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Electrical Equipment of the Motor Car
By D. P. Moreton and D. S. Hatch
THE electrical equipment of the modem motor plays šuch an important part in the satisfactory operation of the car and the degree of comforjt given the owner that it requires a great deal more consideration at the present time than ever before. Both owner and repairman are eager to know more about the operation of the electrical equipment and with thi? requirement in mind the manuscript for the "Electrical Equip- ment of the Motor Car" was prepared. Special attention has been given to a thorough and practical treatment of the funda- mental principles of electrical engineering as applied to thtj electrical equipment found on the modem motor car. If thesa fundamental principles are well understood it is a comparan tively easy task to trace out and locate all cases of electrical trouble in a very definite and systematic way.
The book is well illustrated and numerous special diagramí háve been prepared to bring home more forcefuUy the subjeci matter under discussion.
Contents by Chapters
1 — Fundamentals of Electrical Circuit: 2 — The Serieí Circuit: 3 — Parallel Ciixľuits: 4 — Making Electricity Do Workí 5 — Electrical Power: 6 — Primáry Batteries: 7 Storage Bat teries: 8 — Čare of Storap:e Batteries: 9 — Magnets and Map nelism: 10 — ElectroniaKnetism: 11 — Electromagnetic Induci tion: 12 — Generators aíid ľJotors: 13 — Fields and Windiníri for Generators and Motors: 11 — Generátor Output and Purposi of Cutout: 15 — Rcírulation of Goncrator Output: 16 — Electric Motors: 17 — Motor and Eneino Connection: 18 — Switchei and Protective Devices: 19 — F^lectric Lamps: 20 — Electrica Instruments: 21 — Iprnition Sysícnis: 22 — The Magneto: 23-^ Battcry Generátor Ignition: 24 — Spark Plugs: 25 — Ignitioi Wiring and Timing: 26 — Electric Signals and Accessories 27 — Electric Gearshifts and Transmissions. i
1915 to 1920.
768 Pages, 5x7 Tnches, 428 Figureís 257 Blueprínt Wirin Diagrams. Flexíble Fabríkoíd to raatch this book. Price $3.5 Delivered.
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Automobile Electrical Systems
An Analysis of AU the Systems Now Used
on Motor Cars with 200 Wiring Dia-
gramt and Giving Special Attention
to Trouble Shooting and Repaira.
BY
Dávid Penn Moreton and Darwin S. Hatch
Serit^ ) Work
"j Ma:
^ctrici- ■ 2^-
NEW YORK
U. P. C. BOOK COMPANY. INC.
243-249 West 39th Street
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WiriflC
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Copyright. 1921 by U. P. C. BOOK COMPANY. Inc.
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I
PREFACE
This volume has been prepared to meet the demands of car ■ owners and repairmen who wish to know the installations, operation and repair of all of the various ifi^ition, starting and lic^hting systems. The authors háve assumed that the readers háve a working knowledge of the fundamental prínciples of the electrical circuit and the entire book is devoted to a discussion of the various systems. The readers wishing a thorough treat- ment of the fundamental prínciples of electricity and their ap- plications to the motor car are referred to the Authors' book entitled, ''Electrical Equipment of the Motor Car/' published by the U. P. C. Book Company, Inc.
Chapter I is devoted to a generál discussion of wiring dia- grama and the proper method of tracing the various electrical circuits as shown in the diagram. A thorough understanding of a wiring diagram and a careful analysis of a čase of elec- trical trouble will in the majority of cases enable one to locate the cause of the trouble quite definitely.
Chapter II is devoted to the electrical equipment on the model T Foid previous to the installation of the F. A. starting and lighting systém.
Chapters III to XVIII ínclusive are devoted to special start- ing, lighting and ignition systems for the Ford car, šuch as Gray and Davis, Westinghouse, Heinze-Spríngfield, Everready, Genemotor, Disco, Fisher, Splitdorf, Dyneto, North East, Geno- Hte, Hendricks, Kemco, Atwater Kent, Dixie, Bosch, Vibrator- Les, and Philbrín.
Chapters XIX to XXXVI inclusive are devoted to a complete analysis of the following starting, lighting and ignition systems. Auto-Lite, Delco, North East, Wagner, Bijur, Remy, Simms- Huff, Westinghouse, Gray and Devis, U. S. L., Leece-Neville, Bosch-Kushmore, Dyneto, Heinze, Allis-Chalmers, Disco and Wanl Leonard.
Chapter XXXVIII is devoted to "Maintenance and Repair of
iv PRBFACE
Electrical Equipment and how to Diagnose Electrical Troubles." This chapter is divided into four parts as follows: Part I treats of the generál points of maintenance, šuch as soldering and taping points, čare of generators and motors, čare of stor- age batteries and adjustment of cutouts. Part II treats of the testing equipment šuch as lamps, ammeters, voltmeters, etc. Part III gives a generál classification of electrical troubles and simple practical tests f or locating samé. Part IV give> the method of procedúre in testing out a complete electrical systém.
Chapter XXXVIII is devoted to a complete description of the F. A. starting and lighting systém f or the Ford car. Par- ticular attention is given to the methods of testing and locat- ing faults in the systém.
Numerous special >\iring diagrams are given throughout the book which háve been specially prepared so as to illustrate the actual installation of the electrical equipment in a clear and simple manner.
A number of special electrical specifícation tables háve beon prepared to assist the readers in readily determining the náture of the electrical systém used on any car together with the details of that systém. These tables will enable the owner or repairman to pick out the correct lámp, fuse, etc., for each systém, thus eliminating all guess work or improper substitutions. May, 1920.
DÁVID PENN MORETON.
CONTENTS
CHAPTER I.
Readins Wiring Diagrams 1
General Discussion. Wiring Dia^rams and Symbols. A Typical Installation. Tracing the Circuit.' Using a Wiring Diagram. Anály si s of Trouble.
CHAPTER II.
Stock Ford Ignition and Lighting System...^ 14
General Discussion. Magnete Terminál Connections. Ignition System. Lighting Circuit. Hom " Circuit. Combination Switch and Dimmers. Ignition Trouble. Oil Troubles.
CHAPTER III.
Gray and Davis System f or Fords 26
Gray and Davis for Ford. Installation of Battery. Connecting the Wiring. Operating Instructions. Two Tjrpes of Generators. Generátor A\ith Electro-magnetic Rcgulatíon. Generátor with Third-Brush Hegulation. Combined Reg^ilator and Cut-Out. Adjusting Cut-Out and Regulátor. Adjusting Cut-Out on Third-Brush Type of Generátor. Adjusting Output of Generátor. Start- hkg Diífkľulties.
CHAPTER TV.
Westinghouse System for Fords ^ 52
Preparing Engine for Mounting. Mounting Crank- shaft Sprocket, Mounting Electrical Unit. Installa- tion of S^tch and Battery. Installing the Wiring. S'tarting and Lighting Unit. Operation of Ignition Unit. Installation of Voltmeter and Ammeter. Location of Troubles. Starting Troubles. Battery Troubles. Igni- tion Troubles.
vi CONTENTS
CHAPTER V.
Heinze-Spríngfield System for Fords. ^. 82
Preparation oí Engine for Mounting. Installingr the Electrical Units. Inst&llation of Switch and Wir- ing. Battery Installation and Connection. Dash Switch and Hom. Adjusting Generátor Output. Locating Troubles.
CHAPTER VL
Everready System for Fords 101
General Discussion. Installing Starting Bracket. Installing Electrical Unit. Installing Storage Battery. Installing Wiring to Unit. Installing Master SwitcH. Lighting Switch and Wiring. Fuses. Precautions Be- fóre Starting. Extra Battery Connection. Lighting^ Operation. Starting Operation.
CHAPTER Vn.
Genemotor for Fords «. 116
Preparation of Engine. Adjustment of Gears. Gen- erátor Mounting and Alignment. Operation and Pre- cautions. Installing Ammeter. Chain-Drívcn Gene- rátor. Installation of Electrical Unit Chain-Drive Generátor Wiring. Preparation of Engine. Battery In- stallation. Wiring Diagram. Important Precautions.
CHAPTER Vm.
Dísco System for Fords - 142
Preparation of Engine for Installation. Installing Electrical Unit. Combinatíon Switch Box. Wiring and New Choker Rod.
CHAPTER IX.
Fisher System for Fords ^ ~ - 147
Preparation of Engine. Mounting Generator-Motor Unit. Installing Battery and Wiring. Operation, Čare and Ftecautions.
CONTENŤS vii
CHAPTER X.
Splitdorf System for Fords 155
Preparation of Eng^ine. Mountins: Crankshaft Sprocket. Moímting the Electrical Unit. Installing the Wirínsr. Installingr the Storage Battery. Indicating Atitomatic Switch. Special Starting Switch. Path of Corrent. Čare of Electrical Equipment.
CHAPTER XI.
Dyneto System for Fords _ 164
Plreparation of Engine. Installing Dríving Sprocket. Installing Mounting Bracket. Mounting Electrical Unit. Mounting the Battery. Starting and Lighting Switches. Electric Wiring. Čare of Electrical System.
CHAPTER XII.
North East System for Fords ^ .......... 171
Ojieration and Čare. General Discussion.
CHAPTER XIII.
Lighting Installations for Fords 174
Genolite System for Fords. Hendrichs System for Fords. Kemco System for Fords.
CHAPTER XIV.
Atwater Kent System for Fords..*. - 178
Materiál Included in Outfít. Additional Materiál Required. Tools Required. Making the Installation. Timing the Engine. Secondary Ground Connection. Correct Order of flring. Battery Installation. Battery Wiring and Connections. Adjustment of Contact Points. Precautions in Maintenance. Oiling. Locating Trouble. Making the Installation. Timing the Engine.
CHAPTER XV.
Dixie High-Tension Magneto for Fords 193
Dríving Gears and Magneto. Wiring the Magneto. Čare of the Dixie.
viii CONTENTS
CHAPTEľR XVI. BoBch Magneto for Fords ^ 200
General Discussion. Timing the Magneto. Cable Connections. Completing InstallatJon. Bosch Key S'witch. Cnain-Driven Bosch Magneto.
CHAPTER XVII.
Vibrator-Les Ignition for Fords. 212
Interrupter is Positive. How Breaker is Made. Breaking the Circuit. Installing the System. Timing the Inštrument. Wiring the System. Adjustments.
CHAPTER XVIII.
Philbrm Ignition for Fords 218
General Discussion.
CHAPTER XIX
Auto*Lite Electrícal Starting and Lighting Systems. ^20
General Discussion. Types of Generators. Types of Motors. Cut^Outs. Starting Switches. The Ammeter. Ammeter Troubles and Causes. Typical Wiring Dia- grams. Instructions. Čare of the Generátor. Gener- átor Troubles and Causes. Čare of Starting Motors. Starting Motor Troubles. Lights. Lighting Troubles and Causes. Auto- Lite Ignition Systems. Ignition Troubles and Causes. Spark Plugs. Ignition Timin^ on Overland. Locating Short-Circuits.
CHAPTER XX.
Delco Electrícal Systems for the Motor Car. — .249
6-24 Volt, Single-Unit, Two Wire System. Startingr Operation. Rcgulation of Generátor Output. Systems with Mercury WelI Regulátor. Four-Terminal Electrícal Unit. Regulation of Four-Terminal Unit. Unit with Motor Brush Switch. Delco Junior System 1914. Five- Button Dash Switch System 1015. Regulation by Cen- trífugal Govemor. Regfulation by Reversed Serieš Field. Combination of Reversed Serieš Ficld and Cur-
CONTENTS ix
r^eiit Regulátor. Third-Brush Regulation. Six-Volt,
Tvro-Unit, Single-Wire System. Starting Motor.
Xypical Wiring Diagram. Deko Ignition Systems.
Trouhles with Ignition Systems. High-Tension Ignition
Troubles. Automatic Spark Advance. Mechanism.
X^iOcating Ignition Troubles. Deko Ignition Relay.
Electromagrnetic Cut-Out. Wiring of Hudspn Super-
Sir.. Wiring of Buick Models. Wiring of Oakland 34.
W^iring of Cadillac 55. Čare of Starting and Lighting
Uníts.
CHAPTER XXI.
N jrth East Electrical Systems 303
Model A Electrical System. Model B Electrical Sys- tem. Model G Electrical System. North East Two- Unit System. Starting Motor. System on 1017 Dodge Car. System on 1918 Dodge Car.
CHAPTER XXII. Tcapier Electrical Eqaipment for Motor Cars 321
Genei^l Discussion. Wagrer 1914 Two-Unit System. 1914-1915 Wagner Systems. 1^16-1917-1918 Wagner Systems. Wiring of Studcbaker Serieš 18.
CHAPTER XXIII.
9
Bijvr Electrical Systems , ^ 338
Third-Brush Regulation. Electromagnetic Regu- lation. Combíned Starting Motor and Generátor. Starting Motors and Dri ves, Bijur on Apperson 4-40 and 6-45. Bijur on 1916 Hnpmobile. Bijur on Jeffery S i x. Bijur on Screpps-Booth. Bijur on 1917 Packard Twin-Six. Bijur on 1918 Packard Twin-Six.
CHAPTER XXIV. Reiny Electrical Systems ^ ., 357
General Discussion. Regulating Output of Genera- tors. Combined Third-Brush and Thermostatic Regu- lation. Remy Cut-Outs. Starting Motors, Dri ves and Switches. Remy on Oakland 34B. Remy Installation on Velie 28. Remy Inatallation on Reo Model R.
x CONTENTS
CHAPTER XXV.
Remy Tractor System - ^ 371
General Discussion. Starting Motor. Maintenance and Operation. Becharging the Battery. Testing the Generátor.
CHAPTER XXVI Simms-Haff Eleetrical Systems ... .^.. 383
General Discus^sfon. Siníms duff f or 1918. Installa- tion on 1917 Maxwell. Ignition on 1917 Maxwell.
CHAPTĽR XXVII.
WestinghonBe Eleetrical Systems ...^ — 396
General Discussion. Reversed Serieš Field Regúl a- tion. Third-Brush Regulation. Electromagnetic Vol- tage Regulation. Mechanical and Electromagnetic Regulation. Generator-Motor Unit. Westinghouse Starting Motors. Installation on 1917 Chalmers.
CHAPTER XXVIII.
Gray and Davis Eleetrical Systems 416
Constant-Speed Generátor Systems. Variable Generá- tor Systems. Electromagnetic Regulation. Third- Brush Regulation.
CHAPTER XXIX.
U. S. L. Eleetrical Systems , 425
General Discussion. 12-6 Volt System with Extemal Regulátor. 24-12 Volt System with Inherent Regula- tion. 12-12 Volt System with Inherent Regulation.
CHAPTER XXX.
Leece-Neyille Eleetrical System -43í>
General Discussion. Installation on 1915 Haynes. Installation on 1917 Haynes.
CHAPTER XXXI. Bosseh-Rnslimore Eleetrical Systems ^ 44 2
Bucking Field Type of Regulation. Electromagnetic Type of Regulation* Bosch Ignition and Lighting.
CONTENTS xi
CHAPTER XXXII.
Dsmeto Electiical Systems 449
General Discussion. Wiring Diagram.
CHAPTER XXXIII.
Heinze Electrícal Systems - 455
General Discussion. ^ Wiring Diagrama. Typical Installation.
CHAPTER XXXIV.
AUis-Chalmera Electrícal Systems .^ 459
Single-Unit, 6-volt, Single-Wire System. Installa- tion on Grant Six.
CHAPTER XXXV.
Díaco Electrícal Systems _ 461
General Discussion. Two-Unit, 6- or 12- Volt System.
CHAPTER XXXVI.
Ward Leonard and Detroit Systems 463
General Discussion. Leonard Systems. Detroit Systems.
CHAPTER XXXVIL
Maintcnance and Repair of Electrícal Eqnipment and How to Diagnose Electrícal Troables , ^ 466
Part I. — ^Points on Maintenance and Repair. Solder- ing Joints in Wiríng. Čare of Generators and Štart- ing Motors. Regulating Generátor Output. Čare of Storage Battery.
Part II. — Testing Equipment. Ammeter and Volt- meter. Partial List of Testing Equipment.
Part III. — Classiíication of Troubles, Simple Tests,
Part IV.— Testing Out Complete Circuits,
xu
CONTENTS
CHAPTKR XXXVIII F-A 8tarting and Lighting Systems on the Ford Car -.502
CHAPTEU XXXIX, Tableď of Ľlectrícal £quipment, 1016 to 1920 Cars 515
CHAPTER I
Reading Wiring Diagrams
INDlVlUUAL systems of starting, lighting and ignition for motor cars as nianufaetured by tlie various eompanies vary considerably in detail, aud the componeut parts of the samé ty\^e and make of systém are often of diflfercnt construction when used on cars of diflferent make, but in principle all are alike.
Every štandard starting, lighting and ignition systém mušt include the four following important component parts:
1 — The generátor.
2 — The storage battery.
3 — The electric motor.
4 — A means of producing the spark in the engine cylinders.
The function of these ť(impont*nt ])arts are:
The generátor is eonnected nicelianiťally to tlu* engine and when its armatúre is niade to rotate by the ongine, a ]>art of the mechanical energy of the engine, or its ability to do work, is transformed into elcctriral encr^íy and the electrical energy which Í8 delivered by the generátor niay be used in eliarging the storage battery, in ligliting tlie lamjis, o]>eratiiig an eleetrie heater, producing the spark in the engine cylind(»rs, etc.
The storage battery serves as a means of storing energy wliile it is available from the generátor and then delivering it at sneh time as it may be called úpon to do so. Tliiis, while tlie engine is operating the generátor and tlie generátor is ea]>al)le of <le- livering electrical energy, this energy may be stored in the bat- tery and then delivere<l to the starting motor, lights, ignition systém, etc, as conditions may <ieniand.
The electric motor is a device for transforniing electrical energy into mechanical energy wliich may l)e used in cranking the engine. The electrical energy siipi»lied by the storai^e bat- tery when it is allowed to discharge through tlie starting motor circuit thus is utilized in starting the engine.
/
2 AUTOMOBILE ELECTRICAL SYSTEMS
The ignition device transforms eleetrieal energy, whieb may be supplied hy tbe storage battery, dry battery or magneto, into beat energy in tbe spark in tbe engine cylinders and thus pro- duee tbe explosion of tbe gases and cause tbe engine to operate.
In addition to tbe four component parts given, various addi- tional parts, sueb aa wires, switcbes, conneetors, ammeters, volt- meters, fusea, cirenit-breakers, automatie current and voltage regulátore, etc, are necessary for tbe convenient and saíe opera- tion of tbe four main component parts.
Vfbmg Diagrunt and Symbok
All manufacturers of eleetrieal equipment supply wiring dia- grame wbicb sbow tbe proper connectione of tbeir apparatus. 8ucb wiring diagrama often permit a circuit to be traced mucb more easily tban is posúble if tbe actual wires on tbé car bave to be followed tbrougb. Consequently tbe ability to read a wiring diagram íb essential in loeating troubles in circuits.
Certain conventional symbole bave come to be used almost uni- versally in wiring diagrame to represent tbe different pieces of apparatus and tbeir eonnections. These are sborthand pictures of tbe tbing represented. Tbey are not all štandard, but some of tbem, sucb as tbe symbols for tbe ground connection and tbe bat- tery, are štandard. Lampa, for instance, may be represented by a eirele, a bulb, or tbe complete lámp assembly.
Tbe more usual symbols are illustrated on tbe facing page.
A Typical Installatioii
Before taking up tbe individual systems we will také up an assumed systém wbicb is typical of all tbe common installations on modem ears. In tbis, illustrated in Figs. 1, 2 and 3, tbe side- ligbts are incorporated witb tbe beadlights, tbere being two bulbs in eacb beadligbt, one low candlepower and one bigh candlepower. Ligbts and bom are connected tbrougb a main awiteb on tbe cowL
Some means of eonnecting and disconnecting tbe generátor and battery is provided in tbe majority of eases to prevent a disebarge of tbe batteries tbrougb tbe generátor when tbe volt- age of tbe generátor is lower tban tbe voltage of tbe battery.
BEADING WIRING DIA6RAMS
ConTCBtioiud Wirnig Symbob
O
Battcry, dthtr Monf c or črj cdla. ; CoBUBumor and BmahciL
Tht propcr mtthod of ■bowfaig a cott which mifoiuidi aa kos con b«K Tcry MMom OMd ob D«ico Drawinfi.
Tht mtthod OMd in ■howing a cott whcro thore la no chasM of coafnalim Uaed in fidd coila, ifaitioa coili^ ttc
A f\ n^ TIm mtthod naod to ahow rtaiataiKt iach aa a rt^iataaca oait \j \j and chargiaf rcaiataacta.
po «^ ^* CoBtact poiata aneh aa ia awitchta, diatribotocik ttc ^ tftUMd naod to ahow li(htÍBff awitchca.
Q.
Oreond cooDtctioB whtrt tht irira ia coBBtcitd to tht
Molor Commotator and bffvahta with braah UMag oirltch.
)
Primáry aad aécoadary windiofa of aa Icailloa coiL
A rooad dot oa a drcolt Aaccam naaally rcpnatata a aal f or coaatciiag a irirt oi
AUTOMUUTLK Kl.Ľi.ľlílCAL ŕ-VŕTĽMS
'^^ Si i ii
BEADIXG WIRING DIAGRAMS 6
This dovicc is callod a cut-out and it has been omitted from the diagrama, í or the sake of clearnosis.
Tracing Ae Circuit
The ífenerator in this caso íh connectcd to the engine shaft by a siUMit chain, aud the circuit through whiťh the generátor sends thť ťharíjinjí current for the storage battery may be traced in Fiirs. 1, 2 or 3 as follows: Štart ing with the groiind connection Ol, jou foUow along the wire 1, through the generátor along* wire ", through the animctor, along wire 6 to junction point 7, then along wire ^ to the battery, through the battery and along wire 9 to the frame of the car, which is the samé as the ground con- nection Gl, from which you started, since all indicated ground connections are in reality connections to the frame, and in šuch cases the electrical circuit is completed through the chassis.
It sometimes is difficult to determine from a wiring diagram or from the wires themsclves on a car just which of two or more wires at a junction are taking the current. This always can be ascertained by remembering that current will flow only where there is a complete circuit, for instance, in the circuit just men- tioned all the switches are open, exccpt the connection betwpen the generátor and battery, and that therefore is the only com- plete circuit. Conscquontly when we come to the junction of the two wires at the animeter we know that no current is going up on wire 4 to terminál 26 on the cowl switrh bccause this switch is open, and the horn button and the cow^l li^ht switch 33 are open so that there is no connection to anv circuits out of the switch. I-ikewise when we como to junction pt)int 7 we know that all the current mušt pass down throiitíh wire 8, and none through wire 12, because the startiiig switch is ojícn.
The ignition in this čase is provided by a high-tension mag- neto driven from the engine sliaft by gcars. The ignition cir- cuit is not shown in detail but it is controlled by the ignition switch shown in the upper right-hand corner.
