ 
light  to  flicker — or  go  out  and   on  when  yon  reach    ' 
the  coil  or  section  where  the  ground  is  located* 

The  ground  can  sometUnea  he  remoTed  by  clean- 
ing   out    dirt    and    metallic    particles    and    revarnish 
with   a   special  oil-proof  yamlshi  which   can   be  ob- 
tained  of  Ford  agents.   Oommon  shctlac  will  not  do. 
Note — IlluBtrotioo     shows     -coil     plate     reverted. 
Bolt   holea   and   recess    for  cam    shaft    should   be   on 
top  as  shown  in  fig.  85.  page  803« 
*Dead   Pointa. 
On    the    older    model    Fords    which    did    not    have 
the   %    inch  magnets,   there  were  certain  dead  pointe 
where,   if  spark   lever   was   placed   in  certain  notcbee 
in  quadrant,  the  engine  would  not  respond  with  in- 
creased  speed.     On   the   late  magnetos  as   the  mag- 
nets pass  from  one  end  to  the  other  as  It  revolves 
there   ift   no   dfod   puiot — *«p  b*'loiv   and   page  285. 


OHAST  NO.  851— Tbe  Ford  Magneto.    TeiUiig  Magneto  CoUb. 
*Note;   while   illustrations  show   magneto  coils  as  being  round,  they  are  now  made  oblong*  with  oval  pole  pieoea 
■o  that  as  soon  as  the  magnets  pass  away  from  one  pole,   they  begin  to  uifluence  the  next — thus  there   are  no 
"dead  point«.''*      ** Varies   according  to  distance  between  magoets  and  coil  cores  and  strength  of  magnets,  see 
page   8 64  J.     tSee  page  303,   bow  to  test  polarity  of  a  magnet.     Before  assembling,  test  maeu«L%  %.\w^  v^&sf^ 
mark    N    poles.     After    assembling,    test    correctness,     by   passing   compma«   arowck^  %t   ^V*.^»  ^'^^^  ^^  S^''?^ 
of  mtfftiere— the  n**«'dle  should  reverse  as  each  pair  of    poles    \%   ^ft*«fc(L.    \l    v^^^*^   wttk^v   ^^*o^»   '*^^ 
rroee-wise  and  Irembfe.     tSee  pages   864 -J,  S06.     **&ee  aUoi  Tttt««  ^i:h. 


806 


FORD  SUPPLEMENT. 


^ 


tindlcations  of  Weak  Magnets* 

(1)— Dim  lights.  (2)— Frequent  backfires, 
or  explosion  a  in  the  muffler  when  ninning — 
possibly   blowing  the  muffler  up. 

The  magneto  Ib  often  blamed  for  trouble 
that  lies  elsewhere  in  the  electrical  eyatem. 
A  weak  current  will  often  be  caused  by  dirt 
or  waste  collecting  beneath  the  terminal  con- 
tact spring  on  the  crankeaae  cover,.  To  clean; 
remove  the  three  screws  holding  the  binding 
post,  remove  the  post  and  spring,  and  clean 
as  per  fig.  92,  chart  351. 

Check  up  the  wiring  for  short  circuits  or 
grounds. 

To  reach  the  magnets  it  Is  necessary  to  re- 
move the  engine  from  the  car.  The  common 
method  of  doing  this  is  to  remove  radiator, 
dash  and  steering  gear  and  lifting  the  engine 
out  complete.  By  the  method  herein  outlined 
the  base  of  the  engine  is  left  in  the  chassis 
and  the  dash  and  steeriDg  gear  are  left  undis^ 
turbed.  Two  experienced  men  tvan  readily  re- 
move an  engine  and  place  it  on  the  bench  in 
30    min.   by   this  method. 

*To    SemoT^    Engine. 
1-Dr«iii  radiator. 

f^Rea]Oir«  four  boltft  at  unUcraal  JoinL 
S"Reaioy«   rear  apTing   atiHckles  and  pull   rear   axle 

back.     (The  rtar  ol  Cha  car  must  flrat  be  blocked 

up.) 
4-DiAconnect  radiator  at  ay  rod. 
S-RemoTp    tlir    rwo    boUt    tiolding    the    radiator    to 

Ihe   frame   and    ri'inove  the   radiator. 
^Uaaoap  canimutator  and  pJace  U  to  one  aide. 
T-Remove    apark    plug    wirea. 

8-8hat   off   the   gaaolitie   and   ri^move  the   k'ed    line 

from    th«»    carburetor. 
O-Diacoanrct    tlie    exhajat    manifold    from    the    ex 

haust    pipe   and   recoove  botb   intake   and    exhaust 

mamifoldft    from    the    enig^ine. 
10-Remove   fansTjaft  bracket  and   timing  gear  eaie. 
ll^Reinave   the  two  bolts  liolding  the  pant  to  each 

aide   of    tbe   h&ne  and    ktiock    Ihe   paoa  down   out 

of  the  w&y, 
22-Remova    tbe    base    bolts. 
13-R«move    the    tranfimjaainn    case    after    toOBeoing 

the  reveree,  lew  and  brake  Irangroiajiion  banda. 
l-*— Lift    tbe     enj^lQe     from     the     frame    and    place 

it   on    th*5    bench.      The   lifting   may    be    done   with 

a    hoiit.      ft    ia    quicker   and    eaaier,    however,    if 

three  men  take  a  hold  of  it  Mcd  lift  It  out  by  hand. 

One  ahould   atraddle   tbe  engine  at   the  rear  and 

Ihe  other  two  should  be  at  each  aide  at  the  front. 

Tearing  Down  tbe  Englno  &iid  Tostlng.f 

l^Olamp   the    engine   on   the   bencb. 

8-Teat  the  magneta  on  the  Ajrwbeel,  aa  shown  in 
Ag.  2.  Tbe  block  of 
Bteel  should  juit  hang 
by  a  corner.  •  The 
weight  of  thia  teat 
hlotrk  happens  to  be 
the  frame  a  a  that  of 
the  Ford  camshaft 
gear.  Failure  to  hold 
indicates  weak  mag- 
nets. 
3-Remove  the  bolta  hold- 
ing the  flywheel  and 
transmiasion  to  the 
crank  ahaft. 
4-RemOTc  the  flywheel, 
magnet  and  tranamia- 
lioQ  unit,  placing  it 
face  down  on  the 
bench. 
5-*Xf  tronbla  li  rasp»cted 
tn  the  m&gnato  eoUi, 
these  may  be  teated, 
MM    abown    in    ng.    3. 


The  two  teat  pointa  are   connected   lo  •   110  v«U 
allernating    current    line«    per   flg^«    3S.      Hia  maia 
ground  of  the  coila  ii  dfaconnoctad  sDd  f«eh  i 
tested  for  shorts,   ground t  or  open  circuit,     (« 
alao  fig.  93,  chart  351.) 

6-Chisel  the  heada 
from  tbe  enda  of 
the  braaa  magnet 
retainng  acrews 
at  the  rear  of  the 
flywheel ;  when  re- 
assembling  use  new 
screws. 


/J 


"7^"^1 


7- Turn  the  fly  wheel 
tranamisiion  aa- 
aembty  over  and 
aet  it  upright  in  a 
aquare  box  placed 
on  the  bench* 

8— Remove  the  wirea 
holding  the  centra! 
magnet  -  retaining 
bolta. 

d^Uaing  a  bit  brace 
acrew  -  driver,  un- 
acrew    the   outaide    magnet   scrcwa. 

lO-Usmg  a  bit  brace  aocket  wT«nch  tinaerew  the 
central    retaining    bolta.     Clean    &1I    p>rt«. 

Fig.  33  shows  a  te&ting  outflt  naiog^  four  32  c.  p. 

carbon   Umps. 

Building  Up  the  Mag&flta. 

l^Place  the  new  niagnetJi  on  the  flywheel  in  ibe  tftoe 
order  that  they  were  in  the  box  that  they  were 
shipped  fr^m  the  factory — th»t  1&,  so  tbmt  lit 
I*g8  that  do  not  attract  each  other  ar*  tof««k« 
ThlB  meuis  that  like  poles,  or  N&N  and  E&S  polaa 
are   p^'i^'^'ti    loirelher.    '.»ev-   flg.    91  A.    page    SOS.) 

2-Catch  all  the  central  re- 
taining bolts  in  place. 
but  do  not  tighten* 

3-Slip  the  outaide  apoota 
under    tbe    magnet    tnda. ' 

4-Brop    the    magnet    clamps  L 

onto     the      magaoH     ende  f  -  ^  . 

and       catrh       the       brass  I I 

BcrowB  iuto  their  threads.  "•  *^''^„^,^^^^ .^  ^^  ""' 

I^Using      a      brace      screw* 

driver,  bring  all  of  the  serewa  down  anug. 

6— Pinch  tlie  ends  of  the  magneta  in  with  a  pair  of 
pliera  until  the  aides  of  the  magnets  reat  agmiaal 
the    spacer   on    the    clampa. 

7-Tighten   the   outride    brass   acrewa. 

B^Tlghten    the   ct*ntral   retaining   bolta. 

d—Uaing  (stovepipe  or  brass)  wire,  lock  the  cemtnl 
bolts  in  position.  The  wire  ahould  be  inscrtei 
as  shown  in  flg,  5.  (when  holea  are  about  in  poai 
tion  shown)  as  th\n  creates  a  tendency  to  tifbta 
linstftad  of  loosen   tbe  boUi. 

10— Knock  the  four  corners  of  each  magnot  etanp 
down  over  the  magnt^ta,  ao  that  they  cannot  u 
terfert  with  the  coll  a  later. 

11— Turn  the  assembly  over  and  head  the  bratt 
screw  at  the  rear  of  the  flywheel.  Bofore  aaacaa* 
bly,  the  engine  ahould  be  inapectod  for  looae  or 
worn  hearings  and  if  any  are  found  thtj  abould 
be  cleaned  and   adjusted, 

f  AsaembUng  tho  Magneto. 
1-Replace    thr^    fl>  wheel  trantmiaifon    aaavmbl^    OHIO 
the    crankahaft    flange    and    aeeore    it    with    t«9 


Fig,   2. 


CHABT  NO.  352— Testing  and  Iltting  Magnate     Teatlng  Wsftk  Magneto  Coila^-Ford  Magaeti, 

■      "Oring  and   Disassembling  Engine.        *s^e    ^^o,    page    763,      tSee   also,    page   804  J.      (Motor    World  V 


^H:oati&ued   from   chart  3&2. 

oppotita  flftDjca  boUt.     Driw  th^is  bolU  up  waug, 

flH-Diing  tiiA  cfftDk.  «■  shown  in  flff,  4,  torn  ib« 
Ajwbeel:  Ind  note  whether  the  macneU  iatef- 
f«r«  with  the  cotU.  The  masQeti  ftrt  let  Vis" 
from  eoili^l 

S^Rrpljico   th«  two   otbur  flftng«  boltji. 

i-Ti£htea  ftll  the  flatly*  bolti.  ▲  ihori  piece  of 
round  ctock.  wedged  through  one  of  the  holes  in 
the  coil  fl»J3ge  and  csught  behind  the  mBfxieti. 
tiokdi  the  crank  so  that  the  bolie  miy  be  dr»wn 
tiffht. 

8-^Agmio  utiKg  til?  crmnk  »»  thown  in  fig.  4.  critok 
the  engine  quite  fett.  %VhUe  creaking,  ihort 
eircoit  the  mmgneto  contBct  point  with  the  eyl- 
ioder  aei&f  e  ecrewdriver.  A  fet  blue  ipirk 
ehowe  the  magneto  to  be  0.  K. 

ff-A  putty  knife  mey  be  need  it  i  gege  for  testiog 
thii  distence.  It  m»y  be  found  neceisery  to 
ehiia   up  the  coil-mpporting   flmnge. 

T-Plsee  the  locking  wiree  in  the  craakehaft  Hange 
bolt!  »■  expUined  on  page  00 S. 

SepUdBg  tbd  Engine. 
Before  replacing  the  engine  in  the  ba««,  the 
baie  abottid  be  thorotighly  cleaned.  The  rWete 
holding  the  atipportA  to  the  bajifl  ihould  be  tested 
to  aee  that  they  are  tight.  AU  boUs  should  be 
Inapected. 

l-Ptace  the  standard  Ford  felt  packing  on  e^ch 
tide  of   the  engine  baie,    ■fitting  it  in   heavy   otL 

2-Lift  the  engloe  up  and  set  it  in  place.  Be 
eareful  not  to  elide  it  around  any  more  tban 
neceasary.      Three    men   can   do   tbla   eaaily. 

3-Line  np  the  holes  in  the  baae  with  a  small  drift, 

4-RepUce  the  front  gear  cover, 

fr-Drive  all  the  base  boUa  through  their  holea,  from 
the  bottom  up,  s.nd  catcli  the  nuts  onto  the 
threads.  Two  men,  one  with  a  speed  wrench  on 
the  nuts  and  the  other  holding  the  bolts*  eao 
quickly   fasten   the  engine  to  the  base, 

6-Slide    the    traasmiasion    bands    in    place. 

T-Brlag  the  luga  all  together  at  the  top  and  wire 
them  together  tightly  with  a  single  strand  of 
stovepipe  wire,  or  use  a  clamp  similar  to  that 
shown   in   fig,    10,   chart   324. 

B-Plice  i'dort  lengths  of  felt  gasket  at  A,  B  and  O, 
as  shown  in  fig.  6.  P*ice  %*iDch  asbeatoi  wick- 
ing  and  grease  in  the  comers  at  D  and  B. 

9-Then  place  the  standard  Furd  felt  transmiaslon 
gasket  in  place.  The  double  thickness  felt  and 
the  asbestos  wicking  atop  up  the  points  that  tend 
to  leak,  « 

^BemagiietiziiLg 

The  usual  and  proper  method  to  remedy  weak 
magnrta  is  to  replace  them  with  new  ones^  Tbe 
Ford  Co.,  do  not  advlae  everyone  to  attempt  this 
work.  This  however  necessitates  taking  down  an< 
l^ine  and  then  reassembling.  This  makes  a  coatly 
job  and  is  a  big  job.  Therefore  different  methods 
wiU  b«  given  to  recharge  magnets  without  removing 
from  car. 

OlUtfglJig  wltli  storage  batteriti:  Five  or  six, 
6'Volt  storage  batteries  should  be  about  right. 
Refer  to   fig,    7. 

To  prepare  the  mag- 
neto for  recharging,  first 
disconnect  the  wire  (A) 
which  goes  from  the 
fliAgneto  terminal  on  the 
transmision  cover  to  the 
eoil  on  the  dash. 

Kext  remove  the  trans^ 
misaion  cover  {B)  ao 
you  can  look  at  the 
magneto.  ^^ocate  the 
brase  stnds  on  the  rim 
or  the  flywheel  which 
holds  the  magnets  in 
place,  and  have  some 
one  turn  over  the  engine 
very  slowly  until  one  of 
these  brass  studa  it  in 
line  with  an  imaginary 
line  drawn  about  1  in. 
or  so  from  the  magneto  terminal,  to  the  left  of  Ibe 
Utter   and    puralleling    the    frame.      Aaotber   wmf   la 


10— Slide  the  tranamission   h^tielng  In   place.     Uiing 
a    screwdriver,    pry   the   bands   Into  place, 

11-Knoek   the  housing  down  fluab   iknd  tlghtea   th« 
two  rear  retaining  oolts. 

12-Usiag  a  thin  socket,  or  check  nut    vreneb,  tigh- 
ten the  transmitaton  bands. 


Fig,   6 — Method   of  packing  all  )ointi 
to  prevent  leakage  of  oil. 

13-Heplace    the    balance    of   the   housing  bolt*    and 
bring  them  up  snug. 

li'-Slide   the   rear   axle   and   drive   shaft   back   into 
place   and   secure    it  there. 

15-A«aembte  the  engine  flttinga.   such  aa  fan,  9om- 
mutator,    wiring  and   manifolds. 

16-Replace    the    radiator    assembly    dood    Mid   floor 
boards. 

Later   Mi«iieU    %    Hu^ 

To  install  %  Iccb  magnets  of  tlie  Uloat  ifp* 
so  electric  lights  can  be  need;  as  the  crankoaae 
and  the  transmissJion  cover  are  similar,  ike 
necessary  parts  include  No.  a250-D  magneto  eoU 
assembly,  one  set  of  %  inch  magoeta.  slzteea 
magnet  clamps  Ko.  3277,  and  sixteen  manet 
tliimp  screws.      (Former  magnets  were   %  ineV) 

Ford  MagneU. 

to  place  an  ordinary  small  compass  on  the  trana- 
mission cover  about  1  in.  from  and  to  the  left  of  the 
magneto  terminal,  at  the  same  time  turning  the  en- 
gine slowly  until  the  needle  of  the  instrument  la 
parallel  with  the  engine. 

The  north  pole  end  of  the  needle  should  point  to- 
wards the   engine   when   in   this  position. 

ConnecUona;  Connect  a  wire  from  positive  (  +  ) 
terminal  of  the  battery  to  the  magneto  terminal  on 
engine,   aa  shown   at    (0). 

Kext  connect  a  wire  from  the  negative  terminal 
on  battery,  and  make  and  break  the  eirentt  by 
striking  the  free  end  of  the  wire  on  tome  metal  part 
of  the  engine. 

Permanent  connection  should  not  be  made,  bol 
only  thirty  or  eo  momentary  contacts,  which,  it  is 
»ald,  will  reacharge  the  magnets  much  more  sat- 
isfactorily than  if  permanent  eontaet  la  mado. 
(Motor  Age.) 

*  Other  sources  of  electric  supply  for  ctiM'risf  lio 
magnets  are  shovm  below  and  on  next  page. 


Dry  cells  can  be  used  If  necoisary. 
nected    in    series- 


Use  48 


continued   on   next   page. 


CBAMT  NO,  958 — Fard  Magneto  Testing— con  tinned. 


I       *A  mm, 
I       Jtoee  also 


let  remagnetixer  for  Ford  magnets  la  advertised    in  (he  bnrk   of  t^lis  hook. 
m  also,  page  864  J, 


EemngnatUlag  Ka^ota,  BeplncingtlittBnglnn. 

See  also,   pages   819,  114^* 


808 


FORD  SUPPLEMENT. 


I 


«— contifiuod  Iram  ehart  353. 

B«sistAaco  wire  caa  be  used:  Uae  13  ft.  nich^ 
rome  No,  16  wire  or  8  ft.  of  No,  18.  If  German 
eilver.  mo  35  ft.  No.  15  or  22  U.  Ko.  18 — in  series 
AB  shown   in  tg,   6, 


fW^MnO  tOMWiAl 


P 


P 


^ 


Flp.  fl. 

110  volt  direct  current  can  lie  used:  To  tiiCt  it 
will    bo   necesatiry    to    use   u    resistancip   lamp   ba&le, 

f  Ignition 

We  ha\'e  ilealt  with  magneto  troablea.     We 

will  now  take  up  the  coils  and  apark  plugs* 
Althougti  tbie  matter  has  been  fully  treated 

on  T^y&ge  236  and  under  heading  "Digest  of 

Troubles*'  (aee  page  678)  we  will  tcraeli  on  m 

few  of  the  important  points  here. 

Ooil  Units. 

The  four  coil  units  on  the  Ford  are  con- 
tained in  a  metal  box  with  a  slanting  cover 
(iee  fig.  88,  chart  349)  which  enablee  them  to 
be  taken  out  of  the  box^  without  remoYing  It 
from  the  dash.  Some  of  the  1914  and  1916 
metal  coil  boxes  had  straight  covers,  but  when 
this  type  are  used  on  a  cowl  dash^  (1916  or 
1917  body,)  the  units  cannot  be  taken  out, 
without  taking  the  box  off  the  dash. 

The  earlier  wood  box  colls»  were  much  in- 
ferior to  the  present  type,  and  the  Ford  Motor 
Company  makes  an  exchange  proposition  on 
these  wood  box  coils  which  should  be  careful- 
ly considered  before  replacing  defective  coil 
units  in  wood  box  coils  or  installing  new 
points. 

Missing  of  EzplosloiL 

Troubles  due  to  the  commutator,  magneto 
terminal^  weak  magnetii  or  grounded  magneto 
coils,  was  treated  on  pages  804  to  806.  Other 
e.iutes,  are  spark  plugs  and  coll  vibrators. 

Spark  Plug  Cause  of  Misfilng. 
P^  Tbe  first  and  most  nroba- 

,-?;        bl6  cause  of  missing  is  due 
to    the    spark    plug    points 
being  set  too  far  apart  or 
not     far     enougb — for     in- 
stance if  set  too  close  there 
will  be  a  tendency  to  miss 
at  slow  speed;  if  set  too  fax 
apart   misaing   will   occur   fre- 
quently,   (see    pages    233    and 
299.)       The    spark    plug    may 
have  become  fonled  from  too 
much    oil,    which    is    common 
trouble^Bce  pages  235,  237. 

Spark  plug  on  the  Ford  Is  a 
Vs  In.  pipe  thread,  long  bodj  per 
pa^e  23d. 

Gap  ubould  be  iyS2  in.  und  if 
point  if  bent  at  shown  the  oil  will 
have  a  tendency  lo  drip  off  (tee 
pages  233.  2fifl  for  testing  a  spark 
plug.  A  worn  dime  maket  a  good 
gage,   at  sbowo   in  flg.   11. 


per  flg.    5,     Use   twenty  eight   32    e.   p.    carboo   filt 
ment    lamps.     Connect    positive   pole   wilh    tsagaeie 
terminal.      CoaaaeWd 
I  h  ,  1  *•   shown,   gixea  27% 

umptJ'rei  To    tni 

poaltlTa  pole,  or  pol 
arity    of    an 7   elwalfj 
— tee   pa^e    45S. 


f&5 


See  page   233 


Coil   Vibrator  Points. 

Too    close   contact    between 

adjusting  screw  and  vibrator 

will   cause   tungsten   points  to 

pit,  which   results  in   sticking 


To  teat  the  Tlbra 
tors  of  a  coQ  9m 
page   290. 


(From    Aatomobtte   Betl^T   aod    RepaLrer  > 
Tronbloa. 
and   frequently    burning   away   the   tungsten 
and  often  putting  the  coil  out  of  action  and 
invariably  causes  missing. 

This  may  be  remedied 

by  cleaning  the  points 
with  fine  emery  cloth, 
or  as  explained  on  page 
234,  or  by  the  use  of  a 
fine  jewelers  fie  which 
ia  made  for  the  purpose. 
But  is  is  advisable  to 
be  very  careful  and  file 
fiat,  (aee  also  page  809.) 

When  * 'direct"  current  it  used  for  ignition  oaefe 
at  a  ttorage  battery  or  "direct*'  currant  djnmMam, 
the  tungsten  points  on  a  cat!  pit  up  rtrj  bad 
much  more  so  than  on  an  alternating  em  treat  tta#- 
oeto.  That  it  why  a  magneto  ioterrapter  poial 
wears  longer.  Alternating  eorrent  is  much  eaal<?r  cm 
tungtlen  polnlt  because  the  current  is  being  eon 
stantly  reversed  from  negative  to  positlTe  or  poai- 
tivQ  to  negative.  (see  page  284  and  last  three 
paragraphs  in  chart  117). 

Too  high  a  voltage  or  excess  of  currant  will  eauta 
excestivci  eparkiog  and  will  pit  the  points  and 
canae  them  to  stick   or  weld  together. 

Adjtistlng   Vibrators. 

With  the  spring  held  down,  the  gap  be- 
tween the  vibrator  points  should  be  aUgbtly 
less  than  i-^^  itich.  Then  set  the  lock  nut  bo 
that  the  adjustment  will  not  shake  loose. 
Each  coll  unit  should  be  adjusted  to  take 
about  1%  amperes,  as  measured  by  an  am- 
meter,  (see  pages   234  and  236.) 

Hard  starting  due  to  yibrator  adjustment. 
If  there  is  too  mucli  tension  on  the  vibrator 
springs,  the  weak  current  generated  by  tbt 
magneto  at  cranking  speeds  will  not  be  sxiJfl* 
cient  to  cause  the  vibrators  to  hnzz  and  it  will 
be  difficult  to  start  the  engine.  Too  litUii 
tension  will  not  let  the  vibrators  reapond 
quickly  and  the  engine  will  run   unevenly, 

A  Defective  Coll  Unit 

Can  be  detected  by  noticing  if  the  vibrator 
buzzes  without  producing  a  spark  at  the 
plug.  Then  the  suspected  unit  can  be  ex- 
changed with  another  unit  to  make  sure  that 
the  trouble  is  actually  in  the  coil  unit.  A 
punctured  condenser  is  indicated  by  a  heavy 
spark  at  the  vibrators  and  a  weak  spark  at 
the   spark   plug. 

If  the  engine  has  a  tendency  to  mUa  whan  drlvlag 
ovar  rough  roads,  this  may  be  due  to  the  coil  units 
Dot  fitting  tightly  in  the  coil  box.  Tb«  bouncint 
of  the  car  makca  the  coil  units  toncb  the  metal 
cover  of  the  box  and  causes  misflrlag. 

Sometimes,  mlsdrtnff  la  due  to  the  woodea  Unlaf 
of  the  metal  coQ  boa  b«Lng  damp  and  allowi&g  tlie 
electric  current  to  leak  across  from  one  terminal  ta 
nnother. 


CMAMT  NO,  S&4 — Bemagnetlilng  Ma^eta — eontinued.     Ignition  Troubles. 


IGNITION  AND  LIGHTING. 


^^Bresslng  Vtbrator  PolBta. 

Tbfl  eail  point  »cr6w  is  cUoiped.  bj  meftDt  of 
two  nuti,  to  the  fcnier  of  the  metal  ttrip.  Th« 
itflp    i»    mov«*d    for- 


TUKGSTEM. 


V   OIL  91  ON 


ward  ftnd  back  ward 
OT«r  t  b  o  oi1tton«>, 
tbisa  flcicurinj^  a  trup 
aurfafe  on  the  taag- 
ateo  poiDt,  which 
make*  it  la«t  much 
longer  without  trrind- 
iJif.      A  i«t  JaweUra  fila   ia  often   tti«d   alto. 

A  Battery  Charger. 
▲    batterf    eharfer    illaatratpd    in    Fordowner    re- 
cently  ia  alioWQ    ia   illuatratioo.      With   tbia   device 

tho    altomating 

current  la  recti-^ 
fled  to  direct 
current.  Tbe 
mnfneto  ia  in- 
tended to  «up- 
pljr  tbe  current 
for  charipng. 
T  h  o  rectlJlor 
and  battory  are 
placed  io  a 
battery  box  on 
the  running 
board. 


Electric  Lighting. 

Although  thia  aabject  ia  treated  on  page  813. 
thia  illuatration  wbtcb  ia  a  good  example,  reconily 
appeared  in  Automobile  Dealer  and  E«pairer,  and 
reproduced  here.  Note  the  completeoeaa  of  tbe  d« 
taila  and  layout.  A  100  ampere  bottr«  d-TOlt  battery 
is  uaed,  which  can  be  placed  in  a  metal  battery  boa 
located  on   the  running  board 

Of  courae.  tbe  battery  muit  bo  raebargad  when  ex- 
bauated.  If  nitrogen,  6  rolt  lampa  are  uaed  the 
amperage  uaed  per  hour  would  be  about  OVi  amperea, 
therefore  battery  would  give  approximately  1&  boara 
actual  aerrice.  If  spot  light  ia  uaed  it  will  take 
2    ampereii    mure*. 


Ether,  Picric  Acid  and  Gasoline. 


Q, — Can  ether  or  picric  acid  bo  naod  for  incraa»> 
tng  power  for  racing?  A. — Ves.  nitron  a  ether  haa 
been  uted  but  U  dangerous. 

mtroBS  ether  la  purchased  tn  glaaa  tubea  and  ia 
put  on  ice  at  least  8  houra  before  attempt  to  bao- 
dle»  aa  beat  from  palm  of  band  will  explode  it  and 
tbe  glaaa  ia  liable  to  put  your  eyes  out.  Mix  one 
ounce  to  five  gallona  gaaoline  and  you  may  have  to 
add  a  little  more  gaaoline  or  a  little  more  ether  to 

£et  the  beat  results.  Ether  you  buy  tn  pomid  cana 
I  fiiltable  for  eaay  atarting  In  cold  weather,  by 
mixing  half  other  and  half  gafiolioe  and  put  it  in 
a  amall  tank  on  daih,  uaing  a  amsU  primmg  pump 

Miacellaneoiifl 
«Tho  Master  Vibrator 
If  a  single  coil  (high  teoaion),  connected 
in  series  with  the  ignition  ajstern  na  explained 
on  page  232  and  illustrated  in  fig,  103  below. 
It  improved  the  earlier  wood  box  coils  much 
more  than  it  aids  the  latest  metal  box  coils 
having  tungsten  poiDts.    With  this  system  of 

LOOKING.  ^TFRomOfQASH  UmEkkOQd 


COIL 


TO  COIL  VmflAlQR 


I 


EUSE  V/fH   SHCWm 
WiRE  SHUNT  TO 
COIL  VIBRAJOR 
TOP  VIEW 

Sfmf/^,HQWJ0  Sffom'mcmsPAPMou-mMms, 

Fig.   103. — The  raaater  ribrator — aee  page  233. 

ignition,  bat  one  vibrator  is  used,  see  page 
232  for  the  general  principle.  The  same  com* 
mutator  and  other  parts  of  the  coil  system 


to  squirt  it  in  tbe  intake  pipe.  Thia  ether  can  be 
handled  without  danger,  aa  long  aa  it  ia  kept 
away  from  a  0ame. 

Picric  acid;  put  one  pound  of  picric  acid  in  a 
glaaa  bottle  and  fill  with  gaaoHne  or  alcohol,  keep 
io  a  cool  place,  atir  twice  a  day  for  one  week  be- 
fore using,  The  picric  acid  will  not  all  diaaoWe, 
but  pour  out  all  the  liquid,  elralni&f  it  through  a 
fine  teire  and  mix  the  aame  proportion  aa  you  do 
ether.  You  can  use  both  together  by  equally  divid- 
ing them.  There  ia  one  point  to  watch  ctoaety; 
don't  get  mixture  too  rich.  Picric  acid  is  Injurioua 
to  engine  and  will  increaae  heat. 

Electric  Systems. 

are  used,  with  the  exception  that  the  vibra- 
tors  are  short  circuited  by  pieces  of  wire,  a^ 
shown  in  fig.  103,  and  fig.  6,  page  264.  (The 
master  vibrator  is  not  supplied  by  Ford  Co.) 
Atwater-Kent  Ford  Ignition  System. 

On  page  248  a  detailed  descriptioD  of  the 
Atwater-Kent  ignition  system  is  given.  The 
Ford  Atwater-Kent  system  is  similar  in  de- 
sign to  that  described,  and  is  furnished  com- 
plete with  ctrtD  gear  cover  plate  which  makes 
a  neat  and  secure  fitting  when  the  old  com- 
mutator  is  removed  (figs.  1  and  2,  page  810). 
The  distributor  is  accessibly  arranged  in  a 
vertical  position. 

tWhen  fitting  this  system,  the  old  coll  box 
on  the  dash  is  removed  and  a  single  unit 
non-vibrating  coil,  contained  in  a  small  box, 
is  mounted  on  the  dash.  The  radiator  should 
be  removed,  to  facilitate  the  placing  of  the 
cam  gear  cover,  also  the  fan  assembly  and 
the  spark  control  rod.  The  timer  and  wires 
are  then  removed^  but  the  hexagon  nut  is 
retained  to  hold  the  bevel  gear  of  the  new 
system. 

With  this  system  the  magneto  can  be  need 
entirely  for  lights — or  entirely  removed,  thni 

reducing  the  drag  due  to  the  magnets. 

These  single  spark  battery  systems,  and 
high  tension  ignition  magnetos  are  especially 
adapted  to  racing  Fords  and  speedsters.  The 
more  accurately  timed  single-spark,  which 
these  systems  give^  is  especially  valuable  at 
high  engine  speeds  and  gives  more  power. 


C7HABT  NO.  S55 — Mlscellaneaus  Electric  SystemB.     Dressing  Vibrator  Points.    A  Battery  Ghaigec 

'See  alao  pagea  2S4,  232*  230.     tWhen  fltting^  an  Atwa tar  Kent   isystem  to    a   Ford   the   piston   ia  placed    Nk.  V»^ 
down   after  top,  aee  page  3ie.      **See  alao.  page  234,      Ford    genuine    vibratota    ^t%   mv&«   ^\   vjtVsit^  %\<t^?w.  ^^aX 
treated   and   grain   ruoniog  one   way;    thua   increaiing    tctiUency,     T\ia  \»o\tiV*  »t%  Vv^  ^».^.%  VasvV'^^fc- 


810 


FORD  SUPPLEMENT. 


At  water  Kent  Ignition 
and  Kemco  Generator. 
Fi^fi.  1  and  3  ehow  how 
•  direct  current  fen  era 
tor,  of  which  the  Kemco 
fantypo  gener^ior  is  a 
food  exAmple,  can  be 
used  to  keep  a  storftire 
battcTX  fnlty  charged. 
The  itorage  battery  then 
t«mighes  a  reliable 
aonrce  of  electric  cnrrent 
for  lighting  and  other 
pitrpoaei.  evan  when  the 
•agtne  >i  itopped.  Acut- 
•tit  ifl  j^rovided  in  the 
oireuit  ai  shown  in  cut, 
to  keep  the  battery  ciLr- 
rent  from  flowing  back 
through  the  generator, 
when  the  engine  Is  not 
mnning.  (Tho  At  water - 
Kent    Go.,     PbJIadelphis, 


OW>Ne  TO  ShALL  AHOU^iT  Of   C«l 

tprfll»M,     WMtNi  ATTACH  [OUA&T 
MONTHS^ 

MACNETO    C/^NBt(/&tO  ^0^1 
WHtN  |IUNNtPl« 


ttvC^AL 


'S^TSSSS 


A  5TO«Ati£  BATTtRV  IS  MO»«E  OtHHABll 
AS  A  iOUUCt  OF  ItNlTlON  tLfCTRiC  SUPPLY* 
AND  CAN  ALSO  gt  UStO  POR  LlOt^Tit, 
OHy^CtLLiNOT  NECIlSARt  «F  aTOAAei  ftATTf  <iy 


Figi.    1   and  2, — Atwater-Kent  Igniticen   and   Kemco  Gtfnerator. 


*Tlie  Kemco  Electric  System 

For  The  Ford, 

Generator:  Oonsiite  of  e  direct  current  gen- 
erator (13  lbs),  driven  from  crankahaft  by  a 
Whittle  V  belt.  It  H  mounted  in  the  fan  and 
charges  a  0  volt  battery  which  supplies  current  for 
lights,   ignition   and   the   starting  motor 


♦Oiling  a  Ford  For  Speed. 

oil  reservoir  (R)  place^l  at  any  convefiit^nt  point 
from  which  oil  is  pumped  by  band  oil  piuap  (P)  te 
crank  case   (£).     From  here  it  ia  pumped  by  scaaU 


S'lg.   10§. — The  Kemco  wiring  diagram. 

Tbe  starting  motor  is  geared  back  16  tim^s.  It 
ia  a  aeries  wound  motor  and  stnrt»  engine  through  a 
roller  chain  connectiag  with  sprocket  on  an  over- 
riding clutch  connected  to  crank   shaft. 


Drill  Press  To  "Rvm  In** 
Ford  Bearings,  Etc. 

Fig*  30.  Ford  mala  bear- 
ings, connecting-rod  bearings 
or  overst£e  pistons  can  be  run 
or  worn  in  by  bolting  the  cyl- 
inder block  to  the  drill-press 
table,  with  cylimler  iit*d  re- 
moved aod  four  ^4neh  pieces 
iii](lt>r  thn  corners  between 
head  and  table  to  icive  clear* 
ance  to  pistona.  A  flywheel 
of  the  bolted-on  type  ii  drilled 
lo  lit  tho  0anee  of  the  Ford 
erankahaft  und  boUed  on. 

tied  eo  that 
vilh    the 

,  press  »nd 

An    e^levfttini;   screw    is   used    to 


ia  then   beltftd  up, 
ttgbien  the  bett. 


T1HT3   1      "^^^  ^'''''*'   **   turner 

JJM_yjUJ  fly  wheel    line*    ur» 

— - — K        drive  pulley  of  drill  ' 


Ford  Carburetor 
Wrench. 

Fig,  16.  A  special 
wreuch  for  tlgbteulng 
tho  carburetor  to  Inlet 
manlfotd  can  he  made 
of  Attt  uiQlat  a»  per  di- 
nienNions     In     illustra* 

tiOTl. 


piston  oil  pump  to  oil  gage  (G)  on  daah   (tbenea  ta 
timing   gears    (T^ 

The  oil  pump  ia  placed  oppoaile  No.  4  axkatial 
cam  by  drilling  hole  large  enough  to  permil  bead 
(A)  lo  pass  through.  Pump  parLs  are  mad*  of 
brass  tube  (B)  screwed  to  flange  (0>  having  4 
holes  for  cap  screws.  Orank-caae  ia  tappod  aad 
leather  gaakets  inserted  between.  Piston  of  pwp 
ia  made  of  steel.  Buabtng  (D)  ia  ttted  Into  (B} 
to  which  remaining  part  of  pump  ia  aervwad. 
Check   valves  and  parts  are  shown. 

on  pipoa  are  %  inch  copper  tubing  naiag  solder 
less  connections.  At  (P)  pet  cock  ia  remoTed  aod 
a  fitting  screwad  Into 
its  place  and  tubing 
(6)  leads  from  this  to 
lower  part  of  oil  pump. 
A  hole  ia  drilled  at 
(T>  and  tapped  to  take 
connection,  (Motor 

Ago.) 

Tig.  34 — ^Iiooae  apokas 
la  Ford  wbsala  can  be 
tightened  by  driving 
a  piece  of  galvaolaed 
iron  2x1%  in.  form- 
ing a  wedge.  liOote- 
nesa  is  due  to  drying 
JUt  of  spokes.  See  alto, 
page  762, 


1 


i 


OHAST  NO.  SSG — Atwater  Kent  Igmtlon.    Kesico  Electric  System  for  Fords*    IffiieceUaJieous. 

Otkar  eoacertiB  who  manufacture  Ford   electric  starting  and  lighting  systems  are  Westinghouae  Klectrio  Co.,  Pitts 
bnrf.  Fa.;  Gray  and    D»vis.   Boston,  Mass.;   0,  P.  Splitdorf.   Newark,   N.  J. — see  page   823.      •See  also  page*  fU 
aad   816  and  page  864- A  for  Ford  electric  system  for  enclosad  cara. 
For  a  Ford  Meebaulcal  Startar  description,  write  A.  I*.  Dyke.  Pub.,  Granite  Bldg.,  8t,  Ixmli,  Mo. 


MOTORCYCLE  ELECTRICAL  SYSTEM. 


SPUTDORF  MAa-BYNAMO. 
Note — Tliis  motorcycle  matter  should  liave  been  with  pages  843,   844  and  Insert  No.  3,  but 
being  the  only  page  In  the  book  to  spare  It  was  placed  here. 


ThlJ  It  «  combination  of  a  magneto  asd  a  dynamo.  T!i« 
dyaaau>  armaturo  wLiioh  f€iD«raies  **direct"  current  la 
pUc9d  ibovi*,  ^1)  biiDg  the  commutator.  The  magneto 
anQaliif(»  (U),  ia  a  rt^iniliir  armature  with  wire  rcTolving, 
fmemtlnc  ''Altprnating*'  high  tension  current,  and  la 
placed  bilovr.  The  twu  &ru  eotirelx  separato  and  ia- 
dependeat* 

Tilt  flalda  or  magaata  ara  not  of  iha  **parmanent*' 
type,  but  are  of  tho  '^electro'*  tjrpe,  excited  tn  the 
firat  caae  by  the  current  in  the  itorage  batterj,  or  by 
the  firtt  few  reTolationa  of  the  generator.  The  dyname 
and  magneto  are  ■r'parate  and  dittinct  otherwUe,  but 
combined    in   one-   null. 


Tnra^ 


/2 


pmJjjfN  "^^tj 


X 


Magneto  Part* 

The  magneto  part  of  tlie  "mag-dTnamo' *  auppLiea  cur- 
rent for  ignition.  Its  armature  (U)  ia  a  double  wound 
(SWiecondary — PW  primary)  high  tenaioa  revolving 
trpe.  The  Interruptrr  perti  are  ahown;  P — platinum 
pomti  of  contact  breaker;  L — cam;  H — ^roller  grounded 
with  frame  or  base;  T — apark  plug;  P — points  are  act 
OlS''  and  apark  plugs  .020"  gap. 

Dynamo  Part. 

Tba  dynamo  geaerates  a  *'direct"  current — which 
ebargea  a  storage  battery,  and  aUo  auppliei  curreoi  for 
tigbla.  Armatnxe  ia  driven  by  a  gear  from  the  mag-^ 
oeto  or  lower  armature.  With  the  battery  * 'floating- 
OD-the-llna"  (aee  page  834 >,  the  unit  hai  a  maximum 
oatpnt  of  3  amperee  at  7.5  volta  at  1400  n  p,  m.  of 
eogine,  equal  to  30  m.  p.  h.  with  average  road  gear. 

Cut-Out  Principle. 

Pxindpla  of  tbe  aatomatio  cat-oat  ated  wUh  tJia  dynamo 
la  aa  follows: 

When  the  rider  glvea  the  ctarter  pedal  (see  page  S44), 
a  downward  thruat  aa  in  atarting.  the  mechanical  go?- 
anior  part  (J>  ia  forced  down  by  centrifugal  action 
of  arma  (K),  which  acta  upon  the  ipring  (OK  bring- 
ing Ihe  main  line  contact!  {A)  together;  thie  allowa 
about  1  or  IH  amperea  to  flow  through  the  field  wind- 
inf  (and  armature)  magnetising  it  to  that  the  lower  or 
[fitltion  armature  may  produce  aufficient  current  to 
■park  the  engioe. 


4 


If  the  engine  is  atiff  or  hard  to  turn  over  the  etartiai 
awitch  is  depresacd  allowing  four  amperea  to  go  througt 
the  abunt  fields  and  armature,  the  tiarting  awitch  mare 
ly  cuts  around  the  contacts  (A)  ao  that  a  strong  mag 
neto  field  ia  obtained  when  the  rotation  of  Ihe  arma 
ture  ia  alow.  Of  courae  when  the  battery  ia  disabled 
a  powerful  tbmat  on  the  starter  pedal  will  rotate  tbi 
generator  armature  fast  enough  to  generate  sufficieni 
current  to  magnetite  the  field  enough  to  furnish  J 
■park    at   the   plugs.  J 

As  the  speed  of  tlio  motorcycle  increaaas  ap  to  abM 
30  m.  p.  h.  the  charging  curri^nt  also  iacreuaes  to  ab^Ou! 
3V&  amperes,  then  through  the  increased  action  of  thi 
governor  spring  a  second  contact  at  (-D)  comes  inU 
action,  this  connects  the  regulator  or  burking  coil  (DJ 
into  the  circuit  and  magnetisea  the  soft  iron  core  (i 
h  S),  which  you  will  note,  ia  magnetized  the  aame  wa] 
as  the  field  coils,  tliis  action  bucks  the  magnetic  flelS 
of  the  generator  armature  and  drives  the  magnetian 
down  to  the  ignition  armature  field,  weakening  ibj 
generator  field  and  streogthening  the  magneto  fields 
The  ignition  carrent  ia  a  straight  high  tenaion  ctirrg 
from  magneto  at  all  times.  When  first  alnrting  t1 
magneto  field  is  energiied  from  the  battery  and  whac 
running,  from  the  generator.  Otherwise  that  ia  atl  tlU 
connection  the  ignition  or  magneto  has  with  the  dynaa 
or  generator. 

Timing  Magneto  on  '* Mag-Dynamo,** 

Indian,  Tbor,  Merkel,  the  piston  is  placed  ■H^''  from  ' 
of   compression  stroke  with  breaker  box  advanced, 
the  Harley-Davidaon    (Dixie  magneto),  %%** \   Ezca' 
l%2-;  Pope,    %";  Dayton,    %'\ 

A  handle  bar  switch  is  also  provided  which  should  onlj 
be  used  when  engine  ia  cold  and  hard  to  start.  Whai 
switch  is  depressed  <wUh  battery  on  circuit)  it  permiU 
battery  current  to  flow  through  the  ahunt  fields  (s^d 
armature),  and  provides  a  powerful  magnetic  field;  k 
consequence,  a  hot  spark  is  produced  at  low  engl 
speed.     Excessive   u^f   of  awit<^h   will   exhaust   batteri 

Adjustments  of  Mag-Dynamo. 

To  adjust  eat-oat  and  currant  control;  with  engine 
aod  all  lighta  turned  ofT,  remove  rttgnlator  box  cover  __ 
adjuat  the  current  control  contact  screw  (A);  the  cor* 
rect  aetttng  of  the  contact  points  abould  be  betweei! 
,015  and  .025  inch.  This  setting  will  permit  battery  tc 
discharge  about  1  to  2  amperes.  On  the  other  aide  oi 
the  regulator  box  the  setting  of  the  main  enst-out  cob< 
taeta  can  b«  made  aa  follows:  With  engine  runnini 
slowly  looaeu  lock  nut  and  turn  cnrrent  control  icrtm 
(B)  aeveral  turns  to  the  left,  increase  the  apaed  1 
engine  until  ammeter  shows  3  ampere  charge,  Witt 
engine  running  at  tbie  speed  {approximately  1200  r, 
p.  m.),  turn  acrew  (B)  to  the  right  until  ammetel 
needle  drops  back  approximately  2  ampere  charge,  tb< 
set  lock  nut. 

The  fuse  used  tn  the  circuit  ia  a  15  ampere  fuse. 
UTe   pole   of   battery    is    connected    to    fuse    block 
negative   terminal    is   grounded. 

In  case  of  fallora  of  battery,  three  dry  eel  la  can 
utUited.  connected  in  aeriea  with  carbon  pole  to  1 
block  and  sine  grounded. 

SpUtdorf  DU-1  Generator. 

The  principle  of  the  mechanical  cut-out  on  the  DIT-l  Spfi 
dorf  motorcycle  UghUng  and  battery  charging  dynamo  h 

shown  in  this  illai' 
iration.  Note  the  cen- 
trifugal action  of  0, 
on  armature  ahatt, 
causes  a  sleeve  al 
higher  speeds,  tc 
presa  against  arm 
(A),  whleb  tbroufk 
hinge  (S)  makea  con- 
tact at  (fi).  It  il 
simitar  to  the 
dynamo/ ' 
On  the  lata  modal  motorcfclaa,  the  Dixie  magneto  (1 
sert  >'o.  8)  is  used,  and  a  aeparate  and  distinct  dyna 
ia  mounted  separate,  Thia  dynamo  is  termed 
*'DU'l'*   dynamo  as   above. 


s 

# 

I  W 

J' 

,. 

1 
/ 

) 

OHAJtT  NO,  d57— SpUtdorf  **Mag-DyiuiDO*'  for  Motorcycles.  Used  on  former  models  of  iDdian  j 
others,  aa  shown  above  under  timing.  See  page  843  for  Bemy  and  Insert  No.  3  for  Dixie  Motorcycle  T 
aeto  and  India  a  Motorcycle  Engine, 


^812 


?OBD  SUPPLEMENT. 


♦*Elc€tri€  lilgiitliig^ 


|T&«  bull)!  snppUM  on  prea«nt  Ford  eirs  for  tk^ 
«l»ctrlc  li»ad  lampa  are  9  voltt,  2  vuperat,  and 
bflit  reiuUs  wUJ  bfi  obtaii]e4  ^7  aecurlng  HBmpi  of 
tbii  voUa^e  and  amperage  when  replacement  ii 
neeewary,  (see  fir*  ^7 A,  page  809,  tee  alio  page  484.) 

If  «  iuup  buma  ont  it  will  bo  neceiaary  to  r»- 
pUce  It  by  ranaoviag  lamp  door. 

Should  the  door  be  remov^ed  care  ahotild  be  ex- 
ereited  not  to  toaeh  the  a UT«r  plated  reflector  or 
the  bulb  with  any  t  hi  of  bm  a  toft,  clean  ra^,  pre- 
fembljr  flmnneL 

To  focus  tie  lampt  turn  the  adjactinf  tcrew  in 
the  back  of  Ump  tn  cither  direction  until  the  de- 
eired  focoa  la  attained.      <iee  pace  48i.) 

21  or  27  c.  p.  ii  atandard  for  headltelits.  For 
■ide  lampi,  4  e.  pr,  for  daah  or  tail  lampa,  2  c,  p. 
(aee  pars  ^S^-) 

^Tto  model  T  Fords  are  fitted  wltb  IS-volt  mAC- 
netOt  and  thereforo  a  9-vott  lamp  In  eerlea  would 
really  laat  longer  than  8  volt  lampA  in  aeries,  but 
light  would  not  be  quite  eo  bright.  The  older 
modela  magnetos  gave  13  to  13  volta,  therefore  6 
to   S   volt   mmpa   were  need — connected   in   aertea. 

Nitrogen  bulbs  typo  0,  ere  beet  (aee  pag«i  482, 
434),  b»t  are  more  expensive. 

WbiiQ  lampa  are  coimected  In  parallel,  12  to  16 
volt,  one  ampere.  16  candle  power  type  B  bulbi 
ean   be   uaed. 

Proper  Tolta«e:  You  should  get  good  lights  at 
eight  milea  per  hour  and  the  bulbs  thould  come  up 
to  full  candle-power  at  about  twelve  mile*  per  hour. 

If  tlie  bmlba  do  not  oomo  to  full  candle-power, 
and  cast  a  yellDwish  light,  jou  ihonld  use  a  bulb 
of   amaller   voluge. 

U  tbe  bnlba  bam  loo  briglitly,  throwiog  an  ex 
e^edlDgly  white  light  at  alow  speeds,  the  bulba  are 
too  low  Toltage  and  higher  voltage  should  be  uaed. 
In  tbta  caae,  the  life  of  the  bulb  would  bo  very  abort. 


Wlrtug. 
^Ifg — No.    Ifl    flexible    lamp    cord,    run    through 
metal  tobing  or  Itexlblt  loom  (see  page  420),  it  na 
ually  uied   for  wiring. 

•Idglitt^   OozmecMomi. 
Fig.  1  iJ  a  "aeriea*'  circuit  and  is  lh«  way  Ford 
beadligbts   are   connected   up   as   aent   out   from   the 
factory.       (aee      tg. 
g7A»  page  8«J3).  Tbe 
new  model  Forda  are 
fitted     with     an     18- 
volt     magneto     and 
therefore    two    9 -volt 
lam,pa     In.      a  e  r  I  e  a 
aboald  be  uaed.     The 
older  Forda  magnetos 
give   12   to    10  volU. 
ao   that    <i    to   S   volt 
bulba  ahould  be  uaed. 

Fig.  2  ibows  a  ^'moltlpla"   elrcmlt.   In  which  the 
lampa    are    connected    in    parallel    and    there    ia    a 
groiLnd    wire    for    each    tamp.     When    tbia    typo    of 
wiring  U  nsed.  12  lo  16  volt  bulba  ahould  be  uaed 
on     old     Fords,     and 
LAMPS  wi«£o  m  HuufiPLC  18    volt    bulbs    ^acd 

^*  with  the  new  type 
magneto.  Careful 
runniLOg  of  the  en- 
ginei,  to  avoid  burn- 
ing out  the  bulba, 
will  be  neceaaary 
when  the  headlights 
are  connected  in 
thia  way. 


ftEitica  oncutf  FO<t  MiFono  cars 


■ — - — T'-'^BN  ovotT  aicp, 


ri^a 


Fig.   S   ibows   a    "aerlea -multiple"    elccalL    1W 
beadlighta   are  wired    in   aeriea.     A   pair  of  amalkr 
bulba     for     daab 
aad      tall      lampa 
are  connected  to* 
gather    in    aeriea 
a&d  wired   to  the 
aame    awitch.      It 
la   important  that 
hulba      connected 
in     aeriea     be    of 
the    aame    amper- 
age,  aa   olherwiae   one  bulb  will   be    liabla  %0  bus 
out. 

For    daab    and    tall    lampa,    two    or    four 
power  bulba  of  6  to  9  volts  can  be  tiaad  ■iOf  ila| 
to   model    of   car. 


Storage  Batterr  Consectlona. 

For  Ignition^  bom*  and  Ugbtlng — one  terminal  af 
ihe  storage  battery  can  be  counectcKl  to  termiaal 
<B).  rear  of  coil  box*  ate 
fig.  87,  page  SOS.  The  oH^V 
terminal  la  groa&ded  to 
frame  of  car  or  aaglBa 
(<make  clean  eonlAct  aa4 
^     ,-^     L    ■      >  draw    tight    with    a    b^t). 

I    Co.rBoT  '^^  ^^''*   to    (B) 

I    ctiifKEc T<««f  tjon     on     coil,     ahotild 

.-Jt^  "i"*^*  3     branches.       On* 

ahould  connect,  tbroiifli  a 
single  pole  awitch,  to  a 
three-volt  lamp  on  llta 
Then  the  wire  froca 
^,,  dash    lamp    ahould 

— O^  .a^—  to   a  threc'VoJt   talMamp  at 

PdJk        SwtUJi  the    rear    of    the    car.     Tbt 

remaining  wire  from  the 
talMamp  ahould  be  coa- 
nectod  to  the  metal  of  tbe 
chaaaia  frame.  Thia  place* 
the  daah  and  tail-lamp  ia 
aeriea,  ao  that  if  the  Uil- 
lamp  ahoald  burn  out  or 
become  dii  connected, 
daah  lamp  would  alao 
OJttingniahed,  thua  wi 
the  driver.  Bee  foot 
bottom  of  page  847 
ard  Supplement. 


jmKcK 


trQMT 


aM. 


kaet 


Ajiother  wire  should   be  connected,  through        

f:le  pole  awitch  to  the  spot  light,  the  remaining  wire 
rom   the  apot  light  being  grounded. 

The  third  branch  wire  from  the  battery  ahosli 
be  connected  to  the  binding  post  on  the  left-kaai 
corner  of  the  coil  box,  looViog  from  the  radlafear 
towarda  th«}  dash.  When  the  awitch  oa  tbo  eoil 
box  is  turned  towarda  the  binding  poat,  to  wbich 
the  battery  wire  ia  connected;  the  battery  will  be 
connected  for  eaay  starting,  and  no  othar  awlteb 
need  be  used. 

Tbe  btiJb  for  the  apot  light  ahould  be  rated  at  alx 
voUa.  The  bulba  for  the  dash  and  tail  lights  ahould 
be  each  rated  at  three  volta.  If  desired,  tbe  bulb 
for  the  dash  may  be  rated  at  two  volta.  aad  the 
bulb  for  tbn  tail  light  at  four  volta.  But  they 
must  be  of  the  aame  amperage.  Only  two  twitekaa 
will  be  needed. 

The  ttnial  TOltage  of  storage  battcrleta  ia  6  taHs. 

therefore  lamps  of  this  voltage  ahould  be  used. 

Tbe  number  of  hours  a  battery  "^irlll  op«ral%  Aa- 
penda  upon  the  unmber  and  aixe  lamps  need  aadi 
the  ampere  hour  capacity  of  battery  (aaa  paget 
4a8  and  441.) 

WboQ  battary  ia  ^tliaiiitad  it  moat  be  taken  to 
a  charging  atation  and  re-chargod.  Thera  ia  a  de- 
vice known  aa  the  Warner  battery  chargar,  wbieh 
it  ia  claimed  will  rectify  the  magneto  curre&t  from 
alternating  to  direct  and  battery  can  be  cbargod 
from  magneto,    (aee  page  809.) 


Lao    ha 


GHABT  NO.  S58 — ^Electzlc  Llfflitiiig  and  Connectloiis. 

•Seo  aleo  page  430.  tThc  voltaKe  of  the  Ford  magneto  vnrin-  from  16  to  20  rolls  at  average  speed,  aee  p.  770,  IIS8. 
For  headlampa,  uee  two  9volt  bulbs  in  Hencx— see  page  434.  If  one  wishea  the  brighteat  light  poaaible  lo  oMatA. 
use  two  type  C  bulba  (page  4a4),  which  are  gas  filled  and  give  27  e.  p.  The  gaa  filled  Tamp  will  not  la«t  ia 
long  aa  the  type  H.  but  givea  a  brighter  light.  If  type  B  lamps  are  naed,  nae  two  9-volt,  16  o.  p.;  both  etB- 
aume  2  amp.  Order  for  D.  C.  base.  See  page  8640  for  c.  p.  and  voltage  of  lamps  UAtd  on  the  eocloaed  cara 
uaeing  the  electric  starting  system. 

**aee  page  864  A  for  electric  ayatem  of  Ford  encloaed   cara. 


^Sp^edlng  Up  m  Ford. 


▲i  I  have  helped  in  rebml<iiiig  several 
Fords  that  turned  out  ezceptioDally  ttLSi  for 
the  EQoziej  invested  in  the  job^  I  believe  that 
I  have  gained  some  experience  that  may  be  of 
Talue  to  othera,  so  will  set  down  what  I  have 
learned,  and  it  may  be  taken  for  whjit  it  is 
worth. 


in  fig.  2.    The  grooves  are  about  ^  deep  and 
tV    wide,    having    the    lower   eomer  roimdtfd 


rAf  ••4M!r|  m*ttt  mT  t  f^ri  Mr  %%ai  hu  twM  iB«t  t9M 


There  have  been  a  few  jobs  turned  out 
that  ran  into  the  thouaands,  you  might  say, 
and  that  were  Fords  in  name  only  when 
finished.  Of  these  I  will  have  Httle  to  say, 
taking  it  for  granted  that  what  is  wanted 
is  something  that  la  within  the  ordinary 
man's  reach,  both  in  a  pecuniary  way  and, 
if  he  delights  in  doing  his  own  work,  in  a 
meehanical  way. 

DiyMon  of  Work. 
The  work  naturally  divides  itself  into  two 
partSy    the    engine    and    chassis^    or    running 
gear.    I  will  discuss  the  engine  first,  it  being 
the  most  important  part. 

Engine. 
The  engine,  as  it  comes  froEo  tlia  faetofy, 

liaa  bored  cylinders,  and  as  it  is  im^tossible, 
especially  in  a  commercial  way,  to  bore  a 
perfectly  trne  cylinder,  the  first  thing  you 
should  do  is  to  have  your  cylinders  regroimd 
by  a  competent  machinist^  one  who  makes  a 
specialty  of  this  sort  of  work.  Then  you  have 
a  set  of  cylinders  that  are  in  line,  have  equal 
bore  all  the  way  through  and  are  as  near 
TOimd  as  it  is  pM)S8ible  to  make  them. 

Thm  pistons  I  have  used  were  cast  of  alumin- 
um alloy, 'of  course,  and  were  equipped  with 
Qon-leaiiiiig  rings.  Whatever  make  is  purehas- 
ad  or  if  you  have  them  made  to  order,  see  to 
the  following  things:  There  should  be  a  rib  or 
"reinforced  run'*  from  the  pistou-pin  boss  up 
to  the  piston  head  on  the  inside.  Also  several 
riba  should  be  cast  across  the  inside  of  head. 
TMa  both  stiffens  the  piston  and  helps  in 
carrying  away  the  beat  from  the  explosions. 
If  you  have  the  pistons  made  to  order,  it  is 
advisable  to  have  tbem  cast  and  machined  for 
two  rings  rather  than  three.  This  cuts  down 
ring  friction,  lightens  the  part,  and  will  hold 
compression  as  well  as  three  or  more  rings 
if  properly  fitted. 

•*ln  ^ttMg  tlie  platon,  plenty  clearance  must 
be  given— from  J 07  to  .008  at  the  top  being 
about  right.  This  may  seem  excessive,  but 
remember  that  the  expansion  of  aluminum  is 
much  greater  than  of  cast  iron. 

This  large  clearance  may  lead  to  oU  pump- 
ing and  foul  plugs,  and  »o  I  have  always 
turned  and  drilled  an  oil  groove  in  each  pis- 
ton just  below  the  lower  ring  groove  as  shown 


roft  LA^^M*  prron* 


off.  There  are  eight,  ^-incb  holes  driUed 
through  the  groove  at  equal  distances  around 
the  piston,  slanting  down  toward  the  inside. 
The  top  corner  of  the  ring  should  also  be 
slightly  rounded.  As  the  piston  goes  up  the 
rounded  edge  of  the  ring  and  the  groove 
tend  to  slide  over  the  film  of  oil  on  the  cyl- 
inder wall^  while  in  going  down  the  sharp 
lower  edge  of  the  ring  scrapes  the  oil  in  the 
grooves  snd  it  runs  through  the  holes  to 
inside  of  piston,  and  thus  back  to  crank  ea«e. 

Lapping  Bings  to  Fit. 

The  lings  should  be  of  some  good  non* 
leaking  type,  or  at  least  be  step  cut  (see  page 
655.)  Fit  them  in  the  cylinder  with  a  gap 
of  about  .004,  then  lap  them  to  a  fit.  In 
lapping  them  in,  they  should  be  placed  on 
an  old  piston,  cast  iron  is  best,  and  worked 
back  and  forth  in  the  cylinder,  keeping  the 
cylinder  walls  well  covered  with  a  mixture 
of  exceedingly  fine  carborundum  or  some  other 
abrasive  and  oil.  (see  page  €50.)  As  the 
piston  is  moved  back  and  forth,  also  give  It 
a  slight  rotating  movement.  I  have  used  a 
tool  nimilar  to  the  one  shown  in  fig.  2  for  this 
purpose.  The  wrist  pin  goes  through  the  hole 
shown. 

Job  Bepairs  Trouble. 

Tbls  iB  a  long  tedious  job,  but  you  wlB 
be  weU  repaid  if  it  Is  properly  done.  It 
takes  from  1500  to  2000  miles  to  wear  in  a 
set  of  rings  under  running  conditions.  Be 
sure  and  get  all  the  abrasive  from  the  cyl- 
inder walls  and  rings  after  the  lapping  la 
finished,  or  it  will  continue  after  engine  ia 
running. 

You  can  lighten  the  connecting  rods  con- 
siderable by  dressing  them  up  with  a  file  and 
drilling  several  holes  through  the  inside  web. 
This  docs  not  dangerously  weaken  them, 
judging  from  my  experience.  Do  not  drill  any 
holes  in  the  last  inch  toward  the  bottom,  at 
this  is  where  the  most  strain  comes,  and  any^ 
way  this  part  of  the  rod  is  more  of  a  rotat- 
ing than  a  reciprocating  maas.  In  one  ear 
the  rods  were  chucked  up  and  the  lower  ends 
turned  out  and  bearings  (made  of  Kdly 
metal)  were  cast,  turned  to  fit  and  iastalled. 
After   2500   miles   of  driving,   most  of  it  at 


CfHABT  1^0.  350— Speeding  Up  a  Ford. 
(Br  E.  B.  WilliaiDA  fa  Motor  Af*.) 
*8«e  ttlto  paf^i   7S0   ind    TSl    for   ttddiilooftl   a»*tl«r. 


**8««    pAffB   645    ftjid    6S1 


814 


FOED  SUPPLEMENT. 


— ^ontinited  from  chart   859. 
high  speedy  the  engine  was  torn  down  and 
these  bearings  showed  practically  no  wear. 
This  metal,  if  used,  must  be  fitted  with  plenty 
of  clearance. 

Large  Valves  are  Better. 
You  will  secure  better  results  if  the  valve 
ports  and  pockets  are  turned  out  and  larger 
▼alves  used.  No  trouble  is  liable  to  be  en- 
eountered  in  boring  the  seats  and  ports  from 
the  top,  but  when  going  in  from  the  side  the 
tool  1^  sometimes  break  through,  and  you 
will  have  to  have  the  hole  welded.  It  is  best 
to  do  this  before  regrinding  the  block,  as  the 
heat,  if  welding  is  necessary,  will  warp  the 
walls  surrounding  the  weld.  The  ports  can  be 
enlarged  A  inch  and  this  is  necessary  if  you 
expect  good  results.  I  have  used  tungsten 
steel  valves,  giving  the  stems  plenty  of 
clearance. 


1^0.  4— Oh*  mmwfUarp  Ml  $p$$tm 

The  BpringB  must  be  stiffened  considerably, 
either  by  installing  heavier  springs,  or  by 
placing  spacers  between  the  upper  ends  of 
springs  and  the  cylinder  casting. 

It  is  good  practice  to  install  adjusters,  us- 
ing the  kind  that  screws  into  the  valve  push 
rod,  it  being  necessary  to  anneal,  drill  and 
tap  the  rod.  While  you  are  about  it,  drill 
the  length  of  rod  to  the  head,  but  not  through. 
This  lightens  the  part  and  cuts  down  inertia, 
thus  helping  the  valve  to  close  quicker. 

0am  Shaft. 
At  this  stage  we  come  to  the  camshaft, 
which  should  be  of  the  high-speed  type  if 
you  can  afford  it,  several  different  makes 
being  on  the  market.*  I  have  secured  good 
results  with  shafts  taken  from  Ford  cars  of 
1912  or  earlier  vintage.  You  will  find  them 
eonsiderably  different  from  the  new  type.  If 
the  regular  shafts  are  used  do  not  try  chang- 
ing the  timing,  as  one  tooth  on  the  coarse 
pitched  timing  gears  of  the  Ford  throws  the 
timing  out  too  much. 

Remove  Magnets. 
Leave  out  the  magneto  armature  coll  assem- 
bly, and  remove  the  magnets  from  the  flywheel, 
screwing  back  the  brass  screws  and  brass 
magnet  supports  only.  It  will  be  necessary 
to  shorten  the  screws  a  little.  They  will 
kick  up  almost  as  much  oil  as  the  mag^nets, 
and  considerable  drag  will  be  removed. 

^Crankshaft. 
Kow  see  that  the  crank  shaft  is  perfectly 
tnie,  then  assemble  the  crankshaft  and  gear- 
sot  and  try  out  in  the  lathe,  first  seeing  that 
the  bushing  in  the  driving-plate  assembly  is  a 


good  fit  on  the  gearset  shaft.  If  thers  li 
any  wobble  it  will  probably  mean  tnzaiif 
up  both  sides  of  the  gearset-shaft  flange  si4 
the  back  side  of  the  crankshaft  flange.  New 
reassemble  and  turn  up  the  flywheel  if  neeflt- 
sary  to  make  it  run  true.  Take  ont  the  ss- 
sembly  and  try  on  two  perfectly  level  knifs- 
edgo  testing  bars  for  balance.  If  one  side  tit 
flywheel  turns  down,  take  oat  material  ei 
that  side  until  the  wheel  stays  where  yoi 
turn  it.  This  may  seem  a  lot  of  trouble,  hot 
it  is  essential  that  these  parts  be  true  and  ii 
perfect  balance. 

Oearset  May  Affect  Bearings. 

The  power  and  added  strain  at  high  en- 
gine speeds  will  sometimes  cause  the  gearset 
to  whip  out  the  babbitt  bearing  at  the  rear 
in  what  is  called  the  front  ball  cap.  This 
will  in  turn  loosen  up  the  rear  main  bearing. 
I  have  found  it  advisable  to  turn  out  the  teu 
cap  and  equip  it  with  a  bronze  bushing,  fit- 
ting it  rather  loose  on  the  gearset  driving- 
plate  assembly  shaft  to  give  lots  of  room  for 
oil. 

^^Lubrication. 

It  is  good  practice  to  fit  some  ^wriH^jy 
oiling  system  besides  the  gravity  one  with 
which  the  Ford  is  equipped.  If  money  is 
no  object  a  force  feed  system  can  be  in- 
stalled, which  should  have  leads  running  to 
all  four  cylinders,  being  tapped  through  the 
walls  on  each  side  near  the  bottom  of  the 
cylinders  and  also  a  large  lead  running  te 
the  front  of  the  crankcase.  I  have  seenred 
good  results  by  cutting  a  %  hole  near  the 
top  of  the  gearset  case  on  the  right  side  and 
running  a  piece  of  brass  or  steel  tubing,  also 
%,  to  empty  into  the  timing-gear  case  as  per 
fig.  4.  The  front  end  need  be  only  a  snuf 
fit  in  the  case,  but  the  rear  end  must  have  a 
flange  which  can  be  bolted  to  the  gearset 
cover,  using  a  gasket  between.  A  sheet-iioa 
partition  can  be  installed  just  back  of  No. 
4  cylinder.  This  can  be  made  as  high  as  it 
is  desired  to  carry  the  oil  level  under  the 
connecting  rods.  Of  course  every  car  In- 
tended for  long  distance  should  also  have 
a  hand  oil  pump  convenient  to  the  driver 
which  will  force  oil  from  the  reserve  ofl 
tank  to  the  front  of  the  engine. 

High-Tension  Magneto  Not  Used. 
While  I  believe  a  good  high-tension  mag- 
neto  to   be   the   best  ignition  on   eartli.  I 
have  discarded  it  in  Ford  work  on  aeeonnt 

of  the  additional  power  needed  for  driving. 
Turning  a  magneto  armature  over  at  twe 
or  three  thousand  revolutions  a  minute  re- 
quires more  power  than  is  generally  thon^t, 
in  my  estimation.  I  have  used  a  battery 
distributor  system  because  it  is  light,  is 
easily  driven  and  works  on  the  open  cirenit 
idea,  thus  requiring  only  four  or  five  dry 
cells  for  current. 

Cooling 
Some  additional  cooling  is  needed.    I  have 
found  the  large  V  honeycomb  type  of  radiator 
to  be  best.     Tou  will  find  that  it  will  pro- 
bably be  unnecessary  to  use  a  fan  with  one 
— coDtinned  in  eli«rt  SSI. 


NO.  860 — Speeding  Up  a  Ford — Continued. 
else  pace  819.     ''Special  racing  camshafts."     **See  aUo  pagea  816.  810. 

which  can  be  clamped  to  a  Word  eraak  ahaft  and  which  the  makers  claim  will  laereaae  tte  ( 
•ad  power  of  the  engine  are  manufaetttred  hj  The  Dnnn  Oounterbalance  Oo..  Olarinda,  Iowa. 


SPEEDING  UP  A  FOED. 


810 


of  these.  If  you  are  building  a  streamline 
body  it  will  be  better  to  have  eotue  radiator 
ULtker  build  one  of  the  tall  oarrow  kind^ 
(Me  page  ISO  and  alio  chart  366)  to  order, 
ar  you  may  purchaBe  a  atock  radiator.  If 
it  U  necesaary  to  use  the  original  radiator, 
liAve  a  good  tinsmith  bmld  on  an  extra  tank 
to  the  top,  either  back  under  the  hood,  or 
point  it  and  extend  it  out  in  front.  Any- 
way, the  original  equipment  must  be  im- 
proved upon  for  fast  work. 

CixburetloiL 

For  a  carburetor  I  recommend  a  1%-  inch 
type,  with  a  l^'^nch  built-up  ateel  tubing 
manifold.  The  one  lltuatrated  In  fig.  5  has 
giTea  good  results.  No  caat  manifold  is 
efficient r   as    the    rough    surface   inside   with 


poaaible    fina    and    irregular    turns,    seriously 
hampers  the  flow  of  gas* 

Air  Pressure. 

It  will  be  neceaaary  to  use  air  pressure  on 
your  gas  aupply  as  the  carburetor  should  be 
set  high,  thus  shortening  the  manifold. 

miQt  and  Exliaast  Mai^old. 

S«ch  eod  of  iotake  mkaifoldi  has  m  collar  braied 
tr  tr«ld«d  about  'Ha  incli  ttK^m  tbe  end;  alao  tb« 
ubasit  pipei,  whith  are  of  itevl  labium  and  mo 
•t7«i(bt  out  tbrough  tho  bood.  A  copper-asbeitoi 
fvaket  it  flippod  over  tba  end  of  manifold  and 
ttuikaa  a  tifbt  fit  between  ib«  collar  and  Ibe  cytiiid«r 
eaatiaff.  Manifo1d«  are  held  om  by  crows*  feel, 
wbleti  alip  over  tho  original  ■ttidi  and  bear  againtt 
tbe  oat«id«  of  tbe  collarti, 

EumiiBg  Geaip 

W^tA  we  come  lo  tbe  running  gear  we  have  two 
IhJagi  to  Donslder.  If  tbe  ear  is  to  be  uaed  for 
f*el  %nck  work  only,  by  all  me&ni  lower  it.  But 
if  jm  waat  it  for  otber  work  too,  yoo  will  prob- 
abl7  hare  to  leave  it  up  in  the  air.  aod  eacriicfl 
•otD«  elficienc|-. 

Tike  beat  way  to  lower  the  front  eDd«  to  my  so- 
tioe,  i«  to  have  a  new  axle  made  similar  to  the  one 
tUiietrat«d  below  in  fig.  3,  It  loaves  your  frame 
■teODg  and  rigid,  and  an  added  advaotage  ii  that 
jonr  radine  rods  are  atiU  in  a  atraight  Hoe. 

Tb«  retf  end  of  the  frame  can  be  lowered  by 
eBHinf  off  tbe  lide  member*  Jnat  in  front  of  the 
rtmr    ero«a    member    and     uiing    steel     forgingt    aa 


■hown  in  fif;.  3.  The  front  end  if  a 
conatmctlon  le  deelred,  may  be  lowered  e>  ibowa 
In  fig.  3,  by  riveting  piecee  of  channel  iron  oo  IIm 
sidea  of  the  frame,  letting  tbem  stick  out  in  £roa| 
about  fi  iiichea.  An  extra  croas  member,  •imlla?  fa 
the  regular  Ford  front  eroaa  member  but  with  a  high 
instead  of  a  low  center^  is  riveted  across  tbe  freat 
to  the  two,  new  tide  extensions.  This  seta  jnmt 
front  axle  ahead  enough  to  clear  tbe  radiator,  uid 
the  amount  of  frame  drop  depends  on  the  shape  of 
your  new  cross  members  (as  can  readily  be  ieeii)« 
whkb  carriee  the  spring.  Wlib  this  method  It  wdl 
be  necessary  to  lengthen  out  your  radias  rods  and 
the   starting  crank,  ' 

Assembly  Should  Be  Kejit  Blgld* 

In  tilting  the  steering  post  it  is  desirable  to 
keep  tbe  asfemLIy  as  rigid  as  poseibte.  Have  it 
bolted,  to  the  dash  securely,  blocking  behind  the 
daub  plate  with  a  wedge  ahaped  piece  of  hardwood 
shaped  to  fit  thn  space  caused  by  lowering.  It 
will  be  necessary  to  drill  a  new  bole  in  side  of 
frame  for  boU*ng  down  tho  bracket.  Ton  can  blodc 
under  the  bracket  where  it  tips  from  the  fraia« 
with   steel   waibera  before  bolting. 

Steerliig. 

The  steering-gear  connecting  rod  and  the  ipLndl»> 
arm  connecting  rod  should  both  be  stiffened.  Aa 
easy  way  to  do  this  is  to  place  a  piece  of  small 
channel  iron  or  steel  tubing  alongside  the  rod 
and  bind  the  two  together  with  several  layen  of 
tape,  taping  tbe  whole  length  of  roda,  and  then 
shellacing  the  whole  Job.  Thia  Is  cheap,  easy  to 
do.  and  makes  a  permanent  job, 

Azie. 

See  that  tbe  axle  tips  toward  the  back  of  tbe  e«r 
at  tbe  top.  Tbe  nearer  vertical  ihe  axle  li  eet, 
tbe  herder  it  is  to  steer,  and  when  the  top  of  ihe 
axle  gete  ahead  of  the  bottom,  it  U  almost  Impoe- 
lible  to  keep  the  car  in  the  road. 

A  good  gear  ratio  for  a  car  put  tip  like  thii  one  la 
about  2^!  to  1.  While  I  have  alwaye  inade  my  own 
tpedal  gears,  several  concerns  are  making  and  ad- 
vertialng  tbem.      Some  makes  sell  for  |15. 

While  you  have  the  rear  end  down  see  that  the 
dlfTerentisl  gears  are  a  good  fit  on  the  inside  ende 
of  tbe  axles.  These  sometimee  gel  loose  and  tear 
the  key  seats  out  of  the  axle. 

The  rear  hub  brakes  on  the  Ford  were  oolj  ta- 
tended  for  holding  the  car  when  standing  still, 
and  if  used  when  running  they  do  not  last  long. 
and  are  not  very  efficient  at  that.  The  bsst  brakee 
I  have  used  so  far  were  secured  from  Los  Angelea, 
Cat.,  costing  f  16  per  set.  Tbey  have  large  dmme 
and  external  contracting  bands  lined  with  raybeatot. 

Be  sure  and  see  that  the  transmiaaion  bands  are 
a  perfect  fit  on  the  druma  and  are  not  adjusted  too 
tight«  They  can  set  up  (juite  a  drag  if  not  properly 
set. 

Speed  Tlius  Ohtalned, 

I  had  one  of  these  cars  do  6B  m.  p.  h.,  and 
another  one  equipped  with  wire  wheels  71.  Of 
courae,  If  economy  is  no  object  ■  new  cylinder  head 
with  overhead  valves  and  camshaft,  wire  wheels, 
etc.,  can  be  added,  the  stroke  lengthened  aod  ia 
this  way  a  few  miles  per  hour  gained,  but  for  Iho 
man  of  moderate  means  the  foregoing  deecribed  car 
will  go  fast  enough  and  furnish  tots  of  pleasure  in 
ihe   building. 

Cost. 

The  }ob  I  have  described  will  run  from  |200  to 
f350,  depending  on  how  much  of  the  work  the 
builder   is   able   to  do  himself. 

I  have  not  taken  up  the  construction  of  tbe  bodjr, 
as  that  depends  upon  the  tacte  or  ability  of  the 
man  who  is  building  tbe  car.  also  upon  thc^  use  to 
which  it  is  to  be  put  For  racing  a  pair  of  bucket 
seats  and  a  gas  and  oil  tank  bolted  to  the  frame 
will  get  by  very  well,  but  are  not  comfortable  or 
very  clean.  The  body  shown  o^  P*g*  918  Ii 
^ood,  being  neat  in  appearance,  can  be  made  com- 
fortable, and  offers  little  resistance  to  the  wind. 
While  il  is  not  drawn  to  scale,  the  proponioos  are 
near  enough  right  to  give  tbe  idea.  Th«re  is  a  gas 
and  oil  tank  In  tbe  rear  compartment,  with  the 
■pars  being  slang  on  the  extreme  rear.  Thle  body 
should  cost  yon  about  |i60  at  the  average  bodj 
builders. 

Don't  forget  your  hood  straps,  and  have  th«m 
very  sub ttan till. 


OH4BT  IfO   561 — ^Speeding  Up  a  Ford — Continued. 


B16 


FORD   SUPPLEMENT. 


Iiowering  tlid  Tnmt. 


fi9 


I*  mmdtrttine  Fvri  ff«nl   rpri*09 


Tb»  moil    importftDl    point    ia   coavertl&g   ft    Ford 

iato   ft  speedvter   U   the  lowerine  of  ths  fj-ftme,    be- 

cftuifl  th»  «ftr  prci* 
lent!  an  awkward 
akpp#ftranc«  with 
bucket  seat!  and  bi^ 
Kaioline  tank  whtio 
hiffh  off  the  in'oojad. 
If  levi-elliptic  front  tprlnji^a  are  uied,  inttead  ol 

tfc«     rayalar     tranjTerie     fpring,     the     «t^mi  elliptic 

apHan   oan   be   faai&ned   under   the  axle   bj   meaae 

ii  »  l7-«haped  piece  of  flat  lieel,  per  tg.   1.     Thoj, 

tka  front  of  the  car  can  be   lowered   several   inchei 

with  bat  little  chanee  is  the  front  axle  itself.     How- 

trar,     Ibe     frame 

will    hare    to    be 

flfcangad,    or    ipe- 

«|a1   sprlDjr   hao«-' 

•ra  faeteaed  to  the 

firame      to      form 

impporta    for    tha 

f^nt       and*       of 

theia  aeml-elliptlc 

■prin^. 

Tig.     S     allows 

bow  m  special 
dropped  tTQUi  Azl« 
eau  be  made  to 
lower  the  front 
and  of  the  car 
wtthoQt  making 
Deoeaiarr  ineon- 
▼anient  chacgei 
iA  tha  ehaaiie 
itame. 

ng>  9i  cbjut  391.  abowa  bow  4  Incbea  can  be  cut 
ftosa  tbe  rear  end  of  the  frame  on  eacb  fide  and 
tbe  regular  Ford  cross  member  of  the  chassis  frame 
sapported  on  two  goose  ne<eks  made  from  flat,  bar 
tteel.  This  aUo  will  give  a  frame  about  4  inebe< 
lower  than   the  stock  car. 

Tig.  3  abowa  how  the  rear  of  the  frame  can  be 
lowered  by   nsing  the   brake  arm  studs  in   the  rear 

axle  houiing  to 
fasten  a  forked 
steel  bar  from 
the  axle  to  the 
frame.  .A^bout  two 
inchea        forward 

r94  B  ma*  wcn^^tl  •!  ih*  kfnkc  n4M  the  apring  sback- 

Hw  lAocAW  to  thtn4bi(  A     '^  '*'  '  «"  are  DO  Ilea  ana 

the   regular   cross 

epring   suspended    from    them.     This   givet   about   a 

i  loah   drop.     (Motor   Age.) 

AAothex  Method  of  Lowering  Prame. 

The  work  can  be  done  by  any  good  blacksmith 
and  will  not  cost  more  than  fl6,  Tbe  principal 
ehaasea  In  dropping  the  frame  are  in  making  front 
•ad  rear  brackets  which  allow  the  frame  to  be 
hmig  6  Inches  lower,   as  ah  own  below. 


A—Ttrt*  fwt  ln,mt  ui#  !•  «  •ftfolif 


The  front  bracket,  eonslsts  of  a  piece  of  iron 
bent  aa  abown,  and  made  oat  of  %  by  2-Inch  stook. 
Tbe  method  of  attaching  this  is  clearly  indicated. 
Th%  top  is  clamped  orer  the  spring,  and  the  bottom 
enda  are  bolted  to  the  cross  frame  member. 

The  form  of  tbe  rear  bracket  is  also  shown,  and 
ita  attachment  is  even  simpler  than  tbe  front*     Tbe 


frame  is  sawed  off  and  tbe  two  brackeu  art  boltei 
in    place.     Care    should    be     taken    In 
change  not  to  alter  the  poiition  of  ibe  axle  rcli 
to  the  frame  backwards  or  forwarda* 

The  attachment  of  the  front  bracket  reqaiiie 
that  the  axle  be  poshed  forward  a  eertain  aaacst 
— probably  3  inches.  This  ranAt  be  compeikaatei 
for  by  welding  pieces  in  the  radias  reda  nuuuag 
to  the  front  axle. 


T»  Ikata^bM  flw*  Ht*  f**  Wvnt  rr^BM  Ums    i 


The  lower  position  of  the  eraak^caae  r*n»ir«a  tbai 
the    eteerlng    knuckles    be    beat    dow award    ao 


eteerlng 
the  tie  rod   will  clear  it 


(Newsabout  Fordi.) 


•^Auxiliary   Oiling. 

Tbe  preaent  oil  eyatcm  in  the  Ford  wngineL  while 
suitable  for  all  ordinary  purpo*«i^  i«  inadeqaaile 
for  faigh  speed.     The  oil  rotating  with  the  fly-wbed 

caught     in  " 


funnel  and  e  a  r  r  1 1  € 
through  •  %'meh  ta^ 
ing  to  tbe  timing  geaw 
flowing  to  the  ettgtae 
case  where  it  InbrieaiM 
the  moYing  parla  of  tlut 
engine.  This  funael  eata 
hold  only  a  eertaii 
amoimt  of  oil  Aftd  M 
any  apeed  tbe  tube  «aa 
handle    only     a     %-' 


The  funnel  should  be 
made  larger,  the  loAf 
way.  and  higher  to  increase  tbe  weight  there,  aal 
the  tube  replaced  with  one  ^e  inch  in  diameter. 

An  AnxtlUry  pump  is  frequently  connected  to  ea- 
gine  ai  Hhown  just  above.  An  old  tire  pitaap 
can  be  converted  into  a  pump  as  follows: 

An  old  tire  pump  is  cut  off  about  atx  inobea  b*- 
low  the  handle.  A  metal  handle  substitiited  lor  lit 
wooden  one  as  shown  in  the  drawing.  The  ttoltiiM 
of  the  pump  Is  removed  and  carefnlly  aoldefed 
and  the  air  outlet  soldered  up.  Two  check  volteA, 
re*iuirjiig  no  solder,  are  fitted  to  tbe  botteai  of 
the  pump  by  drilling  and  tapping.  The  ?alrei 
are.  ol  course,  inserted  ao  that  they  will  act  Im 
oppoaite  directions.  The  valve  allowing  oil  to  ea^ 
ter  the  engine  allows  the  oil  to  be  forced  out  «f 
the  pump,  but  will  not  allow  it  to  re-eoter.  Tb» 
other  valve«  working  in  tbe  opposite  direction,  per- 
mils  oil  to  come  from  the  supply  tank  to  the  piiap 
when  tbe  handle  is  pulled  up.  When  the  baadle 
Is  pushed  down  one  valve  closes  while  tbe  othir, 
(the  one  permitting  oil  to  enter  the  crankeaoe),  ftjraai 

The  supply  tank  may  be  located  where  inoat 
venient  end  is  connected  to  the  pump  by  eoppwr 
ing.      The   pump   is   placed    undor  the    front 
a  poiition  where   it  can   be  operated   easily, 

Fenden. 

For  fendere  we  would  suggest  canvaa  guards 
front  end  rear.     They  are  easy   to  make  and  — *■ — 


•^fitg  Jt^mn  4;m^  ^jwy>  s^^m&f 

feift.     Put  a  conple  of  coUed  tpringt  at  Ibe  \qmm 
eoda,  and  they  will  never  sag.     (Ifewaaboiit  Vor^) 


POBABiV  KO.  362 — Lowering  Fntme  for  B&clns — MlecellaDeous  Speed  Pointers. 

Vete:     This  matter  is  collected  from  Tariotti  authoritatire    source.9.     Writtr  \\vkA   not   prrsonally  tried   out  any  ef 
tbe  devlcea.     *8ee  also  pages  810  and  814 


.^ 


SPEEDING  UP  A  FORD 


Cjrlliiders. 

If  the  car  has  been  driven  over  two  or  three 
years^  it  will  be  probably  advieable  to  have 
the  cyMnders  rebored  to  tb6  Ford  standard  of 
^  inch  oversize.  While  thin  will  only  add 
about  one-balf  horsepower  to  the  engine  on  ac- 
eount  of  the  larger  bore,  the  fact  that  the 
cylinder  casting  will  have  aged  Biifficiently  to 
attain  its  permanent  set,  will  have  more  in- 
fluence on  the  power  of  the  engine  than  is 
often  supposed, 

•Comprassloii. 

It  is,  perhaps,  not  generally  known  that  the 
cylinder  heads  on  the  Ford  cars  have  not  al- 
ways  been  the  same.  The  cylinder  heads  used 
a  few  years  ago  were  not  as  deep  as  those  used 
on  the  latest  models.  tTo  obtain  higher  com- 
press] on  (which 
is  necessary  for  F(G5 

high  speed 
work),  it  will 
be  well  to  se- 
cure one  of 
these  old  style 
cylinder  heads. 


Depth  of  cylinder  H«ad 

They  can  be  identified  by 
comparing  them  with  cylindt^rs  of  the  latest 
type,  using  a  depth  gauge  as  per  fig.  5. 

These  high  compression  cylinder  heads  give 
more  power,  but  they  are  harder  on  the  bear- 
ings and  make  the  engine  more  liable  to 
knock,  so  that  many  owners  are  very  glad  to 
trade  them  for  cylinder  heads  of  the  latest 
type^  if  the  difference  is  pointed  oui,  to  them. 

It  Is  true  that  different  compressions  affect 
the  power  of  exploslona  and  that  an  uneven 
compression  rati^  in  different  cylinders  will, 
consequently,  cause  an  engine  to  jerk.  If  the 
compression  is  excessively  high  it  can  keep 
the  spark  from  jumping  the  gap  in  the  plug. 

If  the  old  style  cylinder  head  cannot  be  ob- 
tained, it  is  possible  to  plane  oflf  about  one- 
eighth  inch  from  the  bottom  of  the  cylinder 
head  and  thus  increase  the  compression  of  the 
engine  to  about  70  pounds  to  the  square  inch. 
The  work  must  be  carefully  done,  so  that  a 
true  surface  is  obtained^  or  water  leaks  and 
loss  of  compression  will  result.  Good  gaskets 
should  be  used  between  the  cylinder  head  and 
the  cylinder  blocks,  so  that  no  compression 
will  escape.  By  the  use  of  Prussian  blue  and 
a  scraper,  it  is  possible  to  fit  the  cylinder  head 
to  the  cylinder  block  without  the  use  of  a 
gasket,  thus  rt^ducing  the  compression  space 
about  ^^2  ^^  B°  inch. 

Unless  the  compression  is  the  same,  the  en- 
gine  will  not  be  in  good  balance  and  less  of 
power  will  result.  The  power  lost  when  one 
cylinder  does  not  fire  is  far  more  than  ^th, 
and  this  is  due  largely  to  a  loss  of  balance. 

Valve  Springs. 
One  of  the  most  important  features  neces- 
sary to  obtain  increased  power  is  good  valve 
action.  Valve  springs  are  cheap,  and  it  pays 
to  install  a  new  set  of  valve  springs  occasion- 
ally, even  if  the  old  ones  do  not  seem  to  be 
worn    out*     Lively    ftprings    close    the    valves 


promptly  and  this  is  especially  necessary  if 
the  engine  is  to  be  run  at  high  speeds.  If  it 
is  to  be  used  for  racing  and  the  last  ounce  of 
power  is  desired,  it  may  be  advisable  to  use 
special  valve  springs  that  are  stronger  than 
the  regular  type  but  which  are  more  apt  to 
break  the  valves  and  are  more  noiBy. 

It  is,  of  course,  understood  that  the  engine 
will  bo  kept  free  of  carbon   and   the  valves 
ground  frequently,  if  used  for  speed  work, 
■^^alves  and  Dam  Shaft. 

In  order  to  obtaiu  the  highest  possible 
speed,  it  is  necessary  that  the  valves  be  timed 
differently  than  is  standard  practice.  For  rac- 
ing, it  is  necessary  that  the  valves  be  given  a 
greater  lift,  that  is,  open  farther,  and  that 
the  cams  be  so  designed  that  the  valves  be 
opened  and  closed  more  quickly.  Now  these 
quick -action  valve  cams  cause  greater  wear 
and  tear  and  make  moro  noise.  It  is  also  true 
that  the  engine  will  not  run  smoothly  on  high 
t^ear  at  speeds  of  les.^  than  20  miles  an  hour, 
so  these  special  cam  shafts  are  only  of  value 
when  the  car  ia  used  for  racing  only.  For  use 
as  a  speedBteii  on  average  roads,  the  regular 
camshaft  is  probably  the  best.  It  is  easy  to 
5et  the  timing  gears  one  tooth  ahead  and  so 
open  the  valves  earlier,  but  this  also  means 
that  they  close  earlier  and  so  little  is  gained 
by  this  practice. 

It  is  sometimes  asserted  that  the  speed  of 
the  Ford  engine  is  purposely  limited  by  the 
small  size  of  the  ports  or  valve  openings. 
This  is  probably  done  so  that  careless  drivers 
will  not  run  the  engine  too  fast,  but  if  It 
is  intelligently  handled,  it  is  true  that  greater 
power  can  be  obtained  by  enlarging  the  porta 
or  valve  seats.  A  wide  seating  for  the  valvas 
is  not  necessary  and  tends  to  restrict  the  flow 
of  the  gases.  One  thirty-second  of  an  inch  is 
wide  enough|  but  requires  more  frequent 
grinding  and  valve  adjustment  than  a  wider 
seating,  as  it  wears  more  quickly  under  the 
hammering  action  of  the  valves.  Fig.  2,  (pags 
SIB)  shows  how  the  valve  ports  may  be  bored 
out  larger^  but  great  care  should  bo  taken  not 
to  break  through  the  sides  of  the  water  jack* 
ets,  as  the  walls  are  not  always  uniform 
thickness,  due  to  the  displacement  of  the 
cores  when  the  castings  are  made. 

Getting  a  large  charge  of  fresh  gas  in  the 
cylinders  for  each  explosion  is  one  of  the  es- 
sentials of  maximum  power.  Along  these 
same  lines  is  the  necessity  of  getting  the  old 
burned  gases  out  quickly.  For  this  reason,  a 
muffler  is  often  omitted  from  racing  cars,  al- 
though a  car  cannot  lawfully  be  operated 
without  a  muffler  on  the  roads  of  many  states. 
However,  a  cutout  is  easily  attached,  and  if 
used  in  moderation,  serves  the  purpose  very 
well.  If  no  muffler  is  used,  the  end  of  the 
long  exhaust  pipe  should  be  somewhat  flat- 
tened, so  that  the  sound  waves  will  be  some* 
what  broken  up  as  they  emerge.  A  number 
of  small  holes,  and  diagonal  saw  cuts  will  also 
aid  in  giving  a  free  exhaust  without  undue 
noise  Or,  it  is  possible  to  remove  one  of  the 
baffle  tubes  from  the  muffler,  or  bore  addi- 
— continued  on  next  pae^ 


OHABT  NO,  368 — ^Xncreaaiiig  the  Speed  of  a  Ford  —by  Murray  Fahue  stock  in  Ford  owner. 

*l£i  Ford  r*ce>  heild  >d  Ohieago,  tbera  wan  not  a  car  In  which  attempti  had  ba«Q  inad«  to  increaa*  eompretsion 
V7  roduei&r  compr«B»ion  tpaco,  and  cast  iron  pUtoni  teemed  to  predominate.  Gear  ralioa  ai«d  wttre  tnm 
2%  to  8  to  1.  For  long  racea,  radiators  w«rtt  fltt«d  with  tanitt  for  extra  watar  eapaelty. 
**Somotiiaot  the  Inlet  ralro  ia  made  to  open  alifhtly  aarlitr  for  apeed  work.  lo  ibii  cata  eocina  will  not  Mia 
down  -Tfrr  w^ll.  Rec  ukUo  p&^o  909  and  paffei  79S.  629  and  €40  on  eompreaaioa.  fOltinuiee  b#tw«en  ptslon 
lisad  of  Ford   Ugh   comprosslon  cylinder  it  abottt  1*. 


FORD   SUPPLEMENT. 


r 


tional  holes  in  the  muffler  tubes,  bo  that  a 
comparatively  free  exhaust  Ib  secured  without 
loaing  the  muflfliBg  qualities  altogether. 

Oarburetion:  To  obtain  the  maximum  speed 
from  the  eng-ine,  a  larger  carburetoFp  say  the 
1%-ineh  size,  can  bo  used.  This  will  not  be 
economical  of  gasoline^  and  the  engine  will 
not  run  as  smoothly  at  low  speeds,  but  with  a 
larger  carburetor  and  a  larger  intake  mani- 
fold, which  should  be  smooth  inside,  the  en- 
gine can  draw  in  fuller  charges  at  high  speed. 

Tlie  piston  rings  certainly  create  friction  as 
they  rub  against  the  cylinder  walls,  and  if 
the  top  ring  is  so  well  fitted  that  no  compres- 
iion  will  escape  past  it,  the  two  lower  rings 
are  uno^cesary,  as  they  cannot  stop  any  gases 
th^t  do  not  reach  them.  Some  owners  prefer 
to  fit  special  piston  rings,  see  page  655,  at 
tho  top  of  each  piston  and  claim  that  it  makes 
the  engine  run  more  freely.  However,  if  only 
one  ring  is  used,  greater  care  must  be  taken 
to  keep  that  one  ring  in  good  condition. 

If  the  rings  are  fitted  on  an  old  piston,  they 
may  be  lapped  in  by  using  emery  and  a  more 
perfect  fit  obtained,  and  then  they  may  be 
placed  on  the  new  pistons  for  actual  use.  If 
lapped  on  the  now  pistons  the  grooves  (for 
the  rings)  in  the  pistons  are  apt  to  be  worn. 

Pljrtons:  For  high  speed  driving  it  is  nec- 
essary that  the  pistons  should  be  rather  a 
loose  fit  in  the  cylinders,  as  otherwise  they 
are  apt  to  seize  when  the  inevitable  expan- 
■ion  due  to  beat  occurs.  This  does  not  mean 
that  it  is  not  necessary  to  rebore  cylinders  or 
it  new  pistons  on  old  cars^  for  in  such  cases, 
the  cylinders  and  pistons  are  apt  to  be  worn 
oval,  due  to  the  thrust  of  the  connecting  rod 
and  so  do  not  have  the  proper  clearance  all 
around. 

Light  pistons  are  certainly  an  advantage, 
and  the  use  of  aluminum  has  much  to  recom- 
mend it,  especially  if  new  pistons  are  to  be 
fitted  in  any  case,  an  then  the  additional  cost 
will  not  bo  so  much.  In  case  the  cast  iron 
pistons  are  used,  they  can  be  greatly  light* 
ened  by  careful  drilling,  care  being  taken  not 
to  weaken  them  too  much.  Most  of  the  holes 
flhould  be  drilled  near  the  ends  of  the  piston 
pins,  for  if  drilled  on  the  sides,  where  the 
thrust  occurs,  they  permit  the  oil  to  be 
squeezed  out  and  spoil  the  lubrication  where 
it  is  most  needed. 

Light  reciprocating  parts  are  the  secret  of 
high  speed  and  power.  If  we  consider  struc* 
tural  iron  work,  we  will  notice  that  beams  are 
made  very  heavy  along  the  edges  where  the 
strain  occurs  and  often  the  center  is  only  a 
light  lattice  of  thin  steel  strips,  (see  fig.  1, 
page  813,  for  a  drilled  rod.) 

It  is  possible  to  balance  the  rotating  masses 
of  the  engine,  but  it  is  not  practicable  to  bal- 
ance the  reciprocating  weights,  except  to  a 
small  extent.  But  by  making  the  parts  lighter, 
the  unbalanced  forces  and  power-absorbing 
vibrations  are  greatly  reduced.  It  is  more 
important  to  lighten  the  connecting  rod  at 
the  piston  end  than  at  the  crankshaft  end,,  be- 
cause the  piston  end  of  the  connecting  rod  has 
a  reciprocating  motion  while  the  big  end  bear- 
ing has  a  rotary  motion. 


Connecting  rods:  It  is  also  important  that 
the  four  connecting  rods  be  of  eqnal  wsigbt 
and  that  the  four  pistons  have  the  sam 
weight,  80  that  they  will  tend  to  balance  ettk 
other  and  reduce  vibration. 


The  alignment  of  the  conaectin^  rod 
ings  is  important.  This  can  beat  be  tested  it 
special  jigs  which  are  part  of  the  equip  meat 
of  every  branch  of  the  Ford  Motor  Co.  If 
one  wishes  to  align  these  bearings,  the  pittoa 
pin  can  be  placed  in  one  end  of  the  eonneet- 
ing  rod,  and  a  cylindrical  pin,  the  aire  of  the 


Increaelnx  Fort  Opening 


AUgnncnl 

crank  pin^  placed  in  the  other  end  of  the  coa- 
necting  rod,  and  two  steel  aqoarea  nsed  to 
make  sure  that  the  two  bearings  are  in  per- 
fect alignment  with  each  other,  (fig,  1.)  TUi 
only  tests  the  alignment  in  one  direction  andl 
to  test  them  in  the  other  plane,  it  will  be  nee> 
essary  to  use  the  same  tools  and  a  perfectly 
flat  surface,  so  that  the  distancea  from  the 
pins  to  the  plane  surface  can  be  measored 
and  made  equal  on  each  aide*  (see  figa.  1  aad 
11^  page  646.) 

Crank  shaft;  It  is  imf^rtant  that  the 
crankshaft  be  in  good  running  balance^  which 
is  different  from  being  in  balance  when  at 
rest.  It  can  be  tested  by  revolving  the 
crankshaft  at  different  rates  of  speedy  be- 
tween centers.  The  bearings  of  the  crank- 
shaft are  also  important,  and,  after  they  hare 
been  scraped  to  a  good  fit,  the  engine  ahonld 
be  driven  by  an  outside  source  of  power  ua- 
til  the  bearings  fit  perfectly. 

riywhwl:  It  hardly  paj«  to  reduce  the  wrifM 
of  the  flywheel.  e«p«eiBlly  if  the  power  of  tha  eagis* 
ia  {nrreaied  and  a  hl^hir  comprettiou  uted,  bat 
the  fl7whe«1  aUj^ameot  can  b«  tested  by  holdl&g  • 
steel  poiDtt»r  iipar  it  when  lfa«  engine  im  nmniag, 
for  a  wobbly  flywheel  involvM  ■  toes  of  power. 

IffnlUon:  For  ordinary  toad  ote,  the  Ford  igni- 
tion By«ten]  will  furniah  about  all  the  aparks  re* 
qtiired,  but  to  obtain  the  very  higheit  vpeedi,  the 
more  acruratf^ly  timed  iparka  of  Ihe  high  teosiet 
rnngneto  are  an  adrantage.  If  the  Ford  igailia 
■yitem  ii  nsed  for  high  tpeed  work,  the  magnela 
and  magneto  coil  assembtiea  ihonld  be  of  the  Ut««l 
type  and  Ihe  ribraton  sHould  be  »djaat^  nort 
tightly.  BO  that  there  will  b«  leia  lag  in  the  ignitio». 
The  Rpark  can  be  advanced  by  bending  the  rod  fnm 
the  lower  end  of  Iha  steering  eolnmn  to  the  tiintr. 
It  it  alao  well  to  be  iure  that  the  timer  ia  In  gooi 
condition  and  that  the  spring  holding  the  roller 
against  the  •egments  is  strong  and  quick  aetiaf. 
It  may  b«  tvan  an  advantage  to  fasten  an  additioBkl 
spring  bfliide  the  one  already  in  plaee. 

Lnbrlcattont  Adequate  lubrication  playa  ao  Ib- 
portent  part  in  the  maintenance  of  high  engine 
speeds.  A  good  qnatlty  of  thin  oil.  which  doea  net 
burn  eaiily,  should  be  used.  Heavy  oils  «xert  ft 
r«>nstant  drag,  and  are  not  needed,  if  the  engtoe  la 
in  good  mechanical  order.  Oil  holes  can  be  drilled 
in  the  connectii»g  rod  bearinsrs  and  larger  oil  groerse 
cut  in  the  bearings.  It  is  also  well  to  fit  a  naei 
lari^er  oil  pipe  and  oil  funnel.  The  oil  pipe  tmm  be 
drilled  with  holes  opposite  each  conncTtlng  rod,  •• 
as  to  supply   a  good    oil    b^fh. 


CTHABT  NO.  S04 — lacreiifiing  the  S|>eed  of  a  Ford  ^continued. 


MISCELLANEOUS  POINTERS  AND  USEFUL  DEVICES. 


819 


^.wATlfl  if^OR  S* 


G£AAS 


WHEUE  THE  MO^EY  GOES       GASOUWE  AT  !©♦  A  GALLON 

Willi  ■■  *tutm\  WOWiW   ^W 

l«0  AIR  LEAKS 
|mO  MIS  FIRING 


CONNfCTlMC  OOO    AND 
MAIN  flCARtNGS  JUat  RIOHT 
i«  4«HttM  hm  antes  P^^ 


How  To  Save  O&aollne. 
Tb«  UlUBtratlonfl  point  out  wher«  cAie  ihould  be 
iSircUed  la  order  to  preTent  loss  of  pow«T  b;  de- 
ereafliDg  friction  and  wKSte.  To  gain  pow«r  meaoi 
«  UTicg  of  gmsoliiie.  The  illuitrations  ihow  where 
If  psrU  are  kept  is  proper  order,  there  will  be 
i  laYisK  of  power,      ExceAK   of  power  and   lou   of 

Caoline  would  come  irom  poor  driviof,  too  mach 
oding  carbufotor,  windehield  constantly  up,  drag- 
fiat  brake  bands,  etc.,  lee  the  three  illastratjoai 
»b0Te.    (lee    also    page    S02.)      (Fordowner.) 

•  •MificellvieouB  UMfal  Berlcea. 

A  tool  box  on  the  door^ — ^The  front  door 
ia  arranged  with  a  light  door  ©f  6  trip  a  of 
wood  properly  braced,  the  hingea  screwed 
to  a  "trip  of  wood  placed  ap  aod  down  be- 
hind the  metal 
door  lock ;  tbe  in- 
ner door  epring 
catch  fits  otcely  in 
the  notch  left  by 
removing  the  cen- 
t  er  cross  braco 
ne^l  tbe  leather 
stop.  Then  a 
pocket  made  of 
canras  or  leather 
in  the  lower  por- 
tlMi  of  afteh  door  with  a  strap  or  two  to  keep  the 
tooli  in  place.  Replace  the  door  lining  and  pal 
new  strips  of  isiinp.  tacking  with  black  beaded 
toeka  as   it  was   before.      (Motor  World.) 


TMa  Is  &  device  for  compressing 
tSt%  Ford   clutch   spring.      The   eod 
platea  are  Ford  front  wheel  flAnges,     ^-i^' 
9BO    baing    cot    away,    so    thai    it  ^^J 
■iftf    be    Inserted    over    tbe    abaft,        ' 
bablnd  the  spring.     Two  boUa  con- 
ttoct   tbe   platea   and   by  tightening 
tbe    nnta,    tbe    plates    are    drawn 
trfscether,    compressing    the    spring. 
Witb  this  device,  only  one  pair  of 
bands  needed  to  r«mov«  the  pin. 


.tr 


iK 


Motor  speed  per  mile.  Tbe  erank  abaft  of  a  Ford 
car  makes,  2,4<IQ  revolutions  in  one  mile,  and  when 
running  at  a  rate  of  twenty-two  miles  per  hour  It 
turns   over   897   timet   every   minute. 

Ford  Ma«;tiet  BemagnotUer, 

It  la  not  necessary  to  remOTo 
tbe  flTwboel  from  engine  wbeo 
remngnetlElng  Ford  magneto  mag- 
nets with  this  device.  Simply 
retnovQ  transmission  case  cover 
so  that  the  ends  of  tbe  magnets 
are  available,  Uae  a  eompaas 
(see  fl|.  8.  page  303)  to  deter- 
mine North  pole  of  each  magnet 
and  chalk  them,  also  chalk  the 
South  pole  of  the  remagnetiser. 
Place  the  S  pole  ef  remagnetiser 
BO  it  will  he  on  tbe  N  pole  of 
the  magnets.  Turn  the  flywheel 
over  after  remagnetisiog  one 
magnet  and  remagnetize  each 
magnet  separately^  After  ro* 
magnetizing,  check  the  polarltj 
of  all  magnets  with  compast 
again.  The  connectiona  are 
shown  in  fig.  3,  Tbe  storage 
battery  can  be  either  a  6  or  12 
volt  battery.  It  ia  possible  to 
use  6  or  8  dry  cells  if  connected 
as   per  fig.   4. 

Magnets  of  all  types  of  magnetos  can  be  obargtd 

with  this  remagnetlzer.  When  remagnetisiog  mag- 
nets  which  are  separated  from  the  magneto,  it  la 
welt  to  place  a  "keeper"  across  the  magnets  until 
placed  on  the  magneto.  It  is  also  advisable  to 
r»p  the  magnet  a  few  times  with  u  piece  of  wood 
while  being  remagnetized.  See  advertisement,  page 
864*J. 


••♦I#arger  Valves. 
Valves  if  made  larger  will  permit  slightly  more 
gas  to  enter  and  will  increase  compression  and 
power,  but  heating  will  also  be  increased,  there- 
fore a  eircolating  pump  or  larger  radiator  may  be 
necessary.  A  valve  lift  of  ^le  inch  with  a  vaUa 
seat  %2  inch,  measured  across  slanting  face  would 
be   about    right. 

Valves  are  now  I^q  inch  outlet  and  1%  inch  di- 
ameter across  widest  part,  but  for  racing,  velvet 
1%  inch  diameter  outlet  and  l^^he  inch  across 
widest  part  would  be  better.  The  valve  ports  can  be 
enlarged  to  this  size  by  reaming  and  grinding. 
Tungsten  valves  of  1^    inch  are  sometimes  used. 

Olrculaiing  Pumps 
Of    uniijue    and    simple    df^tign    are    mannfactnred. 
by    Glddingt    &    Lewis,    Fon    du    Lac.    WiBConsin. 

Muffltr   and    Cut-Out, 

The  construction  of  the  Ford  muffler  and  method 
of  attaching  one  type  of  cutout  is  shown  on  paft 
64.  The  outside  diameter  of  exhaust  pipe  of  a 
Ford  is  IV^  inches,  therefore  a  cut-out  would  be 
required  which  would  fit  over  same,   (see  page  609.) 

•eeepAinta    for   Fordi, 
No.   F113 — -Bine   gronnd.    first   coat. 
Ko.  P11& — Body    blue    color    varnish. 
PTo.  F751 — Body   varnish,   clear. 
No.  F104 — Black    fender,    qaick    dry. 


To  repair  a  broken 
speedometer  abaft  caa- 
Img  a  sleeve  is  used  a.^ 
shown  in  illuitratton. 
A  layer  of  tape  is  ap- 
plied  first. 


tUU  BOLTS 


SPEEDOHeTER  SHAFT.CASIN6 


Power   From  Bear 

Wheels. 
A  device  for  this  pur- 
h^  pose    Is   shown    in   iuus- 
tratiou., 


CHART  NO.  3G5h— How  To  Save  Oasollne,    Mlaceilaneous  Useftil  Deylces. 

••See  paces  730  to  745,    ••♦See  pagea  701,  009,  814.   •••*SeB  page  509.    To  repair  a  hole  la  a  top— aao  page  84T. 
^•••Sp«eUl  racing   camshaft*,   which   will    lift   about   Ho"    ™^'»  *^*"   slandurd   ran   he   had  of   .ome  at  the  supply 
houses. 


820 


FORD  SUPPLEMENT. 


All 


V^ciiy  of  iTAler  t»  4%  nUi 
indudLas  taok  tt  top  of  rti 
tor.  Gaioline  t^ck  ii  «f 
fat  eapneitj.  Hood,  bo4r 
tank  ni«4«  of  preiud  ft 
Wvlfbi  of  enilre  bodj  900 


BoAkai  typ«  ndag 
.••ti  for  the  roads- 
tor,  or  ipoodster.  The 
~*  is  besTj  r»viC« 
attached  and 
to  woodon 
Boat  bottoms,  and  up- 
bolstered  with  sub- 
ataatial  imiUtion  lea- 
tber,  known  as  anlo 
skin.  (Am.  Auto  Ae- 
'  eeasorios  Oo.,  621 
Main  81^  Oinelnnati. 
Ohio.) 


Seducing  Wind  Baalstanee. 

One  way  of  increasing  the  speed  of  the  Ford  ear  is  by  redneing  tbe  wind  r«i 
ance,  bj  taking  off  tbe  top,  nmdgnards,  and  windshield.  Also,  by  tne  maa  of  spa 
racing  bodies,  of  which  the  body  made  by  the   Champion   Racer   Oo.,    is   ai 


The  radiator  is  designed  especially  for  racing  and  is  high  and  nanow;  thas 
dncing  the  wind  resistance  and  improving  tbe  appearance.  Tbe  radlatiag  aaH 
is  of  the  patented  bridge  fln  type  and  tbe  construction  is  of  eoppar  thravgboat 

•Miscellaneous  Parts  Mannfactnzars. 
Addresses  of  concerns  who  make  a  specialty  of  parts  are  as  followa:  Lsi 
Motors  Oorporation,  Anderson,  Ind.  nam  shafts  and  Talve  in  head  eyUndars 
▼alves).  Qeo.  L.  Dver,  Obampaign,  III. — sixteen-Talve  cylinder  head;  Heuy  Pagb. 
Louis,  Mo. — special  work  for  couTerting  Fords  into  racers.  Ahlberg  Bearing  ( 
Obicago,  ni. — ball  bearing  tbnut  washers  for  rear  axlea.  Aluminum  Mfg.  Oo^  I 
Moines,  la.;  McQuay-Norris,  Si.  Louis;  Butler  Mfc.  Co.,  Indianapolis,  lad.— «li 
num  pistons ;  O.  H.  Dyer  €0.,  Oambridge,  Mass. — pistons,  reamers.  Ford  angiae  sla 
etc.     Mott  Wheel  Co.,  Jackson,  Mich. — ^wire  wheels,    (tee  also  page   823.) 


OHABT  NO.  SCO— Badng  Bodies  Seduce  Wind  Beslstaiice  and  WeUrht. 

*Note:     This  list  was  prepared  sometime  ago. 


COMBINATION  OF  BODIES  FOR  FORD  CHASSIS. 


Oombination  Bodies  For  Model  "T" 
Ford  OUaasls. 
Tlie  UluitrfttloDt,  Aga.  3  to  9,  show  bow  ■«v«rft] 
dlUfireiit  typaa  ot  bodlu  for  commeTcUil  nta  cjtn  b« 
tnade  from  the  lot  of  d«tAChmbte  parta  In  fig.  10. 

In  eortAli]  ea««s  indlTldiijil  pUcAi  of  parts  Bbown 
in  fig.  10,  hmre  more  Uian  one  aie,  for  Initaxica, 
the  nf Tight  for  tbe  cauopy  top  of  the  waffonette 
{tg.  5)  Rod  ■tation  omuibua  (flf.  9),  are  uaed  to 
•Qpport  the  rock  of  tbe  hay  and  ttraw  wa^on  (S;. 
8),  tbous^h  when  the  laat  oamed  is  uaed^  an  addi* 
liooal  pair  of  supports  can   be  fitted^ 

The  sUlioo  omaibua  bodj  has   diiuble  doora.  for 
the  baae  carrlea  permiseotlj  a  half  door  at  the  back, 
and  the  upper  half  for  the  omoibus  aae  la  attached  ^ 
to  the  doUchable  panela :   the  half  doora  are  bolted  i= 
together  in  use  so  as  to  form  a  siui^tc  unit. 

The  aeat  baeka  used  for  the  waiionette  i^g,  &) 
and  the  atatiozi  omnibtta  (fig.  9),  alao  form  a  part 
of  the  sides  of  the  cloeed  van  (fig,  7).  and  for  the 
latter,  the  same  canopy  and  upright  arn  u.<ied.  In 
atead  of  the  appar  half  door  and  rear  panels  of 
the  station  omaihus«  the  van  has  a  hack  panel 
hinged  at  (he  top.  two  supports  being  provided  lo 
hold  it  open  when   re<iu(refL 

Tha  lllnttraHon,  fig.  3.  shows  the  chassia  with 
the  base  <A)  fixed 
thereto,  which  forms 
the  ground  work  of 
all  the  ▼arlattons. 
The  base  (A),  it  will 
be  noted.  IncludeB 
the  aeal  for  the  driv- 
er and  his  companion' 


Parta  la  Fig.  10  Will  Make  The  Following. 
Fig.   4.  Tlia  Flat  Lorry  is  made  up  of  the  baae  A 
(as   on    fig.    3).    the*   float    F  and   the   uprights   and 
tbe  canopy  C   (fig.   10). 

Ftg.  5«  The  Wagonette  is  made  up  of  base  A  (Ac. 
8),  and  the  parts  B  and  0  (fig,  10). 
Fig,  6,  The  LlTo  Stock  Dray  has  a  lattice  G  (Ag, 
10),  pUccd  on  baae  A  (fig,  8),  and  float  P  (fig.  10). 
Flff.  7.  The  Closed  Van  for  perishable  goods  is  made 
up  of  the  base  A    (fig.  8)    with  parta  B,  C  and  D 


Bay  and  Straw  Wago 
8)  and  parts  F  and  H 


i  it  made  op  of  baso 
(fig.  10),  with  canopy 


Fig.  8 
A  (fig. 

uprights 

Ftf.  9,  The  Station  Omnibus  is  made  up  from  baae  A 

(fig.  8),  with  sides  B,  glass  sides   B  and  canopy  O, 


■f 


Principal 
DimensioiiB  of 
Ford  Model  T 

Chassis. 

These  drawings,  figs. 
13  and  14  show  the 
principal  dimensions  of 
the  aide  view  (fig.  13) 
and  top  xiew  (fig.  li) 
of  the  model  T  Ford  ^ 
chassis.  These  dimen* 
aiona  will  be  of  value 
when  figuring  measur* 
menta  for  bodi«B  for 
commerctaT  uae  which 
can  be  applied  to  the 
model  T  Ford  chassis. 
See  page  325  for  di- 
meneions  of  the  Ford 
truck  chastia. 


:ABT  no.  367— CombinaUon  of  Bodies  As  Applied  to  Model  T  V^xA  ^S^a:^^, 


FORD  sL'PPLEVtENT. 


-/. 


"^-Xr 


/" 


:^ 


X,  - . 


