ELECTRICAL SYSTEM

To adjust either set of points, remove the distributor cap, rotate the distributor shaft until a high spot of the cam contacts the rubbing block for the points. Loosen the lock screw just enough to permit the stationary plate to be moved. Insert a screwdriver blade in the triangular space and rotate the blade against the stationary plate to open or close the point gap. Clearance between the points should be from .015 to .018 inch, as measured with a clean feeler gauge. Tighten the lock screw.

Rotate the distributor shaft until the high spot of the cam contacts the rubbing block of the opposite points and adjust in the same manner. If the cam appears dry, apply to small amount of MOPAR Cam Lubricant (Part No. 1473595) to the rubbing blocks.

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ADJUSTING IGNITION TIMING (WITH TIMING LIGHT TOOL C-693) Place a chalk mark as shown in Figure 23 on the vibration damper at the register mark indicating the desired timing point (TDC, or the correct number of degrees BTDC). Remove the No. 1 spark plug wire from the distributor and insert it in the female end of the adaptor Tool C-3066. Insert the male end of the adaptor in the No. 1 distributor tower. Connect the blue wire of the timing lamp to the female end of the adaptor Tool, the wire with the black insulator to the negative battery terminal and the wire with the red insulator to the positive battery terminal. Start the engine and run at idle speed until normal operating temperature is reached. Observe the flash of the timing light. It should occur when the chalk mark on the vibration damper is exactly opposite the pointer on the engine block. If it does not, loosen the distributor clamp bolt and rotate the distributor clockwise or counter-clockwise until the specified timing is obtained; then tighten the clamp bolt. Accelerate the engine and observe the timing light. As engine speed increases, the timing light should indicate a gradual spark advance.

Rotate the engine in operation direction until the correct register mark on the vibration damper is opposite the pointer on the engine block. Connect a test lamp (6-volt) in series between the distributor primary lead and the negative terminal of the battery. Turn on the ignition. Loosen the distributor clamp bolt and turn the distributor clockwise until the test lamp lights. Turn it counter-clockwise until the instant the light goes out. Tighten the distributor clamp bolt.

Spark plugs used in the industrial engine are the Resistor type, size 14 mm. The gap should be .035 inch, ±.001 inch. Be sure to use the correct type of spark plug, as the V-8 Industrial Engine is a high compression engine.

Before attempting any adjustment of the carburetor, check the following items:

(1) Spark plugs. See that plugs are correct type, clean, and have correct gap (.035 inch).

(2) Distributor Points. See that both sets of points are clean, in good condition and properly set (.015 to .018 inch).

(3) All high tension terminals. See that terminals are making good contact at plugs and at distributor cap.

(4) Compression should be approximately even in all cylinders.

(5) Carburetor should be clean and in good condition and firmly attached to the manifold with no air leaks.

(6) The manifold heat control valve should be free and functioning correctly.

Make initial adjustment of the idle needle valve on the Stromberg Carburetor by turning clockwise carefully until seated. Do . not force the valve against the seat. Back the valve out ONE full turn. Start the engine and run until normal operating temperature is reached. The choke valve should now be fully in the open position. Turn the needle valve ¹/a turn clockwise (leaner).

Observe the performance of the engine for slightly increased speed, smoother running and absence of fluffs at the exhaust.

If these improvements are noticed, try turning the valve another ¹/s turn clockwise and observe as before. If further improvement is noted, the adjustment is correct, but if the engine stalls or misses, turn the valve counter-clockwise until the engine runs smoothly and at the best idling speed.

Try to adjust the needle valve within ¹/s turn. The best performance is usually obtained with the valve between ³/a and 1¹/a turns open.

Other carburetor adjustments are made during assembly of the carburetor and require the use of special tools. They should be made only by an experienced carburetor mechanic.

THROTTLE TO GOVERNOR ROD (Hoof). Adjust the length of the rod so that the throttle lever on the carburetor contacts the stop just as the governor lever is at the wide open position. Test the operation of the rod for friction or excessive free play and adjust, if necessary, at the ball joint.

ADJUST TO ELIMINATE SURGE (Pierce). Select an engine speed at the low point of the range at which the governor is to operate and set the speed change lever to obtain this speed. If a no-load surge is encountered at this point, turn the surge adjusting screw in slowly until the surge disappears. Under no circumstances should the surge screw be turned in far enough to increase the no-load speed of the engine more than 25 rpm.

To correct surge under load, loosen the spring eye-bolt lock nut and turn the eye-bolt to decrease spring tension. Tighten the lock nut.

ADJUST TO ELIMINATE SURGE (Hoof). To correct no-load surge, loosen the adjusting screw lock nut and turn the adjusting screw in until the surge disappears, but not far enough to increase no-load engine speed more than a few rpm's.

