MAKING BEST USE OF THE FORD.
Page 60
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Valuable Advice on Every Phase of Ford Operation which will Appeal to the Owner, Driver and Repairer.
538.—Concerning Warped Exhaust Manifolds.
In Ford Hint No. 522, published some weeks ago, a contributor suggested that it is necessary to scrap the exhaust manifold when it becomes seriously warped. We now learn that this is not always essential, as successful use can be made of a special manifold gasket combining both induction and exhaust packing in one long strip, which has six holes for the ports and four for the clamp Struls. One side is flat, whilst on the other the six port holes have fixed conical flanges surrounding each. This gasket is fitted with the plain side towards the cylinder, block and the holes in the induction and exhaust pipes fit over the flanges, on the gasket.
In the case of a warped manifold, three out of the four holes can generally be lined up with the port entries of the cylinder block, these usually being numbers 1, 2 end 3. and all that it is necessary to do is to position the induction pipe and three of the manifold holes and to tighten up the clamps. The manifold will pull over the gasket flange at the warped place and will seat firmly on the gasket around the flange, thus effectiVely sealing the joint.
This gasket is known as the Bob, although it actually costs is. 6d. It can be obtained from most of the important wholesale factors and is not much dearer than a set of standard Ford gaskets and glands, as these cost 1s., whilst it Certainly facilitates assembly, even on a job where the manifold is in good condition. A. new manifold costs as. 3d., so that a saving of •4s. 9d. is immediately made.
539.—Preventing Oil Chokes in the Engine.
The Ford engine is lubricated on the splash system in a very simple manner, and the only trouble likely to be found will probably be due to blocking of the oil pipe which conveys the lubricant from the rear of the engine to th4.) front, whence it returns via the sump to the reservoir, lubricating the bigends, etc., en route.
A most important point to remember is to 'keep the sump clean by draining it periodically and removing all foreign matter, whether solid or otherwise.
Many stoppages occur through pieces of felt becoming detached from the gasket, or a piece of the transmissionband linings becoming -wedged at the right-angle bend in the oil-conveying pipe. For this reason, as well as for others, the replacement of the transmission linings should not be left until the material begins to disintegrate.
An excellent method of preventing such large pieces from lodging .in the pipe is to stretch two strands of copper wire across the ton of the funnelshaped orifice, soldering them in position. This will allow the small material to pass, but any large pieces of gasket, etc., will be retained.
There j5 another' advantage from using these wires. This is that dirt, etc., can be more easily removed than B42 if it be wedged lower down in the pipe.
Occasionally, there is a stoppage at the far end of the pipe. This is sometimes brought about by carbon collecting around the end, and although this trouble is rare the remedy for it is worth considering. It consists of drilling or filing a small hole in the upper side of the pipe at about 1i in. from the end. This will net come into use 'unless the lower Outlet be choked, when the oil will merely flow out at the higher level. It is important that when filling the sump
with oil a strainer should be used in the funnel, Since at no point in the engine is there a filter for the oil supply.
Assuming that a. blockage has occurred, the following procedure should be adopted. Remove the radiator, fan pulley, commutator brush and timing carver, when, upon inspection, the lower outlet Of the oil pipe will be found at the lower left-hand corner behind the timing wheels. A piece of steel piano wire may. now be inserted and pushed right to the top.
Another excellent -method is to make a suitable connection and employ a cycle pump to blow the tube clear.
If neither method prove sufficient, as a final resource remove the transmission cover, when the top of the oil pipe will be exposed to view.
Now and again a pietre of metal from a burnt-out big-end will become tightly wedged in the pipe, and the engine may possibly have to be completely dismantled before such an obstruction can be removed, but cases like this are rare. .
In the event of a stop on the road an engine can be run for a time by affixing over the breather pipe at the front of the engine a tin holding at least:One quart of oil, and by means of a pipe or a hole in the tin, oil can be allowed to run very slowly into the engine. Four or five miles may be covered in this manner without refilling the tin, and when it is empty Unroll can be drained into the receptacle from the sump.
540.—Extracting Worn Bearing Sleeves.
. It is sometimes an extremely, difficult task to withdraw the outer sleeves of the roller bearings of the rear axles, both of the 1-ton and 7-cwt. chassis, although the work can he facilitated by the employment of special tools, one of which and its method of employment we illnstrate.
The actual example shown is intendee for the larger model, but for the 7-cwt. it must, of course, be made on a suialler scale.
With the specially prePared bolt and its cage, a sleeve can be extracted in a matter of 10 minutes, and it avoids any danger of distorting the axle tube, as is sometimes done when wedges, etc:, are driven between the easing and Sleeve.
We do not think that the device requires a full description as it is of such a simple nature.
• The bolt is _screwed to a distance of 4 ins. with a g-in. Whitworth thread, and it is Passed through a hole in a -steel cover fitting—over an old bush, which gives a purchase for the nut, the screwing down of which extracts the sleeve: One end of the bolt is swaged up to form a kind of key Which must
fit into the grease hole in tiu.: sleeve.
The cage consists of two plates each • made in the form of a ring and having a portion cut away to permit the entry of the bolt, and they are held apart by three rods riveted on to the plates.