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  • Car Care Guide - Popular Mechanics - Oct 1979

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    Domenico Bevilacqua
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    Car Care Guide - Popular Mechanics - Oct 1979

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    Car Care Guide - Popular Mechanics - Oct 1979

    Droits d'auteur :

    © All Rights Reserved
    Téléchargez comme PDF ou lisez en ligne sur Scribd
    Signaler comme contenu inapproprié
    28 vues40 pages

    Car Care Guide - Popular Mechanics - Oct 1979

    Transféré par

    Domenico Bevilacqua
    Car Care Guide - Popular Mechanics - Oct 1979

    Droits d'auteur :

    © All Rights Reserved
    Téléchargez comme PDF ou lisez en ligne sur Scribd
    Signaler comme contenu inapproprié
    sur 40
    PUSS ae ees Gh Servier an (OLE A TOP=TOG new or old, “Only the best for my cars. Ido the work myself and | do it with Duro.” When you're proud of your work, you want to work with the best — Duro. Duro makes more than fifty different car care products. That give you the satisfaction of using the best. That protect almost every part of your car and prolong its life. That save time and trouble, as well as money. Duro Rustproofing Kit provides everything you need to professionally and easily rustproof a car. Two exclusive formulas for inside door pa and exterior surfaces. © 1979 Woedhill Permatex. Duro Undercoating inhibits tust, deadens sound, insulates your car. Duro Primers form a base coat to protect metal surfaces against rust and corrosion. Works on fiberglass, too. Easily sandable for a more uniformed, finished look. Duro Silicone Sealer water- proofs and insulates around windshield and windows. Remains flexible and permanent. Resists chemicals, vibration and extreme temperatures. Duro Belt Grip stops V- and fan belts from slipping. Stops elts squeaking and eases strain on bearings and bushings Thousands of do-it-your- selfers have discovered that the Duro full line of automotive products protect their cars. ‘And save them money on maintenance and repair costs. That's what makes Duro the number one brand in car care. Duro. And proud of it SAVE IT WITH Owes Servicing the Ford and Lincoln-Mercury models he big 1980 story is in electronics. Ford will have four major computer systems in 1980: three under the hood, one in the dash. Two of the systems involve EEC-II Ford's electronic engine control in its lat est stage. When Ford first showed us EEC: (Aug., '78), we were told it could be tested, and ignition timing could be checked, using ordinary shop equipment. When al the loose ends were tied, the system was certified only with special Ford test equipment. Ford engineers called us (long after our story was out) with the bad news. The special equip: ‘ment approach wasn't popular, to say the least, and Ford is engaged in fence- ‘mending with independent service shops. Result: Ford is working to develop diag: nostic procedures thai use conventional shop equipmeni most Saturday mechan ics should have (volt-ohmmeter, dwell tach, and so on), according to Dave Brockman, a supervisor in the EEC pro: gram. Ford hopes to have the test procedures worked out for 1981 EEC-equipped cars, then will backtrack 1o produce manual checkouts for earier systems, too. Even- tually, it wil put the diagnostics on board, as GM is doing, so not only won't you need special equipment, but the on-board computer will help in trouble-shooting To prove its intontions are right, Ford pointed to two developments: first. the MCU (Microprocessor Control Unit) which will appear on 1980 California cars with the 2.3-liter Four (Fairmont-Zephyr, Mustang-Capn, Pinto-Bobcat), and throt tle-body injection. As it is being intro duced, MCU doesno more than run a so- lencid vacuum valve that regulates vacu- um supply to a fuel mixture on a feedback carburetor, plus the air pump. ‘The MCU control module (a small com- puter) receives an rpm signal fron electronic ignition. an exhaust-gas- (Proase tun to pag Location and connections for all compo. nents of Ford Microprocessor Control Unit (MCU) on 2.3-lter Fours in California, are shown. Unit controls air-fuel ratio by chang: ing air-lue! mix of feedback carb for best three-way catalyst efficiency. RecutAror SOLENOID. NTROL MODULE OCTOBER 1979 135 yal Canis BEC Cy Aree SAU RU meee} ee ates ALLL Cats} Len nurs ecu I Servicing the Dodge, NOU UUM Cte Some (a) Le nul American Motors models Service tips: bP ev oyeie te) rama) SRR CR uso eOE Ue) 5. Battery A CLCa Sc) YAW Sul ssi) tM ce DOOR WASH HEAD LOW BRAKE TAIL LOW sex CL my ae ae Electronic instrument Panel and message center Dig Electronic tuel injection {gen pulse from the oxygen sensor in the exhaust manifold, a foo'-on-the-gas-ped- al signal (indicating curb idle or fast idle) from something on the carb called an idle~ tracking switch, and, finaly, a vacuum signal from a vacuum-operated “open Joop" electric switch. The system is designed to go into ‘open loop” (fixed mixture setting) when- ever the engine is cold, at warm idle (loot off the gas pedal) or at wide-open-throt- tle The idle-tracking switch on the carbu- retor tells the computer ifthe throttle ink- age is against its stop, because when your foot is of the pedal, the switch plung- er is pushed open by the throttle link- ace. ‘An electric switch, pulled open by en- gine vacuum and closed by a spring, pro Vides the signals to the computer on en- gine temperature and whether or not the throttle is wide open. The switch receives vacuum from a thermostatic vacuum switch threaded into the water jacket (which in turn gets vacuum from a port at the carburetor throttle plate). When the engine is cold, the thermo- static vacuum switch is closed and no vacuum can get to the vacuum-electric switch, $0 this switch remains closed. Whenthe engine is warm, the thermostat- ic vacuum switch opens and vacuum can {get through. As soon as you hit the gas Pedal, the vacuum pulls on a ciaphragm, Which opens the electric switch. At wide- 138 POPULAR MECHANICS open-throttle, carburetor vacuum drops and the electric switch closes. To execute the mixture decisions it makes, the control module actuates a s0- lonoid vacuum regulator, which is tho vacuurelectric switch in reverse. Elec- tricity from the module controls ihe sole- noid-operated (electromagnetic) regula- tor, which permits of blocks the flow of ‘engine vacuum to a diaphragm device in the carburetor. The diaphragm istted to a tapered metering rod in a fuel or air bleed passage. When the diaphragm moves, s0 does the rod. When the solenoid vacuum regulator is closed (no vacuum), the metering rod s set for arich mixture. When the regulator is wide open, allowing maximum vacuum flow (5 inches), the mixture goes lean. In Practice, the regulator normally provides an in-between amount and only small changes occur. Even if the system fails completely, the mixture range it covers is so smal few motorists can detect it. The air-pump system control also is a solenoid wired to the contro! module The control module supplies or denies current to the solenoid, which allows airflow to the exhaust manifold or opens a vent 0 ai- mosphere or, on California cars with three-way catalysts, is part of a system that can switch airflow to a point between the catalysts. This arrangement is some- what similar to what Ford has used on EEC, which is installed on 902- and 351- cube Ves. MCUs a true computer. I's designed to provide checkout data with nothing more sophisticated than a volt-chmme- ter. There are two wires with connectors hanging from ahamess at the right rear of the engine compartment. Ground the wire with the brown connector and probe the wire with the gray connector. Then follow a specified procedure and you'll get read- ings on the meter that you can interpret, such as a steady dither. pulsation from Servicing the Ford and Lincoin-Mercury models ze10 to half-scale, a steady reading at a Certain number and so on. Each meter reading isa signal from the MCU memory and you just read the instructions in the shop manual to intorprat it. f you oxhaust the test range of the two connectors, the Instructions tell you to head for the control module connector. Take it apart, probe the terminals as instructed, and anything that wasnt isolated earier will be now. ‘though most of the computer signals to the meter are with the engine at warm idle or certain test speeds, the computer also can signal wth the engine off. There- fore, you can tell if the MCU system is a cause of a slarting problem and, if iis, where in the system to look. Throttle-body injection Throttle-body fue! injection 1s on 1880 Lincoln Continentals with the 302 VB. This computer-controlied system uses a pair of electric injectors in a two-barrel throttle body that replaces a four-barrel carburetor. Fuel is supplied from an i tank electric pump to the threttle body, where a regulator controls the pressure to, 39p.si. ‘The pressurized fuel flows to the inieo- tors, which are a solenoid type. When the computer supplies current, the solenoid pulls on a plunger, opening the injector and allowing the fuel to spray out. Al- though throttie-body injection doesn't provide as uniform a distribution to all cy!