Engineering
library

AUTOMOTIVE WIRING MANUAL

FORMERLY

"OFFICIAL AU^O WIRING GUIDE'

Containing Guaranteed Correct Circuit Diagrams Covering all Motor Cars
from 1912 to 1919 inclusive; Internal \Virmg Connections of Generators,
Starting Motors, Controllers, Switches, etc., of all Electric Starting and
Lighting Systems; also Practical Instructions on Construction, Testing,
Repairing and Maintenance of Storage Batteries, Generators, Starting
Motors, Coils, Controllers, Magnetos, etc.

By HARRY L. WELLS

in collaboration with Allan J. Pierson

and D a t u s M . Pierson,

Electrical Engineers

Price $12.50 in the United States

1919 SECOND EDITION

PUBLISHED BY

AUTOMOTIVE PUBLISHING COMPANY

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

Engineering
Library

O R

W O R D

O those in the trade the Automotive Wiring Manual will prove of very great value.
Its purpose is to simplify electrical service on Motor Cars.

This Manual plainly describes in full detail, the wiring circuits, internal and
external, of every make of starter, generator, coil, cut-out, etc., and furnishes all
necessary information for quickly finding and rectifying trouble in a manner easily
understood by those having only a minor knowledge of electrical equipment. Technical engineer-
ing data is not given because such data is not necessary.

We guarantee the contents of this Manual to be absolutely correct. The internal wiring
circuits and standard diagrams have all been most carefully prepared, and the information
covering coils, batteries, motors, etc., is complete and accurate. By studying the general
instructions, you will readily see how easily electrical circuits may be traced, and appreciate
the simplicity of trouble finding, making tests and adjustments and rendering prompt and
efficient service to the car owner.

We have observed the splendid and rapid strides made, practically unaided, by automobile
mechanics in their efforts to render service on electrical apparatus, and we know that with the
aid of this Manual, or Guide, the problem of efficient electrical service is solved.

THE PUBLISHERS

CIRCUIT DIAGRAMS OF CARS

CAR

YEAR

MODEL

SYSTEM

PAGE

Abbott-Detroit 1916-17 . . .

Allen 1914-15...

Allen 1916

Allen 1917

Allen 1918-19. . .

Alter 1915

American 1914

American 1917-18 . . .

Anderson 1916

Apperson 1913

Apperson 1914

Apperson 1915

Apperson 1916

Apperson 1916-17 . . .

Apperson 1918-19 . . .

Auburn 1913-14-15

Auburn 1914

Auburn 1915

Auburn 1916

Auburn 1917-18-19

Auburn 1918

Austin 1917-18. . .

Bell 1916

Bethlehem Trucks. . . 1918

Briscoe 1915

Briscoe 1916

Briscoe 1917-18-19

Brown 1916

Buick 1914

Buick.. 1914..

6-44

33 and 34.
35..

37 Dimmer Bulbs. . .
37 Dimming Resist.

Classic Model

41. .

Underslung

100-A-B..

4-45 and 4-55

45 and 55

4-45, 6-45, 6-58. . . .
4-40 and 6-45 . .

6-48 and 8-58

6-48, 8-58, 8-17, 6-17
8-18-A . .

4-40, 4-41, 6-45, 6-46

6-40

4-38, 6-38, 6-40

6-40-A

6-39

6-44

Highway King "12"

Dl, El, Fl

B-15

4-38

8-38

4-24 . .

DUIOK

B-24 and B-25 .
B-36 and 37 . .

Remy 1

Westinghouse 2

Autolite 3

Westinghouse 4

Westinghouse 5

Westinghouse 6

Autolite 7

Remy 8

Disco 9

Westinghouse 10

Westinghouse 11

Ward-Leonard 12

Esterline 13

Gray & Davis X 14

Bijur 15

Bijur 16

Westinghouse 17

Westinghouse 18

Bijur 19

Bijur 20

Remy 21

Remy 22

Delco 23

Remy 24

Delco 25

Remy 26

Delco 27

Delco 28

Ward-Leonard 29

Gray & Davis 541

Splitdorf-Apelco 30

Splitdorf-Apelco 31

Splitdorf-Apelco 32

Splitdorf-Apelco 33

Allis-Chalmers 34

Delco 35

Delco . . 36

CAR

YEAR

MODEL

SYSTEM

Buick
Buick .
Buick.
Buick.
Buick.
Buick .
Buick.

Buick Truck.
Buick Truck.

Cadillac

Cartercar. . . .

Cartercar

Case

Chalmers. . . .
Chalmers ....
Chalmers.
Chalmers.

Chalmers

Chandler

Chandler. .

1916 54-55

1915 C-24andC-25

1915 C-36, 37, 54, 55 . . . .

1916 D-44, 45, 54, 55... \

1917 D-6,44,45, 46, 47. /

1917-18 . . . D-34, 35, E-34, 35 . .

1918-19 . . . E-Six, 44, 45, 46, \
47,49,50 /

1915 C-4

1916 D-4

1912

1913

1914

1915 "8" Type 51

1916 "8" Type 53

1917-18-19 55 and 57

1914 7 ,

1915 9

1914-15 ... O

1914-15... R

1914-15... S

1915 R

1916 T

1917 T

1918-19... U

1913-14... 17,18,19

1914 24

1915 26

1915 29

1915-16... 32 and 6-40

1916 35

1917-18... Six-30, 35A, 35B...
1918-19 . . . 35-C & Early 1919. .

1913

1914

1914-15

1916..

Delco .
Delco .
Delco.
Delco .

Delco.
Delco .

Delco

Westinghouse.
Westinghouse .
Westinghouse .
Westinghouse .
Westingbouse .

Autolite

Westinghouse .
Gray & Davis.

Entz

Westinghouse .
Westinghouse .
Westinghouse .
Westinghouse .
Westinghouse .
Westinghouse .
Gray & Davis.
Westinghouse.

CIRCUIT DIAGRAMS OF CARS Contimwd

CAR

YEAR

MODEL

SYSTEM

PAGE

Chandler 1916

Chandler 1917-18-19

Chevrolet... 1915..

17.

Chevrolet 1915.

Chevrolet: 1915-16...

Chevrolet 1916-17...

Chevrolet 1917-18...

Chevrolet 1918

Cole 1912

Cole 1913

Cole 1914

Cole 1915-16 . . .

Cole 1915

Cole 1916

Cole 1917-18-19

Commerce Truck

Crawford 1915

Crawford 1916

Crow-Elkhart 1916

Crow-Elkhart 1916-17 . . .

Crow-Elkhart 1917-18-19

Cunningham 1913-14 . . .

Cunningham 1916

Cunningham 1916-17 . . .

Cunningham 1918-19...

Daniels 1916-17-18

Dart 1916

Davis 1915

Davis 1916

Davis 1917-18...

Deering Magnetic . . . 1918

Light Weight Six...

H-2, H-3, H-4 (Early

Models)

H-2, H-3, H-4 (Mid-
Season)

H-2, H-3, H-4 (Late
Models)

H-2M, H-3, H-4....

490 (One Cable)....

490 (Two Cables)...

F-2andF-5

D-4 and D-5

30 and 40

4-40,4-50,6-60

4..

4-40 and 6-66 .

6-50

8-50

8-60

E .-..

6..

25-30

CE-30-33

33-35 & K34-K36.

V-3

A-8

B andC

38-A-B-C... v ....
C-38, 6-E, 6-G...
6-H, 6-1, 6-K

Gray & Davis 72

Gray & Davis 73

Autolite 74

Autolite 75

Autolite 76

Autolite 77

Autolite 78

Autolite 79

Autolite 80

Autolite 81

Ward-Leonard 82

Delco 83

Delco 84

Delco 85

Delco 86

Delco 87

Delco 88

Delco 89

Remy 90

Westinghouse 91

Westinghouse 92

Disco 93

Dyneto 94

Dyneto 95

North East 96

Westinghouse 97

Westinghouse 98

Westinghouse 99

Westinghouse 100

Westinghouse 101

Westinghouse 102

Delco 103

Delco 104

Owen . . .105

CAR

YEAR

MODEL

SYSTEM

PAGE

Detroit Electric .

Detroiter

Dixie Flyer

Dodge

Dodge .
Dodge .

Dodge .

Dodge.

Dorris.

Dort. .

Dort..

North East 112

North East.. . 113

Dort...,

Dort

Elcar . . .
Elcar . .
Elgin . .
Empire.

Empire.
Empire.
Empire.
Empire .

62, 63, 64, 65, 66 ... . . . .

1915 D Remy...

1916 6-45 Autolite.

1917 6-45 Autolite.

1916-17... L-3 Dyneto..

1918 L Series 35 Dyneto. .

Single Wire Starter

Mag. Ign

Single Wire Starter

Delco Ign

Two Wire Starter

Delco Ign North East

1915 North East

1916 North East -

1916 Internal Diagram. . . North East

1917-18-19 30 North East

1913 H Westinghouse...

1913-14 ... H Westinghbuse. . .

1914 I Westinghouse. . .

1915 I-A-4 Westinghouse. . .

1916 I-A-6 Westinghouse...

1917 I-B-6 Westinghouse. . .

1918-19 . . . I-C-6 & Early 1919 Westinghouse. . .

1916 4 and 5 Splitdorf-Apelco.

1916 5 Westinghouse...

1916 With and Without

Ammeter Westinghouse. . .

1917 9 Westinghouse . . .

1918-19 ... 11 Westinghouse. . .

1916 Splitdorf-Apelco.

1917-18-19 D, E, F, and G Dyneto

1917-18-19 6&1919"H" Wagner

1915 31 and 40 (Sep. Lgt.

and Ign.) Remy

1915-16... 33 Remy

1916 40 and 45 Autolite

1916 60 Autolite

1916-17-18 45&51.. Autolite..

106
107
108
109
110
111

114
115
116
117
118
119
120
121
122
123
124
125
126
127

128
129
130
131
132
133

134
135
136
137
138

CIRCUIT DIAGRAMS OF CARS Continued

CAR

YEAR

MODEL

SYSTEM

PAGE

Empire

Enger

Essex

Excelsior Motorcycle.

Fiat

Fiat i

Fiat

Firestone Columbus. .

Fischer

Ford

Ford..

1917-18-19

1914

1916-17...
1919..

50,70,70-A,Early'19
Twin Unit Twelve. .
C..

1914

1914-15..

1915

1916-17. .

1917

1913

1916..

Single Wire. .
E-17 Chassis.

C-3 Chassis.

Standard Wiring .

Two Unit.
B Revised .

Ford

Ford 1919 Coupe and Sedan ...

Ford TypeGSL-101-103.

Ford Type GSL-102

Ford Single Unit

Ford Two Unit

Ford 33

Ford 33 Internal Wiring.

Ford

Ford 1913

Ford D Type 1210

Ford D Type 1252

Ford

Four- Wheel Drive

Truck

Franklin.. 1913-14..

Series 2-D-H-M . . ,

Autolite 139

North East 140

Westinghouse 141

Delco 644

Splitdorf 142

Westinghouse 143

Gray & Davis 144

Westinghouse 145

Rushmore 146

Westinghouse 147

Bosch-Rushmore 148

Westinghouse 149

Bosch 150

North East 151

Remy 152

A. B. C 248

153

Disco 154

Disco 155

Dyneto 156

Everready 157

Fischer 249

Ford 645

Genemotor 599

Genemotor 598

Gray & Davis 158

Gray & Davis 159

Heinze-Springfield 160

Heinze-Springfield 161

Leece-Neville 162

North East 163

North East 164

North East 165

Simms-Huff 166

Westinghouse 167

North Bast 168

Entz.. . 169

CAR

YEAR

MODEL

SYSTEM

PAGE

Vll

Franklin.
Franklin.

Franklin.

Franklin.
Franklin.
Franklin.
Franklin.

