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Drivers and Mechanics.
TEN SHILLINGS WEEKLY is paid for the best communication received, and one penny a line of ten words for anything else published, with an allowance for photographs.
WorkshoP liPs and smart repairs; long an,! successful runs interesting Photographs; all are suitable subjects. We will knock your letters into shape and will Prepare sketches, where necessary, before tSubUeation. The absence of a sketch does not disqualify for a prize. When wiiting, use one side of the Paper only and mention your employer's name as a guarantee of bona fides. Neither your own nor your employer's name will be disclosed. Payment will be made immediately after publication. Address your letters to The Editor. THE COMMERCIAL MOTOR, 7-15, Rosebery
Avenue, London, E.C.
Annual Bonuses are given to the most successful contributors.
A Crankcase Repair.
[1197] " W.R.H. (Alexandria) writes :—" I was sent out recently to an engine break-down job, in which the bolts of the connecting rod of the second big end had snapped, and had caused the rod to break
Leather and sheet-iron make a patch.
W-4
through the crankcase. A hole almost 6 in. across had been made, and it just happened that the damage was done at the joint between the top and bottom halves of the case.
"The foreman doubted whether a repair could be effected, but I asked him to let me have a go at it. I set to work and drilled five I in. tapping holes in both the top and the bottom halves of the case. Next I obtained a piece of in. sheet iron, large enough to cover the hole, and also a piece of leather in. thick, and of the same size. I marked off the tapped holes in the crankcase on to the leather, and punched this out where marked. The iron was also marked off, and it was cut out with shears and knocked into shape as shown in the sketch. [We have had this redrawn.—En.] The plate was then heated and bent over, using the case itself as a guide. When it was a good fit to the outside shape of the case, the leather was inserted to act as a packing, and the whole lot was held in place by round-headed screws, having the nuts on the outside. The threads were afterwards riveted over and finished off with a file. The most imnortant point is to see that the sheet-iron is a good fit to the shape of the case before riveting. As there is no nressure on the inside the patch will not be blown off in everyday use."
The Cost of Repairs.
[11981 " W.B." (Richmond) writes :—" We run two 14-16 h.p. vans, and last Christmas I persuaded the boss to spend £30 on equipping a small workshop, in which we could do our own repairs. During 1911, although the machines were new, the year's repair bill was £29 17s. 9d, During 1912 it was 23 7s."
When Relining Brakes.
The sender of the following communication, has been awarded the Ws. prize this week.
[1199] " R.T." (Andover) writes :—" Some of your readers may be interested in the following hint on relining brakes. This is an operation which sometimes involves much dismounting and replacing of the wheels to which the brake-drums are attached, or else crawling beneath the chassis in the case of foot brakes. " On first removing the shoes from their holders, the diameter of the anchor pin should be carefully measured and also the width of the cam which expands the shoes. A short piece of steel to represent the former, and a block of wood for the latter should then be obtained. Having removed the worn lining by placing the shoes in the drum as shown in the sketch —[We have had this redrawn.—ED,]—the correct thickness of the lining will be seen, and it can then be fitted and finally riveted on to the shoes.
"The lining can then be eased if it be necessary to secure proper working clearance, and the brake may be dropped into place and the wheel refixed."