AUTOMOTIVE WIRING MANUAL

The Original and Official Collection of Blueprint \Viring Diagrams

Contains Guaranteed Correct Circuit Diagrams Covering all Motor Cars

and Trucks from 1912 to 1920 ^firing Connections of
inclusive; Internal
Generators. Starting Motors, Controllers, etc., of all Electric Starting and
Lighting Systems: Practical Instructions on Testing, Repairing and Main-
tenance of Storage Batteries. Generators. Motors. Coils, etc.

By HARRY LORIN WELLS

I

*
j?

Price $15.00
'

1920 EDITION

PUBLISHED BY

AUTOMOTIVE PUBLISHING COMPANY

440 SOUTH DEARBORN STREET - -
CHICAGO. U. S A.
 COPYRIGHT i

AUTOMOTIVE PUBLISHING Co.

^CHICAGO. U. S. /
 O
O
R WORD
those engaged in the repair and upkeep of automotive electrical equipment, this
Manual will prove of inestimable value. Its use will greatly simplify the location
and repair of electrical troubles, thus rendering prompt and efficient service to the
car owner.

This Manual the original and official compilation of blueprint wiring dia-
is

grams in book form. All diagrams are authentic and accurate, the sources or data from which
made being the original shop or working blueprints of the car and equipment manufacturers, and
not photographic reproductions from instruction books, trade periodicals, etc., the usual source
from which inaccurate diagrams are frequently compiled and offered to the trade.

By reading the General Instructions one can understand how easily electrical circuits
may be traced, and appreciate the simplicity of trouble finding, making tests, etc.

Acknowledgment hereby made to the car and equipment manufacturers,

is who very
courteously furnished data and other aid in the compilation of this Manual.

THE PUBLISHERS.
 CIRCUIT DIAGRAMS OF CARS
Starting A Generator No. Battery Ignition Coil
Car Year Model System ,,r Type Voltage or Wiring Page
Abbott-Detroit 1916-1917... t>44 Remy 254 6... Remy 8. C. . . . 1
Acme Truck 1919-1920. . . All Models Gray 4 Davis Eisemann . . .
Mag. . 8. C. . . . 2
Ahrens-Fox Fire Engine All Models Delco MG-79 12... Delco 8. C. . . . :<

Alien . 1914-1915... 34 and 33 W<wtinghoune 202 6... West MB 8. C. . . 4

Allen. . . 1914-1915... 35 Auto Lite G. 4 GA 6... Conn E.... D. C.. .. 5
Allen. ... 1916 37 Dim. Bulbs Westinghousc 400 6. . . West V. ... 8. C. . . . 6
Allen .... 1916 37 Rest. Dim Westinghouse 400 6... West V 8. C. . . . 7
Allen. . . . 1917 Classic Westinghouse 400 6... West V.... 8. C. . . . I
Allen 1918-1919. . . 41 and 18-A Auto Lite GH 6... Conn GA... 8. C. . . . I
Allen 1919-1920... 43 Aut.il.it,- GH 6. Conn GA.. 8. C. . . . 10
Altor 1915 Remy 129-B 12. Remy 8. C. . . . 11
American 1914 Underslung Disco 12 D. C.. . . 12
American 1917-1918... A Westinghouse 760 6... AK CC. 8. C. . . . 13
American 1920 B Westinghouse 760 6... AK '
CC. 8. C. . . . 14
Anderson 1916 100 AB Westinghouse 400 6... West V. . . 8. C. . . . 15
Anderson 1919-1920... 20 Westinghouse 760 6... Remy 8. C. . . . 16
Appereon 1913 Ward-Leonard 6... Bosch Mag. D. C.. . . 17
Appereon 1913 4-45 and 4-55. Esterline HG 6... Bosch Mag. D. C.. . . 18
Apportion 1913 55 and 45 Gray 4 Davis Gl 6. . . Bosch D.C.. . 19
Appereon 1914 4-45, 6-45, 6-58 Bijur K620 6. . . Bosch D. C.. . . 20
Appereon 1915 4-40 and 6-45 Bijur L621 6. . .
Remy 175. . D. C.... 21
Appereon 1915 Westinghouse 208 6. . . Bosch Mag. 8. C. . . . 22
Appereon 1916 6-48,8-58 Westinghouse 208 6. . .
Remy 175 .. 8. C. . . . 23
Appereon 1916-1917... 6-48.8-58,8-17,6-17. Bijur L61 6... Remy 175.. D. C.. . . 24
Appereon 1918-1919..^ 8-18 A Bijur M265 6... Remy 176.. 8. C. . . . 25
Appereon 1918-19-20.. 8-18 A, 8-19, 8-20.. .
Bijur M255 6... Remy D. C.. . . 26
Appereon 1919-1920... 8-18 Bijur M255 6. . .
Remy D. C.... 27
Atterbury Truck 1920 U. 8. A. Class "B". . . Delco 139 6... Delco 8.C. . . . 28
Auburn 1913-14-15 Remy SL 6... Bosch. Mag.. D. C.... 29
Auburn. . . 1914 4-40,4-41,6-45,6-46. Remy SL 6... Bosch Mag.. D.C.... 30
Auburn 1915 6-40 Delco MG-58 6... Delco. 2111. 8. C. . . . U
Auburn 1916 4-38, 6-38, 6-40 Remy 166,240,241 6... Remy 8. C. . . 32
Auburn. . 1916 6-40 A Delco MG-73 6... Delco. 2120. 8. C. . . . :t:t

Auburn. . .
1918 6-44 Delco MG-83 6. . . Delco. 2142. S. C. . . 34
Auburn. . . .
1917-18-19-20 6-39 Remy 168-E-230C 6. . .
Remy 8. C. . . . 35
Austin 1917-1918... HK12 Delco G-87 6... Delco 2123. 8. C. . . . 36
Bell 1916 16 Ward-Leonard RM 12... AK II... 8. C. . . . 37
Bethlehem Truck 1918-19-20.. DX, EX, FX Gray 4 Davis 6... G4D 8. C. . . . 38
Biddle. . . 1919-1920. . . All Models Gray 4 Davis 220 6... Conn s.c 39
Bour-Davis. . 1918-19-20.. All Models. .
Remy 166, 240, 241 6. .
Remy S. C. . 40
CIRCUIT DIAGRAMS OF CARS Continued
 CIRCUIT DIAGRAMS OF CARS Confin

Car
 CIRCUIT DIAGRAMS OF CARS Continual

Starting & Lighting Generator No. Battery Ignition Coil Type

Car Year Model System or Type Voltage System or No. Wiring Page
Crawford 1915 6 Westinghouse 280 6... West 280 S. C. . . . 118
Crawford 1916 Westinghouse 400 6. . . West V S. C. . . . 119
CrowElkhart 1916 25-30 Disco DD 12... Conn GA S. C 120
CrowElkhart 1916-1917... CE 30-33 Dyneto VA 6... Conn GA S. C 121
CrowElkhart 1917-18-19.. K & H 32, 34, 36, 42, 44, 46 Dyneto C162-C164 6... Conn GA S. C 122
CrowElkhart 1920". H&L Dyneto C44 6... Conn GA S. C. . . . 122
Cunningham 1913-1914. . . M North East B1102 16. .. Bosch Mag D. C.. . . 123
Cunningham 1916 4 Westinghouse 280 6 S. C. . . . 124
Cunningham 1916-1917... V Westinghouse 400 6... West V S. C -
125
Cunningham 1918-1919... V-3 Westinghouse 760 6... West, or Del. 2162 S. C 126
Daniels 1916-17-18.. A-8 Westinghouse 400 6... West V S. C 127
Daniels 1919-1920... D-19 Delco 169 6... Delco 2127 S. C 128
Dart 1916 B&C Westinghouse 283 6... West 283 S. C 129
Davis 1915 38 A-B-C Westinghouse 243 6... West 243 S. C 130
Davis 1916 C-38, 6-E, 6-G Delco MG 73, 81, 83 6... Delco 1058-67 S. C 131
Davis 1917-18-19-20 6-H, I & K Delco G-105 6... Delco 2139 S. C 132
Deering Magnetic 1918 Owen 28... Bosch Mag D. C.. . . 133
Detroit Electric 62, 63, 64, 65, 66 D. C.. . . 134
Detroiter 1915 D Eemy SL3 6... Remy S. C 135
Detroiter 1916 6-45 Auto Lite GH 6... Conn GA S. C 136
Detroiter 1917 6-45 Auto Lite GH 6... Conn GA S. C 137
Dixie Flyer 1916-1917... L-3 Dyneto VA 6... Conn COM D. C.. . 138
Dixie Flyer 1918-19-20.. "L" Series 35 Dyneto C-69, C-284 6... Conn COM S. C. . . . 139
Dodge Single Wire Str North East MGD 12... Eisemann. . .
Mag S. C. . . . 140
Dodge Single Wire Str North East MGD 12... Delco 2128 S. C 141
Dodge Two Wire Str North East MGD 12... Delco 2128 S. C 142
Dodge 1915 North East MGD 12... Delco 2128 S. C. . . . 143
Dodge 1916 North East MGD 12... Eisemann... Mag S. C. . . . 144
Dodge 1916 Internal Diag North East MGD 12... Eisemann... Mag S. C 145
Dodge 1917-18-19.. 30 North East MGD 12... N-E S. C 146
Dodge 1920 North East MGD 12... N-E S. C 147
Dorris 1913 H Westinghouse 400 6... West V S. C 148
Dorris 1913-1914. . . H Westinghouse 208 6. . . Bosch Mag S. C 149
Dorris 1914 I Westinghouse 208 6. . . Bosch Mag S. C 150
Dorris 1915 I-A-4 Westinghouse 280 6... West 280 S. C 151
Dorris 1916 I-A-6 Westinghouse 208 6. . . Bosch Mag.. . .' S. C 152
Dorris 1917 I-B-6 Westinghouse 208 6. . . Bosch Mag S. C 153
Dorris 1918 I-C-6 Westinghouse 208 6... Bosch Mag S. C 154
Dorris 1919 Early Models Westinghouse 760 6... Bosch Mag S. C 154
Dorris 1919 K-4 Westinghouse 760 6... Bosch Mag S. C 155
Dorris 1920 6-80 Westinghouse 760 6... Bosch Mag S. C 156
 CIRCUIT DIAGRAMS OF CARS Cotina

Car
CIRCUIT DIAGRAMS OF CARS Continued
 CIRCUIT DIAGRAMS OF CARS Continud

Car
 CIRCUIT DIAGRAMS OF CARS Continued

Car
 CIRCUIT DIAGRAMS OF CARS-Continu.d

Car
 CIRCUIT DAGRAMS OF CARS Continued

Car
 CIRCUIT DIAGRAMS OF CARS Continued

Car
CIRCUIT DIAGRAMS OF CARS Continued
 CIRCUIT DIAGRAMS OF CARS Continued

Car
 CIRCUIT DIAGRAMS OF CARS Continued

Car Year
 CIRCUIT DIAGRAMS OF CARS-Continued

Car
CIRCUIT DIAGRAMS OF CARS Continued
CIRCUIT DIAGRAMS OF CARS-Continued
 STANDARD AND INTERNAL DIAGRAMS
System Diagrams of System Diagrams of

. Standard Wiring 663 Detroit R-S Motor Generator, Installation for cars not originally
i
'halmrrs Standard Wiring 664 equipped 700
'
'liallliers Single I'nit (Early Model Inti>ni:il Wiring 665 Disco Standard Installation, Generator Model 100, Motor Model
i

AlliM 'Ii.'iliii.T- Internal Cireuits. Mnti>r-( ieiieratnr with Regulator. (Late 200 701
M.xleU 666 Disco Single Unit Standard Wiring 702
Vr-Kent Ignition SyMein 667 Disco Two Unit Standard, Models 30 U>39 703
Lite lard Wiring, Series Dimmer, Grounded System. Con- Disco Two Unit Standard, Models 40 to 49 704
neetieut Ignition, Ty|>o II A N-D Switch 668 Disco Internal Circuits, 12 Volt Motor Generator with Regulator. 705
Lit-- GB Generator, Field Winding Internals 669 Dyncto Standard Wiring for Entz Starting A Lighting System 706
GC-GD Generator, Field Winding Internals 670 Dyneto Single Unit, 4 Terminal Unit, Standard Wiring. Models
Auto Lite ( ',( ',
Generator, Internal Connections 671 AAB 707
Auto Ijte. GH Generator, Internal Connections 672 Dyneto Two Unit, DA Motor A GA Generator, Standard Wiring. 708 . .

