The H. H. Franklin Club publishes Franklin Service Station solely as a convenience to its Members. No endorsement is made by the Club or the editor, of anything advertised in FSS. No claim or warranty is made as to the accuracy of an advertisement; no responsibility is assumed for any transactions resulting from the ads. ADVERTISEMENTS: Please state full car and engine serial numbers (all characters) when selling cars, engines, or crankcases. Type or print your ad clearly, be brief and precise, and specify the classification: VEHICLES, ENGINES, REPRODUCTION PARTS, PARTS, SERVICES, or MISCELLANEOUS—FOR SALE (with prices) or WANTED. Ads run once per request/donation. A DONATION is requested, although members’ ads can be free, and suitable nonmembers’ ads may be accepted. Selected company ads (member and nonmember) are $3 per line. One line contains 50 characters/spaces. Make payment to the H. H. Franklin Club, Inc. Misrepresentation in advertisements may result in a member being dropped from the Club rolls. The publication of your ad entails an obligation to answer all inquiries. The acceptance of advertisements is at the Editor’s discretion. NO PHONE AD ORDERS but Editor will answer questions 610/573-8013. MAIL YOUR AD TO: Tim Miller, FSS Editor, 3438 Oakhill Road, Emmaus PA 18049-4421 USA DEADLINES: (for issues dated): MAR 7 (for March); JUN 7 (June); SEP 1 (September—Hershey); NOV 30 (December—Christmas) Membership in the H. H. Franklin Club is open to anyone interested in air cooled cars & trucks through 1942. Ownership is not required. Dues are $30 per calendar year ($40US for foreign). Yearly publications include three magazines (Air Cooled News), four newsletters (FSS), annual Trek notice, renewal notice, and when published, a Roster of members, Register of Franklins, and Technical Index. Please send address changes to Membership Services, 80 Luke Avenue, Bergenfield NJ 07621-3406.
EDITORIAL POLICY: To publish information that will enable you to make your Franklin run well and safely.
CAR BLUEPRINTS: Order by drawing number from Parts Catalog, call for others. $5 each for first 3, then $3 ea.; you’ll be billed. Jeff Hasslen, 13311 95th St. NE, Elk River, MN 55330. Tel.: 763/441-7815
VEHICLES FOR SALE
1926 S-11B 4 Door Sedan: S/n: 170556-11 Eng.: 118662 Low mileage with all features in fine working order. Original interior in nice condition. Atwater-Kent ignition. Restored carburetor, vacuum fuel pump, generator and starter. Re-silvered headlight reflectors, Immaculate fenders and running boards. New exhaust, new tires—a delight to drive. $15,000. Tom Nolan, 445 Elmdale Ave., Utica NY 13502 Tel.: 315/732-8916 email: [email protected] (125)
The following are listed in the www.franklincar.org website as of September 20, ‘09:
All of these ads in the website have detailed descriptions and photos and asking prices. Also, included in the website are Parts Wanted, Franklin Parts, Repro Parts and Accessories, Literature and Services. Get on a computer or to a library and have a look !
Franklins for sale in Aug.’09 Hemmings:1926 S11 Sedan (See Nolan ad above), 1926 S11 Touring in PA, 1930 S145 Sedan in CA; Sept. HMN: 1928 S12 4 Door in PA, 1929 S13 4 Door in PA; Oct HMN: 1926 S11 Touring in PA plus ’28 & ’29 Sedans listed in Sept. No parts ads listed either month.
