CLASS A-HARDWARE STOCK-Continued:

Key stock in bars, 14, 16, 3, 2-inch square.
Paper thin copper or brass for shims.

Cored bronze bars, for bushings, assorted.

Babbitt or Magnolia metal ingots.

Bare copper and iron wire, 14, 16, 18, 20 gauge.

Piano and phosphor bronze wire, for springs.

Soft wire solder; half and half solder; hard solder.

Brazing spelter, granulated and in wire.

Seamless steel tubing, sizes as needed.

Brass and copper tubing, sizes as needed.

Annealed seamless copper tubing for fuel and gas lines-14, 16, % inch. Compression couplings for copper tubing, ells, tees, unions, etc.

Norway iron and copper rivets and burrs, assorted.

Punched iron washers-%, 3/16, 1/2, 5/16, %, 16, 2-inch holes.

Bolts and nuts, assortment of standard sizes.

Split pins and lock washers, assortment.

Cap screws, stove bolts, carriage bolts, assortment.

Wood screws, round, flat and oval head, blued steel, brass and nickel.
Lag screws, brads, nails, escutcheon pins, upholsterer's tacks.

Set screws, taper pins, lock nuts, assortment.

Woodruff keys and cutters, assortment.

-inch brass pipe, other sizes as needed.

Standard brass fittings, 1-inch pipe size, ells, tees, unions, pet cocks, etc.

CLASS B-MISCELLANEOUS SUPPLIES.

Emery, three grades-fine, medium and coarse.

Crocus, grindstone dust, ground glass, corborundum.
Crocus clotch, emery cloth, sand paper, assortment.
Lard oil for cutting, cutting compound.

Lubricants: cylinder oil-light medium, heavy.

Lubricants: machine oil, three-in-one, cup grease, graphite.

Lubricants: special grease for transmissions and ball bearings.

Rubber matting and linoleum for floor boards, etc.

Brass molding, for running boards, etc.

Sheet felt, assortment felt oil retaining washers.

Fiber tubes and rods, as needed.

Sheet hard rubber, black or red fiber, assorted thicknesses.

Heavy brown paper and light cardboard for packings.

Sheet asbestos, mobiline, for packings.

Sheet rubber packings for water joints and pump covers.
Asbestos cord, candle wicking, hemp packing.

Red rubber tubing for gas line, 316, 16-inch hole.

CLASS B-MISCELLANEOUS SUPPLIES-Continued:

Rubber steam hose for water connections.

Assorted hose clamps.

Assorted copper-asbestos gaskets and packings for popular cars. Spark plugs, 1⁄2-inch Briggs pipe, metric and S. A. E. standard. Dry batteries, 6 x 21⁄2 inch, and connecters.

Aluminum solder and flux.

Sheet celluloid for top windows.

Primary and secondary cables, terminals, etc.

Circular loom, electrical tape, insulating varnish.

Round and flat leather belts and lacings.

Coil spring fan and oiler belts, couplings.

Spring clips, oil and grease cups, compression relief cocks.
Waste and cleaning cloths.

CLASS C-CHEMICALS, PAINTS, ETC.

Carbon tetrachloride, benzine, rust remover.

Grain alcohol, white and orange shellac.

Body polish, metal polish, varnish, black enamel.
Black asphaltum paint, stove polish, exhaust pipe black.
Pearl gray cylinder enamel, other colors as needed.

Aluminum powder and banana oil lacquer.

Rubber cements, smooth-on for metal, glue for wood.
Talcum powder, borax, fuller's earth.

Putty, fire clay, asbestos cement.

Kerosene, wood alcohol, gasoline, acetone.

Paraffine wax, beeswax, tallow, resin.

Proprietary welding, brazing and soldering fluxes.

Calcium chloride and glycerine, for anti-freeze compounds.

Wood alcohol, for anti-freeze compounds.

Potash or lye, sal-ammoniac, washing soda.

Muriatic acid (soldering fluid), hydrofluoric acid (for marking tools). Copper sulphate solution for coppering steel or iron before marking. Sulphuric acid (chemically pure) and distilled water.

CHAPTER III.

