Auto Service and Repair - Martin W. Stockel

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auto

serv¡ce

nd

repair

SERVIC¡NG

OCATI G

TROUBL

REPAI

ING

MODERN

UTOMOBT

ES

BASIC

KNOW-HOW

PPLICABLE

O

ALL MAKES

LL

MODELS

oy

MARTIN

W.STOCKEL

Industr ia l ducat¡on

Consutant

South Hollond

lll inois

THE

GOODHEART-WILLCOX

OMPANY

NC.

Publishers



INTRODUCTION

This

text Tells

and

Shows

How

to

Serviee,

Locate

Trouble,

an d

Repair

Modern

Automobi les.

The

information

is

basic ,

andis

appl icable

to

all

models

of all

makes

of

cars.

AUTO

SERVICE

AND

RE AIR

teaches

Essentia l

sk i i ls : En-

courages

the Devel0pment

of

Good work

Habits.

I t Emphasizes safety.

AUTO

SERVICE

AND

REPAIR

is

comprehensive,

detailed,

an d

is profusely

il lustrated.

Many

of

the

drawings

were prepared

especialv

for

use in

this

text.

AUTO

sERVicE

AND

REPAIR

provides

instruction

as recom-

mended

by

the

standards

for

Automotive

serviee

Instructionin

schools.

I t

is

intended

for

beginners

who

need

a

sound,

thorough

foundation

in

fundamentals; also those now

engaged

in

automotive

service

and

reoair

who

want

to

increase

their

skil ls

and

step

up

their

earnings.



CONTENTS

1

2

3

4

5

6

7

8

DETECTION

ND

REPAIR

119

9 CLEANING

EOUIPMENT

ND TECHNIOUES

139

19,

FRICTION

BEARINGS

149

11, ANTIFRICTION

EARINGS

163

12 TENGINEREMOVAL 179

1s,.

i'

-r+'-tr

13T

CYLINDER

HEAD,

VALVE AND

}

VALVE

TRAIN

SERVICE

185

14: CRANKSHAFT,

MAIN

BEARING,

FLYWHEELSERVICE

,. . . .225

15.

CAMSHAFT,

IMING

GEAR,CHAIN

SERVICE

243

16t SERVICING

NGINE

BLOCKS, YLINDERS,

¡NGS,

-

coNNECTtNG

RODS

261

: :>- ,

17)

ENGTNE

UBRICATION,

ENTILATION

SYSTEMS

295

18

ENGINE

ASSEMBLY,

NSTALLATION,

REAK-IN

311

COOLING

SYSTEM

ERVICE

319

BASIC

HAND TOOLS

PRECISION EASURI

G TOOLS

FASTENERS,OROUE

WRENCHES

GASKETS,

EALANTS,

EALS

TUBING

AND

HOSE

WIREAND W¡RING

JACKS,

IFTS,

PULLERS,

RESSES,

HOLD¡NG

FIXTURES

107

SOLDERING,

RAZING,

WELDINGCRACK

7

25

39

59

73

93

E$-

19

2A

FUEL

SYSTEM

ERVICE



71

¡GNITION

SYSTEM

ERVICE

22 BATTERY,

GENERATOR,

EGULATOR,

STARTER

SERVICE

23

TUNE-UP, NGINE

SYSTEMS

ROBLEMDIAGNOS]S

24 CLUTCH

SERVICE

25

MANUAL

TRANSMISSION,

VERDRIVE,

FOUR-WHEEL RIVESERVICE

431

485

517

26

27

28

29

30

31

32

33

34

35

36

37

AUTOMATIC

RANSMI

SIONSEBVICE

PROPELLER HAFT,

UNIVERSAL

O¡NTSERVICE

DIFFERENTIAL,

XLE, SEAL,

HOUSING ERVICE

BRAKESERVICE

WHEELS, EARINGS,

IR

ES

STEERING. USPENSION

YSTEMS

ERVICE

AIR coNDITIONINGSYSTEM ERVICE

EXHAUST

AND

EMISSION ONTROLSERVICE

. . .

.

CAREER

OPPORTUNITIES

N

AUTOMOTIVEFIELD

METRICTABLES

GLOSSARY

F

TERMS

INDEX

53 5

575

599

615

647

689

719

763

789t:

817

821

829

851

:



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U



Chapter

BASIC ANDTOOLS

I -:-:s

chapter

wil l

c

over

the identif icat ion

*,mri

:se of basic

hand tools.

There

are

many

¡r:e: :ools

of a

rnore specialized

nature

which

a:e : : :ed

by' auto

meehanics.

These wil lbe

il lus-

tra;: j

ard discussed

in

the chapters

dealing

with

i5e

;e:r:ce

procedures in which they are

used.

TMLS ARE IMPORTANT

=.T:ng

available

for use

when needed,

awide

sae

:,::-o-

of quality tools

will

make

your work not

rmir

-ore

effect ive,

but faster.

The tools

wil l

eumrle you

to

quickly

perform

any

of the

great

¡r-t , . .e-

of

jobs

encountered

by

the mechanics.

l1¡e

cost

of labor

is high, and

in

fairness to

[,m.-. :

c:slomer and

garage,

a

mechanic cannot

a-ff:r: :o waste

time

working

with

an

inadequate

$ei*e:c4

of tools.

EiliJNT

OP

OUALITY

TOOLS

li

¡c:

are, or

plan

to become

a

professionatr

m*::¿:-:c,

rule out

inferior tools.

The cheaper

,g :ai:s

re

usually

made of

poor

material,

and

a-¡e

-5ek

and

thus cumbersome

to

handle.

They

m':- '

i='l

sooner,

slow down

your work and,

du e

i,r

; , : , : r

i: r lshing,

wil l

be

harder

to

clean.

T: 'c

qrality tools are made of alloy

steel

*,md

s:e

carefully

heat treated

to impart

great

wl lre:::h

a¡rd long wear.

They will be

less

bulky

mri

r:1]

have a smooth

finish that makes them

e*É-r

3n :he

hands and

quick to

clean.

The work-

:mlg

s-:rfaces

will

be made to

eloser

tolerances.

fr,s¡¡e:r parts

and

facilities

will

be available

and

tine :oois ¡ri.ll be guaranteed.

lAe:e

are a number of

manufacturers

that

prr scnee

excellent tools. Selection

of

a specific

lfirrs:lÉ

r:st be

left

to the

individual

mechanic.

$'Flm}[BER:

The

init ial

cost

of

good

tools

¡m,nr'

'e high but

considering

pride

of

ownership,

úe-mldablüty,

life span and

ease

of use and

ciÉ¡.: iqg,

they are,

in the

end,

less

expensive

rfosr=

:ools

of low

quality.

PROPER

CARE

IS ESSENTIAL

Fast,

eff icient

work

and confusion cannot

exist together.

Keep your tools

clean,

orderly

and near at

hand. A roll type of

cabinet,

in

combination

with

a

tool

chest

and

tote'l, t ray

(a

small tray,

containing

a

few selected tools,

that may be placed right at the job) wil l provide

proper

storage and accessibi l i ty . See

Fig. 1-1.

Fig. l-1. A

good

way to store

rools..( foo/s ore sf iown

arronged

lor disploy;

normolly they Íit neotly

into

drowers.)

(Snop-On

ools Corp.)

Place

delicate

measuring tools

in

proteetive

cases. Separate

cutting

tools

such as

fi les,

ehisels,

dril ls,

etc.,

topreventdamage

tocutting

7



Auto Service

ond

Repqir

edges.

Tools

subject

to rusting should

be lightly

oiled.

Place heavy tools by themselves

and

in

general,

atiempt

to keep the

most

frequently

used

tools handy.

Keep

sets such as sockets,

open end, and

box

end

wrenches together.

RE -

MEMBER: THE LITTLE TIME IT

TAKES TO

KEEP YOUR TOOLS CLEAN AND ORDERLY

WILL BE

GREATLY

OFFSET BY

THE TIME

SAVED

ON

THE JOBJ

HAMMERS

Ball

peen, plastic

tipped, brass and

lead

hammers

should be included

in everymechanicrs

selection.

Various

sizes

of each are

desirable.

The ball

peen

is

used

for.general striking,

riveting,

gasket

cutting,

etc., and

the

plastic,

lead

and brass hammers are

used to

prevent

marring

part

surfaces.

When

using a

hammer,

grasp the handle firmly, hand near to the handle

end, and strike

so the

face

of

the hammer en-

gages

the

work

squarely,

Fig.

1-2.

Fig.

l -3.

Cfi ise/s.

1-Hol l

round. 2-Diamond,

3-Cope. 4-Flot.

i t as far from

the top as

practieal.

This wil l

protect

your fingers

somewhat if

the

hammer

slips

from

the

chisel

head. For heavy

hammer-

ing, a

chisel

holder should be

used,

Fig.

1-4.

Fig.

l -4.

Chisel

holde¡.

n use tñe handle

should be kept t ight.

Keep

the

cutting

edge sharp and

the top

chamfered

(edges

tapered) to

reduce the

possi-

bil ity

of small chisel

segments breaking off and

flying

outward. WEAR GOGGLES WHEN

USING

A

CHISEL,

Fig.

1-5.

PUNCHES

Starting,

drift

and

pin punches

are essential.

A few sections

of

round

brass stock in

varying

Fig. l -2.

Hammers.

Bol l

peen.

Plostic fípped.

8ross.

DANGER.I

USE A

HAMMER

WITH CARE.

DO NOT

SWING

IT IN A DIRECTiON

THAT

WOULD ALLOW IT TO

STRIKE

SOMEONE

IF

IT

SLIPPED

FROM

YOUR

GRASP.

MAKE

CERTAIN THE HANDLE IS TIGHT IN THE HEAD

AND THAT THE HANDLE IS CLEAN ANDDRY.

CHISELS

Chisels are used for

jobs

such

as

eutting

off

rivet heads, bolts

and

rusted nuts, Flat,

cape,

diamond,

half-round

and

rrrivet

bustertt

ehisels should be

available,

Fig.

1'3.

Hold

a

chisel seeurely

yet

not tightly. Grasp

SHARP

EN

ED

Clrisel

or left is dangerous fo

use.

chamfering and shorpening,

s sfiown

Some cfiisel,

ofter

ot

r ight.

4

Fis.

l -5.



Bosic

Hqnd

diameters

are

useful in driving

parts

that may

be

damaged

with

steel

punches.

A

start ing

punch

is used to start driving

rivets,

bolts, etc.,

from

the hole.

Due

to

it s

taper,

it

may

fi l l

the hole before the

part

is out.

If

i t does,

the

job

is

completed

with

a drif t

punch.

A pin punch

is similar to

a

drif t

punch

but

ha s

a smaller diameter driving sha nk. Pin punehes

are useful in removing small

pins,

bolts, ete.,

Fig.

1-6.

Fig.

l-6.

Punclres.

l-stort ing

punch.

2-Dri l t

pun h.

3-Pin

pur.h.

A

center

punch

is

neededtomark workbefore

dril l ing. The

small

V-shaped hole wil l

align the

dril l

bit . The

center

punch

is also useful for

marking parts

so that they wil l be

assembled

in

their original posit ion, Fig. 1-7.

Fig. l:7.

Center

puncfi.

A-Workmo¡ked or drilling.

B-Drill

aligned

with

pvnch

mork,

The

aligni.ng

punch

is

very

helpful in

shifting

parts

so

that

the

holes

line up,

Fig..1-7A.

Use

eare

when sharpening

chisels

and

Tools

Fig. I-7A. Aligning punch. A-Run punch throughholes os fo¡ os

possible.

B-Pull

punch

upright and

Íorce into

holes.

This

wil l

couse

ports

to

shilt into olignment,

punches.

Grind

slowly,

keeping

correct

angles,

and

quench

(dip

in

cold

water)

often

to

prevent

drawing the temper

(overheating,

turning

the

metal

blue thus rendering

it soft). WEAR-GOG-

GLES

WIIEN GRINDINGJ

FILES

The

most frequently

used

files

are

the

flat

miLl, round, square, triangular and point fi les.

Many

other special

shapes are made,

Fig.

1-8.

s

c3'3

Fig. l-8.

Fi le shopes,

l-Knile.

2-Holl

¡ound,

3-Round.

4tFlot,

5-Triangle. 6-5Iitting. 7-Pilla¡. 8-Sguore.

One

determination

of

fi le

cut

indicates the

relative

size

and

number of

cutting edges

per

inch. In

general,

the softerthe metalthe

coarser

the

cut needed.

Three popular

cuts

-

bastard,

second

cut

and

smooth, are

shown in Fig.

1-9.

A file

may be

either singl.e

cut

(a

single

row

of

diagonal

cutting edges alL at

the

same

angle),

+,



Auto

Service ond

Repcir

Control

the

fi le

to

prevent

roeking

(unless

fi l ing

round stock).

It takes a

great

deal of

practice

to become

expert at

fi l ing. A fi le,

in

the

hands of

a

professi.onal,

can

do amazingly

aecurate

work.

Keep the

file

clean and

free of oil.

Use

a

file

eard (special wire brush) occasionally to clean

the

.

eeth.

Regular blackboard

chalk

may

be

rubbed

into

the

file

to

help

prevent

clogging.

Fig.

1-9. Three

di l ferent

f i le cuts

-bostord,

second

cuf,

ond smoofh.

ls imonds

Fi le Co')

FERRULE

Fíg. l-10. File cufs. l-Single cut. 2-Dovble uf. 3'Rospcut.

4-Curve ut.

(N¡cholson

o.)

or

double cut

(two

rows

of diagonalcuttingedges

that

cross

each

other

at

anangle).

Files may also

be

rasp

and curve eut,

Fig. 1-10.

A typical

single cut

mi l l

f i le is

pictured in

Fig. 1-11.

Note

the

handlej

BE SURE

THE

FILE

IS

FITTED WITII

A

HANDLE

-

FIRMLY

AI..

FIXED

TO THE

TANG,

BEFORE

USING

IT .

This will

provide

a

firm

grip

and

will eliminate

the danger of

the tang

piercing the

hand,

Fig.1-11.

USING HE

FILE

Grasp

the

file handle

with the

right hand

(for

right-handed

persons), holding

the

tip

with the

fingers of

the Left.

On the

forward

stroke,

bear

down

with

enough

presaure to

produce

good

cutting.

On the

return stroke,

raise

the

file

to

avoid

damaging

the cutting

edges.

Fig.

l - l l , Typtcol

single

cut ni l l

(¡ le.

Use a cut suitable for the work. Coarse cuts

are best

for

soft

metals

(aluminum,

brass,

lead)

and

the finer euts

work well

for use

on

steel.

Your choice

will also

depend upon

th e

finish desired.

ru

@."-,

INVERTED

CONE

t0

BALL

Fig.

l - l lA.

Rotory

fi les



Bqsic

Hqnd

Tools

ROTARY

FILES

The

rotary f i le

is

chucked in

an

electr ic

hand

dril1. I t is

very

handy

for

blind holes

or

recesses

where

a regular

f i le

wil l not work.

Several

useful

shapes

are

shown in Fig.

1-11A.

GRINDERS

The

auto mechanic

wi l l

of tenhave

needtouse

a

gr inder

to

sharpen

tools,

rework

parts,

etc.

Grinding,

l ike all

shop operat ions,

requires

skil l

and

careful

handling.

Several

types

of

grinders

are found

in most

garages.

You

should

be famil iarwithal lof

them.

BENCH

OR

PEDESTAL

GRINDER

This grinder

is

commonly

used to

sharpen

tools

and remove

stock from

various

parts.

It

is

often f Í t ted

with

a

grinding

wheel

onone side,

and a wire wheel for cleaning, on the other. I f

rr.rounted

on a beneh,

it is referred

to

as a bench

grinder.

If

mounted

on

a stand, it is

called

a

pedestal

gr inder,

Fig.

1-12.

Fig. l-12.

Bench

grinder.

HAND

POWER

GRINDER

AND

SANDER

These

tools include grindstones,

wire wheels

and

abrasive

discs. They

are used in body

and

fender

work,

carbon

and rust removal,

smooth-

ing and eleaning welds, port ing,

relieving,

etc.

Figs.

1-13A

and

1-138.

OTHER

GRINDERS

Other

t¡pes

of specialized

grinders

such as

brake

grinders,

valve

grinders,

crank

grinders,

Fig. lJ3A.

Hond

power

yinder.

Albertson

ond

Co.)

Fig. l -138. Discsonder.

ete. ,

are also found

in

auto

shops.

The

use

of

these

tools wi l l

be díscussed

in

the

chapters

reLating

to the work

they

are designed

to

perform.

SAFETY

RULES

FOR

GRINDERS,

SANDERS,

ND WIRE

WHEELS

Grinders, improper ly

used,

are dangerous

and

are responsible for

many ser ious

and

last ing

injur ies

to the eyes, hands

and

face. Real iz ing

this, the competent mechanic wi l l ALWAYS ob-

serve the fol lowing

safety rules:

1. ALWAYS

WEAR GOGGLES.

2.

KEEP

ABRAS]VE

STONES

TIGHT,

CLEAN

6

7.

AND TRUE.

ALLOW THE

GRINDER TO REACH FULL

RPM

BEFORE

USING, STAND TOONE

SIDE

UNTIL FULL

WHEEL

SPEEDISREACHED.

KEEP

THE TOOL

REST,

WHERE USED,

AS

CLOSE TO THE

WHEEL

AS

POSSIBLE.

STAND TO ONE

SIDE

OF THE

STONE

AS

MUCH

AS

FEASIBLE.

KEEP PERSONS

WITHOUT

GOGGLES

AWAY FROM THE TOOL YOU ARE USING.

HOLD

SMALL OBJECTS

WITH VISE-GRIP

PLIERS

RATHER THAN

BY HAND TO

AVOID

GRINDING YOUR FINGERS

OR

HAV]NG THE

OBJECT

SEIZED BY THE

WHEEL

AND

THROWN

VIOLENTLY.

FOR

HEAVY

GRINDING,

WEAR

LEATHER

GLOVES.

^

11

RINDING

WHEEL

EYE

SHIELD

B.



CLEARANCE

AN

o

t0

11

BE CAREFUL

NEVER

TO

STRIKE

A

GRIND-

ING WHEEL

WHILE

REVOLVING

.

IT MAY

SHATTER

AND

LITERALLY

EXPLODE.

PROTECT

YOUR EYES

BY WEARING

AN

APPROVED-TYPE

FACE SHIELD

OR

GOGGLES.

AVOID GRINDING

IN THE

PRESENCE

OF

EXPLOSIVE

VAPORS

.

GASOLINE,

PAINT

THINNER,

BATTERIES,

ETC.

12.

WHEN

INSTALLING

A NEW STONE

MAKE

CERTAIN

IT

IS DESIGNED

FOR TITE

RP M

OF THE GRINDER.

13. WHENEVER

POSSIBLE,

HAVE

THE GRIND.

ING

WHEEL

GUARD

IN

PLACE TO

MINI-

MI.ZE

THE DANGER

OF

FLYING

PARTS.

14. REMEMBER, GRINDERS

AND

WIRE

WHEELS

CAN

BE DANGEROUS

TOOLS

-

USE

THEM WITH CARE

-

ALWAYS:

DRILLS

The mechanic

has

many uses

for twist

dril ls.

The better

quality dri l ls,

made of

high-speed

steel,

wil l do a

good

ob

of

dril l ing on

most

parts

of

the

car

and can

be readily

ground

without

drawing

their

temper. Carbon

steel

twist

dril ls

are cheaper

but require

frequent

sharpening

an d

lose their

temper

if slightly

overheated.

A set of

f ract ional s ize

dr i l ls

f rom 1/16

to

t lz

¡n.

(29

dr i l ls to

the set) , a

set of

number

dr i t ls

from 1

to 60,

p lus

9/16,5/8

and

3/4

in.

dril ls, wil l handle just about any requirements.

A

typical twist dr i l l

is i l lustratedin

Fig.

1-14.

Fig.

l-14.

Typicol

twist dr i l l

SHARPENING RILLS

Select a new 1 2 ín. dri l l and without start ing

the

grinder,

place

the cutt ing

edge

of the

li p

either on

the side

or on

the

face of the

wheel.

Keep the

shank

lower

than

the

tip. With

a slight

rocking,

pivot ing

motion, eause

the

dril l 1ip

surface

to slide

across

the

wheel.

Always start

at

the

cutt ing

edge and

end at

the

heel.

Keep

trying this

unti l

you

can

go

throughthe

sharpen-

ing motion

keeping

the l ip

in

proper

contact

at

all t imes.

-f-,t

I2

DEG.

I2

DEG.

Fig.

I-15.

Dril l

l ipongles.

A

ondB-Generol

urpose

oint.

Angle

slrown

n

B

is

for cleoronce.)

-Fo¡cost

ironond

oluminum. -

Rubber,

wood, F-Hord,

oughstee/. Nofe

fhot

the

"bock

roke"

or cleoronce

ngles

re he

some

n all excep ' Cleorcnce

ngles

ore

shown

n

block;

ip ongles n colo¡.

Now

select

an

old dr i l l ,

3/B

in. or larger,

start

the

grinder

(goggles

on,

safety

shield

in

place)

and try

sharpening the

dril l .

Remember

to start at

the

eutt ing

edge and

finish at the

heel.

Both

cutt ing

lips should

be the same

length

and

angle.

The

12 deg. angle,

formed

between

the

cutt ing

1ip and

heel,

is

very

important.

Th e

heel must be

lower

in

order

for the dri l l

to

cut.

Fig.

1-15.

Although

dril l l ip angles are

varied

forwork

in dif ferent metals, the angle s shown

in Fig.

1

1 5

wi l l

produce good

all-around eutt ing.

Grind s1ow1y and frequently quench the dril l ,

by dipping it

into

cold

water. Avoidoverheating,

especially

with

the carbon steel

dri l ls.

Use a

simple

dril l

gauge

to

help you

get

the

proper

angles,

Fig.1-16.

-DRILL

GAUGE

-

59 DEG

Fig.

I-16.

l ls ing

o dri l l

gouge.

TÁís

simp/e

gouge

wi l l

check

ongles

ond |ength.

Lip lengfhs

A

ond B

must6e fhe

some.

l2



Bqsic Hqnd

Tools

I f you

have

sharpened the dri l l

correct l¡ i t

wil l

cut

quickly

and smoothly.

Both

lips wil l be

cutting and an equal amount

of chip

or curl

will

be evident , Fig.

1-17.

Fig.

l-17. Dri l l cutt ing

properly.

I l the d¡i l l is

slrorpened or-

rectly, each l ip wi l l ptoducea similor ly sized chip.

US¡NG DRILLS

Center

punch

the spot to be dril led. Chuck

the drill

tightly. When drilling

cast

iron,

pot

metal,

aluminum

and thin body metal,

cutt ing

oil is not neeessary.

When

dril l ing

steel, a

small

quantity

of

cutting oil

will

be

helpful.

Keep the drill

at the

proper

angle and apply

enough

pressure

to

produee good

cutting.

Just

before the

dril l breaks

through, ease up on the

pressure

to

prevent

grabbing.

Securely fasten the piece to be dril led. On

thin

stock,

be

careful to hold it down as it has a

tendency

to

cl imb up the

flutes. Fig.

1- 18

pictures

a tJ4 in . e leetr ic hand

dr i l l .

The

3/8 in . hand

dril l is

handy with medium

size dril ls, while

the

tl2 in.

size

will handle

heavy dril l ing,turn-

ing

cyl inder

hones,

etc.

See

Fig.

1-18.

SAFETY

RULES FOR THE USE

OF

DRILLS

1. UNPLUG

THE

CORD

BEFORE

INSERTING

OR

REMOVING

A DRILL

FROM THE CHUCK.

(If

the drill starts

while

you

are

holding the

chuck wrench in the chuck,

it might

rip

your

hand badly.)

2.

KEEP LOOSE

CLOTHING, SLEEVES,

TIES,

PANT LEGS, ETC., AWAY FROM THE

DRILL.

3.

MAKE CERTAIN

THE DRILL

IS

PROPERLY

GROUNDED... .

ALL

ELECTRIC DRILLS

PRESENT DANGER OF

SHOCK.

4. NEVER

USE

POWÉR TOOLS OF ANY

KIND

WHILE

STANDING

IN WATER

OR ON

WET

GROI ND.

5.

SECI]RE

THE

WORK

TO BE DRILLED.

(I f

the dril l

grabs

and

the work is loose,

it

can

begin

to

spin

with

a vieious cutting

force.)

6. WEAR GOGGLES WHEN GRINDING DRILLS.

7. DO NOT USE ANY

POWER TOOL IN

THE

PRESENCE

OF EXPLOSIVE

VAPORS.

REAMERS

Reamers

are used to enlarge, shape or

smooth

holes. They

produce

a finish that is

much

smoother

and

more

accurate than

that

produeed

by dril l ing.

Some reamers

may

be

adjusted and

others are of a

fixed

size.

Both

straight

and tapered reamers are needed.

They

may

use e i ther stra ight or sp i ra l

f lu tes,

F ig.1-19.

Use

cutting

oil

when

reaming. Turn

the

reamer in a CLOCKWISE direction only

-

both

on

entering and

leaving the hole.

Take

small

cuts

( .001

.002).

Reamers

are very

hard and

the

cutting edges chip

readily. Wipe down

with

oil

and

keep them in a

protective

container.

TAPS

AND

DIES

Taps

are used

for

cutting

internal

threads.

Dies

are used to cut external threads on

bolts,

screws,

pipe,

etc.

The

mechanic

should

have a

set of taps and diescoveringthe UnifiedNational

Fine

and the

Unified National Coarse threads

(these

are

fully

covered

in the

chapter

on

fasteners).

This

set would have machine

screw

sizes 1 through 12,

plus

the ll4 through

5/ 8

by s ixteenths,

p lus

a 314,

?/8

and 1

in. s ize.

There

are

many kinds

of

taps butforgeneral

garage

use

the taper,

plug,

bottoming

and

pipe

taps

will do nicely.

The

taper tap

has a long

. .k;

;:.i

t;;*

Fig. I-18. Electr ic hond dri l l .

(Sktl

Tools, l

t3



Auto

Serviceond

Repoir

The

pipe

tap

is tapered over

the

full length

(about

314

in.

per ft.) and

is used

to tap

holes

for

pipe fittings.

Taper,

plug,

bottoming

and

machine screw

taps

are

il lustrated

in

Fig.

1-20.

TAPPING

First,

determine

exactly

the

number

of

threads

per

inch and

the

diameter of

the screw

that

will enter

the

hole.

Referring to a

tap

drill

s ize chart

(F lg.

1-21),

select

the

proper tap

size

dril l .

\

OR K

f-E

:

ct

- -l

TAP DRIIJÍJ

SIZES

R€oñh.¡dd lor

¡MENICAN NTTION¡L

SCRTW TTIREID

PITICHES

Fig. t-19. Reomers.

A-Enlorged

seclion

sfiowing

rcamer

looth

consfrucfion.

B-Reomer

tooth

removing

stock.

C-Nonodiustoble,

spirol

(lute

reome¡.

D-Nonodiustable,

straight

llute

¡eamer.

E-

Ád¡ustoble stroight

reomer.

,

is

opened

ond closed

by

removing

the

odiusting

nuts.

chamfer

(about

10 threads)

that

allows

it

to

start

easily.

It

cannot,

however,

be usedinblind

holes

where the

thread

must

run almost

to

the

bottom.

The

plug

tap has

a shorter

chamfer

(about

5

threads) and

with

care,

can

be

started

successfully.

It is useful

for open

holes

and

for

blind

holes.

The bottoming

tap

has a

short

chamfer

(about

1

thread)

and

is used

in

blind

holes to finish the thread to the bottom of the

hole. The

plug

tap

shoutd

be

used

first and

when

it strikes

bottom,

the

bottoming

tap should

be

.used.

i--+re

TAPER

PLUG

Fig.

l-21

Top

&ill size chart.

(South

Bend

Loth)

For example,

say that

you

desire

a threaded

hole

for

a

7

116

in. screw

with

20 threads

pe r

inch. Looking at the ehart, you will find that a

7lt6

in., 20 threads

per

inch,

is a

Unified

National

Fine

size. Going

directly

across

from

the

7116

in.

UNF,

you

will

notice a column

marked

"Tap

Dril l

Size."

In this case,

the

tap

dri l l

s ize

for

a

?/16 in .

x 20 isa25l64

in. dr i l l .

What

would be

the

correct

tap size

drill

to

use

for a serew

3/8

in. in

diameter

with 16

MACHINE

CREW

Fig.

l-20.

Typicol

ops.

Amount

Í chomler

o¡ieswith eocñ

ype.

COARSE

STÁNDARD

THREID

(N.

C.)

SPECIIL

THRETD

N.

S.)

:it

I

l -r /8

r-r

14

2

4

5

I

l0

t2

r1 4

s/r6

318

7116

r12

9/16

s/8

314

71 8

56

,18

40

,¡O

32

32

24

24

20

¡8

l6

t4

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ll

l0

9

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.zfi

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FINE STANDARD

THRETT.D

(N.

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1ir:lii'

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ta

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0.8062

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rr/16

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o.gna

r-3/64

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0.0t¡95

0.07(x)

0.0820

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t.1718

BOTTOMING

l4



Fig. 1-22.

Assorted ops ond dies.

(Snop-On

ools)

threads

per

inch? Checking the chart,

you

will

f ind i t to

be 5/16

in,

Drill

the

hole with

a tap size drill

(holes

over I

14

in.

should be dril led

in at least two

operations

-

start

with

a

small

pilot

dril labout

an 1/B

in. in

diameter, and

work up to the tap

dril l).

Using

a suitable tap

wreneh,

carefully

start

the tap. Cutting oil

wilL

help

when

tapping steel.

After

running the tap in

for

one or two turns,

back the tap up about

one-half

turn to break the

chip.

Repeat

this

proeess

until

fully tapped.

Re-

member that taps

are very

brittle. Donot strain

them and be sure to keep

the

hole

from

clogging

with

chips.

The

die

is used much like the tap.

After

selecting a die of the

correct

size,

place

it in

a die

stock

(handle),

apply

cutting

oil

to

the

bolt

and start the die. Use the

same

turn and back

method used

for

tapping.

Dies

are often adjustable

so the thread

fit

can

be

ehanged.

Adjust so that the nut

will turn

on smoothly with finger pressure. Keeptaps an d

dies

clean, oiled,

and in

a

box.

There

are

many

special

purpose

taps and

Fig. l-23. Hocksow

lrome.

(Owottono

Tool

(orp.)

dies,

Fig.

1-22 shows

a

number of

them: A

-.

external

rethreading set,

B

-

internal thread

restorer , C-thread

restorer ,

D-axle

re-

threader

which

is

opened

up and

placed

around

the

good

threads and

backed off,

E

and

F

-

nut

dies that can

be operated

with

aboxend

wrench,

G and

H

-

spark

plug

hole thread

restorers

-

very

handy

for

removing

rust and carbon,

J

-

combination

tap

and die set

for

tube

fittings,

K

-

tap

and die set

with taphandle

anddie stock.

HACKSAWS

A hacksaw

is used to cut

tubing,

bolts, etc.

The mechanic should

have blades with 18,24,

and32teethper

inch.

The

1B-tooth

blade

is used

for

cutting

thick

metal, the

24-tooth

formedium

thickness,

and the

32-tooth

blade

for

thin

sheet

metal and tubing.

The blades should

be of

high

quality

steel

as they

will

cut

faster and

longer

than low

quality

blades.

Fig. l-23,

i l lustrates a

typicat

hacksaw

frame.

For

very

thick

work,

use a

14-tooth

blade.

OTHER

HACKSAWS

A special

hacksaw, termed

a

t' iab

saw,rr

wil l

facilitate

eutting

in tight

quarters.

A

hole saw,

driven

with an electric

drill,

is handy

for

cut-

t ing

large

holes in sheet

metal. See

Figs.

1-24

and 1-244.

Fig. l-24A.

Hole sow.

Cutters

oÍ

vo¡ious

sizes ore

ovoiloble.

(Snop-On

ools)

TENSION

ADJUSTE

Fig.

l-24. Jab sow, o handy

tool in right

qeoilerc.



Fig. l -25.

Typicol

bencfiv ise.

VISE

A vise

suitable for automotive work is

p ictured

in

Fig.

1-25.

Keep

the

vise c lean, use

copper jaw eovers for work thatmaybemarred,

oil the working

parts

and avoid

hammering

on

the

handle

or on other

surfaees.

CLEANING

TOOLS

A number

of useful

cleaning tools are i l lus-

t rated

in

Fig.

1-26. Having

a

select ion

speeds

up

cleaning

work. The

wire

wheel

and

power

cleaning brushes

are mounted in

an eleetric

dril l . USE

GOGGLES

WHEN OPERATING

TH E

WIRE

WHEEL

AND ALSO

WHEN

CLEANING

WITH

CAUSTIC

(WILL

BURN

SKIN

AND EYES)

SOLUTIONS.I

Fig. l -26.

Cleaning

¡ools.

l -Hol low

corbon brush.

2-l l i ¡e b¡ush.

3-Wire

wáeel.

4-Flexible

scroper.

S-Twisted strond wire b¡ush.

6-Bristle

head. 7-Rigid

scraper.

8-Cor6on

b¡ush. 9-B¡is¡le 6rush

ond

holder.

l0-A¡bo¡ for wi¡e

wheel . I l -Cieoning

brush wi th ny-

lon

6ríst/es.

l2-Hond wire

scrofcfi brusñ,

SCREWDRIVERS

The mechanie

should own several

different

sizes

of screwdrivers

of the

standard,

Reed

&

Prince,

Phil l ips

and

Clutch

types;

Fig.

1-2?.

The

offset

screwdriver

shown in Fig.

1-27,

is useful in tight quarters where evenattstubbytt

cannot

be

used.

Fig.

l-27,

Screwdriver

fypes.

Wren

usíng

screwdrivers,

selecf

the r ight

type ond

size,

A

good

ossortmenf s

essentiol .

HANDLING

SCREWDRIVERS

Use

a screwdriver in keeping

with the

job.

Avoid

prying

with

or

hammering

on the

screw-

driver.

(Some

verylarge

screwdrivers are made

so that minor

prying

and hammering will

not

harm them.)

When

grinding

a new

tip on the standard tip

screwdriver, maintain

the original taper. Do

not

grind to a sharp point or to a

steep taper as the

tip will

either twist

off or

climb out of the slot.

Avoid

overheating.

See

Fig.

1-28.

CAUTIONj

WHEN HOLDING

SMALL

I]NITS

IN THE HAND,

DO NOT

SHOVE

DOWN ON THE

SCREWDRIVER

HANDLE

AS IT MAY

SLIP AND

Fig.

l-28.

Correcf sfiorpening

is importon¡.

A

and

B-F¡ont ond

side

view

of co¡¡ect

sfiope.

C-Too sfeep ond sñorp.

D-Correct

toper ond

size.

E-Steep an gle will

"climb our" of

screw slot.

F.

'

Screwd¡iver

ground

too thin;

it will twist

o|l.

u

-

\t¡l

CLUTCH

/ñ

l\lV

t:

-7

REED

AN D

PRINCE

0

t

PHILLIPS

F

ü

E

I

D

I

c

I

t6



PIERCE

YOUR

HAND.

IF

WORKING

ON

ELEC.

TRICAL

EQUIPMENT,

SHUT

OFF THE

CUR-

RENT,

USE

AN INSULATED

(FULL

LENGTH)

SCREWDRIVER

AND KEEP

YOUR

HANDS FREE

OF

ANY

WIRES WHERE

IT IS IMPOSSIBLE

TO

SHUT OFF

THE

CURRENT.

IF.YOU

MUST

WORK

AWAY FROM

AN OPEN

SWITCIT, TAG IT

SO

THAT SOMEONE WILL NOT ACCiDENTALLY

TURN

IT ONJ

PLIERS

Pliers

are

used

for

cutting

wire, holding

parts,

crimping

connections, bending

cotter

pins,

etc.

The

combination

slip

joint,

vise-grip,

adjustable

rib

joint,

battery, pump,

ignit ion,

Long

nose, needle

nose,

diagonal

and side

cutter

pliers

are

most

often used. Other,

more

specialized

pliers

such

as

the

snap ring,

hose-clamp,brake

spring, wil l

be

covered

in

later

chapters. Avoid

cutting hardened objects and never use pliers

to turn

nuts,

bolts

or tubing fitt ings,

Fig.

1-29.

q.

Fig.

l -29. Uselul

pl iers.

l -Needle

nose.

2-Chain nose.

3-Elec-

tr ic ion. 4-Diogonol . 5-Rí6 ioint. 6-lgni i ion. 7-Conbinotion sl ip

joinr.

8- Vise-grip

or

pl ier

wrench.

(Utico

ond Proto

fools)

BOX

ENDWRENCHES

Box

end wrenches

are available with

12-point

or 6-point

openings.

The

12-point allows a short-

Fig.

l -30,

8ox

end w¡encñes.

A-Double

oflset.

B-1S-deo. ffser.

er

swing while

the 6-point provides

superior

holding power.

One

design

uses a double

offset

to

give

more handle

clearance while

another

uses

the

popular

15-deg.

offset.

Differentlengths

plus

a

complete range

of

opening

sizes

ar e

needed, F lgs.

1-30

and

1-31.

Fig. l -31.

Box end w¡ench.

sef,

short length

ype.

Slrown is o lS-deg.

ofl-

(J.

H.

Wi l l ions)

Fig.

l-32.

Combina¡ion lore nut

and

open

end wrench.

FLARENUTWRENCH

The

flare

nut wrench

is

quite

similar to the

box

end wrench

but

has a section

cut out

so

that

it

may

be

slipped around tubing

and

dropped over

the

tubing

nut. This

wrench

has

either 6-point

or

12-point

opening.

The

flare

nut wrenchis

amust

for

carburetor,

vacuum,

brakes,

etc., f it t ings,

F ig.1-32.

RATCHET

BOX END

This

is a ratcheting

tool using

a

box end

de-

sign.

It

is fast

to use

andhas

many

applications,

Fig.

1.-33.

OPEN

END

WRENCH

The

open end úrench

grasps

the nut on only

two

flats. Unless

it f its well,

it is

apt to slip

and

round

off

the

nut.

There

are many

places,

FLARE

NUT IEAD

TUBING

SLIPS

THROUGH





)OCKET

HANDLES

Several

d i f ferent

dr ive

handlesareused.

The

.::ed

handle

is

used

whenever

possible

as

i t

-=:,

be turned

raPidlY,

Fig. 1-38.

Flex

handles

of

different

lengthprovide

heavy

:

- : : , rng

leverage

and

maybe

used

at

many

angles,

.

: .

1-39.

The

sliding

T-handle

has

some

applicatíons

=, . . ishould

be

inc luded

in a socket

set,

Fig. 1-40

Spinner

handles

are

used

much

as

screw-

-:

.,-ers

and

wil l accept

all

the

socket

attach-

::- - :nts ,

Fig, 1-41.

The ratchet

handle

allows

both

heavyturning

:: :ce

and

speed.

The

fastener

can

be

turned

in

_: out

by

fl icking

a

lever

on

the

ratchet.

The

ra:chet

is a lso

useful

where

a l imited

swing

is

::cessary,

Fig. l -42.

\ ratcheting

adapter

can

be

used

with

a

flex

:.=:dle,

T-handle,

etc .,

thus

making

them

quite

. : rsat l Ie, .r19, r -+J.

The

universal

joint

will

permit

driving

at

:r iferent angles

with

the various

sockethandles,

r -g.

L-44.

Sockets

of

one

particular

drive

size

can

be

:rned

with

the

handles

from

another

by using

an adapter ,

Fig.

1-45.

CTHER

SOCKET

ATTACHMENTS

Screwdriver,

drag

link

and

crowfoot

socket

=:tachments

are

a

few

of

the

many

offered,

|

-4h

Fiq.

l

-40.

Socket

sl id inq

T-hondle

Fig . 1 -41 Sockel sPínner hondle

Fig.

l -43. Socket

otchefing

odopter

(J

H

l l í l l ions)

Fig.

l -44. Socket

universo/

oinf.

Fig,

I

-45.

Sockef

odoPfer

l -46, O¡her

sockel

olfochments.

l-Screwdtiver

2-Drog

l ink

3-Crowloof.

(EonneY

Tools/

Fis.

Fiq.

l -42. Sockef

rofchef

hondle.

(Owottono

Tool

CorP )

19

Fig.

1-46A.

Sockef

exlension

bors

(J

H

Yl i l l ions)



1i

rli

Auto

Service

ond

Repoir

SOCKET

XT.ENSIONS

The

long, medium

and

short extensions allow

the

user to extend the reach

ofhis set. They may

be used s ingly

or

snapped together i fsodesired,

Fio 1-46A

FLEX-HEADWRENCH

The

flex-head wrench

is

a valuable addition

to

the tool box

as

it

can be used through

various

angles and in

cramped

quarters, Fig.1-47.

Fig.

l -47.

Flex-heodwrench.

(Snop-On

ools)

Fig, l-48.

Stud

wrencfi.

l l ¡enc/r

is

droppedover

stud

ond

the lock-

ing wedge is

slroved

in

bore uniil

i f confocfs

s¡ud. llhen

wrench

is turned, wedge

wi l l

¡om

ogoinst

stud. To

remove

stud,

insert

wedge os

slrown.

fo

instoll

stud, insert

wedge rom opposife

side.

Fig-

l -48A.

Stud

w¡enc/r

ypes.

A-Three

ow.

B-Wedge

ype

simi lor

o

Fig. 1-48.

C-Rororing

ock

wheel .

D-l ledge

ype lor

t ight

quo rers.

(Snop-On

oo/s

Corp.)

STUD

WRENCH

Several types

of stud

wrenches

are manu-

factured.

With

any

of them, be

careful not to

damage

the

threads

on the stud,

Figs.

1-48,

and

1-484.

Fig. l -49.

Adjustoblewrencfi .

F ig.

I-50. Pipe wrenches,

A-Ourside

pipe

wrench.

8-fnside

pipe

wrench.

.f

1r

20



Bqsic Hqnd

Tools

' 'CRESCENT' '

R ADJUSTABLE

WRENCH

The

adjustable

wrench

is

a

useful toolinthat

its

size may

be readily

adapted to that of the

fastener.

However, it is

prone

to loosening and

slipping.

When

other

wrenches

are available

-

use

them,

Fig.

1-49.

PIPE

WRENCHES

The

pipe

wrench

is

used to

grasp

ir regular

or round

surfaces. It

provides great

gripping

power.

Both

inside

and

outside

pipe

wrenches

should be available, Fig.

1-50.

ALLEN

ANDFLUTED

WRENCHES

These

wrenches

are used

to

turn

setscrews,

cap

screws,

etc. , Fig.

1-51.

Fig. l -51. AIlen ond

luted wrenches.

BEWAREJ

WHEN

USING

ANY WRENCH, MAKE

CER-

TAiN

THE

WRENCH

IS THE

CORRECT

SIZE

AND IS SECURELY ENGAGED, PULL, DO NOT

PUSH.

IF

PUSHING

IS

ABSOLUTELY NECES.

SARY,

OPEN

THE HAND

AND PUSH

WITHTHE

PALM.

BE

CAREFUL, IF

A WRENCH

SLIPS,

YOU

CAN GET

A

SERIOUS CUT:

Fig. l -52.

Prohing tools.

A-Mechonicol

inger

pickup.

B-Tele-

scoping

mognet.

C-Telescoping

mirror.

PROBING

OOLS

Mechanical

f ingers,

extension

magnets

an d

mirror

devices

help

the mechanic

to

retr ieve

parts

and to

see in

bl ind

areas,

Fig.

1-52.

POWER

OR

IMPACT

WRENCHES

An

electr ic ,

or

pneumatic

(ai

r ) impact

wreneh,

used in

conjunct ionwith

sockets, speeds

up the

job

a

significant

amount. Most

shops

are

now using

them,

Fig.

1-53.

Fig. l -53.

Electr ic impoct wrench.

(Albertson

Co.)

OTHERS

O FOLLOW

As mentioned earlier, many other more

speeial ized

tools wi l l be

discussed in

th is text.

When,

in your

reading, you

come across one,

pay

particular

attention to

the name

and

how it

is used. Many

jobs

in

the shop

can

be made

either

t ime

consuming and difficult

or

fast

and

easy, depending

on

an intell igent

selection

of

tools . REMEMBER:

PROPER

TOOL

SELEC-

TION

ANDUSEISVERYIMPORTANT

.

LEARN

ALL

YOU

CAN

ABOUT

THEMJ

SUGGESTED

CTIVITIES

Wrrte

to a

number

of tool

manufacturers

an d

ask

for

a

copy

of their tool

catalog,

and any

informative brochure

s

they may offer

concerning

their

products. You

may

find

their names and

addresses by looking

in

automotive trade

prye-rs.

After

¡rou

have

received your material,

btudy

it carefully.

Learn the names

and suggésted

uses of as

rnany

as

you

ean.

Flick

through

the



'#

%

Fig,

1-54.

l -Mediun

lengi l r

socket

extension.

2-Cross

peenhommer' .3 'Reed

nd,Prince

c¡ewdriver

heod'

4 'co¡¡e¡

pin

pul ler.S-stondord

r . i r ] .r .

A-Combinorion

ox

ond

open

end.

7-srondord-length,

ouble

offset

box.end'

8-

Regulor

12-point

o k.r.

f- io.k t

rctch*

hondle.

1}-Reguior

6-point

socket'

lJ 'Socke¡

d¡ive

odoptet

1/2

in '

to

3/g

¡n. l2-Sotdering

ron.

l3-phi l t ips

heod

screwdri r.r . i4-Botl 'peen

hornmer.

5-Job

sown

l6'Al igning

bo¡

wi¡h

rol ler

heod,

I7-Screwdriver.ocker, '

8-srondord

screwdriver

t ip.

l9-Long

sockel

exfension.

20'socker

unive¡sol

driue

ioínt.

21-12-point

lex

socker.

22-S¡ondord

crewdriver.

23-Acliuslobte

reomer'

24'S¡ud

w¡ench'

25-Socker

(lex

hondle.

26-Drcg

ink

socket.

27'Smott

wire

carbon

b'ush'

28'G a'

puller'

29'sockef

speed

hondle'

30-Topered

reome¡.

31-Clutch

type

screwdriver

típ.

32-Rubber

mollet'

33'Plostic

tip

homme¡'

34-Srubhy

e.gulor

ip screw'

driver.

35-Open

nd

w¡ench.

36-Short

ocket

extension'

37'Short

5-de9'

6ox end

wrench'

38-Ptr i l l íps

screwdriver

t ip. 39-Ftot

nít l

l i le.

¿O-l i - i .¡^¡

de p

orkut.

^4t-Sfu66y

Ph¡tt¡Ps

c¡ewdriver '

42' lnternol

pipe

wrencfi '

43-Sock'

etsl id ingT-t,o,¿t..(Bo,,.y,Snop-on,owol fono,|Jt ico,Yl i l ton,Proto,andArmstrongTools)

@



.r-q

i

ii

u

1i

Fig.

1-55

44-Point Íile.

Ai-Flex

socket. 46-Rotcfiet

6ox end.

47-Hose

clomp

plier.

Ai-Ratchet open

end. 49-Ccii-

6on

scroper.

Sl Linemon

plier.

51-Adiustoble wrench.

S2-Hacksow roê,

ii-F.ele¡ gouge,

S¿-Cot¿

ñisel.

55-

I

/4

in.

elec¡ric drill.

56-Torque w¡encá.

57-Pipe

die.

58-Rtb

ioint

plier.

59-Center

puncfr-.

60-Needle

nose

p/ier.

6 l-Cleaning

brush. 62-Stip

io int

pl ier.

63-CrowÍoot

otlochment,

64-Pipe

wrench. 65-Diogonot

pl ier.

66-OÍlset

screwd¡íver.

67-Allen

w¡encfi.

68-Broke

spring

plier.

69-6-point óox

end.

7l-Choin

nose

p/ier.

Tl

-Storting

punch.

72 Clu¡ch

tip

screwdriver.

73-12-point

ubing wrench.

74-Yise

yip pl ier.7S-Battery

plier.

76-Twis,

d¡¡1. 7 l-C

clonp. 78 Drih

punch.

79-Cylinder

heod

wrench,

80-Rin9 compressor.

8

-S/ide

hommerpuller.

82-5[eer

neto/

sn

ps .

(Bonney,Snop.On,

Owoltono,

Utica,

Vli l ton,

Proto,

Armstrong,

Vli l l ions, Tho¡

ond

gurtevont

foo/s)

¡ ,

I

1.

: i

23



Auto Seryice

ond

Repoir

1.

2

3.

4.

5.

pages

and

see

how

manyyou

can

identifycorrect-

ly. You will

be

amazed at the number

of

auto-

motive

tools

that

are available.

MARK

YOUR

OOLS

As you procure your tools, mark them with

your

name.

An electric marking pencil

or

a

vibrating

tool wil l

do a

good

job.

Mark

th e

tools in

an area that wil lbediff icultto grind

off.

OUIZ

-

Chopter

Chisels,

f i les,

dr i l ls ,

etc. , areveryhardand

as a result

can all be

piled

together for

storage. True

or

False?

Present

day

tools

are all rustproof. True

or

False

?

Explain

how YOU

will

store

YOUR

tools.

Three

types

of useful hammers

would

be

the_,_,

and the_.

Give

two safety

preeautions

for

the use

of

hammers.

6.

A

diamond

point

chisel

is

ideal for

cutting

off

rivets. True

or False?

?. Name

three

other important

chisels.

8. For

heavy

hammering,

hold

the

chisel very

tightly

with

the hand. True

or

False

?

9. Drawing

the

temper from

a tool

wilt

soften

it.

True

or

False?

10. A

pin

puneh

is ideal

to

start a rivet from

a

hole.

True

or

False?

11. Before

dril l ing

a

hoIe,_

_the

spot where the dril l wil l start.

12. When

grinding

tools,_often

to

pre-

vent

overheating.

13. Name

four

f i le

shapesusedbythemechanic.

14. A fil.e

with

one row

of

parallel

cuttingedges

is known

as a

fi le.

15. Keep fi les

lightly

oiled.

True

or

False?

16.

You

would

use

a

BASTARD,

SECOND CUT,

SMOOTH

CUT, to

rough

file

a

piece

of

alur¡inum.

Select

one.)

17.

From

a safety

standpoint, why

should

a fi le

always

be used with

a handle

?

18. A

-_-is

used to

cleanfiles.

19. When grinding,

never

let the

tool rest get

close to the wheel.

True

or False?

20.

Give

ten important

safety

rules for

the

us e

of

grinders.

21. Better

quality

dril ls

are made

of

_

22.

What

are the

drill

iip angles for general

purpose

cuttingr

23. Give

five important

safety

rules

for

the

use

of electric

dril ls.

24. A

reamer

should remove

about_of

stock

each

cut.

25.

Always

turn

a reamer

in

a. -

direction.

26. Dies

are

used

to

cut

_threads.

27. Name

four

kinds

of taps.

28. Referring

to

your

tap

dril l size

chartinthis

ehapter,

what

is

the

correct

tap

dril l

size

for

a cap screw

5/B

diameterwi th

l l threads

per

inch?

29.

An

1B-tooth hacksaw

blade is

excellent for

cutting

tubing. True

or

False?

30. The

teeth

on a hacksaw

blade

should

alwavs

face

the handle.

True

or

False?

31.

Name

four

cleaning

tools.

32. What four

kinds

of screwdrivers

would

vou

need ?

33.

Pliers

are useful

to

tighten tubing fitt ings.

True

or

False ?

34.

Name

six

kinds

of

plier:s.

35. Describe

briefly

a box

end,

open end

an d

adjustable

wrench.

36. Flare nut wrenches should be used on

_

fittings.

,j

37.

What advantage

does

a

6-point

opening have

over

a l2-point? The

l2-point

over the

6

point

?

38.

Sockets

are either

of the-or

th e

_Iength.

39. Name

five

socket

handles.

40. An

impact

wrench

will

speed up

your

work

a

eonsiderable

amount.

True

or

False

?

41. How

many

of the

tools

can

you

identify in

Figs.

1-54, and

1-55?

24



Chapter

,

PRECISIONEASURINGOOLS

The

auto mechanic mustbe thoroughlyfamil-

iar with

the

precision

measuring

tools

used

in

his

trade. Many

of the

jobs

he is

ca1led

upon

to

perform

involve

checking sizes, clearances and

alignments.

' i

-A

eareless or inaccurate measurement

ca n

be

eostly, both in money

and

customer

relat ions

-

to

say nothing

of damaging the mechanicrs repu-

tat ion.

OUALITY

OOLSMPORTANT

When selecting

measui' ing tools

that

wil l

be

used

for

a

period

of

years,

it

pays

to buy top

quality

tools. The

initial

cost

wil l

obviously

be

higher

but

considering

the importance

of accu-

racy,

and the longer

life span of superior

tools,

the

extra

cost

is easily

justified.

STORAGE

It is advisable

to keep

your

measuring

tools

in

a

protective

case, in an

area

that wil l not

be

subjected

to excessive

moisture

or

heavy usage,

F ig.

2-1.

Fig.2-1.

fh is

mícromefer

cose

provides

exce//ent

protecl¡on

the tools.

(L.

S. Sro¡¡efi)

After each

use,

wipe

the tool down

with

a

light ly

oiled, l int-free,

clean

cloth.

Never

dip

a

precision

measuring

tool i.n

solvent

(unless

it is

being

completely dismantled)

or

use

an airhose

for

cleaning

it .

HANDLING

When

using a measuring

tool,

place

it in

a

clean spot from which

it wil l not fal1

or be struck

by other

tools.

Never pry,

hammer

or

force

the

tools. REMEMBER:

They

are

PRECISION

tools

-

keep them

that

way,l

CHECK

ORACCURACY

I t

is

good

practice

to

occasionally check

precision

tools for

accuracy. They may

be

checked against a tool

of

known

accuraey or by

using

special

gauges provided

for that

purpose.

If a tool is accidentally dropped or struckby

some

object,

immediately

check

itfor

accuracy.

Adjustments

for wear

or veryminordamage are

provided

on

many

measuring tools.

Follow the

manufacturer

t

s

instructions.

MICROMETER

outsidel

The

outside

micrometer

(mike)

is

used to

check the diameter ofpistons,

pins,

crankshafts,

etc.

The

most

commonlyusedmicrometer reads

in

one thousandths of an inch.

Withthis

microm-

eter it is

easy:]o estimate as

close as one-

quarter thousandth.

It

is

possible

to

obtain

micrometers

that can

produce

measurements

to

within

one ten-thou-

sandth of an

inch. Thistypeusesavernier

scale.

A

cut-away

view of atypical outside microm-

eter is

shown

in Fig.

2-2.

Be

sure to learn the

names

of the

parts

and their relationship to the

operation.

Ío¡

25



Auto

Service

ond

RePoir

MICROMETER

RANGE

Each

individual

micrometer

is

designed

to

produce

readings

over

a

range

of

one

fu1l

inch'

Ideally,

the

auto

mechanic

should

obtain

a set

of

six

micrometers

covering

sizes

0-

1

ir i"

1-2

in. ,2-3

in. ,3-4

in. ,4-5in ' ,and

5-6

in '

Fig '

2-3

shows

a

cased

set

of

twelve

microrneters

cover ing

0-12

in.

It

wáuld

be

less

expensive

to

purchase

only

two

micrometers,

a

0-4

in.

and

a

4-6

in ' ,

both

with

interchangeable

anvils.

However,

the

mult i-

range

micrometer

is

more

bulky

and

is less

convenient

to

use,

Fí9.

2-4-

READING

THE

MICROMETER

Micrometers are made so that every turn of

the

thimble

will

move

the

spindle.025

in'

You will

notice

that

the

sleeve

is

marked

with

a series

of

l ines.

Each

of these

l ines

represents

'025'

Every

fourth

one

of

these .025

markings

is

marked

1,2,3,4,5,6,

?,

B, or

9'

These

sleeve

numbers

indicate .100,

.200,

.300;

etc"

(one-

hundred

thousandths,

etc.).

The

micrometer

sleeve

then

is

marked

out

for

one

inch

in

'025

Fig.

2-2.

Cut-owoy

view

ol

on

oufside

micromeler '

Leorn

the

nomes

oÍ

the

vorious

porls'

(twenty-f ive

thousandths

inch)

markings'

They

wi l l

read

from

.000

to

1.000,

(zero

to

one

inch) '

The

tapered

end

of

the

thimble

has

twenty-

f ive

lines

marked

around

it .

They

will read

0'

,

2,

3,4,

etc.,

up

to

25.

In that

one

complete

turn

of

the

thimble

moves

the

thimble

edge

exactly

'.025,

or

one

mark

on

the

sleeve'

th e

distance

between

marks

is

determined

by

read-

Fig.2-3.

Cssed

sef

ol

12 outside

micromefers '

Nofe

the 6ox

of

slondords

lor

checking

lhe

occurocy

of eocfr

"míke'"

26



Precision

Meosuring

Tools

t i l iple

ronge

micrometer.

By using the proper

anvi l

..ometer

cove¡s

o ronge

ol lrom 0

in,

to 4 in,

(Lulkin)

ing

the

thimble

line

that is

even

with

the

long

line

drawn

the

length

of the

sleeve

markings.

Each

l ine

on the

thimble

edge

represents

.001

(one

thousandth

of

an inch),

Fig.

2-44.

Look

at

the markings

on the

micrometer

sect ion

in

Fig.

2-5.

How

many

numbers

are

vis ible

on

the

sleeve?

There

are three. This

3

indicates that the mike is open at least .300

(three

hundred

thousandths

of

an inch).

you

ca n

see

that

the

thimble

edge

is

actually past

th e

.300

but

not

to the

.400

mark. By

eareful

study

you

will

see that

the

thimble

edge

has

moved

exact ly

two

addit ional

marks

past

the

.300.

This

THIMBL

E

MARKS

6$75

.8125

29.9U

15.9375

J1.968?

Fig. 2-4A.

0-l in.

ou¡sidemicromeler.

THIMBL

E

ur

SLEEVE

LONG LINE

Study

he morkings

nd

port

nomes.

means

that

the

thimble

edge

is

lined

up two

marks

past

the

.300.

As each

sleeve

mark

repre-

sents

.025,

i t is

obvj .ous that

theedgeis

actual ly

stopped

at

.300

plus

.050,

or

.350

(threehundred

and f if ty

thousandths

of

an inch).

In

that the

thimble

edge

0 marking

is

aligned

with

the long

sleeve

1ine,

the mike

is

set exact ly

on.350.

The

reading

then, if

this were

a one inch mike

(reads

from 0-1

in. )

wouldbe.3S0. I f th iswere

a

2-3

in.

mike,

the

actual reading

would

be

two inches

plus

.350 or 2.350.

In Fig.

2-6,

the micrometer

has beenopened

to a

wider

measurement.

You

will

see that the

thimble

edge is

no

longer

on a sleeve marking

but is

somewhere in

between.

How

many

numbers

are visible

on the sleeve ?

There

are

f ive

or.500

(f ive

hundredthousandths).

The

thimble

edge has

movedthree

marks

or.0?5

LOCKNUT

SPINDLE

\

SLEEVE

NUMBERS

NVI

L

al

l¿

Nts .

,

1 .0111

'

.09l?

5

,156¿

7

2187

5

'5

25

5g

13

'---'r&;-

Tlu

s. l¡dF' ' l Co.

-

ArHür,

¡e s. *1.4.

¡ ü¡nt ts u.5.¡.

/

9,e81¿

11.343?

13

.4Ó5

¿

15.468?

1?.5311

;

19.593?

.i

31.656?

-. '

23 .7 r&7

,, '

SLEEVE

LONG LINE

"

j . . l

i

l ¡e

thinbleedgeñosmovedoc¡oss

he

s/eeve

up tothe

3

-

r

"

:

_s wo

mo¡e

s/eeve

morks

,050).

The

rhinble

0 mork

s in

'.

r

c

' -e

s/e."e

/ong

inesot/re

reodingis,.300+.050+0=.j50.

50

:

75

il ü

25

87 5

l6¿5

i87:

.Jt¿

.4 3

11

SLEEvE

THIMBLE

EDGE

27



012 3 4

5

,

3.

Fig.2-6.

Thinble

edge

hos movedup

to ff te 5

(.500)

plus

three

mo¡e sleeve

no¡ks

(.075)

plus

l2 lh inble

no¡ks

( 012)

resul t ing

in a totol

reading ol .587.

past

the

.500

mark. This

makes

a total

of

.575.

The thimble edge has movedpastthethirdmark.

In

that the fourth

mark is notvisible, u¡e know it

is

somewhere

between

the third and

fourth

mark,

Fig. 2-6.

By

examining

the thimble

edge

marks,

Fig.

2-6,

you will

see

that the twelfthmarkis

aligned

with the sleeve

long line.

This means that

th e

thimble edge

has moved

twelve

thimble

marks

past

the

third

sleeve

mark. In that

each

thimble

mark

equals

.001

(one

thousandth

of an

inch) the

thimble has actualtry

moved

.012

(twelve

thou-

sandths of

an

inch)

past

the third sleeve

mark.

Your reading then

would be

.500

0argest

sleeve

number

visible)

PLUS

.075

(three

sleeve

marks

past

sleeve number)

PLUS.012

(twelve

thimble

marks

past

the third

sleeve

mark)

making a

total

reading of

.587

(five

hundred and

eighty-

seven thousandths

of an inch).

If

this

were a

3-4 in. micrometer, the actuaL

measurement

woul .dbe 3.58?.

Study

the

readings shown in

Fig.2-74.

Com-

pare your

answers

with those shown.

Make

your

readings in

four

steps. See

Fig. 2-?.

1. Read the largest sleeve numberthatisvisible

-

each one

indicates

.100.

Count the number of

full

sleeve

marks

past

th is number

-

each one

indicates.025.

Count the number of thimble

marks

past

this

last sleeve number.

Each

one

indicates

.001.

If the thimble

marks

are

not

quite

aligned

with

the sleeve long line, estim ate the

fraction

of

a mark.

4. Add the

readings

in

steps 1,

2 and 3.

The total

is the

correct

micrometer reading. Add

this

reading to the starting size

of the micrometer

being used.

If

the

mike

range

was

1-2

in., add

the

total

reading to 1.000

(one

nch),

F íg.2-7.

READING

MICROMETERRADUATED

IN

TEN

THOUSANDTHS

F

AN

¡NCH

The same reading technique as

that

just

de -

scribed is used

to read this type of micrometer.

Instead, however, of estimating

fractions of

a

thousandth

between thimble marks, a

VERNIER

scale

on

the sleeve makes

it

possible

to

accu-

1

il

l i

t+

I

I

I

I

.012+l

l+.:oo*l

l+

Fig.2-l . fhreesfeps

inreoding

ff iemic¡omefer.FhstreodinginA=.300,

secondreoding

inB=.050,thi rdread-

ing in

C

=

.Ot2

=

o

totol

reoding

ol ,362

(Three

hund¡ed

and

sixty-two

tfrousonds).

Fig.2-7A.¡=.t75,8=.599,C=.242y2or.2425.Notef[of inCrñel¡octioninone-fhousondtñisestimotedos

indicoted

by rhe thimblé mark.

28

.oso

-l

0 L2345



Precision

Meosuring

oof

rately

divide

each

thousandth

into

ten

parts

or

one

ten-thousandth

of an inch.

The

vernier

consists

of

elevel.l

thin

tines

scribed

parallel

to

the

sleeve

long

line. They

ar e

roarked

0-10.

Whenever

the

thimble

marks

donot

fall

in

line with

the

long

sleeve

line

thus indi-

cating a fraction of one-thousandth ineh, care-

lully

examine

the

vernierlines.

One

of the

verni-

er

lines

will

be

aligned

with

one

of

the thimble

¡oarks.

When you

have

diseovered

the

specific

r¡ernier

line

that

is

aligned

with

athimble

mark,

:he

number

of that

particular

vernier

line will

:ndicate

the

number

of tenthousandthtobe

added

Fig.2-8,

Vernie¡

/ines

ore

sñown in

colo¡.

Note táot

vernier

line

Í{o.

3

is

the

only

one

exactly

in line

with

a thimble

mork,

your

'adins

would

hen

e 100

:1tr=-.;:li.-

.0003

¡hree

en hou-

:o

vour

initial

thimble

reading,

Fig.

2-g.

Examine

the

readings

shown in Fig. 2-9. Inboth instances

a fraction

of a

thousandth

is

ob -

nous

by

examining

the

thimble

marks.

By

check-

'rg

the

vernier,

you

can see

that

one

of the

ver-

::er

l ines

is

in

ali .nment

with

a

thimble

mark

-l'¡s

indicating

the

number

of

ten thousandth

over

--be

thimble

thousandth

reading.

Compare

your

:eadings

with

those

shown,

Fig.

2-g.

LIHEN

USING

NY

MEASURING

OOL

Always

thoroughly

clean the

work

to

be

"easured. This

assures

you

of

accurate

work

¡nd

reduces

wear

on

the

workingtips

ofthe tool.

LIs¡NG

UTSIDE

ICROMETER

\\'tren

measuring

small

objects, grasp

the

*'erometer

in

the

right

hand,

and

at

the same

:¡ae

insert

the

object

to be

measured

between

:¡e

anvil

and

spindle

end

While

holding

the work

e€ainst

the

anvil,

turn

the

thimble

with

the

Fig,

2-9,

ln

A,

vernier

/ine

No.

5

is oligned

with

o

thimble

mo*;

reading

would

be

.075

+ ,005

+

.0005

=

.O¿OS.

n

B,

vernier

ine

No .

4

is

al igned;

reoding

wovld

be .200

+

.025

+

,012'+

.0004

=

.2374,

thumb

and forefinger

unti.l

the

spindle

engages

the

object.

Do

not

clamp

the micrometertight

-

use

only

enough pressure

on the

thimble

to

cause

the work

to

ju-El

fit

between

the

anvil

and

spindle.

Slip

the

objeet

inandoutof

the microm-

eter

while

giving

the

thimble

a final

adjustment.

The

work

must

slip

throughthe

micrometerwith

a qy ljght force.

When

satisfied

that

your

adjustment

is

cor-

rect,

read

the

micrometer

setting.

BE

CAREFUL

THAT

YOU

DO

NOT

MOVE

THEADJUSTMENT,

Fig.

2-

10.

o----J_

(o

----_r

co

__r

{

___r

,¿',

---+-20

F-F

( , -F

N

---a-

É

-------L_

'o

futs

-lrlTE

Fig. 2J0. Miking a small hole gauge. The heel o{ ¡he ñond sup-

porfs

tlre

mic¡omete¡

frome

while

the ¡humb

ond

lorelinger

turn

rfie r[in6le.

lL.

S. Srorrer)

To

measure

larger

objects,

grasp

the frame

of

the

micrometer

and

slip the

micrometerover

the work

while

adjusting

the

thimble.

Slip

the

mike

back

and forth

over

the work

until

verv

light

resistance

is fett,

Fig.

2-10A.

29



Fig. 2-10A. Mikingo c¡onkshol t.Notice

how the mike

s held.

Some micrometers

have

a ratchet

clutch

knob

on the

end of the thimble

to allow the

user

to bring

the splndle down

against the work

with

the

same

amount of tension each

time.

As

the micrometer

is sl ipped back

and

forth

over the work,

it should be

rocked from

side to

side a tr if le

to make

certain

the

spindle

cannot

be

closed an addi t ional

amount,

Fig.

2-11.

I

I

I

I

I

I

Fig. 2-l l . ln

A,

miuometer

s sl ipped bock ond lorth over object.

ln B, micrometer s

rocked from

side

to

side

lo moke

certoin the

smol lesf diometer s {ound.

Rocking

s

octuol ly very

sl ight.

PRACTICE

S

NECESSARY

Measure

objects

of a known

diameter

until

you

have mastered

the

feel

of using

a

microm-

eter. Keep

practicing

until you

are

completely

confident

of

your

readings.

REMEMBER

-

A

MECHANIC

MUST

BE

ABLE TO MAKE

ACCU-

RATE

MICROMETER

READINGS.

HANDLE

TH E

MICROMETER

WITH

CARE.

NEVER

STORE A

MIKE

WITH THE

ANVIL

AND

SPINDLE

TIP

TOUCHING

(this

encourages

rusting

between

the tips). CLEAN YOUR WORK BEFORE

MEASURING.

INSIDE

MICROMETER

The

inside micrometer

is used for

making

measurements

in

cylinder bores,

brake drums,

large

bushings,

etc. ,

Fig.2-L2.

lnside micrometu.

By

chonging

ods, his

set

wi l l meo-

sure hom

2

to 8 in,

lL. S. Sto¡refi)

\

\

30

Fis.2-12.



Precision Meosur ingTools

It

is read in the same manner as the outside

=Licrometer

and the same

feel is

required.

When

:neasur ing,

rock the ins ide

mike

from

side to

side

at the same t ime keeping

the anvil f irmly

against

one side of the bore. While the free

en d

:s being

rocked, it must

also be t ipped in and

out. The

rocking

allows

you

to locate

the

widest

:art of the bore whi le the t ipping assures you

:hat

the micrometer is

at r ight angles to the

:ore,

Fig.2-13.

An

extension handle

permits

the use

of an

-nside

micrometer

in

a bore

too smal l to hand

:o1d

the

tool.

To

use, the base

is

pressed

against the work

(after

cleaning) and

the

spindle is run down

into

the hole

to be measured.

It

is read

líke an outs ide micrometer,

th e

only dif ference

being

that the

sleeve

marks

run in a reverse

direct ion,

Fig.

2-15.

Fig.2-15.

Using

the micrometer

epth gouge.

The

6ose is he/d

l i rnly

ogoinst the

work ond the thimble ¡urned

unt i l lhe rod con.

focls fhe

shou/der.

DIAL

GAUGE R NDICATOR

The

dial indicator

is a

precis ion

tool de-

signed to measure movements in

thousandths

of

an inch.

Some common uses are

cheeking

en d

play

in

shaf ts, backlash between

gears,

valve

I if t ,

shaft

run-out,

taper

in

cylinders,

etc.

Use

care

in

the handling of this

tool as

it is

sensit ive and

easily damaged.

When

not in

us e

keep in

a

protect ive

case.

Dial

indicator faces

are calibrated

in thou-

sandths of an ineh. Various

type dial markings

are available. Ranges (distance over which th e

indicator

can

be

used)

vary

also depending on

the inst rument , Fig.

2-16.

Various mounting

arms, swivels and adapters

are

provided

so

that

the indicator

can

be used

on various setups.

When

using a dial indicator, be

certain

that

it is f irmly

mounted and

that the standard

E,g.2-13.

lnside

micromerer

must

6e

rocked f rom side fo

side

os

- A, whi le

ol fhe some f ime i t must be f ipped

os sf iown

in

8.

Bolh

movements

re relot ively sl ight .

MICROMETER

EPTHGAUGE

This

is

a

handy

tool

for reading

the depth of

-.-ots,

spl ines,

c ou

nt e rb

o r e s,

ho1es,

etc. ,

. ' -2, .

2- t4.

2-14,

Microneter depth

gouge.

The

tonge

con 6e ínc¡eosed

by using

longer

rods,

'j:\

ii'

,.,. r



DIAL

NDICATOR

CLAMP BASE

Auto

Service

ond

Repoir

anticipated. Ranges

usually run from around

.200,

to

1.000

(one

inch)

depending on the

in-

strurnent.

F igs. 2-18, 2-184,2-1BB i l lustrate t lp ica l

dial

ind icator setups.

Fig.2-18. Checking

timing

geor

6oc/<loshwirh o dio l

indicoto¡.

The

indícolor

rod

ís ongled

o

ploce

t in I ine with

geor

rotol ion.

(Chevrolet)

Fig. 2J6, Diol

in¿icotor ond holding ottochmenls.

(L.

S. 5to¡¡ett)

(actuat ing

rod) is

paral le l tothe

plane

(direct ion)

of

movement to be

,measured,

I. ig.

2- I7.

Place

the rod end against

the

work

to be

measured, and

force the

indicator toward

th e

work

causing

the

indicator

needle to

travel far

enough around

the dial

so that

movement

in

either direct ion can be read. The dial face ca n

then be turned to l ine the

0

mark

with

the

indi-

cator

needle.

Be

sure that

the

indicator range

(limit

of

.

travel)

wil l

cover

the

movement

INDICATOR

---- t

l*'*l

Fig.

2-17. lndico¡or sef

up

is

NOT

porolle l

to

movement l sholt.

When sholt

moves disfonce

A,

indicotor rod moves

dístonce

C,

giv ing

a hlse reoding

Íor

sholt

end

ploy,

Indicotor

2

lS

porol le l

and sholt

movement

A couses

indicoto¡ od

to move distonce

B,

producing

on occurole

reoding'

Fis.

2-18A. Using

o diol

center.

indicotor lo detetmine

pislon

top deod

(P GMlg.Co')

32



Precision

Meosur ingTools

Fig.2-188.

Checking comshol t

ohe t¡ft w¡rh

o

¿iol indicotor,

(Chevrolet)

OTHER

DIAL INDICATOR

OOLS

Two

other valuable measuring

toolsuti l iz ing

-

dia l indicator

as

part

of theirconstruct ionare

:re

out-of-roundness

and

cylinder

gauges.

Th e

: : t

- of-roundne

s

s

gauge

is

used to

check connect-

-:g

rod big

end bores.

This

can

be done

with

an

-rs ide

mike

but th is special

gauge

makesthe

job

:as ier

and faster , Fig. 2-19.

F g. 2-l

9.

Oul-ol-roundness

ouge.

The

cylinder

gauge

makes

the checking

of

e¡'Iinder bore size, taper and out-of-roundness

quick

and accurate,

Fig.2-20.

OTHERUSEFULMEASURING OOLS

In

addition to the

precision

tools that

have

'ceen

discussed, there are

a number

of other

tools

as described

by

the

following

paragraphs,

that

a

mechanic

should own.

Keep in mind that

:n your

work

as an auto

mechanic

a number of

rreasurements

varying

from

a

few

thousandths

:o several feet wil l be required.

Fig.2-20.

Cyl inder

gouge.

Only o sho¡f secl ion ol the hondle

is

shown. lL. 5. Storre*)

INSIDE

AND OUTSIDECALIPERS

These

are useful

tooLs

for quick

measure-

ments

when

aecuracy is not

cr i t ical

.

I . í9.

2-21,

i l lustrates

a

pair

of outs ide

cal ipers.

Fig. 2-21.

Ourside oliper.

Fig.

2-22, shows the ins ide cal iper .

The in-

s ide

cal iper

is used to measure the diameter of

holes.

To

determine the reading,

hold the

calipers

on an accurate steel rule. Careful

ADJUSTs ORDIFFERENT IZES

33

F

g.

2-22. lnside

co/iper.



Auto Serv¡ce

qnd

Repq¡r

measuring

across the

points

(very

light touch)

with

an outside micrometer wil l

give

a

more

accurate reading,

Fig.

2-22.

DIVIDERS

Dividers

are somewhat

like

calipers

bu t

have straight shanks and pointed ends. Theyare

handy for

making

circles,

taking surface mea-

surements,

etc.

Fig.

2-23, i l lustrates a

pai r

of

divide rs.

Fig.2-23. Divíde¡s. Poinfs musl

óe shorp.

FEELERGAUGES

Feeler

or thickness

gauges

are

thin

str ips

of specially hardened

and

ground

steel,

with

the

thickness marked in

thousandths

ofaninch.

They

are used to

check c learances

between

two

parts

sueh as valve

gap, piston

ring side and end

ga p

clearance, etc.

They

are available in sets

as

shown

in

Fig.

2-24, and also in

12

in.

or

longer

lengths.

Fig. 2-25.

l l i re

gouge

sef for

checking

spoú

plug

gop.

WIRE

GAUGE

The

wire

gauge

s

inef fectath icknessgauge,

but

i.nstead

of a

thin f lat

strip of

steel,

wires

of

varying

diameter

make

up the typical

set.

It

is

excellent for

checking

spark

plug

gap,

distributor

point gap,

etc. ,

Fig.

2-25.

SCREW

ITCH

GAUGE

This

is

a handy

tool for

determining

th e

number

of threads

per

inch

on

bolts,

screws and

studs,

I . ig.2-26.

Fig.2-26. Screw

pi fcá gouge,

The

fi ¡st

o¡

smol l

number

ndicotes

the numherol threods

per

inch.

Iñe second

number indicates

the

douhle depth

ol ¡he threads.

ffry* ***

2-27.

Telescoping

gouges.

The

gouges

s/rown

wi l l

cove¡

range rom 1

2

ro 2-1

2

in.

(L.

S. Srorref)

ig,2-24.

Fee/er

gouge

sef.

(Owottono

Tools)

34

Fis.



Precision

Meosur ingTools

TELESCOPING

AUGE

The

telescoping

gauge

is an accuratetool for

measuring inside bores of

connecting rods,

main

bearings,

etc.

To

use this too1, the

plungers

ar e

PROTRACTOR

EA D

SQUARE EAD

hook

rule

with

a sliding steel head,

marked

in

32nds.

and

64ths.,

a

combination square

made

up

of

a steel rule,

protractor

head,

center

head

and square; and a ten foot

pocket

tape rule. See

Fig.

2-28,

and

2-284.

CENTER

EA D

Fig.

2-28.

Combinotion

squore with cenfer heod ond

protroctor.

(L.

S.

Sror¡etr)

compressed

and locked by turning the knurled

screw

on the handle.

The

gauge

is

placed

inside

the

bore, and the

plungers

are released unti l

they

contact

the bore wal ls . Theyarethenlocked

and

the tool

is removed.

An

outside mierometer

K

HEAD

l

RULE

-r X

Fig.2-28A.

6 in. hook rule wi¡h

sl id ing

depth and ongle heod.

is

used

to measure across the

plungers

for an

aceurate

checking

of

bore

size.

Telescoping

gauges

have different ranges

and

may

be

pur-

ehased in sets. The proper feel for using this

tool

wil l

be the

same as that used

with

the

in -

s ide

mierometer,

Fig. 2-27.

STEEL

RULES

Other measuring tools that can

be used

to

good

advantage in clude a thin six

inch steel

SPRINGSCALE

Two

spr ing

scales,

one reading

inouncesthe

other in

pounds,

are a

must.

These

are

needed

to

determine

contact

point pressure,

puII

on

feeler

str ips

whenfi t t i .ngpis tons, etc .,Fig.

2-29.

Fig.2-29.

Spring

scole' A

must

in every

tool k i t .

STEEL

STRAIGHTEDGE

An accurate steel

straightedge

longenoughto

span

the length of an engine

block or

head

is

essential

for checking

these

parts

for

warpage.

Be

eareful

when handling

and storing

a straight-

edge so i t is not damaged, Fig. 2-30.

TEMPERATURE

IS IMPORTANT

Many

specif ications

for measurements

will

state room temperature,

an exact

temperature,

engine at

normal

running

temperature,

etc.

Re -

member that all

metals

contract

and

expand

in

35



-

Auto

Service

ond

RePoir

Fie.2-30.

Steel

stroigtrtedge.

A-sguore

edge.

8-Bevel

edge. C'

Bevel

and ruled edge.

These

ore ovailable

in diÍÍerent

lengths.

direct

proport ion

to their

temperature.

This

makes

it imperative that

temperature

specifi-

cations

be

followed

when making

precision

measurements and settings. Your measuring

tools themselves

can

be

affeeted

by

extremes

of

heat

and

cold.

If your tools

must be used

when

very cold

or very

hot,

eheck

them

for accuracy

before

using.

SUMMARY

The abitity

to select

and correctly

use

the

proper

measuring

tools

to secure

highly accu-

rate measurements,

is a

MUST

-for

all auto

mechanics.

Preeision tools require

cleanl iness,

careful

handling and proper storage.

The mechanic

should

own,

or

have available,

outside

and

inside

micrometers,

micrometer

depth

gauge,

dial

indicator

setup,

inside

and

outside calipers,

dividers,

feeler

gauges, wire

gauge¡

screw

pitch gauge,

telescoping

gauge,

steel rules,

straightedge

and spring

scales.

Other specialized

measuring

tools

may be

acquired

as

the

need

dictates.

SUGGESTEDRACTICE

OBS

A.'Practice

reading

a

micrometer

unt i l

youcan

make a correct reading everY time.

B. Use an outside

micrometer

to

measure sever-

al objects

of known

size.

C.

Measure the

inside diameter

of

a

cylinder

of

a cylinder

of a

known size

with

your

inside

micrometer.

D. Using a

depth

gauge, measure

the

distance

from the surface

of a cylinder

head to the

top of a valve

guide.

fValve-in-head

engine.)

G.

Check

the

run-out on a

camshaft

by using

a

dial

indicator.

Measure the

inside diameter

of a

wrist

pin

bore using

a telescoping

gauge

and an

outside

micrometer.

Check

the accuracy

of an

outside

micrometer

by using a

STANDARD

(measuring

rod of

exact length) furnished for this purpose.

Check

the

accuracy of

aninside

mikebyusing

the outside

micrometer

youhave

just

checked

with the standard.

Check

the

gap

between

spark

plugelectrodes

by using

a

wire

gauge.

Determine the number

of threads

per

inch on

a bolt

by using a

screw

pitch gauge.

Determine

the tension

on a set

of distributor

contact

points

by using a spring

scale.

L. With a straightedge,

check

the surfaee

of a

cylinder

block

for warpage.

SUGGESTED

CTIVITIES

1.

Place a

wrist

pin

in

thefreezereompartment

of

a refrigerator.

When thoroughly

cold,

re-

move,

wipe,

and

quickly measure

both the

diameter and

length

using an

outside

microm-

eter.

(Hold

the

wrist

pin

with a

cloth.)

Write

down

your

readings.

Now

place

the

wrist

pin

in

boiling

water.

When

hot, remove,

dry and

quickly recheck

diameter

and

length.

Was there adifference?

If so,

how much? What

does

this

indicate?

2. Explain how to read a micrometer toafriend

that

does

not know

how. Have

himtrya

read-

ing

and continue

to

help him until

he does

it

correctly.

By

doing

this

you

will reinforce

your

own

knowledge.

