Handling Soot in Antique Car Engines

In the course of running soot is formed in the engine, the quantity varying with the richness of the mixture and the facility for the lubricating oil to get past the piston. This carbonaceous deposit, combined with the non-inflammable constituents of road dust which are sucked through the carburetter, adheres to the cylinder walls and combustion head, causing falling off of power, and in time preignition. When the valve cap is removed it will be found that its underside is coated with soot, and sometimes even with a hard deposit, an indication of the state of the interior of the cylinder. To remove this carbon deposit, the usual procedure is to take off the cylinder so as to expose the parts and scratch off the deposit with a screwdriver or some similar instrument. From the tops of the piston the deposit can be cut away with a knife, and when removed the surfaces should be polished with fine emery cloth, as deposit adheres less easily to a polished surface. The deposit must be completely removed from all parts of the cylinder as well as the piston, a matter of some difficulty.

There have been one or two inventions evolved from time to time to remove the deposit without necessitating the dismantling of the engine. One of these is to insert a steel ball of about 5 inch diameter into the cylinder and then to run the engine, its action being to hammer the carbon deposit and so chip it off the surface. Another, and more promising, process consists in passing a stream of oxygen into the cylinder, lighting it, and so causing a chemical combination to take place between the carbon and the oxygen. As soon as all the carbon has combined the flame goes out, and it is known that the cylinder is clean. The writer has not tried either of these schemes, but mentions them as matters of interest. The ball process, however, would seem rather risky.

To keep an engine in good running order the valves, apart from grinding-in, require careful attention. In the olden days silence of running was not of great importance, but nowadays it is an essential, and to obtain it one of the most important points is to see that the clearance between the valve tappet  and the bottom of the valve stem is small. As the engine runs it will be understood that the tappet  rises rapidly and strikes the foot of the valve. If there is a large clearance between these two the impact between the tappet and the valve causes a clicking noise, which should be stopped by adjusting the tappet head close up to the valve stem. The usual distance or clearance is about 5 inches. The top of the tappet head is inlaid with fibre to reduce the noise, and in course of time this fibre becomes dented or recessed. The tappet should then be removed and its head filed flush so as to remove the indentation.

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Peter Salmonford is a keen fan of cars, and likes to write about antique and modern vehcles. Take a look at his other articles on hydrogen conversion, the benefits of an electric car kit and using browns gas in your own car.

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