Model N Parts List

Model N - Schematic Wiring Diagram

FORD CENTER CONTROL TYPE RADIO

The New Ford Auto Radio Incorporates: New, advanced principles of circuit and tube design. Six tube Superheterodyne with bass compensation. Rugged, compact, single unit Chassis. Built-in Electro-dynamic speaker. Highly developed automatic volume control. Illuminated, custom-built instrument panel control, mounting in ash tray opening, Receiver mounts directly above steering column, out of sight and out of the way. Controls go into ash tray opening. A special drilling template is furnished with each receiver by means of which the receiver can be mounted in cars without ash tray equipment. These instructions have been carefully prepared for your use in installing the 40-18805 - E receiver in Ford 1933 and 1934 cars. Read them carefully in every detail before attempting an installation. Antenna have been built in all closed Ford cars for some time with aerial lead coming down at the rear of the body or the right hand windshield piltar. Closed cars of recent manufacture have aerial leads coming down the left-hand windshield pillar. (See Fig. 268.) When installing this radio in a car having the antenna lead-in at the rear of the body, cut this lead-in (40-18812 - AR) off as short as possible (taping the end and fastening it securely to prevent shorting the antenna through contact with the metal of the body) and install the new lead-in (40-18812 - D). Loosen the front left-hand corner of the head lining sufficiently to pass the single end of the lead-in through the center of the front L.H. pillar and solder that portion of the lead-in which is stripped to the wire roof netting (after two turns of the lead-in have been made around the netting). See Figure 268 connection " X ". The roof netting must be scraped clean of any paint where the lead-in is to be soldered. A braided " pigtail " which is soldered to the male connector at the receiver end of the aerial lead must be grounded to a body brace just at the base of the pillar. This can be soldered or fastened with a sheet metal screw. Scrape the surface of the brace clean with a file to insure a good connection. (See " S " Figure 268.) The spare wheel antenna, Part No. 40 18812 - C should be used on all open cars. Antenna extension lead, Part No. 10-18818 will have to be used on some cars having lead in coming down right-hand windshield pillar For the majority of cars, the lead is long enough to reach without this extension, Connect lead below glove box, then slip up and over top of box. Plug the extension into receiver lead, place it over the top of the glove box and plug it into aerial lead socket at right hand pillar. Radio Location and Installation Refer to Figure 269 for location of receiver mounting holes. Place cardboard template on body ledge under left-hand hood as indicated in Figure 269 and prick punch hole locations. Drill 7/16 " holes. Assemble T bolts loosely as shown in Figure 270.

Remove speedometer cable clip bolt and relocate speedometer cable to the left of the radio receiver. Relocate gas gauge line on the right of the radio receiver. Install receiver above steering column with speaker facing towards driver and hook the T bolts into the brackets on top of the receiver. Tighten receiver into place. Bring aerial lead around rear of receiver and connect it into male plug on the end of the car. antenna. Ammeter Lead Place the fuse and fuse insulator in the metal housing and assemble. Now connect the eyelet terminal to the hot (left) side of the fuse block. Instrument Panel Control Remove ash receptacle by dropping it for ward and bending retaining clips toward the center, See Figure 271. With a pair of pliers, bend upward ash receptacle back-stop to allow clearance for control head. Assemble control head and cables in this hole by means of the U - clamp and two wing nuts. Draw up the wing nuts until the cover plate is against the instrument panel. See Figure 272. The cowl ventilator handle should pass between the two flexible shafts. The shaft on the right with the male end is the station selector and is pushed into the right hand bushing on the receiver (closest to the dash). The left shaft is the switch and volume control. This has a female end and should be pushed into the bushing on the receiver nearest the instrument board. (See Figure

268.) After the shafts are properly seated, tighten the two shaft couplings. Plug the dial light wire into its receptacle close to the switch volume control bushing. Installing Dash Controls in Cars Without Ash Receptacle Place the template on the instrument panel, as indicated in Figure 273. Be sure that the throttle and choke rods come to the bottom of the slots in the top of the template and that the bottom of the template is Alush with the bottom of the instrument panel. With a sharp-pointed instrument score the panel around the opening in the template. Cut out dash to these lines by drilling around inside of mark with a Y & * drill and filing. Care must be taken not to mar the instrument board or file beyond line during this operation.

Dial Calibration
The receiver is calibrated in kilocycles with the last " O " omitted. Turn on receiver by rotating left-hand knob in clockwise direction. It will take a few thorrients for the tubes to heat up. Tune in a station of known frequency. Remove the right-hand knob by pulling it towards you. This is held in position by a spring clamp. Loosen the set screw on shaft (See " A " - Figure 272) under knob until pointer moves freely. Now turn the pointer to the frequency of the station which is tuned in, tighten set Acret and replace knob. Check accuracy of calibration on other nations at different points on the dial and adjust further if necessary. Spark Noise Elimination Cut off the eyelet terminal on all park plug wires at the spark plug and screw on the angle resistors. See Figure 274.

