HINTS ON MAINTENANCE.
Page 70
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A Leyland Rear-hub Modification. Improving the Pierce-Arrow Clutch-withdrawal Fork. Overcoming an A.E.C. Cylinder Weakness. Lubricating Steam Wagons.
Improving the Lubrication of a Leyland Rear Hub.
ONE of our readers who has some 4-ton Leylands under his charge, found that the off-side rearwheel hub in some cases became hot. Removing the rear wheel and dressing the floating bush did not effect any improvement, so a new method was searched for.
In the axle tube are two oil holes connected by a groove, and placed slightly below the centre line. Oil for the differential casing passes through this groove to the floating bush, but apparently, owing to the vehicle running on the• camber of the road, the lubrication was not sufficient. To effect a cure two similar holes, also connected by an oil groove, were drilled in the bottom of the axle tube, and although this alteration was carried out some months ago, no further trouble has been experienced ; neither are there signs of oil leakage.
It is always possible that overheating ,,of the off-side hub may be due to the oil level in the differential being too low, but in the eases referred to the adding of more oil caused no improvement. How to fit a spec kVA Plug ti an be cracked a An Improved Clutch-withdrawal Fork for the Pierce-Arrow.
ON the ordinary clutch-withdrawal fork used on
Pierce-Arrow vehicles the collar and ball races are in halves, and it has been found that the balls catch in the joints, causing them to become fiat. This means that harsh running ensues, for the balls will not revolve, and eventually they wear the fork face so thin that the dogs have actually been known to drop off, and this within three months of the part being renewed. An improved type of fork has been designed by F. H. Evans and Co., 138, Plashet Road, Upton Park, London, E.13. in this arrangement t h e
ball thrust washers and the collar are complete, the collar being screwed on to the shank of the fork, whilst the thrust is taken against a separate collar placed against the inner face of
the fork.
A lorry equipped with this improved device has been operating successfully for two years without any further trouble in this respect. Incidentally, the improvement is fully protected.
Repairing 'I`ylor Cylinders.
TYLOR engine cylinders sometimes develop a crack in the boss of metal which leads from the outer wall of the water jacket to the inner wall, and into which the B44 compression tap is screwed. This anws water to' run inta the combustion chamber. To effect a repair the hole leading into the cylinder is enlarged, and the
existing thread gas) for the compression tap continued right through. A special plug made from hexagon' bar, tapped to take the compression tap, is then fitted. This should be a good fit in the cylinders.
In the case of an ordinary crack in the water jacket a plate of about 18 S.W.G. copper is beaten out to fit over this, and is then held in place by screws equally spaced round the edges about 1 in. apart. . The joint between this plate and the water jacket is made with red lead.
Care should always be taken before fitting the plate to find the extreme ends of the crack, and drill small holes to prevent it spreading farther.
Repairs of this sort liaye one big advantage over welding, as, when the latter method is employed, it is nearly always necessary to regrind the -cylinders owing to distortion. This necessitates fitting new pistons and makes the job very expensive. Of course, if the cracks be extensive welding must be utilized. ial compression A.E.C. cylinder $ indicated.
The Lubrication of Steam Wagons.
ON all steam wagons there is a number of grease-cup lubricators, and an impertant point to remember when filling these is to ascertain that there are no air gaps in the grease. The lubricant Should be pushed well down. If the grease be simply slapped in, when the cup is turned no grease is forced into the bearing. Also it is wise to be careful with the cylinder lubrication. If an unsuitable cylinder oil be used, or if large quantities be forced into the cylinder, the oil may (Nom'bine With impurities which are carried over with the Steam--if the boiler primes, the combination formed may attack and corrode the surfaces of the cylinders and pistons.
The driving chain also needs attention. It is almost useless to daub such a chain with grease, even at regular and frequent intervals. if a chain so treated be closely examined after Lame service it will be found that the crevices in the links have become rusted. This is because the grease has not reached these parts. The chain should be removed every three or four weeks, cleaned with paraffin oil, and then put into a bath of molten tallow or a hot bath of one of the greases recommended for driving chains.
Oil or grease must be kept out of boiler feed water at any price. A slight amount of grease in a boiler will produce similar results to a low water level.