The Birmingham age-herald. [volume] (Birmingham, Ala.) 1902-1950, 1918-05-19

| do is to keep the tank full; then as the
oil in The reservoir is used up enough
oil flows down from the tank to bring
the level up to the correct point. The
idea is to give a device that will with
| minimum attention practically auto
matically maintain the level of oil in
the crankcase at the proper point
The oil tank must be absolutely arr
tight, otherwise the oil will flow con-
tinually emptying the tank and filling
the reservoir beyond the proper level.
Again, the pipe leading from the tank
to the reservoir in the crankcase IS
liable to cioGging, so that no oil flows
and the car owner looking at his gauge
thinks he has plenty of oil in the sys.
fem. when in reality the crankcase may
be nearly drained. This is not so much
criticism of lubricating system that
has many virtues, but rather suggestion
as to what the owner of this type of OIL
distributor must watch 1t is not used
to any extent in modern cars.
CIRCULATING SPLASH
The second modification of splash sys-
tenn in present-day use is known a.
circulating splash" which bears some
resemblance to the force and splash sys-
tenn to be considered later Circulating
splash employs pump, usually driven
from the camshaft, the function OF
which is tot send the oil through the
engine time after time. The lubricant is
drawn from the reservoir. which is SIM
ply the bottom of the crankcase, and is
driven by the pump through channels 70
certain places at which it is needed. In
the meanwhile the conventional scoops
or clippers are splashing oil on the cyiin-
der walls, the pistons, the rods. cranX-
shaft and camshaft In some circu-
Eating splash systems the valve me-
chanisms and the timing gears have
| leads from the pump, but the commonai
| practice is to provide for these parts Ivy
splash. With this system, Of course ali
| OIL splashed or circulated is returned
to the reservoir for recurrent use TIL;
| pump. however, is fitted with a strainer
| so that the lubricant is kept from &C
| cunulating dirt and sediment
| 1t may be mentioned in this conne,.
ton that there was formerly a type oil
splash system in which a pump was
employed, which an extra reservoir al,
vided off from the main supply. When
] the lubricant in the main reservoir fel
below its appointed level, the pump came
into play. replenisHng theA supply from
the subsidiary compartment This prac-
! tlce has been abandoned in favor OF
those mentioned above
! Before we abandon the subject of splash
fabrication, suppose we examine the
troubles that may occur and the main.
tenance attentions that such a system
needs. As we suggested some para
graphs back. the first consideration of the
car owner must be to keep the oil in his
engines reservoir up to the prone,
level. Also (and only less important is
lthis) he must not overdo 1T. If there is
| too much oil in the reservoir some oil
1t will work its way into the combustion
chamber. inducing rapid carbonization
NOT tn nnntinu en-,
haust, which in certain places will brins
the car owner into conflict with the au
| thorities, to the disadvantage of his
pocketbook.
THE FORCE AND SPLASH
The second major type of lubricatins
system is that Known as force ant
splash" This is simply our old friene
splash with a pump added, to force OF
to the main bearings under pressure
This part of the system comprises a PIPE
extending along the side of the crank
case and having extending out from i
smaller pipes, which directly feed the
main bearings with oil. In this way tn,
supplying of lubricant to the bearings i.
positive, instead of merely trusting tina
enough oil will flow down holes provided
for the purpose. A very moderate pres
sure is enough to force the oil to the
bearings and obviously the pipes are no
likely to become clogged In some sys
TENS the main pipe is carried on to thu
timing gears, giving these parts a posi-
tive lubricant supply. The oil passes
through screen or strainer on it's way
to the pump, insuring reasonably clear
lubricant
A gauge is provided in all pressure sys
TENS to let the driver know 1ust how
the oil line is working. The pump beins
geared to the camshaft. works faster anc
forces through more oil as the engine
speeds up. This is ab-.utely - ,essary
as the faster the engine runs the more
oil 1t requires. The fault generally
charged against this type of system i.
that 1t does not allow for load. The en-
CINE may be pulling hard and yet bt
slowed down by the excess work it is do
ing. This is the time when it needs OIL as
never before, but doesn't get it because
it's rate of turnover happens to be slowed
down. However, in spite of this failing
perhaps because designers generally al
low something for unusual conditions OF
operation, the force and splash system
! has achieved general popularity and is
today in use on more passenger cars than
| any other.
| In a general way the cars of a force
and splash oiling system differs little
| from that which is given the ordinary
splash system. The oil level must be
maintained ana the pipes should be
| cleaned at three-month intervals and the
oil strainer once month religiously
FORCE FEED SYSTEM
| The final type of oiling system, which
| is commonly enough used to be of inter
est to us is the straight-pressure or force
| feed system. The backbone of this sys-
| tenn is the drilled crankshaft This means
simply that hole has been bored
through the crarsa.t lengfhwise and
through this the oil Is -NASed. Into this
main canal open subsidiary borings lead
| ing to each of the beas;ngs. No troughs
are used. The oil is carried in crank
case reservoir, whence it is drawn
through a screen or strainer by the pump
and forced through the crankshaft to the
main bearings, as noted above; from here
lit flows to the rod bearings. At the rod
bearings are holes, which register with
other holes in the connecting rods. From
this latter hole tube leads up to the
wrist pin. At each revolution the oil is
forced up through this tube, which lies
alongside the connecting rod, finding its
way to the hollow wrist pin. From the
wrist pin the lubricant flows out to lubri-
cate the piston and cylinder wall. Pipes
or.leads are also provided to carry oil to
the camshaft bearings, timing gears and
other moving parts.
The brief description given above
covers the general structure of a we'll
designed force feed oiling system that
lis most popular today. In the main this