Great Falls tribune. [volume] (Great Falls, Mont.) 1921-current, 1922-07-16

Copyright, 1922, by King Features
Syndicate, Inc.)
CARBONlZATlONS IN ENGINES

The carbon question is worse today
than 1t ever has been, due to the poor
grade Of fuel we are using. This fuel
not only burns improperly. but owing to
its. heaviness or lack Of volatility, it Is
necessary to use the choke even IN
warm weather and this causes moro
carbon to form. Our fuel mixtures to-
day are such that q good portion OF the
LIQUID content does not burn and get out
of the cylinder, but remains and burns
slowly, leaving an appreciate deposit
of carbon. To give my readers an indi-
cation of the amount Of carbon in the
present fuel | have but to mention that
the new forms of manifOlds with traps
for heating the fuel, collect in the traps
a mass of tar and carbon that soon
makes the trap-beaters Of little use:
But carbon comes also from the oil n
from the dirt and dust in the air. over
the latter we have no control at pres
ent, but as air cleaners are developed
we shall undoubtedly see these devices
used on all cars, not alone for tneir
carbon-reducing properties, but De
cause they will hold back gritty matter
that cuts the cylinders and pistons.
The oil we use contains carbon just as
any hydrocarbon product does. The OIL
that burns may pass off entirely in the
form of smoke which you can see at the
muffler tailpipe or it may leave a resi-
due in the form of carbon.
OIL or Gasoline, Which?
There is some dispute as to what is
~ ---o o.o1,T:O rrnl,nar' "a carbon
whether it is the oil or the gasoline.
l do not see that it matters much, since
we as drivers have nc control over the
quality of either. The best we can do
is to follow some rules that might
stretch the periods between carbon re-
movals. We can avoid using the choke
unnecessarily. We can use the right
grade of oil and avoid carrying too
high level. or using too great pressure
in q pressure system so that the GYM
der walls will not get an over-supply.
If the carbureter is adjustable we can
adjust the mixture so that 1t Will be
neither too rich nor too lean.
But carbon must be removed in some
cars all too often. In some OF the
cheaper cars where accuracy of manu-
facture is not boasted of, an excess of
oil works past the badly fitting piston
rings or up the sides of poorly finished
cylinder walls. In these cars carbon re-
moving becomes almost a monthly at
fair and as soon as one deposit is re-
moved the engine again knocks and
smokes. A chronic o%il-pumper is what
this type of engine is called and there
is only one cure and that is to have the
cylinders refinshed and new pistOns
and rings fitted.
Removing Cylinder Head
When the engine has an adjustable
cylinder head the right way to have
the carbon removed is by scraping
This calls for removal of the head
which any car owner ought to be able
to do. You must drain the water and
d%isconnect the radiator hoses after
which the cylinder head must be re-
moved. In some cars the ~carburetor
and manifolds are bolted to the head so
additional work is necessary.
Once the head is removed the matter
of scraping is easy. You can use a
chisel, a screwdriver, a special scraper
careful that the fine particles of car
bon are not scattered so that they de-
post on the generator. ignition unit.
etc. First cover these units with cloth.
Also do not scrape unless the piston is
at the very top and then after scraping
a piston top push the piston down
slightly and wipe the cylinder wall clean.
Do not scrape into the metal, but leave
all surfaces clean. This applies to
scraping the head as well.
1t is suggested that when the cylin-
der head is returned to position a new
gasket be installed and in laying it
down cover it lightly with grease mot
shellac). See that the gasket is not
denied nor bent. Tighten cylinder
head bolts in such a way as to bolt the
head down evenly, that is. do not tight
en- nuts on n side completely and
then just start nuts on the opposite
side. Tighten all a little, then tighten
the end nuts a little more, then 60 to