B-u-r-r-r-u-uther ... what a question.

But don't go away so quick, son. Maybe it's closer to home

than you think .
It's like this-we 'UN's like to think we're downright superior
to the enemy. Any enemy! That we have big advantages in
mobility and firepower over mobs and fanaticism.
We think our main strength is based on our ability to turn out
more products than anybody else-fine vehicles, fine weapons,
and fine aircraft.
And we are so right.
But this equipment has to be rollable, frreable, and Ayable to
do us any good. Every truck, and gun, and airplane OT! the dead-
line iSla statisJic in the enemy's favor.
As the Arabs say, with obvious reasoning, "An enemy of my
enemy is a friend to me." And that also works the other way.
'What helps your enemy hurts you-is your enemy too.
A dead lined truck, gun, or airplane is your enemy. It cuts down
your mobility and your firepower. It cuts down your division the
,same as if tr",o ops were cut down by enemy action.

Do you know-that your Infantry Division needs all these things

to do a thorough lob?
Anyone Can plainly see that if you put half of 'em on dead·
linel you've got only half a division. And anyone can plainly
see that chopping divisions in half automatically makes the com-
mies twice as strong.
And I can see. Can't you? It tokes more thon just good produc-
tion to make us stronger than any enemy - it also takes good

2C
 OCTOBER 1951

I TIH' S
INFANTRY LS:S~IE
DIVISION
2 motorized road graders Art.:;
2 electricol repair frucks ' Timing _M46 Iqnition 181
2 instrument repair trucks
2 machine shop trucks lotest M38 1/ 4·Ton News 201
2 artillery repair trucks Briefing on 5-Yon 6x6's 208
Caution on Plastic lenses 213
1 shop equipment truck New Info on 2"1 / 2·To"
I "five-passenger sedan M34', 218
40 armored vehicles EA·... ~ J1El
38 ambulances Before Ope ration Services 190
30' lruck traclors Joe Dope limerick 198
Use Safety Chains 220
18 6·lon cargo hucks Send Your ldea ~ to PS 4C
181ioison airplones
.l·S~.).lt~I'l~"f"$
17 wrecker trucks Editorial 2C
11 tonk recovery vehicles Combat Maintenance 178
Hand Tool Clinic 184
9 .4-lon (argo trucks Connie Rodd 186
1,010 1/ 4-lon Irucks Ijeeps' Contributions 204
59t Half.Mas' 214
744 2-1 / 2-lon (O(go trucks Connie Rodd's Briefs 3C
336 3/ 4-lon weapons carriers
140 medium ienks PS MAGAZINE is published monthly in ·
the interest of Preventive Maintenance
75 1-1 / 1-lon dump lruck. for service-wide distribution '0
all or:'
64 .onli·oimoftgun corriages ganixations as part of the PREVENTIVE
MAINTENANCE PROGRAM.
52 heavy trucks PS Magazine is glad to get your ideas
9 lighllonk. for articles and iilustrations, and is glad
to answer your questions, Just write to:
6 moforcyles Editor, PS Magazine
6 tractors with bulldozers Aberdeen Proving Ground , Maryland
5 air compressor units DISTR IBUTION ; Tec h Svs IJl, except 9 11 0 1;
Arm & Svc Bd Il l, AFf 131; 00; Maj Comd
4 Signal Corps repair trucks lSI, Bo se Comd (31; MDYt .4); A {5 1; CHO
Ill; D ISO); B 131; It 131; 5 Bn Ill; Bn (5'; Sep C
3 small orms repair trucks lSI; C 1121; FC 110'; Sch (25); PMS&T Il lt
exce pt 9 ISO); Dep 1101; GH (51; SH (51:
PE Ill; OSD lOrd Off' 121; An II 0), Deph,.
Kk, 1101; Itcl Sia Ill; Di., En g (31; Dilt (31;
Special di str ibution . .
for nplanatio" of di.lribution formulo f ••
Sl110·90·1 .

I"
 Dear Sirs,
In the Service Section of this M.M
Co , 'Wc'ye becn able to get some items in
plentiful supply but find jt impossible
to gCt other parts.
For instance we have been able to get
GMC From Spring Bushings O.K. SO we
ha\"c used thl:l11 for iCl'P bel!crank bear.
ings b) cutting off I.," and drilling :ol
grl:asl: holl:. For Dodge rC;I( springs the
bushing works O.K. by cuning off V4"
.Also we lISI: thl:ll1 (or the ric -rod bush-
ings on the G,\IC's.
\Ye nccdl·d a large size cone for center·
ing a sl1('/I l";lsing on our lathe, so we
found out that thl: t.lper cones for Bar-
rcn Brakc Drum Luhe 1l1:l)' be used as
conc for linc-celltcr on brhe by using
~dap[er bushings furnished with brake
drum bthe_
Also we found rh :u the froll[ beuing
of a GMC generator can be used CO re-
place the bearing on the armature of
Generating Unit 17-9-1971·50 (S K \XI).
10 using our gasolinc driwn Onan Bat-
tery chargc n\'(~ fOllnd {hat more batteries
could be charged wieh seemingly less
strain on the charger by running two
Jines off of rhe two,

178·
te ry·con nenions o n the s ide o f t he cha rgi ng. plug pand an d then
hooki ng up "i (hCf a I11 2·\'o lt h:merics, or 2 sixes in serif's a nd p:,ra l.
leI. or all sizes in par:dlcl to these (wo main charging wires.
T he way we had it figured is chat inslCad of the current having
to go through Ihe res istors on {he plug re(ept:ldc. and thus puc·
ting an extra 10;ld o n the charger fo r e:lch battery by uking rhe
currl.:nt frorn Ihe q u i(k dllrgcr (onne(tions, all (he cl1!:rgy (OLlId
be uti li zed for durgi ng the batte r ies. I know th" book sa),s (0
hook up [\\'0 6'\"011 bau!:rics in se ries. or onc (wl:!vc vo lt h:wl:l"y
to [hc's(: tcrrninals, hut jf }OLl hook up several 6·\'oh baHcrics in
par:lllcl tht:)' will durgc O.K.
Bdort: tluI, we h:ld a 24.vol( tank g"J)erator.and.rc.l!u!aror
rigged up to an c!t:ctric mo(Or and put 4' 6·\'0Ir b.Hlcries in
series and with -I or 5 S(:{S of tlh:se in para!kL
I hope one of these ideas can be of value to you . If you want
to get in touch w ilh me wh ile I' m on fn rlough, please writc to my
home address til J gc: sl;!cded Oi.l 1'o(a(i;)11 in the U.S. I've b.:en in
Korea since July 19;0.
SFC Glen Hydop. R. \ 6254777
2 bt Ord M.MCo APO j01
c/o P~"' i. S.l.n Francisco

TOO LITTLE AND TOO LATE

Edicor, PS j\bg:lZine
Abe rdeen Proving Grou nd. Md.
D ear Edicor, G Sepe 1951
Lec's don't neglect 1st and 2nd cchelon lll :"!intcnJ.nt:c, it will rost
us in Ihe long run. I ren1l.: !1lbcr a sad expericIKc b:l(k in 1944
and 19.\5 in Italy where the mud and slush

~~--

179
 ·ttl:'

~.
Motor Sergeant in a medium Field Artillery Batralion. We were . ' .':. '
on the move most of (he time and had barely enough vehicles $
for thc job. After we lost a vehicle, rhe Baw:ry had to load their ~
"S9uvenirs" on other, loaded vchicles and sometimes c'Iuipmenr t
had to be 'shuttled. Ordnance' had morc work than they (ould ~
do, so we neglected our 2nd echelon and started to do 3ed cchdoll; g
replacing cngines, transmissions, axles, etc. I knew we were doing
the wrong thing but we kept our veh icles rolling. I thought [hat
we could get by with a li(t1e less 2nd echelon maintenance for a
few weeks. :rhe fig/Hing got a l ink roughe r and we had to stay
o n line longer. Finally, we pulled back into a rest area. Aft er
we got settled down, most of (he boys were trying to find a clean
uniform to wcar on pass. I decid ed that we should pull a few
wheels and have a '1uick look at the brake shoes. Mao chat did id
The "old man" snorted a couple of times and all the maintenan ce
men did an about face and sta rted looking for fatigues. \Xfe had
every man in the bauaiion who half-'way looked li ke a mechanic,
doing mechanic's work. The brake shoe linings were gone, (he
brake shoes ,,-,ere worn down so much that (hey could not be
relined, the brake drums were worn too (hin to be (Uflled down,
the wheel bearings werc dry, (he brake wheel cylinders wcre rust)'.
the rear spring seat bearings were dry and frozen, and (he uni ve r-
sa l joints were dry and rust)' on about 75 ;;~ of our vehicles.
\Ve all, from [he Baualion Commander on down, learned a
lesson; but what a shameful an d cosily one. It was all due to 2nd
echelon maimcnan<:e neg/en. Th e Baualion Commander outlawed
all (souvenirs) :111 <1 unnecessa ry e'luipment and we' became str icdy
a 2nd cch e/on lllaintt: n;1l1t'C shop,
I\ISgt J. WI, \Vorth ington
Head'luarters 5th ARMD Div

