MAKING BEST USE OF THE FORD.
Page 22
If you've noticed an error in this article please click here to report it so we can fix it.
Valuable Advice on Every Phase of Ford Transport, Which Will Appeal to the Owner, Driver and Repairer.
IN THIS series of hints concerning the Ford light chassis and ton truck wherever they are employed for commercial purposes„ we endeavour to deal with the subject from every view-point, so that the advice given will appeal to the owner, driver, maintenance engineer or mechanic.
We shall welcome for inclusion among the hints those which have proved of value to individual users, and will make suitable remuneration for any such information which we publish.
Readers are recommended to obtain the original " Book of the Ford," which constitutes a complete manual dealing with the Ford car, the van and the truck. 2s. 9d. post free from the offices of this journal.
228.—Lubricating Swivel Axle Spindles.
Thestandard Ford method of lubricating the swivel axle spindles is not all that is to be desired. On the ene-ton truck particularly it is most essential that a good method of lubrication be employed, since there is much more weight forward, and the same axle and steering are employed on this as on the lighter model, and if the lubrication be had the steering will quickly become unstable, owing to the :development of back lash.
A good method of making an improvement is, first, to soften the spindles by heating them and allowing them to cool slowly, and then to continue the present hole in the top of the spindle to 1 in. below its ordinary depth, afterwards drilling a farther small hole in from the side of the spindle to meet it. thus allowing the lubricant to escape to the lower bush.
Now remove the present oilers and drill and tap the spindle in. gas thread for a standard Stauffer grease cap. In this manner the grease can be squeezed through the whole length of the spindle and full lubrication obtained.
It is almost unnecessary to point out that the spindles must be rehardened before reassembly.
229.—Avoid Troubles with the Engine Lubricating System.
A great deal of trouble is often caused by choking of the oil pipe which leads the lubricant to No 1 bigend. The stoppage of this pipe is usually not noted until a really steep hill has to be climbed, and by that time it is too late as it is probable the big-end has melted out.
B38 The trouble is caused by small threads, etc., from brake bands, magneto coils, and other parts, or perhaps pieces of metal from the sides of the bearings. To avoid any risk of this occurring, the crankcase should be drained at fairly frequent intervals, and with the transmission cover off, all threads and bits picked from the corners of the magneto coils, the brake bands, etc.
As an extra precaution, an auxiliary Fabricating pipe which operates outside the crankcase, can be used: This pipe was referred to in a previous hint.
In testing for a choked oil pipe, remove the cap screw from the front corner at the right side of the crankcase lower cover plate (this is under the end of the front portion of the oil feed pipe); start the engine, and if the oil flows freely the pipe may be taken as being in good condition.
If at any time the front cover plate is removed, the end of the pipe can be connected to a foot pump and a blast of air sent through it. If found to be choked, it may be freed by squirting paraffin or petrol through it by means of a grease gun.
230.—Fitting a Foot Accelerator. .
Many users of Ford vehicles have expressed a wish that their vehicles could be fitted with foot accelerators. Such a device is particularly useful in traffic driving, as it leaves the hands greater freedom for dealing with the other controls.
A neat accelerator of this type has been brought out by Bowden Wire, Ltd., Victoria Road, Willesden Junction, London, N.W.10. It is known as the Bowire, and is intended for the control of the engine by the right foot.
It consists of an accelerator pedal, two short lengths of the outer member of the Bowden wire mechanism, one length of the inner wire' adjustable stops, shackles by which the wire can be fitted to the throttle lever and the end of the hand throttle-control rod, and two anchorages. One of the last-named is fixed by a carburetter nut, whilst the other is attached to the front two clamp nuts of the manifold.
The accelerator itself is fitted to the floorboard at the right of the brake pedal by means of three small bolts.
The inner wire is shackled to the crank at the lower end of the hand throttle-control rod. It passes thence through the, accelerator to the carburetter throttle lever, thus enabling the accelerator and hand throttlecontrol to be used independently, although they-are interconnected.
The price of this useful little device is 19s. complete.