Franklin

Gait

S. G. Gay & Co.
G. M. C. Truck .

Glide

Grant

Grant ,

Grant

H. A. L

Halladay

Harley -Davidson

Motorcycle

Harley -Davidson

Motorcycle

Harroun

Havers

Haynes

1913-14... Serifs 3-M

1914-15-16 Series 6-M Coupe &

Berline

1914-15-16 Series 6--M Runabout

& Tour

1914-15-16 Series 6-M Sedan...

1915 Sedan Type

1916 Berliner Type

1916 8-M, Runabout,

Touring, Sedan. ..
1917-18-19 Series, 9, All Models

1913

1915

1917 15,25,26,30,31,40,

41, 70, 71, 100, 101

1913-14... 36-42

1914 30

1915 30

1916-17 . . . Six-40

1918 Light Six-40

1915-16... 4

1915-16... 6

1916

1916-17-18 K

1918 G

1916-17-18 12

1913-14... G&32

1915 6-40

1916.. R..

Entz.
Entz.

170

171

Entz 172

Entz 173

Dyneto 174

Dyneto 175

Dyneto 176

Dyneto 177

North East 178

Allis-Chalmers 179

Delco 180

Westinghouse 181

Westinghouse 182

Westinghouse 183

Westinghouse 184

Westinghouse 185

Allis-Chalmers 186

Allis-Chalmers 187

Allis-Chalmers 188

Wagner 189

Wagner 190

Westinghouse 191

Electro 192

Westinghouse 193

Westinghouse 194

1915.

Remy.

195

1916-17 Remy 1%

1917-18. . . AA1 Remy 197

1914 North East 198

1913 24 Leece-Neville 199

1914 26, 27, 28 Leece-Neville 200

1914.. 26, 27, 28 (Vulcan

Elec. Gear Shift) . Leece-Neville 201

CIRCUIT DIAGRAMS OF CARS Continued

CAR

YEAR

MODEL

SYSTEM

PAGE

Haynes

Henderson

Herff-Brooks

Hollier

Holmes

Howard

Hudson

Hupmobile

Imperial

Indian Motorcycle. . .

International Harves-
ter Truck

Inter-State

1915 30

1916 34&35....!

1916-17... 36, 36-R, 37

1917-18-19 40, 40-R, 41

1918-19... 38, 39, 39-S

1913-14

1915

1916

1916 8

1917 166

1918 188-206

1918-19... 1

1917

1913 37A54

1914-15... 6-40

1914-15... 6-54

1916 6-40

1916-17-18-19 Super-Six

1914-15... HA

1915 K

1916 N

1916-17... N

1918-19... R& Early 1919

1919

1913 34

1914....... 32,34,44,54,56,39

1914.. 34..

1916-17... F&H

1918.. F. G. H. K.

1918 All Models...

1909-10-11 25 to 34, incl.

1912 40,41,42....

1912 50,51,52....

Leece-Neville 202

Leece-Neville 203

Leece-Neville 204

Leece-Neville 205

Leece-Neville 206

Ward-Leonard 207

Splitdorf-Apelco 208

Splitdorf-Apelco 209

Splitdorf-Apelco 210

Allis-Chalmers 211

Splitdorf 212

Dyneto 213

Delco 214

Delco 215

Delco 216

Delco 217

Delco 218

Delco 219

Westinghouse 220

Westinghouse 221

Bijur 222

Westinghouse 223

Bijur 224

Westinghouse 646

North East.. 225

North East 226

North East 227

Splitdorf 228

North East 229

Bosch 230

North East 231

North East 232

Ignition Only 233

Apelco 234

Apelco 235

CAR

YEAR

MODEL

SYSTEM

PAGE

Inter-State 1913-14...

Inter-State 1915-16-17-18

Jackson 1913

Jackson 1914-15 . . .

Jackson... 1915

Jackson 1915

Jackson 1915-16 . . .

Jackson 1916

Jackson 1917-18 . . .

Jeffery 1915

Jeffery 1916

Jeffery 1917...'..

Jeffery Rapid Service

Truck 1016..

Jordan 1916-17 ... 60 & B

Jordan 1918-19... 60....

King 1915 C-4...

King 1915 8

King 1916 E

T & TR

48 & 6-40

348

349 All 1918 Models

Four

Chesterfield 6

462

671..

King 1917-18-19

Kissel Kar 1913-14...

Kissel Kar 1914

Kissel Kar 1915

Kissel Kar 1915-16-17

Kissel Kar *..., 1916

Kissel Kar 1917-18...

Kissel Kar 1918-19...

Kline Kar.. 1913-14..

Kline Kar 1916-17-18

Knox Truck 35 & 36

Krit 1915

L. P. C. 1915-16..

EE 1919 "G"

4-40, 6-48, 6-60

4-40

4-36

6-42

4-32 & 4-36

Double Six

Hundred Point Six. .
B4-40, 6-50, 6-60,

C4-30

6-36. . .

Apelco 236

Remy 237

Remy 238

Autolite 239

North East 240

Autolite 241

Delco 242

North East 243

Autolite 244

Autolite 245

Autolite 246

Autolite 247

U. S. L 250

Bijur f . 251

Bijur '. 252

Bijur 253

Bijur 254

Bijur 255

Bijur 256

Ward-Leonard 257

Ward-Leonard 258

Ward-Leonard 259

Ward-Leonard 260

Esterline 261

Esterline 262

Westinghouse 263

Westinghouse 264

Westinghouse 265

Westinghouse 266

Remy 267

Rushmore 268

Westinghouse 269

Bijur 270

North East 271

Remy 272

CIRCUIT DIAGRAMS OF CARS Continued

CAR

YEAR

MODEL

SYSTEM

PAGE

Lexington

Liberty

Lippard-Stewart

Truck

Lippard-Stewart

Truck

Locomobile

Lozier

Lyons-Knight

McFarlan

Madison , . . . .

Maibohm

Marion-Handley

Marrnon

Marmon

Maxwell

Maxwell 1-Ton Truck
Mercer. . .

1915 4-K&6-L

1916 6-N

1916-17... O

1918-19... R

1917-18... 10-A-B

1919.. 10-B..

1916.

1917 M-2

1911-12-13 30 \

1911-12... 38,48 /

1913

1915-16

1915-16... 38&4S

1917-18-19 38 & 48 & 1919 "4-48"

1913-14... 77

1915-16-17 82&S4

1914

1915

1916

1917-18-19

1916-17-18

1917 A

1918 B

1916-17... K-A-B

1913 32-4

1913 48 \

1914 41&48 /

1915 41

1916-17... 34

1916-17-18-19 34

1914-15

1915

1917 25

1918-19... 25..

1914.

35.

Westinghouse 273

Westinghouse 274

Westinghouse 275

Delco 276

Wagner 647

Dyneto 277

Remy 278

Rushmore 279

Adlake 280

Westinghouse 281

Westinghouse 282

Westinghouse 283

Gray & Davis 284

Gray & Davis 285

North East 286

Westinghouse 287

Westinghouse 288

Westinghouse 289

Remy 290

Disco 291

Wagner 292

Westinghouse 293

North East 294

North East 295

Bosch 296

Bosch 297

Bijur 298

Simms-Huff 299

Gray & Davis 300

Simms-Huff ^ 301

Simms-Huff 302

Autolite 303

Rushmore . 304

CAR

YEAR

MODEL

SYSTEM

PAGE

Mercer

Meteor

Metz

Michigan

Michigan Hearse ....

Mitchell

Mitchell-Lewis

Moline-Knight

Monitor

Monroe

Moon

Moore

Moreland Truck

Nash

Nash Two-Ton Truck
Nash Two-Ton Truck

1915 22-70

1916 22-70

1917-18... 22-73

1918-19 . . 22-74

1917 75-80....

1914 22

1915-16-17 22-25

1917-18... G

1913

1917 .-

1913

1916 8

1917-18... C-42

1917-18-19 D-40

1914

1914 A40-50-70

1915 4

1916

1912-13-14 MK-40...
1914-15. . .
1916-17-18
1917-18-19

1919

1915 M-2

1917 3

1917-18... 4-5 & 6

1914 42,6-50

1915 4-38,6-40

1916 6-30,6-40

1917-18... 6-43

1917-18-19 6-66

1917-18... 30

1J^,2H, 3-Ton....

2X & 5X

1917 671

1917-18 . . . 681-2-3-4 & Early 1919

MK-50....
MK-40-50.
C&G..

4017-A.

U. S. L 305

U. S. L 306

U. S. L 307

Westinghouse 308

Delco 309

North East 310

Gray & Davis 311

Westinghouse 312

North East 313

Delco 314

Esterline 315

Westinghouse 316

Westinghouse 317

Splitdorf 318

Remy \ 319

Remy ' 320

Splitdorf-Apelco 321

Splitdorf-Apelco 322

Ward-Leonard 323

Wagner 324

Wagner 325

Wagner 326

Dyneto 648

Autolite 327

Autolite 328

Autolite 329

Delco 330

Delco 331

Delco 332

Delco 333

Delco 334

Dyneto 335

Westinghouse 336

Westinghouse 337

Bijur 338

Delco 339

Bijur 542

Bijur Internal 543

CIRCUIT DIAGRAMS OF CARS Continued

CAR

YEAR

MODEL

SYSTEM

PAGE

1914 Six

1915

1916 Highway Six

(Series AC)

1916 Highway Twelve . . .

1917-18 . . . Highway Six

1917-18-19 Highway Twelve. ..

Nash 4-Cy Under

Truck

National

Nelson Le Moon Truck

New Era

Oakland

Oakland.. . .".

Oakland

Oakland. . v

Oakland

Old Hickory Truck . .

Oldsmobile

Oldsraobile

Oldsmobile

1916

1913 35

1913 35 Special.

1913 35&42...

1913...... 42

1913 42&60...

1914 36

1914 43

1914 4S&62...

1915 37

1915 49

1916 32-B

1916 38

1916 32-B

1917 34

1916-17... 50

1917 34

1918-19... 34-B

1916-17-18

1914 54

1915 42

1916 43

1916 44

1916-17... 45

1917 37

1918.. 37..

. Autolite 544

. Remy 340

. Westinghouse 341

j Westinghouse 342

. Westinghouse 343

. Westinghouse 344

Bijur 345

Westinghouse 346

Allis-Chalmers 347

Deaco 348

Westinghouse 349

Deaco 350

Deaco 351

Deaco 352

Delco 353

Delco ! . . . . 354

Delco 355

Delco 356

Delco 357

Delco 358

Remy 359

Delco.. . 360

Delco 361

Delco 362

Delco 363

Delco 364

Dyneto 365

Delco 366

Delco 367

Delco 368

Delco 360

Delco 370

Delco 371

Remy 372

CAR

YEAR

MODEL

SYSTEM

PAGE

Oldsmobile.
Olympian. .
Overland . . .
Overland . . .
Overland . . ,
Overland. .
Overland. .
Overland . .
Overland. .
Overland . .
Overland. .
Overland. .
Overland. .

Overland

Owen Magnetic .
Owen Magnetic .

Packard

Packard Truck..

Paige

Pan-American. . .
Panhard Trucks.
Partin-Palmer. . .

1918-19... 45-A

1917 35

1913 69&71

1914 79-B

1915 80-C & 80-T & R. . .

1915 81-LD&T-R

1915 82 \

1916 86 /

1916 75T&75LD

1916 83-B-DE

1916 83-LD-EX-T-R

1916 83-T-EX-LD-B-D-

E&R

1916 86 Ai.

1917 85-4-T-R-C & SN. . .

1917 85-6-C-SN-T-R

1917 86-B

1917 90-T&90-CL-R....

1918 90-SN-PLD-R-O-ex.

1917 O-36

1018 42

1913 48

1914 1-38 & 3-48

1914 2-38 & 4-48

1915 3-38 & 5-48

1916 125 & 135

1917-18... 2-25 & 2-35

1918-19... 3-25 & 3-35

1918 E

1916 G-6&H-6

1916-17... 6-46, 6-38, H-6

1918-19... 6-39 & 6-55

1918 G4&G5

1918 A&B

1915.. 38..

Delco

Autolite

U. S. L

Gray & Davis.

Autolite

Autolite. .

