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Home My WebLink AboutFord Service Bulletin, 1928-1930 Never bolt a spare wheel to a side wheel carrier without first making certain that the wheel'is seated all the way down in the fender well. If the spare wheel is opt aJI the way down in the fender well, vibration or an annoying rattle often de~elops. The position of the wheel in the fender well can be easily ,adjusted as the elongated slot in the 'A-1402 It H. and A-1406 L. H. spare wheel carrier flange assemblies permits moving the wheel either up or down. (See Fig.'1013). To obtain the correct adjustment, first mount the. wh~el on the side carrier and '",' . tighten the A-21894' flange nut just tight ~~:" !, ..:', enough so that a slight drag will pe felt when ;Y:; : ~ ~?;~.' '~~~:~9,~e:t'isJ{},~~~d or}o~~I~~:: ~eJ!;,t 'Pr~s~ t~e i ~ t.{.~;" -<:wh~el >fl.IJ;."t~e:~'Y~Yv.~pwO-:"rrto'l~.e' tende.r"w~ll, ! '-', , th,en carefully remove th'~wneel so ..as not '.. . to disturb ~djustmei1h70f <;ahier plate. After r~moving wheel securely'.tIghtep-the A-21894' . > flange nut and remount,.w:h~e~~^ ....'. ~ - l'q -- .. .. ~ ~ f'........ -~, >\..~ " ~. 'I 1 ~~. -. "','r ~y , :. <i~ ~ .' "'--' , ~.~ '-,.' -" '", .. . .....--... ~ ."" v- .... PAGB 508 FORD SBRVI11;~~~ttfLk'B:rIN for N ovemher I, I Service Information SP A.RE WHEEL MUST BE ALL THE WAy',"DOWN IN FENDER WELL ,'''''.< ,; , .; ro....- ,,'. b' ; ;~;~';'. .:~.," ~ ..,<f;~''''''':i-o:~;:~l~::'f . ;.. -.;ar<.... I ~ ....... -./f.i-":i., ~.:r. a .. ~_1~'~1.;'- .~' -,,-,. ~. ;~" ?>, ~'~ ~~....... ;'.J~. . ....... , l: !.' .. .~;o:olI I" I i~~, I~"'" i,:'~ .', .'.; ,. i; , .., ~~~lr~::;' ~ .~ ~"! T.; " .. FORD S BRVICB B ULLBTI N'for N ovemher HOLES IN A.7SIO CLUTCH RELEASI! SHA" DRlLLEO EXACTLY ON CI!NTI!RUNE [:]' . ";'. ".~.. '., ,>- ~ " I _ "GROUND SIDE OF BRAKE ~. ~, LINING MUST COME NEXT n~ " TO DRUM- :~ t";;. "~~hen riyet~ng ":<\.': or "A~" brake shoe lin- Il!g&~;brak~ s~oes It ~s v,ery l?1portqnt that the slde~ef~the ..hnmg which carnes the trade mark be placed~,m' Q"the shoe so as to insure the ground si ,kef-lining being next to the . .drum. '. '....~~;",;>;. ""Xri'''fiOlug n '''l'rft'e'ra~emf.l'l'iltg'' - =- ,~~- -" ~- to shoe SQ.. a uniform braking :l~;;. ')Ix! e.. ~R WINDSHIELD STAN. '.' Wr~t ". N S,HIPPED LESS STUDS i ~ r. ~ ~. "Win ~hield stanchions, lower (A-37130 and '." . A;3,'n~!li) are shipped/less the A-2457? c~rtain " ~::i' fasteifer studs as a much neater curtam mstal- lati?!1.eTf .be made wh~n the curtains a/ie fitt~~hIQlvldually to the Job. A{teribips;talling a new lower stanchion it is necessa .... locate the exact 'paints at-which to install. ~tl,lds". To.. dd;;~this, first attach the ~urtai~pjt!1fe upper' stan:~~ioI?-i~!--t:h~,after pullmg downward on the 'curt;uJ.J.yf'so as' to draw it into a position that will"1'I1~wre a.snug ., ;C! '11 ~.;. . .~. ~ ,~;~ ~" ~T~IS HOLE ~N AA'l~IO';:~:~ ~EL:ASE SH~FT DRllLl!O 10 OFF CENTER Fig. 1016 DON'T MIX CLUTCH RELEASE " SfIl\ltr~S.,. - ?-.... While the clutch relea-se'shafts.A-75.10-C and AA-7510 used in the three and four'speed tran~missions look very much alike, there is a slIght differen,c.e in the shafts and it is very important" not; i . ~". or confuse them. On the A-7 . :shaft the pin holes are located directly, tqe center., line of the shaft. On the AA-751O one of the p.!n holes are located 10 degrees off the center lirie of the shaft. (See'1ilig:"'1016.) , If a th~ee speed transmission release shaft were installed in a four speed transmission or vrc~ ~ersa;it would be iinpossible to move the 6 pedal far enough to release the cl Ii tchr;;:. " ~,:, '~ "i " i ., l.. l 1 i . . .~,."' >);: i".:-:~_"~ _~:: ,;t;.-:~~-~". . . ~- '; -~--;,.~.... q'.f" ,".?:Q' ~ ,.r-, j .'<i; .~'<' " ~~ ~~, '.~ :;.., '~;lA.', ~._,'~: ~,. PAGB 509 " --~ '~;r'~ '>-~; , ,'f ~ \.'~:>:>j~,Y' _:( Fi . 1017' ,:; .'.' . g .' . "!\{, fit, insert a scrib~r thro~gh '.th:e' gronime.1:- , hole~ in the curtain and mark the exact)QCa- tionfor the stud holes on the lower stanchion. (SeeFig.i017.) , When drilling the ~tud. holes in lower' st~nfhion use a No. 21 drill ~.eqi~H9w through with a No. 10-32 tap. (See FIg'. IO;r~) -, _ S ,.' ~ -::::'.i ... it '.,;f; , _ '.. DIll..... WITH. N0.21 DRILLJ . 'AND',~'ttlTtr No.IO'R TAP .~' ..t- :,,=": ," .r; ~t..'.. ~ '. , ~ 1 '- :;..- · Fig. 1018 ~l-"~ .} ~~:: ~/'i q~" ":-'~,,"... ~/;' ~ ;- t':..f -.......-' \. ":1 ';'- ",'j ';! 'C'i ~ ~ 1 .. ." .~ :"'1 ii. ~':'l " , , .. ~ ~ ~ t. " ) . ~ \, 4, ~ ;. ,. ~ r ./J>.:v.i ": -'-- ;,......'" ..", '~~> .~.~ ~'.. ' , t., . :~;" .\ ~ )::.....i.~..".i' .. ": ':''''-~",,~.;r;f~~;,Z:.f -;>~ 'ij:;....._......T~~~. ~ ,:-t, ..:~~.'/ ,t '1'{ ~,. '.,'.~.,~~' ~7;~~~pjt .t~}::~~,:~ ,-R.-;.~'.- " ", .~ -"~. r ~. ~ ,- ,- ~'<>- "'.,' ~~ ~. t. r~ f ~.-.'~' ~- " ~. ,. F ~~ :. ~ ~' 'l ~ . :.'!t:~,_,....... , ;ct ~...... ,. ';> ;~ .(" ._.;.~.,. " ~'7,':~~t~~\~~~:'~T'~~~ ''i~, ..""l "'. ....!~ PAGB 510 ",.-- '\ . j FORD SBRV'I911.?,B-ULLBTIN for Novemher A-21219-SI-BOLT A-22330- LOCK WASHER A- 21845-SI-NUT A - 21 280-SI-BOLT A- 22355 - LOCK WASHER A - 218BO-51-NUT Fig. 1019 NEW TRUCK BUMPER AA.17750.B A new design black enamel single bar front bumper has been adopted as special equip- ment for trucks. This new bumper is of heavier construction througJ:iout ana replaces the former tWo bar design front bumper:- Fig. 1019 shows -the t;lew bumper. Fi~. lQ20.. ' " . ,~... ~ i ~..,. .... ;t!";..,,:~ ,,~;::;., HEA VY bUTY -fRONT SPRING 'FOR CAR " A 12-leaf heavy front spring A-531O-B has been relea,sed. for, service. This spring is for use on MOdel "A" cars in sections where there are exceptionally rough toads and cars are subjected to"unusuall~.,.,s~Wr,<<i' s~~~f~>' " A new length tie holtr'hi.r(d': ~p~g, dip are required wi~h this spri,i}g (see Rig. 1~020); The - symbol number of the clamp used, is A-5330-B. It is the same chimp that is now supplied for repairs ,on the 1928-29 truck front spring. . ",' 32 CP HE1,\DLAMP BULBS SOLD THROUGH SERVICE 32-CP headlamp bulbs A-13007 -E have been released through serVice for use in those States where head lamp bulbs of that candle- power are legal. .:rhe-list price of .the A-13007-E bulbs is 45c each. Don't overlook the fact that after replacing headlamp bulbs the lights shou1d be'refocused. A'709S UNIVERSAL JOINT FRONT KNUCKLE RETAINER )/"HZ24S LDCK WASHER V r-A'2090S BOLT P,I ~ ,. ..... 'fig. 102l . ~OISY UNIV.~..ESAL JOINT '" ~ -_ "~"_ ~,~ " ~..-.~.:1-- Occ~sio;ally a > c~mpiai~t i~' receiveMl1at.....""'- ~ a Model "A" universal.l~noisy. Invest- igation of such cases ge '. , "ow thatithis is caused by the lfug'Qt the A.<'7s095 universal joint frone -' ainel"'riding on top of the splines, univ-eial joint instead of seating down in _ -tween the splines; ,Before tightening ?- U1riv saI,. join('frqq<t", knuckle retainer screw ma 'in" that the"', tongue on the retainer is. ':'etWe~ne:,t~e.1~~, ;., splines as shown in fig. 1021; jmpQ'rtif'p<l: ;;[.t~; I ;" ),:\~~.~'~ ';~~:; NEW IMPROVEME . , , ~-'<" '-<!" ~. ~,. , 'i'~ .;- ~.. '!.l,' To s~ill further improve ease of ste~riHg;,." the ball on all steering joints are no. ", beiI).g" . burnishtd slpooth. ,-' '-'. ';,,~~ f ~ ~ .- "" '.'''' ~ A threaded -m~t~l, i.n~ert is be!ng,mdI, _':;~.' into the A-7213 gear. sh.ift')eVer~ DalI. Ss:"" metal insert lessens 'any possibility of strIP- ping the threads in the ball. ' To maintain concentricity of tr shaft and lessen any whip of, tlh - ddve 'shafts, the type on-~ti 1 shafts has been changed ,'~"'_ out redu,ced to .010"; T'!'(;l whip, the diameter of the co~ 157' truck has been increase eter of the old shaft was shaft is 1 ti". .~~ v:" .J: ,,'.' (;. ...;-!:;. ~-f -- I ~.o:. ~; ", . *( ,,, t~, ., ~ ~ttt-:~ '. , ~ ~~ ,..\ . i~ -,,7- " r. " ."'. "'a~ The depth of the case hardening ,~' truck axle driving gear and- pinion, increased. Increasing the deptli' 0 . hardening still further adds to 'the li*1t~ . . gears. . .~ ~t;:", The location of the lubricator fit . gsmrthe spindle connecting rods have - ..;eIta:n'gecl.'< from the front to the rear of t ndle con- necting rod ends. This new location makes -,~lIese ~ttings more accessible. ;~ , ..:i:l.....-....t -, ~ .~~ . .~~_.~ .:~.(~~\'~ . ";.~.,. ,,-~:C" ~~~; ~t~~'~. ~ " '; iW1:~fi' ~- '~,:}?',i{~- ~'~ ~l ,~.:.....l'c p. .. { ~ .. ~. FORD SBRVICB BULLETIN for Novemher ".0 "'.' '.7" ',- ..... ,,",I;"" , ~. .~\~.' ,'. OLD DESIGN j NEEDLE VALVES HlD SQ.UARE HElD NEW DESIGN NEEDLE VALVES HlVE HEX HEA.D v .,.,..~ ""1>v..; >.: . , 1''<,::: '1 - ,-.,t. <,', ,-l~?f.fi:., ,:,,'p' .. '''':.-,-'....~~' "J!f:;:~(;~' ~;;~~~;,;~- "t~:< 1022 -. ~ ~.,.... \ ~, '. ~.r,.". f. ." . .'..:; ~ ~~- '"~:'C I f\~~.- .. h !t, ,~HANGE I .. . ~ €)CK ,ABSORBER :' NEEJj"LE . VALVE .. . .~~~ ., .' 'Shock a..bSo~;;needle valve stem A-18037-A ~ (~bove tli~ ~ead) has been increased hit in ,diameter, ~ the head of the valve stem .,chang~!;U ,a square to a hex head. Increas- , ing to :\<:ness of the stem, strengthens .needl . e and lessens any possibility of twist' -'~itEEL CARRIER ASSEMBLY STRENGTHENED es have been made in the A-1379-B . ,80-B wheel catrier assemblies which , ly streng~hen these parts. .fi;:: l-.",,"';Oii;;i ....' ; ,,'" ~. !<'" , I.: ., ,,:1_'....,. "'!o,"";' "1 " . .~cr Fig. 1023 ...!.l. 7' ... ~7f..' "~ ~. :~, ~1~ ;.,. :~.' .-'t "-, . , r,f.,f:.: :.. ~;;'.c ' . ,~ "-.<:";':'1 PAGE 511 ~y; .' - '., .....~, }~I. ~.~ . , NEW DESIGN A.IOtaS -51 BOLT A.1380'B WHEEL CARRIER ASSY (N,EW DESIGN) Fig. 1024 The thickness of the body flange, also the lower part of the wheel flange has been changed from ~"to 34" and a solid boss added. (See Figs. 1023 aQd 1024.) ,To compensate for the change in design a whe~l flange stud A-1449-C is now being used in the lower part of the flange in place of the A-1449-BR bolt. The old design A-1449-BR spare wheel carrier bolt lower will be held for repairs. After present stocks ,of old style A-20935-Sr bolts are exhausted use the new design bolt. This bolt can be distinguished from the old design by the difference in length. (See Figs. 1023 and 1024.) A'3S76'C2 STEERING AAoS790'B RW SPRlN6 AA'579"1lEAR SPRING WORM SECTOR BUSHING PIVOT B~SHING SHACKLE 8~SHING Fig. 1.025 INSTALLING BUSHINGS A small line is marked in one end of each of the above)ushings. (See Fig. 1025.) When installing always insert the marked end of the bushing- 'irito thl( opening, then press the bushing in place. ....1- ',. ......., '.>; . t .:";.r [:: I r,.~ ~:.~~:: ';;' "'. ""~. ~-l~~- ~ ~. ~'f',; "-:".:.of.,' .. ,. ,,;~, if ~../ ,~ '~ .2 ~ -1. .".( .. ....'"--..-..;,,- ,~ -,~c ~. -"'.:- ''', ~;;; '~.,1__.:Io~} r-~ ~ ~. t ~ ~;-" "'t; \~,:"...,,;;, \~~ . '~ .~":;. .,.. ~'f. .... . ...'._ ,~-;L 1'. (~, ':-',,' rf; ~," p r ~, ~" "'- ~., ~ r [, ! ~ f . " " r;, , f .~"";. '~-. "I' ~-,. f,. ' C <~ ~.,......... ::?:~>'I.' ,":. ~.~,~. . '~'~-;-\'~~O\<~~""l:,,:""'~::~3' "~r",,~i1""" ~--...,.,............. .. ~ ~'~: 10 (:~;<lr{q"" 01 ; .... ~ ,-"'" ,.... PAGE 512 FORD SER V~CE BULLETIN fo r N ovemher PEDAL BUSHINGS LENGTHENED The length of the A-7508-B pedal bushings have been changed from a" to 1". This in- crease in length eliminates the lubrication 'space between the bushings after they are assembled in the pedal. When replacing i~" bushings with the 1" long' bushings in pedals having lubricator fittings assembled it will be necessary for dealers to drill a H" hole in the bushings through the lubricator fitting hole. Ii. , ' I \\ \ \ \ \ " \ \\ \ \\. \ ' , \ \\ \ \\ \ \ \ , , , , " , \ \ \ \ \ \ \.\ \ \ \ } \~v/".. ,,___, A'7508-. BUSHINGS' AFTER INSTALLING NEW BUSHINGS INSERT I~~ORILL INTO LUBRICATOR. HOLE AND DRILL THROUGH BUSHINGS. Fig. 1026 A-16025-AR FENDER IRON CHANGED FROM, A. STAMPING TO'A FOROING Front fender iron A~i6025-AR has been made stronger by changing it from a stamping to a drop forged design. When replacing a stamped design fender iron with the present drop forged type, use bolts A-20969 for bolting to frame and A-20906-S1 for ~olting to headlamp support. BENDIX DRIVE SERVICE SUGGESTIONS Failure of Pinion Gear to Mesh If stepping on the starter motor merely re- sults in spinning of the starter motor, the " .i. ...:~;., In starting, the'spark should . s be 're- tarded to prevent a back kick occur l.n~31!l<j. the possibility of the pinion gear jammin~w:ith~h~, flywheel ring gear should the engi fi'e~' kick. Should the engine Jail to run' e first attempt to start" wait. for a;econ, fore again depressing the starter button,',! us assuring that both engine and starting - otor ~ I have come to rest and thus avoi ib'-n '\ ,,' '~-1-~ engagement while the en :, . >'~~.: "" ;, rqcking. . Oi!?torted liJ ~'~and ,. _' ,'Hdk.f '\-:"~ b;6ken Bendix screw~ are'usua"I the~~s~lt I, I"~ ':at: ;;L;:.~ ' ~ ..'~ ~ ~4H-:. of engaging of the pi 1@ eY'sMch " f' :-:.' "':, ,',,,=,' conditions. '~:'i'''~! ~(:. ':,>~... trouble is caused by failure of the pinion gear to mesh with the flywheel ring gear. This condition is usually the result of gummy or r.llIst~d 'Bendix screw shaft threads. The rem~dyj~ to thoroughly clean the pinion gear and "threaded &llaft portion with kerosene,- then c._,J!~Y t~e parts and reoil ~ith a very-t~g'ht~>g.Mf.e" of od. Do not use even a medium oil or any,kind of grease inasmuch a~ such lubricants congeal, in the threads in cold weather and will again r~sult in failure of the pinion gear to, properly mesh with the fly- wheel.-~" ", ,. _. ,,:,-';~~;" . ?. ,..,.~}~'" Lubrication of th lx '<::rive is not necessary unless it is '~Oj;ed that the drive is rusted or exceedingly dr~,':Ql" nless tht:driye;: has been cleaned with ker" rt-', t... ,~~~ J: ;.. ,.. '1 ~. In reasse~bling the Bendix of.' armature shaft of the starting mot little graphite grease or oil on the " motor shaft and under the I Bendix s t. After reassembly and after t' ,tening' the ~~;~"""" spring screws, compress th .~ ,arid 'shaft ~. ". portion of the drive 'Iongitu', r iiy and make certain that it freely re"tJt'r:ps, to 'its original length or_position. .;,'<:,' , ~~~ .. ""'~r-",,,,;, , . .OJ ,..., ~~''T.' I ,. I I .;;)"., ,p. ',"" ',' 1 '..' ,,,. ''''*;4' J r .,0,;,. ."' " I .r- . ~i":. . >fr-"" t _ I', t, ;', .' "'" '" ~,f, .." : '.. ~~. ~ ; ~ ,~'~f'~'~t ,. .,,,;',.. " i{ <; ~~ ~. ~ ' " " --'~ 1.; q,:! -,: i..~~ .. 'ii~;~:'~/ ~ t".-1! ,.,"",!" '.SJ;"'~'>' :'"'~ J , FORD SBRVICB BULLBTIN for Novemher PAGE 513 _. ;"r",:'; :"', .~~' :,"\~~,,-t ':k~~~j{ GEAR SHIIT HpW~~G ,'. CAP THREADED' <'''''~ /, ' S': ..,. T~~J 'bT f '11 k' " ','., " .' , , '.' o'.J~~Ji any pOSSI 1 Ity 0 an 01 ea OCCUF-,. > ..e.'..,~,~'! ;;.. ',', ..., '...~.. 0 6': ring' arol!~~tq~ truck gear shift housiqg cap, ;. ",<".' '1," the c"p m'W 'ccewed to the hOlls;n. ;ns\eao "'" _, :,' ~.!tH9f." \ "";,,..JJi of bemg Pin "as formerly. (See Fig. 10~K)' .... ~:~~5"OI,.D:DESIGN'> AA'4,:fss'NEW.D'EsIGN The pin,-Rn'k!fi6fnrmerly held the dip to 'the .flclU~8EARINGSLEEVE' ROLLEUEARIN.G.SLEEVE h.ousing has been di~inated on the.new: design .' Fig. 1029 ...:.:r\ .,~ ~ ~~l<: 4Z- .~. :4, I ~W~~, t. ......,,'t.. 'Xl!-' '., .}Fig. 1027 .oi.Jl .::". ,. '....;' ~.~~ When ',,;r~'>\illinga hood clip assembly. A-16750- , ,sure to install it with the face , okth~'CI clip bracket towards the. hood. (See Eli 27) i~ NEW DESIGN .. ' M.72Z0'S Fig. 1028>~,,' ~ .. f., l''t -{>'"C.l ...f "~"'..'."';('....' , ~, .'!< ".-t-" ~- ~ " lt~';,. :ji' '. \ ~. '. '~~{:r, ~/.,.i1: ' I', ':::,",~' { ..~ :- :.0:;' and the trunnion shortened so that it doesnot project through the cap. ~ ~ The old design cap and pins will be held for repairs. ' . CHANGE IN TRUCK ROLLER BEARING SLEEVE At the time of changing the loc;ation of the yg" pipe tap hole and adding an additional lubricator fitting in the AA-4505-F torque tube assembly it was also necessary to place an oil hole in the AA-4655 roller bearing sleeve, as the new location of the lubricator fitting comes directly over the sleeve. The old design roller bearing sleeve had one ~"hole. This hole 'was used only for removing or installing the sleeve. The new sleeve is provided with two 1~6" holes.' (See Fig. 1029) This permits assembling either end of the sleeve into the housing so that the lubricator hole in the sleeve is in direct line with the lubricator hole in the housing. The second hole can then be used for removing or installing the sleeve in service. . The old style sleeves with'the ~" hole must, not be useq in AA-4505-F housings ha.ving the two lubricator fittings, as the old design sleeve would obstruct the lubricator hole in . .. its new location. ,,, The new design sleeve having the two 156" holes can be used in all AA-4505-F housings and will replace old style sleeves when that stock is exhausted. TWO LUBRICATOR FITTINGS ARE USED IN " PRESENT DESIGN UN.IVERSALJOIN1;HOUSING. PREVIOUS DESIGN HOUSING HAD otf E FITTING , \ ;'~', . '';: A . ....," J:.-...,' r '7~"'r';'~.\. ...<;,. -.,. '~'. ; -" J. '> " ~. "- " '" -",:~ ~ >.f - ". : ',' :. <,:,to ., .,}' ~ , :';':,~ ':' .~i-':l~; ',- ~;~i~ '. J-4 , ,,"- ~~. ; :;'r. " , .>- .~.... '. < ,': "I: .;. ~ ':11';-'.'<.-';'- ~.... .':. '~:'~~~7; r \ "',;.~I""~~~" "~':"ti' < ~>~>.':f. .'b .('t ~. :' . ~ #~ " ~ " ',Z:'.' " ~" .~ ~' :i~ ';f; ~". ':"1'6 "'~:.,~>'".., . .>1. /j!'t:l ~ ... _ c . . .. .., .. M-If" <0. ..:i~~-T,'~..r";;t:f'~.':f~ -'4 )f'~';'~<~t~~ ,~~/~;. ~< ':4f~. ~ ~~.(~: .: ~: ~:;; ,: .;y. .I,~ ~~~~::.e; ,.'''''...\.if..~~~~~J}~''.l-<t-..~.... .~i;W'!Ii~~ . >t f . -: ~ ~. i , '1;. q .! :to ;,.; /.{ ~,,,-' . ... .~.. . '" '; ~ - "'I~~'~~'~ '''"': - PAGE 514 -'~ " ~" '1:; ~'; r Fo RD S B~y,:i~e~~d3'U'cLLBTI N fo r No V emh e r &;: ~ USE AN ACCURATE HYDROMETER When checking, batteries it is, very important that the readings be accurately made-this applies to both temperature and specific gravity readings. Never use a cheap hydrometer. Cheap hydrometers often give in- correct readings. Instances have been brought to our attention where such hydrometers were 10 tq;jO f>oill.t~'?1f; Fig. 103trshows':the Batometer. supplied by' K:. R: Wilson at a price of $2.00 net. KEEP DlSPLA Y ,BATTERIES CLEAN .,. , , , ., ,. '0.: ';~'i. Fig; ']. , ... :to(: j "GYP" BREA' ASSEM There are a number: breaker arm assemblies '0 , that are constan1Jy"being offe-r Tests of some' of these parts 5 Ii ttle service' th '<, "-}!'fq .obtahi" ,best results"'Jfi;dm your: parf~-,c\viiidow display" ex- hibit every article to the best, advantage. , ,Never.,pe~mi! a coating of Qust to accumulate 'hw"1:he.., ii:ems .display'ed. Even" an ordinary Fig: 1030 aisplay~' caii ~.~ Fna~g%l'~':i,n:to; ,an exception- ally ple<!~in'g}',~~;l!:!~11;;_~~yt:. :1Jtig~tening up the. appearance '?f ;\tlie;" sP~~" wmdow and cleaning the di~p),ay ,,,b~ttE*'ies_ until they , assume a spick and..sp,an.appearance. The cleanliness an-d' general' appearance of your place is an" indication of the manner in wn{ch' you conduct, your business. ., .., '';<: ~ >. ....; ~ f. "..... \t "'. , ~~ 'i: "'" " ~ ;7.. Fig. 10Bl- ,-...."" ... '.~' ~'-,;i -; z::I;;~1t:';';\~$';?""I'~~ : <: ~;~:~ .tJ;~,:~~:~~"~.~SkC ~,;,.~/~~., . ~.,..". '"".., ,,,,. " or ',_ , ~. "" _.~~ __"",;;:.;~,. _.,.., ~., ~~. .~..~:;ii.~~. ~-~~~~. ~~\k~t~~t~~~~::;:~~ .2f.":':~~';'; ,--~;"~ '.' "L:~ ~ ..':Z.:";.":l~~...,>-~.;'''' -~ ,',"-' ... J'''~~'r''''~.. .:-. '; ~ -.~ ~..~"].~- :..J -~!p' ::--;. Pi' ' #'..-;:r.......... ....... :':'ff~~~;:; ':,,~ > . "t ~ ~, I ~~ .. 'h ~I; ~, "j , I ,~; -.. ~ .:tr. ~ u~ "~'~.!." ,~ t. ... .# r.. ~ i.... " , !;i~:, \') '~, , :r-nJl~k,\~, .. ~~ "_ .' ,,~E:~~:r~i~h:;:: ' ,,; :,pih assy.' rear .........e.,.'.~......,. " >~., ^.j , : I ,~:;. ~:: .~.~.~,~..,~:::::;:;;:::::::::::::~:::::::;~::;:.;:;.::....;:.......,....-,. " )67:, 'i " ;/ "''''.j;\ ',,' ;R'" 'a bolt n w 'It. ~k'" .,f,\.~36 ' '. t'.>~ / ., '~: . ." , , -'1:'~:!~: l:~~, ~~i:!~~e~l:!~~:::;'~:;~~~~:~:::;::'::~:':'~:::.:.:~:':~;:"::~8fltf " , : " .. , I , ..,~ "" :?t' * "-, Rear maiR oil lpip'e:'new: . ... ........._....:.;...:'i-~~~441 " ,', ";' . ". ,~~". ". :..1/' ;'1,' ~'" \ , {;5 ..~j419 .~ '. ',.t' ,M,..f,,'i ,Start.mg cran", new-,'.. ~ . .,. .......'........".;......-..tIi . . . .' . .... t,~ \ I ~. if ~- ..,:, ,.... _ ~. ~ ~ .', ... \' '1~ ;,1.:"').: '" t,;. .~... \ ~ - ~ ~ ., '1.'-3:20 i \ ~.....i"" ".1' 'io"",, " .' . , ,'r ,.... ~,' .. l-l~:;;""" W:ar-n.mg '01 ..tllru rea ...., ... .... . '. ". .,' .' '-!!t', ~~,"C~~~:~(.- . -,(. "t- ~~ ,,' } (1 /".', 1.,... ';.. ~ .~ J " ~ '"r... ., > . ,J " ;.t "l ~, ,":~,~.,} '~-""""",. ~ .;t:....;,..!. .,.-:~~~;...""", ,'... <~'-;;,(.;~...,.".f...--' ' ., '1r#~~~'...J''''..',.. .."'" ;'.,.~ "'- ';""""-"""' ~v ~ ~ ~....."':"...,' ,r.l :~,\,.,. ". 'i;t;t?rf~f 1?~"'" '!,.;;{;; ''''. . ;;",: :;~;. ;;!;~;;~1;(' :"'C ~J.~'~J'Wi ~ . .l:" ~?')\~~,~~~~ . "~4.Ykt?;''':?\h~li~ti~:'~ .~~, ~;2~~':. ~',~ \ \.:'~' I Lvf~ r ..#. \:: .' ~".t1. I I , I ':"... ~'G. f,~. 1:~9~::_( <;,r: " . ! ft!ngs . .- PI ttlng;s ... ..........................................,............h.....hh...~h_......h......... brake~.ca ' - ' ~. P~1'4' geli?r0 " ., ....,., . 482 "C ute. "".gr... . " W".............5............:.......:., Wat'e'r" Pump Gi-ea'se' Fitting.s new ~':.,..~...~.":':~' 454... Ol '.;..: .~ .-,' . ~~-"';tI.~" ~~. -"'.~/J"" ....'t:.:. '~-' '....' ... .J.. ;.~~,~~ /, ~'~.~...',~,...'.::,r.:':~ .~ ' ~.~ -:~ '~l{.1" '~ ~- :..~i~ }\'r;~ ~.~.....~,,:.,',' ""U~~' \ '-w. .; - f .".....'., .# t 1: ~;~h: l'.,.~:.._~....~., . >"\\~tr..~: , y'" ,':- '1 r ~~; r (. b, . f"',,,~"~O'~ '. ~. I. . ~:i-\'~ .' 'i~ , l',:-;. :.<::'~ .- '0 i'},." J ~> , . STEERING GEAR Page 240 363 243 399 " 242 240 281 463 481 24J 244 '377 ....uu,.' 383 318 to' '322 227 ...... 241 :~ 422 ... -'\230 48'1 ....,.....',......,.............,.... 282 ~'l Adjustments ......................... Adjustments new type u........................ Assembling ...... ......................... .............................. Column upper bushing installation Dis assem bling .......................................................u... Diagram ............,...................................................... GFease fitting new Housing Bushing change H'ollsing gasket change Inspection IustaIling .Lubrication L'tibr.ica tion New Oil Capacity Removiug u..................... ... ........ .... ..... ............ Steering column lengthened "\\[,-he,.el instaIlatioll W9'rna ~~d "bearing change Worm :thrust bearing c'hange i~~~t !~', ~_Ji- 'f ,. ,;;. -~ 'I!.(:.' ~. .I "V; ~ l .~.!'4.~;} ( ~ ,'. ~i- ~}?1.rZ";<,}" '. ~~, I, ~"': \"'(. ",'1: r ..... ,of. .I~-,;'~~'."t .' .> ~.,I ;"io:.-e '!~~'.;~'" '" L ~.J'_~.!, - '\ ~~t.~IJ }. 1 :~;~.;~;~~. A'/o.\ " !)I~'i 'C~. : \,/ ,"DIME GEARS 'measure,men.. ............................ . ~marks~..., " f6r <lo:Jseness 218 228 422' ~~. ',~I:'., " fl' (_.~..~~l~ ,;1~:{f'!:>,:; ~ ,\' " ". , . TI'ij.ES ,i' I~\' :>"'" .,~:J~~;:~t:~:~;~':~~:~:~~,:~~';~~:,~, " Pressu~e ................................................... ....................., 231-330 4.Z?,. - 19 Recommendatiqns .............. 424 ~~}!~~~~:::~t;~;:; :1;:~,~S . .,......... ::;.:::i:;~~:~~.~~~.:i:::;:~;.jf:~:~1~ \J~,eq' -'fron t wh eels .................. ......':.'c..:3.~",eB3, .!:~ -, ,- ....::.. ;..y,-" .'.: ,~~; k~ '~1' ." :'~~- .t," 1-.., '", '~;,1 ~.,. ~ ". ~ , .A;ifi/ii>~:', ~" "\. ~- '.... " ~1 "Of ~'. ''I'.. :'J\(, f~;~f1~~)', .f '. :0. ,,-~-" "j, '~rJ~~ , ' , Page " ;., ""1';< .' . a~:'~~~":/;:';..:.:~~;:;;~~;;fi ;'" ::!b'i Drive !linion .bearing lock nuf ,'" '..m...'..... 340 ' . . yalre Grinding-v,aCI1\1l11 'Cl1p .:...........,..............,;............ ..204 :li__~..'" ,'" ~.,~,. ~" ' \,~ '; "H', ..~ "'{'f: ~y " >" TRUCK ....'. ~ Attaching olel stvle truck retracting spring 'to new stvle shackle hracket Axk th:'ust beari'll,;' C:'!' n,cw' ....... (Correction Page 351) :\xle ratio ................................ .......m........ ............. Axle shaft & housings length new Axle housings in pairs .. Balloon tires, new B\;vel gear rear axle" new, Chitch Al.emite fitting, new: Clutch markiilg changed-: .....:.... Clutch new ....m........S'.......,.:.'~,,'..:d Driving Pinion bearillg s'hims Floor mat o!lsolete F:oor boards obsolete ';' Frame front cross meti'lbeJ1s, avd , ."V ,{Flexible engine ha1j~r~,,:f....;~.....' '."", ., ",,;.., Et::litne .fron t cross mem 1}ers~chang~<:I ,.,J,,,,...,:!j,,t.,?,"'\i'12 ' , , ~~jl ;~~~[~i;~~iff~!:j~?i:I~:I;.:~j~~t;.:':.~~ HIgh speed Hll,VCl].' ,.....:,.......,.... iU8. , 1I:i U~~;~~\: ~at:ki~~t~h~;{~ed; ___...-:.-:.-:.-:':.-__.-.-:__...:.-.-.-.:.:.~..:...::,;__:i::. ~r:' ..~~:i!-.,:~ Hub bolts ne~ ,. ^ 366 I:, ? ':;' Insta\1ing Dual Wheels 458, ,_ Lubricating universal joint m....... .........0................... 398 Lubricator Fitting Torque ~ube new'.. . :...,...e. 463' Motor instal1ation w'arning ,..... '.':.. , 415 Muffler bracket adapter l1'in~<......,.. 442 . .g.f~~;~l~~~i~~f~<";:;~:=;::::= ~': Radius Rods rear new......,...:...... ....~ ~ -- ,.'''''''' 460 ~ Rear axle replaceJ11ent~new ba.yc1~v t~,.pe " 421 Rear hrake housin-g ,p.1a.te, ne'Y .....:.........:, ".no ~~~ ~ h ~~ ~ b~~:~~~~~.~,.:.~~!..~}:~..,;......~:.~.'..::.:.' ~i,~:~ .'. },~,,:r, , Rear ~.s.n.ri1i'g:i1i,~r~na t'iOll ...... ........,,;:~,.~,.... 4'51 .. l.'f<~ \%,~rJ,S1i~:j~g.l~j,~ot:'b;.a~IsIi',t change . ult.,.:..,.. 484 ,:' ","4,;~t Rmljl; g"eal', & dJffe-rentlal case \l'ew~ .," 'ch ~. ":"'b.r~'te'i( t:qg,cther ..u,.....:,..::;........,;.:~:,....... ............. 421 ~ ,,' -..0:;;' <'. Sl~eci'al K,aHiator fad for ',sei\vi~~ ....... ........ ,#8. '~'7' S,peedometer gears for hig~ .s1V~e{1 'new' ..........:;. 4t38'"., ,..' >,-'" Side and cross membersi'o,l'rl 'servicing' .....:{:..t.!.k,,44-f , Tire Air Valve' Position' 'and Air' P~Cls~tfre..c......-4'56 l, Tra I1sm issi oti I u bri!,'ariQn;,~>................................;J75-)9~ Transmission 'aual, higH, oil :.......'-x.............,...............'......, 28f Transmissiori .new' '4'\<sj)eel .".............................~L..... 38SA386 :rransmis'sion ,~hif,ktt!h:H-t 'change--4 "~pee<t. ;3:-i420 TransmissiOn,' 'f'otlr-51l~e'd gear .,shift lever ..........:.442-' Univers-a1 jo.itrt neJ: ........................................................................ . 395 Uni,y.ersal. joillt shim ........................................... ~l'1-. Uni'versal joint, & coup.1ing change .414" i , .. 464 342 276 37'5' 410 ....... 410" 412- i'3:1~4.. ' ..::.-::::\g~..:'t. ....:......... ,351 ........ 421, " ',. ':\~ ". .~.ti:f.~. 'f,']' ,. <:f: :i,~~:~;~~~j~'; ""S:l; ~ ,1", n 1;O>@4,.,..~~..t-~!t1 -,<, ..... l' ~. ,.":' -;..~ ..J . ~, I I , , ~,.,,<, r ,- t'; i t , ..' ,~ .:,.:/1:; ~ ~ . " .. ~'~i, ","", ~.,<: r ~..,(;,-~' ~ ~.~ g[ ."- PAGB 500 FOR D ~E R VICB B U LLETI N fO r Octoher !' r" - c... Fig. l()O4 '+r~- p:fJ$'f. . Are you checking the Batteries in all cars and trucks coming into your shop? ., .' ,. - --., ~ II' o 2r' ...!>I'~ i ] tJ. ,,~.~,k. ': ......1.,.,,..;;'"' -,<< . . "~6 .~.J~(!f-.~. FORD SERVICE BULLBTIN for Octo her PAGB 501 o i;:~ ,':" Battery Sales Suggestions o Referring to Fig. 1004 if.th!f,o}Vner wants his battery inspected, clean off top of battery and see ',. that terminal connections are clean and tight. Take a, hydrometer reading ~t ~a'ch cell and record the readings. If owner is present, tell him condition of battery. If owner is absent and his battery requires attention, call him on the phone, If battery is in poor condition he may want a new battery or/at least a battery recharge. If battery checks O. K. make a notation to this effect on customers copy of repair order. In making battery inspections and following up owners, you not only build up your battery sales but you render the owner a real service. Good sales ietters, attractive battery window displays, newspaper ads and the proper lining up of i everyone in your organization in connection with battery and service sales will bring a lot of battery business into your place. Also pay your car and truck salesmen a commission on all new battery sales they procure. ~ Uitloubtedly when calling on owners of older cars and trucks, they could pick up considerable battery business. A suggested window display was show~ O? the front page of the August Bulletin. Here are a couple of letters that wiil 'help' in your service and battery sales campaIgn. Dear Sir: Dear Sir: Have you had your battery tested recently? Right now we are offering our special cold With'w,inter almost here, it is a good plan to weather car inspection which has proved an . excellent protection against winter weather have your battery checked and know exactly conditions. In this inspection every item that whether it is in condition to withstand the might possibly be affected by coHweather is added drain that cold weather brings. ~arefully.,inspect~~,a~d fq<<;c~Fcl: '" ,,}Vhy not drive in. today ~nR 1~.~,our'_,G.oif;l~, Fqr ~x ,pl~\.:>>.'~ ~~':,-'.;.-'\;,{'_ ~.. _ _ petent battery map cneek YQur~~lu. ,. -, -' ""~!,frat~ly adju'st the 'you. We will be' glad: t6,d'b"'t1i;f .I!!JS. , charge, :" '.' .", . ~ park plugs. .~ ''T~'St 'attery; &'fill it, thoroughly clean If you need a new battery, we strongly' and tighten all connections. recommend the new Ford 13-plate quality Check the carburetor-carefully clean the battery. It is designed especially for Ford sediment bulb and screens. cars and will give you dependable care fre~ Reset your generator for cold weather service day in and day out month after month operation. . at the lowest possible cost, \ Refill your shock absorbers and adjust them I ts capacity is 20% greater than the average for winter driving. , . ,Drain the old oil out of your engine and re- low r>nce battery. The separators are made, fill with fresh winter oil. . . from the be~t grade Port Orford ced.a~.,}t~~)f:.i;Ti~Qten ~ll hose connec~ion-fl~sh radiator extra capacity a.llows. frequent st?-rtmg ~nd,~,:;'~(",~cl1.eGk over the entire coolmg system t~e use of 'p~rkmg lights,. spot lights, etc;,''';~ ),fjr>teparatory to refil)ing with anti-freeze. wlth01it!rd~~nmg the battery.. ,~~',r1;he'laib&icharge foahis:service is but $1.50 At th~ ~rice 0f $7,50 with a1'1 allowance fot'.r/ "!t;d-'m,ater~al ~tra:' . your old battery., we beli~ve.,the ford qp.alitY:;;~'X'.~~6y ~ot _~nve 10 today-our sh?p is p~o- battery represe~, tbe,bigges.t battery .valu~;\, ~r.fq.~q '\V'lth die latest approved servI~e equlp- per dollar on th~,.. 't.',' . '. ,,' ;. . '" ,,"'~\ ment and our factory tramed m.echaOlcs assure -'0 ' '. you prompt and careful attentIOn. . y Ou~,ry truly, . . Yours very truly, o , . ~'!ll:. '>-.:."h~ lr- ~'~~;~... , I " " PAGB 502 FORD SBRVICB BULLBTIN for October GET THE CUSTOM.ER STARTED RIGHT ~ Before instaIIin~ a new Buttery or deliverin~ a new car make certain that batt,.ry is fully charQed. Batteries"i,n or in"be~t , , I . .' J,Q "S..e r.v i ce . I ~ I . I ~J j' ~ . 1 \ I t I 1 I I \. ~ ') I ' I ~.. ... - ...~. FORD SBRVICE BULLBTIN for Octoher PAGE 503 o KEEP THE . CUSTOMER SATISFIED Make sure qenerator charQinQ rate is NOT _" too hiQh or too low: o '- o ) , ~'" ~- 't1 "p'~' 1006" '-.' ~c\ .:,/~,~~,~j;-;.~t::;~~1; \\.~~:..> 'j.' .;. . Che.ck gener~t6l'a~~q.ii:'i[1iir&t~~f6r"'~~id weather operation oh all cars coming int C' ur sh6p:....::....rri'ilktfliis. i1'-parC6,c1t6,ur regular inspection. Most cold weather balt.. nd lamp bulb troubles ar'e due to incorrect generator charging rate for the conch i(1)nJ> under which car is operated: . For average..griving during cold weather, a generator charging rate of 10 to 12 amps. is sum~ient. This rate can of course be raised or lowered to meet any unusual condHi6ft"",under which car is operated. Use Master Ammeter when checking charging iate. Carefully read a~:t-Ycle following, entitled "Winter Electrical Troubles". ~ , ',\,~ "~.... , . ~ ..... .-.. ,.. PAGB 504 FORD S BRVICB B U LLBTIN for ,Octohe r Winter Electrical Troubles Winter electrical troubles are principally due to the effect of cold weather on the electrolyte in the battery, and failure on the part of mechanics to correctly adjust the gen'Frator charging rate in owners' cars to meet the con- ditions under which the cars are operating. Cold weather battery and bulb troubles can be considerably lessened if you will instru~ct your owners in a few simple things: For. example, the proper oil to use in the engine for winter operation. The correct way to use the choke so as to get a quick, easy start, thus lightening the load on both starting motor and battery. It may surprise you to know that it takes approximately 20 min- utes running, with the generator set at aver- age charging rate to replace in the battery the current taken out by one minute's use of the starting motor. When parking at . night, even for a few minutes, use the park- ing lights rather than leave the bright lightson. Hard Starting Resulting in Run Down Batteries At zero temperatures the starting ability of a battery is reduced to one-half its normal capacity, and its inteI,'nal'resistance propor- tionately increased, In other words, a battery that will crank tne engine for five minutes at normal temperatures, will only crank it 2~ minutes at zero temperatures, and only about half as fast. In addition, the amount of day- light driving is considerg.bly reduced. Also due to congealed oil, the engine is stiff and requires considerably mbre power to turn it over. These, conditions often result in a battery becoming partially or fully discharged. When trouble of this kind is experienced, the remedy. is to increase the generator charg- ing rate by 3 to 5 amperes. Do not use the ammeter on the instrument panel to adj ust the generator charging rate. A master ammeter must be used for this purpose. (K. R. Wilson of Buffalo, N. Y., furnishes a device of this kind.) Bulbs Burning Out In cold weather the generator voltage is considerably higher than ,normal. This is sometimes noticeable by the bluish white color of the light from the bulbs. The in- creased voltage is caused by the low te\TIpera- ture of the electrolyte which increases the internal resistance in the battery, and in ,order to maintain a constant charging rate, the gen- erator voltage correspondingly increases. When bulbs burn out prematurely, it is because they are operating at too high a volt- age as a result of poor or loose connections in the battery-generator circuit or due to the charging rate being set too high. The bulbs are designed to burn 100 hours at 6~ volts. If the voltage goes up to, say, 7~ volts, the bulbs will last less than 25 hours. The remedy in such cases is to first make certain that aJL. connections in the battery- generator eirc~it are clean and tight, espe- cially at the battery terminals, ground connec- tions, and cnt-o')t (see Fig. 1007). Any loose connections build up resistance and cause high generator voltage. Any connections found loose should"be taken apart, cleaned, and securely tightened. Nuts and screws should have washers under them. " Special attention should be given the bat- tery terminals, as these are especially subject to corrosion. Take battery terminals off, clean thoroughly with ammonia, coat with vaseline and reassemble, tightening securely. If this is done two 'or three times a year, no trouble from corrod,~d terminals should be experienced. If the connections are all O. K, but the bulbs continue to burn out, it will be necessary t? cut down th~g:e.nerator charging rate approxImately 2 to4 etes. Care should be taken, however, not t . -t the generator charging rate too much 0 .the. battery will become undercharged. If it i~necessary to reduce the charging rate to prevent lamps burning out, the gravity of the battery should be recorded at that time and an inspection made after the car has been driven 500 to 800 miles to note whether or not the gravity is fa.1lin,g off. If the gravity is rapidly fallil1.g off, it will be necessary either to slightly increflse the rate or give the battery a bench charge. Otherwise, the battery may' fail to turn the engine over if the weather is extremely cold. Find Out the Condition Under Which the Car is Operated When an owner complains of battery trouble pr fregueIlt lamp bulb fallure, make it a rule to find out from him the condition under which his car is being operated. Find out whether the car IS operated mostly at night or during the daylight; 'whether it is used principally on long trips with comparatively few stops, or on short , trips with numerous stops. With this infqrma- tion you can then adjust the generator~barg- ing rate to suit the operating needs ~ of the 'owner. No set rule can be given for generator output setting, but in general, 2 to 4 amperes higher charging in cold weath~lJ.n }n sum- mer should take care of the ine~fl demands ,~"""e'" on the battery. f. " Battery can be u.~,d as Guide in determining Con:ict Charging Rate In determining wheth.er,the generator charg- ~, -",," " .,tot'fI!-.' I I I o o I ~ J I o I.. I FOR D S ON S E R V ICE B U L L ETI N for 0 c t 0 her PAGE 505 o AMMETER TOJUNCTION BOX WI RES REMOVE THIS COVER AND CLEAN AND TIGHTEN ALL CONNECTIONS INSIDE OF JUNCTION BOX. BATTERY GROUND CONNECTION GENERATOR TERMINAL o NEGATIVE- TERMINAL. .JI1NCTION BOX TO CUT'OUT WIRE BATTERY TO STARTER SWITCH'GABLE eUT-OUT TO HORN AND LIGHT SWITCH WIRE 1007 These connections must be keep clean and tight. o ing rate is too high or too low, the battery can supply is of too low tension to fqrc,e,<;'~rrent be used as a guide. For example: through this coating of insulatiqn;and~,conse- If three or more successive hydrometer quently the part fails. to, opg[~,t~/' If'cleaning rea<:Iings taken at 500 mile intervals show a .off tl)e cOl;J.gealcd oil :In)igJ;eas~ db"es qot remedy consistent loss in gravity,. the charging rate ' the c;.qndJti~h~';the';"$.Qtl'Ece~oflttou'ble can be should' be increased approximately 3 amperes. 'traced t<'>loos~ or P?of'<r~n~it~ts'or connections. On the other hand, if the readings show be- In addition to a dirty commutator, the tween 1.270 and 1.285 and the electrolyte level generator should also be checked for worn is consistently low, the charging rate should brushes, If the brushes. are badly worn, be reduced 2. to 4 amperes. they ,sho1l1d .be replace,d: -:If the commutator After changing the charging rate, successive is dirty or slightly rough '~olisp. .it with' 00 readings should be, taken and r:ecorded a~d tpe 'sandpaper. ',Be' stit:e 'tier' blo~': ou.~ <ill1Y sand proc~ss repeated until ~he batte1;y_r~~isj.e~,9~n,<? ,.QF.p'ai(ic;le~"af$~r ,~p"pl1~fii;g. consIstent loss of gravIty or does'not.~e'~an-'.\ . '".." :'::'" .... excessive amount of water. .'~' .'~. ":'~'M~])E\.'!J\"~\EPLA'CE MODEL A correctly set generator chargmg rate W:l'IJr;~,(. ,f :~.~ .i.~"'T''' BATTERIES do more to correct battery and bul~ coW;': .,.... ,::~' ;.,:'~ . plaints than anything else. ',:~ M~!d~~.: "T" bat- ' If Starti.ng Motor, Electric Windshield te~ie~,T-?6,68=A(with- W. ... H F'l c O'p Qut electrolyte) and . r.per or'., orn ar. s to, erate or . n t. ~., -- . G F'l ",,~r:Jh T:7t>70-A .(wlth elect- .' enera(pr(l,r. S~~(), \l.l,arge rolyte)hqve been ob- In cold weat~~lul;>ricad'it:k. 'ail sometimes 'soleted.'. . cong~ls and ha;=~~ on ,t!1~[;.cOfl!lJlu.t<UQ~~ -in When calls are re- th~ above,parts, causin~'9?-<\tiqg'qf i~N.J,ation ceived for this part between the commu~!,!'J ijars and the brushes. supply the 'present '..T.884~~CA Under the8e conditib'!\S' th~ 6-volt current design Model "A" BAT,T:E:RY CLAMP 'i.:;' Fig. 1008 "'- ~~.~ ~~ , j1t.. ~ .<. ~' .. ~. ~~ ~ r t I PAGE 506 FORD SERVICE BULLETIN for October sed steel cover. To install this grommet on a car that was formerly equipped with the round NEW,' STARTER SWITCH PUSH ,split type rubbe! grommet (A-11480-~) it will , R' O-i!.:.'-'G'--'R~~~MM..j-;E:4:,. t".", . :i(,~e:n<tc~~~~.~o fi~e two. 7,!", half .circles at Vel ,;J.:j ~ ' .",'.,' .' '. ,pOlllts snown III Fig. 1012, to provide space A new riveted design starteLsw,~tc~~, p:ush: for the bolts. For mounting use A-20427-S2 rod grommet is 'now ,used in p't6duction'. This' bolts, A-22139.10ckwashers and A-21639 new grommet holds the, star.fb' switch push hexnuts. (See Fig. 1010). ,~; rod firmly in place. ,". . For service, a pressed'steel c'o\>:er A-l1481-BR (see Fig. 1009) is used ,w;ith' die original A- 11480-AR grommet. When cC:l,lls are received for an A-11480-AR grommet, in addition to supplying the grommet also sup- ply the pressed steel cover. This cover lessens any possibility of grom- _ A-II48HIR GROMMET COVER met breakage. The Fig. 1009 cover ~s. 'slipped battery and two T-8844-CR battery clamps (see Fig. 1008). Model "A" batteries can be used for replace- ment of a T-7670 batteries when 'f-8844-CR clamps are furnished. When supplying a Model "A" batteryJor re- placement of a T-7670 battery no ;Qharge should be made the customer for t1\e two T-8844-CR clamps furnished. l. ,~ Replacement of "T" Battery Pa.ris'~ On the latest design Model liT" batteries the terminal posts are located on the center line of the cell in the same manner as the Model " A" ba ttery. With the exception of the case all of the parts of the battery are exactly the same as the Model "A". On the earlier type Model "T" batteries the terminal posts were located diagonally on the cell. The repair requirements on this type. battery will in the future be quite limited. In the meantime if you receive calls for old design parts after present stocks are exhausted, supply Model "A" battery parts as follows: When calls are received for a T-5425-BR battery terminal post (negative) or T -5426- BR battery terminal post (positive) it will be necessary to repla<;e both the negative and positive posts and the cell cover and furnish parts- A-10682-B battery negative terminal post. A-I0692-B battery positive terminal post. A-I0705-B cell cover. When calls are. recf;ived for T-5434-B bat- tery case, replace w.it.fi A-I0660 together with two T-8844-CR climps:' > ~~, T-5440-BR battery- neg,~tive group as- sembly can be replaced with A-I0680-B. It will however be necessary to change terminal on opposite group assembly to, A-I0692-B and replace cell cover with A-I070S-B. ; " 'j ~ I , A-11480-AR GROMMET A-J1481-BR COVER A-21639' NUT A-20427-S2. BOLT A-22139 LOCK WASHER FIg. 1010 \, A-11480-B SPLIT OR FLANGE DESIGN RUBBER ,. GROMMET Fig. 1011 ,~ ~ #-0.. r:< . ~,.: WHEHREP.LACIN6,AN A-ll48o-8 SP~iI'iu..Pl GROMMET WITH AN A'II480-AR GROMMET AND.A- ',8R,GROMMET C:OVER.IT WILL Be: NECESSAR'I"1'O "u:~ A1:F"C:IRCLI: AT THI!SE POIN'TS. -. ,. f.I<" Fig .(..~:.. -, 0-. {:. : ',.{ ,. p-. ~. , . ~: ..- . >.. ~,. ' 'o~~!-:::" ' .- ~ .! j I ~ D I. ,.- , f' t <:.;:.,t; ~. ~- f ~ ,- rr ',r . t', [.. ... {. .. ~ ~",. . ~!~. .....,~~"t .::~ '1 .' ,. - </' '. PAGE 488 FORD SERV1CE DULLET1N for September Five Distinct Types Of Bodies J The dump bodies selected for the Model "AA" truck chassis represent five dis- tinct types, namely, a heavy duty hydraulic dump body-a light duty hydraulic body-a machanical rotating power hoist body-'-a gravity dump body and a hand hoist dump body. All of these bodies are of steel construction througholit. They provide a wide range of selection as to price, types and hoisting methods. With the exception of the gravity job all of the bodies can be raised ;or !, lowered to any angle and held in that position. Mounting Heavy Duty Hydraulic Dump Body On "AA" Truck Chassis FOR FRONT MOUNTING))RILL ' 17/32" HOLE IN 'FRAME SIDE MEMBER UXATED BY.FRONT PUNCH MARK. USE TWO 'I'-X 1'1." BOLTS TO HOLD IN PLACE. PUMP 'VALIiE:' LEVER. : PUMP SUPPORT' RACK. Fig. 970 .... There are two distinct models of Hydraulic Dump Bodies. The heavy duty, or Model GH-5, and the light duty, or Model GH-4. A metal plate, placed at the front end of the body on the right-hand side, shows both the serial and model number. The hoist, pump and sub-frame compose one unit, which is completely assembled at the factory. The body and end gate com- pose another unit. A third unit is the drive shaft with power takeoff. As a matter of convenience, these units are shipped in this manner, as it would be impossible to mount the job until the units are broken down into these three parts. Before attempting installation, carefully study drawings shown at top of page, and also go over the following instructions care- fully: MOUNTING PROCEDURE 1. Remove and cut floor board in accord- ance with sketch shown in Fig, 987. Also '" 1 ~ , 'J ,1 I ,.R~MOVE REAR BOLT IN PLACE P.IQ DRIVE SHAFT HAND"BRAKE LEVER SECTOR THROUGH HOLE IN FRAME.CROSS 'AND BOLT POWER TAKE-OFF MEMBER NO.3 BEFORE ASSEMBL- LEVER AND PUMP VALVE ING TO UNIVERSAL J0INT. SHIFT LEVER ASSEMBLY TO REMOVE SMALL SCREW SECTOR WITH BOLT FURNISH- IN UNIVERSAL JOINTS AND ED. OIL BEFORE ASSEMBLING. cut cover plate as shown in Fig. 988 and fit floor mat. ,2. Place a clean bucket under the truck transmission to catch the tran'smission oil. Remove power takeoff cover, see Fig. 971, from right-hand side of transmission housing. Using the cap screws that come with power takeoff, install power takeoff, see Fig. 971. Ordinarily, the gears will mesh and run J Fig. 971 j r- l' :J: 1 I I "FORD SERVICE BUL-Lnt'IN for Septe,mher PUMP VALVE ~ LEVER ROD , Fig,'1972 : v~lv~ shift levers to seotor using,the ca fur,"i~hed with these.4ev.ers~<see'J~jg: ....t;,&: 'JOIt:lT,P."iCE:DIU. .' ~"'."-." '''''r'''' it ftY-'HOIilE ItI.eIfAillSI .4. Cut hole III No, 3 ..trucKV0r:O~... ~ifI":--il'>.,.,~ffRijl~GEjUNIVER,S_ FIg, 973 and 974 show the exactlocafI0m.<:lJ":tlj'6 ) ,c:-PIt!JliI~E~IN8'ii!JNO hole. This applies only to old chasses"as this '.... !' hole will be punched in during manufacture. Tail lamp mounting and wiring is shown in Fig. 1003. 5. Remove universal klint from the un- riveted end of hoist drive shalt (see Fig, 975) (j quietly by using but' one gasket. However, another gasket is furnished with each hoist, so that if the gears do not run quietly, an additional gasket can be inserted. Always run the motor with gears in mesh to assure yourself that they operate quietly. If noisy, place second gasket between power takeoff case and transmission housiX\K:. .. 3. Remove rear cap screw in, )land brake lever sector, and bolt power,take off and pump '.' o PUMP VALVE SHIFT LEVER PIN ~., ," !!OWEIl TAKI!:OPF:DRIVE SHAFT , IDill'" Rdps ,. P~p~Ai.V~ ROD ~~ '". ;,. ,,~ .. ~ i.: ~..~ '::~~. "~ii.i')" ,'. .. .~~.~ ;i....t..::"-p "j>" ;i's.,:. , 't .~.... ,...:..,~. , () ~:~~ '~R ~"'/"~' ~R " , 4 ~ 'i ','"~,',,..J(,.\' ." - .~~~ VI EW SHOWING LOCATIO~'o;PdwER TAKE'OFF DRIVE SHAFT,PUMPVALVE Ro.D~ND BRAKE RODS THROUGH FRAME CROSS iii! No.3, :~~,I.. '.~ '~ PAGE 489 and from the rear, run that end of shaft through hole in cross member. Replace the joint on the shaft and rivet the pin (see Fig. 975). Place key in shaft of power takeoff, making certain that the key is in a true horizontal position (see Fig. 976). Then use a wooden block to tap the joint onto the power takeoff drive shaft, set screw can be' tightened into <;ounter sink in shaft. Set hoist on truck fra~e. Place key ~n pump shaft, again being ef{tremely careful that' key is in true horizontal position (see Fig: 976). Start universal joint onto this shaft. . Gradually work the hoist forward, until bolt Fig. 976 PAGE 490 FORD SERVICE BULLETIN for Septemher ~ Fig. 977 N'lrmal Position of Levers with Truck in Running Position holes in rear hoist frame correspond with holes in truck frame. Bolt hoist to truck with two bolts at rear and- small angles and bolts at front. Fig. 970 shows front and rear mounting. . 6. Attach pump valve l~ver r09 by plac- ing it through brake rod n(j)le. in, truck cross fl~;l) Fig. Y78 Position of Levers When RlI;ising Body - . Fig. 979 Position of Levers '~ Lou'ering Body member and attaching it\~,~ (see ~ig. 974,) 7. Attach body to sub r_ (see FIg. 970). 8. Replace oil in transmi~io'n case. Lubri- cate hoist working parts. It\is important to thoroughly lubricate the universal joint (hoists are shipped with oil in: cylinder). POSITION OF LEVER WHEN RAISING AND LOWERING BODY ~ The normal position of the levers with truck in running position is shown in Fig. 977. Note that the power takeoff lever is a little back of the pump valve shift lever. To operate, start engine, throw out clutch, and engage power takeoff gear by throwing power takeoff lever forward. For raising the body, the levers will be in the relative position shown in Fig. 978. Next, engage the clutch, and the body will dump or rise. I twill stay locked in that position until the pump valve shift lever is moved forward, as ~l1own in Fig. 979. This opens the valve, al1'Owing body to descend. ., ;. ,.~_I" CAUTION ~. , If the cylinder is filled with more than six quarts of oil, the body will not come down to a complete road position.t ,trtre,i,s less than six quart!;! of oil.in the'Cyli' '. ~'b?~y can- not be brougl1t to ~JJ,l.l1 wp"ing pOSItIOn. If at any time you ,~_,~. a complaint that the body does not c<:l~ear down, presum- ably there is too 'ID:tlcli oil in the cylinder. ;~ ~ " ""'" 01 I o I O~ I I " ~ ~ FORD SERVICB BULLETIN for September o Should the body not come to a complete dumping position, there is not enough oil in the cylinder. If only a small amount of oil is to be taken out of the cylinder, it can be easily accom- plished by bringing the body to a complete dumped position and removing the threaded PAGE 491 plug (see Fig, 983) from the upper end of the cylinder; then allowing the body to slowly come down until sufficient oil has been ejected. Be sure to replace threaded plug. To completely empty the oil from the sys- tem, disconnect either of the pipe couplings at the pump (see Fig. 984). , Mounting Light Duty (GH--4) Hydraulic Dump Body On "AA" Truck Chassis o POSITION BODY ON CHASSIS BY BOLTING ANGLES THROUGH THESE HOLES IN CHASSIS FRAME WITH TWO 'Ii' X 1'1." BOLTS TO INSTALL FRONT MOUNTING DRILL 17/32" HOLE IN FRAME SIDE MEMBER LOCATED BY FRONT PUNCH MARK. USE TWO 'j, X 1';'" BOLTS TO HOLD IN PLACE. This unit is shipped from the factory with body, hoist, pump and sub-frame completely assembled, Before attempting the installa- tion, carefully study Fig. 980, and read the following directions carefully: MOUNTING PROCEDURE () Remove and cut floor board in accordance with sketch shown in Fig. 987. Also cut cover plate as shown in Fig. 988, and fit floor mat. 1. Place a clean bucket under the truck transmission to catch the oil. Remove cover from the,right-hand side of transmission case. Using cilp~ screws furnished, install power takeoff (see'. 971). Ordinarily, the gears will mesh and run ,quietly by using the gasket under the cover. Wrwever, another gasket is furnished with each h~st, so that if the gears should be noisy, this ~xtra gasket can be inserted, Always run.tlie motor with gears in '. ':h '... o ''"0'' "''' 00'"" ",~eow" ""m BRAKE LEVER SECTOR AND BOLT POWER TAKE,OFF LEVER AND PUMP VALVE SHIFT LEVER ASSEMBLY TO SECTOR WITH BOLT FURNISHED REMOVE SMALL SCREW IN UNIVERSAL JOINTS AND OIL BEFORE ASSEMBLING. Fig. 980 mesh to assure yourself that they will operate quietly. _ 2. Remove the rear cap screw in the hand brake lever sector (see Fig. 972), and attach the power takeoff and pump valve shift levers -respectively to this point by using the cap screw to be found in these levers. Mount tail lamp in accordance with sketch shown at Fig. 1003. MOUNT REAR CROSS ANGLE 6l'i'FROM END OF FRAME CUT HERE ~ " " .. PAGB 492 FORD SBRVICB BULLETIN for Septemher Fig. 982 3. Cut 1" of rear end of truck frame (see Fig. 981); place body and hoist as~embly o.n truck so that rear cross angle IS approxl- matel~ 6~" from rear end of truck frame (see Fig. 981). In this.position, the b?lt holes in the sub frame will correspond with holes in truck frame. Bolt sub frame fast to truck, as shown in Fig. 980. 4. The power takeoff drive shaft is f!f a one- piece design. The splined end of the dnve shaft goes toward the pump (see Fig. 982). Place a key in pump shaft. Be sure to keep key in a horizontal position (Fig. 976), Use a wooden block to tap the joint on, until set screw can be tightened down into counter sink in shaft. Draw screw down tightly. 5, Place forward joint on shaft of power takeoff in same manner as shown in Fig. 976. Place pump valve lever rod through right- hand hole for brake r,od in No.3 cross member (see Figs. 972,973 and 974), and attach one end to pump valve shift lever (see Fig. 972), and opposite end to pump valve lever, Replace oil in transmission housing. 6. Thoroughly lubricate hoist working parts. It is also very important to thoroughly lubricate the universal joint (hoists are shipped with oil in cylinder). POSITION OF LEVERS 7. The normal position of the levers with truck in running position is shown in Fig. 977. Note that the power takeoff lever is a little back of the pump valve shift lever. To oper- ate start engine, throw out clutch, and en- ga~e power takeoff gear by throwing power takeoff lever forward, For raising the body, the levers will be in the relative position shown in Fig. 978. Next, engage the clutch, and the body will dump or rise. It will stay lock~d in that position until the pump valve shift lever is moved forward, as shown in Fig. 979. This opens the valve, allowing body to descend. (J Fig. 983 CAUTION If the cylinder is filled with more than six quarts of oil, the body will not come to a complete road position....U there is less than six quarts of oil in the cylinder, the body can- not be brought to a full du'ii1Jjl.ing position. If only a small amount of oil is to be taken out of the cylinder, this can be easily accom- plished by bringing the body to a dumped position, then removing the fil.1er plug (see Fig. 983) near rear end of cylmder. Next, allow body to descend, when sufficient oil will be ejected. Raise body again, and re- place filler plug. To completely empty the oil from the system disconnect either of the pipe couplings at the pump (see Fig, 984). o I / o Fig~~984 _Jo~_ $c, ~;; "' -- FORD SERVICE BULLETIN for Septemher o PAGE 493 Mounti~g Rotating, Power Hoist Body , On f'AA" Truck Chassis , (" BODY HOLD DOWN BOLT AND BAR. o MOUNTING PROCEDURE Cut 13%", off rear end of chassis frame, (see Fig. 985) Drain transmission. Remove power takeoff cover plate and bolt takeoff to transmission. Re-oil transmission. Take out floor board. Bolt power takeoff lever to hand brake lever sector and gear shift housing as shown at Fig. 986. Cut floor board, as shown in Fig. 987; also cut the floor board plate, as shown in Fig. 988 and fit mat. ~ (' Fig..~p86 " DISENGAGE ENGINE CLUTCH AND PUSH LEVER FORWARD TO RAISE OR LOWER BODY. THIS AUTOMATICALLY RELEASES HOLD DOWN LOCK AND ENGAGES POWER TAKE-OFF. Fig. 985 CUT ON DOTTED LINE FOR DUMP / BODIES USING POWER TAKE' OFF I Fig. 987 Use Woodruff key in power takeoff. Key will be found in small sack of bolts which comes with each body. Insert key into key- way in power takeoff shaft. Place universal joint of drive shaft on power takeoff drive shaft, so that key on shaft engages key way in universal joint. (See Fig. 976.) " CUT ON DOTTED LINES FOR DUM'P BODIES USING POWER TAK.E-OFF Fig. 988 PAGE 494 FORD SERVICB BULLETIN for September . \"0.3 ClIO" "E"~ 000 i : POWER TAKE'OFF DRIVE SHAFT BOLT THIS BEARING TO NO.3 CROSS MEMBER AS SHOWN VIEW OF NO.3 CROSS MEMBER LOOKING TOWARDS REAR OF TRUCK CHASSIS Fig. 989 Drill two holes in chassis cross member, and bolt bearing in straight line in rear of power takeoff shaft (See Fig. 989). If holes are already in cross member, simply bolt the bearing on. Take two of the ~ x 7~" carriage bolts supplied, and place one in each front corner .6~----<fh ,N :1 BODY SIDE MEMBER II"'=- III I" -u-- '"'-- Y2 x 7 J1l SQUARE HEAD BOLT ., 1 ;' Y,"X7W' ROUND HEAD BOLT CLAMP PLATE Fig. 990 III slotted hole in sub-frame plate, sliding head of bolts outward so as to come under- neath body side member, as shown in Fig. 990, Place body on chassis, and engage rear universal joint with drive shaft on gear case, TRUCK CHASSIS SIDE MEMBER / CLAMPING ARRANGEMENT FOR ATTACHING REAR END OF BODY TO CHASSIS FRAME Fig, 991, ~;'x7~i' SQUARE HEAD BOLT / / / o / / / SLOTTED HOLE SPACER AA'SII6'C / / / /" " I ~'I2X7Y2 CARRIAGE " // BOLT IY / '_~~~::..~ )Jr- CLAMP PLATE / "~ / " / ?-____,',,/ ------~ TO PREVENT ANY POSSIBILITY OF DISTORT- I NG 51 DE MEMBERS SPACERS MUST BE USED. Fig. 992 allowing 78" space between end of universal joint and shoulder on shaft. Remove the two ~ x 1~" machine bolts from outside corner of rear cross angle. Re- place with two ~ x 5" machine bolts. Insert two ~ x 5" machine bolts in square holes of rear cross angle. Use two rear clamp angles and bolt securely to chassis, as shown in Fig. 991. o NUT PLAIN WASHER SECTION LEVER ,I .... NUT /1,=- PLAIN WASHEir""-'"" SPRI NG ..,.""- POWER JJEOFF RELEASE ROD Fig. 993 01 , J - 1 FOR D S ON S E R V ICE B U L L ET I N for S e p t e m b e r o Insert two 72 X 772/1 machine bolts through inside holes of front mounting plates opposite bolts shown in Fig. 990. Use two front clamp plates for tying to chassis 'and tighten bolts securely. To prevent any possibility of distorting the side members, place spacers between flanges of side members (see Fig. 992) before install- ing clamp plates. Insert two 72 x 8/1 machine bolts through slotted hole of clamp angle and through hole in rear cross member of trunk chassis, as shown in Fig. 991. Mount tail lamp bracket and tail lamp in accordance with sketch shown at Fig. 1003. Install throw-out lever by inserting end of lever between body side member and large gear and bolt in place, as shown in Fig. 993, using a plain washer, sleeve and lock washer. Insert threaded end of power takeoff release rod through hole in bottom of throw out lever, (see Fig. 993). Fasten opposite end to bottom PAGE 495 of power takeoff control lever by means of a steel pin am;! cotter. ~ Place spring on threaded end of rod. In- stall nut and lock nut (see Fig. 993). The com- pression spring and adjusting nut can be taken u'p to compensate for wear. I t is also used to' adjust throw-out time at tipped or riding positions. The nuts must be kept tightly locked against each other. RAISING AND LOWERING BODY To raise body, start motor, disengage clutch and push power takeoff lever forward. This automatically releases the hold down lock and engages power takeoff. Next engage clutch. Body will now rise to dump position and automatically release power takeoff provid- ing the spring on the power takeoff release rod. is properly adjusted. Fig. 993 shows this spnng. To lower the body repeat above operation. Mounting Gravity Body on "AA" Truck Chassis o POSITION BODY ON CHASSIS FRAME BY LOCATING BODY BRACKETS OVER'GUSSET PLATES ON FRAME CROSS MEMBER NO, 4, UT ,RUBBER Bl!JMPER - BLOCK TO FIT PLATE ,. FO 19, n MOUNTING PROCEDURE Truck chassis is prepared for mounting of gravitY"dti~ body by first measuring to a point 28/1 l'5ilcR: from end of top flange of side member, then rri~asuring 25" back from end of bottom flange~f side member. Next, connect these two"Roints with a chalk line' and follow chalk line\v~en cutting off chassis frame. (See Fig. 99~.)l .. /,'~ '& ..... o FRAME CROSS MEMBER NO.2, ADJUST TRIP ,RQD. W,ITH '.TRIP'..!-EVER AND. , T,E11' btVERLO,CK BAR IN'POStTlON SHOWN. 9'94 .' P,ULL TRIP LEVER TO RELECASE DUMP BODY. TRIP LEVER LOCK BAR IN LOCK POSITION WITH LOCK PIN IN PLACE. Fig. 995 PAGE 496 FOR D S E R V ICE B UL L ET IN, for S e p t e m b e r I' WHEN MOUNTING BODY SEE THAT THESE BRACKETS ON BOTTOM OF SUB FRAME STRADDLE NO.4 CROSS MEMBER ON CHASSIS. Fig. 996 Gravity body is located on chassis frame by means of body locating plates, The brackets on the bottom of the sub-frame straddle the chassis cross frame member, as shown in Fig. 996. :>.. ....... "':.'::.~"~"--':..!-T3;7' BODY FRONT CROSS MEMBER o rl~l ~~ . ",__ SPACER · ~ ! : , If X 7fBOLTS t't-f-l.... MEMBER " L ~~ ;:' CHASSIS SIDE I " . " I:' " " I:' . () CLAMP PLATE Fig. 997 Remove rubber bumper blocks from chassis frame (see Fig. 998). Insert two "U" bolts in rear corner of sub-frame, install spacers, BUMPER BL.OCK Fig. 998 o '. '-' I ~ LOCK BAR TRIP ROD - BEFORE BOLTING TRIP LEVER ASSEMBLY TO CROSS MEMBER,MOVE SPEEDOMETER CA&LE TO OUTER,IIIz" DIAMETER HOLE. Fig. 999 1 I I ti~hten securely with >>llock washers and grIp nuts. ", Cut grove in rubber bufuper to follow line of "U" bolts and repface rublJer bumpers on chassis. ' Insert two }.1i" x 7}.1i" machine bolts through two upper holes on both front corners of sub- frame. Use two long clamps and tighten securely. (see Fig. 997) Be sure to place AA-5116-C spacers between flanges of side member before assembling clamp plate. These spacers prevent any possibility of distorting the side members when tightening the clamp bolts. Spacer AA-5116-C is used on front mounting. Spacers AA-5124-LH and AA-5125-RH are used on rear mounting. Cut slot in floor board for trip lever handle as shown in do.tted line, Fig. 987. Move speedometer cable to outer hole, and clamp trip lever assembly to No.2 chassis cross o "s.,;' ,LA~c;lI~ELEASE LEVER ~'. TRIP4~D Fig. 1000 o .~ rr II I l 01 -l FORD SERVICE BULLETIN for September Installing Rotating Fast Hand Hoist Body on "AA" Truck Chassis ~ ~ !If .~ Fig. 1001 TO INSTALL HAND HOIST DUMP BODY ON "AA" CHASSIS CutJ5~" off rear end of chassis frame, (see Fig.100l). Position sub-frame and body on truck chassis. Take two of the ~ x 7~" carriage bolts furnished with the body and place these bolts _ into the slotted holes in each corner of truck' RATCHET frame, sliding the heads of the bolts outward, so as to come underneath the body side mem- ber~'and~be 'outsicle of-chassis side memoer, -as shown in Fig. 990. Remove short bolts from outside corner of rear cross angle, and replace with ~ x 5" square head bolts (see Fig. 991). Insert ~ x 5" bolts in square holes of rear cross angle. Use two rear clamp angles, and clamp against frame side member. Insert two ~ x 6 ~"bol ts, through elongated hole in clamp angle and hole in chassis frame rear cross member in the same manner as shown in Fig. 991. Place two ~ x 7~" bolts in >inside hole of front mounting plates, opposite carriage bolt (see Fig. 990), Be sure to useAA-51l:&4; frame side memberspac- er-fron t on this bolf ~'8ee Fig. 992). Place clamp plates on bolt, and securely tighten bolts. Remove cotter key"from crank handle. Slide crank handle thr6ugh ratchet casting member by means of angle and clamping plate placing the bolts through speedometer cable hole in cross member and the 2" diameter hole next to it (see Fig. 999). . Install latch release lever by removing latch release lever pin from lever-slipping lever into place between latch release plate and inserting latch release pin. Lock pin in place with cotter key (see Fig. 1000). Place hooked end of trip rod through end o .. .~~.....- SECTION.AA ;<-~ . ~ () PAGE 497 hole of latch release lever, securing rod with a cotter key (see Fig, 1000). Adjustfittingon threaded end of trip rod, so it enters hole at bottom of trip lever. Trip lever must be in line with lock bar when making this adjustment (see Fig. 994). Body is now ready for operation. RAISING AND LOWERING BODY To raise or lower body when truck is loaded simply pull back on trip lever. , ... (see Fig. 1002). Insert cotter key through hole in crank handle at desired location to prevent handle slipping out. Body is now ready for operation. CRANK HANDLE INSERT COTTER KEY THRU HOLE IN HANDLE AT DESIRED LOCATION Fig. 1002 RAISING AND LOWERING BODY 4~ turns of the hand crank raises the body to the tipped position. 4~ more turns lowers the body back to the riding position. The automatic latch lock and ratchets will hold the body in any position. . , I PAGE 49 8 FORD. SERVICE BULLETIN for September AA-13470 REAR LAMP BRACKET A-13407-C REAR LAMP ASSEhlBL,( AA-I3470 REAR LAMP BRACKET A'14588 WIRE CUP A-14592 WIRE CLIP HELD IN PLACE BY QUARTER LOCK PILLAR TIE BOLTS USE A-I4487 WIRE CONNECTORS TO CONNECT REAR LAMP WIRES I TO REAR LAMP WIRING ASSEMBLY TAPE UP SLACK DRILL I"HOLE THRU METAL BODY SILL AND INSTALL A-14567-B RUBBER GROMMET. .~'~, AA-13406 REAR LICENSE BRACKET A-22151- LOCK WASHER A-21668-S- 2- NUT AA-13462 REINFORCING PLATE REAR LICENSE BRACKET SPACER BLOCK /:~' .<' SECTION VIEW THROUGH SA\CER BlDCK ~. J< /" Fig_ 1003 Sketch Showing Mounting of Rear Lamp on Dump Bodies Installed on "A,4" Truck Chassis , -~ I:' t. ;: ,0 fP I j I I .b .--- .-_...__--r.:.1iol.-----""'.. -.: __.. .' H 9 ,'~ " 'ft -[ r PAGE 470 FORD SERVICE BULLETIN fo/' July ..;..- - Fig. 940 " ~~." ", -- jor-: ....... . . , I} "" I jl I I I 1 I , / I 0- , I I I J c c n FORD SERVICE BULLETIN for July PAGE 471 Fig. 941 / .. i t ....... PAGE 472 FORD SERVICE BULLETIN for July ,ft. o ''\ .. ') Fig. 942 j ,"'" I. o o '0 FORD SERVICB BULLBTIN for July PAGB 473 Fig. 943 \ if V .:..1: ,....1, f'i 91"" 'l ~" ... PAGE 474 Po RD S BR VICE B U.LLET IN for July I.' I t r---- = ~- Wq \ " 1__ ~ ~ I Fig. 944 l- , 0,( I I ~ ( 0' ( I c r '- (: " FORD SERVICE BULLETIN for July PAGE 475 . Fig. 945 J f" .;. " .." r" ~.,r:' ~ Ir PAGE 476 FOR D S E R V ICE B U L LET I N for ] u ly II ! , ~ I"i. , ' ~.~' ~ ~~, Fig. 946 " r\ I ~. ") .-II' I , I I I / I I I i I 01 I I FORD SERVICE BULLETIN for July PAGE 477 1 ~ ! I c - , < o :l' (' Fig. 947 \ II' .' "i~-- PAGE 478 FORD SERVICE BULLETIN for July ... Fig. 948 SERVICE SUCCESS, OR SERVICE FAILURE , --- Fig. 949 " 1 C' " ,j , f J t I b cO " '::.~ J'" I I , ; ~ ~ ~:~-r', ~ .......'\.- .....;, - PAGE 462 ? n . r: -~._..,--- Po R D SE R VI CE BULLE T{tr:.f.O r" . JJJlL-._. _ ,f LEAVE A LITTLE SLACK IN THIS WIRE . SEE THAT WIRE PASSES THROUGH THIS NOTCH IN INSTRUMENT PANEL Fig. 919 I INSTRUMENT PANEL LIGHT WIRE When connecting the wire on the new dash light switch to the back of the instrument 'panel, be sure to leave a little slack in the wire. If pulled tight, a tension is put on the wire which causes the instrument panel ligh"t to flicker when. driving over rough roads, When connecting the wire, be sure that it fits into the small slot in the panel (see Fig. 919) provided for this purpose. If the panel is assembled in place so that the edge of the panel presses against the' wire, it will cu t through the insulation and cause a short circuit. iIiioiii CONNECTING HIGH TENSION WIRE TO COIL When connecting ,the high tension wire to the coil, extreme care must be taken to make certain that the wire goes all the way into the coil until it makes a good contact. (See view at left side of Fig. 920.) If the high tension wire does not make a good contact in the coil, the high voltage may break down the insulation and crack through the bakelite neck of the coil.' (See view at right side of Fig. 920'.) , When this occurs it not only cuts down the voltage at the spark plug gaps but. eventually ruins the coil. Be sure to watch this point when connecting high tension wire to coil. 'I: II ~ :13~. ..~4"":i. " .'. ~,.~, HIGH TENSION WIRE MUST MAKE GOOO CONTACT INSIDE OF" COil Fig, 920 IGNITION WIRE On a percentage of truck production, ? small leather boot is placed over the ignition wire terminal on the back of the instrument panel as shown in Fig. 921. The boot was placed at that point simply to 'prevent any possibility of the ignition wire grounding against the gas gauge flange as the clearance was a trifle close. With the leather boot installed, there is no possibility of the wire grounding. A change is being made which .will provide additional clearance at that point and when this is in production the use of a boot will be discontinued. In the meantime if you should have any occasion to disconnect the ignition wire on the back of -the instrument panel, be' sure to re- place the boot. LEATHER BOOT A.1I805-E 1930 DESIGN INSTRU' MENT PANEL AND MOUNTING COLLAR ASSEMBLY. IGNITION LOCK AND CONDUIT ASSEMBLY. Fig. 921 ..- :-1 l , I iI I I' ..j ") '; r 11 I. Iii ; ;)1' . I :1. -i Ii ! I 'i t \ i 11!1 1, ~ 'l I I! "- .f ~ ~! i ;1 : ~: I I J ! 1 ~ I ~ ~ o !li .\. '_H_..:" ~ , _, - o.....li :11 I -- ---m.- - .- 01,' I t, ,i \ I ill ; I . . :-1/11 11'1 IIII II i l I i 1-4:\ ii' ,. 'j o <,' -ii 'i ~ ! i ; ( . j. o """'", '~~<_~-::?:6',~~~"~' E ~VI CE Bu L:r,. ET I N for] un e "'f~ , :!"lU.' ~ r; ,..Jl.tt p.~: >il'" ,Uc'.:(" "I '~11 P:,\.;J~:~; 't".-;. ,tjRYe.i~OANb ~,p... THESE HOLES, USE NO. 21 DRILL .... ~(.~) .~. I THRF.AD WITH 10-32 TAP Fig. 922 CHANGE IN STEERING GEAR HOUSING BUSHING A change has been made in the steering J shaft upper bearing and bushing assembly A-3517. ' The new bushing has a "V" shaped lug, which fits into a "V" slot in the steering gear housing and holds the bushing securely in place, This construction eliminates the two A-20281 screws formerly used to hold the bushing in place. The former design bushing which was held in place by the A-20281 scr~ws has been dis- continued. If, after present stocks are ex- hausted, calls are received for th'e old style bushing, supply the new type. This bushing can be easily installed by filing off the lug at the dotted line, shown in Fig. 922, then drilling arid tapping the bushing after it is pressed into place. Two A-20281 screws are then installed. When drilling the holes, use a No. 21 drill and tap with No. 1O~32 tap. SIZE OF HOLE IN AUXILIARY SPRING INCREASED Sometimes the shank or stud of the engine front support will rub against the side of the auxiliary spring and cause a slight squeak. To eliminate this, the stud hole in the spring has been changed from H to H". (See Fig. 923.) ~w S~'NG 'm _ _ \?~~ DOTTED LINE SHOWS HOLE IN OLD STYLE SPRING 15/32 Fig. 923 P'A G E 4 6 3 DRILL WITH 2Jt4DRILL AND TAP WITHYS'TAPER PIPE TAP, Fig. 924 ADDITIONAL LUBRICATOR FITTING PLACED ON TRUCK TORQUE TUBE To insure truck universal joints receiving ample lubrication, an extra boss has been placed in the torque tube to accommodate an additional lubricator fitting which is installed just back of the universal joint ball cap. This fitting permits the lubricant to flow directly to the joint without first passing through the bearing. Any stock of truck torque tubes you have on hand should be drilled and tapped and lubricator fittings installed. The new fitting is installed exactly 2" forward from the center of the hole for. the present grease fitting. (See Fig. 924.) When drilling the hole, use'a H" drill and tap with a ~ taper pipe tap. This will make the lower end of the threaded hole slightly undersize and prevent the lubricator fitting protruding into the housing and interfering with the removal of the bearing, NEW GASOLINE GAUGE DIAL FEOA T AN]) ROD ASSEMBLY This rod A-9312-C is the same as the A-9312-B design except that the rod has been bent to fit the 1930 design cowl tanks. The A-9312-B rod has been obsoleted. If calls are received for the "B" design rod, after present stocks are exhausted, supply the "C" design and bend the rod in accordance with sketch shown in Fig. 925 to make it fit the 1928~29 gas tanks. ..l"' .' . .;; , --;.:::-;::.::-~-:::-~~-;:.~-::::-~-;::::::.--' 1.@j)~~~"'~'-;:'''';::-~OD AT THIS POINT Fig. 925 II 7 ~ PAGE 464 Fo R D SBRVI CE BULLETIN for June WITH OLD STYlE SHACKLE BRACKET (AA'5775) THE RETRACTING SPRlNG(AA'Z523) WAS HOOKED THROUGH LUG ON BRACKET WHEN INSTAUING PRESENT SHACKLE IlRACl(ETONANOlD TRUCKJORM A WIRE LOOP AROUND BRACKET AND INSUlT ENDOFSPRlNGTHROUGN LOOP ~ Fig. 926 ATTACHING OLD STYLE TRUCK RETRACTING SPRING TO NEW STYLE SHACKLE BRACKET On the earlier design trucks, the rear brake rocker arm retracting spring (AA-2523) was located on the outside of the frame. One end of the spring was attached to the rocker arm, the other end was hooked through a hole in the I ug on the rear spring shackle bracket. (See Fig. 926.) On present construction, the 'retracting spring brackets are welded to the rear radius / rods. This method of assembly was found more efficient and at the same time eliminated the lug and hole in the AA-5775 rear spring shackle bracket. 