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No. 1 I
Vol. 13
June 1932
Preliminary Service
Instructions
FOR THE
FORD V-
and Improved 4. Cylinder Cars
and Trucks
This issue of the "Ford Service Bulletin" contains information
necessary for the correct servicing of the Ford Cars and Trucks
read it carefully. See that all mechanics in your organization understand each
of the adjustments and service operations thoroughly.
This issue contains complete information about the following:
Page
Page
Brakes 2
Electrical System .......... 16
Carburetor—V- 5 Distributor—V-^
16
Carburetor-4-Cyl• ..... ... 8
Distributor-4-Cyl• 21
Fuel Pumps
11 4-Cyl. Engine Mounting.^22
Fuel Gauge
13 Lubrication Maintenanc e^ ..
Tires soft—under inflated tires are re- sponsible for more complaints of excessive fuel consumption than any other cause. Inflate all tires to the recommended pressure.
Cleaning For complete cleaning remove the car- buretor and disassemble it by removing the main assembly bolt. Separate the upper and lower halves carefully to avoid damaging the gasket, float, idling jet or power jet tubes. Re- move the plug "B" beneath the main jet and rinse the carburetor bowl in gasoline or use air to blow out any dirt which may have lodged in the bottom of the bowl or in the jets. When cleaning one of the carburetor jets, it is always advisable to clean all of the jets and jet tubes; in this way you may avoid the necessity of again disassembling the carburetor. Make certain that there is gasoline in the tank and a free flow of fuel through the line and that the fuel pump is functioning properly. On complaint of lack of speed, see that the main jet "C" and the power jet "D" and power jet tube "E" are free from dirt. A plugged compensator tube "F" (Fig. 13) will result in poor idling and low speed performance.
The idling jet "G" furnishes all the fuel for idling. Consequently the tube and metering or cap jet "H" must be kept clear. The power jet "D" supplies all of the fuel for the power jet tube "E" In case of leaks see that all connections and jets are tight. If it is not functioning replace float and float valve assembly. On complaints of poor fuel economy make certain that the owner understands the proper operation of the dash adjustment as covered in the Instruction Book.
To Set Idle Adjustment With engine warmed up, push in throttle button on instrument panel. Adjust throttle adjusting screw so that the engine will run sufficiently fast to keep from stalling. Next turn idling air adjustment screw in or out until engine runs evenly without rolling or skipping. (Usually from to 1¾ turns open is correct.) Then slowly screw in throttle plate adjusting screw until engine picks up a slight additional speed.
Regulating Gasoline Mixture The pulling out of the choke' button (located on the instrument panel) closes the
DISASSEMBLED CARBURETOR (4-CYLINDER)
Fig. 13
PAGE 10 FORD SERVICE BULLETIN for June, 1932
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PAGE 12 FORD SERVICE BULLETIN for June, 1932
The 18-9380 spring on the V-8 fuel pump keeps the push rod against the eccentric on the camshaft and pulls the diaphragm down- ward. The B-9380 spring on the 4 cylinder fuel pump is merely for the purpose of keeping the push rod or rocker arm in constant contact with the eccentric on the camshaft. As this spring holds the push rod 18-9400 or the rocker arm B-9376 in constant contact with the eccentric their movement is continuous as long as the motor is running. While the dia- phragm moves only when the carburetor requirements permits the diaphragm spring to push the diaphragm assembly upward. In average driving the movement of the dia- phragm is confined to but several thousandths of an inch. The pumps require no priming and little attention other than the keeping of all the connections tight and the draining of such water and sediment as may collect in the sediment chamber. This should be done at each 1000 mile lubrication and maintenance service. When an excessive amount of water or sedi- ment is found in the sediment chamber of the pump it is advisable to also run off such water or sediment as has accumulated in the fuel tank.
Fuel Pump Troubles When the carburetor does not receive sufficient fuel one of the following is likely to be the cause: Fuel tank empty. B-9365 screen has become clogged with sediment.
FUEL PUMP (4-CYLINDER ENGINE)
Fig. 15
FUEL PUMP (V-8)
Fig. 16
Sediment has blocked fuel line (disconnect line at pump and blow into line). Leak in fuel line, in which case the pump will pump air instead of fuel. Mechanical bind of push rod or operating sleeve.
Repairs Made Without Disturbing the Pump Installation It is possible for a few adjustments to be made on the fuel pump to correct certain
Fig. 17
FORD SERVICE BULLETIN for June, 1932 PAGE 13
troubles without removing the pump from the motor. These troubles and remedies are as follows:
1. Loose pipe fittings. Tighten all pipe connections at gasoline tank and at the pump. 2. Dirty screen. Remove cover plate and clean screen, ob- serving that cork gasket is in good condition
and properly seated when reassembling cover plate.
