action of the interruptor, and this may be observed by means of a
brass slide that operates on the arm or the spark control lever.
When this slide is raised, the action of the interruptor may be
watched. Like the two-spark Bosch magneto, the distance between
these points when the disk separates them should be one sixty-fourth
of an inch, and contact should be made and broken without undue
sparking. The condenser that will be found in the shallow aluminum
box covering the space between the pole pieces prevents sparking at
the interrupter, and is thrown into circuit automatically when it is
placed in position.
The four-spark magneto is provided with a safety spark gap, and when
the points of one of the spark plugs are separated too far, or when
there is any interruption of the secondary circuit, a spark will
show there. Sparks should not be permitted to pass in the safety
gap for any considerable period, as damage will be done, and when
they indicate by their presence that something is wrong, the trouble
should be located and repaired without delay.
The regulation and care of the four-spark magneto is the same as has
been described for the two-spark machine.
DUAL IGNITION SYSTEMS
It has been the custom to equip jump-spark engines with two complete
systems of ignition, one operated by a magneto and the other by coil
and battery. Each system has its own spark plugs, timing device,
wiring, etc., the two being connected only at the switch. Many of
these duplicate parts have been eliminated by the introduction
of =dual ignition= systems, and the mechanism is correspondingly
simplified. The Bosch dual system is a good example of the
principles involved, and a diagram of the connections is shown on
Fig. 16. The magneto used is of the usual two-spark type, except
that the secondary current, instead of being led from the collecting
ring direct to the distributer, is taken to the switch that is
located in the coil box on the dash. In addition to the regulation
interrupter illustrated on Fig. 11, the magneto is provided with a
second interrupter or circuit breaker that controls the flow of the
battery current, and takes the place of a timer. While the magneto
interrupter revolves with the armature, and is operated by stationary
cams, the battery circuit breaker is stationary, and is operated by
a two-nose cam that revolves with the armature shaft. The stationary
and revolving cams are so set that the interrupter and circuit
breaker break their circuits at the same instant.
The coil is contained in a brass case on the dash, and in design and
construction is a duplicate of the magneto armature. Attached to
the coil is a handle that projects through a slot in the case, by
means of which the coil may be turned partly around in the case. The
terminals of the coil windings are attached to metal knobs located
on the under side of a fiber plate that forms the bottom of the
coil, and turning the coil by the handle moves these knobs in and
out of contact with corresponding knobs on the bottom of the case.
These knobs form the switch that cuts off all current, or permits the
engine to be run on magneto or battery. When the switch is in such a
position that the magneto produces secondary current, this flows from
terminal 3 of the magneto to terminal 3 of the switch; thence by the
switch connection to terminal 4 and to the secondary distributer.
When the battery is switched in, the magneto primary is grounded, and
secondary current from the coil flows over wire 4 to the secondary
distributer.
[Illustration: FIG. 16.—BOSCH JUMP-SPARK DUAL SYSTEM.]
By pressing a button on top of the coil case, a vibrator is cut into
the circuit to permit starting the engine on the spark. When the
engine starts the button is released, and ignition is produced by the
single spark that results from the demagnetizing of the core that
follows the breaking of the battery circuit by the circuit breaker.
Throwing the switch breaks the battery circuit and cuts in the
magneto.
INDUCTOR MAGNETOS
In types of magnetos that have recently been produced, the winding
is stationary and surrounds a moving core that is magnetized and
demagnetized during its revolution between the poles of the field
magnets. The Remy magneto is of this type, and Fig. 17 is a diagram
of the revolving core, or inductor, with the coil surrounding it. As
the inductor revolves, the magnetism flows from one pole of the field
magnets into the wing of the inductor nearest to it, through the
central cylindrical part, and by the second wing to the other pole,
the central part of the inductor then being magnetized. The magnetism
of this portion dies away when the wings are in such a position that
they bridge across from one pole to the other, but reappears when the
central cylindrical part again becomes the only path by which the
magnetism may flow. The constant changes in the magnetic strength of
the central part affect the coil, and currents are induced in it.
These currents, which are of low voltage, are led to the primary
winding of a secondary induction coil similar to that used in the
Eisemann system, the secondary current flowing to the plugs through
a distributer located on the magneto. In the Remy system, the
interrupter does not short circuit the magneto winding, as is the
case with the Eisemann, but the flow of current is from the magneto
winding to the grounded side of the interrupter, to the insulated
screw, to the primary winding of the coil, and back to the magneto.
The interrupter is closed and the current flows in this circuit while
the strength of the current is increasing, but when the current is at
a maximum the interrupter breaks the circuit, the core of the coil
loses its magnetism, and a secondary current is induced. The current
reaches a maximum twice in each revolution.
[Illustration: FIG. 17.—REMY INDUCTOR.]
[Illustration: FIG. 18.—INDUCTOR GIVING SIX WAVES.]
In other magnetos, the form of the inductor is such that six or more
waves of current are produced during each revolution. An inductor of
this type is shown in Fig. 18. There are six arms radiating from the
central cylindrical portion, three at each end, and equally spaced.
The coil is usually made of flat copper ribbon instead of wire, and
it surrounds the central cylindrical part between the two sets of
arms. In the inductor shown, the magnetism of the central part will
change strength six times to each revolution.
Magnetos of this type are used to replace batteries in jump spark
systems using vibrator coils. They are driven by belt, or by friction
against the fly wheel, and are given a speed at least three times
that of the crank shaft. By this means the waves of current follow
one another at such brief intervals that the flow is practically
continuous, and it is therefore unnecessary to time the magneto
to the engine. These magnetos have no interrupters, and the wiring
consists of one wire leading to the switch on the coil box, the usual
connections between the coil box and timer, and a wire from the
second magneto terminal to ground.