I.^» 


y 


iX'     -------- 


In  Mo.  8  thA  Ford  axI*  in  OMd  m  *  jMkshaft  for 
fraifin  •xt«ntion. 
Xn  Vo.  4  thfi  Vord  ftxie  It  •mploy«d  m  a  JMkthaft 
In  Vo.  0  ()i«  i-ntlrft  Kf>rd  r^r  «nd  U  r#!pUc«d  bf  a 
(iUhrr   h/   worm  or   Intornftl  foan.  ' 


a  chain-drWon  rear-ond  truck 


±r» 
of  f  oxA 
:ilML  according  :a  loi 
pitfta  li  -!»  .- ow  1 
'.n  :ha  *'ju> BiM 
saovx  a  •» 
meaxary  side  ica  tb" 
apeetirft  >iuceaea  a  s 
■lieas*  th«  -zaiUMSHa 
T!i«  ihadaa  ^urrjom  x 
iicat*  tiu»0  parts  «ca 
&r»      adilfrd.      Iiou    *te 

111  I  Willi  ji  ui  ivt 
tfiaaa—  rixcepi  :ia  ■» 
jncL 

la    So.     L    'L^    r«i 

nsmr  axle  ina  icnnc  ■■ 
retainao.  T!ie  «t«fe- 
aaaa  :■  :ixcreaaaa  ay  :>■ 
ijitro«i]ictxoxi  jf  ft  3iBi 
leetioii  -^Athar  ii  i^ 
point  naor  'Ji»  ^hht 
ar  as  tii»  •sxxraB*  :■( 
.%.a  AciditxosBft  poMo  tf 
'irivvahait  ji  :£«  ■■§ 
Len^tix  u  :iie  .ncniB 
ja  :ha  Zozri  ^n^'iTim  j 
oflod  to  trtuumit  ^ 
pow-er   to    i2x«  mr  bic 

Za  Sol  2  :tm  Mii- 
cianal  LoaAi  rauacttr  J 
cajusn  :ar«  -if 
tho  ^uo  af  scri*i 
witii 

pondont  of  :;ha  FkA 
axlo,    whica    \m   -amL  » 

§priii«a  aCTariiMi  »  a> 
ba«i7   ajn    «3inioy«iL 

■taomhiy    :ii    -nus  vrsft  • 


for  an  inttrnal-gear  axla  vnit. 

truck    frame   addition   and   axle    vliicit    aiaj    te    iz:«« 


*'^* Commercial  Application  of  the  Ford  Model  T  Cliassis. 


Tho  Kurd  In  brinfc  rapidly  adapted  to  a  variotf  of 
nommarrial  imm.  In  thn  flluHtrailonii,  fiKoret  1  to 
ft,  show  thf  flvo  ffnoral  mAtboda  used  to  Increase 
tbo  load  rarrylriir  rapacity. 

Oarnring  capacity.  Tbo  unit  of  tbrne  rear  axle  at- 
tarhmfiit*.  iibnwn  in  fi%%.  2  to  6,  nauallf  give  a 
raparltjr  of  about  a  Ion.  nlnrtf  per  cent  of  the 
load  bflMK  carried  on  tbe  hrav/  rear  axle  of  the 
truck  attarhnirnt.  Thp  crar  ratio  le  xenerallf 
•bout  n  or  7  to  one,  tbuH  derrfaiilnff  the  Hpeed,  and 
Inrri'imini;  thn  |>owf*r  nnd  bill  cllmulnf  ablllt/.  A 
apeiMl  of  tr>  to  IH  niilm  an  hour  can  usually  be  ob- 
talnrd  with  a  oim  ton  trurk  adapter. 

The  nirtliofi  nhown  in  ^%.  I,  which  merely  changes 
the  IfUKth  of  thn  friinit*.  noil  uReH  t)ii<  standard  l*ord 
rt<iir  a^ln  Myetiwn.  Im  only  nuitablo  for  those  haying 
light,   but  bulky   lontU  to  carry — such  as.  mlllinary. 

OvirloaAlhig  the  engine.  The  englnn  will  not  be 
oxrrlosdeil.  whm  unimI  to  pull  on«  of  these  one-ton 
trucks,  bernune  tho  ic«'nr  mtlo*  Is  «o  lowered  that  it 
CAM  «'(M*«*  with  the  i»«14|«m|  load  successfully.  How- 
ever, these  trui-ki  nhtiulil  In*  driven  with  rrasonablo 
care,  enti  liept  m  K(^(*<i  running  onler.  The  ra- 
diator nIiouIiI  bi«  ki'pt  well  fllled  with  water,  the 
fan  belt  kept  tli:ht.  and  the  carbon  removed  and 
the  velvet  Krnund  nmri*  frequently  than  is  neces- 
sary   with   li'<ii  iiitiiiiMiii   |>li'u*(ure  i-er  ii*p. 

8peed.     \{  thrMi>  tnti-k  ettsohnientn  are  not  driven 
It    a    higher    A>ernici*    spctMl    then    twelve    or    fifteen 
lulloii  All   hiMir.   the  life  of  the  engine  end   the   truck 
I       Attai'hnieiit  will  b«^  greAtly   Iciiitthened 

••Trailers. 
Tmilera  nrc  divided  into  two  general  claiisiflca- 
lion^.  'riu'  t**\»  **hv*led.  or  ceit  tvpe.  end  the  four 
wheoU'd.  **r  v^aKon  tjpe.  The  twv«  whreled  t>|»e  is  of 
oouree  luuoh  euupler  and  doe*  ni»l  rvviuire  eny  steer 
iuc  gvar.  boiiiK  «imph  att.toh«^l  to  the  rear  by  e  ion 
gu%i  and  rtexiMe  oonnoction  The  atl.-tvhment  is  usually 
iHiide  to  the  center  of  the  rear  vToes  member  of  the 


chassis  frame,  where  the  spring  :a  fadcca^x — '3t 
spring  clip  bolts  often  being  a««ii  :o  t^x^n.  '^ 
trailer  connection. 

Ob  leral  country  roada,  Ford 

need   to  pnll   from   throa  to   Atc    of  g-*-      _       

wheeled  trailen.  When  maeh  aa«d  for  Tvfl&c  V* 
lera,  it  is  adyiaable  to  change  t^o  bor^L  gar  wk 
pinion  in  the  rear  axle,  so  that  a  gear  alii  d 
4  to  1  can  be  obtained.  Thia  lcaa«sa  tao  acraiae  ■ 
the  engine,  tranamiaaion,  and  other  ;«r3  jt  ifet 
power  plant. 

The  capacity  of  the 
ally  about  half  a  ton.  althongh 
three- fourths  ton  capacity. 

Tho  capacity  of  tho  four-' 

is  usually  one  ton  or  more.     But 

about  as  large  as  should  b«  need  ia 
a  Ford  car. 


aoaie    are 


Speed  with  trailer  attached    u 
that  of  usual  touring  ear  apeed. 
hour  is  usual  speed. 


bat    Ixafa   Wiv 
Tveaty  ■use  v 


Load  dUtrllmtloii,  on  two-wheelad  trmilan  ibsiU 
be  divided  ay  only  in  front  of  and  behiad  tte  aih. 
Otherwiee,  aeyero  atraina  will  be  placed  oa  the  eit- 
neotion  between  the  car  and  tho  trailer  and  ttt 
car  may  have  to  carry  part  of  the  load. 

The  coapUaf,  er  eenBectlen,  betwaea  the  -^^  >^ 
trailer  should  be  <^aickly    detachable   and 
with  a  cushion  ipnng  to  abaorb  Jerka  aad 
when  starting  and  itopping. 

There  are  many  flrou  who  aapply  tttiags  Ut 
converting  Fords  for  commercial  uaa.  Oae  ie  Iks 
Unity  Motor  Track  Co.  of  Oley eland.  OUe^  vhs 
manufacture  fittings  for  converting  a  Fold  *— -  a 
IU50  Iba.  track  or  deliyery  wagon.  !%«  dehi  h 
thet  eoayeralon  can  be  made  in  2  ho 
drilling  any   holes. 


CHART  NO.  a«lH    CVmYertiiig  the  Ford  for  CommMxlal  Um. 


for  dioioui'. 


iMiiiie*  1^  or 
k.f    lh»'   Kord    III  •.!»' 


to      1  **S»M 


***Soe  page  t»2a  for  Ford   track  aad 


f  i;i 


MISCELLANEOUS 


823 


Ford    10   g&llon   gasollJie  tauk.      Mori^^iirfmen!    oT 


TIM  wmui  mm  »t*  *tm> 


*  ^    ^   ^   0 


Bend  on   Dotted  LmES 
*^)i|niiltiTrlhm?iTiilJ]in^ii'!ffiiifi«^* 


Visofi 


Frlmlng  Gups. 
To  at  priming  cups  to  a  Ford  cyU 
indler  bead,  replace  four  of  tbe  cap 
RcrewR  with  Atuda  drilled  bb  nhowii. 
Drill  four  %"  holes  throuKli  inner 
maII  of  bead.  Home  Lijrht  Co.,  3353 
MUwaukee    Ave.,    Chicago, 


VisOT  Windshield  Protector, 

prerent  lain  and  bhow  on  wind- 

a    ttraight    piece    of    fibre 

•heet  tzietal  (6  to  10"  wide) 

have    tbe    corner*    bent    at 

rht     angles,     ar     thown     by     the 

tted   linea   in    the  aketch.      These 

la    flapi     keep     the    snow     from 

»wing   in    at    the   tides    and    help 

support    the    front    edce    of    the 

lor.     The  rear  of  the  visor  should 

be  fastened  to  the  lower  side  of 
the  front  bow  of  the  tup,  by  means 
of  a  number  of  small,  round  head 
wood  screws  and  washers.  (Ford- 
owner.) 


GaJOgraph 

a  gauge  placed 
on  dash  which 
indicates  quan- 
tity of  gasoline 
in  main  gaso- 
line  tank.  Adaptable  for  all  cars  using 
gravity  or  vacuum  feed.  Manufactured 
by  New  Standard  Adding  Machine  Co,. 
370 1'X,   Forest  Park  Blvd.,   St.   Louis. 


•TIrea. 
Two  Ford  cars  may  be  so  chttigcd 
that  both  can  have  three  and 
ono-hsJf  Inch  tiros  all  aroimd 
wlthoat  extra  expense,  except  the 
excess  of  tire  sljse.  liemove  the 
whm'ls  without  hubs  from  the 
from  of  one  car  and  tire  roar  of 
the  othtr.  Place  thirty  by  thr«a 
rims  all  around  on  one  car.  and 
thirty  by  three  and  one-half  on 
the  other.  Put  thirty-one  by 
three  and  one-half  tires  on  the 
ear  with  three  inch  nmn.  and 
thirty  by  three  and  one-half  tires 
on  the  other  car.  This  gives  equal 
ffixo     all  around  and  extra  sise. 

Spokos  and  rlm«  can  be  had 
complete  from  Ford  Co.,  ready  lo 
assemble  to  fit   in  hub*. 

Extra   overaixa   tlroe;    the    3f)x 

3  frowt  rim  on  a  Ford  will  take 
a  aU3H    tire  or  a  32x4. 

The  30x3  Va  rear  rim  will  take 
a    31x4    or    a    32x4  «4     tire.      The 

4  and  4^8  inch  of  courte  will 
fit  tiirbt  and  are  not  recommend^ 
efi,  but  it  can  be  put  c»n  by 
lapping   the   beads   slightly, 

DemountabiB  RimB 
and  Wheels. 
The  adTantagei  of  demottntatilt 
rims  are  explained  on  page  551. 
Hims  for  30x3  H  tires  all  round 
will  make  riding  easier,  lunger 
life  fur  tires  and  only  one  sine 
tire  and  tube  to  bother  with.  The 
Firestone  Tire  and  Rubber  Co.. 
Akron,  Ohio,  make  this  equip- 
ment for  Ford  and  Chevrolet  cars. 
The  outfit  ctJtisists  of  f»  rims  for 
30x3H  tires,  4  applied  to  wood 
wheels  and  1  spare;  24  hub  bolts 
and   socket    wrench. 


W 


M. 


MLfiffMAffMc  CMW^r 


1 *i^S^^^i — 


iT 


smjfFtMC  fforoif 


^ 


Internal  wiring  dlasram  of  entire  electric  system   aa  ased  on  Ford  enclosed  cart   explained  on   nngcs 
%^A.\,   B.  C, 

wmng:    Single  wire  system.     Frame  lerve*  as  one  wire  and  is  connected  with  negatire  { — )  terminal 
of   battery. 

There  are  el^ht  circuits,  each  of  whicli  may  be  traced    separately   as   follows:     (1)    Charging   eireutt 
(generator  to  tattery  as  pi*r  arrow  points):     (2)   Stariiug  int»lor  circuit;     (3)   Tail  Ump  circait;     (4>   Head 
lamp  eircatt    (bright);     (5>    Head  light  circttit   (dim)  «     (6)   Ignition  from  battery;     (7)   Ignition  from  mag^ 
I  veto;     (8>   Horn  circuit. 

Oorrents:     Oenerator   delivers  6   to   9   volts   direct  eurrent  with  maKimum  of   12  amperes.    Battery  de- 
0  Tolls    (direct   current^.    Starting  motoc  requires  about  225  amperes  at  4  volts.    Magneto  generates 
|iating   current    from    5    to    2(i    volt«,    with   a  maximum    of   9   amperes.      Coll   secoudary    ourrent    in    the 
circuit   carri<»s  a  current   of  extremt^y   low  amperage  at   15.000  to  25.000  volts 

ST'N<57'3'69 — ^Accessories  for  the  Ford~Wiring~Diagram,  3i?e  also,  page  864  li  ^  " 

Tbe  speed  of  an  en^e  can  he  determined  by  counting  the  number  of  Impulses  or  movements  one  valve  makes 
I^St  minute.  Kvory  two  revolutions  of  crankshaft,  valve  will  mo%-e  once,  therefore  if  valve  moves  200  times  per 
minttte,    crankuhAft    would    mrn    400    times.      This    is    about  the  limit  one  can  count.     Above  this  a  «t><?ed  indicator, 

iif#   Too,  nr  turhometer,  page  1^21.  is  necessary.    The  Ford   magneto  should  generate  7   volts  at   400   r.    p.  m.    *See 

*~^'  84S4-A   for  tiref  on  Ford  enclosed  can  and  also,  pages  553  and  825, 


SpflclAl   Ford   Wrenchaa. 
Tig.    2.     Thu    6    ft.    one.    with    %" 
■Dcket    wrench    U    tiaed    for    removing 
tho    onivflirBal    lluigo    aat«    from    the 
rear  without  bAving  to  get  aader  car. 
Fig,  6  The   4H    ft.   one,    with  ^o*"   ftocket, 

is  used  to  remoTO  the  torq.ao  tube  re- 
tAiuing  nuiB  after  axle  has  been  placed  in  iho  axle  atand   (fig.  5). 

Tig,  3*  Stylfld  ft  J«w  apoeder  wrench;  uaed  in  removing  the  ^o*"  flaoffe 
anta  and  boka  holding  the  two  halvea  of  the  axlf)  boaaiog  logether.  (Motor 
World,) 

HMdU^t  control  of  ft  Ford,  lo  keep  the  brllllancj  or  intensity  of  the 
llghta  equal  at  tow  or  high  engino  speeds — aee  page  795. 


OftSOgTftph  g»ugo.  aee  page  H28. 


A  cplndle  buahHii  t^ 
mcvcr  is  shown  lo  tb* 
left.  The  knurled  m4 
ia  inserted  throcgh 
bnahing  and  pollad 
through  until  the  ct- 
pander  altps  oTer  the  ia- 
aide  end  of  the  bns^hiag. 
Then  by  tapping  on  1h« 
kourled  end  of  the  tool 
with  a  hammer  the  b^iak- 
ing  is  readily  retaoTed. 
By  reversing  the  tool  tbe 
opposite  bashing  ia  r«ad^ 
ily  removed.  Made  af 
carbon  ateel,  a  p  r  i «  g 
hardened.  <0.  H-  Dytf. 
Cambridge,   Maaa.) 


♦The  Delco^light  Plant. 


This  Btibject  is  out  of  place  here  but  will  be  shown,    in  order  to  give  the  reader  an  idea  of  the  pria- 

ciple  of  couHtrui!tiao  of  a  modern  farm  Hghtmg  plant.     The  gasoline  engine  runs  the  dynamo  and  the  d; 

namo  charges  the  battery,  which  source  of  electric  supply  is  used  for  lighting,  power,   etc.     Manufactured 

by  Domestic  Engineering  Co..  Dayton,   Ohio. 

The  mercuTF-cooliMl  exhanat  YalTO  i»  used  in  aome    of   the   Deico   farm    lighting    plaat    enginea.     Will 

high  duty  internal  combustion  engines  the  exhaust  valve  ia  subjected  to  direct  blasts  of  exhaust  gaa«a  of 

about   1.800  deg.  Fah.     The  only  provision  heretofore,  for  radiating  the  beat  from  valve  head  (H)  and  aten 

waa  through  the  valve  guide,   therefore  the  stem  often   became  red   hot — result^  warping  and   loaa  of  eo* 

preasiOQ  at  valve  seat. 

PrinclplA:     The  effect  of   the  mercury   contained    within  the  valve   is  of  course  to  transmit   the  heal 

from  the  hottest  part  of  the  valve  up  to  the  portion  of  the  valve  stem,  which  is  exposed  to  the  atmoaphtn. 

and  which  baa  a  aeriea  of  ftlumiuum  rsdUiiag  ftna  {F)  connected  therewith,  to  facilitate  the  cooling  of  tbf 

vftlvc. 

The  mercury   (M)  undtir  normal  temperature  ia  in  liquid  atate  and  rests  at  bottom  of  valve  stem — aa 

heal  ia  absorbed  by  valve  stem  and  traoBmitted  to  the  mercury,  the  mercury  is  vaporized  and  imraediatelj 

rises      until      coming 
OIL-LCSS   BEARiNO  into  contact  with  the 

cooler  part  of  the 
valve  st^?m,  when  it 
will  UJ3<^  .da 

dense   n  .^rM 

to  the   I  r  ths 

•tern  to  aga;a  b« 
vaporised  and  rapeat 
the  previoui 
tion. 


Mercury    cooled 
eJi^haust  valveu 


CHABT  1X0*  360A--Mlscellaiieou8  Ford  Accessoride.       Delco-IAght  Plant, 

*The  Deico  plant  is   well   suited    for   automobile   storage  balt«ry    charging  and  lighting  of  garages. 


RD  AND  DODGE  TRUCKS. 


Dlraeosiona  of 
til  0  Ford 
truck  chAsats, 
from  whirli 
a»)i!  can  eiti- 
mftte  dim«D' 
lion  for  fenit* 
AbW  bodUi 
for  vArlOu* 
purposes.  8«e 
•Ito,  P  A  ff  • 
821  «nd  fool 
note  pace  776. 


OILrH-JyCA    CUtTAflO 


^pc^io.  STEiL  torn  ^  ^ 

Bodge   LigtLt  Delivery. 

Tlio  BpoclflCAtlons  are  similar  to  Uion  of  the 
■taadard  puteiigcr  cat,  except  that  varioui  part* 
have  been  itrengthened. 

The  (ABolioe  tank  is  beneatti  the  drWer'l  aeat. 
Mid  th«  steerin;  wlieel  haa  beoa  aet  at  a  higher 
angle  to  give  a  greater  loadiitg  space. 

MAXtmum  load 1000  to  1600  Iba. 

Tire*    ,... 83   x   4 

Loadl&g  tpAco   . . , , 73  x  43  in. 

Whe«lbu« ^ •,..,.»* 114  tn. 

CTIntch    .*t ********* df7   pMe 

Qmx  ratio , , 4  to  1 

Body Bteel   54  Id.   high 

Pord  Engine 

ItOogth  of  boat  suggeated  20  to  22  ft.  by  5  It. 
beam  aod  1  ft.  draft,  the  latter  being  for  the  hall 
only.  The  overall  draft  or  water  ih«  boat  draws 
is  determined  by  the  liie  of  the  propeller.  If  there 
oro  obatraclioas  in  the  water  where  boat  ia  to  be 
nted.  then  better  fit  acme  form  of  skeg  or  protec- 
tion below  the   propeller. 

In  mounting  the  engine  fit  strong  oak  crosB-meta 
bers  in  the  engine  coropartmr-Tit  end  fasten  it  in 
place   witi  lag  screwi   using  the  snme   brackets   fas- 


Ford  Truck, 

with  its  ignition  and  carburetlon,  cooling 
Abd  lobricatioD  syatem  ia  the  same  as  the  model  T 
— aee  pago  770. 

Tho  clutch  is  the  atandurd  Ford  multiplo  diae  in 
oil,   delivering   the    drive    to   a    two-»peed    pUnetary 

tearaet  in  unit  with  the  engine.  From  hero  the 
nal  drive  i«  by  meana  of  a  propeller  ahaft  And 
overhead    worm    instend    of   »   bevel   pinion    gear. 

Tho  FAtlo  In  tlio  worm  goAr  is  7.25  to  1.  giving 
A  total  gear  ratio  in  low  of  10.9  to  1,  and  a  total 
ratio  in  reverse  of  29  to  1. 

From  the  worm  tho  drlTO  tranimiAHion  pAsaoa 
through  the  bevel  gear  differential  and  semi  floating 
re&r  axle  to  the  rear  wheels. 

Tho  Ford  truck  is  rated  At  1-toa  CApAClty  and 
has  pneumatic  'tires  in  front  and  sotida  in  rear; 
it  haa  overhead  worm  drive. 

Wheel  base  it  123**  inatead  of  100".  Weight 
truck  chaaalB,  totid  tires  In  rear  1395  lbs.;  with 
d«mt>xintftble  rinis   for  pneuroatic   tircB,    1340   lbs. 

The  BpringB  are  the  aamc  sb  those  used  in  the 
Ford  pasaeoger  car  excepting  that  they  are  made 
heavier  in  the  rear  to  withstand  a  great  load.  This 
is  a  transverse  type  having  an  arch  in  the  center. 

Wheels  arr  wood  artillery  typo.  BrAkOB»  ■toerlng 
gear,  control  sratem,  etc,  is  the  same  as  the 
model    T. 

Tho  principal  chAUges  are  in  the  roAT  worm 
drive,  heAvler  reAr  spring  And  ^tlre  eqaipmeot.  TaU 
And  side  lights  are  oil. 

In  a  Boat. 

tened  to  the  engine.  LeAve  the  trAnamlaalon  At* 
tAched  and  mount  the  powerpiaot  ao  it  will  be 
level  when  the  boat  ia  ip  the  water  aod  under  way. 
Boats  rise  Out  of  the  water  when  traveling  faat,  so 
>'ou  must  make  allowance  for  this*  The  engine  will 
oil  better  when  on  a  level.  Proper  adjuatment  cad 
be  made  with  ahims  under  it. 

The  lHuttTAtlon  showi  a  cranking  device  to  the 
engine  can  bo  started  from  the  Beat.     Arrange   to 
drive   a   centrifugal  or  gear  punip   to   force  the  cool- 
ing water  around  the|4ackots.     Be  careful 
not  to  get  this  pump  too  large,  or  the  en- 
gin^  will  be  overcooled,      Arrange  to  run 
some  of  the   overflow    water   into  the  ex- 
haust pipe,   a   foot  or  more  from  the  en- 
gitie,  which  will  help  to  muffle  the  nofae. 
It  la  hard  to  gtre  tpecUlc  propeiOer  dl« 
menatoni,  but  if  built  aomewhat  after  the 
design  shown,   one   having  a   diameter  of 
15  in,,  three  bisdea  and  a  pitch  of  22  in. 
would    be    about    right.    (Motor    Age.> 


,      OHABT  K'O.  870 — Ford  Truck.    Dodgo  Uglit  Ddllxary.    Ford  Engine  Fitted  To  a  Motor  Boat. 
I        *Ford  truck   Is  now   $550   with   32x3%    solid   tirea  rear,  and  30x3  pneumatic  front,  or  $500  with  pneumatic  tlrea 
I         S2s4%  rear  and  30x3^  front  with  demountable  clincher  rima.     OH  In  Ford  truck  dlfferentlAl  ahould  be  level  with 
L        upper  oil  plug.     Mobiloil  0.  or  600  heAvy  tranamission  oil  should  be  used.     Tlmken  roller  beerlnga  Are  now  uaed 
^^1  |o  front  wheels  of  Sedans,   Ooupes  end  Trueka. 


1^^04ATQP 


Ford  Tractor 
Henry      Ford      k     Sot, 

From  *n  eofiap^lif 
Bt&iidpoiftt  tkt 
Ford  inclor  iif 
f«(rs    and    pouM- 

tica     whieh     db^ 

others. 

Th«  cFUik  CMi, 
rear      box     and 

A  z  1 «  hooii&i 
■ervo  &tco  m  IW 
fram«  of  tbt  9t 
chine.  The  vc^ 
ii   2,600  Sbi. 

ioder,    d    ia.  b«rt 
bjr    5    In,    fli«k«t 
L#'hem4       bloek 
^,     .  t7P«t      hariaf     i 

ditpltcement  of  251.3  en.  in.  Delivers  22  h.  p.  U 
1,000  r.p.m.  This  is  with  kerosene  and  si  ea»^ 
pretsion  of  60  Ibi. 

ValTes:  Bis.  1^".  lift  ^He"*  Timing:  Inlet  opeat 
%t  *o  Via'*  after  top,  digtance  from  top  of  pis 
to  top  of  cyl,  block  being  ^" ;  Inlet  cloj  "1 
^^a"  after  bottom,  distance  top  cyl,  to  top  of 
tons  41^2  to  4  H " ;  Czhansi  opens  %  "  before 
torn.  diBtsQce  top  cjl.  to  top  piston  4^^^' i  Eii^toM 
elosea  on  top.  piston  beinf  Wq"  above  cyL  htotL 
ValTe  dearanco  .020",  Sec  also,  pa^o  7«5  for 
Ford   model    "T*'    engine. 

Fuel  in  carried  to  an  overhead  kerosene  %mnk  ha/f* 
Ing  a  capacity  of  21 H   gallons.     For  starting,  gaa^- 
Ling  hf  used,  and  a  gasoline  tank  holding   I   qnarl 
Ooollog  by  therm o-iyphon.     Wator   carried   ia  aa 
11   gallon   tsnk.     A  fonr  blads  fan   is   use^. 

Icnltion  bj  fly  wheel  magneto.  There  are  lea 
magneti  clamped  to  tj  wheel  which  rotate  behfad 
the   ■tstlonari'  armature. 

Toltaga  of  magneto  raries  with  speed  of  engiat 
from  0  to  14  Tolts.      14  Tolta  at   1,000  r.p,m, 

A  high  tension  coil  is  used.  The  timer  aad  dis 
tribntor  sre  driven  by  a  vertical  shaft  tbrf«f& 
mitre  gesrt  from  earn  abaft. 

Oarburetlon  it  bj  a  HoUey  vaporiser — chart  ITI. 
Oilitig  ie  constant  level  splaih.     Capacity  of  ayt- 
tem   IS   2%    gftUons. 

Dtiire  from  engine,  through  multiple  dise  elateh 
nianing  in  «il.  There  are  17  tampered  itsel  diaet 
in  rlntch  with  face  of  l^a".  The  outside  di^B- 
eter  of  discs  is  7  in,  und  are  held  in  engagement  by  hIx  AO  lb.  springs,  giving  total  pressure  of  4d0  lbs 
Thence  through  a  3  speed  gpar  type  transmisBJom  to   worm,  thcuee  to  worm  gear  on  rear  axle. 

The  worm  gaar  is  of  undermounled  type.  It  comprises  a  OO-deg.,  double-thread  straight  worm  haviaf 
•  pitch  of  1.2  in.  Al  tbo  rear  end  the  worm  shaft  Is  supported  in  a  dnptex  radial  and  thrust  bearing.  Th« 
worm  is  made  of  chrome  vaundiiim  steel  Rod  the  worm  wheel  of  ftlnminuzn  bronse,  which  is  composed  of  10 
per  cent  aluminum  and  90  per  cent  copper. 

The  worm  wheal  la  secured  to  tbe  differential  housing  by  twelve  bolts.  The  dilfereatial,  which  ia  a  fear- 
pinion  type,  transmits  the  drive  to  the  seml-floatinc  axle.  The  driving  wheels  are  mounted  on  the  ahaft  by 
means  of  a  eloUcd,  tapered  hub  filling  provided  with  a  ^ange  drilled  for  four  heavy  cap  screws.  The  Irak 
piece  is  .qplinad  aL  the  axle  connection,  to  render  the  transmission  of  the  driving  torqoe  more  secora. 

Tractor  speeds;  vrith  engine  speed  of  lODO  r.  p.  m. :  Low  speed,  1^^  m.  p.  h.;  second  speed  (plow* 
^g}t  2%  m.  p.  h.;  high  speed,  6%  m.  p.  h.;  reverse,  2^  m.  p.  h.  Note:  use  gear  cbaog^s  to  c^blala 
variations  of  speed.  Never  run  engine  above  proper  spoiMi.  The  speed  can  be  Judged  by  obserrlAg  tbi 
numiiflT  of  complete  turns  made  by  reax  whasU  In  one  mlniite:  In  low  gear,  rear  wheels  turn  12  timei; 
second  gear,  22  times;  high  gear  54  times;  reverse,  21  times  per  minute.  The  greatest  pull  of 
(torque)    is  at   1000 

Steering  is  through  a  bevel  gear 
sector  and  pinion,  with  a  ball  end  v«v 
arm  connecting  through  a  large  rod  la 
the  front  axle  cross  arm. 

The  drlTing  wheela  are  42  in.  ia  dl* 
ameter  Kod  are  provided  with  suitable 
traction  lugs  on  the  rims.  The  beat 
shape  of  lugs  is  OQt»  of  the  details 
which  is  engnging  the  stteotion  of  the 
enginefrs  at  present,  a  self  claaaiag 
tug  hewing  the  object  aimed   at. 

Bead  clearance  is  11  inches.  Low- 
est point  being  the  fly  wheel  housing. 

Crank  case  cao  be  dropped  wldls 
tractor  Is  standing  on  Its  wheels,  only 
fjftrt  nrr^essftry  to  remove  it  the  tAdiui 
rod.  Trsctor  will  turn  in  a  radiai 
of  21  feet.  TnasBiMlon  ia  three 
spe'ed     and    reverse,    gear    type. 

Do    not    use    model    T   Ignltloil    690 

units   on    tractor   en«rine. 


Method  employed  by  a 
manufacturer  for  con- 
verting a  standard  Ford 
model  T  chassis  into  a 
tractor. 


CHABT  NO.  aii— Ford  Tractor. 

There  are  two  power  ratings  on  the  Pord  tractor,  termed  10-80.     10  h.  p.  is  the  draft  power;  that  la  til*  { 
at  1000  r.  p.  m.  developea  a  draw  bar  pull  of  10  h.  p,  and  at  the  belt  pulley  the  brake  n.  o.  is  20. 


► 


The  Holle^  vaporizer  puts  kerosene  into 
the  proper  vaporized  conditioo  by  mixing  It 
with  the  correct  percentage  of  air  to  take 
care  of  the  keroaene  vapor  after  it  has  been 
formed,  and  by  meana  of  heat  applied  in  a 
progresaive  degree  converts  this  primary  mix- 
tor©  of  keroaene  and  air  into  a  miied  vapor- 
ous eondition. 

Heat  Is  Regulatftd. 

Probably  tbe  most  notable  point  of  depart- 
ure of  this  system  as  compared  wltli  others 
la  the  method  of  shunting  the  beat^  which  en- 
ables the  efifieient  n^Q  of  the  different  fuelt 
under  different  temperatures. 

Another  point  which  should  be  noted  In  the 
HoUey  system  1^  the  use  of  the  thln-walled 
1»ras8  tubing  for  vaporizing  the  fueL  This 
ia  made  as  light  as  it  is  commercially  possible 
to  obtain  it,  and  by  means  of  the  rapid  flow 
of  heat  possible  throupb  and  around  thia  thin 
tubing  it  is  possible  to  use  one  float  chamber 
and  to  shift  from  gasoline  to  kerosene  in 
from  15  to  30  see.  after  starting. 

It  has  been  the  experience  of  the  HoUey 
company  tbat  slight  alterations  in  engine  da- 


Btgn  are  necessary  for  the  use  of  kerosane. 
The  compresaioa  can  vary  from  4  5  to  70  lb., 
according  to  the  efficiency  of  the  radiator. 
On  the  average  engine  a  compression  of  about 
&5  lb,  ia  best  for  kerosene. 

Only  One  Float  Chamber. 

On  the  particular  type  to  be  described  thert 
Is  but  one  float  chamber,  and  this  is  for  kero- 
sene. 

The  gasoline  for  starting  is  admitted  by 
means  of  a  mixing  valve  or  jet  which  is  only 
in  operation  for  a  short  time  and  which  cor* 
responds  very  closely  to  the  choke  tube  nsed 
on  gasoline  carburetors  for  starting  purposes, 

The  kerosene  enters  the  float  cliam'bflTii  at 
(22)  and  is  controlled  by  means  of  an  ordin- 
ary type  of  flout  mechanism. 

Prom  the  float  chamber  the  kerosene  passes 
through  an  orifice  controUed  by  a  needle  valve 
(N)  to  the  top  of  the  jet,  where  it  ia  atomized 
by  approximately  10  per  cent  of  the  total  air 
required  for  combustion.  Thia  action  of  ato- 
mizing is  done  by  the  ordinary  type  of  spray 
nozzle,  the  air  being  indnced  by  the  auction 
of  the  engine. 

The  mlxttire  of  atomized  fuel  and  air 
is  tben  drawn  through  the  vapor  tubs 
(A)  situated  in  the  heater  chamber  of 
the  special  exhaust  manifold  (B),  where 
the  fuel  is  vaporized  in  its  passage 
through  the  coiled  tube  (TT).  The  re- 
latively rich  mixture  is  heated  progres- 
sively higher  in  temperature  in  its  pas- 
sage through  the  vapor  tube,  and  by 
applying  the  heat  at  progressive  stages, 
deposits  due  to  decomposition  products  are  avoided. 

The  temperature  of  the  rlcb  vapor  can  be  regulated  by  means 
of  the  shunt  valve    (O)   controlled  by  the  lever  (D),  whereby 

— coQtinaed  on  chart  878. 


CHABT  NO.  372— HoUty  Seirosene  Vaporiser  Used  on  Ford  Tractor. 

I  pftge  S31  for  Reroiene  difflcultiei  asd  pftfe  754  for  other  Kerosea«  Oarbtireton. 


^p  P» 


POHD  SUPPLEMENT. 


— ^Holley  Taporiser  continned. 
more  or  lew  of  the  hot  exhaust  gases  can  be 
eaused  to  come  into  direct  contact  with  the 
vapor  tube,  thereby  compensating  for  varia- 
tions in  fuel  or  operating  conditions,  such  as 
a  cold,  wet  day  and  a  dry,  hot  day. 

From  the  heater  chamber  the  vapor  tube 
Issaee  and  is  connected  through  the  shifter 
valve  (£)  to  the  venturi  tube  situated  in  the 
mixer  chamber   (F). 

Cold  Air  Dilutes  Mixture. 

At  the  venturi  tube  the  rich  vapor  is  di- 
luted with  the  additional  relatively  cold  air 
required  to  form  a  combustible  mixture.  In 
other  words,  this  is  the  point  where  the  action 
of  the  ordinary  carburetor  is  paralleled  quite 
closely,  with  the  exception  that  instead  of 
gasoline,  and  air  being  mixed,  a  relatively 
rich  mixture  of  fuel  plus  10  per  cent  of  the 
necessary  air  is  admitted  in  place  of  the  fuel 
alone,  and  in  addition  the  other  90  per  cent 
of  the  air  required  is  supplied.  The  addi- 
tional air  required  is  admitted  through  a  spe- 
cial form  of  air  valve  which  governs  the  air 
admitted  in  accordance  with  the  throttle 
position  and  requirements  of  the  engine. 

After  the  mixture  of  rich  vapor  and  cold 
air  has  taken  place  the  combined  mixture 
passes  the  throttle  into  the  inlet  manifold 
and  thus  enters  the  engine. 

The  shifter  valve  (E)  performs  a  double 
function.  In  one  position  it  serves  for  start- 
ing purposes  using  gasoline  as  fuel,  at  the 
same  time  closing  off  communication  between 
the  vapor  tube  and  the  mixer  chamber.  It 
is  to  all  intentions  a  simple  two-way  valve 
which,  in  one  position,  allows  the  suction  of 
the  engine  to  fall  on  the  starting  generator 
in  communication  with  the  gasoline  reserve 
tank,  and  in  the  other  position  is  in  com- 
munication with  the  coil  vaporizng  tube 
above  described. 

The  gasoline  for  starting  Is  supplied  from 
a  small  auxiliary  tank  connected  with  the  con- 
nection (O)  on  the  shifter  valve  housing, 
passing  through  the  valve  into  the  venturi 
tube,  where  it  meets  the  air  induced  by  the 
suction  of  the  engine  in  its  passage  into  the 
intake  manifold.  The  regular  running  posi- 
tion is,  of  course,  provided  when  the  shifter 
valve  is  turned  to  allow  direct  communi- 
cation  with   the   coil   vapor  tube. 

Air  Washer. 
In  England,  where  this  carburetor  Is  in  use 
to  a  great  extent  an  air  washer  Is  employed 
In  connection  with  the  vaporizer.  It  is  a  sep- 
arate and  distinct  device.  The  scope  of  this 
air  washer  is  to  remove  any  deleterious  mat- 
ter in  suspension,  such  as  dust,  which  is  inimi- 
cal to  the  engine,  from  the  air  to  be  mixed 
with  the  fuel  and  passed  to  the  combustion 
chamber.  But  cars  employed  in  ordinary 
service,  where  dust  is  not  generally  encoun- 
tered, at  least  not  in  material  quantities,  need 
not  be  fitted  with  this  auxiliary. 

The  air  washer  consist  of  a  tank  (J)  fig.  6 
carrying  a  quantity  of  water  through  which 
the  air  destined  for  admixture  with  the  fuel 
ia  forced. 
The  air  enters  through  a  tube  (D)  attached 


to  a  float  (H),  the  lower  end  of  the  tube  be- 
•ag  immersed  about  %  In.  This  depth  is 
maintained  by  the  float,  above  which  is  set 
a  number  of  baffles  (FO)  to  prevent  largs 
drops  of  water  pasting  with  the  cleaned  & 
from  the  scrubber.  Owing  to  the  cap  (G) 
fragments  of  dirt  are  unable  to  enter  the 
tube,  while  this  cap  furthermore  acta  aa  an  air 
cut-off  valve  when  the  water  has  fallen  low, 
automatically  stopping  the  engine  and  warn- 
ing the  driver  that  the  tank  (J)  requires  i 
fresh  water  charge.  If  thia  cannot  be  gives 
at  the  moment,  the  water  filler  (I)  may  be 
used  as  an  emergency  air  inlet.  Further  pro- 
tection to  the  upper  end  of  the  float  tube  is 
assured  by  the  housing  (L),  se  that  all  air  is 
compelled  to  pass  between  thia  housing  and 
the  upper  tank  at  low  velocity. 


Experience  has  proved  that  this  wet  method 
of  cleaning  the  air  is  preferable  to  aU  otlifln» 

because  it  brings  about  the  complete  removal 
of  all  dust  associated  with  the  air,  requires 
very  little  power  for  its  operation,  is  of  com- 
paratively small  dimensions,  and  imparts  a 
slight  increase  of  power  delivered  by  the  en- 
gine when  an  exhaust-heated  carburetion  sys- 
tem is  employed. 

Water  consumption  naturally  varies  ob- 
viously, being  high  when  low  humidity  com- 
bined with  a  high-air  temperature  conditions 
obtain,  and  vice  versa. 

So  far  as  the  trials  have  b.een  carried,  it 
would  seem  as  if  the  water  consumption  ranges 
from  1-10  lb.  to  1-20  lb.  per  horse-power  per 
hour — in  the  case  of  a  20  h.p.  machine  from  1 
lb.  to  2  lb.  pefr  hour — with  humidity  ranging 
from  25  to  75  per  cent  and  an  air  temperature 
of  80  degrees  Fahr. 

Since  no  water  leaves  the  washer  in  the 
form  of  drops,  but  only  in  the  form  of  satura- 
tion of  the  air,  this  water  consumption  can- 
not be  reduced  by  mechanical  agency.  It  may 
be  pointed  out  that  the  air  leaving  the  washer 
is  not  completely  saturated.        ' 

The  washer  is  applicable  to  any  carburetor, 
whether  exhaust  heated  or  otherwise.  In  the 
latter  instance  no  adjustment  is  required. 
Test  has  shown  that  with  gasoline  no  differ- 
ence to  engine  power  output  is  noticeable  by 
the  introduction  of  the  washer,  it  merely  over- 
comes all  risk  of  dust  entering  the  cylinder. 


OHABT  NO.  373 — ^HoUey  Kerosene  VaporlBez^— continued.    Air  Washer. 

Anoth«T>  ~'* — '—   Air   Washer   is  manufftctnred   by  The    Wilcox-Bennett   Co.,   Minneapolis,   Minn.,    and 
Engir  '.  Pairi,  Minn. 


I 
I 


» 
» 


ADDENDA:  Additional  matter  on  Tractors,  Tractor  Engines, 
Truck  Engines  and  Repairs.  Truck  and  Tractor  Engine 
Ignition.     Governors.     Motorcycles.     Repairing  Tops. 


TMa  nuljject  was  dealt  with  on  page  752. 
Under  thia  head,  additional  information  will 
be  given  on  it. 


Tractor  Drive  Mfittiods. 

widely  in  principle  to  tbat  of  the  ^*flat 
wheel  tread*'  and  differs  from  the  chain 
tread  in  that  a  *  *  rail  track '  *  ia  provided. 

The  point  aimed  at  by  the  designera  ia  to 
secure  not  merely  that  the  entire  weight  of 
the  machine  shall  be  evenly  supported  on 
the  large  surface  of  the  chalna,  but  that 
there  shall  be  no  arching  of  the  chains, 
and  tbat  the  wheels  which  do  the  driving 
shall  carry  little  or  no  weighty  whilst  the 
wheels  which  carry  the  weight  not  only  do 
no  driving  at  all,  but  run  on  rails  and  are 
not  affected  by  the  pull  of  the  chain,  and 
this  result  is  secured  in  the  following  manner; 

The  weight  of  the  tractor  is  supported  on 
two  axles  or  trucks,  which  carry,  the  one 
the  driving  or  track  sprocket  wheel  and  the 
other  an  idle  wheel  of  similar  size,  and  the 
nxles  also  support  a  beam  or  connecting  bar 
beneath  which  are  mounted  a  series  of 
smaller  idle  or  truck  track  wheels  with 
smooth  faces,  formed  to  run  on  the  rails  or 
track. 


Fig.  !  Mmhrail'trvek 

most    eommou    being   the   flat 
chain  tread  and  rail  track  tread. 


m  many  in- 
stances,There- 
fore some 
means  of  pre- 
s  e  n  t  i  n  g  a 
large  surface 
to  the  ground 
on  which  the 
weight  may 
be  supported  J 
to  pro  vent 
sinking  into 
soft  soil, 
must  be  pro- 
vided. There 
are  several 
methods  em- 
ployed, the 
wheel   tread, 


The  weight  of  the  machine  is  carried  on 
wheels  which  run  on  rails  or  tVack, 


The  flat  wheel  tread  ia  the  typo  shown  on 
page  826  as  used  on  the  Ford  and  **Twin 
City,"  page  830,  and  other  Eght  tractors. 
On  some  tractor  wheels  the  projectliig  treada 
UDe  detachable  and  can  be  removed  and  deep 
or  shallow  treads  applied  according  to  the 
condition  of  the  soil. 


The  chain  tread  is  furnished  by  stretching 
a   movable   chain    of    various    constructions 
over  and  around  two  wheels,  which  has  the 
effect   of   presenting   considerable   flat    sur- 
face to  the  ground  between  the  two  points 
of  support.    The  tread  is 
made  to  move  or  craw] 
by  driving  the  sprocket 
support     wheels     which 
have    cogged    teeth    to 
engage  cogged  teeth  on 
the    inner    face    of    the 
chaUu — seo  flg.   X. 

The  above  would  be 
termed  the  chain  tread, 
because  the  weight  of 
the  tractor  is  supported 
on  the  wheels  with  di- 
rect  ground  contact  with 
the  chain  tread  and 
minns  the  rail  track. 

The   r&U   track   tread 

is  represented  by  the 
Caterpillar  and  Cleve- 
land,       which        dilfers 


The  chain  itself,  it  will  be  noted,  (see  fig 
4),  ia  driven  by  the  track  sprocket  which  is 
driven  by  the  engine  through  a  counter 
shaft  and  gear  transmission.  As  the  chain 
tread  (alao  called  track  link  shoes) ^  are 
made  to  revolve  over  the  drive  sprocket 
and  track  idler,  then  it  wiU  be  noted,  the 
tractor  is  really  running  on  rails  or  a  track, 
which  are  being  laid  down  for  the  track 
wheels  to  revolve  upon. 

Although  there  are  numerous  methods  of 
design  employed  for  the  construction  of  thie 
chain  or  outer  shoe,  aa  it  5s  termed,  the 
principle  ia  very  much  the  same.  The  dif- 
ference however,  between  the  •*  chain  tread'* 
and  the  '*rail  track"  tread  is  made  quite 
clear  in  the  iHuat rations  fig.  1  and  fig.  2. 
TtMCifcAjaticR  TiKi.      imjcK  sP«Hfr 


Pivot 


Fij< 


The  trmck^lijlQg  portion  of  a  Holt  cftterplll&r.  The  rear  tprocket  iruis 
miti  ibc  drivi*  pulling  on  the  portroa  of  chain  which  ia  ixins  fl&l  tm 
tbe  fround,     Wticiit  of  iractor  ia  carried  hj  tht  5  track  track  wbe«la. 


*Stt  alto    [»it*i   752    and    763. 


k 


Drive,  typical  "  rail-track/' 
»e«  p«g«  829,  fig.  4,  J>rivo 
tprocket  ii  driven  by  chaioi 
from  ft  counterabAft  which  it 
driTeo  by  a  s<^ar  transmiesion 
tnd  clutcb.  engine,  six  cylin- 
ier;  Tacunm  fuel  feed  (V) 
metbod  employed  nn  explained 
on  page  165;  invffoline  or  kero- 
iene  ia  nied — fuel  tank  is  (T). 
A  mechanical  oiler  <0),  atroilar 
to  lyiCeBi  explained  on  page 
196  is  emptoyed.  Ignition  by 
K.  W.  magneto  (J).  A  ihrot- 
(ting  type  govexnoT  for  con- 
krolling  ipeed  of  engine  through 
carborettir  is  employed,  la  fact 
tbe  principle  of  operation  of 
engine  ia  similar  to  an  auto- 
mobile  engine,  Ac<'e*s  to  crank 
eaee  ia  throug;h  baud  hole  platea 
(Lh  Steering  by  wheel  (S) 
irbich  operates  wheel  (W)* 
Badiator  (R).  Spark  and 
throttle  control    (O). 


Tractor  Transmiasion— **Twiii  Qity-W*  as  an  Example. 


B — la  a  band  brake  around  drum  which  cont&ina 
the  differential  gears.  Selt  power  ia  obtained  by  a 
ibaft  (not  shown)  above  and  forward,  driven  from 
gear  (N>. 

Olntcb  ia  the  contracting  baud  type  which  file 
over  projectiug  rim  (C)  on  Jiy  wheel  page  B92, 
It  la  operate<l  from  eeat  by  ah  if  ting  clutch  yoke 
(X)  above.  For  high  apeod.  {2%  m.p.hj,  the 
'  I»ower  ia  transmitted  through  gear  (A),  then  (B) 
through  iliding  gear  (D)   lo  (F),  thenco  to  bull  pin 


ions  on  ^nd  of  shafti  (W),  which  drirea  the  lulor- 
nal  gear  in  tho  wheels.  For  low  ipoed  (3  m.p^), 
sliding  pinion  (0)  meshes  with  (E).  For  rrrvrff 
{2%  m.p.h.),  power  ia  delivered  from  (D>  to  (f) 
through  a  floating  pinion  mounted  in  ihe  upper  half 
of  the  tTanimUaion  (not  shown).  The  floating  pio- 
ion  ia  also  a  eliding  pinion,  so  that  when  in  nemtral 
position  it  ia  elid  out  of  mesh  with  gear  (F).  but 
continues  to  run  idle  with  pinion  (D)  wben  in  nso^ 
tral  (as  shown  in  position   (D)   is  now). 


CHART  NO.  874 — Example  of  Modem  Liglit  Tractors  for  Cteneral  Tractor  and  Belt  Um: 

aevelaod  and  Twin  City  ''Ifi  ''    The  Caterpillar  Tractor. 
*See  also  pages  752  and   753. 


TransmlBslou 


Power 


ts  utually  from  engine  to  clutch,  thence  to 
ft  gear  tmnsmiasioni  thence  to  a  counter* 
•baft,  from  which  the  drive  Bprocket  i« 
driven  by  a  chain.  On  wheel  driven  types 
there  is  often  an  internal  gear  drive  in  the 
wheeL 

On  aeveral  new  machines  a  regular  truck 
gearaet  is  employed  with  three  ratios,  this 
being  coupled  to  a  jackahaft  incorporating 
a  constant  large  reduction  through  a  pair 
of  spur  gears.  More  than  one  machine  is 
using  a  worm  gear  ahead  of  the  last  spur 
train,  so  that  the  worm  speed  is  the  same  as 
that  of  the  crankshaft  on  high  gear.  There 
are  usualiyt  2  or  3  speeds  plus  a  reveraing 
gear  which  allows  the  different  ratioa  to  be 
used  ahead  or  astern. 

Clutches^many  are  stilt  using  the  old 
style  expanding  or  band  clutch.  The  cone 
or  disk  clutch  is  coming  in   favor. 

Kerosene  Difficulties. 


A  clutch  lever  for  throwing  out  the  clutch 
ja  used  more  than  clutch  pedal,  however, 
many  arc  now  adding  the  clutch  foot  pedal. 

Tractor  Engines. 

The  tTpe  of  «agla«  tii«d  on  tractors  differs  from 
tho  rcffiilar  ntitomobile  engine  only  in  a  few  de- 
i*iIb.  U  i«  t*ontilrueted  »omowhat  heavier  with 
larger  b<>m rings.  It  runs  nt  a  cooatast  speed 
tnottt  of  the  time,  therefore  greater  heat  ia  de- 
veloped aud  more  cooling  snrface  ia  ncccaaftry, 
a  governor  !•  €m;>loyed.  Kngini^s  f*r  tractor  use 
are  usaiilly  four  cylinder  or  double  cylinder  op 
poiied  type.  Avernge  cotniiresiion  of  a  truck  or 
tractor  engine  it  60  to  70  Ibn,    See  aUu  page  75a 


Tractor  Engine  Ignition, 

The  magneto  is  generally  used  with  uu  impulse 
*tjirler— s«*o  ptvge*  632»  255,  277.  Spark  plugs 
ori  a  irai  lor  engine  mutl  be  the  very  best  as  the 
tractor  engine,  uuUke  an  automobile  engine,  rum 
for  long  perloda  of  lime  at  full  power  and  the 
iiii<*  of  low  gradei  of  fuel  meana  higher  tempera 
tiirr  r-oinuBqnently  more  carbon. 


Kerosene  Is  being  used  to  a  great  extent, 

but  gasoline  is  generaUy  used  to  start  on. 
Very  few  tractors  operate  on  kerosene  alone 
with  any  degree  of  satisfaction. 

Kerosene  needs  more  tlian  a  heated  car- 
buretor— the  mixture  itself  must  be  heated 
to  prevent  condensation  in  the  manifoldf  as 
explained  on  pages  157,  155  and  160.  Also 
•ee  the  HoIUy,  page  827. 

Wbtre  kerosene  Is  used,  on  account  of  this 
condensation,  one  manufacturer  clearly 
states  in  his  instructions:  ''If  kerosene  is 
nsed^  it  will  be  absolutely  necessary  that  oil 
in  the  crank  case  of  the  engine  be  changed 
after  every  20  hours  running.  *  *     This  is  due 

Tractor 
Wben  the  three  wheel  ia  nsed— the  third 
wheel  is  operated  for  steering. 

Wbere  four  wheels  are  used  as  on  the 
Cleveland,  for  example;  then  the  steering 
gear  arrangement  is  as  follows;  a  train  of 
gears  are  operated  by  the  steering  wheel,  and 
these  in  turn  apply  a  brake  to  one  side  or 
the  other  of  the  axle.  This  slows  up  the 
crawler  belt  of  one  side  of  the  machine,  al- 
lowing  the   other   to   go   ahead   at   a   speed 


to  the  fact  that  the  kerosene  condenses  if 
not  properly  heated,  and  mixes  with  the 
lubricating  oil  and  thins  it  down  to  such  an 
extent  it  loses  its  lubricating  qualities. 

E^pertmeuta  conducted  by  the  Holley  compasj 
bear  out  the  fact  thai  once  the  keroaene  ha«  been 
thoroughly  xaporiied  <heat<'d)  and  tnijied  with  a 
BuiTieient  quantity  of  air  to  take  the  vapor  b; 
means  of  boat  applied  in  the  proper  manner,  \X 
isi  pDiaible  to  carry  the  charge  several  feet  with 
out    experiencing   condenaation. 

When  engine  smokes  excessively!  from 
the  exhaust  and  smoke  is  black,  then  this 
indicates  that  the  fuel  is  not  being  properly 
combusted,  either  by  feeding  too  great  m 
quantity  at  carburetor  or  not  being  properly 
vaporised. 

Steering, 
ratio  corresponding  to  the  resistance  placed 
upon  the  opposite  member  by  the  brake  pres- 
sure. Wbeu  the  brake  is  applied  altogether 
80  that  one  belt  or  chain  crawler  ia  stopped, 
the  reduction  is  IV^  to  %,  or,  in  other  words, 
3  to  I,  through  the  differential  gears.  The  ac- 
tual drive  connection  between  the  rear  axle 
and  the  crawler  wheel  ia  by  an  internal 
gear.  The  emergency  brake  is  applied 
against  a  band  mounted  on  the  outside  of 
the  differential  drum. 


The  Cleveland  Tractor. 


It  weiglii  2750  tb.  and  ia  characturixed  by  tta 
email  lize.  being  but  52  in.  long  by  60  wide.  It 
it  rated  at  12  bp.  at  the  drawbar  and  20  bp.  at 
the  pulley,  and  with  ita  crawler  or  creeping  type 
of  tread.  600  sq.  in.  of  traction  lurface  are  pro- 
vided.    The  overall  length  of  the  tractor  ii  00  in. 

Aa  may  be  seen  from  the  illuitrationa  the 
powcrplant  ia  aet  well  back  toward  the  center  of 
the  crawler  drive;  thuH  the  traction  surface  car- 
riei  the  weight  well  toward  its  center  ao  that  a 
maximum  tractive  effort  can  be  secured.  The 
radiator,  which  ia  at  the  front  of  the  tractor,  ii 
the  only  part  projecting  forward  of  the  driving 
wheeli,  and  at  the  rear  the  driver  ii  leated 
■lightly   behi;id   the   rear   axle. 

The  frame  of  tlie  tractor  !•  made  up  of  Iwo 
aide  bare  mounted  on  trunniona  at  the  rear  axle, 
and  the  cmnk  ease  tranamiaiion  and  rear  axle 
bouiingt  alio  have  their  value  ai  ftructural 
aupporti.  The  effect  of  three-point  luapenBioa 
la  secured  by  having  the  rear  conneetioni  of  the 
tide  bars  mounted  on  tmnnlons,  and  in  front 
theae  are  connected  with  the  croai  apring  by 
akaeklea.  This  gives  a  flexible  drive  which  al- 
lows the  tractor  te  work  at  advantage  on  unequal 
stretehea  of  ground* 

•See  page   42,    Gsa     842. 


The  eaglne  it  a  Buda  model  H.  3H  hy  6^. 
The  characteristics  of  this  engine  are  such  that 
with  the  gear  ratio  used  on  the  tractor  an  efficient 
working  speed  it  obtained  at  3H  m.p.h.,  with  a 
maximum  working  speed  of  4  m.p.h.  The  revo- 
lutions per  minute  of  the  engine  are  1460  at  4 
□i.ph,  and  1272  at  3  Mi    m.p.h. 

Prom  the  eoflns  the  drlTe  is  tranamltted  through 
a  *Borg  h  Bock  dry-plate  clutch  to  a  transmits  ion 
unit  developed  by  the  Cleveland  Tractor  Co.  pro 
vlded  with  one  speed  forward  and  one  reverse. 
The  redaction  ia  25  to  1  in  either  case.  From  thli 
unit  the  drive  ia  transmitted  through  bevel  gears 
to  the  axle,  which  trantmitt  the  torque  to  the 
crawler  mechanism.  The  belt  pulley  it  8  in.  In 
diameter  and  haa  a  6  in.  face.  The  width  of  the 
track  is  e  in.  and  the  length,  50  ln„  giving  800 
aq,  to.  of  traction  surface  qo  eaeh  aide  of  the 
machine. 

The  earbtiriftor  is  a  Kingston  fitted  with  a  Boa- 
Dett  air  washer,  the  magneto  an  Eisomaon,  and  the 
radiator  a  built-up  cellular  type.  The  gmaoUoe 
tank  it  mounted  just  behind  the  engine  and  for- 
ward of  the  steering  wheel,  the  latter  being 
mounted  upon  a  vertical  steering  post  with  the 
driver  seated  on  a  support  mounted  at  the  end 
sf  a  fiat  steel  bracket  which  acts  aa  a  spring. 


TRACTOR  ENGINES. 


I 


VftlTO^  exbaust  and  Inlot  tide:  0^ — clutch  member  oq  fly  wheel  (F); 
K— VAive  covers;  H- — carburetor;  l—^in\H  manifoM  ftrouod  one  brancli 
•f  ezhautt  manifold  which  beati  mizture;  J'-B — Qxhatut  manifold;  Ch^ 
gVTflmor — the  lever  opurAtei  butterfly  valve  tn  carburetor ;  I« — f&B  bett> 


The  Twin  City  *a6" 
Tractor  Engine. 

Oirlmivtloii;  ga«otio«  to  *t«it 
OD  and  lc«roieae,  alcohol  divtU- 
latet  of  42"  Baume  or  hi^tr. 
and  flft«h  point  of  eaot  orar  110* 
F.  Fael  tazika;  kcroaeoe  M  fp^ 
Iod:  gasoline  3  gal.  A  filtv* 
art  vacuuiQ  lyatem  ia  uad,  ne 
page  165.  Cylindara;  4,  L-typa, 
5"  baae  x  l^k**  ilroke,  SpMd 
of  anglnav  650  to  750  r.p.au; 
ValT9B.  oQ  the  aide;  Igmttaa. 
K.  W..  model  TK«  e-ocloaed  tjpt. 

Tractor  IgnltioiL 

Other  K.  W.  magnetos  whi''ti 
are  tiaed  on  large  tractor  wa- 
ginea   are   model«    a«    foUovti 

Modiel  U—(€  magnet*!;  f«r 
engine  I  havmg  normal  ipet4 
greater  than  300  r.p.m.,  aad 
which  have  proriaion  for  flart- 
ing  or  can  be  cranked  at  a  fair 
speed  by  band. 

Model  HK — (4  magnets) ;  for 
use  on  enginea  the  same  u 
model  H,  but  has  the  impulse 
•tarter  for   hot  starting  sparlL 

Kodol  HT — (5  mag&eti) :  for 
aae  on  engines  haTing  normal 
■peed  of  less  than  800  r.p.m^ 
and  which  ha^e  provision  for 
starting  with  air.  etc.,  and  wiD 
furnish  a  hot  spark  a«  low  ai 
80  r.p.m.  and  will  flre  any  sort 
of  fuel. 

Model  HTS —  ( S  magnaU  | ; 
for  use  on  engines  the  aama  aa 
model  HT,  but  Impulse  ttartsr 
allows  engine  to  be  started  bj 
hand  if  air  supply  is  locl»  m 
for  use  on  Urge  eng^lnea  wkiek 
previously  had  to  b#  flarted 
with    battery    ignition. 


be  removed ;  Gk--goveriior, 


Magneto  and  lubricating  side:  M — magneto,  K.  W.  high  tension; 
S^sbaft  driviDg  magneto,  which  is  driven  by  gejar  in  gear  case  (H) ; 
O— forco  feed  lubricator  driven  by  belt  (B) — see  page  195  for  the  **me- 
ekanical  type;"  P— water  pump;  B — breather  pipe;  Y- — hand  hole  plates 
tit  reach  bearings,  and  through  which  pistons  and  connecting  rods  can 
"  hall"   or   "centrifugal"  type, 

K.  W.  Impulae  Starter 

This  aUachmi-nt  allows  the  engine  to  be  started  regardleaa  of  eraak' 
mg  speed,  as  the  rotor  of  magneto  (inductor  type)  is  hold  atatiediaty 
while  the  coupling  is  moving  80  degrees,  then  Is  tripped  ' -^  •  "^--fwn 
ahead  at  the  rate  oT  500  r.p.m.,  assuring  a  very  hot  spark  g. 

When    eijgine   comes   up    to    speed,    the   starting   device   is    ^  ^ily 

thrown   out  of  action,   and   ftimply  revolves  with  abaft.     The   magneiu  ia 
driven   at   a   fixed   speed. 

To  time  a  K,  W,  high  tension  magneto — ^see  pagea  2B8  an  I   2Qf. 
time  wltti  Impiilae  starter;    (1) — place  piston  8  to  5'  pa«t  t 
power   stroke:      (2) — mount   and   connect   magneto   to   that 
rnochnnisni  will  not  trip  the  impulse  atarting  device  until  en.;,,,.    ._ 
3*  to  5°  past  deod  center  on  flVing  stroke. 

Tn  starting  engine  up.  place  circuit  breaker  In  retarded  poaJtSon  aad 
press  finger  down  on  trigger  (8T-14).  which  releases  hook  dog  (6T<18>, 
so  thst  when  ratchet  notch  on  magneto  comes  around  in  the  right  p«aV 
tion  the  hook  dog  (ST- 13)  will  engage  in  the  ratchet  notch,  hotdlftg 
magneto  back  from  rotating  about  80",  or  until  engine  is  from  8*  t«  S* 
past  top  firing  center,  in  which  position,  if  the  magneto  is  property  placed 
on  the  engine,  the  knock-oflT  cam*  <8T*11)  will  disengage  hook  deg 
(ST'13),  thus  allowing  magneto  to  jump  suddenly  forward  at  a  klgk 
rate  of  speed,  creating  a  hot  spark  in  the  cylinder  under  compreealoo* 
thua  firing  the  engine,  no  matter  how  slowly  the  fly-wheel  is  turned  evef« 

If  Uiese  instmctlotis  are  not  clears  then  put  the  ratdiet  cwXch  (ST-li) 
out  of  engagement  and  time  magneto  as  shown  on  pages  2B^  mad  296. 
Gams,    see   paj^e    29ft.    fi*:.    f>.        Soe  aUo  pages  256.   264,   928. 


rig.  10.  Tlie  K.  W.  Impolse 
■Itfter  is  located  between  mag- 
neto drive  and  armature.  When 
engine  is  cranked,  the  arma- 
ture ia  held  stationary,  while 
smergy  is  being  stored  in  com- 
preislon  spring — which  it  theo 
tripped. 


OHABT  NO.  375^EzajDple  of  a  Modem  Tractor  Engine.    Tractor  Engine  Ignition— the  K.  W. 

Tbe  modem  tractor  engine  differs  from  the  automobile  etigine;  in  that  it  is  of  heavier  construction,  long  eM 
^•Icrwer  epsed    governor  which  throttles   the  carburetor,      Will  operate  eo  kerosene  or  gasoline.     With  t* 
' 'la  the  principJc*   is   the  6ante       See  also  page  BS3.   the  Waukesha,    an    engiDt  need   on    light    tractora 


TBUCK  AND  LIGHT  TRACTOR  ENGINE, 


1:    Frons 

cylinder      «n- 

tion    is   ipUab 
■7iteiB. 


KAST  KO.  370 — Example  of  Truck  and  lAght  Tr&ctor  Engine;  Tlie  Waukeiihft.  The  Wauke&lia 
I  B#ed  on  the  Gramm,  Buford,  Chase,  Acaflon  and  many  other  make«  of  Trucks  and  a  number  af 
gilt  Tractofi.    See  also  pajft*  71, 


b 


How  to  Put  Oil 

R«iiioT»  brwtUr 
c*p  (A— ic*  »)* 
PoitT  oU  Ufto 
breftlb«r        vita 

smac*  (By  ««■« 
up  to  wttkja  U 
iaeb     of     t09    •* 

RemoTt     cr«ai 

pUte        (if* 

ftll  e««b 
aQd«r  CO' 
rods. 

U««  »  ibiSBV 
oil  In  vitiior  Sfti 
ft  h«»Tier  «a«  te 
ttunmer. 

O — ^fir     >»    ■»» 

c]«Miine  oodiBtsI 
or  nx«t  f  r  •  tt 
wfttcr  jfteket  a&d 
circnlmti&c  wadv 
pump,  Al»»  fit 
drftiskic  Im  vIb- 
t«r  io 
froetiaiC* 

rig.  9 — Blgbt  8ld«  of  W»ttk«ftlii  truck  oni^o— note  mft^cvo  (aUo  •eo  pafo 
286 — type  used  on  thi«  eni^ine.  Alio  Bt>e  (idge  Id  12  for  leUia;  th»  mnnxciKt),  Ctr- 
culntinff  pump  tod  niAgof'to  are  driveo  from  g^AT  (0>  tg,  &.  pago  SSS,  ftlio  leo 
page   312. 

Engine   Oiling   System  Inspection. 

Drain  oil — remova  oU  pan  so  jou  can  iiiapect  thoroughly*  Wlien  ay«teni  la  running  prop- 
erly a  stream  of  oil  is  constantly  forced  tli rough  holes  A,  B,  C  and  D,  fig  4.  Inapeet  eftcl 
oil  hole  carefully  and  see  that  they  are  not  clogged  or  partially  clogged  up,  A  piece  of  wait* 
or  dirt  thrj  have  worked  into  one  of  the  bolott  preventing  the  entire  flow  of  oil* 

To  test  oU  flow;  with  some  oil  in  oil  pan,  turn  oil  pump  shaft  with  a  pair  of  plien  ai 
»hown.     If  the  oU  diachargea  through  all  of  the  holeii  then  the  pump  and  oil  line  are  0«k. 

Clean  tbe  screen  (8),  fig.  4.  In  fact  thia  should  be  oieaned  often  witb  gasoline^  saj  every 
3  months  if  engine  is  run  regularly  e\cty  day.  When  removing  for  cleanings  be  sure  to  rfr- 
tain  supporting  spring  inside  and  make  sure  of  an  oil  tight  joint  being  established  betweei 
oil  pump  screen  flange  gasket  and  crank  case  (see  fig*  7,  page  836)* 

The  oil  pump  is  located  at  the  lower  left  side  of  engine^  when  in  rear  of  lt--see  fig.  7,  page 
836  and  fig.  2,  page  833.     It  is  dn^en  by  cam  shaft,  see  fig.  2,  page  833- 

Above  is  oiling  system  of  the  models  L  M  P  N  R  SO;  BU4R.  BU4B,  L04,  MUi  and  PU4 
Wankesba  engine. 

Kinds  of  Oil  To  tXse. 

Plftasuro    car;    thin.     Truck;    thicker.     Tractor   (ffaaolioa);  heary.     Tractor  (keroteat) ;   be^Tlaat. 
WbeQ  keroieoe  la  aaed  ctoaa  oil  pan  of  ten  and  pot   to  freab  oLl^ — lee  page  681. 


Fig.    4 — Oil    i'»a    removed. 


OHAitT  KG.  877~Carl&g  For  and  Eepalrlng  a  Truck  and  Llglit  Tractor  Bnglse.— Waukealtt 
MM  an  Example. 


Uft 


TRUCK  AND  LIGHT  TRACTOR  ENGINE. 


836 


To  0€t  At  The  G«&ra. 
Tftko  off  front  gear  cover  carefully.  See  that  no  bolu  or  nuts  are  mislaid  er  lost.  Alto 
be  careful^  in  taking  off  the  ball  race  on  tbe  governor,  to  see  that  none  of  the  bearings  drop 
out.  Do  not  put  the  front  gear  cover  on  again  until  yoti  are  absolutely  eure  everj  one  of  the 
ball  bearings  ie  in  place^  and  that  the  paper  gaaket  ia  in  good  condition  to  prevent  oil  leaka. 
Be  sure  to  mark  tlie  gears.  It  is  very  important  that  the  gears  be  kept  in  exactly  the 
same  position  as  when  you  received  the  engine.     Mark  each  gear  as  shown  in  fig.  5 — that  iB, 

mark  the  center  gear  A-B-0  ti 


Fig.    &--Showi!i|;    h    w    tn&  geaxj    are   &rT&&g«d.     0 — drivtea    ibe    tna^eto    and    elrcn 


mark  the  aama 
gear  that  con- 
particular  point, 
the  gears  on  ag^n 
see  that  the 
connections  are 
A-Aj  B'By  U-Cj 
just  aa  marked. 
In  marking  the 
gears  put  the 
letter  on  the 
cog  of  o  a  e 
gear  and  on  the 
correspond  i  n  g 
fepac©  where 
this  tooth 
meshes  on  tbe 
connecting  gear 
just  as  &ow« 
in  fig.  5A. 


ULia|[pamp;  next  gi  ar  to  it  i%  idter  goar,  ptoc^'d  bctweaci  tb«  imAll  craukahftft  ge^r  B 
•nd  0;  tbe  gear  on  which  governor  i^  itttAttlied  it  the  ge»r  which  drivei  tli«  c&tn  nhnft 
and  oil  pump  A&d  is  drWen  b7  tbe  idler  gcju-  aUo.  Therefore  cam  ibftft  gear  revolviiii 
%  ih«  apeed  of  crank  ahaft  gi*ar. 

Operation  of  Waukesha  aovemor. 

Two  circular  weights  back  in  the  case  behind  gear  **0'*  fig.  6,  are  held  by — and  swivel 
about — the  two  pins  marked  **K***  These  weights  <ly  out  at  speed;  moving  part  *'A"  out* 
ward.  This  action  presses  the  ball  bearing  thrust  oontaiaed  in  retainer  *'B''  outward  in  pro- 
portion. 

The  lever  *'D**  swivels  on  fulcrum  *'C, '*  Tbe  movement  of  **A"  causes  a  movement  of 
rod  '*B'*  in  direetion  indicated  by  arrow.  The  movement  of  rod  **R'*  closes  valve  **H*' 
which  is  of  the  butterfly  type  and  swivpls  on  shaft   '*S. '*  _  *.     . 

The     adjustment     for 

'    .  ^^^^.     ,^  speed  is  made  by  turn- 

-^ym^^j^.M^  1^,^  g^^g^  "L.**     Tum- 

iug  "L**  in  direetioa 
indicated  by  arrow 
causes  engine  to  speed 
up,  while  turning  "L'* 
in  opposite  direetioa 
causes  engine  to  slow 
down. 

The  governor  is  locked 
by  locking  nut  '*G."  It 
is  further  possible  to 
lock  and  senl  the  whole 
arrangement  by  passing 
a  seal  wire  through 
hole  in  spring  housing, 
and  through  hole  in  nut 

"  F  * '  is  a  spring,  the 
tension    of    which    gov- 
erns   speed    of    engine^ 
The     governor     is     the 
throttling  tj^'pe  and  con* 
trols  the  amount  of  gai 
to  cylinder — therefore  it 
would  be  termed  a  throt- 
tling   type    of    governor 
of   the   centrifugal  type 
— but     by     weights     in- 
stead  of  balls, 
a— Front   vl«w  of  ecgln*  wltli  gaajr  c«fl«  cover  removed  showing 
and  governor  action,      Tlje  targe  idler  g^ar  bi*tw<»co   the  two  small 
g^eaffc  drtvea  the  farge  t'lim  g>'nr  aod  magneto  and  circulating  pump  gear. 


♦How  to  Time  tbe  Valves. 
All  Waukeaba  engines  have  cylinders  Dumbered  l'2-3'4  starting  at  gear  end  and  rea^Usg 
toward  fl7wheel  end. 

Timing  By  Fly  Wheel  Marks. 

As  a  rule  the  fly  wheels  are  marked  as  to  when  the  valves  should  open.     The  foEoirtoi 
method  Is  applied  in  case  the  flywheel  and  the  timing  gears  are  not  marked. 

Firsts- Turn  the  engine  o^if 
uiitil  No.  1  piston  is  on  npptr 
dead  center — flg*  8.     In  order 
to  determine  when  piston  it  tl 
ujjper  dead  center,  remove  cyl- 
inder bead   plug  and  laseit  a 
steel    rule    (B)    H^.   7,  or  an? 
marked     stick.        Rotate     tti<« 
crankshaft    and    wat^ih 
tbe     rule 
coinea  up, 
it   ceases  to 
then    the    pistoa 
will    be    at    ofh 
per  dead  e«at«r. 

Draw  two  Ua«i 
across  the  back 
side  of  the  fly- 
wheel (fig*  S); 
next  measii7«  off 
53  degrees  oa 
each  aide  of  the 
center  line  at 
the  lower  half  of 
tlie  flrwheei 


0  rbe 


fJb-^uf  I 


Second — On  the  illustration  flg.  7,  note  the  pointer  (A)  (also  called  a  trammel,  see  also 
page  105).  This  pointer  points  to  the  exact  top  center  of  the  llywheeL  The  arrow  on  dead 
center  line,  fig.  8,  shows  where  pointer  (A)  points,  looking  at  the  back  side  of  the  flywheii 
Turn  the  engine  over  slowly  until  the  arrow  (A)  points  directly  on  line  No.  3  as  indicated  iB 

Third— Remove  the  idler  gear  (ABC,  page  835).  See  that  the  push  rod  (J^  fig.  7)  la  in  Ita 
lowest  possible  position.  Place  a  thin  piece  of  paper  between  the  push  rod  (J)  and  the  valve 
stem  (X^  fig.  7).  Turn  the  cam  shaft  gear  (see  '*0''  fig,  6),  slowly  towards  the  right  untH 
the  paper  which  is  placed  between  the  push  rod  (J)  and  the  valve  stem  (X)  is  held  tightly. 
Be  sure  that  the  valve  stem  (X)  has  not  raised  any.  Also  be  sure  that  the  cam  shaft  gear 
retains  Its  position  and  that  the  piece  of  paper  is  still  held  tight! v  between  the  pash  rod  and 
valve  stem.    About  .003  to  .004"  clearance  for  inlet  and  .005  to  .007"  on  exhaust. 

Foaith — Place  wooden  wedge  between  the  cam  shaft  gear  and  the  case  to  keep  this  «el> 
ting.  This  will  give  you  the  free  use  of  both  hands  to  replace  the  idler  gear.  Keplaee  tha 
idler  gear. 

Fifth — Give  the  engine  a  slight  turn  (say  about  one-half  inch  on  the  flywheel) ;  now  see  if 
the  exhaust  valve  (X)  has  raised  any.  It  should,  if  th^  above  instructions  have  been  eare- 
fully  carried  out.     You  can  now  replace  the  gear  case  cover  snd  the  cylinder  head  ping. 

♦Timing  by  PoslUoii  of  Piston. 

If  It  li  Impossible  to  got  st  tlie  flywhool.  remove  the  cylinder  heftd  plog.  iotert  ■  rulvr  «■  ahowa  in  i^  f, 
Wb«n  the  upper  deiid  renter  has  been  determinod,  mesBure  th(?  distanco  from  the  top  of  tbo  pUtoo  ta  tbe  tO]» 

of    the  cylinder.     For  example,    lot  tts   say   it    is   2    ' 
(se«  arrow  marked   D,   flg.    7). 

Now  slowly  ttirn  tbo  etnirliie  over  untU  tlio 
from  tbo  top  of  tb«  piston  to  the  top  of  ths  eylln4« 
ares  7%  incht^s,  TIhh  mratia  thst  the  piaton  has  mAA*  ■ 
drop  et  5%  inchpe,  st  which  pUce  the  ezhftotl  riWo  (X) 
should  JQst  start  to  open.  In  order  to  set  the  taIto  tsd 
complete  the  timing  refer  to  psrafTspbs,  third,  fourth  sad 
fifth   above. 

This  Betting  pertains  only  to  models  Ii'LU4*  M-MUI 
and   P  PU4. 

For  models  O  0U4  0U4R,  S  SU4-Sn4R,  B  RU4  B04a 
S-NU4'KU4R  the  piston  thottld  drop  4%  inches  from  up* 
per  dead  center^  that  ii  the  exh<kuit  valre  •boiild  open  50 
degrees  before  the  pi«ton  reaches  the  bottom  dead  etattr 
after  the  ejcplosion   has  taken  placo« 

For  models  T  and  TU4.  B  and  BU4  the  pittoa  sbo«14 
drop  4.644  or  4  t^^g  Inches  from  upper  dead  center;  or.  Ibf 
exbauat  valve  should  open  45  desrees  befor«  the  pi«t«a 
reaches  the  bottom  dead  center  after  the  explosion  hMB 
taken  plar<?. 

In  all  events  In  resciling  the  TalVM,  ta«  mafnet*  wiS 
have  to  be  retimed;   for  this  operation  st«  page  312. 


QEBABX  HO.  a7tl->TliiilDg  The  Valvefr— Waukesha  continued. 

'••e  page  812  for  timing  the  ignition  or  setting  magneto. 


^ 


Fig,   10— P«eUof  off  »  Ua- 
tnated   ■him,   pvr  p»f«  §41. 


Row  to  Adjust  Loose  Connecting  Bods  and  Main  Beazlnga 
of  Watikeslia  Engine* 


Connecting  rods  and  main  bearings  may  be 
Adjusted  without  taking  the  engine  out  of  the 
eliaflels.  However,  this  does  not  hold  true 
where  it  is  im possible  to  work  at  the  engine 
ftom  below* 

The  following  instructions  will  give  you  a 
good  idea  how  to  proceed  Jji  order  to  properly 
adjust  the  connecting  rods  and  main  bearings 
in  many  of  the  modem  engines. 

Fint — Drain  off  the  oil  by  removing  the 
drain  or  pipe  plugs  from  tlie  bottom  of  the 
oil  pan;  then  place  a  small  lift  jack  under  the 
pan  to  keep  it  from  dropping  before  all  the 
oil  pan  bolts  that  support  it  have  been  re- 
moved. It  IB  advisable  to  tie  up  the  oil  float 
(B)  ae  high  as  possible  to  prevent  it  from 
dropping  into  the  oil  pan  while  the  latter  is 
being  removed  (this  can  be  done  by  unscrew- 
ing the  holdrr  of  the  oil  gauge  glass)  and 
thus  prevent  the  possibility  of  it  being  dam- 
aged or  bent.  This  al«o  makes  It  easier  when 
you  are  ready  to  replace  the  oil  pan.  Open 
mil  four  compression  cups  on  top  of  cylinders* 

Second — After  removing  pan  scrape  off  the 
gasket  from  bottom  edge  (J)  of  crank  cose 
anrl  clean  away  all  dust  and  dirt  so  that  it 
will  not  get  into  the  bearings.  Clean  your 
hands  and  tools  before  working  on  the  bear- 
ings and  never  use  cotton  waste  or  any  rags 
which  might  leave  shreds  behind  as  these 
might  cause  serious  trouble  to  the  oiling 
system. 

Third — When  working  on  bearings  it  is  a 
good  plan  to  pull  out  the  pistons  and  clean 


off  the   rings  and  piston   heads.     Always  oU 
the  piston  rings  before  replacing  the  piston. 

Fourth — Pull  out  the  cotter  pins  (A)  and 
unscrew  the  four  nuts  (H)j  (always  use  ft 
socket  wrench  for  this  operation  as  open  end 
wrench ee  are  apt  to  destroy  the  nuts)  when 
taking  off  the  cap  be  careful  not  to  lose  any 
shims  or  liners  (F)  and  keep  them  In  place 
on  K,  until  ready  to  remove  them. 

Ott  lat«r  eoffiofli  laminited  ihimi  are  aied  b*'^ 
tween  the  connectrnff  rodi  and  their  capi,  ftllowinf 
one  id  »djuit  Ihfi  bearlDri  to  witbiu  .003  of  mu  IneK. 
Lmminated  ihimA  vary  m  thickucia,  and  mf  mad* 
up  of  a  aftfiiM  of  Bmall  •biinB — .002  of  an  Inch  in 
thtckneaa— whicli  «r«  preasod  log^ther  a  a  on  a  piece. 
In  taking  the  loose  play  out  of  the  bearioga,  o&« 
can  peel  these  ahiiiii  off  (0f,  10)  to  anjr  amount  re- 
quired to  have  a  perfect  adjustment  on  the  bear- 
in^s^Dever  peel  off  any  more  of  the  ihima  at  one 
Ume  than  ia  neceesary.  Take  out  the  ahims  to  the 
amount  yoti  ttink  necessary  to  take  up  the  wear, 
beiof  careful  to  remove  an  equal  amount  of  ahiina 
on   each    tide   of   the  cap. 

Before  replacing  the  cap,  see  that  tbe  tliln  ahloia 
are  placed  betveem  two  heavy  onei  with  which  tlit 
connecting  rods  are  alwaya  supplied.  Replace  %h*> 
rap  and  draw  it  up  ae  tightly  aa  poasiblf.  uBiog  all 
four  nuta  and  drawing  tbem  up  evenly  and  flrmly. 

Now  try  turning  tlie  engine  orer  by  band  In  ord« 
to  find  ont  whether  yoa  liave  tbe  betrtngB  toe  Hgbt 
or  not.  It  should  turn  eaaily  ai  thia  repreaesta 
only  one  tight  bearing;  when  thii  bearing  ia  right 
loosen  it,  and  proceed  to  fit  the  other  bearinga  ia 
the   same  manner. 

After  eftcli  bearUif  liui  been  fitted  and  totted 
draw  up  firmly  all  the  nuta  and  uae  new  cotter 
pina  only;  never  baf'k  up  the  nuta  to  iniert  the 
cotter  pine — alwaya  draw  up  to  the  next  notch  and 
nerer  use  wire  in  the  connecting  rod  nuta  aa  it  will 
interfere  with  the  oiling  tyatom.  Have  the  toi- 
ler pin*  well  bent  apart — so  they  cannot  baek  out 
when    engine    rune. 


jmaB! 


rT  NO*  SSO^Adjustlng  Loose  Oonnectlng  Bod^  and  Main  Bearings— W auk eslia  eonUnved. 


838 


ADDENDA. 


How  to  Replace  Worn  or 
First — Take  the  engine  out  of  the  tractor 
or   ehassis   and   before  removing  pan    draw 
off  all  the  oil.     Refer  to  page  834  for  in- 
Btmctions  in  removing  oil  pan. 

Second — Take  out  all  spark  plugs^  prim- 
ing cupa,  etc,  on  top  of  cylindere.  Now 
Btand  the  engine  on  its  bead  and  place  props 
under  the  engioe  arma  to  keep  it  from 
wabbling  while  work  is  being  done* 

Tbird — Bemove  the  oil  pan  and  take  out 
all  pistons  and  .be  sure  that  they  are  ail 
marked  ao  they  will  bo  put  back  into  their 
rcBpective  places.  Bemove  gear  ease  as 
shown  on  page  835. 

It  ii  moit  importaat  before  remoTiiig  the  cr&nk 
ehali  to  mark  all  the  getirs  ia  Rccordaace  with 
inetrmctione  oq  pAg:e  635,  otherwlte  there  U  « 
poiiihility  of  ffettija^  the  eagine  out  of  time. 

Take  oil  the  fly-wheel  but  be  sure  that 
you  have  it  marked  with  the  flange  on  the 
crank  shaft,  as  it  is  very  important  that 
the  fly-wheel  is  replaced  in  the  same  posi- 
tion as  when  you  take  it  off. 

Fourth— Take  off  the  three  main  bear* 
ing  caps  (M,  as  illustrated  on  page  837) 
and  remove  the  crank  shaft.  Stand  the 
crank  shaft  up  on  end  and  place  it  safely 
aside  as  a  fall  might  spring  it  out  of  shape 
and  later  you  would  wonder  why  the  bear- 
ings could  not  be  fitted.  Bemove  idler  gear 
marked  A-B  C,  page  835. 

Take  out  the  screws  to  remove  the  dam- 
aged bearing.  Clean  away  ill  dirt  and  grit 
with  gasoline;  fit  io  one-half  of  the  new 
bearing  in  the  crank  case.  This  operation 
is  the  same  as  described  for  replacing  con- 
necting   rod    bearings,   page   837. 

After  bearing  has  been  fitted  in  the  crank 
case,  replace  crank  shaft.  Apply  Prusaian 
blue  or  red  lead,  to  the  crank  shaft  bearing 
surface  and  scrape  off  the  ''spottings"  in 
the  same  way  as  in  fitting  new  connecting 
rod  bearings.  Strict  attention  must  be  paid 
that  the  new  bearing  does  not  rest  too  high 
in  the  case  so  as  to  throw  the  other  two 
bearings  out  of  line,  nor  should  the  bearing 
be  too  low. 

Should  the  bearing  be  too  Mgh^  either 
the  other  two  bearings  will  have  to  be 
raised   by   shimming   them   up,   or   the   new 

How  to  Beplace  Worn  or  Damaged 
First — Bemove   oil    pan    as   Instructed   on 
page  834;   then   take   off  the  cap  and   pull 
out  the  piston  as  shown  on  page  837. 

Second — Take  out  the  screws  (D)  in  or- 
der to  remove  bearing  (E).  Be  sure  to  fit 
the  bearing  half  with  the  large  oil  hole  (8) 
in  the  cap,  and  the  other  half  in  the  con- 
uecting  rod  (K). 

The  back  aide  of  the  bearing  must  have 
a  perfect  or  snug  fit  In  the  connecting  rod, 
otherwise  it  will  be  impossible  to  get  a  pcT- 
fect  permanent  bearing  on  the  crank  pin 
(L).  Fitting  the  back  of  the  bearing  is 
practically  on  the  same  order  as  fitting  the 
bearing  to  the  crank  pin.  Using  Pnisaian 
blue  or  red  lead  in  the  rod  and  cap  will  en- 
sf>ls  you  to  find  the  high  spots  between  the 


rams 


Damaged  Main  Bearings. 
bearing  must  be  scraped  until  the  ihftt 
bearings  are  on  the  same  level.  Th0  crui 
shaft  must  fit  the  half  of  the  main  bear- 
ings In  the  crank  case  perfectly  before  70s 
proceed  to  fit  the  caps. 

Always  fit  the  rear  main  bearing  cap  first 
and  tighten  It  up  as  much  as  possible  with 
out  stripping  the  bolt  threads.  When  ikt 
bearing  has  been  properly  fitteJ  the  crttUt 
shaft  will  permit  moving  with  one  haor 
If  the  shaft  cannot  be  turned  with  one  hai 
the  contact  between  the  bearing  surfj 
is  evidently  too  close,  and  the  cap  require! 
shimming.  On  the  other  hand,  if  the  cranli 
shaft  moves  too  easily  some  shims  must  be 
removed   to  permit   it   to   set   closer. 

After  removing  the  cap  observe  whether 
the  blue  '*spottings''  Indicate  a  full  bear* 
ing  the  length  of  the  cap.  If  they  do  not 
the  bearing  will  have  to  be  scraped.  Lay 
the  rear  bearing  aside  and  proceed  to  ad 
just  the  center  bearing  in  the  same  manner. 
Repeat  this  operation  with  the  front 
ing,  with  the  other  two  bearings  laid  aaii 

When  the  proper  results  have  been  ob- 
tained with  the  bearings  replace  the  idler 
gear  and  be  sure  that  the  connections  A-A, 
B'B,  C-C,  correspond,  as  shown  in  cut  on 
page    835. 

You  can  now  replace  the  caps  SLiid  Insert 

the  cotter  pins,  or  wire.  Be  sure  when  yon 
replace  pistons  that  the  heads  and  the  rini,^ 
are  free  from  grit  and  carbon^  also  oil  escb 
piaton    ring   carefully. 


nner. 
bear;^H 

1  ob-^n 


Fifth — Oil  the  bearings  well  hf  means  of 
an  oil  can  and  turn  the  engine  over  (by  us- 
ing the  crank  handle)  several  revoliitieiis 
before  replacing   the   oil   pan. 

Sixth — Are  you  sure  that  holes  (G)  in  all 
four  connecting  rod  bearing  caps  are  fae 
ing  direction  engine  runsf  *  This  La  import- 
ant because  when  the  engine  runs  oil  U 
forced  into  these  holes  to  lubricate  the  bear 
inga-  if  one  of  these  holes  should  face  in 
opposite  direction  that  bearing  would  get 
practically  no  oil  the  bearing  would  heat  up 
and  Boon  cut  out  resulting  in  a  costly  repair. 

Seventh— Refer  to  oiling  system  page 
S'M^  before  replacing  pan. 


•"dP 


Connecting  Eod  Bearings. 

cap    and    the    bearings;    these    high 
must  be  draw  filed — see  pages  630  and 

TMrd—Put  in  the  screws  (D)  very  firmly 
and  be  sure  that  the  heads  are  lower  than 
the  bearing  surface  so  that  they  do  not 
come  in  contact  with  the  crank  shaft.  Next 
draw  file  across  the  top  of  the  cap  and  the 
rod  to  have  the  bearing  flush  with  same. 

Fourth — Without  replacing  the  piston  la 
the  cylinder  fit  the  bearing  to  the  crank 
pin  (L);  if  the  bearing  is  too  wide  the  ends 
will  have  to  be  draw  filed.  Be  emrefnl  not 
to  file  too  much  off.  By  applying  Prassiaa 
blue  or  red  lead  to  the  crank  pin  surface 
it  will  enable  you  to  fit  the  bearing  to  t^e 
pin  to  determine  whether  a  perfect  beariaf 
surface  is   obtained.     Bemove  the   rod  aad 


REPAIRING  TRUCK  AND  LIGHT  TRACTOR  ENGINE. 


839 


obiervA  wbether  the  blue  or  red  ''Bpot- 
tings"  indicate  a  bearing  the  full  length 
of  the  cap.  If  ihej  do  not  the  babbit  should 
be  Bcraped  until  a  perfect  bearing  surface  ia 
obtained. 

Adjust  tha  bearing  to  the  crank  pin  so  It 
can  be  moved  to  and  fro  freely,  but  at  the 
ftame  time  it  must  not  be  loose.  EemoYO 
the  connecting  rod  and  replace  platen  and 


give  the  bearing  the  same  adjustment  aa 
you  did  when  the  piston  was  out;  then  turn 
the  engine  over  by  hand  several  times  to 
make  sure  that  no  binding  takes  place. 

Do  not  be  afraid  of  gottlng  the  connect- 
ing rod  bolts  too  tight  aa  the  shims  under 
the  cap  will  prevent  the  metal  from  being 
drawn  into  loo  close  contact. 


Governors. 


I 


Governors  are  extensively  used  on  trucks^ 
tractors,  taxlcabs,  marine  and  stationary 
engines. 

Purpose  of  the  Governor. 
Tbere  are  two  reasons  for  using  a  gover- 
nor; one^  to  regulate  the  vehicle  speed,  the 
other  to  regulate  the  engine  speed.  Where 
it  is  desirable  to  limit  only  the  vehicle 
speed  of  trucks,  taxicabs,  or  even  pleasure 
carS)  the  transmission  or  front  wheel  type 
of  installation  (fig.  X,  page  840)  is  used. 
The  governor  is  set  at  whatever  speed  the 
car  owner  desiree,  is  then  sealed  and  the 
driver  can  never  exceed  the  speed  for 
which  the  governor  ia  set.  The  engine  type 
of  governor  (fig.  2)  ia  used  to  prevent  un- 
due racing  of  engine  when  changing  gears 
or  releasing  the  clutch.  The  average  driver 
wOl  work  his  engine  at  high  speeds  a  great 
deal  more  than  necessary,  stralniiig  the  en- 
tire mechanism  of  the  ear,  and  wasting  both 
fuel  and  oil.  By  governing  the  engine 
speed,  the  vehicle  speed  is  also  limited. 

Drive  Methods. 
Transmission  drive— (fig.  1,  page  840): 
With  many  models  of  trucks,  taxicabs,  fire 
apparatus  and  pleasure  cars,  it  is  more  desir- 
able to  control  the  vehicle  speed  than  the 
engine  speed,  thus  leaving  the  engine  abso- 
lutely   unrestricted    at    any    speed,    except 


when  ia  high  gear.  When  this  is  donSi  the 
governor  (G,  page  840)  is  driven  by  means 
of  a  fiexible  shaft  and  tube  (SK),  and  gears 
(K)  (L)  attached  to  transmission  shaft  or 
front  wheel. 

Engine  drive— fig.  2:  This  type  of  gover- 
nor regulates  the  number  of  revolutions  of 
the  engine,  and  will  keep  it  running  at  a 
definite,  safe  speed  regardless  of  the  load 
it  ia  pulling,  even  if  the  throttle  is  wide 
open.  The  regular  hand  throttle  lever  or 
accelerator  may  be  used  for  lower  speeds. 
Should  the  clutch  be  suddenly  released  when 
engine  is  pulling  a  load  or  running  at  maxi" 
mum  speed,  the  engine  positively  cannot 
race.  The  engine  governor  also  limits  the 
vehicle  speed,  because  the  engine  cannot  ex- 
ceed the  set  speed. 

Dual  drive— fig.  4:  To  provide  doable 
protection  the  engine  drive  and  transmis- 
sion drive  governor  have  been  combined. 
When  driving  in  high  gear,  only  the  vehicle 
speed  will  be  controlled,  but  when  the  vehi- 
cle  is  stationary,  or  being  driven  in  low 
gear,  the  governor  throttle  valve  will  close 
before  a  damaging  engine  speed  is  reached. 
The  engine  governor  is  set  at  a  higher  speed 
than  when  used  singly.  The  most  popular 
use  of  the  dual  type  is  for  controlling  the 
engines  of  fire  trucks,  army  searchlights, 
etc.,  where  the  engines  perform  two  kinds 
of   work. 


Care  and  Installation  of  Pierce  Governor. 


Mounting  goTemor.  Use  thin  gaskets  of 
blotting  paper  only.  Don't  use  sbellac — it 
will  cause  the  governor  valve  to  stick. 

Flexible  dilTe  shaft.  There  should  be  no 
bends  In  shaft  within  two  inches  from 
either  end,  nor  should  shaft  be  bent  into  a 
circle  of  less  than  ten  inch  radius.  Make  all 
bends  as  easy  and  large  aa  possible. 

Solid  drive  Bbaft.  In  mounting  solid 
shaft,  be  sure  that  shaft  ends  properly  en- 
gage in  governor,  right  angle  drive,  and 
engine  connection,  lock  nuts  on  tube  are 
tight,  Bon  ^t  screw  tube  up  tight  enough 
to  cause  shaft  or  gears  to  bind. 

Oiling  governor  e^iuipment*  Before  the 
governor  is  put  into  active  service,  see  that 
the  ease  contains  about  four  ounces  of  good 
light  oil  (light  Polarine  preferred)  that  is 
not  affected  by  change  in  temperature.  Put 
in  one  or  two  ounces  of  oil  every  thousand 
miles.  Flexible  shaft  should  be  kept  packed 
with  Artie  No.  3,  or  a  good  graphite  gpoase, 
renewing  same  every  two  thousand  miles. 
Oil  gear  bearings,  right  angle  drives,  or  en- 


gine connections,  each  week  through  oil 
holes  provided. 

Loose  connections.  When  driving  gears 
or  brackets  are  used,  examine  them  regu- 
larly to  see  that  none  work  loose  and  that 
gears  are  kept  in  perfect  alignment  and 
meshing  properly.  If  a  belt  is  used,  keep 
it  tight  and  free  from  oil  or  grease,  to  pre- 
vent   slipping. 

Regulating  governor  speed.  Should  It  be 
desirable  to  change  the  speed  adjustment, 
cat  the  wire  that  seals  the  adjusting  screw 
and  pull  off  the  cap  that  it  holds  in  place. 
The  adjusting  screw  (A,  fig.  3)  will  then 
be  exposed.  Turning  this  screw  to  the 
right  or  clockwise  decreases  the  speed; 
turning  to  the  left  or  anti -clock wise  In* 
creases  the  speed.  When  proper  adjustment 
has  been  made,  replace  cap  and  seal  same, 
so  that  the  adjustment  cannot  be  tampered 
with  or  afTected  by   vibration. 

Note;  The  governor  does  not  Interfere 
with  the  regular  spark  or  throttle  levers,  or 
with  accelerator  control  by  hand  or  foot- 
see  paragraph  "engine  drive*'  above. 


L 


FSH 

OpormUon  of  Pierco  Qovemor. 

Tll#  gtrrernor  valve  hox  {tif.  2)  It  mounted 
between  the  carburettor  and  intake  m«ntlold  and 
coDHfrcted  to  the  driving  Khaft  bj  meana  of  either 
a  eoHd  abaft  (SSH-flg.  2>  or  a  flexible  abaft 
(SH-flg.  1),  depefidlDg  on  type  of  inatallation. 

Normally  tbe  butterfly  talve  (V  Hg.  B)  ti  ia 
a  poiitioQ  that  doea  not  obitruct  the  flow  of  fat, 
bat  It  closes  lo  aa  to  reduce  the  valve  port  irca 
juBt  as  soon  aa  tbe  vubicle  or  en^ne  reacbes 
the  predetermined  speed.  Tbe  valve  )■  actuated 
hj  wbat  ia  kcown  aa  the  dybiill  or  centrifugal 
prinoiple.  Od  the  controller  shaft  are  two  weights 
<W»  fig.  B)  which  are  so  pivoted  that  as  the 
velocity  of  the  shaft  inrre&aea  they  are  swung 
outward,  forcing  a  plunger  (P,  fig.  3)  forward, 
wbScb  in  turn  closes  the  butterfly  valve  (V.  fig. 
3^.  The  plunger  ia  forced  against  a  spring  (S. 
flg.  S).  calibrated  lo  a  standard  pressure,  so  that 
as  th«  speed  ia  lessened  the  weights  return  to 
their  original  position  an^  valve  is  again  wid« 
Op  to. 


Tig,  1  ^  Qvrmam 
(G)  Iff  drircn  txtm 
tr^DsmlBaloiL,  tbnmgb 
flexible  ehaft  (P.  a 
Hj  and  reart  (K 
and  L).  Bracket  (B) 
BUpportt  driven 
(L).  Oould  be  drivtt 
from  CronI  wheel, 

Teiblel* 
I  earing 

except      when 
gear    ratio    ia 


Fig.  2^-£nglne  speed  controlled  by  governor  (0| 
driven  from  gear  on  cam-shaft  through  adapter  (F>  aa4 
solid  ibaft  (3.  S.  H.}-  O — oil  cup;  A — adjusting  tcrtw 
and  seal.  Governor  can  be  driven  from  any  rotatUif 
part  of  engine. 

FK.  3  — On« 
aactloa  of 
gOTomoir;  O-^eoa- 
n  e  c  t  i  betwoM 
flanges  on  iaitf 
manifold  and  car 
bnretor;  Ol — la 
passage  opoalag 
for  gas;  V — ba^ 
terfly  valvo;  F— 
plunder  oporatim 
Talve  bell  <ra«k; 
S  —  tprin^;  A  — 
screw  for  adjual- 
ing  spring  toft- 
slon ;  W^-ceatrl- 
f  a  g  a  I  woicbtl; 
8H— wbero  Arir 
ing  abaft  eoa 
oeeta. 


GOVERNORS. 


841 


The  Simplex  and 
bis  ^oyemofi  fig.  10,  is  placed  between 
the  e&rburetor  and  intake  manifold.  It  op- 
eratee  on  the  centrifugal  principle,  Ai  the 
■peed  incieaaea,  the  woighte  W,  caue©  the 
valve  (T).  which  is  of  a  grid  construction, 
to  gradually  close  the  gas  passage  (QO  & 
Gl)j  thereby  cutting  off  the  flow  of  gas  to 
inlet  manifold.  Therefore  it  would  be 
termed  a  "throttling  type  governor;  cen- 
trifugal type," 


rif.   10 — Tbe  DupUx   Qoveroor. 

1— T>oekiBff  pla.  6 — Oil  entrance. 

2 — Yokt.  e — Oil  cap. 

8 — Band  wbMl.  7 — Oil  diichftrf*. 
4— V»1t#  Mal» 

On  the  Simplex  single  drlTe  governor,  the 

shaft  18   attaehed    to   engine   or  vehicle   as 
may  be   deeirod. 

On  the  Duplex  double  drive  governor,  one 
shaft  is  attached  to  the  engine  and  the 
other  is  attached  to  the  vehicle,  at  the  wheel 
or  transmission. 

The  difference  beiween  Duplex  and  Sim- 
plex IB  that  with  the  former  you  can  con- 
trol both  the  engine  and  vehicle  speeds, 
whereas  with  the  latter,  either  the  engine  or 
vehicle    speeds    ean    be    controlled. 

On  high  gear  a  truck  running  at  12  m.  p. 
h.,  the  engine  may  only  turn  over  at  900 
r.  p,  m,,  but  for  low  gear  service  the  engine 
may  be  governed  for  1400  r.  p.  m.  There- 
fore, you  would  be  able  to  maintain  12  m. 
p«  h,  even  in  second  gear. 

The  governor  is  a  telltale  on  carburetlon 
If  it  surges  it  may  result  from  one  of  five 
causes:     The  mixture  is  too  rich;  governor 


Duplex  Governor. 

lubrication  is  bad;  the  ignition  is  faulty; 
the  governor  valve  is  dirty;  or  the  cable 
drive  is  not  steady  and  free  from  backlash* 

To  Set  and  Care  for  the  Simplex  or 
Duplex  Oovemor. 
To  sot:  First  get  consent  of  fuctory,  other- 
wise you  may  lose  your  guarantee.  Turn 
the  hand  wheel  (3)  out  for  higher,  and  in 
for  lower,  speeds.  Do  not  fail  to  lock  the 
hand  wheel  with  the  yoke  (2)  after  setting, 
if  a  tockiog  spring  is  not  provided^  and  see 
that  the  yoke  does  not  bind  on  hand  wheeL 
The  locking  pin  and  seal  (1)  are  for  the 
protection  of  the  governor  and  the  engine. 
Do   not  touch  the  valve  screws    (4). 

To  operate  engine  with  a  governor,  for 
best  economy;  run  vehicle  on  governor  speed 
as  much  as  possible.  Bring  vehicle  speed  up 
to  set  maximum  governor  speed  with  throt- 
tle lever  and  then  advance  spark  and  throt- 
tle to  the  best  normal  running  positions. 

Don't  0T6r  ftdfjitiee  throttle,  ai  en^lno  mleht 
"hunt"  with  henvy  load  on  low  piiton  spoed. 
Find  the  best  throttle  poittlon  and  m&rk  it. 

Lubricate  weekly  at  (5)  by  flltin^r  chamber 
Hith  medium  cylinder  oil  600 -W  preferred  for 
minnner,  and  in  wintor  add  oqnal  amount  of  liipht 
machttie  oil.  Every  1000  miles  remove  drain  (7), 
All  half  full  of  light  machine  oil,  run  for  10  niiiiutei 
to  clean  interior  and  drain  out.  Then  refill  ae 
above. 

Te  clean  goFernor  valve — if  necessary,  potir 
kerosene  into  air  Inlet  of  carburetor  while  eo^iae 
ia  running,  varying^  the  speed. 


fir 

tin 


McOann  Suction  Type  Q-oTemor. 
This  sov«mor  la  mounted  on  carhoretor  as  per 


12,  piifffl  71 


When  engine  is  turning  slowly. 

f  gras  from  carburetor,  aa  coa- 
trolled  by  throttle,  la 
allowed  to  pass  to  cyl- 
tndera.  As  speed  ia- 
creasea,  resulting  auc- 
tion causes  piaton  (P) 
to  rise  against  pres- 
sure of  apHug  (8), 
thus  gradually  eutilx^ 
off  supply  of  gas 
through  perforations. 
until  at  maximum 
!ip4^i^d'8etting  engine 
eaanoi  be  farther  ao» 
eelerated. 


The  Monarch  OoYemor 


I 


differs  from  the  Pierce  and  Simplex,  in  that 
Hie  speed  of  the  ingoing  gas  is  utilised  as 
the  motive  power  for  operating  the  disc 
or  control  member  (A) — ^see  page  842. 

There  are  no  connections  to  any  moving 
parts  of  the  engine  or  vehicle.  Neither  are 
there  revolving  parts  as  centrifugal  weights 
or  balls. 

IiOcation  of  gOTemor  is  between  the  car- 
buretor and  the  inlet  pipe.  When  inatallimg, 
the  adjustment  is  made  when  a  change  in 
the  maximum  speed  of  engine  is  desired. 
Bee  page  842  for  conBtruction  and  opera* 
tiott  and  adjustment.  The  manufacturers 
are  Monarch  Oovemor  Co.,  Detroit,  Mich. 

Operation. 

When    the    engine    Is    started    and    the 


Pierce  Engliie  GoTeroor  Co.,   Anderaoa.    Ind. 
leseioB,    &rooklyii«   K.   T. 


throttle  is  In  wide-open  position  the  speed 

of  the  gasea  lifts  the  disc  *'A'^  in  the  tap- 
ered chamber  "B''  to  a  position  the  height 
of  which  is  determined  by  the  amount  of 
spring  tension^  and  it  is  held  in  that  posi- 
tion by  the  speed  of  the  gases  while  the  en- 
gine is  running,  and  so  the  throttle  "F'*  is 
held  in  a  corresponding  position,  limiting 
the  supplj  of  gas. 

Anything  which  tends  to  decrease  the 
speed  of  the  engine,  namely,  going  up  hill, 
through  a  mud-hole  or  additional  load  added, 
in  turn  causes  a  decrease  In  the  speed  of 
the  engine  and  a  consequent  decrease  In  the 
speed  of  the  gases,  when  Immediately  the 
disc  drops  and  opens  the  throttle  to  admit 
a  sufficient  amoun*.  of  gas  to  maintain  the 
speed  at  which  the  adjustment  was  mad^ 
^-continued   on   page   843 

*DtLplaz  Kngiae  Qofemor  Go..  3S  Flatbosb  Ats.,  Ex 


ADDENDA. 


— coDliDued  from  psr<^  d41. 

before  the  additiozLaJ  load  wu 
added.  The  same  ia  aUo  tne 
when  the  engine  is  inatantly  re* 
lieved  of  its  load;  the  speed  of 
the  gases  increases  and  raised 
the  disc  to  the  position  requirel 
to  maintain  ita  fixed  maximsBL 
It  ia  therefore  evident  that,  an 
adjustment  of  3pring  tension  made 
to  produce  a  certain  engine  speed, 
that  speed  will  be  maintained  re* 
gardlesa  of  load. 

• 
Adjustment, 

To  adjust  the  governor  to  pro- 
duce any  required  oiigliM  speed. 
remove  the  lock  and  lock  pin,  nn- 
flcrew  the  cover  **V,'*  push  in  os 
the  finger  boss  on  the  spring 
housing  **L,"  and  turn  in  the 
direction  indicated  b}'  the  arrow* 
*'Fast'*  and  **Slow'*  to  increase 
or  decrease  the  speed,  always  be* 
ing  sure  that  the  control  lever  is 
in  a  wide-open  position  when  the 
adjustment  is  made;  and  be  sore 
that  the  cover  <  *  V/  •  the  lock  pia 
and  lock  are  in  place  before  the 
truck  ia  put  in  service. 
of  the  Borg  and  Beck  Clutch— See  also  Pages  42,  668. 

(A)  To  tighten  clutch,  first  *' release'*  witja  foot  lever,  tbeo 
loosen  Blot-bolts  *'A*'  and  shift  same  **clockwi8e»''  about  one- 
half  inch.  Let  in  clutch,  and,  if  opening  at  **B"  ia  less  than 
Mi-inch,  throw  out  again  and  tap  slot-bolts  back  (**anti-doek- 
w]b&**)  far  enough  to  open  space  at  **B"  to  full  %-inch. 

The  adjustment  ''A"  also  adjusts  foot  pedal,  and 

when  clutch  Blips  it  is  usuailj  due  to  clutch  pedal  hang- 

ing  up  on  inner  side  of  foot  board.     When  adjusting 

clutch  see  that  at  least  V^-inch  clearance 

is  left  between  pedal  and  foot  board,  for 

wear^n. 

(B)  The  adjustment  at  *'A'*  must  be 
ii5Pd  to  iBcrease  or  decrease  this  *«B** 
space.  When  clutch  is  *Hn/* 
if  space  between  these  brake 
faces  is  less  than  %'inch,  the 
throw-out  movement  wiU  hi 
too  short  for  clean  release. 

(0)  If  bolts  **A"  adjust 
against  last  end  of  cover-slotn, 
screw  them  out  of  their  mount- 
ing-holes and  set  them  back 
into  repeat  boles  exposed  near 
first  end  of  slots,  thus  doubUnf 
the  range  of  adjustment. 

(D)     If,  for  any  reason,  th» 
clutch   is  to   be   taken   apart, 
lirst   punch  remounting  **liiie* 
up^'  marks  on  cover  and  eas- 
ing,  as   clutch   will   not   work 
properly  if  cover  is  shifted  is 
remounting. 
(E)     In    taking  the  clutch  apart,   first    throw 
out  same  and  ''lock-out'*  the  spring  bj  plaein; 
a  space-block  between  the  cover  and  throw-oot 
yoke  at  *'E." 

<F)  Leave  asbestos  rings  loose  in  their  work- 
iug  seats.  Do  not  fasten  to  the  metal  parts*  Bo 
not  run  in  oil. 

If  clutch  does  not  work  smoothly  take  out  om 
adjustment  screw  and  squirt  about  three  speosf 
of  oil  into  same,  just  enough  to  moisten  frictloa 
rings.  Too  enuefa  oil  will  cause  eiutcii  to  slip 
until   oil  ia  burned   out,  ^ 

OHABT  NO,  382— Monarch  Governor.    Borg  and  Beck  Clutch. 


t-ArOKWAHO  DOWN   StfP  ON  llTHE*?  PEPAL  JTARTi 
MOTOf?   WHEN  T«AWSMi55'ON  IS  tN  NCUTRAL  PO*»lTlO«V 


Fig.  2^-Tli«  H,  D.  tliree-ipeed,  model  IIF.     Th*  10Ld  modQl   ISP  ii  tlsniUr.     The  fear  boic  U  mounted  to 
the  r««r  of  engine  on  the  friaae.     Note  letterlns  on  iUaftr«tion. 

To  etart  the  tliree  speed  model  «iifflii»,  ihlft  feare  into  ''^eatrtr'  poeition  and  h«re  elttich  ''in;"   etAH  ea- 
cine  bf  pedal.     After  ^rjgino  ia  itartcd  rcl^aie  cluteh.    To  itart  m&chlna  pl«ee  feftre  to  m««b.  itartisg  off  on 
'lov,**   fredually   apply iog>  clutch.     The  B«m7  ttloctrlc  system  below^  U  used  on  ihi«  tjpe  of  machine  and 
ia  then  called  model  18J, 

*^Tlie  Bemy  Lighting,  Qenerating  and  Ignition  8y9tem^l915  Model. 
Tbe  guierator  It  drlToa  by  the  engine.     The  theft  boioj;  conoected  to  en^iae.    The  armAtore  of  ffanarator  it 
a  drum  iroaad  type  mounted   in  tbe  upper  portion  of  the  generator.     Current  it   * 'direct." 
Tba  generator  ia  couneeted  wilb  a  6  toU  ttoraco  battery  as  shown  in  fif,  6.     The  fenerator  euppliet  cur- 
rent for  lamps,  bom  and  ignition,  the  surplus  currenl  being  stored  by  the  battery.     The  btttery  then  tup 
pliet  eiment  to  the  lampt  when  the  engine   it  not  mnnlag. 

The  lighting  swltcb  has  three  potitiooa;  off,  bright  bead  and  taU  lightt, 
dim  bead  and  tail  lights. 

The  Ignition  (direct  current)  it  ttken  from  battery  to  start  on  and 
generator,  after  generator  is  running.  The  current  it  carried  through  a 
circuit  breaker  on  lower  end  of  the  generator.  Thia  circuit  bretker  it 
iimilar  to  a  magneto  circuit  breaker   and   has   a  lever  for  advancing. 

The  current  is  carried  to  coils  of  high  ienaiou  type  without  Tibratora. 
mounted  directly  over  generator.  This  low  tension  current,  which  is  0 
¥oIta.  ii  interrnpted  at  the  proper  time  being  transformed  into  high  tea- 
sion  current  through  the  secondary  windings  of  eoili.  A  diatribator 
carries  the   enrrent  to  the  spark  plugs. 

*  Vacuum  controUef   it  located  In  the   twitch  cate   and   ia   eooBeeted 

through  a  check  valve    (X,   fig.  8)    to  the  engine  intake  manifold  by  ■ 

small  pipe.     When   the   engine   ia   turned   a   fraction   of  a  revolntlon   for 

starting,  either  by  the  step  starter  or  by  pedaling,  a  racuum  is  created 

.  .  w  t  J  )'^\  ^^  '^^  intake  manifald  which  in  turn  acts  upon  the  controller,   drawing 

V  U     1/ /    J  *^*  contacts   (0.  A,   fig.   3)    together,  tnd   thus  connecting  the  generator, 

&  H     It  / Cl^  *"*'"^  *°*^  ignition  to  the  battery  and  holding  thtt  circuit  elosed  until  after 

^        u  Lj^  ^j^^  engine  hat  stopped  running  for  a  few  seconds.     The  purpose  of  tbli 

dOTice   is    to   automatically    cut   off    the   connection    between    battery    and 

generator. 


^13 


Fig.  1 — The  electric  generator  wUb  I 
ignition  breaker  bo*,  vacuum  controller      ::zzzi: 
and  Ignition  eoila  all  in  ooe  unit. 


rig.  6;  wiring  dla- 
gram  and  locfeUon  of 
parte  of  the  Recny 
model  15  motorcycle 
electrie  system. 


In  reality  it  it  a 
••«ut-ottl'*  for  the 
purpose  explained  en 
page  894.  A  separate 
twitch  for  ignition 
it  not  oecetsary  as 
the  ignition  eurremt 
it  taken  from  bat- 
tery  to  start  on. 


OHABT  KO.  3S3— Tbe  Harley  DavldBon  Motorcycle.    Bemy  Motorcycle  Electric  System. 

*Note:      Tlie   10 1  j   Harley-Duv'nlKon  u»e*l   th^  vacuum  cut-out.    cxpliitned    here   a«    a    umiier    of    inforniation, 
■odels  aaed  the  mtcbtalral  gOTtrnor  principle  of  diaooan acting   and   cotiatetlog  tbd   battery,   tfmilar   lo  _ 

ekaAieal  ent*oat  explained  on  page  911.  Model  Ift-E  ia  a  direct  geared  (no  tranamltsioa) :  IB-F,  has  8  speeds 
»Bd  oaea  a  magneto  (Dixie  or  Berliog)  for  ignition,  no  electric  system;  IB-J — ^has  8  speeds  and  use*  Reny 
rieclrie  i«v«tcm  <fl-\\h  ccii)  and  ttftttrry  iijrriition.  See  insert  No.  3  for  If  -D.  engine  **Reatoti  twt  %^wi'*Sa&.'?^  "^ 
midair  model  of  motorcycle  i*   due  to   the  (iict   that  the  older  modcU  are  Vlioi^e  mtitib  VO^^^^^s   ^v»  u^JNt^  x^v^^'^'^t*-    J 


)DENDA. 


oiv  Trie  a  Ar<D  8i  singu  sn td 

MOOCLS,  THl  CONTROL  Of  TMt 
NtUtHAt  ONf    SPEED  COtltlTflJw 
3HA>  T   IS  PLACCP  HEHt 


RI4^HT  C<«i|POPCnAtIS   Sf>Aft« 
COWPRE5SION4  BELIEF 


«O0  COMNCCTS  W«T« 


CONTRj^CTmfl\ 


>»*TmNAL 

FOOT  a»T/^l»,B 


Fig.  1 — ^Tha  ladlAn  Twta  tjp«  of  motorcycle  utinf  m  neutral  counter  shaft  sa  d«Krib«d  on  pa^  S4S. 

If  maciOne  la  eqiilpp«d  wltb  tbla  ooa  apead  darlce,  called  a  "neutral  counter  ahafi^'*  ita  purpoat  li 
mainly  to  promote  atartin^  without  railing  the  rear  wheeU  Bj  •hiftinc  tha  amaU  iever  uoderopaih  haadlt 
bar,  the  doga  are  dlacn^aged  and  driva  to  tha  rear  la  cut  out.  Tbe  elutch  la  then  angag^d  and  angina  ttarted. 
After  angina  ia  atarted  clutch  in  disengaged  uniil  machine  ia  started. 

If  tha  tlirea  apaed  gaar  box  la  mod  instead  of  ik  single  apaed — it  ia  mounted  in  tbe  aatne  location,  but  a 
control  lever  ia  placed  on  tba  aide  as  shown  in  fig.  Z,  instead  of  the  Bmall  hand  leTer.  When  starting  witb  ■ 
two  or  three  ape«d,  the  gears  are  ahifted  to  nautral  po»llion  and  tbe  action  ia  jost  the  same  aa  abo^e.  IVett 
tbe  name  and  location  of  parts  aa  lettered. 


CARBUWrTOR  TMROTTLt 


-OPeRATlSTMROTTLi 
-CdhTRAniNO  BRAKt 


WHEEt  BASE  5*  mcnt% 


HiVfE  CHAiP* 


Fig.  2 — Tbe  Izidl&n  ttaxter:  Tha  down  pressure  on  tba  foot  lever  brings  tbe  quadrant  into  eagmge* 
mecit  with  tbe  pinion  on  the  clutch  and  turns  the  asgine  oyer  ibrea  times  to  each  stroke,  tba  clut^  balug 
engaged  to  obtain   positive  and  full  crank  affect. 

This  starting  of  the  engine  can  be  done  witbout  lacking  up  the  rear  wheel,  almpljr  hj  pntti&g  tbe 
abifting  lever  into  nautral  on  the  tbree^speed  macbina  and  bj  disengaging  tbe  driving  oog  in  the  same 
manner  on  the  a  ingle  a  peed  model. 

When  tbe  atarting  crank  is  releaaed  on  the  bottom  of  the  atroka  it  ia  automatically  returned  to  tke 
startiag  position  by  a  etrong  coil  spring  and  wbea  not  in  uaa  ia  held  in  a  convenient  poaitlon  by  a  atroag 
clip,  when  the  atarting  crank  ia  in  normal  position  it  ia  fnlly  diaengaged  from  the  pmion  whieb  revolvae 
with  the  clutch. 