The motor circuit may be traccíl in a similar manner by start- ing with the groiin<l connoctiíni (í2. Y(»ii follow along the wire 10, through the motor alonj^ tlie wire 11 to the štart ing switch, through the starting swíttlí, whfii it is doscd, along the wire 12 to the junction point 7, aloni^ tlie wire S, tlirougli the ]>attery, along the wire 9 to the frame of the car, which is the samé as the ground connection G2, fruni which you started. The motor
6 AUTOMOBILE ELECTRICAL SYSTEMS
switch in thi8 čase ia operated by pressing on a pedál, which also causes a pinion P on the motor shaft connection to engage with a gear on the flywheel and thus establish a mechanical connection between the motor and the engine shaft. This me- chanical connection between the engine and the motor is main- tained and the electrical circuit through the motor and battery remains closed as long as the pedál Í8 pressed down.
The electrical circuit for the low-candlepower headlights, when they are operating off the storage batteries, may be traced as foUows: Starting with the f ráme of the car or grounded terminál of the battery you pass along wire 9, through the bat- tery and along wire 8 to junction point 7, then along wire 6 through the ammeter along wire 4 to terminál 26 of the cowl switch, then from terminál 14, when the switch is closed, along wire 15 through fuse 16, along wire 17 to the junction point 18, where the circuit divides, part of the current passing through bulbLl to ground 03 and part through bulb L2 to ground G4. The ground connections 03 and 04 are the samé as the point from which you started. The circuit for the high-candlepower headlight Í8 the samé as that for low-candlepower lights up to terminál 26, then with switch thrown to terminál 23 you pass along wire 22, through 21, along wire 20 to junction point 19, where circuit divides, part of current going through bulb L3 to ground 05 and part through L4 to grpund 06. It will be ob- served that this last circuit was traced through the battery in the opposite direction to that of the generátor and motor cir- cuits, but the results are just the samé ezcept in one čase you will foUow along the circuit in the direction of the current and in the other čase in the opposite direction. In each čase you mušt return to the point from which you started.
The circuit for the cowl light is the samé as the headlights up to switch terminál 26, then along wire 24 through the cowl light switch 33 and bulb along wire 25 to the ground connection 07. The circuit for the horn is the samé as that for the headlights up to terminál 26 on the cowl switch, then along wire 27 through fuse 28, along wire 29 and through the horn along wire 30 through the bom button when it is closed to the ground con- nection 08.
The circuit for the tail light may be traced as foUows: From the f ráme of the car along wire 9 through the battery along wire 8 to the junction point 7 along wire 6 through the ammeter
BEADING WTRING DIAGEAM8 7
along wire 4 to terminál 26 to terminál 13 when Bwitcb is elosed through wire 3 through the fuse 31 along wire 32 through the taillight and to the ground connection G9.
Assuming the generátor is not charging the battery and that all lights are tumed on and the horn button íb dosed, determine the current in the different wires. Wires 9, 8 and 6 will be car- rying the total current supplied by the battery. The current in wire 12 will be zero, since the motor switch is open, so that the current through the ammeter is that taken by the large and small headlights, horn, taillight and cowl light. Wires 4, 3 and 32 carry the current for the taillight. Wire 4 earries the cur- rent taken by the horn, headlight, taillight and cowl light. Wires 27, 29 and 30 carry the current taken by the horn. Wires 15 and 17 carry the current taken by the low-candlepower head- lights. Wires 20 and 22 carry the current taken by the high- candlepower headlights. If the motor switch is elosed, the cur- rent in wires 8 and 9 will be equal to the current supplied by the battery, and wires 10, 11 and 12 will carry the motor current.
Assuming the motor circuit open and all the other circuits clo6ed and the generátor delivering current, if the current de- livered by the generátor is just equal to the current taken by the horn, taillight, cowl light and headlights, there will be no cur- rent in the ammeter. If the current delivered by the generátor exceeds in value the current taken by the horn, tail, cowl and headlights, the current in the ammeter will be toward junction point 7, and the ammeter will show chargé. Should the value of the generátor current exceed that of the combined currents taken by the horn, taillight, cowl light and headlights, a charg- ing current will be sent along wires 6, 8 and 9. When all the lamps and horn are disconnected, all current supplied by the generátor passes through the battery. If the terminál voltage of the generátor is lower than the terminál voltage of the bat- tery, then the battery will supply current to all the lamps and horn and in addition send a current through the generátor, un- less the connection between the generátor and battery is broken by some form of cut-out, and the generátor will tend to operate as a motor. When the battery is supplying current through the lights or horn the ammeter will show discharge.
The reader mušt bear in mind always that every electrical eircuit is just like a circle. It has neither beginning nor end. It is absolutely imperatíve that you be able to trace the various
é
AUTOMOHILK KLKCTRIC.\L SYSTEMS
EEADINO WTRIXO DTAGRAMS 9
electrioal circuits on the motor car to clearly understand their operation and know how to test and locatc rcadily the various causes of trouble which are likolv to ariso. Ahvavs bear in mind that electricity is not used up and.ju.st as niuch returns to the generátor or l)attery as leavos it. It is the energy, or sbilíty to do work, possesscd by the electricity when it leaves the generátor or battery when the battcry is discharging which is used in the electrical circuit.
Using a Wiríng Diagram
The primáry purpose of every wiring diagram of a starting, lighting or ignition systém is to show the proper electrical e<innecfion9 betwecn the various devices which go to make up the complete 'systems. These wiring diagrama are often quite a puzzle to the inexperieuced man, and also to the man who has not taken time to give these the neccssary consideration in con- nection with the installation, maintenance or repair of tlie dif- ferent systems which h e has worked úpon.
One of the chief reasons why a wúring diagram is of no reál asaistance to the majority of raen workiiig on the electrical equipment of motor cars is due to their lack of a clear conception of the proper operation of the various electrical circuits which go to make up the complete systems. Another, ainl almost e<|ually important reason, is the lack of sullicicnt imagination to foUow along the various electrical circuits just as though the wires and diflferent devices were suspendcd in space and absolutely independcnt of all other j>arts of the car. The rcla- tions of the component parts of a starting, li;;htin^ and itíiiilion systém were shown in Fig. 1. The various electrical circuits were traee*l in detail for practically all conditions of operation of the different combinations.
The aetual loc^tions of the difTerent j)arts of a starting, light- ing and ignition systém similar to tlie one ahown in Fig. 1 as they would appear on the car are shown in Fig. 2, which might be called a ghost view of the c]c<tri(al eíjuipment and circuits. The various electrical cir<uits traced in Fig. 1 easily may be traced in Fig. í2 by using exactly the saine desírij)- tion as the samé lettering has been UM-d in l)oth cases. Šuch a diagram should be of great value to the repair man in tracing the aetual electrical circuits on the car, as he, by rcf- erence to this kind of a diagram, easily can identify each in-
10
AUTOMOBILE ELECTRICAL SYSTEMÔ
1
L
BEADING WntlNG DIAGBAMS H
(lividual conductor, the circuit to which it belongs and the eur- rent it Í8 supposed to carry under normál conditions. Diagrama of this kind will be given in connection with the leading makes ef systema to be described later.
A type of wiring diagram usually supplied by the manufac- ^'irers of štart ing, lighting and ignition equipment is shown in Fig. 3. This is a diagram of the samé systém shown in Figs. 1 and 2, and the samé lettering has been used in designat- ing the different parts^ wires and connections as was used in Figs. 1 and 2. It thus is seen that the wiring diagram itself merely gives the different electrical connections without refer- ence to the relative location of the different parts and devices forming the various electrical circuits.
Analym of Trouble
The various kinds of individual troubles which may occur on any particular systém are so numerous that it would be im- possible to expect the reader to wade through a detailed descrip- tion of each and every one. A description of the more im- portant ones and those that are most likely to occur will be given, and with these as a basis the reader may go on and study the more uncommon cases and perhaps more complicated cases.
You mušt háve in mind that there are three things associated with every electrical circuit, namely, the resistance of the circuit which opposes the free movement of the electricity around the circuit, the electrical pressure, or electricity moving force which causes the electricity to move through the circuit, and the electric current which is a measure of the rate at which the electricity is moving just as the current in a river is a measure of the rate at which the water is moving down the river. The rate at which the electricity moves, or the current, in amperes is equal to the effective electrical pressure in volts acting in the circuit divided by the resistance of the circuit in ohms. Thus if a lámp circuit has a resistance of 2 ohms and the electrical pressure in this circuit is 6 volts, a current equal to 6 divided by 2, or 3 amperes, will be produced when the cir- cuit is elosed. The effective pressure as used means the dif- ference in the sum of the pressure acting in one direction around the electrical circuit and the sum of the pressures acting in the opposite direction. Thus if a generátor having a terminál pressure of 7.5 volts is <*harging a battery whose terminál prea-
12 AUTO^roTULE ELECTRICAL SYSTEMS
súre Í8 7 volts, an cffective pressure of 7.5 mínus 7 or .5 volts will be acting in the circuit.
In order that there be an clectrical current in any circuit an oflFective pressure mušt be acting in the circuit and the circuit mušt be closed. So in any eleetrical circuit in which there Í8 no current the difficulty is due to there being no eleetrical pressure in the circuit or the circuit is not closed. For example, if the ammeter indicates zero current when the headlights are turned on, see Figs. 2 and 3, you immediately know the diíTi(Milty. Either there is no eleetrical pressure or the circuit is open. If at the samé time the cowl and taillights operate normally, you immediately know that the difficulty is not due to a lack of eleetrical pressure but to an opeu circuit. An inspection of the diagrams in Figs. 2 and 3 will show that all the various light circuits havo certain wires and connections in common. That is, starting with the frame of the car, you can pass along wire 9, through the battery along wire 8 to the junction point 7, along wire 6 and through the ammeter along wire 4 to terminál 26 on the cowl s\ťitch, where the circuit branches to the horn, the cowl light and the tail and headlights through the cowl switch. If the cowl and taillights operate, all connections and wires along the circuit just traced are O. K. up to the terminál 26 on the cowl switch. If neither the low- nor high-candle[)ower bulbs will burn, the diflBculty is more than likely in the switch, although both fuses 21 and 16 may bé burnt out. The fuses may be tested by connecting the terminals with a pair of pliers or a sliort picco of wire, thus closing the circuit if the fuse is burnt out. The connections in the switch may be tested by connecting terminals 26 with terminals 23 and 19 respectively.
If neither of these tests locate the difficulty, the circuit is open at some other point or it may be open at both the fuses and switch, in which čase neither of the tcsts would locate tho troulde. A test lámp whoso voltage corrfS])onds to that of the headlights may be us<'d as follows in locating the difficulty. Mount the lámp in a sockct provided with ílexible terminals several feet long and connect one of the free ends of the flex- ible wire to the frame of the car and the other to terminál 26 on the cowl switch. If the test lámp lights it is O. K. and the circuit is, of course, O. K. up to the terminál 26, as the cowl light burncd. Turn the cowl switch so tho high-candlepower
READING WIRING DIAGlíAMä 13
ligbt should bum and then connect the free terminál of the test lámp to the terminál 19, and if the test lámp bums the switch is O. K. If the lámp does not burn, the connection in the switch is at fault. If the switch is O. K., procced to the right- hand terminál of fuse 21 and again test. If the test lámp burns, wíre 22 is O. K. Then touch the left-hand terminál of fuse 21, and if the lámp burns the fuse is O. K. Next go to junction point 19, if it is possible to make electrical connoctions there; if not, open up headlights and test circuits by applying end of test circuit to terminals in lámp sockets. Proceed along the circuit in this manner until you reach a point on the circuit where the test lámp does not light. The circuit is open between this point and the last point where it did light. This samé Hne of reasoning will apply to evcry electrical circuit on the car, and difficulties caused by opôn circuits easily may be located by foUowing carefully the wiring diagram.
The importance of the wiring diagram in locating cases of trouble thus is readily seen, and you cannot become too familiar with these diagrams f or the different systems.
If the systém happcns to be grounded at some point that is not supposed to be grounded you can test for šuch a grouud as follows. First remove all grounds from the systém as shown in the wiring diagram. This may be done by disconnecting the grounded terminals of the battery and the grounded ter- minál of the generátor an<l removing all lamps. The ground connection for the horu circuit and staŕting motor circuit should not interfere with any test on these two circuits, which are open at the horn button and staŕting switch rcspectively. Now connect the terminál of the battery, which nornially is grounded to the frame of the car by the test lámp circuit. If the wiring to which the other terminál of the battery is connected hap- pens to be grounded, the lámp will light, provided the resistance of the ground connection is not too high. The different light cir- cuits then may be testcd by disconnecting them in turn from the battery by taking out the fuses or looaening the wires from under the screw terminals if no fuses are in the circuit.
CHAPTER n
Stock Ford Ignition and Lighting System
THE ignition and lighting systém used on the Ford car as Standard equipment is decidedly different from any other systém now in use and it is deserving of a thorough descríption on account of the many systems in service.
Eleetrieal energy is obtained from a specially constructed mag- neto, which consists of sizteen coils of flat copper ríbbon wound around sixteen equally spaced iron cores, which are mounted on a special structure bolted to the transmission čase directly in front of the flywheel. Bixteen small permanent horseshoe mag- nets are mounted on the front face of the flywheel, and just enough clearance is allowed between the pole-pieces of these per- manent magnets and the ircn cores about which the copper coils are wound to prevent them from striking when the flywheel is caused to rotate. The coils and their mounting are shown in Fig. 4. The sixteen magnets and the method of mounting them are shown in Fig. 5. The magnets are so placed relative to each other that adjacent ends are of the samé magnetic polarity, and these two ends are joined magnetically, so as to form a singie magnetic pole, by a clamp of magnetic materiál. There are then sixteen magnetic poles around the outer edge of the flywheel, and these poles are alternately of north and south magnetic polarity.
When the magnete is assembled and the magnetic poles are directly opposite the iron core of the coils, there will be mag- netic Unes of force across the gap between the poles and the iron cores, and the direction of these lines of magnetic force will be from the north magnetic poles across the gap, through the iron core under the north poles, through the structure sup- porting the iron cores to the cores under the south poles of the magnets, up through these cores across the air gap to the south magnetic poles, thence through the magnets to the north mag* netic poles, which *completes the magnetic circuit or path of the lines of magnetic force. With the magnetic poles directly qp-
8TOCK POBD IQNITION AND LIOHTING SYSTEM 15 poňte the iron corea of tbe coUb, tbere ía a maxlmnm nnmbeT of linea of magnetic íorce througb the coíIb, since the magnetic circuit tritb the various parts in this relation to each otber □Ser a roinimuln oppoaitioa to the pToduction of lines of torce. Tbe diiection of the lines of force througb eight of the colls will be from the uorth magDetic poles on the permaneiit magnetB tbrough the coila toward the support for tbe iron eores, and tbe direetíon of the Unes of Diagnetic force througb the remaining eigbt coila wUl be from the support for the iron cores toward the Bouth
Figi. 4 and 5 — Rlalionary coiU of Ford moflicfo moiinírrf on
milal CO/J íupporí, lefi, and pemanľnl ftoríeufioc mavnela
muunled oh front face of flyKlteel
ma^rnetie polfs on the pcrmanent magnets. Now, if the magnetíe palea be moved ao that thcy are midway between tbe iron cores, tbere will be a minimum number of magnetic linea througb tbe coíIb aa this position of the magncts and the iron corea offera a maxímun) oppoaition to the production of linea of force. If the magnetic poles be moved fQrther on bo that thcy are again opposlte tbe iron corea, the magnetic lincs througb tbe coils will again háve a maximum vatue. The direction of the mag-
16
AUTOMOBILE KT.KďľlJirAL SYSTKMS
íietic lines through the coils in this last position will be in jus* the rcverse direction to what it was in tlie ťirst position, since the north magnetic polcs arc now opposite iron coros, which originally had south magnetic poles opposite them, and soiith magnetic poles are now opposite iron cores which originally had north magnetic poles opposite them.
I f the magnetic poles be advanced anothcr sixteenth of a rev- olution, the polarity of the magnetic polos and iron cores will bo
% JtlVOLUJlOí^
ľifj. i) — v ária t if m in nuitjnrtic lincn t hrou f jh c«i7.s f or diffrrent poHttions of maynctic poUn xcith rcfirmcr to iron cores on ichich
voila arc icound
the samo as at the beginning. Hence, tho magnetic linea through any particular coil pass from a maximum value in one direction through the coil to zero value, build up to an cqual maximum valuo in the opposite direction through the coil, then to zero value and increase to a maximum value in the samé direction as it originally had, while the magnetic polcs arc moving from a poai-
STOCK FORD iCiXITION AIŠD LIGIÍTING SYSTEM 17
tinii dirťctly ouposite thc iron eores through an ciglith of a rev- oluti(»n. The variatif>ii in the value of the number of magnetic Hiu'S tIirout;li the coils f or difTereut nositions f or an eighth of a n'volution is shown in Fig. 6. Tlie dištance of the heavy curve niarkfd niajínctif linos above or beh)\v the horizontál line 00 is a rfiirrsentative of the vabie of the number of magnetic lines throutxh the eoils for the difforent positions. Thus for position marked A t)ie mnjínetic j»(»U's are op]»ositc the iron cores and the valne of the niagnetie lines is a maximum. For poaition B the m;i;;neti<' poles are midway between the iron cores, and the value <if the magnetic lines throiigh the coils is zero. For position C the magnetic poles are again opposite the iron cores, but the pídarity of tlie magnetic poles in relation to the iron cores is just the reverse of what it was for position H, and, lience, thc value of the magnetic lines through the coils will háve a maxi- mum value for position A. The magnetic lines through the coils are zero in value for j)osition D and again reach their originál maximum value for position E.
As a result of the magnetic lines of force through the cores ehanging in value an electricíil pressure will be generated in the ílifTerent coils, and the .direetion of the generated pressure in ndjacent coils will be in the opposite direction around the coils, sinee the magnetic lines ]iass through adjacent coils in opposite directions. The coils, however, are so coniUM-ted that the electrical I»ressures all act in the sanie direction an<l the total electri<'al pressure between the terminals of the magnetos at any instant is eijual to the suni of the electrical pressur(»s in the sixteen coils. The value of the electrical pressure in each coil at any instant will depend úpon the number of turns in the coil and the rapid- ity with which the magnetic lines through the coil are changing. An ínspection of the curve in Fig. G, which shows the varia- tion in the magnetic lines through the coils for diíTerent j>()SÍtions, will show that the electrical pressure is zero when the magnetic lines are a maximum and that the electrical pressure is at a maximum when the magnetic lines through the coils are ecpial to zero, etc. These results can be explained as follows: Supposc we také a small part of a revolution, šuch as 1/14 Ith, as shown at F in the figúre. F(tr this sniall part of a revolution, the nir.giu'tic lines increase in value from zero to (III. For the next 1 '144th, oí a revolution th«'y increase in value from GII to TJ, or tho net increase is KJ. It is thus scén that the net increase in mag-
18 AUTOMOBILE ELECTRTCAL SYSTEMS
netic lines Í8 growing lesa for each l/144th of a revolution^ until the magnetic lines through the coils háve reached their maximum value when the net increaBe is zero.
As the magBetic lines through the coils decrease in value, the rapidity with which thej are changing in number increases until the lines through the coils are equal to zero, when the rapidity of their change in number reaches its maximum value and then starts to decrease and again becomes zero when the lines through the coils háve reached their maximum value. As a result of this varying rapidity with which the lines through the coils are changing, a varying electrical pressure will be produced in the coils. The induced electrical pressure may be represented by a curve having the f orm of the dotted curve, in Fig. 6. The electrical pressure produced in the coils while the magnetic lines are decreasing in value in one direction through the coils will be in the samé direction as the electrical pressure produced in the coils while the magnetic lines are increasing in value through the coils in the opposite direction.
Šuch a pressure as the one shown in Fig. 6 is called an alternating pressure, because it is first in one direction and then in the other. All values of electrical pressure, represented above the horizontál Hne 00, are considered positive and all values below the line are considered negatíve. A complete sys- tém of positive or negatíve values is called an alternation, and the complete alternation constitutes what is called a cycie. In the Ford magnete there are sixteen alternations per revolution and eight cycles per revolution. If this alternating pressure is connected in a closed electrical circuit, it will produce an alter- nating current in the circuit and the current will complete the samé number of cycles in a given time as the electrial pressure completes. The number of cycles the electrical pressure and current complete in a second is called the frequency of the pres- sure and current. The frequency of the electrical pressure de- veloped by the Ford magneto will be equal to eight times the number of revolutions of the flywheel in a second.
Magneto Terminál Connectkms
One terminál of the circuit formed by connecting all the six- teen coils in serieš is grounded permanently by connecting it to the metal support for the iron cores, which in tum is bolted to
8T0CK FORD IGNITION AND LIOHTING SYSTEM 19
i v"
20 AUTOMOBILE ELECTRICAL SYSTEMS
tho tranamiaeioii raae. Tbe remaining terminál ís connceted to an iuBiilatcd biudiog post mounted on top ot tho transmission
Fiff. s — ľrrgpci-iir,
casF. The terminals of the maKnclo, then, are the inaulated bind- ing poNt anil the ground conncction.
^nition Syitem
Thŕ ignitioD for Ihe Ford tur in taken rare of bv a fouT-onit indurtion eoil mounted on the ilaah and so arranged that enerxy niajr lie gupplUd to its priaiarj' winding from cither of two
BTOCK FOBD IGNITION AND LIGHTING SYSTEM 21
loDrrea, depending npon
I thf position of the igni-
tion swiť^b. The oni;
I of ele
a1
Fig. 9 — Inleríur n/ Ford II
P
eoergy provídea by the 'UT manufacturers of the car is the magneto, but a bať yj_ tery connection íh pto- Wi videii in the coil boT and jQ^ may be used merely by groundiag ona terminál of the battery and con- necting the other term- ■* inal to the bindiog post
on the coll boi.
JpffiiL ( — iJ— j. ^ ""'"» diagram of
^'"^^ ' the lighting and ignítíon
^^^,^ ByHtem sapplied &b stand-
-Ví^ nrd equipment on the
Ford car ia shown in Fig. T, and the relative loca- tiOD of all the different parta, together with their variouB electrical cod nec- ti odb, ia a ho WD in Fig. 8. The four primáry igni- ,«<to« of .prcifli dim- *'"" '''"^""^ may b e la »ptriat ticltch on tlfci- traced aa follons: Štart* ing poit ing with the magneto
contact, aloDg the in- < the magneto terminál on tbo coil box, t hen to the ct on the swíteb on the front of the coil box, and loBed on tha magneto, all the primáry windinga .gneta contact but the circuitB through theae 3 and in a deGnite order by
Bolaled wire to ť
magneto contact
when t hla Bwitch
are connected to the
varions windísgs are cIobciI
the comrnotatar, or timer, nhich grounda the different wires as the
roDer Mntaet in the timer makes contact with the terminala to
trhieh the different wirea are counected. The interior conatruc-
tion of the timer is ahown in Fig. 9. When a battery has one
22 AUTOMOBILE ELEOTRICAL SYSTEMS
terminál grounded and the other terminál connected to the bat- ery terminál on the coil box and the switch on the front of the coil Í8 thrown in the position marked battery, the battery replaces the magneto as a source of electrical energy and ali zhe other operations remain the samé.
