Evening Star Newspaper, July 31, 1927, Page 63

| MOTORING | It may sound paradoxici ! turning right. EVER befire in the years dur-| ing whizh motor touring has become, more and more pop- ular among Washingtonians have so maay thousands of car own- crs of the National Capital taken to the, highways of the Nation as dur- ing the current season. . Not alone is Washington a mecca for motor tourists from all sections ©of the country, but residents them- sclves in increasing number—prob- ably aided to some extent in their ecisions by the cxample set by nomadic visitors—are making it a point to get on the open road for a few days, or weeks, as the case may be. This season that trend is par- ticularly pronounced, and just now especially so. Perhaps Washington mercly is fol- lowing the general trend throughout the country. And then, on the other hand, it is possible that the National Capital situation is somewhat differ- ent than that found anywhere else. At any rate, this is true—Washing- ton probably is the greatest touring center in the country at the present time for traffic going out as well as coming in. Each day now additional scores of Washingtonians are embarking upon Summer motor cruises, and, similar- 1y, each day finds the roads into the Capital City filled with cars whose occupants are bound for the beauty spots and historic associations of the District of Columbia. Thus, there is here a concentration of motor tour- ist travel very likely unequaled any- where in_the United Stat And since 1927 has developed into the greatest touring year on record, that condition now is more marked than ever before. The growth in popularity of the motor tour among Washington car owners has been amazingly rapid during the past two or three years. Tts expansion in that period has been by more hundreds of per cent than one would care to cstimate. One reason has been the putting into ef- fect of broad road-building programs by neighboring States, whose high- ways heretofore had been rather poor. R * Motorists are advised to check the efficiency of their brakes daily in the interest of safer driving. Although one can tell with reasonable ac- curacy whether the brakes on the car are in good condition by applying them and noting the distance requir- ed to stop the car, familiarity with the actual figures will assist in mak- ing the brake inspection process more sound. The table of stopping distances which is used in Massachusetts and which was prepared by the State highway department may be of as- sistance to the motorist in this re- spect. In the case of two-wheel brakes, those in “perfect” condition will stop the car from a speed of 10 miles an hour in 9 feet. If the brakes will brigg the car to a halt within 10 feetpthey are rated as “good” by the Bay "State highway authorities. = At 20 miles an hour, the perfect two- wheel brakes will stop the car within 35 feet; the “good” brakes within 40 feet. For a car speed of 30 miles an hour, a stopping distance of 80 feet means “perfect” brakes, while those that will stop the car within 91 feet from such a speed are “good.” “Perfect” four-wheel brakes will stop the car within 5 feet from 10 miles an hour. Those that will achieve the same end within 6 feet are “good.” At 20 miles an hour, the respective stopping distances for “perfect” and “good” brakes are 20 and 25 feet. At 30, they are 46 and 58 feet. The individual motorist does not need an accurate decelerometer to tell how his brakes measure up by these standards. The human eye usually makes fairly accurate meas- urements in such cases. L When automotive design makes a sweeping advance, such as that . marked by the appearance of four- wheel brakes or high-compression engines, all motordom sits up and takes notice. Many smaller, but still important strides in the general improvement of the motor car, how- ever, escape attention. A recent example of this is to be found in the case of a device that permits the motor car owner to raise the windshicld without the danger of drawing all the insects of the countryside into the car. It is a fine screen that easilv may be at- tached to the windshield without marring the front of the car in the slightest. Here is news also of another de- vice that is claimed to reduce steer- ing effort almost beyond belief hy using the power of the engine to assist the driver in turning the front wheels. Thus far, the device is not-! used on any make of car, but some day it may be—or some improvement on the present product may be, Its chief virtue probably lies in the fact that it will make parkimg