To lessen any possibility of the battery cable rubbing against the pedals or floor boards and becoming chafed, the battery to switch cable support assembly A-14550 has been redesigned and the length of the battery to switch cable assembly A-14300-B changed from 18" to 19" (see Figs. 797 and 798.) When installing the new cable and bracket, extreme care must be taken to make certain that the cable does not come in contact with the end of the brake rod. To check this, press down on the brake pedal and see that there is ample clearance between end of brake rod and cable.


To hold the rear body bolts more securely, a reinforcement has been added at both rear body bolt holes. This reinforcement A-45037 is welded to the sill (see Fig. 799). If you should receive a complaint of a rear body bolt pulling away from the sill, it can be corrected by welding or riveting an A-45037 reinforcement to the sill as shown in Fig. 799.

Supplementing lubricant information contained on page 375 in the September Bulletin, 2 quarts of lubricant are carried in the new four-speed transmission.


Due to excessively abusive service, small radial heat cracks sometimes occur in the driving face of the clutch pressure plate. These cracks are usually local in character and extend only a few thousandths of an inch deep. See Fig. 801.

Heat cracks are caused by exceedingly high frictional temperatures and their resultant rapid dissipation. These cracks do no harm and in no way interfere with the correct operation of the clutch.

It is recommended that pressure plates found in this condition be carefully cleaned with naphtha and then polished with a fine grade of sand paper. Extreme care should be exercised to remove all abrasive material .with clean cloth after this operation is completed. The clutch cover plate assembly should be replaced with a .new one, only when its driving face is scored. This is usually caused by the presence of foreign abrasive matter between the clutch driving faces and the friction facings.


A check up of clutch complaints show that the majority of clutch troubles are caused by owners driving their cars without any free movement or play in the clutch pedal before it starts to disengage the clutch.

It is absolutely necessary that the clutch pedal have at least 1″ free movement or play at all times. As the clutch facings wear, this play or movement gradually becomes less, and, if not checked occasionally, will result in slippage and worn out clutch facings. Make correct clutch pedal clearance a part of your regular inspection.


When lubricating the truck do not overlook the lubricator fitting just to the rear of the universal joint (see Fig. 802). It is important that this joint be lubricated regularly (every 500 miles).

When replacing a truck universal joint pack the new joint with at least 8 ounces of grease. This is equivalent to about five times the capacity of the lubricator gun furnished with the truck.


A new distributor heat baffle A-12280 has just been released.

The new baffle, which is for use in hot climates only, protects the condenser from exhaust manifold heat.

The baffle is attached to the cylinder head as shown in Fig. 803


A few complaints have been received that the truck rear spring clip bars sometimes shifted and sheared the spring tie bolt.

To eliminate any recurrence of this trouble, a rear spring clip bar spacer (AA-5706-B) has just been released. The spacer· fits against · both sides of the spring clip bars and holds the bars securely in place.

To accommodate the new spacer, the length of the spring clips have been slightly increased. However, the spacer can be installed on old springs without installing the longer spring clips, as the old spring clips will be sufficiently long, unless all of the spring leaves happen to be on the high limit. In that event by omitting lockwasher (A-22367) there will be plenty of space to install the spring clip nut. However, if the lockwasher is omitted be sure to slightly pein the ends of the clips to prevent any possibility of the nuts working loose.


As it would be impractical to drill the A-3517 bushing assembly before it is installed, it is necessary for dealers to drill and tap the two A-20281 screw holes into the bushing after the bushing has been pressed in place (see Fig. 805). When drilling the holes use a No. 21 drill and tap with a No. 10-32 tap.

Do not drill into the bushing any deeper than the length of the shank of the A-20281 screws which are to be installed.


More instrument panel lamp assemblies are damaged through improper removal and installation of the cap, than from any other source.

Many owners and mechanics use a twisting movement when removing or installing the cap. This invariably results in damage to the assembly.

To remove the instrument panel light cap first turn on the instrument panel light, then pull the cap straight backward. To install, turn on the light, then line up the small depression in the cap (see "A," Fig. 806) with notch "B" in cap body and push cap straight in.

Turning on the light, lines up the tongue or groove inside of the lamp assembly with the notch in the cap body and permits easy removal or installation of the cap.


Several changes have been made in battery parts. The terminal posts have been shortened and the height of the flange or neck in the cell covers has been slightly cut down.

As the old style parts will not be held for service, it will accordingly be necessary when installing a new style group assembly in an old battery to either build up the new post to correspond with the height of the old one or cut off approximately 1/4” from the old style post to correspond with the height of the new design short post. It will also be necessary to file down the shoulder at the point shown in Fig. 807, so that the cell cover will slip down into the correct position.

When it is necessary to install a new post or cell cover on an old battery, it will be necessary to slightly bend the cell connector as shown in Fig. 808 due to the difference in the height of the new and old style parts.


When starting the engine, especially in cold weather always disengage the clutch. This relieves the battery of the additional drain of having to turn the gears in the transmission when starting the engine.


As the standard Bendix sleeve cannot be installed without special equipment, it has been necessary heretofore to replace the complete shaft assembly when the sleeve was broken.

To eliminate this condition, we are now supplying special service sleeves, which can be easily installed in your own shop.

Sleeve A-11357-A is for use with the present A-11350-C starter drive.

Sleeve A-11357-BR is for use with A-11350-DR service starter drive.

Sleeve T-2008 is for use with the Model T starter drive.

To install the new sleeve, place it on the shaft so that tongue “A” (see Fig. 809) in sleeve is directly over groove “B” on shaft, then, with a screw driver or small chisel, press the tongue firmly into the groove.