WHERE LUBRICATION IS NEGLECTED
In some of the minor and oftentimes hidden parts of an automobile are
found frequent sources of trouble. There are places to be lubricated
of which many an auto owner has no knowledge. They wear slowly but
constantly, and unless given proper attention will erelong give trouble.
There are a number of these lesser bearings which tell the expert
whether the car has had proper care. In fact, in looking over a used
car the man who knows naturally turns to these first to find out how
well the car has been taken care of. Experience shows that even where
other parts show normal, or practically no wear, these lesser bearings
show absolute neglect, and these are “the little foxes that spoil the
vineyards” in the auto world.
Practically every owner will fill up the oiler to insure engine
lubrication, because that is a regular task; most men will remember
to keep oil in the transmission case and the differential housing;
probably a lesser number will put grease in the wheel bearings when
needed. As the latter is not required very often, it is frequently
forgotten.
What are the neglected parts? Well, when the expert looks into the
condition of a car, one of the first places he inspects for wear is
at the steering knuckles. One must realize that they are under a
pretty heavy load, and that, while the motion is not great, there is a
continual motion there, even when the car is driving straight ahead.
Very few have learned that it needs a constant supply of good, heavy
grease to prevent wear at this point. It is worth while to screw down
on the grease cups on the steering knuckles every time oil is put in
the engine. When the grease cup is screwed down so that it cannot be
turned further, it should be filled immediately. There should be enough
grease there to keep forcing it out, so that grit cannot get into the
bearing.
Underneath the floor boards there are a number of parts which need
attention, but being out of sight they are often out of mind. They
are a little inconvenient to get at, also. Under there we have the
universal joint. This is another joint in which the motion is not
great, but the load is heavy and continuous. That is the next place
that usually shows hard wear. There are one or two modern designs
which have housings covering this joint which may be filled with
heavy oil and it then takes care of itself for a month. It should be
inspected and the oil replaced once a month.
Certain universal joints, not generally used, however, are supplied
with grease cups, which need attention every time the car is used, just
as much as the oiler in the engine.
Also underneath the floor boards are the levers and arms used for
controlling the clutch and brake, the self-starter and the accelerator.
All have bearings, used occasionally, but enough so that they should
be kept lubricated or they will wear. This is especially true of the
clutch and brake linkage, particularly in city running, where the
clutch and brake are in constant use. Usually this linkage has no means
of lubrication other than oil holes, into which a drop or two of oil
only may be placed. Naturally it will not last long and oil should be
dropped in the holes at least once a week.
This is also true of the brake linkage on the rear axle. Often at that
point no provision whatever is made for oiling. It is simply a matter
of flowing oil around the joint and letting it work in. If the brake
linkage wears and weakens and it becomes necessary to apply the brake
with extra force in an emergency, it will give way.
The spring shackle bolts usually are equipped with grease cups and they
do not suffer quite as much as other points, but often the passages
become clogged and one may screw down on the cup and only force the
grease out of the thread of the cup, instead of into the bearing, for
the grease-cup cap fits loosely upon the thread.
Many cars come from the factory with the grease holes clogged with
enamel, or hardened grease, so that no great amount of grease could
be forced through in turning down the cap. Cars are allowed to run so
long sometimes in this condition that the shackles have worn through,
allowing the body to drop down on the axle.
Very often complaint is made that a new car will develop a squeak very
soon after it is tried out—an elusive sort of a squeak that seems to
be first one place and then another. The owner who has this experience
will probably find upon examination that the spring shackles have not
been lubricated, either because the hole was clogged, or for some
other reason. It is recommended that in such cases the car be jacked
up and all the shackle pins be driven out and all the grease passages
inspected and cleaned thoroughly; also that heavy grease be applied
directly to the bolt when it is put back in place.
This will take a little time, but it pays, for it is a matter of
experience that if the pins are not driven out and the holes opened up
for inspection it will take a solid month to force the grease through
by screwing down the grease cup, and until this passage is open there
can be no lubrication of the joint.
Wheel bearings ought to run for six months if properly packed, but
there is no way of telling when the bearing needs attention except by
inspection and it is well to look them over regularly. When inspecting
the rear-wheel bearings, if the construction is of the type where the
wheel hub is keyed on to the shaft, it is well to inspect the key to
determine whether it is tight. Out of four cars recently inspected
three were found with a loose key.
There are two dangers when the key is loose. One is that the key way
becomes rocked out of shape and the key cannot be fitted tight again.
The other is that shaft and hub may become so worn that the taper is
destroyed and a tight fit is made impossible, and of course the only
remedy is to replace both. This condition will often account for a
knocking or rattling, which will be felt throughout the car and the
cause often be supposed to be located far from the real place. For
instance, in one case the driver thought the knocking was in the gear
case, until shown the loose hub.
The spring leaves need lubrication once a season. Tools are sold for
separating the leaves enough to apply a lubricant made especially for
that purpose.
Another part which shows hard wear quickly is the valve push-rod guide,
especially in overhead valve construction the ones on the forward end
of the motor. Dust blowing over the radiator collects on these forward
guides and wears them rapidly. This condition is indicated usually when
the crank case becomes covered with oil blown up from the loose joint.
Modern designs have taken care of this to a large extent by enclosing
the push rods in a casing, and many owners have put in housings
themselves when they discovered the difficulty.
Overhead valves, worked by a rocker arm, must be lubricated every time
the car is taken out. The lubrication is not included in the ordinary
lubrication scheme of the engine, but must be done separately.
Careful attention to these minor points will result in greatly
lengthened life for the car, and in a much higher value when it is
traded in for another car. The man who buys a used car would better
inspect closely along these lines if he desires to buy something
better than a bunch of junk. The owner should not trust to his
chauffeur the care of these parts, unless he has found out that the
man knows of the importance of lubrication, nor should it be taken for
granted that the garage man is attending to them. Make sure yourself
is the best rule. It is well to remember that “many a mickle makes a
muckle” in wearing of auto parts, and look after the little things.