- inders as an individual injector at each Port, it does offer improved mixing. As a result of the better mix, compared with a carburetor, the distribution to each cylin- der is more efficient The computer is @ variation of EEC-IIl, whichis very close to EEC-II. This means you must use the Ford EEC tester for ‘most of the system, unti tho manual pro- cedure is available. Throttle-body injec- tion, nowever, can be tested indepen- (Prease turn page 173) Checkout of MCU oxy- gen sensor, idle-track- ing switch, solenoid vacuum regulator and ‘openloop switch can be done with volt- ‘ohmmeter (far teft) The two diagnostic connectorsareat right rear of engine com- partment. Further ‘checks can be per- formed at the MCU ‘control module con- nector (lef). Control ‘module location Is un der hood, as shown here or, on some Ford models, under the dash. ny Ee ETRE) OB) wwe |T" > ae SPARKOMATIC, Reverse Cassette AM FU Stereo fo anew THE SPARKOMATIC SOUND. CAR STEREO FOR THE TRAVELIN' MAN WITH EARS OF EXPERIENCE. en Rene Tg Ree a omen aCe reen ita Peer Sma ee eet nn ete Pecan ncaa hart ree ecnm re cna) high fidelity specs. For a travelin’ man with cars of yen Ue But that’s all over now. Now that Sparko- matic has introduced its radically new High Power eRe Tea nro high fidelity credentials. Tuners with exceptional FM sensitivity; eredible multipath signal rejections Ree ear erent eat eg SPC Narre oe cee tone Tse rt Beanies The power: a bone shaking 45 watts. eee ee eae eee ey Sparkomatic’s SR 3300 High Power POS en cece story Reem Canes am ee TS Like feather touch electronic controls and sophisti- Pre oer ae Ree nent-looking package that delivers faithful high Rng ye SUP eet! EUR Cn aoc Ree eR a ces eats Dire eee eer cra Visit a Sparkomatic dealer and get a Sparkomatic high power car stereo demonstration RKOMATI Rarer uve Cee eee ed he Cadillac Sevile is GM's only really new model. The car is spun off the front-drive _Toronado-Riviera-Eldorado, but no one can accuse Caddy of copying any domestic car with its very controver- sial rear-end styling, And its new fuel-in- Jection system Is the most advanced on today's market This system is the throttie-body type— two barrels with an injector for each one, replacing the carburetor. In Caddy’s case, it replaces the eight-injector system that will be used only in California (along with the 350 V8). The two-injector system is installed on gasoline-powered Eldora- dos and Sevilles, which have a smaller (sixliter, 368-cu.-in.) version of the sevemlter(425-cu.-in.) V8 used on larger Caddios through 1070. (A four barrol car buretor version of the 368 VB is used on the larger Cadillacs in 1980), Throttle-body injectors are the solenoid type controlled by a computer, and there is a Schrader valve for fuel-pressure cchecks (in the fuel line, not on the throttle body), much like the Ford system. The resemblance ends there Cadillac's injectors operate at only 10 pounds per square inch (psi), a clear- cutengineering achievement. Previously, all of the electronic-injection systems (in- cluding the one with eight injectors used by Cadillac) has operated at about 39 Si. for an optimum spray pattern. The lower pressure not only is safer but in- creases system reliably The Gaddy system also is the frst available nationwide (except California) toeliminate completely the idle-speed ad- jusiment in favor of an automatic contol Replacing carburetor on 2 Cadillac Sevilie is a throttle-bedy fuel injec: tion system that uses two Injectors and an automat- ic idle-speed contro! (right). motor-driven plunger actuates the throttle linkage to set the idle speed for whatever value the computer deter- mines. Fuol-pressure check in the lines is made fet © Schrader velve (ter right). 140 POPULAR MECHANICS with @ motor-driven plunger that bears against the throttle linkage. Controlled by the computer, the motor can move the plunger to hoid whatever idle speed the Computer says is right for operating con- tions. Turning on the airconditioning in creases engine load, and the computer automatically compensates for the drop in idle speed by operating the motor plunger until idle speed is back up to ‘specs. Idle speed is just a number in the ‘computer memory, so the computer also makes adjustments to compensate for aging of parts in the linkage. IOLESPEED CONTROL MOTOR — Turbocharging the 301 Pontise V8 re- quired changes to handle 30-percent power boost. You'll find a power-enrich- mentvaive control and detonation sensor on intake manifold (be- ow). Cheék hose to valve (below, left) it ‘engine hesitates on ‘acceleration. POWER-ENRICHMENT VALVE CONTROL Chhryster has had automatic idle control in a throtle-body injection system in sev- feral hundred tielc-test cars out for a year oF so. You'll see variations of computer- controlled idle speed on carburetors or throttle-body injection systems on many Cars sometime next year. But right now, the Caddy is the only one you can buy almost everywhere. Cadilac's computer draws information from sensors for coolant temperature, air/ fuel mixture temperature (threaded ‘into the intake manifold), intake-manifold Herlling MOTOR OIL “SCinents:1 U.S. FL Quart UF IT’S LIKE GETTING FREE GASOLINE when you change to Quaker State Sterling Motor Oil. Quaker State Sterling lubricates better than regular oils, so changing your oil to Sterling can get you better gas mileage. It’s specially blended and fortified with new and im- proved additives to cut friction and improve wear protection. With Quaker State Sterling in the crankcase your engine doesn’t work as hard—so your gasoline goes farther. It’s like having extra gas in the tank, for free! Like all Quaker State Motor Oils, Sterling aan help your car last and help you avoid expensive engine repairs. “Ie lhe petting free gas with every tenkful.” Easier servicing of Gm airconamioning sys: the advantage of a new pressure ‘switch. It's found on the accumulator. Temperature controls optional on Buick Electra use all-electronic, touch-switch panel, ‘computer and motors (not vacuum switches pressure (actually a partial vacuum) and Darometric pressure, plus engine speed from the ignition sysiem. Itany sensor fails, the computer substi- tutes a predetermined value that will per- mit acceptable engine operation. If the computer loses its ability to compute. it automatically substtutes a predeter- mined {uel-delivery rate. idle setting and spark advance, so the car can limp home. In most cases, system failures will not be in the computer, 90 the computer can be used to diagnose failuresin the circuits it controls. In this department, Caddy has diaphragms) to work flap doors, ducts. an arrangement that could turn even the affluent owner into a do-it-yourselter. The car has an automatic-temperature- control arconditioner with a digital display panel. If the CHECK ENGINE light on the dash goes on, just press the WARMER TEM- PERATURE and OFF buttons on the a.c Panel simultaneously, and you'll wed the display panel to the computer. If anything is wrong, a failure code number will be displayed in place of the temperature reading. A chart will tell you what has gone wrong The computer will dagnose problems in fuel and ignition systems. it doesnt POPULAR MECHANICS check the exhausi-gas recirculation (EGR), which is also under its control, but that's ust an off-on solenoid that can eas- ly be tested manually. The new Cadillac computer is even a step ahead of what the rest of GM has just started using: a Computer-Controlled Catalytic Converter, or C-4 for short. The C-4 made its debut in California on some late 1979 3.8-liter Buck V6 engines and the early-1980, front-drive compacts. In the 1980 model year, it will go in most California cars and some 3.8-lier Buick V6s in the other 49 states. ‘The C-4 is a digital computer in a car with a three-way catalyst system, and al- though the one currently out does no more than run a feedback carburetor sys- tom, itis capable of alot more. As itpres- ently stands, however, C-4 uses these sensors: 1 Coolant temperature. Oxygen in the exhaust gas. 1 Throttle position, or MA string of three vacuum-clectiic switches that indicate idle, part-throttie and wide-open throttle. The switches are ‘connecied somewhat differently from en- gine to engine. 1 Engine-speed signal from the distribu- tor. ‘The key signal is from the oxygen sen- 201, foritis the one that indicates the ratio of the mixture that buried in order to form the exhaust gas. Lockup torque converter ‘operation (described in text) uses valve body with solenoid and governor pressure switch. Check all three switches in event of @ malfunction Cc ER x c soCeNoiD The computer uses information it gets from the sensors to operate a solenoid in the carburetor. When the solenoid is fully energized, it pulls down tapered metering rods, in fuel and air passages, to lean out the mixture. When the solenoid gets a current signal, @ spring moves the rods the other way, to enrich the mixture. Be- ‘cause the signal is one that varies in pulse time, itcan be checked with a dwell meter. ‘So although your dwell meter is obso- late for electronic ignition, be certain to hold on to it. Apparently it will be making ‘something of a comeback. Under cold engine, idle and wide-open throttle, as with other feedback carburetor systems, the fuel-mixture adjustment is fixed (on the rich side), a condition called ‘open loop.” When the mixture is under FF vate Booy Governor Pressune’ saircH computer contol, the condition is called ‘closed loop. C-4 is designed to be largely selftrou- bleshooting. Even as it becomes more complex, adding electronic spark ad- vance, air pump, EGR and many other controls in 1981, you'll be ablo to find out most of what's wrong from the computer. Ith CHECK ENGINE lightcomes on, look under the dash for the computer and you'l see a wire with a green connector hanging down. Ground that wire with a jumper and a bulb on the dash will flash out a code. If you get, for example, one flash, pause, then five more flashes, that’s one and five, or No. 15. Check a tiouble-code chart and it says “Open in coolant sensu circu The engine must run a while before this (Prease tum to page 178) loyal lel lar] THE AFFORDABLE CLASSIC ea aed company introduces the world's premier PU AALcee cd ub oui Panera mmo ona teaa es ce ula EW ke eeas RU oer cc anaes vibrant colors and limitless two-tones - ca renee molded to last a lifetime. Nostalgic but Poa eee Sa ee eee ees cr FIBERFAB, INC. 1 ; $20 Tuner roe hn Soin CALL TOLL-FREE: 800-328-5671 1 Exc $r MG er bch 1 Extends $1 fr ler che od smb war we (on, Sure ww 2 MiGil PN OkE__ ca mame, OCTOBER 1973. 