MISCELLANEOUS
ORIGINAL FRANKLIN LITERATURE: Sales brochures and manuals for most models. SASE for free list. Please specify Franklin as I have lists for all cars/trucks/motorcycles, U.S. & foreign. Walter Miller, 6710 Brooklawn Pkwy, Syracuse NY 13211 Tel: 315/432-8282 Fax: 315/432-8256 www.autolit.com
Original Franklin advertising photographs, 8x10's. Many models and body styles. $10 each. Many other makes
available. To purchase go to www.classiccarimages.net, or call Steve Nilles at 630/673-6805. See them at my Ebay store, Classic Car Images. (125)
PARTS WANTED
Wanted: Wanted: One or two 21" 3-lug wheel rims for my 1925 Franklin 11A. I can email or mail picture of wheel and close-up of rim latch if needed. One of my rims is bent and my spare will not fit wheel (wrong type). My wood wheels are OK --- just need good rims. Norm Madsen in FL. 850-322-6788 [email protected] (125)
Wanted: for’27 S-11B Roadster. Gascolator /vacuum tank no longer pumps fuel adequately due to bad internal seals. Needs internal gaskets and/or rebuilding service. Alan Patricof, 153 East 53rd St., New York NY 10022. Tel.: 212/756-3508, Fax 212/832-0117 (125)
REGIONS & LOCAL GROUPS Lehigh Valley Franklinites (PA) meet on 3rd Tuesday of each month near Allentown PA for dinner & drinks. Usually attracts 10-15 people. Call Tim Miller at 610/573-8013, anytime. Can leave a message or: ([email protected])
Midwest Region: The Midwest Region covers the states of IL, IN, MI, OH, WI, MN, KY MO, and IA. Many faithful members from NY, NJ, TX, AZ, PA, NC and KS meet with us. You too are invited to join us at our planned 2009 meets. With or without a Franklin, consider joining us. Fall Meet in KY To host a meet or require information please call Ralph Gack, President, 13900 Ridgewood Drive, Plymouth, MI 48170-2431, email: [email protected].
Hey HHFC Club Members ! You can now pay your H H Franklin Club, Inc. dues on-line using a credit card. If everything works out Club member may be able to pay for the Trek on line and than anything the club has for sale. We are working with the dues for now, however things are looking good. First if you check the page marked “Join the Franklin Club” you will find you can now use PayPal or your credit card. Check it out on the Web Page. for ’08? Supply info. to WebMaster, Frank Hantak, 37770 So. Silverwood Dr., Tucson AZ 85739-2015 [email protected]
WEB PAGE: http://www.franklincar.org for news, more classifieds, events & tech talk. Have a Franklin event planned H. H. Franklin Foundation Franklin Museum: Info: Tel.: 520/326-8038 [email protected] 1405 East Kleindale Rd.,Tuscon AZ 85719
Page 2 of 8 Franklin Service Station No. 125 (September 2009)
THE FRANKLIN STORE/CLUB PROJECTS These items are in stock now, for sale by the club: Item# Item: Price: FCP-1 1930 Ser. 145 outer Tail Light Lens, clear glass.
Special sale price: $5.00ea. FCP-2 Red plastic inner lens for use with FCP1 $5.00ea. FCP-3 1928 on Swingout W.shield Weather Seal $25ea. FCP-3.2 Series 17 Windshield Weather Seal $40ea. FCP-4 1928 to series 151 W.shield Hinge Cover-52” $2.00ea. FCP-5 S10 to 130 Sp.Plug rubber Escutcheons(set of 6) $45/set. FCP-6 1930-on Side draft motor. Pushrod Set of 12 $150/12
These are direct replacement hollow push rods with hardened solid ends. FCP-7 12” Twilite Head Light Lens (out of stock) FCP-8 Cowl vent seal (cut to your length) $0.25/in FCP-9 Hood Door Pulls for Side draft hoods 1931-1934 Bronze castings that require Chrome Plating. $10ea. FCP-10 1929-1932 Brake Drums for cars with wire wheels or de-mountable wood wheel. Will require riveting to your hubs and turned to finish size. Include rivets and detailed instructions. Note: For safety reasons, to be sold only in sets of 2. ( out of stock) FCP-11 Series 11 “STOP” ruby tail light lens
Made of Acrylic Urethane $35 ea. FCP-12 Series 11 “Beehive” ruby tail light lens $35 ea. Made of Acrylic Urethane FCP -13 Head Light Bracket to Sill cap screw $4.00 ea. 3/8”-16 X 3 ¾” long slotted oval head FCP-14 Head Light Bracket to Sill Cap Screw $4.00 ea.
3/8”-16 X 4 ¼” long slotted oval head FCP-15 Spring Pivot Bolt Washer $2.50 ea
Series 9 to Series 147 cars Contact for information or to order: Bob Harrison, 59 Reuben Brown Lane, Exeter RI 02822 Tel.: 401/667-0214 hm, 401/269-9122 cell [email protected]
Prices listed DO NOT include shipping.