373
374
375
376
377
378
379

Autolite 380

Autolite.
Autolite.
Autolite.

Autolite

Owen

Bijur

Delco

Bijur

Gray & Davis.
Gray & Davis. .
Gray & Davis.
Gray & Davis. .

Autolite

Allis-Chalmers .

381
382
383

384
385
386
387
388
389
390
391
392
393
394
395
396
397
398
399
400
401
402
403
404
405
406

CIRCUIT DIAGRAMS OF CARS Continued

CAR

YEAR

MODEL

SYSTEM

PAGE

Partin-Palmer

Paterson

Patereon

Pathfinder

Peerless

Pierce- Arrow

Fierce-Arrow

Pierce- Arrow

Fierce-Arrow Two-
Ton Truck

Pilot

Premier

Pullman

Regal

ll..

1917 32 1

1918 Ultra 4-Forty J

1914 32A33

1915 4-32 & 6-48

1916 6-42

1917-18-19 6-45.6-45R, 1919 "6-46"

1915

1916

1916 One-B

1917 12

1915 55

1916 56-57FF

1917-18-19 56-2FF

1918-19... 56

1914 38-C-2

1914-15... 48-B

1915 38-C

1915 48-B-3

1916 Tour. & Encl. Cars .

1917-18.. 38-48-66...

Disco 407

Delco 408

Delco 409

Delco 410

Delco 411

Westinghouse 412

Westinghouse 413

Delco 414

Delco 415

Gray & Davis 416

Gray & Davis 417

Autolite 418

Autolite 419

Westinghouse 420

Westinghouse 421

Westinghouse 422

Westinghouse 423

Westinghouse 424

Westinghouse 425

Westinghouse 545

1916-17-18 6-45 Delco 426

1914 M Remy 427

1915 M Remy 428

1915 MJ Remy 429

1917-18-19 6-B&6-C Delco 430

1913 North East 431

1915 Splitdorf-Apelco 432

1916 Splitdorf-Apelco 433

1916 Splitdorf-Apelco 434

1917 434 Splitdorf 435

1913-14 ... N Rushmore 436

1914 C Rushmore 437

1915-16 ... E Dyneto 438

1915-16-17 4 & 8 Dyneto-Connecticut 439

1917.. J. . Heinze.. . 440

CAR

YEAR

MODEL

SYSTEM

PAGE

and

Regal

Reo

Reo Truck

Republic Truck .
Republic Truck .
Republic Truck .

Riker Truck

Riddle Coach

Hearse

Roamer

Ross

Russell

Saxon

Sayers & Scovill

Scripps-Booth. . ... . . .

Scripps-Booth

Seagrave

Service Trucks

Simplex

Speedwell

Sphinx

Standard

1917-18 ... J Autolite 441

1914 R Remy 442

1915 R&M Remy 443

1916 M & U Remy 444

1916 R & S Remy 445

1917 M-N-R&S Remy 446

1917 R-4 Remy 447

1918-19 ... T & U & Early 1919 Remy 448

1917 Remy 449

Remy 450

Westinghouse 451

10-11 Westinghouse 452

1918 Westinghouse 453

1917

1916

1917 R-A

1918-19 ... D-4-75 & C-6-54. . . .

1916-17... 8

32 & 48

1915 Four

1915-16... Six...-

1916 S-2

1917 B-5-R

1917 S-4 1

1918-19... Y-18 J

1916 4

1916 6

1916 Six-39&40

1916-17-18 C4, D8, H

1916 6

(WithGenerator450)

(WithGenerator760)

1917 5

1914-15

1915-16

1915.. 4..

Delco 454

Bijur 455

Bijur 456

Bijur 457

Robbins & Meyer 458

Bijur 459

Ward-Leonard 460

Gray & Davis 461

Ward-Leonard 462

Wagner 463

Wagner 464

Delco 465

Delco 466

Remy 467

Wagner 468

Westinghouse 469

Westinghouse 470

Westinghouse 471

Bosch 472

Westinghouse 473

Splitdorf-Apelco 474

Westinghouse 475

CIRCUIT DIAGRAMS OF CARS Continued

CAR

YEAR

MODEL

SYSTEM

PAGE

Standard 1916 8

Standard 1916-17... E

Standard 1917 F

Standard 1918-19... G

Standardized Military

Truck Class B.

Stearns.. 1913.. 4&6..,

.. 1914 4

.. 1915 Light Four.

1915-16-17-18-19 Series 32...

.. 1916 8

.. 1916-17... SKL-4

. . 1916-17-18-19 S-K-8

60-65..

Steams-Knight
Steams-Knight .
Steams-Knight .
Steams-Knight
Stearns-Knight .
Stearns-Knight .

Stephens 1917 . .

Stephens 1917..

Stephens 1918 70-74-75-78 .

Stephens 1919 74 & 76 . . . .

Stevens-Duryea 1915 D-6.

Studebaker 1914 Four

Studebaker 1915 EC-SD-5

Studebaker 1915 35-EG

Studebaker 1916-17... Series 17 & 18

Studebaker , 1918-19 ... SH, EG, EH

Stutz 1914-15

Stutz 1916-17

Stutz 1918-19

Sun 1917 Light Six

Sweeny Tractor 1916-17

Templar 1918-19... 445 & Early 1919. ..

Union Motor Truck.. 1916-17

Universal Tractor Governor Generator

Van Blerck Marine

Engine ( . . .

Velie 1915-18... 15

Velie - 1916 22

Velie.. 1917.. 27..

Westinghouse 476

Westinghouse 477

Apelco 478

Westinghouse 479

Delco 546

Gray & Davis 480

Westinghouse 481

Gray & Davis 482

Westinghouse 483

Westinghouse 484

Westinghouse 485

Westinghouse 486

Autolite 487

Delco , 488

Delco 489

Wagner 490

Wagner 491

Wagner 492

Wagner 493

Wagner 494

Remy 495

Remy 496

Remy 497

Remy 498

Remy 499

Remy , 500

Autolite 501

Remy 547

North East 502

Gray & Davis 503

Remy 504

Remy 505

CAR

YEAR

MODEL

SYSTEM

PAGE

Velie

Warren

Wayne

Westcott

White

Willys-Knight.

Willys-Knight

Willys-Knight.

Willys-Knight

Winton

Woods Dual-Power.
Woods Dual-Power .
Yale..

1917 28

1918 3S&39

1913-14

1915

1914 O-30

1915 U-6&O-35

1916 41&51

1916 U-50&O-35

1917-18-19 Series 17, 18, Early '19

1913

1914 GAG

1914 GAGR

1916-17

1917-18-19 GM & Early 1919 . .

1916...... 84-C

1916 84-R

1916 84&84-T

1916 84T, 84BT, 83R....

1917-18.
1917-18.
1917-18 .
1917-18.

1917-18.
1917-18 .
1917-18.
1917-18.
1918....
1915....

1915

1916..

88-4-C

88-4-LIM

88-4-SN

88-4T, 88-4-LIM,

88-4-SN

88-8-C&R

88-8-SN

88-8-T

88-8-TC

89-CLR-SN&T....

21-A

22..

Remy

North East

Splitdorf-Apelco .

Jesco ! . . . .

Delco

Entz

White-Entz

White

Leece-Neville. . .

Autolite

Autolite. .

1917-18... 22...

1917 1600.

1918 1700.

1917.. K-8..

Autolite

Bijur

Gray & Davis .

Bijur

Woods

Disco . .

506
507
508
509
510
511
512
513
514
515
516
517
518
519
520
521
522
523
524
525
526

527
528
529
530
531
532
533
534
535
536
537
538
539
540

STANDARD AND INTERNAL WIRING DIAGRAMS

SYSTEM

DIAGRAMS OF

PAGE

Adlake Standard wiring with Internal of Regulator 548

Allis-Chalmers Standard wiring, Single Unit, with B. & S. Instr. Panel 549

Allis-Chalmere Single Unit Internal wiring 550

Allis-Chalmers Motor-Generator with Regulator (Late Model) 551

Atwater-Kent Ignition System 552

Autolite Internal Circuits. Mod. G. H. Genr.; Mod. M. Motor 553

Autolite Standard wiring, Series Dimmer, Grounded System Connec-
ticut Ignition, Type H & N-D Switch 554

Autolite G B Generator. Field Winding Internals 555

Autolite GC, GD Generators. Field Winding Internals 556

Autolite GG Generator. Internal Connections 557

Autolite MD, MC, MF Motors. Internal Circuits 558

Autolite G H Generator. Internal Connections Clockwise Rotation. . 559

Autolite G H Generator. Internal Connections. Counter Clockwise

Rotation 560

Bijur Internal Circuits 561

Bijur Generator with Regulator. Internal Circuits. Standard

Connections 562

Bijur Two Terminal Type L 61 Generator. Internal Circuits 563

Bijur Single Terminal Type L 61 Generator. Internal Circuit.

Grounded System 564

Bijur Front Head Type L 61 Generator. Internal Circuit.

Grounded System 565

Bijur 1918 Demountable Type Voltage Regulator. Internal

Circuits ! 566

ch Starting and Lighting System 567

SYSTEM

DIAGRAMS OF

PAGE

Bosch-Rushmore .... Internal Circuits 568

Connecticut Igniter System 569

Connecticut Internal Circuits 570

Connecticut Automatic Ignition System 571

Connecticut Ignition. Internal Circuit. Type O Switch, GA Coil and

No. 16 Igniter 572

Deaco Voltage Regulator and Generator ,. . . . 573

Delco Motor-Generators, All Models 574 to 579

Delco 1912-13 6-24 Volt System. Internal Motor and Generator

Control 580

Delco Control Panel 6-24 Volt System 581

Delco Voltage Regulator. Internal Circuit 582

Detroit R-S Motor-Generator. Installation for cars not originally

equipped 583

Disco Standard wiring, Generator Model 100, Motor Model 200. . . . 584

Disco Single Unit Standard Wiring 585

Disco Standard, Two Unit, Diagram Models 30 to 39 '. . 586

Disco Standard, Two Unit, Diagram Models 40 to 49 587

Disco 12-Volt Motor-Generator with Regulator 588

Dyneto Standard wiring, for Entz Starting and Lighting System .... 589

Dyneto Standard wiring, Single Unit, 4-Terminal Unit, Models A & B 590

Dyneto Standard wiring, Two Unit, DA Motor, GA Generator 591

Dyneto Internal 592

Dyneto Motor Generator. Internal Connections 593

Dyneto-Entz Chalmers and White Installation 594

Eisemann Internal G-4 Magneto 595

STANDARD AND INTERNAL WIRING DIAGRAMS Continued

SYSTEM

DIAGRAMS OF

PAGE

Eisemann External E M Magneto. Dual Ignition 595

Esterline Generator with Automatic Cut-Out 596

Fischer Double Deck Model for Fords 597

Ford For Coupe and Sedan Models 645

Genemotor '. Type G S L 102. Standard wiring and Internal Circuit 598

Genemotor Type G S L 101. Standard wiring 599

Genemotor Type G S L 103. Standard wiring 599

Gray & Davis Standard Grounded System, 1913-14 600

Gray & Davis Standard, Two-Wire System, 1913-14 601

Gray & Davis Standard Grounded System, 1915 602

Gray & Davis Standard Grounded System, 1915, Internal wiring 603

Gray & Davis Two Unit, Internal 604

Heinze-Springfield . . . Two Unit Intenal Circuits 605

Heinze Magneto Circuits L-T-4 639

Jesco Internal 606

Leece-Neville Cut-Out and Generator. Motor and Generator 607

National Standard wiring 608

North East Models A. & B 609

North East Models D & G 610

Philbrin Duplex Ignition System. Internal and External wiring 611

Remy Internal Circuits 640-1-2-3

Rushmore Standard wiring 612

Simms-Huff Internal Circuits . . . 613

Splitdorf-Apelco 12- Volt Motor-Generator with Cut-Oui 588

U. S. L 12-24-Volt External Regulator 614

Wagner Motor-Generator with Regulator 551

Wagner 12- Volt Single Unit, Motor-Generator, Early Models 615

SYSTEM

DIAGRAMS OF

PAGE

Wagner

Wagner- Ward-Leonard

Ward-Leonard

Westinghouse

Westinghouse .
Westinghouse .