143 G8 20 risen corse bought back the air pump on 1980 Chrysier products, and most other cars, as well ut many other underhood changes will make the Chrysler lineup easier for youto service. ‘The change that Saturday mechanics probably will applaud the loudest is the relocation of the ignition coil on compacts and intermediates with the slant Six or 318 VB. The coil now is at the right rear of the engine compartment, and there's no problem getting to the terminals to dis- connect the primary wires, or hook up a meter for ignition system testing. On the ia con. SPARKFLUG fe wine ae RUBBER NIPPLE _— TERMINAL, | ELECTRODE / TERMINAL ipfeeco wt ELECTRODE: | conver | TERMINAL COIL AND SPARKPLUG WIRE CONNECTORS ree 144 POPULAR MECHANICS. 1979-and-earlier Sixes, the coil is mounted low, difficult to reach. ‘The pre-1980 318 is almost as bad. The coil is right next to the rear-mounted distributor, and unless you take off the air cleaner assembly. making a connection or disconnection is a struggle. Chrysler has made a number of other ignition changes, including a detonation- sensing spark-eterd system on 1980 \V8s, which already are equipped with a spark-advance computer. The computer sets spark advance at the maximum pos- sible at all imes, so there is the chance of a knock under various conditions, A Mirada and Cordoba glovebox (lett) removes easily, leaving a huge open- ing for access to heater and sirconditioner ductwork, some vacuum con- trols and electrical connectors. On the slant Six and 318 engines, you'll find the coil more accessible (ebore, left). Periodic checks of the NOx sensor (above, right) are quick because of Its easy-to-reach position. Servicing the Dodge, Plymouth and Chrysler models The knock sensor is threaded into the intake manifold. You can check the sys- tem by hammering on the intake manifold next tothe sensor. The sensor signals re- tard in four steps of 2.7° (about 11°total) The faster you rap. the greater will be the retard, which you can measure accurate- ly with a timing light (or the ppm drop with a tach) The front-drive Omni-Horizon also re- ceives some significant changes in theig- nition system. The computer is gone for 1980 (it will be back in 1981), replaced by a simple vacuum and. mechanical-ad- vance distributor. ‘The Omni-Horizon distributor cap also has a unique method of holding the sparkplug wires. The usual ring of plug wire terminals is gone, and instead there's just a bunch of holes. Each plug wire terminal has an electrode with two spring tangs that ft through the hole. The tangs then expand and lock against the inside of the cap. The wire can'tcome out unless you remove the cap, reach inside, ‘squeeze the tangs together with pliers ‘and push out. Not only do the tangs lock the wire in place, but they serve as a con- tact for the transfer of the high-voltage electricity from the rotor tip. The new design eliminates the com- ‘mon problem of engine misfire caused by Distributor caps on the Omni and Horizon ‘have a positive-locking feature that secures ‘sparkplug wires. Terminalelectrodeson the ‘sparkplug wires must be squeezed from the inside of the cap to release them. Dupli-Color-Quality spray paint For your car-For your home Dupli-Color Auto-Spray® for your car is recognized as the finest automobile touch-up paint in the world. Dupli-Color Spray Enamels, Lacquers and Primers for the home give you that same assurance of quality and satisfaction For a multitude of things in and around your home, you can’t beat Dupli-Color Enamels, Lacquers and Primers. They are specially formulated to give a smooth, even finish on wood, fiberglass or metal. They are durable, long-lasting and available in a range of attractive decorator colors. fou know how good AutoSpray is for your car. Imagine what Dupli-Color Spray Enamels, Lacquers and Primers can beautify in and around your home! DUPLI-COLOR een MANUFACTURERS By Peter Noznesky. chatimar ofthe Bar For the past seven years during the ‘month of May, "Car Care Month” has been co-sponsored by the Automotive Parts & Accessories Association and POPULAR MECHANICS. The active support of Manw- facturer and Retaller members of the APAA Ie an indiratinn af the high level of interest in car care products and service: In recognition of the continuing need for Car Care information throughout the year, “Fall Car Care has been added to the program beginning this year. Hundreds of newspapers have cooperated by featuring spectal Car Care sections providing information to help improve the quality of car maintenance and efficiency. ‘The Car Care Programs are designed with the tens of millions of car owners and drivers in mind . you and everyone else who cares about car maintenance, fuel economy and safety. eo Abguide [em Pes ‘Wen Pate Go Wa wpe oe FILTERS = ES Fae burcmr mgon Sarr Sie sa Bay, 146 POPULAR MECHANICS RELUCTOR Jo0se plug wire connections and corroded terminals in the cap. If you want to check a plug wire for resistance, you don't have to Gisengage it from the cap. The terminal in the cap is the same one that's in the plug wire, so just clip your ohmmeter di- rectly to it The coil wire is installed in the conven- tional manner, on a contact pressed into the center of the cap. This allows easy removal for ignition system testing. Easy-out ‘The Cordoba and Dodge Mirada are the company’s new models for 1980, and they feature front-service dashboards. ‘One new item is a glovebox that comes Out after removal of a few screws, provid- ing a huge access area to heator/sircon- ditioning ductwork, some vacuum con- trols and electrical connectors. All 1980 Chrysler products will have an- other serviceability feature that should prove popular: The tubing from the auto- ‘atic transmission to the oil cooler in the bottom of the radiator is net all metal with a threaded connection. Rather, the tubing ends about 6 inches short of the radiator, and the remainder of the connection is flexible hose, connectedto the tubing and the oll cooler necks with worm-drive clamps. No more worrying about corrod- PERMANENT MAGNETS Two magnetic pickups in dis- tributors of some 318 and 360 V8s (left) provide better idle quality and help reduce fuel consumption at idle. Transmission cooler line (below) is hose, not 2 tube, where it connects to radiator, making service easier. ed connections and possible damage to tho oil cooler whon you have to remove the radiator for cooling system and front- ‘ofengine service. California cars ‘As usual, the boys in Califomia get first crack at a lot of complex hardware on 1900 Chiysler products (and on the athe: makes, too). The carburetor isa feedback type, controlled by a digital computer that also operates the electronic spark ad- vance. ‘The computer system used on all Cali- fornia VBs and the 49-states 360 V8 Servicing the Dodge, Plymouth and Chrysler VAPOR-CONTAINMENT DOOR RUN MODE AIR CLEANER ve Boor SNORKEL Door in snorkel prevents vapor escaping into atmosphere. In run mode, solenoid ‘opens door 21, then airflow ta é (without feedback carburetion) has an electronic wrinkle that resembles the orig- inal Lean Burn computer system: a dis- tributor with two pickup coils—one for starting and idle, a second for off-idle. The originalidea of the start pickup was to provide an extra measure of reliability {and divorce the computer from the start- ing operation. The engine can start and run on either pickup, so if the off-idle pick- Up fails, you just wont get spark aqvance and performance will be poor. It the start pickup goes, you'll start on the off-idle pickup, but it will be tough because you'll get twice as much spark advance as from the start pickup, and that will put a strain on the starter. In either case, the problem will be obvious and can be pinpointed with a timing light. Both pickups are easily removed from the distributor. In 1980, however, the dual-pickup de- sign provides an important extra benefit: ‘smoother idle. By starting and idling the engine on a separate pickup, Chrysler can lock the ignition system to the engine at idle. Engine speed actualy varies slightly through each single revolution at idle, and by the time the computer can make a correction (at the end of a revolu- tion), its too late Evaporative emissions Tough new evaporative emission stan- dards in California have produced some changes at the air-cleaner housing. On. most models, the air-fiter element is a specialtwo-layer design: an inner pleated Paper sheot and an outer fiber, treated with carbon particles to absorb’ fuel va- ors that evaporate trom the carburetor barrel when the engine is off. The filter elements are gray because of the char- coal, $0 they almost look dirty when new. Take a look so you can make a compari- 20m between gray and dirty On four-barrel carburetor VBs, there is vapor-containment door in ‘the air- cleaner snorkel instead. When the engine is off, the door swings closed and pre- vents vapor escape through the snorkel (Please rn to page 190) OcTOBER 1979" 147 Jould you believe litte American Mo- tors leading the industry into com- puter-controlled feedback carburetion? Wel, it's true. All AMC-made Sixes in Cal- ifornia and the other 49 states will be equipped with a computer, a carb with electrically-adjusted fuel mixture and a three-way catalyst. The other domestic carmakers have the system only on most California cars. ‘AMC doesn't need the system to meet 49-state emission controls on the Six. which is the only engine it til makes (the 8 is discontinued and the Four is bought from GM). However, the computer sys- tem does provide better drivability and fuel economy The computer is the Micro-processor conirot unit (MicU) trom tne same family that Ford uses on its California four-cylin- der engines. However, the plumbing and wiring are strictly AMC. ‘The most obvious difference between Ford and AMC installations is that AMC uses a stepper motor to control the fuel mixture, instead of vacuum as on the Ford system. The stepper, which can move forward or backward into any one of 100 positions, operates a pair of tapered metering rods that control fuel mixture richness by moving in or out of air bleed passages. Three contro! switches ¢, the ANC system has three vacu- um-electric switches, all in a row on the engine compartment, as shown at right. 