MAKING BEST USE OF THE FORD. •
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Valuable Advice on Every Phase of Ford Transport, which will Appeal to the Owner, Driver, and• Repairer.
397.—Preventing Leakage of Oil from the Tractor Pulley.
A new design of packing assembly '(Part No. 907) is now being used at the outer end of the drive pulley on the Fordson tractor to reduce the possibility of leakage of oil.
This packing assembly replaces the felt and retainer previously employed and can be installed in both the old and new type gulleys. The new material is made of the best quality close-grained
chrome-tanned leather, and was selected from many different kinds of packing after numerous tests had been made.
We are indebted to the "Ford Times " foe this hint, which should appeal to all those who use the Fordson tractor for power purposes.
398.—Notes on the Latest Model.
Some of the new features on the latest chassis are worthy of particular note. For, instance, it is now possible to get to the rear big-end without the use of a special cranked spanner. Thare is anew bottom plate with four oil troughs instead of the three which were formerly provided, as a result. the No. 4 big-end is much better lubricated, so that there is now no more reason why this should fail than any of the -others. The recessing of the flywheel housing, has been increased, and there is a projecting support for the radiusrod ball joint.
399.—Holding the Ford Cylinder Bloat.
A simple method of holding the Ford cylinder block in position on the bench while fitting new main bearings or rebedding the crankshaft, etc:, is shown in the accompanying illustration.
Two eye-bolts should be made from a piece of Fin, round mild steel. They are employed to secure two discarded Ford pistons to the bench, for which purpose the gudgeon pins are passed through the eye-bolts. The distance between the centres of 'the pistons should be equal to that-between cylinders Nos. 1 to 4, i.e., 13.5 ins.
By inverting the cylinder block and lowering it down, to the bench so that the pistons enter their respective cylinders, the block can be held securely while the repairs are being executed.
400.—Wanted, Experiences • with Auxiliary Cears.
One of our readers is anxious to obtain opinions from the drivers of Ford ton lorries or the owners of such vehicles as to the benefits accruing from the employment of any of the auxiliary gears of this type of vehicle which are on the British market.
Any notes on such gears which are sent in to us will be paid for in the same manner as other paragraphs appearing on this page. Where possible such notes shodd be accompanied by illustrations of the gear in question.
401.—Fitting the Piston Rings to Ensure Proper Lubrication.
Not all mechanics pay sufficient attention to the fitting of the piston rings in the Ford engine. This, however, is a most important point and should receive the greatest consideration, for in many engines the ailing-up of the plugs day after day can be traced to lack of attention in this connection.
In the first place it is important, for several reasons, to use genuine Ford rings. First, they are tapered .002 in. all round ; secondly, they have a pressure of 12 lb. ; and, thirdly, they are made of material whieh will cause but little wear on the cylinder wall.
Always fit the rings with the smaller part of the taper at the top, the purpose of the taper being to permit the ring to scrape surplus oil off the cylinder walls as the piston descends, but to allow sufficient to be left for correct lubrication as the piston ascends, and, when rising, it does not push a wave of oil in front of it, as may happen if the ordinary type of ring be employed.
In the case of an overhauled vehicle test the clearance well down the cylinder
and not only at the top, where it is likely to have worn slightly bellmouthed. Remember also that the higher the ring the more heat it will have to stand; therefore, the three ring clearances should be as follow: top ring,
.008 middle ring, .005 in.; bottom ring, .002 in.
A ring without any taper and with, in some eases a 20 lb. spring pressure, will quickly play havoc with the cylinder walls, whilst the Ford ring fitted upside down is, if anything, worse, and will assist the oil to enter the combustion apace in excess quantities as it is scraped off the walls above the rings in. stead of below them.