OUIZ

-

ChoPter

1.

When using

a

micrometer,

make surethatthe

tool

is

clamped

around

the

worktightly.

True

or

False

?

2. Measuring

tools

are rustproof.

True or

False

?

3.

A micrometer

should

be

checked

if accidentally

dropPed.

4.

An inside

micrometer

is read

in

the

same

fashion as

the outside

micrometer.

True or

Fa1se

?

5.

To measure

an object

3.500 in

diameter,

yo u

would

use a

micrometer

with a range

of

to

i l l ry i

f:--rW

ll

l

, ** -1

E.

F.

i

ü'$

*-J

I

-;;

-

"*

-"'-'"ttt*

J

m#bffiffi

H.

I.

J.

K.

i

".|

36



5.

Name

the best tool

to

handle

each

one of the

following

measurements

:

a. Diameter

of

a

wrist

pin.

b. Diameter

of

a

cylinder

bore.

c.

Distance

from face

of

head

to valve

guide

top.

d. End play in crankshaft.

e.

Diameter

of

wrist

pin

bore in

a

piston.

f. Connecting

rod

big end bore

diameter.

g.

Lash

free

movdment

orplay)betweentwo

gears.

Teeth per

inch

on

a

bolt.

Clearance between

the valve

stem and

rocker.

Valve-in-head

engi.ne.)

Diameter

of an exhaust

pipe.

Spark

plug gap.

Tension

on the

distr ibutor

point

contact

1.

arm.

m. Length

of a muffler.

n. Distance between the fan blades an d

radiator.

o.

Engine

block

surface for warpage.

Select the

correct

deeimal

readings for

th e

following

a

-

i.

Some

are

incorrect.)

- -a.

Two inches,

three hundred

andtwenty-

five thousandths.

_b.

Eight

hundred

and seventy-eight

an d

one-half

thousandths.

Precision Meosur ing

Tools

.359

.376

h.

i

i

k.

1.

_c.

_d.

r.

_9.

_h.

_ i.

Four

inches,

six hundred

andthirteen

and one

quarter

thousandths.

Three

and one-half inches.

One

ten-thousandth

of an ineh.

One thousandth of an inch.

One hundredth

of an

inch.

One

tenth

of an

inch.

One

inch.

2.325

4.6t325

.8

785

.000

1

.010

1.000

.001

4.613025

.1000

2.3

0025

a

.100

3.005

3.500

.01010

Select the

correct

some

are

wrong)

readings

for

the

fol lowing

micrometer

sett ings.

0-1 in.

micrometer.

WHAT

S

YOUR

OPINION?

A

person

has

just

applied

for

a

job

as

a

me-

chanic

at a

garage

withareputationfor

excellent

.349

.286

.300

1

.243

.3003

.2994

.242

.299L

-E

37



. +4ís.1:

Aqidservice

ond

Repoir

work.

The owner is

interested;

there

is

an

opening;.ihe

pay

is

good.

So

the

owner intro-

duces

th*e.app$.icant

o

you,

who,

as

shop super-

visor,

wil l

be expected

to

evaluate thispersonts

worth

as a mechanic.

You walk to a nearby service bench, open

your

tool

chest

and lay

out a

selection

of

measuring

tools.

You

indicate

a specific

cylin-

der bore

you

would

like miked,

and inform

the

applicant to

choose the

tools

and make

the

measurement.

The applicant

picks

up

an inside

caliper and

a six inch

steel rule,

adjusts the

caliper

in

the

bore, then

plaees

the

caliper

on

the face

of

the

six inch

rule

and,

after

some

squinting,

informs

you

that

the

bore

diameter

is

iust

a

whisker

over four

inches.

The

actual

bore

diameter

is

4.030.

What

do

you

think

of the

applicantfs

ability?

Will

you

recommend hiring this person? If ,not, why?

REMEMBER:

No

one

can be termed

a

top-notch

mechanic

who is

not fámiliar

withandcompetentinthe

us e

of measuring

tools

used

in

the trade.

youcan

be

proud

of

your

abil ity

to

make

precision

mea-

surements

-

it

is

the

mark

of a fine

mechanic,l

_6.*

GM 260-M)

.{GM

28O-M)

(cM

290-M}

(cM

3OO_M}

customary

(¡nch)

bolts

-

tdentif¡cat¡on

marks

correspond

o bott

l [t iT

STRENGTH

,t. ngt¡'rn r áing

nu.b

represent ncreasing

trength.

tDENTlFlcATloN

I

*b

vletr¡c olts ldent¡ficat¡on

lass umbers

orrespond

o bolt

strength

Increasing

umbers

epresent

ncreas¡ng

trength.

IDENTIFICATION MARKS

(4 }

f ig.3-A. Clro¡f

shows typicol torgue

or

cop

screws with ¡hreods cleon ond dry,

Reduce

orque by

l0

percent il threods

ore

oiled;

reduce by

20

percent

i( new,

ploted

fosleners ore used lo¡

vorisus

losrener

srodes.

ALWAYS FOLLOW

MANUFAC.TURER'S ORQUE SPECIFICATIONSFOR THE

EXACT

JOB AT

HAND.

A-Cop

screws, 6olts ctd nuls dre

morked

with eif f ier

/ ines or

numbets

o

indiccire hei¡

re lot ive strength.

B-Cuslomory

(inchl

bolt

morkings.

Note

trrot the strength

grode)

corresponds

o the numbe¡

of l ines.

fhere

ore olways two / ines less ¡hon the octuol

grade.

Q, -

Me¡¡ic

bolr.markings. he

higher.the

grode

(cuslomory)

or number

melr ic),

the

greoter

he slrenglh.

(Americon

Motors

Generol

Mofors)

SlendardTorque Spec¡fical¡ ons

nd

CapscrewMarkings

Chert

A

CAPSCFEW

EADMANKINGS

CAPSCBEW

BOOY

rZ E

Inches Thr€ád

SAEGRAOE

or

2

(Us6d

f,íisqu€ñtly)

SAEGRADE

(Us6d

Fr6auontlv)

SAE GRADE

6or 7

(Us€d.tf imos)

SAE

GRAOE 8

(Uséd

Ffsquoñtly)

Torque

Torque

Torque T,ofque

FI-Lb

Nm

Ft.Lb

Nm Ft-Lb.

Nm

FI.Lb

Nm

il¡nuladu6r's má¡ks may v¡ry

Tñrcelina ma.kings

on h6ads.

I

4-20

5 6,7791

8.1 €

I

10

0.4465

3.5582

t0 r

3.5582

t2

16.2698

18.9815

SAElor2 SAEs

SAESor?

dto saEGfsdo .

4¡r'+rÉ¡

r.avtY)

5./16-18

-ú

l3

1 .9f40

17.6256

7

9

23.0449

25.7605

I 25.7605

24

27

32.5396

36

6071

3/a'16

.

-24

20

24.4047

27.1164

31

35

42.0304

47.4536

34

46.0978

49 66.4351

7 16-14

|

'24

37.9629

40.67 5

49

66,.435

74.57 0

74.5100 10

ro5.7538

.7/¿=13

-20

3S

52.8769

55.5885

75

85

01.6863

15.2445

85 1 1

5.2445 10 5

12 0

r42.36@

162.6960

rrr9:]i

5l 69.1 67

74.51ú

11 0

r2 0

49.1

80

62.6960

12 0

162.6960

17 0

210.1

90

230.4860

5/8-1

1

-1 8

83

95

11

2.5329

128.8027

15 0

17 0

203.3700

230.4860

161

226.4186

2r 0

244

284.7180

325.3920

3/4-10

..

-16

r0 5

11 5

r42.3609

r55.9170

27 0

295

366.0660

399.9610

2AO 3t9.6240

42 0

508.4250

569.4360

r6 0

17 5

216.9280

231.2650

535.541

589.7730

44 0

596.5520

60 5

67 5

820.2590

91 .1 50

I

235

25 0

31

.61 0

3389500

59 0

66 0

7993220

894.8280

660

894.8280

99 0

l233.7tAQ

| 342.2420

'li.

38



INCREASING

MPORTANCE

¡

In

the

modern

car, ever inereasing

horse-

power

and

road

speeds

subject

the

various

components

to

heavy

loads,

high

frequency

vibrat ion

and

severe

stress. As

a result ,

fasten-

er

(nuts,

boLts,

screws,

etc.)

design,

material

and

torque

sett ings,

once of relat ively small

interest

to

the mechanic,

have

assumed

a

posi-

t ion

of major importance.

It is

important

that the

mechanic

familiarize

himself

with

the

various t¡pes,

materials

used

in

their

construct ion,

uses,

and

proper

in-

stallat ion.

READ

CAREFULLY

Be

sure to

read

this

chapter

carefully.

Study

the

various fasteners,

their markings

and uses

until you

can recognize

them immediately.

Pay

particular

attention to

the

section

on toroue

wrenches.

MACHINE

SCREWS

Machine

screú S

are

used without

nuts. They

are

passed

through

one

part

and threaded

into

CLEARANCE

HOLE

A

TH R

EAD ED

u^t E

B

Fig.

3-l,

Cop screw.

Cop screw s

possed

hrough

cleorancehole

in

port

A

and threoded

into

part

B,

ooooooo

HHHHHó

LAT OVAL

FILLISTER

ROUND

CLUTCH

FLUTED

Typicol

mehine

screws.

Four

heods

at r ight i l lustrate

vorious

openings

or lurning

tools,

PAN HEAO ROUNDHEAD

,,_. f-,. A

HE

=

EF

Fig.

3-3, Typicol

sÁeet

mefol

screws.

SELF-TAPPING

OR SHEET

METAL

SCREWS

Siireet

metal

screws

are used

to fasten

thin

met¿. parts

together

and for

attaehing

various

items

to

¡ireet

metal. They

are much

faster

an d

less

expensive

than

bolts , Fig.

3-3.

Chapfer

3

FASTEN

RS,

TORQUE RENCHES

HE X

Fis.3-2.

another.

When

drawn

up, the

two parts

are then

held

in

fi rm

contact. Fig.

3-1,

i l lustrates

th e

use

of

a

cap screw

(machine

screw

with

a

hexagonal

head).

There

are

many

different

types

of machine

screws

and

screw

heads.

F ig.

g-Z

shows

a

number

of those

in

common

use.

39



Auto Service

ond

Repoir

To

use

a

sheet metal

serew,

a hole,

that is

sl ightly

smaller

than

the minor

diameter

(diam-

eter

of the

screw i f thethreadswereground

of f ) ,

is

either

drilled

or

punched

through

a

piece

of

metal.

The punched

hole

provides

more

thread-

ing area and when the screw is drawn up, th e

hole

attempts

to

close thus providing

greater

grippi.ng

power.

Fig.

3-4.

Fig.3-4,

Screw

posses

Íreely through

A

ond

cuts threods

in

punched

hole in

B. Wñensc¡ew

tightens,

punched

metol draws

up

ond in,

providing

o

sécu¡e

grip,

C.

BOLT

A

bolt is

a metal

rod

that has

a head

at one

end and

a screw

thread

to

take

a nut

at the

other. The

bolt is

passed

through

the

parts

to

be

joined

then

the

nut is

installed

and drawn

up,

thus holding

the

parts

together, Fig. 3-4A.

-

NU f

-BOLT

Fig.

3-4A.

Using o bol¡ to hold

two

ports

together,

STUDS

A

stud

iS

a metal

rod,

threaded

onboth

ends.

The

stud

is

turned

ínto

a threaded

hole

in

a

part.

The

other

part

is

slipped

over

the

stud

Fis'

3-5'

stud

hreadednin"':":

':"'i¿;'::':; over

stud' vtptoced

and a nut is turned down on the stud to seeure

the

part.

Studs

are

available

in many

lengths

and diameters.

Some have

a

coarse thread

on

one

end and

a

fine

thread

on the

other..Others

have

the

same

thread

on both

ends

and

in

some

eases,

this

thread

may

run

the

full

length

of

the

stud, F ig.

3-5.

A

stud

wrench

should

be

used

to install

or

remove

studs.

Re

careful

not

to

damage

the

threads.

If

no

stud wrench

is

available,

plaee

two

nuts

on

the

stud

and

"j"*t'

them

together

(turn

the

top

one

clockwise,

the bottomcounter-

clockwise

until

they

eome together).

place

a

wreneh on the lower nut to remove the stud, on

the

upper.nut

to install,

Fig.

3-6.

REMOVING

ROKEN

TUDS

R SCREWS

There

are

several

methods

that

mav

be

em -

ployed.

If

a fair portion

of

the

stud

projects

5CR

EW

40

Fig.3-6.

lJsing

iom

nuts

ond wrench

o remove

sfud.



above

the

work,

it

may

be

gripped

with

vise_

grip

pliers,

or

a

small pipe

wrench

and

backed

out.

Where

the

portion

protruding

is

not

sufficient

to grasp

with

pliers

or wrench,

flat

surfaces

may

be

filed

to

take

a wrench,

or

a

slot

may

be

eut

to

allow

the

use

ofa

screwdriver,

Fig.

3_64

Detail A.

^fu

,Or-ffi

g

€

Fíg.3-6A.

Merñods

sed

n ¡emoving

roken

tud.

A_Srud

rorred

w f

led

llot.

B-Nut

welded

on.

C-punch

.d

ro

Á r.w

broken

piece. D-Screw xtroctor. E-lJsing top to remove hell.

-\nother

method

is

to

dril l

a hole

in

a,sect ion

of f,lat

steel, pLace

it

over

the

broken

stud

and

ineld

the

strip

to

the

stud.

A

nut

large

enough

to

f it

over

the

stud

can

also

be

welded

on .

,,r,-HEti

WELDING,

BE

CAREFUL

OF

FIRE

AND

D-{IÍ-{GE

TO

PARTS.

The

arc welder

does

th e

job

quickly

and

with

a

minimal

amount

of heat_

ing,

Fig.

3-6,4',

Detail

B.

When

the

stud

is

broken

off

flush

or

slight_

lv

below

the

surface,

you

may

use

a

thin

and

sharp

pointed

punch

and

try

driving

the

broken

seetion in a counterclockwise direet ion. Some_

times

the

stub

will

turn

out

easily.

If you

are

not

getting

results

-

stop

and

try

another

method,

Fig.

3-64,

Detail

C.

A

screw

extractor

can often

be

used with

good

results.

Center puneh

in

theEXACTcenter

of

the

stub.

Drill

through

the

stub with

a

small

diameter

drill

then

run

a drill

through

that

is

Fosteners

nd

Torque

Wrenches

B

I

ñ,-Q

\--2

/

-----1

a

trifle

smaller

than

the

stud

minor

diameter.

Lightly

tap

the

extractor

into

the

shell

that

remains

and

back

it

out

with

a wrench.

The

sharp

edges

on

the

flutes

will

grip

the

shell.

Do

not

exert

enough

force

on the

extractor

to

break

it

as

removal

of the

extractor

segmenr

could

present

a

real problem, Fig. 8-6A,Detail

D.

In

the

event

the

methods

previously

de_

scribed

fail,

select

the proper

tap

size

dril l

and

after

running

it

through

the

stub

shell,

care_

fully

tap

out

the

hole.

If

done properl¡

the

tap

will

remove

the

shell

threads

leaving

the

original

threads

in

the

hole

undamaged,

Fig.

3-64,

Deta i l

E.

When

drilling,

drilt

through

the

stub

only.

Do

not

drill

beyond

as

you

may

damage

some

part.

If

working

on

a

setup

where

metal

ehips

may

fall

into

a housing,

eoat

the

drill

and

tap

with

a heawy

eoat

of

sticky

grease

so that

the

chips wil l adhere to the tools.

USE

PENETRATING

IL

Regardless

of

the

method

of removal,

it

is

a

good

idea

to

apply

penetrating

oil

(a

special

Iight

oil

with

high

penetrating

powers

used

to

free

rusty

and

dirty parts)

to the

area

and give

it

a

few

minutes

to

work

in.

If

heat

is

noiin_

jurious

to

the

part,

an

applicatíon

of heat

will

also

help.

Use

caution

not

to

overheat.

If

in

doubt

as

to

the

effects

-

do

hot

apply

heat.

NEVER

USE

A TORCH

NEAR

A

GAS

TANK,

BATTERY OR OTHER FLAMMABLE MA-

TERIALS.

REPA¡RING

THREADS

Occasionally

threads,

both

external

and

in -

ternal,

are

only partially

stripped.

In such

cases

they

can

be readily

cleaned

up through

the

use

of

a thread

die

or atap,

Fig. B-BA.

When

threads

in

holes

are

damaged

beyond

repair,

one

of

three

things

can

be

done:

1.

The

hole

may

be

dril led

and tapped

to

the

next

suitable

oversize

and

a larger

diameter

cap screw or stud installed. Use a chart to

determine

the proper

size

(tap

size) to

use.

A

clearance

or

body

dril l

(a

dril l

the

size

of

the

bolts

major

diameter)

must

be

passed

through

the

attaching

part

to

al1ow

an

over-

s ize

cap

screw

to

be used,

F ig.

3-68.

2.

The hole

may

be

drilled

and

tapped

to

accepr

a threaded

plug.

The

plug

should

also be

.

EXTRACTOR

4l



THREADS

TRIPPED

Fig,3-68.

Repoir ing

str ipped

rhreod

by

dri l l ing

ond |crpping

o

nexf

oversize.

dri l led and tapped

to

the

orig inal

screw

size.

A

special

self- tapping

plug

already

threaded

to the

original

size may

be

used.

you

merely

dril l

a hole

to

the

specif ied

size,

run

th e

threaded

plug

into

the

hole

by

using

a

ca p

serew

and

jam

nut. When

fully

seated,

th e

jam

nut is

loosened

and

the

cap screw

re -

moved, Fig.

3-6C.

+CAP

SCREW

_

LOCK OR

JAM NUT

THREADEDPLUG

DRILLED AND TAPPED

Fig.

3-6C. Insert ing

h¡eoded lug

to

repoir

str ipped f ireods.

Another method

makes

use

of

a

patented

coil wire insert called a Heli-Coil. The hole

is dril led

then

tapped

with a

speeial tap.

A

Heli-Coil

is

then inserted.

This brings

the

hole

back

to its

original diameter

andthread,

F igs.

3-6D

and

3-40.

Fig. 3-6D.

Repoir ing

str ipped hreods

by.usíng

o

Heli-Coil instol lot ion, Chrysler)

REMEMBER

Whenever

removing

a broken

screw

or re-

pairing

stripped

threads, proceed

carefully. A

frantic

or

careless

attempt

at

repair

can often

cause

serious

and

costly

trouble.

E2w

| - l

3.

_T

l l

BC

YI

-Y

NUTS

Nuts

are

manufactured

in a

variety

of sizes

and

styles. Nuts

for

automotive

use

are

general-

ly

hexagonal

in

shape

six

sided).

They

are used

on bolts

and

on

studs

and

obviously

must

be

of

the correct diameter and thread pitch threads

per

inch), F ig.

3-7.

SLOTTED

HE X

I

rffir

t_J

HE X

I

WING

NU T

SPEED

NU T

Fig. 3-7.

Common nuts.

fhe wing

nut

is insrol/ed

ond

removed

wirh

the Íingers.

Ilre speed

nut

js

used

in lastening

sáeef mefo/

or other pdús

not

requiring

the

strength

ol the

regulor

nut,

BOLT

AND

SCREW

ERMINOLOGY

Bolts

and

screws

may

be identified

by type,

length, major diameter, pitch threads per

inch),

Iength

of

thread,

class or

fi t ,

material,

tensi le

strength,

and wrench

size

needed,

F ig.

3-8.

l^* l ¡* l

Fig.

3-8.

Bol¡ and

sc¡ew fermino/ogy.

A-Pitch.

B-Minor

diometer.

C-Moior diometer.

D-Threod lengtfi.

E-Screw length.

F-Th¡eods

per

inch.

G-Heod size

measured

ocross

táé f/ots.

42



r_

L

Fqsteners

nd

HEAD

MARKINGS

Steel

bolts and

cap screws are not

all

made

¡i

the

same quality

rnaterial

nor is the tempering

:he

same.

Current

pract ice

uti l izes markings

on

--re

bolt

and

screw

heads

to indicate

the tensile

::rength

of

the fastener.

Learn what these impor-

:alt marks means,

Fig.

3-A

on

page

38 .

-¡

easily.

RETH

READING

ñt E

HHÉ

INTERNAL

THREAD

CHASER5

HANDTA P

Fig.

3{.A.

Sdme

fireod esforing

toors.

(Deere Co.)

UAJOR

DIAMETER

This

is

the

.widest

diameter as measured

::o:n

the

top or crest

of

the threads on

on e

:-de

to the

crest of

those

on the other,

Fig.

3-8.

TilINOR

IAMETER

This

diameter

is determined by measuring

:: :n

the

bottom of the threads on

one side

to

t i:

bottom

of the threads

on

the

other. I f

yo u

;m'-: :e to remove all traces of the threads, the

'-=-neter

of the

port ion

left

would

be the

minor

'-a ineter ,

Fig.

3-B.

PfTCH

Thread

pitch

is the

distance between the

:rest

of

one

thread

to the same spot on the crest

: j :he

next thread.

The

smaller the

pitch,

th e

sreater number

of threads

per

inch.

The

pitch

::

number

of threads

per

inch

can

best

be

'e:ermined

by using a thread-pitch

gauge,

Figs.

1-3B

and 3-8C.

. ]THREAD

SERIES

Two

series of

threads in common

use are

úe

coarse

(UNC

-

Unif ied

.National

Coarse)

'-d

the f ine

(UNF

-

Unif ied National

Fine). The

:3arse

thread is

generally

used

when

screws

Fis.

-:e

threaded

into

cast

iron and aluminum

as a

Torque

Wrenches

f ine

thread in these

materials wil l str ip

more

The current

pract ice

is

to use the coarse

thread

mcre

widely

than in the

past.

The

coarse

thread

has

a larger and less

crit ical shoulder

bearing

area, screws in and

out

more

quickly

and is less

subject

to

str ipping and

gatling.

Gall ing occurs when the threads

ri.p

part icles

Fig. 3-88. Using

o

threod-pitch gouge

to

defe¡míne the number

ol

threods per inch.

of metal from

each other, therebydamagingboth

threads and, in

severe

cases, causing the

fastener

to st ick t ight ly.

As a bolt

diameter lncreases,

the size and

pitch

of the

thread becomes

greater.

For ex-

ample:

UNC

threads

on a Ll4

in.

diameter

bolt

are

smaller and there

are more

threads

pe r

inch

than

UNC

threads

on a 1/2 in. bolt .

OTHER

HREAD

ERIES

Less commonly used are the UNEF (Unif ied

National

Extra

Fine) and the B,

12, and

16-thread

s

er ies.

The

UNEF

is

a

finer

thread

than the

UNF

whi le the B,

12, and

16-thread

ser iesarecoarse

threads for

large

bolts.

For example: all bolts

in

the 8-thread

series, regardless

of diameter,

3-8C.

Ihreod-pitch

gouge

numbero{ threads

per

used

to check nut lo¡

(Dee¡e

E

Co.)

being

inch.

43



Auto Service

and Repoir

I

I

.l

iii

have

8

threads per

inch. The

12-thread

series

bolts

have

12 threads per

inch,

etc.

Study

the

chart in Fig.

3-9.

Note

that

screws

under

Ll4 in.

in diameter

are designated

by

number

instead

of fractional

size.

CLASS

OR FIT

Thread

class

indicates

the

operating

clear_

ance

between

the

nut

internal

threads

and

the

bolt

external

threads.

Classes

are divided

i.nto

I

lr

l

.l

li

iii

:i:lta

r¿-ti

i i

if

{l

1l

I

Fig.3-9.

Typical

screw

tf ireod

op

size

chort.

(Peere

E

f,o.)

NUTS

Nuts

used

on bolts

which

are hexagonal

in

shape,

have

a

corresponding

number

of threads

per

inch

and with

the

same

major

thread

diam-

eter.

Wrench

size

(rneasured

across

flats)

is

very

much

standardized

but

does

varv for

special

applications,

Fig.

3-10.

six categories, 1A, LB, ZA, 28, 3A, and 3I . Th e

letter

A

indicates

external

threads

(bolts,

studs,

screws)

and

the

letter

B

indicates

internal

threads

(nuts,

threaded

holes).

This

in

effect, gives

three

cLasses.

Number

I class

is

a relatively

loose

fit

and

would

be

used for

ease

of

assemblyanddisassemblyunder

adverse

conditions.

Class

2

provides

a

fairly

Recommended

for

AIIERICAIII

NATIONAL

scREw

THREAD

PITCHES

c(,ARsE

STANDARD

THREAD (N.

C.)

Formerly

U. S.

Standard

Thread

SPECTALTHREAD

N.

S.)

Slta.

Inllact

?..

l¡cñ

oul¡¡da

D¡tn aat

rl Scr.t

fr D

Dr¡ll

SlrG

I

orc|nd

I

Eqo¡rrl.nt

LdDrt' l

slt.

r¡.aaúr

Pü

Inch

gut¡tgt

Olrñttat

rl Sc..r

TIP

Drl l l

Slras

Daclmrl

Equlrrla¡t

ot

Orlll

I

2

3

4

5

6

8

't 0

12

Vl

Xt

,l

,rí

Kt

+t

Tt

7h

1

1V s

1V1

64

56

48

40

40

32

32

24

24

20

18

16

14

't3

'12

11

10

I

8

7

7

.utó

.086

.099

.112

.125

.138

.164

.190

.216

.250

.3125

.375

.4375

.500

.5625

.625

.750

.875

1.000

' t .125

1.250

53

50

47

43

38

36

29

25

16

7

F

4,U

n4

3l /

tu

trÁ2

,N2

a9/

/u

7ti

9(,

1t1,

0.0595

0.0700

0.0785

0.0890

0.1 1

0.1065

0.1360

0.1495

o.1770

0.2010

0.2570

0.3125

0.3680

0.4219

0.4843

0.5312

0.6562

0.7656

0.875

0.9843

1.

09 3

1

4

4

6

I

10

12

14

14

X,

Yn

h

Yt

Yt

Xt

Xt

,1,

,r,

V1

1/t

Vt

Xt

Xt

Xi

,l

,b

,r(,

'rl¿

f2

V2

y2

X,

5h

Y.

tXt

tXt

Yt

Yt

r/¿

,h

,h

1

I

56

32

36

36

40

30

32

20

24

64

48

40

32

36

24

32

24

32

24

27

32

20

27

32

20

1

27

1

24

I

27

1

12

1

24

1

27

1

27 1

12

1

27

1

11

|

16

|

't2

|

27

1

12

1

18

1

27

I

12|

27 1

|

.0730

1.1120

1.r120

|

.1380

I

.1640

|

.1900

|

.2160

|

.2420

|

.2420

|

.0625

| .0e38

I

.12s0

|

.1563

|

.1563

|

.187s

|

.1875

I

.2188

.2188

.250

.250

.250

.3125

.3125

.3125

.375

.375

.4375

.4375

.500

.500

.500

.5625

.625

.625

.6875

.6,875

.750

.750

.875

.875

.875

1.000

1.000

54

45

44

34

28

22

13

10

7

yu

4938

Vs

30

26

22

't 6

12

4

3

,r(,

D4

J

4

2l/

.u

R

x

n4

2%

'á 2

I' A

|Yu

tb:

t162

%

ry

,9r,

tt/

.u

v

,r&

tt^

tlli

0.0550

0.0820

0.0860

0.1

10

0.1405

0.1570

0.1850

0.1935

0.2010

0.0469

0.0730

0.1015

0.1250

0.1285

0.1470

0.1570

0.1

70

0.1890

0.2090

0.2130

0.2187

0.2656

0.2770

o.2812

0.3281

0.3390

0.3970

0.4040

0.4219

0.4531

0.4687

0.5312

0.5469

0.5937

0.5937

0.6250

0.6719

0.7187

0.7969

0.8281

0.8437

0.9219

0.9687

F|NE

STANDARD

THREAD (N.

F. )

Formerly

S.A.E.

Thread

Slt..

Pat

Inch

at

Equ¡r.lanl

ol

Drlll

0

1

2

ó

4

5

6

8

10 .

12

V1

4a

th

,/

46

V2

%t

YB

V¿

t/a

1

1V s

11/t

72

54

56

48

44

40

36

32

2A

28

24

24

20

20

18

18

16

14

14

12

'12

.060

.073

.086

.099

.112

.'125

.1 8

.1 4

.190

.2r6

.250

.3125

.375

.4375

.500

.5625

.625

.750

.875

.000

.1 5

.250

/u

53

50

45

42

37

33

29

21

14

?

I

o

'7ú

2l/

0.5062

0.5687

ll,í

0.8020

0.9274

1lu

lrYu

0.0595

0.0700

0.0820

0.0935

0.1040

0.1

30

0.1360

0.1590

0.1820

0.2130

o,2720

0.3320

0.3906

0.4531

0.s062

0.5687

0.6875

0.8020

0.9274

1.0468

1.1

8

4



Fosteners

ndTorque

Wrenches

accurate

fit

with

only

a small

amount

of

clear-

a:rce,

and

is

the

class

commonly

used

for

auto-

notive

fasteners.

Class

B is

an extremelyclose

i:t

and

is

used

where

utmost

accuracv

is

e

s

sential.

Erg.3-10.

Typicol

nuf.

A-Size ocross

flofs.

B.Threod

mojor

di -

omefe¡.

C-ffireod mino¡

diometet.

L}NIFIED

The

word

UNIFIED,

as

used

in Unified

lfational

Coarse

and UnifiedNational

Fine,

indi-

:ates

that

this

thread

eonforms

with

thread

s--andards

as

used

in

the United

States,

Canada

=- i

England.

I ]-OCKING

EVICES

- \ "

screws,

bolts,

nuts,

etc. ,

aresubjectedto

r:nration,

expansion

and

contraction,

theytend

to

w'srk loose. To prevent this, numerous locking

ieciices

have

been

developed.

These

maybe

an n-

rcgral part

of the

screw

or nut,

or

may be

a

part

:-aced

under,

through

or aroundthe

screw

or nut.

I?c:ry

cement

is

sometimes

used.

5E¡.F-LOCKING

UTS

Some

nuts

are

designed

to be

self-locking.

Th:s

is

accomplished

in

various

ways

but

al l

share

the

same

principle,

that

being

the

cre-

s:iql

of friction

between

the

threads

of the bolt

rr

stud

and

the

nut, Fig.

B-11.

In Fig. 3-11, nut A uti l izes a collar of soft

=etal,

fiber

or

plastic.

As

the

bolt

threads

pass

:p

through

the

nut,

they

must

foree

their way

:hrough

the

collar.

This

jams

the

collar material

tightly

into

the

threads

thus

loeking

the

nut in

place.

In B,

the

nut

upper

section

is

slotted

and the

segments

are forced

together.

When the

bolt

passes

through

the

nut, it

spreads

the

segments

apart

thus

producing

a

locking

action.

Detail

C shows

a

single

slotinthe

side

of the

nut.

The

slot

may

be

forced

open

or closed

during

manufacture

thus

destorting

upper

thread.

This

will

create

a

jamming

effect

when

bolt

threads

pull

nut threads

back

into

alignment.

A

crimped

nut is

shown

in

Fig.

B-40.

SELF-LOCKING

SCREWS

Some

cap screws

have

heads

that

are

de -

signed

to

spring

under

pressure

of t ightening

to

produce

a self-locking

effect.

Occasionally

the

threaded

end

of

a

cap screw

will

be split

and

the

halves

slightly

bent

outward.

When

threaded

into

a hole,

the

halves

are forced

to -

gether

this

creating

friction

between

he

threads.

LOCK

WASHERS

A lock

washer

is

used

under the

nut

and

grips

both

the

nut

and

the

part

surface.

The

three

basic

designs

are

the internal,

external

and

th e

p1ain.

ffiffiffi

LOTTED

AND

PINCHED

ABc

Fig.3-l l .

Sel f- locking

nurs.

A-Sofr col lor

type.

B-Top

secrion

slotted

and

pinched

together.

C-Stor ro

distoii

upper

thieod

areo.

When

using

lock

washers,

especially

th e

plain,

with

die

cast

or

aluminum

parts,

a

plain

steel

non-locking

washer

is

frequently

used

under the lock washer, to prevent damaging the

part ,

Fig.

3-12.

PALNUT

The

palnut

locking device

is

constructed of

thin

stamped

steel

and is

designed

to

bind

against

the

threads

of the

bolt when

installed.

In

TOP VIEW

I

I

t

cRossEcTtoN

I

DISTORTED HREAD

45



use,

the

palnut

is

spun

downintocontactwith

the

regular

nut

(open

side

of

palnut

away from

th e

regular

nut)

with

the

f ingers.

Once

firmly

in

contact

with

the

nut,

i t

is

given

one-half

turn.

Do

not

t ighten

beyond

ONE-HALF

TURN

as

th e

EXTERNAL

PLATN

INTERNAL

l t l

wl@

rppeo

¡oée

/--\

\='É/

Fig.

3-12.

Typicol lockwosñe¡s.

No t

l lrot

uses

both

internol

ond

externol

v ide

gripping

power

n

lhe

effect iveness

of the palnut

wil l

be

destroyed.

The

one-half turn

draws

the

steel

f ingers

towards

the

nut

causing

them

to

jam

into

the

threads,

Fig.

3-13.

SPRING

STEEL

FINGER

Fig.3-13,

Polnut.

Holl- turn

foms

sfeel

l ingers

ogoinst

á¡eods.

COTTER

EY

OR

PtN

Cotter

pins

are

used

both

with

slotted

an d

castle

nuts

as well

as

on

clevis

pins,

l inkage

ends,

etc.

Use

as thick

a

cot ter pin

as

possible.

Cut

off the

surplus

length

and

bend

the

ends

as

shown.

If

necessar¡r,

they

may

be

bent

around

the

sides

of

the

nut.

Make

certain

that

the

bent

ends wi l l not inter fere with some part, Fig. 3-14.

KEYs,

SPLTNES

ND

P|NS

These

are

used

to

at tach gears,

pul leys,

etc. ,

to

shafts

so

that

they wit l

rotate

as

units.

When

a

key

or

pin

is

used,

the

unit

being

attached

to

the

shaft

is generally

f ixed

so that

no

end to

i l lustroted

is

onolher

type

{ingers,

Tipped

edges pro-

o{1

di¡ection.

Auto Service

ond

Repq¡r

j

t

Fig.3-14.

Uses

fcotfe¡pin.

A-Linkoge.

-C/evis

in.

C_Cosrle

nut.

D-Typicol

otter

pin.

end

movement

is present .

Spl ines

wi l l

a l low,

when

desired,

longitudinal

movement

while

st i l1

causing

the parts

to

rotate

together.

In

some

cases pins

are

used

to f ix

shaf ts

in

housings

to

prevent

end

movement

and

rotat ion,

Fig.

3_15.

LOCKING

LATES

ND

SAFETY

tNS

Locking

plates

are

made

of

thin

sheet

metal.

The

plate

is general ly

arranged

so

thar

two

or

more

screws

pass

through

it .

The

metal

edge

or

tab

is

then

bent

up

snugly

against

the

bolt .

Var ious

pat terns

are

used.

Occasional ly

screws

wil l

be

locked

with

safety

wire

(soft

or

duct i le

wire) .

The

wire

is

passed

from

screw

to

screw

in

such

a manner

as to

exert

a

clockwise

pul l .

ii

SPLINE

Fis.3-15.

mOvement,

movement.

Key,

sp/ine

ond

pin.

Note

fñot the

sp/ine al lows

en d

The

pin

fixes

the

sholt

¡o the

housing,

ollowing

no

The key

is

commonly

reler¡ed

to

os o

woodrulÍ

key,

olso

a

hol{-moon

kev.

l, i

46



LOCKING

PLATE

Never

reuse

safety

wire

and

always

dispose

cf

locking

plates

on

which

the

tabs

are fat igued

/ready

to

crack) , Fig.

3-16.

5NAP

RINGS

Snap r ings are used to posi t ion shafts, bear-

-: :gs,

gears,

etc. There

are

both

internal

and

external

snap

rings

of numerous

sizes

and

shapes.

The

snap

ring

is

made

of spring

steel

and

=ust

either

be

expanded

or

contracted,

depend-

-ng

on

the

type,

in

order tg

be

removed

or

in -

=-talled.

Special

snap

ring

pliers

are

used.

Be

careful when

install in

or removing

snap

rings

because

overexpansion

or eontract ionwill

drstort

and ruin

them. I f

a snap ring

is sprung

cut

of

shape

-

throw

it

away. NEVER

atterrrpi

:o

pound

one

back into

shape.

Never

compress

cr

expand

snap rings

any

more

than necessary.

-ibove

a1l, do

not

pry

one

end free

of

the

groove

and

slide

it

along

the shaft,

as

this may

ruin

:he

r ing, Fig.

3-17.

SETSCREWS

Setscrews

are

used to

both

lock and

posit ion

¡.: l leys

and

other

parts

to

shafts. The

setscrew

--c

hardened

and is

available

with

dif ferent

t ios

and

drive

heads.

Keep

in

mind

that

setscrews

are

poordriving

deviees

because

they

often

slip

on the

shaft.

-r ihen

used in

conjunct ion

with

a

woodruff

key,

:hey merely posit ion

the

unit .

As

a

general

rule,

do

not install

any

unit without

a woodruff

key.

When

a

setscrew

is

used,

the

shaft

wil l

usual-

Xy

have

a

f1a,4

sqot

to

take the

screw

tip. Make

certain

this

5po/

is aligned

before

running

th e

screw

up, Fig.

3-18.

RIVETS

Rivets

are made

of

various

metals,

including

brass,

aluminum,

soft

steel,

etc.,

and f ind

many

applicat ions

on an

automobile.

They

are in-

stalled

cold

so

that

there

is no

contract ion

that

would allow side movement

between

the

parrs.

Fig.

3-19,

shows

several

types

of r ivets.

When

using rivets,

there

are

several im-

portant

considerat ions.

The

two

parts

to be

joined

must

be

held

t ight ly

together

before

an d

during

rivet ing.

The

rivet

should f it

the hole

snugly.

The

rivet

material

must

be in i<eeping

with

the

job

to

be

done. The

rivetmust

be.of

th e

Fig. 3-16.

Lockíng plote

ond

solety

wire.

Ioós musr

be bent irn-

Iy

ogoinst

cop

screw Í la

lo

prevent

¡otal ion.

Fig.3-17.

Snop

ings.

A-Flot

internol

ype.

B-Exrernol.

C-Round

exte¡nol.

There o¡e

mony

shopes

cnd

sizes

ol r ings.

Fig.3-18.

Typicol

setscrews.

Sefscrews ore

hordened

nd

shou/d

óe

run

up

very

tightly.

I

,

I

SAFETY

WIRE

ALLEN

HEAD

v/

--<

.---1

:

-Z

OINTED

they

-/

ti^t

\. A.

couNrERsuNK

WWWTY

OLLOIV

OR

'SOL¡D

SPLIT

TU

BULAR

GROOVE

FLAT

ON SHAFT

47

Fig. 3-19.

Severol ypes of r ivefs.



tr

?

ri,

,f

:,il

i

l r i

t :

i,'i

l

+ii

$l l

¡

:ti

ll r

ii j

: ,i

'

i.i

l

ii

i .

lt

l

I

t

il i

i

i

l

Fig.

3-20.

Setl ing

rivets.

A-Pieces

brought

togerher

ond

rivet

seofed.

8-Rivet

bulged.

C-River crowned

ond

seJ.

D-Set

used

fo ¡

tubulo¡

¡ ivet,

E-Sef

orced

down,

crowning

ivef

os sñown.

correct

type

(f lat

head,

ov;r ,

etc.)

and

the

rivet

should

be

set

wi th

a tool

(r ivet

set)

designed

fo r

the purpose.

F ig.

3-20,

i l lustrates

the

sett ing

of

a

solid

and

a

tubular

rivet.

POP

RIVETS

When

one

side

of

the

work

to

be

riveted

is

inaccessible,

pop

rivets

may

be

used.

They

ca n

be

set

from

the

outside

and

thus

make

the

use

of blind

rivets

practical.

Fig.

3-20A

illustrates

the

use

of

one

form

of

pop

rivet.

ln

IU

fN

NAps

r

THIN

AREA

nrver

ef

Fig.3-20A,

Instol l ing

d

pop

rive¡.

A_pop

¡ivet

in

ploce.

B-

' lRivetool"

hos

pu|Ied

or"it' pin

our*o,i,'oíU,ri' irr)r"

rlsethet,

sefiing

rivet

and

snopping

off

pin,

The

pop

rivet

is

inserted

through

the parts

to

be

joined,

a hand-operatecl

setting

tool

(Fig.

To

better

understand

the

reason

for,

an d

the

proper

applicat ion

of,

controlled

torque,

the

meehanie

should

be

familiar

with

several

important

terms.

Read

the

definit ions

which

fo11ow

earefully

as

these

terms

will

be

used

a

\.-

r

great

deal

in

this

sect ion.

Fis.

3-208.

pop

Riveroo/

n

use.

., '.1.",

3-208)

is placed

over

the

r ivet

anvi l

p in,

an d

when

the

handles

are

closed,

the

anvil pin

is

pulled

outward.

As

the

anvil

is

drawn

outward,

the rivet head is forced against

the

work

an d

the

hol low

stem

is

set .

The

set t ing

process

draws

the

two parts

t ight ly

together.

Further

pressure

on

the

tool

handles

causes

the

anvil

pin

to

snap

off

just

ahead

of

the

anvil.

The

anvil

remains

in

the

set

area.

Fig.

3-20B

shows

a

pop

Rivetool

being

used

to

at tach

seat

back

t r im.

OTHER

ASTENERS

In addition

to fasteners

already

discussed,

there

are

numerous

other

specialized

type

fasteners such as hose clamps, C washers,

clevis pins,

spring

lock pins,

etc.

Many types

are

pictured

in

Fig.

B-40.

FASTENERS

HOULD

E

TOROUED

-

TORQUE:

Torque

is

a turning

or

twisting

force exerted upon an object - in this case, the

fastener.

It

is

measured

in

inch_grams,

inch_

ounces,

nch-pounds

and

foot_pounds,

F ig.

3_21.

TENSION;

Tension

is

a

pull ing

force.

When

9

""p

screw

is

tightened,

it

actually

stretehes

(about.001

per

90,000

bs.

of tensioó

dueto

the

tension

being

applied,

Fig.

3-22.

ELASTIC

LIMIT:

The

amount

or

disrance

an

object

can

be

distorted

(compressed,

bent,

ANYIL

REMAINS

48



Fqsteners

on d

st retched)

and

st i l l returntothe

same dimension

when

the force

is removed,

Fig.

3-23.

DISTORTION:

The

normal

shape

or con-

f igurat ion

of

an object

being

changed

or altered

due

to

the

applicat ion

of some force

or

forces,

Fig.

3-24.

TENSILE

STRENGTH:

The

amount

of

pull

an

object wi l l wi thstand before breaking, Fig. 3-25.

RESIDUAL

TENSION:

The

stress remaining

CAPSCREW

WRENCH

Fig.

3-21,

Torque.

Torque ot o twist ing

lorce being

applied to o

cop screw

with o box

end wrench.

Fig.

3-22.

fension.

A-Sreel 6o¡

ploced

n

iows

ol o

fesf

mocfi ine.

B-Jows

moving oport,

creol¡ng

o

pull

or fension on the bar.

Fig.

3-23.

Elos¡ic L in it .

Bors

n

Al ond

BI o¡

rest.

Nofe

thot

they

te

oligned

with the black

dot. ln

A2

¡he

hor

is

bent within elos-

fic

l¡n¡t

and when

pressure

is

¡emoved t

springs 6ock to its no¡-

ml

(43)

positíon.

Bo¡

in

82

is bent

beyond ts

elosfic

limi¡ ond

rlren pressure

ís removed,

the

bor springs only

part

woy

6ock os

in

83 .

Torque

Wrenches

in

an

elast ic object

that

not

allowed

to return

to

Fig.

3-26.

has

been

distor ted

and

its

original

dimension,

Fig.

3-24.

Dis.tort ion.

A-Hydroulic om

oboul o

engoge

ound

steel

r ing.

B-Pressu¡e rom

¡am óends

o¡ distorts

r ing.

B2

\4

Y83

4

\\IZ

7/t1r-

Fig.3-25.

Tensile

strength.

A-Bsr ol

steel in o test

mocñine.

B-Heovy tension

opplied

exceeding

elostic l imit,

covsing bor to

sf¡elch.

C-lnc¡eosed

pull

{inolly

snops óor

os fensjon

exceeds

tensile

strength.

\^z*n¡ -

Fig.3-26.

Resíduol

tension.

A-Ru66er band ot Íest, no residuol

lension.

B-Bond

being

pulled

(distorted)

out

o

engagespring

sfeel

fiook.

C-8ond

ottempls

to rcturn to

originol dimensions,

creating

o

pull

(residuol

tension)

ond bending

the hook.

Ylithin

its

elostic

limit,

steel is more

elosfic than ¡ubber,

O

\ r r r ro*

i l l t r /

49



Auto

Service

ond

RePoir

ELASTICITY:

The abil i ty of

an object

to

return,

after

distortion,

to

its

original

shape

and

dimensions once

the distort ive

force has

been removed,

Fig.

3-27.

Fig. 3-27. Elasticity. A-Originol position o{ ho¡. B-Bor deÍlected

by

pressure,

C-No

pressure,

and

ba¡ ¡eturns to

original

posifion.

Fig.3-28, Compression.

A-Obiect

ot

rest.

8-Object

under

com-

pression

as ¡am builds

uP

ptessure.

COMPRESSION:

A force

tending to compress

or squeeze an

object,

Fig.

3-28.

COLD

FLOW: This refers

to the

tendency

of

an object under compression

to expand

outward

thus reducing

its thickness

in the direction

of

compression, F ig. 3-29.

HOOKE S LAW:

This

law

states

that

the

amount of

distortion

(lengthening,

shortening,

bending,

twisting,

etc.),

as long

as

it is

kept

within

the elastic

limits of

the

material,

will be

directly

proportional

to the

applied

force.

This

forms

the basis

for spring

scales

torque

wrenches,

etc. ,

F ig. 3-30.

B

Fig.3-29. Cold

{low. ln

A,

the nul is nof

tight

ond

fáe¡e

is no

compressíve

lo¡ce on

gos/<el.

ln

B, nut is

tightened, compressing

goskef

ond cousing

il to llow oulwo¡d

os

tlre thickness dec¡eoses.

HIGH PRESSURE

LUBRICANT: A

lubricant

that continues

to reduce

friction

between

two

objects even

when they

are

forced together

under

heavy

pressure.

TOROUE ASTENERS

To

understand the

VITAL

NECESSITY

of

torquing,

we should

first

establish

what we want

to accomplish

by

tightening

fasteners. O¡rcethis

is clear, the reason

for

the use

of

a

torque

wrench become s obvious.

We t ighten

fasteners

to

hold

parts

together.

On

the surface

this

seems like a

simple state-

ment but there is more here than

meets

the

eye.

When

we

say to hold

parts

together,

we

are

in

effect

saying that once together, the

parts

should

remain

that way.

When drawn

together the

parts

-0

-2

-0

_l

2

3

Fig. 3-30.

Hooke s

low. Nofe fñot os fÁe

weight on

the spring

bo r

is increosed,

táe¡e ís o

ptoportionole

movemenl

on tfte scole.

T]rís

would conlinue

until the

bor wos dellec¡ed

Posl

its eloslic

limit.

- l

-l

- t

0 Lbs.

Lbs.

0

I

2

3

50



Fqsteners

qnd

should

not

be

distorted;

that

the fasteners

should

not

be

overtightened

to

the. point

they

wil l

fai l

in

service;

that

they

have

been

tightened

enough

to prevent

them

fromworkingloose,

andperhaps

being

sheared

or

pounded

apart;

andthatoil,gas

and

water

leaks

wil l

not

occur.

Letts

assume

that

a

t'greenhornrt

mechanic

has

just

completeJ.y

assembled

an

engine

with

a

guess

and

by

goshrr

method

of

tightening.

Here

is

what

COULD

HAppEN

to

the

engine:

1.

Cylinders

out-of-round.

2.

Connecting

rod

and

mainbearings

egg

shaped.

3.

Cylinder

head

warped.

4.

Valve

guides

forced

out

of

alignment.

5.

Camshaft

bearing

centerl ine

out.

6.

Crankshaft

centerl ine

out.

7.

All

engine

components

affected

to

some

extent.

In

addition,

blown

head gaskets,

oil, water

and

air

leaks,

broken

connecting

rods,

etc .

ca n

plague

the

job.

Obviously, the

amount

of distortion

wil lvary

depending

on

the

stresses

set

up

within

th e

assembly

but

even

at

best,

r ing,

piston,

valve,

and

bearing

wear

wil l

be

accelerated

and

th e

job

wil l

fa i l

in

service

long

before

it

should.

FROPER

FASTENER

TENSION

The

first

thing

to

keep

in

mind

is

that

al l

car

manufaeturers

publish

torque

specif ications

and

that

they

should

be

followed.

Each

company

bas

spent

a

great

deal

of

t ime

and money

de-

:ermining

the

fastener

torque

for

theirproducts

'}rat wil l give the bestresults.

Whenusingrorque

eharts

make

sure

they pertain

tothe

jobat

hand.

It

has

been

found

that for

the

vast

majority

cf

applications

a

fastener

should

be

tightened

-¡¡til

it

has

built

up

a tension

within

itself

that

:s

around

50

to 60

percent

of its

elastic

limit.

When

the

fastener

has

been

drawn

up to

this

roint,

it

will

not

be

twisted

off.

It will

retain

enough

residual

tension

to

continue

to exert

sressure

on the

parts

and will

resist

loosening.

Steel

bolts

and

eap screws

will

stretch

about

.001 for

each

30,000

pounds

of tension. Like

a

rubber

band,

the tendency

to return

to their

normal length provides continuous clamping

effect.

FASTENER

ATERIAL

As

previously

mentioned,

most

bolts

an d

screws

have

radial

t ines

on the

head

that

indi-

cate

tensil.e

strength.

Whenreplaeing

afastener,

Torque

Wrenches

use

a.quality

at least

equal

to

that

originally

used.

You

wil l

f ind

that

the

more

critical

th e

application

(main

bearing,

connecting

rod,

etc.)

the

better

the

quality.

HOW

FASTENER

TOROUE

S MEASURED

To

secure

recommended

torque,

a measuring

tool

called

a TOReUE

WRENCH

is

a

must.

The

torque

wrench

wil l

measure

the

toroue

(twisting

force)

that

is

bei.ng

applied

to

ih e

fastener.

Singte

round

beam,

double

roundbeam,

and

single

taperedbeamtype

oftorque

wrenches,

are

shown

in Fíg.

3-31.

Handle

Drive

Squaró

Head

Beam

or

Measuring

Element

@

Rouwoeeeu

Pointer

Pivoted

Handle

Double

Beam

or

Measuring

Element

@

nouale

RouND

BEAM

Pointer

Force

or

Pull

Drive

Square

, Beam

or

Measuring

Element

@ reenaeo BEAM wRENcH

Fig,3-31.

forgue wrencfies.

ñese ore

ol l beom

ype

wrenches,

oll widely

used,

durcble,

ond

occurote.

HOW

A

TOROUE

WRENCH

WORKS

\

l ttr

torque

wrench

uses

Hookers

law in

it s

c\onstruction,

By

deflecting

(bending)

a

steel

beam

(in

some

cases

a

eoil spring),

the re-

lationship

between

the

puLl

onthe

handle

(torque)

and

the

amount

of beam

deflection

is readilv

e

stablished

When

the

head

is

attached

to the fastener

and

the handle

is pulled,

the flexible

beam

is

bent.

The pointer

rod,

being

attached

to the

solid

wrench

head,

is

not

bent.

Since

the

scale

is

attached

to

the handle

element,

it follows

the

flexible

beam

thus

moving

the

scale

under

the

pointer

end. The

scale

is

calibrated

so that

the

operator

can see

how

much

torque

is

being

applied.

5l



AutoService

ond

Repoir

i]

l

I f

the

center of

pull

on

the handle

is exactly

one

foot from

the

center ofthe

head,

a one

pound

pul1

on the

handle would

be

ONE

FOOT-POUND.

One foot-pound is

twelve inch-pounds.

Torque

wrenches

are available

witha

sensing

device

in

addition to

the sca1e.

This warns

the

\rser that

a

preset

torque has been reached.

Various t¡pes

of sensing devices suchas alight,

audible click,

etc., are employed so

that

the

user can

tell when

the correct torque has been

reached

without

having to read the scale.

\4¡hen

a torque wrench must be used in a posit ion that

makes

reading the

scale

difficult

or

impossible,

the sensing

device is mighty handy.

TOROUE

WRENCH

AL BRATION

Torque recommendations

can

range

from

inch-grams, ineh-ounces,

inch-pounds to

foot-

pounds.

For general

automotive

use, the inch-

pound

and foot-pound

torque wrenches

are in

common use. REMEMBER:

To

convert foot-

pounds

to inch-pounds,

multiply

the foot-pounds

by

12.

To

convert inch-pounds

to foot-pounds,

divide inch-pounds

by

12.

FOOI.POUND

SCAIE

FUTTWRENCH.I,:NGTH

ADAP ER

,\AULIIPTIES

EADINGS

3Y 2

HAI.F-I.CNGTH

ADAPTEP

MutilPuEs

nEAD|NGS

8y lt,/2

OUATTE¡.TTNGfH ADAPTER

IiUI.TIPTIES

¡EADINGS BY I ¿

SIANOARD

50cKEf5

OPEN END

,a\

gOX

END

IYCID

\ -a=

L=

t8,t

Fig. 3-314. Torque wrench odoplers,

(Populor

Science Monthly ond P.

A. Sfurfevonr

Co.)

\

\

J .

;l

t

.

1

TOROUE

WRENCH ANGE

. Torque

wrenches

are

made indifferentsizes

or ranges

as

well

as in different

calibrations.

Ideally,

the mechanie

should

have

a 0-200 inch-

pound, a 0-50 foot-pound, a0-100 foot-poundand

a 150

foot-pound

torque

wrench.

A torque wrench will

produce

BEST

results

if it is

used somewhere near the middle half

of

its range. For

example, a

0-100

foot-pound

.wrench

would

give

the most aecurate readings

from around 25

to

?5 foot-pounds.

By

having

several ranges of

wrenches

the

meehanie wil l

Effective

Lengfh of Assembly

(L

+

A)

52



Fqsteners ond

Torque

Wrenches

also

find that

this

will

offerhimseverallengths.

The

shorter ones

can

be useful in restricted

quarters.

RANGE

ANBE

ALTERED

BY

USING

N ADAPTER

Say you have a 0-100 foot-pound wrench

available and the torque

recommendation

is

150

foot-pounds. This

is

obviously

beyond the

range

of the

wrench. It

ean

stil lbe used

however

through

the use of

an adapter

to lengthen the

effective range.

If

the lever lenlth

(distance

from the

center

of wrench head

to

pivot point

on the

handle) is

19 in. and

you

used an adapter

bar

of equal

length,

the torque being

applied

would be double

that

shown onthe seale.

f

the everwas

9-1/2 in.

or half

as

long

as the lever length, the

torque

would

be

one

and

one-half

times that

shown

on

the scale. A handy formula to

determine applied

torque

when using

an adapter or extension

is

as

follows:

and

to

the

area

where

the nut orcap serew head

contacts

the

part..

Never-seez,

Fel -Pro

C-5,

Molykote

or a

similar high

strength lubricant is suitable.

The

use of this lubricant

will

prevent

or re-

duce the

possibil ity

of

gall ing,

seizing

(sticking)

or

stripping, and

will

assure that the

fastener

torque has created the proper tension. It should

be mentioned

that the lubricant,

while making

the

fasteners

easier

to

remove at some

future

date,

wil l

not

(if

torqued

properly)

cause them to

loosen i.n

service.

Tothe

contrary, the

increased

tensioning for

the same torque reading

will

actually

cause

the fastener to remain more

secure.

USE

PROPER

OCKING

EVICE

Unless a self-Iocking nut or

cap

screw

is

being used, make

certai.n

the recommendedlock

washer is in

place.

When

running a fastener up

against the softer metals, the use

of

a

plain,

flat washer

between

the Lockwasher andthe

part,

i .s often

specif ied.

This

prevents

the

part

from

being

"chewed'r

up and allows

proper"torquing

without

crushing

the

part.

CHECKFASTENERS

Be

careful

to

check

fasteners for

correct

diameter,

threads

per

inch and length.

When

install ing

cap

screws,

make

certain

they will

not bottom

(strike

bottom of a threaded

hole),

in a blind

hol.e

hole

not drilled

clear

through

part),

nor in a through

hole

protrude

into the

housing and

damage

a

part

of the unit.

REMEMBER:

Str ipped

threads, broken

screws,

loose

parts

and damaged units can

re -

sult.

Be

carefuli

In

A,

F ig. 3-32, the screwhasbot tomedleav-

S¡.

ing the

part

loose. Continuedtorquing could

twist

off the screw.

In B, the screw

protruded

into

case and

damaged

gear.

In C,

coarse

thread

screw,

jammed

into hole with f ine

threads,

cracked

part, Fig.

3-32.

If

any

fasteners serve

an addit ionalpurpose,

such as a

head bolt or cap

screu/ that

may be

dril led for

passage

of

oil, or

a

cap

screw

with

Dial

reading x

(L

+

A)

L

--t -

=

Torque

applied to

fastener'

(L)

(A)

Fig.

3-31A, shows

three adapter setups.

Notice

that the effective length

(L+A)

is always

measured

parallel

to the centerline

of the

wrench.

REMEMBER:

When

using

adapters

or

extensions, be certain of their exact length. Do

no\

forget

that length and torque are direc tly

r3, l rdted, ig .3-31A.

USING

OROUEWRENCH

After determining the

proper

torque and

selecting a suitable range torque

wrench,

yo u

are ready to

proceed.

Be

sure

to

observe

th e

following:

THREADS MUST BE

CLEAN:

The threads on

the boLt

or screw

as

well

as

those in the nut or

hole, must be

absolutely clean.

Rust,

carbon,

dirt, etc.,

wil l

cause

gall ing

and

improper ten-

sion. An accurate torque reading

with dirty

threads

is

impossible.

USE HIGH TEMPERATURE

LUBRICANT:

Unless the

use of a lubricant

is specif icallyfor-

bidden

(due

to

the

possibility

of area contami-

nation

or

the need of

a special

sealant) always

apply

a

high

pressure

Iubricant to the

threads

rs

¡^

ID

be

the length

j.n

nches from

the center

of the handle

pivot

to

the center of the wrench head.

the

length in

inches from the

center

of the wrench head

to the end of the

adapter.

Must

measured

parallel

to the centerline of

the

wrench.

53



Auto

Service

ond Repoir

I

¡S

Fig.3-32.

Check fosteners/

Moke certoin

thot fosteners

o¡e of

lhe

correcl

diometer, length

ond with

sul l icient

th¡eod

ol tfre

co¡-

rect number

o{ tee¡h

oe¡ inch.

a threaded

hole

in

the

head to

which

another

assembly

is

attached,

be

careful to inser t

them

in the

correct

place.

FOLLOW

RECOMMENDED

EOUENCE

Where a

number

of

fasteners

are used

to

secure

a

part

(such

as a

cy l lnder

head)

the

proper

sequence

(order)

of

t ightening

shouldbe fo l lowed.

tr ig.

3-33

i l lustrates

the head

bolt

t ightening

sequence

for

one

model

engine.

Always

fol low

the manufaCturerSr

gnenif ior i innq

eoe nig.

3_33.

FRONT

Fig,3-33.

Cylinderheod

bolt tightening

eguence.

(American

Mofo¡s)

I f

no

sequence

chart

can

be

obtained,

i t is

usually

advisable to start in the center and work

out

tothe

ends. The

chart inFig.

3-34,

i l lustrates

this

technique.

On

some

assembl ies,

i t is

advisable

ro

use

a

cr isscross

sequence.

Always

avoid s tar t ing

in

one spot

and

tightening

one

after

another in

a

row. Remember

that

the

object

is

to tighten the

parts

in

such

a manner

that

an

even stress is

' t . .

\ ' . -

_

-

--

1r '

, r '

a

t.

----- . -

-_

<--/

uu

/

:

t-

,a , /

\.

-

<---

"'

Fig. 3-34.

Heod

bolt

t ightening

seguence

when

no

speciol recom-

mendotion

is ovoi loóle.

(Victor

Gosker

Co.)

set

up

throughout,

at

the

same

time,

allowing

the

parts

to

be

drawn

together

so

that their

mating

sur faces

wi l l

contact, Fig.

3-35.

Fig.

3-35.

Tightening

bol ts in..írr .r ls

sequence.

Fig. 3-36.

frong

eguence

n tighlening

osleners.

his seguence

wouldproduce

very poor

it

Would a good fi t be acquired if you followed

the

sequence

shown

in Fig.

3-36?

Quite

obviously

if this

sequence

is followed,

the

two

ends would

be

clamped down

first

an d

when

the

center bolts

were

tightened

the

part

could

not flatten

out.

In

order

to

flatten,

it must

spread

outward

and in

order

to do

this,

the ends

must

be

free.

o@o@oc

@@o

@oooilo

oo@o@o

@__@_@

ooo@o@

54



Fqsteners

nd

Torque

Wrenches

TOROUE

IN FOUR

STEPS

Always run

the

fasteners

up

snug

(do

not

overtighten)

with a

regular

wrench

and

then

abserve the

following

four steps.

i.

Run

each

fastener,

in the

proper

sequence,

up

to

one-third

of

the recommended

torque

setting.

.

Repeat the

process

running

up to

two-thirds

of the setting.

3.

Repeat,

running

every

fastener

up

to full

torque.

4. This

is a very

importantandfrequentlyover-

looked step

-

often

to the

embarrassment

of

the meehanic

when the unit

fails.

REPEAT

STEP

THREE

TO BE

POSITIVE

YOU

HAVE

NOT MISSED A

FASTENER:

HOLDING HE

TOROUE

WRENCH

Where possible (it saves skinned knuckles)

PULL

on

the

wrench.

Keep

your hand on

the

handle and

if using

a

pivoted handle,

keep

the

handle

from tipping

in against

the

wrench.

This

:s

important

as

the

pivot

is

where

the

pull

should

be

for

exact

readings.

Items

A

and

B,

:n

Fig. 3-3?,

show

the

correct

hand

posit ion.

In

C, the

mechanic

has

placed his

hand

on

one

en d

of the

handle

tipping

it

and

causing

interference

sith wrench

action;

D shows

an

extension

in

place

on the

handle.

This

should

never

be done'

PULLING

THE

WRENCH

When using

a beam-type

torque

wreneh,

especially

the single

round

beam,

be careful

to

-¡u11

n such

a

way that

the beam

is bent

only

in

:he direction

of

travel.

If

the

wrench

is

bent up

or down

while

pulling, the

indicator

point

can

drag on

the scale

thus

impairing

the

reading.

*

Plaee the

palm

of

the left

hand

on

the

head

of the

wrench

to counterbalance

the

pull

on

the

handle. Allow

yolrr

palm to

turnwiththewrench.

Fig. 3-38,

il lustrates

the use of

the

lefthand

for

balance.

In this case,bothanadapterand

ex-

tension

are

being

used.

STICKING

Quite

often

when

nearing

full

torque

value,

you

will

hear a

popping

sound

and

the

fastener

will

seem

to stick

and

stop

turning.

If you

in-

crease

pressure on

the

wrench,

it

mayrunup

to

full torque

without

moving

the

fastener.

You witt

f ind

that

when a

fastener

has stuck,

the torque requir ed to start

lt moving

fureak-

away torque),

is much

higher than that required

to keep it moving

thus

indicating

that

break-away

torque is not a

true

picture

of actual

fastener

torque.

When sticking

occurs,

run the fastener

in an

off-direction (about one-half turn) until i t breaks

Fig.3-37.

Grosp

táe lorque wrench

properly.

free,

then,

with a

smooth

and

steady

pull,

sweep

the

wrench

handle

around

in a

tightening

di -

rect ion.

STOP

when' the

requi red

torque

is

reached.

Fig. 3-38.-'Use

the

polm

ol the

hond on the heod ol

the

wrench

to

bolonce

the

pull

on

the hondle.

(P.

A. Srurrevonr Co.)

RUN-DOWN

OROUE

Self-locking

nuts,

slightly

damaged

threads

or

foreign

material

wil l cause

the

fastener

to

turn

with

some

degree

of

resistance

before

it

begins

drawing

parts together.

This

is called

run-down

torque.

If at all

noticeable,

add

this

run-downtorque

to the

recommended

torque.

Determine

run-

down

torque only

during

the last

one

or

two

turns

[n\ rflva,

tf+ur7

; \ (

RIGHT

S)*=dtr.)

D

' \

|

WRONG

n\ rrrn

+)F1

p

te\ l

Al l

RIGHT

: \ l

WRONG

55



Auto

Service

ond Repoir

of

the

fastener.

When

a

fastener

is f irst

started,

it

may

show

considerable

resistance

but

by

th e

time

it

reaches

bottom,

this

may

have

Iessened

or

disappeared.

CAUTION:

Whenever

a fastener

shows

undue

resistance

-

remove

it

and

make

sure

it

is

th e

right

length,

diameter,

and

has

the proper

num_

ber of threads per inch.

WHEN

TOROUE

ECOMMENDATTONS

ARE

NOT

AVAILABLE

The

mechanic

should

make

every

endeavor

to

secure

the

car

manufacturerrs

recommended

torque

for

the

specif ic

job.

I f , however,

it is

no t

available

it

is

wise

to

consult

a

chart

such

as

the

one in

Fig.

3-3g,

to

determíne

the

tensile

strength

of the

fasteners

being

used.

you

will

note

that

by

using

the

head

markings

and

diam_

eter,

an

approximate

torque

sett ing

may

be

de _

termined.

Keep

in

mind

that

if

the

fastener

is

threaded

into

aluminum,

brass

or

thin

metal,

the

torque

figures

rnay

have

to

be

reduced

to prevent

str ipping,

Figs.

SA

and

3-S9.

BOIT

TOROUE

-t

RETOROUING

On

some

assembl ies,

suchas

cyl inderheads,

manifolds,

etó.,

all fasteners

should

be

torqued

after

a

certain

period

of

operat ion.

Cases

such

as

these,

and

the proper,

interval,

wil l

be

dis_

cussed in the sect ions ' 'cover ing units to which

they

apply.

SUMMARY

The

expert

mechanic

is

vitally

concerned

with

fastener

design,

applieat ion

and

torque.

He

real izes

that

to

a great

extent ,

the

suecess

or

failure

of his

work

depends

upon

the proper

us e

of fasteners.

There

are

many

types

of fasteners;

screws

that

thread

into

a

part,

bolts

that

pass

through

the parts

and

require

nuts,

studs

that

thread

into

the part

and also use a nut, and sheet metal

scréws

that

cut

their

own

threads.

The

Unif ied

National

Coarse

and

the

Unif ied

Nat ional

Fine

thread

ser ies

are

commonlyused.

Threaded

fasteners

are

identif ied

by

material,

thread

pitch,

diameter,

length

of

t trread,

type,

etc.

Steel

bolts

and

screws

use

radial

markings

on

the

head

to

indicate

material

and

tensile

strength.

The

removal

of

broken

fasteners

can

cause

dif f iculty

unless

done properly.

Various

methods

are

used.

When threads

in

a hole

are

damaged

beyond

repair,

the

hole

may

be

drilled

and

tappedf----=)

1. To the next suitable

oversize

r,á-

,

nyg),

cap

screw

installed.

2.

To accept

a

threaded

plug.

3.

To

accept

a

patented

coil

wire

inserr.

-.Srap

rings,

rivets,

clevis

pins,

keys

an d

splines

are

nonthreaded

fasteners.

Fasteners

tend

to

loosen

in

service.

Self_

locking

nuts,

various

lock

washers,

safetywire,

locking

plates

and

cotter

pins

are

some

of

the

most

used

methods.

of keeping

fasteners

t ight.

Fastener.

tension

is

important

to prevent

distort ion,

to

keep

fasteneis

t ight

and

to

pre_

vent

fastener

faifure.

To

provide

proper

ten_

sion, fasteners should be torqued.

Several types

of

torque

wrenches

are

avail_

abie

for

this

purpose.

They

mr,rst

be

used

prcgierly.

Use high

pressure

lubricant

on the

threads

and

under

the

head

or

under

the

nut

area

on

fasteners.

Be

certain

the

fastener

is

of

th e

correct

length,

diameter

and

has

the

proper

number

of threads

per

inch.

'

, i . : .

'..*t$,s,

Size

FL

Lbs.

Ll4-28

95 n.

Lbs.

5/16-18

00

n.

Lbs.

5116-24

20

3/8-16

30

318-24 35

7lI6-t4

50

7116-20

55

U2-13

75

Ll2-20

85

9ll6-t2

105

9/16-18

115

5/8-11

150

5/8-18

160

314-16

175

10.733575

22.597

27.tL64

40.6745

47.4536

67.7%9

74.5700

101.6864

tL5.2441

142.3611

i55.9191

203.373

216.931

237.268I

270 n.

Lbs.

25

4045

65

70

100

110

135

150

195

2t0

225

16.947750

31.207950

33.8955

54.232761.0118

88.12E2

94.9073

135.582

t49.L40

183.0351

203.373

2U.3841

284.722

305.0591

neurton

metres

Ft Lbs.

150

n.

Lbs.

newton

metres

sAE

CIASSI

IC A

GRADE

5

GRADE

MARKINGS

FOUND

ON TOP

OF

BOIT

HEAD

INDICAÍE

GRADE

Fig.3-39.

(fiort

sfrows

torque

volues

lo¡

Grode S ond

Grode

g

fosfeners.

Jee_pig.

3-A

. Ío r

oddit iorol

, .oJing .

lDodse)

56



Fosteners

ond

Torque

Wrenches

,

The

proper sequence

of

t ightening

is very

:mportant.

Always

follow

the

manufacturerrs

:ecommended

torque

and sequenee.

SUGGESTED

CTIVITIES

i

Take a sheet of paper, wad it intoa bal1, pull

it back

out

and

lay

it onthe

table.

If

you

were

to

try' to

press

it out

flat,

where

would

yo u

place

your

hands

(fastener)

first.

In

what

direction

(sequence)

would

you

move

them'

Try it.

How

does

this

compare

to

tightening

sequence.

Using

a

regular

wrench,

turn

up

severar

3/8

in. screws

to

what

you

would

guess

to be

15

foot-pounds

of

torque.

Take

a

torque

wrench and

break

themloose.

Watchthe

scale

carefully

to

determine

the

toique

requiredto

start

them.

Even though

this

will

be

differ-

ent than true torque, how even were they?

Was i t

c lose

to

15

foot-Pounds?

3.

Place two

1

4

in.

bolts,

(one

with

six

radial

lines

on

the

head

and

the

other

with

none)

of

equal

length

in

a vise.

Keep

them

about

tw o

inches

apart

and

with

the

same

amount

of

material

in the

jaws.

Run

the

vise

up

tightly'

With

a suitable

torque

wrench,

turn

eachbolt

untit

it

snaps.

Watch

the

scale

earefully

to

determine

torque

at-the

moment

of

failure'

Was

the

reading

fihe ]ame?

If

not,

why?

Yo u

wiII

also

note

that\doesnottake

much

effort

to snap

a

1/4

in.

bol t .

WOULD

OU

USEA TOROUE RENCH?

Let 's

suppose

you are

tobe

carr ied

alof t

20

stories

on

a

small

steel

platform.

The

platform

is attached

to

the

cable

with

ONE

bolt '

This

bolt

MUST

be

torqued

to

150

FOOT-POUNDS'

-\ t

160

foot-pounds

it

wil l

break

in mid-air

an d

at

140

foot-pounds

i. t

wil l

sl ip.

Anybody

for

a

torque

wrench?????

ñeMpt\tenR:

YouR

REPUTATIoN

AS

A

MECHANIC

CAN

WELL

BE 20

STORIES

OF F

THE

GROUND.

KEEP

IT SAFE.

FOLLOW

RECOMMENDED

TORQUE

ANDUSE

ATORQUE

WRENCH:

OUIZ

-

ChoPter

1.

Screws

require

the

use

of .nuts '

True

or

False

?

2. Sheet

metal

screws

should

be

threaded

into

a

hole

about

the

size

of

their

major

diam-

eter.

True or

False?

3.

Dr i l l ing

is considered

super ior

to

punching

holes

in

which

sheet

metal

screws

are

to

be

inserted.

True or

False?

4.

A stud

has-on

-ends.

5. Studs

are

beét

instal led

with

pl iers.

True

or

False

?

6.

Name

four

methods

that

may

be

used

to re-

move

broken

screws

or

studs.

?.

How can

a st r ipped

hole

be

repaired?

Two

methods.

B.

Three

radial

l ines

on

the

headofabolt

indi-

cate

that

it

has

greater

tensile

strength

than

a

bolt

with

six

radial

l ines.

True or

False

?

9.

Define

the

term

major

diámeter.

10.

How can

the

number

of

threads

per

inch on

a

screw

be

determined?

11.

Def ine

the

term

minor

diameter .

12.

Name

the

two

popular

thread

ser ies.

13.

When

referr ing

to thread

class,

a

2A

would

apply to a threaded nut with a fair ly accu-

rate

f it .

True or

False

?

14.

The

class

2

f i t

is-usedforautomobi le

fasteners.

15.

Descr ibe

two

kinds

of

sel f - locking

nuts '

16.

Name

the

three

basic

types

of lockwashers '

1?.

To use

the

palnut, run

i t

down

to

the

nut,

open

side

away,

and

then

give it

18.

All

fasteners

have

threads.

True

or

False?

19.

A spline.

and

a

woodruff

key

bÓth

act

as

a

driving

mechanism

or

device.

True or

False

?

20. What is a lock Plate?

21.

Snap

rings

should

NEVER

be

reused'

True

or

False

?

:'

22.

A

setscrew

usually

has

a

hexagonal

head'

True

or

False

?

23.

When

a

rivet

is used,

the

rivet

in

the

hole,

the

Parts

must

should

be

24.

25.

-together

and

a--

-should

be

used.

Torque

and

tension

are

one

and

the

same'

True

or

False?

.,r: ':

Define

the

followirig:

1.

Elast ic

Limit.

2'

Dis-

tort ion.

3.

Tensile

Strength.

4.

Torque'

5. Tension. 6. Residual Tension.

7.

Com-

pression.

8. .

Elast ic i ty .

9-

Hookers

L

aw'

10.

High

Pressure

Lubricant.

List

three

reasons

for

proper

fastener

tension.

Proper

tension

is best,achieved

bY

using

a

to

tighten

fasteü ers.

26.

27.

28.

90

Why

use

lubricant

on

fastener

threads?

Torquing

should

be

in

three

init ial

steps'

57



AutoService

ond

Repoir

Fasteners

drawn up to_of

reeommended

torque then to-and finally

to-torque.

30.

What

is the important fourth

step

in torquing

?

31.

Indicate your

choice

of the following

range

torque wrenches

that

you

would

use totighten

a bolt to 50 foot-pounds.

1. 0-200 inch-

pound,

0-50 foot-pound,

0-100

foot-pound.

32. What effect will an adapter have on atorque

wrench

reading?

33.

Describe

how sticking during the final

torquing

should be handled.

,.-)

34.

To

allow

the

user to torque fasteners

when

the

position

makes

seeing the scale im-

possible,

a_device is

used.

35. Always

PUSH

a torque wrench.

True

or

False

?

36.

Once

fasteners

have

been

properly

torqued,

they wil l

never need

to be torqued

again.

True or False ?

37. What

is a torque

chart?

38. Torque, for

automotive use, is

measured in

and

in

@

4"

@^

-H

@

N

@

Fig.340.

An

osso¡tment of

losfene¡s.

llthough

terminology con

vory

somewñof, tfiese ore commonly

used

descripfívé nomesi

l-F langeJock

nut.

2-Fil l isrer

heod machine sc¡ew.

3-Borrel

prong

nut.

4-

lling nut. 5-Cop sc¡ew. 6-Pol nut. 7-Co¡¡ioge bol¡. &-Sp¡ing nut. 9-12-point heod bol¡. l?-Round

heod

mochine

screw. l l-Ask¿w-heod

bol¡. l2-Single thread nut.

I3-Flonged nut. l4-Cap screw,

15 -

Ancho¡

nut. l6-Ploin fiex

nuf. l7-Hex

flange

screw. l8-Acorn

(cop)

nut.

I9-Flo¡ heod screw.

20 -

Small

l lat lreod screw. 2l-Speed

nut.22-Sheet

melol

screw. 23-Locking nut.24-Key.2í-Ollset

(ec.

centric) stud. 26-Thin

nut. 27-Cotte¡

pin.

28-$ocke¡ head bolt. 29-Locking nut.

30-lling nut.

3l -

Speciolry

nut.

32-Toothed

/ock wosñe¡s.

33-Thunbscrew.. 34-Stud. 35-Snop

ringi

36-gpring

lock

pin.

37-Cross

heod

mochine screw.38-Ponel

nut.

39-Flonged

hex slotted freod screw.

4O-gp/it

loc/<

wosfier.

4 l-Hex

socket f ieod bolt.

42-l le lded

nut.

43-Plow

bol¡.

44-Clevis

pin.

4s-Open

top ocom nut.

46 -

Closed

rop

ocorn nut.

47-Squa¡e

fieod cop screw.

48-WoodruÍ(

key.

49-Sell+opping

screw,

50-Serrored

nut.5 l-Siotted

nut.

52-Sef

screw.

53-Costle

nut.

54-Flof

woshe¡.

55-Coir le

nur.

tl

j t i

i

:i

1r

1,:

I

I

f

i r

¡l

1:i t

{iiii

'l

l,

i'

I

1r l ,

r:¡

:

i

I

li

58



Chapter

4

GASKETS,

EALANTS,

IMPORTANT

ND

WIDELY

USED

Gaskets

and

seals

are

used

throughout

the

car.

They

confine

gas,

oil,

water

and

other

Íluids, in addition

to

air and

vacuum,

to specific

:mits or

areas.

They exclude

the

entry

of

dust,

dirt, water

and

other

foreign

materials

into

rarious parts and they play an important part

i¡ the

proper functioning

and

service

life

of all

components.

Unfortunately,

the

importance

of

the

proper

selection,

preparation

and

installation

of

gaskets

and seals

is

not always

clearly

understood.

In

addition

to

their

basic

duties

as

mentioned,

they

effect

torque

and

tensibn,

part alignment

and

elearance,

temperature,

compression

ratios,

lubrication.

REMEMBER:

TIIE

FAILURE,

PAR-

TLAL

OR COMPLETE,

OF

AGASKET

ORSEAL

CAN

CAUSE

EXTENSIVE

DAMAGE

AND

EX-

PENSE.

STUDY

THE

MATERIAL

IN THIS

CHAP-

TER CAREFULLY AND APPLY THE INFOR-

TLA.TION

TO YOUR

WORK:

GASKET

A

gasket is a

piece

of

material

placed be-

tween two

or

more

parts

so

that

when

drawn

together,

any

irregularities

(warped

spots,

scratches,

dents,

etc.)

wil l be

f i l led

by

th e

gasket

material

thus

producing

a

leakproof

jo int ,

Fig. 4-1.

GASKET

ATERIALS

Many materials

are

used

in

gasket con-

struction.

Steel,

aluminum,

copper,

asbestos,

cork,

rubber

(synthetic),

paper, felt,

etc.

Th e

materials can

be

used

singly

or

in combination.

Gasket

material

eompressibility

(how

easily

it

flattens under

pressure)

varies

widely.

The

gasket

must

compress

to

some

extent

to effect

a

seal

and

yet

excessive

compressibil ity

wil l

cause

the

gaskettoextrude

(coldflow

-

literally

reducing

thickness

in the

direction

of

com-

pression

and

flowing

outward)

or reduce

its

thickness

beyond

a specified

point.

Fig.4-1. Goskef

tops

eoks.Assembly

n A

has

no

gosket ' r-

, o,rlailli.r

on

pdrl

mot¡nq urfoces

ollow

leokage.

n B,

same

o f. .6l)

is sñiwn

-but

lnh

o

goskef.

rregulorit ies

te

lit led

--/

ond

the leok

s stopped'

The

gasket

material

selected

will

depend

on

the

specifie

application,

temperature,

t¡pe

of

fluid to be confined, smoothness of matingparts,

fastener

tension,

pressure

of

confined

fluid,

material

used

in construct ion

of

mating

parts,

/,He,Af

AND

COLD

Q,*essu

S enosrox

oor*rr/

coRRosloN

MOISTURE

Fig.4-2.

Goskef

musf

withslond

mony

lorces'

fhe

desr'ucl i 'e

forces

slrown,

in oddition

lo ofhers

not

illustroted,

ore

constont-

ly attempling

to destroy

tñe

gos/<et'

part

c learance

relat ionship,

etc-

AII of

these

affect

the choice

of

gasket material

and

design.

SEALS

GASKET

\

*.o lL

\

A

59



Auto

Service

qnd

Repd¡r

When

construct ing

or

select ing

gaskets, give

careful

thought

to

these

factors and choose

wise-

ly.

Fig. 4-2,

i l lustrates

some of

the

destruct ive

forces that

the

gasket must resist

in

order

to

funct ion

properly.

GASKET ONSTRUCT ON

Some

gaskets

are

of very

simple construc-

t ion.

The

engine

top

water out let,

for example,

uses a

medium

thickness,

chemical ly

t reated,

f ibrous

paper

gasket. Unit loading

(pressurp'\

between

mating

parts) is l ight,

temperatufe-'

medium, coolant

pressure low and

the

coolant

presents

only

mild

problems,

Fig. 4-3.

As the sealing

task becomes

more

dif f icult ,

Fíg.4-3.

Simple

oper osket . he

po-

per

is soff ,

tough

ond

wote¡

esistont.

gasket

construct ion

becomes

more involved.

Th e

exhaust

manifold to exhaust

pipe gasket, where

uséd,

is sorrlbwhat

more complex.