148 POPULAR MECHANICS Tachometer connector on the Pontiac-built fourcylinder en- gine (above) is viewed from underneath the car. I's @ night- mare to reach, 80 AMC designed in a wiring harness with protective connectors that places a tachometer connector in ’2 more convenient location. I's now inside at the top of the Carb tue! mixture settings are controlled by vacuum-electric switches (above) on right side of engine compartment of Sixes. Re- ‘move the cover toreach the mixture-conirol ‘on the feedback carb (right). Tight side of the engine compartment. ‘These switcnes open and ciose in re- ‘sponse to changes in vacuum to provide signals to the computer. When triggered, ‘each gives an “open loop" signal to the computer to tell it to stop controlling and put the carb on a predetermined tuel-mix- ture setting. The rearmost switch provides the sig- 1nal for open loop when the engine ‘scold. Its vacuum switch is connected through both a bimetal air temperature switch in the air cleaner and a coolant temperature switch threaded into the water jacket. The air switch is closed at under §5° F. am- bient, the coolant switch at under 160° F When either is closed, carburetor vacuum ccan't pass to the vacuum-electric switch, and so the switch remains open on all but Servicing the American Motors California models, on which itis normally ose. The computer interprets tne lack cof current flow (or current flow on Califor- ria cars) asacold engine signal and goes to open loop. When the air and coolant thermostatic switches open and allow vacuum to flow, the vacuumrelectric switch closes (opens on California cars) and the signal that goes to the computer from the switch operation causes the computer to start controlling the carbure- tor mixture. The middie vacuum-electric switch is a wide-open-throttle signal. On all cars the switch is open with vacuum flowing through. When the throttle is wide open and vacuum drops below 4 inches, the switch closes and current flows through to signal the computer. (Pease turn to page 180) ee Warning The Surgeon General Has Determined Be That Cigarette Smoking ls Dangerous toYour Health Lubrication Paice sunctile model year hastolowed ‘another, now cars have needed loss sor vvicing than their predecessors. Remember the 2000-mile motor-oll change recommendes for, among others, the 1955 Ford? Now, 25 years ater, many Ford modelsgo 10,000 miles ‘oF six months betwoen oll changes, whichever interval comes firs. Sparkplugs are another exemple. Until 1875, it was normal to replace plugs every 10,000 or 12,000 miles. Since then, the cata lytic converter. unleaded gasoline and the ‘electronic ignition system have lengthened in- tervals between engine tune-ups and spark plug changes. In a new General Motors car, 'you can crive 22,500 miles before new spark: plugs are called for. However, despite these and other ad- vances, cat care remains an important part of ‘owning a new, as well as an older, model. Fail- lute tomawtain a var leads to ‘Recurring mechanical headaches. Increased cos! for uel and repairs, I Reduced vehicle ite. More often isn’t too often Those who are conscientious about caring for their cars olton ask: “In maintaining a vohi- ‘le, should | follow the interval recommend: tions suggested by the manulacturer, oF should | perform services more frequently?" ‘Themore frequently you do certain services, the greater your chance of averting trouble. This does not mean you have to replace spark- plugs, air-cleaner fiter, drive belts, shock ab- ‘sotbers and other parts before they have out- lived their usefulness. A part should be re placed on an as-needed basis when an op ational problem of an inspection tolls you itis ’no longer performing properly. There ave other services that you should do fon a mileage or time-period basis. These in- cide ol and oilfiter changes, other fluid changes (automatic transmission, for exam- pile) and tubrication. They coniribute to longer Car life if done more frequently than the manu- facturer recommends. Engine lubrication and The engine and some associated parts (brakes, radiator, transmission, for example) are fluid reservoirs. Fluids are a cas liebiood. Without them, the car wll not un or should not bbe run. This section discusses motor oil and hhow to change it; then, how to check some important fluid levels. Oil lubricates engine components, reducing fricion between moving parts and minimizing ‘wear. Oil also cleans the engine, helps coo! it, pretectsit againat rust, and seals the eylindore. Most engines, depending on sie, takea maxi- mum of four to six quarts of ol. Oil is stored in the oil sump (also called ol 180 POPULAR MECHANICS pan or crankcase), which is a storage pan ached to the bottomot the engine. An ollpump siphons the oil through a pickup and fitering screen in the Sump, and pumps it into the oil filter. The al fiter does the job of removing dirt particles held in suspension by ol. Eventually the fiter becomes loaded with contaminating matter. Thus, ithas to be replaced. Manufacturers insist that an olfiter need not be replaced every time oll is replaced. “Every ‘other oil change is sufficient.” they contend. However, here are some who don't see the logic of contaminating four to five quarts of fresh oll withthe one quat of diy ol remaining in the ou titer. Pressure forces the oi from the oil fiter into Equipment you need for changing oil and filter. Get the right oll— “read” the can. the engine and through galleries and passages to main bearings, connecting-rod bearings, camshaft bearings, rocker arms. and other tains paricies, and the oll additives and deter- ‘gents begin wearing out. To avert engine dam- age that may be caused by abuildupof sludge formed by dit-laden oil, oil should be changed before a critical point is reached Manufacturer-recommonded oll-chango ‘in tervalsretiet this critical point. f the caris div- ‘en under “severe” conditions, manufacturers ‘Suggest cutting the recommended interval in half. Severe conditions include using the car ‘mainly for stop-and-o city driving, pulling a traler or ckiving in desert areas. ‘Owners manuals provide manufacturer-sug- gested intervals. They also give the viscosity and type ol the manutacturer feels is best for your individual driving conditions. However, additional information regarding oll may be useful What viscosity numbers mean Numbers you find on cans of ol—such as SAE 1OW-50, SAE 30—are viscosity (or weight) numbers, which indicate the thickness. of the oll. The higher the number, the thicker the oi SAE stands for Society of Automotive Engi- neers, whict esiabished he grauing system, ‘and Wmeans the ol is intended for use in cold ‘weather. The W designation is particularly im- ottan’ to keep in mind when temperatures ‘drop to 32" F. or below. Above that level, oll havinga viscosity number without the W works saisfactorly, ‘When you start an engine in cold wosther, oil with a low viscosity number (for example, SAE ‘OW, SAE SW-30, SAE 20W-40) flows reauily, reducing friction that might otherwise make starting ciicut. Oils with high viscosty num- bbers (SAE 30 or 40) become thick in cold weather and usually make t harderto start your engine However, there is @ drawback to using oil witha low viscosity number. Asthe engine gots hot, ollgets thinner. An ol wth low viscosity to bbogin with may not give the engine the protec- tion it needs. ‘Since more than one grade of oil is usable ‘over any one temperature range, you have to decide which is best ‘One of the most important pointsto consider in selecting the right viscosty of oil for your car {isthe type of driving you do. For instance. 1OW ‘ll may be ideal if you live in a cold part of the ‘country and drive under ideal conditions. But it you make long trips and carry heavy loads in the car, you wil need the cold-stating advan tages of a 10W oil plus a higher viscosity ol to pretect engine parts. You would, therefore, se- lect a 10W-30, 10W-40, or 10W-50 oi. ‘Another factor to think about in choosing oil is whether o buy a multigrade or single-grade product. Single-grade ol isless expensive, but there are other considerations ‘Multigrade ve. single-grade oil ‘Multigrade ois are those thal have two num- bers, such as SAE 5W-30, SAE 10W-30, SAE 2OW-50. Mutigrade oil allows engine staring in cold weather while providing the protection (of high-viscosiy oll when the engine is hot. ts (Plesee urn io page 152) penifzou. ounuse S50 tol Ol Quality makes them worth asking for. INFLATI-ALL 150 No air? No sweat! Operates from 12-v auto cigarette lighter pumps up to 150 psi For passenger tires. AWD, pickup and RV tires. motorcycle and bike tires... air shocks. .. footballs, basketballs, volleybalis. dozens of other uses. And it's the one with Coleman quality. So you know you can count on it in the clutch. INOW IN LEADING AUTOMOTIVE DEPARTMENTS. 