UC-NRLF 
 
 INSTRUCTION BOOK No. 1 
 
 INSTALLATION, CARE, AND 
 OPERATION OF 
 
 25 Kw. GASOLINE-ELECTRIC 
 GENERATING SETS 
 
 G. E Co., TYPE GM-12 
 
 ENGINEER DEPARTMENT 
 
 U. S. ARMY 
 FEBRUARY, 1916 
 
WAR DEPARTMENT, 
 OFFICE OF THE CHIEF OF STAFF, 
 
 Washington, December 17, 1915. 
 
 These Instruction Books are issued for the information and guidance of 
 those charged with the installation, care, and operation of the 25 kw. sets 
 described herein. They are to be accounted for on the Engineer Property 
 Return. One copy should accompany each set, being kept in tool box or 
 other equally accessible place; two copies should be in the possession of the 
 Artillery Engineer, and two copies in the possession of the District Engineer 
 Officer. 
 By order of the Secretary of War: 
 
 H. L. SCOTT, 
 Major General, Chief of Staff. 
 
 
GIFT OF 
 
INSTRUCTION BOOK No. 1 
 
 INSTALLATION, CARE, AND 
 OPERATION OF 
 
 25 Kw. GASOLINE- ELECTRIC 
 GENERATING SETS 
 
 G. E. Co., TYPE GM-12 
 
 ENGINEER DEPARTMENT, UNITED STATES ARMY 
 FEBRUARY, 1916 
 
 Prepared by the Engineer Depot, Washington Barracks, D. C. 
 
 WASHINGTON 
 GOVERNMENT PRINTING OFFICE 
 
 1916 
 
WAR DEPARTMENT, 
 
 Document No. 497 
 Office of the Chief of Engineers. 
 
PREFACE. 
 
 1. This book covers the installation, operation, and general care of 
 the 25-kw. gasoline-electric generating sets manufactured by the 
 General Electric Co., and issued by the Engineer Department for 
 fortification purposes. It supersedes instruction books Nos. 8367, 
 8402, 8557 (and supplements thereto) and Revised Memorandum 
 previously issued by the Engineer Department. 
 
 2. For convenience of discussion, the subject matter of the book is 
 divided into four parts: 
 
 I. Description. 
 II. Care and operation. 
 III. Installation. 
 IV. Part lists. 
 
 Changes in or additions to the text which may be rendered necessary 
 from time to time will be issued in such form as to be readily pasted in 
 portions of book to which they pertain. 
 
 3. The book is not intended to be a general treatise on the subject 
 of gas-engine operation, and matters which are common to the 
 operation of all gasoline engines are not included; it is assumed that 
 the operator has a general knowledge of the operation of internal- 
 combustion engines, such as can be obtained from experience or 
 standard texts. However, no attempt should be made to 
 install or operate a set until this book has been thoroughly 
 studied. 
 
 3 
 
 335664 
 
INSTALLATION, CARE, AND OPERATION OF 25-KW. GASOLINE- 
 ELECTRIC GENERATING SETS. 
 
 PART I. DESCRIPTION. 
 
 TYPE AND FORM. 
 
 4. The 25-kw. gasoline-driven generating sets of the General 
 Electric Co., which have been issued by the Engineer Department 
 since 1908, are designated by the makers by type and form numbers. 
 The type number designation has always been "Type G. M. 12." 
 The form number has been changed from time to time coincident with 
 changes in the details of the set. The distinguishing features of the 
 form numbers are: 
 
 FormAl. First Government sets with manganese bronze 
 
 base, gear pump and Eisemann A-8 magneto. 
 Form A2. Sets with cast iron base. Radical changes made 
 
 in the oiling system. Both Eisemann A-8 and G. E. 
 
 magnetos Type AY-105 have been furnished with the 
 
 Form A2 engines. 
 Form A14. These engines were equipped with Eisemann 
 
 magnetos and Kinney water pumps. 
 Form A20. Same as Form A14, except noise-reducing features 
 
 were added. 
 Form A23. Same as Form A20, except that Split dorf AX 
 
 magneto was substituted for the Eisemann magneto. 
 
 CAPACITY. 
 
 5. The set consists of a vertical, four-cylinder, four-cycle, single- 
 acting engine, direct-connected to a direct-current generator. The 
 set is capable of being operated at rated load indefinitely and at 25 
 per cent overload for two hours, furnishing in each case 2 kw. addi- 
 tional for operating the radiator fan motor. With each set there are 
 furnished a gasoline tank, a switchboard, a radiator with motor- 
 driven fan, a muffler, a box of tools, and a box of spare parts. 
 
 FRAME. 
 
 6. This is a single piece casting, bored for the crank bearings. 
 This construction maintains the generator and engine in proper 
 alignment. The frame is provided with large handholes protected 
 by cover plates. The latter are easily removed and provide means 
 for adjustment and replacement of interior parts. The bottom 
 portion of the frame is utilized as an oil reservoir for the lubricating 
 system. 
 
6 
 
 CYLINDERS. 
 
 7. Cylinders are made with water jackets cast in one piece. Suit- 
 able openings, provided with covers, are located on the water jackets 
 for removal of sediment. 
 
 CRANK SHAFT. 
 
 8. The crank shaft is made in one piece. It is supported by two 
 end bearings, one at the flywheel end and one at the generator end, 
 and by three intermediate bearings. The end bearings are attached 
 to the frame by studs. Through bolts in the frame perform the dual 
 function of holding up the interior bearings and holding down the 
 cylinders. Oil ducts are provided in the crank shaft. The oil ducts 
 deliver oil, under pressure, from the crank-shaft bearings to the crank 
 pins. 
 
 GEARS. 
 
 9. Located in an oil-tight gear case, at the flywheel end of the en- 
 gine, is a chain of gears operated by a pinion keyed to the crank 
 shaft. Immediately above the pinion and meshing therewith is the 
 idler gear. To the left of the idler gear, in the order named, are the 
 intake cam shaft gear and the pump gear. To the right of the idler 
 gear, in the order named, are the exhaust cam shaft gear and the 
 magneto gear. In the engines equipped with the " silencing features" 
 the idler gears, pump gears, and magneto gears are of the cloth type. 
 In all other engines the gears are made of steel. 
 
 PISTONS, CONNECTING RODS, ETC. 
 
 10. The pistons are machined, ground, and provided with four 
 snap rings. Motion is transmitted from pistons to the crank shaft by 
 means of wrist pins and connecting rods. An oil duct or tube, 
 located on the connecting rod, delivers oil from the crank pin to the 
 wrist pin. 
 
 CAM SHAFTS. 
 
 11. There are two sets of cams, one for operating the intake valves, 
 the other for operating the exhaust valves. Cam shafts are made in 
 one piece and are operated by their respective gears. The inlet cam 
 shaft is provided with a bevel gear at the generator end for operation 
 of the governor and oil pump. A lever is provided at the generator 
 end of the exhaust cam shaft by means of w r hich the exhaust cam 
 may be shifted to relieve compression and thus facilitate starting. 
 Throwing the lever inward, toward the engine, relieves compres- 
 sion; throwing the lever outward restores normal conditions. Shift- 
 ing the exhaust cam shaft to relieve compression brings (in addition 
 to main cams) an auxiliary set of cams into operation. These auxil- 
 iary cams open the exhaust valves during the later part of suction 
 
stroke and hold them open during the greater part of following com- 
 pression stroke. 
 
 BEARINGS. 
 
 12. Each hearing is adjustahle and may be removed without dis- 
 turbing the adjustment of other hearings or removing the shaft. The 
 wrist pin hearing is one solid hushing. The main hearings are pro- 
 vided with removable linings. 
 
 VALVES. 
 
 13. Valves are provided with a removable stem guide and are free 
 to rotate in their seats while in operation. In addition to the main 
 valve spring, found on all engines, Form A-20 and subsequent engines 
 are equipped with tappet rod springs. Cams on the cam shafts, com- 
 ing in contact with the cam rollers, raise the rollers and cam roller 
 forks which hold them. The stem of the fork passes through a guide 
 attached to engine frame. Motion is transmitted from fork stem to 
 valve stem through the medium of valve adjusting clamp thus raising 
 the valve from its seat. Valves are closed by the action of the main 
 valve spring. 
 
 EXHAUST HEADER. 
 
 14. The exhaust header is a one-piece water jacketed casting, 
 flange-connected to cylinders. Blind and threaded flanges (inter- 
 changeable in position) are provided at either end of the exhaust 
 header. 
 
 MUFFLER. 
 
 15. The sound of the exhaust is deadened by a suitable muffler, 
 which does not impair the efficiency of the operation of the engine. 
 The arrow on the muffler indicates the proper direction for the passage 
 of the exhaust gases. 
 
 FUEL SUPPLY SYSTEM. 
 
 16a. Pump. A double plunger gasoline pump, attached to the 
 engine frame, pumps gasoline (58 to 68 Baume) from the supply 
 tank to the carburetor. One plunger is provided with a lever for hand 
 operation, the other is mechanically driven by an eccentric rod. The 
 eccentric rod is operated by an eccentric on the water pump shaft, 
 the latter being driven by the water pump gear. The hand-operated 
 pump is used for starting or when the mechanically driven pump 
 momentarily fails to function. The mechanically driven plunger 
 supplies fuel when the engine is running. Suitable check valves keep 
 the pump primed. The mechanically driven pump is of sufficient 
 capacity for maximum load on the engine. For other than maximum 
 load the excess gasoline returns to its source through the overflow 
 pipe from the carburetor, the carburetor being of the constant level 
 type. 
 
8 
 
 16b. Carburetor. At the side of the carburetor is an indicator 
 glass through which the flow of gasoline may be observed at all 
 times. Beneath the carburetor and attached thereto is an air-valve 
 body with two inlets. The air valve is provided with a handle (part 
 7 5, jig. 1 ) by means of which the source of air supplied may be varied. 
 When the handle is at "II " hot air only (from crank case) is supplied; 
 when at "C" cold or room air is supplied. Between "H" and "C'~ 
 both hot and room air are available the proportions may be varied 
 by changing the position of the handle. When at "S" the air sup- 
 plied is entirely shut off. Between "C" and "S" partially throttled 
 
 Fig. 1. Carburetor, throttle valve and connections. 
 
 room air is supplied. The engine on the suction stroke draws a supply 
 of air through the air valve and through a venturi tube in the car- 
 buretor. The high velocity of the air at the throat of the venturi 
 tube causes the existence of static pressure sufficiently below atmos- 
 pheric to draw a supply of vaporized gasoline from the carburetor 
 reservoir. The gasoline is delivered to the venturi tube through a 
 needle valve. This needle valve is provided with a notched disk 
 handle (part 76), the notches of which are numbered. A spring index 
 performs the dual function of holding the needle valves at a setting 
 and indicating the amount of gasoline supplied. The mixture of air 
 and gasoline passes through the throttle valve to the cylinders, where 
 it is exploded by the ignition system. 
 
16c. Air heater. At the instant of starting in cold or damp 
 weather the crank case air will be cold. In order to prevent forma- 
 tion of ice in the throttle opening, due to the moisture in the air, an 
 electric heater is provided. This is a removable device attached to 
 the air valve. A cutout switch on the generator puts the heater in 
 or out of circuit. (See fa/. 1.) 
 
 IGNITION SYSTEM. 
 
 17a. Component parts. The ignition system consists of a low- 
 tension magneto (G. E., Eisemann or Splitdorf), which is geared to 
 the exhaust cam shaft of the engine, a nonvibrating step-up trans- 
 former coil, a set of dry cells and a switch with two sots of contacts 
 ("M," magneto, and "B ; " battery, with an off position between). 
 On the switch boxes furnished with Eisemann and G. E. magnetos 
 there is an ignition plug which, when drawn from its socket, cuts out 
 both the battery and magneto currents from the coil. This feature 
 is not included in the Splitdorf magneto. 
 
 17b. Ignition switch " on magneto." The essential features of 
 the three types of magnetos are practically the same. When the 
 
 Fig. 2. Exposed view of distributer and "make and break" G. E. magneto. 
 
 ignition switch is at U M" the low-tension side of the circuit contains 
 the armature of the magneto and the secondary, or low potential, 
 
10 
 
 winding of the step-up transformer in series. The armature of the 
 magneto supplies the transformer with low-tension alternating 
 current. Short circuiting the armature, that is, in shunt with it, 
 is the mechanically actuated "make and break" mechanism 
 (see Jig. 2}. At "make" the armature is short circuited. At the 
 instant the short-circuited current, reaches its maximum value, the 
 "break" occurs and the potential induced by the opening of the 
 short circuit now discharges itself through the unbroken circuit of 
 the transformer. This potential, which is higher than that which 
 would normally be generated in magneto armature without the 
 
 Fig. 3. Wiring diagram, G. E. magneto. 
 
 u make and break" feature, induces a still higher potential in the 
 primary of the transformer. This latter potential is sufficient to bridge 
 the gap at the spark plugs of the cylinders the discharge current 
 passing through the high-tension distributer (distributer finger shown 
 at Z, Hg. 2), which directs the current to the proper cylinder in rotation. 
 In the Eisemann magneto, the high-tension circuit is closed at the 
 distributer, while in the G. E. magneto no actual contact is made. 
 In the latter case the potential is high enough to bridge the small gap 
 at the end of the distributer finger as well as as that at the spark plug. 
 
11 
 
12 
 
 Fig. 5. Wiring diagram, Splitdorf magneto. 
 
 17c. Ignition switch "on battery." To supply the necessary 
 current for starting, because the magneto circuit is useless until the 
 magneto gets up to speed, a set of dry batteries is switched in series 
 with the "make and break" mechanism and the transformer by 
 placing the ignition switch at "B " at the same time the armature of 
 the magneto is disconnected. The action of the battery is the same as 
 that of the magneto, except that the current is pulsating instead of 
 alternating. As soon as the engine is up to speed, the battery is 
 cut out and the magneto is switched on the operating circuit by 
 moving the ignition switch from U B" to "M." 
 
 17d. High-tension cables. The cables connecting the spark 
 plugs are marked with numbered tags, indicating the spark plug to 
 which they are connected. Under each terminal on the magneto is 
 stamped a number showing to which cylinder it should be connected. 
 
 17e. -Timing of spark. The advance and retardation of the 
 spark are obtained by movement of part commonly called the " timing 
 lever" (part 78, fig. 2. In G. E. magneto called ''interrupter base,'' 
 part 44^, fig- 50; Eisemann, "bascual," part 906, jig. 49; Splitdorf, 
 u breaker box," part 1021, fig. Jfl}. The adjusting lever (part 70 or 9-59, 
 fig. 52} has two notches in it, one for starting (or retardation), marked 
 U S, " and the other the running position (or advance), marked "R." 
 
 17f. Safety spark gap. A safety spark gap is located on the 
 transformer. If the plug cables are fractured or broken away from 
 the plugs or the distance between the electrodes of the plug or plugs 
 is too great, the discharge takes place at the safety spark gap, thus 
 protecting the insulation of the system. The safety spark gap is 
 also utilized for testing the ignition system, as will be explained later. 
 
 SPEED REGULATION. 
 
 18. The governor is of the centrifugal weight type, mounted ver- 
 tically on the engine frame and driven by means of a bevel gear 
 keyed to the intake cam shaft. The main governor casing is a shal- 
 
13 
 
 low cylindrical housing. The governor weights are mounted in the 
 casing on a bell crank lever and are held in place by springs. A 
 right and left hand screw, passing through the weights and springs, 
 provides means for adjusting the speed. The engine is quantity 
 governored. An increase in the speed of the engine raises the slid- 
 ing collar on the governor shaft, exerts a pull on the throttle rod, and 
 operates to close the throttle valve. The reverse is the case when 
 the speed falls off. A dashpot is mounted between the governor 
 lever and the bracket to prevent hunting of the governor. Fine 
 adjustment, about 2 per cent of the speed of the engine, is provided 
 for by means of a spring at the end of the throttle rod. The full 
 load speed of the engine is 560 r. p. m. with 3 per cent variation from 
 full load to no load. No-load speed (fan in operation) varies from 
 570 to 575 r. p. m. 
 
 LUBRICATING SYSTEM. 
 
 19. The crank case of the engine forms a reservoir for the lubricat- 
 ing oil, holding about 5 gaUons. A sight oil gauge on the exhaust 
 side of the engine shows the true level of the oil, but only when the 
 engine is idle. From the reservoir oil is drawn through a strainer 
 by the gear oil pump. This pump is driven from an extension from 
 the governor shaft. The oil is forced by the pump through the 
 main delivery pipe to seven branch pipes. A by-pass valve is located 
 on the pressure side of the pump by means of which the pressure of 
 the system is regulated. Five branch oil pipes * supply oil for the 
 five main bearings. From each of these bearings oil is forced every 
 revolution through a hole in the crank shaft to the crank-pin bearings, 
 thence through a tube on the connecting rod to the wrist pin. All 
 excess oil from the bearings is returned to the reservoir, the oil 
 being thus circulated continuously. Two branch pipes, one to the 
 governor bracket and the other 1 to the top of the gear case, are pro- 
 vided with adjustable needle valves. These needle valves are 
 adjusted to give sufficient lubrication without throwing oil out from 
 the bearings. Oil from the gear case travels along the eccentric 
 shaft (part 80), is thrown out therefrom by centrifugal force, and 
 collects in a pocket on the eccentric. From this pocket the oil is 
 fed through a duct in the eccentric to the contact surface of the 
 eccentric and eccentric strap. The cylinders and cam shafts are 
 oiled by splash from the crank. The oil furnished through the pipes 
 on the connecting rod lubricates the wrist pins. Air from the crank 
 case carries oil in a fine divided state which assists in the lubrication 
 of the cylinders and valve stems. Two pressure gauges, with stop- 
 off cocks, are placed in the main distributing pipes. These gauges 
 indicate the pressure of the system as a whole. Pressure is regu- 
 lated by means of a hexagonal-headed screw in the by-pass valve. 
 
 1 In Form A-l engines ducts in the frame perform the functions of these oil pipes. 
 
14 
 
 COOLING WATER SYSTEM. 
 
 20a. Water circulation. The engine is water cooled, the system 
 being inclosed to minimize evaporation. The water heated in the 
 jackets, before it is used again, is cooled in an automobile type radi- 
 ator through which a large volume of air is forced by a motor-driven 
 fan. The motor used to circulate the air through the radiator is a 
 standard type of inclosed G. E. direct-current motor, series wound, 
 and is so connected between the generator and switchboard that 
 it starts automatically when the set is started, without the use of a 
 starting rheostat. 1 Two types of motors have been furnished in the 
 past types CQ. and C. V. C. The water is circulated by a gear 
 pump (later engines are supplied with Kinney pumps). Water is 
 forced through the cylinder jackets to the exhaust manifold: thence 
 to the radiator. From the radiator the water is returned to the 
 pump and is thus circulated continuously. 
 
 20b. Miscellaneous fittings. The water outlet on the exhaust 
 manifold may be turned in any one of four ways for convenience 
 in attaching the water-outlet pipe. Special tubes for thermometers 
 are provided near the water outlet fitting on the exhaust manifold 
 and also on the pipe leading into the pump. There is a drainpipe 
 immediately above the pump, in order that the jackets may be 
 drained when necessary. A drain is also provided at the bottom of 
 the radiator. Construction officers install a pressure gauge and 
 waste cock in the outgoing water pipe near the engine. The waste 
 cock is used in testing water circulation. There will shortly be avail- 
 able for issue and installation on all engines "sight-flow indicators/' 
 by means of which the flow of water may be observed by its action 
 on a flap valve (see par. 36d). 
 
 CARTRIDGE-STARTER. 
 
 21. The engine may be started either by cranking or by the 
 cartridge-starter. The cartridge-starter is a device attached to 
 cylinder No. 1, by means of which the engine may be started in an 
 emergency with an ordinary No. 10 gauge blank cartridge. 
 
 ENGINE CYCLE. 
 
 22a. Flywheel marking. Cylinders are numbered from 1 to 4 
 consecutively beginning at the flywheel end of the engine. An index 
 attached to the gear case marks the center line of the engine. 
 On the circumference of the flywheel are drawn a number of lines, 
 
 1 For the purpose of reducing the noise made by the fan of the radiator there is now included with all 
 25-k\v. generating sets issued since June 1, 1914, a resistance unit which is used to reduce the speed of the 
 fan from normal rated speed of 1,150 r. p. m. to about 950 r. p. m. The resistance is connected in the 
 negative lead of the fan motor circuit and is shunted by a 50-ampere single-pole single-throw switch placed 
 on the sub-base of the generator panel. With the switch open the current flows through the resistance 
 in series with the motor and the voltage at the motor is reduced about 30 per cent. With the switch 
 closed the resistance is short-circuited and the full generator voltage is impressed upon the motor. 
 
15 
 
 each of which is stamped with its distinguishing mark or title. 
 When the flywheel is turned so that these lines come opposite the 
 index the positions of the various pistons are indicated as follows: 
 
 "Top of cylinders 1 and 4." 1 and 4 pistons are at top of 
 stroke. 
 
 "Top of cylinders 2 and 3." 2 and 3 pistons are at top of 
 
 stroke. 
 
 The other marks have exact significance only when considered in 
 connection with the position of the indicator on the flywheel end 
 of the intake cam shaft. Thus, when the indicator is pointing 
 vertically upward and piston No. 1 is at top of stroke, then cylinder 
 No. 1 is under compression. As the flywheel rotates in a clockwise 
 direction "X. O. 1" (marked on flywheel) comes opposite the 
 index, indicating that the exhaust valve of cylinder No. 1 has at 
 that instant opened. Further rotation of the flywheel in a clockwise 
 direction causes "I. O. 1 " (also marked on flywheel) to come opposite 
 the index. This indicates that the intake valve of cylinder No. I has 
 opened and that the exhaust valve has closed. 1 When "I. C. 1" 
 comes opposite the index the intake valve of cylinder No. 1 closes. 
 
 22b. Events; sequence of firing. This being a four-cycle 
 engine, pistons 1 and 4 move together, as do 2 and 3, but the same 
 action is not taking place in the various cylinders at any instant. 
 In a cycle there are four events intake, compression, explosion, and 
 exhaust each occurring successively, thus requiring four strokes of 
 the engine or two turns of the crank shaft for their completion. This 
 will cause any of the lines (referred to in paragraph 22 a above) to 
 appear at the index twice during one cycle, once for each of the 
 cylinders whose pistons move together. At any instant all of the 
 above operations are taking place, one in each cylinder e. g., No. 1, 
 explosion; No. 2, compression; No. 3, exhaust; No. 4, intake. When 
 the indicator is pointing to the right, No. 2 is under compression; 
 down, No. 4; to the left, No. 3. The firing sequence is 1, 2, 4, and 3. 
 
 GENERATOR. 
 
 23 a. Voltage. The usual type of generator furnished with each 
 set is a 115-volt commutating pole generator, designed to run at 
 560 r. p. m. In special cases 230- volt generators and also 230-115- 
 volt, 3-wire generators are supplied. The no-load voltage is 115 
 volts and the generator is compounded for 115 volts at full load, an 
 allowance being made for the 3 per cent drop in speed. 
 
 23b. Construction. The magnet frame is of cast steel and is made 
 in one piece, so constructed as to be bolted direct to the engine frame. 
 The magnet cores are sheet-iron laminations of high permeability 
 and are bolted to the generator frame. The commutating poles are 
 
 i Or lias closed 5 degrees earlier, depending upon the design of the cam shaft. 
 
16 
 
 of machine steel and are also bolted to generator frame. The arma- 
 ture core consists of sheet-iron laminations assembled on a spider of 
 cast steel. The space blocks in the core form air ducts which com- 
 municate with the interior of the armature and insure thorough 
 ventilation of the core windings. The armature winding is of the 
 series drum barrel wound type. 
 
 Place Co mm. 
 f/e/4 S/juftf 
 Aere /f needed 
 
 . This cf/oarcm 
 /$ for courtter- 
 c lock wise rota- 
 tion of Armature 
 on/y- 
 
 of iovYfr Spools looking from Jn&tde of Machine. 
 
 Fig. 6. Generator connections. 
 
 23c. Connections. Wiring diagram for generator connections 
 is given in fig. 6. 
 
17 
 
 PART II. CARE AND OPERATION. 
 
 OUTLINE. 
 
 24. The subject matter of this section of the Look will be dis- 
 cussed under the following headings: 
 
 STARTING AND STOPPING: 
 
 Methods of Starting (par. 25a). 
 
 Starting by Cranking (par. 25b). 
 
 Difficult Starting (par. 25c}. 
 
 Starting with Cartridge Starter (par. 25d}. 
 
 Loading Cartridge Starter (par 25e). 
 
 Shells: Reloading and Storage (par. 25f). 
 
 Stopping Engine (par. 25g}. 
 COOLING WATER SYSTEM: 
 
 Filling Radiator (par. 26a). 
 
 Testing Water Circulation (par. 26b}. 
 
 Temperature of Cooling Water (par. 26c). 
 
 Use of Fan Resistance (par. 26d}. 
 
 Thermometers (par. 26e}. 
 
 When Radiator is Not Used (par. 26f). 
 
 Draining Engine and Radiator in Freezing Weather (par. 26g.} 
 
 Non-Freezing Mixtures (par. 26h). 
 
 Heating Engine Room in Freezing Weather (par. 26\). 
 
 Additional Precautions in Freezing Weather (par. 26j}. 
 
 Care of Water Pump (par. 26k}. 
 LUBRICATION: 
 
 Quality of Oil (par. 27a). 
 
 Pressure of Oiling System (par. 27b}. 
 
 Replenishing Oil (par. 27c). 
 
 Oiling of Camshafts (par. 27d}. 
 
 Hand Lubrication (par. 27e). 
 
 Packing of Oil Pump (par. 27f). 
 FUEL SUPPLY SYSTEM: 
 
 Proper Mixture (par. 28a). 
 
 Quality of Gasoline (par. 28b}. 
 
 Filling Carbureter (par. 28c}. 
 
 Packing Gasoline Pump (par. 28d}. 
 
 Gasoline Needle Valve (par. 28e). 
 
 Starting in Cold Weather (par. 28f}. 
 
 Electric Air Heater (par. 28g}. 
 IGNITION SYSTEM: 
 
 Disassembly of Magnetos (par. 29a}. 
 
 To Replace a Magneto (par. 29b}. 
 
 To Install a New Magneto (par. 29c). 
 
 Testing Ignition System (par. 29d). 
 
 Platinum Contacts (par. 29e). 
 
 Care and Maintenance of G. E. Magneto (par 29fY 
 
 Care and Maintenance of Eisemann Magneto (par. 29g}. 
 
 Care and Maintenance of Splitdorf Magneto (par. 29h). 
 22066 16 2 
 
18 
 
 ADJUSTMENT, MAINTENANCE, AND INSTALLATION OF PARTS 
 OF ENGINE PROPER: 
 
 Bearings (par. 30a}. 
 
 Valves (par. 30b}. 
 
 Cylinders, Piston Rings, etc. (par. 30c]. 
 
 Governor (par. 30d). 
 
 Flywheel (par. 30e\ 
 
 Gears (par. 30f\ 
 GENERATOR AND MOTOR: 
 
 Field Rheostat of Generator (par. 31a). 
 
 Generator Brush Setting (par. 31b). 
 
 Generator Commutator (par. 31c\ 
 
 Generator Connections (par. 31d}. 
 
 Fan Motor (par. 31e]. 
 SYNOPSIS OF TROUBLES AND THEIR CAUSE (par. 3\ 
 
 STARTING AND STOPPING. 
 
 25a. Methods of starting. The engine may be started in either 
 of two ways: First, by cranking in the usual manner, or, second, by 
 
 Fig. 7. Correct method of cranking. 
 
 means of the cartridge starter. Cranking will generally occupy less 
 time, all things considered, but when it is known that the engine will 
 be needed for an emergency at some future time, the second method 
 
19 
 
 may be used. In the latter case everything should be prepared 
 beforehand so that when the time comes a single blow from the 
 hand will start the engine. 
 
 Fig. 8. Incorrect method of cranking. 
 
 251). To start by cranking: 
 
 1. Place ignition switch (part 77 Eisemann and G. E. mag- 
 
 netos, part 1038 Splitdorf magneto) in "off" position (see 
 fig. 7; also par. 17). 
 
 2. Fill the radiator (see par. 26a); or see that the water is 
 
 circulating in cases where the cooling water is wasted 
 (see par. 26f) . 
 
 3. See that the level of the oil in the reservoir is at the correct 
 
 height (see par. 27 e}. 
 
 4. Oil governor, pump parts, etc. (see pars. 27 d and 27 e}. 
 
 5. See that the grease cups are full (see par. 27 e}. 
 
 6. Relieve compression by throwing lever (part 41) toward 
 
 engine (see par. 11). 
 
