is apt to be stiff when the hand wheel is turned because the teeth that have not worn because they are not used as much are brought in action when the worm is rotated to either extreme. Sometimes stiff action of the steering gear is due to accumulations of rust between the steel steering post and its surrounding tube. The steering knuckle spindle bolts also are apt to become dry and will assist in producing stiff action when in this condition.

Q. What can be done to eliminate lost motion in other parts of the steering system?

A. The point where wear is more apt to materialize is at the relatively small bearings on the tie-bar. The pins passing through the steering spindle may become worn or the bushings in the spindle arm bosses may wear ov$l. This lost motion may be easily eliminated by forcing new bronze bushings in place and renewing the worn pins. Owing to the large amount of bearing surface provided, the steering knuckle bolts are not apt to wear unless lubrication has been neglected. These and the bushings in the steering knuckles are also easily replaced. The joints at the end of the steering arm on axle and steering gear are apt to become loose, but as a rule these are adjustable ball and socket joints and can be easily tightened by a simple adjusting nut that brings the parts into closer engagement. Wear at these components may be easily detected by grasping the tie-bar or drag link firmly and seeing if they will move either endwise or up and down without moving the wheels. Wear in the steering knuckle bolt may be detected by jacking up the front axle and grasping the wheel rim at top and bottom to see if there is any play at the steering knuckle. There are two points in the steering system that must be inspected frequently. These are the joints on the drag link and those on the end of the tie-bar.

Q. How can depreciation at the tie bar and drag link yokes be prevented?

A These parts should be lubricated and kept clean. A good precaution to take is to enclose these in leather bags which may be securely fastened around them and which may be packed with grease so the joints are not only continuously lubricated but are also kept free of dirt.

Q. What points on the front axle are liable to give trouble? A. Practically the only parts that need inspection on the front axle are the wheel bearings which must be kept in proper adjustment. Full instructions are given for the care of all types of antifriction bearings in a preceding lesson.

Brake Shoe

LEVER

CABLE

DISTANCE
ROD

Brake Drum

Fig. 299.-Toggle Actuated Internal Expanding Shoe Brake, Showing Adjustments to Compensate for Brake Shoe Wear.

Q. What is the main cause of stiff control lever or pedal action?

A. Accumulations of rust at the bearing points of the clutch pedal or hand lever supporting shafts will make these members work hard. The rods may spring or become bent and this also will produce friction to prevent easy operation. These members may be freed up by soaking the affected parts liberally with kerosene to cut the rust and then oil the bearing points. If a lever supporting rod or tube is sprung or bent it must be straightened.

Q. What causes brakes to slip?

A. Internal brakes such as illustrated at Figs. 299 and 300 may slip if there is too much oil between the braking surfaces or if the oes are worn so they do not bind against the brake drum in the

proper manner. Sometimes the brake shoes may be faced with some friction material and when this wears the brakes will not

engage properly. Often the friction material may wear down so the rivet heads by which it is held are flush with the surface of the material. Under these conditions, the rivet heads bear on the brake drums instead of the friction material and owing to the very limited surface the retarding action is not sufficient and the brake will slip even though maximum pressure is applied at the brake pedal or hand lever.

Q. What means are provided for compensating for external brake band wear?

A. On practically all brakes of the external form the band is provided with some method of compensating for depreciation. The usual means is a turnbuckle or screw arrangement that permits one to take out lost motion by tightening the band a little more around the brake drum. If the brake rattles and does not apply promptly it may be considered an indication that it needs adjust

ment. If the material is worn down so the steel bands are exposed in several places, the friction material must be renewed before attempt is made to adjust the brake.

Q. What means are provided for allowing for wear of internal brakes?

A. An internal expanding brake of the type shown at Fig. 299 may be adjusted for wear by loosening the lock nut M and the adjusting nut F and screwing F down so the shoes may be expanded to some extent when the lost motion existing between F and the toggle actuator which slides on the threaded rod fastened to the brake operating bell crank is prevented. When the proper amount of adjustment is secured the lock nut M is screwed down tightly against the toggle actuator; bringing the toggle actuator nearer the brake drums compensates for wear of the shoes. If the shoes are worn to such an extent that adjustments cannot be made by moving the toggle actuator, the pins in the yoke members L may be removed and the yokes screwed out several threads after which the pins are again replaced. In the form of brake outlined at Fig. 300, where a cam is used to spread the brake shoes instead of a toggle leverage, the only way that wear between the surfaces may be corrected is by shortening the cam actuating rod. This may have a turnbuckle or may be provided with a thread that screws into the hub of the yoke member by which the rod is attached to the lever that rocks the cam. Brakes of the type shown sometimes employ shoes faced with Raybestos or similar material and if this wears down so the full travel of the cam does not apply the brake properly it is necessary to reface the brake shoes. Cast iron or bronze shoes must be replaced with new members when worn to a point where adjustment of operating lever or cam is futile.

Q. What happens if brakes are adjusted too tightly? A. If the band of an external brake or the shoes of an internal expanding type are adjusted so that they bear against the brake drum at times when there is no pressure at the foot pedal or hand lever they will bind and resist rotation of the drums and materially reduce the speed and power of the car because of the friction between the brake drums and retarding members.

Q. What is positive indication of binding brakes?

A. One can tell if the brakes are binding by releasing the clutch and attempting to coast down a hill without using any of the engine power. If the brakes are free the car will coast without difficulty and make good speed. If the brakes are binding to some extent they will hold the car back and reduce the speed. After a run where the brakes have not been app.ied frequently the brake drums may be examined for heat. If considerable friction has been present between the brake members, the drums will be so hot that they cannot be touched with the hand. If the binding is not remedied, the friction is apt to become great enough so the brake linings or facings will be burnt or charred and will need replacement.