180
 \'X'hen an ~H6 crC9\' has CO pnk out 4, The Sarge knows that ::1 right piston
their tank engine. they usually go into a must be on its compression stroke when
pow-wow over the timing. that scans timing the right magnecos, so, he [Urns
someth ing like this: "Hc) " Joe, what mag- the input-wren ch clockwise until the gage
necos do I scare on, right or left?" (hen shows pressure in the cylinder; and con·
"\'{'hat's ehe breaker po int gap scning?" tinues turning slowly until ~~~~ appears
One says, "Set tilt! gap at eigh teen (hOll ' on rhe flywhee) opposite the timing
sandths", Somebody e lse says, "Set ie at pointer. (Madison says, "Leave the fly-
one and onc -half thousandths". Then an- wheel pointer on this marking until both
othe r says, "Nyah .. _should be eighteen right magnetos are timed and remember
plus six thousandths" , Abounhe rime the the right magneros are on your right
ignition riming discussions's beginning when facing the accessory end of the
to sound like the "K:lcsong debate", a engi ne") (Fig, 4).
real tank bruis~r like Sgt. T. G. Madison 5, Then on the magnetos, he 'removes the
comes along with an ignition set-up and cover screws and swings the covers and
keeps the tank jockics from pickin' files
and wrenches out of rheir teeth .
Here's Sarge's method done by the
numbers:
1. He takes out the engine-inspection
plug so he can see the timing marks on
the flywheel (fig. I).
2. Then he screws out #1 right spark
plug and screws tn a compression gaga
(41G-124) (fig. 2).
3. From the transmission he removes the
power-take-off cover and sticks in an
input-turning weench (4 IW I536.380)
(Fig. 3).
181
swings (he cables out of the way.
6. Now he loosens the nuts that hold the
magnetos to the accessory case, then turns
each magneco housing until the timing
mark on rocoe magnet pole and "L"
scribe mark on magneto housing are in
line. (Fig. 5) {"Disregard all other mark·
ings," Sergeant tells us, "The marks men-
tioned' are the-only ones that mean any·
182 "
thing as far as you're concerned .")
7. When the marks arC' in line he then
tightens the nuts that'll keep the mag·
netos in place.
S. \Xlhcn the timing marks are in line,
a O ~OO 15" (one and one·half thousandchs)
feeler gage should 113,'ca slight drag when
pulled (rom between the breaker points. '
(Sarge says to make it a CLEAN feei~r
- gage-an oily film and dirt panicles you - cam follower is on top of the lobe mac's
-can't even sec, rubbing off the gage onto just starting under the cam follower.
the breaker points will get you a dead This'll open the poincs co their maximum
magneto faster than you can sp it.) If you gap ... which is 0.0 18" plus-or-minus
gec the drag. rhe gap is OK. If not, loosen 0.006". Check rhis maximum gap on aUsilC
the screws holdin g the breaker assembly lobes. If any maximum gap is not within
and move ir up or down until rhe gage the 0.018" :!: 0.006" limit; the magneto
gets rhac drag, thcn tightcn both sc rews. isn't serviceable. Take it off and replace
9. With borh right magneco.b(,eaker. it with a new one,
point gaps at 0.0015"; Sarge thinks you 10. After he sets and checks both right
oughta ger someone (0 turn the input. magneto gaps, he inserts a 0.0015" feeler
wrench clockwise until the breaker-point. gage inco each one and then has (he input
wrench turned counter-clockwise, one·
half turn .
11. He now pulls slightly on. the gages
and tells his helper to turn the imput.
wrench clockwise slowly. "For perfect
synchronization, both gages must come
out of the gaps at the same time, if they
don't, loosen the mag's mounting nuts
and move the housing slightly until they
do," says Sgt. Madison.
12. After he synchronizes both right mag·
netos, he cleans the cover gaskets, puts
them and the covers back on the mag.
netos and screws them tight, and attaches
all cables chat he removed.
13. He removes the compression gage
from #1 right spark.plug hole. and puts
the plug back in.
14. Now the left magnetos; Sarge turns
the input-curning wcench slowly, clock.
wise (about 1 turn) until the ignition
timing mark il~~~ appears opposite the
engine pointer and leaves it there Wltil
he times boch left magnetos.
15. From here on be uses the same pro--
ceduce as for the right magnetos.
16. After timing the left mags, he takes
out the input.wrench puts on the cover
and screws in the engine inspection plug.
183
 (!!j;-
j ----_ ...
HOW TO SALVAGE

~ .' ~
""~.
, ,'./:.
'~ ' , ,'~-

G c,;n;"p 2.Sqv.,:~3~
I.
on emery wheel off 0 bit-ot-a.
90° angle- to time from face.

184
~
~ ,
• \ iJ,) .
(I~
~ pryjn~,
, You 've been using it for USE A PINCH BAR-II',
) a PRY BAR, Busterl The . made for strong
, lip's hardened against enough to resht bending.
\ II wearing. The horder it is, If you must use a screw-
the eosier it breaks. driver,use good me,chan-
~ ical judgment.
19

' You CAN TAP on •

on 0 . " _ screwdriver thot has a

.."o",~
screwdriver con breok shank going all the way
the shonk, mushroom the , through the hondle.

'i
end, snap off the blade
. .• and make the handle
slip,or split it.
--------_ .... - .... -
/ Watch out for plastic:
hondles . . . Some con
i . ••••".

,
J?.."
" ,'
," r
.;z~
The wrong sc rewdriver
for the screw
screwdriverblodedoesn't
fit the screw slot.
the

~ "" ..

c .; ":
U'e the eorred
. the blade makes a snug
so

, fit in the slot. You'll do

the job foster and easier.

AND REPAIR BLADES

~~
~
3. Keep the
angle of toper
very slight. 4. Sharp knife
Start toper as like edge.
high as pos .. break off very
sible. easily.

185
 dation of Olctals-or rusting. A nice in·
sulating film of rust was formed during
J don't think I'm gening too far out of the wait~ which keeps Herman's engine
my echelon in stating chat Herman didn't heat sealed in, instead of being [rans·
actually gec a "honer" engine for his 6>;(${erred to the air.
chariot last week, regard less of what he' H the jolly buckos in the shop had used
some foresight and plugged the radiator
says. As a matter of fact, it just runs hot··
ter, and I'll tell you why. When the s~op outieu and filled the radiator during
lads pu lled it off the deadline and yankedstorage, I would not have had to make
(he engine,.they forgot to check supply, this Monday morning prcdiccion thaC
and sure enough when they did, there Herman wif] soon be needing another en·
was no replacement. So the engine.less -gine if they don', flush his mucked-up
chassis was rolled back on deadline and cooling system.
,it sat there until the new plant arrived.
Now. Herman is bragging that his new S f.Mud/;. datteJtte4
,'
engine is "hotter" because it runs around ........ ---."
200 instead of the old 180 , but it actu·
0 0
And while I'm talking, what's with
ally doesn't run any beneror pull as good. care of stored batteries? Couple of car..
The real poop of the matter lies in a dinal rules here-the most important is
themical formula whic';, d~Js with oxi· keeping them in a place 'h~(' s gonna '"
186
dry, cool and clean. Fact is, the damper
and 'varmer the c1imak, the fast er you r .
batteries up and die.
Gool idea (0 build some stOrage
shelves deep enough [0 clear the postS
and open enough for ai r cir<.'ulation.
How's about recharge jobs tOO, while
we're at it. Says here the charge Joss will
average about a point a day at normal
(70-80°) temperawf(':s, bur loss is Jess at
lower temperatures-much mon.: above
normal. So I got myself a :~ystell1-
learned how much of a boc,s! charge to
give and how often~marJ,:(;d the dates
on each battery (under tho.: receiving
date) and promoted them with age.
Here's a chore you can skip in the
fuwre to lighten your burden. It con-
cerns all water- proofed vehicles with the
24-volt systems (1/4, %, 2Y2, and 5-1On).
Up to now you've had to scrape off the
water-proofing Tem pseal to get at the
banery terminals and caps and things,
and then slap on some more Tempseal
when )"ou were through tinkering. Well,
from now on if you have to scrape off
the goop, leave it off.
Vehicles coming out of production
don't have their batteries coated with
Tempseal anymore-the water.proofing
compound will be supplied in the deep·
187
water-fording kits instead. Batteries will
be coated with the scuff JU St prior to -;t
fording, and in the mCJmime, nothing.
Boots . .. . boots ... boots ... they're
back in the news again!
Seems there are a bunch of vehicles
in the field with torn :m:cring-knuckJe
boots and no replacements. \'{Ihat to do-
what to do?
There's a change.over goiog on right
now. A larger boot is in the works lhat
has a molded· in zipper instead of one
(hat is sewed in-should be far bener.
But it's slow cOllling through. Result:
Lots of supply stations with no replace-
ments. And lot$ of fellows wondering
what to do about their trucks.
According to rhe la.test report, the
maintenance people say ie's OK to go
ahead and drive your truck without a
boot if you haven't any spares. But bare
knuckles get skinned easy, so try to keep
'em clean and oiled till the boots come.
Order replacemen ts by all means, but
in the meantime, doo't put rou r truck
on the shelf. Drive it!
With or without a boot.
If you'll peek behind the seat on your
Y2·ton 4 x 2 pickup, rou will probably
find rust in an open space ),ou never
knew was there. It's happeni ng along
the open seam at the cab and seat buck-
beIt line. Cleaning it up is one thing-
keeping it rust.free is another. Here's
what you do. i
After you give (he seam a good rub.J
 down with steel w ool, wash it off and at a ll would kno w (hat it
takes a little
dry it thoroug hly, spray the o pen scam patience and ,a lot of careful coaxing
to
y,·jth Compound , Rust Preventive Fil m convince a batcery-term
in al cla mp and a
(Stock Nu mber 1" . :>-507-10) (Spec battery-ter minal post to part
compa ny
Number AXS-673) _ Let it dry for abou t chee rfully-especia lly
if there's a lot o f
24 hours_ After it's good and d ry, fill corrosi on around
: But judg ing from (he
the open space wit~ Sea ler, 5yntheeic nu mber of M34
and M38 batteries show-
Rubber (Stock N um, - 7300-828075)' ing up lately w ith
their terminal posts
~And: ' eh a t' s it.
snap ped off fl ush at (he banery cover, a

tfo ea49 tt.u

tJ#e ft~4,(
lot of peop le don't know Chat rhe ter -
m ina l pose and the battery assembly fo rm
I really hate to ment ion thi s-yo u'd a most del icate un ion.
think anyone who's been around anyeime So if you' re g uilty o f stron g-arm ing