1(, after present stocks are exhausted, calls are received for the old style shackle brackets, supply the present design. As the new style brackets do not have the lug and hole in them for attaching the spring, it will be necessary to form a wire loop around the new shackle and insert the end of the spring through the loop, as shown in Fig. 926. CHECK CLUTCH PEDAL CLEARANCE A check up of clutch complaints show that the majority of clutch troubles are caused by owners driving their cars without any free movement or play in the clutch petal before it starts to disengage the clutch. It is absolutely necessary' that the clutch pedal have at least 1" free movement or play at all times. As the clutch facings wear, this play or movement gradually becomes less, /' and, if not checked occasionally, will result in slippage and prematurely' worn clutch facings. '.. Make correct clutch pedal clearance a part of your regular inspection, ' 9!1." ~ AA-S260 8~" 2 A'S260'B Fig. 927 NEW CYLINDER HEAD OUTLET HOSE FOR TRUCKS A. new cylinder head outlet hose AA-8260 has been released for trucks equipped with four row radiators (AA-8005-B). The new hose can be easily distinguished from the A-8260-B hose formerly used, as 'it is %" longer. (See Fig. 927.) A.20931 BOLT OBSOLETED Bolt A-20931 has' been obsoleted and is replaced by bolt A-20953. This bolt is IV' longer than the A-20931 bolt. (See Fig. 928.) r-I %'~:1 ~ A-20931 A-20953 Fig. 928 o , . 'J' I ~ o ~ ..-'" -"'": FORD SERVICE BULLETIN forJune G ,\yhen ).lSll!g ,an A-20953 bolt in place of A~20931 Dolt on cars having f~rged type ~ra,Hsmission main shaft bearing retainers (A-'7085-BR), it is necessary to take up the extra length of the A-20953 bolt in order to insure cotter pin hole lining up properly, T~i~_caI! be easily done by placing washer A-22257 -52 under the head of the bolt. V~6~~::~;~F:. A.S097.S RAOIATOR SHELL (SUPPORT" LOWER L.H,) LEAVE SLACK IN HEAD LAMP WIRE SO THAT IT OOES NOT RUB AGAINST BRACKET. c Fig. 929 KEEP HEADLAMP WIRE LOOM AWAY FROM BRACKET \iVhen replacing headlamp wire loom, be sure to leave same slack in the loom where it passes around the radiator support bracket (A-8097-B). (See Fig. 929,) If the loom is pulled tight so that it touches the bracket, the loom will rub against the sharp edge of the bracket. This will eventually cut through the insulation and cause a short. Instruct your mechanics to check this point on cars coming in to your shop, OFFSET ACCELERATOR TO STEERING GEAR ROD USED ON NEW DELUXE PHAETON In order to clear the starter switch push , rod on the DeLuxe Phaeton, the accelerator to steering gear roo A-9742-B is made with a slight bend in it, This is necessary, due to c ~ Fig. 930 PAGE 465 the lower position of the steering gear used on the DeLuxe Phaeton. If you receive calls for this part for service, use accelerator to steering gear rod A-9742-A and bend the rod in accordance with sketch shown in Fig. 930. IF CAR IS EQUIPPED WITH WIND. SHIELD WINGS USE CLIP A.17668 LOWER AND A.17669.A UPPER. IF NOT EQUIPPED WITH WIND.SHIELD WINGS USE A.17671 LOWER AND A.17669.B UPPER &~~: . I ~ /- .:;.;.~-- Fig. 931 INSTALLING ELECTRIC W. S. WIPER- WIRE ON PRESENT DESIGN STANCHION With the adoption of the vacuum type windshield wiper on open cars, the A-77444 windshield upper stanchion assembly is no longer drilled for electric windshield wiper installation, The lower stanchion, however, is drilled for the vacuum wiper tubing. When installing new stanchions on a car equipped with an electric wiper, thread the wiper cable through the hole in the lower stanchion provided for the vacuum type wiper tubing, then attach the cable to the side of the stanchion by means of clips as shown in Fig. 931. This metholi of installation elimi- nates any necessity for drilling holes in the stanchion. ',-- " -. -- -........ "91 - --.., -....-.:....'''. ---,- \' -" . , I ~ ,uijl, '0 PAGE 466 FORD SERVICE BULLETIN for JlIne CHANGE IN SPEEDOMETER PA.I?~~~',~ AA-17285-G-DRIVING GEAR (FOUR TEETH) NEW DESIGN SQUARE END SPEEDOMETER SHAFT NEW DESIGN GEARS USED WITH LOW SPEED TRUCK AXLE Fig. 932 ,- Several changes have been made in speed- ometer parts used in the truck. The thread pilot diameter of the AA-17269 speedometer driven gear bearing has been changed from %" to :%:" to fit the new square end speedometer shaft and the casing assem- blies. While the new bearing is %" larger in diameter than the old bearing, these bearings can be used interchangeably. The speedometer shaft has been changed from a round end shaft having a key drive, to a square end shaft. To correspond with the new shaft, the "Speedometer driven gear is made with a square hole I (see Fig, 932) instead of a slotted round hole as shown in Fig. 934. This changes the symbol number of the speedometer driven gear used with the low speed axle (6.6 to 1) from AA-17271-FR to AA-17271-G. AA-17285-H-DRIVING GEAR (FOUR TEETH) NEW DESIGN SQUARE END SPEEDOMETER SHAFT NEW DESIGN GEARS USED WITH HIGH SPEED TRUCK AXLE Fig. 933 .~~" " AA-17285-FR c:... !-;; .'"':''''' (SIX TEETH, OLD DESIGN "Co,. ,'Ii ,:,\ SPEEDOMF"-~'i'.:-:,.'':'" . . .,..,t.....:.',., AA.17271-DR D!'ll'/c': r.;c:'.,. HAS SLOTTED ROUND,H:._ ./ //'. / ~v~: OLD DESIGN ROUND ENrol SPEEDOMETER SHAFT AND GEARS Fig. 934 On the high speed axle, in addition to changing the gears to accommodate the square end speedometer shaft, the number of teeth on both the drive and driven'gears were changed to give a more accurate speedometer reading. This change was as follows: AA-17285-FR speedometer driving gear. This gear had 6 teeth, (See Fig. 934.) It is replaced by AA-17285-H driving gear having 4 teeth. (See Fig. 933.) . AA-l7271-DR speedometer driven gear had 19 teeth. (See Fig. 934,) It is replaced by AA-l7271-H having 13 teeth. (See Fig. 933,) MODEL "A" SPEEDOMETER PARTS The only change made in the Model "A" speedometer parts was to change the speed- ometer shaft from a round end to a square end shaft. Also the driven gear shaft in the speed- ometer gear and cap assembly was changed from a round end shaft having a key drive to a square end shaft. The symbol numbers of the new assemblies are A-17270-F (3.78-1 ratio) and A-17270-G (4.111-1 ratio). The old design assemblies A-17270-DRand A-17279-ER will be held for repairs. SCREW A.20216.S6 OBSOLETED To lessen any possibility of distorting the instrument panel by screwing in the instru- ment panel to speedometer cable support screw too far, a new screw with shorter threads (A-20221-S6) has been adopted. The old design screw (A-20216-S6), which was threaded all the way back to the head of the screw, has been obsoleted. : I . I ~ I I A It ~ '. .1r I i H [ J. ; Ii j I, lIr 1:1 ~i1 , I I I J I I r I 01 .. ...." . ___~, .'0""......-..... _.... fir:"" rn t ,.---. ----"- -----.- u:dJ- o IiI, .\ II ; ~ ;d . III .: ,I' ,I t <It 1'1 J!,,~ · , ~ q ~; ; I. r-. ""if I -..I ,", I . II I ! ... o ;! o f ~, ....-~" . ~ """'-l''..:l-':., .~~";-__ l FOR D S E R V ICE B U I ~ .L E_,! I N for ] u n e CHAr(GfiJfw SEAT CUSHION CONSTRUCTION ~;;.d~ "!J'~;' ~;i~::~~"~ t I~ ~ .. ~ :.;.~ r~' . ..11 . (ill"" . '~""',', ,'w. "".,' ;~'.O\'" ~ - . .~;,~ j,.~ ~"_''''''''!.'';''' '''\., ~ . e ...........~ ' . NEW DESIGN Fig. 935 Figs, 935 and 936 show the old and new de- sign seat cushions used ~n Coupes and Fordor Sedans. It will be noted that the new seat cushions have an offset at the bottom of the cushio'n that eliminates the center bar in the seat. frame. This construction gives a softer spring action and in addition provides approxi- mately I" more headroom. In an extreme case where an exceptionally tall owner of an old style Coupe or Fordor desires a little more headroom, the old style Coupe or Sedan cushion could be made like the present design, by removing the center bar in the seat frame and replacing the old style cushion springs with the present type. OLD DESIGN Fig. 936 PAGE 467 / il Fig. 937 NEW ACCESSORIES Special tire covers and spare wheel guard round out attractive line of Model HAl' accessories. Fig. 937 illustrates two additional ~cces- sories which are now available-a metal tire cover and a spare wheel guard. The new tire cover, which is furnished in addition to the fabric cover (A-1395-B), is of a two-piece design, consisting of an inner and outer ring. The outer ring is furnished in either black enamel or chromium plate. The cover with the black ename1.inner and outer ring is carried under part No. A-1395-C and lists for $4.00. The cover having the black enamel inner ring and chromium plated outer ring is car- ried under part A-1395-D and lists at $6.25. The new covers are exceptionally attractive in appearance and are easily installed. SPARE WHEEL GUARD . The spare wheel guard A-17806 is chromium plated. I t has black enameled brackets and is attached between the ends of the rear fender guards as shown in Fig. 937. The list price of the spare wheel guard, complete with necessary parts for installa- tion, is $2.25. NEW SHOCK ABSORBER FLUID We are purchasing a quantity of shock ab- sorber fluid which will be known as M-564 Ford hydraulic shock absorber fluid, This will be available for dealers in the near future, As soon as this fluid is available, it should be used in all Ford shock absorbers instead of the glycerine and alcohol mixture, Under no circumstances should any other materials be used in Ford shock absorbers. .. :~;;.c<.-F':'~ ~~: ,. ,'l'" ....;,.:-,. ,~~ ., PAGE 468 Po R D S E R VI C E B U L ~~(r I N tfJJ.-;j-Uk~::'~~i, j;., . ::'._;Y~:L;~B,': u ..:>;,~::,';.;g' ~o.'~. 0.. <CIIJ .,....... ZO: ~i 0::1- ~~ N- ~~ -:-0 <(0 l > o O' a:I~ OlD I-~ xl&J 011) a:I." ~< Zl&J -0: 2:- ffi~ 1-0: OW .0 ~< -w ~:J: ..( ~~~ OIDow ID:::EI-~ OW(/)ID I-~<(-< ><<(WZ ow2:~ lD!:iJj~ .{~ fi3 ." Zo:....Z _11.I0-< :::EO~:;:} O:<(ZlI) I&IWO I-:J:o o 1&1 1&1 > o:Zo ~~~ IIl~Z I-lI)~ S<(~ ;:jWIIl ..J~Z ~<(< o III 0 o l&J I/) ~ ~ ~ '--- ~ ~ l- I, :J: I 0 I :J 1&1 0 2: 1&1 I- O~ 0 2: :J:~ OlD Z 0 ~ID 02: :;) 0 0 O~ -2 1-1&1 >< 0: ~ILI a: I/) 0 C) I-ID lI)lI) 1&111) lD O~ a: 2: 0-< ..J I&JI&I I-~ -<1&1 :J: <~ FolD oll) :J:ILI ILIa: ~ ZI&I 1-2: -<I/) !:2a: :J:_ -0: :J:I&I w<( >~ ~ ::Eu ~I/) :J:ILI -1- ::ill) ..JI/) ~!: 1oJ:t o:J: . . lI) I-:J: w<( ::EI- Ou I- EW o:t IDI- 'Ill ~I- O:J: . - :J: N< oa: o~ <(~ C) ,?o 0- ID:J: ,-I ';"1/) :J 00 .~ eGO Ulw if) 1")- I") ~I- ~-I 1")2: ~ ILl ~ ~o ::E 0 _0 0 N ..c ..( ..( ..( 0 .c ;; .. ~ ~;,- '" .:.r;f.c. ),i; ~~.3~ r' ~ .~. " "l.. :::l (5 " H :::l -.l Q ~ <:: :::l <:: {J Jj '- {l '- ~ ~ '- :::l ~ .: :::l o r:! {J Jj .: S ~ '0> EO :::l '- g> Q "" <:: :L:: ~ I co "" "" .,;, t;: "; .;'i0~ ~i1J "h '~ " f) ""b'~ .- '~,;l.,; . . '_Il."'., ~ ;a..:;'I.'. .11'.. t . , ~ ,'-, - ._._.....~ '.-;Y- ! k.' I' i ,.. " ~. . I . ~, ,.-.~ <,. ~-~,~,J7' -, :;:'~=:-.'::::-:,;~l -: -----, jl loj if I. I PAGE 454 FOR D S E R VI CE B U L LET IN for M,ct] . Service Information NEW BREATHER PIPE ..-....--c::> / <::> \>-- To lessen any possi- bility of oil working past the breather pipe, breather pipe A-6763 has been adopted (see Fig. 896). The baffles in the new pipe point down- ward and towards the center of the pipe. This directs the oil away from the edge of the pipe and lessens any possibility of oil w'orking past the breather cap. i ...j i '''--- i i NEW DESIGNOILE'ILLER PIPE A'6763 Fig. 896 SPARK PLUG GAP CHANGED The spark plug gap has been changed from .027" to .035". This new setting has been found to give better all-round performance. When an engine does not idle properly, often all that is neces- sary is to slightly open up the spark plug gaps. When an instance of this kind is brought to your attention, always check the spark plug gaps before attempting any repair work. Fig, 897 it is at right angles, as s.hown ,in solid out-- line (Fig, 898). LU BRICAlOR FITT! NGS Fig. 899 ADDITIONAL LUBRICATOR FITTINGS Until recently we were using oilless bush- ings in a percentage of our water pump cover assemblies, Weare now using a plain bushing and a roller bearing in all water pump covers. The adoption of the plain bushing and roller bearings for 100% production, neces- sitated placing lubricator fittings in all water pump cover assemblies (see Fig. 899), Lubricator fittings are also being installed at the lower end of the brake and clutch pedals (see Fig. 900). Do not overlook these fittings when lubri- cating the car. o ~ - ...... -..:-,..,.-~.....- - CHANGE IN BATTERY CABLE t' A change has bee~ made in the battery to switch 'cable terminal. The terminal now ex- tends straight out (see dotted outline, Fig. 898) instead of being bent at' right angles. If calls are received for the old style cable, after present stocks are exhausted, supply the new design and bend the terminal until t ===-... . ,...........---. .. .. --.. .. -",.-. ....... .......~.- . .A...... v ~",,,,,, ." - -' .=:. -:. -_-:.:: , . Fig. 898 I CWTCH AND BRAKE PEDALWBRICATOR FITTINGS Fig. 900 REMOVING CARBON Carbon. must be removed from piston heads with a carbon scraper. Never use a wire brush, as particles of carbon or a strand of wire from the brush are liable to be forced between pist<;)ll and cylinder wall with possibilities of sconng. 0-. I iI.I J '0 o '" G o ! ... E6'RD SERVICE BULLETIN fO r May P.A:GE 455 Before replacing cylinder head, pour at least a tablespoonful of engine oil around the edge of each pistQn to insure sufficient lubrication when engine is started. After the engine is thoroughly warmed up, tighten all cylinder head nuts. Attention to this detail lessens any possibility of gasket blowing out. ....... .._~ .... ;.' / Fig. 901 PISTONS To assure maximum lubrication of the piston pins, a /.i" oil hole is now drilled through both piston pin bosses. (See Fig. 901.) In addition, the diameter of the pis- tons has been increased ,001". In production, new pistons are now fitted to cylinders with a clearance of from .0005 to .0025, In service, if the pistons are other- wise O.K., they should not be replaced until there is at least .006 clearance between piston and cylinder wall. When removing or installing a piston pin, always -immerse the piston in boiling water Fig. 902 for approximately a minute. This will expand the piston pin hole sufficiently so that the pin can be pushed either in or out with your fingers. It also eliminates any possibility of distorting the piston when removing or in- stalling a pin. (In future, no credit will be allowed on any pistons which show evidence that force has been used in removing the pin.) The correct fitting of new piston pins is very important. When correctly fitted, the con- necting rod should drop gradually when the piston is held in both hands and given a quick shake. (See Fig, 902.) Before installing the connecting rods, they should be carefully checked for accurate alignment, as outlined on Page 314, January, 1929, Service Bulletin. II ADDITIONAL GENERATOR ARMATURE INFORM A TION - Supplementing generator armature infor- mation in the April Service Bulletin some of the first A-l 0005-C armature shafts were made with a Ys" taper on the pulley end of the shaft. This is the same taper that was used on the A-10005-BR armatures which is illustrated in Fig. 878, April Service Bulletin. When mounting the present design gener- ator pulley A-10130-B on one of these shafts, it will be necessary to place special service washer A-10144-R next to face of pulley in the same manner as shown in Fig. 881, April Bulletin. CHANGE IN FRONT SHOCK ABSORBER ARMS To provide additional clearance between front shock absorber arm and shock absorber body, all front shock absorber arms are now made with a slight offset in them as shown in Fig. 903. Dotted lines in Fig. 903 show the outline of the old design arms. The present design offset arm is inter- changeable with the old design. ~ Fig. 903 [,- ""'"'}.'-.-:= -:s:""_, . ~. PAGE 4'56 Fo R D SBRVICB BULLETIN for May CORRECT POSITION FOR VALVE STEM MODEL" AA 11/2 TON TRUCK STEEL DISC WHEEL Fig. 904 INCORRECT POSITION Fig. 905 MODEL "AA" 172-TON TRUCK DOUBLE ANGLE VALVE EQUIPMENT Care must be taken in mounting tires on the rims of the Model "AA". Truck to see' that the double angle valve is properly located before inflating tire. , Figs. 904 and 905 illustrate the correct and incorrect position of the double angle valve. It is evident that a tire inflated with a valve in the incorrect position will cause injury to the valve by the rim cutting through the curved portion of the valve stem. It will 'also damage the tube by distorting it around the base of the valve; To insure correct position, pull the valve stem through the valve hole until both angles of the valve are above the rim, and inflate the tire while holding in this position. To obtain best service frOld ;ires, air pres- sure should be checked regularl/. Min. Pressure 6.00/20, . , . . . . . . . . . . .45 Ibs. Min. Pressure 32 x 6. . , , , , , . . . . . . . . .80 lbs. Fig. 906 NEW SPORTLIGHT BRACKET AND TEMPLATE The channel inside the left-hand coupe pillar in closed cars is now pierced to permit easy installation of the Sportlight. The only drilling a mechanic now has to do is through the inner and outer shells of the panel. In the future, all Sportlights will be fur- nished with a new bracket, also a metal template which locates the correct point to drill the screw holes so that the bracket hole will be in exact alignment with the hole in the coupe pillar channel (see Fig. 906). The new bracket and metal template, com- bined with the pierced hole in~the interior-of Fig. 907 :-- - :1 o I I I :\ 'I II I o o ('J ; I , I c C' ~>iC'" '"' FORD SERVICE BULLETIN for May PAGE 457 the pillar, sirl1plifies the operation and cuts the installation time in less than half. Attention 1.S called that the bracket clamp screws must be firmly tightened on brackets after light is installed to prevent outside tube from rotating. OLD DESIGN PLUG (BLACK RUBBER) A'14584'C NEW DESIGN PLUG ,(RED RUBBER) A'I4584'O Fig. 908 CHANGE IN HEADLAMP PLUGS AND TERMINALS . A change has been made in the headlamp plugs and the headlamp wire terminals. The new plug A-14584-D is approximately 9/16" long and is made from red rubber. The old plug, which has been obsoleted, was %" long and was made from black rubber. Thel11ew headlamp wire terminals are of the clinch-on type. They are approximately 1/16" longer than the old design which has been obsoleted (see Fig. 908), As special equipment is required to assemble the new design terminals to the headlamp wires, the terminals will not be sold through service, If an occasion should arise where it was necessary to replace one of the new terminals, use terminal A-14461-C for making the replacement; this terminal can be in- stalled by hand. Also after present stocks of the old design A-14459 terminals are ex- hausted, supply terminal A-14461-c... for re- placements. Fig. 909 shows these terminals. " 1:5/161 ~ r31;~ r-3/8~ ~.~ OLD DESIGN TERMINAL NEW DESIGN TERMINAL. SOLDER TYPE TERMINAL FOR SERVIce: A'14461'C Fig, 909 Due to the difference in the length of the old and new style terminals and headlamp plugs, the old style plugs cannot be used with the new design terminals, or the old terminals with the new plug. After present stocks are exhausted, when calls are received for an old style plug, supply the new design plug, together with spacer washer A-14601-R. This spacer washer is approximately -h" thick and compensates for the difference in length between the old and new style plugs. Fig. 910 shows how the washer is installed. " Y/6 OLD DESIGN TERMINALS A'I4459'CR NEW DESIGN PLUG "'14584'0 Fig. 910 NEW BOLT FOR ATTACHING WIRES TO CUTOUT. Hex head boltA-10564 is now used in attach- ing the generator and battery wires to the cut- out. Screw A-20289-S8, which was formerly used at this point, has been obsoleted. . Due to the proximity of the radiator and the fact that the batterywire is what mechanics term a "hot". wire, considerable time can be wasted in attempting to connect these wires to the cutout unless the proper tool is used. In production we are using a small socket wrench approximately 2!" long that just fits the head of the hex screw (see Fig. 911). For service, K. R. Wilson of Buffalo, N.Y., is. making up duplicates of this socket wrench. SOCKET WRENCH FOR HEX HEAD SCREW """ ~ '":/ ~. _~I A-I0564 NEW DESIGN . A-20289-S8 HEX HEAD BOLT OLD DESIGN SCREW Fig. 911' . . PAGE 458 FORD SERVi:C'E RULLETIN for May Correct Method of Installing Dual Wheels 1'"' f! "rU.CK 'lO l~' .\ A few complaints have been received of truck disc wheels (AA-1015-C) cracking when operated over heavy roads having deep ruts. Investigation of these complaints clearly proved that the trouble was not with the wheels but in the manner in which the wheels had been installed. For example, instances were found where drivers had failed to tighten the wheel nuts. Others showed that owners had mounted wheels with an accumulation of mud and dirt between the face of the disc and the hub flange, Under these conditions the wheel in- stead of being drawn securely in place worked I back and forth on the hub. Figs. 912 to 914 I show what happens under such conditions, Both owners and mechanics must clearly L fir understand the correct method of mounting wheels, This applies particularly to truck drive" wh= wheel chang'" are ",ually made ; :_- at the roadside and often under unfavorable conditions. The following instructions should be care- fully read and brought to the attention of truck owners. Fig. 913 Secondary effect of loose nuts is to localize strains and cause disc fracture, Fig. 912 Fig. .914 Disc fractures resulting from loose wheel nuts quickly spread from ,hole to hole to a point where entire disc breaks. Loose wheel nuts permit stud holes to wear. Fig. 912 shows first results of loose nuts. II . . ~. .. --ro' ';:-f , '.1: i: II' o I I I j I I o o ~ fij ~. ?- jfo,- G ~ ":l"O 1 I FORD SERVICE BULLETIN for May PAGE 459 I I, I' I I !' : : I j> 1 i I II (1)" RI Gf4T- AN D LEFT -HAN D THB,'g'4P$')r~ used on all assemblies to insure wheel nuts staying tight. In mounting hubs, or in replacing studs or nuts, right- hand studs must be l:sed on right side of t;'~<l,~~is,~~~~lf:ft-hand 01). left side. RIGHT ~iitl...'L.EfJ sides are seen by the driver ~ci.~t:~rward; 'h. (Se~~ig.. 915.) Ali studs ~~'V\~~.}re.;pffi.mly marked "R" and ilL" ~g.d$m-ast .'be so used. "~to . ~ i. . '" .'''. (2)'. W1;IEELS MUST BE CLEAN. !~I~r:s'.;~inine wheels before mounting on hub-to-be sure that (a) countersunk' holes, where pall face of wheel nut seats, are free from}.irt, and (b) face of disc and hub flange, wher~.,~ljey bear together, must be clean and fr~~e.,;.ln~m dirt or grease. The same applies to the surfaces of both rear duals where the two come together. Presence of foreign matter will prevent proper bearing and create high spots which are likely to cause loose fits, play and wear. Watch this point, particularly in mounting spare wheels, which may have picked up road dirt. The countersunk holes should be carefully cleaned. ,1 i (3) DUAL WHEELS are of the double cap nut type. The inner dual wheel is indi- vidually held by the sleeve-shaped inner wheel nut to insure positive drive and tire align- ment. The inner wheel must be mounted and tightened before the outer wheel is put on. The outer wheel slips over the inner wheel nuts and is independently held by the outer nuts (see Fig. 916). The front, or single wheel, is held lby a single set of nuts. (4) TIGHTENING NUTS should be done with the truck jacked up. Outer wheel nuts ~ LEFT HAND LEFT HAND ~ @ ;;p RIGHT HAND ~NT 0 RIGHT HAND Fig. 915 - I . I STUD Fig. 916 must be backed off at least two full turns to .. tighten inner nuts. THESE NUTS MUST NOT BE NEGLECTED. In mounting wheels or tightening nuts, proceed in a criss-cross fashion and not around the circle, (5) DO NOT USE AN EXTENSION ON THE REGULAR WRENCH HANDLE AS SUPPLIED. Ordinary pressure as exerted in tightening cap nuts with the handle is sufficient to drive wheel nuts home, without use of an extension. (6) TIGHTEN ALL WHEEL NUTS AT THE END OF THE FIRST FIFTY TO ONE HUNDRED MILES ON A NEW TRUCK. Thereafter, only an occasional check of nuts for tightness is necessary, but this should especially be done soon after a spare tire and wheel change, Nuts properly installed and given the subsequent tightening will remain tight indefinitely. (7) CLEARANCE OF STUD HOLES in wheels with the ball-faced nuts filling the opening permits of easy mounting and elim- inates wear. WHEELS DO NOT PILOT ON HUB AT CENTER, the entire load being carried through the cap nuts and studs. a ~ '..rr~~~~"'-~ PAGE 460 FORD SERVICE BULLETIN for May .~ CHANGE IN REAR RADIUS RODS AA-4750-BR rear radius rods R. H. and AA-4751-BR rear radius rods L. H. have been obsoleted. These rods are replaced by AA-4750-C (R. H.) and AA-4751 (L. H.). The only difference between the present an9 old style rods is that on the present design the retracting spring brackets are welded to the rods. The present design rods can also be used on the early trucks which had the emergency brake at the left side, as the brake rod retracting . spring bracket will'not interfere with their use. MORE GYP PARTS ~,i'"" Here are same imitation bearings that an outside concern is manufacturing and offering Ford dealers. Some of these bearing;; were submi tted to our Inspection Department. Fig. 918 shows their report. Note the inaccurate machining of the retainer groove in the piston pin shown in Fig. 917. Work of this kind invariably means trouble for both the dealer and owner. When an owner experiences trouble as the I result of having been sold a "gyp" pa~t, he seldom blames the manufacturer of such material, he blames 'the concern who sold him the goods. As a result their business, which is dependent solely upon local trade, sustains a permanent loss, while the manufacturer of the "gyp" material simply transfers his selling efforts to some other locality where his goods are unknown. '" --... ., NOTE INACCURATE MACHINING OF RETAINER GROOVE IN THIS .. GYP" PISTON PIN. ~ Fig. 917 a ,,;.,.,~ ~':,~'..', r~';' '-.~~ Genuine Ford parts are you:l pr6te~~ipl\-~ their use is an assu~ance :~f.l~;ciqalit~Z:':~l.lld customer satisfaction. . , -,' ~~':,~ ~.~ ' ~;o .,;;.. GENUINE FORD BEARINGS SPECIFY.OOI TOlERANCE .J'L' AT THIS POINT.THESE GVP BEARINGS SHOW,006TO.008 ALSO THE 30'INCLUDED ANGLES ARE OUT OF ROUND AND NOT PROPERLY CLEANED. / THIS DIMENSION,026 UNDERSIZE. O.D.IS NOT CONCENTRICWITH 30'TAPERED HOLE, ~~ RADIUS OUT OF LOCATION. if! 30'INCLUDED ANGLE IS OUTOF ROUND. ALSO THE-DOl TOLERANCE SPECIFIED FOR GENUINE BEARING CUPS SHOWS,003 TO.OOS ON THIS GYP PART. NOT CLEANED UP PROPERLY, TOP OF CONE OUT MORE THJ.N,028 ABOVE GENUINE FORO BEARING CONE LIMIT. Fig. 918 REPAIR CHARGES We are listing below what we consider the ~m'aximum labor charges for the replacement of the running board and dust shield, as well as the front fenders on 1930 Model "A" cars. Replace running board and dust shield assembly, . . . . . , , , . . , . . . . . . . . . . " $3.75 Replace front fender. . . . . . . . . . . . . . ., 3.00 These changes will be incorporated in the next revision of Form 1934-Schedule of Repair Charges. {:) :...~", ~ P 1" ~ .~ o ,.~,-;: ) ; , '~ i- ~;): <- I ' " '~1.' ~.'I"< " ~ ~,:( .. ],., :IJo" Ir ~ ;......--y P,AGE 446 FORD SERVIC~ BULLETIN for April Service Information CHECK ELECTRICAL EQUIPMENT Aftet several months of winter driving, it is an excellent plan to check over all electrical equipment on the car. This not only adds to the performance of the car, but it may prevent unnecessary trouble later on. Here are some points which should be thoroughly gone over, especially at this season of the year. Generator Remove dust cover and clean commutator with a cloth. Use a small piece of wood to clean gaps between segments. Examine the brushes; if badly worn, they should be replaced. Adjust charging rate for summer driving-6 to 8 amperes at 25 miles per hour should be su(fi- cient. This rate can, of course, be increased or decreased, depending upon the conditions under which the car is operated. The . charging rate should be adjusted with a master ammeter. I' , it Starter Motor Remove dust cover and clean the com- mutator the same as on the generator. See that all electrical connections are clean and tighL ,- Battery Remove floor boards; this will give free access to all parts of the battery and its connections. Clean the top of the battery and the terminal connections wi th a mild solution of sal soda or with a cloth moistened with ammonia. The top of the battery should then be flushed with water, wiped dry and the terminals cleaned and coated' with a light grease or vaseline. Add distilled water to the battery until the tops of the plates in each cell are covered. . '" Lamps Headlights should be checked fo~ focus and, alignment, All lamps should be checked to see that none of the bulbs are burnt out and that all connections are clean and tigh,t. Horn Remove cover at rear of horn and thoroughly clean commutator. Use a small piece of wood to clean the gaps between the commutator segments. Do not use wire or metal of any kin'tl. Place a few drops of oil in the groove at each end of the armature shaft. Check tone of horn, if necessary regulate by means of adjusting screw. Distributor Contacts on the distributor body and on the r'otor should be cleaned with very fine J I i I, f: sandpaper, This will remove any corrosion on the con tacts, Corrosion sets - up 'a high resistance in the secondary circuit. Check the breaker point gap. The gap sho.uld measure between .018 and ,022. 01 I Spark Plugs Remove spark plugs, thoroughly clean and adjust the points until the gap measures between .032" and .035". In some cases, where a motor does not idle satisfactorily, the gaps can be set slightly larger. Engineers state that best results are obtained by replacing spark plugs every 10,000 miles. Coils Thoroughly clean off any dirt, grease or moisture. from thebakelite insulator on the coil. Moisture, dirt or grease cause a leakage of cur- rent that makes the coil seem weak or dead, (See Page 368, August, 1929, Bulletin for detailed instructions.) Windshield Wiper Being exposed to the weather, the ground connections on the electric windshield wiper should be thoroughly cleaned, The com- mutator wiped with a cloth or fine sand- paper. Oil on the commutator, rust on the windshield frame at point of ground contact and poor connections cause most windshield wiper trouble. . All electrical connections on the car should be carefully gone over. Poor connections often cause trouble on the road and are difficult to locate. J Lighting Switch Remove the lower section'O'f lighting switch and wipe out any oil or grease that may have leaked down from the steering. gear. This grease has a high resistance and will lower the candle power of head lights. WARM WEATHER SHOCK . ABSORBER ADJUSTMENT Shock absorbers should also be adjusted for warm weather driving. Turning the square end of the needle valve changes the adjustment, The average adjustment for rear shock absorb- ers during warm weather is made as follows: Screw needle valve in until it seats, then back valve off ~ turn. For front shock absorbers back valve off % of a turn, These settings are of course only approx- imate, as due to the individual characteristics of each instrument it is difficult to lay down any hard and fast rules as to exact settings. Ii " '0 l ! . , , ". ~:t;;.,:_l .~ o c I 10 I I; " . , ~ . l ~_ ~::.oo..""'~ :~:~;,~ FORD SERVICB BULLET,IN for Ap ril - - - --" A'35702'A FRONT DOOR BOTTOM WEATHERSTRIP Fig. 876 WEATHERSTRIP FOR OPEN CAR DOORS A rubber weatherstrip is now installed at the bottom of the doors on the phaeton, roadster and open cabs. This new weatherstrip forms a tight seal between the bottom of the door and the body sill. For cars now in service, a special weClther- strip A-35702-A has been released. This'strip has four small slots in it that correspond with the location of the tacks in the bottom of the cardboard assembly. To install A-35702-A weatherstrip, remove the four tacks at the bottom of the cardboard assembly and insert the slotted edge of the rubber under the lower edge of the cardboard assembly, so that when the tacks are re- placed, they will pass through the slots in the weatherstrip (see Fig. 876), Due to the rubber being approximately 7'8" thick, it will be necessary to use trim retainer nails 24108. These are approximately 7'8" longer than the nails removed. For the rear door of the phaeton, use weatherstrip A-36536-A. CHANGE IN GENERATOR A change has been made in the generator rear end plate assembly, also in the generator armature and pulley. The rear end plate assembly has been changed from a ball bearing type of support for the rear end of the armature to a bushing support. The bushing A-10128 is a bronze porous type bushing. The armature shaft receives ample lubrication from the oil which seeps through the bushing. Oil reaches the bushing through the oil cup in the end plate. ; . PAGE 447 A'IOl49 BEARING PLUG A'IOI45 COMMUTATOR EtjD PLATE WICK AAo SPRING ASS'y, A,IOI46 COMMUTATOR END PLATE OILER Fig. 877 The oil flows onto a wick which, in turn, IS held against the bushing by .means of a spring (see sectional view of generator shown in Fig. 877). As the bushing is of a porous type, under no circumstances must anv oil holes be drilled into the bushing, as - this would defeat the purpose of the design by allowing excess oil to get through with the possibility of getting on the commutator. The change in the armature is as follows: The length of the shaft in the old design , armature A-10005-BR is 7ft". The length of the shaft in the present design armature A-10005-C is 7 W'. I t will be noted that the "C" type armature shaft is approximately %" shorter on the pulley end than the "B" type shaft, while at the opposite end, the "C" type armature shaft is U" longer than the old type (see Fig. 878),' . Due to the difference in the length of the shafts used in the BR and C type armatures, , ~ 7'1'; t 7/8~ l~r I" ~I~;~ OLD DESIGN ARMATlJRE A'IOOOS'8R 7'~f\J ~ '1i~ ; NEW DESIGN ARMATURE A-IOOOS-c Fig. 878 I~ ~ , PAGE 448 l ~. r I I i~~~ I FORD SERVICE BULLETIN for Ap ril . Fig. 879 it is necessary that A-10129-D rear end plate (see Fig. 879) be used only with the A-10005-C armature assembly. 'A-10129-BR end plate must be used only with the A-I0005-BR armature assembly. , The old design pulley A-I0130-A has been obsoleted. If calls are received for this pulley, after present stocks are exhausted, supply the present design pulley A-10130-B. Measured through the center, this pulley is approximately 10" narrower than the old design (see Fig. 880). When installing the ,] ~I~; ". A.IOI30.A OLD DESIGN PULLEY \ I-- 7/8~ A-\OI30-B PRESENT DESIGN PULLEY Fig. 880 A-10130-B pulley on a "BR" armature, it will be necessary to insert a special service washer A-10l44-R next to the face of the pulley (see Fig. 881) to compensate for the \ A.2063Z'SCREW- A'2227I'WASHER A'IOI44'R. SERVICE WASHER NEW DESIGN PULLEY MOUNTED ON OLD STYLE ARMATURE Fig. 881 difference in the thickness of the old and present design pulleys, When mounting the present design gener- ator pulley on a "BR" armature, use pulley screw A-20532. When mounting the pulley on a "C" type armature, use screw A-10143. I t is necessary to carry both of these screws, due to the difference in the threads in the ends of the "BR" and "C" type armatures. A'IOI43'SCREW A'2227I'WASHER LA"OOOS'C ARMATURE New style pulley mounted on present design armature Fig. 882 SPECIAL RADIATOR ROD FOR TRUCK SERVICE To lessen any possibility of radiator dis- tortion on trucks used in extra hard service, such as excavation work, bad roads, etc., a new single radiator rod AA-8133 has been released for service. The new rod can be easily installed on a truck by removing' the standard rods and brackets and installing the' special service rod and brackets in accordance wi th sketch shown at Fig. 883. When installing the AA-8141 retainer, extreme care must be taken not to run the drill in too far or it will puncture the gas tank f\ 10.,., ) - 0 I j - ~ , I FORD SERVICE BULLETIN for.April Cl ~ " CHANGE IN EMERGENCY BRAKE CROSS SHAff C' The emergency brake cross shaft for Model A chassis has been changed from a tubular to a solid design shaft. Figs. 884 and 885 show the new and old installation. The new design shaft projects through bQth side members. To accommodate the new cross shaft, a pocket and hole were incorporated in the side members. This change in the side members was made sometime previous to releasing the new cross shaft. During that period it was necessary to cover the opening in the side member to keep ,any foreign mat- ter from getting into the bearing in the old A'2849'B EMERGENCY BRAKE CROSS SHAFT SUPPORT {A'2010S' BOLT A'21102'NUT A'ZZZIH.WASHER o NEW STYLE EMERGENCY 8RAKE CROSS SHAFT INSTALLATION I ; ~ A.Z834'C BRAKE CROSS SHAFT END LEVER L.H. Fig. 884 PAGE 449 AA'8141 RADIATOR ROD RETAINER TO DASH A'22161 LOCK WASHER A.21663'52 NUT A'20562'52 BOLT , \-\- - I , COIL UNIT BRACKET HOLES I Fig. 883 design cross shaft. Plate A-2846-R was used for that purpose. With the release of the new solid brake cross shaft, the plate was no longer required in production and it has been obso- leted. As the old side members without the pocket will not be held for service, it will accordingly I be necessary, when replacing an old style side member with the present design, to insert a plate, similar to A-2846-R, between the old style cross shaft bracket and the frame. When installing this plate, lubricator A-24407 is not used at that point, and it will accordingly be necessary to pack both ends of the cross shaft with grease before assembly. This is important. The plate can be easily made from any miscel- laneous stock in the shop (see insert, Fig. 885, for dimensions). This pla,te covers the opening in the side member and prevents dirt and water from entering the bearing. ~ OLD STVLE CROSS SHAFT ASSEMBLED TO NEW DESIGN SlOE MEMII!R Fig. 885 0-- PAGE 4 SO FORD SERVICE BULLETIN for April ,... NEW RADIATOR FOR TRUCK' Trucks recently built have been equipped with a 4-row flat.tube radiator (AA-8005-AR). The addition of one row of tubes made it necessary to punch the mounting bolt holes in the radiator supports slightly off center to provide sufficient clearance between the end of the fan shaft and the rear side of the radiator core. This slightly increased the space between the front edge of the hood and the radiator shell. The increase is so slight, however, that it is in no way objectionable from an appearance standpoint. The AA-8005-AR radiator is interchange- able with the former type radiator. - NEW RADIATOR SPLASH PLATE If trouble is experienced through loss of , water through the overflow pipe, it can usually be corrected by cutting a 1" round washer from brass stock, punching a %" hole in it and turning up a flange around the edge of the hole so that the sharp edge won't cut into the overflow pipe. Place this washer over the overflow pipe wi th the flange turned up, forcing the washer down over the hole in the baffle. Then.solder washer to baffle at two or three points. This can be done without removing radiator -simply drain the water and blow radiator dry. Next bend the pipe in accordance with sketches 887 and 888. When bending the overflow pipe, place some support against the pipe and bend the pipe as close to the splash plate as possible. The pipe must be bent back until the open end of the pipe. touches the neck of the filler wall. '1'- f.. '. , BENDPIPEAS CLOSE TOTHE BAFFLE AS POSSIBLE BAFFLE Fig. 887 To eliminate any possible loss of water through the overflow pipe, the radiator baffle has been redesigned. Fig. 886 shows the old and new design baffle. BEND PIPE BACK UNTILITIS UNDER UP OF Flu.ER NECK I Fig. 888 If an occasion should warran t, the new design baffle can be installed in a radiator equipped with the old type, by chan~ing the top tank. NEW TRUCK FRONT SPRING FOR SERVICE FRONT SPRING ASS'Y' AA5310'D (14 LEAF) rrYFRONT SPRING . <D CUP-AA'S45S'E ",,- FOR USE WITH III SPRING'A.\-5310'D Fig. 889 A new heavy duty 14 leaf truck front spring assembly AA-5310-D has been released for service. . This spring is stiffer than the standard pro- duction spring and is for use only on trucks that are subjected to severe service or operated over exceptionally rough roads, When ordering this spring assembly for replace~ent of standard springs it will be necessary to order front spring clipsAA-5455- E. These clips are approximately N' longer thafl the standard clip. ') 1 ) I I I / . r; ~ I 0, , t Po RD SER VI CE B U LLETI N fo r Ap ril I Ie ADJUST WINDSHIELD WING BRACKETS To secure a more positive grip on the wind- shield wing glass, also to lessen any possibility of the rubber shifting in the windshield wing bracket, both the rubber and bracket have been redesigned. Most windshield wing glass breakage is due to failure to adjust the bracket to compensate for the difference in the thickness of the glass. The bracket is provided with an adjusting screw for this purpose. Failure to adjust the screw prevents a full bearing between the windshield wing glass and the rubber in the bracket and puts an excessive strain on the glass. To install, insert glass into ,bracket, press the two jaws of the bracket together with you'r fingers so that both jaws are flat on the glass thrqughout their entire length, then hold the jaws in that position and turn the regu- lating screw either. in or out. Next securely tighten clamping screw. Before tightening the clamping screw, make certain that the rubber in the bracket is squarely in place and making a 100% bearing. The post bracket on both the upper and lower bracket assemblies should have equal tension, This tension is regulated by means of the hex head cap screw at the bottom of the brackets, " C' ... AOJUST CLAMP BY MEANS OF THIS SCREW TO COMPENSATt FOR DIFFERtNCE IN THICK- NESSES OF GLASS. Fig. 890 TRUCK REAR SPRING MUST BE CORRECTLY INSTALLED When installing a truck rearspring assembly, be sure to install the spring with the lubri- cator fittings pointing to ,the rear (see Fig, 891). This is important, as the spring is so 17 3/S' . 17716' PAGE 451 18\'2" 18~6 INSTALL TRUCK REAR SPRINGS WITH THESE W8RlCATOR FITTINGS POINTING TO REAR Fig. 891 constructed that the spring clip bar is slightly offset from the center of the spring. Measured from the tie bolt, this makes the rear half of the spring longer than the front half, and the long half must be installed towards the rear. When installed with the lubricator fit- tings in the spririg pointing to the ~e~u, the spring is in the correct assembly positIOn. BRAKE HOUSING PLATE A-2211-AR rear brake housing plate as- sembly has' been obsoleted. This plate was' used on the early Model A cars on which the emergency brake was located at the left side of the car. If, after present' stocks are ex- hausted, you re- ceive calls for this part, supply A-2211-CR rear brake housing plate assembly. In replacing the A-2211-AR hous- ing plate with the A-2211-CR,dueto the difference in the length of the brackets, (see Fig.' 892) it will also be necessary to re- place the A-2231- AR rear brake camshaft with A-2231-B cam- shaft. The A-2235-AR right hand or A-2236- I- . AR left hand-rear ft[AlfiDil~IHG brake camshaft Fig. 892 lev~r. will alsv have to be re- placed with A-2235-C right hand or A-2236-C left hand camshaft lever. CHANGE IN RADIA.TOR BOLT AND SPRING To lessen any possibility of the radiator bolt spring compressing to such an extent that it would take a permanent set, the length of the spl-ing has been slightly in- creased. Th~ new sprin.g is carried ,under p~rt ( " .' .' ~~ (' .... t ; i. " , J L ,wi~ y-_ . ~ PAGE 452 FORD SERVICE BULLETIN for April A-8130-B. The old design short spring A-8130-A- (see Fig. 893) has been obsoleted. Changing the length of the spring also necessitated changing the length of the radiator to frame bolt from I%, to 2". The I%," bolt A-20913 has been obsoleted. The new bolt is carried under part A-20975. If, after present stocks are exhausted, calls are received for either an old style bolt or spring, it will be necessary to supply both the new style bolt and spring. m lI~<Q "fi= SF ~ .:s: ~ - ~-~ A'8130''\ A'8130'8 I SPRING SPRING A-20913 BOLT '. . Fig. 893 INSTALLING SPORTLIGHT ON 1930 OPEN JOBS No .drilling is required to install a Sportligh t on a 1930 open car. It is necessary, however, to use a special open car bracket A-18561. Dealers can purchase these brackets from Ford Branches at a price of75 cents each net, or the Branl>h will supply them in exchange for the closed car bracket included with each Sportligh t. To install, loosen top from left windshield upright, remove both windshield brace screws. (Put the screws back in stock.) Assemble light (see closed"Gar instructi.ons with light), using same hole. with longer' screws furnished.' Draw up clamp screws Qn bracket very tight. Insert wire behind cowl cardboard, following windshield cleaner wire to terminal box on dash and attaching wire to left termin'al post. This installation is very simple and easy and should stimulate the sales of sportlights on the majority of open cars sold, particular attention being paid to the sales to fleet owners and police. cars. The light may also be installed on demonstrators and detached should the car be sold without the accessories. The closed car lights which you now have in stock are to be used, removing the bushing on the shaft which is not needed with the open car bracket. ~ ~l'- HORN BRACKET REDESIGNED A slight change has been made in 'the loca- tion of the holes in the headlamp tie rod 1" , '. Spartlight installed on open car Fig. 894 A-13114-Bl. The new rod is carried under' part A-13114-B2, The change in the tie rod necessitated making a change in the horn bracket. The old style horn bracket A-13805-A has been obsoleted. The new bracket is carried under part A-13805-B. Horns with the new style brackets can be easily identified by measuring the width of the bracket across the mounting bolt hole end. The new bracket is 17ii" across, whereas the old bracket is I" (see Fig. 895). Horns with the new style bracket can be used with either A-13114-B1 or B2 rods. Horns with the old style bracket can be used only with the A-13114-B1 tie rod. Fig. 895 RADIATOR SHOULD BE CLEANED With the arrival of warm weather, the entire circulating system should be flushed out. To do this open the pet cock at the bottom of the radiator outlet connection pipe and insert a hose into the filler neck, allowing the water to flow through the system until the water comes out clear. SALE OF KEYS DON'T SELL KEYS TO STRANGERS without requiring identification and certificate of car ownership, Our cars are equipped with locks for the owner's protection; DON'T DEFEAT HIS PROTECTION BY CARELESS SELLING OF KEYS. ""I I f J I 'Cl I '1 1 (' o. .~: Jf' l J I ~ . > r t ~ t. '5 ~~: t'f-.t.,,:~ , . I. I"~ I !~ I ~ - .."~~_. - PAGE 438 FORD SER'VICE BULLETIN jld lvfar,'h . - . -- .--------..- Service Information .~ . ... DRIVING PINION 5 TEETH 6.6 to 1 ratio DRIVING PINION 7 TEETH 5.14 to 1 ratio Fig. 854 NEW HIGH SP,EEDTRUCK DRIVING GEAR AND PINION The new spiral bevel gear rear axle for the Model AA truck is now available in two ratios -the original ratio 6.6 to 1 for heavy duty . hauling and a new high speed ratio of 5.14 to 1 for lighter loads where speedy delivery is the chief requisite. Equipped with the new high speed gears, the speed of the AA truck is increased slightly more than 28%. In addition the additional gear' ratio broadens the utility range of the AA truck, so that it now meets practically every hauling requirement. The construction of the truck axle is exactly the same with either gear ratio, the only differ- ence being in' the size of the pinion and the number of,teeth in the pinion and driving gear (see Fig. 854). Stockmen must exercise care not to confuse or mix these parts. When changing over a 6.6 to 1 ratio axle to a 5,14 to 1 axle, make certain that owners clearly understand that the high speed axle must not be used for heavy duty work. In making the change over, it will be necessary to replace the pinion and pilot bearing race assembly and the differential case and driving gear assembly. The total gear reduction with the 5.14 to 1 axle is as follows: High 5.14 to 1 Third 8.67 to 1 Second 15.89 to 1 Low 32.89 to 1 Reverse 40.19 to 1 To readily distingl1ish ~he 5.14 to 1 ratio axles, the number oi teeth in t"~ p'i;~:,')I1 <'1"; ring gear (7-36) are stamped in n:.,;-.ber::; 51" high on the axle housing. OriiyU1C 1.:";:1 speed axles are_ marked, SPEEDOMETER GEARS FOR DIFFERENT RA TIO AXL~S vVhen installing a 5.14 to 1 ratio a~J\2 under a truck that was formerly equipped with a 6.6 to 1 ratio axle, be sure to change both the speedometer driving and driven gears, ',:,';.is - also applies when installing a 6.6 to -1 ratio axle under a truck formerly equipped with a 5.14 to 1 axle. The part number of the speedometer driving gear, used with the 6.6 to 1 ratio axle, is AA- 17285-G. The driven gear is AA-17271-F. The speedometer driving gear, used with the 5.14 to 1 ratio axle, is numbered AA-17285-F, the driven gear AA-17271-D. + J :..,'" NEW FRONT SEAT HINGE A'S743S'B --_......~ ---- NEW FRONT SEAT REST A'S7448 Fig. 855 FRONT SEAT HINGES SHORTENED To provide additional head room in the Tudor Sedan, DeLuxe delivery A and AA panel bodies, the A-57435-B front seat hinge male; front seat rest A-57448 and the seat rest screw A-20815-S7 have been shortened ;.-2". Shortening the front seat hinge ;.-2" increases the head room a corresponding amount. In addition, it provides greater clearance between back of passenger seat and emergency brake lever when the passenger seat is tipped forward (see Fig. 855). ---- ,I -. d ? J ~ l ., -~.! II r.q !' '\ ,., J ! I, ! ,I '\ ! II ! II ~Il IH I ,) . I ~ i I! Iii illo 1'1 II t I I j '" G rl~- I c 01 Ii " -- ..::;.:..:.. . -:".- J1~~prSE.R'VICE BULLETI)'!"Jor March PAGE 439 Fig. 856 CHECK BREAKER POINT GAPS When a new car comes in for inspection, always be sure to check the breaker point gap. This is important. During the first few hun- dred miles a new car is driven, the :contact point on the fiber block on the breaker arm assembly slightly -;ears until a hard glaze forms on the block. This glaze forms practi- cally a permanent bearing. During the wearing-in process,' the gap between the breaker points becomes slightly less. This is why it is important to check the gap. Once the fiber block has obtained its per- manent bearing, there should be no occasion for further adjustment for some time. A little vaseline, however, should be placed on the distributor cam every 2000 miles. The gap between the breaker points should measure getween '.018 and .022 (see Fig. 856). WINDSHIELD WIPER BLADE The speed of the vacuum type windshield wiper blade can be regulated by means of the operating switch rod. For example, pushing the switch rod all the way in gives the maxi- mum wiping speed to the wiper blade. Pushing the rod only part way in cuts down the speed of the blade so that it gives a slower wiping action. RELEASING EMERGENCY BRAKE LEVER Sometimes owners experience difficulty in releasing the emergency brake lever after the emergency brake has been tightly applied, This is caused by failure to first pull the lever back slightly before pressing down on the release button. fllJ3,~;J A.20751.S2 ~ A.20782.S2 Fig. 857 ENGINE REAR SUPPORT REDESI9NED The AA-5089-B and 5090-B frame to engine rear supports have been redesigned and are now made from heavier gauge metal. Redesigning the support eliminated the double thickness of stock formerly used at the inner and outer ends of the old desigf} sup- ports (see Fig. 857). It also changed the length of the frame to engine rear support bolts. The new design boltA-20751-S2 is q~/llong. It is not long enough to use with the old de- sign support. The old design bolt A-20758-S2 which was 1%/1 long has been obsoleted. If after present stocks are exhausted you should receive any calls for the old style A-20758-S2 bolts, supply bolt A-20782-S2. As this bolt is a trifle longer than the A-20758-S2 bolt, it will be necessary to furnish two A-22217 lock washers with the A-20782-S2 bolt-one of these washers to be slipped over the end of the bolt to compensate for its extra length, the other washer to be used to lock the nut which is used with the bolt, as this bolt is not drilled for a castle nut and cotter key. 11II ..:A-_~r. r t_ PAGE 440 FORD SERVICE BULLETIN for March SERVICING OLD TAIL LAMP AND WIRING ASSEMBLIES Obsoleting the old design tail lamp and tail lamp wiring assemblies necessitated making '3everal changes in the servicing of those parts, The present design tail lamps A-13407-A (rustless steel) and A-13407-C (black enamel) are equipped with stop and tail light wires extending from the lamp approximately 22". One end of the extensions is attached to the tail and stop light sockets in the lamp-the opposite ends are connected to the tail lamp wire by means of a connecting plug A-14487, located 22" ahead of the tail lamp (see Fig. 858). --- ---- "'''''....-- -.... //'" "" ',- --..........." II /,' " I I , ---'-7-----------------~ I I I I -T r---------- A'14487 CONNECTING PLUGS Fig. 858 .!. The adoption of the present design tail lamp with the 22" wire extensions makes the present tail lamp wire assembly 22" shorter than the old design. If after present stocks are exhausted you receive a call for an old style tail lamp wire assembly, supply the new design together with special extension A-14423-BR (see Fig. 859). This extension has been adopted for service so that the present design tail lamp wiring assembly can be installed on jobs equipped with old style tail lamps. The extension is 22" long and compensates for the difference in length between the old style and new style - wiring assemblies. ,- -- -. - -, ;I ,,' ................ ,I ------- .... / "", ............... " " ,"" .... , , ---- /- " " \, : -,-----------------_\,~\ I I. \ I ' . ---....- ----- ----- -- A.I4423.BR SPECIAL EXTENSION Fig. 859 If after present stocks are exhausted you should receive a call for an old style tail lamp, ~upply the present design lamp. Due to the 22" length wires attached to the new lamps, it ; > \ I- I. will be necessary to corre~por:Li1\~~iy reduce tlie length of the old style iring ",,'Jembly when connecting the extcr",'f] to the old wiring-. This can be easily do"~. by making a loot> ;;, the old wiring, taping It together and r,i~'cing it in the channel of the frame (see F;;; ~h J). In replacing an old style tail lamp with the present design lamp, it will of course be neces- sary to drill the fender to install the present design rear lamp support and reinforcing plate. I t will also be necessary to install the present design license bracket; -----../- " ,I' ...._-----_ / /~ I , I I , , ---r-'- WIRES COILED AND TAPED Fig. 860 NEW REAR VIEW MIRROR BRACKET A few complaints have been received that the rear view mirror was mounted a trifle too high in relation to the back window to secure maximum vision. To insure 100% vision, the length of the rear view mirror bracket A-17682-B has been changed from 2%" to 3%" (see Fig. 861). Fig. 861 ~.-- --. -.-, I :1 _.,-\ ') I' , I I I ~I ... I ~! ~ I II' I J' I , I 1 -- c I ! j I ,-.. II \.. '.I il l ". ... ..... r I L ~ -" ~~ .=. Fo RD SERVICE B U LLETI N for Ma rch ~.' fl.~ ".:dv,- ir1.; li- .Ii q::'(" < :?bl~~ b H~~:. III Oar, "~:', ~ .l t . l ~ }-. '. ~. , . , .'.. , ~.. ....;.;.::.:. I -0 lII] OLD DESIGN NEW DESIGN BOLT A.20943 BOLT A'20970'S8 Fig. 862 NEW BATTERY GROUND CONNECTOR BOLT AND WASHER The special shaped head battery ground connector to frame bolt A-20943 has been. obsoleted and replaced by bolt A-20970-S8, which has a standard hex head and which permits easy removal or installation (see Fig. 862). In addition a special washer A-22259-S7 is now placed between the lock washer and strap. This method oJ assembly prevents any pos- sibility of the lock washer tearing the con- nector ,strap. In addition it provides greater bearing contact area between connector and frame. PAGE 441 Fig, 863 In production we are now using a special lock nut A-21670-S7 which provides ample clearance between lock nut and windshield header. BEARING CAP OIL PIPE. CHANGED The size of the crankshaft rear bearing cap oil pipe has been changed from 156" to %" (see Fig. 864). Increasing the size of the oil pipe allows the oil to drain more quickly from the main bearing in to the oil pan trgy especially in cold weather. , NEW GAS TANK FILLER SCREEN HEAD WINDSHIELD WIPER ARM Occasionally a complaint was received that the windshield wiper operating arm sometimes rubbed against the windshield header finish panel, making it difficult to operate the blade. This was caused by insufficient clearance be- tween bottom of lock- nut. and windshield header. As a result, when tightened there was a tendency on the part of the nut to climb the radius at the bottom of the windshield header and slightly cock the operating arm (see dotted outline, Fig. 863). If an instance of this kind is brought to your attention, it can be corrected by filing or grinding the bottom of the nut until there is sufficient clearance between nut and wind- shield header. .::.. :-::::: : :: : ! . . . I.. .. .:. .:.. '.:-.:' .- ....... ......:.. II " ........... ..' I. · '. . . .. .' . . . ................. ..:....... ......... ..........~:..' Fig. 865 The old and new design be used interchangeably. To lessen any possibnity of breakage 01 the I ugs on the gas . tank filler screen head, the width of the lugs and slots has been changed from %" \ to 31" (~ee Fig. 865). A heavier gauge material is also being used in the manufacture of this part. screen heads can -..-.r'.... PAGE 442 FORD SERVICE BULLET,IN,jor iltfal'ch Fig. 866 AA-5256-BR MUFFLER PIPE BRACKET OBSOLETED All new truck frames now have a muffler pipe bracket adapter AA-5257 riveted to the side member. This adapter permits using the Model A muffler bracket A-5256-C on the truck. It also provides additional clearance between muffler and service brake cross shaft. This change obsoletes the old design AA- 5256-BR bracket, as they cannot be used on . frames on which the new adapter has been assembled. If after presen't stocks are exhausted, you should receive a call foranAA-5256-BRbracket for use on an old truck, supply adapter AA- 5257 and bracket A-5256-C. To install the new adapter on an old frame, it wiJ-l be necessary to drill a H" hole in the side member 16\,' below and -h" to rear of hole for upper bolt (see Fig. 866). The adapter can then be bolted to the frame, using the same bolts, nuts and cotters that were used to fasten AA-5256-BR to frame. Bolt A-20953, nut A-21745 and cotter A-23534 are used to assemble A-5256-C bracket to the new adapter. FOUR-SPEED TRANSMISSION GEAR SHIFT LEVER If. an occasion should arise where it was necessary to disassemble the, four-speed trans- mission gear shift lever, extreme care must be taken .to adjust the latch rod nut that fits in the trigger. The distance from the top of the gear shift lever. ball to the bottom of the lip on the latch must measur~ .oetween 4" and 4l6" (see Fig, 867). This \vill insure approximately 31" clear- ance between shifter forks and latch (see Fig. 868). ADJUST LATCH ROO UHTlLDISTAHCE BETWEEN BOTTOM or LATCH AND TOP OF BALL MEASURES BETWEEN 4" AND 4y'6' ::: :::::c,g 1 Fig. 867 The adjustment is made by screwing the AA-7217 gear shift lever latch rod nut either in or out. After making the correct adjustment and reassembling the trigger, lock the trigger screw nut in place by upsetting the threads at two points ,(see Fig. 869). THERE MUST BE APPROX' IMATELY'fs"CLEARANCE BETWEEN SHlrTER FORKS AN D LATCH. Fig. 868 .... -"'-~I ,.! t, III dl () II I ; I ~ . :) I I / I 10' ! I' ; I' I .1 r ;;, rl t 01 1 o () I' i: j." ~ J ; , ,F! III 11,1- II I - FOR D\ '5 E RV i C:E' , B U L LET i N for Mar c h Jt. ~ i' . LOCK THE NUTIN PLACE BY UPSEmNG THREAOS LATCH ROD ADJUSTING NUT Fig. 869 SERVICING OLD DESIGN SIDE AND CROSS MEMBERS Side members AA-5015, AA-5016 and No.2 cross member AA-5025 have been redesigned. Side members, which were used on trucks 011 which the service brake cross shaft brackets were mounted on the inside of the side mem- ber, are no longer supplied for service. No.2 cross members, which were used on trucks equipped with dual high or old style emergency brake cross shafts, are no longer supplied for service. DRU FOUR 13/' HOLES FOR EMERGENcilBRAKE CROSS SHAFT BRACKETS DRill TWO J{ HOLES fOR DUAL HIGH OR COUPLING SHAfT REAR SUPPORT - Fig. 870 If you should receive calls for one of these side or cross members, supply the present de- sign side member or No.2 cross member and drill them in accordance with sketches shown in Figs. 870 and 871. r+:-~~) I PlAN VIEW, DRIU TWO~HOlES FOR FRONT I I 3~HOlEfOR 1l0UHTlNG BRAKE ROD SPRING BRACKET ' BRAKE CROSS SHAfT o Fig. 871 ~ PAGE 443 ia Jl.l A'9534'8 MAIN JET fI A'9575 COMPENSATOR JET 4II~TIiQ A'9538'B CAP JET ~ ~ .' A'9542 IDLING JET . Fig. 872 CARBURETOR PARTS Fig. 872 shows the jets we use in the present design Model A carburetor. These jets are the only Model A carburetor jets we supply, as they can be satisfactorily used for service replacements of corresponding parts in carburetors used in 1928-29 as well as 1930,jobs. It is true there is a slight difference in the size of the openings in the present jets as com- pared with some of the jets used in previous Model A carburetors. This, however, in no way affects their inter- changeabili ty or im pairs sa tisf actory opera tion. This information supersedes carburetor jet information given on page 280, September, 1928, Service Bulletin. Under no circumstances must an old style carburetor bowl-A-9512-A, which can be dis- tinguished by a small dowel pin which enters the slot in the double venturi, be assembled to a new style upper body assembly A-9520, as the carburetor will not function properly if these parts are assembled in this manner. If it should become necessary to change an old style bowl it can be replaced with the. type we are now using by changing from the double to a single venturi. As' previously stated the jets in the present design carburetor are interchangeable with the old, ,'- '~"":'1J:,":'l"~ ~r.~'It!~_. . . 1 -- - .-----.=::::jJ -"":c~=-':'::=-jll' ..J.l I i ~O II . II I PAGE 444 FORD SERVICE BULLETIN for March Fig. 873 CABRIOLET BACK CURTAIN ASSEMBLY The back curtain assembly in the cabriolet has been redesigned-a zipper method of in- stallation is now used (see Fig. 873). This method of assembly not only makes a neater and tighter curtain fit but it eliminates the necessity of removing or replacing any additional parts when installing a new cabriolet back curtain assembly. Fig. 874 / NEW STACK FASTENER STRAP Fig. '874 shows the' new A-42350 stack fastener strap that is used to hold the top in place when folded ba<;k. This strap is now furnished as standard equipment -with all roadsters. When the top is folded back the strap 3honH be installed as ~hown in Fig..874. . '\ ._---, ;~ . ' , . ~ \ u, '==D1-r IS" I )1 7....---.., I., /- Fig. 875 WINDSHIELD" HEADER CLOCK BRACKET An A-45625 windshield header clock bracket will shortly be released for mounting the A-18540 clock in closed cars. The bracket can be easily installed by fol- lowing the sketch shown)n Fig. 875. . Two A-22633-S7 No. 10x%" round head wood screws are used to assemble the bracket to the header. CLEANING UPHOLSTERY Our laboratory recommends the use ~f M-217 upholstery cleaner for cleaning up- holstery, particularly the new Bedford Cord upholstery used in DeLuxe Fordor, Town Sedan, DeLuxe Coupe, and Cabriolets. This is important. If ordinary cleaning fluids are used on the new Bedford Cord" upholstery, there is a possibility of forming rings on the J upholstery that would be very difficult to remove. M-217 is put up in one pint cans and can be obtained from any Ford Branch. The list price is 55 cents per can. CLEANING SPORT COUPE TOPS . Sport Coupe tops after outdoor exposure should be cleaned with saddle soap and water. If, however, the top is extremely dirty, gaso- line may be used, after which apply soap and wa ter. New tops which have had little or no weather exposure should only be cleaned with soap and water. Saddle soap or any good neutral soap may be u~d. --...... o t o r >(. t-.:. I - ... *:i. .-.. ~ ,~-_.__.. _._~ ~ ~~'---""'--'--1 ---J, I I I . PAGE 418 .. FOR D S E R V ICE B U L LET I N for Fe b rt( .tr.1/ Service Information OLD DESIGN REAR HUS AA'11I6'O NEW DESIGN REAR HUB AMII6-F Fig. 839 NEW TRUCK REAR HUBS Fig. 839 shows the new design truck rear hubs. The new hubs supersede the former design disc wheel hubs. The new hubs are serviced in theAA-1113-F right hand and the AA-1114-F left hand hub and brake drum assemblies. The shoulder on the new hub'is it" thicker than the old style hub. This changes the rear wheel 'tread from 54 to 55;4" and provides ample clearance between body and rear wheel and permits using the same hub for both dual and single wheel equipment, regard- less of which type of our bodies is mounted, Due to increasing the thickness of the shoulder on the new hub, it was necessary to correspondingly increase the length of the hub bolts. The new bolts AA-1118-E and AA-1119-E are 3ft" long. The old bolts AA-1118-CR and 1119-CR were 3%" long. The AA-1118-E bolt has a right hand thread and is used with' AA-1113-F hub and brake drum assembly. The AA-1119-E bolt has a left hand thread and is used with AA-1114-F hub and brake drum assembly. The left hand thread bolts can be easily distinguished from the right hand thread bolts by a center hole or countersink on the inside end of the bolt (see Fig. 840), '". DOTTED LINE SHOWS CI!NTEIl HOLE AA -11I9 -E REAR HUB BOLT - L.H. THREAD Fig. 840 MAKE CEP,...IH THAT PU~P IUPEllER WASHER (A-8SI3IIS PROPERLY SEATED IN RECESS IN SHAFT AS " Uol SLY Fig. 841 WATER PUMP IMPELLER , WASHERS MUST BE CORRECTLY INSTALLED When replacing an A-8513 water pump impeller washer, make certain that the washer seats into- the recess in the impeller. This is very important, as water pump trouble can frequently be traced to careless- ness in installing this washer. If the pump assembly is installed with the washer riding against the end of the impeller, instead of seating down into the recess as shown in Fig. 841, it damages the cylinder head, prematurely wears out the washer, as well as the end of the water pump bushing, and causes excessive end play in the pump shaft. COMPLETElY WORN OUT IN FEW WEEKS SERVICE AS A RESULT OF IMPROPER ASSEM&lY A.8S13 WATER PUMP IMPEllER WASHER Fig. 842 The location of the spot of yellow paint placed on the AA-7563 truck clutch, to readily identify it from the car clutch, has been changed. The identification mark is now placed on one of the levers instead of on the back of the cover. --...... \ ~ Ii ,I i \ I I I '11 i I -~ It ,;~ /""') . ~ I I I I o J fr--- rO ~ I ! .0 '" c t O'R D S E R V ICE B U L LET I N for Fe h r u a r y RADIATOR FILLER FLANGE :l.l II I' 1: :If an O€casion -should arise where it was necessary";.'6 replace a radiator filler flange on a 1930 car, be sure to install it in the correct position. If the filler flange is in- correctly assembled, any radiator ornament - that might be mounted, instead of pointing straight ahead, would point to one side. W,hen'w~talling a filler flange, be sur~ that the,stops.',lit the ends of the cam are III the position shown in Fig. 843, The stop on the left side should be //' ahead of a. center line drawn parallel with the radiator while the stop on the [right should be 136" back of the centerline, as shown in Fig. 843. I' i ". I. Fig. 843 NEW FRONT SPRING CLIP AND STARTING CRANK BEARING The A-5455-AR front spring clip and the A-5461-AR starting crank bearing have been redesigned and are now carried under part A-5455-B and A-5461-B as the "AR" designs have been superseded by the "B" design. (See Fig, 844) The new front spring clip is "U" shaped. This change made it necessary to redesign the starting crank bearing, so that it would conform with the radius at the bottom of the new "U" shaped clip. The new clip cannot be used with an old bearing or a new bearing with an old clip. As the old design parts will not be held for '. repairs. it will be necessary, af ter presen t stocks are exhausted, to install the new clips and bearing when a call is received for an old style bearing or clip. PAGE 419 Fig. 844 SPRING PERCH BALL NO LONGER MADE INTEGRAL, WITH PERCH The rear spring perch ball A-4024 is no longer forged integral with the rear spring perch. The ball is assembled to the perch by in- serting the shank through the upper end of the perch and the end of the shank is then securely riveted in place (see Fig. 845). This method of construction makes it pos- sible to service the rear spring perch ball without replacing any other part, as when the old ball becomes badly worn, it can be removed and a new spring perch ball installed as shown in Fig. 845. If an old axle housing on which the perch and ball were made integral is O. K. for further use, except that the perch ball is badly worn or broken, a new ball can be installed. This can be done by sawing off the shank of the old ball and drilling it out of the perch. I t will then be necessary to ream the upper end of the perch with a special taper reamer and rivet the new perch ball in place. as previously described. K. R. Wilson is making a taper reamer for this operation. AFTER INSTALLING REAR SPRING PERCH BALL, RIVET END OF SHANK SECURELY IN PLACE, Fig. 845 11" .P r. ,-.'~~'" - '- PAGE 420 FORD SERVICE BULLETIN for February ,.'--- -- -.... _._.---:.- II ~ AA'7246-8l' TRANS. GEAR SHIFTER SHAFT (THIRD AND HIGH) lr ~ AA-724Z'6 TRANS. GEAR SHIFTERSHAFT (REVERSE) DEPTH OF INTERLOCK SLOTS IN FOUR SPEED TRANS. " SHIFTER SHAFTS IHCRE.ASED~2 IDENTIFICATION GROOVE ~ .597..::....1 ,.601 ....."1 I : t:.566 ----.J .510 "\ g I AA-7233-B AA-1233-AR LENGTH OF NEW INTERLOCK AA-7233-S I MCREASED Y32 . Fig. 846 CHANGE IN FOUR SPEED TRANSMISSION SHIFTER SHAFTS AND INTERLOCKS To secure a more positive interlock and lessen any possibility of jamming the shafts, a change_has been made in the gear shifter' shafts and interlocks used in the four speed transmission. The change was made by increasing the depth of the interlock slots in the shifter shafts b" and correspondingly increasing the length of the interlocks (see Fig. 846). , The new shafts are listed under part num-' hers AA-7240-B, AA-7242-B, AA-7246-B. To readily distinguish the new interlock . AA-7233-B from the okl design AA-7~33-AR, a groove is machin..d d:'oUIJd the center of the new interlock (see !'ig. 846). Tht' new shaft~ can be identified by measuri!1~ the depth of the interlock slots. . These slots are t." deep, which is 3\" deeper than the slots in the old design shaft., As the new "B" design shafts and interlocks cannot be used for replacement of the old "AR" parts, without replacing all shafts and interlocks, the olel design shafts and inter- locks will be held for repairs. ) ~ THE HORN The quality of tone and length of service received from Ford horns depends entirely on the care they receive. To produce the most effective tone, it is necessary that the armature revolve at a high rate of speed. This speed is possible only when bearings are properly oiled, and the commu- tator and brushes are kept clean. LUBRICATION } \ Once a month, remove motor cover located at rear of horn and place a few drops of oil in groove at each end of the armature shaft. Use li~ht fine oil. CARE To clean the commutator, set the motor in motion by pressing the horn button, While motor is revolving, hold a piece of fine sand- paper against commutator until commutator is clean, Next, with a small piece of wood, clean the gaps between the commutator segments. Do not use metal ~hen cleaning gaps. When turned with the fingers, the armature should revolve freely. Should it fail to oper- ate, examine the battery, the wiring, and the horn button. ADJUSTMENT Turning the adjusting screw regulates the tone. Turning the screw to the right tightens the adjustment. Turning to the left loosens it. Regulate the adjustment until the desired tone is obtained. J ~~~+..' .. . , FORD SERVICE BULLETIN for Fehruary (' ;. TRl..JCK:'DRiVING PINION ...)f;. '. '~.'