Westinghouse .
Westinghouse.

Westinghouse .

Westinghouse .
Westinghouse .
Westinghouse .

Motor 36-T, Generator 45-T 616

Two Unit 6-12 Volt System 617

Voltage Regulators 618

Generator with Regulator Cut-Out 619

Standard wiring, Separately Mounted Regulator 620

Standard wiring, Single Reduction Motor, Vertical Ign 621

Double Reduction Motors: Switch for Auto. Screw Pinion

Shift 622

Horizontal and Vertical Ignition Systems 623

3rd Brush Generators. Separate and Self-Cent. Cut-Out

and Starting Motor 624

Generator Frame 150-750 625

Motors, Generators, Switches, Relay Regulators, Cut-Outs,

etc 626 to 631

Round Generator with separate Regulator-Vertical Ignition
(S.G.L. Reduction Motor) Ammeter, Fuse Block, Start-
ing Switch, Rev. Lighting and Ignition Switch 632

Standard Motor, Lighting and Ignition Generator, 2-Gang

Lighting and Ignition Switch, Ammeter and Fuse Block . 633
Third Brush Generator, Separate Cut-out, Starting Motor,

Starting Switch 634

Third Brush Generator and Self-Contained Cut-out, Starting

Motor, Starting Switch 635

Lighting and Ignition Frame No. 760, Right Hand Rotation 636

Starting Motor Connections 637

Separately Mounted Regulator 638

xiv

ELECTRICITY AND MAGNETISM

Electricity and magnetism are now used so extensively and
vitally in connection with the ignition, starting and lighting of
gas cars, trucks, motorcycles, etc., that an explanation of a few
of the fundamentals may remove some of the fear that many
mechanics have toward such electrical equipment. The oper-
ation, care and repair of the electrical systems are identical
from a basic idea on all makes of cars. This being the case,
if one understands the why of any unit of any system, one
can readily locate and correct faults or troubles, thus keep-
ing the system in proper operation.

Electricity as it is used in conjunction with the automo-
bile, or motor truck, is called dynamic, or moving, to differ-
entiate it from static electricity, which is generated by the
rubbing together of two different materials. An example
of static electricity is the crackling that is heard very often
when rubbing a cat's back or combing one's hair with a
rubber or vulcanite comb. In order to generate dynamic
electricity or make use of it to do mechanical work, one must
employ magnetism.

Since the lines of force always emanate from the north
pole of a magnet and enter the south pole, it can readily be
seen that like poles of two magnets repel one another and
unlike poles attract. Similarly, if any magnet, free to move,
be acted upon by the field of another magnet, it will take such
position as will have all of the lines of force both flowing in
the same direction.

A magnet may be of two forms, one in which the magnet-
ism remains as a permanent characteristic and the other in
which the magnetic influence must be supplied from without.
Inasmuch as any wire carrying an electrical current is sur-
rounded by a magnetic field, and because this field is multi-
plied over and over by winding the wire into the form of a
coil, all turns being in the same direction, the method of util-
izing this "magnetic influence is by winding the coil around
an iron core. Examples of the two forms of magnets are,
first, the large permanent horse shoe magnets of the magneto,
and second, the field coils and field pole pieces of the electric
starting motor or generator.

Magnetism, in the permanent form, is most evident in
steel or iron and may be defined as that property of a body
which enables it to attract or repel iron or steel. This char-
acteristic is due to an invisible force radiating from the mag-
net in lines, called magnetic lines of force, coming out from
one "pole" of the magnet and entering the other. The pole
from which these lines leave the magnet is called the north
pole, and if the magnet were free to move with no outside
influence this pole would always point toward the north pole
of the earth.

Electricity is the name given to a conveyor of energy, but
an accepted definition has never been formulated. A great
many of its uses are known and its action is well understood,
together with its limitations, but what it really is still remains
to be discovered.

To begin with, there must be a difference of pressure (volt-
age) between the two sides or lines of an electric circuit in
order that a current will flow. This condition is analogous to

that of water flowing in a pipe in 'that there must be a differ-
ence in pressure between any two points before any water can
flow. Also, any conductor of electricity opposes the flow of
current thru it ; this characteristic is called resistance. From
experiments it has been determined that the resistance of any
conductor varies inversely with the area and directly with
the length of the conductor. An equation has been constructed
which will give either the voltage, current, or resistance of
the whole, or any part of a circuit when the other two are
known, that is, the current flowing thru any circuit is equal
to the voltage impressed upon the circuit divided by its resist-
ance.

The distributing system for electrical equipment on motor
cars is designed with the same care as any other important
element thereof. In the design, the engineer takes into account
the current to be carried, as well as the permissible voltage
drop thru the conductors and connections. This voltage drop
thru any part or the whole of an electrical circuit can be
measured with a voltmeter of suitable calibration. For
example : take a three-foot length of wire and send a current
thru it, having one terminal of a voltmeter connected to one
end of the wire and the other terminal of the meter to the
other end of the wire; a voltage^will be registered which is
proportional to the size of the wire and to the amount of
current flowing. If the size of the wire is increased, or the
current is reduced, a smaller voltage drop will be recorded
and vice versa. From this it will be seen that the wires of
any circuit must be of sufficient size to carry the current for
that circuit without a prohibitive voltage drop, which means
a loss of power thru the conductor. This loss of power makes
itself evident in the form of heat, for the conductor becomes
hot if too much current is forced thru it.

The same explanation holds for the condition of poor or
good contact at the various connections in the circuit. The
poor contact would correspond to the small wire with heavy
current in that there would be an excessive loss of voltage
at that point. A terminal may be tight mechanically to the
binding post, but rust or corrosion will cause it to make a very
poor contact. In case the lamps burn dim or the starter fails
to operate with everything else in apparent good order, try
all contacts with the voltmeter, measuring the drop in the
same way as in measuring that thru a wire. The test points
explained below may show a continuous circuit, but a poor
connection could introduce a high resistance that would vir-
tually open the circuit when its normal current tends to flow.

STARTING MOTORS

The starting motor, as used in connection with motor
vehicles, is a device for converting electrical energy into
mechanical work. When the starting switch is closed, allow-
ing the current to flow from the battery thru the starter, two
electro magnets are brought into play, one being that of the
field coils or stationary part of the machine, and the other
the armature, both being coils of wire conveying an electric
current. As the armature is free to move within certain lim-
its, and is a magnet operated upon by an external magnetic
influence, it will turn to allow its own lines of force to run
coincident with those of the field coils. Due to the construc-
tion of the armature having coils over its entire circumfer-
ence, new coils are being magnetized continuously, thus keep-
ing the armature in rotation. The available power from any
electric motor depends, as seen from the above, upon the rela-
tive magnetic strength of the two magnetic fields. Therefore,

if either or 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
^nstant.

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 seeij because the number of lines of
force is increased during one-l\alf 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.

xvii

IGNITION

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
from a low to a high temperature. To raise the temperature
of this gas one must supply heat. This heat is generated by
the burning of a part of the gas (gasoline) which is com-
pressed. 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. Were 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
if 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 secondary 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

xvin

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

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

six

circuit breaker of the high tension magneto is so located that
the contact points open when the primary current is at its
greatest value. The magneto armature, under this condition,
is usually from one-eighth to five-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
of rotation of the armature, it is possible to break the primary
circuit earlier in the relative position of armature and pole
pieces.

There is one 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
every 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
ignition systems which have no current reversing feature
incorporated in the ignition switch.

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
full 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 its voltage 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.

CUTOUTS 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 held 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.

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

core. When this reed is spring retracted away from the
core it makes contact so that there is a by-pass around 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
rise above 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

With the foregoing information and the following blue-
prints one can readily repair or adjust any part of the elec-
trical equipment 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-
tration of the use of the test points: it is desired to locate
trouble in a two-unit starting and lighting system of which
one 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
controlled type and mechanical corrections, such as cleaning
the commutator, sanding in the brushes and tightening all
of the connections does not correct the fault. First remove
the 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.
Also 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
test 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
open there is no magnetic field thru which the armature must
rotate 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
over 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
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 have once been disturbed. This same

XXII

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
l>y 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 is running 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 thru 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
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
drop indicates an open circuited coil, whereas a drop indi-
cates a short circuited coil.

The same instruments may be used to determine the pres-
ence of a short or open circuit in the field coils of a machine.
If one wishes to test the series field of a motor or generator
it is advisable to use either a dry cell or place a resistance
in the circuit so that the flow of current will not be excessive,
but the shunt field may be connected directly across the stor-
age battery which is used on the car. With this current flow-
ing the voltage drop across each coil of the field winding
should be the same. If the current does not flow there is an
open circuit present, but if the circuit is continuous and there
is a material decrease in the voltage drop across one coil of
the field, this particular coil is short circuited.

Another characteristic of a voltmeter is that the voltage
reading across any potential is decreased in direct proportion
to the amount of any external resistance that be connected
in series with the voltmeter. For example, if one takes the
voltage reading across a storage battery and finds it to be
six volts, direct reading, and then connects the positive
terminal of the battery to the positive terminal of the volt-
meter, using one lead from the negative terminal of the bat-
tery and one from the negative terminal of the voltmeter as
test points across, say, the secondary coil of a magneto or bat-
tery ignition system, a very much lower voltage will be read.
In this way, by comparing with a good coil, detection of short
or open circuit can be made. This method of test is very sat-
isfactory when working with resistances that are too high to
allow current to flow thru the test lamp points or when test
points from the lighting circuit are not available.

The following tabulations will give one a key to the loca-
tion of faults that are the more probable and those which are
the most prevalent. Certain of the difficulties are very char-
acteristic and easily corrected, but others, while very apparent
in effect, are at times very confusing in their cause. However,
after a little experience, the operation of a defective piece
of apparatus will show its cause as readily as one can deter-
mine faulty operation of any of the mechanical equipment.
For example, a short circuited generator armature fails to
charge the battery, the generator has a growling noise which
disappears when the shunt field is opened, by either raising
the brush from the commutator or removing the shunt field
fuse, providing the machine is so protected. The short cir-
cuited coil will show itself by charred insulation, since all of
the current generated by the machine is absorbed in the short
circuited coil. A short circuited or grounded motor armature

coil, in case of grounded machines, makes itself apparent
by slow cranking and by drawing excessive current from
the battery when cranking. An open in the charging circuit
causes serious arcing at the generator brushes and the lamps
burn very brightly when the generator is being driven above
its cut-in speed, providing the open be between the cut-in
relay and the battery. If it be between the relay and the
generator or in the relay itself, the arcing at the brushes will
be noticed. If the machine be protected by a shunt field fuse,
the fuse will operate if the machine is run on open circuit
at a speed considerably above that at which the generator
cuts in. A short circuited condenser in the ignition system
manifests itself by failure of the unit even though current
be flowing as shown by an ammeter. In a magneto, there will
be no spark at the plug and if the instrument be removed
from the car, it will be noted that the resisting torque of the
armature is the same with or without the breaker mechanism
in place. An open circuited condenser causes a very weak
spark from the secondary coil and excessive arcing at the
contact ppints. In testing a condenser with test points, it is
necessary to use direct current in order to obtain positive
results. The method of test is to put one test point on each
terminal of the condenser for a short time and then, with
the test points still in contact with the condenser, short cir-
cuit the condenser. If it be in proper condition, a very char-
acteristic snap will be heard. A short circuited condenser
will, of course, show continuous circuit and were an ammeter
placed in the primary circuit, it would be noted that there is
no interruption of the current flow on opening the breaker
points.

A very disagreeable condition that is at times encountered
is that of short circuit in the distributor head of the ignition
system. This can be located by determining whether current
is fed to the distributor head. If so and none reaches the

plug or reaches the same plug all of the time, short circuit
is .present. This difficulty cannot be determined by the test
lamp due to its comparatively low voltage, that of the ignition
system being capable of 10,000 volts.