OVERHAULING THE GASOLINE ENGINE

Taking Down the Motor-Examination and Marking of Parts-Defects in Cylinders-Carbon Deposits, their Cause and Prevention-Use of Carbon Scrapers Denatured Alcohol-Burning Out Carbon with Oxygen-How Oxygen is Produced-Repairing Scored Cylinders-How to Repair Cracked Water Jacket-Inspecting Cylinder Packings-Valve Removal and Inspection-Reseating and Truing Valves-Valve Grinding Processes-Depreciation in Valve Operating System-Piston Troubles-Removing Piston Stuck in Combustion Chamber-Piston Ring Removal and Inspection-Fitting Piston Rings-How Wristpins are Held-Wristpin Wear-Inspection and Refitting of Engine Bearings-Adjusting Main Bearings-Crankpin Restoration-Scraping Brasses to Fit-Connecting Rod Bearings-Testing Bearing Parallelism-Ball Bearing Crankshafts-Camshafts and Timing Gears-Valve Timing MethodsSleeve Valve Motors-Eight-Cylinder V Motors-Precautions in Reassembling Parts-Loose Flywheels-Two-Cycle Motors.

MANY car owners recognize the value of having the car overhauled before the inception of the active riding season when climatic conditions are not favorable to the continual operation of the car. In those portions of the country where cars may be kept in operation all the year round, a certain time each year should be set apart for giving the car a thorough looking over with a view of determining the points where depreciation exists, and the best methods of remedying the defective condition. The wise motorist realizes that this work of restoration is absolutely necessary. if continued satisfactory service is to be expected from the car. The motorist who shuns the expense of having the machine looked over and who operates it as long as the various parts function, is generally the one who is loudest in the condemnation of the automobile. In this chapter, the writer proposes to discuss the various. steps incidental to overhauling gasoline engines of various types

and in order to do this in a way that will be of value to the motorist or novice repairmen it is necessary to treat of the various parts in logical sequence. The suggestions given are all based on a practical experience with the repair of automobiles and nothing of doubtful value will be described.

Taking Down the Motor.-In order to look over the parts of an engine and to restore the worn or defective components it is necessary to take the engine entirely apart as it is only when the power plant is thoroughly dismantled that the parts can be inspected or measured to determine defects or wear. If one is not familiar with the engine to be inspected, even though the work is done by a repairman of experience, it will be found of value to take certain precautions when dismantling the engine in order to insure that all parts will be replaced in the same position they occupied before removal. There are a number of ways of identifying the parts, one of the simplest and surest being to mark them with steel numbers or letters or with a series of center punch marks in order to retain the proper relation when reassembling. This is of special importance in connection with dismantling multiple cylinder engines as it is vital that pistons, piston rings, connecting rods, valves, and other cylinder parts be always replaced in the same cylinder from which they were removed, because it is uncommon to find equal depreciation in all cylinders. Some repairmen use small shipping tags to identify the pieces. This can be criticized because the tags may become detached and lost and the identity of the piece mistaken. If the repairing is being done in a shop where other cars of the same make are being worked on, the repairman should be provided with a large chest fitted with a lock and key in which all of the smaller parts, such as rods, bolts and nuts, valves, gears, valve springs, camshafts, etc., may be stored to prevent the possibility of confusion with similar members of other cars. All parts should be thoroughly cleaned with gasoline or in the potash kettle as removed, and wiped clean and dry. This is necessary to show wear which will be evidenced by easily identified indications in cases where the machine has been used for a time, but in others, the deterioration can only be detected by delicate measuring instruments.

A typical four cylinder automobile motor is shown at Fig. 88, with all parts in place. In taking down a motor the smaller parts and fittings such as spark plugs, manifolds and wiring should be removed first. Then the more important members such as cylinders may be removed from the crankcase to give access to the interior

and make possible the examination of the pistons, rings and connecting rods. After the cylinders are removed the next operation is to disconnect the connecting rods from the crankshaft and to remove them and the pistons attached as a unit. Then the crankcase is dismembered, in most cases by removing the bottom plate, thus exposing the main bearings and crankshaft. The first operation is the removal of the inlet and exhaust manifolds, next one. uncouples the water piping from the radiator. There are various.