simpler and less of an energy consumer. Many other such devices are on the market or in the laboratory get- ting the inventor’s finishing touches. They may achieve slight notice at first, but some of them undoubted! will be heralded eventually as impo tant contributions to motor progress. For, they have the important ob- jective of making motor car opera- tion still less of an effort and still more convenient. M Although there is some one on duty throughout the day, the head- light testing station of the Traffic Burcau, at 1409 E street, is not patronized by motorists to the ex- tent it should be. Reports from day to day show only about 15 to 18 cars tested, whereas the number should be several times larger. The nced for much more extensive testing is shown by the fact that al- sq0st an entire week passes without ngle car being brought in on which some adjustment is not neces- sary. focus and nearly always {ipped too high so that a dangerous and anno; ing glare is throw into the eyes of oncoming drivers. Adjustment_of the lights requires but a short time. If they are to be re-aimed, it is a matter of perhaps three or four minutes. The burcau is prepared to make any adjustment up to but not including repairs. If they are necessary, the motorist will be told, however, just what needs to be done, The best usually are out of | 8Y WILLIAM ULLMAN. . but many drivers turn right without It is axiomatic that it does not matter so much what you have, or how much you have, as how you use the materials at hand. Which brings one to the condition which exists on Pennsylvania ave nue—as an outstanding example—be- motorists per: in failing to remem- ber that keeping to the right is a traffic essential. Pennsylvania avenue, with its enormous breadth, should be a_mo- toring paradise. the historic thoroughfare at any time of day is convincing proof that it is anything but that. And the main reason is_that drivers, instead of keeping as far over to the right as possible, do just precisely the op- posite, using even the space between the sets of car tracks, when such a procedure evidently not only is ab- solutely unnecessary, but highly hazardou: If Washington motorists cannot learn to use their fine, wide boule- vards, how can even the most ele- | mentary of traffic regulations accom- plish an efficient purpose? * ok % % Some motorists today arc finding themselves with cars they can neither scll nor give away. Even the junk man spurns many of them unless they are delivered at his door. Few rcalize that they ever will be in this predicament until it actually is upon them. A case that demonstrates this fact occurred recently in an outlying sub- urb of a large Eastern city. The car, a virtual wreck, was being driven down to the main highway from the suburbanite’s house. About in the middle of the 400-yard journey, the | front axle broke. The motorist de- cided the car was not worth a new front axle. Something had to be done to get it out of the driveway, however, so it was hitched on behind another car and drawn off to the side. It remains there today. an eye-sore that is not worth towing away. In addition, there doesn't scem to be any place to tow it. This case is typical of many others. Tt vet may be necessary for munici- palities to establish a Potter's field for the automobiles that dic of old age. ke A pronounced improvement from several important points of view is the resurfacing and reconstruction work being done on Woodley road from Wisconsin avenue through to where that street meets Cathedral avenue. When finally thrown open to traffic for its entire length, motor- ists will be provided with a splendid paved thoroughfare, broad and thor= oughly spacious, which will take them from Connecticut avenue to Wisconsin avenue. Before being re- built this piece of road, which has assumed increasing importance of late years as a main artery of travel, was narrow and rather dangerous in spots, especially after nightfall. Completion of this through street will relieve Macomb street of much heavy traffic which it has carried lately. aixiaiia Motorists whose cars are equipped with electrical windshield wipers are meeting an expense that is entirely needless and the result of careless- ness on the part of car washers. The arm of such wipers never should be moved by hand, because it results in breaking the gear and pinion, which have to be replaced. Yet, car washers persist in doing it in hun- dreds of cases, according to service men, The switch is so handy when it is necessary to move the wiper arm that failure to use it is inexcusable, the