 7. Fill carburetor by hand pump (see par. 28c). 
 
 8. Place gasoline needle valve (part 76) at "4." 
 
20 
 
 9. Fill the priming receptacles (part 24) once or twice with 
 
 gasoline; open the priming valves and close them imme- 
 diately after gasoline has passed into the cylinders (see 
 par. 25 c}. 
 
 10. Place timing lever (parts 78, 440, 906, or 1021} at "S" 
 
 (see par. 17e). 
 
 11. Turn engine over by hand four or five times. 
 
 12. Place ignition switch on battery. 
 
 13. Move air valve handle five or six notches from "S" (see 
 
 par. 161}. 
 
 14. Close switch for electric heater, if latter is to be used (see 
 
 pars. 16c and 28g}. 
 
 15. Engage crank as in fig. 7 and pull up, never push down. 
 
 Repeat until engine starts (see pars. 25c, 28e, 2Sf, and 
 29d). 
 
 16. Place air valve handle between "H" and "C," if electric 
 
 heater is not used; or at "C" if electric heater is used 
 (see pars. 28a and 28g}. 
 
 17. Throw compression lever outward. 
 
 18. Move ignition switch to "magneto." 
 
 19. Advance spark by placing timing lever at "R" (see par. 
 
 lie}. 
 
 20. Open waste cock beneath pressure gauge in outgo- 
 
 ing water pipe from exhaust manifold. When water 
 squirts out freely, close the cock. If water does not 
 appear within 20 seconds from time of starting 
 (see pars. 201 and 26~b} stop engine (see par. 25g}. Note 
 reading of pressure gauge on outgoing water pipe and 
 examine sight flow indicator. (See pars. %Ob and 261}. 
 
 21. See that radiator is full (see par. 26a} and that fan 
 
 is operating. 
 
 22. Adjust mixture and spark to load (see par. 2Sa}. 
 
 23. Oil parts requiring attention (see par. 27 e}. 
 
 24. Examine pressure gauge (see par. 261} and thermom- 
 eter in outgoing water pipe from time to time. If tem- 
 perature exceeds 90 C, 
 
 (a) stop engine (see par. 25g} or 
 
 (b) close short circuit switch, shunting resistance in 
 
 fan motor circuit (see footnote par. 20a and par. 
 26d}. If temperature continues to rise stop 
 engine (see par. 25g} and investigate (see pars. 
 261 and 26 c} or 
 
 (c) regulate temperature, if radiator is not used (see 
 
 par. 26f}. 
 
21 
 
 25. Adjust oil pressure, if necessary (see par. 27~b}. 
 
 26. Open electric heater switch on generator (see par. 28g] and 
 
 place air valve handle between "H" and "C. " 
 
 25c. Difficult starting. These sets have been and can be readily 
 started by hand in temperatures varying from 34 to 95 F. If the 
 instructions given in the book are carefully followed and there is 
 difficulty in starting the set by hand, an examination of the batteries, 
 connections, etc., should be made. If the conditions are found to be 
 as they should be and the engine fails to start, after being primed 
 through the priming valves, it may be cranked over four or five times 
 with the air-valve handle a few notches from the extreme right posi- 
 tion "S" (the ignition switch, of course, being "off"). This fills 
 the throttle and manifold with gasoline vapor, and the engine will 
 then start easily in the usual manner. Do not crank the engine 
 continuously unless the ignition switch is in mid or off posi- 
 tion. Do not crank the engine with the magneto timing 
 arm on "R." It must always be on "S" during cranking. 
 
 25d. Starting with cartridge starter: 
 
 1. Perform operations 1 to 6, inclusive, par. 25b. 
 
 2. Turn flywheel so that "top of cylinders 1 and 4" is about 
 
 30 past the index (part 42) when indicator (part 33) is 
 pointing upward (see par. 22a}. 
 
 3. Remove, load, and replace cartridge starter (see pars. 25 e 
 
 and 25 f). 
 
 4. Perform operations 7, 8, 9, 10, 12, 13, and 14, par. 25b. 
 
 5. Explode cartridge as shown in fig. 10. 
 
 6. Perform operations 15 to 26, inclusive, par. 25b. 
 
 25e. Loading cartridge starter. New type (see figs. 9 and 10) : 
 With special wrench marked "cartridge starter" loosen part 250-A2 
 one turn and then completely unscrew part 256-A2 and remove 
 wholly from cylinder; remove empty shell and replace with loaded 
 one. Assemble all parts possible before allowing loaded shell to touch 
 cylinder. Never put loaded shell directly into part 256-A2 
 while this part remains on the cylinder. An empty shell must 
 always be kept in the cartridge-starting device and no attempt should 
 be made to remove the shell when the engine is running. The shell 
 forms a gasket which prevents the escape of gas fron the cylinder 
 around the firing pin and thus keeps the firing pin from becoming 
 clogged with carbon or otherwise damaged. 
 
22 
 
 Fig. 9. Removing and replacing cartridge starter (new type> 
 
 Fig. 10. Method of firing cartridge starter (new type). 
 
23 
 
 Old type (see figs. 11 and 12): To load this type of cartridge- 
 starting device, pull out the locking pin with the left hand, fig. No. 1 1 . 
 With the right hand pull over and swing down the firing pin barrel 
 
 Fig. 11. Method of extracting shell and reloading cartridge starter (old style). 
 
 into position shown ; take out the empty shell which has automatically 
 been lifted from its seat; insert a loaded shell into the breech block: 
 push back the firing pin cylinder into place with the right hand while 
 
 Fig. 12. Method of firing cartridge starter (old style). 
 
 holding out the spring-return locking pin. When in place press the 
 pin home, thus locking the breech block. The cartridge-starting 
 device is then ready to fire. Do not attempt to remove cartridge 
 when engine is in operation. 
 
 25f. Shells Reloading and storage. If it becomes necessary 
 to reload the cartridge shells, which are furnished with the engine, 
 they should be loaded with 300 to 325 grains of black powder (never 
 
24 
 
 smokeless powder), using two felt wads of the usual kind, and 
 standard caps of fulminate of mercury. To prevent corrosion, shells 
 should be stored in a dry place and coated with vaseline or other 
 inert water repellant. 
 
 25g. Stopping engine. To stop engine: 
 
 1. Place ignition switch in "off" position. 
 
 2. If it is intended to use the engine within a few hours turn 
 
 the air valve to "S" momentarily several times just 
 before engine comes to rest. 
 
 3. If engine continues to fire, close needle valve (continued 
 
 firing while ignition switch is "off" indicates carbon 
 deposits). (See par. 30c.) 
 
 4. Relieve compression when engine stops. 
 
 5. Move timing lever to "S." 
 
 6. Drain cooling water system if necessary (see par. 26 g). 
 
 COOLING WATER SYSTEM. 
 
 26a. Filling the radiator. It never should be assumed that the 
 radiator is full of water. If the radiator has been previously drained, 
 it is evident that the water put into the radiator will rise to the 
 pump but will not pass it until the engine is started. Starting the 
 engine causes rotation of the pump this fills the water jackets, and 
 the water level in the radiator will therefore drop. The radiator 
 must therefore be filled a second time, otherwise there w411 be insuffi- 
 cient water in the cooling system and cracked water jackets will be 
 the result. Fill the radiator until it overflows. 
 
 26b. Testing water circulation. In order to determine that the 
 pump is working properly and that there is no stoppage in the water 
 circulating system, the circulation must be tested immediately after 
 starting the engine by opening the waste cock beneath the gauge in 
 the water outlet from the exhaust manifold. This waste cock must 
 be left open until water flows out of it freely. As stated above, this 
 should occur within 20 seconds of the time of starting the engine. 
 If the water does not flow out of the waste cock within this time, the 
 engine must be stopped and an examination made to determine the 
 cause. If there is ice in the suction pipe, the water flow may be 
 stopped entirely. Ice in the pump may cause the pin, part 206, 
 fastening the coupling to the end of the driving shaft of the pump, 
 to shear, thus putting the pump out of commission. It is recom- 
 mended that the water pump and especially the pin be examined oc- 
 casionally even if no trouble is experienced. The normal pressure for 
 the system in operation, as indicated by the pressure gauge in the 
 outlet pipe near the exhaust manifold, should be determined by the 
 operator. In case any variation from this normal pressure should 
 occur particularly a decrease in pressure the engine must be 
 stopped and the cause of the abnormal condition removed. The sight 
 
25 
 
 flow indicator (See par. 20~b) should be examined from time to time 
 but its indications should not be accepted as final. The only safe and 
 positive indication of proper circulation is that obtained by opening 
 the waste cock as described above. 
 
 26c. Temperature of cooling water. During acceptance tests, 
 to simulate tropical conditions, the air entering the radiator is main- 
 tained at 35 C. (95 F.), this being assumed to be the most severe 
 condition under which the engine must operate in service. With the 
 air at this temperature and with the generator developing 25 kw. 
 useful energy, the water leaves the jackets at approximately 80 C. 
 and enters the jackets at about 10 degrees lower. That is, 10 degrees 
 of heat are abstracted from the water by the radiator when the air 
 enters at 35 C. The air which passes through the radiator under 
 these conditions is raised about 26 degrees by lowering the water 
 temperature the 10 degrees above mentioned. If the air enters the 
 radiator at a temperature lower than 35 C., as is ordinarily the case, 
 the cooling effect upon the jacket water is correspondingly increased. 
 The maximum allowable temperature for the water leaving the 
 jackets, 90 C., will be reached only under extremely severe condi- 
 tions of operation such, for instance, as obtain during acceptance 
 tests, when a 25 per cent overload is placed on the generator for two 
 hours immediately following an eight or ten hour run at full load the 
 air entering the radiator at 35 C. In other words, the radiator has 
 sufficient cooling capacity for all ordinary and extraordinary condi- 
 tions of operation, and any failure in this respect should be traced to 
 some defect, such as impeded circulation, leaky fittings (which admit 
 air on the suction side of the water pump), worn pump, or to a faulty 
 adjustment of the time of ignition (a late spark will cause heating). 
 If the temperature of the outgoing water exceeds 90 C., the switch 
 short circuiting the fan resistance should be closed (if a fan resistance 
 is installed). If the temperature of water continues to rise after 
 switch has been closed, or if the temperature of water reaches 90 C., 
 where no fan resistance has been installed, the engine must be stopped 
 and cause for abnormal temperature removed. 
 
 26d. Fail resistance. Experience has shown that at a speed of 
 950 r. p. m. the fan supplies sufficient air to maintain the temperature 
 of the jacket water below 90 C., provided the useful output of the 
 generator does not exceed full load that is, 25 kilowatts. If the 25 
 per cent overload, which the set is designed to carry, is applied, the 
 fan must operate at the maximum speed in order to keep the tem- 
 perature of the jacket w^ater within the above-mentioned limit, and 
 this speed is obtained by closing the proper switch on switchboard, 
 thereby cutting out the resistance. When the engines are new, there 
 will be no difficulty in maintaining the temperature of the jacket 
 water below 90 C. with the fan running at the low speed. However, 
 it is possible that after the engine has been in use for some time the 
 
26 
 
 cooling of the cylinders may not be so easily accomplished, and even 
 at less than full load it may be necessary to operate the fan at full 
 speed. The temperature of the water leaving the engine 
 therefore and not the load on the generator should be watched 
 
 as an indication when to increase the speed of the fan motor. A 
 name plate is placed over short circuiting switch on switchboard 
 which reads "close when jacket water exceeds 90 C." 
 
 26e. Thermometer. Thermometer cups must be filled with oil. 
 This serves to distribute the heat over the surface of the bulb. As a 
 rule, one thermometer, and that at the exhaust water outlet, will 
 give all the information as to temperature that is required, when 
 the engine is acting normally. If the temperature of the jacket water 
 is too high at the outlet, another thermometer at the inlet above the 
 water pump may assist in localizing the trouble. To minimize break- 
 age, thermometers should be carefully handled and used only for the 
 purpose for which issued. 
 
 26f. When radiator is not used. Just before starting up, the 
 operator opens the cooling water supply valve sufficiently to create 
 a continuous flow from the waste pipe. After the engine has been 
 started and has run for a short time, if the temperature of the water 
 at the outlet on exhaust manifold is too high, the valve in the supply 
 pipe is opened slightly; if too low, it is closed a little. By thus 
 regulating the valve a continuous flow of water at any temperature 
 up to 90 C. can be obtained from the waste. This method of regu- 
 lation permits the minimum amount of water being wasted and at 
 the same time the temperature of the cylinders is maintained at the 
 point giving the greatest economy. Normally the temperature 
 should be maintained at 80 C. (For description of piping see par. 
 
 26g. Draining the engine and radiator. The fact must not be 
 overlooked that it is necessary to drain off the circulating water 
 immediately after the engine is stopped, whenever any part 
 of the system is liable to be exposed to a temperature of 32 
 F. or lower (unless a nonfreezing mixture, see par. 26Ti, is used], 
 otherwise the water will freeze, especially in the radiator where the 
 water is separated from the air by a very thin copper sheet. 
 There is a drain at the bottom of the radiator for removing water 
 therefrom. The engine jackets may be drained by the cock, part 26. 
 Turn the engine over backward a few times after the cylinders have 
 boon drained in order to remove the water retained in the water 
 pump. 
 
 26h. Nonfreezing mixtures. Nonfreezing mixtures are not 
 recommended for general use. However, if the engine is to be used 
 intermittently during freezing weather and it is not practicable to 
 drain and refill the circulating system each time, wood or denatured 
 alcohol may be added to the water to lower the freezing point. But, 
 
27 
 
 if alcohol is added, the fact that the boiling point is lowered as well as 
 the freezing point should not be overlooked. Consequently, no 
 more alcohol than is necessary to meet the requirements should be 
 used. The freezing and boiling points for certain percentages of 
 alcohol are as follows: 
 
 Alcohol. 
 
 Mixture 
 
 F. 
 18 
 
 4 
 - 9 
 
 freezes. 
 
 C. 
 
 - 8 
 
 -](> 
 -23 
 
 Mixture boils. 
 
 10 per cent 
 
 F. 
 194 
 
 181 
 ICG 
 
 C. 
 
 90 
 
 83 
 74 
 
 20 per cent . - . . 
 
 30 per cent 
 
 
 From a mixture of alcohol and water the alcohol evaporates more 
 readilv than the water, and in replacing losses due to evaporation 
 from such a mixture, the percentage of alcohol in the added mixture 
 should be at least double that of the original mixture. 
 
 26i. Heating the engine room. Unless there is some other 
 means of heating, an oil stove * should be placed in all engine rooms in 
 which it is probable that the temperature will be below freezing at 
 any time when the engine may have to be operated. The stove 
 should be lighted a sufficient time before the engine is to be started 
 to raise the temperature of the engine room, engine, radiator, piping, 
 etc., above the freezing point, and sufficiently above freezing point as 
 to permit the engine to be readily turned over by hand. In very 
 cold weather it sometimes happens that it is difficult to turn engine 
 over by hand, due to sluggishness of oil, pinching of pistons by 
 cylinders, freezing of moisture in products of combustion, etc. When 
 such a condition prevails, do not resort to the cartridge starter before 
 the engine has warmed to such an extent as to permit easy cranking. 
 If the radiator is in a separate room, this room should also be heated, 
 because air at a temperature below freezing, if blown through the 
 radiator in which the water is near the freezing point, will immedi- 
 ately freeze the water in the radiator tubes. As soon as the circula- 
 tion is established, however, and the jackets begin to get warm, there 
 will be no further trouble of freezing in the radiator, especially if a 
 load is put on the engine immediately. 
 
 26j. Additional precautions in freezing weather. If the 
 precautions given in paragraphs 26g, 26h, and 26i are not observed, 
 cracked water jackets will be the result. Do not start the engine 
 with the idea of warming it up slightly before allowing \\ater 
 to enter the system. This method lias been tried several times 
 and always with the same result cracked water jackets. The pro- 
 
 1 [With an oil stove in operation in the engine room special care must be observed in handling gasoline. 
 Properly used and cared for there is not the slightest danger from an oil stove. Extinguish the flame 
 from the oil stove before pumping gasoline into the carburetor. Do not spill any gasoline in the room while 
 the stove is burning. An operator should ahvays be present when the oil stove is in use.] 
 
28 
 
 cedure given in paragraphs 26a and 26b, in regard to filling the 
 radiator and water jackets and testing circulation, should be fol- 
 lowed at all times, but particularly in cold weather. 
 
 26k. Care of water pump. The cylinder water jackets should 
 be examined frequently for scale, sediment, etc. At least once in 
 six months, or oftener if necessary, the flanges closing cylinder water 
 jackets should be removed and jackets thoroughly cleaned. Other- 
 wise this sediment will circulate through the system and eventually 
 damage the water pump. Grease cups should be filled frequently 
 (see par. 27 e), otherwise there will be excessive wear on pump parts, 
 as the hot circulating water causes the grease to wash out rapidly. 
 
 Packing for pumps should be renewed occasionally. This packing is in 
 granular form and contained in cloth sacks. About 1 niches of packing 
 are required for a complete renewal. The ends of the cloth container 
 should be closed before the packing is put in place. After the packing 
 has been firmly compressed always loosen the gland nut one turn. 
 
 LUBRICATION. 
 
 27a. Quality of oil. Except in a great emergency the engine 
 should not be run without proper lubricating oil. If the proper oil 
 is not used the engine can be run only at risk of serious injury. Oil 
 is furnished by the Engineer Department for sets used for fortification 
 purposes. The issue of oil for sets used in connection with post light- 
 ing systems is governed by existing orders. No oil should be 
 placed in the crank case of 25 kw. sets unless it has been 
 issued for that specific purpose. 
 
 27b. Pressure of oiling system. The exact pressure to which 
 the system should be adjusted in order to obtain the best results must 
 be ascertained by experiment. It will probably be between 10 and 
 15 pounds. The pressure can be regulated at the by-pass valve 
 (parts 110 and 110-A2) by means of the spring adjusting screw. If 
 the pressure is to be increased turn the screw to the right. The 
 pressure may be reduced somewhat below 10 pounds without depriv- 
 ing the main bearings and other important parts of the system of 
 sufficient lubrication. The pressure should not ordinarily exceed 18 
 pounds. The pressure gauge in the oiling system should be read 
 occasionally in order that stoppages in supply pipe may not occur 
 unnoticed. The proper amount of lubrication is indicated (with the 
 proper fuel mixture) when, at full load, there is a faint blue haze 
 issuing occasionally from the exhaust. If too much lubrication is 
 given the cylinders the exhaust will be smoky; if not enough lubrica- 
 tion is given the exhaust will be perfectly clear. The latter looks well, 
 but it is not a condition to be sought, and it indicates that the cylin- 
 ders are too dry. Too much lubrication, on the other hand, not only 
 causes smoke but will cause carbonization in the cylinders and spark 
 plugs, and may result in preignition. The pressure at the governor and 
 
29 
 
 gear case is adjusted by means of needle valves at those places, so as to 
 give sufficient lubrication without throwing oil out of the bearings. 
 
 27c. Replenishing oil. Lubricating oil may be filled into the 
 crank case through the ventilating tube (part 81) or through the hand- 
 hole openings. About 5 gallons are required for a complete refilling. 
 The oil reservoir should normally be kept full of oil up to (not above) 
 the level marked on the sight gauge (part 47-A). No attempt should 
 be made to run the engine when the oil level is not visible through 
 the sight gauge. Remember that the true level is indicated 
 only when the engine is idle. As the oil in the lubricating system 
 of the engine is used over and over again it eventually becomes used 
 up and more or less filled with carbon. As a rule, the replacing of the 
 oil which has burned up with new oil so as to keep the oil in the 
 reservoir at a uniform height will be sufficient. Used in this way 
 the engine may be run almost indefinitely without complete renewal 
 at one time. Sediment can be extracted by removing the strainer 
 (part 46) and cleaning same. When the engine is to be laid up for an 
 indefinite time the reservoir, if the oil has been in use for a long time, 
 should be drained (by drain cock, part 47) and thoroughly cleaned 
 with kerosene. This is necessary because the lubricating oil, due to 
 its continued use, will have become more or less carbonized and during 
 an indefinite lay up the carbon will be deposited, forming a sticky 
 mass difficult to remove. In filling the reservoir with new oil, after 
 cleaning the strainer, etc., care should be taken to see that the suction 
 pipe of the pump is filled with oil. This may be done by fully opening 
 the adjustable by-pass so that the pump starts without any back 
 pressure, thus freeing itself of any air which may exist on the suction 
 side of the pump. If for any reason the suction pipe is removed from 
 the engine it should bo filled with oil before it is replaced. Be par- 
 ticularly careful to see that the joints on the lead gaskets are made 
 perfectly tight. Leakage of air into the suction pipe will prevent 
 the pump from developing its proper pressure and capacity. 
 
 27d. Oiling of cam shafts. Cam shafts are lubricated by the 
 oil which is splashed on them from the connecting rods, and the supply 
 is ample under ordinary circumstances. However, when the engine 
 has not been operated for some time or when first installed the bear- 
 ings will be dry. As a result, when the engine is started, the bearings 
 are liable to run hot before the splash lubrication is properly estab- 
 lished. In such cases the handhole cover (part 14) should be removed 
 and the cam shaft bearings should be thoroughly flooded with oil by 
 hand previous to starting, otherwise there is danger of twisting the 
 cam shafts due to binding at the bearings. 
 
 27e. Hand lubrication. Parts not automatically lubricated 
 and needing special attention are: 
 
 1. Generator bearing. The outboard bearing should be filled with 
 the best grade of thin lubricating oil, care being taken not to allow 
 
30 
 
 it to overflow. Oil throwing is usually due to excess of oil and can 
 be avoided by care in filling the oil reservoir. This bearing should 
 be examined at least once a day while the machine is in operation to 
 see that the oil rings are turning properly and that there is sufficient 
 oil in the reservoir. When it is necessary to renew the oil, draw the 
 old oil out from the reservoir by means of the oil plug. 
 
 2. Collar, shoes, and pivots of governor; also bell connection of 
 governor Isver. Oil with squirt can once every 10 hours, or more 
 often if necessary. 
 
 3. Gasoline pump. Put a few drops of oil around the plunger and 
 eccentric once or twice every 10 hours. 
 
 4. Parts of compression relief lever (within engine frame) and 
 valve stems. Oil with squirt can when necessary. 
 
 5. Water-pump grease cups (and grease cups for eccentric strap, 
 form Al engines only) should be filled once at least during each eight 
 hours of continuous operation. Only No. 2 grease of the Vacuum 
 Oil Co. should be used. This grease is furnished by the Engineer 
 Department. 
 
 6. Governor dashpot. Do not use oil in the governor dashpot. 
 From time to time, or if the governor has a tendency to stick, wipe 
 out the dashpot and put a little powdered graphite therein, work the 
 plunger a few times, and then remove and wipe both plunger and 
 cylinder and replace. 
 
 7. Bearings of fan motor. 
 
 8. Magneto (see pars. 29f, 29g, 29Ji). 
 [See also par. 27d on oiling of cam shafts.] 
 
 27f. Packing oil pump. Follow same procedure given in par- 
 agraph 28d. Use part 704 or 204 for packing. 
 
 FUEL SUPPLY. 
 
 28a. Proper mixture. Under normal conditions, at full load, 
 proper fuel mixture will be obtained when the air valve is approxi- 
 mately midway between "H" and U C" and the needle valve is 
 between 3 and 6. However, conditions for proper mixture can only 
 be determined by experiment. The engine should not be run con- 
 tinuously with the air valve at U H," both because crank case air is 
 low in oxygen and also because such procedure may rob the middle 
 cam-shaft bearings of the proper supply of oil. 
 
 28b. Quality of gasoline. Commercial gasoline of 58 to 68 
 Baume should be used. To test gasoline for water, pass the liquid 
 through a piece of chamois; the gasoline will pass through but the 
 water will be retained on the chamois. The storage tanks which are 
 furnished with all engines are tested to 100 pounds hydraulic pressure 
 and are water-tight at that pressure; therefore no water should 
 leak into the gasoline from the tanks. However, sometimes water 
 finds its way into the gasoline and gets into the carburetor where it 
 
31 
 
 lodges. An occasional examination should therefore be made to 
 ascertain the condition of the fuel. At least one case is on record 
 where the engine failed to operate due to this cause and considerable 
 time was wasted before the cause was ascertained. 
 
 28c. Filling the carburetor. When starting the engine, the 
 carburetor must be filled by means of the hand pump until gasoline 
 overflows freely into the return pipe. This is necessary to prevent 
 flooding of the carburetor, which may occur upon starting the 
 engine, particularly when air pockets exist in the overflow pipe. 
 As there is always a possibility that the engine may back-fire when 
 starting cold, the consequences may be serious if back-firing occurs 
 with the carburetor flooded. The precaution of thus filling the 
 carburetor by means of the hand pump until it overflows 
 freely must be observed each time the engine is started. 
 
 28d. Packing the gasoline pump. In packing gasoline pump 
 with metallic packing 1 the following method should be used (see 
 
 PLUNGER 
 
 GLAND 
 
 GLAND NUT 
 
 PLASTIC METALLIC 
 PACKING. 
 
 Fig. 13. Packing of gasoline pump. 
 
 fig. 18) : The pump body should be removed from the engine and 
 held in a vise, the gland nut and gland removed, and the metallic 
 
 1 Hemp packing is no longer issued for packing of gasoline pumps. However, hemp packing on hand 
 should be used. This packing should be first thoroughly soaked in glycerin and then packed in place. When 
 packing is properly compressed, the gland nut should be loosened one turn and the plunger lubricated 
 with oil. 
 
32 
 
 packing (parts 192 and 193) packed in place. Next the gland should 
 be replaced and the packing compressed by driving the gland home 
 by means of a hammer (interposing a block of wood between 
 the hammer and the gland). When the desired amount of pack- 
 ing has been compressed in this manner, the pump may be reas- 
 sembled on the engine and the packing nut well tightened up, and 
 then backed off one turn. If necessary, after running the engine 
 a day or so, the packing nut may be again tightened up and backed 
 off one turn. Do not start engine with gland nut screwed tight, 
 as this will certainly score the plunger. 
 
 28e. Gasoline needle valve. A frequent cause of faulty opera- 
 tion, or failure to start, is clogging of the needle valve. To clean, 
 remove adjusting needle (76) and pass a small straight wire through 
 the nozzle into the gasoline chamber. 
 
 28f. Starting in cold weather. If there is difficulty in starting in 
 cold weather, a quantity of waste dipped in hot water and placed on the 
 intake pipe (at either side of the throttle, valve) will assist in vaporizing 
 the gasoline and will generally facilitate starting. (See par. 26i.} 
 
 28g. Electric air heater. An electric air-heating device is 
 attached to all engines except those sent to localities south of San 
 Francisco and Savannah. This device is so placed that the air 
 drawn through the carburetor first passes through the heater. It 
 should be kept in circuit only when necessary to keep the throttle 
 valve from freezing, which, as a rule, will require its use only 20 to 
 30 minutes after starting. It should be used only when the air is 
 damp and the room temperature is at or below 60 F. Failure to 
 use it where conditions demand it may result in engine racing or 
 slowing down due to freezing of throttle valve in open or closed 
 position. The heater should be switched in only when necessary, 
 as it uses a considerable amount of energy and, like any resistance, 
 will burn out if continually used. As the air in the engine crank 
 case is cold when the engine is started, the best results from the heater 
 can be obtained by placing the air-valve lever on 4 'C." In this 
 position all the air will be drawn through the heater. As the engine 
 heats up the lever may be advanced slowly until it is half way between 
 "H" and "C." As soon as practicable thereafter the heater switch 
 on the generator should be opened. If, after the heater has been 
 switched off, the throttle still shows a tendency to freeze, the air- 
 valve lever should be turned to the extreme left position 4 'H," 
 drawing all the air from the engine base. (See par. 28a.~} If the 
 air lever is intelligently used, there should be no trouble from throttle 
 freezing nor should there be any necessity for continued use of the 
 heater. Freedom of the throttle valve may be tested by moving 
 the throttle-valve operating lever (part 216) back and forth slightly 
 by hand to see that the governor acts properly when the lever is 
 released. 
 
33 
 
 IGNITION SYSTEM. 
 
 29a. Disassembly of magnetos. 1 Magnetos are delicate pieces 
 of apparatus and should be handled accordingly. Do not disassemble 
 magnetos unless it is absolutely necessary. Manufacturers guarantee 
 the proper performances of their magnetos, but once the magnets 
 or armatures are removed their responsibility ceases. If troubles 
 in the ignition system are traced to the magneto, it should be turned 
 over to the Engineer Department for overhauling at the factory. 
 
 To remove interrupter covers : 
 
 1. G. E. magneto: Turn spring studs on cover 90. 
 
 2. Eisemann magneto: Turn cover counter clockwise until 
 
 released. 
 
