1955 seagrave model 530-bh manuals

Download 1955 Seagrave Model 530-BH Manuals

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" ( "--...-OPERATING MANUAL Model 5 3 () ,/ Serial No. CONTENTS Engine Section A Clutch, TransITlission & Universals Section B PUITlP Section C Axles, Brakes .z .,s,h'O-k .. ,Ab,sor be r s Section D Steering Gear Section E Lubrication Section F Aerial Ladder & Hoist ( Aerials only) Section G This ITlanual covers only equipITlent that is built in accordance with our I standards. If special equipITlent has been, specified and s.uch as ' air brakes, alternators, etc, procedures ITlust be ITlodified accordingly. NOTE: Always ITlention Serial Nu:mber in any cOITlITlunications re garding this apparatus , THE SEAGRAVE CORPORATION COL UMB US 7, OHIO BICKLE-SEAGRAVE LIMITED Woodstock, Ontario CANADA "t: .. SECTION A THE ENGINE The engine is a 12 cylinder Vee type. The included angle between cylinder banks is 800 The cylinders are numbered from 1 to 12, starting with No.1 being the front cylinder of the left bank. The cylinders are numbered alternately so that the cylinders in the left bank are numbered 1, 3, 5, 7, 9, and 11. The cylinders in the right bank are numbered 2, 4, 6,8, 10, and 12. The firing order is 1 - 4 - 9 - 8 - 5 - 2 - 11 - 10 - 3 - 6 -7 - 12. Valve lifters are the hydraulic oil cushion type and maintain zero tappet clearance without adjustment. The engine is actually much more simple than appears upon casual observation. It consists of two six cylinder banks, each with its own car-buretor and governor equipment and which are interconnected. The con-necting rods operate on one common crankshaft; the rod on one bank being mounted on the crankshaft alongside that of the corresponding cylinder on the opposite bank. The blocks are offset slightly endwise of the engine to permit this. The cylinder blocks are interchangeable, one bank to the other. The cylinder heads are identical excepting that expanding plugs are in-serted in opposite ends in place of the water outlet connections. Each of two ignition distributors fires all twelve cylinders . The only reason for two distributors is to fire the two spark plugs in each cylinder thereby providing a double ignition system. It is not recommended that both ignition switches time as this sometimes results in engine roughness. be alternated in use to make sure that both systems erly at all times. be .. on" at the same They should, however, are functioning prop-The connecting rod and main bearings are of the preClslOn interchange-able type and may be renewed by simply slipping new bearings into the place of the old. Should the crankshaft be scored or worn excessively and out of round it will be necessary to either regrind the crankshaft and in-stall under-size bearings or install a new crankshaft. If the engine is properly lubricated and not badly abused such major repairs should not be necessary for many years. IGNITION The ignition system is the 12 volt dual type having two 12 cylinder distributors, each with separate coils, and supplied from either of two pairs of 6-volt batteries. Each pair of batteries is wired in series to provide a 12 volt electrical system. Either distributor may be used sep-arately or both at the same time and, by means of a double throw switch on the instrument panel, may be supplied from either pair of batteries. A-I The distributors use double coils and double breaker points. Each coil and each pair 'Of breaker points supply one bank of cylinders. The distributor stationary breaker points control the firing in the left bank of cylinders or those numbered 1. 3, 5. 7. 9. and 11. The breaker points on the adjustable breaker' plate (see Fig. 1) control the right bank or those numbered 2. 4, 6, 8, 10, and 12. The points for the left bank are timed by loosening the distributor hold down clamps and rotating the dis-tributor body. The points for the right bank are timed by the eccentric adjusting screw on the adjustable breaker plate. ENGINE 1-4- 9 -8 - 5 - ?-11 - 10-3-67-1i: BRrAXER ADJUSTING SCREW IGNI nON OISTRIBUTOR ( CAP AND ROTOR REt1Q/EO) To time the distributor: - TO COIL- S-FIG_l t COLA PlATE COIL B WIRING OIAGRA;::! FOR L. H. ON-E SY"S"""Et1 ONLY 5 .. 0' .... sse -1. Remove the distributor head and rotor aI).d clean. Set breaker points to .018. 2 . Remove flywheel inspection cover so that markings on flywheel may be seen. .