-C:: :_l~>~ ~::" l}EAjUNG SHIMS Th~!driving Plhion bearing shims, which arc uscd to regulate the adjustment between the ring gear and pinion in the new truck bevel - gear axle, are furnished in the following thicknesses: AA-4659-Di-iving pinion bearing sleeve shim -.Q05 thick. AA-4661-Driving pinion bearing sleeve shim -.060 thick. AA-4664-Driving pinion bearing sleeve shim -.070 thick. TRUCK AXLE REPLACEMENT If you should receive an inquiry as to whether the new truck bevel axle can be installed under a truck formerly equipped with a worm type axle, you can advise that it would be possible to do so in trucks having the emergency brake in the center. If the truck is equipped with a rear universal joint assembly, having less"than 17'8" t~ickrings, . (see Fig. 796, November, 1928, Bulletin) it will be necessary to install an AA-7090-AR with 178" rings. This joint has six splines C' 6 SPLINES ON FRONT KNUCKLE ~ . PAGE 421 on the front knuckle and ten splines on the r~ar (see Fig. 847). In installing a new bevel axle under an old truck, the new axle will extend >i" further back than the old design. To compensate for this, it will be necessary to lengthen the brake rods >i" by screwing out on t\le clevises. TRUCK RING GEAR AND DIFFERENTIAL CASE LISTED UNDER PART AA-4207 As stated in the January issue of the Service Bulletin, the driving gear in the new truck bevel axle is riveted to the left half of the differential case and will be sold through service as a single unit, Part number AA-4207 . is the number under which this assembly will be listed. TOTAL GEAR REDUCTION (With New Truck Bevel Axle) Low Speed, , . . . . , . . . . . . .42. 2 to 1 Second Speed. . . . . . . . . . . .20.4 to 1 Third Speed: . . . . , . . . . , , . 11 . 1 to 1 High Speed. . .-: . . . . , , . . ,. 6.6 to 1 Reverse Speed. . . . . . . . .. .51. 6 to 1 AA'7090'AR REAR UNIVERSAL JOINT ASSEMBL"$ Fig. 847 " 10 SPLINES ON REAR KNUCKLE -..... -- 1 --~ - -~ 422 ' FORD SER VICE BULLETIN for F e hr tt a r y 1 I' PAGE I -~I /l I II n ( SOLID LINE SHOWS PRESENT "11 I Q LOCATION OF STEERING GEAR DOTTED LINE SHOWS OLD _ LOCATION OF STEERING GEAR LUBRICATOR .Ii FITTING AA'24408 I '1 i iI' I ' .- ~, '; \ i 1 ~ i II \ III j I' BRACKET SHORTENED I l APPROXIMATELY 3/S' I I Fig. 848 LONGER LUBRICATOR FITTING A longer lubricator fitting AA-24408 is now used in the truck clutch release bearing (see Fig. 848). The new fitting replaces the A-24405 fitting which, was a trifle too short to con- veniently use with the standard grease gun furnished in the tool kit. STEERING COLUMN LENGTHENED To provide additional clearance between driver's seat and steering wheel, the length of the steering column was recently increased and the angle of the column changed (see Fig. 849). This was accomplished by in- creasing the length of the steering column 1" and shortening the steering column bracket approximately %". The new arrangement provides greater ease in handling the car. Fig, 849 LOOSE TIMING GEAR Here is a quick way to check for a loose timing gear that is causing a knock. With the engine running slowly, screw out timing pin, located in timing gear cover, and insert oppo- site end of pin into opening (see Fig. 850). Care must be used not to let your hand come in contact with the fan. Press in firmly on pin; if the knock stops, the trouble is undoubtedly due to the gear being loose on the camshaft. To lessen any possibility of the gear be- coming loose on the shaft, the thread limits on the camshaft and camshaft nut were reduced some time ago. Also a special lock washer A-6260 is being used in partial production. If an instance is brought to your attention of a. cam gear loosening on the shaft, install washer A-6260 and tighten the camshaft nut. This will hold the gear securely in place. o . j , I r o Fig. 850 - J ,--- "- ~~-- n i l' . '} , ~ ~ If I ,; i j, i j: i .! ! 'I' 'h '-- "I \ ,\ II Ii I I o Q o () FOR D S ,E R V ICE B U L LET I N for F e h r u a r y Fig. 851 REMOVING BOLT OR NUT FROM FLYWHEEL HOUSING Sometimes a mechanic, when working on a car, will accidentally drop a starter screw or a bolt or a nut into the flywheel housing. These can often be removed without dis- mantling the engine by disconnecting the ball end of the front radius rod from the clutch housing and exposing the hole in the bottom of the housing (see Fig. 851). Then, by jacking up the front end of the car and lightly tapping the flywheel housing with a lead or copper hammer, the screw or nut can often be worked out through the hole in the bottom of the clutch housing. Fig. 852 PAGE 423 NEW TERMINAL BLOCK TO GENERATOR CONDUIT A few complaints have been received that the metal terminal block to generator wire conduit A-14406sometimes cracked or broke. To eliminate this condition, the conduit has been changed from metal to a pliable black lacquered loom (see Fig, 852). OIL PUMP SPRING Before installing an oil pan or clean out plate in one of the earlier Model A cars or AA trucks, be sure to' replace the oil pump retaining spring. This is very important. If the spring were omitted, it would allow the oil pump to drop down far enough to become disconnected from the oil pump shaft and this, of course, would cause the pump to fail to operate. To eliminate any possibility of a mechanic failing to replace this spring, a change was made some -time ago by attaching the spring to the end of the pump. This was done by, means of a retaining clamp, as shown in Fig. 853. However, in view of the number of cars manufactured prior to this change, mechanics must check each job on which they remove the oil pan or clean out plate to make certain they have replaced the pump spring. Fig. 853 .. '-~lJ~J rtji it""- :- ... _. PAGE 424 FOR D S E R V ICE B U L LET I N for. Fe b r u .tr)' RECOMMEND SAME MAKES OF TIRES FOR REPLACEMENTS AND SPARES AS THOSE FURNISHED AS ORIGINAL EQUIPMENT The new Model A 1930 cars are equipped with the new section size 4.75-19 tire. This tire is made to entirely different specificatiOlls than the 4.75 tires that wer~ previously on the market, as the new Model A tires are larger in section meas!lrements and diameter. Our Engineering department has given definite specifications for building this tire, in order to insure correct performance on the new 1930 car. They are built of special heavy ply fabric and reinforced to strengthen against common tire failures. The tires approved also have sturdy non-skid designs and increased volume of tread rubber to compensate for the smaller wheel diameter. We are interested in car owners getting ex- ceptional tire value, and for this reason, rec- ommend that only the makes of tires which are furnished as original equipment be used for spares or replacements. ' To meet all conditions and insure proper performance and satisfactory tire service, it is essential that a minimum pressure oj 35 lbs. be carried in the tires. This pressure must be maintained, and should be checked closely upon the delivery of each new car and the owner instructed as to the importance. of proper tire inflation and the importance of checking inflation pressure at regular intervals. "GYP" PARTS . Imitation or counterfeit parts of inferior quality are constantly being made and sold as Ford parts. Recently, severa! imitation ring gears and pinions were turned over to our laboratory for analysis. Their report reads as follow~: "A-4209 Ring. Gear and Pinion-Analysis of this material is ... not up to our specifications. ~'The tooth pressure is considerably below ou~ stanQard for strength. "Our ring gear is an oil hardened gear, whereas the counterfeit ri!1g gear is art ordinary carbonized gear." LUBRICATOR FITTINGS , I t has been brought tli our atter,l)l.)n Lfla t Ford dealers are being offeren, 1L'(:. :;;,,;:')1' fit- tings other than those used :'.5 "..,ginal equip- men t. Furthermore, tests havepwven thaI" these imitation fittings are inferior to genuine Alemite and are not machined to our speci- fications. First-being made of brass (a much soh ~r metal than the steel used in the manu! ,C" :-~ of the fittings we ~se), the cone-shaped coatact edge of the fitting will easily become nickeJ, thereby destroying the seal between the fitting and the nozzle of the grease gun. Unless this fitting edge is perfect in formation, lubricant oozes out around the edge of the fitting, in- stead of going into the bearing. Second-A brass fitting cannot be driven into lubricator fitting holes and remain fixed in position. Brass being soft, will soon vibrate out. These imitation fittings can be detected very easily by using a file and merely filing through the plating. This will expose the underlying metal. If they are made of brass, we urge you very strongly not to buy thcm. SHA TTER.PROOF GLASS Cascs have been brought to our attention where salesmen from shatter-prooi glass com- panies have called on Ford dealers with a view to selling glass for Model A cars, These salesmen, in some instances, conveyed the impression that they were working in con- junction with this company and instructed dealers to return glass which they claimed was defective, and then took orders for glass to replace the amount returned, For your information, we have estab- lished no connection with any glass manufac- turer to contact withclealers concerning glass requirements. Only representatives from this company have authority to authorize the re- turn of glass. to our branches for credit. In- structions from any other source should be disregarded. We are in a position to handle the glass rcquircments of all of our dcalers and ask their co-operation in marketing only genuine products, ~:~. ;>.1; ..' II III 'II 0 1\ " ~, " IJ L I . \ \ o o ;" ... ~ \ r' - -~~~~t.~.-< ,.' .., ,",,,,,,.~~- --- -- .... PAGE 410 FORD SBRVICE BULLETIN for Janu.ll)' Service Information. TIRES USED ON TRUCK .. 20 x 6.00 truck balloon tires are used with the dual wheel equipment on the truck. The same size tires are used on both front and rear wheels; the wheels are interchangeable. The recommended tire pressure for 20 x 6.00 tires is 45 pounds for both front and rear wheels. When dual wheel equipment is used, it will only be necessary to carry one spare. When single equipment is used 20 x 6.00 tires are mounted on the front wheels and 32 x 6 tires are mounted on the rear wheels. We suggest that only a 32 x 6 tire be carried for a'spare, as when tire trouble occurs it is usually the rear tire. Should trouble be ex- perienced with the 20 x 6.00 front tire, the 32 x 6 spare can be temporarily used in its place while the 20 x 6.00 tire is being repaired. The recommended tire pressure for 32 x 6 tires is 90 pounds. .. OIL HOLES IN DIFFERENTIAL PINIONS Occasionally a complaint was received of differential pinions freezing On the differential spider and damaging the axle parts. , To lessen any further complaints of this kind, the pinions are now provided with three %" oil holes equally spaced around the teeth (see Fig. 820). This assures these parts re- ceiving ample lubrication. THREE Ys" OIL HOLES A-4215 DiffERENTIAL PINION Fig. 820 CHANGE IN BRAKE ROD RETRACTING SPRING A change has been made in the brake rod retracting spring. The depth of the spherical socket in the spring has been increased to give additional . NEW ::JlSIGN SOCKET ON Sk.c\.:C:E i\vC' RETRA(,;TING ! SPRING": I-i'JLD BRAKE RoDS SECURELY IN PLACE. I a I i Fig. 821 bearing surface around the button on the brake rods (see Fig. 821). This change lessens any possibility of the brake rods slipping out of the spring sockets and causing a rattle. . [~"'''~."",U-~M-l_ ~~.. ~! ..~i:::]W " SOLD ONLY IN PAIRSUNDERPARTNQAA.4014.BR Fig. 822 WORM TYPE AXLE HOUSING SOLD ONLY IN PAIRS Worm type axle housings AA-4011-AR and AA-4010-AR worm type axle housings will be sold only in pairs under part AA-4014-AR. Housings AA-4011-BR and 4010-DR will be sold only in pairs under part AA-4014-BR. Worm type axle housings have always been machined in pairs and stamped with a number on the flange that connects to the torque tube. The same number appears on each half which makes it easy to match them. Check your stock of worm type axle housings, If you have any housings on hand which cannot be matched up send them into your Branch for credit. The revised list price of these housings is $27.50 per pair. I t is necessary to sell these housings in pairs as assembling a new worm type housing with one that has been in service for sometime, tends to force the differential out of alignment, caus- ing friction and premature wear of the worm and gear. - ; ;-j l'l: ;1 'II ~ 1 ; ~ l III "I \ \ \ I" Iii I -- -, 1 o ! , I l I i f I I I I o ~ I 1 I J/ I t o r 'PORD SERVICE BULLETIN for January PAGE 411 G ';0 MOUNT STRIKER PLATE AT THIS POINT. ~c Fig. 823 STRIKER PLATE RELOCATED A change has been made i.n the location of the door lock striker plate in coupes, roadsters and cabriolets equipped with rumble seats. This change made it necessary, of course, to alter the posi tion of the deck doorlock to cor- respond with the new location of the striker plate. . I twill accordingl y be necessary, w hen install- ing a new deck door on a 1928-29 coupe, cab- riolet or roadster, equipped with rumble seat, to relocate the striker plate directly to the rear of the former location as shown in Fig,823. REAR MAIN BEARING CAP In replacing an A-6327-A or B type rear bearing cap when the engine is not disassem- bled, it is necessary to replace the same type of cap which was removed. This is necessary as, due to the difference in thickness of the bolt bosses in the A and B type caps, different length bolts are used, and it is impossible to replace the bolts without dismantling the engine. L-s" -.J 1=---3:18-1 --u A.21214'AR "AR"BOLTS MUST BE USED WITH"AR"CAPS t;-4~'--j ~. A.21214.B "B"BOLTS MUST BE USED WITH"B"CAPS r Fig. 824 All dash' to f ron t frame strainers used in the different type 1930 Model "A" cars are drilled to permit easy installation of cowl lights (see Fig. 825). , " L-- Fig. 825 REAR BRAKE HOUSING PLATE For some time all trucks have been equipped with a new design rear brake housing plate. Fig. 826 The new housing plate is provided with a pro- tective shield that lessens any possibili ty of water or dirt getting into the brakes. The new housing plate and brake shield assembly AA-2211-B can be installed on all trucks having the emergency brake in the cen ter. To install the new plate on an old .housing, remove the rear wheels, brake shoes and emer- gency brake carrier plate. After removing these parts, the new housing plate and bracket as- sembly AA-2211-B can be installed (see Fig. 826). AA-2212 shield is serviced only in the AA-2211-B assembly. ~ . PAGE , \, ,,,!,~_., 412 FORD BULLETIN for January SER VICE +J '" (1) +J ;:l 0. e:: (1) .... ;:l 0 ~ -S uu ell 0lI 0lI 0lI 0lI0l1 0lI e:: e:: e:: .5.5 It) Q) 'C: 'C 'C \-0 '-' >> ell ell ell eIlell I1J (1) (1) (1) I1J I1J (1) (1)(1) .D.D.D .D.D>> Vi Vi c:: e:: e:: e:: e::'", e:: e:: e:: o 0....0 00"'00 0 gf gf '2 '2] '2 '2 '2 ~:2:5 (1):2.~ .- ,- (1)._ .- "'.- '-'" (1) 0. 0. U 0. '" @ @.D 0. 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(1) 13 > bJl 0lI 1.l .~ .5 '" 0lI - "'OlIbJlOll ... ;:l e:: e:: e:: .2 ..8'c'c.'c rn c-ci:la'la'l '2 '0 i3 '0 .D .D .D ....,c:....,~.:;::~ ~ ~ til.5 till1l1l1 ....11:.a ~o:.~cncncnQ)tI)~ ~ C1l ~ (1) ~ ~.5 ~ .... ,- U.- ,~ ,_._ C1l._ C1l :S :S~~~~~Or r--- .... (1)(1) ...>:> C1l~ ....0lI .De:: (1).- u"" ._ C1l >.... ....(1) (1)0. mo (1) gf ...>: . ',p r! -..., (1).D tl':...>: >> E ....r;U;:l .B.De::.... 13 (1) ~ "Cl_ 'c.!:l i3 J;ll:! "2tEr;S ...:lUJ~(l:l;> ....0lI (1) e:: e::._ ,- .... ,Sro ~];:: (1)- 0 ",(1).D ro(1).D (1).c ;:l O~:r: -Ill I d - 'I ---.--1 j I i:.~ i III 111 II , I I l I I II p " J.~ ~ :>0 ,2> ~ ~ ::.. ') 1-_ n .J r' ' ~I.F--. . ill ... ;~ 'f' : ".I' o ~,d rw -1~ ~() \ FORD SER VICE ~' ~:~-~~, l ..... I . r BULLETIN f o.r January PAGE 413 ,r .:N ew Truck Rear Axle \, 1'1 I I .'.0 Fig. 827 shows', the hew rear axle for the truck. The::;new -:axle is of the spiral bevel gear type--excepfionally efficient in design, and of ruggech':onstruction throughout. The pinion shaft is straddle mount~d with double taper roller bearings at front, and heavy spiral roller bearing at rear. The axle shafts are of a considerably heavier type than the old design and the length of the wheel bearings has been in- creased more than 33%. ' The design of the new' housirfgs is such that there is no localization of strains-all driving strains being dissipated throughout the entire length of the housings. In all axles, when subjected to exceptional strains, as when driving over heavy roads, etc., there is a.tendency on the part of the ring gear to slightly pull away from the pinion, This condition-has been entirely eliminated in the new Ford axle by attaching a bronze thrust plate to the inner face of the differential housing. - SERVICING THE NEW AXLE From a service standpoint the only opera- tions that will require special attention on the part of mechanics is the adjustment of the pinion bearings and securing the correct tooth con tact between the pinion and ring gear. These adjustments are very important. The ring gear is riveted on to the differen- tial case and will be sold 'as a unit. The ring gear, the pinion, and the right and left half of the differential case may all be purchased as separate items. PINION-BEARING ADJUSTMENT In installing a new pinion, the pinion bear- ing construction is such that no end play is desired. Two Timken bearings are assembled to the pinion shaft ahead of the pinion itself. The rear Timken bearing takes the thrust in the forward direction and the forward pinion bearing takes the thrust in the reverse direc- tion, A straight roller bearing is assembled to the inner end of the pinion. This eliminates any possibility of lift or misalignment, regard- less of end play, and prevents the pinion from losing the correct contact with the ring gear. The correct adjustment of the pinion bear- ing is .002 loose, or a free rolling fit. This adjustment is made by upsetting the lock- washer, backing off jam nut and tightening the adjusting nut mitil the desired fit is ob- tained. . ~'" J Fig. 828 I t is a good plan to use an indicator in check- ing bearing end play (see Fig. 828). This lessens the possibility of getting too loose or too tight a fit. After the correct adjustment is made, lock the adjusting nut with lock washer and jam nut. Always check the end play after assembly. This is important, as in tightening the jam nut the adjustment is often changed. As previously stated, the end play should be a free rolling fit or .002 loose. PINION AND RING GEAR ADJUSTMENT , When installing a new pinion and bearing sleeve assembly, for a start replace the same amount of shims between sleeve and axle Fig. 829 "'" - . 4 7;:'~ PAGB 414 FORD SERVICE Fig. 830 housing that were removed (see Fig. 829). These shims control the adjustment between ring gear and pinion. After bolting sleeve to housing, check the back lash between ring gear and pinion. The back lash between these parts must be between .006 and. ,014 and should be checked on several splines around the pinion shaft. If the back lash is less than .006, add the necessary amount of shims to give the desired clearance. If the lash is more than .014, remove shims to obtain correct clearance. Fig. 831 B U L LET I N for ] an u a r'y The correct method of checklnf': ':'.,i~L~~ck lash between the' pinion and ring St.:.:lr is by means of an indicator (see Fig. ~3~:. Expe; rienced mechanics car, nfl:t:-.; :.1~ J~; ,i.1l1e the approximate amount of L,,':l ;]etween the gears by "feel." That is by ;::ri;.ring the pinion shank and turning it ba.d~ and forth as sho"m in Fig. 831. When an indicator is used in checking the lash, it must be bornejn mind that, due to the difference in the diameter.s of the pinion, and the spline end of the pinion shaft th; back lash indicated at the splinf'3 '.V:i1 only show a .003 to .008 reading-this will be the correct measurement to work to. In other words a .003 to .008 movement at the point where the indicator is attached (see Fig. 830) is equivalent to .006 to .014 backlash between pinion and ring gear. CHANGE IN TRUCK UNIVERSAL JOINT ASSEMBLY AND COUPLING' A change has been made in the AA-7090-B universal joint assembly. The new universal joint has a ring or collar located in the splined opening in the joint (see Fig. 834). This collar acts as a stop for the drive shaft and insures the proper hinging action of the universal joint. The new uni- versal joint must be used when replacements . are required in the new bevel gear axles, When installing the new joint, it will also be necessary to replace the long head AA-4819 screw with the new short head A-21127 screw (see Fig, 834). Any stock of AA-7090-B universal joints you have without the collar may be used with worm type axles. When such stock is ex- hausted, you will then use the new design joint with worm axles. A sligh t change has also been made in the pinion shank and the AA-4684-B coupling: I n some axles the coupling was riveted to both the drive shaft and the pinion shank (see Fig. 832). Later on it was decided to rivet the coupling to the drive shaft only (see Fig. 833) and present pinion shanks are no longer drilled for the riveting operation. This change eliminates one of the drilled holes in the coupling that was formerly used for riveting it to the pinion shank. If an occasion should arise where it is neces- sary to replace one of the old pinions which were riveted to the coupling with one of the present design pinions which are not drilled, it will not be necessary to drill and rivet the new pinion to the old coupling. ---1 ;li ~ .1 ! 1- '1 Ii j r t I ) ,0 . J ,.... _. , ' G II" . ,: - -- FORD F:couPu,q ..--. ;..-.",1 :nU ~>;[,;.: SER VICE G NOTE When installing a motor in a truck equipped with the new bevel axle, extreme care must be taken to make certain that the spring in the end of the coupling shaft assembly is in place and slips over the head of the screw which holds the AA-4811 coupling gear male to the transmission main shaft (see Fig. 834). If this screw is not of the latest design replace it with the new AA-4826 conical head screw shown in Fig. 834. CHANGE IN SPEEDOMETER GEARS Due to the difference in the size of the tires used on the 1930 cars, it was necessary to change the speedometer pinion or driven gear by adding an additional tooth to the gear. For example the standard ratio driven gear now has 19 teeth instead of 18 teeth (see Fig. 835). ..:-:.. .... ~ "....;., -~~1:'-' .....- B U L LET I'W for ] an u a r y PAGE The new pinion and cap will be serviced only as a unit under partA-17270-Dfor the standard ratio axle and A-17270-E for the special low speed axle. In other words the pinion and cap will not be serviced separately. While it is true that the installation of the new gears in a 1928-29 car will cause the speed- ometer to read a trifle less than the actual speed of the car, nevertheless the difference will be so slight that it would not warrant carrying the old style gears in service. J SPEEDOMETER DRIVE GEAR NOW HAS 19 INSTEAD OF 18 TEETH Fig. 835 NEEDLE VALVE SEAT MADE INTEGRAL WITH CARBURETOR BOWL The carburetor needle valve seat is now made integral with the carburetor bowl assem- bly. This change was necessary, as some owners screwed the dash adjustment rod down so tightly that, when the rod was again opened the needle valve seat turned with the rod. With , REPLACE THE LONG HEAD AA'4819 SCREW WITH SHORT HEAD A'21127 SCREW WHEN I NSTALUNG A MOTOR MAKE CERTAIN THAT HEAD OF THIS SCREW ENTERS SPRING NEW UNIVERSAL.JOINT HAS COLLAR ASSEMBLED IN FRONT END OF REAR KNUCKLE r /' :\ '\ REAR KNUCKLE Fig. 834 415 ~~).lL,.... (, ~ ~~ PAGE 416 FORD SERVICE BULLETIN for January !I II I~ I~ Ii the new arrangement no damage can result from such practice. The old style A-9532 carburetor adjusting needle seat and the adjusting needle seat washer A-22086 will be held for service, Fig. 836 SPORTLIGHT INST ALLA TION A template or locator for installing Sport- lights on the 1930 Models has been mailed to all dealers. When installing a Sportlight apply the template furnished to the corner post, and it will locate the place to attach the Sportlight outside mounting clamp. This template fits all closed models, and with the Sportlight you have in stock, insures an easy installation. Care must be exercised not to drill through the windshield wiper wire which goes between the cowl and corner post about where the drill goes through. To avoid this, reach under the cowl and push this wire to one side, It is very important that the outside tubing on Sportlight be held tightly from rotating in the two mounting clamps. Tighten the inside and outside mounting clamp screws tJery tightly on to the outside tubing to prevent its rotating. If the template should be misplaced follow the sketch shown at Fig. ~36. . NEW STOP LIGHT SWITCH Figs. 837 and' 838 show the new stop light switch used on the car and truck, The new switch is unusually efficient, simple in design and easily installed. Its construction practically eliminates any possibility of stop light switch failure, as the switch plunger is under constant spring ten- sion at all times, except when the brake is applied. ..... STOP LIGHT SWITCH OPERATI Nl.' FINGER AA-I3~IO'B ~1930 DESIGN, .::/- '. ,'frSTOP LIGHT SWITCH A-13480'B \"". ';!;~:~:'.~~:~::S~: I :;. . ... I _?~J,l~~ C' .----.. ..<~><~',,->,-~,.. ,:;) "'''.'1' ,f ;; . II .f -'... ;J<~' ""....:~~~ ..-..... ,.t'...."'...., , -REAR LAMP WIRING ""'" ASSY AA-1440S-C Stop light switch installation used on truck Fig. 837 When the brake pedal is depressed, the switch plunger snaps forward, closing the contacts in the s,witch and putting on the stop light. As the new style switch parts are not inter- changeable with the old design, the old switch will be held for service. ''i:'i:::::;~:ESB~~~~~~f~f:;. k j -:-- . . t.,....; - BRAKE PEDAL ' ~::",;.-- .J'!:' TOCROSSSHAFT . -'., ._:,,-,,- ROD A.2465'B v -'. ~STOP LIGHT SWITCH REAR L:Mp.:I::;...,'>..:::....., A-1348~,'~ ASSY. A'14405.D ,.._-..:::,,::::.:~:;;"'~.~_...., "-'" ./ ", " Slop light switch installation used on car Fig. 838 CORRECTION In addition to the list of electric windshield wiper parts listed on page 408 of the December Bulletin the following parts will also be serviced: A-17625 Commutator Brush A-17626 Switch Shaft Spring A-17627 Switch Shaft Pin A-17628 Terminal Connector With further reference to page 408 eliminate item "A-20000 set screw," To avoid repetition change A-20080 to read "Set and Terminal Screw. " ,. 'p ~.,,!,- p o r '.~ .. I , '. , J~ ~ ~~.L . ,. PAGE 398 ._.__...._....__~, ._'n' .-___-..-.; __......._..., .__ .. _-=. _:~':~::.~.-'':~ :~:,::.~:-':':~===:-ll FORD SERVICE BULLETIN for De,;'ember :' Service Illformation Fig. 801 HEAT CRACKS IN PRESSURE PLATES Due to excessively abusive service, small radial heat cracks sometimes occur 'in the driving face of the clutch pressure plate. These cracks are usually local in character and extend only a few thousandths of an inch deep. See Fig. 801. Heat cracks are caused by exceedingly high frictional temperatures and their resultant rapid dissipation. These crack~ do no harm and in no way interfere with the correct oper- ation of the clutch. It. is recommended that pressure plates found in this condition be carefully cleaned with naphtha and then polished with a fine grade of sand paper. Extreme care should be exercised to remove all abrasive material with clean cloth after this operation is completed. The clutch cover plate assembly should be replaced with a new one, only when its driving face is scored. This is usually caused by the presence of foreign abrasive matter between the clutch driving faces and the . friction facings. CHECK CLUTCH PEDAL . CLEARANCE A check up of clutch complaints show that the majority of clutch troubles are caused by owners driving their cars without any free movement or play in the clutch pedal before it starts to disengage the clutch. It is'1.bso:utely r.er:cssary th:::t the clutch p,~dal have at k~i.3r. :" fr;,e movement or play at all times. As the clutch facir';5s wear, this play or movement gradually Lecomes less, and; if not checked occasionally, will result in slippage and worn out clutch facings. Make correct clutch pedal clearance a part of your regular inspection. """ "","OSA" 01 NT ~ MUST BE LUBRICATED / REGULARLV. WHEN REPLACING A UNIVERSAL JOINT,PACKTHE NEW JOINT WITH 8 OUNCES or GREASE. Fig. 802 LUBRICATING TRUCK UNIVERSAL JOINT When I~bricating the truck do not overlook the lubricator fitting just to the rear of the universal joint.(see Fig. 802). It is important that this joint be lubricated regularly (every 500 miles). When replacing a truck universal joint pack the new joint with at least 8 ounces of grease. This is equivalent to about five times the capacity of the lubricator gun furnished with the truck. Fig. 803 t' I) / ~ / I I II ~ ~ ' ~/ I j " "~:."~v~ ') , , F 0 .Rn S E R V ICE B U L LET I N.' .J 0 r Dee e m her PAGB 399 DISTRIBUTOR HEAT BAFFLE :l-.. ...it" is ,necessary for dealers to drill and tap the . 't{Yo 'A-20281 screw holes into the bushing . A new distributor heat baffieA-12280 has after the bushing has been pressed in place Just been released. -.' ':". 1.-,<-,,; ';- '. (see Fig. 805). When drilling the holes use a .The new baffle, ,vfl.1ch :l8..~for use m "hot No. 21 drill and tap with a No. 10-32 tap. clImates onlV, protects the condenser from Do not drill into the bushing any deeper exhaust mani!old heat. . ':', than the length of the shank of the A-20281 The baffle IS attached to the. cylmder head screws which are to be installed. as shown in Fig. 803. '. __ :' A-3SI7-STEERING SHAFT SEA.RI"G .- " UPPER AND BUSHING ASSY. /"".a ~ o AA-S708 SPRING CLIP BAR A-U361 LOCK WASHER A'21895 NUT Fig. 804 NEW SPRING CLIP BAR SPACER A few complaints have been received that the truck rear spring clip bars sometimes shifted and sheared the spring tie bolt. To eliminate any recurrence of this trouble, a rear spring clip bar spacer (AA-5706-B) has just been released. The spacer fits against both sides of the spring clip bars and holds the bars securely in place. To accommodate the new spacer, the length of the spring clips have been slightly in- creased. However, the spacer can be installed on old springs without installing the longer spring clips, as the old sprinK clips will be sufficiently long, unless all of the spring leaves happen to be on the high limit. In that event by omitting lockwasher (A-22367) there will be plenty of space to install the spring clip nut. However, if th'e lockwasher is omitted be sure to slightly pein .the ends of the clips to prevent any possibility of the nuts working loose. CJ A-3517 BUSHINGS DRILLED AFTER INSTALLATION As it would be impractical to drill the A-3517 bushing assembly before it is installed, A-20Z81- SCREWS-TO INSTAll THESE SCREWS DRILL TWO NO.21 HOLIS AND THREAD WITH NO.IO-32TAP Fig. 805 INSTRUMENT PANEL LIGHT CAP More instrument panel lamp assemblies are damaged through improper removal and in- stallation of the cap, than from any other source. Many owners and mechanics use a twisting movement when removing or installing the cap. This invariably results in damage to the assembly. To remove the instrument panel light cap first turn on the instrument panel light, then pull the cap straight backward. To install, turn on the light, then line up the small de- pression-'in the cap (see "A," Fig. 806) 'Yith notch "B" -in cap body and push cap straIght m. Turning on the light, lines up the tongue or groove inside of the lamp assembly with the notch in the cap body and permits easy removal or installation of the cap. Fig. 806 ( ...;,;.;~ji'l ~ ~"" .. PAGE 400 FORD SERVICE BULLETIN f.o~December I I I' \'trlEN REPLACING AN OLD STYLE GROUP'ASSEMBLV WITH THE NEW DESIGN,IT WILL BE NECESSARY TO CUT OFF APPROXIMATELY !t4"FROM OLD STYLE POST TO CORRESPOND WITH HEIGHT OF NE.W DESIGN SHORT POST. ALSO FILE DOWN SHOULDER AT THIS POINT50THATCELL COVER WILL SLIP DOWN INTO CORRECT POSITION. OLD DESIGN NEW DESIGN Fig. 807 ~._, -. .... .:;;." CHANGE IN BATTERY PARTS i -., Several changes have been made in battery parts. The terminal posts have been shortened and the height of the flange or neck in the cell covers has been slightly cut down. As the old style parts will not be held for service, it will accordingly be necessary when installing a new style group assembly in an old battery to either build up the new post to correspond with the height of the old one or cut off approximately )/,1" from the old style post to correspond with the height of the new design short pos t. I t will also be necessary to file down the shoulder at the point shown in Fig. 807, so that the cell cover will slip down into the correct position. When it is necessary to install a new post or cell cover on an old battery, it will be necessary to slightly bend the cell connector as shown in Fig. 808 due to the difference in the height of the new and old style parts. , O.UE TO THE Di'FFERENCE IN HEIGHT ITWILL BE NECESSARV TOSLlGijTL'f BENDTHECELL CONNECTOR WHEN INSTALLING A NEW POST OR CELL COVER IN AN OLD BATTERY. Fig. 808 STARTING IN COLD WEATHER When starting the engine, especially in cold weather always disengage the clutch. This relieves. the battery of the additional drain of having to turn the gears in the transmission when starting the engine. TDNGUE"A,"ON SLEEVE IS PRESSED INTO GROOVE. "B" ON BENDIX ASSEM BLY. --., , Fig. 809 SERVICE BENDIX SLEEVE As the standard Bendix sleeve cannot be installed without special equipment, .it has been necessary heretofore to replace the complete shaft assembly when the sleeve was broken. To eliminate this condition, we are now supplying special service sleeves, which can be easily installed in your own shop. Sleeve A-11357-A is for use with the present A-11350-C starter drive. Sleeve A-11357-BR is for use with A-11350-DR service starter drive. Sleeve T-2008 is for use with the Model T starter drive. To install the new sleeve, place it on the shaft so that tongue "A" (see Fig. 809) in sleeve is directly over groove "B" on shaft, then, with a screw driver or small chisel, press the tongue firmly into the groove. , ......,;'. The following labor charges are not covered in the latest issue of Form 1934, Schedule of Repair 'Charges The prices listed below should be considered the maximum charges for these operations. Replace top covering (leather back Fordor) . . . . . . . . . . . . . . . . . . . . . . . . . $10.50 Replace top covering (sport coupe).. 9.00 Replace brake rod spring.. . . . . . . . . . . .40 Recharge battery (including removing and installing) (no additional charge for removing and installing loaner) . 1.00 Loaner battery (per day).. . .'. . . . . . . . .25 Due to a typographical error in the recently revised issue of Form 1934, "Schedule of Repair Charges," page 7, operation No. 91 is listed "Replace" spring and perches. This should be "Rebush" spring and perches. Please correct your copies accordingly. " I 01 "~~. > 'FORD SERVICE BULLETIN for December PAGE 401 o New Forms Help Dealers C' YOUR NAME PRINTED HERE YOUR STREET AODRESS HERE CITY HERE PHONE HERE ~~-' ~~ SER VICE ORDER N~",~ ^ddr~.. Phon~ ~L..r:e1UeNo. --...... ~ "-~ D~. ----.. @ INSTRUCTIONS P. w. DI.lns~ionillndLubrir:alion oz. AI.,rnile and Spray Spring8 oj. Chilln!:e Oil ;. Dope and Align FrOOt Wheels o . InSN'Ond AJj".1 0:-.::::,. BC-b ~-[J'O~_.O~ !I.obo, IIp<' :It...... Om 06. WiII.lh Car "-~ 7. POI1.h Car anJ Niclr.e ~... 'tr.' labor "'..rrl.l Fig. 810 ;- ;:::';:.-~.. > "',;"''9-' The repair order form shown in Fig. 810 is proving both a time ,and money saver. / I t is designed to replace the large repair order form for all mi\lOr service jobs, such as washing, polishing, lubrication and the numerous adjustment operations. As all of these minor operations are printed on the new form, the mechanic simply has to check off the items the customer orders instead of writing them all out by hand. This not only saves both the customer's and mechanic's time, but the form itself costs only a frac- tion as much as the large form. When it is considered that by far the majority of cars coming in for service come in for minor operations only, the saving to the dealer in using the small form for this class of work is considerable. 0- ~ Fig. 81'1 shows a report card that many ,1!~ dealers are using in connection with their 'follow-up system to check owners whom the dealer's service records show have stopped coming into their shop for service. The cards (see Fig. 811) are distributed to the salesmen, with instructions to call on all owners who have failed to come in for service within a reasonable length of time. After calling on the owner, the salesman fills out the questions listed on the card and returns it to the dealer. The information written on the card gives the dealer a complete picture of the situation, and he is then in position to take whatever steps are reasonably necessary to bring the owner back to his shop for service. These, or similar forms should be used by every dealer. "MODEL A" OWNER CALL REPORT Date 19_, Nam.e Add..... Kind of <:aI" Last serviced Does owner stlll poeeets car? If not, 10 whom sold - Name Address What kind 01 car now owned 1 Srare below why car huntr been in for SOO mUe iospectlon. Will owner brlnl car Inl_ Whenl Is he sarls6ed with carL.__ _Se:rvlcct LlS'"r ALL COMPLAINTS on SUt;G~.IONS ON OTHEB. BIDI! Fig. 811 ...... '" .~ ~ 0'> C"l 0'> ..... <o"J ..:!l .S ... -< .. U '(so ;:l .~ ~ L 'I ~ .-/ Q .: ,S <:;, 1 C"l ..... 00 ,";' r;:: 0:: w ~ 0 :r: :r: -' Ii :r: 0:: ri ,.: ri w Vl ,.: 0:: z 0:: Vl t;j f- ... Vl W W ... W Vl ~ 0 '" f- ~ ... u w 0 w u :r: Vi ,.: .., 0:: ... ... 0:: -' w J: :r: 0:: :r: Vl >- Z Z 0:: Ii ,.: '" Vl 0 Vl 0:: ~ '" .., ri Vl ... 0:: Vl ... 0:: f- => Vl 0:: --i ... ... -' 0 z Z 0\ 0:: ... w 0:: 0 -' >- u 0 0 0:: ... ,.: -' "- w w '" f- !!: -' 0:: .., f- z "- 0 ...J 0:: f- w Vl ... ::E z z 0 0 '" 0 :;c ... 0:: Vl Vl UJ => 0:: 0:: '" => z ... 0:: '" J: w ... U 0:: ... 0:: 0:: Vl U ... 0 0:: 0 .. ... ... 0:: Vl z 0:: 0:: u -' 0 f- ...J 0:: -' 0 0 0 z UJ Z ...J Z ...J 0 ...J 0:: ... 0 ... 0 ... 0:: 0 UJ ...' ii: ii: 0 u "- 0 0 "- Vi "- w 0 lD ...J ~ 0 0:: 0 0 0:: 0:: f- ... U 0:: ,.: 0:: ~ ~ ~ UJ ~ ~ 0 0 ~ ~ 0 ~ 0 u u 0 u 0 u u 0 Vl 0 U U 0 U 0 ... w .. 0 UJ UJ UJ Vl ...J UJ UJ -' UJ -' => 0 lD 0:: 0 ... 0 0 ...J ... ... 0 0 ... 0 ... 0 ... ~ ~ ..!. I ~ I I d 0:: ..!. ~ ~ I ~ ~ I' ~ N ~ ... N l::; ~ ~ UJ ~ N ... ... ~ R ... R N . ~ 0:: co J .... .... ~ "' ... ..:: ... ..:: ..:: ... ..:: ..:: .( , .( .( .( ... ... ... '0"0. _ ._ 'l:l.. '-:'- ,~, ) 1,,- FORD SERVICE BULLETIN for December PAGE 403 I I , :0' . - " INSTRUCTIONS FOR 1 REPAIRING A--17553--B ; I.~ I.. ~~ . . C~,,!~!l:, WINDSHIELD WIPERS t I . I I I r r :;:~jl ,".-- ~ \ -. PAGE 404 FORD SERVICE BULLETIN for D-ecemb_er r\ ~ ~ Instructions for Repairing A-17553-B Electric Windshield Wipers With the adoption of the "B'" design (A-17553) wiper, the wiper was not only improved but the design considerably sim- plified. In addition the change also made it comparatively easy to make repairs on this later design wiper. We are accordingly shipping a supply of "B" design wiper parts to all Branches so that dealers can obtain these parts and fur- nish owners complete service on the "B" type wi per. A-2Q061 SCREW A.21520 NUT A.22049 WASHER A-17580 HANDLE A-17620 WIRE A-20080 SCREW A-17586 COVER Fig. 813 REPAIRING "B" TYPE WIPERS When a wiper fails to operate first make certain that you have a good clean and tight connection at the ground on the windshield frame. Also that you have a good connection at the A-14471 connector. Next take off the cover and thoroughly clean the ~ommutator with a piece of 00 sandpaper. If this fails to remedy the trouble, it will be necessary to remove the wiper and check it as follows: GENERAL Remove the cover from the windshield wiper, and make a visual inspection to determine, if possible, whether there are any loose or broken connections. The circuit through the wiper starts at terminal (A-17621) shown in Fig. 815, and passes through the brass connector and screw in the corner of the base, then through the black covered wire (A-17620) shown in Fig. 813, to the upper brush holder. From there it passes through the armature to the other brush holder, and through the field winding to the ground connection which is under screw (A-20080) shown in Fig. 813. This screw is located beside the switch shaft. The circuit can be checked by striking the battery wires at various points along this circuit. If a spark is produced, the current is flowing up to the point where the spark occurs. If the circuit is found to be continuous, raise the brush (see Fig. 814) f""\ ~ A-17611 GASKET Fig. 814 o ~- , , FORD SERVICE ,BULLETIN for Decemher c~ from the commutator. This is the brush to which the end of the field is connected. Con- nect one battery wire to the base. When the other wire is attached to the line terminal no spark should occur. If the wire produces a spark there is a short in the line terminal, or ground in the armature. The armature should revolve freely when turned with the fingers. If the armature is tight, the trouble may be armature bearings or tight gears. GEAR CASE CJ To open the gear case, first remove the wiper lever shaft (A-17567) Fig. 815. This is accomplished by removing the screw which holds the small bearing cap, and pulling the shaft straight out of the base. Next remove screw (A-20080) (see Fig. 813) that connects the line terminal with the wire inside of the base, taking care not to lose the insulating- washers. Remove the two screws (A-20076) Fig. 816, in the back of the wiper, which will also remove ground strap (A-17617) shown in Fig. 816. This opens the gear compartment and permits free access to the gears. Before pulling the gear case apart, it is advisable to reach through the wiper shaft hole and with the point of a knife or other sharply pointed instrument, raise the rack up in front of the hole. The reason for doing this is that the A-17567 WIPER SHAFT ASS'Y r'. \, J A.17621 TERMINAL A-17608 CONNECTOR A-17623 WASHER PAGE 405 ,I oscillating rack is hooked behind f backing- up pin which is attached in the base. If not raised the rack may stay with the gears and should it do so, it may become bent when removing the base. The gear case contains two gears, known as the idler gear (A-17588-B) and the eccentric gear (A-17614-B), see Fig. 817. The ratio of these gears is 72 to 1. The idler gear, which is made of bakelite, meshes with the pinion A.20076 SCREW (2) Fig. 816 on the end of the armature shaft and is mounted on a small pinion having a hole through the center. The pinion is supported on idler gear pin (A-17615) Fig. 817, which enters a hole in each side of the gear case. This gear should not turn on its pinion. If the gear turns on its pinion, it will be necessary to replace the idler g-ear assembly (A-17588-B). The idler gear pinion meshes with the ecce'n- tric gear, upon which is mounted the eccentric which drives the oscillating rack (A-17612) Fig. 817. This rack moves back and forth and meshes with the small gear on the wiper shaft assembly, causing this shaft to produce an oscillating motion. There is someti~es a ticking sound produced by the wiper. This sound is somewhat similar to the timing apparatus in a taximeter. The noise is caused by a chip or dirt in the teeth of the inter- mediate gear, and can be removed by carefully examining the gear teeth and picking the dirt out of the bottom of them. When the gear r C' ~J--. ~ .... ,I "~-,.....~-.,.,.... PAGE 406 FORD SERVI..!="E. BULLETIN ,for 'D'~C.!...1#f~~ .. case has been opened, the gears should alwa'~'s' be re-packed with grease of similar qtfality to that originally placed in the wiper. Do not use too much grease as it will work out of the wiper shaft and into the inside of the motor. Too little grease is liable to cause noise and tight bearings. In replacing the gears in the case, the gears are assembled on the motor frame, Mesh the idler gear with the arma- ture shaft and insert the idler gear pin into the hole in the motor frame. This should be free. Place the eccentric gear in mesh with the intermediate gear so that the eccentric is farthest away from the wiper shaft hole. The rack is now placed on the eccentric as shown in Fig. 817, and over the wiper shaft hole. ,Place the gasket (A-17611) Fig. 814, over the motor frame. The base can now be slipped down over the wiper shaft A-17588-B IDLER GEAR ASS'Y I A-17612 RACK Fig. 817 BACKING UP PIN Fig. 818 without.damage or derangement of the gears and rack. Replace the screws in the gear case in the order in which they were removed, be- ing careful to assemble the insulating washers in the small grooves provided for the~ in the base and motor frame. With the end of a small screw driver or similar to~l. -push the ra'tk: :down until it is seated behind the bacKihg-up pin in the base. The wiper shaft can nbw be replaced by!placing the wiper lever on the side of thet:'\viper nearest the line terminal, as shown (dotted) in Fig. 816, and meshing the wiper shaft gear with the last tooth in the rack that will bring the lever closest to the base foot. The bearing cap screw can then be screwed in tight. A-20029 SCREW (2) A-22045 LOCK WASHER (2) A-17606.B ARMATURE ASS'Y A-17622 FELT Fig. 819 The factors controlling the timing of the wiper shaft are: having the eccentric located at the limit of its stroke away from the wiper shaft hole and having the wiper shaft lever at the limit of its stroke on the same side of the windshield wiper. The wiper shaft is driven through the medium of a safety clutch. This safety clutch is a part of the wiper shaft assembly. The purpose of this clutch is to protect the gear mechanism if it becomes necessary to move the wiper blade for wash- ing the windshield or for any other purpose. This' clutch should disengage with a sharp quick motion applied to the wiper blade arm, or the hand wiper lever. If the clutch does not disengage under these conditions, the clutch spring may be too stiff. This clutch is shown in section at "C," Fig. 815. The clutch can be weakened by removing - , ". .., ~ ~ I ~ o o el I r "'- ~Dl\ I I, . ~ PAGE 407 ,. Foh.:c ~,~RVICE BULLETIN for December ~.c the pin in the end of the wiper shaft, removing the spring and grinding it slightly shorte'r. Sometimps the clutch is tight, due to having been operated dry and the clutch pin ha,s become scored. It may be necessary to snJ,o(lth the pin or the notch in the gear with <', fine stone. If the clutch is too weak, it can be s~rengthened by slightly pulling out the spring, taking care that too much 'tension IS not put on the clutch. ARMATURE AND FIELDS c There are three common troubles occurring in all armatures. They are shorts, grounds and opens. It will be necessary to replace the armature (A-17606-B) Fig. 819, if any of these troubles exist, as it is rather difficult without proper equipment to test and locate these troubles. The rewinding of this armature is also difficult, as it is done on a special winding machine with special wire. There is rarely any trouble with the winding of the field (A-1761O) Fig. 813. The only difficulty experienced with the field frame assembly is the possibility of it not being properly centered around the armature. If the field frame is not properly centered there is liable to be noise produced by the motor. The air gap around the armature should be even at all points. If it is not, loosen the screws holding the field frame and tap it slightly in the proper direc- tion to make the air gap uniform. SWITCH AND BRUSHES r--.. \... The stopping of the windshield wiper IS accomplished by a switch shaft on which IS mounted a small fibre disc. This disc when turned lifts one of the brushes from the com- mutator. The brush lift from the com- mutator should not be more than -h of an in<;:h, nor less than fI of an inch. If the hrush lifts more than -h of an inch, it may strike the inside of the cover and the black wire connected to this brush may be burned out. If this wire is burned out in the wiper, it generally indicates that the brush holder has been in contact with the inside of the cover. However, the wire can be burned by a heavy ground in the armature. One common source of trouble is the fit of the brushes on the commutator, also the cleanliness of the com- mutator. If the commutator is dirty, it should be cleaned with No. 00 sandpaper only. Do not use a file or emery cloth. If the brushes are noisy and rattle, they can be quieted by having the arc on the inner surface of the brush fit evenly with the contour of the commutator. A drop of a good grade of light oil placed on the commutator will also assist in quiet brush operation. When the wiper is mounted on the car, the spring wiper arm should be adjusted so that the blade bears against the glass with a pressure of between three and four ounces at the point where the blade attaches to the wiper arm. If the pressure is maintained no higher than four ounces, there will be little fatiguing of the rubber in contact with the glass, WINDSHIELD WIPER PARTS FOR SERVICE A complete list of the windshield wiper parts that will be supplied for service is printed on the next page. Parts marked "old" apply to wipers with the stamped bridge. Parts marked "new" apply to wipers having the die cast bridge. Parts not marked "old" or "new" apply to wipers having either the stamped or die cast bridge. ~ "..-y - ;-1'1- , ( ''T''~ ~.,... ~..,..-~.~ .-? ----- -""-",..........,. -'~..... PAGE 408 ,. . , .:~" -, FORD SERVICE BULLETIN for December I. ..'....' '1[1 ~, ",;';" "; I';' ot:l ~~:- .,~;: ~~~: :;<, '; I""(l't' ...'..';:'0.., , ~.,;. .' . In addition to the A-17553-B windshield wiper parts listed in the Parts Price List, the following "B" type wiper parts will be supplied for service. Part No. A17567 A17588A A17588B A17606A A17606B A17607 A17608A A17608B AI7609A ' A17609B A17610 A17611 A17612 A17614A A17614B A17615 A17617 A17618 A17619 A17620 A17621 A17622 A17623 A17624 A20000 A20076 A20080 A20080 A20081 A20082 A21539 A22049 , I I' l NAME Wiper Shaft Assembly. . . . , , , , . , , , . . , . , , , , . , . , , . . . . , . , , , . , , , , , , Idler Gear Assembly (Old). , , , . , . , . . , , , ' . , . , . . . , , . , , , . . . , , . , , . ' . Idler Gear Assembly (New). , . . . . . . . , , , , , . , , , , , , , . , . . . . . , , , . , . , . Armature Assembly (Old).....", , , . . . , , , , , . , . . , . , . . . . . . , , , , , , , Armature Assembly (New). , . , . . , . . , , , , . . . , , , , , . . . . . . . . . . . . , , . , , Brush Holder Assembly, . . . . . . . . , , , , , , . . . . ' , , , , , . , . , . , , , , , , , . , , Base Assembly (Old)" ,..",....,."""..."""".....".". Base Assembly (New), , , . , . . . . . . . , . , . , . . , , , , , , . , , , , , . , . . , , , . . , . Bridge Assembly (Old) . , , , . . . , . , , , , , . , . . , ' , , , , , , , , . , , , . . , . ' . , , . Bridge Assembly (New), , , , ' , . , , . , , . , , . , , . , , , , , , , , . , . . . . , , , , , , , Field Frame Assembly,. . , , . , , . , . . , , , . , , , , , , . . . , , , , , , . . . , , , , , , , . Gasket (Frame to Base), . , . . , . , , , , . . , . , , , , . . , , , , . , . , , ' , , , , . , , , . Rack (Driving), . , , , . . . , . . , , , , , , . . , , , , . . , . , . , , , , , , . . . . . . . , . . " , . Eccentric Gear Assembly (Old) . . , , , . , . . , . , , , . , , , , , . . . , . . . . , . , . . , Eccentric Gear Assembly (New). , . , , , , , , . . , . . . , . , , , , . , , , , , ' , , , , . Idler Gear Shaft. . , , , , . , . . , , , , . , . . . . . , , , , , , . , , , , , , . , , , , , . . , , , , . Ground Connector, , , , . . . , , , , , , , , , . , . , . , , , , . . , . , . . . , , , . , . . , , , , . Insulating Tube. . , , , , , , . , . , . , . , , , , , , , , , , . , . , , , , , , . . , , , , , , . . , . . Switch Shaft Assembly, , . . . . , . , , , , . . , . , , , , . . , , , , , , , . . , , . , , ' , , , . Lead Assembly, , , . . . , , , . , , , . , . . . , , , , , . . , , , . . . . . . , , , , , , , , , . , . , . Terminal Stud. , ,. , , , , . , . , , , , , , , . , , , . , . . , , , . , , . , , , , , , , , , . , . , . , . Felt Washer. , . . . . . , , , , . , . , . . , , , , . . , , , , ' , . . . , , , , , , , , , , , ' , , ,Oz. Insulating Washer. , , , , , . , , , . . . , . , , . , , , . . . , . , , , , , , , , , , , , , . . ,Oz. Insulating Washer, . , , , , , , , . , . , ' , , , . . , , , . , , . , . ' , , . , , , , , , , . , , , , . Set Screw""..""",.""""""" , , , , , , , , , , ' , , , , , , , . , ,Oz. Base Screw. . , . . , , , , , , . . . . . . , . , , , , , , . , , , , , . ,. , , , , , . , . , . , . , . Oz. Ground Screw. , . . , , , , , , . . , . . . , , , , , , . , . , ' , , . . , , , , , , , , , , . , . , . Oz. Terminal Screw. . , , , , , . , , , , , , ' , , ' , . . , , , , . , . , , , . , . , . . . . . , . . . Oz. Bridge Screw, , . . , , . , , , , . , , , ' . ' . , . . , . , , . , . , . , . . , , , , , . , . , , , , , Oz. Armature to Frame Screw, , , , , . , . , , , , , , , . , , , , , , , , , , , , , . , . Oz. Nut.,.,..",.,.,.,.,.".",."",.,.""".".""".,..,., . Washer, , . , , . . . . , , , . , . . . , , . . , , , , , , , . , , , , , , ' , , , . . : , , , , , , , . . 25C List Price "h $0.25 .15 .15 .70 .80 .15 .40 .40 "'.05 .20 .30 .02 .05 .15 .15 .01 .01 .01 .06 .05 .02 .05 .05 .01 ,05 .05 .05 .05 .05 .05 ,01 . 01 ~ r~J' I ~ I 1 o~ b1 I ; J ,.... r ~ . October, 1929 ~ MODEL "A" Serviced Completely by Ford Dealers t\ RE you doing anything towards getting your share of the profitable cold weather service n. business now available? Have you made any plans towards getting your share of seasonal battery business? 500/;- of your local owners will purchase new batteries this winter. Whether YOU get the profit from this business or whether it will go to your competitors depends entirely on the effort you now make. Good sales letters; attractive battery window displays and newspaper ads' will bring a lot of this business into your place. In addition get everyone in your organization talking present Ford battery value. Here are a couple of letters you can use 111 your service and battery sales campaign. t" Dear Sir: Have you had your battery tested recently? With winter almost here, it is a good plan to have your battery checked and know exactly whether or not it is in condition to withstand the added drain that cold weather brings. Why not drive in today and let our competent battery man check your battery for you. We will be glad to do this without charge. If you need a new battery, we strongly recommend ~the new Eord 13.plate quality battery._li: is de- signed especially for Ford cars and will give you de- pendable care free service day in and day out month after month at the lowest possible cost. Its capacity is 20% greater than the average low price battery. The separators are made from the best grade Port Orford cedar, Its extra capacity allows frequent starting and the use of parking lights, spot lights, etc" without draining the battery, At the price of $8.50, with an allowance for your old battery, we believe the Ford battery represents the biggest battery value per dollar on the market. Yours very truly, Dear Sir: Right now we <ire offering our special cold weather car inspection which has proved an excellent pro- tection against winter weather conditions. In this inspection every item that might possibly be affected by cold weather is carefully inspected and checked. For example, we Carefully clean and accurately adjust the dis- tributor breaker points. Clean and adjust all spark plugs. Test your battery; refill it to dIe correct level and thoroughly clean and tighten all connec- tions, . Check the carburetor-carefully cle<in the sedi- -ment bulb and screens. ..." " .. Reset your generator for cold weather opera- tion, Refill your, shock absorbers and adjust them for winter driving. Drain the old oil 'out of your engine and refill with fresh winter oil. Tighten all hose connections-flush radiator- check over the entire cooling system preparatory to refilling with anti-freeze, The labor charge for this service is but $1.50- material extra, Why not drive in today-our shop is provided with the latest approved service equipment and our factory trained mechanics assure you of prompt and careful attention. If you require additional copies of the battery folder please advise your branch promptly. Yours very truly, -.~" ( PAGE 382 FORD SERVICE BULLETIN for October Service Information NEW HOUSING GASKET FOR SERVICE Ck';,' '....::ii;"~!. i ~;g :';ii;;'''~ . Fig. 773 CHANGE IN CYLINDER, HEAD AND GASKET To improve the water circulation and lessen any possibility of overheating, an elongated hole has been placed in the cylinder head gasket and in the cylinder head between the combustion chambers for No.2 and 3 cylinders (see Fig. 773). The new style gaskets can be used with cylinder heads not having the elongated hole. Old style gaskets however must not be used with cylinder heads having the elongated hole. When present stocks of the old design gasket are exhausted only the new style gasket will be supplied, When lubricating the car do not overlook the bearing oil holes at both ends of the present design generator. Place 2 or 3 drops of oil in these bearing oil holes every 1000 miles. (See Fig. 774.) TWO OR THREE DROPS OF OIL HERE EVERY 1000 MILES. ~ ~ g 9 Fig. 774 o A slight change has been made in thf~ A-4010-B rear axle shaft housing by chang;ng the dimensions between the large flange of the housing and the bearing seat from 1.370t-l( 1..372 'I o 1.365. 1.367 (See Fig. 775,) Changing this di- mension reduces any possibility of end play in the differential and insures a more quiet running axle. The same results can be obtained in axles now in service by replacing the A-4035-A rear axle housing gasket which is .008" to .010" thick with the new A-4035- BR gasket which is .004" to .005" thick and which has just been released for this purpose for service. Fig. 775 WINTER ELECTRICAL TROUBLES Each winter, especially in the Northern States, car owners often experience a certain amount of trouble in the electrical system of their cars. ' This seasonal trouble is principally due to the affect of cold weather on the electrolyte in the battery, and failure on the part of mechanics to correctly adjust the generator charging rate in owners' cars to meet the con- ditions under which the cars are operating. In general, cold weather affects all cars about the same. This makes it possible to describe the more common troubles and sug- gest remedies which in the majority of cases have proven successful. Hard Starting Resulting in Run Down Batteries At zero temperatures the starting' ability of a battery is reduced to one-half its normal capacity, and its internal resistance propor- tionately increased. In other words, a battery that will crank the engine for five minutes at normal temperatures, will only crank it 2U =t1 - I [) -....: o I t o I ~ I ~j ,. I C Ii I -----'--"-- n oJ o ~'-.,.,' ') FORD SERVICE BULLETIN for October minutes at zero temperatures, and only about half as fast. In addition, the amount of day- light driving is considerably reduced. Also due to congealed oil, the engine is stiff and requires considerably more power to turn it over. These conditions often result in a battery becoming partially or fully discharged. 'When trouble of this kind is experienced, the remedy is to increase the generator charg- ing .rate by 3 to 5 amperes. Db'not use the ammeter on the instrument panel to adjust the generator charging rate. A master am'meter must be used for this purpose. (K. R. \Vi15on of Buffalo, N. Y., furnishes a device of this kind.) Bulbs Burning Out . " In cold weather the generator voltage IS considerably higher than normal. This is sometimes noticeable by the bluish white color of the light from the bulbs. The in- creased voltage is caused by the low tempera- ture of the electrolyte which increases the internal resistance in the battery, and in order to maintain a constant charging rate, the gen- erator voltage correspondingly increases. When bulbs burn out prematurely, it is because they are operating at too high a volt- age as a result of poor or loose connections in the battery-generator circuit or due to the charging rate being set too high. The bulbs are designed to burn 100 hours at 6)4 volts. If the voltage goes up to, say, 7)4 volts, the bulbs will last less than 25 hours. The remedy in such cases is to first make certain that all connections in the battery- generator circuit are clean and tight, espe- cially at the battery terminals, ground connec- tions, and cut-out. Any loose connections build up resistance and cause high generator volt- age.-If-the~connections are all O. K. but the bulbs continue to burn out, it will be necessary to cut down the generator charging rate ap- proximately 2 to 4 amperes. Care should be taken, however, not to cut the generator charging rate too much or the battery will become undercharged. If it is necessary to reduce'the charging rate to prevent lamps burning out, the gravity of the battery should be recorded at that time and an inspection made after the car has been driven 500 to 800 miles to note whether or not the gravity is falling off. If the gravity is rapidly falling off, it will be necessary either to slightly increase the rate or give the' battery a bench charge. Otherwise, the battery may fail to turn the engine over if the weather is extremely cold. PAGE 383 , Find Out the Condition Under Which the Car is Operated When an owner complains of battery trouble or frequent lamp bulb failure, make it a rule to find out from him the condition under which his car is being operated. Find out whether the car is operated mostly at night or during the daylight; whether it is used principally on long trips with comparatively few stops, or on short trips with numerous stops. With this informa- tion you can then adjust the generator charg- ing rate to suit the operating needs of the owner. If Starting Motor, Windshield Wiper or Horn Fails to Operate or Genenitor Fails to Charge In cold weather lubricating oil sometimes congeals and hardens on the commutators in the above parts, causing a coating of insulation between the commutator bars and the brushes. Under these conditions the 6-volt current supply is of too low tension to force current through this coating of 'insulation and conse- quently the part fails to operate. If cleaning off the congealed oil and grease doesnotremedy the condition, the source of trouble can be traced to loose or poor contacts or connections. ;. LUBRICATOR FITTING ON STEERING GEAR CHANGED TO A PLUG To eliminate the possibility of mechanics putting grease instead of gear lubricant in the steering gear, the Zerk fi tting has been replaced with a pipe plug (see Fig. 776). Never put grease in the steering gear. Com- plaints of hard steering can invariably be traced to that source. Use gear lubrican t only in the steering gear-the same lubricant that is used in the axle and transmission. AY~ PIPE PLUG REPLACE.S THE LUBRICATOR FITTING FORMERLY USED AT THIS POINT. Fig. 776 --...." "-d ------111 -_.; I I ,.I 1I1 I II J :'. i I L; I i I , i r r- ,,,.- PAGE 384 FORD SRR'~TI CE _ BULLETIN ~........ October for ~,i:t" ". · G::::;'~:~;::-~=' ---~ Ge>lr shifter reverse fork ~ ' W " - II, I , ' Reverse gear shifter shaft High and 3rd gear sh ifter shaft Low and 2nd gear shifter shaft Gear shift lever spring Gear shift lever spring seat Gear shift housing cap ..i ,,- , .~ < ':;j; I..> ~....:r:,\:..o Countershaft and reverse shaft lock plate Reverse idler shaft Reverse idler gear Reverse shifter fork shaft Reverse idler shifter shaft fork ~ gate-reverse Gear shift lever la tch Gear shift lever latch spring Gear shift lever latch spring washer Gear shifter shaft mesh lock spring Gear shifter mesh lock ball High and 3rd trans, sliding gear Trans, main drive gear bearing retainer bolt Gear shifter fork-low and 2nd Gear shifter fork-3rd and high Gear shift housing-less lever Gear shift housing gasket Low and 2nd trans, sliding gear retainer Trans, main shaft Trans, main drive gear bearing retainer Trans, main drive gear and clutch thrust bearing snap ring Trans, main drive gear Trans, main shaft bearing oil baffle Trans, main shaft ball bearing Trans, main shaft bearing retainer snap ring Trans, main drive gear bearing retainer gasket Trans, main drive gear ball bearing Trans, main drive gear bearing retainer ring Trans, main drive gear beari ng oil baffle Trans, ~ain shaft pilot bearing assy, r . '-::' Trans, countershaft gear roller bearing Trans, countershaft Trans, countershaft gear Trans, case Trans,countershaft gear roller bearing Trans, countershait gear bearing spacer Fig. 777-Seclional View Four-Speed Transmission l ') lolll,;.a-... I ':(i l I II t 1 .. I f ~ l r ,0 I -d ') - ~... '~ , ... ~ 'I PAGE 385 r ..- = I i I I I I ! .1 II I . r: \j j III " ! .. --..:,.....,.. c FOR D S E R V ICE B U L LET J N f 0 ,~ ,- 0 c t ob e r U_ N e\\- ~ -J P'-''--'~ ..L :ansmission for Modf~l "AA" Truck .J A new f0--- beell Model "AA" trucks. The new transmission is of exceptionally rugged construction-large size.. gears and bearings being used throughout. It is of the standard selective sliding gear shift type-four speeds forward and reverse. AI: gears and shafts in the new transmission are mauv,\'" .,., special heat treated chrome a1!o~,; st~el. ", Th~ countershaft is carried on roller bear- in'.~ ;\ rolier bearing is also used at the front -, shaft. Because of their effective- ~', _ carrying radial loads, the main drive ~ ,.' and spline shaft are carried on ball bear- Ings. ... "-1 ~ .1.... !"ecently 'In all Gear Shifting To shift into first or low speed with the gears in neutral, move the gear shift lever to the left and forward. To shift into second from low speed, move the lever straight back through neutral into second speed. To shift into third from second, move the gear shift lever forward into neutral, then to the right and forward into third speed. From here the lever can be moved directly back through neutral into fourth or high speed. To shift into reverse from neutral press the release catch on the side of the lever, located just below~the-gear shift lever ball, and move the lever to the extreme right out of range of the forward speeds, then directly back into reverse gear. (See Fig. 778.) The release catch is easily operated by the driver's thumb, making it possible to go into reverse gear with one movement. How the Transmission Operates In low speed the power comes in through the main drive gear into No. 1 countershaft gear, then through No.4 countershaft gear into the large sliding gear on the main shaft Lnd out to the coupling and drive shaft, (See Fig. 779.) In second speed the power comes in through the main drive gear into No. 1 countershaft gear, then through No.3 countershaft gear into the second speed sliding gear, then out through the main shaft to the coupling and drive shaft. In third speed the power comes in through the main drive gear into No. 1 countershaft gear, then to No.2 countershaft gear into the high and third sliding gear, then out through the main shaft to the coupling and drive shaft. t ST 3 RD. - . : : , , , , , , : : , I : : I ' :;..--..-.. --- --- - - -- ---...:.......------------------...., : : .; ! .~ ! I I : : I . _ 4TH. . 2 NO. REVERSE ~' Fig. 778, Gear Shifl Lever Posiliom for Four-Speed Trammission In fourth or high gear the power passes directly through the main drive gear and mai:l shaft, the same as in' the Model "A" transmission. In reverse, the power comes in through the main drive gear into No.1 countershaft gear, then through No.4 countershaft gear into the reverse idler gear. From the reverse idler gear it goes into the low and second sliding gear" then through the main shaft to the coupling and drive shaft. I (r PAGE 386 FORD SERVICE BULLETIN for October In-OR lOW 2 till, SPEED 3!!J1, SPEED 4TI!.OR HIGH REVERSE Fi,q. 779-Power Paths in Low, Second, Third, High and Reverse ANTI~FREEZE SOLUTION FOR COOLING SYSTEM While there are a number of anti-freezing solutions on the market, probably the majority of owners use denatured alcohol and water. - Below is ~iven the proportions of alcohol and water for freezing temperatures. Before pouring the solution into the radiator be sure there are no water leaks. Tig-hten hose connections and inspect water pump packing. Drain off old water and flush radiator out thoroughly. I t'must be borne in mind that losses through boiling- or evaporation of the alcohol weakens the solution. Consequently to keep the so- lution at its proper strength, it will be neces- sary to occasionally add alcohol until the desired hydrometer reading of the specific gravity of the solution is obtained. As alcohol is a solvent of pyroxylin, extreme care must be used not to spill any of the solution on the hood. Capacity Model A Cooling System 3 Gals. (24 Pints) Specific Gravity of Mixture 100F, ABOVE ZERO Pints Pints Water Alcohol 17 7 0.9691 00 F, ZERO Pints Pints Water Alcohol 15 9 0.9592 100 F. BELOW ZERO Pints Pints Water Alcohol 14 10 0.9486 200 F, BELOW ZERO Pints Pints Water Alcohol 12 12 , , 0.9345 """'\ I I I I, I. I t"} -" 1 o 10 ! ,I .! I i J ~ I I ell, :r'..... i \ / I I I I III =: == o I' 10 i, - 7 """" " ; FOR D S E R V ) C E B U L LET I N jo rOc t p b e r .~;.' RESULTOF STARTING IN SECOND GEAR AND F,o\ILlNG TO PUSH GEAR SHIFT LEVER ALL THE WAY FORWARD. "(IiIS C,o\USED THE GEARS TO ONLY HALF1:NGAGE AND ALL OFTHE LOAD WAS DIRECTEOONTHEOUTER EDGE OF THE TEETH, Fig. 780 RESULT OF CARELESS GEAR SHIFTING Here's a transmission countershaftgear (Fig, 780) that' was replaced by a 'dealer and then sent into the branch for credit. If the dealer had made even a superficial examination of this gear he would have noted that its condition was entirely due to the way the car had been operated. Investigation disclosed that the driver of the car invariably started in second speed and in addition was careless about meshing the gears. That is, when shifting gears, he disen- gaged the clutch only sufficiently (0 allow the outer edges of the seccnd and high speed sliding gear to mesh with the countershaft gear. As a result all of the load was directed on the outer edges of the teeth and the gears became pl>enfatureIy worn-:-+- - We are always willing to allow credit in ac- cordance with our policy should a part actually prove defective. However where inspection plainly discloses that the condition of a part is entirely due to abuse no credit will be in order. NEW BEARING SPACER r I A change has been made in the transmission countershaft gear bearing spacer. Formerly two collar type spacers were pressed in to the shaft hole in the countershaft gear. This was done at the factory. The new design spacer (A-7115) is cylin- drical in shape and is,a slip fit on the counter- PAGE 387 Fig. 781 shaft. With "this design only one spacer is re- quired. (See Fig. 781.) Inasmuch as the new spacer is a loose fit in the hole in the gear, it will no longer be shipped out with the countershaft gear. It will, accord- ingly, be necessary for dealers to carry this part in stock and make certain to install it in all countershaft gears not equipped with the old design collar type spacers. FRONT CROSS MEMBER A change has been made in the front cross member on both the car and truck. The new style cross member has a slight depression at both ends where the radiator bolt extends through the member. Old style cross members were embossed at those points (see Fig. 782). To compensate for this difference when moun ting a radiator on the new cross member, it will be necessary to " TOP VIEW OF NEW DESIGN SHOWING use shims (A-8126-R PADS IN CORRECTASSEMBLY POSITIDN -two pieces on each side) in addition to the regular A-8125 shim used at that point. Longer ra- diator to frame bolts (A-20968) must also be used instead of bolts A-20913. o ~ Fig. 782 r PAGE 388 FORD BULLETiN Octo,her" ,~, -\ Vl Vl o 0 Z.-' Z.',:':., w,t:. 