A vibrátor is connected in serieš with each of the primáry windings, and when any one of the primáry wires leaáÄifg: to the timer is grounded the vibrátor in that particular primáry cir- cuit will vibrate as long as the eircuit is closed, which will cause a high voltage to be induced in the secondary windings sur- rounding the primáry winding of the induction eoil. One ter- minál of each of the four secondary windings is grounded, and the remaining four terminals are connected to the four spark plugs by suitable lengths of high-tension wire, as shown in Figs. 7 and 8. The primáry wires leading from the induction coil to the timer are marked with colored threads as shown in Figs. 7 and 8.
Lightmg Circuit
The lighting eircuit for the headlights may be traoed as fol- lows: From the magneto contact to the magneto * terminál on the coil box, then to the lámp switch on the dash, through the switch when it is closed, then to the right-hand headlight and through the bulb, then to the left-hand headlight and through the bulby then to ground and through the winding of the magneto to the magneto contact which completes the eircuit. The two headlight bulbs are in serieš and if they are alikci approxi- mately half of the electrical presaure generated in the winding of the magneto will act on each of the lamps, the remainder being used in overcoming the resistance of the winding of the magneto, the resistance of the connccting wires, ground connec- tions, switch contact resistance, ctc.
Hom Circuit
The horn eircuit may be traced from the magneto contact to the magneto terminál on the coil box, then to the horn, through the hom to the horn button mounted on the steering post, through the hom button when it is closed to ground, through the winding of the magneto to the magneto contact which completes tho eirenn.
STOCK FORD lONITION AND LIGIíTING fiYSTEM 23
Combination Swítch and Dimmers
The Ford company is cquipping its cars now with a combina- tion horn and light switch, which is mounted on the steering column and has vcry múch the samé generál appearance as the horn button except the switch is longer to provide the neces- sary space for the various additional contacts and terminals. In addition to the combination horn and light switch, the Ford oompany is providing a means of dimming of the headlights. The dimmer consists of a eoil of wire wound about a laminated iron core and so arranged that it may be connected in serieš with the headlights by a special switch on the steering post.
The special switch is so constructed that a small pressure on its rounded top closes the horn circuit and a small rotation from its normál position connects the lamps to the magneto with the dimmer coil in circuit and a furthcr slight rotation connects the lamps directly to the magneto. The electrical connections of this special switch are shown diagram mat ically in Fig. 10. Pressing the switch connects wires A and B, rotating the switch to the second position connects wires A and D and rotating it to the third position connects wires A and C. The light circuit is entircly open with the switch in the first position. When the switch is in the second position and the wires A and D are connected, the winding on the dimmer is connected in serieš with the lamps. The action of this coil is dependent úpon a combination of* the resistance of the coil and a property of the coil called its inductance. The effcct of the inductance of the coil depends úpon the frequency of the current in its windings, and this effect incrcascs with an increase in frequency and de- creascs with the decrcase in frequency.
If the engine speeds up there is an increase in the frequency of the generated electrical pressure, and also an increase in the valuc of the electrical pressure, but the increase in electrical pres- sure is oflfset to a certain extent by tbc increase in the cflFect of the inductance due to the increase in frequency and the current through the lanip will reniain nearer constant in value than it would if a resistance alone were used.
Ignition Troiible
The nncven spntter and bang of the exhaust means that ono or more cylinders are explodiiif; irn'jxularly or not at all and that
24 AUTOMOBILE ELECTWCAL SY8TKMS
thc trouble should be treated promptly and overcome. Miafiring, if allowed to continue, will in tíme injure the engine and the entire mechanism. If you would be known as a good driver, you will be satisfied only with a soft steady purr from the ex- hausty and if anything goes wrong, stop and fiz it if possible rather than wait until you get horne.
A missing cylinder can be detected by manipulating the vibrá- tor on the spark coils. Open the throttle until the engine is running at a good speed and then hold down the two outside vibrators, Nos. 1 and 4, with the fingers, so they cannot buzz. This cuts out the two corresponding cylinder s, No. 1 and 4, leav- ing only Nos. 2 and 3 running. If the two cylinders, Nos. 2 and 3 cxplode regularly, it is obvious that the trouble is in either cylin- der No. 1 or No. 4, or both. Now relieve No. 4 vibrátor and hold down No. 2 vibrátor and No. 3 vibrátor and also No. 1 vibrátor. If No. 4 cylinder explodes evenly, it is evident the trouble is in some othcr cylinder. In this mannor all thc cylindors in tum may be tested until the trouble is located. Examine the spark plug and vibrátor of the cylinder in trouble.
The gap in the spark plug should be approximately ^ inch in length and the plug should be free from an undue accumula- tion of grease and carbon. If the points in the vibrátor are pittedy they should be filed ílat with a íine double-faced filé and the adjusting thumb nut turned down so that with the spring held down, the gap between the points will be a trifie less than 3^2 inch. Then set the lock nut so that the adjustment cannot be disturbed. Do not bend or hammer the vibratorS| as this would effect the operation of the cushion spring on the vibrátor brídge and reduce the oflSciency of the unit.
If with the vibrátor properly adjusted and the plug cleaned and adjustcd the cylinder still fails to operate^ then examine the wiring and connections carefully for loose connections and open circuits. The coM itself may be tested by changing it and some other coil which is operating correctly. If the cylinder still fails to operate properly after making the above tests, the trouble is probably due to an improperly seated valve, worn timer or short-circuit in the timer wiring. The valves in each cylinder may be tested by lifting the starting crank slowly the length of each cylinder in tum, a strong or weak compression in any particular cylinder easily being detected. It sometimes happens that the packing between the cylinder head and the
8TOCK FOBD IGNITION AND LIGHTLNG SYSTEM 25
cylinder becomes leaky, thus permitting the gas under compres- sion to escape, a condition that can be detected hy running a lit^ tie lubricating oil around the edge of the packing and noticing whether bnbbles appear or not.
The surface of the circle in the timer around which the roller travels should be elean and smooth, so that the roller makes a perfect contact at all points. Bhould the roller fail to make a good contact on any one of the four contact points, its correc- ponding cylinder will not fire. The surfaces should be cleaned with gasoline. In čase the fiber, contact points and roller of the timer are badly worn the most satisfactory remedy is to replace them with new parts. The spring in the timer should be strong enough to make a firm contact between the roller and the four contact points, as the roller is made to rotate by the gearing con- necting it to the engine. Garefully inspect the four wires lead- ing from the primáry terminals of the coil box to the four binď ing posts on the timer to see that they are not shorted or broken and that the ends at the timer are not in contact with the čase, thus causing a more or less perfect ground connection.
OQ Troubles
In very cold weather the very best grades of oil are likely to congeal to some extent, and if this happens the roller may be pre- vented from making perfect contact with the contact points em- bedded in the fiber. To overcome the possibilities of an occur- renee of this kind and also to prevent the contact points from msting, a mixture of 25 per cent kerosene with the commutator lubricating oil is recommended, which will thin it sufBciently to prevent congealing or f reezing, as it is commonly called.
CHAPTERin
Special Systems for Ford — Gray & Davis
OUITE a few of the leading manufacturers of starting and lighting equipmeat for the larger oar also make a special line of equipment whieh casily may be installed on the Ford car. Tbese various special systems are, as a whole, simple and compact, and everything necessary to install them properly on the car is provided by the manufacturers of the equipment, and all that is necessary is a very limited knowledge of the car and the few necessary tools supplied as a part of the car equipment. The sclection of an elcctrical systém, especially when it is to be in- stalled by the car owner or the local garage man whose knowl- edge of electrical systems is, as a rule, quite limited, is in a great measurc influenced by the ease with wliich the systém may be in- stalled. In practically every čase this necessitates the removal of the radiátor, the radiátor brace rod, hose connections to the radiátor, ventilating fan, fan belt and fan pulleys, cylinder bead and, in some casos, the timing gears. In removing the timing gears it is, of course, necessary to remove the timer, but beforo duing any dismantling both the carburctor and timor should be adjusted for efficient running, and should the engine be turned over while the timing gears are off, the timing mušt be readjusted when the engine is boing assembled. The removal of all these parts and the adjustmeiits mentioned are deseribed fully in the Ford manuál or instruction book, and also on account of the garage men being so familiar with the construction of the Ford car it is not dccmed necessary to repeat those instructions.
A vvTV important procaution which should be observed beforo starting to tear down the car is to check over the list of parts sen t with the outfit and those actually reccived. The reason for this precaution is obvious, as occasioually quite an essential part
8PECIAL SYSTEMS FOR F0BD9— OBAT & DAVIS 27 maj hsve been omitted, and if this is not diacovered until the procesi oí installing tbe equipmcat has bccn complpted partialt; Ihe Work inuat be done all over agam or the car allowed to stand untU tbe rniBsing part or parts arc obtainoU.
Gray & Davu for Ford
The two Gray S: Davis BjefrniB fnr the Ford car are of the two- Ľnit, 6-volt single-wire typea. The generátor of onc systém haa eleetroDiagnetic regulation and the generátor in the other syatcm haa third-bruah regulation.
The order of propedure to be followed in tearing down and pre- paring the engine ia shown in Figa. 11 nnd 12. Drain tbc radi-
mtor by opening the drain eoek sbnw-n at I in Fig. 11, Remi the headlighta and headlight sujipurts shonn al :> in Fíg. Looaen upper hosc clamp on loner n-ater eonneťtion, sbown a in Fíg. U. Loosen the lower hose elanip on top the náter c neetion, ahown at 5 in Fig. 11. Reniove the two radiátor rela ing outs abown at 6 in Fig, 11. Reniuve Ihe radiátor daah tie ) sbown at 7 in FÍr. 11. The radiátor ia now free and can removed. Next removc fnn hrackd and fan aa shonn at I in f 12. Crank tbc engínc until tlie pin in fan puiley ia straight
28 ADTOMOBILE ELECTRICAL 8Y8TEM8
and dowD, 2 in Fig. 12. Dríve out the pin in tfae jaw eloteb, íhona at 3 in Pig. 12. Bemove tbe itartiug crank, 4, and fan b«1t 5, B«move tbe cotter pin and pin from íaa pulley and then remove the pulley, 6, in Pig. 12. Bemove the íeconcj, Ihírd, fourth and fiftb bolts Írom the craDkcase flange, shown by 7 in Fig. 12. Bemove tbe front bolt S from the side water connec- tion. Bemove the left-hand bolt B from the top water connection. Bemove the second cylinder head bolt 10.
Plače the silent chain at the rear of the engine snpport and around the engine crankehaít, as Ehown at 1 in Fig. 13. Ptace the Ford itarting erank jaw clntch inride of the crankshaft on the crankshaft ai sbowa at 3 in Fig. 13. SUp the new fan belt in plače. Faaten the sprocket to the cranksbaft with the pin
Fig. 12^Fora engine In procfti Fíg. 13 — IiutalUmu cranktkafl
0/ preparalloH for namilliiir Omw eproctel, Mrnt chain and fan betl
J Darlt tvtlem Im mo¥atliig Orar * Darit
jTovided for tbat parpose, a» ahown at S in Fig. 13. Replacť the itarting crank 6 and faaten tbe jaw clutch to the end of tbe Blarting crank with the pin T, aa ahown in Fig. 13.
The generátor and Btnrting motor units arc shown attacfaed to tbeir nounting brscket in Fig. 14 and before attempting to install tbe combination on the engine the foUowing inapectíon Bbould be made carefully. See that the motor terminál markeil I is free from contact with any otber metal and that the gen- erátor terminál marked 2 ia aot damaged and i« inmlated prop- erly. Bee that the various rotating parta marked 3 in the figúre tum freely. Carefally elean off any dirt or dnat from around tbe
SPECIAL SYSTEMS FOB FOBDS— OBAT tt DATIS 29 cil cDps marked 4 and plače a small qaantity of oil to each of them. Belease tbe top adjusting serew, markei] 5, a small amount. LooBCn tbe two lower clamp auta marked 6, and bIbo tbe two npper clamp nota at the rear, marked 7. Sligbtlj' looBcn the one middle clamp loek nut, marked 8.
Tbe adjastment Íd tbe chaia U taken čare of by moving the generátor and startiog motor up and down on their mounting bracket nntí] tbere is tbe proper tension in the chain and then elamping the two uníte secnrely in plaee. InaBmncti as the chain will etretch in service and thia nill necessitate tbe generátor and motor being moved up on the bracket to také up the slack, U ia csaential that tbej be plaeed in the loweat poBsible position on the bracket before being attached to the car.
Plače three apacera % inch long over the firat, aecond and third holes in the erankcase flange, as abown at 1 in Fíg. 15, and then
na. 14 — Oentrator and itart-
■■« motor oľachcil to tlie Fig. 15 — Qray í DaHs itarUng onil momKttug bracket UghttHg unK* mounied nn Ford
f lace the mounting bracket 2 in poaition. Pass the % b^ 2<.4 ineh bolta tfarougb the holea in the lower end of the mounting bracket bnt do not put on the uuta. TUt the mounting bracket forward and alide the driving chaín 12 into poaition on spiocketa. Atlacb the bracket with a cylinder bead bolt as shown at 5 in the fignre but do not tighten the nut. Plače tbe ti inch apatľer be- tween the mounting bracket and top water conncction and bolt looaely in place witb a i% by 2% inch bott as ahonn at 6. Plače a ti inch Bpacer between the bracket and the side water counection
30 AUTOMOHILK KLKC'TIMCAI, SVSTKMS
and boh it loosely ia placc with a ,', l>y C'A incli l>ott, ae shown at 7. ľlace '^-inch agiariT umler thc hrat-kct so Ihat thc chain nill bo tight whcD thc unita arc io thoir lowťst iiofllliun or tlio mouDling brackct, as shown at S. Shim up thn spare betwecn tho brai^kct and cyliaclcr bcail with waHbers as Btiown at D in up]ipr right-hand part of Fig. 13. Faaten thc thrce lowcr brackct bolts with lockwashiTB and nuls and £iml1y tlie watiT conncction b(dt3 6 and 7 and cylinder hend bolt 5. í'aslcn thc brackct stay- bolt 11. AdjuBt tbc chain 12 tu a mti.U-ratc tenaiun and lock
Fig. IB—lHríallliif Qrav S Darit Kiriiig and líohtifie twiteh
the nnita in plaro by tightoning all brar-kct clamp auta, 13. Then eraiih the engine and acc that it does not bind,
Attaeh thc aplit pulley to thc faa faab and fastcn it In pUeo n-ith thc fuur MTcwH nn showu at 1 and 2 in Fig. 16. Stip tho I..H in placc and alta.h the fau, os shown nt X Rcplacc the radiatora 4, replace Iht- rndiator tie rod 5, replacc tbc hoae conncc- linns 6 an.l bolt thc railiator in plače liy thc bolts at 7. Attach tbc lighling awiti'h tf to thc conl board nitb sotnc í^-iiich scrcws.
SPECIAL SYSTEMS 1X)B POBDS— GBAY tc DAVI8 31 Cot comer off of the toc board and attach ihe green llghting eabla clipa to the dash nith ^-inch wood Bcrewa, aa Bhonn at 9 in Fig, 16. Faaten the three vire cltpa to tha left-hand side of tha frame as ahovn at 10. Fasteu the green wire te dynamo terminál as at 11. If the generátor has electromagnetic tegulation the ^rren wire is attached to the terminál on the regulátor monnted on top of tbe motor. Then ŕonnect the ahort black and red wire to the Itft-hand headlight, aa ahown at 12. Paaa the long black and red wírc through tbc radiátor tnbe 13 to the right-hand bead- ligbt. Qround tho short wire from each headlight to the car fraoie as ahowD at 14. Connect the atarting cable IS to tbe terminál oa the atarting motor. Thta cable ia marked by a copper terminál st each end. Befill the radiátor and watch carefully for leaks in the circulation systém. In connecting the black and red wirea
to Ihe tenninals of tbe lamp connection ^on ahonld foltov the dia- gram given in the upper right-hand corncr of Fig. 16.
Tho location of the iitarting switch and the method of ínstalling it are Bhown in Fig. 17. Také the plate 1 off the starting switch and use it to mark the holea in the beet board, 2 inchea in front of tbe rear edge of the hecl board aud 9 inches from the silI, as showa in tbe illnstration. Drill tbree holea for tbe startiug switch in th^
32 AUTOMOBILE ELECTRICAl, SYSTEMS
Iieel bosrd and attach the Bwiteh witb oue bolt at Ihe side towaril tbe center of the car aa shown at 3. Then attach the otber Bwitcta bolt, with tbe cable supporting: elatnp holding the two wíres, and aecure the apriag and knob with ita pin.
At a point on tbc dash 2 inches to tbe rigfat of the eoil bol and 6 iacbea above the edge of the toe board, drill s A-iach hole, aa st 1 in Fig. 18. Pasi the upper rod throngh tbis hole and con- nect the lever ann 2 vertically to the forward eihaoit manífold ■tud. Oonnect tbe lower rod 3 to the priming lever on the car- bureter. Work tbe rods bark and íorth several times to make ■nro thej leturn to norma! position wben releaaed.
hstallalKm of Battery
Plaee tbe battei? box on tbe rigbt-hand ninuing board and mark four holes with a center punch aa flbown at 1 in Fif. 19. The poeition of the batter; box ahould be sucb aa to pennit eaay
Figi. IS HHd 19, Ir/f lo liaht—FlB. 18. Orau é Daili prlMln;
rod camiccrioat sn Ford; ľl-r. in. Intlallíng battrrv /or Orat
á Dai-li OH Ford
opening of the car doors and rcarly accrus to the box itíelf. Drill four ii'ineh bolea through the running board 2, uaing a jaek or prop to support the runninjí boaril while drílling. Bpplaee the l>attery box od runnin^ huard to mark the hotŕi ín tbe aplash plate for inaulating calile buHhings 3, tbcn drill Iwo bolea \% inch in diameter. Inaert tbe inaulating cable buabíng 4 in left- hand hole and necure it in plače with wooden nnt; do tbe aame with tbe right-hand buahiug 5. The wooden aute inay be tecnred
8PECIAL SYSTEMS FOB FORDS— GBAY & DAVIS 33
I
o
•S
^*
5
?>
Q
I
o
O
I
O]
34 AUTOMOBILE ELECTElCAĹ SYSTEMÔ
in position by twisting a plece of wire around the thread as shown at 6. A coat of heavy paint also will serve to hold the nut in plače and at the samé time preserve the insulator. Place the two wooden cleats 7 with holes in each end between the battery box and the running board. Bolt the battery box to the running board with %-inch by l^/^-inch bolts through the bottom of the battery box, cleats and running board, and secure the four bolts with nut and lock washers. Place the two spccial battery cleats 9 inside the battery box, one at each end, for the battery to rest úpon so that the holes in the cleats will fit over the bolt heads in the bottom of the box. 81ide the battery in place with the nega- tíve terminál of the battery toward the front of the car a(nd put ^-inch wooden strips, 10, at each side between the battery and the box. Attach the two holddown springs 11 so as to hold the battery securely in place. Examine the battery and if the solution áoQ9 not cover the plates at least ^ inch, add pure wator, filling the cells to % inch above the tops of the plates.
Connectmg the V^^ring
The entire systém in place is shown in Fig. 20 and the wiring in pian and perspective is shown in pian and perspective in Figs. 21 and 22, respectively. Attach the thrce clips holding the tail-lamp wire as shown at 1 in Fig. 20. Place the tail lámp in position as shown at 2,- and connect the taillight wire 3 to the tail lámp. Tail lamps usually are made with a single-wire con- nector, and in šuch cases the metal body of the lámp mušt be connected metallically with the frame of the car. Be súre that the connecting surfaces are clean, free from paint and securely fastened. If the lámp is provided with a two-wire connector, r.nother wirt; should be run from the sccond terminál of the con- nector to the metal framework of the car. Connect the short battery cable and the green and red wire to the starting switch terminál on the side nearest the center of the car, as shown at 4. Then pass the end of the cable through the forward insulator in the splash plate. This Is the negatíve cable. Connect the long battery cable to the sccond gearbox bolt and secure it with a plain lock washer as shown at 5 in the figúre, and pass the end of the cable through the rear insulator in the splash plate. Make at good an electrical connection to the gearbox as possible. This is the positive cable. Connect the starting motor cable 6 to the
SPECTAL SYSTEMS FOB F0RD9— OBAY & DAVI8 35 oafside terminál of the atart- mg awitcb. Snpport the statt- ing motor cable bjr a elip 7 to the iitside curved edge of the •luh. Paaa tbe negatíve bat- terv cable throogh tbe batterf box iOBuIatoT aad conuect it to Ifae negatíve batlerľ ter- minál, 8. "^ The battery terminals am ^ maile of lead and should br • huiJted careŕully. In connocť _ ing the fables to the battery S tfrminals, be aure tbat the ter- S minals are cleaned thoTOUghly * anil faitcnecl securely, as a E goo<l firm cootact mušt be ä nade to offer as Inw a resist- « anee as possible. The positive g batterj cable terminál Íb a lit- % tie larger than the negatíve a one, and they correspond in S ■ize to tbe holes in the Inga ^ forming tbe terminals of tbe ^ batleiy. Tbe positive battery q cable terminál sbould not bo ^ ronnectcd to the battery or tbe g ŕuses inserted nntil testa abow Š that tbe wires t;re not in con- & tact with tbc frame of the ear y or in contact with each other, | thua canaing a ground or short- n rírruit. Turn the lighling 9 imitrh ofl and toncb tbe poši- ** tíve battery cable terminál to tbe poaitive terminál of tbc battery. If there ia a apark, it indicates a ahort-cireuit or a ground. Thia trouble atways should be correeted before
,16 AUTOMOBILE ELECTRICAL SYSTEMB
^
8PECIAL SYSTEMS FOB FORDS— GRAY & DAVIS 37
making the final eonnection to the battery. Of course, if there Í8 no spark when the test is madc, the connections to the bat- tery may be made permanent. After connecting the battery ter- minals secare the cover 10 on the battery box, and plače fuse 11 in fnse elips of lighting switch.
Opemting fautruclioiit
The two generátor bearings and the two motor bearings should l>e oiled every 200 miles, and čare should be taken to keep the oil-well eovers closed.
The chain should not be allowed to run slack. When the systém Í8 first installedi or when a new chain has been put on, the chain shoald be adjusted occasionally during the first few hundred miles of travel until all stretch has been taken out of it. The chain stretch will be quite slight after being run perhaps 500 miles. After long service, when all chain adjustment has been taken np, the chain may be shortened by taking out a pair of linka. The latest type of chain is supplieďwith a removable fair of links, retained in position-by two removable pins, which are identified easily, as these pins are a triíle longcr than the regniar riveted pins.
The wires are more or less subject to dislodgment and injury, and they should be examined occasionally to sec that they are not resting on sharp edges of metal and that the insulation is not wom or injured. Examine the cables leading through the ^plash plate and battery box; the bushiugs mušt be intact and in plače to protect the cable. If the insulation on any wire or cable is found to be injured, wrap the spot with insulating tape and make the necessary changes in the positions of the conductor or its supports to prevent a re-occurrcnce of the damage.
The engine never should be run with the battery disconnected or oíf the ear without first insulating or removing two of the gen- erátor brushes from contact with the commutator, to provcnt the generátor from generating any electrical pressure in its armatúre.