--3. Crank the engine slowly with No. 1 (# lL) piston approaching top center on the compression stroke. This is indicated by the flywheel marking IGN/No.l and the mark must stop directly under the center of fly-wheel inspection opening. Should the flywheel be turned past the pointer back the flywheel up at least 4 inches and then crank forward again to position. Care in setting the flywheel insures accuracy of the timing. A - 2 4. Loosen the distributor flange clamp screws and rotate the distributor housing until the breaker points for No.1 (# lL) are opened sufficiently to give a slight drag on a .010 feeler gauge . Tighten the flange clamp screws and recheck the point opening. Check the rotor position for the ' wire in distributor for No.1 cylinder. Time the breaker for the second distributor in the same manner. 5. Rotate the flywheel until the mark IGN/No.4 appears in the center of the flywheel inspection opening. Time the breaker for No.4 (# 2R) . This is done by moving the breaker plate adjusting screw until the breaker points give a slight drag on .010 feele r gauge. Lock the plate locking screw. Now time the adjustable breaker in the second distri-butor. 6. Recheck for correctness of setting by t.urning the compression stroke on No.1 and No.4. IF A TIMING LIGHT IS TO BE USED, DO NOT TIME ON THE REG-ULAR MARKINGS. Make a punch mark 13/16 ahead of the regular markings at both IGN/No 1 and at IGN/No. 4 and time to these punch marks with the engine idling at about 475 rpm. The distributors may be checked on a distributor checking machine to show a dwell angle of 37 degrees; an advance of 20 at 4.00 distributor rpm and 70 advance at 1400 distributor rpm. The firing interval is- 200 and 400 Spark plug gap should be .025. DISTRIBUTOR MAINTENANCE The distributors are equipped with a built-in oil reservoir. This should . be refilled yearly by removing the plug on the distributor shank and filling with grade 20 W oil. When replacing plug, apply a small amount of sealer te the threads to prevent oil seepage. A trace of Delco-Remy cam and ball bearing lubricant or vaseline should be placed on the breaker cam every 5000 engine miles. Also, at the same time, put 1 or 2 drops of light engine oil on the breaker pivot and 3 or 4 drops on the felt wick under the rotor. AVOID EXCESSIVE LUBRI-CATION. At periodic intervals, depending on service, the distributors and coils should be inspected and serviced by an authorized electrical service station. This should insure that the automatic advances, contact points, condenser action, etc. are functioning properly. The proper breaker point opening is .018 to .024 inch. A - 3 GENERATOR (D. C. TYPE) , (Note: - If alternator equipment has been specified for the appa-ratus, the instruction of the alternator manufacturer should be followed). The generator is a shunt wound, two pole, ventilated type unit, having external control, and a capacity of 30 amperes at 13 volts. The armature is mounted on ball bearings at each end. Hinge cap oilers are provided and 8 to 10 drops of engine oil should be applied to each at vehical lu-brication periods. AVOID EXCESSIVE LUBRICATION. The generator should be checked periodically by an authorized electrical service station. If it should fail to function properly it may be due to a dirty commutator which may be cleaned with a strip of No. 00 sandpaper . Hold the sandpaper against the commutator with a wood stick while the generator is running, moving it back and forth across the commutator. A few seconds is all that is required. Never use emery cloth. All dust should be blown from the generator . If brushes are worn to half their original length they should be replaced, but they must be properly seated by qualified personnel. The proper brush spring tension is important. It should be about 25 ounces, measured with a spring gauge. REGULATOR The regulator and generator are closely related. The proper functioning of the generator depends largely on that of the regulator. The regUlator (mounted on the front of the dash) contains three units (a) the cutout relay (b) the voltage regulator and (c) the current regulator . The cutout relay closes the circuit between the generator and the battery when the generator is charging and opens the circuit when the generator is running slowly or stops. This prevents the battery discharging

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