AIRCOOLED EVENTS
Hershey 2009: October 6,7,8,9 & 10 — HHFC spaces RNE 8-12. (Red North Field) Stop & say hello to friends on “Franklin row” in the upper North Red Field.
Midwest Region Fall Meet in Prestonburg, KY Fall Meet - Host Bill Fields - Sept. 23 to 27, 2009 Details at www.franklincar.org
57th Franklin Trek, 2010: July 31—August 7, 2010
WesTrek ’10: Rancho Cordova CA near Sacramento, June 13-18, 2010
Better Ignition by DELCO-REMY (Editor’s Note: This is the first of 3 or 4 parts suggested by Neal Kissel. It comes from a Delco-Remy Instruction Booklet, dated 1950. Here, it is serialized into segments. Neal reports, and I agree, it is one of the clearest explanations on how ignition works. The “Kettering” ignition type system has been used on Franklins since the Series 9. From S13 on, Franklin used Delco-Remy ignition similar to the 1950 systems discussed in the booklet. At the end of this article, there is some additional basic information about electricity, leading up to how a coil works. Ed.) Measuring Ignition Performance
“Better Ignition” attempts to explain how ignition occurs and what actually goes on in the ignition circuits. It is an effort to clear up points about ignition which have not been clearly understood. The ignition system always has been mysterious to automotive electricians, just as all things are mysterious when they cannot be seen. When we can look and see things happen, much of the mystery disappears. At least the results are visible.
We can’t see current flow through a wire but we do have ammeters which register the amount current flow on a graduated scale, which can be seen and read. (Fig. 1) In an ignition circuit, voltage and current changes occur so rapidly that normal meters cannot follow these changes fast enough to give a clear picture. (Fig.2) We need considerable help to unravel the apparently invisible actions which take place in creating a high tension spark. An oscilloscope is an instrument which can follow such speedy electrical events and show a light-beam picture of what happens in an electrical circuit, in great detail. (Fig. 3) It is much like a high-speed camera in that the faster the pictures are taken in a given period of time, the slower the action becomes when
Figure 1
Figure 2
shown on a screen. Movements thus can be seen which ordinarily would be invisible because of speed. With the oscilloscope, the time base is very flexible enabling us to get pictures so detailed that we can see voltage and current waves which oscillate at the unbelievable speed of 150 million cycles per second. (Fig. 4) This type of oscilloscope which has brought about this remarkable aid to the human eye was developed by Delco-Remy. It is no longer necessary to guess about things which happen when ignition contact points open They now can be pictured on a screen much like the viewing screen in a TV set. The Primary or Low Voltage Circuit A typical ignition system consists of a primary and a secondary circuit magnetically linked together by the construction of the ignition coil. The battery or generator supplies current to the primary circuit which builds up a magnetic energy field around the coil. ( Fig. 5 & 6) The quick collapse of the magnetic field induces a voltage in both windings, proportional to the number of turns. The secondary winding has the greatest number of turns and the high voltage produced in this circuit is used to deliver a spark to fire the gas mixture in an engine cylinder. For every high
No. 125 (September 2009) Franklin Service Station Page 3 of 8
Figure 3
Figure 4
voltage surge, the ignition system uses the 6 or 12 volts from the battery and steps it up to 4,000 to 18,000 volts required to fire the spark plug. On a six cylinder car, about 9,000 to 10,000
Figure 5
of these sparks, or high voltage surges, are produced for every car mile. At 45 miles per hour, the ignition system is delivering about 200 to 300 of these high voltage surges every second. (Fig. 6) In one three hundredth of a second the distributor contact points close, the magnetic field of the coil builds up, the points open, the magnetic field collapses and the high voltage surge is delivered to a spark plug. That is truly high speed operation. These facts can be proved by figures but this does not help us to understand how so many things can happen in such a short interval of time. Pictures taken at ultra-high speed by the oscillograph (an oscilloscope equipped for taking pictures), like those from a high-speed camera, stretch out the action and give us time to take a good look at what goes
Figure 6
Figure 7
on. (Fig. 7) When The ignition switch is turned on and the distributor contact points close, current flow through the primary winding of the ignition coil creating a magnetic field around the coil. The current, however, and the magnetic field do
Figure 8
