RUNNING, UPKEEP AND OVERHAUL.
Page 67
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Interesting Contributions from Maintenance Engineers, Drivers and Mechanics.
MHE new form of wheel puller which we described in our issue of May 29th in the page of this journal which is devoted to recent 'patents has brought several letters from correspondents relating to the removal of wheels and other parts from their axles. Many of these letters point out the uselessness of many of the wheel pullers, as it is well known to mechanics that a pull alone will hardly ever start a wheel, although it may help to do so if it be assisted by a blow.
A correspondent al Renfrew sends us a sample of a puller he has found particularly useful and Which is in daily Use on Ford tonnerS and Chevrolet 2025-cwt. vans.
The main member is serewed on to the hub, then the plunger is placed against the end of the 'axle, while the threaded plug is screwed up with a spanner as tightly as possible. The plunger being free to move forward can be hit with an ordinary hammer or a sledge hammer, if necessary, to start the wheel moving. We have inspected the sample sent to us and consider the device one of the best we have seen for the purpose, as no damage whatever can be done to the threads while hammeting.
The device is protected, and particulars can be obtained from Thomas Payton, Payton Bros., 40, Fulbar Street, Renfrew.
Transmission Brakes and Fabric Couplings.
ONE of our readers, " J.S.l3.," of Shef field. who is engaged on the maintenance of a fleet of heavy lorries, points out that a certain make of lorry which he has to handle is equipped with a universal joint which is in close proximity to the transmission-brake drum. It was of the kind which he describes as a "die box" type, so when it was found necessary to use the transmission brake in eases of extra heavy loads and long hills, the heat generated in the brake drum had 110 appreciable effect on the die-box coupling.
This make, he tells us, is now provided with a universal joint or coupling of the fabric class, which he suggests is not suitable for use where heat may be transmitted to it, as the heat from the brake drum soon ruins the fabric disc. He admits that the transmission brake should be used only sparingly and that it is not intended for prolonged use down hills, but as he has to carry loads sometimes as great as 10 to 12 tons, he is not always able to keep his vehicle under control with the wheel brakes only. He finds no fault with the fabric coupling for lighter loads and when used where it cannot be affected by heat. He also admits all its good points, such as silence, reduction of shocks from a fierce clutch, etc.
Our correspondent appears to have come into contact with some instances 'where transmission shafts have broken, leaving a heavy vehicle with only its wheel brakes, which, with the load he mentions, are insufficient effectually to hold it on steep hills. Fortunately, makers are realising this fact and the transmission brake is gradually dying out in favour of two brakes acting on the wheels.
Wheel Wobble, its Cause and Prevention.
'WHILST agreeing with the letter of 'WHILST
C.P." which appeared in our issue of June 12th, suggesting the use of a wedge placed between the spring and the front axle, " W.H.C.," of Ramsgate, says that, in some cases, he has found it is necessary to place the wedge so that the thin end is towards the rear instead of towards the front, as suggested by " C.P." He points out that when fitting such a wedge one should find out in which way it should be placed, but, unfortunately, he gives no information as to how one is to find this out. We know of no rule, and have found that, in nine cases out of ten, "OP." is right; but trial and error have proved in the remaining cases that the wedge acts better when reversed. There seems to be no reasonable solution for this curious fact.
" point i out that some of the firms making lorries do not appear to know of the wedge plan, as, in his ease, the makers advised a device which damped wobble instead of preventing it—prevention being what " W.H.C." Prefers to cure.
One Way of Getting Needed Improvements. A. READER from Suffolk, "HG.,"
asks for an opportunity of expressing his entire agreement with those contributors who are calling, on designers of heavy lorries to give more attention to the needs of drivers and maintenance men. As a means for bringing this about he makes the following practical suggestion.
He has heard that a well-known manufacturer of private cars has driven a car of his own nuke all over the Continent on a business tour. As driving, even on the Continent, was what such a car was designed for, " H.G." does not suppose that this entailed any hardship (either physical or mental), but ' what he and some of his maintenancemen friends would like to see is the managing director, chief designer, or those who control the designers of firms manufacturing heavy lorries, go to the yard of any average haulage contractor on a winter's morning, take a lorry of his firm's make, a few years old, fill up with petrol No. 3 at 7id, per gallon,
and lubricating oil at 2s. per gallon, start the engine, take a shovel and load up at a gravel pit. He would then have an idea of the common lot of many drivers.
The Filling of Batteries.
S many commercial vehicles are now fitted with electric starters and lighting sets, many drivers and garage mechanics may find useful the tip given by " H.G.," of Sheffield.
Batteries require topping up with distilled water, or at times require the addition of acid, and both operations involve considerable care if the containers are not to be overfilled. Any ordinary bottle can be used if fitted with a cork or rubber plug with two holes drilled in it for the reception of two glass tubes, as shown in the sketch.
No fluid will escape from the delivery tube while a finger is held over the vent tube. By this means the flow can be regulated to a nicety. Glass tubes are easily bent when they have been heated gradually over a Bunsen flame.