the proper quantities of lubricant, but little trouble will be experienced due to depreciation of the plain bearing.

Many steering gears have the motor speed control levers carried above the hand wheel by a fixed sector which is supported by a tube passing through the center of the hollow steering post and clamped at its lower end to a non-rotating anchorage plate which keeps the sector from turning, as the hand wheel is moved in steering. Through the center of this anchored tube, another tube passes, in the interior of which is carried a rod as shown at Fig. 360, A. The short control lever is pinned to the rod passing through the center of the steering column while the long control lever which works on the outside of the segment is attached to the tube surrounding the center control rod. At the lower portion of these members a pair of small bevel sectors is carried as shown at Fig. 359. These sectors engage coacting members which operate the spark and throttle levers with which connections are made to the carburetor throttle and to the magneto contact breaker. When dismantling the steering column it is important to take out the center control tubes and remove all the rust that has accumulated between them. They are then smoothed and cleaned with emery cloth and coated with graphite grease before reassembling. In many cases, when movement of the control levers does not produce a corresponding motion of the timer or throttle, it is because the small levers or bevel sectors at the lower portion of the steering column have become loose on their actuating tubes or rods. The usual method of fastening these members is by friction clamps and the trouble is easily remedied by tightening the clamping screws more firmly after the various parts have been located properly. This may be done by setting the control lever at the retard position on the sector and making sure that the magneto contact breaker or timer is also at full retard position. When setting the throttle control lever, that member may be moved down to that portion of the sector corresponding to a closed throttle and making sure that the throttle is closed at the carburetor before tightening the clamping screws at all points. For instance, if the construction of the control levers is as at Fig. 360, A, and the lower portion of the steering post is as at Fig. 359, it will be necessary to tighten four clamp

ing screws in order to lock all parts firmly together. Two of these clamping screws are in the small bevel sectors while the others are in the levers, one at the bottom of the steering column, the other at the top. There may be a tendency at times for the entire toothed segment to turn with the steering wheel which causes the engine to race or which shuts it off altogether when turning a corner. This annoying condition is due to looseness of the sector supporting tube in the anchorage plate at the bottom of the steering column. If difficulty is experienced in keeping this tube tight, the trouble is due to deposits of rust between the sector supporting tube and the interior of the hollow steering column. The only remedy is to remove the sector retaining tube from the interior of the steering column and remove all rust deposits and coat the parts liberally with lubricant before reassembling.

The control levers at the top of the steering column are usually of the form at Fig. 360, A, though in some cases the construction shown at B is used. After the car has been used for a time the fine teeth on the sector may become burred over and the ratchet plungers may be rounded by constant friction with the teeth so the levers no longer stay in the places where they are set. The remedy for this condition is obvious. The teeth in the sector must be recut with a fine, three cornered file and the ends of the ratchet plungers must be repointed by grinding and the springs keeping them pressed against the sector should be strengthened by lengthening. When the friction block arrangement as shown at Fig. 360, B, is employed, any tendency to slip may be easily remedied by tightening up the spring tension adjusting nuts shown. The increase in spring strength augments the friction between the friction block and the side of the casing and serves to retard too free movement of the control lever.

A complete steering gear assembly with all parts clearly indicated is shown at Fig. 361. This shows the various points where back lash may exist and the resulting lost motion produce erratic steering. Taking these up in order, we have first the bolts supporting the wheel spindles in the yokes at the end of the axle, and the bushings in the wheel spindle itself. Next we have the pins and rod ends at the end of the tie rod, then the connections at each

end of the drag link. The point where the steering arm fastens to the steering gear should also be inspected to make sure that the arm is firmly clamped to its actuating shaft. On practically all cars, removable bushings are provided in the steering spindle which may be readily removed and replaced with new when worn. The ends of the tie rod have the bolts in them a tight fit and usually screw through the lower portion of the rod end. This means that

the wear will come on the bushing in the steering arm that extends from the spindle instead of in the rod end.

The various steering gear parts that demand inspection are grouped at Fig. 362. The section at A shows a worm and worm sector steering gear with the upper half of the gear case removed to expose the gearing. This form is subject to the same trouble that the full worm gear and worm arrangement previously described is, but in event of wear of the sector teeth it is not possible to turn this over and obtain a new set of bearing surfaces. Practi

cally the only remedy when this construction is followed, is to replace the sector with a new one. Of course, if the lost motion is due to poor adjustment, the usual eccentric bushing method of bringing the teeth into more intimate contact may be used. The arrangement of the rod ends used on the drag link and designed to operate in connection with the balls usually provided at the end of the steering arm is shown at B. As will be apparent, the ball rests between two plugs having semi-spherical depressions that act as a ball seat. One of these plugs is pressed against the ball by a substantial coil spring, while the other adjusting plug is brought in contact with the ball with a threaded adjusting plug. As the ball can only be introduced in the socket when the adjusting plug is out, which permits the small section of the steering arm to fit the slot, it will be apparent that even if this joint should loosen that it would be practically impossible for the ball to come out. In event of lost motion being manifested this may be easily taken up by loosening the clamp bolt or removing a split pin lock sometimes provided and screwing in the adjusting plug until all lost motion is eliminated.

The usual steering knuckle assembly is shown at Fig. 362, C. It will be observed that the bolt acting as a bearing for the steering knuckle and passing through the top and bottom of the steering yoke is provided with a grease cup at the upper part in order that the joint may be kept thoroughly lubricated. After the front wheel has been properly adjusted, if it is desired to find if there is any looseness in the steering knuckle, the wheel should be grasped by opposite spokes, one at the top, the other at the bottom and with the leverage thus provided endeavor to shake the knuckle on its supporting bolt. If there is any lost motion the bolt should be removed and its bearing surface examined. If it has been cut into or is reduced in diameter at the bearing points a new bolt should be provided. If the bushings in the steering knuckle are worn they should be driven out and new ones supplied.

Some inexperienced repairmen and many motorists are inclined to believe when they first see a "dished" front wheel that the front axle has sprung and that the construction is faulty. There is a very good reason for tilting the wheel as shown at Fig. 362, D. This