CHAPTER VII

WHERE LUBRICATION IS NEGLECTED

In some of the minor and oftentimes hidden parts of an automobile are found frequent sources of trouble. There are places to be lubricated of which many an auto owner has no knowledge. They wear slowly but constantly, and unless given proper attention will erelong give trouble.

There are a number of these lesser bearings which tell the expert whether the car has had proper care. In fact, in looking over a used car the man who knows naturally turns to these first to find out how well the car has been taken care of. Experience shows that even where other parts show normal, or practically no wear, these lesser bearings show absolute neglect, and these are “the little foxes that spoil the vineyards” in the auto world.

Practically every owner will fill up the oiler to insure engine lubrication, because that is a regular task; most men will remember to keep oil in the transmission case and the differential housing; probably a lesser number will put grease in the wheel bearings when needed. As the latter is not required very often, it is frequently forgotten.

What are the neglected parts? Well, when the expert looks into the condition of a car, one of the first places he inspects for wear is at the steering knuckles. One must realize that they are under a pretty heavy load, and that, while the motion is not great, there is a continual motion there, even when the car is driving straight ahead. Very few have learned that it needs a constant supply of good, heavy grease to prevent wear at this point. It is worth while to screw down on the grease cups on the steering knuckles every time oil is put in the engine. When the grease cup is screwed down so that it cannot be turned further, it should be filled immediately. There should be enough grease there to keep forcing it out, so that grit cannot get into the bearing.

Underneath the floor boards there are a number of parts which need attention, but being out of sight they are often out of mind. They are a little inconvenient to get at, also. Under there we have the universal joint. This is another joint in which the motion is not great, but the load is heavy and continuous. That is the next place that usually shows hard wear. There are one or two modern designs which have housings covering this joint which may be filled with heavy oil and it then takes care of itself for a month. It should be inspected and the oil replaced once a month.

Certain universal joints, not generally used, however, are supplied with grease cups, which need attention every time the car is used, just as much as the oiler in the engine.

Also underneath the floor boards are the levers and arms used for controlling the clutch and brake, the self-starter and the accelerator. All have bearings, used occasionally, but enough so that they should be kept lubricated or they will wear. This is especially true of the clutch and brake linkage, particularly in city running, where the clutch and brake are in constant use. Usually this linkage has no means of lubrication other than oil holes, into which a drop or two of oil only may be placed. Naturally it will not last long and oil should be dropped in the holes at least once a week.

This is also true of the brake linkage on the rear axle. Often at that point no provision whatever is made for oiling. It is simply a matter of flowing oil around the joint and letting it work in. If the brake linkage wears and weakens and it becomes necessary to apply the brake with extra force in an emergency, it will give way.

The spring shackle bolts usually are equipped with grease cups and they do not suffer quite as much as other points, but often the passages become clogged and one may screw down on the cup and only force the grease out of the thread of the cup, instead of into the bearing, for the grease-cup cap fits loosely upon the thread.

Many cars come from the factory with the grease holes clogged with enamel, or hardened grease, so that no great amount of grease could be forced through in turning down the cap. Cars are allowed to run so long sometimes in this condition that the shackles have worn through, allowing the body to drop down on the axle.

Very often complaint is made that a new car will develop a squeak very soon after it is tried out—an elusive sort of a squeak that seems to be first one place and then another. The owner who has this experience will probably find upon examination that the spring shackles have not been lubricated, either because the hole was clogged, or for some other reason. It is recommended that in such cases the car be jacked up and all the shackle pins be driven out and all the grease passages inspected and cleaned thoroughly; also that heavy grease be applied directly to the bolt when it is put back in place.

This will take a little time, but it pays, for it is a matter of experience that if the pins are not driven out and the holes opened up for inspection it will take a solid month to force the grease through by screwing down the grease cup, and until this passage is open there can be no lubrication of the joint.

Wheel bearings ought to run for six months if properly packed, but there is no way of telling when the bearing needs attention except by inspection and it is well to look them over regularly. When inspecting the rear-wheel bearings, if the construction is of the type where the wheel hub is keyed on to the shaft, it is well to inspect the key to determine whether it is tight. Out of four cars recently inspected three were found with a loose key.

There are two dangers when the key is loose. One is that the key way becomes rocked out of shape and the key cannot be fitted tight again. The other is that shaft and hub may become so worn that the taper is destroyed and a tight fit is made impossible, and of course the only remedy is to replace both. This condition will often account for a knocking or rattling, which will be felt throughout the car and the cause often be supposed to be located far from the real place. For instance, in one case the driver thought the knocking was in the gear case, until shown the loose hub.

The spring leaves need lubrication once a season. Tools are sold for separating the leaves enough to apply a lubricant made especially for that purpose.

Another part which shows hard wear quickly is the valve push-rod guide, especially in overhead valve construction the ones on the forward end of the motor. Dust blowing over the radiator collects on these forward guides and wears them rapidly. This condition is indicated usually when the crank case becomes covered with oil blown up from the loose joint. Modern designs have taken care of this to a large extent by enclosing the push rods in a casing, and many owners have put in housings themselves when they discovered the difficulty.

Overhead valves, worked by a rocker arm, must be lubricated every time the car is taken out. The lubrication is not included in the ordinary lubrication scheme of the engine, but must be done separately.

Careful attention to these minor points will result in greatly lengthened life for the car, and in a much higher value when it is traded in for another car. The man who buys a used car would better inspect closely along these lines if he desires to buy something better than a bunch of junk. The owner should not trust to his chauffeur the care of these parts, unless he has found out that the man knows of the importance of lubrication, nor should it be taken for granted that the garage man is attending to them. Make sure yourself is the best rule. It is well to remember that “many a mickle makes a muckle” in wearing of auto parts, and look after the little things.