Unit loading

pressure

is hilher

with

corrosive

f lames,

gases

and high

temperatures attempting

to destroythe

gasket . This gasket , in two

basic types, uses

asbestos

and steel

in i ts

construet ion,

Fig. 4 '4.

Perhaps the most eomplicated gasket in

terms of

materials used and

construct ion

tech-

niques,

is the

cylinder

head

gasket. Unit

pres-

sure

is tremendous,

combustion

\emperatures

and

pressures are very

high and

the

gasket

must seal

against coolant,

oil and corrosive

gases.

There

are several

basic designs

in

common

use.

Asbestos, steel, copper

7ñ-d.1ubber

ma y

be used

in their construct ion.

\

)

One

type of mult iple-layer

gasketis

shownin

A,

Fig. 4-5. A steel center

core,

perforated

to

produce t iny

gripping

hooks,

is

placed

between

two sheets of specially prepared asbestos. Steel

or copper

grommets

(the

material

placed

around

the

edges of an opening

to

help

strengthen

or

to

protect

the object

passing

through

the hole from

abrasion,

or as in

this case,

toassist in

seal ing)

are

placed

around

the

combustiorr

chamber

an d

coolant

openings,

The entire

gasket

is

then

formed into a one-piece

uhit .

In B, Fig. 4-5, an asbestos

center

core

is

EXHAUST

PIPE

Fig. 4-4. Exhousf

noniÍold

goskets. The

gosket ín

A

hos on os-

besfos cenler

with

o thin slee/ ouler

loyer. Note how

fhe inne¡

edge

ís

protecfed

wi th

o

steel

grommet.

The

gosket in

B

is

mode

up ol

osbesfos

ond stee/

wire.

A

thin sleel ouler

r ing

con olso

be

used

lor odditionol sfrengffi.

The single layer beaded or corrugated type

of

gasket

shown

in C,

Fig. 4-5, is

popular

on

high compression

engines.

A

single

sheet

of

steel, around

.020

thick,

is stamped to

produce

a beaded edge

around combustion

chamber

and

fluid openings.

This

part icular

one

is

given

an

aluminum coating,

about

.001thiek,

onboth

sides

to assist

in sealing, and

to

prevent

corrosion,

This

type

of

gasket

requires

accurate and

smooth

block-to-head

surfaces.

The

aluminum

coated

steel

gasket

wil l withstand

high temperatures

and

pressures quite

successfully.

In

addit ion,

it wil l not

produce

torque

loss

(gasketbecoming

thinner under eontinued fastener tension there-

by reducing

bolt tension and toreue).

¡,

LOCALIZED

NITLOADING

To

produce

higher.unit loading

around

the

combustion

chambers,

or any other

opening,

a

copper

wire

can

be inserted

between the

top

and

bottom layers

-

near

the edge.

The re-

placed

between

two sheets

Note

that

the edges are

grommet

effect.

of steel

or

copper.

rolled to

produce

a

;

I i ,

Ji r

Tn

ir

l ri ,

Ii

il ,

#

: ' f f

:

: i ] ,

j

l l

i i f i

i I

l i

.

A5BE5TO5AN D

STEEL

WIRE

EXHAUST

PIPE

ó0



GROMMET

CORRUGATED

Fig.

4-5.

Some

of ¡he di erent metf iods

enployed

in ñeod

gosket construction.

(Vícto¡)

mainder

of the

gasket

tends to

compress

more

readi ly thus creat ing

the

desired

pressure

around the opening,

D,

Fig. 4-5.

Another technique

used

to

produce local ized

unit

pressure

or

loading

is showninE,

Fig. 4-5.

This

type uses

a copper

or soft iron grommet

around

the rolled edges.

Coolant and

oil openings

are sometimes

sealed

by

placing

special

rubber or

neoprene

grommets

in the

gasket

openings.

These are

highly resil ient

and

maintain constant

pressure

around the

openings,

F,

Fig. 4-5.

GASKETS FTEN

COME

N

SETS

Gaskets

are

of ten ordered

in

sets.

For

engine

work,

gaskets are

.available

in a

HEAD SET

(includes

al l

gaskets necessary

to

remove

an d

replace the head or heads), VALVE GRIND SE T

(includes

aI1

gaskets

necessary

in doing a

valve

gr ind

job)

and

OVERHAUL SET

(includes

al l

gaskets

necessary

in

doing a complete engine

overhaul) . Sets

for

t ransmission, carburetor ,

dif ferential, etc.,

are available separately.

Fiq.

4-58. Engíne

verhoul

osket

ef. f i is set

s foro

Chev¡olet

s ix cvl inder. (V¡ctor)

Single

gaskets for some

specif ic

parts

are

also

avai lable.

Gasket

sets also

include necessary

oi l seal

replacements.

GASKET

NSTAL

ATION

ECHNIOUES

After deciding

just

what a

specif ic

gasketing

situat ion

will call

for

in the l ine of

gasket ma-

-terial

and

construct ion,

there are

a

few important

ihstallat ion considerat ions.

Regardless

of

th e

suitabil i ty of the gasket, if not properly installed,

it wil l ult imately

fail.

NEVER

REUSE

GASKET

Onee a

gasket has been

in service,

it wil l

Ioose a

great deal of

its

resil iency,

and when

removed

will

not

return

to

its original

thick-

ASBESTOS

COPPER

IRE GROMMET

TERIAL

-7

STEEL AND

ASBESTOS

TOGETHE

SPECIAL

ASBESTOS

HEET

PERFORATED.ITEEL

ORE

SPECIAL SBESTOS

HEET

Fig. 4-5A. One

type oÍ heod

gosket

construction.

(McCord)

6l



Auto

Service

ond

RePoir

ness.

I f reused,

i t

wi l l

fa i l tocompressand

seal

properly.

Gasket

cosj*

as

related

to

part

an d

labor

costs,

is

smaú

and

the

professional

me -

chanic

does

not

ever\consider

using

old

gaskets'

Fig.

4-6,

demonstra\es

how

the

use

of old

gaskets

wil l

Produce

leaks-

Fig.

4-6, Used

goskets wil l

not work

A

used

goskef s

posit ioned

¡n

.

lVlr"n

tlre

porls ore

lightened,

B,

the

old,

hordened

goske

connot

compres's

and

l í l l

inegulorit ies.

The

¡esults:

LEAKSI

CHECK

MATING

URFACES

After

thorough

cleaning,

inspect

both

part

mating

surfaces

to

detect

any

nicks,

dents,

pieces of old

gasket

or sealer,

burrs,

dirt,

warp-

age,

etc.,

that

may

make

proper sealing

im -

possible,

Éig. +'l

.

CHECK

HE

GASKET

OR

PROPER

IT

Place the

gasket

on

the

part

to

determine

if

it

fits

properly.

On the

more

complicated

set-

ups

such

as cylinder head gaskets, make certain

the

gasket is

right

side

up,

proper end

forward

and

that

bolt,

coolant

and

other

openings

are

clear

and

in

proper

alignment.

Oceasionallyyou

HEAD

BOLTHOLE

PUSII

RODOPEHIilGS

may

notice

that the

gasket

coolant

openings

may

be slightly

large-r

or

smaller

than the

ports in

the

block

or

head.

This

gasket may

be

designed

to

fit several

models

or

it

may

be so

arranged

to

restr ict

or

improve

coolant

circulation.

Check

out

these

situations

carefullY.

Head

gaskets

for the

left

and

right

bank on

some

V-8 engines

are interchangeable - others

Fig.4-7.

Check

moting

surfoce'

Nofice

tfiof

the cylinder

blocL

surfoce

ís cleon,

smooth

ond

¡hot all

openings

ore

cleon'

(Chevrolet)

run

¡rff

N

A

0

;ii

' . , , j

il

t; .

rl :

Fig,4-8.

Cfiec/<íng

freod

gos/<et

lor

proper

li¡.

The

dowel

pins hold

the fieod

gosket

in

ploce

ond

align

the cyl'

'

'

¡nd.,heod

roif ie

6,""k: l i¡ ;p"; ine"'o '"

t ' " f f ; : ; : i :menr'

This

is o s inele

lover

beaded

reel

eos/<er'

62



Goskets,

are

not. Many head

gaskets

have the word

TO P

and

occasionally

the word

FRONT

stamped

on

the gasket , Fig.

4-8.

SOME

GASKETS

ENDTO

SHRINK

R EXPAND

Paper and cork type gaskets that have been

stored for

some

time tend to either lose of

pick

:rp

moisture depending

on storage conditions.

i-oss

of moisture

ean cause

them to shrink,

n,hile

excess

moisture

can expandthem.

In

either

case,

when

checking

for

proper

f i t ,

they

will

show

signs of

misalignment.

This

condition

can

be

corrected

by soaking

shrunken gaskets

in water

for a few minutes

or by

placing

expanded

gaskets

in

a

warm

(not

over

150-200 degree

F.)

spot . Check them

occasionally

to

prevent

overdoing

the treatment,

F ie.

4-9.

A

Fig.

4-9. Pon

gosket

ios sh¡unk.

The

gasket

ños

d¡ied

out ,

pto-

&tcing

shrinkoge.Note in

A

how

screw holes oi l

lo mofch.

Sook-

ing wi l l solvoge fáis

gosket .

CHAMFERING

CREW

OLES

MAY

BE NECESSARY

When

installing head

gaskets,

examine the

serew holes

in the block.

Ifthe

threads run right

up to

the very top, it is

a

good

idea to chamfer

:hem

lightly and then run the

proper

size tap

in

and

out of the hoLes.

The

chamfer

prevents

the

:op

thread from

being

pulled

above

the

block

surface. Blow

out the holes with

compressed

air.

WHEN USING

AN AIR

HOSE FOR

CLEAN-

:\G,

ALWAYS

WEAR GOGGLES.

SMALL

PAR-

TICLES

CAN

BE THROWN

WITH GREAT

¡ORCE

-

BE

CAREFULJ

EACH

GASKET

HOULD 'E

CHECKED

Carefully

inspect the

gasket

itself for dents,

dirt,

cracks or

folds.

A

minor

crease

in a cork

Seolonts, Seols

or

paper gasket

usually

does not render it

use-

less, but

when

checking

head

gaskets

BEWARE

of

ALL

creeses.

I f

bent sharply, do not

attempt

to

straighten

it, as the inner

layer

may be

separated and cause

failure.

A

gentle

bend

will

not

ruin the

gasket

-

sharp

kinks

and creases

will. Fig.

4-10, i l lustrates

what

happens

when

a multiple-layer head gasket is creased andthen

straightened.

,//t$\

Fig. 4-10.

C¡eosed

gosket .

A-Mult iple-loyer reod

gosket .

Gosket

hos

6een creosed,

B,

ond the

cenfer

pocking pulled

oport,

Gasket

stuoightened, ,

producing

oid.

D-Gos/<et os

blown

in

service.

MAKING GASKET

A

simple

paper

or combination cork

an d

rubber gasket can be made either by tracing

and

cutting

with

scissors or by

layingthe

gasket

material

on

the

part

and

gently

tappingalongthe

edges with a brass hammer.

Screw

holes can

also be tapped lightly with the

peen

end of

th e

ball

peen

hammer.

Do not

tap

hard enough to

damage the threads .

Gasket

punches

can

alsobe

used to make neat

screw

holes.

It

wil l help

hold

the material in

place

if

you

tap¡'out the corner

holes

and start these screws

before tapping

around the edges,

Fig. 4-10.A..

/

HANDLE

AffETS

WITHCARE

\

Gaskets sh-óuld be stored

flat, in their

con-

tainers

and

in

an area

where they will not be

bent or struck

with

some

objeet. Storage space

should not be

subjected

to extremes of

tempera-

ture

or

humidity. Handle

gaskets

earefully.

Do

not attempt to

force

them to

fit. If

a

gasket

is

accidentally

cracked or

torn

-

throw

it

away.

63



B

RASS

HAMMER

Auto Service

ond

Repoir

Fig.4-10A.

Moking o

gosker.

7[e

lour corne¡

screws [o/d ráe

goskel moterio l in ploce while topping. A boll peen hommer s

used or the

fio/es.

USE

OF SEALANTS

A new gasket,

proper ly

instal led.between

accurate

qating

surfaces wil l

usually

produce

a

leakproof

joint.

However,

mating

surfaces

ar e

not

always

true,

corners

present

problems,

torque

loss

can

reduce

pressure

on the

gasket

surface,

gaskets

often

shrink

slight lyand minute

part

shif t ing

can

break

the sea1.

For

these

reasons

it

is

general ly

considered

goodpract ice

to use a sealant on MOST gaskets.

The

addit ion

of a

sealant helps

hold

th e

gaskets

in

place

during

assembly

and

small

cracks,

indentat ions

and

cornervoids

are sealed.

In

short,

the

use

of a

good

sealant

provides

addit ional

assurance

that the

ioint

wil l be

leak-

proof.

REMEMBER:

A small

amount

of oil seepage

will,

due

to

engine heat,

spread

over

a large

area. This produces

a messy

looking

job

and

is

certain

to deposit

oil dribbLes

onthe

customer'rs

garage

floor

-

hardly

a

good

advertisement for

any shop.

SEALANT

Gasket

sealer

or sealant,

is

a l iquid

or

semiliquid

material

that is

sprayed, brushed

or

spread

on the gasket

surface.

Various t¡4pes,

having

different

properties,

are

available.

Some

set up

hard

and

others

remain

pliable.

Most,

but

not

all are highly

resistant

to

oil,

water, gas,

grease,

antifreeze,

mild

acid

and

salt solutions.

Resistance

to heat

and

cold

vary,

butingeneral,

most

sealers

are

adequate

in

this

respect for

all uses

other

than exhaust

applications.

The

mechanic

should

be thoroughly

familiar

wi th

sealers

and

thei r

propert ies

anduses. The

chart , F ig. 4-11, l is ts var ious sealants, proper-

ties

and

recommended

uses for

one line

of

products.

Sealant

manufacturers

will

be happy

to

provide

the

mechanic

with

specific

recom-

mendations

for

using

their products.

The

use

of

too much

sealer

is

generally

worse

than

using

none

at all.

Excess

sealer

is

squeezed

out

of the

joint

and

canclogwater, gas

and

oil

passages.

A THIN

coat is

ample.

On

some

oil

pan

gaskets

with

corners difficult

to seal,

a

small

dab where

the

gaskets

meet

is

permissible.

In

general,

a nonhardening,

flexible

sealer

will produce

the

desired

results.

Some parts with extremely small holes or

ports,

such as

carburetors,

automatic

trans-

mission

valve.

bodies,

etc. ,

can be

rendered

useless

if ANY

sealant is

squeezed

into the

openings.

In

cases

such

as this,

do not use

a

sealant.

I-n-aqy

specific

application,

be

sure

to

follow

manufacturerr

s rec

ommendations.

USING

UBBER

ASKETS

Rubber

gaskets

are highly

resilíent

andwill,

in

most

cases,

do a

good

job

of

sealing without

the addit ion of a sealer. In fact, rúbber gaskets

tend to

extrude

(squeeze

out) under

pressure

when

a sealer is used.

Unless

a sealant is

specif ically

recommended,

a rubber

gasket

should be installed

without

a

sealer.

HOLDTNG

ASKET URTNG

{SEMBLY

Where

a

sealant

is used,

the

gasket

will

usually

stay in

place

during

assembly.

If

seal?nt

is not

being

used

and the

gasket

tends to

{ip, lhe

gasket

can be held

in

place

with

a thin\óat

of

grease.

On

rubber gaskets

use grease or sealant only at a few small spots.

Some

parts,

such

as oil

pans,

eanbedifficutt

to

assemble

without

disturbing gasket

position.

In

some

cases, in

addition

to using

a sealant, it

is

advisable

totiethe gasketwiththin

soft str ing.

The

parts

may

be

tightened with

the

string ir

place.

Patented

gasket

holders

are also avail.

able and work

well.

6

' ,

:i l

lr

64



PNODUCT

TY'E OF

AP"L C^llo0a

Gqskets,

Seolqnts,

Seqls

USES

Fig.

4-Il. Seolont

cñort.

(Permatex)

tfl?.

iaxcE

(DCOTEE3

F.)

AXD

rnÉ33utc

t ltcE

n€st3T3

DRYS

3Ef3

soLYElfl

-GUIDE

PI N

{#;

óg.1-12. Holding

goskel in

ploce.

It ii

importont

tfiof

gcskets

be

held in

olignmen

during

ossembly.

In

other

iñstances,

such as cylinder

head

:qstal.lation,

guide

pins

are

used

to

hold the

gasket

in alignment.

Make

certain

the

gasket

is

correctly

installed

and

that it remains

in alignment

during assb.fnbly.

See

Fig. 4-12.

a.

\ ,

USE

PROPER EO-UENCE

ANDTOROUEWRENCH

After

running

all

fasteners

up snug,

tighten

them

in the

proper

sequence

as

recommended

in the

chapter

on

fasteners.

Firsttightentoone-

third

torque,

second

to two-thirds

torque,

third

to

full torque.

Improper

sequence

and

torque,

in addition

FORI{'ASTETC

llo. I

I¡1.

Spc.

Typ.

I

r|rL.S45l80

(Ord.)

Spraada¡

c.p.

3Dfuh

or

mch¡nical

3Dnadar.

-65

to

¡l0o

5O0O

p¡¡

Pcrmanant

a3sambl¡ca,

c

p ¡ .

3 ¡¡ l r ts ,

t i l t in t¡ ,

un '

avcn sull¡c6,

tñnad

con'

n.ct¡oñs, crlckad

battcr¡6.

lvai.r, ¡t.rm,

k.ro¡ n.,

3raolin.,

o¡1,

troas,

m¡ld

ac¡d,

.lkal¡ and sall solut¡on¡,

aliDhat¡c

hydcrrbon¡. ant¡.lrcza

m¡x'

tun3.

F¡3t

H rd

Alcohol

FORT{'ASIGÍO

La 2

U¡|.

SpG

fyp.

ll

rrL.s45l80

(ord.)

Spraadar

c.p.

spltula

or

mÉhrnic l

rpra¡dar.

-65

to

/lo0

5OOO

¡¡

Slmi f,manant

fa¡¡¡lmbly

wo.l. Cwat Dttta3, thro.dad

tnd

hG c6nCCl¡On3.

Wltar, ¡ iarm,

k.ro¡ana,

¡a¡ol¡na,

ol l ,

troa¡ . mild &id, rll al¡ and ¡alt solut¡on¡.

-l¡phrt¡c

hydrocarüon3, antl-fr..¡. m¡¡-

turc3.

Slow

Fl ¡¡blr

Alcohol

AYIATION

FOiL{4 SrETc

llc 3

¡l¡1. Spc.

Typ ll l

HlL.S45l8{,

(Ord.)

Bru3h

or

Gun

-65

to 4OO

50(xlp3i

Sarllni

ot clos

titt¡na

Patt¡.

E 3/lo.¡pply

oñ

¡rt 3u1.?

Wrtar, r t.am,

ktro3.n.,

3a3olinc,

o¡1,

rau,

mild ¡cid,

rlklli

and srlt slut¡on3,

-lioh.t¡c

hydre.rbon¡,

rntl.lruzt

m¡¡-

tunr.

Slry

Fl.x¡bl.

Alcohol

GAISIGÍ

CETENT

Brush

-65

to 35o

V¡ri¡bl.

La33

¡r..lula. ¡urtac

3c¡l¡

¡n

a3$mbly

wo.k Gan .tl

rs3añbly

wor¡.

G¡elina,

l.roaana.

arar3at.

o¡13,

w.tar,

ant¡.lm:a

m¡¡tura¡.

Slow

Hard

Alcohol

IIDIAN HEAD

e^srEf

sHELI¡c

Bru3h

-

65 to 35O

V.ri.bl.

Grnc.al

t3iGmbly

wo.l and

on

t ¡kat3

ol

P P.r,

talt

c..dbo¡rd.

.ubbcr ¡nd

mtt¡|.

Gasl¡na,

k.rcsna,

3r.at.¡,

o¡la,

w t r,

ani¡.trcza

m¡¡turet.

Slow

Hrrd

A|cohbl

A¡I Pi'RPIOSE

CEIEI{f

Tuba

-40

to

225

Gl¡i¡

to

¡ la3r.

a ¡ ¡3

to

mcta l ,

Sl a3

to

rubbar.

hta.,

pol¡¡h.t

and

claan.6.

Fa¡t

H¡rd

Toluan.

'IPE

JOINf

GOIPIOUND

l.o 5r

BrushablC,

v¡scous

liqu¡d

-65

to

¡too

50OO

3i

Thrcadcd

litt¡n¡¡.

llrnSc¡.

Crn

br appl¡cd

ov ?

oil

rnd

8.ca3a

t¡ lm.

Hot ¡nd

cold

watar, ¡t.¡m,

¡llum¡ñ.t¡n8

ta¡,

tual o¡13,

tc.otcnr,

lubr¡crt¡n¡ oil¡,

óctrolcun

bt¡ .

hydraul ic

l lu¡d¡, nt¡ '

frraza

m¡¡tu."3.

Sl d

Fl . ¡¡b l .

Alcohol

SIJPER'3OU

FIORTd{ASIGTO

Irush

or

Gun

-

65 to

,125

5OOO

3i

Asscmbly

work on

h¡<oñ.

p.ais¡on

eñ inr3,

dia¡al

hreds,

covcr

g l ta ¡,

hi -

3DGad

turb¡ña

suPCtchar'

f t rs ,

ru tomat¡c

trañ¡m¡¡-

s ions ,

ta3kctt.

H¡¿ct.EGnt

o¡ l ¡ tnd

lubr¡ctnt3.

ic t

tu r l3 '

hG.t tr.ñslat

o¡lr,

glycol¡

loota,

m¡ld

3¡lt

¡orut¡on¡,

wttcr,

¡lGam,

¡l¡ph¡l¡c

hydrc'

carbon¡. d¡G3tGi

lubr¡cant¡,

ani¡'trcaza

m¡x turG¡,

patrolaum

ba¡a

hydtrulic

lluid3'

.vi.t'io€-tuCl¡.

Slow

Fl.¡lbh

A|coñol

STICK.NSEALO

Brush

or Gun

-¿tO

to

20O

as

an

dhca¡v

io

40Oo .i

¡

saalant

V.r¡ablC

S..l

rubba.

to rubbar,

rub-

bcr to

mrt.l,

sllin8

hy-

dr¡u l ic

¡nd t.an3m¡43¡on

o¡l r . cor l

to

ñat¡1.

G.soliña. tr.asG,

o¡13,

sl¡ph.t¡c

hydrc.r'

bonr. ant¡ircc:G

mixtur?¡. Glycol¡,

llcc

ho lr .

fr3t

Flc¡¡blc

Mcthyl

Ethyl

K.tonc

lnd

Toulana

arfir-sEtzE

oorFoultD

rrL-T.5544

(ASG)

St¡ff

Brush

or Spetulr

-

60 to

IOOO

Thrqadsd

cmn6tion3,

c¡bla

lubr¡c.t¡on,

manifold¡,

nuts

rñd

bolt , 3liding

mctal 3ur-

facc¡

rspéially

whrr3

d¡3-

s¡m¡l¡. mGtals

mcct.

P.a.

vant¡

a¡llin¡

and $izuta.

Erc.ll.nt on st.inla$

3t"31.

W.t.r, ¡te.m.

Ptiñ.ril,

d.r¡8n.d

43.ñt¡'

¡¡oc¡ág

¡n¿ anti€orroa¡on

cómPound,

Flcx¡blt

Kcro¡anc

tn d

l¡sh t

lsbr¡cat¡n8

o¡ l

sfAr¡NT

t2E2 Sp.tula

or

mGch¿n¡cal

ggrcadar.

-

50 o eoo

5()OO

¡¡

C@llnt

l¡n"s

(.ot

c..tyin3

w.ta¡) a ¡r

cond¡tionc.3,

trcczcrS.

EitGrs,

glycols

IOO*, chlor¡nated

-hydro'

áii¡oá¡.-a;,mmon¡¡,

tt@n,

sulphur

diox¡dc,

¡¡cohol.

¡ndu3 .ia¡

rcl.¡g?r.nt5.

nonll.m'

m.bl.

hvd..ulic

fluidr, arom.iic

hydro'

c¡¡bons.

-kctonc,

ph6phata

ast r5.

Slow

H.rd

Watcr

65



AutoService

ond

Repair

to snapping

fasteners

and

parts,

producing

dis-

tortion, etc., wil l

very l ikely

cause the

gasket

to

fail

to seaI.

Excessive

torque

ean

place

the

gasket

under too much

pressure

and

cause ittoextrude

badly. Fig.

4-13

shows

the results

of

improper

tightening

procedures

as related

to

gasket

sealing.

Fig.4-13,

Overt ightening

wíl l couse

domage,

A-Proper ostener

fension.

B-Excessive tightening

hos

split

cork

pon gos/<et.

C-

Excessive fensíon

áos worped

oil

pan

longe,

STAMPED ARTS

EOUIRE XTRA

CARE

Relatively

thin

stamped

parts

such as rocker

arm

covers, oil

pans,

some timing

covers¡ etc.,

if

bent

along the

engagingedge,

mustbe

straight-

ened before

installation, Place

the

part

edge on

a

smooth,

solid metal

surface and

gently

tap

to

straighten

the bent

seetions.

When

installing

do

not

overtighten

as the

parts

will

be bent

again,

F ig.

4-14.

Fig.

4-14. Stroighten

warped

Ílange.

llorped edges couse leoks.

Stroigfrten hem belore

instollotion.

REMEMBER

HESE

TEPS

N

PROPER

GASKET

NSTALLATION

1. Clean

parts,

fasteners

and threaded

holes.

2. Remove

any burrs,

bent

edges

or excessive

warpage

and

check for

dents,

scratches,

ete.

3. Select a new gasket of the correct size and

fype.

4.

Check

the

gasket

for

fit.

5. Where

sealant

is used,

spread a THIN

coat

of the

correct

sealant

on

one side

of the

gasket.

Place

the

gasket

withthecoatedside

against

the

part.

Spread

a

THIN

coat on the

uncoated

side. Do

not

slop

sealantintoparts.

Wipe

off

excess.

6. If

alignment

difficulty

is

anticipated

during

assembly,

secure

the

gasket

by

additionat

means.

7. Carefully place

mating

part

in

place.

8.

Coat threads

of fasteners

with

anti-sieze

(unless prohibited), instal.l intheir PROPER

location

and

run

up snug.

9.

Torque

fasteners

in

proper

seouence.

10.

If

necessary,

retorque

after

a specified

length

of

t ime.

(These

instances

will

be

covered in

later

ehapters.)

ANALYZE.

ASKET

AILURE

When

a

gasket

fails

in

service,

there has

to

be

a reason for

the failure.

If you

do not

detect

the reason, your

own installation

mightfail

a1so.

The

following

simple

steps will hetp you

find

the underlying cause of the failure:

1.

Ask

the

owner

about

any

unusual

conditions.

Try

to

determine

if the

gasket

failed

sudden-

ly

or over

a

period

of time.

2.

Before

tear-down,

cheek fastenertorque

with

a torque wrench.

You

can

loosen

each

on e

and

notice

the reading

at

break-away. This

will

be somewhat

less

than true tor que. A n-

other method

is

to carefully

mark

the

position

of the head

of the

screw

or nut in

relationship

to the

part

(use

a sharp

scribe). Backthe

nu t

off

about

one-quarter

turn and

carefully

re-

tighten

untj. L

lle scryibed

lines are

exactly

in

alignment.llf /one properly, this will give you

a

fair

indlCation

of torque

at

the time

of

failure.

If

the

torque is

significantly

below that

specified,

this

eould

well

be the

cause

of

fail.ure.

If

torque

varies

from fastener

to

fastener,

this

too

could be the

cause.

ALWAYS

ALLOW

AN ENGINE

TO

COOL

BEFORE

REMOVAL

OF

A CYLINDER

HEAD.

TOO TIGHT.WARPED AN

66



Goskets,Seolonts,

Seols

(A

cylinder

head

can be warped

to the

point

of ruin

by removing

it when

too hot.)

3. Following

tear-down,

carefully blot

off

an y

grease,

oi l ,

dirt,

carbon,

etc., from

the

gasket.

Do

not

rub

or wash

the

gasket

im-

mediately,

as this may

remove

tell- tale

signs.

Inspect

the

gasket

for signs of uneven pres-

sure,

burning,

corrosion,

cracks,

voids,

etc .,

that

could have

caused the failure.

Check

to

determine

if

the

gasket

is

of the

correctma-

terial

and type

for

the

job.

4. Inspect

the

mating

parts

for

warpage,

burrs,

etc.

ALWAYS TRY

Tp

FIND THE

CAUSE OF

GASKET

FAILURE

SO YOU MAY

EFFECT

A

CORRECTION

WHEN

INSTALLING

A NEW

GASKET.

RETOROUE

Constant

fastener

tension

and

the

expansion

ard

contraction

of

parts

wil l

tend

to

further

:ompress

a

gasket.

This

wil l leavethe

fasteners

:elow

proper

torque,

and in

acritical

application

s:ch

as a head gasket,

can

cause

gasket

failure

:nlsss

the fasteners

are retorqued

after aperiod

¡f

t ime.

Situations requir ing

retorque

wil l

be

üscussed

in

later

chapters.

OIL SEALS

-{n

oil

seal

can be

used to

confine fluids,

prevent

the

entry

of

foreign

materials,

an d

ceparate

two different

fluids.

- ln oil seal is secured to one part while the

sealing

lip

allows

the

other

part

to rotate

or

:eciprocate

(move).

Oil

seals

are used

throughoutthemeehanical

parts

of the

car.

Engine,

transmission,

drive

t'ne,

differential,

wheels,

steering,

brakes,

aceessories,

etc.,

all

embody

(use)

seals

in

:heir

construction.

OIL

SEAL

CONSTRUCTION

NDMATERIALS

Seals

are made

up

of three basic

parts.

A

metal

container

or

case, the

sealing

element

and a small spiral spring called the GARTER

spring.

Sealing

elements

are usually

made

of syn-

üetie

rubber

or

leather.

Synthetic rubber

seals

are

displacing

leathei in

most

applications.

Th e

r.rbber

seal

can be made

to

close tolerances,

can

be given

special

configurations

(shapes)

and

specific

wear

and heat

resistant

properties

ca n

be

imparted.

Fig.

4-15.

Typicoloi/

seolconsrrucrion.

Victor)

In

the

rubber

oil

seal,

the

sealing

element

is

bonded

to

the

case. The

element

rubs

against

the

shaft,

the

case holds

it inplace

and in

align-

ment

and

the

garter

spr ing forces

the

seal l ip

to

conform to minor shaft run-out (wobble) while at

the

same time

maintaining

constant

and con-

tro l led pressure

on

the

l ip.

Fig.4-15,

i l lustrates

typical

oil

seal

construetion.

VARIOUS

ESIGNS

RE

USED

Many

different

element

and

lip shapes

ar e

prov ided.

Each

represents

an endeavor

to

pro-

v ide

the

best

seal for

a speci f ic

task.

Fig.

4-16,

shows

several

designs.

Notice,-that

môre

than

one

lip can be

used

and that

the

foutsi

de dii lneter,

or

one edge,

may

be

coated wr\h-lubber

ro

pro-

vide better OD (outside diameter) sealine.

SHOU DER

SEAL

I

ARTER

SPRIN

INNER LIP

OUTER

Fig. 4-16.

Oi /

seol designs

ber sl roulde¡

seol ,

lnne¡

li o

dust,

water,

'efc.

C-Dou6le

Iip

with ¡ubber

outer

cool

A.Single l ip.

B-Double ip

wi th rub-

contro/s oil ond

outer lip

keeps

out

l io.

Bolh l ips

confro/

oi l . D-Double

to

ossis, oulside

diomefe- seoliag.

SEALING

EI.EMENT

* 19

67



INNER

AS E

l:1.

Olr .

Othe¡

seol

t -ypes.

A_Moin

beor ing

reor)

seol

made

l

:-":i:t:;-¡v,i1rn,e.

Both

upper

ond

/o*e,

/ro-l"es

tit-into

s,oo"."

'n

rne

orock

ond

cop.

B-Typicol

greose

seo/

using

o Íer t 'seor ing

r ing.

C-Synthet ic

rubber

noin

bJ.or ing

¡ i lJ.

'É¿¡

er

O

r ings

(not

shown)

o¡e

used

,,

::;;::,,,"^,:1.".

r¡.y'"^-",i^pt.

,ouíd

OTHER

YPES

OF

OIL

AND

GREASE

EALS

Engine

rear

main

bearing

oi l

seals

are

con-

structed

in

two

halves,

they

may

be

rnade

of

graphite

impregnated

asbestos

wicking

or

sJm-

thetic

rubber.

Some

grease (not

oil)

sJals

use

a

felt

seal ing

element.

Occasionally

a combinat ion

will

use

an

inner

rubber

seal

and

a

felt

outer

seal ,

Fig.

4-12.

OIL

SEAL

REMOVAL

Seals

may

be

removed

by prying¡driving,

or

pulling,

depending

on

the

location.

7

Before

removal,

not ice

the

deptfttowhiehthe

seal

was

instal led.

As

with

.

g."t

"\

inspectthe

seal after removal for any signs ofunusual wear

o-r

hardening.

DO

NOT

REUSE

SEALS,

WHEN

IINITS

ARE

DOWN

FOR

SERVICE,

REPIJACE

THE

SEALS.

See

Fig.

4_18.

SEAL

NSTALLATION

..

After

removing

the

old

seal,

careful ly

clean

the

seal

recess

or

counterbore.

Inspect

fo r

nicks

or

burrs.

Compare

the

old

seal

with

th e

new

one

to

make

certain

you

have

the

proper

replacement.

The

OD

must

be

the

same.

The

ID

(inside

diameter)

may

be

a

trifle

smaller

in

the new seal as it has notbeenspread and worn.

The

width

can

vary

a titile.

COAT

WITH

NONHARDENING

EALER

Coat

the

inside

of

the

seal

counte?\ore

with

a THIN

coat

of

nonhardening

sealer.

If

there

is

too

much

sealer,

the

seal

may/dcrape

it

off

as

i l

enlerS,

eausing

the

surplus

(to

arlp

down

on

the

shaft

and

sealing

l ip.

Thiñan

áuse

seal

fai lure,

Fig.

4-19.

SLIDE

HAMMER

PULLER

SEAL

DRIVER

HEAVY

COAT

OF

SEALER

Fig,4-18,

Seo/

rernovo/ .

A-SI ide

hommerpul ler ows

ore

pus/red

through

he

seol

ond then

exponded.

Operot ing

si ide homner

wi l l

pull

seol

out.

B-A

sea

driver

con ohen

6e used.

C-Mony

seols

con

be

"popped

out"

wirh

o smoll

pinch

hor.

Wfien

o seo/

musf

be removed,

while

o

sfioft is

present,

a hollow

th¡eaded

cone

ís

th¡caded

into

fhe

seol.

7[e

cone,

ofioched

to o

s/ide

hommer,

wi l l

wi¡hd¡ow

le

seo/.

Fig.4-19, .

Apply

sealer

spor ingly

A-Seo/

counrer [o¡e

¡os

6een

given

o.heovy

coo

of

seo/er.

lihen

¡he

";l;;-'ei;",

into

the

cou,nterb,ore,

,

fáe

excess

seoler

will

t.

¡or..¿ ""i oito the shol¡cnd seol l ips. ln addi t ion o ruin. ing

áe,

eo/ ,

i i ¡ "

" . "U

clog

some

opening

in

the

mechonism.

DRIVING

HE

SEAL

WITH

NO

SHAFT

PRESENT

..

Afte¡

preparing

the

seal

counterbore,

place

1T.:"1:Ouarely

against

rhe

opening

WTTH

TH E

SEAL

LIP

FACING

INWARD

ON

TOIVEND

THE

HOUSING

>

ExcEss

EALER

B

ó8



Gcskets,

Seolants,Seols

AREA

IN

WHICH

THE

FLUID IS BEING

CON-

FIIIED.

If

the lip faces

the other

way

it will

probably

leak,

Fig. 4-20.

Fig.

4-20,

Seol

lip musl foce Íluid

Seol

ín

A

hos 6een ínstolled

,hoctwords.

Lip foces

owoy

lrom

Íluid cousing Íluid

I

to force

seol

Lip

hon

shoh,

cousing

leokoge,

Seol

in I is

correcfly

installed

with

lip

Íocing lluid.

Pressure

ot

2 Ío¡ces

seol ogoinsf shoÍt,

pre-

venting o leok.

USE

SUITABLE

R¡VER

The

driver should be

just

a little

smaller

fabout

.020)

than the seal OD when

the seal

wil l

be

driven

below the surface.

If

the

seal

is to be

driven

flush

(even

with surface),

the

driver

can

be

somewhat wider. In any case, the driver

should

eontact the seal near the outer edge only.

SEVER

STRIKE

THE INNER PORTION OF

A

SEAL. This

might bend the flange inward

and

d stort

the sea ling el.em ent, Fig.

4-21.

If

a seal

driving

setis not available, a section

d

pipe

of the

correct

diameter

canbe used.

Make

Fig.4-21,

Donoged seol..Seol cose 6odly dislorted

6y coreless

iastollation. Punch

struck cose ot

A. AII

drivíng

Íorce

should

be

opplied

ot

B.

This

seol would leok bodly.

sure the

ends are

square. If

a hammer

i7used

to

start the

seal,

followed

up with

a drift,funch.

Be

very

careful to

str ike

at differen\ spots

(near

the

outer edge)

each time. If

the seál be-

gins

to

tip, strike

the

high

side.

REMEMBER:

A

SEAL

IS EASILY

DAMAGED

THROUGII

IM-

PROPER

INSTALLATION

-

BE

CAREFUL:

DRIVE

SEAL

TO

PROPER

EPTH

I f

a locating

shoulder is

used, drive

the seal

snugly

against it.

This

is espeeially

important

if

the

seal inner

edge has

a rubber

sealing

compound

designed

to

flatten

against the

shoulder.

See

B, Fig.

4-16.

When no

shoulder is

used, keep the

seal

square

and stop at the

specifi.ed depth.

If you

dr ive i t in toofar ,youmayruin i t

whi le at tempt-

ing

to

pull

it back.

WHEN EALLIP MUST LIDEOVERSHAFTDURINGNSTALLATION

\

When driving

a seal that must

slip oüer

a

shaft,

use care to see that

the seafñ$lip

is not

nicked

or abraded.

\

If

a

plain

shaft

(no

keyway,

splineb-or holes)

is involved,

check

the

shaft carefull.y for

burrs,

nicks,

etc. If

any

are

found

remove them by

polishing

(shoe

shine motion) with

CROCUS cloth

(a

very

fine

abrasive).

Examine

the

shaft surface

where

the sealing l ips wil l

operate.

It

must be

smooth

at this

point.

If

the

end of the shaft is

chamfered

(beveled),

polish the chamfered area and if the chamfer is

too

steep

(30

aeg.

about maximum)

either

reduce

it

or use a mounting

bullet or thimble. See

Fig.

4-23.

Once

the

shaft is

chamfered and

free

of

scratches,

etc., wipe it

CLEAN and

apply afi lm

of

oil to the full

length.

Place

a small

amóunt of

oil

or soft

grease

on the seal

lip and inner

face.

With the

seal

lip

facing

toward

the

fluid to

be

eonfined

(counterbore

with a thin

coat ofsealer)

carefully slip the sealing

lips

over the

chamfer

onto

the

shaft. Slide the

sealalongthe shaft until

it

engages the

counterbore. Using

a suitable

driver, seat the seal, Fig. 4-22.

MOUNTINGLEEVES

NDBULLETS

When driving

a seal

that must first

slide over

a keyway, drilled hole

or

splines,

start on shaft

with

a

square end, etc., a mounting sleeve or

bullet

should ALWAYS

be used.

This will

pre-

2

t

69



vent

damage

to

the

seal

l ip.

Fig.

4-23,

i l lus-

frates

the

proper setup.

The

OD

of

themounting

sleeve

should

not

be

much

over

t lZZ

in. larger

than

the shaft

or

the

seal

lips

will

be spread

excessivelY.

Fig.

4-22.

nstol l ing

o seol

over

o

ploin

shal t '

Ihe

seol

wi l l s lorf

o"ir.ho^ler.d

shoit

end

withoul

damoge.Sfioft

must

6e

smoofh,

cleon

ond oi led'

GROOVES

ND

SPLINE

Fig.

4-23.

lnstol l ing

seo/

using

mounting

.bul let '

Bul l .et

or

sleeve

'is'ploced

or., shoil

ond

seol

con

lhen

6e

insrolled

without

li p

domoge

bY sPline

edges'

In the event

no

mounting

tools

ar:e

available,

one

may

be

quickly

made

by

using

shirn

stock

(thin

brass

sheets

in various

thicknesses); '

Wrap

the stock

tightly

around

the

shaft

(one

wrap

with a

small

lap)

and

trim

off.

Tin the

lap

with

a

soldering

iron.

File the

lapped

edge

after

soldering

and

then

smooth/with

abrasive

cloth.

Bend the

leading

edge

inward

and

it

is ready

to

use,

Fig.

4-24.

,..-'

REMEMBER

HESE

TEPS

N

SEAL NSTALLAT¡ON

1. Clean

seal

counterbo?e,

remove

nicks,burrs,

etc.,

and coat

with

a

VERY

THIN layer

of

nonhardening

sealer.

2.

Inspect

shaft,

polish

burrs,

scratches,

etc',

SHIM

TOCK

OUNTING

ULLET SHAF

Fig.

4-24, Sfi im

stock

movnting

leeve.

l -Slee

e lormed

ond

sol '

deied.

2-Edge

sonded

smootñ.

3-Sleeve

ins¡olled

ond

leoding

edge

crimped.

All

edges

musf

6e smooffi '

with CROCUS cloth. Pay particular attention

to

the area

where

the seal

lfp¡'{X

operate.

3.

Check

the

new

seal

for

correct

)size

andtype'

4.

Lube

the sealing

element

anQ;;Zraft.

5.

If needed,

install

mounting

tool on

shaft.

6.

Push seal,

LIP

EDGE

TOWARD

FLUID,

up

to counterbore.

?.

Using a

suitable

driver,

seattheseal,making

certain

it is

inthe

proper depth,

andis

square

with the

bore.

IMPORTANT

The

seal

must

be a

drive

fit in

the counter-

bore.

A seal

that

slides

in easily

will leak.

When

the

housing

has air

vents

to

relieve

pressure build

up,

make sure

they

are

open.

If

clogged,

pressure

within

the

housing

will

force

the

lubricant

past

the

best

of

seals.

If the

shaft

is installed

after

the

seal,

observe

the same

precautions

against

seal

damage.

Cleanliness

here,

as

in all

automotive

ser-

vice,

is important.

If

a

new

seal

is improperly

installed

and

must

be

removed

-

throw

it

away;

and

use

an-

other

new seal.

Further specif ic

instructions

regarding

gas-

kets, sealants and seals willbe giveninchapters

to

which they

aPPIY.

SUMMARY

Gaskets

and

seals

are

used

throughout

the

car.

Their selection,

preparation

and

installation

can

be of

critical

importance.

F'

COUNTE

BORE

SEAL

DRIVER

LIP

FACES

N

SHIM

STOCK

MOUNTING

ULLET

79



Goskets,Seolonts,Seols

Gaskets

provide

leakproof

joints.

They

ar e

:nade

of

paper,

cork, rubber,

asbestos,

steel,

copper,

etc. Different

materials

or

combinations

of

materials

are needed for

specific

applications.

Gaskets

are of single

layer and multiple-

lavs¡

so¡gtruction.

Many

use

steel or copper

uter

layers with

asbestos

center.

The

si.ngle

laver, beaded steel head gasket is popular on

-::gh

compression

engines. Gaskets may

have

=.Cditional

material

around the sealing

edges to

::-crease

unit loading

at these

points.

Gaskets,

once used,

shouldbe di.searded.

Be -

¡are

of kinked

multiple-layer

gaskets.

\tr /here

sealant

use is recommended,

us e

sparingly.

Sealants

of

many

kinds

are available

::

both

hardening

and

nonhardeningtypes.

Select

--::e

proper

type for

the

job

at

hand.

\\¡hen

a

gasket

has failed,

try to determine

xhy,

so

you

can

correct

the

condition.

Oil

seals

are used to

confine

fluids,

prevent

::e

entry of foreign material and often, to

separate

two fluids.

Seals

are

generally

constructed in

three

."rts

-

steel

case, sealing element

and

garter

s:r ing.

Some specialized

seals

use asbestos

;r:cking

or sections

of synthetic

rubber.

Seals

use both

leather

and synthetic

rubber

sealing

elements. Many

different

seal l ip de-

s:gns

are

used.

\\hen

install ing

seals, the shaft must

be

s-ooth,

the

counterbore

lightly

coated

withnon-

,Lardening

sealer, and

the seal driven

to the

::oper

depth.

The

seal

l ip should

face

toward

r:e

fluid

to be

confined.

Protect

seal lip

when

:-stall ing

by

chamfering or

using special mount-

::g

tools.

A1ways

use a suítable

driver. Lubricate

:eal

and

shaft

before install ing

the

seal.

Cleanli-

:ess

must

be

observed

at all t imes.

SUGGESTED

CTIVIT¡ES

Determine

how

many

separate

gaskets

ar e

:-rsed

on a V-B

engine.

List

the materials

used

in their

construction.

\Iake

a

gasket

by

placing

the

gasket

material

over

the

part

and tapping_.,a round the

edges

and holes.

Secure a head gasket that has BLOWN (failed).

Examine

it

carefully

and see

if you

can

de -

termine

the

cause.

List

some of the

possible

eauses

of

head

gasket

failure.

\\-ith

a torque wrench,

(following

specifi-

cations),

go

over the fasteners

on an

engine

that

has

been in

service

for

some time. Were

:hey

torqued

to specifications ? If

not,

what

had

happened

during

service.

Whatparteould

the

gaskets

have

playedinthis torque

change?

5.

Check

this

same

car

for

oi l ,

gas

and

water

leaks.

Do

not

overlookthe

transmission,

rear

end

and brake

lines.

Is

the

car

free

of leaks?

If

leaks

are

present,

what

could be

the major

cause

?

6. Inspect some used oil seals that have failed

in

service. What

shape are

they in?

Whathad

happened

to

them? Discount

damage

thatmay

have incurred

during

removal.

50

WHAT'S

LITTLE

LEAK

You might ask why a chapter

is devoted to

such

t'tr i f les"

as

gaskets

and seals.

I t

might

seem that they

are so simple

that a

passing

mention

would be enough.

Surely

they

are not

that important and if

some

part

leaks a trifle,

well

- so

what¡s a l i tt le leakj

The

facts

are that

proper gasket

and seal

selection and

installations

are actually VERY

IMPORTANT. Every

repair

job

is

made

up

of

a series

of steps or

operations

-

some

large

and some

small. All

operations

including the

little thi.ngs

are very

important.

Leaks

are not only messy and ereat{pogr

customer

relations, they

cause

part

failure' 'ahd

expensive comebacks,

plus

real damage to

the

reputation of both

garage

and

mechanic.

In

fact,

even

a

minor leak may cost someoners

l i fe

Letts take

the

case

of mechanic

'lX"

(unfor-

tunately, there are

too many mechanics of this

type). Assigned

to a brake

job,

this

service

technician

had

replaced

the master cylinder and

rear wheel cylinders,

repai.red the

front

cali-

pers,

turned the

rear drums and

frontdiscs,

in -

stalled

new brake shoes and

pads

and replaced

front

wheel seals

and rear axle seals.

Upon

comp.letion,

the

technician bled

and ad-

justed

the brakes, checked

for fluid leaks and,

after road testing, declaredthe

job

complete. The

customer,

a

sales

rep::esentative,

took delivery.

Several

weeks

later, the representative

wa s

r.eturning home.

The

mountain

road

was

dark.

Its

wet surface shimmered

in the

glare

of

the

headlights.

Rounding

a curve,

a rock slide

loomed

out of the night. The representative didnotpanic.

The carrs speed was

not excessive and

thoughit

would be touchy,

there was time

to

stop.

Considering

the slippery

blacktop, the driver

pres

sed

hard on the

brake

pedal,

but not too

hard.

The car

began to

slow,

andthenithappened. The

left rear wheel

grabbed,

Iocked up tight,

lost

traction

and sent

the

carintoaviolentslide.

T

¿

7l



Auto Service

qnd

Repqir

The driver

released

the

brake pedal,

cu t

the

wheel,

stopped

the

skid and

reapplied

th e

brakes.

Another

lockup,

another

terrifyi.ng

skid,

but

now

it

was

too

late.

The car

struck

th e

corner

of the

rock

slide

with a

sickening

thud,

bounced

high

in

an

arcing

skid

and

plunged

off the

highway.

The driver was lucky

and

lived

through

the

crash.

Subsequent

study

by

a

safety

invest i-

gator

disclosed

that

mechanic

t 'Xt '

had

driven

the

left

rear

axle

seal in

so that it

was

cocked

to

one

side.

The

axle

lube

had

worked

through

and fouled

the

brake

lining.

Being

a mechanic

takes

intell igence,

train-

itg,

technical

knowledge,

skill

and

attention

to

details.

If

you

ever

hear

someone

sá¡r,

So

whatrs

a

lit t le

1eak,r '

-

] IOU

TELL

THEM:

14. A sharp

crease

in

a multiple-Iayer

gasket,

if

it

is

straightened

out,

will

not

harm

the

gasket.

True

or

False?

15. Of

what

value

is

a

gasket

sealer?

16.

Sealers

are

of the_or_rype.

1?.

When

applying

sealer,

always

use

a liberal

amount. True or False ?

18.

Sealer

should

ALWAYS

BE

USED.

True

or

False

?

19. Name

three

ways

of

hold ingagasket inplace

during part

assembly.

20.

What

effect

wil l

improper

torque

and

se _

quence

have

on

the

gasket

sealing

proper_

t ies

?

21. Bent

mating

surfaces

on

steel

stampings

should

be

before_.

22.

List

seven

important

steps

in proper

gasket

installation.

23.

Why

should

the

mechanic

try

to

determine

the

reason

for gasket

failure

?24. The typical

oil

seal is

madein--parrs.

25. These

parts

are

the_

- ihc

1.

2

3.

4.

OUIZ

-

Chopter

Define

the

word

GASKET.

Give two

important

reasons

for

installing

gaskets.

List

seven

materials

that

are

usedingasket

construction.

Name

four

factors

that

influence

the

service

life

of

a

gasket.

5.

Gaskets

are

of either_layer

or

layer

construction.

6.

A

gasket

that

must

resist great

heat

will

often

use_in

its

constructj.on.

7.

Define

the

term

UNIT

LOADING.

8. The beaded steel head gasket is used on

-engines.

9.

What

features

in

gasket

construction

pro-

vide higher

localized

unit

toading?

10.

If you

plan

a

complete

engine

repair

jobyou

would

order

an_set.

11. Old gaskets

generally

can be

reused

with

success.

True

or False?

Always

clean

and

check both

_surfaces

before

installing

a

gasket.

A gasket

that

has

shrunk

can oftenbe

brought

back

to

size

by_in_.

26.

Leather

sealing

elements

are

more

widely

used

than

synthetic

rubber.

True

or

False?

27. Draw

a

cross

sect ion

of

asingle l ipo i l

seal .

28.

All

oil

seal.s

are

of

one

piece

constr{rgiion.

True

or

False

?

'/ /

29.

Describe

three

methods

ot ,.*o/ng

an

oi l

seal.

30.

Place

a

small

quantity

of

nonhardening

sealer

on

the

tips

of

each

seal

before

in _

stall ing.

True

or

False

?

31. Oil seal l ip should face the fluid to be con_

fined.

True

or

False

?

32.

Describe

a suitable

oil

seal

driver.

33.

Nicks

ánd

scratches

on

a shaft

should

be

and

the

removed

by

polishing

with

How

are

seal

l ips protected

when

the

seal

must

slide

over

a

splined,

keyed,

or dril led

shaft ?

Give

seven

important

steps

in

proper

seal

installation.

Once

a

part

has

been

torqued,

the pressure

wil.1

always

remain

constant.

True

or

False

?

34.

35.

36.

L2.

13.

72



{r

Tubing

and hose

are

used

in

many parts

of

the

car. Brake

systems,

fuel

delivery,

vacuum

applic

ati on

s, air

c onditioning,

trans

mi

s si on fluid

cooling,

engine

cooling,

heating, power

steering,

lubrication,

instrumentation,

etc.,

all

uti l ize

either

tubing

or

hose,

and in

some

instances,

both.

Selecting,

using

and working

with

tubing

is

a

part

of

most

repair

jobs.

It

is

imperative

that the mechanic be thoroughly familiar with

the

different

types,

their

application

and

proper

installation.

TUBING

MATERIAL

Annealed

(soft)

copper,

half-hard

copper,

stee1,

aluminum,

plastic

and

stainless

steel

ar e

some

of the

materials

used inthe

manufacturing

of

tubing.

Although

alt

of these

are found

in

the

automotive

field,

the

most

commonly

usedt¡pes

are

steel

and

copper.

Copper

is

more

easily

bent

than

steel

but

is

not

as strong. Fig. b-1, shows the amount of

pressure

various

kinds

of 3/16

in. OD

(outside

diameter)

tubing

with

a

wall

thickness

of

arouñd

.020 in.

wil l

withstand.

These

are

considered

safe

working

pressures

when

a safety

factor

of

five

to

one

(material

five

times

stronger

than

anticipated

working

pressure)

is

desired.

After

studying

Fig.

b-1,

i t

becomes

obvious

that

the

mechanic

must

KNOW

what

material

is

used

in

the

tubing

he

is working

with.

He

must

also

have

a fairly

accurate

knowledge

of

the

pressures

and

temperature

produced

in the

system

on which

the

tubing

will

be

used.

Keep

in

mind

that

both

the

power

steeringandbraking

systems

can

develop pressure

in

excess

of

1000

pounds.

COPPER

UBING

Copper

tubing

i.s

rustproof,

easy to

bend

an d

forms

good

joints.

It

can be

used

for gas

lines,

vacuum

lines,

lubrícation

lines

and

for

other

low pressure

applications.

Copper

is

subject

to

work

hardening

(the

material

becoming

hard

and brittle

from

bending)

and

should

therefore

be

protected

from

excessive

vibration.

NEVER

USE

COPPER

TUBING

FOR

BRAKEORPOWER

STEERING

WORKJ

STEELTUBING

When

properly

coated

to prevent

rust,

steel

tubing

is

suitable

for

almost

all

automotive

applications.

When

used

for

high pressure

sys_

tems

such

as

brakes,

the

steel

tubing

should

be

of

the

double

wrapped,

brazed

and

tin_plated

l , /4

tN .

3/ló

tN.

.062

200

.023

300

.0t8

50 0

.0¡

8

|

,000

.020 t.000

.020

2,000

.020

2,000

.020

2,000

.020

3.000

.01

5,000

Fig.

5-1. Pressure

áorf.

Note

he

vo¡iotion

n

sofe

wor/<ingres_

sure o¡

the

vo¡ious

moterials.

type. The

double

wall

construction

gives

good

strength

and

makes

the

tubing

easy

to bend.

The

tinplating

protects

it from

corrosion.

PLASTIC UBING

Polyethylene

and

nylon

are

two

of

the

ma-

terials

used

in the

construction

ofplastic

tubing.

Soft

plastic

tubing

has

the

advantage

of flexi-

bil i ty,

resistance

to

corrosion

andworkharden-

ing.

I t

wil l

not,

however,

stand

high

pressures\

and

excess

heat.

It

can

be

used for

fuel,

vaeuum

I

Chapfer

5

TUBING

NDHOSE

MATER

AL

Polyethylene

*

Ny on

35 A

luminum

5250

A

uminum

Anneoled Copper

Holf-hord

Copper

Double

Wrop,

Brozed

Steel

l

0l 0 Sree

Anneo

ed Stoinless

Steel

4130

Sreel

=

AT

70

DEG.

F.

WALL

PRESSURE

O.D

THICKNESS

LBS.

73



Auto

Service

ond

Repoir

and

some

lubrícation

lines.

Special

inserrs

ar e

needed

to

attach

the

soft

plastic

to

conventional

tube

fit t ings.

HANDLING

TUBING

When emoving tubing from a roll, place the

ro l l

on

a clean

bench

inanuprightposit ion.

Hold

the

free

end

of the

tube

with

one

hand

while

ro _

tating

the

rol l

over

the

bench

with

the

other.

Never

lay

the

roll

f iat

and

pull

the

tubing

upward

as i t

wi l l

be

twisted,

Fig.

5-1A.

CITAMFER

\ .cur

or¡

SQUARELY

Fig,

5-IA.

Proper

ethod

l removing

ubíng

rom

oll .

Avoid

working

(bending)

the

tubingmorethan

necessary.

Store

tubing

where

no

heavy

tools

or

parts

are

liable

to

cause

dents.

Keep

the

open

end

taped

to prevent

the

entry

of foreign

material.

CUTTlNG UBING

Tubing,

especially

when

the

ends

are

to

be

flared,

must

be

cut

off

SQUA3,ELY.

Any

burrs,

either

on the

outside

or

inside,

mustbe

L-olrea,

ig.

5-2.

Fig.

5-3,

Tube

cutter.

Note

reomer

blode

n

t/re

closedposirion.

(lnperiol

MÍg,

Co,)

Although

a f ine-tooth

hacksaw

can

be

usedto

cut

tubing,

a faster

and

better

method

is

to

us e

a tube

cut ter,

Fig.

5-3.

The

cutter

is placed

around

the

tube,

th e

cutter

wheel

is

brought

into

f irm

contactandthe

cutter is revolved around the tubing. After each

complete

revolution,

the

cutter

wheel

is

t ight_

ened.

DO

NOT

OVERTIGHTEN,I

Repeat

this

process

until

the

tubing

is

cut

off, Fig.

b_4.

, /<\

Fis.

-4.

,,n^r.: :,

wheét

by

turnins

handte

.

REMOVE

URRS

After

cutting,

you

will

probably

notice

a

burred

edge,

especially

on

the

inside.

Remove

the

burr

by

using

the

reamer

blade

onthe

cutter

tool.

Ream

only

long

enough

to

removetheburr.

Excessive

reaming

will

ruin

the

end

forflaring,

B,

Fig.

5-2. When reaming HOLD THE END OF

THE

TUBING

DOWNWARD

SO THAT

THE

CHIPS

WILL

FALL

FREE.

See

Fig.

b-b.

TUBING

ONNECTIONS

There

are

three

'basic

types

of

tube

con_

nections

-

the

FLARE,

the

COMPRESSION,

an d

the PIPE.

All

have

variations

in

design

and

are

commonly

use.d.

Fig.5-2.

A-Tubing

cut

ot

on

ongle

and heovi ly

burred.

B_Cír

squorely

but ¡eomed

excessively.

C-Cut

squárely

ond

¡eomed

proper ly.

REAMER

LADE

ROLLERS

CUTT|NG

tVHEEL

74



Tubing

qnd

Hose

F LARE

YPE

CONNECTION

In

the

flare

connection,

the

end

of

the tubi.ng

:s

spread

(flared)

outward

at an

ang1e.

The

tube

: : t t ing

securely

grasps

both

sides

of the

f lare

:bus

producing

a leakproof

joint.

Fig.

b-bA,

:l-lustrates

one

type

of flare

connection.

Fis.5-6,

Two

(lore

onsles.

A-J. l .C.

37 deg.

B-SAE

45

deg.

Fig.

5-7.

A-Sing/e-/op.

B-Doob.le-lap

lore.

Fig.

5-5,

Removing

bu¡¡s

with

c, reomer,

FITTING

OD Y

F

LARE

Fig.5-54.

SAE 45

deg,

l lore

connecfion.

Norice f iow

Ílore

is

pinched 6etween

(itting

body ond nut.

FI.ARE

ANGLES

There

are

two

flare

angles

-

B?

and 4b

Cegrees.

Be

certain

you

determine

the

on e

:eeded,

Fig.

5-6.

FLARE

TYPE

The

flare

may

be

SINGLE

or DOUBLE-LAP

:ype.

WHEN

FLARING

DOUBLE-WRAPPED,

BR..{ZED

STEEL

TUBING,

ALWAYS

USE

A

DOUBLE-LAP FLARE. This type of tubing, if

a

single-lap

is

used,

will

SpLITI

See Fig.

b_?.

FLARE

MUST

BE

ACCURATELY

ORMED

The

flare

must

be

smooth

and

square

with

:he

centerline

of the

tubing.

Careless

cutting

or

:rrproper

use

of the

flaring

tool

wil l produce

CONTACT

|,m

UNEVEN

\

r------1\

Li-l\

FLARE

\

SHOULDE

COCKED

d

SPLIT

O.K.

--..-¿

-f,1

.--}.J

jlJ

FU

LL

CONTACT

Fig.5-8.

Flore must

6e

sguore

wi¡h

the

tu6e

cenfer

l ine,

ond

ol

lhe

correcl

s ize.

weak

and

uneven

flares.

These

wi l l

a lways

LEAKI

When

a

flare

is

made

incorrecily,

cut

it

off

and

form

a new

one, Fig.

5-g.

FORMING DOUBLE-LAP LARE

After

cutting,

reaming,

and

determining

the

proper

flare

angle,

insert

the

tubing

in

a flaring

tool.

The

tool

shown

in Fig.

5-g,

wiII

produce

either

a

single

or double-lap

flare.

Although

you

should

always

follow

instruc-

tions

provided

by

the

manufacturer

of the

tool

FLAT

REAMER

\

ar r , wrLL

FALL

FREE

FLARE

TOO

LARGE

75



PTERS

-/'

Fig. 5-9.

One

type ol l lor ing

¡ool .

This

¡ool

wi l l

produce

both

single

ond double- lop

lores.

you

are using,

you will f ind that

in

general, the

actual

forming

process

is similar

for all t1pes.

To

use the

tool i l lustratedin

Fig.

5-9, arrange

the

gripping

blocks sothatthe correct

size

tubing

hole is directly beneath the flaring cone. Rotate

the

adapter

plate

until

the correct

size

adapter

is beneath the cone. Shove

the

tubingthroughthe

gripper

blocks until

it strikes

the adapter.

Tight-

en

the block securely

so

the tubing

cannot

be

forced

downward under

f lar ing

pressure,

Fig.5-10.

CONE FEED SCREW

GRI

PPER

BLOCK

SERRATIONS

Fig.

5-10.

lnserting

tubing. Push

rubing (l

)

in until odopter strikes

odopter

plote

(2).

T¡ghten

gripper blocks

(3).

Run the f laring cone

down

until

it forces

th e

adapter

against

the

gripping

blcick.

This

causes

the adapter

to

BELL

the end

of

the tubing.

This

is the

first step

in doing a

double-lap

flare,

Fig.5-11.

FEED SCREW IGHTENEO

fS i l t t *

F0RcED.

.{-3

5- l l .

Bel l ing

tube end.

Tighten

cone

feed screw

( l)

un¡ í l

odoptersfr ikes

gr ipper

block

(2) .

FINISHED

LARE

3->-

Fig. 5-12. Finished

lore.

Adapter

wungoside

(2)

ond cone

o¡ced

(I)

in¡o bel led end.

Turn the f laring cone back, swingthe adapter

out

of the

way,

and run

the

cone

tightly

down

into the bel led tubins.

This willformthe

finished

f lare,

Fig.5-12.

REMEMBER

-

ALWAYS SLIDE

THE FIT-

TING

NUT ONTHE TUBINGBEFORE

FLARING,

Fig.5-13.

CLEANTUBING

Wtren all

cutting,

reaming and

flaring have

been accomplished,

use compressed

air and

NU T

Fig. 5-13. Sl ide

nuf on tuhe be(ore

Ílor ing.

Fig.

I

76



Tubing

ond

Hose

blow out

the line

to remove

any chips

or

other

foreign material.

Place

the tubing

in

a clean

spot

unti l

ready to

install.

I f ,

duringinstallation,

there

is any chance

of

dirt or

grease being

jammed

into the ends, cover

the ends

with

masking

tape.

REMEMBER

-

THE

SLIGHTEST

AMOUNT

OF FOREIGN

MATERIAL

MAY

RUIN

THE

JOB

-

KEEP

THE TUBING SPOTLESS:

BENDING

UBING

Soft

copper and

thin-wall

steel

tubing

in the

more commonly

used sizes

can

be bent

by

slipping

a

bending spring

over

the tubing

then

forming the

bend

with the

hands.

When using

a

bending spring,

make sure

it is the

correct

size.

Bend the tubing a

tr if le more than

needed.

When it

is bent

back to

the exact

shape,

the

spr ing

can

then

be readi ly

removed,

Fig. 5-15.

Fig.

5-15.

Using

spring

ube

bender.

Stiffer

tubing

may

be

handled

with a

lever-

type bender.

This

tool

wil l make

uniformbends.

When appearance

is important,

it

is

often

used

on softer

tubing

also.

Fig.

5-16,

shows

tubing

inserted

in the

tool.

Note that

thetoolis

marked

in degrees

to assist

in controll ing

the amount

of

bend,

Fig.

5-16.

In

Fig.

5-1?,

the

handles

have been

closed

and

the tubing

bent.

The mechanic

has opened

the handles,

loosened

the

holding

foot, and

is

removing

the

tubing.

It is often advisable

to bend

tubing

prior

to

flaring.

However,

if the

bend

must

be

close to

the

flare, make

the

flare

first

so

the

bend

will

not

interfere

with the

flaring

tool.

To facil i tate

assembly,

never start

the

bend

too close

to

the

flare. Allow

about

twice

the

length of the nut,

Fig.5-18.

REMEMBER

-

WHEN

BENDING

TUBING,

BE VERY

CAREFUL

TO AVOID

KINKS

AN D

FLAT

SPOTS:

Once kinked

or

flattened,

the

tubing

wil l

restr ict

flow

and lead

to trouble.

ALWAYS

USE

A SUITABLE

BENDING

DEVICEJ

Fig. 5-

1BA.

Fig.

5-16. Tubing

inserted

n mechonical

bender.

Fig.5-17.

Bend completed,

hondles

open, lubing

beíng

removed.

( lnperiol

Bross

Mfg.

Co., )

FITTIN

G

CONN

CTEO

NUT

FULLY

RELEASED

\

START

BEND

HERE

Fig.

5-18. AIlow

enoughspoce

befween

fi t t ing ond

6end so

thof

the nut

wi l l

s/ ide

6oc/< s sl lown.

ññ

FLATTENED

o K

bending,

ovoid

kinking

or l lol tening

lubing.

l * rwo

NUr -excrxs

+l

B EN DING

SPRING

77

Fis. 5-18A.

When



Auto

Service

qnd

RePqir

INSTALLING

TUBlNG

Tubing

must- usually be bent

directions

to

provide

a

proper

ln

one

or more

flt .

In

order

to

AVOID

TRAIGHT

UNS

Straight

runs, especially

if

short,

wiII

not

work

well as the slightest shift ing

between the

two units

will impose a strain on

he

connect ions.

They

are also

diff icult to

install

or

remove,

Fig.

5-19.

SUPPORT LONG

RUNS

Tubing

can

fai l

if subjected

to excessive

vibration. Secure

long runs

with

clips or

hold-

downs.

Junction

or

distribution blocks and other

heavy units

must be supported,

Fig.

5-20.

TUBING

NDS HOULD

ALIGN

WITH

FITTINGS

To

prevent

cross-threading

(threads

st a

and turned in a

cocked

posit ion

thus

ruining

threads) and leaks, as well as to facil itate in-

stallation,

make

sure

tubi.ng ends are

Ín

with the fitting.

The

tubing should

NOT have

be

sprung

into

alignment.

Fitt ings should sta

and run up several

turns

with f inger

pressu

only.

If they start

hard,

check

for

dam

threads, alignment

and size.

DO NOT CROSS-

THREAD THE

FITTING.

See

Fig.

5-21.

DETOUR

ROUND OT

SPOTS

Never run tubing

too

close

system.

Keep it as

far

away as

necessary, instl[ a heat baffle

tubing,

Fíg.

5 22.

to the exhau

possible

an d

or insulate

Fig.5-19.

Avoidstroight

uns

A,

B,

C,

by instoll ingubing

s

shown

n A-l

B-l

ond

C-l

insure satisfactory service, a-

few important

rules should

be

kept in mind

prior

to actual

bending.

ASSEMBLE

OTH

ENDS EFORE

FINAL

T¡GHTENING

Connect the tubing

long leg end

first.

Le a

the

fit t ing

loose so

that the other

end can'

moved enough

to make

the

connection.

BOTH

connect ions

are

made, t ighten.

Use dis-

MOUNTING

OL T

SHUT

OFF

COCK

-

-

l , touHrtxc

lt e

Y DISTRIEUTION

BLOCK

Fig. 5-20.

Long tubing ¡uns

ond reloted units

musf

6e supporfed with mounting

clips

ond

6olrs.

78



Tubing

qnd

Hose

: :et ion when

tightening.

If

torque values are

"".-ailable,

use them.

This

chapter

wil l

give

yo u

i:neral

instruet ions

on

the

amount of

t ightening

-¡eda¡ l

REMEMBER:

MANY FITTINGS

ARE

EASY

TO

TWIST

OFF

-

BE

CAREFUL.SeeFie.S-23.

F¡TTINGS

Proper

select ion

of

f it t ings is important.

The

:orrect

choice

will

speed up the

job

and

insure

:roper

operat ion.

Fit t ings

are

designed tomake

::ther

a

f lared,

compression,

or

pipe

connection.

The f lare

f it t ing

just

discussed

can

be of

th e

Sin

type,

Fig.

5-25, or the

INVERTED type,

- ' -9.

5-26.

WHEN

O USE

FLAREFITTINGS

Flared f it t ings

CAN be used on any

type of

: : 'r ing (copper,

aluminum,

steeI, etc.)

that wil l

TUBING

€

NU T

--CONNECTOR

Fig.

5-21,

Properol ignmen s impor-

tont,

The

nut in

A

wouldc¡oss-th¡eod.

:00

cLosE

:UBING

SHOT

Fig. 5-23.

Assemble

ubing ong eg end

irst

os in

A.

l( sho¡t

nd

is ossemó/ed

irst,

otherendwi l l

be

diÍ l icul¡ o

connec|, .

lend

itself to f laring.

Flared f it t ings MUST

be

used on

high

pressure

automotíve applicat ions

such as the

brakes and

power

steering.

ASSEMBLING LARED FITTINGS

Slide

the nut,

long or short

dependingonuse,

on

the tubing.

Flare

the

tubing

making

certain

ffire@

Fig.

5-25.

SAE

45 deg.

( lare

l i t t ing. The nut th¡eads over

the l i ¡ -

ting body.

(lleotherheod

Co.)

EXHAUSTPIPE

Fig.

5-22.

Protect tubing lrom heoting

A

by either instolling o

heot

bo#le

B

or

rerouting

C.

NUT

(SHORT

*'mrd---r| ñJm[r,L

llutttt{.,,1E¡¡¡tl{q:

Fig.

5-26.

Inverled 45 deg.

f[are

(it t ing.

The

nut lhreods

nto fhe

Íitting body.

k)

ry

"

aottat\

@

il4

F xur

trrLL

LINEuP

WRONG

79



SLEEVE

PINCHÉS

UBING

Auto Service

ond

Repoir

-A

ffiAIil

ffii{iil

\-J

ilm||tt

ffirrl'r si

Fig.5-27.

Seporoteleeve

compression

it t ing.

NoficeÁow

upon

tightening,

fie

sleeve

pincfies

he ubing.

the

flare is

of the

correct angle and

width.

Double-f lare

aI1 brazed steel tubing,

thin-wall

tubing

and all high-pressure

applicat ions.

Align

the tubing with the fitting.

Shove

the

flare

against the

fitting

seat

and run the nut up

f inger

t ight. Using

a f lare nut wrench, bring the

nut up

solidly at

which point you

will feel

a

firm

metal-to-metal contact

(f lare

securely pinched

between

nut and

fitting

body).

At this

point, give

the nut

an addit ional 1

6

turn.

FLARELESS

COMPRESSION

YPE FITTINGS

A

sleeve,

either a separate unit or designed

as

part

ofthe

nut, is

used

in

compression

fittings.

When

the fitting

and nut are drawn together, the

sleeve

is

compressed against

the

tubing,

f i t t ing

and nut.

The

separate sleeve-type

compression

fitting is

pictured

in Fig.

5-27.

The

DOUBLE

COMPRESSION type,

usingthe

nose

of

the

nut

as

the

sleeve,

is

shown

in

Fig.5-28.

WHENTO USE

COMPRESSION

ITTINGS

Compression fittings may

be used on low-

pressure

applications sueh as vacuum, fuel

an d

lubrication

lines. Since no

flaring

is

required,

connections

are

quick

and

easy

to make. DO

NOT

USE

ON

BRAKE

AND

POWER

STEERING

SYSTEMS.

ASSE

MBL

ING

COMPRESSION FITT¡NGS

Slide the nut, followed by the sleeve, on the

tubing. When

the tubing is

aligned with the fitting,

insert

the

tubing

as

far

asitwil lgo.

While

hold-

ing

the

tubing in,

run up the nut finger tight.

Using

a

flare

nut

wrench,

bring

the

nut

up until

the sleeve

just

grasps

the tubing.

For

tubing

size 1/8, 3/16

and tl4-ín.,

give

the

nutan

addi-

tional one and

one-quarter

turn.

For

5/16-in.

Fig.5-28. Double compression

fitting.

Vlhen tightened, tfie

nose

ol the

nut is fo¡ced

ogoinst

ihe tubing.

tubing

-

one and three-quarter

turn and for

al l

s izes

3/8

to f - in . , two

and one-quarter turns.

WHILE

TIGHTENING,

HOLD

THE TUBING

IN

THE

FITTING:

The

foregoing

tightening procedure

applies

only to new

compression

fittings.

When

assem-

bling USED fittings, bring

the nut

up

firmlywith

no additional

,turns.

PLAST¡C

TUBING

COMPRESSION

FITTINGS

When RIGID plastic

tubing

is

used, a regular

separate sleeve

compression fittingwill

suffice.

However,

if

the tubing is

SOFT,

a specialinsert

is

placed

in

the

end so the

sleeve will not

crush

the tube, F ig.

5-29.

Fig.5-29. Fitting

br soft

plostic

tubing.

The

inse¡f

is needed

to

prevent

sleeve from

crushing

tubing,

Fig. 5-30.

Flexible compression fiffing.

ollows heovy vibration

without imposing

tubing.

fñe composífion

sleeve

on

undue sfroin on lñe

80



Tubing

ond Hose

OTHER

PECIALIZED

OMPREsSION

YPES

One

type

of

compression

f it t ing,

designed

for

resistance

to

extreme

vibrat ion,

is

shown

in

Fig.

5-30.

Instead

of the

convent ional

metal

s leeve,

a

composit ion

sleeve

mater ia l

is

used.

Note

how

the

tube

can

flex

without

bending.

This

f i t t ing is for low-pressure use.

The

Ermeto

is

a

compression

type

f i t t ing

designed

to

withstand

high pressure.

Heavy,

dif f icult

to f lare

tubing

may

be

handled

withthis

design,

Fig.5-31.

Fig. 5-31.

Ermeto

high-pressure

omp¡ess

on Í i t t ing.

( lnperio l

Bross Mlg.

Co.)

Another

compression

type f it t ing

that

wiiL

handle

high pressure

is

shown

in

Fig.

5-32.

NUTLENGTH

Nuts

for

both

f lare

and

compression

f it t ings

are

avai lable

in

both

standardandlongvers ions.

Where

the

installat ion

is

subjected

to heavy

Fig.

5-32,

his compression

it t ing

s designedor high ressure.

vibrat ion,

use

the

long

nut. This

wil l

tend

to

support

the

tubing

a

greater

distance

from

th e

actual

conneet ion.

Fig.

b-33,

i l lust rates

a

com-

pression-type

UNION

using

the

standard

nut.

The

long

nut,

on

a

similar

union

is

used

in

Fig.5-34.

PIPE

FITTINGS

The

pipe

fit t ing

uses

a

tapered

thread

that

when

fully

t ightened

will produce

leakproof

jo ints.

A

development

in pipe

threads,

cal led

Fig,

5-33,

Compression

ype

uníon

using

stondord

ength nut

Fig.

5-34.

Compression

ype

union

using

the

long

length

nut.

the DRYSEAL

PIPE

THREAD,

produces

leak_

proof joints

without

undue

turning

force.

Thisis

accomplished

by

a dif ference

in

the

truncation

(cutoff point) of the thread root and crest. As

the

fit t ing

is

drawn

together,

the

root

(bottom)

and

crest

(top)

of

the

threads

come

in

contact

before

the

f lanks

(s ides).

Final t ighteningcauses

metal- to-metal

contact

between

root ,

crest

an d

flank.

Fig.

5-36,

shows

a

secti.on

of

steel

pipe

joined

to

a hex

NIPPLE

by

using

a COUpLING.

Note

the

tapered

threads.

fI Il t#l

' 't 't=

lililllullilil

+g=

ilillltl=

Fig. 5-36. Pipe

Í i t t ing .

Nofe ropered

h¡eods.

(Weoráerheod

o. )

81



Auto

Service

qnd

Repqir

rerñr¡r¡

_/vv\_/

Fig. 5-37. Acluol OD lor pipe Íitting ends or tuhing sizesot sÁ-own

T-FITTINGS

This is

a

handy

fitting

to

use

where

branch

lines are necessary.

The

two common

t¡pesare

the

BRANCH-T and

the

RUN-T.

MaIe

andfemale

types are available,

Fig.

5-41.

PIPE FITTINGS

Common

pipe

fittings are

il lustrated

in

Fig.

5-42.

Note

that all connections

are

threaded.

No flare or compression

sleeves are

needed.

PIPE

THREAD

IZE

Fig.

5-3?,

shows

the actual

diameter of

th e

pipe

thread ends

used on tubing

f it t ings.

ASSEMBLING

IPE FITTINGS

After

firm hand tightening,

providing the

threads are clean,

give

the

fitting

about

three

addit ional turns.

This wilL

lock

the threads

and

tightening beyond

this

point

wil l be of

no value

and could even split the f it t ing.

Thread

sealing compound

(a

type compatible

with the system) shouldbe

used on crit ical

appli-

cat ions.

Use

sparingly.

FITTING

DESIGN

There

are

a number

of

various

shaped

fittings

designed

to

handle all

types of installat ions.

The

mechanie

should

be

familiar

with

the

foll.owing

basic

desígns and

their use.

CONNECTORS

Connectors

are

used

to attach

the

tubing to

a unit such

as acarburetor,

fuelPumP,

oil

f i l ter,

etc.

Theycan

alsobe

usedtoconnectthe

threaded

end of

a

pipe

to a

flare or compression

fitting,

F ig.5-38.

UNIONS

A

union

is designed to connect

two or

more

sections of

tubing.

It

can

be disassembled

with-

out

turning the tubing,

Fig. 5-39.

ELBOWS

When

a

line must leave

the

unit at an

angle,

90 or

4S-degree

male

or

female elbows

ar e

used.

Female refers

to a

f it t ing with aninternal

thread

whereas the

Male fitting

has an external

thread,

Fig.

5-40.

;

. i

ii

,ii

ii

i l ,

Ww

5

DEG.

90

DEG.

MALE

DOUBLE

90 DEG.

90

DEG.

FEMALE

MALE

MWff i

i----+-l--J lllHF--l+--'-t lilHHhtf--i

w

W¿a We

MALE

MALE

FEMALE

Fig.

5-38. Typical

connecfors.

Compression

ype.)

BULKHEAD

90 DEG.

ELBOW

Fig, 5-39.

Typicol unions.

(Compression

ype., l

STRAIGHT

cRoss

82

Fig.

5-40. Typical

elAows.

(Compression

ype.)



Tubing

qnd

Hose

sIryIVEL

ITTINGS

One

end of this type

fitting

utilizes

a

swivel

:r¡ 1. These

are

available

in

straight connectors,

€lbows,

tees, etc .,

Fig.

5-43.

O RING

FITTING

The

O

ring fitting uses

straight

threads

and

rh::s

depends

on an

O

ring to

prevent

leaks.

A

s:raight O

ring

connector

is

shown

in

Fig.5-44.

Ite

elbow

design,

Fig.

5-45,

makes

it

possible

lto

position

the

elbow at any angle.

It

is

held

at

MALEBRANCH

FEMALE

BRANCH

FEMALE

RUN

MALERU N

Fig. 5-41. T-l i t t ings.

(Compression

ype.)

Fig. 5-44. O

Ring

connecto¡.

Nofe straight

not

pipe)

/rreods.

METAL

BACK.UP

WASHER

IOCK NUT

.O RING

BOSS

Fig.5-45. 90deg.O ring odiustoble lbow.

the

selected angle

and the lock nut tightened.

This

crushes the O

ring and

seals

the fitt ing,

Figs. 5-44

and

5-45.

JUNCTION

R

DISTRIBUTION

LOCKS

When

several branch l ines are

served

by

a

single

feeder

line,

a

DISTRIBUTION BLOCK

can

be used. A dis tr ibut ionblock is

usual lv f i t ted

with a mounting bracket, Fig.

5-46.

MOUNTING RACKET

Fig. 5-46. Typicol

distr ibution blocks.

SHUTOFF ND

DRAIN

OCKS

The

SHUTOFF COCK

is

used

to

stop

flow

through a l ine.

A DRAIN COCK

is

used

to draw

off

the contents. When

using thesefitt ings

-

al -

ways install

so that

when

in the off

position

the

,i l

,l l

trl

i{

I

,ri

;, í

í

E

i¡

gffiulwiltrrx

LUG

45

DEG.

90 DEG. STREET

ELBOW

ELBOW

90 DEG.

45 DEG. STREET

ELBOW

ELBOW

TEE HEX

NIPPLE

BUSHING

Fig, 5-42.

Pipe

ittinss,

S.A.E.

O

RING

BOSS

DESIGN

Fig.

5-43.

Elbow

wirh

swivel nut.