Th ere's been a lot of loose t;dk

goi ng aroun d laid}' about you gon a
d isconnect this and you goua dis-
connen chat o n you r trucks ar..d
jeeps juse cuz somebody rv; :;i1( usc
it the w rong way and do bea ucoup
d anuge. H onest , no w, isn't chac just
as silly as saying you shou ld n't g ive
t h e so ld iers amrnun icio n beca use
they migh t shoot themse lves?
Those gadgets and thingama bobs
were all put there for a purpose and
it's up to everyone who has any dt'J l-
ings wi th them to know exactly wh at
they're all for and how and \vhen
to use 'em.
T ake, fo r instance, the win ch.
P robably never in your life ' wiII
d:t. l'.lOC it can d('l, brother, i f any-
o n \! sta rts monk eying awund it with-
(lut kno .~-ll'g all the answe rs, would
gil.'c rh e Sph inx a nervous break-
dow n . Cut d oes an yone s uggest
elimi nating: winches?
\Arhat ) at..! do is lea rn all it's tr icks
-kno w all the angles, An d th at goes
for JUSt ;t bou( any atu chment }'ou
C l n name - hrakes, pr imer, fo rd ing
va lve · contro l- bUHon, even hea d -
lights-the}' can ail do their share o f
lou:. ing thin gs up if they aren't han-
dl ed right. None of th em w ere
mea nt fo r ornaments,
J USt fi g ure, if they' re there use 'em
-but learn to use 'cm right!

188
the terminal clamp whcn you take it off \'V'h:u you do, but immediately, is dr2.'1'11·
lhe post-please, you make Connie most new opes. BUT ... rnak.e sure you qet
unhappy. Try rhe following suggestions new pins. For the rime being, you'Jl be
on the job and you'll find th,lt rhe pose using the S;1me stock number (ORD
will remain on the battery as it should. G742.7S38740) for the shear pins, and
Clean off the ""; with (hat stOck numbt:r )OU mayor may
water· proof com- "' ~~ , nOt get the new-issue pins. The new

~e~~l~n~~t r.o;la~~I~ '~~~~

~
' '"'."~ ~,-~ :i ::~~:,: ~~~ a~~::uln~~'~;:~~~p~~:::~u::;,
and post-remove ~o cadmium or zinc plar<:d steel.
[he clamp bolt You may be able [0 distinguish.
with a wrench and . '. -- ~ between {he two (good and bad) by tho
if the damp stays 11 · B;).~ · diffcrei1Cc in weight or :lppeJr;:loce-buc-
dosed tight, ease ~ ~ ~ I'd use rhe magnet [CSt :;tnd be reaU)'
its jaws open care- ( ~,7"p ~ certain.
(ully with a screw- k ~. ~ C-~' i Just remember: no maner whethet
driver - pacience F'~".~,.;:--,~...-: .": , ,':i: ~ yo u've had til e pins bying around or you
now, you know draw more front stOck, tcSt them aU. Jf
you don't have the magnet pi.cks up the pin- throw ie
much working aWly. \'(fhen the pin won-t ding to ,he
room. Now take a magner, ie's aluminum. And that's the
firm grip on rhe only kind you w.nr.
clamp and Ijft
careful like_ You'll
come up with ('he
clamp and the
battery'll keep its
post. IUWTIN
Word comes from Army Field
?1t34 wiled .t4eM-jWe4 Forces that in the future spate
This is mighry illl{>Orlant, so lel's have tires, tubes and ,..-heels ~\"il1 be
you r good eaT. Check the winch shear~ SOP for aU tactical vehicles.
pins you're cur) ing around (or that 2¥r The spare equipment ,vill also
ton, nco and Studebaker, 1'13·L Beg or be st2ndard for all new com·
borrow a magnet lor yourself, and if mercia1 type vehicles procured,
}'OU CJO pick-up the pins with the magnec: but ZJ installations ,..ilJ pull the
-THROW AWAY THE PINS! Do not txCras off of their ,-ehiclc$. ustd:
usc them. They are good (or sJlvJge only, ill the immediate vicinity a.nd
not the 1'13.f or YOll. They're not shearing pool 'em in storage co guarantee
when they shoufd~ and J sure don't have full of .11 ,v.il.ble sp>rU
U$e
(0 tell you what that means to your vehi~

de and/or your neck.

189
PRODUCED UNDEI SPEOAl UCENSE TO U. S. DEPT. DEFENSE COPIt.
1951 WILL EISNEI PRODUCTIONS
190
191
192
 TEST FOR HYDRO·STATIC LOCK: SEfORE
CLOSING MASTER BAnERY SWlTCH:HANK
ENGINE TWO REVOlUTIONS BY HAND TO
SEE If fLUID IS PRESENT IN LOWER CYLIN.
DERS. If ENGINE WON 'T TURN READILY,
DRAIN f LUID. _

193
194
195
197
I. 'NO WnHI~ 50 mT Of TANK.
2. MAKE 5URE YOU'RE IN NEUTRAl BEFORE STARTING ENGINE.
RIDE STARTER NOT MORE THAN THIRTY SECONDS AT A TIME 17. SliIFT TO A LOW GEAR WHEN ASCENDING OR OBCfNOING A
AND DON'T OVER PRIME EIIGIIU . •
NEVER MOVE A .~[jIlClE BY fORCING IT INTO GEAR AND
INGAGiNG STARTER,
STOP EtlGlNE AT 0.(£ IF IN OOUBT ABOUT OIL-PRBSURE. 19. 00 NOT (UT OFF IGNITION SWITCH WHEN DESCENDING HU.
AlWAYS":WARM,: Ur TANK B£lORE STARTING AND (DOl
BEfORE STO!'~NG EtlGINE.
• 00 NOT MOVE TANK WITHOUt COMMANDER'S ORDER • ••
GllOUNO GUIDE RANKS EVERYONE.
8. KEEP 10 YAROS FADM CUIDE WHO SHOULD AVOID HOLES,
WAllS OR IREB BEHIlIO HIM.
9. AT NIGHT • • • STOP WHEN YOU CAN'T SEE GUIDE'S LIGHT
~GNAL
16. DRIVER WHEN IN DOUBT-STOP. TANK (OMMANOER WHEN
IN DOUBT SIGNAL DRIVER TO STOP.
HILL.
lB. 00 NOT DISENGAGE CLUTCH OR SHIFT INTO NEUTRAL WHEN
OBCENDING HILlS.
20. EASE INTO AND OUT OF OITOIES AND HOLB.
2!. AlWAYS COME TO A COMPlfTE STOP BEfORE SlilfTiNG INTO
REVERSE.
22. SLOW DOWN WHEN PASSING TROOPS OR OTHER VEHICLES.
A BROKEN TRAex MIGHT CAUSE DEATH TO A LOT OF MEN.
23. PASS A COLUMN ONLY WHEN ORDERED TO . • . BY A (OM·
PETENT AUTHORITY.
24. fiXED FIRE EXTINGUISHER OPERATES ONLY IN ENGINE COM-
PARTMENT-KEEP OTHERS REAOY.
25. WHILE REfUELING. SHUT OFF' ENGINE AND KEEP A MEMBER
OF THE CREW ON THE BACK DECK OF THE TANK WITH APORT·
ABlE FIRE EXTINGUISHER READY.
26. NEVER USE GASOLINE FOR ClEANING.
27. NEVER RUN A TANK ENGINE INDOORS WITHOUT PROPER
VENTIlATION.
2B. NEVER SLEEP UNDER A TANK. IT MAY MOVE.
29. NO HORSE PlAY.
, . NO WITHIN so fEET Of TANK.
I. MAIlE SURE YOU'U IN NEUTRAl BEfORE STARTING ENGINt.
1 RIDE ITARTER NOT MORE THAN THIRTY SECO"DI AT A TIME T7. IHIf1TO A lOW GEAR WHEN ASCENDING OR DESCENDING A
I. :~E:~~~EO~ER;:~:/':~":~RCING IT 'NTO GEAR AND
I ENGAGiNG ITARTER.
• \TOP EllGiNE AI. 0"(£ W,0" DOUBT ABOUT ott.PRESIURE.
AlWAYS' ;WARM.· UI' TANK BEfORE ITARTING AND COOL
BEFORE STI1l'"NG EIIG'NE.
• DO NOT MOVE TANK WITHOUL COMMA"OER'I ORDER . • •
I Gl!DUNIl GUIDE RANKS EVERYONE.
l KElP TO YAROI FROM GUIDE WHO \liOUID AVOID HOlES,
WAttS OR FREES BEHIlID HIM.
9. AT NIGHT , , • 5TDt' WHE" YOU (AN'T SEE GUion UGHT
gGNAl.
I. DRIVER I NOUlD AlWAYI SEE YOU MOUNTING OR DIS·
MOUNTING. • 25. WHltI REfUEliNG, SHUT OFF ENGINE AND KEEP A MEMBER
'f. KElP HIPS BRO\'! NAT(H RIM OF MOVING TANK.
I. LOCK NATQ!E5 IN OPEN OR SHUT POIITION.
GO YHRDUGH. WOODS HEAD FIRST ONLY. BUTTONEO·UP-
USE GUN FOR fiRING, NOT WOOD·(HOPPING.
T6. O~IVER WHEN iN DOUBT-STOP. TANK COMMANDER WHEN
IN DOUBT gGNAl DRIVER TO STOP.
lB. :~\OT D~ENGAGE ClUTCH OR IH'fT INTO NEUTRAl WHEN
OESCENO'NG HillS.
19. DO NOT (UT OFF 'GNITION SWITCH WHEN DESCENDING HI~.
20. EASE INTO AND OUT OF DITCHES AND HOLES.
21. AlWAYS COME TO A (OMPUTE STOP BEfORE \liIFTING INTO
REVERSE.
22. SlOW DOWN WHEN PASSING TROOPS OR OTHER VEHiClES.
A BROKEN TRACK MIGHT (AUSE DEATH TO A lOT OF MEN.
23. PASS A COLUMN ONLY WHEN ORDERED TO .•. BY A COM·
PETENT AUTHORITY.
24. FIXED FIRE EXTINGUISHER OPERATES ONLY IN ENGINE (OM·
PARTMENT-IIEEP OTHERI READY.
~:~:I~~T~~G~l~~(~Z;~~. Of THE TANK WITH A PORT·
26. NEVER USE GASOliNE FOR ClEANING.
27. NEVER RUN A TANK ENGINE INDOORS WITHOUT PROPER
VENTIlATION.
2B. NEVER IlEEP UNDER A TANK. IT MAY MOVE
29. NO HORSE PlAY.
 The crankcase ventilator-valve, a com- uum is high. When the engine speed is
plete unit found on most War II-model increased,the manifold vacuum is low-
engines,is no bigger around than maybe ered; the valve opens and lets dean air
(hree cigarets and a couple of kitchen be drawn from the air-clea ner tube
matches, and barely as long. In fact, the (through the engine oil-filler-pipe and
crankcase ventilator-valve often isn't crankcase, and then through the venti·,
found at all, and is neglected more than lator tube and valve) to ventilate the
otherwise. crankcase.
The manually-controlled valves like on Because it picks up muck and dc,gs
the M34 breather system ,were described itself in doing its work,you've got to dean
on Page 96, PS#3, and you learned about it to keep it opening and Closing-other-
the harm that could come to the engine wise it will conk out and so will the
if you forgot to open them after under- engine. For instance, if the valve fails to
water operation. (A similar, hand-con· seat good, the engine will act like it had a
trolled valve is used on the M3S, '/.t-tOD.) leaky intake-manifold, and may have you
An unventilated crankcase ' on 'Older- scratching to try and find the trouble.
type vehides will also suffer from sludg. Remove the ventilator valve from the
ing and corrosion when the ventilating engine and hold it snug in a vise to re-
valves aren't working for any reason, and move the top. Clean the valve and valve
the valves don't have manual controls of seat with solvent, make sure the spring
any kind. operates freely, and reasseriihle the valve.
This little ventilator valve's job ;,.... to Check and dean all connecting tubes or
scavenge the carbon and sludge-forming lines. Do this little job every 10,000 miles
vapors from the crankcase. The valve is ... or more oiten, when vehicles are oper..
spring-loaded, and closes when the en- ated a lot at low speeds or at lqw engine-
gine is idling because the manifold vac.. temperatures.
200
 punching like a scrapping lightweight, can
sometimes behave like a spoiled babe,
Yet, those little nuisances that irritate; and '
make you forget what mama said about
using swear words, usually have solutions. ,
Just snuggle up dose to your problem, try
a couple of these tricks, o,!d maybe you'll
find your answer.