3. Leakage around edge of cover plate. Tighten cover plate nut, making certain that both the cover nut gasket and the cork gasket are unbroken and in good condition.
- Loose valve plugs. Remove cover plate and screen, tightening both inlet and outlet valve plugs securely, replacing valve plug gaskets if necessary.
FUEL GAUGE
Operation
The hydrostatic type fuel gauge now used on all Ford cars and trucks consists of three units—the head, tank unit and the air line. In operating condition the air tube and air chamber of the tank unit and the air line connecting the tank unit to the head are filled with air (see Fig. 17). The gasoline tries to rise to the same level in the tank unit as it is in the tank. This is not possible because of the air trapped between the bottom of the tank unit and the liquid in the head. However, the effort of the gasoline to get into the air chamber presses on the trapped air. This pressure is communicated through the air tube and air line to the head on the instrument board, where it is recorded by the rise of the red liquid in the glass tube
Fig. 17 shows a simple hydrostatic gauge. The air cups, and air delivery tubes (shown in Fig. 18) have been omitted as they take no part in the reading of the gauge. They are simply used as a means of supplying air to the air chamber to overcome any loss by ab- sorption or leakage.
If one of the connections is opened while the tank contains gasoline, the trapped air will escape and gasoline will rise in the tank unit to the same level as in the tank. Similarly the liquid in the U-tube will fall until the same level has been reached in both sides, which should be at the "Empty" mark. Now, if the connection is again made the gauge will
still read "Empty" until the air chamber and air tube are cleared of gasoline and again filled with air.
CROSS SECTIONAL VIEW FUEL GAUGE TANK
UNIT
Fig. 18
FORD SERVICE BULLETIN for June, 1932 PAGE 15
A quick method of correcting the reading on the car is to disconnect the fuel line at the fuel pump and blow into it with the mouth— not compressed air—to replace the air in the tank unit. Due to the different arrangement of the fuel feed line for tanks mounted under the seat this method of replacing the air in the tank unit is not possible with this installation. On the truck it will be necessary to drain the tank or drive the truck or in some manner surge the fuel in the tank to correct the reading. Fig. 19 illustrates the tank unit used with tanks mounted under the seat. Normally the reading should be corrected before the car is returned to the owner. The reading, however, will correct itself in time.
Correcting Faulty Gauge
Correction of a faulty gasoline gauge is very simple. This is assuming that you will follow the directions below exactly. Do not remove the gauge from the instru- ment board or start installing new units until these instructions have been followed.
Head Unit Disconnect gauge line (air line) at gauge head and set gauge reading exactly at bottom line (zero). Liquid can be added or removed at the top of the brass tube where the air line comes off. To fill, use a medicine dropper, being careful not to over-fill. To remove liquid, use a toothpick or a match to absorb some of the liquid from the brass tube. The red (^) M-1128, used in the gauge head unit is supplied in one ounce bottles by
HEAD UNIT Fig. 21
the Ford Motor Company. As the accuracy of the gauge is dependent on the specific gravity of the fluid, it is of extreme importance that only the genuine fluid be used. Inspect the head unit for dirt or flaws on the cone seat, or liquid leaks at the flex tube (small connecting tube). Pump the liquid up in the head unit to any point on the dial above the bottom line. Method: Move the thumb rapidly up and down against the top end of the brass tube at the back of the head unit. (This action will supply air pressure to the liquid, causing it to rise in the glass tube.) Entrap the air by hold- ing the thumb against the top of the tube. If the liquid holds at a given point, the head unit is 0. K. If the liquid will not rise, there is an air leak, liquid leak, or the tube is plugged. Change the unit.
Air Line
When a line is blown out, a hand tire pump should be used—positively not a compressed air line—as compressed air lines generally contain water or moisture at least (moisture in gauge air line will cause erratic reading of the gauge). Install tire pump connection on front end of gauge line (see V-27 Fig. 22).
PUMP CONNECTION V-27 PLUG V-
Fig. 22
Connect tire pump and give at least 50 continuous full strokes. Close one end of the air line with plug (see V-26, Fig. 22) and suck on the other. If the suction created will hold the tongue for one minute, the air line is
- K. This equipment available through K. R. Wilson Co. If the air line shows a leak or is plugged, change it. Reconnect air line, being sure that con- nection is tight. Before you connect, verify that gauge holds its zero reading and therefore does not leak. Try tank unit connection to be sure it is tight. Now check to see if the trouble is in the unit or a faulty installation which you have corrected by the above adjustments.
