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note the rapid
condensation and collection of drops or water
on it.
The
exhaust gases are charged with water vapor and
the
momCDl
these
gases strike a cold surface, they will con-
dense forming
drops or water.
A
slight amount of
these
gases
pa~ses
the pisLOns and
rings, even under Illost
f3\'or-
able conditions, and causc.-s
the rormation
of wall;,r in
the
oil
pan until the
engine
becomes thoroughly
warm,
then the
crankcase will no
longer act as a condenser and all of
these
gases will pass out through the
crankcase ventilating sys-
tem.
Short
runs in
cold weather, such as city
driving,
wilJ
aggravate
this water
forming condition.
Corrosion
Practicall
y
all prescnt day
engine
fuels
contain a small
amount of
sulphur
which,
in its natural form, is barrnless.
This
sulphur,
however, when it burns forms
a gas, a small
amount of
which is likely to
leak
past pistons
and
rings
and
react with water when present in the
oil
pan
to
form
a very
corrosive
acid. The more
sulphur
in the fuel, the
grealer
the danger of this type
of corrosion.
This is
a condition
which
cannot be
wholly
correclC.:d, but
it may
be
reduced
to a minimum by proper
care
of lhe
engine.
As
long as
the
gases
and internal wa.lJs
of
the
crankcase are
hm
enough
to keep
water vapor
from
condensing,
no
hann
will resuJt. However, when the
engine
is
run in
low tern·
•
peraturcs, moisture will
collect and
unitt,
wilh
lhc
gases
formed
by combustion
resu!,
l ing in
an acid
formation. The
60
acid
Lhus
formed
is Ii.kcly
to cause serious etching or pining
which will manifesl
itself
in excessively rapid wear on piston
pins,
camshaft bearings and olher moving pans of
Lh~
engine. oftentimes
causin~
the
owner
to
blame lhc car
manufacturer or
the
luhricaling
oil, when in reality
the
trouble may
he
traced
back
to the
characl{'r of
fuel used,
Or a condhion of
the
engine such as excessive blowby Or
improper
carburetor adjuslillent.
WATER
PUMP
The
water
pump
is of the ball bearing type,
lubricated
at
th<."
lime
of manufacture
and permanently st!alcd. This
type-
of
pump requires no
fUrLher
lubrication.
GENERATOR
Every 1000 miles fill
cup, at both ends of
the
generalOr
with
SAl:: 20 oiL
If the
oil in the commutamr end hearing (rear
oiler) becomes completely exhausted through
railure to
luuricate
al
regular
il1lervalM, it wi.ll require mOre
than a
single
filling
[0
restart lh .. , oil rCSCf\'c in this oiler.
In
such
cases,
fill the
oil
Clip
thre,,' times
consecutively, allowing
5uli1cicI1llimc
between fillings
to
permit
the oillodrain
dow~.
NOTE:
The
successive
refiUin~
of the oiler should only
be
perfonned at the rear
oiler.
Successive fillings
should
never
be made at the front oiler. Over-
oiling at the from
oi.ler
may result in damage
to
the
generator.
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