Examine the brushes occasionally to determine whcther they are excessively wom. The stop on the brush holder limits the downward travel. The brushes wear for a long time, but do not allow them to wear until they reach the limit, as poor brush contact on the commutator and burning of the commutator re- raltfl. It is important when renewing brushes that eaeh brush is
38 AUTOMOBILE ELKCTRICAL 8YS1 EMS
connected firmly and is fitted properly to the shape of the com- mutator. Tbe brushea should be in firm contact with tbe com- mutator and wben raised by bánd should return to their proper position freely. Tbe brush tension, or pressure, on the commu- tator sbould be only moderate. The commutator, if coated or dirty, can be cleaned by holding a clean cloth slightly moistened with oil against the commutator whiie it is rotating. The com- matator should be smooth. If roughened, it probably is due to burning where brush es are in contact, because of insufficient con- tact or pressnre at the end of brushes. Examine brush tension, brush contact and swinging of brush holder. The commutator Burface may be smoothcd off by holding a very fine piece of sand* paper folded ílat against the commutator by a square ended piece of pine wood. Never use emery cloth or emery paper. If sand- paper is held by hand it does not true up the surface of the com- mutator nearly so well as when pressed against the commutator by the piece of wood. The sandpaper should be 00 or finer. Af ter using the sandpaper, wipe oíf the surface thoroughly, also brushea and brush hoiders, and if compressed air is available blow out interiér of maehine so as to remove any loose foreign matter, šuch as dust, which may háve accumulated. Wipe off the commutator with a cloth which has a little clean vaseline on it before closing up the maehine.
The threaded shaft on the end of the motor which carries the small driving pinion should be cleaned occasionally to prevent its Bticking to the shaft oa account of the oil gumming. The threaded portion should be cleaned with kerosene.
The foUowing lamps are recommended by Oray ft Davis: Head- lamps 6-8 volt 15-candlepower, 2 inches round with helical fila- raent and bayonet base, sometimes called ediswan base. If the base has a center contact, specif y * * single contact ' ' but if it has two contacts specify ''two contact." Side lamps 6-8 volts, 4 candlepower, bayonet base. Tail lámp 6-8 volts, 2 candlepower, bayonet base.
Lamps should be in focus for best results. Move bulbs in head- lights forward or backward by turning adjusting screw in back of lámp housing until the most intense beam of light is obtained. Lámp brackets should be bent to direct rays downward on the road for best road illumination.
The ammeter, if it is to be installed pcrmanently, may be mounted on the cowl to the right of the lighting switch. Be very
SPECTAL SYSTEMS FOR FOBDS— CKAY ft DAV18 39 tľareful to ser Ihat the ammctcr tcrminals, nuls or waíhcrs Jo iiot rome in contaet with aay other metal. Diseotmert greea and nd wirc from fuse hlock, and iecurely fasten it to right-band imnÍDal of ammetťr, when facing tovrard the front of the car. From tbe left-hand terminál of the ammeter connect a abort píeee of wire to the fnse block terminál from whicb you removed the (rreen and red wire. Now turn headlights on with engine at rest, Aranetcr ghould indiratp discharge. Should it indicate ehai^e Ír:Bte&d of discharge, Ihe ammctor connei'tiooB should be reversed. The eonnectionH for a, portable ammeter are the samé ae those for the one being initalled permanentt/, and unlesa it is of the xero-center type tbe conneetions will háve to be reversed whea changing from a discharging to a eharging conditiou of the bat- tfry or vice veraa.
FIff. 33 — DSúgram shoKiaB mtlhoi 0/ connrcling ammeter in rJrcuil on Orau d
A diagram showing the mcthod of making the above connec- tions is ahown in Fig. 23.
Two Types of Generaton
Two types of generátora are supplie.l by Gray 4 Davis. Their chief difTerence lies in the niethod of regulnting the output. In one type the regulation is by the third-brush method and in the otber type the regutatiou is by elettromagnetie means. Both tbese types of regulation háve been described thoroughly in previous articlea.
The operation of the two gencrators may be dcacribed brielly aa ŕollowa: In the eane of elĽťlroniagnetiť regulation tliere is au elcctromngnet eoiitrolling a set oť coiitaets coiincťteil aľross tho temúnals of a rcsistauce in serieš with thi' shunt-field wiuding
40 AUTOMOBILE ELECTRICAL STSTEM8
of the generátor, and tbia resiBtance is ehorted or not shorted, depending npon whetber the contacta are closed or open. Tha winding of the electromagnet is coanected acrosa the teTminsIa of the gener&tor and the contacts open when the voltage has increaaed to Buch a value that it will produve a corrcot in the winding Df aufficient magnitude to draw up the armatúre of the electromagnet. When the voltage diops below a predetermined valne, dependlng npon the adjustment of the spring controlling the armatúre of the electromagnet, tbe armatúre will be drawa away bj the Bpring at^ it overcomea the magnetic pull, and the contsetB will be closed, tbus causing the äeid current to inerease iii value and bencc there will be an increaae in voltage. This
Flo. 24 — Tico (ľpc« of Qray <f Datit tvtttm }or Ford car. Tkt
grnertttor unlt sAoicn al Ie/( lutt elrelrvmaeneHo ntuWlon, ichll«
tkai Dl rigkt Am thlrd-bmth regulaiioH
operation of the armatúre of the electromagnet takes plače at a
In the third-bruBh tj^ip of generátor, the ehunl-field winding is conneeted betwecn ono of the main bnishes and what is cslled a third brush. This third brush is located on the eommutator be- tween the poaitiona for two of the main brushea, and the voltage bctween it and the main brnah, to which the Geld winding is con- rected, is aome fractional part of the total voltage between the terminala, and the value of this voltage, which ia aeting pn the
SPECIAL SYSTEMS FOB FOBDS— GBAY & DAVI8 41
iik'Mh-th'^^-
42 AUTOMOBILE ELECTKICAL SYSTEM8
ehnnt-field winding, changes when the armatúre is carrying a cur- rent due to the twisting of the magnetic field of the generátor in the direction of rotation of the armatúre.
The two types of generátor differ somewhat in outward appear- ance, and the inexperienced person may determine the type he has by the two external views shown in Fig. 24. The machine shown at the left has electromagnetic regulation and the one to the right has third-brush regulation. The wiring diagram shown in Fig. 22 is for the generátor having third-brush regulation, and the wiring diagram shown in Fig. 25 is for the generátor having electromagnetic regulation.
Generátor with BectromagBetic Regulatioa
The generátor, regulátor and cut-out all may be tested by observing carefully the indications of the ammeter for all condi- tions of operation. Turn the lights all off amd ran the engine, increasing the speed very gradually.
If the ammeter remains at zero until the engine Bpeed has in- creased to an equivalent of approximately 7 to 8 miles per hour and then indicatcs a charging current, it is proof that the cut-out is closing at the proper time. Continue to increasc the speed of the engine, and the eurrent should increasc until r^aching 8 to 12 amperes at an engine speed of approximately 12 to 13 miles per hour. The eurrent should remain practically constant for all higher speeds of the engine, which indicates that the electro- magnetic regulátor is operating properly. Should the eurrent continue to incrcase to any great extent after the engine has at- tained a speed corresponding to 14 to 15 miles per hour, or if the eurrent is abnormally low when the speed is increased, it indi- cates that the electromagnetic regulátor is not operating properly and should be adjusted, which will be described later.
Decrease the engine speed gradually and if the eurrent de- creases in value and when reading O to 2 amperes discharge re- turns to zero while the engine is slowed down still further and brought to rest, it indicates that the cut-out properly is discon- necting the battery from the generátor before the generátor stops.
If the ammeter indicates several amperes' discharge before re- tnming to zero or should continue to show discharge and not re- turn to zero as the engine is brought to rest, it indicates that the cut-out is sluggish or that the cut-out points are stuck together.
SPECIAL SYSTEMS FOR FORDS— GRAY & DAVI8 43
The proper adjafltment of the cut-out is given in one of the fol- lowÍD(^ sections.
If the ammeter does not indieate any charging current at all when the engine is speeded up, determine whether the generátor or the eut-out is at fault. Examine wires between generátor and regulátor and cut-out, also between generátor and battery. Ex- amine brushes and eam insulator. Run engine at speed of ap- proximatelj 12 miles per hour, lights turned off, and while engine íb ranning conneet a wire from generátor terminál A in Fig. C5, which is the lower terminál on the side of the machine, to the terminál B on the cut-out which is the terminál to which the green wire ia connected. If the ammeter then indicates chargé and does not indieate chargé .when points A and B are not connected together, the cut-out is at fault. If the ammeter rhows neither chargé nor discharge when the points A and B are connected together, the generátor is at fault. Carefully in- fipect the machine to see that the field wires are not injured, that all wires are installed properly and firmly connected to their (Toper terminals and that the bearings and brushes are not exces- aively wom.
Generátor with Third-Bnish Regulatioii
Tnm the lights oň and run the engine, incrcasing the speed very gradually. If the ammeter shows no indication of current uDtil the engine has reached a speed equivalent to approximately 7 to 9 miles per honr and then indicates a charging current, i t shows that the cut-out is dosing the circuit properly. Gontinue to increase the engine speed, and the current should increase in value to 12 to 15 amperes at an engine speed equivalent to approximately 13 to 18 miles per hour. Now as the speed of the engine further is increased, above perhaps 18 miles per boar, the charging current should decrease in valne to approxi- mately 10 amperes f or the high speeds.
Decrease the engine speed gradually and if the current de- creases in value and when reaching a value of O to 2 amperes discharge the pointer returns to zero while the engine is slowed down still further and is brought to rest, it indicates that the cut-out Í8 opening the circuit at the proper time. If the ammeter •hould indieate several amperes discharge before returning to xero or should continue to show discharge and not return tQ
44 AlJTOMoniLE ELECTRTCAL SYSTEMS
EOro wtien engine íb itopped, U indicates that the ent-ont is tluggish or that tho cut-out pointa are Btuck togetbei.
If tbe amineter does not indicate chargé at aU wheu the engine is speeded up, determine whether the generatot or CDt-out ia kt fault ai eiplained in the latter part of the previous aectíon.
Cwnbined Regtbtor and Cut-out
Tbe ioteríor of the cDtnbined electromagnetic regulátor and cut-oot ÍB shown in Fíg. 26. The principle of tbis device is quite simple and its operation may be explained aa followa: CdíI 3 íb a fine wire or shuDt wluding. Tbe circuit of thiB winď ing may be traced in Fíg. 25, staning with terminál A, to tbe terminál of the faee nurked A, Ihrough the fuse and Bmall-wire
wíniling juBt to the right of the fuae, thencp to the grounil eon- ne«tíon marked + and through the generátor armatúre to the point A from which yon started. The rurrcnt in the windtng will vary in vahie ae the electrical preasure gencrated in tbe armatúre of the machine varieB in valuc, and the magoetic cffeťt of thiB iľurrent when it has reached a Buffirient valne will nttract tbe iron armatúre 7, Fíg. 26, whicb operatea re|!u'ator pointa 5. ThpBe regulátor pointa arc shown junt to the right of the terminál F, on the rť^lllitor cut-out in Fig. 25, and when they are cloaetl, the resiatance between the points F and A on the generátor is sbuntcd through the following circuit. From A
8PECIAL SYSTEMS FOK FOBDS— GBAY & DAVIS 45
Ml the generátor to A on the reg^ilator cut-out through the fuse, throngh the heavy winding shown on the upper right-hand cor- ner of the regulator-cut-ont, thence to the regulátor points, to the terminál F on the regulator-cut-out and then to the terminál F on the generátor. The regulátor joints are adjnsted by turn- ing knnrled serew 9, Fig. 26, which regiilates the gap between parta 7 and 9. Decreasing the gap deereases the output and increaaing the gap increasea the ontput. The larger the gap, the amaller the f ractional part of the total time that the regulá- tor pointa short-circuit the resistance connected between the pointa A and F on the generátor, as shown in Fig. 22. Thia reaistance ia in serieš with the field winding of the generátor and aa the length of time it is in circuit is inereased, the value of the average field eurrent will be decreased and hence the field atrength will be lowered, which will cause a decrease in the elec- trical pressure generated in the armatúre winding, and hence a decrease in the eurrent delivered bj the machine. Increaeing the f ractional part of the total time that the resistance is 8hort> circnited will increase the value of the average field eurrent, and, ai» a resolt, the output will be increased.
Eleetromagnet 4 in Fig. 26 has two windings, a coarse wind- ing and a fine winding. The fine winding is connected in parallel with the winding on the regulátor coil as shown in Fig. 25, and the eoarse winding is connected in serieš with the generátor and battery when the cut-out contacts are closed. The magnetic poli on the armatúre 8, Fig. 26, when of sufficient value, draws up the armatúre and eloses the cut-out pointa 6. The cut-out pointa are adjusted by tuming knurled screws 10. Turning this acrew to increase the gap causes the cut-out pointa to close earlier and stay in longer. Increasing the gap causes the cut-out points to close later and open earlier.
Ad joitiiig Cut-oul and Regulátor
Before attempting to adjust either the cut-out or the regulátor, make súre that the remainder of the electrical systém is in proper operating condition, all connections are tight, brushes adjusted properly, commutator dean, etc. A reliable ammeter always shonid be connected in serieš with the red and green wire lead- ing from the fuse on the cowl to the starting switch. It is not advisable to rely úpon the readings of the ammeter on the dash if an ammeter has been installed.
4Ô AUTOMnTin.R KLKnTRICAl, SVSTENfS
To ailjust cut-out, ^railually spŕpil up the enirinc anil wotfľli the ammcter to iletrrniiiic the valuc of thc olosing currcnt. Tlio closing current is the reaiiing on the nmmptcr nt thti inatant the cut-out i>DÍntB cloM. Ií the ammeter íloľs nnl in<liratc bc- Iwecn 1 and 3 ampeíĽS when the cut-out points flrat closf, turn adjuBting nut JO, Fig. 26, to bring the reailitig between I and 3 amperes with the lamps turned olf. Gradually slow donn tha engine and obs«rve the rcadíng of the ammeter when the cut-out I'Oints open. The ammeter should indicate betneen ^ and 2 amperes discharge when the points opcn. By rcpeating ihia operation a few timea, an adjustment cau be found whieh will give satUfaclor}' resultB. If the cut-out points are not cloan, o picce of papcr should be drawn bctnľeii thom, at the samc tíme i>res9ÍDg them together with s alight pressure. If thcy
trmh type of geiicralor
are rou^hpned, a plece of verv finc Bnndpnper mny hf usod in Rmnolhing thom ofT. Be Bure to plcan IhoroughlT the pointa after Lsing thc sandpapor and be extreniely caroful not to hend the springs auppnrtíng them as thia will cause scrious troublc, aa you will thcn be unal)le to make a salisfactory adjiistment.
The opcratioB of the regulátor should be šuch that the ammeter will indicate approxímately 9 to JO aniperefl at all speeds higher thnn the spced corrcsponding to 12 to 13 miles per hour, If Ihe ammeter imlicatea a eurrent vcry mueh lesa than this amount, ndjUHlmcnt of the regulátor may be nrecssnry, cspecially if Iba battery has a teiulency to ruu down (p'adually. If the ammeter
SPECIAL SYSTEMS FOR PORDS—GBAT & DAVIS 47
Bbows more thsn 14 to 15 amperes when the engine íb apeeded ii|i, the refculstor pointa Bhould bc adjuat^il.
The regulátor pointa ahould be cleaned thoroughly as in the casB oí the cut-out jiointa. The eugiue ahoulU be operateU at & speed equiralent to approximalely IS to 30 mílea per hour, and the knuried Bcrew 9 in Fíg, 28 turnpil ao that the eurrent ia aliout 9 amperes. The adjuatment may háve to be repeated aev- < ral tlmea before altogelher satisfaetory reaulta are obtained. It ia alwaya beat to háve the battery fully chargcd, iŕ poaaible, when making the above adjUBtmcnts of the cut-out and regulátor.
After both the cut-out and regulátor háve bccn adjusted, each ahoDld be given a final test to make súre that tho adjuatment <.í the laat one haa not inlerfered with tho adjuatment made in the firat one. If any change in ad.juHtnifnt ia found to hav« taken plače, the necesaary chaugľa ehould, of courae, be made.
Cnt-Ont Od Third-Bnufa Type of Generátor
The eot-out used irilh the third-brush type of (generátor is ohoWD in Pig. 27, and Ihe euni[>lete cut-out located in th«
48 AUTOMOBTLR ELECTRICAL SYSTEMS
houBÍng of tlie generátor U shown in Fig. 2S. There are two windinga on the iron core of tbe cut-out ae Bhown st 2 and 3 in Fig. 27. Tho electrical connectione of thcse two winilinga are shown diagrammatically in Fig. 22. The beavy windíng 2 i,i connccleJ in serieš with the generátor and battery, nhile the fine-nire winding ia conneťtecl acroas the terminalB of tho generátor in Buch a manner that tbe current taken by tbe Bno- wire winding. pasaes through the eoarse-wire wíndiDg. Ah the speed of the generátor increases, there ia en increase Íd the value of tbe gcnerated electrical preasure in its armatúre winding, and, bencc, there ia an increase in the value of the current in the line-wire winding, since the winďing ia eonnected permanently
Orag J navil brunh Ofncr
iii cireuit. When the magnetic pull eiertec] by the current in Ihe finc-wire winding has reached BUch a valne that it will pnll over the armatúre 1, Fig. 27, the cut-out contacta S will be rlosed and the cireuit bctwcen the generátor and battery will be rompleted. If the electrical prcsaure of tbe generátor ia greater than the electrical preasure of the battery, the battery will štart to chargé and the current will pass through the coarse-wire wind- íng 2 in šuch a directiou that the magnetic action of thia cur- rent aasiata the magnetic action of tbc current in the fine-wire winding and the armatúre 1 is held Sroily in position and the contaet pointa are cloeed. As aoon aa tbe electrical preaaure of the generátor drops below the prcsaure of tho battery, due to a decrease in the speed of the engine, the battery starta to dis- chargé and the current from tbe battery flows through coil S tu the oppoaite direction to wbat it did when tbe battery waa
8PECIAL SYSTEMS FOR FORDS— OHAY & DAVT8 49
vhar^ing and heace its magnetic actiou oppcses the magnetic ■ctiOD of the enrreDt in eoi) 3. This relation of the two curreuts reduees tho magnetic pull on th« armatúre 1 and permitB the •pring 4 to open the cut-out contactB S and tbus prevent a íiit- ther diacharge of the batterj' through the generátor.
The CDt-out points sbould close wben the engine is op«rating at a apeed equivalent to approiimately 7 to 10 milea per hour, and the ammeter sbould indicate from O to 3 amperes charging rurreut whea thb pointa firet elose. When the engine slows down, the cut-out pointa ahould open when the diacharge cur- rent i8 Írom O to 2 araperes. Wbea adjustment of cut-out pointa
ÍB Deeesaary, the preasure of epring 4 eliould be changed until the valnes of the currents correspond to those given above. Some akill nill be required in making this adjustment. Clean cut- ont pointa aa deacribed in previoua section.
Adjuitíag Oo^nt of Generátor
In the third-brush generátor the output ís regulntpd by a regulating broab called the third bruah. Thia type of regulátor was deseribcd in detail in oce of the earlier chaptera, nhen the different types of regulation were treated. The Fig. 29 shows the bruah-Bupporting yoke wilh the tno main bruabcs l:t and 14 and the third brush 12. It is very acldom, if over, neeca- ■ar^ to make an adjustment of the third-bruah generátor, but when adjnstment is neceasary it sbould not be undertakcn without the nae of a reliable ammeter. The adjustment is aucomplished by
50 AUTOMOBTLK EliKrTRTCAI. SYSTEMB
turning the pinion 11, which is provided with a slot for a sorew- driver. A very slight turn will affcct the charging rate mate- rially. Turning the pinion to the left increases the output; turning to the right decreases the output. Whcn the generátor iirst Í8 testedy it is run at various speeds Írom 500 to 3000 r.p.m., and the third brush is so adjusted that the charging rate at anj speed will not exceed a definito amount, usually 12 to 15 amperes. The operation of the third-brush type of regulátor is šuch that the output leachcs a maximum value and then tapera off for higher speeds. The maximum charging rate should be reached when the engine is running at a speed cquivalent to 15 or 18 miles per hour and then dccrease to about 10 amperes for very high speeds.
The internal wiring of the third-brush generátor is shown in Fig. 30. The field wiring is connected betwecn the positive main brush marked 14 and the third brush markcd 12. The two terminals marked + and — respectively correspond to the terminals of the generátor as the out-out is mountcd inside the generátor housing.
Startmg Difficalties
If the starting motor cranks the engine when the starting pedál is pressed to the fuU limit of its travel and the engine fails to štart to run under its own powcr aftor, at most, 10 seconds, release the starting pedál and determine the reason for the failure. Any one or a combination of the following troubles may be the cause:
Ignition switch not turned on.
No gasoline in the tanks.
Spark plugs dirty or dcfective.
Ignition wires not firmly connected.
Cylinders need priming.
Cylindcrs flooded from too múch priming.
Carbureter not propcrly adjusted.
I)ust in carbureter or gasoline pipcs.
Poor gradc gasoline or water in gasoline.
If the starting motor fails to crank the engine when the štart- ing switch is operated, it may bo due to a weak or discharged battery. If the lamps dim exccssively when starting switch is operated, it shows that the battery practically is discharged, QT perhaps the battery cables are not connected firmly to the
SPECIAL SYSTEMS POB FORDS— ORAY & DAVIS 51
battery terminals and transmission čase, or there is a poor con- taet in the starting switch, or the engine may be very stiff. If the lamps remain bright, that is, do not dim at all when the itarting switch ia operated, it shows that the atarting circuit M open. ilzamine all parts of the circuit for an open circuit or poor eontact. It may be necessary slightly to bend the blades ia the atarting switch in order that a good connection may be laade. Examine the atarting motor brushes. If exeesaively Vorn, they will not make firm eontact with the commutator. If the commntator ia dirty or rough it should be cleaned thoroughly and wiped with a rag on which there ia a little vaseline.
If preaaing the atarting pedál to its fuU limit fails to rotate starting motor, releaae the atarting pedál and determine the cause which may be dne to any one or a combination of the following:
Battery very weak or completely discharged.
High reaiatance in motor circuit due to looae connection or poor eontact in awitch or at bruahes.
Motor may be ahort circuited by cable being in eontact with aome metal part of the car.
The atarting pinion may be wedged ao that motor armatúre ia not free to operate.
T
CHAPTER IV
Westinghouse System for Fords
HE Westinghouse starting and lighting equipment for t ho Ford car is a single-unit, 12- volt, single-wire systém. The regulation of the generátor is by the third-brush method.
Preparing Engine for Mounting
Check all the materiál to sec that there are no parts missing. Adjust the ignition and carbureter so that the engine is running smoothly before diamantling any part of the engine. Remove the radiátor and both water connections, the three forward left- hand cylinder bolts, as shown in Fig. 31, the fan and its bracket complete, and the Ford timer. Turn the engine crankshaft so that the pin in the fan pulley is in 'a vertical position, Fig. 31, and drive the pin out and remove the starting crank and fan pulley.
