Evening Star Newspaper, March 21, 1926, Page 77

COOLING BY STEAM - PLANISEXPLAINED + Engineer Details Method of Keeping Temperature Con- b» stant at All Times. "'he motorist who now has to stop his car after a long uphill grind to 10 allow the engine to cool and who in Winter is forced to protect the radi- ator from the possibility of freezing Koon will have these problems solved for him, experts declare. This will be accomplished by con stant temperature, or steam cooling, &8 explained and demonstrated in an address at the annual meeting of the Society of Automotive Engineers by A. G. Herreshoff of the Rushmore Laboratory. “Tests to determine the effect of different water-jacket temperatures on engine power, fuel consumption and crankcease ofl dilution indicate th: temperature of 2 plest natural n eomplishing the purpose is by the use ©of boiling water, whose temperuture yemains constant at degre The advantages of m this jucket- ater temperature under 1 condi- tions are that piston f r s re. ed, there ig better vaporization of &he fuel, the dilution of wil in the crankcase by fuel and wa vented or reduced, and r prevented. ne_efficiency resulting se in cylinder wall tem- crease in en: from an ine; degr ng should be 13 per engine load at low speed &nd 26 per cent at high speed. with resultant saving of 15 to 20 per cent n fuel consumption.” When a_stean ling system is msed, said Mr. Herreshoff, it becomes & simple matter to heat the interlor ©f the closed car body by passing the &team through a radiator in the body. Yressure of steam in the systen. also Inakes it possible to maintain n uni- $orm temperature of the lubricating oil by conducting part of the densed water through an Jdacket, thereby reducing the viscosity of the ofl in cold weather. whils the greater heat of the oil drives off any water and light 11 ¥ which it is @iluted, thus reducing friction and in creasing the life of the engine, - . ol Use of Gas on Steep Climb. When do you start giving the en- gine gas in climbing a steep hill” A Jot of drivers wait until the car has wtarted the ascent before opening the throttle, others open the throttle with tne spark half retarded just before & arting upward, advancing the spark 05 the speed increases. The hest way is to “rush” the hill. Momenium counts. John Smith Brakes Often Need “Roughing” Rather Than “Coddling” When the brakes do not seem to hold well the natural tendency for the driver is to use them sparingly in the belief that if they are used gingerly they will be more likely to last the day out. This coddling, however, simply aggravates the trouble, What the brakes need i a little roughing up. If they are thrown into action a few times the driver will be surprised to ses how much better they will hold as he continues driving throughout the day. CAR OWNER'S OUTLAY LIBERALLY OFFSET Law of Compensation Daily Oper- ating to Keep Expenses Within Fairly Reasonable Limits. The law of compensation daily is operating to the advantage of the automobile owner. When the closed car first made its bid for popularity, there were many practical motorists who feared {t would be taking too much responsi- bility to have a car equipped with lux- urious upholstery and fittings. The .| average car owner regarded his task as eufficiently heavy if he kept the - | machine properly greased, had the oll changed regularly and attended to the customary repairs. “The law of compensation has pped in to solve this problem,” says Os Coollcan, local Packard dealer. “It is true that ownership of a car with a more luxurious body entails new responsibilities for the person who wants to have the car loking its best at all times, but many service re- sponsibilities have been lifted from his shoulders in order to balance the scales, “It is no longer necessary for the car owner to bother with a grease gun or an oll can. As a mater of fact he does not even have to take time to send his car to the garage to have this rt of work done. It is entirely auto- ith cars running 2,500 miles on one fliling of oil the customary nuis- ance of oil removal is reduced to the very minimum. The modern motorist finds that his fears for the welfare of the upholstery of his closed car are nished by the law of compensation. Caring for the engine and chassis is now an extremely simplified and grimeless process. “And because the chassis is well lubricated repairs are less of a con- sideration. Constant improvements in the chassis, and particularly in safe. guarding of the chassis, have served to release many hours now