HINTS ON MAINTENANCE.
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How to Get the Best out of a Vehicle, to Secure Reliability and to Avoid Trouble.
669.—Preventing Slip in the Magneto Coupling of the 15-ter Fiat.
In Hint 666 we published details of a method of obviating slip in the magneto coupling of th?. 15-ter Fiat. We have since thought that the method might be more
clearly understood if a sketch of the parts in question were published. Therefore we now include one which shows the assembled coupling and (inset) one of the special bolts.
670.—Attending to the Radius Rods on the Peerless.
If the existing bushes be worn and renewal be necessary, the jackshaft bracket sleeves and the rear-axle journals on which they fit should be examined. They will almost certainly be found to be worn also, and if the wear be over 1-32 in. on the diameter it will be unwise to fit new standard bushes, as these will hammer and, consequently, wear very rapidly.
It is better practice to true up the journals and to fit bushes which have been bored out under size. As a matter of fact, bushes in. under size in the bore may be obtained from several of the suppliers of Peerless spare parts, and, of course, these may be reamered out to the exact diameter required, if this be necessary.
An important point to watch is that deep grease-ways must be cut all round these bushes, or the lubricant will not travel round them, owing to the heavy pressure exerted. Such grease-ways should be cut on the spiral, so that they do not wear ridges on the journals.
671.—Lubricating the Back Axle and Road Wheels of the Guy Bus.
With regard to Hint 661, in which one of our contributors recommended raising the oil level of the back axle on the Guy bus chassis, the makers, Guy Motors, Ltd., Fallings Park, Wolverhampton, point out for the guidance of this contributor and other Guy users that the oil level in the back axle of their vehicles, as turned out from the factory, is correct, and if difficulty be experienced in the lubrication of the off-side road-wheel bearings, this can only be clue to one or more of the following causes :—(1) using thicker oil than is recommended, and in this connection it may be pointed out that we frequently meet users who think that they know more than the manufacturers and, consequently, use gear oil where engine oil is recommended. The c42 makers rely upon users employing oil of low viscosity, i.e., engine oil. If heavier oils be employed it is obVious that they will not give the same results. (2) When theair release on the top of the back axle becomes choked it prevents the escape of air and may give a false reading of the oil level in the filler while the axle is being replenished. (3) The face of the oil filler is also the correct oil level, and cases have frequently been found where the oil has not been filled to this level, which will cause the trouble referred to in the previous Hint.
If, as our contributor suggests, he has raised the level of the oil by using an extension piece in connection with the filler, providing the points referred to above have been attended to, an excessive amount of oil must be pumped through to the near-side hub, which will almost certainly cause flooding, which is .both wasteful and unsightly.
672.—An Alteration to the Clutch Stop on the 30-cwt. Vulcan.
Some users of the 30-cwt. Vulcan have found that the standard clutch stop requires attention from time to time if quiet changes of gear are to be maintained. If adjustment could be effected in a few minutes this would not be important, but in order to do so it is found necessary to disconnect the withdrawal-rod pins, unbolt the two flexible couplings, and remove the triangular distance piece fitted between the clutch and the gearbox, so that a thicker fibre collar can be fitted behind the star coupling mounted on the front end of the constant-mesh pinion.
To overcome the need for this attention one of our readers effected an alteration which is said to be so efficient that it requires adjustment only once a year, although the vehicle is in constant use.
The parts mentioned were dismantled and -U steel disc 3 ins, in diameter and A in. thick was mounted on the star coupling of the constant-mesh pinion, as shown in the accompanying sketch, the plate being secured by countersunk-head rivets. The plate was bored and splined in a similar manner to the star coupling. A fibre washer of the same diameter was then turned and was left thick enough to permit the clutch to withdraw for a distance of 5-32 in., which will be found sufficient.
The arrangement increases the wearing surface to a considerable extent.