Oldsmobile 60 F-40, 70 G-40, 90 L-40 Engine Service Manual

Below you will find brief information for Engine 60 F-40, Engine 70 G-40, Engine 90 L-40. This manual provides detailed instructions and specifications for servicing and repairing your engine. The document covers various components, including the cylinder block, oil pan, cylinder head, crankshaft, pistons, connecting rods, camshaft, valves, valve springs and dampers, valve lifters, and the oil pump. It also includes information on timing gears and valve timing, as well as lubrication system details.

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106

ENGINE

One six cylinder engine and one eight c}'linder engine is used for 19-10. Their model designation is as follows:

60 Series-"F"-40

The

70 Series-"G"-40

90 Series-"L"-40

"F" and "G" engines are the same.

Cylinder alock

The cylinder block and upper crankcase are integral to provide maximum rigidity with a minimum of weight.

The water jacket extends the entire length of the cylinder and the cooling liquid completely surrounds the cylinder barrel.

A rib extends around the cylinder bar· rels about

1~4"" below the top deck; al80, the shape and size of the water distribution holes in the top deck and holes around the c}'linder head bolts are such that cylinder bore distortion is held

to

a minimum.

The angular positioned distributor and oil pump drive locates the oil pump on the right side and the distributor on the left side of the cylinder block.

The angle of the exhaust valve seat in the cylinder block is 45 and the angle of the intake valve 30".

The "F" and "G-40" cylinder blocks are identical. The "L-40" block nssembly is the same as the "L-39."

CAUTION: Nevel' add water to cylinder block while block is hot, nor opel'ate engine with low water level. Always run engine when adding water.

Oil PAN

The lower crankcase oil pan is made of pressed steel and is shallow at the front

ENGINE

end. The purpose of the shallow pan is to allow clearance for the steering relay rod.

An oil return channel (indentation) is incorporated down the center of the oil pan.

The channel acts as a drain back for a large volume of oil that might otherwise accumulate in the fl'ont end of the oil pan on very steep down grades.

011 Pan Removal

To remove the oil pan, drop the steering relay rod out of position by disconnecting the Pitman arm from the Pitman arm shaft and the steering idler arm support from the frame.

The frame front cross member on the

"L" model is provided with openings to re· move some of the cap screws at the front end of the oil pan. The attaching cap screws at the extreme front end of the

"90" oil pan can more easily be removed if the front end of the engine is raised slightly. To do this, remove two front en· gine mounting cap screws, engine side filler plates, and disconnect flexible main fuel line at the fuel pump so it will not be broken or damaged.

Cylinder Head

The cylinder head is a single casting of alloy iron with combustion chambers held to very close volume limits.

The "F" and "G" cylinder heads are the same,

The "F" and "G-40" cylinder heads differ from the "F'" and "G-39" heads in that the hot water healer engine outlet connection has been moved from the right side to the left side. Also, the heat indi· cator hole size has been increased because of having changed from a pressure type

ENGINE

107

108 ENGINE

9 E>

_.-

@ o

(!)

0 0 0 0 a e to an electrically controlled type heat indicator gauge.

aemove Cylinder Head

0008008888

FiC. I'U. Ordu or Tlcht"IIIIlC C,lj"du Itud

8o,,--L

8 0 0 0 0 0 0

The cylinder head is attached to the cylinder block by chrome-nickel steel bolts with plain washers under bolt heads to prevent leakage. Connected to the rear covel' of the

"L" water pump is a by-pass to provide water circulation between head and water pump during the time the thermostatic valve is closed. This by-pass on the "L" engine is sealed with a neoprene grommet inserted into a spheri~al seat in the cylinder head. Whenever cyhndel' head is removed always install new neoprene grommet.

Replacement of Cylinder Head"

When replacement of a cylinder head is made, always use a new gasket coated on both sides with P.O.B, Perfect Gasket

Seal. The sealer should be applied at approximately 70' F.

(room) temperature.

A very light coat should be used and the edges around the combustion space should be wiped off carefully to ])revent any possibility of sealer getting into combustion space.

NOTE-A steel asbestos cylinder head gasket is used.

'I'lti,

flfl'~'rt

,!wl/hl

/101 br

IIl(ll

Ircarlll limc.

olherwi'>C, tl leuk

IUlly result. The importance of always using a new cylinder head gasket cannot be overstressed.

Tighten cylinder head bolts in order shown in Figs.

122-124, drawing all bolts down evenly. This is a precision operation and should be performed with a torque wrench. The torque required varies with different wrenches.

Pull bolts down to the torque specified by the manuCacturer

the wrench being used.

The torque figures specified by the various wrench manufacturers assume that the bolt threads are clean and lubricated. The proper torque using the

J-1264 torque wrench is

65 to

Ibs.

ft.

(See Fig. 125.)

Crankshah

The same crankshaft is used on the

"F" and "G" models.

The six cylinder crankshafts have four main bearings and the eight has five.

Crankshafts are made of drop-forged, heat.-treated, high carbon st.eel with counterweights forged integral, balanced statically and dynamically and are drilled for oil distribution to main, connecting rod, camshaft and piston pin bearings. The crank pins are

2\~" in diameter and

PIR"

wide on all models.

OIL SliNGER

TIMING GEAR COVER

CRANKSHAfT

VIBRATION

OA"'P'(R

The crankshaft Cront oil seal consists of felt packing in the timing chain cover.

held in place by means of a retainer ring, t welded to the cover. This provides ective sealing at the machine hub sur-

ace

of the fan drive pulley.

x

-h" ve at the rear side of the fan drive lIey for drain back of oil is also retained.

In addition an oil slinger between the dl"ive pulley hub and the crankshaft rocket gear prevents the major portion oil

)

reaching the seal proper. (See Fig.

A torsional vibration damper is athed to the front end of crankshaft to utralize periodic vibrations. It is a self· ntained, non-adjustable unit and forms part of the fan dl'ive pulley assembly on engines. See Clutch Shaft Pilot bear-

, page 195,

YwHEEt

The flywheel on all models is made of iron with a hardened steel ring gear

I' nk on t.he outside diameter. The ring has 145 teeth and the starter pinion teeth. The flywheel is balanced both tically and dynamically separate from cl'ankshaft, then assembled to crank-

ENGINE 109 shaft along with a separately balanced clutch assembly; after which, the complete assembly is balanced dynamicaUy.

The same size flywheel casting is used on all engines. The

"L" flywheel is different because of the position of the timing ball and a larger bolt circle for attaching the clutch. Furthennore, the clutch attaching screw hole size is different.

Servldng Flywheel

When installing flywheel the flywheel nuts should be tightened evenly and with a torque wrench. Tighten nuts as specified by the manufacturer of the wrench being used. The proper torque using the J-I264 torque wrench is 40 to

45 lb. fL

Only two of the six

i."

holes in the flywheel for attaching it to the crankshaft flang~ are reamed. Therefore, after assembling the flywheel to crankshaft using two reamed holes, line ream remaining four h~les with a

1;11" reamer. Attaching bolts WIU now fit satisfactorily.

Six threaded holes al'e provided in the flywheel for mounting the clutch assembly. The second threaded hole in the f1ywheel on each side of the clutch locating dowel has a deeper counterbore than the othel' thl'eaded holes. See A, Fig. 127.

110

ENGINE

= = - - - = = : : . : : : . - _ - - - - - - - - - - - - - -

Two of the cap SCI'eW8 have a longer shank under theil' head and must be used in the holes with deeper counterbore. Otherwise.

it is impossible to securely fasten the clutch assembly to the flywheel. The purpose of the longer shank cap screw is to provide locating dowels between clutch assembly and flywheel.

Timing marks (Steel Ball) are placed on the flywheel on all models.

Any oil which may be <II'awn into th(, clutch housing thl'ough the real' mail bearing is prevented from getting on the l clutch driven plate by means of a steel

01 steel asbestos composition baffle which a part of the clutch pressure plate a~_ sembly.

NOTE-The clutch assembly can be removed

01' installed without disturbing the upper section of the flywheel housinJit_

Flywheel Housing

On all models, the uppel' section of the flywheel and clutch housing is made of cast iron and the lower section of pressed steel. The upper section of the clutch housing is bolted to the crankcase and alignment is maintained by two

;!" dowels. The pilot hole fol' the transmission is bored after assembly to crankcase to maintain pl'oper l.\lignment of crankshaft, clutch and transmission.

While both the "G" and "L" models have a tl'ansmission extension, a clutch housing reinforcing plate is used between the housing and lower pan on the

"V'

only.

Important, see page 186, This plate is steel

(-(I;r" stock) and is bolted between the up-

J>er housing and pan by means of 14 cap screws. Two of the cap screws hold the plate only to the housing, the other 12 go through the housing pan reinforcing plate and into the housing. The large number of cap SCl'ews gives the plate the utmost rigidity, •

A gasket is not used between the housing and pan on the models having a reinforcing plate,

If the clutch housing pan is removed Pel'matex should be used on both sides of the reinforcing plate when in:;talling clutch housing pan,

When the reinforcing plate is not used, the clutch housing and pan will be drilled for 12 cap screws, and only

8 wiII be used.

MAIN BEARINGS

The six cylindel' engines have fOUl' shell type main bearings lined with babbitt.

The~ al'e held in place with small exten_ sions on the edge of the bearing shell.

which al'e located in machined notches in the block and cap_ The bearing shells are interchangeable Uppel' and lower,

/""{'/pl

the

/n"'l

main bearing.

The eight cylindcl' has five shell type main bearings lined with special babbitt.

Like the six cylinder. they are held in place with small extensions on the edge of the bearing shell, which al'e located in machined notches in the block and cap.

The bearing shells are interchangeable upper and lower.

None of the main bearing shells are interchangeable from the six to the eight

''''1'

US" COLLAI' STEEL.

"'lit.

nil.

Ct......

h.rt Sllo.. h•• Tlr.Ult l'l,tes del' engine,

e:rcr!Jl

the

rra,.,

which is rchangeable.

d thrust on all engine crankshafts is n through the front main bearing by s of two thrust plates doweled to t bearing cap--(lfJe in front of the ring and one in real' of bearing. Both of solid bronze.

learlng Oil Seal

The rear main bearing oil seal, is deed with a positive special asbestos ered wiper seal contacting with the hined surface of the crankshaft. In junction with the wiper, a slinger on crankshaft ahead of the seal deflects into the oil drain, from which it is reed to the oil pan.

(See

Fig. 129,)

C'l'LINDIi:R SLOCK

. I...

RING SHILL

ENGINE 111

Servicing Main .earlng

Shims are not used. Bearing shells al'e installed in caps so that positive contact is made at the joints.

Bearing adjustments on either the six cylinder or eight cylinder are not recommended, The bearings al'e interchange· able without removing the crankshaft.

AIter the bearing cap has been removed, a small specially designed pin (HM-J-173

Crankshaft Upper Bearing Removing

Pin) may be inserted in the oil hole of the shaft, as shown in F'ig. 130, The head of this pin will not protrude from the hole quite as far as the thickness of the bearing. When the crankshaft is tUI'ned in the usual direction of rotation, the head of the pin will engage the upper half of the bearing and turn it out v.rith the rotating crankshaft. The bearing may be replaced by inserting the plain edge of the bearing at the indented side of the uPI>er bearing support and gently rotating it into place, with the crankshaft.

Before installing the bearing into place remove the sharp edge from the plain ed~e of the bearing.

NOTE-On

"V'

engine it is necessary to raise front of engine to remove the upper half of front bearing,

_ J

Fl •. 129,

R~u

Main Heatln. 011 Drain

The vertical joints between the bearing p and the cylinder block are sealed with rk strips.

a..<;y-.AA

Fl•. 131.

. . .I••

Mal.

I~ul

.....

Ith

Tool

J.ln

U2 ENGINE

NOTE-The "F" and "G" No, 3 main bearing undercut cap bolts, part

41~, have the inner end of the threaded section ground almost smooth. Always install these same bolts at No, 3 cap as a means of improving the holding capacity of cap to cflinder block.

Install Rear Main .earing

The rear main bearing is positively sealed against oil leaks by a special asbestos covered wiper seal; special care must

J'955

REAR MAIN

SEARIN(j Oil SU.l

COMPRESSOR

Fla. lSI. hlltanlfta RIM. )hin lHarlna OlISoealin Ill_II with Tool J·tS5 be exercised in installing this seal. (See

Figs. 131, 132, 133.)

Whenever the crankshaft is removed, a new seal should be installed.

To properly install the seal, crowd the material into the groove in the upper and lower half of the bearing by hand, then using Tool J·955, drive the seal tightly in· to the groove by tapping tool three or four times with a hammer,

~';II'.

1S2.

h.a,.mnllbar Shin IJ.j,arlnr Oil

~alln mot.

Bearin.

Cap with Tool J·t:;:;

After the seal has been seated in the bearing and while the tool is still restin.c

in the bearing, cut the seal off flush with the palting line between upper and lowel bearing, using a very shal'p knife. Tht' ends of the seal must be cut clean so nn frayed ends will be clamped between upper and lowel' capsj also, the seal must entirely fill the groove and not be cut too short, otherwise a leak will occur.

Main bearing bolts should be tightened evenly and with a torque wrench. Tighten as specified by the manufacturer of the wrench being used. The proper lorqul: usin.'( the J.1264 torque wrench is 135 to

145Ibs.

ft.

PISTONS

Pislons on all models are electro-hardened aluminum alloy with two compre!" la.

133. C"llinlli'

Ilnr

,\lain BurinII' Oi' SUllo I.fntlh

in Cylindfr lJIock with Tool

J.9~;'i lion and two oil rings and balancing ribs

D the inside bottom of the skirt.

To minimize distOliion, the skirt is amply thick, with suitable skilt I'einfol'c-

ENGINE U3 ing areas and double top deck ribs. As a preventive against scoring, a suitable relief is provided at each end of the piston pin and to obtain perfect piston balance, metal has been added to the piston boss opposite the locking screw.

Oil return holes are drilled in the two lower grooves of both the six and eight.

cylinder piston.

To harden the sUI'face of the piston and aid break·in, an electroliting process which consists of a bath in sulphuric oxalic acid is employed. This operation when completed leaves a hard aluminum oxide film or case on the outside surface of the piston and in pin bosses. Pistons remC'ved from an engine with mileage will show the oxide film worn through on both thrust sides. This is a normal condition.

A hotizontal slot is provided on the maximum thrust side (valve side) of the piston. A "1"" slot is provided on the mini· mum thl'ust side. These paltly isolate the

-----------------~-

W ENGINE head with its thicker section from the skirt with its relatively thin section and oval contour, and permit ftexibilit)' of the piston skirt. These slots are backed with reinforcing ribs to prevent collapse and assure adequate strength.

Adequate cylinder wall lubrication during the warm-up period and at Jower speeds, when there is insufficient throwoft' from the bearings, has been obtained by means of an oil spit hole in the Uppel" half of the connecting rod bearing. This oil spit hole indexes with the oil hole in the crankshaft as the piston approaches top dead center on each piston stroke, thereby spraying the e:<posed cylinder wall with an additional supply of oil. NEVER

PLUG THIS HOLE.

The piston pin hole is .0005" smaller on the lock screw side than on the opposite side. This provides for a snug fit on the lock side and allows freedom on the opposite side to pel'mit pin boss to slip on the pin during expansion and contl·action.

The pin bosses are bored

~V' offset. The piston pin is locked in the piston and floats on the connecting rod.

Piston skirts are diamond turned and oval shaped. The largest diameter is at right angles (opposite) to the piston pin hole. The piston diameter of the skirt in line with the piston pin hole is .014" to

.016" less than the opposite diameter

(thrust surface) of the skirt.

Oversize service pistons are the same weight as the standard pistons, regardless of the oversize. All pistons will be serv· iced with pins.

Always install pistons with mark uV_S" on top of piston, toward valve side of engine.

Piston Removal

Pistons on all models must be removed from the top of the c)tlindel' block.

Measuring Pistons

When measuring pistons for size, mea:;.

urements must be taken with piston pin removed and at two places on largelSt

• diameter (opposite piston pin boss) as follows: (See Fig. 135).

:t1t

from lower ring groove.

:t~·; from bottom of skirt.

Taper inward from bottom of skirt to top of skirt should not exceed .00076".

Fitting Pistons

Fitting pistons should not be attemptecl unless the proper tools are available.

The

following tools are required:

Cylinder Gauge AM-51

Cylinder Hone HMO-l000A

Vacuum for removing honing dust HMO·l000B

Micrometers (outside)

Piston Feeler Scale,

:!." x 12" x

.002" feeler ribbon

3" and 4"

HM-593

Piston Heater and pin assembly fixture J-849

Piston Pin Bushing Burnisher. HM-587E

Piston Pin Bushing Reamer ..... HM-586

Connecting rod and piston aligner J-874-O

... 136. Oetu"linin..

l'i~lon

(

In.all<:•

..-llh

T0II1IlM.~93

Pistons must be fit:

With the piston and cylinder block at the same temperature.

2. With piston pin removed.

With pin removed, fit piston so that the clearance of the piston between its thrust surface (maximum side) and cylinder wall is .0013" to .0018" when piston and cylinder block are at nOI'mal room temperature

(70 ). This clearance is measured by using

I~" x 12" x .002" ribbon attached to scale

HM-593, which when withdrawn from between the piston and cylinder wa)l will read within the limits of foul' to eleven pounds on the scale. (See Fig. 136.)