182 Wienita: Kansas 6720 POPULAR MECHANICS biggest advantage is that you don't have to ‘change oil as the seasons change. Mutigrade ile contain special additives called polymers. As engine heat rises, the polymers change the character ofthe ol topro- ‘vent ail from thinning too much. Such oils are conveniert, too, but no mutigradehas quite as, ‘much high-temperature viscosity as the corre- ‘sponding single grade. For instance, 10W-40 oll isnt as thick in a hot engine as @ single- ‘grade 40. "You get a litle better protection at high tem peratures with a single-grade ol,” Shell Oi!Co. states. However, to take advantage of this pro- tection, the ol generally has to be changed from one grade to another as the seasons cchange. An exception to this involves use of SAE 20W-20 ol. Incidentally, f your cris bumning ol, youcan cut consumption until you are ableto repair the engine by using a high viscosity single-grade What AP! letters mean The American Petroleum Institute (API) tests moter oil for its abilty to prevent wear, "ust, corrosion, sludge and contamination. The oll is then classified. Letters desgnating the ‘API recommended oil for your car should ap- pear on the can o! ol you buy. Classiicatons (see below) shouid be observed in selecting ‘API OlL. CLASSIFICATION SYSTEM ee For Use nsigraion (mewn you) ‘SA Net com a % cs the right oll for an engine, since the right oi helps prolong engine lite. How to change oll and fter ‘Note: Do this ater the engine has been run and is warm. The engine should be tured of. 1. Place a waste pan under the crankcase drain nlua. The car wheels may remain on the floor OF the front may be raised. Engage the parking brake, place the autorratc transmission in PARK or the manual transmission in gear, and place chocks around the rear wheels to Keep the car from moving, 2 Loosen the crankcase drain With engine warm, remove the ollpan plug and let the old oil drain out—all of it. plug. You can probably use an adjustable Open-end 0: box wrench. Then, unscrew the plug by hard. ifthe drain plug is countersunk, get a special aran-pug wrench o ine comectsize. Trying loosen the plug with a conventional wrench may ruin the plug or damage the aipan. ‘3. Waitfor the crankcase to empty. ‘This usually takes about ree minutes, UL dont be hasty. The more drt oll you alow to Grain, the less city oll remains inthe engine. hhand. Then, wih a torque wrench, tighten the plug to 20 foot;pounds. If you don't have Torque wrench, ighton the plug snugly with the Conventional (special) wrench, but do net over~ tighten it since you may distort the oilpan. Place @ waste pan under the olf filter, and use an oil-filter wrench to turn the filter counterclockwise. If he fiter is frozen in place, hammer a chisel Remove oll filter. It should come off easily: if not, see instructions in text. through the fiter canister and smack the chisel handle with a mallet, This wil loosen the filter. Remove and discard the old fier. 6. Clean the filter seating surface on the engine. Nake sure none of the old (gasket material stays stuck othe surface. Use 4 putty knife to scrape off gasket material Before installing new llter, spread oll over ‘gasket to help seal filter ia place. 7. Spread some clean engine oll on the gackat of the naw filter and om the filter seating surface. This helps seal the filer to the surface. ‘8. Hané-tighten the filter, boing caro- {ul not to cross or strip threads. Tighten the fit until the gasket just touches the seating surface. Then, hand-lighten the fiter an adai- tional one-half to three-quarter turn. Dorot use a wrench; it may distor the filter. Fill the crankcase through the oll filler to the capacity called for in the owner's or service manual. Check the dip-stck of level to see that ol is at the full mark 10, Start the engine and unit at fast idle for a minute or two. Tum off the en- gine and check for leakeat the crankcase drain plug and oilfiter. If there is a leak, tighten the plugor fitera bit mere. # the leak persists, tho ‘component is damaged. Fluid level inspection Inspect fuid level's atter changing ol. The following outlines how to check the brake master cylinder, automatic transmission and cooling system, but don't forget the battery, ct- ferential, power-steering reservoir and other fluid components your car may nave. Brake master cylinder. Release the lip oF bolt Folding the master cylinder cover, and lift off the cover. The brake fuid level should be %- to Ye-inch below the top of the oylinder. uid ie needed, draw it rom a froch con: tainer ofthe type of brake fluid specified by the manufacturer. Do net use bake fluid that has been stored in a can which has been opened. Fluid may be contaminated. Be careful nat to ‘get cir in the master cyinder. ‘Automatic transmission. Each manu- facturer recommends 2 somewhat diferent | procedure: 1. American Motors. Warm up engine {and transmission (10-mile drive or longer); ide the engine; place the transmission selector in NeuTRAL; check the level 54) | UCU ca a NOW YOU CAN BUY DIRECT FROM A LIQUIDATOR! gi your om noes uses puree pocoyou om sk Bay Ses Cajon, Lass of me toy, ofers Gant savings oyu, by ge woe bupeg oF cheap mp. Ox maha i eg! We by exces rd rut every om amps ove US Many toms 2b urasatom se Bebw mandaurg cst one Pures Olon aj sew te hones ee when neared nce pblaton ale Tubeless Rib Tire & Wheel assy. 15 x 6006 Sup List $29 95, (Our Pres $13.95 Ea. 10'Gr More $11.95 Ea oo eos: ore oes Lie he so sree Snes ilies sia —_ Min ike Catch Sug. List. $2205 ur Price $8.95 Ea 10 0" More $7.95 fa Oot Pre $20 95 2 100 More $18. 2 Soxen San ts . us “f Out Price $39 E2 fe! Hydraulic Cynder Dove tng 2900 Bore € Sto 16 So tir '* Never snag or tear * Sand metal, fiberglass, body fillor, paint * Clean with wire brush when clogged and use over and over again * Snap-on fastener eliminates center screw for mar-free sanding. ORDER BY MAIL 5” Kit, incl. holder & Sdises. $5.28 5” dia. replacement discs. fine, med., oF coarse, pkg. Of4......$3.49 3” Kit, for tight curve sanding incl. holder & 6discs, asst. grits... $4.79 2" dia. roplacoment discs. fine, med., oF coarse, pkg. of5.....$2.49 Order both kits and save $1.50 ‘Add $1.00 postage and handling MERIT ABRASIVE PRODUCTS P.0.Box 5447, 201 W. Manville, Compton, CA 90224 rs ‘age and heat. The internal cove ol a cable is ‘damaged when someone pulls on the cable as itis removed from a sparkplug or the cistribu tor. 1 Damage to inculaton can be een. Ro. ‘move each cable, in tum, and bend it if you ‘s00 small cracks or the insulaton seems brit- tle, replace the cath ‘Note: It is usually recommended that if one ccable has to be replaced, you replace all ca- bles. However, a set of new cables for an elec tronic ignition system can run as much as $10 pper cable. Our recommendation, therefore, is to buy cables on a one-to-one basi; that is, ‘one new cable for one damaged cable. |W It you suspect that the core of a cable has ‘been damaged, test the cable with an ohmme- ter. Remove the cable and connect the ohm- ‘meter leads to the terminals. The resistance level ofcables varies according to the length of the cabie. This value may be obtained from the ‘car service manual, Generally, resistance of 50,000 or more ohms indicates the cable is, ‘damaged. | When replacing cables, notice how they rerouted. Cables are usually held by a brack- ‘et on the engine to keep them separated, and SEPARATED 4 CABLE BRACKET Spee Connect cables so those serving cylinders that fire consecutively are separated. also keep them away from hot spots. Cab are separaied o prevent css fe. Croce fre results when high voltage ie in- duced tom one cable fo another. This duced high vatage causes the sparkplug ofr out ot tum. Inducton results fom the strong magnet ic eld which surrounds a cab. When cross fre occurs, the engine runs rough Cross tie is most likely to occur in spark- lug that fre in consecutive order. nthe ilus- {raton, note that eyinders 7 and 8 fren con- secutive order (The fing order of he engine ig 1-54-2637.) For this reason, cables 158 POPULAR MECHANICS. ‘serving 7 and 8 are placed at opposite ends of the cable bracket. How to replace sparkplugs 1. Work when the engine Is cold to avoid being bumed 2. Disconnect the battery ground cable. 3. Remove one sparkplug cable. Pall the boot, not the cable 4. Loosen and blow dirt from around the sparkplug port wih a rag Soaked la clearing solvent and ‘a vacuum oan 0” air nose. 5. Loosen the sparkplug, with the correct size sparkplug socket and a Fatchet wrench. Repeat the cleaning proce- Use of right tools to remove spark is necessary to avoid the possibility of ‘breaking off @ plug in the engine. dure. Then remove the plug by hand. Cleaning is especially important to keep particles from falling inside the cylinder as plug is removed. G. Ia sparkplug Is in an area where ‘space is tight and your hand doosn' ft, foosen the plug with the Socket. Then, try'o sip a length of carburetor vacuum line hose over, the sparkplug terminal. Use the vacuum line hose as an extension to turn the plug out. 7. Set the electrode gap of the new plug with a sparkplug feeler gauge. Bond the side electrode to attain correct Gap with the sparkplug bending tool, which is part Of the feeler gauge. Do not use pliers or any other tool. The plug will be ruined. Gap is set correctly when vou feel a slight resistance as Yyou move the feeler gauge in and out between, electrodes. 