 3. Splitdorf magneto: Evident on inspection of magneto. 
 To remove interrupter mechanism: 
 
 1. G. E. magneto: Pull outward spring-controlled limit pin 
 
 on right side of interrupter base (part 440) and at same 
 time turn interrupter base in a counter clockwise direc- 
 tion until released. 
 
 2. Eisemann magneto : Grasp the cylindrical portion of support 
 
 containing part 891 and pull outward until mechanism 
 is disengaged. 
 
 3. Splitdorf megneto: Pull the timing lever (part 1021) di- 
 
 rectly outward. 
 
 29b. To replace a magneto. If the magneto is the one issued 
 with the set and the gear setting is correct (as it will be if not dis- 
 turbed, see par. 30f), it is only necessary to engage the driving and 
 driven couplings (43 and 43-A2). This may result in the firing being 
 either 90 or 180 degrees out of phase. To test, remove spark plugs, 
 attach them to their respective high-tension terminals and ground 
 them on their respective cylinders; then retard the spark; place 
 ignition switch on battery; rotate the flywheel in the proper direc- 
 tion and watch the indicator (part 33). When it is pointing verti- 
 cally upward, or nearly so, plug at cylinder No. 1 should spark, when 
 pointing to the right No. 2, when pointing down No. 4, when point- 
 ing to the left No. 3. If the resulting fire is 4, 3, 1, 2, instead of 1, 
 2, 4, 3, as given above, change the coupling by 360 degrees. If the 
 resulting firing is 2, 4, 3, 1 or 3, 1, 2, 4, instead of 1, 2, 4, 3, change 
 coupling by 180 degrees in the proper direction. Always check the 
 setting the second time. 
 
 1 In an emergency it may be inexpedient to adhere to the procedure given in this paragraph in regard 
 to repair of magnetos. In such cases observe the following precautions: Do not remove the armature from 
 the mageto unless the magnets have been previously removed. When magnets are removed, they should 
 be immediately short circuited with a piece of soft iron or laid on a flat surface so as to form a closed mag- 
 netic loop (south pole in contact with north pole). In replacing magnets be careful to replace them in 
 their original positions. Do not strike magnets. If the precautions noted above are not observed, magnets 
 may lose their magnetism and the magneto rendered useless. Should the gears and pinions be removed, 
 see that the reference marks thereon register when gears are replaced. 
 
 2206G 1G^ 3 
 
34 
 
 29c. To install a new magneto. The procedure is generally the 
 same as given above. In this case, however, the adjusting lever 
 (part 70 or 961) will be issued blank and it will be necessary for an 
 experienced operator to determine the proper starting and running 
 points and to notch them on the lever. The criteria by which the 
 proper running point may be determined are quiet operation, speed, 
 absence of preignition, etc. 
 
 29d. Testing ignition system. Difficulty in starting and faulty 
 operation are frequently due to causes outside of the ignition sys- 
 tem, such as faulty carburetor, leaky valves, etc. Spark plugs 
 should be frequently and thoroughly cleaned with gasoline and the 
 carbon deposit scraped therefrom, if necessary. The distance be- 
 tween the electrodes of the spark plugs should be from T% to % 
 inch. If troubles develop which can not be located by a cursory 
 examination, they may be located by performing the following 
 operations in the sequence given: 
 
 (1) Inspect circuits for grounds, open circuits and short circuits. 
 Make sure that all connections are clean and rigid. 
 
 (2) Place ignition switch on battery. Test sparking as explained 
 for checking magneto installation given in paragraph 29b. Replace 
 defective spark plugs. If this procedure does not correct faults 
 then : 
 
 (3) Distributor cover and interrupter cover (or breaker-box cover 
 of Splitdorf magneto) should be removed and all contact surfaces 
 cleaned with gasoline. (See paragraph 29e on adjustment of plati- 
 num contacts.} After this procedure, repeat operation 2 above. If 
 fault still exist then: 
 
 (4) Turn the engine over by hand until platinum contacts of the 
 magneto close. Place ignition switch on battery. Remove one of 
 the battery leads from the battery and rapidly make and break the 
 battery circuit at the battery terminal. If no spark is observed the 
 trouble is probably due to faults in the battery connections or to poor 
 contact at platinum contacts (see par. 29e). If spark is observed, 
 then : 
 
 (oa) G. E. and Eisemann magnetos: Disconnect middle lead from 
 distributor, turn engine over by hand until platinum contacts close. 
 Place ignition switch on battery. If a spark can not be produced at 
 safety spark gap by rapidly switching the key between "battery" 
 and "off" several times, the trouble must lie in the transformer 
 coil; or 
 
 (5b) Splitdorf magneto: Turn engine over by hand until platinum 
 contacts close. Place ignition switch on battery. Remove center 
 lead from distributor and fix terminal so as to provide spark gap to 
 ground (on engine or battery box, etc.) of one-fourth inch not 
 more then lightly but rapidly tap the button on the ignition 
 
35 
 
 switch. If no spark appears at the improvised spark gap, the trouble 
 lies in the transformer coil. 
 
 (6) If the engine runs properly on battery but will not run properly 
 on magneto and the faults are not apparent on careful examination, 
 the magneto should be turned in to the engineer department for 
 overhauling at the factory. 
 
 29e. Platinum contacts. A gauge (small piece of sheet steel, 
 part 329, 898, or 978) is furnished with each magneto for adjusting 
 the gap between the platinum contacts. At maximum opening the 
 gap should be adjusted sufficiently to accommodate the gauge. It 
 should be observed that when any magneto part, the function of 
 which is to operate the "make and break" mechanism, is changed, it 
 will be necessary to readjust the gap between the contacts. The 
 adjustment is not complete until the adjustable contact is locked by 
 the set screw or nut provided. After long use the platinum contacts 
 become worn, pitted, and fouled. When occasion demands, contact 
 surfaces should be trued with a file or emery paper. After this pro- 
 cedure, see that full surface contact is obtained when the gap is closed. 
 
 29f. Care and maintenance of G. E. magneto. Use good, 
 light machine oil. Clean with gasoline and lubricate sparingly ball 
 bearings, cam and interrupter lever, copper head on end of the 
 armature and brush pressing against same, copper plate on distributor 
 finger. Clean with gasoline cylindrical surface of distributor, brush 
 in distributor finger. Lubricate gear and pinion through hole in 
 top of gear guard and spring in back of interrupter base. 
 
 29g. Care and maintenance of Eisemann magneto. Fill 
 now and then with vaseline the small lubricator placed at the end 
 of the distributor shaft in the center of the large gear, and the lubri- 
 cator between magneto and gear cover. Lubricate with the best 
 lubricating oil the wick oilers on the main bearings at the driving and 
 collector ends (the latter being ball bearings), the shaft of the platinum 
 contact lever and the cam which operates it. Clean frequently with 
 gasoline the carbon brush on distributor finger, the platinum con- 
 tact, the spring contact (part 891), and the metallic contact pieces on 
 the distributor plate. 
 
 29h. Care and maintenance of Splitdorf magneto. Lubri- 
 cate gears with best lubricating oil through oil cups on back plate; 
 lubricate distributor shaft bearing through oil well at top of front 
 plate; and lubricate armature shaft bearing through oil ducts on 
 side of front plate. Clean frequently with gasoline the carbon brushes 
 on distributor cover and brass segment on distributor. Clean with 
 gasoline and lubricate sparingly cam and interrupter lever. 
 
36 
 
 ADJUSTMENT, MAINTENANCE, AND INSTALLATION OF 
 PARTS OF ENGINE PROPER. 
 
 30a. Bearings. Each bearing is supplied with five sets of shims 
 on each side. Each set is made up of one shim 0.030 inch thick, one 
 shim 0.015 inch thick, and three shims 0.005 inch thick, making a 
 total thickness of 0.060 inch. When making adjustments for wear 
 do not take out more than 0.005 inch on each side. Take out one 
 shim 0.005 inch thick each time for the first, second, and third adjust- 
 ments. Fourth adjustment, take out one 0.015-inch shim and put 
 back two 0. 005-inch shims. Fifth and sixth adjustments, take out 
 one 0.005-inch shim each time. Seventh adjustment, take out one 
 0. 030-inch shim and put back one 0.0 15-inch and two 0.005-inch 
 shims. Eighth and ninth adjustments, take out one 0.005-inch shim 
 each time. Tenth adjustment, take out one 0.015-inch shim and 
 put back two 0.005-inch shims. Eleventh and twelfth adjustments, 
 take out one 0. 005-inch shim each time. Linings 130, 135, and 136 
 (see list of parts) are all made from the same drawing and have the 
 same dimensions, but owing to unequal wear in operation (the lower 
 lining wearing most) it is advisable to replace linings after disas- 
 sembly in the same places in which they were found originally. This 
 is particularly important on crank-shaft bearings to maintain proper 
 shaft alignment. For this reason all linings, both in engine and 
 furnished as spare parts, are marked with numbers on edge facing 
 exhaust side of engine. Inside main crank-shaft linings are numbered 
 2, 3, 4, beginning with the flywheel side, and similarly connecting 
 rod head linings Cl, C2, C3, C4. Figures must appear upright in the 
 position they occupy in engine, so that upper linings will have figures 
 near lower edge and lower linings will have figures near upper edge. 
 In a similar manner main end bearing linings (293 and 294) are 
 made from same drawing and marked 1 and 5, respectively. Each 
 bearing stud or bolt is fitted with a standard hexagonal-head case- 
 hardened nut and lock nut. After slacking off the lock nut one or 
 two turns, tap the outer shell back, which will at once release the 
 clamp on the inner shell, and the nut can then be taken off easily by 
 hand. When tightening up connecting-rod head bolts, make sure 
 the head is down in place and the flat on the bolt head fits with the 
 corresponding flat on the connecting rod, so as to prevent turning. 
 This also applies to the end bearing bolts and the cylinder holding- 
 down bolts to middle bearings. When taking off or replacing the 
 end bearing caps, it is necessary to hold up the bolts as high as 
 possible on account of clearance. In making adjustments to bear- 
 ings, take note that all parts are numbered on the exhaust side from 
 1 to 4, running in sequence from the flywheel end. They should be 
 replaced accordingly. 
 
37 
 
 30b. Valves. Do not grind in valves unnecessarily. Before 
 attempting to grind in valves, make sure that they need it. In most 
 cases cleaning the valve and valve seat thoroughly with gasoline 
 will disclose the fact that no grinding is necessary, As further test, 
 after cleaning, oil contact surface lightly and rotate the valve in its 
 seat under pressure by means of a breast drill or brace. Upon with- 
 drawing the valve from its seat, the necessity for grinding in will be 
 apparent to an experienced operator. To grind in valves, lubricate 
 valve contact surfaces and place a little flour of emery on the valve 
 seat (use emery sparingly), rotate the valve with a slight pressure; 
 examine and test surfaces from time to time as explained above. 
 Cotton waste should be packed into cylinder passages in order to 
 keep the emery out of cylinders. Remove all traces of emery from 
 the valve before final assembly. The valve tool should be used 
 sparingly or preferably not at all. It should be used only by expe- 
 rienced mechanics. It should not be used unless valve seat is badly 
 pitted or burned while the valve itself is in good condition. Other 
 than sparing use of the tool will result in ruining the cylinders. 
 Before using the tool remove with gasoline or, if necessary, with a 
 scraper, the hard scale which forms on the interior of the ports; other- 
 wise this scale wiH prevent the tool from making a good surface on 
 the valve seat. When valves are ground or when new valves are 
 installed, it will be necessary to check the valve setting. To do this, 
 turn the engine over by hand until the valve seats firmly. Then 
 adjust, by means of the valve adjusting clamp (part 67), the distance 
 between the valve stem and the tappet rod so that there is a clearance 
 of -^2 inch between them when the parts are hot. This clearance 
 should be accurately measured. If the valves are so adjusted 
 that they do not seat properly, the hot gases will play through the 
 opening and burn the valve stems. 
 
 30c. Cylinders, piston rings, etc. The tendency of all internal 
 combustion engines is to form a deposit of carbon on the inside of 
 the cylinders and this tendency is increased when the engine is run- 
 ning under partial load. The tendency can be reduced when the 
 engine is run under light load by throttling the gasoline so as to pro- 
 duce a leaner mixture. If the gasoline is throttled too much, how- 
 ever, there is liability of back-fire taking place (there is no danger 
 from this source unless carbureter is flooded). Carbon in the cylin- 
 ders causes the piston rings to stick and become inoperative, as well 
 as to wear on the sides of the cylinders. Cylinders can be kept in 
 perfect condition by the use of kerosene oil. Pour a small quantity 
 of kerosene oil, enough to fill one cartridge shell (or two shells if the 
 engine has been operated at or near full load for five or six hours) 
 into each cylinder at the end of the run and while the engine is hot. 
 Turn the engine over by hand two or three times so as to thoroughly 
 
38 
 
 wash the sides of the cylinders with oil and to allow it to work in 
 and around the piston rings, and leave it there until the next run. 
 This should be done frequently; but it should not be done, however, 
 when the set is to be laid up for an indefinite period, as kerosene in 
 the cylinders will cause rust. Carbon can be completely removed 
 from the cylinders by commercial acetone. Acetone should be used 
 only when the cylinders are disassembled and it is impossible to remove 
 the carbon in any other manner. 
 
 30d. Governor. Trouble has been experienced with the engines 
 when first installed, due to a slight bending of the lever of the gov- 
 ernor (part 39), which caused the governor to stick and make the 
 regulation of the engine poor. This lever is easily bent, and the 
 bending may occur in the packing of the engine, in transportation, 
 or in setting up. The free working of the governor dashpot (part 13) 
 is absolutely essential to the proper operation of the governor. If 
 the engine does not regulate properly, this part should be examined 
 to see that it works freely. It has been found by experience that, 
 after the graphite has been placed in the dashpot, it should be wiped 
 out again, leaving merely a film on the inner surface of the dashpot. 
 (See par. 27e.) The engines are adjusted, on acceptance test, to 
 regulate properly. This adjustment is such that, upon throwing off 
 full load of 25 kw. or instantly applying a full load of 25 kw., the 
 voltage will return to the initial figure (stamped on the name plate 
 of the generator) within five seconds; moreover, the fluctuation of 
 voltage on constant load does not exceed one volt during long periods 
 of operation. Therefore, because of these careful adjustments before 
 shipment, it should be unnecessary to alter the governor in any 
 manner after receipt of the engine. Any failure to regulate should 
 be traced, if possible, to some other cause, and the governor, because 
 of its intricate construction, should be left undisturbed. If, upon 
 starting up, the speed at full load is not 560 r. p. m., a moderate in- 
 crease or decrease may be obtained by increasing or decreasing the 
 tension of the spring (part 57) . The speed at no load (with only the 
 fan for a load) may vary from 570 to 575 r. p. m. 
 
 30e. Flywheel. The flywheel is held to the crank shaft with a 
 key and taper fit, being securely clamped by a nut (part 106), in turn 
 locked by set screws (part 146). To remove the flywheel, first drive 
 out the cranking pin (part 73), loosen set screws and unscrew the 
 clamping nut; a special wrench is provided for this nut. The fly- 
 wheel should be slung so as to take its weight off the crank-shaft. 
 A special tool, "flywheel puller" 1 (parts 311, 312, 313), is furnished 
 for pulling the flywheel off the taper. Figure 14 shows method of dis- 
 
 1 No flywheel pullers are furnished with Form A engines. A puller similar to that illustrated above 
 can be readily fabricated if needed to remove flywheel hub. 
 
39 
 
 assembly, turning the nuts (part 312) draws wheel off easily. In replac- 
 ing the flywheel, push it on the shaft by hand as far as possible, forcing 
 
 Fig. 14. Removal of flywheel. 
 
 it finally in place by the clamping nut. Tighten the set screws and 
 drive in the cranking pin. 
 
 30f. Gears. It should be noted that when cloth gears are 
 furnished the pump and magneto gears are interchangeable, but such 
 is not the case, however, where steel gears are used throughout. If 
 the gears are removed for any purpose, they should be replaced as 
 indicated in figure 15. In the later engines gears are marked as indi- 
 cated in the figure. If gears are not marked as indicated, observe 
 that the reference line in all cases is the line through shaft center and 
 the center of the key-way. After replacing gears, always test order 
 of firing of cylinders as explained in paragraph 29b. 
 
40 
 
 W-fl 
 
41 
 
 GENERATOR AND MOTOR. 
 
 31 a. Field rheostat of generator. Although the generator is 
 flat compounded for 115 volts (or 230) at full load, it must be remem- 
 bered that at loads intermediate between no load and full load the 
 voltage is somewhat higher than the full or no load voltage. There- 
 fore, the proper setting for field rheostat should be determined either 
 at full load or no load. If field is adjusted to give 115 volts at half 
 load, say, the generator will fail to hold the voltage properly at all 
 other loads. 
 
 31b. Generator brush setting. The direction of rotation of 
 these machines is counter-clockwise when facing the commutator end 
 
 Fig. 16. Brush and holder. 
 
 and the brushes are always arranged so that they trail with reference 
 to the rotation of the commutator, figure 16. The nuts on the brush- 
 holder studs should be tightened so that studs will be held rigidly, 
 then clamp the body of the brush-holder firmly on the stud with the 
 lower edge of the box 3^ inch from the surface of the commutator. 
 Care should be taken to see that the lower side of the box (A-Al), 
 figure 16, is parallel with the surface of the commutator; in other 
 words, the distance of the point "A" from the commutator should be 
 the same as that of the point "Al." Also be careful to see that the 
 brush holders are staggered, so that the brushes on any one stud will 
 not follow exactly behind those on the next stud ahead. The brushes 
 should then be inserted in the boxes, properly sandpapered and fitted 
 to the surface of the commutator. 
 
 The brushes should be properly spaced by placing a paper ring 
 around the commutator marked with equal spaces to correspond to 
 the number of poles. When the brushes are correctly set, across the 
 brush-holder }^oke is chisled a line, just under the arrow on the right- 
 
42 
 
 hand side of the upper arm of the bearing bracket. This position 
 will give correct commutation and compounding for all loads. The 
 pressure of the brush should be from 1J to 2 pounds per square inch, 
 and can easily be adjusted by placing the adjusting lever in one of 
 the various notches. Nothing is gained by increasing the pressure 
 per square inch on a carbon brush above 2 pounds, as the resistance 
 per square inch beyond this point is practically not reduced, whereas 
 the friction is increased in direct proportion to the pressure. Fit the 
 carbon brushes carefully to the commutator by passing beneath them 
 Xo. sandpaper, with the rough side against the brush and the 
 smooth side held down closely against the surface of the commutator. 
 Move the sandpaper in the direction of rotation of the armature and 
 draw it back for the next cut with brush raised to free it of sand- 
 paper; then lower the brush and repeat the operation until a perfect 
 fit is obtained. If the brush requires considerable sandpapering, No. 
 2 sandpaper may be used at first, but the final fitting should be clone 
 with No. 0. If an attempt be made to fit the brushes without raising 
 them, while drawing the sandpaper back, it wiU in every case fail to 
 give satisfactory results. 
 
 31c. Generator commutator. The commutator, brushes and 
 brush holders should at all times be kept perfectly clean and free 
 from carbon or other dust. Wipe the commutator from time to 
 time with a piece of canvas slightly soaked with vaseline; if vaseline 
 is not at hand, use oil, but lubricant of any kind should be applied 
 very sparingly. If the commutator, when running, begins to give 
 trouble by roughness, with attendant sparking or excessive heating, 
 it is necessary immediately to take measures to smooth the surface. 
 Any delay will aggravate the trouble and eventually cause high tem- 
 peratures, throwing of solder and possibly displacement of the seg- 
 ments. No. sandpaper fitted to a segment of w^ood with a radius 
 equal to that of the commutator, if applied in time to the surface 
 when running at full speed (and if possible with brushes raised) and 
 kept moving laterally back and forth on the commutator, will usually 
 remedy the fault. If this does not suffice, it will then be necessary 
 to take the armature out, tighten up the segments and turn them off 
 true. A machine tool will not leave the surface smooth enough to 
 give perfectly satisfactory results. It is always necessary, before 
 putting on a load, after the commutator has been turned, carefully 
 to smooth the surface with the finest sandpaper, thus removing all 
 traces of the tool point. 
 
 31d. Generator connections. The connections and manner of 
 placing the spools are shown in fig. 6. Care should be taken to see 
 that all connections both between the coils and on terminal boards 
 are made as tight and rigid as possible, in order to reduce the contact 
 resistance to a minimum. 
 
43 
 
 31 e. Fan motor. Handhole covers on the fan motor should he 
 removed and hrushes and commutators examined from time to time. 
 It must he remembered that it is occasionally necessary to replace 
 carbon brushes. They should not be allowed to wear to such an 
 extent as to permit the rivets of the pigtail attachment to come in 
 contact with the commutator. The general remarks given in para- 
 graphs 31b and 31c, relative to the care of commutator and brush 
 settings, apply with equal force to the fan motor. 
 
 32. SYNOPSIS OF TROUBLES AND THEIR CAUSE. 
 
 Trouble. 
 
 Hard to start. 
 
 Knocking. 
 
 Overheating. 
 
 Poor regulation. 
 
 Cause. 
 
 Dirty plug (see par. 29d}. 
 
 Spark gap in plug not properly adjusted between 1/32 
 
 to 1/64 inch correct. 
 Broken porcelain insulator at plugs or insulation of 
 
 high-tension lead punctured . 
 Wiring connections not rigid. 
 Poor mixture. 
 Cold weather (see par. 27f). 
 Spark too far advanced for load. 
 
 One cylinder not firing, the others being therefore over- 
 loaded. 
 Pre-ignition, caused by too rich or too lean a mixture or 
 
 by carbon in cylinders. 
 Loose bearings. 
 
 Water circulation faulty (see par. 26V). 
 Fan stopped. 
 
 Improper mixture (see par. 2 8 a}. 
 Spark retarded too much. 
 One or more cylinders not firing (this also manifests 
 
 itself by periodic swing in the voltage) . 
 Sticky governor or dashpot (see par. 27 e}. 
 Sticky or dirty throttle valve. 
 Gasoline needle valve clogged (see par. 28e). 
 
44 
 
 PART III. INSTALLATION. 
 
 SHIPMENT: 
 
 33. Before shipment the exhaust header and the intake manifold 
 are removed and replaced by two lifting bars by which the set may be 
 safely lifted. The set, as a whole, should be lifted in this manner 
 only. The sets when received will be found disassembled and packed 
 in the following manner: 
 
 1. A crate containing the engine and the generator (minus the 
 parts listed below). 
 
 2. A box containing the exhaust header. 
 
 3. A box containing the intake manifold, carburetor, hot-air in- 
 take, water-outlet pipes (from cylinders to exhaust header), field 
 rheostat and electric air heater (if one be furnished). 
 
 4. A box containing the governor, governor bracket, and the 
 throttle valve connecting rod. 
 
 5. A box containing the tool box and tools. 
 
 6. A box containing spare part box and spares. 
 
 7. A box containing foundation bolts. Foundation bolts, of type 
 indicated in fig. 17, are shipped in advance of set proper and as early 
 as practicable. 
 
 8. A crate containing the radiator, motor, motor pedestal, and sub- 
 base. 
 
 9. A box containing fan motor rheostat. 
 
 10. A box containing 100 starting cartridges. 
 
 11. A box containing the muffler. 
 
 ASSEMBLY: 
 
 34. Each separate box or crate is marked with the serial number 
 of the set, and only the component parts thus indicated should be 
 comprised in a given installation (i. e., governors, radiators, etc., are 
 not interchangeable). Where there is a likelihood of wrong assembly, 
 the parts are marked to indicate their correct positions. Particular 
 attention is invited to the fact that water-outlet pipes (parts 55, 613, 
 614, 615) are not interchangeable; the cylinders to which they belong 
 are indicated by numbers on the pipes. When assembling iron to 
 iron parts subject to heat (e. g., cylinders to exhaust manifold) the 
 surfaces not gasketed should be coated with a mixture of oil arid 
 graphite. When installing keyed parts on shafts, the shafts and keys 
 should be thoroughly oiled. 
 
45 
 
 FOUNDATIONS: 
 
 35. Provide the sets with a suitahle foundation, at least 2 feet thick 
 and resting on hard earth. The foundation bolts should be set in 
 pipes, allowing displacement in all directions until the engine is located 
 over them. The customary way of insuring that the engine base will 
 have an even bearing on the foundation, is to raise it about f to J 
 inch on wedges or shims; level it and tighten holding nuts and then 
 float the top of the foundation with concrete grout to a height slightly 
 above the bottom of the engine base. The simplest way of leveling the 
 engine consists in removing cylinder No. 4 and leveling the machined 
 surface of its seat both longitudinally and laterally. Be sure that 
 grout fills pipes for foundation bolts. The subbasc, the radiator, and 
 fan motor should be similarly installed on a concrete foundation of at 
 least 6 inches thick. The district engineer officer must provide the 
 necessary foundation bolts (f-inch diameter) for the radiator sub- 
 base. For typical sections of foundations see figs. 24 and 25. Sets 
 will run without objectionable vibration or excessive noise only when 
 foundations are properly constructed. 
 
 ' FOUNDATION PLATE 
 
 
 -HEX.HD. NUT f *9TH'H 
 ASHCA 
 
 'LONG THREADED ON 
 BE .REMOVED BEFORE 
 
 
 i IN. 
 
 
 ^W 
 
 RLE ^i 
 W. TO 
 NG. 
 
 
 
 (JlJjj^'il'j^L T ---^i 
 
 ~l$s2? 
 
 
 
 
 ^2$" PIPE L FT. 5 IN. LONG. 
 
 t-Zg PIPE COUPLING 
 
 WNIF 
 
 ONE E 
 GROUT 
 
 Fig. 17. Foundation bolt for engine base. 
 
46 
 
47 
 
48 
 
 WATER COOLING SYSTEM: 
 
 36a. General. It is absolutely essential that the water-cooling 
 system be carefully installed before any attempt is made to operate 
 the sets. The amount of water required in the circulating system is 
 small. The exact amount depends upon the installation, but in a 
 general case it will not exceed 50 gallons. 
 
 36b. Valves. No valves are to be placed in the main line of 
 piping of the cooling system, either in the water outlet pipe (from 
 exhaust manifold to radiator) or in the return pipe (from radiator to 
 pump). Such a valve if installed might be left closed at starting with 
 consequent disastrous results to the engine. 
 
 36c. Size of pipe. The size of the water-pipe connections 
 (1^-inch) on the engine and the radiator indicates the proper size of 
 pipe to be used when the radiator is placed at a distance of not more 
 than 30 feet from the engine. However, at greater distances the 
 friction in 1^-inch pipe would be too great. In such cases the size 
 of the pipe should be increased to 1^ inches or 2 inches, depending 
 upon the distance at which the radiator is installed. With 2-inch 
 pipe there should be no difficulty in operating the set with the radiator 
 at a distance of 200 feet from the engine, but in such an installation 
 care should be taken to avoid unnecessary bends and particularly 
 inverted siphons in the return pipe. All fittings must be tight, par- 
 ticularly on the suction side of the pump, as a small air leak may 
 materially reduce the volume of water circulated and cause overheat- 
 ing. 
 
 36d. Pressure gauge, waste cock, and sight-flow indicator. 
 A pressure gauge should be installed in the water system near the ex- 
 haust manifold. A gauge of the same size and interchangeable with 
 the oil gauge (part 45) and having a range of 25 or 30 pounds should 
 be used. The pressure gauge is attached by inserting a 1J by J inch 
 tee in the pipe leading from the top of the exhaust to the radiator 
 and as near the exhaust outlet as practicable. To the ^-inch opening 
 of the 1^-inch tee in the circulating pipe should be attached a ^-inch 
 tee by means of a nipple. To the top of this latter ^-inch tee should 
 be connected the pressure gauge by means of a nipple and J-inch tee 
 handle stop cock. To the bottom of the ^-inch tee should be con- 
 nected, in the order named, a nipple, a 45 elbow, and |-inch air cock 
 (waste cock) with lever handle. The installation should be such that 
 water draining from the cock will clear the exhaust manifold of the 
 engine. The cock immediately below the gauge is necessary to reduce 
 the effect of the pulsations in the water pipe. The proper method 
 of attaching the gauge and cocks is shown in fig. 20. The use of the 
 waste cock when the engine is in operation is described in paragraph 
 26f. The gauge cocks and pipe fittings are supplied by the Engi- 
 neer Depot, Washington Barracks. The sight-flow indicator should 
 
49 
 
 ho located immediately below the pump (below part 64) and in such 
 a position that the flap will be horizontal when no water is flowing. 
 
 * Wcrter pressure jot/ ye. 
 
 Or~ 
 
 WXTFS? OUT.T P/PE Or- 25 /f. W. GsIS MOTO/? SfTS /4DOPTZD 
 
 D/ST&/CT. 
 
 - /-/? 
 
 Fig. 20. 
 