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"" 0 < ...J c:i "" 0 a.. 0:: .0 C < ..: 0:: <r Z ...J Z :::;::x: Z e:: . >2 Z ...J a.. <r < Cl ..: a:: "" f- < Z '" ...J a:: CD c(, '" "" LiJ> .V'J Vll- < "" "" ...J ...J J: "" u.. 0:: u..' 0:: C::Vl <z :.: 0. f- Cl ii: ii: 0 0:: < <C<( 0::- U c( 0:: u.. a.. u.. u....: u.. :.: <r :.: :.: :.: 0 0 => 0 0 0"" 0 => => 0;;': c( c( 0:: 0,0 CD U U U U 0 0 0 0 00:: 0 0 < => c( "" "" 0 0: U <r <r 0:: i 0 '" 0 a.. 0 0 U'I g .( ~ 0: < "" <r .>- >- 'Vl en o::~Vlr-~ wcn<C<( ;;:<a::~0::1- o...J...J~LiJ~15 .....J_o::-lC::U') ....J(/) m I.LJ W(J)z:EZ..J ~CS~~~~ a.. O:::c..: a:::::1" "uo.....oa: ~a:g5g:c ogu..J:u..!:: _...JMt:M:c NL&..O~O ~ci~ ~ ~~:i ~ ~ t , r, ~--- .--- .,-,,_. PAGE 374 FOR D S E R V ICE B U L LET I N' ' for S e p t e m b e r Do YOUR ,window displays earn' or lose money? Fig. 757 Fig, 758 II ! I Ino Iii . \ ~~ I -, ... i I ....1 Ij-- ::) I . I I j '. I 01; ) . -\ i I II' id II \ I, .j 'I I rJ I 1'0 1--, , , FORD SERVICE BULLETIN for September PAGE 375 Service Information Fig. 759 CHECK FRONT WHEEL ALIGN- MENT AFTER TIGHTENING BALL PLUGS After adjusting the ball plugs on .the ends of the spindle connecting rods, see Fig. 759, always realign the front wheels. This is neces- sary, as tightening the ball plugs shortens the distance between the spindles, causing the wheels to toe out slightly. As a result it is necessary to realign the front wheels in order to insure proper steering and prevent exces- sive tire wear. CHANGING A SPEEDOMETER When changing a speedometer or speed- ometer cable time will be saved by removing the distributor from the cylinder head. This permits pulling the instrument panel back sufficiently far to allow easy access to speed- ometer or cable. KEEP CYLINDER HEAD NUTS TIGHT Before replacing a cylinder head pour at least a tablespoonful of engine oil around the edge of each piston to insure sufficient lubrication when engine is started. When engine is thor- oughly warmed up all cylinder head nuts should be taken up slightly. This operation. should be repeated several times especially during the first 50 miles the car is driven. Attention to this detail lessens the possibility of a cylinder head gasket blowing out. AXLE AND TRANSMISSION LUBRICANT 'M'-533 lubricant used in the transmission, differential and dual high should be thinned with 10% kerosene for cold weather operation. To assist you in estimating the quantity of kerosene to add we are listing the amount of lubricant carried in these assemblies. Transmission. . , . , , , . . . . , , , , . . .1 pint Rear axle (car), , . , , , , . . . , , , , , , .1>1 quarts Truck worm axle, , , , , , , . . , , , , : ,2 quarts Truck bevel gear axle, . . . , , . . , , ,47;1: quarts Dual high, , , , , , , . , , , , , , , , , , . , ,1 quart For cold' weather operation winter oil having the recommended cold weather specifi- cations of S. A. E. No. 20 should be used in the engine. '.. DIFFERENCE IN LENGTH OF TRUCK AXLE SHAFTS AND HOUSINGS When installing a truck rear axle housing assembly or a truck rear axle shaft be sure to note whether or not the truck is equipped with separate emergency brakes. This is im- portant, as there is a difference in the length of the housings and shafts used in such trucks, and considerable time would be lost if the wrong parts were installed, as neither the housings nor shafts are interchangeable. The axle shafts used in trucks equipped with separate emergency brakes are approx- imately U" longer than the shafts used in trucks without separate emergency brakes. The housings are g" longer. DON'T MIX OLD CONNECTING RODS WITH NEW Supplementing piston pin retainer informa- tion described on page 366 in the August Bulletin, iC should be unnecessary to point out that the width of the retainer groove in the present connecting rod was reduced to correspond with the width of the new retainer, and that care must be used not to mix present production rods having the narrow retainer grooves with old style rods having the wider groove. Also to be sure to use the correct' retainers with these parts. CHECK COOLING SYSTEM BEFORE FILLING RADIATOR WITH ANTI-FREEZE Before filling a radiator with anti-freeze check over the entire cooling system to make certain that it is free from leaks and that all hose connections are in good condition. :,..... If"'"" I PAGE 376 FORD SEn.V~ICE BULLETIN for September NEW HANDLE FOR TAXICAB REAR DOORS Fig. 760 When the rear door window in the taxicab was partially lowered, passengers would occa- sionally use the door glass to close the door instead of leaning forward a trifle and using the handle provided for that purpose. As a result door glasses were sometimes cracked or broken. To eliminate this trouble all taxicabs are now equipped with new rear door handles, mounted closer to the inner edge of the door. In addition an A-137260-B handle has been released to take care of cabs now in service. HOW IT IS INSTALLED To install the A-137260-B handle, remove finish strip at top of door and screw door glass up as far as it will go. Next remove door up- holstery. In approximately the center of the door you will notice a punched hole; in to this hole insert a clinch-on nut and fasten it in place by peening over the end of the nut. This hole and the one directly to the right of it are used for attaching the new handle. (In some cabs this center hole was not punched, in which event it will be necessary to form a hole in accordance with sketch shown in Fig. 760.) After installing clinch-on nut, replace the door upholstery, the.n with your eye, line up as nearly as possible the location of the screw hole into which the clinch-on nut was installed; Fig. 761 a needle can be used in finding the exact loca- tion of'the hole. After locating the point, pierce the upholstery and screw one end of the handle to th~ door. By swinging the handle into a horizontal position, the other screw hole can be easily located and the handle assembled in place as shown in Fig. 761. ENGINE FRONT SUPPORT SPRINGS Should you receive a complaint of a broken auxiliary spring A-6031 in a truck that is being constantly operated over extremely rough roads, the condition can be easily cor- rected by removing the auxiliary and the engine front support springs and adding an A-22323 steel washer and two A-6033-A leather washers as shown in Fig. 762. IN ADDITION TO THE H03H LEATHER WASHER AND THE A'22323 STEEl WASHER fURNISHED WITH THE SUPPORT.PLACE AN EXTRASTEEl WASHER ON TOP Of CROSS MEMBER AHD ADO TWO MORE LEATH ER WASHERS AS SNOWN Fig. 762 - .... o ~j I, 1'1 ., I, I i --1 ') I ~J I r=F'- _ clll- I, , . II I I I i \ I II I TI~~ '.", J FORD SERVICE BULLETIN for September DO NOT USE GREASE IN STEERING GEAR '/ =........ - Fig. 763 .(' When lubricating the steering gear use steering gear lubricant only. Never use grease in the steering gear assembly as in a short time the grease is forced from between the worm and sector and as a result these parts become dry and cause excessively hard steering. In fact most steering gear troubles can be directly traced to the use of improper lubricant. A fluid lubricant oj the consistency oj 600-W must always be used in the steering gear. In other words use the same lubricant in the steering gear that is used in the axle and transmission. Please check this in your shop at once. '. NEW RADIATOR BOLT \ "'-1 T 1"-1<'> ~ \\~ r ....... Fig. 764 DO NOT DRAW RADIATOR BOLT N1JTS DOWN TIGHTLY When mounting a radiator do not draw the radiator bolt nuts down any farther than is , PAGE necessary to lock the nut with the cotter key. If these nuts are drawn down tightly it compresses the radiator to frame bolt springs to such an extent that the flexible feature of the springs is defeated and damage to the radiator invariably results. Recently the threaded end of the radiator bolt was reduced from %" to !i" which makes it impossible to screw the nut down farther than the correct distance. See Fig. 764. However, as practically all cars are equipped with the former design bolts, constant care must be, exercised when screwing down radiator bolt nuts. DIFFERENCE IN HUBS- Three different types of hubs have been used with the A-1115-B rear hub and brake drum assembly. See Fig. 765. The "shoulder shank" design is distinguished by a shoulder located midway on the shank. The taper shank type is practically the same as the shoulder shank design except that the shank is tapered from the shoulder to the outer end. The grooved shank design is distinguished by a groove located midway on the shank. These hubs are all interchangeable. How- ever in so far as stocks permit dealers should use the same design hub on both wheels. In the future only the grooved design hub will be supplied. TAPERED DESIGN HUB Fig. 765 377 " f:lil"'""" PAGE 378' FORD SERVICE BULLETIN for September ~3122'C'SPINDlE BOLT lOCKING PIN A'2230o-LOCK WASHER A.3124-SPINDLE BOLT LOCKING PIN'NUT ;1, '~;;'7" .,. -- rl~~ A-3IlS'C}SPIHDLE BOLT A-31l&C DOTTED LINE SHOWS SECTION OF OLD DESIGN PIN L 9 "..J ly'I~2 I CJ AA.3124 Fig. 766 / NEW LOCKING PIN AND SPINDLE BOLTS A new tapered locking pin A-3122-C is now being used on both the car and truck. The new pin holds the spindle bolt more securely and prevents any possibility of the bolt working loose in service. When installed on a car, nut A-3124 must be used with the pin. When in- stalled on a truck use nut AA-3124. To prevent affecting the turning radius of the car and truck, it is absolutely essential that the correct .nuts be used with the pin. The AA-3124 nut can be easily distinguished from the A-3124 as it is approximately %" longer. See Fig. 766. The old locking pin A-3122-B will be held for repairs. To accommodate the new pin, a slight change has been made in the spindle bolt and as the old spindle bolts A-3115-16-B will not be held for repairs, it will accordingly be neces- sary, when replacing the old design "B" bolt with the present design 3115-16-C bolt, to install pin A-3122.C, nut A or AA-3124 and washer A-22300. NEW GASKET USED IN GAS TANK FILLER CAP Occasionally a complaint is received that little particles or shreds come off of the composition gasket used in the gas tank filler cap and work down into the jets in the carburetor. To eliminate this trouble all gaskets used in the gas tank filler cap are now made of leather. See Fig. 767. GASOLINE TANK FILLER CAP GASKET NOW MADE OF LEATHER Fig. 767 Care must be used not to mix these gaskets with the radiator filler cap gasket as that gasket was not changed. NEW METALLIC SPLIT RING PACKING The new Ford metallic split ring packing A-8524 just released through service has many advantages over the metallic string type. The friction qualities of the new packing are exceptionally low. It is not affected by anti-freeze solutions. Will not score water pump shaft and prevents any possibility of shaft binding. Has unusually long life-requires fewer ad- justments-can be quickly installed. OPEN METALLIC PACKING , SPLIT RING A-8524 AND PLACE IT AROUND WATER PUMP SHAFT. Fig. 768 --l --..Ji '! o " , I' : : If . >, <, " Jl I I I I r o J ,- r , f- I J. o ,\ II' II II /" r ....... ~ ;,. () ~ ;;f , FORD SERVICE BULLETIN for September SPLIT RING IN POSITION ON SHAFT Fig. 769 HOW IT IS . INSTALLED To install the new packing, back off the -~ .packin;; nut. - (Do not remove old packing in nut.) Place the split rings over the shaft (see Fig. 768) sliding them backward against rear bush- ing. See Fig. 769. Next start the packing nut over the threaded end of the bushing, making sure that the split rings enter packing nut, then tighten the nut just sufficiently to pre- vent a water leak. ' NEW RETAINER AND OIL BAFFLE To reduce any possibility of oil leakage through the rear transmission bearing, a flange has been added at the center of the A-7085-A1 transmission main shaft bearing retainer, which changes the diameter of the hole MAIN SHAFT BEARING RETAINER RlNG5,FRONT A-7070-REAR A.I 180-B TRANSMISSION MAIN SHAFT BEARING RETAINERA-708S-AI OIL BAFFLES FRONT A-7080-B REAR A-7040-B Fig. 770 PAGE 379 Fig. 771 in this part from 27:2/1 t01 N/I. The dotted lines at the bottom of the retainer show where the new flange extends, See Fig. 770. To further reduce any possibility of leakage. new front and rear transmission main shaft bearing. oil baffles A-7040-B and A-7080-B have been released. The new baffles are 78/1 larger in diam'eter than the old baffles. See Fig. 771. The new oil baffles can be installed in all transmission cases equipped with main shaft bearing retainer rings A-7070 and A-1l80-B. See Fig. 770. In the early design cases these rings were not installed, as the machined shoulders in the transmission case served as bearing stops. In the later type cases the ma- chined shoulders were, replaced with the pres- en t design retainer rings. If an occasion should arise where it is necessary to replace the oil baffles in one of the early design cases, install the A-7040-A and 7080-A baffles. If the transmission case is equipped with retainer rings, install the" B" design baffles. The new retainer A-7085-A 1 can be used with either the old style or present design transmission case. ;,;;,;. PRICE OF CIGAR LIGHTER REDUCED The reduction in the list price of the A-18527 cigar lighter from $1.75 to $1.25 should stimulate the sale of this item. See that all of your employees are familiar with this new price. ~-- J'r' (' l,1.',O,: 1 PAGE 380 FO~D S'E R vI C E " B U L LET I N September '~.~\~~;'. i I ;.: .J V> V> I < ;.: a: V> i < V> ..J < .J ..J ..J I ii: I~ "" "" ~ z 0 I V> ;.: "" ..J V> I V> < :x: Q .J 0- j :J 0 ;.: ':!. V> a: ~::E < a: a:: ..J 0.... ..J 00 ii: Oz ~ ~< ..;; ..;; for ;.: ~ ~ V> < V> a: < "" .... 0 z < o "" a: :r: .... 0 ..J ..J :;: "" a: :r: V> .... 0 o z ~ 3' ~ ~ < < :x: 0:: I a: "" ..J ..J ii: .... 'z o a: ;.: .... V> ..J V> ..J < Vi a: "" "" 0 ~ Vi ... a: :r: 0 V> 0 < ... o .... ~ i < < iil V> o a: u 0:: o o ... ~ ... ... Vi d ~ ..;; ~O ~ .. ~ " -<:: '- 'c> ,~ s: 'iJ' ;.: V> V> < a: < '" ::E a:: .... o z < "" ::E < a: .... == o o z 3' ~ u < '" I ~ .( ;.: V> V> < "" ::E < a: .... == o o z 3' o z < ... "" z < 0- ~ U < '" ..l. o ~ ..;; ;.: V> V> < a: < "" a: o z < , ... >- _ 'v> <>-v> a: v> < V> ....<a: ~~~ "'",,0- ....::E:J z",,:r: o uv> a:a:< ....00 ..1,....1 N ;z:~ .....-.... '" """, ... 0::.... < .( ;.: V> VI < o ... "" :;: VI o z 3' I ~ ~ ..;; ... :;: a: .... ..J "" '" ..J "" Z < 0- ~ U < '" ~ ..;; a: "" z :;: a: .... V> ..J "" Z < 0- ~ U < '" ..I, ~ ..;; 1; ~ ~ <> r)j I "" '" '" ,~ ~ :x: :x: .J .J .J I .J I :x: I ;.: ~ I ;.: ;.: .J ;.: V> :x: V> V> VI V> I V> VI < V> < .J < "" < a: I i? 0 a: Vi a: "" ;.: < "" "" 0- VI "" == .... Z 0- V> a:' 0 a: ~ :J < ... 0 i? a: Q ..J a: 0 0- ..J "" < 0 "" < 0- "" .... ... Vi z "" ....... Z :J Z a: ... < a: V> < ii: a: 0- .!. .... --- 0- < 0 .... ..J :J a: 0 a: :;: 0 0 :;: a: ~ 0 "" "" "" ... a: ..::- 0 a: .... .... a: .... ... a: ~ a: .... V> - .... a: "" < ... < 0 '" 0 < Z :J '" 0 :J < :J ... 0 a:: a:: a: 0 0- 0 Vi 0 a: N ..... ~ ..l. i ~ ~ i ,,", 0 .... .., ... ~ S N N f;; ~ !;;; :;; ..;; .( ..;; ..;; ..;; .( ..;; ..;; ..;; ~ r'~ , ~<; ,.,.........".... - . ~ ----- ~-' ~ I-: ... r " 'l''''' - " '" PAGE 366 FOR D S E R V ICE B U L LET I N f or A u g u s t Service Information r' ~~:::~~, __~__.mn--,~ PISTON 5 PIN) ~----\ ---.(:.... A'6140-BR THIS WIDTH RING TO BE USED FOR SERVICE ONLY WITH RODS AND PINS HAV- ING THE WIDER RE- TAINER GROOVE. Fig. 742 NEW PISTON PIN RETAINER FOR SERVICE A-6140-A THIS WIDTH RING NOW BEING USED IN PRESENT PRODUCTION In addition to the new A-6140-A piston pin retainer now being used in produc- tion and which was described in the July Bulletin, a new retainer A-6140-BR has been released to take care of service requirements in cars having rods and pins with the previous design wider retainer groove. The new retainer will be available within the next few weeks, at which time you will be advised. The width of the A-6140-A retainer used . d . . .115 III present pro uctlOn IS ~. The width of the new service retainer A-6140-BR is : ~;~. . The former design retainer A-6140 which .120" . was . 123" wlde,has been obsoleted. As soon as the new retainers are available, any stock of A-6140 retainers you have on hand should be returned to your Branch for credit and an order placed covering your requirements of the new retainers. , NEW TRUCK HUB BOLTS The truck hub bolts AA-ll07-BR, 1108-B'R, 1118-AR and 1119-AR have been redesigned and considerably strengthened. This has been accomplished by changing the length of the shoulder and removing the undercut or tap- ered groove at the end of the shoulder. Any stock of old style bolts you have-on hand should be returned to your Branch for credit and an order placed with them covering your requirements of the new bolts. - I' " 1~~ ' "'~llll~ ~ X" ~ ISIi t A-240SI-AR ~T~D USED WITH, ___" ~ THE I%i CONDUIT CLIP-- - ~ .k" 4 ~l' A'240SI-SR S~~D USED WITH I _____ ~, THE9,,;COHDUITCLIP--- - ~I' 3;,' 11\1I11~~~ s/;~ A.240SI'C STUD USED WITH L THE %2CONDUITCLIP Fig. 743 CHANGE IN IGNITION LOCK CONDUIT CLIP AND STUD The clip which supports the ignition lock assembly conduit on the engine has been changed from a forging to" a stamping. This change has reduced the thickness of the clip and necessitates the use of a shorter cylinder head stud A-24051-C. Since the introduction of the Model "A," three different thicknesses of ignition lock conduit clips have been used. The first clips were H-" thick. Stud A-24051-AR must be used with this clip. The second clip was -h" thick. Stud A-24051-BR is used with the -h" thick clip. The present design clip, which, as pre- viously stated, has been changed to a stamp- , ing, is I." thick. Stud A-24051-C is used with this clip. (See Fig. 743.) ,,1 Care must be used not to confuse or mix these parts. - . ~~ ---l 11- "- ~ ! I o I ~ \ I ~ ..J:.1i\;, ",~ FOR'D 'S E It V ICE BULL E TIN for Au g u s t o THE WIDTH OF THIS ' .~ BOSS HAS BEEN /"Y /' ,Ar&"., INCREASED 5/3:!" /,' " / /::{ If ;' , f ;-,~ (:::::i;:;:;:;-t~t~~N~ ::~DLE BRAKE ROD Fig. 744 WIDTH OF FRONT SHOCK ABSORBER ARM BOSS INCREASED The width of the large boss on the front shock absorber arms has been increased ;,/1. (See Fig. 744.) , This change prevents any possibility of the adjusting needle valve head extending beyond the boss sufficiently to permit it striking against the brake rods. The wid th of the large boss on the rear shock absorber arms was increased sometime ago. D BEVELED SPRING CLIP BAR PROVIDES AMPLE CLEARANCE BETWEEN BAR AND FRONT CROSS MEMBER. Fig. 745 SPRING CLIP BAR REDESIGNED I 10 To prevent any possibility of the front cross member coming in contact with the spring clip bar, the ends of the spring clip bars are now beveled instead of being machined flat. (See Fig. 745.) This change provides ample clearance -Jjetween cross member and spring clip bar at all times. PAGE 367 ~\ AA-7090 AA-460S NEW UNIVERSAL JOINT ASSY. NEW DRIVE SHAFT SHALLOW SPLINES SHALLOW SPLINES ~\ AA-7090 AA-4605 OLD UNIVERSAL JOINT ASSY. OLD DRIVE SHAFT DEEP SPLINES DEEP SPLINES Fig. 746 CHANGE IN DRIVE SHAFT AND UNIVERSAL JOINT SPLINES The splines on the end of the AA-4605 drive shaft and AA-7090 universal joint have been redesigned. The new splines are slightly shallower than the old design. This changes the diameter of the splines in these parts. (See Fig. 746.) When replacing an old drive shaft with one of the new shafts with the shallow splines, it will be necessary to install a new universal : . . h h 1.083 I' h ld I Jomt Wit t e 1.085 sp mes, as t e 0 stye universal joint cannot be used with the new style drive shaft. Old style drive shafts can, however, be used with the new universal joint. In addition to the difference in the width of the splines, it will also be noted that the splines on the old drive shaft are rounded on the bottom, whereas those on the new drive shaft are square. CLEANING SPORT COUPE TOPS Several requests have been received for information on how to clean the material on Sport Coupe Tops. After repeated tests our Laboratory advise that a good grade of saddle soap or Ivory soap worked into a lather and applied with a sponge or soft cloth, will satisfactorily clean the majority of these tops. Our M-217 upholstery cleaner can also be used with success. However, care must be exercised when using the cleaner, as too much pressure will remove the grain from the material. This applies to both pyroxylin coated brown and light gray material. ( ;,', ":$ ~ PAGE 368 FOR D S E R V ICE B U L LET I N for A u'g us t Fig. 747 NEW S~DE PANEL STRAP PLATE To hold the spare tire more securely against the side of the panel body, the AA-86556 side panel strap plate has been re- designed and an AA-86557 strap added. The new strap and plate holds the spare tire , rigidly against the side of the body. If you should find it necessary to replace ~ A-2166B-NUT A-221S0 -LOCKWASHER A-22154-PLAIN WASHER A -20537- BOLT AA-86560-SIDE BELT RAIL AA-865S6-SIOE PANEL STRAP PLATE AA-S6557 - SIDE PANEL STRAP FOR WHE.EL CARRIER Fig. 748 any of the old style parts, the new. plate and , ,-;trap can be easily installed as shown in Figs. 747 and 748. MOST COIL TROUBLES DUE: TO NEGLECT An examination of coils sent in by dealers as alleged d~fective material frequently show that the trouble experienced was entirely due to failure on the part of mechanics and owners to keep the bakelite insulator on the coil clean (see Fig. 749). After cleaning and scraping the insulator at the factory the coils invari- ably check 100%. When dust and moisture are allowed to ac- cumulate on the insulator, it sets up a path for leakage of the secondary current to ground instead of permitting the c,urrent to go on to the distributor and spark plugs. Fig. 749 At first dust and moisture on the insulator may cause only a slight miss in the engine. Eventually it causes the engine to misfire con- tinuously or cut out entirely, thus creating the impression that the coil is dead. As previously stated, this is due to the secondary current passing along the moisture and grounding on the metal case on the coil. In following this course, the current gradually forms a carbon path that resembles a crack in the insulator (see Fig. 750). By cleaning the insulator and scraping off the carbon with a sharp knife the coil will again operate satisfactorily. , Instruct your mechanics, also make certain that owners understand the importance. of keeping the coil insulator, also the spark plug porcelains, and the top of the distributor clean. Any foreign matter around the electrical insulation allows leakage to take place and I II I I i I ! o 0- I r o "",""" FORD SERVICE BULLET1N for August -0 cuts down the amount of current delivere~ to the plugs..;> Another common cause of coil troubles is the failure of owners when shutting off the engine to push in on the cylinder of the Electrolock sufficiently far to permit it to snap back into the locked position. If the breaker points are closed when the lock is not 'al.1 the way in, it permits the current to flow through the coil, causing overheating and con:3cquent damage to the coil. Make certain that every ,owner' understands that when shutting off the engine it is neces- sary to push the lock all the way in until it snaps back into the locked position. PAGE 369 " I 1 :. Fig. 750 PACKAGE TRAY INSTALLATION SCREEN RETAINER- UPPER SCREEN RETAINER- LOWER ." ~.u ~ / ,.,...~. " " , , \ ....., ~ // I , ,./-:,..~, f ! ;//;,.// :: f I 1" I I I _ J I, --- I I I / - -, /1 -----_____./ (1\ F, ------ , '" /. j... ---_ I '.,.. /' }>/J -_____ ----J-l__L --- ___ /" ,// ",,--,If: .---'____ I I I --'---.1._ / / / I , ....--_ -1_J I / 7"--_: - J . // I I _"" -/ r-,___ I-~ "..... - : I I -;~4- .,...../;' -- \ - -: -=1:.;,/ / /: ( ............... \ I I <' //~ >---,." \ I ~ /: : " '-Jj,/ ',j/ " /// -- ----_ '----------:/j.JPACKAGE TRAY I '-', /Y // ,~/PACKAGE TRA't c-----rIIS SCREWED TO '........... " I I k.... ",/ , I . . '-,_ /. // Fig. 751 .!; THESE .RAI LS -c From letters received, it is evident that all dealers are not entirely clear regarding the proper method of installing the package tray and screen in De Luxe delivery bodies. To install this assembly first place the pack- age tray in position on the belt rails and screw the tray to both rails. Screw holes are provided in the package tray for this purpose. Next insert package tray screen into the lower retainer, (the lower retainer is already attached to package tray) then install the upper retainer, screwing both clamps to side roof rail as shown in Fig. 751. Parts Used in Making the Installation No, Req'd Part No. Name List Price Per Car A-132905 Package tray assembly, , , , , , , . , . , , , , , , , ' . , , , , , , , . , , , , , ,$6.50 1 A-22675 Package tray assembly screw, , , , , , , , , , . , , , , , , , , . , . , , , , ,. .01 ea. 4 A-132966 Package tray screen run top assembly"" " " , "" " " , " 1.75 1 A-132952 Package tray screen assembly, . , , , . , , , , , , , , , , . , , , . , , , , ,. 2.00 ea. 2 A122627 Screw, . , . , , . . . . , . , , , , , , , . , . . , , . , , . , . , , . , , , , , , , . , , , , " - .01 ea. 4 'The li~t price of all necessary parts for package tray installation is $10.00. Dealers'discount25%. /-...., . ~ J " r ~\...,.,,- --- PAGE 370 FORD SERVICE BULLETIN for August VACUUM AUTOMATIC WINDSHIELD' WIPER USED ON TUDORS Fig. 752 All Model "A" Tudors are now equipped with a vacuum type windshield wiper. With 'the adoption of this type wiper in production on the Tudor we are also supplying it through service so that dealers will be in position to furnish either the electric or vacu- um type wipers for replacements. The vacuum type wiper, complete with necessary fittings for installation, is packed in a carton and listed under part A-17500. List price $5.00, subject to dealer's regular parts discoun t. This type of wiper can also be installed on the Fordor and Coupe should an owner prefer it. HOW IT IS INSTALLED 1. Remove present wiper from the wind- shield. 2. Insert windshield cleaner control stem through the hole in the frame formerly used for cleaner shaft. Place two flat-sided spacers over the stem ,from the inside of the car. Note: On some of the former types of Fordor, only the shorter flat-sided spacer is used. 3. Assemble ~" machine screw from the in- side of the car, screwing it into the threaded hole in the cleaner holding plate. 4. Drill the intake manifold with H" drill 2~" above the carburetor flange and thread with a %" pipe tap (see Fig. 752). Note: On some cars this hole is already provided. In which case simply remove the plug. 5. Screw the compression body into the threaded manifold hole. Caution: Do not tighten the compression nut which is a part of the body. 6. Drill a H" hole through the dash to the right of the sediment bulb (see Fig. 752), care must be used not to drill through into the tank. Note: This hole is also provided on,t"ome cars. In this case, discard the small button used to plug the hole. 7. Insert spc.:iil connector from the motor side of the dash, holding in position with nut provided. Fig. 753 8. Insert the brass tube end into the compres- sion body as far as possible, and tighten the nut. (Be sure the tube is well seated in the fitting before tightening nut.) Connect other end of tube into the dash connector in the same manner. 9. From the inside of the car, slip one end of the hose over connector on dash and carry other end up the right pillar post to the top of the windshield. (Secure hose by clips. The clips can be held by any of the present conveniently located screws.) See Fig. 753. Use care not to kink the hose in any way. 10. On the former Fordor models, clamp the hose to the beading on . pillar post with special "U" shaped clip pro- vided. On these models, drill an H" hole through the header not more than 1" from the pillar post. Pass the hose through to the outside of the car where the hose holding clips can be secured under the visor screws. 'I I o it QI I I t-- I i r I ,t o J c ~ t: c '" , I il ~ --~ 1-~ .~f , FORD SERVICE BULLETIN, for August 11. On other models} carry the hose across the top of the windshield frame on the in- side, and secure it by slipping clips under the screws located above the windshield. Drill an H" diameter hole through the frame approximately 6" to the right of the cleaner. (See Fig. 753.) (Avoid kinking the hose.) , Pass the hose through the hole and slip the end on the cleaner nipple. 12>:Assemble the blade to the rod and hook the spring clip onto the shaft. Next pull down on the rod, insertip;,q.,"od end into shaft hole. ' ' WINDSHIELD WIPER BLADES .,..To avoid the necessity of dealers having to stock separate windshield wiper blades for b()t~~ the electric ajld vacuum type wipers only the A-17527 blade will be carried for ser~ice. This is the blade that is used with the vacuu'nl type wiper. To install it on the electric wiper simply remove the clip (see Fig. 754) and assemble the blade to the windshield wiper arm in the regular way. i' ~REMOVE THIS CLIP WHEN INSTALLING AN A 17527 BLADEON ELECTRIC WINDSHIELD 'II WIPER Fig. 754 SHOW MILEAGE WHEN WRIT- ING REPAIR ORDERS Complaints have been received from fleet owners stating that some dealers are failing to mark down the mileage of the car when writ- ing up repair orders. Please see that this information is included on each repair order as it is of considerable assistance to fleet owners in checking over repair orders and invoices. TIRE COVER INSTALLATION , " To insure an A-No. 1 job when installing a-tire cover, first deflate the tire, then install the cover and inflate tire to recommended air pressure. This method makes an exceptionally neat installation. PAGE 371 Fig. 755 NEW TRUCK FRONT SPRING FOR SERVICE A new 18-leaf truck front spring assembly AA-5310B has been released through service. This spring is to take care of any possible breakage that might occur where trucks are heavily loaded and are operated over excep- tionally rough roads. Fig. 755 shows the new truck front spring for service. Please bear in mind when ordering these new AA-5310B springs that it will also be necessary to order AA-5455-C front spring clips for use with this special spring. Keep Breaker Points in Good Con- dition-See that Body Bolts are Drawn Down Tightly J The distributor breaker points should oc- casionally be checked to see that the points are clean, smooth and meet squarely. A point which is in good condition has a dull frosted appearance. Whenever necessary to clean the points use a fine oil stone-never a file. If badly pitted new points should be in- stalled. The gap between the points should be set between ,018" and .022". See that all body bolts are drawn down tightly. Due to the settling of the body and the compression of the anti-squeak material between body and frame, body bolts can be taken up during first few months of service. ACCESSQR Y FOLDERS A number of dealers have requested addi- tional copies of the accessory folder recently sent you. If you need extra copies in your community please advise your Branch promptly. They in turn will notify us and we will know approxi- mately how many additional copies to print to take care of all requirements. r . .- .. ,'- Z'!""":"':-...-..--_ - - ":;P , ,,..., I { PAGE 372 FORD SERVICE BULLETIN for August u. UJ 0 0- :i l- I- I- 0 I- > Z ,z 0 a: > .J > < \1'1 0 0>- 0 a: a: < \1'1 a: \1'1 0 Z < UJ i a: \1'1 a:\I'I a: ...J' \1'1 UJ 0 \1'1 UJ < < ~~ ~ ...JJ: 0 a: < z > UJ < I- .:, I- ~ Z \1'1 > > ~ a: a: a: - ....J < 0 0:: a: UJ < < ...JI- ...J I>...J..J 0::, ~ Z \1'1 U VI UJ UJ it ..J ,..J -a: _ UJI- <>- 0 UJ UJ < VI \1'10\1'1 ~UJ\I'I < 0 !:!:ia: a: . I- 0 ...JJ:..J ..J\I'I a: a: I>. ~> -I C::...iii:L.IJ:::t~ ZU\l'l ..J\I'I U. U. Vi . V') . <C < ..J ::> -<\1'1 r -<~ =~='T::: ...J 'UJ J:a:o ' I>. 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I ~ I 10 1 ~ ~~J~~g* IUJIUJ ",a:o:: I 00 OO..J'" Y y < < .( mi~u cb c.6 Ei! ~ ~CD~ ~ ~ ID ID -..JO 00 <:> ; ~ ~LI..~ C:; ~ - ~ ~ '" g ~ '" '" '" 00 < < < < .J:: < < .< .,( ~ ~ :k :f UJ I- < ...J a: I>. < a: ..J' UJ ..JJ: " 0: Ii ~ ii: UJ 1 .g I- ~> \1'1 ZVl J] " -\1'1 J:< g O::z ~ ..J UJO S a: 1-- ~ a: \1'1 <Z, ::>UJ 'C> 1E s 0 li;o .~ ....z ;::.. :!!< < ~ S '" ., -<C tr) 0 0 0 0 0 I, '-0 z z z z z ~ '" '" '" '" '" "- ii: ii: a: a: ii: ,~ u. u. u. u. u. ~ 0 0 0 0 0 0 0 0 0 0 a: a: a: a: a: i ~ ~ ~ ~ Ei! < < < < " U o >- ...J \1'1 '" \1'1 W ~ .~ ..J ~ o ~>-it c ,- i:5 Vi:i..J~o u;:r:~ a:: =a:::E~~ffi=~~ ..J CiJg~3:~~ffi~ ~ ~~~~~~~~~ ~ ~~~o;j(/)ga::~ g ..!.tn.!. ~.!. J. tn J. ~~I ~~~~g:.: Ion Ln Ln Ln <:k<<~< ci 1 ...J < a: a: I- < ...J ...J UJ ...J iJ"'Q. c:l a: g~ffi:iffi ffi >(jh:cih: ~ ga:~~~ :3 OJ~ot/)o 0 J::!:~~~ ~[;:;I ~~~ ~ -- U") Ln ~ < < < < a: < ...J ...J v; ...J UJ Z . " U < '" i < ci I a: UJ it o ...J a: a: UJ UJ !z z ~ .Ci ...J>-I- UJVI\I'I ~~ffi I>. a: I- ;::UJa: ~~~ "'<0 I~o ~Vl~ C> .... 00 ~ ~ - or:( < a: UJ a:: err;; a: a:\I'I <0::<< u~uffi W'ZLLlI- ~J~g 1-a:1-f- G:12~~ ~~~~ VII>.::> ~t-~(/) ~~~t; CQual~ d~J,~{ OCD~a:: ~ ~CD oJ: < UJ U < a: '" ..J ...J v; o I- a: < ...J ..J 0:: a: UJ f- a: < ::> o ~ .;, > \1'1 \1'1 < a: < UJ UJ C a: v; j UJ v; ~ VI a: VI u. o f- a: < U UJ a: VI o a: o < ..J UJ u. a: ~ ~ ...( .:: o I- 0:: C < a: ...J < ...J 0 a:. CD UJJ: ..J c.,:)'Z w ~~~ ~ ~tj.... I- 0::<< < LaJQ::LaJ L.IJ ....COCJ') (/) ~j~ ~ :::::J-W w 0\1'10:: a: ~ ~ ! ~ ~ ... e( .< -< o > Vl ,~ it o '" a: < UJ a: u. o o a: ~ ~ < a: < ...J ...J 0:: J , - .. '~ ;1} ----- PAGE 366 FORD SERVICE BULLETIN for August Service Information ~::::::~.... _n____ _~~_.__~~~~__~:-:-:) PISTON) PIN) --~--~\ ----<:: A.6140.BR THIS WIDTH RING TO BE USED FOR SERVICE ONLY WITH RODS AND PINS HAV- ING THE WIDER RE- TAINER GROOVE. Fig. 742 :-NEW PISTON PIN RETAINER FOR SERVICE A'6140'A THIS WIDTH RING NOW BEING USED IN PRESENT PRODUCTION In addition to the new A-6140-A piston pin retainer now being used in produc- tion and which was described in the July Bulletin, a new retainer A-6140-BR has been released to take care of service requirements in cars having rods and pins with the previous design wider retainer groove. The new retainer will be available within the next few weeks, at which time you will be advised. The width of the A-6140-A retainer used . d . . .115 III present pro uctlOn IS --:116' The width of the new service retainer A-6140-BR is : ~~~. The former design retainer A-6140 which .120" . was .123" WIde has been obsoleted. As soon as the new retainers are available, any stock of A-6140 retainers you have on hand should be returned to your Branch for credit and an order placed covering your requirements of the new retainers. NEW TRUCK HUB BOLTS The truck hub bolts AA-ll07-BR, 1108-BR, 1118-AR and 1119-AR have been redesigned and considerably strengthened. This has been accomplished by changing the length of the shoulder and removing the undercut or tap- ered groove at the end of the shoulder. Any stock of old style bolts you have on hand should be returned to your Branch for credit and an order placed with them covering your requirements of the p.ew bolts. IGNITION L~f: A ''''"'' c@ .~ ,j~.\~ '~ 4J{" I~' C-.. ..~, ".. W,," I ., ~ THE ISIj~ CONDUIT CLIP ...~ ~' IIll" 4~" ~ '16 I~ A.240SI.BR STUD USED WITH I ~ '-L. THEllIj6CONDUITCLIP--- - , F-ID'"" . 3;~' '\"'"~~II 5/;i A'240SI-C STUD USED WITH L THE %ZCONDUIT CLIP , Fig. 743 CHANGE IN IGNITION LOCK CONDUIT CLIP AND STUD The clip which supports the ignition lock assembly conduit on the engine has been changed from a forging to a stamping. This change has reduced the thickness of the clip and necessitates the use of a shorter cylinder head stud A-24051-C. Since the introduction of the Model "A," three different thicknesses of ignition lock conduit clips hav..e been used. The first clips were H" thick. Stud A-24051-AR must be used with this clip. The second clip was -h" thick. Stud A-24051-BR is used with the -h" thick clip. The present design clip, which, as pre- viously stated, has been changed to a stamp- ing, is N'thick. Stud A-24051-C is used with this clip. (See Fig. 743.) ; Care must be used not to confuse or mIx these parts. ~, . , 'I '") I . J III.) III j!l I "I FORD SERVICE BULLETIN for August o 1~Es~I~1~ o~J~~ /~~,,' INCREASEDS/32:Ji/ /"::~ \ ~:~:"J'(f I f ~#,.-- .~."" ,/'<>/ADJUSTING NEEDLE ,,"'-<-I/ VALVE HEAD .-i./.... 7' BRAKE ROD Fig. 744d' WIDTH OF FRONT SHOCK ABSORBER ARM BOSS INCREASED The width of the large boss on the front shock absorber arms has been increased -j,". (See Fig. 744.) This chapge pr:;vents any possibility of the adjusting'-tteedle valve head extending beyond the boss sufficiently to permit it striking against the brake rods. The width of the large boss on the rear shock absorber arms was increased sometime ago. (' BEVELED SPRING CLIP BAR PROVIDES AM PLE CLEARANCE BETWEEN BAR AND FRONT CROSS MEMBER. Ie Fig. 745 ;SPRING CLIP BAR REDESIGNED To prevent any possibility of the front cross memb~r coming in contact with the spring clip bar, the ends of the spring clip bars are now beveled instead of being machined I Hat. (See Fig. 745.) , · L This change provides ample clearance between ero" membe, and 'p,;no cHp b" at all times. - '~.' '-- -. ..,........_~ 2 _.k"'"' '" "" l~ ~ PAGE 367 ~' AA.-7090 AA-4605 NEW UNIVERSAL JOINT ASSY. NEW DRIVE SHAFT SHALLOW SPLINES SHALLOW SPLINES ~\ n AA-7090 AA-4605 OLD UNIVERSAL JOINT ASSY. OLD DRIVE SHAFT DEEP SPLINES DEEP SPLINES Fig. 746 CHANGE IN DRIVE SHAFT AND UNIVERSAL JOINT SPLINES The splines on the end of the AA-4605 drive shaft and AA-7090 universal joint have been redesigned. The new splines are slightly shallower than the old design. This changes the diameter of the splines in these parts. (See Fig. 746.) When replacing an old drive shaft with one of the new shafts with theshallowsplines, it will be necessary to install a new universal .. . h h 1,083 I' h ld I JOlllt WIt t e 1.085 sp Illes, as t e 0 stye universal joint cannot be used with the new style drive shaft. Old style drive shafts can, however, be used with the new universal joint. In addition to the difference in the width of the splines, it will also be noted that the splines on the old drive shaft are rounded on the bottom, whereas those on the new drive shaft are square. CLEANING SPORT COUPE TOPS Several requests have been received for information on how to clean the material on Sport Coupe Tops. After repeated tests our, Laboratory advise that a good grade of saddle soap or Ivory soap worked into a lather and applied with a sponge or soft cloth, will satisfactorily clean the majority of these tops: Our M-217 upholstery cleaner can also be used with success. However, care must be exercised when using the cleaner, as too much pressure will remove the grain from the material. This applies to both pyroxylin coated brown and light gray material. ,r...,",," '< PAGE 368 FORD SERVICE BULLETIN for August Fig. 747 NEW SIDE PANEL STRAP PLATE To hold the spare tire more securely against the side of the panel body, the AA-86556 side panel strap plate has been re- designed and an AA-86557 strap added. The new strap and plate holds the spare,tire rigidly against the side of the body. If you should find it necessary to replace A-21668-NUT A-Z2IS0 -LOCKWASHER A-22154-PLAIN WASHER A -20537- BOLT AA-86560-SIDE BELT RAIL AA-86556-SIDE. PANEL STRAP PLATE AA-86557 - SIDE PANEL STRAP FOR WHEEL CARRIER F'ig. 748 any of the old style parts, the new plate and strap can be easily installed as shown in Figs. 747 and 748. MOST COIL TROUBLES DUE TO NEGLECT An examination of coils sent in by dealers as alleged defective material frequently show that the trouble experienced was entirely due to failure on the part of mechanics and owners to keep the bakelite insulator on the coil clean (see Fig. 749). After cleaning and scraping the insulator at the factory the coils invari- ably check 100%. When dust and moisture are allowed to ac- cumulate on the insulator, it sets up a path for leakage of the secondary current to ground instead of permittingthe current to go on to the distributor and spark plugs. Fig. 749 At first dust and moisture on the insulator may cause only a slight miss in the engine. Eventually it causes the engine to misfire con- tinuously or cut out entirely, thus creating the impression that the coil is dead. As previously stated, this is due to the secondary current passing along the moisture and grounding on the metal case on the coil. In following this ,course, the current gradually forms a carbon path that resembles a crack in the insulator (see Fig. 750). By cleaning the insulator and- scraping off the carbon with a sharp knife the coil will again operate satisfactorily. Instruct your mechanics, also make certain that owners understand the importance of keeping the coil insulator, also the spark plug porcelains, and the top of the distributor dean. Any foreign matter around the electrical insulation allows leakage to take place and '" I I I, 1 ~I , I I ') ") J I ,/ : l PAGE 369 l .~', FORD SERVICE BULLETIN for August .~ cuts down the amount of current delivered to the plugs. Another common cause of coil troubles is the failure of owners when shutting off ,the engine to push in on the cylinder of the Electrolock sufficiently far to permit it to snap back into the locked position. If the breaker points are closed when the lock is not all the way in, it permits the current to flow through the coil, causing overheating and consequent damage to the coil. Make certain that every owner understands that when shutting off the engine it is neces- sary to push the lock all the way in until it snaps back into the locked position. r I f I I .J Fig. 750 PACKAGE TRAY INSTALLATION SCREEN RETAINER- UPPER SeRE EN RETAI NER - LOWER , , \ \ \ ....., ~ ",'" I , ...../ ..... I j ....//,./'/ I : i. ...../ ....,... ., I I ,I, I' , --tI1 )/, ,../ ;V-;"'I f /' ,//. /-': 1 I / / I I ,- ' / / ! ! I . / , I I ---~;:./. ...-"",/ I \ -~ -=/::,/ // \ I I <"'..... J1::IJ;.;"'--",l.. \ I .( / '-A!/' ").? //'P'/A~ C-KAGE--T- RAV "'------rJ,iPACKAGE TRAY ~/--- Ml ----~:! IS SCREWED TO " Fig. 751 ;; THESE RAI LS .. (' --, --- , ------ ------_/ -------- From letters received, it is evident that all dealers are not entirely clear regarding the proper method of installing the package tray and screen in De Luxe delivery bodies. To install this assembly first place the pack- age tray in position on the belt rails and screw the tray to both rails. Screw holes are provided' in the package tray' for this purpose. Next insert package tray screen into the lower retainer, (the lower retainer is already attached to package tray) then install the upper retainer, screwing both clamps to side roof rail as shown in Fig. 751. Parts Used in Making the Installation No. Req'd Part No, Name List Price Per Car A-132905 Package tray assembly, , , , , , . , . . , . . , , , , , , , , , , , , , . ' , , ' , ,$6.50 1 A-22675 Package tray assembly screw, , , , , , , , , , , , , , , , , . , , , . , , , , ,. .01 ea. 4- A-132966 Package tray screen run top assembly" " ,," , "".,., , " 1.75 1 A-132952 Package tray screen assembly, , , , , , . , , , , , . , , , , , , , , , , , , " 2.00 ea. 2 A-22627 Screw, , , , , , , . . , . . , . . , . , . . , . , , , , , . , . . , , , , , . , . , , . , , , ' ,. .01 ea. 4 The list price of all necessary parts for package tray installation is $10.00. Deaiers'discount25%. (' i L I 1 I ";'1'''' " PAGE 370 FORD SERVICE BULLETIN for August , VACUUM AUTOMATIC WINDSHIELD WIPER USED ON TUDORS Fig. 752 .. All Model "A" Tudors are now equipped with a vacuum type windshield wiper. With the adoption of this type wiper in production on the Tudor we are also supplying it through service so that dealers will be in position to furnish either the electric or vacu- um type wipers for replacemen ts. The vacuum type wiper, complete with necessary fittings for installation, is packed in a carton and listed under part A-1750Q. List price $5.00, subject to dealer's regular parts discoun t. This type of wiper can also be installed on the Fordor and Coupe should an owner prefer it. HOW IT IS INSTALLED 1. Remove present wiper from the wind- shield. 2. Insert windshield cleaner control stem through the hole in the frameformerlyused for cleaner shaft. Place two flat-sided spacers over the stem from the inside of the car. Note: On some of the former types of Fordor, only the shorter flat-sided spacer is used. ' 3. Assemble >i" machine screw from the in- side of the car, screwing it into the threaded hole in the cleaner holding plate. 4. Drill the intake manifold with W' drill 272" above the carburetor flange and thread with a %" pipe tap (see Fig. 752). ' Note: On some cars this hole is already provided. In which case simply remove the plug. 5. Screw the compression body into the threaded marifold hole. " Caution: Do not tighten the compression nut which is a part of the body. 6. Drill a H" hole through the dash to the right of the sediment bulb (see Fig, 752), care must be used not to drill through into the'tank. Note: This hole is also provided on some cars. In this case, discard the small button used to plug the hole. 7. Insert special connector from the motor side of the dash, holding in position with nut provided. Fig. 753 8. Insert the brass tube end into the compres- sion body as far as possible, and tighten the nut. (Be sure the tube is well seated in the fitting before tightening nut.) Connect other end of tube into the dash connector in the same manner. 9. From the inside of the car, slip one end of the hose over connector on dash and carry other end up the right pillar post to the top of the windshield. (Secure hose by clips. The clips can be held by any of the present conveniently located screws.) See Fig, 753. Use care not to kink the hose in any way. 10. On the former Fordor models, clamp the hose to the beading on pillar post with special "U" shaped clip pro- vided. On these models, drill an H" hole through the header not more than 1" from the pillar post. Pass the hose thrOl-!gh to the outside of the car where the hose holding clips can be secured under the visor screws. I I' ~ "- ,:) I I I I i / . . r 10 ] ~ o ! ~ ~ r' '- ' c; I'~ : !I !! I f ' .... -,~' 1 FORD SERVICE BULLETIN for August 11. On other models, carry the hose across the top of the windshield frame on the in- side, and secure it by slipping clips under the screws located above the windshield, Drill an it" diameter hole through the frame approximately 6" to the right of the cleaner. (See Fig. 753.) (Avoid kinking the hose.) Pass the hose through the hole and slip the end on the cleaner nipple. 12. Assemble the blade to the rod and hook the spring clip onto the shaft. Next pull down on the rod, inserting rod end into shaft hole. WINDSHIELD WIPER BLADES To avoid the necessity of dealers having to stock separate windshield wiper blades for both the electric and vacuum type wipers only the A-17527 blade will be carried for service. This is the blade that is used with the VaCUU:11 type wiper. To install it on the electric wiper simply remove -the clip (see Fig. 754) and assemble the blade to the windshield wiper arm in the regular way. ~REMOVE THIS CLIP WHEN INSTALLING AN ' A 17S27 BLADEON ELECTRIC WINDSHIELD III WIPER ~ Fig. 754 SHOW MILEAGE WHEN WRIT~ ING REPAIR ORDERS Complaints have been received from fleet owners stating that some dealers are failing to mark down the mileage of the car when writ- ing up repair orders. Please see that this information is included on each repair order as it is of considerable assistance to fleet owners in checking over repair orders and invoices. TIRE COVER INSTALLATION , . '[,0 insure an A-No. 1 job when installing a tire cover, first deflate the tire, then install the cover and inflate tire to recommended air pressure. This method makes an exceptionally neat installation. PAGE 371 Fig. 755 NEW TRUCK FRONT SPRING FOR SERVICE A new 18-leaf truck front spring assembly AA-5310B has been released through service. This spring is to take care of any possible breakage that might occur where trucks are heavily loaded and are operated over excep- tionally rough roads. Fig. 755 shows the new truck front spring for service. Please bear in mind when ordering these new AA-5310B springs that it will also be necessary to order AA-5455-C front spring clips for use with this special spring. Keep Breaker Points in Good Con- dition-See that Body Bolts are Drawn Down Tightly The distributor breaker points should oc- casionally be checked to see that the points are clean, smooth and meet squarely. A point which is in good condition has a dull frosted appearance, Whenever necessary to clean the points use a fine oil stone-never a file. If badly pitted new points should be in- stalled. The gap between the points should be set between ,018" and .022". See that all body bolts are drawn down tightly. Due to the settling of the body and the compression of the anti-squeak material between body and frame, body bolts can be taken up during first few months of service. ACCESSOR Y FOLDERS A number of dealers have requested addi- tional copies of the accessory folder recently sent you. ' If you need extra copies in your community please advise your Branch promptly. They in turn will notify us and we will know approxi- mately how many additional copies to print l to take care of all requirements. --- --- ...... --'" ~~ " F" .~ " , ~,- --" PAGE 372 FORD SERVICE B U LLETI N f.or August '" I- << ...J a:: "" << a:: ~:i '" '" ii:ci I:: 1;: '" 1 .g I- Cl> '" z'" r}) '" -'" :J:<'" ''co 1E ;il 0 :;;0 .:!l ....z ;:. ~<< .:: I:: ~ " ~ - N i;/) I 0 0 0 ci <c Z Z Z Z '" III III III III "- 1;: 1;: 1;: 1;: ,~ "- "- "- "- .... 0 0 0 0 0 0 0 0 a:: a:: a:: a:: I .J, ~ ~ ~ ~ .:: .:: .:: .:: 0 "- '" I- 0 :i l- I- 0 I- > Z .Z 0 a:: > ..,j > < '" 0 0>- 0 a:: a:: < '" a:: I a:: '" 0 '" Z a::'" a:: < '" '" '" ...J' 0 '" '" << < ~~ ~ ...J:J: 0 If < Z > '" < I- Z Z > > ::l: a:: a:: a:: ii:..J:1 '" I- << '" 0 a:: a:: '" < < ...J I- ...J a:: , ::l: Z '" u '" '" '" ~ ...J ,...J -a:: _ ",1- <<>- .(. 0 '" '" ,< '" I- ...J:J:...J "'0'" Cl"'''' 0 e:J:a:: a:: < "" 0 ...J'" a:: a:: "" ~>...J ii:.J a:~:::f~ ~ zU", ...J'" "- "- Vi . 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'" ...J ...J ...J>-I- ...J '" "- -111- :J: a:: ::!ci~~~ffi~cil- DC)Q.. CD Q: w ",,,,,,, ~~G1a:: <;: 0 I- :I:~I- I- << Z :i~o:: zo..zO a:: < <CIOLLJ-z<e1rj g~ffi:iffi a:: a:: u a:: < < < '" O:ffic~::<a::ffim '" << a..o::~ <=><:a.. '" '" "'a::'" '" a:: >j~a::li: l- e.. a..Vlo...~ I- a:: '" I-m'" '" "- ~~~e;Ge:~~~ a:: '" ",'"'a:: :::.::....:::.::V'l a:: 0 a:: a::...Ja:: a:: 0 ga:::3~:3 < << <<-::> ::> ...J '" ::>-'" '" a:: m~oV'Jo 0 m m<<o ~:::.::<I.L! 0 "- a:: O"'a:: a:: ~ I I- I ~ I It;; I J::Eob~J, I ~ ,J,r=", lum", ~ ~. ; J J. ~' ..,<<J.u 0' iQV>~ ~ ~ ~ ~::>t; ;:: 11: ~Vl~ a.n0::U"'I< ~ en ~. oaJoO::: ~ ~ ~ ~ ~ ~ ~ ~m,.... ..... t;; ~ ~ ~ ;!cn .... ... Lon ~ a.n ~ ~ .< :J ~ ~ :k ~ .:: .:: ..( .:: .:: ..( .( .( < -1: .:: .:: .:: .< .< .:: - ',t' -.:' r'1 k__ ...'r' ( l PAGE 350 FORD SERVICE BULLETIN for June I" Service Information II Fig. 711 CHANGE IN UNIVERSAL JOINT HOUSING CAP The extension lug on the universal joint housing cap outer assembly has been re- moved as' with our present construction, the lug is no longer necessary. See Fig. 712. This change eliminates the necessity of unequally spacing the bolt holes in both this part and its corresponding gaskets as the unequal spacing was used simply to insure that the housing cap being assembled with the extension lug toward the top. See Fig. 713. The old style A-4520-BR cap assembly with the lug and the A-4513-BR inner cap are held for repairs for those cars equipped with A-7085-BR or C transmission main shaft bearing retainers which have unequally spaced bolt holes. In present production we are using: A-452,O-C Outer cap (Old number AA- DOTTED LINES SHOW LOCATION OF BOLT HOLES 4520) IN OLD STYLE A-4520-BR CAP ASSEMBLV. *A-4513-A Inner cap (Old number AA- SOLID LINES SHOW LOCATION OF BOLT HOLES 4513) IN PRESENT DESIGN CAP A-"SZO-C. A-7085-A Bearing retainer Fig. 713 *Two Vs" holes have been added to this part for lubrication, the same as in A-4513-BR. Any old style caps you have on hand without these holes may be used at the front end of trucks where the coupling shaft or dual high connects to the transmission. . 1- Both the clutch and brake pedal bosses have been shortened approximately -;." and a spring washer A-7512 is now placed between these parts. The washer keeps the pedals under pressure endwise and prevents any possibility of a rattle. See Fig. 711. If an instance is brought to your attention of a brake or clutch pedal rattle occurring in a car not equipped with an A-7512 washer, it can be easily corrected by installing one of these washers between the pedal bosses. To do this, it is necessary to remove both the clutch and brake pedals and grind +/' of stock from the inner face of the clutch pedal boss and -1." of stock from the outer face of the brake pedal boss. Care must be taken to grind the parts ~ accura tely. CLUTCH'PEDAL BOSS c C>~ I I I I DOTTED LINE SHOWS LUG WHICH WAS USED ON..... THE OLD CAP-THE LUG HAS BEEN REMOVED ON THE NEW CAP A'4S20-C OUTER CAP A'45IS-BR GASKETS A.4SI3'A INNER CAP A-708S'A TRANSMISSION BEARING RETAINER I Fig. 712 The bol t holes in all of these parts are equally spaced. Equal spacing of the bolt holes and elimina- tion of the lug on the cap assembly permits using the same outer and inner- .:aps (A-4520-C and A-4513-A) at both front apd rear of coupling shaft or dual high assembly un trucks. Gaskets used: Gasket A-4515-BR is used with: Inner cap A-4513-BR Outer cap A-4520-BR Bearing retainer cap A-7085-BR or C Gasket A-4515-A (old number AA-4515) is used wi th : Inner cap A-4513-A Outer cap A-4520-C Bearing retainer cap A-7085-A Care must be exercised not to mix these parts. o ~I I r)- ~- ~ ~ " } FORD SERVICE BULLETIN for June ~O CHANGE IN METHOD OF ATTACHING CLUTCH RELEASE ARM AND FORK TO SHAFT ;: Fig. 714 1) By increasing' the diameter of the two pins used in fasL'ening the arm and fork to the clutch relcHse shaft, the two A-23901 keys which were also used at this point, have been eliminated. The diameter of the new pin (A-23830) is 156'" the old style pin (A-23732) was 136'" Increasing the diameter of the pin %" made it necessary to correspondingly increase the size of the pin hole in the clutch release arm, also the shaft and fork. The following old design parts will be held for repairs: A-23732 pin A-23901 keys A-7515-B clutch release shaft fork Clutch release shaft A-751O-B and the arm A-7511-B will not be held for repairs. When attaching a new arm to an old shaft it will accordingly be necessary to increase the !&" pin hole in the old shaft to 156" and use the new pin A-23830. When replacing an old design clu-tch release shaft with the new one it will be necessary to increase the size of the hole in the old design arm to accommodate the new pin. I t will also be necessary to install a new fork as there is not sufficient stock at that point to permit increasing the diameter of the pin hole in the old fork. ~~ ./ \ TRUCK CLUTCH AA-7563 o When replacing a clutch in a truck, be sure to install the AA-7563 clutch. This clutch is equipped with heavier springs and has a wider disc than the A-7563 clutch used in car. The truck clutch can be easily identified by a red mark on the back of the pressure plate and the grey enameled pressure springs. PAGE 351 NEW LICENSE PLATE CLIP A few complaints have been received of the front license plate working loose and causing a rattle. This condition has been corrected by re-designing the clip and mounting the license plate as shown in Fig. 715. When installing the new license clip install it exactly as shown, also be sure to place an A-22166plain washer underneath the bolt head. The installation of a washer at this point pre- vents any possibility of the bolt head cutting through the license plate. A-13145-CLlP A-22166-PLAIN WASHER A-20604-BOLT -- ~ ~ Fig. 715 SPORT LIGHT INSTALLATION When installing a Sport Light on a Town Sedan, Standard Three-Window Sedan or Cabriolet use, the same outside bracket as furnished for installation on the other cars, except that the bracket must be placed %" back from front face of pillar and %''' below point for the Fordor installation as shown on the instruction sheet which accompanies each Sport Light. When installing Sport Light on a Town Sedan, Standard Three-Window Sedan or Cabriolet, use A-20247 screws. for fastening the bracket instead of the screws furnished with the light. THRUST BEARING CAP Supplementing information on, the new thrust bearing and cap described on page 342 in the May issue of the Bulletin, when re- placing a thrust bearing be sure to check the ground surface of the thrust bearing cap for being absolutely square-this is important. To check the cap, place it on a surface plate and note whether there is any rock when your fingers are placed on the cap. If there is any rock a new cap should be installed. ' I ~ ......:-~ } j I ... PAGE 352 FORD SERVICE BULLETIN for June Are You Making Correct Shock Absorber Adjust.. I~ ment a Part of Your Regular Inspection? ...,-,.., - 0- Fig. 716 i ~ I I i: I ! ~ l - I rJ~ Fig. 717 --------------- '''; ( ~ FORD SERVICE BULLETIN for June PAGE 353 . o Model "A" Hydraulic Shock Absorbers STATIONARV SHAFT WORKING CHAMBER ROTATING SHAFT HOLES THROUGH WHICH FLUID IS FORCED FROM ONE COMPARTMENT TO ANOTHER NEEDLE VALVE ~ -. ~ ..l....... Fig. 718 o Fig. 718 shows an inside view of the Model "A" double actir.g hydraulic shock absorber. The working Clit.tmber which is filled with fluid, which provides the shock absorbing ac- tion, consists of a forged steel chamber divided into two equal sections by the stationary shaft. The rotating or wing shaft which operates integrally with the shock absorber arm is rotated by any movement of the arm. The rotation of the shaft forces the fluid from one compartment into the other. The resistance in the shock absorber de- pends upon the rapidity with which the fluid is forced from one compartment to another. The rate of flow is coptrolled by the size of the opening between the compartments and this opening is enlarged or restricted by ad- justment of the needle valve. This is why correct needle valve adjustment is so im- portant. NEEDLE VALVE ADJUSTMENT As outlined in previous issues of the "Bulletin," the average-adjustment for rear shock absorbers during warm weather is made by turning the needle valve to the right until it seats, then backing it off 7.4: turn-front shock absorbers % of a turn. ,These settings are, of course, only approximate, as there is no way for the factory to determine how the car is to be driven after it is delivered to the new owner. From the dealer's standpoint, the most satisfactory way is to find out what kind of ride the owner prefers, then adjust the shock absorbers to meet the owner's, preference. Many owners, especially where the car is driven mostly in the city, prefer a'slightly more flexible ride than is given by the average adjustment. This is easily obtained by screw- c ~----'-~ ing the needle valves out further until the desired ride is secured. ' ' See that every owner' understands that Model "A" shock ,absorbers can be ad- justed to give the type of ride the owner prefers. Make correct shock absorber adjust- ment a part of your regular inspection. WHAT TO DO IF PROPER ADJUST. MENT CANNOT BE OBTAINED BY TURNING THE NEEDLE VALVE 1. Check level of fluid in reservoir, bring- ing it up to level of filler plug opening. Before putting in the new fluid check the old fluid in the reservoir to see if it has been excessively thinned out. If it is too thin, remove and replace with new fluid. While it is not necessary to correct shock absorber action, that the fluid in the reservoir be right up to the level of the filler plug opening, from a service standpoint it is a good plan to check this every 5,000 to 10,000 miles and add more fluid if the reservoir is not at least half full. If bringing up 'the level of the fluid in the reservoir does not correct the trouble, then' check the resistance in each unit, as follows: 2. Disconnect shock absorber from link assembly; next pull the shock absorber arm all the way down, then push the arm up fast, repeating the operation two or three times. If Ii ttle or no resistance is encoun tered on the down stroke, screw the needle valve all the way in and again check for resistance. All four units should be checked in this manner. If there is lack of resistance in anyone of the units, it should be replaced with a new unit. When making the check you will ob- serve that the resistance on the up stroke is considerably less than the resistance on the ~ down stroke-, as the shock absorber is designed to give this type of action. I t is therefore important when checking for resistance to make the check on the down stroke. When instruments are O. K. adjust them to give the type of ride the owner prefers as previously described. Important-It is impossible to secure 100% shock absorber action unless the shock absorber connecting links are lubricated regu- larly and both the front and rear springs are properly lubricated. Whenever possible own- ers should be sold on the importance of in- stalling spring covers on their cars, as these covers regulate the amount of lubricant sup- plied to the springs and feeds that supply constantly. r ..~- - 2" --.. PAGE 354 FOR D S E RV ICE B U L LET I N for ] un e . BODY SQUEAK If a squeak should develop between the cowl metal and pillar in a town sedan, it is no doubt due to the cowl metal coming in contact with the round headed rivet that was formerly used in the pillar. To prevent any possibility of a squeak developing between cowl metal and pillar rivet, the factory is now using flat head instead of round head rivets at this point. If you should receive a complaint of this kind concerning one of these early jobs, it can be easily corrected by following the operations shown in Figs. 719 to 722. '~ I ,: l" l ~ TO GAIN ACCESS TO THIS. RIVET AND PULL METAL ~t~~.::O~I:!~EJ(lEE:~ THIS POINT. Fig. 721 0-1 Fig. 719 ~ ,~~ .,~-- ~ t THIS IS CAUSED BY INSERT SCREW DRIVER THROUGH THE COWL METAL g:Li~~~~ll~~lt~~~iL~T RUBBING AGAIHST LITTLE. CLEARANCE BETWEEN THIS PILLAR RIVET Rlvn AND METAL. Fig. 722 ~- When drilling the hole, extreme care must be used not to drill through the outer panel. After completing the operations, solder up the drilled hole, smoothing down any rough points. Then touch up the spot with a little pain t. 0- Fig. 720 . l ~ . .~ ) \ FORD SERVICE BULLETIN for June ~/"-~\ ''-..,/ WINDSHIELD HEADER LEAK / To make certain that no leaks will develop around the windshield header during heavy rain storms, the factory is now placing dum dum and special soft rubber against the vertical wall of the windshield hinge used on town sedans. If an instance is brought to your attention of a leak developing around the header in one of the early town sedans it can be easily corrected as follows: Take off windshield and remove the tape or cork gasket from the top of the windshield hinge. o STRIP OF DUM DUM APPROX.N" Fig. 723 ~ After thoroughly cleaning top of wind- shield hinge, place a strip of %,-inch friction tape across the hinge. The edge of the tape must be against the vertical wall of the hinge as shown in Fig. 723. .-.. - ~ Next place a strip of dum dum approxi- mately ~" thick by 1'6" wide on top of the ~ o Fig. -724 l PAGE 355 tape and against the vertical wall of' the hinge (see Fig. 723). Reassemble windshield to body. ' With a drift or any suitable tool, punch a hole through the tape at all screw hole points. See Fig. 724. Fig. 725 NEW TRUNK RACK Can be used either as a luggage carrier or trunk rack Fig. 725 shows the new folding trunk rack for the Model "A." The rack is made from the highest grade auto body steel, finished with a double coating of black enamel. I t has a dressy appearance that attractively blends with the Model <lA." A feature of the rack is that it is so con- structed that it can be used either as a trunk rack or luggage carrier. When not in use it can be folded into a compact position. If properly presented this new accessory will have a strong sales appeal, especially where fender well equipment is used. The rack complete with all necessary fittings is packed in a carton and listed under part A-18575. Complete installation instructions are included in each carton. The list price is $9.00,subject to dealers regular parts discount. Recommended installation charge $1.00. .. r I j, ~' I r .~i_~J.~~, I ;, ~,;}t .i. " l .~..,.,.. " f t PAGE 356 FORD SERVICE BULLETIN for June .- .- .- .- .- .- , .- ~ ~ SWITCH WINDSHIELD WIPER --------~ ~ ---- -- ------::-'0 -Di!EJD t I I I ..J ~~" TO m'NO '''ROX 3"FROM FRONT OF DASH. I I .1 f I J I , t-----------_ I, , I ",I ;,---------.::::..::__ J I I I ,. ....... --_ I I I I .:-.~-----__ ................:-.~ I : l__- -', ..." I L_---. ),[; ,1: " I " , ': I " , I' I I I " II, ....... ,'.' ............ 11--- I BLACK WITH YELLOW TRACER ~;"f.-: "", ........, ........., I ...,,, I ,-.... ',' I I ',,--.. \ \ I ',\ \ _----I, \ \ \ ,,,,,~ ; I \ \ ~ , II 'I I / _'1: \, I ~ ...' II I I I ,'~ I " I I , II '\ , ~ ,....-, " : I ~......... "--'" I 1\ : l, , : \ \ I Y" I )', v / "...:......1,., ................ I : /'~J" I '......... ...............~ ~ I I .... A ...: ' ....~...., \ " _____.1._ ,1' " "", ,'1 ,?'-- -- '" ---.. ....- ".... " .- / " " " Wiring Diagram for Town Sedan Fig. 726 l>-- T'\... ~~ o '- '" ! ~GJ : .. t ,- I' , I, t ~' i t , I I I . l~'J- ~ .,.,;e;. . PAGE 342 FORD SERVICE BULLETIN for May ~ 1 New Thrust Bearing and Cap and the length of the oil return pipe slightly increased. This change lowers the oil level in the valve chamber; prevents any possibility of oil being thrown up around the valve springs and reduces oil consumption. Old Design New Design Fig. 693 To prevent any possibility of bearing trouble in the Model "AA" worm axle, the AA-4696 thrust bearing has been redesigned. The retainer in the new bearing has been made heavier, the balls made larger and the thrust surface'has been widened. ' >In addition the AA-4190-R rear axle hous- ing cap has been hardened to prevent any possibility of the bearing cutting a groove in the cap. The hardened cap can be easily dis- tinguished from the former design by its darker appearance (see Fig. 693). The installa- tion of this new bearing and cap should correct any bearing trouble. If an instance should arise where the installation of the new parts did not correct the trouble, check the face of the axle housing for squareness, this can be, done by attaching an indicator to the worm nut. With the point of the indicator resting midway between the bolt circle and the inner face of the housing, jack up one rear wheel and while slowly turning the wheel forward have someone note the reading on the indicator (see Fig. 694). The maximum allowable limit is .010". Fig. 694 CHANGE IN VALVE CHAMBER COVER The location of the oil return pipe hole in the valve chamber cover has been lowered Fig.' 695 When replacing an oil pipe be sure to iIJs'tall the two A-22430 cylinder oil return"'pipe gaskets. One of these gaskets must :--be)no stalled between cylinder block and both ends of oil pipe. ,,(: The new oil return pipe and valve chamber cover are not interchangeable with the old design parts. OIL HOLE TO CAMSHAFT REAR BEARING To provide even more positive lubrication to the camshaft rear bearing, all cylinder blocks are now being drilled with a 136" oil hole which runs from the valve chamber to the camshaft rear bearing. This permits the oil in the valve chamber to drain directly on to this bearing. In addition to assuring maximum lubrica- tion, the additional oil at this point forms an oil cushion between the shaft and the cam- shaft bearing in the cylinder block and pre- vents any possibility of a noisy camshaft bearing. This oil hole can be easily drilled into cylinder blocks in cars now in service. How- ever, to prevent drilling through into the crankcase or through the rear wall o[\.the valve chamber it is very important that the hole be drilled in the center of the bottom corner in the valve chamber' and in a line parallel with the base of the push rod guides (see Fig. 696), also that the drill be held at an angle of 30 degrees forward and 30 degrees outward from the drilling point. An easy way to determine the correct angle at which to hold the:drill is to make a gauge out of a standard exhaust and intake manifold stud, A-24053. This is done by grinding a slot in the stud in accordance with sketch shown at Fig. 697. 01 '" ~ J t J~l \J ~ f.~ 'f v o '-./ :f, .. C' . '1~~ -:., ) ) FOR D S E R V I CE B U L LET I N, for May PAGE 343 ,Fig. 696 Next re~ove No.4 stud and screw the ground stud in until it seats in cylinder block. By resting the shank of the drill against the ground slot in the stud the correct drilling angle ::md location is assured. Whiie it is necessary to partly withdraw the cc mshaft in order to drill this hole, it is unnecessary to remove the radiator as the shaft has to be withdrawn only sufficiently far to clear No.3 camshaft bearing in cylinder . Before drill- ing the hole, insert a cloth or some other ob- ject into the end of the oil pipe that runs from the valve chamber to the rear main bearing. This will prevent any borings getting into the oil pipe. After drilling the hole, rinse out a cloth in kerosene and wipe out any borings in the valve chamber and in the camshaft bearing in the block. I t is also a good plan to flow a little kerosene through the newly drilled hole to make certain it is absolutely clear. r~~'l ~ MAKE FROM A'24053 Fig. 697 After the drilling operation, be sure to remove the cloth used to prevent borings getting into oil pipe. Also replace the ground stud with the original stud which was removed. RELEASE CATCH INF ASTENER WHEN REMOVING BACK CURTAIN Fig. 698 Some complaints have been received of the A-24570 fastener pulling out when removing curtain top back assembly. Investigation shows that in the majority of cases the trouble was caused by owners pulling straight outward on the curtain without releasing the catch in the fastener. Owners operating cars equipped with this back curtain must be instructed that when removing it, it is necessary to release the catch by pressing in on the fastener when pulling outward on the curtain (see Fig. 698). A few cases have been reported of the rear brake cam not receiving sufficient lubrication. Investigation of these cases showed that through some mishap the lubricator fitting had been knocked out and the mechanic failed to replace it, as a result the lubrication of the cam was overlooked. Instruct mechanics that when lubricating trucks to be sure to check this point and see that the lubricator fitting is in place (see Fig. 699 and that lubricant is forced through this fitting every 500 miles. Fig. 699 i.".. I:; J/~ ~ .