The  mecbanUm  e^inaiata  of  a  quadrant  with  a  reverse  motion  and  meahes  with  a  ratchet  plaiom  aa 
tbe  clutch  shaft.  The  ratio  ts  three  turns  ol  the  engine  to  one  stroke  of  the  starter,  not  taking  Iftto  aa- 
count   the   spinning   effect  and   extra  momentum   gained. 

See  Chart  3BS  for  description  of  the  Indian  three  speed  gear  and  index  for  Indian  angLBa. 


CHART  NO.  884— Tlid  ludl&n  Control  and  Mfltliod  of  Starting. 
Ignition  on  Indian  is  Dixie  high  tension  magneto.     Bee  insert  Ko.  8  and  page  811  for  '*Mag-DyftAM*  ' 

Note:     Tbe  above  models  are  the  1914  and  1915  modela.     Cbatipces  have  1i«<i*n  made  on  the  1919  and  I921.1 


Motorcycle  Clutch  and  Traii8iiiiBiio& — Indian  Three-Speed  as  Example. 

09«ratlsff  ^lui  of  tJjTe«-ipMd  Indlui  motorcycU :      Ttio    principle    of    constructioo    ind    oper«ti«n    «f    the 

ihree-ipeed    ccaf   are    identical   with    tho   two  tpecd,    except  tli«t  there   U  nn   extra   iet  of  (o&rf  for  Inter- 

iDBdiAte  retio. 

Whmt  fMn  *'A"  aud  **B'*  are  lock«d  together  bf    dogi    *'a»'*    the    **hifb   ratio'*    or    **bigb   tpeed*'    U 

eoapled  up. 

When  geara  •*B"  and  "E**  are  In  mwh,  *' intermediate"  or  ^'wcond  tpeed**  ratio  ie  obtained. 

AAd  when  reari  '*B**  and  "0"  are  connected  throngb  the  dogi  *'H,**  the  "tow  speed"  ii  obtained. 

There  are  two  "neutral"  posttlona  In  this  gear  eet;   between  the  high  and  intermediate  with  the  geare  ai 

thown  in  the  illuttrKtion,   and  between  the   iotermediate  and  low,  with  gear   "B"  on  the  othor  efde  with 

"£."    with   the  lame  relelive  pniition. 


on  the  other 
Indian   OIntch. 


The  Indian  dutch  and  3-ipeed  tranentieiioa. 


Oonstmctlon:  The  Indian 
clutch  is  a  multiple  diec  dry 
plaie  type,  Th«  drive  it  trane- 
mittcd  through  four  EaTbeatoe 
faced  dieci  which  engage  with 
four  poUehed  cteel  diece  and 
are  held  on  engagement  hj 
eight  imall  eprtngi  eqnal  dU* 
tancee  apart. 

Thii  clntcb  ie  applied  to  the 
one>  two  or  three  speed  tram- 
miiBioD. 

Oparallon:  Lerer  "X"  op- 
eratea  clutch  and  haa  abont 
45*  travel.  When  pulled  for- 
ward  it  releaiee  clntcb;  back- 
ward  it  engagei   clutch. 

It  if  connected  with  fool 
pedil*  which  hai  a  pull  back 
ipring.  Prateure  on  pedal  for- 
ward, caneea  the  plunger  rod 
(marked  by  miitake.  "ehalt 
driving  hub">  to  come  In  con- 
tact with  the  icrew  "W," 
which  under  preiittre  oom* 
preiiee  the  ■pringt  and  pulU 
the  whole  aetembly  mounted 
on  the  inner  plate — ontward — 
thui   freeing  the  driving  diece. 

When  control  pedal  ie  ra- 
1eaaed«  the  pull  back  fpring 
eaaaee  a  reverse  action  through 
the  raechanitm  and  again  bringe 
the    ditcB    into   engagement. 


Schebler  Motorcycle  Carhnretor — Used  on  Indian  and  Earlej  Davidson. 

Beacziptlon ;  model  "H,"  %  end  1  In.  Oompenaating  type.  Variable  fuel  feed.  Supply  of  gaeoUne  eon- 
trolled  by  (Z),  which  raiaee  the  gaeoline  needle  viive  (I)«  which  give*  an  adjnitment  on  low,  intermediate 
and  high  tpeedi.     O — la  air  intake  and  can  be  turned  so  warm  air  can  be  drawn  from  engine. 

Low  ipead  adjaitmant:  See  that  the 
leather  air  valve  "A"  eeate  lightly,  but 
Itrraly.  Then  turn  knurled  button  **I" 
to  the  right  until  the  needle  point  **E" 
eete  in  tpraying  noiele.  Now  turn  "I" 
to  left  about  two  turns  and  open  low 
speed  adjoBling  ecrew  "L"  about  three 
tume«  then  open  throttle  about  half  way 
to  itart  engine.  After  starting  close  the 
throttle  and  tnrn  needle  valvr^  adjusting 
ecrew  "I"  to  the  right  or  left  until  en- 
gine runs  amoothly  without  mieaing.  If 
with  this  low  speed  adjuetment,  engine 
runs  too  fast,  turn  low  speed  adjuitiog 
screw   "L'*   to  the  right. 

High  tpaed  adjustment:  Do  not  make 
the  adjustment  with  the  engine  running 
idle.  The  mechine  thonid  be  run  in  high 
speed  on  the  road.  The  throttle  and 
spark  should  he  advanced  fully.  The  adjuttment  ia  now  made  by  the  pointer  "Z,"  which  as  it  movea 
from  **1'*  toward  "3"  increases  the  lupply  of  gasoline.  Moving  the  indicator  from  "3"  toward  "1," 
cuta  down  the  flow  of  gasoline.  When  the  indicator  reachee  the  right  point,  the  angina  will  ran  withoot 
miaaing  or  backfiring. 


StazUng— air  valve  can  be  locked  to  aaaiat  In  starting   by    puUing  out   button    (12)    and    giving 
When  engine  starts,  release  air  valve   (A)    by  turning  button    (13)    back. 


%    tnrn. 


Bztra  air  port  for  high  speed  on  the  Harley  Davidson  carburetor  ia  provided  Inalde  of  miiing  ehamber  to 
admit  more  air  at  extreme  high  speed. 

To  lat  float  leral — place  float  t%,*  from  top  9i  bowl  to  top  of  eork  float.     The  am  can  ba  raited  or  tow- 
ered to  meet  theaa  conditions. 


OHAST  NO.  SBB — Motorcycle  Tranamlafllon;  HuHan  Three-Speed  aa  an  Example, 
eyde  Oarburetor. 


I      eyde 


Sehehler  Motor 


r 


r/&3  -/s/Of  BOT- 


i?£AO  C£^  Tern 


ng.  1  llluitr*tM  two  cyUniierp  pUced  42"  apart.  W«  will  cftll  cyliodw  ^o  (lit  l«fi  IJo.  I  And  ^iladtf 
to  th«  right  No,  2.     Bottom  of  connecting  rodi  it«  together  on  one  crank  pkn. 

Note  Ko.  I  piiton  is  on  top  of  Its  stroke  and  connecting  rod  it  stmtght  up  and  down*  in  line  with  tbt 
erank  pin;  in  other  words  on  its  "ilrinir  center."  <!!  it  u  on  top  of  compression  slroko,  whicli  wa  m 
■ume  it  is.)  Piston  No.  2,  is  not  on  top  of  its  stroko;  its  connecting  rod  where  attached  to  crank  pin  \m  42* 
awa7  from  iti  firing  center.  No.  2  has  42^  yet  to  travel  to  complete  its  exhaust  stroke  (see  3  to  4.  He.  €). 

Flf.  2;  No.  1  has  llrod  and  traveled  42'  on  Ita  power  stroka  (see  1  to  3,  fig.  5>*  Ko.  2  pIstMi  It 
now  on  top  of  its  suction  stroke  (4)   and  on  its  dead  center  6ring  line. 

Fig.  3;  Ko.  1  has  raaohed  hottom  of  its  firing  or  powor  stroka  (sea  &,  fig,  5).  Kavlnf  traTaled  190* 
or  half  a  revolation.     No.  2  is  not  quite  down  in  ita  suction  stroke,  heing  43*  hahind  Ho,  1. 

Fig.  4;  Mo,  2  has  now  reachad  bottom  of  stroka  on  suction,  having  traveled  180*,  whareaa  No.  1  la  past 
the  way  up  on  its  exhaust  stroke. 

Therefore^  starting  with  firing  of  No.  1  at  XF;  if  Ko.  1  makea  a  coniplete  reTolntion;  ona  atroka 
down  on  power  stroke  and  one  stroka  up  on  exhaust,  from  1  to  8 — it  wilt  have  traveled  S90*.  No.  S, 
however,  will  lack  42*  of  completing  ita  revolution,  and  will  have  to  travel  43*  mort  than  S60*  ta 
complete  its  revolution  from  2  to  D. 

Tbarafore  when  No.  1  travels  800*,  No.  t  anat  triTel  fifiO  -^  42  or  402*  bofora  it  ftret.  Or  No.  1 
will  fire  again.   318"  after  No.  2  fires. 

Fig.  5;  black  line  shows  travel  of  Ko.  1  aod  shaded  lina  of  No.  2,  The  firing  linea  of  eaek,  or  %a^ 
and  hottom  ceoter  are  lettered  on  illustration. 

Start  with  No,  l  firing  at  (F)  and  follow  the  stroke  to  bottom  or  a  half  revolution ;  for  instaaoe,  (raa 
lo  6  on   No.   I,   and  4   to  6  on   Ko.  2;   each  represent  a  stroke  or  hatf  revolution  or  160*. 

From  1  to  8  on  No,   1,  represents  a  revolution   or  3fi0*. 

From  2  to  9  represents  42*  more  than  a  roYotuilon  on  No.  2,  From  4  to  9  would  reprasaat  a  revola- 
tloo  on  Ko.  2. 

While  obtarrliif  the  travel  of  No.  1,  at  the  same  time  follow  No.  2  and  note  what  It  ii  dotag*  For 
instance*  when  No.  1  is  traveling  from  1  to  8  on  ite  firing  or  power  stroke;  No.  2  is  traveling  frais  2  te  4. 
on  Its  exhaust  stroke,  having  42*  of  its  eathatiit  Stroke  to  complete  before  it  it  on  ite  daad  eantar^  whaa  kl 
■larti  on  its  suction  stroke 


iT  NO,  aao— Filing  Order  of  a  **V*'  Type  Twin  Cylinder  Engine;   cylinders   42*   apart  ami 

connecting   rods   on   one  crank   pin,     (8ee    Chart  45,  page  93  and  atudj  meaning  of  <lttfT««iL) 
8ee  iaaert  No,  8  for  Dliaie  motoro^ale  magneto  and  psfe  8ii, 


a 


Any  repair  shop,  by  tlit  iBveBtmeat  of  a 
gmall  amoimt  of  money  in  equipment,  and 
tiia  exertion  of  reaaonable  care,  can  develop 
a  profitable  top  repair  department.  It  la 
as  an  essential  part  of  the  trade  as  is  the 
maclilna  shop  or  tbe  vulcanixing  shop. 

Only  a  small  amount  of  eanipment  is  nec- 
essary in  a  top  repairshop,  and  thlB,  with  tlje 
esEception  of  the  sewiog  machines,  may  be 
made  by  the  repairman  himself. 

The  top  building  frame  is  shown  in  fig. 
2,  and  it  is  only  used  when  the  car  for 
which  the  top  is  being  ri^paired  cannot  be 
left  during  the  work.  It  ia  simply  an  ad- 
justable framework  upon  which  the  top  may 
be  placed  in  exactly  the  position  it  occu- 
pies when  up,  and  on  the  car.  For  eacb 
ear  the  frame  is  set  to  duplicate  the  meas- 
urements of  the  top  supportiog  irons  and  the 
car  body.  Then  the  workman  can  repair 
or  rebuild  the  top  with  assurance  that 
it  will  fit  when  returned  to  the  car.  Wben 
possible,  tlie  top  should  be  left  on  the  car 
dnring  the  repair. 

In  order  to  render  ail  parts  of  the  top 
accesaible,  when  left  on  the  car,  a  frame- 
work shown  in  fig.  3  is  set  up  around  three 
Bides  of  the  car.  This  framework  is  about 
18  in.  high,  and  comprises  three  planks 
resting  on  four  amall  wooden  horses.  An* 
other  method  of  accompilahing  the  same  re- 
sult, yet  one  which  the  author  has  never 
seen,  would  be  to  conatruet  a  pit  below  the 
floor  level.  This  would  permit  the  workman 
to  work  directly  from  the  floor  and  save 
the  time  lost  in  stepping  to  and  from  the 
platform. 

All  work  is  laid  out  and  cut  on  the  lay- 
ing out  table  shown  in  fig.  4.  This  tahle  is 
about  6  ft.  wide,  12  ft.  long  and  28  in. 
high,  A  notched  rack  at  one  end  supports 
the  rolls  of  top  material  and  enables  the 
workman  to  readily  ohtaio  or  replace  the 
top  material  when  desired.  Rolls  may  be 
easily  removed  from  the  frame,  or  as  many 
as  three  rolls  of  material  may  be  carried 
at  one  time. 

The  tools  of  the  workman  are  few,  com- 
prising a  li^ht  croBs  pene  hammer,  with  a 
tack  puller  fitted  to  the  end  of  the  handle; 
a  heavy  pair  of  shears,  a  small  oold  chlaet 
■nd  a  naU  set  or  punch.     These  are  carried 


ia  a  special  apron,  made  of  top  material,  as 
shown  in  fig.  5.     Tn  addition,  a  carpenter*t 


square,  a  10  ft.  straight  edge,  a  yi^  stick 
and  a  plumb  bob  are  required.  The  plumb 
bob  is  used  to  plumb  up  the  edges  of  the 
back  curtain,  when  fitting,  to  make  certain 
that    they   are    hung   straight. 

In  addition,  several  special  punches  and 
dies  will  be  necessary  for  cutting  the  open* 
inga  for  the  curtain  fasteners*  One  of 
these — styled  the  Murphy  die — is  shown  in 
fig.  7,  and  corresponding  dies  are  used  for 
each  type  of  fastener. 

The  sewing  machine  used  in  this  work 
is  of  extra  heavy  construction,  and  is  slmi* 
lar  to  those  used  by  harness  makers.  These 
machines  should  be  motor-driven,  and  may 
be  purchased  from  almost  any  reliable  sew 
ing  machine  manufacturer. 

So  much  for  the  eqtilpment — now  for  the 
method  of  doing  the  work.  Briefly  this  con- 
sists of  removing  the  top  material,  part  by 
part,  using  the  parts  as  patterns  to  cut  the 
new  parts  by;  fitting  the  parte  to  the  top 
frame;  removing  the  parts;  sewing  them  to- 
gether, and  then  placing  them  again  on  the 
frame.  Careful  work  ia  essential,  and  after 
carefulness  has  become  a  habit  speed  may 
be  developed.  Carefulness,  then  speed,  are 
the  only  two  requirements  for  a  successful 
top  rt^pairman. 

The  following  is  a  typical  example  of  the 
method  used  tn  re-covering  an  automobile 
top.  Though  it  specifically  appllos  to  a 
Ford  top,  in  general,  it  ,may  be  applied  to 
any  car. 

1 — Bemove  the  top  covering  from  the 
frame,  part  by  part,  using  the  hammer  and 
cold  chisel  as  tools.  Xote  how  each  part 
is  fastened,  as  the  rebuilding  must  be  er- 
actly   the   reverse   of  the   tearing  down. 

2 — ^Uslng  each  part  fls  a  pattern,  one  by 
one,  mark  out  the  new  parts  on  the  top 
material  Care  must  be  taken  to  allow  ex- 
tra material  at  the  edges  for  fastening  the 
material  to  the  frame.  The  method  of  con- 
altructing  the  rear  quarter  is  shown  in 
fig.  10,  and  this  method  applies  in  general 
to  each  of  the  top  parts. 

All  metal  fastener  holes  shotild  he 
punched,  using  the  holes  in  the  old  parts 
as  guides,  and  all  square  corners  should  be 
checked  up  by  means  of  the  square.  The 
parts  are  then  sent  to  the  machine,  and  the 
necessary  sewing  done.  The  cellnlold  win- 
dows are  also  placed  in  the  rear  curtain  at 
this   time. 

In  the  meantime  the  top  frame  should  be 
placed  in  good  condition.  If  any  bows  are 
broken  new  bows  should  be  fitted.  Ordin 
arily  new  wrapping  should  be  tacked  around 
the  bows,  but  if  this  wrapping  is  only  faded, 
it  may  be  dyed  to  conform  to  the  inside  of 
the  top  material. 

S — The  side  pad  covers  should  now  h9 
made,  according  to  the  pattern  shown  in 
fig.  8.  On  the  Ford  black  cambric  is  used, 
but  in  every  case  the  material  should  con- 
form in  color  and  quality  to  that  used  ia 
the  top   material. 


Dr.  8.  A.  Pttake's  method  of  Talcsnitlng  small  boles,  Urge  u  Vi  inck  in  topi  Is  Sa  follows:  Flrat  eie&a 

both  tidet  of  aurfaci  wUb  r^toUnt,   then  aM   *'Mattie"    or    "TiraDoh"    sad   work   it  to  *  poLnl  as4 

iaaort  U  hol«,   flUinc  hole.      Out  off  on  oaeb   lido.      Thou    ptaet   a    Uoi   tad   Iron  tmdernetth  and   on   Utp. 
This  will   rulcanlxe  the  Mailic   io   tha  bola 


REPAIRING  TOPS. 


849 


i— Line  up  the  top  bows.  The  method  of 
doing  this  is  shown  in  fig.  2.  Heavy  can- 
vas straps  are  passed  over  each  side  of  the 
bows,  drawn  tight,  and  tacked  in  place. 
The  front  bow  should  fit  down  over  the 
windshield;  the  two  middle  bows  should  be 
vertical,  and  the  position  of  the  rear  bow 
can  be  gauged  by  the  length  of  the  straps 
holding  it  down  to  the  body  back. 

5— The  side  pad  liners  are  next  tacked  In 
place,  and  the  burlap  strips  tacked  tightly  in 
place.  After  this  the  curled  hair,  or  cot- 
ton packing,  is  replaced,  and  the  side  pad 
fiaps  pasted  into  place.  If  desired,  the 
edges  of  the  pad  may  be  sewed  together. 
The  above  operations  are  shown  in  detail 
in  fig.  9. 

6 — The  rear  quarters  and  back  curtain 
are  now  fitted  and  tacked  In  place,  after 
the  metal  fasteners  have  been  applied,  as 
shown  in  fig.  7.  All  vertical  edges  are 
plumbed  up  with  a  plumb  bob,  as  any  edge 
out  of  the  vertical  here  is  particularly  no- 
ticeable. 

7 — The  two  side  quarters  are  now  tempor- 
arily tacked  in  place,  beginning  at  the  front 
and  workincr  to  the  back.  These  quarters 
should  be  drawn  tight,  without  wrinkling. 
The  edges  of  the  deck  are  then  turned  un- 
der, and  the  deck  is  temporarily  tacked  in 
place. 

8 — By  carefully  fitting  and  changing,  the 
top  may  be  fitted  to  the  bows  in  exactly  the 
position  it  is  to  occupy.  When  everything 
appears  to  fit  correctly  the  side  curtains 
should  be  placed  in  position,  and  if  neces- 
sary, the  .tacks  should  be  removed  and  the 
top  pieces  shifted  until  the  side  curtains 
fit.  (In  most  cases  new  side  curtains .  do 
not  have  to  be  made;  but  if  so,  the  new 
curtains  should  be  fitted  at  this  point.) 

When  everything  is  right  the  mating 
edges  of  the  top  pieces  should  be  marked 
with  chalk,  and  these  marks  crossmarked, 
as  shown  in  fig.  11.  Then  by  joining  the 
corresponding  marks  together,  the  sewing 
machine  operator  can  sew  the  parts  together 
correctly.  Chalk  marks  should  also  oe 
placed  at  the  points  the  edge  of  the  top 
erosses  the  bows.  This  permits  the  top 
to  be  correctly   replaced   after  a  sewing. 


10 — The  parts  of  the  top  are  then  re- 
moved, and  the  flaps  on  the  edges  that  are 
to  be  sewed  trimmed  down  to  a  width  of 
about  2  in.  The  parts  are  then  sent  to  the 
machine  and  se.wed  together. 

ll~To  complete  the  work  it  is  only  nec- 
essary to  replace  the  top  covering  and  tack 
it  securely  in  place.  All  extending  edges 
are  removed  and  the  joints  covered  by  a 
narrow  strip  of  cloth  material  fastened  by 
black  upholstering  tacks. 

The  above  covers  the  method  of  com- 
pletely replacing  the  top  covering,  with  the 
exception  of  the  side  curtains.  As  stated, 
this  is  rarely  necessary,  as  the  side  curtains 
are  little  used.  If  desired,  any  one  part  of 
the  top  may  be  replaced  with  new  material, 
providing  the  other  parts  are  in  good  con- 
dition, llowever,  if  either  the  deck  or  side 
quarters  must  be  replaced,  it  is  necessary 
to  tear  the  top  completely  down  in  order 
to  sew  it  together  again. 

In  cases  where  it  is  necessary  to  replace 
some  parts  of  the  top  covering,  it  will  usu- 
ally be  found  advisable  to  renovate  the 
interior  and  exterior  of  the  balance  of  the 
covering  to  make  it  conform  to  the  appear- 
ance of  the  new  part.  Or  this  renovating 
may  be  uone  at  any  time  to  improve  the 
appearance    of    the    top. 

After  applying  any  patches  that  are  nee- 
cessary;  replacing  broken  windows,  and 
tacking  on  new  binding  at  the  edges  where 
required,  the  top  should  be  thoroughly 
brushed  and  cleaned.  Gasoline  should  never 
be  used  for  this  purpose  if  rubber  is  used 
in  the  top  material  construction,  as  its  ac- 
tion is  to  destroy  the  rubber.  Soap,  warm 
water  and  a  brush  are  all  that  are  usually 
required. 

When  the  top  is  thoroughly  cleaned  and 
dried  top  dressing  may  be  applied  to  outer 
surfaces,  and  the  faded  inner  surfaces  may 
be  dyed  black.  There  are  many  brands  of 
top  dressing  on  the  market  for  this  pur- 
pose, and  any  well-known  brand  should 
prove  entirely  satisfactory.  By  exercising 
a  little  care,  the  appearance  of  a  shabby 
top  may  be  greatly  improved  by  this  sim- 
ple cleaning,  patching  up  loose  ends  and 
application    of    top    dressing. 


Where  to  Obtain  Top  Material. 


Tools;  inch  as  eyelet  punches  and  dies  for 
aockets  and  eyelati.  special  hand  screw  driTars, 
curtain  fasteners,  etc.:  Carr  Fastener  Co..  Cam- 
bridfa,  Mass.  O.  NV.  Murphy  Co..  Amesbury. 
Mass. 

Top  BMterial;  Cray  Bros..  Clevelnnd.  O.;  Da 
Pont  Fabrikoid  Co..  Wilmington.  Del.;  V.  S.  Carr. 
Boston,  Mass.;  L.  0.  Chase  Co..  Boston,  k  Chi 
eafo;   Pantasote  Co.,    11   Broadway,   New   York. 

Top  and  npholstoring  dressing  and  celluloid  for 
eaitaln  lights  etc.:  Arsenal  Varnish  Co..  Rock 
Island,  111.;  Cray  Broa.,  Cleveland.  Ohio;  F.  S. 
Oarr,   Boston,    Mass. 

Lift  the  dot  fastener  is  a 
very  popular  curtain  fas- 
tener. To  unlock  and  re- 
move, lift  dotted  end  of 
aorket  which  ia  placed 
nearest  edge  of  curtain. 
It  is  natural  to  lift  the 
edge  of  the  curtain  so 
there  should  be  no  diflTi- 
culty  in  remembering  to 
always  "lift-the-dnt"  and 
evoid  tearing  the  curtains.  Mnfgd.  by  Oarr  Fas- 
ieaer  Oo^  81  Amea  St.,  Cambridge,   Mass. 


mFTTHEDOr 


»iLw 


Bain  shields  similar  to  illustration  flg.  6,  page 
732.  for  placing  over  the  wind  shield  to  prevent 
snow  and  rain  accunmlating  is  another  profitable 
arces&ory  to  handle — mnfgd.  by  Jos.  N.  Smith  Co.. 
Detroit.   Mich. 

Seat  covers  are  profitable  to  handle.  Cray 
Bros..  Clevelaad,  O. ;  Glover  En.  Co..  Indianapolis. 
Ind. 

Top  and  upholstering  dyes  and  dressing — Cray 
Bros..   Cleveland,   O. 

Complete  Tops — Cray  Bros..  Cleveland.   O. 

Glass  curtain  lights  are  becoming  very  popular. 
They  are  rather  expensive  however  but  add  con- 
siderably   to   appearnnre   of   a    car.     The   glass   is 

beveled  and  cornea 
with  frame  ready 
to  place  in  cur^ 
tain.  The  Bor- 
bein  Auto  Co.. 
2109  No.  9th  St., 
St.  Louia,  Mo. 
will  supply  this 
— alao  top  ma 
terial.    etc.    in    small    quantitiea. 


860 


PACKARD  SUPPLEMENT— ADJUSTMENTS. 


Supplement 


ON  THE 


PACKARD 

TWIN  SIX-"3-25"  and  "3-35" 


.  Preliminary  to  starting;  put  gear  shift  lever  in 
neutral  (see  page  498  for  location  of  parts).  Set 
hand  brake.  Set  spark  lever  in  mid  position  (see 
page  858).  Be  sure  air  gauge  shows  pressure  in 
tank — if  not.  use  hand  air  pump  on  instrument 
board  (page  498).  Open  throttle  about  one-sixth. 
Adjust  air  valve  control,  which  is  to  the  right 
of  gasoline  gauge  (aee  page  855).  Cold  weather 
pull  all  way  out  to  "choke."  Warm  weather 
this   will   not   be  necessary. 


Ignition  interrupter  points  should  be  set  .015 
to  .020   inch   when   fully   separated. 

Ignition  timing:  The  spark  setting  in  the  fully 
advanced  poaition  ahould  be  2%  inch  (measured 
on  the  circumference  of  the  fly  wheel)  before  up- 
per dead  center. 

Should  it  become  necessary  to'  check  this,  pro- 
ceed as  followa:  Remove  motor  starter  switch 
cover  over  fly-wheel.  Set  the  spark  lever  on 
the  steering  wheel  in  the  fully  advanced  posi- 
tion. Open  all  priming  cups  with  the  exception 
of  the  one  in  No.  1  cylinder  in  the  right  block. 
Crank  the  engine  by  hand  until  compression  be- 
gins in  this  cylinder,  then  open  this  priming 
cup  and  continue  to  crank  the  engine  slowly  to 
the  point  where  the  right  interrupter  points  just 
begins  to  separate.  In  thiii  position,  the  letters 
"S.  R."  on  the  fly-wheel  should  be  just  opposite 
the  center  line  of  the  engine,  as  indicated  on  the 
crank   case. 

In  order  to  test  the  synchronism  of  the  left 
hand  block,  proceed  as  above  excepting  that  the 
priming  cup  in  No.  1  cylinder  in  the  left  block 
should  be  closed.  Under  these  conditions,  the  let- 
ters "S.  L."  should  be  just  opposite  the  center 
line  of  the  engine  as  above. 

Spark   ping  points   should    be   separated    .032''. 

The  auxiliary  air  valve  should  have  %2  inch 
drop  when  the  control  on  the  instrument  board 
is  set  for  the  best  idling  position.  To  check,  pro- 
ceed   as    follows: 

Set  the  auxiliary  air  valve  control  for  the  best 
idling  position.  In  this  position  groove  No.  4  is 
flush  with   the  end   of  instrument  board  bracket.  ^ 

Measure  height  of  top  of  air  valve  stem  from 
some  fixed  point  on  the  engine.  Depress  air  valve 
until  it  strikes  inside  spring.  Measure  height  of 
top  of  stem  as  before.  The  difference  in  these 
two  measurements  is  the  air  valve  drop. 

Make  sure  that  air  adjusting  connecting  rod 
clevis  is  io  adjusted  that  the  air  shutter  completely 
closes  when  the  control  on  the  instrument  board 
is  pulled  out.     See  also  page  854. 

Clutch  brake:  Adjustments  for  wear  can  be 
made  by  loosening  the  nut  on  the  stud  which  pro- 
jects through  the  slot  in  the  clutch  cover  and  by 
sliding  the  whole  assembly  toward  the  rear. 

Before  tightening  the  nut,  be  sure  that  the  brake 
facing  doea  not  make  contact  with  the  clutch 
brake  disc  when  the  clutch   is  engaged. 

The  amount  of  clearance  should  be  governed 
by  the  speed  of  shift  desired. 

The  standard  setting  allows  %  inch  to  %2  inch 
compresiion  of  spring  with  the  clutch  completely 
disengaged. 

To  adjust  the  foot  (external)  brakes  properly. 
make  the  clearance  between  the  band  and  the 
drum  Mis  inch  and  equal  all  around.  In  making 
this  adjustment  proceed  as  follows: 

Adjust  the  nut  on  the  rear  support  until  the 
clearance  between  the  drum  and  the  brake  band 
is  ^2  inch  at  this  point. 

Adjust  the  two  nuts  on  the  shank  of  the  clevis 
just  below  the  eye  bolt  at  the  front  of  the  brake 
until  the  distance  between  the  lower  half  of  the 
brake  bind  and  the  drum  is  ^2  inch. 


Packard  Operation. 

To  start  engine:  turn  ignition  switch  to  "ig 
nition."     Crank    engine,    using   electric    starter. 

After  engine  starts;  pnah  air  valve  adjustmeDt 
in  and  set  at  best  running  position.  Close  throt- 
tle until  engine  runs  slowly — a  finer  adjustment 
can  be  obtained  by  setting  the  mixture  control 
with  the  throttle  closed. 

To  start  car;  ususl  procedure.  See  pages  486. 
488.  The  movement  of  gear  ahift  lever  ia  shown 
on  page  498. 

Standard  Adjustments. 

Adjust  the  T  handle,  which  operates  the  adjust- 
ing screw,  until  there  is  a  clearance  of  ^  inch 
between  the  upper  half  of  brake  band  and  drum. 

The  hand  (internal)  brakes  should  be  evenly 
adjusted  ao  that  when  applied  there  ia  the  aam« 
resistance  on  each  rear  wheel.  The  following  ad- 
justments are  to  be  made: 

Mak^  all  adjustments  for  wear  on  the  side  pull 
rods  connected  to  the  cam  ahaft  levera. 

By  removing  the  rear  wheel  the  hand  braks 
band  can  be  set  concentric  with  the  brake  drum 
by  means  of  the  adjusting  set  screw  at  the  rear. 
The  band  should  just  clear  the  drum  at  thia  point 

Hand  lever  should  be  in  the  sixth  notch  from 
the  front  when  brskes  sre  spplied. 

Adjust  accelerator  pedal  to  have  a  clearance  of 
94fl  inch  between  pedal  and  top  of  fioor  board 
when  throttle  is  wide  open. 

The  oil  pressure  should  be  20  to  25  pounds  at 
1000  revolutions  per  minute;  corresponding  to  a 
speed  of  approximately  twenty-five  milea  per  boor; 
with  the  engine  hot.  A  lower  preasure  when  the 
supply  is  up  to  level  indicates  that  the  oil  being 
used  has  low  viscosity  or  that  the  relief  valvs 
opens   too  far. 

To  adjust  the  relief  valve  opening,  change  ten- 
sion of  relief  valve  spring  located  in  pump  hous- 
ing— see  page  859. 

Compression  in  the  cylinders  should  show  7S 
pounds  plus  or  minus  3  pounds  pressure  with  eo- 
gine  cold  and  at  cranking  speed,  with  all  cylin- 
der petcocks  closed  and  the  throttle  wide  open. — 
(see  also  page  853.) 

Gasoline  pressure:  gauge  on  instmment  board 
should   show    1^    to  2^    pounda  preasure. 

The  pressure  may  be  increased  by  removing  the 


plug  at  the  top  of  the  pressure  pump  cylinder  and 
unscrewing  the  smsller  plug  at  its  bassw  To  de- 
crease  pressure,   screw  in  the  plug. 

Valve  .clearance:  Inlet  and  exhaust  valvss 
should  have  .004-inch  clearance  between  valvs 
stem  and  roller  holder  set  screw  when  engine  is 
cold.  Be  sure  thst  valve  is  fully  seated  whea 
measuring  clearance. 

The  vibration  damper  on  the  front  end  of  the 
crank-shaft  should  be  adjusted  to  alip  under  a 
pull  of  approximately   140  lbs. 

Clutch  pedal:  When  the  clutch  is  in  the  fallT 
engaged  position,  the  pedal  ahould  depress  1% 
inch  under  light  spring  pressure  before  resistance 
of  the  heavy  clutch  spring  is  encountered. 

If  the  pedal  is  brought  against  the  floor  board 
before  the  clutch  is  entirely  engaged,  full  actiea 
of  the  clutch  spring  is  not  obtained  whiek  will 
cause   the   clutch   to   slip. 

The  rod  connecting  the  clutch  pedal  with  the 
clutch  release  lever  on  the  left  of  the  cintek  hoes* 
ing  gives  the  necessary  means  for  obtaining  the 
correct  adjustment  for  the  clutch  pedal.  Length- 
ening the  rod  by  meana  of  the  thumb  screw  win 
increase  the  amount  of  travel  ander  light  preesvre 
before   disengaging'  clutch. 

No  other  change  from  the  original  adJnatassBt 
will  be  required  as  clutch  surfaeee  are  aatoaatis 
in  their   compensation  for  wear. 

Front  wheels  should  *  Hoe-in*'   %*. 


ENGINE. 


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UHABT  NO.  800— Elgtit  Side  of  Packard  Bnfftne. 


EngliM  Featuraa. 


853 


Vjiivt     cov^r     ttud 

ViUo — .'jthmunl, 
VaJve    Blero    giif<t^, 

Vftir*  tpriaf  eolUr 
V»lv«    fprins   e«lUr 

ViJvt   roller    holdfr 

■crew. 
ViK»    roller   bold«r 

»<rew   e1»«ck    out. 
V  live    roUrr    bolder 

rifttOD   |titt, 
Conufictin^    rod 
Vtlvtr    roller    holder 

jnndi^  yok«, 
V»lve   roller    hoI4«r 

fuide. 
ve    roller   ho)d«f 

«nd    roller  ttaioxn 

bljr. 
Cr«alc  cAi«  apper  lo 

lower  ttud  nut. 
Crank  ctt»e  overflow 

v»lv«  ttad  nut. 
Cr«nk  case  overflow 

valve  iprinf. 
Crank      abaft      oil 

thrower. 
Pftn    drivltiff    pulley 

key. 
€«m      ahift     apifftl 

gear,  front. 
0am  ahift  aproekot. 
Dlatributar     drivlaj 

•haft  out. 
Diatributor    dririnf 

abaft   K«ar. 
Diatributor    drlvlnc 

thaft. 
Caxd    thaft    driviag 

chain. 
Oam    abaft    drJvLaf 

chain  oil  tube  m^ 

■embly. 
Gaiotine  pow«r  pr«l* 

■ure   pump   ecctn- 

trie  lock. 
OatoUne  power  pre*- 

■are  pump  eectn- 

trie. 
Motor     generator 

sprocket  eccentric. 
Motor     gene'rator 

sprocket  coupHof, 

female. 
Cam     shaft     drivlnf 

chain       oil       tub* 

flange  nut.  | 

Distributor     dfivtog 

a  h  a  f  I     bulbing, 

upper. 
Cylinder  water  Jack- 

et   plate 
O^lind^r  water  Jack 

•t  plate  icrew. 


The  twlfl'Stz  engine  !■  of  the  four  cycle  type  with 
two  blocke  of  L  head  cytinderi  bolted  to  the  crank 
caae  at  an  incliued  angle  of  sixty  de^eea.  The 
ryUoder  bore  ia  8  incbea  and  the  atroke  5  inches. 
The  left  block  i«  let  I  Vi  inch  ahead  of  the  right 
block  to  permit  the  lower  end  connecting  rod  bear- 
ingi  from  oppoaite  cylinders  being  placed  side  by 
side  on  the  same  crank  pin.  This  arrangement  also 
permits  the  ose  of  a  single  cam  shaft  with  »  sep- 
arate cam  for  each  valve  oi>erstlng  directly  on  tha 
valva  pnih   rod   roller. 

Compression  in  all  crllnderi  should  ba  aqnal  and 
up  to  the  standard.  Weakneat  or  lost  of  eomprea- 
sioa  it  rnont  probably  due  to  imperfectly  aeated 
valves,  which  may  be  caused  by  iniufficir-nt  clear- 
ance between  tbe  valve  attains  and  lift  rod*,  carbon 
di?t>oiiti  on  the  valve  achats,  or  by  sticky  valve 
stems  and  jr^idea.  Comprestion  should  be  tested 
for  onifortnity    in   all   cylindcra  at  regular  intervals. 

To  lest  the  compression  in  a  cylinder,  remove  the 
spark  plug  and  ^^plac^»  it  with  a  standard  coroprea- 
fion  gangfl.  Then  with  the  ignition  switch  off  and 
t>it  cocka  la  all  cylindera  cloned,  crank  the  motor, 
using  the  electric  starter.     At  cranking  speed   with 


the  engine  eold,  the  gauge  should  register  75  pouoda 
plus  or  minus  S  pounds  with  tbe  throttle  wide  open. 

A  changt  in  iba  aomng  of  tbo  cam  sha^t  li 
posBlbia  only  by  removal  or  disarraugetuvnt  of  the 
front  end  chain.  Adjustments  to  tha  chain  do  not 
affect  the  valve  timing. 

tu  resetting  the  cam  thaft,  the  arrows  on  both 
the  crank  ahaft  and  cud  ehaft  gears  thou  Id  point 
directly  upward  and  should  be  tn  line  with  Iht 
arrow  on  tha  front  end  cov«r  face  of  the  engine. 
In  this  position,  tha  inscription  on  (he  0y-wb#al, 
"Exhaust  cloaea  1  and  fl-R,**  will  ht  on  the  top 
dead  center  lino  of  tha  engint,  whir  It  it  tbe  can- 
ter bvtweeo  tha  two  cylinder  blocks,  and  No  t 
right   piston   will   bo   In   the   firing   position. 

Tha  mftia  and  cotmactlnf  rod  be&rliigs  are  of  tha 
babbit  faced     bronse    trpa.     Tbe    bearings     are    a« 
with  a  .0015  lo  .002  inch  cle«rance  and   are  eoosi 
quently  flooded  with  a  fllm  of  oil  between  (ha  thai 
and    the    bearing    aurface,     making    adjustmenl    for 
wear  neceasary  only  at   long  int«rvala. 

To  grind  tha  TalToa  disronnrct  carburetor  inlet 
manifold  and  spark  plug  connaetlona  and  remove 
cylinder    heada. 


CHART  NO.  ant- -Packard  Engine,  From  View. 


S64 


PACKARD  SUPPLEMEiNT— GASOLINE  SYSTEM. 


I 


I 
I 


or*r.   taf* 


Gasoline  Systeni. 

G«ii«rkl  prlnciptt:  Tbe  tupply  of  gaaoliae  is  carried  in  (be  unk  At  the  rear  of  the  fr»m».  Tkc  cwt- 
Una  ia  ■appliftd  from  tbo  task  to  the  c&rbtir«ior  by  air  preisure  provided  by  an  air  pump  attneJled  t«  tke 
aafise  front  eod  cover  and  drivta  bj  the  forward  exteDsion   of    the    georrator   shaft. 

Th«  carburetor  ia  mounted  above  and  between  the  cylinder  blocki  and  receivea  the  beat  ffaacrauA  If  | 
tba  tnflne,  which  asftiiti  in  the  vaporisation  of  the  saeoline. 

Tbe  gaaollne  tank  i%  located  on  tbe  rear  of  tbe  frame.  The  capacity  of  the  tank  cm  all  m«Md«li  II 
twanty   fftlloDB.    including   about   a    threa-fallon   reserte, 

A  tbree-way  valva  located  on  tlit  top  of  tbe  guollne  tazUc  connects  wiib  outlet  pipaa  leading  lo  Mci 
al4a  of  the  tank.  Turning  tbe  valve  handle  to  tho  right  permits  the  gseolifte  to  be  complately  drfti&ed  tnm 
tke  right  side  ot  the  tank  and  vice  vena. 

Wben  ^aoline  bat  eeaied  to  flow,  turn  valve  handle  to  its  opposite  extreme  regardleaa  of  the  prtvisaa 

rva&ing  position  in  order  to  obtain  the  reserve  supply.  Turniog  tbe  handle  straight  up,  thtiia  off  th«  gasoIiMu 

Oaiitlon:      If  gasoline  tank  has  been  completely  drained    and    is    repleixished    with    leas    than    fi*«^|pano* 

supply,  turn  the  valve  handle  to  the  left,  which  is  the  side  of  the  tank  which  receives   the  first  ttirte  to  tvt 

gallons.      Otherwise,   the  gasoline  will  not  flow. 

Air  pressure  for  snpplylaf 
Hoe  to  tba  carbax«tor  u  t\ 
by    an    air    pump    attach«d 
crank    case    front    end    cover. 
driven  by  an  eccentric  mouatt^d  «a 
the   generator   abaft. 

The  air  is  drawn  from  outside 
the  crank  case  and  forced  and<r 
pressure  to  the  jgaaolioe  tank.  T« 
increase  tbe  preaaure,  ramove  tbt 
plug  at  lb*  top  of  the  piomp  ryl 
i&der  and  unscrew  the  amallcr  pisg 
at  its  base.  To  decrease  tbe  yre* 
sure,  the  small  plug  sbotild  W 
screwed  down. 

The  hand  or  mnxUl&rj  pump  tm 
tbe    Instrument    boar  •  i    s 

means  of  obti^ining  i.  res- 

sure   before   the    engi  nt-d, 

providing  the  gauge  &u  U*a  daili 
shows  that  there  ia  no  air  preaasn 
in    the   gasoline    tack. 

To  obtain  preaaure  hf  baa^i^ae 
s<:rew  the  handle  to  the  left.  W%flB 
plunger  ia  free,  oinerate  pttaf^  eft' 
til  pressure  shows  on  the  ginc^ 
Do  not  pump  hi|phrr  than  t|| 
pounds  pressure. 

If  ttto  gasoiiDe  fauce  deee  Ml 
respond  to  the  band  pi  imwmn 
pump,  it  is  probably  caused  by  tbe 
tank    outlet    vaWe    being    abet  •€. 

Caution:      When  through  epertt- 

tng  immp,   push    plunger   ia   and  b» 
sure  to  lock  it  in   pLaeo  by   acf 
ing  plunger  handle  to  tbe  rigbl. 

Tbe  plunger  leather  of  tbe  MBf 
occaBtonatly    wHb 


abofild    be    oiled 
neat'afoot    otL      Mineral     oila 
prove   the    operation    of    tbe 
only   temporarily    and    tend 
up  the  leather. 


m 

>d  ii-  I 

it  t&» ' 


A  gasoline  pressure  faiifte  ea 
instrument  board  is  oonneeled 
reetly  with  the  supply  hn^  at  t&s 
gasoline  strainer  bousiof^  The  f aag* 
indicator  should  show  front  3  ^  %« 
2  ^  pounds  pressure  wben  Ibe  as 
gins  is  running. 

If  the  pressure  f Mi<ei  taddflUs 
that  tbe  pump  la  not  ttHstntaftnlag 
the  proper  pressure  in  t&e  lli^ 
proceed   as  follows  r 

Inspect  gasoline  tank  filler  etfi 
seat  and  gasket  to  tnak«  cure  tbel 
they  are  in  good,  clean  cotidlliee 
aud  free  from  nicks. 

Be    sure    that    Ibo    •"  ..is 

lightly    sented.     If    t 
not    found    by    the    •. 
esksmina   all  cor,', 
pressure  snd   (j  ■ 
lo    make    fur«i 
teaks.     A   good 
leaks    In    the     n 
pressure    In    tli** 
the  line  carrftilly    v*,  a 

If  it  is  determined  that  all  ,  ,  - 
and  connections  are  abioTottjjr  alt 
tipht,  raise  tbo  air  pfesaurs  by  e#- 
j  listing  tbe  pump  as  4«ar<bH 
above. 


-   Is 
ue4 


aaap 


Fif.   1.    The  Piicttard  Carburcftor.     The  FueUter 
{fig,  2)    is  oot  Ritnrhed. 

Packard  Carburetor. 

Tho  primary  air  tntakv  elbow  (:io>  i!«  ut  tkie 
front  oiul  of  the  c»rburpior.  The  elbow  euiitain* 
n  *ibMitrr  {'2B)  wbich  is  DonnaHj  oprn  and  not 
in  iisp  wh<*n  rniininif.  TbiB  shutter  in  oi»«?rated  hy 
the  '  Vnrbufclor  contror*  on  the  instrument  board, 
whirK   atKo   operates   the  auxiliary  ntr  valve    (34). 

By  pulling  (he  contTol  all  the  way  out.  the  pri- 
mary air  intake  ia  completely  rioted,  allowing  • 
Very  rich  mixture  to  be  drawn  into  the  cylmder*. 
The  rontrol  should  be  f ufhed  in,  at  leait  part  way 
•i  to^n  as  the  engino  has  started  Itriag'. 

Tlu  muxmuj  air  valve  (31)  ia  in  a  housing  <42) 
forward  of  the  cnixinK  f^bamber  and  is  controlled 
by  the  teusioo  of  two  E,prin^§,  one  of  which  ia  with* 
in  the  other. 

At  low  engine  ipe«d  moflt  of  the  air  i«  admitted 
throug>h  the  primary  a»r  intake  (30)  around  the 
apraj    noitle. 

To  prevent  too  rich  a  jniztnre  at  a  greater  tlirot- 
Ue  op«niJ)«»  the  auxiliary  air  valve  (34)  i»  opened 
hy  the  incn^ase  in  vacutim.  adraittingr  the  right  f»ro- 
porliou  of  air  to  meet  all   conditions. 

Carburetor  Adjustment. 

Tliar«  la  only  one  cajrbaretor  adjustment  wUeli 
directly  affecta  the  mixture,  and  this  ia  the  ansEUlary 
air  valve  adjaatment.  Tbin  fidjustmcnt  is  mado  hy 
chAnieinir  the  tension  of  the  air  valve  Hprtnga  (86, 
S7).  This  ia  cbanfed  by  fitber  of  two  methoda. 
the  first  being  throuch  the  operation  of  cams  (C) 
mi  the  lower  ends  of  the  tprinss.  Raiaing  the  cam* 
incrottsei  the  pressure  of  the  spriiiB:*.  and  lowering 
the  catu  decre&sei  the  prelsure,  IncreAsiaj?  the 
Ifrcisure  pxoducea  a  richer  mixture  and  decreasing 
the  preaanre  makes  a  leaner  mixture. 

Tlieae  cams  are  controlled  and  operated  by  the 
ttr   'mlve   control  on   the   inilrnwient   hoard. 

The  large  oater  aprlni;  is  at  all  times  under  ten* 
•Ion.  but  the  smaller  inside  sprinic  is  not  normally 
'andtfr  pressure  until  (he  valve   openB   tip  a   little. 

The  other  adjuitment  of  the  springs  is  made  by 
ehautiiii^  the  position  of  the  nuts  on  the  item  of 
tli«»  Talv#«.  There  are  two  sets  of  nnta.  one  for 
each  tprint:,  utid  the>  atiow  individual  adjustment 
nf  the   iprin^*. 

Under  ordtjiary  conditions,  and  with  the  enfflne 
warm,  the  control  oa  the  instrument  board  *houtd 
he  «rt  at  the  No,  4  notch.  l*ulUoff  the  rod  out 
tnakrs  A  ntbt^r  mixture  »ud  pu.'ihing  it  io  makes  a 
IrHtit'T  mixture. 

Caution:      In    warm   weather^   or   if  the   en(rjii«   ia 

viMArrn.    ihti   mt"'    -      '^    ^o   rich    if   the  knob   is 

Ifulted   out    tl  ill    not.   iirnite  and   the 

fturplus    of    u  e    may    interfere    with 

the  prop«*r  lutu  •■  m  t"n   in    rjir.  cylinder  watlw. 

For  Idling,  »h^  ihrottTe  valve  is  held  very  slightly 

open    ti»  "     "    iimnunt    of    mixture   to 

go  to    1 1  engine   ra»*efl    or   stalls 

when    n  all   thc»   way,    the    stop 

Srr«'V»     ur'<  *!•     ;iil  lit  ■  '  in  iV 


t»age  (^54.  is  for  two  jujrponi?*  : 
float  chamber  to  prevent  a  vwi 
(3)  to  dram  turplua  gasoltue  li 
«^pray  no»«le  when  engine  i'\ 
down. 


piv«'    air    tn 


s 

d 

1 

^-} 

l^ 

ri 

li 

w^\ 

Sf 

J 

w    ^ 

i^^ 

JH 

1 

1  ^ 

MJb 

m 

|B 

1 

il 

ii^' 

\WM  i 

1 

H 

&2L' 

1 

Fig.  2.  The  later  Packard  torburetor  (B) 
it  the  same  a*  in  tig.  1,  exf*ept  the  Fueli«er 
IS  attached  io  intake  man i fold  and  a  fa«oline 
connection    (N)   it  provided  for  the  Fueliaer* 


The  Latest  Packard  Carburetor  is  Equipped 
With  a  Fnelizcr. 

With  the  use  of  the  present  day  gaiollne,  when 
flr«t  starting  and  until  engine  is  thoroughly  heated, 
rjiw  gasoline  passes  into  cyliudera  which  not  only 
product's  carbon,  but  thius  the  lubricating  oil  on  the 
i-ylinder  walla  and  passe*  to  crank  case  and  dilute* 
the    oib      The   engine   also    fre<|uentty    misses    when 

rliUL 

To  heat  the  mixture  and  provide  complete  com- 
bustion within  20  seconds  after  starting  ou  the  cold- 
est day,  the  Packard  Co^  have  developed  a  device 
to  heat  the  mixtttre.  called  a  Fueliter. 

The  FneUxer  coniiiKtM  of  a  «inall  supptementary 
ciirbureior  and  u  burning  chain  Iter  (S)  where  the 
gas  from  the  little  carburetor  \s  hnmcd  Thia 
cbun^ber  is  situated  in  the  intake  man k fold  (M). 
Wh^n  the  gas  enlerft,  it  iti  ignited  by  a  regulation 
fpMfk  plug  (P),  and  passes  inl*»  th"  fn-'sli  <  bj*ripe 
coing  from   the   carburetor   to   the  c^  '  njgh 

wall  D  to  0,     The  heat  of  the  burnt  .  the 

wei,  ppurly  carbureted  mixture  to  a  dr;  bich 

cnmbusta   with    full   eflQcieoey  wh«Q   U   lit   iguiled   by 
the  spark  in  the  cylinder. 

The  action  of  the  Fuellzer  Is  entirely  ftntomatlc, 
without  involving  a  lingle  moving  part.     vVhrn   ih^ 
(^ngine    is    f<tartmg    the    Fu»iIj.  ■■•     i-.    >>,    nil    ,,,,.^r.,  m,l„ 
nnd  the  beat   sitpplied   io  M 
I  be    throttle    U  opened,      Ti 

by  an  air  valve  simitar  in   oj, i.     ,,   ,,,,    ,»,,     ,»,.,. 

<tf  the  main   carburetor 

Through  a  small  Pyrex  glass  window  (W)  the 
operation  of  the  Fuellxor  may  be  seen.  A  ii«rfect 
nn>,;turo  jirin!noi««  n  ruirpk"  Ibime,  a  fairly  rirb  mix 
lure  3>roducek  n  b1ui«h>creen  ftaine.  and  an  ex- 
ceed ingly  rich  mixture  is  indicat«d  by  yetlow  streaks 
in  the  dame 

B  is  the  regtilar  oarbaretor  and  O  Is  the  gasoline 
pipe  cotmectton  to  it  from  gH^nlinr*  tank*  wbir'h  f;'r<!K 
the    carburetor    in    the   ufetiiil    mann^^r       K    > 
wbiob   l«  rouitected  with  float  •'hnnil.er  of  • 
from  which  gasoline  »*  drawn   fur  fneii^Mr  i 
nf    pi*t*iii 


iRT  NO*  34*3— Packard  Carburetor. 
'Mee  also  page  i&O   ^'auxiliary  Air  TilTe/' 


Packard  Fuelizer* 


«r    lir*aker.    i^ 
of    the    di«mi>ittor 

sion  eircutt  wlics 
breaker  poiaU  *r*  It 
cout»et.  Wbrn  t^e  polnU 
separate.  tti«  ii}«tftiiUa» 
out  clearioc  <>'  ^^*  ^'* 
tension  carreQt  (roim  Ui 
primary  vrindusg  of  t!»« 
coil,  ii>(laee«  «  hicta  %n- 
9 ion  curr^Dl  in  the  m*' 
ondsrjr  wuidiac*  «k^ 
■urrpafidt  |ll« 
windifif. 

ThU  high  tentioB  Cttf 
reDt  U  theu  conducted 
to  tlie  cylioder  cp«tt 
tduffi  through  ike  dlt 
(ributor   losd«. 

Tbo  br«&ker  «r  Mtr- 
nipt«r  moclLuiiEm  roA 
sistfl  of  »  9^ra^'*?  •■* 
of     breaker  ta 

each  low   t  ait 

Tlieto  are  '  r  • 

1 36)  mounted  on  (h«  tof 
of  a  T«rtical  thafi  vliiefc 
ta  drlTen  at  crmiik  ttaft 
«peed.  ThU  »u»«a  Mcb 
low  teasion  cireuil  U 
be  broken  thr^e  timea  ta 
each  r^votulioo  of 
crank    thaft. 

Arcing  acroaa  th»  ^eair 
lacl  pointa  when  tbf r  art 
separaiixi^  ia  mitiiiBitiA 
by  the  use  of  aepafal* 
cond^oa^rt  (16  and  II) 
for  each  a«t  of  braftkfr 
pointt.  lo4'ated  la  tkt 
rear  «id«  of  lb«  (ffolttlft 
timer  and  diairil 
houaiog^.  Indirectly 
condenaen  alao  a<>i 
nirtitify  the  hifb 
nion  corr«?nt  wa*e,  Rfr 
aiitaope  unita  <6)  la 
bnCh  low  leoiiion  cirfaita 
and  locAtad  on  eilker 
Bide  of  the  r-.tM.n.rtn 
ground  return 
on     the      limrr 

at^rvei    to    kw^p    i - 

teDtion  current   down  la 
the   proper   rate   of  fLtuw- 

Hlgli    Tension 
DlFtxibutoTS. 

bt<b  tfnt^oa 
h«ada      art 

r  each  cyUa 
der  black.  Tbea«  afa 
monnted  on  either  tid« 
of  the  tfiittioa  arparai«4 
housiag  and  are  opar 
ated  by  mtora  on  a  ent** 
shaft  drlren  froto  th» 
vertical  iltner  abaft  (ti* 
page  853). 

Firing  Order. 

The  flrinf  ordrr  li 
^acb  block  r«  1:  A:  %: 
6 ;  3 ;  5 ;  the  tmpnUvt 
alternatinf  betwrt-n  tib* 
two  bJocka.  Nuinh#ria| 
the  cylinders  in  auceee 
Eion,  bag^innln^  with 
number  one  at  lh#  frvat 
of  the  riirht  block.  U* 
flring  order  would  ht 
IR;  6L:  4R:  8L;  SH 
5L:  6R:  IL; 
5R:  SL:  tb« 
drnljcnatio;;  '' 
left  cylind* 
paife  195  f< 
ard  firtng   OT^ler  .n 

Interrupter  teTer  bl#t^ 
Interrupter  ram  nat« 
Interrupter  U^tr 
P-i-Brmfoiler. 


71 R:   «L; 

R    and   i 

»a4 


ELECTRIC  WIRING  DIAGRAM. 


857 


^Packard  Electric  System. 
4     ^ 


Packard    wiring   diagram.     8«*6   also    page    858. 

Battery  and  Generator. 

A  e  Tolt  atorage  battery  of  120  ampere  hour  ca- 
pacity auppliea  current  for  lights  and  ignition  when 
car  ia  running  at  low  apoeds.  Thp  poaitive  pole  is 
grounded.  Negative  terminal  connecta  with  atarter 
motor. 

Tlie  generator  char^oa  the  storage  battery  and 
Bttppliea  current  for   lights   at  higher   apeeds. 

GeiMrator  regulator  is  located  on  top  of  genera- 
tor. It  ia  provided  with  three  aplit  pins  which  fit 
into  the  three  terminal  tubes  on  top  of  the  gen- 
erator body.  Thia  regulator  box  containa  an  auto- 
matic "cut-out**  which  opena  the  circuit  between 
generator  and  battery  at  low  apeeda. 

The  generator  regulator  Iceepa  a  constant  elec- 
trical pressure  or  voltage,  ulightly  higher  than  the 
voltage  maintained  by  a  fully  charged  battery,  this 
preaaure   being   maintained    regardless   of   speed. 

The  voltage  being  constant,  the  current  gener- 
ated naturaUy  varies,  being  small  when  the  bat- 
tery ia  fully  charged  and  increasing  as  the  lights 
are  turned  on  or  the  battery  is  partially  discharged. 
The  diaconnect  awitch  should  be  reversed  every 
1,000  milea  in  order  to  keep  the  pointa  clean  on  the 
automatic  awitch. 

The  Bljnr  ayitem  Is  an  electrical  system  with  a 
polarity  rereriUig  switch.  In  this  system,  if  we 
assume  the  generator  to  be  at  rest,  then  the  re- 
versal of  the  polarity  reversing  switch  actually  re- 
veraea  the  battery  connectiona  at  the  point  where 
the  generator  charging  lines  leave  the  voltnge  regu- 
lator. When  the  generator  starts  to  revolve  it 
boilda  up  a  potential  in  the  same  direction  ttiat  it 
had  before  reversal.  At  the  instant  the  autoraatio 
switch  doses,  the* battery  voltage  predominates  and 
the  momentary  dincharge  reveraes  the  nhunt  field 
and  at  the  aame  time  the  hnttery  current  through 
the  armature  reveraea  it  so  that  the  iiolarity  of  the 
generator  ia  reversed.  As  the  connections  between 
the  battery  and  generator  have  been  reversed  through 
the  polarity  reversing  switch,  the  generator  charges 
the  battery  in  the  proper  direction. 

Electric  Starter. 

starting  motor  ia  the  Bijur  automatic  gear  shift 
principle  explained  on  pare  328.  and  illustrated  on 
page  8S8.  hote  By  wheel  drive  for  starting.  Starter 
nnteh  it  attached  to  top  of  crank  case.  Button 
protmdea  through  the  board.  It  is  operated  by 
f#«t.  One  terminal  ia  grounded.  Other  connects 
witk  battery,  but  by  a  terminal  on   starting  motor. 


Fuse  Board. 

All  lamp  circuits  and  horn  circuit  paaa  through 
the  fuae  board  on  the  front  aide  of  daah.  When 
lampa  or  horn  fails,  examine  fnaea.  If  fuae  ia  o.  k., 
then  look  for  loose  wires.  Fnaea  are  glaaa  tube 
type.  If  fuses  continually  blow  look  for  a  abort 
circuit   cauaing   it.  ^ 

Ammeter. 

The  ammeter  ia  1oca;ed  on  the  instrument  board. 
It  ia  connected  between  the  generator  and  battery 
through  the  awitch;  thua.  with  the  engine  idle,  the 
ammetei'  doea  not  indicate,  whether  the  lights  are 
on  or  off.  Should  it  register  to  the  left  of  lero 
with  the  engine  idle,  remove  the  diaconnect  plug 
from  the  regulator,  to  prevent  discharging  the  bat- 
tery. When  the  engine  is  running  the  ammeter 
regiaters  the  amount  of  charging  current  passing 
from  the  generator  to  the  atorage  battery  and  lights. 
If  ammeter  fails  to  register  when  engine- ia  running 
about  750  revolutions  or  over  20  miles  per  hour, 
look  for  loose  connections  or  broken  wires  between 
generator  and  battery,  also  see  that  generator  com- 
mutator is  clean  and  that  brushes  are  making  good 
contact  If  ammeter  ahows  a  high  current  con- 
tinnoiisly  of  25  or  80  amperes  it  indicates  a  heavy 
ground  or  short  circuit   in  wiring  or  battery. 

Disconnect  the  battery  to  prevent  discharging 
and  examine  wiring  for  short  circuits. 

Electric  Lighting. 

All  electric  light  appllancei  derive  current  through 
large  cable  leading  from  battery  to  starting  motor, 
the  other  end  of  both  lighting  system  and  battery 
^ires  being  grounded  to  complete  the  circuit. 

Lamps — see  page  434  for  voltage  and  candle 
power  of  bulbs.  The  Ediswan  base  with  single  con- 
tact, page  433. 

The  tail  and  license  lamp  ia  so  wired  that  it  can 
either  be  turned  on  by  a  awitch  on  the  control  board 
or  by  a  revolving  awitch  at  the  back  of  lamp. 

In  states  (as  Illinois)  requiring  the  tail  lamp  to 
be  turned  on  and  off  at  the  lamp,  the  connecting 
strap  (A)  on  the  fuae  board  ahould  be  connected 
to  the  terminal  (C).  In  thia  caae  the  circuit  ia 
controlled  by  the  body  light  fuse,  and  the  inatru- 
ment  board  light  by  the  tail  lamp  fuae. 

Auxiliary  headlighta  are  amaller  than  the  head- 
lighta.  They  are  placed  in  front,  to  be  used  in 
place  of  headlighta.  The  headlights  are  24  c.  p..  7 
7  volt  and  the  auxiliary  headlighta  are  S  c.  p..  7 
volt.  See  diagram  of  wiring.  They  are  aometimes 
called    dimmer   lighta. 


^For  location  of  parte  aee  illustrations  on  the  different   pages  of  Packard  Supplement. 


.4 
ivf 


06 


Oil  f©i«rvoir  on  mttmfol4'fr*»iii   Oil  cfjie^ttif  from   ^4  |?ump 
stmfi  ttfiirtogt         thrvti^h  oil  \mmp 


0*iltcU«i'  inUi»« 


fl 


Vllii«ipl«  of  lubrication  it  forcft  f«ed  uid  it  timi- 
lir  10  tkf  If  Item  detcrib<Ml  00  pag*  19d   (King). 

OU  pump  (ice  illQitratioa  below)  tt  of  tbo  goar 
type.  It  it  loctt^d  At  tha  lowest  point  of  the  oil 
pfto  aod  forces  oil  throngh  a  fe«d  pipe  to  mAin  oil 
dlitributor  msDifold.  which  ia  sttsched  to  the  crunk 
■bftft    bearing    capi.     See    illuBtration    aboTe* 

The  pump  ii  driven  bj  a  ipiral  geor  on  tbe  ean 
i^aft.  It  eea  be  remored  for  InipectioD  bj  remov* 
lag  note  holding  it« 

The  oil  relief  valve  is  coatalned  in  the  pomp  body. 


1  Oil   p\im\i   drivtii^   nup^Uer   aa^embly. 

3  Oil   pump   body  to  buee  i«rew.   long* 

5  Oil  pump  body. 

4  Oil  pomp  baie. 

6  Oil  patop  driren  impeller  asiombly. 
0  Oil  poinp  drivtn   impellt^r  abaft. 

7  Oil  pnmp  base  |<!ug, 

8  Reltrf   valve    spriug   adjaitiog   icrew. 


It  ia  eon  trolled  by  the  tenaion  of  a  coiled  aprlng 
wbich  ihonid  be  let  to  roaiatain  a  preasure  of  from 
30  to  25  pounda  with  the  engine  warm  and  mnning 
at  a  epeed  of  about  1.000  r.  p.  ra..  which  ie  equiva- 
lent to  a  car  epaed  of  approximately  tweoty-flve 
railee  per  hour,  and  with  a  minimum  preaeure  of  S 

Soonde  at  300  r.  p.  m.     The  inlet  to  the  relief  valve 
(  oonnoelod  with  the  pump   diacharge  paaiage,  and 
any  azcaaa  preasure  caueei  the  valve  to  open  and  al- 
towi  the  oil  to  return  to  the  inlet  tide  of  the  pump. 
To  ralao  tba  oU  prosaiiro,  removo  the  plug  from 
the   bottom   of  the  pump   honeini^;    looven   the  jamb 
nut   on    the   adjusting   stud    nnd    increase   the   spring 
teneion,     by     turning 
the    adjusting    screw 
clockwise      with      a 
screw     driver,     on  til 
the    proper    pressure 
it  obtained. 

To  lower  tlio  pros- 
snxfl,  the  spring  ten- 
sion should  bo  de- 
creased. Be  sure  jamb 
out  ia  screwed  up 
light  before  pTtig  it 
replaced. 

If  tho  oO  pressuTe 
drops  below  normal 
when  the  crank  caso 
oil  supply  Is  op  to 
the  proper  lovei  the 
cylindrical  strainer 
flhoDld  be  removed 
fram  the  crauk  caie 
and  clnaned.  It  thoold 
aUo  be  cleaned  when- 
erer  the  supply  of 
oil  in  the  crank  cat* 
is  changfd  This  can 
he  done  by  removing 
the  small  plate  from 
the  right  band  sid% 
of  the  crank  case 
lower  half,  bearing 
tho  Inseripiion.  **re- 
move  and  disconnect 
oil  manifold  before 
taking  off  lower  half 
of  crank  caao." 


AdjuEtiug  ecrt-w  lock  nut. 

Base    plug   gaaket. 

Relief  valve  ipring  cap  gasket. 

Relief  valve  spring  cap. 

Relief  valve  spring. 

Relief  valve. 

Body   ping. 


CHABT  KO.  SfNI— Packard  Engine  I«ubrlcatioii  System.    Oil  pomp  and  Belief  Valve. 


i. 


^ 


LocatAd  iQ  tlio  upper  t&nk  of  ibe  radlA- 

_  Or,  bypaMei  the  water  to  tbo  inlet  tide 

'of    the    pump    until     it    bat    reAchcd    the 

proper     temperature     to     pcrmU     efFicieot 

running  of   the  engine. 

A  by-pass  tabfi  connt'cte  the  thermo- 
Btit  houflUJS  with  tbe  inlet  iide  at  th«' 
witer  pump.  VeItm  cootrolIinK  the  en- 
trftnce  to  the  radiator  and  the  bjpata 
tube  are  carried  on  a  Ahaft  actuated  by 
tbe   actios    of   the   thermostat    aylphon. 

NonnaIl7  wben  tbe  vator  is  cold,  the  radiator 
talve  it  cloied  and  the  by-paaa  inlet  valve  ii  open, 
allowing  the  water  to  circulate  throuph  the  cyJiu- 
der  jacketa  and  back  to  the  pump  without  enterio^ 
the  radiator. 


t^otioaal  vi«^ 
of  iha  thif^ 
mottttie  water 

a  1 1  a  t 

•  '.  tj?Qi.    abov* 

>nf     the     wl- 

h^a    aa4    la* 

pipe     tt 

the  left 


An  tbe   water    bocomei   heated,    ^  iL>Q  «( 

the  aylpboti  cautet  the  radiator  iLi  opea. 

and  at  the  aanir  time  «loa«*a  ibe  hy  \  .r-,   si«j|r 

ioc  it  neceaamrT  for  all  water  to  ctrcuUt*  tbroigk 
the  radiator.  No  adjuatmeiil  to  tbo  Uismaalat^b 
iiflceeBar3r. 


CluteJi  and  TraiiismlssloiL 


Olttteh:  attached  to  the  fly  wheel  and  eoclosed 
Ib  a  bouaine  bolted  to  the  crank  case  casting  it  a 
milUfple  diac  clutcb.  It  conaUtt  of  two  aeriea  of 
dry  platea  which  art  alternately  connected  with  a 
casing  attached  to  the  fly-wheel  and  with  a  spider 
on  the  clutch  shaft.  The  caaing  or  driving  ptatea 
art  faced  with  apeclal  frictioo  material  which  con- 
taett  with  tbe  hardened  and  ground  steel  apider  or 
drivan  plates. 


The  ctulch  plates  are  held  in  contact  by  the  liai'> 
Dion  of  a  strong  coil  sprltig.  Pressure  upoa  tk«  Ml 
pedal  coaipreRsea  the  spring  and  allows  tbe  ^laiai 
to  separate  slightly  by  sliding  eadwisa  on  their  r«* 
apective  keys,  which  connect  the  driting  plalaa  ta 
the  drum  and  the  driven  plstra  to  the  apider, 

Traniinlasloii  is  the  eiuat  siidiog  gear  tjp«,  gl* 
ing  three  forward  and  one  reverie  ep«e<L  3eo  page 
49B  for  gear  shift  movetnenta. 


OHABT  NO,  SOT— Packard  Water  Clrcitlating  System. 

"See  psee  130  for  Cadillac  water  thermostat  and  pagea   1B7  and  Idl.  See  page  730 for  Oadillac  coodmelng 


DICTIONARY. 


861 


INSTRUCTION  No.  50. 
DICTIONARY— Meaning  of  Motoring  Terms. 

VoU: — If  the  Dictionary  doea  not  five  the  meaninf.  or  if  a  description  ii  deaired. 
the    subject. 


-see  index  for 


A 

AccnmnUtcra — A  set  of  secondary  cells — also 
called  storage  batteries. — containing  positive 
and  negative  platea.  and  filled  with  electrolyte. 

"Actual"  horsopower  is  the  amount  of  power 
that  would  be  available  if  there  was  none  ab- 
sorbed by  friction  within  the  engine  itself,  and 
the  total  energy  of  the  explosion  was  trans- 
mitted without  friction  or  other  losses  to  the 
•ngine   shaft. 

"AdTanced"  ipark  lerer — see  page  61. 

A.  Ik  A.  M. — Means  Associated  Licensed  Automo- 
bile Manufacturers.  Now  known  as  S.  A.  £. 
(Society    of   Automotive    Engineers). 

Altcmatlng  current — A  current  changing  ita  di- 
rection of  flow,  or  "alternating"  backwards 
and  forwards.     See  pages  439  and  266. 

Altrnilimm — Thia  metal,  the  chief  characteristic 
of  which  is  its  lightness,  is  not  generally  used 
in  iti  pure  state,  but  is  alloyed  with  a  small 
proportion  of  sine;  sometimes,  for  special  re- 
quirements, a  amall  quantity  of  copper  and 
manganeia   are  added. 

Amparo — ^The  practical  unit  denoting  the  quan- 
tity   of    electricity.     See    page    207. 


Cam  ihaft — The  shaft  running  through  the  engine 
which  has  the  cams  placed  upon  it  at  certain 
fixed    positions. 

Carbon — One  of  the  well-known  non-metallic  ele- 
menta.  It  ia  an  excellent  conductor  of  elec- 
tricity. As  applied  to  the  automobile  refers 
to  the  carbon  deposit  which  accumulates  in  the 
combustion  chamber  of  an  engine  (sea  page 
623).  In  a  hard  state  it  works  well  aa  a  con 
tact  medium  in  conjunction  with  copper  or 
brass,  it  is,  therefore,  largely  used  for  the 
brushes  of  the  magneto,  and  also  for  the 
brushes  of  car-lighting  dynamos.  Carbon  ia 
its  natural  form  of  graphite  is  used  as  a  lubri- 
cant for  gearing,  ft  is  generally  mixed  with 
grease,  and  is  supplied  ready  prepared  by  lu 
bricant   manufacturers. 

Oarbonlxe — The.  deposit  of  carbon  upon  the  points 
of  the  spark  plugs  and  the  various  internal 
portions  of  engine  cylinder  and  exhaust  pas- 
sages. 

Cell — An  electrical  cell,  ia  a  vessel  complete  with 
its  contents,  and  a  number  of  these  form  a 
battery,  or  a  set  of  storage  batteries.  Each 
cell  must  contain  positive  and  negatve  plates, 
and  some   form  of  electrolyte. 

Celluloid — A  compound  of  camphor  and  gun  cot 
ton.  Its  transparency  and  flexibility  are  its 
chief  characteristics.  Non-inflammable  cellu 
loid    is    now    made    for    windshields. 

Cbanilenr;  pronounced  "Sho-fur." — Derivation. 
French,  chauffeur,  to  beat.  A  chauffeur  is  a 
man  in  charge  of  a  furnace  or.  boiler  fire 
The  first  use  of  the  word  chauffeur  was  dur- 
ing the  revolution  of  1789.  when  bands 
of  brigands  heated  "chauffeur"  the  feet  of 
their  victima  in  order  to  make  them  reveal 
the  place  where  their  money  waa  hidden. 
The  "chauffeurs"  were  stamped  out  during  the 
Consular  period.  The  word  chauffeur  was  first 
applied  to  motor  car  drivers  under  the  popular 
supposition  that  they  had  to  tend  a  fire.  On 
the  French  railroads  the  chauffeur  is  the  fire 
man;  the  engine  driver  ia  the  mechanician. 

Chauffense— A    woman    chauffeur. 

Chassis;  pronounced  "chas-say." — Derivation. 
French;  a  frame  in  wood  or  metal;  the  frame 
work  of  a  wagon;  later  the  term  was  applied 
to  the  frame-work  of  a  locomotive;  then  to  the 
longitudinal  and  transverse  frame  members  of  a 
motor  car.  By  extension  It  also  designates  the 
whole  of  the  mechanical  portion  of  a  motor  car. 
More  correctly,  however,  the  word  chassis  should 
'•nly  apply  to  the  uiftal  framowork  receiving  the 
engine   gearset   and    controlling   mechanism. 

Change  gears — The  transmiflKion  oi*  system  of 
changing  the  gears  in   gear  box. 

Chamfer — A  small  channel  or  groove  cut  in  metal 
or  wood ;  corner  beveled  off. 

Check-valTe — A  stemless  valve;  one  which  permits 
the  passage  of  a  fluid  or  gas  in  one  direction 
only. 

Circuit — The  path  of  the  electrical  current;  the 
conducting    material,    or    wires. 

Circulating  pump — Pump  used  to  circulate  the 
cooling  water.     Operated  by  the  engine. 

Clutch — A  device  for  connecting  and  disconnect- 
ing the  engine  from  the  transmission — usually 
placed  in  or  on  the  inner  face  of  the  fly  wheel 
rim. 

Clutch  pedal — The  foot  pedal  which  connects  and 
disconnects  the  clutch. 

Coefficient — A  known  quantity.  That  which  co- 
operates with  another  variable  or  unknown 
quantity. 

Coil  and  battery  system  of  ignition — In  a  battery 
the  electricity  is  obtained  by  chemical  means 
instead  of  mechanical  means,  as  when  a  dynamo 
is  uKed.  The  coil  haa  nothing  to  do  with  the 
generation  of  the  electric  current,  ita  function 
being  to  "gear  up,"  intensify,  or  increase  the 
pressure  or  transform  the  low-voltage  primary 
current  into  a  high  voltage  aecondary  current 
to  enable  a  spark  to  be  produced  across  the  air 
gap   of   the   plug   points. 

Baa  paga  489  for  Storage  Battery  Words  and  Terma.     See  page  898  for  Engllsh-Frtncli  Dictionary. 
B^  rafaninff  to  index  definition  of  many  other  words  can  be  found.     See  page  907  for  Airplane  Qlossarv 


instrument   that    indicates    amperes 
or  rate  of  current  flow. 

Ampan-hoor  capacity  of  a  battery — is  a  terra 
used  to  expreaa  the  amount  of  current  that  can 
ba  gotten  out  of  a  battery  of  a  given  sise. 
An  actual  50  ampere-hour  accumulator  should 
be  capable  of  giving  1  ampere  for  50  hours, 
2  amperes  for  25  hours;  but  the  ratio  becomes 
disproportionate  as  a  higher  rate  of  current  is 
taken    from   the   cell. 

Annaallnf — Softening  of  iron.  By  placing  it  in  a 
fire  and  getting  it  red  hot  and  then  permitting 
it  to  cool  without  water  it  softens. 

Annnlar   ball  bearing — see   page   588. 

Aabaatoa — This  material  is  of  mineral  origin  (large 
quantities  come  from  Canada).  In  its  nstural 
aUte  it  ia  flbrous  snd  somewhst  brittle.  As 
it  resists  great  heat,  it  finds  considerable  ap- 
plication in  motor  work  for  engine  jointing  in 
the  form  of  packing  washers  (of  copper  sheet 
and  asbestos).  Asbestos  cord  is  used  for  cov- 
ering exhaust  pipes  where  these  pass  through 
woodwosk.  etc.  Worked  up  into  a  fabric  with 
brass  wire,  it  is  largely  used  for  brake-band 
linings  and  clutch  covering,  as  it  cannot  be 
burnt   out    by    excessive    friction. 

ATlatriz — Feminine    for    Aviator.     A    woman    who 
operates  a  flying  machine. 
B 

Ballast  resistor — see    page   347. 

Back-prassnre— Term  applied  to  restricted  exhaust 
discharge.  Unless  muffler  is  of  sufficient  size 
there  will  be  back  pressure,  and  the  exhaust 
will  not  be  discharged  as  rapidly  as  it  should. 

Basel — The  groove  in  which  the  glass  cover  of 
speedometer  or  clock   is  fitted,    (see  page  512.) 

Bora  and  stroke — see  page  81. 

B.  H.  P. — Brake  horsepower — Measurement  of 
horsepower  of  an  engine  of  actual  net  work  of 
the  engine  or  horsepower  delivered  st  the 
crank  shaft,      (see  pages  535   and   537.) 

British  Thermal  Unit,  or  B.  T.  U. — The  amount 
of  heat  required  to  raise  the  temperature  of  1 
lb.  of  water  1  degree  Fahr.  (at  its  maximum. 
density,  which  is  st  39.1  degrees  Fahr.)  This 
expression  ig  much  referred  to  in  the  study  of 
the  value  of  various  fuels  for  engines:  thus 
gasoline  ranges  about  19,000  to  20.000  B.  T.  U. 
per  lb.  A  pound  of  gasoline  of  58  s.  g.  is  ap- 
proximately 8  tenths  of  a  pint.  1  B.  T.  U.  is 
equivalent  to  778  foot  lbs.  of  work — see  also 
page  687. 

C 

Calorific  Talue— This  term  is  used  with  reference 
to  various  fuels,  such  as  gssoline.  ben  sol. 
paraffin,  etc.,  and  represents  the  effective  heat- 
ing power  per  lb.  in  terms  of  British  Thermal 
Unite.  One  lb.  of  gasoline  contains  about 
19.000  b.  t.  tt'a. 


DICTIONARY. 


863 


"Indieatod"  horaapower  or  I.  H.  P.  is  the  power 
deliTered  to  the  piston  inside  of  cylinder  and 
can  be  measured  by  taking  an  indicator  dia- 
gram which  shows  the  pressure  of  the  explosion 
in  pounds  per  square  inch.  From  this  the  mean 
effective  pressure  durinc  the  stroke  can  be 
calculated.      See    page    536. 

Induced  current — The  momentary  current  set  up 
in  a  circuit,  by  the  the  proximity,  of  wires  eon« 
Teying  the  primary  current,  but  not  connected 
with  those  wires. 

Induction — An  influence  exerted  by  an  electrical 
charged  body,  or  by  a  magnetic  field  or  neigh- 
boring bodies  without  apparent  communication 
or  connection. 

Induction  coil — A  step-up  transformer.  An  ap- 
paratus through  which  the  primary  current  is 
made  to  pass  close  to  the  secondary  wires,  thus 
setting  up  the  induced,  or  high  tension  cur- 
rent,   (see  page   221.) 

Inductor — See  pages  256  and  265. 

Intenaify — To  increase,  to  render  more  intense — 
to  intensify  the  voltage  (pressure)  means  to 
increase   the   voltage. 

Inlet  Talve  cage — A  housing  used  over  an  inlet 
valve,    (see  figs.  2   and  3,  page  00.) 

Inspiration — Means  the  same  as  "suction**  or 
"intake"  as,  suction  stroke,  intake  stroke,  or 
inspiration  stroke. 

insulation — The  protection  of  wires,  or  leads,  by 
some  suitable  material  which  is  a  non-conductor 
of  electricity. 

Insulator. — A  material  through  which  electricity 
cannot  fiow.  for  instance,  porcelain,  mica,  India 
rubber,  fibre,  vulcanite,  glass,  celluloid,  paraf- 
fin-wax, silk,  shellac,  steatite,  slate,  etc. 

**Int." — When  found  stamped  on  a  coil  or  ter- 
minal, means  interrupter  connection. 

Inte^al — The  whole  made  up  of  parts. 

Intensity  coil — See   "Induction  Coil.*' 

Intarmediate  gear — Combination  of  geara  inter- 
mediate in  power  and  speed,  between  the  low 
gear  and  the  high  gear. 

IntMmittont — Applied  to  a  cam  on  the  engine, 
meaning  that  the  motion  is  not  steady  but  at 
intervals. 

Cntamal  combustion  engine — Sea  page   53. 
J-K. 

Jump  spark — A  spark  which  jumps  from  one 
terminal  of  the  secondary  coil  to  the  other,  (see 
induction  coil.) 

Jump  spark  coil — Another  name  for  induction  coil, 
spark  coil  or  high  tension  coil. 

Jump  spark  plug — See  page  235. 

Kilomater — lOOO  meters  or   %    of  a  mile. 

Kilo-watt — 1000    watts    or    IV6    horsepower. 
L 

Laminata — Built  up  of  thin  plates  of  metal,  as 
shims  or  a  "laminated  core  in  magneto  arma- 
ture."   (see  fig.  6,  page  258.) 

Lapping: — A  term  applied  to  the  operation  of  grind- 
ing in  or  fitting  rings,   pistons,   etc. 

Llmonsina;  plural  limousines — Derivation,  French. 
A  motor  car  body  with  a  permanent  top  pro- 
jecting over  the  driver  and  having  a  protecting 
front.  The  name  was  originally  applied  to  a 
cloak  worn  by  the  inhabitants  of  Limousine,  an 
old  province  of  central  France.  It  was  later 
axtanded  to  the  covering  of  a  carriage,  and  then 
to  one  type  of  enclosed  motor  car  body.  At 
preaent,  the  term  often  is  applied  to  a  complete 
car  having  a  limousine  body,   (see  page  16.) 

Ltnas  of  forca— Imaginary  lines,  in  the  direction 
of  which  it  is  assumed  that  the  lines  of  magne- 
tic attraction  and  repulsion  pass  or  act.  (see 
paga  267.) 

Liaara— lietal  plates,  usually  very  thin,  placed 
betwen  two  halves  of  a  bearing  so  that  by  tak- 
ing out  a  liner  the  bearing  can  be  tightened. 

LlTO  axla— See  page  31. 

Law  spoad — The  ratio  of  gearing  in  a  transmission 
for  running  rear  axle  at  the  lowest  speed. 


Macnato— A  device  operated  mechanically  and 
driven  direct  from  toe  engine  and  which  gen- 
eratea  electric  current  but  "alternating"  in- 
stead of  "direct**  There  are  two  forms;  the 
low  tension  and  the  high  tension. 

*'llaka  and  tosak"  Ignttion — Low  tension  system. 
No  spark  plug  used. 


Manganasa  bronsa. — Composed  of  copper,  sine  and 
manganese.  It  makes  very  atrong  and  tough 
caatings.  Forged  front  axles  of  thia  alloy  are 
used  on  some  American  cars. 

Mechanical  elTiclancy  is  the  ratio  between  the 
indicated  h.  p.  and  the  h.  p.  avftilable  for  use- 
ful work  at  the  engine  abaft. 

ICochanidan — A  racing  driver*  a  helper.  Alao  aee 
page  694. 

Mechanical  equiTalent  of  boat. — This  is  repre- 
sented by  the  number  778,  which  is  the  num- 
ber of  foot  pounds  of  work  equivalent  to  one 
British  thermal  unit. 

Mechanical  yralYt — Applied  to  either  the  exhauat 
or  inlet  valves  when  operated  by  a  cam  or  me- 
chanical 'means.  The  exhauat  valva  ia  always 
mechanically  operated,  whereas  the  intake  is 
sometimes  opened  automatically  by  the  auction 
of  the  piston. 

Mesh — Usually  applied  to  the  meahing  of  the 
teeth  of  two  gears;  for  instance,  the  teeth  of  the 
large  half  time  gear,  in  fig.  8,  page  86,  (G2), 
meshes  with  drive  gear    (Gl)    on  crank  shaft. 

M.  E.  P. — See  page  535. 

Misfiring — Term  applied  to  missing  of  one  of  the 
spark  plugs. 

Mono-block  cylinders — ^Another  name  for  en-bloo 
or  all  in  one  casting. 

Motor — The  engine  or  motive  power.  Technically 
it  refers  to  an  electric  motor  and  should  never 
be  used  when  referring  to  the  engine. 

H 

Negative  pole — BCinns  sign — The  point  to  which 
the  current  returns  after  paaaing  through  the 
circuit.     Designated   thus:    ( — ) 

NickeL — Used  in  the  form  of  an  alloy  with  steel, 
viz.,  nickel-steel.  For  exhauat  valve  a  high 
perecentage  (20  to  25%)  nickel  steel  is  the 
most  suitable  material,  aa  it  effectively  reaiats 
the  intense  heat  and  oxidising  action  of  the  ex- 
haust gases.  Nickel  is  now  the  standard  ma- 
terial  for  spark  plug  electrodes. 


0 — A  small  (*)  placed  along  aide  of  a  figure  ex- 
presses  degrees,  see  page  98  for  meaning  of 
degreea. 

Ohm — ^A  unit  of  electrical  measurement  of  resis- 
tance. The  resistance  an  electric  current  meets 
in  flowing  through  a  conductor,  is  measured 
in  ohms,   (see  page  207.) 

Oscillata — A  pendulum  like  movement,  see  con- 
necting   rod,    page    645. 

Otto,  or  four  stroke  "cycle/*  is  an  expression 
often  used  in  connection  with  gasoline  engines. 
It  means  that  the  power  ia  developed  during  a 
complete  cycle  or  four  atrokea,  the  principle  nrat 
adopted  in  the  Otto  gas  engine.  The  complete 
cycle  comprises  four  distinct  operationa,  one  oc- 
curring at  each  half  revolution  of  every  stroke  of 
the  piston:  thus  (1)  suction  stroke,  (2)  com- 
Itression  stroke,  (8)  impulse  or  firing  stroka 
and    (4)   exhausting  stroke. 


Parabolic — Pertaining  to,  or  formed  like  a  para- 
bola.    One   of  the  conic  sections. 

Periphery — That  part*  of  a  wheel  or  diak  farther- 
est   from   its   center.      The   circumference. 

Pet  cock — (also  called  relief  cock  and  compres- 
sion cock) — A  small  valve  usually  placed  in 
head  of  cylinder  or  on  carburetor. 

Petrol — Gasoline. 

Phosphor-bronze — An  alloy  mainly  consisting  of 
copper  and  small  proportions  of  tin,  lead  and 
phosphorus,  the  proportion  of  the  latter  being 
very  small.  It  is  a  very  tough,  hard-wearing 
alloy.     Largely  uaed  for  engine  bearings. 

Pinions — Gears  that  have  the  teeth  cut  right  in 
the  hub. 

Platinum. — This  very  expensive  metal  (price  rang- 
ing from  f80  to  f40  per  os..  according  ta 
the  market)  ia  used  for  the  contacta  of  the 
magneto.  It  ia  practically  infusible  (it  has 
a  very  high  melting  point)  and  non-corrodibla, 
and  thua  effectively  reaists  the  burning  and 
oxidising  action  of  the  electric  apark.  It  is 
also  used  for  the  "leading  in**  wires  of  the 
electric  bulbs  used  for  car  lighting,  as  its  ratio 
of  expansion  (due  to  heat)  is  the  same  as 
glass.  Sparking  plug  electrodea  ara,  in  a  few 
instaneea,  alao  made  of  it.  Tungaten  now  ex- 
tensively used   instead. 


864 


DICTIONABY. 


Porcalalii-^The  iniuUting  material  of  th«  ipark 
plug. 

Poppet  TftlTO — The  word  poppet  probably  it  a 
corruption  of  the  name  puppet  applied  to  thia 
type  in  England,  on  account  of  itc  reaemblanee 
to  the  popping  up  and  down  of  the  puppeta  in 
the  old  time  Punch  and  Judy  ahowa.  (tee  Ag. 
1.  page  88.) 

PosltlTe  pole. — Ueually  indicated  with  a  plui  aign 
(  +  )  meant  the  positive  terminal,  or  wire  from 
which  the  current  itarts  in  an  accumulator  or 
dynamo.  The  carbon  terminal  of  a  primary  or 
dry  battery  it  poiitive. 

Port-^'-Openings  in  the  cylinder  for  exhaust,  inlet, 
water,  or  Talves. 

Pre-Ignitlon — Ignition  occurring  earlier  than  in- 
tended. 

Primary  battery — A  series  of  either  wet  or  dr) 
cells  depending  upon  chemicals  for  the  genera- 
tion of  electricity,  without  charging  from  a  dy- 
namo or  other  battery. 

Primary  wires — The  wires,  or  leads,  conducting 
the  primary,  or  low  tension,  current  to  the  place, 
or   places,    where   it   is   required   for   use. 

Propeller  shaft — The  drive  shaft  from  transmis- 
sion  to   rear  axle,      (see  page   50.) 


Quadrant — Usually  applied  to  the  quarter  circle 
on  which  the  spark  lever  and  throttle  lever  is 
attached   on   the   steering  wheel. 


Beeiprocatlng — A  back  and  forth  movement  ap- 
plied to  the  action  of  the  pistons  in  the  engine. 

Bectifler — An  electrical  device  for  changing  alter- 
nating,  into  direct  current. 

Resistor — (ballast) — (see    fig.    3.    page    348.) 

Retard — A  decrease  in  the  speed  of.  Usually  ap- 
plied to  "retarding  the  spark,"  meaning  to  set 
the  timer  back  so  that  the  ignition  will  be  later 
or  slower. 

Rotary — Revolving  motion;  opposite  of  recipro- 
cating motion. 

Rotary  valve — See  page  138. 

R.   P.  M. — Revolutions   per  minute. 

Rubber. — For  tire  construction  rubber  supplies 
come  from  various  parts  of  the  world.  Amongst 
the  finest  grades  is  the  well-known  "Para"  or 
Brazil  rubber.  South  America  rubber,  gener- 
ally is  considered  very  good,  but  excellent  sup- 
plies now  come  from  Borneo,  India,  Ceylon, 
Federated  Malay  States,  and,  in  fact,  many  other 
tropical  lands.  Pure  rubber  lacks  certain  im- 
portant physical  characteristics  indispensable 
for  tires,  such  as  stability  under  change  of  tem- 
perature. Pure  rubber  beromes  soft  under  the 
influence  of  heat,  and  hard  and  brittle  when 
subjected  to  col«l.  Tlie  process  of  vulcanization 
renders  the  rubber  proof  against  heat  and 
cold,  and  also  renders  it  tou^h  and  resilient, 
so  as  to  possess  "life"  and  vibration  absorbing 
properties. 

S 

Scored — Marred  by  ridges  or  grooves.  Usually 
referred  to  in  connection  with  cylinders,  (see 
page  653.) 

Seats — That  part  of  chamber  upon  which  the  valve 
rests.      AjTplied   to   tlie   valve   in   engine. 

Secondary  battery — A   storage  battery. 

Secondary  coll — The  winding  in  which  the  high 
tension  current  is  genenite<l.  which  is  quite 
distinct   from    the    primary    current. 

Short  circuiting — Providing  a  shorter  patli;  plac- 
ing a  wire  or  other  condurtor.  from  positive 
to  negative  side.    (s<e  page  412.) 

Shunt — To  turn  aside  or  branch  off.  (see  pages 
332   and   414.) 

Silencer — See    MufTler. 

Sleeve  valve — See  page  131). 

Spark — The  siiark  which  passes  between  t)ie  points 
of  the  spark   plug. 

Spark  coil — A  coil  through  which  electric  current 
ia  passed  and  intensified,   (see  fig.  1.  page  220.) 

Spark  control  lever — The  lever  on  the  steering 
column  (usually  the  short  one)  attached  to  the 
timer,    (tee  page  152.) 

||MSk  gmp-^A  safety  device  on  a  magneto  to  pre- 
vent the  armature  windings  being  strained  or 
■hart  cirenited  owing  to  a  faulty  spark  plug  or 
wiriag  circuit,  alio  applies  to  gap  between 
poteta  of  spark  plug. 


Starting  crank — A  crank  for  starting  the  engiBe. 

Starting  plog — A  small  braas  ping  which  Ats  iote 
an  opening  on  the  dashboard  mnd  cloaes  the 
circuit.     When  removed,  the  circuit  is  brokea. 

Streamline  body — See  page  760. 

Stroke— Usually  referred  to  as  the  atroke  of  an 
engine,  meaning  the  length  of  the  np  and  down 
motion  of  a  piston. 

Stroke  of  engine— See  Bore  (and  pages  543  te 
546.) 

Stnds — Bolts,  with  threads  cut  on  both  ends, 
screwed  into  engine  cylinders  to  fasten  then 
to  base,  also  used  to  faaten  down  cylinder 
heads,    (aee  fig.   1,   page  701.) 

Symbols — See  pages   541,  and   856. 

Synchronisation — To  time  two  or  more  aparki  to 
occur  exactly  at  the  same  instant  or  at  a  similar 
period  in  a  given  cycle  of  operation,   (page  232.) 
T 

Tappet — A  push  rod  connected  between  the  cam 
and  valve,  (see  flg.  2.  page  92.)  Alao  termed 
a  plunger. 

Throw — Usually  referred  to  as  the  crank,  or  the 
part  where  the  big  end  of  the  connecting  rod 
attaches  to  crank  shaft. 

Thermal  efficiency  of  an  engine — See  page  5ST 

Tonnean;  plural,  Tonneanx — Derivation,  French 
word  meaning  a  barrel;  a  wooden  vessel  formed 
of  staves  and  hoops  and  made  to  contain  a  ton- 
neau  (1.000  kilogrammes)  of  oil.  Later,  a 
horsedrawn  carriage,  known  in  England  as  a 
governess  car,  having  a  rear  entrance  A  sim- 
ilar type  of  body  was  flrat  applied  to  a  motor 
car  by  M.  Huillier,  of  Paris,  and  by  reason  of 
its  resemblance  to  a  barrel  and  to  the  horse- 
drawn  tonncao  already  existing,  was  known  as  a 
tonneau. 

Torque — The  word  torque  is  a  definite  one  and 
means  the  same  whether  referred  to  automobiles 
or  any  other  piece  of  mechaniam.  and  refers  to 
the  twisting  or  wrenching  effect  produced  bj 
the   engine  or   motor      See   also   page   535. 

Touche^The  small  plug  used  in  the  switch  to 
complete  the  electrical  circuit  when  required 
(French.) 

Transformer — Another  name  for  a  high  tension 
coil.  An  electrical  device  for  transforminr 
the  current  from  a  low  tension  to  a  high 
tension.  An  induction  or  secondary  or  higb 
tension,  double  wound,  coil. 

Trembler — The  small  vibrating  spring  used  for 
making  and  breaking  the  primary  circuit  of  a 
coil,     (see  page  220.) 

Tube  Ignition — A  small  tube,  usually  of  platinum 
— having  its  outer  end  closed — is  screwed  into 
the  combustion  chamber.  This  tube  is  so  placed 
that  the  fiarae  of  a  blow-lamp,  generally  sup- 
plied from  a  separate  and  small  tank  of  gaso- 
line, acts  upon  it  and  causes  it  to  become  in- 
candescent. Old  method  of  ignition  now  out 
of  date. 

Tuning  an  engine — Extreme  care  and  special  ad 
justraent — as   tuning   up   a   car   for  a   race.   etc. 

Two-to-one  gear — The  gearing — usually  consisting 
of  two-gear  wheels,  one  having  exactly  double 
as  many  teeth  as  the  other,  also  called  "timing 
gears"    and    "halftime-gears." 

V 

Valve-lifter — An  additional  lever  by  means  of 
which  the  exhaust  valve  may  be  raised  and  kept 
out  of  action,  thereby  reducing  the  compression 
and  preventing  the  creation  of  a  vacuum  with- 
in the  cylinder,  so  causing  the  inlet  vaWe  to 
remain 'closed.  Used  extensively  on  aero  and 
stationary  gasoline  engines.  This  term  also  ap 
plies  to  a  "valve  spring  lifter."  (see  page  633.) 

VaporijEor — An  early  form  of  carburetor  valve.  See 
page  141.  fig.  1.  The  vaporiser  is  also  a  means 
of    heating    the    fuel. 

Venturl — Applies  to  the  mixing  chamber  of  a  car 
buretor:  Venturi  shaped — (see  page  152.  figs. 
2   and   3.) 

Viscosity — The  adhesive  or  glutinous  characteristic 
of  oils  used  for  lubrication. 


Watt — The  unit  of  electrical  power  obtained  bj 
multiplying  volts  by  amperes,  (see  page  207.) 

Wet-Oell — A   battery    using  a   liquid   aoletion. 

White  metal  or  anti -friction  metal — An  easily 
fusible  alloy  of  lead,  antimony,  and  tin  used 
for  "lining"  re-metalling  beariugs. 


VALVE  AND  CAM  SIDE  OP  4  CY; 
Draw  in  the  other  side  first — then  the  parts  on  this,  the  valve  side  of  engine. 

Valves — draw  in  the  valve  head  in  its  seat  or  slightly  raised  where  necessary,  tab 
116),    Firing  order  we  will  say  is  1,  2,  4,  3. 

Valve  springs  are  next^  then  valve  spring  retainers. 

Gam  gears  should  now  be  drawn,  then  cam  shaft  with  its  eight  cams.    Place  eami 
stroke,  *No,  2  just  starting  up  on  compression,  No.  3  just  starting  up  on  exhaustl 


rDER  ENGINE— Draw  m  the  Parts 


it  for  panted  that  No.  1  piston  is  just  Btarting  down  on  power  stroke  (see  page 


in  position,  as  near  as  possible  as  if  No.  1  piston 
ad  No,  4  just  starting  down  on  suction  stroke. 


was  just  starting  down  on  power 

Valve  guides  are  drawn  next, 
then  valve  plungers;  on  the 
upper  part  of  valve  plungen 
place  adjustment  nuts. 

Lubrication  system  of  the 
forced  feed  principle  can  now 
be  outlined— the  oil  pump  be- 
ing operated  from  the  cam 
shaft.  Show  arrows  pointing  in 
direction  of  flow  of  oil. 

Ignition — a  magneto  of  the  high 
tension  type*  can  be  installed 
or  a  battery  and  coil  system. 

If  battery  and  coil  system,  place 

the  ignition  unit  (as  per  page 
342)  on  the  generator  and  place 
generator  on  the  bracket  (MQ), 
Chains  usually  nin  the  genera- 
tor— ^but  in  this  case  we  will 
use  gears. 

Connect    up    the    wires    from 

timer  to  battery  (place  a  bat- 
tery  below  some  where),  con- 
nect cables  from  distributor  to 
spark  plugs  for  a  firing  order 
of  1,  2,  4,  3. 

Starting  motor — place  a  start- 
ing motor  using  a  Bendix  drive 
(see  page  342 — and  explanation 
pages  326-331)  on  the  bracket 
(8) — connect  this  starter  with 
battery  and  switch. 

*S««  itlttttfftlioot,    p»cet  810  «ad  Si 


I^^O!( 


ELECTRIC  SYSTEM  FOR  ENCLOSED  CARS. 

Tlie  r.  A,  Stftxting  and  lAghting  System  m 

Infitalled  on  Ford  Sedans  and  Coupe«. 


864. 


Id  Location. 

Iterator  system  Is  a  two- 
is  of  the  following  parts: 
lombination  awitch,  fusei 
Iter,  atartio^  motor,  ator* 
eA<ilampa  with  headlight 
bulbs.  The  combination 
nd    priming    button    aro 

rtlng  Motor. 

is  mounted  on  the  left- 
tgine  and  bolted  to  the 
^hen  in  operation  the 
flix  drive  abaft  engages 
;he  flTwheel,  which  is  a 
I  cut  in  it  and  bolted  to 
in  place  by  the  brass 
the   magnets — see   flg.    6^ 

rtlng  Engine* 
lie  levers  should  be  placed 
on  tbe  quadrsnt  as  when 
imd  the  Ignition  switch 

from  either  battery  or 
ped  for  ignitioiu  When 
f  the  engine  is  cold,  the 
lid  be  turned  to  "bat- 
ihe  engine  is  warmed  np, 

'* magneto.**  The  mag- 
I  furnish  ignition  for  the 
better  reaolta  will  be  ob- 
In  thia  way.  Bpeeial  aV 
I  to  the  position  of  the 
bo  advanced  spark  will 
king  which  in  turn  will 
laft  in  tbtj  atarter. 

I  oirerated  by  a  push  but- 
lated  in  the  floor  of  the 
m.  With  the  epark  and 
I  proper  poaition^  and  ig- 
i  on^  preas  on  the  push 
it.  This  closes  the  eir- 
lery  and  starting  motor, 
f  the  Bendiz  drive  shaft 
teth  on  the  flywheel,  thua 
Ik  shaft. 

K>ld  It  may  be  necessary 
ling  out  the  carburetor 
is  located  on  the  instru- 
ir  to  avoid  flooding  the 
rich  mixture  of  gaa,  the 
only  be  held  out  for  a 
a. 

falls  To  Start. 
)T  IS  turning  the  cra&k 
ngtno  falls  to  8tart»  the 
Itarting  system.  In  this 
ton  at  once  so  as  not  to 
p  the  battery,  and  in- 
snd  ignition  system  to 
e. 

f  Motor  rsns. 
<  falls  to  act,  after  pn^- 
inspect  the  terminal  on 
be  two  terminals  on  the 
l»  terminals  on  starting 
Ul  of  the  connections  are 
he  wiring  for  a  break  in 
ffouJd  cause  a  short-eir* 
md  connections  are  o.  k. 


and  the  starting  motor  fails  to  act,  teat  the 
battery  with  a  hydrometer.  If  the  hydrome* 
ter  reading  ia  lesa  than  1.225  the  trouble  is 
no  doubt  due  to  a  weak  or  discharged  battery* 

Operation  of  Oenerator. 

The  generator  la  mounted  on  the  right-hand 
side  of  the  engine  and  bolted  to  the  cylinder 
front  end  cover.  It  is  operated  by  the  pin- 
ion on  the  armature  shaft  engaging  with  the 
large  time  gear   (spiral  gear). 

The  charging  rate  of  generator  it  let  so  as  t# 

cut  in  at  engine  speeds  corresponding  to  10 
miles  par  hour  in  high  speed  and  reaches  a 
maximum  charging  rate  at  20  miles  per  hour. 
At  higher  speeds  the  charge  will  taper  off^ 
which  is  a  settled  ebaracteristie  of  battery 
charging. 

Thia  operation  of  cutting  in  and  cutting  out 
at  suitable  speeds  is  accomplished  by  the  cnt- 
ont.  This  cut-out  is  aet  properly  at  the  fao- 
tory  and  should  not  be  tampered  vritb. 

Oiling. 
The  starting  motor  is  lubricated  by  the  Ford 
splash  system,  the  same  as  the  engine  and 
tranamiasion.  The  generator  is  lubricated  by 
a  splash  of  oil  from  the  time  gears.  In  addi- 
tion an  oil  cup  is  located  at  the  end  of  the 
generator  housing  and  a  few  drops  of  oil 
should  be  applied  occasionally. 

When  Tampering  with  the  Ignition  System. 
The  introduction  of  a  battery  current  Into  the 
magneto*  will  discharge  the  magnets  and  whea^ 
ever  repairing  the  ignition  system  or  tamper- 
ing with  the  wiring  In  any  way,  do  not  fall 
to  disconnect  the  poaltlv^e  wire  ftom  the  bat* 
tery.  The  end  of  thia  wire  ahould  be  wound 
with  tape  to  prevent  ita  coming  in  eontaot 
with  the  iguiton  system  or  metal  parts. 

An  Ampere  Meter 
is  located  on  the  instrument  board  or  eowl 
and  reading  is  200-20  whieh  meant^  0  or 
sero  is  in  the  center  and  20  to  the  left  or 
"discharge*'  side  and  20  to  the  right  or 
"charge"  aide,  (see  page  410  for  explana- 
tion.) The  needle  is  on  the  "eharge"  etdep 
when  the  generator  is  charging  the  battery 
and  "  discharge ''  side^  when  the  lights  are 
burring  and  the  engine  not  running  above 
10  milea  per  hour. 

At  an  engine  speed  of  15  miles  per  hour  or 
more  the  meter  ahould  ahow  a  reading  of 
10  to  12  amperes  even  with  lights  burning. 

If  the  engine  is  nmnlng  abOTO  15  miles  per 
hour  and  the  meter  needle  does  not  go  to  the 
"charge'*  side,  first  inspect  the  terminal 
posts  on  the  meter,  making  aure  that  the  eon- 
nectiona  are  tight^  then  disconnect  the  wire 
from  the  terminal  on  generator,  and  witk 
the  engine  running  at  a  moderate  apeed,  take 
a  pair  of  pliers  or  a  serew-driver  and  abort* 
circuit  the  terminal  stud  on  the  generator  ie 
the  generator  housing.  If  the  generator  ia 
0.  k.f  a  good  live  spark  will  be  noted.  (Do 
not  run  the  engine  any  longer  than  is  nee* 
essary  with  the  terminal  wire  disc  on  nee  ted.) 
Next  inspect  wiring  from  generator  through 
the  meter,  to  battery  for  a  break  in  the  in- 
sulation 'that  would  result  in  a  short-circuit* 


phown   on   ipftirK 
57  7  fur  Li  3lgt. 
anlcal 


how  spHnr  »»  connected 


864B 


FORD  ELECTRIC  SYSTEM  OF  ENCLOSED  CABS. 


Adj  of 

Speed  

GENBRATOB 

Flf.  1 — Top  view   of  Ford   power  plant. 


T«nBioal 


KlL'      AnMluTB         DriT« 


Shaft  ^  ,      ^^'^ 
PiBion 


BENDIX  >•( 

» A. «T«>^  »/«./«.  ASSKIIBLY      Scmr 

8TARTIR0  MOTOB 

Fig.  2 — Hurting  motor  with  Bendiz  drite  parti  removed  from 
armature  ihaft. 


K{aM>ut  ActioiL 
When  •ngine  U  starUd  and  xandsg  il 
current  flow  from  generator  beglna  to  raiU 
magnetie  strength  in  iron  core  <B>,  throagh 
wire  winding  (A).  Note  connactiom  ta  Sat 
is  open  at  (u). 

Whan  car  apaad  raaehaa  10  a-y^k.  aa  1 
gear,  generator  current  ia  than  atrong  aac 
for  (A)  to  magnetise  (B).  and  blada  (0; 
drawn  to  (B),  which  cloaaa  contact  pofnta  i 
Generator  ▼oitage  is  then  6.8  Tolta,  ar  aUf 
more  than  batterj  (batter/  ia  6  ▼olta).  t1 
fore  generator  duurgaa  Dattacr  with  on 
passing  through  the  caarao  wire  winding  i 
through  ammeter  to  battery.  Oanarator  ear 
is  now  passing  through  (L)  Jb  (A)  In  I 
dlractton. 

Whan  angina  dowa  down  laaa  thaa  It  m 
generator  yoltage  is  then  laaa  than  tha  bal 
voltage,  therefore  battery  eorrani  baglna  ta  i 
or  dudiarga  in  oppoaita  direction  (aaa  aat 
arrows),  through  winding  (L),  and  thia  ia 
it  is  called  a  ^'roTersa  corrasit"  ant-aatb  \ 
action  oppoaaa  generator  current  paaalag  thn 
(A),  which  is  weak,  with  roamlt  that  cava 
loses  its  magnetism,  or  ia  damagnotiaad  aai 
leases  blade  (0).  through  tonaion  of  apriag  ( 
thus  opening  circuit  betwean  generator  aat  1 
tery.  This  action  is  ropeatod  orar  and  ova 
engine  speeds  up  and  alowa  down. 


Fig^  5  —  Stetl  rinff 
gear  bo  tied  to  fly* 
wheel  for  ^tarttii^ 
motnf  ' —  M-«  t»»ffe 
864  A. 


fig*   4— WKriDff    disgrani     ptiowinjt    location     of 
|)ftH^  »iifl    cnlort   of  wires.      SkH"  ftho,  WASt-  rl23, 


\. 


CHART  NO.  397 A — ^Electric  Ssrstem  on  Ford  Enclosed  Cars. 

*See  page  864A  and  a  description  of  another  cut-out  which  is  similar  on  patrc  344.    This  type  of  cut-out  ia  callo 
**rovorflc   current"    cut-out.      riononitor   is   a    **thirJ-bruKh"    regulntod  tyiie. 


FORD  ELECTRIC  SYSTEM  FOR  ENCLOSED  CARS. 


864-0 


JAghttng  System. 
I  MgitHwg  system  consists  of  two  a-lnilb 
ttu  and  »  tail  Uglit  operated  liy  a  oobi- 
m  Ugtatiiig  and  ignition  switch  located  on 
Btmment  board.  The  large  or  headlight 
are  of  6-8  volt,  17  candle-power  type,  2% 
The  rear  and  dimmer  bulbs  are  of  6-8  yolt, 
ndle-power  type,  .042  amp. 

of  tlM  lamps  are  conneoUd  In  parallel  lo  that 

ainf  out  or  romoval  of  anj  ono  of  thorn  will  not 

he  other.    Oorrent  for  the  lampi  ii  supplied  by 

terj. 

aot  connect  the  lights  to  the  magneto  as  it  will 

in   burning   out   the   bulbs   and  might   discharge 

rnets.     Illustration  figs.  8,  4.  show  the  different 


and  also  the  ignition  switch,  which  is 
itlng  switch,  a  lever. 


a  key 


How  To  Remove  Starter, 
in  removing  the  starter  to  replace  transmission 
or  for  any  other  reason,  first  remoYo  the  engine 
the  left  hand  side  of  the  engine  and  with  a 
river  remove  the  four  small  screws  holding 
kft  cover  to  the  transmission  cover.  Upon  re- 
cover and  gasket,  turn  the  Bendiz  drive  shaft 
so  that  the  set  screw  on  the  end  of  the  shaft, 
Ig.  2,  is  in  the  position  shown.  Immediately 
.he  set  screw  is  placed  a  lock  washer,  designed 
M  or  extensions  opposite  each  other  on  the  out- 
ameter.  One  of  these  is  turned  against  the 
ind  the  other  is  turned  •  up  against  the  side 
icrew  head.  Bend  back  the  lip  which  has  been 
against  the  screw  and  remove  the  set  screw, 
lock  washer  will  no  doubt  be  broken  or  weak* 
removing  the  starter,  a  new  one  must  be  used 
■eplacing  it.  These  washers  may  be  obtained 
le  nearest  branch. 

k,  puU  the  Bendiz  assembly  out  of  the  housing, 
»refal  that  the  small  key  is  not  misplaced  or 
emove  the  four  screws  which  hold  the  starter  houa- 
the  transmission  cover,  and  pull  out  the  starter, 
same  down  throufrh  the  chassis — this  is  why 
necessary  to  remove  the  engine  pan. 
replaeing  the  starter,  be  sure  that  the  terminal 
ion  is  placed  at  the  top.  If  the  car  is  to  be 
d  with  the  starter  removed,  be  sure  to  put  the 
ssion  cover  plates  in  position.  These  plates 
10  be  obtained  from  the  nearest  branch. 

How  To  Remove  Generator. 
k  la  foimd  necessary  to  remoTo  the  generator, 
ke  out  the  three  cap  screws  holding  it  to  the 
ad  cover  and  by  placing  the  point  of  a  screw- 
between  the  generator  snd  front  end  cover,  the 
or  may  be  forced  off  the  engine  assembly.  Al- 
tart  at  the  top  of  the  generator  and  force  it 
rd  and  downward  at  the  same  time. 
OS  may  be  obtained  from  the  nearest  branch 
I  over  the  time  gear  if  the  engine  is  to  be  oper- 
ith  the  generator  removed. 

Operate  Engine;  Generator  Removed. 

n  aBf  reason  the  engine  is  mn  with  the  gener- 
iceoneeted  from  the  battery,  as  on  a  block  test, 
1  battery  has  been  removed  for  repair  or  recharg- 
e  that   • '  •       • 


generator  is  grounded  to  engine  by 

a  wire  from  the  terminal  on  gefierator  to  one 
valve  eorer  stud  nuts.  A  piece  of  wire  A"  or 
1  diameter  may  be  used  for  this  purpose.  Be 
lat  the  connections  at  both  ends  of  the  wire 
It.  Failure  to  do  this  when  running  engine  with 
or  disconnected  from  battery  will  result  in 
injury  to  generator. 

Battery.* 
e-volt  13  plate  **Exide'*,  type  3*XC-18-1. 

To  Test  Ford  Generator. 
mp  generator  lightly  In  viae  (fig.  22).  Turn 
ire  by  hand  to  see  if  it  revolves  freely, 
908,  attach  one  wire  from  a  6  volt  battery 
of  vise  (one  generator  terminal  is  ground- 
meh  other  battery  wire  to  generator  ter- 
to  see  if  generator  will  run  as  a  motor.  If 
ly  and  draws  less  than  6  amperes,  gonera- 
probably  in  good  condition.  If  It  draws 
liaa  6  amperes,  take  a  piece  of  No.  00  sand- 
and  hold  it  against  the  commutator  until 
tit  surface  is  obtained.    See  page  404. 

♦♦Tnsuillng  New  Brushes. 
kmine  bmshes  and  see  that  they  are  not  too 
ind  that  th^  are  dean  and  bear  properly 
unntator.    If  loose,  heat  will  be  generated, 
lagee  454.  4.'55,  4.'>7.  45fl   "Care  of  Battery". 


To  fit  new  brushes  cut  a  strip  of  No.  00  sand- 
paper. Pull  the  spring  back  (fig.  23)  and  pull 
brush  up  by  pigtail  after  which  spring  is  allowed 
to  rest  on  brush.  Insert  the  sandpaper,  sand 
side  up,  per  fig.  25,  and  hold  it  so  it  will  eon- 
form  to  commutator  and  move  it  together  with 
commutator  back  and  forth  under  brush,  the 
brush  having  been  dropped  on  the  sandpaper. 
Bemove  bruui  and  see  if  it  is  properly  seated  to 
curvature  of  commutator  and  replace  brurh.  Fig. 
25  shows  method  of  sanding  the  third-brush  (3) 
and  fig.  26,  method  of  sanding  the  two  lower 
brushes  (1,  2). 


.  tennuud.  am  meter 


Setting  Brushes. 

The  Ford  generator  uses  the  third-bmsih  sys- 
tem of  current  regulation.  When  brushes  seat 
properly  the  lower  brushes  (1,  2)  should  be  set 
on  the  nentral  point.  Start  the  lower  and  loosen 
the  three  upper  screws  (S)  which  hold  the  brush- 
ring  to  the  head.  Baise  the  third-brush  as  per  fig. 
23.  Connect  battery  wire  to  the  generator  ter- 
minaL  If  armature  revolves,  the  brushes  are  not 
set  on  the  neutral  point.  Turn  ring  against  the 
direction  of  rotation  until  armature  ceases  to 
turn  or  until  it  revolves  in  opposite  direction. 
If  it  turns  in  opposite  direction,  bring  the  ring 
back  until  armature  will  not  revolve  in  either 
direction  even  when  started  by  turning  the 
shaft  by  hand.  The  brushes  are  now  set  on 
nentral  point.  Tighten  the  screws  which  hold 
ring  to  head;  lower  the  third-brush  (3)  and  try 
it  for  running.  If  it  turns  over  properly,  draw- 
ing less  than  six — ^preferably  less  than  four — am- 
peres, the  generator  should  be  assembled  to 
engine,  and  proper  connections  made  through 
cut-out  to  batteiy. 

Setting  The  Third-Brush. 

The  next  operation  Is  to  set  the  third-brush. 
The  third-brush  may  be  moved  back  and  forth 
on  the  brush-ring.  It  is  clamped  to  the  ring  by 
means  of  a  bolt  which  is  also  used  as  a  post  (P. 
fig.  23)  for  the  brush  spring.  To  move  the 
third-brush,  together  with  its  holder,  loosen  the 
nut  on  this  post  until  the  holder  may  be  moved 
back  and  forth.  The  third-brush  should  be  s^t 
in  such  a  position  as  to  give  a  charging  rate  of 
10  to  12  amperes  when  the  engine  is  running  at 
about  20  miles  per  hour. 

Changes  on  Engine. 

The  foUowng  changes  have  been  made  on  engines 
of  enclosed  cars,  to  accommodate  the  starter  motor  and 
gen  erst  or. 

Transmission  coTor  changed  to  take  starter.     Ford 

No.  is  8876B.  . 

Cylinder  block  changed.     Ford  No.  SOOOO. 

Cylinder  block  front  coTer,  changed.  Ford  No.  80090. 

Cylinder  block  front  cover  liner.    Ford  No.  8018. 

Timing  gear  cover.     Ford  No.  8017. 

Flywheel  with  ring  gear.     Ford  No.  8260F. 

The  ring  (rear  bolts  to  flywheel  and  has  teeth  ent 

in  it  to  take  starting  motor  gear.     See  fig.  5. 

Price  of  Ooupe  and  Sedan. 

Price    inclndes    the    electric    system,     demountable 

plikin  clincher  rims  of  5  Ingp  and  tires  all  80x3  H,  and 

an   extra   rim   or  carrier.     F.   O.   B.    Ford   Factory   at 

Detroit  and  withont  war  tax.    Coupe  $760 ;  Sedan  $876. 