avallable for care and upkeep of the finer bodies of the day.” and His Car BY FREDERICK C. RUSSELL mith is a character whom every motorist skould welcome. He is not sel 3 have exploited. in an interesting way, his experiences for rather he is a motoring martyr, a chap willing and glad to benefit of the other 20,000,000 or more members of the motor clan, No. 142—Something About Springs. “These spring covers are no zood.” Smitk plained when T met hima the other ¢ “I fnstalled them withs the fdea that they would keep the spings floating b grease, but the car :nems worse every day.” g to do nuw?” 1 asked, noticing be. had iiled the grease gun with oil. “I'm going to give each one of the &prings another shot of oil” he answered, “I've tried it several times olready, but maybe this one will do id come as a shock to him 1o learn that he was making the car ride hard by overoiling tie springs, 8o I approached the sabject gently. “Muyhe there with the spring 1 “If the spring le yroperly of cou 1 10 get a good ri nd, by the do you know h spring work He at first seemed offended by this query, but finally decided the question was well meant. After thinking it over for a few minutes he announced that it was the bending of the spring Jgives that absorhed the road shocks. “If that's the case, then why bother “The I realized it w mething wrong uggested. working n't expect 10 grease the leaves?” I asked. grease shouldn’t play any part in the bending of the spring leaves.” “But there would be too much fric- tion between the leaves if you didn‘t grease théem,” he argued. = Keeping Friction Constant. “Oh, T see!” 1 replied. Now we have another element besides the flex. ing of the metal leuves. We've got fric. tion, too. Lvidently some of the road shock Is absorbed by the rubbing of one spring leaf against another. And that's getting pretty close to lubrica- ! tion. I'm just wondering whether it i=n’t possible to overoil spring leaves to a point where friction doesn’t play its_proper role.” Smith stopped operating the ofl gun. “Th R. McReynolds & Son Sales—Service 1423.25.27 L St. N.W. Main 7228 Sal. 14th and Park:-Road N.W. Leon S. Hurley, Mgr. Col. 2619 Buick is More Expensively Built But it Costs Less “Buy one Buick is built more th:;nl;ofinmh.:r’-h” nearthe Buick price class. “Expensively bullt” means that the different t parts and units of the Buick motor car are the best that engineers can But, thanks lic to the large volume which demand has given to Buic! thanksalsoto production that are of and cyinan efficient industry, the Buick motor car can be sold to you at a very 'moderate price. ManyBuick featuresare duplicated only in America’s highest priced motor cars. Buick, forinstance,usesthe Torque ‘Tube Drive to transmit the drive of the rear wheels to the chassis, instead of burdening the rear springs with this adde highest priced car in America uses the torque tube. And so does Buick! ‘The American public wants finer e and Buick provides it at lower cost. Ccnuinently Buickisa very inand Buick Motor Cars now are sold on the basis of Federal taxes effective midnight, March 28th. duty. The lar car®. Come Better Buicks. THE SUNDAY BTAR, WASHINGTON, . U, NMARCH 2f, 1926—PART 3. agreed. “If the leaves slide agalnst each other too easily the effect should be the same as If the spring were made of just one, big flexible leaf."” It was a little more complicated than that, but he was ready for the facts, so I told him that the pi of his spring covers was to keep the friction element of the springs con. stant. If the springs are overlubricated, the normal friction resistance will be 80 low that the leaves will deflect In unison and act very much llke one thick spring leaf. Another fault of overlubrication {s that when the first few leuves deflect too quickly, the whole apring suddenly flattens out and “bottoms.” Thus, the car receives ® jolt on every road fnequality. I cautioned 8mith, however, against abandoning his effort to keep the fric- tion element under control, for most spring trouble comes from fnsuMcient lubrication. He was overdoing lubri: cation at the point where friction al- ready was too low and overlooking it where it was too high. At the front and rear ends of each spring, the cover failed to protect the points where the master leaf rests on the ends of the next. Cause of Poor Riding. Rust rapldly accumulates at such ints, and this results in poor riding. 