The automobile owner's guide

by Frank B. Scholl

	Exhaust Valve	Spark Plug	Exhaust and Intake Pipe Clamp	Cylinder Head Bolt	Top Water Connection
	Intake Valve
	Water Chamber
	Comp. Chamber
Reverse Pedal	Piston Ring			Cylinder Head		Fan	Crank Handle
Clutch Pedal	Piston			Exhaust Manifold		Grease Cup
Brake Pedal	Magneto Contact					Fan Bracket
Transmission Cover	Magneto Contact Point			Intake Pipe		Fan Bracket Bolt
						Bracket Pipe
Triple Gear						Fan Belt
Adjusting Nut						Large Time Gear
Reverse Band						Commutator
Slow Speed Band						Com. Wire Terminal
Brake Band						Starting Pin
Driving Plate						Drive Pulley
							Starting Crank
							Starting Crank Spring
					Cam Shaft Front Bearing		Starting Crank Sleeve
							Starting Crank Ratchet
Clutch Spring				Push Rod	Small Time Gear
Clutch Release Fork			Cam Shaft Rear Bearing	Crank Case Oil Tube	Crank Shaft Front Bearing
Clutch Release Ring		Magneto	Crank Shaft Rear Bearing	Crank Shaft Center Bearing	Valve Spring
Clutch Shift		Magneto Support	Magneto Coil Support	Crank Shaft	Cam Shaft
Clutch Finger		Magneto Clamp	Magneto Coil	Connecting Rod
Oil Level		Flywheel
Oil Cocks		Oil Drain Plug

Fig. 147. Ford Motor—Sectional View

Q. What is the valve arrangement?

A. One intake and one exhaust valve are located in each cylinder. The former admits the fresh gas drawn from the carburetor through the inlet pipe, the latter permits the exploded gas to be driven out through the exhaust pipe. The valves are alternately opened and closed (see [Fig. 148]) by the cams on the cam shaft striking against push rods which in turn lift the valves from their seats.

	Intake Stroke Exhaust Valve Closed Intake Valve Open		Exhaust Valve Closed Intake Valve Closed Explosion Stroke
Compression Stroke Intake Valve Closed Exhaust Valve Closed				Intake Valve Closed Exhaust Valve Open Exhaust Stroke
					Push Rod
					Large Time Gear
					Comm. Brush Assb.
					Zero Marks on Time Gear
					Small Time Gear
	Crank Shaft
		Cam Shaft	Exhaust Cam
		Connecting Rod	Intake Cam

Fig. 148. Ford Motor—Valve and Cylinder Assembly

Q. What about valve timing?

A. In timing the engine the points of opening and closing of the valves are, of course, what should be considered. As the valves are properly timed at the factory when the engine is built, the necessity for retiming would occur only when such parts as the cam shaft, time gears, or valves were removed in overhauling the engine. In fitting the large time gear to the cam shaft it is important to see that the first cam points in a direction opposite to the zero mark (see [Fig. 148]). The time gears must also mesh so that the tooth marked (0) on the small time gear will come between the two teeth on the large gear at the zero point. The time gears now being properly set, the exhaust valve on No. 1 cylinder is open and the intake valve closed, the other valves being in the position indicated in [cut No. 148]. The opening and closing of the valves are as follows: The exhaust valve opens when the piston reaches ⁵⁄₁₆″ of bottom center, the distance from the top of the piston head to the top of the cylinder casting measuring 3³⁄₈″. The exhaust valve will close on top center, the piston being ⁵⁄₁₆″ above the cylinder casting. The intake valve opens ¹⁄₁₆″ after the top center and closes ⁹⁄₁₆″ after bottom center, the distance from the top of the piston to the top of the cylinder casting measuring 3¹⁄₈″ The clearance between the push rod and the valve stem should never be greater than ¹⁄₃₂″ nor less than ¹⁄₆₄″. The correct clearance is naturally halfway between these two measurements. The gap should be measured when the push rod is on the heel of the cam.