'l'1,r Irr!rr ribbo" ,"ould be rractl!!

!}(J

(op/H»ifr)

Irom pilla/!

11ill

"olr

'HId

ill

fil/,' u:ilh Ihe

'''rll,1 III

rIner

Oil

Ihr

mru'illllflll

Ihrll,f

,idr.

If it is impo ible in some eases to fit piston with piston and block at a temper· ature of 70 , they may be fit at higher

01"

ENGINE

lower temperatures; however, when the ribbon is withdrawn from between the piston and cylinder the pounds pull required to remove ribbon should be as fol.

lows:

For temperatures lower than 70 using the same size ribbon, favor the low pounds pull.

2. For temperatures above 70", using the same size ribbon, favor the high pounds pull.

This compensates for the expansion and contraction of the piston.

A piston should be fit to individual cylinders and marked for the cylinder to which it is fit.

After completing assembly of piston, pin, connecting rod and rings, the assem· bly should be checked for alignment be· fore being installed in the engine.

Always install piston with mark "V·S" on top, towards valve side of engine.

CA UTION-When pistons are fit to reconditioned bores, the cylinder block

ENGINE should set long enough to cool to nOI'mal room temperature and the piston fit rechecked before installation of piston and rod assembly.

aecondltionlng Cylinder Bores

Determine size of cylinder bore by plac· ing gauge (HM·S1) in cylinder and ex· panding blades until they drag slightly on wall. (See Fig. 137.)

Set indicator to zero and release blade enough to remove gauge. Turn indicator to zero and with micrometer measure across the blades to determine size of the cylinder.

Since the reconditioning operation builds temperatul'e in the block, cylinders should be reconditioned in the following sequence :

6--cylinder-135246.

8-cylinder-1357246S.

Reconditioned cylinder bores should be held to not more than .0005" out of I'ound or taper.

It is important that reconditioned cylinder bores are thOI'OUghly washed to re· move all traces of abrasive material.

Otherwise very rapid weal' of the new bore will result.

Piston pins

The hardened, ground, lapped finished hollow piston pin is held in piston boss by press fit and a lock screw located in a drilled hole in piston pin and boss. The free end of the piston pin is slotted to permit the piston boss to slip on the pin dur· ing expansion and contraction of the piston, thus preventing distoltion.

Since the piston pin bosses in the piston are electl'olited, bosses must not be reamed for installation of oversize pins; therefore, standard size pins

mlly

will be serv· iced. Standard and oversize pistons will both be serviced with pins.

Fi"ing Piston Pins

The piston pin fit in the plain boss of the piston is J)()()l" loose to .0002" tight, and

.0002" to

.0005" tight in the lock screw boss. To remove

01' install pin, heat the piston and pin assembly in boiling water which causes the piston pin bosses to ex· pand and allows the pin to be easily removed or installed.

To facilitate disassembly and assembly of piston and pin, an electrical piston heater and pin assembly fixture, tool No.

J-849 has been developed. It consists of a heating element, a space for water and a holder for working on the piston. (See

Fig. 138.)

Fill. 138.

I'i.....

n flute. and Pin AlUIembiy

~'ixlUn

No. J·B4!l

To remove piston pin and assemble connecting rod, proceed as fonows:

Fill heater with clean water and plug in electric cUl'l'ent, allowing water to boil.

2. Remove lock screw,

3. Place piston in heater sump for ap.proximately one minute.

4. Lift out piston, place in holder, and with piston pin removing tool HM-535 push out pin toward plain boss side.

5. To assemble, place piston in heater and piston pin in pin sump for approxi· mately one minute,

ENGINE

6. Lift out piston, place in holder, dip pin in hot light engine oil. Stalt pin through plain boss and connecting rod, making sure that lock screw hole in pin and boss will align.

7. With piston pin replacing tool HM·535, lightly push pin through until lock screw hole in pin and boss are aligned.

Slight'misalignment may be corrected by inserting punch through holes and prying into place.

NOTE-If heavy pressure is required to push pin in lock screw boss, it indicates piston has cooled slightly.

Remove rod and again place piston and pin in boiling water as outlined in 5.

Don't force pin.

8. Apply graphite grease to lock screw and insert in place.

After completing assembly of piston, pin, connecting rod and rings. the assem· bly should be checked for alignment be· fore installation in the engine.

Piston Rings

All model pistons have two compl'ession rings and two oil rings. All rings aloe above piston pin. Chemical treatment of the rings deposits a black coating on their sud'ace which materially improves their wearing characteristics.

The compression rings are tapered on the outside diameter so that the 0.0. at the bottom is .001" larger than at the top.

The top of the ring is stamped "TOP" and this identification should always be placed at the top of the ring when installing in the piston.

Pitting Piston Rings

1. Piston ring gap must be measured with the ring down in the !·ing·traveled part of the cylinder bore to which it is fit· ted. Be sure ring is square in cylinder bore.

MEASURiNG

PISTON RING GAP

MEASURE PISTON RING

VERTICAL CLEARANCE.

2. When filing ling for gap clearance, make sure that gap is square.

:3.

Measure vertical clearance as shown in Fig. ]39.

(See specifications for clearances.)

4. When rings are installed on piston they should be staggered so that the gap of one ring is not in line with the gap of any other ring on the piston.

The compression ring is marked on top side with the word "TOP." This should always be placed towards the top of the piston.

ttl

ENGINE

The word "Top" is stamped 45 degrees from the gap of Pet"feet Circle Co. rings, and only 25 degrees from the gap of Sealed

Power Corporation rings.

The piston and ring assemblies can be easily installed in the piston bore without the liability of breaking the piston rings if tool J-l002-6 for six cylinder or tool

J-l~ for eight cylinder is used when assembling.

CONNECTING 1005

Connecting rods are heat-treated, dropforged steel, with I-beam section drilled for pressure oil feed to piston pins. An oil spit hole is provided in the upper hal! of the connecting rod bearing, see Fig. 141, to provide additional cylinder wall lubrication. This oil spit hole indexes with the oil hole in the crankshaft as the piston approaches lop dead center on each piston stroke, thereby spraying the exposed cylinder wall with an additional supply of oil.

OIL :5f'!T

Connecting rods have thin wall, steelbacked babbitt-lined bearings, held in place with extensions stamped in edge of bearing shell and located in machined notches in cap and rod.

Piston pin bushings are of the thin wall split type and are virtually bonded in the rods with burnishing bar and then diamond bored.

All model connecting rods are the same

"ith the exception of one machined dimension on the big end of the 8 cylinder. This machining operation permits the rod to be drawn through the cylinder bore.

Self locking nuts replace formerly used castellated connecting rod bolt nuts and cotter keys.

Servidn9 Connectln9 Rods

When installing connecting rods, oil spit hole in upper half of connecting rod bearing must be toward valve side of engine.

2. The small grooves forged in the rod and cap bolt boss on the same side as the part number must be matched when assembled.

Two ground bolts are used to insure accurate lineup of cap and rod, Under no circumstances should other than

G.M. bolts be used.

Connecting rod bolts should be tightened evenly and with a torque wrench.

Tighten as spe<!ified by the manufacturer of the wrench being used.

NOTE Early production engines will use the conventional castellated connecting rod bolt nut and cotter key, as shown at "A" Fig, 142. The correct torque using J·1264 torque wrench for tightening this type of nut is 30 to

35 Ibs, Later production engine connecting rod bolt nuts will be of the self tightening (Marsden) type where no cottel' key is used. (See "B"

Fig. 142.) The torque on tool

J-1264

to tighten this type of nut is

50 to

Ibs.

Note that the self tightening type nuts require considel'ably greater tightening force.

In case of rod bearing failure, new rods are not necessary, as bearings are of the interchangeable, removable type,

Bearing shells are assembled with a slight pl'ojection above the I'od and cap faces to insure a positive contact. Therefore, adjustment for wear is not recommended. Always use new bearing shells

~·i

...

IU. ('''''''KI;" ..

Kod

1..le

iii..

~:nd--Sho

...;n..

Early .IId

I'rodllrtilln

NUb for weal' adjustments. If metal is I'emoved from either cap

01' rod face, it will be impossible to use the rod again with a new bearing shell.

Under no circumstances should shims be used to obtain propel' clearance, as their

UHe may cause excessive oil consumption.

Piston pin bushing replacement should be made by pressing new bushing in con· necting rod and bUl'Ilishing with tool HM·

587E. After burnishing operation, line ream bushing to size with reamer Hl\f-586.

ENGINE U9

The oil hole in piston pin bushing must be in accul'ate alignment with rifle-drilled hole in connecting rod. Otherwise scoring of piston pin may I'esult from insufficient lubrication.

Under no condition should oil spit hole in connecting rod be plugged.

(See Piston fitting.)

CAMSHAFT

The camshaft has been improved by means of a chemical process which deposits a black coating on the cam bearings and cams and improves initial weal'ing characteristics. The same camshaft is used on the "F" and "G."

The cams al'e especially heat-treated to produce a hard wearing surface on the working portion of the cams and ground with a slight taper to insure positive rotation of the valve lifters. The six cylinder camshafts are 8uppOl1.ed in the crankcase in four, and the eight cylinder in five bronze bushings.

Camshaft end thrust is taken with a spring-loaded hardened steel plunger in the front end of the camshaft, running against a hardened steel plate in the timing chain covel'.

Camshaft Drive

The camshaft is driven by a silent antiwhip chain which requires no adjustment.

The 'IF" and "G-39" timing chain, camshaft and crankshaft sl)l'ockets are used on both the lfF" and "G-40" models. A dif· fel'ent timing chain, camshaft and crankshaft sprocket from the

UF" and IIG-40" is used on the "L-40" model. (same as

"L-39" model), even.though the center distance of the camshaft and crankshaft sprocket is the same on all models.

CAUTION-Always use the chain

01' sprocket for the model sl>ecified.

120 ENGINE

Pressure lubrication is supplied to the timing chain and sprocket.8 from the front main bearing to camshaft bearing passage. Four holes are drilled in the front camshaft thrust surface and each time these holes register with the hole in the cylinder block from the oil passage, a spray of oil gushes on the timing chain and sprockets.

VALVES

The same alloy steel intake and exhaust valves are used on all models. The angle of the seat on the intake valve is

30 and on the exhaust 45 .

Servicing Valve Mechanism

In order to obtain the correct valve lash, valves must be lashed with the engine wann.

Correct valve lash may be obtained, though less satisfactorily, with the engine warm and not mnning, providing valves are on the low point of the cam when lash is adjusted.

The valves of each cylinder are on the low point of the cam when the cylinder fires.

To obtain correct lash-proceed as follows:

1. Allow engine to run until warm. Turn off.

2. Install timing light K-352 and turn on ignition.

3. Bring No.1 cylinder up on firing stroke until light just lights.

NOTE Both valves in No, 1 cylinder are now on low point of cam

(closed).

4. Adjust valve lash in No, 1 cylinder to

.008" intake and ,011" exhaust.

5. Proceed as above for each cylinder in fhing order.

Six cylinder firing order is 1-5-3-

6-2-4. Eight cylindel' firing order is-

1-6-2-6-8-3-7-4.

VALVE SPRINGS AND DAMPERS

The valve springs are the same on all models; also, the intake and exhaust valve springs are the same. To eliminate the

Sl'RING DAMPER

VAL

V'[

SI'llING inherent vibl'ation in the valve springs at certain engine speeds and increase the life of the spring a damper is used inside the top coils.

Remove Valve Springs and Dampers

The valve springs and dampers should be removed in the following sequence:

1. Remove right Iront fender filler plate.

(See page 221.)

2. Remove cylinder head to allow removal of valves.

3. Remove valve compartment covers.

4. With valve lifter tool J-498-0, compress valve spring and remove valve spring lock cones, •

5. Remove valve spring l'etainel' and damper.

6. To replace valve spring, reverse above sequence of operation, being sure that the valve spring damper is in plaee at upper end of spring before spring is installed .

Valve Lifters

The valve lifters are the same on all

ENGINE 121 odels and designed for long life and iet o»Crat.ion,

The adjusting tappet I:ICrew check nut

as

been eliminated.

A sl>ccial thread on e tappet scl'ew and in the lifter body made this possible and only two tappet nches

(Ij:t

and

-tu")

are necessary to adjust. valve tappet clearance.

The lifters are all steel constmction of the mushroom type, with a spherical lace, and operate in bosses machined in the q>lindel' block. The bosses for the valve lifters are within the valve compartment, which opens into the crankcase, so the lifters are amply lubricated at all times.

Valve Hftel' holes in cylinder block are beal'ing-ized after reaming.

Bearing-izing is an advanced finishing process, which permits gl'eater accuracy and provides a mirror-like burnished surface.

Due to this impl'oved bearing surface, be sure to check lifter size and, if possible, use oversize lifter rather than reaming out the Iiftcr holc, thus dcstroying beal'ing-ized surface.

Remove Valve Lifters

When engine is disassembled and valve lifters removed, they should be marked or designated so they may be reassembled in their respective positions in the cylinder block. This is important, otherwise lifter noise or binding may result.

Remove right front fender filler plate

(See page 221.)

2. Remove two nuts from front engine mounting and remove oil pan.

Jack up front end of engine approximately

1" or enough to remove the timing chain cover.

Remove balancer and fan belt,

5. Remove timing chain cover.

6. Remove timing chain and camshaft sprocket.

7. Remove cylinder head.

8. Remove valve compartment covers.

9. Remove fuel pump assembly.

10. Remove distributol'.

NOTE When removing the distributor, remove the cap screw which holds distributor clamp bracket to cylinder block and then remove clamp bracket with t.he distl'ibutOI'. If this is done, distl'ibutor will not bled incorl'ecUy.

be assem·

11. Remove oil pump assembly,

12. Raise valve springs and insert "U" clips undel' valve head to hold valves in open position. The "U" clips should be made of soft material so as not. to damage valve or cylinder block;

1,4" copper tubing 2" long, after bending, is satisfactory.

13. Raise all valve lifters by using a soft wire to hold lifter in raised position to clear cams on camshaft,

122 ENOINE

'

TOP DUO e.tHTtA-:I

~---

i:-.·.........-

Fla. 14'.

\·.t..

Tl",llla DI.ar..._L

Intake OPtcIll. .... .

Intah CIoHI....

Exh.ult Opelll.....

Exh.ult ClOHI.....

EnlriTlol

.·ir".

f'1i

G-400

5·

B.T.D.C.

226· A.T.O.C.

135· A.T.O.C.

S· A.T.O.C.

T.O.C.

A.T.O.C.

1$ A.T.O.C.

10 A.T.O.C.

2 B.T.O.C.

Valve timinr diarrams are based on intake valve lash of .0124" and exhaullt valve lash of .0155". and shown for rauging, only. set valve lash .008" intake,

.Ol1~ exhaust.

14. Remove camshaft.

15. Remove lilter.

Replace Valve Llft.r

After lifter has been changed, rein· stall camshaft.

2. Remove wires from balance of lifters and "U" clips from beneath valve head.

3. Install camshaft sprocket and by the use of tool HM-408-0 time sprockets as shown in Fig. 147 j at the same time install timing chain.

4. Install timing chain cover.

5. lnstall balancer and fan belt.

6. Drop motor onto front engine support and tighten nuts.

If a six cylinder engine is being worked on, set No.1 cylinder on firing center i it eight cylinder, set engine on No.6 cylinder. Set distributor on

No.1 cam for six and eight cylinder, and slide distributor tentatively into position to determine approximate position for oil pump drive gear; then pull distributor out far enough to assemble oil pump drive gear to distributor drive shaft.

ENGINE U3

Time engine ignition. (See Ignition

Timing.)

Install fuel pump.

Lash valves.

Jnstall valve compartment covers.

Install oil pan.

Install cylinder head.

Install front fender filler plate.

o ..

lking Valv. Timing

Valve timing is for .008" lash on intake

IDd .011" lash on exhaust valves for all

.odels.

The correct valve timing when replac-

'iDg camshaft or sprocket gea~ ca~ be olr

tained

by using tool as shown

Fig.

147.

Vol••

Guid••

The cast iron valve guides furnish ample bearing surface for the valve stem to insure valves properly seating in the block and prevent chatter. The over-all length of the valve guides, both intake and exhaust, has been shol1:ened

I,~" at top end.

The shortened valve guide may be used on 1937, 1938 and 1939 models.

CAUTION-Do not tape

I' top part of hole in any short guides (1939 and 1940).

It will be of no advantage, but may cause inaccurate valve alignment.

Replace Valve Guid••

The same valve guide is used for both intake and exhaust. and on all models.

The upper end of both intake and exhaust valve guides is

"i~" fl'om the top of the cylinder block.

It is impOltant when installing valve guide that the distance from

.·;K.

In.

T'",inK ('rlnk.hodt

C.",~lolrt

Spro...

~t.

.ith T. .

IIIM·418·' t 'K. 148. lleplulnK v.I.·.

Guld~

.Ith

Toul

J-I.n

W ENGINE the top of the guide to the top of the cylinder block be held according to specifications. Therefore, tool J-1042 shown in Fig.

148 should be used when installing either intake or exhaust valve guides.

Drive the new guide in from the top of the block until the tool seals on the block as shown.