MAGNETIC MAKE-AND-BREAK SYSTEM
The flaming spark produced by the make-and-break system has many
advantages for ignition over the jump spark produced by the
high-tension system, but these are largely offset by the mechanical
complication of cams, tappets, springs, etc. A make-and-break system
in which the igniters are operated by magnetism has been perfected by
the Bosch company, and is giving good results. The magneto used is of
the ordinary low-tension type, equipped with an interrupter, while
all of the igniter parts are contained in a plug that screws into the
cylinder wall like a jump-spark plug. The plug is shown in diagram
in Fig. 19. The sleeve that screws into the cylinder supports an
iron core, the two being thoroughly insulated by blocks and washers
of heat-proof insulating material. The upper portion of the core
has a flat side, on which is formed a projection that serves as a
pivot. A hammer bar is balanced on this pivot, its long end passing
through the plug and coming into contact with an anvil attached to
the screwed sleeve. A long horseshoe-shaped spring holds the two in
light contact, and the hammer bar then forms the only path by which
an electric current may pass from the core to the screwed sleeve and
to the engine ground. When the hammer bar is moved on its pivot this
connection is broken. Surrounding the core is a coil consisting of a
few layers of wire covered with heat-proof insulation. The upper part
of the plug is incased in a light iron casing screwed to the core,
which completely incloses the core, hammer bar, spring and coil,
and in which there is no opening that would permit the escape of
compression from the combustion chamber. One terminal of the coil is
connected to the binding post, and the other is grounded on the iron
casing. The current generated in the magneto passes to a distributer
and thence to the binding post of the plug, as shown in Fig. 20. It
flows through the coil to the core, and thence by the hammer bar to
the engine ground and back to the magneto. As the current establishes
itself in the coil, the core becomes magnetized, and attracts to it
the flat end of the hammer bar. When the hammer bar moves on its
pivot, its connection with the anvil is broken, and this break in
the circuit produces a flaming spark that is in every way identical
with the spark of the ordinary mechanical make-and-break igniter. The
casing that contains the coil may be unscrewed from the core without
disturbing the screwed sleeve, and this makes it an easy matter to
give the moving parts the inspection and cleaning that they should
receive every few weeks. The spark occurs in the plug at the instant
that the interrupter operates, and the setting up of the system is
identical with that of the high-tension magneto systems.
[Illustration: FIG. 19.—MAGNETIC IGNITER.]
[Illustration: FIG. 20.—WIRING DIAGRAM OF MAGNETIC IGNITER SYSTEM.]
A HANDY TESTING CHART*
WHAT TO DO WHEN THE ENGINE STOPS
Arranged for the Scientific American
(Copyright, 1909, by Munn & Co.)
EFFECTS OF TROUBLE
=Engine= { Test Ignition and
=will= { carbureter.
=not= { Slow cranking or cold weather will interfere with
=start.= { the proper formation or the mixture.
{ Prime cylinders with gasoline in cold weather
{ to obtain mixture for starting.
{ To increase suction in carbureter, prevent
{ operation of air-valve.
=Engine starts,= {
=but will not= { Fuel does not flow freely to carbureter.
=continue= { Weak battery.
=running.= {
=Explosions= { Break in ground wire, battery
=cease= { connections, switch lead.
=abruptly.= {
=Engine runs= { Worn timer.
=well slowly,= { Weak battery.
=but misses= { Faulty vibrator adjustment.
=when speeded= { Faulty carbureter adjustment.
=up.= { Fuel does not flow freely to carbureter.
=Engine will= { Preignition.
=not stop.= { Glowing carbon or metal point in cylinder.
{ Engine too hot (see Cooling trouble).
=Engine does= { Faulty setting of valves.
=not deliver= { Tight bearings or broken balls.
=full power.= { Indicated by excessive heating.
{ Back pressure.
{ Fouled muffler.
{ Dragging brakes.
{ Friction in transmission.
{ Faulty carburetion.
{ Weak ignition.
{ Weak compression.
{ Overheating.
{ Slipping timer.
{ Loose half-time shaft.
{ Sticking air-valve.
=Irregular= { Intermittent obstruction in spray nozzle.
=miss.= { Sticking valve.
{ Broken or weak valve-spring.
{ Loose connection.
{ Short circuit.
=Engine noises.= { Knocking.
{ Too much retard of spark.
{ Preignition.
{ Worn bearings.
{ Loose or cracked flywheel.
{ Hissing.
{ Broken piston rings.
{ Leaking air inlet pipe or gasket.
{ “Popping” in carbureter.
{ Leaking inlet valve.
{ Weak mixture.
{ Excessive retard of spark.
=Explosions= {
=weaken and= { Carbureter or fuel trouble.
=cease.= {
=Engine will= { Weak magneto.
=not run= { Faulty carbureter adjustment.
=slowly.= {
=Steady miss= {
=in one or more= {
=cylinders,= { Vibrator, timer, secondary circuit.
=(other= {
=cylinders= {
=firing= {
=normally).= {
=IGNITION.= { Test primary circuit
=Jump spark,= { as described for
=with single= { system using coils
=coil, battery= { and timer.
=secondary= { Secondary may
=distributor.= { short circuit from
{ Fouled or worn distributor.
{ Defective insulation.
=IGNITION.= { To test, revolve crank-shaft
=Jump spark,= { twice, listening
=with battery,= { for vibrators.
=timer and= {
=coils.= { =TEST 1. Alternate test,=
{ =prime cylinders with=
{ =a few drops of gasoline,=
{ =close relief cocks,=
{ =and crank.=
{ =Explosions show ignition=
{ =to be O. K.=
{ All vibrators sound normal, primary circuits
{ O. K. unless timer has slipped on shaft.