Remove the round knurled nut and in its place use snap-type nut fumished. Preto resistors on snap nuts The by-pass condenser with special coil bracket should be mounted on the ignition coil with the condenser wire on the terminal, as shown in Figure 275. These operations should reduce the interference to a satisfactory level. However, there may be an occasional car which will require an additional B - 18827 condenser, either at the ignition switch or at the fuse block. The condenser to he used at the first block can be mounted underneath the built which holds the loom adjacent to the fuse block. Connect the wire leading from the condenser to the terminal on either side of the luxe, If this condenser is to be used at the font tion switch a smalt hole should be drilled in the instrument board flange just to the right of the steering column, using an 8-32 bolt, nut and lockwasher to mount the condenser. The wire from the condenser should be attached to either terminal at the Ignition switch. If the above operations do not induce the electrical interference to a satisfactory point. it may be necessary to reduce the clearance between the distributor rotor and the terminal plate electrodes. Remove one distributor cap and terminal plate and clean electrodes with a small file or knife. Build up these contacte with roan core solder about 1/32 ". Replace terminal plate and cap and revolve motor with crank, leaving ignition switch ofl. Re move terminal plate and inspect carefully, removing excess folder which may have sheared oft. Repeat this same operation on the other side of the distributor. Operating Instructions To turn on the receiver, turn the left-hand knob slightly in a clockwise direction. The balance of the rotation of this knob controls the volume of the radio receiver. This receiver is equipped with a highly developed automatic volume control system which tends to maintain the volume at a constant level. However, there are some places under via ducts, turnels, bridges, etc., where the radio signal becomes so weak that it cannot be heard. When driving under trolley lines or in noisy locations, it is advisable to tune in on a strong local station. Be sure the receiver is tuned in accurately, otherwise distorted reception will result and local electrical interference will be magnified. When turning off the receiver be sure the left-hand knob to tumed counterclockwise until a snap is heard and the dial light goes off; otherwise the receiver will continue to operate and discharge the battery,

Generator Interference
Remove generator relay mounting screw and slip condenser bracket under the genera tor cut-out mounting lug. Re-insert cutout mounting Tew and lighten down securely. Connect the condenser wire to the battery terminal of the cutout. See Figure 276.

1st I.F. Transformer
Fig. 277
The following instructions are intended for radio engineers only. L F. Transformers and Padder A new type I.F. transformer complete with padders is used in the Ford center control radio receiver. The padders are placed in the top of the shield Cup, one above the other, The primary padder is adjusted by means of the crew slot, accessible through the hole in the top of the shield can. The secondary padder is adjusted by means of the small hex nut, also accessible through the hole in the top of the shield. (See Figure 280.) The coil windings terminate in leada instead of terminals or lugs. The color scheme of the leads is given in Figures 277 and 278. If replacements are ever necessary, replace the entire coil assembly for the first or wec end I.F. stage. Neither the coil nor the padders can be obtained separately.

Adjustments
All adjustments have been carefully checked at the factory. If, however, at any time it is found necessary to readjust the padding condensers, this procedure must be followed care fully. Do not attempt to make any adjustments until the procedure is clearly under

stood or without the use of a good oscillator or signal generator and output meter. The receiver must be connected to a six volt storage battery and tuned on for operation. It is assumed that tubes have been checked and that the receiver is in good condition except for the padding adjustments. Remove the lid from the receiver. Remove the grid cap terminal from the 77 tube location we Figure 280).

Set up the signal generator and adjust it to exactly 260 KC, Connect the generator lead to the grid aap of the 77 tube. (Set Figure 280.) The output meter must be connected. The receiver volume control must be turned on to approximately futt volume and the attenuator in the generator ret for a half toate reading of the output meter. The packlers (22) and (26) are adjusted first (Figure 280). Turn the adjusting screw (22) all the way in. A metal screwdriver can be used for this. Then, with generator attenuator at there is approximately half-scale reading, adjust the out (26) with filter wrench for the maximum reading on the output meter. This applies to the sets to date, but sets of the future, with the broad tuning, the I.F. is clone coupled and will have two peaks, and must be tuned between the two peaks. This requires good judgment and careful adjustment. Then adjust the screw (22) for maximum reading on the meter. This adjustment is critical. Note the maximum standing obtainable and then tum the wrew in Arain and readjust, just bringing the adjustment up to the maximum reading. Do not pan it and then back off.

Repeat the above procedure with the condensers (14) and (t7). Alter padding the first I.F. stage, remove the generator Lead from the 77 tube and reconnect the grid lead to the 77 tube. Set the generator to 1600 KC. and then connect the generator lead to the antenna lead. There are four boles in line, one in each of the sections of the tuning condenser housing. See Figure 780.) Place a nail of the size that hits mugly through the boles and then tura the condenser plates out of mesh until they strike against the wait. With the tuning condenser in this position adjust the high-frequency padder (15) until the maximum reading is obtained in the output meter. This is the true setting for 1600 k.c, 160 on the dial scale. Next tum the condenser plata in mesh to 140 on the scale, 1400 K.C., and set the signal Generator for 1400 K.C. The R.F. padder (10) and the antenna padder ($) are next adjusted for the maximum reading or the output meter. Recheck the adjustments and then remove all test leads. If this procedure has been carefully followed and an accurately calibrated gucillator or signal generator umed, the receiver is adjusted properly. Schematic drawing of the center control type radio is given in Figure 281.