Lite. (ill Generator, Internal Connections 673 Dyneto Internal Circuits, Motor Generator, Model B 740
Auto Lite M D-MC-M V Motors, Internal Circuits 674 Dyneto Internal Circuits, Generator and Controller, (Type CA Gen-
Auto Liic. Internal Model
( 'in -nit.*, GH
Generator and Model M Motor. 675 erator, 3 Brush Regulation) 709
Bijur Internal Circuits (L-61 and B-10, 3 Brush Regulation, K- Dyneto Motor Generator, Internal Connections 710
646, Gen. 11-75, Voltage Regulator 676 Dyneto-Enti Internal Circuits, Chalmers and White Installation 711
Bijur. Generator w th Regulator. Internal Circuits, Standard Eisemann Magnetos. . . . G-4 Internal, E-M External 712
( 'onneetions 677 Esterline Generator with Automatic Cutout 713
Bijur Two Terminal Type L-61 Generator, Internal Circuits .678
. . . Fischer Internal Circuits, Double Deck Model for Fords 714
Bijur Single Terminal Type L-61 Generator, Internal Circuits, Genemotor Type GSL-102 Standard Wiring and Internal Circuits .... 715
Grounded System 679 Gray A Davis Standard Grounded System 1913-14 716
Bijur Front Head Type L-61 Generator, Internal Circuits, Gray A Davis Standard 2 Wire System 1913-14 717
Grounded System 680 Gray A Davis Standard Grounded System 1915 718
Bijur 1918 Demountable Type, Voltage Regulator, Internal Cir- Gray A Davis Standard Grounded System 1915, Internal Wiring 719
cuits 681 Gray A Davis Two Unit, Internal Circuits 720
Bosch Standard Lighting System 682 Hoinze Magneto Circuits 721
Bosch Rushmorc. . . . Internal Circuits 683 Heinze-Springfield Two Unit, Internal Circuits. 722
Connecticut Automatic Ignition System 684 Jesco Internal Circuits 723-725
Connecticut Ignition Internal Circuits, Type O Switch, GA Coil, A No. 16 Igniter. 685 Lcece-Neville Internal Circuits, Cutout and Generator, Motor and Gener-
Connecticut. .
Igniter System, Type G or GJ, E or EJ Systems 686 ator with Cutout 726
Connecticut Internal Circuits, Type H Automatic Ignition Switch 687 National Standard Wiring 727
Deaco Internal C'ircuits, Voltage Regulator, Generator 688 North East Internal Circuits, Models A A B 72N
Delco Internal Circuits, Motors, Generators, & Motor Generators, North East Internal Circuits, ModelsGAD 729
All Models 689-696 North East Internal Circuit, Model L, Generator, Ground Return
Delco 1912-13 6-24 Volt System, Internal Motor & Generator System 730
Control 697 North East Internal Circuit,Model H, K or R, Starting Motor 731
Delco Control Panel 6-24 Volt System 698 Philbrin Duplex Ignition System, Internal and External Wiring 732
Delco Voltage Regulator, Internal Circuits 699 Remy Internal Circuits 733-736

xxv
 STANDARD AND INTERNAL DIAGRAMS Continued

System Diagrams of Page System Diagrams of Page

Rushmore Standard Wiring .- 737 Westinghouse Standard Wiring, Connections of Complete System with
Simms-Huff. . . . Internal Circuits 738 Separately Mounted Regulator 752
Simms-Huff. . . . 12 Volt, Motor Generator, Internal Circuit 739 Westinghouse Standard Wiring, Showing Single Reduction Motor and
Splitdorf Generator and Regulator, Internal Circuit .740
_.
. Vertical Ignition System 753
Splitdorf Internal Circuit, Motor Generator, Switch and Cutout. .741 . .
Westinghouse Internal Wiring and Mechanical Connections of Double
Splitdorf Internal Circuit, Generator and Regulator TU-1 742 Reduction Motors and Switch for Automatic Screw
Splitdorf-Apelco Internal Circuits, Generator with Cutout, Generator with Pinion Shift 754
Regulator 743 Westinghouse Internal Ignition Circuits, Horizontal Ignition System,
Splitdorf-Apelco Internal Circuits, 12 volt, Motor Generator with Cutout .... 705 Vertical Ignition System 755
U. S. A. Liberty Ignition 1919-1920, Aviation Circuit Diagram 742 Westinghouse Internal Circuits, 3rd Brush Generator with Separate Cut-
U. S. L... Internal Circuits, 12-24 Volt, External Regulator, External out, Starting Motor and 3rd Brush Generator with Self
Armature Type 744 Contained Cutout 756
Wagner. Internal Circuits, Motor and Generator with Regulator .666 . .
Westinghouse Internal Circuits, Generator Frame Nos. 150 and 750 (R. H.
Wagner. Internal Circuits, EM-165 Generator with Cutout 696 Rotation) 757
Wagner . Internal Circuits, 12 Volt, Single Unit, Motor Generator, Westinghouse Internal Circuits, Motors, Generators, Switches, Relay
Early Models 745 Regulators, Cutouts, etc 758-763
Wagner Internal Circuits, Model 36-T Motor, Model 45-T Generator. 746 Westinghouse Round Generator with Separate Regulator, Vertical Ignition
Wagner-Ward-Leonard 6-12 Volt, Two Unit as Installed on Various Motor Cars and SGL Reduction Motor, Ammeter, Fuse Block, Starting
Trucks not originally equipped 747 Switch, Rev. Lighting and Ignition, Switch 764
Ward-Leonard . Internal Circuits, Voltage Regulators 748 Westinghouse Standard Motor, Lighting and Ignition Generator, 2-Gang
Ward-Leonard . Internal Circuits, Generator with Regulator Cutout 749 Lighting and Ignition Switch, Ammeter, Fuse Block. .765 .