**Sce  also,  page  404.  405. 


tM-D 


CADMIUM  TESTS. 


Oadmiom  Test  ef 
Wby  NoceMUtry. 

The  eondltlon  of  a  storage  battery  Is  nsa- 
aUy  asoertalBed  by  taking  a  spedflc  gravity 
reiiling  of  the  electrolyte,  with  a  hydrometer 
ae  per  page  460.  A  reading  of  1,276  to  1,800 
being  neaally  eoniidered  ae  indicating  a 
fell  J  charged  cell.  While  specific  grayity 
readings  with  a  hydrometer  should  always  be 
made,  yet  they  should  not  be  relied  upom 
eatirely. 

For  instance,  a  battery  which  gave  entirely 
satisfactory  hydrometer  tests,  may  show  a 
rapid  drop  in  voltage  when  in  use,  yet  this 
eendition  could  not  be  foretold  by  hydrometer 
readings  alone,  because  the  hydrometer  read- 
ings would  not  tell  us  the  condition  of  either 
the  positive  or  negative  plates,  and  it  is 
their  condition  which  determine  the  amount 
ef  energy  in  any  battery. 

We  may  also  take  a  voltage  reading  of  the 
entire  battery  per  fig.  1,  while  current  is  be- 
ing drawn  from  the 
battery    which    gave 
satisfactory       hydro- 
meter readings.    This 
would  tell  us  if  the 
plates    were    not    in 
good    condition,    but 
it  would  not  tell  us 
which   set  of  plates 
was  at  fault,  because 
the    voltage    reading 
includes    all    positive 
and  negative  plates,  as  per  fig.  1. 

If  we  took  a  voltage  reading  of  one  ceil 
per  fig.  lA,  while  battery  is  on  charge,  you 
can  readily  see 
that  the  test  in- 
cludes both  posi- 
tive and  negative 
plates.  Suppose 
the  battery  will 
not  take  a  full 
charge,  which  set 


a  Storage  Battery. 
positive  and  negative  Fl*tes  aepactftsly,  ei 
must  make  a  test  between  eadi  set  ef  flMi 
and  some  neutral  evbetaoce.  TheerstiesIlT,  i 
number  of  substaneee  could  be  used  for  tki 
neutral  substance,  but  for  praetieal  msai 
cadmium  is  used. 

*The  Cadmium  Ontftt. 
Cadmium  is  a  metal,  it  looks  like  sine,  bn 
is  pure,  because  there  ia  no  other  subitasN 
mixed  with  it. 

A  cadmium  testing  outfit  coniists  ef  tvi 
copper  test  points,  one  of  which  has  a  itiA 
of     radniiewi    sbwk 


Wood.     Ooppor  T«l  Potel 

Fif.  2.  The  lest-poiBt* 
with  the  eadmiu  stick 
riveted  to  It.  The  eed- 
miam  is  th«  part  whiek 
ii  insvted  in  the  eloc- 
trelrte. 


To 
IChArginc  Wim 

Fijr.  1.  Tesiim:  the  v«ilt- 
ni;i>  of  nil  cflls  (if  hat- 
t«Ty.  wlji'ii  baUery  is  on 
i-tiar/^K  and  ]>ri'Iirnin.'iry 
to  tnkiiig  a  (.'a<iiniiiiii  tnat. 


c:^ 


.  Olf^"- 


Fiir.  lA.  Te.stimc  one  cell  of 
batti'ry  wIhmi  on  chorgo  and 
I>r<'litninnry  to  <'a<lniiiim  test. 

of  plates  is  defective;  the  positive  or  negativef 

Therefore,  to  determine  the  condition  of  the 

How  To  Test  a 

The    charging    current    must    be    passing 

through  the  battery  at  normal  rate  when  the 

test  is  made,  and  needle  of  voltmeter  should 

be  exactly  on  cero — this  can  be  set  with  the 

sero  adjustment.     Then  proceed  as  follows: 

Measure  the  voltage  of  one  cell,  by  hold- 
ing one  of  the  test  points  on  the  positive  (+) 
and  the  other  on  the  nep:ative  terminal  ( — ), 
ef  the  cell,  as  per  fig.  lA. 

If  the  cell  is  fully  charged,  the  reading  of 
voltmeter  will  be  from  2.5  to  2.6  volts,  de- 
pending on  the  af:e  of  the  battery;  a  new 
battery  giving  a  higher  rca<Iing  than  an  old 
eae.     (see  also  pages  410,  416.) 

Cadmium  Test  of  Positive  Plates 
When  on  Charge. 

Ti'st  the  positive  ]ilatos  of  oiio  c.-ll,  by  in- 
8«»rtinff  the  rinliniimi  rinl  on  ti-st  |».iint  iTC) 
in  X\w  eliM'.trolytc  at  vnit  (Vi  nf  rrll,  ju-r  i\\i. 
4,  boin^  sure  tlio  catlmiiitn  «Icm's  in»t  tcnn-li  the 
top  of  plates  (a  rubhi-r  tij»  at  nnl  iit*  fjuhiiium 
stick  is  providiMl  on  the  .Vtiilm  srt.  to  avoid 
touching.) 


3%"  lone  and  \' 
di.,  riveted  te  it,  u 
per  fig.  S,  aad  a  ipi- 
eial  reeling  Tih^ 
meter. 

The  iiidMleB  tM 
can  be  Hade  whils  i 
batttty  ia  on  duip 
or  when  it  is  hdn 
discharged.  As  a  rule,  the  teet  ie  made  osltr 
near,  or  at  the  end  of  a  charge,  in  order  ti 
determine  if  both  positive  aad  negative  grespi 
are  taking  the  charge  properly. 
The  Voltmetar. 
Any  accnrate  voltmeter  can  be  vaed.  wkici 
gives  readings  up  to  2.5  volta  in  divisioas  ef 
.05  volt.  The  test  point  (TC,  flg.  4)  is  e«- 
nected  to  right  hand  terminal  of  the  voh- 
„«  .  VOLTS  meter  ami  the 

test  poist 
(^TC)  witi 
tho  «'a«1r..:  la 
(in  it  is  fOE- 
noetod  to  th* 
->-  terminalif 
voltmpter. 

As  an  ei- 
ample,  hov- 
«»v('r,  we  will  use  the  face  dial  of  a  special 
matlo  voltnu'ti'r  manufactured  ospeeially  io^ 
this  ]'urposc,  which  is  one-half  actual  «z«r. 
ralli'il    tlit»    Amlni    Cadmium     VoltHiot«'r,    *-c 


Fig.  8.  Scale  ef  dlsl  on  the  cad. 
Bliim  teel  volt  neter — one-half  ae- 
taal  liie. 


Battery  on  Charge. 
Fig  4 


/, Charging  Wires 

\  Test  PoiBt 


BAltetJj 


i**^-"* 


NCff*tlT« 


AUow  Ui 
eadminm  te 
remain  is 
the  eleetra- 
lyte  for  ssv- 
era!  mia- 
ntee,  utO 
electrolyte 
has  BO  far- 
ther aetiss 
en  the  csd- 
Thn 
the 
pointed  sai 
ef  the  oUsr 
test  point  (TP)  on  the  positive  eell  tensiasL 
If  positive  platee  are  folly  chaiged,  the 
voltmeter  reading  will  be,  to  the  right  sf 
line  O,  fig.  3,  at  least  2.35  and  may  be  2.41 
or  even  2.50,  if  battery  is  new.  Shonld  read- 
ing be  less  than  these,  then  the  positive  plalsi 
are  not  fully  charged. 

Continue  the  charge,  and  if  the  positivs 
plates  will  not  then  give  a  reading  ef  at  IsasC 
2.35  then  positive  plates  are  defeoiive. 


lamiMtpoiat 

■  Fiff.    4.    Mak. 
iiie     radmium 
<  teiit      of      the 
1  pogitive  plates 
jncui  of    the   conter 
.-'-^     cell      of     bat.   Minm. 
t  ery.  Each  cell   h  a  i  ^ 
i»  tested  in  the  ■  •  *  ** 
<-anie    manner. 


•Thle  emflt  can  bo  n?>t.iiiu«l  (.f  A.  L    I>yk«'.  KNt.  Dopt.,  see  i-ngr  StJ4T 


CADMIUM  TBSTS. 


OadmlniD  Test  of  Nagatlytt  iPUtes 
Wben  On  ChAxg%* 
Test  thm  negmtiyo  plates,  hj  plftclng  the  teet 
»int  (TP)   on  the  negatlre  termmal  of  the 
ell,  per  fig.  6. 


Fig  5 

ng.  6>     Mftklng  cadmlnm  test  Qt  %t9  ueguiar^ 
,  It  tMt«4  Ift  ■■!&»  maaD«r, 

[If  tiie  negative  plates  are  fully  charged,  the 
DUmeter    reading    wiU    be    from — 0,1 7 &    l« 
2,   that  ie^  the  needle  will  move   to  the 
of  *'0"  line  on  the  scale,  fig,  3. 
Should  the  reading  he  very  nearly  lero,  or 
the  needle  iwings  to  the  right  of  the  "O'' 
Be  (fig.  S),  the  negative  plates  are  not  fully 
rged, 

Oontinae  the  charge,  and  if  the  negative 
plates  will  not  giye  a  reading  of  from  0.176 
to  0,2  Tolte  to  the  left  of  the  ''Online  on  the 
ecale^  then  the  negative  plates  are  defective. 

Test  the  other  cella  of  battery  in  the  i 
nanner. 


Readings  On  Scale  of  Voltmetai, 

ThiB  special  voltmeter*  fig. S, page 864D, haa 
the  **0"  line  near  the  left  end  of  leale.  The 
■cale  is  marked  especially  for  oadmium  teata. 

To  the  loft  of  the  ''O"  line  is  a  red  lUe 
marked  *'NEQ.  C7HAEGED."  This  line  In- 
dicates the  reading  of  — 0.175  whieh  should 
be  obtained  when  tosting  new  aegaiive  platee 
ivhieh  are  fully  charged,  that  is,  when  making 
a  eadmium  test  on  the  negatives,  the  pointer 
should  move  to  this  red  line.  If  the  pointer 
does  not  move  as  far  as  the  red  line,  the  nega- 
tives are  not  fully  eharged. 

Similarly,  there  is  a  red  line  at  4-0.176 
marked  '^NEG,  DISCHARGED,"  at  -f  2.00 
marked  ♦*P08.  DISCHARGED/'  and  at 
-f2,42  marked  *'POS.  CHARGED," 

Old  cella  will  give  readings  whieh  are  net 
quite  as  high  as  those  indicated  by  red  Unea* 

Table  of  BMdlncs 
b«low  flT*  voltmHar  uid  cadmlua  TMdl&fs  taken 
&I  bonrlj  intorrftlB  on  %  bftttftrr  during  time  II  wsa 
bolus   cb^£«d   It   ■   aorisal   raU.      Any   b«*lthf  ^m%- 


%mf  tbould  not  d«p&rt 


Hours 

on 
charge 

0  . . . 

1  ... 
t  ,. 

3  ,,, 
i  ... 
5    ... 

e  ... 

T     .- 

S    .., 


Reading 

acrosts 
celhvoits 
..  3.10 
.,  2,17 
..  2.1JP 
..  2.31 
.,  2,28 
,.  2.21 
.  225 
--  2.30 
-.  2,48 
2^0 


T)ie  AlJir«r«mot  borween  tbe  poiltive 
readJingi     •>«    negaUvt — to— ca^mlani    roadlnt    ^ 
1.696.  ih«   vdUf*  of  *  inUf  ehmrg^  e«U  whil*  «■ 

How  to  Test  a  Battefy  on  I^Ucharga. 

The  hattety  should  be  diacharglng  for  thia 
purpose,  it  may  be  connected  to  a  nomber  of 
Immps  whieh  will  draw  about  6  amperes 
from   It. 

Test  the  poaitlva  plates  on  diacharg*.  ia 
the  same  manner  as  before  mentioned  when 
testing  a  battery  on  charge. 

If  positive  plates  are  discharged,  they  will 
give  a  reading  of  S.OO  to  2.06  volts. 

If  the  hydrometer  test  shows  that  battery 
u  discharged,  and  the  positive  plates  give  a 

adicg  greater   than  2.05,  they  bt^  not  die- 

What  To  Do  If  Oadmium  Tecrts  Show 
Defective  Plates. 


wid«ljr   from 

Reading 

poaltlve 

pole 

to  cad* 

mium-voltti 

2.25 

2.27 

S.S9 

2.29 

2,31 

2.82 

2.33 

S.36 

2.43 

2.50 


tboio  roadla^e. 

Reading 

negative 

pole 

to  cad- 

mtum^volta 

^  .09 

IM 
.08 
-t  .OS 
-^M 
-I- .05 

—  .06 

—  .10 


charging  properly  or  else  there  is  aa  imeerreot 
amount  of  aoid  in  the  eleetrolyte. 

Test  the  negative  platea  on  discharf%  in 
the  same  manner  as  before  mentioned  when 
testing  a  battery  on  charge. 

If  the  negative  platea  are  diaoharged,  they 
will  give  a  reading  of  about  #,171  to  th« 
right  of  the  '^O"  line  on  the  seale. 

If  the  negative  gives  a  readisif  hetween 
*'0'*  and  0.175«  but  lose  than  0.175  they  are 

not  discharging  properly. 


Usually,  when  the  cadmium  teata  show  that 
either  positive  or  negative  platea  are  no^  tak- 
ing a  charge  satisfactorily,  it  ia  only  neeea- 
Barv  to  coiitiuut^  i\w  charge  until  the  proper 
tdin^8  arc   obtained. 

^If  th^  spectfie  gravity  of  the  cell  ia  not 
from  1.275  to  1.300  when  the  cadmliun  taata 
show  that  both  posltivea  and  negatlvet  are 
fully  charged,  some  of  the  electrolyte  ahonld 
be    removed   and   replaced   by   pure   distilled 

ater,   or   1.400    specific   gravity    electrolyte, 

I  the  anse  may  require.  This  is  termed  **bal- 
or  adjoiting  electrolyte  *'« 

If  the  specific  gravity  reading  Is  too  high, 
■dd  the  distilled  water. 

If  the  specific  gravity  reading  ia  too  low, 
the  1.400  specific  gravity  electrolyte  shonld 
be  added  until  g^ravity  is  from  1.275  to  1.300. 

Blioald  the  specific  gravity  reading  indleal* 


that  a  cell  ia  fuUy  charged,  that  la,  if  the 
hydrometer  testa  give  readings  from  1.875 
to  1.S00,  but  the  cadmium  teata  Indicate  that 
both  ieta  of  plataa  are  not  fully  charged, 
continue  the  charge  to  see  if  the  proper  ead- 
mium readings  can  be  obtained. 

If  It  is  Imponlble  to  obtain  the  proper  cad* 

mium  readings  on  one  or  both  seta  of  plates, 
these  platee  are  defective. 

If  the  operation  of  tha  battery  on  discharge 
is  satlafactory,  the  only  effect  of  the  defestive 
plates  will  be  to  cause  the  battery  to  lose  Its 
charge  more  quickly  than  normal,  and  thus 
require  frequent  charging. 

If  the  operation  of  the  battery  on  discharge 
is  not  satisfactory,  however,  the  battery 
should  be  opened,  and  the  defeetlve  platea  re- 
paired, or  new  plates  put  in. 


Pointers  to  Remember  When  Making  Cadmium  Tests. 

1)  Eemamher  that  current  mtist  be  passing  (2 ]  The  temperature  of  the  iiectr«ljt«  shauld 

through  the  battery  when  you  make  the  be  about  70*  F,  when  eadmium  teats  are 

eadmiam  tests.        "  made,   tf  accurate   results  are  desired. 


tei-F 


CADMIUM  TESTS,  MISCELLANEOUS. 


(«) 


(4) 


(•) 


Do  not  send  out  a  new  battery  unless  the 
hydrometer  reading!  are  from  1.275  to 
1.300,  until  the  poBitive-to-eadmium  tests 
give  at  least  2.40  voltB,  and  the  nega- 
tives-to-eadmium  test  give  about — 0.176 
volts. 

Do  not  scrape  off  the  coating  of  sulphate 
whieh  forms  on  the  cadmium. 
Do  not  allow  the  cadmium  to  become  dry 
after  you  have  made  tests  with  it.  Keep 
the  cadmium  immersed  in  a  glass  of  pure 
distilled  water,  or  dilute  electrolyte. 
Be  sure  to  get  good  contact  when  you 


hold  the  sticker  on  the  battery  termiBiL 
Bear  down  on  the  handle  so  that  tki 
point  of  the  sticker  digs  down  into  tU 
terminal. 

(7)  If  both  po8ltive-to-cadinlnm  and  negaths* 
to-cadmlnm  readings  are  Tery  nearly  i«. 
the  cell  is  short  eircuited  and  must  be  is- 
spected  for  exeessive  sediment,  or  defec- 
tive separators. 

(8)  The  end  of  the  cadmlnm  rod  mnst  not  ta 
allowed  to  touch  tha  tops  of  either  m 
of  i^atas,  as  this  would  give  wortblw 
readings. 


Ball  and  Ball  Oarboretor. 


First  or  primary  sttge,  when  starting  and  ninal 
mnnlDg  eonditioni:  1  it  th«  hot  air  pasBage  of 
the  primary  carburetor  containing  the  chokevaltea. 
S  ia  the  primary  Tonturi  throat  connecting  the  hot 
air  passage  with  the  mixing  chamber  6,  and  con- 
taining the  gasoline  Jet  4.  6  is  another  fixed  air 
regulating  orifice  connecting  the  hot  air  passaga  1 
with  the  mixing  chamber  6,  and  provided  with  a 
spring-opposed  idling  valve  7  arranged  to  eontrol 
the  air  when  small  quantities  only  are  being  used. 
S  is  a  throttle  valve  of  the  usual  type.  The  parte 
so  far  described  constitute  the  first  stage. 


Mrvice  only  whan  tlie  throttla  is  thrown  wide  ops 
for  fnU  pow«r.  The  efTect  of  this  arraogement  vlB 
be  described  farthsr  on. 

Pick-np  device;  continuing  the  dasoriptioB,  U  ii 
a  cylindrical  chamber  with  an  aztonsioa  IS  ef  n- 
duced  diameter  connected  by  tho  paaaago  14  wiik 
the  chamber  15,  abOTO  tho  throtilo  valve.  Th« 
chamber  12  is  connected  with  the  float  ehaaber  II 
by  means  of  the  restricted  paasago  IT.  so  that  Iks 

f:aBoline  at  all  times  in  this  chamoor  11  stands  ea  s 
evel  with  the  level  in  tho  float  chmoiber.  IB  is  • 
loosely  fitting  plnnger  with  an  artensioa  19  oa  iti 
upper  end,  forming  a  piston  in  tho  chamber  13.  As 
atmospheric  opening,  20.  is  located  in  the  wall  sf 
chamber,  12,  and  a  paasage,  21,  leads  from  chasi- 
her,  12,  to  the  mixing  chamber,  0,  through  whicb 
passage,  air  is  constantly  drawn  into  tho  mixinf 
chamber. 

Operation  of  the  pick-up  doTico:  it  will  be  ssm 
that  in  the  operation  of  the  engine,  when  the  throt- 
tle is  closed,  the  vacuum  of  the  manifold  acting  ss 
the  piston,  19,  eauses  the  plunger,  18.  to  rise  Is 
its  upper  position,  thus  closing  the  paasage  to  tks 
chamber,  16.  The  space  below  the  plunger,  18.  is 
now  filled  with  gasoline  from  the  float  chamber, 
and  the  mechanism  is  ready  for  action. 

The  opening  of  the  throttle,  8,  breaka  the  vacuasi 
in  chamber,  15  and  releasee  the  plunger,  18,  whieh 
falls  and  displaces  the  gasoline  underneath  tht 
plunger,  causing  it  to  flow  into  the  apace  above  ths 
plunger,  where  it  is  quickly  discharged  through  thi 
passage,  21,  to  the  mixins  chamber,  thus  augmsal- 
ing  the  normal  supply  of  gasoline  and  causing  s 
rich  mixture  to  momentarily  enter  the  cylinder 
This  develops  a  strong  pick-up. 

Adjnstments:  There  are  no  adjustments  afttr 
sise  of  Jets  are  determined. 

Air  regulation:  Amount  of  air  is  eon  trolled  by 
valve  (2)  which  ia  operated  by  the  choke  rod  hac 
die  on  dash  or  steering  post.  For  cold  weathv 
this  valve  (2)  should  be  closed  to  draw  in  a  rich 
mixture.  Immediately  engine  starts  push  it  dors 
part  of  way  until  engine  is  warm,  then  close  ea- 
tirely.  Don't  open  throttle  at  all  when  (2)  ii 
closed  and  don't  run  with  (2)  closed  any  mere  thas 
possible. 

Troubles:  Dirt  under  float  valve  will  eanse  drip- 
ping; unscrew  cap  over  float  needle  valve  and  givs 
it  a  few  turns.  Water  or  dirt  may  lodge  in  small 
openings  and  this  is  indicated  by  poppiflg  and  miss- 
ing. Close  valve  on  gravity  tank,  remove  foar 
nuts  at  bottom  and  clean  Jets. 

♦WIRING  MANUAL— All  Blue  Prints,  1920  Edition. 

With  this  wiring  BCAniul  jon  wlU  b«  hUt 
to  quickly  locate  and  lepiilr  faulty  dxeatti^ 
generators,  starting  moton,  balt«rlM»  eefllL 
controllers,  switches,  etc,  xtfatliig  to  aU  elee- 
trie  systems  on  all  cars  ftom  1912. 

There  are  800  pages,  bine  print  form— 
TVaZll  inch,  showing  the  wiring  diagrams  of 
^52.")  cars  and  1?00  internal  tliagranis— or  over 
SOO  fliaijrams  in  all — and  blue  prints.  Also 
includes  instructions  on  how  to  test  and  n- 
pair  batteries,  coils,  regulators,  starting  me- 
tors,  generators,  ete. 

Hundreds  of  cars  must  be  re-wlred  btcaoM 
of  oil  soaked  and  worn  ont  Insolation.  Tki 
job  is  difficult  unless  a  diagram  is  at  hand. 
These  diagrams  are  easy  to  ondontand. 

Price   815.00 

(If  yon  wish  mora  Informatioa  saBd  lar  flnalarj 
•■■ppUod  b7  A.  L.   Dyke,    Publisher.   Granite  Bldg..   St.   Louis,   lio. 


^nd    djii    cartiurttftr 


Ball  and  Ball  Oarburetor,  as  nsed  on  the 
Peerless,  Studebaker,  King,  Mercer,  Olds- 
mobile. 

SacoDd  staga,  or  when  throttle  is  wide  open  for 
fnll  power:  0  is  an  air  passage  leading  from  tho 
external  air  to  tho  mixing  chamber  6.  and  it  con- 
tains the  butterfly  TaWo  10,  arranged  to  control 
the  flow  of  air  through  this  passage.  11  is  a  gaso- 
line Jet  arranged  to  discharge  gasoline  into  the 
passage  9.  when  the  valve  10  is  opened,  causing  the 
gasoline  jet  11  to  be  acted  on  by  the  suction  of  the 
mixing    chamber    6.     The   air   passage    9.    with   the 

{gasoline  jet  11.  constitutes  the  second  stage  which 
s  brought  into  action  by  opening  the  butterfly  valve 
10.  A  connection  between  tho  butterfly  valve  10 
and  the  throttle  valve  8  (not  shown)  is  so  arranged 
that  when  the  throttle  valve  8  is  nearly  wide  open, 
the  further  opening  of  this  valvo  throws  the  valve 
10  wide  open.  At  all  other  tinips.  the  valve  10  is 
held   closed  by   a  spring    (not  shown). 

From  the  foregoing  description,  it  will  be  seen 
that  under  all  the  usual  running  conditions  of  tlie 
engine,  the  primary  carburetor,  or  first  stage  only, 
is    in    service,    and    the    second    stage    cornea    into 


'  1:  Cftiscment 


864- 


Continental  Shop  Equipment 


-THE  EFFICIENCY  STANDARD- 


CONTINENTAL  BURNINGIN-MACHINE. 


Kfliricnt  Shop  E*iuipinent  is  n;*  ni^cesaary  to  tli<*  Garaygc 
nud  Borvice  8tation  ns  pflit;ient  nia<"hine  tools  arc  to  tht?  Tnanu- 
facturer.  In  fact,  the  time  has  come  whon  the  mnnufacturerfi 
of  mitotnobiJes  are  requiring  thoir  Service  StatioHti  to  install 
<>fflri<-nt  equipment  that  will  enable  the  Service  Station  to  (iv 
a  higher  quality  of  work  at  a  less  price. 

Days  of  the  hflmmer  and  screw  driver  are  iiumb<*re<l.  Such 
concoruA  will  either  be  forced  to  install  modorn  methods  and 
vqutpmerit  or  see  their  business  gradually  slip  away  lo  the 
wide  awake  dealer.  Also  it's  a  matter  of  labor  saving  devices 
thai  conserves  the  energy-  of  men.  Hard  work,  uncomfortable 
positions  and  poor  tools  mak*i  men  tired,  and  tired  men  ^rertaLn- 
ly  can  not  t>c  expected  to  turn  out  good  work. 

The  riijht  kind  of  labor  savlng^  equipment  is  an  investment 
and  an  investment  that  pays  back  dividends*  No  repair  shop 
can  feel,  therefore,  that  it  can  not  affoiil  the  right  kind  of 
equipment. 

The  Continental  line  of  Shop  Equipment  includes  the  labor 
saving  devices  listed  below,  cuts  of  a  few  are  shown  on  this  page, 
and  this  equipment  is  recognized  by  the  greater  percent  of  the 
loading  manufacturers  and  by  tho  entire  automotive  industry 
as  **The   Efficiency  Standard.** 

Every  Repair  Shop  and  Service  Station  will  find  many  of 
oar  labor  saving  devices  of  such  value  to  them  that  they  can 
not  be  replaced^  and  you  should  write  today  for  your  copy  of 
our  big  catalog  that  shows  the  Coatinental  line  of  Shop  Equip- 
nu'iit. 

CONTINENTAL  AUTO  PARTS  COMPANY 
Columbus,  Indiana,  U.  8.  A. 


CoDtinsatal  Motor  Btsnd 


Cootls«oUl    Asl«    Stand 


THE  CONTINENTAI*  LINE. 


IfoUiT  BtftUiU 

Fur  A    "  -iifuU 

Rm  ( I 

lU'i  la 

We  I -V 


P*rti     ' 

I' 


II      Bftnt!      ttivellQC 

r.c  Truirki 
'••te* 
t    SUraiflitAnlaif 


Contiaont^l   BadUtor    8t&nd 


<Pf«»fl  mention  Dyke*!  Aol«  lSoer«iov<»«llii   when   writing t 


mM 


b 


Advertisement^ 


864-H 

WESTONDmECT  CUBJtENT  VOLT  AND" 
Tlie  most  profitable  work  of  Automobile  Eepairlng  Is  that  of  etoctrie  wtnk*  Attm 
the  tabjects  of  the  different  electric  ayatemB  in  this  book,  and  the  principle  amd  eo&flmAln 
of  tho  Weatoa  meter  aa  ahown  on  page  414,  then  diagnosing  Uoublea  page  416,  and  Wrti  « 
pagea  402,  403.  406,  410,  418,  424,  anjone  ought  to  be  able  to  diagnoBO  and  remedy  alacNl  lit 
electric  trouble— if  equipped  with  the  proper  Tasting  Ixiamuneztts  and  the  WiiUif  **        ' 

Weston  Model  280  Service  Station 
Combination  Volt-Ammeter. 

Banges  of  readings  an:  30  volU,  3  ▼olts  J 


This  instrument  (fig*  1>  is  the  Instrument 
used  as  an  example  on  pages  402, 403, 406,  410, 
416,  and  wil]  teat  every  part  of  the  automo- 
bile electric  ayatem,   from   current  consumed 


Fie.  1— W«vton  Medal  fieo  Com)»lnatloo  Volt- 
AmiDeter  (M>  irith  c»ie  (O),  thre«  ibunta  (B), 
cablet   (W). 

by  starting  motor,  to  teating  individual  wind- 
ings on  generator  armaturea.  The  instrument 
is  fully  explained  on  page  414, 


.1  volt   (100  milli-YoU),  3<W  atapercat 
peres  and  3  amperea. 

The  30  volt  range  is  useful  for  del 
the  voltage  of  generator  or  battery,  per  ] 
410  and  testa  per  pages  416,  40$. 
The  3  volt  range  is  of  aerriee  in  teetinf  i 
individual  battery  ccll^  per  fig*  If  page  411 

The  .1  range  may  be  used  to  t^st  tiie  iadif 
ual  armature  ^indingB,  per  page  402, 

The  3  ampere  range  is  of  value  in  ieeting  tie 
current  required  by  single  lighta. 

The  30  ampere  range  will  denote  the 
required  by   a   complete  lighting   eire 
the   magnitude   of  leaks. 
The  300  ampere  range  is  usefnl  t©  deitrtsaaa 
the  starting  motor  current,  per  p^fe  4W- 

The  foregoing  are  merely  a  few  of  itm  iMli 

that  may  be  made  with  this  instrttmenl. 

Price,  including  book  of  inatructiona  i 

liow   to  make  practically  any  eleelHcdl  ^^_ 

of   starting   and    lighting   systema,   *     --**— 

3  ftlmnls,  cable,  etc,  ...    

Timtfttion  leather  case,  t^x^ux   .....,, 


eitftsaaa 
h  aia 


'»$- 


Weston  Model  301  Voltmeter  and  Ammeter- 
Separate.    For  Average  Oiurage  Work, 
If  you  are  unable  to  Invest  In  the  Instrument      Model  301   ammeter  with  a  reading, 
above,  then  at  least  equip  yoursell  with  the      30*'  for  teating  the  amount  of  eurreni  flew* 
following  volt  and  ammeter.  ing  to  battery  from  generator    or  the  ^^ 

Model  301  voltoeter  with  a  reading,  "0  to      ^ity  of  ^YTV'^lJi^J.'nit^^ t^^a^ir^^^ 
16-  volta,  for  teating  cells  of  a  storage  bat-      ^^  individual  light  *^^^^"^^^V  *;»^/^^JL ^ 
tery,  per  V2    page  4fo  ..d  figs   1  and\  416      l^^rT^f^S^!^^^^^  ::, 

•°^    ^^!f^  'In^'^ft  ^*^°*^'^*°^    ^**^^*«**    ^''   ^^'      tor   iannot  be    teated   with   this  in.tr^mtat 
page  410,  406,  etc.  ^^  ^^  ^^^^   ^p   ^^  3^  amperes  without   tkt 

use  of  external  shunts.    The  shunt  if  Lasid* 
of   meter  up  to   30   amperes.    See  pftge  €!• 

for  meaning  of  30-0-30, 

Price  of  model  301   volt  or  ammeter   (bel 

round  pattern  as  shown  in  tig.  2)  -  .  -  ,  . .    t^. 

These   Instrtiments    (models   301) 

marlly  designed  for  use  on  the  dash  or  co< 

of  an  automobile  and  the  model  301  ammetef 

ia   juat    the    instrument    to   replace   "iadiea- 

tora'*  and  defective  ammeters,  or  to  plate  se 

the  dash  of  a  car  not  equipped  witk  aa 

meter. 

A  Complete  Electric  Testing  E^tiiinnent, 
If  you  Intend  to  do  all  kinds  of  electric  work      tion  Voltammeter  and  the  Cadmium  Tett 
and  speclallae  on  this  work,  then  I  would  ad*      fit,  page  8641,  and  the  Wiring  Manoal, 
viae  that  you  obtain  the  Model  280  Comblna-      864F.    You  will  then  be  completely  equi 

A  Portable  Electric  Testing  Stand. 


rif.I:  Model  aoi 
ammeter  with 
*'0"  In  eenter 
and  r«»dt  to  80 
ftmpATM  to  tht 
rigfal  or  left,  ••• 
pft^«  410. 

Mod«l  301  TOlt- 
m0t«r  read*  0  to 
16  TolU  sad  li 
iam»  nil*  mnd. 
•tjlt.     DL  S^". 


^ 


If  however,  you  wish  to  make  the  average 
teste  around  a  garage,  then  you  can  purchase 
the  two  models  of  301  inat rumen ta  mentioned 
above,  and  mount  them  on  a  portable  stand 
and  rig  op  a  very  serviceable  outfit* 


Fig.  8,  page  864-J,  shows  a  roogh  sketch  ef 
how  a  portable  testing  stand  can  be  made. 
The  iUuatration  is  rather  exaggeraled  but 
will  serve  the  purpose  of  the  idea, 

— eoatioiLtd  on  B«st  yaffiy 


AddraM  lU  ordera  to  A  I^  Dykes  fil«etrl«  D«pt,,  QraalU  Bldr,  St.  Lou  It,  Mo« 

We  rapeir  Msfnitoi,  a«B»ritori.  SlatUra.  OoLU*  oto.  S«nd  prepaid  and  w«  will  iMt  oat  sad  cdriot  •••i. 


ivertisemtnt. 


lllimo«4    froB  i»Rf«   BA4H. 

I  aT«  flexible  insulated  wire  witli 
i«t  poinifl  or  cl&mps  on  one  end  and  plug 
eojmectiont  at  the  other  end,  lOte  those  used 
#a  telephone  switchboards. 

The  plug  receptacles  can  be  mounted  into  the 
base  of  the  stand  and  connected  as  showHi 
with  meters,  batterj  and  test  lamp,  and  in 
thia  wax  ^^^  *^^  ^^  cables  can  bo  used  for  all 
testa.  A  record  sheet  (B),  can  bs  placed  on 
stand  with  thumb  tacks,  in  order  to  keep  a 
record  of  the  readings. 

Alt  example  of  bow  the  cables  are  plugged 
Into  dtfTerent  holes  for  different  uses  are  as 

^**"<*^«-  To  use  storage 

battery  for  any 
purpose,  as  test- 
ing  a  lamp  or 
horn,  or  to  con- 
nect to  the  bat' 
tery  side  of  a 
Ford  ignition 
coil  to  run  en* 
gine  on  the  bat* 
tery,  while  test- 
ing magneto,  as 
per  page  664J, 
place  cable 
plugs  in  1  and 
and  use  ends  of  cables. 


Ep  no  lA 

I  and  close  switch  (S) 
To  test  amperage  of  a  lamp  bulb  or  horn; 
connect   jumper    (J)    from    2    to    4,    per   fig. 
I        .  THE  CADMIUM  TESTING  OUTFIT 

I  Tor  Storage  Batteries. 

Hn  ordinary  Toltflieter  and  a  hydrometer  will 
tell  you  If  the  battery  is  charged  or  discharged 
and  yon  can  also  determine  with  a  voU* 
meter  if  the  plates  are  in  good  condition  as 
explained  on  page  86i-D,  but  neither  the  hy- 
drometer or  voltmeter  will  tell  you  which  set 
of  plates  are  defective.  The  Cadmium  test, 
in  connection  with  a  special  reading  volt- 
meter will  tell  you  Inatantly.  See  pages 
864  D  and  £. 

XTsually.  when  a  battery  shows  ftiU  charge 
with  a  hydrometer  or  voltmeter,  when  charg< 
ing,  yet  drops  or  loses  its  charge  quickly  when 
in  use*  the  trouble  is  with  one  or  more  seta 
of  plates,  cither  the  "positive'*  or  **nega* 
live/'  in  one  or  more  of  the  cells.  In  order 
theu^  to  save  disassembling  all  cells  to  find 
the  defective  plates  (probabilities  are  you 
would  not  tell  accurately  even  after  disss* 
sembling)  the  Cadmium  Test  wUl  tell  yon  In* 
stantiyi  where  the  trouble  is, 
H  yon  propose  doing  battery  repair  work, 
you  can  turn  out  better  work  because  yoa 
should  never  let  a  battery  go  out  of  your 
place  unless  the  hydrometer  readings  are 
from  1.275  to  1.300;  until  the  positive-to- 
Cadmium  tests  give  at  least  2.40  volts,  and 
the  negatives'tO'Cadmitim  test  gives  about 
175  volts. 

Price  of  Cadmium 


8 A.  Then  place  cable  plugs  in  1  and  8. 
Touch  test  points  (T)  to  lamp  or  horn.  Note 
ammeter  will  then  be  in  senes. 

To  test  generator  output  Place  cable  plugs 
in  3  and  4  and  place  meter  in  series  with 
circuit  as  is  the  dash  ammeter  page  410,  or 
disconnect  wire  at  terminal  of  generator  and 
connect  one  test  point  (T)  with  generator  ter- 
minal and  other  with  the  wire  disconneoted. 
This  will  place  the  ammeter  in  aeries  with 
the  generator  circuit. 

To  test  voltage  of  &  generator,  per  Yl,  page 
410,  or  of  a  batery,  per  fig.  1,  page  416,  er  for 
any  other  voltage  tests;  place  cable  plags  in 
5  and  6  holee  or  receptacles. 

Note.  It  18  advisable  to  place  a  30  uupere, 
glass  t3rpe  fuse  between  plug  receptacle  4r  aai 
ammeter,  for  the  purpose  of  proteetiag  the 
ammeter  from  accidental  burn-out  through 
overload  or  otherwise. 

Other  testing  outflta  can  be  added  to  this 
portable  stand,  as  the  spark  plug  teat  eutfit^ 
page  710,  fig.  17  and  page  41S  and  the  battery 
test  outfit,  per  page  474,  In  fact  there  is  ne 
limit  as  to  how  elaborate  one  can  devise  a 
stand  of  this  kind,  and  in  one  shop,  the  stand 
is  mounted  on  small  steel  wheels. 


A  test  lamp  outfit,  for  tests  as  shown  en  page 
41S,  403,  402,  is  shown  mounted  on  this  stand. 
Note  the  lamp  is  in  series  with  the  battery. 
The  same  cables  can  be  used  here. ' 


Fig.  1.  The  two 
test  points  are 
attached  to  flex- 
ible wire  cables 
or* 'Leads.* 'One 
of  the  test  points 
has  a  piece  ef 
cadmium  riveted 
to  it.  8ee  page 
864-D,  for  ex- 
planation of  use. 


^^ 


Fig,    1.    OadmluiD   Zi«ids 


lie,  a. 

meter. 


Special  Readiof  Toli- 


rig.  %.  The  spe- 
cial reading  volt- 
meter used  for 
making  cadmium 
tests.  Note  Ihe 
scale  is  eali- 
brated  showing 
exactly  where 
Boedle  should  be 
when  testing 
either  the  posi- 
tive or  negative 
plates — aee  page 
864D. 


Outfit, 
complete  outfit,  packed  in  a  convenient  easf*  with  complete  Instructions  including  Volt- 

and  '^iilnuum  L*jatJ!*  with  Test  Points,  por  figs,  1  and  2 ,  .  .  .820.50 

Itaieter  alone,  per  fig.  2, ....,....,..,  $22JID 

dmium  Loads  with  Tost  Points  if  purchased  separately,  per  fig.  1,  only  .  r  4.2.J 

!  an  arden  U  A    U  T>7ke,  KImI    D«]»I..  Ota&ite  Bldt,.  St  L«aii.   Mv      We  rtpalr  M««ih«C4M,  Oella, 
aad  St«rti&g  Moter» — ««od  r<*ur  re^ftirt  tu  ut,   if  7««  *rt  not  *qiiipped. 


864.J 


Advertisement. 


M.g 


FOBD  MAGNETO  TESTER, 

The  Ford  magneto  generates  *' alternating" 
eurrent.  An  ordinary  "direct"  current  meter 
as  explained  on  page  864-H  and  I,  will  not 
operate.  Therefore  a  special  meter  per  fig.  6 
is  designed  for  testing  the  Ford  magneto. 
If  the  engine  will  not  run  at  all  and  the  igni- 
tion is  the  fault,  an  easy  way  to  determine  if 
the  cause  is  due  to  the  magneto,  is  to  connect 
a  storage  battery,  or  five  or  six 
dry  cells  to  the  battery  side 
(B)  of  coily  per  fig.  8,  and  turn 
switch  to  B,  or  right  side. 
If  the  engine  then  starts,  and 
runs  satisfactorily,  but  will  not 
start  on  the  magneto,  with 
switch  to  the  left,  or  M  side,  then  you  may 
know  that  the  magneto  is  not  supplying  cur- 
rent. It  may  be  due  to  dirty  or  loose  mag- 
neto terminals  T,  (see  fig.  7  below  and  page 
806),  or  a  weak  magneto,  due  to  weak  mag- 
nets, or  grounded  magneto  coils. 
The  Ford  magneto  can  be  tested  with  a  si>e- 
dal  magneto  tester,  as  per  illustrationt* 
see  figs.  6  and  7.    This  instrument  is  nothing 

more    than  *an 
ammeter,    but 
xJS'    I  T^'r^^^^i?^     one    provided 

-^      ^.:!>fSrJTX!TrL     with    a   "  reac- 
tance coU  "(B) 
fig.     7,     which 
enables  the  me- 
ter to  indicate  a  constant  current  at  all  en- 


I  riQ  7 


closer,  it  will  be  greater,  but  there  ii  i 
liability  of  the  magnet  striking  the  coil  won. 
To  test  air  gap  space  and  strongth  sf  wi- 
neto  on  car:  (1)  Test  output  of  msgnste 
with  Tester,  fig.  6,  with  engine  ranniag  mod- 
erate speed;  (2)  Remove  transmission  cots 
and  place  a  thickness  gage,  ^"^  between  BSg- 
net  and  coil  core.  If  gap  ia  j^",  bat  Bsg- 
neto  has  tested  out  as  weak,  magnets  setd 
recharging;  (3)  After  remagnetiziBg  thi 
magnets  (which  can  be  done  withont  taklni 
engine  down,  see  below),  then  test  magneto 
again  with  engine  running  moderate  spood. 
The  tester  should  show  tt^ong,  if  not,  tho 
the  probabilities  are  the  magneto  coil  ii 
short  circuited. 

If  some  of  the  magneto  coils  booome  shoit- 
circuited,  or  if  magnets  aro  weak,  tlie  taste 
will  read  low.  In  other  words  it  tells  yoa 
instantly,  without  removing  the  magneto  fron 
engine,  if  the  magneto  is  Jn  proper  eonditioa. 
If  not  in  proper  condition  then  it  is  time  to 
take  magneto  out  and  remedy  the  trouble. 
If  it  tests  o.  k.  then  it  is  time  to  look  else- 
where for  the  trouble  and  you  will  thereby 
save  the  time  of  having  to  remove  the  mag- 
neto in  error. 

The  meter  scalo  is  Tory  simplo,  it  has  two 
readings,  see  fig.  6.  One  marked  "1914," 
meaning  that  all  magnetos  before  1915,  tko 
needle  should  come  to  this  mark.  The  other 
is  marked  "1015,"  meaning  that  all  can 
after  1915,  the  needle  should  reach  this  mark 
(The  Ford  magnets  were  enlarged  in  1915). 
If     the     needle 


gine  speeds.  In  other  words,  the  meter  is  so 
designed,  it  will  indicate  if  magneto  is  giv- 
ing its  proper  output  at  any  speed  of  engine 
while   testing. 

This  instrument  can  bo  used  to  test  the 
strength  of  the  magneto  while  engine  is  be- 
ing run  on  a  battery — if  engine  fails  to  start 
on  magneto.  If  engine  starts  on  magneto, 
but  continually  misses  and  is  not  due  to  other 
causes,  then  the  tester  can  be  used  to  see  if 
magneto  is  delivering  its  proper  current — 
while  engine  is  being  operated  on  the  mag- 
neto. The  connection  for  testing  would  be 
the  same  in  both  cases,  per  fig.  7,  except, 
when  running  on  battery,  the  wire  from  igni- 
tion coil  to  ma^o^eto  is  removed  and  switoh 
placed  on  B  side  fig.  8. 

The  tester  is  a  great  help  when  assembling 
magneto  on  the  bench,  The  "air-gap"  can 
be  adjusted  to  the  point  of  greatest  output, 
if  you  have  the  meter  to  test  with  as  you 
assemble.  The  fly  wheel  can  be  turned  by 
hand  fast  enough,  so  that  instrument  will 
give  a  steady   reading. 

"Air-gap,"  is  distance  the  magnets  are  from 
core  of  magneto  coils  (see  fig.  91,  pages  805, 
S06.)  This  should  be  A".  If  further  away 
the  amperage   and   voltage  will  be  less;   if 

IGNITION  con.  TESTER  AND  MAGNET  BEMAGNETIZEB. 

Ferd  Ignition  Coil  Teoter:  GooBiiti  of  baio,  ■witch 
ftnd  ammeter.     Ooil  ihoald  ihow-  a  readias  of  about 

1^    amperea  and 

a    eon  t  i  n  a  o  a  ■ 

■park    aeroia     M 

in.  gap.     Full  in- 


falls  to  reach 
this  mark,  then 
remagnetize  the 
magnets  without 
removing  from 
engine,  as  ex- 
plained on  page 
819  and  below,  j 
If  then,  the  mag- 
neto fails  to  test 
up  to  this  mark 
and  the  missing 
still  occurs  and 
is  not  due  to 
loose  terminals, 
and    runs    satis- 

factorUy  with  a  VL\aw^  ^1.  I.  «A.l 
battery,  then  you  gee  text. 
know 


may 


you 


have  a  "grounded"  magneto  eoil,  and 
note  must  be  removed^  defeetive  eoil  local 


mag- 
ated. 


■air^p' 


another   put   in   place   and   then 

clearance  given  as  per  above. 

This  device  is  one  of  the  most  nsafU  aeess> 

series  a  Ford  repairman  could  possess. 

Price  with  full  instructions $11.00 


•tnirtiona.     Prlca 
tompleto  ..  .$6.00 

Thia  ontflt  will 
aaaiit  joxx  in  tost- 
ipK  and  adinsting 
ignition  coili  ae- 
enraiely. 


This  a«til 
eonsiate  of  ■  ptmw 
f  B  1  aleetro-Hiagaft 
noontM  oa  wood 
baao  with  switch  aad 
two  blndiac  paata. 
Opented  tnm  a  •- 
▼OR  or  la-Tolt  Iter 
age  batt«iT  or  irj 
cella.  WUI  •hsrn 
all  magBoto  aagatta 

I*rico  complete  with  full  inatructlona $8.50 

hxtra  fur  ttiucbuiiMii  lo  ebargc  J^ord  nagaafta 
without  removing  from  car  (aeo  page  Sie)...Sl.tt 
AddiMS  all  orders  to  A.  L.  Dyko  Elet.  Dept.,  Granite  BIdg..  St.  Lonia.  Uo. 


MOTOE-OENERATOR  SETS—! 
Only   *•  direct*'   current  can  be   used  to   charge 
storage  batteries*  but  in  most   towns  flii<l  cities 
only    aUtTiKitiiij;  current   is  availnbk. 

There  are  three  methods  of  charging   batteriM 
prhere  only  alternating  current  Is  available: 

.By  the  use  of  a  Eectlfier,  as  explained  on 
pages  462»  463  and  a^  advertisement,  p«g^ 
864  L.  • 

By  the  use  of  an  electric  motor  which  will 
operate  from  alternating  current  and  then 
have  this  motor  drive  a  dynamo  or  generator 
which  will  generate  "direct'*  current*  from 
whlel)   current  the   battery   is  charged.     This 


For  Charging  Storage  Batteries.        864-X 

motor  auii  gcuerutor  is  then  '*  direct  t'oniieer- 
ed  * '  on  thi^  jiutno  base  and  is  called  a  Motor- 
Generator  Set. 
3:  Instead  of  an  electric  motor  being  used  to 
drive  rhe  gmierator,  thin  direct  current  gen- 
erator can  be  driven  by  belt  power  from  a 
line  shaft  or  gaaoJiiu'  uuj^ni^  or  other  power — 

Where  a  limited  amount  of  battery  charging  is 
to  be  done,  the  Hcctifier  per  paga  S64-L  is  rceom' 
111  ended. 
Where  many  batteries  are  to  be  charged,   the 

Type   9G    Afot«5r  Generator   Set,  shown   betow^  is 
recommended. 


is  shown  in  fig.  1,  and  consists  of  the  following 
parts: 

'1^  h,  p»  motor  to  be  operated  from  ttH«>rtiAti&j^  an* 
rciit.  ThU  motor  can  lie  Kui^phtid  to  oi>erato  from 
any  voU«.tf«  vr  phii»r  and  tbl»  iofornuitioiv  should  b« 
obtftin«d  tram  your  local  eleetrk  pUot  when  writing 
to  na. 

-0«D«rator  or  dyuaioo.  whicb  ts  connected  to  th<! 
»b0V4»  motor   und    ffeiterMlvn    **direet"    injrrenl.      THe 

Jieaersti^r    i«    i>t    IKW     (oiw>    liJi.v.rtHJ     ruf.flnfy      nr    1.4 

'  ^~**     M    ao   fttopirres. 


Type   9G   Motor-Oenerator   Set 


Fusei  (Fn  Arc  provided  to  protect  grefttrmtor  and-hftt* 
it'ry  circuit  and  motor.  B  U  the  twUch  to  genefAtOf 
j»nd   Imltcry. 

The  type  90  motorgenerator  set  will  charge  from 
1  to  5  batteries  in  aericg  at  any  amtierage  rut© 
up  to  30  anipores,  b)-  throwing  in  or  out  the 
resistance  of  field  rheoatat  {U).  Fig.  2,  shows 
the  eoimeetiona  when  eharging  5  batteries  or  Icaa 


*«i(.:tilk«aid     Itote  Cfc»f  Ml.  ^ 


As  many  as  20  batteries  can  be  charged  at  one 

tiiuej  with  this  Type  90,  by  adding  Ati,\iliary 
Khcoatals. 

Tor  inatance,  snppoae  it  Is  desired  to  charge  14 
batteries,  ft  will  neeessitate  three  different 
charging  linc-s  und  the  u»e  of  thret*  auxiliary 
Rheostats^  as  Rl,  K2,  lU,  fig.  :i. 

Suppoto  you  deiired  to  chargo  4  of  the  b&tt«riea  U  10 
Ampere  rate  and  6,  it  6  amperei  and  5,  at  4  amperes. 
You  will  n'odiiy  »ee  lhi*l  ihtf  correiit  v^Uif^h  would  )m 
drawn  fr«"<  CfT^fmrnr  \vou»«(  hf  *.'o  ftnijifr*'*,  h4  add^oc 
10,   6   ftnl  "         '  ^'^^   *i^^ 


Then    lU'i    iMior    5    Imitrnei 


9iM    1— Type  90, 
f^mtor  Set. 


St-   LoqU   Motor  Gen- 


4.    Also    ciiHed    "charginic    p»nel.'*    parts 

;    A    •Ifttc    littji?,    on    K*hsch    i«    moiiuled 

I S ,.      vsl.iiJt    I,    r,.)uicct^d    with    the  al- 

-    motor.      Ammeter 

rjitor    Mtifl     liftllery 

'  %    i.f  current  flow- 

rheoKtiil    (R), 

'  >.iT  amt   leffv- 

. _     _..  ..^n   be  made  to 

t^Allerjr,   ur  b«t.i«>ri«ii  b^tn^  churged. 


CMAneot    ii 
way   W"    ' 

to  t>  • 

VA   n 

5    hn  ■ 

tormnml:!    

ft:i  termmiilji  T3. 


PUce  each  rheoxUt  handie   <H)    of  Bl.  B 

that  alt  reaistaiice  is  "cnt-om/*     Then  ^■ 

rj*(i_>    nf    cen««r^i1nr      )i\     ivhi\:[.^'    .shunt     i\- 

•  v'UttU  board  U' 

20    artipf*rcN 

emnjfifrt    (A51 

re^Utuni^Q  ran  ihv^u   U«  cut  iu 

li*  taking  fnuNf  of  the  curronr 

i*i   rut    down   to   Ihw  prutujr  arn 

it   i«  d<Miir<rd  to  charcf-*  t'«i'li   to  I  of   hatu-j  it* 

Price  of  Complete  Motor-Gkiftiator  Set.  Type 
ing  »witch'hottrd«  motor  and  generitor 


lu    ttiit 

Tli*.ii 

irg- 

«ct 

-     at 

in  I    to 


on 

h    vt   the 

A    UitU 

< .  net 


90*  iftclnd* 
.    ,1246.00 


The  Atixiliary  Bheostat 


Price,  eaeh 


per  fig.  4  and  3,  are  supplied  separate,  inclnd 
Ing  slate  base«  ammeter  in  front 
and  resistance  coils  in  rear,  which 
are  inath^  o£  resiiilunce  wire, 
wound  on  a»»besto8  board  and 
placed  about  ^i  inch  apart*  length- 
wise  on  baek  of  alate.  The  re- 
si  8tanrc  ia  cut  in  or  out  with 
handle  (Tl),  Thi*  ammeter  on 
rheustat   indicates   eharging   rate 

Type  90  Direct  Ctirrent  Gensrator 
Can  be  purchased  without  the  Motor  but  with  ^nanHii*^  eu^rinf 
a  piiUey.  from  which  it  can  be  operated  from  a  ^^or  n^pm  r.  p. 
toe  Shalt  by  belt  pow^r^  per  pa 4;-:  102,  or  by.  a 


on  that  parlii'uiur  rheostat  [\jv\  whereaa  the  «jn 
meter   on    FWitch-baard    indie^itea   total   amperes 
to  all  lines,  or  lo  1  or  5  batteries  if  charged  with* 
out  this  auxtliary  rheostat,    Thu  maximum  carry- 
ing capacity  of  auxiliary  rheostat  is  10  umperes< 


5:7.7a 


otherwise*     Speed  of  gefti 


Price  90  Generator  with  switfhboard^pullc'y  .fl65, 


Cam  be  purchased  separate  where  yon  have  your 
own  direct  current  dynamo  (gtiierator).  This 
switch-board  (fig»  5)  con- 
siats  of  a  square  ftlate  pant»l 
15Vi*'^13*',  mounted  on  eaet 
irou  brackets  to  fasten  to 
walL  On  back  of  panel* 
the  resistance  ia  mounted 
f!f  »:  i»U(!iiiM.rd.Tjpt  PR  with  S>  taps  (sec  pag*>  464, 
fig.    11,    for   meaning   and    puqjose   of  **tapii*'}» 


Advertisement 
The  9R  Switchboard  For  Direct  Ourrent 


which    ar^    controlled    by   handle  in  fn 

amnuter    to    show    aiiiotutt    ^^^    ^'K.irtMt,.? 

and  the  controlling  Iibvit  nm 

ststanee  taps,  rejiulating  the 

that    from   1   to  9  batteries 

one   time   in   seriea.     The    n* 

rent  is  6  amperes.     The   switch,    mtii  iuMt 

cc»nnc(^tion  to  dynamo  is  nionnivd  iii  front* 

Price 


RECTIFIERS— For  Charg^ing  Storage  Batteries. 


Frtc« 
meter, 


Type  MU  vibrator  rectifier  (seo  itlustration); 
will  tran!4t'orm  alternating  current  to  direct*  per 
pages  463  and  lig.  2,  page  465. 

Eacb  rectifier  (per  illustration)*  will  charge  1-6 
volt  battery  at  6  amperes^  or  a  12  volt  battery  at 
3  ninpert's  from  the  lamp  socket  of  any  altcmat 
ing  current  lighting  circuit. 

You  can  purchase  as  many  of  the  rectifiers  as 
you  have  batteries  to  charge.  In  other  words, 
purchatju  one  now  and  aj*  the  businens  grows  pur 
chase  more. 

WE  REPAIR  MAGNETOS— Also  Coils,  Generators.  Starting  Motors,  Etc. 
Send  defective  Magnetos,  Generators*  Starting  Motors.  Colls*  etc,  to  us  prepaid,  and  we  will  ttit  a3S| 
and  advise  you  the  cost  of  repair  before  proct^eding  witii  the  work. 

* 'Lessons  in  Practical  Electricity.** 


A  book  thoroughly  simplified,  treating   on  the 
first  principles  of  electricity. 

517    pagen;     404     illustnitious:     lQ!i    pxperlmenrs;    154 
worked  out   problems;   438    r*'\to\v    nuestiiHiB. 

'  Price    Cftdd  15c  poaUg^e )  ....<«**«•«  .f2.0O 

Adflreys  nil  oni^rn  lo  A    L    l  .h^.,     Elect,  Bept.,  Oraalte   BIdir 


*<nmi£ 


Hydrometer  for  tenting  Stors^e  Bftttery — price 
T&ickueBS  Qanise;  see  pafe  699  i&g-  A>- — pric^. 
OompreMometer:  lee  p^ge  629  (flc*  4» — p«r4ec. 
Townsend    Grease    Otm;    tee   pAge    5t2— i»fic«. 


St.    Ld 


Mo. 


"B/G  CHIEF"  SPARK  PLUG 


1.  Spurk  Gap  or 
Inteoaifier  «i>«. 
Jiijustafyle,  l>uflt 
in  brass  cap. 
Creates  hotter 
■park  at  iidog 
point,  tgnitljis  a 
leaner  mixture  of 


2.  One  pi<»ce 
brsM  cap  %nd 
t«rminul  win* 
spun  on  porce- 
lain. Cannot 
come  apRrf- 


3.  Double  copper 
ftabestos  gusketa 
turni'f)  over 
ahoulder  of  por- 
celein.  Cannot 
leak  eompreasion. 


1.  Ft*t  firmj 
point.  Pn.Mjue«a 
t>lii»e  m.stcad  ot 
laifit  spark. 


7  HE  Spark  Intensifier  is  one 
of  the  features  of  the  **HIO 
CHIEF'' Spark  Plug.  ThU  Inten- 
sifier (I)  increases  the  intenMiy  of  ihe 
spark  to  such  an  extent  it  will  fire  through 
carbon  or  oil  and  will  ignite  a  lean  imi- 
ture  under  high  compression* 
Other  features  are  embodied  in 
its  rigid,  indestructible  con- 
struction and  as  pointed  out  in  I,  2, 
3  and  4, — See  illustralioo. 

ORDER  A  Pri|.«  f  I   7^   Farh  ORDER  A 

SET  TODAY      TriCe  ^l.iO    taCD     5£j  T<:»DAY 

SEND  ORDEHS  TO 

Vulan  Spark  Plug  Mfg.  Co. 

MANUFACTL1RER5 

Dept.  D,  1421  Olive  Street 
SAINT  LOUIS 


(PJL-ftse  nicinioii   Djke's   Auto   Kxicxclopediii   wLen   wnlinff; 


^Bi 


Alt'  cfiiscmi^ni 


865 


II 


H.  &  H.  Machine  Co 


4274  Easion  Avenue 


St.  Louis,  Moi 


We  are  prepared  to  do  accurate  work  because  the  equipment  for  doing  the 
work  on  which  we  specialize  is  modem  and  especially  built  for  the  purpose,  and 
our  workmen  are  skilled  mechanics^  We  aUn  have  the  proper  organization  to 
diivct  thi^  work,  ami  all  work  is  properly  iuspeeted  before  shipment  is  made. 
i  We  are  prepared  to  do  work  promptly,  and  in  most  instances,  we  can  com- 
plete the  grinding  of  a  set  of  cylinders  or  a  crankshaft  within  four  days  after 
reeeipt  of  same,  and  lighter  ,iobs,  wnthin  forfy-eight  hours. 


SEND  FOR  OUR  FREE  ILLUSTRATED 
AND  INSTRUCTIVE  PAMPHLET. 


Our  Prices  are  Reasonable. 

WORK  ON  WHICH  WE  SPECIALIZE 
For  Automobile,  Truck,  Tractor,  or  Stationary  Engines. 


Cylinder  Grinding, 

ni**ii  d  iiiutort  tliTOTigh  coniinuo*!  srrvaee  and 
liaturtil    wonr   junl    tear,   has   lost   its   power, 

Acks  cmnpn^8siciT>,  p^nips  oil,  fouls  its  spsirk 
j^lnjCTs.  develops  a  knock  or  piston  slap  and 
Bonsiiiurs  oil  and  fjjmoline  out  of  proportion 
|o  tlip  s<.Tvi(*o  rendt^rf'd,  it  is  a  sure  sign  that 

br  cyHziders  need  regrlndlni:. 

There    is    only    on<?    w«y    to    overcome    this 

rouble,  Tlie  cylinders  must  be  roground  and 
Itted  with  oversize  pistons  and  y>iston  rings, 
The     engine    wiJl    then    perform     with     the 

ae  efficiency  as  when  new, 
pylinder  grinding  is  a  distinct  »pecmity,  and 
lierefore  must  be  done  by  experts^  on  machin* 
^ry  adapted  exclusively  for  this  work. 

Oversize  Pistons. 
We  axe   prepared  to   supply  pistons  of  any 
standard  size  or  to  any  oversize.     Wo  spi^cial- 
i£e  on  piston  sizes  for  orphan  cars;  thoai»  sizes 
which  oaiioot  readity  bo  obtained  elsewhere. 

Semi-Finished  Pistons, 
We  are  prepared  to  supply  seml-finislied  pis- 
tons to  those  who  desire  lo  rebore  or  enlarge 
their  own  cyliudrrs*  These  pistons  are  finish- 
ed to  within  iV  of  itize  with  grooves,  etc., 
rut  ready  for  the  machinist  to  turn  down  ta 
uxact  fit  for  the  cytjndcr  tiore. 

Piston  Castings. 
Wt  are  prepared  to  supply  a  Large  number 

of  sixes  of  (.list on  eastings  or  make  patterns 
for  thoae  sizes  we  do  not  have  in  stock. 


Oversize  Piston  Rings, 

When  a  cylinder  is  enlarged  the  proper  o%^er- 
size  piston  ring  is  necessary.  Don  *t  be  misled 
bv  th^  statement  that  a  ring  near  the  stjse 
will  do — it  must  bo  exacts  We  supjdy  all 
standard  sizes  and  oversiz*^!*. 

Piston  Pins. 

We  are  prepared  to  supply,  within  forty  eight 
hours  after  receipt  of  order,  standard  or  over- 
size piston  pinji,  hardened  and  ground,  made 
from  special  steel. 

Miscellaneous. 

We  regrind  piston  pins,  re^m  connecting  rods, 
piston  bosses  and  fit  piston  pins  to  pistons. 
Wc  grind  pistons  to  lit  cylinders. 

Crankshaft  Tmeing. 

(H.  k  H.  Method). 

A  rrjiuki^ltuft  which  is  scored,  sprung  or  has 
a  flat   spot  will  cause  a  knock  an*!  ruinH  the 

bearing,     We  are  prt*>vr  .1   *,.  ».   .l^   »tV: 

shaft  true,  round  nn  il 

factory  accuracy.     T\.         _.  -    „      i    a 

crankshaft  win  be  less  than  the  cost  10  reflt 
liearLnga* 

We  are  also  prepared  to  weld  or  stmighteii 
bent  crankiihnfts. 

Scored  Cylinders. 

We  arc  prepared  to  **fiir'  cylinders  which 
have  been  deeply  scored  or  which  has  aand 
holes  or  baa  cracked  water  jacketfi,  etc.,  by  a 
special  process,  at  a  veiy  reasonable  price.' 


iFIt'stiit!   li-tutiui.   iJvk*  fe   Au!o   Eticvf.lupedi*   nrhwti    wrltiiigi 


866 


GENERAL  INDEX. 


If  you  don't  find  what  you  want  under  one  heading,  stop  and  think — what  other  heading  it 
could  be  under.  For  instance,  if  you  are  looking  for  the  adjustment  of  floats  or  carburetors,  it  BiT 
be  undor:  ''carburetor  float  adjustment,"  or  "adjurtment  of  carburetor  float,"  or  "lloati  for  ear- 
burt'tors. '* 

Another  point — if  you  want  to  find  how  to  adjust  the  carburetor  on  some  particuUr  cu 
First  turn  to  Specifications  of  Leading  Cars,  pages  544  to  546;  find  the  make  of  carbuwtm 
used,  then  turn  to  the  index  for  that  particular  carburetor  and  the  pages  wherein  it  is  descriM 
The  snnio  npplios  to  ignition  and  electric  systems. 

See  Dictionary  j»affo  861,  for  Moaning  of  Motoring  Terms.    See  page  767  for  Ford  iml^^x. 

J^  Adjusting  ignition  timer    245-S43 

••  internal   gear   drive    axle •?■ 

interrupters.  .  .   .264-298-24-I-251-253  304S4! 
Klaxon  horn    5l4-41t 


Acceleration ;   meaning  of    150 

Accelerator 496-497-1 54-486-67-153-492-1 50-497 

AccesRorieR.  desirable  and  necessary 511-515 

for   car    17-511 

for  tires    58fl 

Acetylene  regulator    720 

•  *  for    welding     718 

Acid ;  meaning  of r 439 

••      for  battery;  how  mixed    448 

••     for  ioldering 864G-711 

(picrir-)   for    ncrpafitng  speed   and  power.... 809 

••      -proofing  bfttt*?ry  bones    473-474 

*•     test  of  plut^num  points 304-234 

Active  materi  L   of   Btnrasro  battery 439 

Adapters   for      f^ctric   JlghU ,  .    429 

Addresa    of   Aato    ptibli^atlonB    520-524-529-758 

Addresses,    how    to   find    548 

Address  of  mnfg'r's  of  air  compressors .  .610 

"        "  •'  •*  automobiles    533 

"        •'  •'  "bodies    762 

**        '•  •'  **  carbtiretors     162 

'*        **  **  *'   plertric    systems    373 

'*        **  •'  "  engines Insert  No.  2 

"  '•  **  gasoline   tanks    602 

*/        ' ignition   systems. .  .251-253-254 

*'        "  **  '•  machinery  for  repair  shop. 617 

*  • '  •  •  magnetos    288 

"        "  *•  *•  parts    of    old    cars 647 

'*        * pistons   (aluminum) 651-823 

II        **  "  '*  pistons,   rings,    etc 609-823 

"  **  "   starters   (mechanical  A  air)  .322 

*  steering  gears    691 

•'  *•  *•  storage   batteries    473 

**        **  "  **  tire   accessories    568-571 

'*        *'  "  ••  tires    571 

II        *'  "  "   top   material    849 

*'  "  •'  touring  equipment    520 

"        "  ••  ••  tractors .-.753 

••        • wire  wheels 762 

Adjustable    engine    bearings    643-837 

• '  valve   clearance    635 

Adjusters  for  valves    608-634-791 

Adjusting  and  inspecting  engine  parts 595 

'•  •*     repniring    620 

•*  Atwnt^F-Kpnt     ignition     device.  .  .248-250-543 

*•  nxiliarj-  spTi^?  «n  carburetor 168 

'•  Rendix    starting   device 326-331 

••  Borg  and  Bock   chitrh    42  668842 

•*  Bosch    ignition    timer    253 

•^  brake   pedal    691 

*•  brakes.    Timken   and    others 684  to  689 

••  Buick    clutch    and   transmission 065-670 

**^         Oa*!il?a     *'iirbnr<*toF    130 

*'  parbiirctor   nnd   ^ncine   tuning,   prirra 

chareed 595 

••  carburetors,    different    makes.  166-171-172184 

••  carburetors.    "V    type  engines 171 

'•  carburetor   for   winter 170-153 

• '  rhain    tension    749 

••  Chevrolet   clutch   and    brakes 665-672 

•'  rhevrolct    transmission    671 

clutches 661  to  668-932-842 

*'  CO       vibmton!     234 

•*  Connecticut    ienition    timer 254-543 

••  connecting    rod     bnarings  64 1  fi13-64R-«46.a37 

"         rutout    noR-3rir> 

"  Dclro    elertrir    sy«lom     397 

•  •  Dolco    third   bruRh    300405 

••  T)plro    timer     245-378-392-543 

•liiTiTiMiii:!!    ilrivi^    ]iiiiiMi)    '>pin-»>7:i-*i:vj-7.'>o.7»'r_* 

••  Doilee    clutch:    trannTnission,.  666  670-931-932 

' •  Dodjre  srencrator    733 

* '  »'lci'tro]yf  0 8n4K-471 

'*  on^inp 505-620 

"  enirine    bearings     641-643-837 

**  fnn 191 

••  floTt'  of  rarburetor*    182 

*•  fnmt   whoels    680-6S1 

••  full    floating   axlo 660  673-677-932 

"  gap   of  macrneto   interrupter.  .207  304  "01-543 

"  gravity  of  battery    471 

' •         hoadlights     433  4:^2 

*'  Hudson   rlutch    666 

••  Hudson    oiling    system    694 


Adjusting  m ago  eto    itLterrtipter     ......  .297-298-304-549 

••  main   bearing!   of   engine tti 

* '  Maxwell   trantmifilon C7( 

••  Mf*FArlan   retir  axle      €73 

*  *  Mitchfill  trantmiiiion    671 

oil  presstirs   ...  198-199-200  694-(iSf 

••  Overlami  clutcli  W 

*'  Overlaod    tranatniislozi    67C 

*•  pistf^n    cl^orance  645-649-651 

•'  rear  axle  and  differential ...  673-A74-678-91t 
"  regulation  of  generator  for  output 3M 

Reo  clutch W. 

**         Reo  engine  bearing    S43 

"  "safety  or  spark  gap*'  magneto 291 

' '  screw   (carburetor      141 

"    •      Sheldon    re^r   axle    (track    type) 750-751 

"  atlent    chains    411-728-729-369 

silent  chain   (Dodge)    361 

spark  plug  gap 233-285-542-23? 

238-304-9.19-275 

••  semi  float Enjf  axle 669-674 

••         Schebler  carburetor 172174 

'  *         steering  devices 690  to  693 

' '         Stewart  horn   515 

Studebaker  elnteh    665 

*'         Studebaker  transmission    671 

"  third  bmsh  on  generator.  3 70-78 8-92 4 -92 5-40S 

"  three-quarter    floaling    axle 669>672-675 

*'  timer  . . ; 247-254 

' '  tranimistlon       669-671-6T0 

tniek  brakes    751 

•*  universal    jotnti    680-U1 

*  *         Tacaitm  t«t)k  fuel  feed 16S 

**         valve  and  tappet  clearance.  .  .94-684-635-542 

*  *         valve   clearance    (Buick) 109 

*•         valve  tappets   (wrench  for) 731 

*'  vibrators  on  coils 234 


Adjustment  of  axles.  . . . 
••  •*  rear  axle, 


.  .669-672  to  679-750-932-762 

Cadillac     6Ti 

Ohalmera    674  671 

••     '•        ••       Dodge    132 

Dorrls     8n 

HAL    673 

•'  ••      ••        ••       Hudson    674 

Jordan    674 

Maxwell     675-676 

••     ••        ••       Reo    679 

* Sheldon  IVuek 750-751 

• Saxon     8711 

* Timken 673-7fi; 

••     ••       ••       Westcott     674 

Advantage  of  a  circuit  breaker 877 

"  "  balanced    crank   shafts 532 

•*  ••    chaib    drive    .,..,* 19 

*•  ••  dyniiino   for   Ignition    255 

••  single  hot  ipftrfc  225 

'*  **   three  point  luspenaion    583 

Advantage  and  disadvantagea  of  auxiliary  air  valve 

(carburetor)     ...150 
'*  battery   coil   and 

magneto    255 

"  coil    with    ▼!• 

brator    .255  286 

*•  tmX    system,    of 

Ignitiofi     255 

"  dry   batteries 355 

**   generatcir   for 

tfmiHoo     ......  .255 

**  ignition     iyit#mt..S55 
••  low  t«nsbn  toll 

nyiletQiB    .  ......  .255 

*'  msgneio  syatem 

alone     255 

"  master  vibrator 

coil    *....,, 855 

"  tn««lianical  fe*- 

tureft  df  CKra  ...581 
**  oHtag    ayttema.  ...197 

'•   solid   tipftf    587 

"   itorage  battery 

for  ipiltloB 255 


See  page  R98  for  English  to  French  DlctionBy. 


GENERAL  INDEX. 


867 


net  »ad  fel«rd  of  loterrupttr •  •••...... 909 

»p*rk IIT-2S7  305  214 

'•         *'        **  ipEtk,  how  much    .... 227 

•*  ••        "   BpATk,  raifDCto-2<57  294  277-309 

of  ifflilion.  teitlng  o( 317 

*'   tpark,   automfttic    ,., »..,*.  .246  24I> 

••  tp«rk,  r%nte  of ...812-8111 

pluit  #iirln«    ("(^e    •nppJcnicnt)    .  .90l-757*U9'933 

«iif)t]6    rpnrk    ping    .,,... .2:18039 

iatlrumeul* ,,....,.   930'921-90i 

iasi^k*  .   .  *    ,. ....«.«B99 

of  pprson  driving  cjir.  .....  ......  ,622 

ftnd  fnadUnK,    {mixtiir<*>    .  .  142-150  151 

usd  fMoUoet   proportion   of .586^142 

Mtd  !•!    . 177*800 

bimnd  f&ftoliafi  tank,  caueuO  by .............  *  162 

ronipr«^i«ort   .......  562-563-564-653 

fompmsor     (home-siidc 743 

eumpreisor,  speed  of  . . .563 

control   for   carburetor  ...169-170 

cooling ...169  190 

giip i5  480  864J 

C»P   of  tulre ....  .94'9S 

gftp  trans mttaion    ...... .460 

gengo    ( Twitcbell) 566 

bOTO ,»...^ .......  .563 

lc*k»  ,  . .»,...,,.....  .192 


Ampcrago  of  g«i]erAlar    uTtTage    , 

"  • '   iaUipn 

"  regulation   .  .    ...... 

**         to  ipved  of  geii«rttt«ir 

Angte  iroo * 

Atmealing  .  .    . . 

Annular   ball   bearioga 


lock   in   iTAter  linn 

plane*    {9te  siipplement)     ..... 

prpB«ure,    gasoline    rvh,i,  m 
'   presaure  of  tirea 
'   pump  .  .   ....... 

■tarter  .  .   * 

'   task  for  rieaner  ..... 

taj)k     pre^ittire  alarm    .  . 
'   Ian'-  ■  ■•  ttia    .....-,,. 

tjf  -ter   . 

'   rikl  of  carburetor 

'   vmlven    i/JTCiglitod).   of  carburet" 

waaKer  for  earburetioD    ....... 

Ll   a.   M    hone-power  table    .  .  . 
*'  measlQg   of    ..... 

alee  ipark  plug    .  . 


.192 

..901 

.164  <$02-l 30-654 
=;53  554-659 

562 

..322 

10  744 

.  .740 

...564 

...512  513 

119  173  166 

...     1 50 

826-754 

534 

534 

.  .  .238-612 

616 

aud    water    (noofreoiing) .,........,,,,.  193 

for  cleaning  ipark  plug .287 

freeiiog,  boiling  point  aad  apecifle  gravity* 565 

bow  to   save 780 

kerosene,    water,    ga&olioe.    freesing    and 

bolting   point 193-57S 

for    wheels .683-744 

nent  of  piitooa  and  connecting  roda. 646-649-659 

track    tranamiffsioQ .749 

truck   wheels    565'588-6da-750 

nlof  tr&nBtiiiiAion   sbaft 783 

J'  and   throttle  control. ...496 

uk  of   current  wave .265 

lit  current     257-266  267-335-499 

JUier&Aiiag   current   generators    ........,.».«..,*  ,^  .257 

AltuniDum.   cleaaing   of    .......,......«•»».,,...  401 

melting    point ..721-539 

pUtona .7S.645'792  813  651 

piston    kloka    ....^^ 651-638 

soldering  .      .    . 695 

rican  Evar- Reader  apeerlomcter    .,..., 613 

oeiar     4]5-414'377-398-S99-402-410-416-664H 

dooa  not  indicate  charge.  ......  ,415-416-410 

eApost'S    short    circuits 417-416 

for  te»ting  adj.  of  coil  vibrators.  ......  .284 

bow  placed   in  circuit,  ....       .....  .410  391 

indication*   .  ♦    ...........,,_.  410  416-417 

oa   Reo^Remy   electric   system  . 373 

principle  of   ..'... .414'!l9a*4l  5 

purpose    of    ... 410  414  415  377 

ri^ads  ebarge  at  low  apeeda.  disrharce 

St  bigh  apeeds«   etc .411410  416 

readings ,.414-399  400-417  419 

"     during  cranking  operatioos.  De.lco.nS7 

•'•all*   .   . .414-398-399 

•  h«i>ts 414 

tasting  accuraey  of    . 410^398 

testing   for   short   circuits 406  416 

ti»st*  for  njotor,  genernlor  iroubloN.  .  .416*410 

lo  test  battery  indicator  and  cut-out 410 

troubles  ,  .   ..,,., 419 

ribratea .....,...,.,. 400 

when  uted  with   starting  motor.  .  410  414-410 

I   and    voll^    meaning    of.... .207  441-4S» 

as  applied  to  spneratora .337-410 

rnpecity    of    wire 427 

contum^d    by    electric    Uinpt    .43:1434 

consumed    by    atiirling    motor ........  .410416 

constttned    by    electric    vebfile. 477 

hour , ,  ,  .  4.19  441-801 

hour   r^picity   of  battery. ....861441467 

how'  lo  nieaiiura    .......       , .414-410 

^ttK^t^r — «ea    Alio    attiniH«*r,  ,  .  .  .40S*402-414-410 


371  410 

4.12  4J.i  407-410 

...348 

490-410 

710 

M3 

■^-48 

Ise   and   clockwise _.  i.  ..;13 

£  aolutioai 193-433 

aevices     , 430 

Aitiuri.iiun  of  surtiug  molar  lo  •ticui* ....837 

Aibor   press    .*.*«  ^  ^ ......  « .r^tSOd 

Arc   burning,   meaning  of   .*•........«.... 489 

on t6t  for  battery ♦..•, 471 

ArsA  of  a  circle .«,..*,,.....  .580 

**      *•    *•  triangle .....^............539 

Army   truck  gear  shift .,,.,.,490 

Armature 257-235  274-823-825-367 

*•  coll,  if  burned  out 411 

"  coil,   loose   from   commutator   segmenta.  .  .737 

"  conatructioQ  of.   for  magoeto. 269-27 1-290-304 

"*  core,     laminated .256 

'  *  displacemeot    type 330 

high    ten*ion    .271268  288  290^804 

**  how  one  servea  for  motor  and  genera*  . 

tor 347-853-881-387 

*  •  inductor  type 264 

' '  inductor  type  magneto    256*265 

•*  (magneto)    speed  of  inductor  type. «...  .265 

of  generator 212 

*'  magneto  and   interrupter,  position  of..  309 

"   magneto,    setting    of    2f)5-31#>318 

"  magneto,  speed  relation  of ...  .2^6-306  318 

rolatioii   to  interrupter    * .  309 

'*  rt^Iation  to   distributor   on  magneto ,801 

shaft    .    . 375 

(shuttlo    type) 256  258 

speed,   of  magneto    ............... .294-424 

teats 402-406-410-414-416-424-416-737 

*'  test   (mBgnato)    *. 301  to  804 

torque  tt*«t    . , 411 

troubles    .    . ..411-416-301*804 

winding,   magneto 250  258  268  369-271 

*•  winding    <Delc^)     381-387 

winding,  geoerator .  323-326-383*895 

Armored    cable 009 

Artillery   type  wheela .....,.,.    15 

Asbestos    gaskets , 717 

A.  S.  M.  E.  screw  thread  table 703 

Assembling  a   four  cylinder  engine. .......       . .  ,62*63 

truck   rear  a^ile ...751 

ATM.    fatmoiip herns),   meaning  of...  .438 

Atmospheres,    reading   of i5l6'438 

Atmospheric    pressure     .....,, , . . .  718  5  52  168-930 

•*  at  sea  level    .539-920 

Attaching^  and  detaching   lirea 555  to  558 

•'         ehargi&g  wirea  to  battery. , . .  .730 

**         magnato  to  eogiDO 301 

AttacbmentA  for  carburetor 156 

Atwater-Kent,   a  single  spark    ......  ...250 

*•  *'        condenser  .  .    .,, .  .,.247 

**  **        depolarittog    switch    ............  .248 

**  *'        Ignition  system,  adjusting  of  247-250-543 

**  *•        system,    wiring    of    ..............  .249 

*'  '*        timing   for   Ford    ............ .810-816 

timer   gap *..*. 250-548 

**  **        liming,    oiling   of    *,..........  .247-548 

AudTble   teallng   device 737 

Automaticaity  operated   inlet   valve .91 

*  *  "        needle  valve 172 

Automatic  advance  governor   ...  ~  i=  249 

*'  of  magneto  ^i* 

'*  '*  of    spark    .  .  19 

"  **  reason   for    ................ 307 

"  controller  of   electric   currenl. ....    . .  .342 

control   of   spark.    Delco 376-383 

cutout 337-334-343 

*'  elcrtro  magnetio  gear   abift 330 

* '  gas    generator    ......  —  ......  437 

'*         regulator,    electric  i         'i50 

**  ahtfting  pinion  startvr  i      10 

••  spark    control    ..  .     ^.iu  :J49 

Autognnoua    welding    .....  ......  .719 

Auto  Club  of  America    ....  .......  582 

*•       *Ute    cut-out    369 

**        ••       starter  A  generator,  on  Chevrolet. 364-358-359 
"        •*      generator  l»rusb   sdjuitmrnt .......  .364  356 

**        **       generator  fails  to  jtuherate  fuH  output  409^356 

'■         '*        generator  how  to  increase  output 360 

'*       mechanician,   meaning   of    .  .  594 

*"      mechaQtcian^i   outfit  '>03-594 

♦•        Ped  ...  .. .755 

* '      raca.  first ,  .191 

**      T\M  aide  of    i  i4 

"      aalesniaii  and  poloter-  i3 

**       9i\\nw,    fir»t         .....  >il 

"       t'  ^  '    -,,    _ ..529 

iloo   of    .  583 

Aulomu.....i,    ,».;.......>    of    .  10 


868 


GENERAL  INDEX. 


Aatomobile  cleaning  of    507-595 

electric 476 

first 581 

**  functions  of  principal  parts 10 

how  to  ship    509 

**  Uwt,    dlff«reDi   states 522-523 

**  mADuf&^tureri^   addresses    533 

*'  Overhrtulia^   of    »  , , 594 

••  reppiring;^  busiafiss,  how  to  start 597 

•*  reptiirman   ^  .  ,    .  * 593 

right    lids   of    .  , 134-582 

▲atomobiles  no  longer  manufactured,  where  to 

obtain   parts    547 

Auxiliary  air  inlet      147 

*  •  * '  vftHe,  its  pmrpoie  . . , 150 

••  "   vaKe    (Packard) 855 

* '  hand  air  pump  for  ^asollner.  r 854 

*  •  head    U^ts    ,....,,,... 857 

**  spring  Bdjastinent   on  carburetors 168 

Average  comprt^BBioa    of   eogiae. 627 

**        piston    ilcarsiica    »  .  .  . .  ^ 651 

*  *        THlve  dearancer   ,,,,„,.., 635-542 

*  *  valve    timing     114-542 

Aviation  engine,  Gnome  (see  supplement) 188 

*'  •*  Wisconsin   .  .    911 

Axle  adjtittinfinte  669-672  to  679-750 

*'     shafts  (Cadillac)  removal  of 679 

•  *     shafts,  how  fastened  to  differential 669 

•*     stand,  for  repairing 605-730-797-709 

Axles 2-31-50-669-672  to  679-750-931-762 

•  •      (dead)    31-746 

"     floating  and   semi-floating,   advan- 

^^      tages  of    582-669-81 

••  "^ront 31 

••     full   floating    31-33-669-532-931 

*'     housing,    lubrication   of    204-205-669-762 

•  *     internal  gear  drive 678 

••     lire 31-50 

"     oil  leaks    678-762 

••     rear 81-33-532 

•  •     removal  of 83-932 

' '     semi-floating    33-669 

•  •     straightening    of    709-782-584 

'  *     truck 750-762 

B 

Back-firing  in  muffler    580 

•  *         "        (popping   in    carburetor) 170 

'•        *•       valves  open  too  early    98 

Back  lash,   taking  up    673 

Bacon,   how   to  cut    518 

Baffle  plate  to  prevent   excess   of  oil 652 

Baker  bolted-on  rim    557 

Balanced  crank   shafts    532-122-78 

BfitnnctDg   electrolyte    471-864E 

Ball  air   adjustment   of   carburetor 150 

' '     air  inlet  of  carburetor   152 

*•     and    Ball    carburetor    864P 

*'     and   socket  gear  shifts    490-49 

"     and  spring  oil  regulation 198-200-741 

•  •     bearings 36 

' '     bearings  for  engine 640 

Ballast  coil    839 

resistor 847-348-428 

Barrel   type   dmnk   cbbc,   explanation    of 62 

Barnes  steeriQir  devir©    , 691 

Bases    for    t^lprtrir    limirifi    433 

Battery  storage,  see  also  storage  battery.  .  .439-421-411 

**  '*         action  of 447 

••  '•         acid 448 

"  '*         additiir    WBtar    * 454-455 

**  '*         adjaiting    gravity    471 

'*  "         and    coil    ignition    systeran.  ..  .242-245 

'*  '*         add    dynamo    lighting    method.  ..  .431 

••  "         assembly  ^  .    .,, 444 

'•  "         Herlrlclty    uat   afored 447 

"        box,   acid  proofing  or  painting    473 

* '       capacity 441 

care    of    454-421 

'  •        case 469 

• '        cell  assembly    445 

"        cell  connections    443 

cells 445 

'  *        charge,  when  complete   459 

•*        12  volts  charged  from  a  6-volt  generator.  .363 
"        charging 459-447-470 

*  •  *  *        and    repair    shop    601 

*•  "        (12  volt)   battery  from   6-volt 

circuit 465 

*  *  "        circuit 461 

*'  "        equipment    (lamps)     460-461-465 

"  "        Ohms    resistance    464-463 

outfits 462-464 

"  '*       pole  finding  not  necessary  with 

rectifier 463 

•  *'       principle,  simplified   447 

••.  "        rate 459-461-467 

••  ••       rectifiers 463 

*'  "       resistance   required    461 

**  ••       reversed 459 

Battery  charging  volt  meter  test 460-453-461-416 

410-864D 


Battery  charging  when  solphated  vl 

eleanlmeaa « 

cold  weather    a 

c  (I  L  J   cx  R  d    m  airn  el  o,    d  i  sad  vantage  fif .....,,  J9I 

coil     tioiQr    and     iHMgne^So    lgsiti«> n 

Cfimpoiind   for    seaUnE    »»......,.,. Kt 

connections,  (  m  I  BceUaseout J  . .  4S1I41HM4 
connector,  boring"  of™to  Tvmtrn^.,,,^,M 
connectors,    burniDg    of    ,,,.,» ^  - .  iTQ-lil-C 

connectors,   burned  and  bolted M 

connecting  to  generator   i: 

CDnHt&ntly    discharged    422-41C-4] 

'^f^n'-ii'tieiion  * 

cracked,  leaUug  compouQdl    4TM; 

current,  dirflct ion   of   tow    . . . - 4 

ruit'nt,   how  to  save    < 

dinAiiAtrmbUng  »       4 

discharges   /.,      < 

dUeharge    outfit    4 

diecocinecllng   of    * 

diftconnacliug  on   Reo    3Tt-' 

dii{?httrg€i   and   overcharge    

docs  not  stay  charged    

doobk   voUagi?    syatem    

dry   cell    20T-aM 

dry,  weak    

Edison    

electrolyte   

'*         balancing    of    471  r 

* '         freesing  point  of    

spilled 451 

*'         1  :'   in  aame  cell 

element,  whtii  i.Oii»iiLiiL«»    441 

element   assembly    . .  .  , 

equipment  for  ahop    .,  .  .  ^ 

filling  cell  with  electrolyte  after  repairlDf 

floating  on   th?  line    S3 

forming   the  plaice  

for  itarting  and  lighting    

gassing 44 

gives  out  on  road   

gravity  at  end  of  charge   

' '       constantly    high    

*  *       low,   cause  of    

* '       meaning  of    

*  *       of,    for    starting    motofrt 

*  •       too  low   

grid 

grounded   

heating   of    

how  rated  in  ampere  hours 

how  to  crate  for  sfaipment      

**      **  de(frmine  tiie  Co  titc 

**      '*  detertaine  the  ntimber   of  cells. 

plAte^,  etc*  by  number  on  batten 
••     **  disconnect 

*  *     "  remove  bad  plate   

*  *      *  *  seal 

* '      *  •  tell  when  charged   

*  *     * '  tell  when  needs  charging   

hydrometer  for  testing 450-447-4: 

**  reading,  when  to  take 

Idle  for  long  period    .  *  * .' 

if  charged  and  new  sotntlon  added 

ir  repaired   for  a  short  circuit 

impurities   in   electrolyte    .  ,  » 

indij^ntor   ,    .    *..,*.,.*,  ^^  *  .  » 

itirormation.    (mlscellaneoiia)     4' 

inspection  of  parts   

internally  short  circuited    4 

jar 

jar  cracked  and  trouble    471-4 

lead   burning    471-T 

h-  lie  forming  in   

in  i'r:>  ,..'i;;Ters    addross    

memmBg,  of   Hh   end  sign    4' 

negutlve  givet  teas  trouble  than  poaitiv< 

of  electric  vehicles   

on  Buick 

overcharge  

overheating 4 

out  of  service  

parts    of    4 

paste  for  plates   4 

plates    buckling 4 

*  •       color  of   

(Plante  and  others)  445-440  to  4 

•*        Mraighleniog    of    

"       fulpliiir*'^ — m^se  of 456-4 

*  *       why  odd  number 

pointers 458-4 

po]t'£,    how    (o  determine..... 

put  m  vtne  after   long  period 

T«a.iiei7)bling  of    ...,«.,.., 

Tizti^^T.  ^i^ftne  made   . , ,  , 468-4i 

removing   of    4! 

repairing 463-471'4' 

repairman's  tools 4 

resistance  units    4' 

reversed  connection    4' 

sediment,   csuses  of    457*4i 


GENERAL  INDEX. 


mttvj   8flp»r«iorfl.    (inserting) 468-470 

"        sepanton,  tank  for  soaking   473 

**       short   circuits,,  usual   causos  of*. 450 

'*        solution „ 448 

•  •       specific  gravity    449-461 

sulphation 448-456-457-461-458 

supplies     472-474-478 

' '       symbols     356 

*'        (6  volt),  suitplying  3  volt  lamps 466 

*'        (18  volt),  supplying  6  volt  lamps 466 

*'        (24  volt),  supplying  12  volt  lamps 466 

**        (12   volt)    charged  from  6  volt  circuit 867 

*'        temperature 449-461-471-448 

*'       terminal   properly   grounded    408 

terminals 439-421-458-471 

'*  *'  how-  to  connect    421-445 

reversed 421-417 

* '       terms,   meaning  of    489 

tester 452-450-416-417-864D 

••        test   for  short  circuits    413-406-416 

*'       testing  with    switch   off 421 

**        test   with    voltmeter    416-410-453-864D 

••        thermometer 449-450-451 

tools      472-474 

"        troubles,  cold  weather    422 

miscellaneous   416-422-456-457-458-577 

*  •  '  •  remedies    for    416-422 

••  •*  located   with   hydrometer 467 

"        two  sets,  how  used  with  coil 226 

'  *        type    numbers    explained 448 

voltage 443-453-370-440-447-410-416 

voltage  at  end  of  charge.  .461-453-460-416-416 

'*       voltmeter    for    testing    414-410-416-458 

**       water,   adding  proper  kind 454-455-456 

water,    how   to    distill 474-709 

weak 421-422 

"       when  cut-out  is  not  used  with 422 

* '       when   disconnecting 421-428 

* '       when  to  put  in  separators 470 

**       when  to  tear  down  for  repairing 463 

will  not  take  charge 458-416-410 

*'       wood  and  rubber  separators 445-444-469 

•  *       work   bench    474 

**       work,   prices   to   charge 478 

lanme  scale    452 

Isyonet  lamp  base 432 

}«ads  of  tires,  typea  of 551-552-558 

Ivaring  bushings 641-643-644 

* '        engine,    adjustments    641 

**       knecks,  how  to  test  for 688 

leftrings,    plain    72-644-203-641-887 

(adjuMable    type)     648 

*  *         burnt    and    '  'burning    in" 648-201 

• '  connecting    rod     72-647 

**  engine,   how   oiled    198-200 

**  engine,    testing    507-641-643-507-887 

*'  engine  worn,  how*  to  determine 647 

'•  fitting  to  engine 647-887 

*'  for  engine  and  adjusting  of  72-640-507-887-838 

'  *  for  piston  pin 644-643 

'*         how  damaged    202-208 

**         kind  used  on  leading  ears 548 

*'  main   and   connecting  rod.   fitting.  ..  .641-647 

••  Packard    ••twin-six"     858 

••  (oil   graves    in)     208-644 

roUer.  ball  and  thrust  36-673-674-687-640-588 

'•  scraping  of    642-643 

*•  six  cylinder  engine 123 

• '  taking  up  and  testing 641-837 

••  Timken   roller    687-673-674-86 

••         worn 641 

learns  of  light,  meaning  of 483 

lell  erank ;  on  brake  rods   6 

UlU  for  fans    187 

leneh  drill   614 

Iwding  tubing    718 

lendix  electrie  starter   326-331 

*•       starting  motor   drive   method 331-342 

•*       starter  system,  care  of 381 

lent  fenders  etc.;  how  to  straighten 745-781 

**     frames,  how  to  straighten 731 

••     axle,  rear  and  front 709-737-782-584 

)enxol   589 

lerline;   definition  of    16 

lerling  magneto   304-812-926-927 

l«vel  gears    85-19-780 

how    adjusted     21-673-674 

••  ••       spiral  type   21 

••  ••       where   principally    used 21 

"       type  steering  device    692 

lesel,  on  what  used    612 

licycle;  high  and  low  gear 12 

iijnr  double  gear  drive  motor 828-857 

••      generator  and   controller    857-926 

iiiui  for  the  stock  room 606 

Si-polar 828 

)i-polar,   meaning   of    828 

Ifplaae 900 

llackamithing,  equipmeot  for   616 

)Iaek   smoke,   cause    202-662-169 

Slock  and  tackl#  for  palling  car  out  of  hole 784 


Bloom  on  tire,  meaninjr  of 665 

Blow  cock  for  air  line 789 

Blow-outa  and  why    566-690 

Blowout  of  inner  tube 672 

••     ••      ••  tire  567-566-690 

Blow-outs,  repairing  of,  with  electric  Tuleaniser. .  .576 

Blown    fuse     428-415-417-419-420 

Blow  pipe  torch   692-711-718-616 

•  *      torch,  home  made 696 

Blue  book  for  touring 620 

*•     amoke,  cause    202-652-169 

Boat  horns    614 

•  *     Ford  engine  in  . . . . : 825 

Bodies;    clsssified    16 

'•  metal;  how  to  straighten 745-781 

Body  builders,  addresses  of 761 

••      polish 607-608 

••      removing   of    678-748 

•  •      what  type  to  use 627 

Boiler  of  steam   cars    768-764 

Boiling  point  of  water,  alcohol,  kerosene,  gasoline.  .686 

Bolts  and  screws,  S.  A.  E.  and  U.  8 612-701 

Books    (guide)    for   touring    620 

Bo<dc8  on  lathes   617 

Books  on  oxy-acetylene  welding 719 

Bore  and   stroke,   meaning   of 81 

••       ••  ••        of  engines  of  leading  cars  542  to  646 

Boring  cylinders    653-654 

Borg  and  Beck   clutch    42-668-842 

••       ••         •*      adjustments 668 

Bosch,  battery  and   timer  ignition 276-268-648 

••       double   ignition   system    276 

•  *       dual  magneto,  timing  of 812 

••       dual  magneto,  relation  of  armature  to 

distributor   801 

*•        ••Dn4"  magneto  and  synchronising  of. 801-268 

•  *        electric  system  on  Marmon 861 

•  *       generator  principle   889 

•'       Ignition  timer  and  adjusting  of 252-258 

•  •       interrupter    (magneto)    298 

••       magneto 288 

••        ••Nn4"  magneto  system    284 

•  *       starting  motor    880 

•*        ''two  ptdnt"   ignition  system 277-284 

••        ••two  spark**  ignition  system 277-288 

*•       vibrating  duplex  syatem   .288 

•'ZR'*  magneto,  setting  of 810 

Bottoming  tap    704 

Bowden  wire   801-178 

Box  pit,  for  working  under  a  car 789 

Boyce  motometer   188 

Brake  adjustments    684  to  689 

Chevrolet    672 

•  •       cam   type    I 686 

**       care  of    686 

cleaning  of   688-690 

••        (clutch)    666 

bands,    fitting    688-689-690 

**       bands,  how  to  clean 688 

*•       drums ;   where  located   6-684  to  689 

electric    479 

•  •       external   contracting  band  type 686 

*•       equaliser  .  .    80 

falls  going  down  hill    492 

how   to  use    494-491-492 

**       horse-power   and    test 585-586-587-861 

if    fails    495-491-492-688 

**       internal   expanding  band   type. ; 686 

'•       lining 616-688-691-689-690 

'  *       lining    countersink    690 

* '       overhauling  of    688-689 

•  •       pedal    adjustment    691 

•  •        Prest-0- vacuum 479 

'•       purpose  of   .- 11 

squeaks 80-684 

••       Timken  type    684-686-687 

'*       toggle   type    687 

•  •       truck  type    761 

types    of    29-686-687 

* '       using  engine  for   494-588 

Braas  and  nickel  i>olish 608 

'•     cleaning   of    401-741-508 

Brasing    697.712 

torch 712 

Bread,  how  to  bake 619 

Breaker  box,  how  to  install 264 

*•       gap  distance  of  magneto 288-298 

*  •       points,   magneto    812-298-809 

Breast    drill    614 

Breather,  purpose  of   197-788 

Briggs  standard  thread    708 

Briscoe  spark  and  throttle    497 

**       specificatiosis 648 

'  •       wiring    diagram     868 

British  Oolumbia  auto  laws   624 

Bffokea  gasolino  pipe    712 

'*       piston  rings    691 

*'       wirec  teating  of  241 

Bronte  buahian   644 

Broogham;    delnitioa   of    16 

Bnuh  typ*  distributor   269 


870 


GENEBAL  INDEX. 


BmahcB,  broken  connection  indication 412 

Bnishea  carbon  and  metal    (Deleo) 404 

ear*   of    406-408 

electric   motor    826-881 

' '         irenerator,    third-brush  regolation . . .  843-8640 

holder  loose   406 

"         how  to  chanee  charging  rate  hj  shifi> 

ing    (Delco)     406 

"         sparking   at    409 

"         fitting  of   400-404 

Bryant  Talve  spring  remover    016 

B.  8.  gauge  of  wire    427 

B^  T.  U.,  meaning  of 861-687 

number   foot   lbs ;861-668-687 

"         to  1  lb.  gasoline 686 

Bucking   coils    884-889 

**        series,  regulation    846 

Buckled   battery   plates    466*467-468 

Buckling,  meaning  of   489 

Buffer  blocks,  where  used   622 

Buick   adjustment   of  transmission 670 

••  brake 689 

••  clutch 666 

*'       carburetion  heating  method   167-179 

"       dutch   (see  also  Insert  No.   1) 665 

•'       clutch  tool    742 

"       Delco  system    888 

**       electric    switch    878 

"       engine  (see  also  Insert  No.  1) 44-109 

"       flnng  order    246 

••       gear    shift    497 

**       ignition  setting    109 

••  "  timing  of    246-809 

**       piston  ring  siie 607 

*'       rear  axle    (see  Insert) 

'*     . re-designing  old  oar 761 

' '       removing  push  rods    742 

"       sise  and  type  of  battery 442 

"       "six"  clutch Insert  No.  1 

'*       socket   wrenches    692 

spark  and  throttle  eontrel 496-497 

' '       specifications   .  .  •    648 

' '       steering  derioe  ( Jaooz)    692 

'*       Talve    clearance,    adjusting   of 642-109-94 

grinding 742-688 

timing 109 

Building  a  four  cylinder  engine 62 

'  *  garage  for  business 606-697-698 

••    home 610 

Bulba,  (electric),  else  to  use  on  leading  cars 484 

"       (see  lamps,  electric)    482 

Bumpers 17-26-611-814-786 

'  *         for  rear  of  car   786 

••         how  to  straighten   781 

Burner  for  Stanley  steamer   768-764 

Burning  connectors  of  battery    471-726 

'•       point  of  oil    201 

"       strip  for  battery   489 

Burnt  bearing  or  bushing 643-201 

Bushing  a  valve  guide 634-791 

Bushings,    removing   of    644-660-824 

'*  for   bearings    641-648  to  646-203 

Butterfly  throttle  valve   162-168-164-146 

Busier  or  electric  bell  for  teeting 737 


Gable  or  wire  for  starting  and  lighting.. 426-426-428-240 

Gables  for  magneto   297 

Gadillac  adjustments,    (ignition)    182 

**       air  compressor    562 

"       and  Hudson  Delco  system  (1914) 879 

*'       axle  shaft  removal  of    679 

•  •       carburetor 180 

**       chain  adjustment    729 

••       clutch 40 

'*       condensing  device   780 

'*       Delco  electric  system    896-182-188 

'*       disconnecting  battery   428 

electric    system    132-188-896-642 

'*       engine 127  to  188 

* '       flring  order    181 

••       gear   shift    , 188 

"       ignition  timing   182-729 

(1914)    magnetic   latch    488 

••       radiator  repair    714 

'  *       rear  axle  adjustment    674 

'  *        re-deeigning  old  car   761 

"       removal  of  rear  wheels 679 

' '       replacing  silent  chain    729 

*'       spark  and  throttle  control 496 

' '       specifications 648 

"       test  light  for  ignition  timing   729 

"       thermostat  on   cooling   system 180 

(1014)   two-speed  rear  axle 488 

••       valve  timing   108-729 

**       wiring   diagram    188-896 

Gadmium  test  of  storage  bsttery 864D 

Gage  type  valves,  grinding  of 681-91 

Galoium  chloride  for  non-freesing  solution 198 

OBlipm 614-700 

•  *       micrometer    WT-Wa-«^^-*4^ 


Calipers  for  inside  measurement   M!-. 

Calipers  for  outside  measurement  MS-' 

^*       vemi^t ' 

Gam  and  fly  wheel,  direction  of  travel 

Gamber  of  front  wheels  

Camping   outfits    Sit 

Cams  and  cam  shafts  87-68-04-116-120-121-lll-m 

"      how  they  tell  order  of  firing 

'*      on    interrupter    WN 

••      quiet 

Cam  shaft,  Oadillao  engine   

**         **       drive,  leading  engines    

(6-cyUnder)    iUustrated    

*'       overhead 90-136-109-911-91 

"         "       relation  to  cam  and  valves 

*  *         * '       removal   of    85 

'*       setting.   Packard    

"      type  brakes    

Canadian   auto  lawa    

Canal  Zone  laws    

Candelabra  screw  lamp  base 

Canned  goods,  when  touring   

Candle  power  and  voltage  of  lamps  481-482-4S4-44 

Cantilever  springs    

Canvas  fenders  for  racing   

Capacity  of  fuses  

••  gasoline  tank    

'•  pipe 

Cape  chisel   

Cap  screws 

Carbide  gas  generators   

Care  of  clutch 661 

Cardan  joint,  meaning  of   

Car  lifting  device 

Carbon 3 

and  spark  plugs    

brushes  on  magneto    

brushes  used  on  Deleo  generator 

cause  of    3 

oleaning 624-626-726-1 

collection  top  of  piston   

indications    

preventative 

relation   to   combustion    • . 

'*  lubricating   oU    i 

removal,  water  injeetloa   

removed,,  prices  usually  charged 

scrapers I 

where  usually  deposits   

Carborundum  cloth,  valve  reseating  tool 

Carburetion,  air  washer  for 

at   night    i 

at  sea  level    1 

during  cold  weather  

kerosene   difficulties    

Pitot   principle    I 

water    feed   principle 828-' 

principle  of    

and  spark  lever   

simplified 

vaporizing 

Carburetor  acceleration    

adjusting 166-; 

adjusting  screw    

adjustment  for  winter 

air    control     

*  *     regulator  • 

*  type,   disadvantage    

*  •     valve 

*  •     valve  type    

attachments 

automatically  oi>eratod  needle  vale. 

auxiliary   air    

back  flring  of   

Ball  and  Ball    

ball  air  type   

Cadillac 

Carter 

compensator 

compensation  Jet  tjrpe 

concentric  float  type    

cork  float  varnish   

dash  pot    : 

double   Jet 

double  type   

drips ! 

electric    heating     

exhaust  gas  heating ] 

expanding  type    ] 

flange  packing    ] 

flexibility  of  control   

float 148-1 

float    adJustmenU    160-ltt-] 

float  chamber 

float-feed 

float  level 

float  valve  tester 

flooding  of « 

for  *'V**  type  engiae 1 

tractor   engines    6Sl-8Sr-1 


GENERAL 

>\MJrwiOT  Ford  tjpe 166*703 

*  •  tfMing 154  I5a-5S& 

^-vmtor  satketB l&4'160 

CMoline  l6v«l 107 

hefttinc  methods..  .155-1  S?'191»-16C^-1T0'7 44 

*  *  heating  method,  home  mftde. ........  ,744 

heating  mixture   159-855 

*  *  how  to  determine  height  of  float 167 

••  ••     ••  ••  ••        ••   gasoline    ..167 

••     •*  ••  siie   of    168 

"  *  HoUex,  kerosene    828 

'  •  Hudson 188 

idling 158 

*  *   '        if  too  large  or  too  small 158 

**  injection   <if   ntGJim    785 

••    •        intake   manifold    159-164 

i&t«ke   manifoid   heater    157-744-160 

*  *  Johnsoa 184 

**  kerosene   and   gaaoline    166-754-160- 

831-827-754 
Krebs   principle    144 

*  *  leading  types   of    171 

loading  up  of 175-586-589-578 

••  main    air    supply    147-148 

"  manufacturers   addresses    161 

Marvel 179 

Master 180 

'*  Msiybach    principle    144 

"  mechnaJcatlj  operated  needle  TalTe....l74 

metering    pin    type     149-151-188 

Meyi?r       .    .,, 1-80 

*  *  mix  lEtK'  chamber 147 

mixture 168 

"  "         at  low  speed  and  high  speed..  168 

'  *  *  *  how  to  determine    585 

*•  how  to  test 169 

'  *  motorcycle    type    845 

multiple  jet    148179180 

*  *  old,   how  to  increase  elfieiency 744 

on  the  Dodge 178-733 

••      ••    King 864*' 

•  •      •  •    Overland 183 

••      *•    Packard 855 

••      *•    Studebaker 172-864F 

*  •  overloads 586-175 

*  *  parts   of    145 

parts  to  adjust    166 

*'  (»EL]feagf«   art^a,   $ize  of 158 

•*  Pitot   priQflple    , 177-800 

plmiu    tube    type    176-177-800 

*  *  principle 142 

*  •  priming  rod    160 

RayfieW 151-175 

refrigeration 754-158 

**  repair   bench    (foot   note) 166 

Schebler 148-172173-174 

side  float  type    145 

aingle  jet    148 

springs 147 

*  *  spray  nosile   147 

Stromberg 176-178-184-927 

'  *  surface  type    142 

**  temperature  regulator    155-159 

testing     166-167-788-585 

tickler 145 

Tillotson 183 

throttle  ralve    148-152-158 

tractor  engine    831-827-754 

troubles 166-578  to  581-800-184 

' '  used    on    leading    cars 548 

used  on  two  cycle  engine 756 

'  *  valve  springs   147 

Venturi 152 

"  warm  air,   how  dravrn   ia 159 

*•  water    iajfwUon    735-754-828 

'*  why   popplni;   and   back-firing 170 

*  *  with    goveraor     » , # .  .  . .  747 

wrench  for  Ford   810 

Zenith 180-182 

are  of  a  car 505 

..       ..   .<   ..  ^^jiy    weekly,   etc 510 

••       *•  battery 454 

••       ••  chains 18.74f 

••  clutch 661  to  668 

•  *       •  *  generator 408 

"       "  magneto 297 

"       '*   starter  motor   (Bendix)    331 

••       **  starting    motor    407-408-331 

••       ••   storage  battery    454 

••  tires 565 

"      testa  and  adjustments,  Delco  system. .  .897  to  406 

ar,  heating   of    192 

••     overhaul 620 

"     skids 495-588-590 

art  no  longer  mnf'g'd,  where  to  obtain  parts.... 547 

arter   carburetor    148-179 

••        car  friction  disk  type 47 

'*        gasoline   pump    system    164 

aiTiage  bolt    701 

aa«   hardening    695-696-697 

aat  aluminum   721 


J  INDEX.  871 

Oatt  iron,   eleanlng   of    401 

••     iron,  how  to  solder 712 

••     iron  welding    721 

OasI  steel 721 

OaateUatod  nut    701 

Oaator  oil  at  a  lubricant   682 

Oataloguoa,  where  to  obtain — see  addreaaee 588 

Oaterpinar    traetor    880 

Oaoae  of  knocks   685  to  689-580-591 

'*     **  loss   of  eompreesion ^....628 

••     ••     ••     ••  power 626 

••      ••  mis  firing  786 

**     **  ntiiie  in  timing  gear   588 

'*      '*  piiton  ring  troubles 656 

•*      ••  tire    troubles    566-567 

*'      "  troubles,   how  to  reason   out 576 

OelU  meaning  of 489 

**     connections  of  battery    448 

•  *     connector 489 

Cells,    dry    211-214589 

for    battery    445-489 

secondary 211-214-445 

Collular  rsdUtors    187 

Optnentlng  ioaer  tube  pakh,  .,..., 569 

Oeatigrade  to  FahrenheU    ...  ^ ...... .    540 

Centimetre,  what  part  ol  aa  inch .  , .  , 541 

Ceotnfugat  governor  eontrol  of  gefierator        ...884-851 

governors  for  engines 840 

"■  pampe  for   circulation  of  water 187 

"  tvpci'  speedometer    518 

Ohain    adjustment    869-648-749-1 13-729-783 

*  *  '  *         importance  of    729 

••      care  of    18749 

»•      cleaning    of    __.,. 749-741 

*'      drive,    advantages    and    dliadvAnUcos. . . . , .    19 

••      drives 18  747-749 

•*      driven    trucks    ..._  .746  747-749-18 

••       hoist 605  615-617  618 

*'      for  tires  (non-skid)    550-551-559-Geo 

••      for  truck    749 

••      how  to  store  in  car 590 

••       Uqtb0 728 

**      4)n  OtqHiukI  engine    648 

••      roller  type 18-749 

' '      side  to  put  on   651 

••       silent 21-87-869.411-728-729 

•*      silent,    adjustment    of.  .728-229-411-869-729-788 

••      solid  Urea    560 

* '       sprorkf^t        .    *..«.....  ^  >. 21 

*  •       tiirhteB 8T  .    . 648 

*  *       usin^    c^tiirAiie 590 

Chalmers  nlQctric  syiteim 857-858 

'*         firing  order  and  valve  timing. ..  .124-857-542 

gear   sbUt    497 

*'  *'nousta]lab^e''   {former  electric  system)   852 

"  rear  aile  adiastments 674-678 

**  removing  timing  g«ars 818 

'*  BptLfk  and  throttle  control    496*497 

*'  «p&rk    timing 857 

••  BpcciileationB   .  * 548 

**  "rU'SQ"   wiring  diagram   857 

••         vnlve  ana   ignition  timing 818 

•*  v&lvfl  grinding 187 

Chamois  skint   602 

Champion  plug  cleaner   592 

Chandler  gear  shift    500-542 

Change  genr   principle 12-51-48 

'*         spe«d  gears;  diferent  methods  of  connecting  18 

**  **  '*      piirpQi«!  of 12 

Changing  gears  488-486-490-493-51-48 

'*  poimers    i>n     498-488 

'*  poles'of  a  generstcr  421 

Channel   iron    ....  710 

Charge  amount  of  generator,  averagt' 871 

rate  of  battery   489-467 

*  *       for  overhauling  a   car    595-794 

* '       for  oxy-aceylene  welding   725 

**       for   tir«    ri^pair   vcrrk ..  ^ ............... .  .674 

Charging  artion  ol  battery .447 

*•  battery  aftijr  rfipairiog   ...............  .470 

•*  **       determialng  when    f^lly    ehargtd. .459 

'*  *'       how   Id  tell  when  needed. ...... .458 

••  * ■        object    ot    simplifiod    447 

*'  butteries,  lamp  resistance  for...  ,465-461-460 

*  •  circuit  for  battery   ................  461-410 

•  •  rutes  tot  battery    ,.,....., 461-467-459 

**  mteg  of  g^Oftralor.  faow  to  change.  .  .  .40J(-390 

**         storaie  battery  with  generator 827-410 

"         12  Tolt  battery  from  6  volt  eireoit 466 

outfits  for  batteries 462-464 

Chassis,  Locomobile   44 

of   a   truck    747 

*'  of  Stadebnker  and  Hudson 204 

'•  wbbi  con^iitj  of    .  7-10-15 

Chaulre^Uf's   tiamii^iLttoii   quc«tiosi    624 

**  licenie   .    .  - 522-628 

Cheeking  magneto  tlmiiig   »...,.. 816 

*'  sheeiip   Car  garage  uie 600 

valve  timing 116-642 

Check   sheet    for  repairmaa* 740 


872 

Oheek  valve  for  two  cycle  encinei 
—      '    •  'ectrieity. 


GENERAL 

766 

Ohemical  generator  of  electricity 210 

Ohevrolet  adjastment  of  brakes  and  rear  axle.  .672-671 

*  •  •  *  *  •   transmission 671 

*  •         clutch  repairs   664-666 

*'       .jltUric   system    864 

*'      ^j/mng  order   364-642 

**       Munition   timer  and  timing    268-864 

piston  ring  sise   (Model  **490*') 664 

**     *   spark   and  throttle  control; 496 

'*         steering  device    693 

'  *  specifications 643 

*  *  valve  timing,  grinding  valves    636 

*  *  wiring  diagram    364 

Chisels 700 

Ohoking  air  supply  of  carburetor    169 

Christensen  engine  starter    321 

Chrome    steel    721 

Chuck  for  lathe   645 

Circuit    breaker     428-377 

Delco 377 

"  **  or  interrupter  of  magneto 272-298 

*'       grounding    of     213 

*'        high  tension  coil    229-281 

breaker  troubles    877 

Circulating  pump    95-186 

leaks 193-191 

"  lubrication    systems    196-192 

*'  splash  oiling  systems    200 

*  *  water  pumps    187 

Clashing  gears  in  transmission    669 

Cleaner,  blow  cock  for   739 

••       for  spark  plug    692 

••       spray  type  for  engine 621-740-594 

•*       for  wind  shield    736-608 

••       for   window    736 

Cleaning   a   car    607-595-620-621-741 

'  *        and  polishing,  price  charged 696 

•*        brass  parts   741-401608 

brakes 688 

•  *        brushes  for  generator   406 

' '        carbon 624-625 

chains 749-741 

*'        commutator 406-404 

crank    case     201-695.621 

••        distributor 254 

engiae 201-621-594-740-491 

* '       engine,    price    charged 596 

fenders      690 

••       gas   tips    486 

••       glass 508-436 

"       metals    (various  kinds)    401 

' '       oil  pump  and  pipes   200-709 

oil   regulator    741 

•*       pistons 661 

radiator 191-7^9 

*'       reflectors 486 

"        spark  plug 236-237-589-592-696 

tank 740-744 

••       top      508 

* '       transmission 671 

•  •       upholstering 509 

Clearance,   miscellaneous    .  .* 642-543 

•  •  of  car    17 

'  *  '  *  interrupter  points    543 

••  piston 649.651-791-588-75-645-609 

••  ••        *•       ring  gap 651-649-791 

ring     654-649-609 

'*  spark    plug   gap 275-233-643-378-808 

••   valves 636-634-94-542 

Cleveland    tractor 830 

Click   in  front   wheel    T 681 

Clicking  of  Delco  driving  clutch 383 

Climbing   a  hill    491 

Clincher  tires,  attaching  and  detaching 551-658 

tire,  will  it  fit  a  Q.  D.  rim" 551-586 

"       rim  and  measurements    551*554 

Clock,  for  dash    349-511 

Olookwise  and  anti-clockwise,   meaning  of 296-313 

Closed  circuit  ignition  system    242 

**       and  open  circuit  principle  of  ignition 243 

Closing  and  opening  of  inlet  valves 96 

Clorer  leaf,  meaning  of 16 

Clutches 37-661-931 

Clutch  adjustable  pedals   662 

'*        adjustment  of  Borg  and  Beck 42-43-668-8'42 

••  Buiok 666 

••  Cadillac 40 

•  *  *  •  •  •  Chevrolet 666 

•*  ••  *•   Dodge 666-932 

•'  Hudson 666 

••  Overland 666 

••  Reo ;• 667 

••  Studebaker 666 

'  *       air  or  magnetic  type 481 

••       brake 665668 

••       Buick * Insert  No.  1  A  666 

••       cone-type 89-660-662 

"       disk  type 41-666-667-663-981 

'*       drags,  cause  of 661-663-980 

•*       dry  disk  typ*    42-60-668-842-982 


INDEX, 

Clutch  expanding    K 

*'       for  Delco  motor   

••         •*        •*       generator      SI 

"        '*    starting  motor S41-SS 

••    tractora M 

grabs   or  U  fierce 580-66S4e 

••       Hele-phaw 

* '       how  removed    

*  *       how  to  use  properly  

*  •       importance  of    

*•        **in"  and  •*out** 37  to  39 

**       Internal   expanding    

' '       leather,  best  kind  to  use 

*  *       leather  oily,  result    

*  •  •  *       treatment  of    WO-i 

* '  *  •        worn 

* '       lubricated  type    45-2 

multiple    disk     41-666-667-6 

*  *       operation 

**       overrunning  principle   S41-3 

* '       pedal 

'*  *'      adjustment < 

relining 660-< 

repairing 660  te  ( 

*  *       roller  type    (starting  meter)    I 

single   plate    41  to  43-50-663^ 

* '       slipping ) 

'  *       spider ' 

*  •        spring 

* '       spring  compressor,  Dodge    

*  *       spring  tool.  Ford    

*'       spring  tool.  Overland  and   Reo 

' '       springs,   replacing  of    

**  ''thrown  In"  and  "thrown  out".. 37 to! 

'  *       troubles 660 

types  of 89-38-40-42 

Coasting 

Goes  monkey  wrench    

Coil  and  battery  ignition   

*  *     and  spark  plug  troublea 

*  *     condenser    227-228 

' '     four  cylinder  vibrator  type 

' '     general  review  of   

"     high   tension    2l8-219-22( 

'*        *'  "         as  used  with  generator.... 