To correct surge under engine load, loosen the spring lever clamp screw and move the spring lever forward until the eye of the lever is clear of the front of the governor lever. Tighten the spring lever clamp screw.

ADJUST GOVERNED SPEED OF ENGINE (Pierce). Move the speed change lever in clockwise direction until an engine speed midway in the desired range is obtained. Load and unload the engine and observe the variation in rpm's between no-load and full-load speeds. If variation is excessive, adjust the spring eye-bolt to increase spring tension and move the speed change lever counter-clockwise until the previously selected speed is obtained. Check the results again and repeat the process until the desired regulation is obtained. Move the speed change lever clockwise until the top load is reached and set the maximum speed adjusting screw to limit lever travel at this point. Move the speed change lever counter-clockwise until the lowest speed in the range is reached and set the minimum speed adjusting screw to limit lever travel at this point. Tighten all lock nuts after making the adjustments.

ADJUST VARIABLE SPEED LEVER TRAVEL (Some Hoof Models). Test the engine rpm's at high and low speeds in the desired range and set the adjusting screws to limit travel of the variable speed lever in that range. The maximum speed adjusting screw is located at the right of the lever and the minimum speed adjusting screw is at the left. Both screws are provided with lock nuts to hold the adjustment.

ADJUST CONTROL (Hoof). Sharpness of governor control may be increased by varying the tension of the governor spring. In general, increasing the spring tension sharpens the control. However, for very low speeds, it may be advisable to reduce spring tension. To increase spring tension, loosen the spring lever clamp nut and move the spring lever counter-clockwise. To decrease tension, move the lever clockwise. The position of the lever will be determined by the speed range at which greatest accuracy is desired. For middle speed ranges, the spring lever should be approximately vertical when the throttle valve is wide open. Tighten the spring lever clamp screw after adjusting the lever. Check the spring deflection; normal deflection for wide range of speed is ³/a inch with the throttle wide open and the eye of the spring lever in alignment with the front edge of the operating lever. If spring deflection exceeds ³/a inch when the spring lever is vertical, or nearly so, hook the spring in the end hole in the spring clip, or move the spring clip to the next anchor pin hole on the right. (The spring clip is secured to the anchor pin with a cotter pin.)

When the maximum or minimum speed is set on the governor and it is sealed no adjustment is necessary.

When the starter solenoid is energized to engage the starter pinion, there should be .015 to .030 inch clearance between the pinion and the pinion thrust washer, in order to prevent binding or jamming of the pinion. An accurate measurement of clearance can be made only when the solenoid is holding the pinion in the engaged position. For this reason, do not rely on a measurement made when holding the solenoid plunger in by hand.

Remove the starter from the engine. Detach the strap connecting the solenoid to the starting motor terminal. Connect a 6-volt battery to the frame of the starting motor (ground) and to the starter solenoid battery terminal. Connect a jumper wire from the solenoid relay ground terminal

to the starter frame. Connect another jumper wire from the starter switch terminal of the relay to the solenoid battery terminal. (This wire energizes the solenoid.) Push the solenoid plunger into the engaged position; the energized solenoid will hold the plunger in position. Measure the clearance between the pinion and the pinion thrust washer. If the clearance is not within the specified limits (.015 to .030 inch), remove the cotter pin and link pin that attaches the pinion yoke to the solenoid plunger and turn the plunger stud in or out the required distance to provide proper clearance.

Fan belt adjustment is made by moving the idler pulley to loosen or tighten the belt. To make the adjustment, loosen the idler pulley bracket bolt and position the idler pulley so that there is ¹/z inch of slack when pressure is applied between the pulleys. Tighten the idler pulley bracket bolt after making the adjustment.

Generator belt adjustment is made by means of the generator adjusting strap. To make the adjustment, loosen the generator mounting bolts and the adjusting strap screw. Position the generator so there is ³/a inch slack when pressure is applied to the belt. Tighten the adjusting strap screw and the generator mounting bolts after making the adjustment.

The clutch must be properly adjusted to prevent slippage. Slipping causes rapid wear of the clutch facings and distortion of the plates. Frequency of adjustment is determined by the amount and nature of the load. Heavy or shock loads necessitate frequent clutch adjustment to compensate for wear.

Place the shifting lever in released position and remove the adjustment cover from the housing. See Fig. 18. Release the adjustment nut lock and with a long screwdriver or rod inserted in a notch in the nut, turn the nut in a clockwise direction until firm pressure is required to engage the clutch. To keep the clutch from turning with the adjusting nut, apply pressure on the shifting lever while turning the nut. Make sure the lock engages to hold the adjustment.

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