Westinghouse . . Internal Circuits, Connections for Separately Mounted Westinghouse 3rd Brush Generator, Separate Cutout, Starting Motor,
Regulator 750 Starting Switch 766
Westinghouse . Internal Circuits, Connections for 3rd Brush Gen. and Self Westinghouse Lighting and Ignition Frame No. 760, (R. H. Rotation) 767
Contained Cutout, Starting Motor, Starting Switch .751
. .
Westinghouse Starting Motor Connections 768
if eitheror both are effected by short circuit, open circuit,
poor contact, or ground, the strength of the machine will be
reduced proportionately.
GENERATORS AND IGNITION COILS
One of the fundamental principles of electricity is that if
the number of magnetic lines of force passing thru any closed
coil or closed electrical circuit be changed, a voltage will be
induced in this coil which will cause a current to flow, the
magnetic effect of which is to oppose the change in the orig-
inal number of lines of force. The voltage, as induced, depends
upon the length of time required to change the magnetic influ-
ence, the more rapid the change, the higher the voltage. The
operation of all direct current generators, as well as gasoline
motor ignition systems, depends upon this principle.
In the case of the generator, the number of magnetic lines
of force threading any coil of the armature is a maximum
when the plane of the coil is at right angles to the path of the
field force from the field coils. This can be readily seen if we
take, as an example, a two-pole generator with a single coil
on the armature. If we imagine the poles to be in the hori-
zontal position and the plane of the coil in the vertical position
we have a condition of maximum number of lines of force
threading the coil. Now, if we turn the coil thru any appreci-
able angle, the field coils and pole pieces remaining stationary,
the number of lines of force is decreased and a voltage is gener-
ated (the amount depends upon the speed of rotation) in the
coils of the armature. By increasing the number of coils in
the armature the voltage is increased and kept more nearly
constant.
The commutator on the end of the armature shaft is for
reversing the current as it leaves the armature, since it is a
fluctuating or alternating current that is generated in the
coils. This can be readily seen because the number of lines of
force is increased during one-half of the revolution and de-
creased during the other half.
In the case of ignition systems, we have a similar con-
dition, namely, the change in the number of lines of force
threading the coil. Ignition coils, primary and secondary,
are wound about the same iron core so that any change in
magnetic influence of one is transmitted directly to the other
with a minimum of loss. When current is flowing thru the
primary or low voltage coil of the system, from a battery, in
the case of battery ignition, and self-generated by the mag-
nets, in magneto ignition, it builds up a heavy magnetic field,
the lines of force of which thread the secondary. When this
current is cut off by the opening of the breaker points, this
magnetic influence ceases. The change in the number of lines
of force thru the primary causes a countervoltage to be
induced in the primary, the current from which must be
absorbed or a bad arc develops at the breaker points. The
condenser, a vital part of all ignition systems, is employed for
this work, as further described herein.
Inasmuch as both the primary and secondary coils are
wound on the same core, the effect of the change in the magnet-
ism of the primary has the same result in the secondary in
that a voltage is induced. The coil relationship is such that
this secondary voltage is very high and forces itself across
the gap of the spark plug, causing the ignition spark.
 IT ION
The internal combustion motor derives its power from
the expansive force developed by the charge of gas which is
compressed in the explosion chamber being suddenly raised
i a low to a high temperature. To raise the temperature
df this gas one must supply heat This heat is generated by
burning of a part of the gas (gasoline) which is com-
ised. As in the case of any burning material, a definite
length of time is required, depending upon the quantity,
before the material is entirely consumed. This last statement
must be borne in mind at all times when considering ignition
problems.
To start the burning of any combustible substance an ignit-
ing flame or its equivalent, the heat value of which is measured
by the inflammability of the substance, must first be applied.
This igniting flame, in the case of the gas in an automobile
engine, is supplied by the spark which occurs between the elec-
trodes of the spark plug. It is very essential that this spark
occur at the proper time relative to the position of the piston
in the cylinder as .well as that the valves be in the
proper
position. The gas must be compressed to its highest point
when the combustion is completed. AVere there no time ele-
ment to be considered in the burning of the gas, ignition could
take place when the piston is at its highest point. However, in
order to have the motor operate at its proper efficiency, the
spark is so set that the charge is ignited before the
piston
reaches the top dead center. Since the amount of this advance
of the spark before center depends on the speed of the motor
as well as its load, considering all forms of ignition the same,
provision both manual and automatic is made for varying the
sparking position. If the ignition takes place too early, the
motor will have a knock that is very characteristic, whereas
it' it be too late, loss of power and excessive heating will be
noted.
In the majority of battery ignition systems the breaker
cam is held to the drive shaft with some form of friction
device. This cam can be easily moved and thus change the
sparking position beyond the limits of the control lever. In
the high tension magneto the breaker mechanism is perma-
nently located on the armature shaft, usually with some form
of key. For this reason the only method of altering the spark-
ing position beyond the range of the control lever is thru the
driving yoke or timing gears of the motor. Alteration of the
relationship between the distributor gear and armature gear
does not affect the sparking position of the magneto, but does
move the high tension conductor relative to the segments in
the distributor when the magneto spark occurs..
There are at present two distinctive types of ignition in
use on automobile engines, namely, battery ignition and mag-
neto. The principle of operation of each is the same and it is
identical with that of the generators, i. e., the inducing of a
voltage in a coil of wire by changing the number of magnetic
lines of force threading the coil. The ignition system is made
up of a primary and a .s> <<> mlnri/ coil, a primary circuit
breaker, a condenser and a distributing system for both the
primary and secondary current. The primary coil is one of
a comparative few number of turns of rather heavy wire
wrapped around a core of soft iron. This coil, as its name
implies, is 'the first one to function in the operation of the ,
ignition system. The secondary coil is composed of a greater
number of turns of very small wire. Since the secondary
coil depends upon the changes in the magnetic influence of the
primary coil, and in order to eliminate as much as possible
the loss of this magnetic influence thru leakage, both the pri-
mary and secondary coils are wound upon the same core.
The primary circuit breaker is a mechanism used for opening
the primary circuit at regular predetermined intervals. The
condenser functions in the ignition system in the same way as
an air chamber on a water pump, that is, it absorbs the surge
in the pressure at one interval and discharges the accumulated
pressure at another interval. An electrical condenser is made
up of a number of sheets of electrical conducting material,
usually tin or aluminum foil, separated by sheets of insulating
material, such as paper or mica. Its complete operation is
outlined below. The primary distribution system, in the case
of battery ignition, is that set of wires which feed the primary
current from the battery to the coil and breaker points, and in
the magneto that wire or system of wires which are used to
short circuit the magneto primary circuit breaker and thus
make it inoperative. The secondary distribution system is
that which distributes the secondary or high voltage current
from the secondary coil to the spark plugs. In the case of
multi-cylinder motors this secondary distribution system usu-
ally takes the form of a distributor head moulded from a high
tension insulation with inserts moulded in place. The high
tension current is fed to the center of the distributor head
and thru some form of rotor distributed to these inserts and
from them thru the spark plug wires to the plugs.
-In both the single spark battery ignition and high tension
magneto ignition the primary coil is first energized, its mag-
netic field encircling and threading the secondary 'coil. Upon
XXXI 1
opening the circuit of the primary coil this magnetic influence
ceases, which induces a high voltage in the secondary coil.
In the design of the ignition unit the relationship between
the primary and secondary coils is such that this induced
voltage is sufficient to jump the gap at the plug. At the time
of opening the primary circuit there is a considerable voltage
induced in the primary coil itself and this voltage tends to
force current thru the gap at the breaker points even after
they have been slightly opened. Were this condition allowed
to exist the breaker points would very soon burn away. It
is at this point that the condenser functions. Instead of the
arc forming at the breaker points the condenser, thru what
we may term its elastic characteristic, absorbs the current
from this self-induced voltage and almost immediately dis-
charges it back thru the primary coil. Since a reversal of
the direction of flow of the current reverses the direction of
flow of the magnetic lines of force, the discharge of the con-
denser reduces the length of time required for the number of
lines of force threading the secondary coil to change from
maximum to zero. This reduction of the time element for
the change increases the secondary voltage because the induced
voltage in any coil depends upon the time rate of change of
the magnetic influence threading the coil.
The action of the high tension magneto is identical with
that of the battery ignition, altho the resultant operating
characteristics differ. The high tension magneto, being a
self-contained unit, develops its own primary energy thru the
rotation of the armature between the poles of the strong
horse shoe magnets. The generation of this primary current
is explained by again referring to the topic of generators in
that the number of magnetic lines of force is changed by the
rotation of the armature in the magnetic field. The primary
 iker of the high tension magneto is so located that
tlu- contact points open when the primary current is at its
ttest value. The magneto armature, under this condition,
-ually from one-eighth to live-thirtyseconds of an inch of
leaving the pole shoe, when the spark control lever is in the
fully retarded position. Since the primary voltage, together
with the primary current, increases with an increased speed
tat ion of the armature, it is possible to break the primary
nit earlier in the relative position of armature and pole
pit
There is otic characteristic in high tension magneto ignition
that is not found in battery ignition, due to the rotation of
the secondary coil in the magnetic field. This causes what is
called the "after burning" of the spark. Also, since the cur-
rent as generated in the primary coil of the magneto is alter-
nating, the direction of flow thru the breaker points is reversed
\ time that they separate. This fact reduces the tendency
of burning of the points and eliminates the formation of a
cone and crater condition which is so often found on battery
iirnitioii systems which have no current reversing feature
rporated in the ignition switch.
i'1'TOUTS OR REVERSE CURRENT RELAYS
The cutout or reverse current relay automatically connects
and disconnects the generator to the battery. When the gen-
erator is at rest, the contacts are hold open by a tension spring
on one of the cutout, contacts. When the generator attains
a speed sufficient to develop a voltage of 6.5 volts, in the case
of 6-volt systems, the cutout is automatically closed and the
generator is connected to the battery.
XXXI
A cutout consists of an iron core having two windings
thereon, namely, a shunt and a series winding. The shunt
winding is connected across the generator so as to receive the
1'u 11 voltage of the generator across the terminals, and when
the machine attains a speed at which it develops a voltage over
that of the battery, the shunt winding is sufficiently energized
to close the cutout. When the cutout is closed a small current
is caused to flow in the series winding connected in the main
circuit from the generator to the battery, and this coil is ener-
gized. The pull due to the series winding, which is much
greater than that of the shunt, reinforces the pull due to the
shunt winding and firmly holds the contacts of the cutout in
their closed position.
When the speed of the generator is decreased to a value at
which itsvoltage is lower than that of the battery, or when
the generator is at rest, a momentary discharge of the battery
thru the series winding takes place and demagnetizes the coil.
The instant the coil is demagnetized, the tension spring
attached to the cutout pulls its contact arm away from the
core and opens the circuit.
VOLTAGE REGULATORS
Most voltage regulating units consist of a core having a
single winding, this winding being connected across the gener-
ator. The current in the winding and the resulting magnetic
pull of the core will depend upon the pressure developed by
the generator. Opposite one end of the core is a vibrating
reed or contact arm, which is spring retracted away from the
1 1
core. When
this reed is spring retracted away from the
core it makes contactso that there is a by-pass aro*und a
resistance coil, which is in series with the field winding of the
generator. With the vibrating reed in this position, the shunt
field winding receives the full pressure developed by the gen-
erator. With increasing generator speed the voltage increases
until the armature develops 7.75 volts, in case of a 6-volt
system, and at this electrical pressure the regulator begins to
function and will maintain 7.75 volts across the generator
brushes at all higher speeds.
With increasing generator speed the voltage will tend to
riseabove 7.75. If, however, this value is exceeded by a very
small amount, the increased pull on the vibrating reed of the
regulating unit will overcome the spring pull and it will be
drawn towards the core, thus opening the contacts and insert-
ing the resistance in the generator field circuit. The added
resistance in the field circuit decreases the exciting current
in the field winding and the voltage developed by the armature
tends to drop below the normal value of the 7.75 volts. If
the voltage drops slightly below the normal, the pull of the
spring on the regulator reed predominates and it again moves
away from the core and closes the contacts which short cir-
cuits the resistance and permits the exciting field current to
increase. This cycle of operations is repeated at rapid inter-
vals and maintains the generator voltage constant at all speeds
above the critical value at which it develops 7.75 volts with
the resistance cut out of the field circuit.
The rapidity of vibration depends, to a large extent, upon
speed, the regulator reed vibrating one hundred to one hun-
dred and fifty times per second. The actual voltage developed
by the generator is made up of a series of very fine ripples
above and below a straight line, the mean value of these rip-
ples being 7.75 volts, the constant value for which the regulator
is adjusted.
CONSTANT CURRENT GENERATORS. (Third brush
regulation)
The voltage regulation of all third brush generators is
effected by means of the reactive magnetic flux set up by the
current flowing thru the armature.
The amount of current generated depends primarily upon
the speed at which machine is driven and the position of the
regulating brush with respect to the two main brushes.
Beginning at zero speed, the voltage is, of course, zero, and
with increasing speed the voltage increases until the armature
develops 6.5 volts, at which value the shunt coil of the cutout
is sufficiently energized to cause the cutout switch to close.
After the cutout is closed, the generator begins to deliver
current to the battery.
The constant current generator has a single shunt winding
distributed over its poles and the regulation is effected by
having this winding connected between one of the main gener-
ator brushes and an auxiliary or regulating brush. The
maximum current generated depends upon the location of
the third brush with respect to the main brush to which one
side of the shunt field is connected. Moving the third, or
regulating brush, in the direction of rotation of the armature,
increases the generator output, and in direction opposite to
the rotation of armature decreases the output.
 LOCATION AND CORRECTION OF FAULTS
To be able to fully understand and intelligently trace the
faults or trouble that occur from time to time in the electrical
;its and equipment on motor cars, it is essential that the

iianic be- able to read the blue-prints covering their electrical

wiring. Many equipment and motor car manufacturers iuc
instruction books containing prints covering their electrical
equipment, but as a rule these are so small and the lines repre-
;ng tin- wires are so close together that it is impractical to
d hours in tracing them out. To enable the user of this
Manual to render service on the electrical equipment of motor
with the fullest possible efficiency, we have compiled and
laid out in plainly readable blue-prints wiring diagrams of all
and the internal circuits of their various electrical units.
The wiring diagrams contained in the instruction books of
motor car manufacturers are drawn to scale, which
the various

Drawing No. 2

means a comparatively large starting motor and generator, and

a very small lighting and ignition switch. In the following
blue-prints the publishers have not attempted to make drawings
to scale, but have placed the units in as nearly as possible to their
positions on the car, as is practical, and have also enlarged such
units as coils, switches, circuit breakers, etc., which have many
wires leading to them, thereby making the tracing of circuits an
easy matter. The accompanying illustrations represent the
wiring of the same car drawing No. 1, which shows a perspective
view, is drawn more or less to scale with units placed in their
exact position, while drawing No. 2 is laid out flat and with
emphasis made to the units which have the greater number of
wires leading to them.