Uac a bulldozing tool to expand the front end of the engine oil pan, Fig. 32. This tool may be purchased from the Westing- house company. It is extremely important that at least %-inoh clearance beyond the driving sprocket, which is to be mounted on the engine crankshaft, be obtained as shown in Fig. 83. The bulldozing tool should be used with the spacing hub, always next to the engine. The tool is made so that it may be used for right- hand and left-hand operations equally well.
Mounting Crankshaft Sprocket
The crankshaft sprocket is assemblcd at the factory and ad- jiisted to the proper tension. Dismantle the sprocket. See that the hole in the end of the crankshaft is in a vertical position^ and then drive the Westinghouse sprocket hub, Fig, 33, so that the hole in the sprocket hub is in Hne with the hole in the crank- shaft. The sprocket hub mušt be a tight fit on the crankshaft and should be driven in to plače by a copper or brass bar as shown
WE8TTNQH0USE FOB PORDS
B0LT5 BCnoVCD
Tig. 31 — Forá enginc prepared Flg, 32 — Metliod oj utlug special tur iHttatlation of Wrulinii- bultdoiing íool to crpand /roní hovtr tlartint and líuMino end o] engine oil pan
54 AUTOMOBILE ELECTRICAL SYSTEMS
in Tig. 33. Drivfl the hub pin, Fig. 33, throngh tlie sprocket hub and shaft, aiul be aure that the headed end is fluah with the Burface of tlie hub. If the pin Í8 not a tight &t in the ahaft, it ahould be bent a aligbt amount at the center so as to make it tight. Uae a dríft, Pig. 34, for driving the pin into plaee lo aa not to injure the pin or hub. To be eure tbat the pin u not pro- jccting too far at the eitended end, plare the sprocket on the
FIff. 84 — Mrihad of utlng dH/l In taMrtM)? iproekfí pli in k«ft
hub and tnrn ít sevcral rcvolations. If the sprocket does not tnm freelj, the pin probably strikcs inside and should be trinuned donn uniil it just cloars,
Rcmovc the sprcickeť and plače one of the frietioa washera, Fig. 35, on the hub. Now spring the spring ring into plaee on the bub HO that the stnall hole in the ring engages with the pro- jerting Pnd of the small pin. It will not go into plače any other way. Be súre that the free end of the spring ring projeets at least i^ iach out frotn the aurfaee of the sprocket hub, Fig. 35.
Plače the chain under the spruťket hub. Slide the sprocket over tbc spring. Pack the sprocket with cup grease and plače the other friction washer on the forward aide of the sprocket. Now plače the stationary washer over tbc keyway in the sprocket hub, and put the ajiring waaher on the oatside of this and faaten
WESTINOHOUSB POR P0RD3 55
it in plaee irith tfie uut, as Bhovrn in Fig. 35. The nut abould be tightened aatíJ tbe mark " Q " on the nut corteaponds wíth tfae mark in tbe keyway on tbe hub, lower part oí Fig. 35. The groovea in tbe faee oí tbe nut ahould regieter wtth tbe flutes eí the spňng wasber.
Bemove the nat from the forward left-hand bearing bolt and tfplMA it with t, special flat WeBtinghouse nnt, as ihown in
milú "t fig- S«—ÄdiuattBg the dittance bttween the ora- w,,iíath«u*eeTaKk*haft tert oj (fte crankítui/t and (fce »fco/i o/ tht ctrc- •iir'itkri awl il» adiutt- irlcal unil. Thit dlftonce «ho*l4 be taact
Pig. 33. Plaee tbe loek washer on top of this nut and screw tbe eylindrieal nut donn tightly to the lock naabcr. Beplace the Ford timei.
Monnting Electrkal Unit
Set tbe Westiugboaic eleetrical unit, Fig. 36, in plaee on the cDgioe, using in tbe cylinder bead tbe thrce Bpecial screns fur- niahed foi thia pnrpose and the special c^lindrical nut providcd. Adjnst tbe center dištance bctwecn the cngine crankshaft and tbe shaft of the eleetrical unit, as shown in tbe figúre. Tbia
56 AUTOMOBILE ET^ECTBTCAI, SYSTEMS
di<(tanrc bIioiiM he lli-^-incli aa shown, an<l bII thrcc pnín Biipjiort should toufh.
Rľmovc Ihe Bproekot from thc shaft of thc plcľtric unit, ¥\g. 37. In8ťrt the sproťkct in tlie cikHcss ilriving chaín ancl prpsn tlie Bprocket on' itlie Bhaft aa ahown in the figúre. Wben tlie Bpro<'ket ia in plače therc should be at leaat 10 pouixla lenaion on thc chaíu. 1í thc tension on ttie chain is lesa than ,1 pouniU, adjuat the center ilÍBtance sa ilirpcteil in the folloning ]>a grapli until requirrd tensina ia obtainc-d.
A new ailent ťhain is riaatic to nomc cntent nii<l for this r
ftSSEMDLY
'ING 5PUT
'i-iXy IN PLACr
INd /(in asicmblil
Bon a new chain ia adjustcd to run at sbout 10 pounds tension. Aftcr Bľvcral huiidred niilea nf ruuaiiig, thľ chain may be looa- oned ao that it strikcs llic chain guard. Thia is a súre naming thnt it ia time to tightcn the chain and it ahould really not bo nllowed to run iintil Ihis occurs. Loosen the thrcc bolte, Kig. ,'18, Bhout one full turn from the top supporting bracket. Tightcn thc adjuating huahiag noarest the radiátor until chain tcn- aion ia corrrct, and thcn aet other liushing to agrec and tightcn all aupport bolta. Do not run the íhain undcr tension aftcr it has been strctched. If tho chain is too tigbt it will
WESTINGHOUSE POR FORDS
67
v.
o b,
•C
® "íl
o §
o 8
a «
c a.
* o
OD «
8 O
O Q.
■*- v.
« -s
2
"5 ••
•o 5 S ^
•e
s
58 ATTTOMOBILE ELECTBICAL SYSTEMS
produce a grinding aoiee. Wben properiji adjusted, after the chain bas been in eervíce for at least 2,000 milea, it Bhould give about % to Vj incfa whcn preased úpon wíth the Ďngcn.
After replacing Iho (au pulle; and tigbtening the nut, be súre to replaco the cotter pin, Fig. 39. Mount th« ehaÍD guard íd placc and see tbat it lines up, as staown in Fig. 40.
Clamp the nplit fan pullcy on the Ford fan pulley aa shown in Figa. 37 and 3S, and replacc tho fan on tbe engine, uiing the
haJI pMcv In plač
new fan belt. The fan bladcs should be bent slighlly lo as to clear the pulley on tho eloctric unit. Inatead of the Ford ratrhet rlutuh antl pin, use the Wcstinghouae nlecve and pin rcapcctively na ahown in Vig. 38. Whcn the Ford starting crnnk ifl replareil it msy be found aiightly out of alignment. If ao, inaert a bar in the atartin^ crank boaring and apring tho bearing into align- ment. Thia complctes the instalJation of the clectrical unit it*eU.
WESTINGHOUSE POB P0BD3 5Ô
IiutaJktkm ot Svritckes and Battoy
Vannt the Westiôghouse two-gang Hghting Bwitch on tlie right- band aide of tbe daah, as eliown in Fig. 40. *Cut a rectangular hole \a the dash at a point low enough ao that the carburetcr-adjusting ri»l will not tonch the contact Bcrews of the awitch when it is faitfned in place bj four wooden screna through the cover plate ■•a the face of the dash. Moont the tvee just below the lámp
of Ihe trlriiiO
^witeh on the engine aide of the dash aa shown in the figúre. On Ford on with the cowl dash, it may be necessarj to change the |<t4ition of the tpecdometer alightly to proride space for the lámp
The itarting switch and hand generátor cut-out sboutd be Intated on tbe hcel board at tbe Icft-hand aide of the car, ap- prniimately S inches front tbe car frame, as ahown in Fig. 41. The tcrminala should be tovard the right-hand aide of tbe car.
60
AUTOMOBILE ELECTRICAL SYSTEMS
Mount the battery box on the right-hand running board, as Bhown in Fig. 42, and drill two. %-inch holes in the splash plate to match the holes in the batterj box. Plače the battery in the box as shown in Fig. 43, and fasten it in placo with the holding* down bolts.
rromt
ôtóiiin^ Bvttoň
Stortinó 5m'lct$ úndCvlout V
ControtMúU Dastt
Fig, 41, ábovr — Diagram uhowing loca-
tion of Wcstinghoune 8tarting stcitch and
cutout on Ford car
Fig, 42, right — Location of hattery hoje
on running hoard of Ford car, Wcating-
houMC installation
r
-=--—=^
S
**■■'•■.•-.'. -rr*, r-
v^^jrf??/ľ{rrm?fffír!^fT^ft?t.
<jj»j'"^»'-U?
Fig, 43 — Side and end rietca of hattery box mounting on running board of Ford car, WeatinghouHe installation
Intfalling the Wiring
The wiring ehould be fastened in placp as shown in Figs. 44 and 45. If Wcstinghouse lamps arp used, the dimmer should be removod. AH the holding oleats should be fastened undcr
ELECTRICAL EQUIPMENT OF THE MOTOR CAB ul
■ i.
Rm
I i
■ í*"
.U:
'■h
L
AUTOMOBILE ELECTBICAL SYSTEMS
r
fru
Ur,
WESTINGHOUSE FOB PORDS (J3
bolta alreadj on the Ford chassis, except where wood screws maj be used to attach the holding cleats to wood parta. Be very eareful that the various cable terminals do not touch any part other than the stud to which they are supposed to be fastened. Failore to observe this precaution may result in the apparatus being Beriously damaged or the battery ruined before the car is ever mn. It is equally essential to prevent the metal armor on the eables Írom touching any of the connecting studs or ter- minals. The ground wire should be fastened at one end under one of the supporting bolts of the starting switch and cut-out and at the other end by fastening the connection, together with the cleat for W-2, under the bolt holding the brake and clutch rod to the frame. Do not connect the ground wire W from the battery until all other wires are in plače and fastened. The ground connection W is made by fastening the connection under the bolt of the muffler support.
Attach the lámp connectors to the wires.
These connectors, as made by the Westinghouse _ company, are of the solderless type. To con-
-^ ^- ^Delailf of é ^®*^* remove the connector from the lámp. Slip
WfUngKouBt lámp the casing, see A in Fig. 46, back over the cable
and push the wires through the coDar B. Re- move the insulation from the ends of the wires for a dištance of about ^ inch. With a small screwdriver applied to the sleeves D, remove the little metal socket G from the connector. Insert the bare ends of the wires into the holes in the socket, and fasten them with the small set screws. Beplace the socket and fasten it by Bcrewing up on the sleeve D. Be súre that none of the strands of bare wire projects outside of the insulating plece £. Attach the head and tail lamps, insert the connecting plugs and try all circuits to determine that everything is operating satisfactorily.
When Westinghouse Ford electric beadlamps are used, Fig. 45, connect as shown in the diagram, grounding ono wire from eaeh lámp socket, also one wire from the tail-light socket. One Bwiteh button will give dim lights, and the other switch button will give bright lights. If two-wire double-bulb lamps are used, one wire from each lámp socket mušt be grounded to the lámp
64 AUTOMOBILE ELECTKIUAL SYSTEMS
I.ouain); or car frame, ai ehown in Fig. 44, and the ilimmcr Rhoulil be ilisconnccled. If siile lightB are used iiiateail of double- biílb hcadlifthls, with two-wirc lánips, both wirea in caliles W-7 and W-8 ean be used for the headlighls, as sbown in Vig. 44, the dash pud of one wirc in cach eable being groundcd iustcad of con-
1
Fla. 47— Firof >tiv '" '"- P'íl- *'^ — """""ff
tlallali™ of WcHInghou-e *""><■ lanitinH Hnit
Ignltlon itnil on ťord ear moanfiil on ľvri car
iipťtinc to the gniteh. An additional wlre Sbould be nin ftom the sivitoíi to one terminál of pach bí.Ip lamji, and the other t«rminat of the laniii groundeil. The diinnipr Bhoiíld be discomneoled. If sido ll;:hts are used iaslend of doubti'lmlh Innipe, vrítb BÍngle-niTe iamps, both ends of one nire in crihlp W-7 and W-8 are nselesa and sbould be tapcd. An additional nire should be run from the Bniteh to each sidi- Inmp. and the other terminál of Ihe Ismp grounded. The dimmer should be diseonnected.
lw«t>lling WMtbiglioaie IgnltioD on the Ford
BemoVG the ~Pord timer and timer rod, l'ord ignílion coit uid all ignition wiriog. Bemoľe the ľord timer rolter and tbe spark (>lug from cj'linder No. 1, nearest the radiátor.
Plai;o tbc Weetinghouse gear Z-1 on the carnsbaft in plaee of the Ford timer roller and fasten it in jilacc with the samé pin, cap and nut used in holding the roller, as ahown in Fig. 47. Tiirn tbe engine until the piaton of cylinder No. 1 ie at the exact center of the Qľing atroke, that is, when the pieton has come to the top of the cjlinder with both the inlet and outlet v&Itc closed. Tbe poň*
WESTINGIIOUSE POB F0RD8 65
ticiii «f the piglon an<1 thc valvoa may be aeen through thc spark- )>lDg holp.
Mount the ignition onit in tho supporting bracket anil put thc hoLlinit Bfrew Z-3 ín plai-e. Bc súre that thc ígnilion unit turna frťely in thc bracki-t. Reniovc the diatributor bloch from the top
Fig. 49 — Conntdton o/
mení o/ Aitffi-(rn«f(iH KMng 0} WriliHff- JiOHir IgníHoH vn(t on
FíiJ. 50 — CoHnrction» for Wtľl-
(H,/í,..y-f ifinifJDH •IHJI /or F,.rd Hintih-piilr non-irľiTíťBíí rvriteh
nf the ignition unit and sliile Ihc ring cover up. Tnrn the ei unit antil it is in the position shown in Fig. 48. Hoid the firroly in this position and turn the diatributor-brush arm coui riockwise to the left until the contatt brush is in the poši sboirn in Fig. 48, and the interrupter contacts are juat bcgin to open. Now elnmp Ihe unit in plai'c position. Use the tivo speeial aerewi plare on the engine. Turn thc engine
>n the engine citactly in I Z4 to hold the bracket over by hand to make b
B6 AUTOMOBILE ELECTRICAL SYSTEMS
that tho bevel geara are mesbiiig correctly ftnd not binding in any position.
Connéct the timer Z-5, íurDÍshed with tha WeBtinghouBe equip- mént, to the ignition unit as ehowD in Fig. 49. Operate tbe apark lever on the steering post and sec tbat tbe ignition unit íollows the movement of tho control lever and does not tend to bind in any
Mount the cover plate on the daah over the holea left by the re- tnoval of the Ford eoil unit, and cut a rcctangular hole in the dash to receive the WcBtinghouBe ignition Bwitrh. Faaten tbe cover [liate and ignition Bwitcb to the dash with tbe Bcrews aupplied toi
that purpoee. Plarc Ihc distributor block on the ignition unit and ronnpct tbc wirca to the apark pluga as Bhown in Figa. 49 and 50. Be very careful to connev t eaťh plug to the point shown in the dia- gram. Connect One end of the amall wire Z-7 to tbe terminál on tbc siiln and npar the bottom of tbc ignition unit tbat baa no other connectioD, and connect tbo other terminál of the wire Z-7 to the ignition awitch. Tbe terminál Y on the ignition awitch ahonid be ronnected to the negative terminál of the battery, which may be done by running a wire to the terminál B- on the cut-out O, aa abown in Fig. 50. The ignition circuit is completed tbroogh ground or tbc chassie of the car when the ignition awiteb la cloaed. Tbere arc three torminaU provided for reveraing tbe dtreelion of current through the interrupter contai^ta. Changing the ahort ronnecf ion from onc aide of Ibe center to tbe other aide, and chang- ing primáry wire reveraes tho curreut through the interrupter con- tac-tB.
WE8TINGH0USE POB FOEDS
67
Dtítributtr Bniihu
TZĽĽL z^AziJl
The ignition switch is a simple single-pole switch used in con- neetin^ the primáry terminál of the ignition unit to the negative terminál of the battery. A front and rear view of the switch are
shown in Fig. 51, and it may ToSparhPlugs y^^ ^g^^ ^^ reverse the direction
of the current through the in-
terrupter contacts as follows:
Bemove the metal strip that
Inducľion Coil connecta two of the three ter-
WerrupUr Contccts ^^^j^ ^^ ^^^ ignition unit
together. Bemove the metal strip that connects two of the fonr switoh terminals together and make connections between the switch and ignition unit as shown in Fig. 52.
Staitmg and Lightmg Unit
The Westinghouse electrical
equipment f or the Ford ear is a
12- volty Bingle-unity single-wire
type in which the unit is con-
nected permanently to the en-
gine by a silent-chain drive.
The driving sprocket on the
engine crankshaft has a cush-
Fig. ^Z-<](mn€ction» heiM>€en ignition jo^ed positive drive in the
twiteh and unit šo direction of cur- ^ ^. ,. ^. ^, ^ .
rent in interrupter eontacta oan he -tartmg direction, that is,
revtr9eá when the sprocket tends to turn
faster than the crankshaft and a frietion drive in the generating direction. The friction of this drive is adjustable for wear without removing any part of the equipment, as described in the section on failure of generátor.
A battery cut-out, or magnetic switch as it is sometimes callcd, is eonnected in the circuit between the generátor and the battery. This switch connects the battery to the generátor automatically when the engine is running at a speed equivalent to approximately 9 miles per hour on direct drive or high speed. When the engine Í8 eonnected to the rear axlo through the gears, the cut-out closes at a múch lower speed of the car in miles per hour. If no lights
B9//Ú4Í
tcmrf
68 AUTOMOBILE ELECTBICAL SYSTEMS
■re tnrned on when the cut-cmt cIobcb, the batterj' will immedUtelv Btart to chargé, proľíded voltage of tbe generátor exeeedt the volt- Bico of the baltery wbieh ahouli] be the čase íf al) adjustments are proptrlj madc. If the laupa are tnrned on and cut-out cIobcb, the liattery ma; not štart to chargé until the ear speed bas reacbed pcrhapa 15 mílcs per bour, aa tbe generátor firat mušt supplj all tbc current to the lampa before it can štart to ehargs tbe battery. Tbc current snpplied to tbe battery will depend upOQ the number and kind of lamps in service and tbe apeed of the engine, Four- teen-volt bulba sbonid be uied in all tbe lampa. The constmctioD
Fig. 03— OoiHlfucIi
«f the itarting awitch and cnt-out ti ahown la Pig. 5<1. The elpctrical conneťtioas for the awiteb and cut-out are ahown in Figa. 44 and 45. Two windinga are proviiled on the cut-out. One oi these windinga, or coiU, carries a current which ia proportíonal to the voltage generated by the electrical unit and tbe other carriea tbe current delivered to the battery by the generátor action in the electrical unit and the diacharge current from tbe battery throDgli tbe electrical unit when the voltage of the battery for any reaaon exceeds tbe voltage of tbo generátor and tbe cut-out coDtaeta bap- pen to be cloaed. Tbia serieš windiag on the cut-out and tbe eat- out contacta are short-circuited by íbe atarting-swítch tontaets nhen the atarting awiteb ía cloaed and there ia s beavy diacharge
WESTINGHOUSE FOR FORDS 69
carrent from the battery through the electrical unit which now is operated as a motor.
The internal electrical connections of the electrical unit are shown diagrammatically in Figs. 44 and 45. There are two wind- ings on the magnetic circuit of the machine, one a heavy winding of relatively few turnSi connected in serieš with armatúre wind- ing, and the other a finer winding of rela'tively large number of tumSy connected from a third brush to groundj which electrically is one terminál of the machine. When the machine is operating as a generátor its output is regulated by a combination of the third- bnish and bucking-field principles. When the machine is being operated as a motor the magnetizing action of the large and small field windings assist each other and the combination produces a large starting torque. The armatúre of the machine tends to rotate in the samé direction when used as a motor that it rotates in when used as a generátor and driven by the engine.
The cap oiler on the back end of the electric unit should be given three or four drops of oil about once every month. Always use the best quality of machine oil for this pnrpose.
Ezamine the commutator occasionally by removing the spring eollar over the brushes. Keep the commutator free from dirt or oiL If the commutator becomes roughened its surface may be {imoothed np with fine sandpaper held against its surface with a square ended stick of wood. Be súre that the brushes are clean and making good contact with the commutator surface and that they are not worn so as to need replacement. The brushes should not be removed unless they are suspected as being the cause of some electrical trouble in the operation of the systém. They may be removed by lifting the spring that holds the brush in the guide and taking out the screw holding the brush shunt, af ter which the brushes may be slipped out. In removing each brush it should be noted which side was up and each brush should be replaced m its originál holder with the proper side up. When new brushes are installed see that they are seated properly on the commutator by grinding them in with sandpaper until this perfect fit is obtained. It is advisable to use brushes obtained from the manufacturers of the equipment, as they háve determined by test and ezperiencc which kind is best adapted to each particular requirement.
Do not put oil or grease of any kind on any part of the starting awitch, as it will cause the switch contacts to become gummed and poor electrical connection wilI be the result.
70 AUTOMOBILE ELEGTBICAL SYSTEMS
If for anj reaHon at all one of the bearínge has to bc TemOTed and replaeed, the adjnetíng cover plate shonld be acrewed into exactly the samé position and the stop inaerted in the samé hole.
Beforo clcaning the tngine with kctosene or gasoline, be Hur« to flrst dbconnect the poaitive, +, battery cable from the bat- tery. If tbU suggcBlion ia not follonccl, a apark may be produced by some part of the livo circuit coming in eontaet with a gronnded part, whíeh may ignito the gas. Be súre to reconneet the batteiy nhen through cleaning.
Several additional fuscs should be carTÍed at all times. If &ny one of the íuses in scrvico ia blown, it ahould not be replaced nntil the cause ia known and remedicl. A fuae may blow due to a ground ur short -circuit in the wiring or lámp aockets of any of the varioca
elcctriŕal circuits. Under no conditions is it advisable to ose a pieve of wiro in plače of a fuae, only in a very extréme emer- gcncy and not then uoleaa the difficultr with the circuit haa been corrected or tt ia known not to be very aerioua and no additional fuaes are available. Ba anre to replace the substltute with a good fuse at the very first DpportiiDity, The current capacity of the fuae should be 10 amperea.
Never run the engine with the battery diaeonneeted. 1d diacoii- necling the battery, alwaya diaeonnect the positive terminál Brat, and in raconnecting alwaya connect the positive terminál laat.