not increase to their peak, or full value instantly. (Fig. 8) It takes a small fraction of a second called the “build-up time”, for the current flow and the magnetic field to reach their maximum. The value attained is determined either by the resistance of the coil winding or by the length of time the contact points remain closed. Normally the current does not have time to reach the maximum determined by the resistance of the winding, because the contact points remain closed for such a short period of time. This is one condition ignition engineers must consider in designing ignition equipment. Coil characteristics must be balanced with build-up time, so that at top speed, when the contact points remain close the minimum time, the ignition coil still will build up sufficiently for good ignition. When the distributor contact points begin to open, the current flowing in the primary circuit tends to continue its flow, a natural occurrence in all windings and especially those with
Page 4 of 8 Franklin Service Station No. 125 (September 2009)
Figure 9
iron cores. Without an ignition condenser the voltage causing this current flow would establish an arc across the contact points as they separated and the energy in the ignition coil (stored momentarily in the form of a magnetic field) would be consumed in this arc. (Fig. 9)
Figure 10
Not only would this cause burning of the contact points, but normal ignition performance would be impossible. The condenser prevents an arc from forming because it momentarily provides a place for the current to flow, thus bringing the flow of current to a quick, controlled stop. Therefore, the magnetic field, produced and sustained by the current flow, quickly collapses. It is this quick collapse of the magnetic field which induces high voltage in both the primary and secondary windings of the ignition coil. The voltage induced in the primary may be as high as 250 volts and, consequently, the secondary voltage may go as high as 25,000 volts. One cycle of contact points closing and opening at 30 miles per hour would take place in one one-hundredth of a second and our picture of
Figure 11
the current flow during this interval is clearly indicated. (Fig. 10) But things are happening that we cannot see, so a high-speed camera use on the right hand portion of this curve, where
the points open, taking pictures 10 times faster, shows more detail. (Fig. 11) It will indicate the condenser action after the contact points open. The sharp current drop at the left, pictured alone with a still faster camera, operating at one ten-thousandth of a second, shows a break in the line when the current has reduced only about one-third. (Fig. 12) This indicates when a spark occurred in the secondary and refutes the old belief that the high voltage spark took place when the condenser discharged back through the primary.
Figure 12
The Secondary or High Voltage Circuit All we have shown and talked about has been the current in the primary or low voltage circuit, speeding up each picture in order to show more detail. Since the primary and secondary are linked together magnetically, other things are occurring at the same time. With the collapse of the magnetic field around the coil, the primary voltage which may reach 250 volts, oscillates
Figure 13
at a high frequency for the duration of the spark and then matches the open circuit oscillation of the current curve when the spark goes out. (Fig. 13) At the same instant the secondary
Figure 14
No. 125 (September 2009) Franklin Service Station Page 5 of 8
voltage may reach 25,000 volts. (Fig. 14) When a spark is established, which may be at some lower value, the secondary voltage drops back to a few thousand volts for a short interval of time.
Figure 15
It will be noted that the voltage is shown below the zero line which means that the secondary voltage used for ignition should be negative with respect to ground at the time of ignition. Negative voltage at the center electrode results in a lower and more consistent sparking voltage than that obtained center electrode is positive. Since the pictures of primary current, primary voltage and secondary voltage show events happening at the same time, a direct comparison can be made with one one-hundredth of a second as a time base. (Fig. 15) When the picture speed is increased five times with one five-hundredth of a second as a time base, the shape of the current and voltage waves is brought out clearly. (Fig. 16) Only when the left-hand portion of
Figure 16
these curves is photographed at one ten-thousandth of a second have we slowed the movement down to a point where we can see a break in each of the curves. This break indicates the time the spark is established, point ‘x’, and is accompanied by a high-frequency wave which can be followed only by an exceedingly
Figure 17
high-speed camera. (Fig. 17) To see this frequency, which occurs in the secondary when the spark first is established, our camera is cranked up to its highest speed to follow this wave. This picture shows only what is happening during the break in the former curves. It oscillates at the rate of 30,000,000 cycles or more per second and lasts for only one-quarter of a millionth of a second. (Fig. 18) While a very short interval, this frequency causes radio and TV interference.
