Motor Manual August 1946

August, 1946.
THE
AUSTRALIAN
MONTHLY
MOTOR
MANUAL.
. .. to put music In your motoring

&
Here's really big news for car owners! "AIR CHIEF," Australia's finest car radio, is again available -ready for immediate installation in your car! "AIR CHIEF" gives you perfect tone ... tons of volume ... freedom from engine noise! See it and hear it without delay.
It's a ~
YOUR LOCAL GARAGE CAN SUPPLY YOU
product!
WITH AN
" A I R CHI EF"
0 UT 0 F 5 T0 CK 0 RAT
5 H0 RT NO TI C.E
1450
WhoUy let
up
&lid printed
in AUltralia
by J. Roy
StneDa,
Printer
and
Publisher,
17 Koox Place, MelbolUMo
August,
1946.
ROUTINE OVERHAUL dVo.

J
How to set Valve Timing

closing of the valves at the point of maker has a dltferent valv.t1mlng formula, according to his design. Summed up it means that the power developed and the maximum number of revolutions per minute at which the en glne will run are directly dependent upon the aotual moments at which the valves open and Shut, in relation to the positions of the piston In any of the four strokes of the engine's cycle, I.e., Intake, compress lon, explosion, and exhaust. most engines are of the 4cycle type to-day, the opening and As Ignition Is a deelding factor in a car's perform ance. Every
IN to-day's high speed engines the use made of of the inertia of the gases, i.e., their lag in getting up speed, makes it necessary for the valves to open and close before or after the appropriate dead centres. Valve timing is normally ensured by markings on the timing wheels when the engine is erected. Let us more simply explain Timing terms. Top Dead Centre (T.D.C.): Piston at the top of its stroke. Bottom Dead Centre (D.D.C.): Piston at bottom of stroke. Lead. A valve is said to be given "lead" when it opens before the Piston has reached top or bottom centre. Lag. A valve is said to have "lag" when it closes after the piston has reached bottom centre, and closes or in some cases opens after the piston is at T.O.C. (called ATOC). Overlap. On most engines the inlet valve begins to open before the exhaust valve is com p l e tel y closed. Therefore there is a short period d uri n g which both valves are open; this is referred to as overlap.
Exhaust Valve Period: In order to clear the burnt gases from the power stroke, the exhaust valve is opened before B.O.C. This "lead" given to the exhaust valve may be between 40 deg. and 65 deg., according to design. COnsequently, the valve will open before the power stroke is finished, but this is done in order tQ give the gases plenty of time to be expelled from the
Typical Timing Chart showing degrees in timing. Note 10 deg. equals 3/64ln.
cylinder. The slight loss of power is more than compensated for by the more complete scavenging action and avoidance of back pressure which is effected. Even after the piston has reached T.O.C. there is still a certain amount of exhaust gas in the combustion chamber, and as much of this as is possible must be allowed to escape under its own momentum. The exhaust valve, therefore, is not usually closed until after T .D.C. having "lag" up to between 10 and 2Q deg. The exhaust valve may close just after T.b.c.anything between approximately 'RO.C. and 20 deg. after. Inlet Valve Period. Before the piston has reached T.O.C. on the exhaust stroke, there will still be slight pressure in the cylinder, higher than that in the inlet manifold. Therefore, if the inlet valve is opened too early, there would be a possibility of blowing back. On the other hand, if the inlet valve is opened on or before T.O.C. before the exhaust closes, the depression in the cylinder, caused by the momentum of the out-going exhaust gases, will assist the mixture into the cylinder. Also, the incoming mixture will assist in the final scavenging o~ the cylinder head which is the chief reason for "overlap." The point where the inlet valve opens is also largely governed by the time of closing of the exhaust valve and whether the engine is designed for higher R.P.M. American car engines just prior to the war had inlets opening from 30 deg. before to 6 deg. after T.O.C., although 10 deg. to 15 deg. before T.O.C. is a general average. Some cams may have a "quietening curve," in which case the angular measurement is dimcult and the maker's markings must be used. To induce a large fuel charge into the cylinder it is necessary to keep the inlet valve open as long as possible. Owing to the speed at which the piston travels down the cylinder on the induction stroke, the suction on the inlet valve continues for a short time after the piston passes B.D.C. The valve is, therefore, kept open (COntinued On page 2).
THE AUSTRALIAN MONTHLY MOTOR MANUAL.
August, 1946.
How to set .Valve Timing

after B.D.C. and is given "lag" from 30 to 60 deg. So it will be seen that the inlet valve may open at anything between 10 deg. and 15 deg. betore T .D.C., and close at anything between 30 deg. and 60 deg. atter B.D.C., the exact points depending on the design of the engine A typical valve timing diagram or degrees will be found in most engine data. The engine is placed on T.D.C. after the timing has been correctly set, with both valves closed on No. 1 cylinder, i.e., at firing point. A line is then scribed across the face of the timing wheels in such a manner that, if this were produced in both directions, it would pass through the wheel centres. Borne makers use an "0" on adjace~t cogs.
-(Continued
from page 1)
....... . , . ., ..''C ,-
A-Intake.
B-Compresslon.
C-Exploslon.
D-Exhaust.
Re-setting Valve Timing

When taking down the engine it is merely necessary to make sure that the timing wheels or sprockets are properly marked so that they can be replaced in the same relative positions. In the case of toothed driving gear, a small 0 is usually found stamped on the rims of two inter-engaging wheels, one against a tooth and the other against a space between two teeth in which the first tooth engages. With chain gearing each chain sprocket is usually positioned by a mark on its rim which must coincide with a mark on some fixed part of the casing or on another sprocket. If there are no marks ot any kind, first find the dead centre of one of the cranks and make a mark on the fiywheel and a corresponding mark on some fixed part of the fiywheel casing. If the detachable head ot the sump is not in position this is a simple matter. If, however, the engine has been re-assembled, it is necessary to flnd the position of the crank when the corresponding piston is in its highest position; this may be done by inserting a wire through a sparking plug hole so that it rests on the top of the piston and indicates the position of the piston in the cylinder. When the crankshaft can be rocked slightly without moving the wire, the dead centre position may be marked. It is next necessary to note the position at which the exhaust valve closes or the inlet valve opens, or both may be done as a check on one another. The engine should be carefully turned and the position found when each valve is about to open or close. The points should be taken when the tappet is only just engaging the valve stem. These two points should be marked on the fly-wheel and their distances from the dead centre measured. These distances represent certain angles at the centre of the flYWheel,and they should agree with the maker's instruction book. The distances measured on the flYWheel may e converted into angles at the centre by the tollowing formula: Distance in inches on fiywheel corresponding to 1 degree at centre = 12 x .0087 x 14 = 1.46in. In this engine the dead centre and the inlet valve opening marks on the flywheel should thus be practically Hin.
,.
August, 1946.
-. Jtl;;.y;;;;;me
Independent
Vol. 1.
and Informative
No.5.
M OT()R
I
CATCH A CATCH CA
CAR P'RICES TO-OA Y
T is one-way traffic with new car costs today. More and more factory estimates are being knocked sky-high by a world of rising prices, labor lags and production shortages. Already the staggering formula of "add about 50 per cent. to the pre-war price" for a rough estimate on teday's prices Is getting out-dated. This is a big disappointment to the motoring public, as Is the manufacturer's other headache-the Inability to keep up to his anticipated production quota. Shortages of material, and slower production lines are two of the spanners In the works contributing to the higher overhead costs per vehicle.
GOVERNMENT'S EXPEN IVE HO~BY.
Cheapest 1946 1) 1'sion A1lt 1'icun sedan is to b pegg ti about 600. But that is onlu the beginning. If the buy l' se ks, say, half the cost down on terms, interest will add a tidlJ SU1n to that wa1 time iniquitlJ of .12t. per cent. Sales Tax. So don't be surprt ed if 150 goes in extras you don't see.
CARS FOR
WORKING
MAN.
This Is glum news for the working man and returned serviceman who had earmarked about 400 for his anticipated automobile. The manufacturers are also not enthusiastic about the price slugs either as their ideals of a car for everyone grow more remote by reason of strikes and shortages.
In 1938 Sales Tax rose to 5 per cent. and more than doubled with the decrease in wartime sales. Now that the order books are full and the Treasury will make up its leeway In lost revenue, there's no excuse to fleece the priority and essential buyers today while other wartime Inflated taxes and tariffs still make motoring in Australia the most expensive in the world. The development of the motor coincides with the development of our outback, and the quicker the taxing authorities realize that it is a necessity and not a luxury, the quicker will we settle our rural areas.
'Letting the Cat 'out of the Bag

;'
However Current car prices are limited by the number o] chassis available in Australia. til. foUowing showroom samples in Melbourne M'e indicative, but are subject to 12~ per cent. ales Tax. ARMSTRONG-16 Coupe 1,465/-/-. 16 Sedan 1,650/-/-. AUSTIN-8 Roadster 388/10/-. 8 Tourer 395/-/-. 10 Saloon 560/-/-. 10 utility or Van 530/-/-. LEA-FRANCIS-14 Saloon 1,375/-/-. M.G.-l0 Roadster 586/10/-. MORGAN-I0 Roadster 610/-/-. MORRIS-8 Roadster 383/12/-. 8 Tourer 391/12/-. 10 Saloon (English Body) 660/-/-. NASH-600 Sedan 720/-/-. Ambassador 795/-/-. (Tentative prices only). STANDARD-8 Roadster 368/-/-. 8 Tourer 375/-/-. 14 Saloon 575/-/-. It Litre Jaguar 1075/-/-. VAUXHALL-I0. Tourer 408/-/-. 10 Sedan 460/-/-. Senior Sedan 520/-/-. WOLSELEY-18 Saloon 895/-/-.
Subscriptions to THE AUSTRALIAN MONTHLY MOTOR MANUAL are post free at 12/ per year from the Publishers, 1.7 Knox Place, Melbourne, C.I., or from your local newsagent or the .dIstributors, Gordon II Gotch. BUSINESS MANAGER: MELBOURNE, Douglas Nixon, Phone Central 267. SYDNEY REPRESENTATIVE: John B. Hamilton, Box 599, G.P.O. Sydney. ADELAIDE REPRESENTATIVE: V. T. Brown, 62 Gawler Place, Adelaide.
August, 1946.
\ It \1 , I It II 'I, 'I 1111[ I. [ l
Setting a style In
A distinguished ancestry for quality IJToduction high continues with th. new arrivals. Booked by the Third gear also helped in maintaining Hawker Siddeley Aircraft C()., Arm trong Whitaverage speeds, and 50 m.p.h. could normally be worth Aircraft, A. V. Roe and Co., tc., it is attained thereon . On the direct ratio the car natural that the new l1wdel benefits from the ran exceedingly smoothly and happily between resources behind it. Thus it is the first of the ? ally n 10 ?nodel to 55 and 60 m.p.h., although well over 70 m.p.h, arrive. A clean-t'p of the design is at once appar- could be realised on the speedometer and mainent and the imported saloon is a fine example of tained if the driver wished. English advanced coachcraft .
The el~ent 16 sunshine roof saloon has been named after the parent factory's famous , "Lancaster" plane. A luxury car costing over
h.p, 1500.
The engineering aspects of this Armstrong Siddeley are interesting. Standard gears are available, in addition to the famous Wilson self-changing gear. It bristles with exclusive features, such asIn-built air conditioning, with dashboard control. Windscreen de-fogging and doe-misting apparatus. New independent front suspension. Centrifugal clutch for pre-selective gears. New Girling self-compensating hydro-mechanical brakes. Hydraulic tappets, to take up all valve play. Thermostatic star.ting mixture control. Most noticeable quality of this car is its riding ease. You sit in it and everything is within reach. It moves without you being aware of the fact. A trial spin with the saloon car fitted with the pre-selector gear showed it to be an eminently suitable vehicle for long-distance travel. The Newton centrifugal clutch took up the drive very smoothly when starting on second gear, and on this ratio the legal limit could be comfortably reached-a useful feature in traffic driving.
The I.F.S. system entirely removes road shock from the steering wheel, and' the suspension system and weight distribution are such that although neither over- nor under-steer is prominent, the rear end will break .away first if the limit of cornering speed is reached. As one might expect, pitching is entirely absent.
Interesting Engineering
The six-cylinder engine has a large counterweighted crankshaft carried in four steel-backed main bearings and provided with a torsional vibration damper. Steel connecting rods, also with steel-backed bearings, are coupled to spUtskirted aluminium alloy pistons having four rings, of which the lowest is a scraper. Overhead valves are situated in lozenge-shaped combustion chambers in a detachable cyllnder head, and are operated from push-rods from hydraulic self-adjusting tappets. This is a special feature of the engine. The tappets are supplied with oll from the main oil system; in this, a gear pump draws oll through a floating Intake and delivers it under nressure through a filter to the main bearings, big-ends, distribution, and overhead valve rockers. Mixture is
August, 1946.
English Coachcraft
provided' by a downdraught Stromberg carburettor with an automatic choke, which draws its air through an AC air cleaner and silencer. It is fed with fuel by an AC mechanical pump from a 12-gallon rear tank, of which one gallon is held in reserve and controlled from the instrument panel by a solenoid switch. The filler cap is large and designed for quick filling. Cooling is by centrifugal water pump which feeds into the cylinder head and around the valves, the jacket circulation 'being by thermosyphon. At the front of the engine a triangulated belt drives the , ater pump. fan, and the dynamo.

Tuio inside views of the new Armstrong
Siddeley
All Modem Cons.