 36e. Proper method of piping. The water supply should be 
 led to a point conveniently near the radiator so as to permit the 
 radiator being filled by hose through filling cap. The scheme of 
 attaching the supply pipe direct to the exhaust-water outlet on. the 
 engine for the purpose of insuring that the jackets are full before 
 the engine is started should be not resorted to generally. Successful 
 operation with such an installation depends upon proper manipula- 
 tion and functioning of valves. For example, if the supply valve 
 should leak in cold weather after the engine had been drained, the 
 water thus admitted to jackets might freeze and crack the cylinders. 
 This type of installation is also subject to the objection of air binding. 
 
 36f. Loss of cooling water. If the level of water in radiator at 
 overflow is not at the highest point of the cooling water system there 
 
 22066 16 4 
 
50 
 
 may be a considerable waste of water after shutting down due to the 
 difference in head between the highest point and the radiator over- 
 flow level. Thus, with 200 feet of 2-inch pipe higher than the radia- 
 tor overflow level, the loss of water on shutting down would be con- 
 siderable (approximately 30 gallons) and the advantages of the 
 closed system would be lost, particularly where good cooling water is 
 scarce. On the other hand, the amount of cooling water lost might, 
 in some cases, be negligible. Nevertheless, if practicable, the radia- 
 tor overflow level should be made the highest point in the water- 
 cooling system. Cases may arise where this would entail expensive 
 cutting of concrete above radiator in order to get necessary eleva- 
 tion, or would result in too great a reduction of head room near 
 engine (in order to keep exhaust water outlet pipe below plane of 
 radiator overflow level). The solution of the problem is a matter 
 requiring good judgment on the part of the constructing officer. In 
 extreme cases it may be necessary to have the highest point of the 
 cooling water system in the overflow; to vent the overflow at this 
 point; and to make the radiator cap water-tight by means of a suit- 
 able gasket. 
 
 36g. Where radiator is out of commission or not installed. 
 While in most cases it is best to adhere to the typical method of 
 installing the radiator and fan to cool the jacket water and thereby 
 avoid the waste of water and the occurrence of new complications, it 
 is possible to conceive of an emergency arising under which it may 
 be desirable or necessary to use water drawn from the city or post 
 water system (for example, when the fan or radiator is damaged). 
 The proper method of arranging the piping in such cases and the only 
 one which is recommended is shown in figure 21. The suction of the 
 pump is connected to the discharge above the manifold, thus com- 
 pletely by-passing the engine. The supply is led into this by-pass 
 just below the pump. A valve is placed in the supply before it 
 reaches the by-pass. The waste pipe of the system should be carried 
 up a few feet, and then across the ceiling to the point of discharge, 
 thus giving the necessary head room. The waste pipe should be 
 high enough to give a static head greater than friction head of the 
 by-pass; i. e., with the supply valve closed and by-pass full of water, no 
 water should appear at the overflow when the engine is in operation. 
 
 The discharge should be in clear view of the operator so as to 
 enable him to tell at a glance the amount of water that is wasting 
 from the system. In places where the set may be subjected to 
 freezing temperatures, a drain should be provided in the by-pass at 
 its lowest point. A strainer should be interposed in the supply 
 between the lower by-pass connection and the supply valve in order 
 to prevent injurious substances from entering the pump. No valve 
 except one in the supply pipe should be placed in the system. It 
 
51 
 
 should be noted that a permanent installation of this type should 
 be made only in cases where radiator is not installed. It is intended 
 primarily as a temporary installation to be resorted to only when 
 the radiator is out of commission. 
 
 36h. Other methods of piping. Other methods of piping than 
 those given above will lead to more or less serious complications. 
 For example, it has been found by actual experience that where the 
 city or post water is piped directly into the engine, unequal cooling 
 
52 
 
 in the cylinders results. This is due to the fact that the baffle plates 
 in the water-outlet pipes from the cylinders are proportioned to the 
 pressure created by the circulating pump. Any marked increase or 
 decrease in this pressure will cause unequal distribution of water 
 among the cylinders, and consequently unequal cooling. 
 
 FUEL SUPPLY: 
 
 37a. Gasoline tanks. The 370-gallon gasoline tank (see fig. 22 l 
 for dimensions) should be buried outside the engine room below the 
 level of the engine room floor. The bottom of the tank should not 
 ordinarily be more than 5 feet below the level of the engine base and 
 the tank should be placed as near the engine as is practicable. Before 
 installing, the tank should be thoroughly cleaned inside and coated 
 outside with tar. It should be set on a foundation of broken stone 
 about 18 inches thick to insure good drainage, and back-filled with 
 earth or small stone. Tanks should not ordinarily be installed so as 
 to permit their use by more than one engine, as this requires use of 
 valves in supply and overflow pipes. For the protection of the supply 
 and return pipe where they enter the tank, it is suggested that a 
 reinforced concrete box be built over the tank outlet. This box 
 should be about 15 inches square inside and 6 inches deep in the 
 middle, and should rest on the tank. A plate metal or reinforced 
 concrete cover should also be provided. This arrangement being be- 
 low ground will provide a well-protected means of access to the pipe 
 in case of trouble. It also gives a minimum space for the accumula- 
 tion of gasoline vapor in case of leakage. For these reasons it is to 
 be preferred to a manhole accessible from the ground level. 
 
 37b. Overflow pipe. It is absolutely essential that the return 
 gasoline pipe carrying the overflow from the carburetor to the tank 
 be installed without the slightest pocket in which air may collect. 
 A gradual descent from the carburetor to the tank is imperative, 
 otherwise when the engine is started the carburetor will flood. The 
 engine when started cold is liable to backfire through the carburetor 
 (as has happened on many occasions), and the results with a flooded 
 carburetor are serious. The necessity for a free overflow, there- 
 fore, can not be too strongly emphasized. Under ordinary con- 
 ditions a ^-inch pipe (inside diameter) for the overflow is sufficient. 
 However, if the tank is installed at a considerable distance from the 
 engine or the grade of the overflow pipe is slight, it is advisable to 
 install a f-inch pipe (inside diameter). 
 
 1 Two types of tanks are furnished, as shown in fig. 22, one with both heads dished, the other with one 
 head dished and one convex. The type depends upon the design used by manufacturer to whom contract 
 is awarded . 
 
53 
 
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54 
 
 37c. Supply pipe. The specifications under which the sets are 
 purchased require the gasoline pump to lift the supply of gasoline 
 5 feet. The gasoline pump will easily meet this requirement under 
 proper conditions and will generally lift the gasoline somewhat greater 
 distances than specified (the lift of the pump depends very largely 
 upon the temperature of the gasoline). The lift in all cases should 
 be as small as possible, having due regard for the slope of the overflow 
 pipe. As a general rule f-inch pipe (inside diameter) will be found 
 satisfactory for supply pipe. If possible the supply pipe should be 
 installed without foot valves (or check valves which are indicated 
 in fig. 22) in order that all gasoline may drain back into the tank 
 when the engine is stopped. If the lift does not exceed 6 feet and 
 the supply line is not unusually long, the pump will lift the gasoline 
 without a foot valve. Foot valves in the gasoline tank are likely to 
 get out of order and they are difficult to repair on account of their 
 location. It is recommended that the constructing officers experi- 
 ment with their installations before deciding upon the use of check 
 valves in the supply pipe. 
 
 37d. Piping in general. -Gasoline piping should be installed 
 without screw or breakable joints between the carburetor or pump 
 and the unions at the tank outlets. It is suggested that both the 
 gasoline supply and return pipe be continuous lengths of lead pipe 
 and that they be wiped to the nipples at tank outlets. Outside the 
 emplacement the piping should be placed in ducts or large iron tubes. 
 Gasoline pipes in the engine room floor should be installed in a 
 trench covered by removable floor plates, thus permitting the 
 piping to be inspected for leaks occasionally and giving easy access 
 for repairs. Brass overflow and supply pipes should be dropped 
 from the carburetor and the pump into the trench near the engine 
 and wiped into the lead pipes in the trench. An exception to the 
 general rule, that lead pipe shall be used for the gasoline supply 
 and overflow may be made if there is probability that rats would 
 gnaw the lead pipe. In some Coast Artillery installations, rats have 
 caused considerable damage to lead-sheathed cable. If such a con- 
 dition is anticipated, brass pipe should be installed and all joints 
 should be soldered. 
 
 RADIATOR: 
 
 38a. General. The fan throws a very large quantity of air 
 through the radiator, approximately 10,000 cubic feet per minute, 
 and a free circulation of cool air must therefore be provided. As a 
 rule, the fan room should be separated from the engine room and 
 provision should be made for taking the air either from the engine 
 
55 
 
 room or from the outside as may be required. Avoid installing the 
 radiator in such a manner that the same air will be used over again 
 and again, as such installation will cause a rapid rise in temperature 
 of the water. Radiators should be instaUed so that the radiator 
 tubes (not the motor) will face the window or opening through which 
 air is to be blown. It should be noted that a resistance is now pro- 
 vided on the switchboard for the radiator fan motor circuit. The 
 purpose of this resistance is described in paragraphs 20a, footnote, 
 and 26d. 
 
 38b. Ventilation of engine room by radiator. In the aver- 
 age installation air is drawn from the fan room and discharged 
 through an opening into the outside air. If it is desired in cold 
 climates to use the hot air from the radiator to heat the engine and 
 fan rooms, the fan motor leads should be reversed and the doors and 
 windows properly manipulated so as not to obstruct the free passage 
 of the hot air. In this manner the air is drawn from outside, heated 
 by the radiator, and forced through the fan and engine rooms to the 
 proper outlet. A reversing switch should not be installed in the 
 fan motor circuit, as this might be left open at starting. The proper 
 direction of rotation of the fan is counterclockwise (viewed through 
 the radiator tubes) . It should be noted that, due to propeller action 
 of fan, there is a thrust from the fan hub to the motor shaft. Reversal 
 of direction of rotation of fan will change this thrust to a pull and 
 there will be a tendency for the fan to pull itself loose from the cou- 
 pling and to pull the coupling from the motor shaft. Where reversal 
 of the fan is contemplated, therefore, it is apparent that set screws 
 and keys provided are not sufficient to resist this pull. In such cases 
 the shaft and coupling should be drilled and additional set screws 
 provided to properly bind the fan to the coupling and the coupling to 
 the generator shaft. 
 
 38c. Use of radiator to heat battery room. In cases where 
 "condensation" troubles are likely to be met, provision should be 
 made for the use of hot air from the radiator to heat the battery 
 rooms. Fig. 24 shows a typical power installation in a modern 
 mortar battery. When the door in air passage is in position o-n, 
 the hot air from the radiator is discharged through the flue; when in 
 position op, the hot air may be forced through the various battery 
 rooms. To insure the proper circulation of air in the latter case, it 
 may be necessary to place a damper in the flue. Fig. 23 show a 
 convenient arrangement and the use of doors in 14-inch gun battery 
 (2-story type) in cases where it is desirable to heat battery by hot 
 air from the radiator. The radiator in this case discharges into the 
 air passage. By closing the doors across passage 6, the hot air is 
 
56 
 
 forced through passage a; similarly by closing doors across passage , 
 air may be forced through passage bb. The other door, shown in 
 
 USE OF RADIATOR TOR HEATING 14" GUN BATTERY. 
 
 Fig. 23. 
 
 fig. 23 , may be used as a deflector, dividing the air from the radiator 
 between e and/. 
 
 EXHAUST CONNECTIONS: 
 
 39. The exhaust header is provided at either end with a blind and 
 threaded flange. The exhaust connections may therefore be led 
 from either end of the engine. The muffler has a red arrow painted 
 thereon to indicate the proper direction of gas flow. Should the 
 muffler or any portion of the exhaust pipe be placed vertically, pro- 
 vision must be made for draining all pockets. Standard 3-inch pipe 
 shoidd be used in the exhaust connections. The exhaust piping 
 should be kept as free from elbows as is practicable. Too many 
 elbows give an excessive back pressure on the engine and result in 
 faulty operation. As a general rule, not more than four right-angle 
 turns should occur; 45 bends should be used in preference to 90 
 bends wherever practicable. 
 
 SWITCHBOARDS: 
 
 40. A generator panel is issued with each set, and feeder panels 
 where required. The panels should be installed about 2^ feet from 
 the wall and in front of an open manhole or trench (provided with a 
 cover plate) from 1 to 4 feet deep, in which all the feeder cables and 
 
57 
 
 generator leads can terminate. The generator leads should be pref- 
 erably installed in three 2-inch pipes placed under the floor with long 
 sweep elbows turning up under the generator frame and projecting 
 about an inch above the floor. The other ends of the pipes should 
 terminate in the manhole behind the switchboard. The field of 
 generator must be so connected to the switchboard that opening of 
 circuit breaker does not open the field current. In some cases where 
 a feeder panel is installed a satisfactory method of wiring the sets is 
 to terminate all feeder cables in the trench in rear of the switchboard, 
 and connecting these cables to the feeder switches and circuit 
 breakers by vertical risers of solid weatherproof wire (about No. 2 
 B. & S. gauge). These risers, because of their stiffness, can be shaped 
 and squared up in a workmanlike manner. Feeder cable after leaving 
 the switchboard should preferably be placed in ducts if placed in 
 trenches they should be hung on cable hangers on the walls of the 
 trench so each individual cable may be readily identified at any place 
 in the trench. The generator and power leads can be run directly 
 to the generator switches and circuit breakers without employing 
 vertical risers. A clear passage should, be left in the rear of the 
 board. 
 
 TESTING THE INSTALLATION: 
 
 41. Each set should be operated by the Engineer Department after 
 it has been installed for a period sufficiently long to insure that the 
 installation is complete and satisfactory. Before the engine is 
 started, this entire instruction book should be carefully read by the 
 Engineer Department employees in charge of the installation. 
 
 TYPE PLANS: 
 
 42. In the following pages will be found plans of typical installa- 
 tions in a modern mortar battery and in a detached power house, 
 typical switchboard installations, and general outlines of power distri- 
 bution systems. 
 
58 
 
59 
 
60 
 
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70 
 
 PART IV. PART LISTS- 
 DIRECTIONS FOR ORDERING PARTS. 
 
 43. Requisitions for parts should be submitted through local 
 district Engineer officer, except in cases where engines are operated 
 by the Quartermaster Department in connection with post lighting 
 systems. In the latter case requisitions are to be submitted through 
 the Quartermaster Department, and in this connection attention is 
 invited to Par. V of G. O. 48, 1913, and Par. Ill of G. O. 80, 1914. 
 Requisitions should contain the following information: 
 
 (a) Part number and designation. 
 
 (b) Serial number of engine, generator, fan motor, magneto, heater, 
 or switchboard for which the part is required. 
 
 (c) Application (whether to replace an unserviceable part, replenish 
 spare part box, or as reserve, in excess of spare-part allowance, to 
 cover future breakage). 
 
 (d) Shipping directions, to be furnished by District Engineer Officer. 
 
 SPARE PARTS. 
 
 44. The authorized allowances of spare parts are given in para- 
 graph 59. These articles should be kept on hand as far as practicable 
 atall times, but not in excess of quantities indicated. As soon as a spare 
 partis renewed from the spare-part box and placed in service a new part 
 should be requisitioned for. Spare cylinders are supplied as follows: 
 One to each coast-defense command within the continental limits of 
 the United States (in special cases one for each fort), and one for 
 each engine in foreign possessions. The full number of cylinders 
 should be maintained at all times, new cylinders being requisitioned 
 for promptly as the spare cylinders are put into service. 
 
 SYNOPSIS OF PART LISTS: 
 
 45. The following outline shows the arrangement of part lists in 
 the following pages: 
 
 COOLING WATER SYSTEM: 
 
 Parts of cooling water system on engine, not including pumps 
 (par. 47a). 
 
 Kinney water pump (par. 476). 
 
 Gear water pump (par. 4~c}. 
 
 Radiator, not including motor (par. 47 d). 
 
 Radiator motor, type C. V. C.-112 and fan resistance (par. 47e). 
 
 Radiator motor, type C. Q.-3 (par. 47f). 
 FUEL-SUPPLY SYSTEM: 
 
 Gasoline pump (par. 480). 
 
 Carbureter, throttle valve, air valve, hot-air intake, and pipe 
 connections (par. 48b). 
 
 Governor (par. 48c}. 
 
 Air heater, including parts on generator frame (par. 48d). 
 IGNITION SYSTEM: 
 
 Splitdorf magneto (par. 49a}. 
 
 Splitdorf transformer coil (par. 49b). 
 
71 
 
 Eisemann magneto (par. 49c}. 
 
 G. E. magneto (par. 49d}. 
 
 G. E. and Eisemann transformer coils (par. 49e}. 
 
 Parts of ignition system not included in paragraphs 49a, 491), 
 
 49c, 49d, and 49e (par. 4V/}. 
 OILING SYSTEM (par. 50}. 
 CYLINDERS, PISTONS, CRANK-SHAFT CONNECTING RODS, 
 
 BEARINGS, ETC. (par. 51}. 
 
 INTAKE AND EXHAUST VALVES AND OPERATING PARTS, 
 PRIMING AND RELIEF VALVES, CYLINDER PLUGS, ETC. 
 (par. 52}. 
 INTAKE AND EXHAUST CAM SHAFTS, SHIFTING LEVERS, 
 
 MAGNETO, AND PUMP GEARS, ETC. (par. 53}. 
 CARTRIDGE STARTERS: 
 
 Cartridge starter, old type (par. 54a}. 
 
 Cartridge starter, new type (par. 54b). 
 EXHAUST MUFFLER (par. 55}. 
 GENERATOR: 
 
 Frame and parts thereon, not including terminal boards or pole 
 pieces (par. 56a}. 
 
 Bearing bracket and parts thereon (par. 56b}. 
 
 Armature, commutator, and shaft (par. 56c}. 
 
 Pole pieces and field coils (par. 56d}. 
 
 Connecting leads between field coils (par. 56e}. 
 
 Connecting leads between field coils and terminal boards (par. 
 56f}. 
 
 Brushes, brush-holder yoke, and parts (par. 56g.} 
 
 Terminal boards (par. 56h}. 
 
 Shunts (par. 56i}. 
 
 Collector rings, 3- wire generator (par. 56j}. 
 MISCELLANEOUS PARTS: 
 
 Engine viewed from flywheel end (flywheel removed) (par. 57a}. 
 
 Engine viewed from generator end (generator removed) (par. 57b.} 
 
 Engine viewed from sides (par. 57c}. 
 
 Engine viewed from flywheel end (flywheel in place) (par. 57 d}. 
 TOOL BOX (par. 58}. 
 SPARE-PART BOX (par. 59}. 
 
 METHOD OF USING PART LISTS. 
 
 46. In order to use part lists intelligently, it will be necessary to 
 refer frequently to the outline given above. Under each heading 
 or subheading, as given in the preceding paragraph, will be found all 
 parts that may be logically associated with such heading or subhead- 
 ing. Thus, under the heading " Oiling system" are listed the oil 
 pump and parts, oil pipes and flanges, all screws and studs for at- 
 taching parts to one another or to the engine frame. It has been 
 impossible to show all of the many parts of the 25-kw. set in the 
 cuts accompanying the part lists. However, all the parts consid- 
 ered essential have been listed whether shown in the cuts or not. 
 Parts show^n in cuts are arranged serially on page opposite cut or 
 on consecutive pages. Parts not shown in cuts are listed under a 
 part shown and with which they are closely associated. The fol- 
 
72 
 
 lowing rules should be followed generally in determining part num- 
 bers for parts not shown in cuts: 
 
 (a) If contained in a part show T n in the cut, they are listed imme- 
 diately below the container (e. g., all parts contained in governor are 
 listed under part 9, see par. 1+8(1. 
 
 (&) If the part number of a support as a bracket or stud, etc., 
 or a means of attaching a part to another, as a cap screw, etc. is 
 desired, the part not shown in the cut will be found listed imme- 
 diately below the part attached or supported (e. g., "573, stud on 
 frame for part 29" is listed immediately below part 29, see par. 4.8 a. 
 
 (c) In case a part suitable for only one type of auxiliary is shown 
 in the cut the corresponding parts for other types of auxiliaries will 
 be found listed immediately below the part shown (e. g., "959, lock- 
 ing lever for Splitdorf magneto " is shown in fig. 52 ; the correspond- 
 ing part, 70, for Eisemann and G. E. magnetos is not shown, but is 
 listed immediately below part 959 in part list, see par. 49f. 
 
 614 322 27 20 613 
 
 615 
 
 689 
 
 Fig. 36. 
 
73 
 
 47a. Parts of cooling water system on engine, not including 
 Pumps. (See Fig. 36.} 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 Flanged elbow for water outlet at exhaust header. 
 
 611 Studs to attach No. 20 to exhaust header. 
 
 612 Nuts for No. 611. 
 
 376 Gasket for No. 20 and exhaust header. 
 
 26 Drain cock. 
 
 27 Thermometer pocket. 
 
 35 Flange connection at cylinder for No. 152. 
 
 1383 Studs for No. 35. 
 
 368 Nuts for No. 1383. 
 
 377 Gasket for No. 35. 
 
 oo Water outlet from cylinder No. 4 to exhaust manifold. 
 
 717 Studs on cylinder for Nos. 55, 613, 614, and 615. 
 
 706 Nuts for No. 717. 
 
 608 Cap screws for Nos. 55, 613, 614, and 615. 
 
 207 Gasket for Nos. 55, 613, 614, and 615. 
 
 64 See pars. 47b and 47c. 
 
 152 Drain pipe from exhaust manifold to cylinder. 
 
 322 Pipe connection flange for No. 20. 
 
 376 Gasket for No. 322. 
 
 619 Cap screw to attach No. 322 to No. 20. 
 
 620 Nut for No. 619. 
 
 526 Thermometers, 100 C., 7 inches long. 
 
 613 Water outlet from cylinder No. 2 to exhaust manifold. 
 
 614 Water outlet from cylinder No. 3 to exhaust manifold. 
 
 615 Water outlet from cylinder No. 1 to exhaust manifold. 
 
 717 Studs on cylinders for Nos. 55, 613, 614, and 615. 
 
 706 Nut for No. 717. 
 
 608 Cap screw for Nos. 55, 613, 614, and 615. 
 
 207 Gasket for Nos. 55, 613, 614, and 615. 
 
 689 Water inlet pipe to cylinders for use with Kinney pump, less 
 
 thermometer pocket and drain cock. 
 
 17 Water inlet pipe to cylinders for use with gear pump, less 
 
 thermometer pocket and drain cock. 
 
 1383 Stud for No. 689 or No. 17 on cylinders. 
 
 368 Nuts for No. 1383. 
 
 377 Gasket for No. 689 or No. 17 at cylinders. 
 
 208 Cap screw for No. 689 or No. 17 at pump. 
 207 Gasket for No. 689 or No. 17 at pump. 
 
74 
 
 I 
 
 i 
 
 in = m 
 o: w 
 
 
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 s 
 
 1 
 
75 
 
 47b. Kinney water pump. (See Fig. 37.} 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 692 Kinney pump, complete, with half coupling. 
 
 64 Flange for water inlet connection. 
 
 205 Coupling for water pump. 
 
 206 Taper pin for No. 205. 
 
 207 Gasket for No. 64. 
 
 478 Cotter pin for No. 206. 
 
 562 Cap screws to attach water pump to frame. 
 
 693 Bearing head opposite coupling end. 
 
 694 Stud for auxiliary support. 
 
 695 Nut for No. 694. 
 
 696 Ball check grease cup. 
 
 697 Pump cylinder. 
 
 698 Bearing head (coupling end). 
 
 699 Bearing lining for No. 698. 
 
 700 Slide pin. 
 
 701 Bearing lining for No. 693. 
 
 702 Pump shaft. 
 
 703 Bottom ring for packing inside stuffing box. 
 
 704 Plastic metallic packing (-f$ inch diameter, 10 inches long). 
 
 705 Gland nut, 
 
 833 Rotary piston and slide assembled. 
 
 834 Piston cam. 
 
 835 Cap screw to attach Nos. 64 and 689 to pump. 
 
 836 Cap screw for lock of gland nut. 
 
 837 Lock for gland nut. 
 
 838 Nuts for Nos. 841 and 842. 
 
 839 Gland. 
 
 840 ! Woodruff key for No. 834 and shaft. 
 
 841 | Long stud for cylinder and head. 
 
 842 1 Short stud for cylinder and head. 
 
 843 Shaft assembled with piston cams. 
 
76 
 
 o I o 
 
 304. &~e06-A2 V 
 
 206 Z/3 
 
 Fig. 38. 
 
77 
 
 47c. Gear water pump. (See Fig. 38.} 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 11 Gear water pump body. 
 
 Cap screw to fasten water pump to frame. 
 
 64 ' Flange for water inlet connection. 
 
 201 Driving gear in water pump and shaft. 
 
 202 Gland for No. 201. 
 
 203 Nut for Xo. 202. 
 
 204 Plastic metallic packing for No. 202 (& inch diameter, 10 
 
 inches long). 
 
 205 Coupling for No. 201. 
 
 206 Taper pin for No. 205. 
 
 206 A2 Cotter pin for No. 206. 
 
 207 Gasket for No. 64. 
 
 208 Cap screws for No. 64. 
 
 209 Driven gear in water pump and shaft. 
 
 210 Gasket for water pump cover (No. 211). 
 
 211 Water pump cover. 
 
 563 Screw to attach water pump cover. 
 
 212 Grease cup. 
 
78 
 
 Fig. 39. 
 
 47d. Radiator (not including motor). (See Fig. 39.) 
 
 Part No. 
 
 Description. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 
 525 
 
 Radiator complete, less motor and base. 
 
 
 718 
 
 Stud to attach radiator to sub-base. 
 
 82 
 83 
 84 
 84A2 
 
 85 
 86 
 
 87 
 254A2 
 255A2 
 314 
 315 
 316 
 
 654 
 
 Nut for No. 718. 
 Radiator tubes. 
 Air chute. 
 Fan for radiator. 
 Fan coupling for Type CQ radiator motor. 
 Coupling for Type CVC radiator motor. 
 See Nos. 85, 658, par. 47f; also 846, and 1141, par. 47e. 
 Cap screw to attach motor to pedestal. 
 Motor pedestal. 
 Cap screws to attach pedestal to sub-base. 
 Sub-base for radiator set. 
 Radiator fan guard (upper half). 
 Radiator fan guard (lower half). 
 Block for fastening radiator screen. 
 Clamp for radiator screen. 
 Clamp screw for radiator screen. 
 
 
 
 
 862 
 
 655 
 
 656 
 
 
 
 
 
 
79 
 
 47d. Radiator (not including motor). (See Fig. 39.) Contd. 
 
 Part No. 
 
 Shown in 
 figure. 
 
 317 
 
 323 
 
 324 
 
 325 
 
 Not indi- 
 cated in 
 figure. 
 
 717 
 706 
 709 
 
 326 
 
 707 
 711 
 708 
 718 
 654 
 710 
 714 
 712 
 713 
 715 
 716 
 
 Description. 
 
 Outlet or inlet pipe flange on radiator. 
 
 Stud for No. 317. 
 
 Nut for No. 717. 
 
 Gasket for No. 317. 
 
 See Nos. 323 and 863. 
 
 Radiator filler cap. 
 
 Radiator strainer. 
 
 Radiator header. (State whether upper or lower is required. 
 
 Short cap screw to attach header to No. 82. 
 
 Long cap screw to attach header to No. 82. 
 
 Nut for Nos. 707 and 711. 
 
 Stud to attach radiator to sub-base. 
 
 Nut for No. 718. 
 
 Gasket for radiator headers. 
 
 Nipple for overflow pipe. 
 
 Elbow for overflow pipe. 
 
 Horizontal section of overflow pipe. 
 
 Vertical section of overflow pipe. 
 
 Bottom support for No. 715. 
 
80 
 
81 
 
 47e. Radiator motor, type CVC-112, and fan resistance. (See 
 Fig. 40.) 
 
 Part No. 
 
 Description. 
 
 115-volt. 
 
 230-volt. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 279 
 290 
 
 519 
 520 
 848 
 849 
 850 
 851 
 861 
 
 862 
 863 
 
 864 
 
 865 
 866 
 
 867 
 868 
 869 
 
 870 
 
 871 
 921 
 922 
 220( 
 
 846 
 
 
 1141 
 
 Blower radiator motor, 
 i-inch pipe plugs for oil wells and No. 
 926. 
 Oil ring used on 25 KW. generators and 
 radiator motor bearings. 
 Overflow oil gage. 
 Carbon brush for radiator motor. 
 Motor bearing lining. 
 Armature for radiator motor. 
 Main field coil radiator motor. 
 Commutating field coil radiator motor. 
 Brush holder complete, less brush for 
 radiator motor. 
 Coupling for radiator motor and fan. 
 Inclosing cover for fan end bearing 
 head. 
 Inclosing cover for commutator end 
 bearing head. 
 Brush-holder spring for radiator motor. 
 Brush-holder yoke with studs. 
 Main pole piece radiator motor. 
 Commutating pole piece radiator motor. 
 Cap screw for fastening bearing heads to 
 radiator motor. 
 Ventilating fan on radiator motor arma- 
 ture. 
 Machine screws for fastening No. 870. 
 Brush-holder stud for radiator motor. 
 Radiator motor frame. 
 Motor bearing head, commutator end. 
 
