• NUKING 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.
631,—Fitting Rear-spring Hangers.
When the rear-spring hangers of a tonner are removed for any reason care should be taken that they are refitted in the correct manner. These bangers are each a composite bolt and plate, the bolt of one passing through the hole in the plate of the other. The hanger bolt entering the spring eye should be inserted than the front, so that the nut will face the rear of the lorry. Should this hanger be fitted from the rear, the nut will foul the side brake expander lever and the forked end of the brake pull-rod, when the spring flattens under load. If the truck be light there is no actual contact between the two, but the wear, due to the
two being in contact when loaded, can be seen. Should the expander lever foul the hanger, the -split pin in the brake-rod clevis pin is: liable to got•chafed away, thus allowing the cleVis
pin to work out. If the side brakes have thick facings and the expander levers are right back, undue adjustments will be called for, as each hanger nut will put the brakes partially on, causing a slight contact when •under load. Nat/rally, this occurs after every adjustment until the. necessary amount of brake facing has been rtibbed away. These points suffice to make clear the importance of the subject. • 632.—Concerning Lubrication.
There are still many Ford drivers who are unaware of the use of the rearaxle oil retainer, although this part was introduced some time ago. They ignore the two rear-axle outer roller bearing greasers, assuming that the lubricant from the worm-wheel housing works up along the axle shafts to lubricate the roller bearings also.. WO an .oil retainer in place lubricant from the wormwheel housing will only reach the roller bearings after damage has been done —that is, when excessive wear of the shaft, roller bearing and sleeve has so damaged the oil retainer that it permits the axle lubricant to pass.
The Ford model T truck is orte.of the simplest and easiest to lubricate—there are only five greasers altogether—and a little more care on the part of many owners and drivers would result in much longer and more efficient service being obtained. Those in charge of transport, and more especially ownerdrivers, should insist upon daily chassis lubrication, apart from the usual oil check and the insertion of a spot of oil• in the commutator.
Time need not be lost over oiling and greasing, as in practically 99 per cent. of cases there are a few minutes in the driver's day when he is unavoidably waiting—doing nothing at all. These few minutes are all that are required and can be made to yield very big returns in lessened upkeep charges. What are the points that require daily attention?
Starting from the front of the truck.
The .stub-axle pins, track-red pins, spring ends and spring perches all have, or should have, spring-lid oilers. A touch with the end of the oil squirt lifts the. lid and a squeeze fills the cup with oil. The greaser on the steering column' wants but a turn or two.. The same 'applies to the universal-ball cap and delve-shaft bushing greasers. Two at three minutes will suffice to oil the rear spring perch oilers 'and to give a tprn or so to the axle roller bearing greasers. A dron of oil in the brake-camshaft oilers and a few drops on the pull-rods, agaiust the supports are needed.
The fan centre should be filled with oil .once a week, and at the same time the accumulated dirt should be -scraped away from the chassis side members above the controller shaft brackets. small hole filled with felt will eventually become apparent. Soak this with oil.
Once a month should be sufficient for replenishing the back axle.
633.—Adjusting the Horn.
The horn on the new model Ford is 'motor-driven and requires one or two minor occasional attentions. The-armature shaft should have one or two drops of oil monthly. The commutator should be kept clean, and for this purpose very fine glass-paper should be used ; clean the segments with a pointed piece of wood. If the note weakens, adjustment may he made by means of the screQ at the extreme rear under the motor cover. Loosen the locknut and turn the screw to the right; tots will give a louder note. If the note be too fierce, turn the adjusting screw to the left. If the armature does. not revolve, this is obviously a current failure; examine the battery and horn button, also the wiring between the battery, button and horn to find the cause.
634.—Brake Adjustments.
With the introduction of the new Fords to the commercial market, drivers accustomed to the T type will find it necessary to familiarize themselves with the new points of their vehicles which will call for attention and adjustment as occasion demands.
Brake adjustment is one of the most important of these. For the emergency brake, with its hand lever, operating two internal-expanging shoes in rear-wheel drums, the adjustment is made as follows :—Release the lever fully, remove the rod (A) shown in the accompanying sketch ; replace it, inserting it through the hole (B) in the cross-member and couple up with the upper hole (0) of the cross-shaft lever. Adjustment should never be made by shortening the pullrods. The adjustment already mentioned will only be necessary when the facings have become so worn that the hand' lever travels too far.
With the foot brake, which operates on all four wheels and is regarded as the service brake, initial adjustment is made by turning the movable wedges on the drum cover plates until the shoes just begin to bind. Then slacken off a turn or two until the wheel will revolve freely. Always make this adjustment with the drums cold. The rods now being fitted for the service brake are non-adjustable. Earlier, models were fitted with adjustable rods, and with such models the same instruction applies as in the case of the hand brake —never take up wear by means of the rods_ If the action of the brakes requires to be equalized, this May be done by adjustment of the rods.