There are several further special features to be mentioned. The jacking system consists of a pair of permanently fitted mechanical jacks, one on each side close to the centre of the car. By opening a small trap door in the floor of the driving compartment the head of a jack is exposed, and a small handle from the wheel changing kit in the lid of the spare wheel compartment can be easily applied.
Pre-Selective
How they work
Gears
A. S. Specifications
Engine: 15.72 h.p., six cylind I . 65 100 mm , 1.001 e.). 0, rh ad valves, hydraulic tapp ts, ounterbalnnced crank haft, pressure lubrication. tromberg downdraught cnrburcttor. Lucas 12volt coil ignition. Pump water ooling. Transmission: ntrifugal clutch and Iour-sp ed pres lective eJ -chnnging g ar box. Ratios: 'fop, 5.1; third, i .24; . cond, 10.67; first, 1 .4 to 1. Or DIT singl s-plnte clutch and four-speed gear box with . yn hromesh on s ond, third and top. Ratios: Top, 5.1; third. i.24: second. 10.87: first, li.6 to 1. Op n propellor-shuf't tp hypoid bevel final drive. Suspension: J ndep nd nt front torsion bar springs. Half-elliptic Luva -Girling' hydraulic dampers. Brakes:
mechanically
The so-called automatic Wilson gears work on the planetary gear system, somewhat remembered in the model T Ford. The preselective lever mounted on the steering column gives the driver the choice of gears ratios 1.2.3.4. Neutral and R. He can set the next gear desired at any time as the lever does not change gears but merely selects one in advance. Thus whilst drlving in top the lever may be moved to third gear in anticipation of a sharp turn and at the de81red moment of changing down the driver depresses the pseudo clutch pedal which causes the gear to change, the driver having then both hands free on the wheel or for signalling. Actually the gear ratios are engaged by the lever selecting a brake-band in the epicyclic gear box, but this will be the subject of a longer article.
wh
I susp nsion
underslung
with r ar springs. Girlin!;
Steering: Tyres: 5.50 x 17. Dimensions: Wheelba

6in.; (rear) 4ft. 6!in. 27 cwt. (approx.).
irling llydromecbanical front, operated rear, brakes. Burman-Douglas worm and nut. ,9ft. 7ir.. Track Weight of compl t
and
(front), t. ear, empt ,
THE AUSTRALIAN
MONTHLY MOTOR MANUAL.
August, 1946.
Steering Adjustments
The steering box of the Austin "Seven" is of the "hour-glass" worm and sector type. Facilities are provided to adjust end play at the worm; U Seven" end play in the steering cross shaft. and also the mesh of the worm and sector. To take up end play at the steering shaft, unbend the lock washer, unscrew the nut (5) and remove one or more shims, as required. Replace the nut, test for end play and turn up the lock washer. To adjust the mesh of the worm and sector, slightly loosen the three nuts (1) and the locknut (4) and turn screw (3) clockwise to take up slack. TightAUSTIN "SEVEN" STEERING BOX. en the screws and locknut 'and test for mesh. This I, 3 and 4-Mesh Aujustments, 2-End adjustment sheuld be carried out with the road Cover Nuts. 5- Thrust Button. 6-SIllms. wheels in the straight ahead position. On this type A-Qn Plug. of steering there is the minimum back-lash in the straight-ahead oositlon, the back lash increasing to the full lock. Before dismantling the steering, it is important to disconnect the horn and trafficator control wires and loosen the clip at the bottom of the steering column. A special guide is necessary for re-assembly. To take up end play at the worm, AdJustmg remove the end cover by taking out screws (2). With a knife blade septhe 8,10,12 arate and .remove one or more of the thin shims. Replace the end covand 14 er and test for end play, removing further shims if necessary. To take up end play at the worm, remove the end cover by taking out screws (2). With a knife blade separate and remove one or more of the thin shims. Replace the end cover and test for end play, removing more shims if necessary. AUSTIN "EIGHT" AND "TEN" To take up end play at the steering cross shaft, STEERING BOX. remove the shaft and add one or more shims, as I, 3 and 4-Mesh Adjustments. 2-End required. Cover Nuts. 5-Cross Shaft Locknut. &To adjust the mesh of the worm and sector, slightShims. A-Qn Plug. iy loosen the three nuts (1) and the lock-nut (4) and turn screw (3) clockwise to take up slack. OIL I 3 Tighten the screws and lock-nuts and test for mesh. This adjustment should be carried out with the road wheels in the straight ahead position. On this type of steering there is the minimum back-lash in the straight-ahead oosttton, the back-lash increasing towards the full lock. Before dismantling the steering it is .irnportant to disconnect the horn and trafficator control wires and loosen the clip at the bcttom of the steering column. A snecial guide is necessary for re-assembly. In the "Big Seven" the mesh adjustment nuts are in a higher position.
For the
THE TANK
AS A TRACTOR.
AUSTIN "TWELVE" AND "FOURTEEN" STEERING BOX.

I, 3 and 4-Mesh Adjustment. 2-End Nuts. $-Cross Shaft Locknut. Cover
When 5,000 light tanks were offered for disposal at 25 one farmer bought two-one for spares. After finding that both had broken radiators-it took all day to prize the armour off after rigging a makeshift hoist under a tree-it then took three men to operate it. Ploughing necessitated gear work-giving 2t miles per' gallon, but the monster had to be cooled off every ten minutes.
I
August,
1946.
Essential
Bore and Stroke .. Spark Plug Gap Contact Breaker Gap Timing Marks Spark Timing Degrees Tappet Clearances (Hot)Intake Exhaust Piston ClearanceTop Bottom Piston Ring GapOil Compression Engine LubricationSummer Winter TransmissionSummer Winter Front.End Toe-in Brake Linings" .. .. ..
'. ~ Information .
1935 3 5/16 x
4
1936 3 5/16 x 4 .032
1937 3 1/2 x 3 3/4 .040
1938
3 1/2
1939
1948 3 1/2 x 3 3/4 as 1937.
3 3/4 All other
3 1/2 x 33/4 models
.032
.018-.024 all models On fly5 BTDC wheel au! all models
models ADJUSTING VALVES.

The clearance between the rocker arm and the valve stem tappet should be a minimum of .006 in. on the intake valves and a mini. mum of .013 in. on the exhau t valves. The adjustment should be made when the engine is HOT, so that the valve terns and push rods will be expanded to the limit. To adjust. 100 en the lock nut on the rocker arm adju ting screw and turn the screw slightly with a crew driver until the proper clear. ance is obtained: then tighten the lock nut SO that the adjustment will not come loose. Check the clearance after the lock nut I tig.htened. t.o make Sure that the adju truenr I correct.
.006-.008 all models .013-.015 all models
all models .015 .002-.003 all models .004-.014 all models .004-.014 all models
SAE 20W all models SAE lOW all models SAE 160 90 5/64-1/8 160 90 all models
I
160 90
90 90
90 90
90 90
22 5/8 x all models 1 3/4x3/16 9 x 6 1/4 x all models to 1940 1/8 Firing Order .. .. .. 1-5-3
14 12 6 2 -3 4 7 11
Clutch Facings
9 1/8 x 61/8 x .135
Follow this chart for tightening down cylinder bead bolts. Draw down evenly in this order. Brake Shoe Clearance: Adjust to slight drag and back off 4 notches. OIL PRES RE Nominal oil pressures for your Chevrolet should
10
8
2 4
13 15
read:
1935-36 12 pounds at 50 m.p.h, 1937-3913 pounds at 50 m.p.h. 1MO15 pounds at 43 m.p.h.
CLUTCH PEDAL ADJUSTMENT. On 1935-1937models adjust clutch pedal stop so that pedal shank is 1/2 in. from underside of floor boards. Adjust pedal screw until it bas 1 in. free travel before clutch begins to disengage. On 1938-40 models proceed as above to obtain 3/4 in. to 1 in. free pedal travel. Clutch free travel should be checked with fingers.
August, 1946.
THE
CITROEN
Success
lifts
FWD
Th~ front
wheel drive motor from .the chassis.
An Unconventional
Since 1934 the light cha is-less construction of the itroeu Front Wheel Drive car has stood the test of time. The placing of the gear box forward gives balance to the unit, which also has one of the best independent, suspension ~,terns devised for giving a constant wheel track - and parallel motion. Th is makes it ideal for cornering. The new 1946 models have been announced by the English subsidiary works, but these have mel' Iy to canyon from their advanced predecessors and thcy are still ahea in engineering achievem nt. The engine unit has the distinction of being demountable at a moment's notice and thus easily slides out of the "jaws" of the body and the front suspension cradle. Three models were made in the pas the 12, Light 15 and 15. Only the Light 15 is in current production, priced at 450 in England . . . which is 150 more than it cost ten year ag a typical indication of the trend. The latest itroen ORY is of 1911 cc. bore 78 mm, stroke 100 mm. The 4 cylinders are unique in that they are merely barrels placed in pairs in the block and dro entit'ely encased by water. Pressure lubrication, Solex down draft carburetion, A.C. fuel pump, Lucas 12v ignition. LockHeed hydraulic brakes, ewton shock absorbers, :\1' among the standardised equipment.
CIT
RO N
Chassis
Lu brication
Diagram
Every 1,500 miles the sump oil should be changed. A medium oil (for winter) is replenished through the filler in the overhead valve gear. An oiler for the lubrication of the clutch ball race is located on the top of the clutch bel housing. This needs a few drops of engine oil every 250 miles. Y: Engine oil filler. P: Water pump bush, each 250 m. V' Clutch thrust race, each 250 m. Fan spindle bear ing, each 500 m. J: Selector lever shaft; each 500 m. K: Drive shaft aliding ends, each 500 m. A: Upper link arm pins each 500 m, B: Upper 500 C: Lower 500 and bearings, each swiven link Ball joints, m. swivel link ball joints, m, Track rod ball joints, each 500 m, Fan pulley drive shaft bearing, each 500 m. M: Rear hub bearings, each 1000 m. X: Gear box and diff filler, each 1000 m, G: Steering gear, each 10,000 m. D: R:
each
August, 1946.
THE AUSTRALIAN MONTHLY MOTOR MANUAL
Great interest is always shown In the Chrysler Corporation's cars and as none of the chassis have yet reached these shores the following preview of the forthcoming DODGE will be welcomed. It will differ considerably from the '42 model. In looks, the elongated radiator has been shortened somewhat, the parking lights are no longer hidden in the grille. Two models will be produced for 1946one with and one without Fluid Drive which is a feature of the 119! in. wheelbase chassis.
Latest Dodge equipment has been moved from the en gine side of the dash and mounted accessibly. This is true of all Chrysler Corp. cars. ENGINE.-5ixcyllnder, Lhead type, Floating POWllf' mounted. Bore 31/4 In. (82.55 mm). Stroke 4-3/8 In. (111.1 mm). PistoQ displacement 217.8 cu. In. (3.57 lltres). Com pression Ratio 6.8:1. A.M.A. horsepower 25.35. Developed brake horsepower 95 at 3400 r.p.m. Rib.reinfo!'ced, eamground lightweight cast iron pistons with 4 pIston rings each. 'Four-bearing 'crankshaft with vibration .dampllf'. Precislontype, high-duty crankshaft and connecting rod bearings. Silent chain driven camshaft. Four camshaft bearings. ENGINE LUBRICATION.-Force-feed from geartype ell pump, through rifte-drllled cyllndllf' block passages te front end drive chain and to main, connecting rod an. camshaft bearings. Pressure spray to pistons, piston ,lfts, valve stems, cam and tappets. Timing chain drive Ilbrlcated by 011 stream from camshaft. Crankcase venti Iator and 011 filter. Crankcase capacity llve quarts. 011 ,...sIre Dauge on Instrument panel.
(Continued on page 12)
Chief changes of mechanical interest in the Dodge range-and they apply to most of the Chrysler prcducts-s-may be summarised as follows: The front brakes now have individual cylinders and pistons located at opposite sides of the drums. Showing how one thing leads to another in engineering, the steering knuckle arms are also new, to match the more powerful braking system. The new brakes require less pedal pressure. Water pumps are assembled to the engines by cap screw instead of studs, permitting easy removal of the pump without disturbing the radiator core. Valve spring covers also have cap screws instead of studs, making them easier to instal and increasing freedom from leaks. A high capacity rotor type .oil pump replaces the gear pump. thus providing more uniform oil pressure at lower engine speeds. A new design intake manifold will be installed on later production. After experience during the war, the oil filter is of a type containing a replacable paper radial element, said to produce more effective filtration. To provide a more direct connection with less play, the throttle linkage is simplified, has fewer moving parts. The accelerator pedal hinge also has been improved. Front suspension <1etails have been changed to increase service life. The lower control arm bushing is more securely retained to prevent loosening and seals have been redesigned to keen out dirt and water. The sway bar is of simpler construction, with fewer parts, eliminating attaching links. Universal joints have been given longer life by the use of self-aligning needle bearing cross for the front joint instead of the former ball and trunnion type. Easier action of the gear shift is promised by a redesigned return spring for the remot econtrol gear shift rod. The speedometer has been improved to enable the owner to lubricate it. by the introduction of an accessible oU cup.
August, 1946.
Improvements have mounted up during Ford's. war era ..
ORD is celebrating its 21 years assembling in Australia with a new V8, 10 and 8 h.p. More improvements than seen in anyone model year since it was introduced back in 1932 is promised in the new V8.
v-a
Improvements
Wheelbase has been increased to 114 in. with appropriately bigger bodies. In comparison with the 1940 sedan, the V8 has an extra 6 in. across the front compartment, 41 in. across the rear. There is more headroom too, yet the car looks and is lower to the ground. The bolder styling treatment which begins with massive front bumper and full width three bar grille, gives a sense of greater overall body length and breadth. Fender and hood moulding' strips heighten this impression.
Carburetlon has been balanced with a view to even greater economy. Alrfuel ratio Is stabilised under all operating con ditlons, four rln, aluminium alloy pistons and rear main bearing oil 38al are other economy features. Longer engine /lfe is promised by such provisions as replaceable cartridge type 011fllter, new larger capacity oiling system. New crankcase ventilating system uses manifold vaculm and has special valve which meters eenstant and correct flow of air. Air lIseti Is drawn through an 011 oleaner on the breather pipe.
THE EW V8 has 1nany features to asstwe smoothest riding comfort. The cm' itself being iong r and lower has bette,' balance on the road. Springbase is 125 in. Springs are thinner, and more lep,ves are used. Shock absorbers are new. A track bar at front and rear of chassis preseruee perfect alignment between axle and frame. A t01'sion bar stabiliser at the front keeps the car on an ev n ke l.
Nearly four square feet has been added to the total safety glass area. Rear window is of one piece curved glass, door windows are wider, windscreen squarer, wider and deeper, there is little, if any, blind spot for the driver. Hydraulic brakes on the new Ford V-8 are self centreing, with slotted shoes. This means that the brake pressure applies evenly over the entire brake drum surface, giving smoother, quicker stops, and helping to prevent lining wear.
Crankcase has built-in traps to catch sediment in the oil. Ignition wiring is covered with neoprene which is oil and heat resistant. Distributor is "sealed-dry," preventing moisture formation and hand starting. Such improvements are all in addition to the many Ford features tried and proved to the public's liking on previous models. The price is not yet available.
August, 1946.
THE AUSTRALIAN
MONTHLY
MOTOR MANUAL.
11
*
AND A TRUNK ON THE
PREFECT
~t of the new cars released by Ford Australia is Prefect 10 H.P., product of Ford-Dagenham, England.
1in;'.!S and provide
The new lugga.fe boot blends with the body space tha.t is unusuaUy generous for cars of the 10 H.P. class.
APPOI TMENTS.
ENG INE: Four cylinder bore 2.5 In. Stroke 3.64 In. R.A.C. rating 10 H.P. Three bearing statically and dy namlcally balanced crankshaft. Aluminium alloy pistons. Full pressure lubrication. Battery and coli Ignition. Auto matic advance and retar.d. Downdraft carburetter Incorp. orating easy starting device. TRANSMISSION.
INTERIOR
Front seat back is divided, each section can tin forward independently of the other. Front seats are on tubular steel frames. This gives extra rootroom for rear seat passengers. Prefect is particularly well appointed. Passengers have individual ash trays, there is a parcels shelf beneath the instrument panel and in the rear compartment. Treatment of the upholstery gives evidence of care and attention given to details. Trim design for seats gives passengers that needed extra support behind the knees.
DETAILS IN 10 H.P. ENGINE.
Dry single-plate clutch, spring cushioned. 3 forward speeds. Helically cut constant mesh gears, synchro mesh top and intermediate.
REAR AXLE.
Ratio 5.5 to 1. Three quarter floating with radius rod and torque tube drive~piral bevel drive pinion and gear-Roller bearings. fitted throughout.
CHASSIS FRAME.
Double drop type three sturdy cross members. Radius rods front and rear.
SHOCK ABSORBERS.
Double acting hydraulies