PAGE 16 FORD SERVICE BULLETIN for June, 1932
Test Determine whether the gauge can be brought up to proper reading by supplying air to the tank unit. On the 4-cylinder or 8-cylinder car this is accomplished by blowing in the fuel feed line as previously described. On the truck this is accomplished by draining and refilling the tank or by driving the truck until the surge of the gasoline replenishes the air supply in the tank unit. If the reading stays set with the car stand- ing, the gauge will function correctly. If, however, a reading is obtained but it will not hold inspect connections for dirt and flaws. If the air line, head unit and connections check 0. K. the trouble is in the tank unit which should be changed. Caution: Faulty tank units are very rare; therefore, inspect carefully the head unit, air line and connections, as the trouble is more likely to be in one of these places than in the tank unit.
- FUEL GAUGE TANK UNIT (CAR)
Fig. 23
ELECTRICAL SYSTEM
Figs. 24 and 26 illustrate the electrical systems of the Ford cars and trucks. Figs. 25 and 27 are wiring diagrams.
The Generator Increasing or Decreasing Generator Charging Rate—To (^) increase or decrease the generator charging rate, remove generator cover and shift the third brush. To increase the charging rate, shift the third brush in the direction of rotation; to reduce the rate, shift the brush in the opposite direction. The pro- cedure for determining the correct charging rate is as follows. Read it carefully.
Adjusting Charging Rate Many battery failures are due directly to charging at an excessive rate, either in the
car (or on the battery charger). The ideal setting for the charging rate of the generator is the lowest rate which will maintain full charge. The generator charging rate should be set below the estimated requirements of the individual owner, and raised as required. A check of the specified gravity of the battery after 300 miles will indicate the amount the charging rate should be increased.
Spark Plugs Spark plug gaps have a pronounced effect on engine performance. The following gap sizes are recommended: New 4-Cylinder 030" V-8 025" Model A .035" Model A (with A-6050-B head) –025"
DISTRIBUTOR V-
The distributor used on the Ford V-8 is located at the front of the engine and is driven direct by the camshaft, thus eliminating many parts and the consequent back lash, etc. The spark timing is automatically advanced or retarded by the centrifugal governor weights or springs. The vacuum brake auto-
matically retards the spark timing in direct proportion to the load. The current for igniting the gas mixture in the cylinders is provided by the storage battery. The ignition coil transforms the low tension current to a high tension current of sufficient voltage to bridge the gap between the points of the spark plugs. The circuit
PAGE 18 FORD SERVICE BULLETIN for June, 1932
ELECTRICAL SYSTEM (4-CYLINDER)
Fig. 26
WIRING DIAGRAM (4-CYLINDER)
Fig. 27
FORD SERVICE BULLETIN for June, 1932 PAGE 19
breaker points interrupt the flow of low ten- sion current at regular intervals, while the distributor rotor distributes the high tension current to each spark plug in proper firing order.
Circuit Breaker While the circuit is closed the coil builds up a high tension charge and a spark is produced as soon as the circuit is broken. The longer the circuit is closed the "hotter" the spark will be. This is commonly referred to as the "dwell." The circuit breaker used on the Ford V-8 differs from the conventional in that the cam used has 8 lobes and that one set of con- tact points open the circuit whereas the other merely closes the circuit (see Fig. 28). By this arrangement an exceptionally long "dwell" is obtained and the necessity of synchronizing the timing of the spark for the two banks of cylinders is removed.
If the breaker points are worn, pitted, burned or incorrectly spaced, dress them smooth with an oil stone. Never use a file. Remove rubber plugs (Fig. 28) and adjust the point gaps to .014 to .015 inch with the
fiber breaker arm on the high point of the cam. (Badly burned breaker points are usually an indication of a faulty condensor or poor battery connection.)
Vacuum Brake The vacuum brake consists of a plunger or piston which is held against the braking sur- face of the governor plate by a spring of ad- justable tension. As the rapidity of combustion is dependent on the degree of compression, the need of a retarded spark for quick acceleration or power is not dependent entirely on engine speed.
Operation of the Vacuum Brake—The requirements for retarded spark at any speed are when the vacuum in the carburetor throat is extremely low. As an example: should the car be travelling at a speed of 20 to 25 miles an hour, the throttle valve would be but partially open and would restrict the passage of air into the manifold which would result in a comparatively high vacuum in the intake manifold causing the air in the distributor suc- tion line to be drawn into the manifold.