{ Vibrator should begin to operate as a piston
{ gets to top center of compression, with
{ spark lever retarded.
{ One or more vibrators }
{ sound normal, } To test coils, short
{ showing that } circuit the timer
{ battery connections, } by making contact
{ lead and } between primary
{ ground wires, and } terminal of
{ battery are O. K. } coil and ground.
{ Vibrator normal,
{ coil is O. K.,
{ look for
{ Interruption in timer circuit.
{ Blade moves, but
{ will not vibrate.
{ Punctured condenser ([1]).
{ Short circuit at vibrator.
{ Vibrator does not
{ operate.
{ Faulty adjustment.
{ Too stiff.
{ Will operate only with strong battery.
{ Excessive sparking at vibrator, and
{ battery exhausts rapidly.
{ Too weak.
{ Feeble secondary spark; misfiring with
{ slightly corroded contacts.
{ Contacts corroded.
{ Contacts stuck.
{ Vibrators do not operate.
{ Open switch; vibrator trouble.
{ Trouble in battery or in primary circuit.
{ To test, make momentary contact from switch
{ terminal to ground.
{ Bright spark, battery lead
{ and ground wire O. K.
{ Weak or no spark.
{ Break in battery connections,
{ lead or ground wire.
{ Battery exhausted or dry cells
{ polarized.
{ To test secondary, disconnect spark
{ plug leads, support them ⅜ inch from
{ engine ground and crank.
{ Good spark, O. K.
{ Weak spark.
{ No spark.
{ Vibrator trouble.
{ Plug short circuited, fouled, oily.
{ Points too far apart—should be 1/32 inch.
{ Short circuit in secondary.
{ Broken condenser connection ([1]).
{Shown by brilliant sparking at vibrator.
{ Explosions.
{ Ignition O.K. unless
=IGNITION.= { Magneto is out of time and igniters
{ incorrectly adjusted.
Make and break, } Should break circuit at top center
with low } of compression when spark is retarded.
tension magneto. { No explosions.
{ Short circuit.
Use Test 1, { Insulated bridge on magneto.
cranking { Switch or switch lead.
briskly. { Bus-bar or bus-bar lead.
{ Igniter insulator broken.
{ Igniter stuck closed.
{ Broken spring.
{ Tappet stuck in guide.
{ To test operate by hand.
{ Open circuit.
{ Magneto broken down.
{ To test magneto, disconnect magneto lead from
{ bus-bar and hold free end in bare fingers, or
{ =TEST 2. Hold free end against teeth=
{ =of metal gear and crank briskly.=
{ Shock or spark.
{ Magneto O. K.
{ No shock or spark.
{ Fouled collecting brush.
{ Armature burned out [1].
{ Fields demagnetized [1].
{ To test, unmesh gear, revolve armature
{ by hand. If fields are O. K.,
{ armature should turn perceptibly
{ hard twice in each revolution.
=CARBURETER.= {Mixture ignites.
{ Proving that carbureter is doing its duty.
To test, hold { Mixture does not ignite. Operate primer to flood
lighted match { float chamber.
over open relief { Gasoline drips from spray nozzle.
cocks while { Mixture too rich.
engine is { Insufficient air.
cranked briskly. { Faulty adjustment of air valve.
{ Clogged inlet pipe.
{ Dust on inlet pipe screen.
{ Leaking float valve.
{ Float too heavy.
{ Soggy (if of cork) ([2]).
{ Punctured (if of metal) ([3]).
{ Faulty adjustment of float.
{ Mixture too poor.
{ Too much air.
{ Water in gasoline.
{ Faulty adjustment of air-valve.
{ Leaks in inlet pipe.
{ Faulty adjustment of float.
{ No drip from spray nozzle.
{ Clogged spray nozzle.
{ Clogged float valve.
{ Clogged fuel feed.
{ No gasoline.
{ Empty tank.
{ Closed supply cock.
=IGNITION.= { Proceed as in Test 1, cranking briskly.
{ Explosions.
Jump spark with { Ignition O. K. unless magneto is out of time.
low tension { Should be reset.
magneto and coil { Sparks in safety spark gap.
(Eisemann, Remy, { Interruption in secondary circuit.
Splitdorf, etc.) { Too wide a gap at plugs (should be from 1/64
{ to 1/32 inch).
{ No explosions.
{ Primary circuit open.
{ Primary short circuit.
{ Magneto broken down.
{ To test magneto, disconnect primary lead
{ to coil and proceed as in test 2.
{ Shock (or spark), magneto O. K.
{ No shock (or spark).
{ Interrupter short circuited, wet
{ or oily.
{ Field demagnetized ([1]).
{ Condenser broken down (shown by
{ brilliant spark at interrupter) ([1]).
{ Coil broken down.
{ To test primary winding of coil disconnect
{ ground wire and proceed as in
{ second part of test 2.
{ Spark, winding O. K.
{ No spark.
{ Winding broken ([1]) down or short
{ or open circuited.
{ To test secondary winding of coil,
{ disconnect spark plug leads from magneto
{ and crank briskly, watching for sparks
{ at safety spark gap.
{ Sparks, look for
{ Plugs short circuited.
{ Fouled.
{ Insulation broken down.
{ Fused metal bead at points.
{ Secondary short circuit ([1]).
{ Leads short circuited.
{ Ground circuit open.
{ No sparks, winding broken down.
=IGNITION.= { Proceed as in Test 1, cranking briskly.
{ Explosions.
High tension { Ignition O. K. unless magneto is out of time.
magneto (Bosch, { Should be reset.
U. & H. Lacoste, { Sparks in safety spark gap.
Witherbee, etc.) { Break in secondary circuit.