rounds of tape to hold it. You'Hlike chis

OIL LINE SLACK
If you're afraid of kinking your oil line
wich the JULY issue suggestion of turn-
ing (he oil filter one stud to stop the line
from flopping against the manifold,
here's 2. couple of more ideas. For one
you can take the slack out of the I,ine by
turning the clip attached to the timing
gear cover, \Xfhen the closed part of the
clip faces the center of the engine, you'vc
got whac you want, In fact, vehides now
in production are rigged this way. An-
other idea is to pull the line up through
the bracket tight and then wind a few
one only if you aren't against cape as an
interioC" 'decora~ion, Try these for size.
SLIP JOINT ARROWS
Those two arrows on the front and rear
propeller-shafts on the old 1\-18 Jeeps are
supposed to point our where the splined
slip-joines arc lined up. Sometimes those
arrows arcn'c shooting at each other and
sometimes they aren't there at all. \Xfhen
these joints aren't happily mated, it
causes a whipping-vibration of the shaft
that damages the universal joint. To sec
things seraight, check those arrows and if
~.

I SLIP JOINT ARROWS

~~rY=---I.~ REAR PROPELLER SHAFT ~

{~= ~l
~ FRONT PROPELLER SHAFT ~J .•

201
they're missing, mark the Spots before
disassembling tbe unit and then tool
[hem on.The ne w M3S's ne e d no arr ows
because they have a blank spline leaving
only one way to match these parts [0-
gether and thafs the right way.