 279 
 290 
 
 519 
 521 
 848 
 995 
 997 
 998 
 861 
 
 862 
 863 
 
 864 
 
 865 
 866 
 867 
 868 
 869 
 
 870 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 945 
 
 945 
 
 871 
 921 
 922 
 -6 
 
 
 
 
 
 >6 1C 
 
 
82 
 47e. Radiator motor, type CVC-112, and fan resistance Con. 
 
 Part No. 
 
 Description. 
 
 11 5- volt. 
 
 230-volt. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 923 
 924 
 925 
 
 926 
 
 927 
 928 
 929 
 930 
 
 931 
 932 
 
 933 
 934 
 935 
 
 936 
 937 
 938 
 939 
 940 
 
 941 
 
 
 923 
 996 
 925 
 
 926 
 
 927 
 928 
 929 
 930 
 
 931 
 932 
 
 933 
 934 
 935 
 
 936 
 937 
 938 
 939 
 940 
 
 94 L 
 
 
 Motor bearing head, fan end. 
 Armature coils for radiator motor. 
 Leather oil-retaining washer for outside 
 commutator end bearing housing. 
 Steel cap for leather oil-retaining washer 
 for outside bearing housing, commu- 
 tator end. 
 Machine screws for oil-retaining washer, 
 except outside commutator end. 
 Machine screws for oil-retaining washer, 
 outside commutator end. 
 Leather oil-retaining washer for inside 
 commutator end bearing housing. 
 Steel cap for leather oil-retaining washer 
 inside commutator end. 
 Screw for holding bearing lining. 
 Leather oil-retaining washer for outside 
 fan end. 
 Steel cap for leather oil-retaining washer 
 outside fan end. 
 Leather oil-retaining washer for inside 
 fan end bearing housing. 
 Steel cap for leather oil-retaining washer 
 inside fan end. 
 Oil-well cover. 
 Pin for oil-well cover. 
 Hinge for oil-well cover. 
 Hinge screw for oil-well cover. 
 Machine screws for fastening fan end 
 inclosing covers. 
 Wing screws for fastening commutator 
 and inclosing covers. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
83 
 47e. Radiator motor, type CVC-112, and fan resistance Con. 
 
 Part No. 
 
 Description. 
 
 115-volt. 
 
 230- volt. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 942 
 943 
 944 
 946 
 
 947 
 948 
 
 949 
 971 
 
 979 
 
 980 
 981 
 
 982 
 
 984 
 985 
 
 986 
 987 
 988 
 
 989 
 990 
 
 992 
 993 
 1120 
 
 
 942 
 943 
 944 
 946 
 
 947 
 
 948 
 
 949 
 971 
 
 979 
 980 
 
 981 
 982 
 
 984 
 985 
 
 980 
 
 987 
 988 
 
 989 
 990 
 
 999 
 1328 
 1120 
 
 
 Key for armature shaft extension. 
 Shaft for radiator motor. 
 Commutator for radiator motor. 
 Cap screws for fastening main pole 
 piece. 
 Cap screws for fastening upper commu- 
 tating pole piece. 
 Cap screws for fastening lower commu- 
 tating pole piece. 
 Brush-holder yoke. 
 Positive lock washer for radiator motor 
 brush-holder stud. 
 Clamping screw for brush-holder yoke. 
 Locking screw for brush-holder yoke. 
 Nut for brush-holder stud. 
 Set screw for brush-holder stud and 
 leads. 
 Lever and pressure finger for motor 
 brush holder. 
 Screw for fastening pressure finger and 
 brush-holder spring to brush-holder 
 body. 
 Brush-holder body for radiator motor. 
 Clamping screw for brush-holder body. 
 Machine screw for fastening pigtail to 
 brush-holder body. 
 Terminal board. 
 Machine screw for fastening terminal 
 board. 
 External cross over lead. 
 Terminals for outside line wires. 
 Machine screws for terminal board ter- 
 minals. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
84 
 47e. Radiator motor, type CVC-112, and fan resistance Con. 
 
 Part No. 
 
 11 5- volt. 
 
 230-volt. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 
 1143 
 
 
 1150 
 
 
 Lead between terminal board and lower 
 
 1144 
 
 
 1151 
 
 
 commiitating field coil. 
 Lead between terminal board and left- 
 
 1145 
 
 
 1152 
 
 
 hand main field coil. 
 Lead between terminal board and lft- 
 
 1146 
 
 
 1153 
 
 
 hand brush-holder stud. 
 Lead between terminal board arid right- 
 
 1147 
 
 
 1154 
 
 
 hand main field coil. 
 Connecting lead between main field 
 
 1148 
 
 
 1155 
 
 
 coils. 
 Connecting lead between commiitating 
 
 1149 
 
 
 1156 
 
 
 field coils. 
 Lead between top commiitating coil and 
 
 1177 
 
 
 1177 
 
 
 brush-holder stud. 
 Set screw for radiator motor coupling. 
 
 1178 
 
 
 1178 
 
 
 Locking wire for set screws 
 
 1357 
 
 
 1357 
 
 
 Key for radiator motor coupling exten- 
 
 1321 
 
 
 1322 
 
 
 sion. 
 Terminal board terminals on connecting 
 
 1323 
 
 
 1324 
 
 
 leads. 
 Inside end terminals for connecting 
 
 1327 
 
 
 1327 
 
 
 leads. 
 Leather washer for machine screw and 
 
 1333 
 
 
 1334 
 
 
 terminal board. 
 Series rheostat for radiator motor. 
 
 1335 
 
 
 1335 
 
 
 Machine screws for terminal of rheostat. 
 
 1336 
 
 
 1336 
 
 
 Washer for No. 1335. 
 
 1337 
 
 
 1337 
 
 
 Do 
 
 1338 
 
 
 1338 
 
 
 Insulating bushing for No. 1335. 
 
 1339 
 
 
 1339 
 
 
 Mica insulating washer to go over No. 
 
 1340 
 
 
 1340 
 
 
 1338. 
 Mica insulating washer for end of No. 
 
 
 
 
 
 1338. 
 
85 
 47e. Radiator motor, type CVC-112, and fan resistance Con. 
 
 Part No. 
 
 115-volt. 
 
 230-volt. 
 
 Shown in 
 figure. 
 
 1341 
 1342 
 1343 
 
 Not indi- 
 cated in 
 figure. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 
 1341 
 1342 
 ]344 
 
 
 
 
 
 
 
 
 Description. 
 
 Nuts for terminal. 
 Punched clip terminal. 
 Resistance unit for rheostat. 
 
86 
 
87 
 
 47f. Radiator motor, type CQ-3. 
 
 Fan Resistance Parts.} 
 
 (See Fig. 41; See Par. 4?efor 
 
 Part No. 
 
 Description. 
 
 Ho- volt, 
 
 230-volt. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 1000 
 84-A2 
 279 
 290 
 
 323 
 
 515 
 516 
 517 
 519 
 520 
 522 
 523 
 
 524 
 869 
 946 
 
 979 
 
 982 
 
 985 
 
 987 
 988 
 
 85 
 
 
 658 
 
 Blower radiator motor. 
 Radiator motor frame. 
 Coupling for radiator motor and fan. 
 ^-inch pipe plugs for oil wells. 
 Oil ring used on 25 K\V. generators and 
 radiator motor bearings. 
 Enclosing cover for commutator end 
 bearing head. 
 Armature for radiator motor. 
 Main field coil radiator motor. 
 Motor bearing lining. 
 Overflow oil gage. 
 Carbon brush for radiator motor. 
 Brush holder yoke with studs. 
 Brush holder complete less brush for 
 radiator motor. 
 Brush holder spring for radiator motor. 
 Cap screws for bearing heads. 
 Cap screws for fastening main pole 
 piece. 
 Clamping screw for brush-holder yoke. 
 Set screw for brush-holder stud and 
 leads. 
 Screw for fastening pressure finger and 
 brush-holder spring to brush-holder 
 body. 
 Clamping screw for brush-holder body. 
 Machine screw for fastening pigtail to 
 brush-holder body. 
 
 1,000 
 84-A2 
 279 
 290 
 
 323 
 
 1127 
 1129 
 517 
 519 
 521 
 1130 
 1131 
 
 1331 
 
 869 
 946 
 
 979 
 
 982 
 
 985 
 
 987 
 988 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
88 
 
 47f. Radiator motor, type CQ -3 Continued. 
 
 Part No. 
 
 Description. 
 
 115-volt. 230- volt. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 989 
 990 
 
 991 
 
 1100 
 1101 
 1103 
 1104 
 
 1105 
 
 1106 
 1107 
 1108 
 
 1110 
 1111 
 1112 
 1113 
 1114 
 1115 
 
 1116 
 1117 
 
 1118 
 
 
 989 
 990 
 
 991 
 
 1100 
 1101 
 1103 
 1104 
 
 1105 
 
 1106 
 1107 
 1108 
 
 
 Terminal board. 
 Machine screw for fastening terminal 
 board. 
 Leather washer for machine screw and 
 terminal board. 
 Motor bearing head, commutator end. 
 Motor bearing head, fan end. 
 Screw for holding bearing lining. 
 Leather oil retaining washer for outside 
 fan end bearing housing. 
 Steel cap for leather oil retaining washer 
 outside fan end. 
 Oil well cover. 
 Hinge screw for oil well cover. 
 Inclosing cover for fan end bearing 
 head. 
 Wing screws for fastening commutator 
 and inclosing covers. 
 Key for aimature shaft extension. 
 Shaft for radiator motor. 
 Commutator for radiator motor. 
 Armature coils for radiator motor. 
 Main pole piece radiator motor. 
 Lever and pressure finger for motor 
 brush holder. 
 Brush-holder body for radiator motor. 
 Connecting lead between main field 
 coils. 
 External cross over lead. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1109 
 
 1109 
 
 1110 
 
 mi 
 
 1128 
 1358 
 1114 
 1132 
 
 1133 
 1134 
 
 1135 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
89 
 
 47f. Radiator motor, type CQ-3 Continued. 
 
 Part No. 
 
 Description. 
 
 115- volt. 
 
 230- 
 
 Shown in 
 figure. 
 
 volt. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 1119 
 1120 
 1121 
 1123 
 1124 
 1125 
 1126 
 
 1177 
 1178 
 1325 
 
 3326 
 
 1328 
 1355 
 
 1357 
 
 
 1136 
 1120 
 1137 
 1138 
 1139 
 1140 
 1356 
 
 1177 
 1178 
 1325 
 
 1326 
 
 1328 
 1355 
 
 1357 
 
 
 Terminal board terminals on connecting 
 leads. 
 Machine screws for terminal board 
 terminals. 
 Inside end terminals for connecting 
 leads. 
 Lead between terminal board and left 
 hand brush-holder stud. 
 Lead between terminal board and right 
 hand brush -holder stud. 
 Lead between terminal board and left 
 hand main field coil. 
 Lead between terminal board and right 
 hand main field coil. 
 Set screw for radiator motor coupling. 
 Locking wire for set screws. 
 Plug for commutator end bearing hous- 
 ing (punched type, old style). 
 Pipe plug for commutator end bearing 
 (new style). 
 Terminals for outside line wires. 
 Machine screws for oil retaining washer, 
 outside fan end. 
 Key for radiator motor coupling ex- 
 tension. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
90 
 
 48a. Gasoline pump. (See Fig. 42.} 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 12 Gasoline pump (body only; studded). 
 
 569 Pad between No. 12 and frame. 
 
 572 Stud to fasten gasoline pump to frame. 
 574 Nut for No. 572. 
 
 29 Lever for gasoline pump. 
 
 571 Washer for No. 29. 
 
 573 Stud on frame for No. 29. 
 182 Cotter pin for No. 573. 
 
 30 Plunger for hand pump. 
 
 54 Eccentric rod for gasoline pump. 
 
 61 Plunger for mechanically operated gasoline pump. 
 
 80 Eccentric for gasoline pump. 
 
 350 Key for No. 80. 
 
 147 Gasoline pipe connecting pump to carburetor. 
 
 148 Gasoline pipe flange. 
 
 570 Stud for No. 148 at pump (see No. 195). 
 
 150 \ Valve cap for gasoline pump. 
 
 151 Ball valve for gasoline pump. 
 
 181 Link for hand pump plunger (No. 30). 
 
 182 Pin for No. 181 and No. 30. 
 
 183 l Washer for No. 182. 
 
 184 Cotter pin for No. 182. 
 
 185 Pin for No. 30. 
 
 186 j Cotter pin for No. 185. 
 
 187 Large gland nut for hand pump. 
 
 188 | Large gland for hand pump. 
 
 189 ! Small gland nut for mechanically operated pump. 
 
 190 Small gland for mechanically operated pump. 
 
 191 Bolt for eccentric strap (No. 200). 
 
 663 Nut for No. 191. 
 
 182 Cotter pin for No. 191. 
 
 192 Metallic packing for mechanically operated gasoline pump 
 
 (size \ by 9^ inches). 
 
 193 Metallic packing for hand operated gasoline pump (size f by 
 
 18 inches). 
 
 194 Lead gasket for gasoline pipe flanges. 
 
 195 Nut for No. 570 and No. 148. 
 
 196 Washer for No. 150. 
 
 197 . . Pin for No. 61. 
 
48a. Gasoline pump Continued. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 198 Washer for No. 197. 
 
 199 Cotter pin for Xo. 197. 
 
 200 
 
 338 
 
 Eccentric strap. 
 
 Pipe plug for eccentric strap. 
 
 254320 
 
 Fig. 42. 
 
92 
 
 48b. Carburetor, throttle valve, air valve, hot-air intake, pipe 
 connections, etc. (See Fig. J + 3 and Fig. 44.} 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 5 Intake connection pipe with studs (state cylinders for which 
 
 required). 
 
 1384 Stud on cylinder to support No. 5. 
 368 Nut for No. 1384. 
 
 Intake pipe with studs. 
 
 367 Short stud on No. 5 to support No. 6. 
 
 1385 Long stud on No. 5 to support No. 6 and clip for governor 
 
 spring. 
 
 368 Nut for Nos. 367 and 1385. 
 10 Carbureter, body only. 
 
 367 Stud to attach No. 10 to No. 6. 
 
 368 Nut for No. 367. 
 
 15 Hot air intake pipe. 
 
 626 Cap screw to attach No. 15 to frame. 
 
 664 Gasket for No. 15. 
 
 58 Carburetor drain cock . 
 
 T 4 Air valve body (carburetor). 
 
 369 Stud connecting No. 74 to No. 10. 
 
 370 Nut for No. 369. 
 
 625 Cap screw and nut to attach No. 74 to No. 15. 
 Adjusting lever for air valve. 
 
 363 Spring for Nos. 75 and 366. 
 
 364 Taper pin for No. 75. 
 
 366 Catch for No. 75. 
 
 76 Gasoline needle valve. 
 
 213 Cover and guide for throttle valve. 
 
 367 Stud on No. 6 to attach No. 213. 
 
 368 Nut for No. 367. 
 
 214 Throttle valve and spindle. 
 
 365 Shaft for No. 214, 
 
 372 Dowel pin for Nos. 216 and 365. 
 
 215 AVasher for No. 2] 4. 
 
 216 Throttle valve operating lever. 
 
 371 Clamping screw for No. 216. 
 
 372 Dowel pin for Nos. 216 and 365. 
 
 217 Gland nut for No. 218. 
 
 218 .. . . Guide nut for No. 76. 
 
93 
 
 48b. Carburetor, throttle valve, air valve, hot-air intake, pipe 
 connections, etc. Continued. 
 
 1'art No. 
 
 Show n in 
 figure. 
 
 219 
 220 
 221 
 222 
 223 
 224 
 
 225 
 226 
 
 227 
 228 
 229 
 230 
 
 Not indi- 
 cated in 
 figure. 
 
 878 
 
 394 
 531 
 
 Description. 
 
 Spring for No. 76. 
 
 Screw for No. 219. 
 
 Relief nozzle for No. 10. 
 
 Baffle plate for carburetor. 
 
 Gasket for No. 224. 
 
 Indicator glass for No. 10. 
 
 Brass substitute for No. 224. 
 
 Screw cap for No. 224. 
 
 Cover for carburetor. 
 
 Gasoline nozzle for No. 10. 
 
 Air valve. 
 
 Lead gaskets for No. 230. 
 
 Gasoline pipe flange. 
 
 Stud connecting No. 230 to No. 10. 
 
 Nut for No. 394. 
 
 Fig. 43, 
 
 Fig. 44. 
 
Fig. 45. 
 
95 
 
 48c. Governor. (See Fig. 45.} 
 
 Part Xo. 
 
 Shown in 
 figure. 
 
 13 
 39 
 40 
 
 Not indi- 
 cated in 
 ligure. 
 
 79 
 505 
 
 578 
 579 
 580 
 581 
 582 
 583 
 585 
 586 
 
 587 
 588 
 590 
 591 
 592 
 593 
 594 
 595 
 596 
 597 
 598 
 603 
 
 666 
 
 667 
 668 
 
 Description. 
 
 Governor complete. 
 
 Governor shaft. 
 
 Spring for governor (inside main casing). 
 
 Cover for No. 580. 
 
 Screw for No. 578. 
 
 Governor casing. 
 
 Governor weight. 
 
 Adjusting nut for governor (shown in position on side of casing) . 
 
 Adjusting stud for governor (engages nut No. 582). 
 
 Pin for No. 586 (to attach bell crank to governor casing). 
 
 Bell crank lever for governor (transmits motion from weights 
 
 to collar). 
 
 Screw for attaching No. 590 to No. 588. 
 Sliding collar on governor shaft. 
 Link between No. 586 and No. 588. 
 Key for No. 588. 
 
 Pin connecting No. 586 and No. 590. 
 Pin connecting No. 586 and No. 581. 
 Washer for No. 585. 
 Cotter pin for Nos. 585 and 592. 
 Screw for securing key, No. 591, to sliding collar. 
 Taper pin for attaching casing of governor to shaft. 
 Cotter pin for No. 593. 
 Cotter pin for governor shaft. 
 Dashpot. 
 Governor lever. 
 Governor bracket. 
 Stud to attach No. 40 to frame. 
 Nut for No. 666. 
 Lock washer for No. 667. 
 
96 
 
 48c. Governor Continued. 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 56 Throttle rod. 
 
 57 Spring for throttle rod, 4| inches long. (See Xo. 500.) 
 
 500 Spring for throttle rod, 6 inches long. 
 
 Clip for throttle valve spring. 
 
 112 Bevel gear on governor shaft with key. 
 
 Ill Bevel gear on intake cam shaft operating governor, with key 
 
 59 A2 Cover for governor gear box. 
 
 60A2 Cap screw for No. 59A2. 
 
 162 Nut for No. 56. 
 
 163 Cross link for No. 56. 
 
 164 Pin connecting Nos. 163 and 216. 
 
 494 Washer for No. 164. 
 
 ] 65 Cotter pin for No. 164. 
 
 166 Stud in No. 88. 
 
 167 Nut for No. 166. 
 
 168 Governor shoe. 
 
 169 Screws for No. 168. 
 
 170 Leather washer for governor shaft. 
 
 171 Cap for lever, No. 39. 
 
 172 Cap for No. 56. 
 
 173 - Cotter pin for No. 171. 
 
 174 ' Key for No. 112. 
 
 175 Lock washer for No. 176. 
 
 176 | Nut for governor shaft. 
 
 177 ! Fulcrum screw for Nos. 39 and 40. 
 
 178 Pins for No. 13. 
 
 179 ' Washer for No. 178. 
 
 180 ! Cotter pin for No. 178. 
 
 296 Upper bushing for governor shaft. 
 
 297 Lower bushing for governor shaft. 
 
97 
 
 48d. Air heater (including parts on generator frame). (See 
 Fig. 46.] 
 
 1'arl Xo. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 
 figure. 
 
 540 
 
 
 
 653 
 
 541 
 
 
 542 
 
 
 543 
 
 
 544 
 
 
 545 
 
 
 540 
 
 
 547 
 
 
 54S 
 
 
 549 
 
 
 550 
 
 
 551 
 
 
 
 552 
 
 787 
 
 
 788 
 
 
 Dcscripl ion. 
 
 Electric air heater, I 15- volt. 
 
 Electric air heater. 230- volt. 
 
 Switch and cutout for use with heater. 
 
 Cable for h eater, less plug 1 (No. 543V 
 
 Connecting plug for heater cable. 
 
 Long lead between Xo. 541 ami line. 
 
 Short lead between Xo. 541 and line. 
 
 Cleat for Xos. 544 and 545. 
 
 Screw for Xo. 540. 
 
 Insulating washer for Xo. 541. 
 
 Screw for attaching Xo. 541 to frame. 
 
 AYasher for Xo. 540. 
 
 12-amp. tuse for Xo. 541 (115- volt heater). 
 
 0-amp. fuse for Xo. 541 (230-volt heater). 
 
 Terminal foi Xos. 544 and 545. 
 
 Terminal for Xo. 542. 
 
 788 
 
 Fig. 46. 
 
 22000 16 7 
 
98 
 
99 
 
 49a. Splitdorf magneto, type AX. (See Fig. 47.) 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure 
 
 Description. 
 
 966 Splitdorf, magneto, type AX. 
 
 976 Breaker bar complete with platinum contact. 
 
 977 Platinum contact screw with lock nuts. 
 
 978 Combination wrench and gap gauge, L. T. .025. 
 
 1001 Armature gear. 
 
 1002 Cam nut. 
 
 1003 Cam key. 
 
 1004 Key for shaft, driving end. 
 
 1005 Nut for shaft, driving end. 
 
 1006 Washer for distributor gear shaft. 
 
 1007 Nut for distributor gear shaft. 
 
 1008 Short screws for front plate with lock washers. 
 
 1010 Screws with washers for distributor cover. 
 
 1011 Armature cover screws. 
 
 1012 Breaker bar roller, screw, lock washer, and lock nut. 
 
 1013 Standard annular bearing, 15 m/m, for armature shaft. 
 
 1016 Magnet screws, short. 
 
 1017 Magnet screws, long. 
 
 1018 Magnets. 
 
 1019 Brass hex nut for connection stud and No. 102] . 
 
 1021 Breaker box less cover, breaker bar and platinum contact 
 
 screw. 
 
 1022 Breaker bar linger spring. 
 
 1023 L . Cradle. 
 
100 
 
 49a. Splitdorf magneto, type AX Continued. 
 
 ran 
 
 Shown in 
 figure. 
 
 No. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 1024 
 1025 
 1026 
 1030 
 1032 
 1033 
 1034 
 1035 
 1036 
 1037 
 1037-A 
 1039 
 1040 
 1041 
 1043 
 1044 
 1045 
 1046 
 1047 
 1048 
 
 1049 
 1050 
 1051 
 
 1020 
 
 Special nut for connection stud. 
 
 Armature, cam end. 
 
 Back plate with oiler. 
 
 Armature complete with gear and shaft. 
 
 Collector spool. 
 
 Collector spool washer. 
 
 Collector brush with spring. 
 
 Armature, drive end only. 
 
 Distributor disk screws. 
 
 Collector brush holder. 
 
 Thumb nut for Xo. 1037. 
 
 Oil cup complete. 
 
 Transformer coils complete. 
 
 Distributor cover. 
 
 Distributor block thumb nuts, hard rubber. 
 
 Carbon brushes for distributor. 
 
 Distributor gear with shaft, disk, and segment. 
 
 Distributor disk with segment. 
 
 Armature cover. 
 
 Breaker-box cover spring. 
 
 Hexagonal nut to attach Xo. 1048 to stud No. 1049. 
 
 Stud for breaker-box cover spring. 
 
 Distributor block thumb nuts, brass. 
 
 Cam. 
 
l-Ql 
 
 49a, Splitdorf magneto, type AX Continued. 
 
 Psirl No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 1053 Front plate with ground stud and oiler. 
 
 1055 Distributor shaft bearing wick holder. 
 
 1056 Distributor shaft bearing. 
 
 1064 Distributor shaft bearing felt washer. 
 
 1057 Stud for distributor shaft bearing. 
 
 1059 Distributor shaft bearing wick. 
 
 1058 Spring for No. 1059. 
 
 1060 Gasket for wick holder of distributor shaft bearing. 
 
 106 1 Gasket for distributor shaft bearing. 
 
 1062 - - Nuts for distributor shaft-bearing stud. 
 
 1052 Lock washer for No. 1062. 
 
 1063 . - Distributor shaft-bearing dust cap. 
 
 1065 . . Oil-well cover with pin and spring. 
 
 1066 Breaker-box cover with condenser. 
 
 1097 Condenser. 
 
 1098 Copper brush, spring, and base in breaker-box cover. 
 
102 
 
 /O79 
 
 /O&l 
 
 U 1078 
 
 t 
 
 /O69 
 
 /O38 
 
 6) 
 
 /O/5 /O72 
 
 Fig. 48. 
 
103 
 
 49b. Splitdorf transformer coil, type T. S. B. (See Fig. 48.} 
 
 I 'art No. 
 
 Shown in 
 figure. 
 
 Xol indi- 
 cated in 
 f'mure. 
 
 958 
 
 Description. 
 
 1009 
 1014 
 1015 
 1038 
 
 
 1067 
 1068 
 
 
 
 1069 
 
 
 1070 
 
 
 1071 
 1072 
 1074 
 
 
 1075 
 
 
 1076 
 
 
 1077 
 
 
 1078 
 1079 
 1080 
 
 
 1081 
 
 
 J082 
 1083 
 1084 
 
 
 1085 
 
 
 1086 
 
 
 1087 
 1088 
 1089 
 
 
 1090 
 1091 
 1092 
 
 
 
 1093 
 
 
 1094 
 
 
 1095 
 
 
 Splitdorf transformer coil, type T. S. B, 
 Stud bushing 
 Washer for stud bushing. 
 Washer for No. 1072. 
 Switch handle with push button. 
 Thumb nut. 
 Lock washers. 
 Plate screws. 
 Cover screws. 
 Hexagonal nut -fg inch. 
 Hexagonal nut inch. 
 Push button and spring. 
 Bottom block, rubber. 
 Stud plate. 
 Stud-plate cover. 
 Bottom ring. 
 Tube. 
 
 Long core stud. 
 Short core stud. 
 Core strip. 
 Condenser clamp. 
 Condenser clamp insulation. 
 j Condenser clamp insulation pad. 
 Switch ring. 
 Switch bottom. 
 Switch disk. 
 Switch disk plate. 
 Switch, cover. 
 Stop spring. 
 Stop screw. 
 Connection nut. 
 Core pillar. 
 Condenser with silk insulation. 
 
104 
 
 1403 
 
105 
 
 49c. Eisemarin magneto. (See Fig. 1^9; for Eisemann trans- 
 former coil and switch see Par. 4^e.} 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 527 Kisemann. magneto, type A8. 
 
 724 Platinum contact screw on lever. 
 
 725 Adjustable platinum contact screw. 
 
 879 ( Vmtact-breaker lever with fiber piece, but without platinum 
 
 contact. 
 
 880 Nut for locking cam. 
 
 881 Steel brush w ith spring for distributor linger. 
 
 882 i High-tension distributor cover. 
 
 883 Lock nut for platinum contact screw. 
 
 884 Flat spring for breaker lever. 
 
 885 Carbon brush with spring for distributor finger. 
 
 886 Low- tension carbon brush. 
 
 899 Spring support with holder for low-tension carbon brush. 
 
 887 Grease cup for distributor shaft, complete. 
 
 888 5 m/m nut for breaker mechanism. 
 
 889 Steel cam. 
 
 890 High-tension terminals complete, hard rubber. 
 
 891 Support for platinum contact with spring contact button. 
 
 892 Screw fastening spring to contact breaker lever. 
 
 893 Armature, complete with shaft. 
 
 894 Distributor finger complete. 
 
 895 Low-tension collector on armature. 
 
 900 Make-and-break mechanism complete. 
 
 901 ' Knurled nuts for distributor plate cover. 
 
 904 Low-tension terminal complete. 
 
 900 Bascual, with spring studs for cover. 
 
 907 Armature shaft bearing driving end. 
 
 908 Make-and-break cover complete. 
 
 899 Spring support with holder for low-tension carbon, brush. 
 
 909 Spring studs of bascual. 
 
 910 Oil-wick screw, driving end. 
 
 911 Packing washer, leather, for oil-wick screws. 
 
 1401 Armature. 
 
 1402 Magnet, 
 
 1403 Set screw for distributor shaft bearing. 
 
 1404 Brass washer on platinum contact support. 
 
 1405 Brass washer for No. 90 1 . 
 
 1406 Oil-hole cover on left side, driving end. 
 
 1407 , I Oil-hole-cover spring, right-hand wound. 
 