"        *'  *'         and  low  tension  magneto.. 

"        "  "  testing    of.  .284-235-286-SO; 

•710-258-41 

"  Ignition  systems,   disadvantages    of 

(Delco)    

' '  jump   spark    21 

"  low  tension  type 

**  low    tension 

"  Master  vibrator 

' '  non-vibrating 

' '  of  magneto,  how  to  test 3H 

*  *  secondary  of  magneto 

* '  sise  wire   used 

"  testing  of  generator  armature  402-406-4 

"  unit 

' '  vibrator,   explained    

"  winding   (primary)    2 

* '  winding  partially   short   circuited    .... 

wire  for 


with  vibrator,  disadvantajrea  of 


with    vibrator,    timing    of 
Cold    chisel    

*  •     draft   preventive    

* '     solder  for  radiator   

"     test  of    oil 

"     weather   precautions    ....193-451-586-1 

Cole-Delco,  wiring  diagram 

Cole  gear  shift 

'*     spark  and  throttle  control 

*  *     specifications 

*  *     valve  tool   

Color  of  smoke,  what  it  Indicates.  .169-202- 

'  *       of  storage  battery  plates 

terminals 

'  *       of  steel  to  temper 

Collector  ring  for  magneto 

Collet,    for   die 

Collision   insurance    

Combination    pliers    

*  •  switch,   Delco 

Combining  magneto  and  coil  ignition 

Combustion  and  spark,  relation  of 

*  *  chamber 

' '  relation  to  time  of  spark 

Commercial  cars  and  how  to  select ....  747 
Commutator 61-225-84-242.222-227 

*'         and    distributor 

"         brush  fitting  and  troublo 

'  *         care  of  and  greasy 

*'         loose  connections  at  aegmanto. . 

"         mica,   how  to  undercut..' 

* '         of  generator 

'  *         of  generator  how  to  dreaa. .  • . 

*'         of  generator   how    eonirola  pol 

**  or  timer  how  helpa  control  ipi 
Commutator  prlncipU  on  elaelfio  MOlwr>,. 


inmuUtor  relation   to  dynamo    227 

repairing 409-404-743 

*'  ibiKl  pBperiu|r  ^[\ 404-406-409 

••  »«Ki3a«Dta    . 227-404 

*  *  Boldered   coanectioQi , 787 

apaj-kinff 409-404 

*  tcitiDf  tar  fouj^hActai    404-406 

**          troubU*«,    c«use    of ,  .  .  .  .241-325-404-409-804 
'  *  turning   down    on   lathe 404 

•mpass  for  finding  N.  and  S.  pole  of  magnets.  .308-805 

*•       how  to  use  witch  43  616 

•  •        how  shows  flow  oi  current ...» 221 

>mpensating  g«iir   (see  alp<i  dilForcatial) . . .  .35-18-669 

•'  jet   typo  carburiitor 149-151 

»mpen8a1<tr  for  over  voltago  proteeiioo 428 

* '  for    cAirbuTtitari 182 

impressed   (air)    for  *liop  aie 664 

oapressed    air    starter 822 

**  air   tanks    564 

impound    armature    274 

*  *  hand   air  pump    662 

'  •  wmdiap      ,.,*..* 332-333-835 

mpres8kmCl-536  219.307-627-640^798-817-790-909.276 

advania^ei  in  overhand  valve  type. . .  .627 

**  altered  by  cbangc  of  bearings -.648 

*  *  average  of  engines    627 

*  *  cocks 87 

.  '*  determined  with  throttle  open  627-535-909 

*'  effect  and  cauae 627-585-909-640 

"  effect    on    spark 275-817-627 

kerosene    used    828-627 

knocks 688 

leak  between  cylinder  wall  and  pliton  629 

loss  of 629  626.628-630 

loss  due  to  le^ky  riikgi              63S-6S5-609 
lower  when  kerosene  used 828-627 

*  *  Packard     853 

' '  pressure,   meaning  of    585 

pressure    535-275-627-626-640-909-793-817 

*  *  or  relief  valves    87 

'I  relation  to  g^aikeU 627-640 

'*  ring,  iDijaniDg  of    , ,^»....655 

**  space  in  engino   .  .  637-793-307 

stroke .57  116 

testing  of  and  guage  629-627-62  9^739  356 

whistle 514-515 

nnpressor   for  air ,..,.,.  S64-663-653 

•'  for  clutch  springs  932-664-04  7-742-744  SI  9 

>mpres»ot!iex*r    029 

mcentrated   ■ulpburic  acid ,  .448 

lEicentric   flo&t   carburetor    .*....!!!!!  145 

piston  ring '.  85i 

mcrete^  how  to  mix 819 

lOdenser,  Atwater  Kent '. .  .*.'.*. '2*4*7-249 

Midsnaer,   defectivo    803-398-245 

for  alcohol   (Cadillac)    780 

••  for  coil 228-229-245 

for  magneto    269-273-803 

*•  for  wiiEer,   CTa^ilUc    730-709 

**  fiiQctjon  of  »Dd  on  Delco  coil 229-378 

mdenser,     teaiiny    of, .,.,,,, 246-808 

>nductorB    of    electricifcif ,  „ 206-2<^ 

"****?•.•,-•   -V'V; *26  to  428-609 

>n«  clutch  principle  and  repairs  89-662  to  665 

mical    tjrpe   valve    92 

ingested  districts,  meaning  of 608 

mnecting  generator   to   battery ,  .421 

rod   68-76-648-85-646-887 

«'  -  alignment,    testing   of.646-649-788-659-887 

••bearings   78-641 

bent.    eauM   of    knock 669 

"  lower  boshing   646 

"shims    641 

"  rods  and  pLitona,   lining  up   669-646 

**  rods,  require  «ide  plaj . .  < 645-646 

"      yoked    and   side    by   side 75-127-129 

-      -V^    type    en^ea    76-74-78 

mnecticut    ignition    on    Che^'^rolet . 364 

'  *  ignition    coil    358-350-365-254 

*  *  ignition  on   Dort    365 

••  ignition  on  Overland   358-359 

••  ignition  timer    252-254-358-359-365 

'*  ignition   tiiermoatat         254-358-359-365 

'*  ignition   system;    adjusting,    etc.    251   to 

254-243-366-365 

ahoek     abeorben     782 

*•  thrTmostut 246-254-359-365 

>nnections    of    battery,    miscellaneous.    .466*411  •422-459 

"  "    battery,  how    to    make.  .,.,*.....***  42S 

"    battery,  refversed   .    .  421-i69 

grounded    209*£lS-2l&-425 

**  loose , 241 

of    cells     .'.WW'  212-211-444-466 

••    dry    cells     .207-26&-2I4 

••  ••     mafiineto    u-m^ture     winding 268 

"  "     Splitdorf     eotk 228 

"  *•    wilU   amstettr,   how  to  make 414 

"    of  wire,   h«w  to  make 240 

••  on  distributor*  , 296 

paraUal  .  . 208-214 

**  series    and    lerks-maltlpie 207-2094U 


GENERAL  INDEX.  873 

Connectors  of  battcHe^,  homed  and  bolted 468 

for    wlr« 428-240 

Constant  curriMii  or  amperaEe  regulation.  .848-345-925 

'*  for   hone   power   formyila.... 684 

Constant  or  eontinuoii^s  current ..«.,.,.. 211 

"  source   of   electric    aupply . ,..., 242-841 

Contact  breaker   box.   bow  to   install 264 

*'  "        of    magTi«t0    (m«    Interrupter) 

01-    inlerrupter    ,.. .  .24£'248-225-259-804 

R«my    ,    . 298 

"        poidta     (mairDvtoJ     pitted 298-284-804 

Continental  engbie   (aee  aJjo  lasert  No.   2) 71-644 

Controller  oC  clectrii^    whicJc 476  to  478 

Control   of   generator    current 884-887 

"  •*    spark    >. S05 

"    speed  of   angine    67 

Conatructing    il    garage     , . . ,  ^ .  ^ 597-619 

Conversioa   tabl«,    hundredtha   of   inebes  to 

sixty-fourtha 115 

Com  vers  ton   tables,    miscellaneous 589-541 

€iaiivp>rtjb]i;^  coupAp   sedan  and  touring  ear 16 

Converting  inehca  into  degrees  116-98-641 

Cooking   lira    .....#.., i«S16-G20 

Cooling   a   tire   vn^ine ...  . . . . . . .  i .  *  *  •  ■  <  «Ci37 

**        Cadillac    s^tem    • .•■■»•«*■  vvlftO 

l^bricaMng     oil ....801 

"        of    engine     ..,  ,iaJ!~69-ig6- 168-189 

"        of  engine  with  kffoaana   (Dot  advlsdj .586 

•*         Packiird    ffystem    860 

**         Renault   flyatcm 186 

"        therm&4jpboti     185 

troublM 189^1H 

"    -    thermostat - ..m-lW-860 

Copper    gaskets     ..,*. ., ^^^'Ul 

soldering ....711-614^6 

*'        wire  u  lued  with  clectrk  transmlsBtaii«  .^M>42T 

wire    terminals     * 6<>9-427 

Corbln    and    Brwwn    speedometar. ''■■■«iV:Ma 

6ord    type    tire • JStSS 

Core  of  a  rftdiiitor   ....... ^""12 

Cork    inserts    foiT   roller    clutdb WQ 

Corrosion    of    battery    terminal* Vi;**'!?! 

Coflt  of  equipplof  machlna  aliop 616,  617,  618 

Cots    for   touring    ,*,».,,.. iiV^fJ! 

Cotter    pins     ,,•.»* ••*iS 

Counter -electro-motlTie    forM    *  -  -    •JJ 

Counter    shaft     ..♦. ■- -2 

Counter   sink,    for   bnka   linln* IvrS 

"         |Hfln»^i»^    enmk    shaft 79-m 

Coupe  and  Coopdett;  deAnltion  of If 

Couple-gear    «^    d^ctrlo   track... V«vSS 

Coupling  or  juDaion  box  for  wiring ^Si 

Coupling    for    trucks.       , jj* 

•*  for    magneto     J^ 

"  Oldham   .   ,   ? *2 

Cover    for    radiator. :«Vi*V_lll LI L*     • 

Cowl,  means   tliat  part  of  dash  instruments  are  on, 

as    cowl-board    (k«    dash) '.«v!?S 

Cracked    battery    jar -VaJ^JJirfM 

cylinder B80-716-1JJ 

••  ball,  how  makes  its  presence  known. ^W 

water    manifold     JJI 

Crane    or    boiflt*... . ...  .* 68-72 

"      barrel   type   V.V.".  .V. WmAI 

"     cleaning   of    201-696 

Crank  case,  depth  of  oil  in Jjj 

"hot • fl? 

••     six    cylinder    IJJ 

••  ••      wrench    ^^ 

Crank  pin  and  meaning  of ''^"tiS 

Crank   pin.    out    of   true............. Vokl?!! 

Cranking  by  hand,  proper  hold  and  why UT*ift?*iJ! 

current ..UlAW-iTJ 

operation.   Delco    *   VTJtklSS 

Crank    shaft    ., v*  •   •^^"**-l!| 

••  ••       alignment,    test   of    .,♦....,..*.....-"•»• 

"      und    e*m    shaft    speed    reUti™. . . -- ■ -BJf 
••       and    connecting   rod   "V    type  engine.  .76 

-  balanced * ....79-122-681 

"       bearings „..,.72-20»-Ba2-64ff  to  647 

-  bent      •*• 

-  •TmOt   up"    typo    2i 

of    *..*....^ 

from   eleetric   starting   motor . 824-826 
ot    Overland  method •*®^I 

•  •  •  •     six-cylinder    123 

"  ••      stand ^^ 

"      speed  to  distributor  speed,  IX  eylind«r.l85 

"  "      •throw"    ^ 

Crating  a  battery  and  automobile '^•**''^J! 

Creeper  for  wotklng  under  ear 521 

Croaa    filing    ^W 

Gross  method  of  steering   891 

Cubic  inches,  conversiaiis   of.  *  * 589 

"  "  of  engine  tyUndeP   ...«l 889 

CumulatlTe   eompound    ivinding    ^*'^'^i 

Curb   g^asoltne    pump JOT 

Cure,   m   applied   to  Tuleanlxlng .^ 864 

Corrent  direct   ., 211,  267,  787,  888.  887.  886.  266 

Cnrrant,  eomtuit  or  eootlniioas  and  flow  of 211 


Crank   case 


874 


GENERAL  INDEX. 


Current  how  induced  in  primary  coil   228 

Current,   how  made  to  alternate   267-737 

how    intensified    A 214-216-219 

"         induced,    meaning   of    219 

indicator 870-410 

*'         meaning    of    .: 221 

"         required   for  atarUnff  motor 410-416 

rcffolation    of    887-848-847 

"         aeeondary,   m— ning   of    219 

Curtain    (top)    glaaa    ..'. 849* 

CurtiM   airplane   ensina    921 

Cot  cylinders   (see  scored  cylinders) 202-587-668-656 

Cutler-Hammer  magnetic  gear  shift 482 

Cutting  iron  or  steel  with  oxy-acetylene 724 

gaskets   716 

"        keyways   708 

*'        mica,    on    commutator    409-404 

**        off   magneto    ignition    276-299 

tire    fabric     608 

Cut-out  adjuRtments    (electric)     898  409-366 

exhaust    (muffler)     84-7^2-608 

fails    to    operate    409-422-406-410 

how  to  determine  if  working  properly 411 

••  ■       mechanical  type 811 

"        not   used   on    Delco 888 

"        on  Overland   869 

principle    884-844-887-842 

"        reverse  current  type    834-344-870-8648 

tests     410-406 

testing    with    ammeter 410 

"        vacuum    type     848 

Cycle,    meaning    of    67-766 

Cylinders     81-63-79-632 

Cylinder  barrels  or  linern    71 

Cylinder,   crack    in    680-198-718 

cut  repair    668 

••  degrees    of     184 

"  en-bk>c    81-88 

•  •  enlargini?     653-654-655 

firing  order  of    116  to   120-642 

"  head    detachable     187-80 

"  "      raph^ing    of    649-669 

Upping    649-660 

leaks    198 

••  offset.     81-682 

*'  oversize,  how  much  to  bore 653-654-609 

painting    609-688 

"  raising    evolutton    184 

reamer    616-792 

*'  reborlng,  reaming  and  grinding 668-664- 

792-818-616 

rotary   type    186-188 

scored     201-202-650-653-587.718 

•*  Hcored  how  to  fill   (foot  note) 658-713 

' '  solderiniT    of    653-713 

staggered    127 

"  testinir  for  enlargement    609-649-654 

types  of   81 

••  welding    721-726 

"  types,   advantages   and   disad  van  tares   of.  ..682 


Hafly  attention   to   a   ear 610 

T>ampener    (vibration)    728 

Dash-board :  how  attaehd   7 

"  instruments    leading    cars 497    to    600-824 

Dash    lamp    438 

"      pot   and    metering   pin 161-686 

"        "      of    carburetor    160-176-172-130 

D.   C.  or   double  contact  base  for   lamps 483 

Dead    axles    18-81 

"      short    circuit    412 

Decimal  equivalent  of  fractional  part  of  an  inch.641-697 

Decimeter    641 

Deearbonizing  chemicals   624-626 

outfit    727-624-626 

Degrees     93-641 

"        converted  to   inches    814-116 

(Fahrenheit    standard)    of    electrolyte 449 

**        minutes    and    seconds     98 

"        of   crank   shaft   throws    77 

*'        of  eight  cylinder  ''V*'   type  enirine 70 

**        (setting   of    magneto)     811 

"        sirmbol   of    641 

Delco  address  of   876 

"      armature    winding    881-887 

*'      automatic   control   for   spark 876-888-884 

"  "  spark    and   variable   resistance 884 

**      battery  and  coil    ignition   system 876 

*•      brush    and    commutator    trouble 404 

"      Buick  electric  system  888 

"      Cadillac  electric  system   896-182-729 

•*      circuit   breaker    877 

"      coil   878-245 

••      Cole  wiring  diagram   892 

**      commutator   dressing   of    404 

••      combination   switch    875 

••      cranking  operation  886 

-  cranking  tests    400 

-  dbtrfbator  and  timer    877-182-878-245 

•'      Dodge  wiring  diagram   Wl^ 


Delco  driving   clutch   "clicking*  *     JS] 

electric  systems.   adiustmenta...S97-878-Mt48l4li 

"      field  winding   Si 

'*      generating  principle   SST-tlMM 

**      generator,   amperage  of    3M 

charging  rate,  how  to  change « 

clutch MMH 

"      Hudson  *'siz-40"   electric    aystem    M 

"  "super-eiz"  wiring  diacram  M 

"      ignition  coU   test    aS 

"      if  fails   m 

**  "      system,  early  form  r44n 

"      timing    878.548.244-246-3T749l>ia 

"      lighting  circuit  testa    MS-M 

"      Light  plant    n 

••      lubricatfon  m 

*•      meshing  gears   m 

**      mica  protruding ^ 404-TI4-M 

"      modem  ignition  tH 

"      motor  chitch    V. 

'*      motor-generator  bruahes   4M 

"  "    -generator   principle    W 

"      ••motoring"  the  generator    39MM 

••      motor  parts,  how  to  clean tfl 

••       winding m 

"      non-automatic  spark  electric  system    tS4 

••      Oldsmobile  wiring  diagram   39}4M 

••      regulating  resistance  unite,   aite  to  use Sf 

••      regulation  methods  VI 

**      relay    ignition    tH 

••      resisUnce  units    246.87S.3Sl-SS»4y: 

••      single  wire  or  grounded  ssrstem ttt 

••      spark   lever  position    ITT 

••      spark  plug  gap ST8-MI 

••      starting  and  generating  system,  principle  of...n 

operatton S79-884.3S6-S85-S9S4M 

••      tests  for  ••motoring"  generator 411 

••      tests    miscellaneous    898-S99-4tM« 

••      third  brush  adjustment    415 

••      third  brush  regulation    S89.406-396-t9S4N 

••      timer    244-24S-S77-182-87«49l 

'•      timing  ignition 878-54S.244-24S-S77.lS2 

••      troubles    411 

"      variable  resistance  regulation    tK 

••      when  motor  fails  to  start 4*4-4ll 

••      why  cut-out  not  employed  W 

Delivery  car,  how  to  select S!T 

Demountable  rim Bei-SSfi-ViS^a 

straight  side  rim    660-551-562-5SS4ST 

Denatured  alcohol   W 

Depolarizing.    Bijur    W 

Deiiolarizing  generator   4S1 

Depolarizer  tyfte  switch    Mf 

Depth  of  oil  in  crank  case IN 

Designs  for  old  cars 760  t»  TB 

Desk  for  foreman , Til 

Detachable  cylinder  head    187-81-M-TO 

Diagnosing  battery  troubles    468-457-421-42^4IC 

••  magneto  troubles 299-811-SM 

troubles   676.577-416-7IT 

Diagram  of  a  tsrpical  electric  system 14! 

••   battery  and  coil   ignition MS 

••    Delco  generator  amperage   M* 

••    electrical  symbols    W 

••   Ward-Leonard  electric  ayatcm    84M44 

*•        ••    Westlnghouse  battery  and  eoO  . 

ignition  system 846-848411 

'•    wiring  of  high  tension  cofl 218-S20-234* 

226-2S1-22S 
••        ••   wiring,  low  tension   ignition  systems — 21S 

Diameter  and  revolution  formula d? 

of  circle  (finding)   8» 

of  pulleys  (finding)   €17441 

Diamond  point  chisel  7tO-Tfi 

Die  and  tap  sets   61S4IS 

Dies  and  taps,  explanatfon  of  704-612-613-796-TM 

Dies  for  threading  small  pipe M* 

Diesel  engine  explanation 7SMn 

Differential     86-18-669-82-«78-«74-«78-9fS-74f 

adjustments  Tfanken  rear  axlea. .  .67S-6744T* 

•*  adjustments.  Dodge  90 

••  automatic  action  of 1' 

•*  how  fastened  to  axle  shaft M^ 

locking    type    748-741 

M  4kS W 

Powrlok    74» 

lubricatton   H5 

••  removal  of   669-67S-ft! 

on    Maxwell    675-m 

*  •  replacing   ring  gear    5?' 

troubles     675-932-5« 

•*  winding    on    generator Ml 

Different  ignition  systems,  advantagea  and 

disadvantages Vi 

ignition  systMBa  on  one  engtae V 

Difficulty  in  shifting  geara,  eamas  of iO 

Digest  of  battery  troubles    4SR-4M-428-577 

•*       *•  lighting  troubles 410.416-7374T7 

''troabks   ITt  li  m 

l^lBkUtfite  4U4M 


GENERAL  INDEX. 


876 


Dimming  bMdliffhts  429-487.M8.7W 

X>ir«ct   carrent,    expUnatkm  of 211*2S7*787 

■Hrwt  currant,  how  obtained   8M-787-M5-t66 

"  "        gvnentor  888^86-787 

drif    61 

SHMdvantacw  of  mnlti-eoil   ignition    229 

"  **   pramuro  and  gravity  gasoline  feed.  164 

JMaaeennbling   batteries    468 

rear  axlee  678-678-982 

IMMharge^  meaning  of.  relative  to  battery 489 

DiMharged  battery,  cause  of  422 

Diacbarging  outfit  for  batterv    474 

DiMOBnecting  battery  (see  index,  battery) 421-428 

"  generator    428 

DIetionary    861 

Dictionary.    English-French     899 

Diric  ehiteh  41-666-662-981 

**  '*      adjtistinents  and  repairs    668-666-667-982 

"       lubrication     208-666-667 

-  pUton    76 

•  •     wheel    762 

Displacement  of  piston    688 

**  type  armature    880 

Dlrtaace  of  breziker  gap  on  magneto 288-298 

"        rods ;  definition  of   21 

**        to  set  interrupter  points,  magneto.  .816-297-298 

**        to  set  timer  gap   260-878 

to  set  spark  plug  gap..  .288-219-299-642-878-808 

Distilled    water    474-456.458-709 

Dtetrlbutor    282-246-269-296-806-818 

**  and  armature,  speed  relation  of 808 

*'  "     commutator    242 

*'    timer     242-244-246-262-264-269 

"       (  8   cylinder)    181 

••       (12   cylinder)    188 

"  "        "      driven   from   generator 841 

"      shaft     247 

brush   type    269 

(Deleo)     181-874-877 

Dixie    298 

"  drive  method  on  generator  841 

**  elementary  principle  of   282 

gap.  distance  of   247 

g*P   type    247-269 

for  a  coil    282 

**  gear  on  magneto   272 

**  mica   peep-hole    810 

"  of  Ugh  tension  magnato  269-262 

parte  of  magneto   270-276-297 

speed  and   eonneetions.... 296-294-271-261-806 

"  wlrea,  how  to  separate  and  protect 297 

Divided  azhauat  (see  also  Insert  number  3) 82 

DIzle  brsalnr  medianism   298*292-648 

*'     ear,  speclflcations  of   644 

-  magneto  (see  also  Insert)    290  to  298 

"     magneto,  motorcycle  (Insert  No.  8) 292-811 

DoUa  stsam   ear    766 

Dodge  adjustment  of  transmission 67<K-982 

carburetor    178-788 

"        earn  shaft  removal    660 

chitch  adjustment   .i 666-9U 

**        disconnecting  battery    428 

**        engine   see  Insert  No.   2 

eleetrie  system   869-788-924 

firing  order  869-642 

fly  wheel  diameter   114 

**        gear  shift  and  lever  controls  497 

'*•       generator  chain,  adjusting  of 411-788-869 

"        generator  gear  puller  788 

"        horsepower  and  torque  686 

ignition  timing  869 

"       meshing  timing  gears    112 

oU  (engine)    adjustment    788 

oUiar  rear  axle  206-982 

oO  level  in  gearset    670-666 

' '         piston  ring  sise 607-664 

-  nifer  axle   981-982 

*'  ■      socket  and  spanner  wrenches  692-788 

spark  and  throttle  control  496-497 

speciflcatfens     644 

**        steering  device  adjustment  698 

•*toe-in"  of  wheels   688 

third  brush  reguUtion  870-788 

traUer  attachment   746 

truck    826 

**        vahre  guidcr  reaming  684 

'        valve  timing 114 

wheel  puUer   787 

**        wiring  diagram  and  electric  system... 869-870-923 

Dog  dutch,  where  moetly  used 21 

Dolly  for  towing  in  a  car v 732 

Dome    lamp    488 

Don'ts  and  Do's,  electrical   421 

Don'ts  for  drivers  and  repairmen  691-494 

Door  for  repair  shop  or  garage  (self-opening) 788 

Dorris   rear   axle   adjustment    678 

Dorris   specifications    644 

Dort  electric  system 806 

Dort  ignition  timing 868-288 

Dort  specifications   * 844 


"Doable  decker"   motor-generator    862 

Double  contact  bayonet  base,  for  lamps 488 

chain    drive    18-18-47-746-747-749 

ignition  system   277-266-276  to  278 

Double  gear  drive  (Bijur)    828-867 

Jet   carburetor    148 

**       pole  snap  switch  480 

**       reduction  starting  motor  drive 829 

**       spark  in  one  cylinder  288 

system  of  ignition  266-287 

voltage  battery  system   466-466 

Drag  link  or  tie  rod 26-2-691 

Draining  oil  from  engine  crank  case 491-201 

Drawers  for  small  parts  742 

Draw-filing     648-708 

Dressing  eonunutator  (see  commutator).  ..406-4<M-409-748 

breaker  or  vibrator  points 809-284-804 

f6r  tops  and  upholstering 849-609 

Drift  or  solid  punch,  some  usee  of 709-796-692 

Drills    706-614-616 

Drills  in  sets  614-616 

Drill  and  tap  sixes,  table  of 708 

••     bench  type  614 

*•     chuck    706-616 

"     gage,  how  to  read   699 

**     how  numbered  and  lettered 706 

"     how  to  select  sixe  and  hole  to  drill.  .699-702-706- 

614-616 

"     how  to  sharpen  or  grind 707-615 

••     how  to  use   707 

*'     Jig  for  cotter  pin  holes 789 

"     lubricant,  kind  to  use  707 

"     press,  chucks,  Uthes,  ete 614-616-618 

Dripping  carburetor,  cause  of 680-685 

"  oil  from  engine  and  transmission 208-669 

Driven  doable  chain 18 

**        pinion,  purpose  of   18-6-19 

"        reduction  (see  also  ratio  of  gearing). 

18-22-770-781 

shaft    18-6-19 

shaft  adjustment  678-674 

system 18-18 

*'        systems  for  trucks 747 

Drivers  license  622 

Driving  a  magneto 294-296 

"car 496-491 

"speedometer   618 

gear,  where  Installed   19 

generator 841-886-888-861-869 

methods,  electric  starters   826 

pointers   606 

"        rules  601 

"       starting   motor    884 

"       starting  motor  and  generator 851-869 

the  timer  and  distributor 246-246 

••        when  Intoxicatod 608 

Drum  armatures    266-828-825-882-886 

Dry  oeU  connections  207  to  209-214 

"      "  "  (emergency)   241 

"      "  "  with   Atwater-Kent  systems 249 

"      "    disadvantages  of  266 

"      "    axplanatkms  of 207  to  210-814 

"      "    tasting   of    241 

"      "    used  instead  of  storage  battery 428-424 

"      "    wfaring  two  sets  217 

"    enre^  mireni'^g  of   664 

"    dUE,  ehiteh  adjustment   668-842-666-982 

Drying  oat  a  wet  motor-generator 409 

Dual  aafftna  vahres   927 

"      ihm  669 

"      temtkm   systems    277-266-262-268-276-887 

Dump  body  for  trucks T46 

DapkK  cables  240 

carburetors  for  "V**  type  engines 182 

ignition   system    288 

DnsenlMrg  valve  principle  and  timing 88-108 

Dynamometer  fan  type 686 

Dynamo  and  Unes  of  force 787 

Dynamo  for  ignition,  advantages  of 266 

Dynamo 210-266-888-886-787-887 

how  generates  dfaeet  current.  .787-888-885-266-887 

Dynamometer  horsepower  test  686 

Dyneto  electric  system  on  F^ranklin  868 


Easy  starting 
Eeoentric  on  i 
Becentrle  and 
Bolipee^Bendix 


Bdlswan  lamp 
Bigitt  and  twin 
"      eylinder 


Bight  eylinder 


in   cold   weather 586-156-158-489 

fteam  engine 52-764 

concentric  piston  rings 651-655-654 

Inertia   gear   drive 826-881 

476 

base   488 

sfat  carburetors 182 

mgines    127-682 

engine,  U9  of  power  strokes 126 

firing   order    181-542 

magneto    298 

relative  position  of  pktons 181 

"V^  type  engine,  degree  angle  of....  70 
298-286-648 


*»*»*m0f 


m 432 

Ur.AXl-AU 

4X2, 


.--- 42» 

..,,. 17 

!» 

*- 157 

.S5*fa?«*s'icsr,i 7tt 

t» 

t24.S91 

tVi^Vt 

}|f 

"  *'         WMUntftHmw f» 

"  **         mt^atr,  mWh  tadiMtlm  ffMrinc.  .t2iM&7 

"       ilartloff  •jrii«nf  kftdliif  »»,. 866-643  to  546 

of    331-407-40^577 

"  "        motom 322325-327-577 

"       tapplfp  Mfutofit  MtirM  of 242 

♦ '         %w\U\\m%     21 3-327-32»-24a-277'427-420 

"        iTmbolo    366 

irttoiB,  MldrtMi  of  loAillnff  mmnofMtor«n....S78 

"  "        ftdvAiitaffw  and  dftadvanUgM 266 

;•  „"     ,r>ort    366 

•*  "        KnU    362 

'*  '*         i^'»f!<   nii'^*iijd  Cim Hfl4A-A23 

••  "of  CftdtllM 132.188-896.729 

"  "        of  touflntf   Mm    644-646 

^  "        Cl»y    and    Davlfl 861-864-866 

••  "       w4  fM^xa^tUm   848-811 

••  -        Idwl    266 

"  "         OywrUiifl     35H.359-677 

••  ••        PloTM-Arrow    849 

"  "       ilnfflo.  two  and  throo  unit 840.848 

•  *  •  •         t«»tln«   of    420-737 

••  ••        U.  «.  L 868-347 

Wlllya  Knlfht   ••6"    363 

"  "        WattlnffhoUM   846 

"  tMtlnff  iimtrumntii 414-607-ftU2-A64T> 

HA4U-J 
*'         titRlinff  of  cirrultN  408-403-41A-41R-418-410. 

787-429 

tuNlinff     cliivid«H     424-41Hn04-H64I-7»7-416. 

414-420-697 

"         iMllnff  iil)0|i    472-616 

'  *         thwriiiniitat     nr>0-3n4-360-865 

"  InmlilnH,   hnw    to   diaffnoiifl;    (out   677-429-416- 

410-787 

••         Tph|p|pfl    nnil    balUry    »  476-477-478 

BtotrlvHv.  rh<-mk*«i  ■»ii«r«tior       810 

••  Kmw  I'^fviuhiditAtl  -»,-,..,,, 207 

••  Kow  mad*  to  do  work 211 

••  how  traniimltttd  806 

••  BM«hanl«al    210-218 

**  naturo  and  oxplanatlon  of 206 

•Utio  297-686-168 

814-116-818 


ttcttmal 

f  aEb  to  Ktftft 

fires   irrecnlar   

Ford  (mo  Insert  No.  2i. 
Ford  lubrication  sTston 

toot  tractor   

teat  trucks   

four  cycle,  and  the  ftnt  4 

four  cylinder   

fflnf  cjfL   wby  tLt«d  tm  z 
witb   four  TftfTss    i^^aF 
Frn^kSin    (see    Inscxt  Ms^ 

Gnomo  

Rall^aoolt    , 

Haroos  >  * . « 

Iitstinir    .  .*** 

Hlapano-Sulza    

how   to  lift  from  fraao.. 
how  to  start  and  how  to  i 

idlinff  

inspection  and 
internal  combustion 

Kniffht  type   

knocks     

lack  of  flexibility   

lap  of  power  stroke 

Liberty   ■ 

leaks  oil  

loads  up   

lopinff 

Iubricatk>n   1» 

make  used  on  kodln^  can. 
makes   hissing  noiso  ....«..*...,. 
manufacturers,  addreisM  eC,  : 

marine    - . « . 

misses  at  hiffh  and  low  i 

missce  at  all  speeds. 

missinff  with  spark  rrtatd^i  m  \ 

motorcycle 

multiple  cylinder  (how  iu 


GENERAL  INDEX. 


877 


opposed  type   70 

overhemd  cam  shaft   .  .137-911-912-914-916109 

oTvrbeMl  valve  type 90-86-109-921 

overheating   of    189-319-579-588-788-800 

Overland  647 

Packard    861 

Plerce-Arrow    927 

paintinff  of  609 

parts    72 

primlnff  of 168 

racinff  of,  damases  beariii8«    208 

ratinff,    "26-86,"    meaning   of    688 

rotary   cylinder :   rotary   valve    136-138 

mns  slow  and  puUs  hard 169-171 

running   in    208-489-607-736-648 

running   in  after  overhauling 786  , 

running   in   when   new 507-203 

runs  after  switch  is  off 408 

runs  smoother  at  night,  cause 585-168 

runs    well    but    car    drags 680 

single   acting    66 

single  cylinder  type    70 

(single    cylinder)     where    placed 11 

six   cylinder    '. 128 

sixteen  valves    109-916-791 

sleeve    valve    136-140 

specifications  of  leading  cars 548  to  646 

speed,    how    controlled    168 

speed,  how  to  tell 823-700-636-921 

speed   relation   to   car 687-688 

stand     605-712-742-648 

Stanley   steam    768-764 

starters,    electHc    326-331-882 

starters,    motorcycle    844 

starters,   mechanical,   etc 821-322 

starting   by    "chokixig"    air    169 

starting,    if   crank    is    lost 691 

starting    of    66-300-487-489-59-148 

starting  on  ignition   321-282-832 

starts,  but  misses  and  difficult  to  start.. 678-800 

starts,  but   ''pops'*  and  "sneexes" 678 

starting    with    switch    open 489 

steam  767-62-768  to  766 

stationary    767 

stopping  of  489 

stopping  fill  cylinders   with  gas 300-489 

stops   suddenly   or  slowly  % 678 

side  valve  type  vs.  overhead  type 532-627 

Stndebaker    71 

Stnts  racing   108-109 

testing    stand    744 

testing  eompression  of   629 

tractor    use    831-832-758-71 

truck    lue    833-838-71 

troubles    678   to   681-800 

**twelve"   and   "twin-six"    meaning   of. ...68-184 

"twin-two"  type   687 

two  cycle   756-767 

two  cylinder  wiring  diagram    281 

types  of    70-71 

md  as  brake 683 

uses  too  much  oil   684 

valve  clearance   (see  also  "Valve  Clearance). 

vmlveleas    type    767 

valves    (see    "Valves") 89-642 

vibrates,   cause  of    684 

Waukesha    .-.883 

Weidley    186 

what  is  necessary  before  it  will  run 206 

where  located  11 

idll  not  crank,  lamps  bum  bright 457 

will  not  pull   578 

will   not  atop   when  switched   off 680 

Wisconsin  aviation  911 

with  good  compression  629 

why  kiees  power  626 

why  necessary  to  start  it  59-148 

wl^  runs  better  at  night 586-168 

why  racing  type  4  cylinder   68T 

Liah:French  Dictionary    899 

I  •leetrle  power  transmission  480-481 

I  •leetrle  ssrstem   862 

allacr  for  brakes    30-204 

ipment  for  blacksmith  shop   616 

"  "     battery  repair  shop 472-474 

"    machine  shop    617-618-616 

••  "     electric   testing  shop    472-424-697 

"    touring  616  to  620 

"  necessary  and  desirable  for  ear. ...10-611-616 

**  of  a  repair  shop  and  a  garage. 599-600-614-616 

(wvrst,  meanirig  of  619 

K.  electric  system   676-6U 

x^  Model  A.  speeificatkms  of 676-644 

rUiie  generator    882 

or   and   gasoline    809-686-686 

^4r•ady  starter   ..822 

Biinatlon  questions  for  ehanffenrs    .....624 

■plea  of  vahre  timing  (see  "Valv*  Timing") ..  108-109 

Mt  of  ofl.  remedying  with  piston 662 

■art  and  inlet  vmlvea  91-«5-«09 


BzhauBt  heating  of  carburetor 166-157-169-744 

"eut-out    84-608-782 

manifold    82-167-169-164 

**         noise,  cause  of  84 

of  CadlUae  189 

"         pipe  and  muirier   84-12 

"         p^  overheats  689 

"  pressure   lubrication    195 

racing  car   761 

"  smoky,  cause  of   (see  also  "Smoky 

exhaust" )    202-169-666-688-680-662 

valves     89-68 

stroke    .^ ,57-61-116 

"         valve,   mercury  cooled  824 

"         valve,  opeifing  and  closing 96 

-         whistle   614-782 

&cpanding  clutch    89-662 

Expanding  type  carburetor  161-179 

Eb^ansidli  of  piston 661 

&cpaBalon  or  explosion  pressure 686 

Explosion,  missing  of 286-28r-804.806-678-679 

Exide  battery   446 

Extension  ta^  on  radiator  190 

External  combustion  engine 58-764-766 

contracting  braka   80-684 

short  circuits   (battery)    466 

shunts,    for    Volt-meters 414-416 

Extra  Ext^  spark  plug 288 

Esy-oot  stud  remover  709 


Fabric  of  tires   665-566 

Fkhrenheit-Centegrade  conversion  table  640 

Fahrenheit  thermometer  (special  scale)  461 

Fan  adjustments 191-788 

"    belU    198 

"    propeller  type  198 

**    type  djmamometer 686 

Fans    187 

Faure  battery  plates    440-446 

Feet,  symbol  of  641 

Fender  cleaner  690 

**        canvas,  for  racing 816 

"        straightener   781 

bent :  how  to  straighten 746-781 

Few  words  to  one  starting  in  Auto  husineas 688 

F-bead  cylinders 81 

Flat  specificattons  644 

Fiat  radiator 190 

Field  circuit,  shunt  400 

"      ooU  test   , 408 

"      eor«    328-826-886 

"      electro-magnetic    826-828-886-212 

"      magnet  weak   412 

"      magnets   267-828-826-828 

*'      magnets,  electro  and  penhanent 266-382-886 

**      multi  and  bipolar    828 

-      of  a  gfnerator  212-826-828-886-267 

"      of  a  permanent  magnet  (field  of  force).... 266-267 

"      permanent  magnet  212 

"      winding,  Delco 881 

Fierce  clutch  680-661  to  668 

FUee    618-614-708 

FUe  for  dressing  platinum  poinU 284-809-614 

Filaments,   electric   lamp    482 

Filling  gasoline  tank  :  V 162 

'*       plug  of  storage  battery  489 

••       rods  719-721 

Filing  a  bearing  cap  648 

"      a  piston  ring   667 

"      cross  method  708 

••      draw  method   708-648 

-      how  to  file  708 

Filter  for  oU    602-608 

Finding  eompression  stroke    120-880-116-117-67 

sixe  pulley  to  use 617 

the  grade  of  a  hiU  680 

poles  of  battery  462 

poles  of  magnets 808-806 

position  of  piston   114-820-810-106^886 

Fire  and  gasoline 161-606 

"    extinguishing  methods 602-161-606 

"    for  baking 616-620 

"    for  cooking  when  touring 616-620 

"    Insurance    621 

Fire-plug,  parking  near  608 

Fire  pot  for  melting  solder 714 

Firestone  rim,  demounting  and  mounting 666 

fin  truck  engine,  how  cooled 687 

Firing  order,  Buick  246 

leading  cars  117-642 

six  cylinder  engitfe  124-126 

"       three  cylinder  engines  117 

"         "       to  determine  by  position  of  cams 120 

-       (Packard)    866^86 

"  **       twin  motorcycle  engine  846 

«*       twelve  eyllnder   184-136-866 

First  auto  raee  and  first  auto  show 681 

**     ehanga  of  gean 12-61-488 

r     year  lathe  work  (pnUleatkm)   617.7a 


878 


GENERAL  INDEX. 


Ftttlnff  a  elineher  bead  tire  to  «  Q.  D.  rim 668 

"        and  clMniiiff  brakM 688  to  690 

"        a  plain  btuhinff  to  connecting  rod 643  to  646 

**        brashes  on  generator 406-404 

"        electrie  bom  to  ear 616 

exhanst  "c«t-ont"    782 

**         exhaust  whistle    782 

"        main  and  connecting  rod  bearings 648  to  647 

rings  to  cylinder  667 

"        rings  to  grooves  of  pistons   669 

rings  to  piston   668^69 

"        shock  absorbers    782 

"        up  a  garage  and  shop  699 

Fittings    for   gasoline   pipes 608 

Five  bearing  crank  shaft  vs.  three  bearing 681 

FfaMd  spaxic  807-811 

Fiztores  for  repair  shop 699 

Flame  test  of  cylinder  for  missing 287-169 

Flange  gaskets  717 

Flanging  tubing    718 

Flash  teat  of  ott 201 

Flat  of  thread,  meaning  of  702 

Flat  wrenches 611 

Fleadble  shaft  of  speedometer 618 

Flexibility  of  control  of  carburetor 160 

FkMding  of  battery   489 

Flooding  of  carburetor   171 

Float  adjustments    146-166 

*'      feed  carburetor   141 

"      level     147 

"      of   Master  carburetor    168 

••      of  Rayfield  carburetor  167 

"      of  Schebler  carburetor    168 

*'         "      of  Stromberg  carburetor    167 

"      of   Zenith   carburetor    181-182-168 

••      of  carburetor    148-145 

••      tester     788 

"      valve   mechanism    146 

••      valve   tester    788 

Floating  axle,  advantage  of  532-81-88-669 

Floating  storage  battery  on  the  line 334-337 

Floor  of  garage,  concrete   619 

Flow  of  current  explained   209-211-221 

Flow  of  current  in  magneto    267 

Fly  wheel  and  cam  gears,  direction  of  travel.: 89 

Flutes    704 

Plux   for  soldering    711-714-716-789 

Fhuc  for  welding  719-721 

Flux  or  electric  field  of  force 267 

Fly  wheel  drive  method  of  motor  generator 888 

"      drive  starting  motor    324-826 

"        "      generator  of   current    265-347-363 

"      indicator     114 

"      knocks,   testing    638 

••      marking    Of    degrees    ...: ...107 

**        **      purpose    of    65 

"      motor-generator    (U.    S.    L.) 868 

*'        *'      valve   timing   marks    104 

Foeosing    headlights     488-436 

Following  tap    704 

Foot  brake  pedal    \  .  .485-665-662-6 

Forced  draught  cooling  system   189 

Force,  meaning  of   586 

Foree  feed  cooling  ssrstem  185 

Force  feed  lubrication    199-198-859 

Ford  carburetor  (See  Ford  Supplement).  .160-798-799-754 

"     dutch  spring  compressor   819 

••     control   levers 490-777 

"      cylinder — how  much   can   be  bored.  .  792-813-609 

••      dimensions    of   chassis    776-821-770 

"     electric  system,  enclosed  cars 846A-823 

**     engine    see   also  Insert  No.   2 

"     engine  lubrication   ssrstem    197-772 

-  engine  in  boat  826 

'*     engine    troubles    800-790 

"      generator,   setting  brushes  neutral    8640 

*  *      generator,    testinfc   of    8640 

'  *      garage    smallest    size    776 

••     headlight  control   824 

"     horsepower  and  torque    686-770 

"     ignitfon  timing  804-316 

••     index 767 

**     kerosene   carburetor    160 

-  firing    order    784 

"      light  wiring   diagram    803-429-812-864A 

"     magneto     266-806 

"     magnets,  how  placed   688-806 

"      pistons,    standard   and    oversize    ....609-792-607 

* '      piston  ring  compressor 659 

* '      piston   rings    654-791-607-609 

*  *      radiator    repair    789 

"     ratio  of  gearing  780-781 

••      rear  axle  stand  744-797-824 

"     spark  and   throttle  control    496-771 

-  specifications     766-644 

-  starter     822-864A 

"     starter  mechanical    (foot   note)    810 

**     supplement     767 

-  traetor  and  track   826-826 

'*     tfare    dies    533-823-825 

**      vahra  spring,  compressing  of 688 


Ford  vibrator  points,  dressing  down  3(4 

••     wrist   pin    nw 

Fore  and  aft  steering   j 

Forge,  portable  blacksmith's    j 

Foot  pounds,  meaning  of   HMn-m- 

Formula,  finding  capacity  of  a  tank 

"  finding  speed  of  car 

"         finding  horse  power    

**         piston  displaeonent   

Forming  plates  of  battery  

F^ur  cycle  engine,  first  

Four   cycle  principle    

"     cylinder  engine,  assembling  of I 

lap   of   power  strokes 

"  "  "         magneto    

••  "  "         why  does  not  fire  1,  2.  1. 4. 

vs.    "sU"    and    -eighT  .... 

"     ignition  ssrstems  on  one  engine S 

"Four-in-one"  tire  tool  

Four  speed  gear  shift  

* '      speed    transmission     47-: 

"     strokes    of   piston    

"     wheel  drive    I 

Frame,  how  suspended   

"       how  to  straighten   

**       main   and  sub   

Franklin   aluminum  piston    

"  carburetion  heating   tnethod    

"  cooling   S3rstem    and    dashboard. \ 

"  engine  (see  also  Insert  No.  2> 

"  spark    and   throttle   control 

"  specifications     

"  wiring  diagram    

Freezing   carburetor    S8^: 

*'  point  of  alcohol,  kerosene,  gasoline,  witi 

"  point  of  electrolyte   in   battery 

**  point  of  gasoline 

••  point  of  water   

"  preventative    or    solutions 

French-Englfoh    Dictionary    , 

Freshening  charge    

Friction   disc   transmission 

Front  axles    

"      axle,   bent 

"      axle,  component  parts  of    

"      wheel   adjustment    

"  "      why  one*  travels  farther  than  the  otb 

"  *•        why   run   free    

••  "      why  tendency  to  turn  to  right 

Frosting   headlights    

Frozen  circulating  water    

Frozen  radiator,  how  to  thaw 579-78S' 

Fuel  feed  methods   

"    system  of  steam  cars   

"     system,    what    consisting    of 

"     used   on   stationary  engines    

Puelizer ;    Packard    

Fall    floating    axle    adjustment 669-67S- 

**    force  feed  oiling  system    

"    floating   rear   axle    SS-Stt 

Fallers  earth  for  clutch 

Fuse     428-»12-417 

"    block   

"     blows  or  melts,  cause    428-4 12-41S-517 

"     capacities   and  testing  of 

F-W-D   truck    


Galvanometer    

Gang   Switch    

Gap  distance  to  set  distributor    

"    of  spark   plug    218-219-281 

"    of  spark  plug  for  magneto 

'*    of  spark  plug  if  too  wide 

*'    to  set  spark  plugs  and  interrupter  points.. 

•*    type  distributor 247-269 

Garage,  building  and   equipment    597- 

"        and  repair  shop  fixtures   

"        and   repair  shop  prices   for  storage 

*'        building,  how  to  construct 596  to 

door   

*•        derivation   of    

"        for  home,   how  to  construct   

*  *         for  Pord,  smallest  size 

••        gasoline  supply  of   

heating  of   _ 

lighting   of    

**        money  making  additions  to    

ofiloe 

"        28  car  capacity   

wall,  how  to  white  wash  

••       waah  rack  

Garf ord  speedometer 

Gas  burning  outfit  for  battery  connections 

"     blow  torch    696-472-720-785- 

-    aleetric  track   


generators,  non-fk«eing  sohition 
knocks,  meaning  of 


GENERAL  INDEX. 


879 


3fts  Umps,  adftpten,  to  change  to  electric   480 

•    lishtW 417 

"    prodnetr 767 

"    starter  (for  enffiiM)  82S 

**    tanks  and  where  to  obtain 4Se-4SS-726 

"    tipe  436-488 

Oaaketa    716-717 

"        and  eompreesion  relation   627-640 

*'        «BM3rtfd  607 

OasketA.    -  .i  ror  607-717-289 

for  carburetor    164-169-607-717 

for  spark  pluss    289-607-717 

**        for  water  head  of  cylinder 192 

(thick)   to  relieve  compressk>n 640 

Oasoffraph    828 

Gasoline 168 

and   air    160-161-142-169 

and  fire  161-506-602 

blow    torch    735-711-712-726 

••         boULn^  ond  tTwiine  x>oint 686 

B.  T.  U."i  to  a  lb. 861-686-687 

*'        coiiiumptloii   (•£«  aUo  Ford  Supplement) ....  586 

**         enflrine^    ctxpl&nAtkin    of    . , 68 

••         fallt  to  rtach  ^arbwrctor  . , , 580 

feed,   dilTervnt   Tntthfjd^    7-168 

fire,  how  esctinffuished  506 

*•        freexinff  point  of    586 

*'        fuel  feed  systems   164 

gauge    514-828-162 

"        DOW  made   158 

*'        how   drawn   into   cylinder 148 

leaks    198-712 

*'        level  in  carburetor   167 

low  grade    vs.    high   grade 155-158-161-585 

"        needle  valve  automatically  operated 172 

"        needle  valve  for  carburetor  148 

"        needle  valve  mechanically  operated 174 

old    and    itak    168-590 

"        or  k€rosFn«  for  cleaning    621-740-594-491 

**        pip«  break,  how  to  mend 162 

••         flttinjra     608 

priminjf    methods     IBS- 166-157 -32 1-8  01-S23 

pressure  gauge   l»»*g54-«£4 

"        pump,  curb  type ,,.,...  .602 

**        pointers  for  speed   and  iwwer.  « 809^586-686 

quantity  to  a  lb 685 

storage  tonk    602 

"        supply  of  garage  599-602 

*'        system,    Packard     854 

Unk    162-823-514 

*'        tank,  how  to  measure  capacity  of 542 

Unk   gauge    514-824-162 

**        tank  on  car,  where  placed 161 

testing  of 161-740 

to  strain    161 

troubles 161-162 

"        vaporising  of   155 

volatility  at   158 

vuleanisar    570 

water  in    161 

Gassing    of    battery 489-447 

Gate  or  m]t^ton   tor  gtmr  ihifts 490-49 

Gauge   for  ail,   does   not  show  pressure 581-199 

Gauges  for  eomprestkin    *....   629-789 

lor  drills,  how  to  read   699 

**     gasoline  Unks    514-801-823-162 

••    oil 199-200 

**  "    oxygen  and  acetylene  tanks  720 

"  "    reading  atmospheres  and  pounds 486-488 

••    screw  pitch  700 

•*  •*    steam  car   764 

••    thickness    697-699-94 

568 

700 

Gear  box  aHgnment 782-749 

**      box,  how  aopEwrtcd 6 

"      box,   removal  of 742 

"     boxes   (Me  also  "TransmiMion*')    46 

"      changing    18-486-488-490-498 

*"      changing  lever,  posltfon  of  49-51-490^18 

•*      puller   606-729-748-802-788 

"     ratio .22-583-12-294-781.776 

"         "      fovr  speed  transmission    51-583 

••        ••     of  trucks    747 

**     leading  ears  548  to  646 

"         "      transmissions     669-583 

"     shift,  army  truck  490 

"      Buick   497 

"      Gadilhu:  188 

"      Chahners    497 

"      Cole  499 

"      Dodge    497 

-  B*sex    676 

••      Haynes   499 

••      Hudson  497 

-  Hupmobfle     499 

"      levers,  baU  and  socket 49-60-666-490 

*«      levers,  gate  type  49-490 

***        *'      levers,  seetor  type 46 


Gear  Shift  lever  systems 49-485 

"        "      lever .  movements,  different  ears 490-497 

-      magnaCio    482 

••        "      MarmoB   499 

"      Overland    49-677 

"        ••      PWm-Ajtow 490 

••      S.   A.    E.    sUndard 490 

••      Studebaker     : 499 

■'       WilJy»-6 499 

"      WiJlys*Enlaht 499 

Gear  tooth  hardening    .  ^ . , 728 

•*      typ*  oiX  pump   ,..,..*,, 199 

Gears,   bevels  helical,  skew,  spiral,  spur 21-85-89 

cam  and  magneto  drive   886 

how    to    remove    ,  *  ^ ,  * 802-729 

ot  en£rifie«  how  marked 886 

rvmeahinff  on  "T'  bead  engine 106 

timing  gears 87-111  to  118-816 

"       (Bufck)     109 

removing         "       (Cadillac)    729 

"      (Chahners)    818 

worm  drive 21-86-760 

Gearsets  (bw  &1bo  "Tr&nimiaBion  and  Gear  box")  .46  to  49 

Gemmer  Ate^rin^  gv«r  692 

Generator  ...  210-888-886 

'*  amperage,    Delco 890-887 

"  and  battery  B^nn^ticiiiA 421-410 

"  "     liirfitirig  wire,  sUe  to  use   428 

•'    motor  combined  886 

**  **    motor,  how  located  on  one  engine.....  188 

"    tfaner,  how  combined 246 

armature  of .212 

"  armature  tests  (see  "generator  t.rouLble>"}.  .402 

Auto-Lite 35^  364-409 

bni^hi?^.   csT©  of  and  how  to  fit      40^ -404 -406 

ehniti    tightening    of    111-7^8-720-369-739 

•*  cbungini:  poles  of   ,.,.....,.**,,.**,,».*..  42  J 

••  Ch aimer' J   non-itaUable  engine   852 

"  chanrtng  rate,  how  to  change 405-925-358^- 

86l-4O0-73S'SaQ 

eltiteh  (Dclqo) 886-879 

••  cUTTpnt.   control  of 884-887 

**  connections  to  battery 421 

"  drlvn  thfough  tranamlssfon    886 

••  drivinir  methods .  S 86*338-84 1-851 

'*  fstle  to  generate  full  output..    . 409-4 10-416-92S 

field Sl2-S82-2tl-l06-IO« 

field    eoU    test 408-416 

fly   wheel   type    265-847-868 

'  *  for  Ford  setting  brushes,  etc 8640 

for   gas    .....416 

"  for  ignition,  advantages  and  disadvantages. £66 

"  gear  puller  TH 

grounded    412 

ignitton    from    841 

overhauling    424-787 

"  output*   learn  what  It  should  be 787 

parts    212-860 

principle  of   882-888-886 

regnlatfen    387-842-845-925 

R«ny .880 

«   vn]t«  charirlnff  a  12  voit  battery 868 

"  speed  Knd  amperes. ,  .  .890-401 

"  iystemp   meaning  of.  489 

terminals     209-212-428-124 

troubles     577-429-737'40&  41 1  416-6640 

testa    416-410^11-109*40^-403-424 

vmlv*   (fuel)  ....lil 

"  voltage,  bow  to  test 414-410-416 

"  weak     fteld     macn^et 412 

••  wheti    disconnecting 428 

"  windings 352-338-336-^3-345^*7 

Generating  alternatinor  current..  .257-267-717 

*•  direct    current 787 

electricity     810-211-212-888-267 

principle,    Deleo    880 

Glaaa    polish     608 

Glaaa  for  top  curtains 849 

Glare   lens    488-429 

GloMsnr,  of  itoraae  battery  terms 489 

Glycerine   and    alcohol  198 

Gnome  engine    .......  188-910 

Gold<n,  Belknap  and  Swarta  engine 120-188 

Goodrich  tire  gause. 668 

158-154-840  to  842-767 

eantrifugal  164-840 

control  of  electric  system 847-861 

*'  control    of    crenef&tor    (output) 861 

"  for   automntie   Jipark 848-249 

"  for  tractor  cmrines 768-882 

of   spark    control.. 246-249-888 

"  on   Wauk«aha    truck   engine 886 

•*  water  trp**   fomierfy  used  on  Packard...  .154 

••  fot    itatknittrr   enrtnes 767 

Grabbing  chiteh   680-668 

Grade,  how  to  find 689 

Grade  meter   17-611 

Graaa    to    ooneas 688 

Granitoid,  how  to  mix ...619 

Gnphfta-pOa  regulator  reatstanee   (U.  S.  'L.V.V.V847-868 


Governor, 


880 


GENEBAL  INDEX. 


Graphite,    use    of 206 

GraTltj,  mominff  of 489-447 

adjostiiiir  of  bAttery 471 

at  end  of  charge 461 

feed  method  of  lubrication 196 

testing  of  battery 450-451 

"        too  low  or  teo  high 458 

Gray  and  Davii  electric  system  (governor )...S51-854-865 

Grease  cope,  sizes  of €08 

Grease  for  gear  case 203 

**      gnn,   Townsend    592-622 

"      spots,  renunring  of 507-509 

Greasing  and  oUing  a  car 208-204-621-622 

Grid  for  battery  plate 489-446 

Grinding  Talves,  meaning  of: 91 

and   reseaUng   Talres 680-682-94 

"        cage  type  ralrm 91-681-68S 

"         cylinders     653-654 

drills    707-616 

leaky  earbnretor  needle  Talve 167-585 

"        platinum   points    284 

yalres.  Bnick   688 

different  types   91 

in  detachable  head 686-187 

"  "        purpose  of 92 

"  "on  overhead  valve  engine 187 

••     .         ••        on  Weidley  engine 187 

price  charged  596 

wheel   740-682 

wheel  on  lathe 786 

Ground  connection  of  battery 421 

testa  (see  "testing  for  grounds").... 4 16-408-^02 

win  287 

,  Grovoded  eonnectlons  209-421 

"  generator,  causes  of 412 

generator  coil  test  (see  testing  coils) 402 

motor,  wiring  plan  (G.  ft  D.) 856 

return  wire 425-426 

switch  wiring  plan   (G.  ft  D.) 855 

"         terminals  of  generator 212 

Grounding  cofl  circuits 229 

positive  or  negative  cfareutt 218-421 

"  storage  battery  terminals 421 

Grooving  oU  channels  in  bearings 640-644-208 

G  R  N  D  abbreviation,  meaning  of 218 

Gn4v«on  pin  648 

Guide  book  for  touring 520 

Gammed  piston  rings 656-628 


Eack  saws  614-617-789-710-718 

EL^  rear  axle  adjustment 678 

Han-Scott  engine 918 

Hammers  .^. 614 

Hammered  type  piston  ring   655 

Handbrake   28 

Hand  eleetrie  lamp 592-740 

"      on  pump  for  lubrication 197-814-816 

"      operatedhom 514-616 

Hand  and  automatic  spark  control 246-249-289 

Hardening  steel 696-696 

Hard  solder  711 

Harley-Davldson  motorcycle   ( Insert  ^o.   8) 848 

Hartford   electric   brake 479 

Hartford  shock  absorbers  26 

Haynes  cam  shaft 121 

crank  shaft 122 

engine    121 

gear  shift  499 

"       firing  order    542 

"       ignition  timing  and  electric  system 878 

"        spark   and   throttle  control 499-496 

speciUcatkms    644 

"       wiring  diagram  878 

Headache,  curing  of 589 

Headlight  control  of  Fords 824 

"  courtesy  on  the  road 504 

"  current  consumed 488 

dimming  of 429-487-688-796 

focusing  of    488 

"  removing  door  of 487 

Heater,  gas   696 

Heat  proof  paint 609 

Heat  treating  steel 696 

Heat  treating  of  pistons,  cylinders,  etc 651 

Heat  units,  meaning  of 861-687 

Heating   carburetor    157-155-159-744-855 

carburetor,  old  type 744-170 

"        a  garage 698 

a  car   192-194 

(excessive)    of  engine 189-819-679-688 

water 187 

Height  of  gasoline  in  carburetor  .  .*. 167 

Btlilit  of  water  In  radiator 186 

HUleal  gear,  definition  of 21 

Hidieal  drlte  gears,  adjustment  of 982 

Rak-8tew  Clutch  46 

Bn.  tf  S.  A.  E.  spark  plug 612 

Hifli  altltDdet.  effects  on  carbnretlon 168-682 


High  carbon   steel    

gravity  gasoline  for  pilmliir. 

"      mlea  on   commutator 

"      or  "thfrd"  speed 

"      tension  armature    

con 


a 

Jl 

.21!LS1M!I« 

_       .  JB 

"  "  "    and  low  tcnafcm  BMCBcto 231- 

CliCUli 3ZSS 

High  tension  coil,   elementary  principle  of tlWA 

•'^  "  "    non-vlbratinc  2tf 

"  "  "    principla  of    

"  "  "    winding  of    21 

"    wiring   220-224-22«-S2S-S»a 

"  "        distributor,  ekmcntary   principle  ef 

232-210^ 

ignitton  systems    SI 

"  "        magneto   HI 

"  "        magneto    armatures     Jj4 

"      to  low  gear 51-iaUe« 

HUl  climbing   m 

Hinged   connecting  rod    M 

Hints   on   locating   Deleo  troobles 

Hints  for  electric  repairmen 7S7-424-41M1C4* 

Hit  and   miss    governor 717 

Hispano-Suixa  engine tU 

Hissing  noise   SR 

Hoffeker  speedometer 511 

Hoist,  chain  type  OS 

"      erane^  for  repair  shop MS 

"      hydraulic    741 

Hold  down   clips,   for  battery Of 

Holley  carburetor  for  Ford TM 

"      kerosene  carburetor   8S! 

"      tractor  vaporiser    Ci 

Home  garage,  how  to  construct CI 

made  battery  charger 46*  JM  M 

"      made    wash    rack MB 

Honey>comb   radiator    157-lW 

Holmes  air  cooled  car,  address   of Insert  Ks.  S 

Holmes  air  cooled  car,  specification  of   M 

Holt    caterpUlar    tractor SN 

Hook  rule TU 

Horn   brackets   and  handles 5U 

"      bulb    type    5U 

"      electric    5U-SU 

"      how  operated  and  adjusted 514-51I-III 

Horse  power  abbreviations  91 

and  torque    IB 

and  torque   (Ford) SSS-Tll 

Dodge    US 

Hudson    5S 

electrical    test    SN 

Ubie,  S.  A.  E.  ft  N.  A.  C.  C SU 

"  "      test,   dimamometer    SM 

Hose  clamps C# 

"      for  air  lines Sfl 

"      for    cooling    system in 

"      for  radiator    Ml 

"      for  testing  valve  leaks (21 

"      for   water,   rotten m 

"      radiator,  keep  oU  off ce 

Hot  air  attachment  for  carburetor 1C6-ISI 

Hotchkiss  drive   3 

Hot  crank  case   5N 

"    pin   manifold    IH 

"    spot  heating  carburetion  mixture 15T 

"    water  heating  for  carburetor 156-744 

"    weather    tire    inflation SP 

Hound  rod,  where  used tt 

How  to  case  harden  steel 696-6IT 

"     "    clean  various  parts  of  car 667-SM 

"     "    construct  a  garage  for  home  use 119 

"     "    construct  a  garage  for  business 696  to  5M 

"     "    determine  the  poles  of  a  storage  l>attery.212-4St 
"    determine  size  pulley  to  drive  air  compressor.Sfl 

"     "    diagnose  troubles   576-S71 

"     "    drill    W 

"     "    drive  a    car 501-481 

"      "    file 7H 

find  degrees  541 

a   grade    Qf 

horse-power  685  to  58T 


piston  displacement 
proper  sixe  wire  to  use.  . . , 

the  poles  of  the  battery 

sise  pulley  to  use 

speed  of  car 

thousandths  part  of  an  Inch.. 

wheel  load  of  tires 

fold   an    inner   tube 

keep  snow  from  wind  shield 

make  gaskets  

make  a  magnet  re-charger 

overhaul    a    car 

read  a  drUl  gauge 

micrometer  ..••..•....•.•,., 

"      taximeter    

run  a  lathe 

select  a  car 


.118 

....427 

40 

.617-6a 

588 

541 

IS4 


716-n7 


.m 

.T4S41T 

m 


GENERAL 

io-w  to  sell  supplies   505 

**     **    ship  a  ear  by  freight 610 

••     -    solder 711 

••     -    start  a  ear 486 

••      "    start    the    enirine 48T 

**     "    start  into  the  antomobile  rspair  basi]iess...598 

•■     -    steer  a   car 4M 

••       "     time    valves     95-836-542 

**      "    Qse  a  blow  pipe  torch 786 

-       "    u»e  brakes    494-491-492 

••      ••      "    electric   testing  devices 787 

••      ••      "a    meUl    saw 718 

••      "      ••    taps    706 

••      ••    test  a  car 628 

Bob  caps,  tiffhteninar  681 

Budson  and  Cadillac  1914  Deico  system 879 

•*        carburetor    188 

••        chassis 204 

**        dutch  adjustments   666 

••        dashboard  498 

**        disconiiectinff  battery 428 

••        eenr  shift 497 

••         horsepower   ,.»,,,, 686 

••        Ignition  timltiff  .., 890 

••        labrleatioTi  chsrt  , 204 

"        oUf^ff  sntetn  And  adjustments 198-200^94 

•*        radiator  shutt*r   187 

'*        rear  axle  adjustment 674 

•*        "Six-40"    Delco   system 886 

**SiKAO"    wiring    diagram    (Delco) 882 

••        spark  and  throttle  control 497-496 

••         Bpvcifi  cations  644 

•*        gtarting   Dpemtion    885 

•*        **siiper-gix"   wiriuB-  diaflrram 891 

••        valve    cap    wrench 788 

•*        ▼»!«  timinB  108 

Hupmobile  dash  board 498 

firinsr  order , 860-642 

"  fitear  shift 499 

"  ignitton   timinflf    860 

"  spark  And  ^trtitla  control 499-496 

"  specifi  cation  !*     ,.,, 644 

••  startinir  motor  dytch    (repair) 690 

••  valve  timini? 688 

*•  wiring    diAjp^am     860 

Hundredths  part  of  an   inch 116-641-697 

Rvntlnff  link,   lUent   chain , 728 

Hydrant,  parkinir  near. . , 608 

Hydranlie  hoist   for  tmelu 74C 

^draollc  type  speedometer 618 

Hydrogvn  flame 489-725 

Hydrosen  generator  489 

Hydrometer    489-451-462 

**  for  battery,  why  necessary 447 

"  for  teatSng  non-freezins  solutions 198 

"  tests  for  battery  trouble 467-450 

"  how  to    read 451-462 

**  readings,  when  to  take 461 

syrinse    489 

••  types  of   461 


I-beam 710 

Ideal  electrle  system 255 

Idling  of  en^ne 168 

Ivnitcr    215 

Irnitlon 206 

adjusting  timer  246 

••         stlvance,    t«stlnj^    of  *  > .  -  * 817 

•*         advance,   TDfsninjr  of 68 

"         wdvancing  and  retarding  of 68-227-246-810 

"         and    carburfHtion,    c^cmentarr  principle  of.  .60-69 

••  '*     gonerator  combiapd    . . , . ,  841 

••  **     valve  timing  of  Chalmeff  818 

-        Atwaticr-Kent , 248-260 

"        automatic  advance  ..»,..,.<«. 246-249 

••        Bosch  magneto  .,,,...,.,»... 268-288 

"        eoU   oondenser   228 

••  •*     Atwater  Kent 249-248-867 

'*  "     Connecticut     254-858-850-865 

•*     I>etco 245*378374 

"  *■     dlstHbntor    ..»,,..,,....,....,  ^ ..,.,,,. .  232 

••  "     explaintd    ..,..,..,. ..*.....♦,  .216-219 

"  ••    master  vfhmtor  «*» , .232 

**  **     Splitdorf   ......,..,,.,..,,....  359^252 

••  "    tests     ,,..28J*28B-236-249-263-39S^(>2-7 10-302 

••  current  eoiksumed,  Delco.  ,..*»*...*.*...*,.  *40O 
••  Delco  early  form. ,,,,,,.,,.,.,,».».,,..  .a74-a75 
••        Dein?  on    Cadillae.. -,<,.»,.,,. ♦,»,..*l»2-lSl-72& 

••        fatli    suddenly    ..,..,, 800 

••         for  Marine  engines 765 

"        four  cylinder,  how  a»eil  with  coO 226 

••         from   fenwater    , . , 841 

••        high    fen»k>n    coila. 218-219-220-181 

••        high   tennion  magneto., 260 

If  fatli    (Delco).. 401 

••        Loeomobllc   862 


INDEX. 

Iirnition  low  tension 


eon 


881 

260 

206-215-217 

257 

magneto  and  high  tension  coil... 260 

268 

masneto  Installation  (see  also  maifncto>.29&-2€6 
moltipla  cylinder  usin^  make  and  break*. . . .  260 

or  spark  lever 67 

on  stationary  engines    757-215 

piineiple    206 

resistance    unit    878-847-246-881-888 

retarding  and  advancing  of 227-68-246-819 

setUnir.    on    Baick.... 109 

single  spark 248-250 

sinffle,  dual  and  double 276-277 

spark,   poxta   necessary 211 

starter    821-825 

starting  engine   821 

storage  battery    210 

succession  of  sparks 248-250 

switch,    testing    258 

systems    218 

system,  battery  and  coiL  242-287 

**        closed  circuit  principle  242 

••        Connecticut    251-254 

double    265-287 

dual  255-262-268-287 

"        former  method  used  on  Packard 268 

"        hii^  tension  218 

Ideal  255 

low  tension 218   to   218-260 

make  and  briiak,       214-216-217 

*•        modern   battery  and  coil 287 

"         open    circuit    principle. 242 

"        Packard    , 866 

Remy   ......... ,..,. 261-818 

SpUtdorf    and    Michigan 262 

*•        sy  nchfono^     * 282 

•*         two-spark     nnd     twio-i>o|nt.  ..277-288-284 
**        nsinff  battery  to  start  on  and  djmamo 

to  run  on 217-277 

"         Wt^tirvKhoijue 251 

systems,   advantages   and  disadvantages 256 

*•  a    review    of... 256 

eombininff  into  "dual"  ft  '"doid>le".287 

"  dual   and  doable 277 

"  four  on  one  engine 286 

"  used  on   leading  ears ,,,,...  648  to  546 

testinff.286  to  237 *T  10-739-744^  16-24 1-804-S02-3Q1 

teatlnff  for  amount  of  advance  spark 80S 

thermostat  switch ,254'3iiB-3.<>g-B65 

time  of  68-&0fi 

timer,   adjustments    of 247-254-548 

"        and    distributor    242-259-244- 

252-245-246 

••        Cherrolct   ., 258 

"        Delco    246 

'  *         Dort 865 

and   distributor,   drive   methods..  .246-246 

timcm.  Pitufiffld.   SpVtdorf.  Ewny,  Bosch.  .252 

timing   (see  tcttinir  and  tlmlnjr) . .  S05  to  820-548 

Atwater-Kent 2S0-810-816-548 

Atwater*Kent  on  Ford. 810-816 

Beech    dual    ,..„... 812-548 

Buick 890 

Cadtllac    ._.. 182-188-729 

ChaJmero  , , 867 

Chevrolet , 864 

"        coil    and    battery..,..,..,... 816 

Delco    878-890-548 

Dodgw    869 

Ford    816-804 

Haynes   878 

how  to  test  with  liffht 548-729 

Hudson    890 

"        Hupmohfle    860 

••        Ktnjf    860 

"        leading    Byftteni»    548 

"        low    tension S16 

"       maffneto    .......  810-812-868 

"        make  and  break,  S16 

Maxwell    .  867 

"        mlseellaneoos    64S 

"        Oakland     S90 

"        Overland    869 

Packard    860-866-186 

"        Pieree-Arrow    496 

Reo    878 

••        Saxon    864 

"        sleeve  valve  en^nes 186-189  to  140 

"        Stodebaker    866 

verifying  of  .'..,,,...  .817 

tractor  en^ne   7  &a-8a  1-4132-2  55-277 

tnek  •Bcinea  747-277 -2^fi-fl  32-3 12 

trooblea  288  to  287-241-800 

two  sparka  277-288-284 

«•  of  dry  eella  Instead  of  sfArase 

bstftOT  428-424 

▼Ihralor  eoO   225-286 

848 


OENEBAL  INDEX. 


Ignition  wipe  spark   215 

*'        wirins  diafframs*   low   tension 214-216 

wirins  of  hiffli  tension  coiU 229-281 

wire  and  siae  to  use 240-425-427 

wHhoctt  a  spark 758 

I-head   cylinders    81 

niinois'  UU    H«ht    law 867 

Impedenee,    meaninflr   of 878 

Importance    of    the    clnteh 498 

Improved  rings   for   piston 656 

Impoise   air   pump 562 

Impulses  and  waves  of  electric  current 266-266-265 

**  or  power  strokes*   6  cylinder 128-125 

• 12  cylinder   184 

how  overUp   101-126 

Impulse  starter  for  engines 747-882-277-255 

Impulse  starter,  K.  W 882 

•In"  and   "out"  of  clutch 88-89 

Inch,  hundredths  part  of 116 

Inch,  thousandths  part  of 641-691 

Inches  converted  into  degrees 114-314-541 

symbol  of  541-98 

decimal  parts  of 541 

•  *       to    centimeters    540-544 

"      to  giOlons,  in  Ford  tank 824 

«*      to  millimeters   589  to  541 

Inereasing  power  of  engine 809-585-586-627 

Indian  motoreyele  (Insert  No.  8  ft  2) 844-811 

Indications  of  ammeter 417-410-416-414 

•*    carbon 625 

-    open  and  short  chvuits 416-418 

•*  "    noisy  rear  axle 982 

"    weak    batteries    422 

Indicator  for  electric  system   410 

for    oil,    Hudson 200 

"  or  trammel   for  valve  timing 114-102 

Induced  current,  explanation  of 219-221 

Induced  current  in  primary  coil  228 

Inductor   type  armatures 265-264-256-274 

"  "    magneto    264-265-288 

setting  of    856 

timing  of    264 

Inertia,    meaning    of 685 

InertU  gear  drive   (Bendix) 326-881 

Inflation  pressure  of  tires 558-654 

Information  relative  to  any  car,  where  to  obtain. ..  .688 

Inherent  control  of  current 889-345-346-368 

Inland   piston   rings 655 

Inlet  and  exhaust  valves,  sise  of. 91-609 

**    and  exhaust  manifolds 88-164-159-157 

"    manifolds  too   large  or  small 164 

-    valves     65-89 

**        "        opening  and  closing 96 

spring    weak    635 

Inner  shoes  for  tires  (also  reliners) 668 

•*      tube   and   valve 649 

"      average   life   of 669 

"      bkiw  outs 672 

*'        "      cementing  a  patch 569 

"      cut  and   torn 672 

"      how  to  fold 568 

"      pointers    669 

'*        "      proper  amount  chalk  to  use 591 

"        "      removing  of    558-669 

"      repairs   566  to  570-572-574-575 

"      splicing  of 572 

"      steam  vulcanixing  672-670 

"        "      using  oversize  and  undersixe 569-590 

**        •*      using  soapstone  669 

"      valves    558-549 

-  valve  stem  repair  572 

-  vulcanlring  of 570  to  674 

"      why  gray  or  red 569 

Insignia    of   airplanes 899 

Inspection  of  a  car,  engine  and  parts 510-695 

hole  for  timing 120 

pits    608-604 

'*  sheet  for  repairman  740 

Instrument  lamp   488 

Instruments  for  auto  mechanics 607-414-864-H 

Insulation,  meaning  of 207 

Insurance 621 

Intensifying  the  current   214-215-219-260 

Intensifier    or    spark    gap 780 

Intermediate  or  2nd  speed 61-488 

Intermittent  motion  of  valve 87 

Internal  battery  short  circuits 456-418-422-457 

"        combustion  engines 68-756 

"        gear  drive  axle 678 

expanding  brake   80-686 

"        ihort  cireultB  In  battery 418 

Ikrttiuptet    and   distributor,   explanation   of 

226-242-250-296 

adjustments     .264-297-208-804-048-878 

"  advancing  and   retarding   of 800 

**         eaim    800-208-251 

eowtroetkm    244-298 

**         for   magneto   and   coll tOO 

**         gap  clearance    040 

•iaagneto*'  type   itt 


Interrupter  of  Remy  magneto 

**         0n  magneto   •••••••.■... .272'2n 

'*         or  conUct  breaker 225-259242 24 

peint  gap    542.26441S-21 

Intermption  ef  current,   with    vibrator 

INT,    meaning    of 

Intoxicated   persons    driving 

Irregular  firing    Ti 

Irreversible   steering    gear ! 

Iron  and  steels 

"    soldering   71143 

**    wire  resistance  coil 

INSERTS :     No.  1,  page  16a ;  No.  2,  page  140a: ! 
page  288a;  No.  4,  page  864a. 

J 

Jacks 7* 

Jack    for    rear    axle 

Jack   for  straightening   bent  parts 

Jackshafts,  purpose  and  position  of 

Jacox  stecoring  device   

Jar  for  battery 4 

Jar  for  .battery,  its  value  after  broken 4 

Jeffery  spark  and   throttle  control 

Jeffery  Quad,   4  wheel  drive  truck 

Jeweler's   file,   for  dressing   platinum   points ! 

Jew   speeder   wrench 

Jig  for  drilling  holes  for  cotter   pins 

Johnson    carburetor    

Johns-Manville    speedometer     

Jordan   rear   axle   adjustment 

Judging    a    second-hand    car 

Jump  spark  coil   218 

tests    and    troubles 

••    without  vibrator    

Junction  or  coupling  box  for  wiring 421 


Keeper,  advisability  of  usins  on   magnets 

Kerosene  and   gasoline,   proportions   of 

carburetors    754-160-827^ 

*'  carburetors,  where  used 

difficulties     

"  fer  cleaning  crank   case 2tl-S 

'*    cleaning  engine 491-201-C21-6 

••  "    cooling,     not    advised 

"  "    fuel,  clean  crank  ease  often 

'*  freezing,  boiling  point  and  specific  grsti 

"  how   used  for  steam  ear 7 

**  to   loosen  rings 

"  smoke    indications     

"  tub,  for  cleaning  parts 

"  vaporiser    

Key    to    motor    car    parts 

Keys    and    keyway    cutting 

Keys,  Woodruff   

Kilogramme,    meaning    of 

Kilometre,    meaning   of l 

Kind  of  lubricating  oil   to  use ] 

King  car  carburetor  

"    electric  system   j 

"    ignition   timing  of 

"     oiling    system     l 

"    spark   and  throttle  control 

"    specifications    

Kingston   carburetor    ifi^^ 

Kingston  kerosene  carburetor 

Kissel-Kar  specifications   

Klaxon   bom   and   tests 514^ 

Knock,  cause  due  to  bent  connectlnir  rod 

"      cause  of   686  to  6894 

"      caused  by  pre-ignition   

"      locating  with  sonoscope  and  air  (foot  note) 

"      piston  slap,   cause  of 

••      places  to  kxA  for 

'*       testing   for    

Knight  engine    

Knii^t  engine,  history  of 

Knots,    how    to    tie 

Krebs    carburetor    principle 

K.  W.  high  tension  magneto  and   timlnr 

.288-082-928-5 

"      Impulse  starter g 

•*      Inductor  type  armature 

"      low   tension   magneto    

'*      magneto  connections   

**      magneto,    explanation    of 

*'      master  vibrator  coil  and  magneto 

**      tractor    engine    ignition 


Ladle  for  melting  purposes 

Lag  of  explosion  (foot  note) 

••      ••    electric    current    

••      **    vahre,  meaning  of 

••      ••    vahre  timing ^ 

T laminated  armature  eore  % 

Laminated  shfaas  for  bearings 

of 401-41 

and  sockets,  cause  of  sheet  elKoMi..41 


GENERAL  INDEX. 


482-541 

Imlb  tfaMt  for  1918  and  1919  can 484-6a 

bonw  brisht  bat  cbsIim  will  not  crank 467 

''bat  falb  to  fllomiBato  roMi 420 

••  ••      dim    456 

"  ««      dim,  whMi  starter  it  working 420 

••  "out  often  420 

**       candl«  powPT^   ftiii|>era4r0  4b  Tolta8«.482-484-467-54S 

"       dlcOp    dui^  to   armKture  ti^uble.  411 

•*       dimmitiir  of    487-828-824 

-  do6i   not   ll»ht 419 

••      olcetrie    482 

"      •leetrie,  where  need  on  a  ear 488 

"      faiU   to   liffht 41B 

"      filaments 482 

•*      flickers     420-421 

*«       (headliffht)     how    to    focus 488-435 

-  fer  shop   785 

"     testing     oircuits 744-418-403-899-729 

•*         •*     wDrkingt    around    car 604 

*'       ffas     And     nitrofrt-n 482 

"      ffoee    out    for   iii*Unt   only 420 

"      ffrtiws   dim  wfaea   engine  is   speeded   up 420 

**      if   one   bums    dim 420 

lens     430-433-435 

'*       lens,    standard   diameter    430 

"      nitroiren    ni!ed    485-482 

"      reflector,    polishing    of 742 

•*      resistance    for   charffinir   bettcrkii ,  465-460-4 SI 

"       sixe    and    ahap*^    hdw    d^i^nated. . .  434 

"      sizes  of  Ford  llehtltiff   mfmum....  4M-^4^-iU 

"      size    to    use.  .43^434-543 

««       too    bright  420 

*«       tratiblee    and    toting,  ,.  .4t9-tlO-4l£^lS-l08 

"       TOltaffM .431-432-434-548  to  54« 

"       watts     and    eandle-power. .........  .467-481 

l#atifls.u1et;,     deflnltioti     at ,    ...    15 

Lap   of   pew?r   atrok«    In    multl-eylind^r   engines  1^8-184 

Li9,   zero,   minus   and   plus 101 

Lappins.  compound 649-650 

"         piston    to    cylinder. 650 

Ting   to    cylinder 657-650 

*'        rins  to  flt  groove  of  piston 658 

tooU 650-649-657-658 

Lathe  chuck   and  tools 616-711 

"      drfll  press,   etc,   how  to  belt  and  drive.. 618-616 

*'      how    to    run 748 

"       prkn    and    t\iem    of 616-617 

Lavine    jtteerintr    d^evlce 690 

Laws,    Canadian    auto 524 

"       Canal     2k>n#     .,, 524 

"      dalTerent    states    522-528 

**      on    UfihU    too    bright 487 

Lay   out    ot   m    tnaehlne    shop 616-617-618 

Leading    carburetor?  171 

**        ears,    standard    adjustments 542 

ears,  specifleations  of 544  to  546 

Lead  bnminif    439-471-726 

"      of  Talve   101 

-  oxide     445-447 

•*      sulphate  in  battery   447 

"      win,   meaning  of    £07 

Leak  of  compression,  causes  (see  compression)  .628-655 

Leak-proof  rings  655 

Leaks,  aix^and    gasoline 162 

"       cylinder  198-718 

gasoline   .    ..  162-198-712 

"      oil   frmn  boH  boles.  584 

**      etoinptng   with   sal-a^LmonCae    718 

Leaky  carburetor  tusdle  iralve.         586 

"      inner    tube,    testing   of  568-567 

"      pbton    rings  .201    to   20S-655-656 

-      piston   teat    666 

•  •       radiator ' 191-715-789 

"      top,   how   to  repair 847 

Lean  mixture  .....,.....*..,.....*. 169-170-579 

Leamine   to   operate  an   automobile. 486 

Leather  for   eluteh,   treatment  of 660-661-664 

L— thtr    tr«ad    Urm..  551-559 

Laeae  Ngyjile   electric   system 878 

Lcngdu   of  vpark  pbjcgt 287-288 

Lens,  non-glare    430-435 

Lens  for  lamps,  standard  sizes    471 

LefVttl    of    float 147 

Lavcr  movements   and    gear   cbanging.  498-490-488-496-51 

Lever,  spark  tht^ttle,  and  gear  shift 485 

LiabOlty    insuranee    621 

Liberty  Engine   988 

Lieensa    522-528 

Lifting  bodice    748 

*'        angina    from    frame 605 

'*        power   of    magnets    584-808-806 

'*        transmission  from  car   742 

Lift   of  vahre 95-110 

Lift  the  dot  enrtoin   fastener 849 

Light  for  worldng  around  ear 604 

Ltebting  a  ear   481 

Lighting   a    garage    599-600 

••        bstftvy     441 

ear,  battery  atone   481 


Lighting  car,  battery  and  dynamo   481 

••        vifQun» 420 

circuit,  tatlng  of 408-899-411 

**         circuits,    exaaiples    of    426-429-481 

'*         rireuiU.   exiLmple^    of. 426-429-480-481 

••         ielectric)    methods    481 

••        <ams)    methods 486-487 

**        (gas)    by  electric  spark  (gaa,  gasoline). 486-586 

**         oil    lampfl    ^ 488 

plmxt    (Deleo)     864 

switch 348-12^-*27-4:id 

switeh,   diagram   of 427 

wire    425-421-428 

with  msETieto      ...  132-264-266 

troubles,   digest  of 419 

Lights    482  to  484-487-467 

dim     419-46i 

dimming  of    480-437-588-795 

'^        how  many  required   17-481 

regulation    of    in    cities 501 

Limousine,  definition  and  derivation 15-580 

Lines  of  force  about  poles  of  magnet 267 

Litre,    what    equal    to 541 

L-head    cylinders    81 

L-head  cylinder  vs.   'T'   and  'T'   head 582 

Lincoln    Highway,    map    of 520 

Lined    bearings     ,ii..640 

Liners    , 74^64t 

Liners  for  Oylinders 71 

Lining  for  brakea  6|8^e9l-4>B9-e90-61S 

"        up  pistons  and  connecting  ro^.. 646-64 9-€50-tS8 

"         up    wheels §Si 

Line  sbaf ta,    for  aliop 618 

Lines   of   force    (electric). 221-267-2*6-787 

Uquid   rubber   paint    ...,., 609 

Liqutd    type    apeedometer 518 

Lithai-ffe    for    battery    plated 445-447 

Live   ^lefl,    dUadvantsges    of 81-60-21-18-«7S-679 

Loading  up  of  engine 169-578-589-175-586 

Locatlnir    knocks     , 685-687-«88-789 

Location   of    spark    plugs. 285-287 

"  "     trmnamisslon 47 

"     VRli«a 91 

Looking  a  car  584-689-780 

differential   (M.  A  8.  and  F.  W.  D.) .  .749-1^48 

Lock  washers 607-710 

Locomobile    ehassis     44 

dashboard    498-600 

firing  order   862-542 

gear  shift   600 

"  four  speed  ifft^ar  ratio   (foot  note)  ..  .51-688 

iRuition  timing 862 

"  spark   and   thn^ltle  control 500 

"  a  poc  in  cations    of     646 

"  ^te^rinR    column    497 

"  valve    timing^     108 

"  wlrinfc  diagram 868 

Long    body    sipark    pNg. 288 

**      stroke^    mining    of 88 

**      itroke,    VB.    abort   atroke  engines 581 

Loop   canueetionH^   how  to    make 741 

lioosfl  i^pokes.   eaiiafi,    remedy    762-810 

Loosenss  In  chain,   how  detected   (see  chains). .«... 729 

Loping  of  engine 169 

Loes    of    power.    , ,...626 

Low   gear,   apeed   ratin,  12-583-22 

"    grade  gvoMne  vi.  high  grado. ......  158- 161 -5SS-1 55 

••    tension  ooU 214-216 

**  "  "    advantages    and    dtsadvantiMriA 2&& 

••    and   battery    system    .,.. 262 

igaitfon .206-2lfi'217 

ignitfen   ''make   and   break"      211-   to   217 

system     218-260 

tfaning    816 

"  "        magneto  and  high  tension  coU 259-260 

"  "  "        and    make    and    break    system 

of  Ignition  . 260 

"  "  '•         construction    .......,,.,,.,  ...267 

inductor    type     (K.W.&R<my).264 

TtlAti«n    to   high  tennion 266 

"  "        with    coil    and   battery    to 

start  on   261 

wires    240 

Low  to  high  gear 51-486-488 

Lubricating  a  speed  car 760-761 

car 208-596 

dilTfirentlai  205-669-622 

"  electric    horn      614 

engine    201-596 

oU,    relatton   to   carbon 202-658-628 

oil   tanks    601408 

"  springs    622-740 

"  with  Kraphite 206 

Lubrication    **hml]   and  mpriiig"   adjustment. ..  198-200-859 

CKEtse    of    smoke.. 202-203-658-628 

"  circulating   system    200 

cold   t«t  201 

•  •  force    system     .  > 199-859 

*  •  full  foreo  system 199 

"        general  for  all  parte  of  ear 203-204 


884 


GENERAL  INDEX. 


Lubrication   gravity    196 

"  meeluuiioal    pomp    196 

"  of  a  new  ear 491 

"Cadillac    129 

"  Delco   electric   syatem 897 

"disk    clutch    208 

"  "  engine   (also  see  oU  and  oUins) 201 

"  Hudson     198-204-694 

"  Kinir  car    198-200 

"  "  parts  on  a  modern  car 204 

"  rear  axle   204-205 

"  "  starting    motor    881 

"  Studebaker     204 

"  **  transmission     203-204-669 

••  "truck   ensrine    884 

"  piston  pumping   oil    202-658 

pointers     208-204 

••  pressure 199 

troubles    201 

'*  truck  springs  and  axle 749-762 

**  nsinar  exhaust   for  pressure 195 

"  systems    explained    196-199 

Lubricator    stops    working 581-741 

Loff  for  battery    489 

Lass    for    tires 549 

Ignite  pistons    588-651-75-645 

M 

MbFttlan  rear  axle  adj.  and  specifications 673-545 

IC   ft   S.   differential 749 

Machine   bolt    701 

Machine    shop    equipment 616-617-618 

Maehinist's  hand  tap  704 

Maehinist's    rise 616 

Mag-dynamo,  motorcycle    811 

Mi«iMftlo  field,   explanatk>n  of 221-266-267 

**  gasoline  tank  gauge   514 

gear  shift   482 

latch    488 

"  transmission    480-481 

**         type  speedometer    618 

••  type  switch    829 

▼alve  lifter   710 

Tibrator     220-225 

Magnetism,  explanation  of 221-267 

Magnetism,    residual    787 

Magneto,  action  or  principle  of 266 

**        advance  and  retard  of  spark 805-267-277 

**        airplane  use   918-922-298-927 

**        a  mechanical  generator   256 

**        and  battery  and  coil  ignition  timing.  812  to  818 

"        average    advance    of 809 

"        armatures    256-258-274-804 

"  "  high    tension 271-268-288-290-804 

"  "  reUtion    to    distributor... 294-295-801 

••  "  reUtion  to  interrupter 809 

••  ••  speed    294 

testing   of    802-804 

**  "  winding    connection    of 258 

"        Berling    812-926-927-804 

••   .    Bosch 268-280-283-284-288 

*  "        DU4    268 

••  -        double  system    276-277 

••  "        setting  of    810 

**  "        two  spark  and  two  point. 288-284-277 

"        cam   and   interrupter   relation 818 

**        cam   relative   speed 269-267-261 

*  care  of    297-801 

••        elrcult  breaker   272-804 

«*        clockwise    and    anti-clockwise 806-296-818 

"        ooil  damaged    800-804 

••         collector   ring    269-332-256 

**        connections   for   firing   order 296 

"        construction    (low    tension) 267 

**        coupling    802 

*■        disassembly    804 

"        distributor  and  interrupter  explained 259 

"  "  connections    296 

"        distributor  speed,  relations  ot   806 

"        "Dixie"    (see   also  Insert  No.   8) 290-293 

"        Dixie    motorcycle   timing 292 

••        driving    end    of 818 

*  drive   methods 294-296 

"        eight   cylinder    298 

••        "ElMmann"     286-288-289 

**        fitting   to    engine 802 

••        fixed    spark    807 

"        fixed  speed    296 

(Ford  type)    266-806 

for    lighting    482-264-266 

••        for  tractor   882-277-266 

**        four   or   six   cylinder  engines 806 

**        gears,   removing    802 

-        eendenser    (electric)     269-278-228-229-246 

"        how  connected  to  engine ,....801 

**       Ugh  tension   269 

**        how  to  stop  generating  current  259-275-276-299 

"        how  used  alone  287 

*■       ignltton,  advantage  and  diudvantigv 86f 


Magneto  ignition,  meaning  of  term S41-376-1U 

interrupter  adjastmants    t9l4SMk 

interrupter  gap    297-S98-«01-816-lN4t 

interrupter  (Bemy)    9 

(K.    W.)     266-288.29€-8e« 

"        laminated  armaturep  ec»«  of J8 

"        lines    of    force JSi 

low  tenakm  and  high  tension  coil.  .269-Z87-a 
coil    and   batterr    to    start  on. 
261-256-M7-a4 

"inductor"    type    219411 

JU 

magnets   disassembled    MUM 

finding  N.  or  S.  pole » 

how  to  test S08-S04-«(lJ-« 

re-magnetising  of.. 800  to  S04-8r-lll 

"        manufacturers,   addresses  of 81 

"        maximum  position    If; 

(Mea)    

"        motorcycle  (Insert  No.  8) tU 

oiling  of 

"        or    dynamo    voltage,    what    depends    upon.  .212 

parts,    speed    relatk>n    of 296-3«4K 

"        pen*  hole  VR 

pivoting  type   tSMM 

points   pitted    298-8M4SI 

"        principle  of  tiMSi 

"        ratio   of  gearing m 

(Remy)    264^ 

repairing  288  to  IH 

safety  spark  gap 27S-27&-299-291-M! 

"        separating  diitributor   cables 2f! 

**        setting  armature   8 10-3 11-267-809411 

••      by  degrees  tU 

"  "      use   of    coupling M 

"      Splitdorf,  Remy,  Eiscmann SU 

"        silent  chain  drive 2M 

"        simple  form  of IIT 

"        Simms    i ti2 

"        single,   dual   and  double  systems 271 

"spark   gap,"  meaning  of...291.278-275-29>4K 
spark  plug  gap.. 286-208-299-278-276-801-80444 

"        spark  control   Ml 

•peed    2964N 

speed  relations  of  parts IK 

"        (Splitdorf)    288-818411 

SpUtdorf-Dixie     29049MB 

Splitdorf-Dixie,  setUng  of   W 

switch    27M» 

synchronixing  the  points  and  distributor... IH 

"        telephone  type  for   electric   tests TIT 

"        testing  of   S02-8084M 

testing  magnets   S01-8i046U 

timing 810  to  S18.S16  to  818-2i74tt 

"  "      checking  of Uf 

"  "      inductor   type    .tU 

"      (LocomobUe)     M 

"        troubles    299-300-801 

"        two  spark  ignitk>n   (Bosch)    IH 

••        twelve  cylinder   M 

"        type  interrupter  on  coU  system   144 

will    light    lamps    ttt 

"        vibrating  duplex  system 


what  geared  to   and  mounting. 


.294-MI 


winding    268-271-80MM 

winding,  testing  of  891-IM 

"        wiring  of  89! 

**        with  automatic  advance   n7-l8l 

wire,  sixe  to  use   Ml 

Magnets    of    magneto 266-268-272-800-303-811 

and  "field  of  force"   266-IC7 

"        and  pole  pieces   2T1 

electro  field   S66-8fT 

for  producing  the  magnetic  field 323-3264a 

"        how  prevented  losing  magnetism 

"        how  to  find  polarity 

••        lifting    power    

of  magneto,  how  to  test 303  304  8461 

made  of  steel    818 

"        of  magneto,  how  to  remagnetise. ..303-819-864J 

permanent    field    281 

principle  of  400-3iT 

Main  air  supply  of  carburetor 147 

Main  bearings  of  crankshaft   641 

Make  and  break  ignition  explained  2lt 

timing    8U 

on  multiple  cylinder 

engine 260 

system   214  to  tIT 

"      of  engine  used  on  leading  cars 644  to  646 

Making  wire  connections   340-341 

Malleable  cast  iron   Tfl 

Manifold  construction  83-104 

Manual  control   of  spark 246-249-377-167-110-104 

Manifold,  "hot  pin"' 100 

Manufacturers.  addrMses  of (see  index,  Addrwi) 

Map  of  Lincoln  Hii^way   Wm 

Marine  engines   TH 

Marking  fly-^wheel    XOO-IOT-IO 


GENERAL  INDEX, 


885 


iarkfns  piston  rins* 669 

iarks  on  fly-wbeel,  for  timbw 104-102-106  to  107 

flarmon  gear  shift 490 

rear  axle   S2 

spark   and   trottle   eontrol 496-499 

**         ipeeificatkinji     .«, 646 

M        M j4  **  „j^^  timinff  of  118 

'*        valves,    overliead    90 

*  *         valve    timine    118 

wiring   diagram    861 

Marvel  carburetor  179 

Marvel  valve  grinder  692 

Master  carburetor   180-168 

or  hunting-link  of  silent  chain 728 

-        vibrator    coil    280-282 

•*  "    advantages  and  di8advanUges..266 

"    connections    264 

•  "  "    Delco  relay  system  similar 874 

Match,  substitute  for  686 

Maximum  gravity   489 

Iftaximum  position  of  magneto  armature 267 

Maxwell,  adjustment  of  transmld^ftioin 670 

"        disconnecting   battery    428 

firing  order  867-642 

ignitton 867 

"         piston   rinjT  iise    , 607 

**         J-accr  v&lvc  tlntfriir       108 

••         rear  &xJe  pdjiiatnacnta   676-676 

"        spark  and  tiirottle  control 496 

**         tp«cjfirAliona    . . . ,  646 

••         streriDir    device    ,,  698 

**        valve  armdtng   ...^e.»^.. 688 

*'        voJve  tappet  adjustment 788 

Maxwell   wirinir   djagi^ams 866-866 

Maybach  riu-burvtor  principle 144 

Mayer  carlniretor 180 

w^^iim  lamiw 482 

Mea  magneto 288-289 

Moaning  of  degrees    98-641 

GRND"    218 

"    "INT'    (see  dictionary) 

**         "    inches,   seconds,    feet,   minutes 641 

"    reaijtance  209 

"         **    valve  timing  marlu  on  fly-wheels 104 

'*   valve  Up,  lag,  and  lead 101 

Measuring  current,  method  of 416-410-898-899-414-416 

initrunients,  use  of  414-697 

of  rtraa  for  tlr«e   _ , 664 

generator  of  electricity 210  to  212 

"  "  r^culation  metfaodj 887 

**        governor  eontrol  of  electric  system. ..  .847-861 

"        lag   248 

••        vibrator 220-228-225 

Meehanleally  operated  needle  valve 174 

Meth&nlcally  operated   valves    91 

MeUing  poEnt«  of  mctnU   : 589 

M.  £.  P.  (mean  effective  pressure),  meaning  of.. 686-868 

Mi^rc^den  ru'liBt/iT    ,  .  .  , 190 

Mercury  arc  rectifier  ^ . . . . « 468-466 

'*         eool^d  ejthautt  valve 824 

regulator    (Delco)     880-847 

Meshing  gears   Ill  to  118-109-89-886 

Meshing    nprockets     (silent    chain) 118 

Metal  poU^h  508 

**      melting  point  of 589 

•*       iaw,  how  to  U3^ 718-710-789-617 

Meter  (see  am..  voatm(*ter)..414-877-898-410.415-424-864K 

Meierinjt  pin  and  dash  pot 151-149-586 

MflCree  to  yards  689 

Metre,  designation  or  symbol  of 541 

Metric  scale  rule 540 

"      «park  plug 288 

**      sizes  of  tin*  to  inches 664 

"      tables ..„.,, 641 

MnMng  timlnisr  sfear«^ii  **T'*  bead  engines 106 

Mice,   cutting  down,  on  commutator.  .404-40^^-"  r; 

Mica  for  epark  plugs 238 

Mica  peep-hole,  on  distributor   297-810 

Michigan  low  tmalon  CQaffxirto^  eoil  and  battery 262 

Micrometer  caliper,   fmrpo&e,   hdw  to  read 698-690 

"  "         for   inside    measurements . .  649- 

698-699 
'*  '*         for  outside  measurements ..  649- 

698-699 

*  *  *  *        vernier  scale    699 

Mflee  and  kflometres   640 

Miles  of  mada.  dilTfirrent  states  084 

Millimetree,  dimension  of  589-640-812 

id   decimals  640-641 

"  ^  tDcfaes    ........  640-689-641-664 

Mflli-voH  reading  expUn&tion         414-468 

Miniature  ba.ie  for  el^^ctrie  lamp   488 

MifiQfl    Lap.    meaJiinjt   of 101 

Minus  ftfjrn    < — )«  meaning  of    218 

MiiraUe,  dalgnation  of  541-98 

Mimites,  seconds   and  degrees    93-641 

MlrTor  for   altechment  to  dash    614 

Mbeelianeooj  devices  for  Fords   884 

•hop  devices    780 


Miscellaneous  tables 680 

MiiflrlBg,  tamm  of— •••  digest  of  troablas  and 

mlielii* .6T6-78&-S0a 

MlMlnc  at  high  and  low  speeds 299-30^ 

'*         of    explosions     1 70-233-2  08- SOD-2  41 -2Si- 

2  M -SOa-804-S  06-7  3  o-302 
"        of  explosions,  testing  of  (see  Index  tedtina').  .249 

"        testing  which  cylinder   297-286 

•*         Qii    two    cyliiiiJer    Disposed    ringiiie^ 687 

"         with    vpark    retarded    or    advanced. 298 

Mitchell  adjaBtznent  of  trauAraisafon 671 

••         ehiteh 662 

••  Ignition  timing 268 

**         spark  afid  throttle  control  496-498 

••         spec  i  locations   ,   *    ,,„,., 645 

*•         valve  timing  of , . . , 106 

Mitre  cut,    pistori    rings.  * . . , , 666-609 

Mixing  electrolyte 448 

*'       tube  and  mixing  chamber  148-147 

•*       valve  for  two^yde  engine 756-141 

.Mixture,  at  high  and  low  speeds 168-579^296 

'*  how  to  determine  and  teat 168-169'4S86 

not   correct 142-678-679-169-170 

*'  of  carbaretion,  heating  of  159^167 

•"  proper    61-169 

••  rich  and   lean    169-170-679 

••  which   bt^ata   enffine  ...,».... 6B« 

Modem    battery    and    coil    ignition   system     ..212-287-246 
Money  making  additiona  for  shop,  ,610-60 1*617 

Monarch  governor  .,,..,,.»». 842 

Mono-blf>ck  cyiindfete    (see  dictionary)    669 

Monosoupape     .  ^i  .^  ....... , 910 

Monroe,    Bpeclflcationi    of    .,. 545 

MoD^   spark  and  throtUe  control 496 

Moon  speclflcatiati4   . » „ . . , 545 

Morse  chaiin  and  vibration  damxiener   728 

MotometCT,    ( Eoyce)    . . » 188-611 

Motor  and  engine^  dliference   68 

and  generator  combined    886 

"       boat  horiis    ,,,,.. 616 

*'       boatp   Ford  en^rine   ♦ . , \.\ .826 

••      bob   786 

••      dutch,   (Delco)    !!...887 

Motorcycle  carburetor   846 

engines   (Insert  No.  8) 766-848 

"  engine  fly  wheels   74 

••  elertric  syutem    848-811 

"  magneto    timing    292 

**  tranatniulon 846 

Motor  multi-polar  .,.,.,... 828 

Motor  (electric)  parts  of 828-828-826 

Motor-generator  "double  decker"    862 

••  "  for  battery  charging  462^64K 

••  principle   (Delco)    879^880^487-886 

system,  parts  of  847 

"       how  csanverted  Into  a  generator 862-847 

••       principle  of   400 

•*       tests 407-416-424-410 

tjp«  electric  hora   ,,. 614-616 

••        wheal  ,  ^   ..,.,.»,.* 765 

••       winding,    (Delco)     ..., 881 

••MotorJDBf"    itenerator    l-Deloo)    899-886 

Mud  chains   for  tires ...*.. 660 

"    guards   bent,   how  to  straighten   '..746^781 

••    how  to  pull  car  out  of 784-617 

Muffler  and  exhaust  pipe 88-12 

"        cut-outs 84-408-782 

"        ov«r.h-iats  ,  .  680 

"         rii.^ iii^  s^iitr  effect   781 

**        why   nee»sa.ry   84 

Multiple  dink    cltitfb 41-40-668-666-667-779 

•*  dtik  clutch  adjUfltmenU 668 

"  let  carburetor   148-179-180 

"  switfh  FOiiQertiDn   427 

Multi-polar   motor    828 

Mushroom  valve  lifter   94 

N 

N.  A.  C.  C. — meaning  of  684 

Nash,  hot  air  carburvtfon 169 

Nash  truck    748 

N  and  S  poI«s  of  magnets,  how  distlngolBhed 808-800 

National  spark  and  thmttJe  control   496 

NationnJ  tpeeiiElcationji   .....  646 

Naat**foot  oU,   for  clutch    ,, 660^468 

KeedJe    vaJve,    automatically   operated    172-161 

Needle  valve  for  carburetor 148-166 

Negative  and  positive  pole  connectkms 229-446 

«•    bow  detennlned 212-162- 

468-866 

terminals    209-446-866 

"         plates 446 

plates  ghre  less  tnmble  than  positive 469 

Neutral   positioo   of  gear 88-48-46-51-486 

Neutriil  point   nf  third  brunh 8640 

New  engine  "mnniuir  In" 208-489 

Niekel  and  bra*»  polWh,  608 

NIflkd  steal    721 

Nitrofen  gas  fllled  lamp 488 


GENERAL  INDEX. 


Noise  about  car,  to  stop 717 

"      In  drive  seare,  how  to  eliminate 67S-674-9S2 

"      in  enirine,  see  knocks  6S9 

"      in  rear  axle,  how  to  detect 789-982 

"      in  rear  axle,  how  to  eliminate  .672  to  678-982-583 

"      of  exhaust,   cause  of 84 

"      in  transmission   680 

Noisy  valves   96-684 

Non-automatic  spark   (Dclco  electric  system) 894 

**   -circulatinflT  lubrication  system   196 

"    -freeiinff  solution  for  aras  generators   198-488 

*'   -freesina  solution  for  radiator   198 

*  •     -rlare   lens    430-433 

"    -skid  chains    660-559-660 

"    -skid  tires 650 

"   -etalUble  engrine 862 

Non-Vibrator  coil 285-246 

North-East  electric  system  on  Dodsre 869-870-788 

North-East  generator  chain,   adjusting  of 411-369-788 

Noule  sizes,  carburetion   178 

Number  illuminator  lamp    481 

Numbers  on  batteries,   meaninar  of 448 

Nuts    (tiffht  and  stripped  thread)   remedies   for 709 

Nuts,  assorted    607 

••    bolts  and  screws 761 

"    on  cylinder  heads,  to  tighten ...717 

"    to  prevent  coming  loose 710 


Oakland    carburetor    179 

Oakland  ignition  timinar  890 

spark  and  throttle  control 496-498 

specifications     of     646 

••        unit  power   plant 44 

Odometer  611-612-518 

Office  of  a  sarase,   plan  of 596-599 

Office  work,  pointers  on 699 

"Oflr,"    "on,"    indicator   readinirs,   meaning   of 417-410 

Off-set    cylinders     81-82-532 

Ohm,    meaning    of , 207 

Ohms    resistance,    when    charging    batteries 464-463 

Oil  circulation    stopped,    cause    of 200-738-709 

"  cooling    method    916-201 

"cups,    sizes    of 608 

"  depth   of,   in  crank   case 196 

««  drips 208-669-681 

••  emptying    from    barrel 603-780 

"  filter     602-608 

"  for  drtlling   707 

"  for    timer     247-689 

••   for  truck  rear  axles    762-751 

"  gauge     199-200 

**  grooves    in    bearings 640-644-208 

"grooves  in  pistons 662-658-202 

"  gun 692 

"  Indicator    200 

•*  kind    to    use.; 200-201 

*'  kind  to  use  for  thread  cutting 705 

"  lamps    converted    into    electric 480 

"  leakage    from    axles 678 

bolt  holes    684 

engine     203-669-581 

valve    guides     788 

"  level   in  gearset  and  engine   (Dodge) 670-788 

"  lighting     488 

"not   enough,   cause   and   remedy 202 

"of    vitriol     489 

"on   clutch   leather 680 

"  pressure  gauge   does   not   work 199-681-738 

regulation     199-200-694 

"  "        various    cars     642 

"  pump,   adjustment  of    199-694 

"        "        and    oil    pressure   gauge : . .  199-810 

fitting   to   racer 760-761 

priming    of     200 

plMl^^  cleaning    of 200 

rdEr:Hmlve    869 

*  *  ring,  meantaftir  of 655 

"  regulation,  spring  and  ball  and  eccentric. 200-694-741 

"  relation  to  spark  plugs 233 

"  settling    tank     608 

"  soaked    spark    phigs 202 

"  storage   system    786 

"  storage  tanks    602-608 

"  testing  of    201 

"•  too  much,  cause  and  remedy 202 

"  truck    for    garage 789 

"  using    over    again 201 

"waste,   due   to   piston    rings 658 

Oiling   and   greasing  a   car 622-208-204 

"        and  greasing  Hudson  and  Studebaker, 

"  examples   of    204 

"        and    greasing,    price    charged 696 

"        of   magneto    >..... 299 

Oiling   system    of    King.   Hudson    198-200-694 

**        system ;    splash,    semi-eplash 197 

Old  ears,  re-designing  and  speeding  up 760  to  762 

Old    gaMkline    168 

OMham  eonpllng  for  magneto  shaft 802 


OldsmobOe  dashboard ..Ji 

•Iiark    and    throttle    eontzol M 

"  specifieationa   of    ii 

"  wiring    diagrama     «m 

Old  tirea,  prioe  of a 

One-pieee    clincher    rim SI 

One-piece  spark  plug  SI 

One   way  '  streets,    meaning   of M 

Open  and  closed  circuit  principle  of  Ignttkm M 

"       circuits    41WUI 

"      circuit,    ignition    system Itt 

cofl    test     m 

tests     41C41i 

"      end   wrenches    01 

"      cure,   meaning  of W 

Opening  and  closing  of  exhaust  and  Inlet  valvci % 

Opening   a   headlamp    (T 

Operating   a   car 4U4K 

"    truck     X 

"    tractor 8314».W 

Operation    of    Packard W 

Operation   of  transmission    SI 

Opposed  type  engine 1 

Order  of  firing  of   cylinders U* 

Ordinances    of    St.    Louis SH 

Orphan  cars,   or  those  no  longer   mannfactared S4T 

Overflow   pipe   of  radiator    190-"75Tr? 

Overhauling  a  car  m4» 

**  *'    "     prices  usually   changed    :S^ 

"     "    test    first     sr 

brakes    SSMtf 

and  adjusting  clutches   €61tBiK 

"  gearsets  or  transmisaiona 669  to  €TI 

Overhead   valves,    advantage   of 85-91-94-€S€^SC4n 

^    "  valve    clearance    94-19MII 

"      engine    1U4SH 

'*      grinding     6304IMI 

Overheating     189-201-57»-:% 

"  due  to  sparic   control Sit 

of    battery    iS! 

"  of  exhaust  pipe  and  muffler 5*1 

Overland,    adjustment    of    transmission n 

"  carburetor     lit 

clutch   adjustment    MS 

"  clutch    spring   compressor <47 

'*  dash    control    units 497 

"  disconnecting  battery    4!! 

"  electric    starter    and    generator 3SS-C4 

"  engine,   fitting  main  and   connecting  rod 

bearings    647  to  M 

firing  order   SSMC 

"  gear    changes    49-4St 

"  piston     lapping    tool Ml 

*  *  )>iRton   ring   sizes    648 

"  removing  piston    Mi 

"  socket   wrenches    51! 

"  spark   and   throttle  control 4N 

specifications    of    54S 

"  sprocket   chain   tightener Ml 

"  steering   device    CM 

"  wiring    diagram    151 

4 cn 

90  electric  system 35f 

Overloading   of  carburetor 17S4M 

Over-oiling,   prevention   of StS-iSt 

Over-running    clutch    34 1-386-898-151491 

Overshoes    for   tires 5M 

Oversize  bolts    60f 

Oversize  inner   tubes    Ml 

pivtons,  rings  and  valves   .  .609-792-791-6SO- 

645-654 

"        pistons,  where  to  obtain IM 

'  *         screw    holes    705-7W 

"        stud,   how  to  fit 7M 

rims    656-M4 

tires    • SiUU 

valves     680-609-791 

'  *         valve  tappets    609-791 

Overslung  and  underslung.  meaning  of H 

Outer  shoes   for  three 5M 

Outfit  for  welding Itl 

Outfit  of  tools  for  the  auto  mechanician 692-694-79S 

Outfits    for    camping Sl< 

Out  of  gasoline,  what  to  do MS 

Owen   magnetic,    specifications    of 54$ 

Owen  magnetic,  transmission 48MQ 

Ownen    license    80 

OxMe    of    lead 44644T 

Oxy-acetylene    cutting     Tt4 

Oxy-acetylene  welding 718  to  W 

Oxygen    decarbonizer     624-625-634 

Oxy-hydrogen  for  wdding TtS 

p 

Packard  adjustments §59 

battery  and  generator   disconatetlBS  of....4SS 

carburetion    W 

dash  board  and  control  nntto 491 

electric    system    HI 

engine 851-iSI 


OENEBAL  INDEX. 