{ Too wide a gap at plugs (should be from
{ 1/64 to 1/32 inch).
{ No explosions.
{ To test magneto, disconnect spark plug leads
{ from distributor and crank briskly,
{ watching for sparks at safety spark gap.
{ Sparks.
{ Magneto O. K.
{ Look for short circuits in
{ Spark plugs.
{ Fouled.
{ Insulation broken down.
{ Bead of fused metal between points.
{ Switch lead.
{ Switch.
{ No sparks.
{ Corroded interrupter contacts.
{ Interrupter stuck.
{ Armature burned out ([1]).
{ Condenser broken down ([1]).
{ Field demagnetized ([1]).
=FUEL FEED= { To test, open drain cock at carbureter.
=SYSTEM.= { Gasoline flows.
{ System is O. K.
{ Gasoline does not flow.
{ Gravity feed.
{ Clogged vent hole in filling cap.
{ Clogged piping ([4]).
{ Pressure feed.
{ Sufficient pressure in tank.
{ Clogged piping ([4]).
{ Insufficient pressure in tank.
{ Leaking tank or piping.
{ Leaking filling cap.
{ Stuck relief valve.
{ To test, crank engine slowly, noting resistance,
{ which should be the same in all cylinders.
=COMPRESSION.= { (Do not confuse constant mechanical
{ resistance with intermittent resistance of
{ compression).
{ Inject oil into faulty cylinder.
{ Improved compression indicates
{ Stuck piston rings.
{ Douse cylinder with kerosene and alcohol
{ ½ and ½ to cut carbon.
{ Worn or scored piston rings.
{ Scored cylinder walls.
{ No improvement in compression indicates
{ Worn or pitted valves.
{ Leaking spark plug, igniter plate,
{ relief cock, etc.
{ Test by running oil around these
{ and cranking.
{ Leak indicated by bubbles.
{ Piston ring splits in line.
{ Broken piston rings.
{ Crank case will be abnormally warm.
{ Cracked walls or head.
{ Indicated by water in cylinder.
{ Sticking valves.
{ Insufficient space between valve stem and
{ push rod.
{ Radiator should heat evenly shortly
=COOLING.= { after engine is started.
{ Radiator does not heat.
(Water.) { Clogged circulation system.
{ Empty tank.
{ Clogged piping.
{ Defective pump.
{ Test by opening pet cocks.
{ Radiator steams.
{ Failure of lubrication.
{ Indicated by groans from cylinders affected.
{ Supply should be just sufficient to
{ produce faint whiff of blue smoke
{ at exhaust.
{ Defect in circulation.
{ Too much running on retarded spark or on
{ low speed.
{ Slipping fan drive.
* It is taken for granted that the engine is capable of running
properly, that the tanks are filled, and that the switch is correctly
thrown.
[1] Return to makers for repair.
[2] Dry in oven, and coat with shellac.
[3] Plunge in hot water to expel gasoline and to locate leak. Repair
with solder.
[4] May be cleared with blast from foot pump.
INDEX
Adjusting screw for vibrator, 103.
Advance of ignition, 13.
Advancing ignition by moving timer, 101.
too far, 13.
Air cooling, 34.
requisites for, 35.
Air inlet, auxiliary, adjustment of, 231.
Air intake trouble, 197.
Amperes, 77.
Antifreezing mixture, 200.
Antiskid devices, use of, 174.
Armature of generator, 88, 256.
Assembling springs, 229.
Automatic carburetor, 58.
Automatic valve, 25.
action of, 26.
adjustment of, 233.
spring of, 27.
Auxiliary air, necessity for, 56.
Auxiliary air inlet, action of, 57.
adjustment of, 231.
Axle, dead rear, 152.
live rear, 146.
necessity for fixed front, 162.
rear, floating, 148.
sprung, effect of, 148.
Back pressure, 18.
Backfiring, causes of, 218.
Balance of engines, 37.
Band brake, 167.
Battery, causes of trouble in, 182.
cross-connected, 182.
nearly exhausted, 183.
recuperation of, 183.
weak, effect of, 213.
Battery connections, 84.
Bearings, tight, effect of, 210.
tight, testing for, 221.
Bevel gears, necessity for, 142.
Bosch magnetos, 301, 308, 317, 323.
Brake, motor as, 170.
Brake equalizer, 172.
Brakes, 167.
emergency and running, 169.
tight, effect of, 210.
testing for, 221.
Broken wire, 181.
Bus bar, 204.
Cam, 26.
action of, 26.
parts of, 26.
worn, effect of, 235.
Cam shaft, 28.
Carbon deposit from burned oil, 31.
Carburetion, 52.
Carburetor, action of, 55.
adjustment of, 231.
automatic, 58.
cleaning of, 196.
dirt and water in, 195.
effect of varying speed on, 56.
float feed, 53.
flooding of, 195.
mechanically controlled, 58.
necessity for, 53.
necessity for auxiliary air in, 56.
parts of, 53.
principle of, 53.
surface, 64.
testing of, 207.
trouble in, causes of, 195.
types of, 58.
with central mixing chamber, 61.
with side mixing chamber, 60.
Carburetor adjustments, 58.
Chains, care of, 225.
cleaning and lubricating of, 225.
driving, adjusting of, 225.
Change speed mechanism, friction type of, 141.
individual clutch type of, 138.
necessity for, 119.
planetary type of, 132.
sliding gear type of, 120.
Changing gear, principle of, 125.
Charging of storage battery, 82.
Check and relief valves, 72.
Chemical generators, 80.
Circuit breaker, magneto, 286.
Circuit, jump spark system, 108.
primary, testing of, 206.
primary and secondary, 109.
parts of, 97.
secondary, testing of, 212.
Circulation, failures of, 199.