LUBRICATING SYSTEM

The engine lubrication system, as indicated by the phantom view of the oil lines

(Fig. 149) provides full pressure lubrication to all the important rotating and the main beal'ings to the camshaft. beal'.

inglj. A jet of oil directs a timall atl'earn upon the timing chain sprocket and the spray therefrom is thl'own around the chain compartment. Provision has been made

to

collect part of this spray and lubricate the thrust button at the front end of the camshaft. Other parts of the engine are lubricated by a continuous spray thrown from the connecting rod bearings.

011 Pump

The positive gear type oil pump as used in 1939, continues to be used on all model,; lor 1940.

The two units are identical. except the gear faces on the "L" are 1,4" wider than on the HF" and "G." reen during winter operation. Oil operting pressure is 28 to 33 pounds.

The oil pump is located at the right side the engine on the outside of the crankp ...

The drive gear for the oil pump and tributor shaft is keyed to the pump aft and driven from the camshaft by iral gears. The lower end of the distributor drive shaft is flattened and is

.engaged between two flat springs in the pump drive gear.

DlNllJemble 011 Pump

To disassemble the oil pump, proceed as follows:

1. With an arbor press and using tool

J-959 as shown in Fig. 151, press the drive gear from upper end of pump shaft.

Remove Woodruff key from upper end of shaft.

ENGINE 125

Assemble 011 Pump

All oil pumps are the same except the pump gears are lj,l" wider on the eight cylinder. Since the pump shafts are the same length, the shaft is pressed into pump gear flush with outer end of gear on the six cylinder engines and within

v.."

of the outer end of the gears on the eight cylinder. For this reason, the shaft in the eight cylinder should be pressed into pump gear using tool J-954. (See Fig. 152.)

To completely assemble the oil pump:

Place pump gear with keyway on tool

J·954 and Woodruff key in pump shaft, and pl'ess shaft through gear flush with outer end of gear. (See Fig. 152.)

2. Place idler gear on stub shaft in pump body and slide pump shaft and gear assembly into place in pump housing.

reciprocating parts of the engine. The heavy black lines show the paths of oil travel from the crankcase, up through the various parts of the engine, and back again to the sump. The gear pump delivers oil directly to the main bearings, and oil continues under pressure through drilled holes in the crank cheeks to the adjacent connecting rod bearings; and from these, oil is forced, still under pressure. out of the oil spit hole in the upper hall of the connecting rod bearings to the cylindel' walls and up through the riftedrilled passages of the rods to the piston pins. Drilled passages in the crankcase webs also deliver oil under pressure from

Fl •. UO. Oil Pump and

~r~n

Aaae..,bly-

Six

Cylinder

The pump can be removed from either engine without disturbing any of the drive mechanism. The intake or suction port of the pump, through which oil is draY;'1\ from the crankcase. connects with a passage inside of a large circular screen which is inclined with respect to the bottom of the pan to prevent loss of oil pressure from possible fOl1nation of sludge or emulsified oarticles which might clog the

~'ill:.

151.

R"",,o'l'ltll

011 Pu""p Drl... Gear wltll T_I

J.'~' l'I''''p

Hf",ond f'll", F.nll:;M

2. Remove pump housing cover and oil pump gears and shaft.

~·i

....

1~1.

Prf'Uin ...

I· p Sllah int.

Pump Gear with

T l J.,:il

3. Put Woodruff key in place on upper end of pump shaft and press pump

126 ENCINE t'i•.

us. Prf'Mi•• I'll.p Drin Cur Onto P .... p Short

..itll T.... J·'.i4-1 . .d J-'S4 drive gear onto shaft, using tool

J-954-1 between inner face of gear hub and pump body. Tool J-954-1 must be used when assembling pump drive gear, otherwise, proper end clearance of pump shaft assembly will not be maintained.

(See

Fig. 153.)

4. Assemble piston, relief spring and nut into place in pump cover and bolt cover to pump body. Use new gasket between pump covel' and body.

NOTE-Always use new gasket between pump body and cylinder block when assembling pump to cylinder block.

CRANKCASE VENTILATION

The crankcase ventilating system pl'events the harmful dilution of engine oil.

The evacuation of the ail' is through a tube connected to the real' valve compal·tment cover, and extending down from the engine through the frame side pan. The end of this tube is beveled and projects into the air stream caused by the motion of the car.

The air passing the end of the tube creates a vacuum which is sufficient to draw air out of the crankcase; together with its contents of gasoline and water vapors. Fresh ail' enters the crankcase through a breather tube attached to the oil-level indicator gauge. The breather i!; fitted with a small air cleaner to prevent the entrance of dust or other foreign matters. This unit should be cleaned periodically by using gasoline or kerosene. AIter all foreign substance has been removed, dip in oil before assembling on engine.

MANIFOLDS

The intake and exhaust manifolds are cast so as to fonn a heater body around the portion of the intake manifold through which the mixture from the carburetor flows. (See Fig. 154.) f'll[. I:>'. )Iulfold ond lIul Conlrol

Assembled in the heater body is an automatic valve which regulates the amount of heat by-passed through the heater body so that a sufficient amount of heat is transferred to the intake manifold at both low and high speeds, to insure a more uniform vaporization condition.

The automatic valve is mounted on a shaft, attached to which is a thermostatic spring which holds the valve closed under pressure when the manifold is cold, thus insuring a rapid warm-up by diverting the entil'e volume of exhaust gases to heating the intake manifold. This action continues until the thermostatic spring absorbs enough heat to gradually lose its tension.

This allows the amount of heat, being transferred to the intake manifold, to be regulated in accordance with the heatervalve position which is automatically detel-mined by the pressure applied to it by the velocity of the exhaust gases.

The counterweighted lever on the end of the heater valve shaft assures positive opening of the heater valve while the thel-mostatic spring is hot and off its anchorage. The thermostatic spring is to the rear of the manifold on all models where it is less affected by cold blasts of air through the radiator core.

The heater valve. shaft, and shaft bushings are made of special heat resisting, non-corrosive metal so as to prevent the possibility of sticking.

Adjustment of Thermostat on Manifold

Heat Control Valve

The proper tension on the manifold heater valve thermostatic spring at room temperature is 105 0 wind-up (r.

1 of a revolution approximately) for both the six and eight cylinder engines.

ENGINE 127

Intak. Manifold Atomizer

The intake manifold on the eight cylinder engine is pl'ovided with a pocket directly below the barrels of the carburetor which prevents any excessive raw fuel from the carburetor flowing into the branches of the intake manifold.

(See

Fig. 155.) There is a slight change from

1939. Two atomizer holes, one for each barrel of the carburetor, are located in this pocket and under cranking conditions atomize the raw fuel by means of a stream of air drawn through them from outside the manifold. The atomizer holes also provide a drain for the raw fuel when cranking stops, so as to prevent flooding.

DRAIN PIPE

.'11[.

1$5.

~Ionlrold

Ato .. lul'-a Cylilldu

The drain passage, through which the ail' passes during cranking, is provided with a check valve which is sucked up to a seat when the vacuum rises to a value above that present during cranking, thereby shutting off the air supply to the atomizer holes after the engine starti running.

ENGINE MOUNTING

All engines al'e supported in the frame, at three points, on non-adjustable wear-

128 ENGINE proof rubber mountings.

These three engine mountings are

80 constructed and located, that they control the reaction caused by engine torque and dampen aU periodic engine vibration.

The front mounting is bolted between an extension on the timing gear ccmpartment cover and the frame front cro member on all engines.

The front mounting controls the vertical, lateral and fore and aft movement of the engine.

The two rear engine mountings are bolted between bosses on the flywheel housing and the frame second cross member.

Servicing lngln. Mounting,

Due to the difference in rubber specifications engine mountings are not interchangeable between models.

To remove and replace the front engine mounting assembly, it is necessary to first remove the oil pan.

The upper palt of the front engine mounting block assembly is the same for six and eight cylinder. The lower portion is not the same and may be identified by either "six cylinder" or "eight cylinder" stamped on one end of the rubber block.

The "F," "G" and "L" real' engine mountings may be identified by the part numbers stamped on the part.

CAUTION-When installation of a front engine mounting becomes necessary, the cap screws, which fasten the mounting to the frame or bracket, should fil"tit be screwed fmger tight. Then take one tum on one cap screw. and one turn on the other, and so on, to tighten evenly in place. DO NOT TIGHTEN ONE CAP

CREW IN POSITION INDEPEND-

ENTLY OF' THE OTHER. This is extremely important, since if either cap screw is tightened in place independently of the olhel', the lower portion of the assembly will not seat evenly in the upper portion. The front mounting must be properly positioned and tightened or otherwise severe engine roughness will be present.

Cooling System

The cooling system used on all models consists of a Harrison cellular type round

"Y" radiator core, thermostatic water flow control, water by-pass, water pump mounted at the front of the cylinder block, and a four-blade fan on all models.

While the same water pump is used on all models, the water pump cover on an eight cylinder engine is different than the cover used on the six cylinder engines,

ENCINE 129 due to the difference in the water pump bypass. The water pump discharges water into a manifold tube, which lies along the entire length of the cylinder block in the water jacket.

The water distribution manifold tube is on the right side of the cylinder block, between the valves and cylinder barrels.

Holes in the side of the manifold and slots along the top distribute water around the valves for ample cooling.

If the engine portion of the cooling system should become clogged, the condition should be corrected by use of a reputable solvent rather than by reverse flushing.

In the event the radiator portion of the cooling system becomes clogged, the condition should be corrected by the use of a reputable solvent, or reverse flushing of the radiator core and tank assembly only.

RADIATOR CORlS

The radiator cores on the "F" and "G" models are the same in size and design as the "G" 1939 model, assul"ing an adequate coolin~ system.

Radiator cores are the Harrison CellulaI' round uY" type. which permit a maximum heat dissipation with minimum size of core. Water loss is prevented in the large upper tank by carrying the discharge from the cylinder block through and under a baffle plate. The radiator core, upper and lower tank. is bound to-

2'ether by a steel harness, which complete-

Iv encircles the three units. This assembly is then bolted to a very rigid steelradiator support, which extends along the bot tom and up the sides of the radiator core

The upri2'ht supports on each side a connected by a tic-bar in front of the co

This entire unit is mounted, as a singl assembly, on the front cross member wi

130

ENGINE one stud in the bottom of the center and insulated from the frame with rubber impregnated canvas

:\'8" thick. TJ1e front fender supports are also a part of the radiator support. This construction makes one unit of the radiator core, baffle, grille, headlamps and front fenders,

80 that the usual movement of the frame in front is not transmitted to the fender and ramator assembly.

Remove and Replace Radiator Core

See

Page 221 under "Sheet Metal."

Temperature Control

Water temperature is automatically controlled on all engines by a bellows type

Harrison thermostatic valve located in the cylinder head water outlet.

The thermostatic valve closes the pag..

sage between the cylinder head water outlet casting and the radiator. This permits the engine to quickly reach an efficient and economical operating temperature, When the water temperature reaches 152

F. the thermostat gradually opens, allowing water to flow through the radiator, thus regulating the temperature at all operating speeds.

The same Thermostat is used in all models.

Fan and Belt

The fan on all engines has four unequally spaced blades which, together with a pressed steel fan pulley, are attached to the water pump impeller shaft hub with fOUl' cap screws. The fan is driven by the crankshaft pulley and a "V" belt, which also drives the generator. Proper tension of the belt is maintained by the adjustable generator mounting,

All six cylinder fan blades are the same length, while the eight cylinder blades are longer, The same fan belt is used on all models.

Fans on all models are checked fOl' lateral runout, which cannot exceed

~t and must balance within a quarter inch ounce. An out of balance fan or one in which each blade does not follow the other within

I ;';" will cause a rough engine and shorten water pump life.

Remove and Replace Fan Blades

The fan blades may be removed and replaced without removing the water pump or front end sheet metal and l'adiator.

If the fan blades and pulley are removed, they may be attached to the water pump shaft flange more easily as follows:

1. Sc"ew a h"-24x ll f{' stud into the water pump shaft flange on the radiator side of the flange.

2. Put the fan pulley and fan blades in place with the stud in one of the bolt holes of pulley and fan blades. The stud will align the three remaining holes so cap screws can be screwed in place.

3. Install the three remaining cap screws and tum finger tight, then remove stud and install fourth cap screw and tighten all screws tight.

If fan blades only are removed and re· placed, the above steps are not necessary, since the tension on the fan belt will maintain the holes in the fan drive pulley and water pump shaft flange in alignment.

Adjust Fon 1.lt

The fan belt tension is adjusted by the movement of the generator on two supporting pivot bolts, and is held in position by a slotted adjustment link clamped to the generator with a cap screw.

Too tight a fan belt will cause excessive wear on the bearings and eventual leaks.

The fan belt should be adjusted so that

ENGINE

131

of the cylinder block. It is driven at .95

times crankshaft speed by the crankshaft through a "V" type belt, which aIM drives the generator and fan.

-..oOEL

DIM.-A a "deflection will be obtained when meas·

~~ed

by means of a scale midway

bet~een

the fan and generator pulleys, and at right angles to a straight edge laid across t~e two pulleys, as shown in Fig. 160. Push m on scale lightly,

Remove Lower Fan Pulley

The drive pulley on crankshaft is pressed steel, therefore, if removal.

becomes necessary, C81'e must be exerCised to prevent damage to rim of pulley. The pulley can be started off the crankshaft by using two screwdrivers, one on each side of the pulley, between rim of pulley and chain cover and prying out on the pulley,

WAUR

PUMP

Except for the difference in the construction of the water pump by-pa~, the same centrifugal type water pump IS used on all models and is mounted on the front

The water pump features a permanently lubricated ball bearing for the pump shaft and non-adjustable packing. The permanent seal, which makes rep.acking unnec· essary, consists of a graphite w~her adjacent to the impeller, backed,wlth a neoprene seal and a bronze spl1ng and retainer for maintaining constan.t pressure on these two units. The graphite was~er is prevented from turning in the hOuSl~g by means of two ears on the washer m· dexing with two slots in the pump hous· ing. The graphite was~er, neoprene.grommet, spring and retamer are .statlOnary

in the housing with the graphIte washer prohibiting water passage between the impeller and seal. The neo~l'ene

.seal acts as a check on any fluid WhICh might pass between the graphite washer and the housing.

A large atmospheric vent, in the ,fOm; of a drilJed.hole through the upper sld~

0 water pump body (See Fig.

161), an a

132

ENGINE large drain hole at bottom side of pump body, minimizes moisture formation in the pump assembly. The upper drilled hole is covered with a cap similar to the rear axle housing vent cap so that no water

01' foreign matter can enter inside the pump.

The cap is pressed in place and should not be disturbed unless absolutely neeessal·y.

The vents may be damaged and affect proper pump ventilation.

The pump shaft is mounted on a penna· nenlly lubricated double row ball bearing.

The small neoprene seal over real' end of the double row bearing released and used in late 1939 production has been eliminated and replaced with a brass moisture slinger. Grooves in the shaft furnish paths for the balls and provide a means of tak· ing end thrust of the fan and pump.

Water Pump By.Pass

To provide water circulation and prevent excessive build·up of pressure within the cylinder block and cylinder head dUJ·· ing the time the thermostatic valve is closed, a water by·pass is provided be-

....-

......

~-_.tween the top of the cylinder head and the inlet side of the water pump on all models.

The water pump by·pass on the "F" and "G" engines consists of a drilled passage from the cylinder head water jacket through the cylinder block which connects with an opening in the water pump cover.

The water pump by·pass on the <fL" engine consists of a drilled passage through the back plate of the water pump connecting with a hole in the front end of the cylindel' head. A neoprene grommet connects these two openings.

Remove Water Pump

Remove fan belt from crankshaft pul.

ley by first relieving tension on belt at generator pulley.

2. Loosen and remove the thl-ee cap screws which attach the pump to cylinder block,

3. Loosen lower radiator hose.

4. Remove water pump assembly.

Disassemble Water Pump

Whenever it becomes necessary to disassemble the water pump, the operation should be pel'fonned in the following sequence :

Remove cover plate from back of pump body.

2. Remove pulley from pump shaft flange.

3. Remove bearing lock "ing from outside of pump housing at bearing.

(See

Fig. 162.)

4. SUPPOI1. outer end of pump body in arbor press and press shaft and bear· ing assembly through the impeller.

(See Pig. 163.)

If bearing only is to be I'e placed, no further disassembly is necessary. The

ENGINE

133

ovel'hauled and the original beal'ing continued in service, use a new slinger,

Assemble new slinger to water pump bearing shaft as follows: (See r~ig.

164.)

(a) Stand bearing and shaft assembly in an upright position in a small press.

(b) Carefully start brass slinger onto end of shaft with the fingers.

Flal'Pd end of slinger should be toward ball bearing.

(Sec Fig.

161.)

(d) Place tool J·1446 over slinger and then by use of press, push slinger down on shaft until a slight drag is felt on gauge. Clearance between slinger and end of bearing must be

.025" in order to secure pl'oper protection of bearing and

)'et not have slinger touch bear· ing and produce noise.

(e) Remove tool J·1446 and water pump bearing and shaft assembly from press.

bearing and pump shaft will be serviced as an assembly since the shaft serves as the inner race for the ball bearing. See note under "Assemble

Watel' Pump."

If the graphite washer and bearing seal assembly is to be removed, remove the snap ring from inside the bore at rear of pump and remove washer and seal assembly.

Assemble Water Pump

Install bearing seal assembly into rear of pump housing with the four parts in theil' I"t~lative !>ositions, as shown in

Fig. 162.

