ROADSIDE AND GARAGE.
Page 29
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A Page for Drivers, Mechanics and Foremen.
A Useful Tundish.
The sender of the following communication has bee,, awarded the extra payment of 5s: this week.
(2361) " A.E." (Manchester) writes "One of the most annoying experiences a driver can have is that which occurs when water gets into his petrol. The accompanying sketch shows a special tundish I have made, which goes far to obviate the trouble. It will be noticed that the upper portion is of standard form, with wired edge, and may be of such dimensions that it will accommodate the usual petrol can. The spout, how.
• ever, projects into the interior of the body for about one-third of its depth, the upper end being covered by the usual fine-mesh gauze. In use this tundish serves to separate the water, because, as it is heavier than petrol, it tends to fall to the lowest point, i.e., below the level of the protecting spout."
Another Ford Trouble.
(2362) " C.H." (Grays) writes :—" It may seem a little out of place for me, as a regular steam wagon driver, to offer information and advice to drivers of Fords, and, AA a matter of fact, I do not profess to know much about petrol engines at all. What I have to say is in connection with some other fellow's vehicle which I saw stuck upon the highway. This particular-. Ford was etationary halfway up a very steep hill. The engine was stopped, and I had, in the course of making a delivery close by, observed the driver making several ineffectual efforts to start it. Finally, having finished my delivery, and being ready to start, I walked over and asked him what was.the matter. He said there was not much petrol in the tank, so that it was flowing very slowly to his carburetter. What actually happened every time lie tried to start was that, when cranked, the engine would run for a little while, but would stop as the result of shortage of fuel before he had time to regain his seat. After he had again done this two or three times before me, I suggested that he should turn the van round, so that his petrol tank would be higher than the vehicle, and he should then get up the hill in reverse gear. Without actually telling me that I did not know what I was talking about, and that I should mind my own business, he, nevertheless, managed to give me the impression that that was what he really thought. However, I managed to persuade him to take my advice, and together, with the help of my mate, we turned the van round, when he was able to start his' engine, get up the hill in reverse, and away without any trouble at all."
Another Solution of the Ford Problem.
(2363) "H.W.M." (Cannock) writes : As is clearly the opinion of many contributors to your 'Roadside and Garage' page, the chief source of trouble with the lubrication of the Ford engine, particularly when it is mounted an a 1 ton chassis, IS the downward tilt of the chassis. That most drivers are, in some cases perhaps instinctively, aware that this tilting is detrimental • shown by the fact that, in the majority of cases they endeavour so to spread the load that the bulk of it lies over the rear springs, or even behind the rear axle, where it will be most effective in lowering the level of the back of the chassis, and thus reducing the inequality which exists, in this respect, as between the front and rear ends of the machine.
"For 2i years now I have driven a Baico-Ford 1-tonner on mail service. It suffers from the tilting trouble just, as much as the standard 1 bowler, but has the advantaget not possessed by the standard machine, that, owing to overhang behind the rear axle, I can more easily level it up by suitable load distribution. A better way to get over this particular difficulty, however, would be to fit, to the front spring only, a pair of Hassler shock absorbers. These have the effect of lifting the front of the chassis about 3 ins., besides preventing the flattening out of the spring itself. In addition, they considerably improve the riding qualities of the chassis.
" Some readers have suggested that the end of the oil pipe should be closed slightly, so as to restrict the flow of oil. I do notrentirely agree that this is wise, but, for the benefit of those who wish to experiment in that direction I would like to point out thatithis pipe is most easily accessible from the transmission case, being exposed to view,!and available for treatment by means of a tyre lever or screwdriver, when the top half of the gear cover is removed."
A 'Rag Repair.
(2564) " F.A.M." (Sydenham) writes : —" About a year ago I found myself in an awkward fix. I VMS about 9 miles from Brighton (my destination), kand, as the Tasult of a skid,Ithad stripped the thread from the ring nut which secures the rear wheel on its axle. The wheel was thus free to leave the chassis, taking its own half of the Jive axle with it, so that I losT my drive I,ja,cked up the axle and tried to get a temporary hold for the nut by winding a piece of rag round the thread on the axle. One thickness of rag proved insufficient,
but with 4 double layer of the material I was able, with a little trouble, to make the nut secure. So equipped, I was able not only to reach Brighton and also return to London, but to keep going for a further 1O days, during which period I ran 800 miles."
Lamps Alight.
On Saturday, February 25th, light your lamps at 6 in London, 6.2 in Newcastle, 6.6 in Birmingham, 6.5 in Edinburgh, 6.10 in Liverpool, 6.10 in Bristol, and 6.53 in Dublin.