BRAKES.
on all four wheels.
During the war the Prefect 10 H.P. engine was widely chosen for use in fire pumps hoists marine units, generating sets. A numbe~ of de~ tail improvements have been made arising from the experiences of the past six years. Easier starting has been aimed at by improvements in the electrical system. Moisture-resisting spark plua caps are fitted. Dynamo has been increased in size and constant voltage control standardised.
10 in. in diameter drums all round. Internal expanding. fully automatically compensated. Hand brake on rear wheels, trigger type handbrake lever mounted beneath dash.
WHEELBASE. 7 ft. 10 in.
- . ::-. ,.,.....~------
12
August, 1946.
This new feature of Motor Manual will begin with the practical use of tools as applied to automotive engineering. As a consequence this page begins with the elementarlJ handling of tools as
nothing is tnot'e odious to the skilled mechaftic than finding ~urred nuts, stripped threads, aM a fine engine genet'ally bashed by til, improper use ~took
Elementary Engineering
Socket, box-end, and open-end wrenches are classified according to the measurement of the opening of the wrench which goes over the nut. For instance, a 5/8 in. socket wrench means that the opening of the socket wrench measures 5/8 in. or the nut to be tightened nieasures 5/8 in. across the top. This may: be somewhat confusing to the beginner if in selecting a 5/8 in. wrench he believes it will fit a nut on a 5/8 in. bolt. This is wrong, because if the beginner did select a 5/8 in. wrench it would fit the nut on a 3/8 in. bolt, provided it is a standard bolt. Crescent, pipe, and monkey wrenches are classified according to size by the approximate overall length of the wrench. The size is given in inches, regardless of whether the wrench measures slightly over or under the inch. Theretore a type measuring 8-1/4 in. overall would be called an 8 in. wrench.
C6
CRI::SCENT
~
wRENCH
MONKEY
WRENCH
e a::
====::
J"
STILLSON PIPE
50CKET
SPANNERS
~-------'---~~~
BOX 5PANNEIt
PoUBLE ~
HEAD 'S' SPANN
R.
R OPE.N END SPANNe.R
~" i
~j .
.'
~::::::::~
~~:N
=.
DODGE DETAILS- (Continued

FUEL SYSTEM.-Plaintube downdraft carburetter wltll Idle adjustment and adjustable ac'celeratlng pump. Automatic manifold heat control. Manual choke control. 011 bath air c_ner and silencer. Mechanical diaphragm fael pump driven from camshaft. Electric fuel gauge on Instrument panel. COOLING SYSTEM.-Centrlfugal water pump. Dired lonal circulation, uniform to all cylinders and valve assemblies. FIIIIlength water jackets. Restriction type thermostat. CLUTCH AND TRANSMISSION.-Dry, slngleplate 9-1/4 In. diameter clutch with cushion centre. Asbestos taeIngs woven and compressed. Ball-thrust release bearing with hlbrlcants sealed in. Oillte pilot bearing. Trunniontype shifting mechanism. Forced ventilation. AIISllent AutoMesh transmission with helical gears of carburlzed Amola steel. Blockertype synchronizer. Seven antl-trletlon bearings. REAR AXLE.-Seml.f1oatlng Hypoid rear axle. Pressed steel, banjo-type housing. Hypold gears and axle shafts of Amola steel. Tapered roller bearings. Standard ratio 3.9:1. Hotchkiss drive through springs. SUSPENSION.-Independent front wheel springing with coli springs of Amola steel. Grooven, 7leaf, soft utln" SemIElllptlc rear springs, length 53-5/8 In. width
fro~ page 9)
1-3/4 In. No. 2 and No. 3 leaves tapered ends. R.bber cored bushings at front. Rubber cushioned shackles at rear. Metal spring covers. Alrplan&-type shock absorbers front and rear. Individual steering ti&-rods hinged t. eliminate road shock. Steering gear ratio 18.2:I. Front end sway eliminator. CHASSIS FRAME.-Improved, superrlgld, double channel frame. ELECTRICAL SYSTEM.-6-volt ignition. Fully aato matlc spark advance, speed and vacuum control. Shant type generator with voltage and current control. Genera tor ventilated by centrifugal fan. Pedal operated positive starter. Special high tension coli. I5-Plate battery, eapacity 95 ampere hours, located under hood In left fender shield. Headlights sealed-beam type with foot control. Dual air borns. Horn button on steering wheel. Dual tallights. Stop light. BRAKES.-Hydraullc, 4-wheel internal expanding. StePped brake cylinders.1 Stell I backed, cast iron surface brake drums. Drum diameter 10 In. Molded asbestos brake lining 2 In. wide. Separate, external contracting hand IIftke for parking, mounted at rear of transmission. WHEELS AND TYRES.-Demountable steel dbt wheels with Safeguard rims. 16 x 6.00, 4 ply, A. I tyres.
"
I
August, 1946.
THE AUSTRALIAN MONTHLY MOTQR MANUAL.
A few hundred JEEPS will be declared surplus after all, though police will not permit them to be driven on the road because of their ban on left hand drives. Their price is causing some comment from readers who ay they are elling second hand, well over their original price .
The current petrol cration ,,' 7 Gals,