83



f luid

f low

is against

the seatandnotthe

threads-

This

prevents the

threads,

espeeially

in radiator

drain

cocks,

from

becoming

corroded

and

diff i-

cult

to turn,

Figs.

5-47,

5-47

A.

Fig.5-47.

Shu¡ol l

ond d¡oin

cocks.

Fig.

5-47A.

Flow

is ogoinst

seot ' Both

shutol Í cocks

o¡e ín the

closed

posí t ion.

(Vleothe¡heod

o, )

HOSE

Numerous

sections

of

hose,

both low

an d

high-pressure,

are

used on

the

modern auto-

mobile. They are generally identif ied by use,

pressure

capacity,

method of construction

an d

materials

used.

Hose,

properly installed,

will withstand

vi-

bration and

flexing

(within

limits).

.

The

cooling,

lubrication,

fuel,

vacuum,

steer-.

ing,

brake, etc.,

systems

a1l

util ize some

flexible

hose in their

design.

I t is important that the

me -

chanic

know

what

replacement

types

are

needed

and the correct

methods

of

installat ion.

COOLING

YSTEM

NDHEATER

OSE

Pressures are relatively low so the hose

used

in both

the cooling

and

heatlng

systems

is

generally

of

a single

or doubLe-plyconstruction.

For heavy-duty

applieations,

heavier

hose is

available.

Radiator hose

is available

in straight

(can

be

bent only

a trif le),

curved

(moulded

into the

appropriate

shape)

and

flexible

(designed

to

withstand considerable

bending

without collaps-

Fis. 5-484.

EK

PL Y

Section of single ply, molded adioto¡ hose.

(Gores

Ru66er

Co.)

Fis.

5-488.

ecrion

f t,"i ,,:

:: ,:;r.or

hose.Note

ñe

6ui/t-i¡

ing)

types.

It

often

has a

bui l t - in spiral

of

wire

to

prevent

collapse.

The

bottom

radiator

hose

is

particularly susceptible

to

col lapse

duetothe

vacuum

created

by

the

water

PumP.

Figs. 5-48A, and

5-488,

i l lustrate

the typica-

moulded and

flexible

radiator hose.

Fig. 5-49,

an enlarged

cutaway,

shows

the

fabric

ply

and

spiral

wire construct ion.

STEEL

{IRE

Fig.

5-49. Typicol

l lexibte

rodiotor

roseconsf¡ucl ion.

he

fo6¡rc

ply

ond spirol wire

o¡e

moldedbefween

wo

loyers

o( ¡ubber.

FUEL

SYSTEM

OSE

Fuel

systems

operate

on low

pressures so

a

single-ply

synthetic

(Neoprene,

Buna

N) hose

is

general ly

used.

Some

use

is made of

plastic

RUBBER

RUBBER

STEELWIRE

84



Tubing

qnd

Hose

hose.

When

used

on

the

vacuum

side

(between

:':rel

pump

and

tank)

the

hose

must

be

heavy

:nough

to prevent

collapse.

NEVER

USE

HOSE

THAT

IS

NOT

SPECIFICALLY

DESIGNED

TO

,T,ITHSTAND

GASOLINE,I

See

Fig.

5_b0.

LUBRICATION

OSE

When

used,

oil

fí l ter

hoses

can

either

be

made

up

or

procured

ready

made.

The

fi lter

hoses

shown

in Fig.

b-b2

uti l ize

a synthet ic

rubber

hose

covered

with

a soft

wire

braid

for

pressure

strength.

Fabric

p1y

lines

are

alsoused. The

hose

must

be

oi l

res is tant,

Fig.

b_b2.

NONREINFORCED

OSE

Many

of the

smaller

diametervacuum,

wind_

shield

washer,

drain

and

overflow,

etc.,

hoses

are

made

of

rubber

with

no

reinforeing.

HOSE

END

FITTINGS

There

are

numerous

tJ,?es

of

end

fitt ings.

Fig.

5-53,

p ictures

a

number

of

reusable

(can

{@n

# ffi

ffi^ ffm ffi

ftqDñffigtudWffiSR

lF=3¡F+s¡* 'FA

a@il

f f i

hC'ó@d

Fig.

5-53.

Reuso6/e

rose

ends.

t

-90

deg.

ube

elbow.

2-Mole

pipe.

3^-lnve¡ted

lore,

r is id.

4-lnverted

lorel

S-45

.;.; ; ; .

etbow.

6-

Swivel .

7-90

deg.

e/óow

lo¡e..g-37

aeg.

.t.C.,

,ís i j .- l_ lO

a g..t_

bow

llare,

rigid.

(yteo¡he¡heod

Cá.)

'YNTHETIC

UBBER

OYER

SYNTHETIC

RUBBER

UB E

a

g,

5-50.

Fuel

system

rose

consfruction.

Hose

sidewol ls

o¡e

¡el_

otively

thick

fo

prevent

co//opse

unde¡

vocuum.

(Gores

Ruó6er

Co.)

POWER

TEERING

ND

BRAKE

HOSE

These systems create pressures exceeding

--00

pounds

per

square

inch

(pSI) .

The

hose

':sed

must

be

of multiple-ply

construction.

Re _

:-acement

hoses

are

readily

available.

DO

NO T

:.:AKE

UP

HOSES

FOR

THESE

SYSTEMS

-

US E

: .

E

P

UTABLE

FACTORY

REPLACEMENTS,

l -e.5-51.

i . ,5-51

Mul t ip. le.-ply.high-pressure

ose.

Keep

in

nind

thotpl y

.kness,

moteriol

and

weove

musf

óe

conside¡ed

os

we//

os

the

number

l pl ies

n

determining

he

working

pressure.

be

taken

off

and

remounted

fitt ings.

Notice

they

include

flare

types.

Reusable

fitt ings

shown

5-55

are

typical .

on

new

hose)

hose

pipe,37and4b-deg.

/

in Figs.

5-54

and

5-52.

Oi l f i l re¡

áose

l ines,

Nofe the

use ol

on

outer

cover

o(

soft

woven

wire

to provide

strenglh.

(Edelnonn

&

Co.)

SOCKET

Fig.

5-54,

Higl r-pressure

euso6/e

áose

end

consrrucfion,

Nore

how

nipple

fo¡ces

hose

inlo gtipper

se¡rotions.

RAYON

RAID

FABRIC

PLIES

GRIPPER

SERRATIONS

85



NU T

Fig. 5-55.

Low-pressure

hose

end const¡uct ion.

Tf ie

spl i t

s /eeve

forces

inside

of

hose ogoinst

nipple.

HOSE

END

INSTALLATION

Fig.

5-56,

detai l

A,

shows

simple

Barbtype.

1. Lubricate

the

hose

and

fitting. DO

NOT

USE

A

LUBRICANT

THAT

WILL

ATTACK

TH E

HOSE

OR CONTAMINATE

THE

SYSTEM:

2.

Shove

hose eompletely

over

barbed

end.

Hose is shoved

against

flat surface

to seat

insert

fully.

4.

Nuts are

pushed

over

insert,

hose shoved

over

nipple

and

nuts tightened.

Fig.

5-56,

detai l

C.

1.

Air brake

hose spring

slid

over

hose.

2. Hose pushed into socket.

3.

Nipple threaded

into socket

squeezing

hose

between

nipple and socket.

See

Fig.

5-54.

4.

Spring

snapped

over socket

shoulder.

Fig. 5-56, detai l

D.

1.

Hose marked

and

skived

(outer

layer of rubber

removed

down

to

first layer of cord).

BE

CAREFUL

NOT

TO

CUT

CORD.

2.

Skived

end

shoved

into

socket.

, w

w*

3

4

E

Fig.5-56.

Generol

methodol

ol toching

vor ious

type

hose ends.

( lnper iol

Bross

Mfg'

Co.)

3.

Remove

by cutt ing

the

hose.

Fig. 5-56,

deta i l

B,

i l lustrates

a compression

fit t ing

used

for

wire braid

hose.

1.

One end

of

the

braid

is

necked

down

and

th e

other

flared.

The nuts

are

installed.

2.

The hose

is installed

over

the

nipple

toadapt

it to

size,

and

is then

removed.

3.

Insert

is

placed over

hose

and

under

braid.

Nipple and

hose lubricated.

Nipple

threaded

into socket.

Fig. 5-56,

deta i l

E.

Hose shoved

into socket.

Mandrel

(pilot

to expand

hose and assist

proper

seating)

lubricated.

3.

Nipple

threaded

in .

4.

Mandrel

seated

and then

removed.

?

4.

1.

2

86

1n



Tubing

qnd

Hose

When assembling

hose

ends, always

lubricate

xith

water,

soap, oil,

brake f luid, aircondit ion-

ing

compressor oil or some

other

agent

that

is

compatible with

the system.

Direct ions

given

ior f it t ings in Fig. 5-56, are

general. Always

iollow

the

part icular manufaeturerrs

instruc-

: ions. A

skiving

knife

and

mandrel set are shown

:n Fig. 5-56,A'.

Fíg.

5-56A.

Skiv' ing

kni le ond mondrel sef. These

ore essenfiol

lools for

proper

inslollolion

ol certoin

fype frose

ends.

SKIVED

OSE

As mentioned,

when

instruct ions call

fo r

skiving

a

hose

be careful

not to

cut

the cord.

A

iit t ing using a skived section is shown in Fig.

i-57.

Skive only that

port ion

necessary.

Th e

skived

port ion

should

not

extend

out ofthe

f it t ing.

MOUNTING

OSES

Avoid

sharp or

double bends

and

twist ing as

:his tends

to cause

premature

failure.

In

de -

termining

how

sharp

a hose bend may be,

f igure

Fig. 5-58. Incor¡ec ond correct hose instol lotions, Dou6/e 6ends

ond twistina ore

fo be ovoided.

that the radius

of the bend sháuld

be

AT

LEAST

FIVE TIMES

the outside

diameter

of the

hose.

For

example:

A hose with an

OD

of

1/2 in. should

have a bend

radius of

2- l l2

in.

In

other

words,

i f the

hose were

pul led

around

a

circ le,

th e

cirele

would be

at least 5

in. in diameter.

When making straight

run connections,

allow

some slack

to

avoid

stressing

the hose

from

pressure,

vibrat ion

or

part

shif t ing.

When

tightening

hose f it t ings, t ighten

th e

swivel end last. Always support one port ion

with one

wrench while t ightening

with another

to

prevent

twist ing

the hose.

Use f lare

wrenches.

Fig.

5-58,

i l lust rates

some

typlcal hose

in-

stallat ions.

Those in the left

column

are

WRONG.

The

correct

methods are

shown

inr ightcolumn.

Notice

how single, smooth

bends,

without

twÍst-

ing

are

made,

Fig. 5-58.

RIGH

4

5

@-.:rEb

ÍFC--Eotr

]F

Ff

ñ

K

E

ñ

u*

A

HÉ

W

Éfi

U

ru

hÉ

U

,re

q

ñ

:

f ]Fc

lll= )

(

Hii l

V

OUTER

AYER

REMOYED

SKIVED)

FABRIC

PLIES

RUBBER

LAYER

F

g.

5-57,

Permonenl

no¡

reusoble)

oseend.Note skivedsection.

87



Auto

Service

ond

RePoir

Keep

hoses

away

from the

exhaust

system.

If the

hose

run

is long,

use

clips

to secure

it

in

plaee. On off-highway

vehicles, keep

hoses

an d

tubing

well up

within

the

frame

to

prevent snag-

ging

and

shield

from

flying

rocks,

etc.

HOSECLAMPS

In low-pressure

hose

installat ions

such

as

the

heater and

radiator,

the

hose

is merely

sl id

over

the

fit t ing

and

a spring

or

screw-type

clamp

\

I f the

hose

fit t ing

has a raised

rib, make

sure

the clamp

is

installed

on

the

fit t ing side

of

the

rib.

This will

prevent

the

hose

from

work-

ing loose,

Fig.

5-59.

Fig.

5-60

illustratesthree

methods of

attach-

ing a

hose.

If dif f iculty

is experienced

when

attempting

to remove an old hose, split the port ion of the

hose over

the

fit t ings.

In

short

runs

it is helpful

to split

the

ful1 length

of the

hose.

HOSE ONDITION

Any hose

that shows

signs

ofcracking,undue

softness,

or

swelling,

should

be

replaced.

Hoses

often

deteriorate

inside

causing

portions to

break

loose,

producing

part ial

or

evencomplete

blockage.

CHECK

HOSES

CAREFULLY

AND

IF

AT ALL

DOUBTFUL,

REPLACE.I

STORING HOSE SUPPLIES

Store

hose

in

a cool

spot.

Avoid exposure

to

sunlight,

fuel,

lubricants

and chemical

com-

pounds.

SUMMARY

Copper,

steel, aluminum

andplast ictubingis

used

in automotive

work.

Brake

and

steering

systems

MUST

use

double-wrappedbrazed

steel

tubing.

Handle

tubing carefully.

HOSECLAMP

Fig.

5-59.

nstoll

hose

clamp n

the

itt ing

side

oÍ

the

oised ib'

is

installed.

Use a smatl

amount

of

sealer

to

ease

installat ion

and

to

provide extraprotection

against

leaks.

Locate the elamps

so

that

they

may be

easily

reached

for

t ightening.

Tighten

securely.

Fig.5-60.

Hoses

attoched

by

using

snop-fyPe

spr ing

clomps,

screw-type

clomp

ond borbed

Íitting

with no clomp'

88



Tubing

ond

Hose

Tubing

should

be

cut with

a tube

cutter and

bending

should

be done

with

either

a

spring

or

mechanical

bender. Tubing

ends

must

be

square

and

all

burrs

removed.

Connections

are made

with

either

flared,

compression

or

pipe

fittings.

Flare

fitti.ngs,

3Z

and

45-degree,

SAE

and

inverted,

use a

flare

üat must be forrned with a flaring tool. DoubLe-

llare

all double-wrapped

steel

tubing.

Double-

flare

all high

pressure

applications.

When

installing

tubing,

avoid straight runs.

Support

long

runs and related

parts.

Protect

from

heat.

Assemble

both

ends loosely

before

final

tightening.

Compression

fittings,

sleeve

and double

compression

t¡pes,

are

quick,

easy

andsuitable.

lor

fuel,

lubrication,

vacuum, etc.,

lines. When

Cghtening,

be

sure to hold tubing

all the way

:¡r

the

fitting.

Compression

fittings

on

soft

plastic

*bing

require

a special insert.

Both

standard

and long nuts are available.

Pipe

fitt ings

use a tapered

thread. Theypro-

duce

a seal through

metal-to-metal

contact

rhen

tightened.

Connectors,

unions,

elbows, tees,

O-ring,

Cistribution

blocks,

shutoff

and

drain

cocks, are

the

commonly

used fitting t)pes.

They

are

available

for

either

flared,

compression or

pipe

connections.

-{utomotive

t¡pe hose uses

rubber,

Neoprene,

Buna,

and

other synthetic

compounds in its

con-

struction.

Nonreinforced,

single and multiple-

ply types

are needed.

Radiator

hose is

either straight, molded

or

flexible.

FueI

line

hose must be

resistant to

Easoline

and unless

plastic

is

used,

should

have

a

reinforcing ply.

Lubrication

system hose

nust

be

reinforced

and

oil resistant.

Power

steering

and brake hose

uses multiple-

Flv

construction.

Do

not make

up these hoses

-

buy quality

replacements.

Vacuum

wiper,

over-f low, windshield wash-

er,

etc.,

applications

often use

plain,

nonrein-

iorced

hose.

Hose

end

fitt ings

canbe

classed as

permanent

or

reusable.

Some hoses

are attached with

clamps.

Barb

type fittings, where used, provide sufficient

holding power.

Threaded

hose fittings

can

be of

the

flare,

compression

or

pipe

t¡pe.

When

installing

hoses,

avoid double bends,

twisting

and

sharp bends.

Protect

from heat,

noving parts

and

road

damage.

Sllit

old hoses for

easy removal

(barb

and

clamp

types).

Both

hose

and tubing

must

be

clean before

installation.

Where

sealant

or lubrication

is

used, it

must

be

compatible

with

the-

system

involved.

Support

fitt ings

with

a wrench

when

tightening

connections. Tighten

swivel

ends

last.

Use flare

nut wrenches.

Always

testthe finished

job

for

leaks

or malfunctions.

Protect stored tubing and hose from damage.

SUGGESTED

CTIVITIES

1. Cut

off

a

piece

of

copper tubingusinga

hack-

saw. Cut

another piece

using a tubing

cutter.

Is

there

a

difference

in

the

appearance

?

Which

one

made

the

best

cut?

2. Ream

and

double-flare

the

end

of a

piece

of

brazed

tubing. Follow

the

tool

manufacturerrs

instructions.

3.

Try

to

mqke

a tight

90

deg.

bend in

a

piece

of

copper

tubing

with your

hands. Did

th e

tubing remain round ? Try i t wi th both a spring

and mechanical

bender.

4.

Carefully go

over a

car lookingfortubingand

hose

fittings.

Make

a complete

l is t

of the

different

ones

-

elbows,

connectors,

tees,

etc. How

many

did

you

find?

5.

Check

the

same

car

for

different

types

of

hose.

List

each

hose,

the

system

it

serves,

type,

and method

of

attachment.

SIMPLE

JOBS

Flaring

tubing is

a

simple

job

compared

to

reboring

an engine. Measuring

the diameter of

a

crankshaft is

a breeze in

relation

to

obtaining

the proper

mesh

in

a set

of differential gears.

Selecting

the

proper

fastener

-

not very

compli-

cated.

Picking

the right

tool

-

nothing

to

it .

In

that

these,

and many

other

jobs,

are

relatively

simple,

students

often tend

to

over-

Iook their

significance

and

when

studying

a

textbook

or working

in

the

shop,

concentrate

only

on what

they feel

are

the

IMPORTANT

jobs.

The

experienced

mechanic, who

each day

performs

many so-called

simple

jobs,

witl be

quick

however,

to

inform

you

that despite

being

simple, they

are

very

important

and that many

major service jobs have failed

due to

careless

or improper

handling

of the

simple steps.

As

regards

the

simple

job,

remember

these

FACTS:

1.

They

must

be done.

2.

They

must

be done CORRECTLY:

3. Somewhere

along the

line,

you

will

have to

LEARN

HOW TO

DO THEMJ

ii

li

t¡

ir :

5

89



AutoService

ond

Repoir

Keep

this

in mind as

you

studythis

and other

texts.

Read EVERYTHING

carefully

and consider

EVERYTHING

you

read

IMPORTANT.

You will

be

glad you

didl

OUIZ

-

ChoPter

1, Tubing is widely used in automobiles. True

or

False?

2.

The

two

most

commonly

used tubing

ma -

terials are-and-.

3.

When

removing

tubing

from

a

ró11, lay

the

roll

flat

on

the bench and

pull

the free end

upward.

True

or

False?

4.

The

more tubing

is

worked,

the softeritbe-

comes.

True

or

False?

5. Double-wrapped,

tin-plated

brazed steel

tubing

is

suitable

for

brake line

work.

True

False ?

Plastic

tubing

cannot

be used

for any auto-

motive work. True or False ?

A-

-is

ideal

for

cutt ing

tubing.

After

cuttrng, remove-and

while doing

this,

hold the

tubing end-.

To

make sat isfactory connections,

tubing

must

be cut_.

Always

-double-wrapped

steel

tubing.

11.

What

are two

flare

angles?

12.

What is

the

first

forming step

called

when

making a double-lap

flare?

As long as

the f lare is the correct

angle,

it

can

be slight ly cocked

to

one side.

True

or

False ?

The_should be

placed

on

the tube

be -

fore flaring.

15.

Tubing

can best

be bent

by using either

a

-or

a-bender.

16. A

few

particles

of dirt,

metal, etc.,

as long

as

they are small,

can

be left

in the

tubing

without harm.

True

or

False ?

1?. Straight

runs of

tubing shouldbe

made

when-

ever

possib le. True

or

False?

18.

When install ing, connect the-legfirst.

19.

If

you

force

fittings that start

hard,

youwill

-thread

them.

20. When

fi tt ings

are

properlyaligned,

theymay

be

given

turns

byhandbefore

a

wrench is needed.

21. When making long tubing

runs, be

certainto

-the

tubing.

22.

Always

use

_to

tighten

tubing

fi ttings.

23. What is the

basic d i f ference

betweenanSAE

flare

and an

INVERTED

flare fitting?

24.

Tubing

bends

should start at least_

of the fitting nut from

the actual

connection.

25.

Brake

line

and

power

steering tubing shouÍd

26.

Name

two t¡pes of

eompression

fitting.

27. Compression fittings are generally used

where_pressures

are

encountered.

28. When

using a sleeve

compression

fitting

on

soft

plastic

tubing,

an_is necessary.

29.

On

a flare fitting,

after bringing the nut

up

solidly, how much more

of a

turn

of

the

wrench is

requi red?

30.

On

new

compression

fittings,

how much

should the wrench

be turned

afterthe sleeve

grasps

the tubing

-

for

ll8

-

|

/4

in. for

5/16 in .

and

for

3/B to

1

in.?

31. After f i rm

hand tightening, how many turns

are

necessary for

pipe

fittings

?

32. The_compression fitting WILL handle

high

pressure.

33.

As

opposed to the standard nut, the

long

nut

provides

better resistance to_.

34.

Install

drain

cocks so that the

confinedfluid

rests against the_and not

the_.

35.

Pure

rubber hose would make

a

fine fuel

l ine

connection.

True

or

Fa1se?

36.

Name

three

basic types of radiator hose.

37.

Double

bends

will

prolong

the life

of

hose.

True

or

False

?

38.

Brake

hoses

are of_plyconstruction,

39. It is

not necessary

to secure long runs of

hose. True or Fa1se?

40.

Barb

type hose fittings

use clamps.

True

or

False

?

41. What is

meant by

skiving a hose?

42.

In

determining

how

sharp a

bend

a

hose

shoul.d be subjected to, what handy

rule

would

you

use

?

43. If

a

hose Looks

good

on the

outside,

it wil l

surely be

good

on the

inside. True

or

False?

44. A

small amount of

_will

make

radiator

hose insta l la t ion

easier and wi l lhe lptopre-

vent

seepage.

45.

Describe

three types of

hose

clamps.

46.

Hose

should be stored

in

a

warm dry area.

True

or

False ?

be

n

il

7.

'

'i r

iri.

9.

1l

' '

10.

13.

1^

r

l

ii

i

i

^n

48 .

49.

When tightening

hose

or

tube

fittings,

always

-the

fitting body while tightening the

nut.

Tighten the_end of the

hose

lást.

The word

DRYSEAL refers

to

a

special

pipe

thread sealer.

True

or

False

?

90



50.

Study the following

drawing

of a theoretical

tube

installation.

All fittings

are

missing.

Can

you

name the

correct

fitting

for

each

c onnection ?

A list is

provided.

Some

are needed,

some

are not.

Write down

the number

of eachmissing

fitting

and directly

opposite

it write

the name

of the

fitting you

have

chosen to use.

Mcle

Run

fee.

Femole 45 deg.

Elbow.

Femole

Run fee.

Distri6urion Bloc/<.

Mole 45 deg.

Elbow.

Mole

Connecto¡.

Tubing

qnd

Hose

Femole

Conneclor.

Union

Cross.

Femole Broncfi Tee.

Bulkheod Union.

Stroight Union.

Mole

Double

90 de7.

Elbow,

Femole

Double

90

deg.

Elbow.

45

deg.

Street Elbow,

Pipe

Coupling.

Mole 90 deg. Elbow.

Mole

8¡oncfi

lee.

Union

Tee.

PIPE

E

(J ',,

\ \@

Ai

%Nff i

@)

ñr.

v

tt*l

r--ll -l

' r l l

l l

-

l i l i lá

ill il:

UJ

[=l

\#/

\I-L--l

A

Fig.5-61. l .S.O.

rype

of l lare is

sñown in

A.

B

and

C

depict

vorious

fiose litting mounting

Ílange sáopes.

(Chev¡olet)

Y)'

q

9l



Auto

Service

ond

Repoir

Longi tudinol

secf iono/

v iew of

Fiot

4-cylinder

overf ieod

camshoh engine.



Chapfer

6

WIRE

AND

WIRING

New

wiring,

properly

installed, is

relatively

trouble

free but

as the

car ages the

wires

tend

to

deteriorate from

exposure to heat,

oi1,

gas,

fumes,

acid, vibration,

etc. Vehicles

damaged

by

coll is ion or

fire

often

require

extensive re-

wir ing. The

auto mechanic

shouldbecomefamil-

iar

with

types of

wire,

sizes,

insulation,

con-

nections

and

general

installation

procedures.

PRIMARY

WIRE

The primarywir ing

handlesbatteryvoltage

-

6,

12 and in

some commerc ia lvehic les,24vol ts .

It

has

sufficient insulation

to

prevent

current

loss at these

voltages. All wir ing

circuits inthe

car, with

the exception of

the

ignition

high ten-

sion

circuit, use

primary

wire. NEVER

US E

PRIMARY

WIRE

FOR

SPARK

PLUG

LEADS.

SECONDARY

IRE

Secondary

wire

is

used i n the ignition sys-

tem high tension circuit - coil to distr ibutor,

distr ibutor

to

plugs.

I t

has

a

heavy

layer of

in-

sulation

to

afford

protection

against excessive

corona

(loss

of electrons to the

surrounding

air)

which

could impart suffi.cient

current

into

an adjacent wire

to cause it to

f i re

a

plug. This

action

is known

as cross-fir ing.

Even

with

good

insulation

i t

i.s important to

arrange spark

plug

leads

so that

leads to

cylinders

that fire

con-

secutively

are

separated.

Fig.

6-1,

shows the

relative

difference in

the amount of insulation

on

primary

and secondary wires.

STRANDING

t

PRIMARYWIRE

STRANDING

ATERIAL

Sof t

copper is

widelyusedforwi re

st randing.

It

is

an excellent

conductor, bends

easily and

solders readily.

Aluminum also

is

employed to

some

extent.

Copper,

sta in less steel , carbon

impregnated

thread

and elastomer

type

con-

ductors

are used for

secondary wire stranding.

The carbon impregnated

thread and

elastomer

type

(Duoprene

G,

for

example) impart a

con-

trol led

resistance

(about

10,000 o 20,000

ohms

per

foot)

in

the secondarycircuitto

reduce

radio

interference.

WHEN WORKING ON THE IG-

NITION

SYSTEM, HANDLE

RESISTANCE TYPE

HIGH

TENSION

WIRES CAREFULLY.

SHARP

BENDING

AND

JERKING

ARE

APT

TO

SEP-

ARATE

THE

CONDUCTOR,

THUS

RUINING THE

WIRE.

WHEN REMOVING OR

INSTALLING

SUCH LEADS,

GRIP THE INSULATION

BOOT

-

NOT THE

WIRE:

Resistance

t¡rye wires

may

be identif ied

by

such

letters

as

IRS,

TVRS,

etc.

Automotive wiring uses stranded (conductor

made

up

of a number

of small

wires twisted

together)

conductor .

wlRE tzE

Each

conductor size

(do

not

count the thick-

ness

of

the

insulation)

is

assigned a number.

The

larger

the number ,

the smaller

the wire.

The

Ameriean

or Brown

and

Sharpe wire

gauge,

is

the

commonly used

standard for

wire

s ize;

To

find

the

gauge

of a

solid wire,

simply

measure

it with

a

micrometer

and locate

this

answer or nearest one, on a wire gauge chart.

Moving

across to the wire

gauge

column, de-

termine

the

correct

wire

gauge.

To find

the

gauge

óf a stranded

conductor,

count the

number

of strands.

With

a microm-

eter, measure

the diameter

of

ONE

strand.

Square this

answer

and

multiply

by the number

of

strands.

This

wi l l

g iveyouthecross

sect ional

ig.6-1. More nsulotion s

reguiredon

secondory

wires.

93



Auto

Service

ond

RePoir

area of

the conductor

in CIRCULAR

MILS.

Locate

this

(or

the

nearest

one)

number

on the

chart.

Directty across,

under

the

wire

gauge

column,

determine

the

gauge.

Special

steel

gauges

ar e

also

available

for

quickly checking

wire

gauge.

Fig.

6-2, shows

a

portion

of

an

AWG

(American

Wire

Gauge)

chart.

AMERICAN

WIRE DIAMETER

CRO55

sECTIONAL

AREA

WIRE GAUGE

IN INCHES

IN'CIRCULAR

MILS

properties.

Silieone

secondarywire

nsulation

s

very

heat resistant.

TERMINAL

TYPES

Wire end

terminals

(connecting

device)

ar e

offered

in a

myriad

of shapes

and sizes.

In

general, primary terminals may be classified

as

spade,

lug,

flag, ro11, slide,

blade,

ring

and

bullet

t¡pes.

They

may either

be

solderable

or

solderless.

They

are

generallymade ofcopper -

often

tinplated.

See

Fig. 6-3.

BATTERY

ABLE

TERMINALS

Although

new battery

cables

(with

factory

installed

terminals)

are

generally used

to re-

place

a

used cable

with

a corroded,

useless

terminal,

it is occasionally

desirable

toreplace

only

the

terminal.

A number of

different types

are available, Fig. 6-5.

='99'

tert

Fig.

6-5. Typicál

battery

cobles

ond te¡minols.

l-Solenoídfo

stort-

e¡

coble.

2-Bottery

ground

cable. 3'Engine

ground

strop'

4-Bot-

tery fo solenoid

coble. S-Closed

bo¡rel

terminol. 6'Open'split

bor¡el

lerminol ,7-Closed

bonel

te¡minol '

Nore

f lot the

ground

coóles

[ove

no insulolion

ond are of

o woven

conslrucfíon.

Regu-

lor insuloted

batlery

eoble

is olso

used

lor

ground

cohles'

Terminals on

battery cables

should

be

SOLDERED

ON. This will insure

a

good

con-

nection

with no appreciable

voltage

drop

(lower-

ing

of

line voltage

due toloose,

dirty or corroded

connections).

It will also

protect

aga,inst

th e

entry

of

battery

acid and

fumes.

The soldering

technique

will be

covered

later

in this

chapter.

TERMINAL

LOCKS

The

terminal

block

is used

to supplycurrent

to several cireuits

from one

feeder

source.

Th e

hot

wire

(wire

connected

to source

of electric-

0000

.4ó00

000

.40964

00

.3648

0

.32486

1 ,2893

2 .25763

3

.22942

4

.20431

5 . l8l94

6 ,16202

I

.12849

l0

.10189

12

.080808

t4

.0ó4084

ló .05082

I

8

.040303

20

.0319ól

22

.025347

24

.020t

26

.01

94

28

.012641

30 .01

02 5

2l ló00

ró7800

133100

I 05500

83ó90

66370

52640

41740

Q?l n?

262s0

I ó5',I

I 0380

ó530

4107

2583

1624

1022

642.4

404.0

254.1

I

59.8

I 00.5

Fig.

6-2.

Ame¡icon

Yl i re Gouge

Cho¡¡-

Not

ol l s izes

ore sf iown')

INSULATION

Plastic

of

various

kinds,

is used

for' auto-

motive

wire

insulation.

Rubber

is sometimes

used.

Plastic

is

highly

resistant

to

heat, cold,

fumes,

aging,

etc. It

strips

(peels

off)

easily

and offers

excellent

dietectric

(non-condueting)

ffiffiffiMeW

WWNWNNE

Fig. 6-3'

Comnon

pr imory wire te¡minol

ypes. I -Mole

sl ide. 2-

Bitlet

o¡

sndp-in. 3-Femole

snop'on. 4-Butt

connectot

(must

be

crimped), 5-Tfi¡ee

woy connector.

6-Female

slide. 7-Bullet.

8-

Femole

sl ide.

9-Lug.

t l -Ring.

l l -Hook.

l2-Spode,

l3-Rol l .

l4-Flog.

l5-Fenole

bul lef

connecfor.

(Belden

Míg. Co')

l5

4

3

2l

0

94



: ly)

is

attached

:s

connected to

:1ate) ,

Fig. 6-6.

INSULATING

WASHER

to

one terminal.

This

terminal

all

others by

a bus bar

(metal

TERMINAL

SCREYI

BUSBA R

EASE

MADE

NONCON

UCTIVE

MATE

RIAL

Fig.

6-6,

One

type

ol te¡minal6/oc/<.

Norice

how t/re one hot

wire

is ottocfred o fhe 6us bor lhus supplying cuilent to t/re other leods.

JUNCTION

LOCK

The

junct ion

block

serves as

a commoncon-

nection

point

for

a number

of

wires. I t

may be

of the terminal

screw

or the

plug-in

type.

Un -

like

the

terminal block,

the

junct ion

block merely

connects

one

wire

to a

corresponding

wire

on

the

other side.

There

is

no common bus bar,

Fig.6-7.

DIVIDER

HOLE

FO R

TERMINAL

SCREVI

NONCONDUCTIVE

BASE

Fig. 6-8.

Fuse

ó/ock.

Fuse

ólocks

often contoino

number f

fuses.

See use block in Fig.6-9.

FUSE

BLOCK

The

fuse

block is

similar

to the

junct ion

block

except

that a fuse is

inserted

between

th e

connecting

points.

This

protects

each

circuit

against

electr ical

overloads,

and

groups

anum-

ber

of

fuses

in

one locat ion,

Figs.

6-8and

6-27.

WIRING

HARNESS

In

an

automobile,

various sect ions

of wir ing

are made up in units withcommonwires (located

in

same

area)

either

pulled

through

loom

(soft

woven insulat ion

tube)

or taped

or t ied

together.

This speeds installat ion,

makes

a neat

package

and

provides

proper

securing

with

a

greatlyre-

duced

number

of c lamps

orc l ips.

Fig.6-g

shows

port ion

of typical

wir ing harness.

Fig.6-9.

Typicol

wir ing

Áorness.Nole fhe

fuse block ond

use of

plug-in

type

connectors.

COLOR

ODING

A11

automotive

wiring

is

color

eoded

(each

circuit is

given

a

specif ie color

or

number

of

colors) to

assist the

mechanic intracing

various

circuits.

Manufacturers

publish

wiring diagrams

that

show all

wires and color

or colors of each.

BA RU5

, l

a

:

,

f

{

I

:

,t

,

a

:l

1

rt

i,

,.

¡

i

Fig. 6-7. Junction 6loc/<.

Screw

ype.)

95



f ig.

6-10.

Vl i r ing

diagrom

or

stor lersystem.

lG.M.C.)

After

aging or exposure to dirt

and oil, some

wires

are diff icult

to identify by

color.

In

this

case,

t race the wire

back

to

where

it

enters the

harness. Then,

cut away a small

port ion

of the

harness

covering.

This

wil l expose

a clean

portion

of the

wire

so the

color

may be readily

determined.

WIRING

DIAGRAMS

A wiring diagram

is

a

drawing

showing

electrical

units and the

wires

connecting them.

Such a diagram is helpful when

working

on the

F¡g,

6-10A.

Qverol l

wir ing diogrom for the l ¡ont

hol{ o{ ¡he

cor.

f . fole

use ol sym6ols ond

colo¡

coding,

(lmericon

llotors)

]

*

EL€CT RIC

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Wire

qnd

wiring system.

As

mentioned,

wiring

diagrams

are

available

in

various

shop

manuals

and

in

some automotive

reference

type

books.

Use

themi

Fig. 6-10, shows

a

typicalwiringdiagram

for

a speeifie

unit.

The modern auto

electrical

system

is becoming

more complicated

each

year. Many

manufacturers

break

down

the

various circuits into separate diagrams, (Fig.

6-10),

as

well as

providing an overall

diagram

showing the

entire

electrical

system.

Fig.

6-10A

shows

an overall

diagram

for the

front

half

of

the auto.

See

Figs.

6-10 and

6-104-

ELECTRICAL

IRING

YMBOLS

There is a

wide variation

in

the use

of auto-

motive electrical

symbols.

Some

companiesuse

their

own

drawings

for sorne

units and

standard

symbols

for others.

The

units

basic

internal

circuit

is

sometimes

shown

and

in other

dia-

grams, symbols are used for all units. Fig.

6-108,

il lustrates

a

number

of

typical

symbols

widely

used

in automotive

electri ial

diagrams.

SELECTINGORRECT

IRE

GAUGE

Line

voltage,

electrical

load and

wire length

are

the

three

important

factors

in

determining

correct

wi re

gauge

or s ize.

Keep in

mind

the

fact that

as

wire

length

INCREASES, resistance

(with

resultant

voltage

drop)

INCREASES.

Resistance

causes

the con-

ductor to

heat.

Excessive resistance

can

heat

i t

to

the

point where

the

insulation

will

melt and

the wire

burn.

As wi re

size

INCREASES,

resistance

DE-

CREASES.

A

simple

rule

then

would be

to state

:hat

to

prevent high

resistance

andvoltage

drop,

rvire

size

must be

increased

as

length

is

in -

creased.

It is obvious

then,

that

with

a

given

voltage

and

load,

a

wire

20

ft. Iong

must

be of a

Iarger

gauge than

one

2

ft. long;

The electrical

load

imposed

on

a

wire

is

merely the sum

of

the

individual

loads

of each

unit

serviced

by

that

wire.

Common

automotive

system

voltage

is now 12

volts.

Some com-

mercial vehicles

use

24v.

Most

carrs

produced

a

number of years ago used 6v. systems.

Most wire

manufacturers

furnish charts,

simi lar to

that shown

in

Fig. 6-11,

to assist

the

mechanie

in

proper

gauge

selection.

To

us e

the

chart

shown,

determine

the

total length

of

the wire needed.

The wire lengths

shown

in the

chart are

for

a single

wire

ground

return

(n o

Fig. 6-108. Electr icol

sym6o/s

commonly

sed in oulomofive

ing diograms.

wire needed

from the

unit as

the

frame or

metal

parts

of

the ear

act as

a return

ground wire).

I f

install ing a

two-wire

circuit

(one

wiré

to the

unit and

another

from the

unit to

ground), count

the length of

both

wires.

Next

compute

the total electr ical load to

which

the

wire witl be subjected.

Be

certain

to

figure the load

of

ALL units

concerned.

If the

load

will fluctuate,

use

the

peak

load

figure.

The

load

may be

figured in

AMPERES,

WATT-

AGE

or

CANDELA-

(Candel.a

is the

international

term

for

candlepower.)

W

ring

^

IRCUIT

BREAKER

?

RHEOSTAT

++

wlRES

CROSStNG-

NOT CONNECTED

rvtREsRosslNG.

CON ECTE

(rdrh)

\¡_,

LAMP.DOUBLE

F

LAMENT

f r ¡n l

u.v

LAMP

SINGLE

FILAMENT.

NsULATED

LAMP-SINGLE

FI

LAMENT.GROUN ED

-4-

TE RMINAL

-*-

SPLICE

4>

swtTcH

I

.<

ts

PUSH.PULLSWITCH

i l

GROUND

{AAr

RESISTOR

¡<

CONTACTPOINTs

-

FEMALE

PU5H.ON

CONN CTOR

MALE PUSH.ON

CONNECTOR

foooo

JUNCTION

BLOCK

-rTdfor

INDUCTIVE

RE5ISTAN E

-l

t t t t t+

. | lr lr l l l | l | l-

BATTERY

I2 VOLT

DIOD

ZENOR DIODE

-

<-

SPARK

GA P

_o-

;F

2 WIREMALE

PUSH.ONCONNECTOR

n

trft

Y

STARTE

GENE AT

TRANSISTOR

PUSH.ON

CONNECTOR

*re

SPRING

SWITCH

r-T-r

--a

(u

(Df

-

OLENOID

WITCH

i

]

r

i

*

*

CONDENSER

la

t \

FIXED

CAPACITOR

VARIABLE CAPACITOR

NEGATIVE

-L

POStTIVE

:

J

1

INDUCTION

OI L

97



When

the

load is

determined,

look

on the

chart

under the

correct

voltage

column for

the

nearest

listed

load.

Move

across

the

charthori-

zontally

until

under

the nearest

listed footage.

This

will give

you

the recommended

gauge.

For

example,

say

you

have

a l2v. system,

a

computed

electrical

load

of 20

ampereb

and

a

wire length of 15 feet, Locking on the chart you

will

f ind

the

recommended gauge

to be

No.

14.

For

the

same

load and

length

butwitha

6v.

sys-

tem,

the

recommended

gauge

is

10.

You

will

not ice

that

a 12v.

system

uses

a smaller gauge

wire

than

a

6v.

system.

Using

a l .arger

gauge

than necessary

will

cause no

part icular

harm

unless

the

wire

being

replaced MUST

produce

a

specific resistance

in

the

ci rcui t ,

F ig. -6-11.

Auto

Service

qnd

Repq¡r

CORRECT

STYLE

Fig. 6-12.

Some

common

e¡rors.in terminol

selection.

SELECTING

ROPER

ERMINALS

After

the wire gauge

is

determined,

select

the

proper

size

and t¡pe

terminal.

The

terminal

selected

must

be

suitable for

the unit

connecting

post

or

prongs.

It

must have

sufficient

current

carrying

capacity

and

should

be heavy

enough

to prevent breakage through normal wire fLexing

and

vibrat ion. Fig.

6-12,

shows

some

common

errors

in

terminal

selection.

Arrange

terminals

so they

have

clearance

from

metal

parts

that

could

ground

or

short

them

out. On

critical

applications

or where

heavy

vibration

is

present,

use

a terminal

such

as the

ring

t¡pe

that

eompletely

encircles

the

post.

In

the

event it

loosens,

the wire

will

not

fall

off.

0. 5

1. 0

t. 5

2. O

2. 5

J.J

4. 0

5. 0

5i 5

ó. 0

9. 0

l0

tl

12

l5

20

25

75

10 0

1. 0

t. J

2

4

5

ó

l0

ll

12

IJ

20

22

21

30

,t0

50

t0 0

15 0

20 0

10 8

12 0

t3 2

11 1

6

12

21

3ó

18

ó0

12

l8

24

3ó

51

ó0

66

3

8

l2

l5

20

25

JJ

10

15

óo

70

80

90

10 0

ó

t8

'ro

t8

ló

l8

21

l8

30

t8

10

t8

50

t8

ó0

't 8

70

l8

80

t8

90

't 8

100

l8

120

t8

140

l8

lóo

t8

r80

t8

200

*t

8

l8

t8

tó

t2

t0

lo

l8

t8

l8

l8

ló

11

t4

t1

t2

t2

12

t2

to

to

't 0

I

8

ó

ó

6

2

I

o

l8

l8

't 8

l8

ló

ló

ló

t1

11

't 2

l2

t2

l0

to

lo

't 0

l0

6

ó

1

2

I

t8

l8

l8

t8

t8

l8

t6

tó

tó

t1

11

11

t2

t2

lo

lo

t0

to

8

8

1

2

2

't 8

t8

I8

l8

t8

't 8

tó

't ó

ló

't ó

t1

t1

t2

t2

l0

to

lo

l0

I

8

I

2

2

t8

t8

I8

't 8

t8

't 8

¡8

l8

ló

ló

tó

¡ó

t1

t1

12

t2

t2

t0

t0

to

6

1

4

l8

l8

t8

l8

t8

l8

t8

t8

l8

't 6

l6

ló

l1

t1

l4

t2

12

l0

't o

to

6

I

1

8

t8

t8

l8

l8

t8

t8

't 8

l8

l8

l8

t8

l8

ló

ló

ló

ló

l, {

t2

t2

to

I

6

t8

l8

tó

t1

t2

12

t0

t0

to

¡o

8

8

I

8

6

6

6

1

2

2

0

oo

1/o

l8

l8

ló

t1

t2

l2

t2

lo

'1 0

t0

t0

to

8

6

8

6

6

I

a

2

I

oo

1/ o

*

I 8 AwG

¡¡d¡cot.d obovc

lh¡s inc

could be 20 AwG

cl.clr icolly-

| 8 AWG

is rcconmendcd

for m.chon¡col

¡tr.ngth.

Fig.

6-ll.

Wire

gauge

selecfíon

cho¡t. Vlire

lengtfis

sñown

o¡e Ío¡ o

single wire

ground

return,

(Belden

Mlg.

Co.)

ffiffi&@

RONG TYLE

ONNECTOR

EODY

¡ó

l8

t8

t8

l8

l8

t8

l8

l8

l8

l8

l8

t8

l8

t8

t8

t8

tó

ló

't l

l2

lo

8

l8

t8

l8

l8

l8

t8

l8

t8

t8

l8

l8

t8

l8

tó

ló

ló

tó

ló

t1

t2

l0

8

8

98

TERMINAL



.

Wire

ond

Wir ing

li

OPEN

BARREL

^-'Y)

6l

LOSED

BARREL

ATTACHING

ERMINALS

Terminals

maybe

either

soldered

or

crimped

in

place.

Crimping

is

fast and

forms

a

good

connection.

Soldering,

if

properly

done,

forms

an

excellent

connection

and,

in some

cases'

may

be

desired.

It

is

possible

to

both

solder

and

crimp

a connection.

Solder

forms an elec-

trical

path

and

is not

depended

on

for strength'

Aluminum

wire

requires

crimpedterminals'

CRIMPING

TERMINALS

A crimping

tool

is

shown

in

Fig'

6-13'

it

wil l

eut

and

strip

the

wire

anwell

as

form

a

proper

crimp.

size

for

the

wire

used.

NEVER

CRIMP

A WIRE

WITH

THE

CUTTING

EDGE

OF

A

PAIR

OF

PLIERS.

This

would

crimp

the

barrel

but

would

also

weaken

it ,

Fig.

6-14.

SOLDERING

TERMINALS

Terminals do not have to be especiallymade

for

soldering

but

the

lip-type

terminal

tang

lends

itself

to

soldering

better

than

the

closed

or

open

barrel

tang,

Fig.

6-15r

INSULAf

ON

TANG

Fig'

6'13'

Crimping

tool'

(Cole-Hersee

Co'l

The first step is to strip the insulation

back

for a

distance

equal

to

the

lengthof

the

terminal

barrel.

The

wire

is

then

shoved

inio

the

barrel

and

while

being

held

in,

the

crimping

tool

is

placed over

the

spot

to

be crimped'

Be

sure

to

use

the

proper crimping

edge.

The

handles

are

qrru d

together

and

the

terminalbarrel

f irm-

ly

crimped

to

the

wire.

Follow

the

tool

manu-

fácturers

instructions.

Use

the

correct

barrel

CRIMP

I

@

tt

|NSULAT|ON TER$INAL

Fig'

6'15'

Terminol

tangs'

To

solder

the

lip

type,

strip

the

wireback

as

shown

in

A,

Fig.

6-16.

Insert

the

wire

as

shown

in

B. Crimp

the

wire

hotding

lips,

one

after

the

other,

tightly

over

the

wire

then

carefully

fold

the

insulation

tang

around

the

insulated

portion

of

the

wire

as

in

C.

INSULATION

TANGS

WIREHoLDING

LIPS

M:d

Eio

'l;*

^t-fu

Fig.6-16,

Soldering

ip

rype

terminal '

Using

ROSIN

CORE

(NOT

ACID

CORE)

wire

solder,

pt a

drop

of

solder

on

the

holding

tips.

Iiotá

the

iron

in contact

with

the

drop

until

it

flows

into

the

lips

and

wire'

Do not

hold the

iron in contact with the terminal anylongerthan

necessary

as

this

tends

to

melt

the

insulation'

When

soldering

the

open

barrel

t¡rpe'

strip

as

for crimping.

Tin the

exposed

wire

end

(coat

with a

thin

layer

of

solder),

insert

in

the

barrel

and

while

holding

the

exposed

end

upright'

heat

socket

with

the

iron.

While

heating,

keep

wire

solder

against

socket

end.

Whenthe

solder

melts'

INSERT

TTIRE

Fig.

6-14.

CrinPing

o

terminol '

99



Auto

Service

ondRepoir

f low it

into

the

barrel.

Make

certain

a sufficient

amount

enters.

Hold

the

iron

in

place

for

a few

seconds

longer

to

allow

the

solder

to

bond

to

both

barrel

and wire.

Barrel

may

also be

cri.mped

if

so desired.

Crimp

before

soldering

Se e

Fig.6-17.

barrel

until

about

one-quarter

futl.

While

retain_

ing

the

heat

with

the

torch,

force

the

tinned

cable

down

into

the

socket.

When

it

slips

in

the

fut l

depth,

solder

will

flow

up

and

over

the

tip of

the

barrel.

Hold

the

heat,

moving

the

flame

around

the

terminal

outside,

fon

a

fewsecondslongerro

allow

the

heavy

cable_,íó

heat

up

andbond

firmly

to the barrel. Remové heat andholdcable steady

until

solder

sets.

CooI

under

a cold

tap.

.Dry

terminal

and

cable

insulation

and

then

apply

plast ic

tape

as

shown

in Fíg.

6-1g.

For

open

barrel

termi.nals,

t in

both

cable

and inside

of

sTRtP Tt N

TINNED

\

_l

¡E3

\

r

_

t

É*E

^:

isii:F"l

Ün(-

U"

SOLDERING

IRON

Fig.6-17.

Soldering

orrel

ype

erminol

ong,

The

closed

barrel

type

should

be heated

an da

small

amount

of solder

flowed

into

the hole.

While

keeping

the

barrel

hot,

press

the

tinned

wire

into

the

hole. HoId

the iron

in

place

fo r

several

seeonds

to insure

bonding.

For

more

complete

instructions

on

the

use

of the

soldering

iron,

see the

chapter

on

solder-

ing,

brazing

and

welding.

When

an insulator

boot

is

to

cover

th e

terminal

tang

or

when

attaching

slide

type

terminals

that

wil l

be

snapped

back into

a

housing,

always

slide

the

boot,

housing,

erc.,

on

the wire

before

soldering.

SOLDERINGBATTERY TERMINALS

The

common pract ice

is

toreplace

the

entire

battery

cable when

the

terminals

are

no

longer

f it

for

use. However,

if

it

becomes

necessary

to

install

a new

terminal,

use

the following

procedure.

Cut

the

cable

back

far

enough

to

remove

th e

corroded

section.

Peel

the

insulat ion

(ground

cables

often

have

none)

back

equal

to the

depth

of

the terminal

barrel.

place

the

terminal

in

a

vise,

open

barrel

end

up.

Using

an

acetylene

torch

(low

heat,

flame

rich in acetylene) heat the stripped cable end.

Using

rosin

core wire

solder,

f lowsolderfreely

into

the

wire

unti l

all

strands

have

been

tinned.

It

may

help

to rub

onalit t le

rosin

tJrye

soldering

paste

to

assist

with

t inning.

Place

a

dab

of

solderingpaste

inthe

terminal

barrel.

Hedt

with

the

torch

(keep

flame

on

out-

side

of terminal).

When

hot,

f low

solder

intothe

Fig.6-18,

Soldering

o battery

terminol.

I-Cut

oÍl

corroded

sec_

tion.

2-Strip.

3-Tin.

4-Tin

borre

and

odd

solder.

S_lnserr

co6le.

6-Tape.

res@N

Wwffi

Fig..

6-19.

Spork

lug

wire

ferminols

ond boots.

I, 2,7-dist¡ ibutq

end te¡minals.

3,

4, 5,

6,8,

l l-spork plug

end

terninols.

9-Right

ongle

distr ibutor

end

6oot.

l I-F lexible plug

end6oor.

l2_sropies

{or

use

with ¡esistonce

type

wire.

I3-Replocemen

plug

wire with

.

6oofs

6onded

to

wi¡e.

t00



SX

barrel

heavily.

While heating, slide

together

as

above. Do

not try

to solder

battery terminals

mith

a soldering

iron

-

it

will not

produce

s':¡fficient heat.

ATTACH¡NG

PARK

LUG

WIRE

TERMINALS

Fig. 6-19, shows various spark plug wire

:erminals. The

boots

shown

protect against

noisture

and dirt

than can

cause

flashover

fspark

jumping

to

ground

along

the outside

of

:he plug porcelain

top).

Ready-made

sets

often

bond

the boots

to both the

terminal and

wire for

added

proteetion

against

flashover.

When

Selecting

plug

end terminals,

choose

a

shape that

will

snap

on the

plug

without bending

:he wire

sharply.

The

same applies

to distributor

terminals, Fig. 6-20.

Although

some

plug

end terminals

have a

sharp barb that is designed to

penetrate

th e

r.nsulation

and contact

the

wire

(as

well

as

pro-

viding holding

power),

it is

good practice

to

strip the insulation enough

to

allow

the

wire to

be

bent

around

and

laid

against

the outside of

'üe

insulation,

This insures a

good

electrical

contact. See

A,

Fig.

6-21. Some distributor

en d

terminals,

such as that

in B,

Fig.

6-21,

have the

barbs

both at the

sides and end. Wire

stripping

:s not

necessary

i f the barbiscarefu lly inserted

i¡rto the wire

end.

When attaching

terminals

to

resistance type

plug

wires,

always

use staples.

The

staple is

pushed

up

into

the

wire,

thus

in -

suring a large

contact

area

withthe specialcon-

ductor, C,

Fig.

6 '21.

JOINING

IRE

ENDS

In

addit ion

to the terminal,

fuse and

junction

blocks, wires

may be connected

together

by

soldering,

crimped

butt

connectors

and

slide

or bullet-tJ¡pe connectors.

If

the

wire

ends

ar e

being

joined

permanently,

soldering

orbutt con-

nectors work

very

weIl,

Fig.

6-22.

The

slide and

the bullet-type connectors

are

used where the

wires must be separated at some

future time.

The

appropriate slide

or

bullet

terminals

are crimped

or soldered

tothewires.

They are then snapped into the connector body

and the

two halves

plugged

together,

Fig. 6-23.

INSfALLING

WIRE

Install the wire, make certain

terminals

an d

posts

are clean, conneót

terminals and

tighten

securely.

Lock washers

should

be

used on screw

PLUGWIRE

Fig.

6-20.

Cfioose

o le¡minal

shope

hot

wi l l a l low the wjre

to

6e

al tached

without

sharp

bending,

The

wire in

B

wi l l

soon

oi l ,

TE

RMINAL.

/5TR|P

-\

áe@ B

@r-

Kr-- t - . ' ,

off i , *

*w

INSERT

STAPLE

nestsl ¡xce

TYPEWIRE

Fig.

6-21.

Attaching

secondory

wire terminols.

A-Attaching

o

plug

end lerminol to o

regulor.(non-resisfonce) pork

plug

wire.

B-Attoching o distr ibutor end terminol , C-Using o sfop/e wfien

ottoching

o terminol to resistonce

type wire.

srRtP

\-

STR¡P_

INSTALL

OO-T

-\..

\ \

¡

F--

\-

:-

--s----7r------á+]

TWIST

-

INSERT

N CONNECTOR

>-^

\

M---

5--ErE¡

ALIGN

\

BOOT

\

;..---

r r i l l l t tT-_]

5--EJEf-- l

A

Fig. 6- 22, J oining

wires

B

by solderingA

or using

o crimp type butl

connecfor .

'J" ' ] :

f_---__--F

I:

3, ATTACH TERMINALS

AND CRIMP

4,

TERMINALS

NAPPED

INTO

HOtJSINGS.

HOUSINGS LUGGED

TOGETHE

type

guick-connecf.

101

Fig.6-23. Joíning

wires

by using the sl ide



w

ttrz

@

re^/tg=

Auto

Serviceond

RePoir

ffi

cy's

s_

e*ffi-

É*r

ñ@E

I

I

Fig.

6-24. Yliring

instollation

hints. A-Connecfions

musf 6e

CLEAN

and BRIGHT.

B-Use

grommets

o

Prolect

wire

possing rhrough-thick

metol. C-Tope

common

wires fogelfier. D-Avoid

moving

porls

when

locoting wíres' E-Sup-

'porr

with suitolle

clomps.

F-AIIow

some

slcck

when wire

runs to o unit

thot moves. G-Connecfors

musfáepusfted

together

tightly. H-llse

6oots on

terminol

tongs

and select terminols

Éeovy enough

(or

the

iob,

l'Tighten

termi-

nil ¡n

o

fo ;iion

AWAy FROM

metol

-

use

6oots olso. J-Hondle

resislonce

plug

wires

by

grasping tfieboots.

lLi

. rl

$

I

.,)l

: ' l '

1l

and

post

connections.

Stip

insulatorboots,

where

used,

over

exposed

terminal

tang.

If

of

the

slide

or

bullet

t¡pes,

shove

together

tightly

andeheck

to see

that the connection

is secure.

Keep all

wiring away

from

the exhaust

sys-

tem,

bily

areas

and

moving

parts.

Secure

in

place with mounting clips.or clamps. Fasten in

enough

spots

to

prevent

excessive

vibration

and

chafing.

Where the

wire

must

pass

through

a

hole

in

sheet

metal,

install

a

rubber

grommet

(see

Fig. 6-241

When a

wire

must

pass

from

the

fender

well or

splash

shield

to

the engine,

leave

enough

slack

to allow

the engine

to rock

on

the

mounts

without

pulling the

wire

tight.

Wtren

nstall ing

spark

plugleads, avoidsharp

bends.

If the

wires

pass

through

a

metalconduit

(tube),

the conduit

should

be securely

grounded.

Install or

remove

the

plug wires by

grasping

the

insulation

boots

and

not

the

wire

proper.

Make sure the terminals snap tightly on the

plugs

and

that

the distributor

ends

are

all the

way

in the

housing

towers.

Follow the

manu-

facturers

instructions

in arranging

the

plug

wires.

If two

leads

are

together

going to cylin-

ders

that

fire consecutively

(one

afterthe

other)

there

is

a

danger

ofcrossfiring -

especiallyas

the

wires

age.

If a number

of

primary

wires travel

in

a

common

path,

pull

them

through

loom

(woven

fiber conduit)

or

tape

them

together,

Fig. 6-24.

FUSEWHEN

NEEDED

When adding

accessory

units such

as

spot-

l ights,

heaters,

etc.,

and

no

provision was

made

for

them

in the original

wiring, be certain

to

place

a

fuse

in the circuit.

Fuse

as

closely

as

possible to the electrical

source.

This

will

reduce.

the

possibil ity of

a short

between

the

fuse

and souree.

A

small

fuse block

may be

used or

the

popular

in-line

lfuse

canbe

installed.

Be

sure

to

inform the owier

as to the

location

of

the new

fuse,

Fig. 6-25.

NEVER TAP INTO

(CONNECT)

THE HEAD-

LIGHT

CIRCUIT

TO

POWER

AN

ACCESSORY.

THIS

COULD

OVERLOAD

THE HEADLIGHT

CIRCIIIT BREAKER AND CAUSE TROUBLE.

If it is desired

to

have radios,

heaters, etc.,

in -

opet'ative

when the

ignition key

is in the

OFF

position,

the unit

hot

wire must

be

connected

to

the

key switch.

PRINTED

IRCUITS

A number of cars

use a

printed

circuit

as

part

of the

instrument cluster

wiring system.

The

printed

circuit

uses a

nonconducting

panel

upon

which certain

units are

attached.

Instead

of connecting

the units

with

wires, they are

connected with thin conductor str ips printed

(cemented)

on

the

panel.

Such a technique

per-

mits

a

great

deal of circuitry

in a

very

small

space.

CHECKING

IRING

Many

problems

throughout

the car

can

be

traced

to

faulty

wiring.

Loose

or corroded

terminals,

frayed

and

bare spots,

oil soaked,

broken

wires,

and

cracked

andporous

insulation

are

the most

frequent causes.

When troubleshooting a proJrlem, check the

wires,

fuses and connections

carefully.

Re -

member

that

wires

can

separate

with no

break

in the

insulation

(especially

resistance

type

secondary

wire). A terminal

may be tight

and

still

be corroded.

A

fuse link

may burn

out at

one

end

instead of

in

the

center

where it

will

be

visible.

il

t:

i

;

tü2



CHECKING

OR

CONTINUITY

A

small

test

light

(battery

operated) may be

::sed

to test

wires for

internal breaks.

The

test

point

prods

can

be

pushed

through the insulation

:i

desired

(not

on

plug

wires). Hold

one

prod

e-gainst

one end of the

wire

and

place

the other

INSULATOR UBE

IN5ULATING

WASHER

Ftg.6-25.

Typical

in- l ine Íuse.

Fuse

os close to f f ie

source

os

prociicol.

; :od

against

the other end. Ifthe

test lamp burns,

:he

wire

is

continuous.

This

simple test l ight

:s

also handy for

checking fuses,

shorted

field

x:ndings

and

for

tracing

wires

where

there are

: :c

color

codes.

F ig.6-26,

i l lustrates

several

:

- recks.

3

E.

6-26.

Some

wir ing

checks using o

simple

test l ight.

A-Prods

¡n

ends

oÍ wi¡e. Lomp l ights

indicating wire ís

continuous, B-

e cd

held

on the

end ol one wire ond

the other

prod

¡ouched ¡o

,:r ious

wi¡e ends.

W[en lomp ights

proper

wirc

end s idenri l ied.

C-C/recking

o fuse. P¡dds

in

ploce,

lomp does not

light.

This

in -

t cdtes

o loulty

luse and in

this cose ffie luse will

be

burnl out

r tlre

end insteod

oÍ the usuol norrow

centeÍ seclion.

D-One

prod

¡ucÁed

to

o wire end and

the othe¡

prod

to

ground.

Il lamp lights

wire is

shorted out.

OTHER

HECKS

Wires

and connections must

occasionally

be

checked

for

resistance,

voltage drop,

short

or

near-short

circuits.

These

checks

are

made

with

precision

instruments

- ohmmeter,

volt-

meter ,

etc. ,

and

wi l lbe

discussedinthe

chapters

to which

these

tests

pertain.

SUMMARY

Primary

wire

(copper

stranding, relat ively

thin insulat ion)

is

used for

circuits handling

battery

voltage.

Secondary wire

(stainless

steel,

carbon

impregnated

thread

and

elastomer

stranding wi. th

very heavy insulat ion)

is used on

the

ignit ion

hightension

circuit .

Plast ic

is widely

used

for

insulat ion.

AII

automotive wire

uses a stranded

(not

solid) wire

conductor.

The

AWG

(American

Wire

Gauge) is deter-

mined

by the

cross sect ional

area in

circular

mils. The

larger

the AWG number,

the smaller

the size. A microrheter

or

wire

gauge

can

be

used to determine wire

size.

Spade, lug, f lag,

ro11,

slide, r ing and bullet

terminal types

are used.

Terminal

blocks allow one feeder wire

to

service

a

number

of other

wires. These

ca n

be of the screw,

bullet or slide tJpe.

Junction

blocks

provide

a central

connecting

point

for

a number of wires.

Fuse

llocks

give protect ion

against

circuit

overloads.

A

wiring harness

contains a number

ofwires

either taped together

or

pulled

through

loom.

This

keeps

common

wires

neatly

arranged and

facil i tate

s

installat ion.

Automotive

electr ical

systems are color

coded.

Use

an accurate

wiring

diagram for

troubleshooting

or replacing

wires.

Line

voltage,

wire

length

and electr ical load

must

be taken

into consi.derat ion when

choosing

wire gauge.

A wire

gauge

chart

wil l

assist

in

making the right

select ion.

Remember

that

unders ize wires increase

resistance, reduce

unit eff iciency and can overheat and burn. On

two-wire

circuits

(one

wire for

ground)

count

the length

of

both wires. A 6v.

system requires

heavier

gauge

wire

than the 12v.

system.

Be

certain that terminals

are

of the

correct

style and size.

They

maybe

soldered

or

crimped

to

the wire. Battery

replacement terminals

should be soldered.

When

crimping, use a suit-

Wire

qnd

Wir ing

CONTACT

TERMINAL

103



AutoService

ond

Repoir

able crimping

tool.

If

soldering, use

rosin

core

wire

solder.

Always slide insulation boots,

housings, etc., on the'.wire before

attaching

terminal.

'Use

staples

when

installing terminals onre-

sistanee t¡rpe secondaryleads.

Handle

secondary

resistance

wire

carefully.

.Wire ends may be joined by soldering, using

butt

connectors

or by

attaching

bullet or

slide

connectors.

When installing wíres,

keep away

from

heat,

oily areas and moving

parts. Terminals

must

be clean

and

tight. Use

clips

to

prevent

chafing

and excessive vibration.

When

adding accessories,

fuse

the

circuit

as

close

to

the source as

possible.

Do

not tap

into

the headlight

circuit

for

an accessory.

Clean, tight

connections

with

propet

size

wire

and

good

insulation,

are imperative.

When

troubleshooting,

always check

connections

and

insulation. Replace cracked, spongy or frayed

wires.

Many

wiring

checks

can be

made wíth

a

simple test

light.

Printed

circuits

find

some application onthe

auto.

SUGGESTED

CTIVITIES

1.

Using

the

primary

wire

size selection chart

in

this

ehapter, determine

the

correct size

wire for

the following:

A. Load

-

100 candela

Wire length - 11 feet

Voltage

-

12

Wire

gauge

should

be_.

Loád

-

50

amperes

Wire length

-

2O feet

Voltage

-

12

Wire

gauge

should be_.

Load

-

70 watts

Wire

length

-

15

feet

Voltage

-

6

Wire

gauge

should be_.

Attach

several terminals bycrimping. Solder

several.

On a damp, dark night, start the engine in a

car

(especially

one several

years

oldthathas

been

parked

outside). Without turning on the

lights,

raise the hoodandseeifyoucan detect

the

corona

effect around the

plug

wires.

DO

.NOT

RUN THE

CAR

IN

A CLOSEDGARAGEJ

Inspect

the

wiring

on

a late

model

car.

What

kinds of terminals

are

used? Studythe

wiring

harness

and

see

how many

kinds

ofwireclips

and clamps you

can

find.

5. Study

the wiring

diagram

of a

car electrical

qystem.

Trace

several

circuits

starting at

the unit

and

going

back to

the source. Note

the

color coding

and use

of symbols.

TOOLS

ARE

IMPORTANT

Remember

-

to do

good

work,

a

mechanic

needs

a

good

assortment

of

tools. To

learn, a

student needs

a

good

assortment

of

words.

Words

are

very

important

t'toolstt

for learning.

When

YOU

come

across

a new word LOOK

UP THE

MEANING

and

add

it

to

your

TOOL

CHEST.

OUIZ

-

ChoPter

1.

Primary

wire makes

excellent

spark

plug

leads. True or False?

2.

The

most

commonlyused

insulation material

is- .

3.

Resistance

tJ@e spark

plug

wires

are used

to

provide

a

hotter

spark.

True

or

FaLse ?

4.

Name

three materials,

used

for

secondary

wire

stranding.

5.

Stranding for

primary

wire is

made of

6.

Resistor

spark

plug

cables are

easily

damaged by

sharp bends

and

jerking.

True

or

False

?

7.

All

primary

automotive wire

uses a stranded

conduetor. True or False.

8.

The

is

the standard

for wire

size.

9.

The

larger

the wire number,

the larger the

wire.

True

or

False

?

10. Cross sectional

area in square mils

de -

termines the wire

size.

True

or

False ?

11.

Name five

common

primary

terminaltypes.

12.

Replacement

battery

cable terminals should

One feeder

wire

can service

several others

through the

use of a_block.

A

number

of

wires

can be

connected to-

gether. in a common location by using a

_b1ock.

15.

The_protects

a

circuit

from

an

overload.

A number

of

common

wires,

tapedtogether,

with leads

leaving at

various spots.i, s re-

ferred to

as a

wiring_.

Automotive

wiring

is_ coded.

1,

ü

B.

C.

be

13.

14.

2.

3.

16.

4.

tu

t7.



Wire

qnd

Wir ing

I

I

t

21.

22 .

24.

25.

26.

27.

28 .

29.

18.

What is a

wiring

diagram?

19.

The three

major considerations

inselecting

the correct

wire

gauge for

a

specific circuit

are

,

wire

-and

30.

31.

lectrical

-.

20.

An

undersize

wire

will increase

and

will_,

23.

In computing wire length for a twowire cir-

cuit,

both

wire lengths

should

be counted.

True

or

False ?

No. 16

wire is smaller

than

No.

18

wire.

True

or

False?

-is

the

international

term

for

candlepower.

12 volt

wiring

is

of

aheaviergaugethan

that

for 6

volt.

True

or

False ?

As long as a

terminal

fits the stud

or

post,

i t is

O.K. to use.

True

or

Fa1se?

terminals

to the

wire

is more

widely used

than

.

Use-when attaching terminals to

resistance

t¡pe secondary

wire.

Copper

or stainless

steel

secondary

wire

should

have a smalL

portion

of

theinsulation

stripped

and

the wire bent

up andaroundthe

outside

of the

insulation.

True

or

False ?

If,

when

joining

wire ends,

it

is desirable

to

be able to disconnect them at a

future

date,

a_type connector

would

be a

good

choice.

As

long as a

connection

is

t ight,

it wil l be

a

good

conductor.

True or

False?

Grommets are used to

proteet

wire

passing

through thin

sheet

metal.

True

or

False

?

32. When plug leads pass through a metal con-

duit, the

conduit

should be_.

33. Wires

should

be held by in order to

prevent

ehafing

and vibration.

34. Spark

plug

wires can-if

wires

ar e

too

close

together

whentheyserve

cylinders

that fire

consecutively.

35. As

long as

the insulation is alright, a

wire

can be considered

O.K. True

or

False?

36.

A

frayed

wire

can cause

a_circuit.

37.

A

corroded connection

will

increase_

to electrical flow.

38.

The

electrical symbols

in the

left

hand

column are all numbered. Write down these

numbers, one beneath the other.

The right

hand

column

lists

the

items these symbols

stand

for.

Each

item has a letter.

Matchthe

items to the

symbols

by

placing

the letter of

the item

you

have

chosen

beside thenumber

of the matching symbol.

A. Resistor.

B.

Ci¡cuit

Breofte¡.

l .

Switcñ.

J.

Rfieostof.

K. Tronsistor.

L.

Bottery.

M. Negofive.

N.

Condenser,

O.

Ground.

,

cf\

,.

rlrlrlrlrlrp

2.

^,J

+-o-

-l>

-a,AAr

<A

Ar

L

4.

7.

+

+

f-

-J

'

@

t0 .

t I .

t2 .

t3.

14.

t5.

'++

lfires

Crossing

-

Not Connected,

Fuse.

E. Diode.

F.

lfires

Crossing

-

Connecfed,

Posilive.

Te¡minol.

Fig.6-27.

A-Fuse

btocx

incorporoting

o number oÍ

miniolu¡ized

fuses.

B- Good

miniolu¡ized fuse.

Nofe

tñot

elemenf

is sound.

Cu¡renl

flows

l¡om one

blode, lhrough element

ond

out tfie otfier 6lode.

C-Fuse

is

Bod.

Elemenf

is Aurned n holÍ,

thus opening

circvit.

(Pontioc-Buick)

c.

D.

G.



u

tu

l*

F

co

F

6

F

I

¿f

L]

z

ü

t-

at

J

UJ

J

o

U

-

I

v

I

z

)

u

L)

J

t¿r

u

F

x,

F

u

UJ

F

F

eo

o

t-

T

U

F

=

tt

z

a

z

CI

l*

l¿¡

z

=

F

z

t¿J

z

=

u,

uJ

E

o

U

o

U

o

o

o

\

U

o

o

]

I

o

u

J

6

z

a\

tr

z

;

b

#

.*.

/\

o¿

zY

r.u

v2

=*

a;.

u,

o

F

tÍ)

6

¡¿l

d

F

./)

J

J

co

J

=u

z

o

)

J

v)

a

t¡J

z

d.

:¿

z

6

F-

ul

I

o

F

v,

v>

UJ

u,

F

*t>

J

o¿

I

j

X

106



Chapfer

7

JACKS,

IFTs,

ULLERS,

PRESSES,OLDING IXTURES

A wide assortment

of

,pressing,

Iifting

an d

p.;lling

equipment

is available

in

most

garages.

Proper

use

of

this equipment

will both

lighten

and speed up

repair

work.

EXTREME CARE

MUSTBE

USEDWITHALL

TOOLS

CAPABLE

OF DEVELOPING

HIGH

?R,ESSURES,

STRESSES

AND

TENSIONS.

NEV-

=R USE EQUIPMENT

WITHOUT

FIRST

RE -

:EIVING INSTRUCTIONS FROM SOME PERSON

:.I,IÍILIAR

WITH

ITS USE:

THERE

ARE

MANY

S.iFETY

RULES

IN

THIS CHAPTER.

STUDY

:ITEM

CAREFULLYJ

Fig.7 1.

Hydroulic

hond

iock

}IAND

ACK

The hydraulic

hand

jack

is

very

useful

in

rmany

applications.

It is short,

compact

and

eapable of

producing

great

pressure.

It

can be

used to raisg

heavy

weights,

to bend

parts,

to

p rll

or

push

parts into alignment.

Hydraulic

poffer

is quite often

used

as a

power

source

in

sme1l

presses.

When using,

make sure

the

jack

is

securely

placed and aligned

so

that as

pressure is de-

veloped,

it

will not slip.

Be

careful

of dropping

as

it is

quite

heavy,

Fig.

7-1.

HYDRAULIC LOOR

ACK

A floor

jack

is usqd

to

raise a car.

It

can

raise the entire front, back or side. It is also

handy

for maneuvering

cars

into tight

quarters.

The

jack

is

placed

under

the

front or back,

the

car

lifted and

by

pulling

on

the

jack

in the

di -

rection

desired,

the

car

can

be

moved

forward,

backward,

or

sideways.

Floor

jacks

are available

in many sizes

with

lifting capacities

varying

from

around

one to

twenty

tons.

Fig.

7-2, i l lustrates

a typical

floor

jack.

HANDLE

Fig.7-2.

Hydroulic

( loor

iock.

By

operoting

the ropid

rise

loot

pump,

the soddle

ís

quickly

elevoted.

Heavy

Pressu¡e

con

then

be developed

by wo*ing

rhe

t\s hondle

bock

ond

lorth

(Weove¡)

PUMP TANDLE

CONTROL

VALVE

RAPID

RISE

FOOT

PUMP

SADDLE

107



Fig.7-3.

poísing

co¡

with

lloor

iock,

Moke

cerfoin

soddle

is

ProPerlY

Positioned.

(Honda)

PROPER

PLACEMENT

IS

IMPORTANT

When

positioning

the

jack

saddle

for

lifting,

make certain

it

is securely

engaged.

Select

a

spot that will be strong enough to support the

Fig.7'4'

Typicol

odiustoble

ock

slond'

load.

Never

try

raising

the

car

by

jacking

on

the

engine

pan, cluteh

housing,

transmission'

tie rods, gas tank, etc.

Proper

placement

requires

care'

GET

DOWN

AND

TAKE

A GOOD

LOOK,

WITH

AMPLE

LIGHT,

BEFORE

RAISING.

If the

car

is

part

way

up,

andthe

jack

saddle

slips,

serious

damage

can

oecur.

On some

cars,

jacking one

side

of

one

end

or

near

the center

of

the

frame

on

one

side,

can

cause

damage.

Car

manufacturers

il .ustrate

correct

lifting

points

intheir

manuals'

You must

follow

the

manufacturerrs

specifi-

cations

carefully.

Fig.

7-3 shows

a car

being

raised

by

plaeing the

saddle

under

the center

of

the

differential

housing.

NEVER

WORK

UNDER

A VEHICLE

SUP-

PORTED

ONLY

BY

A

FLOOR

JACK;

Once the

car is raised to the desired height,

place

jack

stands

in

the

desired

location,

and

lower

the

weight

onto

the

stands.

STANDS

MUST

BE

PROPERLY

AND SECURELY

PLACED.

The

jack

may

then

be

removed

if

desired,

or

if

not

needed

in some

other

area,

it may

be

left

in

position

with

a very

light

liftingpressure

exerted

to

keeP

it

Positioned.

JACK

STANDS

Jack

stands

are

made

in

numerous

heights

and

are

usually

adjustable.

The

stand

in

Fig.

?-4 is typical. Note

the ratchet

adjustment.

When

insert i.ng

jack

stands,

place

them

in

contact

with

some

unit capable

of

supporting

the

load. Do

not

place them

in contact

with

tapered

edges

that

may

cause

them

to s1ip.

Make

sure

they

have

a

secure

bite. Fig'

7- 5

shows

a

pair

of

jack

stands

(often

called

safety

stands)

in

place under

the

rear

axle

housing. Note

that

the stand

tops

(saddles)

are

properlY

Posit ioned.

Fig.7-5.

Properly

ploced

iock

sfonds

províde sofe

supporf'

(Honda)

ENDLIFTS

The end

lift can

be

air

(pneumatic)

or

hy-

draulically

operated.

Two basic

designs

are

used,

one

of

which

will

reach

under

the

car

far

enough

to contact

the

rear

axle

housing,

and

the

other

designed

to engage

the

bumper

only'

An

air-operated

long-reach

end

lift

is

pic-

tured

in

Fig. ?-6.

Notice

the

height

to

which

th e

ATCHET

EETH

TCHET

108



Fig.7-6. Long

reochend l i ( t .

(Hein-Ylerner)

::r '

may be raised.

The

jack

stands are

being

car

issitioned

so that

when

the rear

of the

:-,¡;ered,

the front wil l

c lear

the

floor.

The

bumper l i ft shown

in

Fig. 7-7 is also

::r -operated.

Note

the twin saddle

engagement,

Fig.

7-7.

Roising

cor wi th o bumperend

l íf t .

-:re

distance

between

saddles

mav

be varied to

-:gage

the bumper

where

desired.

Remember

::at

bumpers,

especially near the

outer

ends,

=ay

not

be

particularly

strong. If the bumper

: a¡

be

used,

prace

the

saddles at the

main

bumper

: frame attachment points.

End

l i f ts

are

generally provided

with

strong

:.fety

locks

so

the mechanic may safely

work

eneath the car

without

iack

stands.

MAKE

-= trgdLrt

L l lg

( ;dt

wrLttvuL

Jdu^

DldrruD.

: ' '-T.E THE

SAFETY

LOCK IS FULLY

ENGAGED,

'.\D

THAT

THE

LIFT CONTACT

POINTS

AR E

SOLID. If

there

is the slightest

doubt,

use

iack

-.tands

or

additional

protection.

FAST,

LOW

LEVEL AIR LIFT

A handy, quick-acting air l i ft

is

i l lustrated

in

Fig.

7-8.

The

car

is driven over the l i ft unti l

the rear

wheel is

centered

in the frame.

A

con-

trol box

actuates

the rubber air bellow

which in

turn

causes

the saddle to

lift the

car.

This

jack

is useful for washing rear wheels partial ly

covered

by the body.

Fig.7-8, Low level , wash rack / i f f . Nofe rubbe¡bel lows.

SINGLE

POSTFRAME

LIFT

A

single

post

frame lift leaves bothfrontand

rear of the

car

completely exposed.

It

does how-

ever,

create

some obstruction

in

the

central

por t ion. Fig. 7-9,

shows a

car

in

the raised

position

on

a

single

post

frame l i f t .

Note

the

lift

contact

points

on

the frame.

REMEMBER:

PROPER

CONTACT

POINTS FOR DIFFERENT

CARS VARY.

FOLLOW MANUFACTURERSI

IN-

STRUCTIONS.

Fig.7-9.

Single

post

l ¡one l i l t .

Note

coreful

plocing

o(

l i l ¡

sod-

d/es or brockets.

DOUBLE OST RAME ¡FT

The

double

post

frame lift eliminates

the

single central

post

thus leaving

the center

portion

of

the

car

more accessible.

As

with

the

single

post

l i ft, the car

must be

carefully

centered.

In

Fig. ?-10,

the

mechanic hascenteredthecarand

is

adjusting the swivel

l i ft arms.

109



st

'c

Fig.

7-10.

Adiust ing

swive/

qrms

on double

Post

rome

il l

Fig.

7-l l .

Double

post

(rame

li l t"

Co¡

mus b e care{ully

centered.

CONTACTS

EA R

Auto

Servicednd

Repdir

An auto

is

shown

in the ra ised

posit ion

in

Fig. 7-11.

The

equal izer

racks insure that both

colurnns

wil l

ra ise and

lower together.

DOUBLE

POST

SUSPENSIONIFT

The

double

post

l i f t

p ictured

in

Fig.

7-12,

contacts

the

front

suspension arms, and e ither

the rear axle

housing,

or. rear

wheels.

The

front

l i f t

co lumn

can

be moved

forward

or backward

to adjust

for

var ious

wheelbase

lengths.

This

type

of

l i f t

presents

a

minimal

amount of under-

car

obstruct ion.

On

some

models,

a

single

column

can be raised

thus

act ins

as

an

end l i f t

when

so desired.

DRIVE-ON

LIFT

The

drive-on

1if t ,

Fig. 7-13, offers

place-

ment

speed

but does

present

a

re lat ive ly

large

obstruct ion

area.

CHOICEOF

LIFTS

^

^

--

^"

L

^. '^

-

^f

i nFd cech I i f t of fe

rs s ome

5

.y

uu

I ldv

g

rruLf

usu,

EaL¡¡

advantages and

disadvantages,

depending

on the

work to be

performed. Many

shops

provide

several

types so that

the mechanic

will have

some

choice

in

selecting

a lif t

appropriate

to

lho rpn l i r ioh

SAFETY

ONSIDERATIONS

Floor

jacks,

end I i f ts,

trame

li f ts,

etc. , must

a l l

be used

with extreme care.

Remember that

many

cars can weigh

TWO TONS

or over.

Each

year

a number

of

mechanics

are ki l led

or

in jured

by care less

use

of

l i f t

equipment.

In

addit ion to using

safe operat ingprocedures, i t is

imperative

that l if t equipment

be

kept

in

sound

operat ing condit ion.

Cracked or

bent

parts,

faulty

safety

locks, leaking

cyl inders, etc. , mustnotbe

tolerated,

The fo l lowing l ist

of safetyprecaut ions

apply

tn a l l t \ ¡ñac nf l i f i ino cnrr inmenf Sf l ldv

thcm

LU drI

L .)y r

Lqur[ /¡arv¡r .

earefully,

OVER AND

OVER, until

you

remember

each and every

one.

1.

L if t

saddles

must be

properly

located

an d

in secure contact .

2.

\ \ ¡hen using a

f loor

jack,

a lways

use

iack

stands.

3.