In tracing electrical troubles from wiring diagrams always

Drawing No. 1 bear in mind the fact that it is necessary to have a complete
XXXV
circuit in order thata current may flow; also that if any circuit
is crossed with another circuit or comes in contact with the
ground (or car frame in the case of a single wire system) this
constitutes a short circuit, or a direct path other than the one
originally intended, through which the full force of the current
will flow and which usually results in a certain portion of the
wiring being burned out. Take for example drawing No. 2:
should wire "A" come in contact with the ground (or return
circuit) at point marked "B", a short circuit would result and the
full force of the current from the battery would flow from the
negative post of the battery through wire "A" to point "B" and
return through the ground "G", with the result of burning cable
"A." Or, should cable "A" have sufficient carrying capacity
to carry the load, the battery would become discharged in a very
short time. In case of lighter wires, or those having less carry-
ing capacity, as in wire "C," should it come in contact with the
ground circuit at point "D",the result would be that wire "C'
would become so hot that the insulation would burn off and the
wire would burn or become disconnected. Should the ground
occur at point marked "E", the current would flow from the
battery through wire "C" to horn, through horn to point "E,"
returning to the battery through the ground circuit, with the
result that the horn would blow until ground connection at
point "E" was disconnected or the positive or negative terminal
lead was disconnected from the battery. Should wire "F"
become broken or poor electrical contact occur at any point
from the switch to the ignition coil, the result would be an open
circuit, thereby making it impossible for current to flow from the
battery through ignition switch (in "on" position) to ignition
coil.
To trace a circuit, taking for example that of the headlights,
in illustration No. 2: begin at the battery, following the main
lead to the starting switch, and from there back through the am-
meter, through fuse to lighting switch, through lighting switch,
through wire "G" to head lamps, through head lamp bulbs to
frame of car and through frame of car to battery.
Let us suppose that the right head lamp does not burn, when
lighting switch is put in the "on" position, although the left
head lamp burns- with its natural brightness. This shows con-
clusively, by looking at figure No. 2, that there is a completed
circuit as far as through the left head lamp, which centralizes
the trouble in lead "H" from the left head lamp to the right
or the right, head lamp bulb or lamp connection.
With the foregoing information and the following blue-
prints one can readily repair or adjust any part of the elec-
tricalequipment of any car. However, just as the repair and
adjustment of the mechanical elements of the car require
special tools and gauges, satisfactory work on the electrical
equipment necessitates the use of electrical tools and measur-
ing instruments.
Probably the most universal and convenient tool for check-
ing various points about the electrical equipment, both
assembled or removed from the car, is a pair of test points.
A very satisfactory set of test points can be made from an
electric light extension cord by cutting one of the conductors
and soldering a brass point made from one-quarter inch brass
rod six inches long, to each end, or extension of the cut wire.
With the plug in the light socket and the current turned on,
the lamp will light if the points are in contact, either directly
or thru some electrical conductor, and will not light if the
points are not in contact. With these test points it is pos-
sible to determine the presence as well as the location of open
or short circuit, cross connections and grounds. As an illus-
(ration of the use of the test points: it is desired to locate
;ble in a two-unit starting and lighting system of which
OTIC pole of both the motor and generator is normally
grounded. The difficulty is that the battery does not stay
charged. The generator is found to be of the third brush
ntrolled type and mechanical corrections, such as cleaning
e commutator, sanding in the brushes and tightening all
f the connections docs not correct the fault. First remove
he inherent ground connection and insulate all of the brushes
from the commutator. This can be done very easily by placing
a piece of paper between each brush and the commutator.
remove the connection to the battery or cutout relay.
The generator circuits are now isolated, and by referring to
the blueprint showing the internal connections of the unit
one can determine the correct connections and circuits. For
instance, the shunt field is connected across the third brush
and the positive post of the machine. If we place one of the
points on the third brush and the other on the positive
post of the generator, the lamp will light if the circuit be con-
tinuous, but not if the circuit be open. If this shunt field be
!
there is no magnetic field thru which the armature must
re to generate any current. One usually finds an open
circuit of this nature in the leads connecting the different
coils of the field or that leading to the brush or brush
pigtail.
Correction can be made by soldering intact and winding tape
the connection. Supposing that the circuits are all com-
plete, then test for short circuit or grounds. The blueprints
show what these circuits should be and one can very readily,
with the test points, determine whether or not
they be properly
connected to or insulated from each other.
One of the more common troubles encountered is that of
grounds or failure of the insulation between the conductors
XXTV11
of the machine and the machine frame. This condition, if
present, can be determined by testing for circuit between the
conductors of the various circuits and the machine frame.
For instance, as in the case just cited, of the generator with
brushes insulated from the commutator, place one of the test
points on one of the brushes and the other point on any part
of the machine frame. In case of ground, the lamp will light.
The armature can be tested for ground by placing one of
the test points on the commutator and the other on the arma-
ture shaft. If ground is found in the armature coils, as well
as short or open circuit, it is advisable to return the complete
armature to the factory for repair since very extensive equip-
ment is necessary to properly dip in insulating varnish and
bake after the coils nave once been disturbed. This same
practice should prevail when one encounters difficulty within
any coil of wire used in connection with electrical work when
the coil has been treated with varnish. Supposing a ground
were found between a field coil and the pole piece correction
;
can be made by inserting suitable insulation between the coil
and pole piece at that point where the insulation is broken.
Failure of the insulating bushings or washers that are used
with the binding post studs which act as the conductors
through the machine frame or housings can be corrected only
by replacement of the bushings or washers.
The wear of the brushes leaves a carbon dust deposit on
all of the parts in the commutator end of the machine, and
if this accumulation becomes sufficient, short circuit or ground
will ensue which makes the machine inoperative. It is very
essential that the commutator end of the machine be kept
clean and free from this dust at all times as it tends to work
into the bearing points of the brush holder, causing the latter
to become so sluggish in its action that the brush cannot follow
the variations of the commutator. With this condition pres-
ent excessive arcing at the brushes results, and the brushes
and commutator will both burn away in a very short time, ne-
cessitating new brushes, turning off the commutator and pos-
sibly new brush springs. Another condition that will cause
excessive arcing at the brushes is that of high mica in the com-
mutator. The copper may wear away faster than the insula-
tion, the latter projecting above the surface somewhat. In
all generator commutators the mica should be undercut about
1-32 inch with a hack saw blade, which will eliminate this
difficulty.
No garage can be considered complete unless an ammeter
and a voltmeter of suitable calibration be listed in their
equipment. The electrical equipment of an automobile may
be satisfactory in every way, apparently, and still give the
owner of the car a great deal of trouble. For example, the
generator may be charging the storage battery when the
motor isrunning but still the battery does not hold its charge.
One may suppose that the charging rate of the generator is
not sufficient to keep the system in condition but without some
means of measuring the actual current flowing he remains
in the dark. Further it is very inconvenient, at times, to test
for short or open circuit or ground with the test points. For
example, it is desirable to determine whether an open circuit
exists on a lighting circuit on a car. By placing the ammeter
in that particular circuit with the switch in the "on" posi-
tion one can determine whether current be flowing or not.
If there is current flowing, which is in excess of that drawn
by the lamp, a short circuit exists which permits the current
to flow thrti the circuit, but not thru the lamp which is of
rather high resistance.
Again, the test points may show continuity of circuit but
still no current will flow when in its normal operation. This
xxxvm
condition would be caused by a loose or dirty connection in
the circuit which introduces a high resistance and causes an
excessive voltage drop at that point which, tho allowing cur-
rent to flow when the higher voltage of the test lamp circuit
is employed, virtually opens the circuit on the lower
voltage.
This condition is usually found more in the starting system
than the lighting or generating, and its location can some-
times be determined by the heating of the connection. How-
ever, the more satisfactory method is to measure the voltage
drop, with the current turned on, across all of the connections
in the circuit, with a voltmeter of suitable scale and calibra-
tion. That which shows the greatest drop is, of course, the
one that is giving the trouble. For example, a starting system
fails to operate even tho the battery be fully charged and all
connections tight. The commutator of the starting motor is
inspected, sanded smooth if necessary and still the starter- will
not crank the motor. By measuring with a voltmeter the drop
across the various connections, we find that the voltage thru
the starting switch is very much lower than that of the bat-
tery. This condition would absolutely prohibit sufficient cur-
rent reaching the starter to develop any appreciable power.
Upon dissembling the switch a very unsatisfactory contact
surface would be found, either burned or dirty or, due to loss
of tension of the springs, the contact surfaces are not held
together tight enough.
A further use of the ammeter and voltmeter together is
to test for open or short circuits in armature coils. To test
for an open circuited coil, disconnect the field coils from the
machine, but leave the brushes in contact. Now connect a
dry cell in the circuit so that about eight amperes will flow
thru the armature. With a pair of soft points as leads from
the voltmeter, measure the voltage drop between adjacent
bars of the commutator. A sudden increase in this voltage
 state, the same condition results. This is due to Breakage of a pillar post or strap connector is noticeable
the minute eryst.-ils of lead sulphate, which are formed on either by the wabble, or excessive heat generated at the faulty
both plates of all lead batteries during
discharge, slightly dis- connection when the battery is being discharged at a high rate.
solving in the electrolyte, and recrystalling out, one upon the
other, until there are appreciable crystals formed, making a One may confront the battery repair man
condition that
white and shiny layer over the whole plate. A
battery in this which very easily explained, but at times difficult to detect,
is
iition acts very similarly to one which is worn out, in is the failure of separator insulation due to
excessively strong
that its capacity in ampere hours has fallen far below the electrolyte. The strong acid very rapidly attacks the wood
manufacturer's rating, leading one to believe that a great deal fiber of the separator and makes it appear as mussy wet
of the active material has fallen out of the plates. The rem- chocolate. The specific gravity of the electrolyte in this case
edy for a sulphated battery is a long, slow over-charge, at is usually at least 1320 and the voltage on charge is normal
about one quarter the normal charging rate. This continued but falls off rapidly on discharge. Remedy for this fault, in
ovrr-char^o is necessary because of the difficulty of breaking case the plates have not been too heavily sulphated, is replace-
sulphate down by means of an electric current. In fact, ment of separators and very low electrolyte, bringing the
the fault is corrected in part only after the treatment pre- gravity back with a slow charge.
scribed. Great care should be exercised in this charge, as
well as for any other correction or in the operation of a stor-
bnttery, that the temperature of the electrolyte never REPAIRING BATTERIES
eds 100 degrees Fahrenheit. Temperatures above this
LEAD CONNECTOR-SEALED TYPE
point arc accompanied by a hardening of the plates, resulting
in lower terminal voltage on discharge, and carbonizing of the Before starting to dismantle a battery, a sketch should be
irators which reduce their insulating value and cause pre- made showing the inter-cell connections and position of termi-
mature failure. nals for guidance in re-assembling.

To remove terminals and cell connectors center-punch the

Failure of insulation in a storage battery, as well as any
internal short circuit due to foreign material or high sedi- tops of each over the terminal posts and drill to a depth of
ment, is shown by partial or total loss of voltage of that cell,
% inch, using %
inch drill for 12 volt batteries and inch %
for 6 volt batteries. Do not drill deeper than necessary as it
or if only a very slight internal short circuit, by rapid loss
involves extra labor in building up the post again when re-
of charge.
assembling.

Evidence of a broken jar is very apparent through leakage To remove top connections after being drilled, place a flat
of the electrolyte. piece of steel along edge of case to prevent marring or crush-
xiiii
ing of edges; then use lever underneath connector
and pry at an angle on top of jars to drain. While the elements are
off. Brush off the accumulation of lead and dirt from top of draining, apply flame around the terminal posts and lift off
battery. Care should be exercised to keep foreign
substances covers.
/
from the inside of the battery, especially metal which may
become lodged between the plates and cause short circuiting. If separators are in good condition, and a jar replacement
only is necessary, set the element in electrolyte or water until
Remove vent plugs and blow in the holes in the covers. ready to replace. If separators are to be changed, separate
This should always be done before bringing an open flame the positive and negative groups by grasping the elements
near the battery, as an explosive gas, (hydrogen), is generated firmly by the posts and working slowly back and forth.
in the battery during both charge and discharge. Explosion
of this gas in the confined space of the battery cell usually The smallest opening in a separator may cause a short cir-
results in a broken jar. The moulded rubber vent plugs being
cuit which may not be discovered until the battery has been in
very brittle and easily broken, the use of pliers for their
re-
use again for some time. When separators have turned black,
moval is not advisable.
they are carbonized and their life is virtually gone. To re-
move separators, take a long bladed knife and run it between
Soften the sealing by playing a soft flame over the com- the plate and the separator. It is always best to renew the
not burn
pound. Care must be taken so that the flame does separators. Separators should never be allowed to become
the covers. It is. best to play the flame back and forth, not
dry, but should be kept immersed in a very weak solution of
steadily in one place as this will cause the compound to melt
electrolyte.
and run. Asmall flame used for several minutes brings better
results than a strong flame which melts only the surface com-
pound and leaves that below hard. Inspect plates to determine whether or not they require
replacement. If battery has been overheated through over-
charging or snort circuiting, this will be indicated by brittle
Use a heated screw driver (to prevent adhering) and dig
and buckled plates, with active material granular and falling
out the compound. After all the compound has thus been
removed apply the flame to the inside of the jar (through vent away from the grid. Plates in this condition will have to be
replaced.
tube) for an instant, then run a hot putty knife around the
edges between jar and cover.
The condition of the positive plates can be ascertained by
Place the battery on the floor and, holding firmly between using the blade of a knife. If they are fairly hard and have
the feet, grasp the terminal posts with two pairs of pliers and neither lost too much of their surface nor become extremely
lift the element and cover out together. Let the elements rest buckled they can be used again.
XL1V
 The condition of the negative plates is very often such that To assemble an dement, place the positive and negative
they may be used attain with new positives. In this case the groups on a clean, tl.it Always make sure that it is
surface.
five' group should he immersed in water to prevent the free from lead scrapings or foreign substances of any kind,
mil drying out through heating by exposure to thP air. as these substances will adhere to wet separators, which will
cause short circuiting of the plates. Intermesh the positive
and negative group. As the negative group contains one
Occasionally it hap])ens that one or two plates in a group
more plate than does the positive, both outside plates will be
replaeement while the balance of the plates are in good
:re
iticii. In this ease ne\v plates may be used in replacement. negative.

nip of Imckled plates which, when re-assembled, will not

go into the jar readily, should be replaced with a new group.
Invert the case over a sink and thoroughly cleanse the jars
inserting a hose and injecting a stream of water into each.
hy
Be sure that all sediment and foreign matter is removed be-
fore replacing the elements.
Inspect the jars carefully for cracks or holes. Jars ex-
hibiting such, regardless of the size of the imperfections,
uld be replaced with new ones.
Lay the element on its edge and insert the separators be-
tween each pair of plates, the grooved side of the separator
next to the positive plate. Carefully check up separators
after assembling, as omitting a separator would cause con-
siderable trouble.
Take the element by the pillar posts and lower gently into
the jar. This should be done very carefully to avoid breaking
the jar.