Circulation connections, troubles of, 199.
Circulation of water, forced and gravity, 32.
Classes of gasoline engines, 5.
Cleaning, use of kerosene for, 224.
Cleaning carburetor, 196.
chains, 225.
combustion space, 223.
crank case, 224.
differential, 224.
gear case, 224.
lubricator pipes, 202.
spark plug, 187.
tires, 222.
Clearance, 17.
Closing of exhaust valve, 17.
of inlet valve, 8.
Clutch, action of, 113.
friction cone, 113.
internal expanding, 118.
multiple disk, 114.
parts of, 116.
necessity for, 112.
reversed friction cone, 114.
slipping of, effect of, 210.
withdrawing of, when changing gear, 113.
Coil trouble, causes of, 186.
Coils, matching of, to cylinders, 230.
testing of, 206.
Cold, effect of, on starting engine, 209.
Combustion, pressure from, 4.
Combustion and explosion, 4.
Combustion space, 8.
carbonized, effect of, 215.
cleaning of, 223.
Commutator, 97.
Compensating gear (see Differential).
Compression, during exhaust stroke, 16.
effect of, 10.
on spark, 188.
necessity for, 10.
Compression leaks, 197.
testing for, 211.
Compression limit, 14.
Compression trouble, causes of, 197.
Compression-combustion stroke, 8.
Condenser, action of, 109.
Conductors and insulators, 76.
Cone clutch, friction, 113.
Connecting rod, 23.
Connections, battery, 84.
loose, effect of, 212, 213.
making, 180.
of secondary distributer, 111.
Construction of bevel gear differential, 153.
of primary induction coil, 93.
of secondary induction coil, 96.
of spark plug, 107.
of spur gear differential, 157.
of switch, 89.
Contracting brake, 167.
Control of steering, 164.
Coolers, 32.
Cooling, air, 34.
requisites for, 35.
failure in, effect of, 215.
water, 31.
Cooling cylinder, necessity for, 30.
Cooling system freezing, 200.
Cooling systems, 31.
Cooling trouble, causes of, 199.
Cooling water, flow of, 31.
Corrosion, effect of, 181.
Crank case, cleaning of, 224.
depth of oil in, 224.
Crank pin, 23.
Crank shaft, 20.
four-cylinder engine, 43.
180°-, effect of, 39.
360°-, effect of, 41.
Crank shaft points, 22.
Crank shaft throws, 38.
Cranks, relative positions of, 22.
Current, flow of, 75.
induced, 94.
secondary, 97.
Cycle, 4.
events of, 6.
strokes of, 6.
Cylinder, 25.
faulty, testing for, 212.
matching coils, to, 230.
necessity for cooling, 30.
Cylinder head, 5.
Defects of surface carburetors, 64.
Deposit from burned oil, 31.
Differential, bevel gear, construction of, 153.
cleaning of, 224.
location of, 158.
necessity for, 152.
operation of, 165.
spur gear, construction of, 157.
Direct drive, 124.
Disk, valve, 25.
Disk clutch, 114.
Distance rods, necessity for, 176.
Distributer, causes of trouble in, 192.
secondary, 110.
Double-acting brake, 167.
Double-chain drive, 150.
Double-opposed engine, 38.
Drag link, 162.
bent, effect of, 228.
Drive, double chain, 150.
driving shaft, 144.
final, 142.
propeller or driving shaft, 144.
single chain, 142.
Drives, advantages of different types of, 158.
Driving chains, adjusting of, 225.
Driving gear ratios, 159.
Dry cells, 80.
voltage of, 81.
Dynamo, action of, 88.
Eisemann system, 283 _et seq._
Electric current, generation of, by magnetism, 87, 254.
production of, 80.
Electrical measurements, 77.
Electrolyte, 82.
Electro-magnet, 87, 253.
Emergency brake, 169.
Engine, care of, 223.
distinction between two-cycle and four-cycle, 5.
effect of cold on starting, 209.
failure of, to deliver full power, 209.
to start, 208.
four-cycle, 5.
missing of, at high speed, 213.
parts of, 20.
starting, then stopping of, 214.
stopping of, 216.
timing of, 232.
two-cycle, 47.
two-cycle, action of, 49.
vibration of, 37.
Engine as a brake, 170.
Engine balance, 37.
four-cylinder, 41, 43.
H. D. O., 38.
three- and
six-cylinder, 44.
two-cylinder, 38.
Engine types, advantages and disadvantages of, 45.
Epicyclic gears (see Planetary).
Equalizer, brake, 172.
Events of cycle, 6.
Exhaust stroke, 16.
compression during, 16.
Exhaust valve, closing of, 17.
opening of, 15.
Expanding brake, 167.
Expanding clutch, 118.
Explosion and combustion, 4.
Explosions, missing, 211.
weak, 210.
Field, magnetic, 88, 251.
of generator, 88.
Final drive, 142.
Firing order, 44.
Float, punctured, 196.
Float and float chamber, carburetor, 53.
Float feed carburetor, 53.
Floating rear axle, 148.
Flow of cooling water, 31.
of current, 75.
of electricity, definition of, 79.
Fly wheel, necessity for, 8.
vibration absorbed by, 37.
weight of, 42.
Force circulation of water, 32.
Fouled spark plug, causes of, 187.
Four-cycle engine, 5.
Four-cylinder engine balance, 43.
Four-cylinder engine crank shaft, 43.
Four-cylinder engines, 43.
Freezing of water, 200.
Friction transmission, 141.
Gases, properties of, 1.
Gasoline, dirt and water in, 193.
separating water from, 193.
spraying, necessity for, 57.
Gasoline engine, action of, 4.
classes of, 5.
functions of (see Cycle).
not self-starting, 18.
power of, 18.
without reserve power, 19.