'he ends of the shorter spring dig into the master leaf. Instead of spending 50 much time putting grease and oil where there already was a sufficient quantity, Smith should have been jucking up the body of the car now and then, and lubricating the spring ends. If a spring is designed to deflect when & force of 100 pounds is applied, a 30 per cent increase in the frictional element means that the spring will not be a spring at all until a force of 130 pounds is applied. Thus, all the smaller bumps in the road will be transferred to the chassls and body of the en “You've also to consider the devices that control the recoil action of the springs,” 1 added. “If the springs act too freely and too quickly, the re- coil will be checked too soon and your ride will be unpleasant. Then, if the wprings ride roughly they will not de- flect enough to enable the spring re- coil checks to play the role for which they were fitted. As a matter of fact, it the springs are not right, some of these devices may make matters worse.” Smith concluded that springs were not us “easy’” as he imagined. Here was something about themn he never be- fore had considered, and once more he was willing to admit that a little trouble is often & blessing in disguise for the progressive car owner. Next Week, No. 143—Rules of the (Copyright. 1026.) HUDSON-ESSEX 1100 CONNECTICUT AVENUE Now %50 Less and “At Your Door” Prices on Hudson Brougham, Hudson Coach and Essex Coach are reduced as of March 10. This is in addition to the Tax Reduction made February 21. Note by the following figures the advantages of the Hudson-Essex “At Your Door” (A. Y. D.) policy. It includes tax, and other charg Sl costs for equipment, freight, Were .we advertising f. o. b. prices, with former standard equipment, they would be ESSEX “6” COACH. HUDSON COACH........ eccmscelsle .$735 coover . SL13D Hudson Brougham .................$1,385 Hudson (7-Pass.) Sedan............$1,610 The lowest prices at which these cars ever sold “At Your Door” Cost Nothing More to Pay ESSEX “6” COACH..s 829 HUDSON COACH... 1259 Hudson Brougham... 1519 'Hudson 7-Pass. Sedan. 1750 All cars are equipped with front and rear bumpers, electric windshield cleaner, rear view mirror, transmission lock (built in), radiator shutters, motometer, combination stop and tail light. Don’t be misled by f.o.b. or factory list prices. TO SUCH PRICES MUST BE ADDED freight, tax, handling and sundry other charges which greatly increase the - The “A.Y.D.” Plan Is Saving Buyers From 325 to 50 on Every Car DISTRIBUTOR " LAMBERT-HUDSON MOTORS CO. NEUMEYER MOTOR COMPANY 1823 14th St. N.W.—Phone North SAUNDERS MOTOR COMPANY 1078 Wisconsin Ave.—West 144 PERRY BOSWELL 34th and R. 1. Ave. N.E~Phone Hyattsville 617 I. C. BARBER MOTOR COMPANY 3101 14th 8t. N.W.—=Col. 18 DEALERS IN NEARBY MARYLAND AND VIRGINIA ‘W. Earl Dungan, Callso, Va. actual cost. HUDS those you pay for ON-ESSEX prices are delivery AT YOUR DOOR. No delivery, handling or other charges are made. And there is never any doubt as to the actual cost to you of HUDSON or ESSEX. Values have con- stantly increased, and at the same time there have been passed on to the buyer all savings in manufacturing and distribution. METROPOLITAN DEALERS W. PHONE WEST 1134 H. BAYNES 5501 Wisconsin Ave., Bethesds, Md. SCHULTZE’ 'S MOTOR COMPANY 1196 H St. N.E. HOLLAND MOTOR COMPANY Connecticut Avenue at R Street—Pot. 5197 Earl K. Trone, Clarendon, Va. Auto Supply Company, Saluds, Va. Baker, Cosby & Cowherd, Columbia, Va. Bates Brothers, Orange, Va. Brosius Brothers & Gormley, Rockville, Md. Bestty Brothers, Warrenton, Va. A. €. Bruce Co., Inc., Greenwood, Va. H. M. A. Biythe, Lenham, Md. Culpeper Sales & Service Company, Culpeper, Va. 1015-1017 14th St. N.W. 1620 M St. N.W. ; A G, ey oo % e s Frenie 90 Hudson-Essex World’s Largest Builder of “Sixes” and Third Largest Producer of Motor Cars Main 5800 Franklin 3860 WHEN BETTER AUTOMOBILES ARE BUILT BUICK WILL BUILD THEN | B Universal Service Station, Front Royal, Va. University Hudson Motors Co., Charlottesville, Va. White House Garage, Hyattsville, Md. Winchester Hudson Company, Winchester, Va. ‘Woodstock Garage, Woodstock, Va. J. W. Anderson, Accotink, Va. 4. T. Campbell, Luray, Va. C. W. Hubbard & Son, White Stone, Va. R. M. Padgett, Greater Cspitol Heights, Md. B. H. C. Bowle, Forestville, Md. THerbert J. Fry, Leesburg, Va. Hargrave & Lewis, West Point, Va. Hamner Motor Co., Scottsville, Va. Leonardtown Motor & Hardware Company, Leonard- town, Md. Lindssy Motor Company, Alexandria, Va. W. V. Miller, Surrattsville, Md. R. V. Norris, La Plata, Md. New Market Motor' Company, New Market, Va. +STANLEY H. HORNER EMERSON & ORME Sa1226