8 11
Extensive expansion of the Ford plant at Geelong is under way to make way for the Australian The new sedan is expected to sell at a little than 400. models. more
is:-
H.P.
Group
New Ration
2A
2B 2C & D
.
'"
2E
.-T
12
15 16 , 7 8 8
:\.,
!lI
.. *
2F 2G .. 2Y " 2Z .. 2Z0
The COntroller of Rubber has said that there will be a shortage of tyres until the end of the year, New vehicles arriving had to be shod. There are 360,000 private cars and cycles which have had no tyre priority since 1941.
More rumours from Ford's American factory: The research section is workln. on a model as radical as the lIrst V-8, The car is due In a year or two and may be an hydraulically driven design, which will eliminate the conventional transmls sion, axle shafts and differential.
Complete re-tooling of the new General Motors Australian Four is not expected to be completed until next year, New buildings are not likely to be ready in time so that it looks like a year before it will be available,
,.,
JUST SPONGE SURFACE AND FLUSH WITH HOSE-NO CHAMOISING REQUIRED -LEAVES NO STREAKS OR SPOTS, A concentrated cleaning agent containing no soap, acids, or harmful alkalies,
The B,'itish Government 'has asked th enti1'e British Motor Industry to eXp01't HALF of its ca1' production, o wonder a British freighter arrived in Melbounte last montb: with 400 ("hassis aboard-Austin, Morris and Hillman, Police are sea1'ching for conjiden men who ar t1'icking car buyer . Theil apnear in the oar or truck thell wish to sell 01' phone f01' an (1)pointment beforelumd. Already tMII have sold their vehicle everal tim.e for 30O-but always drive off in it again!
ECONOMI
CAL!
Only 2 ozs, required to a bucket of watersufficient for one' car, OBTAINABLE FROM YOUR USUAL AUTOMOTIVE SUPPLIER,
,.,
,.,
,.,
Car registrations which were reduced duringfthe war are expected to rise again soon and car insurance-now 40 per cent, below pre-war rates-are likely to keep un with the rising costs of motoring'
If
THE AUSTRALIANMONTHLYMOTOR MANUAL
August, 1946.
----~'
CI1~ 2011110/ Sf f{/K.
the trade didn't feel like dickering with the works at week-ends-and I didn't have to. It never needed a spanner on it all the years I had it-except that I had to fit a new universal. Apropos to same I may have had trouble fossicking a spare fabric joint, but one off a Baby Austin filled the bill economically too. I wish I had it to-day; 40 miles per gallon without a rebore at 40,000was its effort around the hills of Lane Cove where I lived at the time. The editor gave some details of the new Singer Ten Actually there are no American cars in the city in issue No. 1. If my choice were to lay between the three showroonUJ yet, so I had better play fair and Eights-sTANDARD, AUSTIN or MORR~I confi:ne my rumblings to the few new British would probably scratch my head and have to breeds now the C1J1WSttre of all eyes. pull out some splinters. Firstly, let's sort out The new VAUXHALL Wyvern Caleche-a their differences mechanically. The Standard's chief assets are its independent front wheel fancier nom-de-plume for the 10 h.p. tourerbas come to Ught not much different from its springing, longer stroke, safety glass side curold family tree. The radiator grilles now run tains. The Morris 8 has Lockheed hydrauUc horizontally like its big brothers. This little brakes. The Austin is a sturdy bus for its size; the chassis and floor Is one complete bus is in competition with the Morris and Austin welded unit. I was told it costs about 12 more 88, and of course the Standards. I enjoy than the Standard and this has evidently been speculating which one of these four I would put into the flnish. The lightest lightweights, decide upon if my priority came good. The I think, are the FORDS. Both the 8 and the 10 . OB.V. motor has a lot in its favour, giving a are spritely for their size-and they cost less too. greater output, theoretically, anyway, than the Maybe I'll leave the selection to the wife after side valve, and apart from the Singer 9, is the all! only representative of this type in the lower * * * priced field. 40 m. p. g. is' promised from its Zenith 6 phase carburetion. Somehow or other the VAUXHALL gives me the impression of being a lighter car than the Austin or Morris, though it has more . horses. Of course it will cost more - the English price is about 50 more than those popular 8s, but it will run out less.than the Singer 9. SINGERS are wonder cars as far as I am concerned. I had one for years and being in "Don't leave it there-s-Someone is apt to fall over it." FRE are two schools of thought in this country about the ideal preference for a private car-the big American job or the smaller English car, and the odds are now about 50/50 of average car sales. It could possibly revolve into an argument of economy-but let's overlook this bogey for a while as car prices are so unsettled these days-even the agents have to get the Prices Commissioner'sveto before a price tag can be put on any new model.
August, 1946.
15
FIFTEEN YEARS AGO there were two kinds of cars -the luxury sixes and the economical fours. One could see the difference in price, as well as looks. But public demand wanted luxury refinements so all the cars were lifted out of the utility class to the luxury models, and they all looked somewhat alike. Now, however, many makers are finding production costs outstripping the popular market price. Eventually we shall see again less luxurious fittings and 1 OVERSEAS TRENDS a return to less c linders-such as General Motor s new AustVVILL OPERATE HERE ralian car which will be a "Four." While awaiting local prices for the new cars, we may romance with the current ruling prices overseas, as apCOACHWORK P 50 PER CE T. proved by the U.S. Prices Administration. However, since these prices were announced there has been a 15 per cent. The biggest reason for today's wage increase and costs otherwise have risen. Prices are higher prices is the price of also at factory, for sedans sedan bodies .. In the U.S.A. today the body can cost as much Chrysler Saratoga 1529 Dol. Dodg.e Custom 1136 Dol. as the complete chassis! The Hudson 51 series 1270 Dol. Lincoln coupe 3394 Dol. local duty on imported bodies De oto 1236 Dol. ricochets this price further so Plymouth 1013 Dol. the pressing need now is cheaper Australian bodies, and no Sales Tax, if we are to approach the 250 car we had in 1929.
The Problem
of Price
--
*
E GLISH
*
CO "PARI
*
ONS.
The following price list has been published in England and does not include tax. All are for saloons.
liard .. .. .. . !>25 Armstrong idderlej 775 Alvis 14 h.p. 69 Austin h.p. 4 c..1. 255 Austin 10 h.p, 4 evl. .. .. 310 ustin 12 h.p. 4 .) I. .. '415 Austin 16 h.p. 4 cvl. .. .. 445 B ntley 41/4 [itr 30 h.p. 6 cyl. itro n Light Fifl en .. .. 44 Daimler 2-1/2 lilr 1 .02 h.p, 6 evl. .. .. .. 925 Ford Anglin h.p, 4 cyl. .. 229 Ford Pref t 10 h.p, 4 cvl. .. 275 Hillman Iinx 10 h.p. 4 yl, 310 Uumber Hawk 14 h.p, 535 Humber nip 1 h.p. .. 675 Humber ut I' nip 27 h.p. 6 (')'1. .. .. .... 695 number Pullman 27 h.p. 6 cyl. .. .. . 1250 ,Jaguar 11/2 litre 14 h.". 4 eyl. .. .. .. .. .... 535 Jaguar 2-1/2 litr 20 h.p. 6 eyl, .. .. .. .. .. .. 695 Jaguar 31/2 Iitre 2,j h.p. 6 cyl. .. .. .. .. .. . .. 775 La.nchcster 10 h.p, 4 eyl. .. 525 Lea-Francis 14 h.p. 4 ~'1. .. 750 M.G. {idg t T 10 h.". 4 eyl. Two ealel'.. .. .. 37,j
The new Wolseleys travelled first class from England. This cost 87 each. Then there was 100 duty and another 90 Sales Tax ... nearly 300 without registration and Insurance-s-tand I stlll haven't got the car ... so how can I augment my income tax and pay that l1~d. gallon petrol tax? -Ed.). The new 18 h.p. Wolseley is one of England's quality cars with many refinements. Australian price is 895, plus tax.
Morgan 10 h.p, 4 cyl.
Two
eater
::I[orris 10 h.p. 4 cyl, .. . . Riley 1-1/2 litre 12 h.p. 4 evl. .. .. .. .. .... 555 Rolls-Roy e ilver \\'railh 29.4 h.p. .. .. .. .. .. .. 3100 Rover Ten 4 eyl. . . .. . . 460 Rov I' Twelve 4 crt. .. .. .. 505 Rov I' Fourteen 6 cyl. .. .. 580 ing I' uper Ten 4 eyl. .. 397 tnndard h.p. 4cyl. .. .. 245
tandard 12 h.p. 4 C)'!. .. .. uubeam-Talbot 10 h.p. 4 eyl , .. .. .. .. .. .. Triumph 1 14 h.p, 4 cyl. Yauxhall 10 h.p, 4 cyl. auxhall 12 h.p. 4 eyl, .. .. Vauxhall 14 h.p. 6 eyl. .. Wolseley h.p. 4 eyl, .. \\"01 eley 10 h.p. 4 .\'1. .. Wolselev 12 h.p. 4 cyl, \\'01. el r 1460 h.p. 6 cvl. "'olseley 1 -85 11.Il. 6 eyl.
395 485
650 290
290 375
325
370 44."
480
-
:.
August, 1946.
18
EXPERT ADVICE ON CAR INSURANCE. In this, the second and final article, the Editor covers some 11tOre itnpo-rtant questions and answers in his int rview tvith the lIwnager 01 a uiell-kmoum.Insurance Company. This article covers the '1ItOstim]Jortant points a 1/tOtorist should remembe1' when an accident happ ns.
YOUR RESPONSIBILITIES CONCERNING
Car Insurance
* *
MOTORI G TERMS ILL STRATED "Alter bing too tight, there was too much play on a corner" . . . . From a fitt. r',~ 1'eport. Offers of compensation settlements should not be made without the authority of the company. In case of fire or accident, it is well to remember that the salvage of the car is at the motorist's risk; it is necessar for him to protect his property. If my car is a complete wreck, will l,fet the full value of my policy? Yes; unless the amount insured is in excess of the real value of the car. If, after giving a hiker a lift. I have an accident and he or she is injured, where do I stand? The Compulsory Third Party Insurance would care for any negligence on your behalf and also the expenses of defending any legal action which the hiker may undertake against you. It a thief steals the tyre , do I get a new set? No; unless they are a practically new set, The usual method of settling is on the estimated value of the life left in each tYre. This is ascertained by arriving at the mileage still left as a!;:ainst the estimated total mileage the tyre should give. If I smash the front gates of my home when backing out the car, can I claim for the cost of repairtnz them? This would depend largely on the ownership of the dwelling. A comprehensive policy does not compensate the Insured for dama e to his own gates, but if negligence can be proved in the case of a rented property, the policy would indemnify the car owner for any claim sustained against him . GENERAL PROCEDURE Many car owners' do not read their insurance policies, with the result that when accidents occur there is failure in many instances to obtain particulars of the' kind required by the Insuring company. I On reporting an accident to the company, the owner is met with inquiries regarding the question of negligence, the number of the other car (if any) involved, whether the police were informed, the names and addresses of witnesses, etc, Unfortunately, the replies are often of no value; the motorist usually remarks that he forgot all about the necessity of taking particulars. ' Lack of such information is a disadvantage where it is desirable to proceed against any other' parjy who may be liable. Motor car owners should not merely rely on the protection given by their insurance policies, but take such action as would be deemed necessary if they were not insured, If you collide with another motor, take the name and address of the other driver, as well as the number of the car, and the number of any policeman who attends at the scene of the accident. It is essential that the names and addresses of all witnesses be obtained immediately, and if any person injured in the accident is taken to a hospital, the motorist should attend there, and ascertain the extent of the injuries before leaving. It is necessary to report the facts to the insurance company at once. If you are away from home. notify the company either by telegram or telephone, and make an absolutely full disclosure of the facts, even though some of, them should appear unfavourable to you.
August, 1946.

ACCESS TO BRAKE-SHOES.
17
The'Brakes
How they work:
These are .self-equalising hydraulic, actuated by a master cylinder operated from the brake pedal. Pressure is equally distributed to each individual wheel brake. The wheel brake cylinders are each equipped with two opposed pistons with cup washers and push rods for connection to brake shoes. Depression of the brake pedal forces fluid between these opposed pistons, thus applying the brakes.
Jack the wheel and remove it from the hub. This will reveal two large countersunk screws spaced between the six wheel studs. Withdrawal of these two screws will permit the brake-drum to be drawn off quite easily. Removal of the brake-drum reveals the entire brake-shoe assembly, and the brake-shoes can now be detached for cleaning in the following way: In the case of the front shoes unhook the brake return springs from their anchorage to the brake-shoes. A piece of stout string or wire passed through the spring eye will greatly facilitate this. Remove also the split pins and washers from the guide pins passing through the brake-shoe webs. The shoes are released from the pivot pin by removing the circlip retaining the shoes on the pivot pin. This will allow the shoes to come away .
. Servicing the 8/40

Servicing is quite simpl. The sU'pply tank filler cap (on the master cylind r) should be ?'emoved every 1,000 mil s anet lev l of fluid checked. Tank should be always a/;out three-quarters full and never less than half When filling be certain to use con' ct fluid. No equalisation adjustment is required, since the pressure applied to the shoes will always be precisely equal. However, the presence of oil, grease, or similar foreign matter on the braking surfaces will seriously affect one or all of the brakes. In such cases it is necessary thoroughly to clean the brake lining with petrol, and slightly roughen Its surface With a file . . The only adjustment required is for the wear of the brake-shoe linings, and the frequency for such adjustment is, of course, dependent upon the character of the service to which the brakes have been submitted. During the nrst 500 miles after relining, however, the maximum braking power may not be available, and adjustments may have to be carried out by the owner in order to take up the natural surface wear inevitable with new brake. linings, When the linings have worn so far that the brake pedal is in danger of coming into contact with the floorboards, it is necessary to bring the brake-shoes in closer relation to the brakedrums. It is advisable to have at least It in. clearance between the head of the pedal and the floorboard when the brake is fUlly applied. Adjustment is effected by jacking each wheel in turn, spinning the wheel and partly rotating the hexagon adjustment bolts which are to be found on either side of the wheel cylinder until the brake-shoes just come into contact with the drums, then slackening back this adjustment until the wheel just rotates freely and without drag.
BRAKE LI I G .
Brakes
Here are hown the brake adjusting bolts on '37 to '40 model, which, when rotated away from the centre of the wheel, as indicated by the arrows, bring' the she;" closer to the drum, and , hen rotated in the opposite direction bring the shoes farther from the drum. In the case of the rear shoes the brake return spring remains in position, and the shoes are released by removi'ng the split pins and washers from the guide pins and releasing the pivot pin circlip. It is then a fairly simple matter to withdraw the shoes and then unhook the operating cable from the expanding lever. Do not interfere with the wheel brake cylinders unless they are found to be leaking, and obviously need attention, and do not operate the brake pedal while the drums are removed, or the wheel cylinder pistons may be forced out of their cylinders.
BLEEDI G THE Y TEM
It is of Importance l.hat the brake ltnings of all brakes be of the same kind, or equalisation of the braking will not be achieved.
The process of. bleeding is necessar only when a portion of the system has been disconnected,
(Continued on page 40)
18
August, ID46.
The First.Merry Olds
In 1887, R. E. Olds produced a three-wheeled steam vehicle and operated this in the streets of America and, in 1891, he produced another steam carriage and sold this in India-the first recorded sale of an American road vehicle. The first recorded American petrol vehicle was built by Frank and Charles Duryea at Springfield, Mass., in 1891, and was successfully used in Sept. 1892. It weighed 700 lbs., of which weight the engine took 120 lbs. Olds, in 1895 changed over to petrol from steam, and produced the still fam,ous curved dash model which was steered with a tiller. This was also the first American car to be produced in any quantity. In the same year, Henry Ford is said to have commenced with his first fourwheeler, driven by a twin cylinder petrol engine. America's total car output for this year was 300 vehicles. The opening years of the present century saw a spurt in the development of the American car. In 1900, the Columbia was turned out as the first car with a front-mounted engine. In 1902, the Cadillac was produced, David D. Buick adapted his marine engine to the car, and chrome, nickel and tungsten steel were introduced as new materials. 1903 saw the formation of the Buick and Ford Motor Companies and Packard took up its new quarters at Detroit. Cadillac produced 1,895 vehicles this year, and Oldsmobile produced 4,000. In 1904, Oldsmobile's figures were 5,508, and in 1905 Buick produced 750 cars. 1905 also saw the production of the Cadillac Thirty, which ran to 68,000 vehicles in several years. In 1910 the majority of motor-cars were of the open or touring type, the saloon car, now so popular, being still a thing of the future. There were, however, many rather weird-lookIng enclosed cars, but in the design of almost all these the builders had apparently been unable to divorce their idea of a motor-car from that of a hansom cab. In spite of this initial drawback, it must be agreed that, mechanically speaking the cars were of a high order considering the limitations of the period. A letter dated 1910 in the possession of the Humber company, for instance, from the owner of one of their 16-h.p. 'cars, states that it had then run 51,000 miles with only hold-ups.
CHAPTER
these being listed as "extras," and oosting as much as 50 on top .ot the price of the car. One famous model could be. fitted as an extreme refinement with "rounded corners," for a sum of 25 extra!
The 2 eyl. SINGER a pride of the road in 1904
..ookil29 -::Ifhad . . .
Car production increased steadily until 1921, when the introduction of the electric self-starter made itself felt in a greatly increased interest in the motor car from the public. Since then the yearly increase in car sales and production has steadily been maintained, except for the unavoidable lag since America entered the war ni December 1941. During these five years, however, developments have been such that, whether wisely or not, great things are expected from the manufacturers when they have had sufficient time to retool their factories and settle down to the steady production of modernised vehicles. In other directions, the motoring publJc (and would-be motoring public - when they can secure a car) is awaiting startling developments which seem not entirely impossible. "Will it be found feasible to adopt jet propulsion to road vehicles?" and "Can nuclear fission, or atomic energy, be harnessed for vehicular use?" are only two of the questions being asked. Others of equal interest concern the possiblllty of Radar being used as a safety fitting for driving in storms. and fogs, and of the adaption of selflubricated bearings and graphite impregnated metal for the simplification of chassis maintenance and elimination of the most frequently found "squeaks and groans." "Looking back at the Britisl: Cars" will be featured in this juurnal at a later date.
The equipment of these early cars was meagre in the extreme. When sold, the car would be dllvered minus windscreen, lamps, horn, spare wheel, and shock absorbers, without any untoward comment on the part of the buyer, all
August, 1948.
THE AUSTRALIANMONTHLYMOTOR MANUAL.
19
MOTOR
BUICK
MA
U AL'S
OLDSMOBILE
se.,
N.S.W.-W. H. Lober & Co. Ltd., 80-92 McElhone st., Wooloomooloo,Sydney. VIC,-Rhodes Motor Co., 401 Elizabeth St., Melbourne, C.1. Q'LAND.-E. G. Eager & Son Ltd., Breakfast Creek Rd., Newstead, Brisbane. S.A.-City Motors Pty. Ltd., 120 Flinders St., Adelaide. W.A.-Attwood Motors Stirling St., Perth. (934) Ltd., 22-32
Directory of Car Agencie