~~ .... PAGE 344 FORD SERVICE BULLETIN' for May I, f ~ I :::>1 NEW DOOR LATCH AND DOVETAIL FOR PANEL DELIVERY REAR DOORS INCREASE GAIN ON INSIDE OF ROOF RAIL TO PROVIDE CLEAR- ANCE FOR REAR DOOR STRIKER PLATE, SECTION THRU INSIDE HANDLE L.HAND DOOR --'- ROOF RAIL BOLTS. TWO 9/32' HOLES - MUST BE DRILLED IN STRIKE.R PLATE- TO CORRESPOND WITH THESE BOLTS ......,.,.,- INSIDE HANDLE Fig. 700 To prevent any possi- bility of the door in the "A" or "AA" panel de- livery jobs rattling or springing open when driving over rough roads, we have released a new door latch together with rods and dovetails. Where trouble is experienced wi th the old design ~ door latches new parts j should be installed without cost to the customer. When the old parts are retunied to the Branch, credit will be issued covering the cost of thenew material. - NEW PARTS USED IN MAKING REPLACEMENT "A" PANEL JOB ParI No. Name List Price A-81050-B Rear door rod, lower $0.25 A-81048-B Rear door rod, upper .20 A-81072 Rear door dovetail female spring ,10 A-81074 Rear door dovetail female bumper .03 A-81080 Rear door dovetail, male .10 A-81076 Rear door dovetail female cover .10 A-81024 Rear door lock striker plate and bumper plate .35 A-81030 Rear door latch as- sembly ,55 A-81135 Rear door scuff plate 1.00 A-81064 .Rear door inside lock- ing handle shank ,06 A-35632 Door handle .25 AmI, Req'd 2 2 2 2 2 2 4 1. ~I f;'\ THIS BLOCK TO BE USED ON RIGHT HAND DOOR ONLY Part No. AA-87116-B A-81048 A-81072 A-81074 A-81080 A-81076 A-81024 "AA" PANEL JOB Name List Price Rear door rod, lower $0.25 Rear door rod, upper .20 Rear door dovetail female spring .10 Rear door dovetail female bumper .03 Rear door dovetail, male ,10 Rear door dovetail female cover ,10 Rear door lock striker plate and bumper plate ,35 Rear door latch as- sembly .55 Sub sill rear door scuff plate ,80 Rear door inside lock- ing handle shank ,06 Door handle .25 ,~ AmI. Req'd 2 2 2 2 I 2 I I I 2 I II ~ I / 4 A-81030 AA-85163 A-81064 A-3.5632 To install the new parts proceed as follows: Remove the old design rear door lock striker plate and bumper plate assembly. ~ ~ FORD SERVICE BULLETIN for May c After removing the striker plate and bump- er plate assembly you will note a small depres- sion ("gain") into which the striker plate was fitted. Before installing the new design A-81024 striker plate and bumper plate assembly, it is first necessary to increase the length of this gain to 2~" each side of centerline. I t is also necessary to drill two %2" holes in this as- sembly to correspond with the two striker plate bolts that are in the rear roof rail. After performing these operations, install the new design A-81024 door lock striker plate and bumper plate assembly. ... A'81076.DOVETAIL FEMALE COVER A'81074'RU88ER A'72055-REAR CROSS SILL ) DOVETAILCOVER SCREW c Fig. 701 The new latches are ~ssembled to the doors in the same manner with the exception that it is necessary to install a block of wood at both top and bottom on the right hand door to give the pillar the necessary width for the new latch (see lower insert, Fig. 700). The inside handle on the left door is assem- bled as shown in upper insert (see Fig. 700). On the "A" panel delivery the rear scuff plate is replaced with the new design A-81135 scuff plate. On the "AA" panel AA-85163 sub sill rear door scuff plate is used. Before in- stalling scuff plate, two cuts must be made in the A-72055 rear cross sill to permit install- ing the new dovetail female cover A-81076 also the rubber and spring. These cuts must line up exactly with the notches in the new scuff plate and must be large enough to per- mit installing the A-81076 cover (see Fig. 701). After .installing these parts in rear cross sill, install the new design scuff plate. Then from the location of the two notches in the scuff plate, locate the exact position where the two A-81080 male dovetails are to be installed on the doors and assemble them in place. One inch No. 12 wood screws are used in making the installation. Several changes have been made in the Model "A" generator. To lubricate the bear- ings, an oil hole has been placed at both ends of the generator (see Fig. 702). Two or three drops of oil should be placed in these' oil holes every 1000 miles. The oil holes are protected by a small cover, which it is necessary to push to one side when c- PAGE 345 TWO OR THREE DROPS OF OIL HERE EVERY 1000 MILES. ~ ~ o ~ Fig. 702 lubricating. Do not put more than the rec- ommended amount of oil in the generator as there is a possibility of the oil getting on the brushes and affecting the operation of the generator. The lock screw in the former design gener- ator, which it was necessary to loosen when' shifting the third brush, has been removed as the spring in the brush holder provides suffi- cient tension to hold the new brush in place. When increasing or decreasing the genera- tor charging rate use a small fibre or wood stick to shift the third brush. This prevents any possibility of sparks occuring. GENERATOR THIRD BRUSH-TO INCREASE CHARGING RATE.SHIFT THIRD BRUSH IN DIRECTION OF ROTATION. TO CUT DOWN CHARGING RATE.SHIFT BRUSH IN OPPOSITE DIRECTION. C> o Fig. 703 GENERATOR CHARGING RATE For average driving during summer months a charging rate of six amperes is sufficient. This rate can of course be increased or'de- creased to meet individual requirements. For example the owner who takes long daylight trips could cut the charging rate down even less. On the other hand the owner who makes numerous stops should increase the normal rate if his battery becomes weak. ' Instruct mechanics to check owners' cars and adjust the charging rate to suit conditions under which the 'car is operated, This is important. f'- f . "1IfI"'" ,- ' 0' , " PAGE 346 FORD SERVICE BULLETIN for May ~.., . ADJUSTING BREAKER CONTA~T POINTS AND TIMING IGNITION' .. ... ~:~"('- ... Fig. 704 Correct adjustment of breaker contact points and correct ignition timing play such an important part in the satisfactory oper- ation of an engine, that it is absolutely neces- sary that every mechanic thoroughly,under- stand the correct procedure. So that there may be no misunderstanding, we are again describing these operations. ADJUSTING BREAKER CONTACT POINTS The gap between the breaker points is set at .018 inch to .022 inch. The gap should occasionally be checked to see that the points are clean and properl)' adjusted. If the points are burnt or pitted they should be dressed down with an oil stone. Do not use a file. To adjust the contact points proceed as follows: Lift off distributor cap, rotor, and body. Turn engine over slowly wi th starting crank until breaker arm rests on one of the lobes of the cam with the breaker points fully opened. Loosen lock screw and turn the con tact screw until the gap is at .018 to .022. A standard thickness gauge is used to obtain this measurement. When' correct adjustment is obtained, tighten' the lock screw. After tightening the lock screw, again check the gap to make sure the adjustment was not altered when the lock screw was tightened. Replace distributor body, rotor and cap. IGNITION TIMING As the spark musf"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: 1. Fully retard spark lever. 2.' Check gap between breaker contact points and if necessary adjust them as previously described. 3. Screw out timing pin located in timing gear cover and insert opposite end of pin into opening. 4. 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. S. Wi th the pin in place, remove the dis- tributor cover and lift off rotor and dis- tributor body. 6. Loosen cam locking screw until cam can be turned. 7. Replace rotor and turn it un til the rotor arm is opposite No.1 contact point in distributor head (see Fig. 705). 8. Withdraw rotor from cam and slightly turn the cam in a counter clockwise direction, until the breaker points are fully opened, then slowly turn the cam back in a clockwise direction until the points just close. Next lock the cam by Fig. 705 1 I I O~ -I I i 01 o o ""t. ... / ~ -n .c.... - ..""t. ) ~ I FORD SERVICE BULLETIN for May securely tightening the cam locking screw. This method prevents any back- lash in the distributor shaft from affect- ing the timing. Before replacing the rotor and distributor From letters received it is evident that cover, the timing should now be carefully some dealers have experienced difficulty in checked. This can be done as follows: installing spring covers on rear springs due Withdraw timing pin from recess in timing .to interference of spring clip bolt and nut. gear. Turn on ignition switch. Again insert An easy way to overcome this difficulty is the timing pin into opening in gear cover. to jack up the body a few inches until rear While turnirig', the engine over with crank, cross member clears head of spring clip bolt press in on timing pin. If properly timed, (see Fig. 710). Spring covers can then be easily just as the pin seats in the recess in the time,,' installed on spring. gear, a spark should occur between the~ breaker points. If a spark does~"not occur, When replacing an old style forged front some error has been made and it{Vill be neces- hub with the present design pressed steel hub, sary to recheck your work until the spark it will be necessary to replace the old style occurs between the breaker points as previous- AA-205,9,oil baffle and the A-20919 bolt with ly described. the present design A-2060-B baffle and When ignition is correctly timed, turn off 20949 bolt as these oil baffles and bolts are ignition switch, replace rotor and distributor not interchangeable. cover. Withdraw timin~ pin from recess in time ~ear and screw it back tightly into the timing gear cover. ' -',g. fRONT Of ENGINf: -- Contact Points in Distributor Fig. 706 ,,- ..' /'::;:::/ . , , , , , ,-,' \....\\ , , , ' , ' , , "'''... .......... , ' , ' "......:............ " " ", ". Fig. 707 When installing AA-5791 spring shackle bushing, be sure to install it with the oil groove in the bushing pointing inward (see Fig. 707). -This is important. Unless pro- perly installed, it will be impossible to force lubrication between shackle and bushing. PAGE 347 "'- Fig. 708 SOUD LINE SHOWS A'2060-B GREASE BAFFLE USED WITH PRESENT DESIGN PRESSED STEEL HUB. DOTTED LINE SHOWSAA'2059 GREASE BAFFLE USEDWITH OLD DESIGN FORGED FRONT HUB. Fig. 709 CORRECTION On page 338 in the April Bulletin it was stated "at this point all four pistons will be 2 %" from top of cylinder." This should have read 2%" from top of cylinder. ,I'. "I '~ .,~. ~ !.;'.f'J''' " -I'!'I PAGE 348 FORD SERVICE BULLETI,~, for May . .... Something New in . ~eat Covers A new cover in keePing with ,the high quality - of the Model "A" ~ -1 I Fig. 710 A new quick method of attachment. No nails, pins, or screw lugs to mar or destroy the upholstery. Put on a bar like a curtain-its simplicity will surprise you. Your own shop mechanics can put them on perfectly in 30 minutes. , Laidlaw fabrics (highest quality in the trade) used exclusively. Shrinkage does not affect replacement after cleaning. List price, Sedans $20.00 installed. List price, Coupes $11.00 installed. Subject to dealers regular parts discount. 'Put a set on your demonstrators-on a car on the salesroom floor-if properly presented they'll sell themselves. Over $30,000,000 worth of seat covers are sold in this country annually- I Get your share of this profitable bu~iness. , ............... .' " ~ (0 " o. I J . }~, ---. ~f~ -~"~. PAGE 334 FOR D S E R V'I C E B U L LET I N f or A p r i l A Suggestio'ri. for Y Qur Accessory Window Display Small car& should be used giving the names and prices of all articles shown Fig. 675 Suggestions for Color for the Above , Display Use a dark blue background with orange streamers. A flood light should be placed under both fenders- colored lenses may be used with these lights. The sign should be on a board preferably blue with white letters though a white board with blue letters will serve. Suspend sign from ceiling midway of display. /" HI ~l . 1;11J Ii ~ ~; i Ii III . I i ': ih I;, : --, , " I j. 'Ii 1,1 Iq .1' 1;1 I! I I !I \ : ~v-J , I I 1 I J ~ ... ,~, "''"~~~!~~-:~~,:~~JV-- !:' "' / P-biD. SCERVI~J~c"BuLLETIN for April PAGE 335 o ,. -....':., Are You' ~EtLING Accessories Or Merely SUPPL YIN G Them-Waiting for Owners 0""" " "to Come in dnd.'Tell You What They Want? '-1... " '-~:~; /0 .' Is lack pf proper sales methods cutting down your accessory - -...;. ......-.... , 'profits? . .l.~ , ;~~,":,:, Are you telling owners about these items and attractively dis- . ""J.JB~ih~;tlieri-I or do you keep them on out-of-sight stock room shelves "b~~cmeath the counter and supply them only when asked for'? l ...~' ~Check your present methods against the following plans used ....by successful dealers: Approved accessories prominently displayed. Display win- dows clean and well lighted at night. (It is a proven fact that well lighted attractive window displays yield extra profits.) Accessories prominently displayed both in the shop and on the sales room floor. (Many dealers are using neat appearing display boards for this purpose with excellent results.) Commission paid car salesmen, service floor and parts men on all approved accessories they sell. Every new car purchaser interviewed regarding his choice of 3:pprovea-acces-sories-: ",. All salesmen's cars equipped with approved "Ford accessories. At your shop meetings make it clear that approved Ford acces- sories are quality items-items that have been carefully checked by our engineering department and are entirely in keeping with the high standard of the Model "A." , Get everyone in your .organization stressing approved accessory quality and value. o l' ~ ~~~;""""7- --~ '" PAGE 336 FORD SERVICE BULLETIN for April Service Information :. ~. ..::.. ......... ~~ A,,1459B CLIP Fig. 676 To prevent any possibility of the upturned edge of the engine pan cutting the headlamp wire, headlamp wire clip A-14598 has been released. This clip, which holds the headlamp wire away from the engine pan, is held in place by the rear screw on front hood fastener on steering gear side of car. (See Fig. 676.) Fig. 677 When replacing an A-7506-A clutch and brake pedal shaft and an A-7507-A pedal shaft collar, be sure to replace these parts in their original assembly position. By lining up the punch mark on the pedal shaft' with the punch mark on the collar (see Fig. 677), assures these parts being properly , replaced. REAR MAIN BEARING CAPS C3%~ I~<<((((I f) Fig. 678 A percentage of Model "A" engines are now being equipped with cast-iron back rear main bearing caps. The new cap can be readily distinguished from the forging design by the difference in the thickness of the bolt bosses. The bolt bosses on the cast-iron design are 171;" thick, while on the forging design, the bolt bossesareft" thick. (See Figs. 678 and 679.) To compensate for the additional thickness of the bolt bosses on the cast-iron back bear- ings, main bearing bolts, 4h" long, are fur- nished for this type of cap; these bolts being lo" longer than the bolts used with the forging design cap. :) i 1/ I ~ %" ~ 4' 6 (] - Fig. 679 r:J if I ~- .:,.:j;,i~Jq' ~.~.i",i>- 1, FORD SERVICE BULLETIN for April r ""-...~ CORRECTINGN,OISY' HAND BRAKE LEVER ~-M791-LEVER BUTTON F A-23637-PIN , _ A-2711-B-LEVER SPRING ~ A-2792-LEVER U '- BUTTON SLEEVE ~A-278S-B PAWL ROD V-FELT WASHER TO BE , INSTALLED ir' RATTLE DEVELOPS IN HAND BRAKE c ~ , EMERGENCY HAND BRAKE LEVER ASSEMBLY Fig. 680 Sometimes a rattle will develop in the emer- gency brake lever, caused by the pawl rod vibrating against the lever tube. This can be easily corrected by slipping a felt washer over the end of the pawl rod. To perform this operation, proceed as follows: Take out mat and floor boards. _ Disengage emergency_ brake_ pawl from ratchet. Then place the gear shift lever in first speed. This will allow sufficient room to bring the emergency brake lever far enough back to permit the pawl to slide over the top of the ratchet. With the lever button in its raised POSi- tion, push out the pin that holds the lever button to the pawl. By tapping the lever button sleeve with a lead or copper hammer, it can be removed from the lever tube. Slip a felt washer over the end of the pawl rod in the tubing. I t is a good plan to place a little oil on the washer before installing it. This prevents any possibility of the rod binding. After installing felt washer, assemble emer- gency brake and replace floor boards and mat. c PAGE 337 NEW GAS VALVE HANDLE WHEN REPLACING AN OLD STYlE VALVE HANDU WITH .__ THE NEWDESIGNONA VALVE ... ", HAVINGTHE~SHOULDER r--------~ \ USEA'ZZ288-WASHERTO : TAKE UP THE EXTRA LENGTH / OF THE SHOULDER. {. 0Ji ti SHOULDER ON OLD GAS VALVE i DOTTED UNE SHOWS OLD i STYLE FORGED HANDLE.:.7. +j r-.r lJ)i n: SHOULDER ON 6 NEW GAS VALVE Fig. 681 The gas valve handle A-9191 has been changed from a forging to a stamping and the length of the shoulder on the gas valve reduced from H" to -h". Both the forging and stamping design gas valve handles can be used with the new valves having the -h" shoulder. However, in replacing a forged type valve handle with the stamping design on a valve having the H" shoulder, it will be necessary to use an A-22288 washer to take up the extra length of the shoulder. Fig. 682 The throttle control ,assembly A-9725 has been redesigned and the accelerator shaft and pedal chapged from a two-piece to a one-piece design. (See Fig. 682.) This change obsoletes A-9734 accelerator shaft and A-9735 accel- erator pedal. If calls are received for A-9734 and 9735 after present stocks are exhausted, supply the new design A-9734 accelerator shaft. ~ ,.,~1)>qT- --. I ~ PAGE 338 " FORD SERVICE BULLETIN for April CHECKING CLEARANCE BETVIEEi'lJ V ALVES AND PUSH RODS To insure a uniform power stroke in each cylinder, it is absolutely necessary that the correct clearance (.010 to .013") be main- tained between valves and push rods, and that the clearance be checked with the push rod resting on the heel of the eam (the lowest point of the cam). When checking this clearance, an easy way to determine that, the push rods are on the heel of their respective cams is to first turn the engine over until numbers eight and three valves are fully opened. At this point, all four pistons will be 271l" from the top of the NOS. 8 AND 3 VALVES OPEN Fig. 683 cylinder, (see Fig. 683) and numbers 6 and 1 push rods will be resting squarely on the h~el of their respective cams and the clearance can be easily checked. After adjusting the clearance between num- bers 6 and 1 valves and push rods, turn the engine over exactly one-half turn. N um- NOS, 7 ANo5 VALVES OPEN NOS.4m2 PUSH RODS RESTINGON HEELOFCAM. Fig. 684 bers 7 and 5 valves will now be open, and numbers 4 and 2 push rods will be resting 011 . the heel ot their cams. (See Fig. 681.) ,.' ~' rNOS.6ANoI'VP,LVES OPEN ~.. '- -' Fig. 685 After adjusting 'the clearance between num- bers 4 and 2 valves and push rods, again turn the engine over exactly one-half turn. Numbers 6 and 1 valves will now be open, and numbers 8 and 3 push' rods will be resting on the heel of their respective cams. (See Fig. 685.) NGS. 4AN02, VALVES OPEN Fig. 686 After checking the clearance between num- bers 8 and 3 valves and push rods, once more turn the engine over one-half turn. Numbers 4 and 2 valves will now be open, and numbers 7 and 5 push rods will be resting on the heel of their cams and their clearance can be checked. (See Fig. 686.) 01 I , , , o 1/ I o o c .. c ...4 -:~:r:' "\ ---::--~ "" ~ "FORD'~ 'SER VI'CE BULLETIN for April ,~~ WATER '~\l;M:P, BUSHINGS l;: ':;\/ ,. _,:1':. (.-. .' "ARBOR PRESS RAM t II I I , ?~ ." , . I' I NSE@';C;CUJCi .. -;':.f~t7j:-J'd .:} A-8529-WAl;!iR PUMP BUSHI NG:'FRONT .-...-;-., ; ,,\:' - ..0.;..; WATER PUMP CQ.VER GROOVES IN COVER MUST BE PACKED WITH LUBRICANT BEFORE PRESSING IN BUSHINGS. A~8520 WATER PUMP BUSHING-REAR WASHER USED WITH INSERTING PLUG. Fig. 687 Both the roller and plain bearings formerly used in the water pump cover assembly have been replaced with A-8529 water pump bush- ing front and A-8520 water pump bushing assembly rear. These oilless bushings have eliminated the two lubricator fittings used in the water pump assembly. If an occasion should arise where it is neces- s;;:;y~ t~' ;eplace these bushi;gs, new bushings can be easily pressed into the cover assembly. Before pressing in new bushings be sure to fill the grooves in both ends of the cover assembly (see Fig. 687) with a light grade of Alemite grease or its equivalent. To install the bushings an arbor press, special inserting plug and washer are used. See Fig. 687. To insure correct alignment when pressing in the bushing it is absolutely necessary that the special inserting plug and washer be used. These tools can be obtained from K. R. Wilson at Buffalo, N. Y. The price of the inserting tool is $1.15 net. The price of the wash~r is $0.25 net. PAGE 339 '. . PART AA..2644 EMER.. GENCY BRAKE LEVER BUSHING Fig. 688 This is a special oilless bushing and requires careful handling. Before installing remove all burrs and paint from lever bushing opening in end of rear radius rod. Next place both halves of the bushing around the ball on the emergency brake lever (see Fig. 688), then while holding the bushing in place with one hand insert the lever and bushing through opening in end of rear radius rod as shown in Fig. 688. No more pressure than the force of the hand should be used. If an occasion should arise where more force than hand pressure is required to install this bushing slightly enlarge lever bushing opening in end of rear radius rod. Do not use a hammer on these bushings. A-6110-A2 piston (strut design) has been obsoleted and replaced by A-6110-A piston (slotted design). It will not be necessary tonold the A-61l0- A2 pistons for service as piston A-6110-Al with rings assembled can be used for service in place of A-6110-A2 with rings assembled as their assembled weights are the same. Piston rings used with A-6110-A2 will be held for service. The outside diameter of the A-6135-A standard piston pin has been changed from: .9999 1. 0001 1.0002 to 1.0004 A .002" oversize pin has also been released for service. This pin is carried under part A-6135-BR. 1 ;;s' ;._:so>: FORD SERVICE BULLETIN for April PAGE 340 REMOVE HEATERS Fig. 689 With the coming of warm weather, owners should immediately be instructed on the im- portance of removing manifold heaters from their cars, in order to prevent any possibility of valve warpage. All Ford heaters have a small plate bolted to the side of the heater. This plate is pro- vided' for covering the opening in the dash after the heater is removed. When bolting the plate over the opening, insert the bolts from the inside of the dash. Fig. 690, When installing single plate clutch, it is absolutely necessary to hold the clutch disk in line with the pilot bearing in the flywheel. A transmission main drive gear makes an ideai'tool for this purpose. The small end of the'shaft acts as a pilot in the bearing while the splines on the shaft mesh with the splines in the hub of the disk and hold the disk in accurate alignment when installing clutch. (See Fig. 690.) LIGHTING SWITCH HANDLE ASSEMBLY,~.;,;::';i{~> / ' ~~. "'0 45~' '\ . "'-----IU LIGHTING SWITCH HANDLE ASSEMBLY USED WITH SEVEN TOOTH SECTOR DESIGN GEAR 45" 'I . nl LIGHTING SWITCH HANDLE ASSEMBLY USED WITH TWO TOOTH SECTOR DESIGN GE^R Fig. 691 There is a difference in the length of the lighting switch handle assembly used in the two 9ifferen t types of Model "A" steering gears. )'he handle assembly used in the seven tooth sector design gear being ~/I longer than the handle used in the two tooth design. (See Fig. 691.) ,vVhen making replacements care must be exercised to install the proper design. ..t Q ~ ) $-Z-I133 OPEN END WRENCH FOR DRIVE PINION BEARINlf LOCK NUT, Fig. 692 I t is absolutely necessary that the drive pinion bearing lock nut be securely tightened. Investigation of axle troubles showed that in nearly every case the trouble was directly due to failure to securely tighten the pinion bear- ing lock nut. To assist dealers in securely tightening this nut a stock of 5Z-1833 pinion bearing lock nut wrenches have been placed at Branches and every dealer will immediately be expected to include one or more of these wrenches in his shop equipment. When using the wrench draw up the nut tig~tly, then with a copper or lead hammer tap the end of the wrench until nut is securely tightened. 0, ,...-- ~'i:""~ "'" F ~ ~ ~ ..~7\':""""~""" l ' IllIlI .._.-=:~'..:: ..~.:.. 'i PAGE 326 FORD SER"~icE BULLETIN fo.r~'Ma"'cl:/ .~;::::"'-'.,,~ "~~; , , . ... ~ ~ \ : ~ . ; ~ Servicbi Information ~" '.'~ - '" ~ ,,--f'. ~~ CHANGE IN METHOD OF INSTALLING SOLID BRAKE CROSS SHAFT Fig. 655 Two changes have been made in the,method of installing the presen t design solid brake cross shaft on a truck equipped with the old design cross shaft and equalizer assembly. The cross shaft frame brackets are now mounted on the inside of the lower flange of the side member instead of on the under side of the cross member bracket. This change facilitates drilling holes in side member flanges when mounting brackets A-24 78B. Fig. 655 shows location of the two it" holes it will be necessary to drill in both side member flanges. As the solid brake cross shaft is not cen- tered in exactly the same location as the equalizer cross shaft assembly, it will be neces- sary to slightly enlarge the cross shaft opening in the side members when installing a solid brake cross shaft. See Fig. 655. It will also be necessary to place washers A-22228 under the ends of the cross shaft frame brackets so that the solid brake cross shaft will line up properly with the opening in the side member. See Fig. 655. . , CHANGE IN TRUCK CROSS , >' SHAFT GUIDE The truck cross shaft guide AA-2491BR has also 'been redesigned to simplify installation. The change in design alters the method of ,~, " ~ ~~ .._3 {", ,... . 'attaching the g-uide to the cross Ime."d; he guide being bolted to the bottom flln~e5 ,,( l.he center cros~ member instead of frbuL wat:. Fig. 655?h0~,r::; the method of ..t,n..,V.at..;, ~1." new guide. ' , . ~ . :(11, ~Ii~' . NEW BirE1\THER 'CAP "f New Design Old Design Fig. 656 To prevent any possibility of the stops in the breather cap bending up 'when, the cap is struck a heavy blow, the stops ,have been stiffened and redesigned. See Fig. 656. When the stops in the breather' cap ~~e bent up it allows the cap to fit tightlYh9~'rt( ;;,~ breather pipe. This interferes, with ~~e breathing action of the engine and there is a possibility of oil being forced out through the rear main bearing. As an additional precaution against oil pumping out the rear main bearing two louvres have been placed in the clutch housing hand hole cover. See Fig. 657. This insures ample ventilation in the clutch housing. Fig. 657 ... .. ~ ........ f I t I (l. · , I .~~ .\ I t ;~: (' i 'j I ,j 11'1 J 1/ I () ~-. I I I 9 ~..-,....,~ ,'.'-- _ . ~_,;-=:-."'___-.:::._..._...... _..__W' .."....,.......-..................:. ....' .....,....,........." . _._- --""'-'''-:'''' ,..-.-.....,- o /'1 , c ~ o r ,~-..._~-- ~~- I .- - F 0' R D, S E R V ICE B U L LET I N' for Mar c h PAGE 327 USE "B.,t TYPE \'lIPER FOR SERVICE REPLACEMENT :;. When (k~!er's stocks of A-17553-A wipers are exhausted, it will be necessary )::0 use the new design wiper A-17553-B, as the.~"A" type wiper will no longer be supplied. The new wiper can be easily installed on old cars by relocating three of the five drilled holes in the windshield frame. To drill the new holes it is first necessary to remove the windshield. Five drilled holes are used in mounting the new wiper on the frame. However, as two of Trye old wiper holes are in the correct location iv. :.. :~:;lling the new wiper it will only be 'necessary to drill three new holes, namely, one H" and two %" (see dotted circles in Fig 658). The old hole shown at "A" in sketch which is used in bolting the new wiper to the frame is M" larger than is necessary. No trouble, however will be experienced from this oversize providing the wi per moun ting bol ts are securely tightened. When the new wiper is installed one of the holes which were used when moun ting the old wiper-will-remain-uncovered. This hole can be plugged with a -h" round head bolt and nut. Wipers are guaranteed for four months. Should the internal mechanism of the wiper fail within that period a new wiper should be furnished free. No installation charge must be made fOr ~ replacing an old style wiper with the new design within the new car guarantee period. Beyond this period a recommended labor charge of $1.00 may be made. The clutch used in the Model "A" car and ''''A.J.'\!' truck is a dry disc clutch. Under no circumstances must oil or grease be used in these clutches. NE\V MUFFLER OUTLET PIPE CLAMP Fig. 659 To hold the muffler outlet pipe more rigidly and insure a tighter clamp on the pipe, muffler outlet pipe clamp (A-5256B) has been superseded by clamp (A-5256C). See Fig. 659. When replacing an old clamp with the new design it will be necessary to drill a g" hole in frame side member 1 H" back of the present hole. See Fig. 660. Dolled circle shows location of new hole to be drilled Fig. 660 DIFFERENTIAL DRIVE GEAR ~ND DRIVING PINION To simpli,fy production of gears and pinions we have discontinued manufacture of the A-4209AR, gear and pinion, 10-37 ratio, and will hereafter supply a 9-34 ratio gear and pinion under part number A-4209AR. When installing sport light on Fordor be c<l;reful ~ot to run drill through windshield wiper wire. t ~ ... ~ PAGE 328 FORD SERVICE BULLETIN for March USE '''AR'' WHEELS WITH "AR" HUBS AND "B" WHEELS WITH "B" HUBS I 11 I DO NOT INSTALL AN OLD' ~ STYLEWHEELON ANEW--"""",,",: .. ~ BRAKE DRUM AS ITLEAVES (-::':~-:~ A GAP BETWEEN DRUM AND ,- , WHEELSHf.LL RESULTING IN !, LACK OF SUPPORT // /, " ~, I,' )~~ ,.... 1"...11 I ,. ( / I I I I I I I I I I I I , , , I ,...<...."J .........-:..... i . lr......~,...___.-...:.::.":"., I II ....-' " " " " 'I " II " II II II II II \ ~ ..-'",' ...:::;..; ~ , , '. ' Fig. 661 , / / . I ' I ' I " I I ( I I I ( " DO NOT I NSTALL ANEW WHEEL ON AN OLD BRA.KE DRUM AS THE NEW WHEEL SHELL IS TOO LONG FOR THE OLD HUB AND THERE WILL NOT BE SUFFICIENT THREADS TO HOLD THE WHEEL BOLT NUTS SECURELY II~ " I I I I I I I / I I / I ' I / i';::';-L ,,'" " }; ...-.::~.:=::~,..... II " , "i \ \I \ \ \I , II \ , 11 \ , II \ \ Il , I \I , , \1 \ I I ' .-:.:::::~::.~::. " II II II ,. ,/I ,,'I 11\ pi I '1 ,~~ ,II -II II ....--..... . \\......--:.---...~..., ':".~~l '...', " \ "~\ \ \ \\ Fig. 662 " .:) The A-1015AR wheel is designed for use only with A-ll05AR and A-1l15AR hub and brake drum. The A-1015B wheel is designed for use with A-ll05B and A-1l15B hub and brake drum. J I "Under no circumstances must an "AR" wheel be used with a "B" hub Qr vice versa. Use of an "AR" wheel with a "B" hub leaves a space between wheel shell and brake drum, thus losing the stiffness that Jh.i~...<i.ssembly should have. See Fig. 661. Use of a "B" wheel with an "AR" hub does not allow sufficient threads on the hub bolts to project through the wheel to permit the wheel nuts to be securely tightened. See Fig. 662. 1 I REAR BRAKE ROCKER ARM REDESIGNED ') Fig. 663 The rear brake rocker arm AA-2521-B has been redesigned and changed from a forging to a stamping. The change in design alters the length of the bolt used in attaching the arm to the frame. See Fig. 663. Bolts with the TI;" shoulder must be used only with the old style arm. Bolts with the H" shoulder are to be used only with the new rocker arm. o ~ ' FORD SERVICE BULLETIN for March PAGE 329 c NEW LIGHTING SWITCH Fig. 664 c With the adoption of the new headlamps and' wiring assembly, the lighting switch was redesigned. The new switch is listed under part A-11654B. The change obsoletes the old design switch A-1l654. The old style contact A-11664 and switch body A-1l658 will, however, be caried for service. When replacing an old style switch with the new design, disconnect the wires from the old switch and solder them to the new one at points shown in Fig. 664. This will leave one terminal on the new switch not used. This terminal can be used when auxiliary lamps such as cowl or fender lamps are installed. o INCREASE THESE HOLES FROM I~~TOI~~ ~ ; Fig. 665 (},;' When replacing old style headlamps with the new Twolite design, it will be necessary to increase the size of the conduit holes in the ~ radiator shell from M" to H" and use grom- mets'A-14567-B. See Fig. 665. >-;':"1';<.. . ,.i.......;..,...:::/.~~:;.,....... SOLDER & TAPE WIRES TOGETHER HERE ::,'/ ; ARMORED COVERED WIRES ..c.....' FROM FENDER LAMPS Fender Lamp Wiring Diagram Fig. 666 COWL AND FENDER LAMPS AVAILABLE THROUGH SERVICE Cowl lamps used as standard equipment on the Town Car are now available through ser- vice for installation on all other types of Ford cars. The list price of the lamps per pair com- plete with necessary fittings is $10.50, subject to dealer's parts discount. The recommended installation charge is $1.50 The lamps complete with fittings are listed under part number A-13300. For owners who prefer the parking lamps mounted on the front fenders we can supply fender lamps complete with necessary fittings, for a list price of $4.00, subject to dealer's parts discount. The recommended installation charge is $1.50. Fender lamps complete with fittings are _ listed under part~~~ber.~-13200. . /.::::~:2:\\ '. . '...__.........._; ,I II t.\~::::.i' '..;../ /:'... '[A'13320'COWL LAMP BRACKET SUPPORT R,H, :~-~:::_.J 1A-I331I'COWL LAMP BRACKET SUPPORT L,H. Cowl Lamp Wiring Diagram Fig. 667 ....<~;w..~ PAGE 330 FORD SERVICE BULLETIN for:' A't1.x C h TOWN CAR CLOCK When removing bezel or frame holding the glass on clock used in town car, use a screw driver or any sharp tool and pry off frame -at either side-not at top or bottom. See Fig. 668. To replace, snap back on again, being sure bezel is tight. In regulating the clock, aslight touch on the regulator in the upper right corner is sufficient. Fig. 668 ACCESSORY CLOCK After installing a clock in an owner's car instruct him to be sure to push the hand set- ting lever down as far as it will go after wind- ing or setting the clock. AFTER WINDING OR SETTING CLOCK~~U"IPPUSHH"D .. SETTING LEVER DOWHASFAR , AS IT WILLGO Fig. 669 ' V ARIABLE TREAD WEAR The t~o'\ires shown in Fig. 670 were run at the same 'time, for 7000 miles, on opposite wheels: The tire at the left was run at the recom- ", '1::\-"':: ~,t:' .-.... ,:;"..i -;: "~"'5i,;t.h,,~';::;~ .. . --:. ~".,' 'I '., ~' ~.%~,'!.~~:X ',: \ J"l '. / " '\:1 \ \ :'!,; \ .~;~7"~ (Pi'.,' "'I -7'~.' _}It ..- ~Y-i 'j l:l :-..::.\ H l "r R"Ii .. ......~. ~.'. 'I}r- Fig. 670 mended air pressure. Note the normal tread wear. The tire at the right was run five pounds below the recommended pressure. The tread is uneven and badly worn. Excessive flexing due to underinflation caused the tread to be wiped away-result, loss of many miles of service. With normal load and correct inflation a tire flexes without undue strain, but if it car- ries a load greater than its rated capacity or is run at a lower air pressure than that recommended, the tire is worked out, not worn out. Emphasize to owners the importance of reg- . ularly checking tire pressures and keeping all tires inflated to 35 pounds. Recently a representative of one of the tire companies checked the inflation pressures on more than 400 tires on Ford owners' cars and found pressures varying all the way from 13 to 55 pounds. Does this condition exist amongyourcustomers? RECOMMENDED TIRE PRESSURES With the exception of the taxicab both front and rear tires on all Model "A" cars should be kept inflated at 35 pounds. On the taxicab both front and rear tires' should be kept inflated to 40 pounds. On the "AA" truck front tires should be kept inflated to 75 pounds pressure and the rear tires to 85 pounds. Tire pressures should be checked weekly. , ~ . ~=[l, 'Il - -- : I, III , Jt I '. r I " I ~ I' o( I 1 j I C) ..... """ o . ~ ~~'~ , IfF I ill: J 0 tH ..., i ~ ( ....,. . (: " J. r( ~ c .,- n -/ , - F 0 "\) T.)" .s E R. v ICE III ji: , I Ii. P if. t, !' III fl I, r USE SPARE WH.,ELAND - fU Ib-"'TIRE' LOCK ASSEMBLY I,'. .tr, --A-!fl:'C'Hl WITH TAXICAB ~.,,' /0 ~ ;1, , II /~~n- / @Y\ ~ : ~ ' ....,,1 't d..~_--'~..~~ J"';I!'..U~o; J~ ; ~J :~,i.;i:~~ r\ :~ ~-, r;c~,;:, \~ ~: -===- ,~.' I! , -\'.:-:;'- 1<EEP ~~.. FHONT; '" ' I:H., RE/'~ TIRE, ,...........~'~';1.AXICAI-l IrlFLATE~' ..., !"~RTY(4O) POuNDS Fig. 671 ~- ' To provide a lock for the 21/4751ires used as standard equipment on the taxicab, we have released A-18305B spare wheel tire and lock assembly. This lock is the same design as the A-18305 except that the band has been lengthened to accommodate the larger size tire used on the taxicab. Fig. 672 LENGTH OF FLYWHEEL BOLTS CHANGED The thickness of the crankshaft flange in the flywheel has been increased from %" to H". To compensate for this additional N' of stock the flywheel bolt A-21l13 has been in- creased in length from W'to M". See Fig, 672, Care must be exercised not to use the old style H" bolts with flywheels having the M" flange for the crankshaft, as the threaded end of the bolt would not screw in sufficiently far to give maximum strength. _"In the future only the new bolts (W' long) will be supplied as they can be used with old flywheels having the %" flange as well as the present flywheel with the M" flange. Any stocks of old bolts (W' long) which dealers have on hand must be used only with old fly- wheels in which the flange fo(the crankshaft measures %". l BULLETIN for March PAGE 331 FORD BODY POLISH After exhaustiv~ tests of various body polishes in our chemical laboratory, Ford body polish (M-230-B) was selected as most suitable for the pyroxylin finish used on Ford cars. --"'-",.,.,,-~ ~'7 """! This polish cleans, polishes and waxes in one operation. It removes all dirt,grime and traffic film. It gives a beautiful bone- dry lustre and leaves a thin film of wax which waterproofs and protects the finish. Used every week or two it will maintain new car appearance indefinitely. Furthermore, Ford polish is entirely free. from the acids and ingredients found in some polishes which damage rather than preserve a finish. Ford polish is put up in attractive blue whi te, and orange 12-ounce cans. I t retail~ at a price of 75 cents and is subject to dealer's usual discount. Tell owners the advantages of this polish; prominently display it in your parts window -on your counter, and watch sales climb. Fig. 673 LINCOLN NICKEL POLISH Car owners usually think of nickel polish only as a product for restoring luster to nickeled surfaces. Few think of it as a means of preventing surfaces becoming tar- nished or dull. Lincoln polish (M'-216A)- applied' when the car is new and reapplied reg- ularly once a month depos- its an invisible film which protects the nickel finish and helps maintain new car appearance indefinitely. In, addition to selling Lincoln and Ford polishes over the counter, sell purchasers of new cars on the protective feature which these quality products afford. With a little effort a profit- able polish business can be secured. I Fig. 674 ,;?:'":.t~ , ------ '-------- -~ ,/- '.,'.1..; PAGE 332 FORD SERVICE BULLETIN for March MODELS "A" AND "AA" EXCHANGES Must be Placed in Effect Immediately The following exchanges on Model "A" and "AA'; parts should be placed in effect immedi- ately: (1) Connecting Rods (a) All Model "A" connecting rods which are merely in need of rebushing or rebabbitting may be exchanged with Branches at $0.75 net each to dealers and $1.00 net ~ach to cus- tomers. However, it is not contemplated that this will apply to accumulations of connecting rods now in dealers' hands, unless definite as- surance is given that the proper allowance will . be passed on to owners. (b) This exchange is also contingent upon the cap being returned with the rod intact and no allowance whatsoever should be made if the cap is missing. Likewise, no allowance is in order for rods which are bent or damaged to such an extent that they cannot be recondi- , tioned. (2) Brake Shoes (a) Model "A" Brake Shoes which require relining will. be exchanged with dealers at $0.40 net each and with customers at $0.55 net each. Model "AA" Brake Shoes are to be exchanged with dealers at $0.85 net each and with customers at $1.25 net each. E{(change credit is not in order on shoes which are damaged or worn so that they cannot be placed in condition for further use, by relining. (b) Dealers are not to attempt under any circumstances, to reline Model "A" or "AA" Brake Shoes as we do not recommend any lining, other than that which has passed the requirements of our Engineering Department' used on the Model "A" car or "AA" truck. (3) Main Bearing Caps Rear main bearing caps which require re- babbitt~ngmay be exchanged with Branches 'at $0.65 net each, with cus~omers at $0.85 net each. No exchange is contemplated on the o ,.t:. ..-\. ,,\, front and center bearing caps on account of " their low list price. .;,,',', (4) Generator Armatures Dealers will receive an exchange allowance of $1.00 each for generator armatures which require replacement due to shorts, etc. Dealers will in turn allow customers $0.75 net each for such armatures. This exchange price applies only when the armature segments are-- not damaged or broken so as to preven t rewinding. (5) Brake Drums (a) Model "A"Huband Brake drum assem- blies which require replacement because of scored drums will be exchanged with dealers at $1.50 net each and with customers at $2.00 net each for the front assemblies. The rear drum and hub assemblies may be exchanged at $1.25 net each to dealers and $1.75 net each to customers. Front brake drum and hub assemblies for the Model "AA" truck may be exchanged with dealers at $2.00 net each and with customers at $2.75 net each. Rear hub and drum assemblies for the truck may be exchanged at $3.75 net each to dealers ,and $4.75 net each to customers. o KEEP SERVICE TOOLS IN GOOD CONDITION Satisfactory repair work cannot be turned out if keen edge tools, precision gauges, etc., are carelessly handled or thrown into tool boxes with hammers, chisels, etc. Every tool should have a particular place and mechanics should be required upon com- pletion of a job to thoroughly clean the tools and return them to their appointed places. This not only saves time when the tools are again required, but it insures proper care being taken of them. It also increases the life of the tools and cuts down overhead. .0, >.::::;t;,. . .4 ...~ > ' ~' or.: p;a~""'--- --- --<_....-'.~-~ ~.'"~ _N~ --.. . I . " ,- '.~>,-" "-' PAGE 318 ... ..:--~'J'- -~-";4:~::_~~:,,":~~-;"-'u..;';;;__ .~ . .......... .... Ir'__"_ .~ .:-:- f 0 r'-_ · F.c.J).rtiflr~} . FORD SERVICE Bu LLETni I' NEW STEER:I-NG', G.EA:R ~ ';' , ",:"" HOUSING COVER ADJUSTING STUD NUT ECCENTRIC ADJUSTING SLEEVE LOCK SLEEVE ') ~"""~ HUB ECCENTRIC RIVET STUD J Fig. 637 A percentage of Model "A" cars are now LITTLE ATTENTION REQUIRED equipI?ed with a new design steering gear FROM, A REPAIR STANDPOINT (see FI)S. 637). Th~ new steering gear is an exc~ptIonally effiCient design. It responds Owi,ng to efficient design and sturdy con- easily to movements of the wheel under the structl.on, the. Model "A" steering gear assem- hands. of the drive:, is especially geared for bly With ord1l1ar~ ca~e will last indefinitely handlIng balloon tires, and due to its effi- and should reqUire lIttle attention from a cient ~onstruction makes for unusually easy repair standpoint. In time of course it will operatIOn without possibility of the wheel require adjustments to compensate for ~atural being jerked from the driver's hands by ruts wear. or bumps in the road. The thrust on the worm is taken up by two roller thrust bearings, placed at each end of the worm. This insures proper alignment and prevents any binding of the steering worm shaft. , The new gear is known as the hour glass ~orm and two tooth sector type. The worm IS so ~ut that the sector teeth have no play or las~ ~n, the centt:;r (the straight ahead driving positIOn) but With gradually increasing lash tmyard ends. This provides against binding at extremes after adjustment for normal wear. ' , T~e ste~rin~ column is clamped to the bearing adJust1l1g sleeve, which permits re- servicing in part and gives ample strength and proper alignment. ADJUSTMENTS When making adj~tme~ts, the front\~rheels ~f the. car should be jacked up and the drag link disconnected from steering arm in order to effect a satisfactory adjustment. There are three adjustments which can be made with the steering gear assembled in the car, namely: End play in worm sector' end play in. steering shaft; proper mesh of sector teeth 111 worm. When it is necessary to make anyone of these adjustments the oth.er two adjustments should also be che~ked. Adjustments 5hould always be checked in the following order: ADJUSTMENT OF END PLAY IN,$~ WORM SECTOR . First see tha~ housing cover nuts (seeFig.G38) are securely tightened. Next turn steering ~ I () f I I j . , ".--.-.". ,..... .....-.~....._.. l .4.Al~~_ --. :'} h R D!:- ..s-ifR vi c:a B U L LET I N f 0,. Fe b r u a r y 'PAGB 319 . - ._._.~. ... -- ~ ~... c. .:"cf;~ ~ ~. ~' -Fig. 638 wheel to either extreme, then back one- eighth of a turn. Gripping steering arm at hub (see Fig. 639), the shaft should move freely 10 Fig. 639 when turned back and forth, without a particle of end play. Adjust as required by means of sector thrust screw at side of hous- ing next to motor (see Fig. 640). A special offset screw driver is required for this purpose. (K. R. Wilson can supply this tool.) After c' Fig. 640 \ , making adjustment, be sure tc tighten lock nut (see Fig. 637), then reinspect for end play and freedom, ' ADJUSTMENT FOR END PLAY IN STEERING SHAFT To adjust for end play in steering shaft or between worm and roller bearing thrusts, turn steering wheel to either end stop, then back up one-eighth of a turn, or to a point where there is lash of steering arm. This Fig. 641 leaves the steering shaft bearings free of side thrust. Next loosen housing clamp bolt (see "A," Fig. 641), and lock nut "B," on worm adjusting screw "C." Turn down adjust- ment screw tightly with a six-inch wrench, Fig. 642 then back off one-sixth of a turn. Next tighten locknut and housing clamp bolt ~ecurely. Turn steering wheel from extreme to extreme pos- itions and test for stiffness. ADJUSTMENT FOR PROPER MESH OF SECTOR TEETH IN WORM Turn steering wheel to the mid-position ,-~ , , ~ PA G E 320 FORD SERVICE of its complete travel or turning (Drag link previously disconnected.) steering arm to determine amoun t limits. Shake of lost Fig. 643 motion (see Fig. 642). Next loosen the three housing cover stud nuts (Fig. 638) exactly one-quarter turn, then loosen housing cover adjusting stud nut (see liB," Fig. 643) one-half turn. Turn the eccentric adjusting sleeve "A," clockwise, very gradually, checking at each movement the amount of lost motion still existing at the steering arm. Adjust only sufficien tly tigh t to eliminate all lash of steering arm (no more), being sure to finish movement of eccentric adjustment sleeve "A" in clockwise direction. Turn steering' wheel throughout full travel to test for free opera- tion. If too tight, turn eccentric adjusting sleeve "A" counter-clockwise to free and re- adjust, as above, more carefully. Next se- curely tighten housing cover adj usting stud nut (see "B," Fig. 643) and follow by tighten- ing housing cover nuts (see Fig. 638). It is im- portant that the adjusting stud nut be tight- ened before tightening housing cover nuts. CENTRALIZA TrON OF TOOTH CONTACT The foregoing adjustments will suffice 111 (,r TOP OF WORM .J .,\ COVER TOO FAR..DOWN ARC OF' ECCENTRIC ARC OF ECCENTRIC RIVET RANGE. . RIVET RANGE--.If _~YRN ANTI-CLOCKwrSE TO CORRECT TURN CLOCKWISE TO CORRECT A B . .-..-..:;:;::;,'~--=-::~. - :..~'~- --:---111 B U L L B TIN for, Fe 6.1 /I..!/)~z: __ ~_______._'] . II ',' ("." II I practIca y every 111s1at!oce,:.;.... X,i)!:," "n:, y, I however, even after all three of .:}reg." H~jlt5l- ments have been.careflllly;nade and-checked, there may still be all tfneqlla~ 3m:w',t ..f'lash between sector teeth and worm ,:.t,!:;spbint.s equi-distant from central posith..:ll"of wOllm;. To compensate for any 1111(..~."}; ":,.. ih dh~1', an eccentric rivet adjustment-is l>A.rv:ded (see "M," Fig. 644). By means of this adjustment, the sector shaft can be shifted to either side of the worm centerline. To make this adjust- ment, however, it is necessary to remove the steering gear assembly from the car. The worm has a left-hand thread, conse- quently, turning the steering sh8ft to the right, moves the sector teeth to tbe lower end of the worm (see "B," Fig. 644).:rurning the steering shaft to the left mu'lcs' the sector teeth to the upper end of the worm (see "A," Fig. 644). In making this adjustment, the check must start with the sector shaft teeth meshed at the center of the worm (see "0", Fig. 644). To test for the center of the sector shaft being on the center line of the wor'm, turn ste'ering shaft to the left as far as possible against stop, then turn to the right one and one-half turns. From this poin t, turn the shaft by shortest movemen t until the wheel keyway (see "A," Fig. 647) lines up with the adjusting screw "B." Next turn the steering shaft one-half revo- lution to the right (using the keyway as a marker), and shake the steering ami to note the amount of play or lash at this point. Then turn the shaft back to the left one complete revolution, or in other words, one- half revolution to the left of center, and shak'e steering arm to see if there is any difference in the amoun t of lash in the arm as compared with other location. See Fig. 642. If there is less lash when steering shaft is turned to the left, slightly move eccentric rivet "M" in a clockwise direction (see "B," Fig. 644). If the lash is less when the shaft is turned .." J -l ] c o o Fig. 644 DI _..' - -.-..._. ._.. '.._". ....a ~ 'Jif r~~'- -- ':::--::.:: 0" ,.::~..\-: ~') "E R V ICE ~B-u L LET I N 1 _,,__.___,_--=.l...:....,_.~- tfl':the;'lnvht,_'onl'-lwF rwn than it was when 11 I\' ';;)m{,l!' w.as turned: to the left, move the eCCt,n tri,' 6,,'et a smilH .a:nount in an an ti- ,:]cckw15tHhrection (sel,~. ii_1,,:~, Fig. (44). V, ~t"':''i Ire amount of lash of the steering ,["m is efju:'rwhen the steering shaft is turned tJ',;;..l ':v.!~f)j1t\dlJ!,)ft one-half turn from central posi tioil j' tfliyust. ior proper mesh of sector teeth in worm as described under heading "Adjustment for Proper Mesh of Sector Teeth in Worm." After making final adjustment, securely tigh ten cover adjusting stud nut, 'then follow by tightening housing cover nuts. It is impor- tant that the' adjusting cover stud nut be tigh teneri I~:-:- t. STEERING GEAR OVERHAUL (' I i .... - - The simpliciry bf the new design steering gear permits easy dismantling and the re- placement of any parts. To overhaul the new gear proceed as follows: D~SASSEMBLING Remove steering assembly from car. Drain out lubricant. Place steering gear assembly in vise. Loosen steering column clamp bolt nut and wi.thdraw steering column from adjusting sleeve. (See Fig. 645.) 'C Fig. 645 Remove cover nuts and eccentric sleeve locknut and lift off cover and cork oil seal and withdraw sector shaft (see Fig. (47). Back off worm adjusting screw all but two threads, loosen housing clamp bolt, then in- sert a wedge in housing clamp slot "B," and withdraw shaft assembly, as shown in Fig. 545. Take lower bearing out of housing if it did not come out with worm. c INSPECTION The parts should now be washed in kero- sene and each part carefully examined for wear. The bushings in the housing should also be inspected. New gaskets will usually prove more satisfactory when reassembling, although an old gasket, if in good condition, will render satisfactory service. Inspect each gasket before installing; see that the surface ,/ ) I , for February PAGE 321 against which it fi ts is clean and in good condition. Before assembling, thoroughly lubricate all moving parts. Draw all bolts, nuts and cap screws down tightly, making sure to replace lock washers and cotter pins as required. Fig. 646 ASSEMBLING First grease worm, cones and bearings, then insert steering shaft assembly into housing, as shown in Fig. 646. Be sure lower bearing is in proper position and that worm adjusting screw seat "C" lines up with adjusting screw "A." Next make steering shaft adjustment as described under heading "Adjustment for End Play in Steering Shaft." After making adjustment, turn steering shaft until keyway in shaft (see "A," Fig. (47) lines up with worm adjusting screw "B," The cover bushings, sector shaft and thrust washer should now be thoroughly lubricated, After lubricating these parts, replace cork gasket, see "A," Fig. 648. Slip thrust washer liB," Fig. 648, over end of sector shaft, making sure that neck of washer points toward housing cover as shown and the slot in the eccentric adjusting sleeve (see,IIC," Fig. (47) points towards worm). Next slip housing cover over ends of studs and just start the cover nuts, making sure Fig. 647 , / ,. ( PAGE 322 FORD SERVICE Fig. 648 that the lock sleeve (see Fig. 637) is in place. Before tightening cover nuts, back off sector adjusting screw two or three turns (see Fig. 649). After backing off adjusting screw, tighten cover nuts. Next temporarily place steering arm on sector shaft, as shown in Fig. 639, and adjust for end play in worm sector, as described under heading "Adjustment of End Play in Worm Sector." After adjusting sector shaft for end play, adjust for proper mesh of sector teeth in worm, as previously described. The steering column can now be installed. When installing the column, be sure that the center between control rods lines up with worm adjusting screw. This insures correct location of spark and throttle rods. .-= The assemblv can now be installed in car. Be sure the steering gear is filled with gear lubricant..~'4The new design assembly requires approximately 4~ ounces of lubricant. A fluid lubricant of the consistency of 6CO-W should be used. Do not use cup grease. NEW..,TWOLITE '.' HEADLAMPS The A-13004-A and A-13005-A Ford head- lamps formerly used on the Model "A" have been superseded by the new design Ford -- -, B U L L R TI,.J ,.' .f 0': : Fe b ru a r.i.~_. _ _____"" Twolite headlamps which ar~. sUIJlJliecl in two types-a two bulb typc+'A';Y3005-C for cars without cowl lamps and a single bulb type A-13005-D for cars with cowl lamps. These lamps are nickel plated. Black enamel head- lamps listed under part Nos. A-13004-C and 0 are furnished for trucks and commercial jobs. The new Twolite headlamps have created an entirely new standard of lighting efficiency. Their design and workmanship is unexcelled by any headlamp regardless of pric;~. The new lamps are supplied with 6-S-volt double filament double contact gas filled bulbs. Both of the filaments are 21 candle power. The lower filament provides a beam which . gives exceptionally brilliant road illumination for high speed driving, The upper filament provides a downward tilting beam which illum- inates the entire road surface close to the car. These filaments provide the maximum in lighting efficiency for both city and country driving, The A-13005-C two bulb headlamp has a separate 2 candle power bulb mounted in the upper part of the reflector for parking purposes. In addition to the standard 21 candle power Twolite bulbs we are also releasing through service (in those States in which the law per- mits) a 32-21 candle power bulb A-13007-D. This bulb gives a driving light of greater beam intensity than the standard bulb, r) ~ o OLD STYLE HEADLAMPS CANNOT BE CONVERTED INTO THE NEW TYPE Due to the difference in the spacing of the filament in the bulbs, the old design A-13004, and 5-AR and BR headlamps cannot be converted into the new Twolite type by in- stalling new lens and bulbs. The new headlamp bulbs have the filaments equally spaced above Right Head/amp Properly Foell.~ed and Aligned Fig. 650 , I Ol ~ ~ ~ - ~~,- -...-..-- .'t-;I.O&..~.__ . . FORDSERVICE",B'ULLETIN for February PAGE 323 c /' - Fig. 651 Both Head/amps Properly Focllsed and A/igned and below the central axis of the bulb while on the old style "H" headlamps the major filament was located directly on the central axis of the bulb. If an owner desires to replace old style head- lamps with the new design, it will, in addition to replacing the lamps, be necessary to replace the head lamp wiring and switch. Figs. 653 and 654 show the new wiring diagram. c, INSTRUCTIONS FOR FOCUSING AND ALIGNING Ford Twolite Headlamps with A-13060-B Ford Twolite Headlamp lens and A-13007-C, 21-21 c. p. and A-13466, 2 c. p, bulbs must be properly focused and aligned. The lamps are correctly adjusted at the factory when they are assembled to the car. Where"replacements are required it will of course be necessary for dealers to make adjustments for the owner. This is done as follows: Align and focus headlamps with empty car standing on a level surface in front of a white wall or screen 25 feet from the front of the head- lamps, This wall must be in semi-darkness or sufficiently shielded from direct light so that thel~ht spo~ upon it ';, from the headlamps can be clearly seen, and must be marked off with black lines as shown in cuts, \ (:) -- w Focus I-It is important that lens be install~d in door with the word "top" at top of door and with all lettering reading properly from front. 2- Turn on upper beam. 3-Focus by means of screw at back of lamps, first one lamp and then the other, ad- justing the bulb filament at the focal center of the reflector to obtain an elongated elliptical spot of light on the wall, with its long axis horizontal (see Fig, 650). In focusing, adjust the bulb to obtain as good contrast and as well- defined cut-off across the top of the spot of .light as possible, \\-ith lamps thus focused for the upper beam the lower beam will be in satisfactory posi tion. No adjustment is necessary for the small bulb for parking light. Alignment I-Headlamps are aligned by moving lamps after nut at bottom of bracket has been slightly loosened. 2- The tops of the bright spots on the 25- foot wall are to be set at a line 37 inches above level of surface on which car stands. (See Fig. 652.) With tops of bright spots thus set for empty car, the headlamps comply, under all conditions of loading, with the requirements of the various states. 3- The beam of light from each headlamp is to extend straight forward; that is, the centers of the elliptical spots of light must be 30 inches apart. Proper alignment of, headlamps is readily checked by means of a horizontal line on the ~ ;,:.;. Shop T,ayollt for Focusing and Aligning New Design Headlamps Fig, 652 .'- ~ "~:J"~~~ ~- ;.. .~~ . ~ --:a , ..;<t-' ... -, , I, PAGE 324 FORD <:lSJiRVICE BULLETIN for Februar-'Y INSTRUMENT PANEL LAMP c RUBBER COVERED WIIL~ ENCLOSEDIN ARMOR AND CONDUIT SPARKPLUGS WINDSHIELD WIPER HEAD. LAMPS TERMINAL BOX Black with blue tracer BATTERY III;~ LIGHTING SWITC,H $TOPLIGHT SWITCH Blue with yellow tracer Black with green tracer Black with red tracer Yellow Black V{ith ye~lo~ tracer GTeen G~e_c:n STOP AND TAIL LIGHTS <. '<!' Blue with yellow tracer Model "A" Wiring Diagram-Cars rwl equipped wiUt Cowl Li!Jhfs Fig. 653 wall in front of the car, 37 inches above the level surface on which car stands, and two vertical lines 30 inches apart, each 'one' 15 inches from center line of car. Proper align- ment of car relative to marks on the wall may be readily provided by use of wheel guide blocks for 'one side of the car, as shown in cut. If it is impossible to tie up the floor space re- quired by these blocks, marks painted on the floor may be used to show where one set of wheels should track and where the car should be stopped. o~ COWL LAMP RUBBER COVERED WIRE ENC"-O~ED IN ARMOR AND CONDUIT "SPARK PLUGS/, IGNITION SWITCH WI/:lDSHIELD WIPER H1bh len5lC\~ DISTRIBU fOR HT(,3kl"f Yellow Yellow With black tracer ,. HEADLAMPS Black with blue tracer Black with yellow tracer ~ATTERY / ~ Ilh' +L1GHTlNG '<-STARTlNG - '1'1+ SWITCH MOTOR Black CONNECTOR STOPLIGHT SWITCH Black Green STOP AND TAIL LIGHTS HORN BUTTON Yellow 8lack With red traceI' Black with green tracer o Model "11" Wiring Diagram-Cars equipped WiUI Cowl Lights Fig. 654 .- ~ "":";T-t-,A'-{ J r ...".~~. " ~ PAGE 310 FOR D S E R V ICE B IX L LET IN" 0' r ] a flU a'r:v. Service Informatil)n \ Fig. 625 TRUCK FRONT CROSS MEMBER Due to the difference in design of the front cross member in trucks built between August 15 and November 1, 1928, the new engine front support assembly A-6029 cannot be in-, stalled in trucks built during that period. The new support can be installed in all trucks which have a flat pocket in the center of the front cross member as shown in Fig. 625. The support cannot be installed in trucks in which the front cross member forms a radius , at the center, see <lA," Fig. 625. The location of several of the front cross member holes in the truck frame side members have been changed. This2makes it necessary, when installing a front cross member in trucks, built prior to November 1st, 1928, to install cross member AA5020AR, in order to insure that the holes in the cross member line up accurately with holes in the frame side members, I t will of course be necessary to install the new engine front support assembly when replacing an old cross member with an AA5020AR. In cases of this kind the customer must not be charged for the front support. NEW COLO'R COMBINATIONS ON BODIES :... Phaetons and Roadsters Bonnie Gray Lower with Chelsea Blue Mouldings and Straw Color Stripe. Rose Beige Lower with Seal Brown Mouldings and Orange Stripe. ' Balsam Green Lower with Valley Green Mouldings and Cream Color Stripe. Andalusite Blue Lower with Black Mould- ings and French Gray Stripe. Coupes Bonnie Gray Lower with Chelsea Blue Moulding and Reveals and Straw Stripe. Vagabond Green Lower with Rockmoss Green Moulding and Reveals and Straw 'Stripe: ' Rose Beige Lower with Seal Brown Moulding and Reveals and Orange Stripe. Andalusite Blue Lower with Black Mould- ing and Upper with Niagara Blue Light Reveals and French Gray Stripe.. Tudors Bonnie l~ray Lm,rer with Chelsea Blue Moulding, Reveab and Upper Back w:,h Straw Stripe, Vagabond Green, Lower with RC".:l:nil.";::; Green Moulcli~lg', Reveals and ,_, pper BackwithStrawStrip<:. r Rose. Beige Lowe:" '."lith Sc~;1 Brcwn . Moulding-, P, "ud Upp.~r b,.:k with 0~a' - '.r' .~c.; uj""~r'with Bu.,c:': Mould- . ,', ",g anU. upper Bacj~, niagti;a Bll'<:: Light Reveals with French r;ray ~~trilj.; Fordors Bonnie Gray Lower with Chelsea Blue Belt and Upper body with Bonnie Gray Reveals and Straw Stripe. Vap-' bond Green Lower with Rockmoss Gr "TJeit and Upp'er Dh'.cly with Vaga- b"L., Gre~n 'Reveals aod~Straw Stripe. Bramble Brown Lower with Thorne Brown Belt and Upper Body with Bramble Brown Reveals and Neenah Cream Stripe. Rose Beige Lower with Seal Brown Belt and Upper Body with Rose Beige Reveals and Orange Stripe. Andalusite Blue Lower with Andalusite Blue Belt and Upper Body with Niagara Blue Light Reveals and French Gray Stripe. , ' , Town Car Madras Carbuncle Lower with' Black Belt and Madras Carbuncle Upper Body with Casino Red Stripe. ' Brewster Green Lower with Black ,Belt and Brewster Green Upper Body, with Serpent Green Stripe. , Thorne Brown Lower with Black Belt and Thorne Brown Upper Body and Orange Stripe. Black Lower with . Black Belt and Upper Body with Gold Stripe. Station Wagon Natural Wood Body with Manilla Brown Hood, Cowl and Coupe Pillar. Taxicab Balsam Green Lower with Black Belt and Medium Cream Reveals and Upper Back with Cream Stripe on Belt and Balsam Green Stripe on Reveals. Duchess Blue Lower with Black Belt' and Medium Cream Reveals and Upper Back with Cream Stripe on Belt and Duchess Blue Stripe on Reveals. Commercial Bodies Solid Rockmoss Green with French Gray Stripe and Commercial Gray Spar" Var- nish to be used on wood parts. i 1 t I I , I ! ~ 1'0 l I I I 'Jr 1 ~,: Ii -' I, J\'J , . ." '--~ .....FoRD S'ERVICE r:, Jo..J CHANGE IN TRANSMISSION CASE -' ~.: A' I} \'.,'1 ' , . ; , Fig. 626 ~jl'O( G ','" 'l ,Ach~ nge has be~nma.de in the transmission case 'which eliminates the two A-7119 trans- mis~io:n, countershaft gear thrust washers in the ptesent design case. This has been accomplished by increasing the thickness of the countershaft gear bosses to correspolid with the thickness of the A-7119 washer' "~moved. (See "A," Fig. 626.) T\ 1.[ design case can be readily dis- tinguish~d from the old one by checking the distancebetw~n the bosses. An easy way to do this is to place a countershaft between the two"bosses in the case and, note the clearance between" eIids of shaft and bosses. If it is the new design, case there will be only a few thousattdths clearance between ends of shaft and bosses' and the A-7119 washers will not be -used. If it is an old design case there will be more than % inch clearance and it will, of course, be necessary to use the washers when installing countershaft gear assembly. SHIM AA.4521 G\ To insure ample housing clearance for the truck universal joint knuckle a new shim AA-4521 has been released. This shim must be installed whenever the distance between the center of the universal joint knuckle ring and the rear face of the coupling shaft housing exceeds g inch (see Fig. 627). Occasionally it may be necessary to install two shims at this point in order to secure this g inch dimension. Unless this dimension 'is carefully checked ,,~~... ~;'i"; I BVLLETIN for ] anuary PAGE 311 '" UNLESS THIS~'DIM.IS OBTAINED THERE IS A POSSIBILITY OF THE KNUCKLE STRI KING THE HOUSING HERE. ,.' <~.)I ,(' ".<.J~" ;' '\ '""'f.,....~'~",., " ..."'t- -~:~.> ....",....... , ).- - J"'--" .....,. .\:- ,.- - .' Fig. 627 there is a possibility of the universal joint knuckle striking the housing (see Fig. 627) and causing a knock. CORRECTION Due to a typographical error it was stated on page 302 in the December Bulletin that the Front, Shock Absorber adjustment for cold weather was made by screwing the needle valve in until it seats, then backing the valve off % of a turn. This should have read % of a turn. From letters received it is evident that some owners believe that the screen in the gasoline tank is intended as a strainer. As a matter of fact this screen is placed in the tank solely as a fire preventative: The camshaft has been redesigned-the new shaft is of the three bearing design and re- places the five bearing shaft formerly used. The new shaft can be used in both old and new cars. Under no circumstances should any of the devices advertised as anti-~himmy stops be installed on the Model "A." The construction of the Model "A" front end is exceptionally efficient, and there is absolutely no occasion for the installation of any type of anti-shimmy device. , <.l~<":;'~ii ';'-' ~v PAGE 312 FORD SERVICE BULLETIN for January Old Design New Design r- Fig. 628 CHANGE IN IDLER SHAFT To simplify and secure more positive lubri- cation of the reverse idler gear, the gear and idler shaft have been redesigned as follows: The oil scoop has been removed from the idler shaft and a 136 inch hole has been drilled through the gear and bushing, the oil flowing directly through this hole onto the shaft. As the A-7138-B idler shaft has been obsolete.d it will be necessary, when replacements are required, to use an A-7140 shaft. When the shaft is re- placed it will also be necessary to replace the reverse idler gear A-7141 with a gear which has the drilled oil hole. However, it will not be necessary to install a new shaft should the idler gear only require replacing as the re- designed gear can be used on the old shaft. NEW SPRING CLIP To prevent any possibility of the truck front spring rubbing against the flanges of the front cross member, the width of the channel has been increased from 1 U inches to 1 Y8 inches. This change obsoleted A"A-5455-AR front spring clip. The old style clip has been super- seded by AA-5455-B clip which can be used with either the old or new design front cross member. When furnishing a new spring clip (AA-5455-B) for use with a truck having an old style front cross member, it will be neces- sary'to Ifurnish a new style front spring clip bar (AA-5458) as the old style bar cannot be used with the new style clip. NEW MANIFOLD GASKET Fig. 629 shows the new design one piece in- take and exhaust manifold gasket A-9448. 00000 A-9448INTAKE & EXHAUST MANIFOLD GASKET Fig. 629 The new gasket obsoletes the old style mani- fold gaskets and glands as nt, gL':..n1~ are llsed with the new design, the gaskctheing held in place when assembling manifoi(Fby means of the studs on the side of t:lp.'bleock. This change will elin1inate the c(iuflterl)Ore for the glands in both the m<.pifold" aqd cylinder block. The new ga<;ket can b,~ lsed on bot~ 1rJ a:ld new jobs. . , , .~ "" SOLlr SI{IR'Jl; PISTOl JS A percentage of Model "A" cars are now being equipped with solid skirt pistons. These pistons are a' trifle lighter than the slotted skirt design and consequently should not be used interchangeably. The piston heads in the solid skirt pistons are fitted with a 'non-expanding steel insert anchored tothe center of the piston head. This steel insert projects through the second ring groove and bears against the piston ring which in turn rides against the ~yl.inder wall. The insert and ring are snugly fitted to the cylinder and hold the piston in a centralized position. The skirt of the piston is machined to an oval cone with its largest diameter across the piston pin and in line with the connecting rod wall thrust. With the piston cold the lower end of the skirt fits snugly across the pin with ample clear- ance in front and rear. ' This gives the piston approximately zero clearance in line with the connecting rod thrust and ample clearance in the cylinder at the 'front and rear of piston to allow for necessary expansion. ~- - ... '\ -" ..., I I I I , ~1 ' I 'I I I 0 1 ..; i{) ~- .. -j "~"'~~"'t.:r. Y, FORD SERVICE BULLETIN for January PAGE 313 c INSTALLING Before assembling the connecting rods to the pistons, each rod must be accurately aligned on the connecting md aligning jig. Due to the design of the solid skirt piston, it is unnecessary to check the assembly for alignment after the piston is assembled to the connecting rod. Feelers are not used when fitting the solid skirt pistons in the cylinders. The pistons, however, must be a snug fit at both top and bottom across the cylinder. _ . c Fig. 630 i r-: I \'C) " Nole that insert in head of piston projects through center ring groove and bears against piston ring. Also that skirt of piston is machined to an oval cone with the large diameter across piston pin and in line with connecting rod wall thrust This vieUJ shows opposile taper on piston. Note that the reverse taper gives maximum clearance at bottom of skirt. This feature permits full free expansion of the piston rr ;'Y~.~W-1k'_.' " . -~ ] a':)'..':!L- - - ~ _:] I 13E, i PAGE 314 FORD ......~. -:-.- S B'R-V'IeE~,--'B U L LET I N for CONNECTING RODS MUST ACCURA1~E'L Y ALIG~;rEr) The importance of accurately aligning con- necting rods cannot be over-emphasized. Rods that are distorted or bent even to a slight extent will cause a knock or piston slap, and excessive wear on piston and rings. Before installing a rod always check it: f?r. alignment. Many pistons are replaced" un'- necessarily, due to out of line rods. There are three possible misalignments in a connecting rod: (a) Twist in the rod. (b) Piston pin boss not parallel with lower bearing. (c) Piston pin boss not central with lower bearing. Checking the rod for twist Fig. 631 TWISTED ROD To check the rod for twist, insert a piston pin through the piston pin boss in the rod and assemble the rod. on a connecting rod aligning fixture. Place the "V" block (furnished with the fixture) over the pin so that the two aligning pins which are parallel to each other on the "V" block rest against the ground face of the fixture. (See Fig. 631.) If there is '..t Straightening connecting rqd with ,bendin!} iron. When straightening place behding' iron ut lOp or bottom uf beam-not in' center Fig. 632 any gap between either one of the pins and the ground face of the fixture, the rod is twisted and it should be straightened. A bending bar is used for this purpose. (See Fig. 632.) Checking pin boss for being parallel with lower bearing Fig. 633 0' 'I.": III -I' ---1 I . ; I o J . 1/ I o ,- rr' I; j -0 \: I ,j ~ -, I It t' '1 ~ y o " IQ} FOR.D SERVICE "!l" ' ~ . . .I.. 1 ' I I il fl ';','~';~" " ".. '1;4<." . (. ~~.