OpcrmtKm of Igtiition Untt
The Westinghouae ignition unit ia made np of four essei)ti«l parta, namely, the interrupter, the condcnacr, the induction coil and the diatributor, Fíg. 54, all mounted in one cmo- Tb« operation
WESTINGHOUaE POB ÍXÍEDS 71
ot the mt«rnipter ma; be observed bj looBening the thnmb Bcrew A, Tig. 55, and slidUig the loose scctioQ oí the insulating Ľaae up- ward. With the ignition switcfa turned to the "on" poBÍtion and the eagine being turned over very alowly by hand, each segment of the inteTTupter cam, ¥\g. 54, in turn passea on and off the fiber bamper. As eaeh segment of the cam passea oS the Gber bumper, Ihe inteiTupter contacte close, thus closUg the electrical circuit
Fíg. S5 — Waanohoute {gnitlon unH lor the Forä car. At teft,
ÍHlemipttr oocer ralte4 and äínlribattr plate tu ponilloti; tight,
tittermpttr cover lowcrcd and distributér plate remaved
from the battery, tbrongh the primáry wínding: of the índuction coiL Then aa each segment of the cam passcs undcr tho fibcr bamper, the interrupter contocts arc opened, which suddcnly opens the electrical circuit, thua causing a high voltage to be induced in the secondary winding of the induction eoii. The accondary winding has one of ita termin&la grounded and the other terminál is conneeted by the distributor to tbe insulated terminala of the
72 AUTOMOBILE ELECTKICAL SYSTEMS
different spark plugs in turn. If thc adjustments of the ignition unit are correct, thc secondary wiiiding should be connected to some one of the spark plugs at the instant that the primáry cir- cuit is opened at the interrupter contacts. The high voltage pro- duced in the secondary winding then will causc a spark betwecn the terminals of the spark gap of one of the spark plugs and thus ignite the chargé of gas in the engino cylinder in which the plug i.s mounted.
The adjustment of the ignition unit should not be disturbed until a thorough search has been made f or the trouble and you are positive the difficulty is within the unit itsclf.
The dištance betwecn the points of the spark plugs should bo adjusted to .025 inch for the best opcration. Missing often will be due to dirty spark plugs^ or the insulation of the plug may bc cracked. The plugs should be removed and thoroughly cleaned and inspected and the points carefully adjusted.
The carbureter should be adjusted carefully, preferably by a man thoroughly familiar with this kind of work, and his instruc- tions in regard to changing to a richer or leaner mixture, use of heating jackets, etc, should be followed.
Although there secms to be no relation between the water cir- culation or insufficient cooling of the engine and ignition, yet it may tend to cause pre-ignition, loss of power, and a tendency for one or more cylinders to keep on fíring after the ignition is turned oíf. An excessive deposit of carbon in the cylinders may be the cause of similar results.
The interrupter contacts should be adjusted by turning the eon- tact screw with a screwdriver so that with the cam segments against the fiber bumper, as shown in Fig. 54, the contacts are open .008 inch. The interrupter contact should be inspected about every 1,000 miles running of the car, and the gap space checked ^dth the feeler gage furnished with the outfít. If the contact points are rough or pitted, they should be smoothed off with a very fine filé, making certain that the surfaces come together squarely after final adjustment has been made.
The distributér brushes should slide freely in their holder and the spring should push the top brush out so as to extend from the holder about one-quarter inch when the distributér plate is re- moved The brushes, however, should be retained firmly by their springs so as to never tend to fall completely out of the tnbr. Be 8ure that both brushes are in plače before pulling on the úis-
WE8TINGH0USE FOR F0BD8 73
tribntor plate. The surface of the distributor plate shôuld be kťpt free from carbon dust between the contact surfaces hy an occasional wiping with a clean cloth.
When the engine is running with any high-tenslon lead discon- nected from its spark plug, as in the čase of a spark plug pump, the disconnected high-tension lead should be grounded to the en- gine f ráme. The ignition unit never should be operated with a high-tension lead disconnected from its distributor terminál.
IntfallaHon of Voltmeter and Ammeter
A voltmeter may be mounted permanently on the dash of the ear and, when properly connected, will indicate at all times the eondition of the storage battery. When con'necting a voltmeter to the circuit of the Westinghouse Ford systém, connect the terminál marked — on the voltmeter to the terminál marked B — on the Westinghouse combined starting switch and cut-out. The volt- meter terminál marked + should be connected to the frame of the ear at any convenient point.
If an ammeter is desired it may be connected easily, as provi- 8Íon for connecting one in circuit has been provided on the com- bined starting switch and cut-out. To connect the ammeter in circuit remove the metal strip between the small terminál and the B — terminál, and connect the terminál marked — on the ammeter to the terminál marked B — on the combined starting switch and cut-out. The terminál marked -h on the ammeter should be con- nected to the small terminál from whieh the metal strip was taken on the combined starting switch and cut-out.
Location of Troubles
When troubles arise in the operation of an electrical systém, it is (lesirable to locate them as quickly as possible, and to assist in doing this the Westinghouse company has gone to considerable trouble in preparing a generál classifícation of the troubles likely to očcur in connection with their systém and the causes of each. It is not likely that you will ever experience any particular diflS- colty and will háve no occasion to make use of certain parts of this list of probable difficulties. In each generál classification, the most likely cause and at the samé time the most easily tested are given first and they should be checked in the order given.
74 AUTOMOBILE ELECTKICAL SYSTEMO
Startmg Tronbles
If the starting motor fails to štart when the starting switcli Í8 closed, open up the starting switch and test out the trouble as fol- lows, asing a direct-current voltmeter to check with. Connect the voltmeter to the battery terminals or better still as instructed in a previous section and observe its indication of the battery volt- age. If it indicátes less than 11 volts or the lamps are vcry dim when turned on, the battery is run down. The condition of the battery can be checked by determining its specific gravity, as previously explained under the section relating to the storage battery.
Next look f or an open eircuit or loose conneetion in' the wires W, W-1 and W-2, Figs. 44 and 45. Bemove the spring collar over the brushes; see that the brushes and commutator are in good condition and not sticky with oil, and the brushes make good clectrical contact with the commutator. Ezamine the contacts in the starting switch to see that the eircuit is closed when the switch is depressed.
If the motor still fails to štart after this inspection, connect the voltmeter leads to the brushes of the motor and close the starting switch, at the samé time observing the voltmeter. If the voltmeter shows no indication the trouble is in the eircuit between the bat- tery and the motor. Bemove the voltmeter conneetion from the positive brush and transfer it back to the positive battery terminál and observe the voltmeter reading with the starting switch closed. If the voltmeter gives an indication of the voltage of the battery the trouble is in the eircuit between the positive terminál of the battery and the grounded brush of the starting motor. Now re- move the voltmeter lead from the positive terminál of the battery and connect it to the frame of the car and observe the voltmeter reading. If the voltmeter does not read the voltage of the bat- tery the eircuit from the positive terminál of the battery to the frame of the car is open. If the voltmeter does read the volt- age of the battery, the conneetion from the grounded brush ol the starting motor to the frame of the car is open. The eircuit leading from the negative terminál of the battery to the starting motor may be tested for opens by connecting one terminál of the voltmeter to the positive terminál of the battery and then moving the other terminál of the voltmeter along the eircuit from point to point, starting with the negative battery terminál and observ-
WESTTNGnOUSE POR PORDS
75
ing the voltmeter reading f or each separáte connection. For example, if the voltmeter indicates the battery voltage with the free terminál connected to the starting-switch terminál to whieh the wire B — is connected, Fig. 44, but gives no indication when the free terminál is transferred to the starting switch terminál to
Fig. S6 — Method of instalUng atrangler on Ford engine
which the wire W-2 is connected, the starting switch being de- pressedy it is an indication of an open circuit in the starting switch itself.
AU these tests may indicate the circuit is closed and that the battery is fully charged yet the starting motor wiU not operate. The difficulty is then likely due to an extra reslstance being intro- daced into the circuit šuch as poor starting-switch contact, bad ground connections, etc, and may be tested for as follows: Gon> nect the voltmeter across the part of the circuit you suspect of being in trouble, for example, the starting switch, and close the awiteh. If there is quite an appreciable reading on the voltmeter the resistance of the switch eontacts is too high and should be cleaned and readjusted. Likewise the resistance of the ground eonneetions may be tested by connecting the voltmeter across the ground connection with the circuit closed and observing the voltmeter reading. There will be practically no indication on the voltmeter if the resistance of the ground connection is low, other- wiae the ground connection will show a considerable indication depending úpon the resistance oífered by the ground and the cur- rent being sent through the resistance. The resistance of the entire starting-motor circuit between battery an(} starting motor
76 ^ AUTOMOBILE ELECTRICAL SYSTEMS
may be checked by observing both the terminál voltage of the battery and the voltage between the motor brushes when the starting switch is closed. The diffcrence in these two readings is a measure of the voltage used in producing the current through the wires, switch, frame of car and all connections and should be small in value in order ihat as large a part of the total battery pressure as possible be available for operating the starting motor. Remem- ber that the voltage between brushes of the starting motor and the battery voltage will be the samé if the starting switch is closed and the circuit inside the motor is open when the measure- ments are made and is no indication of a low resistance but instead an open circuit.
If the engine does not pick up immediately after two or three trials, although the starting motor turns the engine at the required speed, tlie trouble is more than likely due to one of the foUowing causes: Gasoline supply exhausted; dirty spark plugs; faulty car- bureter adjustment; ignition systém at fault.
If the engine is cold or has not been in usc for some time it may be necessary to use the strangler, which reduces the air supply to the carbureter. The installation of the strangler is shown in Fig. 56.
If the lamps in one circuit do not burn, the trouble may be due to the lámp being burnt out or a broken connection in the wiring. Carcfully examine all the placos whcre the electrical connections are made on that particular circuit, and try a lamp that you know U O. K. in the lamp socket.
If none of the lamps will burn, and the voltmeter reading, when the inštrument is installed as instructed in the scction on installa- tion of voltmeter and ammcter, drops to zero with the engine stopped, this may be due to:
(a) The terminals of the battery are disconnected or corroded so that they do not make good electrical contact.
(b) The wire W, Fig. 44, is disconnected or broken. If the volt- meter indication is O. K. the trouble may be due to:
(c) Blown f use. If the f usc is blown do not roplace it immedi- ately but look over the wiring carefully for an accidental ground or short -circuit. In looking for grounds or abrasion of the insula- tion on the wire or an electrical contact between the ends of the cables or current-carrying parts of the wiring devices and the metal of the car, socket shells, etc, should be examined. When the trouble has Iwen locatcd and corrected, replace the browu fuse
WESTTNGHOUSE FOB F0RD3 77
with anotber fuse of the sáme current capacity. If tlie trouble on the circait cannot be located immediately, then turn oíf the switch on the daňiaged circuit or disconnect the part of the circuit in trouble by loosening wire from under a screw or disconnecting it, if absolutely necessary^ by cutting the wire, and háve the diffi- culty adjusted at the very first opportunity. If the trouble is in a particnlar lámp socket, disconnect the attachment plug from this sockct until the trouble can be removed, and see that the removed attachment plug does not dangle in šuch a way as to make a ahort -circuit on the metal of the car.
(d) Wire W or W-1 may be disconnected or broken. If this is the čaše the starting motor will not operate.
(c) Wire W-4 or W-5 may be disconnected or broken.
m
s
r°nm
Fiff. 57 — Opened and closed poaitiona of Weatinghouae
cuťout 8witch
(f) The lamps may be burnt out. This is likely to be the čase when any of the troubles a, b or d of this section happen.
(g) The battery may be run down.
If the lamps iň a circuit go out for an instant only, the trouble is probably due to a loose connection in the circuit so affected. If all the lamps go out for an instant, there is probably a loose connec- tion at one end of the wire W-4 or W-5.
If the lamps are dim when the engine is not running, this indi* cates that the battery is discharged. If possible, háve the battery charged at once from an outside source. It is advisable to check up on the charging rate to see that the battery is being properly charged.
Battery Troubles
The battery may not stay charged and the difficulty may be due to any of the f ollowing causes.
(a) The car is not run enough without the lights or at high enough speed for the generátor to chargé the battery and replace
78 AUTOMOBILE ELECTBICAL SYSTEMS
the electrical energy that is drawn from the battery when the lamps are burning with the engine not running or running at very low speed and that used in operating the starting motor and igni- tion unit.
(b) A ground in the car wiring. With the engine stopped and the lights turned off, disconnect one of the battery wires and touch it lightly on the battery terminál a few times. If a spark is pro- duced theŕe is a ground or short-eircuit in the wiring.
The battery may not chargé even though the engine is running at a high enough speed, due to one or more of the following causes:
(a) Loose connection betwecn the starting switch and electrical unit. See that the terminals of the wire W-2 are tight, and ex- amine the wire betwecn the terminals for a break.
(b) The magnetic switch, or cut-out, in the generátor circuit is not operating properly. Examine the switch and see that it is connecting and discdnnecting the generátor and battery prop- erly. The switch should be in the open position when the engine Í8 not running, as shown to the left in Fig. 57, or should stay in the closed position, as shown to the right in the figúre, when the engine is running at a speed equivalent to a car speed of approxi- mately 9 miles per hour with high-gear connection. The speed at which the cut-out closes of course, varics considerably. If the switch does not close, the generátor is not developing sufficient voltage due to the presence of oil on the brushes or eomrnutator, or some of the brushes may be worn to šuch an extent that they do not make electrical contact with commutator.
(c) The friction sprocket may háve lost its tension. With the engine stationary, try to turn the electrical unit by hand in both directions. If it can be turned easily in one direction the nut, Fig. 35, should be tightened sufficiently to enable the engine to drive the electric unit. When running the car at 15 to 20 miles per hour a faint click may be heard about every 5 minutes. If the clicking becomes more rapid than three or f our times in 5 minutes, tighten the adjusting nut a third to a half turn.
(d) The shunt-field brush, Figs. 44 and ^5, may not make good contact with the commutator. Adjust the brush and if this does not correct the trouble make the following tests: Test out the shunt-field circuit for open connections. If the shunt-field winding is found open-circuited, the trouble was no doubt originally due to an open circuit between the generátor and the battery or to run- ning the generátor with the battery disconnected.
WE8TTNGH0USE FOU FOBDS 79
(e) If the engine turns over slowly after the ignition switcli íb tumed to the ''off " position, it is an indication that the generátor eut-out Í8 stieking and the battery is discharging through the elee- trical unit which is now operating as a motor. Should this happen, immediately close the ignition switch and while the engine is run- ning disconneet the wire from the generátor and then ezamine and adjnst the cut-out switch.
Ignition Trottbles
If the engine fails to pick up the difficuUy may be dne to failure of the spark, and the following inspections and tests may bemade:
(a) See that the ignition switch is in the ''on" position and that the wire or wires leading from the switch to the ignition unit are not disconnected or broken.
(b) See that there is gašoline in the carbureter and if there is none it may all be used up, it may not be tumed on, or the gašoline feed pipe or valve may be stopped up. If the systém is of the gravity feed type the gašoline may not flow into the carbureter on ■teep hills.
(c) If there is gašoline in the carbureter, také out one of the ■park plugs and lay it on the engine with the sparking points in the air but with the threaded part in contact with the engine frame. Tum the engine over by hand or the starting motor, and if there is a spark produced at the plug gap, the trouble is not in the eleetrie systém but probably due to poor gašoline, water in the gašoline or the temperature may De too low f or the gráde of gašoline used.
(d) If the samé battery is used f or the starting motor and igni- tion and there is very little chargé in the battery, the battery may Bot be strong enough to produce a spark of sufficient intensity at the samé time that the starting motor is drawing current to turn the engine over. Often time in šuch cases the engine may be started by hand, thus preventing an ezcessive draw on the battery.
If no spark is produced when you try test c and the battery is not diseharged, aa indicated by tests in d above, then make the follow- ing tests to try and locate the difficulty:
(a) Observe the voltmeter indication, and if with the engine idle it indicates less than 11 volts when the lights are tumed off, the battery is run down.
(b) If the lights do not bum when they are tumed on, there is
80 AUTOMOBILE ELECTRICAL SYSTEMS
probably a loose connection in one of tlie wires f rom the battery.
(c) If the lights do bum when they are turned on, try turning the ignition switch **off" and **on" several times and then test for ignition spark again. If the ignition now is found to be all right, there was a poor contact at the switch.
(d) If these tests and suggestions do not remedy the difficulty, there may be a loose connection or broken connection in the vari- ous wires running to the ignition switch or in the low-tension wires running to the ignition unit.
(e) If the switch wires and all connections are found in good order, remove the distributor plate and see that both brushes are free in their holder and making good contact. Clean the brushes and contaets inside the distributor plate and try again for the spark.
(f) If these tests háve not yet remedied the difficulty, raise the interrupter cover and see that the interrupter contaets touch and Reparáte properly when the segments come in contact with the fiber bumper. If these contaets do not close, if they appear to be dirty or if they separáte more than .008 inch, they should be adjusted.
It sometimes happens that the engine is firing on all cylinders, yet it does not develop its usual amount of power. The difficulty is more than likely due to the spark being retarded too múch, or tôo rioh a mizture of gasoline. ^
If the engine misfires on ccrtain cylinders at all speeds, the f ol- lowing tests should be made to determine the difficulty:
(a) Disconnect the spark plug terminál of any one of the cylin- ders that misfires and hold the end of the terminál about ^ inch f rom the engine cylinder but not quite in electrical contact, while the engine is turned over. If a spark occurs in the gap betwcen the end of the wire and the cylinder, the trouble is not due to the electric systém being out of order but in the spark plug, valves or piston.
(b) If no spark is produced after the above tests are made, examine the spark plugs of the cylinders that are missing to see that they are cleaned, the insulator is not cracked and that the gap is adjusted properly.
(c) If no spark i s produced while making tests in (a) the diffi- culty may be due to the high-tension lead f rom the distributor ter> minal to the spark plug being broken, the connector at the dis-
WESTINGHOUSE FOB :PORDS 81
tribntor may be loose, the wire may be bare and touching somo metal part of the frame or engine.
The engine may misfire at either high or low speéds only and in rarh cases the difficulty is probably due to the following causes. If it misfires at low speeds, the carbureter Í8 more than likely out of adjostment; the plugs may be fouled, or the interrupter con- tacta may be a little dirty. When the engine misfires at high speeds only, the carbureter adjustment is feeding too rich a mix- tnre into the cylinders, or the interrupter contacts may be too f ar apart.
Baek-firing of the engine is not always due to the ignition sys- tém bnt may be caused by the spark being advanced too far or the engine being out of time.
CHAPTER V
Heinze-Springfield System for Fords
THE Heinze-Springfield starting and lighting systém for the Ford car is of the two-unit, B-volt, single-wire type. The generátor and motor are mounted on a special bracket attached to the left-hand side of the engine, the generátor being below the motor. The generátor is driven by a silent ehain which runs over sprockets on the crankshaft of the engine and gen- erátor shafts respectively. The motor is geared to the engine, when used in starting, by a Bendiz drive, the pinion of which meshes with a large gear on the generátor shaft and the sama silent chain that is used in driving the generátor. One type of generátor has a bucking field type of regulation and another type has electromagnetic regulation.
Pjreparmlioii of Engine for Moímting
Before dismantling any part of the car, eheck over the biU of materiál to make surc that every part is on hand. Adjust the ignition and carbureter so that the engine is running smoothly. Remove the foUowing parts, observing the precau- tions mentioncd. Disconnect the radiátor by removing bolta on cach side, remove the rod, water conneetions to engine and wires to the headlights. The water ontlet pipe should be dis- connected from the hose, after the radiátor has been removed and discarded. Bemove the fan and starting crank, fan belt and fan bracket. Bemove the fan pulley from the crankshaft and discard the pulley and pin and cotter pins. Nezt remove the timer, or commutator, and disconnect the rod from the timer čase. Plače the commutator čase back along the side of the engine after it is removed, but do not disconnect the wires. Bemove commutator brush assembly, after noting čare- fully the exact position of the brush, and do not tum the engine over while the brush is removed. If the brush is replaced eare-
HRtNZK-SPRINCJFIín^D SYSTEM FOR P0RD8
(^"
84
AUTOMOBILE ELECTBICAL SYSTEMS
fully in its originál position when reassembling, the timing of the engine will not be altered.
The timing-gear cover, or cylinder front cover, now should be removed, retaining all the bolts, the nuts, the gaskets and the cotter pins for rcplacement in mounting the main bracket plate supplied as part of the Heinze-Springfield equipment. It ifl necessary to remove the felt washers around the open- ings in this timing>gear cover for the crankshaft and camshaft and plače them in the corresponding openings in the new bracket plate which is to také the plače of the cover. If the car has seen considerable service^ it is advisable to replace these wash-
Pig. 69 — Correct aaacmbly o f beU tiohtener for Ueinze-Springfteld installation on Ford car
ers with new ones to prevent a leakage of oil from the crankcase. Secure the Heinze-Springfield water-outlet header, A in Fig. 58, in plače on the cylinder head casting, using the originál Ford bolts and gasket. Plače the fan-belt tightener, A in Fig. 59, with the nose away from the large gear housing, in the slide provided for it on the main bracket plate B. Bemove the fan adjusting screw and locking nut from the Ford cylinder front cover and use same^ together with the two lock washers, C, and plain washers, D, to secure this tightencr as shown in Fig. 59. Set the main bracket plate in position on the Ford engine, and bolt securely in plače, using the originál Ford paper gasket, cap Bcrews, bolts, nuts and cotter pin. Be súre to tighten all bolts securely to prevent oil leaks. Then bolt the main bracket plate
HEraZE-SPBINQTTELD SYSTEM FOB F0RD8 85
C to the water outlet header A, using the tno, 3, boItB, 1, loek wäBb- en *Dd 2, plain nrashets as shown in Fig. 58. The commutator brtuh aseembl; and commutator now may be replaced, taking partieular čare to put them back in their originál position. Con- neet the eomniiitator advance rod back io poaition.
Initallmg tbc Electrical Uniti
The combined generátor and štart i ng motor u nit should be pUeed in position on tbe main bracket, plate C, with the chain adjnating atud D in plače on tbe electrical unit, as ahown in Fig. 58. The chain adjusling stu d D should rest freely in
inkíng apracket íor Helnxe- on on Ford car
tb« bottom of the elot at the top of the main bracket plate C. Assenble on thla ebain adjusting stud D, plain washer, 4, lock waiher, 5, aut, 6, and screw, 7. Be súre that the shoulder of the ehaln adjtiBting stud D is turncd up tight against combined head E. Place the lower adjusting bolt F in the alot provided for ít on the main bracket plate C. A Io<^k waaher, 5, and nul. S, are pro- vided for this bolt, and tbey sbould be plaeed in their respective poaitions. Do not, however, tighten either the upper or lower cbain adjusting bolta at this time.
Wbile the electrical nnit is mounted loosely in place, tbe chain
86
AUTOMOBILE ELECTRICAL SYSTEMS
FANEUOEY A
may be installed in the following manner. Plače the generátor shaft spacer G and the Woodruff key, 9, on the generátor shaft, Fig. 58. AJso plače the gear and sprocket assembly H on the gen- erátor shaft, 80 that the large gear is on the insidc toward the naain bracket plate C. Plače the chain I around the crankshaft sprocket J, and also plače the chain around the small sprocket now on the generátor shaft, taking particular čare that the open side of the crankshaft sprocket ia toward the front of the car. With the two sprockets and chain in this position, slide the crank- shaft sprocket J and gear and sprocket assembly H into plače on the crankshaft and the generátor shaft respectively, taking čare that the starting-pin hole in both the crankshaft and crankshaft sprocket are in alignment. In- sert the starting pin A, Fig. 60, with the counter bore f or the cotter pin toward the front of the car. The holes in the start- ing pin are to align with the holes in the rear wall of the crankshaft sprocket. When the two cotter pins, B, are in plače, it is necessary that their ends be bent over against the rear face of the crankshaft sprocket while they are held iip tight in the holes. Uniess they are fastened in this manner, which permits no end movement, their ends are liable to be broken off and allow the starting pin to come out, which would roFult in very serious damage to the cntire systém. Tighten the chain by the fillister head cap screw, 7, in the upfier chain adjusting stiid D, Fig. 58, until it is reasonably tight and securely lock the unit in position by the holding stud nut, 6.