N.s.W.-Boyded Pty. Ltd., 109-119 Phillip St., Sydney. VIC.-Preston Motors Pty. Ltd., Russel Melbourne, C.1.
Q'LAND.-E. G. Eager & Son Ltd., Breakfast Creek Rd., Newstead, Brisbane. S.A.-City Motors Pty. Ltd., 120 Flinders St., Adelaide. W.A.-Sydney Atkinson Motors Pty Ltd., Temple Court, Perth. TAS.-Robert Nettlefold Pty. Ltd., 115 Macquarie st., Hobart.
TAS.~Robert Nettlefold Pty. Ltd., 11.5 Macquarie st., Hobart.
CHEVROLET,
N.s.W.-Stack & Co. Pty. Ltd., 105 York Sydney.
PONTIAC
se.,
N.S.W.-Stack & Co. Pty. Ltd., 105 York St., Sydney. VIC.-Southern Motors Pty. Ltd., 131 Lonsdale St., Melbourne, C.1. Q'LAND.-E. G. Eager & Son Ltd., Breakfast Creek Rd., Newstead, Brisbane. S.A.-United Motors Ltd., 252 Pirie se., Adelaide. W.A.-Sydney Atkinson Ltd., Temple Court, Perth. TAS.-Motors Pty. Ltd., 165 Brisbane se., Launceston.
VIC.-Preston Motors Pty Ltd., Russell st., Melbourne, C.1. Q'LAND.-E. G. Eager & Son Ltd., Breakfast Creek Rd., Newstead, Brisbane. S.A.-City Motors Pty. Ltd., 120 Flinders St., Adelaide. W.A.-Sydney Atkinson Pty Ltd., Temple Court, Perth. TAS.-Motors Pty. Ltd., 165 Brisbane se., Launceston.
CADILLAC. LA SALLE.
N.S.W.-W. H. Lober & Co. Ltd., 80-92 McElhone St., Wooloomooloo, Sydney VIC.-Rhodes Motor Co., 401 Elizabeth se., Melbourne, C.1. Q'LAND.-E. G. Eager & Son Ltd., Breakfast Creek Rd., Newstead, Brisbane. S.A.-City Motor Pty. Ltd., 120 Flinders St., Adelaide. W.A.r-Sydney Atkinson Motors Pty. Ltd., Temple Court, Perth. TAS.-Robert Nettlefold Pty. Ltd., 115 Macquarie St., Hobart.
VAUXHALL
N.S.W.-Boyded Pty. Ltd., 109 Phillip St., Sydney. VIC.-S. A. Cheney Pty. Ltd., 22 Flinders St., Melbourne, C.1. Q'LAND.-E. G. Eager & Son Ltd., Breakfast Creek Rd., Newstead, Brisban",. S.A.-United Motors Pty. Ltd., 252 Pirie St., Adelaide. W.A.-Attwood Motors (1934) Ltd., 22 Stirling St., Perth. TA8.-Robert Nettlefold Pty. Ltd., 115 Macquarie St., Hobart.
SPARE PARTS FOR THE ABOVE MENTIONED CARS CAN BE OBTAINED FROM THESE AGENTS. OWING TO NUMEROUSENQUIRIES THIS PARrS DIRECTORY WILL BECOME A MONTHLYFEATURE IN "MOTOR MANUAL." WATCH FOR YOUR CARl
,
THE AUSTRALIAN MONTHLY MOTOR MANUAL. August, 1~. August, 194
enlarqe
. .~t'1e)
....
NAROOMA, 236. miles from Sydney, and 130 miles from the Victorian Border is a modern township on a famous fishing ground. This photo shows the entrance about a mile from the township. Population 600l.
*
Ski
Mountain scenery at its best can be got at Glenbrook-if you wander of! the beaten track to the railway tation then turn left and cross the way bridge and the car. There merry half mile through a rocky dele to the Causeway. ere boulders strewn acros the creek bed will enable you to rock-hop across and you'll find pools for good summer swimCAR. mingo Glorious I mountain panoramas '!IQ~'waC/t. and deep ravines are "jlunne waiting to fill your thoughts at this Blue Mountain gem within 50 miles of Sydney.
South Austral"
ezvous
With more petrol available the tourist will be able to dally around the more pleaslirabl'e approaches to Victor Harbor. Of such interes wUl be Yankalilla and its old world atmosphere n tUng on the southern slopes of the Mount Lofty ranges. It is rural here. But for variety to see e of the grandest seascapes a trip of 3 miles furt r wUl land you at Normanville with its jetties and beaches. Take a fishing line, too!
Spot
Run
at
Mount
Donna Buang
Heal about winter 17 mil Hal ville.
nre to be so n here from
August
1~.
August, 1946.
THE AUSTItALIAN MONTHLY MOTOR MANUAL.
21
enlarges: = your
g:J.ancnama.
~r .. ' ,''''
~~ ~
~"...~
, CAUSEWAY
Mountain scenery at its best can be got at Glenbrook-if you wander ofT the beaten track to the railway station then turn left and cross the way bridge and the car. There merry half mile through a rocky defile to the Causeway. ere boulders strewn across the creek bed will enable you to rock-hop across and you'll find pools for good summer swimming. G lor i 0 u s mountain panoramas and deep ravines are waiting to fill your thoughts at this Blue Mountain gem within 50 miles of Sydney.
* Victorian
Vista from Mount Worth

11 miles south .of Warragul, on the Grand Ridge Road will be found Seaview. This road is followed east for about 3 miles and the road along the Strzlecki Range to Mount Worth lookout followed for about a mile. Here, from the cutting one may take in a long-range view of the Latrobe Rfver Valley. Far below can be traced Princes Highway linking up Warragul, Darnum, Yarragon, Trafalgar and Moe, while Yallourn is also in the picture. The horizon is landmarked by Mount Baw Baw.
th Austral"
ezvous
more petrol available the tourist will be able , around the more pleasurable approaches to Harbor. Of such interes will be Yankalllla old world atmosphere n lng on the southpes of the Mount Lofty anges. It is rural But fo~ variety ~ see e of the grandest e a trip of 3 miles furt r will land you at anvllle s jetties beaches. , fishing
)!
In Queensland
SOOn we will be able to skip into Maryborough from Brisbane, 168 miles, on our touring excursions to go to Pialba and those other beaches about 25 miles out of town. Along the Hervey Bay you will. hear tall tales of big fish and fishy tales of tall trees!
,.' ~
22
August, 1946.
More Petrol and the

~ 0 U 'l-itlfj ~al,On
[1,
on
Places off th beaten tmck will be visited during a 10,000 miles tom' of outback w outh Wal s and Queensland by Mr. Frank Courtis, Ct Melbotwn journalist. H is checking over final details of his rOttte with h II of iicere M,'. R. H. Mm'phy (centre), and Mr. R. G. Cmttend n (f'ight) before setting ofl on the long trilJ. Mr. Cmttenden is to write monthly tours for "Motor Manual."
THE EW
AMERICAN TREND
William Stout, maker of revolutionary automobiles has now produced a costly car of flbreglass plastic, claimed to be stronger than steel but costing $10,000. The bumpers wrap right along the sides. Electric push buttons open the doors. The rear end houses a Mercury V-8 motor and seating is of movable stainless steel individual chairs so that the front chair may be about-turned for friendly confab with those in the rear seats. The car has no chassis. the floor being of sufficient strength. A roomier body ensures from the engine being at the rear. One advantage of the plastic body is that it eliminates painting. However we do not know how this model would fare if embroiled in a serious accident-and new bodies are bound to be costly. The frontal design reflects a sanity in simplicity which looks like being a forerunner of things to come. Do you like it?
August, 1946.
23
In this preview the principle improvements for 1946 are briefly highlighted. The overall newness of the Olds "Ace" is evident, and that the car is longer, lower, and wider is at once apparent.
belongs to this
new age . . .'.
1946 Oldsmobile engines, designed specially to team up with the new aluminium pistons. Another improvement is the Durex "100" heavy-duty main and connecting rod bearing. Durex is the result 0 fwar development. On top of the cylinder head the water outlet is longer and is not tapered, so tliat vibration will not loosen the hose and cause leakage. The 1946 engines haye new synthetic rubber rountings that are coated with a material which will not be affected by oil. For this reason they are superior to natural rubber. A new higher rating thermostat in the n:anifold is provided to step up the heat. With a hotter manifold, better performance is assured from the low octane petrol that is, in prospect for some time to come.
BODY DE IG New body styling includes many interesting features. The radiator grill is strikingly new, tying in with the design of the entire car. The front bumper is of the "wrap round" type and protects the fenders as well as the grill. The new parking lights are set into the bumper guards. Their lenses are of lucite, which flying stones will not break. I TERIOR. The instrument panel is a solid one-piece die casting which makes it rattle proof. The bonnet latch handle is now "T" shaped, so there is no possibility of mistaking it for the light switch when driving. The light switch governs both the headlights and the dimmer for the instrument panel lights, with a directional arrow on the switch. Right alongside these accessory switches i a new type ash tray. E GI E I 1PROVEME TS. The 100 h.p, six-cylinder engine has electrohardened aluminium pistons. New connecting rods, too, are found in the
The car illustrated is the American 2-door coupe. The Australian models will be all 4door sedans. SPECIFICATIO Engine-6 cylinders, side valve L head, bore 3! stroke 4-1/8, R.A.C. rating 29.4 developing 100 B.H.P. at 3,400. Compression ratio 6.5 to 1. Transmi ion - Helical synchro-mesh gears with 3 forward speeds. Lever on steering column. (Fluid drive on de luxe models). Clutch-Borg and Beck, single plate dry drive type. Suspen ion-Independent suspension with coil springs on all four wheels. Torque arms and Delco shock absorbers. Brakes-Bendix due servo internal expanding hydraulic brakes. Electrical ystem-6-volt Delco-Remy. Tyre 6 x 16. Dimensions-Wheelbase 1184 in. Height 66 in. Length 203 in. Width 74-7/8 in.
THE AUSTRALIAN MONTm..Y MOTOR MANUAL.
August, 1946.
Introducing the 1946
PACKARD CLIPPER
Packard cars will soon be available a gain, and will still retain that character that is essentially Pac~rd. For close to half a century, Packard has been famous for fine cars, combined with good looks. During the war the engines have powered Navy P.T. boats, and the 1946 Clipper combines good looks and refinement, with the experience gained on war service. The bodies are purely streamlined with the front fenders fading into the coachwork. New hori2Jontal grille work, protected by sldeguard bumpers, still retain the traditional Packard lines. Here is a brief outline of its specifications: agioe..-Straight Eight, L. Head, Bore 3t inch, stroke 4t inches. Compression ratio, 6.85 to 1. B.H.P. 125 at 3500, 5 main bearings. Three point rubber engine mountings. Full pressure lubrication, Duplex carburettors, automatic choke, automatic heat control. Vlatch--semi-centrifugal, single dry plate type. 'l'rMasmission.-Synchronized vertically cut gears with electrically operated overdrive. 8rhe.-Through two roller bearing universal joints and 3-inch. propeller shaft to hypoid rear axle. ~n.-Front: Independent suspension,' do.ble acting shock absorbers. Roll control liar. &ear: 8emi-eUptic springs, 54in. x 2, with rabber shackle inserts. Brakes.-Packard Servo-Hydraulic, self energizing type service brakes, mechanical handbrake. Steering~Worm and roller type, 21ft. turning radius. WbeeJs~Disc wheels, with individual chain slots. Tyres, 6.50 x 15in. WheeJbase.-120 inches. Overall Length.-208 inches. Bodies~AlI steel, insulated against heat, c~ and sound. Safety glass throughout. 17.2 cubic ft. luggage space. Instruments and Control .-Modern instrument panel, with indirect lighting and rheostat control switch. Provision is made for radio equipment. .
The Packard de luxe Clipper for 1946 lacks nothing in either design or craftsmanship and these coupled with superb road performance make this car outstanding in its class. 1946 Clipp rs are expected in Australia shortly, but so far no prices are available.
August, 1946.

""
25
Decarbonising Sequence
Generally speaking your Riley will need decarbonizing at between 7,000 and 10,000 miles. The symptoms are revealed when the engine is inclined to "pink" and be rather sluggish.
(9) Remove arbon from h ad and pi tons. in. from for magneto and (10) Clean plug and r t .01 .025 in. for coil ignition. (11) Grind 12) Rilla valv I au carbon xhau t part. in thi sequenc
],1. thiIB artie! w have a sU/ned that til, p l'son acHi:ng tJ job is conv,' ant with the 9 n ral cl taw of d carbonizing an ngin, but may find this se{JlIW'Itce of valu , (1) (2) o sure you have all n bonn t f r e s. ry tools and material s,
eylind r head
and tighten
5 4wiring and
1
2
p trol line .
3 6
9
8
asy ae
10
(13) R place
(3) Dram r diator, (4) R move radiator .3) Hemo 16) Lift out ho . and oil pip equ nc . wir if fitted.
rock r box coyer pu h rod -k p in
(14) Adju t v Iv (15) onnect
according
to mod L
Ii) Diecouo
I )
RelDOT
t p trol pipe
cylind r head.
and plug
ho e, fill radiator. TART! HE K
BEFORE
YER Y
J B!
FOR YOUR
CAR TRUCK,
OR TRACTOR
I TWO RIBBED DESIGN.,. lengthens insulator surface liminates current leakage. 2 INSULATOR SHOULDER. of greater mec anical strength to eliminate breakages. GROUND SEATS . ,. to ensure complete gas seal. 4 ELECTRODE .. the Manganes Nickel Alloy as pecified by the British Air Ministry. Screwed and cemented to insulator-sealing against leakage. S HEAT RA GE ... Thermal properties give wider heat dispersion.
:I
S p' ARK PLUG S