Once

saddles

are located,

apply

somepres-

sure, stop

and examine

them

again

before

l i f t inE

the car.

l ig.7-12. Double

post

suspension

l ih.

This

/ i f f

creotes

l i t t le

under-ca¡

obslruct ion.

(D.esse¡

Industr ies)

Yer Y

110



Jocks, Pullers, Presses,

Holding

Fixtures

If

an end l i f t . or ¡

f loor

iack. is beinp

used

--

^

-^, . -L

^* ^^r¿

q l l r f rnp

l+h. ie hré \¡^-+^

uBir u r

¡urL _

_,c f tL5

i t f rom

rol l ing forward

or backward)

release

-he

hand

brake

and

place

the t ransmission

in

neutral .

In that

ei ther the

car

or the

l i f t

must

move

as the l l f t ing

or lower ing

occurs,

-his

wi l l prevent

saddle

sl ippage.

r \J len r : is ino ihp en i i ra ¡¡n r¡r¡ inh fn r

*.-.^ - - - any

slde

or overhead

obstruct ions.

\ Iake

certain that the

l i f t safety

lock

is

securely

engaged

before

gettÍng

under the

\ever

remove

a l i f t or

jack

f rom

another

mechanics

setup

without

checking with him

fi

r st.

If i t i s ne.essarv to nh¡noe the r¡ i sed hci ohi

¡ rÉ1rL

of the vehic le

dur ing

the

job,

do not move

it

unt i l a l l

persons

are "out f rom

under. "

- \ lways

check for

equipment ,

parts

or

per-

sonnel

beneath

the

car

before

lower ing.

Lower SLOWLY and watch the car dur ins

:he

ent ire

descent .

Fig. 7-13.

Drive-on

i { t .

(Vleover)

TRANSMISSION

ACKS

- \

t ransmission

jack

is

essent ia l

to

the safe,

=if icient

removal

and installat ion

of

automatic

: :ansmissions.

The

saddle uti l izes a ser ies of

=:apters

and a binder

chain

for

secure at tach-

: : -ent . The

saddle

can

be raised

and loweredhy-

::aulically

and t ipped

in

any direct ion through

.re

use

of adjust ing screws.

Fig.

7- I4, shows

a

---oical

jack

with

the t ransmission in

place.

When

using a t ransmission

jack,

be

certain

: :

at tach the t ransmission

securely.

I t is heavy

: :d i f i t

s l ips, i t

could cause ser ious

iniury.

WHEELDOLLY

Shops engaging in truck

repair

f ind

a

wheel

iolly helpful

in removing

and install ing

wheel

assemblies.

Note the

use of a

hydraulic hand

'aek

on the dol ly

in

Fig.

7-15.

Fig. 7- l

4. Typicol

fronsmission

oc[.

Fig. 7J

5. Ihe

whee/

dolly hondles

heovy wheel ossem6/ieswi th eose.

PORTABLE

CRANE

AND CHAIN

HO¡ST

The norf rhle nr¿¡g

and the

Chain hoist .

are

excellent

tools for

engine removal. They

ca n

also be

used to

l i f t heavy

parts

to bench tops,

I

¡

111

ADJUSTING

OLTS

PUMP

HANDLE



LI

FT CHAIN

CFANE

J

Fig. 7-17. fhe extension

:i:, $iü:::{sw,lryr;

jack is holding the nuÍ( le¡ thus l reeing

both honds.

f ig.7J6.

Portoble

rone

eingused

o

pull

on

engine,

(GuY-Chart

Ystems)

truck

beds, etc.

Fig.

7-16

depicts

a

heavy-

duty

portable

crane

being

used

to

pull

an

engine.

IMPORTANT SAFETY

RULES

TOOBSERVE

WHEN USING CRANE OR CHAIN HOIST:

1.

Stand clear

at a l l

t imes.

2.

Lower

the engine

as

soon as

it

Ís

clear

of

the car.

3. Never ro11

the

crane

wlth the load

high

in

fhe : i r Keen

jt

iust

clear

of

the

f loor.

4.

Never

leave

the engine

suspended

while

work-

ing

on

it .

Lower to

the

f loor

or

p lace

on a

suitable

engine stand.

5.

Never leave

the crane

or

hoist

with the load

suspended.

If

you

must

leave, even

tempo-

r e ni 1r¡ I nr¡ro r

6. \\¡hen

moving heavy

1oads,

alert

your fellow

mechanie s.

?. Never

give

the load,

when

suspended

by

a

chain

hoist at tached

to an overhead

track,

a

hard shove

and let

i t coast

a long.

Move

it

s lowly and

stay

with

i t .

B. At taching

cables,

chains,

bolts, etc. ,

must

have ample

strength.

9. When

using

nuts to at tach

l i f t cables,

the

nu t

must

be

fu l ly

on.

When using

cap screws,

they

must have a

thread

engagement

depth

one and one-ha1f

t imes

the d iameter.

More

information

on

the use

of this

equip-

ment

for engine

work

wil l be

giveninthe sect ion

on engine removal and insta l la t ion.

EXTENSION

ACK

An extension

jack

is

a valuable

tool

for ex-

ert ing

mild

pressure

and

for holding

parts to

leave

both hands

free. Such a

iack,

Fig.

7-1?,

is shown

supporting a

muffler

while the mechanic

operates

an exhaust

p ipe

cut ter.

RAMHEAD

LOCK

TABLE

WINCH

CONfROL

VALVES

PRESSURE

6AUGE

PUMP

}IANDLE

RA M

WORK

ABLE

OR

BE D

TABLE

PINs

AXLE

BEARING

LOWERWORK

TABLE

fABLE

PINs

Fig.7-18.

Typicol

Í loor

model hydroul ic

press.

(F.

A.

Nugier

Co')

112



Jocks,Pullers,Presses,

Holding

Fixtures

HYDRAULIC

RESS

Removing

bearings,

straightening

shafts,

;ress ing

bushings,

ete.,

are

just

a few

of the

-any

jobs

that

can be

performed

on

a

hydraulic

:ress.

The press

is far

super ior

to

str ik ing

:oo1s

in

that the

pressure

is

smooth

and

con-

::o l led,

there

is no metal upsetting shock,

=:d

enormous

pressures

can

be

generated.

: :g.

7-18,

i l lustrates

a typical f loor

hydraul ic

;: 'ess

set

up to remove

an axlebearing. A

wheel

:--;b

and drum

assembly is

also

in

place

fo r

r l ieel

lug work.

When

using

a hydraulic

press,

make

sure

:he

table

.pins

are in

place

and that the table

¡ :nch

is

s lacked

off.

Fai luretodothiscan

break

:: ,e

winch

gear

or cable.

PORTABLE

YDRAULICOWER

NIT

There

are many

occasions when

heavy,

con-

::o l led

pressures

are needed

for

par t

a l ign-

*ent,

body

and

fender

work,

etc.

The portable

i- : ;draul ic

power

set

shown in

Fig.

7-19,

pro-

ides

a number

of

useful

adapters

that

allowthe

.:c l

to

be

used for

many

jobs.

- \

hydraul ic

set is

being

used,

Fig.

?-20,

to

:-se

a damaged

roof

corner

post

sect ion.

J

F

ETY PRECA

UT ONS

- i l

hydraul ic

press ing

and

pul l ing

tools

are

::nt ia l ly

dangerous

i f improper ly

used.

Gen-

:=-

safety

rules

appl icable

to al1 types

are:

. :and free whi le pressure is appl ied.

rpply

pressure

commensurate

with

the

job.

Shield

br i t t le

par ts

such

as bear ings

to

pro-

:ect

against f ly ing par ts .

,

Fngage

ram

securely

and in

l ine with work. '

,

- ihen

any

chance

of

par t

breakage

is

present,

- .vear

goggles.

.

- f

work

must

be

performed

whi le

maintain ing

:ressure,

be

careful

to keep

out

of l ine with

:he

tool .

,

.3e

careful

of

par t

snap-back

i f

the tool

s l ips.

HYDRAULIC

AND

MECHANICALPULLERS

A good

assortment

of

pull ing

tools

is im-

:or tant.

An

attempt

to

get

by with

a

few

pullers

;r :1I

result in

a

great

deal

of

wasted

t ime

an d

damaged

parts,

lVLany

obs

are almost

impbssible

- 'c ' i thout

proper

pullers.

Pullers

can be mechanically

or hydraulically

:perated.

Both

have

certain

advantages.

CONNECTOR

Fig.7-19,

Po¡toble

hydroul ic power

uni t

ond

occesso¡res.

(Blockhowk)

Fig,

7-20,

Portohle

hydroul ic power

uni t

being used

to ¡oise

roof

.

cotner

post

sect¡on,

THREE TYPESOF PULLING JOBS

All

pull ing

jobs

wi.l l

be

covered

in

the three

basic

setups:

1.

Pull ing

an

object

(gear,

pulley,

bearing,

re -

tainer,

etc.) from

a shaft.

2.

Pull ing

a shaft

(axle,

transmission, pinion,

etc .) from

an object.

m

i l3



3.

Pull ing

an

object

(bearing

outer

ring,

cylinder

s leeve,

camshaf t

bear ings,

etc ')

f rom

a

housing

bore.

Figs.

7 '2t ,7 '22

and

?-23

i l lus-

trate

the

three

basic

pull ing

jobs.

Fig.

7-21. Basíc

Pull ing

ob

-

pull ing on

obiect

gear)

rom

o

sho( '

(o.r .c .)

Fig.

7-22.

Bosic

pull ing

ob

-

pull ing

o

sholt

oxle)

rom

on

obiect '

Fíg.7-23.

Bosic

pull ing

iob

-

pull ing

on

obiecf

(seol)

l¡on

o

housinq

bore'

Fig.7 '24. Hydroulic puller remov'

ing rol ler

beoring

rom

pinion shoÍt '

A typical

hydraul ic

pul ler is

shown

in

Fí9.

1-24.

Several

universal-type

mechanical

pullers

are

pictured

in

Fig. 7-25.

Store

pullers

on a

board

and

keep

related

parts

and

adapters

together.

Some

shops

mount

indivídual

puller sets

on

"tote"

boards

so

al l

parts may

be carried

to

the

job.

REPAIR

TANDS

Engine

block,

head,

transmission

and

dif fer-

ent ial

repairs

are

greatly

facil i tated

by

using

a repair

stand.

Many types

are

available.

When

using

repair

stands,

attach

the

unit

securely

to

the stand.

Carelessness

here

can

be cost ly .

Fig.

7'26,

shows

an

engine

block

mounted

in

a stand.

Note

the crank

that

allows

the

engine

to

be

turned

to

varíous

Posit ions.

A transmission

mounted

in a

similar

stand

is

pictured

in

F. ig.

7

-27.

Two cylinder

heads

are

attached

to

a bench

fixture

in

Fig. ?-28.

As

with all

stands,

t ighten

holding screws securelY.

HAND

LIFTING

Occasionally

a

mechanic

wil l

want

to

hand

lif t

an

object.

There are

several

important

points to

remember

in order

to avoid

injury.

1.

Never

overlif t .

I f the object

is

quite

heavy,

ask

for

helP

or use

a

lif t .

2.

Keep

your

back

straight

and

lif t

with

your

legs.

Keep legs

as

close

together

as

possible '

3.

Unless

you

KNOW

you

can

handle

the

weight,

never

hold

some

part with

one

hand

while

yo u

remove the last fastener with the other'

4. Get

a

f irm

grip to

prevent

dropping

the

unit

-

possiblY on

Your

feet.

Do

not

"show

off

your strength"

by

attempting

to

lif t

heavy

obiects.

Remember:

If

all a

garage needed

was STRENGTH,

you could

be

replaced

with a

JACK.

Be careful

of

sharP

edges.

5.

Á

114

BEARTNG

SHAFT

RETRAC

PRESSING

GAINST

HOUSING

EN D



ff,,g

P\

k

ás

Wr

4t

fi\

?

rg

Fig.7-25.

Mechonicol

pul lers,

l -Heovy-duty, 2-Medium-duty. 3-Slrde hommer,

4-Three-jaw,5-Spl i t

yoke

lo r

grosping

behind

geors,

beorings,

elc.

ó-Reo¡

wheel

hub

adopler,

7-Reor wheel hub

pul ler,

S-S/otted cross o¡m,

9-Sfio¡r s l idehomner

od, l0-Reversiblepul ler

lows.

l l -Step

platesforpul l ingondinstol l ingbushings,beorings,

seo/s,

elc, l2-Tining

geor

¡ows,

I3-Single-low. l4-CIutch

pi lot

beoring

pul ler.

(

P¡oto)

Fig,7-27.

Tronsmission

n repoir stond.

(o.T.c.)

SUPPORT RM

ENGINE

SUPPORT RM

Fig.7-26.

One type ol engine

epoir stond.

t ls



HEAD

MOUNTING

BRACKET

Fig.7-28.

The cyl inder

heod

holding lix ture greo t ly

loc i l i to¡es

repoir

work.

(Storn-Vulcon)

SUMMARY

Mechanics

should

be

famil iar

with

lif t ing,

pu11ing,

pressing,

etc.,

tools

their

work

easier

and more

eff icient.

The tools

covered in

this

chapter

used

with extreme

caution.

Observe

al l

mended safety precautions.

varl0us

to

make

must

be

recom-

Hand

jacks

have

many

applications.

Floor

jacks

are

very handy

for

raising

and

posit ioning

ears.

Never

get

under

a car

supported

by

a

floor

jack

without f irst placing

jack

stands.

Be

careful

not

to

damage parts

when

lifting.

End

lifts

have

a fairly

high

reach

and

support

the

car

safely.

Make

sure the

safety lock

is in

posit ion.

Single

and double-post

lif ts

can be designed

to

engage

either

the frame,

suspension

system

or the

tires.

All have

advantages

and dis-

advantages.

Cars must be centered on the lif t and the

lif t ing

brackets

should

be

properly

and

securely

p laced.

Use

care

when

determining

tif t

points

to

avoid

chassis

distort ion

or

parr

damage.

Transmission jacks,

wheel

dollies

and

port-

able

cranes, facil itate

the

removal

and

instal-

lat ion

of

heavy parts.

Hydraulic presses

are

superior to

striking

too1s. Use

whenever possible

and use withcar.e.

The

shop

should

have

a

wide

selection

of

pulling

equipment.

Repair

stands for

engines,

transmissions,

etc., make the job faster, safer and easier. Al -

ways

place

unit

in

stand

securely.

SUGGESTED

CTIVITIES

1. Make

it

a

point

to receive

instruction

in the

use

of, and

practice

using,

all l if t ing,

press-

ing

and

pulling

equipment

in the

shop.

2. Maintain

a

file

of up-to-date

catalogs

cover-

ing

all types

of

shop

equipment.

Study

them

and

even

though

your

shop

may

not

have

al l

the

different

types, you

should

be

ful1y

in-

formed

as to what

is

available.

LUCK?

DON'T

YOUBELTEVE

T

The auto

shop, by

its

very

nature, presents

nurnerous

hazards.

Despite

this,

many

me -

chanics

work

at the trade

for

a lí fet ime

without

serious

injury.

Others,

however,

are frequenily

injured,

some

are kil led.

Is

shop

safety

then,

a matter

of luck?

Absolutely

notj The

major

things

that wiLl

keep you

in

one

piece

on the

job

are

an under-

standing

of

and respect for

the dangers

involved,

consistently

following

all safety

rules,

and

th e

development

of a

"think

before

you

act' ,

att itude.

On

each

anci

every

task,

apply these

sug-

gestions.

Apply

them

over,

and

over

and

over

until they become habits-

-habits

which may

someday

save you

from

serious

injury

or death.

OUIZ

-

Chopter

1. A

car srrppo"t. i

on

a

good

floor

jack,

well

placed,

is

safe

to work

under.

True

or

False

?

2.

Jack

contact

points

arenot importantaslong

as the

jack

gets

a

good

grip.

True

or

False

?

3. End

lif ts,

ifproperlydesigned,

provide

hold-

ing

power

suff icient

to

allow the mechanic

to

work

beneath

the

car without

iack

stands.

True or False ?

What

type

would

better

tend

itself

to drive

line

work

-

the

single-post

frame

or

th e

double-post

frame

lif t

?

The

drive-on

l i f t

is ideal

forpul l ingwheels.

True

or False?

Never_a

lif t without

checking

be -

neath

the

car.

Lift

height

can

safely be

varied without

get-

t ing

out from

under

the

car.

True

or

False?

Despite

the

type

of l if t ,

always

check

th e

_lock

before

gett ing

under the

car.

A

l i f t

should be

raised

and

lowered_.

Transmissions are best handled with a

Heavy

wheel

assemblies

are

easily handled

with

a_

When

moving

an object with

a

portable

crane,

keep the

Load

as_as

possible.

An

engine,

suspended

from

a

crane, is

safe

to work

on.

True

or

False

?

When

attaching

lif t

chains and

cables

with

4

E

¡7

B.

o

10 .

1t

t2.

13.

116

14.



Jocks,Pullers,Presses,

cap screws,

how much

thread engagement

is

necessary?

15.

Stand_of heavy loads.

16.

Of

what

use

is

an extension

jack?

li.

Give

three reasons

why

a hydraulic

press

is

superior to stríking tools.

18.

What tool is very helpful in straightening

heavy body sections ?

19. List

the three basic

pull ing

setups.

20. When

working on engines,

transmissions,

HoldingFixtures

etc.,

they

are best

placed

on an appropr ia te

Give three

safety

precautions

concerning

hand

lifting.

List

seven safety rules

regarding

jacks

an d

lift s.

List five

safety rules regarding

portable

cranes and chain hoists ,

Give

five

safety rules to observe whenusing

hydraulic

pressing

or

pull ing

tools.

2L.

22

23.

24.

.i:

A

porrobre

-. ',?l;' ;1,:;i;

vervhondv

oot'

u7



FOOT

PUMP

LEVER

RELEASE

EVER

Auto

Service

ond

Repoir

TILT

sC R

TE

LESCO

I

NG

RAM

SWIVEL HEEL OUNT

High reoch f¡onsmíssíon

iock.

This

jock

noy o/so

be

used o rondle ngines

hotore

pul led

¡on

under he

cor

l r8



SOLDERI

G,BRAZING,

ELDING

CRACK ETECT¡ONND REPAIR

This chapter

is designed

to

províde

basic

:echniques,

machine

operat ions

and

safety rules

pertai.ning

to soldering,

welding

and brazing.

Most

welding

and brazing

is confined

to the

body

shop.

However,

you

will

f ind

that welding

skil ls

can be

used

on many

dif ferent

jobs.

Students

of auto mechanics

should take

at least

cne basic course in the welding f ield.

USE

CAI1E

WHEN

WELDING,

HEATING

OR

:: 'TTING.

FiRE

OR EXPLOSiON

CAN

OCCUR.

:. :EP

AWAY

FROM FUEL TANKS,

BATTERIES

.:. \D

OTHER

FLAMMABLE

ITEMS.

sOLDERING

Soldering-can be defined as the

act of joining

:wo

pieces

of metal through

the use

of a lead and

::n

alloy. There

is

no actual fusion

(melt ing

to -

Eether) involved. The

solder, when

the base metal

:s

heated

to the

correct temperature,

seems to

o'terally

dissolve a minute skintt on the metal.

--pon

eooling, the

solder and

skint 'amalgamate

rmix

together)

thus

forming

atightbond,

Fig.

8-1.

In

soldering,

the

pieces

to

be

joined

should

:--t

together

as

closely as

possible.

The

less

solder

separat ing

the

parts,

the stronger the

-

oint.

SOLDER

Solder

is

a mixture

of

lead

and tin

plus

'ninute traces

of

zinc,

copper,

aluminum,

etc.

The

proportion

of

tin

to lead affects

both the

:oelting point (poi.nt at which solder becomes a

i':11

liquid)

and

the

plastic

range

(temperature

span

from

the

lowest

point

at which

the solder

becomes

mushy

or

plastic,

to the highest

point

;ust

before

the

plastic

mixture

liquifies).

You

will

note from

Fig. 8-2,

that

pure

lead

:nelts

at 621

deg.

F. and

pure

tin melts

at 450

Ceg.

F..

A

mixture

of

about

63

percent

tin

to

7 percent

lead

will

melt

at 361 deg.

F.

Study

Fig.

8-1.

7ñe solde¡ ond metol skin

omalgomote

pon

cooling

lhus Íorming

o tight

bond.

the

chart in Fig. 8-2,

and

note

how

temperature

and

plastic

range is

affected by alloying

in

differ-

ent

proportions.

A

solder that

has

awideplastic

range

is

required for

ear body work.

Chapter

621

Fig.8-2.

Tin-leod

olloy plost ic

ronge

ond melt ing

point

chort.

(Keste¡)

Comrtronly

used solders

are 40l60

(40

per-

cent t in, 60

percent

lead), 50/SO

and

60/40.

Solder is

available in

bars or ingots for

plumb-

ing,

and body

and

fender

work. Flux

core

wire

solder

(wire

solder

with

a hollow

center

f i11ed

with f lux),

solid wire

solder, and solder

ground

into f ine grains,

and mixed with f lux,

are used

for general

soldering.

TIN-LEAD

FUSION

IAGRAM

',2f

r

''r

+ o/ ?a/

\a/

4a/

.a/ 70,

ao so/ +

rrñ

-EAD

+

/eo /3a /7o /6a /5o /aa /ra /2a / a +

-Fâ

\

t

tu

76

,35.

\

I

&

I

I

36' i

}\

t \

I

PLASTIC

I

] .

\

UID

Q10 -

399.

-

PLAf

{t

iTrcf

36r'

l t9



Fíg.8-3.

Hondy

size

solderíng

irons. A Light

duty

B-Medium

duty.

Q, Heovy

uty.

(Snop-On

ools)

SOLDERING

LUX

Soldering

obviously

heats the

metal andin

so

doing

accelerates

oxidization

(surface

of the

metal combining

with

the

oxygeninthe

air).

This

leaves

a

thin

film of

oxide

on the

surface

that

tends

to reject

solder.

It is the

job

of the

flux

to

remove

this

oxide,

andprevent

the

reoccurrence

during

the solder lng

Process.

Chtoride

or

acid

flux is excellent

for

use on

radiators

and

other

solder ing

where

acorrosive

and electrical

conductive

residue

(f1ux

remaining

on the work after soldering) is not harmful. Ho t

water should

be

used

for cleanup

after

solder-

ing.

BE SURE

TO KEEP

ACID

FLUX

OIIT OF

YOUR

EYES.

Organic

flux

is somewhat

l ike

the

acid

type,

but

is less corrosive

and

the

f lux residue

be-

comes

flakey

and

soft,

and can

be

readily

re -

moved

by

dusting,

tumbling

or

wiping

with

a

damp

cloth.

I ts ef fect iveness

is lost

i fsubjected

to susta ined

high temPeratures.

Rosin

or

resin

type

f lux

MUST

BE

USED

FOR

ALL

ELECTRICAL

WORK.

The

residue

will

not cause

corrosion,

nor

will

it conduct

electricity. The residue may be rernoved

with

kerosene

or

turpent ine.

A

special

f lux

is required

for

soldering

aluminum.

SOLDERING

RONS

The

solder ing

iron,

somet imes

cal led

acop-

per, should

be of

ample

size

for

the

job.

An

iron

that

is too

9ma1l

wi l l

require

excessive

time

to

heat the

work and

may

never

heat

i t

properly.

The

proper sizé

iron

wil l

bring

th e

rnetal up

to

the

correct

soldering

heat

(around

525-575 deg. F.) quickly

and

will

produce a

good

job.

Plain

irons or coppers

(must

be

placed

in a

gas

flame

or

in an

electric

furnace

to

heat)

range

in si.ze

from around

1/2 lb.

forlight

work,

up tci

several

pounds

for

heavier

tasks.

Electric

irons are

fast and

eff icient.

A

100-

watt s ize

is

recommended

for l ight

work,

a2OO-

watt

size

for

medium

work and

a

35O-watt

iron

for heavier

work.

(Wattage

will vary

-

these

Fig.8-4.

A solderíng

un

such

s

?his

wo¡ks osf

(SnoP On

ools)

are

approximate

size

recommendations.)

Se e

Fig.

B-3.

For electrical

wiring

a soldering

gun as

shown

in

Fig. 8-4

is

ideal.

The t ip

reaches

soldering

heat

in a

matter

of a

few seconds.

CLEANING ORK

A1l

t races

of

paint , rust , grease, scale, etc ,

must

be

removed.

The

grinding

wheel,

wire

brush,

f i le,

steel

wool, emery

c1oth,

cleaning

solvent

etc.,

are

all

useful

in

preparing

th e

surface

for soldering.

Remember

that

GOOD

SOLDERING

REQUIRES

CLEAN,

WELL-

FITTED SURFACES.

TINNING

THE IRON

The

soldering

iron t ip

is

made of

copper

and

wil l

through

the

solvent

action

of solder

an d

prolonged

heating,

pit

and corrode.

An

oxidized

or

corroded

tip wi l l not satisfactorily transfer

heat

from the

iron

to the

work, and

should

be

cle-aned

and t inned.

Use a

file and

dress

the

ti p

down

to the

bare copper.

File the

surfaces

smooth

and

f1at.

See

Fie.

B-5.

\

TIP

BADLY

CORRODED

FILED

CLEAN

AND

SMOOTH

Fi le

t ip surfoces

llot

ond smooffr.

is .8-5.

Then,

plug

the

iron

in. When

the

tip color

begins

to change

to

brown and

li ght

purple, dip

the

tip

in

and

out of

a can

of

soldering

flux

(rosin

core)

and

quickly

apply

rosin

core

wiré

120



Solder ing,

Brozing'

solder

to all

surfaces.

If

no

paste

flux

is

avail-

ab1e,

rosin

core

wire

solder

wil l

do'

However'

dipping

the

tip

provides

a

faster

and

usually

better

tinning

job.

The

iron

must

be

at

operating

heat

to

ti n

properly.

When

the

iron

is

at

the

proper

tem-

perature, solder wil l melt

quickly

and

flow

freely.

NEVER

TRY

TO SOLDER

UNTIL

TH E

IRON

IS

PROPERLY

TINNED.

See

Fig '

8-6'

I f

during

tinning,

a

surplus

of

solder

adheres

to

the tip,

wipe

off

the

excess

with

a

rough

tex-

tured cotton

rag.

Welding,

Crqck

RePoir

WIRE

SOLDER

Fis.

8-8. Apply

soldet

tT 'J;01

the

iron

where

f conrocts

the

flux

where

i t

wil l

do

the

most

good'

Flowing

solder

at

this

point

wil l

also

provide

a

mechan-

ical

bond

between

iron

and

work

that

wi l l

speed

up

heat

transfer ,

Fig.

8-8.

WORKMUSTBE HOT

Pieces

to

be

joined

by

soldering

should

be

heated

so

the

solder

is

melted

by

heat

in the

metals

to

be

soldered

together.

When

this

is

done,

solder

wil l

f low

readily

and

a

good

job

wil l

result.

If

the

solder

melts

slowly

and

is

pasty

looking,

the

work

is

not

hot enough'

If

using

a

gas flame

to

heat

the

parts,

be careful

to

avoid

overheating

SWEATING

Two

pieces

may

be

joined

by

tinning

the'

contact

surface

of

each,

placing them together

and

applying

heat.

When

the

tinning

metal

melts'

the

pieces are

held

inf i rmcontact.

This

process

called

sweating,

produces

a strong

union'

if

proper lY

done.

See

Fig.

B-9.

SOLDERING

W¡RE

SPLICES

Apply

the

tip

flat

against

the

splice'

Apply

rosin

core

wire

solder

to

the

f lat

of

the

iron

where

it contacts

the

wire.

As

the

wire

heats'

the

solder

wi l l

f low

throughthe

spl ice,

Fig '

B-10'

DO {OT vlOVEWORKUNTILCOOL

When

joining

two

or

more

pieces

by soldering'

be

careful

not

to

disturb

them

until

the

solder

has

set

(cooled

to

the

solid

state)'

If

they

are

moved

rvhile

the

solder

is still

in a

pasty

state'

fracture

lines

wil'I

be set

up

that

will

produce

a

weak

joint.

121

I

f

¡

t

u

x

¡

Fig.8'6.

The

ip

must

e

properly

inned'

Some

shops

use

a

block

of

sal

ammoniac

to

aid

in

tinning.

The

hot

iron

is

rubbed

on the

block as

solder

is aPPlied.

HOLDING

HE

IRON

The

iron

must

be

held

so

that

the

flat surface

of

the

tip

is

in

full contact

with

the

work'

This

wil l permit a

maximumtransfer

of

heat,

Fig'

B-7'

APPLY

SOLDER

O

EDGE

OF

IRON

Apply

the

wire solder

at

the

edge

of

the

iron

where

it contacts

the

work.

This

wi l l

release

WITH

WORK

RIGHT

CORRECTLY

TINNED

TIP IN

FULL

CONTACI

Fig.8-7.

Hold

the

tip

l lot

ogoinsr

he

work'



Fig.8-9,

Sweof ing

fwo

pieces

ol

me¡ol

together.

A-Tinning

ports.

B-Place together

an¿ heot.

C-Hold

tightly logether

unti l

so/de¡ sets.

WIRE

PLICE

Fig.

8-10.

Solder ing

wire spl ice.

RULES

OR

GOOD OLDERING

1. Clean area

to be soldered.

2.

Parts

should f it

closely together.

3. Iron must

be

of suff icient

size and must

be hot.

4. Iron

tip must

be t inned.

5. Apply full

surface

of tip flat to work.

6. Heat

metal to

be

joined

until

solder f lows

readily.

7.

Use

proper

solder

and flux for

job

at

hand.

B.

Apply

enough

solder to form

a secure

bond

but do not waste.

9. Do not

move

parts

until

solder sets.

10. Place hot iron in a stand or on a protective

pad.

11.

Unplug

electric iron as

soon as

finished.

BRAZING

In

brazing the

temperatures involved

ar e

higher

than

in

soldering

(above

800 deg. F.).

Brazing

consists of heating the work

to a

Auto

Service

qnd

Repq¡r

point

high

enough

to melt

the

brazing material

but not the

work itself.

Steel,

for

e*ample,

is

brought

to

a dull

red heat.

A suitable

brazing

rod is

brought into

contact with

the

heated

joint

and melted.

Capillary

action

(attraction

be-

tween a

solid and a

liquid)

draws

the

brazing

alloy into the joint.

The

work

must

be

clean,

properly

fluxedand

brought to the

coruect temperature. Parts

should

be held

together

securely

during the

operation

and while

cooling,

to avoid

internal fractures.

BRAZE

WELDING

Braze welding

is

quite

simr'lar

to brazing

exeept that

the

joint

between

the

parts

is

of

a

poorly

fitted

type.

Brazing

rod is

actually

flowed

into

the

joint

and

built up

until

the

joint

has sufficient

strength.

See Fig. 8-11.

BRAZING OD

Brazing

and

silver soldering

(brazing

with

a

filler

rod

of silver

alloy) rods

come in

a

wide

variety of alloys. A

regularbronzeor

manganese

bronze rod is f ine

for

average

garage

use on

steel,

cast

iron

and malleable

iron. Melt ing

temperature

is around

1,625

deg. F. with

a

tensile

strength

(bonded

to steel)

of around

40,000

psi.

Fig.

8- l I .

B¡ozedond braze welded

joints,

BRAZING

LUX

Numerous fluxes are. avai.lable. Choose one

compatible with the

brazing

rod

being

used.

Rods

are available

with ftux

coatings.

Flux

in

both

powder

and

liquid form is

commonly used.

The

uncoated bronze

rod

is heated

(the

tip)

an d

dipped

into the flux.

Enough

will

adhere to

pho-

vide

proper

fluxing

for

a

short

while.

The flux

helps

to remove

oxides, and keeps

oxides from

forming

during

the brazing process.

122



Solder ing,

Brozing,

SOURCES

F HEAT

FOR BRAZING

A

Bunsen

burner,

b lowtorch,

propane

torch,

:xyacety lene

torch, carbon arc, etc .,

wi l l

a1l

:roduce

suff ie ient

heat for braz ing and

braze

,r

elding.

Propane

an-d oxyacetylene

torches

rre

wel l sui ted

for

the

job

and are

general ly

:i ai.lable in the shop.

The

acety lene torch,

Fig. B-12, is

s imi lar

:o

a

propane

torch. A regulator

is

attached

to

a tank

of

gas,

the tank valve

is

opened

and set

:cr

the desired f low.

As

this torch ut i l izes

rxygen

from the

air, only one

tank

(acetylene)

:s

required.

Several

t ip

s izes

are avai lable.

A regular oxyacetylene outfit

(uses

a tank

:1

oxygen

and a

tank

of acetylene)

is shown

in

aig.

B-13.

Oxyacety lene

flame temperatures

:rceed

6,000 deg. F.

See

Fig.

B-13.

TIP CLEANER

BRAZING NDWE

TIP

ATTACHMENTS

Welding,Crqck

Repoir

Fig. 8-12.

So/de¡

broze ki t.

(Morquette)

YGENCYLINDER

AUGE

TIP PRESSURE

ACETYLENE

GA

TANKCONNECTION

LIGHTER

GOGGLES

Fig.

8-13. Oxyocetylene

welding,

brozing ond cutt ing outl i t .

(Morquel te)

ETY

LEN E

INDER

GAUGE

ACETY

LEN E

REGULATOR

MIXER

VALVE

FLAME

CONTROL

TANK

CONNECTION

PRESSURE

DJUST

ITTINGTO ATTACH

TO

MIXERHANDLE

ATTACHMENT

XYGEN

CONTROL ALYE

CUTTING TTACHMENT

CUTTING

IP

123



Auto

Service

ond Repoir

BRAZING

ECHNIOUE

Select

a

tip

size

appropriate

tothe

work.

The

tip

size

chart,

Fig.

B-14,

wil l give

you

an in_

dication

of

size

in

relation

to metal

thickness.

Note

the

recommended

gas

pressures.

APPROXIMATE

GAS

PRE5SURES

FOR

OPERATINC

AIRCO

WELDING

TORCHES

Tip

No.

Mixer

Thickness

of

Metal (In. )

Oxygen

Pressue

(ps i)

Pressu¡e

(ps i)

5

7

7

Fig.8J4,

I ip

size ond pressure

chor .

1231561

t -7

1-7

t -7

1-7

t -7

t_7

ó-10

l/16

3/32

l. /8

3/16

1./1

5/16

3/ B

and

clear;

a tri f le

more

heat

wil l

be

sufficient-

Touch

the

fi l ler

wire

to

the

work.

When the

heat

is

eorrect,

it

wi l l

mel t

and

tin

the parts.

Use

the

tip

to

guide

the

flow

of

metal

(tinning

action

fol lows

the

heat).

Make

sure

the

fi l ler

enters

the

joint

ful l

length

and

that

it

t ins

properly.

TIP

DISTANCE

AND

ANGLE

IS IMPORTANT

The

distance

the

torch

tip

is

held

from

the

work

affects

the

rate

and

extent

of

heating.

Parts

with

a low

melting

point

wil l

require

holding

the

tip

further

from

the

area

to

be

brazed,

Fig.

8-1?.

By

holding

the

tlp

at

an

angle,

tr ig.

B_1g,

the

work

is

kept

at

brazing

temperaturé

with

minirnum

danger

of

overheating.

Note

how

th e

distance

is

varied

to

suit

the

work,

while

th e

angle is maintained.

KEEP

TIP

IN MOTION

Keep

the

tip

in

motion

to

spread

the

heat. I f

the

flame

is

kept

in

one

spot

too

long,

over_

heating

may

result.

A

circular

motion,

Fig.

B-19,

is

desirable.

The

size

of

the

ci rc le

should

be

decreased

as

the

joint

becomes

heated.

When

brazing

temperature

is

reached,

the

circles

should

be quite

small.

Using

a

zigzag

motion

during

the

application

of

the

welding

rod

is

also

satisfaetory.

BRAZE

WE

DING

ECHNIOUE

In

braze

welding,

a

groove,

fi l let

or

slot is

fi l led

with

nonferrous

fi l ler

metal,

having

a

melting

point

below

that

of

the

base

metals,

bu t

above

800

deg.

F.

The

fi l ler

metal

is

not

dis_

tributed

by

capil lary

attraction.

The

technique

used

for

braze

welding

is

similar

to

brazing.

Once

the

brazing

rod

has

flowed

out

and

the parts

tinned,

the

heat

should

be

careful ly

control led

so

the

braze

metal

ca n

be

buil t

up

to

the

desired

thickness. The ro dmeta1,

as i t

is

fed,

must

mixwiththat

added

be_

fore

but

must

not

cause

the

buildup

to flow.

Se e

Fig.

B-20.

RULES

OR

GOOD

RAZING

1.

Work

must

be

clean

and

well

f i tted.

2.

Use

a

t ip

and gas

pressures

in

keeping

wi th

the

job.

00 0

00-t

00- l

t /64

t/32

Fig.8-15.

Corburiz ing,

neut¡ol

ond

oxidiz ing

Í lames.

Adjust

the

torch

to produce

a neutral

or

stightly

carburizing

(excess

acetylene)

flame,

Fig.

8-15.

With

the parts

CLEAN,

CLOSELY

FITTED

(ideal

joint

gap

for

braz ing

is

.0015

-

.003),

FLUXED

and

FIRMLY

HELD,

apply

heat

to

th e

joint.

Use

a brushing

motion

of the

torch

tip

as

shown

in

Fig.

B-16.

Watch

the

flux.

Wben

it

starts

to

turn

watery

NEUTRAL

oxtDtzrNc

BRUSH

MOTION

OF

TORCH

XY -ACETYLENE

TORCH

FILLER

METAL

APPLIEO

FROM

S

ENO OF

JOINT,

TORCH

MOVEO

IN

THIS

DIRECTION.

JOINT

Fig. 8-16.

Heot

joint

pr ior

o

opplying

brazing

mater ial .

When

hot,

stort opplying

liller

metal

from

one

edge

and

use rfie

brushing

mo-

tion

of

the

llome

to

drow

materiol

olong

ond

ínto the

¡oint.

(ATRCO)

124

ACETY

EN

E

FEATH

ER



Soldering,

Brozing,

Fig.8-17,

f lre disfonce

Írom t ip

to work o(Íects

heot

t¡onsler.

Fig. 8-18.

Hold

to¡ch tip ot on ongle

to the

work.

(Brozing.)

Welding,

Crqck Repoir

3.

Use

a

neutral

or slight ly

reducing

(carbu-

rizing) f lame.

4.

Keep

tip in motion.

5. Hold

the t ip

at an angle

to the work.

6.

Heat may

be

controlled

bychangingdistance

from

tip to work.

7.

Braze metal

should be

suited to

the

job.

8. Use a good flux.

9.

Braze

metal

must

penetrate

the

joint

an d

tin

the surfaces.

10.

Parts

must

be held in

posit ion

and not

dis-

turbed

until braze metal

sets.

11.

Avoid

overheatins,

GASWELDING

Unlike

brazing, welding

is

a

fusion process.

A

port ion

of the metal

of eaeh

part

is melted.

The

melted

areas f low

together

and upon

cool-

ing

form

one solid

part.

Fil ler

rod is

often

added during the process.

PREPARING

HE JOINT

Thin

metal

l l32 in.

or l ess, is

of tenf langed

to

protect

against

heat warpage

-

A,

Fig. B-21.

Parts

not

exceeding

1/B

in.

may

be

welded

by

using

a square edge-butt

joint

-

B.

When

-metal

th ickness

ranges f rom

around

1/8

-

3/B in. ,

a

V- joint

is

used

-

C. Parts

over 3/8 in.

ar e

usually

prepared

with

a

double

V-joint

-

D,

Fig.

B-21.

Both

the

joint

and the

immediate

area must

be

cleaned

of rust, scale,

paint,

etc.

FLANGE

BUTT

CORRECT

\

Éia)

I

r t

r l

F ig.8-19. Keep

tñe

torch t ip

in motion.

Brozing.)

FLAME

TOO

HO T

AND

TOO

CLOSE

WRONG

\

IJ

htt

t f i

t{ i

)fd.

ERAZE

BUILDUP

FLOWING HROUGH

JOIN

Broze

welding.

A-Corect. 8-7oo ñot. Nofe

fiow

6roze

melol 6ose

soos.

JOINT

--¿::--/::

i lbü

Fig,

8-21.

Yleld

¡oint

preparotion

n vo¡ious

hicknesses

ol me¡ol.

USE

NEUTRAL FLAME

Use a neutral f lame for gas weldi.ng. Th e

neutral

f lame wil l permit

smooth,

dense welds

of high

strength. There

will

be no foaming,

sparking,

etc.

A

carburizing

f lame

(excess

acetylene) wiI I

cause molten

metal

to

pick

up carbon from

th e

flame. This

causes the metal

to boil

and

upon

cooling,

to become

brit t le.

BRAZE

MATERIAL

BUILDIÑG

UP

IN

JOINT

O. K.-LESs

HEAT

F;s.

8-20.

t25



An

oxidizing

flame

excess

of oxygen)

will

cause

the metal

to

foam and send off a shower

of sparks.

The

excess oxygen combines

withthe

steel causing

it to burn.

The weldwillbe

porous,

weak

and

brittle.

TIP SIZESELECTION

Torch

tip size

must be

suited

to the

job.

Fig. 8-14,

gives

typical tip sizes and

gas pres-

sures

for

different metal

thicknesses.

WELDING ECHNIOUE

BACKHAND

ETHOD

The t ip should be

directed back into the

molten

puddle,

away

fromthe direction

of travel.

The

rod

is held between the f lame and

weld.

ACKHAND

Fig.

8-22.

Forehond nd hoclchond

elding ecñnigues.

lAiRCO)

When

the base metal

metal

of

parts

being

joined)

melts

and

forms

a

puddle,

the filler

rod

is

added as

the

weld

progresses.

MELT THE

ROD

BY

INSERTING THE END INTO THE

PUDDLE.

Do not

hoLd the rod above the

puddle

and

allow

it to melt

and drip

ín.

THE

INNER FLAME

CONE MUST NOT

TOUCH

EITHER THE

ROD OR THE PUDDLE.

Move the flame

along the

weld in

a steady

fashion,

causing the base metal

to

reach

th e

fusion

state

just

ahead

of

the

puddle. The

weld-

Auto

Service ond

Repq¡r

ing

rod

can be

moved

from

side to

side,

in

small circles or in half-circles. THE

WELD

SHOULD

PENETRATE

THROUGH THE

JOINT.

Fig.

8-22

shows both the forehand,

and back-

hand, techniques.

OXYACETYLENEUTTING ORCH

The

cutting torch finds

many

uses in the

auto shop. In

an oxyacetylene

eutting torch,

a

preheating

flame is

maintained,at

the

tip through

small

orifices or openings

around

the

center

orifice.

The

preheating

flame is

held

close

to

the work

at

the

point

where

the

cut

is

to start.

When

the spot

has been

heated

to a bright

eherry

red

or

hotter,

depress

the

oxygen

jet

lever.

When the stream

of

pure

oxygen strikes

the heated

area, it will

cut

burn)

through

the

steel.

As soon as the cut starts, move the torch

along

the work. Move

as

rapidty

as the

cutting

will

allow. Keep

the

oxygen lever fully

de-

pressed.

If

the

cutting action

stops, release the

oxygen lever

and

with

the

preheat

flames

they

burn

continuously),

preheat

again.

Holdthe

toreh

tip at right angles to the work with

the

preheat

flames

just

clear of the

surface,

Fig.

8-23.

PREH

EATING

THE

EDGE

+

PREHEAT

FLAMES

JUSTCLEAR

WORK

CUTTING

STREAT

Fig. 8-23. Hold ¡he

cutting tip at right ongles

to tlre work

so

preheot

flomes

just

clear the work.

Note how the

eutting

toreh

removesanarror

kerf

cut)

and how

the molten metal

stag)

is

blown

out

from

beneath

the work, Fíg. 8-24.

ill

r

{

126



SETTING POXYACETYLENE

OUIPMENT

Keep both

the

acetylene

and oxygencylinders

supported securely.

The acetylene cylinder

should

be in the

upright

position

to

prevent loss

of acetone

(acetylene

cylinder

is filled

with

Fig.8-24,

Torch

cutt ing

ocfion.

Nole

use

of

gloves.

(Lincoln

Electríc

Co.)

WELDING

TORCH

OXYGEN

HOSE

CONNECTION

CYTINDER

RESSURE

GAUGE

WORKING

PRESSURE

GAUGE

WORKING

PRESSURE

GAUGE

CYTINDER

RESSURE

T GAUGE

OXYGEN

HOSE

ACETYLENE

VALVE

WRENCH

ACEIYTENE

REGUTATOR

ACETYLENE

HOSE

TWIN HOSE

OXYGEN

REGUTAIOR

Solder ing,

Brozing,

Welding,

Crock

Repoir

acetone

soaked

porous

fil ler material).

Keep

cylinders

away

from heat and

flames.

Pro-

tective tank

valve caps

must be in

place

when

cylinders

are stored.

Mark

empty

tanks

with

the

letters

MJ¡ tsig.;8-24AA,

id.ustrptes

ho w

tankS

or

,cyünders

are--attached

to

the welding

setup.

REGULATORS

The

oxygen

regulator

has a right-handthread

and

the acetylene

a left-hand

thread.

This

pre-

vents

instaliing

the regulators

on

the wrong

cylinders.

Fig.8-24A.

Typicol

oxygen regulo-

lor.

Nole high reoding

cylinder

gouge.

The

regulators

reduee cylinder

pressures

to a controlled

and useable

amount.

Figs-8-?44

and

8-248, i l lustrate

typical

regulators;

Note

the cylinder

and

hose

fittings.

The right-hand

gauges

read

cylinder

pressure,

while

the left-

hand

gauges indicate

tip operatingpressure.

Ti p

pressure is varied by adjusting the handles.

Before attaching

regulators

to

cylinders,

crack

(open

slightly)

the valve

on each

cylinder

a small

amóunt

for

a

second

to

blow out

dust or

other

foreign

material.

Do not crack

the

acety-

lene

near any

open

flames or

near

a

welding

operation.

Attach

the

regulators

to their

re -

spective

tanks.

Tighten

gently.

NEVER

USE

t

\

I

tr=-p

sP^.RKLIGHTER

3E:ú3

APPARATUS

IVTENCH

LINDER

CONNECTION

(RIGHT.HAND

HREAD)

HOSE

CONNECTION

Irr rKErruKt

i i r ló i ¡_. i IXOTHREAD)

CONTROLHANDLE

IP

PRESSURE

É

u

A

=

J

I

z

u

o

x

o

I

u

z

U

J

F

E

I

Fig.

8-24AA. Oxyocetylene

weldíng sefup.

(ATRCO)

127



HOSECONNECTION

LEFT.HAND

HREAD)

Fig. 8-248.Typícol

ocetylene egulotor.

connect lons.

TIP

PRESSURE

CONTROL

HANDLE

Note le Í t -hond

thresd

OIL

ON

REGULATORS.

DO

NOT HANDLE

GA S

WELDING

EQUIPMENTWITHOILY

ORGREASY

I

HANDS,

AND DO

NOT WEAR

OIL

SOAKED

CLOTHING.

OiI,

in the

presence

of

pure

oxygen,

becomes highly

f lammable.

Back out the

pressure

contro l

handle oneach

regulator

counterclockwise)

unt i l

f ree.

ATTACH HOSE

Attach

hoses to the regulators.

The acetylene

hose is normally red

and the oxygen

green.

Aeetylene

fit t ings

are

left-hand threads

while

ATTACH TORCH

MIXINGHANDLE

The

torch

mixing handle should

be attachec

to the

hose

end. Do

not overt ighten

either

mix-

ing

handle

or

regulator

end hose connections.

Where

rubber

O-r ing

seals

areused,

handtight-

ening is suff icient. Note the oxygen and acet-

ylene mixing valves, Fig.

B-25.

ADJUSTING

AS

PRESSURE

After insta l l ing

the desired t ip ,

MAKE

SURE

THE REGULATOR

PRESSURE

CONTROL

HAN-

DLES ARE BACKED

COUNTERCLOCKWISE

COMPLETELY

OFF. THE

TANK VALVESMAl-

THEN BE OPENED - VERY SLOWLY.

Open the

ACETYLENE

VALVE about

ONE TURN. Ope:

the

OXYGEN

valve ALL

THE

WAY

in order

tc

prevent

leakage

around the valve stem.

Leave

the ACETYLENE WRENCH in place onthevalve

to

facilitate an emergency

shutoff

-

if requirec

at

any t ime.

SHUT

the

ACETYLENE

mixing valve.

OPE\

the

OXYGEN mixing valve.

Turn

the

OXYGE\

regulator

handle in

clockwise)

until the desirec

working

pressure

is obta ined

read

low

pressure

gauge). PURGE

clear

the hose of air or othe:

gases)

the oxygen

hose line by

allowing

oxyge:.

to f low

from

the

hose momentarily.

SHUT

of :

the

oxygen

mixing valve.

OPEN the acetylene mixing valve

oxyger.

valve

off) and adjust acetylene

regulator to

de -

sired pressure. Fol lowing purging, close acety-

lene mixer valve.

PURGING

LINES IS

VERY

IMPORTANT.

FAILURE TO DO

SO

CANALLOWACETYLENE

TO ENTER THE OXYGEN HOSE AND

VICE-

TYL EN

E

CYLINDER

PR

ESSURE

GAUGE

CYLINDER ONNEETION

LEFT-HAND

HREAD)

TIP

PRESSURE

GAUGE

Fig.

8-25. Torch nixing

hondle wi th

o

t ip ot toched.

Morquet le)

oxygen

fit t ings are right-hand.

When

using

th e

equipment,

keep hoses away

from hot sparks,

f lame,

oí1,

grease,

etc.

Avoid kinking, and coil

when f inished workins.

VERSA.

THIS OF COURSE, CREATES

A

COM-

BUSTIBLE

MIXTURE TNSIDE

THE

HOSE AND

CAN CAUSE

A

FLASHBACK

FIRE

BURNING

INSIDE

THE HOSE).

MIXERVALVE

128



Soldering,

Brozing,

LIGHTINGTORCH

Open the acetylene

mixer

valve

a small

amount while

operating

a seratcher or

spark

lighter in front

of

the tip.

KEEP THE

TIP

FACING

IN A

SAFE

DIRECTION.

HAVE

YOUR

WE L DING

G

OGG LE

S

IN POSITION..

SeE

Fig. 8-26.

Fig.

8-26.

Sparklighter,

gueezing

hehondle

oves

fl infoc¡oss

o rough

melol

surloce hvs

producing

shower

f

spor/<s.

When the acetylene

ignites, adjust the

flame

:¡¡til it is hovering about 1/B in. from the tip]

-{,

Fig.

8-2?.{Immediately open

the oxygenvalví

and

adjust thé

f lame. By start ing

with a

carbu-

rizing f iam$

^9,¡a.ta

slowly closing

the acety-

Lene

valvér¡

C,ia neutral

f lame may be aequired,.

D.

Wateh the

yellowish acetylene

feather

to

tell

when

the ner¡ t ral

f lame is reached/Fig.

B-2?..

r}r}DD

/ l / l / l /

^ l

/

, l

/

, l

/

Dl

/

u

r/ t / r /

llh t

,t ,,# p¡ ñ,

fil rc¡nY //\

lr tr lK/ |A l/ \

/ , , ; t ; : ' l l 'A l / \

'* r r ' .or \

I : ' : ; ' : ' : ' ¡ l / \

\

txoFEATHER)

l, '. i ' ,1., . , , ; ' l , l ' l/ I

sLrcHrLy

aRBURrzrNG

1, , :

' , , f l

\

(sHoRr

EATHER)

-/

- , t : ; , ' , , t ,1

HEAVILY

caRBURlzlNG

l / l ; , 'A Xl

\

(LoNG

cETYLENEEATHER)

z

Y

áfi; '. '*'

Fig.

8-27.

Adlusting

to o

neutrol lome. Note

ocefylene Íeather'

SHUTTING FF TORCH

Close

the acetylene

mixer va1ve.

The

oxygen

¡ill

blow

óut

the

flame at once.

Then, shut off

-Jre

oxygen

'mixer

valve.

When

using this

tech-

*'que

of

shutting

off

the

flame,

make certain

-Jre

acetylene

valve

is not leaking.

If

you will be

welding again

within a

few

Welding, Crqck

Repoi r

minutes, hang

the torch up out of

the way.

If

it

wil l

be some

time before

the torch is needed,

drain the l ines.

To drain the l ines, shut offboththe acetylene

and oxygen cylinder

valves.

Open

one

mixer

valve

at a time unt il

the 1ow

pressure gauge

indicates there

is no

pressure

left

in that l ine.

Back off the regulator adjuster handle. Close

the

mixer valve.

Repeat

on

the

other

line.

LIGHTING UTTING

ORCH

Set

regulators

to

give

required

pressure.

Close the

cutting

attachment

oxygen valve.

Open

the mixer oxygen

valve all

the

way.

Open

the

acetylene

mixer valve and

light the torch.

Open

attachment

oxygen valve

and adjust

preheat

f lames to

neutral. Depress

oxygen

jet

lever and

if

preheat

f lames

are altered,

readjust.

These

direct ions

are

for a

cutt ing

attachment

-

shown

in Fig. B-13. Gf another cut t ing torch is used,

follow

the

manufacturer's

instruct ions.)

BASICSAFETY

RULESFOR

OXYACETYLE

NE EOUIPME

T

1.

Wear

protect ive

goggles.

2.

Wear

protect ive

gloves

and clothing.

3.

Keep

all oil

and

grease

away

from

equipment.

4. Never use

equipment

with

greasy hands or

when wear ing

greasy garments.

n

8.

o

10.

11.

'1 ,

13.

Have ample venti lat ion.

Do not cut,

we1d,

or

braze

fuel tanks, unt i l

special precautions have been taken.

Do not work

in

an explosive

atmosphere.

Always

have a

f ire ext inguisher on

the

job.

Open

eylinder

valves slowly.

Maintain

good

hoses

and

fit t ings.

Purge

lines

before l ight ing.

Never use

defect ive regulators.

Inspect

hose for damage

following a

f lash-

back.

14.

Never try

to

repair

hose

with tape.

If a

hose leaks,

d iscard

it .

15. Stand

o one

side of

regulatorswhenopening

cylinder

valves.

16. Open acetylene cylinder valve no more than

ONE turn.

1?.

Never use acety lene

at

pressuresexceeding

15

psi .

18.

When adjusting

either

oxygen

or acetylene

pressures, make

certain

the other

mixer

.

valve is closed.

This wil lpreventflashbacks.

19.

Hold

torch

in a safe direction

whenlighting.

129



Auto

Service ond

RePoir

20.

Know

what

you

are cutting

or

welding. Some

coatings

produce deadly

gases

when

heáted

THERE

ARE

MANY

MORE

SPECIFIC

SAFETY

RULES.

PROCURE

A

BOOKLET

ON

SAFE

PRACTICES

FROM

ONE

OF

THE COMPANIES

HANDLING

GAS

WELDING

EQUIPMENT.

HAVE

AN

EXPERIENCED

OPERATOR

ASSIST

YO U

UNTIL

YOU

HAVE

MASTERED

SETTING UP,

LIGHTING

AND

USING

THE

EQÜIPMENT

SAFELY.

,t ,

ARC

WELDING

By utit izing

the

intense

heat

(6,000

-

10,000

deg.

F.)

generated

by an

electric

arc

between

the end

of

the

welding

rod

and

the

work,

both

base

metal

and

filler

rod

quickly

reach

the

fusion state.

As the

work

puddles, the

rod

end

melts

and

flows

into the

molten

base

metal.

The

so-called

arc

force

actually

causes

the

molten

globules of rod metal to travel through the arc

to

the

puddle.

This allows

the arc

welder

to

be

used

for overhead

welding.

See

Fig. 8-28.

TYPE OF

MACHINE

Basically

an

arc

welding

machine

may

be

an

AC

(alternating

current)

or

DC

(direct

current)

machine.

Combination

AC

-

DC machines

are

also

available.

The

AC or

AC

-

DC machine

is

generally

a

power

transformer

that

alters

the

incoming

220-440

volts

(utility

line voltage)

to a

lowvolt-

age, high amperage current for welding. Atypical

AC

-

DC

machine

is

pictured

in

Fig.

8-29

The

DC

machine

is usually

motor

(electric

or

gas

engine)

driven.

Both types

have

certain

advantages

and

disadvantages.

Machines

are

rated

by

maximum

output

in amperes.

Thehigh-

er

the

output,

the

heavier

wetding

the

machíne

will

perform.

POLARITY

Two

common

terms

used

in DC

arc

welding

are

STRAIGHT

POLARITY

and REVERSE

PO -

LARITY. Reverse polarity means the currentis

traveling

from

the work,

up through

the arc

to

the rod

and

rod

holder.

Straight

polarity means

that

the.

current

travels

from

the rod

holder

(often

called

a stinger)

through

the

rod, across

the

arc,

to

the work. For

a

straight

polarity

hookup,

merely

plug

(unless

a

polarity switchis

used)

the

rod holder

cable

into

the

hole

marked

with

the str.aight

(negative)

symbol

(-).

For a

reversed

polarity hookup,

plug

the

rod

holder

cable

into

the

crossed

(positive)

symbot

(+).

Polarity is

not a

factor

in

AC welding

as the

current

is

constantly

reversing

itself

(60

times

per

second),

Fig. 8-30.

WELDING ETUP

Study

Fig. 8-31.

This setup

shows

the

weld-

ing

machine,

rod

holder,

ground

clamp

andcon-

necting cables.

Fig.

8-28.

lJsing the elecfric

orc lor

welding.

Note

molten

globule

tuoveling

lrom ¡od

to

Puddle.

stLt€oN

RECTIFIERS

COOLING

AN

D, C.

ELECTRODE

AND

GROUND

OUTLETS

D.

C. REACTOR

col

L

INSULATED

GROUND

fAPS

FORHEAT

SELECTION

TRANSFORMER

A. C.

HEAT

RANGE

AP S

D.

C. HEAT

RANGE

AP S

PROfECTIVE

Fig.

8-29. Combino¡ion

C

-DC

orc

welding

mochine

(Morquette)

MOLTEN ROD

r30



ROD

SIZE

Welding rods

(electrodes)

usually

t2

-

L4 in.

length,

are available in many

sizes

(diameters)

starting

at

1/16

in. For

general

auto shop use,

an

assortment

in s izes

1lt6,3l32,Ll8,5l32and

3/16

in.

wi l l

ord inar i lybe

adequate.

TO

(+ )

I

t

TO

(+)

FR9M

_)

WORK

Cu¡renl

trovel with

straight and with reye¡sed

polority,

ie.

8-30.

HOLDER

--

rl-=- I

DARK

GLA55

STEEL

TABLE TOP

ELECTRODE

HOLDER

CA

Fig. 8-31.

Typicol arc welding

setup,

(Lincoln

Elec¡r ic

Co.)

ROD

YPE

Welding

rods are usually

coated

to

provide

a

gaseous

shield around the arc. Th isshieldhelps

:emove

impurities

and

prevents

oxidization. A

special self-starting, self-spacing rod is of -

fered.

The

coating

is kept

in contact

with

the

Tork

thus maintaining

the corráct

distance

irom

rod to.work.

Rods

are available

for welding mild

steel,

carbon

steel, cast

iron,

cast

iron

to steel,

alu-

*inurr l,

etc. Select a rod

suited

to the welding

ob

-

both in

diameter and rod

material.

POWER

PLUG

--_.-,_

1-,

I , ' , .

I

LEATHER

JACKET

Fig. 8-32. Profective

equipment s o musf,

PROTECTIVE

EQUIPMENT

Always wear

a welding helmet

to

protect

your

face

and eyes. A

helmet has a dark

glass

window

that wil l al low

the operator

to

watch

the

blinding arc without

eye strain

or

damage.

Leather

or asbestos

gloves

should beusedto

protect

your

hands

from radiation

and

from

spatter

(flying

bits of molten metal)

burns.

Clothing

must be heavy

and of ahardfinished

cotton

(no

wool

or synthetics)

to shed sparks

and

spatter

without

igniting. Overhead

andhori-

zontal welding

can

cause

a rain

of hot spatter

to

fal l

on

your

arms and

shoulders.

In

these

cases, a leather

jacket

should be

worn.

See

Fig.

8¡ .32. Pockets

must

not be

open to receive red

hot drops.

Shoes must have leather

tops and

should

be high

enough to

prevent

the entry

of

sparks.

Do

not

ri lear

a r ing

as

i t

is

possible,

with

heavy welding

currents, to

inadvertently

ground

the

ring between

the

work

and the rod.

This

can

heat

the r ing to

a

high

temperature

very

quickly.

CAUTION,I

Your

eyes

can suffer severe

burn damage

from

rays

produced

during

arc

welding. NEVER

WATCH THE

An,C

(PVEM

FOR A

SECOND)

WITHOUT THE

USE OF'A HELMET OR FACE

MASK.

Never

str ike

an

arc when

another

person

I

\

IIIIELDIII{G

ACHINE

H

ELMET\I

STRAIGHT

POLARITY

ELECTRODE

ELECTRODE

GROUND LAMP

f3t



Auto

Service

ond

RePoir

Fig.8 '33'

Str ik ing

an

orc'

is

standing

nearby

unless

he

is

wearing

pro-

tective

gojgfes.

Eye

burns

are

sneaky

in that

the

pain does

not

immediately

follow

the

ex-

posure.

SETT¡NG

P

TO

WELD

Attach

the

ground

clamp

securely

to

a

spot

on

the

work

that

is

free

ofpaint,

rust,

etc'

After

selecting

the

correcl

size

and

t¡pe

of

rod'

set

the

machine

as

recommended.

Turnthe

rnachine

on

(make

sure

rod

holder

'is

not

contacting

work),

insert

a

rod

in the

rodholder'

The

holder

jaws

must

grip the

uncoated

end

to

provide

an

Llectrical

path.

Turn

the

machine

on

and

3trike

an

arc.

STRIKING

AN

ARC

Fig,

8-34.

Welding

with

o whipping

motion

o( ¡he

elect¡ode

(rod)'

work

with

the

top

of

the

rod

tilted

5

-

15

deg'

toward

the

direct ion

of

travel,

Fig.

8-34'

Whipping

should

be

done

by

flexing

the

wrist'

The whipping

motion

produces

a

series

of

circular

ridges

along

the

top

of

the

weld' It wil l

be

difficult,

for a

while,

to

maintain

correct

arc

Length.

Continued

practice

will

enable

you

to

develop

skil l .

Always

use

recommended

machine

sett ings.

Occasionally

a

weaving

motion

will

be

re -

quired.

This

wil l

help

to

bridge

wider

gaps

an d

*i11

d.posit

weld

metal

over

a

wider

surfaee'

Fig.

8-34,4..

Strike the

with

a

short,

forms,

Pull

distance,

Fig.

WELDING

end of the rod against the

work

scratehing

motion.

When

the

arc

the

rod

awaY

the

recommended

B-

33.

START

srARr-D

srARr-N

/ -

r-g¡¡¿gTto¡

oF

WELD

Fig. 8-34tA. WeovingPottetns Íor orc welding'

(Mo¡guefre)

Study

Fig.

8-35,

in

which

a series

of

welds

are

shown.

AI1

welds

were

made

with

the

same

type

and

size

electrodes.

Machine

sett ings

an d

*áfai g

speeds

were

varied

to

demonstrate

the

effects.

When

the

base

metal

puddles

(melts) '

move

the

rod

forward

slowly.

Some

rods

may

be

held

steady

while

others

require

a

whipping

motion'

When

whipping,

move

the

rod

out

of

the

molten

puddle

,rtttii

ttt.

puddle

starts

to

freeze

(solidify

-

it trtrr

from

a shiny

wet

look

toa

dutl

sheen)

then immediately

move

it

part

way

back

intothe

puddle.

When

the

puddle

is

fluid

again' hold the

rod

ln

place

for

a split

second

then

whip

it

out

again.

Repeat

this

process.

Viewedfromthe

top'

the

whipping

process

can

form

either

a

straight

line

or

.

C

tt pu,

depending

on

the

need'

Whipping

is

handy

in c

ontrolling

burn-through

in

thin

metal,

or

when

working

with

wide

gaps'

The

rod

should

be

held

at

right

angles

to

the

|

wxre

RoD ur

ro

;

-

TH|S POSITION

PUDDLE

132



Solder ing,

Brozing,

Welding,

Crqck

Repoir

, \ .

A

good,

smooth weld. Note

the even

whip

marks

and

lack

of spatter.

B.

Machine

settings too low.

The

wetd is

narrow

with

l i t t le

penetration.

I t

is

piled

high.

C. Machine

settings

too

high.

Note

excessive

width, blowholes and heavy spatter.

D.

Sett ings

O.K. but

arc too

short.

E.

Settings O. K. but

arc too 1ong.

F.

Sett ing

O.

K.,

arc

O. K.

but speed too s low.

G.

Arc O.

K.,

sett ings

O.

K.

but speed too fast.

tr¡g.

8-35.

fhe ef fects ol vorious

mochine

seffings,

orc Iengths

ond

welding

speeds.

Rod

rype ond

size

remoined

constont.

(Lincoln

E/ectr ic

Co.)

The

sound of the arc

is

helpful

in

determining

-¡hen

i t is the

correct length and of the

proper

:-eat,

A

good

arc

has

a steady

bacon

frying 1n

:ie pan

sound.

A short

arc

wil l make

popping

---o ises

and wi l l tend to

cause

the rod to

st ick

to

:re

work. Excessive

arc length

wi l l

cause a

:--gh,

humming

noise with

a lot

of

spatter.

Th e

=r'c

also tends to

go

out.

MANY

YPES

OF WELDS

Weld

posi t ion

and

work

set-up can be

quite

'.-aried. This

wil l requíre

ski1l

inflat,

horizontal,

' -er t ieal

and overhead welding.

See

Fig.

B-36.

WORK

SHOULDBE CLEAN

Despite the fact that

a

good

welder

ean

ru n

=

bead.through

rust,

pai .nt,

moisture, etc ., a l l

neld

areas

should

be dry and

clean.

The weld

arl l

go

faster, look better

and

wil l. be

stronger.

Chip the

slag

(brittle

eoating

left

on

the weld

from

the

rod

coating

mater ia l)

from

the bead

and use

a

wire

brush tocompletethecleanup

job

before

making

the next

pass

(bead).

Some thick

parts

require

a number

of

passes.

I f the s lag is

not removed

the

joint

may

be full of slag inclu-

s ions

{par t ic les)

and blowholes

(air

pockets) .

WHEN

CHIPPING OR

WIRE BRUSHING,

WEAR

PROTECTIVE

GOGGLES UNLESS YOUR

HELMET

IS DESIGNED TO TlP

UP THE DARK

GLASS AND PERMIT YOU TO

LOOKTHROUGH

THE

CLEAR

GLASS. GETTING A PIECE OF

SLAG IN YOUR EYE

CAN BE EXCEEDINGLY

SERIOUS.

BASIC

SAFETY RULES

FOR

ARC

WELDING

1.

Never

look at

the arc unless wear ing

a

suitable helmet

or face shield.

2. Do

not

permit

bystanders,

unless they

ar e

wear ing protect ive gear.

3.

Wear

goggles

when

chipping or

wire

brush-

ing.

4.

Wear

protect ive

c lothing and

gloves.

5. Make

certa in the welding machine

is

proper-

l r r c ¡n -AoA

6.

Never weld whi le

standins in water

or on

. . t^*^

^-^,,-á

7. Never

careless ly s tr ike an

arc on a cargas

tank, or on

eompressed

gas

cyl inders.

B. Do

not s tr ike arc on automobi lebrakel ines-

gas

l ines,

etc .

9. Have

adequate

venti lation.

10.

Be

careful

when weldingmetalwi thcoatings

such

as z inc,

cadmium,

bery l l ium,

etc,

The

fumes

may be

deadly.

11. Disconneet

the welding machine before

attempting

any

repairs .

HORIZONTAL

EDGE WELD

DOUBLE

BUTT

WELD

BUTT

WELD

t33

Fig. 8-36.

Di lh¡ent

we/ds ond welding

posi l ions.



GENERAL

AUTIONS

1.

Do not adjust

machine

settings

or attempt

to change

polarity

while the

machine

is

under

load

(wetding).

To do

so

will damage

the switch

contacts.

2.

Keep the

ground

clampandtoolholderapart.

Never start

the

machine

until

certain

the

rod

holder

is not

touching

the

work.

3.

Keep cables

tight

in the

sockets,

clamp

an d

rod

holder.

This will

prevent excessive

re-

sistance

and

overheating.

4.

Protect

paint, glass, upholstering,

etc.,

from

hot spatter.

5.

Keep

cables

coiled

when not

in

use.

6. Do not

attach

ground

clamp

to

bumpers

or

other

chrome

parts. Any looseness

will

cause

arcing

that

will

pit

the chrome.

ALWAYS

HECK

OR

PARTCRACKING

Many

parts

of

the automobile,

suchasengine

blocks,

pistons,

crankshaftsr

g€4rs,

axles,

wheel

spindles,

etc.,

can

crack

during service.

During overhauls,

parts

shouldbe

thoroughly

cleaned

and visually

inspected

for signs

of

cracking.

Pay

particular attention

to suchareas

as cylinder

head valve

ports,

cylinder

walls,

block

water

jackets,

Pistons,

etc.

Critical

parts

such as

wheel spindles,

steer-

ing

gears,

axles,

etc.

should

be

checked

with

special

detection

equiPment.

Cracks

or

fractures

may be groupedinthree

types: Cracks

plainly

visible

to the

eye,

cracks

so fine

as

to

be

invisible

without deteetion

equípment

and

internal cracks

that

do

not

reach

the

surface.

CRACK

DETECTION

ETHODS

There

are

a

number

of techniques

used

to

check

for the

presence of cracking

ineluding

X

ray,

magnetic,

f l uorescent,

dye

p,enetrants and

combinations

of

these

techniques.

(The

X

ra y

technique

requires

expensive

equipment

and

is

not often used ín other than large speeialty

shops.)

MAGNETIC

IELDWITH

RON

OWDER

A

powerful magnet

(can

be a

permanent

or

an

electromagnet)

is

placed

across

an area

sus-

peeted

of eontaining

a

craek.

A fine

ironpowder

is

then dusted

over

the area.

The

metal

under

the

feet of the

magnet

becomes

heavily

mag-

netized.

A crack

will interrupt

or break

this

magnetic

field

enough

to

cause

the

iron

powder

to

collect

along

the crack.

The magnet should

be

moved

into

different

positions as the

proc-

ess

works

best

when the crack

is at right

angles

to the magnetic field.

Fig. 8-3?,

il lustrates

the

use of

a

powerful

permanent magnet.

Note the crack

(in

eolor)

that has

been exposed

by

iron

powder

collecting

along

the

entire length.

The

poles

of the

magnet

are at

right

angles

to the crack.

MAGNETIC

IELD

WITH

FLIJORESCENT

FERRO

AGNET

C

PARTCLES

This

method also

requires

that

a strong

mag-

netic

field be set

up

in the

part.

A special

soLution

that contains

fluorescent

ferromagnetic

particles is then sprayed on the area to be

tested.

Fig. 8-38 shows

a crankshaft

being

checked

for

cracks.

Note the

ring

magnet and

black light

lamp.

As

with iron

powder, the

ferromagnetic

particles

are attracted

to and

held along

th e

crack

line.

When

exposed

oblack

light

(invisible

ultraviolet

rays)

the

particles

packed

along

th e

craek

line

will

glow white while

the

remainder

of

the

part will remain

blue-black.

Black

light

(ultraviolet

rays)

is not

harmful

to skinoreyes.

The

erankshaft

in

Fig. 8-39,

has two cracks

along

the

journal

edges.

Note

that the cracks

are cleprly visible under black light.

NOTE: Magnetic

crack

finding

will

work

ONLY ON

MATERIALS

THAT

MAY

BE

MAG-

NETIZED.

Nonferrous

metals such

as copper,

aluminum,

bronze,

etc., cannot

be

magnetized.

If in doubt,

apply

a

magnet

to the

questionable

metal.

If the

magnet sticks

to

the

metal,

it

can

be

checked

magnetically.

FLIJORESCE

NT

PE

NE

TRANT

This

method

involves the

use

of a special

fluorescent

penetrant

0iquid

that

readily enters

even the finest cracks). The area to be checked

is

first

cleaned

with a

patented

cleaner.

See

Fig. 8-40.

Then

the

fluorescent

penetrant is sprayed

over

the area,

Fig.

8-41.

A

small

amount

of

cleaner

is sprayed

on

th e

gear

and the

excess

penetrant

wiped off

with a

clean

cloth,

Fig.

8-42.

The

part is then

sprayed

with a

developing

Auto

Service

qnd

Repoir

134



IRON

OWDER

OWERFUL

CRACK

DUSTER

PERMANENT

MAGN

T

Fig.8-37.

Crock

in

cyl inder

ñeod

is exposed

through

he

use ol

a

powerlul

mognet

ond

iron

powder.

(Storm-yulcon¡

Fig.8-40.

Cleaning

section

of large geor

i l iot

to

oppl icotion

ol

lluo¡escent

penelron ,

Fig.8-38.

Checking

cronksho{t

or

uocks.

Fíg-8-39.

Crocks n cronkshoft

reploinly

visihle

under

block

l ight.

(Mosnollux)

solution.

The

developer

wil l

draw

the

penetrant

:o

the

surface

of the

cracks,

i f

any, Fig.

B-43.

The gear

is

ex4mined

under

a

lamp

that

e:nits

black

l ight. I f

any

cracks

are

present,

the

developed

penetrant

wil l glow

quite

visibly,

Frg.

B-44.

Fig. 8-41. Applying luorescent penetrcnt.

(Mo9no(lux)

Fig.

8-42,

Removing

excess penetront.

Fig. 8-43.

Applying

deve/oper

olufion.

i

f

i

/'::

135

Fig.8-44.

Examining

he port

under block

Iight.

Note l ¡e

c¡ock.



Auto Service

ond Repoir

DYE

PENETRANT

This

technique

ut i l izes

a specia l

penetrant

that when

exposed

to a developer,

wi l l

show as

a

bright

red

stain

line against

a

whit ish

back-

ground,

The

part

is

cleaned,

penetrant

applied,

surp lus

penetrant

removed

and developer

sprayed on. Note the red stain lines indicating

craeks

between

the

gear

teeth,

Fig.

B-45.

NOTE:

The

penetrant

methods wiI I

work

on

both

ferrous

and nonferrous

materials.

'i

j

{

¡(c

s

,j

.¡*

€

,a-::i

'l é

.s

.

i"$

,+

{

Fig. 8-45.

Dya

penetron

exposed

these crocks

in th is

Qeor ,

CRACKREPAIR

Cracks in

the

cyl inder head

orblock

ean often

be repaire

d by e the r

br azing, we ding

or

pinning.

Somet imes

solder

can be

used on

water

jacket

cracks.

The

use of threaded

pins

is quitepopularbe-

cause no heat

is required

(nochance

ofwarpage).

IF THE

PINS

ARE TO

BE EFFECTIVE,

THEY

MUST

REACH

SLIGHTLY PAST

THE ENDS

OF

THE

CRACK. I f

they

do not

reach

the ends,

the

craek will

l ikely

continue to

lengthen. Further

cracking

can

generally

be halted

by dril l ing

a

hole at

the

end of the

crack.

See

Fig.

8-46.

Fig. 8-46.

Note c¡ock-1.

Holes hove

óeen dr i l ledot thevery

ends-2.

Tlr is

prevenfs

lur the¡

crocking.

Hole dr i l led in l ¡om

the

ends-3,

ol lows c¡ocking to

conl inue-4.

Fig.8-47.

Crock repoired

by

pinning.

Eoch

pin

should

sl ight ly

over lop

he

preceding

pin.

Broken ine indicotes

crock I ine.

Use

specÍa l,

threaded,

taper

pins

designei

for

crack repair.

Start by

dril l ing

and tapping

a

hole

(dr i l l

tap must

be

right

for

the

pins

to be

used)

that

centers

on the

crack

l ine,

justbeyonc

the

end of the

erack.

Thread

a

pin

(pin

may be

coated

with

specia l

heatproof

sealant

i fdesired,

into

the hoLe.

When

tight,

noteh

the

pin,

abou:

1/8 in .

above

the

cast ing, using

a.sharp

chise-

and

twist

off the

excess. In

some

cases

a hack-

saw may be used to cut the pin.

Dril l

and tap for

the next

pin

sothe hole

jus:

cuts through

the

threads

of the f irst pin.

Install

p lug

and twist

off

excess. Repeat

th is

process

until the fu11

length

of the

crack

is

pinned.

EACIi

PiN

MUST

CUT

PART

WAY INTO

THE

PRE-

CEDING PIN.

See

Fig.

B-4?.

If

steel

pins

are

used,

they

should

be lightl¡

peened.

Grind

pins

nearly f lush

with work

and f inisl:

with

a

clean, sharp

mi11 f i le.

If

the

area

canno:

be f i led, grind

flush.

When a

crack

passes

over

an edge

(such

as

across the head and down into the combustior_

chamber) insert pins

in the

order

shown

ir

Fig.

B-48.

SUMMARY

Solder is

a mixture

of lead

andt in in

varying

amounts. Joints

to

be

soldered must

f it

well,

as solder in

itself,

has

but

lit t le strength.

Wire

solder with

f lux-f i l led

center core, is desirable.

Flux,

(organic,

acid

and rosin)

helps

remove

oxides

and

also

prevents

the formationofoxides

while

soldering.

Be

sure

to

use solder

wit l:

ROSIN core ONLY on ELECTRICAL work.

Keep

the

solder ing

ironclean

andwell t inned.

Use

an iron

large

enough

for

the

job.

The

joint

to

be

soldered must

be

clean

an C

dry. Lay

the

flat

t ip of the iron

against

the

work

and apply

wire

solder

where

the

iron

and work

contact.

Solder

must

run

and t in freely.

Do

no t

move work

while

i t

i.s

cooling.

Brazing

takes

place

above

a temperature

of

136



Solder ing,Brozing,

300

deg.

F. The work

must be

clean.

Flux work,

a¡d heat

unti l

brazing rod wil l melt

when in

eontact with the

parts.

Capil lary

act ion

will

Craw

the

brazing

material into

the

joints.

Donot

ryverheat.

Braze

welding requires t inning the

work with

braze

material

and

then building up to

f i l l

joint

:rregularit ies,

and

to

provide

strength.

Bronze

brazing rod may be used on

cast

:ron,

malleable iron and steel.

Either

a

propane

or an oxyacetylene

torch

:ray

be

used.

Fig.8-48. nserl

pins

n theo¡de¡

hown.

in 6 wil l lock

pin

5 in

place

n

cose

pin

7

does

ot

properly

verlap.

Choose a torch

t ip appropriate

for

the

work.

Set the gas pressures as recommended by the

torch manufacturer .

Use a neutral

f lame

approximately

one-to-one

mixture of

acetylene

and oxygen) to slight ly

carburizing

f lame

one-

to-one

mixture is varied

to

give

excess of

acetylene).

Hold the t ip at an angle

to

the

work.

Vary

the distance

from

tip

to

work

as

needed.

Keep t ip in

motion to avoid localized

overheating.

Gas

welding involves

fusion

melt ing

an d

mixing) of the

metals to

be

joined.

The

work

should

be

clean

and

dry.

Thick metals shouldbe

beveled.

Select

a

torch t ip of

the size

recom-

mended by the

manufacturer. Set

gas pressures

for selected tip. Adjust to a neutral f lame.

When

welding, keep the

inner

f lame

from

touching

either

f i l ler rod or

puddle. Bring

th e

work

to

the molten

state and,

if required,

ad d

fi l ler rod.

The weld

must

penetrate the

work

and should

be

solid

añd

free of

slag and

blow-

holes.

Cutt ing

is

fast

and

easy

with oxyacetylene

cutt ing

torch.

Welding,Crqck

Repoir

Foll.ow

all safety

precautions

in

sett ing

up

equipment,

l ight ing torch and in

welding.

Arc

welding is

fast

and applies a minimum

amount

of

heat

to

the work. Although

the arc

temperature is high, the welding

process

is

so

rapid that the

work

remains relat ively

coo1.

This

helps

control

warpage.

Select appropriate

rod size and t1pe.

Adjust

machine to correct

polarity

and

cur-

rent sett ings.

Tip

the

top

of the rod in the

direct ion of t ravel

5

-

15

deg.) . A whipping

motion

will help

control the

heat,

direct ion and

penetrat ion

of

the

weld.

The

bead should be smooth, even,

with

good

penetrat ion

and should

be free

of slag andblow-

holes. Remove

slag

from

a

bead before welding

another

pass

over the original bead.

Follow

all safety rules

in

sett ing up and

operat ing.

Cracks

can

be detected by using a

magnetic

technique involving iron powder or f luorescent

liquid,

or,

by

using either

dye

or

f luorescent

penetrants.

Cracks

in

engine

blocks and heads

can

often

be repaired by

pinning.

Use tapered, threaded

pins. Pins

should overlap slight ly

and must run

full length

of the crack.

MANY

SKILLS ARE REOUIRED

The top-leve1 mechanic,

capable of

handling

the

many

phases

of automotive repair,

must

have a number of talents.

Numerousbasic skil ls

are required, not all. of which are commonly

associated with auto work.

Being

a successful

mechanic involves

much

more than

mere disassembly,

inspection,

part

replacement and

reassembly.

Quite

often

parts

must be

rebuilt , altered,

adapted, welded, etc.

To

cope

successfully

with

allthese

demands upon

his skil ls, the

mechanie must have some knowl-

edge of machine shop,

welding andbrazing, sheet

metal work,

electr icity,

etc.

When

you, in your work

as a

mechanic, meet

a situat ion that calls

for skil ls

you

do

no t

possess,

DEVELOP THEM. Night sehool, ex-

tension courses, on the job training, books,

manuals, trade

journals

and magazines, allpro-

vide

opportunit ies

for

you

to learn.

Remember that each

year

sees

changes

in

design, the

introduction ofnew units, new service

techniques, service equipment

and

materials.

Be

sure to develop a

regular

program

of

read-

ing and study, so

you

are always

UP-TO-DATE.