The chain covcr L, Fig. 58, next is to be placed in position and should be fastened with cap screw, 11, and lock washera, 12, to the bracket plate.
Plače one of the fan-belt guards M on the generátor sbaft, with the three projections toward the front of the car, then assemble the fan-belt pulley, N, against this guard anil coniplcte fan-belt-
Fig, Ol—Bpccial Jan
pulley f or ncime-
Springjlcld installa
tioH OH Ford car
HEINZESPEINOmRLD SYSTEM FOR FOHDS S7
pnllej ass^mbly irith the other fan-belt guard O, this tíme, liow- ever, plaeing the three pro.iections towarJ the r^ar ot the var. Thia aasemblj' should be locked Becurelv to tlie generátor shaft by the use of the plain waaher, 4, the- cBatellaled nut, 13. The
inif and If^hllnp
eotter pin, 13, tben mušt be platľed through the end of thÍB shaft to lo«k this nut.
Nezt instal] the motor rear atiSening bracket P, Fíg. 58, as follows; Bolt the brarket I* loosely to the cylinder head with the holt taken out and also štart the bolt, 3, Fig. 5S, faateaing the bracket to the motor brush head, but do not tighten. First tightea
AUTOMOBILE ELECTRICAL SYSTEMS
HEINZE-SPRINGFIELD SYSTEM FOR FORDS 89
thť bolt on the cylinder head^ thus connecting the bracket ri^^idly to the Ford engine. Then tighten the bolt securing the brácket to the motor brush head. Do not be afraid to filé the bracket so it wUi fit.
Assemble the two half puUeys, A in Fíg. 61, over the Ford fan jmlley and fasten them in plače. With this new fan pulley the U'lt will run closer to the blades than before. Mount the fan in {>o8Ítion on the main bracket piate C, Fig. 58, using the originál Ford acrew, and adjust the fan belt B, over the two pulleys to the proper tension.
The Bendix drive now should be installed on the motor shaft as shown in Fig. 58. Bemove the drive bolt of the Bendix unit and plače the latter on the starting-motor shaft; then replace the drive bolt through the hole in the end of the shaft; and secure it by the lock washer and nut, taking čare to bend the small pro- jection on the special Bendix loek washer against the side of the Dut. A view of the completed installation is shown in Fig. 62.
Before reassembling the radiátor, put back the hand starting i-rank as it was originally^ and turn the engine over several times to see that everything turns free. Solder onc end of the hea4l- iight ground wire to the inside face of the radiátor, bringing tbe wire out through the holes provided for the headlight wiring, and be súre to allow sufficient wire to reach to the lámp sockcts. Xext replace the radiátor, and turn the fan over slowly by hand to determine whether the blades interfere with anything at alh ^ťcnre the water connections and refiU the radiátor.
IiiitallatioD of Switch and Vt^ring
Bemove both the front and rear floor boards from the car. Abont an inch to the right of where the steering post goes through the dash, there, is a hole in the toe board, which originally was provided for the Ford horn cable. Bemove the toe board and enlarge this hole to about 1^4 inches,- which will be used to bring the wiring through to the switch. Bemove the Ford magneto-to- roil wire, which runs from the Ford magneto to the Ford coil, and dijtcard. Bemove the present Ford switch-to-terminal wire, which mns from the Ford lámp switch to the magneto terminál on the roil, and discard. Bemove all the present Ford headlight wiring, and diflcard.
Také the eomplete wiring assembly as shipped in the 13-inch
90 AUTOMOBILE ELKC ľKICAl. SYSTEMS
Im i !
•Tn^ilLj_ I
!J
NJl
k1
r*l
W
h
'^4
HEINZE-SPRINGPIELD SYSTEM FOR PORDS Ôl
length of circular loom, and^ with the swítch mounted in the switch braeket connect the varioiis wires, being very careful to assemble the proper terminals on the proper posts as follows, Figs. 63 and 64. Connect one large wire with terminál marked S M on the post marked S M; one large wire with terminál marked 8 B on the post marked S B. There remains four small wires with terminals marked C, M, L and G N which are to be placed under the hciids of the spring-terminal posts bearing the corresponding lettors. The spring-terminal marked A M is for the ammeter only.
By the two switch bracket clamps, fillister heads screws and lock washers, fasten the switch to the dash of the car slightly to the Icft of the steering post in šuch a position that the hole in the end of the stay rod will line up with the Ford body bolt. Re- move nut from this bolt and clamp the stay rod seeurely in plaee.
These instructions for mounting the switch on the dash apply to the ninabout and touring cars, and the foUowing instructions should be followed in the čase of the sedan or coupelet. By three round head blued wood screws fasten the switch to the dash of the car, slightly to the left of the steering post in šuch a position that the hole in the end of the stay rod will line up with the Ford body bolt. Remove the nut from this bolt and clamp the stay rod seeurely. The stay rod is supplicd only for sedans and coupelet and mušt be so.specified when ordering.
Extending through the 13-inch piece of circular loom are two wires, one end of each being connectcd to the spring terminals C and M, Fig. 63, on the back of the switch. Connect the wire from the terminál C to the magneto terminál on the Ford coil box, and connect the wire from the terminál M to the magneto eontaet on the íly wheel housing. These two terminals formerly were connected diroctly together by the magneto-to-coil wire.
On the back of the switch the spring terminál marked G N is to be connected to the upper generátor bruah by the special braided wire. This is a special resistanec wire, and no other should be substituted. The heavy wire connected to the post marked 8 M on the back of the switch should háve its other end connected to the upper, or positive, brush of the starting motor. The wire connected to the spring-terminal post marke*l Li is to be connected to the headlights and tail light. This wire should be secured to the car frame at several convenient pointa to keep it free from oil and prevent chafing and conseqnent
92 AUTOMOBILE ELECTRICAL SYSTEMS
grounding of the lighting circuit. Wires are provided for grounding one side of eaeh of the hcadlights and the tail light. Wheii single contact lamps are used or if the socket is grounded, these ground wires are not required. The internal connectiona of the systém given in Fíg. 63 is shown in Fig. 64.
Battery InstallatioD and Coímectioii
The battery. box should be installed on the right-hand run- ning board, midway between the front and rear fcnders, partieu- lar attention being taken to see that it does not interfere with the opcratiun of the doors and at the samé time offers a mini- mum obstruotion to getting in or out of the car. In the bottom of the battery box are six holes, the four inside holes being pro- vided for the four carriagc bolts to hold the battery box on the running board and the two outsidc holes for the two battery hold-down rods which hold the storage battery securely in plače. Six eorresponding ^^-inch holes mušt bc drilled in the running board to agree with these six holes in the bottom of the battery box. Plače the two wooden pads inside the battery box and the two steel pads under the running board, and clamp them all together by the carriage bolts. Plače the storage bat- tery in the box, with the positive terminál toward the rear of the car, and fasten it in plače by the hold-down rods, which are hooked over the handles and bolted on the under side of the running board. After you háve done this proceed as follows.
At a point midway between the two wire holes in the battery box, pry down a part of the running-board apron, or splash board, with a large screwdriver or pinch bar, to provide suffi- cient space between the upper edge of the running-board apron and the bottom of the body for the 4-inch piece of circular loom through which the battery cables are to pass.
Remove the upper right-hand bolt holding the transmission čase cover in plače and assemble under this bolt the starting- cable clamp. From the post marked S B on the back of the switch, Fig. 63, run the positive battery cable to the battery, placing it under the starting-cable clamp, already mounted on the transmission čase. Pass the cable through the circular loom placed between the running-board apron and the bottom of the body through the hole in the battery box to the positive terminál of tho battery. Do not fasten this terminál to the battery uutil
HEINZE-aPRINGFIELD SYSTEM FOR FOBDS 93
the inetallation is all complete and you are ready to test for flhorts and grounds.
Remove the two lowest bolts Írom the transmisslon čase cover, and clean the transmisslon čase cover at this point with a pieee oí sandpaper or emery cloth to insure a good electrical contact at this point. Under these bolt heads assemble the brasa groand strip attached to the plece of heavy cable. Run the other end of this piece of cable through the short piece of circular loom, through the hole in the battery box to the negatíve terminál of the storage battery and fasten it securely to the battery terminál. With all switches open touch the positive battery cable to the battery terminál, and if no spark occnrs when this contact is broken, make the connection per- manent. If a spark occurs locate the trouble before making a permanent connection.
Dash Switch and Hont
The dash switch is designed to control cranking, lightíng and ignition. It also embodies a mechanical cutout, whieh opens the circttit when the engine is stopped, preventing a dischargo of the battery through the generátor winding. The button in the center of the switch controls the cranking motor, and the switch rotates and makes the following connections: First, ignition on, lights off; secondy ignition on, lights dim; third, ignition on, lights bríght; fourth, ignition on, lights, dim; fifth, all circuits open.
When the switch is in the position of lights dim, ignition off, or in the off postion, the starting button is locked, and the remainder of the switch may be locked, to prevent cranking with the ignition off and also to prevent tampering. The switch mušt always be in an off position when the engine is stopped, otherwise the battery will discharge through the generátor wind- ing. The Ford ignition switch should be placed in the on position and allowed to reinain so at all times. The cowl light is controlled by tuming the lever on the side of the light itself. The dim- ming of the lights is accomplished by placing a resistance in serieš with the lamps.
The hom equipped on the Ford car is operatcd by alternating carrent supplied by the Ford magneto. This horn, however, may be used without interfering in any way with the Heinze-Spring- field equipmenti but it cannot be operated by the storage bat-
94 AUTOMOHILK KI.K'.TRKÍAI. SYSTEMS
tety. The user, if ilcsired, may install a. ilircrt-currcnt horn, which can be operatol Írom the battcry anil ihould be eonnectcd as showQ in Figa. tí'J and 64.
Placc tho Hpark and throttlc Icvcrs io tho uaual starting poai- tion, Bud be surí; the brake lover 13 in thc propcr poHÍtion ao tho engine is not ciinnoťlcii niui-hanically to the ri-nr axle. DeiircÄB thc HtartiDK button in thc center oí the eonibination swilrh, and the motor should štart tii revolve. The rotation ot the motor armatúre will eause the Retidix drivc pinion to be earried alon); tho threadcd ahaft úpon wliirh ít is mounted untii it engages tho tielh on the large driving gcar iu Fíg. G2. Aftcr the pinion
FIff. 6S—Mflho<l 0/ groandlno onr of Ihe
and Kear are engaged thc Marting motor is conneeted mechanic- ally to the engine and will cauae thc rranltabafl to rotate. If thc engine doea not atart in h few aei-ond^, utop the starting motor and primo thc cylindera, or tlie chuking devire may bo used U'ith thc starting motor in oporation. 8hould the engine atill fnil to atart, ínvcKtigatc tho cause, as othcrwisc thc bat- tery will be cxhaustcd needlcsaty. Frequcnt dÍ!>iľhargíng of tho storagc battcry in this way very appreciahly aliortena ita life,
Wlicn thc switľh is thrown to any "ignition on" poaitíon the amnietcr should show a dis.harge of 14 to 20 ampcrea. Ab tho engine begina to riitate tlie nnmieter neŕillc will awing toward thc right, indicatiiig that thc generátor ia opcreting properly.
The bnll bcaringa on wliich the armatúre of thc generátor rotalcs should bo oilcd with a light non-acid oil about every 400
HEINZE-SPRTNGFIELD SYSTEM FOR FORDS 95
miles. The motor armatúre rotates on two white metal bearings and these should be oiled at the samé time the generátor bear- ings are oiled. Be careful in oiling the bearings not to allow any dirt to enter with the oil as this would cause the bearings to grind. The Beudix drivc should never be oiled. AU grease and dirt which niay accumulate should be wiped off occasioually and the threads thoroughly cleaned with keroscne.
When the systém iirst is iustalled the chain should be ad- justed fairly tiglit, aud the chain should be examined through the holes in the chain cover after the car has been run about KMi miles. The chain duubtiess will be loose and shouhl bo tightened, and this ins])ectiou and adjustnieut repeated about ťvery 300 or 400 miles. The chain may be tightened by first looseuing the motor stiffeniug bracket at 3, Fig. 58, and also the upper and lower locking nuts, 6. By turning the íillister head cap screw, 7, which is mountod in the chain adjusting stud D, tighten the chain to the i)ropcr tension and lock the unit in plače by tight- ening the upper and lower locking nuts and the stiffening-brackct bolt.
Refill the storage battery about once a week, especially during the summer, with distillcd water. Inspect the terminals occa- síonally and keep them thoroughly clean from any corrosion of any kind. Baking sóda and water may be used in cleaning the terminals, as it will cuunteract the acid. Do not allow the battery to stand in a discharged condition, especially in cold weather, as it is very likely to freeze and burst or crack the containing jars.
Adjusting Generátor Output
The regulation of the cutout of model 33 generátor is ac- complished by a reverscd or differential serieš íield. The mag- netic action of this series-field winding opposcs the magnetic action of the shunt íield winding and thus prevents the output increasing with inrrease of engine speed as rapidly as it would if this action wcre not prcsent. Sometimes it is necessary to increase the output, or charging rate, an<l this can be done by shunting or by passiiig part of the current out of the serieš field winding and thus causing less magnotic opposition to the dhunt ficld winding. One end of the serieš field is grounded and the other end is connected to the lower brush holder on the
AUTOMOBILE ELECTRICAL ^SYSTEMS
HEINZESPBINGFIELD SYSTEM FOR FORDS 97
generátor, which is the bottom machine. By grounding the lower brush holder, both ends of the serieš fielrl will be coii- neeted to the frame of the machine, permitting the greater part of the currcmt to pass through the frame. The connec- tíons of the series-field winding are shown in Fig. 64.
The bnish may be grounded as follows: Remove the brush ťover and the brush screw, 7 x 13, Fig. 65, with the metal and fiber washers, 2x8, and 2 x 10, respectively. Now re- move the fiber washer, 2 x 10, from the screw and replace the screw, 7 x 13, and metal washer, 2x8, screwing samé down tightly. If all other conditions are normál the charging rate should be inereased from 5 to 10 amperes.
The wiring diagram given in Fig. 66 shows a generátor equipped with an electromagnetic cutout and having electro- magnetie regulation. The internal connections of this systém are shown in Fig. 67. If you are convinced that the troublo yoa are having is in the regulátor its adjustment may be taken eare of as follows: Connect a reliable ammeter in serieš with the ammeter installed on the cowl board to be used in checking. Looking at the regulátor from the side on which the wires are connected to the terminals^ the set of silver contact points on the near side are for regulating the value of the charging cur- rent from the generátor; these points are called the regulating eontacts. The other set are the cutout contacts, which close and open the circuit between the generátor and the battery. First, make súre that the two sets of contacts are clean and smooth; seeond, determine if the regulating contacts are closed. If thesc contacts are not closed, bend down slightly the ear on the thin brasa plate to which the fiat steel spring is attached. The cut- out contacts should háve enough spring tension to make them stand open when the engine is not running, and the spring tension should be so adjusted that when the engine is running at a speed equivalent to 7 or 8 miles per hour the contacts will close, and the ammeter should indicate a chargé. If ammeter shows discharge when contacts close, it is an indication the contacts are closing too soon and the spring tension should be inereased.
The regulátor contacts are adjusted by bending the ear of the thin brass supporting plate to which the Hat spring is at- tached. To increase the current output of the generátor, bend down the thin brass plate, and to deerease the current bend the
AUTOMOBILE ELECTBICAL SYSTEMS
HEINZE-SPRINGFIELD SYSTEM FOR FORDS
99
tliin brans plate upward. In the majority of cases, if the regu- látor is 80 adjusted that 15 amperes is the greatest current the generátor will deliver, satisfactory results will be obtained. In some extréme cases the rate may háve to be increascd to aa mach as 20 amperes.
These suggestions apply to the model 33 generátor with a bueking field regulation. If the type of generátor having elcc- tromagnetic regulation is used, tl^e following suggestions should be observed in addition to the above: Inspect the cutout to see that it opens and closes the circuit at the propcr time so that the battery immediately starts to chargé as soon as the circuit closes and the rate of discharge justbeforc the cutout opens sbould not exceed two amperes. The regulátor should be in- specteil occasionally to see that its contacts arc elean and that the battery is being charged at the proper rate.
Not Cranking
Cranks Slow
LoGating Troubles
''Battery discharged Shorted celí Dirty or rusty Bendix Broken Bendix spring Short or open in fields Short or open in wiring Short or open in armatúre coils Short or open in coramutator bárs Short or open in connection Short or oi)en in switch Weak springs Brushes burnt Brushes short Water or oil soake.l
Battery gravity low
Loose or corroded terminals
Cold weather
High resistance at brush contacts
Starting switch making poor cou-
tact Spring tension weak Brushes not fitted to commutator Pig tails loose
100
AUTOMOBILE ELECTBICAL SYSTEMS
Lights Dim — Battery Low
Lights Dim — Engine Running
Flickcring Lights
Some Lamps Bright and Some Dim
Ammeter
shows no
chargé
with e n gin o
running
Brushes
Field
Armatúre
Low amps.
{Internal leakage External leakage
{No water in battery Battery sulphated
{Generátor inoperative Loose connections in wiring
r Wrong voltage of lampa "j^Poor ground — ^wire too email
^Poor ground Carbon dust — ground Binding or twisted Too short or twisted Not fitted to commutator Poor tensipn on springs Pig tails loose High resistance contacta
Open
Shorted
Chafed
Loose connections
Burnt out
Poor ground
Oil or water soaked
^011 or grease on commutator High commutator bárs Low commutator bárs Shorted commutator bárs Poor soldering of Bárs Shorted coils Open coils Armatúre nibbing pôlea
Í Generátor lead grounded Positive brush grounded Brushes not seated on commutator
CHAPTER VI
Everready System f or Fords
THE Ererready starting and lighting systém f or the Ford car is a 8ingle-unit, single-wire, 12- volt systém. The combined gen- erátor and starting motor unit is mounted on a bracket attached tc the front of the car, and the shaft of the unit assumes the posi- tion normally occupied by the hand crank. The mechanical con- neetion between the shaft of the electrical unit and the crank- fthaft of the engine is so constructed that the armatúre is driven at engine speed when the unit is acting as a generátor, and the armatúre rotates 4.3 times as fast as the crankshaft of the engine when the unit is being operated as a starting motor. The starting Fwitch is mounted in the housing of the unit and is operated elec- tňtally by an electromagnet which in turn is energized by moving the spark lever on the steering column to a full retard position, thos elosing the circuit of the electromagnet at a special switch mounted on the steering column.
The operation of the starting switch closes the serieš circuit through the electrical unit, opens the shunt circuit of the gener- átor field and also pulls a pawl into engagement with the ratchet tf'eth arranged around the outside of the gearcase, thus causing the unit to act as a starting motor, and connected to the engine with a reduction of 4.3 to 1. As soon as the pressure is removed from the retarded spark lever, the circuit of the starting-switch electromagnet is broken, the serieš connection is broken, the pawl is removed from engagement and ihe shunt field winding is con- nected. When the engine reaches a speed equivalent to approxi- mately 11.5 miles per hour on high gear, the cutout will dose and fonnect the generátor to the battory, which should immediately Márt to chargé. The cutout is located inside the housing of the electrical unit. A separáte set of brushes is provided for the generátor and motor f unctions.
BTBBREADY SYSTEM FOR FOBDS 103
Remove the nuts Írom the spring clips holding the front spring to the frame'cross membcr. The two nuts on the front of each of the spring elíps are to be discarded, but the two nuts on the rear of the spring clips will be used again.
Drive both spring clips down so that there will be sufficient space between the spring clip and lowcr leaf of the front sjíring to permit the eaŕs of the supporting bracket brace to be inscrted. Be careful not to in jure the screw thread on the spring clips while driving them down.
Také the assembled supporting bracket with its brace, and loosen up the nuts on the two ílat-head bolts so ttiat the braco is free to move. Then inscrt first oue ear of the brace between the spring clip and the lowcr Icaf of the front spring, and after ono <'ar ia in position it will be an easy matter to slide the brace baok and put the other ear in plače. Then drive the spring clips back into their originál position, being careful to insert the front threaded ends of the spring clips into their respectivo holes in the supporting bracket.
Plače lock washers over the rear threaded ends of the spring clips and put back the nuts that wcre on originally. On the front threaded ends of the si)ring clips plače the roctangular spring clip lock plates, after which the new spring clip clanip nuts are to be screwed on to the front threaded ends.
Tighten up all four nuts, being careful that they are drawn up uniformly. It would be best to tighten them up one turn at a tíme. Be súre that the spring clips tighten the- supporting bracket brace uniformly. Do not let one corner of the spring clip do aU the work. While tightening up the nuts, see that the front of the supporting bracket is square and perpendicular; after the nuts are thoroughly tightened, the lock plates should be turned up to prevent the front nuts froni looseuing. The rear nuts will be taken čare of by the. lock washers that wcrc put on.
The lock plates for the front nuts shouM be so placed that one side lies even with the ílat sidc of the supporting bracket. This will prevent the plate froín turning. Then turn up one corner of the lock plate against the ílat side of the hexagonal nut. This in turn will keep the nut from turning. If there are poor thrcads on any of the spring clips, it would be wise to replace šuch de- fťctive spring clips with now oncs having perfect screw threads. Be súre that all nuts are tight.
AUTOMOBILE ELECTKICAL SYSTEMS
■ o
a °
m
Aftt>r thp spring elíps arc <lrawn up homp, tighten up thc nuts mi the Hat hťail avrcwi. This will complfto the operatioa of in- elalling the Hupporling brai'het.
Xcxt install the coupling shaft iinit rompoBeil of psrta A, B, C aad D, Fig. 69. luicrt the coupUng aleeve D in front ot ŕan
EVEBBEADT SYSTEM POR POBD3 Ifó
'1
pullpT and tum it untií the crankshaft atarling pin engagcs with 'lot in the sleeve. Neitt iiiaert tlie couiiling shaft D through the hole, from which the ol<l hanij crank and buahing wcre rcniovod, ontil it protruilea through tlio rear about an inch, Then reach Jown behÍDil the radiátor and aiip the apríng rctaíncr B over the ■qaare enil of the coopling shaít. Slíp eoupHng apring C over the protradiug aquare en<l of the coupling shaft and pueh tho ahaft inirsrd ontit the aquare end of the coupling shaft cngagoa wlth the square hole in the foupling sleeve D already in plače. Tho lompleted operation is shown in Fig. 70.
butalliDg Electrícal Unit
Bemove the three eap ecrews from the back of the electricol unit, Yig. 69. One of these acrcws ia at either slde and one at the bottom. Place the electrical unit in positlon ao that the (latch end of the ehaft, Fig. 71, v/M engage wilh the clutch end ní the coupling shaft. The three holes in the electrical unit from whieh the acrews were taken should line np with tbc hoies in
106 AUTOMOBILE ELECTRICAL SYSTEMá
tlie supparijng brachrt shown in Fig. 71. When the electrical uiiít is in placŕ, inaert the two side cap scrcws anil turn them up Ii);ht cnough to hold the uoit in plavc for the time being. Thm iiiaert the rcmaiiiing screw in the samé manner through the hole iioar the lower oml of the brac)iet.