'hone: F 3116.
4 Anthony St. and at 61.64 Little Bourke St . Melbourne.
28
August, 1946.
A. C. Petrol Pumps
The Heart of the Engine
FUEL PUMP Operation of the Com- bination Fuel and Vaccuum Pump.
t
The rotation of the camshaft eccentric actuates rocker arm (A) pivoted at (B), which pulls the link (0) and diaphragm (0) upward against spring pressure (E) which creates a vacuum in the pump chamber (F). On the suction" stroke of the pump, fuel from the rear tank enters through the inlet (G) into the sediment bowl (H) and passes through the strainer (I) and then through the inlet valve into the pump chamber (F). On the return stroke, spring pressure (E) pushes the diaphragm (D) downward forcinz fuel from the chamber (F) through the outlet valve (J) and out through (K) to the carburetter. When the carburetter bowl is filled the float in the carburetter will shut off the float valve, thus creating a pressure in the pump chamber (F). This pressure will hold the diaphragm (D) upward against spring pressure (E) where It will remain inoperative in the upward position until the carburetter requires further fuel and the float valve opens. The spring (L) is merely for the purpose of keeping the rocker arm in constant contact with the camshaft eccentric. OPERATION OF VACUUM SECTION. The rotation of the camshaft eccentric actuates the rocker arm (A) pivoted at (B) which pushes the link (M) and in turn the diaphragm
(N) upward, expelling the air. In the chamber (0) through the exhaust valve (P) and out the opening (Q) to the intake manifold. On the return stroke of the rocker arm (Al, the spring (R) moves the diaphragm (N) downward, creating a suction in the chamber (0 opening the intake valve, and drawing air through the inlet passage (S) from the windshield wiper. When the windshield wiper Is-not being used, the manifold vacuum holds the diaphragm (N\ upward against spring pressure (R) so that the diaphragm does not make a complete stroke for every stroke of the rocker arm (A). On 1938 models the spring (R) is conical. The largest diameter of the cone seats in the cover. . When the manifold vacuum Is greater than the vacuum created by the pump, the air will flow from the windshield wiper through both valves of the pump, and the operation of the wiper w1ll be the same as If the pump were not installed. However, when the intake manifold vacuum is low-tha tis, waen the car is accelerating or operating at high speed-the vacuum created by the pump will be the greater and will operate the wiper.
MISBEHAVIOUR OF PETROL PUMP

CAUSES OF PETROL BLOCKAGE.
As fuel lJUmps are not adjustable, only a test will lind the defective part lor 1elJlacement. Di Float needle passage clogged. connect the carburetter line, step Loose bowl, sucking air instead. on starter and see i] petroi spurts Dirty strainer in pump. out of IJump outlet. You can test Loose or warped valves. for suction by holding the fingers over the inlet and .outlet of the Worn out diaphragm. Broken or clogged fuel pipeline. JJUmp then manipulate the rocker arm. When replacing the pump Broken diaphragm spring. watch for pressure bll the priming sticky valves caused by gum. action of refilling the bowl, which Rocker arm bent on shaft. should be done in about 20 secDirt in fuel piping. onds with the starter nmning.
VACUUM PUMP TROUBLES

IF THE PUMP WILL NOT OPERATE. Defective windscreen wiper. Faulty pump valves. Defective pump diaphragm. Pump and rocker arm pit worn. Insufficient clearance for pump parts. Failui'e of the Vacuum Boosting Diaphragm mall be t sted by di connecting the pipe between the pump and manifold at the pump and holding a piece o] paper at the PU1ll1Jopening, with engine running, and checking lor tell-tale oilspray.
August, 1946.
27
SPORTS C"'~S
The Sp01tll iT of this new Australian ody brings abTiolet featee in the owest p ri c e rield. The 8 .P. Ford An~lia will be
Ford's new ANGLIA
~vailable with 2 body styles. rt was fullll ~escrib d in isue o. 1 of otor Manual .
Brief specifications are as follows: "Anglia": e.e., 933; ore, 56.6 m.m.; stroke, 92.5 m.m.; compression ratio, .3 to I; b.h.p., 23.4 at 4,0410 r.p.m.: pump, A.C. mech nleal; tear ratios (3), 18.72, 10.76 and 5.5, reverse, 14.48; brakes, Glrllng 10 in. mechanical; steering, Burman worm and nut; 9 in.; overall length, 9 In.; overall height, 9 In.; weight (dry),' 7 gals.; 011, 4~ pints; wheelbase, 7 ft. 6 in.; track, 3 ft. 12 ft. 8 in.; overall Width, 4 ft. 5 ft. 3 In.; turning circle, 34 ft . 14.72 cwt.; tyres, 4.50 x 17; fuel, water, I~ gals.
This 1946 light 8 h.p. Ford is the latest addition to the company's roster and was introduced at the English Dagenham factory in 1939 but few were produced. It is very similar in specifications to the Prefect. See page 11.
AUguat, 1846.
Servicing the Zenith V

cavity is open with the air and with the emulsion block, all the-petrol from the jet and canty is centred in one channel in the emulsion block, and this channel leads to a nozzle projecting into the choke tube. A special slow running jet channel leads to the engine side of the throttle. The petrol is atomized immediately on leaving the jet by air entering the carburettor at the base of the adjusting screw F. An automatic starting device is operated by a control on the dashboard in the same way as an ordinary strangler. This control moves a starting valve off its seating and puts a distributor valve in direct connection to the upper side of the throttle. As the throttl is practically shut, the smallest movement of the pistons creates a very strong suction above the throttle which is immediately communicated through the starting valve and the connecting passage N to the starting jet G which leads directly into the float chamber and petrol is immediately drawn through the passage N.' When this petrol reaches the orifice C it is diluted with the ail' that is admitted at this point, so that an atomized rich mixture of air and petrol is delivered into the inlet pipe above the throttle, whieb -is the ideal condition for easy starting. The mixture of air and petrol is maintained at its proper strength by means of the air valve L in the distributor K, because, as soon as the speed of the engine increases, this valve opens and admits a certain quantity of air. This also gives the necessary increase. in the quantity of mixture to enable the engine to run at a sufficiently high speed for the purpose of warming up and manoeuvring when the engine is cold. As soon as the engine has warmed slightly, release the dash control to cut out the operation of the auto-starting device. In no circumstances must the throttle be opened or the accelerator touched when starting. The efllciency of the auto-starter depends entirely on the throttle being kept shut. It is recommended to drive the car out of the garage without touching the accelerator, and possible to drive the car on the road on the starting device only.
Petrol enters the carburettor at union (A), passing through the filter and the needle seating into the float chamber. The float rises and will push the needle on to its seating, thus regulating the petrol flow. The float chamber contains the main jet, compensating jet, compensating well, slow-running jet, and starter jet G. The petrol flows through the main and compensating jets and rises in the compensating well. From the jets the petrol flows along two separate channels into a common channel in the emulsion block which 1s attached to the float chamber. The petrol in the compensation
pROVIDING the correct oil level is employed and in addition, a suitable grade of lubricant used, there should be no question of oil leakage. Where leakage does occur due to faulty oil seals it will usually either be from around the bevel pinion shaft or past the oil seals in the axle sleeves to the brake linings. The following procedure should be adopted to deal with the specified leakages:Oil leaka.fe around bevel pinion shalt. (1) Disconnect rear end of / ~propeller shaft by withdrawal of bolts sec uri n g the two flanged faces together. (2) Remove castellated nut securing flanged joint to pinion shaft and withdraw coupling. (3) Remove locking plate from adjuster and unscrew this latter together with the oil seal. (4) Soak new oil seal for a quarter of an hour
l5) Place a sheet around pinion outer adjuster Fit oil seal with of axle.
of well greased brown paper shaft and thread oil seat and over this. protruding lip towards centre
Stopping Oil' Leakages from Rear Axle

To remov,e and refit oil seals on axIesJ_al and those in axle sleeves. (1) Jack up rear of car and remove rear wheel8' and brake drums.
in warm oil.
topping. Leaks in Rear Axles

(Continued (rom previous page)
(2) Remove brake back plate relating axle side affected' by withdrawal securing bolts.
to the of six
(3) Extract oil seal from mouth or each axle sleeve and remove the hub from axle shaft, afterwards withdrawing bearing housing with outer race of taper roller bearIng and oll seal (with 8 H.P. models remove two ring nuts, afterwards withdrawing bearing housing complete with ball bearing and oil seal. Remove ball race and oil seal). (4) Remove oIl seal from bearIng housing, (5) SOak the new 011 seals in warm oll for a quarter of an hour. 6) Fit new oil seal in bearing housing (in the case of the 8 h.p. model fit ball race), Reassemble housing, outer race and oil seal on axle shaft, avoidIng damage to oil seal. (In the case of 8 h.p. model thread housing complete with bearing and oil seal on to shaft protecting the oil seal from damage with a sheath of well greased paper wrapped around the axle shaft. Replace ring nuts). Refit rear hub to axle shaft. (7) Remove oll seals in axle sleeves as necessary ensuring that those fitted are a tight fit in the casing and cannot rotate relative to this. (8) Refit axle shaft complete with hub and bearing housings to axle casing avoiding damage to oil seals in axle sleeves. (9) Complete re-assembly of axle in the opposite order to that employed to dismantle, Oil leabce round nosepiece assembly flange.
Proven Be t ellers l
LEGGETTS
RED DIAMOND
PRODUCTS
* * *
GASKET
* GASKET
Seals leaky gaskets. Forms-a-gasket.
CEMENT. PUTTY.
VALVE GRINDING COM POU N D. Grease

or water mixed.
RUST NUT.
rusted nuts.
Loosens
au leakage may be caused either by the condition of the flnage packing, or be due to loose secunng nuts. A further possible explanation for 011leakage around this flange might be the abeenee of lead wire packing between the washer and flange on each of the 10 securing studs.
* 'mid on Leggeus
MOTOR
PRODUCTS.,
LEGGETT PRODUCTS
PTV,
AUSTRALIA
THIEF-PROOFING IDEA. ONe fUgkt rec ntly 20 cars were taken in Sydney. TItU brings to mind the necessity of irnprCYVing t1It loclctng devices, especially on small English eGrll. The failure of -most a the" methods at thiefJWOO/iag tJu car leaves one unexplored avenue open ,. de . gextous oumer . . . suffocate the car .tId lock on the exhaust!
LTD.
...
THE LARCEST KIIIO III TNE
ORCAIlIIATION OF ITI IOUTHIRIl HI.IIPHIRE
I'"
30
August, lHe.
PART 2
Princip'les
The exact nature of electricity is not known. However, its effects, the laws governing its action, and the methods of controlling and turing it are well understood. All matter is thought be composed of positive and negative charge A eharge, either positive 01' negative, i the keynote of all electrical pM1lO'mena. Bodies can be excited to bear opposite charges of electricity not only to each other but to the earth. One body cannot be charged with a quantittl of positive electricity without an equal charge of negative electricity being established sO'mewhereelse, or vice versa.
to
FORMS OF ELECTRICITY. Forms of e~tricity.-Electricity, according to trre nature of its effect, is found in three forms: static, dynamic, and electromagnetic wave. a, Static.-Static electricity is the result of charges being held upon bodies and discharged intermittently. These charges are generated by friction between certain materials; for example, glass and silk. T,he electricity thus produced normally remains at rest but it will readily dissipate its energy when allowed to discharge to some other body or to the ground. The dissipation of static electricity can be illustrated by bringing a finger close to a rapidly moving leather belt running over a pulley.. A momentary spark of considerable intensity will jump from the belt to the finger. The static charges which accumulate on a vehicle must be considered when filling a petrol tank or when hauling petrol. The nozzle on a petrol hose should be in contact with the fiiler opening on a vehicle before petrol is pumped into the tank in order to ground the accumulated static charges. A chain dragging from petrol truck permits accumulated charges to pass safely to the ground without sparking. Sparks from such accumulated charges have resulted in disastrous accidents. b. Dynamic.-Dynamic electricity is the result of charges continuously supplied and discharged. It is electricity in motion, or current electricity generated by chemical cells, generators, and magnetos. It is capable of doing work and is used in the operation of automotive electrical equlpment, such as the starting motor, lights, etc. c. Electromagnetic wa\\~.-An electromagnetic wave or ether disturbance, commonly known as a radio wave, is a radiated form of electrical energy. This form of electricity is used in wireless telegraphy, and to some extent in medicine. It has not yet been used in motor vehicles except in vehicle radios. It is possible that further research will develop uses for it in the automotive field.
Fig, I,-Flow of current.
I ctric
BATUIIY
DYNAMIC ELECTRICITY.
;frfJt
LCTII'CAL. PRESSUII[
Dynamic electricity fiows in a stream or current similar to the SWlTClt fiow of water. An electric current fiowing through a wire may be compared to water fiowing through a pipe. Water flows through a pipe if there is a difference in pressure between the two ends. In the same manner, electric current will fiow through a wire if there is a difference in potential (electrical pressure) between the two ends, as there Is between A and B term als of the battery illustrated. The A terminal of the battery is assumed to have a positive charge of electricity and the terminal a negative charge of electricity. Usln positive and negative for the potential values of the charges gives a convention for flxlng the direction of electric curr-ent. An electric current is assumed to be a discharge from positive to negative just as water fiows from high to low levels. The greater the difference in water level the greater will be the tendency of the water to seek the same level. The same applies to the electric charge . This difference in charge is termed difference in potential, or potential difference, and the terms high or low potential indicate a large or small difference of charge. Water will continue to flow through the pipe until there is no longer any difference in pressure. Likewise, electric current will continue to flow through the wire until the battery runs down and no longer produces electrical pressure. Before this pressure is lost, the flow of electric current can be stopped by opening the switch just as the flow of water can be stopped by closing the valve. (ContinUed on 33.)
---
August,
1946.
TIm AUSTRALIAN MONTHLY MOTOR MANUAL.
31
MOTOR MANUAL'S SPECIAL PAGE for TRUCK OWNERS