8. Screw the new sparkplug into the engine by hand. Be careful not to cross ‘id sini the threads. Use vacuum-ine hose to tum the plug in a hard-6-reach spot. If you ELECTRODE Gap new plugs to specification before in- stalling. Use only the special bending tool. havo a torque wrench, tighton pluge to the ‘manufacturer speciication given in the service ‘manual. if you don'thave a ioque wrench, use a sparkplug socket and ratchet fo tighten plugs having gaskets one-quarterum. Tighten plugs with tapered seats (no gaskels) ‘he turn. Important: I you are working on an alumi- ‘num engine, lubricate the sparkplug threads with a litle high-temperature grease to avoid stripping sparkplug port threads. How to set ignition timing ith an etecronc ignition system, eneck g- nition timing once a yeer. Set timing ofa non- electronic system when you do engine tune Up. To set timing, follow tis procedure: 1. Connect the timing light to No. 1 sparkplug and to the battery. No.1 sparkplug of anin-ne engine isthe frstspark- lug at fhe frontof the engine. fyouhave a VO {r V8 engine, check the service manual to de- termine No. | sparkplug sat te rghe-rontor leftront cyinder bank Generally, Ford and Uneoin- Mercury engines have the No. spark- plug at the right-ront, while GM, AMC and Chrysler engines have it at the left front. 2. In most cases, you have to dis. connect the vacuum-advance hose,or__ hhoa06, et the ditributor vacuums advance. Plug the hse (or hoses) wth a golf tee or pencl ‘Note: The vehicle emissions tuneup speci ficafon labelin the engine compartment estab- shes the concstons under which the manutec- turer wants timing done 3, Find the timing marks which may be on the crankshatt puley o onthe harmonic balancer. Some models, mainly imported cars, have timing marke on thoi fywhoolo, whsh are observed trough peephdles. Wipe the marks Gear. marks ae dificult to see, high- light them with chale or whte paint 4. Start, run engine until normal op- erating temperature is reached. von re whet RI 8 engine would actually Test when you ste on the gas? Hac to S| for safe pessing and henvier keto Kan evenly? Times have changed Ingines today run a lower rpm and bave less power: Fortunately there's an inexpensive solution, Replace your intake manifold withan Edelbrock SP2-P Retainingall stock parts, its easily hooked up tothe standard engine by you or your mechanic. “You feel the difference the first time you touch the accel. erator. The engine gives a sharp response. Extra power. Smoothness. Better mileage, provided you drive the same as you did before. For more information on Edelbrocks SP2-P manioles vist your nearest auto parts store or send $2.00 for our full catalog induding the installation brochure, decals, and an embroidered patch, to Edelbrock Corp., Dept. PM1079, 411 Coral Girdle, EI Segundo, Califomia 90245, OUR INTAKE MANIFOLD GIVES YOU THE POWER YOU'RE MISSING Build a picnic table you can SEOFE MMMOOLS arg 509 sca rds vnn sure is over is practcally impossible. So it sits in the| ===... ardor onthe patio 12 months ofthe year. Not so with this urique design. Both ta-| ble and benches fold scissortash-| COZ. LA ‘ [Seageteienetiens \W SF] awe wines toryears. To ont pians ana i struetions for buicng this stowaway table send i $395 0 Popular Mechanics Plans Service, Box 1014, New York, N.Y. 10019. Pop Macrae iar agains, afer THE HEARST COPPORATION| Touse FOLDED OCTOBER 1979... .159 5. If the carburetor has the means for setting slow idle speed, connect a tachometer and check to see if the idle- ‘speedsettingis to specification. Ifthe engine is ‘operating much above this speed. the centri. gal advance weights in the distributor will start to function, throwing timing of the mark 6. Aim the timing light at the timing marks and note the reading. 7. Ifyoufind that the pointer isn’t at the number of degrees called for by manufacturer specifications, turn off the engine. in the specication, you will find ‘one of thres letter designations: toc means Top Dead Center (0 degree timing): roc ‘means Before Top Dead Center (spark is ad- vanced—that is, it occurs before the piston reaches top dead center); aToc means Afier ‘Top Dead Conter (spark ie rotarded, occurring after the piston has passed top dead center). 8. Loosen the distributor clamp bolt or screw. You may need an offset ds- tributor wrench to turn the Bott. Important: Donot remove the bolt. Loosen it only enough to let you turn the aistibuor. 9. Restart the engine. ‘Caution: When the engine is running, keep your hands away from the fan and drive bet. Never wear a nackte o loose clothing under the hood with the engine operating. 10. Aim the timing light at the marks, as you slowly tun the distributor sligttly o the lett or right to bring the specified timing mark in line with the pointer. To loosen “inaccessible” hold-down bolts 20 ignition can be timed, use # special distributor wrench. To loosen spring clip holding distributor cep, use screwdriver. 11. When timing Is set, turn off the engine and tighten the distributor holddown bolt or screw. Recheck thetim- jing to make sure itwaen't knocked off the mark when tightening, SPARK PLUG WIRES S IN bistaisuToR HOLD-cown CLAMP BOUT DistRIBUTOR BODY 1 3 Fuel system utomobile manufacturers are on the verge of installing adjustment-tree carburetors inallcars. Some 1979 and many 1980 models already have the innovation. However, these carburetors, like their predecessors, require Service involving filter maintenance, choke- ‘system service and tightening carburetor fas teners. Carburetors that are not adjustment free also need the idle speed checked occa- sionally. How to service filters There ae four iters associated withthe fuel system: fue ler, air filer, postive crankcase ventilaion (PCV) fier and fuel evaporation Control iter. The PCV and fuetevaporaton- ontrolfiters are discussed in Emissions Con- trol Systems Service (9292 164) Te J ofthe fuel fit isto fier contami- nants lm fuel before fuelenters the carbure- tor, The fuel iter therefora, helps keep smal {ei passages in the carbureter ree from for- ign matter and moisture. ‘When a uel iter becomes partaly clogged anengine loses power and may stall a times. ifthe titer is badly Clogged, eas i Kept from the carburetor, and the engine wont run. ‘Soma car manufacturers recommend re- placement every 7500 miles, others, every §3000mies sil thers, every30,000 miles. you replace the ful iter in your car every ¥0,000 to 15.000 miles, you Should aver & breakdown caused by a cogged fiter Sree pes of uel iter so Used, Some cats use a pleated paper fiterinsde a metal Canister, which is inserted in the Wel ine be- tween the fel pump ard cerburetr. Ris called anintine fuel sor ‘Anotne ypeis aplestedpace iter whichis 160 POPULAR MECHANICS placed inside the carburetor inlet housing. Itis called an internal fuel fiter. ‘The third Siter—also pleated paper—is in- side a canister that screws into the fuel inlet of the carburetor. with the fuel ine connected to the canister inlet. This is a combination type: itis both outside and inside the carburetor. ‘You cannot clean a fuel fiter. An old fiter should be discarded and replaced. In-line fuel filters These are used mainly on ANC and Chrys- ler Corp. engines. The fiter is attached to the fuel line with pieces of hose and springs or screw clamps. To replace an invine filter: I-line fue! filters are held by spring clamps {0 fuel hose leading to carburetor. 1. Squeeze clamp tangs with 2 pair of pliers or special spring clamp pliers designed for this job, so you can side clamps off hos- es. The special spring clamp pliers are sold by ‘aulo parts and accessories dealers. 2. Pull hoses off the fuel line to ro- lease the fiter. Discard the fiter. Caution: Do this job with the engine cold and the battery ground cable disconnected to pre- vent possible combustion of dripping gasoine. Place a can orrag.under th fiter to catch gas. No smoking! 3. Notice the fuel-flow arrow imprinted con the new fiter. Install the fier so. arrow Points toward carburetor. Seat hoses over Inlet and outlet fuel lines. 