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E N G I N E — S e r v i c e
I n f o r m a t i o n — S p e e d s
55
12.
F i t t i n g O i l R i n g s
In f i t t i n g new rings, the edge clearance should be Irom per-
fectly free to a clearance of .002 i n . m a x i m u m , measured w i t h
a 002-in. feeler inserted opposite the solid section ol the ring.
The ring m u s t ' b e pressed i n t o the groove when this measure-
ment is t a k e n .
13.
Servicing the V a c u u m P u m p
Service o n the v a c u u m p u m p can be o b t a i n e d from A . C -
service stations.
H o w e v e r , replacement of the valves a n d
the d i a p h r a g m c a n be a c c o m p l i s h e d s i m p l y b y t a k i n g the
p u m p apart.
D o not under a n y circumstances separate the
two parts of the housing w i t h o u t h o l d i n g the p u m p
head
securely because the pressure of the d i a p h r a g m return s p r i n g
is a p p r o x i m a t e l y 75 lbs.
If care is n o t taken in r e m o v i n g the
screws w h i c h h o l d the p u m p together, the top w i l l fly off a n d
possibly cause serious personal i n j u r y to some one.
14.
Care of Valve Silencers
"Ihe a u t o m a t i c v a l v e silencers used o n the 370-B a n d 4 5 2 - B
cars are b u i l t to v e r y close l i m i t s .
T h e m e c h a n i s m
must,
therefore, be k e p t clean a n d free from particles of c a r b o n a n d
other foreign m a t t e r .
W h e n e v e r
the
v a l v e c o v e r is removed
a n d
the
v a l v e
silencers are exposed, they s h o u l d be covered to
prevent
dust a n d d i r t from lodging o n the m e c h a n i s m a n d finding its
way
into the
dashpots.
S m a l l particles of d i r t o r c a r b o n
b e c o m i n g lodged in the m e c h a n i s m m a y cause noisy o p e r a t i o n .
O t h e r possible causes for i m p r o p e r o p e r a t i o n of the v a l v e
silencers are:
1. L e a k a g e of the check v a l v e .
2.
Incorrect clearance between the plunger a n d the c y l i n d e r
walls
3.
D a m a g e d u e to i m p r o p e r i n s t a l l a t i o n .
L e a k a g e of the check v a l v e i n the plunger is most generally
due t o particles of foreign m a t t e r being lodged o n the seat ol
the v a l v e .
T h i s c a n o r d i n a r i l y be corrected b y washing it
carefully w i t h gasoline a n d b l o w i n g it. out w i t h compressed air.
T o assure the check v a l v e being seated p r o p e r l y , it should
be revolved on its seat by hand.
Incorrect clearance between the plunger a n d the c y l i n d e r
wall may result from the interchanging of the plungers, l i
should be noted t h a t the plungers and dashpots are m a r k e d
to insure correct assembly.
The n u m b e r of m a r k s etched on
the plunger s h o u l d correspond w i t h the n u m b e r ol marks
a p p e a r i n g o n the d a s h p o t casting.
15.
Valve A d j u s t m e n t
B e g i n n i n g w i t h engine unit 11-1 148 on 3 4 5 - B and 12-1 1 2o
on 355-B cars a camshaft w i t h a new c o n t o u r is used.
This
camshaft calls for a different setting of the v a l v e stem clear-
ance a n d m a y be identified by a " Z " in a circle stamped o n
the h u b of the front bearing.
W h e n the camshaft is in the
engine, this m a r k c a n be seen t h r o u g h the opening in the
crankcase after r e m o v i n g the d i s t r i b u t o r m o u n t i n g support.
O n cars w i t h the earlier type camshaft before these engine-
u n i t numbers the v a l v e tappets s h o u l d be adjusted
to ,004
for inlet valves a n d .006 for exhaust valves.
O n cars w i t h the latter type camshaft the clearance should
be .006 lor inlet valves a n d .008 for exhaust valves.
The P a r t s D i v i s i o n w i l l supply o n l y the second type c a m -
shaft for replacement.
V a l v e clearances s h o u l d be adjusted
w h i l e the engine is
c o l d .
V a l v e s s h o u l d a l w a y s be readjusted
after
t i g h t e n i n g
c y l i n d e r b l o c k h o l d d o w n nuts.
V a l v e adjustments s h o u l d be made v e r y carefully.
A care-
less adjustment m a y cause a v a r i a t i o n of 10° i n v a l v e t i m i n g .
Service men m u s t w a t c h the order of the inlet a n d exhaust
valves o n the 3 4 5 - B a n d 355-B engines b o t h when adjusting
a n d when g r i n d i n g v a l v e s , as i t differs from t h a t p r e v i o u s l y
used o n V - 8 engines.
T h i s new v a l v e arrangement is shown
in F i g , 3, Page 27.
E n g i n e S p e e d s
Engine Speeds i n Revolutions per M i n u t e for Various Gear Ratios and R o l l i n g R a d i i at a
Car Speed of 60 Miles per H o u r
R e a r Axle
G e a r R a t i o
4.31 to 1
4.36 to 1
I
4 o O to 1
R o l l i n g R a d i u s
E n g i n e Speed
of T i r e
i n R . P. M .
1 4 ¾
3055
1 4 ½
3000
1 4 ¾
2950
15
2900
1 5 ¾
2850
1 5 ½
2805
1 5 ¾
2760
16
2720
1 6 ¾
2680
1 6 ½
2640
1 6 ¾
2600
17
2560
1 4 ¾
3090
1 4 ½
. 3035
1 4 ¾
2985
15
1935
1 5 ¾
2885
1 5 ½
2840
1 5 ¾
2795
16
2750
1 6 ¾
2710
1 6 ½
2o70
1 6 ¾
2630
17
2590
1 4 ¾
3 2oO
14)4
3200
1 4 ¾
3150
15
3095
1 5 ¾
3045
1 5 ½
3000
Rear Axle
G e a r R a t i o
4.60 to 1-—
C o n t i n u e d
4.64 to 1
4.80 to I
R o l l i n g R a d i u s
E n g i n e Speed
of T i r e
i n R . P . M .
1 5 ¾
2950
16
2905
1 6 ¾
2860
1 6 ½
2815
1 6 ¾
2770
17
2730
1 4 ¾
3290
1 4 ½
3230
1 4 ¾
3175
15
3120
1 5 ¾
3070
1 5 ½
3025
1 5 ¾
2975
16
2925
1 6 ¾
2885
1 6 ½
2840
1 6 ¾
2795
• 17
2750
1 4 ¾
3400
1 4 ½
3340
1 4 ¾
3285
15
3230
15
H
3175
1 5 ½
3125
1 5 ¾
16
3075
1 5 ¾
16
3025
lo'-4
2980
1 6 ½
2935
1 6 ¾
2890
17
2850
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