Install graphite washel', either side towards impeller.

The ne..... water pump shaft slingel'

No. 413778 is scl'vice<! sepal'ate from the bearing and shaft. When a new bearing is installed,

01' the water pump t·il. 164. In"taliUlon of Watl' Ppm" Shaft SUnl"

134 ENGINE

IMPORTANT NOTE- In the reassembly of water pumps it is important to make sure that:

(a) Machined chamfered seat within water pump body casting for robber seal i!5 not scored, or that a robber or dirt material is formed on the seat to keep seal from seating properly. Seat should be thoroughly cleaned with thinner and wiped dry and clean before seal assembly is installed.

(b) When installing seal assembly in body casting, it positively seats and does not hang up on sides of casting. Wetting the hole in casting with soap solution will aid in the easy assembly of the rubber seal assembly.

2. Install snap ring in groove inside of housing and back of graphite washer.

3. With water pump impeller supported in arbor press, press shaft and bearing assembly Into pump body until bearing lock ring snaps into position in the bearing outer race. After impeller has been pressed into place and with bear· ing lock ring in place there should be

n"

clearance between pump impeller rear finished face and the end of pump housing.

4. Install pump body rear covel' plate, using a new gasket.

5. Install pulley.

The new water pump assembly fan pulley hub is .1;8" shorter than the 1939 hub.

Therefore the 1939 hub cannot be used on'

1940 pumps. Neither can the neoprene seal No. 503282 over the inner end of the bearing be used in the 1940 pump assemblies,

Replace Water Pump

Inspect gasket on plate at back of water pump casting and if damaged install a new gasket. Shellac the gasket to the water pump plate.

2. On "L" models install a new neoprene grommet at by-pass hole from cylinder head to pump.

3. Reverse balance of operations as outlined in "REMOVE WATER PUMP,"

WATER TEMPERATURE GAUGE

A water temperature gauge is mounted in the instrument panel to indicate the temperature of the cooling liquid in the cylinder block and cylinder head.

A new electrically operated water temperature gauge is used on all 1940 models.

The dash temperature gauge lead is connected to the "gas gauge" terminal on the back side of the ignition switch.

(See

Ignition Coil and Switch, page 237.)

METHOD OF DETECTING EXHAUST

GAS LEAKAGE AND AIR 5UCTION

Exhaust Gas Leakage Test

Start test with engine cold and fan belt disconnected so the water pump will not operate. Disconnect the upper hose at the radiator.

Drain system until water is level with the top of the block

but no lo1tJcr.

Take out the hose line or block thermostat.

Replace the thermostat housing, if removed, and for convenience bend the hose back into a vel-tical position. Fill the hose with water nearly to the top. 'IGun" engine several times, watching for bubbles while "gunning," and also when engine drops to "idling." Appearance of bubbles or a sudden rise of water level in the hose indicates exhaust gas leakage. The test should be made quickly before boiling starts, since steam would also appear as bubbles and give misleading results.

ENGINE 135

IJr Suction Test

After eliminating exhaust gas leakage, or if none is found, connect the fan belt and the upper radiator hose and replace the thermostat. Fill the cooling system

'With water, leaving room for expansion, and put on the radiator cap, making sure that it is air-tight. Attach a rubber tube

Mveral feet long to the lower end of the overflow pipe. This connection, the overftow pipe and the rubber tube must be airtight. Run the engine until it is up to normal operating temperature, then without kinking the tube, put the loose end into a bottle filled with water. To start the test increase engine speed to 50-60 miles per hour and watch for bubbles in the water.

The continuous appearance of bubbles indicates that air is bt>ing sucked into the cooling system.

ANTI.'IEEZE SOLUTIONS

In selecting anti-freezing solutions for winter operation, the local conditions and the type of service must be considered.

The following information is given to en· able the car owner to more intelligently select the anti-freezing solution best suited to meet his own individual driving conditions.

The available commercial materials for preparing anti-freezing solutions for automobile radiators are denatured alcohol, methanol (synthetic wood

01' methyl alcohol), distilled glycerine and ethylene glycol.

NOTE-Regardless of the type of antifreeze being used, be sure t.hat cylinder head, all hose connections, etc., are tight and leakproof.

Akohol

Denatured alcohol and methanol are extensively used for anti-freezing solutions. The vadous types of alcohol antifreeze are widely distributed, afford protection against freezing, and are not in-

·jurious to the materials used in the cool· ing system.

There are two principal objections to the alcohols. These materials are lost by evaporation, especially on heavy runs, and unless the solution is tested periodically and sufficient anti-freeze added to replace the loss by evaporation, the engine or radiator, or both, are likely to be damaged by freezing. The cal' finish is damaged by contact with alcohol solutions or vapors, and any material accidentally spilled on the finish should be flushed off immediately with a large quantity of clean, cold water.

The following table shows the quantity of General Motors Anti-Freeze (methanol base) required to protect to indicated temperatures:

GENEJtA.1,

MOTORS

Al'o'TI-F'R££ZE

TElllrEllATURE

"r"

AND "G-40",

"1..-40"

+10·

O·

_10° r.

_20" F.

-30· F.

QUARTS

QUARnJ

51 1

."

7 1

8',

61~

Glycerine and Ethyle". Glycol

Distilled glycerine and ethylene glycol solutions are, in first cost, more expensive than alcohol, but, as they are not lost by evaporation, only water need be added to replace evaporation losses. Any solution lost mechanically, such as leakage, foaming, etc., must be replaced by additional new anti-freezing solution. These solutions under ordinary conditions are not injurious to the car finish.

ENGINE 137

The principal objections to glycedn~ and Ethylene Glycul are the tendency of these solutions to loosen the scale and iron rust which fonns in the water passage of the cylinder block and head, and the difficulty of securing and maintaining tight leak-proof connections. Also it is absolutely necessary to thoroughly clean and flush the entire cooling system before glycerine or Ethylene Glycol is used. It is also necessary to tighten or replace the cylinder head gaskets and hose connec· tions. The cylinder head gaskets must be kept tight to prevent the solution from leaking into the crankcase where it might cause gumming and sticking of the moving parts.

The pump seals must be kept properly adjusted to prevent air from being drawn into the cooling system, in order to avoid foaming and other difficulties which may result when air is present.

Testing Solutions

In using a hydrometor to determine the temperature at which a solution will freeze, the test must be made at the temperature at which the hydrometer is calibl·ated.II the solution is warmer or colder, it must be bi'ought to this temperature or large enol'S may result. In some cases these errors may be as large as 30 degrees

Fahrenheit. Freezing point hydrometers are not interchangeable, a different float scale is required for denatured alcohol,

Methanol, glycerine and Ethylene Glycol.

Intake Silencer and

Air Cleaner

The AC combination intake silencer and air cleaner is standard equipment on all models. The AC combination intake silencer and heavy duty (oil bath) air cleaner is furnished as optional equipment on all models.

SERVICING AIR CLEANER

The standard air cleaner should be serviced every 2,000 miles under normal operating conditions (driven on paved roads) and every 500 to 1,000 miles where cars are operated on dirt roads under dusty conditions.

The heavy duty (oil bath) ail' cleaner should be serviced every 5,000 miles under normal conditions (dl'iven on paved roads), and every 2,500 miles where cars are operated on dirt roads under average dusty conditions. Under extreme conditions in territories subject to dust stonns, cleaners may require more frequent service, depending on conditions.

The heavy duty air cleaner fOI' the uP" and "G" models, while different. in appear-

",4Co<U TO

C."'''OU ..

~ .~VOI.

ance from that used on the "L" model, is eerviced in the same manner. The "P" and

"G" model cleaner is removed from the earburetor the same as in the past.

On the IfL" model, the cleaner can be removed by loosening the cleaner at the carburetor end and then loosening the wing bolt sufficiently to free the cleaner from the cylinder head bracket.

CAUTION-Do not loosen the wing bolt more than is necessary to free cleaner from the bracket, since bolt also holds the cleaner together.

Tilt cleaner up at carburetor end and slide forward to release it from the cylinder head bracket.

To service heavy duty (oil bath) air cleaner, proceed as follows-flF,"

uG"

and ilL" :

CAUTlON-Do not oil cleaner as it is automatically oiled in operation.

I. Remove cover.

2. Remove cleaner unit and oil reservoir.

3. Wash accumulated dirt from the cleaner unit by plunging it up and down several times in can of clean gasoline or kerosene.

4. Clean accumulated dirt from the oil reservoir and refill to indicated level with one pint of S.A.E. 50 oil, (S.A.E.

40 oil for winter temperatures).

Carburetion

All models are equipped with Carter down.draft triple venturi carburetors, as follows:

Model

Carburetor

Model up" and uO"

Standard Transmission .

466-S

<lL" Standard Transmission-Vacumeter 389-S

ALL CARBURETORS WILL BE DIS-

CUSSED AND REFERRED TO BY

CARBURETOR MODEL RATHER

THAN BY CAR MODEL.

138 ENGINE

Each of the above carburetors incorporates the following features:

A triple venturi.

2. Positive action accelerating pump.

3. Metering rod

(variable orifice).

4. Anti-Percolating unit.

5. A slow and fast idle device. which operates in conjunction with the automatic throttle opening mechanism

(throttle cracker).

6. Dechoker.

7. Lockout.

8. Climatic Control (Automatic Choke).

The metering rods on the 466-8 and

389-8 carburetors are throttle and vacuum controlled.

Servicing and parts for the Carter carburetor and automatic choke are available through the Cartel' Carburetor Company and their authorized distributors.

Each carburetor is calibrated to provide maximum power and mileage on standard gasoline in normal altitudes, and flow tested to determine accurately the weight of air and fuel comprising the mixture.

Wear will, in time, impair the efficiency of the carburetor. Bringing the unit back to normal specifications through proper servicing will maintain the good performance and economy originally built into the unit.

Due to the close l'elationship between the various carburetor adjustments, it is important when adjustments become necessary to make them in the following sequence:

1. Float adjustment.

2. Accelerator pump adjustment.

3. Metering rod adjustment.

4. Anti-percolator adjustment.

5. Fast idle adjustment.

(On the 389-8 carburetor, it will be nec_ ebSary that the 6 M.P.H. idle is prop..

erly set before setting fast idle.)

6. Dechoker adjustment.

7. Lockout adjustment.

8. Idle adjustment.

9. Automatic throttle opening adjust.

ment.

MAKE EACH ADJUSTMENT CARE-

FULLY TO AVOID DISTURBING ONE

ADJUSTMENT WHILE MAKING THE

OTHER.

TRIPLE VENTURI

The fuel atomized in the primary venturi is kept centrally located in the air stream by the surrounding.blanket of air passing into the second and again into the main venturi. This provides a triple protection against liquid fuel coming in contact with the walls of the carburetor and, since the fuel is better atomized, there is a noticeable increase in smoothness, greater power output, and economy at both high and low speeds.

FLOAT LlVEL ADJUSTMENT 466-S

The float level on 466-8 carburetors is

%".

To check float level:

1. Invert bowl cover and, with inlet needle seated, gauge vertical distance from top of projection on bowl cover to the top of soldered seam at front end of float with tool J-818-2. (See Fig.

167.)

2. Adjustment is obtained by bending the lip on the float which contacts needle.

Do not bend on front of float when adjusting.

If intake needle or seat shows wear or damage, replace both as these come in matched sets.

If holes in float for float pin are worn or out of round, or float is loaded with

ENGINE 139

gas, replace float. Float pin should be replaced if it shows wear.

NOTE-When holding bowl cover in normal position, free end of fioat should have minimum drop of I!:t.

Adjustment can be made by bending two small float-stop lips at anchored end of float.

flOAT LEVEL ADJU5TMENl-389-5

The. float level on the 389is

N'.

To check ftO:lt level:

]. Invert bowl covel' and, with inlet needle seated, gauge vertical distance

(ea~h side of centel' seam) between the rim which holds the covel' gasket and the nearest point of float, using tool J-1269.

(See Fig. 168.)

2. Adjustment is obtained by bending the lip on the float which contacts the needle. Do not bend on front of fioat when adjusting.

If intake needle

01' seat shows wear or damage. I'eplace both as these come in matched sets.

4. If holes in float for float pin are worn

01' out of round, or float is loaded with gas, replace float. Float pin should be replaced if it shows wear.

NOTE-When holding bowl cover in normal position, free end of float should have minimum drop of ../'. Ad· justment can be made by bending two small float-stop lips at anchored end of float.

ACCELERATING PUMP

For smooth, rapid acceleration and flexibility, it is necessary to supply momentarily an extra amount of gas when the throttle is opened. On the up stroke of the pump piston, gas is drawn through the inlet check valve into the pump cylinder. On the down stroke, the compression closes the inlet check valve and opens the discharge check valve, forcing a spray of fuel through the pump discharge jet against the secondary venturi.

CAUTION PUMP ADJUSTMEN

SHOULD BE MADE BEFORE

AN~

OTHER CARBURETOR ADJUST

MENT EXCEPT FLOAT LEVEL AD

JUSTMENT.

Pump Aclluatment 466-5, 319·5

Full pump stroke is N' and is obtai~e( by moving the throttle from closed to Wid open position. The stroke can be

.checke

by marking the pump shaft at Wide ope position and fully closed position and the gauging the distance between the mark

ENGINI-:

Adjustment is obtl.lincd

by bending throttle cannl-octol' rod i1tIOWCI' angle. (On the

4f>6..S

there are three holes in the pump arm. Link should be set in "medium" hole; hole at bottom of pump ann.

"".,,. c.Qt....

u;t ",-,,, ..

maintained at conl:ltnllt level by the float

~il' entel·.s the cal'l.)Ul'dol· ail' hUI'n, plac~ mg a suctlon on the main discharge nozzle or idle dischal'ge opening, depending o~ the amount of throttle opening. The main metering rod controls the flow of gas from the float chamber to the main discharge

~ozzle.

~et, t~e

At all speeds, from the metering fuel passes into the main passage,

Idle Jet and nozzle, from where it enters the air stream, either through the idle discharge opening or the main discharge nozzle. The main nozzle discharges the fuel at an upward angle into the primary venturi against the downward air stream.

METERING ROD ADJUSTMENT

SHOULD BE MADE WHENEVER IT

HAS BEEN CHANGED, OR WHEN

LEANER THAN STANDARD RODS

ARE INSTALLED AND MUST BE

MADE AFTER THE PUMP ADJUST-

MENT.

Metering Rod Adjustment 466--S

METERING ROD-fUIL SYSTEM

The main metering rod controls the flow of gas from the float chamber to the main discharge nozzle and provides maximum power without sacrificing economy or vice versa, since it vades the

size

of the fuel orifice (metering rod jet) depending on the amount of thl'ottle opening.

The metering rod works within the metering rod jet.

Three steps of diffcrent diameters on the rod provide the means of varying the fuel orifice (metel'ing rod jet). The larger diametel' step (economy stcp) controls the fuel flow to approximately 50 M.P.H., after which the next step becomes effective up to apPI'Oximately

M.P.H. For full power at any speed or maximum speed, the small step becomes effective.

Fuel enters the carburetor at the float chamber inlet, flowing through the needle valve and seat into the float bowl.

It is

1. Inscl1. gauge tool J-1265 in place of metering rod, seating tapered end in metering rod jet. Hold gauge vertical to insure seating.

With throttle valve fully closed, press down lightly as far as possible on piston link directly over piston. There should be less than

.005" clearance between metering in notch rod pin and shoulder of gauge.

(See Fig. 170.)

(Gauge must not drag on pin.)

Adjustment can be made by bending lip on piston link so that it contacts pump ann.

Metering Rod Adjustment-389·S

Insert metering rod gauge tool J-l135 in place of metel'ing rod, seating tapered end in metering rod jet.

ENGINE

141

lip on the anti-pel'colatol" arm and the metering roo pin. (See Fig.l7l.)

Adjustment should be made by bending the lip on anti-percolator arm as necessary.

ANTI.PERCOLATOR

The anti-percolating device vents the main nozzle and prevents percolation when the motor high is at rest aftel" hard or speed driving. Percolation is caused by the heat of the motor causing the fuel in the float chamber to boil, forcing fuel through the nozzle and into the intake manifold.

The excess gasoline in the manifold causes hard starting with a hot motor.

....

-.-

.......

.,..

c .. .....,., ..

Put metering rod pin in place in piston link. Hold gauge vertical to insure seating.

With throttle valve seated, push piston link down to limit of travel. At the time the metering rod pin is seated in the notch in the gauge, there should be less than .005" clearance bet.....een the

Antl.Percolator Ad!ustment-466.S

With the thl'Ottle valve opened .030", which is accomplished by placing tool

J-l136 between valve and bore of carburetor (side optlosile IJOlt), there should

IJ:e a clearance or .005" to .015" between anti percolator cap rocker ann and pump arm

T......TTL.............._ " " ......

_ Il............"

Back out throttle level' adjusting screw and, with thl'ottle valves tightly closed, adjust lips on anti-percolator arm to depress anti-percolator stems until bottom of indicator lines are flush with top of anti-percolator plugs, Since there are two anti-percolator units on this carburetor, great cal'e must be taken so that an even adjustment' is made on both fips, (See

Fig. 173.)

SLOW AND FAST IDL£ AND

AUTOMATIC THROTTLE OPENING-

466-S, 389·5

Each carburetor incorporates a slow and fast idle mechanism which operates in conjunction with an automatic throttle opening device and automatic choke.