~:~ ~~"~J uPISTON PIN BOSS MUST BE ,,",' , P ARA't1-EL WITH LOWER BEARING The piston pin boss in the upper end of the rod must be parallel with the bearing at the lower end. To check this, insert a piston pin th'roughpin boss in rod and assemble rod on fixture. Piace the "V" block over the pin so that the two :aligning pins which are vertical to each other rest against the ground face of the fixture, see Fig. 633. If there is any gap between the end of either one of the pins and the ground face of the fixture, the piston pin bo~s,~is>not~lparallel with the lower bearing. Thjs'c'an be'corrected by slightly bending the r6d~' with the bending iron until both pins -I""'- __. rest squarely against the fixture. PIN BOSS MUST ALSO BE CENTRAL WITH LOWER BEARING To determine whether or not the piston pin boss on the rod is central with the lower bearing, assemble the rod on the fixture as shown in Fig. 634 and measure the gap between ert<::l;of boss and ground face on the fixture. Fe'elers are used for this purpose. (See Fig. 634,) Arter checking the measurement on one side, remove connecting rod, reverse, and check the opposite side. The rod should be aligned until both sides of the boss just touch the -.;.r,". '-i~~{'~.~..f rP" l I I It. . ~-~ ,-.>- BUL"L'E'Tl'N for January PAGE 315 1 ... ~:~) :~.~~ . groupd face on the fixture. (A bending bar is''used' for this purpose, see Fig. 632.) ,A final alignment check should now be made on all three operations and any neces- sary corrections made, until rod checks accu- rately on the fixture at all three points. NEW, CONNECTING ROD BEARINGS MUST BE REAMED As the diameter of the babbitt bearing in a new connecting rod is approximately .003 inch less than the diameter of the crankshaft pin bearing, it 'is necessary to first ream the rod bearings to size before installing a new rod. This is done by securely gripping the square end of a connecting rod bearing reamer in a vise and revolving the rod on the reamer as shown in Fig. 635. (K. R. Wilson furnishes a reamer for this operation, numbered A-338.) I j Reaming bearing Fig. 635 RETARD SPARK LEVER WHEN STARTING Owners should be instructed to be sure to retard the spark lever when starting the engine. Broken or bent starting motor ar- mature shafts can invariably be traced to failure to retard the spark lever when starting engme. I. I r 4 ~ .. PAGE 316 FORD SERVICE BULLETIN for January .,' .... ..' ..~ V _l" FORD SPRING CO\TER8 I - i I i I I Following out the Ford policy of recommending only accessories that have been' thoroughly tried and tested, the new Ford Spring Cover was offered to Ford Dealers. This cover incorporates some unique features not found in other Covers. For example, an oversized felt pad fastened in the Cover. This pad contains a special lubricant put in under the tremendous pressure of 800 lbs, to the square inch at a high degree of temperature. The lubricant will not flow under 320 degrees and will not change its viscosity or stiffen at a temper. ature above 10 degrees below zero. It contains graphite but absolutely no moisture. Sufficient lubricant is in the pad to last for years. The Ford Cover lubricates the end of the spring leaves-the proven correct method of spring lubri- cation. A spring constantly soaked in oil or grease loses interleaf friction and the spring itself soon fatigues. The Model "A" has a highly efficient spring sus' pension and is well balanced throughout. Riding comfort depends largely on car balance and spring resiliency properly controlled. To keep spring action normal as it is when the car is new, springs should be kept clean and the spring tips lubricated. The easiest way to accomplish this is to use the Ford Spring Cover. It will be noticed that there is no placeto add oil or grease to the Ford Cover. No addition of lubricant is necessary at any time. By the use of Ford Covers you control the kind of spring lubricant used and, therefore, in great measure the ride. The lubricant in the Ford Spring Cover is a rust preventative. Springs protected by Ford Spring Covers will not squeak nor require attention. They keep out all water and dirt. Extra easy to put on and they stay put. The three fasteners amply secure the cover and are locked in place. This installation takes but a few minutes. Ordinary lubricant will soon run out of a spring. First you have too much and soon too little. The Ford Cover lubricating pad regulates the amount of I-Steel Band, 5-'-Slot for head of Spring clip bolt, 2- Tongue. 3-Felt Pad impregnated with lubri. cant. 4-Felt Pad sealing lower end of Cover. 6-Steel Eye through which Band is inserted. 7-Cover Ma terial.Cellose. I mi ta tion leather. Fig. 636 lubricant ,supplied to the spring and feeds that supply constantly, The material in Ford Spring Covers is the very best grade. They are made to standard and a set will last for years. Show Ford Spring Covers to your owners and prospective owners. If properly presented, you can sell 50% or more of them. Kenmore Motors of Kenmore, N. Y., have sold Spring Covers with 90% of all Model "A" cars delivered and are en. thusiastic with results and profits as well as reports from customers. Thereisa nice profit for you in these Covers and they not only dress up the car springs but give your customers more satisfaction. REMEMBER THAT DRY, DIRTY AND STIFF SPRINGS NOT ONLY DESTROY THE RIDING QUALITIES OF A CAR BUT ARE A PROLIFIC SOURCE OF SQUEAKS AND NOISE. Front Spring Assembly Complete with Ford Spring Covers Fig. 637 . 'I: .'.. III o ::i!;i:~~~I I - '"~;'I'r ; I PIt':: " , " 'I I' f ,[ ,: }" ~:~~: r II' " .1' "1..., I, ",".1 ' I'~( . ' . 1~''-' . ,," . ," !"t r." '; " ~ ~ :tl/ - :~tJ". , , ,'.. "..1 ,l,.,~., " ~ ;':'I~',ll ",; h f"1 .' "-"1 I .J, ' t I" 411"'. . '1'0 ' i I >. ' J 'Oil J r~ I 1 I l ~ ,.,-- ;r-r'~fi':''' ~ t \ PAGE .302 FORD SERV,ICi- B-'ULLET1N .. '.... ._~._-".,-,-~ _.L.. - '-1 .- "', . -, - , fo'r'~" D('(' (.'i;:1:,:;;--=-=:-::=----.'-'-1 ; - ",- _:...-::~,=-.::.- .':"=:c.--'.-----. 1 , ! SERVICE INFORMAIJ.ON. .. __ r, , .. .,.__.....__.---1 ... . ..' ___,.. n___._.-. /' ,/ -1 ..-' , '7 ~ ., _ _..__...... r-- .~=-:=:-:..;..-T--..-r:;;..T J=-'.\3~__;~;N~~; tIT'! i .' I I A-?J?!4,~ \/j2~21573CiJNql'OO~I'I'" I ! ~1 I :CR~~, '\ .. '3,5632 ceo:' !.N,'.f: I f.~~',~, . " ._, (I~',IOC:) I~~ ~ ' I ~~..~" :~.. L ~., I N3:h , h,:ZI2",CREIV . : ES:'fAD ~_J ~Z2:m\ ~Ht:R: I . '. '!;/ "jLJ L_..' ".. I " '.. I I"', - \' " ,':;.. I . , t.' -... ." -~ :. , . --~.. ~- .. -~Y''--' ~ ...... In your car inspections we are expeCting you to careful1y check the fol1owing points: Generator Charging Rate:' Should be adjusted to suit individual reo quirements. For average driving d,uringcold weather a charging rate of 10 amperes at 1500 R. P. M. will prove satisfactory.';' ' Shock Absorber Adjustment: Cold weather adjustment for cars equipped with shock absorbers having square end needle valve is'made as fol1ows: ' Rear shock absorbers-Screw needle valve in until it seats, then back valve off ~ to % of a turn. Front shock absorbers-Screw needle valve in until it seats, then back valve off % of a turn. Shock absorbers provided with needle valve pointers-Set rears at 3 to 4, fronts 2 to 3. Check level of glycerine in reservoir. Every 5000 miles the level of the glycerine in the reservoir should be brought up to the fil1er plug opening. Battery: See that the electrolyte'in the battery is at the proper level and al1 connections are clean and tight. Engine Oil: See that the oil pan is filled with the proper grade of winter engine oil (see page 291, October Bul1etin). Radiator: See that hose connections are tight and in sections where freezing weather prevails, that the' radiator is filled with anti-freeze solution. SELL BATTERIES IN THE ORDER THEY ARE RECEIVED FROM THE BRANCH That is sell the batteries you already have in stock before selling batteries you receive in late shipments. Unless this plan is followed, some difficulty may be experienced in securing proper battery adjustments as the guarantee is affected by the age of the battery. , Under no circumstances should the new style battery cover be drawn down too tightly. If the cover is drawn down too tightly it will touch the terminal of the battery cable and cause a short. The battery clamp nuts should be drawn down only sufficiently tight to hold the battery wit~~>ut 'distorting the cover. The truck hub bolts and nuts are now made with right and left threads. The bolts and nuts used on the right hubs have right hand threads; the left hand hubs, left hand threads. ,"i:,'Fig. 608 vVhen calls are rCl::civedil tn. oar-ts ur,!I,er for hub bolt nuts Be surt .u li,,( out wneth i' they are fot:Jeft~,OI: ,rigl;lt.JVjO."l,..l}.lw, .. ," _,. . . :. J .~. .' -, .. .....:- --;:. ;;. , ,PHAETON.' ~iNDhrgAn5T:8r DOOlf'{tJA'l' 1DLE~; The new 'iriside"and ~1:J!'~(tlf.Jd,Ar-iJv"di]eQ whidl',arenow fur 11: 3heda,:;I~;.tal1d:ird',qlii'j\;- ment on open cars can'.be easily, ins'J, died. (1\1 Phaetons'and,Roadster'i not' 80 (l(lltfIJ[.ed;':by procf.eding as follow;;; ,,~,;,'.:' '., . 1.Ren~ove old lock. . ..~f1:~" . 2. Place 'new .lcick in plac;~ fasten~rlg' ~;ith two screws to locate. ".' .' 3. Drill through square hole ih lock dog, using a g -inch diameter drill. DrijJ sqpar:ely through outside panel. . , 1: ' , .. 4. Using a':,-72-inch diameter drill, enlarge hole in out~rr)ilnel, drilling fromoutsi(i-e of door. 5. Inserf-handle'-assembly arid place escut.. cheon plate against door panel; with holes in vertical position dril12 holes f&-inch diameter. 6. Remove handle and escutdieori'. 7. Enlarge the two f&-inch holes_~by redrill- ing to n -inch diameter.; ,..:~ '. 8. Remove lock.... 9. Insert reinforcement A-35634 'and line up with three holes now drilled in outer panel. 10. Insert two clinch on nuts A-21573 through holes in panel and reinforcement and peen over on outside panel. 11. Assemble lock, placing all screws in place, . 12. Place pad A-35630 under escutcheon and insert shank through dog and apply two screws A-20214. "f.. '13. Place/washer A-2f608 on inside of door against cardboard and place handle A-35632 on end of square shank and fasten on With screw A-20212. ' CARBURETOR CHOKE LEVER The carburetor choke lever has been re- designed to permit easy choking when crank- ing the engine by hand. This change consists of adding a hole at the end of the lever (see "A," Fig. 609) so that a wire or piece oi twine can be easily attached for choking. 10 ~ II \, I II \ l 1 !j , Jl I. I II \, " 1 Ii I I L" I , I I'" ,', ;:1 Iii Ii 0 I t il~ ! ~ -.".<, , '" , , Iii ,; _J rr .,;, . ::=:-..-. _r -- --- r,illl~.'~',-,~~~.: ,~- ~~_~~~-:~,~"~:~Hi~.:':~~E,l\ v I,C E., :B ,U L l<]~ 'r I N for ,'I"f'..;,,-..,'! -'( .1..".. r-~: .. .. ,-ri~...,~__U._L......:......_- .. ~ . .,,: :..~.~:::~:=....~ = ::.:= r '-r-.::-~,'---T..,.....,.r. -- ,-' : ':"1'1 ", '~, "; >~~~~~, 'r' ' : ""Y'-J'" ,: ':'1r:1"'fg't}~,:/X'~f"'\.<h'~ : '/-:~,1'..\~~: ':~j':', , / ' '/ ,I" .,' . : "-l(-L'-l ,0 '1 '_ ,w~, 'l'. --=+. /\ . . J.'~-",,: L "FT:': '.' ~ r C,I \ CI. C,' I \ J I ....tnu '\' '. \' a ":'l' . ."" c' .. .' '_ ......." __,.:.1 "J oJ,!! . - t- :.: ' ..." ~S" '.,' ': ~:" tur: l.. !'g.., (WCl:, H) _., TRAI'iSMlSS10N SHAFt AND >PiEh1~W filE1",D:.'I:O <;;LOSER ;;~ ~ :'. LiM,fl;S., ,,'.1 T.dtue, 'll;~~ir'~" :tlie :md hrgh sliding gear and -li~l~ h1i\V<1I1i-I,rei.l3. :~ :o,liding' gear are nowfi..tted ~Q '~:,cC;.1tion;dly,~,ciCJee limits on the, trans- m;ssion'l11ui.', ~,bc...:ft., In addition the patts are sclecti vely assembled. ...This procedUl~, in- sures extrendy accurate fittiqg,:.jH1d it eliminr..tes any j1o)isibility of the gears coming out of mesh. '{he new dimensions of these parts a<;,e aRfollows: 'f .. ' A-7100' :', I'.: ""1) Fig. 610 Transmission main shaft A-7061 (see "0," Fig. 610) changed outside diameter from 1.2465 to 1.2485 Width of splines (see "W," 1.2475 1.249 Fig. 610) changed from .309~ to .308. .3115 .309 Transmission low and reverse sliding gear A-7100 and transmission high and intermedi- ate sliding gear A-7101, the large diameter of the splined hole in these parts has been changed from 1.2490 to 1.2495. 1.2505 1.2505 , December PAGE 303 Due to the close limits to which these parts ar~. held, it will be necessary when installing new; ,shaft and gears to assemble the parts by selective fit. - ..... j,- "'. "..)~STALLATION OF A-11350 SPECIAL REp'LACEMENT BENDIX DRIVE .", ".T'.,,_\ .. 'Oil'Model "A" cars and trucks in production since early October, 1928, the A-11350-C 8/10 pitch bendix drive has been used. For this drive the starting motor armature shaft has a diameter of %-inch. This drive has a special form of ten tooth pinion and we call your attention to the fact that it is not inter- changeable with the standard 8/10 pitch ten tooth pinion T-1883. Complete starting motors, as now used on Model "A" production since October 1st, 1928, can not be assembled on cars and trucks produced prior to October 1st, because of the change in the flywheel. Present starting motors with the 11350-C drive can only be used with the present design of flywheel. Dealers who are reworking armature shafts for installing special bendix driv,e A-11350 must use especial care in performing this im- portant operation. Recently some cases of broken armature shafts have been reported. Investigation in each instance showed that no radius had beeri left at the {~1-inch line (see Fig. 611). The following instructions have been care- fully worked out and must be closely fol- lowed: INSTALLATION INSTRUCTIONS The A-11350-DR bendix drive is a special type for replacing the Abell starter drive used on Model "A" cars and trucks manufactured previous to October, 1928. Its installation requires reoperation of the armature shaft and of the end bearing of the starting motor; for that reason the following instructions should be closely followed. There are two types of Ford Model "A" starting motors on which this 11350-DR drive can be mounted, the first type having a ball bearing in the starting motor end plate and the second a plain bear- ing. Ball bearing equipped starting motors can be easily distinguished from the plain bearing type by noting the ball beadng re- tainer plate which is bolted to the end plate. The reoperation of these two starting motors for installation of the 11350-DR drive is slightly different as' noted on next page. --- f'.'. "."""- .ci~'" .T ---..~--'" ~ PAGE 304 FORD SERVICE BULLETIN' for December ~-'-~ INSTALLATION ON BALL BEARING EQUIPPED STARTING MOTOR 1. Remove armature from starting motor and withdraw bearing from armature shaft- FROM CENTER OF" PILOT HOLE TO EDGE OF SHOULDER [--41- ,2 ~94 ~98 I To "6 RADIUS Fig. 611 bearing can be forced off by dropping the end of the armature shaft on a lead block. 2. Before turning down armature shaft make certain it is not bent-if any such condi- tion is shown when the shaft is indicated on centers, shaft should be straightened before starting reoperation. 3. The file-hard surface of the portion to be turned down cap be ground off, thus making the turning operation much easier.' 4. With the armature mounted in a lathe, turn down the enlarged portion of the shaft to a diameter of .494-.498 or flush with exist- ing diameter at the outer end, and back to a point exactly 4:J..-2 inches from the center of the pilot screw hole in the armature shaft (see Fig. 611). Note l2-inch to l6-inch radius at the shoulder as shown below and described later. Do not try to remove all the metal in one cut, also make the last cut a very light one; this helps to obtain the correct diameter and to keep the surface as smooth as possible. The turned down diameter should merge into the similar existing diameter at the outer end without leaving any shoulder or tool marks of any kind at th'e point where the turning started. '. . , 5. In completing the turning operation care must be exercised not to mar the surface of the shaft back of the 4:J..-2-inch line, inasmuch as this is"the bearing portion of the armature shaft. Leave a radius of between l2 -inch and l\-inch at the 4:J..-2-inch line where the larger diameter merges into the newly turned diameter (see Fig, 611). Do not leave a sharp tool mark at this point and avoid any under- cutting of the shaft because ih;s results ill possible breakage of the shaft at any such weak point. The radius is of st.ecial impor- tance, inasmuch as it strengthens J/u. shaft at the point of the, chm!ge in diameter. 6. After; ~o~~pleting the turning (.njefd~lUn smooth the newly turned diameter bya light touch with a file with the shaft tu'rning in a lathe. 7. Before reassembling armature shaft re- move all chips and dirt which may have wedged in between the armature wires-'-re- assemble the ball bearing lip against the shoulder on the armature shaft and make-sure it is well packed with lubri~'ant. .- 8. In assembling the motor use a new [j;) 11 bearing retainer plate, part No. A-l1 i3~~-R: or bore out the present plate to a qiameter of ] /6-inch so that the stop nut on the'en'd of tht~ bendix drive can pass through t'his retainer plate. (See Fig. 612.) J ~I~ A-11133-R Fig. 612 9. Before assembling the bendix drive on the starting motor, rub a little grease or oil on the armature shaft so as to prevent any rusting between the bendix shaft and the armature shaft. Do not place any lubricant on the screw threads on the shaft. When assembled, the stop nut of the bendix drive should be against the shoulder on the armature shaft at the 4yz-inch line, but in assembling the drive it should not be necessary to compress the spring more than 1\-inch. If you must com- press the spring more than l\-inch to insert the spring screw pilot end into the armature shaft, you will find one of the following condi- tions present: (a) The 4:J..-2-inch dimension on the armature shaft is undersize, (b) the ball bearing end plate has not been replaced or the hole bored larger or, (c) in case the starting . motor is of the plain bearing type, additional metal should probably be removed from the bearing boss (as described later). ,- .. --,11 . I I' I Ii II II, II II' , I 11 I .1 I '\ ~ I (, :) (1 ) fl' =::-:- ~. ilF elll I I C' c- --) 1 I 1 FORD SERVICE BULLETIN for December PAGE 305 I' I ! I I I I I t I L i\ I ST~RTIN(1 ,.,iOiOR SlOe -'- SIDE Fig. 613 ...;; \;Vh~ll the hendix drive has been completely as:'>embled, compress the gear and shaft portion hat kward then release it and make certain tht,; rlrive 'freely resumes its origiI}al position. An armature shaft diameter of over .498-inch 0f a bent :'>haft restricts the free sliding move- Ilient o(thr; gear and shaft portion of the drive on the armature shaft and this results in lailure to mesh and damage to the pinion and flywheel gears. 10. In assembling the bendix drive, make certain that the two lugs on the end of the head portion fit into the slot of the sleeve portion-turn down the head screw until it holds the spring tightly in place and bend up the lip of the lock washer against a flat side of the head of the screw (see Fig. 614). A new Woodruff key, No.5, should be used if the old one is sheared or damaged. In assembly of the head portion, make certain the Wood- ruff key fits into the keyway slot of the head and that the key is not pushed forward into the space between the head and sleeve. With no Woodruff key connection between the -bendix drive-hea"d and the armature shaft the driving torque is transferred to the pilot of the screw which will soon shear under such conditions. INSTALLATION ON PLAIN BEARING STARTING MOTORS Follow the same instructions listed in para- graphs Nos. 2, 3, 4, 5, 6, 7, and 10, omitting No.1, and substitute the following for No.8 paragraph: 8. The face of the plain bearing or boss portion of the starting motor end plate must be cut back a distance of -/i-inch in order to provide the necessary space for the assem- Fig. 614 Showing how the lock washers on the bendix drive spri~g screw should be bent to keep the screw in place. The lip of the lock washer must be bent upward until it presses tightly against a fiat side of the screw head. ~ bly of the replacement drive. It is best to do this operation in a lathe, being careful after completing it to remove any burr which might have been thrown into the bearing itself. Note Fig. 613 showing that the dis- tance between the mounting face of the end plate and the end of the boss must be U -inch after completing the facing operation. In reassembling the starting motor on the engine, remove any shims which may have been used between the starting motor flange and the flange on the flywheel housing. Before installing the starting motor, the flywheel ring gear teeth should be carefully inspected. It is of course difficult to note the meshing or back end of the teeth from the starting motor hole, but with the aid of a mirror this can be accomplished. If the fly- wheel teeth are badly damaged, a new ring gear should be installed. Meshing of the pinion gear takes place at two opposite points on the flywheel ring gear and if the teeth at these points are only slightly burred, the worst of these burrs can probably be removed by using a small file--any filing should be in the same direction as the original chamfer and no chamfer should be filed on the side of the tooth originally left unchamfered. It has been called to our attention that some dealers are attempting to replace the former starter drives on the Model "A" by reoperating the T.1883 type bendix as used on the Ford, Model "T," or in some cases reoperating other type bendix drive~. We have noted the results of this attempted reoperation in several instances and wish to advise that the reopera;tion of any such type bendix for use on the Model "A" car is not only inadvisable but must be discontinued at once. ...."........ .. PAGE 306 FORD SER V'iCE .. ~...._. BULLET I N' fln":D e ceinb e I' ~---~..~....-.. ~........ ~ ~ -~~~ ...,-111 It' 0 I' i I' I) t I;: ,t! t : I il Ii llf 0 II II I I AUTOMATIC WIND~HIELD WIPER INSTALLATION ON. OPEN CARS 1;~:' _ ~;"~~> . i \\_,.~:": Several changes have been made,:iri~ the released for sr:rvice for trucks that arc used in \, electric windshield wiper for open cai~: These work that I1fcessitates the front end of the truck changes slightly alter the installation ,instruc- being tipped at 3.n afJgle of 160 or great/:'!". For tions contained in the May Bulletin,.. "(:"'~" example in large grain elevators where the When insta~lin~ the present elec~>;:o;,:-4.;Yjt grain is emptie1 b~ rais~ng tpe front" end of ~m open cars, It ,,:lll.be necessary~to,."\y, . the t~uck wlth.a,!~'y',.dr~uh,<;:,~<?I,SL.' . Inch hole <;lll the Inside of the WInd~hi~I:;~ilp- The, new p,l;',c,;1S P~~~l~Jt<J,.wlth ~')).all port 331 Inches below the centerhne'(:1?f,~t,~e 'check 'valve. 1{ llJcll" prevelTts a~lY ::POS8Ib,hty windshield wing nut. This 331-inch dimension of oi,l'flowing 'through the rear main bearing must be observed to avoid conflicting with the cap" assemhly 'into the clutch compartment installation of windshield wings. when the engilie' iq tipped at an angle of Hi 0 With the exception of these changes the or greater from the' hori,bntal. windshield wiper instructions contained in the May Bulletin apply to the present wiper. I 'j:L:::::::l:J~ ).. " FROM ISzTOo/64 PARALLEL WITH CYLINDER' THEN ABOUT 7'DEGREE ANGLE r--n------n L________ ____ Fig. '615 - .:. -;. . --........ ~ :j1 BORING BAR CUTTERS MUST BE ACCURATELY GROUND To do a satisfactory job of cylinder reboring it is absolutely essential that the K. R..W. boring bar cutters be properly ground. Figs. 615 and 616 show the correct angle at which to regrind these cutters.' NO LESS THAN 70 _ 12 USE THE TOOL SETTING NICROMETER TO CHECK THE SQUARNESSOfarrTlNG EDGE Fig. 616 CRANKSHAFT REAR BEARING CAP OIL PIPE ASSEMBLY . ' A new crankshaft rear bearing oil pipe assembly A-6328-R,(see Fig. 617) has been . TO INSTALL~~, ) ( 'J' 'Tak~" oft rear main pfja'tiiig dtp: Cat weld and remove standard 'pipe fronl' be~rring cali" Screwrit.henew pipe assembly into bearing cap with lowcr end of pipe pointing fvrwaid,mul solder, pipe ,secmely in place. .. :-~.. J"('~ " t: ... ~;'fj;~,-. ~f/. :!~~ " c' Fig. 617 INSTALLING PISTON PI~~" Under no circumstances should a hammer be used on the piston pin pilot and driver when installing a piston pin. Immersing the'Piston in boiling water for a minute or two will expand the piston pin hole sufficiently to permit easy installation. ' ,', To correctly install pin first insert the piston: pin pilot and driver through piston pin hole as shown in Fig. 618, then place pin over end of pilot (see Fig. 619) and push piston pin into place. 'LC:l .1 1/ ""I '-' ... I .J r-- I rr--'~ Hr~'~. . c\ \ ; , /1 \- -l I ~ Ir - I., G II o a~ --' ~ ----......-- _;n 'i"'_'" ~ I F 0 R'J:..... S 22~..J teE B U L LET I N for Dee em b e r PAGE 307 ", ;~~~,~ ~"-- ~='-. '-- "--"~,-'-' '"-... ~ ~_ . . "'~.'lt..'~~,,":,::~ ~ -"", '---... '.. ' .d-e- ~ ~,:......',--"""",,:d._ ' Fig. TIRE SERVICE .t\re you str('s~;ng lo owne~s the importance c(:regularly checkiqgA~re pressures and, keep- i!~i.r all tirt's in:1ated to:i35 po.unds? Recently a repre3entativcJof one of the tire { '-'I,:panies ,::;hecked the. int1ation PI'I',-;sures on more than 400 tires on Ford uwners' cars and [r.1.nd pressures varying all the ,,'ay from 13 to 55 pounds. Does this condiFion exist a'1l1(1:~ your cus- tomers? PISTON PIN PILOT AND ~kIVER '~ ~I.STON PIN FOLLOWS ~ROUGH ' . '1'- Fig. TIRES MUST BE PROPERLY MOUNTED Here are two examples of incorrect tire mounting. Fig. 620 shows what happens to an inner tube when a'tire is inflated before it is properly centered on the rim. In this case after mounting the tire, the mechanic failed to work the casing back and forth until the beads on the tire were seated on the rim bead seats, indicated by the red line on the casing showing an even distance from the rim all around on both sides. The result was that the tube was inflated while the beads on the tire were still in the rim well and as the Fig. 620 air pressure was applied the tube attempted to push the tire out of the well with the result the tube was pinched beneath the bead, c3.using it to take a permanent set as shown in Fig. 620. This condition can be eliminated by first applying one or two pounds of air or just enough to round out t.he tube, then shaking the casing to make sure it is raised out of the well, then inflating to recommended pressure. Fig. 621 shows the result of carelessly mounting a tire on the rim with the valve stem cocked to one side instead of extending straight out from the tube. When a tire is inflated with the valve stem cocked to one side, the bridge washer at the bottom of the valve stem cuts into the tube (see Fig. 621) and as the pressure increases, while the tire' is being inflated, the washer either cuts through the tube or badly weakens it. All tires used as original equipment on the Model" A" have a soft gum feather edge placed on the casing bead. Under no circumstances must this soft edge be removed. If it is re- moved chafing of the tube will result. Fig. 621 ~..~ :-..,Jl.:~' .. :,~~~~~~ .. :p r}' Dee e m b~; '", .' ,~:J;(:::<"':,r.)"i~l;l ~l . ...11 0(.' , , ,'" -.," ~,.' .. "" ,~ ,,::' :~~ ;;:;;:;{f~}:.,,).,;/;;r:):~';:;\,l':'~ ,:,." ,I, J~ " "''','.'' 'Y.',""."".,',' 'I P Two New Ac~~.(S,.,\"'.,,:r..~.~,'~,~...,!.;,.r.,,ij...i~.,.;,\.,.~.;:,/{,.s~:';j';.! "". ..',)~~i,;.I.:.i.'""'..,,.. ."..III.':.1f~,~ ';' . ;4;"L',".'i,;~ :;il.~?'~\' .. ,,( 'tJI';~!!'I.i;"( Quality SpDrt 'Light and ClDck ROUll&~~~~}~.lt,:~t{i4tiv~ L#[t.f~I~;f~! ';;;: '>\ ;.!~'I''1.'J' .... / .;.~';, \'~\:~r.1:r~" ,:?:".;::t,,!,~:"'~'~'f~<;)) '. .;'-:1: '~.l. ~_~..;':.~~'J1f:',,, , ' .. " , Df MDdel "A" Acces:'~'f)rieS'';'~ ". ' '='=, "'l'{llt'~ (l . L " t -t, , ' ;;,;:11'1' f;;~~ 0'lJl.i '15{:~,)..;':;~) ..',;,.fn . . I ..' - -~} ,;:~j~!.tr:~' It..'".j;, " ',1 r 'oj:-"" ,'i', '.~ :,~' -~'fo lC ~J !I ~,.:(, 'I'tr(~ ~.',~ ;: '::~",~,I;' .':1 ;;::/;, 'i /if;';i/,, :~ ,', I II f";;";" " , i t~;;~}: 'U ,~:;:~"I, .II! ~'~.' "'),.'I':",'II"~ ::3" " # I' 'I':~,:'l ( , ;i,' ' ;it ~I (: ~f ?''' t ~ I .....-' , ,~, . PAGE 308 FOR D . S E R vr' ",,,"1 -:"',1:. .,. -1 ' ,,7" ",,_.,. . .....~.t , ' ~,w ,'(\, i1>j.;," . .......~{~: .. ' ..; '" The new rim wind and rim set eight-day clock shown in Fig. 622 is an unusually ac- curate timekeeper. It contains a six-jewel movement. The numerals and hands are " Fig. 622 ~ ~~""",'il: treated with a luminous material making them visible in darkness, while the balance within the clock is compensated to provide for all changes in temperature. The list price of the clock is $12.00. Dea.ler's price, $8.50 net. k..~""jdj,,,,".-:t: NO,39 DRILL Z HOLES THRU HEADER SPACER,USE n,",,~~~~,)i~ETAL SCR~W, Fig. 623 I ~ ~ .... ....... ~I-- F' 624 :\:. I,' ,~r"! Ig, , " " t, ,'0,( i.l o i 'i , , , '~ EASILY INSTALLED-'~" Remove clock from bracket by taking out screws at side. Drill header as indicated in I' Fig. 623. Mount bracket on header using screws furnished with clock, then mount the clock in the bracket. 1 I I I I These instructions apply to all dosed cars except the Fordor. Due to the difference in construction "of the Fordor body the clock can be mounted any place on the header. . THE SPORT LIGHT The sport light has been designed to give owners a driving light in keeping with the high standard of Model "A" equipment. Its 3,000-foot beam of light can be instantly controlled by the driver; thrown up or down, sideways or backward. The on and off switch is conveniently placed at the operator's thumb. The retail price of the light is $17.50 111- stalled. Dealer's price, $10.00 net. Detailed installation instructions are 111- cluded with each light. III , I'" It.. ' .\"",;.1:,'111"0 ~r~~1~TI; l : " "A'J;11; II" . ~,'. ;-~t~~.~!;J. .-.;. ------- -...-~ . ~"'.T""" "}"'~ / j f" , ~::-'~ r ",..ij; ~';. . , PAGE 294 FORD SERVICE BULLETIN for November NEW FLEXIBLE FRONT END SUPPORT "-21240 ENGINE F ... "-6030 ENlilNE FRONT SUPPDRT A-6032 SPRINli A-6031 AUXILLIARV SPRING A-6034 BUSHING ~iO~i A-5033 ENlilNE FRONT SUPPORT STOP WASHER . A.G03S .. RETAININli SPRING L---A-21791 NUT A-23531 COTTER PIN Fig. .597 One o( the problems which has constantly 8. Remove both engine pans. confronted automobile engineers is to prevent 9. Disconnect starter switch push rod ancl engine vibration being transmitted to the slide rod back out of wav, chassis. 10. Remove front splash shield, The latest Maciel "A" improvement along 11, Disconnect cut-out, horn ancl heacl- this line is the introduction of a flexible front lamp wires and remove radiator. end support for the engine. The upper half 12. Disconnect carburetor adjusting rod of this support is bolted to the cylinder fron t from carburetor and loosen the two exhaust cover. The lower half of the support is sup- pipe bolts. ported on the cross member by flexible springs (see Fig, 597), These springs allow the en- gine a free vertical motion, yet hold it within definite limits, The result is an engine sup- port that is simple in design and operation and frees the car from unpleasant vibration periods. The support is standard on all new cars ancl trucks and can be easily installed on cars not so equipped by proceeding as follows: The list price of the support complete with parts is $1.65. The labor charge to the cus- tomer for installation must not exceed $6.00. INSTRUCTIONS FOR INSTALLING 1. Drain water from radiator. 2. Remove hood. 3, Take out mat and Hoar boards. 4, Disconnect either the battery cable or ground connector from battery, 5., Remove'the two accelerator bracket cap screws. 6, Unhook accelerator to carburetor rod, also throttle control rod and lift off accelera- tor bracket. 7. Remove the two bolts from both engine rear sul,ports. ~ Fig. .598 1::\. Remove the two (:ylinder front cover screws shown in Fig, ,198. 14. Remove one of the front spring clips, loosen the other and remove starting crank bearing. 15. Screw off starting crank ratchet nut, 16, Jack up engine sufficiently high to permit withdrawing fan pulley overtop. of front cross member (To prew~nt cla{nagihg (\ I -I o 101 , , - '" t FORD SERVICE BULLETIN for November -0 oil pan, place a small board between top of jack and oil pan.) 17. Saw off cross member at dotted line shown in Fig. 598. . 18. Enlarge the yz inch hole in front cross member to %' inch. Important: Before enlarg- , . Fig. .599 c ing theyzinch hole makecertain that the center of the hole is exactly 1 inch ahead of the rear flange of the fron t cross member (see Fig. 599) if not, hole must be filed to suit. After enlarging the hole to %' inch besure to remove all burrs and cuttings and thoroughly clean out cross member. This is important. 19. Slip leather washer A-6033 over threaded end of support stud, sliding washer back on. stud un til flat side of washer rests against flat side of support. 20. Place a Ii ttle grease on the bottom of spring A-6031 and position it in bottom of cross member, lining up hole in spring with hole in cross member. The side ot the spring which has the raised spring retainers is placed next to cylinder front cover. 21. Bolt support to, cylinder front cover by means of two lock washers A-22330 and two cap screws A-21240. 22. Replace fan pulley. 23. Lower engine sufficiently so that springs A-6032 can be slipped over the two bosses on the support and the raised retainers on l he flat spring. 24. Next lower front end of engine down as far as it will go, making sure that neck of leather washer A-6033 lines up with hole in flat spring. . 25. Slip brass bushing A-6034 over threaded end of motor support stud which extends through cross member, making sure that neck of bushing enters hole in cross member. 26. Place' spring A-6035 over stud, then screw on castle nut, running the nut down sufficiently far to permit locking it in place with cotter key. 27. Next replace the four rear motor sup- o \ . ~~ PAGE 295 port screws. If it is necessary to jack up the engine, in order to line up the cap screw holes in the rear engine supports, apply the jack under the front radius rod ball cap. After installing the rear motor support screws check the new motor support to make certain that the parts are in exact relationship to each other as shown in Fig. 597. This is important. If the leather washer A-6033 is in contact with flat spring A-6031, or if coil springs are closed, one or both of these conditions will absolutely. defeat the action of the support. 28. After tightening the two exhaust pipe clamp bolts, the relation of the front motor support parts should again be checked. This completes the installation of the support and the reassembling of the major parts. The balance of .the job can now be built up in the regular way. 29. Before installing the engine pans, bend up the end of both pans as shown in Fig. 600, making sure that the edge of the pan which ,has been bent up clears front cross member. BEND HERE Fig. 600 30. After building up the job make certain there is at least /6 inch clearance between the arm on the universal joint housing cap and the center cross member (see Fig. 601). If there is not at least.h inch clearance, it will be necessary to remove the cap and grind off a little stock from the arm until required clear- ance is obtained. Fig. 601 ~;... 'ri:';;; " \ PAGE 296 FOR D -S E R V ICE B U L L ET I N for N 0 V e m k e r , facing rivets A-22993 and pressure pli'.te and cover assembly A-7563. Should any part of the pressure plate and dwer assembly fail, return the entire as!'embly .the Bral1ch, and a new assembly will be lurnishcd 3t all cxchar.~c price of $3.25 net. '[1~' price to tL~ customer \V'ill b~ $4.25. ,,,;nder no Ctrcumstances will dealers at- tempt to yel)/ace any parts in the tnessllre plate and cover assembly, as the lever height when unc\er spring pressure must be set with specially, desig!'ed fixtures. The followi!1g is a list of single plate clut::!: ,.and related parts which wi\! be suppiied "~hrough.service. REMARKS If when the rear motor support arms are bolted to the engine the front support does not have from h to -h clearance between leather washer and top of flat spring, Ie the four bolts holding rear support br~c"cl to motor, also loosen the six small bolts,which clamp rear support brackets to frame.' Next remove nut and spring and washer 011 lower end of support stud and jack up front end of motor approximately % inch. With the Jront end of the motor raised % inch, tighten,the six small bolts which clamp rear s\,!pport brackets to frame, then tighten the fou~' bolts holding rear support brackets JO engine,' next lower front end of engine and reassew.ble spring, washer and nut. This should pro\;~de proper clearance between 'leather washer and flat spring. 'If the lower coil spring is closed alld there is excessive clearance between leather washer and top of flat spring, repeat the above opera- tion with the exception that the rear end of the engine is jacked up % of an inch instead of the front end. SINGLE PLATE CLUTCH The new. single plate clutch now standard for Model "A" cars and "AA" trucks is composed of two major units, namely, the cover plate (lssembly A-7563 and the clutch disc assembly A-7550 or AA-7550. The cover' plate assembly consists of a cast iron outer driving plate and a stamped cover plate in which are mounted twelve pressure springs and six release levers. These springs are in direct action against the pressure plate and automatically compensate for all wear of the friction facings. This feature eliminates any necessity of adjusting the release levers. The driven member or clutch disc assembly is composed of a flat steel disc and two fric- tion facings. The facings are riveted to both sides of the driven disc. The disc is slightly dished in the form of a cone. With this con- struction the outer and inner edges of the clutch disc facing, sta'rt to engage first and as the clutch engages when the pedal is allowed to come back the spring pressure in the clutch flattens out the clutch disc and the entire lining surface picks up the load evenly. This feature assures exceptionally smooth clutch engagement. Moulded friction facings are used because of their long wearing qualities. They also successfully withstand higher temperatures as they contain no cotton element. REPAIR PARTS AND EXCHANGES The only 'repair parts dealers will stock are the clutch disc assemblies A and AA-7550, clutch disc facings A-7549B and AA-7549, PART NA~f'O: Brake pedal Brake pedal bushing, A-7508-ll Flywheel assemt)lv Transmission;,;a~e Transmiss;~J:j ....~ii, drive gear Transr.i~s~ion n:.' r; drive gear bearli.g ~djine~ Beari!lg reta;. "" ,transmi5S;,)I1 casesct~w was~ '; ,.-22218. 75C ca. .01 Beari:1g retai.a~, to transr:lission case screw w<hh.', :\-207] 8. 75C za. In A-750l-B ;.Clutch L()l'S;.I~.:' :';s~mbly 7,00 A-7506-B ..ClutGh and Lrdl<(O pedal shaft .35 A-7507-B " . Clutch and brake pedal shaft cullar .45 '>~ tlutch and brake pedal shaft '::;~ollar pin;A-23789 .01 . Cl u tch release shaft. 75 Clutch release shaft arm .9.5 Clutch release shaft fork 1.00 Clutch housing hand hole cover .10 Clutch pedal 1,75 Clutch pedal bushing, A-7508-B .15 Clutch pedal to release arm rod .30 Clutch disc facing .30 Clutch facing rivet, A-22993. 35C ea. .01 Clutch disc assembly. 3.50 Clutch release bearing hub 1.95 Clutch release bearing spring .04 Cl,utch pressure plate and cover assembly Clutch cover to flywheel screw, A-20718. 75C ea. .Ot Clutch cover to flywheel washer, A-22218. 75C ea. . OJ Clutch release bearing assembly 1.95 Clutch pilot bearing 1.25 Flywheel dowel retainer .10 Clutch housing gasket . .01 Floor weather pad upper assembly .20 Floor weather pad lower assembly .15 Floor weather pad to No. I floor board screw. A-22G33 Floor weather pad to No. I 11001' board screw washer. A-22143. 35C ea. .01 PART No. A-2455-B A-6375-B A-7006.B A-7017-B. A-70.50 A-751O-B A-751l-B A-7515-B A-7518-B A-7520-B A-7521-B A-7549-B A-7550 A-7561-B A-7562 A-7563 A-7580-B A-7600-A2 A-7G09-B A-7G20 A-35121 A-35123 I .;"'lC't~ ~;1. 'i . -..-1.'>- 7.75 5,00 4.00 ! :30 7,00 .01 SPECIAL TRUCK PARTS AA-7549 Clutch disc facing .35 AA-7550 Clutch disc assembly 3 7.1 SERVICE SUGGESTIONS The pressure springs automatically com- pensate for all wear of the friction facings. Readjustment of the release levers must never be made under any circumstances. The only adjustment for clutch wear is il 'r III 11,1 Ii: , , I II I r' I ': i I i I o I I o f)l ----' I] r.11! 'h' r C Illill! /. ill!: PI r II' i \ : II i 1;1 , II, I , q illl 11111 11\ =-1 d .(' c :"- \ , ) FORD S E R V ICE B U L LET I.N . for No V e m be r P AGE 297 f , t; Clutch Hous.ng P."nd Hole Cover A.7518.B . -: . '';Iutch Housing: Assy. A-750t-B -, . .;.~/ .' . ,;j.,.. "'~( I '! Fly Wheel Assy. A-6375.B Pressure Plate and Cover Assy. A-7563 ~ -'. ... I'" . I , I ';11 or.- ' I Clutch Disc Assy. AA-7550 -" '\1 , - Release Bearing Spring A-7562 Release Bearing Assy. A-7580-B Fly Wheel Dowel Retainer A-7609-B Release Bearing Hub A-7561-B Clutch Pilot Bearing A-7600-A-2 t 1. I Release Shaft Fork A-7515-B Clutch Release Shaft A-7510-B Fig. 602 made at the bottom of the cl u tch pedal. The I t is not necessary to return clutch driven pedal must have 1 inch free...play or move- members to the factory for replacement of ment before it starts to disengage the clutch. worn friction facings, as this operation may Grease on friction facings will cause the be done in your own shop. Before facings are clutch to chatter during engagement or some- replaced, make certain that the driven mem- times slip at high speeds. .The remedy is to ber otherwise is in good condition. remove the clutch and' install a new -set of The saw steel driven disc is slightly dished clutch discs facings. to provide smooth clutch engagement. When Occasionally, due to an improperly adjusted new friction facings are installed be certain clutch pedal or continuous abusive slippage, that the rivets are drawn down tightly. the clutch pressure plate may develop small Drivers should be instructed that riding radial heat cracks. If the pressure plate is the clutch pedal is a bad habit, as it causes not grooved, and these cracks are not large, the clutch to slip. The foot should be placed simply polish the face and replace the unit. upon the clutch pedal for a definite purpose These heat checks will.cause no harm. only-that is to change gears. NEW SOLID BRAKE CROSS SHAFT A new service brake cross shaft assembly has been designed and is now standard on all cars and trucks. The new shaft replaces the old style cross shaft and equalizer assembly, as the old assembly is obsolete and will not be carried for service. The new shaft is unusually efficient, simple in design and reduces the number of cross shaft parts. The following parts are required to install the new service brake shaft assembly for car and truck: J r PAGE 298 . . FORD SERVICE BULLETIN f 0 r;,N OV e m b e r With hand brake lever in center A-246.5-B A-2466 A-2478-B A-2479-B A-2485-D A-2499-B $0.2fi .20 .10 .10 6.8.5 .afi CAR With hand brake lever at side AA-246.5- R $0. 2fi A-2466.. .20 A7~478-B .10 A,::GW 13' . . 10 f,\-2845-ER' 7.fiO _ .A-2499-B .3fi : A-249I-R .10 A-209.54 .02 A-2I74fi .02 A-23.53I dz.. oa Brake pedal to cross shaft rod Brake cross shaft to axle brake rod eye adj: Brake cross shaft to frame bracket Brake cross shaft to frame bracket shim Brake cross shaft assembly . Brake cross shaft to axle brake rod Brake cross shaft guide Brake cross shaft guide bolt I5X Brake cross shaft guide nut-IS x 1.25(: Brake cross shaft guide cotter-gr. 20. M . fiO A-2480 AA-248I AA-248S-AR, B&C AA-2486-AR, B&C AA-2494-AR AA-249S-AR AA-2496-AR AA-2497-AR A-4520 Fig. 603 ':'. );.,:,' ... With hand brake lever in center T R U C K With hand brauit kVff at side A-24G5-B $0.2.5 Brake pedal to cross shaft rod AA-24G.5-R $0,2:; A-246!i .20 Brake cross shaft to axle eye adj. A.2466. 20 A-2477 .20 Brake cross shaft bushing" ;,," A;~ATt',. .": ,.20 A-2478-B .10 Brake cross shaft frame bracket . <!-\"247/y]3 .10 A-2479-B .10 Brake cross shaft frame bracket shim A-2479'-J~. 10 AA-2485-D fi,3.5 Brakecross shaft assembly AA-2485-CR 6.00 AA-2496-C .80 Brake cross shaft end lever-R. H. AA-249(j-C .80 AA-2497-C .80 Brake cross shaft end lever-L. H. ;., i\,\-2~S,.C ,'. ..811 A-23a83 ,02 Brake cross shaft end lever rivet 'A-2a;3S:{,. ,_, '"' -,OZ A-2499-B . a:; Brake cross shaft to axle brake rod A-2-199-B .;}fi Brake cross shaft guide AA-2491-R .10 Brake cross shaft guide bolt ' A-20747 ,02 Brake cross shaft guide nut-1.5 x I.2.5C A~21701 .02 Brake cross shaft guide cotter-gr. 20, M ,50 ( A-2aS16 dz.. 03 The following cross shaft and equalizer parts are obsolete and will not be supplied after present stocks are exhausted. If any of these parts are ordered, the parts necessary to install the new brake cross shaft should be furnished at the price of the part or parts so desired. A-2470 Equalizer operating shaft and ENLARGE HOllS IN CROSS MEMBERS ''; bushing assembly-I.. H. SUFFICIENTLY TO CLEAR RODS Equalizer beam Equalizer beam lever Cross-shaft assembly-R. H. Cross-shaft assembly-I.. H. Cross-shaft-R. H. Cross-shaft-L. H. Cross-shaft end lever-R. H. Cross-shaft end lever-I.. H. Universal joint housing cap outer assembly When the solid brake cross shaft is installed on cars equipped with adjustable brake rods, it will be necessary to substitute A-2466 adjust- able eye for the A-2461 clevis on the rear rods. When installing solid brake cross shaft on cars and trucks equipped with hand brake lever at side, an A-2491-R or AA-2491-R cross shaft guide must be installed (see Figs. 603 and 604). The brake rod holes in cross member must also be enlarged to provide sufficient clearance for the brake rods (see Figs. 603 and 604). When used on cars equipped with solid brake rods, it will be necessary to change the ENLARGE HOLES IN CROSS MEMBERS SUFFICIENTLY TO CLEAR RODS. Fig. 604 solid rods into adjustable rods. This can be done by sawing off the ends of all four rods 33" from the center of the button on the rods (see Fig. 605) and running a fo-24 thread back 2" from the end of the rod, then install- ing locknut A-21700 and adjustable eye A-2466. The length of the rod measured from the centerline of both eyes should then be adjusted to not more than 51 t. or less than 5131 (see Fig. 605). When installing a solid brake cross shaft on trucks equipped with adjustable front brake rods, it will be necessary to shorten the in- t .~ I- 51~6r 5111" .---J 33" , U1DIID~. = 38" 38%" Fig. 605 Q o v ,I I ! J , . ., I '. j ~ - o j I.' o b I ~o II : ' ' II J I L . /1' d' I~ e;__~_ I'; FORD SERVICE BULLETIN for November " A-246S-B-BRAKE PEDAL TO CROSS SHAFT ROD A-20747 BOLT } A-Z1701 NUT A-23515 COTTER termedi'1te rod AA-2500. This is done by sawing ~'3" off either end of rod, threading the rod 2" back with a ft-24 die and installing lock Ilut A-21700 and adjustable eye A-2466. The 'length of the rod measured from the centerlin\~ of both eyes should then be adjusted so that: it. ~easures not less than 38% or more than 38H(see Fig. 605). When" installing the new cross shaft on trucks equipped with solid front brake rods, it. will be necessary to make an adj ustable rod out of the front rods in the same manner as described for the car. I t will also be neces- sary to rework the intermediate rod AA-2500 as describeq in preceding paragraph. INSTALLATION AND ADJUSTMENT The oilless type bearings on the ends of the new solid brake cross shaft are assembled to the frame by the use of A-2479-B shims and A-2478-B brackets (see Fig. 606). When assembling, a small amount of grease is re- quired in bracket as the outside of the bearing must rotate slightly inside of the bracket in order to preserve alignment when flexure of the frame occurs. Af ter installing cross shaft install brake pedal to cross shaft rod. The adjustable clevis end of the rod is assembled to the brake pedal-the non-adjustable elld, to the lever on the cross shaft (see Fig. 606). A slightly different procedure is followed in adjusting this rod depending on whether the car is equipped wi th a single plate clutch or a multiple disc clutch as the brake pedals used on cars equipped with the single plate clutch are provided wi th a stop. PAGE 299 SHAFT ASSEMBLY A-2479-B-BRAKE CROSS SHAFT FRAME BRACKET SHIM A-2499-B-BRAKE CROSS SHAFT TO AXLE ROD A2466 AKE RO EYE (A OJ) A-23822 - BRAKE ROD CLEVIS PIN A-2478-B-BRAKE ~ROSS SHAFT FRAME BRACKET A-23822- BRAKE ROD CLEVIS PIN A-2499-B-BRAKE CROSS SHAFT TO AXLE ROD .. Fig. 606 If the car is equipped with a multiple disc clutch adjust the rod as follows: Hold the tip of the rod against the rear flange of the center cross member, then adjust the clevis on the opposite end of the rod until the brake pedal arm clears the underside of No. 1 floor board by 31" to %,". If the car is equipped with a single plate clutch, pull the brake pedal all the way back until it is against its stop-then adjust the rod until there is approximately /6" clearance between end of rod and rear flange of cen ter cross member (leaving a little clearance be- tween end of rod and cross member prevents any possibility of the end of the rod rubbing against the cross member and causing a squeak). After adjusting the brake pedal to cross shaft rod, assemble side pull rods to brake operating and cross shaft end levers. When assembling the side pull rods, pull the brake operating levers on the front axle back and the brake operating levers on the rear axle for- ward (taking up all.idle movement). Then wi th the levers in this position adj ust the length of the side pull rods so they can be assembled to brake operating and cross shaft end levers. Next adjust brakes by turning up the ad- justing wedges as described on page 202 of the January, 1928, Bulletin. After the brake rods have been correctly adjusted car Owners should be notified that this adjustment must not be altered_ Ser- vice brake adjustments must be made only by means of the adjusting wedge at each brake. ---.~,~.....~..... Ai."".... , F-~ PAGE 300 FORD SERVICJYlli"BULLETIN for November I L t " 1 -~'11' .~-:- I' ," .'~~'I, ;' ? Iii 0 . 11\ 'j 'iI III. f ~ , II, .~ ! ~! ~, I, C:i)' en r.Jl o :..... U - Q.)~ ~ ro :..... IYl :s "0 if) ~ Q.) Z ...c: ~ .~ ~ ,() 6 Q.) ~ if) >. if) bIJ t:: :..:2 ro :..... IYl - -< C) v o ~ I t- o ~ bf; ~ 1\ II ~ it 0' i! II II .;;.;...Jj '~i-.~.;'-~ ...,:.~; (' ..-,---, .,.....-. < cr~~ ..... -- rr"r.~~~->" " - - - , \ -- - I I' ~ .....~ ... I. i i I 1 I . PAGE 286 FORD SERVICE BULLETIN for October II j .... l 0' I 1 I I II -Ir o . I" o .I - _...-- rr------- ,~ , \ I .. "- /., ~ '""7--III~ III . III I FORD SERVICE BULLETIN for October PAGE 287 '~c '0 " -cr l ~ I I I f---/ I ........ J ( l PAGE 288 FOR D S E Ii V I-C E B U L LET I N for 0 c t 0 b e r Model A Starter Drives oj ~ ~ t. ~Cl ORIVE HEAD SPRING _ SCREW A-11311-C DRIVE HEAD A-11381-C DRIVE SHAFT SPRING SCREW A-1I38Z-A DRIVE SPRING k\l37S-C ~ ~~...............- ~ ." ';(' .. "DRIVE SHAFT AND - l'itllVN 1I~~Y~A-;i3;4-A ............. ... DRIVE SPRING CLIP A-II383 Fig. 584-Starter Drive Parts (Standard) Used on Cars after 4~1] Part No. PART NAME Price Part No. - pART NAME - Price A-11350-C Starter Drive Assy.. . . . . . . . . . . . . . . . $4.25 A-11382-A Drive Shaft Spring Screw. . . . . . , . . , . $0.10 A-11354-A Drive Shaft and Pinion Assy."..... 3.25 A-11377-C Drive Head Spring Screw........... .10 A-11375-C Starter Drive Spring., , ...,......,. .50 A-11379-C Spring Screw Lock Washer (T-1782l.. ,01 A-11381-C Starter Drive' Head. . . . . . . . . . . . . . .. .40 A-11383 Starter Drive Spring Clip. . . . . . . . . , . .07 ~c ~ '.~..'......',.,...; DRIVE HEAD SPRING SCREW A-\I377-DR DRIVE HEAD 17"lI1m1 A-U381-0R .. DRIVE SHAFT SPRING SCREW A-1l382-BR DRIVE SPRING A1137S-DR ~ DRIVE SPRING SCREW ~CK C)'"':< DRIVE SHAFTSPRI~6 LOCK RING A-1I380'R DRIVE SHAFT AND PINION ASSY. A:11354'BR J- Fig. 585-Starter Drive Parts (Special) Used on Cars up to 492511 Part No. PART NAME Price Part No. PART NAME Price A-11350-DR Starter Drive Assy...,.,.,.,.... .$4.25 A-11382-BR Drive Shaft Spring Screw..,.,... .$0.07 A-11354- B R Drive Shaft and Pinion Assy. . . . 3.25 A-11377 - D R Drive Head Spring Screw, . , . . . , , , . 10 A-11375-DR Starter Drive Spring......,...... .40 A-11379-C Spring 0crew Lock Washer (T-1782l .01 A-11381-DR Starter Drive Head............., ,40 A-11380-R Shaft Spring. Lock Ring.......... .01 While there are a number of anti-freezing solutions on the market, probably denatured alcohol and water is the most extensively used. Below is given the proportion of alcohol and water for freezing temperatures: Before pouring the solution into the radiator be sure there are no water leaks. Tighten hose connections and inspect water pump packing. Drain off old water and flush radiator out thoroughly. I t must be- borne in mind that losses through boiling or evaporation of the alcohol weakens ANTI-FREEZE SOLUTION FOR COOLING SYSTEM the solution. Consequently to keep the so- lution at its proper strength, it will be neces- sary to occasionally add alcohol until the desired hydrometer reading of the specific gravity of the solutionis obtained. A hydrom- eter for this purpose can be purchased from any local accessory store and it is a good plan to obtain one rather than depend on guess-work. As alcohol is a solvent of pyroxylin, extreme care must be used not to spill any of the solution on the hood. ~ Capacity 100 F. 00 F. 100 F. 200 F. Model A ABOVE ZERO ZERO BELOW ZERO BELOW ZERO Cooling System Pints Pints Pints Pints Pints Pints Pints Pints \-Vater Alcohol Water Alcohol Water Alcohol Water Alcohol 3 Gals. (24 Pints) 17 7 15 9 14 10 12 12 \'Jl Specific Gravity of 0.9691 0.9592 0.9486 0.9345 Mixture .~~~ # , "..,,-..... d, ) ~ ~C" ;;-i ~/ .. .~...,.-( \ FORD SERVICE BULLETIN for October PAGE 289 I, lLTO~ 1- 32 8--- ..-...."': ~__ __--L--_ " ~. . - - . Fig. 586 NEW STARTER SWITCH SPRING AND BATTERY CABLE The starter switch assembly spring has been changed from an angular to a flat spring, and the top of the starter motor terminal machined flat instead of at an angle so that it will cor- respond with the spring. The change in the switch necessitated mak- ing a slight change in the position of the bat- tery to switch cable terminal, the terminal now extending straight out (see Fig. 587) instead of at right angles to the cable as shown in dotted outline. When replacing an old style starter switch assembly with the present design switch, it will be necessary to file down the ~tarter motor terminal until the top of the terminal is flat and extends H" to %" above the surface of the yoke. (See Fig. 586.) If the old style battery cable is used with the neVi ,witch it will also be necessary to bend the :erminal so that it extends straight out. On the other hand, if a new cable is used with an old switch it will be necessary to bend the terminal at right angles to the cable. (See Fig. 587,) ~~ ~ Fig. 587 Should the brown seal grain leather on the Fordor become dull in appearance it can be brightened up by briskly wiping it with a cloth moistened with benzol or gasoline. Care should be taken not to use the benzol or gas too freely. Referring to shock absorber article on page 282 of the September Bulletin, the needle valve will be made with a square end instead of a slotted end. . , ~ . 1 Fig. 588 NEW BREAKER ARM ASSEMBLY As an added protection against car theft, the distributor breaker arm spring is now riveted around the breaker arm spring stud (see A, Fig. 588), the thickness of the head of the stud increased and the stud case hardened. These changes add two more parts to the breaker arm assembly, namely, breaker arm spring A-12169 and breaker arm spring stud A-12157. To install the new breaker arm assembly, it is necessary to remove the breaker plate assembly. This, of course, will necessitate retiming the ignition. KEEP CYLINDER HEAD NUTS TIGHT A blown out cylinder head gasket can in- variably be traced to failure to securely tighten cylinder head nuts, particularly dur- ing the first 50 miles a new car is driven. During this period the new cylinder head gasket becomes slightly compressed, as a result all of the cylinder head nuts can be taken up several times until the gasket ob- tains a permanent set. This also applies when a new cylinder head gasket is installed in an old car. After completing a drive-away trip, instruct your mechanics to go over all of the cylinder head nuts and see that they are securely tightened. An additional check should also be made before delivering the new car to the owner, and again when the car is brought in for inspection. The nuts should be tightened with the engine thoroughly warmed up. When tighten- ing the nuts it is of course understood that excessive force should not be applied, as there would be a possibility of damaging either a stud or nut. I ------- --- - ~..~........- " PAGE 290 FORD SERVICE BULLETIN for October. Fig. 589 NEW BATTER Y BRACKET A Fig. 589 shows the new design battery bracket. The old design bracket will not be carried for service. Should an occasion arise where it is necessary to replace an old style bracket with the new design the new bracket can be easily installed as follows: Drill one i~ inch hole in center cross member at point shown in Fig. 590. Next bolt the new support to the center cross member and the frame side member. The rear stud in the battery bracket is inserted thrOl.:gh the U inch drilled hole in the center cross member and fastened in place with ,\Casher A-22245 and nut A-21741. The opposite side of the battery bracket is bolted to the frame (see Fig. 589), using bolt A-20705, lockwasher A-22217 and nut A-21702. The bolt is inserted through the forward one of the two drilled holes in the frame. See Fig. 590. Fig. 590 REMOVING REAR HUB AND BRAKE DRU1tf ASSEMBLY Before installing puller to remove rear hub and .brake drum assembly, remove axle shaft nut and screw it onto the axle shaft with the castles on the nut pointing inward (see Fig. 591).' The nut should be screwed down until.it is flush with end of shaft, then apply puller 111 the regular way. Placing nut on shaft pre- " ~ (I. 11--- I . .1. """r, nm:"'i'IlI' fr; 'Il ,~ "I r ~.. ,? I ,;V1 "'i -. II J~ , [4}- -~~ , I. ~:.... ( - -~ \ " -,~<" Fig. '591 vents 1:l1ushrooming or swelling end of shaft when 'pulling off drum. ."l; CBANGE IN METHOD OF INSTALLING DRAG LINK To provlae additional clearance ~etween drag link }ii'ti'fr.ont brake shaft housll1g, the . end of tlJ.e .,.qrag link, which was formerly. assembled tJCf..l:>~ rear, is now assembled to the front. This ntcessitated relocating the lubri- cator fittings so .,t. , ,"lrj be easily 3;ccessible when the ri\%jC:;~ ,,_ ......g link was reversed. When installing. a,.J1ew drag link, note that on one end of the drag link the opening for the ball arm is approximately % inch from the end of the drag link (this end must be ~s- sembled to the spindle. arm). On the opposite end the opening is approximately 1% II1ches from the end of the link (this end is assembled to the steering gear arm). See Fig. 592. OLD DESIGN NEW DESIGN Fig. 592 p I ~ ....., . ~ .. I I I II I . , I I I . I, II a, I J I ~ ~ o I--- :) --=-~ r~ I i ,. I D I r- r ' I II I 01 I! -c c '!' FOR D SE R V ICE B U L LET I N for 0 c t 0 b e r PAGE 291 l\ilodel A Engine Lubrication , I GOR correct engme lubrication a high grade, well refined oil is absolutely J ' cssent~al. As a guide tv the proper yiscosity or.bcdy (if oil for summer and winter condi- tions, which vary for different territories, the lubrication charts of reputable oil companies should bi" consulted. In general, an oil having the body of S. A. E. viscosit:,. No. 40 (,;'lTesponds approximately to our M-515-A and B and is accordingly reconJIy,e:lded for summer use. For wInle, use, S A. E. oil s})ecifications No. 20 can be used. It is ~ecessary, however, for winter use, that SU\..:~l an oil have a low cold set. A large rJllmber of oil companies are stamping containers and indicate on their charts S. A. E. numbers. This pra:::tice is desirable because of the fact tllat it assi~ts the owner to obtain the proper oil~for-his engine. ~-------'-- --,~------------,-------- ----,~- --, -"- .::/\ ;Z~~;;';-~;-i'?~~~~3~~:i,- ~~~~::-?~~:;;?;~~;;'~=~~;~f:1! ..>\ -':1 !: A-143210DOME LIGHT li: I:: A-14320 - . i:: :i :: : :. Ii SWITCH TOTER>,1-~- Y DOME LIGHT TO ':1 H A-13176 ; .. .. " "III:" DOME I :: !: INAL BOX WIRE SWITCH WIRE i:::::: LIGHT ; :: :: :q II:: ASS'V. : : I .: 't"1'....'!?I II. ~ II . .. . _......-:: :~ ',d :; ;11 J:: II :: I 1;;~.~;;:l:, ';i~;r;~~:;:~~~j~~~~~;~~~~~~=:;::i~~'-"o" ,~;;_o"fi :~. ~\!i DOME llt7~oi- SWITCH i: DOME LIGHT TO :; j ,; ",,- ': :: GROUND WIRE ._}.--:=-..::-__ , : : x----~ :1 II ,;;.-;..:-..............- -.............., : I : :; ~ !\ :: . ,:::"-' ....~::-~ : ~ l or II <!II...!d . : I ~::' ....~\ : .. , : " , _ -<' ...,ROMMETS " I~'I '\ L /: : : tl__J: :: :1 I~/,' ..t:"...\\"~, ,~ : I -~ -~: . II /1/ ,'; .~~ ~,i::::::.:. ::.: :::l:-:::::-:~.:::~:-::-=-=~::-~-=;...~:~~~-::-::-:.~:-__~~-:!l1._ __......... _... _ _ _...... _ __ _ _ _;. _ _ _,/ IV:;'''' . . I I ----... - ----- ---- --... -"'- ~----- ------- ---- --... --- ---- ---~r- --- --- ---11- --- ---':~-~.:" ....... -==.::.:.::.::~-.a::::----- ! I : I :;....', : : Ao14320-00ME LIGHT TO SW1ll;H WIRE II II II I I 1 i AoI35n)OME LIGHT: ~WITCH ! i II I I II II I I . A'14321-DOMEUGHTSWITCH i: I: :: ~: TO TERMINAL BOX ~I,RE Aol43ZZ000ME L1GHY TO GROUND WIRE : I: : : II i, Ii: 'IA-145910GROMMETS:' :: : ! : Ii : ; :iA-13776'OQ~E LIGHT ASSY. : I I I I II" I I -A-17SS3:WINDSHIELD WIPER II:: : l I,: : i H i: : : .1 , I II II I I A-143ISoWINDSHIELD WIPER WIRE:: : : :: : : iL !: : i :: : I ~.< ':'.:0 H : : ___ :: : : 1,1 :~ I , r : - - -.... 1.__ I I P ~:: : " ,: -----____ -----_~~--__ d J: ..6J----,;/ ~,' -_ _ __I~J ::-.:~~=~-_-_-_~__...~~=:::__----~ L Fig. 593-Model A Fordor Wiring Diagram ""--:.--- L- r-..' t~ ~")o I PAGE 292 ..;;.~:t-' ~ ~ FORD SERVICE BULLETIN for October .' Detroit Dealers Feature Clean Shops Recent Clean-up Campaign helpful from . an appearance and business stand point Fig. 594 After thoroughly cleaning up their shop, the Millenbach Company are keeping it clean. 'Floors were their biggest problem. To. protect floors from grease spots, dirt, oil, etc., a large pan is placed underneath the car. This protects the floor from grease, dirt, oil, etc., when performing under- car operations. (See Fig. 594.) When the repair operation is completed, the pan is removed, thoroughly cleaned and stored away. Smaller pans are pro- vided for engine, axle stands, etc. This arrangement keeps the floors looking spick and span and it main- tains a uniformly clean appearance throughout the shop. The same concern have also built a rack for conveniently grouping their oil Fig. 595 measures, cans, etc, To cOllform with the neat appearance of the shop, all viI measures are placed on the rack with their spouts pointing the same way. At the bottom of the rack a pan is placed to preyent any oil drippings getting on the floor. (See Fig. 595.) -- ~- - Fig: 596 INSTALLS CAR COVERS AS SOON AS REPAIR ORDER IS WRITTEN UP In addition to featuring cleanliness in the shop, the Denk-Cote Co. fur- nish 100% car cover protection for cus- tomers' cars. In their shop they have installed a new steel cabinet, the top of which serves as a desk-the interior contains a supply of clean car covers. (See Fig. 596.) After a customer driyes into the shop and the floor man has written up the repair order, the floor man immediately withdraws a set of covers from the . cabinet and places them on the cus- tomer's car. The car is then turned over to the mechanics with covers already installed. .~,~~ .... ,... o " . o ,:::; "" "I.i1. P ~ ~- " ..... """':l;',,~~ """........-- < J [r ,.,. o ._r '-:0- .........-. , . ~W:'..... "'-"-.. ....'"= -- ..-.::- ~ _.~ 278 SE1<.Vl FORD -. "'tLEl .~~. .f _,~ ;. '.~ ~ i~ <~ ~., / \.... t':;: , ~ :r..i;"'(:(_~~~.~c~ ~. .~< i~>:?~.;;~'J ,. ~. '~ ~"lIIIk." "iii'll , .. ...~~~::r;;t~ . ~'::, - '.! <.:, :'I":':".~~':'~~";.~~~I~.~,.':J",.., l~ij6 . ". . It ~.1 .,\ ~'t:~..... .: . .;::', ,{;,'~~t:t ',_ ...:. -' -'~:~t,\':; ~l. < f{".J ',:. }{-."'J'-,!' ~" .,~, 't': ", 0_';" f:'1i(" .. : 0 F "'I: . , ,,-,,, ,.:::'j;, ~.~ .~-,- l'l. ,J{' .' iolji...~ 'it>< ""!'i(,'!sr< <''j;. 'fI~ ..,' ".: ./l~f!'!' 'I. ~",,: :.;;~: ,: l..~ . " j\"'t.~. '~. ~ Fig. 563 1 I ,,;. .... ~,~ f ~ , > , I ...... o u ~ , I ...... l J "I --l ! .. -<> ~--- ........., ... ,- -----..- -.-- 'ij/~:~[:?' . (.:;.J1 'oJ 0 r^ S e p t e m b e r PAGE 2.79 r " r.'j ..Y ,:': ~ " ~ . '-ll",..;.' ; ~... ." r-~~"f~ # k ~. ~:.c /, .~; ~.".' . f,:;'! ;"'.", ~:" ..:.. "''' ,~r:i. .. .J ~~",;.-,.. '(-f-:,:t~.; i r~~~r'i~-;' ~.," ~ ..y":~- ff!" '?1. -~. .. -f ~~~.. \~}~ ~..... :I . .. .. ..;' o r PAGE 280 -, ? \ FORD SERVICE BULLETIN for September Changes in Model A Carburetor. r t I' It j ~ I t I i r Fig. S 64-Sin gle Venturi l Fig. s6s-Main Jet I' Fig. s66-Compensator r -~ '~. . i'"" .' ~ r.-.-.;.....,~.._ --'" I l ,: . Fig. S67-Cap Jet r ! i fIIIiiiJa Fig. S68-Idling Jet Several refinements have been made in the Model .A carburetor which simplify and add to its' smoothness of operation, especially at low speeds. ~. ~ Fig. '569 ~I The original carburetor ViaS provided with a double Venturi made up in two pieces. (See Figures 42.2. and -423 in the January, 1928, Bulle- tin.) These partsha ve been replaced by a longer single Venturi (see A, Fig. 569), the narrowest part of which is 27/32/1 in diameter. Other changes consist in the addition, of a secondAry well which is screwed into the lower half of the carburetor as shown at "B" and from which the idling jet derives its supply. A slight change has aI_so been made in the angle of the throttle plate and the plate is now stamped No. 1831 instead of No. 20. The loca- tion of the cap jet in the lower half of the carburetor has also been slightly changed. These changes necessitated using a different combination of fueli'Q[ifices, the parts being stamp~d as follows: '% '. ,i Main jet now sca~p~'d No. 19.5 instead of No. 20. 'Ji,' ",,,J- The compensator is stamped~:No. 19 instead of No. 18. The cap jet is stamped No. 2I instead of No. 19. The idling jet No. II instead of No. 10. The new idling jet isr:ll sligh tl y shorter than the old one, the new jet being 3" overall-the old one 3-5/64 . Figures 564 to 568 show the present design parts. Old-style parts are shown in the January, 1928, Bulletin. Never attempt to use old-style' parts in present design carburetor. While the parts look alike the fuel orifices in the new parts have been changed to secure maximum results. The instructions in the January Bulletin regarding carburetor cleaning and tro~ble check- ing remain unchanged with the exception that the breaker point gap should be set at .018" to .01.2." and the spark plug gap .027". It is very <)~ o ",--- - - Fa R D S E R VI C E B U L LET 1 N for S e p t em b e r c important that all of the plugs be' adjusted to a uniform gap of .02-7". . . Froni letters received It IS' apparent that some O\\'DerS still do not understand that after a Model A engine has been run in, the dash ad justment should not remain open more t~an ~4 turr~.C)c::pt for ~arming up the engIne. Owners should be instrucled that it not only wastes fuel but it is even harmful to leave this adjustment open longer than necessary. r NEW LUBRICATOR FITTING IN STEERING GEAR HOUSING The drilled hole in the steering sector shaft, through which the lubricant in the steering gear housing was ca:ried ~o the sector shaft bushings, has been discontInued. Sector shaft bushings are now lubrica.ted by mea.ns of a lubricator fitting placr:d In the steerIng gear housing. (See A, Fig. 570.) Lubricant should be forced into this fitting every 2.,000 miles. Should an instance arise where it is necessary to install the present design sector in an old steering gear assembly.' it .will be ne~essary t.o install a lubricator fittIng In the hOUSIng. ThiS is done by drilling a 2.I /64". hole 2.-3 132.'~ bac)c from center line of flange where hOUSIng IS bolted to frame. (See Fig. 57!.) The hole should be drilled through housing and sector bushing and then tapped with a standard 1/8" pipe tap. When tapping the hole, do not tap too deep. The hole should ,be tapped just deep enough so that when the lubricator fitting is screwed down tightly approximately two threads on the fitting will remain above the surface of the housing. (See Fig. 57!.) "-,.- o Fig. 570 PAGE 281 Fig. 57I OIL FOR DUAL HIGH Use M-533 oil in the dual high assembly. When the assembly is operated at temperatures of 10 above zero or colder M-533 oil should be thinned with 10% kerosene. Approximately one quart of oil is required to bring the oil level up to the "F" (full mark) on the oil level indi- cator. The oil level should be checked every 1,000 miles and additional oil added if required. Every 5,000 miles the old oil should .be drained out and replaced with fresh M-533 011. Floor boards used in cars having the orig- inal hand brake equipment will not be carried for service. Should it become necessary to replace floor boards in one of these cars use the present-de- sign floor board together with Floor Board Emergency Lever Plate, part 352.45B, to cover the opening in the boards. (See Fig. 572..) Fig. 572 r" .., ','; _. \ _.:..., . -- PAGE 282 .,....:- FOR D S E R V ICE Bu L LET I N for S e p t e m b e r Fig. 573 CHAN.GE IN. METHOD OF ADj. JUSTIN.G SHOCK ABSORBERS The pointer on the shock absorber needle valve has been removed and the end of the valve slotted so that it can be easily turned with a screw driver. (See Fig. 573') The numerals which were stamped on the shock absorber arm have also been removed as they are no longer required. Slotting the end of the needle valve instead of using the pointer simplifies adjustment and' prevents any possibility of the brake rod strik- ing the needle valve. . Adjustment: Turning the slotted end of the valve changes the adjustment. Resistance is increased when the needle valve is screwed in, and decreased when the valve is backed out. . The average adjustment for rear shock absorbers during warm weather is made as follows: Screw needle valve in until it seats, then back valve off U turn. For front shock absorbers, back valve off % of a turn. For cold weather adjustment the needle valve in the rear shock absorbers should be screwed in until it seats, then backed off 31 to % of a turn. For front shock absorbers the needle valve should be backed off % to %' of a turn. These settings are of course only approximate and can be easily changed to suit the individual preference of the owner and the conditions under which the car is operated. For example, the owner who drives at high speed over rough roads would' require greater shock absorber resistance than the owner who drives at moder- . ate speed over paved highways. Dealers' mechanics must check owners' cars and'adjust shock absorbers to secure maximum riding qualities for the conditions under which the car is operated. Brake Rod Striking Pointer: Should you receive a complaint of a brake .. . rod striking t~~ needle valve e.auipped ,with the old style pOll1t~; n::place me necnle' valve with one h;niing';w~.p~yv slotted end--"chis will correct the ir~lQlt~~;J.l~e needle ,vo.lve C'Jn be ea~ily .rem~)V.ed. by screwlllg :,,~t\t!. 111 ;1-:1"': of thlS kind 'If 1t lS necessary to changr:"l.!)~t .l<'edle . . .~l '" valve,. all four valvr;s ..')_h01.ll~:\q; c~j'l'!;ed in order to preserve ~forJr!~.rp~taijl"_ and have a uniform method or ::;;]~stment. . . HUB SHELL CAP A,n'3t' When installing a hub shell Gap, part A-II30, be sure to crimp over 4 of the d? lugs equally spaced around the cap. Thi', will prevent any possibility of the cap comillg; out of the wheel. . ~ SHOWING LUG AFTER CRIMP~NG '4LUGS, EQUALLY SPACED, TO BE CRIMPED OVER AFTER ASSEMBLING TO WHEEL Fig. 574 BEARIN.G A'3I23 The outside diameter of the spindle bolt bearing assembly and the steering worm thrust bearing assembly, part A-3 12.3, has been changed to the dimensions shown in Figure 575. When replacing one of these bearings in the steering gear be sure to install the same design that was removed. !+- 1.625 DIA-J !.- US60 DIA'-J 1_ 1.635 '_1 1.-= '1.670 '=-.1 [rj: ;QJ) ~\ t~ Old De.ngn New Design Fig. 575 FRON.T WHEEL ALIGNMENT I Front wheel toe-in has been changed from 3/16" to 1/16", plus or minus 1/32.". (See A and B Fig. 576.) This new adjustment in- sures maximum front tire life. Change in Spindle Arm: Spindle Arms A-313o-B and A-313I-B have also been changed, i. e., the distance between '" , I Hlii -l I I: 110 ,.