Figure 18
Other pictures at extremely high camera speeds bring out further interest details which affect ignition performance. The primary voltage curve shows a rise of 2 volts just before complete separation of the points. (Fig. 19) A bridge of molten metal,
Figure 19
consisting of a few molecules in volume, is between the points at the time of this rise in voltage. The “burn” as it may be called, causes build-up of material on the negative point. (Fig. 20) This condition exists every time the contacts separate. Sometimes the
Figure 20
voltage builds up so fast in the primary, due to coil design or circuit capacity, that it jumps across the gap of the separating points, causing an arc which dissipates some of the energy. The voltage build-up starts over again but does not reach as high a value as it would have if the arc had not occurred. These arcs
Page 6 of 8 Franklin Service Station No. 125 (September 2009) cause a temperature high enough to vaporize the metal, which then builds up on the positive contact point. (Figs. 21-22) Some of these arcs are desirable to balance material transfer on the negative contact point that occurs in every break.
Figure 21
Figure 22
The graphs which have been shown are reproductions of fundamental occurrences in an ignition circuit while in operation. It is hoped that the principles brought out will remove much of the mystery which has surrounded ignition since its first application on automotive engines. These principles would form a background for a better understanding of ignition equipment and its functions, enable us to obtain better ignition performance.
(Next Installment: Ignition Requirement and Reserve. This segment will show the effects of design issues, wear, ignition timing and environment(e.g.: moisture) on performance of the system. . . . and some more electrical basics. Ed.)
SOME ELECTRICAL BASICS (probably will make respectable EE’s wretch)
To understand the ignition discussion, it helps to understand, or accept, some basic electro/magnetic behaviors. You might remember some of this from HS physics. These explanations are oversimplifications but they may help the non-electrical community (muggles—ask your kid what that means). First Electromagnetic Behavior: If you pass a wire (bare or insulated) through a magnetic field, a current will be generated in that wire if it is hooked up to something. A stronger magnetic field yields more current. The reverse is true: If you pass DC current through a wire, a weak magnetic field forms around the wire. Also, more current in the wire generates a stronger field.
Now if you make the wire into a loop and pass the same current , a concentrated, stronger magnetic field will be generated inside the loop. If you wrap 10 loops of wire while passing the same current, the magnetic field will be about 10 times stronger. However, (here is where the HS physics experiment comes in) if you have about 10 loops of wire with a nail inside the loops, you create a very strong magnetic force (about 1000 times stronger) and the nail becomes a magnet—called an “electromagnet”. In the
practical world, electromagnets are very useful. With bigger wire, many hundreds of wraps and lots of current, we create an electro-magnet used in industry to pick up iron bearing scrap. On a much smaller scale electromagnets magnetically move switches (relays) which can remotely control very large current flow with very small current introduced to the relay. Also they can open & close valves (solenoids). Second Electromagnetic Behavior: How do these principals help in making sparks in an ignition system? Consider our electromagnet of a bunch of loops of wire with a passing current , creating a strong magnetic field. We can create a new gadget by wrapping around that set of 10 loops and contained nail (or wrap around the nail just below the first wraps) about 10 times as many wraps(100) we have created a device which can multiply voltage. This device is called a transformer or coil. Now, just passing a DC current through the 10 loops (primary) it does nothing. There is a magnetic field around it but nothing happens. 3rd Electromagnetic Behavior: If we shut off the primary current, the magnetic field changes rapidly; it collapses and we briefly generate a large voltage in the 100 loop circuit (which in our example, isn’t hooked up to anything). If we switch the primary current on and off, the magnetic field builds up and collapses each time we turn the switch on and off. (Continued on Page 8)
Report from The Franklin Automobile Collection at Hickory Corners
We don’t have a lot to add to the picture you see below. It was taken at the end of August 2009 by Gilmore staff and passed along to us. If you believe the latest reports (and we do) even with the inevitable construction delays the building will be ready for cars to roll in by mid-October. There will still be work to do over the winter, installing displays, artifacts, and signs. But as Bob & Ray’s sports announcer Biff Burns used to say, we’re “rounding third and heading for home” The building includes some other good news. In the Franklin tradition of efficient design it will have efficiencies we think John Wilkinson would have endorsed. Radiant heating will warm the building. To quote the U.S. Department of Energy “ radiant heating has a number of advantages: it is more efficient than baseboard heating and usually more efficient than forced-air heating because no energy is lost through ducts…”
Through the hard work of Jeff Hasslen, a member of the building committee, heat will be supplied by a geo-thermal heat pump system - another significant energy saver. We are also working for green alternatives for paint and lighting. Grand Opening plans are in the works and we’re trying for a mid-May 2010 (weekend of May 15) event to coincide with the Mid-West Spring meet. Nothing definite yet but it’s not too early to begin looking at your calendar.