The slow and fast idle mechanism on the 466-S carbuI'etor consists of a fast idle

Fir;. I

Slo... anli t'..1

hll~t;nr;in~ lIot OT

Chok~ O~n

<46"S

Cold-

The slow and fast idle mechanism on the

389-8 carburetor consists of the fast idle cam and collar assembly, fast idle arm pin and screw assembly, fast idle connector link, choke trip level' and throttle level' adjusting screw. Fig. 174 shows the 466-S carburetor and Fig, 175 shows the 389-S carburetor with the fast idle cam in the wide open position. This is the position it will be in when the hot motor is stopped and the throttle valve allowed to close. As the engine becomes cold, the thermostatic spring on the automatic choke gradually gains tension and tends to close the choke valve.

It is prevented from doing so on the

46t)..S carburetor by the throttle adjusting screw coming in contact with the first step on the fast idle cam.

ENOINt:143

U2 ENGINE

Adjustment is obtained by bending antipercolator rocker arm as necessary. (See

Fig.

172.)

Antl·Percolator Adlultment-319-S

The anti-percolator should be checked after the metering rod adjustment.

CAUTION-Use care not to change metering rod adjustment

01' pump adjustment when making anti-percolator adjustment.

link assembly, fast idle cam and pin assembly and throttle adjusting screw and level' assembly. (See Fig. 174.)

••

t'ir;. 11S. 510" anli t'ut

Idl~E.r;;II~

Ilot liT (·.Id

Cttoh

3st-5

It is prevented from doing so on the

389-8 carburetor by the fast idle cam coming in contact with the fast idle aIm and screw assembly.

As soon as the starter pedal is depressed, the throttle is partially opened by the automatic throttle opening device.

On the 466-S carburetor this causes the throttle adjusting screw (idling screw) to be lifted away, allowing the fast idle cam to raise and close the choke valve by means of the tension of the thermostatic spring. As soon as the engine fires, the throttle adjusting screw comes to rest on the high portion of the fast idle cam, providing the propel' throttle opening for a cold engine. (See l"ig, 176.)

On the 389·8 carburetor, this causes the fast idle arm screw assembly to be lifted away from the fast idle cam, As soon as the engine fires. the fast idle arm and screw assembly comes to rest on the high lobe of the fast idle cam, providing propel' throttle opening for a cold engine. (See

Fig. 177.)

On the 466-8 cal'buretor, as the engine t-ill'. 11'Slo... alld .'a"

Idl&-Enr;;n~

Cold and lellnni_. <466.S

warms up, the thelmostalic spring loses its tension, <t\lowing the choker lever link to drop, which opens choke valve, the fast idle cam to revolve, and the throttle to close to 6 M.P,H. The idle adjusting !'Crew comes to rest on the first step of the cum,

•

'" nil',

111. 510...

_lid .'...

lldl~t;nr;iIlT

ClOWand 1(;lIlIi"r; 3S9,S

144 ENGINE

On the 389-S carburetor, as the engine wnms up, the thel'mostatic spl"ing loses its tension, allowing the choke valve to open, which revolves the fast idle cam by means of the choke t.rip lever on the choke shaft revolving the high lobe of the cam and allowing the throttle to close to 6

M.P.H. The idle adjusting serew comes to rest on the carburetor casting.

FAST IDU ADJUSTMENT 466-5

With the fast idle cam held in normal idle position, tighten throttle level' adjust..

ing screw until it just seats against cam.

Hold throttle level' closed and pull cam back until first

(or lower) step on cam is against (not on) set screw.

(See

Fig. 178.) wall of air horn and lower edge of choke valve. Adjustment is obtained by bending the offset portion of the fast idle link. Tool

J-1137.

FAST IDLE ADJUSTMENT-389·S

With throttle lever screw set for 6

M.P.H. in high gear on level road with standard transmission. or 3rd gear with automatic transmission, choke valve in closed position, adjust fast idle screw until there is .030" opening between end of throttle lever adjusting screw and carburetor casting. (See Fig. 179.)

..

~._

""

....

...

•••

, , -

"

•

••• e;.

u ....·oou

which opens the choke valve. (See Fig,

181.)

To deftood engine, turn off ignition. hold the accelerator in the wide open position while the engine is turned over several times by means of the starter.

ENGINE lAS fast idle connector link that contacts the choke trip lever. (See Fig. 181.)

LOCKOUT

Each carburetor has an automatic lockout device which prevents the choke closing under certain wide open throttle conditions.

For example-with choke and

.n:~.

ON ......T IOLIt c ......

~·llt'.

178.

\dju~ll,,1t ~·.~t Idle 166·S

With the fa~t idle cam aJl(llIlI'oWe level' adjusting screw in this position, there should be ...

~" clearance between inside

~'l

... 179. Ad]u.stlnr

.'&.t

Idle S99·S

DECHOKER

On the three carburetol's, should the engine become flooded, the choke valve can be opened by pressing the foot accelerator to the wiele open position.

On the 466-S carburetor, this brings the cam on the throttle level' in contact with the pin on the fast idle cam, which rotates choke valve. (See Fig. l80.)

On the 38n-S crtl'huretOl', this hrings the lip on the connector link in contact with one of the notches in the choke trip level'

Dechoker Adlustment 466-5, 389-5

Move throttle to wide open position.

On the 466-S carburetor, the dechoker mechanism should open the choke valve

80 there is a distance of

-h"

between lower edge of choke valve and inner wall of air horn. Adjustment is obtained by bending the cam on the throttle lever that contacts the pin on the fast idle cam. (See Fig. ISO.)

Use Tool J-1137.

On the 389-8 carburetor, the dechoker mechanism should open the choke valve

80 there is a distance of

%" between the upper edge of the choke valve and the inner wall of the carburetor air hom, Adjust..

ment is obtained by bending the lip on the throttle wide open, on a hard, long pull, the choke tends to close because of the lowered vacuum and slow heat transfer.

It is prevented from doing

80 on the 466-8 carburetor by the lip on the lower end of the fast idle connector link coming in con· tact with the cam on the throttle lever.

(See Fig. 182.)

On the 389-S carburetor, it is prevented from doing so by the lip on the fast idle connector link coming in contact with the notch in the choke trip lever. (See Fig.

181.)

Lockout Adlultment 466--5, 389-5

With the throttle and choke valves wide open, choke should lock in the wide open position.

On the 466-S carburetor, adjustment is made by bending the lip of the lower

1A6 ENGINE end of the fast idle link to give .it" clear· ance between the lip and the throttle lever lock when the throttle and choke valve is held wide open. (See Fig. 182.) Use Tool

J-787.

On the 389-S carburetor, the choke trip lever is notched out. therefore the lockout adjustment is automatically correct if the dechoker adjustment is properly set.

Therefore, lockout adjustment is obtained by means of the dechoker adjustment.

IDLE ADJUSTMINT -466-1, 389·1

The idle adjustment on each carburetor is set the same. Turning the idle screw out gives a richer mixture. The 389-8 car· buretor, however, has two idle adjusting screws, one for each carburetor barrel.

The idle adjustment is made as follows:

With motor wann, choke valve wide open, set throttle lever adjusting screw

80 that car runs approximately 6 M.P.H. in high gear on level road with standard transmission, then set idle adjustment screw (idle adjustment screws on 389-8) so that motor fires evenly without loping

or stalling.

If good idJe is not obtained, remoVe adjusting screw (or screws) and speed up motor, which will remove any dirt that may have accumulated around the adjusting screw seat.

[f idle is still unsatisfac_ tory, remove the low speed jet tube (or tubes) and clean thoroughly with compressed air. Examine to see that tube (or tubes) seata air tight in casting, top and bottom.

If they do not, replace with new tubes of identical specifications. Never change low speed jet tubes from one passage

to

another on the 389-S carburetor.

AUTOMATIC TH.OTTlI !WINING

DEVICI (TH.OTTll C....CKI.)

466-S, 389-S

As previously described under "SLOW

AND FAST IDLE," after a wann engine has cooled, the throttle adjusting screw will be in the slow idle position with the choke valve held open. (See Figs. 174 and

175.)

As soon as the starter pedal is depressed, the throttle is partially opened, at which time, the throttle adjusting screw

•• Ill. Auto.atle. Throttl. {)pt.IlLa, !)nlc..

(Throttle Crac.ker) 4"·8, 18'·8

ENGINE 147 lifted from its seat in the slow idle posion and comes to rest in the fast idle ition, allowing the tension of the ennostatic spring to close the choke yalve. This operation is perfonned by

_ans of the eccentric pin on the starter pedal shift lever pressing against throttle

ero88

shaft lever, when starter pedal is de-plessed (Fig. 183). The engine will not

aart

properly if the automatic throttle opening device is not correctly adjusted.

Ie .omollc Throttle 0"...1"1 AdJu.t·

"1m

466 5, 389·5

The correct automatic throttle opening for the 466-8 carburetor is a clearance of

.000" between the throttle adjusting screw

(idling screw) and highest portion of fast idle cam when the starter button is fully depreeaed.

(See Fig. 184.)

...........

Fl •. IS4. Adl_MII .., Aulo .. atle. Throttle

..lll'

The correct automatic throttle opening adjustment for the 389·S carburetor is a clearance of .070" between the throttle adjusting screw (idling screw) and the carburetor casting when the starter but.

ton is fully depressed. (See Fig.

179.) To make adjustment, proceed as follows:

Disconnect starter cable from starter switch.

2. Depress starter button to fuU down

~ sition.

3. Loosen lock nut on eccentric pin in shift lever.

4. On the

~ carburetor, adjust the eceentric pin to obtain .030" between the throttle adjusting scrt!w (idling screw) and the fast idle cam with the throttle adjusting screw about to seat on highest portion of cam and the starter shift lever in the full down p0sition.

5. On the 389-S carburetor, adjust eccentric pin to obtain .070" between throt-tie adjusting screw and carburetor casting with the starter shift lever in the full down position.

6. Tighten eccentric pin lock nut and again check to see that clearance has not changed.

OTHI. CA.BU.ETOR ADJUSTMINTS

Carburetor

I~(Jtltl,

U JI

after consider· able service, float level should be checked. Wear on lip of float lever will raise float level. Float level may be re-set by bending lip of float lever down to raise float level or bending lever up to lower float level. Only a very slight bend is needed.

2. J/.",otor lIf(dl.

while idling, reset throt.-tie adjusting screw and idle adjust.

ment screw to specifications.

If these adjustments do not correct the trouble.

remove low speed jet and clean th~r· oughly with compressed air. Examme and see that jet seats gasoline-tight a

148 ENGINE

.::::......:::::::::::...._--------------shoulder.

If not, replace with new jet of identical specifications.

Nrver challge a

1010

,pud jet from.

Ollt: carburrtor to aI/other.

A dO{J!/ctl 1J1t1UP jet

is indicated by increasing resistance on foot throttle.

Pump jet should be J'emoved and cleaned with compressed air, which, in many cases, will remove the dirt or lint. However, it is usually advisable to replace the pump jet, as its cost is nominal. All jets and ball checks mUst be seated gasoline tight.

J'oor

accclrration

may be due to darn.

aged or worn plunger leather in accel.

erating pump, loose plunger, corrosion or sediment in pump cylinder or bent pump arm parts (which may be reo placed at small cost). On the 466-S carburetors, the pump link should ilf set in the "medium" hole, hole at bot.

tom of pump ann,

0001o-

1'\01.

u ....

l.W ""'"

SlwfI

A..

ftooo ••

".Ii< c.I

. . . . . . .

SIt....

A ..

~ u

Su_

LioIIo

cw· .....

". Hootto

...

Su_

ScH. . . . .

..-HaIo

~"'"

...... SIo.fl . .

h _

""'y.

ENGINI-; 149

CMlo ..

v.a..,

DoootC....

SIf_

HIlt . .

~_ ..

""'y.

C_'* liN.

""""_"""'- C . . _.d.. "'-

""'y

...

'"

.....

""'

n...ttl.

Slo.fl "'- . .

.....

.......,

Su_

Auy.

hi.....

Pidon liM

~d S .

M.t.rin

Rod S .

Arm ."d Counterdl.ft Au ,

,....

Co"n.dOl"

Link

A"fj.Perc:oI.tOl' C. ."d Roc:ker Arm All , low S e.d J.t Au .

Bowl Co....

G••• et

Plu" er ."d Rod AII.mb!

M.terin Rod

• R.t.in.r Plu Au.

Pum S rin

::-_-.~P:-"um

Chec:.

B.lI

V.c:uum Piston .nd Pi" Au .

Pum Str.iner

V.c:uum Pilton S in

M.teri" Rod Jet ,nd G..

ket Au .

Throttl. Sh.ft Arm ,,,d Ser.w An , r

"' '84 '''-S

C.rlMaretor Delall.

150 ENGINE

Nudl•• nd

Sut

AllY·

Bowl Cover

F1o.t Lev.t Pin

Nud.

Pull Clip flo.t .nd L.vlt An .

Body Fl.n • G"ht

M.t.rin9 Rod J.t .nd G"h' Any.

Throttl. Conn.clor Rod

Idl.

Hoi. Riv.' PI"9

Throttl. Sh.ft Arm .nd Scr.w Auy.

-----

Ail' Horn .nd Clim.tic: Control Any,

Cho~.r

L.....r, Scr.w .nd

Lin~

Any.

Pum J.t

f"t

Id.

C.m .nd Pin Any.

...

Red .leI G.u.1

,.n •

G.u••

..d.lel

G.~.t

..d .let

...d

G.~.I

All'

Dref'II.

Sheft

...d

L...... Au'

C ....

ct....

ENGINE 151

....10·

I" P..

G.~

••

e......

SMft w•

.s..r

11vot#e Sh.ft

Ann

Att

Su••

F..I

Idi.

Co"r

Au'

Choh,

Trip L ..

St.";-, NIIt ..,d

G,"~.t

Au'y

F.d Idi. A ul"",nl

Scr.w

F..

t ldl.

Ar....

PO. . .nd

Sellw

A..

Bowl C...... Att.e· ScllW

F..I

lei.

AIm

Splint hit 1.1.

A,m Att.ehi

Sellw

Fl.n •

Att.e"",, Screw

Throttl. Sh.ft .nd L••• , A,,' ldl. Po,l IIi••• P1Ut

o

152 ENGINE

1'10...

"'-I.

A..

·~

CO'lI.........

Hot

Ait P.n

• 6 ••hl

R.I __ n......011...

A"oK'

Ser....

",,",p

Optr'M9

L."e!' eM

C~ AII'~ p"",p .......

...d CoL..

All

C_tor

LiM

'owl Co...

....:I Sir....,

All'

P""'p Op.r.till'J L.ur S

Pump

J.I ......,

'lUll'll" ,"d Rod

AII'~

Pum

J.I

Pump Sprin'J

1"1••

1t1,

18'-8 (Arburetor

~tal"

C"-".. T' loo"., ,,"oK' SU....

... R.I......

C"""

I'IoI_loo ..e!' _ SNft

Iu.·~

""'_ PL.I.

SIr.....

Ser....

";'t. .

"'-I. A"oK'

P....

PI.t.

Sir. ..,

HIlt

...d

611I1.1

AII'Y

.owI

SIr r 6.oJ,.1

low!

Co , Sir......

N. . . . S..I 6.oJ,.1

N. .d • •IId S..I A...

MbIy

'ody 6.oJ, ••

AnliJI.,col.lor V.oho.

All'

Ro.1 L Pin

Ao.1 .lId L , AII'~

Nonl.

All'

NOIII. hl.....

Plu

Now.

P-aI.'J' Plu'J .IId G-ak.1

AII'~

Id. Port RN.I

lei.

Adju.""''''

Scr ..

lei. Adiu

Scr

SpNwJ

TlorotM-

V .

"'I.,

1'1, 18'-8 CarlMtut...

~tal1.

ewe!'

Ail' v;..

HOt'll ..... CIWe!' PI... All'

AntW'lttCol"or

Ann

.nd SU

A••' t.4.I. ' Rod

AtM

Se, ...

10.... Cour t.4.I.,;., Rod f"'", t.4.t.· Rod 0;.\ R.I.in.t

Pilton lJllk.

f"'..

.,.d t.4 ••• ,.

Rod

S t.4.I"," Rod t.4.I••ill Rod J.t ,"d

6-ak.1

Au'

Fl.

• G••h.

Au'

Fl., 1'4,

18'-8

Car.....

"'tClt'

Detal"

ENGINE 153

15A ENGlNE

= - = : = . . . - _ - - - - - - - - - - - - - - - .

DISASSIMaLi c.a.uano. 466

Carburetor Service Kit.

(See

Figs.

18510 188.)

Remove dust cover, lock washer and attaching screw. Examine inside of dust cover for marks which indicate metering rod assembly has been dragging. This condition can be corrected by the proper installation of dust cover.

Remove fast idle cam attaching screw

and fast idle earn.

3. Remove air horn attaching screws, air hom and gaskeL (Two screws on top and one beneath climatic control housing.)

(a) Remove retainer screws, retainen and thennoltatic coil and housing assembly.

(b) Remove piston housing strainer.

(d)

Loosen

screw on choker lever, screw and link assembly four full turns.

Pry lip on lever away from shaft with screwdriver or pliers.

(e) Revolve choke shaft counter clockwise until piston is free from cylinder and remove assembly intact.