~ I if I; j, ! ]; ; \} I - nJ- p, i ~ ~ ""t: i' fl" ~ " ! j' Ii )l !I ' I :1 I . Ii I ~ I J o ~. -..1 1/ ,~ I II -- ,0- 1 t ~ ~. ~c f' Ij ,-- Ii ! ., ,..- HI ;) ;.. ., .' " ~; I I , d II ., I' " Ii . i;'l .....::.,3 I rJ i ~. 111 " I ... ~ ~ ~ -~ " .0' n (',i .q ( !:: ., '. I I --I I 'j II ' ,I! I -. 'II r ~ ~ f I W I ':':'.;;1 .:, . , 1'1 I It I , :1 c- ..,---.- _.._._~--- FOR D S E RV ICE B U L'L E TIN for S e p t e m b e r -6 ,:J,:' Fig. 576 center line of ~shoi.iT&:r (which' fits in- the~ spindle) and center line. of ball has been chang~d from 1%" to 13/16". (See Fig. 577.) The dIstance between the shoulder and ball has als(~. been changed from 4 'U," to 4 15/16". Tl>c::;:;: ch:h1ges in the spindle arm reduce ~ front tire wear to a minimum when turning corners. 'To Correct Excessit1e Tire Wear: .Adjust fr~nt wheel t~e-in to 1/16" plus or m1l1us ~ /32.. In ]?ractlca.1.ly every case this new adJustmen~ wtll correct any complaints of premature tlre wear. Should an instance arise where it failed to correct the trouble install the new-type spindle arms. ' NEW DECK DOOR SUPPORT Figure 578 shows the' new deck door sup- port now standard in roadster and all coupes without rumble seat. ~ The ~ew support can be easily installed on cars eqUIpped with the old-design support by proceeding as follows: Drill a 9/32" hole in deck drain trough Fig. 5T7 '--- PAGE 2.83 Fig. 578 3-3/J2." from center line of rivet "B." (See Fig. 579.) Next remove the two screws "A" and bolt "B" from old style support. . The new support is installed by replacing screws "A" (see Fig. 578) in the same holes from which they were removed and assembling lower part of support to deck drain trough by means of bolt A-20597; one each flat washers. A-2.22.66; A-2.2.IS4; lock washer A-22.165 and ~ut 2.1668. (See insert Fig. 578.) When bolt- 1I1g new support to drain trough insert bolt through new hole which was drilled. [r T~ PAGE 284 :--..,l.-','-'" .-~ ~-~ ~- .~~_..."f, . ~-.' .;,~.. ',-. ..... ._, ~ FORD SERVICE BULLETIN for September .(:'; .'. '. "~ STARTING UNIT A-18475 Fig. 580 NEW SER VICE STARTER DRIVE IIlI We have adopted the Bendix type starter drive which will go into production 100% about October 1st. The Abell type starter drive and parts affected are obsoleted. To take care of service on cars equipped with Abell type starter drives, it is necessary to have a special Bendix type which we are calling "Service Starter Drive." This new service drive will be assembled to starting motors at branches and dealers can get the complete unit (A-18475) (see Fig. 580) from branches at an exchange price of $3.00 net by returning to the branch, freight prepaid, the" old starting motor removed from customer's car. The dealer's price to the customer will be $4,50 net, this price to include installation in car. The starting switch (A-II45o-B) which the dealer removes from customer's motor should be placed on the new unit (A-18475) when it is installed in owner's car. In addition to sending in starter motors removed from customers' cars, dealers will immediately return to the branch their stock of starter motors. These will be reworked at the branch-the new service starter drive installed and the complete unit (A-r8475) returned to the dealer at the above exchange price. Dealers must keep a small' supply of these built-up units (A-r8475) on hand so they can render prompt service to customers. When installing the new unit in customers' cars do not place shims (A-r'rqo-r) between starting motor and flywheel housing. Before installing a new drive in a customer's car, dealers should carefully inspect the teeth in the flywheel ring gear. This can be done by looking through the starter motor opening in the flywheel housing while someone slowly cranks the engine by hand. If the teeth have been badly damaged a new ring gear should be installed. If in fair condition, the teeth can be cleaned up with a file. '- Fig. 581 FRONT COMPARTMENT VENTILA TIGN I To secure maximum ventilation in lower part of front compartment the windshieid should be opened r 31" ,measured [rom the knurled nut on the swing arm bracket to the slotted screw. (See Fig. 581.) Owners should be instructed regarding this ventilation feature. BRAKE PEDA'L TO CROSS SHAFT ROD Should a squeak develop due to the brake equalizer beam levers coming in contact with the stops in the rear face of the center cross member, it can be easily overcome by installing the present-design brake pedal to cross shaft rod. This rod being slightly longer than the old-style rod prevents the brake equalizer beam levers from rubbing against the stops. The new brake pedal to cross shaft rod can be easily distinguished from the old rod as it is slightly longer, the distance from the end of the slot to the end of the rod measuring J/g" (see Fig. 582.) while on the old rod this measure- ment is a pproxima tel y H". Fig. 582 ='1 "'.< '. "~:'~} I ,1. I. , Ii, ,l h: Ii:"~ .k I'..' .' 1 ~ ~ 1 ~1. . ~ . -1 .~\ ! ,! :.~.) i'l .I.j I. ,t: iJ I,", ~ ;' '\ :., I o j . I I, I I I J;V r. It.; F , , .----I ---~.... ~ . """: 1;". Ijlt!! jOJ:, ""..",,...,,.., !I i !'~'w,1 Ii ~ 0 r,rr, \!!~~r L ' Service I"" f:\:,; .,.1 " "j/..- , ~~,tifi:l I (;W,if~,;"::' ii N r i~Nt!~if!;]i. 'I {~.r;.",.,.';' . il :,!\~'f;~i:ii'; II .n >,-- ) Bulletitt< Information Must be pqssed. On to Your Shop .~~' t FREQUENTL Y letters are received from dealer's employees requesting seryi~e information previou51y illustrated and described in the SERVICE BULLETIN. A check-up of such cases usually shows that the dealer has kept the Bulletin in the office and failed to pass the information it contained on to the shop. To get maximum value from the Bulletin your mechanics must be falpiliar.with the articles dealing with mechanical changes- the correc,tit;;methods of making repairs-the importance of quality se~ice. Your stock man must be familiar with articles dealing with parts and accessories. Your seryice manager and your employes who' contact with the public must be familiar with seryic~ policy articles , If you haye not been passing t!lis information on to your shop? start with the January 192.8 iss.ue and see that eyeryone in your organization is familiar with the information the Bulletins con- tain. One of the most effeciiye' wa ys of getting this infor- mati<;)ll across is through the medium of shop and service sales meetIngs. i , . c r PAGE 2.70 FORD SERVICE BULLETIN for August fip'!-t~~~ Fig. 544 , t I O. J ~ I I "I U' r) - - c '(} . - ;J J ,J c' FOR D S E R V ICE B U L LET I N f Ii r A 1t g 1t S t PAGE 271 ,. 1 l 01 PAGE 2 7 2 FORD SERVICE BULLETIN for August MODEL A FRONT AND REAR AXLE SERVICE TOOLS ;)J~ &.Jffl' Rear Axle Tools o f-~rr tW''''h~ A-319 o r"':?':::~;t A-304-S ! ."A~334 '4>,Nl ) "WJ;.=. Cp A-307 om A-308 A-330 A-30S'A A-30S-B ri .' COLLAR USED WITH A-304-B Front Axle Tools "" Here are some special service tools designed for servicing Model A front and rear axles. All of the tools have been carefully tested and will prove time and money savers in the sl~op. A-302.-;-Roller bearing race puller for axle housing. A-303-A~Roller bearing race puller for front . wheel hub-large. A-303-B-Roller bearing race driver (for use with tool A-304-B ana arbor press). Jl~.~~ A-318 :1.. I Fig. 545 A-304-A-Roller bearing race puller for front wheel hub-small. , A-304-B-Roller bearing race driver for pressing out front wheel hub bearing races- (for use with arbor press). A-30S-A-Roller bearing race press for both front wheel bearings. A-30S-B-Roller bearing race driver for both front wheel bearings (for use with arbor press). A-306-Roller bearing race press for axle housing. \l 1/ I I~ Orders ror these tools should be sent direct to K; R. Wilson, Buffalo, N ew York.' ! l .J ;. ~-_.. I o o c. I, FOR D S E R V ICE B U L LET I N for A u g it S t PAGE 273 A-307-Roller bearing cone driver for differ- A-32.I-Rear spring assem'bly press. ential assembly. A-32.9-Drive shaft assembly puller and re- A-308-Pinion gear puller. placer. A-30r-Propeller shaft sleeve puller-replacer. A-33o-Differential cone puller. A -310- Propeller shaft grease retainer-placer. A-311-Rear axle housing grease retainer- A-333-Grease retainer driver for Model A rear placer. wheel.. A-318-Steering spindle bushing reamer. A-334-Grease retainer driver for Model AA A-319-Steering spindle bushing driver. ~ relr wheel hub. I Dealers with arbor press equipmmt sho1tld order A-JoJ-8, A-J04-8, A'JoJ-8 and,e,o//ar used 'with A-J04-8, in prrfrrmcr to hand tools A'joj-A, A-j04-A, A-JoJ-A and A'j07. ' '. ..../:::-' ".r HOlf' THE TOOLS ARE\USED or", '-~}:'\~.~:~~, While the use of some of the tools is readily apparent, others require some explanation. Instructions for using the pullers, also tools used with arbor press, are given below_ . Fig. 546 'To r~move or replace the drive shaft and driving pinion bearing assembly in the banjo housing, place puller A-329 on drive shaft as shown in Fig. 546. Next bolt puller to banjo and tighten the two clamping screws on th'e hexagon part of the puller until puller fits tightly on shaft. By turning the hexagon part of the puller as slwwn in Fig. 546, the shaft and bearing can be removed or installed. Fig. 547 'To remove differential pinion, place the two halves of the pinion gear puller A-30B over rear end of pinion then slide the hexagon-shaped collar in position. By holding the drive pinion bearing locI{ nut stationary with a wrench, as slwwn in Fig. 547, the puller can be tightened and th", pinion removed. Fig. 548 " 'T o' i'l1~tall roller bearing race in axle housing ::place'special guide bushing furnished with roller bearing race press (A-306) in outer end of axle h01-ising; see Fig. 548. Next place differential '. be4ring "cup on tapered arbor of press A-306 aild.'insert press into axle housing as shown in Fig: ,549. 'The 'T handle supplied with the press is then screwed down as shown in Fig. 550 and the cup drawn in place. ~ r J, Fig. )49 Fig. 550 'To install grease retainer in axle housing, place pilot bushing furnished with rear axle shaft p;rease retainer placer A-3II, in outer end of axle shaft housing. Next place grease retainer over placer bar and insert bar into axle shaft hous- ,.. PAGE 2.74 FORD SERVICE BULLETIN for August ing as shown in Fig. 55I. A slight tap on the end of the placer bar with a mallet will seat the l'e- tainer firmly in the housing. Any small piece of rod can be used to push the old gl'ease l'etainer out of the hat/sing. fIg. 551 Fig. 552. 'To relltoVe l'ollel' beal'ing race fl'01l1 axle hous- ing IJlace pullel' fOl'ging bac/{ of l'ace in hOllsing and tighten I-wndle as shown in Fig.,52. Fig. 553 Tq remove differential cone, place differential cone puller A-330 bac/{ of differential housing cone as shawn in Fig. 553. Tightening the puller screw rClnoves the cone. Fig. ')54 To remove front hub inner bearing cone place the small T forgiilg, A-303-l3, bact{ of beal- ing cone. (See Fig., 554.) Next support huh on cast-iran ring shawn in Fig. 554 all.d pY(~~s cone out of bearing;' using arbor press alld dri, 'cr A-304-l3 as shawn in Fig. 555, If an arbor IJress is not at}ailablc Hie hund tool A-303-A. Fig." 5..55' 1-;' "~ .'~. I/' Fig. 556 Roller bearing driver A-305-B used with Q1'bOl' press. Presses both bearings in front wheel h.ub. (See Fig. 555.) If an arbOl' press is not available use hand tool A-305-B. o II i ! I. o I I 1.0 .J II '("J f I. I. I) I 1 J (' . CI FORD SERVICE BULLETIN for August POWER CAR V/,A.SHER Get Your ShareeJ Car,Washing Profit,s ,-\n efficient powcr car washer means: Bel t(:r work <lnrJ quicker servicc to cus- (pmers. t>; ,",'ashed quid.r an~ cleaner. Increascd business and profit. Rapid return on investment. These are ~ome of the advantages which IDe K. R. -;V. ca~' washer (See Fig. 557) offcrs dC(llers and which will help, solve your car- . washing problems. Price of washer complete with 6o-cycle, 2. or) phase motor, $195 net, f. o. b., Gasport, New York. Greer direct from K. R. Wilson, Buffalo, Ntw York. II -;';"(QjOl;:- Fig. 557 Ordi1wry city water pressure is not enough to thoroughly clean a mud a11d grease encrusted chassis. For that purpo~, a pressure of approximately 300 pounds is required. 'This auto washer steps up city water pressure to this high pressure while for body washing it can be adjusted to a fine spray. 'The washer is compact, efficient, economical, and possesses many features not found in the ordinary car washer. PAGE 275 IJ\[S'T ALLIJ\[G LAJ\[DAU IRO;XS OJ\[ BUSIN.ESS COUPE -""1 'll L.~N DAPU./~~%!01f .". ~ ~.@ I 1RQN ,"% , ,RAOIUS ,ulN E Fig. 558 Not infrequently owners of the business coupe desire to add to the attractiv'eness of their cars by installing landau irons... To meet this demand we are now furnish- ing through ser,vice: landau irons complete with necessary parts for 'installation, for the business coupe. Installation Instructions First locate the drilled hole in both quarter lock pillars at points indicated in Fig. 559. These holes are covered with trim material but can be easily located by running your finger 4 ~' ~~ //}/ Fig. 559 .~- r -. ....~. ~.,. ~--- - --- PAGE 276 FORD SERVICE BULLETIN for August along the pillar. See Fig. 559. Using the hole in the pillar as a locating point, drill a ]jij" hole through side of body; then assemble upper end of landau iron to body by means of the stud, spacer washer and nut. Line up lower spacer with lower end of iron and insert a pencil through iron and spacer; then swing iron downward at the same time lightly marking on the side of the body the arc or radius that the iron describes. (See Fig. 558.) Next draw a horizontal line 1M" above the molding at point shown in Fig. 558. At the point where these two lines intersect, drill a ]jij" hole and assemble lower part of iron to body, screwing the stud into the landau bracket. The landau bracket is assembled to the quarter belt rail by means of three screws, as shown in Fig. 559. 7.25 TO 1 RATIO AXLES EASILY DISTIJ{GUISHED FROM 5.17 TO 1 o Fig. 560 7.2.5 to 1 ratio truck axles have the letter A stamped on the left axle housing next to the rivets on the bell. (See Fig. 560.) 5.17 to 1 ratio axles are stamped with the letter!B at the same point. . REAR HUB GASKET To prevent any possibility of rear axle lubricant working past 'the keyway in the axle shaft, the outer end of the rear hub is now counterbored .bl! deep and a gasket (composi- tion washer A-2.2.374) placed in the counter- bore: The gasket is held in place by steel washer A-2.2.371 and t~e axle shaft nut. TWO MORE LUBRICATOR FITTIJ{GS 0,. t Fig. 561 With the installation of the new emergency brake, two additional lubricator fittings have been added-one at each end of the emergency brake cross shaft. (See Fig. 561.) Grease should be forced into the fittings every 500 miles with the pressure gun. o FROJ{T SPRIJ{G CLIP BOLT J{UTS MUST FACE OUTWARD When replacll1g a front spring clip it is necessary to withdraw the spring clip bolt from the rear side of the spring as the front splash shield assembly prevents its being withdrawn from the front. Consequently, when installing a front spring be sure to install the spring with the spring clip bolt nuts facing outward as shown in Fig. 562.. Fig. 562 SPEEDOMETER SERVICE Aftenhe expiration of the guarantee period, speedometers requiring repairs are to be re- moved by the dealer and forwarded to the nearest authorized Stewart-Warner service sta- tion. Owners should not be referred to the Stewart-Warner, nor any other, speedometer service station as this service work is to be performed by the Ford dealer. o J ~~ ,.. '---,' .....-..'~;y. >t""', . ~.l c -~ ..,.:ir..........~~~,... _ ~...--Ao ~.::.::.~~ .-- , ~ ~ ~ " PAGE 262 FORD SERVICE BULLETIN for July i . Fig. 528 / , o o o J r ~ FORD SERVICE BULLETIN for July PAGE 2.63 n - o c lo---- .__ _. _ ~ r . - PAGE 2.64J FORD SERVICE BULLETIN for July _~~ "-to:"" _e~ o CJ) OJ ~ ~ I-< i:t:l >.. u ~ OJ bJ) I-< OJ S r.Ll '"1j ~ ~ ~ .~ C::>' I-< OJ I (/) 'I < I ~~ ,I ~ 1 . \;1 ~ i bJ) ...... ~ ~o l FORD SERVICE BULLETIN for July PAGE 2.65 o THE EMERGENCY BRAKE G The new emergency brake provides a separate and distinct emergency or parking brake system. It consists of two internal expanding brakes on the rear wheels operated by a hand lever and entirely independent of the four wheel service brakes. (See Fig. 52.9') To accommodate two sets of internal brakes on the rear wheels a specially developed two-in- one brake drum of exceptional strength has been designed. . The larger braking surface accommo-. dates the brake shoes of the four wheel system, and a separate braking surface slightly offset from the first accommodates the parking or, emergency brakes which are of the band or full flexible, self-energizing type. In this combination of two braking syst,ems the Model A driver has the maximum in safety and unexcelled braking efficiency. Adjusting Emergency Bra1{es The new emergency brake requires little attention from an adjustment or service stand- point, and with ordinary care will last indefi- nitely. Only when the band linings become excessively worn, permitting the emergency brake lever to come back to the extreme rear- ward position, will adjustment be required for wear. When this occurs adjustment can be easily made as follows: 1. Fully release emergency brake lever. 2.. Remove rod A-2.8B that connects emer- gency brake lever to cross shaft center lever. (See A, Fig. 530.) 3 . Next replace the rod in~erting it through hole 'B' in center cross member and connecting the rod to the cross shaft center lever through UPPER hole 'C in lever. N ever adjust for wear by shortening the pull rods, Equalizing Emergency Bra1{es The length of the pull rods that connect the emergency brake cross shaft to operating lever are correctly set at the factory and will rarely require further attention. If an occasion should arise where one wheel slides before the other when the emergency brake is applied, the brake can be equalized as follows: , 1. Make all adjustments with brakes cold. 2.. Fully release emergency brake lever plac- ing it in the extreme forward position. 3. Jack up rear end. c 4. Disconnect both emergency brake pull rods from emergency brake cross shaft end levers. 5. Rota~e both rear wheels to see that service brakes are not dragging. If dragging readjust service brakes as described in the May Service Bulletin. 6. Next turn the adjustable end of both brake pull rods until eye in end of rod is exactly in line with end of cross shaft end lever, and rod can be slipped freely over end of lever. Then assemble rods to levers and check adjust- ment as follows: 7. With the car traveling 15 to 2.5 miles per hour on a dry paved surface, slowly apply the emergency brake with a gradually increasing, hand pressure, having an observer note whether both wheels slide at the same time. If properly adjusted both rear wheels will lock evenly when the emergency brake lever is applied. If one wheel locks before the other it will be necessary to readjust the brake that locks first; this is done by backing off the adjustable end of the emergency brake pull rod approxi- mately two turns and then repeating the test. If the same wheel still locks first, shorten the pull rod on the opposite brake until a uniform brake action is secured. 8. After making final adjustment, make sure all clevis and cotter pins are in, place. Fig. 530 r~ - ~. "" t -- PAGE 266 FORD SERVICE BULLETIN for July -, Service Information l> P i Fig. 53 I i To prevent any possibility of the window frame in the back c,urtain of the roadster coming in contact with the deck upper panel when the top is lowered, all roadsters are now equipped with A-42339 Top Back window frame cushion bumpers. These bumpers can be easily installed on roadsters not so equipped, by drilling four H" holes in the deck upper panel at points shown in Fig. 531 and inserting the bumpers into the drilled holes. GREASE RET AIJ\[ERS MUST BE CORRECTLY IJ\[ST ALLED Rear axle shaft, drive shaft, and rear wheel grease retainers, part numbers A-4245 and A-II?5, must always be installed with the sharp edge of the leather section of the retainer pointing to- ward the part from which the grease would flov\[. In other words, the rear axle shaft grease re- tainer must be installed with the sharp edge of the leather section of the retainer pointing to- ward the differential. (See Fig. 532..) The drive shaft grease retainer must be installed with the sharp edge of the leather section of the retainer pointing forward on the drive shaft (see Fig. o ", ~; ',' Fig. 533 533) and the rear wheel grease retainer must be installed with )he sharp edge of the leather section of ths'.i:e'~fli:ler pointing toward the bear- ing in the re~5>:hl!b. (See Fig. 532.) In cases where a rear end grease leak de- velops, check the lubricant level in the axle and make certain that the grease retainers are cor- rectly installed; also that the retainer shell is a tight fit in the housing so that the leather will remain stationary and not revolve with the shaft. o Specify Ma1{e of Horn When Ordero# ing Horn Covers Three different makes of horns are used on Model A cars and trucks; namely, Spartan, Ames and E. A. On the first horns supplied by these concerns the horn covers were not interchangeable (present covers are interchangeable) and inas- much as the manufacturers stamped their names on the cover it was difficult to identify the make of horn when the cover was lost. Measuring the distance between the ad just- ing screw and the hole for the horn cover screw (see Fig. 534) provides an easy means of identify- ing these horns when it is necessary to order a new cover. Fig. 532 \ ~o AMES Fig. 534 ~ ,--~ FORD SERVICE BULLETIN for July PAGE 267 o NEW SALES OPPORTUNITIES Quality Accessories Open Up Profitable Field. These carefully selected ornamental and utility articles round out a line of genuine Ford acces- sories which if properly presented are certain to meet with popular approval. , To display these articles to best advantage, assemble them on your demonstrator-feature them in your window displays. In addition prominently display them on your counter with cards announcing their price. This serves as an additional reminder to customers after they are inside. - -0 Fig. 535-Spare Wheel and Tire Lock Band type design. Locl{s spare wheel tire and tire cover to car. Exceptionally rugged construction throughout. Finished in nicl{el and blacl{ enamel. List $3.00.. o Fig. 536-Spare Wheel Lock for Fender Well Job Sec~;ely locl{s wheel to carrier. Special spring plunger provides tension against wheel preventing any possibility of rattles. Sturdy construction throughout insures against theft. List $2.50. -,~- - Fig. 537-Radiator Cap with Ornament 1 , I I i I 1 ~ Ornament represents quail in flight symbolizing quicl{ getaway. Unusually attractive appearance. Ornament secur~ly Locl{ed to cap. List $3.00. Fig. 538-Radiator Cap with Motometer Standard Boyce Junior Model Moto- meter securely locl{ed to radiator cap. Attractive-practical. List $5.00. r ~. ..~ '" .~~....:lpV_______~ -~-~ , I PAGE 268 FORD SERVICE BULLETIN for July ~ r r i t Fig..539. U. S. Tire Pressure Gauge Fig. 540. Schrader Tire Pressure Gauge ".~ ::.- ~. To meet individual preference both Schrader and U. S. tire pressure gauges are furn}shed. These gauges are guaranteed for accuracy. Model A recommended tire pressure shown on gauges. Either make $I.50. SPRIN.G 'COVERS This new design spring cover prevents spring squeaks and protects the springs from dirt and water. A feature of this new cover is the special oil pad in the cover which keeps the springs constantly lubricated and maintains Fig. 541 \, I 01 I '. Fig. 542 . .. their original easy riding qualities without further attention. List $4.2.5. How to Install First roll up felt pad and place it on top of spring as shown in Fig. 54I. Then insert end of pad up into rear cross member. Next unroll pad moving it either up or down on top of spring until opposite end of pad lines up with end of No. 2. spring leaf. Place spring cover over spring and pad making sure that spring clip bolt and nut enters slotted opening on each side of cover provided for that purpose. (See A, Fig. 542..) Press cover firmly around bottom of spring, making sure that the flap which is sewed to cover rests smoothly against bottom of spring. Next draw both sides of cover together by means of the fasteners provided. The fasteners are drawn in place by inserting the steel tongue through wire hinge. (See Fig. 543') Next draw the tongue back until the edges of the cover practically meet. The tongue is locked in place by firmly pressing down the two lugs over the sides of the tongue and folding the end of the tongue over so that it makes a neat appearance. (See Fig. 543,) p " '" ~" "'" "" "'~I .w~. -~ ~- -- - ,..,. I aoj I , Fig. 543 ... ~J ,. ~ ...... _J ~.6 ll~w_ 1 ( ... f' o. '0 ')1 Fig. 516 '--- - - ,- I -oJ '0 () 10 . f" , Courtesy of "M OTOR" .... , PAGE 1.56 FORD SERVICE BULLETIN for June These serviceable car covers protect upholstery from grease spots and stains and prevent fenders from becoming scratched or marred while cars are undergoing repairs in the shop. The protection they afford customers' cars, coupled with the good will they create, necessitates their being included in every dealer's service equipment. Through arrangements made with the Kleenkar Fabric Equipment Co., 2.35 Water St., Milwaukee, \Visconsin, a set consist- ing of the following essen- tial covers can be obtained by dealers at $10 net. The list prices shown be- low, subject to a discount of 337i% will apply when covers are purchased in- dividually: \ CAR COVERS o LIST PRICE Fender covers, pair................. .$6.00 Cowl covers, each. . . . . . . . . . . . . . . . .. 3.qo Wide front seat covers, each. . . . . . . . .. 4.00 Double door covers, 30", each. . . . . . .. 4.00 " Fig. 517 t '- o Fig. 518 In addition the Kleenkar Co. will also furnish the following covers to dealers at 337i% discount from list prices shown: Radiator covers, each. . .. . ...... .... 2..50 Headlamp covers, pair. . . . . .. ....... 3.00 Single seat covers, each..,.......... 3.00 Com~. inside door covers 30", paIr. . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2., 50 Com~. inside door covers 38", paIr. . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2..75 Double door covers 38", pair......... 4.50 Steering wheel cover, each. . . ....... .75 Shift lever cover, each.............. .2.5 i v I I I I I By insuring customers' cars being returned in as clean a condition as when received, car covers eliminate a frequent cause of complaint. Furthermore, this attention to cleanliness appeals especially to women drivers and as this feminine trade is constantly on the in- crease, it must be considered in connection with any plan tending to built up a bigger volume of service business. J I ...-1 "" , FORD SERVICE BULLETIN for June r ~ PAGE 2.57 COUPE SEAT EASILY ADJUSTED CUTOFF I~>FROM PACKAGE TRAY COVER1 () o While the standard seating arrangement in the coupe is designed to furnish maximum com- fort for the average size driver provision has also been made for drivers of larger or smaller than average size. This has been accomplished by designing the seat so that it can be moved 1%" forward or backward from the standard position. To move back coupe seat proceed as follows: Lift out seat cushion. Remove the four seat back cushion bracket screws (see "A" Fig. 519) and shear off rivets "B." Screw off the nuts on the ends of the four package tray bar bolts "C" and remove bolts and washers. Assemble package tray bar in rear position as shown in Fig. 519, cutting off the 1% over- hang of package tray upholstery. (In the busi- ness coupe the package tray adjusting strip is now being assembled in the rear position. Install seat back cushion brackets, part A-47942.-B, (see "D" Fig. 519) in place of the standard brackets removed, using a bolt and nut in place of a rivet to hold bracket to seat riser. Replace seat cushion. In addition to moving back the seat, the lower part of the seat back can be moved 1% forward from the standard position by removing the four seat back bracket screws and turning the bracket to the forward position as shown at "E"Fig. 519. With the screws removed the bracket can be easily turned by lightly tapping Fig. 519 it with a hammer. Next replace the four seat back bracket screws and install seat cushion. GASOLINE TANK AND RADI.. ATOR FILLER CAPS While the outward appearance of the gaso- line tank and radiator filler caps are the same the inside construction of the caps is different. The gasoline tank cap has a vent hole drilled in the center of the raised portion (see Fig. 52.0) which allows air to seep in through the six openings in the cap and prevent a vacuum forming in the tank. Care must be exercised to see that the caps are not mixed. Should a radiator cap be in- stalled on the gasoline tank it would cause a vacuum to form in the tank and prevent the gasoline flowing to the carburetor. RADIATOR CAP GAS TANK CAP Fig. 52.0 1., " . < FORD SERVICE BULLETIN for June Y PAGE 258 Service Information SHOCK ABSORBER ADJUSTMENT Fig. 521 To secure best all-round shock absorber per- formance, shock absorbers should be readjusted for warm weather. During summer months the average setting is 5 for the fronts and 6 for the rears. Cold weather adjustment is 2. to 3 for the fronts and 3 to 4 for the rears. These settings are, of course, only approximate and can be varied to suit conditions under which car is operated. For example, the owner who drives at high speeds over rough roads would require greater shock absorber resistance than the own- er who drives at moderate speeds over paved highways. Adjustment Turning the needle valve (see Fig. 52.1) changes .the adjustment. Resistance is increased when the needle valve is turned from I to 8 and decreased when turned from 8 back to I. Every 5,000 miles the level of the glycerine in the reservoir should be brought up to the filler plug opening. CLEAN THE CARBURETOR Never replace a carburetor for complaint of poor idling or excessi\re gas consumption with- out first removing the carburetor and thorough- ly cleaning the jets and filter screen. Also re- move the brass plug beneath the main jet and thoroughly rinse the carburetor bowl with gas- oline,. using air to blowout any dirt which may pave lodged in the bottom of the bowl. When removing the carburetor separate the parts carefully to avoid damaging the gasket, float, or idling jet tube. .......-- GENERATOR CHARGING RATE With the arrival of warm weather the generator charging rate should be checked and if necessary readjusted. ~or average driving a charging rate of six amperes or slightly less is sufficient and prevents the possibility of over- charging the battery. This rate can, of course, be increased or decreased to meet individual re- quirements. For example, the owner who takes long daylight trips can operate with a compara- tively low rate. On the other hand, the owner who makes numerous stops can increase the normal charging rate if the battery shows indi- cations of running down. To Adjust Charging Rate Remove generator cover and loosen field brush holder lock screw (see "A" Fig. 52.2.). The field brush holder can be easily identified as it is the only one of the five brush holders that operates in a slot in the brush holder ring and which is provided with a locking screw. The remainder of the brush holders are riveted to the ring and are not movable. To increase the charging rate, shift the field brush holder in the direction of rotation- to reduce the rate shift the brush in the opposite direction. The output of the generator is in- dicated by the ammeter located on the instru- ment panel. See that the generator commutator is clean.' To clean the commutator use a narrow strip of fine sandpaper (not emery cloth). With the engine running hold the sandpape~ against the commutator until commutator is clean and bright I 1 I .t<lg. 522 ~ .., I I 0' o o '. oJ .. , , . FOR D S E R V ICE B U L LET I N for ] u n ,e (] c FRONT ~"'" y PAGE 259 c. ~ u FORMER DESIGN I H Slk6' ~ SIY,6' C~ 51~" t 51~" ~11 ~ ~ PRESENT DESIGN Fig. 523 NONADJUST ABLE TYPE BRAKE RODS G Brake rods have been redesigned making them into a solid nonadjustable type. The rods now have a single eye forged on each end in- stead of having an adjustable clevis at one end. This arrangement assures a fixed length rod and simplifies brake adjustments. l It also eliminates the use of stops in the back flange of the center cross member. The change to nonadjustable brake rods necessitated changing the front brake lever and the upper end of the outer lever on the cross shaft assembly, from a single eye end to a clevis. Fig. S2.3 shows the old and new design rods and levers. (J Servicing Bra1{e Rods Should it become necessary to install a new brake rod on a car equipped with adjustable rods, an adjustable rod can be easily made from a solid rod by sawing off the end of the rod 7.4:" back from the center of the eye and running a %-24 thread back 2" from the end and in- stalling the adjustable clevis and lock nut. The length of the rod should be ad justed to not less than 51 J16 or more than S I 31. A one-piece brake cross shaft assembly has also been adopted (A-248S-6-C) superseding the former design in which the shaft and end levers were individual items. Should it become necessary to replace a brake cross shaft assembly A-2.48S or 6-AR, in- stall the latest type cross shaft assembly A-248S- or 6-C together with the solid type rear rod. Adjusting Bra1{es Instructions for adjusting brakes on cars equipped with adjustable rods were given on Pages 202. and 203 of the January Bulletin. The instructions on Page 202 with the exception of the last four paragraphs also apply to ad justing brakes on cars equipped with solid rods. GASOLINE GAUGE To determine if a gasoline gauge is sticking, rock the car vigorously. If gauge dial oscillates freely, gauge is O. K. If sticking, the gauge can be easily removed by screwing out flange nut and withdrawing gauge. Wrench S-Z-I82S is used for screwing out the flange nut. Wrench s-z-I8n is used for screwirig out the gasoline gauge cover should it be necessary to replace a glass. To prevent spillage gas tank should not be more than half full when replacing gauge. Gasoline gauges are built so that they register full "F" when the cork float just touches the top of the tank. With this setting there will. still be a reserve of approximately one gallon in the tank when the gauge regis- ters "0." If the gauge does not register as above, the float wire is bent and it should be readjusted by slightly bending the wire until gauge registers accurately. An easy way to check the gauge is to first remove the gasoline tank filler cap and screen and then insert a wire hook through filler cap opening and lift up the gauge until the cork float just touches the top of the tank; if properly adjusted gauge should now register full "F." Sometimes a gauge wire is so bent that it rubs against the filler screen. When this occurs the gauge will stick or have a jerky movement especially noticeable when the tank is being filled. This condition can be easily corrected by straightening the wire as described above. .. PAGE 260 FOR D S E,R V ICE B U L LET I N for] un e "FORD" METALLIC WATER PUMP PACKING Fig. 524 Spool of 40 ft., pac/{ed in serviceable container. List price $2..75. This serviceable water pump packing is both a time and money saver. ' It is made from identically the same material with which the pump is originally packed at the factory, and is so designed that it can be quickly installed without dismantling the pump. Never use inferior water pump packing- flax, hemp, and asbestos swell with tremendous force, and frequently score the shaft, a condition which cannot occur when Ford metallic packing is used. How It Is Installed When installing Ford metallic water pump Fig. 525 "- , ! tl 1 Fig. 526 packing, do not remove the old packing. Simply cut off the required amount of new pack- ing, wrap it on shaft, and compress with pack- ing nut. When installing packing, wrap it on shaft in direction in which nut is tightened. Do not tighten packing nut more than is necessary to stop the leak. LINCOLN BODY AND NICKEL POLISH Car owners usually think of nickel and body polish only as products for restoring luster to painted or nickeled surfaces. Few think of them as a means of pre- venting surfaces becom- ing tarnished or dull. Lincoln polish ap- plied when the car is new and reapplied regularly once a month deposits an invisible film which protects the finish and main- tains new car appear- ance indefini tel y. In addition to sell- ing Lincoln polishes over the counter, sell purchasers of new cars on the protective fea- ture which these qual- ity products afford. With a little effort a profitable polish busi- ness can be secured. Fig. 527 . , ~~?> -:;'~, " .'." II~ , . .; l; ~ '; ,; -. ~. :i .;-.: ; f .1.': . 0, .' l<~ ()l I I I o I I J ~ ,..'.~...~ -~ ~ .., ., .,~~""""-''''''''''~''~'''''''''''>^CY ,_~'It'1'::a,.~'-f............ '" ..'...~ I . U"~l I I I , I \. , ~ l ... ;-- PAGE 246 FORD SERVICE BULLETIN for May Service Informatioll " The distributor breaker points should oc- casionally be checked to see that the points are clean, smooth and meet squarely. A point which is in good condition has a dull frosted appearance. Whenever necessary to clean the points use a fine oil stone-never a file. If badly pitted new points should be installed. The gap between the points should be set be- tween .018" and .02..2.". See that all body bolts are drawn down, tightly. Due to the settling of the body and the compression of the anti-squeak material between body and frame, body bolts can be taken up during first few months of service. When lubricating the car do not overlook the oil cup on the side of the distributor body. Oil should be added every 500 miles. Sufficient oil should be added to reach the level of the oil cup. Regular engine oil can be used for lubri- cating distributor. Before performing electrical work on the car always disconnect the battery cable' at the ba ttery . Carbon must be removed from piston heads with a carbon scraper. Never use a wire brush, as particles of carbon or a strand of wire from the brush are liable to be forced between piston and cylinder wall with possibilities of scoring. Before replacing cylinder head pour at least a tablespoonful of engine oil around the edge of each piston to insure sufficient lubrication when engine is started. When engine is thoroughly warmed up it will be found that cylinder head nuts can be taken up slightly. Attention to this detail prevents any possibility of gasket blowing out. . To clean sport top material use H&H soap or soap of similar ingredients, in hot water. (Procure soap locally.) Apply with stiff brush until lather is formed, then rinse with clear cold water. To remove hand,marks, soil, etc., use ,art gum. When changing a speedometer or speed- ometer cable time will be saved by removing distributor from cylinder head. This permits pulling the instrument panel back sufficiently far to allow easy access to speedometer or cable. SER VICIN.G ELECTRIC WIJ\[D.. SHIELD WIPER , ~ 32 -ii 1'1 . . ~ 1'--~ I .1 ,I' 'I l I o Fig. 504 The windshield wiper is operated by electric current taken from the storage battery. The wiper, being independent of the engine, operates with equal efficiency during acceleration and hill climbing. It will also operate with the engine stopped. The wiper is placed in operation by moving the small switch handle to the right. Should the wiper fail to start the blade may be stuck or frozen to windshield glass. To dislodge it, move the large handle. This handle can also be used if it is desired to wipe the windshield by hand. The wiper blade is driven by an automatic disengaging clutch contained within the wiper. This clutch can be released by a quick move- ment of the handle to bring the blade toward the bottom of the windshield. The windshield can then be wiped by hand, but the clutch will engage each time the blade is returned to its former position. Operation of the Blade The proper wiping operation of the blade depends on the condition of the edge of the blade and also the tension adjustment. The edge of the blade should be smooth, straight and tree from oil. , . f . , 1 I I o ( f J 01 , 1 "-- ~'_.._...- , 1 r- ----- Ii I ' o j I ! l I;: I , 1 '- o o ~ )- .J .-' FORD SERVICE BULLETIN for May The tension should be heavy enough to prevent chatter but not. sufficiently,.,{leq,vy to bend the rubber against the' glass. .. 'The tension is adjusted by the small knurled nut where the spring ami connects to the driving lever. Circular streaks on the glass are caused by Ca) frayed edge on rubber, Cb) irregular edge on rubber, Cc) bent blade, Cd) oil or grease on wind- shield or rubber. . , The blade should turn readily at each end of the stroke. If blade fails to turn "i't will chatter on the glass. If blade chatter~:91J.:}one side only, it indicates that bladejs t,UrGing too far in spring arm. The opening in"thel'dwer end of spring arm should be 5/:'2". (Sesf~g: 504.) Blade should turn an equal am.ount arie;.ich end of stroke. Too great a tension will prevent blade from turning. ~; '. 'To Checl{ 'Trouble When the switch is turned on the ammeter should show a small discharge. If the wiper does not start and the ammeter fails to show a discharge it indicates an open circuit in the wiper line. To check this, swillg the windshield to its outer position and examine the connector on the end of the wire leading to the windshield wiper. This connector should snap firmly over the post on the wiper. If the wiper now fails to operate, test this line to determine if it is alive. If it is alive test the ground connection on the wiper by holding a piece of bare wire against either one of the two nickel-plated screws on, top of the cover and the other end of the wire against an exposed metal part on the windshield frame. When making this test be sure the wiper switch is in the" on" position. If the wiper now operates, it indicates a faulty ground .connection and it will be necessary to remove the wiper and clean the windshield frame under the ground connection. If the wiper still fails to operate, install a new wiper. Wipers are guaranteed for four months. Should a wiper fail within that period, a new wiper should be installed without charge. Beyond the four months' period owner should pay for new wiper. Dealers should ,not at- tempt to repair internal mech'anism of wiper. To Remove Wiper From Car :', Swing windshield open "ind remove the r1'~'t and lock washer on the switch handle (See A, Fig. 504)' The handle can then pe rerrioved by pulling ,i~t. straight off. Next loosen the set screw B in wiper handle and withdraw handle from shaft: Disconnect windsh}eld \yiper wire C from wiper and remove the two "screws D attaching wiper feet to windshield. Wiper can now be removed. ..' '-;"'-; ..., ..... PAGE L 4.7 AUTOMATIC WINDSHIELD WIPER FOR OPEN CARS " , .' '~ . " ~ ,d ; :..g A.jS263 CARD BOARD RETAINING CLIP Fig. 505 An electric windshield wiper, similar in de- sign except for minor details, to that used on Model A closed cars, is now available for open car owners who desire the added convenience of an automatic windshield wiper. Detailed instructions covering installation are given below. The list price of this wiper, including neces- sary fittings for installation, is $4.50. This price is subject to dealer's regular discount. How It Is Installed To install the Ford automatic windshield wiper on Model A phaeton or roadster, re- move hand wiper and slightly enlarge shaft hole. A rat-tail file can be used for this purpose. Shaft hole should' be enlarged sufficiently to in- sure.shaft having a free fit through windshield frame. >. ,,, _.'. ........ Remove outer half of split clamp. Mount wiper on frame by inserting wiper shaft thr'ough shaft-hole in frame, and installing split clamps. Before tightening damping screws (See A, Fig. 506) loosen the two nickel-plated adjusting screws B, then- tighten both the clamping and adjusting screws:' , Remove left-hand cowl cardboard ~~s.<;~~.1y. I . ~~l Ii! I PAGE 248 FORD SERVICE BULLETIN for May WINDSHI ELD WI PER CABLE DR I LL I~ HOLE J Remove upper left screw in terminal box and mount an A-I4593 grommet support under head of screw. (See Fig. 505.) Remove standard retaining clip on gas tank flange (this clip is located on the left-hand side of flange from driver's seat next to dash) and replace vyith combination retaining clip and grommet support A-352.63' Next mount another A-I4593 grommet support on rear bolt of gas tank flange at left-hand side of cowl. (See Fig. 505.) Drill a %" hole on inside of windshield sup- port at point shown in Fig. 506 and thread cable through hole bringing cable down through windshield support and through A-I4593 and A-352.63 grommet supports on gas tank flange and the A-I4593 grommet support under head of screw at back of terminal box. Next snap clip A-I4596 over frame and cable at upper left-hand corner of windshield frame as shown in Fig. 506. R~move cover from front of termlOal box and thread' cable through hole in back of terminal box attaching end of wire to-left-hand terminal bolt (from driver's seat) in terminal box. Replace terminal box cover. .. ~ . ~~ Fig. 506 FLOOR BOARD CLUTCH PLATE To facilitate lubricating clutch release bear- ing all cars and trucks are now eqUIpped with a floor board clutch plate A-352.2.0. This plate provides easy access to i:>earing. A floor board clutch plate can be easily in- stalled [in cars not so equipped by sawing an opening in the floor boards to tqe dimensions shown in Fig. 507. .. r".., . ~tb~' ...... '"J,' .......... '" ........... Fig. 507 --., o o I i/ I 81 J '-- o l'i 'il; ,0 o i k I , FORD SERVICE BULLETIN for May \. ; Fig. 508 . WELL FENDERS To meet the demand of passenger car owners who desire fender well equipment, also com- mercial concerns desiring right fender with well for pick-ups due to carrying ladders, etc., on left side of car, we are prepared,to furnish both right and left front fenders with wells together with spare wheel carrier. Ford fender well equipment harmonizes with the attractive appearance of the car. It can be installed on either right or left side without interfering with opening of doors. The spare wheel and tire can be easily mounted or removed from carrier. The equipment is available at the following list prices: A-I6035 Front fender-with well-R. H. .$8.25 A-16536 Front fender-with well-L. H.. 8.25 A-1406 Spare wheel carrier flange assy... .50 A-1405 Spare wheel carrier support...... 1.15 A-1415 Spare wheel carrier bracket. . . . .. 1.20 A-141O Spare wheel carrier anti-rattler.. . .05 A-:n894 Spare wheel carrier .support nut. . .05 A-u370 Spare wheel carrier support washer .01 A-23552 Spare wheel carrier support cotter .................. doz. A-2.0732. . Spare wheel carrier bracket bolt.. A-2.17OI Spare wheel carrier bracket nut. . A-2.3516 Spare wheel carrier bracket cotter. . . . . . . . . . . . . . . . . . doz. A-76745 Door check strap-open cars.. . . . A-73487 Door check strap-closed cars. . . Installing Fender Well To install right-hand fender with well remove front fender, running board and running board shield. Drill three W' holes in frame at points in- dicated in Fig. 509 and bolt support bracket to frame as shown in Fig. 510. PAGE 249 ENGINE SUPPORT HOLES "'': .-FRONT . ~ ~ LOCATION OF CARRIER SUPPORT HOLE IN RUNNING BOARD SHIELD Fig. 509 Bore a I %" hole in running board shield at point shown in Fig. 509, and install anti-rattler with cutaway side pointing downward and edge of running board shield between upper and lower half of anti-rattler. Replace running board and running board shield and install fen- der. Insert carrier support through bracket, lock- ing it in place with castle nut and cotter pin. (See Fig. 510.) . Place spare wheel carrier support flange over end of support. Position washer against flange and run down castle nut and cotter key. Wheel can then be mounted on carrier support flange. The left-hand fender well installation is the same as the right hand except that frame is al- ready drilled. and therefore it is not necessary to remove runmng board and running board shield. Locate carrier support hole in shield by means . of support bracket. .05 .03 .02. .03 .10 .20 RU N NING BOARD SH I ELD Fig. 510 1 { , " PAGE 250 FORD SERVICE BULLETIN 'J T .~~~- 1 ~l ,~.:- ~I 4" Oh T -I~ !!! . ROUND & POLISH T -r '( ~ ' ~! ""'" 64 TRUE SWEEP ~ ,'.. 1 I"~ ,,,IOU =-,- ""CIl '''-, r- ..~ ItR ~'.. /.zoo 2! I' 23~ 23!!--" ~'- I r- 8 16 I -L A-47085 BACK WINDOW GLASS _I TUDOR &COUPE. \"".e THICKNESS OF" ~,i';;. TRIPLEX GLASS GLASS -\' I t'" ,..'-r' 'r :.>'~, .: _ t, _ ~ ;~ -r" I -r?' BREAK CORNERS 1 1-==12 -12~==1 !!! ~ ^ 450 , I ld~ i6~ 1 l---, I I - 2Sj6 2SI A-79943- DOOR WINDOW TUDOR &. COUPE A - PAN EL DELIVERY, AA- CAB & AA-PAN. DELIVERY AA'83825-BACK WINDOW GLASS CLOSEq<;,c.B ~, "rol/i.. ~" -:t ROUND &. POLIS 450 1. ~~32 ~ ~r{1 --1 r,~ w tej ~ ~/- '!Ri{i9'",J 'jR I T",CK:'SS OF ~ ~ PLATE GLASS ik'>./~~4S0 ."j~ ~ ~ f3R ~ -.l I... 30ll! 3021 ..I 32 32 A-S67BO-QUARTER WINDOW GLASS TUDOR A-18252 - WINGSHIELD WING GLASS ROADSTER & PHAETON A-37160'n fiLLER <l: ADH ESIVE H: , COMPo ~ ~ =!$ =.!.~ iil$ ~"H-IIH fz 2~ 2 I I I 450 ~ 3 - III I'" ",.. -I" ~- 16-- -,'" ..,'" *r 16 R . Ul(:!! ~I~ !:::! -i~ !:2 .. .. -41~-4Ii 16 2025 20!1 32 16 ,A.454S7 CELLULOID o A'37161 WINDSHIELD GLASS ASS~ PHAETON,ROADSTER ~ OPEN CAB. A'45455 WINDSHIELD GLASS ASSY. TUDOR,CLOSED CAB, COUPE, BUSINESS COUPE, SPORT COUPE, A-PANEL DELIVERY &. AA'PANEL DELIVERY A-46780 Q.UARTER WINDOW GLASS - 2 REQ. COUPE \- 15~-15~ 'I -I!--.080 11.R 1 .187 8 ~ J '" .0 ~ I- 18~ -IBIt ~~ .080 --l r- ISR .087 ~ -I~ ~ r;- ... u A-37644-A-TOP BACK CU'RTAIN GLASS I REQ.. PHAETON & ROADSTER A'53544 - TOP BACK CURTAIN GLASS SPORT COUPE, & BUSINESS COUPE , Fig. 5II-Model A and AA Glass Chart. o , I l The above chart is for dealers' infor~ation in identifying the various sizes of glass used in Model A cars and, trucks. All of this glass is ground and cut to exact Model A requirements and can be obtained promptly from Ford branches. Dealers should carry sufficient quantity of each size to render prompt service, and advise ow-ners to this effect. Under no circumstances should w-indshield glass other than Ford Triplex non-shatterable glass be installed in Model A cars or trucks. .. I J ,0' o c '- ";i: ~- lj WINDS:h~. ~ -I; -. ;~ T Ii ' >.;;.. :;:.. wo 'I 'I I ! .!J1.E R V ICE B U L LET I N for May PAGE 25 I W~INGS-TOP BOOTS . ~,' l' I !:... , Accessories" il:htlt Will Help You Earn Extra I ~~ro.ftts This Summer ',: ~ " Fig. 512 " With the arrival of ~arm weather open-car accessories such as Ford windshield wings and top boots should be prominently featured. ' In addition to their utility, these accessories add to the smart appearance of the car and make a strong appeal to owners and prospective purchasers. The top boots are made of closely woven high-grade whipcord material. The windshield wing brackets are of an entirely new design which permits the wings to be rigidly held in any desired posi- tion without loosening or tightening nuts. Windshield wings list at $8.50 per set; top boots $7.00. These prices are subject to dealer's regular discount. With proper presentation of these accessories we believe pur- chasers of. Model A open cars will desire top boot and wind- shield wings installed before taking delivery of car. flow to Install Windshield Wings Layout 'each windshield support to dimensions specified in Fig. 513. Use % dr~ll straight through windshield support, fol- lowed by % drill. This procedure insures accu- rate location of the % drilled hole. Mount brackets with bolt heads and cup washers on front side of windshield support. The short bolt is used at the top, the long bolt at the bottom. Tightening the bolts causes the cup washers to conform to the con- tour of the windshield support and rigidly hold wing brackets in place. Insert glass in brack- et clamps u~ing regu- lating screw to obtain a full even bearing of rubber pad on the face of the glass. Securely tighten clamping screw, using a heavy screw driver. N t:'''' ~~- Sf(TION A /J co ,.,\':"'" 0) j '" t:::'''' , ~e- SECTION B Fig. 513 another Ford car or truck. With it the. names of the. dealer's seryice customers as well as all Ford owners liv"' ,. ing within a reason-, able distance or within' the dealer's natural trade area, can be en- rolled and contact maintained with them through personal visits, telephone calls and frequent letters of so- lici ta tion. While it is not. prac- tical for a dealer to spend his entire time with anyone depart- ment, he must spend a certain portion with each in order to deter- mine how his business is functioning. A few minutes 'a day spent with an up-to-datesery- ice. follow-up record will give you a com- plete check on how your seryice depart- ment is han- .. ~.",. r:.:: _a:::. ......:;~.O.~~..A:::~~~~:~~~.:~.~:::.. dling Model A he,:: -: :::, ';: ~ =- ~ service and what "e' ,.. n' .,.... they ar.e doing i~!II'--"'- II ~~st~%~~~_ your II: i R ...;;;.. ..m ........ :". ~ ~ ::::', ...... ,::::e. ..-.. : "e '...:........... .... .::;:':.~..""" ..~;..... ,."::" e e e e e :::::.: .... ..::::;;.. e e e r'" PAGE 252 FORD SERVICE BULLETIN for May SER VICE , FOLLOW-UP Fig. 514 The volume of Model' T repair work handled outside of Ford dealers' shops was largely due to failure of dealers to follow up owners for service work. This condition existed be- cause many dealers were con tent sim pI y to sell the car and trust to luck that the owner would come back for seryice. A good service "follow-up system is the .key,to the dealer's service market. It con- stitutes 'a record of prospects for the future sale 'Of Ford parts, rep~ir labor, accessories, gas, oil and other commodities and eventually c.._...................,.. .............. ~,., ....--... , . ~ '" Forms shown in Figures 514 and 515 can be obtained from Sales Equipment Co., Detroit. Fig. )I5 p'- :ilI' .. '!'( --:rP ~J ..r If. . " ":'~:','J\. ,....,.. )'-:'1 # ~ '.~ ';:~:i;i ~~. ;~. ,"'~ , C l' ." ~ y ! ~ ., q r .0 ~ ; ~ I a. \ /.!:':"I'..../ or, -~ '" r' - C ___- ~ --'-,.,~-___--..---.:--'l""" --""""".l';~_ -,. 1 _. ~~~-_-=--==~.~~~~l; 7 (' ~.rl ===--1 II ~P'!.:~-=--===~Il Service Inform~iioh J;O,,-' iii "") Chan~e In <4~ ' I The: ci'i~~~ei~rMof th~:)f{: cC' I ! .j 'I' ~~~~~!~~~!'~,~:r' 'J i I t "fuTJ'e siili:~~'n\e ~mt~~: .the fhaf t "~nd' . ,1/ fbrril.s,the oil passage through which the n':. Ip Ii' deli'vers oil to the valve chamber. F rly I : I this clearance was obtaineit- Di' reTi.c [the i : . shaft (See A, Fig. 487). Th,.~ clearanc~ is now I II obtained by boring a larger hole in the oil pump j body and using a straight shaft (See B, Fig. 487). :1 :" When replacing shaft.:il\ ari:ojj -PUfn]:>';quit?1!>(!d :,"1'1'1, with the relieved s1.aft be 'sure to reph:'~'lf'~ wilth the same tyte of shaft; as the pttsetft;,El'dihbfl 1 :; 'l straight sha t would riot allow"s"j.Ifficlcnt;;:frc'!t for oil flow w hen'l1iolinted J in } 'file' pre;V'16us- l : . design pump bod)"with; tl\.e %V .shafe,1lhole. t,l li!ll' The relieved-shaft ~ah~ho."vever';; be use(i':-in the present pump with the %" s~f!f~ holt:. ~;:. PAGE 2.3'8' , 'F ORD'; S E R V ICE B U {L E ,tL Fig. 486 STAR TER PI7'{I07'{ To insure proper meshing of starter pI1110n with flywheel ring gear, the distance or gap between the rear face of flywheel ring gear and front face of starter pinion must not be more than Ji" or less than N' (See Fig. 486). This gap can be regulated by means of shims, part Nos. A-II1~O and II141, inserted between starting t:J.otor yoke and flywheel housing. These shims are 1/64" and iz" thick, respectively. To check the gap between pinion and ring gear, first remove starting motor; then measure the distance [rom machined surface at starter mounting opening in flywheel housing to rear face of flywheel ring gear. Ne'lCt pull forward on starter drive pinion to take up any end play in armature assembly, then measure distance from machined surface at rear end o'f yoke to front face of starter pinion. The difference between these two meas- urements represents the gap between pinion and ring gear and should not be more than >16" or less than ';'''. If more than Me", insert a starter shim between starter yoke and flywheel hous- ing to bring gap within above limits. When removing a starting motor time will be saved by removing the starting switch in- stead of attempting to disconnect the battery cable at starting motor. After removing starting switch, tie a cloth around it to prevent sparks occurring should lhe switch come in contact with any metal when removing motor. l """ .J ! }'"',. ~ '" j, " 1.. ~.t l'P' .. ~ ..f.~~ 2: r ~ III 5. 8.;(". B ,. ~ Fig. 487 ~;" Important Information on Front WheeL Bearing Adjustment I. See that front hub, inner and outer bearings are packed with grease. 2.. Front hub grease retainer and lock washer should slide over threads on spindle body with fingers (loose fit). 3. Install nut, tighten same so that all com- ponent parts are pulled together snugly; that is, , , ,.. ., " l' l"'l !' '\ ..., I I Ie: r"F= ill I 'I I '1 II 'j J . 'I' , ;j ; :11 I '., I;: ,/ . ; \ ~, ill 'i ~ ~ ;'; ~ i: 1'1 'i .,1 1 :', . .,' 'i ~. i I: ~ I;'! , ~~:! 11 ~ \ ' ,rl A I 1.... '" I C,...\.,J).,:I v:! "'-- '-. '. ~-~.... ......... .. ....... ,,-,~" , 1~' II 1<. Ie.;.. BULLETIN for April PAGE 239 " .'? ~.;"i ':"~'). ' . '.;o'Pig. 488 .,.. ..<.' '. , ).:jl~;r,'a~q~ OU, t,.I;11. b-='~riL1gs, will be snug in cones, ';".k ':"'~pcrtight against :oller bearing, and J1Ht tigh.t apinst lock washer. Grasp drum at .~Op :11J. pQttJm apply side strain; see that bear- i;Jg:),re rig!.t it: wheel hpb with no side play. (A ~!t;~ht drag will be'l1Q( r:eable when drum is turnC:<~I) Not \~tJ,~r eight or: 'l;::n pounds' pressure is required on speed wrench to get these.results. 4. Turn nut back two castle slots (this is ~1)roximatdy U turn of nut); insert cotter ,..1 ,'~V! bearings for a slight side play 'rrning wheel. ? ~.: .l WHEEL ALIGNMENT }'h.l1t wh~" should b.lY:: a toe-in of %" to 7{" (See A an.i B, Fig. 488) and a camber of aHJroximately 1%". (See C and D, Fig. 489') The best way to check toe-in measurements is with a wheel aligning gage.* How T 0 Use Gage . forward at least three feet. before . in position. Place gage between ... . 'ith ends of gage bearing against the tHt.~ '(!. ,~)th pendant chains barely touch- ingtfle {lo~::, '(See Fig. 490.) . Test for 'play in bushings by pressing outward on the front of both front wheels at the same time. Set the scale on the gage so that the pointer registers at zero;, then with gage still in place, ill Fig. 489 *Wheel-aIigning gage can be obtained from K. R. Wilson, Buffalo, N. 1r. F{g. 490 move car forward until gage is brought to a posi- tion back of the axle with both pendant chains barely touching floor (See Fig. 491.) The pointer will now register the exact amount of front wheel toe-in. If Adjustment Is Required Remove cotter pins and loosen the two spin- dle connecting rod end clamp bolt nuts; then turn the spindle connecting rod either in or out until the correct adjustment is obtained. The rod has a right-hand thread on one end and a left-hand thread on the other which simplifies adjust- ments. When the correct toe-in is obtained, tighten the two connecting rod clamp bolt nuts, making sure to replace cotter keys. Cambe:r Not Adjustable The camber is not adjustable, as it is pro- vided for in the forging of the spindle. The only lossibility of the camber being changed woul be due to a bent axle or spindle or badly worn spindle body bushing. r I j Fig. 491 ~- " " " " - (' ,-- PAGE :L.40 FORD SERVICE BULLETIN for April Throttle control rod Horn button Spark control rod Upper worm thrust bearing Steering gear worm Lubricator fitting Lower worm thrust bearing Steering shaft lower bearing THE STEERIJ\[G GEAR " The Model A steering gear is of the worm and' sector type. _ It responds quickly to move- ments of the wheel under the hands of the driver, is especially geared for handling bal- loon tires, and due to its efficient construction there is no possibility of the wheel being jerked from the driver's hands by ruts or bumps inl the road. . The thrust on the worm is taken up by two roller thrust bearings placed at each end of the worm. The worm is splined on the steering shaft giving much stronger construction than the ordinary practice of using a single key. Another' feature is the steering column" In order to prevent any binding of the steering worm shaft, it is imperative to hold all bsarings in positive alignment. This is done in\ the Model A steering gear assembly~j' welding the / \ ./ I / 4 / Quadrant L~ 'T"il)' .OJ fl' G "..V:jt'. ~~..i . ~.." ... . - ~ ! I,j :.i _I.. ... : ,~~L' . . 1. ~.\ 1":1," " I.; :1, '.... .~ .r' J:r '1)2 lfJ:JV:l". .~ ~" .~:..~ .:>.:Y) Vh. "J ~ I. III -~""\. "-,..fl"; ~ - \r Fig. 49:L Q steenng gear column to the housing' (a new practlce in automobile design), making the housing and tube into a rigid, sturdy ope- piece unit. Little Attention Required From a Repair Standpoint Owing to efficient design and sturdy con- struction the Model A steering gear assembly with ordinary care will last indefinitely and should require little attention from a repair standpoint. Adjustments End play in the steering shaft can be easily taken up by removing one or more of the brass shims which are placed between steering shaft lower bearing assembly and end of housing. End play in the sector shaft can be compen- sated for by loosening lock nut and slightly \ Mt -v i .f if , ~ III I. ,',{, .J. ( tI ~ ...... ~ o III r 1 .j J * ! () If" II [- Ii I- Ii . ! ~ ~ 1'1- ,I ! . . '\ . j) , .; :~ r.. -'\ ~,! f' ; .I: .'~ t t: I q JJ . f ;~ ' . f I I , I II ; u ; ~ 'I i I. I il, U I ;' I H; n \ '" ~ II ,0 ....... I> "~h,;~ FORD SERVICE BULLETIN for April 'rT/l':':"-:' J ,'~;"'l Fi..~. 493 ,.... turning . tli~ :t~e;-jn. The slotted ,scrF:',;;' ) ~reerjl1g worm se' tec~ adj;btmen~ is J "he lcic'e nut, IW. ~]C~ to pr.::y".t" , J..j'_ L nut. :",~fter-ta~ing) . / in either sector or, shaft, steering bear a~~, ,uly should be carefully checked to make sure adjustments were correctly made and there is no "bind" or "drag" at any point. ,",-, '~e .::tor thrust screw. in Fig. 497 is the ~t screw. . When cor- d be sure to tighten ...:.w driver in screw :: when tightening ...- Fig. 494 PAGE 241 Fig. 495 Remove Steering Gear Should it be necessary to remove a steering gear from gthe car and dismantle the assembly it can be done as follows: Disconnect spark and throttle rods. (See A, Fig. 493') Remove lighting switch, B. To remove switch, unsnap lighting switch bail and remove lighting switch a'nd wire assel11bly. Press up- ward on operating spider and lift out spider Fig. 496 r (' PAGE 242 FOR D S E R V ICE B U"~~L E T IN":j-:?-j;-- t1 J'~ r p. - ----,-._--, '.' "., .. t c ,) l' .It':~~~,,"''''''.lI:U_lo.--.~ ~'..'_'_'~ __400_. ...... ~ . Fig. 497 retainer. Spider and spring will then 'slio .off of shaft. Withdraw lighting switch handle and horn switch assembly (See A, Fig. 494), and screw off steering wheel nut. Wheel can ~hen be with- drawn from shaft. Screw off steeririg gear arm clamp bolt nut (See A, Fig. 495), and withdraw arm by tap- ping it off of sector shaft. Remove the two housing to frame bolts (See B, Fig. 495)' Take out mat and floor boards and disconnect battery cable, pushing the cable t~ one side so that it will not interfere when the assembly is withdrawn. Screw out the two steering column support... screws and lift off support. " Fig. 498 Fig. 499 Steering assembly can now be withdrawn from front end of car. Turning the assembly id the position shown in Fig. 496 will allow ~uffi- cient clearance.to withdraw it. Disassembling Steering Gear Place s'eering gear assembly in vise. (Be sure the vise is equipped with brass or copper jaws, to prevent marring housing.) Remove housing cover by scre;.ving o,ut the three cap screws. (See A, Fig. 49/) : prain out lubricant and remove steering s,haft" 'lo~er bearing as- sembly by running o~r: the four cap screws, B, and withdrawing assertlBI'y from housing. Do not misplace 'the brass' shims w:?~ch come off when the assembly is removed. . ..". ~ . '~ Fig. 500 -:J~ -'I r o -I ,. I 01, I f I ..l I 0 f I ill ~ I ,f t I \, (OJ f 0,. rr=[ .7..= ___~~. -:_='. ~.~;,:.:-,~:. -.. _.:,~:.'~::":~~~~ :1 ,:"':: ~~ II SRI<; VICE ! ....~ ~_-.,~-- -.-.-.--.. ....-...:;.-- 1;; . :, o H ~ ~ r " I' 1 ~ ,'. t ~ p I " ., " l. \ II ! :, I ; ~ . ) r\ I I ': I -, li II t: I ii I I :i II I , I I) ! o l; Fig. 501 ::. Next withdraw steering worm sector. (See Fig. 498.) Remove steering shaft by tapping it out of h~using with a brass or lead hammer. To prevent. damaging the threads start a, nut on . ~ the end of the shaft. (See Fig. 499') A thrust bearing is placed at each end of the worm. Whet} the shaft is withdrawn, the lower ';earing (See A, Fig. 500) will come off with the shaft; the upper bearing can then be lifted out of the housing. . To remove the control rod levers and springs, take a hammer and small drift and drive out the two control rod pins. (See A, Fig. 501.) Con- trol rod levers, B, and springs can then be slipped off tht: ends of the rods. t I t I' Fig. 502 ."..... } BULLETIN for April PAGE 243 The spark and throttle rods can now be vy-ith" drawn from steering shaft upper bushing (See Fig. 502..) The anti-rattlers placed on the spark and throttle rods will drop off inside of the housing when the rods are withdrawn. They can be removed after the steering shaft upper bushing is withdrawn, by tilting the housing. To remove the upper bushing first screw out the two steering column tube screws. Then insert a brass rod through the lower end of the housing and tap"out the bushing. Inspection. ' .,.' The parts should now be washed in kerosene and each part carefully examined for wear. The bushings in the housing should also be in- spected. New gaskets will usually prove more . satisfactory when reassembling, although an old gasket, if in good condition, will render satis- factory service. Inspect each gasket before in- stalling; see that the surface against which it .fits is clean and in good condition. Before assembling thoroughly lubricate all moving parts. Draw all bolts, nuts and cap screws down tightly, making sure to replace lock washers and cotter pins as required. Assembling Insert spark and throttle rods through steering shaft upper bushing, then slip the two anti-rattlers over the ends of the rods, slid- ing the anti-rattlers back until they come in contact with the two small notches on the rods. Next insert spark and throttle rods, together with steering shaft upper bushing, into steering gear housing; tap the bushing down until the screw holes in the bushing line up with the screw holes in the housing, making .sure that the ends of the spark and throttle rods slip into the spark and throttle-rod openings in the housing. It is necessary to guide the rods into the openings. Mter installing upper bushing replace the two steering column tube screws. The control rod springs and~levers are next replaced; make sure to rivet the pins tightly. When installing the levers be sure that the ball end of the lever to which the throttle rod is attached points upward, while the ball end of the lever to which the. spark rod is attached points downward. (See B, Fig. 501.) ... t' , .- '.: ";. '. ~....:1;..;:.~'....., '"' "F.':,''''-_~, ''>.~' . ".' ".' . .' -( , .... PAGE 244 FORD SERVICE BULLETIN for AprZl Next slip the upper worm thrust bearing over the end of the shaft, sliding the bearing down until it rests against the worm. The shaft is next inserted into the housing until the front end of the shaft enters steering shaft upper bushing and the worn\ rests against Ehe upper thrust bearing. Insert lower bearing over end of steering shaft. Place steering shaft lower bearing shims over lower bearing assembly, replacing same number of shims of same thickness as were removed. These shims. are made in three thicknesses, .002.5, .005, and .010 , and are used to take up any end play in steering shaft. Should end play develop rem9ve a shim. Lower bearing assembly is next inserted into gear housing and ,bolted in place by means of the four cap screws and lock washers. When replacing the assembly make certain that the %" oil hole which is drilled into it at an angle has its open end toward the top of the steering gear. This is important! Place worm sector thrust washer over end of sector with notched side of washer toward toothed end of sector, then mesh sestor with worm. . Place steering gear housing on its side and fill with steering gear lubricant. The assembly holds approximately 7~i ounces of lubricant. Replace steering gear housing cap and -gasket by running in the three lock'washers and screws 'which bolt cap to housing. This completes the build-up. ' The steering wheel should now be placed on the shaft, and the assembly checked to make sure that it turns freely and there is not exces- sive play between sector and worm. To check play between sector and worm measure the backlash in the steering wheel. The backlash is measured at the outer circumference of the wheel and should not exceed I" when steering wheel is turned. Should it exceed I" check end play adjustments as described on page 2.40. If this fails to correct the trouble install a new sector. I nstaHing Steering Gear To install steering gear assembly in car, reverse the operations for removal as described on. page 2.41, under heading of "Remove Steer- ing Gear." Correction Figs. 478 and 482. in the March issue of the Bulletin indicate that the transmission counter- shaft is wifhdrawn and installed through rear end of case. While this is possible, the shaft should be withdrawn and installed from front end of case as countershaft hole is reamed .001" larger at front end of case than at rear. '~;~', " I :'~"J... "3 I . ".. 1,1~~..'p~ . " I!I 1III I I'll i'll JII .~ /1[,1']'1',11/ ~I "[" , IkJh!/, '. .- ",'.oi,'l~'li.' ..- ..-.. trn ;11 . _ _ __..... " , I 'I :1 i ~o'T.60~J_~ ~. =V' ,.~'- / ., Fig. 503 When installing a window regulator 'handle, make sure that the handle is installed so that it is on the downward travel when window is closed tight. (See Fig. 503')' This will prevent any possibility of the weight of the handle slightly lowering the window when traveling over rough roads. " When connecting rods and bearing caps are assembled in new engines both the cap and the rod are marked wi th a number which corre- sponds with the number of the cylinderi/linto which they are fitted. After> taking up a connecting rod bearing be sure to replace the cap in its original posi- tion; that is, so that the number on the cap lines up with the number stamped on the upper half of the rod. (See A, Fig. 504.) Fig. 504 .:-: ,. ," l ..:.,:"1.,,'0. ,", I .. ,. , . ~ . . ;'_\~: . f~ .~f I ~ ; ~ ~~:~ ~I '~l '. t; .. ..:-,t ,; " .:.-~ .~ t. l I oj - --..,-- - 'l .~ . ; V;.1f 9 ' ~ : I : , ,.. .:.:.;.;~. ':, . ;. I ~.lJ_~.. _ -. -. . . ..- ,..~'&.. ~..~ r~.;,'" ~ ((MODEL A" a ;jl Serviced Completely by Ford Dealers SERVICE' >men must back up the serviCe work and . shop conditions_hich dealer or' salesman pointed out to owner when car or truck was delivered. :.... Keep the sho-p clean-cleanliness reflects the type of service rendered. Be neat and courteous-this is absolutely essent~al Should an instance arise where you (the service man) and the customer cannot agree, notify the dealer promptly. When repairs are being made, fenders and uphol- stery in customers' cars must be protected with covers. Upon completion of job, car must be inspected to make certain that the work is properly done and that car is clean. .a ~ Promises as to time car will be ready for customer must be punctually kept. Under no circumstances should owners be kept waiting for repair jobs due to unfilled delivery promises. r \ , PAGE 230 ,~,~~_..