887 


Packard  flrine  order 135-642 

"        fDrmer  metJiod  of  isnitlon X6S 

' '         f  iieliEL-r 865 

*'         ^ajotlDA    ayatem    ,* 864 

ffti&r   ihlft    .., 488 

WHitbn 866-860 

i^rnitlon   tlinlnff 860 

'  *  rbdialor    ivat 789 

"        tpark   and  throttle  control 496 

KpectflcAtianB    of     646-826 

*'         aupplfEment     .,...«, ^ 860 

*'        vibration   dampeiier   860 

"         water  typ<!  giovernor   (old  model) 164 

PackiniT  l^r  cArboreUit   (tanse 169-164 

Packing  of  water  pump 191 

Paise  dashboard    498 

**      spark  and  throttle  control 496 

Paint  on  aluminum,  how  to  remove 401 

Painting  battery    box    473 

car    609 

"        cylinders,    engine    and    manifolds 509-688 

"        fenders    after    repairing 746-781 

"        ffarage   walls    786 

radiator     194-509-736-584-789 

tires   509 

Pan  cakes,  how  to  make  when  taurinar 619 

Pantaaot^^p    meanlnir  of 682 

F«I^«r  rMket* .* 717 

Parabolic    reAectors    for   headlights 481-488 

FaraUel  eonnectians  208-466 

Parklnn  rules  508 

Parts,  for  cars  no  longer  manufactured 647 

for  radiator  nep-air  work 789 

of     a  battery  n ad  coll  pystsem  of  ignition 245 

"     a  battery    (modern) 446 

*'     a  earboretor 145 

**     an   electric   generator    . , . 885 

"     nn    electric    starting   motor 826 

"     a  spark  plug    218-288 

"     clutches   (see  clutches)    87-38-40-662 

"    engine 72 

"     steam  engine   766 

to   lubricate   on   a   modem   car 204 

Peak  of  waves  of  electric  current 256-265-266 

Pedal  and  adiuetmentB   for  cttttetiK      666-662 

Pedsi  syatems 486 

Pedestrians,    rales  governing   street   crossings 501 

Peening;    piBton    ringfi     .,,..,,.. 655-657 

P^*I>-hale  Oh   dlBtributor   of  Boaeh   magneto 310 

Peerteu,    specifications    of 546 

Per  cent  grade,  how  to  And 539-688 

Periodical    attetition   to    a   car. . . , 610 

Period   of   valve   opening    and   closing 100 

Peniiancnt  and  electro  fields   (see  electric), 336-332 

Permanent  field   maErnets   (^ee  mae^aetA) .  ,2&7-2 12-823-325 

Peroocide  of  lead    445-447 

Picric   acid  in  gasoline  for   racing 809 

Pieree-Arrow  dashboard    498-600 

dual"    valve   engine 927 

electric  system   849-277 

ignition  timing    496 

"         **         four  npf'eii  tear  ratio    51*688 

g6Kr   ahift    490 

••         •*         spark  and  throttle  control 500-496 

"        "         ppeciAcatlons  646 

Pierce    governor    840 

Pig-tail   connection   on   brushes 404 

Pillar  lamp   ^.433 

Pilot  light  for  welding 626 

Pilot  tisht  for  «t«am  car 764-765 

Pinch  bar 738 

Pinion    adjustment    678-674 

Pinion-ftector  type  steering  gear 693-691 

Pinned    pisitan    ring 653-655 

Pip«  capacity   639 

**    dies,  for  small  pipe  work >».... 608 

"     dimensions  and  fittiiijETH 608 

"    Upa 704-608 

-    threads    702-704-703 

Piston    74   to  7  e'2(l2'6i5 -609^52*659 

alttmlnum     75-a4fi'a5l-T92-609'BlB  &Sa 

"      and  eonneeting  rod,  lining  up  of    659-64fi-649-7S3 
**        and    piston    ring   question      answered.  .  .651-654 

*'      cause  of  exeeu  of  oil ..... .      663-202 

"      cast  iron  and   alumianm 646 

clearance    .  .65  -649-Tg2-T01-588-75-645-609- 

654-653 

"  "  condition  governing  aame  661 

•*  ••  greater  at  top 661 

too    slack     653-687 

**       displacement 688 

**      fit  too  <;JoAe  to  cylinder  wall 661 

**       ilnding'    jKisition    of         ....820 

"      for  high   speed   wc^rk       76-792-818 

*'       Ford,    standard  and   ovenise    600-702 

*'       how  machined    661-664 

-  lapptnx 649-660 

-  leaky,  hww  to  teU 666 

"      lining   np    of.. 646-649-669-788 

*'       looiB  and  test  for 688-681-687 


Piston  "Lynite"  or  aluminum  alloy 75-G45-651-588 

oil  grooves  in   202-658 

"      ofl  pomp  for  Ford 810 

-      or  wrist  pin 74-648 

"       oat  of  round,  usually  where  rings  travel... 609 

••        oversixe     .  .       600-792-653-645 

'*      pin  bushing  645 

"      pin  or  wri*9t  pin 73  to  76-85-644-646 

**      pin,  removal  of 650 

*•        pumping  oil      - 202-653-652-655 

'*       relation   to  smoke   and  excess   of  oil 662 

"      replacing  into  cylinder 659 

"      repUeing  V-typ«  741 

•  •       rings    75-654-655-651-791-792-607 

"       ring    clearance   at   gap 649-655-791-654-609 

"         "       cause  of  loss  of  compression . .  628-655-609 

"  *•        c;(jinprflHflioD    type    655 

"        "      cut  or  scratched   , 666 

"         *'       coiicenti4(^  and  eccentric   ....655-651-654 

••      filing  668 

*•  •'        uroovp    dppik     654 

•  *         *'       !k,<immHred    typo    655 

"      lapping  of    667-649-660 

"        '*      lapping  to  fit  groove 668 

"      leak,  test  of  656 

-•"        "      leaks,  cause  and  effect 656 

life    of     655-791 

"         *•      mitre   and  step-cut 655-609 

••      removal   of         667 

"        "       and    ^x^ftji    oil    relation 653-200 

"      fit  bottom  one  first 658 

fit  best  one  at  top 669 

"      for  fitting  ends   657-736 

*  •        "      for  old  cars    607-648-664 

"      iltting  to  cylinder 657 

"      fitting   to   piston 658-659 

"      if   duU  and  dfarty 656 

"  "  if  in  good  condition  smooth  and  shiny.. 655 
••      leak 201 

"        "      leak,  result,  oU  soaked  spark  plugs.. 202-203 

••      lost  tenston 656 

"      marking  of   657-659 

"         *  *       oil    type       655 

••       oversize     .' 609-791-654 

••      patentad  type    656 

"      pinned   668 

•  *  •  *       peening  of 657-655 

"       clearance    of    gap    651-649-791-654 

;*      patented  type,  how  to  fit ^ ^66 

"         "       sise  on  old  and  leading  cars     .  .  .607-544 

"        "      sticks    in    ^oove.  >......    628-656 

"        "      to  loosen  with  kerosene. 656 

"      too  tight,  e&me    lack  of  lubricatk>n 658 

"         *•      troubles  and  remedies 656 

•  *         •  *       why  2  used  fo  racing 587 

•  •      sizes 607-648-664 

"      seized 689 

' '       seasoning  of    651 

"      slap    637 

••      speed   584 

••      strokes   of    67-116 

**        tt»*iin(r  for  rouofinirtia    609-649 

"      travel    in   inches    and   degrees 314 

"      when   neceuary  to  replace 645 

Pit,   for  working  tinder  car 603-604-739 

Pitch  gauge 700 

"       of  screw  threads  and  how  tu  meuHure  ..698- 

700-702 

PItot  carburetor  principle 800-177-149 

Pitted  platinum  points  on  magneto 298-304-234 

Pitted  valves   ...      92-680 

Pitting  of  vibrator  points 184-235 -129-80S 

Pitlalield     Iffnitton    timer............... 262 

Pivoting   type   magneto.  ........*..,.,., 288-289 

Plain  bearings   for  engine. ........... .72-640  to  €44-208 

Plain   tube   carburetor    (Pitot) .......... .   Ud-176-lTT-iOO 

Planetary   gears    (see    Ford   Supplement).    46-776 

Plurnptttry   iyp«  steering  ^ear 698-691-778 

Plante  type  battery  plate. 440-446 

Plate  type  clutch. ........ . . 41  to  48-60-668-668 

P)iitei<  battery , . . .  .446-440  to  442-444 

Plates   of   batteries,    straightening 468 

Platinum    284-269-248-304 

Platinum  points,  drt»Bing  of 284-809-804 

Pliers,    comblnatbn    type... 614 

P^ug  {drain)   where  situated. 201 

Plug  (fire)   parking  near 508 

PIujTB,  spark    (see  spark  plugs) .219-288 

Plunger  or  tappet,   valve  type 92-94-649 

Pfuioger  type  oil  pump 199 

Plus   lap,   meaning  of . , .,  ^ 101 

rturi   siifn    t  +),   meaning  of 218-445 

V  jiy-umRf.  Ic.    tires    649-666 

Pneumatic  tires  for  trucks 665-660 

Pocketed  valve 712-631 

Pointers  for  auto  sat^man. 629  to  688 

for  repairman 696-694 

"         on   vhtknginK  iream  and  driving ...  488-493-606 

«*    general  lubrication   208-204 

••    inner  tuba  repatra  669 

•  •         •  *     office    work    ...  - 699 


888 


GENERAL  INDEX. 


Pointers  on  selecting  a  pleasure,  commercial  car 

and  second  hand  ear..., 627-628 

-  tire  repairs  671 

«*        "    TulcaniEinff   inner   tubes 678-672-674 

-  weldlnff 726 

Points,    (spark   plug) 238-284-804 

Points,    (vibrator)    sticking 285-808 

Polaritjr,  how  to  find 462-439-737 

"        meaning  of   489-462 

of   battery,   how  determined 462-212 

*'        or   pole    changing    svritch 248 

of  rectifier,   how   to   tell 787 

Pole  finding,  with   rectifiers   not  necessary 468 

"    pieces    and    magnets 271 

••         "        of  magneto    268-267-452 

"        "        starter   motor    828-326-328 

Poles  of  a  storage  battery,  how  determined 212 

Polish    for    bodies 507-508 

••      glass     ....: 608 

"    nickel    and    brass 608 

Poppet   tsrpe   valve 91 

Poppet  valves,   why   so  called 688 

Popping  or  back  firing  in  carburetor 170-169 

Porcelain    for    spark    plugs 218-238 

Portable,  blacksmith's   forge   616 

*•  lamp   for  working  around   car 604 

work    bench    606-692 

Port  opening  of  valve  on  engine 83 

Position  of  piston,  how  to  find 105-114-820 

Position  of  spark  plug  on  engine 219 

Positive  and  negative  pole  connections 229 

••        •*  "  ••    using  volt  meter   to   find. 463 

terminals    209-866 

"  "  "  grounding    of 213-421 

"        ••  ••  "  how    determined.  212-462 

"        plates     446 

"  •*        buckle    oftener    than    negative 469 

Positive  terminal,   symbol   of    356 

Potash  solution  for  cleaning  metal  parts 401 

Potatoes,  how  to  cook,  when  touring 619 

Potential  or  voltage  regulation 346-349 

Power  air  pumps   662  to  664 

••      cause   of   k)ss 626 

"      hack  saws   617 

"      impulses,    six    cylinder 128 

"      impulses,   twelve  cylinder    136 

••      meaning  of   686 

"      of  engine,   how  increased 809-585-586-627 

"      plant,  purpose  of  parts 10-11 

••      stroke    67-116 

"      strokes,  overlap  of  12  cylinder  engine 134 

"      to  run  machinery 617 

'*      transmission,    different  methods   of 14 

Precautions,    cold   weather 198-461-585-686-489-804 

Powrlok  differential   749 

Pre-heating   and   re-heating    719-721 

Pre-heating    furnace    720-726 

Pre-ignition    689-288-626 

Premier  gear  shift    482 

Preparing    car   for   service 487 

Pressure  gauge   for  oil 199-200-694 

•*        in  cylinders    535-627-275 

"        of  air  in  tires 553-564 

"        gasoline    system    864 

of  oU,  regulation  of 199-200-694-741 

of  oil,  leading  cars 542 

Prest-e-Lite  gas   tank 436-438 

gas  starter    822 

**  tank,  if  can  use  to  remove  carbon 626 

Preet-O-Vaeuum  brake   479 

Prevention  of  over-oiling    202 

Prices  and  sixes  of  hack  saws,  and  other  shop- 
equipment     617 

•*      and  sixes   of  lathes 617 

*'      for  storage  and  repairs  in  garage 509 

••      of   shop   machinery    618 

••      to  charge   for   battery   work 478 

"      to  charge  for  welding   728 

**      usually  charged  for  miscellaneous  repair 

work    696-794 

**      usually  charged  for  tire  repair  work 674 

**      usually  charged  for  welding  and  cutting.. 728-726 

Primary  armature  winding 274-267 

cable    240 

coU   winding    216-221-246 

*•        switch,  testing  268 

Primer    (electric)    for  carburetor 167 

Primer    for   gasoline 156-821-^1-828 

Priming,    air    intake 866 

Priming    168-166-821-822-801-828 

eupe     66-801-828-600 

"        engine    168-166-689-801-828 

**        on  pump    200 

"        rod   for   carburetor    160 

**       ttartar  for  engine 822 

••        with  high   gravity   gasoline 166 

PriBdipl*  of  earbureCor 142 

"  "  Diesel  engine    687 

••         "eliBetrie  motor   400 


Principle  of  generator 332-33I-1K 

"         "high  tanaion   eoO A 

"magneto  2S€4S7« 

*'  "  ozy-aeetylene    blow    pip« Tl 

"ignition    91 

"  "  tractor  drive   755 

"  "  two-cycle  engines    a 

"volt-ammeter    m 

Process  of  elimination  In  tveoble  hunting S77<^ 

Progressive  type  transmission 41 

Pronunciation   of   auto  worda 5S 

Prony  horse-power  brake  test !M 

Propeller  or  shaft  drive IS 

Propeller    type    fan U! 

Property   damage   insurance I& 

Proportion    of    air    and    gasoline 5fi4-lA 

Protractor,  what  used  for Ml-lfT 

Prussian  blue  test  for  valves  and  bearings CM 

Publications,  auto  Stt 

Puller  for  gears   741 

"  "    generator  gear    7S 

"    steering    post    7» 

"    wheels    606-718-141 

Pulling  car  out  of  mud tUW 

Pullman  spark  and  throttle   eontrol tti 

Puii-u-Out m-m 

Pulleys,  how  to  find  proper  size 56ViI7 

Pump    for    air 6C2-65S-M4 

"gasoline    ME 

"oil    Idft-SM^U 

hand    for    lubrication 197-814-llC 

leaks     Ifl-lfl 

"        mechanical  for   lubrication 115 

"        packing   of    Ill 

Pumping    oil    by    piston 202451 

Puncture  proof  tire  &5I 

Purpose  of  spark  plug 219-SS« 


Q 


Quick  detachable  clincher  reversible  rim 651-$U 

Quick  detachable  demounUble  rim.... 660  to  652-55&4S: 

Quiet  cams    fl 

Questions    and    answers 581 

"  answered  on  pistons   and   rings iSl 

"    reboring  eylindexa    «M 

"    steam   cars    7i8-Ttt 

"  sometimes  asked  by  eramining  board 524 

B 

Race,  first  official  road  race SSI 

Racing   car   lubrication 760-Tn 

"      driver's    earnings     Btt 

"      engines,  valve  timing  of IW 

"      records    640-581 

Race  type  cars,  to  convert 700  to  Tfc 

Radial  bearings   81 

Radiators    WT 

Radiator   cellular    type    187-100-715 

Radiator  cement    715 

Radiator  core,  meaning  of 715-780 

Radiator,  cleaning  of    191-715-780-584 

•  •  cold  solder  for 789 

cover   185 

•  •  early  type 187 

"  extension   tank    180 

frozen,    how   to    tell    103-570.788 

"  height    of    water    in 185 

hose     «• 

•  •  honey-comb   type    187-100 

"  how  to  keep  oil  off  hose US 

"  leak  preventative    780 

leaky    Ml 

marking  leaks    718-10! 

•  *  overflow  pipe 100 

painting   of    104-600-736.584.780 

repairing   of    104-714-780-715 

shutter  device    188 

soldering 715-711-614586-789.714 

syphon  tank   100 

•  •  temperature  regulators   187 

testing   for   leaks    194-780715 

tools 714780 

**  torch  for  repair  work    726-714-715 

tubular   type    187-190-715 

why  should   be   kept  full 590-185 

Radfais    rods    18-80-21 

Railway   (overhead)  for  repair  shop 740 

Rain  and  snow,  how  to  prevent  on  wind  shield.508-840-708 

"    spots,    hoiw    to    remove 607-508 

"    vision,   wind   shields 780-840-888 

Raising  a  ear  to  work   under   it 004 

Range  of  spark   advance 840-818-810 

Ratae  for  charging  battery 461-407 

Ratk»  of  ear  and  engine  speed..  12-22-204-687-588.778-781 

"    "    drive,  leading  cars 224»M  ta  648 

"    "    geuring    (Ptord)    780-781-816 

"    "  "        leading  ears  588 


TiBBken    rear   axle. 


.014 


GENERAL  INDEX. 


atio  of  transmiBsion  gears   669-568 

ays  of  Uffht,  meaninflr  of 4SS 

Ikayflcld  earburetor 161-176 

Rayfleld   carburetor    float   level 167 

of  an  ammeter 414-417 

706-615 

a  hole  708 

cylinder     616-658-664-792-791 

ill    effectR    of    712-654-661 

valve   stem   ffuide 6S2-680-684-791 

axle  and  adjustsment 81-50-669-672  to  679-982 

"       **      and  differential   adjustment,  Timken. 

678-674-678 

Rear  axle  adjustment  of  Cadillac 674 

"       "  "  ••     Chalmers    674-678 

-  "  "  "    Daniels     678 

-  "  "  "     Dodjje    982 

-  "  "  "     Dorrb     678 

-  "  "  ••     HAL    678 

-  "  "  "     Hudflon     674 

••       ••  "  "    Jordon    674 

-  ••  "  "     Maxwell     576-676 

-  ••  "  "    McFarlan     678 

-  "  ....     R^    g79 

-  "  "  "     Saxon    678 

-  ••  "  "     Westcott    674 

-  ••  assembly.  Chevrolet   671 

••  "  distinction  of   (S.   A.   E.) 669 

"  "  driving  gears    85-50 

-  **  full   floaUng    33-669-678-677-982 

-  ••  gear  ratio  674-548-583 

"  **  housing,   handy  wrench   for 824 

"  "  hums,  how  to  detect 789-982 

••  "  internal    gear    drive    678 

"  **  precautions    682 

"  *'  removing     88-66»-982 

-  "  semi-floating    88-669-674 

"  "  stand     780-709-797-824-605 

-  ••  stand  for  Ford 744 

"  *'  three-quarter   floating    88-669-672-678 

••  ••     trucks    749  to  751-762 

-  ••    two  speed    488 

"  "  types   used  on   leading  ears. 669-548-546-678-674 

**  **    with  transmission  47 

••       ••    worm  drive 32-35-750-762 

B«ar    wheel    puller     788 

(Cadillac),    removal    of 679 

••  "        removal  of  669-679-988 

(Studebaker).   removal  of 679 

*'         **       how  fastened  to  full  floatini?  axle  .  .670-931 

Reborlng  cylinders    658-654-792-818-616 

Ractpes  for  body  polish,  leather  dressing,  etc 508-509 

Reeharging   magneto   magnets    308-807-S19-S64J 

Reeharging  magnets,  method  of  construction 808 

RMtiflcr  bulb   465 

bow  to  tell  polarity  of 787 

**        mercury  are   465 

••        (Wertlnghonso)    466 

Reciprocating  motk>n  of  piston   (see  dictionary) 56 

Raeord.   dirt  track   racing 582-640 

for  charging  batteries 468-465-464-489-864L 

**        home-made 466 

Rad  inner  tubes,   why  red 569 

Ra-dcsigning  old   ears 760   to  762 

Reduction  gearing,  electric  starter  motor 828 

Rcfacing  and  reseating  valves 680  to  633-92 

Reflectors,  adjusting  of 482-485 

**  how    to    clean 485 

"  of  lamp,  polishing  and  plating  of 742 

parabolie     481-538 

Rcfrigaration   of   carburetor,    cause  of 158-754-586 

Regal  spark  and  throttle  control 496 

Regal  siwwlflratltnn 646 

RegrlndiBg  cylinders  658-792-654 

Reg>  spark  plug,  meaning  of 288 

Regular  length  spark  plug 288 

Regulating  charging  current,  Delco  thfard  brush 890 

"  oO  pressure   199-200-694 

"  oil    pressure    leading     cars 642 

**  resistance  unit,  size  to  use   (Delco) 897 

spark     486 

Rcgvlatlon,  amperage    and    voltage 842-348-845-849 

bucking-seriee    846 

**  constant  amperage   848-844 

methods  of  electric  generator. 843-845-925-887 
*'  of  output  of  generator    .  .366-884-337-842- 

848-845-850 

**  of  output  of  Remy  generator 871-872 

"  principle  of  generator    842 

**  resistance    of   graphite   pUes 868 

•  •  reverse-series     894-845 

thhrd    brush    848-845-869-405-885- 

893-896-8640 

variable  nalstanoe  881-888-884-892 

Regulator,  constant  amperage   842 

**         lueieuiy   type   847-880 

"  of   temperature   for   carbureter 166-187 

(Waxd-Leonard)  842 

RaJieatfaig  and  pre-beatlBg 710  to  721-726 

Relation  between  time  of  spark  and  eombnstion 807 


Relation  of  armature  and  distributor  speed,  magneto  308 

*'  carbon  to  hibricating  oil 628 

"  crank-shaft  to  cam-shaft  speed 808 

"  ''generator   and   motor 888 

•«  "  dbtribtttor  to  tfaner 135-111 

"  "  piston  and  rings  to  smoke  and  excess  oil.66S 

"speed   to   time   of   spark 868 

Relative  position  of  pistons  of  12  cylinder  engine. ...186 
Relative  position  of  pistons  to  firing  impulse 

(GadiUao)    181 

Relay    (see  also  "cut-out")    409 

Relay    Ignition    system 874-875 

Relining  brakes   688  to  690 

Relining    clutch     660 

tires    667-568 

Relief  valve  of  oU  pump 859 

Re-magetiring    magneto    magnets 801-8(^304-800- 

819-S64J 

Remedies  for  battery  troubles 422 

Remeshing  timing  gears   87-111  to  113-316-729 

Removing  a  broken  stud 700 

a   nut    709 

a  cam  shaft   650-868 

battery    845-428 

bodies    748 

bushings    644-660-824 

"  carbon   625-786 

clincher  tire   558-551 

clutch   Dodge    982 

"  commutator  804 

crankshaft.    Overland    method 648-647 

**         Delco  generator  clutch 898 

differential     669-676 

differ«ntiai   on    MaxweU 675-676 

"  door   on   electric   lamps 486 

front    wheel    680-681 

"  gears    from    magneto 802 

"  gears,  tools  for 787 

**  grease  spot    507-o09 

"  inner    tube    558-669 

"  magneto  magnets    300-808 

piston  pin   644 

pistons     646-659 

rear   axles    88-669 

"      wheels  and  axle^  truck  type 750 

"      wheels   669-679 

"  "  "      Cadillac    679 

"  "      Studebaker    679 

"  timing  gears  886 

"  timing  gears,   Chalmers 818 

tires  and  rims 551  to  558 

"         tranmission   from   car 671-742 

truck  wheels  741 

nnivecsal  Joint  672 

valve    cape    684 

Remy  "double-decker"  motor-generator 862 

"      Electrie  Co.,  address  of 878 

"      electrie  system  on  Reo 871-872 

"      eleetrie  system    (motorcycles)    848 

"      ignition  system  and  timing 261-648 

system  (battery  and  coil)   timing,. 818-262 

on  Studebaker  866 

"      magneto  (Inductor  type)   264-288-924 

Interrupter   264-298 

setting   of    261-S18-6a 

"      motorcycle  eleetrie  system 848 

"      thermal  principle  of  regulation 860 

"      "two-spark"  magneto   277 

"      two  unit  electrie  system 860 

Renault  system   of   eooling 186 

Reo  clutch  adjustsments  667 

"    clutch  spring  tool 744 

"    disconnecting  battery 428 

-    electric    system    871-878 

"    firing  order  878-542 

"    engine  bearings  648 

"    ignition  timing   878 

"    rear  axle  adjustment   670 

"    sspecificattons  of  646 

"    steering    gear    698 

Repainting   car    609 

cylinders   609-688 

"         engine  and  manifold  509 

radiator    194-584-609-786 

Repair  business,  starting  Into 598 

R^airing  and  adjusting   620 

a  blow.^t  676-667 

axles    669-672  to  670 

bent  frames    781 

brakes   684  to  690 

' '  carburetors     166 

check  sheet  for 740 

chitcbes  660  to  668-982 

eone  ehitch  660  to  666 

ersated    cylinder    198-580-718 

cracked    water    manifold 715 

Inner  tabes   666  to  674 

hole  in  top    84'» 

288-801-804 


890 


GENERAL  INDEX. 


Repairing  motor  clutch    690 

nwUator     194-714-715-789 

silent   chains    728 

Btoraire    batteries    456-468-471-472 

tires    565-671 

tops     847 

transmission   660  to  671 

Repairman,    classified     694 

electric,   hints   for. ..  .424-418-416-408-412-787 

check    sheet    746-600 

'*  supplies,   for  battery  work 474 

••  pointer   for    593-594 

tools    for    592-614 

Repair  shop   597-616-618 

"  '*    door    (automatic)    780 

**  "     equipment    600-614-616 

"  "     fixtures    for    599 

••    hints    and    devices 780 

••  "     how  to  construct   696  to  598 

•*    how  to  lay  out 596  to  598-616 

"  '*    money  making   additions   for 601-610 

*•  "    overhead   railway    for    740-616 

"    pits     608-604 

"  "    stockroom     601 

"  •*    time  of   year   to   open 597 

"    tools     614-616 

"  "        sheet  records    600 

ReplacinfiT  bearirifirs   in  transmission 669-670 

"  cylinders    over   pistons    659 

"  pistons   in   cylinders 659-649 

"  valve    caps    684 

ReseatinflT  valves    631-682 

Resistance  in  ohms,  when  chartrins:  batteries 464-468 

Resistance  units   (Delco),  sixe  to  use 397 

Retarding   and   advancing   maameto 294 

Retar^flT   and   advancing   of  spark 227-68-246-319 

Residual   magnetism   of   generator 787 

Resistance    (ballast   type)     847 

'*  explanation    of     .* 209-439 

for   dimming   lights    435-824 

in   field  circuit  of  generator 834-388-342 

in  ignition  units    246-250 

*'  required    for   battery    charging 461 

units    847-246-378 

unit    (Delco)    246-878-388 

'*  units    for    charging    battery 463-464 

Retreading  tires    566 

Return  wire 207 

Reiversal  of  flow  of  current 344 

Reverse   current  type    cut-out 834-844-870-864B-346 

gears,    where   located 18-48 

"        series  regulation,  Delco   894 

Reversed  battery  charge 459 

Reversing  battery   terminals 421-417 

Reversing  car  486-51 

Review  of  coil  and  ignition  systems 255 

Revolving  cylinder  engine see  Gnome 

Revolutions  per  mile  of  auto  wheels 540 

RheoeUt  water  468 

Rheostat   resistance  wire 462 

Ribbon  type  radiator  860 

RIeh  and  lean  mixture  169 

Right  of  way,  auto  or  wagon 584 

*•      '•     on  streets    ...'. 502-501 

"       "      "      on  cross  streets    584 

"       "      ••     pedestrians    501 

-    side  of  an  automobile   134-582 

clincher  type 551-558 

demountable   type    551-555 

oversize  of   535-554-558 

**    placing  clincher  tire  on  quick  detachable   551 

"    placing  straight  side  tire  on  clincher  Q.  D 558 

"    quick   detachable  type    551-556 

"    straight  side  type 551-562-566 

**    demounting  and  mounting  of  551-555 

"     for  tires  551-550-552-555  to  658 

"    measurements   554 

"    -nut  tire-tool 611 

**    users   of  ''Firestone"   make    656 

Rings   (see  piston  rings) 

Rings,    piston    75-654-650-651-649-791-792 

"      cause  of  loss  of  compression 628 

**      expanding  pliers  for 669 

. .  "      for  piston,  fitting  ends 657-649 

"      of  piston,   leaky   66S-202-208 

Ring  gap   clearance    651-649-^91 

Ring  gear-;  replacing  in  differential   &83-678 

Rivet   ooanter-sink    616 

Road  clearance  of  car 17 

Roadster,  definition  of   16 

Rocking   advance  magneto    288 

Rods,    connecting    73-74-78-85-641-646-646 

Rolkr  bearings   (Timken  and  others) 86-687 

**      bearings  for  engine  640 

-      ehain  749-18 

«*      tfpe  clutch    841-886-898-851-690 

"      type  ehiteh,  how  to  remove 898 

Ropa  drhra,  for  speedometer 512 

Rom  ttMrliig  devlco 690 

RoCht  CBglM    186-188 


Rotary  motion,  meaning  of  

"      motion  of  valviea  C 

"       pomp S 

throttle  valves    !8 

"       valve  engine IIUI 

Rotor  of  a  dlstribator   Ji 

Rotor  or  revolving  part  of  inductor  type  anutet.. 

R.p.m.   (revolutions  per  mlnoto) JI 

Rubber  for  tire  construction  

"       hose  for  radiator  ■ 

"       sheelB  for  batfesry  

**       supplies  for  stoek  room   

Rules  for  driving Va 

Rules   for  passing  and  turning X 

"      for  Slowing  down,  stoppliiff.  etc W 

"        machinists'    .H 

"      milli-metre  scale  M 

"      of  the  road  VMt 

Running  boards  I 

brake M 

"        in  a  new  car  and  engine  489-sn4K 

"        in  engine,  method  of    ..  .79 3 -2 03-507-489733- 

6mi: 

Rushmore  starting  motor H 

Rushmore  thermal  principle  of  generator  regulatios..fli 

Rusting  up  a  small  leak  In  cylinder  TO 

Rutenber .  engine,   address Inicrt  K&  ! 

Ryerson  reinforced  bearings   HI 

s 

S.  A.  E.  and    U.    S.    tap  and  die  sets 6i:4.S 

threads 70«.7IM« 

wrench  sets    Ill 

distinction  of  axles   10 

gear  shift   (sUndard)    4»l 

"         horse-power   tables    SN 

"         meaning  of Sk 

"         screw  and  bolt  sizes  VI 

"         spark  plug  tap   TK 

"         spark  plug  threads  and  sizes   61!*Z> 

"         standard    for   oversize    pistons ttl 

"         standard  pneumatic  tires K4 

Up  and  drill  sizes  IN 

tires,  standard  sIms  of SM 

Safety  spark  gap 27S-27S-29>^ 

Safety    spark    adjusting    (magneto) 291-ST&^ 

Sal-anaonlae,  stopping  leak  In  cylinder TIS 

Salesmanship  pointers  81 

Salesroom   for  public   garage BT 

Sandpaper,  how  to  use  on  oomotator  brashes 4N 

Saw  for  metal,  how  to  use TU 

Saw  stand  CK 

Sawing  metal 789-7104n-TU 

Saxon  and  Studebaker  generator  and  starter  tests.  .IN 

"      disconnecting    battery    40 

"      firing  order   864.MI 

"      rear  axle  adjustment  m 

'  *      re-designing  old  car   i«l 

"      spark   and  throttle  control    411 

"      specificatk>ns   m 

"      wiring  diagram    lU 

Scales  or  rules  (machinist's)   7Q644I 

Schebler  carburetor 172  to  1T4 

float  level    lH 

"model   D"    148 

motorcycle 141 

"  kerosene  carburetor   7W 

"  plain  tube  carburetor   841 

Schrader  tire  valve SW 

Scored  crank  shaft  642 

Scored  cylinder 201.202-6S8-6iMn 

S.  C.  or  single  contact  lamp  base 40 

Scraping  bearings   642-64S 

Scraping  carbon 6S4 

Screw  and  bolt  sizes.   S.  A.  E.  and  U.  S 612 

"      and  half-nut  type  steering  gear W. 

**      pitch  gauge   Tfl 

"      plate  and  sets   704-111 

"      Ups 7W 

Screws,  bolts  and  nuts   7U 

Scriber 760-7fT 

Scripps-Booth,  specifications  of   Hf 

Sea  Island  cotton,  nsed  in  tires SM 

Sea  level,  meaning  of  129 

Sealing  oompoond  for  battery 489-478-474 

Sealing  nut  4SI 

Sears-Gross  speedometer  Sit 

Seat  df  a  valve  65«>^4-9S 

Secondary  cable  and  wires 240-241 

cells «1 

"  coil  of  hi|^   tension  magneto 2tl 

'*  current,  meaning  of  (see  current) 219-2Zt 

winding,  testing  of,  on  coil 24S 

Second  change  of  gears,  speed  ratio 18-688-11 

band  ear,  how  to  Judge  and  test 0 

or  Intennediate  speed,  how  to  shift 

gears Sl-4«-4n 

Seconds,  minutes,  and  degrees,  meaning  of 98441 

Sectional  tire  npftir  ns 


GENERAL  INDEX. 


8«dan.  meaning  of 15-6X7 

8«dlin«nt  in  a  battery  4S7-M9-466 

OtmtPt»  on  oommnUtor 227 

SHamd  dutch  661-662 

Selaod  piston  and  how  to  loosen 669 

Seleetinff  a  ear  ^ 627-628 

Selective  type  transmission 46-46-60 

Selector   490-49 

Selling  aotomobilet    . , , 629-6S0 

Semi  or  hair  eltlptic  vprlniti.^^ 27 

Sflmi-fkAtini;  ijcle? 66-512-669 

S^mj-domting'  axld^.  odjuitmt^nt  of 669-674 

Scoai^ptjuh  labHcatinsr  lyvit^ni  197 

Separators  for   bnttcrics  and  insertinfc  of 445-468 

Series  eonnectlon   (see  'WnnectlDns  series").  .207-214-466 

"        dynamo 665 

"        multiple  connection   209-214 

**        parallel  connection  of  battery 209-466-214 

**       wound  motor  838-885 

Set  screws   701 

Service  cai-,  h*iw  to  construct 759 

Service  atiition  #qui[>mcritr  616 

SettinK     ri    tirniAj?   Alivat«r-}C«nt   ignition 250-548 

*'         breaker  or  Interrupter  eap  on  majrneto.264-298-543 

iffnition  (Bosch)   812-280  to  284-543 

ignition  (Cadillac)    132-729 

ijrnition  (Delco)    245-890-548 

**        magneto   advance    (see  maflmeto) 809-810 

*'        magneto,  armature  of    267 

(Bosch  dual)    812* 

(Dixie)    292-548 

(Eisemann)  .  813-362-543 

"  "  inductor  type  ,31 

lllem>^    ....  813-S4 

(Splitdorf )  .  13-2fi2-543 

"  "  itftc  of  coupling  802 

'*        spark,   Chalmers    ......  3&7*31S 

spark,   pluir  point*..     28fi-2AS-2»?-29fi*2lS-644 

time  of  Bpnrk   . . . . ,  227-310-316-548 

*•         time    i'(   "istirk    rcil    with   vibrator 815-816 

"        time  of  spark  with  magneto 811 

"        valves,  engines  of  leadinar  cars 542 

valves,    illustrated    102 

"        valves  of  engine   (slnirl^.  multi-cylinder) .  108-542 

Shaft  drive,  advnntaifefl  of,  ..,^ 21 

Shaft   strai«:ht«tiiDjr  vrm»     «.618 

SharpcnfniE    drills  707-615 

Sheldon  rear  axle  for  trucks 750-761 

Shellac,  vtsi  of  and  how  to  mtx 716-788 

Shifting  gears 61-486-488-496 

Shlnu.  for  beairfiiKi    ...,,... 74-641 

Shima,  lAmiiTiBta4  type  ..,...- 641 

Shiypinjz  a  battery,  how  to  erste 478 

Shipping^  an    su tDmobil'e    . . . , , 509 

Shock  abaorberg^  air  fipHnf?  or  plunger  type 26 

S^boek  Absorberm.B  Connecticut   782 

Bkap  icjuipmetit  and  cost  of 617-41S-616.614 

UiV    el^-ctric    Uiitinj;       , 472-616 

**      htntfl   and  useful  devtcea    780 

••      lamp,  how  to  make  736 

*'      mschtnery,  bow  to  Imy  out     618-616 

"      tools,  *ee   "repair   shop"         614-615 

"      working  be ncK  how  miudc       617 

Short  circuit,  cause  and  meantns  of 412-489 

iocJlMtioni  413-416 

how  to  locate     406-416 

indications  told  by  ammeter 417-416 

"  "        in  secondary  windlne  of  coil 898 

of  battery    456 

*'  "        of  starting  motor   406 

teats 408-413-416-418 

"      circuited  i^eaerator  coil  tests  402-416 

••      clrcultlnir  coil  vibrators   230-264-809 

"      Stroke  enjrines  vs.  long  stroke 581 

Shunt  field  circuit 382-888-835-845-400 

"      field  coil  test 408-416 

•*      field  current  (Delco)    890 

"      for  testing 414 

use  of  for  testing 416-414 

"      winding 332-333-335-845-400 

Shunts  in  ose  with  amQietcrB 414 

Shutter  for  radifttor         188 

Shuttle  type  armature   256-258-882-835 

Side  by  «ide  eonneotlntf  rod  74-127 

Side    float   carburetor      145 

"      of  street  to  atop  on 584 

"      ring  riiB  for  ttres 557 

"      valve  engine*  v*.  Dverh4!Ad 582 

"     valves 90 

"      wire    tire    (solid)     560 

Sight  Hole  on  distributor 810 

Signal  alarms  616 

Signahi  for  jitopptng^  etc?. 608-604 

Sfgna  or  symbols  of  inches^  f^ct,  minutes.,  seconds. 541-93 

S^ns   or  sytnbolB   of   pI«trleaJ    terms 856 

Silent    chAin^ 86-21-118-411-728-729-869 

"      ehaln  adloBtmcnts 728-729-411-869 

"      •djnstmeiit  (CMlUlae)  729 

"      adjustment  (Dodte)  869^11 


891 


Silent  Chuin,  rbsia  for  drivini;  timing  gears. . .  .112-113 

"         *'      drive  for  magneto  294 

••         "      looseness^  how  deteeted   729 

"      chainsp    master   or   hunting    link 728 

SHvertown  cord  tire     659 

Sirajna  Huff  electric  sytitcm  on  Maxwell 865-866 

SLmma   magnHiO.   principle  of.    812 

ShjBplex  and  Duplex  governor.   889-841 

Simplex  engine  iraJve  timing 811 

Single  and  suceetion  of  spark,  explained 225-250 

chain  drive 18-47-19 

htuh  tenflion  magneto 276 

Single    M    carburetor    .,. 148 

plate  clutfh   (iee  clutch).. 41  to  43-50-663-668-842 

"         pole  awitfh         480 

••         apark  ignition   248-250 

tul-    tires  549 

unit  electric  outfit 840-848 

"        wire  i>r  r^oundcd  syit^m  (Delco)   888 

"         wire  system 425-426 

Six   and  H^ht  crlinder  engines  vs.  four 662 

**     cylinder  engine  firing  order 124 

**  "  "       lap  of  power  strokes 126 

"  "       magneto 806 

Sixteen-vslve  engine  fStuts  and  others) 109-104 

Size  and  shape  of  electric  lamps 484 

*•      air  tanks  to  use  , 564 

"      lampfi  to  uso  ,...,,. 482 

"     of  rarburetor,  how  to  determine 168 

"      *■  «T?aj#  and  oil  imp* 608 

"       "  spark  plugs   ,.,< 288 

"  vnUes,  inlet  and  eathaoat 91 

"  WilllaniJ  wrenches  611-63S 

••      pl«ton  ringB  on  leading  cars. 609-542 

*'      pulley  to  Use  for  driving  air  compressor 568-617 

"      solid  tire  to  use .  560 

"      tires  u^ed  on  lesdlng  cara.      544  to  546-655 

"      wire  to  use   (v^ectrie)  425-427-428 

"      and  prlcM  of  lathes  , 616-617 

**      of  brake  lining.  1919  ears 615 

"      of    lamp    bulbs,..,.. 548-484 

Skew  irear,  definition  of  , , 21 

Skidding „  . . , 495-588 

Sled,  motor  bob  type 765 

Sleep  after  hard  driving,  how  to  promote 589 

Sleeve  type  valves   189-140 

Sleeve  valve  engine  and  timing  of 136-189-140 

Slide  or  caliper  rule 700 

Sliding    throttle    valve 158 

Slipping    clutch    661-668 

Slow  race,  tuning  engine  for 591 

Small  tools  for  the  repair  shop 614-592 

"  766 

black,  white  and  Une 202-662-169.480-688 

cause  and   meaning  of  eolor;.. 652 

"        excesB  of,  due  to  leaky  rlngrs 666 

"        from  muffler  ...,...., ,  580 

tests 169-652-653 

whywhite  589 

Smoky  exhaust  .. .  202-662-«58 

"Sneeiing  or  popping'*  of  earbtjtretor 170-169-678 

Snow,  how  to  prcTent  on  wind  shield 608 

?Da0   for  waihing  ear        , 607 

Soapstone  for  inner  tub? , 669 

Socket  wrench 6l4-7Sri-«li 

*'  *'        extension  for  rear  axle 780-824 

"        for  Buick.  Dodge  and  Overland 692 

Socket  wrenches   for   Fords 824-796 

Solder,  wire  with   flux    715-711 

Solder,  soft  and  hard ". 711 

Soldering 711-714-716 

"  aluminum 696 

• '  cast  iron 712 

•  •  cylinders    663-718 

iron,  how  to  tin 714-V89-711 

"  "copper"  or  "iron,"  how  to  use.  .711-614- 

789 

"  commutator  segments Tt7 

flulk    711-714.715-789 

r«d  ■    Uf,      . 586-715-104-714-789 

"  wire  connections  ( footnote)   741 

Solid  rear  axle,  advantages  of 19 

"      tires  fi49'5eo*S61-H5»i 

"      disadvantages  of 588-689 

**      for  trucks  . 561-749 

**        "      why  not  uited  on  pleasure  ears 588-589 

Solidity  of  a  sphere 589 

Salon  touring  ear,  definition  of. 15 

Solution    f anti-freexirig) 198-488 

Solution  for  battery,  bow  mtx^ 448 

Solmioita    for  cleaning  metal... 401 

Sonoi^cope.    locating   knocks    with 638 

Sooty   spark    plugs,    cauae   of 238 

Soutvding    bar,    tisting    for   knocks 688 

Spacers   for   storage   balterlea., . .      489-442 

Spare  emergency   rfm    * . . »  561-552 

Spark  advane*  and    retard,  67-805-227-814 

range    of     249-831 

advance,    reason    of 807 


Smith   trsntor   vheel 
Smoke, 


spark  and  speed  relation    808 

"     tibrottie   baU    Joints    606 

"  "     throttle  lever  movements  different  cars, 

496^87-497  to  500 

"     throttie    levers    486-496 

*'  "     time   of   combustion 819 

control 227-249-246 

and   overheating   819 

automatie 246-249-876-877-888 

aatomatie   and   hand    246-249-877 

masneto  805 

manual    877 

"        methods   805 

*'  "        whj   both  hand   and  automatie 246-249 

distance  will  Jump    586-801-804-284 

ffap    device    789-804-284 

SparkinflT   commutator   and   brushes 400 

Sparkinir  occurs   when   switch   is   off 421 

Spark   knock    (see   knocks) 638-689 

•*        lever   and   carburetion    67 

lever  position    (Delco)    877 

"        occurring  in  two  cylinders  at  same  time 284 

plug  construction    219-233-288-84-989 

*'      and   coU   troubles    288 

"      air    pump     662 

'*  "      for  aeronautic  enffine   288-989 

"      cables    299-297 

"      cleaning   of    285-237-689-592-696 

"  "      connections  on  mainieto   295-296 

"      defeeto   299 

••      dimensions    238-289-612 

"      for   maffnete    288-298 

*  •  •  *       for  tractor  eneinet   831 

*•      for    vibrator   eoil    288 

"      ffap    ...    288-285-218^88-298-299-278-237-878- 

808-548-276-801-304-258-250-254 

"      ffap,  for  maffnelo  use... 804-298-299-275-543 

'*  "      trap,   for  starting  engine   magneto 800 

"      ffap   or   intensUtar    789 

"      arap,   too  sreat    299-804-275 

-  baskets    607-717-288 

"  "      indicatca  valve  conditfen    586-680 

"  *'      leaking   around  porcelain,   test  of 238 

"      lenffths    237-288 

"      locations  of    285-287 

"  "      Ions  body,  retrular  length,  and  extension.288 

"      metric  tisa    288 

"      oU  MMkwl,  cause  of 652-680 

**  '*      one  plaee   238 

••      parti  of   218 

"      points,  ,dfrtan«i  to  set 233-237-543 

*'      points,  different  kinds  238 

"      poreaiida 235-239-288 

**  "  sap  ralatkm  to  engine  compression. 275-8 17 
"      8.  A.  E.  tlae  thrMids 612-288 

**  "      siaes   used   on   different   engines 239-612 

"      standard  siaes  of   238 

-  taps  705 

"      tester 710-802-739-304-418 

-  testing    of    233-236-237-304-234 

'*  "      testing  under  pressure   802 

"  "too  Ions  or  too  short 237 

"      troubles   233-237-299 

"  "      where    placed   on   engine 219 

"      wrenches   611-612-238 

•*        TCsnlation    486 

"       relation   to   combustion    307 

"        retard  and   advance    67-305-227-314 

scttins   time   of    227-315-311 

"        sneeession  and  single    250-225 

**        tims  of,  relation  to  combustion 807 

"       timm  io  oeeur -.  .307-308-319 

««        timinff,    Chalmers     357-818 

Cadillac   132-729 

-  "         Chevrolet   364 

coU    with    vibrator    815-316 

*•         device    84-225 

•*  "         Ford   316 

••         Hupmobile   360 

••  ••         leading   cars    542 

Overland    359 

Saxon    .    ...; 364 

why  blue  or  white 584 

Specifications  of  leading  cars 544  to  546 

Spceiftcatfons  of  trucks   747 

Speeifle  gravity,  meaning  of 449-439-447 

of  alcohol,  kerosene,  gasoline,  water.585 

of  batteries  for  starting  motor 461 

of  electrolyte,  how  to  determine.  ...449 

scale    (Baume)    452 

simplified,    meaning    447 

testing 451  to  458 

Speed  ehanges,  method  of  51 

'*      eontroi  of  engine 67-158 

**      control  with  commutator  or  timer 227 

**      ehanse  gears   45  to  51-670-671 

«*      indkator    700-795-921-586-512 

••      in  miles  per  hour 540 

**      BUtoreiela  vs.  auto   582 


GENERAL  INDEX. 


Speed  of  air 


akstrb  vahlele   

angine^  Imw  to  tell 

to  ear,  relation  of. 


555 

SIWU 

n 

.828-70043C«l 
5574g 

26T-ri 

"       **  induetar  type  armature  of  magneto S» 

"       "  pulleysp  how  to  figure s« 

"       "   tntfks   74: 

"      relation,  crank  and  cam  shaft tK 

'*      relation  of  armature  and  distribator.808-30$-2(:-:S( 

'*      relations   of  magneto  parts    W 

"      relation,  wheel  and  engine W 

Speeding  up  and  remodeling  old  ears 760  to  T«* 

Speedmeter,  Van  Sicklen  %lx 

Speedometer,  principles  and  drive  methods.  17-511  te  &U 

Speedometer,    gearing    ratio     5ST4U 

'*  make  used  on  leading   cars Hi 

pointers 742-S12 

•*  speed  of 512411 

•troubles 512 

Speeds  of  transmission   4541 

Sp.  gr.    (see  index,  "specific  gravity") 44? 

Splash   oiling   system    117 

Splined   shaft    C69-679-671 

Spicer  universal  Joint   680-&S: 

Spilled  electrolyte,  making  up  for  lose  of 4n 

Spindles Ji 

Spiral  bevel  gears,  definition  of 21-4i 

Spiral  springs,  how  to  win<l 713 

Spirit  level    7N 

Splicing  an  inner  tube 57! 

Splitdorf-Apeloo  electric  system,  on  Briscoe 36S 

Splitdorf  Co.,   address  of    373 

"  coU  connections   125 

eoil  and  battery  timer  and  distributor.. 2S2-54S 

"Dixie"  magneto  (see  also  Insert  No.  8)  .290-291 

"  dual  system    212 

*  •  igrnition  on  Overland    359 

"         low  tension  magneto,  eoil  and  bnttoy 

system  and  wiring  diagrams 262-9M 

"  magneto  and  setting  of Insert  No.  8  sad 

292-288-818-811-MS 

•  •  timer-distributor   252 

Split   rim  for  tires 6{T 

Split  type  crank  case 62 

Spokes  loose 762-BlO 

Sponges  6« 

Sporting  type  cars  760  to  762 

Spot  light    437 

Sprayer  for  cleaning  engine 621-740-744-7S9 

Sprayer  for  painting   radiator 194-736-509 

Spray  nosxle    142-147-739 

Spreaders  for  tire  valve 571-555-550 

Spring  and  ball,  oU  regulation 200494 

"        blocks  and  clips,  purpose  of 11-26-27 

"        cover  and  lubricator 559 

compressors 668-647-664.742-744-819.9S2 

*'        how  made  by  winding  on  bolt 60S 

••  /      lubrication 622-539 

••        of  vfdve,  method  of  tying 6S2 

"        temporary  repair  of 7S4 

••        under  valve  when  grinding 6$1 

Springs,  cantilever    27 

for  trucks   ■ 749 

"     valve   635-92-742 

**  "    valves,  proper  tension    685-742 

"    valves  of  carburetor  146 

full  elliptic  and  half  elliptic 27 

"         lubrication  of   27-622-749 

"         spiral,  how  to  mak^ 71S 

Sprocket   chains    21-18-749 

"  chain  tightener  (Overland)   64S 

••  wheel  puller   647 

Sprockets,  purpose  of   18 

Spur  gears,  where  mostly  used 21 

Square,   stroke   and   bore 83 

Squeaks  and  noises    581 

Squeaks  from  wheels 810-762 

"Staggered"   cylinders,   meaning  of 127 

Standard  adjustments  of  leading  engines 642 

"  adjustment  of  Packard  850 

(SL  A.  E.)  tire   sizes    554 

(S.  A.  E.)  threads 612-238-701-702 

"  speedometer 51S 

"  tread,  dimensions  of   17 

Stand    for  .axle    work 709-780-605-797-824 

Stand  for  engine  or  crank  shaft  work 605 

Stanley  steam  car   768-764 

Stanweld  rims   567 

Starter-generator  wiring  simplified 870 

Starters  for  engines 321-810 

Starting  a  car 486 

an  engine  in  cold  weather.  153-155-161-170-489-798 

"        batteries  441 

170-489-796 

engine 66-158-800.487^91-158 

on  the  switch   480-282-821 

"  "        choking  air  supply   ISO 


GENERAL  INDEX. 


SUrtins  engine  if  tUrtinff  eimnk  it  lo«t '>t>l 

*<  "        in   cold   wvfttbcr I93.na<l5a>&^6-S0i 

on    tfnltion £32-321-489 

**  "         lulnff  majiiicio  UrmRbn   SOO 

"        in  Atit0  tmsintfti  68S 

"        into   the   Hutomptiile   ffar»g«  boiineM 697 

**         into   thv   fppiiir    biistneiii       69S 

"        motor    dertric)  828 

**        motor   and   venerator,   how   combinod... 847-852- 

854-879 

and  senerator.   fly   wheel  dri^ 888 

Bendiz    drive    826-881-842 

Bijur    doable    sear 828-867 

clutch  repair    690 

••  "        cranks    engine    slowly 408-401 

••  •*         currtfttt    required    410-416 

different  driving  principles 824-826 

"  '*        does    not    work 408 

electric     324-325 

faUs    to    start 407-401-381-416 

Ford     864A 

gear  reduction    828-824 

ffears    faU    to    mesh 407 

"  *•        generator  and  ignition,  how  combined.848 

lubrication    Sai-407 

"  "         tests     416-407-410-424 

troubles    .  .577  429  737  416-331-407  403- 

416-410-424 

weak    408 

wire    425-428 

on  ignition    262 

operatk>n,   Delco   879-384   to  8B5-S1»&-3?fi-400 

switch,  care  of 407 

swltchei  4....S27-SaO-427-40g 

Stwrtliiir  truck  enrEnea .  747-277-256-832 

Starrctt*a  gmi  heaU»r  and  tools 696-GB8-6&9-700-61S 

Starv%tlon   of   battery^   meaning  of 489 

Statio   electrjcity    ,.... 297-162 

Stationary   engine  ignitioo    216 

Staikinftry    enginei 767 

St«y   or    security    bolts 549 

Steam  car,  Doble   and   Stanley 765-757-768 

Steam  emits  from   radiator,  cause 860-579 

"      for  earlnuetion    ,.., 785 

"      «nglncB    757-767   to  765-52-58 

"      Tnlcaniser     .,.*... 574-610 

Steama-Knight  engine,  valve  and  ignitfon  timirg...l86 

'*  '*         Hpeclfieations    of    546 

Steel  and  iron,  diJTeTent  cinmpoflitioni  of 721 

••      ^i^^!»*g  of   401 

**      heat  treating   and   case   hardening 696 

Steering  a  ear  498 

*'        aeaembly,    porpoee   of 3-11-28-691 

"        cohmuk  connections    497 

690   to   698-8-11-28 

adjustments    690  to  698 

"      "cross   method"    6»l 

.    M  M      "f(jre  and   aft"   method,   steering   four 

wheel  drive     748-691 

"      trrevewlble  25 

"       tractor  881 

"  "      mamifacturer*'  addresses   692 

••         knuckle    urms  2 

**        knuckles,  how  inovc>d  and  purpose  of 11-25 

meehanbm.  details  of   24-691 

**        mechanism,    old   style 25 

post   piiDer 786 

"         wheels,    how    eonstmeted 11-492 

wheel,  how   to  hold  when  driving 498 

Step    cut    piston   rings ......: 656-609 

Step    lamp    ,,,«,.....,,....,, 488 

Stewart  (Ford)   ■tarter  ,..,.,,.. 822 

'*         vacuum  system.  . « 168-166 

"        horn  adjnjtraento 515 

Stewart-Wsrner    tpeedoraeter     ,  * 518 

Sticking    vibrator    point*    235-808 

Stiekiog  valve,  rcenlt,  cause  (footnote) 684 

Still  for  water   , 709-455^68 

StUisDn    wrench    614 

Stock    bias    606 

'*      room,  how  to  construct  and  supplies 601-407 

-      for  a  die 7W 

Stone  bmned  tlni  and  repair         566-575-578 

Stopping   a    car 495-489 

"  magneto     275-276-269-299 

"  "  engine    4«» 

"leak,  with  sal-ammonUc    718 

Storage  battery    (•««  also   Index,  battery  1 441-8640 

"  ••        a   chemical   generator    210-211 

and  electric  storter     827 

-  "         Cadmium    test  864D 

••  "        dictionary   of   ternw    489 

floatinjT  on  the  line 884-887 

f.  r      1     rric    vehicle    476-441 

-        for   ignitk>n    210 

"  **        for  ignition,   advantages   and 

disadvantages    255 

■^        grounded  terminal   of 421-827 

"  **        how  charged  by  generator 887 

••         lead    homing    471-726 


Storage  Battery  poles,  how  to  determine 212-452 

repahrs,    see   battery    repairs 456 

terms    489 

troubles    .454-455-456-457-458-459-421. 

422-416-577 

voltage     827-416-410-458 

"        in  garage,  prieea  of 599 

system   for  oU 766 

Stove   bolts    701 

Straightening  a  bent  frame 781 

axle    788-709 

bent   crank   shaft 646 

"  bent   vmlve   stem 785 

"  various   parts  of  car 745-781 

warped   pieces    696 

Straijiht  side  rim 552 

StraininiT    eaiioline    161-162 

Straining    gasoline    and    static    electricity 162-685 

Stream   line,    meantng    of 760 

Street  and  traftie  rules 601 

Street  can,  pa««|ng  of Wi 

Strip^Ad  nut,  method  of  rethreading 709 

Stroke  acid  bore^  meaning  of 81 

^tn^kif^     of     pi^tnn .      57-116 

Stromberg  carburetor    176-178-184-927 

Stromberg  float  level  f 167 

Strut  rods,  meaning  of 21 

Stuck  in  mud,  how  released. . .,« 517 

Studebaker  nod  Saxoa  gvnerator  and  starter  tests... 406 

brRke  adjiwtmeot 679 

"  carburetor  uaed   on 172-864H 

"  ckaMi*     204 

'*  clutch    adjuBtnienta 665 

•*  dbconnecting   battery        428 

electric   ajTitcm 244-868-864H-868 

englEie    ,..,,,. 71 

eejir    Bhlffe    499 

"  lubHcatton    chart 204 

pinion    (iwle)    adjiwtment   of 679 

'*  rear  wheel  bearing  adhi^tment 679 

•'  flpArk    and    throttle   control 496-499 

'*  spark    timii:^    «..,,,_, 868 

"  Hp^i^cations     «.».,<«,,« •546 

*'  steering    device    .  hi  , .  ^ , .  ^ « 698 

'*  tr!in^in]^i.$iDn^    adjuttment  of 670 

wiring  diagram  868 

Stud  brolcen,  how  to  remove  and  oversiie 709 

Studs,  taper  pins  and  set  screws 701 

Stuts  carburetlon  heating  method 157 

"      engine,  valve  timing  and  racing  engine 108-109 

"      epeeifleationa   of    546 

Sub-frame,  pnrpoee  of 11 

Submerged   motor-«enerator»  method  of  drying  out.  .,409 
Succe^ion  of  Aparks  and  sliigk^  explained ,,..  225-^48*£50 

Suction    fltroke    , ^  .....«,<,..,- .  50t-116 

Sulphutecl  Mttcry  plates 43&-4S6-4S7-468'461 

Sulphated  plate  charging  of  battery,  to  remedy,., ..  ,461 

Sulphuric  acid  for  batt«fr.. .*...,.....,.,. 448^449 

Superheated   iteam    .....  ^.  .«.,.,,,>.,<•«•.■••«  i^**  **  «T86 

Suppllea  for  cleaning  ear. ,,,.,,,.. ,,,,,.,«* EOT 

for  the  itoak   room. ...... .,.,«,..,..,, 601 

how   to   Mil    696 

"        needed    for    battery    work, ...474 

Surface  of  a  ball,  to  fluid  dimension  of 689 

Sijrf^cc   typ«  carbtii-etor    ...    •••.••,  .142 

Sii^p«ns{on  of  power  plants   11 

Sweating    or  soldering    711-714 

Switch    218-211-275 

"      Bnick    , 87* 

**      connecttons    for    lighting,  .427-426-423-348 

"       (Delco)     876 

"      depolariier   type    246.S48 

**      for  maj^eto  and  how  cnt  off 276-176 

••       for    starting    motor 829-427-408 

'*      single  and  double  pote.       480 

-  testing  of       ...........     258 

**       thermostat     Conaectlcut      868-869-865 

-  touring    ...  ...42f 

S-wrench    i •  •  •611 

SymboU,  electrks  866 

8>-mhoU  of  inchM,    feH,   minutes,   and   seconds,  .v .541 
Sxnchrofiliiing  potnts  on   magneto,  cam,  distribator.  .IM 

^y nchrt»nou»   syntem  of  Ignition 282 

Syphon    prtnctple    « , , 74# 

tank    radiator    190, 

Syringe    {hydrometer) ^60 

Syf  iemattt  trouble    hunting 577 


Tkble  for  cleaning  parts 608-741 

**      of  charging  ratea   for  battery.,. 467 

"      *'  centrigrade   to    Fahrenheit    ,... 540 

"  '*  conversion,  degrees  and  inches. . . . .  <^  * . .  115-814 
"      '*  conversion,   hundredths   to  slaty-fsiarths   in..  116 

"      •«  dedfreea    98 

"      '*  decfanal  equivalents    541 

"      "drill  sizes,  drills  and  taps 706-708 

"      "  horee-powcr    584 

"      «*  mUIimetrcs     654-640 

Tablea,  miseellaneoaa   539  to  641 


894 


GENERAL  INDEX. 


Tables  spark  plug  sizes   239 

WiUlmm's   wrenches    288-611 

Tachometer    921 

TaU  lamp   488-17 

TaU   liffht  law  of  lUlnols 867 

TakinflT  up  bearings  on  engine 72-640-648-641-838 

Tank,   compressed   air « 664 

"      for    cleaning    motor    parts 401 

"       for  soaking  battery  separators    472 

*'       for   testing   radiators    715-194 

gasoline     1G2-823-514-1C4-602 

**      gasoline,   capacity   of,   how  to  tell 642 

"      gauge,   gasoline    614-828 

Tap  and  drill  sizes  for  S.  A.   E 70S 

Taps    427 

Taper   arbor    706 

••      pins     701 

Taper    reamer    706 

"      shank   drilU    706 

"      Up   704 

Tappet  or  plunger  of  valve 92 

Taps    and    dies 704-705-612-796 

"    for    spark    plugs 705 

Taps,  how  to  use 706 

"    taper,    following,    and    bottoming 704-706 

Taximeter,  how  to  read 687 

Telephone   generator    586 

"  magneto,    for    testing    circuits 787 

"  receiver,    for    testing    circuits 787 

Temperature    correction    of    battery 449 

of    battery     448 

"  "  battery  at  end  of  charge 461 

"  welding    heat     719 

"  regulator   for   carburetor    155-169 

Temper  colors  of  steel   696 

Temperature    of    engine    cylinders 200-189 

"  "  vulcanizing    571 

*  *  *  *   water  control    187 

Tempering  drills  and  small  tools 697 

Tempering  steel    695-697-711 

Tension  of  valve   springs,   how   corrected 685-742 

Tents  for  touring   616-617-748 

Terminals,  copper  609 

of  bettery,  color  of 421 

how   to  connect    445 

reversed    421-417 

"  **  magneto  297 

"storage   battery,    grounding   of 827-421 

Testing  accuracy  of  ammeter  898-410-406 

armatures     402-408-406-410-411- 

412-416-424-418-737-577-8640 

"        armatures,  magneton 801  to  804 

Atwater-Kcnt  system    249 

batt«ry     416-410-450-864E 

battery  (for  troubles)   with  hydrometer.  .457-450 

452-864E 
battery    with    voltmeter.... 410-416-458-864D-460 

"        bearings  after  taking  up 641 

board,   eleetrie    418-424 

car    627 

*'        car    before    overhauling 627 

"        earburetor    for    dripping 586-167-788 

"        carburetor    float    788-167 

"        carburetor   mixture    169 

charge  of  bat   with  volt-meter  460-458-461-864D 
"         clearance   of   pistons,    etc.    .  .609-640-653-654- 

655-607 

coils     234.285-286-258-416-418-246- 

729-399.864I-864H 

compression     629-627-628-656-789 

commuUtor     406-404-402-787 

"        commutator,    loose   connectkins 787 

"  condenser    303-246-898 

*'        Connecticut  ignitkin  system   264 

"        connecting  rod   alignment 646-649 

'*        crank    shaft    alignment 646 

"        current  flow  of  a  circuit 416-416 

"        cut-out  and   indicator  with   anuneter 410 

"        cylinders    for    leaks 666 

"         cylinders   for  enlarging    609-649-654-697 

devices,    eleetrie    ....787-424-418-414-416-408-412- 
729-899-864I-864H 

"        disUnee    of    coil    spark 283-284-801-586 

dry   cells    241 

"        electric    horn    614-418 

electric    troubles     410-410-429 

electric  circuits    .  .429-737-416-418.402.403-577 

engine  bearings   641-507-888 

field    coils     .' 408-416-406 

'*        finish  of  a  ground  valve  (with  pencil  marks). 682 

float    valve    of    carburetor 788-167-162 

' '         Ford  electric  generator 8640 

**        for   broken    wire    241 

**  "    grounded  generator  and  motor  coils. 402-416 

*'    grounds    416-402-408-899-418-406 

"    Intake  valve  leak  629 

-    knocks     689-790 

**    leaks  of  radiators    191-716 


Testing  for  loose  bearing   UMii 

*•    kwse  connectliic  rod  and  piston. i4644»4i 
"    missing    cxploalon     289-2S6.t87-U14» 


"    noisy  rear  axia   TIMB 

"    nofey    valve    CS34M 

"    open    dreuits     416-41S-4«-SSMa 

"    piston  ring  leaks    QMil 

**  *'    rough  commutator    MUM 

"    short   circuits    408-ClS-UMU 

fuse    42UU 

"        gasoline    Ill 

generator     ..416-402-403-410-418-424-406421 

8640-577-73: 

generator 'voltage    414.41MU 

"         horse-power   VtUSR 

ignitton   advance   and    timing 317-Stt-79 

ignition  coU    (see  tcstiag  oilt 

ignHion    troubles    ZSS-SOt-TAW 

inner  tube  for  leak SiMC 

instrumenU    414-697-649-864H-737-472-4i4-S:': 

lamp 787-744-418-ft0S-U»-MMia 

light  circuits 429«737-403-399-418-ll}-4H 

Testing  magneto   8IMN 

magnets     801-3a>-68l  SW  8MJ 

winding 801  t»  W 

'*'        mixture    (carburetor)     Ml 

motor  troubles  416-402-424-4 10-406-577- 717<e» 

oils   n 

outfit  («volts  and  amps.)   for  garage. 4 14-864E-U 

outfit,    electric     424-418-41(M14-864D-H44 

output.    (Deleo)    ft   other    generators. S97-41MU 

piston   rings  and  cylinden    for  leaks M 

platinum   points,    acid    test X8I4M 

points     89»-7r7.4•^40l4U 

radiators      714-715-781 

"        second-hand  ears    W 

•  *         shop    (electric)    471 

spark    2S4.41S-M4'4ll-Tli 

spark  plug   cables    (magneto) SSI 

spark    pings     ....2S4.286-2S7-ZSS-9M-71M184N 

'*        speedometers    ill 

"        stand,  for  engine  T4I 

storage    battery    , 416-410-tfMir 

starting  motor,  current  consamption....41Mli 

starting  motor,   for  troubles 404-417-01 

577-737-429-416-MU 

switch    (ignltk>n)    » 

"        transminion  shaft  alignnsent    T8 

"        valve    cap    leak Ol 

"      and  piston  clearance    »i6844tf 

'*      springs,   tension   of    68^42 

valves   with   Prussian   blue Ol 

'*        valves,    if    need    grinding CO 

*'        vibrator    points    Z8440 

wheels     

"        winding    of    magneto 

"        winding  (secondary)  of  coil. 

wire  lead  from  generator  for  polarity 4& 

wires    for    polarity 458^ 

with  meter  for  short  cfareuits 40S-41f-417-4« 

with    volt-anuneter     898-99»-40t-414-41»- 

416-41MN 

"        wrist.pin   for  knocks Ol 

Test    for    carburetor    float 788-117 

"    electric  circuits. (see  testing  eleeMc  dreolli) 

"    ignitkSn    setting    TIMO 

"    generator    troubles    416-402-40S-419-484.7IT 

577-429-864C 

"    '^motoring"    generator    (Deleo) 40 

"    short    cfareuits    416-40r40t-418-41l-4IC 

"    smoke lO 

"    lamp,    for   ignition    TO 

'*    of  Deleo  cranking  operation 4M 

"    outfit    797^18-424-4164141 

"    points     S99-7t7-418-40l^4O 

Testers    for    carburetor    float TO 

Testers,    electric    414-864H-864I-424-410-416-TST 

T-head    cylinders    II 

T-head  cylinder  vs.  L-head  and  I-head iO 

Theft   Insurance    ttl 

Thermal  efficiency  of  an  engine 687-US 

Thermal   principle  of  generator  regulation.  .889  884  t4l- 

86648T 

Thermometer   for  battery 449-456451 

Thermostat    246-249-264-ITl 

CadUlac    cooling   system ISO-TO 

'*  Packard    cooling    system IO 

electric   lgnitk>n    »4 

electric    generator    SO 

ignition    switch    358-350-365 

for   water    180-187-191-866414 

**  Bemy  electric  generator   O* 

switch   (Connecticut)    350-S65-2S4-SSI 

Thermostatic  control  of  output  of  senantor Ol 

Thermo-syphon    cooling   systsm    186-186-10 

Thickness    gauge    697-69940 

Thickness    gauge,    substitute    for 94 

Third  brush  on  North-East  (Dodge) 9f9*T9940 


GENERAL  INDEX. 


895 


rhird   brush  refuUtion    843-889025-405-870-886- 

888-893-896-845-732-8640 

setting  nentnl  point    8640 

change  of  gmn,  n>e«l  rmtio 18^1-486-488 

nMoaandtlM  of  an  Ineh,  expUnation  of 641-697-699 

HtoMMb     702 

foK  pipo    708-702 

how  eat  and  how  to  tell  pitch  of 704-702 

**        on   S.   A.   E.   spark  plnss 612-288 

S.    A.    E.    standard 701-702 

U.    S.    sUndard 701-702 

rhraa  boarins  erank  shafts  vs.  five 681 

*'      cylinder    engine,    firing    order 117 

**      point   suspension    12-72-688 

*'      qnarter    floating    axle 88-669-672-676-682 

••      nnH   electric    outfit    840-848 

-      wire   system    426-426 

[lirottle   and   spiu'k   lever  movements,   different 

cars     496-487-498-497-499-600 

and  spark   levers 486 

of    carburetor    148-168-164 

valve,    butterfly    type 146-162-168 

valves,    rotary    168 

rhrottlinff  flrovemor   767-841 

rhrows  of  erank  shaft 77-122 

rhrows    of    eight   cylinder   engine    crank 127 

**        "    of  six   cylinder  engine   crank 128 

"        ••    twelve   cylinder  engine  crank 186 

rhrost   bearings    86 

Thumb  screws   and   wing   nuts 609 

ndcler  on   a   carburetor,   meaning   of 146 

ria   bolts    for   battery 489 

Tia  rod   or   drag-link    25-691 

Tlghtaning  bearings   (see  bearings) 641  to  645-888 

belt   of   fan    187 

**  bolts  and  nuts,  importance  of 507-598 

**  generator   chain    and    silent   chains 411-729 

"  nuts   on   cylinder  heads 717 

**  parts  of  a  car.  price  to  charge 595 

Tillotaon   carburetor    188-677 

Tim*  for  spark  to  occur 68-807-308-819-814 

Time  per  hour  expressed  in  M.  P.  H 640 

Tfanar    225 

"      adjustments     247    to    254-548 

"      and   distributor    242-245-246-230 

"      automatic  advance   249 

"      and  generator,  how  combined  and  driven.  .246-245 

"      conUcts     246-247-262-254-284-804 

••       (Dalco)     244-245-378-890 

**      distributor   (magneto)    274-276 

**      notches    and    cylinders 247 

"      setting    of     250-245-890.543 

"      where  spark  control  lever  Is  not  used 249 

Timing  and  setting  Atwater-Kent  ignition.260-810-316-643 

**        and  setting  Reading   ignition  systems 643 

"        6   and    12   cyl.    magnetos 292 

gears    87-111-65-886 

"      Chevrolet     686 

••      Ford    786 

••      how    lubricated     198 

"      meshing   of.    Buick 109 

*    gears     111-316-786 

"  ••  "  "     on  T-head  engine    106 

"      noise  in   583 

relation   to   valve   timing 112-785 

••  ••      removing    of.    Chalmers 318 

"L"   and   "T"   head   engines 105-642 

magneto     (Berling)     543-312 

(Bosch  dual)    812-648 

(Dixie)    292-548 

(Elsemann)     285-643 

(inductor   type)     264 

(Bemy)    813-643 

marks   on   fly  wheel 104-110-106 

**        spark   on   Saxon 864 

"        the    Beleo    timer    878-245-390-648 

the  ignition,  leading  systems 305  to  320-548 

••  -  -         (Buick)     246 

(CadUlac)    132 

(Chalmers)     357-318 

(Dodge)     869 

(Delco)     890 

(Hupmobile)     860 

• (King)    860 

(Maxwell    867 

(Mitchell)     263 

(Overland)    859 

(Reo) 878 

(Studebaker)  366 

magnetos     310-311-318-643 

**  "  "        sleeve  valve  engines   186 

"    valves  and  ignHion  of  Chalmers. 318-124-642 

••      by  piston    886-108-642 

"        "      by  fly  wheel  marks 886-104 

"      engines    of    leading    cars 642 

"      UlostratMl    102 

**        ««      of  racing  engines    108 

"    where  spark  controller  Is  used 260 

Timken  brakes 684-686-687 


Timken  rear  axle  and  differential  adj'm't.  .678-674-678 

truck  axles 762 

*  *       roller  bearings    687 

Tinning  a  soldering  *'copper" 711-714-789 

Tire  air  pressure 558»554 

.562-568 


air  pumps 

attaching  and  deUching 653556  to  558-561 

beads,   types  of    551652668 

blow-out.  repairing  of 573-575.574-666-667 

care  of J JJ 

carriers    ""* 

chains 550-651-569-560 

clincher  type 551-553-658 

"flexible  bead"    551 

••hard  bead"    ffj 

•  •         •  'one-piece' '    551 

quick  detachable    55^ 

construction    549-565-564-559-661 

cord  tyne •  •  •  559 

cushion  type    ^?9"5f 2 

demountable  with  rim    ^^*'555 

dual   type    560 

emergency J  J* 

equipment,    modern    561 

equalizing  traction •  666 

fabric  type 566-566 

fabric,  cutting  of 608-678-610 

first  pneumatic  rubber   581-583 

fitting  clincher  bead  to  a  <).D.  rim 551-686 

"    fitting  straight  side  to  Q.D.  clincher  rim 651 

•'    for    electric    vehicle    589 

•'    for    airplanes,    sizes 669 

•'    for  universal  rim   551 

•*    for  heavy  duty    560-661 

'*    gauges     568 

*•    how  to  find  wheel  load  and  carrying  capacity. 554 

••     how    to    save    506-667 

'•    proper    inflation    pressures 553-554 

••     leather  tread  651-559 

••     lubricatton    569 

"    lugs    549-650 

*•    manufacturers,    addresses   of    671 

••    metric  sizes   554 

••     non-skid    660 

'*    old   and   new   types 550 

•'    oversize  and  how  to  figure 558-664 

••    paddle    wheel    type    661 

••    painting  of   509-671 

"    placing  one-piece  clincher  on  Q.D.  clincher  rim. 661 

'*    placing  straight  side  on  Q.D.  clincher  rim 668 

*'    price  for  old   rubber 688 

••    pneumatic     649-666 

*'    pneumatic  for  trucks    556-660 

"    punctures  and  how  to  repair 667-569  to  674 

**    puncture   proof    669 

"    pressure  for   hot   weather.... 668 

••    pumps  568-662  to  664 

-  rims    651-666 

"    quick  detsichable   661 

'•    removing   from   rim 666   to   568 

"    repair  accessories,  tools,  etc 610-668 

**    repairing   A  prices  usually  charged. 565-57 1-674-610 

"     retreading   666  to  576 

'*    revolutions,  per  mile 540 

**    rims  661  to  656 

"    S.  A.  E.  sUndard  sizes 654-556 

"    shoes,   outer  and  inner 667-668 

-  side  wire   660 

•J    sizes.  Ford    668-823-826 

"    size  used   on   leading  cars 544  to  546 

••    solid     660-649-561-689 

*•    solid    for    trucks 560 

••    sticks    to    rim    690 

"    straight  sfcie  661 

"    tool  for  demountable  tire 611 

"    treads    661 

"    treads,  when  worn   666 

"    troubles,  stone  bnilses.  loose  tread,  etc 666-667 

"    transposing  of   664 

"    truck,    heavy    661 

"    use  repaired  one  on  front  wheels 664 

"    valve    649-650 

"    valve  spreaders    571-556-660 

"    vulcanizing  pointers   571  to  676-610 

••    wood  plug  type  561 

•Toe-in"   of  wheels    688 

Toggle  type  brakes  687 

Tool  box   606-692 

*•    for  demountable  tire   611-668 

•*    for   removing   bushings 644-660-824 

"    for  removing  gears   802 

"    hardening   723 

••     kiu  and  small  tools   592-614 

Tools  for  battery  work   474-472 

*•    blaeksmUhlng    616 

"    grinding  vahrea  and  vahre  work... 632-591-616 

••    Ford   796 

•*        "    lapping   pktona    and    rings.... 650-649-667-668 
•  •     radiator  repair  work    714-789 


GENERAL  INDEX. 


Tooli  for  repairmen 607-592-611-614 

"         *'     repair  shop 614  to  618*697 

"         "     tare  repair  work 6Ii)^5<ri-QiX 

"        **    acrapinc   bearings    ,.,.... ..SIX 

"        "    straisfateninff  fenders,  mod  ruanja,  eU-t|^7ai 

'•    the   lathe    61S-711 

**      how  to  keep  assorted 594 

"      for  top  repairing   847 

Too  much   ofl 202-658 

Toninjii    '%v;:;-i    c-Li,iL.ii «... 514 

Top    cQrtain    gUtm  849 

•'    how   to   ele^ii        508 

••    leak,  how  to  repatr 847 

••     repairing'    . ,  h. 847 

••     rwpalr   sQFPort    736 

Torch,    l^        _.        735-615-7       fi'V6-T  2*714 

*  *       for  rs'diator   work    714-7  S-726 

"       for  weldinf? 727 

••      vaseline    735-711.71i! 

•*       ffas     696^72-720 

Torsion  or  torque  rods 20-22-18 

TomiM   arm    ,....,,  £2 

**      as  applied  to  an  ensrine. . .  ES5-£ST-7Te 

"      mraning  of    .£iS^>alT-2£ 

Toiirinff  accessories   617 

books    (Bine   Books)    620 

Tourin;   campini;   outflta    516-743 

**        eqnipment   tfrnazmfaftiifen  of)    518  to  520 

••        food    lui% 620 

"        bow  to  biiiM  Uru?^  property 519-616 

*'        inspa^ion    If^tort   starting    610 

■  -  '  "        kitchen    equipment     517 

''    "        personal  equipment    518 

*•        switch   / 427 

**        irasa-continestiU    616 

trailer    616-747-822 

"        what  to  cook  and  how 518 

Towing    a   car    784-782-618 

••        in  a  disabled  car 782 

*  *         rope    518-734 

truck   782 

Townsend  grease   gun *.'..*.*.*.*.'.  .*.*.'. '6921622 

Tractors     762-768-829 

Tractor   carburetion    881-827-764 

Tractor   clutch    831-827-753 

••       engines     753  ^ :3 J  ^32^38  71 

drire  method   ?dS-S2&-S30 

••      engine  carburetors    751  -§27-831*532 

••      goremors    7&a-S32 

"      engine   ignition    7SS-S31-S32-2S5-2T7 

-      Ford   826 

2      steering    880-881 

••      transmission     601 

T^affle  roles    501 

T^vllers  and  trailer  attachments  746-822-516 

IVammel  or  indicator  for  iralve  ttming 114-102 

TfiMis-tkjnUnentfli   Todr  615 

TTMJiitwrring    oil    from    barrel  780-608 

Tra]uform«r,  reiatiati  to  fioU  (Ke  dietiooazr)  274-22<J-37S 


Transmissions 
Transmission, 


adjustment    of. 


4S-4a-&0~6€9 

Buick   and  Dodge 670 

••    Chevrolet    671 

'  *    Dort    44 

"    Maxwell   670 

"    Mitchell    271 

••  •*     Overland,  Studebaker  670 

air  gap  prii3cipl«  481-480 

bearings,    repUcinir   of       670 

cause  of  flashing  gtnn 669 

cause  of  difBcult  gear  rhiftljig 669 

changing    ^tmn  51-488-490 

dripping   oil    669 

drive  for  generator    841 

end   play    669 

fniir  atwoi  47-51-583 

Ifear  ratid    (»e«   ratio   of  gearing) 669 

how  to  r<?movc  from  car 611-742 

lubrication    208-204-669 

motorcycle   846 

noisy    669-580 

of   electricity    206 

on   rear  axle   47-679-204-670 

operatton  of   48-50-486-488 

over-hauling   of    669-671 

Owen-mflgTictic    486-481 

twifitera  669-671 

••  replaclnir  bearing   in 669-670 

••  shaft  aligning  of 782 

tractor    830-831 

"  used  on   leading  cars 543  to  646 

Transposing  tires    (see  tires,  transposing  of) 654 

Trtad  of  uuto,  meai:;  17 

l^raad  of  tires,  meaning  of 649-551 

TVaadi  of  tires,  when  worn 566 

TVaadi  of  tires,  types  of 661 

TwmW— ,  proper  nam*  for 220 

Tkoobla,  antmiatie  hunting  of 677 

Tkoabki,  Boaeh    electric    systems 861499 

and  eommutator 404-409-841 


Troubles  DeXco  sji; 


of  armamre    4A    tlj  M  JHflBT 

**    battery     .  .  .4Si-4ST^a^Utll-t^-i44lMlt 

.STT^li 

C 

.ITS   to  m  166  871  to  KM 

<Deleoi    JT: 

ehiteh    «60  ts  fMB 

commutator t41-325-4Ct4M 

cooling  ayvtCBB    UKX 

cut-out    M4U 


generator  and  teats 
ignttioB   ............ 


.STT^naatiHioi 

4»-nT 
2SS  ta  2r-84l4H 


oil    circ:;'    ■;;    " 

piston  rings , , 

spark  phigs  mad  «oils 


starting  and  Udmiic^ 

ftATting   XDptisr 4f7-4U-lli 

fltpny^e  ba^err 421.4M  te  458-41MI4D 

the  ammeter   41M1MM 


Truck 


couple  gear  deetrie 
drive  mjtthodLi 

Dodge     

engine 

"      ignitfen    

••      starter    

eleetric-gaa    

Ford 


Ci 

. .  747-838  to  8S»-n 

747-2SWT7 

TI7 

4« 

..IS 


for   oils    ^ 

for   towing    7C 

four-wlieel  drive   i '^ 

ratio    T4T 

shift    W 

"       gorerflof*   849  ts  S4I 

-       bow   to  select     ST-ir 

"      how    to    convert    761-8043 

"       hydraulic  hobt       '^ 

••      lift   or  h"!<t   for  body   J« 

••      motive  power  of   J*J 

••      operation  of   ._•  •  •  -J^jj 

* '      rear  axle 750-751-762 

**      specifications '*' 

TIT 


speed    of 


CM 

....SU4M 

"      tires     solid 

it$ 

-      trailers 

....744^3 

"      types  of    • 

....746.74T 

-      winch 

Tl« 

"      why  use  four-cylinder  engines 

TIT 

"         «rl««Mk1      K«iw    fn     IWIIOVe.  .........     .     . 

Til 

« 

Tnxuk  piston         

ts 

'T^wtinn    iT^n   it  steel    .....••.•>..■........ 

Til 

Tub  for  rV^r.rJnq^  parts.  eonstmetion  of 

T41 

Tnb<ng,  bending  of    ...-i. 

TU 

flanging  of   

711 

for  tire  pump,  siae  of Ml 

**        how  to  saw    71* 

Tubular  radiators   IS^ 

Tulip  shape  valve  9S-ltf 

Tungsten  contact  points  284-lM 

iiLii-  ,  nnd  candle  power  of 467-4tt 

vmJvei.  hard  to  grind  6SMSS 

Tuning  a  ear  for  m  slow  race,       HI 

fin  ^'i-fTfn*  for  speed  76Wn 

"       engine,  price  ehargad W 

Turnbockle 28-«« 

Turning  down  commutator  on  latha  414 

Twelve  and  >       cylinder*  mea^nlfig  of  ...58-79-114 

cylinder  cngina    .. .  642-851 

"  "  "  lap  of  power  st3^k»  lH 

firing  order   US 

"  "  *«         magneto ttl-W»tli 

Twonty-four  volt  battery,  supplying  U  volt  lighli...4il 


GENERAL  INDEX, 

**Twln  CItj'*  tractor  8S0-8S2 

Twin  cylinder  engiat  (m0torcycl«)*Vin»«rt*i)!'.!! 766-846 

Twin-eix  cylinder  and  twelve,  meanins  of 6S-79-1M 

•Twin-two"  engine 687 

Twirt  drills   706-614 

Twitdiel]  air  ffausa  668 

Two  cycle  enffinee    766-767 

••      cylinder  enarine,  wiring  of 2il 

"      point    iffnition    277-284 

••      port,  two  cycle  engines 766 

*•      sets  of  batteries  osed  with  coils 226 

"      spark    iflrnition    277-288 

••      speed  rear  axle   488 

unit  electric  outfit   .  .^ 840-348 


••      wire    system 426-426 

TVpe  numbers  on  batteries,  meaning  of 443 

Tjrpea  of  bodies 16 

"  br  Aes   29-684    to   687 

"clutches    89 

"        "  engines    (see  also   inserts) 63-70-71 

••        "  gear  shift  control 46-49-490 


Under  charffinsr  of  battery,  result 422 

Underenttinff  mica   404 

Under  slung  meaning  of 11 

Unisparker    247 

Unit  power  plant 86-71-70-44-121 

Unit  resistance  for  duuvins   battery 468r464 

Univ«nal  Joint  adjustments    680-681 

**  "    purpose   of    43 

••  «•    removal    (Chevrolet)    672 

type  rim    561-857-656 

Upkeep  of  a  car 627 

UpfaolsterinflT,  how  to  clean 609 

Utafnl   hints    and  sunrestions 689 

UMfol  shop  hints. . .'. 780 

Usa  of  cnflrine  for   brakes 494-688 

"    of  graphite   206 

**    of  watch  for  a  compass 616 

Using  engine  as  brake 492 

U.  S.  U  battery 444 

U.  S.  L.  motor  generator,  principles  of 347 

U.  S.  8.  and  S.  A.  E.  Up  and  die  sets 612-618 

wrench  set   611 

threads    701-702 

"        bolt  siaea  612 

"        nuts  and  bolt  sizes 611 

••        screw  thread   table    703 

"        Up  and  drill  sizes 703 


Vaevam  brake  479 

"        and  gas  iUled  lamps 432 

system,   fuel   feed    163-166 

tank,  adjusting  of   165 

"        t3rpe  electric  cut-out   843 

Valva  adjusters    (engine)    608-634-791 

••      adjusters  for  Ford  valves 634-791 

"      adjusting,    Chevrolet   overhead    type 636 

"      adjustments    (clearance)    94.635-642 

••      air    gap    94-95-635-785-781 

**      and  ignition  timing  of  Chalmers 318 

"      automatically    operated    88-91-90 

**      bushing   of  guide    634-791 

"      cage  type   90-94-681   to  633 

'*      cage  grinding  of  Buick 742-633 

••      cap  leak   629 

•*      eap  wrench   738 

••      caps 87-684 

••      chamber    88 

"       (check)   for  two-cycle  engine 756 

-  clearance     94-95-686-110-791-785-642 

adjusting   of    94-109-742-686-786-542 

"      adJusUble    type    635 

-      of  leading  cars   542 

••  ••      overhead.     94-109-636 

"      condition  indicated  by  spark  plugs 630 

••      cover,  removal  of   631 

••      -dual-    927-109 

••      dimensions  , 642 

••      enclosed     92-121 

-  finish,   test  of    682 

"      fitting,    new   and   oversize 630 

••      for   inner  tube    558-649-650 

"      gasoline   needle    143 

••      guides     92-63-634 

fitting    of    630 

••  ••        loss  of  oil  when  worn 787 

-  ••        reaming  of   684 

replacing  of    684-630 

"      grinding    92-91-680-686-688 

"  "  and    reseating    632-94 

**  "  compound    681 

••  "  ill   effects   of    712 

overhead    type    681-686-91 

"  *'  pressure  required   6S1 

tools     682-688-616-616-692 

valve*  in  bcwl   90-94-187-636 


Valve  hard  to  grind  (Tungsten)    . . . . 

••  how  to  test  when  noisy 

"  how  ground  with  drUl 

**  inlet  and  exhaust,   relative  size. 

"  intermittent  and  rotary  motk>n 

"  in  the  head  engines 

"  lag  and  valve  lead 


897 


...680-682 
....634-636 

736 

91 

87 

.91-137-636 
.101 


lap,  meaning  of   , 101 

leak  and  loss  of  compression 629-630 

lift     96-110-927 

lifter     92-96-110 

lifter  guides    92-649 

lifter  mushroom   and   roller  type 94 

lifter  or  Uppet  or  plunger 633 

location     91 

mechanically    operated    91 

mixing    (carburetion)     141-766 

noisy    06-684 

of   engine    89 

on   the  side    90 

operatk>n,    Cadillac    •. 128 

opening  and   closing   period    100-06-97 

opens    early,    back-&4ng    result 98 

oversize    609-630-792 

overhead    type     86-88-90-91-94-686-187 

parts    92 

pitted     630 

plunger   92-68 

plunger    guide    92-630-684 

pocketed    712-6S1 

poppet  type   91-538 

port,  meaning  of    83-766 

principle,  Dusenberg    88.-/^ 

refacer    eSV    f^ 

relation  to  cam  shaft  and  cams 180 

reseating  of   63^-688  .•- '. 

rotary    type    .188^ 

sixteen  to  a  four  cylinder  engine 109-791 

size  or  dimensions  of 91-642 

sleeve  type    136-140 

seat    92-630 

seat  when  perfect 688 

setting    (see  also  valve  Uming) 108-642 

setting   Buick    109-642 

setting,  Weidley  engine   137 

sleeve  for  tire   656 

sleeve  type  engine 139  to  140 

spring   compressor    616 

'*        how   to   tie  when   grinding   imlves 632 

lifter     692-681-638-736.680 

springs    92-636 

testing    tension    of 636-742 

weak  or  too  stiff 636-927 

stem  of  engine  92-680 

"      of  tire    660 

"      lock  nut  (tire)    660 

**       oversize 609-680-701 

"      reaming     680-634 

"      repair,    (inner  tube)    672 

••      seat  repair  (tire)    672 

sleeve  valve   engine    186 

sticking  in  guide 684 

sticking,  result  and  cause  (foot  note) 684 

Uppet    92 

"      guide   leaks  oU    738 

"      guide  puller    649 

••      wrench    788 

testing  of  engine  when   noisy 636-634 

(throtUe)     143-153-164 

time  usually  open  99 

timing    96^642-836-642 

"      and  timing  gears  relation  of 112 

••      average   114-642 

"      Buick     109 

"      Cadillac     108-789 

"      Chahners    , 318-124 

"      checking  of 110 

"      Chevrolet    686 

••      Dodge    114 

**      Dusenberg    racing    engine 108 

"      examples     108-109 

'*      high   speed  engines    98-108 

"      Hudson   108 

"      Hupmobile    688 

••      illustrated    102 

"      indicator  illustrated   102 

"      indicator  or  tranmiel  114 

"      Locomobile    108 

"      marks   on   fly-wheel 104-107-102-109-836 

"      Harmon     84-1 14 

"      Maxwell    racer    108 

-  Mitchell    106 

"      Packard    642 

"      piston    positfon    836-108 

••      position    108 

-  Simplex    311 

"      six  cylinder  engine  118 

timing,  StnU   168 

-  Waukesha  engine  886 

"      what  governs  sam«  98 


GENERAL  INDEX. 


Vftlve  to  tell  when  needs  ^indinf 630 

"      tnmblee    6S0 

"      talip   shape    128-92 

««      what  made  of   91 

**       wlwn    ETDUiid,    to    tell 6S1 

Vanadium  tteel    ..*,.. 721 

Vitn  Sleklen   ■p^edmeter 612-824 

Vat»oHilEiir  KanoUne  ,.^*** 155-158 

VaHable  r«9btaii»,   Delu 892 

reeiatanee.    resulatien    881-888-884 

tpark  811 

Vambh,  rained  in  a  bam 590 

VuFTiiiiih   for  irjirbuF'BtQr  cork  float 167 

Vecder    hydraolle    pHneipIe   ■peedometer 518 

VeHe    (ii>«^ificfl^tf<jn» 646 

Ven t  }[  i'-.'   in   i;,:.-.cl int  tatik^  piucKwe  of 162 

Vent  hole  in  batterr  cover 446 

Ventilator  for  window   738 

Ventori,  explanation  of  152 

Ventori  ttibe 147 

Verifying  tb«  Urnitlon  tttntni^ 817 

Vernier  caliper  und  Y^raiet  feale* 699 

Vfbratinff  type  tlectrk  lioris , 514-515 

Vibration  dampened,   (for  Allent  chain)..' 728 

"  of  engine,  came  of 584 

**         d»nip«iier  (Paelmfd)    ,.*. 860 

Vibrator,   (elec^ie)    for  spafk.. 220-228-226 

*■  (mametieh    for  ipark    220-226 

**  Cnadiaijlcal),    for   vpark    , 220-228 

"  poiis^,   fittfnff   «    dr^»fns.  .284-285-229-808-809 

VHirator  points,  sikkinv   and   testlriir  of,..*,: Vfj 

fthort  circuftinr  when  ^mws  master  ▼ibrator.264 

*'  adjoitliiK  of  and  kind  to  purchase 284-808 

ViBtctaity   of  oil    ,*.... 199 

Vise    elarntn    » ,,,»,*,...* 710 

Vfaft  combination   typv   atid   maehlnfsts   type 616 

Vfofblc    tMtinif    device  .......„,,..,., 787 

Volntilitr   of   frtisi>llTici ,*,.*. 168 

Voltage   and  amperage,   explanation   of 207-441 

••        and  amperage,  as  applied  to  generators 887 

at  end   of   a   charge 461-416-410-8640 

of  battery   827-447-468-416-410-864D 

"  a  coil    219 

"battery,   electric  vehicle   477-478 

••  "  Deloo  system    88<) 

"  "  generator    ^.  .467-3S7-4IO 

"  lamps £41-413-184-648  to  Me 

"  storage  bafy  per  cell.   .440-44M10*416^5S&4D 

"       regulatton    .M5-34*J'92:> 

••        regalator   (Deleo  mercury   type)  * 3fi!> 

Volt-ammeter   for   garjtffe  tue.  4l4*864H-410-424 

••  "         principle  of    .....  .S9«^14-410 

**  ••        reading  backwnrd*  3i:»0- 110-414 

tests    416-419-114-110-406 

Volt-meter    4H-42*-89B-89&-iC»2-410 

••        "      for   testing    commutator  406-402 

••        -      for  testing  storage  bafy...     4&3^  10-4 16-^^40 
••        "      test  when  charging  battery  460-453-461- 

4ifl-410-S64D 
"        "      to  determine  positive  and  negative  pole... 458 

V-thread  702 

V-t3rpe  motorcycle  engines    755 

Volcanizer.  electric 672-678*S76-61 

••  for  shop  use ET4*67ll'6tO 

"  gasoline    .670 

••  steam    674*S7fl'S10 

Valcanizing  inner  tubes   1*70-572  to  574 

hole  in   top    .847 

"  meaning   of    ^71-565*644 

••  tires,  sectional  method 57a-574-ll0-5«:^ 

*•  tires,  wrapped  tread  method 575-565 

w 

Wagner  electric  system  on  Studebaker .866 

Wagner  generator  and  starter  on  Saxon 364 

Walden's    wrench   set    611 

Waltham  speedometer  and  clock 518-511 

Ward-Leonard  electric  system 342  to  844 

Warner  steering  device    692 

^  fir  ,    r    1.  ..  430-433 

WaLn>ed  pieces,  how  to  straighten 696 

WaAhing   a   ear 507-606 

W«flHifig  par1>.  table  for 603-622 

Wa«hrack  for  garage 605 

Waste    602 

Waste  can   602 

Wateh,  how  to  use  as  a  compass 616 

Water  above  platen    (baHer^l 646-655-456 

••         and    air    for   carburstioo 735-828 

••         IjciiUns   and    freetln^    point,, 685 

*•        heatA  Quieker  at  high  altitude 582 

**        filRtnlailng  systems  on  leading  cars.... 543  to  646 

•«        cirenlatlpn,  beating  of...,,. 187-191-860-180 

'■         dlstilM  for  bfttteries 455-474-709-458 

**        for  drinkSnE'  wh«n  louring. . , '. 617 

**        fiYezinir    i^oint    of.  .».*..«....... 451-686 

••         from  chalky  dktrlct   691-191 

••         frozen   aiwi   mtr«iini    .,,»»,.. 788 

••        hdght  of.  in  radbtor   ., 185-691 


Water  how  to  add  to  battery  and  kind  to  nae  454-4S5>474 

hose  rotting   IM 

in  crank  ease 5« 

in  gasoline 1ft 

injected  into  engine 8S3-TU 

Jacketed  manifolds    8MM 

"        manifold  cracked    TU 

presure  and  electricity    (anmkicy) 2K 

"        piesaute   for  eompresoed   air 744 

«*        pumps,    eentrifugal    If? 

"      pumps,  circulating   IR 

purity  of   in 

rheostat    4tJ 

* '         soaked  timer  on  ignition 247 

soft  and  hard l« 

'*        specific    gravity    of    SK 

thermostat     180-860-191-167 

Watts,   meaning  of   207-481-4:7 

Watts   and   candk    pqwpt   of   lamps 4CT 

Wanksha  eiisrine  4'  truck  and  tractor) 888  ts  8SS 

"        engine,   timing   ignitiotft    812 

••        tiTvtrT\Of  ^ , , , . . , 815 

Waves   and   impisLMa  of  electrie  current 2i< 

Waves  of  electric   current,  peaks  of 25C 

Weak  battery 42! 

'*      magneta     ...,.,»« .^.  .........*. HI 

'*      Bpring   on   commtitator  brosb    .  - 4M 

Wi^idley  engine   and   valve  grinding. 114 

Wei^bled    air    valTcs,    of   earbuxvCor 151 

Weight  of  cable   foot  of  water......... 511 

"        or   pressure   of   an   atmosphere 539 

of    gsAollne     .....,,..,**,,.* 585-587-811 

Welding  and  cutting,  prices  oiuaJty  charged 728-72S 

cyHnders 721-754 

**  expansion   and  caatra^tion    ., 724 

"  Asjxie  an  regulation  of...,,** 719 

*'  iron.    BteeU    altimlnum,    braas«    copper.  ..721-723 

outfit    and    part*   of , 719-727 

"  Qxy-acetjrlene 713  to  T27 

'*  pilot   llgbt    ...... .4.,, *......« W 

jKjtdtert 72* 

"  pr^bestlng,    preparatoiry   to 721-724 

'*  prices    to    £haige    for. ...... 721 

"  tank   fftand    .,. 721 

"  tonks,   where  to  obtain 725 

thin   castings    723 

*•  torch,  lighting  of   .  * 721 

Westoott  reiir  axle  adjuttment   474 

"        Rpnrk   and   throttle  control 491 

tpecificativTT!-     .  ., 544 

Westinghouse  bafy  and  eoO  ignition. 848-846-849-543-231 

generator  an4  starter   867-860-344 

"  generator  and  sUrter  on  Locomobile.. IC 

"  ignition  and   generator   combined. 846417 

ignition   system    251-543 

rectifier *J« 

"  shock    al»oi-lwj*    ^ 

••  itartiug    method     ..S26-125-J3 

Weston  volt  and  ammeter       ....4144*413 

Wet   jjeneratoT*    how   to   dry , ......   '.  HJ 

Wheel  alitrner  and  aJignment    688*744-141 

"       and    enfcine    fpeed^..- W* 

baje,    definition  of IJ 

»♦       l-iwAe,     lotift    V*    Bhort* -^17 

*  *      disk  tjrpe 762 

••       load  of  tires,   how  to   find 554 

"      lubrication     M^iS 

"      pullers     606-742-718 

*•      rear,  how  fastened  to  axle 679-931 

*  *       spokes,   loose    810-762 

Wheels    •21"Ii? 

Wheels,   adjustment  of   front 680-«»i 

"        comparative    sise    W 

"        out  of  line,  cause  tire  trouble H8 

**         r^movnl    of    669-e7f 

•*  revolutions    per   mile    54i 

(see    "rear    wheels"    "front   wheels") 67M81 

"        teiitinir  of  and  truelng  up 682-681-681 

**        why    imall   diameter    1* 

Which    is    b<wt    car 6» 

Whip  of  erdnk  ehnft Jf 

Whistle,    compression   type "*^:! 

Whistle,  exhaust  type   782-811 

White  spark   MJ 

ei»Krk   and  throttle  control 496 

"'       RpeeiHeations     84C 

metal    btwhlng    78-646 

■moke.   caUH  of    202-461-689 

Whitewa«hlng  garage  wall    784 

Whitwortb   threads    TJt 

Why    engine    lo*«    power 9H 

"    front  wheels  turn  to  the  right 18 

**    Tm^inte  enidneg   are  usvaUy  4  eylinder 887 

William*    wn^nrJ>eB 611-Stt 

Willys-Knkht  wiring    diagram    858 

■pecii\catiofi»   of    646 

spark  control  and  gear  ahift 499 

Winch     for    trucks 746 

Winding,  motor  and  generator 882  888-88S 

of  a  high  tension  eoil 819 


Windiof  of  a  jamp  spark  eoil 210 

"  annatore    S8C-S85 

"a   ooU    240 

**  Mil.   partially  ■hort  cirealted Zn 

"  eoil,  testimr  of   246 

**  Delco   armatort   and   field   eoils 881-887 

"  electrie    motor     .' 828-826 

"  magneto     268-240 

"  nugrneto,  size  wire  to  use 240 

"  motor   and  generator 882   to  886 

shunt   and   compound 882-888-885 

Wind  Ksistonce,   increase  with  speed 687-760 

Window    ventUator     788 

Wind  shield  cleaner 786-608 

"  ••      rain   vision    789 

*'  "      how  to  keep  snow  and  rain  off 608 

Wind  shield  for  tonneau 614 

Wing  nuts    607 

Winton  four  speed  gear  ratio   583 

Winton,  specifications    546 

Wipe  spark,    explanation   of 215 

Wiping    a   joint 712 

Wire     207-240-427 

Wire,   ampere  capacity  of 427 

Wire  connections    427-428-240 

Wif  tot  iffnitfen,  size  to  use 428-240 

••      -    primary    circuit    240 

"      "    storting    and    liffhting 426-428 

"      gauge    70a 

••      grounding  of  218-827 

"      how  to  determine  size  to  use 427 

"      loop   connection,   how  to  make 741 

••      low    tension    240 

"      of  a  magneto,   how  to   insulate 297 

*'      on   a  magneto.   length   and   size  of 271-688 

"      "oo"   size  for   starter   motor 428 

**      primary    secondary    240 

"      should  be  marked  241 

"       size  to  use    425-427-428-240 

'  •       terminals    607 

-      wheels   for  Ford ; 820 

**      wheels,   address   of  manufacturers 762 

"      winding  of  magneto 240-802-268-271 

Wiring  a  car  426 

aeoessories   426  to  428 

"        battery  to  start  on,  dynamo  to  run  on 217 

"        diagram  book   (see  adv.) 

**        diagram,    Briscoe    868 

Buick 888 

CadUlae 188-896 

Chahners  868 

Chevrolet     864 

Delco    876-879-882-884-886 

**  *'  Dodge 869-870-888 

••  ••  Essex 676 

••  ••  electric  horn  616 

Ford    808-864B-480-823 

Franklin 862 

••  -  Haynes   878 

Gray  and  Davis 861-864-865 

••  -  Hudson  "8te-40"   882 

Hudson  "super-six"   891 

Httpmobfle    860 

King  car 860 

LocomobUe   862 

miscelUneous   928-924 

••  ••  Harmon    861 

Maxwell    866-866 

OldsmobOe    898-894 

Overland 868-677 


Wiring  Diagram  Piaree-Arrow    849 

Reo    / 871-872 

Saxon    864 

Stadabaker   868 

WUIys-Knight   868 

••  -  four    vibrating    eoils 226-281 

"  "  kw  tension  magneto  and  make 

and  break  system 260 

light  switch    429-426-427 

Wiring   diagram,  lighting  circuits    429 

'^  multiple  switeh  conncctk>n 429 

"        for  two  sete  of  dry  cells 217 

**        diagrams,  (one  two.  three  and  four 

cylinder  engines)    228-224-226 

high   tension   eoil    229-281 

high  tensk>n  magneto 297 

'  *         old  cars  for  electric  lights    429 

of  Atwater-Kent  system  249 

of   km  tension   ignitton 214-216 

"        plan  of  (G.  A  D.)  "grounded  switch" 

and  "grounded  motor"  856 

systems,  how  to  test 429-787 

troubles,  diagnosing,  tests 427-416-418-403- 

429-577 

Wisconsin    aviation    engine 911 

Wooden    separator   for   battery 444 

Wood  plug  tire 661 

Woodruff   keys    708-709 

Woods,  dual  electrie-gas   car 479 

Woods,    dual,    specifications    of 646 

Woodworth  leather  tread  tires 669 

Work   bench    617-605 

Work,  meaning  of 585 

Worm  and  nut  steering  gear 25-691 

"      and  sector,  steering  gear 25-691 

"      drive,   principle   of    21-85-32 

'  •      dnven  rear  axle   82-749  to  751-762 

"      gear    drive,    removing 750 

Worn   bearings    641 

Wrapped  tread  tire  repahr 664-676 

Wrenches  611  to  618-824-288 

Wrench  for  crank  case  and  shaft  bearing 788 

"        for    spark    plug 611-612 

"tire    rims    611 

"     valve  capi 788 

how  marked   611 

"        how  to  find  sizes  of 611 

jew  speeder    824 

"        open  end   611 

S.  A.  E.   611 

"        sizes  for  spark  phigs 288-618 

socket   typa    616-824-796-692 

"        socket  typa  for  rear  axle 780 

StiUson  614 

thin    611 

U.   S.   S 611 

WUliams    611 

Wrist  or  piston  pin 648-644-78-68 

"      pin  on  Fbrd 78-786-648 

**      pin,  testing  for  knocks 688 

Y 

Yoked  oonneeting  rods  76-127-129 

z 

Zenith  earborator,  eonstmetion  and  prineiple 181 

gasolina  level  168 

**      duplex  carburetor  188 

Zero  lap.  meaning  of 101 

"    line   of   current    flow 266-267-808 

"    no  oorrcctlon  of  gravity  readings  at 460 


Airplane  Znalgnla:  (1)  U.  8.  A^  blue,  white  ster.  red  center,  was  changed 
to  eirele,  white  center,  blue  ring,  red  outer  ring  with  vertieal  red,  white  and 
blue  stripea  on  rudder;  (2)  Flranea,  red  outer  eirele,  white  eirele.  blue  center; 
BalgiiiBi,  red,  yellow.  bUck  center:  Italy,  red,  white,  green  center;  Ofeal 
Brttatn,  blue,  white,  red  eenter;  (6)  Oermanj  and  Aurtrlak  bUok  eroas,  white 
back  ground. 


Amperemeter 

Amatore    Induit 

Automobile  (small )Voiturette 

Axle   Essieu 

BlaeksmUh    Forgeron 

Carburetor Carburatecr 

Chiteh    pedal    ....Pedale  de  debrayage 

Copper  wire Til  de  euivre 

IM^nr    Chauffeur 

Eleetrieity    Electricite 

Engine     JIngin 

Explosfc>n    Explosion 

F^reneh  Chalk    Talc 

Full  speed    Toute  Vitesse 

VNinnel  J!ntonnoir 

Gas    Gaz 

Gasoline    Essence  de  petrole 

Generator    (Senerateur 

Grease     Graisse 

Hammer    Jf  arteau 

Hood Capote 

Horn    .Corte 

Horn   bulb   .Poire 

Horn  reed   Anche 


BngUflh-Frendi  Dlctioiuury 

Hub     •  Moyen 

Insulation    Isolation 

Ignitk>n    advance    L'AUumii^re  advance  a 

Jack    Crie 

Jet    (carburetor)    .Gieleur 

Lamp    Lampe 

Lamp  oil      Huile  a  bruler 

Lamp  wiek     Meehe 

Link    (chain)    ...JUIUon 

Magneto    JCagneto 

Magneto  ignition  .Alumage  par  magneto 

Map    Carte 

Misfire     Rate 

Nafl    Ck>u 

Nut    .Eerou 

Odometer    -Odometre 

Oil    Huile 

Oil  can   Burette 

Overheating    Surehauffage 

Pressure    (high)    .Haute  prssslon 
Pressure  (low)    . .  .Basse  prssslon 

Pump    Pompe 

Radiator    Radiateur 

Rim    .Jante 


Rope    Corde 

Steering  gear   ...Direction 

Screw   Vis 

Shaft   Arbre 

Speed   .Vlteaae 

Speed    (high)    ....Vitesse  grande 
Speed   (km)    ....  .Vitesaee  petite 

Start,    to    Partir,  demarrcr 

Steer,    to    .DIriger 

Switeh    Interrupteur 

Terminal     3ome 

Tire   (rubber)    ...  .Caoutchouc  bandage 

Tools     OntOs 

Universal  joint  ..X^ardan 

Valve  seat   ^iege  de  soupape 

Vahre,   single    . . .  Jfonoeoupape 

Vtei  .Btau 

•Vol&ieter    Voltmetre 

Valeanized Vulcanise 

IW«t«  ebeolatloB  Cireulatlon  d'ean 

Weight    .PoUa 

Wheel    Jtoue 

Wrench    <nef 

Wire    Jil 


'^  ^^   X  "^l  - 


-  —     ,*-  -^-'  -  y J 


,j»   Vsi-., 


•^f.-.-  -.-;* 


.*« 


Trjn  xi^^^A/:  vf  *.:>.  >rv>».::*r   \  .\\x..j  \\  v. 

-,--'rf 

.<'.'.  •   ;.   V    %  .'.   .-%-*    *•  ..-,  r.vr  .rrjfti^H 

r  'If  ' 

;«  "..fiW-j  *'..'.-."*- .   •■•.   '.n-.r  »iJi.5-  'A  *r- 

if  -s 

K"'-*^ 

'/ft    «^.'.'*.     .••  4.' ;, .  -  :  »      *     r     ••r.i:.-*     ?>**-*     is 

^,  •-» 

i..*/\,*rf.    •.'.'^ .•'.*',•«:    ♦..-.*:    ;.  ".p*:;:*.'    if    y*4r<-i 

»  t  J 

'J',w/..'     ;%/     ..%t*.»f.*-,     •./.*     ri-.-.t^vii*.     fcsi 

1  i.'.rr.:t>.   *-!.'/. f.-.    >,;>.";    .»    :'.'.'.    r.   p.   2:.   and 

ihrouyK  k,  nyn**'r.\  \f  y'-.k.r.rv:,  'ihart  4^j2,  the 

|,f'/;/'ii»f   ,*.  \n  :■.:*')   '\',f.r.    \%   2  400  f.  p.  m. 

or    c 

Twin  urf,ff.Utgr>,  ;»."•.  •/.;.«:.•":  two  i^T'jp^ViHn 
Hf!  'Uiv'fi  fforr.  '#.'.';  '^f.^.^«'  f/V  two  fih^illl, 
•If  on  iJj*?  '-hrly  V/rij'ht.  Tr.si,',t.lr.Hf  as  p*r 
i-hftft  40J!. 

I*ro|;«ll#rr  Kllp  //K'-rj  ♦/.♦;  j.rori<:lI';r  scr^wi 
ItHi'lf  f«irwfjr'J  l)j<!  air  ^lip"  p^iKt  the  blades, 
«o  Ihiit  IJi't  firoji';II«:f  'lo«;'?  not  rnovii  forward 
HO  i|MifkIv  II fi  if  iliftfj  w'Tft  no  »lif».  Forjn- 
hffitif-n,  if  ii  profioll'ir  in  d'rHif^nf-d  with  a  pitch 

Control 

Thn  nidilflr  In  lutecl  for  Rtoerlng  the  air- 
|ilfitiii  In  th"  r'ii'hi  i»r  Iiifl,  rallf;d  "yaw- 
in}/,"  fir  f')inn^;f'N  tlircction  of  motiun.  Jt  in 
iiniiiilly  o|inrfilr(l  hy  thi*  foot  by  movement 
lit  MiiMi'P  bur  i!:i,  chart  40f),  which  is  con- 
iiiirlnd  to  t.ho  riHidtT  (K)  by  win;  calilcs. 
M living  riiiblor  In  llio  It'Ti  muHCH  machine 
III  turn  ill  (hn  li'ft  fiiid   vi vor8a. 

Thc«  nlnvatt)rii  nro  iiHod  primarily  for  as- 
fcinilluK  ana  clriu'iMidiUK.  'Vhvy  arc  operated 
bv  iimvi'miMit  of  tho  loviT  (L'O),  forward 
and  biii'kwiini.  Thin  movrnnMit  raiHoa  or 
biwrrn  tho  I'b'vnlom  by  connection  with 
lovnr  by  wlrn  oubloH,  wliioh  rausoB  machine 
lu  Asi^pnd  when  olovntor  i»  up  and  descend 
or  "none  down"  \NhiMi  ob'vnlor  is  bnvered. 
Oopyri^htisi  IVMS  1019.  by 
•i'oiiu'r««««i«««  «•(  **ntn»<»  "»'i  ■■»*  ^ii.cli  »m\  Navy  typ* 
N  i\\    «M'«'  |'«»«vi''li'r   m  often  it    ■'pw'H'r"   t>  po. 


/:.     Tzzi   bladi 
»r»  ajG   -rsei.   z-rz  ijl^  r^-rlais 
'       TcT  if  %  fr^LT-blai* 
If  ^s«.  zi^  tz.-  rit^i-rxrii  ^-zsi  *r*  laa 

•  J'»<>  ^*»  --  tiro-b:*de  prcp«2ei 
well  worth  sertforia^.  are  sh:-"*^  :r 
iOcstratioca.  One  '  ST  ,  is  called  tie 
Kary  tyj-e  and  the  other  A  j 
called  the  Army  type.  The  iUfr- 
eace  between  the  two  is  in  the  c::rT* 
camber  of  blade.  The  diameter  a=: 
speed  of  a  propeller  has  a  ^eat  deal  to  do 
with  its  efficiency.  Therefore  the  diameter 
and  pitch  of  a  propeller  mnst  be  designed 
according  to  power  and  speed  of  engine. 
Eight  and  tan  foot  dL  are  used  eztenaivelj, 
bnt  seldom  nnder  six  feet. 

Thnut  means  to  pnsh  er  drive  with  force. 
Although  this  is  not  the  technical  meaning, 
we  will  accept  it  here. 
Members. 
This  action  is  caused  by  the  pressure  of 
wind  pocketing  against  the  surface  of  the 
elevator  which  causes  a  "nose-up"  position 
when  up,  and  "nose-down"  position  when 
elevator  is  down. 

Banking,  refers  to  lateral  motion  or  tlp- 
p.ing  of  either  side.  The  movement  can  be 
controlled  by  movement  of  the  lever  (20), 
to  either  side,  which  moves  the  allerona  (9, 
fig.  3,  chart  399),  By  dropping  the  aileron 
down,  on  one  side,  the  air  pressure  strikes  it 
underneath,  causing  that  side  of  wing  to 
raise  higher  than  the  opposite  side.  At  the 
Bnme  time  the  aileron  is  dropped  down  on 
ono  side  it  is  raised  on  the  other  side,  which 
by  pressure  of  air  on  tQp^  causes  that  nds 
to  lower. 

.\.  b.  DTKE.  St.  Lonia  Mou 
onKini'S    as   on   Army    type    (■••   pagt    034).     n* 


Zeppelin  Air- Ship. 
Tbu  type  of  Alr-cr«ft 
woiU4  be  tensed  »  dlri^- 
Iblo,  Ugbler-theofrir  tTpe 
— bccmuee  U  ie  iupp0f|| 
end  it*  Ihe  &lr  by  ^ae, 
Enfflnat  ere  lee^ted 
tbt  for«r»rd  4ad  ftft 
■wuHf  under  Ihe  tuj^ 
port  lac  fntBe  work. 
PropeUere  <«crewi)  Ar«  operated  b^  enfme.  There  are  four  propeileri.  two  on  each  tide  mouDt^d  tbovt  t1 
c«re  to  frmmework.  Powrr  it  trftoaisitted  thronfh  beTel  cear&.  Propellers  «re  tbreebladed  ejid  10-ft,  dL 
Oluuiie  of  ftltltiide  U  effected  by  ineAOt  of  two  peir*  of  plene-teU.  one  forward^  other  Mtern;  e«cli  set  mad*  ti 
of  four  perellel  pleaei,  ftttecbed  Uterally,  Joet  cret  the  keel, 

Gm   bags   wbich   eopport   tbe  fflAchiae   ia   ibe  eir   are   p1«ced    ««    thown,    witb    etummom    bnlkhAada    betwvt 
cAcb.     Ruberoid   if   toen   placed   over  them   and   frame-work.     If    one    bee    it    puncturt^d^    other*    wiU    ittpporl 
crmft,   hj   throwidf  off  b»ilaat.     The  aewett  Zeppeli&a  are  680  ft.  long,  75  ft.  dL;  60  m.  p.  h. 


T  NO.  398 — ^Airplanes;  Heavter-Tlian-Air  Aircraft     Dlcigibla;    Jjl£litar*Thaii-Alr  Aircraft. 


902 


AIRPLANE  SUPPLEMENT. 


BRACING 

AILERONS  ^^ 


??TRLIT 


MAIN  STJPPORTINfJ  UPPKK  WlNUiS 
OR  AEROFOIL 


M\IN  JSrPPORTINO  LOWER  WING15  f 

ORAEBOKOII  ^RrNNING  GEAR 

Pig.    1 — ^The   Ourtiss   biplane — tractor   type — twin-engined. 


Fig.  2a — A  gun  tunnel 
is  provided  in  some  of 
the  German  make  of 
machines. 


Side  Tiew  showing 
naohlne  giais 

2:  Qotha  **  pusher" 
biplane :  Length  of 
this  machine  is  41  ft.;  total 
height  12  ft.  6  in.;  span  of 
apper  wings  including  ail- 
erons 77  ft.  7  in.;  span  of 
lower  wings  73  ft.;  total 
surface  of  wings  1000  sq.  ft. 


Pig.    3 — A   biplane — tractor   type. 

On  some  types  of  machines 
the  ailerons  (9)  are  operated  sim- 
«ltMieousl7  with  rudder.  Por  in- 
stance, in  turning  to  the  left,  right 
aileron  is  lowered  and  rudder 
turned  to  the  left,  tilting  or 
''banking"  machine  to  the  left. 
And  rlce-Torsa.  It  Is  always  nae- 
•Mary  to  "bank"  machine  when 
■ttking  a  sharp  turn. 


Typ68  Of  AlriftUnaa. 
The  iUnstratioiis  on  tliif 
page  are  intended  to 
show  the  diiference  be- 
tween the  ''tnetor" 
and  "puaher*'  type- 
also  the ' '  twin-engined ' ' 
airplane. 

The  Curtiss,  fig.  1;  then 
are  two  propellers,  each 
operated  by  a  separate 
engine,  therefore  this 
would  be  termed  s 
' '  twin-engined ' '  biplane. 
Note  the  propellers  are 
in  front,  therefore  s 
"tractor''  type. 
The  Ooth%  fig.  2;  is  s 
' '  twin-engined ' '  biplane, 
but  "pusher"  type  pro- 
pellers, which  are  placed 
in  the  rear  instead  of 
the  front. 

The  Wxlght-Martiii,  flf. 
3;  there  is  one  propeller 
placed  in  front,  there- 
fore it  would  be  of  the 
"tractor"  type  biplane. 

Parts 
Of  An  Alrylana 

1 — aerial     screw     or 
propdler. 

3— radiator. 

6 — cock  pits. 

6— fixed       horiaontal 
sUblllMr. 
7 — elevators. 

&— rudder,  which  is  hinged.    Directly  behind  the  rud- 
der is  the  rudder  fin. 
9 — aileronB— on  some  machines  there  are  ailerons  oa 

both  upper  and  lower  wings. 
10 — the  wing  surface,  also  termed  upper  and  lower 
plane  or  aerofoil;  the  aerofoil,  however,  indicates 
the  difference  between  an  ordinary  surface  and  one 
inclined  at  an  angle  to  the  direction  of  motion, 
having  thickness  and  cambered  or  curved. 
11 — the  body;  the  fuselage  is  the  framework  separate 

from  the  wings. 
12 — chassis  or  landing  gear — see  fig.  1. 


\^%^    ^0 


NO.  89»— Alrxklane;  Types  and  Name  of  Parts. 
(lUastratidis  from  Motor  Age  and  Automobile.) 


lAUmX  motion  emu  alto  bo  eontrolled  by  **worp- 
iof  or  twisting  the  main  lifting  sarface  or  wing, 
which  inerooses  or  loosens  the  angle  to  which 
the  "leading  odgo"  (flg.  0.  chart  401).  offers  to 
the  wing.  This  warping  of  the  wing  is  now 
seldom  used,  the  ailerons  baring  taken  the  place. 
Many  machines  now  have  ailerons  on  both  upper 
and  lower  wings. 


908 

Stoblllser  (6,  flg.  3,  chart  399)  is  for  the 
purpose  of  preventing  airplane  from  assum- 
ing a  vertical  position — especially  when 
wings  at  front  are  at  an  extreme  angle  to 
the  winM.  In  other  words,  the  stabilizer 
buoTS  the  tail  up  when  flying.  Bee  page 
907,  for  further  explantion  of  stabilisers. 


Brief  Explanation  of  Aacending  and  Descending. 


When  starting  a  flight,  aviator  enters 
cock-pity  fastens  safety  belt.  Engine  is 
started.  Airplane  then  rolls  swiftly  over 
the  ground  and  with  a  run  of  about  100 
yards,  skimming  the  ground,  the  control 
(20)  is  moved  towards  him.  This  motion 
causes  elevator  surface  (7,  flg.  3,  chart  399) 
to  be  tilted  upward  to  line  of  flight  and  air- 
plane ascends.  The  start  should  be  made 
against  the  wind. 