more so when it often costs the car owner more to have the repairs washed. Moving the arm manually in the cas€ of the vacuum type wiper makes no difference. L o Tt is estimated that something like 1,500,000 cars in the United States at present are owned by minors. Of course, many of these are flimsy contraptions which might better be off the highways. As a matter of fact, resolutions have been offered in_ State Legislatures with the idea of getting rid of a number of these vehicles. However, there is another side to the story. An even larger percentage of these machines are owned by suc- cessful young people, who have money and who know how to man- age it, and who are ambitious, hard- working and intelligent in their in- vestments. Not all of these 1,500,000 cars are “collegiate” wrecks. A lot of them can take their place among the highway's best. * ok ok ¥ Painting of white lines within the safety islands at Scott Circle seems to be lost on some drivers. The sij nificance should be plain. They are put there to divide the two possible traffic lanes, and whichever one se- lects should be followed through. iThere are many, however, who start |on the inner one, and, on reaching | the other exit, swing over and pro- | ceed straight up or down Sixteenth strcet. There never is any excuse for driving without regard for other motorists, and there is cven less now |at Scott Circle since the lanes are | clearly marked. | * ok K % | Increased trafiic not only aggre- | vates congestion and the many dan- | ers which go with it. but has an- other cffect upon driving which very few motorists seem to consider. This is the matter of more slippery pave. ments. More cars mean more oil drippage on the paving, with the re- sult that it requires but a slight amount of rain to make the streets particularly hazardous. This means the motorist can figure on stopping casier on a new pavement than on an old one in a rain. Two Parking Pointers In paralle] parking, da not crowd the wheels of the car against the curb, particularly the front wheels. If one gets in too close, the front wheels cannot be turned without jamming them aghinst th> curb. This puts an excessive burder upon the tires. In getting out of a parallel park- ing space, with an even space in both front and rear, but not enough to permit a free exit, go backward first. It enables one to get the front wheels farther from the curb and, after all, these are the wheels that | will go out first. cause of the fact that Washington | Yet a glance down | made than it does to have the car | When THE DOWN THE ROAD—The Most Uncomfortable Feeling in the World. By BECK THE TIME YOU WE 8y il M O RE INNOCENTLY ADMIRING A CAR, AND YOUR MOTIVES WERE MISUNDERSTOOD ITS SUSPICIOUS OWNER . Are Often Caused By Nuts on Valves 1t still hapens that tires zo flat for no apparent reason. Hunting for the leak frequently is marked by failure. After trying every- thing else, including particularly the valve sides,” it might be well to suspect the tube where the valve is fitted into it. If the nut that holds the valve at this point can be turned easily with a wrench, the chances are that the leak has been discovered. ROAD TESTS MADE OF MOTORLAMPS Depressible-Beam Headlight Found Often to Defeat Own Purpose. That the use of a depresible-heam headlight on wet asphalt or concrete road surfaces will defeat its own pur- pose by reflecting the light into the air far above the horizontal height of the headlamp, was the assertion of R. way of the sdison Lamp Works of the General Electric Co., at the Summer meeting of the Society of Automotive Jngi- neers. 'This assertion baged on the results of laboratory and road tests conducted with various types of lamps. When the beam is depressed, it was found, the apparent intensity is great- ly increased, but this intensity ex- tends far above the horizontal height of the headlamp. Non-Symmetrical Beam's Effect. With a non-symmetrical beam, pro- duced with a two-filament lamp, a ranged so thut the beam is directed straight ahead from one filament, but can be shifted to the right by switch- ing to the other filament, very little light is projected into the region in which the eyes of an approaching driver would be located. This effect, it was said, can be produced by use of an auxiliary driving light aimed to the right of the axis of the car. two facing cars both used the upper beam of a depressible-heam headlamp on a wet asphalt road. a target three feet from one car and three feet above the road was visible at a maximum distance of 67 feet. With both cars using