106 
 
 49c. Eisemann magneto Continued. 
 
 Part Xo. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 1408 Oil-hole-cover spring, left-hand wound. 
 
 1409 Small gear on armature shaft, 54 teeth. 
 
 1410 Distributor shaft. 
 
 1411 Key for distributor shaft. 
 
 1412 Brass washer in front of distributor finger. 
 
 1413 Bolt for gear-casing cover. 
 
 1414 Screw for pinion. 
 
 1415 Set screw for armature bearing. 
 
 1417 Fastening screw for dust cover. 
 
 1418 Connection screw for armature winding. 
 
 1419 Fastening screw for armature flanges. 
 
 1420 Screws for end plate and magnets. 
 
 1421 Long screws for magnets. 
 
 1422 Screw for fastening large gear to shaft. 
 
 1423 Oil-hole-cover screw, cam end. 
 
 1424 Bascual with make-and -break mechanism complete. 
 
 1425 Hexagon nut for armature shaft, driving end. 
 
 1426 Ground carbon with spring for armature shaft. 
 
 1427 Woodruff key for coupling (armature-shaft extension). 
 
 1429 Hexagon nut for low-tension collector Xo. 895. 
 
 1430 Oil-hole-cover screw, driving end 
 
 1431 Taper pin for pinion. 
 
 1432 Gear-cover-holding stud. 
 
 1433 Oil-hole cover on right-hand side, driving end. 
 
 1434 Gear casing with bolt and nut. 
 
 1435 Gear-casing cover. 
 
 1436 Bronze bearing for distributor shaft, cam end. 
 
 1437 Bron/e bearing for distributor shaft, driving end. 
 
 1438 Base plate with pole pieces. 
 
 1439 Dust cover for pole casing. 
 
 1440 End plate only, cam end. 
 
 1441 End plate only, driving end. 
 
 1442 Oil hole cover on left side, cam end. 
 
 1443 Oil hole cover on right side, cam end. 
 
 1444 Oil wick screw only on cam end. 
 
 1445 Brass stop for bascual. 
 
 1446 Distributor finger alone. 
 
 1447 Fiber rim for distributor gear. 
 
 1448 Studs holding distributor cover. 
 
107 
 
 49c. Eisemann magneto Continued. 
 
 Tart Xo. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 1449 Insulation bushing for stud Xo. 1448. 
 
 1450 End plate bearing, cam end. 
 
 1451 Distributor gear without shaft or grease cup. 
 
 1452 Insulating disk for collector No. 895. 
 
 1454 Washer for armature shaft, driving end. 
 
 1455 Stud for end cap. 
 
 1456 Insulating bushing on platinum contact support. 
 
 1457 Steel washer on contact breaker lever stud. 
 
 1458 Connection stud for end cap. 
 
 1459 Distributor plate cover. 
 
 1460 Retaining spring for contact breaker lever. 
 
 1461 Disk of make and break mechanism with studs. 
 
 1462 Insulating plate for platinum contact support. 
 
 1463 End cap without fiber plate. 
 
 1464 Distributor plate complete. 
 
 1465 Fiber disk complete for make and break cover. 
 
 899 Spring support with holder for low- tension carbon brush. 
 
 1466 Spring ring for make and break cover. 
 
 1467 Brass washer for steel cam. 
 
 1468 Hexagon nut for make and break cover. 
 
 1469 Armature shaft and flange complete, driving end, counter 
 
 clockwise. 
 
 1470 Armature shaft and flange complete, cam end, counter clock- 
 
 wise. 
 
 1471 Oil wick with spring complete. 
 
 902 Spring for oil wick. 
 
 903 Oil wick. 
 
 1472 Oil wick screw with wick complete, cam end. 
 
 1473 Oil wick screw with wick complete, driving end. 
 
 1474 End plate, cam end, complete. 
 
 1475 End plate, driving end, complete. 
 
 1476 Distributor gear with axle complete. 
 
 1491 Inside cable connection screw for all hard rubber terminals. 
 
 1499 Terminal piece for No. 890. 
 
 1501 1 Complete hard rubber terminal for low tension cable on make 
 
 and break cover. 
 
 1502 ' Terminal piece for No. 1501. 
 
 1503 Washer for Nos. 1458 and 1468. 
 
 1504 Hub for distributor gear, fiber rim style. 
 
108 
 
109 
 
 49d. G. E. magneto. (See Fig. 50; for G. E. Transformer Coil 
 see Par. 49 e.) 
 
 Part No. 
 
 Shown in 
 figure. 
 
 401 
 402 
 403 
 404 
 405 
 406 
 407 
 408 
 409 
 410 
 411 
 412 
 413 
 414 
 415 
 410 
 417 
 418 
 419 
 420 
 421 
 422 
 423 
 424 
 425 
 42(5 
 427 
 428 
 429 
 430 
 431 
 432 
 433 
 434 
 435 
 436 
 437 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 G. E. Magneto. 
 
 Distributor plug. 
 
 Plug spindle. 
 
 Outer magnet. 
 
 Inner magnet. 
 
 Distributor plate. 
 
 Distributor cover. 
 
 Distributor finger. 
 
 Nut for distributor cover. 
 
 Screw for interruptei spring. 
 
 Lo\v tension terminal. 
 
 Nut and bushing for No. 410. 
 
 Cam. 
 
 Collector pin. 
 
 Nut for stud No. 420. 
 
 Insulator for interrupter block. 
 
 Insulator for contact block. 
 
 Insulator washer. 
 
 Interrupter cover. 
 
 Insulation for collector pin. 
 
 Stud for interiupter. 
 
 Armature complete. 
 
 Field complete, less magnets. 
 
 Bearing, interrupter end. 
 
 Bearing, driving end. 
 
 Oil baffle plate. 
 
 Pinion, less set screws. 
 
 Ground brush. 
 
 Spring for No. 427. 
 
 Set screw for pinion. 
 
 Nut for gear guard. 
 
 Distributor gear. 
 
 Oiler for cam . 
 
 Nut for distributor shaft. 
 
 Lock spring for No. 433. 
 
 Distributor shaft. 
 
 Tube for shaft, 
 
 Ball bearing complete. 
 
110 
 
 49d. G. E. magneto Continued. 
 
 Part Xo. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 438 Spring for Xo. 444. 
 
 439 Magnet strap. 
 
 440 Interrupter base. 
 
 536 ' Pin on No. 440 (engages in notches of No. 70. adjusting lever). 
 
 441 Screw for interrupter lever. 
 
 442 Interrupter lever. 
 
 443 Interrupter contact screw. 
 
 444 Collector brush. 
 
 445 Interrupter spring. 
 
 446 Screw tor magnet band. 
 
 447 Screw for bearing head. 
 
 448 Interrupter block. 
 
 449 Gear guard. 
 
 450 Oil retainer. 
 
 451 Spring for interrupter base. 
 
 452 Contact block. 
 
 453 Lock washer for cam. 
 
 454 . Nut for cam. 
 
 49e. G. E. and Eisemann transformer ignition coils. (See 
 Fig. 51.} 
 
 Part No. 
 
 Eisemann 
 
 magneto. 
 
 shown in 
 
 figure. 
 
 G. E. mag- 
 neto, not 
 indicated in 
 figure. 
 
 920 
 1386 
 
 Transformer ignition coil for Eisemann A8 magneto. 
 1 Ignition switch for Eisemann A8 magneto. 
 ! Plug for ignition switch. 
 
 Knurled terminal nut. 
 
 Hexagon nut for terminal screw No. 1489. 
 
 Round nut for terminal screw No. 1489. 
 
 Switch plate "Bat. " 
 
 Switch plate "B." 
 
 Switch plate "M." 
 
 Fastening screw for switch plates and No. 1495/6. 
 
 77 
 9L9 
 1482 
 1483 
 1484 
 1485 
 1486 
 1487 
 1488 
 1489 I. .1 Terminal screw. 
 
Ill 
 
 49e. G. E. and Eisemaim transformer ignition coils Con. 
 
 Part No. 
 
 Eisemann 
 
 magneto, 
 
 shown in 
 
 figure. 
 
 1490 
 1492 
 1493 
 1494 
 1495 
 1496 
 1497 
 1498 
 1500 
 
 G. E. mag- 
 neto, not 
 indicated in 
 figure. 
 
 Switch cover. 
 
 Fastening screw for cover. 
 
 Insulating plate for switch plate "M." 
 
 "Washer for terminal screw Xo. 1489. 
 
 Handle with supporting block. 
 
 Switch block "R." 
 
 Switch casing. 
 
 AYasher for connection screw X'o. 1500. 
 
 Connection screw. 
 
 1497 
 
 9/9 
 
 /490 
 
 Fig. 51. 
 
112 
 
 Fig. 52, 
 
113 
 
 Fig. 53. 
 
 49f. Parts of ignition system not included in pars. 49a to 
 49e, inclusive. (See Figs. 52 and 53.} 
 
 Part No. 
 
 Description. 
 
 Conduit for leads. 
 
 Spark plug. 
 
 Driving magneto coupling with gear shaft and key. 
 
 Bracket for battery box. 
 
 Support for No. 21. 
 
 Cap screws for No. 319. 
 
 Stud to attach No. 319 to cylinder. 
 
 Nut for Xo. 717. 
 
 Rajah terminal at spark plug for No. 511. 
 
 Tay for leads. 
 
 High tension cable. (Specify number of feet wanted.) 
 
 Low tension cable. (Specify number of feet wanted.) 
 
 Nut for battery box stud. 
 
 Bushing for low tension leads. 
 
114 
 
 49f. Parts of ignition system not included in pars. 49a to 
 49e, inclusive Continued. 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Xot indi- 
 cated in 
 figure. 
 
 Description. 
 
 773 Bushing for high tension leads. 
 
 953 Cotter pin for use with Splitdorf magneto. 
 
 535 Cotter pin for use with GE and Eisemann magnetos. 
 956 Cap screw to attach Splitdorf magneto to bracket. 
 
 537 Cap screw to attach Eisemann and GE magneto to bracket. 
 
 958 See corresponding number, par. 49b; also par. 49e. 
 
 959 Locking lever, for use with Splitdorf magneto only. 
 
 70 Locking lever for Eisemann and G. E. magnetos. 
 
 960 Pin for Splitdorf magneto timing arm. 
 
 536 Pin, for timing arm of G. E. and Eisemann magnetos. 
 
 961 Pivot pin for Xo. 959. 
 
 128-A2 Pivot stud for locking lever Xo. 70. 
 
 962 Washer for Xo. 961. 
 
 534 Washer for Xo. 128-A2. 
 
 963 Torsional spring for Xo. 959, Splitdorf magneto only. 
 
 533 Spiral spring for locking lever Xo. 70, Eisemann and G. E. 
 magnetos only. 
 
 965 Bracket for Splitdorf magneto. 
 
 69 Bracket for Eisemann and G. E. magnetos. 
 
 504 Cap screws to attach magneto bracket to frame. 
 
 966 Splitdorf magneto, Type AX. 
 
 23 G. E. magneto. 
 
 527 Eisemann magneto, Type A8. 
 
115 
 
 49f. Parts of ignition system not included in pars. 49a to 
 49e, inclusive Continued. 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 967 Driven coupling for Splitdorf magneto. 
 
 43-A2 Driven coupling for Eisemann and G. E. magnetos. 
 968 Buffer for couplings. 
 
 970 Battery box for use with Splitdorf transformer coil. 
 
 18 i Battery box for use with Eisemann and G. E. transformer 
 
 coils. 
 774 Stud to attach battery box to bracket. 
 
 971 Lock washer for No. 620. 
 
 1021 ; See No. 1021, par 49a. 
 
 1038 i See 1038, par. 49b; also par. 49e. 
 
 1354 Columbia multiple battery. 
 
116 
 
 104 A a 
 
 53 
 
 Fig. 54. 
 
117 
 
 -* - 62 
 
 Fig. 55. 
 50. Oiling system. (See Figs. 54 and 55, p. 
 
 Part No. 
 
 Shown in 
 figure. 
 
 45 
 46 
 
 17 
 
 Not indi- 
 cated in 
 figure. 
 
 50 
 
 Description. 
 
 47A 
 375 
 034 
 912 
 
 018 
 
 Oil pressure gage. 
 
 Oil strainer complete. 
 
 Gasket for 46. 
 
 Drain cock for oil reservoir. 
 
 Sight oil gauge for reservoir. 
 
 Gasket for No. G34. 
 
 Flange for 47. 
 
 Glass tube for 47 A. 
 
 Packing washer for 912. 
 
 Horizontal and vertical sections of main oil pipe (Form Al 
 
 engines only}. 
 Blind flange to cover oil passages (Form Al cnyines only). 
 
118 
 50. Oiling system Continued. 
 
 Part No. 
 
 Shown in 
 figure. 
 
 50- A 2 
 
 51 
 
 63-A2 
 
 98-A2 
 
 99-A2 
 
 104- A 2 
 
 109 
 
 110 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 673 
 674 
 623 
 704 
 1387 
 
 Horizontal and vertical sections of main oil pipe (Form A* and 
 
 subsequent engines only}. 
 . . Xeedle valve screw, with nut and leather washer (for N>. 
 
 62-A2 and No. 99- A^. 
 Oil pipe between strainer and pump. 
 Oil pipe connection from No. 144 to governor (Form Al 
 
 engines only}. 
 Needle valve, elbow complete, governor oil pipe (Form Aj 
 
 and subsequent engines only). 
 Horizontal section of branch oil pipe to main bearings (Form 
 
 A2 and subsequent engines only}. 
 Vertical section of branch oil pipe to main bearings (Form A^ 
 
 and subsequent engines only). 
 Horizontal section of branch oil pipe to gear case complete 
 
 (Form A2 and subsequent engines only}. 
 Vertical section of branch oil pipe to gear case (Form A^ and 
 
 subsequent engines only). 
 Oil pump. 
 
 Stud to attach No. 109 to frame. 
 Nut for No. 673. 
 Lock for oil pump gland nut. 
 
 Packing for oil pump. (Same as No. 204-) 
 Cotter pin for lock of oil-pump ghmd nut. 
 
 By-pass valve and pipe connection to No. 144 (Form Al 
 
 engines only). 
 110- A 2 1 By-pass valve body and pipe connection to pump (Form A2 
 
 and subsequent engines only}. 
 633 Gasket between by-pass valve and frame. 
 Oil pipe on connecting rod. 
 Shut-off cock for oil pressure gatige. 
 Governor shaft extension. 
 Oil pipe connection to pump, pressure side (Form Al engines 
 
 only). 
 
 120 
 
 127-A2 
 131 
 
 144 
 
119 
 
 50. Oiling system Continued. 
 
 'Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 161 Coupling for governor shaft extension. 
 
 378 Gasket for oil pipe flanges. 
 
 529 ; Adjusting screw for oil by-pass valve (not including nuts or 
 
 washers) . 
 
 530 Lock nut for oil by-pass valve and needle valve screw, No. 51 . 
 
 62!) Cap screw for oil reservoir flanges at strainer and drain cock. 
 
 G30 Distance piece between No. 63-A2 and frame. 
 
 032 Cap screws for by-pass valve and frame. 
 
 030 Screw for all oil pipe flanges (c.rcept jlanges at distance pieces, 
 
 pump, and gear case) and 161. 
 
 637 Nut for No. 645 at gear case. 
 
 645 Screw for oil pipe flanges at pump, distance piece, and gear 
 
 case. 
 950 Needle valve body at gear case. 
 
120 
 
121 
 
 
 Fig. 57. 
 
 51. Cylinders, pistons, crank shaft, connecting rods, bear- 
 ings, etc. (See Figs. 56 and 57.) 
 
 I 'art No. 
 
 Description. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 1-A2 
 
 
 Engine frame (Form A2 and subsequent entriiies only). 
 
 28 
 31 
 
 508 
 
 300 
 301 
 009 
 670 
 671 
 072 
 
 36 
 
 Engine frame (Form A engines only). 
 
 Cylinder. 
 
 Studs for fastening 1 and 4 cylinders to frame (we Mo. XS et scq.}. 
 
 Crank shaft, less couplings. 
 
 Xut for fastening down cylinders. 
 
 Positive lock washer for No. 28. 
 
 Gear case and end bearing (studded; without bushings). 
 
 Xutsfor Xo. 301. 
 
 Outside stud on frame for X'o. 31. 
 
 Lower inside stud for gear case. 
 
 Cotter pin for Xos. 009 and 071. 
 
 Upper inside stud for gear case. 
 
 Xut for Xos. 009 and 071. 
 
 Connecting rod. 
 
122 
 
 51. Cylinders, pistons, crank shaft, connecting rods, bear- 
 ings, etc. Continued. 
 
 Part No. 
 
 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 37 
 
 
 38 
 
 
 46 
 
 j 
 
 73 
 
 
 89 
 
 876 
 
 877 
 
 100 
 
 872 
 
 101 
 
 
 106 
 
 
 108 
 
 32 
 146 
 
 114 
 
 
 115 
 116 
 
 
 117 
 
 
 118 
 
 
 119 
 
 
 Description. 
 
 Connecting rod head, upper half. 
 Connecting rod head, lower half. 
 Oil strainer complete (for screws, etc., see par. 50}. 
 Cranking pin. 
 Guard for cranking pin. 
 Cap screw for No. 876. 
 
 Crank shaft pinion, for use with steel gears. (See also No. 872.} 
 Crank shaft pinion, for use with cloth gears. (See also No. S9.) 
 Key for shaft and flywheel. 
 Oil collar, flywheel end of crank shaft. 
 
 Nut to fasten flywheel (or flywheel coupling of Form A en- 
 gines) to crank shaft. 
 Cover for No. 106 (Form A engines only}. 
 Set screws to lock No. 106. 
 Starting crank. 
 
 Crank shaft coupling for armature. 
 Clamping nut for No. 114. 
 Set screw for locking nut No. 115. 
 Key for armature coupling. 
 Nut and lock nut for No. 119. 
 Bolts for connecting rod head. 
 
 120 I Oil pipe on connecting rod. 
 
 121 Wrist pin bushing. 
 
 122-A2 Wrist pin. 
 
 123 Set screw for holding wrist pin in piston. 
 
123 
 
 51. Cylinders, pistons, crank shaft, connecting rods, bear- 
 ings, etc. Continued. 
 
 Part No. 
 
 Shown m 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 123--A2 Safety screw for wrist pin. 
 
 124 Piston. 
 
 125 Piston ring. 
 
 126 Bolts for holding down cylinders and up crank hearings. 
 
 1 29 Shim for connecting rod head . 
 
 130 Lining for connecting rod head. 
 
 L33 Up] >er part of inside bearing of crank shaft. 
 
 134 Lower cap of inside bearing of crank shaft. 
 
 135 Lower lining of inside bearing of crank shaft. 
 
 136 Upper lining of inside bearing of crank shaft. 
 
 137 Stud for holding up lower cap of inside bearing of crank shaft, 
 
 138 Nut and lock nut for stud No. 137. 
 
 139 Shim for inside bearing of crank shaft . 
 
 140 Upper crank shaft bearing, generator end. 
 
 396 Oil collar for crank shaft, generator end. 
 
 1-11 End bearing cap. 
 
 142 ! Bolts for end bearing. 
 
 143 ' Nut and lock nut for bolt No. 142. 
 
 144 A 2 Shim for end bearing of crank shaft. 
 
 1 45 | Key to fasten pinion No. 89 (also No. 872) to crank shaft. 
 
 146 ! | Set screw for lock nut No. 106. 
 
 L49-A2 ' Dowel pin for Nos. 130 and 38. 
 
 293 Lower lining for end bearing of crank shaft. 
 
 294 Upper lining for end bearing of crank shaft. 
 
124 
 
 Fig. 59. 
 
125 
 
 52. Intake and exhaust valves and their operating parts; 
 priming and relief valves; cylinder plugs, etc. (See Figs. 58 
 and 59.} 
 
 I 'art No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 19 Relief cock and primer for cylinder No. 1, body only. 
 
 24 Relief cock and primer for cylinders Nos. 2, 3, and 4, body 
 
 only. 
 
 34 Main valve spring. 
 
 65 Guide for cam roller fork. 
 
 661 Stud to attach No. 65 to frame. 
 
 662 Nut for No. 661. 
 
 67 Valve-ad j listing clamp. 
 
 68 Seat for main valve spring. 
 
 105 Ilelief cock and primer valve. 
 
 257 Clamping ring nut for Nos. 16, 16A2, and 24. 
 
 258 Brass packing ring for Nos. 16, 16A2, and 24. 
 
 259 Valve guide for No. 262. 
 
 260 Clamping screw tor No. 67. 
 
 261 Cam roller and fork. 
 
 682 Cam roller fork and guide complete (engines prior to A20). 
 
 858 Assembled cam roller fork and guide complete with spring 
 (A20 and subsequent engines only). 
 
 262 Intake and exhaust valve. 
 
 263 Key for No. 262. 
 
 264 Nut for valve guide. 
 
 265 Plug for exhaust chambers of cylinders Nos. 2. 3, and 4. 
 
 266 Pipe plug for No. 265. 
 
 267 Plug for intake chamber. 
 
 268 Clamping ring nut for Nos. 19, 265, and 267. 
 
 269 Copper asbestos gasket for Nos. 16, 16-A2, and 24. 
 
 270 Tauril gasket for Nos. 16, 16-A2, and 24. 
 
 855 Spring for No. 261 (A20 and subsequent engines only). 
 
 856 ('a) for No. 855. 
 
126 
 
 Z3W2 
 
 
 247 
 
 [ ) f- 
 
 f 
 
 J> 
 
 Z33/I2 
 
 Fig. 60. 
 
 Fig. 61, 
 
127 
 
 53. Intake and exhaust cam shafts, shifting lever, magneto 
 and pump gears, etc. (See Figs. 60 and 61.} 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 33 \ Indicator. 
 
 726 Screw for No. 33 and cam shaft. 
 
 728 Clamping screw for No. 33. 
 
 41 Cam shaft shifting lever. 
 
 72 Locking plate for No. 41. 
 
 575 Cap screw for No. 72. 
 
 43 Driving magneto coupling and gear shaft, with key. 
 
 43-A2 Driven magneto coupling. 
 
 66 Set screw for cam shaft bushing. 
 
 71 Catch for cam shaft lever. 
 
 80 Eccentric of gasoline pump. 
 
 90 Idler gear with bushing (for use with steel gears). 
 
 852 Idler gear, cloth. 
 
 91 Idler gear stud. 
 
 92 Exhaust cam shaft (all engines except A-20 and subsequent 
 
 engines). 
 
 875 Exhaust cam shaft (Form A-20 and subsequent engines only) . 
 (Sec also No. 92.] 
 
 93 Exhaust cam shaft gear with key. 
 
 94 Intake cam shaft (all engines except A-20 and subsequent 
 
 engines). (See also No. 873.) 
 
 873 Intake cam shaft (Form A-20 and subsequent engines only). 
 (See also No. 94.) 
 
 95 Intake cam shaft gear with key. 
 
 96 Gear operating magneto, steel. (See also No. 8-59.) 
 
 97 Gear operating gasoline and water pumps, steel. (See also No. 
 
 8-59). 
 859 Driving gear for magneto and pumps, cloth. (See also Nos. 96 
 
 and 97). 
 
 Ill ! Bevel gear on intake cam shait with key. 
 
 132 Support for No. 41. 
 
 231 Bushing for cam shaft, flywheel end. 
 
 231A2 Bushing for cam shaft, generator end. 
 
 232 Middle bushing for cam shaft. 
 
 233 j Screw to fasten No. 235 to No. 41 . 
 
 234 . .! Positive lock washer tor No. 233 and No. 239-A2. 
 
128 
 
 53. Intake and exhaust cam shafts, shifting lever, magneto 
 and pump gears, etc. Continued. 
 
 Part Xo. 
 
 Sho\vn in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 235 Shitting sleeve. 
 
 236 Pin connecting Xo. 41 and Xo. 132. 
 
 237 Cotter pin for Xo. 236. 
 
 238 Washer for shifting sleeve. 
 
 239 Lock nut for Xo. 132. (Order Xos. 239-A2 and 234). 
 
 239A2 Xut for Xo. 132. 
 
 240 Long spacing sleeve for Xo. 92. 
 
 241 Short spacing sleeve for Xo. 92. 
 
 242 Xut for Xos. 92. 94. 874, and 875. to attach bevel gear to intake 
 
 cam shaft. 
 
 243 Positive lock washer for Xo. 242. 
 
 244 Flat spring foi Xo. 71. 
 
 245 Pin for Xo. 71. 
 
 246 Washer for Xo. 245. 
 
 247 Washer for cam shafts, flywheel end. (For all engines except 
 
 Form A-20 and subsequent engines.) (See also No. 874.'} 
 
 874 Washer for cam shafts, flywheel end. (Form A-20 and subse- 
 quent engines only.) 
 
 302 ! Lock nut to fasten Xo. 97 to Xo. 80, also Xo. 96 to Xo. 43. 
 
 303 Bushings for Xos. 43 and 80. 
 
 304 Bushing for idler gear. 
 
 305 Lock nut for Xo. 90. 
 
 306 . . Thrust washer for Xo. 94, generator end. 
 
 307 Thrust washer for Xo. 92. generator end. 
 
 308 Bushing in gear case cover for Xo. 94. 
 
 309 Washer for Xo. 302. 
 
 310 . . Washer for Xo. 305. 
 
129 
 
 249 
 
 Z50 
 
 Fig. 62. 
 
 54a. Cartridge starter, old type. (See Fig. 62,} 
 
 Part No. 
 
 Description. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 16 
 248 
 249 
 250 
 251 
 252 
 253 
 254 
 255 
 256 
 257 
 258 
 
 
 Breechblock. 
 Firing pin for breechblock. 
 Spring for X'o. 248. 
 Breechblock, upper part. 
 Locking pin for Xo. 250. 
 Guide block for Xo. 251. 
 Pin for Xo. 250. 
 Washer for Xo. 253. 
 Cotter pin for Xo. 253. 
 Shell ejector for Xo. 16. 
 Ring nut for Xos. 16 and 24. 
 Brass packing ring for Xos. Hi and 24. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 22066 16- 
 
130 
 
 270 
 
 
 Fig. 63. 
 
 277 
 
 Fig. 64. 
 
131 
 
 54b. Cartridge starter, new type. (See Fig. 63.} 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 1 catedin 
 figure. 
 
 Description. 
 
 l(i-A2 Cartridge starter (body only). 
 
 248-A2 
 
 249-A2 
 
 250- A 2 
 
 251- A 2 
 
 252- A 2 
 
 253- A 2 
 
 250- A 2 
 
 257 
 
 258 
 
 269 
 
 270 
 
 Firing pin for cartridge starter. 
 
 Spring for Xo. 248-A2. 
 
 Clamp for Xo. 256-A2. 
 
 Guide nut for Xo. 248-A2. 
 
 Wrench for cartridge starter. 
 
 Limit pin for Xo. 248-A2. 
 
 Shell holder for Xo. 16-A2. 
 
 Ring nut for Xo. 16-A2. 
 
 Brass packing ring for Xo. 16-A2. 
 
 Copper-asbestos packing for X"o. 1G-A2. 
 
 Tamil packing for No. 16-A2. 
 
 Xo. 10 gauge blank cartridge. 
 
 Cartridge starter complete. 
 
 55. Exhaust muffler. (See Fig. 64-} 
 
 113 
 
 271 
 272 
 
 273 
 274 
 
 275 
 27 (; 
 
 277 
 
 493 
 
 Muffler. 
 
 First expansion chamber of Xo. 113. 
 Second expansion chamber of Xo. 113. 
 Third expansion chamber of Xo. 113. 
 Fourth expansion chamber of Xo. ]13. 
 Inlet head of Xo. 113. 
 Outlet head of Xo. 113. 
 Packing ring for mufflei heads. 
 Through bolts of Xo. ]13. 
 
132 
 
133 
 
 56a. Generator frame and parts thereon, not including 
 terminal boards or pole pieces. (See Fig. 65.} 
 
 Part No. 
 
 Description. 
 
 US-volt generator. *. 
 
 3- wire 
 generator. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 2 
 
 157 
 
 
 791 
 792 
 1158 
 1160 
 157 
 
 791 
 792 
 1158 
 1160 
 157 
 
 Frame for generator. 
 Stud for generator frame. 
 Nut for stud for generator frame. 
 Machine screw for name plate. 
 Eyebolt for generator frame. 
 