It wil l

pay

big dividends.

137

;¡i

ii

ii

iir

il i

ii

lll

ii

i:

ti

rli

ilI

ii

ir

iii

ln

li

ri

niz.B/tÁ



1. Soldering

involves

fusion.

True

or

False?

2.

Joints

should

be

wellfi ttedbefore

soldering.

True or

Fa1se?

3. Solder

is a

mixture

of-and-.

4. Commonly used solder alloys are 40/60,

^-^

5.

Flux

is used

in soldering

to:-

a.

Clean

the

metal.

b.

Prevent

overheating

of

metal.

c.

Cement

Parts

together

d.

Prevent

rusting.

6.

Three

kinds

of

flux are:

7.

-f lux

should

be

used

on

all

electrical

work.

B.

The tip

of

the

iron should

be

well-.

9.

When applying

solder,

touch

the

wire:

a. To toP of iron.

b.

To

work away

from

iron.

c.

To

iron

where

it contacts

work.

d.

To

side

of

iron.

10.

Brazing

involves

temperatures

above:

a. 1800

F.

b.

450

F.

c.

800

F.

d.

3000

F.

11.

Brazing

and

braze

welding

are

one

and the

.same.

True or

False ?

12.

F lux is

requi red

forbrazing.

True

orFalse?

13.

When using

an oxyacetylene

torch

for braz-

ing, the

flame should

be-to

slightly

14.

The torch

tip

shouLd

be

held at

right

angles

to

give

better

penetration

whenbrazing.

True

or

False

?

15.

For

brazíng,

tip size

and

gas

pressures

ar e

not too

imPortant.

True

or

False

?

16.

Brazing

requires

that

the

parent metal

be

brought

to the

fusion

point.

True or

False?

1?.

The flame

for

welding

should

be--.

18.

The inner

flame cone-

-touch

the

weld

puddle

or

rod

tiP.

19.

Add fi l ler

metal

to

the

weld

bY :

a.

Touching

rod to

Puddle.

b.

Holding

rod above

puddle and allowing it

to

driP

in.

c.

Laying a

length

of

rod

flat on

the

joint.

d.

Melting

and

depositing

drops

of rod

al l

along

the

joint

before

puddling

the

base

metal.

Auto

Service

qnd

RePq¡r

OUIZ

-

ChcPter

8

20.

The

cutt ing

torch

uses

a

jet

of-to

pro-

duce

the cutting

action.

21.

Hold

the cutting

torch

at

a sharp

angle

to

the

work.

True

or

False?

22. Acetylene tanks should be used in a-

posit ion.

23.

The oxygen

regulator

has a

thread.

24.

Open

tank valves

25. A lways

wear- ,-

and-_

when

welding,

brazing

or cutting.

26.

Before

opening

tank valves,

regulator

han-

dles

should

be :

a.

Removed.

b.

Backed out

unti l

free.

c.

Tightened

securelY.

d.

Baeked

half

waY out.

2?. Oi l and

grease

should

be

keptawayfromgas

welding

equiPment.

True or

False

?

28.

Before

lighting

the

torch,-bothlines.

29.

The aeetylene

tank

should

be opened:

a.

All

the

waY.

b.

Four

turns.

c.

One turn.

d. 1/16

turn.

30.

Some

coatings

wil l

give

off

poisonous

fumes

when

heated.

True

or

False?

31.

Never use

acety lene

pressures

in

excess

of

-

psi .

32.

Arc

welders

can

be either-or

or

a

combination

of

both.

33. Arc

welding imparts less heat to the work

(overall)

than

gas

welding.

True

or

False?

34.

List

f ive

welding

electrode

sizes

suitable

for

garage

use.

35.

Welding

rods

are

usually

coated.

True or

False

?

36.

Watching

the

arc

without

protective

equip-

ment can

cause

serious

eye

damage.

True

or

False

?

3?.

Rod-and-must

be

in

keePing

with the

job.

38.

The

hotterthe

arc,

thebetter.

True or

False?

39.

Deseribe

the

sound

of

a

proper arc.

40. Never weld, braze or solder fuel tanks until

special

precautions

have

been

taken.

True

or

False?

41.

Describe

four

methods

of craik

detection.

42.

Cracks

can

often

be

repaired

without

heat

t38



Chapfer

9

CLEANING

QUIPMENT

ANDTECHNIQUES

Cleaning

parts,

on

the car

or off,

can

be a

slow, tedious

job

unless

the

proper equipment

is

available and

is usedcorrectly.

Onmany

jobs,

the

cleaning

portion, using

the best

equipment,

can account

for nearly

one

-half

the

time

involved.

To

use even

more

t ime

because of

poor

equip-

ment and techniques wil l run the repaircharges

up

to the

point where the

sbop

wil l be

hard

pressed

to offer competitive

repair

price

sched-

ules.

Time is l ike money

-

it must

not be

wasted.

BE

THOROUGH

On

an

in-car engine

clean,

or an

under-body

clean

j

ob,

leaving

a

few

ttholidays

(missed

spots)

wil l displease

the customer,

but

mechanieally

¡nill

not

prove

disastrous.

On

the other

hand,

eareless

cleaning

of

parts

during

engine,

trans-

miss ion,

rear end,

etc .,

teardowns,

may

ruin

:he

job,

and cause

expensive

combacks

andpoor

customer

relations.

Fig.9-1.

Removing

com6uslion

chamber

deposifs

with

o

rolory

wi¡e

wheel.

(Albettson

& Co.)

The only safe course

is to be absolutely

meticulous

in

your

cleaning.

Remove

AL L

foreign materials

from the

part

and

protect

against

contamination

during subsequent

storage

and

handling.

NUMEROUSYPES

'

The equipment

and techniques

vary

with

th e

size

and type of

job

involved.

You

are

obviously

not

going

to f i re up a s teamcleanerto

c lean

on e

universal

joint

when

solvent,

brush

and airhose

will

handle the task

quickly.

On

the other

hand,

to

attempt

to

clean

the

outside

of an engine

prior to disassembly,

with a brush

and solvent,

would be equatly

foolish.

You

must

tailor

the

equipment

and solution

to the

job

at

hand.

This

chapter

wil l deal

with the

widely

used

techniques. Study

them carefully

so

you wil l be

able

to

choose

wisely.

CLEANING

ITH

WIRE

BRUSH

NDSCRAPER

Valves, combustion

chambers,

piston

heads.

and

grooves,

etc.,

are subject

to

accurnulations

of hard carbon.

If they are

not soakedin

power-

ful

cleaners,

they

must

be cleanedwith

scrapers

and

power brushes.

The

heavy deposits

can

be knocked

off

with

scraping tools

and a

power

wire wheel, or,

a

dri l l-driven

rotary

brush

may be used

for

final

cleaning.

Clean dry. After thorough carbon removal,

the

part

should

be

washed in solvent

and

blown

dry.

NEVER USE

A

POWER

BRUSH

ON

SOFT

ARTICLES

SUCH

AS

PISTONS, CARBURE

TORS,

BEARING

INSERTS,

ETC.

Fig. 9-1 shows

car:bon

deposits

in a cylinder

head combustion

chamber

béing

removed

with a

rotarywirebrush

chucked

in

an air-operated

dril l .

139



Auto

Service

ond

RePoir

GET

ADVICE

A

number

of companies

offer

various

types

of

cleaning

equipment

and

solutions

designed

to

perform

tasks

such

as car

body

washing,

in-car

Lngine

cleaning,

carburetor

cleaning,

block

cláning,

hard

carbon

removal,

etc'

There

ar e

hot solutions,

cold

solutions,

high-pressure an d

low-pressure

sprays,

agitators,

etc'

So

many

are

available

that

it can

cause

confusion

toany-

one

not

an

expert

in

the

field.

When

choosing

a

cleaning

solution

or

piece of

equipment'

it

is

wise

to

consult

other

shops

or

mechanics

for

their

reactions

and

also

to

discuss

the

problem

with

sales

representatives

from

reliable

com-

panies

offering

products

in

this

field'

SOLUTIONS

AN

BE

DANGEROUS

Many

cleaning

solut ions

are

TOXIC

(poison-

ous) and CAUSTIC (wii l burn skin, eyes)' Be

certain

you

know

WHAT

you are

using

and

follow

the

manufacturerst

recommended

handling

pro-

cedures.

General

safety

rules

concerning

cleaning

solut ions

are:

1.

Use

in

a

welL-venti lated

area'

2.

Never

use

gasoline

for cleaning'

3.

We.ar

goggles

or

face

shield

when

working

with

the

Powerful

tYPes.

4.

Keep

away

from

sparks

and

open

flame'

5.

Do

not

smoke

around

solutions'

6.

Keep

solut ions

coveredwhennot inuse'

Keep

in labeled containers.

Fig.

9-3.

Ploce

ports n bosket

nd

submerge

n

solvenf '

?. Use

solut ions

with

relat ively

high

flash

points

(temperature

at

which

vapors

will

ignite

when

brought

into contact

with

an

open

f lame).

B.

Never

heat

solut ions

unless

specif ically

recommended.

9.

Avoid

dampening

clothing

with solvent'

10.

Always

READ

and

FOLLOWmanufacturers'

instruct ions.

11.

When

brushing

parts

in sol'vent,

use

a

nylon

or

brass

brist le

brush

to

avoid

sparks'

12.

A

large

tank

of

solvent

should

have

a

lid

that

is

held open

by

a

fusible

link &olding

device

that

will melt

and

drop

the

lid

in

the

event

of

f ire).

13.

Wash

hands

and

arms

thoroughly

when

clean-

ing

job

is comPlete.

14.

Avoid prolonged skin exposure to aII types

of solvents.

PARTSWASHER

Although

small

parts can

be

cleaned

incans'

buckets,

etc.,

a

far

faster

and

more

efficient

job

can

be

accomplished

by

using

a

regular

cold

solution

Parts

washer.

The better

parts

washers

hold considerable

solvent,

have

soaking

trays,

solvent

agitation

and

a

filter

to

remove

impurities

from

the

solvent

for

rinsing.

Fig.

9-2,

i l lustrates

atypical

parts washer. They are available in many differ-

ent

s izes.

To use

the

parts

washer,

the

heaviest

de -

posits ean

be

quickly

removed

with

a

scraper'

On large

units

such

as

engines,

steam

clean

before

disassemblY.

The

parts are

placed

in

the

basket

and

sub-

merged

in the

solution.

Parts

with

hollow

areas

Sof€ry

Covcr

Porls

Cleoning

Bru¡h Rocl¡

Coñl'ol

Switó

Groyñillt

Pumping

Un¡l

I/25

HP-Abrosiv.

Proo.

Sook

Tonk

PLbl

G.ip

Fl h

Nozzlé

9-2.

Typical

cold

solut ion

porls wosher'

(GrcYmil ls)

Fis.

140



:t

rl

should have

the hollows facing

up so that

an

ai r

trap

wil l

not

prevent.soLution

entry,

Fig.

9-3.

The

solution is then

agitated

(shaken)

by

ai r

pressure

or the

solution

passing,

under

pres-

sure, through

nozzles.

The

washer

shown

in

Fig.

9-4, has

a separate

compartment that

is

air

agitated while

the main

tank i.s used

fo r

soaking, brushing and r insing.

Fig.9-4. Po¡ts wosher wi lh

both oi r ogi tured ond sooking fonks.

(KIeer-Flo)

Fig. 9-5.

Mechonicinsing

ome

orts

whileotherswosh.

During

the agitation

cycle, some washers

have

a separate

basket

that wil l

hold a few of

the

parts

for

brushing

or

rinsing while the re-

mainder are sti l l . washing. Fig. 9-5, shows a

mechanic

brushing

and r insing a

few

parts

while

others

are soaking.

After

thorough

cleaning, the

parts

should

be

given

a final r inse. The machine

shown

in

Fig.

9-6,

has

both

a soft r inse and hard

spray

rinse.

The

mechanic

is

giving

the

parts

a final r inse.

The

solution from

both nozzles is fi l tered.

Fig.9-6, Giving

porls

o

l inol

¡ inse in l i l te¡ed

solvenf.

Solvent

musr be

CLEANI

Fol lowing

rinsing,

let

parts

draín

and

then

blow dry. I f there is a possibil i ty of rust

formation,

oil or

grease

the

part.

Keep

parts

covered unt i l ready

to use.

Some

garages

uti l ize

portable

parts

washers

that may

be wheeled

to the

job,

Fig.

9-?.

' 'HOT

TANK' 'CLEANING

Large

garages

or shops specializing in

re -

building,

usually have

a

hot

tank for heavy

Fig,9-7. Hondy

portoble

ports

wosher.

(KIeenFIo)

141



Auto

Service ond

RePoir

cleaning.

Engine

blocks,

some

transmission

cases,

radiators,

etc. ,

are

quicklyandthorough-

ly

cleaned

in the

hot tank.

The hot

tank

usually

uses

a strong

alkaline

compound

mixed

with

water to

form a solution.

Temperature

runs

between

180

and

210

deg.

F.

The tank

may

have an

agitatortospeedcleaning.

Most

parts

are

clean

in

thi.rty

minutes

or less,

depending

on

tank

design,

solution

strength,

temperature,

and

Part

load.

The

alkaline

solution

is CAUSTIC

and

when

cleaning

aluminum

parts, the solution

must be

inhibited

(weakened)

to

prevent surface

erosion.

When

the

parts

are

removed

from

the

tank,

they

should

be thoroughly

washed,

preferably

with

hot

water.

Be

careful

to

f lush

out

oi l

ga l ler ies,

water

jackets,

etc.

Parts or

surfaces

subjeet

to rusting

should

be oiled.

BE EXTREMELY

CAREFUL

WHEN

USING

THE

I 'HOT

TANK. ' '

OBSERVE

ALL SAFETY

PRECAUTIONS.

HAVE SOMEONE SKILLED IN

ITS

USE, GIVE

YOU

INSTRUCTIONS

BEFORE

USING.

Fig.

9-8, shows

anengineblockbeing

lowered

into

a

hot tank.

Note the

hydraulic

crane

attached

to

the tank.

STEAMCLEANING

The steam cleaner

is excellent

for many

types

of cleaning.

Under-car,

engine,

trans-

mission,

etc.,

cleaning

are

a1l

handled

quickly

and

thoroughly.

Fig.9-8.

Engine

block

being

owered

into

o

hot

tonk.

(Sto¡n'Yulcon)

In operation,

a

water

pump forces water,

with a

metered amount of cleaning

solution,

through a

pipe

formed

into

a

number of coils.

A heat source

(o iL

orgas)passesheatup

through

the coils

quiekly

generating

steam

pressure.

From

the coils

the

superheated

water

is

passed

into a

flexible steam

hose that

is attached

to

a

steam gun. The gun has a heatproof handle anC

adjustable

nozzle.

Some

units

feed the cleaning

solutionintothe

gun

instead of

the water supply.

Fig. 9-9, shows

a typical

portable

steam cleaner.

Fig.

9-9,

Portoblesleom cleone¡. Steom

ose ond

gun

nol shown

(Homes¡eodYolve)

GENERAL

PERAT¡ON

ULES

FORSTEAM

CLEANERS

There

are

a

number

of cleaners

on

th e

market and

as

always,

the

manufacturersr

in-

structions

should

be

followed

regarding

specif ic

steps and

maintenance

proeedures.

There are

however,

a

number

of

operational

steps

tha:

are common

to alrnost

all

steam cleaners,

an c

these

wil l

be

discussed.

STARTING

THE CLEANER

The

steam

cleaner,

if operated

inside,

mus:

have

adequate

ventilation.

The machine shouli

be

properly

grounded

e1ectrically.

Turn

on

the

water source.

The water

pump

should

then be switched

on.

In

a short

t ime

yo';

will

notiee a

stream

of

water

fLowing

from the

142



Fig.9-10.

Using

feom

leoner

n

under-body

leaning.

(Clayton

Monuhcturing

o. )

gun.

This

indicates

that

the heating

coils

are

:: l led

with

water

and

that

the burner

can

be

:snited

without

burning

the

coils.

Ignite

the

burner.

When

the

gun

begins

to

?:rr it

steam,

adjust

the fuel

valve

to

bring

th e

¡ressure

to

the

desíred

limít.

If the machine uti l izes an integral solut ion

:.nk,

check to

see i f

enough

solut ion

is

present .

l I ix

the

solut ion

by

opening

the

st i¡r ing

valve

:cr

about

30

seconds.

If

no

st i r r ing provis ion

is

:resent,

place

the

gun

nozzle

into

the

solut ion

:-:rd

agitate

it

with

steam pressure.

If

solut ion

rs

desired,

open

the

solut ion

valve.

USING

TEAM

CLEANER

Cover

fenders

and windshi.el.d

area when

ioi.ng

an

engine

or under-hood

job.

Remember

:hat

the

cleaning

solut ion

can spot

paint.

When

i:r ished, f lush all painted surfaces with clean

;ater.

Cover

carburetor, generator

or alter-

:ator,

and distr ibutor.

Avoid prolonged

steam-

_:g

of wir ing.

Keep

away from

air

condit ioning

-:nes.

Avoid

close up

or

prolonged

steaming

of

: .11

lect r ical

uni ts .

Depending

on the

nozzle

design,

type

of dirt

:c

be

removed

and

shape

ofobjectbelngcleaned,

Fis.9-l

l .

Steom leonins

:. :r : ; ; : t .

r¡onsmission

rior

o

dis-

hold

the

gun

nozzle

from

one tofour

inches

from

the

surface.

I f

the

nozzle

is

too

far

from

the

work,

c leaning

is

s lowed

down

considérably.

The

steam

should

be

wet

(ample

hot water

along

with

steam)

as

dry

steam

will

not

clean

or

f lush

surfaces

wel l -

Avoid

oversteaming

the

t ie

rod,

suspension

knuckles

and

other under-car bear ing areas.

Excessive

steaming

wi l l

melt

the

lubr icant

as

well

as

damage

the

seals.

Do

not

drive

dirt

and

grease

from

the

brake

backing

plates

into

the

brake

drum. Take

it

easy

on

brake

lines

and

flex

hose.

Remember

that

steam

causes

condensat ion.

Do

not

operate

in

a

poorly-venti lated

area

as

part

and

tool

rust ing

wi i l

occur.

Fig.

9_10,

shows

an

operator

steam

cleanÍng

the underside

of

a

car.

SHUTTING

OWN

TEAM

CLEANER

When finished with

the

cleaner,

f irst

shut

off

the

solut ion

control

valve.

AlLow

the

cleaner

to

operate

a short

t ime

and

then

shut

off the

fuel

valve.

Keep

the water

pump

running

until

there

is

no

sign

of steam

vaporcomingfrom

th e

gun.

The pump

maythenbe

shut

down. By

follow-

ing

this

procedure,

al l solut ion

is

removedfrom

the

water

in

the

coils. The

coils wil l

be

cooled

down

before

the

water

f low

has

stopped

thus

pre

-

venting possible

burning

and

scaling.

Arrange

the

steam

hose

so that

it is

out

of

the way

and wil l

not

be

kinked

or run

over.

If

the

surrounding

temperature

will

drop below

freezing, the machine should be drained. Fig.

9- 11,

i l lust rates

how

the

automat ic

t ransmission

is

steam

cleaned pr ior

to disassembly.

SAFETY

RULES

ORSTEAM

CLEANING

1. Do

not

operate

without

proper

burner

venti-

lation.

143



Auto

Service

ond

Repo¡r

2

A

ñ

6.

Steamer

must have

a

good

electr ica l

ground.

Keep

pressure with in specif ied

l imits.

Wear

a

face shie ld

to

keep splat ters

from

the eyes.

Keep other

personnel away

from the

im-

mediate

vicinity

and

when swinging

the

gu n

around, be carefu l of any unexpected by -

standers,

If

the

machine

does

not

ignite readily,

shut

off

the

fuel valve

and

have a

qualif ied

repaír-

man check

the burner

fuel

and

ignit ion system.

Read

the machine

instruet ion

book carefu l ly

and

get

checked

out

by an

experienced

operator.

B.

I f

the

machine

must

be lighted

by

hand,

keep

face and body

away

from burner

opening.

HIGH.PRESSURE

PRAYCL

EANING

Effective cleaning can be aecomplished

through

the use

of cold

tap

water, under

high-

pressure, into

whieh

a cleaning

solution

is in-

jected.

Pressure

at the

nozzle

runs

uptoaround

500

psi

(pounds

per

square

inch).

By

adjusting

the

gun,

a soft

mist, containing

a.

detergent

solution,

is sprayed

over

the objeet

to be cleaned

until

thoroughly

saturated.

Follow-

ing a short

waiting

period to allow

the deposits

As

with

steam cleaning,

whendoing anunder-

hood cleani.ng

job,

cover

fenders and

windshield

areas.

Fig. 9-12, i l lustrates a

high-pressure

cleaning

machine.

Note

the

different

spr:ay

patterns

available.

LOW.PRESSUREPRAY LEANING

This is

another

technique

involving

the use

of an air-operated

mixing

gun. As

air

passes

through

the

gun,

it draws

in

a

meter:ed amount

of

cleaning

solution and

sprays it

with force on

the object

being cleaned.

After wait ing

for de-

posits

to soften,

the object can

be

either

washed

down

with a hose or the c leaning

gun

suction

hose can

be dropped

in a container

of

water,

cleaning

solvent,

etc.,

depending on the

need.

Special cleaning

solutions

are

generally

added to

water, kerosene or cleaning

solventfor

the init ial cleaning spray. NEVER USE GASO-

LINE

OR ANY LOW

FLASH

POINT

SOLVENT.

SPRAYING

ATOMIZES

THE

SOLVENT

THUS

RENDERING

IT HIGHLY

EXPLOSIVE.

SE E

Fig.9-13.

SOLV.ENT

ltoSE

AtR

losE

CONNEC

Fig.9-13.

Low-pressure sprdy

gun, Hose is

ploced

in conloiner

of solvenf.

( lmpe¡ iol

Bross)

REMOVE

ATTERY

GROUND

ABLE

Whenever

doing

under-hood

cleaning,

i t is a

good

idea

to remove

the

battery

ground

cable.

This

prevents

possible short circuits

that could

be caused

by

grounding

a

hot

wire or

terminal

with

the

cleaning

gun.

COLD

SOAK.CLEANING

For soak-cleaning,

the

part

or

parts

are

placed in a

basket

and lowered

into the cleaning

solution.

Following a

period

of

fromtentothirty

minutes,

the

parts

are

removed

and

rinsed

in

solvent

or

water.

They are

then

blown

dry

with

an air

gun.

I

);'^11i--rSPRAY

WATER NDSOLUTION

INLET

HOSE

Fig.

9-l

2,

High-pressureproy

cleoner'

(L

& A

Producrs)

to soften,

a

fine, hard,

fan-shaped

stream

of

plain

water is used

to

lift

off

the dirt.

For hard

to clean corners,

the spray

can

be adjusted

to

a

high

velocity,

narrow stream.

t4



Solut ions

of var ious k inds for

speci f ic

appl i -

:at ions

such

as carburetor ,

pis ton,

etc.,

c lean-

.ng,

are avai lable. Most

of the solut ions

are ex-

: remely

caustic. KEEP

AWAY FROM

SKIN

iND

EYES]

The

solut ions

general ly

come

in

a special

¡ai I

or drum

that inc iudes

a

parts

basket . The

solut ion i.s far enough from the top so that a

:ormal

load

of

parts

wi l l

not displace

enough to

:ause

spi l lage.

A special

seal ing

solut ion

f loats

3n

top

to

prevent

evaporat ion and

excessive

:dor.

When

placing

parts

in

the

container, make

'er tnin

thev : rp nnrnnletelv

qrhmeroed

and are

:el .ow

the

special seal

solut ion.

Fig.9-14,

:epicts

a typical

s ix

gal lon

pai l

of soak-c leaning

-.o1ut ion.

Not ice

the

parts

basket .

PARTSBASKET

CleoningEquipment,Techniques

Fig.9-15.

Yopor

cleoning unít.

Use only

recommended

salvent.

(ACRA

Electr ic)

that are

prolonged

or

produce

much

dust ,

wear

a breathing mask

also.

Never

sand blast

around a repair area

as

the

abrasive

wi l l

contaminate

parts

-

with

disas-

t rous

results .

Fig.

9-16

shows sand blast ing

a

we1d.

l;**, ro,,

Fig.9-16.

Sondblost ing

weld to removes/og.

(A.L.C.

Co.)

SUMMARY

Automotive

repair

and

maintenance work

re -

quire

considerable use of c leaning techniques,

equipment and solut ions.

The mechanic

wll l do

faster

and better work

i f

he

is

able to

select thebestc leaning

procedure

for the

job

at

hand. As with

all

work,

cleaning

must

be THOROUGH.

PAIL CONTAINING

CLEANING

OLUTION

=ig,9-14,

Sook-cleoning

ft.

This

port iculor

so/ui ion

is

especiol -

ly

designed

or gum,

varnish

ond hord corbon emovol .

(Ook¡¡e)

VAPORCLEANING

The

cleaner

i l lust rated in

Fig.

9-15,

c leans

:arts

byheat ing

a

Perchlorethylene

solut ión.

The

:esultant

vapors remove deposits on the

parts

suspended

in

the

metal

basket.

The

solut ion

is

: :onf lammable,

Fig. 9-15.

SAND

BLAST CLEANING

With the exception of spark

plugs,

automotive

:arts

are rarely sand

blasted.

The

body shop

and welding

shop

has

occasional

use

for

a sand

'i laster,

for quickly

removing

paint,

rust,

weld-

'no

snnle efn

A

special b last

gun,

operat ing under

air

pres-

sure

of around 50 to

200

psi,

draws in a

metered

amount

of

abrasive material

(alumi.num

oxide,

s i l ica sand, metal

shot ,

etc.)

and

propels

i t

against the

object

with

great

force.

Always wear a face shield and

in

situat ions

QAKIff

$rg-¡-q t

I

,i

ABRASIYE

CONTAIN

R

t45



Aüo

Service

ond

RePeir

Hand

brushes

and

scrapers

are

occasionally

useful.

Power

brushes

are

fine

for

removal

of

hard

carbon

from

some

Parts'

Remember

that

many

cleaning

solutions

are

both

toxic

and

caustic

and

must

be

handled

with

care.

A cold solution parts washer is excellentfor

many

parts

not

coated

with

hard

carbon'

Parts

are

soaked

in

an

agitated

solution'

brushed'

r insed

and

blown

drY'

For

larger

ob3ects

or

parts

that

are

hard

to

clean,

a

hot

tank

containing

a

strong

alkaline

sotlrtíor,,

is

desirable.

Aluminum

parts

will

no t

stand

full

strength

hot

tank

solutions'

The

steam

cleaner

is

a

fast

and

efficient

cleaning

tool

and

is especially

good

for

removing

heavy

dirt

and

grease

deposits '

Under-hood

and

,rrrd -body

cleaning

is easily

accomplished'

High-pressrrt

ptty

cleaning

handles

dirt

and grease very well. Large

areas

may

be

cleaned

quicklY.

Low-pressure

spray

cleaning

is

effective

on

many

jobs.

It

is

generally

somewhatslowerthan

either

steaming

or

using

the

high-pressure

washer'

'Ldelyused

Cold

soak-cleaning

solutions

are

wl

for

gum,

varnish,

and

hard

carbon.

removal'

PistJns,

carburetors

and

automatic

transmis-

sions

are

usually

cleaned

in

such

a

cleaner'

A

parts

basket

can

be

furnished

with

the

pail or

drum

of

solution.

Vapor

cleaning

has

some

advantages

and

works

particularly

well

on

certain

parts'

Sand

blast

cleaning

is

useful

for paint' rust

and

weld

scale

removal'

Do

not

operate

a

sand

blaster

near

a

rePair

area'

Cleaning

solutions

canbe

dangerous'

Observe

all

safetY

rules.

SUGGESTED

CTIVITIES

Get

instructions

in

the

use

of'

and

use'

th e

various

pieces

of

cleaning

equipment

in

your

shop.

If

you are

a

student'

visit

as

many

garages

io it l

and

observe

the

cleaning

techniques

,r d.

Al*tys

ask

the

shop

foreman

or

service

manager

first for permission to visit ' Do no t

get in the

way,

do

ot

to ch

equipment

and

avoid

unnece

ssary

conversation'

Upon

leaving'

thank

the

mechanics

concerned

as

well

as

the

manager'

LOOK

'5HARP''

Obviously

mechanics

get

dirty'

There

is

no

need

however,

of

staying-

dirty'

At

the

end

of

each

working

day,

a

thorough

cleansing

of

ihe

hands

with

one

of

the

many

industrial

hand

cleaners

will

restore

your

hands

to

relative

cleanliness.

-

tt .r.

your

uniforms

(coat'

coveralls'

etc')

cleaned

rlgularly.

A

neat

haircut'

daily

shave

andf reshuni formwi l lkeepyoulooking ' 'sharp. ' '

A

garage

must

be concerned about its public

',imag?.

-Tn

¡rritaing,

equipment,_

floors

and

persJnrret

must

all

present

a

favorable

appear-

ance.

Do

Your

Part.

OUIZ

-

ChoPter

1.

Cleaning

often

accounts

for

1/10'

1l5otL12

of

the

total

rePair

t ime'

2.

A shop

with

a

steam

cleaner

really

doesnot

need any other type of cleaning equipment'

True

or

False

?

3.

Piston

ring

grooves

are

best

cleaned

with

the

Power

wire

wheel'

True

or

False?

4.

List

ten

safety

precautions

that

should

be

observed

when

using

cleaning

solutions'

5.

Cleaning

means:

1'

Getting

most

of

the

de -

posits

removed.

2'

Getting

every

single

bi t

of

foreign

material

removed'

Circle

correct

answer.

6.

A cold

solution

parts

washer

is

effective

fo r

hard

carbon

removal'

True

or

False?

?.

When

submerging

a

part

with

an

airtlght

compartment or hollow'

always

place

the

hollow

so

that

the

solution

will

enrer.

B.

The

hot

tank

is

excellent

for

cleaning

engine

bloeks.

True

or

False?

9.

The

solution

used

for

hot

tank

cleaning

is

both

toxic

and

caustic'

True

or

False?

10.

Steam

cleaning

should

be

done

in a

cLosed

area.

True

or

False?

11.

Always

start

the

water

pump

beforelighting

the

burner

on

a

steam

cleaner'

True

or

False

?

12.

To

stop

the

steam

cleaner'

shut

offthe

water

pump

and

when

nowater

comes

fromthe

gun'

trrt-ott

the

burner' True or False?

13.

Keep

the

steam

nozzle

about

one

to

four

inches

from

the

work'

True

or

False?

14.

Cover

the-and

the

------areas

before

steaming

under

the

hood'

15.

List

six

safetylules

to

observe

when

using

the

steam

cleaner'

16.

High-pt t

spray

cleaning

will

doagood

146



Cleoning

Equipment,Techniques

1n

job

of removing

dirt

and

grease. True

or

False

?

Gasoline,

or any

flammable, low flash

point

solvent,

if used for

cleaning,

canverylikely

cause a serious

f ire

or

explosion.

True

or

-when

cleaning

under thc

hood, to

pre-

vent accidental short

circuits.

19. Carburetors are

best cleaned

in a strong

alkaline

solut ion such as

that used

in

some

cold soak-cleaning

pails. True

or

False?

20.

Engine

parts

may be cleaned

satisfactori ly

with the sand

blaster.

True

or

False

?

False

?

L8. I t is

a

good

idea

to removethe

f

plynoulh

lour speed

ove¡d¡ive

f¡onsmissíon.

ln

flris

f¡onsmission,

no

plonetary geors ore used to

pro'

du.

on overdrive

eÍÍect.

Fourth

geot, as with

the

offier fáree speeds,

utilizes

convenlionol

geors.

@eorrotios

forthevorious

georsoreiIs¡.3.09toI,2nd-l

.67,3rd-l .00and4¡h-.73to|.

147



Auto Service

ond

RePoir

Engine

employing

a

double

overheod comsñolf

setup.

Note

lremispfiericol

combuslion

chomber,

Fiot)



Chapter

10

FRICTIONEARINGS

DEFINITION

Bear ings

can

be

classi f ied

as

FRICTION

or

.: . \TIFRICTION.

The

frict ion bearing

contact

irea

SLIDES

(sliding

frict ion)

against

the bear-

:rg

journal

(that

port ion

of a

shaft designed

to

accept

the bearing) surface.

The

antifr ict ion

:earing

(roll ing

fr ict ion)

ut i l izes

ball or roller

: iements

that

ROLL

against the contact

area

:hus reducing fuut not eliminating) fr ict ion.

Both

types are

used in the automobile.

l, Iajor

use of the

frict ion bearing i s confined

to

:he

engine while the antifr ict ion

bearing is used

: l

such areas as the t ransmission,

dr ive l ines,

: : i ferent ia l ,

etc.,

Fig.

10-1.

F RICTION

<-

Fig.10-1.

The

lrict ion beoring uses o sl iding contoc

whi le

th e

ont i { r ict ion

bearing ut i l izes o rol l ing confoct .

ENGINE

FRICTION

BEARINGS

The

camshaft,

crankshaft

and connecting

rods

al l

use

fr ic t ion- type bear ings.

Ant i f r ic t ionbear-

ing applicat ion

in these areas

is largelyconfined

to smal l ,

h igh speed engines

used

for boats,

chain saws, etc.

CASTOR

SPUN ABBITTED

EARINGS

For many years

rnost automobile

engines

used

the

cast

babbit ted

bearing.

The babbit t

(t in,

antimony,

copper)

metal

was melted

an d

poured

into the bear ing area.

It

was then

care-

ful ly bored to a speci f ied s ize, Shims

(thin

st r ips

of steel or brass)

were

of ten

placed

betweenthe

two halves so that as the bear ing became

worn,

they

could

be removed thus reducing

the

clear-

ance.

Fig.

10-2, shows a typical cast

babbit ted

connect ing

rod big end bear ing.

Note that the

bearíng

mater ial

is

bonded

(actua11y

adheres)

to

thê od.

See

Figs.

10-2, and 10-2-A.

' As engine horsepower and rpm was in-

creased,

the cast

babbit ted rod fai led toprovide

Fig.

I0-2. Cosr

bo66irted connect ing

od .

l0-2A. Typicol

shim

pocks

lor fhe connecl ing

rod ond moín

beorings.

(C/evite

Service)

':¿r.

o

ta ,

<.,.

{J

$. '

-t-

3

zd

E=

149

LAYERS

HELD TOGETHER

BY

A.THINCOAT

OF SOLDER

ALONG

INATIONS.

Fis.



proper

strength and wear

c-haracteristics.

Re -

babbitt ing

was

expensive

and adjustment by the

use of

shims

was time

consuming and unless

done

most carefully,

often

produced poor

fits.

Today,

babbitt bearings have been

largely re-

placed

by

PRECISION

INSERT bearings.

PRECISION INSERT BEARINGS

The precision

insert

bearing is

light, strong,

possesses

excelLent

bearing

characteristics, is

available in

a

wide

iange

ofsizes, andis

quickly

replaced. It

does however,

demand care in

handling

and installation.

These

bearings are

made in

both one

and

two-piece

t¡pes.

Most

insert bea rings uti l ize a steel

(low

earbon) back

upon which

one or

more layers of

other

materials such

as lead-tin

babbitt, copper

alloy

and aluminum

alioy,

are

bonded.

A lead-copper

alloy

can be

affixed

to

the

steel back by a process known as sintering. Th e

lead and

copper are melted

togetherandthrough

a

process

of

atomization, this mixture

is reduced

to very

tiny

(.002

' .005)

particles.

This powder

is

then

spread

on

the

steel and

by heating,

and

roll ing

under

pressure

it is

compressed into

a

relatively

solid

layer that adheres

to the

steel,

Fig.

10-3.

Fig.

0-3.

Five

oyer

counting

teel

6ocft)nsert

earing.

In Fig.

10-3, the

steel

back is

covered

with

copper all.oy lining.

A

barrier

plate

(to

prevenr

the

tin in the

overplate

from

enteringthecopper

alloy)

about

.000075

thick

is

plated

over the

copper alloy.

A

thin overplate

(about

.001)

of

tin-lead

alloy is applied to the

barrier

plate.

A

final

coating,

extremely thin,

of

pure

tin

is

rrFFr

STEEL

STEEL S

- '- \

BAEElrr

I

¡ lutltxulr l lur 'rxulr

frffi(ffir

\\N\\)

COPPER

ALLOY

/

BARRTER

-€

?LATE

BABB TI BABBITT

Fig,

10-5.

Somenserfbeoringining

com6inotions.

flash

plated

over the entire bearing

(sides,

back,

etc.). The flash

tin

prevents

rusting

and oxi-

dization

of the steel back

and

parting

surfaces

(edges

where

the bearing halves

come

together).

Other

bearing

lining combinati.ons are

shown

in Fig.

10-5.

THRUST LANGE

Whenever

an insert bearing

must

control

thrust

(pressure

parallel

to the

shaft

centerline)

forces,

a

thrust flange

is incorporated

on

one

or

both sides

of the bearing.

The

thrust faces

ar e

Iined

with bearing material

such

as used

on

th e

bearing

proper.

Some thrust flanges

are not

part

of the bearings, but

are

inserted

as

separate

RiecelF ig.

l0-6.

INSERT

MUST FIT

HOUSING

PROPERLY

In

order to

provide

adequate

support and

proper

heat transfer,

as well

as accurate

align-

ment, it is

essential

that the insert

contact the

housing

or cap

properly.

Inserts

are manu-

factured

to

produce

proper

fit by

incorporating

bearing

spread

and crush in the design.

BEARING SPREAD

The insert

diameter aiross the

partingedges

is

slightly

(.005

- .030)

larger than the bore.

This

makes it

necessary to

force

or snap the

insert into the

bore by applying thumb

pressure

to the

parting

edges.

DO NOT FORCE THE

INSERT

INTO PLACE BY PRESSING ON THE

CENTER.

THIS

COULD

WARP THE INSERT.

Spread also helps hold the bearing in

place

during assembly

operations.

Older Ford V-B engines

(1932

- 1948)useda

floatingtt

insert

l ined

with bearing material

on

both sides.

These

inserts uti l ized a negative

spread to

prevent

insert

parting

edges

from

hooking

against

rod bore

parting

edges.

Fig.

10-7,

i l. lustrates

posit ive

bearing

spread.Fig.

1O-?A, shows the early

Ford

floating

insert

setup.

t50



Frict ion

Beorings

BEARING

RUSH

The

insert is

is snapped into

protrude

a slight

edge.

In

effect,

larger

than

a

full

also designed so that

after

it

p lace,

the

part ing

edges

wi l l

amount above the bore

part ing

each insert hal f is

s l ight ly

hal f

c irc le,

Fig.

10-8.

Füg.

I0-7A.

This

eorly Ford

Y-8 connecting

rod beoring

o

negolive bearing spreod.

PARTINGEDGES

Fig.

l0-8.

Beoring

CRUSH.

Nofe fhot

6ofh insert

port ing

edges

(exoggeroted

or

emphosis)

protrude

slightly

oóove

tfie

cop.

When

the bearing

is bolted

together, the

crush area touches f i rs t .

As t ightening

pro-

gresses,

the

crush area is forced beneath

the

bore

part ing

edges

thus

creating

a t ight insert

to bore

contact

through

radial

pressure,

Fig.10-9.

NEVER FILE

BEARING

CAPS

OR

CRUSH.

TO DO

SO

MAY RUIN

THE BEARING.

INSERTMUST

NOT TURN

With the exception

of

the floating insert

mentioned, inserts

are

provided

with

locating

lugs or dowels to

prevent

the insert from turn-

ing.

WHEN

INSTALLING

INSERTS, BE

CER-

TAIN THE LUGS ARE

PROPERLY ALIGNED

WITH

THE

SLOTS

IN

THE

HOUSING.

DOWELS

MUST ENTER

THEIR HOLES.

See

Fis. 10-9A.

INSERT

NDHOUSINGORE

MUST

BE

SMOOTH

ND

CLEAN

The

housing bore and insert back and

parting

surfaces, must be free of nicks, burrs or

foreign

material.

If

the insert is

prevented

from making

perfect

contact,

pressure

spots,

misalignment and

overheating

will result.

AL-

WAYS CAREFULLY CHECK

THE HOUSING

BORE

AND

INSERT BACK

TO MAKE

CERTAIN

THEY

ARE SMOOTH AND CLEAN.

DONOTOIL

THESE

SURFACES.

Fig. l0-6.

Cronkshoft

moin beoring

with th¡usl

(Clevi¡e

Service)

l longes.

l0-7.

Posi¡ive

beoring spreod. Nofe fñol diamete¡

A

oc¡oss

porling

surfoce is o trille lorger thon bore diomere¡ B.

,Ó

F,g

u¡i ized

t5 l



HOUSING

ORE

HALVES

MUST

BE ALIGNED

Even

though

bore

and insert

are

clean, in-

sert

spread

and

crush

correct,

the bearing

wil l

sti l l

be ruined

if

the

upper

and

lower

(in

the

Fig. l0-9A,

Locoting

lugs

ond dowels

fteep ñe insert

lrom turniig.

case

of

split

bearings)

bore halves

are not

properly

aligned.,

It is possible

to reverse

some

bearing

caps

0ower

halves).

This

will

shift

the

upper

and

lower

bores

out ofalignment.

WHEN

DISASSEMBLING

BEARING

CAPS,

AL-

Fig l0-9.

llhen ¡od

ond

cop ore

drawn

together

as in

B,

the

beoring

crusfi,

os

sáown in

A,

produces

rodiol

pressure

lorcing,izsed

tightly

against

the

bore.

WAYS

MARK

THE

UPPER

AND

LOWER

HALVES

(BEFORE

REMOVAL)

PREFERABLY

WITII

NUMBERS

SO

THAT

YOU

MAY

REPLACE

TH E

CAP

IN

ITS

ORIGINAL

pOSITION.

See

Fig.10-10.

The

inserts

should

always

be

saved

fo r

study.

If

they

appear

usable,

mark

them

on the

back

with

a fine

scribe.

If plans

include

re-

placement,

you

may mark them on the bearing

surface.

WRENCH

SIDE

PRESSURE

CAN

ALSO

DESTROY

AP

ALIGNMENT

Thick

wrenches

can

create enough

pressure

against

the

cap to

shift

it

out

of

alignment¡

Use

correct

size

socket

and

tighten

by

alternating

from

one

bolt

or nut

to

the

other.

WHEN

CAp

IS

JUST

SNUG,

TAPLIGHTLYWITIIAPLASTIC

HAMMER

TO

ASSIST

CAP ALIGNMENT.

USING

A TORQI]E

WRENCH,

TORQUE

THE

FASTEN-

ERS

TO

THE

RECOMMENDED

VALUE,

Fig. 10-11.

HOUSING

ORES

MUST

BE

ROUND

The

heavy

stresses

within

the

engine

ca n

cause

the housing

bores

to

elongate.

When

th e

insert

is

installed

in

such

a bore,

it

wil l

con-

form

to

the

bore

elongation

thus providing

an

Auto

Service

qnd

Repqir

CRUSHHEIGHT

EACH

HALF

BEARING

PRESSURE

i

I

I

LOCATING

LU G

152



CORRECT

I

AP

REVERSED

Fig.

10-10.

Reversing

beoring cops

will

shiÍr upper

ond

lower

bore

fiolves

ouf

ol alignment.

SHI

FT ED

CA P

Fig.

t0-t l . Thick

woll sockef

hos

exerfed

side

pressure f ius sf i i f t-

ing

cap to

one

side.

egg-shaped

bearing

surface.

Clearance

in one

direct ion

will

be excessive

while clearance

in

the other

wil l be

nonexistent

causing

extreme

frict ion

and

wear. Such

bores

must

be

reeondi-

t ioned,

Fig.

10-12.

ALL BORES

UST

E

ALIGNED

The block,

through

the

effects

of heating

and

cooling,

can

become

distorted.

This

wil l throw

the camshaft

and crankshaft

bearing

bores out

of alignment.

This,

in

turn,

will

force

the

eamshaft

and crankshaft

out

of

alignment

thus

creating

heavy

bearing

loading

and

uneven

stressing,

Fig.10-13.

DONOTMIX

BEARING

ALVES

Insert halves come in pairs. It is important

that they

are

not

mixed.

OIL

GROOVES

ND

HOLES

The insert

is

often

dril led

to

permit oil

to

enter

freely;

in other

cases

to allow

oilpassage

to

other

areas.

Annular,

thumbnail

and

distr i-

CONNECTING

OD

BEARING

NSERT

Fig.

I0-12.

Elongoted

cd

beoring 6ore. Note

l f ie

excessive

cleor-

once

ol l lre

top

ond boltom

while

zerocleo¡once

exisls

ol the sides.

The

insert l i Íe would 6e sf iort.

BOWEDCRANKCASE

Fig.

t0-13. A

óowed cronkcose

wil l shi{¡

the moin

beoring

6ores

out o( olignnen+:with

thei¡

l¡ue cenle¡

line.

bution or spreader

grooves

are

often

incorpo-

rated.

Not

all

inserts

are

dril led or

grooved,

Fig.

10- 14.

If

one

of the

insert

halves is

dri l led and

th e

other

is not, be certain

to

place

the

dril led

half

in the dri l led bore so it may accomplish it s

;i-

:, ,{

:.1¡

.

:

F ig. l0-14.

Typicol

inserl

beoring

oil

grooves. Thís

portículor

moin

beoring

uses

seporote

hrust

Í longes

(Clevite

Se¡vice)

t

I

ti

,i

EXCE55tVE

CLEARANCE

INT ERF

ERENCE

ls3



Auto Service

ond

Repoir

purpose.

Neglect ing

to do

this can

cause

im -

mediate

bearing failure.

When install ing

full

round inserts,

such

as the camshaft bearings,

make

sure the oil holes

are aligned,

Fig.

10-15.

Fortunately,

many

split bearings

are

manu-

factured

with

both halves

dril led to

prevent

im -

proper

assembly.

INSERT

ILHOLE

DOWN.

IL BLOCKED

Fig. l0-15. Align insert o i l with

oi/

possoge.

A-lnsert o i l

hole

lros 6een

placed

down hus cutt ing

oll o i l supply.

8-lnserf

oi l hole

oligned wilñ

possogewoy,

Proper

ubricotion wil l resul¡.

BEARING

IL CLEARANCE

The precision

insert bearing

must have

enough

clearance

to

allow oil to

penetrate

an d

form

a lubrieat ing

f i lm.

The

clearance

must

be sufficient to

provide proper

flow

through the

bearing

to aid

in

cooling

and

passage

to other

crit ical areas

receiving

their lubrieat ion via

a

part ieular

bearing.

On the other hand, too much clearance will

allow an oil fLow that

can lower oil

pressure,

eause excessive

"throw

off"

(oil

running

from

bearings

and

being

thrown off

the

crankshaft

at

high veloeity) that in turn will

flood

the

cylinder

walls

beyond

the

capacity of the

piston

rings

to

control.

Excessive

clearance

will

also

allow

movement between

parts

sufficient enough

to

literally

pound

the bearing to

pieces.

RtcotttilDEo [. Gtttnil{cts

SHAFf-SIZT

s8

(H¡gh

ea d

or tin base)

CA

(Copper

Alloy)

AP&CP

(0ver lated

bear¡ng)

AI

u

mtnu

Alloy)

2

-2lt

.0010

.mm

.0010 .0025

2t%¡-3Vz

0015

0025 0015

0030

3e/rs

4h

0020

.0030

0020 0037

NOTI:Chart bove

ndicatesininumiamelrallearances.or

maximum

ermiss¡ble

learance,dd

001"

Fig. l0-16. Typicol

oveÍoge

minimumcleor-

onces for

engine

óeorings.

(Federol-Mogul)

WHEN

INSTALLING INSERT

BEARINGS,

ALWAYS

FOLLOW THE

ENGINE MANUFAC-

TURES

RECOMMENDED

BEARING

CLEAR-

ANCES.

The

chart

in Fig.

10-16,

shows AVERAGE

MINIMUM

CLEARANCES

for engine bearings

of different

sizes

and types.

The

chart

is in-

tended to indicate average clearances only, an d

should

not be used when

engine manufacturersl

recommendations

are available.

CHECKINGEARING

L

EARANCE

Approximate

clearance of engine bearings

can

be determined by

attaching an

engine

"pt"-

lubricator"

(air

pressure

operated oil tank)

an d

observing the

amount of oil

dripping from the

bearings.

This

is

often done after the

pan

is

removed, but

before disconnecting any bearings

to

give

the

mechanic

an approximate

idea

of

bearing condit ion. The prelubricator is used

again after engine assembly

primarilyto

charge

the lubrieation

system

with

oil but will at the

same t ime,

provide

a

final

visualcheck onbear-

ing clearances.

-

-,-/

One

of the

most widely

used

methods of

ob -

taining

precise

clearance

measurements is

th e

use

of a special

plast ic

wire

(trade

name

Plast igage). A

section

is

placed

either

on the

journal

or on

the i.nsert, the bearing is

t ight-

ened, then removed.

The plast ic wil lbe

f lattened

and

y

using a

paper gauge

supplied

with

th e

wire, the width

of the

wire

can

be

accurately

related to clearance in thousandths of an inch,

Fig.10-17.

PAPER

GAUGE

FLATTENED

PLASTI

GAGE

Fig.

l0-17.

Clrecfti;g

beoring

cleoronce

with Pldstigage.

Beoring

ños .003 cleo¡once.

Complete instruction

on

the use

of

the

pre-

lubricator and

Plastigage will

be

given

ín

the

chapter

on engine overhaul.

154



I

UNDERSIZEEARINGS

In

order

to compensate

for

wear, inserts

ar e

available in a serles

of undersizes.

If

the

journal

wear is

slight,

the

recommended

clearance

ca n

often be obtained

through

the use

of

inserts

.001

or.002 unders ize.

The

shaft

must becare-

ful1y

measured and

the largest

diameter com-

pared

to the

original size

in order

to determine

the

correct

unders ize.

When

journal

wear is severe

orwhenjournals

are scored or

egg shaped,

inserts are

available

in.010,

.020, .030,

etc.,

unders ize.

The

shaf t

is

ground to one of these undersizes thus bringing

the

bearing condit ion

and clearance

up

to accept-

able standards.

Occasionally

semif inished

(greatly

under-

s ize) inserts

are bored

out to a

speci f ied

size.

PREC¡SION ULL

ROUND

CAMSHAFT

BEARINGS

The

camshaft

bearing

is constructed

quite

like

the

connecting

rod and

crankshaft

inserts

except

being of

one

piece

design.

The

camshaft

bearing

must be

pressed into

p1ace. In addit ion to the standard sizes, theyare

available

in large

undersi2es

to

permit

l ine

boring

(attaching

a cutter

to a long,

rigid

steel

bar and

passing it

through

the bearings

one after

the

other

thus

boring

them

in l ine

with each

other)

after

installaticin.

The

bearing

material

is

aff ixed

to steel

str io stock and

the stock

is rolled

into

a

full

c i rc le with ei ther a but t or but t andcl inch joint .

The

bear ing

mater ia l is

usual ly babbit t ,

Fig.10-18.

BUSHINGS

Bushings

are

full

round bearings, usually

made

of solid bearing

bronze

(mixture

of cop-

per,

lead, t in, z inc, etc. ) .

They

can also

be

made by the sintering

process. Although some

appl icat ions

use

steel

back

precis ion

bushings;

in

general pract ice,

the bushing

is

pressed

into

place

and ei ther

bored, reamed orhonedtosize.

Bushings are usually of smaller diameter than

bearings and are

used

for

slower

speed appli-

cat ions,

Fig.10-19.

Fig.10-19.

Typicol

Aushings'

These

ore

the stee/

bocked

pre-

cis ion

fYPe.

Frict ion

Beorings

Fig. l0-18. Typicol

camshoÍt

nserl beorings.

(Clevite

Service)

l

I

¡

{

I

f

i

i

{

r55



ROUND

A

SfRAIGHT

AB

'HM

r \ \ l l / /¿

'N H

AA B

EGG

HAPE

TAPERED

SCORED

Fig.

I0-l 9A.

Beoring

ournols

musl

be

round,

straight, ond smooth.

BEARING

OURNALS

The

section of a shaft

that

contactsthebear-

ing

surface is

termed

a

JOURNAL.

It

must be

ROUND,

SMOOTH and STRAIGHT. Nicks,

scratches,

etc.,

wil l

ruin the bearing inaterial,

Fig.

10-19.A.

It

is

recommended

that a surface

finish

of

16 micro inches or

smoother be

attained.

Th e

micro inch

(one-mill ionth

0.000001

of an

inch)

is

used

as a

measurement

of

surface

finish. To

measure

a surface

finish

in micro

inches, tests

are made to determine the depths of allgrooves

or

scratches. The RMS

(root-mean-square)

or

AA

(arithmetical

average) is

used to

find

the

AVERAGE

depth. For practical purposes,

this

amounts

to about

one-third of the maximum

depth. In Fig.

10-20,

you

will

note that the red

line indicates

one-third the maximum

depth.

If

Auto

Service

qnd

Repqir

the

maximum

depth

is

g0

micro

inches,

the

measuring

device would

indieate

a

finish

of 30

micro

inches.

HANDLING

EARINGS

Precision

insert

bearings

are

just

what

th e

name implies - they are PRECISION units and

should

be

handled

with

utmost

care. Do not mix

halves, protect

from

dirt

and

physical

damage.

Keep

fingers

from

bearing

surface

as finger

marks

can

cause

fine

surface

corrosion..

When installing,

never force

or

pound

into

place.

Make

certain bore

and insert ' is

spotless.

Locating

lugs

(sometimes

called tangs)

should

be in

place.

After install ing,

coatbearing

surface

with

CLEAN

engine oil. Never

file

an insert.

Always

check for

proper

clearance.

BEARING

AILURE

A

bearing

of the

correct

size and

t¡npe,

properly

fitted

to an

accurate housing

bore

and

operating

against

a smooth,

round

shaft, will

under

normal

operating

conditions,

last in

ex -

cess of 50,000

road mi les.

There

are however,

many

things

or

comtri-

nation

of things,

that will

cause

premature

failure.

It

is important

that

the mechanic

under-

stand

the most

signif ieant

ones as well

as being

familiar

with

the

visual effects these

have

onthe

bearing

insert. In

this way,

by

close

study of the

damaged

bearing,

the

cause

witl

often be

ap-

parent.

In

any

case,

whenever

an engine is torn

down,

bearings

should

always

be

cleaned and

carefully inspected.

DANGER

SIGNALS

Bearing

failure

is

generally

preceded

by

a

lowering

of oil

pressure

due

toincreasedclear-

ance. The

engine

oil

consumption will rise from

excessive

oi1 throw

off and finally

as

the

clear-

anee increases,

the

bearings will

starttoknock.

DIRT,

THENUMBER

NE

CAUSE

OF BEARING

AILURE

Field

and laboratory

studies,

over a

period

of many

years,

have

been

summed

up relative

to

the

causes of

bearing

failure

and the

per-

eentage

of

failures

attr ibuted

to each

cause.

From

the results

of

these studies, Fig.

10-21,

you

will

note

that

DIRT

is

by far

the most

fre-

quent

cause of

failure.

ig,

l0-20. Determining surloce

linish rn

MICRO ,NCHES.

l5ó



DIRT

The

word

dirt,

as used

to describe

foreign

particle

damage

to moving

parts,

includes

sand,

cast

iron

and

steel

chips,

pieces

of

bronze,

grinding

stone grit,

etc. NORMAL

engine wear

will

produce

fi.ne

parti.cles

worn fromthe

various

parts. Normally these are removed via the oil

filtration

system. They

DO

contribute to

engine

wear

but

at

present

will

not

be emphasized.

ABNORMAL

engine

wear wi l l produce

LARGE

bits of dirt

that will

greaily

accelerate

the

wear process.

DIRT

FROM

RECONDITTONING

Valve

grinding,

cylinder boring

and honing,

shaft grinding,

etc., deposit

metal

andcorundum

(abrasive

particles).

These

MUST

be removed

by

thorough

cleaning.

(See

chapter

on

cleaning

processes.) There is always the possibil ity of

machined particles

being

present

innew

engines

also.

DIRT

FROM

CLEANING

A

sloppy

job

of

cleaning

oftenloosenscarbon

and

other

deposits

but fai ls

to

completely re-

move

them.

Once

the engine

is

assembled

an d

put

into

operation,

the washing

and

cleaning

action

of the

oil wil l

cause these

deposits to

reaeh

the

bearings.

REMEMBER:

DO NOT EX-

PECT

OIL

FILTERS,

EVEN

THE

FULL-FLOW

TYPE,

TO

COMPLETELY

PROTECT

TH E

BEARINGS. THEY CAN CLOG, THUS

FORCING

THE

BYPASS

OPEN

AND

CHANNEL LARGE

CHUNKS

OF

DIRT

DIRECTLY

INTO

TH E

BEARINGS.

Final

rinsing

in dirty

solvents

often

contaminates

parts.

DIRT

FROMPOOR

WORK

ND

STORAGE

ONDITIONS

The

engine may

be

contaminated

by

working

under

dusty

condit ions

or by

careless handling

CAUSES OF

BEARING

FAILURE

Dir t . . . .

. , . . . . .42.90%

fnsufficienlLubricotion

.,.,15.30%

Misossembfy

. . . . .13.40%

Misol ignnent

.....9.80%

Overlooding.

, . . . .

8,7O%

Corrosion

. . . . . . .4 .507

Indeterminqfeond Other Couses.

. . . ,

5.40%

Fig.

10-21.

Couses

of

beoring Íai l-

u¡e ond the

percenloge

of occurence.

of parts.

Keep

clean

parts

covered

until

ready

for

installation.

Work in

a CLEAN

area,

pro-

tected

from

windborne

dust.

When

not working

on

a

part,

even for

a

few

minutes,

throw

a

cover

over it.

Keep

hands

and ools

(especially

sockets)

free

of dirt

when

assembling parts.

Avoid

the

use of

the

air

gun,

sandblaster

or steam

cleaner

near open engines or other units.

DIRT

FROMEXTERNAL

OURCES

Once

the

engine is

assembled

and

plaeed

in

serviee,

dirt

can st i l l

enter.

Some

of the

most

eommon

sources

are through

the

air

cleaner,

breather

system, fuel

system,

cooling

system,

dip

st ick

and

lubricat ion

system. The

vacuum

lines

can also

be

offenders.

Cover

carburetors

when

the

eleaner is

re -

moved.

Keep

air

cleaners

elean

and

properly

serviced.

CIean

and

properly

service

crankcase

br:eather systems. Maintain a good filter in th e

fuel

system.

Check

for

coolant leaks

into

th e

cylinders

(ethylene

glycol

ant ifreeze

forms

a

gummy

residue

in

the

bearings

and rings

an d

will

cause serious problems).

Never

lay

a dip

st ick

on

a dirty

surface.

Wipe both

st ick

an d

area

around

stick

entry

hole

before

returning.

When

changing

oil f i l ters,

wipe

contact area

thoroughly.

Oil

filler

cans

and spouts

should

be

cleaned

and stored

to

prevent

contamination.

When

removing

drain

plugs,

clean them

thor-

oughly

before

replacing.

Keep

''bulk

oil tanks

clean. Wipe

the surface

of oil

cans

before

puncturing. Check fi l ler tube for dirt before

adding

oil.

Why

such

a

fuss

about

dirt? Once

again:

DIRT

IS THE

MECHANICS

WORST

ENEMY.

GET IT

OUT

OF THE

UNIT

AND

USE EVERY

PRECAUTION

TO

KEEP IT

OUT.

Study

th e

bear ings

shown

in

Fig.

L0-22.

Each

one was

damaged

by dirt .

BEARING

UBRICATION

AILURE

Low

oil

pressure

caused by worn

bear ings,

faulty

pump,

clogged

pi.ckup

screen

or an in-

sufficient supply of oi1 wil l cause rapid failure.

Dry

starts

(engine

overhauled

and

started

without

charging the

oil system with

oil under

pressure

thus

allowing

the bearings

to

operate

until

pump

forces

oil throughout

the system)

can

eause

initial

damage

that wil l

cut

down

the

life

expectaney of

the bearings.

Loss

of

oil through damage

to the

pan,

FrictionBeorings

t57



l0-22.

Dir t

rv ins beorings

-

FASTI A Dirt

enbedded

plated

beoring,

B-Dírt

inpregnotedbabb¡tt

beoring.

wffi

= t .

10-23.

Aluminvm

beorings

ruined lrom

Iock oÍ Iubricotion.

(

F

ederol-Mogul

)

-

rkpn nrrmn or I ne.

leakíng sasket. or

f

a i lure

--__- ,

--

: .

replace

plug

after

dra in ing,

wi l lcause

sudden

:ar lure,

F ig.10-23.

BEARING

FAILURE

FROM

IMPROPER ASSEMBLY

\s

al ready

ment ioned,

d i r t

on

the insert

. :ck,

insuff ic ient c learance,

reversing

caps,

¡ iacing a lower

insert

in the upper

posi t ion,

io* ,ed

crankcase,

sprung

shaft

or

rods,

etc. ,

, r -11

ause

bear ing

fa i lure.

F lgs.

10-24A,

B, C,

l ,

E, F,

G,

i l lustrate

the

resul ts.

ffi

.r,

a

W:

Fíg,

10-248.

Nicked

qnd

dented

cop bore wil l

tronsler morks

lo

the 6ock

oÍ the ínsert

fhus cousing

locol ized

high

pressure oreos.

OIL

HOLE

OIL PA5SA:

rl i lr i

IMPRESSIC\

i i l

INSERT

B¡

I,

Fig.

10-24C.

The

upper

insert, with

oi l hole, wos

instol/ed in

fhe

boftom

posit ion

The

lower nsert

(see

oíl

possogewoy mpression

on back)

6locked the

low ol o i l

to the beoríng.

Fig.

l0-24D, A

nisol igned

connecting

rod

ploced one side

of this

ínse¡l under

P¡essure.

Nofe

loi lure

o¡eq.

rt

q

r

ilr

FAILURE

AREA

Fíg.

10-24A.

Bearingdomoge

rom

toperedhousing

bore.

1s8



: . 10-24E,

A bowedc¡onkcose uined

¡his

set of moi n 6eo¡inqs.

:

i 0-24F.

A rough

ond scored

ournol

coused his beoring

ofui l .

DIRT

BEHIND

AP

RUINED

HIS

AREA

:

iA-24G.

A

porr ic le

ol d ir t between

he insert

ond 6orecoused

o f i igñ pressure

oreo that

domoged his

beoring.

FAULTS

Lugging

(pull ing

hard

at low

engine

rpm),

spark

advance

(f i r ing

too

soon),

or

spark knock

(too

rapid burning of

, .1

charge

caused

by a secondary f lame front),

Fiq. l0-25A.

Excessive

idl ing

wil l produce

bearings

ike

r / r ¡s

Fig.

l0-258.

Riding

(holding

{oot

on

the clutch ol l

the t ime)

th e

c/ufclr

p/oces

the moin

beoring thrust

longe

under

prolonged

ood-

ing. Nofe

ruined th¡ust

surfoce.

(Clevite

Se¡vice)

F¡g. 10-25C.

Anti- lreeze leoking into the pon

wil l contominote

beorings.

Nore

rhe

gummy

deposits on tÁese inserfs.

Deposifs

con bui ld up ond

eliminate oi/ c/eoronce

-

with disostrous resu/ts.

(Federol-Mogul)

preigni t ion

( fuel

eharge

f i r ing

before

ptug

f i res

-

usual ly f rom

overheated

plug, glowing

carbon

or overheated thin valve rnargin), prolonged

slow

idling,

and excessive

rpm

will aII

place

the bearings

(and

other

parts)

under a heavy

Ioad. This

can

easi ly lead to

premature

fai lure.

When

bear ing

condit ion indicates

such

problems,

a couple of fr iendly

t ips

(make

certain they are

fr iendly)

to the

owner would

be in

order.

Fios-

1o-254,

B,

C.

- t

i

159



Auto

Service

ADDITIONAL NFORMATION

Checking

bearing clearance,

determinÍng

bearing

size requirements,

prestart

lubricat ion,

bearing

installat ion and

torquing,

etc.,

wil l

be

discussed

in detail

in the chapter

on

engine

overhaul.

Steel

and

rubber suspension

system

bushings will be covered in the chapters to

which

they

pertain.

SUMMARY

The

frict ion bearing operates

with sliding

frict ion.

Frict ion is reduced

to acceptable

limits

by a

f i lm

of

oil.

Most

modern bearings

are of

the

precision

insert type.

They

can

be of

the

full round or

split-halves

type.

They

util ize

steel backs

that

can

be

faced

with

lead-t in

babbit t , copper

alloys

or aluminum

alloy.

The

bearing

¡haterial

is

often

aff ixed by sintering.

Some

bearings

have several

layers

of dif ferent

materials.

End thrust

is

controlled

by incorporat ing

thrustf langes

on one

or

more

bearings.

The

insert

must

have int imate

(close)

contact

with

the

housing bore.

Bearing

spread,

crush

and cleanliness

assure

a

proper

f it .

Never

f i le bear ing

inserts

or caps.

Locating lugs

should

be

in the

proper

slots.

Bearing back and'bore

,must

be

clean

and

free

of

nicks op

foreign material.

Never

reverse or

mix

bearing caps.

Tighten

properly

using

a torque

wrench.

Check bores

for alignment.

Oil grooves and holes are vithl. They must

be

located

properly when

instáll ing

inserts.

Bearing clearance

is

crit ical.

An

average

clear-

ance

would be around

.002.

Follow

n¡anufac-

turerrs

recommendations.

{

Worn or

reground

journals

must be

f it ted

with undersize

bearings.

Common

undersizes

are:

.001, .002,

.003, .010,

.020,

.030

and.040.

Semif in ished

inserts

may be

bored

to a

speci-

f ied

size.

Bear ing c learance

is best cheekedwithplas-

t ic

wire

(Plast igage).

Camshaft

bearings

are

of the

full-roundtype,

usually babbit t l ined.

Bushings are

usuallybronze

or bronze-faced

steel,

and

are

bored,

reai¡ed

or

honed

to size.

Journals

must be

round,

straight

and

smooth.

The micro

inch is a

unit of

measurement

used

in describing

surface

finish. A

microinchfinish

of 16

or

better

is required

for

journals.

Handle bearings carefully.

qnd

Repq¡r

Bearing failures

are

most often caused

by

dirt.

Low

oil

pressure,

excessive

oil

con-

sumption and

knocking, are

danger signals

that

indicate

excessive

bearing

wear.

Dirt

enters

the engi.ne

from normal.

wear,

reconditioning,

cleaning,

poor

work

and storage

conditions,

through

the fue1,

cooling,

lubrication,

vacuum and ventilation systems.

Inadequate lubrication,

improper assembly,

and

improper driving

habits also cause

bearing

failure s..

SUGGESTED

CTIVITIES

1. Check

the clearance

in

a

bearing,

using

Plast igage.

-

.

2.

Examine a number

of bq4|ing

failures

and

see

if

you

can

determine the

cause or com-

binatíon

of

causes.

3.

Mike

a

used crankshaft,

both

main and rod

journals.

Using

manufacturerrs specif ica-

tions,

determine the amount

of

wear.

Would

the

shaft

accept

a standard

undersize

?

Check

the

journals

for nicks and

scoring.

4.

Make

a

collect ion

of

bushings,

full-roundand

split . Study

their construct ion

and see

if

yo u

can

determine the

type of beari.ng

material.

WHOTS AUGHING?

Your favorite suit

has

just

been

returned

from the cLeaners

n time

for

thet'

dange.

Upon

removing

the

garment

cover,

you discover abig

grease stain on the lapel. Are you happy?

Or,

you

have an

important

engagement.

On

the

way, to look

your

best,

you stop

for

a

quick

haircut.

The barber drips

hair oildownthefront

of

your

shirt.

Are

you

happy?

You are

probably about as

happy

as

the

customer

who

picks

up

his

cár

atthegarage

an d

discovers

grease

on

the seat,

smudges

on

th e

steering

wheel

and chipped

paint

on

the

fenders.

He may be slow

in leaving

fte

will

probably

háve

several

thousand

well

chosen

words

to

deliver

to the scrvice

managerbefore

he leaves),

and

you

can

rést assured

he wil l be a

lot longer

coming back.

Remember: Regardless

of age or condit ion,

always

treat

your

customerrs

car

with real

re -

spect.

Use

fender

and seat

covers.

Never

rest

tools on

the top,

hood, etc.

Do

not

place your

feet

on

the bumpers

nor lean

against

the body.

Watch door

panels when

entering

or

leaving.

When f inished,.

wipe

the

steering

wheel

and check

ló0



carefully

for f inger

prints. These

precautions,

in

good

shops,

are a

mat ter of

standard

procedures.

OU¡Z

-

ChoPter

0

1. Define the term friction bearing.

2.

The

castbabbitt

bearing

is-widelyused

today.

True or

False

?

3.

The

precision-

usuallYhas

a-back.

4. Name three

popular bearing

materials.

5.

flanges

are

used

to control

en d

play

in the

shaft.

6.

Define beafing spread.

?.

Bearing

i : : : ' * '

assures

a

tight contact

between

the

insert

and

housing.

B. Locating-prevent

the

insert

from

turning.

A few nicks in the insert housing bore are

not

harmful.

True

or

False ?

Reversing

or

mixing

bearing

caps

will cause

the bores

to

become

misaligned.

True or

False ?

A bearing cap

can

be shifted

out

of

align-

ment

by using

athick

wrench.

True or

False

?

Blocks often-thus

distorting

th e

main

bearing

-

It is always

permissible

to

mix

bearing

halves

and to use

the lower

halfinthe upper

bore.

True

or

False ?

14.

All bearing

inserts

must have oil

grooves.

True

or

False ?

15.

An

average

bear ing c learanee

would 'be

around-.

When

journals

are

worn or

inserts are required.

Describe a

bushing.

reground,-

Bearing

journals

must be

and smooth

A micro finish

is the newest

type of

bearing

material.

True or

False ?

Finger

prints

on

insert bearing

surfaces

can and-do

cause_.

Snap

inserts

into

place

by shoving

on

the

with

your_.

List three

danger signals

thatcouldindicate

imminent

bearing

failure.

Oil f i l ters

wil l

always

screen

outallforeign

part ic les. True or False?

What

ean cause

poor

lubrication?

List

four

reasons.

List

four

assembly

mistakes

that

wil l ruin

the

bear ings.

List

three

operational

(driving)

faults that

wil l

cause

bearing

dainage.

Describe five

ways dirt,

from external

sources, can

enter

an engine

after

i t

ha s

been

placed in

service.

:r

o

10.

11

t2.

13.

Frict ion

Beorings

16.

17.

18.

19.

20.

2t.

,2

23.

24 .

25.

26.

27.

THRUST

A set

of engine

moin 6eoríngs.

Nofe

fá¡ust flanges

on 6otá sides

cenler moin.

'ññ

ffif

ffi

u&

ffi

W

4

;ñ

ffi

ffi

2

FT

W

n

¿

BEARING

ffi

w

t6 l



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L{JBRICATION,

OVERHÉATING.

OVTRLOAOS

OR

HANNLIN6

OAM.

AG€.

RTPLACE

BEARINGS,

LEAN

RELATEO

PARIS

AN D

.}IECK

FOR

PRO¡ER

F¡T

AND LüARTEATIOII'

REPLAC€

SIAFT

IF DAMAG€D.

F¡g.

1i-A.

Jome

fypicol

rol ler

beoring

ond oxle

shoÍt

weo¡

Polterns'

(Chevrolet)

162



ANTIFRICTIONEARINGS

CONSTRUCTION

The

antifr ict ion

type bearing

uti l izes

roll ing

elements

(ba1ls

or rollers)

to reduce

frict ion

:hrough

roll ing

contact.

In

most

applicat ions,

:he

rollers

or balls

are

placed

between

inner

Fi'g.11-1.

Typicol bol l

beoring

construction.

Note how the

coge

keeps 6olls

even/y

spoced.

fNíce)

s¡d

outer

rings. The

roll ing elements

are

separated

by

a cage or

separator

generally

r¡ade

of

steel

by

stamping. The

cage

prevents

túe

elements

from

bunching

and sliding

against

each

other.

In

the

case

of separable

(can

taken

apart)

bearings,

the

cage

prevents

loss

of the

elements.

The

balls

or rollers

as well

as the

inner

an d

outer

rings,

are

hardened

and

ground

to

assure

proper

contact

and

clearance.

Needle

bearings

(long,

thin

rollers)

oftenuse

only

an

outer

shell. In

some

needle

roller appli-

cat ions,

the

bore

and

shaft

are hardened

then

ground

and

pLaced

in

direct

contact with

th e

rol lers.

THREE

BASIC

YPES

Bearings

are

commonly

divided

into

three

types: BALL,

ROLLER,

and NEEDLE.

Each

t¡pe has

certain

applicat ions

it

serves

best.

The

ball

bearing produces

the

least

amount

of

fr ict ion

but for

a

given

size,

does

nothave quite

the load

carrying

abil ity

of the

roller.

Al1

three

type.s

are used

in

automotive

construct ion.

Figs.

11-1, 1 1-1A and 1 1-18 i l lust rate the three tJpes.

Learn

the

names

of

the

parts.

LOADING

ESIGN

{f ,Bearings

are designed

to

handle

RADIAL,

THRUST,

or

a

combination

of both

radial

an d

thrust

loads.

Radial

designs

handle

loads

at

right

angles

to

the

axis

of the

bearing.

Thrust

designs

handle

loads parallel

to the

axis while

combination

designs

handle

loads

from

an y

direct ion. Fig.

11-2,

shows

the

loading

designs.

VARIATIONS

There

are

many

variat ions

of thethreebasic

t¡pes.

Each

dif ferent

design

attempts

f.o

meet

a

specif ic

demand. The

installat ion

may

call-for

l ight

or heavy

loads,

high

or low

speeds,

radial,

thrust

or

a

combination

loading.

By

under-

standing

the proble.mÉ

involved

and the

type

of

Chapter

11

be

the

T

I

I

3

l

tó3



Auto

Service

ond

RePoir

Fig.

11-2.

Loodíng

esigns.

A-Rodiol '

B'Thrust '

C-Combinot ion

'rodíal

ond

f i rusl .

Arrows

in

color

indicote

direc' ion

oÍ lood'

-l

*'oin

ts

l¡J

F

UI

=

6

u

6

F

3

o

fnr,*,,o

1r

O.D.

CORNER

RO LER

' \ L -BORE

CORNER

LOAD

ER5

SEPARATOR

OUTSI

E

DIAMETER

l i_

I

ro.t

I

Fío. l l ' lA. Rol ler 6eor ing' Thís port ículor bear ing

topered

ol ler

desígn'

The

oute¡

r ing

is seporate

I-

LENGTH-{

1t-3. Stroightollerbeoríng' esigned

o¡

rodiol

ood

onlv

(AFBMA)

SPH

RI

CA L

ROLLER

l1-4,

Spher íco l

ro l ler

beoring'

Nofe "6o¡¡e l "

shope

o(

ro l lers

(SKF)

utí l zes

(SKFJ

th e

F s'

RETAI

LI P

ROLLE

Fio,

l l -18.

Needfe

6eor ing

ln

this

beoríng

the

rol lers

operole

'"r t t i , r t r ' r í " . r i " t

t ¡ " l l

.oní

ín

di '" t '

conloci

wi lh

o

ho¡dened

nd

oround

hol tsur foce'

(Anl i -F¡ ícl ion

Beoríng

Mfrs'

Assn'

AFBMA)

u

F

ul

=

l¡t

E

o

o

F

l

z

u¡

F

u

o

o

OUTSIDE

164

F

s'



i -- l

l l

il

l l

bear ing

best

sui ted, the mechanic wi l l

be

great-

Iy

aided in

al l bear ing work.

Some

of

the

more

common

variations are the

stra ight

rol ler ,

spher ical

ro l ler ,

tapered rol ler ,

deep groove

ba11,

angular

contact ba11, multiple

row,

sel f-a l igning,

etc .

STRAIGHT

ROLLER

The

straight

rol ler is

designed

to

handle

aeavy RADIAL

loads.

In most

designs i t wi l l

: :andle

l i t t le

or

no thrust,

Fig.

11-3.

SPHERICAL

ROLLER

The

rol lers in

th is bear ing

are of curved or

--:herical

shape.

It

wil l handle

HEAVY

radial

lcads

and

MODERATE

thrust 1oads.

I t is

sel f-

= l igning

( to

a degree) ,

Fig.

11-4.

TAP.ERED

OLLER

The

tapered rol ler

is

the

mostwidelyusedof

.he

rol ler bear ings as i t

wi l l

carry

bothHEAVY

:hrust

and radial loads.

The

apex

of the angles

icrmed

by both the ro l lers and

raceways,

i f

:x tended, would meet

on a common axis .

This

a11ows the rol ler

to

fo l low

the

taperedraceways

with no bind

or sk iddlng. Common

pract ice

is

to

secure the

rol lers to

the

cone

with

asteel cage.

The

cone raceway is indented

thus forming

a

l ip that

keeps the rol lers

centered. The

cup

is

then

separable,

Figs.

11-14, and 11-5.

DEEP

GROOVE

ALL

The

deep

groove

bal l bear ing

wi l l handle

HEAVY

radial

and

MODERATE

thrust

loads.

Neither

the inner

or

orr ler r ino. iq

oparable,

Fig.

1

1-

6.

ANGULAR

CONTACT

BALL

This

bal l bear ing wi l l handle both HEAVY

thrust

and radial loads.

The

bal ls

are contained

within

a

cage,

and both inner

and outer r ings

ar e

separable,

Fig.

11-7.

MULTIPLE

ROWBEARING

Bear ings

can employ two or more rows of

bal1s or ro l lers

so that

heavier

loads, both

r :d i¡ l erd ihrnsf onn

lre c :r r ied Thev

can

also

be designed to

prov ide

for

thrust loads inBOTH

direct ions, Fig.

11-8.

INNERRING

OR

CUP RACEWAY

ROLLERS

Fig, l1-5. fopered

rol ler beoring porls.

Once ossembled, this

porticulor

beoring wíl l

hove o seporoble

outer

r ing

but

the

rol lers, coge ond inner ríng wi l l be one

unit.

Ant if r ict ion Beor ings

'il

\

OUTERRING

OR

CAGE

ORSEPARATOR

165



VY

RADIAL

LOAD

MODERATE

TO

LIGHT

THRUST

LOAD

DEEP

GROOVES

OR

RACEI{AYS

boll

beoríng,

Nole

the

use

of

seols

on

6ofá

sídes.

THRUST

DIRECTION

You

wi l l

note

that

several

of

the

bearings

shown

will

sustain

thrust

in

ONE direction

on1-y'

Thrust

in

the

opposite

direction

would

force

the

rings

apart.

By using

two

or

more

bearings'

facing

in

opposite

directions,

thrust

in

either

direc i ion can be handled, Fig ' 11-9 '

THRUsT

FORCES

BEARING

TOGETHER

THRUST

FORCES

BEARING

APART

Fig.11'6-

DeeP

groove

THRUST

LOAD

ER

RING

-to,o*tnr*

--t'/Rlno

Fiq.

11-7.

Angulor

contoct

bol l

bearing'

This

type

s

often

used

os

cor

l ront

wheel

beorings'

Fiq,

1l -9.

By

using

lwo

bearings'

lh¡ust

in

.ei the.r

di ¡ecl ion

.on¡otted.

Ar¡ows

indicole

lhrusf

di rectíon'

Fig.

l1 '9A.

Typicol

lopered

rol ler

thrus

beoring'

LUBRICA

PASSAGE

OUTER

RING

OR

CU P

INN

ER

RING

OR

CONE

RADIAL

OAD

Fig'

1l -8.

Double

ow,

topered

ol ler

beoring'

one

piece,

the

inner

r ings

ore

seporote'

THRUST

EARING

The bear ing shown in Fig ' 11-9A'

is

de-

signed

to

handle

THRUST

forces

only'

SEL

F.AL

IGNING

BEARINGS

When,

during

operation,

there

is

apossibil i-

ty,

or

in

some

instances,

a

desirabil i ty '

of

per-

áittirrg

either

housing

or

shaft

misalignment'

a

fHRUST

DI

RECTION

OR

ARATOR

The

ouler

r ing

is

(Timken)

BEARINGS

ACING

N

OPPOsITE

DIRECTIONS.

HRUST

CONTROLLEDI

CASE

166



self-aligning

bearing is used.

This

bearing

will

11ow

a degree

of

t i l t without

distort ingthebear-

:ng

elements. Both

internal and

external self-

aligning

bearings are

shown

in

Fig.

11-10.

OUTER

RING

INTE

RNAL

EXTERNAL

Fig. l I-10.

lnte,rnal nd exlernolselÍ-o l igning beorings.Nofe how

*e

sÁofi

is

l¡ee to t ip.

The

exfe¡nol design wil l handle heovier

Joods

os

the

boll hos o wider contoct oreo with the

outer

rinq.

tsEARING

DENTIFICATION

All bearings are marked

with

part

number,

lsually

on

the face

of the r ings,

for

ease of

re -

¡l.acement.

I f necessary, replacement bearing

size

can be checked by careful

measuring.

BEARINGSEALS

Bearings

can

be open on both sides or sealed

on one

or both. Sealing on one side

is

often used

:o

help

confi.ne lubricant and topreventthe entry

cf dirt . When both sides are sealed, the bearing

:s

lubricated

during

assembly

and no lubricant

can be

added in the

f ie ld, Fig.

11-11.

REMOVING

EARINGS

Prior

to

pull ingbearings,

clean

the

surround-

:ng

area to

prevent

contamination.

Bearings

are

generally

best removed

with

srechanical

or hydraulic

pushing

or

pull ingtools,

which

exert a heavy and

STEADY

force,

Fig.

11- 12.

In

the absence of such

pullers,

or

in

cases

where

their

use

is impossible or undesired, a

suitable hammer in combination

with soft steel

drif ts,

sleeves and cup drivers,

wil l handle

many

jobs.

