“SUN” SERVICE STATION

Sun (Auckland), Volume II, Issue 610, 12 March 1929, Page 6

“SUN” SERVICE STATION

rpHE “Motordom” section oF The Su n includes in its service to readers a A Queries and Answers Department, the object of which is to give accurate information regarding mechanical and touring subjects. Whatever the particular puzzle may be in either diagnosing Irritating troubles, or motoring Information of any kind, “Headlight” will endeavour to help, or refer the point to men who are recognised automobile experts in their respective lines. All communications must be accompanied by the inquirer's name and address (not for publication), and sent to THE SUN “Service Station, Motordom.“ THE SUN. Auckland. Answers will appear weekly in this column.

J.S. —What is the proper opening for inlet and exhaust valves on a Cliev. car, hot or cold? Always measure valve opening when engine is fairly warm. Inlet should be .008 and exhaust .010. A.J. —Could you tell me if there is more than one reason why a generator will overheat? * =* The following are some causes for an overheated generator: (1) Charge rate too high; (2) timing chain too tight; (3) generator bearings dry; (4) badly fitting brushes or dirty contacts, causing arc-ing at the commutator. Of course, the generator on any car is heated up by the surrounding engine parts, and as it generates a certain amount of heat itself, it will always run a little hotter than the crankcase or engine part that it is attached to. H.D.B.— My car is a late 1927 English job.. Ever since I purchased the car new I have had trouble with the Smith five-jet straight through type carburetter, which is fitted. Engine always starts first kick, hot or cold, but when I press the trottle above idling speed the engine seems to bo starved for gas. Choking does not do any good. Engine does not run jerky, but seems to be not getting sufficient quantity of mixture. Valves, carbon, jets, float, tank, etc., all have been attended to, but makes no difference. Do I want another carbuetter fitted ? You have just the same trouble as .1 haye had. The Smith live-jet car-

buretter has given no end c.f trouble. Just when you are in a difficult corner it generally happens, carburetter chokes and top gear fails. i have had the whole thing dismantled, petrol tank as well, cleaned, some new parts fitted. Still it is just the same. J have come to the conclusion the Smith carbuetter must be scrapped and a new type fitted. This is what 1 think you had better do. So many motor experts making adjustments, etc., is too costly. W.H.W. —Will you please give me the following information: How do 1 check the ignition timing on an Esaex, 1926 model? I can’t find any dead centre mark on the flywheel. Flywheel should be stamped “D.C. 1-6” or “D.C.” and an arrow on the front face of the flywheel (engine side) in which case the ignition would be retimed as follows: .Remove spark plug in No. 1 cylinder and crank motor very slowly until the mark "D.C. 1-6” which is stamped on the flywheel, is exactly even with the lower edge of the square opening in the right side of the rear motor support plate. It is possible, however, to time slightly ahead of this point if considered necessary, checking results by tests on the road, and retarding spark if the motor shows a tendency to knopk. If this marking cannot be found an alternative method is to remove number one plug, cranking the motor unti l one piston is coming up on the compression stroke, and insert through the spark plug hole, which, will permit following the travel of the piston until it reaches tile top centre.