NOTE-Do not remove pin holding piston housing and air hom castings together. These are linereamed at factory and should not be disassembled.

4. Remove pin spring, spring retainer and retainer spring from throttle connector rod to remove rod.

5. Remove pin spring and connector link from pump ann.

6. Remove low speed passage plug and gasket assembly. (Located next to anti-percolator cap.)

7. Remove bowl cover attaching screw and lock washers, lift off bowl cove: w;ssembly i.ntact and remove vacuum piston spnng from vacuum cylinder in casting. Remove piston from link by revolving one-quarter tum. Then re.

move piston link and metering rOd from bowl cover assembly and disassemble rod and link. Do not lose 8mall metering rod disk. Next remove boWl cover gasket, pump ann and counter_ shaft assembly, float and lever

as-

sembly, needle and seat assembly strainer nut and gasket assembly and strainer.

Remove anti-percolator cap and rocker ann assembly, and 8pring by removing anti+percolator pin.

9. Remove pump plunger and rod assembly and pump spring. Then remove pump atrainer and check ball from bottom of pump cylinder.

10. Remove nozzle passage plug and ga8ket assembly, nozzle retainer plug and nozzle. (Use tool J-508.) Be sure to remove small nozzle gasket from nozzle pasaage.

11. Remove metering rod jet and ga8ket assembly.

12. Remove pump jet passage plug and gasket assembly, and pump jet.

13. Remove pump discharge ball retainer and gasket a8sembly, and check ball.

14. Remove low speed jet assembly.

15. Remove body flange assembly and gasket.

16. Remove idle adjusting screw, spring and idle

POI't rivet plug.

17.

Remove throttle shaft ann and screw assembly.

18. Remove throttle valve screws, throttle shaft and

lever

assembly.

LI c.-Iuanoa 466 I

Before reassembling carburetor, clean

,.u·ng and all pam with clean gasoline, g a small brush and a clean pan. Do immerse cork parts in gasoline. Then

w

through all pa88ages in casting with pressed air. Blow oft' each part before ing it in carburetor. Use all Dew eta. Check all pam to carburetor

·fications. Replace all worn parts with

. If any carbon i8 in the bore of

~he uretor, remove it by scraping or Wlth paper before installing parts. (DO

OT USE EMERY CLOTH.) Install all

'""" tighL

Group all float circuit pam removed in operation

Group all low speed circuit parte removed in operations

6, 14, 16, 17 and

18.

Group all high speed circuit parts removed in operations 8. 10, 11 and vacuum piston spring, vacuum pi81?n

link, pi8ton, metering rod and diSC from 7.

Group all pump circuit parts removed in operations 4, 5, 9, 12, 13 and pump ann and countershaft a8sembly from

5. Group all choke circuit parts removed in operation 3.

6. Install needle seat assembly, strainer!, and nut and gasket assembly in bow cover.

7. Hang needle by clip on

~oat lip and lower into place. Then 1D8tall float lever pin. Then set float level.

Invert bowl cover as assembled and gauge vertical distance from top of projection on bowl cover to top of soldered seam at front end of float.

Correct setting is

%" with needle seated. (Uee tool

J

818-2.) Adjul!t-

ENGlNE

155

ment is obtained by bending the lip on float which contacts needle. Do not bend on front of float in adjusting it, as damage will result.

If intake needle or seat shows wear or damage, replace both, as these come in matched sels.

If holes in float for float pin are worn or out of round, or float is loaded with gas, replace float.

Float pin should be replaced if it shows wear.

When holding bowl cover in nonnal position, free end of float !lho.uld have minimum drop of

Jh".

Adjustment can be made by bending two small float-stop lips at ancho

-rl end of floaL

8. With manifold side of carburetor flange casting facing up, install throttle 8haft and lever assembly. Then back out throttle lever adjusting screw.

If throttle shaft is worn or lever is loose on shaft, replace iL

9. Install throttle valve, using new valve screws. The trademark on the throttle valve should be facing up and to the idle port side. With the valve screws loose, tap throttle valve lightly to centralize it in the bore of carburetor. Hold valve in place with fingers. Then securely tighten screws.

Be sure throttle lever adjusting screw is backed off so valve will seat.

10. Install throttle shaft ann and 8crew assembly. Set ann and tighten screw so throttle will move freely.

If hole8 in arm are worn, replace.

11. In8tall new idle port plug, idle adjusting screw and spring.

~o co~per washer is used on plug.

If Idle adJusting screw is burred, replace it. Adjust idle screw to specifications.

2. Install body flange assembly, using new gasket.

156

ENGINE

13. Install low speed jet. Be sure hole at lower end is open. Work jet well into seat by moving back and forth j then remove and examine to make sure jet seats in casting at shoulder; then reinstall.

14.

Install pump jet and pump jet passage plug and gasket assembly. Be sure small hole in casting from pump jet passage to outside is open.

15.

16.

Install discharge check ball, and pump discharge ball retainer and gasket assembly.

Install intake cheek ball in bottom of pump cylinder, then pump strainer, pump spring and plunger and rod assembly.

17.

Install metering rod jet assembly.

metering rod shows wear, replace metering rod jet and metering rod.

Always replace both rod and jet.

Never use one new rod with old jet or vice versa.

18. Assemble new gasket on bowl cover.

Install anti-percolator cap and rocker assembly, and pump arm and countershaft assembly in bowl cover. Then install piston link assembly in bowl covel' and attach piston. Invert bowl cover as assembled and place vacuum piston spring in piston. Invert carburetor casting as assembled onto bowl cover, then install screws and lock washers.

19. Install low speed passage plug and gasket assembly located next to antipercolatol' cap in bowl cover.

20. Install connector link in lower hole in pump arm, and pump shaft with pin spring at top, and ends of link away from hol·e. Then install throttle con· nector rod.

21. Make accelerator pump adjustment.

22.

23.

Make metering rod adjustment.

Make anti·percolator adjustment.

24.

Install nozzle with new gasket.

CAUTION: Flat side of nozzle must be facing upward. Then install nozzle retainer plug, and nozzle paSo sage plug and gasket assembly.

25.

Install new air hom gasket, and

air

horn and piston housing assembly.

Be sure to install screw under piston housing.

26.

Install choke shaft assembly and p' ton. At the same time install choke lever. screw and link assembly hind piston housing.

2:1.

Install choker valve and use ne choker valve screws. With the chok valve screws loose, tap choker val lightly to centralize it in the air ho then securely tighten screws. Chok valve should move Creely in air ho

Then tighten screw in choker lever.

Choke should fall open of its

0 weight.

28.

Install strainer in piston housing.

strainer is dirty or clogged, repla

29.

Install thel1nostat housing and assembly with word "Climatic" bottom and turn counter clock wi until center marking on piston ho ing indicates choke is set two notch rich.

Install housing retainers and taching screws and tighten secure

30.

Install fast idle cam with attuchi screws.

31. Make fast idle adjustment.

32.

Make unloader adjustment.

33. Make lockout adjustment.

34. Pack dust cover nttaching screw h in bowl covel' with gl'aphite gre and install dust covel' and attach

ENGINE

157

screw and lock w<tf;her. Nevel' use oil

01' grease elscwhel'e on carburetor

01' linkage. Carbul'etor is now ready fOI' installation on manifold.

DISASSIMaU C.lluRnOI-319.S

Use Carburetor SeI'Vice Kit. (See Figs.

189 to

194.)

Remove fast idle arm attaching screw and fast idle ann pin and SCI'eW assembly and fast idle ann spring.

Remove two all' horn attaching screws and lockwashers on outside and one blank disk relief check assembly screw under choker valve on inside of air hom. Remove air horn and climatic control assembly.

Remove pin spring and pump connec· tor link.

Remove spring retainers and connector rod springs to remove throttle connector rod.

Remove four flange attaching screws and lift off flange, taking care not to lose step-up piston spring and piston pm. Also remove flange gasket and the two idle passage gaskets.

Disconnect piston from piston link and lift out metering rod and piston link assembly. Disconnect metering rods from link.

Remove fOUl' bowl covel' attaching screws and lockwashers to remove bowl covel' and body gasket.

Remove float level' pin and float and lever assembly. Needle is attached to float lip by small spring clip.

9. Remove needle seat assembly.

10. Remove bowl cover strainer nut, gas· ket and stl'uiner.

11. Remove metering I'od disk retainer and disks.

12. Remove plunger and rod assembly

13.

14.

15.

16.

and pump spring. Do not lose ball at bottom of pump cylindcl·.

Remove both metering l'ad jets and gasket assemblies.

Remove both anti·I>Cl'colatot' valvc assemblies.

Remove both pump jet passage plugs.

Remove both pump jets.

17.

Remove both nozzle plug and gasket assemblies.

18.

Remove both nozzle retainel' plugs and nozzles. (Nozzles are just pressed in and are held by retainer plugs.)

Remove nozzle gaskets.

19.

20.

Remove bot.h low speed jet and gasket assemblies.

Remove ball retainel' plug in centei' of casting next to ail' horn attaching screw hole. Next, remove ball from passage.

21. TO DISASSEMBLE BODY

FLANGE ASSEMBLY, remove the four throttle valve attaching screws and both throLtie valves.

22.

23.

Remove throttle centering screw, throttle shaft arm attaching screw, throttle shaft washer and throttle shaft arm.

Remove spring retainer and spring, fast idle connector link and connector link spring from throttle shaft and lever assembly. Now remove throttle shaft and lever assembly.

24.

Remove idle adjustment screwS and sprmgs.

25. Remove both idle port rivet plugs.

ASSEMIU CARIUlnOR-319.S

1. Before l'eassembling carburetor.

clean casting and all pal1.S with clean gasoline, using a small bl'ush nnd a clean pan. Do not immel'se cork parts

158

ENGINE in gasoline. Then blow through all passages in casting with compressed ail'. Blow off each part before installing it in carburetor. Use all new gaskets. Check all parts to carburetor specifications. Replace all worn parts with new.

J.( any carbon is in the bores of the cal'buretor, remove it before installing parts. Install all parts tighl

2. Clean and paint casting a8 instructed on label of can of Cart.er Special

Body Finish.

3. With carburetol' body flange facing down, install throttle shaft and lever assembly.

Then back out throttle lever adjusting screw.

[f throttle shaft is worn, damaged, or lever is loose on shaft. replace shaft.

4. Install throttle centering screw. If it shows wear, replace.

5. Install throttle valves, usmg new valve SCI·ews. The trade mark "C" on the throttle valve should be to the idle port side

looJ.·i,,(/

i'l

from mal/ifold .idr.

With the valve screws loose, tap throttle valves lightly to centralize them in the bore of the carburetor.

Hold valves in place wit.h fingers, and secUl'ely tighten screws. Be sure throttle lever adjusting screw is backed out, so valves can seat. If valves are worn or damaged, replace.

6. Install throttle shaft arm, throttle shaft washer and t.hrottle shaft arm at.taching screw.

7. Install fast idle connector link and spring, lind spring rctainer to t.hrottle

shaft and lever assembly.

Install idle port rivet plugs. Install idle adjusting screws and springs.

Screw in all the way and then back out to adjust according to specifications.

If idle adjusting screws are burred, l-eplace. Both idle screws should be out approximately the same distance.

9. Install two new low speed jet and gasket assemblies. Install tightly, so low speed jets seat at both ends.

10. Install pump discharge check ball and ball retainer plug. Shake casting to determine that ball moves freely.

11. Install new nozzles with new nozzle gaskets with flat side of nozzle facing up. Be sure old gaskets are removed from body. Then install nozzle retainer plugs. IMPORTANT-U nozzle retainer plugs are damaged in any way, replace. Then install nozzle plug and gasket assemblies. (Be sure onl~' one gasket is used on each nozzle.)

12. Install both metering rod jets and gasket assemblies. Do not install jets too tight. Seat firmly.

If metering rods show wear, replace both meter-

109 rod jets and metering rods.

Always replace both metering rods and jets; never use one new rod with old jet or vice versa.

13. Install ball in hole at bottom or pump cylinder. Care must be taken that ball is installed in hole with small pin boss adjacent.

14. Install pump spring and then plunger and rod assembly. Be surc spring seats at bottom of cylinder as spring acts as ball retainer.

If leather is cl'acked

01'

WOI'n, replace entire plunger assembly.

15. Check vent holes from outside of cast· ing to pump jet passage. They must be clear of all restrictions.

16. Install both pump jets. Be sure all holes in jet.s are open. If jets are clogged

01' damaged, replace, then in· stall pump jet passnge plugs. (These pump jets seal at two different points so care should be exel'cised in installing.)

17. Install both anti-percolator valve plug assemblies.

If they show wear or damage, replace.

18.

Examine bowl covel'.

it shows wear or is bent or warped, replace.

19. Install needle seat assembly in bowl covel'. Attach needle to float lip with spring clip and install float and lever assembly and float pin.

If intake needle or seat shows wear or damage, replace both parts as needle and seat come in matched sets. Then set float level, using gauge No. J-l133 to

h".

Adjustment is obtained by bending the lip on float which contacts needle.

Do not bend on front of float in adjusting it, as damage will result.

If holes in float lever for float pin are worn or out of round,

01' float is loaded with gas, replace. Float pin should be replaced if it shows wear.

20. Install bowl COVel' strainer and strainer plug and gasket.

21. Lay new body gasket on main body casting and install bowl cover assembly. Install four bowl cover attaching screws and lock washers and tighten evenly.

22. Install pump connectol' link and pin spl'ing in pump arm. Be sUl'e vent hole in bowl COVel' beneath pump

31m

IS open.

23. InsUlIl piston link and metering rod spdng :lssembly. Then at.tach step-up piston to bottom of link with piston pin. Piston fits link off-center. Large side of piston should be installed towards bores of carburetor.

:!I.

Hold body of casting with piston upward 'lOd install body flange gasket and both idle passuge gaskets. Hold

ENGINE

159

piston vertical and place step-up spring in piston.

25. Hold flange assembly upside down and place on body guiding spring and piston into step-up cylinder in flange casting.

26. Install four flange attaching screws and lockwashers.

27. Install throttle connector rod, using springs and retainers, in throttle shaft arm and pump arm.

28.

Make pump adjustment.

29. Make metering rod adjustment.

30. Make anti-percolator adjustment.

3!. Install air hom assembly. Tighten screws evenly. (Do not forget screw inside bore of ail' hom.)

32. Install fast idle arm, pin and screw assembly, fast idle arm spl'ing and fast idle arm att:lching screw.

AUTOMATIC CHOKE 466-5, 319·5

The automatic choke on each carburetor is an integral part of the carburetor

...... .... v .....""'..... v

Fill'. I'... '66·S

.\ulo....

'l"

Choke

160

ENGINE and consists primarily of two major assemblies-the thermostatic coil spring and housing assembly and the assembly consisting of piston housing, choke, shaft, level', screen and piston. The automatic choke operations in conjunction with the automatic throttle opening device and the slow and fast idle mechanism. It is prothe vacuum created in the manifold, pulls the piston down, exerting tension on the thermostatic spring and opening the choke valve far enough for initial running. Hot ail' is drawn fl'om the stove on the exhaust manifold through the connecting pipe, and screen, to the automatic choke housing, and around the piston to

..'.TOH .......Tl HOUS'NG

T"I[II_T~TOC: ~'NG

.._

COIL .....

n.-.'f

~';fI(.

191>. 389-S ,\utom.lic ('hokf vided with a dechoker which is operated manually, should the engine become flooded.

Operation-Automatic Choke-

Ut6-5, 319·5

(See Figs. 195-196.)

The operation of the automatic choke is governed by intake manifold vacuum :md exhaust manifold tempe.rature.

On initial stalting, as the engine fires.

the carbUl'etol' and intake manifold.

the heat increases around the thermO" static spl'ing, the spl'ing loses its tensio allowing the choke to open gradually

After it reaches the full open position, willl'emain open of its own weight. Whe the engine is stopped, the thermostati spring cools ofT, revolving choke shaft, lowing choke to close.

The automa choke is protected by a screen in the h air line to keep dirt and soot from enle ing the thermost.atic housing.

If screen clogs, it will restrict the flow of hot air to the thermostatic housing and cause loading.

Automatic Chok. Acllu.tments--

466-5,3"·5

Except for a check of the moving parts to see that they operate freely and an occasional cleaning of the hot air line screen, adjustment of the unit itself in the field should seldom be necessary, as the choke is properly calibrated at the factory.

Direction for adjustment (lean or rich) is clearly marked on housing. For average driving and climatic conditions. coil housing should be set 2 notches rich on

466-8 and one notch rich on

389-8.

Action of climatic control during warmup period is affected by grade of fuel used.

MAKE NO ADJUSTMENT UNTIL

MOTOR IS COLD. 11 cold motor shows a tendency to run lean during the warm-up period, turn housing counter clockwise one mark at a time to richen it until desired results are obtained.

Do not exceed two notches from factory setting.

If cold engine has a tendency to load or run rich during the warm-up period, revolve choke housing clockwise one mark at a time to lean it out, until desired results are secured.

These adjustments should be made with care and between adjustments

motor mUll.

IJr

tllOrollflMu COO/I'd off.

At least four hours should be used to cool motor.

A.UTOMATIC CHOKI 51aVICI suo·

GESTION5 466 5, 319-5

II "hard stalting" exist.s and is due to choke and carburetor, check as follows:

Examine choke valve and shaft to see

ENGINE

161

that it is free of dirt and does not bind in air horn.