WELD BRACKET SUPPORT

\'X' hen you sec some jcepster with his caJIed for in \'X'DLO·s. PS nosied around
hunky dragging. it's probably because and learned that the scuff the facrory uses
the anchor-bracket support of his cail~ is of the waterproof variety while the
gate broke loose. You too can know this lube·order lube isn'c. This waterproof
shame. The support is connected only at kind is cached for special purposes only,
the top and often breaks loose, especially so use what's in the book and feci safe.
on the right side where the spare tire \'X'hen you need some grease in the hous-
hangs and bounces. To keep a tighe ing, it's better ro remove the factory lube
hunky, all you gotta do is put some spoe than (0 mix the two because these lubes
welds down the sides of the supporr, tend to separate jf packed in the same
thereby hanging the fail tight (0 the unit.
chassis.
TIGHtEN PACKING NU1S
STEERING GEAR LUBRICANT When water seeps .oto your m.mlold
When )'OU opened the steering gear through your ",indshietd wiper when
housing you found the lubricant was a you're fording, or air into your gas line
different color and consistency than chal through your primer pump .. handle,
202
brother, your nuts ;uc loose, You o ug hn. p rim er to start your It'l38 on nippy mo rn -
keep the packing nuts ti.ght on both these ings ( whe:n you o ug hta be usi ng you r
openin gs if you W;'lI.llI;& swim up [he op- choke instead ( may nOt (U rn our to be a
posite bank. l\I icke}i Fit'lIl, bue probably will give: your
engjm~ a preu}' bad hangover. Such ca r-
RADIUS STOP SCREWS rrin gs-on ca n da mage your en g ine no
Should )"our vchicle rub irs ( ra nt end bel.:a usc o f e xcessive crankcase di lu -
" 'heels :lgain.st [,he hold down brackcts cion and ' migh t even g Ct it headed for
lI,'hen you're ma king h:lrd turn s~ i[ <:a n Engines Anon Ylllo us. 50-0-0-0 · 0 . to kee p
be set strotigh t pro nco, yo ur ' ne w M 38 engine o uea th e jun k) ard
First check your wheel 3;lignment. The -usc your choke: in .chi ll y weather only .
fault may be there. If th a.t's OK. th en its Layoff the prime r except for the emer·
probably your turn ing- rad ius stop -screws stnc}" purpo ses it's mea n! for .
that need adj usting. Thi s contra ption lies Th at li ttle g :ld ge t is inte nded for usc
behind both sides o f the fro nt ax le ncar-
in sub- zero w("athe r ( n: peat : sub -ze ro
the wheels and a litlie t wist mJ}' do the weadlLT) when th e choke doesn' t [eed
tr ick. T he T l\t ca lls for a tluxi mum t urn- rhe cylin ders a rich ('no ug h mix lU re he-
ing rad ius o f 20 f t. for t hi.: right and 19 caU Se cl lL' mO to r d o<.-s n·{ turn 0 \"<'-[ fas t
fr, for the Id t wheels of (he veh id e. enough .
If your turning angle is sec at 23 ° from
Another thing th :u 'll wind up in cran !'; ·
straight ah ead to maxim um turn, as you'll
else dilution is im proper sC:l!ing oi the
find in latl:r production models, you
p rimer ('hcck-\'a lvc. wh il.:h all ows r:l.\\"
sh ould be safe.
gas (() be drawn into the engine. O rd i-
n,tr ily if dlC v;i! ve is se,ul·d cor rerd,\"
w hen ncw it shoul d roruinuc to Glr ry
o n for the life of the "ch ick. Bu t JUSt
Ic c it get sea ted wrong a nd things begi n
to happen. Sli g ht kabge at the check
va h"e may scared)" he not ired . P rohahly
fi rst th ing you know you'll bc using an
a wful lot o f gas. A baJ ly scaring dlc( k
va lve will makc the eng ine an li !,;e {he
car b u rero r ch o ke v;dve was p ;J f( iall y
d osed,
T o (:herk the v;J lvc. di sconn ect thc lin e
frolll the pr imer to th e ma nifo ld at lhe
p r imer a nd wi th just en oug h pr('ssure
in the fu el tank (Q fo rce the gas up in to '
DOES YOUR CRANKCASE the pr i m c-r ~ ta ke a look and sec f at yo ur·
GET DILUTED? self v.~h et h e r or not there is any gas leak-
A S110rt sno rt of .raw ·g as (rom ),our ~-jng throug h the primer.
203
 REVIVED SHOCK ABSORBERS
Dear Editor,
I've found that we're able to get a few
more months service out of shock ab·
sorber links by loosening the tapered
sha fts and giving them a Y4 (lim to ex-
pose new wearing surface on the pin to
the up and down motion.
The system works good on about 7570
of all shock absorber li nks on Gi\fC
21j2-too and the Dodge % and 1Y2-ton
vehides.
Sgt W. B. Anderson
Service Co 2d A/ e Regt Dear Editor,
c/ o PM New York, N. Y. Often the wells on distributo r caps cor-
BUMPER LUGS
Dcar Editor,
During our severa l months of recovery
operations ~ Korea we have found (hat
many of ~r jobs have involved recover·
ing tanks practically buried in rice pad-
dies. Here, even though we have applied
every mechanical device avai lable, the
torque on the line has pulJed the bumper
lugs out of their seatings, sometimes caus-
204
ing damage to ot,hex mechanical features
of the vehides. So our idea was [0 Cut
holes through [he bumper and then im.
provise special bumper lugs that could be
passed through the holes and bohed di -
rectly to the side rail o[ the frame. In this
way rhe pull comes on the strongest part
of the [rame,
1 st Lt Leroy Ingram
57th Ordnance Recovery Company
STEEL-WOOL HONE
rode for one rcason or another. Here's
our method of putting rhe caps back into
service.
You'll need some solvent, a srnaJi baH
of s(eel wool and a crank devised [rom an
eight. illch piece of 3/16" or VB" weJdin~
rod with small prongs at one end made
with a hacksaw. (A short stra ight piece
of weld ing rod with prongs at one end
chucked 10 an electnc drill, however,
works much faster.)
 First dean the distributor cap on the
outside with so l\'cnc. Eicher Icc th is dry
n~turally or h:mcn the dry ing wi th air.
J\hke sure there are no cracks in the body
and also thac there arc no carbon cracks
between POSts.
Then place the ball of seecl wool in the
d istributor well, insere the prongs of the
crank tool in {he steel \-':001 and turn it to
remove the corrosion inside the d iscribu-
·[oe welt. Neat? (Sec Fig).
SFC W. C. Rowekamp and
SFC R. H. FortinI
9301 TSU ORO lORD BDI APG, Md.
205
LUBE FREES GMC BRAKES
Dear' Ed itor,
Mechan ics tha t have difficulty adj ust.
ing brakes on the 2lj2-tOn, 6x6 due to
frozen adj ust ing screws in cnd covers
of wheel cylinders and rus((;d pin and
washer assemblies, shou ld remember to
lu bricate and free up these items during
a sem i or monthly se rvice. A little oi l
here will go a long way and save ti me.
. Sgt. Stanley A. Niemiec
Service Co 2d A/ C IUSCONI
c/ o PM New York, N. Y.
(Ed Note-You're OIL righi, Sergeant.)
2 '(,-TON DUMP SEALSAVER
Dear Editor,
Here's a fix we used on the GMC, 2ljL-
ton , 6x6 cargo dump trucks equipped
with,jo.nthony Hoists. These trucks had
been giving us a lot of trouble with the
sea ls blowing out (or at least coming
oue) in the dump body hoist-cylinder.
Then an auto mechanic at Sierra Ord-
nance Depot came through with an idea
that not only prevents the s[anda rd-
e<juipment seal from coming out, but
also keeps the piston shaft clean, in this
way nuking the origina l equipment seal
last longer. The machine shop at the
Sierra Ordnance Depot developed the
id ea and it worked out very successfully,
Here's how you do it :
Make a sleeve to go over the end of
the hoist-cylinder with a plate on the
back end of the sleeve to restrict the
movement or blowing out of the origi-
nal seal. Also insta ll another seal to the
forwa rd end of the sleeve (this seal to
be installed in the opposite direction to
the original seal). Secure the sleeve to
the hoisr cylinder with six diamcrrical1y
opposed allen screws as shown in at-
tached photographs.
Forrest L. Gibson , OCT
~~ . ~2C...;;:.;.; t
(Ed Note- The Proof of the pllddill'
;s iIJ the etltill', we always S(ly/)
M52 WINCH
Dear Editor,
Our ficse sh ipment of tractor 5-ton
6" 6 M52 Diamond T's just arrived and
already we got troubles.
Our biggest heada che is the winch
al!d believe me they are really tricky.
Watch 'thae lock pin when you are using ~
(he winch from the cab of your vehicle
and be sure j( isn't in its locked posicion.
And that dog or outside dutch, the
first notch on your right of which is
206
supposed to be neutral. You'll have to
push that lever past che norch and as
far as you can go to the r~gh( to reach '
that position.
Now we fin ally gec to the operating
lever. We advise puning a hinge affair
on the floor to keep and ma ke positive
sure it's in neutral. If you notice there
isn't a thing to keep you fro m knocking
chis lever in gear.
MSgt E. R. Wort.
Camp Atterbury, Indiana
MUCKRAKER
Dear Ed itor,
Here in Korea the mud will build up
bctween the wheels on a 6x6 cruck when
operat ing at a slow speed, in chis way re-
ducing onc's tract ion. To overcome this
1 have taken a discarded winch cable and
run it around both sets of duals, clamp-
ing the ends together. The splice must be
smooth and the loop right enough so it
won'( chafe the sidewalls of (hc (ires, but
not so tigh r as to cu r the \.."heels or inter-
fe re with changing them. The attached
diagram will show what I mean .
Pvt Wa yne E. Glover
San Frc nci sco, Ca l.
 M51 TAl L-GATE LOCK
Dear Editor,
f ailure of the locking dev ice on the
Marion dump-bod y tail-g:u c on the 1\1151
5-(on Intern atio nal. Harvester du mp gave
us some trouble o n thi s station until c pt
Rohert H . Jones, Jr. and Sgt Lo uis Pres-
cher 'of 398(h Eng inee r Const Bn got
their hack saw and wclder toge ther to
cobble up a fi eld fix that does the jo b.
As shown in the dra wi ngs, they made
a small pin of 3/ 16" welding rod, and
right length and size, {>\'o pieces of st iff
wire, like salvage choke cable o r weld~
ing rods, and the rest is easy.
Bend {he two pieces of wi re as in
(Fi g. L) and insert them in the co mpres ~
sio n spring as in (Fig. 2) . There you
got it. The loops in the wire stick ing
out at bmh e nds of the spring may now
be used fo r li nkag e.

I
supported it by two '!<i.i nch.st rap brack·
ets welded to the gaee larch. Turn ing
the p in locks the gate. They put lump
weld on the p in after it was assembled
inca che brackets so it can't fa ll Ou t .
J. H. Morris, OCT
Ft. leonard Wood , Mo.
Fig. 1 Fig. 2

An added feat ure o f this contraption .

is thac' [he linkage won't se'parate if the
s pr ing breaks. T he co ils of the sp ring
wi ll be hcld by che hooks at the ends of
the bent w ire.
S9! R. H. Fortin
9301 TSU ORO (ORO BO) APG, Md.

BRAKE-PLUG TOOL
Dea r Ed itor,
Don'[ wa ne [0 contradict Sgt. M. V.
. Brown on his idca fo r removing {he vent
p4.lg f rom GMC master cy li nders to
RETRACTING-SPRING GET -UP check the flui d level, but I've found the
Dear Editor, square end of the lug wren ch fi ts the p lug
W hen you need a rctraning spring perfectly. All trucks have one of thesc
(which pulls inward) and alt }'OU gOt wrenches.
:lee compression springs (wh ich push Pvt, Wayne E. Glover
o utward), whatcha gonna do ? SUCO 17 Ret
Just pick a comp ression spring of the San Fronr.isco, Co l.
201
 ...
ENGINE OIL DIPSTICK
Maybe you've already puzzled over
the fact that the oil dipstick reads like
the crankcase is dry ,,,hen you know
darned well it can't be. The dipstick
itself is off. It's a bit shorter than it could
be, and won't touch oi l if (he oirs a
Hnle better than 5 'Iuacts low. However
-don't Jet this news go to your head.
It's true that with a 22 qllut capacity
the danger level ought to be around IO
quarts low- but since you're minus a
cepta) baH, you can't go assuming
there's still enough oil in the crankl;ase
fven when the dipstick does come out
dry. And while you shouldn't have to
stop operating at 5. quarts low and a
dry stick, ,you can', go running around
¥1 the dark, either.
\Vhat you 'could'(Io is weld about tVl'
208
mocc on the cnd of .rhe stiLk to make it
fonger, and then calibr:Hc your own
stick;1.( an oil change. Mark the longer
stick at the k:vcl of oil after you've
added the first 12 quarts. That mark
will be the level of 10 quarts low-and
danger. Then :1dd the rest of the oi l, a
quart at a time, and keep marking the
stick. After this, thcrc'lJ be no more
guess.\vork.
TRANSMISSION OIL.UVEL
In case you don't already know it-.
the transmission oiJ has been reduced by
6 pints. It's now 18 pints without power
rake-off, and 22 pints wirh power take-
off,
This was a necessary change because
oil was dripping along the input shaft
into 'he dutch housing when the truck
was off level. Like when it rolled down a around and changing the units from
hill, you'd lose a pint or so of oil into their horizontal position to a vertical
the dutch. Oil in the clutch housing, of position. Theydon'( last as long laying
course, means no more clutch. So it's with on their sides as they will standing up-
good reason that you'U want to watch right. Position in life is everything.
the transmission oil tel-'d. The change is made by adding an el-
How can you watch the new level bow and a nipple to the present set-up
through the old fill-hole? That, you say (Fig. 2). Keep a check on yours and
would be impossible, and you are right. see that it gets caught soon.
Naught else to do but make a new in.
DIESELING ACTION
spection hole.
How about it, whcn the ignition's
Use a 7/ 16" drill for the hole, drill swiH:hed off and the engine keeps on
about 2" over from the center of the fill. firing her fool head off- not in good
hole (toward rear), and 5%" up from order, but popping and coughing all
the center of the drain hole. Thread it over the place? It's called dieseling ac-
with a Y4" ;18 N. P. T. R. tap, and cork [ion. And if it weren't for [he dc-gassers
it with a V4" Square Head Pipe Plug on tanks, they'd act up the sam e way.
(H006.0283905)(Fig. I). You've got a big engine, here. The
After you've got the new hole, and cylinder walls are lots thicker, the cylin-
chis is im portant, drain and flush the ders heavier than you'll find on lightcr
transmissi on to wash out the chips and (rucks. The thicker the metal, the more
slivers of metal that fell down inside. heat it holds and the .cooling system
doesn't always get a chance CO carry it
OIL-GAGE SENDING-UNIT off before you turn thal swiech. If you've
Be on rhe lookout for a change in the been driving hard and all of a sudden
posicion of th e oil-gage sending-unit- shut her off, there's enough heat left to
the manu fa cturer's men witl be buzzing ignite the gas, and there you are: diesel-
ing action. along with their shroud? If you've been
Let the engine idle for a few minutes driving over ground that tw ists the
after a tough haul, before you shut it chassis like a hula-dancer- then the fan-
off. This dieseling action is not true to-shroud-clearance cozies up and makes
firing, it'll be fir'ing with the piston in an awful racket.
llny which position, and that's not good The fan shroud isn't circular like the
AS you know. So idle a while, before you path the fan makes; The shroud has SO £(
switch the switch. of flat-looking sides (Fig. 4). And when
CLUTCH-RETURN SPRING the trucks chassis gets twisted all over the
it 2nd the
A 10[ of these 5-tons are running place, the shroud goes with
... round with the clutch-return spring
.iooked on the tool-box bracket. That's
bad. The bracket isn'r strong enough to
withstand the pull and it's bending like
with pains- what happens to the spring
action in this case, shouldn't. And what
happens when the bcacket breaks, is that
you'll be reaching down and pulling up
the clutch pedal with your two hands
while you steer with your third.
Fasten the spring in a hole in the .
fr ame or frame cross-member (Fig. 3)
instead of on the tool-box bracket. The
frame can take it and the spring action fan blades strike the fiat sides.
will be good. Now, instead of crying to stop this
FAN-SHROUD INTERFERENCE racket by working on the fan and maybe
rk on
How ar~ your fan blades getting fouling-up the fao's balance-wo
the shroud. Push olit those fiat sides and
give the .fan more room.