Any

attempt

to

pull

or install a

bearing

by

exerting force on

the freg

(not

tight)

ring

is apt

ro

chip

the bal1s or

rollers.

The

ring

itself

eould

crack

and

fly

apart

inadangerousfashion.

NO SEALS

Fig. l IJl . Beoring seo/ conslrucl ion

Fig. lI -12.

Removing

iÍ lerentiol inion

shalt

beoringwith hy-

droulic

puller.

(O.T.C.)

There

are

some

instances,

as

you

will

see later,

that require force

on either the

free

ring or

roll ing elements.

However,

WHENEVER POSSI-

BLE, EXERT THE FORCE ON THE TIGHT

RING

ONLY.

Fig.

11-13, shows both the

r ight and

wrong

way

of applying

pulling

force. Note

that in

A,

the support ing

puller plate

rests

on the

free

PRESSED

Fig.

l l-13.

Pull ing

setups.

A-Vlrong

s force is opplied

hrovgh

lree oule¡

ring ond rolling elements. 8-Correct. Force

is ffirough

tight r ing only.

167



Auto Service

qnd

Repqir

outer

r ing.

In B,

the

plate

supports

the inner

ring only, thus avoiding damage to

the

outer

r ing and

roll ing elements.

WHEN

NNER

RING

CANNOT

E GRASPED

Occasionally

the bearing inner r ing

is

pressed against a shoulder that is as wide or

wider

than the r ing.

In the

case of

the tapered

roller bearing,

a special segmented

(made

in

parts)

adapter r ing

ean

be used.

It

applies

the

pull ing

force

to the ends of the rollers

whl1e

forcing

them against the

cone.

This

allows

the

bear ing to be removed

without

damage,

Fig.

11- 14.

PRESS AM

PULLERSEGMENTS

ADAPTOR

ING

PRESS

ED

Fig. 1l -14. Pul l ing bearing by opplying pressure hrough rol lers.

The nognilied

porlion

at lhe lowe¡ rigfit

sñows how lhe e nd o( t he

rol ler is

grosped

by

the

pul ler

segments.

(Tinken)

Another

type of

puller

especially adaptedfor

axle

shaft bearing work, is

pictured

in

Fig

11-144. A

split sleeve, with

pull ing

rings, i*q

used.

The

axle shaft

passes

up throughasectior:

of tubing.

The puller

sleeve

grasps

bothbearing

and

tubing.

The

top

section

of

the

tubing

is

fastened to a heavy

plate

onthe bed

of

the

press.

As pressure is applied to the shaft end, it is

forced

through the tube thus

pull ing

the bearing.

Note that

the entire bearing is

shrouded or

shieLded thus

protecting

the

operator from flying

parts

if the bearing

should explode. This

puller

wi l l

remove both tapered roller

and ball bear-

ings, Fig.

11-14A.

WHEN BEARING

CANNOT

BE

GRASPED

There

are instances in which

a retaining

plate,

dust

shield, etc.,

is

so

close

to,

or sur-

rounding,

the bearing

that it is impossible to

grasp

i t . In

these cases, i t isnecessaryto gr ind

away a

portion

of the inner r ing

(protect

the

shaft with a metal

sleeve),

cut out the cage ani

remove the elements. The

outer

r ing

can then

be removed

thus exposing the inner

ring for

grasping.

Unhardened

retaining r ings

are sometimes

used to hold bearings

in

place. They

are best

removed by notching with

a sharp

chisel.

This

wi l l

loosen them

enough to be

easily

removed,

Fie.

11-15.

RETAINING

RING

Fiq. l l-15. Removíng

eoring.rctoi.ning

ing

by

notching

with

o

Inner

bearing r ings can also

be removed

by

partial

grinding

or by cutting

part

way through

with

an

acetylene cutting

torch. WRAP TIIE

SPLIT

SLEEYE

STEEL BLOCK

Fig.

l l -14A.

Removing

oxle

sho{t

beoring wi th

speciol

pul ler.

168



SHAFT,

ON

BOTH

SIDES

OF

THE BEARING,

WITH

WET

CLOTHS TO PREVENT

HEATING.

CUT ONLY

PART

WAY

THROUGH.

The ring

is

then

squeezed tightly

in

a vise and struck

smartly with

a

hammer where

indicated

by the

arrows

in Fig.

11-15A. This

wi l l

crack

the

ring

and allow it to be pulled. WEAR SAFETY

GOGGLES

\A/HEN

STRIKING BEARING

PARTS.

Always

pull

bearings whenever possible.

AVOID

GR,INDING

AND ESPECIALLY

USE

OF

THE

CUTTING TORCH, IINLESS

ABSOLUTELY

NECESSARY.

Fig. I l -15A.

Beoring

inner

r ing

port io l ly

cul ond tf ien

sgueezed

in o vise.

Srrike

with a hommerwhere indicoted by orrows.

KEEP

BEARING

ARTS

OGETHER

When

a separable bearing is removed, keep

the parts

together. Under

no circumstances

should

bearing

elements

be mixed.

GENERAL ULES ORBEARING EMOVAL

Exert force, where

possible,

onthe

tight r ing.

Use

pullers

of the correct size

and shape.

Mount

puller

to

exert

force in a l ine

parallel

to the bear ing

axis .

Use

unhardened,

mild steel

drifts and sleeves.

Never

str ike the

outer or

free r ing.

Use care to avoid

damage

to the shaft

or

housing.

I f necessary

to hammer a shaft ,

use abrass,

Iead or

plastic hammer.

Keep

all

parts

of one

bearing

together.

WATCH

OUT:

PULLING BEARINGS, BOTH WITH

PRES-

SURE

OR

STRIKING

TOOLS, CAN BE A

DAN-

GEROUS

OPERATION. BEARINGS UNDER SUCH

PRESSURE

CAN SHATTER

AND

SEND

PIECES

FLYING

OUTWARD WITH

LETHAL

FORCE

WHENEVER POSSIBLE,

SHIELD

TITE BEAR-

F¡g.

II-16. Troy

lul l o l beoringsbeing

ploced

n kerosene.

ING.

WEAF,

SAFETY GOGGLES.

KEEP OTHER

PERSONNEL

AWAY

FROM

WORK AREA.

CLEANING BEARINGS

When

the bearing

is removed,

wipe

off all

surp lus

grease

or oi l .

Soak in kerosene

or

cleaning

solvent. A regular

cleaning tank with

tray

and solvent ho se,

is ideal. If

none is

avail-

able a

clean

bucket wi l l

suf f iee,

Fig.

11-16.

CAUTION:

NEVER

USE GASOLINE

OR OTHER VOL-

ATILE

FLUIDS

FOR

CLEANING AS

THEY ARE

ROUGH

ON HANDS

AND WILL'IG}TITE

READI-

LY. DO NOT USE CARBON TETRACHLORIDE

AS

IT PRODUCES

POISONOUS

FUMES.

While

some bear ings are soaking,brusheach

in turn with

a nyl on bristle brush and blow

ou t

the

worst of the

grease.

Continue soaking

an d

brushing until bearing looks clean.

Blow

th e

bearing out

again.

If

any sign of

grease

is visible,

soak, brush and

blow

out once

more.

DO NOT

SPIN:

NEVER

SPIN

A BEARING WITH

AIR

PRES-

SURE.

NOT ONLY WILL IT

DAMAGE THE

BEARINGS, IT CAN

ALSO BE

DANGEROUS.

WHEN THE OUTER RING OF A SEPARABLE

BEARING IS

REMOVED, THE

ROLLING

ELE.

MENTS

ARE HELD

TO THE

CENTER

RING

WITH THE CAGE.

IF TIIE

CAGE

ANDROLLERS

ARE

SPUN,

THE TREME NDOUS CENTRIFUGAL

FORCE

GENERATED

CAN CAUSE

ONE

OR

MORE ELEMENTS TO FLY OUTWARD

WITH

VIOLENT FORCE.

1

2

,

A

169



,r,:;,rl

\

*;Í3:r,

BEARING

Fig.

l l -17,

Using

leon,

dry

oí r ,

b low

beor ing

ry Do

not

ol low

-

beoríng

o sPin

(Timken)

\ \ -hen certain

the

bear ing

is

CLEAN,

r inse

:l a

container

of

CLtrAN

kerosene

and

blow

ir \ ,

Fig. 1

1-

17 .

USE

CLEAN,

DRY

AIR

Nlost

air

compressor

systems

are

equipped

-, , i th

f i l ter

and

moisture

trap.

Service

them

cften.

Direct ing

a

stream

of

air

into

a

white

c loth wi l l show

lf

dir t

or

oi I

is

present

DONOT

WASH

EALED

EARINGS

When

a

bear ing

is

factory

packed

and

com-

pletely

sealed

on

both

sides,

i t

must

not

be

t ashed.

Wipe

off

the

outs ide

rv i th

a c lean

dry

cloth.

Washing

wi l l

d i lute

the

lubr icant

and

lead

to ear ly

fai lure.

CLEAN

WORK

AREA

IS

A

MUST

Once

the

bear ings

are

cleaned

and

dr ied

take

them

to a

CLEAN

work area.

I t is

a

good

idea

to reserve a sect ion where this assembly

area

wi l l

be

f ree of

dusty

air ,

gr inding

ma -

chines,

steam

cleaning,

etc.

Fig 11-1?

pictures

an

ideal

work

sect ion.

Keep

yours

as

near

this

as

possible. See

Fig. 11-174

1l-17A.

ldeal

beoring

(SKF)

BEARING

DEFECTS

Prior

to

discussing

checking

procedures,

i t

is

wise

to

familiarize

yourself

with

some

of

th e

most

common

bearing

defects

that

wil l

be

cause

for reject ion.

Fig.

t l -32.

As is the case with fr ict ion bearings, DIRT

is

the

number

one

enemy

of

ball

and

roller

bearings.

It

wi l l

cause

scratching,

pit t ing and

rapid

wear.

Other

common

defects

include

spall ing,

brinet l ing,

overheating,

cracked

rings,

broken

cages,

damaged

seals

and

corroded

areas.

SPAL

L ING

Foreign

part ic les,

over loading

and

norrnal

wear

over

an

extended

per iod can

lead

to

spal l ing.

Spal l ing

star ts

whent iny

areas

fracture

and f lake off. These

sma11

f lakes

are

carr ied

around

in

the

bear ing

causing

more

f lak ing

Advanced

flaklng

or

spall ing

wi l l

prodr rce

large

craters,

Fig. 11-18.

Fig.11-18.

Bodly

spolIed

nner

ing

(AFBMA)

BRINELLING

Brinel l ing

is

the

term

used

to

descr ibe

a

ser ies

of

dents

or

grooves

worn

in one

or

both

r ings.

The

grooves

run

across

the

raceway

an d

are

usual ly

spaced

at

regular

intervals

Once

brinell ing

starts

(often

from

inadequate

lubri-

cat ion) a f ine reddish iron

oxide

powder

is

formed.

As

the

powder

is carr ied

around

it

increases

the

wear

rate.

Fig.

11-1BA

shows

a

badly

br inel led

outer

shel l .

OVERHEATING

Overheatlng

will

break

down

the

physical

oropert ies

of

the

bear ing

and

cause

rapid

fai lure

g.

worr(

oleo.

170



Fig.

l l -18A.

B¡ inel led

eedle

eor inq

hel l_

-ack

of

lubr icat ion,

improper

lubr icat ion,

poor

=djustment,

etc .,

are

the

pr inc ipal

causes. The

:ear ing

r ings

and

rol l ing

elements

which

have

:een

overheated,

wi l l

have

a blue

or brownish-

: iue

discolorat ion,

Fie.

11-1g.

Fig.

l l -19.

Overheoted

beoring

-

note

disco/o¡orion.

CRACKED

RINGS

One

or both

r ings

may

be

cracked.

Improper

removal

or

assembly

techniques

and

wrongbore

or

shaft

s lze

are

common

causes, Fig.

11-20.

BROKEN

RDENTED

AGE

Improper

removal

and

assembly

procedures

wi l l

often

resul t

in

a dented

or broken

cage.

Pieces

of

dir t

and

metal

chips

wi l l

a lso

cause

cage

breakage,

Fig.

I I-21.

Fig .

ll

_21

gro/<en

coge.

DENTED

SHIELDS

As

with

a broken

cage,

careless

assembly

often produces

dented

shields.

This

could

also

damage

the

eage

as

wel l

as

cause

binding and

lubr icant

loss, Fig.

IL-22.

Fig.

l l -22.

Bodly

dented

6eoring

shield or

seol

New

Deporture)

Ant if r ict ion

Beor ings

BRINELL

Fig.

l l -20.

Crocked

nne¡

rtno.

171



¡

Auto

Service

ond

RePoir

coRRosloN

The entry

of

moisture

(often

from

the air

hose),

wrong

or

contaminated

lubr icant,

s torage

near

corros ive

vapors,

etc .,

can

produce cor-

ros ion

in the

bear ing.

A

bear ing

remaining

static

(not

being

rotated)

for an

extended

time,

often

corrodes,

Fig. t t-23.

F

g.

1

-2j .

Corroded

eoring'

DIRT

WEAR

I f the

dirt

is very

fine,

it

wil l have

a

lapping

(removal

of

surface

metal

through

fine abrasive

action)

effect

that

wil l

leave

the

roll ing

elements

and

raceways

with a

dull,

matte

(nonrefleeting)

finish.

Larger

dirt

particles

wil l

produce

scratches

and

Pits .

ELECTRICAL

PITTING

Electr ic

motor

or

generator

bearings

are

sometimes

pitted by

the

passage

of

current

(from

an

internal

short

or

from

static

electr ic-

ity)

through

the

bearing.

The

minute

arcing

produces

numerous

t iny

pi ts .

Fig. 11-234,

i l lustrates

the

effect

of

electr ical

p i t t ing,

dirt,

corrosion

and

poor lubrication

on

rollers.

Fig.

1l -23A.

Rol ler

donoge.

A'Cor¡osion'

B-Electrícol

pi tt ing

C-Poor

ubricotion

ond

dirt '

(Sl (F)

SOME

LOOSENESS

S

NORMAL

A

new

bear ing

often

feels

rather

loose

sc

do

not

assume

looseness

as

a

sign

of

wear '

When

either

raceways

or

roll ing

elements

ar e

worn

enough

to

produce

looseness,

i t

wi l l be

evident

by examining

the surfaces.

One or

more

of

the conditions

mentioned

above

wil lbe

visible'

BEARING

NSPECTION

When

inspect ing

nonseparable

be

ar ings,

place the

fingers

of

one

hand

through

the

center'

r ing,

Fig. 1 l-24,

and

rotate

the outer

r ing

wit l

CORRODED

AREAS

17?

F¡g.11-24.

Holding

beoring

or

inspectíon'




-he

other, The

bearing

should

revolve

smoothly

¡;-th

no

catching

(stopping

momentari ly)

or

:cughness.

I f

e i ther

condit ion

is

present,

r inse

-rd

blow

dry

again. If

the

symptoms

sti l l

per-

=:s t,

d iscard

the bear ing.

Also

check for

s igns

: i

overheating

and wear

on

the

outer

surfaces

: l

both

rings. A

bearing

that

has

been loose in

::re bore, or on the shaft, wil l have highly

-

c l ished

areas

showing.

For

separable

bearings,

carefullyinspect

the

::ceways

and rol l ing

elements. They

should be

::solutely

smooth

and free

ofheat

discoloration.

-:-spect

EACH

ball or roller,

as

quite

often

only

:1e

or

two may

be damaged.

When

satisfied

as

,o

condition,

place

the

elements

together. While

Jrreing

them

together,

rotate

the bearing. The

-r?eration

should be

smooth.

When

revolving

bearings,

do

so a number

of

rmes,

as

a single

damaged

ball

or roller

ma y

:ct

catchrr

the

first few

times

around.

When

:hecking

thrust

bearíngs,

place

one side on a

.clid

surface.

Press

down

on

the

other with

th e

:-ee1

of

your

hand

and

while

maintaining pres-

.. :re,

rotate.

KEEP

HANDS

CLEAN,

DRY AND

' ' ' {Y

FROM

RACEWAYS

AND ROLLING

a-

EMENTS.

See

Fis.

t t-24,

DO

NOTSAVE

ONE

PART

I f

any

part,

outer

or

inner r ing

or roll ing

:-ements

are damaged, d iscard

the ENTIRE

iear ing.

Never

replace

a

part

of a bear ing.

Before

discarding,

write

down the

part

:-:lmber.

It

is

a

good

idea to wire the

parts

to-

:ether and keep for

comparison

with

the re-

:Lacement

bear ing. Mark

as DEFECTIVE.

BEARING

UBRICATION

I f

the bearing wil l

be

placed

into

service at

:nce,

it

may be

packed

with

the

proper grease

rr

it

may be

oiled, depending

upon the need.

Cover

with

a clean

cloth

unti l

ready to install.

-l

it

wil l

be stored for

a

few

days,

coat

with

oi l

:nd place

in

a clean

box or

container.

At

an y

:ate,

IMMEDIATELY

FOLLOWING INSPEC-

TION,

COAT

WITH THE

DESIRED LUBRICANT

TO PREVENT

THE

FORMATION

OF

RUST

>ee

Fig.

Ll-25.

I f

the bearing wil l

be

stored for an

extended

reriod,

coat

with

light

grease,

wrap in

oilproof

_¡aper

and

place

in

a clean box.

Be

sure

to

:dentify

the

bearings to

prevent

opening a number

of

them

when

looking for

a specific

one at some

Fig. I I

-25.

Beorings leoned,

oíled

ond

ploced

in

protecfive

contdine¡.

future

date.

When

coating bearings

for

storage,

rotate

toinsure proper

penetration

and coverage,

Fig.11-26.

PACKING

ITH

GREASE

When

a bear ing

cal1s

for

grease

(speci f ic

recommendations

for

each

type wil l

be

given

in

the sect ion to which they perta in) , use abear ing

Fig. l l -26.

Beorings

greosed

ond wropped

lor extended

storoge.

packer.

If

no

packer

is

available, place

a

gob

of

grease

(hands

clean and dry)

on

the

palm

of

one hand.

With

the

other

press

the

edge of the

bear ing

into

the

grease

(near

the

edge).

Repeat

this

unti l

grease

flows

out

the top.

Move

around

to different

sections

unti l

the bearing is fully

packed.

Separable

rings

should be

coated

also.

See

Fig.

LL-27.

PROTECT UBRICANTS

All

grease

and oil in

the

shop should

be kept

in

clean

containers

and

kepttightlyeovered

when

not in use. When

opening, wipe

dirt off l i .d

an d

avoid dusty

areas. An open

can of

grease

near

a

grinder,

cutting torch, etc., is

anopeninvitation

to disaster .

173



BEARING

ONTACT

RE A

TAPERED

HEEL

UB

I

Fig.

11-28. Removing

burrs

hom

oxle

sholt

beoring

oreo

wilh

o

l ine ¡ooth f i le -

USE

UBRICANT

O

EASE

ASSEMBLY

The use

of

a

thin

f i lm

of oil

or

micronized

graphite

(f inely

powdered)

wil l

ease

installat ion,

prevent

corrosion

around

ring contact

area,

and

faci l i tate

removal

at

some

future

date,

Fig. 1

1-2

9.

Fig.

t l

'29.

lJse

lubricon¡

o loci l i¡ote

ossem6ly '

HEAT

AND

COLD

HELPS

In dif f icult

assembly

jobs, primarily

large

bearings,

placing

the

outer

ring

in

dry

ice

or

in

a

deep

freeze

will

reduce

the

diameter

and

help

installat ion.

Inner

rings

can

be

heated

(NEVER

ABOVE

275

DEG.

F.)

in clean

oil.

Use

a

thermometer.

Never

heat

bearings

with atorch'

See

Fig. 11-294.

POSITION

ROPERLY

AND

START

SOUARELY

After

determlning

correct

installat ion

posi-

t ion

(do

not

press on

backwards

or

fail

to

pu t

any

retainers,

snap

rings,

etc., that must go on

first,

in

place),

start

the

bearing

or

ring

with

the

f ingers.

Attach

puller

or

set

up

inpress

an d

lorce

bearing

into

place.

MAKE

CERTAIN

IT

GOES

ON SQUARELY

AND

TO

THE

FULL

DISTANCE

REQUIRED.

App1y

pressure

when-

ever

possible,

only

to

the

t ight

r ing'

As

in

puIl-

ing,

observe

safetY

Precautions.

LUBRICANT

FORCED

II¡:f

BEARING

Fig.

It '27.

A

beoringrPocker

r is

fust

ond

eÍl ic ient '

CHECK

EALS

If

any

oil

or

grease

seals

are

related

to

th e

job

at

hand,

inspect

and

if

necessary

replace

at

thís

t ime.

In

some

instances

seals

must

be

in-

stal led

af ter

the

bear ings.

BEARING

NSTALLATION

Bearing

installat ion

calls

for care

and

in-

tell igent

use

of

tools.

Many

an

otherwise

good

job

has

been

ruined

by

careless

instal lat ion'

MAKE

CERTAIN

OU

HAVE

THE

CORRECT

EARING

Bearings

are

often

similar

(but

not

exact)

in

type

and

size.

Before

attempting

installat ion'

make

certain

you are

instal l ing

the

correctone'

Be especial ly careful with new replacement

bear ings.

Check

numbers

and

measurements '

CLEAN

BORES

AND

SHAFTS

Clean

bear ing

housing

bores

and

shafts

thoroughly.

Remove

any

nicks,

burrs,

etc',

with

a

f ine

f i le

(be

careful,

do

not

f i le

a

f lat

spot) '

Following

fi l ing,

polish

with

very

f ine

emery

or

crocus

cloth.

On a

shaft

where

the

inner

ring

is

designed

to

walk

(creeping

movement

aroundthe

shaft)

inspect

carefully.

Polish

i f

necessary'

If

the counterbores

or

press-f it

shaft

areas

ar e

worn from ring sl ippage, do not center

punchor

knur l

(crosshatch

pat ternpressed

intothe

metal)

in

attempt

to

increase

size.

Suchprocedures

wi l l

only

resul t

in

fai lure

as

the

bear ing,under load'

wil l

quickly

f latten

these

raised

areas'

The area

should

be

built

up

by

metallízing

(spraying

molten

metal

onto

shaft)

and

then

ground

to

the

correct

size.

Watch

for

dir t

in

threads,

spl ines '

etc"

Fie.

11-28.

174



-


SIMPLE

TOOLSWILL

OFTEN SUFFICE

If regular

pressing

tools are not available,

simple driving tools

wil l handle many

jobs

in

a

satisfactory manner.

Make

sure

they are

clean.

Str ike the

tight

r ing

on1y.

Use

soft steel

tools.

Brass

tools

tend

to

mushroom and chip

thus

contaminating the bear ings.

Fig.

l1-29A.

Heal ing o beoring n oi l . Hook keeps

beoring rom

touching

boltom of confoiner .

R,iS.

l l -30.

Beoring

instol lot ion I inrs.

A-Do

nol

str ike

oeoring

*i th

o hammer.

B-Do

nol use wide

puncñes

on

beorings.

C-Do

apply

ürce lo

t ight r ing

(l )

and hove cleo¡once

(2)

hr shof¡. D-Use

ariver

wi th

smoolh,sguore

cuf ends

ho¡

srr ike

ight r ing, E-Cleon

eoríng

ring recess

5)

and lorce ing to ful l deplh. F-Block

ploced

ffi

open

pipe

driver ollows driving

force to be centralized.

Use

protective

vise

jow

cove¡s

(6). (AFBMA)

SHAFT

ANDHOUSING

ORES

MUST

BE

TRUE

A

sprung shaft

or bent

housing wi l lcausethe

bearing to operate in

a

distorted

position,

thus

greatly

shortening

i ts l i fe.

For

those

jobs

in

which the bearing failed in

a

short time, despite

proper installation, lubrication and adjustment,

always check shaft and

housing

for

any

warpage

or other

misalignment.

BEARING

ADJUSTMENT

Some bear ings

require adjustment after

in-

stallation.

Proper

adjustment

depends on the

appl icat ion. Some require a speci f ic

amount of

free

play

and others require

preloading

(plac ing

the

bear ing under

pressure

so that

when

a

dr iv ing

force is

appl ied

to the

parts ,

they

wi l l

not

spring out of

alignment).

As the various

serv ice operat ions are descr ibed through the

book,

general

adjustment

recommendations

wi l l

be

given.

GENERAL

RULES

FOR

BEARING NSTALLATION

1. Clean al l contact

sur faces

and remove burrs ,

2

h

nicks,

etc .

Instal l par ts

that

precede

bear ing.

Lubricate

for

easy

installation.

I f heat

is required,

donotexceed2T5 deg.

tr .

Start bearing squarely.

Align tools so that bearing wil l be forced

nn

qnrrara lr¡

7.

For

dr iv ing tools , use soft s teel .

B. When

possible,

avoid

applying

pressure

through bal ls

or

rol lers .

9.

I f

av ise

is needed, use

protect ive

jaw

covers.

10.

Driving tools must

have

smooth, square

cut ends.

11.

Do

not

mar

shaft or

bore sur faces.

12.

Use safety

precautions.

13.

Press

on

the fu l l d is tance required.

Fig.

11-30,

i l lustrates a

few

dors and

donrts

regarding

bear ing assembly.

SUMMARY

Bear ings

can

be div ided

into

three basic

types; the

BALL, ROLLER,

and

NEEDLE. The

ball

and roller bearing usually consists

of an

inner

and outer

r ing with the roll ing elements

placed

between them and

posi t ioned with

a cage

or separator .

The

needle

bear ing

can

use an

t75



Auto

Service

ond

RePoir

outer

shell,

or

can

be

placed

in

direct

contact

*irt

"

hardened

and

ground

bore

and

shaft'

Bear ings

are

designed

to

carry

ei ther

"ttJghi

thrrist,

radial

or

combination

loads'

The

straight,

spherical

and

tapered

roller'

the deep groove

bal1,

angular

contact

ball'

and

"áit-.rii"I"g

of

both

types'

are

the

common

variations.

Bearings

are

marked

with

part

number'

Bearings

are

often

sealed

on

one

or

both

sides.

Uerr-er

wash

bearings

sealed

onboth

sides'

Hydraulic,

mechanical

puller

or

striking

tools

can

be

used

to

remove

bearings'

All

must

be

used

with

care'

If

available'

hydraulic

and

mechanical

pullers

are

recommended'

PuIl

bearings,

whenever

possible'bythe

ring

that

is

tight.

Speeial

tools

are

available

fo r

p"irt"e

by-exerting

pressure-

lhr?ue:

the

balls

it

toir""".

Avoid

the

use

of

heat'

Do

not

mar

bore

or

shaft

surfaces'

Whenbearing is removed'

i f

separable,

keep

a1l

parts

together'

Clean

bearings

in

kerosene'

Blow

dry'

r inse

in

fresh

kerosene

and

blow

dry

again'

Do

no t

spin

the

bearing.

Air

should

be

clean

and

dry'

Working

in

a

clean

area'

inspect

bearing'

I f

satisfac-tory,

oil

or

pack

with

grease

at

once'

Keep

covered

unti l

ready

to

install '

Rejected

bearings

may

be

kept

for

size

comparison

with

replaclments

but

MARK

them

as

REJECTS'

'S"t"t"ted,

pitted,

spalled'

brinelled'

cor-

roded,

cracked,

and

overheated

bearings'

plus

it.""

with

damaged

cages

or

dented

shields

MUST be REJECfBD. Never replace onepartof

a

bearing.

-

f.ep"atl

lubricants

covered

when

not

in

use'

A

bearing

packer

is

handy

for

lubing

with

grease.

Replace

defective

grease

or

oil

seals'

Clean

bore

and

shaft,

remove

burrs

and

install

any

parts

that

must

Precede

bearing'

Lubr icatebear ingseatarea'posi t ionbear ing

.

correctly

and

start

Uyttana'

PulI'

press'

or

drive

bearing

fulIy

into

pi"ce

kt"ping

square

at

al l

t imes.

Do.not

aamage

shaft

or

bore'

Installation

tools

must

be

sploltessty

clean'

In

difficult

assembly jobs, thá use

of

both

heat

(carefully

controllád)

and

cold

wil l

ease

installation'

If necessary,

carefully

adjust

bearing'

SUGGESTED

CTIVITIES

l .secureanumberofdamagedbal landrol ler

bearings-

Clean

and

inspect

each

one

and

identify

the

cause

of

rejection'

Try

to

find

one

good

example

of

each

typlcat

defect'

Remove

a

bearing'

clean

properly'

inspect

and

pack

with

grease'

Install

the

bearing

followíng

all

recommendations'

í"t""*irr",

as

closely

as

possible'

the

exact

;;;;"t

of

ba1l,

roller

and

needle

bearings

t""A

1.,

a

specific

car'

Count

them

in

ALL

areas, clutch, transmission' drive

line'

rear

end,

wheels,

steering,

pumps'

motors

and

other

accessor ies.

,

3.

HONESTY

Unfortunately,

many

car

owners

feel

(with

justif ication

in

some

cases)

that

garages'

service

station

repair

centers,

etc"

are

not

really

honest,

that

they

often

ttpadt'

mechanics

time'

charge

for

parts

not

installed'

and

perform

(or

claim

to

have

performed)

repairs

that

were

unnecessary.

There is no

doubt

that

these

things

dohappen

occasionally.

The

importance

of

COMPLETE

HONESTY

on

the

p"tt

of

th"

mech-anic

and

;;;;e",

cannot

be

tveremphasized'

Customer

relations

are

vital

in

that

they

can

rnake

or

break

a

business'

ALWAYS

give

an

EXACT

record

of

labor,

perform

ONLY

REQUIRED

repairs

(if

you

encounter

some

essential

re -

p"i"

".,

covlred

in

an

estimate'

consult

with

it

"

"lr"to-er

before

proceeding).

-1"u

charge

OUI,V

for

parts

ACTUALLY

INSTALLED'

If

this

basic

foundation

of

good

business

(trrJ

gooa

living)

practice

is

scrupulously

fol-

lowed,

you

wiII

earn

the

respect

and

trust

of

your

customers.

Remember that there is no

advertisement

more

effective

than

a SATISFIED

customer.

OUIZ

-

ChoPter

l

I

and

bearings

are

used

in

automotive

construction'

2.

Name

three

bearing

load

designs'

3.

List

three

t¡ryes

of

roller

bearings'

4.

The

deep

groove

ball

bearing

will

handle

HEAVY

thrust

loads.

True

or

False?

5. What advantage is offered by

the

self-

aligning

bearing?

A Naver

a

bearing

sealed

onboth

sides'

Z.

Wty

are

hydraulic

or

mechanical

pullers

generally

superior

to

str iking

tools

fo r

bearing

work?

B.

Always

apply

pulling

foree

to

the

free

ring'

True

or

False

?

9.

Under

some

circumstances '

i t

is

per-

176



Ant if r ict ion

Beor ings

missible

to

apply

pull ing

pressure

through

the

roll ing

elements. True

or

False

?

10. Bearings,

under

pull ing

pressure,

canliter-

ally explode.

True

or False?

11. When

heat

must

be

applied

toabearingring,

it

should

not

exceed_deg.

F.

12.

Name

two safety

devices

used when pull ing

bearings.

13. I f

a bear ing

is

star ted

in

a

t tcocked

posi -

t ion, it wil l

l ine up

under

pressure.

True

or False

?

14.

AU

pulling

tools

(striking

type)

should

be

of

soft

steel.

True

or

False

?

15. In

that

bearings

are hardened,

a l it t le f ine

dirt

will

not

hurt

them. True

or

False

?

16. I t

is

permissib le

to mixbearingpartsi f they

are in

good

shape. True

or

False

?

17. Bear ings

are best

c leaned

in

or

18.

When

blowing

dry, never_a

bearing.

19. If you could only use one word to describe

a

proper

bearing

work

area, that

one word

would

be

20.

List

six

common bearing

defects.

21.

A

bearing

showing

some

looseness

should

always

be rejected.

True

or

False

?

22.

AI

bearings

before

inspecting.

True

or

False

?

23.

It

is important,

on

a separable

beari.ng,

to

inspect

EVERY

batl

or roller. True

or

FaIse

?

24.

When

bearings

wilt

be

storedfor

sometime,

they

should

be

coated with_.

25. Always keep bearings_until ready

to

use.

26.

Immediately

following

inspection,

bearings

should

be--.

2?.

Keep

fingers

away from_elements

¡n¡ l

28.

Before

instalting

a

bearing,

inspect

both

and

-for

nicks, burrs,

and wear.

List

10

general

rules

regarding

bearing

in -

stallation

and

removal.

Write

down

the

numbers

of

the

bearings

i l lustrated

in Fig.11-31.

Opposi te

each

number,

write

the

letter

of

the

correct

name.

Some

of the

following

names

are

wrong:

A.

Single

row,

deep groove

ball.

B.

SeIf-aligning

thrust.

C.

Single

row,

tapered

roller.

D.

Angular

contact

ball.

E.

SeIf-aligning

ball.

F.

Self-aligning

roller

G.

Spherical

roller.

H.

Double

row,

deep groove

ball.

I

.

Ball

thrust.

J.

Straight

roller.

K.

Needle.

Fig. l l -31,

Nome

áese

beorings.

(Sr(F)

to

30.

177



Auto Serviceond

Repqir

Fig. l l

-32,

Some

common

oller beoring defecfs.

Beorings showing

these

sí9ns

musf 6e

discorded.

(Codil loc)

*-+ff i

wtéK%

*,'

€

tf l

HrAl

$r5e*

ffi;

STEP

WTAR

INNTR

RA{T

RACKTÚ

l*ReTi{}r ¡

WEAR

INDTilTATIONS

¡¡ll5AllGNneENT

FRfTTlf.lC

STA¡N

DISCOIORAfION

*8thCtt, l. ¡{;

TAIIGU€

SPAIIING

TTCHIN6

SMTAR;

178



ll

ri

i;:

l

hapter

2

ENGINE

EMOVAL

GENERAL

EMOVAL

ROCEDURE

There are

many

variations

in

engine

re -

=roval

procedures.

Frame

and

body clearance,

:ccessory equipment,

possibil i ty

of

removing

:ransmission attached

to engine,

etc.,

must be

:onsidered

for

each

job.

Manufacturersr

shop

¡anuals

wil l be

helpful

in determining

speeific

=teps for specific engines.

The vast

majority

of

engines

are

pulled

up-

rard

out of

the

engine

compart'ment.

Different

¡rocedure

is required

when

the engine

must

be

:emoved

from below,

Fig.

12-1.

Some

installations

al1or¡¡

the

removal

of

the

:ransmission attached

to the engine

while

others

:equire it to

be separated

and

the

engine

pulLed

by

itself.

SUPPORT

RANSMISSION

I f

the engine

alone

is to

be

pulled, be

certain

:: provide

proper support

for

the

transmission.

.he

drive

plate

(provides

drive

from the

crank-

shaJt to the torque

converter)

wil l not

support

a

laad and

if the

transmission

is

not

properly

s:pported.

Serious

damage

can

be

done.

An

=djustable

stand

or

a

special

frame

cross

-ember

support

maY

be

used.

IKIAKE

ROOM

Cover

fenders

with

protective

pads.

I f

the

rood hinge attaching

point is adjustable,

scribe

a¡ound the

hinge

with a

sharp

pointed tool.

The

'cribe

lines

wil l speed

up

hood

alignment

when

replac ing,

Fig. 12-1A.

Remove

hinge

fasteners,

lift off

hood

and

-ore

upright

in a

PROTECTED

area.

Place

f=.steners back

so

they

wi l l

not be

lost.

Drain the

cooling

system

and

remove

hose

s:d radiator

core.

Handle radiator

core

care-

51ly and

protect during

storage.

Remove the

battery

and

battery

cables.

Fig. l2-I.

Mecfionic

removing

engine

lrom

beneofh cor' Nofe

fhe

hydro

u i c exfension

iocft

(WeoverJ

Fig.

l2-1A. Scribing

oround

he

edges

of

the hood

hinge

ottoching

p/ole will moke

hood

alignment

easy

during

reossem6ly'

(Chevrol et )

DISCONNECT

LL

ATTACHED

¡RING,

TUBING,

OSES

ND

CONTROLS

Disconnect

coil

primary lead,

starter

an d

generator

wires,

oil

pressure

and

temperature

indicator

wires, engine

ground strap

and

an y

179

SCRIBEAROUND

THESE EDGES



Auto

Service

ond

RePoir

other

accessory

wires.

As

the

wires

are

re-

moved,

they

should

be

marked

with

masking

tape

for

correct

installation,

Fig.

t2-2'

Disconnect

gas tanktofuelpump

line,

vacuum

lines,

oil

pressure

gauge

line

(if

used)

and

any

other

line

attached

to

the

engine.

Remove the air cleaner and cover carburetor

with

a

plastic

bag.

Disconnect

carburetor

linkage

and

trans-

mission

T.V.

(throttle

valve)

rod

where

used'

Diseonnect

exhaust

pipe

at

exhaustmanifold'

Di

sc

onnect

clutch

linkage

and

transmis

s

on c on-

trol

rods

(if

transmission

will

be

pulled

with

engine).

Disconnect

speedometer

cable

to

trans-

mission

connection.

Drairi

engine

and

trans-

mission.

Remove

oil

fi l ter.

On automatictrans-

mi.ssion,

remove

fluid

cooler

lines'

Tape

lines

to

prevent

entry

of

dírt.

Disconneet

propeller

shaft

and

wire

out

of

the

waY.

Where

used,

remove transmission parking

brake controls.

Remove

any

exhaust

pipe,

fuel

or

brake

line

support

brackets

attached

to

engine

or

trans-

mission.

Remove

the

starter

and

alternator

if

neces-

sary.

Power

steering

pump

may

be

moved

to

one

side

on

some

models,

on

others

it

must

be

removed.

Check

to

make

certain

all

necessary

items

have

been

removed.

AVOID

ART

DAMAGE

\Áft-ren

ulling

tubing,

hose,

etc',

back

out

of

the

way,

be careful

not

to

kink

or

damage

them

in any

way.

Cover

the

ends

of

hose

and

tubing

with

tape

to

prevent

the

entry

of

dirt'

REPLACE

ASTENERS

It

is

good

pract ice,

once

a

wire, controlrod'

etc,,

has

been

removed,

to

put

the

fasteners

baek

into

place.

This

wi l l

speed

up

reassembly

and

avoid

improper

placing

of

fasteners'

ATTACH IFTINGDEVICE

Attach

the

puLler cable,

strap

or

bar

to

a

suitable

spot.

Eyebolts

may

be

used

or

head

cap

screws

may

be

removed,

placed

throughthe

prrit brackets

and

reinstalled'

Some

engines

have

specific

attachment

points'

Consult

manual'

Regardless

of

the

attachment

point'

make

certain

that

the

eyebolt,

cap

screw,

bolt,

etc

Fig.

l2-2,

Morking

wires

wítñ

tope

will

locilitote

installotion'

EYE

BOLT.

Fig.

l2-3.

The

puller losfener

nusl

hove

omple

threaé' Eye

bolt

in'A

thteods

o

.ry

hort

dístonce

into fñe

hole

ond

will

very

likely

,:ip

out

unde,

pullíng

pressu,e.

By

using

o

longer

eye

bolt

os

in B'

omPle

hreod

is

ossu¡ed'

is

threaded

into

the

hole

for

a

distance

of

at

least

one

and

one-half

times

its

diameter'

This

wi l l

assure

proper

holding

strength '

See

Fig. 12-3.

PULLERBRACKETMUST E

SNUG

GAINST

NGINE

Occasionally

the

head

or

heads

have

been

removed

from

the

block.

Never

use

the

head

cap

screws

or

studs

toattachthe

pullerbrackets

unless

they

are

shimmed

to

force

the

strap

against

the

block.

Failure

to

do

this

will

place

.

h .ty

side

pull onthefastenerthatcould

cause

it to

fail.

This

same

principle

applies

to any

fastener

that

is too

long,

Fig. t2-4'

When

attaching

puller brackets,

select

fas-

teners

of

sufficient

strength,

threadedintoareas

that

will

withstand

the

pressure

of

lifting'

SELECT

ROPER

ALANCE

OINT

Attach

the

puller so

that

the

weight

of

the

engine,

or

engine

and

transmission,

will

be

balanced

at

the

angle

desired.

FaiLure

to

dothis

will cause

tipping

that

could

spring

parts and

make

removal

difficult,

Fig. 12-5'

180

HOIST

HOOK



PULL

POINT

MUST

NOT

SLIP

Make

certain

that

the pull

point

(point

of

attachment

on

the puller)

cannot

slip

under pres_

sure. Fig.

12-6,

shows

what

can happen

when

a

chain

hook

is placed

on

a

plain

cable

pull ing

strap.

The pul ler strap in Fig. 12-?, a l lowsthepul l

point

to

be

moved

along

the

length

of

the

cable,

but

under pressure

the

hoist

bracket

will

bind

against

the

cable

thus

preventing

slippage,

F ig.

l2-7.

POSITION

LIFT

After

the pull ing

device

is f i rmly

attached,

move

the

lift into

a

position

that

wil l

raise

the

engine

without

causing

any

undesirable

side

or

fore

and

aft

pressures.

Insert

the l ift

hook

into

the puller

and

place

a light

l ifting

strain

on the

engine. Remove the engine mount bolts.

Engine

Rernovql

Fig, l2-4.

In

A,

puller

ó¡ockers

(t)

ond

(2)

hove

slid up the

cop

screws.

Wáenñoist

exerts

force

on the puller

coble,

puller

b¡ocket

(3.)

will

lo¡ce

cop

screw

sidewoys

cousing

i¡ ¡o

break

or

6end os

slrown

in

B. ln

C,6rocket

ís

held

against

block

by o

sñorf

sectíon

of

pipe

to

prcvent

cop

screw

damoge,

D

illust¡o¡is

o typicol pull-

er 6o¡.

Note

odjusfmenf

Áoles.

Fig. l2-5.

Engine can

be

l¡f¡ed

n

o

level

posif ion

by

orronging

pull

point

os

in

A. tn

B,

t i l t ing

ongle

is

aitered

by noving pull

poinl

towords

ront

ol

engine.

Any

number

oÍ ongles

ore

poss;6/e.

Fig. 12-6.

Engine

wos

being

li lred

by

plocing

hoist

hook

oround

o.ploin

coble

puller

strop.

The reor

ol the

engine ipped

down

on d

tfie

ñoisf

/roo/<

lid to

the Í¡on¡

end oÍ

the

coble.

Tie

¡eor

ol the

engine

is now

olling

downwo¡d

with

dongerous

o¡ce.

MAKE

CER-

TAIN PULL

PO NI

CANNOT

SL P.

{

PULLER

STRAP

/ HOTST oO K

SLIDING

UP

CABLE

t8t



Auto

Service

ond

RePoir

SAFETY

RULES

FOR

PULLING

1.

Attach

lift

strap

or

bar

at

correct

balance

point.

Z.

Li ft

strap

fasteners

must

have

ample

thread

and

strap

brackets

should

be

in contact

with

engine -

not

on

the

end

of

a

long

cap

screw

or

stud.

3.

Wateh

hands

and

keep

clear

of

engine

at

al l

t ime

s.

4.

Lower

as

soon

as

engine

is

removed'

5.

Do not

use

a

rope

as

an

engine

sling'

6.

Do

not

depend

on

a

knot

in

a

chain'

Bolt

i t

together.

?.

If a chain

is

used

as

a

strap,

use

heavy'

wide

washers

under

the

head

of

the

fastener

to

prevent

the

fastener

head

from

pulling

through

the

link.

B.

Make

sure

the

pulling

point cannot

slip'

SUMMARY

Determine

if

transmission

willbe

pulted

with

engine.

Cover

fenders,

scribe

hinge

s

and

remove

F¡o. 12-7.

Coble

tvpe

engine

pulling

slrop'

Th.e

r.ois-t

6 ¡ o c

k

e

t

' ii l-,r,

,.,r,

i,

od¡ ro6le

hut

will

bind

under

lifting

pressure

- ' ' r i

or

venl

p 'u l l

poinl

chonge'

(Snop-On

ools)

LIFT

ENGINE

Start

raising

the

engíne

while

checking

for

proper

clearance.

Be careful

of

the

lif t ingangle'

If

the

engine

assumes

the

wrong

balance

angle'

lower

back

into

posit ion

and

change

either

th e

pull

point

on

the

puller

or

the

location

of

the

puller

brackets.

t forward

As

the engine begins to rise' Pull i.

unt i l

f ree

of

the

transmission

(when

trans-

mission

will

be

left

in

place)'

As

lif t ing

pro-

g ,

be

careful

that

the

drive

plate

(auto-

áatic

transmission)

does

not

hang

up '

If

removing

transmission

with

engine'

th e

unit

will

often

have

to

assume

a

relatively

steep

angle,

such

as

that

shown

in

Fig'

12-8'

in

order

to

clear.

As

the

pulling

continues,

give the

engine

an

occasional

gentle

rocking

motion'

This

will

ascertain

that

i t

is

free.

I f the

engine

stops

moving

at

one

point

and

continues

at

another'

stop Ád check for an obstruct ion' Continue

i tü

wnite

guiaing

the

engine

with

the

hands

and

bY

altering

lift

Position

Raise

to

a

height

suff icient

to

clear

the

car'

Remove

engine

aná

immediately

lower

until

just

clear

of

the

floor.

Move

to

the

cleaning

area

and

steam

clean.

Remove

transmission

(i f

attached)

and

place

engine

in

a

suitable

repair

stand.

hood.

Drain

water,

remove

desired,

drain

engine

an d

Disconnect

aI1

wiring,

trols

attached

to

engine

transmission.

LIFTTNG BA R

hose

and

radiator.

If

transmission.

tubing,

hose

and

con-

and

if

necessarY,

to

\)

\ |

{i

l r

'

\ /

PROTECTIVE

\

,i:

FENDER

COVERS

HOlST

BRACKET

ATTACHING

BRACKETS

t82

Fio.l2 '8,

Pull ing

an

engíne

wí t f i

a

chain

hoisf '

Note

steep

'

' t '

' - -

t¡ ir¡nn

oí9lt

n t oty

to

provide

cleoronce'



Engine

Rernovol

Attach

puller

strap

securely

to

properly

balance assembly.

PulI

engine

slowly,

checking

to make certain

all

parts

are

free.

When high enough

to clear,

remove and

lower.

Steam clean

and

place in a

repair stand.

Be

very careful.

Keep

clear

of engine

at a1l

t imes.

1

OUIZ

-

Chopter

2

Engines must always

be

pulledwith:

(-).

a.

Transmission attached.

b.

Transmission

removed.

c.

Varies

-

sometimes

attached,

sometimes

removed.

If

adjustabl€,

-oround

hood

hinges be-

fore removal.

Whenever

pract ical,

always-fasten-

ers after

part

is removed.

wire

ends

after removal

to

facil i-

tate reassembLy.

5.

Engine

angle

duringlif t ing shouldbe

(-).

a.

Level.

b.

Back t ipped down.

c.

Front t ipped down.

d.

Depends

on

job

at

hand.

6. As soon as the engine wi l l clear the car,

and

A

gentle_motion

will help to

de -

termine

if

engine

is

clear

during

pull ing.

Lif t

strap

or

barbrackets shouldbe attached

to:

(_).

a.

Head bol ts .

b.

Intake

manifol.d.

c.

Exhaust manifold.

d. Depends on

situat ion.

9. When

pulling

tubing

free

of

ful to

avoid

10.

List

seven safety

rules

fo r

A

n

8.

2

a

engine,

be care-

engine

pull ing.

Tronsverse

cross-sectiono/

view

ol an

overheod

comshah, 6-cylinder,

Íuel injected

gos

engine.

(Mercedes Benz)

t93



Auto

Service

ond

Repoir

Curowoy

view of a

six cylinder

engine

in which

the

6/oc/<

is

slonted

fo

one side.

Plymouth)

184



Chapfer

3

CYLINDER

EAD,

ALVE

ND

VALVE

RAIN

SERVICE

CYLINDER

HEAD

REMOVAL

Never

remove

a

cylinder

head

unti l the

en-

gine

has

cooled. Removal

while

hot

wil l

very

I ikely

eause the

head

to warp

upon

cool ing.

Remove

intake

and exhaust

manifolds

(when

required) ,

spark

plugs,

wires,

rocker

arm

cov-

er

and

any accessory

uni ts

attached

to

the head.

REMOVING

ROCKER

ARM

ASSEMBLY

Remove

the rocker

arm

assembly

by

star t-

ing

at

one end,

and loosening

each

support

bracket

bolt,

one

after

the

other,

a

couple

of turns.

Re -

peat

unt i l

the

assembly

is free.

I f

each bracket

bol t

is

completely

removed

before

movingtothe

next,

the

last

bracket

could be

damaged

by the

valve

spring

pressure

pushing

the free

portion

of

the

shaft

upward, Fig.

13-1.

Fig.

l3-1,

Loosen ¡ocke¡

otm

suppott

brocket

cop screws,

on e

olte¡

the

othe¡, a l i tt le

ot o

tine.

(Plynouth)

On

engines

using ball

stud

type rocker

arms,

loosen

each bal l

nut

unt i l

the rocker

armcan

be

swiveled

sideways

to

c lear the

push

rod,

Fig.13-2.

-ooJUsrNG

NUr

W-BALL

SwtvEL

ROCKER

RM

Fig. l3-2.

Loosen

odfusfing

ul

enough

o ollow

rocker

orm o

swive/sidewoys6usc/eoring ush

od.

(G.M.C.)

In

cases where

rocker

arm

shaft support

brackets

are

an

integral

part

of

the head,

the

head

may

be

pul led

before

st id ing

the rocker

shaft

out of

the brackets.

REMOVE

PUSH

RODS

Remove

and

place

each

push

rod

in

a

marked

holder

so

i t

can be

replacedinthe

or ig inal posi-

t ion.

A holder

such

as shown

in

Fig.

13-3, wi l l

suff ice.

LOOSEN

CYLINDER

HEAD

FASTENERS

Using

the recommended

tightening

sequence,

reverse

the

order

and crack

( just

break

loose)

each

head

cap

screw. Once

aII have

been loos-

ened,

they may

be removed.

If

lengthvar ies

or i f

PUSH

SUPPORTBRACKET

CAP

SCREWS

18s



MARKS

FOR

LEFT

AND

RIGHT

BANKs

'Y::2222

IÑDICATES

FRONT OF

EÑGINE

Fig,13-3,

Ploce

push rods

in o mqrked

holder

-

in

proper order'

a

cap

screw

is dr i l led

or

machinedforoi l

pass-

age,

note

the correct

locat ion,

Fig.

13-4.

I f the cy l inder

head

is stuck,

use

prybars or

a

lead hamrner. Be careful not todamagethehead.

Fíg.

13-4.

Crock

cylinder

heodcop

screws

oose'

Remove

n

the

everse

¡der

Í t íghtening.

Plymouth)

Avoid

jamming

any

tapered

object

between

head

and

block

mating

surfaces

as

the

slightest

nick

or

dent

may cause

ser ious

damage'

Whenheadis

loose,

remove,YFig.

13-5.

PLACE

CYLINDER

HEAD

IN HOLDING

FIXTURE

l -o l lowing

removal,

place the cy l inder

head

in a suitable

repair

stand.

Compress

the

valve

spr ings,

remove

the

spl i t

keepers,

spr ing

and

spr ing

retainer

assembly,

Fig.

13-6.

Auto

Serviceond

RePoir

KEEP

VALVES IN

ORDER

As they

are removed,

place

valves

in a

rack

so they

may

be replaced

intheir

or ig inal

guides.

Use a

rack

simi lar

to

that shown

inFig. 13-3.

VALVES

ELL

A STORY

Inspect

each

valve

for s igns ofburning,

pi t t inr

and

heavy carbon

deposits.

Burned or

pit tec

valves

can

be causedbyvalves

st ick ing

in

guides-

insuf f ic ient

tappet

c learance,

weak

spr ings,

c logged

coolant

passage,

warped valve

stem,

improper

igni t ion or

valve

t iming,

etc. ,Fig.

1 3-8.

Heavy

carbon

deposits ,

especial ly

under

th e

head of

the

intake valve,

indicates

worn valve

guides,

damaged

sea1s,

worn rocker

arm

bush-

ings

allowing

overlubricat ion,

clogged

oil

drair-

Fig.

l3-5. Removín9

ylínder

heod'

Note

Ii Í¡ brockets.

(G.M.C.)

CYLINDER

HEAD

ASSEMBLY

SPLIT

KE

E

P

REPAIR

STAND

Fig.

l3-6.

Removing

splí l

(Chrysler)

18ó

volve

keepers.



Fig,

l3-8,

A

burned olve ndicoles

roblems.

(A

be¡ts nSioux

holes in head, rocker arrn shaf t o i l

holes

facing

- i- :

rvrong

direct ion, etc. ,

Fig.

13-9.

Discard

al l

badly burned, cracked

or

warped

. a lves.

The

gr inding

necessary to c leanthemup

, i .11

leave insuf f ic ient valve

margln,

Fig.

13-94.

Fiq,

l3-10.

Using o wire

wheel,

mounted

on

o

grínder

molor,

to

cleon co¡bon

{rom

o

volve.

(Block

ond

Decker)

To nrowide f ¡s t

in i t ia l seat ino. i t

is of ten

recommended

pract ice

to

gr ind

the 30 deg. valve

to 29 deg. and the

45

to44 deg.

This provides

an

inter ference f i t that

produces

a hair l inecontact

between the valve

face and the top

of the valve

seat . Some manufacturers feel that due to valve

design

and mater ia l , the valve

when heated,

wi l l

then form

a

perfect f i t ,

Fig.

13-11.

Fig.13-Il . lnte¡{erence

ongle.

}.{ote

the

ONE

deg. diÍlerence

in ongles and

how

valve

lace contocfs

TOP

edge of seof.

On e

monuloctu¡er recommends o

TYIO

deg. di l le¡ence on one specific

engine.

VALVEGRINDER

A

typical

valve

grinder

is

shown

in

Fig.

13-12.

Study

the names

of the

parts.

DRESS TONES

A valve grinder wil l only perform a job in

direct

relat ion to the

condit ion of

the

stones.

THEY

MUST

BE DRESSED

(tTued

up)

TO

THE

CORRECT ANGLE AND KEPT IN THAT

CONDITION.

A

good

stone,

proper ly

dressed,

wil l do better and faster

work.

Put

the diamond

tipped dressing tool

into

posit ion,

t ighten

securely, start

machine

an d

l3-9, Heovy corbon

deposifs under

cess oi l consumptíon

hrough

(Clevíte)

volve Ireods indicote ex-

volve

guides.

:,1

;É

r¡f

i

l,

ft

3ig.

13-9A,

The

omounl ol

grlnding

required to cleon up o

volve in

r is

condition wil l

remove the morqin ond render

the volve

useless.

CLEAN VALVES THOROUGHLY

Using

a

power

wire

wheel,

brush al l t races

of

larbon f rom

valve

head

and

stem.

Fol lowing

wire

: rushing,

r inse

in

solvent andblow

dry,

i rg. 13 - 10.

GRIND

VALVES

Determine the

correct

valve

face angle.

On

some

engines,

both intake and exhaust angles

are

:he

same, on

others,

theyare

dif ferent .

Common

a.ngles

are

30

and

45 deg.

SPLIT

KEEPER ROOVE

VALVE

TOUCHES

EAT

HERE

MARGIN

FACE

STILL

PITTED

187



Auto

Service

ond

Repoir

WHE

L

CARRIAGE

CHUCK

Fig.

l3-14. Setfing

volve

chuck

to the desired ongle

PLACEVALVE NCHUCK

Place the valve

in the

chuck.

Various

grippin;

devices

are used so

fol1ow

manufacturerrs

rec-

ommendations.

Make

sure

the valve

is in

th =

F

s. l3-15. ln A,

the

volve

protrudes

loo {ar out

ol lhe

chuck

or :

wi l l chotter.

In

B,

the

volve

deplh

is

correcl.

cltucK

SWI

VE

L

NU T

CHUCK

AN6LE

ALIGNME}I

CHUCK

WIVEL

NGLE

LOCKING

UT

ADDLE

TRAYEL EVER

Fíg. 13-12. A

typicol

volve grinding machine.

advance stone

SLOWLY

toward

the diamond.

When

the

diamond

just

touches,

turn

on the

coolant

and

move the

diamond

back and

for th

across

the

stone unti l

the stone

is smooth, clean

and

true. Several

VERY

FINE

cuts

may be re-

quired.

Move

the

diamond s1ow1y,

Fig.

13-13.

Fig. l3-13, Dressíng

the grinding

wheel with a diomond

dresser.

SETCHUCK

NGLE

Loosen

chuck

swivel

nut and swing

chuck

to

the

proper

angle.

Adjust the

chuck

alignlng

edge

to the selected

angle

marking very carefully.

Lock

swivel

nut and

recheck

angle setting,

Fig.

13- 14.

DIAMOND

IP

r88

Fig.

l3-16.

Adiusting

volve

stem depth

n

¡he

chuck.



Cylinder Heod,Volve,

Vqlve

Trqin Service

chuck far

enough

so an excessive amount does

not protrude

and cause chatter

(valve

vibrating

dur ing gr inding),

Fig.

13-15.

Fi .g.

13-16, shows

a valve being

placedinthe

chuck.

Close

chuck t ight ly.

CHECKFOR

RUNOUT

Turn

on

the

chuck and

watch

the valve as it

rotates.

If

a noticeable

amount of runout

(wobble)

is present ,

stop the

chuck, loosenandreposit ion

the

valve.

If

excessive

runout is st i l1

present,

a

warped

stem is indicated. I f warped

to the

point

that grinding

will leave insuff i.cientmargin,

dis-

card

the valve, Fig.

13-1?.

MARGIN

Fig.

l3-18.

ll

¡he

chuck

s

sel ot the

proper

ongle,

the

volve

Íace

ond slone wil l be

porol le l

os in

A,

STONE

Fig. I3-19. lhen

grinding,

ove he vo/ve ock

ond orth

keeping

the

volve oce n

Íull confoctwilfi fñe sfone.

stone to run a

few

seconds

without

advancing

it ,

then

carefullyback the stone awayfrom the valve.

Disengage the chuck drive and rotate the

valve by hand

while

examining closely

for

an y

remaining

pits,

burns, etc.

The

valve

face

should

be bright,

smooth and

free

of

ALL

defects.

Th e

margin

should

be ample

Í132

in.

or

more). I f

the

valve is not cleaned up, repeat

the

process.

When

finished, inspect

the

micrometer feed

dial

and mark down

the amount of material removed

from

the

valve.

Return

the valve

to the holder.

Using

the same

procedure, grindthe

remain-

ing

valves. Do not forget

to ehange angles

if in-

take

and exhaust are dif ferent.

WHEN

FIRST

USING

A VALVE GRINDER,

PROCEED

SLOWLY.

MANY BEGINNERS IN-

ADVERTENTLY TURN THE

STONE

FEED

WHEEL

THE

WRONG WAY

OR TOO FAST AND

JAM IT AGAINST

THE

VALVE.

IF THE CUT

IS

SUDDENLY

TOO HEAVY, DO NOT PANIC AND

CRANK

THEWIÍEEL

-

YOUMAYTURNITTHE

WRONG WAY.

SHUT

THE

MACHINE OFF AND

WHEN

STOPPED

MOVE

STONE

AWAY.

A

VALVE

FACE

ffi;l'ffi-,

LLE LAR

z>

INOT PARALLEL

WARPED

TE M

Y\

I

NO

MARGIN

t_¡

MARGIN

Fig.

I3-17.

Excessive

volve wobble

-

A,

wil l couse fhe

vo lve

morgin to 6e removed

on one edge, B.

GRIND ALVEFACE

Move

the

chuck

saddle

until

the

valve

is in

front

of

(not

touching)

the stone.

Turn

on the

machine,

engage

chuck

drive to spin

valve,

turn

on the

coolant and advance the

wheel

toward

the

valve. The

valve

face

and stone shouldbeparal-

1el i f you

have

selected the

proper

angle,

F ig.13-18.

If

parallel,

slowly aovance

the stone

(make

sure

valve is

turning)

until

it

just

starts to cut.

Move

the valve face back

and

forth

across the

stone. NEVER RUN THE

VALVE

OFF TIIE

STONE, F ig.

13-19.

If

your

machine has a micrometer

feed,

se t

i t to

zero

at

the

point

where

the stone

just

starts

:o

cut. Advance the stone against

the valve

around

.001

to

.002

at a

time.

Watch

the valve

face

and as

soon as all dark spots disappear,

center the

valve

face

ón the stone, allow the

+

i1

189



The

operator

in

Fig.

13-20,

is

gr inding

a

valve

face.

Notice how the stone

feed

wheel is

grasped. Even

though

it ha s a crank

knob,

once

the stone

is

close

to the valve,

holdit as

shown.

This method

wil l

permit

smoother

and

rnore

accurate

adjustments.

Fig. l3-20. Grinding

he volve

(oce.

(Al6e¡tson-S

oux,)

GRIND

VALVE STEM

END

The

valve stem end

shouldalwaysbetruedup

and smoothed by grinding. If you have marked

down the

amount

removed

from each valve

face,

it

is recommended

that

you

remove a comparable

amount

from

the stem.

This wil l help in

main-

taining original

tappet

clearance.

However,

never remove an excessive amount

(up

to about

.010)

as the sur face

hardening

is nottoodeep on

some valves.

If ground

below

the hardening,

rapid wear wil l result.

Dress

the s ide of

the

wheel

used

for

stem

grinding.

Chuck the valve

in the

V-blockholder,

and run

i t in

unti l

i t

just

touches

the stone.

If

so

equipped,

set

the micrometer

feed

dial

to zero.

Back

off the valve, start

the

wheel,

turn on

the

coolant

and advance

the stem against

the

wheel.

Continue advancing

with l ight cuts unti l

th e

micrometer dial

indicates that

you have re-

moved

the same

amount as

was taken from

th e

face. As

with

valve

face

grinding,

direct a

good

stream

of coolant on

the

portion

of the valve

being

ground.

Auto

Serv¡ceond

Repq¡r

Fig.

l3-21.

Truing the

volve

sfem end.

(Von

Norman)

I f

the machine

has no micrometer feed, re-

move

enough

to

produce

a smooth square

end,

Fig.13-21.

When using a

plain

V-block,

in

which

the valve

must

be

hand

held, make

certain

the block

is

close

to the wheel to

prevent

the valve

stem

from

catching

and

pull ing

the valve

between

block and

wheel.

Position

the valve stem

in the

block,

hold

down

firmly

and

advance stem against

wheel,

Fig.13-22.

F--

t

Fig.

13-22. Keep

V-6lock

close

to the

grinding wheel

os

in

A.

The

setup

n

B

is dongerous

CHUCK

ADDLE

ST

V

BLOCK HOLDER

t90



Cylinder

Heod,

Volve,

Vqlve

Troin

Service

CHAMFER

ALVE

STEM

END

If

much

of

the

chamfer

on the

valve

stem

:nd

has

been

removed

through

wear

and re_

iacing,

the

chamfer

may

be

renewedbygr inding.

?Iace

the

valve

in the

V-b1ock,

set the

holder

at

i5

deg.

and

adjust

stop

to

gr ind

about

a

l l32 in.

:hamfer,

Figs.

1B-23

and

13-23A.

REMAINING

HAMFER

r/32

tN.

NEW

CHA^{F

_l_/

Tffiffiil'

f l l i i l ] l f l

|rr]HIU

fÍ'lT--------Ítn

l l l l i l , l l l l i l

illlillru

B

Fig. I3-23A. Grinding o new chomle¡ on the valve stem end.

EACH

VALVE

MUST

PASS

NSPECTION

Inspect

each

valve

face.

I t

must

be

smooth

and

free

of

a1l

pi ts , gcratches,

burns,

etc.

There

rrust

be

ample

margin

remaining

to

prevent

burning.

Valve

stem

wear

must

notbe

excessive

and

the

stem

should

be f ree

of nicks,

scratches,

etc., .

that

could

cause

eventualbreakage

or st ick_

ing.

Keeper

grooves

must

be

undamaged.

Valve

stem

end

must

be

smooth,

squared

and

lightty

chamfered.

CAUTION:

SOME

VALVES

US E

A

SPECIAL

COATING

SUCH

AS

NICKEL-

CHROME, ETC., ON THE FACE AREA AN D

ONLY

A

LIMITED

AMOUNT

CAN

BE

RE-

MOVEDI

Check manufacturerrs

speci f icat ions.

Fig.

13-24

i l lust rates

two

valves:

one

is

ac _

ceptable,

the

other

is

not.

z .- /

taRG|N

GooD

B

I

3-23,

Volve

stem

end

in

A hos

chom(er

wo¡n

B,

o{te¡

renewing

he

chomler,

ol(.

The

some

n

ExcEss

lK '^'

Ll

KEEPEI

ffi*-..-SlilXi

R.oor,

*o *

EXCESSIYE

KEEPER

G ROOVE

DAMAGED

Fig.

l3-24.

Yolve

A

is

occeproble.

Volve

B is

nor.

WASH

AND

STORE

Following

the f inal

inspection,

each

valve

must

be

thor

oughly

washe

d

(check

keeper

grooves

carefully)

and

blown

dry.

place

in

a

clean

rack

and

cover

unt i l

readv

to

use.

CLEAN

CYLINDER

EAD

If

the

cyl inder

head

coolant

passages

are

bad-

Iy

clogged, give

the

head

an init ial

cleaning

in

a

hot

tank.

Remove

all carbon from the com-

bustion

chambers

and

valve

ports.

Wire

brushes

in

a hand

dr i l l

wi l l

do

nicely.

Clean

the

head

to

block

surface

with

a

scraper. Be

careful not

to

put

scratches

in

the

surface,

Fig.

13-25.

Run

a

spr ing-type

valve guide

cleaner

up

and down

through

each

guide

to

remove

th e

carbon, Fig.13-26.

ORIGINAL

CHAMFER

sEAL

GROOVE

KEEPER

GROOVE

,*oorn/

t9l



Fig,

l3-25.

Removing

corbon

rom

cylinder

heod.combustion

hom-

bers

ond

Ports.

(Block

ond Decker)

Fig'

3'26, Removing

orbon

rom

he

volve

guides'

Follow the

valve

guide cleaner

with a

valve

guide brist le

brush

to remove

all

loosened

car-

bon,

Fig. 13-27.

Blow all

dust

and carbon

from the

combustion

chambers,

ports and

guides.

Push

a

clot l: ,

moistened

with

solvent,

through

all

the

valve

guides

to

make

certain

NO

foreign

materia-

remains.

This

is very

important

because

if some

is left

in the

guide,

the

stemclearance

check

wi'-

not

be accurate

and

when the

seat

grinding

pilc:

is

inserted,

it

wil l

be t ipped

and

throwthe

valv:

seat out of ali.gnment.

CHECK

ALVE

STEM

TO

GUIDE

LEARANCE

When

deciding

whether

or

not

to

use

the

o1 i

valve

guides,

you are

not 'coneerned

about

to c

1it t1e

clearance

(unless

new oversize

stemValves

are

being

installed).

ExceÉsive

clearance

wil-

often

be

present.

ihis

wil l

promote

oil consumF-

t ion,

poor seating

and

possible valve

breakage,

Fis.13-28.

VALVE

GUIDE

HEAD

VALVE

GUIDE

BRISTLE

RUSH

HAND

DRILL

STRIKES

HERE

LARGE

GA P

Fig.13-27.

Removing

oosened

corbon

rom

o

volve

guíde'

(Black

ond

Decker/

Fig.

t3-28. Excessive

olve

guideweo¡wi l l

couse

rouóle'

Two methods

are

commonlyusedtocheck

for

excessive

stem

clearance.

A

small

hole

gauge

(some

valve

seat

grinder

pitots

can

be

usedtool

is carefully

f it ted

to the

largest

valve

guide

diameter

(do

not

measure

exhaust

guide

counter-

bores),

removed

and measured with an outside

micrometer.

The valve

stem

is then

miked

at

a

corresponding

wear

area,

and

the

dif ference

computed,

Fig.

13-29.

Another

method

is

to

drop

the

valve

into

posit ion with

the

head

just

free of

the seat.

It

can

be

heLd

in this

posit ion by a special

insert

192



Cylinder Heod,

Volve,

Fig.

l3-29.

Usingo

smoll

hole

gauge

o

meosure

olveguide

n-

side diomerer._

-f

er{;ct

Circl:)

r-

l

--

,'

or

by slipping

a

piebe

of rubber

tubing of the

correct length

over the valve stem,

Fig.

13-30.

A

dial indicator is

then

clamped

to the head.

The

indicator

stem

is

placed

against the valve

margin. Without

raising

the valve, move it back

and forth

against the stem.

Watch

the

indicator

l3-30.

Positioning

volve priorto

checking stem lo

guide

cleor-

once

wilh

o diol indicoto¡.

(Chrysler)

Volve

Troin

Service

to determine

the travel in thousandths. Re

-

member that the reading

wil l not

be the

actual

c learance because

the measur ing

point

is

above

the

guide. The

tipping

effect

wil l

magnify the

reading.

Fol low

the manufaeturerrs

recom-

mendations for

maximum

al lowable shake,

Fig.13-31.

EXCESSIVE

LEARANCE

Engine

design, type

of oi1 sea1,

amount

of

Iubr icat ion,

etc ., a l1 determlne

acceptable

c lear-

ance. Fol low

manufacturerrs

speci f icat ions.

General ly , when

the

actual clearance exceeds

.005

to.006, i t is

considered

excessive.

Remember that both

the

guide

and stem

wear

less in

the

center .

Even

though a

stem-to-guide

clearance at the

center is

correct, the

c lear-

ance

at the ends may

be excessive and

cause

tipping, Fig.13-32.

tll

CENTER

CLEARANCEO. K,

VALVE

STEM

GUIDE

Fis.

END CLEARANCE

EXCESSIVE

(((,

i:-'\\)

Fig. l3-32,

Sten

to

guide

c/eoronce neor the

end

ol ¡he

guide

must

be wi¡hin

/imifs. Note

lhat

cor¡ec

clearonce

in

lhe

guide

cenler

wíl l not prevenl

tipping.

When

an excessive stern to

guide

clearance

is present,

the

valve

guides

(if

removable) may

be replaced.

When

the

guides

are

integral

(part

of the head), they may be reamed to overs ize,

and new valves

with

oversize stems

installed,

Fig.13-33.

REPLACINGALVE

GU¡DES

The guides

may either be driven or

pressed

out.

The punch

should

have

a

pilot

section ex-

tendi.ng into the

guide.

The

pilot

should

be

a

fe w

thousandths

smaller than the

guide

hole to

pre-

F

s. l3-31.

Checking

volve

lo

guide

stem sho/<e

fo dele¡mine

sfem

cleoronce.

193



vent

binding,

due to

guide hole diameter

re -

duct ion

when

using

the

punch for installat ion.

The main body of

the

punch

shouldbe

a tr if le

smaller than

the

guide

so

it

wil lfollowthe

guide

through the

hole.

Contact edge should

be smooth

and

square

with

punch

centerline.

PORT HEAD VALVE SEAT

Auto

Service

qnd

Repq¡r

TNTEGRAL

/

GÚIDE

'

\

REPLACEABLE

\

GUIDE

Fig. l3-33. lntegral nd eplaceobleolveguides'

Before driving out

the

guides,

make

anote of

the

distance

from the surface

of the

head

io the

face of

the

guide

as

well

as

the shape

of the end

that extends

into the

combustion

chamber.

Identi-

COUNTERBORE

Fig. 13-34, Guide

depth

in tlrís cose is r¡eosu¡ed lrom lhe sur-

foce on the volve seof side. Note tñe shope ol the ends Íocing

ffie seofs.

(AMC

Jeep)

fy exhaust

from

intake shapes.

By doing

this,

it

wil l

be

possible to

get

the

correct

guide for each

hole,

proper

end

up, and

driven

intothe

correct

depth,

F igs.

13-34 and

13-344.

Fig.13-34A,

Guide

deprh, n th is

engine,

s meosured

rom the

valve

spring

seof

su¡foce.

(Chevrolet)

Place the

punch

in the

guide,

and

whilehold-

ing the

punch in firm

contact

(guides

are brittle

and

may crack

if

punch

is loosely

held), drive

the

guide f rom the

hole,

Figs.

13-35

and 13-354.

VALVE GUIDE PUNCH

Fig.

l3-35.

One o¡m

oÍ volve

guide

punch,

INSTALLING UIDES

The

guide holes

must be SPOTLESSLY

CLEAN.

If

a

refrigerator

or

freezer

is handy,

thé

guides

may be

placed

in the

freeze box

long

enough

to thoroughly

chill

them.

The

resultant

reduction

in diameter

will

aid

in their

instal-

lation.

Give

the

guide

and

hole a

thin

coat

of

hypoid

lubricant, (Lubriplate, etc.). Insert the proper

end

in the correct

guide

hole, and

drive to

the

specified

depth.

DO

NOT DRIVE

PAST THE

REQUIRED

DEPTH. A stop on

the tool

may

be

used or a

punch mark,

Fig.

13-36,

may

be used

to

provide

a

means of

measuring

from a

given

surface.

EXHAUST

t94



CYlinder

Heqd,

Volve,

E:AMING GUIDES

AFTER

INSTALLATION

Some

guides are

factory

reamed

and

f ollowing

-. : . l lat ion,

require

no

reaming'

I f the

guides

:- *; : be

reamed,

use

a

special

valve

guide

-;:r:rer of the exaet s ize. Star t the reamer care-

'--- ', -

and

turn

it clockwise

both

while

entering

Volve

Guide

Remover

:nd Replocer-KF

Vqlve

Trqin

Service

and

leaving

the

guide.

Ream

dry'

Be

careful

to

avoid

any

side

pressure

on

the

reamer'

Allow

the

pilot

port ion

to

guide

it through'

A

properly

reamed

guide

wi l l

provide

around

'002

stem

to

guide

clearance

(see

manufacturerrs

specs) '

Fis.13-3?.

I3-35A.

Using

o mechanicol

Pul ler

(AMC

JeeP)

to

remove

o

volve

gvide'

dele¡mine

when

guide

(Kelsey-HoYes

)

Fig.

l3-37.

Reomíng

he

valve

guide'

f

l

,$

\' -

rerlox

txsenr

$

'

SEAL

OUTER

COVER

Fig.

13-36.

lJsíng

o

punch

mork

on

lool

lo

hos

6een

driven

lo

the

proper

depth'

Fig.

t3'38.

Tef lon

volve

guide

oi l seol '

WORN

NTEGRAL

UIDES

When

the

guide

is

cast

as

part

ofthe

head'

it

is

necessary

to

determine

the

extent

ofthe

wear'

I f excessive,

a

new

valve

with

a

suitable

over-

size

stem

is

selected.

The

worn

guide

is then

reamed

to

f i t

the

valve

stem'

Stem

oversizes

PUNCH

MARK

ON

TOOL

ALIGNED

WITH

STRAIGHTEDGE

PLACED

ACROSS

ACE

OF

CYLINDER

HEAD

PR

t9s



Auto

Service

ond

Repdir

Fig.

l3-39.

Mochining

a

volve guide for seo/

inslol lotion.

(PerÍect

Círcle)

general ly are

avai lable

in

.003, .015

and

.030.

As

with removable

guides, use

aSHARPreamer

of

the CORRECT

size.

Fol lowing

reaming,

wash

guides and blow dry.

PREPARING

VALVE

GUIDE

FOR OIL

SEAL

Some

guides

are

designed

to

accept

special

oi l seals;

others are

not .

Fig.

13-38,

shows

one

type of

guide

seal.

The

guide

il lustrated

is

al-

ready

machined

to

f it

the

Teflon

seal.

Bcth integral and

removable

guides

may

be

prepared for th is seal. Fig. 13-39, i l lust rates a

special cutter

machining an

integral

guide

in

preparat ion for seal

installat ion.

To

install

this

part icular

seal,

the valve

stem

end

is

covered

with

a

protect ive

plast ic

cap.

The

seal i.s

then

pressed

over

the end and

down

th e

stem,

Fi g.

13-40.

The

seal

is forced over

the

machined

section

of

the

guide

as

far as

possible with the

f ingers.

To

complete

the seat ing,

a special

tool

is

used

to

grasp

the seal

and

force

i t

fully

down,

Fig.

13-41.

BOTH NTAKE NDEXHAUST UIDES

ADMIT

OIL

TO

COMBUSTION

HAMBER

Atthough

oil

is somewhat

more

likelytopass

through

the

intake

guide due to

the strong

vacu-

um

in the cylinders

during

the

intake stroke,

th e

exhaust

valve

is also

subjected

to a

mild vacu-

um

caused

by the exhaust

gases rushing

overthe

head

of

the

guide.

As the

overhead

valve

design

dominates

th e

fie1d, oil

control

through

the

guides is

crit ical.

Great

quantit ies of

oil are

pumped

to

the rocker

arms

and

a considerable

amount

f inds itswayto

the valve

stem

end.

The

combined

forces of

gravity, inert ia and

vacuum,

attempt

to draw

the oil

downthroughthe

guides, Fig.13-41A. .

In

addit ion

to the

special

guide

seal

shown,

protect ive shields

or

umbrellas

and

neoprene

rings

are often

used

on

the valve

stem

end

to

prevent oil

f rom f lowing

down

the

stem to

th e

guide. Valve

guides

are

often

cut

to an angle

to

prevent

oil

f rom

puddling

on

the top.

When install ing

the valve

assembly,be

care-

ful to avoid

daimage

to

any seals

used.

Occasion-

ally only the

intake

valves

are

protected

with

guide

seals,

tapered

guide heads and

stem end

shields.

Make sure they are correct lyinstalled,

Fig.13-42.

CHECKING

ALVE

SEATS

Inspect

eaeh

valve seatfor

signs

ofexcessive

burning

or cracking.

I f the

seat

is of

the

insert

Fig.

t3-40,

Pressíng

seol

ove¡

profeclíve cop

on

volve

stem end'

196



Cyt inder

Heod,

Volve,

Volve

Trqin

Service

F

g.

Fig.

l3-41A.

Both

intoke

ond

exhoust

guides

wi l l

poss

oi l '

GU

DE

A

TAPE

RE D

PUDDLE

type

(special

steel

ring

pressed

into head)

an d

looseness,

burning

or cracking

is

present,

it

must

be

removed

and

replaced

with

a

new

ring.

If the

seat

is of

the

integral

t¡pen

and

is

cracked or badly burned, it must be cut out an d

an

insert

installed.

REMOVING

ALVE

SEAT

NSERT

A

special

chisel

or

mechanicalpullermaybe

used

to

pull

the

seat.

When

removing,

be

careful

not

to

damage

the seat

recess,

Fig. 13-43.

F¡s.13-43.

emoving

olve seol

inserfs '

A 'speciof

chísel '

B 'Me-

chonicol

Pul ler '

----4.

-

,- --1

- ' - i i

|

- -?-

INSTALLING

VALVE

SEAT

INSERT

Make

certain

you

have

the

correct

size

in -

sert.

Outside

diameter,

depth

and

inside

diam-

eter should match that of

the

insert

being

re -

placed,

Fig.

13-44.

13-41.

Searing

he

valve

guide

seol '

i ' i

i . -1 i

L

1

: t4 t >

otL

olL

\

/ \

. / \ . /

T-_

lt

DEPT H

Fig.

13-42.

Devíces

used

fo

Prevenl

í l .consum¡tion

through

he ,

guídes. A-Guide

seol.

B-Neoprene

seo-l

ond-shield'

C'Topered

itia.

rop. Note

how

rlr.

"gror"

cut

gui.de

n D

ollows

oil

to

pud'

dle

ond

run

through

the

guide'

+

i:lf

Fig .

t3-44.

Replocement

seof

ínsert

musl

be

of lhe

cor¡ecf

size'

If the

original

inserts

were

cast

iron'

cast

iron

replacements

can

be

used.

If a

hard

type

insert

(special

heat

resistant

steel

such

as

Stell i te)

is

removed,

replaee

with

a similar

type'

The

recess

must

be

clean

and

free

of nicks

and

dents.

Place a

special

driver

pilot

in

the

valve

guide.

Install

a

driving

head

onthedriver'

Head

should

be

just

a

little

smaller

than

the

ipsert

OD .

Lay

the

insert,

beveled

edge

down,

over

the

recess.

Freezing

wi l l

reduce

the

OD

and

assist

installation.

Slide

driver

over

pilot and

start

in -

sert

with

several

firmblows.

As

the

insert

nears

INTAKE

STROKE

EXHAUST

STROKE

fl--'.o.----*l

l<-

o,D.

197



the

bottom,

reduce

the strength

of

the

hammer

blows.

By listening

to

the sound

of

hammering,

you

can

tell

when the

insert

is

fully

seated.

DO

NOT

CONTINUE

POUNDING

AFTER

FULLY

SEATED.

Fig. 13-45,

shows

a cross

sect ionof

a

typical

insert

driver

set

up

for

work.

Fig,

3-45.

lnstoll ing

slve

seol

insert

with o specio/

pilot

on d

driver combination.

The insert

OD wil l be

one ortwothousandths

larger

than

the

recess.

This wil l

produce an

interference

(tight)

fit

to

assist

in securing

th e

insert as well as producing good heat tranSfer

from

insert

to

head or

block.

If

the

inserts

have been

chil led

in

Drylce or

in the

freezer,

remove

them

one

at a

time

and

install.

If

all

are

removed

they

will

warm up

before

installation.

Soft

gray

cast

iron

inserts

have

the same

coefficient

of expansion

as the

head

metal

(when

cast

iron)

and

if

properly fitted

will not

have

to

be

peened

(upsetting

the

head

metal

around

the

insert

OD to hold

i t

in

place). Many

mechanics

peen ALL types

of

inserts

to

provide an

extra

measure

of safetY.

PEENING NSERT

The head

metal

around

the

OD of the

insert

may

be either

peened

(hammered)

or swaged

(upset

by a

rolling

or

rubbing

action).

All

hard

inserts,

and all

inserts

set

in

an

aluminumhead

must be

peened

or

swaged.

The insert

wil l

have

Auto

Service

qnd

RePq¡r

a small

chamfer

on

the upper

OD

into

which

the

head

metal

is forced.