CIRCUIT BREAKER (V-8) Fig. 28
PAGE 20 FORD SERVICE BULLETIN for June, 1932
This suction draws the vacuum brake piston upward compressing the vacuum brake oper- ating spring. When the brake piston is in this position, the brake is inoperative and the timing is automatically advanced by the centrifugal governor weights (see Figs. 28 to 30). However, should the throttle valve be fully opened suddenly, the restriction to the air entering through the carburetor throat would be removed and the vacuum in the intake manifold would immediately drop. The oper- ating spring then pushes the piston downward against the governor plate retarding the spark. As the engine speed increases to the speed required by the throttle valve position, its increased demand for air again causes a partial vacuum to be formed; the air is then again drawn from the suction line and the vacuum brake is again inoperative. For adjustment see instructions under timing.
Timing the Spark Adjust the breaker points as described above; be sure that the fibre breaker arm is on high point of cam when setting the gap (the two breaker arms are never on the high point of cam at same time). Remove vacuum line and adjusting nut. inspect vacuum brake piston for any in-
SECTIONAL. VIEW DISTRIBUTOR (V-8) Fig. 29
DISASSEMBLED DISTRIBUTOR (V-8)
Fig. 30
FORD SERVICE BULLETIN for June, 1932 PAGE 21
dication of its binding in the distributor body (the vacuum brake must work freely with no bind). Apply a few drops of engine oil to the iston.
Install the vacuum brake spring and ad- justing nut (to which the lock nut has been added), screwing the adjusting nut down not more than 2 or 3 turns. Locking it in this position so as to prevent the spring from hold- ing the piston down.
Set breaker plate adjustment screw ("A," Fig. 28) at center of slot in distributor body locking it in this position.
Test the motor on acceleration (a distinct ping should be heard when engine speed is accelerated. Next adjust tension on vacuum brake spring by means of the adjusting nut until ping on acceleration is removed. Avoid screwing the vacuum brake adjusting nut down more than is actually required to remove the ping or the spark will not advance correctly for less rapid acceleration. It is essential that a good grade of fuel be used.
With the distributor used on the 4-cylinder engine the spark is automatically retarded by the centrifugal governor weight springs for starting. By means of this centrifugal governor the spark is automatically advanced at in- creased engine speeds in direct proportion to the speed.
Circuit Breaker
If the points are worn, pitted, burned, or
CIRCUIT BREAKER (4-CYLINDER)
Fig. 31
incorrectly spaced, dress them smooth with an oil stone. Never use a file. Adjust gap to from .018" to .022" with fiber breaker arm on the high point of cam (see Fig. 31). Badly burned breaker points are usually an indication of a faulty condenser or a poor battery connection.
Ignition Timing (4-Cylinder Engine) As the spark must occur at the end of the compression stroke, the timing must be checked from that point. To find the com- pression stroke and time the spark proceed as follows:
- Loosen the lock screw holding the dis- tributor arm and place the arm exactly central with the groove in the distributor body, as shown at "A" Fig. 32, and retighten the screw,
holding the arm in this position. It is im-
portant that the arm be in this position when the timing is adjusted.
- Check gap between breaker contact points and, if necessary, adjust as previously described.
- Screw out timing pin located in timing gear cover and insert opposite end of pin into the opening.
- With the starting crank turn the engine over slowly, at the same time pressing in firmly on the timing pin. When the piston reaches the end of the stroke, the timing pin will slip into a small recess in the camshaft gear.
- With the pin in place, remove the dis- tributor cover and lift off rotor and distributor body.
- Loosen cam locking screw until cam can be turned.
- Replace rotor and turn it until the rotor arm is opposite No. 1 contact point in the distributor body.
Fig. 33). The return to normal position is effected without oscillation by means of a snubber mounted on the dash (see Fig. 34). This snubber consists of a felt cushioned friction surface with adjustable spring tension. Too tight an adjust- ment will result in the oscillations being transmitted to the body. Too loose an adjust- ment will result in .undue flexing of the motor sup- ports as indicated by oscillatory movement of the gear shift lever. Forward longi- tudinal movement of the engine by the flexing of the motor mountings on deceleration is restricted by means of two engine radius rods running from the flywheel housing to the frame cross member. Fig. 33 shows the engine mounting, front and rear, engine snubber, and engine radius rods. Fig. 34 is a cross sectional view of the snubber.