IMPORTANT POINTS TO REMEMBER.

In all electrical circuits there must be a path for the return
of the current, either through the frame of the car or machine
or through an insulated conductor.

Do not forget to disconnect the battery before making any
tests with the test points.

Be sure that the circuit to be tested is isolated and the
test lamp will not indicate continuity through some other path.

Always remove the ground connection from inherently
grounded machines before testing for ground.

Study the circuit diagram before disconnecting any wires.

In reassembling electrical equipment, be careful not to
damage the insulation.

Do not allow any insulated conductor to be clamped be-
tween two metal surfaces in a way to destroy the insulation.

Solder all connections well so that vibration will not break
them open.

Never grease nor oil the commutator on a motor or gen-
erator.

Oxidized or dirty contact points in an ignition system
keep the circuit open and allow no current to flow.

The vibration of the car causes conductors to move more
or less, so do not crowd terminals.

Always use the highest scale on any meter first. If this
be too high, then try one a little lower.

Never use an ammeter in any way but in series with the
load.

Don't short circuit any load to determine whether current
is flowing.

Keep the bearings on electrical equipment well lubricated.

C E i

O o S

g ?

THE STORAGE BATTERY

As an explanation of the action of a so-called storage bat-
tery will be of material help to the mechanic in locating and
correcting faults in this element of the electrical system, a
few fundamental comparisons will be made.

The storage battery is improperly named, in that the elec-
trical energy is not actually stored in the battery, although
the action is very similar to that of storage and discharge of
electricity. The storage, or secondary cell, is an electro-chem-
ical unit, and derives its ability and usefulness as a conveni-
ent conveyor of electrical energy entirely through the medium
of chemical action and reaction, just as gasoline is a conveni-
ent carrier of mechanical energy. The energy from gasoline
is released and converted into work through chemical action

- (explosion) in the cylinder of the engine. Now, were it
possible that the waste gases from the cylinder (the exhaust)

could, with the same cost in energy that is given up at the
time of explosion, be converted back into gasoline, it would
be a chemical reaction.

In the case of the storage battery we have a very similar
condition, with this exception, that the "exhaust" or waste
material is not dispelled into the air but remains in the battery.

Starting with a fully charged battery, having all of its
potential energy in the form of the positive and negative
plates, peroxide of lead and soft spongy metallic lead respec-
tively, and the electrolyte, we have the condition analogous
to that of the compressed gasoline and air mixture in the
cylinder just prior to the explosion. If any current is with-
drawn from the battery, chemical action immediately starts,
and its degree is in direct proportion to the current with-
drawn. In other words, the amount of chemical action in-

creases with the amount of current withdrawn ; slight action
when merely burning lamps and heavy action when cranking
the motor with the starter.

Each constituent of the mixture, as in all complete chem-
ical changes, has a definite function to perform. In the stor-
age battery, a part of the peroxide of lead of the positive
(brown) plate, and the spongy lead of the negative (gray)
plate, are converted, by taking some of the acid of the electro-
lyte, into sulphate of lead, which are small white crystals and
when formed are difficult to dissolve in water or electrolyte.
The combination of removing acid from the electrolyte, as
well as the addition of water (both taking place while the
current is being withdrawn from the battery) , tend to weaken
or make less dense the electrolyte, hence the drop in gravity
with discharge.

From this it is apparent that the resulting materials from
the discharge of the battery remain in the battery and, inas-
much as the chemical action of a storage battery is reversible,
if the conditions are reversed the materials will be converted
back into their respective initial forms by so-called charge.
This completes the cycle of the storage battery when in proper
condition and not abused.

One of the characteristic and chronic abuses that a storage
battery must withstand is that of excessive sulphation, or the
battery being "sulphated." This condition may arise from
operating a starting battery which is being charged when-
ever the motor is running above the "cut-in" speed of the
generator, in a partially charged condition for a considerable
time. Also, if a battery, either lighting or starting or a com-
bination of the two, be left idle for an extended period in a

discharged state, the same condition results. This is due to
the minute crystals of lead sulphate, which are formed on
both plates of all lead batteries during discharge, slightly dis-
solving in the electrolyte, and recrystalling out, one upon the
other, until there are appreciable crystals formed, making a
white and shiny layer over the whole plate. A battery in this
condition acts very similarly to one which is worn out, in
that its capacity in ampere hours has fallen far below -the
manufacturer's rating, leading one to believe that a great deal
of the active material has fallen out of the plates. The rem-
edy for a sulphated battery is a long, slow over-charge, at
about one quarter the normal charging rate. This continued
over-charge is necessary because of the difficulty of breaking
the sulphate down by means of an electric current. In fact,
the fault is corrected in part only after the treatment pre-
scribed. Great care should be exercised in this charge, as
well as for any other correction or in the operation of a stor-
age battery, that the temperature of the electrolyte never
exceeds 100 degrees Fahrenheit. Temperatures above this
point are accompanied by a hardening of the plates, resulting
in lower terminal voltage on discharge, and carbonizing of the
separators which reduce their insulating value and cause pre-
mature failure.

Failure of insulation in a storage battery, as well as any
internal short circuit due to foreign material or high sedi-
ment, is shown by partial or total loss of voltage of that cell,
or if only a very slight internal short circuit, by rapid loss
of charge.

Breakage of a pillar post or strap connector is noticeable
either by the wabble, or excessive heat generated at the faulty
connection when the battery is being discharged at a high rate.

One condition that may onfront the battery repair man
which is very easily explained, but at times difficult to detect,
is the failure of separator insulation due to excessively strong
electrolyte. The strong acid very rapidly attacks the wood
fiber of the separator and makes it appear as mussy wet
chocolate. The specific gravity of the electrolyte in this case
is usually at least 1320 and the voltage on charge is normal
but falls off rapidly on discharge. Remedy for this fault, in
case the plates have not been too heavily suiphated, is replace-
ment of separators and very low electrolyte, bringing the
gravity back with a slow charge.

REPAIRING BATTERIES
LEAD CONNECTOR-SEALED TYPE

Before starting to dismantle a battery, a sketch should be
made showing the inter-cell connections and position of termi-
nals for guidance in re-assembling.

To remove terminals and cell connectors center-punch the
tops of each over the terminal posts and drill to a depth of
^4 inch, using % inch drill for 12 volt batteries and % inch
for 6 volt batteries. Do not drill deeper than necessary as it
involves extra labor in building up the post again when re-
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-

XXVlll

ing of edges; then use lever underneath connector and pry
off. Brush off the accumulation of lead and dirt from top of
battery. Care should be exercised to keep foreign substances
from the inside of the battery, especially metal which may
become lodged between the plates and cause short circuiting.

Remove vent plugs and blow in the holes in the covers.
This should always be done before bringing an open flame
near the battery, as an explosive gas, (hydrogen) , is generated
in the battery during both charge and discharge. Explosion
of this gas in the confined space of the battery cell usually
results in a broken jar. The moulded rubber vent plugs being
very brittle and easily broken, the use of pliers for their re-
moval is not advisable.

Soften the sealing by playing a soft flame over the com-
pound. Care must be taken so that the flame does not burn
the covers. It is best to play the flame back and forth, not
steadily in one place as this will cause the compound to melt
and run. A small flame used for several minutes brings better
results than a strong flame which melts only the surface com-
pound and leaves that below hard.

Use a heated screw driver (to prevent adhering) and dig
out the compound. After all the compound has thus been
removed apply the flame to the inside of the jar (through vent
tube) for an instant, then run a hot putty knife around the
edges between jar and cover.

Place the battery on the floor and, holding firmly between
the feet, grasp the terminal posts with two pairs of pliers and
lift the element and cover out together. Let the elements rest

at an angle on top of jars to drain. While the elements are
draining, apply flame around the terminal posts and lift off
covers.

If separators are in good condition, and a jar replacement
only is necessary, set the element in electrolyte or water until
ready to replace. If separators are to be changed, separate
the positive' and negative groups by grasping the elements
firmly by the posts and working slowly back and forth.

The smallest opening in a separator may cause a short cir-
cuit which may not be discovered until the battery has been in
use again for some time. When separators have turned black,
they are carbonized and their life is virtually gone. To re-
move separators, take a long bladed knife and run it between
the plate and the separator. It is always best to renew the
separators. Separators should never be allowed to become
dry, but should be kept immersed in a very weak solution of
electrolyte. i

Inspect plates to determine whether or not they require
replacement. If battery has been overheated through over-
charging or short circuiting, this will be indicated by brittle
and buckled plates, with active material granular and falling
away from the grid. Plates in this condition will have to be
replaced. j . ^

The condition of the positive plates can be ascertained by
using the blade of a knife. If they are fairly hard and have
neither lost too much of their surface nor become extremely
buckled they can be used again.

XXIX

The condition of the negative plates is very often such that
they may be used again with new positives. In this case the
negative group should be immersed in water to prevent the
plates from drying out through heating by exposure to the air.

Occasionally it happens that one or two plates in a group
require replacement while the balance of the plates are in good
condition. In this case new plates may be used in replacement.
A group of buckled 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
by inserting a hose and injecting a stream of water into each.
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,
should be replaced with new ones.

To remove a jar fill it with boiling water and allow it to
stand for a few minutes. This will loosen the sealing com-
pound surrounding the jar. Grasp the edges of the jar with
two pairs of pliers and pull it straight up. Care should be
used so as not to damage adjacent jars.

The new jar should be heated before being placed in the
case. When the jar has been heated either with boiling water
or flame, it should be pushed into place, taking care that the
top of the jar is leyel with the others. If not lined up, the
top connectors will be uneven, and as a result present a very
amateurish-looking job.

To assemble an element, place the positive and negative
groups on a clean, flat surface. Always make sure that it is
free from lead scrapings or foreign substances of any kind,
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
more plate than does the positive, both outside plates will be
negative.

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.

If the cover does not fit close to the terminal posts, or the
wall of the jar, the openings should be calked to prevent the
melted sealing compound from flowing into the jar.

Pour the compound so that it will fill all spaces and reach
to a height level with the top of the case. Also see that it flows
evenly over the whole surface.

Before applying connectors, see that the terminal posts
are free of all compound and dirt.

XXX

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 with
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
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.

xxxi

ABBOTT- DETROIT MODEL 6-4+ /3/6-/S/7

OftSfi

/SA' T//VO

SIM/ rest

Gftoarj.fi

-o

r-J

FUSE.

\STff RT/Nti

6* -VOLT

Illl

CUT-OUT

PLUG 5

tfllftl

imu

<jf0vn0

ALLEN 131 7

CL/73S/C MODEL

FF?Of*l riFRS. Bf*a&nijt7.

TAIL

LAMP

IGNITION

D/STfl/BUTOR

GENERATOR

Gftounitt

\CflOlllVP

CUT- OUT

Y J *f

SI?

ruse

P-L UG-S

WOT OK

<5W / TCH

- co/v/y. /<?/y

AMERICAN 1314

r/VL LAMP

AMMETER

L.IGH'

s w/rt .

D/iSH-L JGH T 1\ 3MTCI

CUT

"Y?ur

0/V W

<S T/lfl T-S W/ TCH ,

BAT

/3/3

mvm

/5/V/7y/V

v -.'V

tiOKN

T*IU

WEST. F^L&TE

<r s

/^ re: vorr^t? ^//ves 5M0w
ffop/r/owfe. tv/m/ye (/s&

1918 - 8-1 8- fi- 1919

I COWL UGHT\

FIRING ORDER

*SF>*KK. F'LC^f? 5

J-UNCT1OW3L.OCK.

VOL.T

AUBURN

FROM flCMY

SW/Te/*

BATTEftY

g.mS

&UBURM

SWITCH

COWL ftMP

O.OSSO

i_ ---- 1

&LOCK

CC/L-

&ysj rvwv <-jc

cow*.

iSlil

6-39 /S/7 - /S/S - /9/9

G/?ot//v> 'I

5 HITCH

~ 6 VOL T

COHO.HSf

AUSTIN H/GHWAY KING IZ 1SI7-/9/8

OfUCO

fftcn MFfts. o.f.

rf/a ura/i

AOU/VO

6 VOLT

BELL 1316 76

WAHO-LCONAfto SYSTBrq

TAIL LAMP

MFRG.