To remove a jar fill it with boiling water and allow it to If the cover does not fit close to the terminal posts, or the
stand for a few minute's. This will loosen the sealing com- wall of the jar, the openings should be calked to prevent the
pound surrounding the jar. Grasp the edges of the jar with melted sealing compound from flowing into the jar.
two pairs of pliers and pull it straight up. Care should be
so as not to damage adjacent jars.
Pour the compound so that it will fill all spaces and reach
The new jar should be heated before being placed in the with the top of the case.
to a height level Also see that it flows
case. When the jar has been heated either with boiling water evenly over the whole surface.
or flame, it should be pushed into place, taking care that the
top of the jar is level with the others. If not lined up, the
top connectors will be uneven, and as a result present a very . Before applying connectors, ,see that the terminal posts
amateurish-looking job. are free of all compound and dirt.

XLV
 Using an ordinary pocket knife, clean the inside of the
connectors. Then clean the tops of the connectors with a file,
to remove dirt and oxide, so that they can be properly united.
Before applying the terminal connectors, test all cells
a voltmeter to see if they are set up properly. The connectors
should be applied so that the positive of one cell is connected
to the negative of the next cell.
In welding connectors and terminals to the posts, fuse the
top of the post with the edges of the hole in the connector.
Melt strips of lead and allow the molten metal to run into the
hole in the connector. Care must be taken to see that the top
of post and the inside edges of the connectors are properly
melted together before adding additional lead. If this is not
done, poor contact will result. Care should be taken not to
melt the outer edges of the connectors.
After burning the connectors and terminals, mark the posi-
tive terminal (+) and the negative ( ).
CHARGING
Fill battery with electrolyte and start to charge at one half
the normal charging rate and continue until gravity stops ris-
ing. During the development charge take occasional temper-
ature readings and if the temperature of any cell exceeds
100 F., lower the charging rate, or discontinue charge until
the cell cools. The strength of the electrolyte used for filling
the battery largely depends upon the condition of the plates.
If all new plates are used, gravity should be 1.300 if positive
;
with renewal, 1.285 ; if old and sulphated plates, 1.100, and if old
and not sulphated plates, 1.250.
If the battery has new plates, twice its rated capacity will
be required for the development charge. If the plates are old
and badly sulphated, more time may be required.
Any cells which have not been repaired should be left out
of the circuit during the first half of the developing charge.
They may then be connected into the circuit and the whole
battery brought to full charge.
When the charge is complete, adjust the gravity of the
electrolyte to 1.280 to 1.300. To do this remove some elec-
trolyte from the cell and replace with pure water until de-
sired gravity is reached or remove electrolyte from the cell
;
and replace with 1.400 acid, according to whether the cell
reading is high or low.
Clean off the top and sides of battery, cover terminals and
connectors with vaseline and the battery is then ready for
service.
XLVl
ABBOTT' DETROIT MODEL 6-4+ /SJG-/9/7
ffiQr^t fte**r !***.**,
 3? 33 /^/e*?/? X7Z^^/V 0* &JS/V./S2

-o

Wl I

I
&-VOL.T
 Illl
CUT-OUT

Off WO

PLUGS

ill-
rtw

ufffvflff
ALLEN 191 7 CL/?S<SfC MODEL
WESTING HOUSE ,SVST

TAIL
LAMP
. GftOUAIlJ

D/STRlftuTOFt

\L/GHT\

0*0 UNO
a trots HO

\i,ffavfto ft/r at/r

AMERICAN 1914
5/DE L AMP

L inn
six// re

CUT CA/ MO
-\our

HOftH

HORN BUT TO i
s r/^/? r-,5 w/ ran

\S/OE LAMP
 ^fsof^j A7/ ve'.s. a&WGt.
r

i
SW/TC/i
VOI.T-
flNDERSON 131G lOOfi-B

(f/CO JND

ill

'N. H.
HO TO *

G VOl-T
sr#fr//vc?
&. OCKL
JS^'

6 VOLT
 s;- r#ese rtva
m <r s
CONK EC rep 0/vi v

/ftr&: IK.
i
 1918 - 8-1 8- fi - 1313
nr^S. B.F> 7-tdO

\COWL Ll(jHT\

C.OIL.

JUNC TION'BL- O C A.

<S VOL.T
"Q-1&-
A UBURN 19/3-rt -
 y|

6-J/0L7"
SWITCH
CO1HL

Mffi

a os
 ol
'L
CO/L
Jt*.

CJ.
t*
V*
6-+ + r&o/n mr&s. ar?

~ iiROt/HO

C<Jf1DE.lVS

-
GROUND
AUBURN 6-39 A9/7-

a a s H L. flMf

m
GHOUNO

SvtlTCM

GFNft TDfl

G VOL T
I
STOftAOf O HOUND
AUSTIN HIGHWAY KING IZ IS/7'/ 9 18

HOFif* tt/?O<//VO

/fi A / / /O/V
1

i r -'s-1t f* K

GROUND

K VOLT

A707-0/?
BELL 19/6 /6
f~ftO/*t /) AGft/IM

MOTOR
GEHf RA T(Jf?
I

OISTRI8UTOR\

BATTER)
B/DDLE MJ: /9/9-!920

PAJrt
 MODUS 79/9/920
7978 'S

tf> VOL 7
 Bft/SCO "B/5

A UTOMA TIC

Gftounid

JY/Vfi/ie A/C4A

1^1 OT ii ft -~
Bff/SCOB /9/6 -38 r&esyj srs. / r XfV /7/9/vi/>?u:

re/?

MOTOR -iZV.
DYHfiMO -Y.
BRISCOE I3I7-/3/& -/S>/_9
C.v'A . , .
' <

f, .V

J c//vc /

it /^O

.
 COM.

HITCH

o o o o

'u ac r;on Don

ff/v/cf?*- fjcr/o/y

a/raanp
 /^><?A7 ot.co /wasw?J-

L I OH TIH&
/C5/V/77J/V

OOTTf>

6 1/0JL 7-
3U/CH /9/e
v/>

V/>;

*?ftr
-

---"A

ftftiff7- f/t*0 -, ^.
&WCX-
&<. co
w&
sysrsrt
~/9/9 "H' SERIES

Of 3t?US H

**
 LCO

rvo re : s/.

(9+ fc
 HOK/V
LffflP

/ -
3 -<?-

L/GHT/Mv <
, -J4 7

'

r
?". K

4
/f/v/r/a/v

x/?/V/^
 "55" -/9/9 </7

I COM3'W7T/ 0ft

TO/vt
C4&/LLAC 597920
PLCO SYSTEM
ST/i/fT/Mf, ctffct//r closet) THROUGH

HAHDV

Jt/ITCtf
 FffOM C0S 3* 6 2 57

""i

'- CVT-OU

, i\/v u^-e
1
j-ij^ic r/a* sax
 I
MO TJ/Z

/MCL os0 //v tt/veeffrv

I
HO#M surra*

STG&77/Y0
M0T0X

/*CLO-S& '*
JL froa*0
I
CHALMERS
HORN BUTTON

DOOft i
COHT+CTS

OASH LAMP
/NSPFCT* LAMP
SOCKET HORN
 III!
1*1

mm*

0=0

atac*^
 1S1G "35"
BEr: r INST BOOK

HOKN

GROUND

DASHLKSHT

SFfiEK PLUQ&

& WITCH

e VOLT
CHALMERS* <S/X3O MODEL 35A & ttB /3/7-13/Q
M/CST/N0f10U3f SYSTfH (J-SrD fJ/V CAHS WITH Sffti
*UKIB-RS
a 2001 To 6 + 000 AI-I-IST3
94 0o/ TO li / oo o

^^^taJ

SW/TCt*

KGUTTOf*

_ 6 fO/,7-
i
 - /9I9 EflRL Y MODELS
IQNtTfoH

SLOCK

i-r /t* Of./V/T/~cA

t/ftiffij?
CHflNDLEFZ 1913
WESTING HOUSE SYSTEM
\SIDE 'I

QKQUND [LIGHT
FUSE BLOCK.
J-UhJCTION
SOX.

I
LIGHT

UMC TION 3OX

QGOUND

VOLT
STAZTING, flOTO,

QKOUND
i
QKOUND \SIDE
\UGjHT
 I

USeO FOLLOW DOTTED |B1

CHANDLER 13H-1918-J913 "LIGHT WEIGHT S/X'
GGtiYBtDflVIS- BOSCH AT^G/WTT-O
SYSTEM f#o/v rtr/es. B f? 2489
fiPPLlSS TO CftlSS NUrtBEISED FKO?n 3SOOI

HQKK
\JUNCTIONBOX
WHEEL

CYLINDER*

G BOUND

BOLTED
VOL.T
5 ROUND
 -^ S-

<'.1U

r#s

^i
HI 4HMIB||
S*mZ*mmK
Gffouno
 t. /*icr*>i conouir

ill

i
 >=*<7A7 /V/fivV-S.^S-/ . 5*.cSZ/,>

ST/?/?r/
.

I ft.- -ft- ZA- ?.-f-*~ f^ 3*- -

ro .

vwcr/o/v sox
CHEVROLET nODCL 49O /9/9
ftUTO LITE. STf?eT/MG ffND LIGHTING

BUTTOfJ

VOLT
CHZV&OLET MODEL +9O
STHteT/fiJG ffND L/6HT/
BUTO LITE

<-h 6 VOLT
STO/8f?<E
BHTTEKY
 HOKH ovrro*

I *r*iMt. rff(
V-Ttf/ ?
1
Off*.GO/*}#*u#t.
T

& -
1/0L T
I
0F &&USH.
 I
sw/ res*
-^/=VP/*VV /=>t<S6S

I
911
COL 4&ZO E/6HT "370 /9/9-/92O

-COM B/KA r/a/V

AMMETER. -i. /toKtr Btsr-rnn

cowl. 1.7.

6 VOLT
COLt/MBM S9S7-79/6

1. /OH 7 1 NO

f/R/NQ OH PER /-S-3-6-2-+.

&TOK/IGE
 sfor I./OHT

norot?

ruse.

Burro*/

cvrot/r

*- 6 VOL
s roseffGEL
 SPOT

5T&RT//V&

STftRT/HO
sw/rc/-/

' ufPOl>/VD
/ i
fl=,J ,l\ ' /
C0MMOMMEALTffHOOI-L "427920
WHIM STG. & LTG. COM Kf/v/T/0/v

^ VOLT
STORAGE
/C-X'O/r? MS&S77ST7 /*?/*"&&*.
 SIO.

00*
 H.BUTTOfV

TA II. LAMP

SWITCH
PL. UGS

/G HIT/ON
S W/ TCH

L/QHT
S+l ITCH iu
IZVOL
~
BATTERY
CROW-ELKHART 1916-7 CE JO &

DASH LAMP
f GffOU/W 1-IOflN

\IGHIJOK

LIGHT f-
TCH
sS VII

GCHEHATOR

CONTROLLER
CUNNINGHAM M3-/+ MODEL

XC VOl. T
CUNNINGHfitf 1916
SYSTEM
WESTINGHOUSE
V
flOKH SUTTOH

\KfNiTn
icon.

\START
no TO K

GYOL.T
CUNNINGHAM 1 318 -J 319
DEL co s YS TEM GNI
V-3"
(i TJON) rfzon wr/zs. tws T BOOK
D AN/ELS 19/B ~/9/7- /9/8 A8
DMMEL 5 "L /9J9-1920
^f^CO JYST-M

OtL
1C I/ACE

AUTOMATIC
DOOR SU.

J./SHT v
 t*lQTC

-\-e VOL. T
DGIS/S /9/S 3S-&-&-C

I
O > /*i r*i i /v a

C<?A<-

NOTE-
DEER/NG MAGNETIC 1328
I!
 si,\. re*

CO/i-

a- VOLT M> .