Gasoline feed pipe trouble, causes of, 195.
Gasoline feeds, gravity and pressure, 66.
Gasoline line, trap on, 73.
Gasoline strainer, 73.
Gasoline trouble, causes of, 193.
Gasoline vapor, 52.
Gear case, cleaning of, 224.
Gears, two-to-one, 28.
Generator field and armature, 88.
Generator terminals or poles, 75.
Generators of electric current, 81.
Governor-controlled carburetor, 62.
Gravity feed of gasoline, 66.
Gravity system of water cooling, 34.
Grinding valves, 226.
Grounding the return, 79.
the secondary circuit, 108.
the timer, 101.
Gudgeon pin (see Wrist Pin).
Half time shaft, 28.
Heat, 1.
excessive, result of, 30.
losses, 15.
produced through resistance, 77.
Horizontal double-opposed engine, 38.
Hydrometer, 83.
Igniter, 91, 268.
adjustment of, 276.
magnetic, 323.
Igniter bearing, 190.
Igniter contacts, 190.
Igniter points, setting, 189, 276.
Igniter tappet, 92.
spring of, strength of, 190.
Igniter trouble, causes of, 189.
Ignition, affected by improper mixture, 12.
affected by speed, 12.
necessity for, 8.
necessity for early, 11.
speed controlled by, 14.
too far advanced, 13.
too far retarded, 13.
Ignition advance, 13.
Ignition lead (see Necessity for Early Ignition).
Ignition retard, 13.
Ignition system, parts of, 75.
purpose of, 74.
Ignition systems, 91.
Ignition testing, 203.
Ignition timing, 192.
Ignition trouble, causes of, 179.
Ignition wiring, 236.
Imperfect combustion of mixture, 10.
Improper mixture, ignition affected by, 12.
Individual clutch, 138.
Induced current, 94, 254.
Induction and magnetism, 93, 254.
Inductor magnetos, 319.
Inflation of tires, 173.
Inlet pipe, 53.
Inlet stroke, 8.
Inlet valve, closing of, 8.
Inspection of car, 220.
Insulators, 76.
Interrupter points, smoothing, 295.
Irreversible steering mechanism, 165.
Jack shaft, 152.
Jackets, water, 31.
Joints universal, necessity for, 144.
Jump spark system, action of, 96.
circuit of, 108.
Jump spark trouble, location of, 205.
Jump spark wiring, 238.
Kerosene, use of, for cleaning, 224.
Knocks, 217.
Lead and return wires, 78.
Leaks of compression, 197.
Limit of compression, 14.
Lines of force, magnetic, 87, 251.
Live rear axle, 146.
Losses of heat, 15.
Low tension system, action of, 91, 270.
Lubrication, 34, 35.
of chains, 225.
of springs, 229.
Lubrication systems, 36.
Lubrication table, 244.
Lubrication troubles, 201.
Lubricator failure, effect of, 215.
Lubricator pipes, cleaning of, 202.
Magnetic field, 88, 251.
Magnetic lines of force, 87.
Magnetic make-and-break system, 323.
Magnetic vibrator, 103.
Magnetism, 86, 245.
electric current generated by, 87.
test for, 265.
Magnetism and induction, 93, 254.
Magneto, action of, 88, 95.
classification, 261.
drives, 263.
dual systems, 300, 316.
effect of changing speed, 262.
Eisemann, care of, 294.
high tension, four spark, 308.
interrupter, 286.
low tension, ignition by, 258.
wiring of, 272.
with secondary coil, 283.
parts, 256.
preserving magnetism of, 266.
principles, 255 _et seq._
removing armature of, 183, 266.
Remy, 320.
retention of magnetism of, 184, 266.
safety spark gap, 289.
starting engine with, 263.
testing, 264.
Magneto setting, 185, 274, 306.
Magneto troubles, causes of, 183, 264.
Magnetos, Bosch, 301, 308, 317, 323.
high tension, care of, 305.
principles of, 297.
setting, 303.
high tension, troubles of, 306.
inductor type, 319.
magnetic make-and-break, 323.
Magnets, permanent and electro-, 87, 249, 253.
Maintenance and construction, 220.
Make-and-break ignition, action of, 91, 270.
Make-and-break trouble, location of, 206.
Make-and-break wiring, 240.
Measurements, electrical, 77.
Mechanical generator, action of, 86.
care of, 88, 89.
Mechanical vibrator, 103.
Mechanically-controlled carburetor, 58.
construction of, 62.
Mechanically operated valve, action of, 26.
Mixing chamber, carburetor, 53.
central, 60.
side, 60.
Mixture, imperfect combustion of, 10.
Muffler, necessity for, 30.
Muffler explosions, causes of, 219.
Multiple connection of battery, 85.
Multiple disk clutch, 114.
parts of, 116.
Necessity for auxiliary air in carburetor, 56.
for bevel gears, 142.
for carburetor, 53.
for change-speed mechanism, 119.
for clutch, 112.
for compression, 10.
for cooling cylinder, 30.
for differential, 152.
for distance or radius rods, 176.
for early ignition, 11.
for fixed-front axle, 162.
for fly wheel, 8.
for ignition, 8.
for muffler, 30.
for spraying the gasoline, 57.
for switch, 89.
for timer, 98.
for torsion rod, 148.
for universal joints, 144.
for valves, 8.
for vibrator, 102.
for withdrawing clutch when changing gear, 130.
Negative pole, 76.
Noises, 217.
Nonconductors, 76.
Ohms, 78.
Oil, burned, deposit from, 31.
depth of, in crank case, 224.
Opening of exhaust valve, 15.
Operation of differential, 155.
Overheating, 215.
Overheating, causes of, 199.
warning of, 216.
