MAKING BEST USE OF THE FORD.
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Valuable Advice on Every Phase of Ford Van 0,peration which will Appeal to the Owner, Driver and Repairer.
523.—Taking Up Play on a 'Steering Connecting Rod.
When a steering connecting rod is worn between the fork faces an objectionable rattling often ensues. This can, however, be stopped by placing a washer under the head of the bolt, between this and the upper part of the fork, as this will pull the sides of the fork togethei,, thus taking up the play. Do not put the washer between the inner faces of the fork and the steering arms, as a washer in this position soon wears away and the trouble then returns. The jaws cannot be tightened together in the ordinary way, because further movement is restricted by the bolt, which has a threaded portion of reduced diameter.
524.—Preventing Rear-axle ,Oil Leaks.
It is not generally known that the Ford company has introduced an additional oil-retaining device for the rear axles of both the truck and the light chassis. It is used in conjunction with the standard felt washers already employed on the rear-axle shafts. It is listed—but not illustrated—in the current list as rear-axle oil retainer, part No. 2511 for the light chassis, and part No. 10201) for trucks. Price 6d. retail for the former and 10d. for the truck type.
This extra device consists of a specially prepared and shaped leather washer, which is a tight fit on the axle shaft, and should be forced along the shaft before the outer roller bearing is inserted. These washers will be found greatly to diminish the tendency for the differential lubricant to work along the axle shafts and out on to the brake shoes.
525.—Concerning Slow-speed Gear and Brake Linings.
It is sometimes observed that a certain truck requires relining of the bands more frequently than others, and more often than it should, the slow-speed and the brake bands usually, being those that require replacement. The reverse is generally in
decent trim. .
The repair man should satisfy himself that the slow-speed pedal can be depressed sufficiently to ensure an adequate grip on the band, and that it Is not fouling or catching the floorboards, or, on R.H.C. trucks, does not touch the transmission case before the drive is taken up. Taking this precaution before the truck leaves the repair shop is not sufficient in itself. The driver should be instructed to adjust the slow-speed band when any sign of slipping occurs, and to take note of the above precautions.
The foot brake should not be applied continuously for more than a minute or so at a time, but should be gently applied and released alternately. Obviously the first thing that happens when the foot brake is applied is that all • the oil is squeezed out from the lining, and the friction from the drum produces heat, which speedily burns out the lining. By releasing the brake for a second the lining is enabled to pick up a fresh supply of oil, which will greatly prolong its life.
Should a steep down grade be encountered the slow-speed hand can be used with advantage if judiciously applied, saving, the foot brake for an emergency. Similarly, when called out for a breakdown, when a tow in is EX.' peeted, take a aaart or so of oil with you. The brake drum will generally be found to be riding clear of the oil level and, as the flywheel remains stationary, the oil is not splashed over the bands,
as is the case when the engine is running. While the back wheels are rotating, the transmission-brake drum rotates also, and to use the foot brake for any length of time—as when desbending hills—will speedily burn • out the lining completely, cutting out entirely the most effective brake. A quart of oil will generally raise the oil level to that of the brake drum, thus saving the lining and a possible accident to the towing and towed vehicles.
The transmission inspection door should he removed and oil poured through until the brake drum is partially submerged.
As an emergency repair, when the slow-speed lining has practically gone, the adjustment taken up to the limit, and the engine will not take up the drive, remove the spring from the slowspeed control shaft and place two spring washers next the band ear. Take care that the lock washer is next the adjusting nut. It will be found that this operation will hold for a. considerable distance. It has been known to last for over a week on a haulage contractor's truck before finally giving nut.
526.—Fitting a Magneto to the Ton Truck.
Whilst considering that it is a great mistake to add too many "bits and pieces" to a Ford, thus nullifying the great advantage of being able to ebtain standard parts, it will he found (in the case of the low-geared onetonner) that the exception to the rule is the fitting of a good magneto. Owing to the high engine speed demanded from this model the commutator has a short life, and a magneto will soon pay for itself by saving outlay on commutators, coils and sparking plugs. besides giving easier starting, good reliability and obviating misfiring. It will also leave more current available for the lights. With the usual chaindriven conversion set, the cheap cycletype chain will be found more satisfactory than the "silent," as the driving sprocket being so -small, the latter is more liable to jump off if allowed to become the least bit slack.
527.—How to Prevent Leaks in the Cab.
Leaking canopy .coofs constitute a penance which few drivers will think they deserve to undergo. The cure is to coat the canopy with white-lead paint, then stretch and tack a cover of canvas tor a piece of old tarpaulin is good) under the beading; this cover should then be given two or more coats of white-lead paint.
Two iron struts, one on each side running from the wooden cross-member neder the front of the canopy to the metal angle piece at the bottom side of the windscreen, will stiffen the roof wonderfully and are easily made and fitted. Half-inch square bar is very suitable and easily wrought.