.'*>
 ;
-

/7<~r/~7f rvcsr
<3frot//vt

m-j- > V0.7~

E*TRO/TER
SYS TfM
MODEL

cmcuir

COWL LAMP -SPA AH

M
JD/X/E FLYER 13/6 -/ 9/7

BUT TO*
 MlBiiiii
^^5
A VOLT
I
/"XPO/V >O0G~Gt. (Sf /=V?/S</r t ~<*i}&
Si
DODGE MOOCL 3O /9/7-/9/S-/9/9

3 1*/ rc H
CO 7--OC/7-

Jl'
I GROUND

I
DODGE /92O

Cvr et/r

I/ OH 7
DOfZJZIS 2923
WESTlMfHCUSE SYSTEM
H

PUSH
BUT

\-OAD

ft rt METER. SWITCH
VOL.T
 S/aC

III
~ GffOUHO

I HOKf* BU7T<y/y C/fCL ->O

HORN

i. GAtJfia

3W/TCM
 u/J
WESTINGHOUSE WEST. P
QKQUND '\\
SIDE LI

\JUNCTI9
PUSE aox ~\BO*
HOKN
UIQffT.

Hi \M PUSH
^BUTTON
Id-ft SWITCH

DKT CELLS
ASH LIGHT

VOLT

\S1DE LICJHT
DOZEIS 1*515 "f-
WEBTINGhOUSE SYSTEM
s/r-e

\PUSE BLOCK

-f- 6 VOL.T

is/eo J.
 Ott/S 1316 l-tf-6
WESTINGHQUSE. SYSTEM FROM WEST PLATE
f/Of

GKOUND

FUSE BOX. Q BOUND

HOKH

\DfiSHLl9HT

e VOLT-
.SIBE
\LiqHT
 1927 "I-B-6
rxon WEST.
SIDE
\LISMT.

(JKQUND HOR.M
PUSHBUTTON

\rumr mo*

i^^vaHi

IS59I a no UNO

SWITCH

MOTOK

VOLT

\SIDE
\LHiH-r
DOE 15IS 1S18
WE STINGHOUSE -SYSTSM
T-C-6

\LiOHTiNG

SWITCH

VOL
SWTCH
BOSCH
SfoT
LIGHT

TfUL.
u<st/r

SUffTCH

I JL.

VOLT
 1

1
-^
<s?0Vft&
 1

ft..-. trio** *
OORT MODEL S /9/7

GffOUMO

Cur OUT

Gflou/vo

6 VOL.T-
DOfZT 1S18-1923.

LIGHT
DCtfT MOPEL 39 - /92O
IGHT/MO.
JO A/.

/GJV/T/OfV A/If

'
VOLT
4- STORAGE
 .

Si* /rest-
7-v. /M/r,aA,
ELCfift MODELS- /9/7-/9/e-/9/&.

GffOU/VO

iCUT OUT

6 VOLT
 /S*0
DLCO

\HOKH
Hoan

\S\MITCH\

nntnereis

noro

e VOL r
EL G/N /S/7-/3/& /9/9 "H'
S3 YOL T
 fli/rro/v

6 t/OJLT
/S/G-/7~/<3 *?-& & */ ^/?o/V:wa//T':&.f? 32QG3-/?

svar o-t
 1317-18
-
-SO-7O-70A- 2313
co/v/v./6/y.

.COIL.

Gme/ZtfTO*
Hill

m
\Bf-rro:

L.IQHT
 :

EXCELSIOR. MOTORCYCLE 'C'

I,
\

\\
\\
. .
\

:. 4 '. .... / '.' \

 ra a oo y

VOt, T I
 I

'

VOLT
 "

~2-3A 79/8-9-

F/-AT //yr^e/Mi c/xcv/r

/s/3
FISHED 1916 FROM fsenr F>

fM
3L.O
'

C\
GROUND

5WITCH

G VOL.T

REL.A~rK.EG
FORD /9/9 COUPE % SE
/320
LIBERTY 7T&. 5YST/>f. ro*> /O/*/T/O/V*

BLOCK

HO/?/V

HORrt

SWITCH
1
\.,

6 VOLT

CUTOUT
D/SCO rwo
 s~/?ar?arsvro oww/w*

/f- K -<r./7

<jifro<//<s0

//r/yo */?/*?;-

Cif7t>4/Sf> "vrr/ijv/x.

/vr a f <J* - <*f/vrtvft roA

 I

I
NjrJTiEr
MB^^flllHpi^pl^^BiM^^H ^^^P^^l ^^^^^^^H ^^^^1
 mOM MFKS.fUSTaOQK.
FOKD SYSTEM TIPE GSL. IOI-/OB

GEHEMQTOK
/eve^/v G.J$.o. 'ST- a*'*.
FOJZD
BULLETIN X

'! -J

FUSE BO\ Qc CUT OUT

MOTOK

-+-G VOLT SWITCH

9&TTEKY
 FROM r*cr<j#y Bf> /J+o

S/f 4 /GMT .
 i

fffovno
FOfSD FfSOM L-N, BULLETIN
LEECE- N.

\sir>e LIGHT

SW1TCH
S4-VOL.T
14. VOLTS ON L
SiVE LIGHT
 II

/*07t*+-0r/Mr**ru*

#f-9& s.*r/*7*><e-tsre>t-/-, aj

!!

205
FO&D
NORTH->E*ST SYSTEM MODEL
'
FROM NQKTH'EftST F>L*TE +3O
SIDE LIGHT

LIGHT

riNQ SWITCH

L/GHT
NORTH-EAST SYSTEM ,-*133i:'D"TYF>E. I25Z

LIGHTING SWITCH
II VOLT
FORD <-i-TIN 16

FUSE
30ft
LIGHT.
sw< re*

IfHITION ON
FORD CO/i--
 jfiO

V- \ '/Vc-

/*?J 7 -<J.\
-/effrc<

I
5
\\\
;nrrn:

215
 Fwr r#w- '" 8* zoo &
>Y/VTO t/SED
or/vcro syjre/v

.1 : ;
NOTE; USEP

I
ill

(50}.

/g yo.T
o o*/t. Y cvv
/S/3-/&/& 36-42

i
 (US0 O/V CflXS FROM

MO rose.

STQRT

6-VOL T
,
(USOOH CffGS F#0MP73a&-

P
a
^^"
 -/9/ 7 5/X -^ O
SYSTEM (usee aA/ ca#s FRoMrS

5>v/ reft

\&S &LOCK. BUTTON

 Si. OCf<

M0T0R

f- G-1/0LT
 SYSTEM

OHSH / <9/v7<o

rose co/i.

, VOLT~
 Burro f*

232
GRANT
L IS
fiL CrtrtL
1916
VERS srs ren

COfL.
BOX.

I
\DISTKI\
FIELD

HHni

*J)DnsM LIGHT

G VOl-T
i
233
/yo/e/v

234
 ""

CO/i.

W TCH

SWiTCH
BQAKD

6 \soi--r

235
 MODEL H /9*O
Tff&T/MCf fTHO LIGHT/

6 VOLT
 t/fE& o/v
USED 0/V C&&-S

SW/TCrt

OK.

I
 III

II!
 wEv
m
niri

239
 .
f&OM WttS. 3f?f&

^m ^mmm v^ ^^^
lltlUL
 J*/-* *
HffNSON S/X /B/6-/9/9 rear? /v/es. /7/en/Q 1

/GMI 7VOV

OffSH
///7ASSO/V
DELCO sy

<S VOI.T
 I I
<
\
\ \
\ \
/ /

\
0S71//&5O/V M0TO& CYCLE /S/&-/7

- |
I (T/euc/.-v a se/v/r/o/v
I
ill

244
HflRROUN
KEMY SYSTEM
1317- 18-19.'** 1

F/RINQ O&DEK. l'J-4--\

INS rx</f>iEH r BE. L/GH r

TARTIMG
f>lOTOR\
 MOD. AA2.

to t/OL r
sav/r/0

I
 CO/LS

STEEXIN6
WHffSL
 /^ MODEL'S

AT. BUTTOt

stv/rct,
o/v
<5 UOL.T

vj- r/?/? T- A7d raft

254
M00&S 3B -39-33-S, . MO0EL +S-J9/9-/9ZO
HENDERSON
Wtf ED-LEONrfRD
1313-1+
SYSTEM FROM

~ <s VOL. T
 S4/6

GKOtJXO

CUT-OUT

MO TO* - /2.-V.

SZOUHD
j*C.
 I

6#OUHO
DOGG

3L-S.' TCf-f

SU T 7~O/\
HOK:\
 BUT TOW
PLUGS
/G/V/T/ON A
6- 5
SW/TCrt J

MOTOR

5M// TCH
HUDSON 1913
DELCO SYSTEM
31&54-
PROM H UDS ON INS EK.T*1 SB
ICE L

\LlGHTINf
HOKN
LIGHT DIS TKIBUTOK.
LlfHT

DIOIOIOIO

UNIT

BATTE.K.Y
I
TO BATTFK.Y >t>e LIGHT
HV0SOW /9/4-/3/S

3.
IB^jWl

Oil

S VOIT
HUDSON 191 + -1S
DELCO SYSTEM f^Ofl HUDSON INSERT
PJSH 9JTTOI*.

INSPK

/<S/v/r/?,v 4r_/^>

CUT O6/r.
KEi.*Y
^QLT.KequLaro
HUDSON 1316 e-40
HUDSON IN.'

e VOLT
COIL
HUDSON SUFEE- SIX 1916-1 7-2 S-19-ZO

TV?/-

NIT1C f^

ai
con.

SHOWtv y/lTHfl* OOTTe.0

O/* /9'9 f100<-tA*IOflF
j
 ~-
/fit*' tf cat? nag
^f'T

/=>or //y

i-fOf?n eurron
sw/rc/i
_ j!

BIB
W^^mmmL^SU

6 VOLTS
'
srotiace
SffTTEKY
WST/MGMOUSE SYSTEM

GffOUHO-

I
G^OUI*O

273
/9/9 EflRLYMOOELS cr<?#, & s-s*.*

ffSfOUHO

GSfOt//V>

&nEf?aTOf7

aaot/ND
-E*fr SYSTEM

HO#H
 CDl

S/O
 "3?'

RLL LfJMPS GKE9-VOL7

\S/0
 QKOUN6 <*<1cjt.u

ruse.
0CX
 INDICATOR.

LIGHTING SWITCH

MO TO 1C

IZ VOLT
 INTERNATIONAL Hrt&VESTElZ TEUCK 1316-27 "F8<H"
BOSCH SYSTEM FROM nFRS.BJF* 7+ZO-H

T/f/L. I
^

LIGM TirnS
i/o/V/TVO/Y

6VOL.T
INTERNATIONAL H TRUCK 1918 7
NORTHEAST LlGrHTINCj

cur OUT\
\ f\ A
\' V v.

I I

/vc re:
INTE/Z STtfTE 1912 4O-42-+e
APELCO SYSTEM FKOM INTS* STtirg INST.
STASTlNIt Sk LIGHTING W/GIMG

\STQK. AGE
\afi-n-erzY

285
INTER STATE IS 12 5O-51-S2
FR.OW INTER &T&TE 1NST BOOK

CO NT? 3-

\CYLINDeKS

ill
INI
BtfTTERY
/NTEK STATE 1313-24 4-5
OK-ourvo

/VC7/P/V

O l/0 7-
\
#G
 STfJGT/Mff
OffS*

/G/V/T/0SV

D+8+
CVT-OUT

I
L/OHTJNG
S'^V/TC/i - c^ ^V

2 /

/rc; /PA Burre*

I
GSP13UHO
 5^

3^

am.
CO/L

6-VOLT
 . ^ - '

6 -,
 //ftf/V MF/KS. 8& 6&S&9
ffi'TOL/TE

CIRCUIT

l^ I

PI

296
 FffOM MF&S. &X 5*S&

^H

,1

S7-/9 *> T
JflCK<SON I&I1-IB. MODEL

ee/vffATof>

Af O TOS*

//. BUTTON
JACKSON "6-3Q /92O
AVT0-L/TE SYSTEM

ft/Sf St-OCK

Srj/rr/HG Aterro/s.

^ 6voi T
 Ff?arr a* c-fo?

5 rf>ff TV/VO
<JEFFEI?Y 191 G

\STARTE

/. v^ ^ wi TCH

-
G VOLT
JEFFERY /?/7/=V> SERVICE TRUCK MOOEL /O/.
Sl^/uff -ysrf/v7. rnor*i /*ir$. e. ^

305
/S/0-1919 "60'

5P&/ZK PLUGS
4- 32 /

G&OLIHD
 /=W/V MFffS. B/=? ~3- ~/<97

~
6 -ML mo TO.*L.
H//VG

i M0T01?