HORN

.COWL
LAMP

MOTOR

GENERATOR

BRISCQE "B/5" 13/5

GHOU/V&

M or oft ~

'? VOLT

ft TAR i/ffm/

+'38

BRISCOE:

a/* '/a wooet-s Sftrtirifi //y

!, C5 f.

- - - to oV- - -

. . /

GftOU.vO

>SV X>/7 > ^f / J

> iV

II i

. ri u/4/v

Gfatsw 7

J/V/7V.V

evrro*

5 7V9 f r//V<j C/^CUI
Ct-OSFO THfPOOiiH

BU/CK /9/6

6-VOf.r

BBS

5 I r-
/n

BU/CH /9/e

I 'I

-NOTE-

I3F> -f-03B/

L/ffH,

-NOTE -

/"7V/VO C,', ^ ^, .
Ci OSO THKOUGH

" BRUSH.

ffAP0i/M0

" ', LffWP

SW/TCrt

3 *? /

IB I

S
ii

Ot,co

"SS"

MOTOR"

SW/TCH

f 1 1

CffSE /$/<?-/ 9/5

A 60OV*O

s^/rc/s

si-v/rc/7

<?f<tUMO

C/7&E /3/<3 V

Q *

? ^

CHALMERS 1914-

HORN BUTTON

DOOR I

co/v TACTS'.

t-tGHT
5 WITCH

S/V7Z SYSTEM

^ ^ I

V K

, t K

^ ^

is. i>

0=Q

0*4 c*^

r#o/*i /*rr/?s af>. w-J-/08/

/0-ISOt-T

3/X30 MODEL 35 A &

/S/7-/3/Q

Lf-SfTD 0/V C/9/?5 IV/TVr Sfft/
QZoai To 8^000
S^a o a I To /// oo O

/-.<s//r//v<s a

- &aou

6 VOLT

RE MY IGN.

ARY 1919

<7/fV<//*C^

GHflNDLER. 1923

WES TING n 3 Ub B YS TEtf

FROM WFKS. B.f?230

FUSE BLOCK

JUNCTION
BOX.

HORNBUTTON

/vo/e/v

VOLT

BATTERY

iNG, MOTO>

QROUND

\SIDE
\LIG,HT

GHGNDLE& 13 1G

HOUSE

rase a

tf VOL.T

CHANDLER 1317-2928 LIGHT WEIGHT SIX
tetriDfivis SYSTEM ,,<>

APPLIES TO CHRS NUMBERED FKQW 3SQO1

i. GROUND

\J-UNCTIONBQX

HQKN

JUNCTION BOX

YQL.T

srvf/erv/vc? SWITCH

BATTERY

C.YLINCEKS

noroft.

BOLTSD

-= CONNECTION
GROUND

OfTOfff /

ilia*

COl

,/G/ilT/OH

.=. GffOVHD

0&y cfttS^

STJfiff7O&

&/?rr&/?r

O . t~ Co

CO) (O)

/*?o raft-af/vc#Arf*

SPOT

CO/ L.

CRCW-ELKHART/916

H.BUTTOH

f>t_ UCS

' fS/VIT/O/V

LI QHT
SK ITCH

CROVJ-ELKHART 19/6-7 CE <3O

s w/ rc/y

QASt-1 LAMP

t~lORN

WITCH

AMMCTER

LIGHT
3 WITCH

6 VOLT

CUNNINGHAM /&J-/+ MODEL

INOH.FITOR

~ w/v/rex

CUNNINGHAM 1318 V-3 J91S

DEL CO SYSTEM (IGNITION) r/ZO

.SBil

OAN/EL3 /S/8-/3/7-/9/8

f-'ti&f 8 OK

I.IOMT

t st.aurr.

too

STOK*3i.

\S^TTfZ

101

38 -#-&- C

102

LIGHT/ NO <$

/vo/p/v
00 7-7-0 /v

103

DftVIS IB 17-18 6-H 6-I&6-K

\hOfZN

PUSH

104

DEEfSING MAGNETIC

B]F*GC-

wv<f/Vf7-o

105

(T&QUA/0 .=

6- VOLT

107

DET/=?O/TR

^ru/vc rteni

Gln/lTCH

<5 l/i. 7"

109

our TO*

110

O/X/E:

MODEL. "L

<5 UOt- T

111

DODGE

~SO3

113

rSTOS~7 JOOf>Gl J3LV-S- XV9V/V7-

G/ravMO

1s9s+s**r.

"=?G#Ot/SVO

114

DODGE

OJ /^ V02.7-

ZX^/VT-X/V*? S*vyreW

115

116

DODGrF

t\V. ,1

J\ c <

SX I/OL7-

117

DODGE MODEL 3O /9/7-/S/& -

j iv/ re/*

tSFtOVND

VOt-T

118

1913 "H J

? SYSTEM

4-6 vo i. T-

SWITCH

\31DE
\LtGHT

119

GffOUHO

ffrtoatro

/=vz o 7-

HORN

120

DOEE/S 1S1+ U I JJ

WES TING MO USE SrS TEK

wssr PL GTS

CjKOUND >\\

\SjfNtKtT6K

FUSE BQK

HOK.N

PUSH

BUTTON

Cf ROUND ,!> \<S1BELI(JHT

121

DOER IS IBIS l-

WESTINGHOUSE SYSTEM

ABOUND

'IQHTING WC

\FUSE BLOCK

3153

WEST PL. ATE
SIDE

SWITCH

DfSY CELLS

VOL.T

B/tTTE.Kr

122

Ott/S 1316

WESTINGHOUSE S

WEST PLATE

FUSE BOX

HQKN

\DfiSH LIGHT

GKOUND

, 6 VOLT
STQKfltfE

MOTOB

SICE

123

1917 "I-B-6

FROM WEST. PLATE

\SIDE
\USHT f

\ruse so*

IES9I

GROUND

HORN

PUSH BUT TQH

SWITCH

DASH LJtjHT

MOTC8

VOLT

IKQ MOTOR

UQH~r

124

DOEKIS 23 2 8 'I-C-& 1919 ERRLY MODELS

We ST/MG HOUSE YTEtf FROM oo*#/* A

\LiaHTiN6

+ <3 VOLT

BtfTTEKT ~

FVS/1 BUTTON

LIGHT

WITCH

SWITCH

125

H&&/V 3C/7~7"<3/V

127

/tosts* JB ;/rrar* I

128

OOF? T MODEL

fioftM auv TO ft

~ GftOCJSVO

G/tOU/VO

Cur OUT

VOL.T-

129

DOfiZT 131 8 1919

CO/V/V.

\fli*inere^.

130

3 /

131

7. C/7/? MODELS -

/9/7-/9/Q - /9/9

fi. &UTTO/V

e vot. r

132

EL G/N /S/7-WG

G 5 ^ ^ S I

Sf=>ff/ZK PLUGS

STO/Z/9G&

133

/* rot. r

135

/*/ "+O-45

r/?0/*7 fft/rDL/TE 0. /?

Gtowo

136

DffSff

O l/OJLT

137

/s/e-/7-/<3

VOLT

CCM//1'.

138

1317-18 SO-IO-JOA

E-M co/v/v. ,/G/V rrz

19/9

.COIL.

LIGHT

Hin

139

EKCEL SI OR. MOTORCYCLE

f-l O fZ A/ S LfT T O A*

142

A^J-V avrras*

146

6 V01.7'

X/CP/-P- r\if tr*s/~i.st

147

148

149

-/'/9-r /S/7 C-3C///7SS/S

&0-SCH -SKSV^A?

150

151

FISHED 19 1G

' GROUND

HORN
ISUTTOtV

GjfZQUND

\5TAKTI,.
\5WITCH

vG VOLT
STOKflGE

152

HOffn Burro ft

Ill III

GREEN

CO/4 &OX.

coftracr

SH/TCM

BLHCK

tfSSEMBLy S Wff? Cff0L&

1S3

154

/A V0J.T

156

157

158

FOKD

SYSTEM -TWO

BULLETIN r-r

d "fSOt/ND

L/<fHT SW/TCH

CUT OUT

-+-G VOLT

159

l' -i ; I FORD
) \co/t. I

FOffD COtL.

160

161

LEECE- NEVILLE SYSTZ

BULLETIN

sure LIGHT

14- VOLTS ON Lrtnf>5

162

163

NOKTH-ErtST SYSTEM MODEL

' *& M TYfE IZ/O

FKOM NQRTH-EfiSr F>Li<1TE + 3O

LIGHT

LiquTlMCj S\VI TCH

SIPS
' LIGHT

164

NORTH-E0ST SYSTEM MODE^fr'TYFE. IZ52

TtflL.

ie VOLT

\SIDE LIGHT

165

FORD

SIMMS- HUFF SYSTE.FI

FUSE

J*O* Si

LIGHT,

SWITCH

FORO CO/L.~

166

SW/TC/f

, -f- /2-l/0^T

167

168

169

state

Jill

Illl

jcn>rron

/^oroft

&At*fH9TO*\

170

171

172

173

OA/

174

It. fx I

>h-- J

175

^yP/VtfrZ/xy X^/S* S&T/fS Q-/*7

oy/v^ro srsrr/y t/~5:o o/t ffVM/?eour

NOTE:

nae-tjeve

t/9/wr^

176

177

178

181

GL/DE

o/v c##s rxoM #7000 -70-7300)

-f- 6-VOL T

15,

_T J

182

(l/S0OM CffGS F#0M#'73&9-

183

GL/OE

sysrs/vj

J-UMCT/ OK SLOCK.

mss

GfOOHO

.1=1

a, ffftf/r

HOK.N
BUTTON

184

OK
7V?/V/<

185

Sra &&<?

186

a a rro/v

187

FZ4NT 1916

fiL L IS Ch*L VEfZS SYS TZH

BUTTON/

SWITCH

OOI U
BOX

WISTK/A

MOTOK-

3 E NEK* TO

Gj ROUND

~<S VOL.T

SWITCH

fffOOHO

SW/TCH

188

189

FROM MNFKS. B.FP-SQ98

COIL.

LIGHT,

GKQUND

VOi-T

BftTTE.fS.-r

190

SW/TC/i

191

III

192

(S 5 <?

193

194

\ \

195

/<7/Y/77<2/V CO/LS

A A.

^jr

lililliililililil!
LJ--

196

H0&ROUN 1317-18

KEMr SYSTEM
ffrw&re* /V^VVT- /c/v/r/o/v

PROM

FfRlNQ OKDEK. l-J-4--\

T A ft T IMG

6 VOL T

BATTERY

197

siy/rc/-/

198

/S/3

/av/r/0

199

202

CUTOUT

203

^^m ^*m

Y*rt>ra/<f

204

HAYNC3 12 MODELS

/S/7-/&/8 - 19/9

H. BUTTOi

COM Q.

-3-/O-7-6.

G U0t.7~
STOFfflGF

B Fir re Ft Y

205

3 B -39 - 33-S /&/<& - /3/9

:/*r RE MY /6 /!/,

-3 $

k ffo#tv

206

HENDERSON 1913-1+

WrtfZD-LEONrfRD SYSTEM

FROM WR.D~LEN. BULLETIN

= <& VOL. T

\1>E LlfHT

207

COT- our

MOT0/5. -OY/VffMO

ffS/S 7V9/V CV&

208

MOTOR- 0y<Y&/y7O

CUT-OUT

~ /Z.-V.

209

HOLLIES 1917 1<5<3

3]P

HO K A/

211

/Z VOL r

Off* r/4

212

HOLMES

-h G~

3u r rosy

213

HOftN

BUTTON

ftffr.

DIS TtefBU TO fZ\

214

HUDSON 1313 31 & 54-

DELCO SYSTEM

PROM HUDSON INS ER. T *; 2S

ICE i.ist-i-r

LIGHT

STAKT.