 301 
 1158 
 1160 
 
 
 56b. Generator bearing bracket and parts thereon. (See 
 Fig. 65.} 
 
 153 
 
 
 153 
 1157 
 
 796 
 1157 
 
 Bearing bracket for generator. 
 Bolt for fastening generator bearing 
 
 1157 
 
 278 
 
 
 278 
 107 
 
 278 
 107 
 
 bracket. 
 Drip cock for oil gauge. 
 Sight oil gauge complete. 
 
 107 
 
 
 1163 
 
 1163 
 
 1163 
 
 Oil tube for sight oil gauge. 
 
 
 1164 
 
 1164 
 
 1164 
 
 Sight tube for generator oil gauge. 
 
 
 1165 
 
 1165 
 
 1165 
 
 Cover for sight tube. 
 
 
 1166 
 
 1166 
 
 1166 
 
 Cotter pin for sight oil gauge cover. 
 
 
 1167 
 
 1167 
 
 1167 
 
 Glass tube for sight oil gauge. 
 
 
 1168 
 
 1168 
 
 1168 
 
 Cork washer for bottom of sight tube. 
 
 
 1169 
 
 1169 
 
 1169 
 
 Brass washer for bottom of glass tube. 
 
 
 1170 
 
 1170 
 
 1170 
 
 Cork washer for glass tube. 
 
 279 
 289 
 290 
 
 1171 
 
 1171 
 279 
 973 
 289 
 1159 
 290 
 1161 
 
 1171 
 
 279 
 973 
 289 
 1159 
 290 
 1262 
 
 Nipple for top of sight tube, 
 ^-inch drain plug for generator bearing, 
 f-inch pipe plugs for generator bearing. 
 Lining for generator bearing. 
 Screw for holding bearing lining. 
 Oil ring for generator bearing. 
 Oil-well cover for generator bearing. 
 
 973 
 
 1L59 
 
 1161 
 
 JL62 
 
 1162 
 
 1162 
 
 Hinge screw for oil-well cover. 
 
134 
 
 56c. Generator armature, commutator, shaft, etc. (See 
 Fig. 65.} 
 
 Part No. 
 
 Description. 
 
 115- volt generator. 
 
 230-volt 
 generator. 
 
 3-wire 
 generator. 
 
 s ^- B? 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 158 
 291 
 
 
 807 
 1259 
 1255 
 1260 
 
 798 
 1259 
 1291 
 1260 
 
 Commutator. 
 Key for commutator. 
 Armature for generator. 
 Armature bar winding. 
 
 1226 
 
 1227 
 
 
 1228 
 
 1261 1261 
 
 Connecting clips for armature winding 
 
 
 
 
 opposite commutator end. 
 
 
 1229 
 
 1360 
 
 1293 
 
 Connecting clips for armature winding 
 
 292 
 
 
 1256 
 
 1257 
 1258 
 
 
 commutator end. 
 Armature for generator (Panama insu- 
 lation). 
 Armature shaft and key. 
 Key for armature spider. 
 
 1292 
 1258 
 
 1225 
 
 56d. Generator pole pieces and field coils. (See Fig. 65, p. 132.) 
 
 283 
 
 i 
 1230 1230 
 
 Main pole piece for generator. 
 
 284 
 
 1186 
 
 1232 1232 
 1231 1231 
 1233 1233 
 
 Bolt for generator main pole piece. 
 Commutating pole piece for generator. 
 Bolt for generator commutating pole 
 
 1187 
 
 285 
 286 
 
 
 1234 
 1235 
 
 1236 
 1237 
 
 1275 
 
 piece. 
 Main field coil for generator. 
 Main field coil for generator (Panama 
 insulation). 
 Commutating field coil for generator. 
 Commutating field coil for generator 
 (Panama insulation). 
 
 
 1276 
 
 
 
135 
 
 56e. Connecting leads between field coils of generator. (See 
 
 Fig. 65, p. 
 
 Part No. 
 
 
 115- volt generator. 
 
 230-volt 
 
 generator. 
 
 3-wire 
 generator. 
 
 Description. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 
 287 
 
 
 1242 
 
 
 Inside connecting lead for generator 
 
 
 
 
 
 commutating field coils. 
 
 
 1320 
 
 1241 
 
 
 Outside connecting lead for generator 
 
 
 
 
 commutating field coils. 
 
 
 1175 
 
 1239 
 
 1239 
 
 Bolt for commutating field connecting 
 
 
 
 
 
 strips. 
 
 
 1194 
 
 1240 
 
 1240 
 
 Nut for commutator field connection 
 
 
 
 
 
 strip. 
 
 
 1195 
 
 594 
 
 Washer for romrrmtatino r field cormer- 
 
 
 
 
 
 O 
 
 tion strip bolt. 
 
 
 1190 
 
 1238 
 
 
 Connecting strips for generator series 
 
 
 
 
 
 field coils. 
 
 
 1192 
 
 1239 
 
 1239 
 
 Bolt for series field connecting strips. 
 
 
 1191 
 
 1240 
 
 1240 
 
 Nut for series field connecting strip bolt. 
 
 
 594 
 
 594 
 
 
 Washer for series field connecting strip 
 
 
 
 
 
 bolt. 
 
 
 1196 
 
 1243 
 
 1243 
 
 Connection leads for generator shunt 
 
 
 
 
 
 field coils. 
 
 
 
 
 1277 
 
 Series connecting lead for 3-wire gen- 
 
 
 
 
 
 erator main-field coils. 
 
 
 
 
 1280 
 
 Series connecting lead between corn- 
 
 
 
 
 
 mutating and main coils. 
 
136 
 
 56f. Connecting leads between field coils and terminal 
 boards of generator. (See Fig. 65, p. 132.} 
 
 Part No. 
 
 115-volt generator. 
 
 230-volt 
 
 generator. 
 
 3-wire 
 generator. 
 
 Description. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 288 
 
 
 
 
 Cables. (Order by numbers given 
 below.) 
 Negative terminal lead from commu- 
 tating coil. 
 Lead for right-hand commutating coil to 
 negative terminal board. 
 Lead from inside bus ring to negative 
 terminal board. 
 Positive terminal lead from top series 
 coil to positive terminal board. 
 Equalizer lead from generator series coil 
 to terminal board. 
 Equalizer lead from outside bus ring. 
 Equalizer lead from shunt field. 
 
 1198 
 1199 
 1200 
 1201 
 1202 
 
 1203 
 
 1204 
 
 1197 
 1244 
 1245 
 1244 
 1197 
 
 1245 
 1246 
 
 
 
 
 
 
 
 1246 
 
 
 1205 
 
 1247 
 
 1247 
 
 Lead from shunt field to shunt terminal 
 
 
 1207 
 
 1207 
 
 
 board. 
 Cap screw for terminal leads and bus 
 rings. 
 
 
 
 
 
 1281 
 
 Series line lead from Xo. 1 main coil to 
 
 
 
 
 
 left-hand terminal board. 
 
 
 
 
 1244 
 
 Tap from Xo. 5 main coil for left-hand 
 
 
 
 
 
 series field shunt. 
 
 
 
 
 1282 
 
 Series line lead from Xo. 6 main coil to 
 
 
 
 
 
 right-hand terminal board. 
 
 
 
 
 1197 
 
 Tap for Xo. 2 main coil for right-hand 
 
 
 
 
 
 series field coil. 
 
 
 
 
 1283 
 
 Series lead from bus rings to right and 
 
 
 
 
 1284 
 
 left hand commutating coils. 
 Lead from collector rings to right and 
 
 
 
 
 left hand terminal boards. 
 
137 
 
 56g. Generator brushes, brush-holder yoke and parts. (See 
 Fig. 65, p. 132.} 
 
 Part No. 
 
 Description. 
 
 llo-volt generator. 
 
 230-volt 
 generator. 
 
 3 -wire 
 generator. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 154 
 
 
 154 
 1174 
 
 1203 
 1204 
 
 Brush-holder yoke for generator. 
 Clamp for generator brush-holder yoke. 
 
 1174 
 
 
 1175 
 
 1175 
 
 1175 
 
 Bolts for generator brush-holder yoke 
 
 159 
 
 
 805 
 
 805 
 
 clamp. 
 Brush-holder complete, less brush for 
 generator. 
 
 
 
 1179 
 
 1180 
 
 1180 
 
 Brush-holder body for generator. 
 
 
 854 
 
 854 
 
 854 
 
 Clamping screw for generator brush 
 
 
 
 
 
 holder and stud. 
 
 
 1181 
 
 1181 
 
 1181 
 
 Spring holder for generator brush holder. 
 
 
 1182 
 
 1182 
 
 1182 
 
 Machine screw for fastening spring 
 
 
 
 
 
 holder to brush-holder body. 
 
 
 514 
 
 514 
 
 514 
 
 Brush-holder spring. 
 
 
 1183 
 
 1183 
 
 1183 
 
 Brush-holder spring lever. 
 
 
 1184 
 
 1184 
 
 1184 
 
 Bolt for brush-holder spring and spring 
 
 
 
 
 
 holder. 
 
 
 200-A2 
 
 200-A2 
 
 200-A2 
 
 Cotter pin for brush-holder bolt. 
 
 
 1185 
 
 1185 
 
 1185 
 
 Thumb screw for fastening pigtail to 
 
 
 
 
 
 brush-holder body. 
 
 
 
 
 1200 
 
 Collector brush holder complete, less 
 
 
 
 
 
 brush. 
 
 
 
 
 1207 
 
 Collector brush-holder body. 
 
 
 
 
 1208 
 
 Clamping screw for collector brush 
 
 
 
 
 
 holder and stud. 
 
 
 
 
 1209 Spring holder for collector brush-holder 
 
 
 
 
 spring. 
 
 
 
 
 1270 
 
 Brush-holder spring for collector brush 
 
 
 
 
 holder. 
 
 
 
 
 1272 
 
 Bolt for brush-holder spring. 
 
 
 
 
 1273 
 
 Cotter pin for brush-holder spring bolt. 
 
 
 
 
 1274 Thumbscrew for fastening pigtail to 
 
 280 
 
 
 280 
 
 802 
 801 
 
 collector brush holder. 
 Brush-holder studs for generator. 
 Brush-holder studs for generator col- 
 
 
 
 
 
 
 lector brushes. 
 
138 
 56g. Generator brushes, brush-holder yoke and parts Con. 
 
 Part No. 
 
 Description. 
 
 115-volt generator. 
 
 230-volt 
 generator. 
 
 3-wire 
 generator. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 
 627 
 
 627 
 
 627 
 
 Brass washer for generator brush-holder 
 
 
 
 
 
 studs. 
 
 
 589 
 
 589 
 
 589 
 
 Nuts for generator brush-holder studs. 
 
 
 584 
 
 584 
 
 584 
 
 Insulation bushing for generator brush- 
 
 281 
 
 282 
 
 
 281 
 1206 
 
 282 
 
 513 
 
 803 
 804 
 
 282 
 
 holder studs and yoke. 
 Inside bus ring for generator. 
 Outside bus ring for generator. 
 Fiber washer for generator brush-holder 
 stud and yoke. 
 Carbon brush with pigtail for generator 
 commutator. 
 
 1206 
 
 512 
 
 
 
 
 
 1265 
 
 Carbon brush with pigtail for 3-wire 
 
 
 
 
 
 generator collector. 
 
 56h. Generator terminal boards. (See Fig. 65, p. 
 
 155 
 
 
 1248 
 
 1285 
 
 Block for generator terminal boards. 
 
 
 951 
 
 951 
 
 951 
 
 Bracket for series terminal boards. 
 
 
 1208 
 
 1208 
 
 1208 
 
 Spacer for bracket and terminal board. 
 
 
 1209 
 
 1209 
 
 1209 
 
 Cap screw for fastening terminal boards 
 
 
 
 
 
 to generator. 
 
 
 594 
 
 594 
 
 594 
 
 Washer for terminal board cap screws. 
 
 
 1210 
 
 1249 
 
 1249 
 
 Cap screws for terminal board terminals. 
 
 
 198 
 
 594 
 
 
 Washer for cap screws. 
 
 
 1211 
 
 1240 
 
 
 Nut for Nos. 1210 and 1249. 
 
 
 1212 
 
 1250 
 
 1250 
 
 Space block for generator terminal 
 
 
 
 
 
 leads. 
 
 
 1213 
 
 1251 
 
 1251 
 
 Space block for generator terminal 
 
 
 
 
 
 board . 
 
 
 1214 
 
 
 
 Space block for equalizer connection. 
 
 
 1215 
 
 1249 
 
 
 Cap screw for equalizer connection. 
 
 156 
 
 
 156 
 
 156 
 
 Shunt terminal board complete. 
 
 
 1216 
 
 1252 
 
 1252 
 
 Cap screw for fastening shunt terminal 
 
 
 
 
 
 board. 
 
 
 825 
 
 825 
 
 825 
 
 Washer for terminal board cap screw. 
 
 
 1217 
 
 1217 
 
 1217 
 
 Base for shunt terminal board. 
 
 
 1218 
 
 1218 
 
 1218 
 
 Binding plate for shunt terminal board. 
 
139 
 
 56h. Generator terminal boards Continued. 
 
 Tart No. 
 
 Description. 
 
 115-volt generator. 
 
 230-volt 
 generator. 
 
 3-wire 
 . generator. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 
 1219 
 
 1219 
 
 1219 
 
 Binding screws for shunt terminal board. 
 
 
 1220 
 
 1220 
 
 1220 
 
 Nut for shunt terminal 
 
 board binding 
 
 
 
 
 
 screw. 
 
 
 
 1221 
 
 1221 
 
 1221 
 
 Washer for shunt termin 
 
 al board bind- 
 
 
 
 
 
 ing screw. 
 
 
 56i. Generator shunts. (See Fig. 65, p. 132.} 
 
 160 
 
 
 1253 
 
 
 German silver shunt for mam field. 
 
 
 1223 
 
 1254 
 
 1289 
 1290 
 
 German silver shunt for main field, 
 left hand. - 
 German silver shunt for main field, 
 right hand. 
 German silver shunt for commutating 
 
 
 
 
 
 field. 
 
 56j. Collector rings and parts, 3-wire generator. 
 
 Part No. 
 
 Description. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 
 128 
 
 Key for collector rings. 
 
 
 617 
 
 Xut for collector-ring stud. 
 
 
 800 
 
 Collector ring. 
 
 
 1294 
 
 Connecting clips for collector-ring leads. 
 
 
 1295 
 
 Collector-ring assembly. 
 
 
 1296 
 
 Supporting spacer for collector ring. 
 
 
 1297 
 
 Stud for holding collector rings. 
 
 
 1298 
 
 Washer for collector-ring stud. 
 
 
 1299 
 
 Insulating bushing for collector rings. 
 
 
 1300 
 
 Insulating washer for collector rings. 
 
140 
 
 SJC 
 
 
 
 i^N-^r^-r^-^^CTi ?5r 
 -*>. o$ $3 b> S % ^ <S ^ 
 
141 
 
 57a. Miscellaneous parts. Engine viewed from flywheel end 
 (flywheel removed). (See Figs. 66 and 67.) 
 
 ] 'art No. 
 
 Description. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 7 
 
 16 
 17 
 25 
 
 26 
 27 
 33 
 35 
 
 42 
 
 47 
 73 
 89 
 90-97 
 98 
 99 
 101 
 102 
 103 
 104 
 104-A2 
 106 
 152 
 295 
 298 
 299 
 
 300 
 301 
 
 
 Exhaust header. 
 Studs to attach No. 7 to cylinders. 
 Nuts for No. 1384. 
 See par. 556. 
 See No. 17 et seq., par. 47a. 
 See No. 25 et seq., par. 51. 
 See corresponding number et seq., par. 47a. 
 See corresponding number et seq., par. 47a. 
 See No. 33 et seq., par. 53. 
 See No. 35 et seq., par. 47a. 
 Index. 
 Upper cover studs on gear case for supporting No. 42. 
 See No. 47 et seq., par. 50. 
 See corresponding number et seq., par. 51. 
 See corresponding number et seq., par. 51. 
 See corresponding numbers et seq., par. 53. 
 Nuts for flywheel coupling (Form A engines only). 
 Lock washers for No. 98. 
 See No. 101, par. 51. 
 Lower gear case cover. 
 Upper gear case cover. 
 Flywheel coupling (Form A engines only). 
 See No. 104-A2, par. 50. 
 See No. 106 et seq., par. 51. 
 Drain pipe from exhaust manifold to cylinder jacket. 
 Bolt and nut for Nos. 102 and 103. 
 Nut for Nos. 299 and 395. 
 Short stud to attach Nos. 102 and 103 to gear case. 
 Upper cover stud on gear case for supporting No. 42. 
 See No. 31 et seq., par. 51. 
 See No. 31 et seq., par. 51. 
 
 1384 
 368 
 
 
 
 
 
 
 
 
 395 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 395 
 
 
 
142 
 
 ii : 
 
 \ 
 
 N? f\> 
 ^ !S 
 
 ^ ^ $ SJ $ 
 
143 
 
 57b. Miscellaneous parts; engine viewed from generator end 
 (generator removed). (See Figs. 68 and 69.) 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 32-A2 
 
 
 Coupling stud for armature 
 
 33 
 
 
 See No. 33 et seq., par. 53. 
 
 48-A2 
 
 
 Lock washer for No. 32-A2. 
 
 49-A2 
 
 
 Nut for No 32-A2 
 
 51 
 
 
 See par 50 
 
 53 
 
 
 See par. 50 
 
 59-A2 
 
 
 Governor gear-box cover. 
 
 60-A2 
 
 
 Cap screw for No. 59-A2. 
 
 62 
 
 
 See par. 50. 
 
 62-A2 
 
 
 See par. 50 
 
 79 
 
 
 See No. 9 et seq., par. 48c. 
 
 109 
 
 
 See par. 50. 
 
 110 
 
 
 See par. 50. 
 
 110-A2 
 
 
 See par. 50. 
 
 111 
 
 
 See par. 52. 
 
 112 
 
 
 See par 48c. 
 
 114 
 
 
 See par. 51 
 
 115 
 
 
 See par. 51. 
 
 144 
 
 
 See par. 50. 
 
 
 
 
144 
 
 
 /IO-A2 
 
 Fig. 70. 
 
 Fig. 71. 
 
145 
 
 57c. Miscellaneous parts; engine viewed from sides. (See 
 Figs. 70 and 71.) 
 
 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 
 figure. 
 
 7 
 
 
 10 
 
 
 11 
 
 
 12 
 
 
 14 
 
 
 18 
 
 650 
 
 20 
 
 
 23 
 
 
 26 
 
 
 27 
 
 
 41 
 
 
 42 
 
 
 44 
 
 
 45 
 
 
 47 
 
 
 47-A 
 
 
 51 
 
 
 62-A2 
 
 
 64 
 
 
 69 
 
 
 70 
 
 
 72 
 
 
 77 
 
 575 
 
 81 
 
 
 98- A 2 
 99-A2 
 
 665 
 
 105 
 
 
 110-A2 
 
 
 128-A2 
 
 
 148 
 
 
 320 
 
 
 321 
 
 
 
 607 
 609 
 
 Description. 
 
 See No. 7 et seq., par. 57a. 
 
 See par. 48b. 
 
 See par. 47c. 
 
 See par. 48a. 
 
 Han dhole cover. 
 
 Cap bolt for No. 14. 
 
 See No. 970 et seq., par. 49f. 
 
 See par. 47a. 
 
 See par. 49d; see also 527, par. 49c; and 966, par. 49a. 
 
 See par. 47a. 
 
 See par. 47a. 
 
 See par. 53. 
 
 See No. 42 et seq., par. 57a. 
 
 See No. 44 et seq., par. 49f. 
 
 See par. 50. 
 
 See par. 50. 
 
 See par. 50. 
 
 See par. 50. 
 
 See par. 50. 
 
 See pars. 47b and 47c. 
 
 See No. 965 et seq., par. 49f. 
 
 See No. 959 et seq., par. 49f. 
 
 Locking plate for shifting lever. 
 
 Cap screw for No. 72. 
 
 See No. 965 et seq., par. 49f. 
 
 Ventilating tube. 
 
 Cap screw to attach No. 81 to frame. 
 
 See par. 50. 
 
 See par. 50. 
 
 See par. 52. 
 
 See par. 50. 
 
 See No. 961 et seq., par. 49 f. 
 
 See pars. 48a and 48b. 
 
 Blind flange for exhaust header. 
 
 Threaded flange for exhaust header. 
 
 Stud to attach Nos. 320 and 321 to exhaust header. 
 
 Nut for No. 607. 
 
 22066 16- 
 
 K) 
 
146 
 
147 
 
 57d. Miscellaneous parts; engine viewed from flywheel end 
 (flywheel in place). (See Figs. 72, 73, and 7/ f .) 
 
 Fart No. 
 
 Shown in 
 figure. 
 
 1-A2 
 
 2 
 
 3-A2 
 
 4 
 5 
 6 
 7 
 
 10 
 12 
 14 
 
 16-A2 
 17 
 18 
 19 
 20 
 21 
 22 
 23 
 
 24 
 25 
 26 
 27 
 29 
 30 
 33 
 34 
 35 
 
 4 7- A 
 68 
 70 
 73 
 77 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 Engine frame. 
 
 See par. 56a. 
 
 Flywheel (Form A2 and subsequent engines only). 
 
 Flywheel (Form A engines only). 
 
 See par. 51. 
 
 See par. 48b. 
 
 See par. 48b. 
 
 See par. 57a. 
 
 See par. 48b. 
 
 See par. 48a. 
 
 See par. 57c. 
 
 See pars. 54a and 54b. 
 
 See par. 47a. 
 
 See 970 et seq. par. 49f . 
 
 See par. 52. 
 
 See par. 47a. 
 
 See par. 491. 
 
 Spark plug. 
 
 See par. 49e; also 527. 
 
 par. 49c, and 966, par. 
 
 49a. 
 
 See par. 52. 
 See par. 51. 
 See par. 47a. 
 See par. 47a. 
 See par. 48a. 
 See par. 48a. 
 See par. 53. 
 See par. 52. 
 See par. 47a. 
 See par. 50. 
 See par. 52. 
 See 959, etc., par. 49f. 
 See par. 51. 
 
 See par. 49c; see also par. 49b. 
 See 1021, par. 49a; 440, par. 49d; 906, par. 49c. 
 
 74. 
 
148 
 
 57d. Miscellaneous parts; engine viewed from flywheel end 
 (flywheel in place) Continued. 
 
 Part No. 
 
 Shown in 
 figure. 
 
 103 
 105 
 106 
 146 
 152 
 160 
 311 
 312 
 313 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 See par. 57a. 
 
 See par. 52. 
 
 See par. 51. 
 
 See par. 51. 
 
 See par. 47a. 
 
 See par. 56i. 
 
 Studs for flywheel puller. 
 
 Nuts for 311. 
 
 Crossbar for flywheel puller. 
 
 -..- 
 
 J. 75. 
 
 58. Tool box. (See Fig. 75.' 
 
 Part No. 
 
 Shown in 
 figure. 
 
 157 
 
 252-A2 
 329 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 Eye bolt for generator. 
 
 Wrench for cartridge starter. 
 
 Gap gauge (make and break gauge in fig. ) for G. E. magneto. 
 
149 
 
 58. Tool box Continued. 
 
 Part No. 
 
 Shown in 
 figure. 
 
 Not indi- 
 cated in 
 figure. 
 
 Description. 
 
 Wrench for G. E. magneto or 
 
 896 Contact adjusting plug for Eisemann magneto. 
 
 897 Socket wrench, elbow, Eisemann magneto. 
 
 898 Combination wrench and spark gap adjuster. Eiseman magneto, 
 
 or 
 
 { 978 Combination wrench and gap gauge for Splitdorf magneto. 
 
 33 L Wrench for valve cap of gasoline pump. 
 
 332 Wrench, 7^-inch cap screws. 
 
 333 Wrench, & and inch cap screws. 
 
 334 Wrench, $ and 5 inch cap screws. 
 
 335 Wrench, -^ and inch nuts. 
 
 336 Wrench, yg- and ^ inch nuts. 
 
 337 Wrench, f and f inch nuts. 
 
 379 Wrench, governor spring adjuster. 
 
 381 Wrench for valve guide nuts. 
 
 382 Wrench, f and 1-J inch nuts. 
 
 383 Hook spanner for parts Nos. 189 and 203. 
 
 384 Hook spanner for part No. 187. 
 
 385 Hook spanner for part No. 257. 
 
 386 Valve remover. 
 
 387 Spanner for No. 268. 
 
 388 Wrench for crank-shaft nut. 
 
 390 Wrench for 1-iiich hexagonal spark plugs. 
 
 39 1 Valve-seat tool. 
 
 507 Tool box complete with tools (see No. 647). 
 
 509 Padlock, with key and chain. 
 
 647 Tool box without tools and padlock (see No. 507). 
 
 NOTE. In addition to the tools listed above, the following tools will be issued to 
 isolated stations or forts where Ordnance Department tools are not available : 
 
 1 washer cutter, ^ inch to 6 inches. 
 
 1 duster, Universal, No. ]. 
 
 1 file, flat bastard, 12-inch. 
 
 1 file, half-round, 12-inch. 
 
 L file, round, 12-inch. 
 
 3 files, saw, triangular, 6-inch. 
 
 6 file handles. 
 
 1 hammer, copper, 2-pound, with handle. 
 
 1 hammer, machinist, ball peen, 3- 
 
 1 pair pliers, cutting, 8-inch. 
 1 screw driver, 6-inch. 
 1 screw driver, 12-inch. 
 1 monkey wrench, 6-inch. 
 1 monkey wrench, 12-inch. 
 1 monkey wrench, 18-inch. 
 1 Stillson wrench, 6-inch. 
 1 Stillson wrench, 14-inch. 
 1 Stillson wrench, 18-inch. 
 
 pound, with handle. 
 
 Requisitions for the additional tools listed above should explain in detail the condi- 
 tion which makes such additional tools necessary. 
 
150 
 
 (S) 
 
151 
 
 59. Spare part box. (See Fig. 76.) 
 
 Authorized 
 allowance. 
 
 Tart No. 
 
 Description. 
 
 2 
 4 
 2 
 6 
 8 
 3 
 3 
 
 1 Ib. 
 
 lib. 
 1 
 
 2 
 
 1 
 
 16 
 
 1 
 100 
 
 22 
 34 
 57 
 
 500 
 105 
 121 
 122 
 125 
 130 
 135 
 136 
 192 
 193 
 204 
 
 206 
 206A2 
 207 
 224 
 231 
 231A2 
 232 
 262 
 269 
 270 
 293 
 294 
 296 
 297 
 303 
 304 
 311 
 312 
 313 
 377 
 398 
 509 
 510 
 
 Spark plugs (sho\vn as No. 398 in figure). 
 
 Main valve spring. 
 
 Spring for throttle rod (4^ inches long) 
 
 or 
 
 Spring for throttle rod (61 inches long}. 
 Relief cock and primer valve. 
 Bushing for wrist pin. 
 Wrist pin. 
 
 Piston ring (3 right cut; 3 loft cut). 
 Lining for connecting-rod head. 
 Upper lining for inside bearing of crank shaft. 
 Lower lining for inside bearing of crank shaft. 
 Metallic packing for mechanically operated gasoline pump. 
 Metallic packing for hand-operated gasoline pump . 
 Plastic metallic packing (& inch by 10 inches) for water pump 
 
 (shown as No. 704 in figure). 
 Taper pin for No. 205. 
 
 Cotter pin for No. 206 and brush-holder bolt. 
 
 Gasket for Nos. 64, 55, 613, 614, and 615. 
 
 Indicator glass for carbureter. 
 
 Bushing for cam shaft (flywheel end). 
 
 Bushing for cam shaft (generator end). 
 
 Middle bushing for cam shaft. 
 
 Intake and exhaust valve. 
 
 Copper asbestos gasket for Nos. 16, 16A2, and 24. 
 
 Tauril packing for Nos. 16, 16 A2, and 24. 
 
 Lower lining for end bearing of crank shaft. 
 
 Upper lining for end bearing of crank shaft. 
 
 Upper bushing for governor shaft. 
 
 Lower bushing for governor shaft. 
 
 Bushing for No. 43 and No. 80. 
 
 Bushing for idler gear. 
 
 Studs for flywheel puller. 
 
 Nuts for No. 311. 
 
 Crossbar for flywheel puller. 
 
 Gasket for Nos. 35, 17, and 689. 
 
 (See No. 22.) 
 
 Yale lock for spare-part box. 
 
 No. 10 gauge blank cartridge. 
 
152 
 
 59. Spare part box Continued. 
 
 Authorized 
 allowance. 
 
 Part No. 
 
 Description. 
 