HI
1
i

fctS &a*
K/NG MODEL EE - I3I7-/9/& MODEL G-/919, H-/92O.

LIGHT /C,fVlT/O(

SWITC H
O/V OIL 1~ //V"

6T VOL. T
 KOSH &VTT0.1

/tote:-
r. _

"3J Lr^-
'
l'J

t p x .<" -

315
KISSEL KAIZ 131*

316
 f~s?o/*i MF&S.BP.

nil

I HJXM
,N 1
surra*
-Q |l-

G-*-#-frra<? ^jfo ff-rir

MOTOfii.

r GAOVHO
KISSEL HUNDRED POIN TSix
13 1$ FBOH HFKS. 3ff 1ZO-385
1320
\HOKU

3m rCM

\0ISTRlBUroK
a VOL. r
*/iv/VC T. BOA
KL/NE K*& MODEL ~5
LIGHT/Aid
WBGrNCJe srf?eT/NGr ffMD
COMNCCT/CUT JGNIT/ON

MOK.H BUTTON

GCAlCBaTOAZ

cowi, -JULIUS.

I
38
ST/9KT

324
AT/VOX TRUCK MOOFL. ^3*5'"o&6

More -
<v CUTOUT
\

ot&Tf* i at/ noft I

6 UOI.T
 SWITCH
I
L/6HT/HG

/2-IS0LT
I

326
0fj.ce jysrfM

c/vci'/r .

C/CAK 1/6M7CK.

insr.no. LT.

6 VOLT
i S/t>F. Li
 PLI/JS/X7920

6 VOLT
T&OO0LE
soccer
J./9rtf>
Fuse a ox

mm*m

\m
 COM. /GN.

II
'=& JH
L/BEfZTY 1317-13 2O-/4-B

'BUT TO*

333
335
 V

336
LOCOMOBILE 1311-1 Z-l 3 1322-12 "38+4-8
FRQl*1 L O CO. IMS T
S\SiCE

(III
nin
LOCOMOBILE 1913
PI Li. A K

TAIL.

G VOLT"

UqHT
III

MOTOft
LOCOMOBILE. 1317-28 '&S&+8" J919-ZO
TVMOUse SYSren BOSCH H/?6NTO ON w? cms. BEKUHG ftzocws.
MIK.ON

B
JS TAK Tlf4<rf40 TO/9

LOCK

i
<S VOL.T
LOCOMOB/LC /9/9-*0
D LIGHT/MO,

OOOK.

SILL Pt-i
cor**/.

Qirrrii

SWITCH

BftTTZRV
LF.C. /9/S-/9/6

r, L. o7

i
77JA
:
'i'S^
i

3O<1.
f \
V
(fl

5
-
 CN
I SU7 T& V

345
347
 1315

-STOKrtCfe
Wl TOfi t-io&rt
 FtffZLAN 1316

S+HTC.H

349
ruse Bax
PLUG'S
J 2

lisilJI

350
 /313 -1920
er L/GHT /two
BOSCH /~7/9<SS*CTO

SWITCH

<O VOLT
 1S16-K -1917 /? -B

rot. 7-

a ffT Tf/f V cur ovr

/ejetf/7 Mf*.-f W?T- //(?
 f9/5 -4-f- &> &e.

t &WITCH

358
/Y/7/rVW/V
/3/6-/9/7-/9/8-W9 "34

MB
 "3 4" 7920
SYSTZM

LIGHT **

JvHCT'Ofl 010CH

6 vet 7

BATTER.1
 1314-15
FROM SiMVS rt. TriflC. 8<J<-L,F T/N

\*M*re SWITCH

FL/SE&OX
^1^1

cur our
1
WITCH

NOTE ~

362
HODEL /r-^O/V -S.-//. /^/7/2r

ut.aroG cur-our
o/v SICK or -sn/rcft
.

364
 KENT AS/V/TVCW

ossre/st/To/?

+ /* VOLT
OW-TQ/f TRUCK

Cur -our

Bt/rrost
FROM
MERCEJS 1915 -2-70
i./<3f-f~r
370
 1317-18 22-73

DASH
LIGHT

WITCH

TO ffe f#ouN#et>, *nx> rvee fixx*Nfepfii>oTT*t>uNBs fain care

371
MERCER //<9-&-lO Ze47? F#OM f*tFfts.Bf? o3S3

4" 6-
 METZ 1914-

IIRS!
R!

/ 2 VOLT
m
KQTF. -
ME1TZ 191&1G-17 -ZZ&Z&-

VOL.T
/VZ7Z "MASTERSIX/920
CO////. /tf/X

I
M/CHICjrtN 1923
S l^o
1

mm^mmm

IIF

>Oii

LIQMT

379
 mom
6 ret. r
MITCHELL IS/-?'/3/6

l/<XA/C 7VQ/V

VO Tf OOTTfO A/A/^VS -SHOW

MOTOft

G 4/ot. r

384
M/rc+/Li_ MODfL

h /*O&/v ae/rro/v

m
M^fl

>*r*

MOTOR.

385
 B.F>. T.X..i<-093

IB
SY//TCM AW
\COIi.

rose
BLOC*. I

V01.7-
M/TCHELL
tee ft y -SYSTC.fi +000

Tff/i-

irn
1
Off** tea rote

II

^
 Ill

"111
nn
n.&U'nrO'v
fr/*ir*ie TV/? |

a/-s Tfs/eu ro ft

6 uoi~ 7~
Ml TCHL -

"WA' atsrro*
I *<M/V

**><*** fro

389
 '

-t-
-
MOLINE-KNIGH T

M0TOI*

IS VOLT
 1

ram

(0)4-
 CO/L

CUT-OUT
n
cnecu/r
 I

I
402
MOON 131G
&EL.CO SYSTEM
6-30+6-40

Tft/L.

403
MO ON
OELCC
1S1 7-28 -
43 WOOX IN&T. BOOK.

\HOKH .

CO1U

MO TO 19

GVOL.T

404
 MOON
DELCO ,
-6 MOON tNST

/GM.COII.

tQHT

.
VOLT

405
406
MOOIZE 1 31 7-1 8 3O
DYNE TO SYSTEM

CUT-OI/T

g VOLT

408
 & J raw /"/t'Ox*/ vV/L-sr. /V/CVI/i^/.

X AJ/V /~^/V4-

Blii

6 -VOLT
 TRUCK MODEL5
fG/V.

LIGHT/NO AMP

STORAGE.

412
 O/S T&/&U TO*?
i
FUSE <3- J-UMCT1CM
SLOCK
BUTTON

414
NASH IS 17-18 2919-J92O ~65S-6-7.

\COIU

&UTTOM

& wi TCH

415
67 /S/3-

T^/P/XV^ Ortoeft i-S-3-6-2- 1

416
HffSH TWO-

TWL L'GHT

419
 T&VCK MODEL. /raw
'

4-0/7-ff <**.

UNIT

e VOI.T

420
NflTIONfiL 1314 ".S/X

422
 ' *

423
ff?of*t r/rcrotr&oo*
 O&KL0ND 1S13

BXTrEKfZ L.KJMT
"'

432
OAKLAND 1313 "33" Sf=>ECI#L

433
OrtKL &ND 1B13 "SSQ 4-Z

434
435
 IS 13 4-28<.60
&ELGO

L.KJ H7-
1914 36

Q -/v c/e/^ TO ?

CO/V/VffC TOfZ

437
1314
B]r=>

438
OfiKLflND
3.F* 20127$. 201S8.
OrtKLrtND ISIS "S-7
DEL CO SYSTEM .
SIR 2OL80

440
OrtKLrtND IB 15

L
[QLOTOTOTO]

Iff
 ** - -> "

ii
Sit; 7" TV A/

III

HI II

442
OfiKLflND
DELCO ^r
/9/r MODEL 3+

446
 1S18-19-ZO 31--B
R EM Y -

LQIQWoWoWoWol

447
OAKLAND "34 -
C
REMY STG.ITG.&/G/V.

I
SHAet/o

/-f- 3-G-2-

1
6VOL7

446
OLD HICKOrtY TRUCK

tZ. i/et. r
\~SwrTC M

449
 XP/* +

*" <,f?O<JSt>

.
- vot. r

450
 <*HK
& .

32'
 /y^/ev

/0/V/T/0/V

^~-o/5r/?/Buro^

452
OLDSMOB/LE /9/6 />7/?/Vt//?4

LIGHTING

OGS/v

J5T/7AT

453
OLDSMOBJLE
r>e^ co Y& Tr~i
-S
1317

TftlL
Q /<y/v/ry0.v

VOLT

455
OLDS/MOBILE
SYSTEM
^ErtY"

BUTTON

G vo L r
OLDSMOBILE 191

HORN BUTTON

COIU\
I I

VOL-T
OLYMPIAN MODEL

459
OSHKOSH 1 WHEEL DRIVE TRUCK

5Tfi/f r//y<7 sm Ten a no =

Fte, vexse ci/RKf: HTCUTOU r

KeycRse' cvRKriT CUTOUT

STORAGE
BRTTEKY ,

460
 I
IL. 5.5

HO**/ 'O^
ffurrfft
 t,fr*Ft*roA

~ CUTOUT

463
OVE:&.L-fiND 1315 80-C

J-K; n-r

464
 r#or* f*ir#s. ^/ /^ff^^-Sf 13 GOG

PIS*

-f- 6 1/0L T

465
 86
&VTOLITE
sy*7-/*7

rtoro/r
I

467
-f- G VOLT

468
 1316 83-LD-EX-T-R
*U TO LITE
USED OA/ EtfK.1-^ C
 2 GOO6 -

PTdlol

VOL.-T

470
G VOLT
 -r-je-carS/v
-f=>is. 202 7ai-1006&4--l7'roO-1.8'r4-l-J.8-74-0

I
CUT OUT-
 iOOS J8

RH

473
OVEEL0ND
&VTO-L/TE S

i
6 vot-
&UTOL.I

M
r-^M^i

T-//? TIN i* Mo ro

J -A-

I
OWEN ritfGNETIC-0 ~3, - 1S17
OWEN ^Y^ r>7
O WEN NE TIC 131 3-2919 "4Z
"

OWEN f*R.or~i /*iFf*&. a/f=> QC

r~i*$*iE ro
480
 \ c-' OffOfX.'' *

*
'
(I
:'

i
482
3-3G A 5-?<3

483
PGCKGRD f&/6 fZS 4- f35

484
F>ffCKARD MOOEL 2 -25 3- 2-35 f9/7~f<3

r
S VOL.

STOftfOS

485
 3

FUSES 1 1 1

mi .sv/^/evr ^=v. i/c?.s

1 ^^/V-/F/77i>/f

486
TRUCK f918

ut. t ru/v

ft* rot?
488
 /9/S- /9/9 ~/9Z O /ILL MODELS,

ff -ML T
I
490
 a/na
CUT-OUT
 \Sfcr
LIGHT

^0101010101

3 TO x.flee:

492
RUTOL/TE

C/ffcu/r

P*l

493
 7G/V.
S/fff
L/CHTS

) 6 vcj. r

Gf*fiAro&.
495
 I3/& "ULTRA 4-- FORTY

STAR rtr*&
MOf*N a u TTon

I
496
 I
^ 0^

*'r,,\_r C.
 /3/G G-4L&

SWITCH

S VOL T
 - /9J9 6-46

PLUGS
6- S"

IT/ON , v.i V TlOf*

,

STftRT/MG

STO/Z&GE.
PATFZSOM 6-47 f/VJF 00Of\-
DFLC0 SYSTEM

ir 3ASH

6 VOLT
SOS
[Ill

t-flt-7 f
56-S7FF J3/6
HOLT

508
/&/&-/9- 20 M0PEL

OASH fl/SF .

H BUT TO At
 *?& - reow t*sr. ?w& 4? <5:

i\EST/HG HOUSE
 3&-C

1
+6 ^i?^. 7*
[]

515
 TWO-TOA/

-fin //<-/.