No. 125 (September 2009) Franklin Service Station Page 7 of 8
There's still lots of work to do, but our building at The Gilmore is
looking more and more like the real Ralph Hamlin dealership.
An Open Letter to the Members of the H.H.Franklin Club
As you all know, the Franklin Collection at Hickory Corners is due to be completed this fall. The members of the Midwest Region along with the collection committee are planning a dedication and celebration of this accomplishment at Gilmore Museum in the spring of 2010.
We have set aside a block of rooms at two hotels in Kalamazoo near the airport for this purpose. The rooms are reserved from May 12th. through May 15th. 2010. Rooms must be held with a credit card. Be sure to mention you are with the H.H.Franklin Club for the rates below. Cut off date is April 12, 2010.
Hotels are: Fairfield Inn Best Western 3800 E.Cork St. 3640 E.Cork St. Kalamazoo, MI 49001 Kalamazoo, MI 49001 (269) 344-8300 (269) 381-1900 Rate: $ 74.00 + tax (800) 528-1234 Rate: $ 79.00King/ 89.00
2Queens + tax We are planning a barbecue at Gilmore on Friday evening, May 14th. With a dedication ceremony on Saturday, May 15th. For those who wish to arrive early, we have activities planned in the area to do on your own, such as Air Zoo, Kellogg House, area wineries, or a trip to the Auburn/Cord/Duesenberg Museum.
For Additional information call or e-mail Ralph Gack, President Midwest Region at (734) 748-6339 or [email protected]. We hope you can make it to Kalamazoo in 2010, it should be a great time!
Aura Vincit, Ralph Gack
SOME WISDOM & WIT from Tom & Paul
QUESTION/ANSWER: TRANSMISSION OIL—Your question about possibly using too light a gear oil in Bertha's transmission got me looking through my lubrication info....As you know the owners manuals don't give a viscosity for transmission gear oil for your 11B (or any of the Series cars), just a brand name and type, or at best, they mention "steam refined cylinder oil", which came in different viscosities, but is not rated by modern SAE viscosity scales.
In Franklin Service bulletin # 567 they give additional info. They recommend the "steam refined cylinder oil" mentioned in some owner's manuals, but then at the bottom
of that page are foot notes that break it down in Saybolt scale by Series.
For S-10 thru 130 it says to use, "Steam refined Cylinder oil having a Saybolt viscosity of 180 to 200 seconds at 210° F.".
For Series 135-137 and 14 use, "Steam refined cylinder oil having a Saybolt viscosity of 120 to 140 seconds at 210 degrees F.".Saybolt - say what ?????�Many years ago a Quaker State chemical engineer gave me a Kinematic and Saybolt viscosity scales conversion chart for modern ISO VG, SAE, and AGMA oil equivalents. In it, the 180 to 200 Saybolt is equivalent to the upper most range of a modern SAE 140 gear oil. The 120 to 140 Saybolt is the lowest range of that same SAE 140 gear oil.
As you may know, modern gear oils are far better than the demands Franklin transmissions put on them. The size of the contact surface areas compared to the load exerted on them is a lot better than most modern cars. As such, the only advantage to using a modern heavy weight gear oil is that during shifting, it will slow down the gears faster for smoother meshing.