2. See that dechoker is adjusted properly.

If choke linkage does not operate freely because of gre38C and dirt on carburetor body, wash with brush, using clean gasoline.

4. Choke valve should close lightly on its seat at a temperature of 79° F. (F-G),

74· F. (8 cylinder). All pa.... of the carburetor and choke must be at this temperature when this check is made.

If choke valve does not close at the proper temperature, install new automatic choke housing and coil assembly.

5. See that automatic throttle opening device is properly adjusted.

6. See that slow and fast idle adjustment is correct.

Di.....

mb..

Automollc Chok.

4" I

Do not attempt to service air hom and climatic control assembly on the carburetor. Remove from carburetor as instructed under "Assemble and Disassemble Carburetor."

To disassemble automatic choke, proceed as follows: (See Fig. 197.)

1. Remove both attaching screws and housing retainers to remove themestatic coil and housing assembly.

2. Remove strainer screen,

3. Remove choker valve screws and choker valve.

4. Loosen clamp screw on fast idle lever, screw and link assembly, bend lip under screw with screwdriver,

80 it will pass over the portion of choke shaft which is not milled flat. Fast idle lever assembly can easily be removed if this lip is properly compressed.

5. Remove choker piston lever, link and shaft assembly by revolving shaft

162

ENGINE

CHOKE PISTON L.INK

AND SHAFT ASSEMBL.Y

...........

~"IN

CHOKE PISTON

CHOKE ....ALVE

AND SCREWS

FAST toL.E

L.INK ASSEMBL.Y

FAST IDLE CAM AND PIN ASSEMBL.Y

THROTTL.E ADJUSTING SCREW -

AND LEVER ASSEMBL.

STAAINEA

SCAEEN

PISTON PUTE

CHOKE

PISTON

CHOKE P'STON L.€VIEA

AND

SHA~

ASSEMBL.

111

CHOKE VAL. ... E

SCREWS

POAT PL.ATE: n •. In. 38'·S

Allto ..... lie:

Cholle

Del.lI.

ENGINE

163

counter clockwise until piston is free from cylinder.

6. Don't remove rivet that holds air horn and piston housing together. These parts are line-reamed at the factory.

If it has been removed, line up the three choker shaft bearings with shaft and valve, so valve, shaft and piston work freely.

Assemb" Automollc Choke

4"

Before reassembling, wash all parts,

r.rccpt coil and hOUli,,!!

aflrmul!l.

in clean gasoline. Then blow through all passages with compressed air. Remove all foreign substances from air passages and parts to allow all parts to work freely. Use all new gaskets. Replace all worn or damaged parts with new. Then proceed as follows:

Install choke piston lever, link and shaft assembly in air horn and climatic control assembly. At the same time, install choker lever, link and screw assembly behind piston housing.

2. Install choker valve with (C) up and use new choker valve screws. With the choker valve screws loose, tap choker valve lightly to centralize it in the air horn, then securely tighten screws.

Choker valve should move freely in air horll. Then tighten screw in choker level'.

3. Install strainer in piston housing. If strainer is dirty

01' clogged, replace.

4. Tighten air horn attaching screws and lockwashers.

5. Check thermostatic housing and coil assembly.

[f end of coil drags on housing, entire unit must be replaced.

6. Install thermostatic housing and coil assembly with word "Climatic" at bottom and turn counter clockwise until center marking on piston housing indi· cates choke is set two notches rich.

7. Install housing retainers and attaching screws and tighten securely.

Set fast idle, dechoker and lockout.

CAUTION - When reassembling choke valve, make certain it is in perfect alignment with air horn bore.

If it is not, choke will stick in its closed position and will have a tendency to drag on air horn throughout its range.

When reassembling carburetor to motor, make certain hot air tubing is properly connected. An ail' leak at this point will prevent climatic control from functioning properly.

Piston housing of climatic control has marked calibrations on its top for proper adjustment. When reassembling, place notch in coil housing to bottom of unit, then install retaining screws. Do not tighten. Revolve housing assembly counter clockwise (to left) until spring tension is felt on choke valve. Then set notch on coil housing two notches

is(

ENGINE rich

lor

nonnal operation. Tighten retaining screws. The position of choke valve will be governed by existing temperature. On a warm day choke valve might be open slightly. On a cold day choke valve is completely closed.

Adjustments-Direction tor adjustment (lean or rich) is clearly marked on housing. For average driving and climatic conditions, coil housing should set two notches rich.

Action of climatic control during warm· up period is affected by grade of fuel used.

Make

adjll.tment IUlli/ motor

<Old.

cold motor shows a tendency to run lean during the warm-up period.

turn housing (C)

coutllrr

clockwise one mark at a time to richen it until desired results are obtained.

If cold engine has a tendency to load or run rich during the warm-up period, revolve choke housing

c1ocl.'tci't

one mark at a time to lean it out, until desired results are secured.

These adjustments should be made with care and between adjustments

motor

tnlllt

be tltorollgllly cooltd off.

At least foul' hours should be used to cool motor.

Dlsas. .

mble Automatic Chake 389·5

1. Remove attaching screws and housing retainers to remove thermostatic coil and housing assembly. (See Fig.

198.)

2. Loosen SCl'ews in piston plate and lilt out screen and clean. (See Fig. 199,)

3. II

further disassembly is necessary, remove fast idle cam and collar assembly by removing screw, trip lever and washer.

Remove choke valve screws and valve; then turn choke shaft and lever

Y.I

revolution counter clockwise and remove choke piston.

Remove choker shaft.

-_.

......

Remove screws and plate.

Remove port plate.

Remove piston plate housing; bei carelul not to lose or damage gask beneath piston plate housing.

Blowout hot air passage with co pressed air. Wash all parts ex housing and coil assembly in cl gasoline and dry with compressed

Do not get gasoline on cork.

NOTE-II cork strip inside of matic control housing is shrunk torn, replace with new to insure tight seal completely around inside housing.

10. Examine all palts and replace if or damaged.

As. .

mble Automatic Choke 389-1

1. Replace cork gasket in piston housing. Make certain that cork installed so that small hole in cork over raised boss.

ENGINE

165

2. Replace porl plate in grooved recess in piston plate housing and place piston plate housing and port plate against cork gasket in piston plate housing and insert two attaching screws.

Be sure piston plate housing gasket is between carburetor body and piston plate housing.

Insert screen in proper place behind piston plate, insert third screw and lighten all SCI·eWs.

Insert choke shaft through coil housing and air horn. Turn shaft with level' one-quarter tUI'll counter clock.

wise from vertical position.

!l.

Replace Bakelite choke piston on lever, and turn shaft so that piston enters housing.

Replace fast idle cam and collar, washer, trip lever and tl'ip lever attaching screw.

Replace choke valve and screws, making certain that valve does not bind or rub on inside of air hoi'll.

Install thel'mostatic housing and coil assembly with word "Climatic" at bottom and turn counter clockwise until center marking on piston housing indicates choke is set one notch rich.

10, Make fast idle, dechokel' and lockout adjustments.

V"CUUM GAUGE

The J-89 vacuum gauge may be used to e~eck ignition, cal'buretion and compressIon.

Readings should be taken with the en .

running at the recommended ling speed of six miles pel' hour.

~ngines

are designed to draw at least

Inches of stead)' vacuum at the COlTed idling speed.

On

a properly tuned engine, the vacuum indicator needle should always be steady.

II the needle flickers and will tha~ not hold a steady reading, it indicates there is something wrong with the engme.

Ready leference Tobie

Gauge Indication What to Look For alve lItuck open

Needle drops bac.k at Chipped valve head regular intervals ..... Warped valve seat

Tight valves

Keedle aropll back at

Cummy valve stems

Mixture too rich ilTf:gular intervals., .. Mixture too lean

<kcaslonal plug misa

1..0

vacuum , Intake manifold leak

Very heavy irregular drop .... Head ,uketleak

Needle lliekel'5 getting worse

.....ith speed , Weak valve springs

Fuel Pump

To insure cool operation

the fuel pump the pump is placed very low at the front right side of the engine cylinder block, with the fuel bowl inverted and protruding beneath the engine side pan. With this location of the pump, the fuel bowl is in the path of the outside air stream; as .\ result, the fuel is kept much cooler and the tendency toward vapor lock I·educed.

The sealing of the pump against possi· ble loss of oil through eithel' the gas

01' vacuum sections has been adequately pro-

'vided for by seals at both diaphragm stems and by the invel'ted position of the vacuum section. With these seals, oil is allowed to lubricate the pump mechanism and is prevented from entering either the fuel or vacuum sections of the pump.

The series

I f

AJ" AC Fuel Pump is used on both six and eight cylinder engines,

166 ENGINE

•

.....

' actuates the pump I'ocker al111, Install pump to adapter before assembling adapter to engine,

Operation of Fuel Pump and Fuel Sec· tion af Combination Fuel ond Vacuum

Pump

The rotation of camshaft ectentric act.uates rocker al111 (A), pivoted at (B), which pulls link (C) and Diaptu'agm (0) upward against pressure (E), which creates a vacuum in pump chamber

(F).

On the suction stroke of the pump, fll from the rear tank enlers through in!

NOTE-Sediment and water sometimes become trapped within the fuel pump filtering bowl causing difficult and sometimes impossible engine operation, Diffi· culty because of moistul'e is more likely to oceUI' at low winter temperatures, To avoid difficulty, remove and clean the tering bowl at least twice fila year, that is spring and fall.

FUEL PUMP ADAPTER ASSEMBLY -L..-o

An adapter assembly is used on the "L" model between the fuel and vacuum pump and the engine, The adapter does not change the constl'uctioll of the pump but i~ used to facilitate the removal and installation of the pump,

When necessary to l'emOVe the pump from the engine the pump and adapter should bc I'emoved as a unit, pump can then be I'eadily J'emovcd from the adapteJ',

When I'eassembling the p\lmp to the adapter always install pump rockcr arm under adapter rockel' arm-pump and adapter c:.m then be re-installed on the engine as a unit.

NOTE-On the

"L" model the camshaft actuates the ad.apter arm which in turn

(G) into sediment bowl (H) nnd pu through strainer (I) and then through let valve into pump chamber (F), (

Fig. 201.)

On the return stroke, spring press

(E) pushes diaphragm (D) downw forcing fuel fl'om chamber (F) thro outlet vulvc (J) and out through (K) the cal'burctOl',

When the carburetor bowl is filled, float in the c:ll'bul'ctol' will shut off needle valve, thus cl'eating a pressu the pump chamber (F), This pre will hold diaphragm (0) \lpward llg spring pressure (E), whel'e it willl'e inoperative in the upwal'd position the curbmetor requires further fuel the needle v.alve opens, Spring (L) is merely for the

PUl'po~ of keeping the rocker arm in constant contact with ec· centl'ic.

Operation of Vocuum Section of

Fuel Pump

The rotation of camshaft eccentric actuates rocker ann (A), pivoted at "B," which pushes link

(M) and in turn dia· phragm (N) upward, expelling the air in

Chamber (0) through exhaust valve (P) and out opening (Q) to the intake mani· fold. (See Fig. 201.)

On the return stroke of rocker arm (A),

~pring

(R) moves the diaphragm (N) downward, creating a suction in chamber

(0),

opening intake valve, drawing air through the inlet passage (8) from the windshield Wipel'.

When the windshield wiper is not being

Used, the manifold vacuum holds diaphl-agm (N) upward against spring

PI'CS-

~Ul'e

(R), so that the diaVhl'agm does not make a complete stroke for every stroke of the rocker arm (A).

When the manifold vacuum is gl'ealer than the vacuum created by the pump, the ail' will flow from the windshield wil>cI' thl'ough both valves of the pump, and the

?I>el'ation of the wiper will be the same as

If the pump were not installed, However,

\\'hen the int:lke manifold vac\ltim is low

-that is, when the cal' is accelerating

01'

OPCl'ating at high speed-the vacuum cI'e· ated by the pump will be greatel' and will

Operate the wiper,

GC.soline Feed Line.

I·,

Considel'able attention has been given

I'e(] , to' uClllg the temperature of the gaso· n el'lIlg the fuel pump and carbUl'eor", to eliminate the troublesome effects

\ "(lOr lock caused by the highly volatile

ENGINE 167 fuehs nou' being marketed in many sections of the countl'y, The main fl14~I'line is located on the outside of the left hand frame side rail-the opposite side from the exhaust system, and passes over to the fuel pump side of the engine, along the front side of the frume fl'ont CI'OSS member, where it is cooled by ail' coming through the radiator grilles.

SIRVICE AND ADJUSTMENTS-

AC FUll PUMP

Palts and repair service on the AC

Fuel Pump are available through United

Motors Service Branches and Authorized

AC Sel-vice Stations. Dealers. if they so desire, can secure necessary parts from

United Motors Service or Authorized AC

Service Stations fOl' servicing fuel pumps,

Also available fl'om Hinckley-Myers is the fuel pump analyzer Tool HM0144, which pel111its a complete check of the fuel pump without removing it from the engine,

There is available through all AC wholesalers, factory rebuilt fuel pumps, which will be handled on an exchange service basis, Time can often be saved by taking advantage of the exchange policy, but, on the other hand, it may be desirable at limes for the dealer to carry out his own pump repairs, It is always advisable fol' the dealer to cany in stock one

01' two of the types of pumps used,

Fuel pump repairs are divided into two classifications:

I, Repairs made without distuI'bin~ pump installation,

2, Repairs which necessitate removal and disassembly of the fuel pump,

Repairs Made Without DI.turblng

Pump In.tallatlon-AC 'uel Pump

First check the fuel pllmp on the engine, using Fuel Pump Analyzer HM0144, If

168 ENGINE capacity test and pressure are correct

(4Ibs. max. on fuel pump and fuel section of six cylinder combination pump and 4 to

5 Ibs.

on fuel section of eight cylinder combination pump) the trouble must be elsewhere. Check carburetor float and needle for proper functioning.

[f lack of fuel is evidenced, also check fuel line for leaks, split seams, kinks or other obstructions.

[f pump shows high pressure, a quick remedy sometimes is to add another gasket or two between the pump mounting flange and crankcase.

Loose pipe fittings: Tighten all pipe connections at gasoline tank and al the pump.

Dirty screen: Remove and clean screen.

Leaks at djaphragm Range. Tighten the cover screws alternately and securely.

NOT&-Check to see if leaks occur at pipe fittings, allowing fuel to run down pump to flange, appearing to originate there. Do not use shellac or any other adhesive on diaphragm.

In case it is necessary for the dealer to perform his own fuel pump repair, disassembly and assembly instructions follow.

DIIO.semble Serle.

UAJ"

'uel and

Vacuum Pump

To disassemble the vacuum section of pump:

Remove fuel pump from engine.

Mark both vacuum section cover and fuel section cover so parts may be reassembled in coned position.

Holding pump in vise, remove two cap screws from opposite sides in fuel section cover and insert two guide pins in place from which cap screws were removed. These two guides will pilot

cover while remaining eight screws are being removed. Guide pins can be made from

1\" cold roll 2" long, threaded

14"

on one end with

10-32 thread.

Remove balance of cap screws and remove vacuum section cover.

Press down on pump operating lever, and unhook diaphragm link assembly from inner pump arm.

The (lhol.'t' fit'c ,tep' art all thllt

(lrt

,,4:cellary to remove thl'

l'ortuUn

Imrnp diophraym allrmbly.

To disassemble the fuel section of Series

"AJ" Combination Fuel and Vacuum

Pump:

Counterbore small end of pump arm pin with .. drill and drive pin from pump body and arm with special tool

No.

J-1521581.

Tool

J-1521581 can be purchased either from United Motors

Service or AC Spark Plug Co., FUn

Mich.

Support pump in vise with fuel secti pointing up and remove fuel bowl a screen by removing one cap screw center of bowl.

Remove ten cap screws and remo fuel section cover assembly.

Remove fuel diaphragm and link sembly.

Procedure In A..embly-fuel Section

Serie. "AJ" Combination Fuel and

Vacuum Pump

Assemble link, rocket' arm bushing, r spacer washers, and rocker arm spring position in body. In place of the

I' arm pin, insert end of special rocker assembling pin No.

]521581 thro

I'ocker arm pin hole in body, holding t parts in position then proceed as folio

Place diaphragm spring in I)o!loi

ENGINE 169

and then assemble pull rod and diaphragm assembly through boss in body, hooking pull rod over end of link.

Force small end of special assembling pin through holes in body, link and rocker arm until the large end of pin is holding assembly together.

3, Using regular I'ocker arm pin, drive special assembling pin on through assembly. This leaves rocker arm pin properly assembled.

Assemble steel washer over counter bored end of rocker arm pin.

Use a center punch or some similar tool to swedge out the counter bored end of the pin against the washer.

NOTE-To remove the pin it is necessary to use a

%" or larger drill to drill out the counter bored end of pin.

Valve and Cover A...mbly

Place gasket in position in inlet and outlet cage seats in Fuel Cover.

Place valve and cage assemblies in p0sition in inlet and outlet cage seats in cover, making sure that the large diameter is placed against the gasket on the inlet side and that the small diameter is assembled into the outlet hole in the cover, permitting the shoulder of the cage to fit properly against the gasket.

Place valve cage retainer in position with the curved end of two lugs fitting snugly against each valve cage. Insert screw and tighten securely. making sure that retainer lugs are in proper position when finally tightened.