Parallel connection of battery, 85.
Parts of engine, 20.
of cam, 26.
of carburetor, 53.
of ignition system, 75.
of magneto, 256.
of multiple disk clutch, 116.
of primary circuit, 97.
of secondary circuit, 97.
Permanent magnet, 87.
Piston, 23.
stuck, 216.
Piston pin (see Wrist Pin).
Piston rings, 24.
care of, 223.
setting of, 198.
trouble of, 198.
Planetary gear action, 136.
Planetary type of change-speed mechanism, 132.
Points, crank shaft, 22.
Poles, positive and negative, 76.
Poles of generator, 75.
Ports of two-cycle engine, 47.
Positive pole, 76.
Power of gasoline engine, 18.
of steam engine, 18.
Power stroke, 15.
Preignition, causes of, 215.
Pressure circulation of water, 32.
Pressure feed of gasoline, 66.
Pressure from combustion, 4.
Primary circuit, 109.
parts of, 97.
testing of, 206.
Primary generators, 80.
Primary induction coil, use of, 93.
Production of electric current, 80.
Progressive type sliding gear, 121.
Propeller-shaft drive, 144.
Properties of gases, 1.
Protection of tires, 222.
Pumps, water, 32.
Purpose of ignition system, 74.
Push rod, 28.
Radiators, 32.
Radius rods, necessity for, 176.
Ratios, driving gear, 159.
Rear axle, dead, 152.
Reason for skidding, 174.
Recuperation of battery, 183.
Relative positions of cranks, 22.
Remy magneto, 320.
Renewing vibrator contacts, 186.
Replacing valve springs, 227.
Requisites for air cooling, 35.
Resistance, 76.
heat produced by, 77.
Retard of ignition, 13.
too far, 13.
Return, grounding the, 79.
Return wire, 78.
Reverse, action of, 125.
Reversible steering mechanism, 164.
Revolution and stroke, 5.
Rings, piston, 24.
Rod, radius, necessity for, 176.
torsion, necessity for, 148.
valve lifter, 28.
Running brake, 169.
Running gear, 161.
Seat, valve, 25.
Secondary cells, 80.
Secondary circuit, 109.
grounding of, 108.
parts of, 97.
testing of, 212.
Secondary current, 97.
Secondary distributer, 110, 287.
causes of trouble in, 192.
Secondary induction coil, use of, 96.
Secondary shaft, 28.
Selective type, advantages of, 129.
of sliding gear, 126.
Series connection of battery, 85.
Setting igniter points, 189.
Setting magneto, 185.
Setting piston rings, 198.
Shaft, cam, 28.
jack, 152.
Shock absorbers, 176.
Short circuit, definition of, 79.
causes of, 187.
Side chain drive, 150.
Silencer, 30.
Single-acting brake, 167.
Single chain drive, 142.
Six-cylinder engine balance, 44.
Skidding, reason for, 174.
Sliding gear, action of, 120.
progressive type of, 121.
selective type of, 126.
Spark, effect of compression on, 188.
Spark gap, size of, 188.
Spark plug, 106.
cleaning of, 189.
distance between points of, 188.
fouled, effect of, 212.
trouble in, causes of, 187.
Sparking in timer, 108.
Speed, control of, by ignition, 14.
effect of varying, on carburetor, 56.
excessive, results of, 19.
ignition affected by, 12.
Spray nozzle, carburetor, 55.
Spraying gasoline, necessity for, 57.
Springs, assembling, 229.
automatic valve, 27.
care of, 228.
lubrication of, 229.
vehicle, action of, 175.
Steam engine, action of, 2.
power of, 18.
Steering, 161.
control of, 164.
principle of, 163.
Steering arm, bent, effect of, 228.
Steering knuckles, 162.
Steering mechanism, care of, 227.
irreversible, 165.
reversible, 164.
Stem, valve, 25.
Storage battery, charging of, 82.
Storage cell, action of, 81.
terminals of, 83.
voltage of, 84.
Strainer, gasoline, 70.
Stratified mixture (see Imperfect Combustion of Mixture).
Stroke and revolution, 5.
Strokes of cycles, 6.
Sun and planet gears (see Planetary).
Surface carburetors, 64.
Switch, necessity for, 89.
Switch trouble, causes of, 193.
Systems, cooling, 31.
Tank, air-bound, 194.
Tank trouble, causes of, 194.
Tappet, igniter, 92.
spring of, 92.
strength of, 190.
Terminals of generator, 75.
of storage cells, 83.
Testing carburetor, 207.
coils, 206.
electrolyte, 83.
for compression leaks, 211.
for faulty cylinder, 212.
for tight bearings and brakes, 221.
ignition, 203.
Testing, make-and-break, 204.
primary circuit, 206.
secondary circuit, 212, 213.
Thermosiphon system of water cooling, 34.
Three-cylinder engine balance, 44.
Throttle, 62.
worn connections of, effect of, 232.
Throws, crank shaft, 38.
Timer, 97.
control rods of, effect of wear on, 191.
grounding of, 101.
loose on shaft, 191.
moving of, to advance ignition, 101.
necessity for, 98.
setting of, 192.
sparking in, 106.
trouble of, causes of, 191.
Timers, types of, 98.
Timing magneto, 185.
Tires, 172.
cleaning of, 222.
protection of, 222.
reducing the
cutting of, 223.
unevenly worn, cause of, 228.
Torsion rod, necessity for, 148.
Transmission, parts of, 112.
Trap on gasoline line, 73.
Trembler (see Vibrator).