Unfortunately finding heavy weight gear oils is not easy, no do I think it is necessary. In a past ACN article by Chape Condit, he mentions that the SAE has discontinued the 160 weight gear oil classification. He also mentions that there is no harm in using a lighter weight gear oil. Paul Fitz
QUESTION: CONNECTING ROD OIL HOLE—I have a question on the oil hole in the rod. Does it face toward the cam at assy? Just a last minute check. I have the expansion cut in the piston going away from the cam and the rod oil hole pointing toward the cam. Is that correct? ANSWER: (to Dick Pratt who rebuilds Gemmer Steering Boxes) Thanks for all you do to make things like steering gear worms & shutter assemblies, steering connection dust cover springs and Club Projects. Believe me, I fully understand the time and financial support it takes to make such things happen. I hope you sell out quickly as everyone needs the parts and should support those Club Members who extend themselves to make them. Yes, the oil squirt hole faces the THRUST side (camshaft side on the Series 10 and later engines). And the slot should face the NON-THRUST side (carburetor side on Series 4 and later engines) Little by little.... �tom
QUESTION: 1933 ENGINE END PLAY—I have rebuilt the engine for my 1933 olympic and need information on setting the end play ANSWER: 0.007" is optimum. tom
QUESTION/Comment: S-9 & S-10 STEERING GEAR BOX—Hello, In regard to the question S9/S10 steering box in the June 2009 issue of FSS, I too have encountered this, in the restoration of my 1922 S-10 sedan. The housing which supports the wheel has 24 holes in it; 6 bolts to hold it in place. This housing is eccentric. When it is turned clockwise, it decreases the clearance between the "wheel and worm", taking up any slack. The housing is then adjusted when the steering wheel is in the centre position. Make sure there are no "tight" spots, on both full "locks". When adjusted correctly, the steering wheel will have approximately 1 inch to 1 1/2 inch free play. If a series 10 repair book is available, see pages 601/602, for detailed information. Regards. John Bosich, Australia
The H. H. Franklin Club, Inc. c/o Cazenovia College Cazenovia NY 13035-7903
SEPTEMBER
FIRST-CLASS MAIL
U.S. POSTAGE
PAID
Bethlehem, PA
Permit No. 100
2009
Page 8 of 8 Franklin Service Station No. 125 (September 2009) (Continued from Page 6 )
The result is a crude Alternating Current (AC) generated in the 100-loop (secondary). If our primary was only 6 volts, (it is a crude AC because we are rapidly turning it on and off), then the secondary 2500-loop wire might generate 60 volts, which is the ratio of the number of primary loops to secondary loops.
The principal is the same for the coil in
your car, but the number of loops is different. In your car, the primary loops might be 100 wraps of “thick” wire and the secondary might be about might be 2,500 wraps of very thin wire. What happens in a transformer (which only work with AC electricity) is the primary uses a lot of current, say 5 amps at 6 volts but the secondary generates up to 25,000 volts but the current is very, very small, say only 2/1000 (0.0020) amps when a spark is generated.
In the “Better Ignition” article you will read that the primary ignition actually multiplies itself to about 250 volts due to self induction caused by collapse of its own magnetic field—see page 4. This gives the coil a “self kick” in the primary windings or more
power than just the ratio of the primary to secondary loops or wraps.
This is how a transformer works. However transformers do require AC input voltage to step-up or step-down the output. The AC can be crude, chopped DC like we use in our cars or symmetrical (plus and minus voltage) like you have in your house.
Uses of Transformers: Transformers (or coils in cars) are useful because they can multiply voltage (resulting in reducing current for the case of the car, where very little current is needed in the spark). Transformers can also work backward and reduce voltage and enable higher current. This is very useful for your power company. At the generating station the voltage is relatively low out of the generators but the current is high. The problem with high current is the heat or resistance losses are high. By transforming the low voltage AC current generated up to 64,000 or 300,000 volts using a series of transformers, the current becomes very, very low and the heat generated in the transmission wires is also very low. Thus, using AC at high voltage allows power to be carried over very long distances with very little losses. The transformer outside your house works “backwards” and reduces the voltage to 110v or 220v but enables your appliances to work at “high” currents of several amps (1amp to 20 amps—typically). While there are important details left out, this simplified basic electromagnetic discussion should help you understand “Better Ignition” , Part 1. Confused? What’s a poor Muggle to do? Read the article carefully then reread this discussion and see if it all starts making sense—good luck. Electricity is difficult; it’s magic!!