The carrying capacity of a vehicle is dependent upon many elements of its design and construction. It is the combination of the carrying capacities of the various units and their component parts. Any change in the capacity of a single unit would affect the capacity of the vehicle as a whole. For example, should the vehicle be equipped with tyres having a lower load carrying capacity than required, the maximum rated gross allowance of the vehicle must also be reduced in the same proportion. Conversely ,tyres over and above the sizes authorised for a given vehicle will usually result in overloading beyond the carrying capaclty which has been provided in some or all of the other units such as the wheels, bearings, axles, springs, brakes, frame, etc.
Maximum Allowable
Weight
The maximum allowable gross weight includes the weight of the chassis, cab, body ,and the pay-load of the conventional truck. To those weights must be added the weight of the trailer and fifth wheel in the case of a tractortrailer combination. Assuming that the gross rating -is reasonably observed, the distribution of the load on the chassis becomes one of the most important factors in the lifetime performance of the vehicle.
Weight
Distribution
By weight distribution is meant that proportion of the gross vehicle weight on the front and rear tyres at the ground. It may be expressed in either pe cent. of the total weight or in pounds. The most accurate method of determining the distribution of the weight is to weigh the front and the rear of the fUlly loaded vehicle separately on a standard scale. As a general rule the gross vehicle weight of a conventional four wheel truck should be distributed on the basis of 22 to 24 per cent. on the front axle and 76 to 78 per cent. on the rear axle. In the case of a cab-over-engine truck, the proportion of weight on the front axle may be slightly higher. The weight of the body and the payload should be distributed on a conventional four wheel chassis on the basis of 3 to 10 per cent. on the front axle and 90 to 97 per cent. on the rear axle. For cab-over- . engine trucks the distribution of body and payload should be on the basis of 4 to 13 per cent. on the front axle and 87 to 96 per cent. on the rear axle. I In the distribution of I weight On a tractor and semi-trailer combination, it is important that the centre of the king pin for the fifth wheel be located no less than four inches ahead of the centre line of the rear axle. This distance may be increased to accommodate the Width and shape of the front end of the trail-
er body and provide for turning at extreme angles. The additional trailer load can, however, be shifted to the front axle up to the capacity of that axle but not above, as an excess load will cause diIDculty in steering. In no case should the king pin of the fifth wheel be located back of the rear axle centre line. To do so would result in a reduction of weight on the front axle which would cause d1ffi.culty in steering as well as overloading of the rear axle. For the same reason the centre of the king pin should not be located directly over the centre line of the rear axle. For all practical purposes 30 per cent. of the weight of a semi-trailer or 45 per cent. of the gross weight of the body and pay load may be concentrated at the fifth wheel king pin.
Centre ~f Gravity
The payload should be distributed as uniformly as possible so as to obtain the correct per cent. of weight on the front and rear axles. The most practical method of distribution is to place the load so that its centre of gravity is located at the proper point ahead of the rear axle. For example, in order to place 3 to 10 per cent. combined weight of the body and payload on the front axle of a truck having an 133 inch wheel base, the centre of the body and payload should be placed the some proportionate distance ahead of the centre of the rear axle. With a wheel base of 133 inches, 3 to 10 per cent. of the weight is equivalent to approximately 4 to 13 inches. Therefore, the centre of gravity of the payload will be 4 to 13 inches ahead of the centre of the rear axle. This formula can be applied to any given length of wheelbase except the cab-over-engine trucks. On those trucks having the same 133 inch wheel base 4 to 13 per cent. of the body and payload should be placed on the front axle and the centre of gravity should be 5' to 17 inches ahead of the rear axle.
32
August, 1948 .
rolo
outb
TO AGEING ENGINES'!
~
If you want to keep your car "young for its age" here's a tip. Switch to war-tested Atlantic Motor Oil next refill. This is the oil with the outstandingly High Viscosity Index*-the oil that stays "good oil" at any engine temperature. Therefore, parts stay protected-and the engine stays fit. Switch to Atlantic next refill.
Under the universally occepled Viscosit~ Index Test. Atlantic shows maximum resistance to thinning out under heat. If is therefore rated as 0 High Viscosity Index Oil. WARNING: Do not confuse Viscosity Index, which refers to the qualify of oil, with S.A.E. roling. S.A.E. numbers distinguish grades only. They have no relation to quality whatever.
T1J\~TII
. PURE PARAFFIN BASE
MOTOR
hTLANTIC UNION OIL CO PANY L1 ITED.
Oil
Incorporehdin Austrelie . 0.2.
August, 1946.
S3
A COURSE OF AUTO-ELECTRICITY
(Continued (rom previous page)
Water can be forced to flow through a pipe by means of pressure developed by a pump and electric current can be forced to flow through a
conductor by means of pressure developed by an electric generator (Fig. 2). The total pressure that makes water flow is measured in pounds and the rate of flow in gallons per unit of time; whereas, in an electrical circuit the pressure of electromotive force is measured in volts and the rate of flow in coulombs per unit of time. A coulomb is the unit ,of electrical Quantity similar to the gallon. Since electrical measurements are usually made 01 the rate of flow and not of the Quantity, the ampere (which is 1 coulomb per second) is the unit commonly used.
Faulty are power thieves - they eat petrol, reduce per. formance and rob your engine of pep . .~ .
plugs
t. (tTRIC
CURRENT
"I) regularly, and when you ne .d JI new ones specify Edison.Splitdorf

for every kind of engine.
Have all your plugs checked
Figure 2.-EI ctrical pr ure from generator causes current to flow in circuit (wires).
Install Edisons, and be sure of the correct heat type, for there is an Edison for every temperature range.
JACKED
,r
THE
GREATEST
NAME
IN
ELECTRICITY-
fAJibOJL.
SPARK
NEW PLUGS SAVE ONE mISON-SPLITDORF
AVAILABLE
~
GALLON IN
PLUGS
EVERY TEN!
YOU WILL BE GLAD LATER ON IF YOU SUBSCRIBE NOW Order from your newsagent or have your .copy posted direct from the publishers at 12/- per annum. AUSTRALIAN MONTHLY MOTOR MANUAL. 1-7 KNOX PLACE, MELB. please post this magazine to me monthly beginning with issue No I enclose .. .. Name .... Address .. .. .. .
Manufactured by SPARK PLUG MANUFACTURERS PTY. LTD. SYDNEY, N.S.W.

MOTOR-CYCLE
FROM ALL LEADING MOTOR AND ACCESSORY HOUSES AND GARAGES.
August, 1946.
DRIVING
As AN ART-No
practical series on THIS driving and s rvicing your car has b n W'/'itten for tit expert as well as for peopl who ar ju t leanting to drive.
Clutching
A Jvice
Acceleration
Petrol can be saved, and tyre and engine life prolonged, by avoiding unnecessarily rapid acceleration. Modern automobiles are designed to give quick pick-up and get-away. But there is not much excuse for using this speed just to beat another car away from a traffic light. When the accelerator pedal is depressed, a charge of raw gasoline is squirted into the intake manifold, just as though you had squeezed the bulb of an atomizer. Incidentally, this is why it is a bad habit to "pump" the accelerator pedal after starting the engine, or while waiting for the traffic light to change. And On the highway, the driver who frequently calls on the engine for extra bursts of speed. only to slow down a 'moment or so later, uses a lot more gas than one who maintains a steady cruising speed whenever possible. Usually the steady driver will get to his destination just as soon as the one who drives by "fits and starts." Try
it!
Here's a good rule to remember: Always keep your foot off the clutch pedal until you're ready to use it! One of the worst habits some drivers 'have is "riding" the clutch-in other words, keeping tpe foot on the clutch pedal while rolling along the street or highway. This causes some slippage, even though it may not be noticeable to the driver. The result is that the clutch lining is rapidly worn away. and has to be replaced at considerable expense. Another bad practice indulged in by some drivers is to slip the clutch-that is, let the pedal up part way to keep the car from rolling backward on a slight up-grade. This may seem to be the easiest thing to do at the time, but it can be a cause of rapid clutch wear.
Gear Sh.ifting
Driving at high engine speeds in low ond gear can easily double the amount rol used in getting under way. Most agree, as do automotive engineers, that good plan to shift into high gear before of 25 miles per hour is reached. or secof petdrivers it is a a speed
Speed
In many casest fast driving is really nothing but habit-we get; used to driving fast and keep on doing it whether we are in a hurry or not. Sometimes, too, in modern cars, we may find ourselves going a lot faster than we realized, so it's a good idea to glance at the speedometer frequently. When driving cross-country, take special care to slow down to the legal limit when approaching a town. You may have been drtving faster than you realized.. and while holding the car down to the legal speed may seem absurdly slow, it's a lot better than getting a return ticket to the local courthouse. As has already been pointed out, fast driving costs money in extra petrol used, excessive tyre wear, etc. So take it easy. Your car will last longer, and incidentally save a lot of wear and tear on your nervous system!
Normally, a car should be started in low gear -although some cars can be started satisfactorily in second gear on a level road. If you start in low, it is not necessary to make a long run in that gear before shifting to second-s-once or twice the length of the car is usually sufficient, unless you are starting up a hill. With the car in second and still picking up speed, it is best to shift into high at about 20 to 25 miles per hour. Many motorists seldom use second gear at all when starting on a level road. After the car is moving fast-around 15 miles per hour-they shift directly from low to high. While pick-up may not be Quite as good this way, it is a perfectly satisfactory method if you want to eliminate one shifting operation.
August,
1946.
BRITAIN'S most lavish stock caravan Is tills Coventry Phantem 46, made of aluminium and perspex and costing I--'wlthout tax. The makers hoped to produoe 200 such models this summer. Size is 19ft. x 7ft., a 4 berth with a continuous band of coloared translucent Perspex.
df DREAM HOME
of the road
Good lighting is assured by three large skylights moulded in translucent Perspex, coloured to soften overhead sun rays. These open in any direction, and may be left open in the horizontal position when it is raining. Note the three light bumper bars at each end, serving also as hand ralls and the "scraper bars" protecting the side panelling at fioor level. All furniture is In unit form, and can be screwed into place to give two alternative layouts. With one exception the beds are designed functionally, and are not intended for daytime use. The double bed at the forward end, as shown in the two illustrations, folds into a recess to form a simple oak cabinet fitted witA a mirror and shelves, the latter acting as supports for the bed when closed. Bedclothes may be left in position during the day.
A selfcontalned
Bed-SIUing Room.
AIR CONDITIONING
Night and day settings for the front end. The folding bed makes way for the dining setting in this de luxe caravan, lined with walnut veneer. There are three heaters incorporating Aladdin oil burners fitted with carbon elements and reflectors, which have the appearance of electric fires. These radiators are supplemented, to give increased comfort and to defeat condensation, by a novel form of air conditioning. Fresh air drawn from below the fioor is carried by a series of tubes to the top of the heaters. from where the air, now warmed, is passed into the van interior. The door into the kitchen compartment swings either .way on spring-loaded hinges. A completely new idea is the fitting of a water-cooled larder built of transparent Perspex. The larder is double-walled, and contains in the cavity approximately 15 gallons of water. The transparent walls make It possible to see the level of the stored supply. Windows are drop-fitting, as in all COventry built caravans, with louvres so that they can be opened for ventilation even in rain, and all are constructed in frameless Perspex, which is lighter than glass.
.
31 THE AUSTRALIAN MONTHLY MOTOR MANUAL. August, 1946.
A New Kind of
0UI Z
In
/Prizes
M otor ' Manuar s
Safety Test
HOW YOUR MUCH DO YOU KNOW HERE'S BE ABOUT SAFE A TEST FOR DRIVING? ANYWAY, WILL OPTIMISM. SIMPLY AND THE TEN PARCELS 'OF AUTO POSTED THE TO THE AND STATE QUESTION
9. You should depend primarily on tyre chains
ACCESSORIES WINNERS. NUMBER
to:
CORRECT LETTER
POST TO MOTOR MANUAL, MELBOURNE,
17 KNOX PLACE,
CI, BEFORE SEPT. 7.
use:
1. The most common factor in fatal auto accidents is: (A) skidding; (B) speed excessive for conditions; (C) defective brakes; (D) defective roads. 2. "Riding the clutch" will result in: (A) better control of the car while descending hills; (B) excessive clutch wear; (C) easier gear shifting; (D) greater momentum. 3. When meeting approaching vehicles at night,
(A) the lower headlight beam; (B) the upper headlight beam; (C) the parking lights; (D) the upper and lower beams alternately. 4. To bring a car out of a skid, the driver should: (A) pump the brake pedal lightly; (B) turn the steering wheel in the direction in which the rear end of the ear is skidding; (C) race the motor; (D) push the clutch pedal down. 5. When parking on the right, parallel to the curb on a downgrade, it is best to: (A) turn steering wheel to th right until the right front tyre touches the curb; (B) turn steering wheel to the left until the front tyre touches the curb; (C) keep front wheels parallel to the curb; (D) place gears in neutral. S. Spinning of the rear wheels, or loss of traction when starting on slippery roads, is lessened by: (A) starting the car in second gear; (B) starting abruptly in any gear; (C) starting the car in first gear; (D) engaging the clutch quickly. 7. When meeting or passing a car with glaring headlights, a driver should: (A) watch the centre line of the highway; (B) turn on bright lights; (C) shield eyes with hand or sun visor; (D) watch the left side of the road. S The primary function of the hand-brake is to: (A) stop the car quickly in an emergency; (B) save the foot-brake when descending hills; (C) momentarily check speed when slowing the car; (D) hold a parked car in a stationary position.
(A) prevent skidding; (B) increase traction; (C) make possible quick stops on slippery surfaces; (D) reduce tyre wear caused by spinning wheels. 10. If you are driving at the speed limit and a driver behind you sounds his horn to pass, you should: (A) decrease speed slightly and give way to him; (B) block him to let him know he is already driving at the speed limit; (C) speed up and get out of his way; (D) let him pass and overtake him.. . 11. Most traffic accidents are the result of: (A) mechanical defects in automobiles; (B) defects in the road; (C) errors in judgment of drivers; (D) adverse weather conditions. 12 When driving any car for the first time, you should: (A) examine the clutch for possible wear; (B) lock the door from the inside; (C) back up to see if the reverse works; (D) try the brakes to see if they work. 13. If you are involved in an accident causing ipjury to persons, you should first: (A) notify the police; (B) assist the injured; (C) check your car; (D) notify insurance company. . 14. Night traffic on the roads is much less than day traffic, but night accidents in proportion to the traffic are far more numerous than day accidents. The main reason is: (A) poor visibility; (B) drunken drivers are more numerous; (C) pedestrians walk on the wrong side of dark roads; (D) people drive faster at night. 15. In preparing !Dr a left turn, the most important thing to do is: (A) drive on the extreme left; (B) check your mirror for conditions in the rear; \C) blow your horn lightly; (D) signal with your stop light. \ 16. In bringing a car to a complete non- emergency stop from a, speed in excess of 30 miles per hour: (A) depress the Clutch and brake pedals at the same time; (B) depress tfie clutch pedal first, then depress the brake pedal; (C) depress the clutch and brake pedals together, then place the gear-shift lever in neutral; (D) depress the brake pedal first and de12ressthe clutch pedal later.
37
THE ROAD IS GETTING UNSAFE