For

peening, a

pilot

is

placed in the valve

guide,

and a

special

peening

toolbodyis

dropped

over

the

pi lot.

The

peen

is adjusted

so

it con-

tacts the

head

metal along

the edge

of the

in¡ert.

By

turning

and

at

the

same

time

hammering

the

peening tool, the metal wiII be upset bulged).

Other toots

apply

a

roll ing

pressure to swage

the

metal

into the chamfer,

Fig.

13-46.

Fig.

I3-4ó. l s ing

o

speciol

fool lo "peen"

¡he melol

o¡ound

he

inserf edge.

Note

fiow the metal

is

forced ogoinsf

ilre

inserf.

CUTTING

ECESS

OR

NSERT

EAT

Where

no insert

was used

and

the

integral

.seat

is

damaged

beyond

repair

by

grinding,

a

recess may be cut and an insert seat installed.

In

cases

where an

insert

is used

but is

loose, a

recess

may be cut

for an

insert of

slightly

larger

OD .

Fig,

13-47.

lnstalling

volve seof

inserf recess

cutter

on

o

pilot'

lA

16ertson

Sioux,l

I

198



SELECT

ILOT

AND

CUTTER

Select

a

pilot that

f its

the

guide

(guide

should

be in good shape) as recommended by the tool

manufacturer.

Choose

a

cutter

of

the

correct

s ize and

insta11,

Fig. 13-4?.

INSTALL

PILOT,

ALIGN

AND

SECURE

TOOL

The

pilot

assembly

is

f it ted

to

the

guide

an d

the body

of

the

tool

isdroppedoverthe

pi lot '

A1 1

alignment

screws

must

be

1oose.

The anchor

bolt

slot

is

placed

over

a con-

venient

head

bolt

hole

and

the

anchor

bolt

in -

stalled.

Give

the

toolbodya

slight

shaking

motion

(a11

screws

loose)

to allow

it

to

align

with the

pi1ot.

Lock

the

anchor

bolt

securely'

Lockthe

other

screws

in

the

order

shown

in

Fíg'

13-48'

When

all

are

secured,

the cutter

should

revolve

with

i inger

pressure.

I f b inding

is

present ,

Ioosen

Fig'

13-48. ecurinq

the

recess

cutle¡

lool

lo

l f ie

work'

screws,

readjust

and

ret ighten.

The object ís to

have

the

tool

body

and

drive

mechanism

secure

without

binding

the

pllot and

cutter

assembly,

Fis.13-48.

Fig.

13-49.

Adivst ing

cul t ing

depth

for

recess

cul ler '

CUTTER

LEEVE

FEED

SCREW

OCK

STOP

COLLAR

*

STOP

LOCK

CUTTER

UST

TOUCHING

ORK



Auto

Service ond

Repoir

ADJUST UTTING

EPTH

With

the cutter

just

touching

the

work,

place

the insert ring on the stop

block.

Run

the stop

collar

down until it touches

the ring.

Lock

the

feed

screw

to the cutter

sleeve and

remove the

ring.

The

cutter

will then

cut

to the

exact

depth

of the

r ing,

F ig.

13-49.

CUT

RECESS

Make

certain

all alignment screws are

tight.

Use

either

a ratchet handle, or a

power

drive

mechanism

to rotate the

cutter.

With

the cutter

just

clearing

the

work, start

turning.

Feed

the

cutter

into

the

workbyturning

the knur:led stop

collar.

Do not force the

cutter.

Give

several

turns, and thenrunthe cutterl ight-

ly down.

Repeat

this

process

until stop col1ar

engages the stop block.

At

this

point, give

the

tool

a

few

additionál turns

to

produce

a smooth

seat for the insert. Run the cutter outof the re-

cess and

remove tool.

Fig.

13-50, shows the

mechanic moüng the

cutter into the

work by turning the stop collar.

VALVE

SEAT

The valve seat

must be cut at correct angle,

be

smooth, clean

and

free

of cracks,

nicks,

pi ts,

etc.

It

must bethe correctwidth, andengage

face

of

valve

near central

portion.

Common

seat

angles are

45

and 30

deg.

Where

an interference fit is desired, the

interference

angle

may be

ground

on either the seat or

the

valve. Follow

manufacturerts specs.

Seat

widthvaries

(see

manufacturerts specs.)

but

wilL

average around 1/16

in. for both intake

and exhaust. A seat

that istoonarrowwill

pound

out

of shape

more easily.

It

will also

fail to

dissipate

enough heat

from

the valve

face.

A seat

that

is too wide will tend to collect carbon,

thus

eventually

preventing

a

good

seal with

resultant

valve overheat ing and burning, F ig.13-51.

=

j{3,

i

t)

CORRECT.SEAT TRIKES

CENTER OF

VALVE

FACE

WW 7W

200

frxr::'

TOO

NARROW

TOO WIDE TOO

LOW TOO

HIGH

Fig,

I3-51.

Co¡recl

nd nco¡recf

olve

seofs.

Nofe f ie nle¡Íer-

ence

ongles n

B

ond

C.

When refacing a seat,

the removal

of stock

will widen the seat

beyond original

specif i-

cat ions.

It

must

be narrowed by removing

metal

from the upper

port ion,

Fig.

13-514.

In

cases

where

the valve

port

walls narrow,

or

are uneven,

metal

will have to be removed

from the bottom also.

If the walls are smooth

and of constant

diameter, only

a veryLIGHTcut

with

a

60

-

?0 deg. stone

should be

taken.

If

in-

serts

are used,

the

bottom

cut

is notnecessary,

Fig.13-52.

The light

bottom cut

will

produce

a seat that

is

the same

width at all spots.

ig ,

13-50.

Cutt ing

the inse¡f ¡ecess.



Cylinder

Heod,

Volve,

Vqlve

Trqin

Service

REFACING

ALVE

SEAT

After

alt

valve guide

and

insert

work

is

complete,

the

valve

seats

are readytobe

refaced.

The seat must be free of carbon, oil, dirt, etc.,

as

the

grinding

stone

will quickly

load

(pores

of

stone

fill

up with

carbon,

dirt,

etc.)

thus

ruining

:he

cutting

action.

_ | .- t f_

-- l t : , r - {

rroRN

EAr

ll49l9

trt

fffi *ffi'lt

I

TOOW|DE

,

I I I /coRREcrwrDrH

vNd-r#\ñ

Y2 \tn-

Wdru)W

F;g.,13-51A.

Norrowing

the

volve

seat

width

oÍter

rehcing.

A

JU

deg.

sfone

ís

occosiono//y

used

lo

norrow

45

deg.

seors,

once

in o

while,

o

l la t

stone

is

required.

"5

DEG,

fi^RROW|NG

UT

STONE

SLEEVE

ENCAGES

EA T

PROPERLY

STONE

STONE

CLEARS

STON

TOO WIDE

Fig.

I3-53.

Stone musr

6e

of co¡¡ect

widrñ.

A-Srone

O,K.

g-foo

wide.

C-foo

wide.

ltill

produce

o horizonto/

step

of bofiom

ofseot.

D-Too

no¡row.

,o0".

":::.rr"

ol step

at

the rop

ol rñe

seor.

: -

; - . - ,

.

SELECT

PROPER

STONE

I

Seat

stones

are

available

in

various

widths.

Coarse

textured

roughing

stones

are

usedforthe

initial

or

roughing

cut

on

steel

seats.

The

fine

textured

finishing

stone

is

used

for

the

last

cut-

ting

on

steel

seats.

The

east iron

block

or

head

requires

only

the

use

of

the finishing

stone.

For

grinding Stell ite and other hard seat inserrs, a

special

stone

is

available.

The

stone

must

be

a little

wider

than

the

finished

seat

in

order

to

prevent

counterboring.

It

must

not

be

so wide

as to

str ike

other parts

of the

combustion

chamber.

Fig.

13-b3,

il lus-

trates

how

various

widths

affect

the

job.

DRESSING

TONE

After

selecting

a

stone

ofthe

correct

size

an d

texture,

screw

the

stone

snugly

on the

stone

5LEEV E

STONE

STRIKES

SLEEVE

PILOT

5

DEG.

Fig. 13-54.

Some stones can

hove on

ongle

dressed

on óotñ

ends.

A.Stone with

45 deg.

ongle

down.

B-Some

sfone,

reversed,

wifá

l5

deg.

ongle

down.

i

i

óO

OEG. BOÍTOM

NARROWING

UT

LIGHT

ó0

oEG.

CUTRIGHT

Fig..

13-52.

Nonowing

tfie volve

seor.

A-15

deg.

cut

lrom

to p

¡sftes

o good

seol

when port

wolls

o¡e

smoorh

lnd

of

consron,

Jicmeter.

B-Rougñ

woll leoves

o rcgged

ower

edge

on

seot.

C_

Havy.

bottom

cut

pro¿uces

smootlr

-lower

seot

ejge

but widens

srot

diometer,

D-Curved

port

wolls produce

on

un.i.n

seot

width,

E-Eotfom

cut

produces

on

even width,

F-yery

light

botron

cut

saootlrs

seot

edge

without

opprc:b,t:cr"o""

i,

seot

diometer.

-L -- t l

*

' - , .1

The

valve guides

-ubt

b'é

bpoit'eésry

cleanto

allow

the

pilot

to

properly

align

with

the

guide

hole.

ROUGHWALL

SMoOTH

ROUGH

HEA'Y

EDGE

WALL

óO

DEG.

CUT WRONG

l

,

i

,a

1

STONE

TO O

NARROW

SEAT

SÍOOTH,

CONSTANT

DIAT4ETER

AL L

BASIC

SEAT

TO O

WIDE

ON THIS

SIDE

WALL

CURVES

N

CAUSTNG

SEAT

TO

WTDEN

N ONE

SIDE

BASIC

SEAT

WIDTH

K. ON ALL 5IDE5

201



Auto

Service

ond

RePoir

hoLder

or

s leeve.

If

one

is

avai lable,

select

a

stone

with

the correct

angle.

This

wil l

save

time

in dressing

and

will

prolong

the

life

of

th e

stone.

Many

stones

are

constructed

so

that an

angle

may

be

ground on

both

ends,

Fig' 13-54'

Place

stone

sleeve

on

the

dressing

stand

pilot.

Adjust

the

stand

diamond

holder

to the

corect

angle.

Lock al l

adjustments '

Back

diamond

away

from

stone'

Engage

sleeve

drive

motor

and

spin

stone'

Run the

diamond

tip across

the

full

face

of

the

stone'

Take

l ight

cuts

unt i l

the

angle

is

correct

and the

fu1l

stone

Jace

is c lean

and

true,

Fig '

13-55

DRIYE

MOTOR

STONE

SL E

IDE

STOP

DIAMOND

OLDER

NGLE

LOCK

SCREW

DIAMOND

OOL

5LE

EY E

PILOT

PILOT

HEIGHT

LOCK

SCREW

USETWO

OR

MORE

LEEVE5

Mount

the correct

seat

angle

stone

on

on e

sleeve

and

the

15

deg.

and

70

deg.

stones

on

two

other

sleeves,

This

wil l a11ow

you to

grind

and

narrow

the

seat

without

removing

and

chang-

ing stones.

Once

the

pilot

is inserted,

f inish

th e

complete seat operat ion before moving to th e

next

one.

DIAMOND

AS

ALLEN

OUTI

Fig.

I3-56,

Do

not

ruin

the dionond'

A'Heovy

cul

wi l l

st¡ ike sleei

buíon

dioônd.

B'Foilure

to

dress

lu l t

width

leoves

o

ledge

thot

con

srr ike

steel

beneoth

diamond.

C-When

he steel

beneoth

he

dionond

s undercut,

he dionond

tip

wí l l

Ío l l

out '

F ig.

13-55.

Dressing

fhe slone

usíng

o typícol

dressing

slond'

-

(Albe¡fson-Sioux)

DONOT

RUIN

DIAMOND

Y

UNDERCUTTING

Use eare

when

dressing

to

see

that

the

f i rs t

cut

is

not

too

heavy.

The ful1

stone

angle

must

also

be

dressed

to

prevent in jurytothe

diamond'

Fig. 13-56,

i l lust rates

the

effects

of

both

an

init ial

heavy

cut

and

failure

to

dress

the

full

width.

INSTALL

STONE

SLEEVE

PILOT

There

are

basically

two

types

of

stonepilots

in use.

One

is

the

ADJUSTABLE

tlpe

that

is

slipped,

into

the guide and then expanded' Th e

other

ís

of

TAPERED

CONSTRUCTION

that

is

secured

through

frict ion

between

the

guide

an d

a

tapered

sect ion.

Regardless

of

the

type

used,

make

sure

that

the

guide

is clean.

Wipe

off

the

pilot

with

a clean'

üghify-oiled

rag

and

insert

the

pilot.

The

pilot

must

be

RIGID.

See

Fig. 13-57.

20?

Fig.

l3-57'

lnstal l ing

on

odiustoble

pilot '



Cylinder

Heod,

olve,

GRINDING

EAT

Using a

clean,

dressed stone,

place

the sleeve

on the

pilot.

The

stone should

contact

the

seat,

Fig.13-58.

Vqlve Trqin Service

and

pol ish

up the

seat.

REMEMBER:

THE

FINISHED

SEAT WILL

BE ONLY

AS ACCURATE

AS THE

STONE,

Fig.

13-59.

Fig.

l3-59.

Grinding

the volve

seof. Nofe how operotor upports

weight

o drive moto¡wirh

leÍt

hond.

NARROWING

EAT

Using

a

60

-

70 deg. stone,

grind

until the

60

-

70

deg. angle touches the

basic

30

-

45 deg.

seat surface all the way around.

This

60

-

?0

deg.

stone

cuts very

quiekly. Do

not applydownpres-

sure

and

cut

for

only about two seconds before

checking,

Fig.

13-60.

Fig. 13-60. Toking o LIGHT cut on ff ie boflom of t f ie seot with o

60-70 dea. stone.

With

the

15

-

30 deg.

stone,

see

mgnufac-

turerrs

spees.) remove stock until the seat is

down

to

the

speci f ied

width, F ig.

13-61.

A small measuring tool

such

as shown

in

Fig.

13-62,

wi l l

assist

in

a

carefu l

measure-

ment

of seat

width.

Use a l ight and be aecurate.

A triek often used

for

seat

grinding

is

to

mark the

seat

after

grinding

the basic angle)

*ñr,

CONTACTS

SEAT

PROP RLY

Fig.

l3-58,

Sfone

ond

s/eeve

in

ploce

on

pilot, Note

correct

seol

contocf.

Black

ond

Decker)

Insert

drive

motor head

into

end of sleeve.

Tilt

motor up, down and

sideways

to feel

for

a

nonbinding, central

posit ion.

While

support ing

weight of motor, engage switch.

AIIow

stone

to

grind for

a few seconds, then stop

and

remove

motor, raise sleeve and examine

seat. Repeat

unti l seat is smooth, clean and free of burns,

pits,

etc.

CAUTION:

REMOVE

ONLY

ENOUGH

STOCK

TO

CLEAN SEATJ

IF

INTEGRAL SEAT

IS HARDENED,

EXCESSIVE GRINDING

CA N

CUT

THROUGH THE HARDENED

AREA.

ChCCK

manufacturerrs specif icat ions.

On

hard

inserts, dress stone several

t imes

for

each seat.

NEVER CONTINUE

GRINDING

WHEN STONE SURFACE

NEEDS DRESSING,

If

using a

roughing stone,

stop when

th e

seat

is cleaned up.

Switch

to a f inishing stone

I

203



Auto

Service ond

RePoir

F

s'

l3-61. Nonowíng

lhe seof

fo

specif ied

wídth

by removing

metol

l ron the

top

with o l5 deg.

stone.

F'

Fig.

3-62.A

hondy

eotwidfh

meosur ing

oo/ '

(Storre¡)

with a

series

of soft

pencil marks

across

th e

r.vidth.

When

removing

stock

from

above

an d

below

the seat,

the

pencil marks

will clearly

show what is lef t of the basic angle, Fig. 13-63.

REMAINING

ORTION

OF PENCIL

MARKS

'15

DEG'

Fig.

l3-63.

lJsing

pencí l

morks

lo help

determine

width

o( bosic

30

o¡ 45

deg. seot .

TESTING

ALVE

SEAT

To test a

valve

seat

for

concentricity

(true

roundness)

place

a special

valve

seat

dial

indi-

cator

on

the

pilot. Adjust

the

indicator

bar

so

that

it

contacts

the center

of

the valve

seat.

Th e

dial

needle

should

travel about

a

half

turn

when

the bar length is correct. Set the dial to 0. Hold

the upper

dial sect ion

and

slowlyturnthebottom

section

around

so

the bar

travels completely

around

the

seat.

The dial

needle

wil l indicate

any

runout

present.

The

entire

seat

should

be

within.002.

If

runout

exceeds

.002,

check

the setup care-

ful1y

bar

t ip should

be in

the center

of

the

seat)

and

try again.

If

runout

st i l l

prevails, regrind

the

seat,

Fig.

13-64.

INDICATOR EEDLESET

AT O

F

ig.

I

3-64. Checkíngvolve

seof concentr ici ty

wi th

o diol

indicoto¡ '

VALVE LAPPING

There are

two

schools

of

thought

regarding

lapping

the

valve

into

the seat

withlappingcom-

pound

(f ine

abrasive

powder).

Some

feel that

i t

rX

lE6.

'_ f

'o -¡

' '1

ia

I

-¡

I G

|

-. i$

¡ :

bi . . :

&\

i¿

**3,i

. INDICATOR

INDICATOR

PENCIL MARKS

2U



Cylinder

Heod,

Volve,

Vqlve

Trqin

Service

produces

a more

accurate

seal

between

valve

and

seat while

others

contend

that

it is

of

no

value.

Many

authorit ies

agree

that

when

modern

valve grinding

equipment,

in

good

condit ion,

is

properly used, that lapping is NOT necessary.

Lapping

when

an interference

fit is

desired,

ca n

actually

damage

the

seal.

FINAL

CHECK

OR

CONCENTRICITY

OF

BOTH

SEAT

AND

VALVE

FACE

Rub

a very

thin

film

of

prussian

blue

on the

-;alve

face. Place

the

valve in

position.

While

pressing

(in

the

center)

against

the

seat,

rotate

:he

valve

about

one-fourth

turn

to the

right

and

:hen

back

to the

point

of beginning.

Remove

th e

-;alve

and

examine

the seat.

It

should

be marked

-¡ith

blue around its entire circumference. Th e

-<eat

should

mark

the

valve face

nearthecenter.

Pencil

marks,

about

1/4

in.

apart

aroundthe

;alve

faie

wil l

also

provide

a check. The

one-

lourth

turn

to

the right

and

then

to

left

should

iñ'ipe

out

all marks.

Before

checking

by

placing

'. 'alves in

the

guides,

the head

and

the

guides

should

be

thoroughly

washed,

f lushed

and

blown

:ry,

Fig.

13-65.

PENCI

MARKS

PORTION

OF

PENCIL

MARKS

WIPED

OF F

Fig.13-65,

Penci l

mo¡ks on volve

loce

wi l l dete¡mine

olve

foce

lo

seot

dccurocy.

A-Morks opplied.

B-Po¡¡ion al mo¡ks

wiped

ol l

by

placing

volve

in

seof ond

giving

i t one-quoder

utn.

REPLACING

OCKER RMSTUD

If

the

cylinder head

uses individual

rocker

arm

ball

studs,

check

them

for

signs

of damage

or

looseness. I f

a replacement

is

necessarydue

to breakage, a standard size replacement wil l

suff iee. I f

the

stud

is

loose,

the hole wil l

have to

be reamed

for

one of several

available

oversizes.

To

remove

the

stud

(if

brokenoff

atthe boss,

dri l l

and remove with

a studextractor)placethe

pulling

sleeve over

the

stud.

Run

the

nut down

against

the

sleeve. Continue

turning to

pull

the

stud, Fig.

13-66.

If

an

oversize

stud is

required,

reamthe

hole

with

a special

reamer

of the

correct

size.

If

th e

ROCKER

RM

BALL

STUD

PULLING

SLEEV E

Fig. l3-66.

Pulling

a rocke¡

orm

stud.

rc.M.C.)

Iarger

oversize

is needed,

ream

the

hole in

tw o

steps

-

use the

smal ler

overs ize

reamer

f i rs t ,

then

f in ish

with

one

of

the

desired

size,

Fig. 13-67.

Fig.

l3-67.

Reominghe

¡ocke¡o¡m

stud hole.

Thread

the

replacement

stud in

the driver.

Coat

the

plain

end with

hypoid

lubricant

or

Lubriplate.

Place

over

the hole

and

drive down

until

driver

body

touches

stud boss. This

wil lbe

the

correct

depth. Remove

dr iver

tool ,

Fig.13-68.

CLEANING

ALVE

SPRINGS

Valve

springs

should

be

soaked in

solvent,

brushed

and

thoroughly

rinsed.

Never

clean

springs

that

are

painted,

in strong

cleaners

as

the

paint

will

be

removed. The paint

and other

coatings

prevent

rust.

Wire power

wheels

wil l

also remove

this protect ive

coating and spring

life will

be

shortened.

¡

t:.

l1

ii

t

i*

li

1

$

t ,

] t

205



STUD

RIVER

DRIVE

UNTIL

STUD

RIVER

ENGAGES

TU D

BOSS

Fig.

l3-68.

Driving

rocker

o¡m

stud

into

ploce'

CHECK

PRING

ENSION

After

extended

service,

valve

springstendto

lose

tension.

Since

correct

tension

is

important

to

proper

valve

action,

each

spring

must

be

tested

to

make

certain

i t

meets

minimum

re -

quirements.

Manufaeturers

provide

specifica-

tions

listing

the

amount

of

pressure,

in

pounds'

that

a

given

spring

should

exert

when

compressed

to

a

speeific

length.

The

spr ingisplacedin

an appropr iate meas-

uring

device,

compressed

to

the

specified

length,

and

the

pressure

in

pounds

determined'

Fig. 13-68A..

difference

between

top

and

bottom)

you

can

assume

that

the

spring

is square'

Place

on

th e

opposite

end

and

check

it

for

squareness'

F ig. 13-68B

INSPECT

SPRING

FOR

ETCFIING

OROTHERDAMAGE

Check

the

spring

for

any

signs

of

rusting'

corrosive

etching

and

for

scratches'

nicks'

etc'

CHECK

DAMPER

SPRINGS

AND

CLIPS

Inspect

damper

springs

(used

inside

th e

regular

spring

to

reduce

spring

vibration)

and

damper

clips

if used.

Discard

any

that

are

worn

or

fail

to

meet

sPecs.

POOR

SPRIN6

ARE

EXPENSIVE

Reject

springs

that

fail

to

meet

specif ied

compressed

pressure,

free

length,

squareness'

or

that

shows

signs

of

rusting,

etc'

A

weak

spring

will cause

valve

float

(valve

closing

so

slowly

that

the

lobe

on

the

camshaft

starts

to

open

it againbeforeithasfully

seated)'

Valves

may

start

sti.cking

in

the

guides

causing

heavy

tappet

noise,

missing,

burning

andbroken

valves.

Remember

that

using

poor valve

springs

can

be

expensive.

New

springs

are

inexpensive

an d

will certainly

raise

the

level

of

reliability

and

aid performance.

CHECKING

YLINDER

EAD

FOR

WARPAGE

To

insure

the

close

fit necessary

between

head

and

block.

the

head

should

be checked

fo r

warpage.

Some

warpage,

around

'003

in

any

si x

inches

or.006

overall,

is

permissible'

Distortion

beyond

this

point should

be conected

by

grinding

or

milling

a small

amount

from

the

surface'

See

manufacturerr

s

specs

for

permissible

amount

to

be

removed.

Removal

of

metal

from

the

headorblockwil l

reduce

the

size

of

the

combustion

cha'mber

(in

most

engines)

thus

raising

the

compression

ratio.

It

will

also

change

the

effective

length

from

the

lifters

to

the

rocker

arrns'

On an

over-

head

camshaft

engine,

the

timing

chain

length

wil l

be

altered.

Special

head

gaskets,

thicker

than

standard'

are

available

to

maintain

compression

and

work-

ing

dimensions

when

stock

has

been

removed

from

head

or

block.

206

LEVER

\\

sTt

D BOSS

SCALE

POINTER

PA D

SPRIN

BAS

DIAL

Fis. l3-684.

6ose,

When

to

specified

Testing

volve spring

tension'

Spring

ís

ploced on

lever

is

pul led down,

poinler

pod compresses

spttng

distonce

on tñe

scole.

Tension,

in

pounds.

is lhen

reod

on

¡he

d¡ol.

CHECK

ALVE

SPRING

REE

LENGTH

ND

SOUARENESS

Place the spring on a flat surface'' Slide

a

combination

square

up

to

the

spring

filo

not

tip

spring).

Using

the

scale

on

the

blade'

measure

ttre

t"ee

length

(length

when

spring

is

not

under

pressure) .

I t

should

meet

sPecs'

Carefully

sight

between

the

edge

ofthe

spring

and

the

blade.

The

spring

should

be

parallel

to

the

blade.

Give

the

spring

a

partial

turn

and

check

again.

If

both

sightings

indicate

that

the

spring

-is

parallel

(not

more

than

1/

16

in'



VALVE

SPRING

COMBINATION

Fig. l3-688.

Checking

spring ree lengthond

sguoreness.

(Plymouth)

Fis.

l3-69.

Checkine

cyl i

:er

feld

surf lce

(o.r-worpose.

. - : ,

- .

Fig.

13-69, shows the use of a s tra ightedge

for

checking

cylinder

head surface

aceuracy.

Th e

straightedge

is

placed

across theheadas

shown.

Sight

along the edge to detect

any

warpage. If

any,

slide a

feeler

gauge

between

straightedge

and

head to determine the

amount.

Head

surface

rnust

also be

free

of nicks,

scratches,

gasket

:ement, etc .

INSTALL

NG

VALVES,

SEALS

AND

SPRINGASSEMBLIES

With the

cylinder

head

in a suitable fixture,

firead

must be

spotlessly

clean) oil

the valve

guides.

Select the

proper

valve, oil

the

stemand

insert into the guide.

On

engines

that do not have

provisions

for

adjust ing

rocker arm

to

push

rod

clearance,

the

height

of the valve stem from the head should be

checked.

In

that removal

of

metalfromthe valve

iace

and seat

wil l

al low

the

stem

to

protrude

further,

the rocker arm wil l be tipped down on

the

push

rod side, thus forcing the hydraulic

l i fter

plunger

near the bottom

of

its travel.

I f

orovisions are not built into the l i fter to adjust

Cylinder

Heod,Volve,

Vqlve

Trqin

Service

Fig.

l3-70.

Checkingolve

stem eight.

(Dodse)

to

this

change,

malfunctions

can

result.

I f

th e

height of the stem is excessive, the valve must

be

removed and the stem

end

ground

down the

proper

amount.

Check

al l valves,

Fig.13-70.

While

holding

the valve

in

place,

install stem

to

guide

oi l

seal ,

i f used. I frequired,

place

steel

washer

around

guide

and

in

contact

with head.

Place

spring

or

springs,

closed coil end

(one

end of the spring

may have

the

coils

spaced

closer

together

-

th is is

cal led

the

closed coi l

end) toward the head,

over

the

stem and

in

contact

with

the

head,

Fig.

13-71.

I f

dual

coi ls ,

or a

damper spr ing, are

used,

space

coi l

ends

per

manufacturerrs

instruct ions

(usually about 180 deg. apart).

Install

shield or umbrella and

retainer over

the

spr ing.

Using

a spr ing

compressor,

com-

press

the

spríng

just

far

enough

to expose the

stem oi l

seal

groove.

Sl ip the seal

into

the

RETAINER

SPRING

VALVE

CUP

SEAL

Fig. l3-71. Guide

seo/

(cup

seol)

instol led,

spring

ond

retainet

being

ploced

n

posi f ion.

(Chrysler)

207

{

MAXIMUM

MEASUREA4ENT

STRAIGHT

EDGE

odi, ;Do@.

[email protected] i . f f i .



Auto

Service

ond

Repoir

groove.

Make

sure it is

properly

positioned

an d

is

not twis ted. Inser t

the spl i t keepers

or locks

and s1ow1y release

the spr ing. As

the spr ing

r ises,

guide

the retainer

soi t is

centeredaround

the keepers. When fu1ly

released,

checkkeepers

to

make

certa in they are

ful ly

engaged. iF

KEEPERS ARE NOT LOCKED INTO

POSITION,

THEY

CAN

SLIP

AND

FLY

OUT

WITH DAN-

GEROUS FORCE. KEEP

YOUR FACE TO ONE

SIDE,

Fig.

L3-72.

Fig.

I3-72,

Compressing

olve

spring

ond

nstol l ing sp/i t keepers.

Chevrole¡)

Each valve should be instal led in the port

from

which i t

was

removed unless

ei ther the

guide

or

valve

is

new. On

some engines

there

are

differences

between

intake

and exhaust

springs

and retainers.

Be

careful to

assemble

them in

the

proper

locat ions. Fig.

13-?3,

shows

a tlpical

valve

stem

assemblv. Note

the stem

SCAI.

TESTSTEM

SEAL

When

a stem

seal i.s

employed,

i t may

be

tested

by

placing

a small

suction

cup

over the

retainer.

Squeeze

the bulb while

holding

the

cu p

against

the

sssembly. When

the bulb is

released,

it

should stay

compressed thus

indicating

an

airtight

seal.

Such

a test

tool

is

shown

in

Fig.13-?4.

F¡s.

CHECKING

OF

VALVE

13-74. Yalv e sfem seo/ lesf fool.

Chev¡olet)

INSTALLEDHEIGHT

SPRING

As with the

valve stem

end, removal of

stock from

valve

faee

and

seat

wil l

al low the

keeper

grooves

to

protrude

higher

above the

head. This

wil l increase

the installed

length of

the spring, thus reducing

spring tension. Using

specs, measure

the

installed

height

of each

spr ing,

Fig.

13-75.

I f

the height is

excessive, i t must be

cor-

rected by

removing the

spring,

.and

placing

a

special s teel

washer

or

inser tbetweenthe

spr ing

and

the head. These

washers

are

available

in

different thicknesses. Donot install washers

that

are too thick,

as the spring

pressure

ean

be in-

creased

to the

point

of

causing

rapid

lifter

an d

camshaft

wear. Fig.

13-76, i l lustrates

one

type

of

washer used

to compensate

for

excessive

stem

length.

INSTALL¡NGCYLINDERHEAD

When the ball

joint

rocker

arms are used,

the rockers may

be attached

loosely to the

rocker

studs and left in this

position

while

the

head is installed.

Generally

the

roeker

shaft and

arm

assembly

is

installed

after the head is

in

position

and

has

been torqued.

ig. l3-73.

Typicol

volve

spring ossembly.

208



.-

Cyl inder

Heod,

Volve,

Volve Trqin S ervice

by

cutting

off the

head and

fi.l ing

screwdriver

slots

in

the top.

Taper the

cut

end so

it wil l enter

the head easily.

Screw

them into

the block, one

near

each

end.

Place

the cylinder

head

gasket

on

the block,

r ight

side

up,

front

end

to

front

of

engine, and

check to ascer ta in

that

al l

passages

are

exposed,

and that the

gasket

f i ts

properly.

Lay

the

gasket,

upper

surface

down, on a

clean

surface.

Coat the

gasket with

a

thin coat

of

suitable

gasket

cement.

Place

the

cemented

side

against

the block, and carefully coatthetop

side.

Use

a

THIN

coat

onlyanddonot

let cement

run

into

passageways

or cylinders.

Some

gaskets

come

with a special coating

that

provides

a seal

as soon as

the engine

is

warmed

up

the

first

t ime.

Cement

is not required

on this

type of

gasket.

See

manufacturerrs specs.

Place

the

head into

position

and lower

over

guide

pins. Figs.

13-7?

and 13-?8,

i l lustratethe

usé of

guide pins

to align cylinder

head,

gasket

and

block surfaces.

Fig.

l3-75.

Checking

olve

spring

nstolled eight.

The

block

must be

within acceptable

dis-

: : : :on

measurements,

the surface

absolutely

:, :an

and

free

of

nicks, dents,

etc . A l lhead

bolt

- : les

should

be c lean.

If the block does

not

have

built- in

guide

pins,

:--:.ke

them out

of old cvlinder

head cap screws

Fig.

l3-77. Lowering

cyl inder

heod

n¡o

posi l ion. Nofe

permonenf

shon

guide

pins.

(G.M.C.)

=

i.

l3-76.

Correcl ing.excessíve

olve spring

nstol led

height by

r:,: ing

o wosñe¡6efween

heod ond spring

end.

E Amount

ol

metol

moved

by

grinding volve ond

seot.

H-Wosher

fr ickness

com-

poroble o

E.

(Dodge)

209

Fig.

l3-78. lnstol l ing

heodusing

lemPoroty

ong

gvide

pins.



Coat

the

head

cap

screw

threads

(after

wire

brushing)

with

a

suitable

thread compound.

The

compound

should

have

the necessary

sealing

properties, especially

when

cap

screws.thread

into a

hole

that

enters

the

water.jacket.

Insert

the cap

screws

in their

proper lo-

cations,

(watch

for different

lengths).

I f

one of

the

eap

screws

is designed

to

pass

oil

from the

block

through

the

head to the

rocker assembly,

be

certain

it is

placed

in the correct

spot.

Run all

bolts down

until they

just

engage

the

head.

Remove

guide pins

and

install

bolts

in

these

holes.

TOROUE

EAD

BOLTS

Using a

torque

wrench and

following

the

recommended

sequence,

bring all bolts

up to

one

third

torque.

Go over them

againbringingto

two

thirds

torque.

They

should

then

be brought

to

full

torque.

A fourth time over

will make

sure

none

have been

missed.

Remember that

proper

torque

is

a

MUST.

Excessive

or

uneventighten-

ing

wil l distort cylinders,

valve

guides

andvalve

seats,

Fig.

13-79.

Fig.

I3-79. Tor.-qu.

od cop screws

in

proper

seguence.

ROCKERARM AND SHAFTSERVICE

Clean

each

rocker arm

shaft.

Pay

speeial

attention

to the

hollow

center.

Examine

for signs

of

wear and scoring.

Replace

if necessary.

Check

the condition

of

the rocker-arm-to-

shaft bearing

surface.

Ifbushings

are used,

wear

can

be corrected

byrebushing

andhoningto

s ize.

Fig.

l3-81.

Grinding

ocke¡

orm end.

Remove

o more toc/<

hon

absolutely

ecessory:

(Al6errson-Sioux,l

Excessive rocker-arm-to=shaft

clearance

will.

permit

a

heavy flow of oil

that could

flood

valve

stems and

increase

oil

consumption.

GRIND

ROCKER

ARM

The

rocker

arm valve

stem

end

should

be

ground to

a

smooth

even curve.

Using

a

valve

grinder,

mount the

rocker arrn

so the end

is

parallel to the

stone.

Adjust the swivel

attach-

ment

in such a

way that

the rocker

arm end

curve

wil l be maintained.

Dress the

wheel.

With

one

hand operating

the swivel

arm, andthe

other

holding the rocker

arm against

the

stone,

we t

grind

unti l the

surface

is

clean

andtrue.

Remove

no

more stock than

necessary,

Fig.

13-81.

Check

the

push

rod end of the

rocker.

On

th e

nonadjustable

versions,

there

wiLl b e a swivel

pocket in the end.

It must be smooth

and

free

from

gall ing.

When

an adjusting

screw

is

pro-

v ided, check

the bal l ,

Fig.

13-82.

ROCKER

ARM

TO

VALVE STEM PAD

ROCKER

RM

TO

SHAFT BEARING

PUSH

RO D

SOCKET

PUSH

RODBALL

EN D

ROCKERPUSHRODBALL

PUSHRODSOCKET

EN D

Fig.

13-82. Check

rocker

o¡m

sockef

on d

srnootñ

ond f¡ee of excessive

6ol l . Tfiese

must

weor.

210

be



INSPECT PUSH

RODS

Push

rods

should be

straight

and both

ends

must

be

smooth.

If

the

push

rod

is

designed

to

carry

oil through

the

hollow

section,

be

certain

to

clean

the

inside

and

blow

dry.

INDICATOR

Fig.

l3-83.

Checking

ush

od

sfroighrness

ith

V-blocks n¿o

diol indicotor.

Rod

straightness

can

be

checked with V-

blocks

and

a

dial

indicator.

Maximum

allowable

runout

wil l

vary. See

specs.

See

Fig.

13-83.

MECHANICAL

IFTERS

RTAPPETS

Clean

lifter. Inspeet

push

rod

socket for

signs

of wear

or

gall ing.

The

lifter-to-camshaft

sur-

face

should be

smooth

and

free

of

cam

wear,

grooving,

chipping

and

gall ing,

Lifters

showing

heavy

camshaft

wear

or

worn

sockets,

shouldbe

replaced.

I f

the wear

is

minor,

the

tappet may

be

resurfaced

on the

valve

grinding

machine.

Li f ter

wear patterns

are shown in Fig.

13-84.

Tappet

adjusting

screws,

such as

shown in

F,

Fig.

13-84, may

also be resur facedprovid ing

the

valve

stem has

not worn

below

the hardened

portion.

Fig. I 3-84. Lilter weor

potterns.

A,B,C,E,

-

Consha(t

end ol lil¡er.

D-Push rod

end ol I

i l ¡er.

F

-T

oppet

od u

st

ing screw

L-H

eod en

gi

ne).

Fig.

l3-85.

Resurfocingvolve

l i l ¡er

end.

(Yon

No¡mon)

GRINDING

MECHANICAL

LIFTERS

Dress

the wheel

surface.

Secure

the

l i f ter

in

the V-block holder. While applying a stream of

coolant

to

the

lifter

end,

advance

the

lifter

against

the

stone.

Cuts

should

not

exceed

.002.

Move

the

lifter

back

and forth

over

the

stone

surface.

Do

not

remove

any

more

stock

than

absolutely

necessary.

At

the

end

of the

last

cut,

continue

to

move

the

lifter

back

and forth

unti l

the

cutting

action

stops.

This

witl

produce

a

smooth

finish.

I f

both

ends

of the

l i f ter

are

adapt-

able

to

grinding,

reverse

and

repeat

the

process,

Fig.

13-85.

When

lifter

wear

is

pronounced,

or

gall ing

and

chipping

are present,

check

the

cam lobe b

carefully

as

they

may

also

be

damaged.

Overs ize

l i f ters

may

be

used

to

correct

l i f ter

to

bore

c learance.

When

clearance

exceeds

.005 -

.006,

replacement

is

necessary.

The

bores

should

be reamed

to the

exact

overs ize

needed.

SERVICING

YDRAULIC

LIFTERS

The portion

of the

l i f ter

body

that protrudes

below

the

guide

bore

is

often

coated with gum

and

varnish. This

make

s removal

diffi .cult

unle

ss

a

special

tool

is

used

to

grasp

the

lifter. The

tool

is

engaged

and

the

lifter pulled

upwardwith

a twis t ing

motion, Fig.

13-86.

KEEP

LIFTERS

N

ORDER

Each

l i f ter

should

be

placed

in

a marked

holder

so

i t

may

be

returned

to

the

guide

bore

from

which

it

was

removed.

Ablock

of wood

with

two

rows

of holes,

each

row

representing

on e

bank

of

l i fters,

wil l

do .

. I

@

L--/

,b

M

\J

ZA

t€-1

\-,J

GALLED

@

\-_-,

o.

K.

\^r/

?-

Zg,

f.---=- 1

\-^,

211



Fig.13-86.

lJsíng o speciol

puller

to

remove

o

hydroulic

l iher

(c,M.c.)

DISASSEMBLING

IFTER

Place

the

lifter

body,

right

side

up,

on a clean

board.

Using a

push

rod,

depress

the

plunger

and snap

out

the

reta in ing

r ing,

F ig. 13-87.

Push

Rod

Fig.13-87. Removing

iher

plunger retoin ing

ing.

(Cheúrolet)

Release

pressure

on

the

plunger

and

guide

out of

l i f ter

body.

I f the

plunger st icks,

and

it

often

will, i t

may

be removed

with a

tool

de -

signed

for this

purpose.

One such

tool

operates

by

placing the lifter

body

in the

tool

and

then

striking

the

tooL,

plunger end

down,

against

a

block

of

wood.

KEEP

PARTS

OF

LIFTERS

OGETHER

Lif ter

parts

are

made

to extremely

close

tolerances

(.0001)

and

the

plunger

is select ively

f it ted

(several

plungers

tr ied

until

one

fits

perfectly)

to

the

body.

THE

PLUNGER

AND

LiFTER

BODY

ARE

NOT INTERCHANGEABLE

and

as such,

must

be kept together.

Fig.

13-87.A,

shows

a

disassembled

lif ter.

The

check

valve

retainer,

spring

and

valve

are

st i l1

in

place

on

the

plunger.

As

each

lif ter

is disassembled,

place the

parts

in

individual,

MARKED

traYs.

LIFTER

BODY

PLUNGER

SPRING

CHECK

VALVE

CAGE

OR RETAINER,

HOUSING

CHECK

VALVE

AND

SPRING

TAPPET

LUNGER

F s .

CLEAN¡NG

LIFTERS

A special

eleaning

stat ion,

such

as

shown

in

Fig. 13-88,

is desirable.

Note

the compartmented

tray

in

which l if ter

parts

are

kept together.

Th e

tray

on the

left contains

a

special

cleaning

solvent

designed

to dissolve

gum,

varnish,

etc.

The

central

tray eontains

clean

kerosene

fo r

212

Fig.

l3-88.

A

good

sefup

Íor c leoning

hydtoulic

votrve

i l ters



Cylinder

Heqd,

Vqlve,

Vqlve

Troin

Service

:-nsing.

The

small

tray

contains

cleankerosene

i:r a

FINAL

rinse.

A clean

work

area

is also

::ov ided,

Fig.13-BB.

Due to

the

close

working

tolerances'

l i fters

:-:rst

be

THOROUGHLY

CLEANED

and

assem-

:led in a SPOTLESS CONDITION' The SLIGHT-

:ST

TRACE

of

gr i t ,

dust,

l int ,

etc ' ,

wi l l

cause

i=::1ty operation.

- \ f ter

alL

lifters

are

dismantled,

r inse

each

-oup

of

parts

in

clean

kerosene'

DO

NOT

US E

:rr¡

fnnOSENE

IN

THE

TRAYS'

This

first

: : : :se

is

merelyto

remove

most

of

the

oil '

s ludge'

: :c , ,

so

the

useful

l i fe

of

the

special

cleaning

-.¡h'ent

wil l

be

prolonged.

5OAK

N

SOLVENT

Following

the

initial

r inse,

plaee

the

tray

:n::h compartments intothe cleaning

solvent'

La y

:l:ngers

and

l i f ter

bodies

on

their

sides

so

th e

=olváni

will

enter.

Allow

to

soak

for

about

one

:: :ur .

Exact

soaking

t ime

wi l l

depend

onthetype

-i

solvent

used,

how

often

used,

and

condition

:i l i fters.

KEEP

HANDS

OUT

OF

CLEANING

:,')1-UTION

AND

AVOID

SPLASHING'

ITISWISE

:f USE

RUBBER

GLOVES

WHILE

CLEANING

-- :TERS.

\\rhen

the

soak

cycle

is completed'

elevate

the

::ay.

After

tipping

from

side

to

side

to

empty

:arts

of

solvent,

suspend

the

tray

over

the

:¡ lution

unti l

the

excess

solvent

hasdrippedoff'

RINSE

N

KEROSENE

When

thoroughly

drained'

place

tray

in

the

; n

of

initial

r inse

kerosene'

Agitate

the

tray

=ut . l

t imes

by

lift ing

and

lowering'

Remove

=::d

allow

to

drain.

This

rinse

wiLl

remove

the

:1.eaning

solvent

and

a

great

deal

oftheloosened

ieposi ts .

Wipe

all

l i f ter

surfaces

with

a

clean'

l int-

l:ee cioth.

Use

afirmwiping

actiontoremove

al l

:emaining

gum.

A

soft

bristle

brush

should

be

':sed

for

the

inside

of

the

lifter

and

plunger

':

odie

s.

When

all

lifters

have

been

cle-aned'

place

:he

tray

in the center container of kerosene'

-lgltate,

remove

and

allow

to

drain'

Blow

al l

;arts

drY.

INSPECT

IFTER

PARTS

(PLUNGER):

Use

a

magnifying

glass

to

in -

spect

plunger

check

valve'

seat

for

nicks'

seratches

and

wear.

Inspect

outer

plunger

body

ior signs

of

gall ing.

Any

scratches

on

eitherthe

check

seat

or

plunger

body

that

can

be

fel t

with

the

fingernail

are

cause

for

rejection'

Ignore

the

slight

edge

that

may

occur

where

the

p^lunger

ex-

ter 'r as

Ueyond

the

inner

working

surface

of

the

lifter

body.

However,

if this

edge

is

quite

sharp'

the

plunger

must

be

considered

defective'

(LIFTER

BODY):

Check

the

l i f terbodyinner

and

outer

surfaces.

They

must

be

smooth

an d

free

of

scoring.

The

lifter-to-eam

lobe

surface

must

also

be

smooth

andfree

of

gal l ing '

chipping

and

excessive

wear.

A

roundwearpattern

( l i f ter

was

rotating)

or

a

square

wear

pattern

( l i f ter

not

rotating)

as

long

as

the

pattern

is

smooth

and

free of

wear,

is accePtable'

The outer

portion

of

the

lifter

body

that

contacts

the

l i f ter

guide

bore

wil l

usually

show

a

distinct

wear

pattérn

caused

by

cam

load

side

thrust.

I t too,

unless

scored

or

pronounced'

ca n

be

considered

accePtable '

(PUSH

RoD

SEAT):

I f the push rod seat is

scored

or

badlY

worn,

rePlace'

(CHECK

BALL

OR

VALVE

DISC):

Examine

the

cheek

ball

with

the

magnifying

glass'

An y

nicks,

dents,

scratches,

etc',

wil l

render

i t

usele

s s .

(BALL

RETAINER):

The

ball

retainer

wil l

show

a

bright

spot

where

it contacts

the

check

ball.

This

is

normal.

A

pounded

area

or

an y

cracks

wi l l

be

cause

for

rejection'

(SPRINGS): Inspect

both

plunger

and

check

valve

springs

for

signs

of

distortion

or

other

damage.

RePlace

if

necessarY'

(p,t-UNCnn RETAINER RING): Diseard an y

retainer

rings

that

are

bent

out

of

shape'

REPLACING

PARTS

Some

garages

replace,

when

required'

the

push

rod

seat,

retainer

ring,

ball

retainer'

check

baII

or

disc

and

the

sPrings'

Other

garages,

when

any

part shows

damage'

discard

the

entire

assembly'

This

school

of

practice

employs

the

argument

(and

it

is a

good

one)

that

the

cost

of

new

lifters

is

small

com-

pared

to

that

of

a

possible

comeback

from

some

premature

lifter

faihrfe'

;i

There

are

also

garages

that

wil l ' whenthere

is

considerable

mileage

on

the

engine'

not

even

clean

and

inspect

the

tifters'

They

are

auto-

matically

discarded

in

favor

of

new

ones'

Dis-

assembly

and

cleaning

plus

inspection'

reasqem-

bLy

and

testing

take

some

time'

I f

the cost

of

this

labor

is

deducted

from

the

price

of

ne w

lifters,

plus

the

increased

reliabil i ty

faetor '

there

is

much

to

be

said

for

replacement'

213

I

I

,I

i

I

'i;

i '

i

s;

I

I

l

I

1

I

i

l1

I

I

l



Auto

Service

ond

RePoir

INSPECT

ND

ASSEMBLE

NE

AT

A

TIME

After

all

the

parts of

one

lifter

have

been

inspected

and

where

required,

replaced,

they

should

be

rinsed

in the

central

tray

ofkerosene'

blown

dry

and

thenthoroughlyrinsedinthe

small

pan

of

kerosene.

Each

part,

as

it is

assembled,

must

be

put

through

this

sequenss.

One entire

lif ter

should

be

inspected

and

assembled

before

going

on

to

the next.

LIFTER

ASSEMBLY

With

the

plunger

held

vertically,

push

rod

seat

in

place, check

valve

seat

up,

place

th e

check

ball

or

check

disc

on

the seat.

Set

th e

check

valve

spring

over

the

valve.

Place the

valve

retainer

over

the spring

and

snap

down

into

plunger recess.

The

plunger spring

is

then

placed over

the

ball

retainer

and

the

lif ter

body

lowered

down

over

the

Plunger.

Turn the

lif ter

body

right

side

up,

dépress

the

push rod

seat

and

install

the

retainer

ring'

Wrap

assembly

in cLean,

slickpaper

andproceed

to the

next

l if ter.

ALL

LIFTER

PARTS SHOI ILD

BE ASSEMBLED WET WITHRINSE

KEROSENE.

DO

NOT

WIPE

OR

BLOW

DRY.

Figs.

13-89

and

13-90,

i l lust rate

two

typical

hydraulic

l if ter

assemblies.

One uses

a round

check

ball,

the

other

a

f lat check

disc.

Note

respective

Posit ion

of

all

Parts.

1

2

3

4

5

6

I

I

I

10

Pr¡sh

Rod

Oil Gallery

Lüter

Body

Camshaft

Valve

Spring

Plunger

Spriag

Yalve Ball

Plunger

Push

Rod

Se¿t

Reiainer

Ring

PUSH

RO D

Fig.

13-89.

Hydroulíc

i l ter

ut i l iz ing

o boll

check

volve'

PUSH

ROD

FORCES

AGAINSI

StIGHf

LEAKAGE

PASÍ

PIUNGER

VAI-VE

DISC

cr-osED

F¡g.

l3-90.

Hydrovlic

l i l te t

ut i l iz ing

o disc

check

volve'

-

(L incoln)

VALVE

DISC

214



Cylinder

Heod,

Volve,

EAKDOWN

ATE

Each

lifter must

possess

the

correct

leak-

rate

characteristic.

Leakdown

rate is the

of time it takes for

a specified

weight

to

the

plunger

(lifter

filled with test

fluid)

the top

of

its

travel, a

measured distance,

the bottom.

I f

a

test

tool s imi lar to that

in

Fig.

13-91, is

test the leakdown

rate

as

follows:

the

weight

arm and ram.

Place

the

lifter

special sleeve

inside the test

cup.

Th e

must have

sufficient CLEAN test fluid to

eover the

l i f ter .

Lower

the

ram against the

push

rod seat.

the

weight

arm down on the ram and

de-

l i f ter

plunger.

Work

the

weight

arm up

down to

completefy

fill

the lifter

with fLuid.

a number

of strokes

you wil lnotice

a

firm

on the

compresSion

stroke.

Give

the

or 10 additional

fast

pumps

to

make

certain

the

air is expelled.

Raise

the

wéight

arm and allow the

plunger

rise

against the stop r ing.

Using

awatch

with

second

hand,

place

the weight on the ram.

The

the indicator needle begins to move, o b-

the time. Give the

cup

lever

a complete

every

two

seconds

while

the

plunger

is

depressed. When the indicator needle has

the

prescribed

distanee, check

to see

many

seconds

have

elapsed.

See manu-

specs

for

acceptable

leakdown rate,

nother

leakdown tester

is

shown

in

Fig.

To

use, the

push

rod seatisremoved

and

l i f ter

is

submerged

in

elean

kerosene. De-

the

eheck valve

with

a

elean,

soft rod.

will

allow the

bottom area to

fill. When

filled,

remove and

install

push

rod

The

test

pliers

are engaged as

shown and

handles squeezed.

The

plunger

should slow-

downward.

If

travel

is

rapid,

dis-

clean, eheck

and reassemble.

Make

the l i fter is

eompletely

fi l led

with kero-

prior

to testing,

Fig.

13-92.

INSTALLATION

Lifters may

be

filled with

10Wengine

oil by

the

push

rod seat and draining out

the

Fil l

the

plunger

body

with

CLEAN oil.

the

check

valve open to allow oil

to fill

lower

eompartment.

When

this

is fu l l ,

f i l l

body and

replace

push

rod seat.

the outside of

the l i fterbodyandlifter

Vqlve Trqin Service

guide

bore.

Rub

a small amount

of

Lubriplate

or

rear axle lubricant

onboththe

camlobe and

push

rod en ds of the

lifter. Install

the

lifter in the

hole

from which

it was removed.

When l ifters

have

been installed

without

fi l l ing

with

oil, the

engine rpm

upon

starting,

should

not

exceed

a

fast idle

unti l

al l l i fters

are

pumped up (fi l1ed with oil) .

Fig.

l3-91.

Testing

leokdown

rote.

(Chevrolet)

Fig.

l3-92.

Tesfing leokdown ¡ote

wi th speciol test

p/iers.

'

(Dodse)

ROCKER

ARM AND SHAFT

ASSEMBLY

AND INSTALLATION

The rocker

arms,

spacers, springs, etc.,

fol lowing

cleaning and

inspection, should be

lubricated and

assembled on

the shaft. Be

very

careful

to

install

the arms

in

the correct Io-

cations

and

facing in

the

right direction.

They

must

also be

correctly

placed

in relation to the

I¡

.

j * ' ,

1.

l ,

I

, i :

j ,

i ',,

l r

] ' .

i :

i

i r

I

I

I

i, ,

ll

INDTCATOR

215



Auto

Service

ond

Repoir

f ront

of

the shaft.

Fig.

13

I3,

shows the

in-

stal lat ion of rocker arms

on

a shaf t

that s l ides

ínto

st ruts

that

are an

integral

part

of

the head.

Fig, l3-93, lnstol l íng

rocke¡

qrms.

Noie

¡ho¡ ¡his

shoft sl ides

through integral b¡ockets

or sf¡uis.

(Chrysler)

The

assembled rocker arms and

spr ings are

shown

in

Fig.

13-94.

Note

the

dif ferent

angles

on the intake and exhaust rockers.

The shaf t

is

held in

posi t lon

by the lock

plug.

ADJUSTING

CREW

I d i f fe rcn t s fw le

6f

n ja+,,¡aA

j-

Fjx 12-95.

Y'v

L ur

end of the rocker

shaft.

rocker arm

assembly

is

Note

the f lat

onthe

front

FIAT ON ROCKTR HAFT

AR M

30rT

I

I

*

./,

RÉTAINTR:*

.

\

F ig, I 3-95, Anothe¡ sty le rockerorm ssem6/y.Note use of spocers

between ockets,

ROCKER

ARM SHAFT

POSITIONING

In

that the

hol low

rocker

shaft

carr ies

a sup-

nlv nf n j l tn thc rnnkers

i f

rs

imnorfnnf

that the

support bracket designed

tot ransfer oi l f romthe

INTAKE

ROCKER

RM

EXHAUST OCKER RM

ROCKER

HAFT OCKPLUG

*,

.

ROCKERSHAFT

ROCKER

HAFT

TRUT

*

W;*o'o'*

*u*

, a--

sPqcER-/

,* Éa

INTAKE

PASSAGES

EXHAUST

ROSSOVERASSAGE

INTAKEPASSAGES

Fig.

l3-94.

Rocker

orm

ossembly

comp/efed.

216



fr

cylinder

head to the shaft,

be

properly

located.

Fig.

13-96,

shows two

methods of carry ing

oi l

via

support

brackets.

To

assure

that

the oil supply

opening

in the

shaft

indexes-

with the

correct

bracket,

make

sure

that

the marked end,

flat

or notch)

faces

the

specif ied

end of the engine.

The

notch or

f lat

CAP SCREW

ROCKERAR M

SHAFT

Cylinder

Heod,

Volve,

Volve Troin

Service

ROCKER

AR M

SHAFT

BRACKET

The individual rocker

oil

passages

are

gen-

erally

posit ioned

so they

face

toward the

head.

This

provides posit ive

lubricat ion

for

the

heavily

st ressed lower rocker bear ing area,

and

also

permits

less oi l

f low

due to the reduced

clear-

ance between the rocker

and the

bottom

of

th e

shaf t .

I f

the oi l

passages wereturnedupward,

an

cAP SCREWS

ROCKER ARM

SHAFT

ROCK

R ARM

SHAFT

BRACKET

excessive

amount

of oi l would be

passed.

This

would

overlubricate

the

valves

with

resultant

heavy oiL

consumpt ion.

Fig.

13-98,

i l lust rates the

usual

posi t íoning

of these oi l

passages. Note

that

less c learance exists between the

bot tom

of the

shaft and the rocker arm.

The individual ball

stud rocker arms are

lubricated by a metered flow of oi1 delivered

through hollow

push

rods.

Shaft

mounted

rocker arms are

dril led

in

various

ways to

facil i tate

the

f low

of oil to both

valve

stem and

push

rod ends.

Fig.

13-99,

shows

one

method.

l3-99.

Rockerorm dri l led {or o i l .

Buick)

Fig. 13-96. Two

methodso

supplying oi l to the rocker shoÍt vío

fhe

supporf

brockets.

must also be

posit ioned,

up,

down, to the side)

as

recornmended.

Fig.

13-9?,

i l lust rates the

marked ends and the various

posit ions

forthese

pa.rt icular

assemblies.

Fig.

l3-97.

Rocker

orm sholt

posil ioning

morks.

ROCKER

RM

SHAFT

ROCKER RM

SHAFTBRACKET

LUBRICATION

ot L

MAXIMUM

CLEARANCE

MINIMUM

CLEARANCE

ROCKER

AR M

OIL PASSAGE

ALVE ASSEMBLY

PUSH

RO D

Fig.

l3-98, Rocke¡

orm oil

possoges

n the sholt

generol ly

loce

toword

¡he heod.

CYLINDER

HEAD

217

Fís.



ROCKER

RM

ASSEMBLY

NSTALLATION

On some

engines,

the

push rodsareinstalled

before

the

rocker

assembly.

On others

the

rocker

assembly

is

installed,

the

push rods

placed

in

the

lifters

and

thevalve

springcompressed,

thus

tipping the rocker high enough to plaee the push

rod

under

the

rocker

ball

end.

The engine

in

Fig.

13-100,

has

the

pushrods

installed.

Note

the

special

installing

rod

that

Fíg,13-100'

vsh

ods

held

n

posifion o¡

.rocke¡

rm

ossembly

installotion

wit[

specíol

nstolling

rods'

(Plynourh)

holds

the

push rod

lrOO

ends

in

alignment

so

that

when

the

rocker

assembly

is

installed'

they

will

all

line

uP.

A small amount of Lubriplate or some other

suitable

lubricant,

should

be

applied

to

each

end

of

the

push rod

before

installing'

TIGHTEN

OCKER

HAFT

RACKETS

EVENLY

AND

SLOWLY

Lubrieate

bracket

cap

screws

and

run

up

finger

tight,

Give

each

bracket

bolt,

one

after

the

oth er,

a couple

of

turns.

Proceed

slowly'

If the

hydraulic

lifiers

are

filled

with

oil,

andthe

shaft

assembty

is

drawn

rapidly

againstthe

head'

bent

oush

rodq;

bulged

lifters,

warped

valve

stems

rra

sp*urrg rockers can result. By drawing the

assembly

áown

slowly,

the

lifters

willhavetime

to

leak

down

without

undue

strain

on

the

various

parts.

The

rocker

adjusting

screws,

where

used'

should

be

backed

off

before

tightening

the

assem-

bly.

This

applies

to conventional

lifter

setups

too.

When

the

brackets

are

snugged

against

the

head,

torque

as

per specs,

F ig. 13-101'

Fig. 13-101. Torquing ¡ocke¡ arm shoft brocftet cop screws'

(Stu¡revont)

If an

oil

overflow

line

is

incorporated

in

the

rocker

assembly,

make

sure

it

is

installed

properIY.

ADJUSTING

ALVE

LASH

OR

CLEARANCE

(HYDRAULIC

IFTERS)

Hydraulic

lifters

are

used

primarily

to eLimi-

nate

the

need

for lash

or

clearance

between

the

end

of

the

valve

stem

and

the

rocker

arm'

When

the parts heat up

and

elongate,

the

lifter

will

leak

down.

Any

shortening

will cause

the

lifter

to

pump

up.

In this

way,

zero

clearance

is con-

stantly

maintained.

Unfite

conventional

lifters

that

necessitate

periodic

valve

clearance

adiustments,

once

set'

i t ru

hydraul ic

l i f ter

requi res

no

further

adjustment.

Some

engines

have

no

provision

for

adjust-

ment

on

the

rocker

arms.

VaLve

stem

length

above

the

head,

head

gasket

thickness,

push

rod

and

rocker

wear,

etc.,

all

become

crit ical

onan

installation

of

this

type.

However,

pushrods

are

available

in different

lengths,

to compensate

for

small

ehanges

needed.

The object

in adjusting

hydraulie

lifters

isto

place

the

lifter

plunger

somewhere

near

the

center

of

its

stroke.

This

will allow

changes

as

needed,

inboth

directions.

Ifthe

plunger

is forced

to

the

bottom,

it

will

act

as

a

solíd

lifter'

If

allowed

to

remain

at

the

top,

it cannot

com-

pensate

for

wear

and

temperature

contractions'

218



LIFTER

MUST

E

ONCAM

LOBE

BASE

CIRCLE

Rotate

the

engine

unti l

the

cam

lobe

nose

jaees

directly

away from

the

lifter.

The

lifter

-nrl l

then

rest

on the

base

circle.

There

are

several

ways

of determiningwhen

:he

lobe

is

in

this

position.

On

some

engines,

such

as

the

overhead

eamshaft

type,

the

lobe

is

-isible.

I f

the

engine

is

inthe

car

and

the

ignition

:s properly

timed,

the

engine

can be

slowly

::lrned

over

unti l

the plug

lead

to the

cylinder

:oncerned,

fires.

At

this

instant,

bothvalves

ar e

:losed

and

the

lobes

are

in

the

proper

position

jor

Iash

setting.

By

slowly

eranking

the

engine

unti l

a

particu-

lar

valve

is

fully

opened

and

then giving

the

aRANKSHAFT

exactly

one

full

turn

(mark

jamper

with

chalk)

the

cam

lobe

wil l

be

turned

rne-half

revolution

thus

placing

the

lobe

nose

ryposite

the lifter.

When

a

piston

is

brought

to TDC

(top

dead

:enter)

on

the

compression

stroke

(both

valves

:iosed)

the

lobes

are in

the

correct position

fo r

: iat

cylinder.

- {nother

technique

involves

div id ing

the

l=.mper,

with

chalk

marks,

into

three

120

deg.

sections

(six

cylinder),

or four

g0

deg.

sections

-;-8).

One

of

the

marks

is

on

the timing

notch,

:-:-d

the

others

are related

in

degrees,

to

this

* rk.

By

cranking

the

engine,

in

various

se _

::ences,

unti l

the

marks

index

with

the

timing

;cinter,

it

is possible

to

set

certain

valves

an d

:l:¡s reduce the amount of eranking required,

- :g.13-102.

TIFTER

PLUNGER

UST E

AT

TOP

OF

TRAVEL

The

rocker

arm

adjustment

should

be

l:osened

so the

lifter plunger

travels

to the

to p

¡j its

stroke.

At

this

point,

the

push

rod

can be

':ggled

sideways

and upanddown,

Fig.

13-103.

Grasp

the

push

rod

concerned

withthethumb

:nd

forefingers.

While

genily

shaking

it

side-

rrays,

slowly

tighten

the

rocker

arm

adjustment.

-r-s he rocker arm push rod end moves down-

¡ard,

the

amount

of

shake will

be reduced.

Stop

::

the

instant

all

play

or shake

is

gone.

At this

;oint

the

lifter

is

resting

onthe

cambase

circle,

:b.e

plunger

is

at

the top

of its

travel,

and

no

lash

is

present

between

valve

stem

and

rocker

:r

rocker

and

push

rod.

Following

manufacturerts

specs, give

th e

LIFTER-

Fig. l3-102.

7o

ser

volve

/os[

on t/re

cq m

ROCKER

AR M

PUSH

RO D

CAM

BASE

CIRCLE

CAMSHA

T

-

CAM FLANK

CAM

NOSE

or

cleoronce,

the

l i l te¡

must

rest

6ose

circ/e.

ADJUSTING

UT

=l

'l

tr+

rl

{

PLUNGER

STOP

RING

LIFTER

BODY

PLUNGER

EALL

CAGE

PLUNGER

SPRING

CAM

BASE

CIRCLE

CAA.TSHAFT

Fig.

I3-103.

Hydraul ic

I i l ter

plunger

ogoinsf

fhe

stop r ing,

rock-

er o¡m

bocked ofi

un¡il push

rod

sáoke is evident.

rocker

arm

adjustment

an

additional

number

of

turns

(1

-1/Z

typical).

This

wi l l forcetheplunger

down

to

the

midpoint

of its

stroke

ortravel.

Re -

ROCKER

STUD

219



-- 1

s{

rk

i \

ROD

Fig.13J04,

Removing

pusá

rod shoke

prior to

l inol

odiuslmenl

(hvdraul ic

l í l ters).

(G.M.C.l

peat

th is

process on

al l

rockers.

Fig.13-104,

shows

a

mechanic

shaking

the

push

rod

as

he

draws

the

rocker

downward

to

the

point a l l

c learance

is

gone.

Where adjustment

is not

pro-

v ided,

compress

l i f ter

and

check

push rod to

rocker

c learance

against

specs.

Instal l

longer

or shor ter

push

rod

i f necessarY.

ADJUSTING ALVE LASH

(MECHANICALLIFTERS}

A

certain

amount

of lash

or c learance

be -

tween

the

valve

stem

and

the

rocker

arm

is

a

MUST

when

mechanical

l i fters

are

employed.

The

exact

amount

wil l

vary

from

engine

to engine

depending

on

the

use,

design

and construct ion.

Always

use

the amount

specified

by

the

manu-

facturer,

for

the engine

at

hand.

Excessive

tappet

c learance

wi l l

cause

noisy

operation,

late valve

opening

and

early

closing,

lowered

valve

l i f t ,

excessive

wear and

possible

valve breakage. Insufflcient clearance wi l l cause

early

opening,

higher

l i f t ,

late

closing

andvalve

burning.

As

with the

hydraulic

l i fter,

the

mechanical

l i f ter

must

rest

on

the cam

base

circ le.

The

rocker

arm

is careful ly

adjusted

so

that

the

Fig,13-105.

Checking

volve cleoronce

wilh

o feeler

gauge'

tc.M.

.

correct

c learanee,

as

determined

by

feeler

gauges

or

a dia l

indicator ,

ex is ts

between

valve

stem and

rocker

arm.

A feeler

gauge

of

the

exact

thickness

or

a

stepped

GO

-

NO

GO

blade

(GO

=

.001

below

specs)

(NO

GO

=

.001

above

specs)

should

pass

between rocker and valve stem (hold push ro d

end

down)

with

a

sl ight

drag,

Fig.

13-105.

Fig.

1

3

-

106,

i l lustrates

valve

clearance

being

checked

with a

dial

indicator .

This

device

gives

highly accurate

sett ings.

Fig.13-106.

Using

o speciof

diol

indícotor

setup

o

check

toppet

c/eoronce.

The

adiustment

crews

iove

o Iock

nut'

(P

ond

G

Co.)

COLD

AND

HOT CLEARANCE

SETTINGS

(MECHANICAL

IFTERS}

When

an

engine

is reassembled,

an

initial

or

COLD

sett ing

of

the

valve c learance

is neces-

sary.

For a

flnal

HOT

clearance

setting

th e

engine

must

be

up to

normal

operat ing

temper-

ature

(oi l

as

wel l as

water temperature) .

This

wil l require

about

thirty

mínutes

of

warrnup

operat ion.

ACCURATE

VALVE

CLEARANCE

IS IM-

PORTANT.

Make certain

the engine

is hot

an d

that c learance

sett ings

are

exact.

ROCKER

ARM

ADJUSTING

CREWS

Some

rocker

arm

adjust ing

screws

are

sel f-

locking.

A

specified

amount

of torque

rnust be

appl ied

to

move

them,

If

the'rbreakaway

torque

-***

4



Cylinder

Heod,

Volve,

Volve

Troin

Service

-_=

below

accepted

limits,

change

the

screw

F.g.

105)

or

the

nut

(Fig.

104)

as

the

case

:nay

be .

.

If

a

lock

nut

adjusting

screw

is

used,

loosen

:he

nut,

adjust

the

screw,

and

while

hotding

the

screw,

firmly

tighten

the

nut.

After

tightening,

recheck

valve

clearance,

F ig.

13_10?.

Fi,g.

3-107.

Adjust

volve

c/eo¡once.

Nore

use

oÍ lock

nuts

on

adjusfmenf

cÍews.

fáe screwdriver

engoges

[eoJfusrment

screw

while

¡he

wrench

grosps

¡he

láci

nu¡.

lÁ .r 1

CHANGING

ALVE

SPRING

HEAD

ON

ENGINE

Bring

the piston

to TDC

on

the

compression

stroke

(both

valves

closed).

Remove

the

spark

:1ug

and

insert

an

air

hose

adapter.

Admit

full='r pressure to the cylinder.

A_fter

moving

the

:ocker

arm

out

of

the

way,

the

spring

may

be

:ompressed

and

the

keepers

removed.

A

ne w

_a1 g

or

a

valve

guide

sea1,

may

be

installed.

I{EEP

AIR

PRESSURE

TO

TIIi

CYLINDER

;-]\-TIL

THE

VALVE

SPRING

IS

REPLACED

-L\D

TIIE

KEEPERS

INSTALLED,

Fig.

18_108.

SUMMARY

Never

remove

a

cylinder

head

when

hot.

Re_

=:ove

rocker

arm

assembly

brackets

evenly,

a

couple

of

turns

on

one,

the

same

on

the

others.

Loosen head bolts a titi le at a time in the reverse

order

of

the

tightening

sequence.

Keep

l i fters,

push

rods,

valves

and

rocker

arms

in

order

so

that

they

may

be

replaced

in

:fie

same

location.

-

Head,

valves,

guides,

etc.,

mustbethorough_

l.¡-

cleaned.

Do

not

scratch

aluminum

head

surface

s.

Reface

a1l

valves.

Reject

any

that

wil l

no t

clean

up

and

those

with

insuff ici lnt

margin.

An

interference

angle

may

be

used.

Dress

stones,

Smooth

and

chamfer

stem

end.

Stem

musr

no t

be

worn

beyond

limits.

Check

valve

stem

to guide

clearance.

If

ex _

cessive, replace guides or ream for an oversize

sJem.

When

replacing

guides,

be

certain

to get

the

proper

guide,

right

side

up,

in

the

correct

hole.

Drive

in

to

the

specif ieJ

distance.

Some

guides

require

reaming

after

installat ion.

To

prevent

excessive

oil

consumption,

seals

are

often

used

on

the

guides,

and

on

ihe

stem

of

both

intake

and

exhaust

valves.

Cracked

or

burned

seats

can

be

repaired

by

install ing

a

valve

seat

insert.

Grind

válve

seat,

at

eorrect

angle,

unti l

cleaned

up.

Narrow

seat

to

specif ied

width

by

using

a

15

_

30

deg.

stone

on

the

top

and

in

some

cases,

a 60

_

?0

deg.

stone

on

the bottom. Test seatforconcentricity.

Keep

stones

properly

dressed.

Remove

no

more

metal

than

necessary.

Fig.

l3-108..

Rernoving

volve

spring

cssembly

with

the

heod

on

engine.

Note

use

oÍ

oir

hose

odopfer

n

the

spork

plug

hole,

(G.M.c.)

Replace

broken,

loose

or

damaged

rocker

arm

studs.

If

loose,

ream

and

instal l

an

over_

size

stud.

Check

valve'spr ings

for

squareness,

tension,

rust

or

nicks.

Replace

any

that

show

th e

SLIGHTEST

defect.

Using

an

accurate

st raightedge,

checkcyl in_

der

head

for

warpage.

Lubr icate

and

instal l

valves.

Check

stem

height

above

head.

Install .springs,

closed

coil

end

against

head.

Check

installed

spring

height.

Add

insert

under

spring

against

head,

iinee¿ed.

Check

stem

seal

with

suct ion

cup.

Block

surface

must

be

clean

and

accurate.

221



Auto

Service

ond

RePoir

Coat

gasket,

Ilen-reguired,

with a

THIN coat

of

cement.

Place r ight

side

up,

correct

end

for-

ward,

on

bloek.

Using

guide

pins, lowerheadinto

position.

Head bolts

and

holes

in block

must

be

clean

and

coated

with thread

compound.

Torque

head.

Grind rocker arm

ends

that

contact

valve.

Check

fit on

rocker

shaft.

Inspect

ball

or

cup

end.

Push

rods

must

be clean,

straight

an d

smooth

on

the ends.

True up

mechanical

lifters

on

a valve

grinder.

Disassemble,

clean,

inspect

and

reassemble

hydraulic

l i fters.

When

assembling,

the

parts

must

be

CLEAN.

Lubricate

andinstall.

Lubricate

and

install

rocker

arms

on

shaft.

Make certain

shaft

has correct

end

forward

and

that

rocker

oil

holes

face

towards

the

head

(usual).

Tighten

shaft

brackets

slowly

and

evenly.

This

wil l al low

the

hydraulic

l i fters

to

leak

down.

Rocker

ar m

valve

clearance

adjustment

screws

should

be

backed

off.

Use

atorque

wrenchforfinaltighten-

ing.

The

ends

ofthe

lifters,

pushrods,

and

rocker

arms

should

be l ightly

coated

with lubricant

When an

adjustment

isprovided,

centerl i fter

plunger.

With

mechanical

lifters,

adjust

valve

stem

to rocker

arm

clearance.

In both

cases,

l i f ter

must

be

on cam

base

circle.

When

engine

is

thoroughly

warm,

head

should

be

retorqued

and

the valve

clearance

reset.

Aecurate

angles,

clearances

andfits,

coupled

with absolute

cleanliness,

are

absolutely

essen-

t ia l

to

a

top

notch

valve

service

job.

CHECK

LIST:

If

you

have

performed

athor-

ough job, you will be able to answer each of the

following

questions

with a

definite

YES.

VALVE:

1.

Is the

valve

face clean,

smooth

and cor-

rectly

angled?

2.

Is the

margin

7132

ín. or

larger?

3.

Is

the

stem

smooth

and

free of

excessive

wear,

nicks,

etc.

?

Is

the

stem

endground

square

and

slight-

ly chamfered?

Are

the

keeper

grooves

cleanandingood

shape

?

6.

Is all earbon,

gum, etc-,

removed?

SEAT:

1.

Is the

seat smooth,

clean

and correctly

angled

?

2.

Is the seat

width as

specified

by

manu-

facturer

?

3.

Does the

seat contact

the eenter

of

the

valve

face

?

4.

Is the seat concentric

with the

guide ?

5..

Is

seat

runout

with in

.002?

6.

If

an

inser t isused,is i t t ight in

the

head?

?.

Is the

seat

width constant

all the

wa y

around

?

HEAD:

1.

Was

the

head

removed

after cooling

down?

Is the

head

immaculately

clean,

inside

and

out?

Is

any

di.stortion

within

limits

?

Is

the

head

to

block

surface

free

of

scratches,

dents, etc.

?

Is the

head

free of cracks?

If

any

were

found,

were

they rePaired?

Is the

head

gasket

correctly

installed?

If

cement

was used,

was a

THIN

coat

applied

?

B.

Is the

head

proPerlY torqued?

GUIDES:

1.

Is

guide wear

within

limits?

2. If guide was replaced, was it correctly

installe

d

?

3.

If

guide was reamed,

does

it have

th e

correct

c learance?

4.

If

guide

seals

were

used, are

theyproper-

ly

instal led?

ROCKER

ARMS:

1.

Is the

end

contacting

the

valve

stem

smooth

and

accuratelY

ground?

-2.

Where

oil

holes are

used,

aretheyopen?

3.

Is the

rocker

shaft

or

ball

stud

bearing

surface

smooth

and

within wear

limits

?

4.

Is

the

push

rod ball

or

socketendsmooth

and free of wear?

5.

Is

the

rocker correctlyinstalled

and

does

it contact

the

valve

ProPerlY?

6.

ls

the rocker

clean?

ROCKER SHAFT

AND

BALL

STUDS:

1.

Is

the

rocker

shaft

clean

-

inside

and

out?

2.

Are the rocker

armbearing

areas

smooth

and

within limits

?

3.

Is the correct

end

of

the shaft

forward?

4.

Do the rocker

arm

oil

holes

face

in the

eorrect

direction?

Are

the shaft

brackets

in the correctlo-

eation,

torqued

and

free of cracks

?

Is ample oil reaching the assemblY?

If an

overflow

pipe is used,

is

it

correct-

ly

located?

t

a

4.

5.

h

7.

5.

o.

7.

B.

q

Are the

ball

studs

Are

the

ball stud

in

good

shape

?

Are

the ball

stud

specs

?

t ight

in the

head?

adjusting

nut

threads

nuts

within breakaway

222

10.



Cylinder

Heod,

Volve,

11.

Are the self- locking

rocker arm

valve

clearance

adjusting screws

within break-

PUSH

1

2

a

4

o.

away

specs?

RODS:

Are the

rods straight?

Are rod ends smooth

and

free of exces-

sive wear ?

If

the

rods camy

oi l ,

is

the

hollow sec-

tion

thoroughly

clean?

Is the

correct

end

uP ?

Are both ends

in

proper

contact?

Are the

rods,

if no elearance

adjustment

is

provided,

the correct

length?

LIFTERS:

1.

Have

the

mechanical

l i fters

been

trued

on

the

grinder?

2.

Are

ends

and side

smooth

and

free of

wear,

gall ing,

etc.

?

3.

Is

the

l i f ter

to l i fter

bore clearance

correct ?

4. Are the

hydraulic

l i fters

immaculately

clean

and

in

good

condition?

5.

Have the hydr:aulie

lífters

been

checked

for leakdown?

VALVE

LASH OR CLEARANCE:

1.

I f

mechanical

l i fters

are used,

is the

valve stem

to rocker

arm clearance

as

specified

?

2.

Was the

clearance

rechecked

afterthor-

ough engine

warmup

and

head retorquing

?

3.

Was the

l i f ter on

thebasecirc lewhenthe

clearance

was set?

4. Are all

adjustment

screws

and

locknuts

tight

?

5.

I f

hydraulic

l i fters

are

used,

were they

set so

that the

plungers are

near

the

center

of

their travel?

GENERAL:

1.

When

possible, were all

parts

replaced

in the

locations

from which

they

were

removed?

2.

Were all

parts thoroughly cleaned?

3.

Were allparts

properlylubricatedbefore

assembly.

OUIZ

-

ChoPter 3

Cylinder

heads should

be

HOT, COLDbefore

removing.

Circle

one.

Remove

rocker

arm

assembly

by:

Circle

best answer)

a.

Loosening

each

bracket

allthe

waybefore

going

to

the

next

one.

Vqlve Trqin

Service

b.

Loosening each

bracket,

in turn,

a 1ittle

unti l

al l are

loose.

c.

Loosening

the

front end

first.

d.

Leaving one

bracket

tight unti l

al l others

have

been loosened.

Remove cylinder

head

bolts

in

the

reverse

order of the tíghtening sequence. True or

False ?

It is necessary

to

keep al l

par ts

in order

because:

Circ le

best

answer)

a.

They may be lost.

b.

They

can

be kept

in a smaller

area.

c.

It is

important they

be returned

to

their

original

positions.

d.

I t

is

just

a

good

habit.

Valve

grinding

stones

are

dressed

with:

Circ le

best answer)

a.

A fi1e.

b.

Another stone.

c.

A

diamond.

d.

A

hardened

steel

rod.

I t

is

most important

to

keep

wheels dressed

because:

Circ le

best answer)

a,

They

cut

faster.

b.

They wil l

produce

accurate

angles.

c.

They

wear

longer.

d.

They

look

better.

When

the valve

is

groundatasllghtlydiffer-

ent angle

about

one

degree)

than the

seat,

an--fit

is

produced.

When

grinding the

valve

face:

Circle

best

answer)

a.

Keep the valve

in the center

of

the stone.

b.

Move the valve

back

and

forth

-

staying

on

the stone.

c.

Move

the valve

back and

forth

-

off

both

sides

of

the stone.

d.

Keep

the valve

on the

right

hand side

of

the stone.

9.

To

control

stem

height above

the

head,

i t is

necessary

to

grind

th e

end.

Explain how valve

stem

to

guide

clearance

is

checked.

Where excessive

valve

stem

to

guide

clear-

ance

is

present, i t

may be corrected

by

-guides

or

by-for

an

*

-valve

stem.

12. Seals are

often

used

on

both the-ahd

the valve_,

13.

Exeessive exhaust

valve

to

guide

clearance

wil l

cause

considerable

oil

consumption.

True or

False ?

t4.

A

cracked

valve

seat

can

often

be

repaired

by

install ing

an---

a

o.

7.

8.

10.

11.

223



26.

27.

2R

29.

30.

31.

19.

15.

Common valve seat angles

are-and

-degrees.

16.

A

valve seat

that is too

wide

wil l:

(Circle

best answer)

a.

Pack

with

carbon,

start

to leak andburn.

b.

Run too co1d.

c.

Break the valve

stem.

d.

Be hard

to

open.

1?.

The

valve

seat should engage the valve

face

near

the

18.

To narrow a valve

seat, metal

shouldbe re-

moved

from the top

witha or

degree

stone.

Once the valve

seat stone

is dressed,

Auto Service

ond

Repoir

To

facil itate

accurate head,

gasket

andblock

alignment,

_shouldbe

used

when

installíng

the head.

The

rocker arm

end

that

contacts the valve

should

be

ground

smooth and

FLAT.

True

or

False?

Hydraulic lifter parts are all very accurately

made

and are thus all

interchangeable. True

or

False?

Following

cleaning and reassembly, hy-

draulic l if ters

should b e tested for_.

All

valves, l if ters,

push

rods, rockers, etc.,

should always

be

installed

in the

same

spot

from

which removed. True

or

False

?

The

rocker

arm brackets,

once the

push

Documents

Auto Service and Repair - Martin W. Stockel