4. Expand clamps with pliers and ‘seat them. Make sure that clamps do not tip hoses on the raised beads flanges) of the Canister tubes, which may prevent a frm grip and cause a leak. 5. Start the engine, let it run a few minutes and check for leaks. Ifa leak exsts, reposition clamps. Ia leak persists install new clamps and hoses. Important: Hoses used with a fuel fiter are made of special synthetic material 'o withstand tunderhood heat, vibration and the detericrat- ing effects of gasoline. Replacement hoses should be of this type. Internat fuel filters These are used mainly by General Motors. However, a Cadilac with electronic fuel inec- tion has a fiter canister mounted inthe fuelling between the fuel pump and carburetor. Raise the car to get at ths fiter. To replace an internal fue! fiter, do thi: (Please rn o page 162) WHY OUR OIL SHOULD BE STANDARD EQUIPMENT ON ALL SMALLER CARS. Smaller cars demand Castrol the strength it even more of a motor oil than big cars do. Their 4 (peepee sp needs to keep cleaning and lubricating the narrow and 6 cylinder engines run passages in smaller at considerably higher revs throughout their entire performance range. engines, (And if Castrol can do all this for smaller engines, imagine what it So there's more heat and friction in the engine. can do for bigger, less demanding ones.) All this can cause ‘To prove how good our extra wear, tear, and ‘shear’ (thinning out of the oil)— what engineers refer to as “viscosity breakdown” As the viscosity of the oil breaks down it loses more and more of its ability to pro- tect a smaller car’s engine from its own self-destructive tendencies. That's why Castrol is so essential for smaller cars. Unlike ordinary oils Castrol doesn't break down. After an incredible expendi- ture of time and money Castrol engineers developed a unique motor oil formulation ‘To prove that Castrolis better suited for smaller, hotter. higherrevving engines wetested Castrol against Quaker State and Pennzoil. As the graph above shows, only Castrol didnt break down. oil really is, we tested Castrol against the two leading brands: Quaker State and Pennzoil. ‘The test was conducted in a labora- tory by anindependent testing firm. Each one of the oils was an SAE 10W-40. After the equivalent of roughly 2,000 miles they found that while Quaker State and Pennzoil had both shown significant breakdown, Castrol hadn't broken down at all. So while there are lots of oils to choose from, only one should be standard using a special viscosity modifier equipment on smaller cars. Castrol — that prevents Castrol from ( \\\ the oil that doesn’t break down. thinning out under intense heats and pressures. Then they added additives and detergents that keep sludge from forming as the oil cools down. Additives that give cast) somerset After all, if your motor oil breaks down, who knows what could break down next? Castrol THE OIL ENGINEERED FOR SMALLER CARS. fety precautions out. 2. Remove the air cleaner. Grip the flats of the fueLiniet line with a wreneh while holding the large fuel- inlet fiting at the carburetor with another wrench These lats are made of sol brass. Be Careful not to damage them as you unscrew ‘the ful inlet fing. Remove the fuel filter and col ‘pring. Discard the fiter. Retain the spring Internal fuel titers are Inside of the car- buretor inlet, making it necessary to remove the fuel ling and fue! infet nut. Luniees thas lost tension. You will find a gasket ‘behind the fuel inlet fiting, Replace the gas- ket 5. Check that the new filter has a ‘small fuel-iniet check valve inside the assembly. This valve prevents gas leakage {and possible fie in the event of roll-over. Be ‘sure that ths valve is present. Insert the coil spring in the car- buretor, then the fiter. The check-vaive end of the fiter must face toward the fuel ine. 7. Install a new gasket on the inlet {fitting and install the fiting on the carburetor. Tighten the fiting snugly, but do net overtight- ‘ensince gaskot or fting damage may recut. ‘a torque wrench is avaiable, tighten the fiting to 18 foot-pounds. 8. Connect the fuel line, siart the en- sine and check for oaks. Combination fuel filters ‘These are used mainly by Ford Motor Co. Howover, some Ford modals use intemal fit ters. Ifyou don’ find one kind, lok forthe oth fr. To replace a combination fir, do this: ‘Observe safety precautions out- lined above. ‘2. Remove the air cleaner. 3. Check clampsto seewhat kindis used—spring, screw or crimped. Use pliers to pinch the ends of a spring clamp. Expand the ‘clamp and slideit of thehose. Unscrew screw- fon clamps. If a crmped clamp is used, cut 162 POPULAR MECHANICS. FUEL FILTER ‘CARBURETOR ‘Combination filters screw into carburetor inlet, but are outside of the carburetor. through tho ermped portion ofthe clamp with 2 pair of side-cutters. ‘4. Unscrew the filter. Cioan throads in the carburetor inlet to remove any remaining ‘otal slivor 5. Place screw or spring clamps over the Inlet fuel line and install a now ‘piece of hose on the fit tube. Thread the fter Into the carburetor ard tighten enugly. Attach the hose tothe fuel ine, placing clamps sothey are over fuel ine and titer flanges. 6. Ifthe new filter comes with crimp: type clamps, use a special pair of pll- ers to install it. Pliers are designedto grasp tho cimpod section of the clamps that are ssqueezedtogether to forma tight grip between the fuel ne and hove. Pecition clampo over the hose. Squeeze each clamp unti the points of tho V.shaped par of the clamp barely touch. Leave a gap no larger than .06 inch. Don’ overtighton the clamp. Special crimping pliers ‘may be obtained from an auto parts and acces- series desler. 7. Run the engine and check for leaks. How to service carburetor air filters The carburetor ar fiter cleans dust and grit {rom air before air anters the carburetor. H par ticles were permitted to get inside the engine, ‘AIR CLEANER COVER wine nur AIR CLEANER BODY COVER THROAT WITH clon ama Remove air cleaner lid, then cover car- buretor throat opening with clean cloth to keep out debris, and remore filter. they would cause damage to internal parts. ‘Dit that clings to ine air titer eventually causes it to clog. Aclogged fiter chokes of air to the carburetor. This causes unnecessary consumption of gasoline. According to Chrys ler Corp., "A 20-percent drop in fuel economy is not uncomrron with a cogged fiter Most car manufacturers recommend air titer replacement at 24,000 to 30,000 miles, or ev- ery24 months. However, you shoul clean and inspect the fer at six-month intervals. This is especially mportant ite car is drivenin dusty (or sandy areas since heavy airbome dirt has tens the time an ar filer should be replaced. ‘To replace the carburetor air filter, do thi 1. Remove the air cleaner cover. ‘Most covers are attached with a wingnut. How- ‘ever, some later model cars have two and, ‘some cases, four nuts holding the cover. 2. Place a clean cloth over the car- buretor-throat opening before you re- ‘move the filter. This prevents abrasive par- ticles from dropping into the engine. Remove the titer. 3. Using low-pressure compressed air, try to dislodge loose dirt, te alr fiter has been in service less than the recom- ‘mended number ot mies. Pont the air Nose nozzle toward the inside part of the fiter and ‘apply shor bursts of air. 4. Tap the fiat of the filter gently against a hard surface if compressed air isnot availabe. ‘5. Hold a droplight in the center of tthe filter. i the fiter looks dity through the light, caspte compressed air or tapping, re- place the fiter. the fiter looks oly, a malfunc- tion of fe positive crankcase ventilation (PCV) system exists. Crankcase pressure builds up when the PCV system is clogged. This pres- sure forces oil back through the system and into the ar cleaner. Service the PCV (see Emissions Control Systems Service page 164), ‘and replace the air fter 6. Dampen a cloth with solvent or cleanengine olf, and wipe out the ar clean- er housing, 7. Remove the cloth covering the carburetor throat. Center the fiter in the housing 8. Install the cover and tighten the wingnut or hold-down nuts © hold the unit snugly. Do not overtighten, Excessive tighten- ing of the cover can bring pressure to bear on ‘and distort the carburetor throat, which will cause the choke valve to stick How to service chokes 1. Remove the carburetor air clean- (er (see below) with engine cold and tumedoft 2. Open the carburetor throttle valve(s) by grasping the throttle lever at side ofthe carburetor or by having someone in the car press the accelerator pedal to the floor and then release it 3. Move the choke valve slowly from closed t. jon. Then, re- lease it The chok this a few times. ‘4. I the choke valve binds, varrish and gummy residue deposits may be the ‘cause. Spray the choke valve pivots and car buretor linkage with carburetor cleaner, and wipe clean with a dry cloth Important: Tighten carburetor fasteners "This service is frequenty overlooked. Car- buretor fasteners, especialy mounting bots, (Presse un to page 164) Now Havoline Havoline Supreme is Texaco’s 10W-40 motor oil with a special friction fighter that has been proven in fuel economy tests. Extensive tests showed that 2 of the leading 40W-40 motor oils advertising extra gasoline mileage couldn't beat Havoline Supreme. What's more, Havoline Supreme is the motor oil that gives your car trooper-tested protection. In fact, Havoline Supreme exceeds ai Car manufacturers’ warranty requirements for gasoline-powered cars. No wonder we call this Havoline Supreme. If you do it yourself, do it with Havoline. ccan vibrete loose. When this happens, air ‘seeps in around the carburetor to upset the fuelar mixture, causing poor engine perfor mance. When servicing fiters, tighten mount- ing bolts and carburetor serews. How to remove the air cleaner Carburetor air cleaners can be complicated to remove. Hore is how to take the assembly off the carburetor so no damage is done: 1. Remove the wingnut or hold- down nuts holding the aircleanerto the car- buretor. 2, Disconnect hoses attached to tthe air cleaner. As you do, tag each hose with a piece of masking tape and mark tape with a code so the hose can be reattached to the correct siting. 3. Lift the air cleaner assembly up ‘and off the carburetor ‘4. Most carmakers have an air cleaner mounting gasket which fits ‘on top of the carburetor throat. it must be reinstalled betore the air cleaner is put back in pace. 5. Hyouraircleanerhas aheattube attached to the snorkel, carefull twist, andturn thetube offthe mounting flange on the Underside of the snorkel and set it aside, This tube is held with a clamp. 