The coming increase in motors on the roads brings with it the bogey of more deaths . . . to cast the motorist into disrepute. We can protect our esteemed place in the community if we remember one simple word-eourtesy on the road-and we're sure to halve this sad death roll of 153 New South Welshmen, over 100 Victorians, etc., being kllled each quarter. 50 PER CENT. INCR~ASE IN FATAL ACCIDE TS. SYDNEY.-Compared with 104 deaths in the first quarter in 1945, this year's figures show 153 killed and 2432 maimed. Will this rise with the lifting of rationing? ADELAIDE.-Royal Adelaide Hospital had its busiest day for 7 years on June 15 when it was called upon to handle 15 car accidents between 4.20 and 10 p.m. MELBOURNE.-The first three months of this year showed over 100 persons kllled on the road this year-a record. Now is the time for the driver to pledge not to take a chance-and P.ut courtesy first.
The Causes
UNSAFE SPEEDS cause two out of every five accidents.
and some Cures:

NIGHT DRIVING gives three times more accidents than the day-when more vehicles are on the road. SO many drivers do not realize the risk they take. DRIVING COURSES AT SCHOOL would put youth on the right start and would be of more value protecting their future than swatting on past history. The art of teaching driving is one of our most neglected sciences. (See Motor Manual's editorial in issue No.2). ADULT TRAINING. One comes across so many dumb-cluck drivers at the wheel of a powerful car that we wonder there are not retests, not only in starting and stopping but in road sense. All drivers are not safe drivers so Motor Manual suggests we should have more regular tests-to keep motoring in the community's good graces-and to keep our famll1es intact.
INTOXICATION causes one in five accidents. This applies to pedestrians too where an average of 20 per cent. killed had been drinking.
FATIGUE AT THE WHEEL is the cause of one in every 20 deaths. TEEN-AGE DRIVERS are more reckless than other age groups.
Thomas Evans
PTY. LTD.
"The House for Canvas"
BOURKE STREET, MELBOURNE. Manufacturers of the famous' "M 0 n s 0 0 n" Brand Square Motor Tents. Easily the most popular tent with motorists. Consult us for all your camping needs. Telephone: M 1401 (4 lines).
U5-U9
38
THE AUSTRALIAN MONTHLY MOTOR MANlJAL.
(jUIO( TO U&(O CAR8

Each month MOTOR MA UAL will publish a Recognition Tabu outlining the salient differentiating features of one make (If car, year by year. It will be invaluable when you desire readily to identify the vintage. YEAR.
DI~TINtiUI&nINti
ffATURf&
pegged
/ sedan
Price'
1933
Willy 77, 4-cyI. Spare wheel set into back of body, headlamps in font mudguards. Engine Nos. from 1001 up. 17 x 5.00 tyres ..
105
1934
1935
Identical with 1933 model. Chassis numbers from 13821 up
.. ..
97
Willys 77, featuring headlamps mounted as integral part between guards and radiator 'grille . Wire wheels. Circular bonnet louvres. Engine os. 27447--39735 , , ..
129
1936
Willys 77, with vacuum ignition control, U-shaped shackles. has luggage trunk. Engine Nos. preceeded by os. 37-
Sedan .
176
1937
Series 37. New front end, synchro-mesh gears, standard track chassis, 16 x 5.50 tyres. Bonnet hinged at cowl. Engine Nos 2174 to 62063 .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. , Series 38. New design radiator. 0 draught ventilation and twin rear windows on sedan; 16 x 5.50 tyres. Engine Nos. preceded by Nos. 38- ., .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ., ..
192
1938
235
1939
Willys Overland. Overland written on side of bonnet. Shark type front end. Hydraulic brakes, twin belted tail-lights. Engine Nos. preceded by Nos. 39- .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Willys Overland. Straightfront Gear lever on steering column.
275
1940
end of bonnet, with chrome strips. Engine Nos. preceded by Nos. 40-
321,
1941
Willys Overland. Wheelbase extended to 104 ins. Heavy chrome bar down centre of bonnet. Engine Nos. preceded by Nos. 41 -..
371
.,
THE AUSTRALIAN MONTHLY MOTOR MANUAL 39
CTS
G.U.D.
RADIATOR CLEANING COMPOU D ,s a Quick and efficient clean. er for Car Radiator and Water Jackets. It leaves Radiator and Water J acket perfectly clean, and prevents overheating, thus Increasing engine efficiency. G. .D. RADIA . TOR CLEA ER i. highly recommended for flu hlDg Water-cooling System. of all types of engines after overhaul. Obtainable in 1 pint tins. HEl\fI-WELD i. liquid metallic preparation. which forms a permanent and efficient cure in the repair 01 cracks and the elimination of water seepage in the Internal Combustion Engine.
G..
0.
OIL (J ed in the sump. or through the earburetter, Irees gummed.up Piston Rings and alves and helps to keep engine performance at its peak. Obtainable in lG oz. Tin . G .. 0. DRIP EAL - A NONLIFTING A TO TO PAD ROOF LDlNG MENT, which conforms to the practical needs I. trimmers, body repairmen and the motorist who does his own work. Tt will adhere to any surface, and thus has a wide range 01 u es such a :Sealing' Openings. Repair ing' I Ioles. aliner Leakv Drip-moulding Stonping' Body Squeaks. Sealinll' Leaky Wind hields, ealing' Cracked In ulation. ealing rack in Battery Casu.
xro
2 oz.
Tube s,
OBTAINABLE
FROM
YOUR
USUAL
AUTOMOTIVE
SUPPLIER.
.
HELPFUL HINTS
Getting new compression rings compressed to fit into the cylinders is facilitated by, using spring steel or your bicycle trousers clips.
IlVLE
PIPING
A "/-1/,/>,11'
5&
An adjustable measuring gaul'e for checking the front wheels of a car can be made from a compression-type coil spring and two lengths of tubing, one piece being of a size to telescope inside the other. The lengths of the spring and tubing, pieces should be such that, when assembled, the overall extended length of the gauge will be a few inches greater than the distance between the inner surfaces of the frontwheel tyres. Short bushings are pressed tightly into one end of the large tube>, and over one end of the small tube, the latter bushing being a sllding fit inside the large tube. To calibrate the gauge, start with it fully extended and mark oft the smaller tube in divisions of 1/8in., beginning at the point where it enters the larger tube. To check the toe-in, place the gauge between the tyres at the front as indicated, and take the reading at the point where the small tube enters the larger one.
If installing new rings on a piston that must be removed from the bottom of the block. just pu h the piston far enough though the top of the block so that a rod can be ins e r t d through the wriat-pin bushing as shown. A Silent Tool Box can" be inad from an old inner tube. Inner-tub s cti n. haying slits cut in them and nailed to the sides of a box, as indicat d. provide handy pock ts Ior toring 8111all tool.
~CYliNDER ..
:~ ~
-' .._
'CVUHOla
".
I~
~ . : <t~ ..~::, ~~ /
MORRIS 8/40 Brake Attention-(from

or when the level in the supply tank has been allowed to fall below the half mark, thus permitting air to enter the fiuid circuit. It consists of removing any air which may have found its way into the system. First check that master cylinder is well filled with fiuid, then remove bleeder screw and attach bleeder tube which must hang submerged in a clean receptacle containing brake fiuid. Open bleeder valve and slowly depress brake pedal, allow to return slOWlyand continue until fiuid entering jar is a solld stream free of air bubbles. Close bleeder valve, replace screw and check level again of fluid in master cyllnder. THE BRAKE FLUID The Lockheed fluid used in the Morris Eight braking system is specially prepared for the purpose and It is important that no other fluid
page 17)
be introduced into' the system for replenishment or serious trouble will ensue. THE HAND BRAKE The hand brake on the Morris Eight is centrally situated next to the gear lever and operates the shoes in the rear brake-drums by cable mechanism. Equalisation adjustment is provided at their junction to the brake cross shaft levers below the floorboards. A service adjustment, whereby both the hand brake-shoe controls are adjusted in unison, is provided at the junction of the brake lever pull rod with the hand lever, and it takes the form of a spring-loaded self-locking wing nut. This instantaneous adjustment is easily operated from the driving seat. Other than a free use of the oilcan on all joints, the hand brake mechanism requires llt~le attention.
August.
1946.
flight
.,
T
p.aneered
'88 octane"
HE greatest problem in making air transport economical was the fight against "dead weight" in aeroplane engines. In 1918, for example, 2.5 lbs. of engine weight were needed for every one-horsepower of power produced. But that figure of 2.5 lbs. has now been so reduced that the ratio is 1 HP of power produced to every 1 lb. of engine weight. All the weight thus saved has become available for extra "pay load." This revolutionary increase in efficiency could not have taken place without extraordinary work by petroleum scientists. The story of this success is the story of the search for 100-octane aviation spirit-e--a search that took place, not among the oil wells of the world, 'but'in the'brains of scientists, who strove to split molecules and rearrange them in a better pattern .. It was Shell that, in 1934, wrote "Solved!" to this problem by delivering the first comercial quantities of 100octane aviation spirit. 100-octane' fed the fleets of the air throughout the war and feeds them now. Shell scientists showed how it could be done. Soon, Shell will provide finer fuels and lubricants for your car. G 46 8F
THE SHELL COMPA Y OF AUSTRAUA UIIDTED (I CORPORATED IN GT. BRITAIN)
.,:O.,.""" . ~"!"~,.~"'
. :":" .
'.'"
You'" ..~~'. can'I"tsur~ of ."-:.~.:~. ::'~..l-~ .
The
Australian
Monthly
Motor
Manual.
T anual ORALL A ES
,Ii
.~::
Obtainabt
from
and many others

with new features too I TOURING CARAV ANING
AUTOMOTIVE WHOLESALERS
LATEST NEWS

Motor Manual August 1946

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Motor Manual August 1946

Uploaded by

Copyright:

Available Formats

August, 1946.

. .. to put music In your motoring

" A I R CHI EF"

17 Koox Place, MelbolUMo

ROUTINE OVERHAUL dVo.

How to set Valve Timing

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

How to set .Valve Timing

Re-setting Valve Timing

CAR P'RICES TO-OA Y

'Letting the Cat 'out of the Bag

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

\ It \1 , I It II 'I, 'I 1111[ I. [ l

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

All Modem Cons.

with r ar springs. Girlin!;

Steering: Tyres: 5.50 x 17. Dimensions: Wheelba

(front), t. ear, empt ,

MONTHLY MOTOR MANUAL.

AUSTIN "TWELVE" AND "FOURTEEN" STEERING BOX.

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

1936 3 5/16 x 4 .032

1937 3 1/2 x 3 3/4 .040

1948 3 1/2 x 3 3/4 as 1937.

3 3/4 All other

3 1/2 x 33/4 models

.018-.024 all models On fly5 BTDC wheel au! all models

models ADJUSTING VALVES.

.006-.008 all models .013-.015 all models

9 1/8 x 61/8 x .135

1935-36 12 pounds at 50 m.p.h, 1937-3913 pounds at 50 m.p.h. 1MO15 pounds at 43 m.p.h.

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

THE AUSTRALIAN MONTHLY MOTOR MANUAL

THE AUSTRALIAN MONTHLY MOTOR MANUAL

Improvements have mounted up during Ford's. war era ..

Double acting hydraulies

on all four wheels.

THE AUSTRALIAN MONTHLY MOTOR MANUAL

HEAD 'S' SPANN

R OPE.N END SPANNe.R

DODGE DETAILS- (Continued

THE AUSTRALIAN MONTHLY MOTQR MANUAL.

The current petrol cration ,,' 7 Gals,

THE AUSTRALIANMONTHLYMOTOR MANUAL

THE AUSTRALIAN MONTHLY MOTOR MANUAL

THE AUSTRALIAN MONTHLY MOTOR MANUAL

YOUR RESPONSIBILITIES CONCERNING

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

. Servicing the 8/40

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

The First.Merry Olds

The 2 eyl. SINGER a pride of the road in 1904

THE AUSTRALIANMONTHLYMOTOR MANUAL.

Directory of Car Agencie

TAS.~Robert Nettlefold Pty. Ltd., 11.5 Macquarie st., Hobart.

nre to be so n here from

THE AUSTItALIAN MONTHLY MOTOR MANUAL.

Vista from Mount Worth

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

More Petrol and the

THE AUSTRALIAN MONTHLY MOTOR MANUAL.

THE AUSTRALIAN MONTm..Y MOTOR MANUAL.

Introducing the 1946

THE AUSTRALIAN MONTHLY MOTOR MANUAL