between the levers and their springs, the lock nut on 'each lever should be
released and the adjusting screw slackened back by means of a screwdrivter
until at I'east a 10-thousandths feeler gauge can be inserted between the end
of the adjusting screiq and the pressure pin beneath it, and there is a clearance
of 3/32 of an inch between the end of each lever and the face of the clutch
withdrawal race.
It
is of ~ifnlost i)~~porta)lcr tllot raclz
of
these 1evcr.s
slzozild
hr
so
adl~rstcd that they all haiw c,~actly flw su~~rc.
clearance
bet7clccn tlzcir
i1171cr
cnds
a71d thc fncc of the clzitclz witlzrlra~~al racc..
Any clean picce of strip metal 3/32 inch thick can be inserted and used
as
3
gauge between the two to ensure correct adjustment.
If
difficulty is experienced in obtaining the necessary clearance between
the adjusting screws and their pressur~e pins when the c1ear:lnces at the ends
of the withdrawal levers are correctly set, the withdrawal lever restraining
springs should be gently opened out by inserting a screwdriver
hehind them.
Tighten up the adjusting screw lock nuts, taking care not to disturb the
setting just obtained, the clutch adjustment is complete.
If
this procedure
has been correctly carri'ed out, each lever should have an appreciable amount
of play when the clutch is fully r,eleased.
The clutch plat'e is carried on the splined end of the driven shaft, and
may stick when the fabric facings ar'e allowed to b,ecome much worn.
A
drop
or two of paraffin on the spline will rectify matters, but care must be taken
not to use too much or allow any to reach the fabric facings.
When replacing the inspection corer do not straighten out the lip at the
end.
This cover-plate is intended to function as a hreather for the clutch
housing.
Steering Gear.
If
the steering column shoms signs of end play, this may
he corrected by slacking back the lock nut which is to be found immediately
below the steering wheel and giving the adjusting nut a fraction of a turn.
Care should he taken to lock the lock nut in position again.
A
complete
worm wheel is provided and may be set in a number of alternative positions.
Should the steering wheel show an excessive amount of play, all the connec-
tions between the steering gearbox and the front axle should be examined to
dctect any looseness.
If
no looseness is apparent there is probably some
Near in the steering worm wheel, which should be turned
90
degrees to a new
position. To effect this the steering arm below the steering gearbox should
he removed, after removing the stop plate which spans it. The worm wheel
can then be turned through
90
degrees by rotating the steering wheel, and the
lever put on in the new posi(ion. The stop plate should then be replaced.
Shock Absorbers.
These are correctl> set for average loads before the
car leaves the Works, but
a
little looseness may become apparent after the
first few hundred miles, rendering adjustment necessary. This is effected by
means of the large hexagon nut with pointer attached, which is turned
clock-
ztlise
(ordinary right-hand thread) to tighten the shock
absorber.
The dial is
graduated
0,
2,
4,
8,
and the pointer should not he moved more than one
degree at a time, testing repeatedly (preferably at speed on a rough road)
until the best setting is found.
It
is important that the two Hartfords on the
same axle be equally adjusted, and they must on no account be lubricated at
any point.
PAGE TWENTY-TWO
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