Starting  of  engine  is  usually  hj  turning  propel- 
ler. A  number  of  modem  airplanes  are  equipped 
with  the  starting  system  explained  on  page  821. 
When  engine  stops  in  mid-air,  if  not  equipped 
with  a  starter,  the  ariator  then  glides  or  spirals 
down.  High  compression  engiuM  can  not  be 
started  bj  movement  of  propeller  with  air.  It  is 
stated  that  the  Gnome  will  start  in  this  manner. 

The  'ascension  can  be  made  in  a  forward 
or  spiral  motion.  If  a  spiral,  at  reasonable 
height,  then  one  side  is  "banked"  or  tilted 
by  movement  of  lever  (20)  to  the  right  or 
left  side.  If  the  turn  is  to  the  left,  the 
right  aileron  is  lowered,  which  causes  the 
air  to  "pocket"  against  the  aileron  sur- 
face, creating  pressure,  therefore  the  right 
wing  is  raised  higher,  at  the  same  time  the 
rudder  is  turned  to  the  left.  The  elevator 
is  raised  sufficiently  to  keep  the  wing  sur- 
face at  the  proper  climbing  angle. 

tWhen  descending,  engine  is  throttled 
down  to  about  250  or  300  r.  p.  m.  and  ma- 
chine is  "nosed-down"  by  movement  of 
elevator  down.  Descent  is  made  with  a 
straight   forward   glide   or   wide    circle    or 


spiral,  by  movement  of  aileron  or  rudder. 
When  within  landing  distance,  the  machine 
is  "straightened-out"  by  movement  of  ele- 
vator. This  straightening  effect,  causes  the 
machine  to  check  its  descension  by  a  sudden 
air  pressure  under  main  wings.  By  skill- 
fully maneuvering  of  elevator,  the  machine, 
after  skimming  over  the  ground,  finally 
stops  with  tail-skid  striking  the  ground  first, 
(flg.  8,  page  906).  The  wheels  touch  the 
ground  last.  Engine  is  then  stopped.  Land- 
ings are  always  made  against  the  wind. 

It  is  difficult  for  the  beginner  to  Judge 
Just  where  to  "straighteii-oitt'*  prepaid- 
tory  to  landing.  When  he  straightens  out 
too  soon,  this  often  results  in  a  novice  land- 
ing "tail-heavy,"  breaking  the  tail  skids. 
When  he  does  not  stridghten-out  soon 
enough,  the  result  is  the  wheels  strike  the 
ground,  and  this  braking  effect  causes  the 
plane  to  "nose-over,"  breaking  propdler 
and  bending  engine  crank  shaft — tee  fig.  30, 
chart  401. 

When  engine  etops  in  mid  air,  the  usual 
procedure  is  to  "glide"  or  "spiral"  or 
"volplane"  to  ground,  as  explained.  Land- 
ing is  just  as  easy  as  if  engine  was  running, 
except  one  must  take  chances  on  condition 
of  ground  where  he  lands. 

Gliding  is  a  straight  forward  down  move- 
ment just  steep  enough  to  assume  effective 
control  of  the  ship  with  power  off.  This  is 
also  called  volplaning. 


There  are  two  essential  factors  necessary 
in  order  that  the  airplane,  a  heavler-than- 
air  machine,  rise  from  the  ground.  They 
are  thrust  and  lift. 

There  are  two  factors  which  offer  resist- 
ance to  the  airplane  rising  from  the  ground, 
they  are  known  as  gravity  (resistance  down- 
wards) and  *drift  (resistance  horizontally, 
also  known  as  "head-resistance.") 

The  aerial  screw  or  propeller  produces 
the  thrust  through  the  air,  which  overcomes 
the  resistance ,  or  drift.  The  lift  increases 
as  the  speed  of  the  thrust  increases,  there- 
fore gravity  is  overcome  and  result  is  the 
wings  have  a  lifting  effect,  produced  as  will 
be  explained. 

It  is  well  to  note  that,  for  an  airplane  to 
be  supported  in  the  air,  it  is  essential  that 
it  be  kept  in  motion  through  the  air  and  not 
by  the  motion  of  the  air  past  the  airplane 
stationary.  In  other  words,  the  mass  of  air 
engaged,  the  velocity  and  force  the  wing 
surfaces  engage  the  air,  is  the  theory  ad- 
vanced for  the  support  of  the  plane  in  the 
air. 


Principle  of  Tlight. 

How  this  lifting  effect  la  brought  about, 
is  explained  as  follows: 


PARTIAL  VACUUM 
OR  LESS  PRESSURE 
WHICH  OFFERS  LESS 
RESISTANCE  TO  LIFT 


LINE  OF  FLIGHT 
OR  MOTION  ^  p  I 

center  of  pressure-^  *' 

Where  air  is  compressed 
gjvino  a  tendency  to  lift 
varies— bee  text. 

Supporting  and  lifting  effect  under  wing: 
The  wing  surface  is  (W).  The  horizontal 
line  we  will  call  the  direction  of  "line-of- 
flight-or-motion. "  The  dotted  lines  repre- 
sent the  wind  or  air  current,  and  at  another 
point,  say  one-third  of  the  way  back  from 
front  or  leading  edge  of  wing  tip,  is  the 
"center-of -pressure"  or  (C.  P. — ^which  va^ 
ries,  as  will  be  explained  later).  Am  the  bot- 
tom of  the  wing  meets  the  air,  it  results  in 


tThe  puri>osp  of  running  en^rine  slowly  was  to  have  power  to  aicend  again  if  the  landinf  was  not 
faTOrable.  The  machine  will  slightlj  nose-down  when  power  of  propeller  or  thruat  la  off.  If  noaed- 
down  too  much  descent  will  be  too  rapid.  •^Warplnf  of  wing  tips  ia  a  similar  action  as  lowtring 
the  aileron  and  for  same  purpose,  see  chart  403. 

*I>rift  also  refers  to  resistance  offered  hj  the  shape  of  wings,  strata,  et«..  or  any  othar  factors  wbiok 
would  hara  a  tendency  to  oppose  lift. 

*A  spiral  is  made  when  space  is  limited  in  landing.     A  glide  asoally  carries  one  a  great  distance. 


Fig.    I — Aa   exifffarAtttd   II- 

luitFAtlcn   of   coatrol   IflTcri 

"atick-cuBtrol/' 

Flff.  2 — Ad  emgrvraied  11- 
laatr^tLaQ  iliOTTing  a  *  ^  wheal- 
eontral/*  e*11ed  the  "Dtp" 
eoiitrol .     t  ^BP  erdaflii  a . ) 


l**ELEVMOQ  CABi-E^J 


Name  and  Purpose  of  Control  Levers  and  Instruments. 


20 — Control  stick  (on  mftny  machines  a  wheel  con- 
trol is  usod  fts  per  flg.  2).  This  lever  controls 
the  moTement  of  ailerons  (9,  chart  899)  by  mov- 
ing to  either  side.  By  moving  forward  and  back 
it  operates  the  elevators  (7.  chart  899). 

21 — Aileron  cabla  or  wires;  22 — ^Elevator  cable  or 
wires;  23 — Rudder  foot  control;  24 — Rudder 
cables;  25 — ^Ignition  or  magneto  switches;  26— 
Carburetor  throttle  lever;  27 — ^Ignition  advance 
lever;  28 — ^Map  holder;  29 — Thumb  nut  for  roll- 
ing map. 

SO — Tachometer,  similar  to  a  speedometer.  Indi- 
cates number  of  revolutions  of  engine  crank 
shaft,    connected   by   flexible   shaft;    31 — Clock. 

S2 — Temperature  thermometer,  or  indicator,  is  for 
the  same  purpose  as  the  * 'motor-meter,*'  ex- 
plained on  page  188.  This  instrument,  however, 
instead  of  being  placed  in  the  top  of  the  radia- 
tor cap,  is  placed  in  view  of  the  aviator  by  con- 
nection of  an  extension  pipe.  It  is  also  often 
installed  directly  in  the  water  pipe,  coming  from 
the  cylinder  nearest  the  propeller.  Due  to  the 
fact  that  if  water  becomes  low  in  radiator,  it 
does  not  operate  properly — hence  reason  for  plac- 
ing it   in   the  water  pipe. 

SS — ^Altimeter,  which  indicates  the  height.  The 
barometer  of  the  aneroid  type  is  also  used  for 
this  purpose  which  indicates  the  height  by  in- 
dicating the  density  of  the  air.  The  higher  the 
altitude,    lighter    the   air   and    less    the    gravity. 

S4 — Oil  pressure  gauge,  indicates  oil  pressure  of 
engine   oiling   system. 

S5— Gasoline  gauge,  indicates  pressure  of  air  in 
gasoline  tank.  The  pressure  fuel  system  is  in 
general  use,  per  page  854   (see  also  page  909). 

S6 — Banking  indicator,  stAnds  at  zero  or  center 
when  a  machine  is  on  a  level — when  wings  bank 
or  tip  to  the  side,  the  needle  moves  accordingly 
from  either  side  of  zero.  This  instrument  is 
also    termed   an   Inclinometer. 

The  Inclinometer,  in  other  words,  indicates  angles, 
and  is  nothing  more  than  an  arched  spirit  level. 
One  is  mounted  to  show  angle  at  sides  or  lat- 
eral stability  (side  tips),  and  another  could  be 
mounted  to  show  the  horizontal  stability  or 
**nose-down"  or  "tail-down"  position  (the  air 
■peed  indicator  is  also  suitable  for  this). 


37 — ^Wind  akield;  F — Compass,  indicaiea  direction. 
Air  speed  indicator,  a  type  called  the  "Foxboro." 
(not  illustrated)  consists  of  a  very  strong  and  ac- 
curate low-range  indicating  differential  pressure 
gauge.  Indicates  the  air  pressure.  For  instance, 
a  nose-down  direction  will  show  an  increase  of  air 
pressure  and  a  tail-down  a  decrease.  Therefore,  in 
a  way,  it  serves  as  an  inclinometer. 

The  instrument  is  located  at  any  current  point  to 
be  observed  by  the  pilot,  and  is  connected  to  a 
Pitot  tube  or  nossle  by  means  of  smooth  copper 
tubing. 

The  scale  on  the  indicating  part  of  instrument  is 
calibrated  to  read  in  the  unit  of  miles  per  hour,  this 
being  the  relative  wind  or  force,  acting  against 
the  planes  of  the  machine  and  holding  it  in  the 
state  of  buoyancy. 

The  nozzle  is  especially  calibrated  for  use  with 
these  instruments,  and  is  usually  located  on  one  of 
the  forward  midwing  struts  with  the  nossle  point- 
ing in  the  direction  of  motion,  so  made  that  water 
or  moisture  cannot  enter,  (see  page  800  for  prin- 
ciple of  Pitot  tube.) 

The  throttle  lever  is  used  to  govern  speed  dur- 
ing flight.  The  spark  lever  is  retarded  when  start- 
ing engine  on  the  ground  and  advanced  after  en- 
gine is  started  and  then  advanced  and  left  in 
this   position. 

There  are  usually  two  magnotoa  for  ongi&o,  a 
separate  switch  is  provided  for  each  ignition  unit. 

Control  movementa:  To  ascend,  pull  lever  (20) 
back,  this  ])laces  elevator  up.  To  descend,  move 
(20)  forward,  places  elevator  down  position.  To 
balance  machine  if  inclined  to  right,  move  (20)  to 
the  left  side,  this  lowers  right  aileron,  which  causes 
right  wing  to  raise.  To  balance^  if  inclined  to  left, 
move  (20)  to  right  side,  this  lowers  left  aileron. 
causing  left  wing  to  raise.  To  turn  to  Tight,  first 
"bank"  or  tilt  machine  to  the  right,  by  moving 
(20)  to  the  right  side,  lowering  aileron  on  left. 
raising  left  wing,  then  move  rudder  to  right  by 
movement  of  rudder  bar  (28),  right  side.  To  t«ni 
to  the  left,  "bank"  to  the  left  and  rudder  to  the 
left.     Neutral  position;   elevators  are  level  position 

also  ailerons  and  23  and  20  in  vertical  poeition. 


OHABT  NO.  400 — Control  I«evers  and  Instruments.     See  also  page  921. 

At  high  alUtiides  the  air  is  lighter  or  less  dense,  therefore  lack  of  air  causes  a  decrease  of  about  ten  per  eent  ef 
engine  power  at  and  above  6000  feet.  Carburetors  are  designed  with  air  openings  w)iich  can  be  opened  wider  at 
kigb  alCitudef  io  order  to  increase  sir  supply  to  carburetor. 


AIRPLANES. 


906 


the  air  striking  the  under  part  of  wing, 
when  it  is  compressed,  causing  it  to  **pnsh 
ap  against  the  under  surface  of  the  wing 
and  is  gradually  diverged  downward,  thereby 
giving  the  wing  its  supporting  effect. 


Fig  I A 


X^A 


Thfi  ii  further  demonntrated  by  the  wingi  of 
a  gull  (fig.  lA).  We  will  assume  that  the  gull 
is  making  a  flight  in  a  horizontal  direction  as 
per  ••line-of-flighf  •  (fig.  1).  The  wings  would 
assume  a  horisontal  lifting  position  as  ahowB,  (B). 

Llftlxig  effect  above  wing.  Over  the  up- 
per surface  of  the  wing  the  opposite  action 
is  taking  place. 

Instead  of  pressure  above  the  wing,  a 
partial  vacuum  is  created  by  the  air  strik- 
ing the  forward  edge  of  the  wing  and  be- 
ing deflected  upwards  and  over  a  greater 
part  of  the  wing  surface  as  sho^m  in  fig.  1. 
In  other  words,  meaning  that  there  is  very 
slight  air  pressure  above.  The  result  is 
that  if  the  pressure  below  the  wing  is 
greater  than  above  it,  and  a  partial  vacuum 
is  created  above  the  wing,  the  mass  of  air 
engaged  under  the  wing  by  motion  pro- 
duced by  the  thrust  of  the  propeller,  will 
cause  the  wing  to  have  a  lifting  effect. 
This  is  the  fundamental  principle  of  flight. 

To  demonstrate  tke  theory  that  a  partial 
vacuum  Is  created  above  the  upper  surface 


^LINE  OF  FLIGHT  ORT  MOTION 

Wangle  of  incidence 

Angle-of -incidence;  W,  is  the  wing;  O,  is 
the' center  line  of  wing  from  which  we  will 
base  our 'angle.  The  line-of -flight  or  motion 
is  shown  below  it. 

The  angle  between  this  line  (0)  and  the 
line-of -motion  is  termed  the  "angle  of  in- 
cidence" and  right  here,  together  with  the 
curve  or  camber  of  the  wing,  is  what  gov- 
erns the  lifting  capabilities  of  an  airplane, 
of  course  assuming  that  the  thrust  is  equal. 

Camber  of  the  wing,  or  the  curve,  is  nec- 
essary on  top  as  well  as  on  the  bottom. 
The  camber  varies  with  the  angle-of-inci- 
dence.  The  greater  the  velocity,  the  less 
"camber"  and  "  angle-of -incidence. " 

For  great  lifting  at  steep  incline  or  angle, 
the  wing  with  a  greater  curve  or  camber  is 
designed.  But,  when  a  wing  is  designed 
for  great  lift,  speed  is  sacrificed. 

For  great  speed,  the  wings  are  not  cam- 
bered or  curved  as  much.  When  designed 
for  speed,  then  extreme  lift  per  square  foot 
of  surface  is  sacrificed. 
•  Airplanes  designed  for  high  speed  cannot 
land  at  slow  speed. 

Airplanes  designed  for  landing  slow  and 
safe  and  getting  off  the  ground  quickly, 
then  sacrifice  high  speed. 

When  airplanes  are  alow  qieed  they  are 
likely  to  encounter  "air-pockets" — ^mean- 
ing that  if  a  gust  of  wind  traveling  at  a 
greater  *speed  increase  than  the  flying  range 
of  the  aiiplane,  should  strike  the  iJrplane 
from  the  rear  when  flying,  the  result  would 
be  that  the  plane  would  drop,  due  to  the  air 
support  being  taken  out  from  under  the  wings. 
To  overcome  this,  the  aviator  "noses-down" 
until  greater  speed  is  obtained  when  he 
"straightens-out"  again  and  assumes  his 
climbing  angle. 

The  aim  of  designers  therefore,  is  to  pro- 
duce a  machine  which  will  get  off  the  ground 
quickly,  lift,  have  maximum  speed  and  land 
at  a  safe  speed. 

The  lift  decreases  at  higher  altitudes,  due 
to  the  fact  that  the  air  is  lighter  or  less 
dense,  which  affects  the  operation  of  engine. 
There  is  also  a  limit  to  the  climbing  altitude 
of  a  machine,  for  instance,  it  will  be  seen 
that  the  higher  speed  the  plane  is  put  to, 
the  greater  will  be  the  pressure  below  the 
wing  and  also  the  vacuum  above,  so  that 
after  the  vertical  pressure  on  the  wing 
equals  the  weight  of  the  machine,  any  fur- 
ther pressure  on  account  of  higher  speed 
would  tend  to  flatten  out  the  angle  at  which 
the  wing  is  flying,  reducing  the  angle,  bring- 
ing it  more  to  a  straight  line,  causing  the 
airplane  to  travel  in  a  horizontal  line  in- 
stead of  lifting  it  upwards. 

**The  air  must  meet  the  wing  surface  at  such  an  angle  that  a  downward  Telocity  be  giren  to  it  after 
the  plane  has  passed  over  it.  The  actual  Telocity  required  will  depend  upon  the  weight  to  be  carried 
and  th9  supporting  surface  that  is  used. 
*It  is  rar«  that  a  wind  gust  appears  with  over  a  20  miles  an  hour  increase  in  sir  ipMd,  so  that  if 
any  plane  today  has  a  speed  range  of  20  miles  per  hour — aay  from  40  to  60  or  50  to  80 — this  plane  is 
practically  free  from  the  effect  of  this  type  of  '*e{r  pocket."  (from  * 'Acquiring  Wings" — see  foot 
note  page  907.) 


of  a  cnnred  wing;  take  a  sheet  of  paper 
and  hold  it  as  shown  in  illustration  fig.  IB. 
If  you  blow  horizontally  on  the  edge  at 
B,  along  the  upper  face,  the  rear  of  the  pa- 
per will  rise  (L).  Blowing  along  the  under 
surface  will  be  found  to  have  a  much  less 
steady  effect  in  lifting  the  rear  end. 

If  we  now  hinge  the  rear  (flg.  IC),  at  about 
\i  of  its  length  and  curve  it  down,  blowing 
along  the  upper  surface  of  the  sheet,  the 
rear  hinged  portion  will  lift  almost  verti- 
cally in  the  sir  and  right  in  the  face  of  the 
wind,  whereas  if  the  hinged  portion  be  kept 
flat  it  will  not  lift,  and  if  rear  end  is  curved 
upward  it  will  only  vibrate  and  act  as  a 
drag  to  the  lifting  effect  of  the  sheet  or 
plane  forward  of  the  hinge. 

This  brings  out  the  fact  that  a  curved 
plane  is  necessary  and  the  hinged  portion 
explains  how  the  ailerons  give  a  lifting 
effect  to  that  side  of  the  plane  when  lowered. 

There  are  a  number  of  factors  that  must 
be  considered  in  order  to  obtain  the  best 
lifting  effect.  Two  particularly,  are  the 
curve  or  "camber"  of  the  wing  and  the 
"angle"  it  is  placed  in  relation  to  the 
"line-of -motion"  or  flight,  as  will  be  ex- 
plained. 


906 


AIRPLANE  SUPPLEMENT. 


EmpeonAgo. 

Th«  flmpenxuige  is  the  tail  assembly. 

Flf.  21 — ^Top  view  of 
rear  control  mem* 
bera:  8 — atabilisera; 
B  —  eleTatora  which 
are  hinged  and  oper- 
ated from  seat  by 
control  (80,  chart 
400)  ;  B  —  Tertical 
radder,  operated  by 
rudder  foot  bar  (28). 

Flf.  21A— Side  Tiew 
of  abore.  The  tail-skid  (W)  is  a  form  of 
shock-absorber,  which  prevents  damage  to 
rear  when  landhig. 

*Flylng  Tenns. 

A  nose-dive  (l);  occurs  when  a  descent  is 
made  at  too  great  a  speed  and  too  steep  an 
angle,  so  that  supporting  pressure  is  lost. 
Oonsiderable  rudder  and  elevator  action  is 
necessary  to  place  machine  horisontally  again. 
Tail  spin  (2);  machine  in  vertical  position, 
tail-up  and  being  turned  in  a  spiral,  due  to 
several  causes.  One  cause,  is  due  to  failure 
of  rudder  or  elevator  to  operate,  after  mak- 
ing a  "nose-dive,"  causing  machine  to  be 
forced  into  a  small  spiral — a  very  bad  and 
dangerous  predicament. 

Spiral  (8) ;  to  descend  or  ascend  in  a  spiral 
or  wide  circle. 

A  loop  (4) ;  speed  is  gained  by  a  steep  dive, 
then  with  movement  of  elevator  the  loop  is 
made  with  power  on.  After  looping,  eleva- 
tor is  used  to  straighten  out. 


i. 


yo 


S<c:.-> 

Vc: 

SMUk* 

7  * 


•avi.  '3161  3Uf  i^O.riC. 

Stall  (5) ;  when  trying  to  climb  at  too  steep 
an  angles  new  pilots  sometimes  allow  their 
machines  to  slow  down  below  their  support- 
ing speed,  when  they  "stall"  and  drop  tail- 
flrst  or  "tail-slide"  as  shown.  This  used  to 
be  a  dangerous  happening,  but  if  sufficiently 
high  in  the  air,  modem  stable  type  machiuM 
will  recover  as  shown  in  dotted  lines  (re- 
covery). 

Side-slip  (7);  caused  generally  by  taking  a 
turn  with  insufficient  banking,  which  causes 
the  wings  to  lose  their  sustaining  effort,  once 
forward  motion  is  stopped.  Fliers  who  know 
how  can  now  slip  for  hundreds  of  feet  and 
right  themselves  safely   (see  page  907). 


Banking 
tilted    to 
turning, 
slide-slip 
banking. 


(0) ;  means  that  the  machine  is 
right  or  left  side.  Necessary  in 
Too  great  an  angle  will  cause  a 
(7).     See  page  000  for  method  of 


Landing. 

The  proper  method  to  land  is  per  (8)  above, 
and  per  page  908 — tail  first. 


Fig.  29 — Wken 
landing,  '  'tail- 
heavy,"  the 
tail  skids  (T) 
are  broken. 


Flf.  SO — When  landing  "nose-heavy,"  due 
to  not  straightening  out  soon  enough  (see 
page  908),  the  propeller  is  broken  and  crank- 
ihift  bent.  These  are  common  occurrences 
la  training  schools. 


Dlliadxal  sad  Aspect-Batio. 


FlS^ 


Fig.  7— The  Dili*- 
dral  angle  of  an 
airplane  is  the  up- 
ward tut  fiven  to 
the   winfs,    or   the 


auf  le  they  are  to  each  other  aa  shown 
at  A.  Note  (B)  in  center  ia  lower. 
The  purpose  is  to  assist  lateral  sUbil- 
ity.  Quite  often  it  is  possible  to  tell 
the  make  of  machine  in  the  air  by  ita 
"Dihedral,"  as  this  varies  on  different 
makes. 

Flf    8 — ^A    low-aspect-raiio    airplane. 
Note  the  "chord"  or  width  of  wing  is 
broad  and  "spread  or  span"  is  short. 
Flf.    9 — ^A   hifh-aspect  ratio    airplane. 
Note  the  "chord"  is  narrow  and  the 
"span"  is  long.     The  spread  or  span 
divided  by  the  chord  gives  the  aspect- 
ratio.     The   same   area   surface   is   in 
each.     Large    slow    machines    usually 
have  high-aspect-ratio   and   speed-scouU,   low    aspect.     See 
page  907.     The  high  aapect  is  most  efficient. 
Leading  edge,  is  the  front  part  of  wing;  trailing  edg%  rear. 
Horisontal  and  Climbing  Anglo. 

A ^Horisontal  flight;   the  propeller  thrust   (T)    is  alighUy 

below  the  horisontal  line  (H).  Although  this  would  appear 
to  be  descending,  the  thrust  of  propeller,  when  wings  are 
at  a  low  angle,  would  have  a  tendency  to  keep  maehint 
in  a  horisontal  poaition.  This  gives  greater  speed  when 
flying  at  low  altitudea  in  a  horisontal  direction. 
B— Low  angle  of  dimb;  the  propeller  thmat  (T)  is  nov 
horisontal,  also  line  (H).  This  gives  a  slight  increase  of 
angle  to  wings,  therefore  there  would  be  a  slight  angle  of 
climb  at  low  altitudes.  The  speed  is  leas  however,  as 
the  increase  of  angle  of  wing  surface  to  the  air  produces 
greater  lift  but  less  speed. 
0 — Olimbing  angle;  the  pro- 
peller thrust  (T)  is  now 
slightly  above  the  horison- 
tal line  (H);  which  gives 
a  slightly  greater  angle  to 
the  wings*  'Hiis  is  con- 
sidered the  best  climbing 
angle.  The  speed  how- 
ever is  less  than  in  (B). 
as  the  resistance  ia  greater. 
D — ^Extreme  climbing  angle; 
the  propeller  thrust  (T)  is 
now  considerably  above  the 
horisontal  line  (H).  The 
angle  of  wings  ifc  increased 
stlu  more— result  is  greater 
lift  or  angle  of  climb,  but  . 
resistance  is  still  greater, 
therefore  speed  is  less  than 
in  horisontal  climb  and  B 
&  0  climb. 

Fig.  12 — ^Excessive  climbing 
angle;  the  wings  are  now 
placed  at  a  still  greater 
angle.  The  center  of  pres- 
sure (OP)  works  to  the 
rear  of  the  wing,  giving  a 
tendency  to  oppose  the 
thrust  by  the  wind  pocket- 
ing at  the  rear  and  trying 
to  raise  rear  of  curved  wing 
which  causes  great  resist- 
ance therefore  considerably 
leas  speed  and  the  machine 
instead  of  climbing  will 
move  horizontally  (or  stall, 
page   907). 

If  the  angle  is  increased  to 
a    greater    extent    the    cen- 
ter-of-pressure     will      work 
out  from  under  rear  of  wing,  as  explained  on  page  905,  and 
result  will  be  a  drop. 

Koto;  illustrations  are  exaggerated  in  order  to  more  clearly 
explain  the  ill  effect  of  climbing  at  too  great  an  angle. 
Fig.  18 — ^The  thrust  line  (T)  is  the  line  running  from 
rear,  through  center  of  propeller.  The  lift  line  (L)  is 
the  line  slightly  back  of  the  gravity  line  (G).  The  grav- 
ity line  is  or  should  always  be  slightly  forward  of  tho  lift 
line,  due  to  the  fact  that  the  machine  should  be  "noee- 
heavy"  and  not  "tail-heavy"  when  gliding,  with  power 
off.  When  power  is  on  the  thrust  overcomes  this  tendeney 
of  nose-heavy.  In  other  words  if  the  power  is  off  H  is 
important  that'  the  machine  descend  "nose-down**  instead 
of  "tail-down."     The  drift  line  (D)  is  above  thmat  Uati 


Fig.  IS 


OBABT  NQ.  401— Miscellaneous  Airplane  Information. 

*0#vanil  of  these  illustratioas   from  Acquiring  Wings — see  foot  note  page  907. 
tfifreef. 


See  page  98  for 


AISPLANES. 


907 


When  climbing,  tlimra  is  a  minimum  and  a 
mazlmnm  angle.  The  minimum  angle  gives 
the  greater  velocity  and  maximum  less  vel- 
ocity. Too  great  an  angle  would  cause  ma- 
chine to  faU — because  the  center  of  pres- 
sure would  be  changed  as  explained  in  the 
next  paragraph. 

Oentor  of  pressure  is  continually  changing. 
For  instance,  when  the  "angle-of -incidence " 
is  about  7  degrees  between,  the  line  (O) 
and  line  of  motion  (fig.  2) ;  as  this  angle  is 
increased,  the  center  of  pressure  moves  to- 
ward the  rear,  therefore,  if  angle  is  too 
great,  the  center  of  pressure  would  move 
from  point  where  it  would  properly  support 
the  wing  surface  and  result  would  be  a  fall. 


Fig.  4  Fig.  0 

Fif.  4     A  stabiliser  wing  is  nsaallj  slishtly  eurred 
fti  both  ends. 

Fig.    6.     A    wing    for    the    control    surfaces,    are 
asaally  double  convex  type. 


AERDROME — a  field   or  grounds  used  for  fljing 
purposes. 

AEROFOIL — a  cambered,  or  curved  wing,  or  the 
lifting  surface — but  curved. 

AERONAUT — one   who   follows   the   profession  of 
flying. 

Bg;   which 


AEROPLANE — a  machine  used  for  flyini 
is  power  driven  and  heavier  than  air. 

AILERON — a  wing  of  smaller  sise  placed  usually 
as  shown  in  flg.  8,  chart  300.  Produces  a  side 
or   lateral   tilt. 

AIRPLANE — same   as   aeroplane. 

AIR-RESISTANOE — the  resistance  offered  to  the 
thrust  of  the  machine — approximately  four 
timet  as  much  power  is  required  if  it  is  de- 
sired to  double  the  speed. 

AIRSHIP— a  balloon  type,   lighter  than   air. 

ANGLE  OF  INOIDBNOE— the  angle  that  the  line 
(O),  page  006.  flg.  a,  makes  with  the  line  of 
motion  or  flight. 

ASPECT  RATIO — if  a  wing  is  aiz  times  as  long 
as  it  is  deep,  having  a  spread  or  span  equal  to 
six  times  the  chord,  it  hss  an  aspect-ratio  of 
six.  which  is  about  the  average  for  training 
biplanes.  Anything  much  above  this  would  be 
called  a  high-aspect  ratio,  whereas  wings  three 
times  as  long  as  they  are  deep,  would  be  said 
to  have  a  low  aspect-ratio.  See  flgs.  8  and  0. 
page  006. 

AERIAL  SOREW — the  propeller. 

BANKING — a  term  applied  to  the  side  tipping  of 
an  airplane  wheo  turning. 

BAROGRAPH— records  the  altitude  reached. 

BAROMETERr— the  aneroid  type  indicates  the  alti- 
tude by  density  of  the  air. 

OAMBER — a  curved  surface  usually  applied  to 
the  curve  of  the  wing  or  propeller. 

CENTER  OF  GRAVITY — a  vertical  center  line 
which  would  be  termed  the  weight  center. 

CENTER  OF  PRESSURE — a  point  under  wing, 
from  front  edge  where  pressure  is  centered  to 
greatest  compression  or  balance. 

CENTER  OF  THRUST — a  line  running  from  cen- 
ter of  aerial  screw  to  rear,  flg.  18,  page  906. 

CHORD — the  width  of  the  wing. 

DENSITY — compactness;  mass  of  matter  per  unit 

of  volume. 
DRIFT — this  word   and  resistance  are  analogous, 

applies  to  the  resistance  offered  to  a  machine 

when  moving  forward. 
DIHEDRAL — see  flg.  7.  chart  401. 
ELEVATOR— a  smaU  wing  (see  flg.  8,  chart  800). 

for  ascending  or  descending. 
FORCED  LANDING — a    landing    necessitated    by 

reason  of  impaired  engine. 
FUSELAGE — the   framework   of   an   airplane,   see 

flg.  8.  chart  800. 


Purpose  of  stabilisers;  if  eenter  of  pres- 
sure moves  forward,  the  rear  of  machine  has 
a  tendenej  to  drop,  tail-down,  therefore 
stabilizers  (6,  fig.  8,  chart  899)  are  pro- 
vided to  assist  &  stabilizing  or  balancing 
the  rear,  also  prevents  pitching  forward. 
This  is  known  as  "longitudinal  stability." 
Stfl^ilizer  wing  surfaces — see  fig.  4. 

Lateral  stability  is  necessary  to  prevent 
side  tipping.  This  lateral  balance  is  usually 
maintiuned  by  "warping"  the  wings  or 
movement  of  the  ailerons,  the  latter  method 
being  used  mostly.  On  monoplanes  the 
warping  method  is  used  extensively. 

Directioiial  stability  applies  to  an  airplane 
being  thrown  out  of  its  course  of  travel,  for 
instance,  by  a  sudden  heavy  gust  of  wind. 
When  turning  sharply,  it  is  necessary  to 
make  a  steep  "bank"  (tilting  side  wise). 
If  this  banking  is  extreme,  then  the  plane 
"side-flUps"  or  falls  (page  906).  This  is 
overcome  by  operating  the  controls  and 
"nosing-down"  until  speed  is  gained  then 
' '  straightening-out. ' ' 

OLOSSABY. 

GRAVITY — the  force  which  draws  a  body  to  the 
earth.  The  higher  the  altitude^  less  the  grar- 
ity. 

GLIDING — a  term  need  when  descending  with 
power  of  engine  off. 

GYROSOOPE — to  giro  steadiness  to  flying  ma- 
chines. Intended  to  keep  machine  in  upright 
position. 

A  place 


HANGAR— similar  purpose  as  a  garage, 
or  shed  for  airplane. 

LATERAL  STABILITY— the  stabiUty  of  an  air- 
plane.    To  oppose  lateral  or  side  tipping. 

LONGITUDINAL  STABILITY— the  stability  of  an 
airplane.  To  oppose  tipping  forward  or  back- 
ward. 

LIFT — the  lifting  and  supporting  efTect  of  the 
airplane  wing. 

MONOPLANE — an  airplane  with*  one  pair  of  wings. 
The  monoplane  nsnallr  has  great  speed  as  tUli 
resistance  to  the  wind  is  less. 

PITCH — the  distance  the  aerial  screw  or  propeller 
adTancea  when  completing  a  revolution. 

PLANE — a  lerel  anrfaee.  Usually  applied  to  the 
wings  of  an  airplane,  but  which  are  usually 
curred  or  cambered. 

RUDDER^-«  Tertical  surface  used  for  turning — 
see  flg.  8,  ehart  390. 

RUNNING  GBAR^-the  wheels  and  its  parU  by 
which  the  airplane  lands  and  runs  along  the 
ground. 

SHIP — ^the  airplane. 

SIDE  SLIP— see  page  SOS. 

SPIN — ^when  through  loss  of  flying  speed  ship 
drops  nose  flrst  with  a  rotary  motion. 

STALL — a  ship  stalls  when  it  loses  flying  speed. 

STABILIZER — see  page  908  and  above. 


bserb   the  shock   when   landing,   aee 


SKID — a  support  usually  placed  at  rear  of  aero- 

Slane   to  abse] 
g.  aiA,  -chart  401. 

SKIDDING — a  term  used  when  an  airplane  goes 

to  the  side  further  than  intended  when  turning. 

Also  applies  to  landing. 
TAIL-SLIDE— aee  page  906. 
TAIL  SPIN— aee  chart  401. 
TAKE  OFF — maneuvering    after    leaving    ground 

under   its   own   power. 
TAXYING — ^maneuver  of  ship  on  the  ground  un- 
der its  own  power. 
THRUST — applies  to  the  aerial  screw  or  propeller 

to  push  or  drive  forward. 
TRAILING  EDGE— eee  flg.  f.  ehart  401. 
VOLPLANE— eee  gUding. 
WIND  TUNNEL— a  tunnel  used  for  experimental 

purpoeea  for  airplanes,  employing  artifleial  air 

at  various  pressnrea. 


908 


AIRPLANE  SUPPLEMENT. 


Structural  Parts. 


Strnctnral  p&rtt,  ontsido  of  the  eagioe  or  propelling  ma- 
chinery, cootitts  of  three  psrti  as  followi: 
(1)  the  ftuelige  or  frame  work  or  body;  (2)  the  control 
mombera,  aa  rudder,  elevator  etc..  (3)  the  wingi. 
Tho  faselica  is  nsnally  made  of  light  wood  (sprxiee)  ma- 
terial and  braced  with  wire  and  then  coyered  with  sheet 
alnminnm  or  fabric.  The  control  members  are  shown  in 
charts  404.   401. 

Wing  Oonstruction. 

Tho  wings  are  made  as  follows:  (A)  is  the  main  or  end 
wing  rib,  fig.  25.  which  it 
will  be  noted  is  curved  or 
cambered;  other  Inaldo  ribs 
are  shown;  B  and  Bl,  are 
front  and  rear. 
Spars;  0  and  D  are  thin 
braces  running  through  the 
ribs;  at  the  front  or  ''lead- 
ing-edge." the  material  is 
wood  or  metal;  the  rear  or  "trailing- edge"  is  small  steel 
tubing  and  sometimes  wire. 

The  covering  material  of  wing  completely  covers  wing,  above 
and  below  by  being  sewed  and  then  varnished  with  a  spe- 
cial varnish  or  "dope"  to  make  material  water-proof.  The 
material  used  in  most  instances  is  linen,  unbleacned.  Rub- 
ber proofed  cloths  of  all  kinds  have  been  tried. 


A  Oeared-Down  Propelltfr. 

A  goared-down  propoQor   is   vA#d    (lig.   15) 

where  engine  speed  is  higher  than  desired  for 

propeller. 

Note  the  dtroct-drlvo  propeller,   ehart  407. 

■      I     i 


The  itmts  are  the  uprights  (figs.  28  and  24).  They  are 
made  of  various  msterial.  Spruce  is  used  extensively 
which  comes  frpm  California.  They  are  cut  in  half-lengths, 
center  scooped  out  to  lighten  them  and  glued  together.  Bam- 
boo was  formerly  used  and  steel  tubes  are  sometimes  used. 
The  staggered  strut  is  one  placed  at  an  angle,  between  main 
side  ribs  A  and  Al,  as  shown  in  flg.  24.  This  placea  the 
upper  wing  in  advance  of  the  lower  wing  aa  shown  at  (D). 
which  is  termed  "stagger." 

The  gap  is  the  distance  between  the  upper  and  lower  wing. 
On  a  "staggered"  type,  it  can  be  less  than  when,  struts 
are  vertical  as  shown  in  flg.  28. 

Overhanging  is  a  term  used,  when  the  upper  wing  ia  longer 
than  the  lower  wing  and  projects  over  lower  wing  at  each 
side. 

Bracing  Wires. 

Bracing  wires,  or  as  we  would  term  it.  ^y-wires.  are  neces- 
sary. There  are  usually  cross  wires  in  between  the  ribs 
and  spars  which  are  covered  over  and  cannot  be  seen. 
They  assist  in  supporting  the  wing  frame.  Tbe  wires  at 
end,  per  flg.  24,  are  "incidence  wires."  The  lift  on  the 
upper  wing  causes  a  tension  as  shown  in  arrows.  The  lift 
or  push  under  lower  wing  causes  a  pressure  againat  rear 
strut — flg.  24.  Drift  wires,  flg.  27,  take  the  resistance  of 
the  forward  motion,  the  wires  opposite  are  simply  reinforce- 
ments,   sometimes    called    landing-wires. 


The  wire,  generally  used  is  silver  plated  piano  wire  of  No. 
26   or  28   sise.     Although   stiff,   it  is   not  tempered.     The 
R  method    of    fasten- 

fT^^ymT     feTM    t'    sgyg      kKaCo^^^       i°?  ^ire  !•  Import- 
^^>:>'\r^ — ^^  '       '      -^ —        ^-"W       ant.   Pig.  26,  shows 
I^iK  'i^^  the  end  of  wire  (W) 

looped  and  fastened  in  a  special  fastening  <E).  which  is 
connected  with  a  turn-buckle  (T),  for  tightening.  An  or- 
dinary loop  or  eye  will  give. 


The  exhaust  outlet  of  an 
airplane  engine  is  usually 
arranged   as  shown   at  E. 


Fig.  15 

P — is  propeller  hub;  0 — ^propeller  shaft; 
OS — crank  shafts  D — crank  ahaft  extenaioa; 
E — connecta  through  diac  (B)  driving  gear  A, 
thence  gear  above  it  which  ia  oonneeted  to 
propeller  shaft. 

Early  Model  Wright  BipUha. 
As  a  matter  of  Information  the  iUastrations 
are  shown  of  this  early  machine.  The  eleva- 
tor planes  (V)  are  placed  in  front  of  ma- 
chine. The  one  engine  (M)  drivea  two 
propellers    (H). 

Instead  of  ailerons  the  upper  wlnf  tips  (flg. 
23)  and  lower  wing  tips  (ilg.  24  below)  art 
*  'warped.' '  or  flexed.  *  Thia  is  a  alasilar  ac- 
tion to  lowering  and  raising  the  ailerons  as 
on  other  machines. 

Flg.  18  -        ^ 


IH^ 


<GZI 


:> 


A.     the 

planea ;  V,  the 
forward  elsivatloo 
planes;  Z.  the 
rear  vertical  md- 
dera;  8,  the  for- 
ward iLzed  md- 
d  e  r  a ;  D.  the 
starting  rail,  the 
machine  being 
mounted  on  its  trolley;  M,  the  engine:  0,  the 
driving  chains;  H,  the  propellers;  P.  the  seats 
for  driver  and  passenger;  B — ^radiator. 
For  Instance,  taming  to  the  left;  (1)  radder 
is  brought  to  left;  (2)  aeroplane  then  makea 
turn  and  its  outer  tip  or  wing  riaea:  (8) 
wings  are  flexed  so  that  inner  tip  of  wiac  ia 
depressed  (in  other  words  the  warptna  of  the 
wing  causes  the  angle  of  incidence  to  In- 
crease) and  rudder  is  put  over  to  right;  (4) 
inner  tip  then  lifts  and  tries  to  slow  down. 
but  as  the  rudder  opposes  this  tendency,  the 
machine  is  kept  on  Its  course. 


i 


--.t^    ■  nt« 


X 


^-i|-  ritt^i^; 


Fig.  23— Method  of  'Varplnc'*  the 
wing  tips  on  the  early  Wrl^t  blplaaeu 
Flg.  24— Method  for  "warping**  1 
wing  tips. 


CHART  NO,  402— Miscellaneous  Information. 


AIRPLANE  EirOIMBA 


im 


Spark  PlQgi. 

There  are  usually,  two  spark  plugs  per 
cjlinder  and  due  to  the  fact  that  nearly  all 
airplane  engines  have  overhead  valves,  the 
plugs  are  placed  in  the  side  of  the  eyUnder. 

Spark  plugs  for  airplane  engine  use  must 
be  of  substantial  construction  in  order  that 
they  stand  the  high  compression — ^page  238. 
Engine  Starter. 

The  starting  of  engine  by  turning  pro- 
peller by  hand  was  the  method  formerly  used, 
but  self  starters  are  now  being  placed  on  a 
great  number  of  machines.  The  Ghristensen 
"gasoline  and  air"  method,  explained  on 
page  321  being  a  popular  system. 
Fuel  and  Fuel  System. 

Fuel  used,  is  gasoline.  The  Hall-Seott  Co. 
recommend  gasoline  as  follows;  gravity  58- 
62  deg.,  Baume  A.  Initial  boiling  point 
(Bichmond  method)  102  deg.  Fahr.,  sul- 
phur .014.  Oalorimetric  bomb  test  20610 
B.  T.  U.  per  lb.  This  latter  part  may  read 
like  Greek  to  the  average  student,  but  it 
means  that  the  gasoline  must  be  of  a  test 
which  will  produce  a  certain  heat.  For  in- 
stance, a  piston  10  sq.  in.  head  surface 
and  operating  at  a  speed  of  2000  ft.  per 
minute  would  burn  approximately  0.146  lb. 
of  gasoline  per  minute.  As  one  pound  of 
gasoline  contains  about  19,000  British  Ther- 
mal Units  (the  unit  of  heat— B.T.XJ.)  the 
total  heat  generated  per  minute  in  the  cyl- 
inder would  be  2,774  B.  T.  U.'s  at  sea  leveL 

This  will  give  a  fair  idea  of  the  thermal 
(heat)  conditions  of  an  engine  used  for 
airplane  work  operating  continuously  under 
full  load.  Therefore  the  Calometric  test  is 
a  test  for  measuring  the  heat  produced — 
which  is  an  important  factor  in  airplane 
engines,  (see  page  861,  meaning  of  B.  T.  U.) 

The  fnel  system  used  on  most  airplanes  is 
the  principle  described  on  page  854,  used 
on  the  Packard,  by  which  the  gasoline  is 
forced  to  the  carburetor  by  air  pressure,  but 
instead  of  being  forced  to  carburetor,  the 
gasoline  tank  is  hung  low  and  gasoline  is 
fed  by  pressure  to  a  small  tank  under  upper 
plane,  which  feeds  the  carburetor. 
Lubrication. 

The  force  feed  system  is  the  adopted 
and  standard  method,  an  example  of  same 
is  given  on  page  915.  Note  method  of  *cool- 
ing  the  oil. 

**Ck>mpresaion. 

The  compression  of  airplane  engines  is 
somewhat  greater  than  on  automobile  en- 
gines. As  a  rule  the  explosion  pressure  is 
four  times  the  absolute  compression  pres- 
sure based  on  the  assumption  that  the  cyl- 
inder is  filled  with  charge  to  atmospheric 
pressure  at  the  beginning  of  the  eompres- 
sion  stroke. 

The  water  cooled  enfrine  with  multiple  of  eylindert  developing  Urge  hone-power  with  eylindert  made  of 
alnminam  with  Bteel  or  cast  iron  linera  and  thoae  with  iteel  cyiindera  with  welded  steel  Jackets  are 
proving  to  be  the  snccessfnl  types  of  airplane  engines.  *Se«  also  page  293 — Dixie  magneto. 
•The  reason  for  cooling  the  oU  is  due  to  the  fact  that  an  airplane  engine  usually  runs  at  full  power 
for  long  periods  of  time  and  considerable  heat  it  generated.  When  petroleum  oils  are  treated  with  air 
and  oxygen  at  temperatures  above  800*  V.,  water  and  carbon  dioxide  are  readily  formed.  The  oil 
also  loses  its  heavy  lubricating  film,  so  very  necessary  between  bearing  surfaces,  snd  thins  down  to  a 
point  where  the  lubricating  film  is  lost.  Henee  advantagea  of  keeping  oil  at  a  low  tempermtnre. 
••The  compression  on  a  motorcycle  engine,  per  Insert  No.  S,  as  a  general  rule  is  also  rather  high 
where  speed  is  desired,  but  on  the  U.  8.  A.  motorcycle  engine,  the  compression  Is  slightly  lower  than 
the  average.  This  somewhat  depresses  the  power  curve,  but  engine  will  run  better  on  wide  open 
throttle  at  lower  speed,  enabling  machine  to  "hang-on"  with  great  tenacity  and  pnll  with  power 
through  sand,  mud.  etc.  The  U.  8.  A.  motorcycle  engine  is  similar  to  engine  shown  on  Insert  No.  8. 
with  overhead  inlet  valves  at  45  degrees.     Bee  also  pages  718.  817.  688.  686.  640  on  compression. 


There  are  a  score  or  more  airplane  engines. 
To  deal  with  all  would  require  a  book  in 
itself,  therefore  only  typicid  examples  will 
be  shown. 

Types  of  Engines. 

We  will  classify  airplane  engines  as 
"fixed  type"  and  "revolving  cylinder 
type." 

The  fixed  type  is  where  engine  cylinders 
are  stationary  and  are  made  in  4  and  6 
cylinder  vertical  and  8  and  12  cylinder 
"V  type.  This  is  the  type  in  general  use 
and  is  similar  in  principle  to  the  automobile 
engine,  especially  of  the  racing  type,  which 
is  designed  for  running  at  maximum  speed 
for  long  periods  of  time. 

The  8  and  12  cylinder  <<V"  engines  are 
very  popular,  due  to  the  low  weight  per 
horse-power.  The  flywheel  is  practicily 
eliminated,  as  the  propeller  takes  its  place. 

The  revolving  cylinder  or  "rotary-cylin- 
der" type  is  the  Gnome,  (chart  403),  a 
French  invention.  This  style  of  engine  was 
used  extensively  in  small,  high  speed,  single 
seated  machines.    Another  is  the  La  Bhone. 

A  German  machine  used  an  engine  of  this  type, 
called  the  Fokker,  but  it  was  copied  from  the 
French.  Roland  Garros  was  the  father  of  it.  He 
used  a  Moraoe-8anIenier.  a  small,  fast,  single- 
seater  of  French  design,  using  the  Gnome  engine. 
Garros  contributed  to  its  development  of  adding 
the  method  of  synchronising  the  time  of  gun  shot 
with  time  of  propeUer,  in  other  words,  so  that  he 
could  shoot  directly  ahead  yet  not  damage  the 
propeller.  This  machine  was  captured  by  the  Ger- 
mans and  improved  and  renamed  the  Fokker. 
These  machines  were  soon  discarded  in  favor  of 
Biplanes.  The  rotary  engine  has  also  given  way 
to  the  fixed  engine  of  the  automobile  style  with  a 
multiple  of  cylinders,  lighter  and  more  powerful. 

^Airplane  Engine  Ignition. 

Ignition  is  usually  by  magneto.  Two 
separate  systems  are  usually  provided,  each 
having  separate  wiring  and  plugs. 

For  instance,  on  the  Wisconsin  6  cylinder 
angina,  chart  405,  there  are  two  6  cylinder 
magnetos.  Both  operate  at  the  same  time, 
and  both  are  connected  to  the  same  spark 
advance  lever.  Should  one  fail,  the  other 
will  still  operate  engine,  but  with  slight 
loss  in  power. 

On  the  Wisconsin  12  cylinder  engine, 
there  are  four  6  cylinder  magnetos,  two 
for  each  set  of  six  cylinders.  See  chart  404, 
fig.  3,  (M1-M2).  On  twelve  cylinder  en- 
gines— two  12  cylinder  magnetos  could  and 
are  used  on  some  of  the  other  makes  of 
engines.  See  pages  290  to  292  and  InseH 
for    ' '  Dixie ' '    magneto. 

On  the  Hall-Scott  6  cylinder  engine,  two 
<  cylinder  magnetos  are  used  and  driven  as 
shown  in  chart  407. 

On  the  Sturtevant  8  cylinder  engine, 
chart  405,  there  are  two  8  cylinder  mag^netos. 
Therefore  it  will  be  noted  that  double  igni- 
tion is  provided. 


ns 


-».;p— -=» 


AIRPLANE  ENGINES. 


91 


Gnome    Ifnition — eontinaed. 

In  the  Onom»  ■•▼en-cyUnder  engine  there  nre 
three  and  *  half  explosioni  per  revolution,  or 
MTen  OTory  two  revolutions.  The  firing  order 
it  1.8.5.7.2-4-6. 

Xn  th»  fovrteoi-eylinder  engine  the  firing  or- 
der it  the  lame,  with  one  let  of  cylinderi  alter- 
nating with  the  other  and  giving  twice  as  many 
ezploiiona  per  revolution. 

The  wiring  of  the  Ignition  lyitem  is  shown  in 
fig.  10.  It  will  be  noted  that  the  brush  A  makes 
contact  with  the  metallic  sectors  B  as  they  pass. 
Each  sector  is  connected  with  its  corresponding 
spark  plug  0  through  wire  D.  Ae  the  sector 
passes  over  the  brush  a  spark  is  produced  in 
that  cylinder  and  the  charge  fired.  The  high- 
teniion  cable  E  connects  the  high  tension  terminal 
of  the  macneto  F  to  the  brush.  On  the  earlier 
forms  of  the  Gnome  engine  the  magneto  remains 
stationary  and  in  an  inverted  position.  The  gear 
O  is  keyed  to  the  magneto  shaft  and  engages  with 
the  large  gear  H  which  tumi  the  cylinders. 

The  Wlsconain  Airplane  Englxie. 
Six  cylinder  engine;  bore  6  in.,  stroke  6)i  in.,  weight  600  lbs.;  h.  p.  130  at  1200 
r.  p.  m.,  and  145  h.  p.  at  1400  r.  p.  m. 
Oiling  STBtem,  force  feed  through  crank  shaft.     Oiling  system  arranged  so  that  it  wUl  feed  when 

1   climbing     ei     an 

incline  of  15*. 
and  80*  when 
gliding. 

Valrei  are  8  in., 
placed  in  head  at 
26"  angle  and  op- 
erated by  an  over- 
head cam  shaft. 
Exhaust       closes 


np.  10 — Wiring  of  ignition  tpottm 
on  Gnoin*  engino 


10 


laU:     inlet 


opens  10*  late: 
exhaust  opens  66* 
early  and  inlet 
closes  65*  after 
bottom.  OyllBr 
den  east  in  pairs. 

Water  drcnlaUon, 
6  cylinder;  one 
centrifugal  pump 
(W);  on  the  12 
cylinder  there  are 
two  pnmpa. 


Tlk'ELVE  CYUNDER^END  CLEVATIOK. 

Pig.  3— Wisconsin  12  cylinder  "V" 
^pe  engine.  M1-M2  —  magnetos; 
Y — valves;  O — arm  operating  valves; 
O— cam  operating  arms  and  of  over- 
head type;  OB — carburetors;  IN — in- 
let manifolds;  SP — spark  plugs;  B — 
breather;  Q — oil  gauge;  R — double  oil 
pump.  There  are  three  oil  pumps  on 
the  12.  Exhaust  outlet  is  directly  be- 
low the  letter  (V)  above. 


The  cam  shafU  and  magBttoa  on  the  12,  are  driven  by  a 
train  of  ball  bearing  spur  sears  from  the  crank  shaft.  Donble 
ralTe  springa  are  also  employed — the  inner  spring  acting  as  a 
safety  to  prevent  valve  failinig  into  cylinder  anouid  main  valve 
spring  break.     Ignition,  see  page  009. 

Carbnretion;  one  carburetor  (GB)  is  used  on  the  6  cyllhder 
engine  and  two  on  the  12  cylinder  engine. 

Specifications  of  12  cylinder  engine;  bore,  6  inch;  stroke 
6H  inch;  weight  1000  lbs.;  h.  p.  at  1260  r.  p.  m.  260; 
h.  p.  at  1400  r.  p.  bl  280. 

T — sprocket  for  starting  chain;  P — single  oil  pump;  PI  from 
oil  reservoir  to  pump;  P4  and  Pe— overfiow  from  cam  ahaft 
housing. 


OHABT  NO.  404 — Gnome  Engine  ygnltlon.    Wiaconsln  Biz  and  Twelve  Cylinder  Airplane  Engine 


AIRPLANE  ENGINES. 


BIS 


The  HalUScott 
Ara  nude  In  four  typee  as  follows:  tjrpe 
A-7,  90  h.  p.,  4  cylinder;  type  A-7a,  100 
k.  p.,  4  cylinder;  type  A-6,  125  k.  p.,  6 
cylinder;  tjrpe  A-6a»  150  h.  p.,  6  cylinder. 
This  h.  p.  is  developed  at  1300  r.  p.  m. 

Cylinders  are  cast  separate  and  made  from 
a  mixture  of  grey  and  Swedish  iron.  Inner 
walls  of  cylinders  and  valve  seats  are  hard- 
ened and  ground. 

Valyes. 

Valves  are  overhead  operated  by  an  over- 
head cam-shaft. 

Valyes  are  placed  in  head  of  cylinders 
at  a  slight  angle.  The  valves  are  operated 
by  an  overhead  cam  shaft  enclosed  in  a 
housing  (see  page  914).  The  valves  are 
one-half  the  diameter  of  the  cylinder  bore 
and  are  made  of  Tungsten  steel. 

Th9  type  A-B,  6  cylinder  engine  has  a 
bore  of  S  in.  and  7  in.  stroke.  Weight  of 
type  A-5  complete,  is  665  lbs. 

Cam  Shaft. 
Cam  shaft  is  made  of  chrome  nickel  forg- 
ing and  the  four  cam  shaft  bearings  are 
made  from  Parson's  white  brass.  A  small 
clutch  is  milled  in  rear  end  of  shaft  to  drive 
the  revolution  indicator  (tachometer).  Cam 
shaft  is  enclosed  in  an  aluminum  housing 
and  driven  by  a  vertical  shaft  with  bevel 
gears.  Oil  is  forced  through  end  of  this 
shaft  permitting  surplus  supply  to  flow  back 
to  crank  case. 


Airplane  Engines. 

CAB  be  slipped  under  the  bar,  ft  will  be  easy  to 
force  the  valve  cnp  and  spring  down  so  the  small 
key  can  be  readily  removed.  This  will  allow  the 
removal  of  both  valve  spring  and  cup.  Take  out 
the  valve  and  clean  it  thoroughly,  also  noting 
whether  or  not  the  stem  is  clean,  or  otherwise 
in  good  condition.  Replace  the  valve  and  grind 
by  rotating  it  back  and  forth  with  a  screw  driver, 
the  grinding  paste  being  between  the  valve  and 
the  seat.  Care  should  be  taken  to  raise  the  valve 
from  its  seat  frequently  while  grinding.  This  pre- 
vents grinding  a  groove  in  the  seat. 

Connecting  Bod. 
The  connecting  rods  are  I-beam  type  very 
light.  Piston  end  is  fitted  with  gun  metal 
bushing  while  crank  pin  end  carries  two 
bronze  serrated  sleeves  tinned  and  babbitted 
hot.  Laminated  shims  are  placed  between 
cap  and  rod  for  adjustment. 


Fig.  1— Setting  of  adJusUble  set  screw  (S) 
in  rocker  arm  (A)  in  relation  to  the  valve 
stem  (R).  In  other  words  the  method  of 
setting  valve-clearance  on  all  types  of  Hall- 
Scott  enrines.  The  clearance  should  be  .020" 
when  valves  are  seated. 

Valve  and  Ignition  Timing. 
Valve  timing  on  type  A-7  and  A-5  engine 
is  as  follows;  exhaust  closes  15*  late;  inlet 
opens  10*  late;  exhaust  opens  45*  early; 
inlet  closes  40*  after  bottom.  Magneto  is 
set  to  fire  27*  before  top  of  compression 
stroke — advanced.  Firing  order:  4  cyl.  en- 
gine, 1,  2,  4,  3;  6  cyl.,  1,  5,  3,  6,  2,  4. 

Valve  timing  in  type  A*6a  and  A-7a  engines:  ex- 
haust closes  10"  late;  inlet  opens  15*  late;  ex- 
haust opens  54"  early;  inlet  closes  45*  after  bot- 
tom.    Magneto  setting  same  as  A-7  and  A-5. 

Ourtlss  0X2  TalTe  timing:  Ex.  opens  50*  before 
bottom;  Ex.  closes  10*  after  top;  inlet  opens  14* 
after  top;  inlet  closes  48"  after  bottom.  Average 
valve  stem  and  rocker  arm  clearance  .010". 

Grinding  Valves. 

To  grind  the  yalTe  seati,  place  a  bar.  having 
two  holes  through  same,  down  over  the  two  cam 
shaft  housing  hold-down  studs  opposite  the  valve 
to  be  removed.  Replace  the  two  nuts.  Remove 
the  cotter  pin  in  valve  stem  under  the  valve  spring 
enp.     Using  a  special  Hall-Scott  valve  tool  which 


Pistons. 

Pistons  are  aluminum  alloy.  Note  piston 
pin  is  placed  very  low  in  order  to  koep  heat 
from  piston  head  and  away  from  upper  end 
of  connecting  rod,  as  well  as  to  arrange 
them  at  the  point  where  piston  fits  cylinder 
best. 

The  llagnalite  piston  is  used  to  a  great  extent. 

Piston  rings  are  M  inch  wide.  There  are  8 
to  a  piston. 

Oiling  System 
Oiling  system  is  known  as  the  high  pres- 
sure or  force  system.    A  gear  pump  is  lo- 
cated in  the  inside  lower  portion  of  the  oil 
sump— see  page  915. 

Gasoline  System. 
Air  pump  is  power  driven  and  maintains 
pressure  in  the  gasoline  tank  and  Is  a  simi- 
lar system  to  Packard,  page  854.  A  hand 
pomp  is  also  provided  so  that  pressure  can 
be  obtained  before  engine  starts. 


ANE  SUPPLEMENT. 


I 


I 


Tb»  purpoae 
of  th«  two 
fiexibU  tubea 
rtunQing  ftom 
crack  ca>e  to 
Jacket  (B) 
around  Inlet 
mani  fold  ii 
explained  oq 
page  915. 
0,  cam  shaft 
houaing;  V, 
vertical  ahaft 
drivaa  c  a  m- 
■baft;  Hi.  ixi 
Let  manifold. 


IgslUon  bj 
two  Dixie  (6 
ejl)  magpe- 
tot  (M).  The 
carbon  braab 
on  diatribntor 
■bontd  be  re- 
in o  t  a  d  and 
cleaned  after 
each    flfffht. 

Both  mafneto 
interrap  ten 
are  coon  act  9d 
to  a  rock  ihaft 
Integral  with 
the  engine. 
There  are  two 
■park  plti^e  to 
each  CT  Under 
and  gap  ibould 
be   .016. 


The 

ior  (B) 
pUo«d  adia* 
c«ai  io  taa 
•tEffiAa  base 
from  wbiek  il 
rae«ir«a  Iti 
air.  Ofl 
ia  taken  dire« 
from  c  r  a  a  k 
caae  and  rwa 
ar  o  and  tbe 
car  b  n  r  «  t«r 
manifold  (BK 
which  auiiti 
carbur  e  t  i  an 
aa  well  ae  r*> 
ducing  cmak 
caa«  beat  and 
coolins  Iba  pit 


of    HaUScvtl 
trpa      AS    — 
ejllBd. 
cn^aa. 


abaft  il  one 
piece  with  cama,  air 
ptimp  eccentric  an^ 
gear   flange    integral. 


Cooling:     Tha   wtSr 
form    temparaton 
of    the   cT^Undera  la 
maiotainad    hj    tba 
nae  of  ingeniona  iDternal  ontlat  pipea 
running  throogb  the  bead  of  enecb  of 
the  six  ejlindera.   with   wntar  onllal 
in  theaa  pipee  toward  iha  axhaott  Talve  aide  of  Iba 
cylinder  head.     A  centrlfngml  circulating  putap    iP) 
ifl   uaed    for  watar  cireulatlon.     (J)    la   wai«r  iftlat 
pipe  to  intake  manifold. 


^^ogiSJr 


* 


Cam  shaft  bonelng  Is  alumimim.     Oamehaft  ia  placed  overhead  and  drijeB  br   a  ttrUeal 
ehaft  driven  by  bevel  gear.  G6  and  gear  G7  on  crank  abaft,  aee  page^916 ^^ 


^jQABT  KoT^OH^H^-Scott  Six  Cylinder  Alrplmao  Eiirlii#--eoiitliiii«d. 


AIRPLANE  ENGINES. 


911 


liAgnoto  and  Oam-ShAft 

DziTing  G6ar»— 

HaU-8cott 

6— shows  position  of  no.  1  ejl- 
indflr  earns  wnsn  no.  1  piston  is  on 
top  of  dsad  conter  of  compression 
stroke.  When  timing,  the  mark 
(1)  on  erank  shaft  flange  (fig. 
brought  true  with  mark 
'  case.  It  is  stamped 
meaninc,  1  A  6  cyl- 
inders are  on  dead  center.  A 
mark  (8)  is  provided  on  Tertical 
shaft  flanges.  These  must  bo  set 
in  dead  center  position  as  shown. 
The  cam  shaft  with  housing  Is 
now  slipped  into  place.  Note  mark 
(4)  on  cam  shaft  gear — this  should 
line  up   with   mark   on   bottom   of 


OUMNAM  or  MAONITO  AWO  CAM  tMArT  MIVINO  ftBAKft  IN  MALLtCOTT.  TY^t  A*.  1*  h.  P.  INQIN8.  Cam     Shsft    gSar     hOUSiUg.* 


Magnate  installation,  after  assembly  as  aboTO.  take  magneto  marked  <L)  at  base  (meaning  left 
hand),  remoTo  distributor,  turn  magneto  shaft  until  hole  with  red  ring,  lines  up  with  red  mark  on 
magneto  body.     Insert  magneto  left  hand  and  magneto  right  hand.     After  f^ears  are  meshed,  be  sure 


( X ;     on    vrmum 
80),    is    broug 
(2)  on  crank 
"T.  0.  1-6," 


holes  on  gears  are  directly  in  line  with  red  marks 
should  synchronise  or  break  at  same  time. 


Diagram  of  Hall-Scott  typo  A-5  engine  oiling  systam.  Hea^y  dotted 
lines  and  arrows  show  direction  of  oil  flow.  Note  the  method  of 
cooling  the  oil — see  8  and   14. 

Oil  is  flrst  thrown  from  strainer  (12)  by  pump,  to  long  Jacket  (OJ) 
around  inlet  manifold,  thence  forced  with  a  pressure  of  from  6  to 
80  lbs.  to  distributor  pipe  (15)  in  crank  case.  An  indepVident  oil- 
ing system  using  a  small  direct  drive  rotary  oiler,  feeds  oil  to  each 
indlTldual  cylinder. 

The  oil  is  cooled  by  circulating  it  around  the  long  inlet  manifold 
Jacket  in  such  a  manner  that  the  carburetion  of  gasoline  cools  it. 


in   magneto   body.     Both   magneto  breaker   points 


Oiling  Diftgnm. 
1— ezeeas  oil  from  bearings 
flows  into  reserroirs  between; 
2— oil  OTorflowB  into  OTorflow 
pipe;  8— oil  comas  out  of  orer- 
flow  pipe  and  af  tar  oiling  gears, 
excess  oil  flows  down  through 
magneto  gear  housing  Into 
sump;  4— -indiTidual  oU  pipe 
from  distributor  to  each  eyl- 
indeHk  automatically  Injects  oil 
onto  pistons  as  each  one  pasaei 
oil  port;  6— oil  rings  on  pis- 
ton, oil  elreolates  Into  hollow 
wrist  pin,  oiling  upper  and  of 
connecting  rod;  6  —  seetloB 
through  piston,  showing  hollow 
wrist  pin;7 — relief  Talre  and 
by-pass  at  end  of  main  oil  pipe, 
through  which  excess  oil  flows 
back  into  sump;  8  —  oil  Is 
pumped  through  pipe  to  cool- 
ug  reserroir  on  gas  Intake 
manifold;  0 — reserrolr  of  oil 
in  sump;  10 — oil  pump;  11— 
oil  suction  to  pump;  18 — oU 
strainer  and  clean  out  plug; 
18— oil  eomes  from  auxUiary 
hand  pump  into  hollow  eam- 
ahaft;  14---oil  flows  from  eool* 
ing  reserroirs  down  into  msin 
oil  pipe;  15— main  oil  pipa; 
16— IndlTldual  leads  to  bottom 
of  each  main  baaring  eap; 
17 — excess  oil  from  bearings 
drips  Into  scuppers  on  erank 
cheeks;  18 — hollow  crank  pin, 
which  oils  connecting  rod  bear- 
ing;  19 — baffle  plates. 


PropeUer  Bearing. 

Details  of  propeller  dou- 
ble thrust  baaring  nsad  on  ■ 
the  Han-Scotl  anglBas.  For 
thrust  or  tractor  type  pro- 
ID  pellera. 
1 1 — nut  In  erank  shaft;  8 — 
'nut  on  thrust  lock;  8 — 
washer;  4 — ^nut  on  inner 
thrust;  6— crank  ahaft;  8 — 
collar  thrust;  7  —  upper 
erank  case;  6 — ^lower  crank 
eaee;  0  —  thrust  bearing; 
10— JMrew  for  thrust  collar ; 
11 — ^propeller  flange:  12 — 
crank  ahaft  flange ;  18 — pro- 
peller bolt  nut;  14 — propel- 
ler bolt;  16---spaeer  for 
thrust  bearing:  16 — wmaher 
for  erank  abaft  nut;  17-18 
— rear  buahing  for  rear 
bearing  of  engine  crank 
shaft 


OHABT  NO.  407— Details  of  Hall-Scott  Engine.    Propeller  Bearing. 

Sea  page  296  for  spaed  of  cam-shaft  and  magneto  of  a  six  cyUnder  angina.     When  crank-shaft  turns  once;  mag- 
neto armature  tarns  IH  rer.;  distributor  on  magneto  H   rer.;  cam-ahaft  H  roT. 
•The  gear  clearance  is  .020"  except  gear  G7  a  G6  which  is  .010":  bearing  clearance  is  .001"  and  spark  plug  gsp  .016*. 


916 


AIRPLANE  SUPPLEMENT. 


Fig  1 1 


Mercedes  Engine. 

Two  Mercedec  enginei  of  260  h.  p.  each  are  med  on  the  Oothe  airplane.  Theae  are  of  the  fix- 
cylinder  vertical  tandem  type  with  tho  cylinders  made  lingly  and  their  waterjaeketi  conneeted  t«ffeth<r 
by  joints.  There  is  a  slightly  greater  distance  between  cylinders  Nob.  3  and  4  than  between  the  other 
cylinders. 

Oylii&dlera;  the  water- 
jacket  of  each  cylinder 
is  connected  by  a  Joint 
to  the  Jacket  of  the  ad- 
jacent cylinder,  and  each 
cylinder  ia  separately  se- 
cured to    the    crankcase. 

Oyllnder  bore,  160  msL 
(6.8  in.),  stroke,  180 
mm.  (7.00  in.),  and  the 
engine  doTelops  from 
268  to  260  h.  p.  at  1400 
r.   p.    m. 

0]FUnAen  are  of  ths 
**bailtvp"  typo  (if. 
18).  composed  of  eteel 
machined.  Sheet  steel 
is  pressed  to  form  water 
Jacket  and  is  acetylene 
welded. 

■f  OyUnder  bacrals  are 
screwed  into  cylinder 
head  at  (T).  They  art 
machined  from  forgings 
and  cylinder  walls  Uper 
from  8.6  mm.  at  top  to 
6  mm.  at  bore  or  flange. 

Stiffening  ribs   (0)   are  arranged  as  shown. 

OyUnder  heada  are  machined  from  atool  forr 
ings,  and  into  these  are  bnilt  4  TaWe  poeketa. 
also  inlet  and  ezhauat  porta.  Btatlnga  for 
▼alYos  are  machined  in  the  eyliader  heada. 
ValTO  pockets  are  machined  from  ateol  and  are 
acetylene  welded  into  heada.  BslMMUt  Talve 
guide  has  a  greater  water  space  than  inlet. 

The  hourly  coneumptloxi  is  equal  to  76  liters 
(20  gal.  of  gasoline)  and  five  Utera  (1.82  gaL) 
of  oil. 

A  single  carburetor  is  installed,  instead  of  the 
dual  or  two  combined  carburetors  on  tho  170 
h.  p.  engine  and  the  two  separate  carburetora  on 
the  235  h.  p.  The  carburetor  is  located  at  the 
forward  end  of  the  engine  and  drawa  ita  air 
through  the  crankcase,  through  "air  inlet,*' 
thence  through  "in,"  which  tends  to  heat  the 
mixture  and  to  keep  the  crankcaae  cool.  A  ain- 
gle  inlet  pipe  of  enormous  sise  eztenda  from  the 
carburetor.      Oarburetor  is  water  j^acketed  at  (W). 

Ignition  is  by  two  Bosch  ZH6  magnetoa  (M), 
connected  to  the  camahaft  (fig.  12)  which  latter 
extends  horisontally  across  the  tops  of  tho  cyl- 
inders. 

Spark  plugs — there  are  two.  to  each  cylinder  (SP). 

Valves;  there  are  four  valves  in  each  cylinder — see  figs.  18  and  14. 
The  two  exhaust  valves  are  on  one  side  and  two  inlets  on  oppoaite  side. 

When  starting — a  compression  relief  mechanism  with  a  hand  loTor  (H, 
figs.  11  and  12)  is  moved  to  the  side,  which  displaces  the  camahaft  by 
throwing  into  play,  small  cams  located  opposite  the  exhaust  cama.  which 
keep  the  exhaust  valves  open  during  part  of  compression  stroke,  thua  re- 
ducing the  compression. 

Cooling  is  by  water.  The  water  pump  driving  spindle  ia  lubricatod 
while  in  flight  by  means  of  a  ratchet-driven  grease  gun  or  pump,  worked 
by  a  cable  and  lever  from  the  pilot's  seat. 

An  electrical  tachometer  is  driven  at  engine  speed  from  the  rear  end  of  the  camahaft,  throufh 
a  flexible  shaft. 

Fuel — an  air  pump  is  driven  from  front  end  of  cam  shaft,  for  providing  air  presaure  to  gaaoliao 
fuel  tank. 


Oiling  system:  forced  lubrication  is.  of  course,    employed, 
pump  is  fitted.     An    "auxiliary"    sump  in  the   front    end    of 

supplementary  pump  plungers,   which  work  in   conjunction    with    the   main    oil    pump,    feed   f^eah 
into  the  system  from   the   service  oil  tank,   which   is    connected  to  oil  pump  at  (O),  fig.  11. 


four-throw   eccentric-driven   pfau^or 
sump  in  the  front    end   of   the   crank   case   is   embodied,   and   aBMll 

"     ■    '  oU 


'  HO.  408 — Tlie  Mercedes  260  H.  P.  Airplane  Engine  as  used  on  the  Gotba  Biplane,  fig.  2, 

ehart  8M«       (Automobile  and   Automotive  Industries.) 


AIRPLANE  ENGINES. 


917 


^^'  \  .  QmoUm  Uiik  Air  pNMmn  gmf*  3  : ., 


J^    Pfp«lM41>ffWC7L  ,.,.              ^ 

^         lU  «itnbator  I«  Ij^.    ;/ 

Pfpt  iMdf  to  oatM  rram  1 

«U  p«Bp  loeatod  u  «ad  *■       n 

/of  eU  HB  Z!' 


BaadCaMhafl  cUtf         ^ 


:*-. 


BodyratluM 


r.ra."tf<-- 


rig  1.     IUiiBtr»tioii  showing  the  tnglnt  inaUlUtton  of  the  Hell-Scott,  type  A-5,  126  h.  p.  ilx  eyllOp 
der  engine.     Also  the  gesollne  system  and  enxUUry  cam  shaft  oiling  system.     Note  gasoline  air  pressure 
pump  is  operated  by  cam  shaft.     There  is  also  an  auxiliary  hand  air  pump.     The  air  pressure  (not  under 
8  lbs)  forces  the  gasoline  through  gasoline  outlet  pipe  to  carburetor.     On  some 
syal^mi  another  smill  anxllisry  tank  Is  provided  above  carburetor,  about  %  feet^ 
to  vhtch  the  gaaaliae  is  forced  by  air  preiiur«  and  Ihen  the  gtsoHne  It  fed  to 
csrburetor   by  gravity,     No£e   the   »iixUiary   hand   lubricator   for  cam-shaft.     A 
waief  jaclcet    (W)    surrounds  the  Inlet  Toanifold   to  heat  the  mixture  par  page 
1ST.     The  lubrif^ating  oil  ciri-uluies  around  Inlet  pipe  In  Jacket   (OJJ, 
see  pftge  915,  MkiH<«  >rAuiu>i 

\Tilwm  XVm  rt*  to  1  nr. 


rig.  3.  Wiring  diagram,  HaU-Seott  A-&,  S  cyl.  125  h.  p.  sngliie.  There 
■re  two  mifoetosH  or  iwo  iudepeodent  irnition  lyit^mi  with  a  set  of  spark 
plnge  (P)  for  eaeh  syttem.  Center  numbers  are  cylinder  numbers,  asiumiug 
that  cyL  Ko.  I  is  the  flrsi  cylinder.  Th»  mimberi  at  top  and  bottom  in  white 
rings  correspond  with  distributor  numbers.  The  flriug  order  is  1,  6,  8,  0,  2,  4. 
Distributor  bru^h  (B)  i.t  on  cyl.  No.  1.  the  next  to  Are  will  be  cyl.  No.  6  (distributor  connection  No 
etc.     Both  systems  can  be  used  or  each  separrtely  by  operation  of  magneto  switches. 


(«Vi.'jrj  Niii-ac 


2).  and 


■etwaur               y^          ^TA.        ^ 

VliT. 

f^tor  ^^       wnM 

'2-2 
If* 

^5? '^"^'"l""^''"^'  \l— *»                               ^ 

■  *    ■           '      , .    *'•;     '    ■      ■  ;  '    Cool  »atcr 

J  -  .  .                                                      ■'        froiB  ndtfttor 

■  *-  ■  -  — A. .  7 

■'.  Cool  »-»Mr 

I  froin  ndiAtor 

I  to  pump 


rig*  22:  Illustrates  how  a  single  radiator  is  installed 
In  the  front,  OTerhead  and  water  connection  thereto. 
Note  the  thermometer  is  the  distance  or  extension  type 
* 'Motor   meter"    described   on   page  921. 


rig.  21:  Illustrates  how  two  radiators  are  in- 
stalled, one  on  each  side  of  engine.  These  illus- 
trations are  Hall-Scott  type  A-7a,  100  h.  p.  four 
cylinder  engine. 


OHABT  NO.  400~Oagoline  System;  Ignition,  Firing  Order  and  BadUtor  Installation  on  HaU-Scott 
Alrplanei. 


918 


AIRPLANE  SUPPLEMENT. 


Hispaiio   Sulsa   Englna. 

Model  E,  180  h.  p.  V-t7pe  8  eylinderm.  Tvo  wU 
of  spark  plugs.  Two  msfnetos  are  carried  at  troat 
end.  Valves  are  actuatfld  from  cams  by  an  orer 
head  cam  shaft  on  each  cylinder  block  and  the  car- 
buretor is  hung  centrally.  Bora  is  120  m.  m.  and 
130  ni.m.  stroke  (approximately  4%z5^).  Weight 
is  approximately  460  pounds  inclndinir  magnetos, 
carburetor,  but  without  radiator  or  eachanst  pipes. 
Speed  1.460  r.  p.  m.  Pistons  aluminum  auoy. 
Connecting  rods  forked.  Orank  shaft  has  5  bear- 
ings,    niustrstion   shows  the   rear    view    of  engine. 


Name  of  Parts. 

1,  cylinders;  8,  inlet  manifold;  6,  part  of  inlet 
manifold  with  hot  water  jacket;  0.  carboretor  dm- 
plex  type;  8,  water  pump;  9,  water  pipea;  10,  mag- 
netos; 12,  oil  cirenlating  pump;  V,  orerhaad  cam 
shaft  housing;  S,  exhaust;  B,  breather  pipe  te 
crank  case;  P,  spark  plugs;  B»  honsinff  for  shaft 
driving  overhead  cam-shaft;  OB,  crank  caae,  lower 
part;  Cylinders  sre  set  st  an  angle  of  90  degrees. 

Wiring  Dtagram  of  a  Twelye  OyUnder  V-Tsrpe  Airplane  Engine  Using  Separate 
Distributors,  Two  Magnetos  and  Showing  Badio  Connections. 

On  airplane  engines  of  the  12  cylinder  V-typa  with  cylinders  set  at  46*  angla  between  the  two  rows 
of  cylinders,  magnetos  of  the  high-tension  type  are  sometimes  used,  with  distributors  driven  separately  and 
employing  a  sepsrate  high-tension  magneto  for  starting — see  illustrations  below  and  page  922. 

The  magnetos  operate  IVt  times  engine  crank-shaft  speed.  The  distributors  revolve  1  rev.  to  2  of  en- 
gine crank.  The  distributor  segments  are  spaced  87  H*  and  22  H*  apart,  alternately.  For  antomobile 
work  this  would  cause  an  uneven  impulse  at  very  low  speeds,  but  for  airplane  work  where  engine  is 
running  at  full  speed,  it  is  not  noticeable.  The  advantage  for  airplane  work  is  to  nae  a  smaller  hood  and 
reduce  head-resistsnce.  If  distributor  revolves  H  speed  of  engine  crank-shaft,  then  firing  relative  to 
crank  would  be  75*  and  45*.  Magneto  armature  produces  current  at  67  H  end  112  H  degreea — a  spark- 
ing range  of  several  degrees  permits  this.     Magneto  produces  4  sparks  per  revolution. 

Propellpr  rnij  ^^ 

'     ^'"  ■         ^  -  -^  Dittribiil«r 


Distributor'  ^ ^  I^intri^ut^ 

pn   left  I  ^  fin   right 

^1'  ^ — — ^  ninjfiii'liii 


1.    12,   5.    8. 


Two  magaetos  are  here  nsed,  each  prodne- 
ing  a  spsrk  in  esch  cylinder  at  the  as 
time.  A  separate  high  tension  geared  up 
msgneto  for  starting  by  hand  cranking  la  an 
auxilliary  source.  A  trailing  pin  in  distri- 
butor is  set  later  than  main  distributor  brush. 

The  magnetos  are  commonly  set  on  the  en- 
gine so  thst  the  spark  occura  from  28  to  28* 
ahead  or  in  adv%pce  of  dead  center  poeltion 
of  piston. 

Beferxing  to  meaning  of  B  and  !•  aboT% 
note  R  cable  from  spark  plugs  connect  with 
distributor  on  the  right  and   L  cablea   with 
distributor  on  the  left. 
3,  10.  6,  7,  2.  11,  4,  9 — refer  to  numbera  to 


Firing  order  of  above  twelve  cylinder  engine 

the  side   of  cylinders. 

Firing  orders  8  cyL  airplane  engines;  Stnrtevant,  4L,  IR,  2L,  8R.  IL,  4R,  3L.  2R  (see  diagram  fig.  2.  pnge 

181);   Hiepano-Suiza.   4L.    IR.   3L.   2R.    IL,   4R,   2L.   3R;  Curtiss  0X2,  4L.  4R.  8L.  3R,  IL,  IR,  2L,  SB. 

Oaator  oU  is  considered  an  ideal  lubricant  for  airplanes  of  both  the  revolving  and  stationary  cylinder  type^ 

for  the  following  reasons  as  stated  by  The  Baker  Oastor  Oil  Co..  N.  T.:  higher  viscosity,  lower  heat  eon- 

dnctivity.  no  carbon,  higher  fire  test,  higher  flssh  test,  lower  cold  test  and  will  not  mix  with  mineriil  elL 


OHABT  NO.  410— Hispano  Suiza  Airplane  Engine.    Wiring  Diagram  12  Cylinder  V*Type  AlxplaBt 
Bnglne.    Firing  Order  8  Cyl.  Engines.    Castor  OIL 

*Vete  the  12  cylinder  engine  page  135.  has  cylinders  60*  angle.     (Two  lower  illustrations  courtesy  Motor  Agei) 
Xbe  abort  Hiring  method  is  the  same  as  used  on  the  Liberty  Engine,   except   Delco  coil  snd  battery,  diatrlbmter 

nd   9"" 


end  timer  ignition  system  is  used  instead  ot  magneto- 


nages  038   and   939. 


AIRPLANES. 


91 


Top  Ti«W  of 
the  SpAd. 


U«uiirimeiiUi  Upptr  wiof  ipAu  3  $.7 
tt.i  rhord  4.a9  ft.  The  fap  It  4,38  ft, 
ftQd  tha  iUf|f«r  1.81  f|,  Asffl*  of  inel- 
deace  of  upper  plane  is  2>B  dtg.  \n  cen- 
ter and  2.6  de^.  at  the  tip,  while  the 
lower  plane  haa  a  uniform  angle  of  1.6 
deg. 

Dual  control:  For  operating  the  ailerons.  (9)  the  movement  of  the  cob- 
trol  ihaft  ii  transmitted  by  means  of  a  lever  (20)  to  a  rocker  supported  In 
a  position  between  pilot's  and  observer's  cockpits  <6).  The  rods — which 
rest  in  the  bottom  wing — engage  with  a  downward  projection  of  the  rocker. 

Engine:     Vee  type  Hispano-Suisa  engine,   which  develops  200  k.  p.   at 
2.000   r.   p.   m.     The  two-bladed   air  screw  is   geared   down,   by   meaai   of 
gearing  incorporated  with  engine  in  ratio  of  4:3. 
tank   with   pressure   syatem   has    a  capacity  of  87  gal.  and  forms  the  pilots  seat,  while  a 


18 

Fnal:     A   main    fuel  .        . , ^ ,    

gravity  tank  holding  2.66  gal.  is  mounted  in  the  upper  wing,  between  the  ipars.  The  fuel  capacity  is  sufficient  for 
two  hours  flight.  Oil  tank  holds  4  gal.  and  rests  on  floor  of  body  behind  engine.  Bottom  of  oil  tank  has  pressed 
on  ribi  for  cooling  the  oil.  Radiator  is  provided  with  shutters  and  forms  nose  of  fuselage.  Instnunenta;  on  the 
right,  the  starter  and  hand  operated  air  pump.  In  center;  two  switches,  one  three-way  cock  for  pressure  tank 
and  connecting  with  either  hand  or  engine  air  pump,  one  three-way  cock  handle  for  turning  on  or  off  gasoUna 
from  tank  to  carburetor,  one  tap  for  turning  engine  air  pump  off  pressure  tank,  one  manometer  (water  circulat- 
ing gage)  and  revolution  indicator.  On  the  left:  the  gas  lever,  lever  for  regulating  the  mixture,  and  lever  for 
operating  radiator  shutters.  No  provision  is  made  for  advancing  or  retarding  the  magneto.  Weight  of  maohina 
empty,  but  including  the  cooling  water  1680  lbs.  Zteoi  weights;  engine  480  lbs.;  cooling  water  69.6  lbs.;  wings 
870.0;  elevator  and  rudder  43.8;  body  etc.,  710.0;  total  1678.4  lbs.  Loading;  pilot  and  observer  874.0  lbs.; 
armament  179.0;   instruments,  etc.  7.7;  fuel  264.0  or  total  824.7. 


Types  of  Airplanes. 


Are  divided  into  types  as  follows: 

Combat  machines;  small  fast  single-seaters.  Wing 
spread  of  from  20  to  25  ft.,  speed  125  to  135  m.  p.  h., 
460  lb.  carrying  capacity.  Climbing  speed  10,000  ft. 
in  from  8  to  12  min.  The  spad,  Nieuport,  Morane,  Our- 
tiss-Triplane,  S-E-6.  Sopwith,  Dolphin,  and  Iserman 
Albatroas  single-seaters  are  examples. 

Baconnaissance  and  photograph  machlnea;  slow  flying 
— naed  for  artillery  spotting,  map  making  and  general 
reconnoitering.  Wing  spread  from  40  to  60  ft.,  speed 
80  to  100  m.  p.  h.,  800  to  900  lb.  carrying  capacity. 
Two  or  three  seaters.  Climbing  speed  10,000  ft.  in 
12  to  26  min.  Examples  are;  De  Haviland,  Bristol. 
Voisin  and  Farman. 

Battie  planes;  a  two  or  three  passenger  machine, 
driven  usually   by  one  large  or  two  fairly  good-sised 


with    a   number   of 
70  to  86  m.  p.  h. 


machine   guna. 
The  Voisin  an 


engines.     Equipped 
sometimes  a  cannon, 
example. 

Bombers;  same  general  type  as  reconnaissanee  ma- 
chines, but  slightly  larger,  vary  from  46  to  90  fl.  la 
wing  spread,  carry  two  to  twelve  people  in  addition  to 
war  load  of  bombs  aiid  fuel.  Speed  76  to  100  m.  p.  h. 
Radius  of  operation  600  to  1000  milea.  Climbinc  spead 
7000  ft.  in  80  min.  Examples:  Handley-Page.  Caproni, 
Breguet,  the  Ooudron  (twin-engine,  Fronch),  German 
Ootha,  Friederichshafen,  German  AEG,  and  big  Oar- 
tiss  boats. 

Naval  work;  flying  boats  and  hydroaeroplanea  of  va- 
rious sises  are  used.     They  compare  with  raeonnais 
machines,  90  to  100  m.  p.  h.     The  large  92  ft. 
spread  Curtiss  flying  boats  are  good  examplea. 


OHABT  NO.  411— The  Spad  Two-Seator  Biplina.    Types  of  Airplaiiea 

(Antamotive  Industries,  The  Automobile).     B—  page  902  for  name  ef  muakarad  parts. 


920 


AIRPLANE   SUPPLEMENT. 


AltiiUBtdn. 

Two  typei  of  altlmtteri  in  stneral  me,  for  dctermininf  tho  ftltitade,  are  the  Mereiury 
ike  AAeroid  Barometer. 

SferciUT  Barometer,  flg.  1.  indlcatea  altitadea  by  the  rising  or  falling  of  the  mercury  in  tho  « 

Note  the  bulb  is  filled  with  mercury  and  opening  (OP)   permits  the  ontsido  atmospherie   prasnuw  U  act 

upon  the  merenry.  At  aoA  1«t«1  the  asr- 
cury  would  stand  at  point  indicated  at 
30  in.  high,  marked  aea  lerel.  At  aa 
altitude  of  19.000  feet  tho  mereory  would 
drop  to  point  indicated,  beonoae  the  at- 
mosphere is  less  denao  or  lifter,  belag 
only  7.8  lbs.  per  sq.  in.  which  preaaors 
is  not  sufficient  at  (OP)  to  force  the 
mercury  as  high  as  at  sea  lerel.  Thus 
the  mercury  drops,  as  altitude  increaees. 
If  a  height  could  be  reached  where  there 
is  no  air  pressure  at  all,  then  the  mer- 
cury would  drop  the  full  80  inches,  or  to 
the  level  of  mercury  in  bulb,  indicating 
no  preasure  at  all  at  (OP).  NoU  tbe 
mercury  column  does  not  drop  in  direct 
ratio  to  change  of  altitude,  because  higher 
the  altitude,  the  atmosphere  ia  leaa  deaae, 
and  a  further  distance  is  required  to 
travel  in  order  to  obtain  tbe  aamo  varia- 
tion in  pressure.  For  example,  starting 
from  sea  level,  a  movement  up  and  down 
of  900  feet  will  cause  mercury  column 
to  move  down  and  up  one  inch,  whereas, 
at  an  altitude  of  40.000  feet  it  would  require  movement  up  and  down  of 
4.000  feet  to  represent   1   inch  movement  of  the  mercury  column. 

The  mercury  barometer  can  also  be  read  in  inchee,  for  inatance,  mer- 
cury at  25  inches  would  represent  an  altitude  of  5.000  ft.  and  air  pressure 
of  12.5  lbs.  per  sq.  inch. 

When  going  below  sea  level,  say  down  in  shafts,  the  atmosphere  increases 
with  the  depth,  equal  to  about  1  inrh  rise  of  the  mercury  in  the  barometer 
for  each  900  feet  increase  in  depth — going  above  sea  Isirel  air  becomes 
lighter  and  mercury  drops. 

••Aneroid  Barometer,  fig.  4.  differs  in  principle.  Fig.  2  ahowa  ike 
vacuum  chamber  before  the  air  is  removed.  It  consisia  of  a  metal  box  of 
two  thin,  circular  and  flexible  metallic  discs,  corrugated  on  each  anrfaee  and 
forming  a  closed  box.  If  air  is  pumped  out  at  (T)  and  sealed,  a  Tacuum 
is  formed  inside  and  the  top  and  bottom  would  collapse  as  in  fig.  8,  because 
there  would  be  no  air  pressure  inside,  yet,  on  the  outside,  if  at  aea  lovel 
the  air  pressure  on  top  and  bottom  would  be  *14.7  lbs.  per  aq.  inch,  hence 
reason  for  its  closing  together  as  shown  in  fig.  3.  after  all  air  ta  withdrawn 
or  a  vacuum  formed. 

If.  this  vacuum  box  or  chamber  fig.  3.  is  taken  to  a  height  where  the 
altitude,  say  is  19,000  ft.  above  sea  level,  the  air  would  be  less  danae  or 
much  lighter,  being  only  7.8  lbs.  to  the  sq.  in.  Therefore  aa  the  preasure 
outside  of  vacuum  chamber  is  not  as  great,  the  flexible  discs  would  tend  to 
open  out,  due  to  the  flexibility  of  the  metal  top  and  bottom  of  vacuum 
chamber,  trying  to  assume  normal  position. 

If  an  altitude  could  be  reached  where  there  is  no  air  preasure  at  all, 
which  is  an  unknown  height,  the  vacuum  chamber  discs  (top  and  bottom) 
would  open  out  to  their  normal  position,  as  outside  pressure  would  be 
nothing  and  inside  pressure  nothing.  Therefore  the  amount  of  air  pressure 
exerted  on  the  outside  of  the  vacuum  chamber  causes  the  top  and  bottom 
to  move,  this  movement  is  taken  advantage  of  mechanically,  as  shown  in  flg.  4. 

Pig.  4:  At  sea  level  the  vacuum  chamber  would  be  almost  collapsed  as  the  *14.7  lbs.  preaanre  out- 
side would  force  discs  together.  Therefore  a  tsimplifled  method  is  shown,  which  will  indicate  the  altitude 
as  the  air-craft  rises.  For  instance,  at  an  altitude  of  19.000  ft.  the  air  pressure  outside  of  the  vacuum 
chamber  being  7.3  lbs.,  the  discs  of  chamber  will  open  out  and  in  so  doing,  will  cause  pin  to  raiaa  pivoted 
movable  arm,  causing  rack  gear  (Ol)  to  turn  small  pinion   gear    (02)    attached  to  needle. 

The  dial  is  not  fixed,  but  can  be  turned.  It  can  be  set  at  any  altitude  or  atmospheric  preasure.  For 
inatance,  at  various  localities  the  altitude  varies,  as  also  does  the  atmospherie  pressure.  Tliorefore  the 
aero  (0)  point  on  dial  is  turned  to  where  needle  stands  at  time  of  starting  the  flight  and  the  altitude  is 
determined  by  the   ^aduations   from   lero  point. 

Meaning  of  Sea  LeveL 

Sea  level  is  a  term  used  to  designate  a  starting  point  for  altitudes.  At  sea  level  the  atmoaphere  ta 
more  dense  and  heavier  than  at  greater  altitudes.  The  pressure  of  the  atmosphere  at  sea  level  ia  approx- 
imately  *14.7  lbs.  per  sq.   inch. 

Atmospheric  pressure  at  various  altitudes,  graduated  5  inches  apart,  is  shown  in  table,  fig.  1.  Other 
distances  not  marked  are:  atmospheric  pressure  at  3,000  feet  would  be  18.50  lbs.  per  sq.  in.;  at  10.000 
feet,  10.25  lbs.;  at  12.000  feet.  10.00  lbs.;  at  19,000  feet,  7.8  lbs.;  at  20.000  feet,  6.26  Iba.;  at  29.000 
feet,  4.85  lbs.;  at  87,000  feet,  3.15  lbs.;  at  45,000  feet.  2.75  lbs.  per  sq.  inch.  For  a  rough  approximate, 
the  pressure  decreases   ^   pound  per  square  inch  for  every  1,000  feet  of  ascent. 

Highest  Altitude  Beached. 

On  August  12,  1909.  Lieutenant  Mine  of  the  Italian  army,  and  Mario  Piacenso,  in  the  balloon  Albat- 
roaa,  ascended  to  a  height  of  11,800  metres  (seven  miles  and  1,754  feet).  A  spherical  bag,  with  a  eap*c- 
ity  of  2.000  cubic  metres  was  used.  On  this  occasion,  however,  the  bag  waa  inflated  only  |o  the  extent 
of  1,200  cubic  metres.  The  travelers  carried  with  them  a  large  quantity  of  oxygen  to  permit  breathing  In  the 
rarefied  atmosphere.    At  the  greatest  altitude,  they  experienced  a  temperature  of  24*  below  aero,  Fahrenheit. 

The  Albatross  appears  to  have  exceeded  all  previous  high  records.  Eleven  thousand  and  eight  hundred 
metres  is  equal  to  88,714  feet,  and  the  record  for  height  has  been  87,000  feet,  made  in  1862  by  two 
Englishmen,  Ooxwell  and  Glaisher.     The  highest  point  is  Mt.  Everest.  Northern  part  of  India,  29.002  ft. 

Highest  altitude  record  for  airplane,  by  Capt.    Lang.  Ipswich.  England,  Jan.  2.  1919,  80.500  ft. 


FIG.5 


OHABT  NO.  4ia— Metbod  for  Determining  Altitudes. 

*Tha  fifwrea  in  table,  fig.  1  are  based  on  an  air  pressure  at   sea   level    of    15   lbs.    per   aqnare   inch.     T¥e 
pTCMWe  la  approximately   14.7   lbs.   per  sq.   inch.     **Aneroid  is  a  Greek  compound,  axpreairing,  "without  i 
tFlg.  4  la  not  exact  construction,  but  explains  the  principle.  See  page  921  for  exact  likeneaa  of  an  Altlmatar  ilnL 


AIRPLANK  INSTRUiMENTS,    CUKTISS 


niAir  tt,M'At« 


Dial  of  th«  Short 
&  Masou  Altlmater. 
NVrdle  turoi  lo  U/l* 
Reading  in  IhoustDd* 
pf  feet,  ftf  1.  m«»zii 
1,000  nod  flo  oa 
around  lo  17.  which 
i«  17.000  fMt.  Lower 
reRding  ii  merely  « 
eoottoasiioa  ^tlvr  17. 


Air  Speed  Indicator 
iodicmUt  r  e  1  «  I  i  ^  e 
wind  pretsare.  In- 
•tromeat  on  dMb  i« 
connected  by  copper 
lube  to  Doitle  fig. 
30)  located  forwfti-d 
with  noizltt  (c) 
pointios  to  diree* 
tion  of  motion.  The 
presiure  of  wind  or 
mir  T«locUj-.  in  tuilei 
p^r  boar  ii  thui  in> 
dlcated. 


Rear  tI.w  of  Curiiai  fl  cyt  Vtjrpt  en«in«. 
GurtiBS  Airplane  Engines. 
Model  OX:  Bore  4  in.,  stroke  &  in,  1400  r,  p.  m. 
developing  90  h.  p.  Cylinders,  8  V-t7pe  with  cylinderi 
90*  apart.  Valves  overhead,  one  intake,  one  exhaust 
operated  by  push  rods  and  overhead  rocker  arms; 
weight  with  propeller  hub,  without  oil  or  water,  390 
lbs.;  carburetlon,  Zenith,  see  page  182;  oiling,  force 
feed  to  all  bearings;  cooling,  water,  centrifugal  pump; 
Ignition,  Berling  high  tension,  8  cylinder  magnetOi 
with  two  spark  plugs  per  cylinder.  Valves  seat  is 
machined  direct  in  cylinder  head  in  a  similar  manner 
ma  that  shown  in  the  Hall-ficott,  page  912*  In  the  Cur- 
tiSB  OX2  and  Hall-Seott  it  Ss  necessary  to  remove  cyl- 


Air  Gofflpa«s;  DIaI  ii  lup- 
}jorted  on  »  pirot  and  aJ- 
wajra  poiott  it.  Numerala 
•re  every  20  dcRTM*.  The 
laic  cipher  li  omitted  to 
iftVfi  ipace,  as  2  meani  20, 
HO  means  300  dcereet,  etc. 
From  N  to  N  ii  BOO*.  The 
bowl  tarns  with  ihip  and 
lubber  line  (L)  being  on 
bowl  tarni  with  it,  Lttb' 
ber  line  it  now  oppoelte  E 
or  00  •  from  N.  therefore 
ihip  is  traveling  due  East. 


Extension  Theimometer:  Indl- 
eaies  temperature  of  water  or 
oti  circulating  through  engine 
in  degrees  Fahrenheit,  A  simi- 
lar device  lo  Sg,  0.  page  ISS. 
bat  this  iDstTDmeot  is  placed 
on  daih.  Tube  (E)  contains 
ether,  which  is  connected  to 
circuUting  system  of  engine. 
Expansion  of  the  ether  causes 
needle  to  indicate  temperature. 
See  flg,  22,  page  t»l7. 

Tachometer  is  an  instmment  show- 
ing revolutions  of  engine  crank 
and  is  conneeted  with  Ourtiss  sn^ 
gine  at  28,  3  means  20.  10  mesni 
1,000,  22  means  2.200  r.  p,  tn„  etc. 


Tnder  to  remove  valves.  Pistons, 
aluminnm  alloy.  Inlet  valves  are 
nickel  steel  and  exhaust,  tungsten 
steel.  Steel  water  jackets  brazed  to 
cylinders.  Cfyllnders  are  staggered 
and  connecting  rods  are  placed  side 
by  side. 

Model  OXX  is  the  same^  except  % 
inch  larger  bore  than  "OX"  and  is 
rated  at  100  h,  p.  at  1400  r.  p.  m* 
Illustration  shows  the  rear  view  of 
the  OX  and  OXX  engine. 

Model  V2:  Bore  6  in,,  stroke  7 
in,;  1400  r.  p,  m,  developing  200 
h.  p.  Cylinders,  8  V-type.  Similar 
to  OX  except  two  high  tension  mag- 
netos are  used  and  two  Zenith  car^ 
buretors  placed  on  the  side.  Weight 
is  690  lbs. 

Twelve  Cylinder:  Bore  5  inch, 
stroke  7  in,,  h,  p.  250  at  1,400  r,p.m» 
On  some  of  the  Curtiss  engines,  a 
thin  aluminum  liner  is  placed  be- 
tween crank  case  and  cylinders  for 
flying  at  altitudes  below' 6,000  feet, 
in  order  to  give  a  lower  compression 
which  does  not  result  in  pre-ignition 
at  low  altitude.  For  high  altitude 
work  these  liners  are  removed. 

Name  of  Ourttsi  Parte. 

1,  cylinders:  2,  hot  air  pipes  to  carbure- 
tor air  intake;  3,  inlet  manifold:  4,  Inlet 
pipes;  6«  water  jacketed  inlet;  6«  Zenith 
Duplex  carburetor:  7,  hot  water  pipes  t« 
inlet;  8,  water  pump;  0,  water  pipes;  10, 
'magneto;  13,  liot  air  Jacket  surrounding 
exhaust  nvaoifold ;  16,  piiah  rod ;  17,  inlet 
rocker  arm;  IS,  exhsuat  rocker  arm;  19, 
spark  plug:  20,  exhaust  vaUe;  SI,  inlet 
valve:  28,  tachometer  eomiection;  E,  ex- 
haust. 

Under  1,  on  cylinder  on  right,  is 
hreether  pipv.  Oil  pump  is  located  below 
and    m   rear   of   water   pump. 

See  page  918  for  fljlnc  order  of  Our- 
tiss   engine. 


CHABT  NO.  413— Airplane  Instnusenta.    GurUss  Airplane  Engines. 

*The  Berllof  D-81-X2,  B  cyl,  Idgh  tension,  ilnglo  ipafk  magneto  was  mod  on  the  Onrttss  en^Uio  on  the  JK4  traia^ 
itjg  pimie.  Migneto  armature  revnlvrfi  twice  cratjkshafl  t^f^evd.  It  is  of  tlie  uau^il  high  tension  magneto  principle 
rilh  diitribotor  dpsigned   for  8  cylinder*.      See   page  tf27 


AIRPLANE   SUPPLEMENT. 


RnrAULT  Enoiks  Oiimo  DuuamMm 


Renault  Airplane  Engine. 


Zi  »  12  cylinder  V-typo  with  cylinders  placed  at 
angle  of  47%*.  Bore  125  mm.,  itroke  160  mm. 
OylinderB  are  iteel  and  are  almoBt  a  duplicate  of 
the  Mercedes,  page  916. 

ValYes  overhead  type,  operated  by  overhead  cam- 
shaft. Two  valves  3%  in.  di.  per  cylinder.  Valve 
port  is  2  i%2  in.,  valve  stema  %e  in.  di..  valve  seat 
is  set  at  46*  and  H  in.  thick.  They  open  1%3  in. 
Pistons  cast  iron,  8%  in.  in  length.  There  are 
eighteen  t\k»  in.  holes  drilled  in  skirt.  Connecting 
rods  articnlated  type  of  I-beam  section  in  which 
the  shorter  rod  is  attached  to  a  boss  on  the  master 


rod  by  a  pixr  to  form  a  hinge.  Orankaliaft  carried 
in  fonr  babbitt  lined  bronae  sheila  aecnred  to 
ribbed-steel  bearing  caps.  Oenzlnff  aysttm  is 
shown  in  center  illustration.  The  inclined  shafts 
operating  at  three  times  camshaft  speed,  driving 
camshafts  throagh  straight  bevel  gears.  OlUng  sys- 
tem is  shown.  Oil  is  carried  through  ducts  throagh 
copper  tubes  np  to  and  through  overhead  camshaft 
case  and  retuma  down  through  the  distributing 
gearing  case  to  oil  sump.  Igution  consists  of  4 
magnetos  mounted  on  the  same  axis  driven  through 
spur  gears. 


Tjpnition  maf[ncto« 


Fig.  2i— Wiring  diagram  of  Dixie  11-iS  starting  mag- 
neto, with  control  twitch  and  two  service  magnetos. 


f,_r*tttfth      r 


starting 
magneto 


Left  haftd 
magneto 


Magnetos  for  Alri4ane  Engines. 

In  the  8  and  12  cylinder  msgnetos  a  Held  stnictiire»  rolor 
and  cam  are  sometimes  employed  which  produce  four  sparks 
per  roTolutlon  of  the  magneto  shaft,  two  of  the  sparks  being 
of  one  polarity  and  two  of  opposite  polarity.* 

The  speed  at  which  magneto  should  be  drlTen  Is  as  follows: 
Dixie  manietos  will  deliver  one,  two  or  four  sparks  per  rcvota- 
tion  of  ue  drive  shaft  and  when  installed  on  fonr  cycle  en- 
gines, run  as  follows: 

1  Oyl.     %   engine  speed,  with  1  lobe  earn. 

2  Cyl.  engine  speed,  with  1  lobe  cam. 

3  Oyl.  lyk   engine  speed,  with  1  lobe 

4  Oyl.  engine  speed,  with  2  lobe 
6  Oyl.  m  engine  speed,  with  2  lobe 
8  Oyl.  engine  speed,  with  4  lobe  cam. 

12  Oyl.  IH   engine  speed,  with  4  lobe  cam. 

Therefore  during  two  revolutions  of  crank  'tfhaft  on  an  8  c3Pl> 
inder  engine  8  sparks  would  be  produced,  or  4  per  rer.  On  a 
12  cylinder  en^e,  12  sparks  would  be  produced  duziag  2 
rev.  of  crank,  as  armature  makes  8  rev.  to  2  of  crank  and  4 
sparks  per  rev.  or  12  sparks  per  8  rev. 

**Where  magnetos  have  separately  drlTsn  dlstrtbuton,  as  psr 
page  918,  then  a  single  contact  (0)  is  on  distributor  of  mag- 
neto (per  fig.  14),  which  connects  with  separate  distributor. 

Double  ignition  or  connection  for  two  synchronlssd  aagBetoa, 
Is  shown  In  flgs.  23  and  24.  Note  switch  position  below  (as- 
suminff  that  upper  part  of  switch  lever  la  connected  with 
ground   (G)  instead  of  starting  magneto) : 

Switch  position  1,  both  magnetos  generating;  switch  poei> 
tion  2,  It.  H.  magneto  short-circuited  or  off,  R.  H.  generating; 
switch  position  8,  B.  H.  magneto  abort-circuited  or  oiff  and  L.  H. 
generating;  switch  position  4,  both  magnetoe  off  or  sheit 
circuited. 

Dixie  lis  starting  magneto  is  an  auxiliary  source  of  current  with  which  to  operate  the 
ignition  on  airplane  engines,  whereby  a  shower  of  sparks  can  be  produced  at  alow  crank* 
ing  speeds.  It  carries  a  breaker  (B)  for  interrupting  the  current  whieh  it  suppUea  to 
one  of  the  magnetos  when  starting.  The  starting  magneto  is  operated  by  hand  which 
drives  it  4  times  as  fast  as  the  regular  running  magnetos.  As  long  as  the  plaUaum 
points  of  the  ignition  magnetos  are  closed,  any  connection  with  the  starting  macnete  ia 
ineffective,  but  as  soon  as  the  platinum  points  separate,  the  primary  of  the  ignitiou  mag- 
neto, which  is  connected  to  the  starting  magneto  is  then  in  series  with  the  startlB^  mag- 
neto, and  a  shower  of  sparks  for  ignition  is  produced,  while  the  points  remain  separated. 

Fig.  14— Magneto  The  Starting  magneto  Is  connected  to  the  regular  Ignition  magnetos  as  shown  tn  flga.  2S 

and  24.  There  are  four  switch  positions  as  follows:  Switch  position  2,  left  hand  mag^ 
neto  is  connected  to  starting  magneto;  awitch  position  3,  right  hand  magneto  ia  eonneeted  to  startSag 
magneto;  switch  position  1,  both  magnetos  running,  starting  magneto  disconnected;  switch  position  4,  beS 
magetos  off  or  short  circuited.  The  spark  is  produced  from  the  ignition  magnetos  during  the  time  the 
contact  points  are  open,  which  is  for  a  duration  of  about  27  degrees. 


Right  hand 

©magneto 
4  ItHstbj 


r-nTTt  Tn      r  r-fTTr,  Tn      t* 

^^^I — I  4«      ^I-- 


Fig.  24 — Internal  wirini;  diagram  of  Dixie  11-S  start- 
ing  magneto,  control  switch  and  two  service  i 


OHABT  NO.  414— Benaolt  AiziOane  Engine.    SpUtdoif-Dlzle  AlxpUne  liAgMtoi. 

*The  magnetos  can  also  be  of  the  unidirectional  type,  meaning  that  the  spark  is  of  one  polarity  OAly. 
art  four  magnetic  breaks  within  the  magneto,  but  owing  to  the  use  of  a  cam  of  slightly  dtfereni 
ealy  two  sparks,  both  of  the  same  polarity  can  be  produced. 
**See  igs.  It  to  26,  page  298,  for  distributors  where  s  single  magneto  has  8  or  12 


WmiNG  DIAGRAMS. 


^Witql 


CHAUtCRS  t*1«.lT 


iC  >X  lta»-TU  I^Hm  cm  mi  GKNEBATOB* 


K*       t@l     ■ 


STUn  1*1 9-17 


I>odge  Electric  Systems. 

The   North-Eut   fTfttm   on  piM   869 
and  870  li  the  itendard  model  «'0^* 


Qiia^  mi£ii«to  iffnitioa;  Fig. 
%  &lBgtft-wLre,  usin^  Delco 
ifnUion;  Fig.  9,  Two- wife 
•r«t«m  for  iUnta^  motor, 
rflit  ctonaded;  Flff>  4g  eArlj 
1316    i^Btein    wUh    mafiieto 

tern,    not    ehowinf    jgnition. 

i«  used«    (0,  jnaana  p-ound>. 


on  the  Dodge  einee  fan  of  1916,  with 
■light  internal  modifieationi;  For  igni* 
tlon,  the  Dodge  haa  oaed  the  high  ten- 
Bion  magneto,  Delco  aystem  and  ainee 
Mareh.  1918,  the  N.  B.  model  *'0"  ayi- 
tern  (flg.  7)  haa  been  need. 

On  the  1916  and  early  1916  ear%  the 
model  D  electric  ayitem  (fig.  6)  waa 
used.  With  this  ayitem  a  cut-out  and 
relay  type  of  regulator  were  contained  in 
the  starter-generator  unit  (thia  can  be 
determined  when  there  are  4  terminali 
on  starter-genrator.   see  fig.  6). 

The  model  "O"  ayatem  diffara  from 
all  previous  models  in  that  it  has  a  third- 
brush  regulation  instead  of  a  current  re- 
lay type  regulator,  which  formed  a  part 
of  all  preceding  N.  E.  models.  The  eut- 
out  however  is  retained,  but  it  ia  now 
enclosed  In  the  housing  with  starting 
switch  (pages  869  and  870),  inatead  of 
in  generator  itself,  therefore  only  one 
connection  to  starter  generator  and  ane 
grounded  terminal. 

Charging  rate  is  6  to  7  amperaa  at  16 
m.  p.  h.  up  to  21.  Drer  81  the  rate  de- 
creases as  low  aa  8  amperes.     Oanerskor 

— eontinned  on  page  924. 


OHABT  NO.  415— Wiring  Diagrams  Semy  Electric  Systems.    Dodge  Electric  Systems. 

Instead  of  an  ammeter,  the  Dodge  system  uses  a  charging  or  battery  indicator,  see  page  870  and  410  for  principle. 


824 


WIEINQ  DIAGRAMS. 


— eontinned  from  page  92a. 

outoat  can  be  adjoated  aa  low  as  4  amperes  at  1800 
r  p.  m.  at  16  yoIU,  or  at  high  ai  10  amperee  at  aame 
▼oltace.  by  moving  thlrd-bruih  stud  in  rear  of  gen- 
erator, per  instructions  on  pages  783  and  869,  870. 

Oharging  rate  can  be  tested  by  inserting  an  ammeter 
between  positive  terminal  of  battery  and  cable  attached 
thereto.     Measured   this   way.   it   will  be   found   to  be 


from  1  to  2  amperes  less  than  total  generator  < 
even  with  lamps  off,  due  to  ignition  consumption. 

Actaal  OQtpnt  of  generator  can  bo  monanrod  with  s  ' 
16  ampere  ammeter  inserted  between  No.  8  binding  msi 
(on   illustration,   page   870),   and   posit Ito  tonniasl  if 
charging  indicator. 

Fnse  is  located   on   commutator   end    of   at 
erator.     It  is  the  first  place  to  look  in  enso  of  : 
of  current  supply — see  page  788   and  870. 


1 

r 

e 

r~ 

Dom 

J  1  ?     1                  ^ 

Jjij 

i^ 

u 

[ 

Ml 

m 
'J* 

'^^::^ 
^ 

p™ 

*T 

1 "^HtttfT 

^3 

V^ 

^¥ 

n 

rnn^ 

3 

Hh>  I  STANCE 


ng.  6 — ^Internal  circuit  of  North-East  Elec- 
tric System  on  1916  and  early  1916  Dodge. 
Ignition   and   light  circuits  not   shown. 


i:  vni.t 


I^"!'^'  ^        F<jf^ 


t&mrtoN  jwtTCff 


CHABT  HO.  416 — ^Dodge  Electric  Systems — continued.    Bemy  Magneto  and  Wiring  Diagrmou. 

A  Wtrinc  Diagram  Book — Those  desiring  a  book  dealing  exclusively  with  wiring  diagrams  write  A.  L.  I>yke.  Pab.. 

-      -  *^    /r^    *.nother  book  dealing  exclusively  with    storage  batteries  is  also  for  sale.     Send  for  eircuU 


BIJUR  REGULATION  SYSTEMS. 


921 


Bijur   Constant   Voltage   Bagnlatlon 
Generator. 

Tbtt  TOltactt  ragulatioii  lytUm  ia  shown  in  fig. 
5.  With  thiM  Hyntem  the  amount  of  current  gener- 
ated depends  upon  the  state  of  charge  of  battery 
and  the  amount  of  lamp  load  in  use.  With  a  dis- 
charged batterv  the  voltage  la  a  minimum,  but  as 
the  charge  of  battery  proceeds  the  voltage  of 
battery  will  increase,  so  that  the  difference  in 
pressure  between  generator  and  battery  is  contin- 
ually diminishing.  If  battery  is  fully  charged, 
then  generator  charging  current  will  be  small. 
Therefore  tho  charging  current  i.^  variable  and  is 
independent  of  the  speed,  ond  tapers  from  maximum 
with  a  diHcharged  battery  to  minimum  with  u  fully 
charged  battery. 

After  generator  reaches  a  speed  at  which  it  de- 
velops its  normal  yoltage,  the  voltage  docs  not  in- 
crease   with    speed,    but    remnius    constant. 

Voltage  regulation  permits  of  a  battery  being 
charged  at  a  high  current  rate  when  battery  voltage 
la  low  and  a  much  lower  rate  when  battery  voltage 
in   high. 


Operation  of  ent-ont.  (C.  fig.  5):  It«  purpose 
is  to  connect  and  disconnect  the  generator  to  bat- 
tery when  generator  is  at  rest  or  at  very  low  speeds. 
It  has  a  shunt  and  series  winding  as  e.\plained  on 
pages  334.  342.  The  shunt  winding  is  connected 
across  the  wires  from  the  generator  so  as  to  receive 
the  full  voltage  of  generator  and  when  machine 
attains  speed  at  which  it  develops  6.5  volts,  the 
shunt  winding  is  sufficiently  energized  to  dose  the 
cut-out  armature  (V).  The  series  winding  is  con- 
nected in  the  main  circuit  and  current  flows  through 
it  and  its  pull  reinforces  the  pull  due  to  the  shunt 
winding  and  firmly  holds  the  cut-out  armature  (V) 
closed.  When  the  speed  of  generator  is  decreased 
to  a  speed  where  it  generates  voltage  lower  than 
battery,  then  a  momentary  discharge  from  battery 
through  the  series  winding  demagnetizes  the  coil 
(C)   and  cut-out   is  opened. 

The  voltage  regulating  unit  (B)  fig.  5.  has  a 
single  winding  connected  across  the  wires  from  the 
generator.  It  is  opened  and  closed  owing  to  amount 
of  pressure  developed  by  generator.  Below  7.75 
volts  the  resistance  (D)  is  cut  out  of  field  circuit, 
path  being  around  it  through  V.  giving  generator 
chance  to  build  up.  Above  7.75  volts,  roil  (B) 
pulls  V  to  it.  which  throws  resistance  (D)  into 
field  circuit  which  automatically  reduces  the  genera- 
tion. While  running,  this  regulator  armature  vi- 
brates rapidly  cutting  the  resistance  into  and  out 
of  field  circuit  by  means  of  vibrator  V.  Thus  the 
pressure  never  goes  above  7.75  or  lamps  would  burn 
out.  (similar  to  system  of  regulation  shown  in 
fig.  9.  page  342). 

The  other  resistance  unit  (E)  which  is  connected 
in  parallel  with  field  winding  is  to  absorb  the  field 
energy  when  the  regulator  contacts  are  open  and 
reduce   sparking  at   contarrs. 

Ammeter:  In  this  j)artiriilur  system  the  meter 
is  connected  between  generator  and  battery  which 
indicates  generator  output  imly  and  does  not  show 
a.  discharge  when  generator  is  at  rest.  On  some 
cars  the  meter  is  coniierteil  at  branch  (A)  and 
with  generator  in  operation,  meter  will  indicate 
output  less  the  current  ronsuiued  by  lights  and 
other  devices. 

