MAKING BEST USE OF THE FORD
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Valuable Advice on Every Phase of Ford Transport which will Appeal to the User, Driver and Repairer.
635.—A Valve-stem Filing Jig.
After refacing and grinding-in the valves, it is often found that the tappet clearance is under the low limit—i.e., leas than 1-64 in.—or that there is no clearance at all. It thus becomes necessary to restore the correct clearance by shortening the valve stem. The ideal method is by grinding the stem on one of the special electric valve refacers, which incorporate a special jig for bolding the valve stem square with the grinding wheel. As this special device costa in the neighbourhood of £20, it is not to be found in every repair shop, and filing the stern down is the method commonly adopted.
Filing a piece of round steel -10-6. in. in diameter, so that the end is perfectly square with the stem, is not easy. If the end be out of square with the stem there is only a relatively small area in contact with the tappet, which results in the tappet clearance soon being increased and thus undoing the value of the work in question. To Overcome this difficulty a filing jig was constructed by a reader from scrapped parts. The body of the jig was a 2-in, steel cube, which
had been originally an engine packing block on an ancient vehicle that had been scrapped. The sketch is selfexplanatory ; the body of the jig is held in a vice.
636.—Preventing Battery Over. charging.
Having had a certain , amount of trouble with overcharging of the .batteries of the Fords in his fleet, a reader made this simple switch to stop charging when desired. On the dashboard of each vehicle he mounted an ordinary tumbler switch. One pole of this was connected to the frame or engine, thus making the earthing point. The other pole of the switch was connected up to the cut-out. Great care must be taken by those following this scheme not to connect up to the cut-out terminal which already has one wire on it otherwise the battery will be damaged. The working of this switch can be checked by glancing at the ammeter.
637.—Timing the Ignition.
Owing to the large timing range available on the Ford many drivers are apt to overlook the need for obtaining a correct setting.
On models with left-hand drive there should be, when the control is fully re tarded, a distance of 24 ins, between the centre of the commutator control lug and the centre of the commutator fixingstrap bolt.
In the case of the vehicles with righthand drive an imaginary line -must be drawn through the -centre of the commutator cap and oiler. The distance again should be 24 ins, from the strap bolt as shown in the accompanying sketch.
, 638.—•A Simple .Rear-hub Puller.
To remove a rear-wheel hub from its shaft the first thing required is to free the huh. To do this a reader suggests the following method. Take an old axle shaft and cut off the outer end. Mt a nut on the threaded portion in such a manner that half the nut only is on the cut 'shaft; the other half is screwed on to the end of the shaft from which the wheel has to be drawn. Before applying the tool the nut retaining the wheel must be'retnoved. The nut joining the two shafts must be tight if damage is to be avoided when the blow is struck.
Now jack no the other wheel, allowing the one that has to he removed to rest on the ground. Strike the end of the cut shaft a sharp blow .with a heavy hammer and the wheel hub will be freed': 639.--Clutch-pedal Adjustment.
A Certain amount of free movement of the clutch pedal is necessary before actual disengagement begins. The extent of this clearance is about threequarters of an inch, so that the pedal .should travel forward this distance
before the pressure of the clutch spring is felt. Wear in the clutch facings gradually diminishes this measurement. Occasional inspection should be made to cheekthe presence of this clearance ; drivers should never allow it to disappear. The adjustment itself is very simply made. If there be insufficient free movement, remove the elevis pin on the pull-rod at the base of the pedal and screw the rod outwards. If the clutch does not disengage sufficiently, screw the rod inwards. Make certain that the clevis pin is fitted with a cotter when the adjustment has been made.
640.--Dynamo and Wiring Attention.
Particular attention should be paid when replacing the battery on the new Ford to use the positive terminal post for earthing the battery ; otherwise damage will be done, due to the reversal of polarity.
Some adjustment is necessary for winter running conditions. If the ammeter charge reading shows 10 amps. the rate of charge should be increased to 14 amps.; adjustment required may vary with individual cases. Where most of the running is done in daylight and where there are not frequent stoppages, the Tower rate may well suffice. Adjustment is very simply made: remove the generator cover. The field brush pro
vides the adjustment and this .brush can be easily recognised as being the only one which works in a slot. If the charge rate isto be increased, loosen the brush holder lock-screw and move the brush in the direction of rotation of the armature.
641.—To Safeguard the Electric • Wiring.
Special attention is drawn to the need for using only the special Ford steering-gear lubricant in the housing of the worm and sector. If this precaution be overlooked and ordinary grease be employed, trouble is likely to be
caused in the electric wiring. The reason for this is that the grease can exude from the housing and perish the insulation of the wires. Usually the first component to suffer is the horn. A symptom of short-circuiting is that the control button becomes hot; this is often accompanied by a feeble note from the horn. New wires will be necessary in these circumstances.