BLO<-H\
P/LOT 6-4S B.P.32//3
PfLCO SYSTEM
PREMIER MODL "M

Ci /W v>y
MODEL "A7
MODEL nt >' Y
PREMIER /9I7-/3-I9

IIP

III
DEL CO SYSTf*1

oasts _
PULLMAN

/r i/oi 7"
PULLMffrt /3/6

3 2 /
Ft/MM/Mf
 V" XMGffT
SYSTEM

A S 4 3
o o o o o o

,e*t/
FIRinb Of>or fi

tH/OLT
STORAGE.
REGffL /9J3-/4-
RUSH/WORE

\H BUTTON!
AfOOE'L "C*

i
i
WO

^ . -.

aurre/v
 MODEL. 'iT
r
A9/7

,v aurro/v

S VOl 7

534
m
j
\0UTTOJV
/<?*
 MODEL T6 A V6 /9/9-/9&O

I <*roc/r

F'V

ill
e vot.7-
/S/7-/&-/9-ZO
TRUCK -MOUELS 3
&IX>L tfARS 7979/9-/92O
0FLCO JYJTFM

-
J./GWT

6 VOLT
J/D J.JGHT
 /voxe-V
SO/V/ r/Of* A*<7<S/V/VO
RO/1MER MODEL R#
f- C -V
/S/7 fffOM
 /9/9 *-vc //vjr

K?

II
1 916 -/ 0/7 MOOE/L

\Gt"tt. ft straff

(6>
 H* &u r r o/v

DO r rco //v L.

SHOH ctffcu/r-s
rot? aowe a. f
s&xo/v

I
s&xo/y
SAXON 79I6-/9/7

>/J\T /e/&t/ TO*-.

 SYSTEM
we e FROM Ot-CC M&/VV/M.

f^i-UGS

[C*3 10? T*]i! jry

-
-no-re.
PfLCC SYSTEM

STflKTIHG SUITCH
 FX0A1 MfXS HP 3/64 9

CCUJi.
J./GHT
 ^vr/v

..

e -v<u r
6 VOLT
 I
LI

mm
I
v/ -v-vro/V
 MOOL. A9/7

mm
-

i ^^ ^ ^^^^^i^

vsvw re.*

Const- A/>/v//

ii

-STfift r
<s A//JTC H
 W0 TO /? -
OYA'ff/VO

+ -
 OKVEK.

\BUTTOM

J-IGHT&. /CIV
ST/INOAR& MODEL

T<J &GOy i.;Gfir<S

6 VOLT
 /&/&-/9I9 MOOEL G
DIXIE

OXtJft

589
 3 r/^OM /V/^O* HPHOBOOkL
1

DEL CO -

s*7*7t,*/e:ro
OJSr/ZiBTOfZ.
i
//V O-

I
>S^V7>< F*LU6S

OLOC.K.

INY.KR.or*rc:R.*' ?

i
STfARNS-KNIGHT "LIGHT FOUR' 1915

i.. i xi A//'

-.'Vi' I

594
- K F A1 X /O -V

/,># I

.> :

/<*/v

595
 \'S J
.f
- KM/GHT

GZNEKHJOR
72> QOOY
tsrsvAS

MOTOR.

59S
STEARMS-KMGHT SKL4
JTG &LTG.

/Z VOLT

600
STEPHENS 1917 "6^
ff^ r .-*= TfAf
-
6 uot. r

602
 co/r/v.

'oO o

PLVOS
3 2 /

0/sr/r/ou re*
i toe t/oMr

603
STUDEBGKER. IS/* FOUfiZ

-f?f?TO#

605
STUDEBflKEE. 19/5
V/7<7/V<5V >
SYSTEM -- /P^A/ X /<?/V.

606
 *t>/tr* ftc-

MOTE.-
.t.-ti'ti OB rV

607
608
Burro*/

III
"*+'- /9/9 r&ort /rrrxs.BP 004.9

I
616
 srr/es JMST. BOOK

SPo-r
if CUT

6 VOL r

618
 Fffor*l f^lfffs. 0s*. /-*T-//2

4" 6 '
 22 r/ra/v /v/r/rs && 22-V-202

O-1/0L T
VELI MODEL 7 /S/7
ff?i>/+1 A/y
'
/TJ
I/L IE MODEL 7,9/7

iBnll

624
 x-i. /J VJ3-7

^r/yjET//ycr wo

fffSO

626
 "t.u6 acrs
ffs
'.Tcr/y.

t
-
.'2 V0*. 7-
 /V t i

5 -= I T/O/V
I
3-

T o -*'*?<. 7^
^E-
-NOTE- i
- -T s
//vsr: a*.
635
-E /V TZ
 MHC r/a/v a.
ruse aide*.

/Q l/ot-

BrtTTC&Y
1316 8+-C

MO TE:

640
WILL Y5-KNIGHT Wl 6 S 4-

L.
SWITCH

641
WILLYS -KNIGHT 1916

f?S DOTTED L. 1/JE.S

ft^MF- Tf.t

1 . . . - -
r r --^ -
-T i, m _

!Hti.-y
1 1 .
l
A
XX
V

642
643
 II

G VOL.T

644
 13278,18 88-4-L/rt

645
WILLYS-KNIGH T 132 78(1 8 88 f-

646
-
KNICjHT 19278^18 88-4T 88-4--UM. Q 88-4--SN.
WILLYS- KNIGHT 1 917-18

648
 WILLYS-KNIGHT 19178(18 "88-8-SN

?/v
St.
7VOVJ

649
WILLYS-KNIGHT'1327 88 -8 T IBIS

650
WILLYS- KNIGHT 1 SI 7 $18 88-G-TC
fHJTOLITK SYSTEM
WILLYS-KNIGHT 1318 - /8 T-
B.f* 101 311-

652
AUTO t/Grtr SYSTEM

CCK.COIT
&KEAHF.K.

653
(i54
Ml NT OH fSfS

DOME.
^./c
W//VTOW '>/-/?

\LIOHTIHG
sn / 7V/y
1
i

656
 ss/e "^"'
. :
,

\^/.
vseo o/v i./A*

.%> V

t \5
'

si*// re*

6 -
1/0 L 7~

J~V/VC T/O/V
0OX.

657
MODEL 22 J3/7-/3/S,
W//V TO A/ MODEL. S
HOKAf

OHSH

O/A 4/HJ6C.

VOLT

659
DUflL-POWER 1&1 7 - MODEL /COO

COIL.

660
WOODS
WOODS
IB 18 "1700
B-f?
/I A
I
im*m\

III!

663
 I
I P.-.'SV

664
-
CHffL MERS //VTH0L C/FCU/TS WffGNEK IN TE&Hfft C/&CU/ TS

666
673
 C/RCU/TS
&y &.J.P.

<5S1i//v7-

676
677
 B/JVK B/p SEE, BO

M*

678
 [dJP <10/C /VMArf

ailP^S^
c IK-ftSnS!
3 iw|fc
Efi
H08*sa%P
"^^ f-Otl. /VO./

679
682
/GA//T/OA/
SW/TCH

iCfflLY Mff&F O/y CO/L.

G/ZOUKD
 sw/rc/t.

C VOLT
B&S

Worn

685
 CONNECT/CUT /GN/TEf? SYSTEM.

UIRIHG PLAN FOK TYF>C"G". Of? "GJ" PLffN FOG

'

T "rfc "G auronaric-

i
i

OOTTCQ

686
DEffCO /M TERMPL C/ffCU/TS

688
 DELCO C/&CU/TS

A7<7 7Y9/e- G-W-/?/7 T0S? /V g

689
 C/^CU/7~S

/rroTOfes "72 eg. IIO-VT

DfLCO COAST&OL
->**- VOLT ^S/^TVT/V
VOL TAG &O/LA TOg.

I
i

699
DSSCO S/MGLE UN/r ST&MO&&O W/K/BLU
FfZOM O1SCC

SIV/TCH }-

702
D/SCO TWO 1//V/T ST/)M0/)rt>

703
-5)OV27y

-i r/PST S-/SSG s~70/-0*<

*f<<*owo

Grfsvtrasrrori

ty&ov'V't}

708
710
CHffL M&$

\ TCP wetter
! M G
 7~O fi. u<% 3

6 VOL.T

712
INTERNAL CIRCUITS

713
 CIRCUITS

POUBLE PECK nOPL FQRPS

714
 GENEMOTOK T/tfE GSL 102.

SMHLL KESIS THK <.

i-OOfl
S ros
/?<- TiOAf
/a. vot.r

715
SYSTEM
/S/3-/&/4-

717
X9/5"

I
C I STARTING
 I

- ~~. I w-

4- tf--.-

719
A'O Tf GfO u/voc a
HEINZE MflGNETO CIRCUITS

/3-C CO/L LT-+

//VT"/?/y/9L C/XCV/TS

723
JISCO INTZGNffL C/ECU/TS

COTOt/T

CQHTHCT
POINTS jjlfflgj

VOLT
JESCO INTE&NffL C/GCl//rS

cvroirr

VOLT

725
728
 srofa
i e x> r
aft T-e/
-
o -

COS* T-/9CTS

MODEL
3SS4
G~ Sy
MO TO*-
-ff-/
M ODL -

729
WOGZL L. GEMC&fiTOie BOTf9T/OAI
.

COMS/OC&CO r&OS*T 0&/VE. EMO.

OOTTCD COMNC7"/OSSS fO
GOt/A/rE& - CLOCK W/S jeOT&r/ON.

THIK.O
~

I
iosrs

T- 6 VOLT
PHtLBRIN DUPLE* I6NITION SYSTEM

EVTEFNRL
To PL.IKSS

/GUI TOK

SWITCH

COIL

ear &
 2TflKT//VG MOTOR
o Su./rr/

\ w s\
-
^I.'J

I I

CcW-vS"

733
 ftEn Y //V TERNAL C/RCU/ TS
FROM /?eny

16NITIOH CO/LS

HIGH THS10M

SPARK PLUGS
11
m
GROUND
COfVOENSCfl

i
TEtf-S/Off CU/?/?EHT

SWITCH

WflG. GENEffflTGR /5'tf-S

 //VTEFtNHL CIRCUITS

5TAHT/W6
RELA Y Z6Z*

r?^a

v_ _ _

6+ ft
1
a-->r
t!
/Ml i

X _*.
Af ? rcw - c f /v-/f ro/f
00

737
738
 muni!

\ \
\ \

I I

cowr/tcrs

739
 curour

i
FtELD

6 VOLT
 c/ea/m

POST / A
\-A~o
SHUHT

+ A - + B - + A - + O +

IffT&tflAL W&MGPM6ZAM
'S?llTDORF*m***t CWT 79/9-7920
GFMEjejTOK KTZE.GUL.nTOR

ftffiO
CO/ 4.

f/ft0 Con. \AA/

1
~BR**KS '

742
 C/RCU/TS

sw/rc/y

_ i

744
 C/RCUITS

CUT~t
>

X I \

746
SYSTEM TWO 1//V/T C-/X VOLT.
O/V

c.o*/7~/eoci.E:f&.

HD B C

<5-/v/r/?7OAi

3 W/7t H
MOTOtP
 /NTERHGL C/KCU/TS
VOLT&GE REGULBTO&S

s
/n 0\

C//?CV/TS Of TYf*C CO COHT&OLL/i TYPE CC

UMIT MOUMTFD /v TOf?

748
 /V&L C/KCU/TS
CUT- OUT

749
STff/YDffftD W/ff/M

-*fKS
I

V iV v >

T. 1

CUT-CUT siv/rctt

CTHCff >r/?ff

75Z
 ritr--"
Ti
Tl
i .

v-L. .Ui P//V/0/V fV/Y/0/V-

754
 /G/y/r/ow c/xca/rs

.VWVWV./

/ /v OUC T/O/V COIL

D |

SffLLffST

755
M/fST/MCHOUSE INTERNHL CIRCUITS

XV/V/^/v SM/Ti fi
WEST/MHOUSE INTEKNHL CIRCUITS

\\.

768
 Library

UNIVERSITY OF CALIFORNIA LIBRARY