6. Mf your alr cleaner assembly has a fresh-air intake duct in addition to a heat tube, detach tho ai-intake duct from the snorkel, before you remove the air cleaner HEATED ain DUCT sNonKeL GASKET i Vacuum Hoses (rac THEN) You can remove a typical air cleaner by unscrewing the assembly, tagging hoses, ‘separating unit from air duct and iting. CARBURETOR {rom the carburetor. Just lit the tab between the snorkel and duct, and separate the two. ‘Then remove the air cleaner 4 Emissions control Br es, 2004 sense to maintain emissions controls periodically ffom the time a car's. ‘new. In addition to increasing air pollution lev- els, neglected emissions control devices cause poor gasoline mileage, hard stating, STAND PPE. WGOME MODELS) FILTER 164 POPULAR MECHANICS: staling, hesitation on acceleration, and diese! ing. Dieseling isengine run-on after the ignition is turned off Servicing the following emissions convo! units falls within the skis of a Saturday me- chant: I Fucteveporation canister. Postive crankcase ventlation (PCV) valve, hoses and filter. 1 Thermostatic control vaNve inthe air clean- ‘er snorkel, | Exhaust gas recirculation (EGR) valve. How to service the fuel- evaporation system “The fueleveporation contol system pre- vverts gasoline vapors ftom entering the atmo- Sphere. Vapore coming fromthe fuel tank and ‘carburetor are stored in a charcoal canistor fhe the engine ie off, and are bumed when the engine i running “The erly pert the aystom requiing service is the charcoal canister In some cars, imports ppariculaly, the canvster chouldbe replaced at 50,000 mites Inother care, usually domestic, canisters aro fitted wit after that Should be inspected and replaced if coverod with dirt. tho Sitor ie blocked, gasoline vapors escape ino the ait A {gasoline odor ig one sign that tho fitor requires Servicing. “To service tho fitor, do this: 4. Find the caniater, which is mounted chor a the right or lok font cf a car engine Compartment na ight ruck orvan the canis- termay bo m © dtforon locaton ‘2 Remove the bracket or strap The fuel canister filter is often forgot- ten. To replace It, just remove canister ‘and turn the filter'upside down. Tag the lines 30 that you know which goes where. holding the canister. Tur the canister up- side down. You may have to remove the noses attached to the canister. Iso, mark hoses with tags to assure proper reconnecting. Such des- ignations as “let,” “center” and “right” may be Used. 3. Slip the filter from the canister housing. n some cases, he iter is nel by a spring wire. 4. Inspect the canister housing which, if cracked, should be replaced. Ifthe canister is not damaged, sip in @ new fier ‘5. Reinstall the canister. 6. Examine hoses. Replace those thet have cracked or hardened. Fuel-evaporation- Cconirol system hoses are made to withstand fuel vapor. If replacement is necessary, buy only uel-resistani hoses. This service should be done when you have aan engine tune-up. How to service the PCV sysiem It the PCV system gets bocked, pressure builds up in the crankcase and may force ol ut ofthe ol flter tube and past the engine ol seals. The result is loss of oll. Naturally, clogged PCV system also contributes to air polluton. ‘The heart of the PCV system is the PCV valve, which contols the rate at which vapors inthe engine crankcase are allowed to return to the intake marfold. If the PCV valve sticks con the vacuum side ofthe valve, the fow of air through the valve is restrcted. This enriches the aiftuel mature entering the cylinders, re- Uuuiny fuel nitoaye. It the PCV valve sticks in mid-postion, too rmuchair passes through the valve. This makes the fuel mixture too lean and causes rough er- ine idling. Ifthe valve stcks so it cant move ack to close the crankcase por. an engine (Peas turn to page 168 itnever needs water. Ever. Andneither do they. First there was only one. The JCPenney Battery The first maintenance-free battery. No water to add or check Not even filler caps. Just power. Now there are three more. Three equally maintenance-tree batteries. The JCPenney 3, 4, and 5 year batteries. Still no water to add or caps to fool with. But now you can choose the power you need and the price you want to pay. The JCPenney 3, 4 and 5 Year Batteries. Take your choice rps — (Group Si Cold Cranking Pon Limited 3 year Warranty THIS BATTERY IS WARRANTED AGAINST FAILURE TO ACCEPT AND HOLD A CHARGE FOR 3 YEARS WHEN USED IN YOUR PRIVATE CAR OR TRUCK. ithe batten iGPenney shows ti 2 Titfails during the fist year—we wr fetlace itfiee. © Iii fails dunna the Bnd yea i alow $2000 towards the purchase o Daltory, © Ii fails Suning the ara iow $1000 Towards the purchase ol a new batiery Just return t win proot of purchase 10 me ineares JCPenney auto center for Gold Granting Pow Umited 4 year Warranty THIS BATTERY IS WARRANTED. AGAINST FAILURE TO ACCEPT AND HOLD A CHARGE FOR 4. YEARS WHEN USED IN YOUR PRIVATE CAR OR TRUCK. i s void # the battery jomer abu used by the aul the failure wat s ebectical system fe ifittals d elirst 2 years—we will feplace t he 31d year, Towards the purchase of a new battery Just return with proo! of purchase 10 the iearest JCPenney auto canter for Sor 500 Amps (Group size 24} Cod Cranking Power Limited 5 year Warranty THIS BATTERY IS WARRANTED AGAINST FAILURE TO ACCEPT AND HOLD A CHARGE FOR 5 YEARS WHEN USED IN YOUR PRIVATE CAR OR TRUCK, i fas low $20 | The JCPenney Batteries The Line of Maintenance-Free Batteries. backfire may cause an explosion in the crank- ‘A combination of shaking and checking for vacuum usually reveals whether a fauity PCV valve exists. When you tune up the engine, do thie test: 1. Pull the PCV valve from its posi- tion in tho valve cover or intake manifold. Shake the valve. It it rattles, it generally indi- Catos a functioning valve. However, this is not a foolproof test. 2. Start the engine ond cover the end of the valve with your thumb. If there is no vacu- ‘An easy way to test a PVC systom is to shake the valve to see that it rattles and (engine running) check for vacuum by ‘covering valve end with your thumb. ‘um ("pull” on your thumb), the valve may be plugged or the PCV system hoses may be blocked 3. Remove and clean out the hoses. This can be done by ramming a cloth wad through them. If hoses are cracked or have hardened. replace them. 4. Test for vacuum after he hoses are reconnected. Ifthere is stil na vacuum, replace the PCV valve. ‘Sludge can be cleaned fenm a PCV valve hy shooting in PCV cleaner. However, there iso way to determine accurately ifthe spring inside the valve is weak and no longer metering out the proper volume of air. For this reason, car manutacturers recommend replacing the valve every yoar 166 POPULAR MECHANICS A part of the PCV system often overookedis the PCV inlet fiter, which 's generally posi- tioned in the side of the main body of the ‘leaner. This fer cleans the air belore it en- ters the crankcase and should be replaced at the same time as the air cleaner fer. Insome cars, thefts pad may be ited out ‘of a small pocket in the air cleaner. With most installations, the following procedure is neces sary: 1. Snap out the retaining clip tnat holds the PCV fiter container tothe air cleaner. ‘Thiscip's al the endot ihe PCV hose connect: to the fit. 2. Remove the container. 3. If possible, take the filter pad from the container. Discard the hier. In some cases, the entire assembly has to be re- placed, ‘4, Wash the container and lot it stand cunt ary, 5. Oil the new filter pad sparingly with your engine oll and then place i nio the container 6. Attach the container to tne air leaner with the retaining clip. Testing thermostatic control valves ‘The termostatic contol valve in the a clearer snorkel contols the temperature of ai feienng the carburetor durng cold weather Maintaining temperature within tight mis ‘makes t possibietocalbrate he carburetor on the lean side. This reduces hydrecarbon emis- Sons, improves engine warm-up and cuis ovr on he chance of carbureter icing during the warm-up peroa. “Ths system, which is sometimes referted to ‘as the heated inet air system, consists of & vacuum diaphragm that sts on top ofthe ar ‘Ceaner snort, temperature sensor whch located inside the ai cleaner and a contol valve insialled in the snorkel. These are the eps to ollow: 1. Check the functioning of the sys- tom with the engine cold and tho atom. perature below £0°F Remove the duct con: ‘One way to see i the snorkel valve is working properly is by hand-testing. The valve should be closed when tne engine is started and be open thereafter. nected to the snorkel. if there is one, and put your hand inside the enorkal. See thai the con trol valve moves freely 2. Start the engine. As the ongine ‘warms up, the vaive should move in the direc- fan ‘appeeite te thal when the engine wae cola, 3. If the control valve doesn’t oper- late in ths way, test the vacuum diaphragm with a vacuum pump. Ifthe vacuum diaphragm functions properly when tested, replace the 4. Test control-vaive action once a y How to service the EGR valve ‘American Motors Corp.: 1. Remove the EGR valve from the ‘engine. 2. Scrape deposits trom the vaive base using a wire brush. ‘3. By hand, compress the valve dia- phragm to determine if he poppet valve is Tunctioning. This is estabished by the valve ‘moving freely. If the poppet valve sticks, dis- card the EGR valve 'AMCrrecommends this service every 30,000 miles. Chiyster Corp: 1. Remove the EGR vaive from the engine. 2. Inspect the poppet valve and soat for caroon. tt any deposts are discovered, Cortinue servicing as detaled below. If not feinstat the vave 3. Apply manifold heat-controt vaive solvent 1 the poppet valve and seal, butbe careful not to spil solvent on the valve

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