ENGINE REMOVAL
\"'(fhen you've got to remove the en·
gioe on the M41 and M51 , remove just
che engine. Leave the rear mounting-
plate where it is. Take the rear mount·
jng-nuts and bolts out of the engine-
not those that faste n the plate (Fig. 5).
When the plate and rubber biscuit
gee caken along with the engine, (he
wiring harness gets pinched against the
upper flange of the frame side·rail. This
"10
is at (he point where the wiring harness way if the mounting-screws areo', kept
crosses the frame on its way to the in- tight because the governor'U bounce
strument panel. loose. The screws will just have to be
And another something to look out tightened ... often. W'hich means that
lor is the wiring on the headlights. first you'll have to take the cover off
When the headlights are mounted in the governor. It isn't the cover screws
their lower position-without winch- that let the governor work loose, but the
rhere's an extra length of wire allowed two mounring-scre",:s under the cover.
(enough to let the headlights get raised
to the higher mounting) which loops TRANSFER-CASE SHIFT -LINES
The ' transfer-case shift-Jines (Fig. 6)
on the~e jobs are idenrical right now.
Th~Y'll be changed in production, and
the length of each will vary enough
so that switching them when they're
being connected will be impossible. But
on your 5-ton, the odds are against )'ou
getting them hooked up the way they
should be.
Il you're real experienced at ha ndling
this heavy truck, you'll know immedi-
ately that something's wrong if the
shift·Hnes have been switched. T!1e tIres
scuff-and you feel a noticeable drag.
arpund in the breeze_ It's easy to see that It's easy, though, not to be that sensi-
this flopping wire could get snagged tive to performance.
when the engine's hauled out. You just One way you can be sute of the right
have to know about it, and keep at least
twO eyes open_