ENGINE FRONT SUPPORT Fig. 35
To Install Engine in Chassis
When installing engine, proceed as follows: If rear support has been disconnected, secure rear support to frame crossmember, tightening the nuts alternately rather than proceeding around the cricle. (Front supports, snubber, and engine radius rcds must be free when securing rear support.) The next operation will be to assemble the motor supports to the front cross member. The front end of the motor must be lined up so that the B-6047 bolt does not touch the B-6030-C motor support. at any point. When front end of motor is properly lined up, tighten nuts so that the washer im- mediately under the B-6030-C, motor support, is drawn down tightly on the shoulder of the bolt. When this washer is drawn against the shoulder of the bolt the proper tension is placed on the rubbers.
ENGINE RADIUS RODS Fig. 36
When engine- is properly mounted, front and ear, assemble the engine radius rods, being absolutely sure not to disturb the align- ment of the engine, when the^ radius^ rods are placed in position. If there is any ;pace between the cross member and the flange of the rod or between the bracket on flywheel housing and the shoulder on :he rod you must install shims before nuts ire tightened (see Fig. 36). Shims, for use )etween flange of radius rod and frame crossmember, are available in two sizes as follows: 3-6045-A, 1/32" thick; and B-6045-B, 1/16"thick. a ny space between shoulder of radius rod and cylinder block bracket should be filled
ENGINE SNUBBER Fig. 34
FORD SERVICE BULLETIN for June, 1932 PAGE 23
- LUBRICATION AND MAINTENANCE FORD V- - Copyright
Springs The springs should be sprayed with a penetrating oil. (Avoid oiling rubber insu- lators.)
Fuel Pump Drain sediment from fuel pump by means of drain plug.
Apply a Few Drops of Oil Door hinges, hood fasteners, spring tie bolt, and accelerator cross shaft. Tires Air pressure in tires should be checked and sufficient air added to bring the pressure to the recommended amount. Unequal tire pres- sure results in uneven braking action and hard steering.
Radiator Water in the cooling system should be checked and replenished if required. (Radiator should be flushed at least twice yearly.) In winter anti-freeze solution should be checked for strength.
Battery Inspect the battery and add sufficient dis- tilled water to bring the electrolyte to the bottom of filling tubes. A rapid loss of water in the battery usually is an indication of an excessive charging rate, which should be cor- rected. (See Page 16.)
Axle Shaft and Wheel Nuts
Truck axle shaft and wheel nuts should be tightened after the first 50 miles of operation.
Cylinder Head Nuts After the first 300 miles of operation, the cylinder head nuts should be tightened. After this tightening, they will require no further attention unless head is removed.
Carburetor
After the first 300 miles of operation adjust carburetor (see pages 5 and 8).
Group II TWICE EACH YEAR, PREFERABLY IN THE FALL AND SPRING OR EVERY 5000 MILES (WHICHEVER OCCURS FlRST). In addition to all the lubrication and main- tenance operations in Group I, the following operations are required:
Rear Axle and Transmission The lubricant should be drained and the housing flushed with kerosene. New lubricant
should then be added until it reaches the level of the oil filler hole in the housing. Use the correct grade of lubricant to suit climatic conditions (see charts).
Front Wheels Twice yearly or every 5000 miles (whichever occurs first), or at any time when the car or truck has been operated with the front wheel hub cap missing, the front hubs should be removed and the bearings and the inside of the hub washed clean with kerosene and re- packed with a short fibre sodium soap grease having a melting point of not less than 350°
Shock Absorbers The level of the fluid in shock absorbers should be checked and sufficient fluid (M- 1046-C) added until it reaches the level of the filler plug. Only genuine Ford shock absorber fluid should be used (shock absorber arms must be tight on the wing shaft at all times).
Ignition Inspect the gaps between the breaker points as well as the spark plug gaps and adjust as requ i red.
Battery Inspect battery connections and clean if corroded. Body Bolts Inspect body bolts. If loose, they should be tightened.
Clutch Check the amount of free travel of the clutch pedal and adjust if required.
Brakes Check the movement of the brake pedal, readjusting the brakes if the pedal travels to within two inches of the floor board when the brakes are applied. (See Page 2.)
Fuel Pump Clean the fuel pump screen.
Silencer Remove and clean screen with gasoline. Dry with compressed air. Dip in engine oil and reinstall. Generator Adjust charging rate to conform with owner's requirements for the approaching season.
Body Suggest to owners that a twice yearly ap- plication of Lincoln polishing wax will en- hance and preserve the luster and beauty of the body and fenders.
FORD SERVICE BULLETIN for June, 1932 PAGE^27
