July 25, 2014
Maintenance and repairs are easy with the correct information. So don’t get all choked up while we look at the choke circuit!
a. Function. These carburetors employ a manual type choker illustrated in the figure above. When the choker is used, the mixture is enriched by cutting down the amount of air admitted through the carburetor. These carburetors use a choker valve with a semi-automatic feature, the choker is connected to the operating lever by a soft spring, the choker valve is also mounted off-center in the air horn. The incoming air tends to push the choker valve open (the longer section of the choker valve being on the lower side of the choker shaft), and the spring action tends to hold choker valve closed. Thus the. valve is allowed to “breathe” with the engine, which tends to lessen the sensitivity of the choker control. In addition to this feature, a poppet valve is provided in the valve to allow inward relief and hence lessen the danger of over-choking when the engine starts to run. The choker and throttle levers are connected by the choker link, which opens the throttle slightly during the choking period.
Find out more about the WW2 jeep in – The Complete WW2 Military Jeep Manual
July 24, 2014
Operation of the Choke Circuit
a. The choke circuit supplies a ready means of restricting the amount of air passing through the carburetor. This restriction and resulting rich mixture is necessary when starting and warming a cold engine.
b. Chokes are of two types; manual and automatic. The WO Carburetors described herein employs the manual type. The manual choke mechanism in the conventional carburetor consists of a valve mounted on shaft in the air horn of the carburetor, operated by an external lever attached to the shaft. Manual operated choke valves of this type usually have a semi-automatic feature which prevents over-choking after starting. This feature is accomplished by spring-loading, either all or half of the valve, or by incorporating a spring-loaded poppet device in the valve. Some models use both means to improve choke action.
You can find out more about the WW2 jeep inner workings with this book – The Complete WW2 Military Jeep Manual.
July 23, 2014
I watch my weight and the jeep’s too.
A girl’s got to watch her figure. And back in the day the Army was watching the weight of the jeep.
Compared to today’s Jeeps the WW2 jeep was pretty light weight.
Do you have the manuals? It’s in there. IF you don’t have them yet then look at this – General Stats.
July 22, 2014
I just hate it when someone torques me the wrong way. Don’t you?
When you put your combat rims together you should use a torque wrench and set the bolt to 60-70 ft. lbs. But hey be sure set them ALL to the same torque reading!
Combat wheels are identified by eight bolts holding together the two halves of the tire rim. When removing a tire, first remove the wheel and be sure to deflate the tire before removing the rim nuts. After removing the rim nuts, remove the outer rim nuts, remove the outer rim then remove the tire after which remove the beard locking ring and tube from the tire. Mounting the tire is the reverse procedure. Do not put too much air in the tube when mounting.
July 21, 2014
Is Oil Viscosity a Concern?
Film thickness. Simplified equations have been developed to provide approximations of film thickness with a considerable degree of precision. Regardless of how film thickness is calculated, it is a function of viscosity, velocity, and load. As viscosity or velocity increases, the film thickness increases. When these two variables decrease, the film thickness also decreases. Film thickness varies inversely with the load; as the load increases, film thickness decreases. Viscosity, velocity, and operating temperature are also interrelated. If the oil viscosity is increased the operating temperature will increase, and this in turn has a tendency to reduce viscosity. Thus, an increase in viscosity tends to neutralize itself somewhat. Velocity increases also cause temperature increases that subsequently result in viscosity reduction. From EM 1110-2-1424 28 Feb 99.
Worried about viscosity?
Increased viscosity leads to increased operating temperature which is not good for either your engine or your transmission (or other mechanicals). That’s why it is best to use the viscosity recommended by the original manufacturers. For example for the L-134 engine use 10 weight in the winter and 30 weight during the summer…or using modern oils you might consider using 10w30. For the transmission, transfer case and differentials use 90 weight during the summer and 80 weight during the winter.
You might be interested in Military Maintenance for MB/GPW Jeeps 1941-45 which has a lot of WW2 jeep or period related topics that might be helpful to you in learning all about the jeep.
July 20, 2014
Do you bleed? Brakes that is…
(1) Remove cap screw from bleeder connection, and thread bleeder drain hose into this opening. Allow bleeder hose to hang in a clean container.
(2) Care must be taken not to drain the master cylinder reservoir during this operation; otherwise, air will enter and make rebleeding necessary. Reservoir must be full during the bleeding operation.
(3) Loosen bleeder screw one full turn, and depress the brake pedal slowly; then, allow pedal to return to the “OFF” position. Repeat this operation approximately 10 times, to provide a pumping action to force fluid through the line, and expel all air. This opera tion must be repeated at all four wheels to bleed the entire system.
(4) Watch flow from bleeder hose, keeping hose submerged in fluid in container. When air bubbles cease to appear, or when the stream is a clean, solid mass, close bleeder connection.CAUTION: Fluid withdrawn during the bleeding operation should not be used again.
Hey, if I can do it, you can do it! Get the book!
July 19, 2014
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