~~~ '-.=:_--~~=~_P FOR 0 S E R V ICE B U L LET I 1':1 10 r M.~)rQ 'f! ,- "'I! -~, j' .' ~ I' ~ Service Inf9fm,atioo' >. .,}\~ Before washing the car pull the hand brake lever all the way back~ This prevents. water getting between the brake lining a'nd drum. Wh'en greasing the chassis do not overlook the' lubricator fitting on both rear brake cam- shafts. It is located at the rear of the brake camshaft bracket just above the radius rod. Packing is used in forming a water-tight connection around the water pump shaft. Should::! leak develop, first lubricate the water pump shaft, through the water pump lubricator fitting, then tighten the packing nut. A,screw driver is used in tightening the nut-do not tighten the nut more than is necessary to stop the leak. Under' no circumstances should the Shatter- proof glass used in Model A windshields be drilled or the black seal around the edges ground off. The windshields are made of two layers of glass with a center layer of plastic material, all of which are thoroughly cemented together under heavy pressure while hot. Grinding off the black seal or drilling the glass exposes the center plastic layer, causing it to deteriorate. Instead of screwing out both clutch housing hand hole cover screws to remove the cover, remove only one screw and loosen the other, cover can then be swung to one side. When lubricating the clutch release bearing hold the clutch pedal all the way down. This prevents the bearing turning while 'lubricating. ~. If a steering wheel is installed so that one of the spokes in the wheel obstructs the driver's view of the speedometer the condition can be corrected by removing steering wheel and turn- ing it so that the line of vision to the speedom- eter is midway between the spokes in the' wheel (see Fig. 466). To remove steering wheel on cars equipped with present design lighting switch, unsnap lighting switch bail and remove lighting switch and wire assembly. Press upward on operating spider. and lift out spider retainer. Spider and retainer W~ll then slip off of shaft. Next pull the lighting switch handle and horn switch assembly back sufficiently far to permit". screwing off the steering wheel nut. Steering wheel can then be withdrawn from shaft. Turning the wheel one spline on the .\ ,/' / .:;T', (,/.,,, . .:" ., ~. ..- Fig. 466 shaft is usually sufficient to insure unobstructed view of speedometer. ,." .,,', To remove steering -wneel on tars equipped with former designbswliic:h'-in 'which the wires were attached by s9.aPiIer:rn.in~~s, take oif.switch c~)Ver. and ~isconne,Gt J<3W ~.wirs,.. ~tlt~l;1 l~os;:~ ltght1l1g switch operaj~l11g .~plder sp~ew., .'Light- ing switch handle and"'horn swftch assembly can then be withdrawn, the steeFitig wheel nut backed off and the wheel removed..i" :. .: ..:1-;, Rear Bumper (Cross Bar/Type) Should an owner desire a rear bumper of the cross' bar type in preference to the standard fender guards used on the Model A, the changeover can be easily made as the rear bum- per arm is designed for both fender guard and cross bar type bumpers. The cross bars used on the front bumper are used in making the change, and are installed as follows: Take off rear fender guards by removing the four rear fender guard to arm bolts and the two fender guard clamps. (Be sure to replace the four arm bolts as they hold the bumper brace in place.) . Next assemble two front bumper cross bars (A-I7757-B) using the regular center clamps, end bolts, spacers, nuts and washers, and install cross bar assembly on rear bumper arms using the same clamps removed from the fender guards. o ,. : i 11 . , '. o J 'l .~ ) "F- ' -. .:::;..-=====:::::::., "=':~ :t' .c-.'.. .'.~.~-~~F'o~{~~~ ' 1, ~,' --. . .1 C I!I . III 'I t ~ .. I ii ' ~ l ! 11 J : ~ .. :1 ~'- t' .~ ~ r lo. ,1 SERVICE BULLETIN for March Fig. 467 The distance from the back of the driver's seat to the steering wheel rim measures 1331", this adjustment having been found most satisfactory for the average driver. _ '" If, however, an owner prefers to have the seat m~ved closer to the wheel, it can be easily done by removing hinge pin (see B, Fig. 467) loosening nut '~A "3,11(1; turni9-g the seat hinge to position shown,::'y,dc,tt,d line. This moves the seat I%;" closer to be ,<Theel. After mak- ing ad jUStitl::nt be' Sl::'~' [Q ~:,'~place cotter key in hinge pin and ~:igh't~n Jock nut. If desired, the front passe~ger- seat can be moved up in the same manner. . When fitting a wrist pin in piston, select a pin which"cannot be pressed into the piston by hand at room temperature. Next submerge the piston in boiling water, allowing the pis- ton to remain in the water from one to two minutes, then withdraw piston, wipe out pis- ton pin holes with a clean cloth and insert pin. If properly selected the pin can then be pushed into the piston with a slight pressure of the hand. Taking the chill out of the pin by holding it in your hand for a few seconds and then applying a light film of oil on the pin will make it easy to install. The cle<l;rance or gap limits between valves and push rods has been changed from .013 to .015" to .0Il to .014". The gap must be measured with the push rod on the heel of the cam' PAGE 231 Recommend Same Makes of Tires Furnished as Original Equipment Be Used for,Re- placements and Spares The new 30 x 4.50 tire with which the Model A car is equipped at the fact01:y is built to defi- nite specifications provided by the Ford Motor Company, after months of research and experi- ment. As a result the"pwner of a Model A is gIven exceptional tire value. Because of the high speed, quick acceleration and efficient brakes .of the Model A car, it is necessary to use a tire of unusual quality, and' construction. Tires which have been approved are made of special heavy ply fabric, with a large volume., of tread and sidewall rubber. They are of sturdy non-skid design, .reinforced with gum plies to strengthen against bruise breaks and are manufactured in such a manner as to provide the best balanced units, which is-. very essential in the operation of a car having the performance of the Model A. These tires ~re of uniform balanced construc- tion with provision made for proper location of the valve stem when the tube is inserted in the casing. This stem location is indicated by a red mark on the side of the tire. To insure proper balance, it is important, therefore, when inserting the tube in the tire to place the valve at the point designated by the red mark. As the tires and tubes with which the Model A car is equipped at the factory are built to Ford specifications, we recommend that only the makes which are furnished as original equip- ment on the cars, be used as spares or as re- placements. To meet all conditions and insure proper performance and satisfactory tire service, these tires are built' to carry a minimum pressure of 35 pounds. This pt:essure must be maintained. Tire pressure should be checked closely upon the delivery of each new car, and the owner in- structed as to the importance of proper tire inflation. ..... ~......, ,~pp~- ii' ~~.~"'~'-l I i il l Ii Ii) I ;, Illl I " fll; ; ';'j :' II: , 'I r >'~ PAGE 232 FORD SERVICE BULLETIN for March Gear Shift Lever Gear Shifter Forks Intermediate and High Sliding Gear Low and Reverse Sliding Gear Trans. Main Shaft Trans. MainShaft Ball Bearing Universal Joint Universal Joint Housing Drive Shaft Bearing " ...' Speedometer Gears Reverse Idler Gear Countershaft . Countershaft Gears ;t~'~~,t: ~ .'", . -'Countershaft 'Gear Bearings Fig.468 THE TRANSMISSION assembly. Figure 470 traces the path of the power transmitted. In high gear, the intermediate and high slid- ing gear engages with the transmission main drive gear. Figure 471 traces the path of the power transmitted. In reverse, the low and reverse sliding gear meshes with the reverse idler gear which is in constant mesh with the rear countershaft gear. Figure 472. traces ,the path of the power transmitted. The Model A transmission is of the standard ~elective sliding gear shift type; all moving parts, with the exception of the reverse idler gear which is carried in a bronze bushing, rotate on ball and roller bearings. With the combination of roller and ball bearings, special heat-treated chrome alloy steel gears, and other improved features, the Model A transmission equals if not excels any other design transmission. Little Attention Required From a Repair Standpoint Due to efficient design and sturdy construc- tion the Model A transmission will with ordi- nary care last indefinitely and should require little attention from a repair standpoint. If through lack of lubrication or bearing wear it should be necessary to replace any of the pares, first remove the clutch assembly as de- scribed in the February Bulletin. The transmis- sion can then be disassembled as follows. How It Operates i t l When in low speed, the transmission low and reverse sliding gear, meshes wi th the low speed gear ,on the transmission countershaft gear assembly. . Figure 469 traces,the path of power transmi tted. In second speed the intermediate and high sliding gear engages' with the intermediate gear on the transmission countershaft gear ~ o J I~ '. o ,J I t '"l i~ 7 ~ c + "~ r 'f r ,i w ~_.__. rr====-. I, !.n,____".. : ; I . '; I' n; " !I ~ ,I 1"1 Ii II I"~ 1:,1'1 " I' II !. .1 T:~. FORD SERVICE BULLETIN for March PAGE 2,33 I. I I ~" ;........ , S.e.COND SPEED Fig. 470 D... '1"e ',tra.nsmission Remove gear :>.. , . (l'w:>ing. Disconnect clutch \, '1; from transmission case by screwing out the fmir clutch housing to transmission case screws. (See A, Fig. 473,) Lift off gasket, and withdraw transmission main drive shaft (see A, Fig. 474), and pilot bearing B, from transmission assembly. Screw out the four-bearing retainer to trans- mission case screws (see A, Fig. 475) and lift off bearing retainer and gasket. Fig. 473 " HIGH SPEED Fig. 471 REYERSE Fig. 472. The transmission main shaft complete with main shaft ball bearing and oil baffle can now be withdrawn and the transmission low and reverse gear and the high and intermediate gear lifted out of transmission 'case. (See Fig. 476.) .. Remove countershaft and reverse idler shaft retainer screw (see A, Fig: 477) and lift off retainer. Remove countershaft by tapping it out of transmission case. A hammer and brass drift is use.d for this purpose. (See Fig. 478.) Fig. 474 r I . " "~T PAGE 234 FOR D S E R V ICE B U L LET'} N for M ~11:;C h ~ i ! Fig. 475 Transmission countershaft gear assembly can now be lifted out of housing, the two counter- shaft bearings withdrawn from ends of shaft (see Fig. 479) and the two countershaft gear thrust washers lifted out of housing. Next withdraw the transmission reverse idler shaft assembly from transmission housing (see Fig. 480) and lift out reverse idler gear. Inspection. The parts should now be washed in kerosene and each part carefully examined. If it is necessary to ~eplace the ball bearings they can . Fig. 476 Fig. 477 be pressed off the shaft on an arbor press and new bearings pressed on. Befor~ assembling, thoroughly lubricate all moving parts. Draw all bolts, nuts and cap screws down tightly, making sure to replace lock washers and cotter pins as required. Assembling Transmission Place reverse idler gear in transmission case with the flush side of the gear to the rear of the case. Next in.sert transmission reverse idler shaft through case and gear, turning it so that flat side of shaft faces countershaft hole in case (see A, Fig. 481). This lines up the shaft so that it can be locked in place when the re- verse idler shaft retainer is installed. Fig. 478 ..... ..., o I t 111"'1 II; 'I il~ 11 , I o I '\ ~,. j r (\ r ~ ~r " II .:..:::.~-==~-;-o R D SR' v-;-;:;-li U L L R TIN for M 0 r ch I: '1 d n to H 'p j> ~ . ~i ',' I.. l ~'~'i: '.. ,':,(.,h~. 479 .t...........,,',.. . " Place a little cup grease on the sides of the two thrust washers and position them in each end of transmission case so that they line up with the transmission countershaft holes in case. Next grease the two countershaft gear bearings-short and long-and insert a bearing into both ends of the counters haft gear assembly. The long bearing fits into the end of the small gear. .(See Fig. 479') After inserting the bearings intb the ends of the countershaft gear assembly place the assembly in the transmission case, meshing the small countershaft gear with the reverse idler gear. Next line up the two countershaft gear thrust washers and the countershaft gear assembly Fig, 480 PAGE 23 S Fig. 48r with the countershaft holes in the case and insert countershaft through washers and coun- tershaft gear assembly. The shaft is tapped into place with a brass hammer. .When install- ing, turn the shaft so that its flat side (see A, , Fig. 482) faces the flat side of the reverse idler gear shaft. Next place reverse idler shaft retainer between flat side of shafts and fasten it in place with lock washer and screw. (See Fig. 477,) Line up the transmission low and reverse Fig. 481. ~,._~ ~ ,~ ',r~~,:....,~f":'. PAGE 236 .. FORD SERVICE BULLETIN for March Fig. 483 ~liding gear with the transmission high and mtermediate sliding gear, making sure that the faces of the grooved collars come together (see A, Fig. 483) with the small gear to the front of the case. I{ a new main shaft or a high and intermediate sliding gear are to be installed, select the parts so that the gear is a snug sliding fit on the shaft. The gear should have not more than .002." clearance on the shaft (check with feeler). The clearance may vary from ,001.." down to a point where the gear will just slide on the shaft of its own weight or with a slight pressure of the fingers when the shaft is held vertically. . Fig. 484 Fig. 485 After lining up the gears insert the transmis- sion main shaft B with ball bearing assembled II ' through the rear end of the case and through the low and reverse and high and intermediate sliding gears. The shaft is guided downward until the transmission main shaft ball bearing seats into the bearing seat in the case. Next place bearing retainer gasket on end of transmission case and assemble transmission main shaft bearing retainer to gear case by in- stalling the four lock washers and cap screws. These screws should be drawn down tight and wired. When installing retainer be sure it is assembled with the lubricator fitting pointing d9wnward. Next place piloCbearing over the end of the main shaft and collar assembly, then place transmission main drive gear over bear- ing on transmission main shaft, making sure that main drive shaft ball bea~AP.g $cats in ball bearing seat in transmission case. Position clutch housing to transmission case gasket on end of transmission case and assem- ble clutch housing to transmission ca.se (see Fig. 484) by installing the four cap screws. The assembly is then installed in the car as described in the February Bulletin. Before installing the gear shift housing see that the gear shift housing gasket is in place on transmission case, the gear shift lever in neutral. position and the transmission gears on the main shaft are spaced so that the gear shifter forks line up with the collars (see A, Fig. 485)' Next pour in sufficient gear lubricant until it reaches the level of the filler hole in transmis- stOn case. ~- F.. \. II ':0. I' ;, f I I ~l I I j .f o~ ~-_.'~Yl' - ~ .. l. (!." L. " -.-. .-- PAGE 218 --110 FORD SERVICE BULLETIN for February Service Information" '#Ii', make certain That' cylinder head :..~:,:- ()1l aL new cars !lr~. pulled' down tightly, particui<l.rly , the cylinder head nut which holds down tk: ignition lock conduit. Wrist pins are assembled in the pistons with a metal to metal fit. When properly selected the pin can be pushed into the piston with a slight pressure of the hand. Wrist pins are selected to give a clearance of .0005" in the connecting rod. The upper end of the connecting rod has .040" total side play between the wrist pill bosses in the piston. The lower end of the connecting rod has .008" to .012" end play on the crankshaft. Time gears are fitted with a back lash of not less than .003" or more than .005". Main bearings in cylinder block are line reamed .001" larger than the diameter of the crankshaft main bearings. Crankshafts are fitted with an end clearance of .004" to .007". Always make sure when fitting or indicating surfaces that the surfaces are absolutely free from dirt or foreign matter-even a small - particle of dirt destroys alignment. After installing a flywheel housing, always check the rear and the counterbored faces of the housing to see that they are in alignment with the face of the crankshaft flange. An indicator is used for this' purpose. * If either the inner or counterbored face of the housing is out of alignment with the crankshaft flange more than .006", insert a .010" shim (A-6400) between cylinder block and both the upper bosses on fly- wheel housing. If this fails to draw the housing into correct alignment, install. a new housing. After installing a flywheel always check it for eccentricityandwobble. An indicator is used for this purpose. * Both the rear face of the large diameter and the rear hub of the flywheel must . be. checked. If either the hub or the face of the flywheel are eccentric or wobble more than .005", a new flywheel should be installed. Always disconnect the battery cable before removing the gasoline gauge or disconnecting any wire~ on the back of the instrument panel. To 'prevent any possibility of a water leak developing between cylinder head and block, The shock absorber clamp bolt nut must be kept securely tightened at all times. Make this a part of your regular inspection. When connecting the ball end of the front radius rod to the clutch housing, it is very important that the ball cap bolt sleeve (A- 3435) is in place on both radius rod ball cap bolts. . The sleeves prevent the ball cap springs being fully compressed when the ball cap p.l\ts are tightened. If the sleeves are not in place, the radius rod ball will be clamped solidly between the ball caps, thus preventing it from having its natural motion with the action of the front springs. This condition throws a heavy strain on the end of the rod where the ball is attached and may cause a fracture at that point. The front radius rod is connected to the clutch housing as follows: Slip radius rod ball socket over ends of ball cap bolts. Place a little cup grease on radius rod ball and insert ball into ball socket. Place bolt sleeves over ends of ball cap bolts and position ball cap over sleeves and against ball. Next insert the two ball cap springs 'over the sleeves and run down the two ball cap nuts sufficiently far to permit locking them in place with cotter keys. Tires are marked with a red dot on the red guide line. When placing tube in tire the valve stem must be placed at the point marked with the red dot. This insures the tire being properly balanced on the wheel. The cotter pin in the drain hole in the fly- wheel housing is placed there to prevent the hole becoming clogged. The movement of the pin prevents any possibility of dirt or other foreign matter plugging up the hole. Correction Due to a typographical error on page 203 of the January Bulletin it was stated under the heading of Adjusting Clutch Pedal Clear- ance that "screwing the rod in increases the clutch pedal movement." This should have read "screwing the rod in decreases the clutch pedal movement; screwing the rod out in- creases it." (See fig. 449 in this issue of the Bulletin.) * Special indicating.dial gauges for checking both the flywheel and flywheel housing can be obtained . '; ;~>': from K. R. Wilson, Buffalo, N. Y. '" j .I I II J r I i I j .. J j-" o II II.. . . .~. c c I: I I CI .... Ilr II I . 1:11 I I j I .=-. -- . ""~ -, FORD SERVICE BULLETIN for February I. PAGE 219 CLEAN CARBON AND GRIND V ALVES l! ! ! , .\, II," :, ~ .: l ,. ,~ The all 'steel valves used in the Model "A" engine are accurately ground in at the factory. They form an ideal seat in the cast iron block, consequently they should require no further attention for some time. When it does become necessary to grind the valves, proceed as follows: Grinding Valves Drain water. Loosen radiator stay rods at radiator. Pull radiator slightly forward and lift offhood. Unhook spark and throttle rods. (See "A," i-->----fig _445 .f-These. rods- are. connected~wi th~ball and socket join ts and are disconnected by holding the rod stationary, and pulling back on the cap. Disconnect carburetor adjusting rod "B" at carburetor and pull rod back into front com- partment. Do not misplace locking sleeve spring and washer which will drop off when adjusting rod is pulled back. Shut off gas and disconnect fuel line at sediment bulb. Remove carburetor by screwing out the two carburetor to intake manifold bolts "D." Remove fan belt by loosening the generator arm stud nut and generator support to engine bolt and pulling generator towards engine as far as it will go. Fan belt can then be removed from fan. FIG. 445 Disconnect spark plug connectors and lift off distributor cap and body. Screw off all cylinder head nuts. Loosen distributor set screw nut "C" and back out set screw until distributor base can belifted off. Pull radiator slightly forward and lift off cylinder head complete with water pump and fan assembly. Cylinder head gasket can then be slipped off over ends of studs. Screw O~lt oil return pipe bolt upper "E," and loosen Jhe lower bolt. Push pipe out of way so that valve chamber cover can be re- moved. As a quantity of oil is always standing in,the c.. _ _ valve compartment it is a good plan to place a drain pan under the rear end of the right hand engine pan before removing valve chamber cover. Screw out the 10 valve chamber cover bolts and lift off cover "F." With a valve lifter compress the valve springs until the valve spring seat retainers can be withdrawn (see fig. 446). * It is not necessary to remove the valve springs. When compressing the springs the valve lifter is inserted between the lower coils of the spring. Next lift up the dives as far as they will go and carefully examine both the valve seats and the beveled face of the valves. If the valves and seats do not require refacing or reseating, the valves can be ground in without -~ I 1 * Valve lifters for the Model "A" can be obtained from K. R. Wilson, Buffalo, N. Y. j i - PAGE 220 FORD SERVICE BULLETIN'for Peb'ruary ~IG. 446 removing the valve guide bushings. As. the tops of the valves are machined smooth, it is necessary to use a vacuum cup type valve grinder (see fig. 447). * The grinder holds the valve by suction. Extreme care must be used to prevent any carbon or grinding compound getting into the valve guide bushings; also make sure that all compound is removed from valves and valve seats when the grinding operation is completed. Should the valves require refacing or the valve seats need reseating, it will be necessary to remove the valve guide bushings in order to withdraw the valves. To remove the bush- ings lift out the valve springs; the bushings can then be withdrawn through the valve chamber. If the guides bind in the cylinder block they can be removed by tapping them out with a brass rod inserted through the v:alve opening in the face of the block. After the refacing or reseating operation is completed, replace the valves and insert the valve guides into the cylinder block. The v:alves should then be lightly ground in to insu're'a perfect seat. After grinding, always check the clearance between valves and push rods'; a thickness gauge is used for this pur- pose'. The clearance should be not less than .013" or more than .015". The gap must be measured with the push rod on theheel of the cam. Next replace the valve springs, valve chamber cover, cylinder head, etc., making sure to close drain cock and refill radiator. . Vacuum type valve grinders can be obtained from Ford Branches. FIG. 447 .... .. II! I'; III ",~ '..J j i ! I II ! I t !..~ I I ~ 'If' "~ ~ II I ! (J I I I I ~'" I I ! ~ ':li~'~, ~ ~ r- '.I I rj - <. -'-'F (; R D Sin VI,C E B U L LET I N for Fe b r u a r y '.. Releas;;.; bearing -D~iven-disG- -- stud nuts Release fork c Driven discs ,Radius rod ball wick PAGE 221 Clutch pilot bearing felt . and retainer Clutch pilot bearing Crank snaJt Clutch nut Disc drum .J-- Fly wheel ~. . J,.) /' Fly wheel --y nng gear FIG. 448 THE CLUTCH The Model "A" clutch is of the multiple disc dry plate type. There are nine steel discs. Four discs, known as the driving discs, have an asbestos composition facing riveted to each s~These discs alternate wltnflve -discs of saw blade steel known as the driven discs. The driving discs have teeth in the outer diameter, meshing with and sliding in the in- ternal teeth in the fly wheel. The driven discs have teeth on the inner diameter meshing with, and sliding on, cor- responding teeth in the .clutch disc drum. The drum is splined to the clutch shaft and held in place with a castle nut and cotter pin. When the clutch is engaged the coil spring firmly presses the two sets of discs together so that they revolve as a single unit with the fly- wheel and transmit the power from the engine through the transmission. <' , J . Depressing the clutch pedal releases the spring pressure on the plates, which in turn disconnects the engine from the transmission. ...----.." - -- --- -,.- --,...., -- - --------:-. --- .....,.~ ;=-- Causes of Premature Clutch. Wear Resting foot on clutch pedal while driving. Although unnoticed this may release the clutch spring pressure just enough to permit the clutch to slip, and cause needless wear of the clutch release bearing. and the clutch disc facings. Continual slipping of the clutch is likely to result in buckled or warped clutch pIa tes. Another cause of clutch wear is lack of clear- ance or play in the clutch pedal. That is, when the clutch pedal is depressed, there. must be about %''' movement of the pedal before it starts to disengage the clutch. As the clutch facings wear, this clearance or play gradually PAGE 222 FORD SERVICE BULLETIN for February FIG. 449 becomes less. Consequently it should occa- sionally be checked. Under no circumstances should the car be driven without clearance or play in the clutch pedal. The adjustment can be easily made by removing the clevis pin (see "A" fig. 449) and turning the release arm rod "B". Screwing the rod out increases the clutch pedal movement. Screwing the rod in ?ecreases the movement. After making ad- Justment replace clevis pin and cotter key. Indications of Clutch Wear Engine races but car does not pick up speed .when shifting gears or when engine is suddenly accelera ted. Clutch pedal adjustment used up. When the clutch release rod has been turned out as far as it will go.in making previous adjust- ments it will be necessary to install new discs. Clutch Overhaul To remove the clutch it is first necessary to remove the rear axle assembly. To remove axle assembly proceed as follows: Disconnect shock absorbers by removing nut ,and withdrawing shock absorber arm clal)1p' bolt (see "A" fig. 450). Shock absorber arm c~n'then be withdrawn from assembly. Remove spring hangers by screwing off nuts on ends of hangers and tapping the' hangers out with a hammer and drift. Placi.ng a FIG. 450 block of wood under both ends of the spnng facilitates removal of the hangers. Disconnect rear brake rods at cross shafts. Take out mat and floor boards and remove battery. Disconnect speedometer cable at speed- ometerdrive cap, see "A" fig. 451. (Never bend cable in a radius smaller than 7".) Lift up rear end of car with chain falls and lifting hooks. Screw out the six universal joint housing cap to transmission bolts and nuts" B" and the four universal joint housing cap bolts and nuts "c." Fig. 451. The upper and lower half of the universal joint housing, cap can now be removed and the rear axle assembly withdrawn from underneath car. Lift off universal joint housing cap inner. Disconnect front radius rod from bottom of clutch housing by withdrawing cotter keys and screwing off ~he two bolt cap nuts. FIG. 451 ... J J I - , ~'~<jj o j ~i -:.<< ~ I' 'J ." - -""'-... fCOO 1 I ~ I.' FORD SERVICE BULLETIN for February C' o FIG. 452 Disconnect stop light switch (see "A" fig. 452). Remove gear shifter housing by screwing ou t the six gear shif ter housing screws (see" B" fig. 452). Screw out the 11 clutch housing screws. By grasping the pedals and pulling back- ward, the clutch can be withdrawn from the flywheel and the clutch assembly lowered to the floor. Disassembling Clutch from Transmission Remove cotter pin and screw off clutch shaft nut. Clutch can then be withdrawn from clutch shaft (see fig. 454). To prevent the shaft from turning when screwing off the clutch nut, lock the transmission gears (see ~, FIG. 453 PAGE 223 .._~ ''io FIG. 454 fig. 453). This can be done by meshing the high and intermediate sliding gear with trans- mission main drive gear, and the low and re- verse sliding gear with reverse idler gear. If the clutch binds on the shaft when it is being withdrawn, push the clutch pedal clear down. - Disassembling Clutch Place clutch on clutch fixture and screw wing nut down until clutch spring tension is relieved. * Next screw off the five clutch driven disc stud nuts (see "A" fig. 455) then back off wing nut on fixture. Clutch thrust bearing hub and spring can now be lifted off. By lightly dropping the threaded end of the fixture on a bench, the clutch plates and discs can be removed (see fig. 456), with the excep- t 1 J * Clutch fixture can be obtained from K. R. Wilson, Buffalo, N. Y. FIG. 455 ... .. - I I,r ..------- . 'f""!"- PAGE 224 FORD SERVICE BULLETIN for February FIG. 456 tion of the rear driven disc which is a tight fit on the drum and usually lasts the life o['the car. Assembling Clutch After making certain that all of the parts are thoroughly clean, place the rear driving disc over the clutch disc drum (the rear driven disc being in place on the drum). The rear .driv- ing disc must be a snug sliding fit on the mter- nal teeth in the flywheel (.002" clearance). This disc is easily identified as it has a saw slot in one tooth (see "A" fig. 457). The reason the rear driving disc can be a snug sliding fit in the flywheel is that when the clutch is released it opens from the front end, consequently the rear disc moves very little and acts as a master " FIG. 457 ") I t'~' 'l" a~ " I i , -'j F.IG. 458 plate which prevents a clattering or clicking noise when engine is idling. . After installing the rear driving disc over the clutch disc drum place a smooth disc next to it, then alternate with a lined and a smooth disc, finishing with a lined disc. The driven disc and stud assembly is next inserted through the clutch disc (see fig. 458) the teeth in the disc and stud assembly mesh- ing with the teeth in the drum. . Place clutch in fixfure with studs pointing upward making sure that the guides on the fixture mesh with the teeth in the clutch discs. Position clutch spring. a,nd. !hrust bearing hub over threaded shaft on clutch fixture and compress spring by tightening wing nut on fixture (see fig. 459) ar1d replace the 5 clutch driven disc stud lock washers and nuts. o I ,'A Ii " ,) '-01 ." Ii , " .',~.....:I , . '""""-,. .( I ~-'" FIG. 459 .- ~ f I c ~ <J . :.. , *' - ":il" ~!!"'. " .... FORD SERVICE BULLETIN forPebruary Installing Clutch In Car a Before installing the clutch make certain that the internal teeth in the flywheel are thoroughly clean. This is absolutely necessary in orqer to insure proper clutch action. to hold'~the radius rod out of the way when illst.ailing clutch hO~lsing, insert a block or wood between radius rod and bottom of fly wheel housing: Before replacing the clutch see that the pilot bearing in the fl) "..heel is well lubricated. This bearing should-be packed with a good grade of cup grease. - ~ -The clutch-assembly-is-installed-hy-ltning-- - up the clutch housing with the flywheel hous- ing and meshing the teeth in the clutch with the teeth in the flywheel. The clutch housing is bolted to the flywheel housing by means of the 11 clutch housing screws. The clutch should now be checked to make certain that it is properly installed. This can be done by removing the inspection plate in the clutch housing, pressing the clutch pedal all the way down and with a pencil or other small object pressing in on .the rear clutch disc (the one with the slotted tooth) to make cer- tain that it is not binding on the internal teeth in the flywheel. Connect speedometei cable at speedometer drive cap. The radius rod is "'ext connected to the bottom of the clutch housing as follows. Make sure radius rod ball socket is in place. Place a little cup grease on radius rod ball and insert it in to ball socket. Place bol t sleeves over ends of ball cap bolts and position ball cap over - '-sleeves-and-against-ball~'Jext-insert the'two ball cap springs over the sleeves and run down the two ball cap nuts just far enough to permit locking them in place with cotter keys. Next, insert universal joint housing cap- inner, over universal joint, making sure to place ball cap gasket on both sides of cap. Position axle assembly underneath car and insert drive shaft into universal joint. Place upper half of universal joint housing cap-outer, over universal joint housing. Make certain that the equalizer beam is in' place and the balls on the equalizer beam and the ends of the cross shafts are thoroughly greased, also that the brake cross shaft socket springs (see" A" fig. 460) are in the ends of the PAGE 225 FIG. 460 , _ i brake cross shaft assemblies. Next posi tion the lower haJf of the universal joint housing cap- outer, over universal joint housing. Install the four bolts, nuts and lock washers which hold the' upper and lower half of the universal joint cap together, then install the six bolts, nuts and cotter keys which hold the universal joint housing cap to transmission housing. Before installing the gear shift housing see that the gear shift housing gasket is positioned on the transmission case, the gear shift lever is in neutral position and that the transmis- FIG. 461 PAGE 226 FOR D S E R V ICE B U L LET I N'.f 0 r Fe b r u a r y sion gears on the main transmission gear shaft are spaced so that the gear shifter forks line up with the collars (see "A" fig. 461). Position stop light switch on gear shift housing and bolt housing to transmission case by means of the six gear shift housing screws and lock washers. After installing switch be sure to replace the stop light switch to brake pedal link. Next connect brake pedal to equalizer shaft rod assembly, to brake pedal, with clevis pin and cotter key. Replace rear spring hangers and bars, plac- ing blocks of wood under the ends of the springs (see "A" fig. 462) and using a spring compressor to compress the spring sufficien tly to insert the hangers*; after inserting the hangers through spring and perch place spring hanger bars over ends of hangers and screw on the spring hanger nuts locking the nuts with cotter pins. Remove the two blocks of wood and spring compressor. Connect shock absorber arm to shock absorber assembly. Insert clamp bolt through end of arm; start nut on bolt, drawing the nut down very tightly. The nut is then locked wi th a cotter key. See that the pedals are well lubricated and ," that the clutch pedal has about %''' move- 'ment before it starts to disengage the clutch. Repla~e battery, floor boards and mat. FIG. 462 WINDSHIELD All Model "A" cars are equipped with shatter-proof glass windshields. These wind- shields are made up of two layers of glass and a center layer of plastic material, all of which are thoroughly cemented together under heavy pressure while hot. This results in a laminated structure of great strength, as com- pared to ordinary glass. This Safety Glass will not shatter. This is due to the positive adhesion of the plastic center layer to every square inch of glass on either side. The black seal around the edges of [the glass prevents deterioration of this plastic material and it is important not to break this seal. When installing shatter proof glass in wind- shield frames only a few precautions are neces- sary, but these are important: 1. Do not pinch the edges in metal. 2. Do not grind off~ the black seal around edges. 3. Use canvas back cork strip, do not use rubber cement. 4. Do not drill. 'This exposes the center plastic layer and it will deteriorate. 5. To clean use water, dry and polish with chamois. " Spring compressor can be obtained from K. R. Wilson, Buffalo, N. Y. , ..:::::, I r ;' ... .." . t o T :, .' \1 Il t '1 n " o ( ) '} f J "..... ~ 1\ ~; ~ . : 111 . if I' I ;., tj -. . ~ '" "'-~'. , ---.-..;: -.--- FORD SERVICE BULLETIN for February PAGE 227 THE HORN The quality of tone and length of service received from Ford horns depends entirely on the care they ,rec~i ve. To produce the mos t effective tone it is necessary that th~, ar.tpature revolve at a high rate of speed. This' speed is possible only when bearings are properly oiled, and the commutator and brushes are kept clean. Lubrication i I FIG. 463 ate examine the battery, the wiring, and the horn button. Adjustment Turning the adjusting screw (see "A", fig. 463), regulates the tone. 'Turning the'screw to the right tightens the adjustment. Tuniing to the left loosens it. Regulate the adjustment until the desired tone is obtained. MODEL "A" CAPACITIES Cooling system-3 gallons. Gasoline_ tank-l 0 gallons. Engine oil pan-S quarts. Transmission-l pint. R.ear axle-l ~ pin ts. Steering gear-7 % ounces. Once a month remove motor cover located --a1:lear-of-hom-and-place-a-few -drops of oil--""':-' in groove at each end of the armature shaft. See "B" fig. 463. Use light fine oil. . 0-' 'f Care 1 I 1/ To clean the commutator; set the motor in When changing the oil in the engine pall, motion by pressing the horn button. While the new oil can be poured through the' breather motor is r.evolving hold a piec~ of fine sand- pipe more rapidly and will not bubble over paper agall1st commutator until commutator{' ;f the oil level indicator is withdrawn. is clean. ",.{' When replacing the indicator be sure that Next, with a small piece of wood clean the both the short and long ends of the indicator gaps between the commutator segments. Do enter the opening in the crankcase, and that not use metal when cleaning gaps. the indicator is pushed down as far as it will When turned with the fingers, the armature go.' Failure to insert both ends into opening, should revolve freely. Should it fail to oper- permits oil to splash out. . J II' I ... ..~ ~ .,..I{"~' ,.... .;;~ ..f PAGE 228 - FOR D S E R V. ICE B U L LET.I.t:i for F e b r u a r)' FIG. 464 MODEL "A" TIRE COVER New Design Cover Matches Up With A.ttractive A.ppearance of Car .. An excellent source of revenue is offered in the new standard shell type tire cover for the Model "A" car which is now available through Branches at a list price of $2.00 sub- ject to dealers' usual discount. The new design cover carries only the Ford standard emblem. This eliminates the ob- jectionable appearance of covers carrying firm names and addresses which have little or no advertising value and which detract from th~ appearance of the car. The new cover makes an unusually at- tractive appearance. It is made of heavy grade rubber coated drill having a fine p~hble grain finish and is equipped with a special adjusting tension wire. Loosening .the wire permits the cover to be quickly removed or installed. Tightening the wire adjusts the cover so that it presents a smooth even ap- 'pearance. When the proper adjustment is obtained the wire is locked by tightening the ( thumb nut shown at "A" figure 464. A dr31i~ hole is provided for draining off any water which may work in between tire and cover. ~\ ~ FIG. 465 TIME GEARS MUST BE MESHED ACCORDING TO MARKS When installing time gears always make sure that the tooth marked Ford on the small time gear meshes between the two teeth on the large time gear at the point where the gear is marked with a slight indentation (see Fig. 465). ALL ENGINE'. NUMBERS PRE- FIXED WITH LETTER' 'A " ONLY The only distinction between engines used in either the Model "A" car or "AA" truck has been removed as the same type of clutch spring is now used in all engines. The letters "A A" which were formerly stamped on engines intended for truck use have been discontinued. All engine numbers are now prefixed with the letter "A" only. SPRING SEASON BEST TIl\1E TO SOLICIT REPAINT JOBS The spring season with its opportunities for increased business is just around the cor- ner. This applies 'particularly ;to repainting cars. Are you making an effort to secure maxi- mum returns on your paint equipment invest- ment by advertising, and soliciting your local owners for new paint jobs? ~ o t , J 1 I -A 1 CJI '1 , - \ 4 i .;.p ~ , t ~. ; f. t ~ t' ~ . !i. . ~ ~ ~, ~ ,- ,,~\..'J,' SERVICING THE MODEL "A" - -~ ~.... ~...-...,- .;; . INSTRUCTIONS covering adjustments on the new Model "A" car are contained in this issue of the Service Bulletin. Read them carefully. See that your mechanics understand them thoroughly. . Future issues of the Bulletin will contain step by step instructions for servicing every part of the car. A list of the new tools and ser't-ice equipment will be given to- gether with complete instructions covering their use. Proper fitting of pistons, rods, crankshaft, etc., will be described and each operation clearly illustrated. In addition to repair instructions, articles showing the importance of satisfactory service will be included. Good service is the grea test of all confidence builders- it is the foundation of repeat business. Service that ex- presses a real desire to provide for your customers; to see -- th~fc~theff"""ht'etls~i'fe attended to promptly and courte- ously; to show them you are vitally interested in keeping down their operating costs, is'a present asset and an <\s-' surance for the future. Starting today, check every part of your service depart- ment. Feature cleanliness, courtesy and good workman- ship--make your service match up with the quality of your new product. .. j [... PAGE 202 FORD SERVICE BULLETIN for January Brake Adjustment Make all adjustments with brakes cold. Jack up all four wheels. Release hand brake lever. See that wheels revolve freely. Turn the adjusting wedge at each brake (not the pull rod) until the brake drags, then back off the wedge 2 or 3 notches or just enough to allow the wheels to revolve without drag. . On new cars brakes will sometimes drag slightly for ;!i or 31 revolution, due to slight high spots. Some judgment must be used in setting such brakes, for if the adjusting wedge is backed off sufficiently to allow the wheel to revolve freely, the brake pedal will go all the way to the floor board when the brakes are hot. A slight drag in one or two spots will do no harm, as the brake will soon free up when the car is driven a short distance and the brake drum slightly expands due to the heat gener- ated. For this reason, brakes should not be adj usted wi th the drums hot, as when the drum contracts upon cooling it would cause. tl1e brakes to drag. .. To insure correct equalization have one man only check the brake pressure by rotating the wheel. If the above adjustments are correctly made the bfakes?hould operate as follows: · "-'. I-Rear' brakes should just start. to hold . 'f when brake pedal is depressed approxi- mately 1 inch. 2-Depressing pedal about 31 inch farther FIG. 412 ~. ~. o should tighten but not lock rear brakes and cause front brakes to just start to hold. 3-Depressing pedal approximately another 31 inch should lock rear wheels and hold the fronts very tightly. With properly adjusted brakes this should not exceed one-half of the total possible pedal movement. 4-When brake pedal is applied with full pressure, rear wheels should slide and fronts should make a heavy impression or road print, which condition is ob- tained just before sliding. ~ Do Not Turn Up Clevises on Pull Rods for Average Brake Adjustments The length of the brake pull rods connected to the levers at each brake is correctly set at the factory and should not be altered. . . . Car owners should be notified to this effect. If the pull rods have been tampered with in an attempt to adjust the brakes, readjust brakes as follows: Operate the brake pedal quickly and snap it off several times to insure the brakes being fully released. Disconnect the pull rods at adjustable clevises by removing cotters and clevis pins. Make certain that the brake equalizer levers o ~ FORD SERVICE BULLETIN for January o FIG. 413 <): under the center cross member are back cl.gainst the stops (see "A," Fig. 412) and the brake cross sh'aft is in the cen ter of its travel as allowed by the bracket on the frame side member (see Fig. 413). This is important! An easy method of keeping the cross shaft in the center of the bracket, while the adjustment is being made, is to insert a wooden wedge between the bracket and each side of the shaft. Now with the brake equalizers against their stops; the brake cross shafts in the center of their brackets as previously described, pull forward on the rear brake rod just sufficiently to take up the free travel in the rear brake 'lever (the brakes are designed and machined to :allow a small amount of free travel in each brake lever) then adjust clevis until holes in clevis line up with hole in cross shaft lever and ~levis pin can be inserted. Next pull backward on front brake lever to take up free travel and adjust clevis until holes line up with hole in brake lever and clevis pin can be inserted. Adjust brakes as previously described. CLUTCH PEDAL CLEARANCE ~ The correct clearance or play for the clutch pedal is approximately % inch. That is when the clutch pedal is depressed there should be about % inch movement of the pedal before it starts to disengage the clutch. As the clutch facings wear, this clearance or movement gradually grows less. Consequently it should occasionally be checked. Under no ,to '.f() PAGE 203 circumstances should the car be driven 'with- out clearance or play in the clutch pedal. Adjusting Clutch Pedal Clearance The adjustment is easily made by removing the steel pin, see "A," Fig.414, and turning the release arm rod "B." Screwing the rod in in- creases the clutch pedal movement. Screwing the rod out decreases the movement. After making adjustment, be sure to replace steel pin and cotter key. THE RUNNING GEAR Checking Front Wheels for Side Play The front wheels should be jacked up peri- odically and-tested for smoothnessof ninning and side play. To determine if there is excessive side play, grasp the sides .of the tire and shake the wheel. Do not mistake loose spindle bushings for loose bearings. Insert a,cold chisel between spindle and axle when making this test to take up any spindle bushing play. Adjusting Front Wheel Bearing If there is excessive play in the bearing it can be adjusted as follows: Remove wheel. Withdraw cotter key and tighten adjusting nut until the hub just starts to bind. Then back off the adjusting nut one or two notches until the hub can be freely revolved. Before replacing the wheel, be sure to insert cotter key in adjusting nut. FIG. 414 PAGE 204 FORD SERVICE BU~LETIN for January FIG. 415 ADJUSTING THE FAN BELT The fan and water pump both operate from the same shaft. The shaft is driven by a "V" shaped rubber belt. The belt is adjus.ted to the proper tension when the car leaves the factory and this adjustment should not be changed unless the belt slips. The adjust- ment is easily made by loosening the generator adjusting arm stud nut, and moving the generator forward. Do not tighten the belt more than is actually necessary to keep it from slipping. STOPPING LEAK AT WATER PUMP SHAFT Packing is used in forming a water tight connection around the water pump shaft. Should a water leak develop around the shaft, tighten the packing nut. A screw-driver can be used for this purpose as shown in Fig. 415. Do not tighten the nut more than is necessary tqstop the leak. VACUUM CUP GRINDER USED FOR GRINDING MODEL "A" VALVES The valves in the Model "A" engine are accurately ground at the facJory and should require no further attention for sometime. When it does become neces~ary to grind the valves, use a' vacuum cup type valve grinder. This is 'necessary, as the faces of the valves are machined smooth. " ' To grind' valves, hold the handle of the grinder ,between the palms of the hand and rotate .it back and forth. (See Fig. 416.) The grinder holds the valve by suction. After grinding always check the clearance between valves and push rods. The clearance should be not less than .013 or more than .015". n .... " FITTING PISTONS AND RINGS Model "A" pistons are fitted in cylinders loose on .002" and tight on .004". When fitting pistons, use a long feeler (thickness gauge) that extends the full length of the piston. Insert the feeler between piston and cylinder 'wall on the opposite side of the piston from the slot in the skirt. When properly fitted, a .002" feeler can be inserted between piston and cylinder and the piston moved up and down in tq.e cylinder bore with very slight drag. Whe;:; the same check is made with a .004" feeler, piston should fit tightly in cylinder bore. The piston rings are fitted in the piston ring grooves with a clearance of from .0015 to .002". The ring gap clearance is .011 to .013" for the top ring. .009 to .011" for the middle ring and .007 to .009" for the bottom ring. o The rings are designed with a small oil groove near the upper edge of the ring. When installing rings on pistons, be sure that this oil groove is towards the top. , I '.~ o FIG. 416 '- FORD SERVICE BULLETIN for January (' PAGE 205 SHOCK ABSORBERS FIG. 417 ~, Ford hydraulic double acting shock absorb- ers operate entirely on the principle of hydraulic resistance. Glycerine is forced from one cham- ber to another by the movement of the lever arm. The working chamber is automatically kept full by the glycerine in the reservoir. As the shock absorbers are accurately ad- justed at the factory, it should not be neces- sary to alter this adjustment except in rare cases where more or less shock absorber action is desired. ' The markings "c. W." (clockwise) and HA. C" (anti-clockwise) are stamped on the side of the reservoir of each absorber. When installing, be sure that the instru- ments marked "C. W." are installed at the right front and left rear side of frame. In- _ struments marked "A. c." are installed at '-'left front and right rear. .~ Adjustment You will observe a needle valve with an arrow pointer extending through the center of the shaft. Surrounding it numbers from 1 to 8 are stamped. The average setting is with the arrow pointing at 2 for the front shock ab- sorbers and 3 for the rears. Turning the needle valvechangestheadjust- ment. Resistance is increased when the needle valve is turned from 1 to 8 and de- creased from 8 back to 1. A slight movement of th~ needle valve either way makes a big difference in the action of the instruments. During extremely cold weather it may be FIG. 418 found advisable to further decrease the resis- tance by turning the needle valve back to 1. Care Keep ball joints well lubricated. Important. The shock absorber arm clamp bolt nut must be kept securely tight- ened at all times. Make this a part of your regular inspeCtion when cars are in the shop. The filler plug in the reservoir should be removed at intervals of 5,000 to 10,000 miles, and the reservoir filled with glycerine (Com- mercial). NEVER REPLENISH WITH OIL. Oil will solidify in the winter or reduce resis- tance and will not mix with the glycerine in the instruments. In warm climates, replenish with glyceripe, C. P. or Commercial. All instruments contain glycerine with 10% alcohol. Where tempera- tures of zero and below are prevalent, add an additional 31 to 1 ounce of alcohol. Lubricating Shock Absorber Connections The ball joint is made in unit with the instrument arm. It is hardened and ground. The ball joint seats are enclosed in the shock absorber connecting links, and should be lubricated every 500 miles with the compressor gun. In order to secure maximum riding comfort, it is important that the spring hangers be free in the bushings and.kept well greased. J -' r PAG E 206 FORD SERVICE BULLETIN for January 0.0 C .- ...... 'd H rn 0) ....... 0) CIl C ...... .- ;::1 0.0 o.oC ~ 0) ~15 0)....... l-< 4-< () 0 rn rn'd ._ 0) ...c: 0) ~~ x;Qc .- ;::1 0) 8 0 0. ...c: 0 rn r/1 ~ 0) ..... ....... ..... l-< 0) CIl~;::1C "3 c ........blJ o.oO~C 0) 0.0 ('I") 0) l-< C 0 ._ ....... C ~...... 0 0) ;Q ~ 0.0 l-< ....... C ~ r? 8 :0 I-'-f 0 C .~ ~.t g, ;::1 0) 0) .......'O'd o ..... '" I::: .... ;::J E-o I ....... C 0) 8 Q.l ....... .... rn ;::J .2, t;; 'd .- -< ~. Ul ...c: ;::J rn...... CIl"O o <1l \ l ...1" <1l :::: Ul ;::J <1l C Po C Q.l "0 .... 0. _ ::l 00..... I u ~ Ul..... 0) .- .- ..... Q) b.O .... C C -.-I ,_ ._ 0.0 b.O:t: Q.l ..... C Q.l_ ....Q)-'O ~ ..... ':'m ...... Q.l Ul ....... . ~ 8- l-< C ........c:Ul '" ;:J U <1l ....... .......:.: I::: r/1-uo 02251 ~ ~ ;:J o .c: U) I 0. ;::1 0.0 C c .- Q.l 8 go l-< C CIl .... ~~ l-< Q.l 0.0 ~ I 0...... ;::1 .- ::l rn Ul E : l-< C CIl Q.l ~~ ::l 0) ...... C~ .- i:l:: 0.00 C Q.l ~ Ul o rnu -< >, 8 o C o () ~i:l:: 8~ ;::1 Q.l 8 ~ .- ..... :><: Q.l CIl.o =s @ l-<() o I ~ 'd C C 8- CIl 0 C 0.0 .... C .2 '> 'S!. .- Q.l l-< .0 O:g () ::l l:E ,g CIl U) l- 0"'1 ... ....... 0 ..... "<T <ll ... ~ ;:l ~ ..... ... ~ c3 ~ Q) '1::l ~ ') FORD SERVICE BULLETIN for January PAGE 207 1(' t Servicing Model "A" Carburetor FIG. 420 ~ In cases of suspected carburetor trouble or complaints of poor fuel economy, first check spark plugs, breaker points, compression, etc., before removing carburetor. Many so called carburetor troubles can' be traced to one or more of the following causes: Dirty spark plugs; points incorrectly spaced-Clean points and set gaps to .025". Breaker contact points burnt or pitted- Dress points down with an oil stone and set gap at .015" to .018". Leaky manifold or carburetor connec- tions-With engine idling slowly, flow a little oil on each joint. If engine picks up speed there is a leak. Poor compression-Check compression in each cylinder by turning engine over slowly :::.> wi th hand crank. Brakes dragging-Jack up car and see that all wheels revolve freely. Tires, soft-Inflate all tires to 35 lbs. pressure. If the above points are OK and there is a free flow of fuel through the line, check the carburetor. C' Cleaning the Carburetor Remove ,filter screen. Blowout any dirt with air or 'rinse screen thoroughly in gasoline. The screen is easily removed by backing out the filter plug. See "A," Fig. /420. Usually cleaning the screen is sufficient to overcome the trouble. For complete cleaning, remove carburetor and disassemble it by removing main assembly bolt "B." See Fig. 420. Separate the parts carefully to avoid damaging the gasket, float and idling jet tube. Remove brass plug "C" beneath main jet, and rinse carburetor bowl in gasoline or use air to blowout any dirt which may have lodged in the bottom of the bowl or in the jets. I 1 . 'Trouble Shooting Hints Make certain there is gasoline in the tank and a free flow of fuel through the line. See that the secondary venturi is right side up as shown at "D," Fig. 420. On complaint of lack of speed, see that main jet "E" is free from dirt. A plugged compensator, "F," Fig. 421 will result in poor idling and low speed perform~ ance. The idling jet "G" furnishes all the fuel for idling, consequently the tube and metering hole must be kept clear. In case of leaks see that all connections and jets are tight. If damaged, replace float or fuel valve assembly. On complaint of poor fuel economy make certain lowner understands proper operation of dash adjustment. FIG. 421 I r PAGE 208 FORD SERVICE BULLETIN for January Water in the fuel line may freeze in cold weather and stop the flow of fuel-use hot cloths for thawing. A The carburetor is a delicate instrument and should be handled carefully. Don't use strong- arm methods in taking it apart, reassembling or handling the various parts. With reason- able care the carburetor will last indefinitely. Adjustments Do not expect a new engine that is too stiff to "rock" on compression when stopped, to idle well at low speed. To Adjust the Idle-If engine is free, fully retard spark lever. Adjust throttle plate ad- justing screw. See "H," Fig. 421, 'so that en- gine will run sllfficiently fast to \<eep from stalling. Turn idle adjusting screw "I" in or out until engine runs evenly without "rolling or skipping," then back off throttle plate ad- justing screw until desired engine speed is ob- tained. (Make adjustments with engine warm.) Usually best idling will be obtained with the adjusting screw approximately two turns off its seat. Dash Adjustment-The dash adjustment does not control the entire fuel supply. A minimum amount of fuel is constantly drawn from the float chamber through small fixed openings even when the dash adjustment is fully closed. For best operation under usual driving conditions, the dash adjustment should be backed one-quarter turn off its seat. Running with the adjustment more than one-quarter t\lrn oft its seat may be necessary on new stiff engines, but otherwise this will result in poor economy, cat:bon and crankcase dilution. The dash adjustment may be turned less than one-quarter turn off its seat to obtain a lean mixture suitable for high altitudes, high test fuels, or when driving at steady speeds on level roads. Under normal condi tions, how- ever, too lean a mixture causes uneven run- ning at low speeds and slow pickup. Do not force the adjusting needle down on its seat as this will score the parts. ,,' .Cold Engine Starting First: Open hand throttle lever two or three notches. Fully retard spark lever. Turn car- buretor dash adjustment one full turn to left. ~. "'"-- Second: Turn on ignition. Pull back choke rod at the same time depress starter switch. The instant the engine starts, release choke. Third: As motor warms up, gradually turn dash adjustment to the right until it is in its normal running position-one-qucl.rter turn off seat when engine is warm. Starting in Cold Weather These instructions are to aid starting at low temperatures, especially when battery efficiency is low and the engine does not turn over at starting speed. . First: Open throttle lever, two or three notches. Fully retard spark lever. Open dash adjustment one full turn and crank engin two or three times with ignition oR and choh pulled all the way back. This will fill the cylinders with a rich mixture. Second: Release choke and turn on igni- tion. Engine should start on second or third quarter turn of the crank. Warm Engine Starting With spark control lever about half way down quadrant and throttle lever advanced two or three notches, turn on ignition and depress starter switch. It is usually unneces- sary to use choker when the engine is warm. IDENTIFICATION OF CAR- BURETOR PARTS FIG. 422-Venturi The venturi measures the air through the carburetor and keeps it moving fast enough at low speed to completely atomize the fuel. -:) '1 I II d , :1 i Ii II ~. II . ,-.t P I I q , I' ;.I t ~ .J ~ r,f:' lj Ii ~ : ;l '. , ~ ~ :.; ~ ~ ji '. I, r { ~ H ~ t ,; .. I' II ,I '1 II t \ ,I ,. n :d " il J. I! :.. ...). 1'" " r .' q (' FORD SERVICE BULLETIN for January . ~j ... FIG. 423-Secondary Venturi '. c', This is an auxiliary air metering tube which 'increases the air velocity at the jets to give quick response on acceleration. ....,. ~5.~ ~.3. FIG. 424-Main Jet This is the long jet. It is connected with ., the fuel chamber. Its effect is most noticeable at high speeds. W! FIG. 425-Compensator . The fuel in the bowl flows through this jet into the compensating well. The jet is most effective at-low speeds. ~ {' ;J FIG. 426-Cap Jet The cap jet controls the rate of discharge from the compensator well into the air stream. ~_n~.~'. ~ FIG. 427-Idling Jet The function of the idling jet is to measure fuel for very slow running. When the throttle is open, the idling jet is put out of action as the flow of the fuel then changes direction and passes through the cap jet. PAGE 209 GENERATOR CHARGING RATE Easily i\djusted to Suit Individual Requirements r j 1 J FIG. 428 The generator is'mounted on the left hand side of the engine. During winter months the charging rate should be adjusted to 14 amperes; in the summer this rate should be cut down to 10 amperes. The rate can, of course, be in- creased or decreased to meet individual requirements. For example, the owner who takes long daylight trips should cut down the charging rate to 8 amperes to prevent the battery overcharging. On the other hand, the owner who makes numerous stops, should increase the normal rate if his battery runs down. Increasing or Decreasing Generator Charging Rate To increase or decrease the generator charg- ing rate, remove generator cover and loosen field brush holderlockscrew. See "A," Fig. 428. The field brush holder can be easily identified, as it is the only one of the five brush holders that operates in a slot in the brush holder ring and which is provided with a locking screw. The remainder of the brush holders are riveted to the ring and are not movable. To increase the charging rate, shift the field brush holder in the direction of rotation; to reduce the rate, shift the brush in the opposite direction. The output of the generator is indicated by the ammeter located on the instrument panel. "oIII~ .~ ~ PAGE 210 FORD SERVICE BULLETIN for January ADJUSTING BREAKER CONTACT POINTS FIG. 429 The gap between the breaker points is set at .015 inch to .018 inch. The gap should occasionally be checked to see that the points are properly adjusted. If the points are burnt or pitted they should be dressed down with an oil stone. Do not use a file. To adjust the contact points proceed as follows: Lift off distributor cap, rotor, and body, see Fig. 429. Turn engine over slowly with starting crank until breaker arm rests on one of the four high points of the cam with the breaker points fully opened. Loosen lock screw and turn the contact screw until the gap is at .015 to ,018. A standard thickness gauge is used to obtain thi.s measurement (see Fig. 430). ,,' FIG. 430 When correct adjustment is obtained,. tighten the lock screw and replace distributor body, rotor, and cap. After tightening the lock screw, it is a good plan to again check the gap to make sure the adjustment was not altered when the lock screw was tightened. J I IGNITION TIMING. * , f FIG. 431 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: 1. Fully retard spark lever. 2. Check gap between breaker contact points and if necessary adjust them as previously described. 3. Screw out timing pin . located in timing gear cover and insert opposite end of pin into opening. . 4. With the starting crank turn the engine over slowly, at the same time pressing in firmly on the timing pin, see Fig. 431. :> ( " ) 1 ('" }) '. FIG. 432 -......-. FORD SERVICE BULLETIN for January r .. FIG. 433 c ,'. Y.iWhen the-piston reaches the end of the ; '.\:tr9,k'e, the timing pin will slip into a small recess in the camshaft gear. 5",With; the' pin in place, remove the dis- '. tributor cover and lift off rotor and dis- tributor body. 6. Loosen cam locking screw until cam can be turned, see Fig. 432. 7. Replace rotor and turn it until the rotor arm is opposite No. 1 contact point in distributor head, see Fig. 433. 8. Withdraw rotor from cam and slightly turn the cam in a counter clockwise direction, see Fig. 434, until the breaker points just start to open, then securely tighten cam locking screw. 9. Replace rotor and distributor cover. 10. Withdraw timing pin from recess in time gear and screw it back tightly into the timing gear cover. (' FIG. 434 INSTALLING BATTERY When installing a battery in the model "A," be sure to install it with the positive terminal grounded to the frame as shown in Fig. 435. The connections should occasionally be in- spected to make certain they are clean and tight. PAGE 211 FIG. 435 Headlamps Focusing and Aligning Align and focus headlamps with empty car standing on a level surface in front of a white wall or screen 25 feet from front of headlamps. This wall must . be in semi-dark- t~~: ~~~~~l~r ness or suffi- ciently shielded from direct light so that the light L<ns spots from the headlamps can be clearly seen. The wall must be marked off Bulb with black lines as shown in Figs. 437 and 438. Details for making the lay- out are shown in Fig. 439. F DCUS Turn on bright lights. Focus by means of screw at back of lamps, keep one lamp covered while focusing the other. Adjust the bulb filament at the focal center of the reflector to obtain an elongated elliptical spot of light on the wall, with its long axis horizontal. (See Fig. 437.) In focusing, adjust the bulb to obtain as good contrast and as well-defined cut-off across the top of the spot of light as possible. With lamps thus focused for the "bright" Door FIG. 436 -- - -- -- ------=;y .,;' PAGE212 ___~~: ~..J"~-:t. '", ~ FORD SERVICE BULLETIN for January FIG. 437 FIG. 438 filament, the "dim" will be 111 satisfactory position. Alignment Loosen nut at bottom of bracket and tilt headlamps to desired angle. The tops of the bright spots on the 25-foot wall are to be set at a line 33 inches above level of surface on which car stands. With top lines thus set for empty car, the headlamps will also have the proper til t under full loads, as req uired by the various States. The beam of light from each headlamp is to extend straight forward; that is, the centers of the elliptical spots of light must be 30 inches apart. Proper alignment of headlamp is readily checked by means of a horizontal line on the wall in front of the car, 33 inches above the level surface on which car stands, and two vertical lines .30 inches apart, each one.15 inches from center- line oX ~ar (see Fig. 439). Proper alignment of car relative to marks on ~ the wall may be readily provid~d by use of wheel guide blocks for one side of the car, as shown in Fig. 439. If it is impossible to tie up the floor space required by these blQclts, marks painted on the floor may be used to show where one set of wheels should track and where the car should be stopped. In order to avoid any confusion, the new layout can be painted with red paint and the old with black. FIG. 439 Shop Layout for Focusing and Adjusting Headlamps T I :) ~ I . Q- ! ~ I '-- FORD SERVICE BULLETIN for January r.,. PAGE 213 Ford Type Electrolock The igni tion switch mounted on the instrument' panel at the left of dash- light is a combination switch and theft proof lock. This type of lock carries the highest classification of the Underwriter's Laboratories. When the lock cylinder is "in," the ignition circuit is broken and the car ~ locked. To unlock the switch, turn the key cine- fourth turn to right at which time the lock cylinder springs out and closes the ignition circuit. The key is not required to lock the car and should be removed after the operation of un- locking is completed. To lock the switch, press the cylinder completely in. FIG. 440 BE SURE THAT IT STAYS IN. Mechanical protection for the "switch to distributor wire" is accomplished by enclosing this wire in a steel cable. The grounding of the ignition switch takes place both through the lock casing and through the attachment at the distributor. A diagram showing details of the electrical circuit of which the switch is a part is shown in Fig. 442. "J Tracing Trouble o Should ignition trouble develop, check battery connections, also yellow wire from termirlal box-to-starting motor and black wire from terminal box to coil, also red wire from coil to switch. If these connections and wires are O. K. check switch as follows: Remove the four screws which hold the instrument panel in place and pull panel back. Disconnect wire at terminal "A," (Fig. 441) on the lock case. r- The switch may then be tested in the following manner by using a six- volt circuit and test lamp. First test: With breaker points in distributor open, place one test point on tQe primary terminal "0" , ...~-- , f ~ __.,[I; FIG. 441 ~__~"lJ:_ ~ PAGE 214 FORD SERVICE BULLETIN for January -='!"QCK C.YLlNDER PLUNGE.R. LOCKED POSITION ~TERMIHAL IS RCTUALLV AT SIDlE OF CASE INSULRTION COIL I ~ . inside the distributor (see Fig. 441) and the other test point on the switch terminal "A," (Fig. 441). With the switch unlocked the test lamp should light~with the switch locked the lamp should not light. Second test: Place one test point on the primary terminal "D," (Fig. 441) inside the di~tributor as in the first test and the other. test point on the switch casing "B." With the switch locked, the lamp should burn. With the switch unlocked, the lamp should not burn. If the lamp lights with the switch locked a~ described in the first test or if the lamp lights with the switch unlocked as outlined in the second test there is either a ground in the switch, or the distributor condenser is shorted or grounded and it will be necessary to dis- connect condenser from distributor to deter- mine whether the trouble is in the switch or condenser. To remove the condenser from the dis- tributor, remove the sealing wax covering screw head, see "C," (Fig. 433) and back out the screw. Remove screw at "A," (Fig. 432) and remove condenser "B." 'For test,purposes, insert a new condenser in place of the one removed and ag~in try the seconQ test as outlined above. Should the lamp' still burn when the switch is m the unlocked position, the trouble lies m the I ~ I' ~ , . ~ t I C).' 8ATTERV ; .~ DISTR.IBUTOR. --"'"J.. CO"T,tICT POINTS ,~ FIG. 442 switch and it should be checked as follows: Unlock the switch. Remove the three screws which hold the switch to the back of the in- strument panel. The lock cylinder can then be removed by taking out the set screw "C" at the side of the lock casing (see Fig. 441). Test the two contact buttons inside the switch housing to see that they are free and have spring pressure back of them to make good contact with the lock plunger. See that lock plunger is clean and that the insulating wash- ers are in place. If the above tests fail to locate the trouble, it is no doubt due to a ,break in the wire in the cable and it wiJi be necessary to replace the conduit assembly with the exception of the lock cylinder. The lock cylinder and keys in the old assembly can again be used. When necessary to remove the switch or conduit assembly from the car, remove bolt which fastens cable to engine, remove distri- butor from cylinder head and unscrew dis- tributor from switch cable. Should the lock cylinder not work freely on account of dirt or foreign matter getting into the lock case, the cylinder should be removed and cleaned until it works freely. Never grease or oil the lock cylinder. If the tumblers stick, place a little graphite m the keyhole.' C) :J .,~ I I I 10 ~ ~--". l I. o ,0 f L. ~'" ~ .....,~ .. '.' ~ 'liii- FOR D S E R V ICE B U L LET I N for J an u a ry PAGE 215 Model "A" Electrical System Black with bluetrace. Black Yellow Black with blue tracer TERMINAL BOX COIL High tension HEADLAMP HORN STOPLIGHT S'VITCH FIG. 443 Blue with yellow tracer blue tracer a Breaker HEADLAMPS Yellow with black tracer Green STOP AND TAIL' LIGHTS . Blue with yellow tracer Black with ~reen tracer " Black with red tracer ",Yellow with black tracer FIG. 444 CO' ~ ~ ..~._.;;, '''''-;;;.-iiH7 ......- ~!~,~,}J"", ~~tI- ~ ';"'oJ PAGE 216 FORD SERVICE BULLETIN for January .. on S! c: :tl ~ E.~~~ ~=.:: Vi "Il n:I._ ~~:n c~~~ Ofllctl o.coc: I-. I-. I-. .c 0 !.I.. 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