Trouble, air intake, 197.
battery, causes of, 182.
carburetor,
causes of, 195.
circulation connections, 199.
coil, causes of, 186.
compression, causes of, 197.
cooling, causes of, 199.
engine failing to deliver full power, 209.
engine failing to start, 208.
engine missing at high speed, 213.
engine starting, then stopping, 214.
engine stopping, 216.
freezing of water, 200.
gasoline, causes of, 193.
gasoline feed pipe, causes of, 195.
igniter, causes of, 189, 282.
ignition, causes of, 179.
location of, 203.
lubrication, 201.
magneto, Bosch, 296.
causes of, 183, 264, 306.
Eisemann, 295.
in general, 264.
low tension, 281.
missing explosions, 211.
noises, 217.
overheating, 215.
piston ring, 198.
secondary distributer, causes of, 192.
spark plug, causes of, 187.
switch, causes of, 193.
tank, causes of, 194.
timer, causes of, 191.
weak explosions, 210.
Two-cycle engine, 47,
action of, 49.
advantages and disadvantages of, 50.
efficiency of, 51.
Two-cylinder engine balance, 38.
Two-cylinder vertical engine, disadvantages of, 42.
Two-to-one gears, 28.
Types of carburetors, 58.
of timers, 98.
Universal joints, action of, 144.
necessity for, 144.
Use of antiskid devices, 174.
Valve, automatic, 25.
action of, 26.
adjustment of, 235.
spring of, 27.
check and relief, 68.
grinding of, 226.
leaking of, effect of, 213.
lifter rod of, 28.
mechanically operated, action of, 26.
parts of, 25.
setting of, 232.
spring of, replacing of, 227.
Valves, location of, 29.
necessity for, 8.
Vapor of gasoline, 52.
Vehicle springs, action of, 175.
Vibration absorbed by fly wheel, 37.
Vibration of engines, 37.
Vibrator, 103.
Vibrator, adjustment of, 229.
principle of, 105.
contacts of, renewing of, 186.
necessity for, 102.
parts of, 103.
slow, effect of, 213.
Vibrators, mechanical and magnetic, 103.
action of, 103.
Voltage of storage cell, 84.
Volts, 77.
Warning of overheating, 216.
Washing the car, 221.
Water, cooling, flow of, 31.
dirt in, 199.
forced circulation of, 32.
gravity system of, 34.
Water cooling, 31.
Water jackets, 31.
Water pumps, 32.
Wear of tires, 173.
Weight of fly wheel, 42.
Winding of primary induction coil, 93.
of secondary induction coil, 96.
Wires, broken, 181.
causes of breaking, 180.
Wiring, 236.
for jump spark, 238.
for make-and-break, 240.
Wrist pin, 23.
THE END
A MOTOR-BOAT STORY.
Across Europe in a Motor-Boat.
By HENRY C. ROWLAND, author of “In the Shadow,” etc. Illustrated by
upward of fifty sketches. 12mo. Decorated cloth, gilt top, $2.00 net.
This is a delightful narrative of an absolutely unique trip. Mr.
Rowland and his two friends had a motor-boat constructed in London
for a seven-thousand-mile inland voyage which should circle Europe
by way of the Seine, the Rhine, the Danube, and the Black Sea. The
struggles with the motor, which develops a degree of perversity
almost human, the innumerable humorous and exciting incidents,
and the final terrific adventure which ends the narrative with a
shipwreck in the Black Sea, make it the most novel and entertaining
book of travel of recent years. The talented author is well known
through half a dozen books and many magazine stories. The style of
the volume is very attractive. Some fifty sketches are sprinkled
through the text.
D. APPLETON AND COMPANY, NEW YORK.
AN EXTRAORDINARY BOOK.
The Unofficial Letters of an Official’s Wife.
By EDITH MOSES. 12mo. Cloth, gilt top, $1.50 net.
This is a volume of actual letters which Mrs. Moses, the wife of
Professor Moses, wrote from the Philippines to her relatives here
in the United States. Professor Moses, who is connected with the
University of California, was one of the five members of the first
commission, of which Secretary Taft was the head, sent out by the
U. S. Government to organize the government of the Philippine
Islands. The members of this commission were practically the first
important Americans to go to the Philippines in a peaceful and a
civil capacity. Mrs. Moses, therefore, saw the social, political, and
home life in Manila as well as in the provinces and the different
islands before American civilization had entered there to any extent.
Her letters, while descriptive, have a very definite connection one
with the other. They describe the arrival at the Philippines, the
beginning of life there, housekeeping, the seemingly strange methods
of daily life, servant problems, and so on, in Manila. Nothing like
these letters has appeared in regard to the Philippine Islands at any
time. It should be borne in mind, furthermore, that these letters
are not in any way technical or having to do with the organization
of the Philippine government. They are, as the title suggests, quite
“unofficial” letters of a lady who, because of her connection with
official circles, saw many things which an ordinary traveler never
could see.
D. APPLETON AND COMPANY, NEW YORK.
Transcriber’s Notes
pg 31 Changed: thermo-siphon circulation to: thermosiphon
pg 142 Changed: there is less change to: chance
pg 175 Changed: chains or other anti-skid to: antiskid
pg 272 Changed: In multi-cylinder engines to: multicylinder
pg 272 Changed: illustration text to: Make-and-Break
pg 280 Changed: period to comma after: be brought into use
pg 326 Added period after: Indicated by excessive heating
pg 326 Added period after: Defective insulation
pg 326 Added period after: Mixture ignites
pg 326 Added period after: Faulty adjustment of float
pg 326 Added period after: Seconday short circuit ([1])
pg 326 Added period after: should be from 1/64 to 1/132 inch
pg 326 Changed: Dose cylinder with to: Douse
pg 337 Changed: Thermo-siphon system to: Thermosiphon
Distributor and distributer both used in text.
Many hyphenated and non-hyphenated word combinations left as written.