The ni'it oporation is to aee that the coupling ahaft A ia lliiľj up as near the center aa possible in the hole tbrough which it pasfiea. Baise or lower the adjuating sorew until the propcr
r' "
:iľ>;:iiiiiľiit Js s.'.-iirľ<1. Wliťn cnupliiig Hhaft ia eentered prop- erlv, nrrrw ii]i tlie lo.'k iiiit on the ailjusting acrew and th<-u piTtiianently ti;;bten up the two side cap screwa and the serew near the tiotlimi at (lie hark oí the aupporting bcachet. Remove the woodpn pliig in the li.>:iii of the cloctriral unil and »crew the Krcanľ eiip iii p)n''C. Fill the cup with greaae, acrcw ít down on<'e an.l n'lill.
butallinK Stonge Battery
The Hbcet metnl battery boí nhould bc placcd on the right- band runniiiK-lioaril, liaviiiK Ibe aiiU- wilh the lovk facing outward.
EVEBREADY SYSTEM FOR FORDS 107
The box Í8 to be placcd as near as possible to the body of the rar, beiiig centrally located between the fóre and rear doors, so that both doors will clear the box when the cover is raised. When properly placed, indicate holes to bo drilled in the run- cijt^ board by spotting through the holes in the battery box with a piece of chalk. Then remove the battery box and drill the holes in accordance with the chalk marks^ but make súre that the»e holea are the samé size as the holes in the battery box itaelf. Beplace the battery box on the running board and insert the two unglazed porcelain insulators. Place the battery in the battery box, makiug súre that the terminals are toward the iHxty of the car. Also make súre that the battery is located ťentrally in the box, so that it does not touch the porcelain in- sulators. Insert the threaded ends of the hold-down hooks throagh the holes in the battery box and through the drilled holes in the running board and see that the hooks engage in the reeess provided for this purpose in the sides of the battery han- tiles. Then from underneath the running-board place washers over the threaded ends oi the hold-down hooks and tighten up with nnts. The manufacturers recommend placing a small hardwood bloek over the threaded ^nd of the hold-down hooks underneath the running-board before applying the washers and~nuts.
Inatallmg Wiring to the Unit
The negative cable E, Fig. 69, is to be connected with the negatíve battery terminál and the negative cable protruding from the electrical unit F. To accomplish this proceed as follows: See that the lead plugs on the cable and the lead terminals on the storage battery are cleaned properly and coated with a thin film of vaseline. When this is done, insert the small end of the cable through the forward unglazed insulator, run the cable up over the rod, connecting the two running boards and from there foHow the f ráme underneath the mud guard as shown in Fig. 72. This eable is held in place by two clips provided for this pur- pose. The clips are to be fastencd underneath the chassis side member by two nuts located as indicatcd in Fig. 72. This lug end of the cable now is to be placcd over the negative terminál post of the battery.
The next operation is to connect cable E with the short eable I. To do this pass the cable up over the front cross mem-
mS AUTOMOBILU ELKCTRICAI, HVSTIOMS
L_
\ I ' 1 í
EVERKEADY SYSTEM FOB FOBD9
109,
ber as shown in Pig. 71, over the strut until it meets the longer rable. Fastea both cables togcthor by tigblening up the (^oupling Dut an<l then Ľarefiilly tape the joint to prcvent.the possibility of a short-circuit.
Inifalling Mastcr Swttch
Thé master gwitcb ia to be inatalled oa the Bteering colonm as uear to the ateering wheel ae pogaible, Fig. 73. In čase tbe horn push button interferes, lower its positiOD aa ia the úgute. The maater switch proper ía in- f 1 stali ed by faatening the
f ! tlanip around the ateering
Íľoluian and acrenring it up tight vitb nut and boit pro- viiled for thia purpose. I Next nin the wire down the uiider side of the Bteering tulumn, and paas it Ihroiigh the hole in the floor boaŕd. (.'ontinue the wire dawn the under aide of tbe ateering eolumn to the left-band aiile of the chassis, run it for- • _ I ward along the chassis and
make connection by the acrew and nut provided to tbe amall terminál protrud- e cablc. After making the con- it ahoTt-circuit.
Fig. 73 — Localion of the n
ing from the aide of the negati nection, tape carcfully to prcv<
Lightíng Switch and Wiríng
Install the lighting awitch on the heel board in position aa shonn in Fíg. 72. Drill a hole in the floor board large enougb for the insertion of the glazed porcelain insnlator. Tfais hole should be drilled betwcen the inncr side of the body and the outaide of tbe aide member of the chaaaia and aa far back aa possible, nllow- iog Bufficient clearance for tbe wires to enter the awitch. In- «ert the glazed porcelain inaulator through the drilled bôle, bav- bg the head above the floor board. Ncxt drill two holes in the
no AUTOMOBILE ELECTRICAL SYSTEMS
vertical board bo that the switch may be attached centrally above the porcelain iiisulator. The switch alao niust be placed hif(h cnough up on the vertical board to permit of easy aecess for wires.
In čase the car has a bead running across the bottom of the vertical board which fits the groove in the back of the switch, make súre that the use of this bead as a guide does not locatc the switch too low. After the holes háve. been drilled in the vertical board také off the outside nut and washer from both attaching screws in the back of the switch. Do not remove the rcmaining lock nut. Now insert the screws through the holes in the vertical board, having the switch handle pointing upward. Lift up the seat, which will permit you to reach down and replace the washers and nuts on attaching screws. When the switch is firmly in placc, remove the cover to make the wire connections.
Select the small wire with lead terminál and run the small end down through the forward unglazed porcelain in the battery box, which holds the large negative cable. Plače the lead terminál of this small wire over the battery negative terminál and on top of the negative cable lug, after which fasten it in position with the screw previously removed from the battery terminál. Now run the small wire up along the chassis and draw it across to the Icft-hand side of the car where this wire, together with the taped group of lighting wires, is to be pushed up through the glazed porcelain insulator in the íloor board preparatory to being at- tached to the various tcrminals in the switch.
Fasten the terminál of the wire coming from the battery un- der the head of the screw of the terminál post in the upper row, which is conneotcd to the wide curvcd brass connecting strip.
The next operation is to connect the terminals of the four wires which lead to the headlights, sidelights, taillight and coil box. It will be noted that each of these wire leads has a letter, T, I, H and 8 respectively. The lower row of terminals in the switch box havo eorresponding letters to guide you in making the corrcct connections.
The first wire protruding singly from the taped group is to be counoeted with the taillight. To accomplish this, run the wire along the left side of the chassis to the taillight as shown in Fig. 72. If the taillight has a two-wire socket, the extra wire coming from the socket should be grounded. The remainlng wires should
EVEBBEADY SYSTEM FOE FOŔDS m
he brought forward along the side member of the chassis and fast- «*Ded perznanentiy.
The long wire, having double branch wires with large loop ends, is for eonnection to the headlights. Pass this wire along the left side of the chassis^ Fíg. 72. The fírst pair of branch wires are to be connected to the socket at the baek of the left headlight and the loop is to be grounded under the nut which holds down the left side of the radiátor. The second pair of branch wires is to be attached to the right headlight socket in the samé manner as with the left headlight.
The shortest remaining wire is for the ignition eonnection and should be attached to the ignition post of tke coil box, which » located above the rear spark plug. In making this eonnec- tion čare should be taken to keep the ignition wire as far away as possible from the high-tension wires leading to the spark plugs.
Two wires without terminals remain. The shorter of the two is to be connected to the left sidelight. To do this push the wire up through the crack between the dash board and the íloor board, run the wire up inside of the body and out through the small hole, which should be drilled through the metal cowl near the rear of the side lámp. The other wire is to be attached to the right sidelight and should be brought up through the samé crack used for the other wire and passed aeross the inside of the car to the right side in whatever manaer is most convcnient. In the event of the sockets in the sidelights being two-wire construc- tion, the second wire from each lámp mušt be grounded to some metalHc eonnection on the chassis frame.
In čase the car is not equipped with electric sidelights tape the ends of the two wires furnished for this purpose and secure them undemeath the chassis where they will not be in the wny. Proper staples are furnished for atta^hing the wires to the dash board or wooden body sill of the car.
After all connections háve been made, battory ground cablc G, Fig. 69, is to be connected to the battery and ground undcr the runningboard as in Fig. 72. To do this, pass the small end of the cable through the rear porcelain insulator in the battery box and bring the cable under the runnin^jhoard to the bolt nearest the car body on the runningboard supporting bracket and perma- nently fasten it in position.
To complete the wiring systém, attach the battery ground-eable
112 AUTOMOBILE ELECTHICAL SYSTEMS
lug to the positive post of the battery and secure with the cap Bcrew provided for that purpose. Before making this conneetion thoroughly clean t4ie connecting post and the cable lug and then apply a t h in coat of vaseline.
Fuses are provided inside the lighting switch, connecting cor- responding terminals in the upper and the lower rows of terminals. There is a separáte fuse for each circuit, ignition ineluded.
In čase of the fuse melting due to short-circnit on any part of the lighting circuit or primáry ignition circuit, another piece of lO-anipere full wfte should be inserted.
Before Starting
Before starting see that the spark lever on the steering wheel is touťhing the contact arm on the master switch. When tfaia is done make súre that the commutator arm on the Ford timer is in a perpendicular position. Should this commutator arm not be as doseribed bend the commutator connecting rod until the arm is perpendicular as directed. This is the last operatiou and one which mušt be performed to insure satisfactory retard of the spark for starting. It is advisable before attempting to use the electrical unit to check over the entire installation to make Bure that all connections háve been made properly.
Eartm Battery Connectioa
The regular battery provided with this systém is supplied with an extra 6- volt neutral wire, which mušt not be used in conneetion with the lighting installation as described, which provides for the use of 12- volt lamps. The 6- volt neutral wire is provided for the convenience of the car owner for the possible installation of 6-volt electric horns or other 6-volt accessories. The method of installation described provides 12-volt battery ignition for start- ing purposes, and under no circumstances should the 6-volt neutral battery wire be conneeted to the battery post on the coil bor.
Lighting Operatiou
When the lighting switch handle is pushed down all the way, the lamps are disconnected; when raised half way, sidelighta and
BVEBBEADY SYSTEM FOE FOEDS * U3
taillight are connectedj and when raised all the way, headlight and taillight are connected.
Startíng Operati<m
To operate the electrical unit as a motor throw the coil box ignitioB switch to the battery side and press the spark lever into a position of full retard, thereby pushing the master switch con- tact ann as far back as it will go. This makes contact in tho master switch, and if all connections háve been made properly the starting motor will ťurn over the engine.
AUTOMORTLK KLECFRICAL SVSTEMS
T
CHAPTER VII Genemotor for Fords
HE sbaft-driven tjpe of G«nemotor for the Ford car is a siogle- TO-wire, 12-volt equi|nnent. The electrícal uftít is ths Ipft-haod side of the cngine on a, special bracket
Fig. 75— f'/rd f
116 AUTOMOBILE ELECTEICAL SYSTEMS
attacbed to the engino baae aod íb driven by s spccial sliaft and gear,
PrqiaratiMi of Engine
Beforo dismantling the engine be eure that it is in good condi- tion, ruiining smoothly and that the carbureter is properly ad- juated. Bemove the radiátor with all the water-pipe and elbow connectione, etartiog crank and ratŕhet clutch, fan bracket eom- pletc with the fan and belt, fan drive pulley on the crankíbaft, timer, or comtnutator complete, timing goar cover — leave paper gaslipt in plače — enginp bolts A and aill bolt B, Fig. 74. Clean and wipc the engine carťfullj to inaure perfect aeating of all parta.
•^
Flg. lO—TImlHO gair. Fíg. 11 ~~ UrIhoS o]
or Iront cyUnder. eotcr mouHtlng tpllt hub on
aiiemblu the cranlithaít
Cut out the dashboard aa in Fig. 75. Bemove the felt packing ringB around the crankahaft and camabaft from the old timing gear eover, or housing plate, and plače tbem in the nen timing gear eover, irhich sometimea ia ealled the cylinder front eover. Be-aiHcmble the new cylinder front eover, oil the engine, placing bolta E, F, O and H, Fig. 76, with lock waBbera, ia holca indicated. Leave these bolta slightly loose.
Throw the hand brake lever Ínto the middlc posilion and puah the crankahaft back aa far as it will go. Asaemble tbe split hab J, Fig. 77, OD the rrankabaft, inacrting hub pin through the set of holex in the hiih whirh gives not Icaa Ihao ^ ineb and not over :f'j ineli clearaure back of the hub dange and cylinder front
GENEMOTOB FOR FOBDS U7
Drive tbe hnb plo E, Fig. 77, In crankshaft, being careful tbat the ends are ait equal dištance below the surface of tbe threaded {•ortíon of the hub. Cbisel off part of Ihe rivet beade XX ia the ľose pan of the engine aoil asaemblc the sear ring L as io Fig. 78. Iri aome cases it maj be fouod oeceBaaiy to bend out tbe aides or the nose pan sligbtly bj a monkey wrencb, as in Fig. 78, to obtain the necesaaiy clearance for the gear ring. This clearanee sbould Dot be lesa than éi >nch at any point. The reccss in the back of
nif. 78 — Ben^lnír tht ii<
the gear ring will permit the inaertion of the gear ring paat the front of the crankshaft. The gear ring, after being placed in poai- Iian, should be fastened with the three screws and loek wasbera [irovided for this purposc. Throw the hand brake lever to the extréme forward position
118 AUTOMOBILE ELECTKICAL SYSTEMS
to lock the engine, Bnd screir tho bub nut M, Pig. 77, on tbe hnb, tightening samé with a %-Ínch steel rod iaaerted in the hotes provided in the hub.
Beplace the cranking handle leas the Poril ratchet clutch, nsinf; in plače of the latter the ratchet pin supplieU with the equipment
^(
Flg. 79 — Adjuilínv tlie potítion o/ the dríľinff plnlon
ani) retsJninK samé In plarc with two cotter pinn N a» in Tlg. 77.
Rrmove the loalher roui>liiiK ľ, fig. 74, from the eni) of pinion
sha/t. Unsrrew t hr Iirnring hon^inK raji Q. Fíg. 79, tnat
GENKMOTOH FOR FORDS 119
thŕ cjlinilpr front pover, bikI placr' tho liparing lining, with the [linion sliaft, in plsľe. The coupling is keypd to hoth the armatúre and drivesliaft and shoutd bo removed complete bj dríving it off of eilher ehatt rather than scparating the leathcr from the ťlanges. Be itire tbat screw R, Fíg. 79, in the bearing cap cnters the hole in the bearing lining beforc replacing the cap and that the shaft ilops not strike the base of the engine easting whieh ivould cause the shaft to become apmng. If necessary filé away tbe corner of the engine base bo that the shaft haa a elearance of at least
Adjasfanent ol Gear«
The ateel gear at all times mušt mn on the Fabroil teeth of the pinion and not on its steel ahroudB. ThĺB may be accomplished by
FIff. RO — ítMrmWií of the mouiif- Flo. "1 — fhrrklna thr oíipnmcní
ing cradlc /or the ghaít-dríva o/ Ih,- dríľi-ha/t an'l Ihe shajt o/
eiecíricol nnit the i-licliical uuK
rearranging the steel spacors S, Fig. ľ4, on tho pinion shaft, ]>lBi]ing more or lesa forward ur bai'k of the lining as may bc necessary. In no casc ahoulil any washers be left out. Throw the hand brake lever to the raiddlo position and turn the engine over with the cranking handle, feeding in betwcen the gcars tho strip of paper T, Fig. 7il, siip|ilied for fhia purpoae. Lightly tnp the cylinder eovcr ovor to tlie U'ft as far aa necŕssary to meah
120 AUTOMOBILE ELECTRICAL SYSTEMS
the gears tightly, and then tighten the retaining bolt in the eover. Turn the engine over again until the paper is fed out. The paper should be evenly marked but not cut. Under no circnmstances plače any shim between the bearíng lining and its BUpporting housing.
Genemotor Mounting and Aligmnent
Assemble the cradle for the Genemotor in plače as in Fig. 80. Plače a %-inch spacing washer under the leg nearest to transmis- sion cover and insert special bolt A-1 with lock washer from the under side of the car, but háve it slightly loose. Put the front leg bolt A and new sill bolt B with the lock washers in plače, but do not tighten them up. Insert the Genemotor from the rear side of the dash through the opening previously cut for this purpose, sliding it into its cradle, and then clamp it in plače with the steel strap, leaving about % inch space, Fig. 81, between the motor shaft and the pinion shaft. The ílat on the frame of the Gene- motor should be parallel to the iron dash support.
Raise the front leg and the sill leg of the cradle by suitable thickness of the spacing washers supplied, until the ends pf the shafts are in Hne, utilizing the clearance in the bolt holes to ob- tain sidewise adjustment. The ends of the shafts mušt be lined up accurately to at least ^ inch or the bearings will ovearheat and may -be destroyed. The alignment of the two shafts may be checked as in Fig. 81. When the alignment is satisfactory tighten up all the bolts holding the cradle, setting up the lower nut on the sill bolt firsty and then recheck line-up. If necessary, readjust.
Remove the bearing cap and pinion shaft. Assemble the leather coupling on the pinion shaft and then assemble the other end of the coupling on the generátor shaft. Both should be a good tight fit. Fill the rccess in the bearing lining and the bearing with a good gráde of non-acid grease. Replace the bearing lining and the shaft in the housing and fasten the bearing cap in plače.
Fill and f ully compŕess the grease cup U, Fig. 79, at least twice to make súre that the grooves and sprockets are filled. Thoroughly grease the gears and assemble the gear guard with its two screws and lock washers.
The timer, or commutator, now may be replaced. Fit the two- piece fan pulley around the neck of the Ford fan pulley and fasten it with the screws and lock washers provided. Beassemble the fan and the bracket complete to the cylinder front cover, using
GENEMOTOB POB F0ED8
121
the new l-inch belt, which is driven from the pulley, and the gear hab nut M shown in Fig. 77. Replace the radiátor and water con- nectionsy using the special bolt for the water connection elbow nearest the generátor. Beplace the timer connecting rod, bending samé to pas8 over instead of under the water connection. The throttle rod mušt be turned upside down and assembled with the cotter pins toward the dash to clear the coupling. Attach the prímer rod and lever as in Fig. 82, using part of Ford timer rod oríginally coming through the radiátor.
Mount the starting switeh and cutout on the under side of the fioor board as in Fig. 83. Mount the lighting switch on the
Fig. 82 — Method o f attaching the primer rod and lever
steering column as in Fig. 84. The báttery box should be moanted on the right-hand running-board. The holes that mušt he driUed in the running-board and splash plate to accommodate the battery leads and mounting bolts for three different models
are shown in Fig. 85.
The headlights and taillights may be wired up with the leads •uppliedy which are tagged to correspond to the diagram given in Fig. 86. Connect the electrical unit to the switch and cutout, at in Fig. 86, placing on each battery cable a piece of the cir- cular loom supplied at the point where the cables pass through^ the slot cut in the splash plate. This circular loom should be
122 AKTOMOBILE KLECTRICAL SYSTEMS
hcld in placc by friction taj)e at each end. Placc thť battory in thc box with the wooden eleats bcneath it, and ťlamp it to the running-board with thc battery clanips through thc holes in the bottom of thc box and the running-board. Conncct the negative load to the battery terminál marked — , and then touch the positive lead to the battery terminál marked-|-. If no spark Í8 observed when this contact is broken, with all switehes open, eonneot the terminál permanently. If a spark is observed the systém is in trouble and the diflSeulty should be remedied before a permanent connection is madc. Make súre the engine turns freely before trying the starting motor.
Operation and Precautioiis
The grease cup in thc front bearing should be kept full of grease and compresed two or three turns every 200 miles. The
i i DRILL^VHOLES (4)
r^oLE j,,-f-.^ ; ^
« 3;" ~-[-M l;,K !£"-^li"»w
\ !N::ľí:OľCľíAN'NELII?G/í f
inside: ED?.ľ. OF s: li ľdge of fí^nt zlat
ON UTT HANL^ ^V.^l OF CAC^
Fig. Hli -Layout f or holcs uacd in mounting Btartino awitch and ruftiut on thc utidvr sidr of thc hvvl board
gear teeth should be greased about every 500 miles by inserting grease through the h(de in the rear guard. Thc lamps reeoiii- mended for use with the systém are 12- and 14-volt, 15-eandle- power Ma/da or 24-candlepower nitrogen and 12- and 14-volt, 4-eandIepower Ma/.da for the tail light. Additional preeauiions that mušt be observed are given under the heading Operating and Preeautions for the ehain-driven type.
Installing Ammeter
An ammeter is not supplied regularly with the systém as the makers do not dcem it necessary sincc the generátor is provided
GENEMOTOB FOH F0HD3 123
with the inherent tvpc ot rpgulation ot the thiril-brush tjrpe, so íhat &.1 long as the t? o m m u tato r, brunhes, battery cooncolions, etc, >r« kopt in good coDdition chargíng nf the baltcry t9 assured. If Ihc owner consiilers it adviaable to inalall an ommeter to check ihe operstioD of the systém, tlie inštrument readily may be a<lded by removing the juniper wire from tlie starting switch to tho rutout and connecting the ammeter leads between these two pointa ai in Fíg. 67.
Chain-Dríren Genemotor The ehain-drivon type of Genemotor for the Ford car as put ..iit in 1017 was of the single-unit, two-wire, 12volt type. The uiiit is iiiounted on thť left-hanit side of the eiigine on a special Krai-kct altacheJ to the ciigine haac and driven by a ailent rhain. The generátor output is regulated by the third-brush metliod.
Inttallation of Electrícal Unit
First clean the engine thorougiily to Insiirc proper seating of the supporting bracket. Also rcmove any high spots or fins on the eastings that may in any way interfere. Mount Ihe sup- I-orting bracket on the engine, in'<erting first the bolts through the ba>e, then the uater-ílange tmlts, "ith the elbows. Placc th<' gankets on earh xiile of the I rarket. Vse the plaín íTHshera U'tneeD the engine ease and the foot of the supporting hraeket tr> insure pro|>er nupport of the l'racket and alignmeat of the boles nith water-pipe eonnee-
tiona, and boit the bracket in mount 'rf uii the alerrína
position temporarily. Chiael ofC poši
part of the tiro rear tivet heails
in the nose pan of the engine and bend out the edge of the noí^e, to provide elearanee for the <lriviiig chain. There should be at leaat ■v ineh elearanee st all pointa around the sproeket aftcr the chaín is in plaee. Replace the starting crank <