9VilTCH

UNIT

TE'K. r

4- 3

\SIDS LIGHT

r>ETR. COVEIS.

215

fili

216

HUDSON 131+-15

DELCO SYSTEM

PUSH BUTTON

F-fiZOW HUDSON //Vr

INSPEC.

UGH

F f (JSe BOX

..ever cEL-i

HQKN

217

HUDSON 1916 6-40

&ELCO SYSTEM

e VOLT

H- POSH BUT ',.

218

HUDSON SUFE1K- SIX IS 16-1 7-2 S-19

- e?ftf.KK

219

221

-403 ff/ -

i ---------

/f ca/? nas

/-f(Jf?fy BUTTON

L. .

MOTOff

STORHGC

222

Ht/PMOB/LE /3/

WST/A/GHOUS SYSTEM

Z./G//77/YG

~ GftOUHO

223

19/9

Illllllllil

O/fOUffO

F j,

O l/OL rs-

GHOUMD

224

S/>

225

32-34~3d-W-* < 6

L/GHT

QffSH

226

ff.L LfJMPS f]KE 9-YOLT

227

6-VOL T

228

INTERNATIONAL HrtKVESTEFZ TI^UCK

INDICATOR

LIGHTING 3 HITCH

VOLT

SWITCH

229

BOSCH

H&FZVESTEI2 Tf^UCK 13K5-11 "F&h"

FROM riFKS. B]R7+ZO-H

TtftL.

/o/v/r/o/y
SW /TCH

CO/vputr

SCOfi/XHHT

230

231

INTFfS STATE 1909-10-11 .Z5TC3+ INCL.

FtKINtf OKOEK -Z-

*sfy/q&t<: fn/^s

233

NTE/e STtfTE 191Z

STftlSTINf $ Ll<?HTlN<f WIPING JP

1-ICiH-r

FKOW INTCff, STATE INST. BOOK.

SIDE LIGHT

234

INTER

FKOI*1 INTER &T&TE 1NST, BOOK

LIGHT

CASE

GET*

\CYLINDEKS

\SIDE. L/CfHT

235

/NTEJZ STtfTE 1313-24 4-5

FKOM INTEIZ&TrfTE 1NST. 3OOK

\&/D LIGHT

236

,5/DE.

237

MOfP/V 0U7~7~OSV

MOT OK

238

S/> tff/Vf*.

/vora/%

239

*<p

f& /*7 MF&S.3/?

240

MO r CAS

6-V02. T

- D+B+

CUT-OUT-

tf/e&ufvo

241

~-*O<Jf*O

L/GHT/NG

G/eo ur*o

2 /

fff&UHO

242

6 -VOLT

gjgi

243

245

c/ecu/r

246

J'ACK^SON I Sir* 18 MOOEL

I. /OH T/ ft 6 X7/VO
/G/V/T/0/V

SK/ITCH

6 UOi. r

j *v/ re*

247

MOT0&

i 6-

248

MO -TO K; Cf W/f/7,

249

L/OHT/HG

L/6HT

250

ill

-"-1

_> r&s? -rrno

251

1316 46 ^

B 'i <J 'UK

H.PUSH BUTTON

FUSE

S T#K TINf SWITCH

252

HftP/D <SE ft \JfCE TRUCK MODEL /O/.

254

RE MY 15 N.

H0f?/v

flMME TE&

ff&OLI/VD

256

258

/T//K7

Vjrr.fi.' +<& 7*

^/9f--> f.f\^. I

F<JS &<*X

259

K/NG MODEL EE I3I7-/9/& MQDELG-I9I9

LtGHT

-SyJITCH

//VJ77 BOfiflO

-SWITCH

MOTOR

6" VOLT

sTOfffnse

260

3V T TO*

261

KISSEL KtffZ 131* 4 -+O

C-ENE/ZflTOR.

VOi.T

\nOTOl

262

sw/rc//

264

265

KISSEL

' IS 18 HUNDRED POINT Six

1329 F*on rtFKs. B/P .

\3vrro*i

FUSS &OK

'XOUNt>\

LQ1QM01Q00]

267

6-5O 6-GO C 4-

COtv/. L SIM f

/r/*jp ruse

6 1 VOi.7-

268

MODEL 6-36

i/i//vc r BOX

269

SfA/OX TRUCK MOOFl- ^3<5"~o 3G

SfSiftft f*LUG
4- <3 X. /

O'ST-ft /BtJTOff

ff UOLT

270

SWITCH

<g SW/TCH

L/GHT/H6

SWITCH

271

LP.C. /9/S-/9/G

. 1

272

MO/PH avrron

273

3WTCH

T&OU0LE tffMP K

[OMOMOMOMQl

0-/vei?frroK

274

/9/9

k ^ Nl

I I

275

LIBERTY 1317-13 IO-0-B

MOTOR.

HOfZN

276

SU//T-C//I

277

3T S

27S

LOCOMOBILE: ien-iz-i3

Tfl/L.

\SlDE
\Ll<iH-r

SW/TGrt

IMIIIIIBI
IBIIIIIII

muni

279

LOCOMOBILE 1913

LOCO.

LIGHT

DOME

PUSH

B. LIGHT

\TROU8LK\

G VOLT

L.KJHT

19 toe

280

sooy t*//*//vff -

281

fr--l

\STffAT,

-f 6-UOt-T

I ,-\

282

LOCOMOBILE. 1317-18 J3&+8

we s TWMOUSE s vs rer,

,, KOM

HOfSM BUr.\

Co VOLT

LOCK

'TICK CO li.

283

"77

/r&C/*? /*7f&5. &/7T-&

HOR/V

284

y UK

v-y&a o*st. x <y*s

285

S1DE

286

nsFft&LtfN 1315

WEST/N(j HOUSE. SYS Trt

rase sto K

M6TO'

"<a VOL. T

PUSH

HOKN

287

1916

ME&T f=>L*TE

\ST/<lltgTiN<?\

.. -

\v.l<5N,
UNIT

288

J3J7-/8-19

ri*S- sax

cor#ot.

289

car our

293

SYSTEM

294

/^ l/Ot, 7"

296

CQ/y Tfl OL

297

MAXWELL 1914-15

StriMS -,

FRO 1*1 $ I rifts fi. TMtiG. ff(/LLE T/N

H. fUH &UTTOM

COIL.

WITCH

/VOTE -

C/e/7/V KING

299

/9J7 MODEL

-<//vr c a/* rffcr

cur-our
o/v eic/c or ,

301

UJ UJ

CUT-OUT

303

LHit-lT

304

VOLT

305

/9/<9 MODEL 22 4 7* /$ /$ rxo <?s. B* toase

308

& - I'OL 7~

DEL CO

BOTTOM

309

HETZ 1914-

I
jl

L r$H r

\LIGMT

310

METZ. 191-S-K3-17

Tf*IU

6 VOL.T

311

METZ. 1317-28 "G

JrWi~rCM

312

iS^KI

313

G fOt. T

/./7/v/

,3tv/rc*

315

Ml TCHEL L /S/ -7-/S/6

lV>S~r/MGt-1OU*SE yyvS7-^A7

Ff?OM MFB& 6. f? TV. 20 70

TX ;po-z^t

" t/ot. r

317

MOD"L -<4O

COW. /&A/,

/vtf/e/v avrro/v

MOTOR.

318

A7/ TCHL L-

/-/0//7V/V<5

319

M I TCHL -LEW/S

Bl/TTOAt

*/*//* r/o/v

320

co/vy.

321

CONN. /GM.

1/dLT

/0/v/r/a/v

sw/rctf

322

MOLINE-KMIGHT 19f4-1S MH'SO

SYSTEM

ill

ff*>

^H ^*<

324

G-UOL T

326

Co MM /c/v,

K SPfJffM f*L UGS

527

COA/M

iiii

/y<7/tw

329

/<?// T/MG &-

SW/7-C/i

CUT-OUT

C/G-CU/T

330

CC/-L

NOTE

331

MOON 131G G-30+G-40

&EL.CO 5Y^TE-f7 CONN, /GM

riOON INST BOOK

IGHT

6 VOLT

BRUSH & WTC.H

332

MOON

1317-18

DEL CO SYSTEM

MOON IN&T. &OOX*.

COIL

\HORM

333

MOON

DELCO .

1917-18 "6-66" 1919

F-fZOM MOON 1N&-T 3OOK

BUT Ton

JGN.COIL.

TAIL

<B VOL.T

334

MOOIZE 1 SI 7-1 8 3O

DYNETO SYSTEM

CUT-Cl/T

335

>&*. co /e/v/r/0/v

0LCCK

338

Eft PLY 1919

FFZOn A7/="/?5-.

HJ N IT/ON *S\

\COIL.

339

1314 "SIX

^T VOL.T
S~rQK*(je

340

//f<3/v ffcroxr&oo+f

344

OGKLtfND 2 51 3

LKfHT

B#TTSfSKZ.

348

OAKLAND

349

OAKLAND 1313 "3S"

3SO

OrtKL *ND

351

\a/MTfK

352

~S WITCH

CSL.LS

OOIL.

& YVI TOH

353

OAKLAND 131

>EL CO & VS TEM

L.I(fH-r

\Bl-OCK.

354

OrtKLrfND

Bjf?

355

DEL. O

J9JF 3 SOI 2 7Q 2O1S8.

356

OrtKLtfND IBIS

III

LororoToio]

flOTOI? (?E/V

358

359

OftKLflND /S 1 6 "38

DELCO S^S-TEW

'f-^M

JD4SH H& T. [ O.'M.

360

361

DCLCO sr^rtr/v

MODEL 3+

363

364

OLD HICKOKY TRUCK 19JG-I3J7~1S1S

a K/V<T TO <s Y-S re^

/* a UT TO At

365

OL0SMO8/LZ

DELC0 SYSTEM

PROW OLps,insr.aaof\

366

f /&/? r0f?

367

4*3*

/e/fV/V 0LCO M/y/vvfiv.

/GM/T/0/V

368

OLDSMOB/LE.

/9/6

&om DEL CO

- VOL T

369

QLDS/VOB/LZ /9/G-/3/7 +f

DL.CO

VOLT

370

OLDSMOBJLE 1317 37

F&on rims. iGT&ooK

HOKM

<S WITCH BO&IZ.&

I *--v

LIGHT

s~ro*z&CfE \

371

OLDSMOBILE 1318 37

372

OLYMPIAN MODEL

J&J7

374

/9/3

foje, - #0*:* o*> 7/r -f

37B

QVEfiLAND. /

6J9A Y *.V0 0*1/13 SYS 7VT/V

7S-B

377

1315 80-C

SIDE

378

6 POL T

Moroj?

379

"O x-

82"8( 1916 "86

380

7ST < 7S

c/?/r* 33 ego re&sus

381

O)-- fe VOLT

I ;*g|

St 5 Hi *

382

83-LD-EX-Tr/Z

F/VOn t*1Ff?6. <8-f>- /4rZ77-/<f.*00 Q 2 +63O

383

33-T-EX-L.D-B-D-

-2. 6004

<5 VOL.T

&WITC.H

384

LOLQloloToTo]

S \n/i TCH

Ill

385

i 974-1-2874-0

Uf*& SHOW

xS W/ TCH

cur OUT

386

387

OVEELtfND

#VTO-l.iTE S

\HOKH\\BUTTOK

388

GVE/ZL#ND IB 18

SH/TOU TE &V-S 7-fi-A*

IGH/TIOM SWITCH-

VOL.-T

390

OWEN S TJS 7T>7

JT/////A

vii//in

C ON-TS

EZZZZZZ223

M/JG/VETO

391

B/f=> CJC-

392

394

L/CfHSE

HORM Bi/TTO/V

f sr#Fr

395

7,9/5"

3~3& <Q ?-&& /=*?ow 8/yv/? 0s?/oa

396

pacKfffzo /3/e

125 f3S

397

MOO EL 2-25 3- 2-35

/O/V/TVO/Y

S HITCH

<5 1/01, 7~

398

<?* B(rn*\

399

401

/S/6-/3/-7 C-+G

CUT OUT

402

XErjysysrfM OM/VOOSL

1919 MODELS.

GKOUH0

403

r#0/W/WAKSi &</& /*/?//* 7"

| "O

-i 5

fff/7 7~F/fr

fUSf fflVt* .