GOVERNOR SCREWS
It's not you 'who can't tighten up
those governor mounting-screws-it's
the screws themselves that won't stay
tight; A lock-washer isn't used since you
can't keep a water-proofed seal if you
stick in a lock-washer.
They're testing a new screw for the
governors, it's got a block of nylon in it
that'll thread itself in the screwing oper-
ation and really lock the screw tight. In
the meantime, though, you'll be in a bad
211
hook-up is to check it. Jack up one front drum (Fig. 7). And what happens is
wheel (the other front wheel must be on that so much heat is builc up in this one
the ground). Make sure you've got .air section that it fuses the metal.
pressute- then with the main box in a You can do darn near as good a job
forward gear, the jacked wheel should of demolition by riding with the emer-
turn freely forwHd. 'You shouldn't be gency brake on, as anything your TM
able to spin it backward. Then shift to could give you on destruction of ma-
the reverse gear. \X/ith the gears in re- terial. Only in this case, you are your
verse, you'll be able ·to rotate tile wheel own enemy.
backward but not forward. WINDSHIELD WIPERS
Once you know that the lines are If y ou've been baving trouble with
connected right- how about marking the windshield wipers going on s[(ike,
them? Put a dab of white paint or a check the mounting screws. You'll prob-
neon flasher or something on one set ably find that one of thelJl is blocking
of lines. the wiper's passes. When you find [he
screw, chop off its end. You'll have ac-
EMERGENCY BRAKE
tive wipers from then on into where ir
These 5-tons have emergency brakes
ain'r gonna rain no more.
that truly are emergency brakes. They
are so good that forgetting to release BATTERY TROUBLE
the emergency before taking off like a What you need to keep that battery
big-eared bird will set fire (0 (he truck. on the M51- rhe dump truck-from
Ie. has happened. getting a constant shower of rocks and
Emergency brakes ordina rily have a dire and rubbish, is a higher protector
shoe that circles the brake drum and plate on the gas tank. Not only will it
pressures it all the way around. But keep the banery out of trouble, but it'll
these brakes work with two short shoes also keep the gas tank clean and unhurt.
--one outside the drum, one inside the
 What every young man should know but be mighty sure the chamois is dean,
about plastic lens - headlight, blackout clean, clean,
light, StOp light, etc.-is th'ac while they S6 9·4 (26 Jul), 1946) on prepacation
may look and feel like glass, and substi. of Ordnance material for shipment says~
tute for glass, rhey can't be treated like Paint head lamp lenses on all vehides
glass, with black gasoline - soluble lusterless
You'll find plastic lens on all water- camouflage paine (powder form) ,. ,But
fording vehicles with the 24-volt electri- As said before, what goes with glass
cal systems, And if the plastic isn't han- doesn't go with plastic. Before painting
dled with a kiss and a prayer, you'll find lenses, you'd do well (Q place a piece of
no lens at all on these vehicles. brown paper or some ocher non-adhesive
Moulded plastic has a surface tension material between the lenses and adhcsi\'e,
--==anyrhing that attacks the surface, re- and paint over the adhesive. If either
Jeases the tension and causes whac is paint or adhesive gets on those lenses,
known as "crazing" or "checking", It you're going to be dri\'ing black om with·
(ould get worse - the plastic softens, Out meaning to.
warps, and fogs into a milky shadc, None The secret of keeping plastic fens crys-
of this is good. tal clear and glass-like is in knowing
what wiJl attack the pl astic and what
There arc a number of plastic cleaners on
won't, Here's a check list.
the market, but not all of them arc good
for the particular type of plastic in you r
lens. These cleaners aren't readily avail·
able to you anywl),-espccially not right
when that beautiful camouflage job of
mud ha.'I: to ("Orne off, Your ben bet is
soap and water, or just plain water, ap-
plied gently with rhe bare hand.
Any vigorous rubbing with a cloth
builds up an electrostatic charge on the
plasdc so that it attracts dust particles
from the air. Grinding the dust around
the lens will scratch jt a1l to heck. A
damp chamois would release this charge.
213
 HARLEY BA HERY POLARITY all the lights and leave 'em on umi l the
banery's all used u p). Then recharge it
Dear Hal/ .Alasr, in the origina l direCtion and reconnect
In 111)' ollt/il we have a number of H.D. it with negati ve ground polarity. And
solo motol"Cycles thaI are used qlli/e a bit. here's sonlcthing to keep in mind. It isn't
Right alollg we'd been i 1l51aIJiJlg fbe b(I/' wise to charge any motorcycle bancry :u
teries posititle grouud 011 1111 oflbe' ()'C" l es a rate of more than 2·3 amperes an hour.
untiL slIddenly we no/iced the poill/s 011 Any more than tha t- and your battery
the .lIo//age regula/or were buming out ma}' be a gone goose !
011 1II0St ~ oj-the cycles. Jf/ hel1 'he TiH
didll'l come liP It/jib the amwer u'e
slar/ed u"ontiering about fhe pohlri'), 0/
¢IcJt -J1ld
tbe current, Then we conladed II cil'ilillli TANK TRACK REPAIR
H.D. motorcycle dettler, who uotified lIS Dear Hi/If-Mast,
Ihal fhe btll/ery should be imlaJJed lIega- Can ),011 wise 11$ liP 0 11 tbis problemi'
live ground. If tbe eccentric is pmsed /I ·bile tighten.
So what we did tNlS completely drain ing tbe track on all M46 or similar type
the baueries twice tOld recharge them track, tl1ld the lrack is still loose,;s it ad.
!wice dnd since thell we haven't had any visflble to remo re olle block? If a block
trouble. N o w w/Ja/ would ),011 hlll'e ;s r emo l'ed fr om olle irack, lIlId (be olber
done? Did we do the right thing? is ligbt enough not 10 warrant/akin/!. O ft!
, cpl A. E.. V. a block, u 'ill Ibis condition hlll'l? .tn1)' ill
Dea r cpr A. E. V., effects on dl'il'ing? One "track u·ill hal'e
\,{{hac you did was all right but you slightly more wrface'IQUcbill g t he
didn't rea lly have to drain the baue r};. grouud. .
Simply d ischarge it comp letely (cum' on Sgc F. L. M.
214
Dear Sgt F. 1. M. ,
\Xl hen the tra ck is sti li too loose after
eXtrenle adjustment, ali you can do is
p'ull iJu( -a· block. On.e block's difference
between the tra("ks won't affect the Steer-
ing.
M34 COMPRESSOR
D el/f Ha/f-Masl,
Couple-of 115 gu)'s.. were t1rgllillg IIbOHI
lIu/inthlflllce 011 /be (lir-co.'~/pfe5Jor air
de(w er 011 tbe 21/2-toll 6.\'6 R eo "'3-1,
Seems some gal tbe idea Ibal tbe bose
u'bicb COllllects tbe engille air . delmer
alld the air-compressor air-clealler takes
((Ire of feeding cleall ail' to tbe ail' com-
pressor fill(/ 110 mainle/lflllce is lIeeded.
I S(()I IIO, IVbo's rigbt?
A. M. P. , OCT * and roun ding off the corner, or you
Dear i\fr. P.,
.If that was a money bet, pick up the
chips. That hose you speak of is only for
fording and unless the engine air-cleaner
is serviced as often as the main air-clean-
er, you're going to let dirt into the com-
pressor, evclHually inlO the oil system
and bam ... soon no J\-1 34 ! Tdl 'em to
hustle and cl ea n that air before it hits
the compressor. ¢/a,fJ.-'#1tZ<Jt
*Ordnance Corps T echnician
M38 BRAKE PED A L
D ear Half -I'lasl,
lt7bile d,-irillg one of tbe l1ew M 38
',4-IOlllllilil), tmcksllot 10llg ago I came
auoss a definite safely baztll'd which to
»1y milld cOllld be easily, quickly, alld
cheaply relltediej . AI p resenl Ihe brake
215
ped'JI IIU/{:iuj'es flpproxillwtely 2'; x 4"
IIlId is so local ed- Ibtlt I/Illess II 1111111 keeps
bis fOOl a,wl ped-to /be rigbt olltbe dC·
relerttlor it u'ill illl'ltfil/My slip to Ibe
left (//lll ullder tbe lip 011 tbe figbt-bllnd
side of the brake pedttl, Suppose be has
10 slop sllddeuly- u'bflt happe1l5.' His
fOOl is phmed dOl/ 'll by tbe bl'(tke pedlll
becllllse his sboe is Cilught on tbe dOlO/-
wltrd lip. Result- accidelltf
Let's cut dOl~'ii oll/bese sllfel), hflzm"ds
tI~J Ice CIIII. H e/'e (Ire a couple of sugges-
IIOIIS, IV hy 110/ lIIo/ 'e the pedal 10 tbe
lefl tIIul refillce its size.' Or 1"I.'lIIo/'e tbe
IiI' and rOJllul off /be. comer?
S3t W. G. H.
Dear Sgt \V. G, II.,
\-X'c'll go along with you about remov-
ing the downward lip on rhe pedal pad
might even take -'the accelerator foot-
rese button off to give your foot a lietle
more room.
Now as to Jl19vi ng the brake pedal;
that would be a good idea if there wcre
enough spacc. But the peda l is mounted
on the in side of [hc left frame,rail. The
mastcr cylinder is mounted inside the
frame rail and directly behind rhe brake
peda l. Th e brake pedal cannot bc moved
lO the lefr because it muse alinc wirh the
master cylinder and there isn'c space to
move the master cy linder to the left.
{thd;
 PAINTING BATTERIES Not me, Mr. B.-on vehicles, effi~
eieney's better [han glamor!
D ear Half-Mast,
If YOllr readers filld it hard to kl.'ep
corrosion ol! battery posts and terl!lilllt/s,
lei tbem fry Ibis, R elllor/e Ihe battery,
1Jafi- Jllad;
M34 REAR-WHEEL BEARINGS
.cleall u'ilh LI'ater (lIld wire brush, blow
d ry wI,h air gUll (wd then paint p osts Dear H alf-Mast,
afld term ;'./als good with OD paint . Re· R ead a slatemenl, ' ill the June issue,
plaa the tenlliuals Oil/he pqst aNd lifter Ibat you sbould put ali e.\'tra pound 01
the paint dries tbere wmJ't be auy corro- grease in /h,e rea,. wheel hub cavily on
sion for abo"t six 1l1()flths. Best of al/.. Ibe M34.
you won't get gigged when Im perlors Tell tile, Mr, Crystal Ball, what good's
pay you a l,isit, T his is much d educr il gOllna do?
tball meH)' greases. cpt T. R. B.
Dear Cpt T. R. B"
AIr. lV. L. B.
Grease contains oil. If your rear wheel
Oea r Mr. B., bearings start to get a little hot, because
N oe me, Mr. B.-wouldn't pa int a they don't have enough lube, some o il
batlery under any condition. If )'ou wa nt is going to seep from that extra reservoir
to ge[ aniscic with a pai ntbrush, dip it of g rease in thc h ub cavity and cool
in cup grease or pC[roJeum . , . bUl them before they get too hot and mcss
paint? Not th is fellah ! up the works,
If you wash off the corrosion wit h
f iemy of warer, lube th e banery POStS
and cable terminals with a light film of
M51 PUBLICATIONS
pet ro leum or grease ( #90 transmission is
rea t good), replace the cable termina ls D ellr Half·Mast,
and keep the battery dean, should be no JJ7e hllve a Ilew M51 (5 t 0l1/):..:6) Illler.
more corrosion, ever. Ii you still gOt nalional dump truck, aud Call1lot locale
corrosion, you got a most p~eu l i ar dec- a i\J(liutel1aIlCe AlaJlllai or all SNL. How
tr il...af system. can Olle 0/ eacb be obtained.'
Like with e verythi ng else that's strierTy IIlSgl R. L. R.
for beauty (didja ever watch a gal make
up· her face? ) it takes care and precision Dear MSgt R 1. R,
-and most of uS tend to get PJi nr-ha ppy You're out of Juck on an SNL for the
with a bru~h. Then one harassing day M51 at this timc. That hasn't been pub.
when Y0l:l need your vehicle most ya find lished yet, The TM you want is 9-837
it won'[ go .. _ and you'll never suspect ~ nd AG publications is waiting for your
a blob of p aine plugging the bauery-cell request
vent hole . • . or a th in layer of insula-
tion . that WO~ 't let the. current through.
216
 M24 ENGINE OVERHEATING
Dear Htdl·Mast,
IVe bave tu.'o M24 tanks h, our Recoil
Pla/ooll. One of/bese lanks rum so bot
we em!'1 drive it over fOllY miles u)ilhoflt
it boiling over. It's just olle eIlgillt' that
callSes tbe trouble. We'tle tried every.
thing il1 ,be book and we're stuck Sarge.
got 1lI1)' ideas?
Cpl K. F. Z.
. Dear Cpl K. F. Z.,
Yeah, I got ideas-l::~t she's married,
so back to business. 'X/hen you got one
hot plant in the hull, there's (Wo things
(0 consider: I-Are aJl the factors (hac
mmcibute to cooling on the burton? 2-
Is the hot engine doing all the work,
consequently overheating?
In addition to your repairs try making
these checks: Ace seals in rhe radiator
caps and in good condition; recheck fan
belts for adjustment (rust on pulleys may
have given false adjustment); make sure
bulkhead plates and transfer case covers
have not been removed (allows hot air
recirculation); synchronization of en-
gines; synchronization of hydramatic
transmission; fuel-air mixture.
\'X'atch for the galvanized plating in-
side fuel tanks peeling, ruscing. and clog-
ging lines; fuel pumps in tanks some-
times become coated with varnish caused
from stale gas, it may be gumming the
pumps. ;JaPt-1/ld4t
AXLE. FLANGE-HUB SEAL
Dear Half-Mast, ,
Takt it lor whal ;1'5 worth, bill l'fft
bem able 10 slop worrY;11g aboul COII-
217
slmlt loose bolts all my 1ft-Ion jeep by
subs/ilUlillg PerT"afe,\' #2 for tbe tl).'/e-
flange gtlsket. I applied Ihe PeJ"llUllex
#210 Ibe ~olid me/al.fo·melal COil/lief 0/
the axle-flallge and l)JIb and then secured
the flange bolts Ihe s~me as mlltd. Did
this a mOlllb ago, and fjJere's been no sigll
of lube le(lkllge, or loose bolts.
cpl G.II".S.
Dear Cpl G. W. S.,
Well, I'm thinking chac if you keep
your flange bolts properly tight to begin
with, shou ldn't be any need for substi-
tution-and [ can't go along with Per-
matex #2. It's funn y stuff-sets like glue.
Use too much and you'll never get your
axle off; ' use roo little and it serws no
purpose at alI .. . and to get it just right
in a place like chis, is a real neat trick.
At best, Permatex won't keep youc bolts
from loosening because vibration will
stcetch 'em. And until you can tighten
the bolts, the gaskec'll take care of the
expansion-something Permatex ''''00'(
do.
Stick to [he gaskets (with some Per-
matex if you like) , keep those bolts tight
and your jeep wilr thank you by holding
her oil and keeping her yak free of
clack~ Ua1j- ?JZt14h
 RVlHIW WAYS TO
• _ _ faOMYGUa