Place cork bowl gasket in seat in cover, making sure that it fits properly in seat.

5. Assemble metal bowl in position on gasket; place small gasket around cap screw hole in bottom of bowl. Assemble cap SCl'ew through hole in bowl and tighten securely.

Cover A...mbly

Push upward on rocker arm until diaphragm is level with the top surface of body flange.

Place cover assembly in proper position designated by mark on flanges,

~ade before disassembling the pump.

Install cover screws and lockwashers, tightening only until flanges are ltt~" apart.

4. Release rocker arm, which will place the diaphragm in its highest position.

Tighten cover screws alternately and securely.

Vacuum Pump assembly

Place gasket in position in inlet and outlet cage seats in body.

Place valve and cage assemblies in p0sition in inlet and outlet cage seats in body, making sure that the large diameter is placed against the gasket on the inlet side and that the small diameter fits into the outlet hole, permitting the shoulder of the cage to fit properly against the gasket.

Place valve cage retainer in position with the curved end of two lugs fitting snugly against each valve cage. Insert screw and tighten securely, making sure that the retainer lugs are in proper position when finally tightened.

4. Place screen, covel' plate gasket, covel' plate and cap screw gasket in proper position, then insert covel' plate cap screw and tighten securely.

A.sembly

Vacuum Pump Unit to

'uel Pump

The vacuum diaphragm may be properly assembled in the fuel pump by the use

170

ENGINE

32.

3l~,G!=====.

--rrr:::1'==========1

Fi•. 2n. IHlai" of Tool for A_lIIblin.

\'UUUIII

Diapbra,1II A_ _ blr of a small tool, shown in Fig. 203, and by using the following procedure as a guide:

With the pump inverted and the diaphragm assembly connected to the linkage, operate the lwei' ann until the diaphragm is exactly level with the surface of the body flange. Insert bent end of tool between the rocker arm and the die cast bod)' SO that the diaphragm cannot move from this level position when the vacuum spring is assembled,

2. Place vacuum diaphragm spring and cover assembly in position, compressing the spl"ing sufficiently to pelmit engagement of cover screws.

3. Install ALL of the covel' screws and lock washers, but tighten these screws byhand

ONLY ENOUGH TO PLACE

ASLIGHTTENSION ON THE LOCK

WASHERS. (See Fig. 204.)

4, Remove the tool which locked the rocker al'm in position. The vacuum diaphragm spring will then push the diaphragm downward and this movement will automatically flex the COR-

RECT amount of diaphragm cloth re· qui red for propel' pump operation.

When properly flexed, the outer edge of the diaphragm cloth should project evenly and be flush with (or slightly overhang) the edge of the body cast· ing.

(See

Fig. 205.)

5. Tighten all covel' screws alternately and securely.

.'1, 20~.

Hold;n.

Diaph. . .m

;n 1'.,..lllun wllJl TOQI while

Ape-Iblin.

l)laph ••• 1II Cofer

.·iK.

~o;;.

!)i.ph••• m

Fl"",f'd 10 Carre., l'oo;;llon for

I'rope.

l'ump OI"'...

I;on

FUll PUMP SERVICE HINTS

Valve Springs

Nevel' stretch

01' in any way change the tension of the valve spl'ings as this will change the pl'essure of the spring ag<\inst the valve and reduce the capacity of the pump. Always use new valve spl'ings if the old springs are at all questionable,

Valves

Do not replace the fibre valves with makeshift valves, such as steel balls, metal discs, etc. The fibl'e valve hilS proven superiol' to all other types of vah'es under all conditions.

ENGINE

171

Fuel Pump Trouble Chart

Broken rocker arm.

Broken rocker arm spring.

Defecth'e

worn links.

Broken diaphragm return spring also vah'e retainer,

Punctured or wom-out (u(>1 pump diaphragm,

Leakage at diaphragm flange.

E:"idrnud 8/1

\'isible.

\'isible,

Pump does not supply sufficient fuel.

Doea not supply fuel to carburetor.

Fuel leakinjt through "ent hole in body.

risible.

Replace rocker arm,

Replace rocker arm ,pring.

Replace links. Also check ror air leaks.

Replace spring.

Replace romplete diaphragm.

Tighten rover lICre~lI evenly and llE!('urel)·.

1i\IPORTAXT: :\lark the top rover and body berore disassembling

IiO that in reassembling they are placed in the same relauve poIl.ition.

re-

Vacuum Pump Trouble Chart

Troubk

\'acuum pump unit nOt

Ol>ernt· inK·

Punctured vacuum pump diaphrngm.

!'\oise.

Eridrnt.ed

8/1

Slow action or windshield wiper at high sl>eed or when accelerntin/l,

Iltmed/l

Check wiper "sh'e lines and fittings.

If trouble i8 not located disassemble vacuum pump unit and check valvell and diaphragm.

Replace vacuum pump diaphragm.

P06!!i ble missi ng or engine at low speed due to excess air in inwke also evidenced by irregular l>er(ormance of windshield wiper whell ac· celerating.

Worn vacuum pump link and rocker arm pin.

Replace link nnd rockcr arm pin.

172 ENGINE

III

~3500

"

" 3000

w

G-

...J

III a

2500

02000

w

"

Z 1500

1000 .

500 o

10 20 30 40 50 60

CAR SPEED- MILES PER HOUR

70 eo

90

ENGINE 173

SPECIFICATIONS

SUBJECT

AND

RDlAKKS

F-40 C-40 1.-40

CYLINDER BLOCK a. Engine Type.

b. Number of Cylinders c.

Bore and Stroke .. ' ...

d. Piston Displacement. .

Maximum Horsepower.

A. E.

Rated

Engine Torque . . . . .

•.. Compressipn at

1,000.

h Compn'llllion Ratio

Firing Order

2. CRANKSHAFT a. Diameter-Main Utaring Journal

No.

•

J.,.head

3~'x47'"

229.7

cu. in.

95 at 3300

28.4

ISO ft.lbs.

at 1200

14'

6.1 :1

1-5-3-6-2-4

No.2

No.

No.4

2.478"

)2.479"

2.5405"

2.5415"

2.6655"

2·""'1

2.68'"

No.5 . .

Width-Main Bearing Journal, Including

Filleu

No. 1.. "

No.2 ...

No.3 ...•

No.4

No.5.

c. Diameter-Connecting Rod Bearing

Journal d. Width-Connecting

Rod Bearing, Including "" Filleta e. Length-OVer-all Crankahatt.

Weight-cranlahaft,lneludingDam g. Diameter of Oil HolN in CTankahaft h. Number of Counterweightl i.

Clearance-Crankshaft End Thrust,

3. CRANKSHAF'T SPROCKETS a. Width .

Pitch c.

Number of Teeth

~'LYWHEEL a. Number of Teeth on Starter Gear.

b. Number of Teeth on the Starter Pinion

5. MAIN BEARINGS a. Cleara b.

Rear

Crankahaft Radial in

Bearing .. , . . . . .. ..

Clearance-Crankshaft Radial in c.

~~'Beari~g

Shell,

Ineludin;~"'

Cliamfers

No.1

No.2

No.8.

Iii

I\<' fl{.'

2.123'

2.124 "

"

8611'-.

.

L~:)

ill·"")

145

:~n

.00l'}

.])03'

145

I!V'

I'"

•

J.,.head

3~'x4.l-i"

229.7

cu. in.

95 at S300

28.4

ISO ft.lbs.

at 1200

14'

6.1 :1

1-5-3·6-2-4

2.478",

2.479'

2.5405·1

2.5415"

2.6655"

2.6865'

{

2.123·}

2.124"

:~n

.001'}

.003'

J.,.head

3 1

4 x3Ji"

257.1

cu. in.

no

3600

83.8

200 ft. lbs.

at 2000

152

6.2:1

1-6-2-5-8-3-7-4

2.478'1

2.479"

2.5405'}

2.5415·

2.600'}

2.604"

2.6655'1

2.6855"

2.6865"

{;:(I'

1""

11~"

{

2.123')

2.124"

SSW

...,1>0.

'i'

(:~:)

ill·"")

145

,"'.

ENGINE

SPECIFICATIONS-Continued

SUBlECr AND

REMARKS

N o . 4 . ..

N o . 5 .

Bronze Thrust P1.atee

(I)

Thickness ..

I',,·

F-40

(2)

(3)

Diameter-Inside

Diameter--Qutllide

PISTONS a. Material b.

Length Over-all

, c.

Length from Top of Piston to Pin

Center ,

d. Clearance (at ThrustSurface) Selecti,·l.' e.

Diameter-Nominal Outside r.

Weight-Less Pin.. .. ..

. ..

2.482·

2.487·

""

Alum. Alloy

.0013'/

.0018· ti8"

17.44 oz.

7. PISTON PINS a. Diameter (Selective). . . . . . .. .., h. Length...............

c. Radial Clearance (Selective)

8. PISTON RINGS a. Material h. Number Compression Rings

c. Width Compression Rings d. Thickness Compression Rings

(Muimum) .

e. Cap Clearance CompreMion Rinp ..

Clearance

Groove CompreMion

Rings g. Number Oil Rings

h. Width Oil Rings ..

Thieknf!M, Oil Rings (Maximum) ....

k. Cap Clearance, Oil Rings.

Clearance in Groove, Oil Rings .

9. CONNECTING RODS a. Length-Center to Center. ..

h. Length-Lower Bearing Shell. ..

c. Length-Upper Bearing . . . . .

d. Diameter-Lower Bearing

·8557')

.8554"

Il;'

{::=:~

{:::n

.172·

.001·

.003'

/-'860'\

.1::S·/

007'}

.otS·

.00" }

.0025" e.

Diameter-Upper Bearing (Selective) r.

Clearance-On Cranbhaft-

(Vertical) . . .

g. Clear.mee--On Cranbhaft

(Horizontal). .

h. Clearance-Radial On Piaton Pin

G-40

C.1.

0935'

(:0925'/

.172'

:m:j

.001·

.003'

(.,860'\

.ISO·

007'\

.015" f

.001' )

.0025"

.'205'\

.1245·l

2.482·

2.487·

""

Alum. Alloy

4J.f2"

2.237'}

2.242·

.0013·

\.0018"

3t{s"

17.44 oz.

I r.8557')

\.8554·

'Il;'

'.0003'}

.0006'

H'·

H-~"

'.2295'}

2.2300·

8558'(

.0005·

.()()25'

0025'

'.0003·

.0006' lAO

Alum. Alloy l '~i~2'~

.0013·

.0018·

J.i'

16 oz.

.8557')

.8554'

'li;'

{::=:}

.0925'}

.0935'

.ISO·

.003'

( '860')

.ISO"

8Yn

.00" \

.002S"

(

71~" lUi·

2.2295'\

2.2300"(

8558'}

:""'"

.0005'

I

·

OO2S" ,

0025'

~:~:t

,.0006'

ENGINE

175

SPECIFICATIONS-Continued

SUBJECT

AND REMARKS

Clearan~ End On Crankshaft, k. Diameter Connecting Rod Bolt

CAMSHAF1" a.

Bearing Journal Oiamelers

No.1

Xo.2

No.3

No. "

No.

S b. Width

Including

No.1.,

No.2

No.3

No.4.

No.5

!i2"

Chamfers e. Journal Clearance in Bushing d. Diameter-Reamed Bushing

N O . 1 .

N •

No.3 .

No.4 ..

No. S e.

Length-Bushing

No.1

No.2

No.3

No.4

No. S

End Thrust

CAMSHAF"l' SPROCKET a. Width... ..

" b.

PiLCh....

c. Numbc.r of Teeth.

TIMINC CHAIN a. Width b.

Length c. Number of LinD d. Pitch .

VALVES_INTAKE a. Diameter-Head ..

h. Diameter tern.

c. Angl V.h'e Seat.

"

1.872S·

(

.0015')

.000S·

1.9995'

2.001'

1.937'

1.9385'

1.874S'

1.876'

1.812'

1.8135·

,""

.500'

t

""

F--40

.010S·

.3'0' ,

.389"1

1.9975'

1.9970'

1.9350'

1.,345'

1.8720'

1..8'00'1

\1.8095"

'Il;'

1""

Spring and

Plunger

S~"

500'

36 or l!i1'

G-40

.005S"

.010S"

.390'

.389'

1.9975"

1.9970'

1.9350'1

1.9345"

1.8725'1

1.8720"

1.8100"

1.8095" r

{

.0015')

.OO~J5"

1.9995'

2.001'

1.937"

1.9385'

1.874S·

.876'

1.812'

1.8135"

Ill;'

'''''

1""

1....

Spring and

Plunger s!-U" or ,,,"

.500"

23y./

.500'

'I"

.3425· >

.3415"

30"

lAO

""

.0105'

.'SO' ,

.389'(

2.0800'}

2.0595"

1.997S"l

1.9970'

1.9350' , r

1.934s·r

1.8725"1

1.8720'

1.8100'

1.809S·

1!ji'

11'

,

""

(

2.0620'

2.063S·

1.9995'

2.001'

1.9370·

1.9385'

1.874S·

1.876'

1.812'

I. 135"

'''''

Spring and

Plunger s~·

.SOO· or Iii:'

"., I "

.500'

'~'

."

-~,

\.3415'

30'

176 ENGINE

SPECIFICATIONS-Continued t

042

.052·

.286'

~

'"

OOI75'1

• lAO

SUBJECT

AND Ih:MARKS d. Width Seat in Block e.

Length Over-all f.

Lift g. Clearance in Guide h. wh Engine Warm

14.

VALVES EXHAUST a. Diameter Head b. Diameter Stem c. Angle Valve Seat d. Width Seat in Block e. Length Over-all r.

Lift g. Clearance in Guide h.

Lash

Engine Wann

15. VALVE SPRINGS a. Number or Coil.

b. Number of Active Coils

Length-_ d. Diameter Wire e.

Diameter-Inside r.

Diameter-Outaide g. Preuure and Length

{l}

Valve Open

(2) Valve CIOIled

•

F40

G40

042

.052·

'"

.00175'

\icW'5'

11'1'·

.3418'

,."10'

.5'

.070·

,,'

~

.298'

00245'

.00425"

. II'

Harrison

425

Sq.

In.

171

.1"

1"'·

.3410'

.070',

".

.SIS·

b

00245

.00425'

. n'

7h

5 ",.

.162'

.820'

1.156'

71i

21~·

.162"

.820'

1.156'

II~· at

9S~ lba.

2M·

at SO.l1lbs.

I~· at 95

Ibs.

2M·

BtSO,l.i Ibs.

',I

7' ,

2',

.162·

.820'

1.156'

16. VALVE LIF'TERS a. Diameter Head b. Diameter Body c. Length Over-all ...

d. Clearance in DoM (Selective), e.

Runout of Face with Axis

(1) Cam End .

(2) Adjulting Screw End

.001· on 1· Dia.

MS" on l' Dia.

17. VALVE GUIDES a. Height from Top of Block. . .. . ....

b. Dillmeter Inlide Rellm.

. ..

Length Over-all.

11"

....

25.\

.34525· {

1»'

18. LUBRICATION SYSTEM a. Capacity-Engine Oil Qta.

b. Width Pump Gears.

19. COOLING SYSTEM a. Radiator Make .

Ca~ity

Coolin¥ SYltem-Qta...

c. Thickness RadIator Core .

Area

Frontal e. Diameter ""'an Blades .

Harrison

.. 18

425 Sq.

171

•

In.

1).i" to 1

.1.

·6240'}

.6235'

IJ'OO5'}

\J)OO8·

.001" on 1· Dia.

.015· on 1· Dia.

)i'

....

25.\

.34525' [

1»'

11"

....

25.\

.34625·[

1»'

6 lW

Harriaon

445

Sq.

In.

1811'

SPECI FICATIONS-Continued

....

44 1 l-{..

G40

ENGINE 177

-

CARBURETOR

GAUGE float Level float Level

Metering Rod

Anti-Percolator

Accelerator Pump

Stroke Gauge

Accelerator Pump

Stroke Gauge

CARBURl.'TOR

MOOEL

.66-8

389-8

46G-S

389-S

46G-S

466-8

389-S

HINCKlEY·

MYERS

No.

J-818-2

J-1269

J-1265

J-1I35

J-1l36

- -

CARTER

CARBURETOR No.

T-I09-80

T-I09-126

T-109-102

T-I09-1()4

T-I09-29

T-I09-117S

T-I09-llt

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Key features

Cylinder block
Oil pan
Cylinder head
Crankshaft
Pistons
Connecting rods
Camshaft
Valves
Oil pump

Frequently asked questions

The firing order for the six cylinder engine is 1-5-3-6-2-4.

To adjust the valve lash, allow the engine to run until warm. Turn off the engine. Install timing light K-352 and turn on ignition. Bring No.1 cylinder up on firing stroke until the light just lights. Adjust the valve lash in No.1 cylinder to .008" intake and .011" exhaust, and proceed in firing order for each cylinder.

To remove the oil pan, drop steering relay rod out of position by disconnecting Pitman arm from Pitman arm shaft, and steering idler arm support from the frame. The frame front cross member on the 'L' model is provided with openings to remove some of the cap screws at the front end of the oil pan. The attaching cap screws at the extreme front end of the '90' oil pan can more easily be removed if the front end of the engine is raised slightly. To do this, remove two front engine mounting cap screws, engine side filler plates, and disconnect flexible main fuel line at the fuel pump so it will not be broken or damaged.

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