404

ffUTOL/TE SySTg-M

405

rffow &.-c. a* 9 - x.-/~

SIA//TC//

G-I/OJLT

SIM/ TCtf

6ROUNO

406

PARTIN-PALMER 19I7"3ST ~ I9I& "ULTRA -4- FORTY

f\ f .<C f* X* -C ^ .* *" Mb '

assco

ST/Q/? xy/v

SWITCH (

WOftfit u TTOH

GfTOl/.YO

407

"T" G

-VOJ.T

/S/G

6-<fr8

SWITCH

41O

-1919 6- #6

SW/ TCH

Sfff&fV PLUGS

e s ^ 3" e /

r &-VOL.T

KIOTO ^

411

413

Gtrtf-e/fT-a/?

(Qj <&,

v3T7VC>pr//v<5
/^faraf

^7VP*>7~//V<S

416

S6-S7FF /3I6

CA'OUHO

417

UOt-T

III

418

- 33 "C- 2 FJZO

L/MOUSINE ff/VD TOURING CS7&S

420

3&-C

t-hJ

422

423

425

/=?///"/? MODEL "M

12 1/Oi.T

427

MODEL "M" J3J&

*>* HUSH-

f(J*S~ fflMEl.

428

fff+r Y <SY-s ret

429

PREMIER f 9 17 -/a-/ 9 6~3 & 6*-C *********** c-***

*VC ffTHC (.

IIP

III

/SG/V/7-/O/V

/no rose

430

PULLMffM

431

Pi/LLMfftf

433

REGGL / 9/3-14

RUSH/WORE SYSTEM

G I/O L. 7-

I/V BUTTON!

436

MODEL "C"

Ft? Off MTGS.

f>70T-(J*?

437

REGffL /9/5-16

Ill

438

\BUTTOJV

444

445

446

M 8V7~ TO /V

447

i /Cf7~/n <;

/^frfr/Of

etocr

O l/OLTS

448

Rf=>VBJL/C TRUCK -MODELS 8

5 fa '/re *

450

/7//fV? TFtUCH

453

/o/Y/r/os*

i GfOl. T
STORAGE

455

/,9/7

fOff CfJf?&

456

I9I6-/&/7'

//. au TT OH

458

DOT r co t.//\/:-s
SHOW c/f?cu/r*s

-c:>

' i

459

S-2

/GNITIQM

6 t/at-T"

462

saxo/v /a/ 7

463

Y-/G - /9/9

CUT-OUT

Q/vfs?arofi

\S ffift X ft, UGS

-SWITCH

MOTOff

464

L16HT//Y6 <.-
, 'C7/Y/7V0/V
SWt TCH

o/s r/e/ su 7-0*2.

MOTOR.

465

- NOTE, -

f)CTIOM

466

467

469

470

471

VOt-TMfrt.

vS raft T

472

TO 'GOOY

6 1/Ol.r

478

D/XJL

Cl/r-Ot/T

.1111!

479

PUSH

LIGHT

<S VOt-T

481

LIGHT FOUR" 1915

G/M Y AND DA I/AT ,y rS TEF!

HORN

~ &f\o Ut/9

^r 0/70 t//vc

Gfr*ftATOFI

482

5 TEfi&MS-KNIGHT

s T-//V

a /e o y/v-o /

& VOLT

\m\

484

- HN/GHT

vS 7V7/? T//VG

19/9

MOTOR,

STPHMS /.9/7

ffUTOL/T SYSTEM

487

Oft co

/Q/O - 74*

6 UOL r

488

F&OM MF&S. BL U PXIH TS
fO8SQ-'OQ9o -ffOOf

490

5 TUDEB0KEE. 19/5 EC-SD-S

lin

491

NO re

/VOTE- sr/9A-r/>v<7 SWITCH in a

t^l/ TOO T WOi/nt TO a tv rtcnfiK- Oenf.

492

JGA/,

Jg /

QC <? ,

RES/S Tfftfcf
CO/1,

GfOUHO

493

f 4 3 Ji

494

STUTZ

495

5TUTZ i 91 6 -1917

SYSTEM

496

srvrz

497

v>*

>-<?'+-

"v* 1 7

T i AS1 f\- V\ A A 4 ^^'

KV'J
>^> K

J7//>7 - o^ / \/\/y\^
/^

S x

<y^i/r Q

M X U)

E^M5

500

UJL/E

"/s"

<> ^ -5Z -3"

503

/ f,

504

505

l/L/

MODEL

A9/7

.s^/rc//

&ft#/r fi.t/&s
/* at/ rro/v

WOTOR.

506

SOS

3: ^

-NOTE-

511

LIGHT/KG <g-

/(s/V/T/0/V

SW/TCH

G s ^t a-

/^cusr

512

G /*/? a ra^

.S r<y&#cri-

514

S YS 72E7>7

515

516

WH/TE

517

KNIGHT 1316

& U TO LITE

/&KVV %^

3<,-r7&v/*~-

^ f i

~~~~

1*5 GOO

C/f?CUI

TO 11,000

520

WILL Y5-KNIGHT 231 6 S 4--

521

WILLYS-KNIGHT 1916 84-*84-T

522

FfOM MHFffS.

S>x I

523

524

13178,18 88-4--L/W

525

WILLYS-KNIGHT 13178(18 88~

\LlCfHT

ruse:

II!

^HSTS.t&t/ro

CKfft*Z

Jti

526

13278,18 88-4T 88-4--LIM. % 88-4--SN.

/=-^>0/^7 n^RS. J9/R 1 OO S8+ -JJ9J 2 4- % IOO5O9

,TS -fh

- 3- a- 3.

' i !

/<7 7V

527

\MLLYS-KNlGHT191T~ia

SK/TOLITE S^TJSTEf^

528

WILL r^-

529

WILLYS- KNIQHT 1317 88-8T 1313

53O

WILLYS -KNIGHT 2327$ 28 88-S-TC

tf(S TOL / TE SYS 7->7 /=V^O A7 MP^^. J9. 7? JO3&4

531

WILLYS-KNIGHT 1318 8B~CL/?-SN& T

rtu TOL i TC s YS ~rcn

VOL. ~r

532

W//V7"O/V

533

w/nro/v

fSfS

OOME.

.5 /=/?/?/< / .
6 S <? ^'

534

W/SVTO/V S&fS

-Z7>

535

IA///VTO/V

I I .* I '

' Ik 1

I A,

9 ^ m mmmmtm w^^

m %*

536

IV /M TOM

III

19!

537

DUtfL-PO\A/EF2

- MODEL /COO

COIL.

538

WOODS DUtfL -

woo DS S rs rzw

1B18 "1700"

FFZOt* MF&S. B-fP BZ930

539

Y/JLE MODEL KB /3/7

n.gtsr~T-o/v

-JA'/TZr/y

a*rr*jcref*.'

540

HffSH TWO-TOA/ TATt/CX.

Tff/L L'GHT

ss&er t-i&rtT

542

NffSH

CO/VA/ c rrcu r

-s. tv/ . , . ,

544

TWO -TOM

S/a/i/./GHT.

S4S

OELCO -

Ttfl/CX - Ct ffSS B

HONOBOOK.

~Sf=>f1K2^ /=*LC/6S

VOL T

546

HOLM* stow co.

\QLT

547

-P D+ FT-

548

Gl/OLT

/{.&. PV/Y f

549

ffL US- CHfiL ME 5 /AfT#M0L C/FCL//TS

551

/G/v/T/o/y

USD W/7~v

552

* *

VOt-T

554

CO/i.

f. Oft..

~ /vc. 3:

562

B/JV/Z B/P

SG3

J3/3U&H

564

BOSCH ST/7/V0ff/?D L/G//r//VG

& s /e

1*4

-SW>e/~

S v*t rc.H.

567

TYf>c" G ><

569

co/wzcr/ct/r

GZOU/VD

571

DffCO

573

574

VOLT-

581

OL0 VOL TAO &Gt/LA TOg.

*r<LC<7 MA ATM A t.

582

584

0/SCO S/NGLE UN/T

585

D/SCO TWO l//V/r ST/)/V0/)rtD

~J|||. GffOtS/VO

586

D/SCO

:T&/Y/7VcVV ^ VY/rCff

587

D/SCO IHTERHffL CIRCUITS

SPLITDORF-flPELCO

f&OM SKETCH

F/eoM SKETCH 8Y tf.J:/ .

588

rwo w/r

'j^VOW.-X/l/^ ,~/c7 /"CW

*Zs+O<S'VJ

591

c/secv/rs

ov/v- 1 or/v-t-

SHUNT F/ELO

S92

593

r?C7VO.\

i TCP ME IV OF
! I M-

594

INTERNAL CIRCUITS

~. Br/=> 834-

596

|-f- /St. VOLT

598

SYSTEM

GHeun/a I i K

60O

>V<7/P/V

B^rrey

ffMMErr&K

M07~a^

$ *

a si

S/f^-

<u<?#r

601

7,9/5-

STARTING i

602

C/RCU/T5

-I t

606

()-- 6" VOe. /

608

/Ytf/PT-// Effsr

h- -I

B09

35S1-G-/

A7 ODEL ~ D -

f^/eoM A.->

610

612

SHi,'.^ '
^'fi-O

^> '7
i \

' caxr&ct. ' i '
i i '

1 ' SIH/71CH i I

615

SYSTEM TWO

O/V

617

/NTERM0L C/RCU/TS

VOLTffGE REGULBTO&S

INTERNAL C/ZCV/Tf or 7V/Y CO CONTf?OLL& SfffiJC #<S TYPE CC
IH /?f<S/37-/7A/C- UNIT MOUNTEO ON TOf=>

618

619

STft/YD#ftD W/&J/Y6

TO < a HIT/ on

620

A A A/,!

Lffmp

621

ir-tr-'

SWi TCf?

622

B&UGH

4S" T/*#* 7"//V<5

/<5/V/^/0/V St*/f7-CH

.\ \Grne: /eaT-of*

624

625

INTERNRL CIRCUITS

OTRIfn

1-3 \ i! ro/*
r '/

In ca/i.

ro O/ST-

IP H ffor ffyoi.7-

Bu/L T //v

628

M/:$T/NGHOUSE INTERNI1L ClRCl/fTS

& cur- our

/*f.G COO

629

IMTERNRL CIRCUITS

FROM M/-ST.Mf1f\/UflL

/<7-V/ T/O/V

\ Q ro

J./GS/7-//VG -SWITCH

630

WSTM6HOt/SEINTERNRL C1RCUJTS

637

HEWZ

C/RCV/TS

13-C CO/i.

LT-+

17-C CO/t.

639

/MTERN/VL C/RCUITS

R.SLAY H

I -J x

64O

I6MTIOM CO/LS

//V TERMAL C/R CU/ TS

FROM RE My

HIGH TEH SI CM

SPARK PLUGS

SWITCH

mam

GROUND

P0//VTS '

I LOU

CV/?/?EHT

641

/V/68E

C/ftCU/TS

ro f"-v*ic 7f /f

TO STUKTCR

STflRTWG WOTOtf /V

Li. J

642

AHMETEX

RE/*iy //VTERNfJL CIRCUITS

START! HQ

RELAY Z6ZA

V a i- i y
\0 u /

^i (

RELAY

I hi'
i ik

I V J

TO SWITCH

643

ESSEX /9/S>

S WITCH

CIRCUIT

6 VOLT
STORAGE

OflSH LIMP

HORM

COIL.

TIMER CONTACTS

STHKT6R SWITCH

644

FORD /9/9 COUPE > SEDtf/V

FOftO //ViT.

HORrt

SWITCH

6 VOLT
STORAGE

AMMETER

CUTOUT

645

YE 03880

r.ng
Lib

UNIVERSITY OF CALIFORNIA LIBRARY