AIDS TO SOLVING FORD PROBLEMS.
Page 22
Page 23
If you've noticed an error in this article please click here to report it so we can fix it.
lf, for any reason, the transmission gearing of the Ford has been dismantled it is important that it should be erected in the proper manner. The pinions and transmission drums are all carried by the flywheel and retained in position by the inner member of the clutch, which, itself, is held by a setscrew.
Steel thrust washers are fitted under the centre, and three or more may have to be used, according
to the amount of wear. The ideal to achieve is so to position the clutch centre that the drums and pinions can rotate freely and yet bo without shake. The setscrewasses through the centre and into a hole in the spindle, and it is thiS setscrew which determines the position of the centre and the number of thrust washers which must be used. This set. screw should be split-pinned in ease it works loose.
It is important that plenty of oil should be used between the thrust washers and the clutch plates when reassembling, as running them dry, even for a short time, may cause a lot of damage.
21.---The Care of Batteries.
The accumulators on the Ford are charged by its own generator, but it is advisable to examine-them weekly, in order to see that the fluid in them just comes to the top of the plates. It can be seen by removing the three inspection plugs. If below this level, the deficieney 'Should be made up by the use of distilled water. Do not use ordinary water, as this does not agree with the battery's constitution.
22.—Reasons for Difficult Starting.
If the engine at any time, refusesto start, do not run down the battery by an excessive use of the B20
power starter, or, if there is no starter, do not make yourself too hot and bothered by winding away without result. Once the Ford refuses to start after a few attempts, it is better to look for the cause immediately, otherwise the engine may prove as obstinate as a mule.
First, see that there is plenty of petrol in the tank and that it is turned on; then see that the fuel has reached the carburetter. If so, take out one of the sparking plugs, lay it across the cylinder head, and examine the sparking while cranking the engine ;• • weak and ibtermittent sparking or no spark at all may be caused by the coils not being well packed in their box, thus causing a bad contact. The trembler points may be pitted and uneven, in which case they can be cleaned up with a small contact file and readjusted, being careful not to screw them together too tightly, or they will burn rapidly. Also carefully examine the wiring, making certain that all the terminals are tight arid that there are no bare wires.
The commutator bruth may also be dirty or have a weak spring. In the former case, wipe with a rag dipped in petrol, after which add a; few drops of 'oil; in the latter case fit a stronger spring.
23.—Oil the Fan.
The fan is one of the fastest things on 'a Ford, hut, in spite ofthis, it is often neglected. It is advis
able to put a small squirtful of oil into the fan boss every two or three days. In the side of this boss will be found a. small setscrew, which must be extracted for this purpose, and do not forget to screw it back tight when the job is finished.
24.—Watch the Ammeter.
When a Ford varLis run at between 10 m.p.h. and 12 m.p.h., or, in the case of the thriller, at a slightly lower speed, the ammeter needle should show 10 to 12 charge, and never a discharge. H showing the last-named, first look at the generator. At the end of this is a cap, which is held by a nut and bolt, by the release of which the cap can be slid back and access obtained to the commutator brushes. These should be cleaned with fine emery, wrapped round a screwdriver, care being taken to wipe the parts well after the task is completed.
25.—Decarbonizing.
After two nr three thousand miles of average running, it will be found advisable to decarbonize
• the engine.
Commence by letting the water out of the radiator, for which purpose there is a cock at the right-hand corner. Now proceed to lift the head, releasing all the setscrews evenly and a very slight amount at a time. After lifting the head, replace the setscrews in order to prevent the carbon dropping into the screwed holes and causing a trouble with which we dealt recently.
Special tools are sold for decarboniting, but a scraper can very easily be made by a Ford driver.
After removing the carbon, wipe each valve seating in tunn, also the cylinder walls, with a rag soaked in petrol. Before reassembling, examine the copper and asbestos gasket, and if this be very hard fit a new one. A fine joint can be made by using a thin layer of soap at each side of the gasket.
Great care should be taken iii tightening the cylinder head so that it is not strained ; all the setscrews should be tightened a small amount and evenly to prevent straining. Care should also be exercised in tightening the water joints, as the casting is fragile, and the bolts at each side should also be tightened evenly.
26.—The Care of Commutator Wires.
Do not let the wires leading from the commutator become soaked with 'oil If oily, they become soft. fall against the hot crankcase, and soon burn. It may be found preferable to bind them with insulating tape from the commencement.
27.—A Cause of Engine Stoppage.
Dirt has even more deleterious effects on a Ford than on a human being. Some people do not mind working while dirty, but the Ford begins to protest very soon, and a frequent cause of a strike on its part is dirt on the main pick-up brush at the top of the transmission cover, close under the mil box. Therefore, this terminal should always be kept clean.
28.—Adjusting the Transmission Bands.
The new right-hand-driven Ford has two outside adjustments for the brake and reverse bands, if these require tightening, slacken off the.lock nuts about two turns and adjust the outside cams half a turn at a time, adjusting the 'pedal until there is only to Fin. play on it.
To adjust the slow-speed band, it will be necessary to lift the inspection plate by undoing its six screws. The locking nut of the adjustment is inside, above the drum, Adjust' by half turns as before and, in this case, by turning the nut. Make certain at each half turn that the keyed portion of the lacking washer clicks into the groove in the nut.