Adjustments.  A  hole  is  provided  on  regulator 
box  for  adjusting  voltage  regulator  and  another  for 
cut-out.  Turning  ailjusting  nut  to  right  on  cut-out 
raises  the  cut-in  voltage.  Turning  mljusting  nut 
on  voltage  regulator  to  right  raises  generator  volt- 
age. 

Before  adjusting  cut-out  disconnect  one  of  bat- 
tery terniinaU  and  plare  heail  light  switch  on. 
Voltmeter  leads  should  be  clipped  to  generator 
brushes,  engine  run  slow,  gradually  increasing 
speed.       Adjustment    should    then    be    made    so    cut- 


out will  close  at  6.5  volts,  the  voltage  will  then 
immediately  drop  on  closing,  which  indicates  it 
has   closed. 

In  setting  voltage  regulator,  connect  generator 
to  battery  having  specific  gravity  of  1,250  and  light 
switch  off.  Voltage  should  be  measured  across 
brushes  as  above.  Run  engine  at  speed  so  gener- 
ator will  turn  1000  to  1400  r.  p.  m.  and  tension 
of  spring  regulated  until  7.75  to  7.8  volts  is  gen- 
erated.     Set    adjusting    nut    tight    after    adjusting. 

Generator  can  be  used  without  battery,  if  lights 
are  on,  otherwise  resistance  unit  is  liable  to  burn 
out  if  lights  are  not  on  and  battery   is  removed. 

Wiring:  A  single  or  double  wire  system  can 
be  used  with  this  generator. 

Care:  (1)  Every  two  weeks  2  or  3  drops  of 
thin  mineral  oil  should  be  put  in  oilers;  (2)  Every 
two  weeks  reverse  regulator  disconnect  ])lug  by 
pushing  it  in  to  unlock,  then  turn  and  reverse  its 
connections:  (3)  Inspect  brushes  every  1000  miles, 
to  see  that  they  make  good  contact  and  move  free- 
ly up  and  down.     See  pages  408,  409,  404,  406. 

Bijur  Oonstant  Current  Regulation 
Generator. 

The  system  described  above,  used  resistance  (D) 
to  weaken  the  shunt  field  circuit  .and  is  termed 
a  "constant  voltage"  system  of  regulation  of  the 
output   of   current. 

The  "constant  current'*  system  uses  a  third 
brush  to  regulate  the  output,  as  shown  in  figures  6 
and   7. 

The  "cut-out"  is  used  with  both  the  "voltage 
regulated"  and  the  "constant  current  regulated" 
systems. 


HEX 
CVT  OCT 


In  fig.  6  and  7  the  constant  current  regulated 
system  is  shown.  The  wiring  can  be  a  two  wire 
system  as  per  fig.  7.  or  a  single  wire  system  as  per 
fig.   6. 

With  the  constant  current  *third-brush  regulation 
the  generated  current  is  independent  of  the  voltage 
of  the  battery  or  the  amount  of  lamp  load  connected, 
but  depends  upon  the  speed  at  which  machine  is 
driven  and  position  of  the  regulating  third-brush 
with  respect  to  the  two  main  brushes.  The  cut- 
out (V)  closes  when  generator  reaches  6.5  volts,  or 
generator  speed  of  500  or  600  r.  p.  m.  With  in- 
creasing speed  the  current  increases  to  maximum 
value,  at  speeds  about  1000  to  1600  r.  p.  m.;  at 
higher   speeds   current  gradually   decreases. 

Adjustment:  Moving  the  brush  (by  loosening 
nuts)  in  direction  of  rotation  of  armature  increases 
generator  output,  in  opposite  direction,  decreases. 
At  1400  to  1600  r.  p.  m.  of  generator  (20  to  25 
miles,  car  speed)  fhe  amperage  should  be  not  less 
than  12  or  more  than  15.  Approximately  a  shift 
of  third-brush  tV"  w'ill  change  output  2  to  3  am- 
peres. If  adjusted  on  car.  remove  generator  cables 
and  tape  ends,  then  place  back  after  adjusting  and 
run  generator  and  test.  Two  or  three  trials  may 
be  necessary.  Best  results  are  obtained  after  run- 
ning car  when  generator  is  hot  and  connected  to 
battery  with    1250   specific   cravity    (s.   g.) 

Fuse:  A  6  to  12  ampere  fuse  is  placed  in  field 
to   protect   coils   burning   out. 

It  is  not  feasible  to  supply  current  for  lights 
from  a  constant  current  generator  without  a  battery 
being  connected  In  circuit,  for  instance,  if  lamps 
require  7  amperes  and  generator  at  speed,  delivers 
15  amperes,  the  generator  voltage  would  rise  until 
the  additional  8  amperes  not  required  by  the  lamps 
will  be  forced  through  the  lamp  circuit  and  burn 
them  out. 

Care  of  generator  and  starting  motor — see  pages 
407  to  421.    See  p.  546  for  cars  using  Bijur  system. 


OHABT  NO.  417 — Constant  Voltage  and  Constant  Current  Regulation— Bijur  as  Examples.   S(>e  alsO; 

pages  343,  34;1,  347.    -see  also  page  3A<j,  explanation  of  third-brush  principle. 


926 


WIRING  DIAGRAMS. 


FOR  MODELS,  A,  B,  D.  F,  O  and  T  MAGNETOS         FOR  MODELS  W,.X  Y  AND  Z  MAGNETOS 

'^  FiB. 


Tnatfoniitr 

FOR  MODEL  G  and  H  MAGNETOS 

.      .     Fig 

Vie 


SvMMwflltaBMtoMtf  Tate 

FOR  MODELS  S  AND  SS  MAGNETOS 


r^  '  {f% 


Many  of  tbe  ujtUmB  are  ilxnllar. 
instance,  flg.  8  is  dash  coil  for  models 
neetions  to  the  tnbe  type  coil.  Manj 
shown  as  a  reference  for  older  model  cars. 


Splitdorf  ICagneto  Wixlng  Dlagranuk 

Note  diaframs  show  both  the  dash  type  and  tube  typ*  eoils.  '  Wm 
A,  B,  D,  F,  T,  W,  X,  T,  Z  magnetos,  whereas  flfs.  1  and  S  show  ooa- 
of  the  aboTO  ignition  systems  were  used  sererA  years  agow  bat  art 


Magneto  in  flg.  1  and  coil  in  flg.  14  would  constitute  the  model  O  system.  Magneto  in  flg.  S  mad  eoll 
in  flg.  8  would  represent  the  model  X  system  formerly  used  in  the  Maxwell  "40.* "^  Fig.  IS  is  tka  KU4 
magneto.     See  pages  290  to  298  for  Splitdorf  Dixie  magneto  and  pages  228  for  Splitdorf  ooU  nnnnsntiaag. 


magneto 

Berllng  Magneto. 

Figs.  9  and  10  show  the  two-spark  lystssn.    When  switch  is  in  position  (1),  primary  winding  la  i 

circuited  and  magneto  is  *'off."     When  on  (2),  magneto  operates  as  a  single  spark  magneto.     Wkaa  ta 

;•     iBsitf        '-  -      - 


lEKXJMO  TVfO  POINT 
HIOU  TENSION  MAONETO 


this   position    (S),    and   of  

is  grounded  and  is  position  for  stait- 
ing,  because  at  slow  spooda  all  o<  la- 
tensity  of  magnato  is  eonoaatr»tod  to 
one  spark  plug  instead  of  bolac  di- 
vided. When  on  (8),  which  Is  tur- 
ning position  at  full  moad,  "^^g^^tir 
supplies  current  for  tko  two  apork 
plugs  in  each  eylindar  and  oarrtBt  la 
diTided  betwetn  the  two.  r 
points  are  set  .016  to  .OflO  la. 
Another  two-apark  «yat«M  la 
on  page  288. 


OHABT  KO.  418— Wiring  Diagnuns  QpUtdorf  Magneto  Systems.    Berling  Two-4part: 
Sao  page  864F  for  advertUement  of  a  largo  Book  of  Wiring  Diagrams  in  blno  print  form.    TUa  iMiok 

daals    with    Storage    Batteries    and    Electrie    Systoms — send  for  circulars. 


Stoomberg  Model  *'L'*  Caiburetor.       Berling  Magaeto. 


^1 


Tig.  1,     Sectional 

Titvr     of     Btrom- 

l)«rg     carburetor, 

tfp9  L,  pm««  17e, 

Th«    only     differ- 

«Dce  between    the   type   L   *nd 

p*(«   176   U    in   the    "ecoctomixflr 

■ction,   or   the   liftinff   of  the   hif^ 

■peed   needle  Tftlve    (A)    automAti- 

cellf.      Thie   needle   ral^-e    I  A)    ou 

type  (M)  U  hftod  reflated. 


kJ^KlNG  CLAM4r 


Berling  type  IV 
81x2rElgh  ten- 
sion 8  ctL.  ilii- 
fie  apark  niftg- 
neto  at  u«ed  on 
the  OartUi  train- 
ing    plaaea^ 

The  iDtermpter 
i>  thowu  to  Ihti 
left. 


Pierce- Arrow   **Diial"   Valve  Engine, 
Dual    TalTes*    mean    two    iDlet    and    two    exhaust        u*^<  »   '*'^"   b^<^^  cylinder  with   two  inlet  and  two 
Talves    to    each    cylinder.     The    Stuti    engine,    page         exhaust  Talvoa  per  cylinder. 

109.  uaes  dnal  valves  but  they  are  placed  overhead  Advantages    of   dual   Talyes   ii   thla:     It    U   well 

Instead   of   to   the  side   ai   below.     The   White  also        known    that    greater    power,    especially    at    higher 

speeds  Is  obtained  by  using  larga 
valves.  For  instance,  in  standard 
practice  the  rule  is  to  hava  the  valve 
diameter  one-half  that  of  the  bore  of 
cylinder.  For  a  4%  inch  bore,  a  2% 
inch  valve  is  used.  In  order,  how- 
ever, to  get  the  maximum  possible 
power,  a  3  In.  valve  with  a  %  in.  lift 
would  give  greater  power,  bui  to  do 
this  would  result  in  noisy  vaWes.  due 
to  the  heavy  valve  spring:  re<jniired  to 
dote  them  promptly,  and  also  od  ac^ 
coant  of  the  tendency  of  the  valve 
head    to    warp   out    of  fib  ape. 

Therefore  by  aslng  two  smaller 
valves  of  IV,  In  dL,  with  a  %  Iil 
lift,  the  same  opening  area  aa  the 
single  3  inch  valve  Is  obtalDed,  This 
gives  the  maximum  power  and  a  r^rf 
{|uiet  valve  action,  duo  to  the  use  of 
light   valve  epringa. 

Name  of  Parts. 

Fierce-Arrow:  cylinders  of  3  blocks, 
*'T'head;"  valves  on  side;  fuel  fed 
to  carboretor  by  pressure;  Ignition, 
Bosch  high  tension  magneto  with  a 
Westinghouse  generator  system  as  a 
reserve.  Tlie  two  systems  are  inde- 
pendent and  connect  with  two  seta  of 
spark  plugs.  WO,  water  pipe  from 
engine  to  radiator;  WO,  water  bypass 
from  thermostat;  WT*  water  pump 
connection  to  radiator;  OP,  water 
pump;  WP,  water  pipe;  S,  spark 
plugs;  N,  inlet  valves;  RA^  hot  air 
intake  to  carburetor;  OB,  carb<  float 
chamber;  IM»  intake  manifold  (hot 
water  jacketed);  B*  generator;  DE, 
generator  distributor;  G,  gasoline 
primer;  T^  carburetor  adjusting  needle 
valve  (cootrolled  from  seat);  B,  ex- 
haust valves;  M,  magneto;  BX  ex- 
haust manifold;  BB,  oil  filler;  O,  oil 
pump;  A,  oil  pump  drive  gear  ease; 
D*  electro  magsetie  starting  switch 
for  starting  motor;  8M,  starting  motor 
with   automatic  gear  ahift. 

See  page  27T  for  Pierce-Arrow  jgai- 
tion    system, 

OHABT   NO,   4fl>— Stromberg   CarbTiretor,    Berling  Magneto.    Pferee-Arrow  Dual  Valv« '&SL!l5&Ak. 


Tho    KW    magneto    dlflers    from    other 

magnetos  In  many  ways,  uuJ   t»ossiLIy   the 

►  clearest   information   that- can  be   given,  ia 

by  careful  study  of  the  diagrams  and   ac- 

pompanying  explanation. 


K-W  MAGNETO  SUPPLEMENT. 
♦K-W  Magnetos, 


STf- 

STJ 

sn 


Dinfram    **A," 

Dlagnun  "A"  shows  a  longitudinal  sec- 
tional elevation  of  the  model  HK  magneto. 
By  referring  to  the  numbers  in  the  follow- 
ing description,  a  clear  idea  v^Kf  be  ob- 
tained of  thQ  function  of  the  various  parts. 

I  Bridge   or    tpider       96  Dlitributor  block. 

yti  Distributor    bruab 
bolder, 
too  Hi^h  teniion  Ivad. 

1 13  S«coDd»ry      wind- 
ia?. 

114  Pnmiiry    winding:, 

118  Safety   ipark   fci^p. 

119  Se<:oBdary     distri 
butor  bni»h. 

120  Stcondftry    contact 


3  Distributx^r  f«ftr. 
10  Ba»e. 
14  Low      tsniioD      bm 

bar. 
24  Dust  cap   or  cover. 

20  Retainer  sprtng, 

66  Switch  binding  post 
04  Driving  piDion. 

67  Cam. 
69  Rocker    arm    roller 

shaft. 

78  Magneta. 

79  Plunger      for      pri- 
mary  circuit. 


S  lunger, 
ond  enter. 
180  Rotor. 
186  Higb    tension 
bar. 


bns 


Illustration  *'B''  shows  the  rotor  (which 
is  the  only  revolving  part  in  the  K-W 
magneto)  and  the  complete  assembled  wind- 
ing. The  rotor  is  made  up  of  soft  Norway 
sheet  iron 
sta  m  p  i  n  g  s , 
which  are  riv- 
eted together 
and  very  ac- 
curately ma- 
chined, B»  these 
rotor  blocks. 


IHustralion 


which  run  on  high  grade  annular  ball  bear- 
ings, have  only  .003"  apace  between  their 
face  and  the  face  of  the  pole  pieces.  The 
rotor  blocks  are  made  in  two  halves  and 
are  held  on  the  shaft  by  a  taper  pin  and 
are  mounted  at  right  angles  to  each  other. 

In  monnting  the  winding  between  these  rotor 
blocks*  the  pin  is  taken  out  of  one  batt,  and  the 
rotor  block  is  withdrawn  from  the  abaft  to  allow 
the  winding  to  be  placed  in  the  center. 


The  winding:  Complete  assembled  wind 
ing  (illustration  C)  consists  ot  a  prij 
winding  of  heavy  copper  wire  and  a  aecon*! 
nry  winding  (see  nlso  diagram  A),  which 

made  mx^  of  • 
great  number  of 
turns  <»f  vet!" 
i!ne  wire«  the 
coils  beia| 
wound  eirenli 
in  shape,  aasxiT' 
ing  the  largre! 
number  of  tumf 
with  the  lea*! 
length  of  wiw^ 
which  makes  tb« 
most  efficient 
type      of     coiL 

These  windings 
are  given  an  im- 
pregnation *  of 
high  grade  in- 
suJating  c  o  m- 
pound  by  t!i  ~ 
vacuum,  proce 
and  the  sffCon*! 
ary  wiading 
given  27  pepas 
ate  coats  of  var 

niuatration    "0.-  baked    tweiitf 

four  hours^  which  thoroughly  Insulates 
from  the  primary  winding  and  also  aseur 
it  being  as  near  water  and  oil  proof  aa  ii 
is  possible  to  make  any  high  tension  eoH. 
These  windings  are  assembled  \Nith  the  sec- 
ondary outside  of  the  primary  and  then  en- 
eloseii  in  a  brass  housing  with  a  hard  rub- 
ber plug,  through  which  the  high  voltage 
secondary  is  carried  to  the  distributor  bmsli 
of  the  magneto. 

The  condenser:  No.  126,  In  diagram 
"A,"  is  made  up  of  a  number  of  alternac* 
ing  sheets  of  tin  foil  and  mica,  every  other 
sheet  of  tin  foil  being  connected  together^ 
which  makes  two  series  of  tin  foil  layer 
separated  from  each  other  by  sheet  miea 
Ea:h  sheet  of  mica  is  tested  separately 
fore  being  used  with  5000  volts  for  brea 
down  and  after  it  is  assembled  it  is  given 
test  of  five  to  six  times  the  normal  working 
voltage  to  which  it  is  subjected,  assurini 
reliability   under  adverse  conditions. 

The  safety  gap.  No.  118,  diagram  **A/' 
is  a  necessary  part  of  any  high  tension  mag- 
neto, its  object  being  to  form  a  path  for  the 
high  tension  current  to  jump  across  in  case 
a  secondary  cable  that  leads  to  the  spark. 
plugs,  should  be  oflF  when  the  engine  is  ran*f 
ning.  This  safety  gap,  as  its  name  implie  , 
prevents  the  winding  from  burning  out,  for 
as  long  as  their  is  a  path  for  the  high  ten- 
sion current  to  pass  through,  it  will  neve 
puncture  the  insulation  of  the  second 
winding. 

The  magnetJc  field  of  the  magneto  la 
posed  of  four  horse  shoe  magnets  No.  73,  la  ' 
diagram  **A,**  which  are  mounted  on  twft 
cast    iron    pole-pieces,    spaced    90    degrees 
apart.     The  rotor,  No.  180,  revolves  wlthiu 
this  magnetic  field,  and  as  the  rot^Nr  KloeV 
are  spaced  90  degrees  apart,  V 
rent  wave  four  times  to  the  ^ 
the  magneto* 


tAuiy,   psfei  2i^6,   296.  2Kti  and  832   for   Kil>]il]ona1   information  oo   K  W  magoelot. 


K.W  MAGNETO  SUPPLEMENT 


When  tlie  rotor  Is  revolred  wlUdJi  this 
m&gneUc  field*  the  rniignetic  lines  of  force 
are  cut  or  distorted  and  an  electrical  cur- 
rent  is  sot  up  in  tho  primary  windings 
which  is  carried  up  through  part  No.  14 
to  bridge  No,  1,  then  through  spring  No. 
69  to  the  circuit  breaker  cap  and  through 
the  contact  points  io  the  circuit  breaker 
back  to  the  other  aide  of  the  windingi  com- 
pleting  the   circuit. 

When  the  current  baa  reached  Ita  highest 
point,  the  circuit  breaker-points  are  open 
and  the  change  of  the  magnetic  Hut  causes 
a  high  voltage  to  be  set  up  in  the  fine  wire 
secondarj  winding.  This  induction  is  as- 
sisted by  the  condenser,  which  is  connected 
across  the  circuit  breaker  points,  absorb- 
ing the  spark  which  would  occur  if  the  con- 
denser were  not  in  circuit  and  also  assist- 
ing by  the  discharge  which  takes  place  im- 
mediately after  it  is  loaded. 

The  lilgh  tension  current  ia  carried  up 
through  the  hard  rubber  plug  to  the  bus  bar 
No.  186,  then  through  lead  No.  100  to  the 
distributing  brush,  which  distributes  it  to 
the  different  segments  on  the  distributor 
block,  these  segments  being  connected  by 
high  tension  cables  to  the  different  spark 
plugs  on  the  engine. 

The  distributor  block  Is  made  of  hard 
rubber  Into  which  is  molded  brass  segments, 
one  for  eacli  cylinder.  The  distributor 
brush  which  turns  with  the  gear  of  the 
magneto  is  also  molded  of  hard  rubber  and 
carries  a  carbon  brush,  which  bears  lightly 
on  these  segments  as  it  passes,  and  the 
magneto  is  timed  so  that  the  circuit  breaker 
points  open  and  the  high  tension  current  is 
generated  just  at  the  instant  this  brush  goes 
to  the  segment. 

The  K-W  Circuit  Breaker. 
The  entire  circuit  breaker  Is  removable. 
Release  spring  No.  29  by  pushing  it  aside. 
Pull  out  complete  breaker  box  and  remove 
cover  nut  No.  79*  This  allows  removal  of 
circuit  breaker  cap  and  gives  access  to 
breaker  parts.  The  same  type  of  circuit 
breaker  is  used  on  all  K-W  high  tension 
magnetos,  and  is  shown  by  diagram  **D,** 
It  is  arranged  to  have  30  degrees  of  ad- 
vance or  retard  for  regular  work. 

68    67 


To  Open  Distributor 
Bexnove   the   high,  tension  lead  Ko.   100, 
by  turning  it  to  rights  which  releases  It  at 

bottom.  Unscrew  nut  at  top  of  spider,  and 
remove  the  bridge  or  spider  fio.  1^  thus  re- 
leasing cap  on  distributor  block  and  giv- 
ing view  of  distributor  and  brush  No.  119. 

^Impulse  Starter. 
Illustration     *'F"     shows     tlie     Impulse 
starter  as  appUed  to  the  model  HK  mag- 
neto and  diagram   '*E"   shows  a  sectional 
view  of  the  Impulse  starter  only. 

The  impulse 
starter  c  o  n- 
aists  of  two 
separate 
members^  one 
of  which  is 
called  the 
ratchet  and 
one  the  start- 
er case.  The 
ratchet  is  fas- 
tened direct- 
ly to  the  ro- 
tor shaft  of 
the  magneto 
and  the  case 
connects  to 
the  coupling, 
which  is  fas- 
tened to  the 
shaft  that 
drives  the 
magneto.  In- 
terposed be- 
tween these 
two  members 
is  a  clock  spring  which  performs  the  func- 
tion of  driving  the  rotor  when  the  starting 
mechanism  is  used. 

Wlien   the  engine   is  to  be  started*   the 

trigger,  ST  14  is  pressed,  which  allows  the 
hook  dog  BT'lt  to  drop  into  the  notch  on 
ratchet  ST-6,  so  when  the  starter  case  ST-2 


Til  miration    ''F.'* 


DUfr«m   '*£.** 


Wlien  the  points  fail  to  separate  or  when 
the  distance  Is  too  far  apart,  adjust  part 
194  with  small  screw  driver  inserted 
through  hole  for  that  purpose  In  housing. 
The  proper  distance  apart  is  A*-  A  gauge 
is  sent  with  everj'  magneto.  Spark  plug  ^'\ 

The  filing  point  of  the  magneto  is  just 
when  the  points  are  beginning  to  open  or 
break  eircnit,  not  when  they  touch. 

•S6»  alio.   p^g9  835.     Mmniiftctwert   of   K  W    Mji^eeoa:    K  W   leoitloo   Co..   CI«T«1snd,  OVv^i. 


is  turned  by  tlie  drive  abaft,  the  ratchet  re- 
mains stauonary,  and  the  clock  spring  in- 
side the  case  is  wound  up  while  the  case 
is  moving  80  degrees,  which  brings  starter 
dog  8T-11  around  to  the  position  where  it 
moves  tbe  roller  on  ST-13,  which  in  tnrn 
moves  this  hook  BT-13  out  of  the  notch  on 
the  ratchet. 

When  this  hook  dog  releases  the  ratchet. 
It  is  given  an  impulse  forward  by  tlie  clock 
spring,  and  is  thrown  back  to  its  original 
position,  as  shown  in  the  diagram.  While 
this  rotor  is  being  moved  rapidly  by  this 


2 


930 


K^W  MAGNETO  SUPPLEMENT, 


spring,  the  circuit  breaker  points  are  open, 
causing  the  function  of  producing  the  spark. 

Tbd  starter  coutlnues  to  operate  until  a 
predetermined  speed  has  lieen  readied,  when 
the,  hook  dog  is  thrown  up  and  latched  and 
the  magneto  is  driven  direct.  The  speed 
at  which  the  starter  throws  out  of  engage- 
ment, is  determined  by  the  tension  of  the 
cushion  spring  on  the  hook  dog. 

To  lime  Magneto  To  The  Bnglne. 
First;     Turn  over  crank  shaft  of  engine, 
placing  engine  from  3"  to  5"  past  top  dead 
center  on   firing  stroke. 

Second:  Mount  and  connect  magneto  so 
that  the  tripping  mechanism  will  Ijip  the 
impulse  starting  device. 


niaitTfttlon    *'0/' 

Illustration  **G"  shows  K-W  high  tension 
magneto*  known  as  model  TK,  while  dia- 
gram *'J**  shows  a  cross  sectional  view  of 
this  magneto.  It  will  be  noted  that  the 
principle  of  the  model  HK  and  TK  magneto 
is  exactly  the  same,  the  only  difference  be- 
ing in  the  size  of  the  magnetos  and  their  ap- 
pearance. The  same  principles  of  design 
and  construction,  are  employed  in  both. 
Model  TK|  however,  has  flat  magnets* 


Both  magnetos  are  of  the  inductor  type 
construction,  having  a  stationary  winding 
and  revolving  rotor.  This  does  away  with 
all  moving  wires,  collector  rings,  special 
contacts,  etc.  and  is  considered  by  the  man- 
ufacturers the  simplest  form  of  construe- 
iioji. 


K  W  IfOw  Tension  Magnetos  or 
Alternating  Current  Oenermton. 

These  generators  are  made   for 
using  a  vibrating  spark  coil  &nd  low 
si  on  timer^  and  are  made  in  several  mode 
for  either  friction  or  belt  drive. 

They  are  also  made  for  tractor  and 
tor  boat  electric  lighting  systema,  fe 
the  current  direct  to  the  lamps.     TlJ^ 
erators  will  not  charge  a  storaiE^  ^^ 
as  they  produce  alternating  currec* 

Internal  Constnictoo. 
This  illustration  ''H**  shows  tlie  Int 
construction  and  extreme  simplicity  of 
K-W  low  tension  magneto,  desigaed  on 
entirely    new    principle,    and    patenfed 
them.    Instead     of     having     wires 


Illufltrfttion  **I/ 


longitudinally  around  a  revolving  armatars 
it  has  stationary  spiral  winding  of  copp 
ribbon,  as  is  shown  in   the  center  of  Ulu 
tration  '*!,*'  and  also  in  illustration  "H,"} 
which  is  a  view  of  the  inside  of  a  low  te 
sioD  magneto.     The  rotor  changes  the  dire 


»?^"T« 


riM^^--^ 


Illiulraiicm  '^H." 

tion  of  magnetic  tlux  through  the  winding^, 
four    times   per    revolution,   and    thus    pr 
duces   the   electric  current.     This   rotor 
volves  in  two  sets  of  high  grade  ball  be 
ings  and  docs  not  rub  against  or  touch  an| 
other   part   on    the    entire    magneto,  &a 
other  parts  stand  stili  (See  also,  page  256.] 

The  terminals  of  the  winding  extend 
through  the  top  of  the  pole  pieces  in  which 
the  rotor  revolves  and  are  securely  con* 
nected  to  the  binding  posts,  which  are  lo- 
cated at  the  end  of  the  magneto. 

The  electrical  part  is  housed  In  a 
making  the  magneto  practically  waterproof  j 
It  will  stand  any  nmount  of  spray  or 
Oil  it  occasionally,  and  the  K*W  generator 
will  **atay  on  the  job." 

All  modelA  of  K-W  Ufhtlng  magnatos  er 
•ratori,    in   sddUioo   to  hmving  a   special    wiaJiq 
fluit«ble  for  the  lifflttt,   have  tht  ftir  g^p  betw«« 
the  rotor  and  pole  pieces  lo  ftdinited  as  to  mikk^ 
them  AQtomiiticany  self-regrolAtlof,   dae  to  th«   In 
pedacee  of  the  coll.  to  a  very  clot«  degree,  to  i__ 
W  taV«  cu«  of  th4  T&rioui  ip«odi  of  th«  anria*.^ 


16  OouQtertbaft  mt«nDediftte  ge&r. 

17  Countershaft. 

18  Sliding  gear  tbaft,  or  trantmitiioa  m&lii  thAfi. 

19  Universal   joint  bousinf, 

20  UQiveriAl  bollow  thftft,  tqoAre  drlT«  sbftft  (49) 

fit!  intlde. 

21  Universml  Joint. 

22  Slid  ins  ff«»r  tbaft  rear  bearimg. 

23  Shifting  thaft. 

24  Intermtdlatd  sliding  getkT* 
26  Sbifttng  shaft   yoke. 

26  6e«r  ahifttng  fork. 

27  Ge&r  shift    l«rer. 


28  Haod  brake  leTcr. 

29  Low   and   reverse  sliding  gear. 

30  Hich   ape^d   sliding  gear 

31  Shifting   shaft   plunger. 

32  Clutch  abaft. 

93  Clutch   shaft   rear  bearing. 
34  Clutch   releftse  gr«ftte  tube. 
36  End  of  engine  cr&nkiliaft. 

38  Clutch  pedal. 

39  Foot   brake   pedal. 

40  Speedometer  drive  shaft. 

41  Hand  brake  leTershafl. 

42  Speedometer   drive    gear. 

43  Transinisaioii  drain  plug. 

44  Cluteh  drain  plate. 
46  Heverie  idler  ->inion. 

46  Reverse  idler  yinion   bracket. 

47  Support  arm, 

49  Square  end  of  drive  abaft,  flU  Into  20« 

60  Torque  tube,   fits  to   19. 

61  Rear    axle  bousing. 

62  Drive  or  propeller  ahaft. 

63  Drive    shaft    roller  bearingt. 

64  Drive   pinion. 

65  Foot    brake   operating   thaft. 
56  Adjuating  ring  lock   serewt, 

67  Hand   brake   operating  •►'aft, 

68  Rear    axle   drive   shaitk. 


CfHABT  NO,  420— Parts  of  Tlie  Bod^e  I>rlv6  System  (1919>, 

See  Insert   No.    1    for  top  view  of  Dodge  Ob  ait  is  and    pages  369,  370,  733.  924.  411  for  Dodge  Electric  Bjttam 

and  Chain   Adjustment, 


I         See  Insert 
I         and  Chain 


PARTS  OP  DODGE  DRIVE  SYSTEM. 


69  Differential  roller   bearing. 

60  Differential  bevel  gear. 

61  Differential  cross. 

62  Lubricant  IotoI  plug. 

68  Bevel  driven  gear. 

64  Differential  bevel  pinion. 

66  Bearing  adjusting  rings. 

67  Drive  shaft  bearing  adjusting  rings. 

69  Differential   carrier. 


71  Adjusting  ring  lock. 

72  Foot    bralce    operatix 


operating    shaft    lever. 

Pointers  on  Adjustment 
To  Adjust  Olutch. 
See  page  666. 

*Bemoval  of  Clutch  and  Ghear  Box. 
1 — ^Break  universal  joint;  2 — drop  emergency  brake 
rod;  S — remove  exhaust  pipe  completely;  4 — block 
up  engine  at  rear,  just  in  front  of  the  bell  flywheel 
housing;  6 — remove  bolts  in  rear  engine  arms  (47) ; 
6 — ^remove  bolts  holding  bell  housing  flange  (10)  to 
orankcase;  7 — drop  foot  brake  rod;  8 — disconnect 
flexible  grease  cup  tube  running  from  floor  board  to 
clutch  throw-out;  9 — slide  unit  to  rear  and  lift  out. 

Disassembly  of  Clutch. 
1 — ^Remove  two  lock  screws  in  clutch  throw-out 
yoke  (visible  from  clutch  hand  hole) ;  2 — remove 
two  nuts  on  clutch  throw-out  yoke;  S — remove 
clutch  pedal  (88)  from  its 
shaft  and  loosen  brake  pedal 
(89);  4 — drive  out  clutch 
shaft  (82)  to  the  left;  6 — 
lift  out  clutch  unit;  6 — ap- 
ply clutch  puller,  fig.  1,  to 
complete  clutch  disassembly. 
The  puller  consists  of  a  cross 
member  with  a  bolt  termin- 
ating in  a  hook  perpendicu- 
larly placed  at  each  ex- 
tremity. The  hooks  engage 
pins  on  the  clutch;  7 — draw 
down  on  puller  nuts  until  the  clutch  spring  is 
sufficiently  compressed  so  that  the  split  locking 
ring  may  be  withdrawn*  8 — remove  split  locking 
ring;  9 — ease  up  on  puller  nuts,  and  then  remove 
clutch  spring;  10 — clutch  plates  may  now  be  taken 
apart. 

To  Beplace  Clutch. 
See  fig.  2.  The  facings  come  already  cut  and  drilled 
so  it  is  merely  a  matter  of  riveting  a  new  facinc^  in 

place    on    the  driving    discs 

9,  fig.  A.  page  981.  A  tool 
especially  designed  for  this 
purpose  is  shown  in  fig.  2. 
The  punch  is  made  of  a 
valve  stem,  hardened.  In 
putting  in  the  hollow  rivets, 
half  of  them  should  face 
one  way  and  alternate  ones 
in  opposite  direction.  This 
tool  may  also  be  used  to 
rivet  brake  linings,  page 
689. 

Noisy  Bear  Axle. 
When  there  Is  a  singing  or  humming  noise  con- 
stantly in  rear  axle,  with  the  humming  increasing 
with  speed,  and  the  rear  axle  mesh  seems  stiff 
when  clutch  is  thrown  out.  it  is  usually  due  to  the 
adjustment  of  the  drive  pinion  (54)  to  the  driven 
bevel   gear   (63)    being  meshed  too  Ugbt. 

When  there  is  noise  and  back-lash,  which  is  more 
noticeable  when  dutch  is  "thrown-ont,"  and  there 
seems  to  be  a  loose,  jerky  motion  in  rear,  when 
clutch  is  "thrownout,"  it  is  probably  due  to  gears 
64  and  63  not  meshing  tight  enough. 

Remedy:  First  see  if  there  is  oil  on  teeth  of  gears 
by  taking  filler  plug  out  and  stidcing  your  finger 
on  gear.  Often  times  heavy  grease  will  not  throw 
all  way   'round. 

Adjustment:  Ordinarily  the  adjustment  of  drive 
pinion  (64)  is  sufficient.  If  not,  then  driven  bevel 
gear   (68)   must  also  be  adjusted. 

Note.  On  other  makes  of  cars  having  "heUcal" 
gears  the  same  rules  apply. 

To  Adjust  Drive  Pinion. 
The   whole   drive   shaft   52,   fig.   C,   page   931,   can 
be  adjusted  endwise  to  obtain  exact  position  of  the 
driving   pinion    (54)    which    is    rigidly    attached    to 


78  Hand   brake   operating   shaft   lever. 

74  Differential  bearing  adjusting  ring  lock. 

76  Greaae  retainer. 

77  Wheel    roller    bearings. 

78  Tire. 

79  Brake  toggle  joint — see  page  689. 

80  Rear  wheel  hub  bolt. 

81  Wheel  bearinjr  adj.  nut. 

82  Rear  wheel  ifange. 

83  Spring. 

84  Brake    mechanism — see    also    page    689. 

of  Dodge  Drive  System. 

it,  in  relation  to  the  driven  bevel  gear  (68)  bolted 
to  the  differential.     Two  adjusting  rings  (67),  fitted 
against    the    two    Timken    bearings     (68),    can    be 
screwed  forward  or  backward  to  obtain  the  proper 
position   of  the  bevel   driving  pinion    (54).     Tbeae  i 
rings    can    be   reached   by   removing   the    ring  lock  ! 
(71,  flff.  D).     All  that  need  be  done  is  to  back  off  i 
one    adjusting   ring    (67.    flg.    O).    and    serew   the  | 
other  one   ahead,    in   whichever  direction    It   if  d«> 
sired  to  move  the  bevel  driving  pinion    (64).     Be 
sure  that  each  of  them  ia  holding  its  bearing  rigid- 
ly before  replacing  lock    (71). 

Adjustment  of  Bevel  Driven  Ctoar. 
To  test  if  the  bevel  ge«r   (68)    Is  running  «al«t. 
jack  up  the  rear  axle  and  run  the  engine  with  the 
gears,  in  direct  drive  about  20  m.  p.  b.  as  indieated 
by  speedometer. 

After  adjusting  the  bevel  driving  pinion  (54)  as 
explained  above,  if  still  noisy,  then  remove  rear 
axle  cover  plate  and  the  two  adjusting  rin-  !oek 
screws  (56)  and  readjust  bevel  driven  gear  ^68) 
to  the  new  position  of  pinion. 
The  large  berel  driven  gsac  (68)  can  be  aortd 
either  to  the  right  or  to  the  l«ft  in  order  to  Ussnt 
its  quiet  engagement  with  driving  pinion  (64),  by 
operating  the  two  bearing  adjusting  rings  (66,  flf. 
0,  page  931)  in  similar  manner  aa  those  used  In  ad- 
justing the  drive  pinion.  After  adjusting,  they  are 
locked  in  place  by  the  adjusting  ring  lock  screws. 
(56,  flg.  0  and  D,  page  981). 

Bemoval  of  Bear  Axle  ShAftB. 
The  rear  axle  is  of  the  fnll  floating  type»  permitting 
the  removal  of  the  drive  shaft   (58,  flga.  O  and  S. 
page  931),  vrithout  jacking  up  the  ear. 
To  remove  rear  axle  shafts  (58)  and  flanges  (82), 
simply  unscrew   the   nuts   on  bolts   80,   which  hold 
the  flanges  to  hub  of  wheel  and  remove  them  to- 
gether   with    the    axle    shafts.     If    one    axle    ahaft 
should  stick,  remove  one  on  opposite  side  and  drive 
or  push  other  one  out  wth  a  long  rod. 
Lubrication  of  rear  axle:  use  5  pints,  if  empty,  of 
gear  lubricant,  or  enough  to  All  rear  axle  up  to  level 
of  lower  plug,  62,  flss.  O  and  D.  page  981.    If  grease 
leaks  out  rear  wheels,  housing  is  too  fall. 

To  Disassemble  DiflTerentlaL 
1 — Remove    axle    shafts    58;    2 — ^remove    inspection 
plate;   8 — take  caps  oif  bearings  and  lift  out;  4 — 
remove  cotter  pins  and  nuts  on  the  4  studs  which 
hold  difPerential  unit  together  and  disassemble. 


Fig.   4:      To    remove    drive 

einion  (54),  a  plate  is 
olted  to  the  4  studs  and 
pressure  applied  to  shaft 
by  screw. 


Fig.  6:  To  remove  front  bearing  adj.  collar  O, 
turn  to  left  with  a  screw  driver.  A  special  wrench 
for  this  purpose  can  be  made  of  a  piece  of  pipe  P. 
Fig.  3:     Puller  for  front  of  universal  joint. 


Flg.  6:     Drag  link  cap 
is  filed  to  givo  edjuat- 

ment. 


OHABT  KO.  421 — Dodge  Drive  System — Continued. 

*8«o  also,  pages  666.  670  and  Insert  No.  1.     See  page   689    for    Dodge   Brake   Adjustment. 


(Motor   World.) 


LIBERTY  ENGINE  SUPPLEMENT. 


933 


Brief 

At  th«  decUration  of  war,  Ur,  H,  E.  OoflTin,  and 
•OOQ  thereafter,  lfr«  E.  A.  Deada,  were  called  upon 
to  orsanita  the  production  of  aviatioo  aquipmeot. 

J.  Gr  Vtacent,  Obief  Eoffiiiaer  of  Packard  Motor 
Oar  Go.  aod  E.  J.  Hall  of  tha  HallScott  Oo..  of 
Barkelej.  Calif,,  were  called  into  conferenco  at 
Waabmilon,  Maf.  1917,  On  May  20th.  theie  two 
Baa  Btart#d  Ilia  detii^o  of  an  a  cylinder  aviation 
fttjIFina  to  daTalop  approximataly  200  b,  n.  and  a  12 
erliader  •npina  to  develop  300  b.  p.  The  firat  <»n- 
ftiia.    an    B    cylinder    waa    deliverad    to    Bureau    of 

OUlng 

Tba  oil  ropply  for  tha  Liberty  sogliia  la  cairlad 
1b  a  rMer¥o£r  wblcb  Is  cooled.  Tbia  reeerrmr  ia 
mounted  ioa#wh«Te  in  the  vicinity  of  tbe  «nfiQe 
and  from  it  oil  !■  lad  to  the  connection  on  tht-  right 
tid«  of  tbe  oil  pump  body,  which  ia  marked  "oil  in." 

Tbara  are  two  oil  pttmpa;  a  dallTeiy  pmnp  and 
an  oil  ratum  pump. 

OU  rattLrn  pninpi  immediately  abOTe  the  oil  do- 
liTery  pump  ia  located  the  "oil  return  pump"  con- 
aietinf  of  tbraa  rear*,  and  driven  by  tbe  aame  abaft 
aa  the  delivery  puiiit».  Tbe  function  of  tbia  oil  re- 
turn pump  ia  to  draw  the  exceaa  oil  out  of  the  crank 
caae  and  return  it  to  the  oil  rcaervoir.  One  half 
of  this  pump  drawi  oil  from  the  oil  »urop  at  tbt« 
propi'ller  end  of  the  crankcane  and  the  other  half 
draws  oil  from  tbo  lump  at  tha  distributor  end  of 
erankcane.  Both  halves  of  tbe  pump  deliver  oil  to 
the  conseetion  on  tbe  left  side  of  the  oil  pumi*  body 
Marked  "oil  out."  from  which  point  it  returui  to 
the   oil   reicrvoir. 

Tha  oil  deU^ery  pomp  takes  the  oil  and  delivers 
It  under  preaaure  to  a  distributor  pipe  {0}  runniuc 
the  entire  length  of  the  eraDkcase. 

Thcra  la  a  praarura  raguIMlug  TftVra  baftwaan  tha 
pump  and  tba  dlatrlbiLtln^E  pipe  which  hold*  the 
pressure  bo  that  it  does  cot  exceed  50  lb.  per 
a«.    in. 

Tbe  oil  sauge  pressure,  after  about  8  min.  run- 
fiisc  at  000  to  800  r.  p.  m.  should  show  about  6  lbs. 
praasure,  and  at  1600  r,  p.  m.  up  to  80  lbs. 

From  tha  dlstnbtitor  pipe,  there  are  p^pes  (P) 
leading;  to  the  main  crankshaft  buahiufs.  Tbo  crank- 
abaft  is  hollow,  and  in  the  center  of  each  main 
baarinjr  there  is  a  radial  bole  drilled  throofh  tha 
abaft  into  tha  bollow  center,  A  passage  leads  from 
•seb  hollow  main  beaHaje  to  the  adjacent  erankpin^ 
wbieh  is  also  hollow.  A  radial  bole  is  drilled 
tbroagb  each  cvankpin  and  carries  tbe  oil  out  on 
Iha  surf  ace  of  the   pin. 


History. 

Standards,  Waabinfton,   July  4,   1917,  a&d  ran  sue* 
cestfuUy. 

Tbe  Engine  Productioti  Department,  a  portion  of 
the  Divisjon  of  the  Signal  Oorps  was  created  In 
Aug.,  1917,  with  Lieot.  H,  H.  Emmons  in  cbarga 
aa  Chief  Enflnear  of  Enftna  Production  Department. 

The  h.  p.  of  12  cyU  engine  was  increased  to  440 
b.  p.  and  in  apite  of  many  difficulties,  more  than 
IS  000  engines  were  produced  by  Nov.  29.  19 1»,  or 
within  18  months  after  work  began.  Oertainly  a 
marvelous  accomplisbmeot. 

System. 

There  are  oU  grooves  and  pasaagas  in  tba  cao- 
nectlug  rod  busblngs  to  iBsure  proper  lubrication 
for   bulb  the  forked  and  plain  connecting  rods. 

The  oil  spray  turown  off  by  centrifugal  foroa 
from  the  ends  of  the  connecting  rods  lubricate  tba 
piston   plus  and   crUnder  walls. 

A  part  of  tba  oil  conductad  to  the  crankshaft  mAls 
b«axl]]g  at  tba  propaller  and  of  tbe  engine  goaa 
tbroagh  a  puaaga  Around  tbls  bearing  and  ap 
through  plpa  laads  F  and  £,  to  tba  propallor  and  of 
tba  camabaft  bonsingi.  From  tbe  end  of  tha  cam- 
shaft housing  it  is  led  around  the  end  of  the  cam- 
shaft  bearing  through  a  passage  drilled  diametri- 
cally    through    the   bearing   midway  of   its  length. 

Once  every  revolution  of  the  camshaft,  a  hole 
drilled  through  the  eamihaft  into  its  hollow  canter 
reglitara  with  the  oil   passage  through  the  bearing. 

Thus  once  every  revolution  of  tha  camsbaft  a 
small  quantity  of  oil  is  forced  into  the  hollow  cam 
shuft. 

Tbe  oil  is  led  through  tba  camsbaft  and  out 
tbroueb  holes  drilled  in  it  to  each  camshaft  bearing. 

The  excess  works  out  of  tbe  ends  of  these  bear- 
ings and  collects  in  smalt  reservoirs  to  a  depth  of 
aboot  M  in.  The  cams,  in  revolving,  dip  into  this 
oil    and   splash    it   over   tht*   cam   rollers, 

Tbe  azceas  oU  aTentoally  flndi  la  wmj  to  tba  gau 
etod  of  tba  cijasliaft  boasinga,  over  tbe  gt'srM  and 
down  the  drive  »hart  houstng  into  oil  chamber  (O) 
just  above   tbe   oil    pump. 

Tba  esc  ess  oil  thrown  off  In  the  crankcase  by  tba 
COnnactliLg  rods  collects  in  this  same  chamber  whan 
tbe  engine  is  inclined  so  that  the  propeller  end  is 
high.  If  the  propeller  end  of  tbe  engine  is  low,  this 
oil  collects  in  the  oil  sump  or  chamber  at  the  pro- 
peller end  of  th«  erankcaae. 


Sz.,  exhaust  porta; 
OS,  camshaft;  06, 
camshaft  drive 
Q,  driveabaft 
bousing;  OI,  OS* 
07,  L,  D  corre- 
spond with  fig.  28, 
page  936.  0\  oil 
ahamber  above  oil 
pmnp;  WO,  water 
porap  gear;  0,  oil 
distributor  pipe; 
CB»  con  D  e  c  1 1  a  g 
rods ;      ES,      crank 


934 


LIBERTY  ENGINE  SUPPLEMENT. 


General  Construction. 


The  Liberty  engine  used  in  tlie  De  Havi- 
land  and  otlier  land  planes  and  many  sea- 
planes ifl  a  twelve-cylinder  V-type  with 
overhead  valves  and  overhead  camshaft.  It 
weighs  approximately  890  lbs.,  and  the 
horsepower  ranges  between  350  aod  400  in 
the  Army  type  with  the  high  Ccmpression 
pistons  and  320  to  340  in  the  Navy  type 
with  low  compression  pistons  (fig.  28). 

The  rated  fuel  consumption  is  0.54  lb.  a 
horsepower,  or  36  gal.  an  hour  with  wide 
open  throttle  at  1700  r.p.m.  Under  service 
conditions  about  30  gal.  an  hour  is  fairly 
representative  consumption. 

The  oil  consumption  is  0.03  lb.  a  horse- 
power-hour, or  IV^  gal.  an  hour  with  wide 
open  throttle  at  1700  r.p.m. 

The  horizontal  flying  speed  of  the  engine 
is  1700  r.p.m.,  and  the  ground  speed  is  1600 
to  1625  r.p.m. 

Cylinders. 

Cylinders:  The  design  is  followed  after 
the  practice  used  in  the  German  Mereedes 
(page  916),  English  BoUs-Eoyce,  French 
Lorraine-Deitrich,  and  Italian  Fraschini,  be- 
fore the  war  and  during  the  war. 

The  cylinders  are  made  of  drawn  steel  in- 
ner shells  surrounded  by  pressed  steel 
water  jackets  welded  to  the  cylinders  and 
at  their  own  seam.  Each  cylinder  has  one 
inlet  and  one  exhaust  valve  and  two  spark 
plugs. 

Angle  between  cylinders:  In  the  Liberty 
the  included  angle  between  the  cylinder^  is 
46*;  in  all  other  existing  12-cylinder  engines 
it  is  60*.  This  feature  is  new  with  the 
Liberty  engine,  and  was  adopted  for  the 
purpose  of  bringing  each  row  of  cylinders 
nearer  the  vertical  and  closer  together,  so 
as  to  save  width  and  head  resistance.  By 
the  narrow  angle  greater  strength  is  given 
to  the  crank  case  and  vibration  is  reduced. 

A  disadvantage  of  this  angle,  if  used  for  auto- 
mobile work  would  result  in  uneven  flrinic  im- 
pulses— which  would  be  noticeable  at  low  gpeeds. 
as  the  spark  occurs  close  together,  22  H*.  and 
then  far  apart  87  H*  of  distributor  brush  rota 
tion,  similar  to  explanation  on  page  918,  except 
the  Deico  battery  system  is  used  on  the  Liberty 
instead  of  a  magneto  as  explained  on  page  918. 

With  the  airplane  engine  however,  where  the 
speed  is  usually  high  and  constant,  the  uneven 
impulse    is   not   noticeable. 

The  bore  is  5  in.  and  stroke  is  7  in., 
same  as  on  the  Hall-Scott,  A-5  and  A-7  en- 
gine, page  912,  and  as  used  on  the  Hall- 
Scott  12  cyl.  engine.  Piston  displacement 
is  1649.34'cu.  in. 

An   engine  in   all  respects  identical  with 
the    Liberty    airplane    engine,    but    having 
cast  iron  cylinders  is  used  in  Tanks. 
Pistons. 

The  pistons  are  of  aluminum,  and  are  of 
the  Hall-Scott  design,  page  913. 

There  are  two  designs  of  pistons  used, 
one  for  the  Army  and  one  for  the  Navy. 
(see  fig.   28,  page  936.) 

The  Army-type  pistons   have  a  crowned 

♦Engines  required  for  different  classes  of  work  were 
Advanced  Training  Planes;    (3)   For  Combat  Planes. 


head  which  gives  an  18  per  cent  compres- 
sion space. 

**Tlie  Kavy-type  pistons  have  a  flat  head 
which  gives  a  20.5%  compression  space. 

The  pistons  axe  6  in.  long  and  have  tioit 
rings  of  the  eccentric  type,  all  at  the  top 
of  the  piston.  These' piston  rings  are  as- 
sembled with  a  gap  between  the  ends  of 
the  rings  not  less  than  .025  in.  The  pistons 
of  the  engine  weigh  3  lb.  3  oz. 

Piston  Pin 
is  a  seamless  steel  tube,  the  tube  being 
a  drive  fit  into  the  bosses  on  the  alnminnm 
piston.  Tube  is  1%-in.  outside  diameter 
and  surrounded  by  a  bronze  bashiDg,  npoa 
which  upper  end  of  connecting  rod  bears. 
Oranksbaft. 

The  design  follows  the  standard  12-cjrUii- 
der  practice,  except  as  to  oUinip — see  page 
933  and  below. 

Crankshaft  is  a  drop-forged  seTen-beaiiag 
crankshaft  2%  in.  in  diameter,  tlie  Icmger 
being  at  the  propeller  end. 

The  shaft  carries  a  propeller  hub  at  its 
forward  end  and  at  the  rear  end  eanies 
a  bevel  gear  for  driving  the  TalTS  maek- 
anism. 

A  double  row  thrust  bearing  at  tlM  pra- 
peller  hub  end  of  the  crankshaft  takes  tke 
end  thrust  on  the  shaft. 

The  shaft  is  drilled  for  oil  paasagep  tke 
openings  being  drilled  through  the  ennk 
cheeks  through  the  erankpins. 

Ck>nneeting  Bods. 
The  forked  or  straddle-type  eonnectiBg 
rods  of  I-beam  type  are  used.  This  type  of 
connecting  rod  was  first  used  bj  the  Fnmeb 
De  Dion  car  and  on  the  Cadillac  in  this 
country.  The  length  is  12  inches  betweea 
centers.  Both  crankshaft  and  connecting 
rods  are  made  of  chrome  nickel  steeL 


Note,  lower  pari  of  the  plain 
rod  is  placed  iMtween  the  f ofks  ef  the  fezked  < 
rod.     P — shows  section  of  lower  end  of  plaia  rod 
— eontlnaed  on  pago  98S. 
(1)   The  ElementarT*  Training  PUaea;    l2)    For 
For  1.  Ourtis  OX.  90  h.  p.  enfbo.  pago  081.  and 
HaU-Scott  A-7A.  100  h.  p.  enfrine.  paire  913  were  used.     For  (2),  the  Gnome  110  h.  p.  eagiaa.  page  910. 
made  by  The  Oeneral  Vehicle  Co.,  Long  Island,  N.  T.  and  the  Le  Rhone  (similar),  of  80  a.  p.,  niada  by 
the  Union  Switch  and  Siernal  Co.,  Swissvale.  Pa.,  and  the  Hispano-Snisa,   150  h.  p..  peso  918« 


Wrifht-Martin  Co..  New  Brunswick.  N.  J.     For  (8).  the  Liberty  Engine, 
would  be  required  for  the  Army  and   Navy. 
♦•See  foot  note,  pajre  936.  * 


It  was  estimated  that 


by  Ue 

88.500 


9^tt  thft  bftArlnr  basliLoj^  £.  which  la  the  upper 
h«lf  of  faearmff  Duihm^^  aod  F,  it  th#  lowcir  btlf. 
The  pUio  rod  hat  on^  cap  (PO)  and  thi^  forkH 
rod,  tw«  eapi  (FO).  The  left  roda  are  forked  and 
the   rifht,    plain. 

Tb9    clear&nce    between    crank    pio    and    lower 
connt>ctinc  rod   buahinp  ytri«>R   from   ,003   to   .ftiM". 

OltftTMict  betw«*Q  pljUm  rod  and  back  of  bush 
iDf    006". 

The  btithiDg:  carried   by   forked  rod  ahould   hate 
from  .010"  to  .020"  tide  plaj  on  the  crank  pin. 

7%e   plain    end   rod   Bhtiuld    hate    from    ,001"    to 
.008"   tide  play    ici   the  forked   rod. 

Orankcaaa. 

Tlie  crankcase  Is  In  two  pieces,  bolb  of 
which   are  atuminum  caiitijigs. 

Tbe  cranksliaft  be&rlngs  are  on  a  line  with 
the  split  in  (he  craokcase^  the  tower  halves 
of  the  crankshaft  bearingB  being  held  ha  the 
lower  half   of  the   crankcase  and   the   upper 


aioHT 

.  DISTBISt7T0]l 


halves  in  the  upper  haJf  of  the  erattkcase. 

The  two  hnlve«  are  tied  together  bjr  long 
bolts  or  atuila  fS),  which  pass  through  the 
upper  half  of .  orankcase^  through  bosses,  the 
nuts  being  at  the  top 
of  the  upper  half  of 
the  case.  This  givee 
an  ^cecssible  con- 
struction which  is  at 
the  same  time  rigid. 

A  careful  Joint  U 

made  between  tlbe 
two  halves  of  the 
crankcase  in  order  to 
secure  t^e  desired 
ali^ment  at  the  main 
bearings,   the   joint    being  lapped. 


LEFT 
DISTfilBUTOBv 


cr  half 


Pro|»eller  end  rlew  of  lihertf  "IS"   En^no. 


Cooling  System. 
Cooling  water  is  circu- 
lated through  the  Liberty 
engine  by  a  centrifugal 
pump  running  at  one  and  a 
half  times  engine  speed. 
The  capacity  of  this  pump 
IN  100  gal.  a  minute  at 
1700  r.p.m.  The  cooling 
aystem  from  the  pump  inlet 
to  and  including  the  water 
outlet  header  will  hold  5% 
gal.  of  water  or  46  pounds. 


Cold  Weather 
Instructions, 

Antl-freezlng       prepara 
tions    are    not    used.      The 
cooling    system    is    filled    with    boil- 
ing water. 

Hot  lubricating  oil  la  put  Into 
crankcase.  Oil  can  be  heated  in  an 
open  top  container  set  in  boiling 
water. 

Engine  is  primed  to  start,  at  slow 
speed.  Engine  is  then  run  on  ground 
until  oil  has  been  thoroughly  dis- 
tributed. 

The  plane  is  not  taken  from  the 
ground  until  the  water  temperature 
is  160*  Fah.     Engine  should  not  re- 
main stationary  more  than   10  min- 
utes  at   a   time,   as  it  will  get  cold 
again.     Temperature  of  water  should  not 
exceed  200*  Fah.  and  should  average  about 
180'. 

After  finishing  a  test  flight,  all  oil  and 
water  should  be  drained  before  engine  eool«» 
Spark  plugs  should  be  removed  from  en- 
gine and  kept  In  a  warm  place,  if  engine 
if,  to  stand  idle  over  night  or  for  a  long 
period. 

Propeller. 

Propeller  is  9  feet  di.;  blade  9  in.  width* 

The  difTerence   in   pitch  between  the  twc 

blades  is   tV   iiich  in  9   inches.     The  Hall' 

Scott  propeller  huh,  page  916  was  adopted, 


CfHABT  NO.   421) — Crank   Case  and   Cooling   System. 


936 


LIBEKTY  ENGLNE  SUPPLEMENT. 


Valves  and  Caznshafta. 


ValT08. 

Tlie  ralvra  are  mounted  in  the  lieajli  of  the 
cjlinders  and  are  inelined  at  ao  angle  of 
15  deg.  to  the  center  line  of  tbe  cyMnder,  bo 
that  the  angle  made  by  the  center  lines  of  the 
two  halves  is  30  deg. 

The  valves  ar#  the  standard  mushroom  type 
with  45-deg,  seat.  The  cylinder  heads  are 
bushed  for  the  valves  and  the  valve  springs 
are  of  the  double  concentric   type. 

Tlie  intake  manifold  passes  between  the  two 
rows  of  cyMnders,  and  tbe  carbureters  in  most 
of  the  Installations  are  mounted  in  the  V* 

Tha  entire  Talve  drive  is  housed  above  the 

JLEFT 
CAMSHAFT 


ftlOHT 
CAM&HArt 


TrMUVflTM  tectlotv  from  distributor  end,  tbowin^ 
how  th«  oil  Bod  waller  t^ump,  feaorAtor  »ud  cmiiilisfl 
■r«  drWeOt   ^nd   T»iTe   fteiion. 


cylinders  and   can  be   readily   removed  witll' 
out  teanng  down  the  engine. 

Tlie  valves  are  operated  from  thm  c^mthafl 
by  roller  cam  followers,  which  actual •  the 
rocker  shaft  and  in  turn  the  valve  rocltcr  aim 
or  lever.  8ee  page  938,  fig.  67,  alao  pagft 
914,  (a .3,  912  which  is  a  similar  principle. 

To  adjust  valve  clearance;  turn  tappet 
screw,  see  fig.  67,  page  938. 

Cam -Shaft  Drive, 

The  camaJiaft  drive  was  copied  almost  en- 
tirely from  the  Hall  8cott  motor,  page  914 
In  fact,  several  of  the  geara  used  in  the  first 
fijimplG  engines  were  supplied  by  the  HaU- 
8cott  Motor  Car  Com- 
pany, This  type  «f 
drive  is  used  by  ICeir' 
cedeSf  Hiapano  -  dttill| 
and   others. 

By  referrinif  ta  §^ 
28,  the  drive  ajstem  eta 
be  seen. 

Drlve.Q«sr  System. 
Ol,  main  driven  g^sftf 
on  end  of  crankshafl; 
Q%  drive  gear  for  lower 
oil  and  water  poiap 
shaft;  D,  bearing  assem- 
bly; 07,  drive  gear  for 
wftter  pump;  K.  oil 
plug;  L,  oil  pump  ahaft 
(rune  1%  times  engint 
speed);  03.  driven  gcmr 
for  upper  shaft;  04, 
drive  gear  for  the  two 
inclined  shafts  (throo^ 
G5),  which  drives  tie 
right  and  left  o%^ertiead 
camshaft. 

Tbe  Inclined  sliafte  re* 
volve    1%   timee   engine 
speed;  06,  gear  (one  oa 
erich    inclined   shaft)    to 
*lrive     camshaft;      cam* 
shaft  revolves  %  enguit 
speed ;     dlstribtitor     io> 
tor   or   bruafa,   is   driven 
from   camshaft,  at  ean- 
shaft    speed. 
Tachometer   drive    and    gun   syn- 
chronizer:      Pro  vie  ion    is    made    far 
mounting  a  mechanically  driven  mi? 
pump  on  the  distributor  end  of  thm 
engine  cranitcaae  and  driving  it 
means  of  a  spUned  shaft  fitting  ijii 
the  crankshaft  gear.     An  eztensioB~ 
of   this   shaft   carries   a   double   ad- 
justable cam  deaigned  to  operate  a 
machine    gun.     The    overall    length 
of  tbe  unit  is  S  in«     The  tachomat«f 
IS  driven  from  generator  aliaft. 


drain  xiiht 


Crank«haA  geaf 


OHABT  NO.  421 — Valves,  CamalULfts  and  Drivtt  Gear  System. 

Tlio  Xavy   t\\><t  yi-^n^Uy   works  *it    luw   uUitucJi-s.  ^ml  Artny    type    :it    Ligh    altitudtx,    \n 
[high  «oiDpreiiJoo  pittcins. 


wnoe  i^aen  f«r  low 


Valve  Pointers. 


On«  metliad  for  t6«tliig  gfts  ttghtnflss  of  a  tsIt*: 
ThU  cfto  best  be  doo«  by  iDvertiDf  the  <;yLtnd«r 
with  tH«  Tftlvf^s  ta  place  mud  p^urtui;  a  small  f|uaD- 
llty  of  gaaotiae  in  tbe  cylinder.  Watch  for  ieep 
af«  arouftd  the  fatve.  If  the  Talvea  shovr  aoy  L«ak, 
Ihay  should  be  carefully  Fround  io,  Th©  cylinder, 
for  thia  operatioa^  atiouLa  he  held  In  position  by 
meanR  of  the  fllange  at  the  bottom. 

ValToa  ibonliii  not  b«  gromnd  Mnj  oftenttr  tliui  1« 
Abtolat«L7  Dflc«8U7;  and  tbco  ooly  eoough  to 
"eleaD  up  "  the  lesat.  If  a  valvfl  is  pitted  or  warped 
to  lurh  an  extent  that  it  is  oeceitary  to  friod  it 
heavily,  care  thould  be  taken  that  any  ridge  or 
■boulder  formed  oo  the  edge  of  the  Tmlve  tpat  be 
dreaied  down  with  a  fine  mill  file.  The  abraaive 
ahoald  be  carefally  waahed  off  the  Talve,  the  teat 
and  the  inside  of  the  eyiindtr.  Teit  eeattas  o' 
valTe  with    Pruaalao   blue. 

Tb0  ttiJ^aiist  valve  spilag  exertt  a  pre«tfure  of  45 

Carburetor      ^^^  Carburetor 

LETT  throttle  fl^ftk,  ^"^'['Jde     ^j^ht 

DIBTmiBUTOft^  controt  BBBHf  ooji(8t^  DISTIIIBUTOH 


lbs.  «h«a  coiopre^fed  to  a  langth  of  2\4  in.  The 
intake  vatve  eifrfng  excrta  a  pressure  of  23 ^  lbs. 
when  compressed  to  a  lenfth  of  3^    In. 


Dlatrlbntor  or  ro^  and  view  of  Uherty  *'12"  em^liie. 
Note— the  high  t«>DsioQ  ignition  coils  are  an  integral 
unit  of  each  diitributor,  being  placed  on  the  front  of 
sarae.     Kote  all  control!  are  at  Ibis  end  of  engine. 


Piston  Pointers. 

Bzmmlne    ptaton    f«r    leores.      It    it    varj    likely 

that  the  pistons  will  show  scratches  which  were 
caused  during  the  flrst  run  to  of  the  engine.  II 
is  difficult  to  draw  a  line  of  distinction  heiwsao 
what  is  termed  a  scratch  and  •  acore.  A  oiatoo 
should  not  be  discarded  unless  the  scores  extend  pest 
the  piiton  rings  and  seem  to  be  of  recent  origin. 

Exftmlne  pljton  fox  oreii  beulixg  on  its  ontaide 
surface.  If  any  piston  shows  exceetive  wear  ob 
one  aide  at  the  bottom  and  not  at  the  top.  it  la 
an  indication  that  the  connecting  rod  is  twuted  or 
bent.  Tins  rod  should  be  straightened  up  before 
aesembliuii;. 

PlBlon  Bings. 

Examine  piston  rings  for 
PTen  bearing  on  the  ooiaids 
surfaces.  The  ring  should  he 
a  free  fit  in  the  grooree  and 
ahoald  not  be  so  loose  that  ftay 
shake   ii  noticeable. 

Inspect  condition  of  rtBc 
groQTM  through  the  rin^  gap  ae 
to  carbon  deposit,  ff  the  ear- 
boti  Is  soft  and  not  of  great 
amaant:  it  may  be  wiped  ottt 
with  a  aoft  rag  over  a  splinler 
of  wood  inserted  through  the 
^ap  in  the  ring.  If  the  amovAft 
of  carbon  is  excessive  esd 
caked  hard,  the  ring  should  be 
taken   off. 

Sing  sroovtfl  should  ha  wiped 
ont  with  a  soft  cloth  molsteaed 
with  gasoline,  and  any  carben 
caked  in  these  grooves  may  be 
scraped  out  with  a  piece  of 
wood. 

It  Is  preferable  to  pat  baok 
the  old  rings  If  the  wear  baa 
not  been  too  exGessive,  than  to 
fit  nf>w  rings  which  have  net 
been  run    in. 

The  gap  betireen  the  ends  «f 
the  ring  should  not  be  less  than 
.025  in.  when  the  ring  is  fitted 
in    the    cylinder. 

Connecting  Eod  Bearings. 

If  the  bearing  has  beeo  dao^ 
Aged  or  shows  wear  to  tneh  &b 
ezteot  that  It  Is  advlBahle  to  »> 
plACe  lt«  the  new  bushLogS 
should  first  be  fitted  in  tli« 
forked  end  rod.  Be  sure  that 
fhe  bushing  seats  properly  Lb 
the  rod  and  that  the  dowel 
does  not  hold  It  away  at  any 
point 

The  caps  of  the  forked  end 
rod  should  be  pot  in  place  utd 
drawn  up  tightly. 

Kxamlne  the  Joints  between  the  cap 
and  the  rod  and  between  the  two  balrea 
of  the  bushings.  Caps  and  bushing 
should  beer  equally  hard  at  the  joints. 

The  bushing  sbotild  then  be  scre^ped  te 
a  free  fit  .003  in  to  .004  in.  larger  than 
the   crank-pin. 

The  ends  of  the  bushing  shoold  be 
dreaaed  off  with  a  flue  mill  file  and  a 
sufficient  amount  removed  to  permit  fnom 
.010  in.  to  .020  in.  tide  play.  Toneh  «p 
the  radius  at  each  end  of  the  buahin^ 
with  a  scraper  until  it  clears  the  fillet  m 
the  crank  pin.  Test  this  point  by  ooating 
the  crank  pin  and  faeh  fillet  lightly  with 
red    lead   or   Prussian    blue. 

After  fifty  boors  numlnf ,  engine  ihoAld 

undergo  a  thorough   inspection. 


Cylmde 
water 
iniet 


CHABT  NO.  422 — Bistrfbutor  End,  Allowing  Diitributora,  Oenet^tot,  Water  and  OH  Pump.    Px«o- 

tlcal  Pointers. 


i. 


■ 
I 


©  @ 

LEFT  OlSTRieUTOR 
Order  of  (iririf— Siandtnc  «i  the  diAtrtbutor  rnd  of  the  entitle  utd 
kkokini  toward  (hr  pnrpeWtt,  iht  iroups  of  cyUxuS^n  mtr  d<«tgnit«l  ■* 
**L«ll"  and  **Ri|ht"  nctpcctively  •nd  *re  numbered  t,  2    3   4,  5  and  t 
brtiimint  at  the  di»tributaf  end     The  carder  of  firinf  »  u  rollowrt 

I    2    J    4    5    «    7    9    9    10    11    12 
}L  CR  SL  2R  JL  4R  6L  IR  2L   5K   4L  JR 


Electric  WMng  and 

Electric  wiring:  For  low  tenilon  work.  No.  14 
■iraiided  cmble  for  di«tAni;e  of  10  f«e(  or  Imi, 
or  No.  10  far  dlitAnce  mp  to  26  feet,  well  iniaLated 
witb  ru^btT  »ad  br«id.  WLtm  tapfid  Audi  afaflilatced 
where  clipped  lo  ruAelftfo.      8eo  ng.  7,  wiriof  dU- 

flTtkm.     Single  wire  frotmded  retiiTQ    (G),   lyiteia 
ft  uaed, 

8p»rk  control  advance  and  retard  at  dlitrlbntor 
ii,  10  degrece  after  dvnd  rt'iit'-r  "retarded,"  and 
BO   defreeft    before    d«f<ed    riHiitjr    "advaneeii,'*    ie« 


Valve   tlSLin^t      Inlet  openi    Ut*    afier   top   4. 

rln«f>ft  45*   aftpr  boiiom  d.  c*«   afbau-Kt   opeoa  K 

before 
and 

10*  mttm  II 
Note  If 
U  fun 
vaziced  t  k 
aparlt  wiS  i 
cur  »0" 
fore  lOfi  d. 
00  eoapn 
»ion    •|r«ke, 


Ignition  SyBtem. 

Contact  breaker  (timer)  gap  when  breaker  it 
wide  opea^^   abonld  be   .010  to  .013   of  an   inch 

Spark  ping  gap;  .015  to  .018  of  an  loeb.  D* 
fecte  in  all  tpark  plugi  are  most  apparont  wk#B 
the  pltigft   are  hot. 

Tiudng:  When  engine  i*  eet  on  firing  point  of 
No.  IL  cylinder,  in  other  wordi,  witb  Hq  Ih 
crank  set  10  degreea  pa  it  top  of  ''comproaaioo** 
dead  center,  the  carbon  bruih  in  the  end  of  tb» 
distributor  rotor  should  bear  on  the  braae  roo 
tttcl   marked    IL   oo    dlttribotor   bead. 


mi 


OHAST  K0»  423— Ptiliig  Order;  Vilvt  Timing.    Electric  SygtenL 


ELECTRIC  SYSTEM. 


939 


Electric  System. 


Ignition. 

Tlie  ignition  system  (Delco)  used  on  the 
Liberty  twelve  is  the  battery  type  with  two 
independent  breaker  and  distributor  mech- 
anisms, mounted  on  the  ends  of  the  cam- 
shafts, identical  in  every  respect  and  each 
one  firing  all  twelve  cylinders. 

These  dlstrlbntors  are  supplied  with  elec- 
trical energy  from  two  sources:  For  start- 
ing and  idling  speeds  up  to  660  r.p.m.  cur- 
rent is  drawn  from  the  specially  constructed 
four-cell  storage  battery  which  has  sufficient 
capacity  to  ignite  the  engine  at  full  speed 
for  3  hr.  and  is  so  constructed  that  it  will 
function  properly  upside  down.  (8  volt, 
11  ampere-hour  capacity). 

The  generator  builds  up  so  that  it  takes 
up  the  load  at  650  r.p.m. 

Two  main  contact-breakers  connected  in 
parallel  are  located  in  each  distributor  box 
and  the  two  circuit  breakers  are  timed  to 
operate  simultaneously.  The  two  contact- 
breakers  are  provided  in  duplicate  as  a  pre- 
cautionary measure.  The  breaker  cams 
have  12  lobes. 

Auxiliary  circuit  or  contact-breaker  is  to 
prevent  the  production  of  a  spark  when  the 
engine  is  turned  backward  or  "rocked." 
This  auxiliary  breaker  figs.  9  and  7,  is  con- 
nected in  parallel  with  the  other  two  through 
a  resistance  unit  which  reduces  the  amount 
of  current  flowing  through  it.  The  breaker 
is  so  timed  that  it  opens  slightly  before  the 
other  two  when  the  engine  is  turned  in  a 
forward   direction. 


FIf.O 


The  opening  of 
the  main  breakers 
then  results  in  the 
production  of  a 
spark. 

When  the  en- 
gine is  turned  in 
a  backward  direc- 
tion the  two  main 
breakers  open  flrst  and  no  spark  is  produced 
due  to  the  fact  that  the  current  continues 
to  flow  through  the  coil  through  the  aux- 
iliary breaker  but  in  diminished  quantity 
due  to  the  resistance  unit.  By  the  time 
the  circuit  is  6pened  at  the  auxiliary  break- 
er the  intensity  of  the  magnetic  fleld  of  the 
ceil  has  weakened  to  such  an  extent  that 
no  spark  is  produced. 

A  coil  is  incorporated  in  the  cover  of  each 
distributor  head— see  fig.   27,  page   937. 

Generator. 
In  addition  to  the  battery,  a  positively 
driven  generator,  mounted  to  rear  of  en- 
gine, flgs.  27  and  28,  is  provided,  so  geared 
that  it  runs  at  1%  times  crankshaft  speed. 
It  is  a  4  pole  shunt  wound  machine. 

Am  itated  above,  electrical  energy  for  fUrtlng 
and  idllnc  ■peed!  is  mypUed  by  the  bsfctery.  As 
the  enfine  speed  is  increased,  the  generator 
"bnikie  up'*  and  its  ontpnt  grows  greater  an- 
til.  at  about  650  r.p.m.  the  generator  voltage 
equals  that  of  the  battery. 

Th^  maximum  generator  output  exceeds  the  re- 
quirements for  icnition  so* that,  at  speeds  above 
660  r.p.m.  the  direction  of  flow  of  current  is  re- 
versed and  the  exeess  output  of  the  generator  goes 
to  recharge  the  battery. 


Regulation:  The  generator  is  controlled 
by  a  "voltage  regulator,"  mounted  on  cowl 
of  plane,  and  consists  of  an  iron  core  on 
which  are  wound  three  coils,  the  connec- 
tions of  which  are  shown  in  flg.  7.  The 
regulator  prevents  the  output  exceeding 
a  pre-determined  flgure.  In  view  of  this 
fact,  the  generator  will  supply  current 
for  Ignition  indeflnitely,  without  the  bat- 
tery, so  long  as  the  engine  speed  is  not 
allowed  to  drop  below  600  r.p.m.  It  is  not 
possible  to  crank  the  engine  fast  enough  to 
start  it  on  the  generator,  however. 

Switch. 
A  duplex  ignition  switch,  mounted  on  the 
cowl  of  plane,  flg.  8,  is  provided  which  wiU 
permit  either  one  or  both  distributors  be- 
ing turned  **on."  This  switch  is  so  con- 
structed that  either  set  of  ignition  alone 
can  be  used  without  connecting  in  the  gen- 
erator. 

In  starting,  only  one  side  should  be  used  as, 
with  both  switches  **on,"  the  generator  is  con- 
nected to  the  battery.  Under  theie  conditions 
the  discharge,  from  the  battery  through  tbe  gen- 
erator before  the  engine  ia  started  would  be  an 
excessive  drain  on  the  battery.  It  ie  essential 
that  both  switches  be   "on"   at  all  flying  speeds. 

When  operating  at  a  speed  under  660  r.  p.  m., 
only  one  switch  should  be  used,  as  with  both 
switches  on.  the  generator  is  in  the  line  and  work- 
ing as  a  motor.  Result  is.  with  both  switchee 
on,  the  pull  on  battery  is  about  12  amperes.  With 
one  switch  on.  the  draw  is  4  amperes,  which  is 
the  ignition  load. 

Idling  at  650  r.  p.  m.  for  an  hour,  with  both 
switches  on  will  discharge  battery. 

The  ignition  twitch  has  an  ammeter  incorporated 
in  it  and  this  ammeter  should  be  watched  occa- 
sionally as  it  indicatee  the  amount  of  current 
flowing  to  or  from  the  storage  battery. 

If  the  ammeter  shows  a  discharge  at  any  speed 
above  650  to  7U0  r.p.m.  with  both  switches  "on" 
it  is  an  indication  that  something  is  wrong  with 
the  generator  circuit  and  that  all  electrical  energy 
is  being  supplied  by  the  storage  battery. 

If  the  ammeter  stands  at  saro  under  the  aame 
conditions,  it  indicatee  that  the  storage  battery 
is  not  receiving  a  charge,  but  that  the  ignition 
is  being  carried  by  the  generator. 

There  are  two  ignition  resistance  nnits  mounted 
on  the  back  of  the  ignition  switch,  see  flg.  7. 
They  are  for  the  purpose  explained  on  page  876. 

Storage  Battery. 

storage  battery  is  charged  at  .7  amperee  for  70 
hours  if  discharged.    It  is  an  8  volt  4  cell  battery. 

Spark  Plug. 

There  are  two  spark  plugs  per  cylinder  to  the 
Liberty   12.  —     *-        / 

One  airplane  type  of  spark  plug  (Splitdorf)  ie 
illustrated   below 


They  are  subjected  to  preesure  of  90-110  lbs. 
The  gap  distance  is  .015  to  .018.  The  life  of  a 
plug  of  this  type  ie  25  to  100  houre. 

The  parts  of  the  Splitdorf  nlng  is  as  follows; 
brass  torminal.  mica  washers,  lateral  wound  miaa. 
steel  center  rod.  98%  pure  nickel  electrode  point, 
carbon  steel  frem  brass  terminal  to  electrode  and 
carbon  steel  ahelL 

The  AO  Titan,  one-piece  poreelain  spark  plug 
is  used  on  the  Liberty  12-eyliader  eagme. 


940 


LIBERTY  ENGINE  SUPPLEMENT. 


~'    I 


Carboretion. 


Two  Zenltli  duplex  carburetors,  similar  to 
principle  explained  on  page  182  and  181,  are 
used.  This  is  equivalent  to  four  single  car- 
buretors, each  one  supplying  three  cylinders 
of  the  engine. 

Each  dnplex  curbaretor  consUts  of  a  lingle  float 
chamber  and  a  single  air  inlet  joined  to  two  lop- 
arate  aad  diitinct  ipray  nozzlei.  Tenturi  and  idling 
device!. 

Each  of  the  two  barrels  of  each  carburetor  la 
flttcd  with  a  throttle  valve  of  the  butterfly  typo. 
Tho  two  pairs  of  throttles  are  operated  simultane- 
oasly  by  a  shaft,  provided  with  an  adjustment  at 
each  end  by  which  the  pairs  may  be  synchronised. 

Each  duplex  carburetor  is  fitted  with  an  altituda 
adjustment. 


An  altitude  adjustment  is  incorporated  in 


this  Zenith  airplane  type  emrburetor.  Tht 
purpose  of  which  is  to  adjust  the  gaaotiat 
supply  to  the  changed  conditlona  met  with  at 
higher  altitudes. 

If  a  carboxetor  is  adjnstad  to  dettrvr  a 
properly  proportioned  mixture  at  aaa  IbwU, 
it  will  supply  an  increirtngly  "iftek"  mm  m 
the  machine  monnta  to  hii^her  alttted— .  das 
to  the  fact  that  the  air  is  lifter  aad  1«b 
dense — as  explained  on  page  920. 

Tha  prindpto  of  the  alttfeade 
in  fiig.  16,  is  as  followa:     Th«  floei 
to  the  air  through  two  aereaoed  air  ialeta. 

The  well  (J)  is  in  open  eoauBonieatioa  at  ita  tap 
with  the  float  chambor. 

A  passage  (P)  is  provided  from  the  fleet  ckeaiber 
to  the  carbureting  chamber  below  the  throttio  Talre; 
this  passage  is  fitted  with  a  stop  eoefc  (I«).  which  is 
manually  operated  from  the  pfloi'a  oeet. 

Under  normal  condHtons,  the!  ia,  ea  the  gnmad, 
the  stop  cock  (L)  ahould  be  eloaed  sad  the  seaoHae 
in  the  float  chamber  will  ba  subjeeled  te  etaaoapherie 
pressure  through  the  screened  air  ialeta. 

Whan  the  englno  is  mnnlnf.  the  partial  Taeaaai 
produced  in  the  throat  or  choke  (X)  will  draw  the 
gasoline  out  of  the  nosile  (O)  and  (H)  in  proper 
propoi^ions. 

At  an  altitade  of  abovt  600e  foot,  the  aviator  wffl 
begin  to  open  the  valve  (L)  thna  drawing  air  tnm 
the  float  chamber  and  aatablishing  therein  a  partial 
Tacnnm,  which  depends  on  the  dacree  of  opening 
of  stop  cock  (L) ;  this  partial  Taeniun  will  mqMia 
the  flow  of  gaaoline  through  the  jeia,  and  the  mix- 
ture will  be  made  more  lean. 

The  altitude  valve  should  be  opened  aa  far  as  poa- 
sible  consistent  with  obtaining  the  greataat  nember 
of  r.  p.  m.  of  the  engine. 

The  float  lerel  is  set  so  that  gaaoline  level  la  %* 
below  main   cap  jets. 


Gasoline  Sy9tem. 


The  air  pressure  feed  is  used  from  the 
main  gasoline  tank.  The  initial  pre&aure 
(3  Ibfl,)  ia  obtained  from  hand  pamp  (fig*  6). 
After  engine  is  running  the  air  pressure  is 
obtained  from  the  power  air  pump  on  engine, 

Too  auxiliary  gravity  feed   tank^  located 


H4JV    T^lTK 

TO  ntx  ti£if  tjun    dpflM    Mnrr 


overhead  is  filled  by  pressure  from  the  maia 
tank.     See  fig.  6,  for  further  details. 

The  englna-drlTan  air  pump  with  its  reffolaftor.  is 
designed  to  hold  the  pressure  on  the  ceaolino  tank 
to  approximately  three  pounds.  In  order  to  deter- 
mine whether  or  not  the  pump  is  functionini^  prop- 
erly, screw  down  the  pressure  regulator  adjusting 
screw.  Thia  should  cause  the  praasuro  la 
tank  to  rise  if  the  pump  is  operating  as  it 
should.  Now  I  crew  the  regulator  -adjast- 
m«nt  up  until  the  pressure  ia  held  ataadily 
ȣ  three  to  four  pounds. 

OaioUue  T«commandad:  Bpaeiflc  gravity: 
58  to  65  Banme;  inttiiai 
boiling  point,  102  do- 
ereea  Fah.,  not  hifkar 
than  120  daga.  Fah. 
Final  boUing  point  260 
daga.  Fah. 

Fuel  consomptlea  is 
.54  pounds  per  horaa 
power  hour,  or  86  nl- 
lons  per  hour  with  wide 
open  throttle  at  1700 
r.  p.  m. 

GasolSne  pipe  is  an- 
nealed copper  tubiac 
%"  inside  dl  from  UaA 
to  T,  between  earbvre- 
tora.  From  thia  T  to 
each  earburator,  Ms"  di. 


mm  T9 
AH   Bfmn 


Air  pnssexe  pipe  ia  fU" 
inside  dl..  eopper  tabtac. 


OHABT  NO.  42'i — Carhuretton  and  Gaaoline  System. 


.  1  dverfisrmtnt 


I 


f 


SOUTH    BEND    LATHES 

For  the  Machine  and  Repair  Shops 


South  Bend    Latkes  are  in    Use 

in  Manufacturing  and  in 

General  Machine  Shopn 

Made  in  Six  Sizes  with  both 
straight  and  gap  bed,  from 
1  3-  to  24-  inch  swing. 


16*x6'  Lathe.  Price  $550.00 
Price  tncludet  equipment  as  shown  in  tUui^ation 


*'How  to  Eun  a  I*atbo/* 
An  SO  page  book  postpaid 
to  any  address  for  ten 
ceots^  silver  or  stamps  ao" 
cepted. 


South  Bend  Improved  Cylinder  Boring   Attachment  for  Lathes 


A  practical  boring  attachment  fitted  to  the  bed  of  a   lathe,  that  will  re-bore 
cyhnders  of  many  makes  of  automobile  engines 

Size  of  Lathe      ....  16"  18"  21"  24" 

Price  of  Boring  Attachment      $100.00   $125.00   $16000    $200.00 
Weight  of  Bonng  Atf.  .     .      225  lbs.     275  lbs.     350  lbs.     400  lbs. 


Free  Lathe  Catalog  Mailed  on  Request 


South  Bend  Lathe  Works 


424  E.  MadisoD  St« 


SOUTH  BEND,  IND. 


Mention  Dyke'i  EneyelopedLa  when  nrriUiifj 


Advertisement 


HTo  Grind  Valves 
A\A/     To  Lap  Scored  Cylinders 
^^  ^^      To  Fit  Rings  to  Cylinders 


F^6.//. 


ri6,a 


You  who  drive  a  car,  tractor,  motorcycle,  or  operate  a  gas  or  gasoline  engine  whether 
used  for  a  motor  boat,  or  power  plant — do  you  know  how:  to  grind  valves  that  will 
get  the  last  bit  of  power  from  the  engine;  to  lap  scored  cylinders,  to  fit  a  set  of  new 
rings? 


Clover  Bulletins 

No.  75  and  No.  80 

containing  clear  and  complete  illus- 
trated directions  on  these  vitally 
important  subjects — sent  with  free 
samples  of  Clover  Grinding  and  Lap- 
ping Compound. 

Bulletin  No.  75  tells  of  the  different 
tjrpes  of  valves;  how  to  grind  valves; 
to  tell  when  they're  gas  tight. 

Bulletin  No.  80  shows  just  how  to  lap 
scored  cylinders,  how  to  grind  in  piston 
rings,  fit  rings  to  pistons,  etc. 

These  two  bulletins  are  a  mine  of 
information  you  will  be  glad  to  get 
and  keep. 


This  cut  illustrates  an  inter- 
esting description  of  valve 
construction  and  its  relation 
to  correct  grinding.  Many 
other  similar  cuts  in  Bulletin 
Ao.  75. 


The  above  cut  from  Bulletin 
No.  75  is  used  to  illustrate  a 
very  important  paragraph  im 
Bulletin  No.  75  on  the  sub- 
ject of  lines  on  the  valve  srat 
and  how  to  know  ithen  they 
are  right  or  ivrong. 


This  is  the  Clover  Leaf  4-oz. 
Duplex  can  containing  equal 
quantities  of"  rough  ing'"  and 
'finishing*"  grades. 


This  is  the  Pound  can  for 
shop  and  garage.  Packed 
one  grade  to  the  can.  Made 
in  7  grades  I -A  {.very  fine).  B. 
C.  D.  E.  and  No.  50  (trrj 
coarse).  Mechanics. f  Try  our 
Grade  Dfor  roughing  if  you 
want  fast  work. 


Free  Samples 


With  these  bulletins  we'll  send  you  samples  of  the  famous  Clover  Grinding  and  Lapping 
Compound.  Over  10.000,000  cans  of  Clover  have  been  sold — certainly  proof  that  it 
possesses  some  merits  worth  investigating. 

When  writing,  please  state  if  you  are  an  owner  of  a  motor  car,  motorcycle,  or  tractor: 
a  garage  owner  or  mechanic;  a  shop  or  tool-room  mechanic. 

This  concern  issues  two  very  instructive  Bulletins:  No.  75  on  Valve  Grinding  and  No.  80 
on  Lapping  Scored  Cylinders,  Lapping  in  Piston  Rings,  Fitting  Rings  to  Pistons,  etc. 


Clover  Manufacturing  Company 


425  Main  Street, 


Norwalk,  Connecticut 


Chicago  Branch 

601  West  Adams  Street 


San  Franolsoo  Branch 
669   Howard  Straat 


(Mention  DyW«  AuXo  Uneydoipedia  wh«n  writing.) 


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I  Mention   Dyke's   Auto   Enryclfipediii  when  Writing.) 


An  Ideal  Battery  Charger 
for  Alternating  Current 

The  6  amp.,  75  volt  Tungar  Rectifier 
Type  for  Pubiie  G«r«i«.  Will  chftrgc  any  combination  of  3,  4,  5,  t> 

up  to  30  cells  at  0  or  7  amperes  or  le^is  from  alternating  current. 

This  is  a  practical  device  demonstrated  by  actual  service,  it 
equips  the  garage  for  efficient  battery  charging  at  a  much  lower  cost 
than  any  other  rehable  device  of  similar  capacity. 

Attached  to  the  wall,  the  Tungar  takes  up  no  floor  space.  It 
uses  alternating  current  at  a  cost  of  but  six  cents  an  hour  for  ten 
3-cell  batteries.      It  is  self  starting,  requiring  no  attendant 

-  The  smaller  outfits  (5/3  amp.  7.5/15  volts  and  2  amp.  7.5  volts) 
are  designed  for  battery  charging  in  the  pri^'ate  garage.  These 
outfits  have  the  same  advantages  as  the  larger  set. 


The   following  bulletins   give  full  in- 
formation: 

Booklet  B-3487.  For  the  large  outfit. 

Booklet  B-3532.  For  the  private  garage  eet, 

Booklet  B-3529,  Four  battery  type. 


Tt9«  f«r  PrWate  G«raitt 


General  (^'^^-^Electric 

^i-        ^^^^i^  Sehenectady^KY 


Geneiral  Office 


asA'^s 


HOTS. ^Mentloa  Dyke  v  Auto  Edeyelopedl*  when  wHtinc  to  advrrti* 


Keeps  Them  Quiet 


No  grinding,  squeaking,  gronnbling  gears  when  you're  using 
Dixon  s.  Ws  the  one  lubricant  you  can  depend  on  to  keep 
ihem  quiet. 

Dixon's  obliterates  the  roughness  that  exists  on  all  gear  and 
bearing  surfaces,  il  works  into  those  tiny  depressions  and 
builds  up  a  smooth,  oily  veneer  that  successfully  wards  off 
friction. 


Dixoo*t  677  /s  uti' 
eiitisttea  for  trmoimiis  - 
A  Ion  9ntt  ^Itferrtttfat. 

Also  try  Dixon*!* 
famous  Ctip  Orrafc 
aad  other  Dixon  i.ut>- 
ricjfnt*, 

AH    in    handy     rvtt 


dXxXn 


LUBRKANr 


With  your  iTatistnissioti  and  differential  running  in  DixonV  you  can 
rest  assured  your  gears  are  friction- free.  For  Dixon's  doesn't  **fquccir 
out*'  under  pressure.  Nor  is  it  affected  by  heat  or  cold  like  plain  oil 
and  grease. 

Year  around  it  means  smoolher,  sweeter  action — less  noise — ^morc 
power,— and  it  helps  keep  down  gas  and  repair  bills. 

Try  it  and  see*        Your  dealer  has  it* 

Write  for  Booklet  No.  116^G 

JOSEPH  DIXON  CRUCIBLE  COMPANY 

Established  IS27  Jersey  City>  New  Jersey 


(Mention    L)vke'^  Auto    bno'ciopedia    when    wriung.  r 


Advertisemetii 


Dyke's 
Home  Study  Course  of  Automobile  Engineering — $18. 

If  you    bBiT«   Dsrke'i  Auto   Eaoyclopedia   or   the   ModeUi,   or  both,    a   r«iducti>n    will    M 
made  oo  Che  Oourte.    Be  lure  sad  it*le  what  Edttioo   of  the   EDcyclapediB   you    have. 

For  the  benefit  of  those  who  wish  to  leara  the  buainess  of  repairing  and  operating  auto- 
laobiles  and  gasoline  engines,  we  have  prepared  a  Complete  Home  Study  Course.  It  is 
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^> 


m 


f 


Oa»  p«^e  of  the  IlzftmiB&tlOD 
Quettloiu, 


Consists  of 

GO — Initrtictloat,    with    thorongh    eod    compleie    examiiifttioii 
quetiioiiA. 

1 — WorUnff  model  «»f  the  4  cylinder  eocic** 

1 — Warklnt  modet  of  the  e  cylinder  eaffine. 

1 — S«t  of  diAftA  ehowinf  the  »ppliceiion  end  reletion  of  the 
f'liitrh  and  trenimiaeiCiQ  to  tae  eogine — etao  meitD^to^  «oiU 
and  hettery  iffoition  end  eleeirie  eterter  mad  bow  the  c«b* 
4»retor  is  mounted.  «to. 

1 — ProgreulTe   Ohmit  w^tifww     ahovioff   how    e   cer   ii   eon- 
atructed   from  the  sroimd  up, 
K   Dlptot&A   11    awarded    whea   you    complete   the    Ooura*. 

Our  time  in   c«rrectinr  your  aoiwere  to  the  examiaattoa 
queationa,  elooe  le  worth  the  price  we  aak  for  the  Oonree. 


The  Examination  Questions. 


Tliero  are  qufletloiia  to  each  of  the  In- 
fltmctlonfl  to  whlclij  the  student  (taking 
hig  own  time)»  is  required  to  write  the  an- 
swers. The  answers  are  written  on  paper 
and  then  forwarded  to  our  examination  de- 
partment for  the  proper  grading  and  an- 
swering of  questions  the  student  may  ask 
relative  to  the  Course. 

The  student  Ifl  graded  and  a  handaooie 
Diploma  Is  awarded  when  he  completev  the 

Why  You  Ought 
(1)  Because — the  eitamlnatlons  will  hiliig 
out  many  potnt^n  and  auhjecta  yon 
would  never  think  of  by  reading  a 
hook<  Yon  win  gain  Infonnatloii 
worth  hundreda  of  doUaff  to  yon. 


(2)  Because^— the  examination  questions 
start  Tou  at  the  beginning  of  a  sub- 
ject— and  in  a  progresetve  manner  ad- 
vances  YOU  step  bj  step,  from  the 
first  principles— to  the  more  compl! 
cated  subjects— as  jou  should  progress. 

(3)  Becanso — merely  writing  down  the  an- 
swers to  the  qneetions  on  paper^ — ^would 
be  a  good  training — becauae  you  would 
be  memorioug  the  answer  as  yon  write 
it   down, 

(4>  Becaoao — you  wiU  gain  a  clear  under- 
standing of  subjects  which  are  not 
now  clear  to  you — which  will  be  worth 
considerable  to  you  io  time  to  come. 

(5)  Becauao— the  study  consists  of  two 
general  and  distinct  divisions;  the 
study  of  interesting  instructions  and 
actual  f»ractice  on  the  models — which 
are  referred  to  from  the  text. 

(ti)  Becanai^ — technical  language  is  avoid- 
ed throughout  the  Course,  so  that  any- 


course,  (One  year's  time  is  allowed  to 
complete  the  course.  It  is  possible  how* 
ever,  to  complete  the  course  ia  three  or 
four  months.) 

Many  students  who  have  taken  our  course, 
are  now  actively  engaged  in  the  auto  repair 
}>uaiiiesSt  also  as  chauffeurs  and  other 
branches  of  the  industry,  and  are  earning 
good  salaries  and  making  money. 

to  take  the  Course. 

one  who  can  read  and  write  ''every- 
day'' EngUsh  can  learn.  It  progresses 
in  e&sy^  natural  steps  from  one  part 
to  another  till  finallj  you  are  taught 
the  operation  of  this  wonderful  power 
plant  aa  a  whole,  then  how  to  locate, 
t^m^Aj  and  repair  trouble — in  a  ecien- 
tific   manner. 


(7> 


Bocanse-^the  price  is  extremely  low, 
compared  to  the  advantages  gained 
and  compared  to  the  high  prieee 
charged  by  others.  When  yon  eon- 
sider  the  fact  that  other  schools  offer 
courses  r&nging  from  |S6  to  |7S, 
imagine  if  you  will,  how  and  where 
yoti  could  place  |18  to  better  advan- 
tatr**.  Here  we  offer  you  the  most 
complete  course  io  the  world. 

Because — ^you  will  not  only  learn  all 
about  automobiles,  but  you  will  tinder* 
stand  truck,  tractor,  motor  boat  and 
airplane  engines — which  Is  bound  to 
be  of  great  value  to  yon. 


(«) 


(fl>  Because — the  examlsatton  qneatlom 
wlU  glye  you  a  training  you  cotild  not 
get  by  readj^  a  hook — think  It  OT«r — 
In  the  meantime  send  for  our  fr90 
catalog  on   tha   Coona. 


MOTE — We  advlae  one  to  tAke  a  PracHcal  Course  If  p9satht« — at   a   rood   «ch<»ol — but   don't    thttilc    for 
rnent    you    are    icoinp    to    Iparn    without    stutlyinjf — fo    to    a  Mchool   where   hooka  ar*  n»»A. 


k» 


WRITE  TODAY— NOW-FOR 

Free  Illustrated  Catalog  on  Dyke's  Home  Study  Course 


IT  MAY  MEAN  A  GREAT  DEAL  TO  YOU  IN  THE  FUTURE 

IiET  ITS  SHOW  TOU  pictnre*  of  iliopi  And  eari  of  fttiid«ntt  wlio   aro  now   etLfUttd    in 

via  i£tii&|]7  got  %hMj  itait  tliToiifli  Itao  Dyko  Ooili&« — wo  will  ihow  you  «  HUHDBSb  or  inoiv  if  I 

tLmoBiftlB,   if  you  write  us> 

Dyke's  CorrespoodeDee  School  of  Motoring, 

Granite  Building,  St,  Louis,  Mo. 
Gentlemen: — 

Mail  me  your  FREE  printed  matter  explaining  jour  Course  of  Automobile  EngineeriAf. 


NAME 


CITY. 


STREET STATE 

KOTE — State  if  you  now  have  tbe  Encyclopedia  and  ModelB,  or  Encyclopedia  alone. 


{It  you   hiȴQ   Encycloiaodiil,    bo  aiit&  abd   Atato   whBt    Edition   you    bAve,) 


ilZ-Zwi) 


A  Few  of  the  Many  Testimonials. 


First  tlLOUglit  he  could  not  lo^rs  by  saiil:  Hato 
Jutt  orexhauJed  a  car  and  badi  ^e«t  succeis.  P«0'- 
plfl  laid  a  peraon  could  not  l^Aro  h;f  mail,  aod  I 
will  admit  that  i'*  did  have  me  g^usiinii  wben  I 
flrat  TPm4  jour  ad^  but  I  am  now  i^ouvinced.  Tbe 
working  Models  and  tba  Oharti,  aod  parti cularlj 
tbe  oxamlnAtlonA,  make  it  easier  to  learn  by jronz 
■yttem  lb*n  any  other  way, — K,  A.  Tucker,  Char- 
lottc,    Micb. 

How  nmnlai  a  repftli-  tbop;  Mr.  W.  G,  Jobn- 

•on,   Jr.,    of  Spartftnaburg,    Pa,,  it   now    operating 

a  repair  ibop  and  lupply  itore.  Ho  loftmod  from 
Dyke*  a  Ooorao, 

Lomnied  mora  from  courao  tlian  in,  abop:  To 
aay  tbat  I  am  pleased  with  your  Oourae  ia  puttinic 
it  mildly.  Before  buyinB^  K  I  inTeati^atod  Ave 
or  alx  otbort.  varymf  in  prtre  from  925  to  965. 
One  of  (be  cooceraa  claimed  tbey  bad  modeli;  bnt 
I  remember  aecjini;  in  your  printed  matter,  tbat 
▼ou  w«re  the  inventor  and  patentee  of  tlie  New 
Model  Idea,  ao  I  tneiitod  on  tbeir  prorinf  tbat 
tbey  bad  modela.  whicb  they  could  not  do.  The 
other  school  a  aeomed  to  be  un  willing  to  ffive  verj 
much  detail  as  to  what  tln-ir  Course  consiated  of. 
I  %m  glad  to  MM.f,  th^i.  inatoad  of  mlaT«pre««&tt&g 


joui  Conno,  I  Und  it  «rron  bettor  titan  7011  claim* 
I  have  worked  in  two  different  garages,  but  h«i 
learned    many    thinga    from    your    Ootirae    tb*t 
could  not  have  1e«.medl   tn  the  ahop.      Your   tn 
ment    of   the    ignition    and    other   mbjocta    ia    r^ 
clear  indeed.     Wilfred  S.  Baker,  129  State  Streei 
Hriaiol,    Rhode    I  aland.     Enrollment    No.    0755, 

Moro  work  than  bo  can  baadlo:  Sineo  tokiot 
your  Oonrse  I  have  had  all  the  work  I  can  haodlf 
tn  OTerbaullng  engines  and  making  »djuatmeota 
— O.  A.  Arnett,  Woodland,  Mich.  EnrollmeDl 
No.   BOOl. 

X  i«nd  yoti  tbia  lottor  to  oao  to  tttU  otborv:  I 
do  thii  becaase  you  have  belped  me  and  I  wast 
to  now  help  you.  After  eompietrng  Course.  I  ee^ 
cured  employment  in  1  farage  at  a  food  taiary, 
r  bare  overhauled  cars  and   hav«  a  food  job   the 

Sear  roond   in   the   P«   T.    Lef^e   Auto   Garafa.— 
oorfo     O'andreau,     110     Maiaue     Street,     Queboe, 
Canada. 

Ziaadlnx   Antborttlaa   of   tbo  Motoring    World 
Becomsiend  Djke'a  Home  Stndj  Ootirae. 

Bamer  Oldlileld,  Obaa.  Duryoa,  Lord  Montagu  of 
England  and  many  others.  Write  oa  for  our  cata 
lof  and  read  what  they  say. 


Some  Fireti  In  Amtrlca — By  A,  L.  Dylca. 

Tbt  flrit  practical  automobile  book  pubUabed  In  America  waa  pub- 
liabed  by  A.  L.  Dyke.  Thi"  iroall  book,  illuitration  of  which  is 
abown.  was  originally  pr«tpared  in  1^99  and  l&OO.  It  was  reriaad 
In   190S. 


rrM 


In  the  lasue  of  Motor  Age,  Oct.  29,  1903  a  pan  of  t^a 
artldo  raadi;  *'Tbe  A.  L.  Dyke  Oo.,  publlabed  the  flret  prac- 
tical   automobile    work    intended    eolely    for   the    automobilo 

uaer.' ' 

Tbo  flxat  aotOMOblle  lupv'ly  bnalneei  In  Axnailca  waa  orifinaiod 
by  A,  L.  Dyko.  In  laaae  of  Motor  Vehicle  Review,  published 
in  Cleveland,  Oblo,  1900.  now  *'Th« 
Automobilo"  of  New  York,  part 
of  the  article  reada:  "Mr.  Dyke  orig 
inaily  atarted  in  the  automobile  sop- 
ply  business,  the  flrat  in  America  in 
1897."  The  Automobile  Review  of 
Ohicafo,  iaeue  of  April  1900  atatoa; 
"YtTf  early  in  the  Induatry  Mr.  Dyke 
•aw  there  would  be  a  demand  for 
Auto  Supplies,  parte,  etc.  and  organ- 
ixed  and  incorporated  The  St.  Loala 
Automobile   and    Supply   Co." 


ninatration  of  the  flrat  prae- 
lital  automobile  book  pab- 
liabed     in     America. 


wiwix  ruMT  TtPt  otMencToe 

IllaFtration  of  the  orig- 
inal drawing  of  the  Aral 
constant  loirel  type  car- 
buretor placed  on  the 
American   market. 


The  flrat  float  fead  earbnretor  manufac 
tnred  and  plaoad  on  the  Amarlcan  mmt 
ket  was  advertised  and  marketf»d  by 
A.  L.  Dyke  in  1000  At  that  time  tbo 
few  automobile  manafaeturera  were  esiag 
mixing    vaUfe. 


KOTE — We  adTlae  one  to  take  a  Practical  Course  If  possible — nt   a   good   ncbool — but  don* I   think   for 
ment  you   are  going   to   learn    without   studying^ — go   to  a  echool  where  books  are  naed 


YOU       NEED      THIS      WIRING       MANUAL 


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There  are  five  Service  Manuals. 


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ticparately  or  by  Ihe^  lot. 

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.nnd    c*urrenl   conaumptiona; 
:i-tri.»«t  ructions     for     HfttinR     cut-outs     for 

opening   and   closlni^: 
4 -Instructions  for  tests  to  be  made  on  car 

and    on    the    bench,   etc. 


(a) 

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A  lnji>k  of  87l>  papres,  185  illustrations. 
Ueulltig  with  Electro-Plating-  Galvaniz- 
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Is  a  i?ooil  field  for  electro -plating  and 
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mobile.     Add   37e   to   prepay. 

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F'uily    illustrated.      Add  26e  to   prepay. 

SPECIFICATIONS  OF  A I  TO  MOBILES  IWN?. 

On  paj^es  544  to  TA^  specitlcatloiis  of 
laSO  cars  are  given,  but  due  to  the  great 
number  of  chaTigca  and  variance  in  price 
it  is  Impossible  to  make  these  continued 
changes.  We  can  now  supply  a  sheet 
published  monthly  giving  the  same  In- 
formation up  to  date,  as  on  pages  641  to 
546.  VVe  can  also  supply  sheets  of  apeci- 
f1catlon»  on  LeniMng  Trnekn,  50c.  and  Lrml- 
loK  Trnclorw,  6^^c. 


ENGINE  TESTING  DEVICE. 


Chapman 

Trouble 

Finder 


Coun^'cts 


Thft  Chapinaii  Trouble  Finder  is  a  device 

wliicli  will   tcHt   autfutmijjle,  truck,  tractor^ 

niotorcvc'le,   nmrinc   or    stationary   lijusolinc 

'       t'li^nnci  for  knocks  anil  leaks.   Price.  ,$7.50 

I     ^ 

f  Suppose  an  automobile  owner  drives  up 
to  your  shop  and  tells  you  be  has  a  knock 
in  Ms  engine,    but   docHn't    know    wiierc   it 

■^1.     Coulfl  you  tell  him  f 

^B  I  liave  known  repairmen,  and  good  ones 

^^too.  who  have  taken  an  engine  all  apart, 
and  then  not  find  the  knock.  Tbia  Troubio 
Finder  will  teU  yoii  in  a  few  minutes  lime, 
by  .*<erewlng  tlie  device  in  the  spark  plug 
bob'  of  cylinder,  eu^ine  iilie,  and  follow 
;t  series  of  a  few  simple  tests. 
Locates  knocks  in  piston  pint  connecting 
i,  Riuiu  bearing  and  will  tell  you  if  there 

IddresB  orders  to  A.  L.   Dyke,  Pub.,    Elect, 
fpTE:    If  you  are  interested  in  a  first  cla 
circular 


is  a  piston  slap.  Will  also  toll  you  where 
engine  leaks  compression. 

]Sx ample s  of  a  Few  Tests. 

HemciTe  nil  Mpark  piutsti,  Screw  dnilrr  tn 
HrMf  Mitnrk  pliiic  ifpenlug.  Crank  engine  by 
hand  »luwly.  until  bamlle  of  tinder  Is  forc- 
ed out  full  length.  Piston  is  then  on  top 
dead  center  of  compression.  Test  as  fol* 
lows: 

Compr^wiiloii t  Push  handle  of  Hnd^  down 
about  half  its  length.  If  this  Is  done  with 
little  pressure  it  indicates  Ihe  compres- 
sion Is  poor  due  to  worn  or  leaky  rings, 
loose  piston^  or  scured  cylinder. 
|j«ak7  vAlv«at  Move  handle  up  and  down 
with  full  stroke  and,  listen  for  cMcaptng 
air.  If  you  hear  wheeling  at  carburetor 
it  is  leaky  intake  valve.  Wheezing  at  cut* 
out  or  muffler,  leaky  exhaust  valve. 
Pint  on  »lati£  For  ai>ove  tests  remember 
pifiton  i»  at  full  compression.  Give  crank 
one-fourth  turn  to  bring  piston  half  way 
down  in  cylinder,  ho  connecting  rod  Is  at 
an  angle.  Move  harkdle  up  and  down  with 
3«hcsrt  rapid  stiokes.  If  you  hear  light 
rattle  there  Is  a  piston  slap, 
PtMtoii  piln,  connretlott  rod  attil  ifmln  War* 
Inie  trMtM  f«r  knookM  iir«i  simpl*^  ;ind  easy 
lo  make. 

Weston  Model  280 
Volt-Ammeter  Testing  Outfit. 

Ih  the  outfit  recommended 
tnr  Kcneral  electrical  testiPK^ 
purposes.  See  page  864H* 
Prlect   t  uinplerte    ,,.,.,,  .f4IJIS 


Dpt.   Granite   Bide,   St   Louts.   Mo. 
sa   Ford  Mechanical  Starter,  at  $13. SO.  write 


0  t  n  g 
lA/ork 


t 

ublea 
10. 

was 
ge  iu 
>f  alt 

to  be 
t  of 
ie  for 

the 
vhole 

day 
iniecl 
rafre. 

men 
I  me- 
)w  in 
'  test 
*prn- 
miist 
niiu^h 

o  use 


iaced. 
Iraw- 


««B*WW*t      *#tt«**IWC      iniTMi*  AVIOV 


.  Treat- 
ir   And 

d    eon« 


l«Titftry 

pATtie- 

r   Hmr 

12.50 


3ook. 

#1    Co. 
dracen 

.*ii.oo 


AddtMB  »tl  orders  to  A.  L,  Dyke   (Eleetrie  Dpi.)   f}miiit«  Bidg..  8t<  Loiiii«   Mo. 


A  doerHsemenl 


K 


I 


Id 


Ni 


8T 


pi* 

Wll 

flri 

WOI 

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■yi 
toM 

} 
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or 
On* 
I    f 

T01» 

Mo 

the 
oth 

tQU4 
I     A 


COOL.  SILENT,    SMOOTH- RUN  N  I  NG    TRANSMISSION    AND   DIFFERENTII 
GEARS   ARE    ASSURED    THROUGH  THE   USE  OF 


U.  S.  G.  Co*s 


GRAFENE- 

ilG.  0.  S.  rAT.  OFFICl 

Grafene  is  a  combination  of  finest  quality   mineral    lubrieatfng  oil 
and    pure,  very  finely  powdered    natural  amorphous   graphite. 

Guaranteed   absolutely  free    from    acid,    rosin    or    other    iojurlot 
ingredients   of   any   nature. 

The  graphite  used   in    its  composition    enters   into  the   pits,    por 
and   Irregularities   of  the  metal  surfaces,  withstands  great  pressu 
builds  up  the    hollows,   buffs  off  the  tops   and    Imparts  a   brillt 
polish   to  the   bearing  surfaces. 

It   is  equally  efficient  for  Automobiles,   Trucks   and  Tractors.       « 

WRITE  OUR   NEAREST  BRANCH   FDR  LITERATURE 

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THE  UNITED  STATES  GRAPHITE 


Saginaw,  Mich.,  U.  S.  A, 


'iid 


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N«w  York 

Chicago 


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San  FrancUco 


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LargeBi  Miners  of  Graphite  on  ihU   Coniineni 


M  ona  to  tako  a  Practical  Oouiie  U  posiible — nt  a  f;aod   sfhoui — btit  tloo't  thtiik  fat  A^ 
'1^8    to   laara    without    sludyio^ — go    to  a  srhool  where  books  are  used 


Adv^rtisemtHt 


WIRING       MANUAL 

If  You   Prep  OS*   Doing 
EI«etrioal     Repair    Work 

80  Per  Cent 

of  all  automobile  troubles 
are  electrical  troubles. 

Recently  a  record  was 
kept  by  a  large  garage  iu. 
Detroit:  over  S0%  of  all 
troubles  were  found  to  be 
electrical,  and  most  of 
them  were  troubleaoine  for 
the  mechanic*,  atid  the 
worst  feature  of  the  whole 
test  was  tliat  ever>'  day 
dozens  of  jobs  were  turned 
away  from  the  «?ara^e. 
Why?  Because  the  men 
(and  they  were  jrood  me- 
ehanies)  were  too  slow  in 
ctrical  trouble.  Most  garages  are  afraid  to  make  an  efficiency  teat 
they  will  find  ''leaks*' — but  they  don't  know  how  to  stop  the  **pro- 
e  is  a  quick,  sure  and  positive  way  of  getting  the  jobs  you  now  must 
st  go  into  your  shop  when  the  next  ear  comes  in  ami  see  how  much 
ust  looking  for  the  trouble, 

wise.    Gret  this  Wiring  Mannal  and  allow^  every  man  you  employ  to  uee 
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■  This  Wiring  Manual  Oontaius 

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inatriietlona  on  care^  repair  and    construction    of    generatora,    motors, 
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Imperial  Welding  and  Gutting  Hand  Boole* 

The  luatitictlon  book  wbleh  the  Imperial  To. 
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plate.      With    these    coniieetioiLE,   tlie   volUge 
of  the  positive  plates  is  being  measored. 

When  the  metal  prod  is  on  the  ne^Uve 
cell  terminal,  the  voltage  of  the  negatlTi 
plataa  is  being  meaaured. 


HOYT     ELECTRICAL     TESTING     INSTRUMENTS 

Hoyf  notary  Meter. 

A  combined  volt^mmeter  reading  6  diifer- 
ent  ranges:  0-30  amperes;  0-3  amperes;  0-^ 
mil  volts;   0-30  volts;   0  3  volts. 

It  Will  locate  grounds,  short-cireuita,  open- 
circuits,  poor  connections;  field  and  armatufe 
tronbles  and  battery  difficulties. 

It  will  determine  the  output  of  a  gener- 
ator; tell  you  how  much  current  the  starting 
motor  takes  (in  connection  with  a  300  to  500 
ampere  shunt);  the  rate  at  which  battery  ia 
discharging;  the  current  consumption  of  each 
individual  lamp,  or  ali  lamps;  voltage  of 
8tora£re  battery,  or  each  individual  cell  etc. 


Hoyt    Staadurd    RoUry    Meter, 

Price  complete  with  a  32  page  booklet  of 

instructions,  fuily  illustrated,  entitled  **  Hunt- 
ing Down    Klectrical  Troubles'* ,   $18.00 

Shunts  to  be  used  with  this  instrmnent 
can  be  purchased  separately.  Price  100  am- 
pere ahunt  $4;  20U  ampere  $4.50;  300  ampere 
$5;  400  ampere  $5,50;  500  ampere  $6,  See 
page  414   for   explanation    of    shunts. 

The  knowledge  yon  will  gain  on  how  to 
make  electrical  tents  will  be  worth  the  price 
of  the  meter  to  say  nothing  of  the  profit  you 
can  make  with  a  meter  of  this  kind. 
Hoyt  Oadndum  Voltmeter. 

If  you  propose  doing  storage  battery  work 
you  will  also  need  this  instrument. 

The  purpose  of  the  cadmium  test  is  ex- 
plained on  page  864 L 


U««da:   .3  0  3, 7   volU,    Tbe  .3  r»nl- 
iof   )■    to  the  l«fl  «f  0  mnd  2.7    to 
riffbi  of  0. 
Fig.   15— explains  how  to  test  a  battery 
:  with  the  Hoyt  cadinliim  voltmeter.   When 
eatmg,  th»*  normal  charging  current  must  be 
bassLiig  th/ou^h  battery.     The  cadmium  stick 
introduced  into  the  electrolyte  of  one  cell* 
vhich  really  makes  of  the  cell,  two  distinct 
Bellfi.    The  steel  metal  prod  is  on  the  positive 
cell  terminal  and  the  cadmium  stick  is  eon- 
nected  to  the  negative  terminal  of  the  volt- 
metert  which  is  really  making  the  negative 


Cadmiuin   T«»t  \ 

Keeping  these  points  in  mind,  the  table 

below  will  be  clear.  These  figures  represent 
average  readings  of  many  experiments,  &1 
though  readings  may   vary  slightly. 


at  r*ii 


Charged 
Discharged 


-24 

+2,05 


-0  1 


Note  that  the  net  volta^Ee  of  the  cell  ia 

the  algebraic  dilTerenre  bt»tHf*efi  the  voltagv 
<>f  positivt*  plates  and  that  of  negative,  plu« 
readings  being  to  the  right  '  of  aero  and 
iniuus  to  the  left* 

The  proof  of  the  test  Sa  in  disooveilng;^!! 
the  voltage  of  the  positive  plates  ndnns  that 
of  the  negative  plates  equals  the  net  voltage 
of  the  cell,  when  measuring  directly  across 
the  termlnala.  If  this  condition  does  not 
exist,  the  plates  are  eertainly  in  bad  shape 
and  comparison  with  the  table  here  publidi- 
ed  will  show  in  general  which  plates  are  at 
fault.  The  only  remedy  is  to  open  up  the 
cell  and  repair  it» 

Price  of  cadmium  voltmeter  ,. fliLOO 

Price  of  cadmium  stick,  prod  and  cables    3.50 

Hoyt  High  Bate  OeU  Tester. 

The  partlculAr  vaIuq  of  tbU  device  ii  to  be  Ahla 
10  eamp»re  reAdingi  of  one  e«U  with  ftnoibttr,  fa  the 
same  battery.  The  prods  (P)  are  placed  on  the 
ceU  torminalB.  The  tcrmiDali  CT>  are  conaeeted 
with  a  roltmoter  reading  3  volti  (The  Boyt  Boiary 
meter  b  MhowD  connected  In  ibia  inataaee).  Tbe 
radstanos  (R)  la  auob  that  a  current  of  100  am 
perea  pai«ms'  throngb  will  ibow  a  voltacre  drop  <»l 
I  volt. 


tasting  celU,  if  no  raading  U  indleatad 
tben  tbat  cttU  U  in  bad  condition.  II  resdiinga 
gbould  be  a? ike  at  first  and  then  drop  anpraefably. 
the  indication  is  that  cell  te  sbort-eirculted  latar- 
nafljr,  or  plates  are  not  in  food  condition.  In  aaa« 
of  poor  pfatea,  the  drop  ie  ^reatar  than  with  ahort- 
rirruitn. 
Prlee  of  Oell  Tailar   (witkoai  netar) 98.0e 


Addnss  eUIITOI')IO0€RS  CO..  SslBS  DspirtJiervt,  7SS  lirlstlfl  St,  lOSlOR.  MASS 

(Please  mention  Dyke's  Anto  Encyclopedia  when  wrttlng.) 


r 


3  tiOs'obTtb"  ss'' 


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STANFORD,  CALIFORNIA  94305-6004 

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DATE  DUE 


1 


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addition  to  learning  aU  about  the 

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[•uch    tuhjertA    as    Ttlve    timlHg,    flrmg 

brdera  of  4.  6,   8  and   12  cylinder  en 

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Another  feature;  with  the  four  and 
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det  and  exhaust  muilfold,  cJatdi, 
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Valve  aide  of  tlie 
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See  advanliement  In  the  back  of  tbla  booh  on  The  Z^ke  Bl 


1