 18 
 
 18 
 4 
 
 4 
 2 
 1 
 
 512 
 
 513 
 520 
 
 521 
 
 526 
 652 
 704 
 847 
 878 
 976 
 977 
 
 879 
 724 
 725 
 
 442 
 443 
 1345 
 1346 
 1347 
 1348 
 1349 
 
 Brush for 115-volt generator 
 
 or 
 
 Brush for 230-volt generator. 
 Brush for 115-volt fan motor (shown as No. 847 in figure) 
 
 or 
 
 Brush for 230-volt fan motor (shown as No. 847 in figure}. 
 100 centigrade thermometer, 7 inches long. 
 Spare-part box, complete, less padlock. 
 (See No. 204.) 
 (See Nos. 520 and 521.) 
 
 Brass substitute for indicator glass of carbureter. 
 Breaker bar with platinum for Splitdorf magneto. 
 Platinum contact screw with lock nuts for Splitdorf magneto 
 
 or 
 
 Interrupter lever for Eisemann magneto. 
 Interrupter contact screw for .Eisemann magneto. 
 Adjustable contact screw for Eisemann magneto 
 
 or 
 
 Interrupter lever for G. E. magneto. 
 Interrupter contact screw for G. E. magneto. 
 List of spare parts. 
 Box for spare gaskets. 
 Box for spare packings. 
 Tray for spare-part box. 
 Kevs for Xo. 509. 
 
INDEX OF PARTS. 
 
 Part No. Paragraph. 
 
 1 51 
 
 1A 2 51, 57d 
 
 2 56a, 57d 
 
 3 57d 
 
 3A 2 57d 
 
 4 51, 57d 
 
 5 48b, 57d 
 
 6 48b, 57d 
 
 7 57a, 57c, 57d 
 
 8 49e 
 
 9 48c 
 
 10 , 48b, 57c, 57d 
 
 11 47c, 57c 
 
 12 48a, 57c, 57d 
 
 13 '. . 48c 
 
 14 57c, 57d 
 
 15 48b 
 
 16 54a, 57a 
 
 16A 2 54b, 57d 
 
 17 . 47a, 57a, 57d 
 
 18 491, 57c, 57d 
 
 19 52, 57d 
 
 20 47a, 57c, 57d 
 
 21 49f, 57d 
 
 22 49f,57d,59 
 
 23 49d, 49f, 57c, 57d 
 
 24 52, 57d 
 
 25 51,57a ; 57b 
 
 26 47a, 57a, 57c, 57d 
 
 27 47a, 57a, 57c, 57d 
 
 28 51 
 
 29 48a, 57d 
 
 30 48a, 57d 
 
 31 51 
 
 32 51 
 
 32A 2 57b 
 
 33. ." 53, 57a, 57b, 57d 
 
 34 52, 57d, 59 
 
 35 47a, 57a, 57d 
 
 36 to 38 51 
 
 39 48c 
 
 40 48c 
 
 41 53, 57c 
 
 42 57a, 57c 
 
 43 - - - 49f, 53 
 
 (153) 
 
154 
 
 Paragraph. 
 
 43A 2 491 53 
 
 44.... 49f. 57o 
 
 45 50,57c 
 
 46 50,51 
 
 47 50. 57a. 57c 
 
 47A. ..' 50, 57c, 57d 
 
 48A 2 57b 
 
 49A 2 57b 
 
 50 50 
 
 50A 2 50 
 
 51 50. 57b, 57c 
 
 53 50,57b 
 
 54 48a 
 
 55 47a 
 
 56 48c 
 
 57 48c,59 
 
 58 48b 
 
 59 50 
 
 59A, 48c : 57b 
 
 60A, 48c ; 57b 
 
 61 48a 
 
 62 50. 57b 
 
 62A 2 50. 57b, 57c 
 
 63A 2 50 
 
 64 47a. 47b. 47c. 57c 
 
 65 52 
 
 66 53 
 
 67 52 
 
 68 52. 57d 
 
 69 49f. 57c 
 
 70 " 49f. 57c, 57d 
 
 71 53 
 
 72 53. 57c 
 
 73 51, 57a, 57d 
 
 74 to 76 48b 
 
 77 49e. 57c, 57d 
 
 78 57d 
 
 79 48c. 57b 
 
 80 48a. 53 
 
 81 57c 
 
 82 to 84 47d 
 
 S4A 2 47d. 47f 
 
 85. .". 47d. 47f 
 
 86 47d 
 
 87 47d 
 
 88 48c 
 
 89 51. 57a 
 
 90 to 9(5 53, 57a 
 
 97 53, 57a 
 
 98 57a 
 
 98A 2 50, 57c 
 
 99.. 5^a 
 
155 
 
 Paragraph. 
 
 99A 2 50, 57c 
 
 100 51 
 
 101 51, 57a 
 
 102 57a 
 
 103 57a, 57d 
 
 104 57a 
 
 104A 2 50, 57a 
 
 105 52, 57c, 57d, 59 
 
 100 51, 57a, 57d 
 
 107 5Gb 
 
 108 51 
 
 109 50, 57b 
 
 110 50, 57b 
 
 110A, 50, 57b, 57c 
 
 111 48c, 53, 57b 
 
 112 48c, 57b 
 
 113 55 
 
 114 51, 57b 
 
 115 51,57b 
 
 116 to 119 51 
 
 120 50, 51 
 
 121 51, 59 
 
 122 59 
 
 122A 2 51 
 
 123 51 
 
 123A 2 51 
 
 124 51 
 
 125 51, 59 
 
 126 51 
 
 127A 2 50 
 
 128 56j 
 
 128A 2 49f, 57c 
 
 129 51 
 
 130 51, 59 
 
 131 50 
 
 132 53 
 
 133 51 
 
 134 51 
 
 135 51, 59 
 
 130 51, 59 
 
 137 to 143 51 
 
 144 50, 57b 
 
 144A 2 51 
 
 145 51 
 
 146 51. 57d 
 
 147 48a 
 
 148 48a, 57c 
 
 149A 2 51 
 
 150 48a 
 
 151 48a 
 
 152 47a. 57a, 57d 
 
 153 56b 
 
 154 56g 
 
156 
 
 Paragraph. 
 
 155 56h 
 
 156 56h 
 
 157 56a, 58 
 
 158 56c 
 
 159 56g 
 
 160 56i. 57d 
 
 161 50 
 
 162 to 180 48c 
 
 181 to 191 48a 
 
 192 48a, 59 
 
 193 48a, 59 
 
 194 to 197 48a 
 
 198 48a, 56h 
 
 199 48a 
 
 200 48a 
 
 201 to 203 47c 
 
 204 47c, 59 
 
 205 47b, 47c 
 
 206 47b. 47c. 59 
 
 206A 2 47c, 56g, 59 
 
 207 47a, 47b. 47c. 59 
 
 208 47a. 47c 
 
 209 to 212 47c 
 
 213 to 223 48b 
 
 224 48b. 59 
 
 225 to 230 48b 
 
 231 53, 59 
 
 231A 2 53, 59 
 
 232 53, 59 
 
 233 to 247 53 
 
 248 54a 
 
 248A 2 54b 
 
 249 54a 
 
 249A 2 54b 
 
 250 54a 
 
 250A 2 54b 
 
 251. .' 54a 
 
 251A 2 54b 
 
 252 54a 
 
 252A 2 54b, 58 
 
 253. 54a 
 
 253A 2 54b 
 
 254 -. 54a 
 
 254A 2 47d 
 
 255 54a 
 
 255A 2 47d 
 
 256 54a 
 
 256A 2 54b 
 
 257 . .". 52, 54a, 54b 
 
 258 52, 54a, 54b 
 
 259 to 261 52 
 
 262 52,59 
 
 263 to 268... 52 
 
157 
 
 Paragraph. 
 
 269 52, 54b, 59 
 
 270 52, 54b, 59 
 
 271 to 277 55 
 
 278 56b 
 
 279 47e, 47f, 56b 
 
 280 to 282 56g 
 
 283 to 286 56d 
 
 287 56e 
 
 288 5Gf 
 
 289 56b 
 
 290 47e, 47f , 56b 
 
 291 56c 
 
 292 56c 
 
 293 51,59 
 
 294 51, 59 
 
 295 57a 
 
 296 48c, 59 
 
 297 48c,59 
 
 298 57a 
 
 299 , 57a 
 
 300 , 51, 57a 
 
 301 51,56a,57a 
 
 302 53 
 
 303 53, 59 
 
 304 53, 59 
 
 305 to 310 53 
 
 311 57d, 59 
 
 312 57d, 59 
 
 313 57d,59 
 
 314 to 317 47d 
 
 319 49f 
 
 320 57c 
 
 321 57c 
 
 322 47a 
 
 323 47d, 47f 
 
 324 to 32(i 47d 
 
 329 to 337 58 
 
 338 48a 
 
 350 48a 
 
 363 to 367 48b 
 
 368 47a, 48b, 57a 
 
 369 to 372 48b 
 
 375 50 
 
 376 47a 
 
 377 47a, 59 
 
 378 50 
 
 379 to 391 58 
 
 394 48b 
 
 395 57a 
 
 396 51 
 
 397 49f 
 
 398 59 
 
 401 to 441.. 49d 
 
158 
 
 Paragraph. 
 
 442 49d, 59 
 
 443 49d, 59 
 
 444 to 454 49d 
 
 478 47b 
 
 493 55 
 
 494 48c 
 
 498 49f 
 
 500 48c, 59 
 
 501 49f 
 
 504 49f 
 
 505 48c 
 
 507 58 
 
 509 58, 59 
 
 510 54b, 59 
 
 511 49f 
 
 512 56g, 59 
 
 513 56g, 59 
 
 514 56g 
 
 515 to 517 47f 
 
 519 47e, 47f 
 
 520 47e, 47f, 59 
 
 521 47e,47f,59 
 
 522 to 524 47f 
 
 525 47d 
 
 526 47a, 59 
 
 527 49c, 49f 
 
 528 54b 
 
 529 50 
 
 530 50 
 
 531 48b 
 
 533 49f 
 
 534 49f 
 
 535 49f 
 
 536 49d, 49f 
 
 537 49f 
 
 540 to 552 48d 
 
 560 49f 
 
 562 47b, 47c 
 
 563 47c 
 
 568 51 
 
 569 to 574 48a 
 
 575 53, 57c 
 
 578 to 583 48c 
 
 584 56g 
 
 585 to 588 48c 
 
 589 56g 
 
 590 to 593-. 48c 
 
 594 48c, 56e, 56h 
 
 595 to 603 48c 
 
 607 57c 
 
 608 47a 
 
 609 57c 
 
 611 to 615... 47a 
 
159 
 
 Paragraph. 
 
 617 56j 
 
 619 47a 
 
 620.... 47a,49f 
 
 623 50 
 
 625 48b 
 
 626 48b 
 
 627 56g 
 
 629 t o 645 50 
 
 647 58 
 
 650 50, 57c 
 
 652 59 
 
 653 48d 
 
 654 to 656 47d 
 
 658 47f 
 
 659 51 
 
 661 52 
 
 662 52 
 
 663 48a 
 
 664 48b 
 
 665 57c 
 
 666 to 668 48c 
 
 669 to 672 51 
 
 673 50 
 
 674 50 
 
 682 52 
 
 689 47a 
 
 692 to 703 47b 
 
 704 47b, 50, 59 
 
 705 47b 
 
 706 47a, 47d, 49f 
 
 707 to 716 47d 
 
 717 47a, 47d, 49f 
 
 718 47d 
 
 724 49c, 59 
 
 725 49c, 59 
 
 726 53 
 
 728 53 
 
 773 to 775 49f 
 
 787 48d 
 
 788 48d 
 
 791 56a 
 
 792 56a 
 
 796 56b 
 
 798 56c 
 
 800 56j 
 
 801 to 805 56g 
 
 807 56c 
 
 825 56h 
 
 833 to 843 47b 
 
 846 47e 
 
 847 59 
 
 848 to 851 , 47e 
 
 852.. 53 
 
160 
 
 Paragraph. 
 
 854 56g 
 
 855 to 858 52 
 
 859 53 
 
 861 47e 
 
 862 47d, 47e 
 
 863 to 868 47e 
 
 869 47e, 47f 
 
 870 47e 
 
 871 47e 
 
 872 51 
 
 873 to 875 53 
 
 876 51 
 
 877 51 
 
 878 48b, 59 
 
 879 49c, 59 
 
 880 to 895 49c 
 
 896 to 898 58 
 
 899 to 911 49c 
 
 912 50 
 
 918 50 
 
 919 49e 
 
 920 49e 
 
 921 to 945 47e 
 
 946 47e, 47f 
 
 947 to 949 47e 
 
 950 50 
 
 951 56h 
 
 953 49f 
 
 956 49f 
 
 958 49b, 49f 
 
 959 to 965 49f 
 
 966 49a, 49f 
 
 967 to 970 49f 
 
 971 47e, 49f 
 
 973 56b 
 
 976 49a, 59 
 
 977 49a, 59 
 
 978 49a, 58 
 
 979 47e, 47f 
 
 980 47e 
 
 981 47e 
 
 982 47e, 47f 
 
 984 47e 
 
 985 47e, 47f 
 
 986 47e 
 
 987 47e, 47f 
 
 988 47e, 47f 
 
 989 47e, 47f 
 
 990 47e, 47f 
 
 991 47f 
 
 992 to 999 47e 
 
 1000 1 47f 
 
 1001 to 1008... 49a 
 
161 
 
 Paragraph. 
 
 1009 49b 
 
 3010 lo 1013 49a 
 
 1014 49b 
 
 1015 49b 
 
 1016 lo 1020 49a 
 
 102L 49a, 49f 
 
 1022 to 1037A 49a 
 
 1038 49b, 49f 
 
 1039 to 1065 49a 
 
 1067 to 1095 49b 
 
 1097 49a 
 
 1098 49a 
 
 11 00 to 1 1 1 9 47f 
 
 1120 47e, 47f 
 
 1121 to 1140 471' 
 
 1141 to 1156 47e 
 
 1157 56b 
 
 1158 56a 
 
 1159 56b 
 
 1160 56a 
 
 1161 to 1171 56b 
 
 1174 56g 
 
 1175 56e, 56tf 
 
 1177 47e, 47f 
 
 1178 47e, 47 i 
 
 1179 to 1185 56g 
 
 1186 56d 
 
 1187 56d 
 
 1190to 1196 56e 
 
 1197 to 1205 56f 
 
 1206 56g 
 
 1207 56f 
 
 1208 to 1221 56h 
 
 1223 56i 
 
 1225 to 1229 56c 
 
 1230 to 1237 56d 
 
 1238 56e 
 
 1239 56e 
 
 1240 56e, 56h 
 
 1241 to 1 243 56e 
 
 1244 to 1247 56f 
 
 1248 to 1252 56h 
 
 1253 56i 
 
 1254 56i 
 
 1255 to 1261 56c 
 
 1262 56b 
 
 1 263 to 1 274 56g 
 
 1275 56d 
 
 1276 56d 
 
 1277 56e 
 
 1280 56e 
 
 1281 to 1284 56f 
 
 1285 56h 
 
 22066 16 11 
 
162 
 
 Paragraph. 
 
 56i 
 
 1290 56i 
 
 1291 to 1293 56c 
 
 1294 to 1300 56j 
 
 1320 56e 
 
 1321 to 1324 47e 
 
 1325 47f 
 
 1326 47f 
 
 1327 47e 
 
 132s 47e. 47f 
 
 1331 47f 
 
 1333 to 1344 47e 
 
 1345 to 1349 59 
 
 1354 49i 
 
 1355 47f 
 
 13'<\ 47f 
 
 1357 47e. 47f 
 
 ] 35S 47f 
 
 1360 56c 
 
 1361 
 
 13S3 47a 
 
 13S4 4Sb. 57a 
 
 1385 4Sb 
 
 13S6 49e 
 
 13S~ 50 
 
 1401 to 1476 49c 
 
 14^2 to 1490 49e 
 
 1491 49c 
 
 1492 to 149> 49e 
 
 1499 49c 
 
 15m 49e 
 
 1501 to 1504.. 49c 
 
INDEX OF SUBJECTS. 
 
 Air heater: Par . X o. 
 
 Description of ICc 
 
 Part list 4<d 
 
 Use of 2Ssr 
 
 Air valve: 
 
 Description of ICb 
 
 Part list 4Sb 
 
 Proper setting of i'Sa and 2Sg 
 
 Armature: 
 
 Generator: part list oOc 
 
 Motor: part list 47c and 47f 
 
 Assembly of set 34 
 
 Back-firing 28c and 37b 
 
 Battery room, heating of. by radiator :>>c 
 
 Bearing bracket, generator: part list 5Jb 
 
 Bearings: 
 
 Adjustment of 30a 
 
 Description of 12 
 
 Linings, etc. : part list 51 and 59 
 
 Lubrication of 19 
 
 Motor, lubrication of 27 
 
 Bolts, foundation 35 
 
 Brushes: 
 
 Brush-holder yoke. etc.. generator: part list 56g 
 
 Brush-holder yoke. etc.. motor: part list 47e and 47f 
 
 Fan motor 3Ie 
 
 Brush sotting 31b 
 
 By-pass valve, description (.if 19. 27b and 27c 
 
 Cam shaft: 
 
 Description of 11 
 
 Lubrication of 19 and 27d 
 
 Shifting lever: part list 53 
 
 Carburetor: 
 
 Description of . I'.ib 
 
 Filling of 2Sc 
 
 Part list 4Sb 
 
 Water in 2>b 
 
 Cartridge starter: 
 
 Description of 21 
 
 Loading of 25e 
 
 Part lisr 54a, and 54b 
 
 Starting by --Hi 
 
 Carbon deposits 30c 
 
 Care and operation 24 to 32. inclusive 
 
 Circuit breaker, installation of 40 
 
 163 
 
164 
 
 Circulating water system: Par No> 
 
 Care of. . 26a to 26k, inclusive 
 
 Description of 20a and 20b 
 
 Installation of 3Ga to 36h, inclusive 
 
 Cleaning of oil reservoir 27c 
 
 Collector rings, 3-wire generator; part list 56j 
 
 Commutator: 
 
 Care of 31c 
 
 Generator; part list 56c 
 
 Compression relief lever: 
 
 Description of 11 
 
 Oiling of 27e 
 
 Connecting rods, description of 10 
 
 Connecting rods, etc. ; part list 51 
 
 Cooling water, loss of 36f 
 
 Cooling water system: 
 
 Care of 2(>a to 26k, inclusive 
 
 Description of 20a and 20b 
 
 Parts on engine not including pump 47a 
 
 Cranking, starting by 25b and 25c 
 
 Crank shaft, description of 8 
 
 Crank shaft, etc. ; part list 51 
 
 Cycles, engine 22a and 22b 
 
 Cylinders: 
 
 Carbon in 30c 
 
 Description of 7 
 
 Lubrication of 19 and 27b 
 
 Part list 51 
 
 Removal of sediment from jackets of 7 
 
 Dashpot. governor, description of 18 
 
 Difficult starting 25c and 32 
 
 Distributor, description of 17b 
 
 Draining engine and radiator 26g 
 
 Eccentric, lubrication of 19 
 
 Engine, draining of 26g 
 
 Engine room, heating of 26i 
 
 Exhaust, color of 27b 
 
 Exhaust connections, installation of 39 
 
 Fan resistance 20a. 26c, and 26d 
 
 Part list 47e 
 
 Feeder panel, installation of - - 40 
 
 Field coils, generator; part list 56d 
 
 Field rheostat, proper setting of 31a 
 
 Firing sequence 22b 
 
 Flow indicator, sight: 
 
 Description of " 20b 
 
 Installation of 36d 
 
 Use of 26c 
 
 Flywheel: 
 
 Marking 22a 
 
 Pvcmoval of 30e 
 
 Foundations 35 
 
 Freezing weather 26h to 26j, inclusive, and 28f 
 
 Frame, generator; part list 56a 
 
165 
 
 Fuel supply system: Par. No. 
 
 ( 'are and operation of 28a to 28g, inclusive 
 
 Description of 16a to 16c, inclusive 
 
 Installation of 37a to 37d, inclusive 
 
 Gasoline mixture 28a 
 
 Gasoline pump: 
 
 Description of IGa 
 
 Oiling of 27e 
 
 Packing of 28d 
 
 Tart list 48a 
 
 Gasoline, quality of 28b 
 
 Gasoline supply system: 
 
 Care and operation of 28a to 28g, inclusive 
 
 Description of IGa to 16c, inclusive 
 
 Installation of 37a to 37d, inclusive 
 
 Gasoline, water in 28d 
 
 Gauges: 
 
 Oil pressure - - - 19 
 
 Oil sight 19 
 
 Gauge: 
 
 AYater pressure 20b 
 
 Water pressure, installation of 36d 
 
 Gears: 
 
 Cloth 9 
 
 Magneto and pumps; part list 53 
 
 Nomenclature of 9 
 
 "Removal and replacement of 30f 
 
 Water pump ; part list 47 
 
 Gear water pumps 20a 
 
 Part list 47c 
 
 Generator: 
 
 Bearing, oiling of 27e 
 
 Care of 31a to 31d, inclusive 
 
 Connections 23c and 31d 
 
 Construction of 23b 
 
 Description of 23a to 23c, inclusive 
 
 Panel, installation of 40 
 
 Part lists 5Ga to 5Gj , inclusive 
 
 Voltage of 23a and 31a 
 
 Governor dashpot. lubrication of 27e 
 
 Governor: 
 
 Adjustment of : 30d 
 
 Description of 18 
 
 ( )iling of 27e 
 
 Part list .... 48d 
 
 Grease cups, water pump 27e 
 
 llandhole cover 6 
 
 Heater, air: 
 
 Electric, description of 16c 
 
 Part list 48d 
 
 Use of 28g 
 
 Heating of engine room 26i 
 
166 
 
 Ignition system: Par. No. 
 
 Care and operation of 29a to 29h, inclusive 
 
 Description of 17a to 17f, inclusive 
 
 Part list 49a to 49f , inclusive 
 
 Testing of 29d 
 
 Index, purpose of 22a 
 
 Indicator, purpose of 22b 
 
 Installation 33 to 42, inclusive 
 
 Intake connections; part list 48b 
 
 Kinney water pump 20a 
 
 Part list 47b 
 
 Knocking 32 
 
 Leads, generator; part list 5(ie and 56f 
 
 Linings, bearings: 
 
 Adjustment of 30a 
 
 Part list 51 and 59 
 
 Lubrication, hand 27d and 27e 
 
 Lubricating system: 
 
 Car and operation of 27a to 27f , inclusive 
 
 Description of 19 
 
 Part list 50 
 
 Magnetos: 
 
 Description of 1 7a to 1 7f , inclusive 
 
 Disassembly of 29a 
 
 Installation of 29b and 29c 
 
 Replacing of 29b 
 
 G. E. ; part list 49d 
 
 Eisemann ; part list 49c 
 
 Splitdorf : part list 49a 
 
 G. E . ; care and maintenance of 29f 
 
 Eisemann; care and maintenance of 29g 
 
 Splitdorf; care and maintenance of 29h 
 
 Make-and-break; description of 1 7b 
 
 Miscellaneous parts 56a to 56d, inclusive 
 
 Mixture, gasoline 2Sa 
 
 Motor: 
 
 Care of 31e 
 
 Radiator, type CQ-3; part list 47f 
 
 Radiator, type CVC-112; part list 47e 
 
 Motors, type of 20a 
 
 Muffler: 
 
 Description of 15 
 
 Part list 55 
 
 Needle valve: 
 
 Clogging of 28e 
 
 Gasoline, description of 16b 
 
 Gasoline, proper setting of - - - 28a 
 
 Needle valves, oil - 19 and 27b 
 
 Nonfree/Jng mixture 26h 
 
 Oil gauge, sight 19 
 
 Oiling of cam shaft 27d 
 
 Oiling, hand 27e 
 
167 
 
 Oil: Par. No. 
 
 Level 27 c 
 
 Pump 19 
 
 Pump, packing of 27f 
 
 Quality of 27a 
 
 Replenishing of 27c 
 
 Reservoir (i and 1 9 
 
 Strainer 27c 
 
 Oiling system: 
 
 Care and operation of 27a to 27f, inclusive 
 
 Description of 19 
 
 Part list 50 
 
 Pressure of 271) 
 
 Operation 24 to 32 , inclusive 
 
 Overheating 32 
 
 Overload capacity 5 
 
 Packing of gasoline pump 28d 
 
 Packing of oil pump 27f 
 
 Parts: 
 
 Directions for ordering 43 
 
 Miscellaneous 56a to 5Gd, inclusive 
 
 Part lists, use of 46 
 
 Pipe: 
 
 Gasoline, installation of 37b to 37d, inclusive 
 
 Size of, in water-cooling system 36c 
 
 Piping, water-cooling system, proper installation of 36e and 36h 
 
 Pistons, etc. ; part list 51 
 
 Pistons, description of 10 
 
 Platinum contacts 29e 
 
 Plugs, cylinder, etc. ; part list 52 
 
 Pressure gauges, oil 19 
 
 Pressure, normal, water-cooling system 2Gb 
 
 Priming and relief valves, etc. ; part list 52 
 
 Pump, gasoline: 
 
 Description of 16a 
 
 Oiling of 27e 
 
 Packing of 2Sd 
 
 Part list 48a 
 
 Pump: 
 
 Oil 19 
 
 Oil, packing of 27 i 
 
 Water 20a 
 
 Water ; part list 47d and 47c 
 
 Radiator: 
 
 Damage to 2Gf and 3(ig 
 
 Draining of 20b and 26g 
 
 Filling of 2Ga 
 
 Installation of 38a to 38c, inclusive 
 
 Motor, type CQ-3 ; part list 47f 
 
 Motor, type OVO-112; part list 47e 
 
 Part list (not including motor) 47d 
 
 Purpose of 20a 
 
168 
 
 Par. No. 
 
 Regulation 18 and 30d 
 
 Regulation, causes of poor 32 
 
 Relief valves; part list 52 
 
 Requisitions 43 
 
 Reservoir: 
 
 Oil 6 and 19 
 
 Oil, cleaning of 27c 
 
 Safety spark gap 17f 
 
 Sequence of firing 22b 
 
 Shaft, generator; part list 56c 
 
 Shells for cartridge starter 251 
 
 Shifting lever: 
 
 Description of 11 
 
 Oiling of 27e 
 
 Part list 53 
 
 Shims 30a 
 
 Shipment 33 
 
 Shunts, generator; part list 56i 
 
 Sight-flow indicator: 
 
 Description of 20b 
 
 Installation of 36d 
 
 Use of 26b 
 
 Spare parts 44 
 
 Spare parts, authorized allowance 59 
 
 Spark gap, safety 17f 
 
 Spark, timing of 17e 
 
 Springs: 
 
 Valve 13 
 
 Valve ; part list 52 
 
 Speed : 
 
 Full-load and no-load 18 and 31a 
 
 Regulation 18 and 30d 
 
 Switchboard, installation of 40 
 
 Starting and stopping 25a to 25g, inclusive 
 
 Starting by cranking 25b 
 
 Starting: 
 
 Difficult 25c 
 
 Methods of 25a 
 
 Stopping engine 25g 
 
 Strainer, oil 27c 
 
 Tanks, gasoline, installation of 37a 
 
 Temperature of water 2(ic to 2(>e. inclusive 
 
 Terminal boards, generator; part list 56h 
 
 Testing of installation 41 
 
 Testing water circulation 201) 
 
 Throttle valve: part list 48b 
 
 Timing of spark 1 7e 
 
 Tools, additional footnote of . . 58 
 
 Tool box, contents of 58 
 
 Transformer: 
 
 Description of 1 7b 
 
 Splitdorf ; part list 49b 
 
 Eisemann and G. E. ; part list 49e 
 
169 
 
 Valves: Par. No. 
 
 Air. description of 1 (il > 
 
 Air, proper setting of 28a and 28g 
 
 Air, part list 48b 
 
 By-pass, description of 19 
 
 Intake and exhaust, cleaning of 30b 
 
 Intake and exhaust, description of L'i 
 
 Intake and exhaust, grinding of 30b 
 
 Intake and exhaust; part list 52 
 
 In gasoline system 37c 
 
 I n water-cooling system 3(51) 
 
 Needle, gasoline, description of 1Gb 
 
 Needle, gasoline, proper setting of 28a 
 
 Needle, oil 39 and 27b 
 
 Throttle; part list 48b 
 
 Ventilation of engine room by radiator 38b 
 
 Waste cock, water-cooling system 2(ib 
 
 Water, cooling, temperature of 2Gc to 2Ge, inclusive 
 
 Water-cooling system: 
 
 Care and operation of 2Ga to 2Gk, inclusive 
 
 Description of 20a and 20b 
 
 Installation of 3(5a to 3Gh, inclusive 
 
 Water gauge, pressure 20b 
 
 Water pump, care of 2Gk 
 
 Water circulation, testing of 2(ib 
 
 Water pump: 
 
 Gear; part list 47c 
 
 Grease cups 2Gk and 27e 
 
 Packing of 2Gk 
 
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