M34 THROTTLE STOP SCREW rvfora l: Bette r put that screw right
Heard a sto ry the other day about a back or you're gonna be caeeyin' thac
pack mule who was carryin' a load along poor mu le on your back.
a river bank . H e thought he was haulin'
sugar and deliberately slipped off the M34 TOWING AND ROLL BACK
bank and ioco the water. His idea was "The dr ivers louse up more units drag.
that the sugar wou ld dissolve and li ghten gin' in a disabled vehicle than was bug-
his load. Poor mule had .llipongcs in his gcred in the first place," is a peren n ial
_ pack. bellyache of maincenance shop sergeants,
Heard anoeher story thac goes like "We'd save rime and pares by closing the
this: doors and pick in' 'em up ourselves."
\X/hen your M34 hits the 1000-mile If the truck can be towed with all
mark, it's time to get rid of the th rottle wheels on the ground (no damage co
Stop in your governor. \,\' hen you rc- axles, wheels, or transfer) shift both
move this ~ and throw it away, ma ke transmission and transfer 10 NEUTRAL
s ure you replace thi s cA position. ThCfl, the gears in the trans·
T his bolt is a part of your governor mission are not in motion, but (he gear.s
and carburetor assembly. It holds the in the transfer are revolving and w ill
governor tight against the carburetor, cause enough lubricant splash for the
making rhe fi t leak-proof. If (he fit isn't bearings.
leak-proof and you and your M34 takes If the transfer is damaged, discon nect
off like a 'submari ne in the first strea m drive shahs at front -axle flan.§C and fo r·
you come l O, what happens? You suck ward·rear-axle fl ange and secure shahs
half the stream into your intake man i- to frame.
fo ld and you're on the bonom like a \X' henever tlle t ruck is to be towed
sack of sponges. "Vt'irh front l\'hecls oT! the ground, from
218
of (ru'tk should only be lifted enou~h to
clear ground so all rear wheels on both
axles can comact the roadway, Discon-
nect the propeller shafts at the forward-
rear axle, secure the end of the shaft to
the frame,
Trucks should be (Owed backward 0nly
",hero all other methods have proven im-
practical. To tow truck with rear wheels
off the ground, disconnect dle propeller
shaft at the from·axle flange and secure
the end of the shaft to the frame,
And here ·Jet it be !,;nown that rolling
this truck backward for any reason, re-
quires shifting rhe transmission lever into
reverse to insure frce movement back.
ward evcn though the transfer case is in
neutral, providing it is equipped with the
double.sprag overrunning chltch. Of
course a neutral or any forward speed
transmission position is OK for forward
move,menr or towing. (There is no free
backward mon;!lllcnt possible with the
single·sprag unit uncil the propeller shaft
is removed),
NOTE: Before removing prop shafts,
alwa.ys rarse onc whee! on the front axle
and one wheel on each rea r axle clear of
the ground to relieve torsional strain
(wind up) and ;a\'oid bu,m,::d knuckles.
HOOD-IfOLD-aACIC. ROD
Mounted on the cmd, in front of the
driver, is a rod, better known as a hood-
hold-back rod.
\Vhen some of us big guys need a lot
of room (0 squirm around in the .engine
compartment we just lift the ~ood off
'-rhe hood support-rod (locaced at' front
end of hood) and throw it back against
the windshield, Along comes a gust of
219
wind, or a helping hand, and wham goes
the hood. It's not choosy about what it
",hams-skull, fingers or somcbody's big
fae caboose.
\Ve pick ourselves up off the ground
and starr to grumble abouc why they
didn't fix a way (0 hold that hood back
,.... hen rou've gOt it raised all the way.
Hood -hold· back rod on the cowl in
front of the windshield? Now)'a tell me
. ~ , now ya (ell me.
ftANSMlSSlON OIL uva
Oil's been getting into the clutch hous-
ing-~o clutch. \X'hr? Because some fel-
las don't know hmv mu.:h oil goes ioto
the transmission and overload it, \X'her:
you overload the transmission the oll
drips down into the dutch housing. gets
f)O the dutch·Qrjyen·disk facings, and'
fouls up the clutch.
W'hen filling rour transmission, keep
a finger in the filler-hole between squ;rts.
\'X-hen the oil comes (0 about 0/.4/1 below
the hole - that's enough. CHECK HER
AGAIN \WHEN THE OIL'S \"<'ARM.
If she's overloaded, bring the oil to the
correct level by draining.
 WAn:Jt I,N GAS lANK dash panel) and hook the air line to the
Condcn~~tion or leakage is gonna give ' gas line in back of the fuel pump. Be sure
.you an accumulation of water in your to do your blowing IN BACK OF THE
gas tank. It'll setcle around the copper- FUEL PUMP. If you -blow through the
fiber filter in. the bonom of rhe tank. fuel pump, pressure's: going to rupture
To gee rid of this wacer, you first wipe the diaphragm.
off the dire around the filler opening and When you're blowing out the line be
cap and remove the fuel-tank filler cap*. sure the gas tank cap is off. If it's not,
If you don'~ know how much gas is in you're going to build up pressure in the
your tank, and, in case something should gas tank and something's going to Icc"
go wrong, you'd bener have a couple of loose.
dean containers ready-cnough to hold There may have been some moisture
50 gallons. Next, remove the little sump or water in the lines that was pushed
plug at the base of the tank and let the through inw the gas tank during the
water drain out-only takes a second or blow job. You won't go wrong if you
two. Put the sump plug back good'n leave off the gas tank cap, ca"ke out the
tight. Connect the accessory air line to sump plug and drain her again. Put the
either one of the two accessory air line sump plug back in good'o tight before
6((ings, (located in each side of cab on you load her with gas.
·PRES;;UKIZoD---Op......1"",[y

(con/hilled from page 212)

About Vs" thick plate will do the
trick (Fig. 8), It should be cut about
lOVl' high and 27%" wide. Have it
welded onto the short plate that's there
now, or fasten it however you know
TR.41L.E"R best. If you choose to weld, remember
LEFTTRVCK you're working right next to a gas tank
I-4ERE -if you prefer to use bolts, place a sheet
of meta' behind the spot you aim to drill
to stop the drill bit before it hits the
!ank. To hold the wide metal protector
~ally solid, you can anchor it to the side
of the tife rack (just above the gas tank)
with a stay.rod. In any case keep the new
addition a good 1Yz" from dle dump
body.
And to keep the skin on your knuckles
<9._ _--' and shins, better round off the corners
and bevel 'he edges.
220
 ANGER! GASOLI N E IN
[ THE AIR CLEANER
as Gin get into the air cleaner on
your 1\138 1/4-1Oos when a full ca pped.
tank is Icf ( in (he hot sun. J ('5 because
heat ex pands gasolin e-and und er a
4 or 5 pound tank-pressure, th e gas is
for ced up the breather lin e an d into
the air cleaner. Naturally it mixes
with (he oil and gums up the works.
If you do find gasoli ne in the air
cleaner- here's what (0 do: 1. Drain
3.nd clean the air cleaner and replace
oil to th e markt·d level. 2. Change co-
gine oi l- usuall y gets diluted by (he
overflow from (he cleaner. 3. Remove
distriblftor cap and look inside for
signs of oi l or gasoline-which gets
in through its vent" pipe from the
air cleaner. 4. If the gas tank is too
full, drive the buggy around for a
while to lower the gas leve l before
lett in g it sit in the noonday sun.
I HEADLIGHT ADJUSTMENT
There's been a revision to TB ORD
247 on the procedu re for adjusting
headlights (PS Magazine, August).
Using the same method and measure-
meors, it's now SOP to make rhe ad-
justment on vehicles without a load.
The theory is that the procedure
. will ground the beam at 300
on an empty vehicle-then whe,n
the veh icle's loaded, it'll automat i-
3C
cally raise the beam to give visibility
for a greater dist ance but it still
won't be l~igh enough to blind (he
oncoming dri ver.
I STARTIN G THE M3 8
You're wasting yo ur tim e ji gg lin g
the thrott le on rhe M38 Y4- ron (0 jcc
a rich charge of fud into the mani-
fold ... th e accelerator pump is v:tcu-
um operatcd and not medunically
linked with the rhroule linkage. On
all cool. cngine an d cold.engi ne
scans, the .M 38 should be hand
choked to avoid unnecessarily long
cranking periods,
I WATER-PROOF
SPARK PLUGS
Changing brands isn'( ah\iays a
cure in the case of break-down of
water.proof spark plugs. Some plugs
show as .illLlch lS 400,000 ohm's reo
sistance where maybe 9,000 to 12,000
is good. As a result of this terri fic
resis(ance, the insula tion on the high-
tension cables gets broken down by
the currcor - allowing th e spark to
ground to rh e 1601~1.
When )'o u've goi: trouble along the
ignition line that's the result of a
grounded high.tcnsion cablc - re-
place, th~ spark , plugs as well as the
cable, else the new cable will end up
thc same w~y, .
. . .' ..... __ ..... toPS . .. -... . . .

t.....
........................IsftKtIH .......... ..
wile .f. the •••• r.1 w.ff.,.
WIIk ...... ways .. cIo old ...... Y.s, . . .
........... .,..·.becom.aman-..._