the non-symmet- rical beam aimed to the right, the target was visible at 159 feet, and when placed near the righ-hand curb was visible at 313 feet. Conclusions Outlined. Conclusions deduced from the tests are that wet road surfaces change the light distribution materially, resulting in greater glare; more light intensity is required to reveal an object on a wet road due to interference with vis- ion and change in light distribution; increasing the light intensity in a symmetrical system does : ot improve visibility; a non-symmetrical tem in which the high-intensity portion of the beam is directed to the right of the car axis reduces glare and allows better visi use of two 21-candle. power lamps does not give sufficient light-flux for all requirements; use of a widespread low intensity beam near the car in combination with a relative ly narrow controllable high-intensity riving beam has advantages for both dry and wet roads. No reason is known why a fixed-fo- cus design should not be used with a somewhat longer focal length than at present, with suitable reflectors or lenses for the low-intensity beani: and the use of auxiliary driving lights with the beam directed to the right should be encouraged MARYLAND TAG ISSUANCE IS FAR AHEAD OF 1926 Year Than in All of Last, Officials Say. More Maryland automobile licenses have been issued during the first six months of 1927 than for the entire vear of 19 according to figures just made available, On June 30, 258071 licenses had been issued, of which 236,680 were for pleasure cars, 11,976 for trucks, 3,388 for “for hire” cars and 6,027 for auto- mobile dealers. This shows an in- crease of 24,000 over the number of licenses issued up to June 30, 1926, and brings the Maryland average to one aufomobile to each five residents of the State. Of the 258,071 automobiles operating in the State, 65 per cent are owned in the counties, although the population of Baltimore is approxi- mately one-half of the State popula- tion. . Engines Should Be Cleaned. The engine that has seen hard service for several months usually can and a through cleaning to rid it of dust-caked oil and grease. Leav- ing the engine covered with this grime constitut a_ hazard in case there is backfiring through the carburetor. Wait until the engine is throughly cooled and clean it with gasoline Then wait until the gasoline has dried throughly before using the car again. More Issued in First Half of This, Relatively few poor or impassable spots now are reported in the Lincoln Highway, and a statement of condi- [ tion of that Kast and West thorough- fare. prepared by the Lincoln High- way Association, shows it to be more or less clear all the way through. There are some detours, of course, and the; e outlined in detail in the complete statement given below. Be- ginning at New York and traveling through to San Francisco, latest ad- vices indicate that the Lincoln High- way's condition is as follow York to Pittsburgh, F excellent paving entire d Unless intending to stop in Phila phia, use “around city” route, well marked. ‘Thr:e short stretches of one-way traffic. Pittsburgh to Lishon, Ohio— 66 miles. Use marked detour via Me- Kees Rocks, Neville Island, Monaca, Rochester, Darlington and Leetonia, This route entirely paved. Lisbon, Ohio, to South Bend, Ind.— 314 miles. Paved except two short graveled stretches near Mansfield and Crestline. Closed east of Ashland for widening: use Ohio route No. 10 (U. 8. 30) Wooster to Mansfield. De- tour marked between Upper and Beaver Dam—new construction South Bend, Ind., to Clinton, 238 miles, paved. Follow U. 8. No. 20 between South Bend and La Porte. Caution—Do not attempt the Lin- coln Highway in eastern lowa: paving in progress; dirt detours provided are impassable when wet. Enter lowa via Illinois State route No. 5.- It can be reached at Elgin over excellent roads by- continuing north on Ilinois No. at Geneva. From Dubuque follow U. 8. No. 20 to Waterloo, thence Towa No. 59 to the intersection with No. 90, a short way south of Hudson, thence via No. 90 to Grundy Center and No. 14 to Marshalltown. Geneva to Marshalltown via Dubuque is 330 miles, Clinton Island to Council Bluffs, Towa—358 miles. Clinton to Lowden —39 miles, concrete paved. Lowden to Lisbon—25 miles, three gangs laying concrete; dirt detours. Lis- hon to Cedar Rapids—16 miles, paved. Cedar Rapids to Marshalltown—73 miles, of which 27 miles is paved, balance graded di dirt detour (28 miles) around paving crews., Mar- shalltown to Denison—132 miles: about 60 miles is concrete. balance excellent gravel: generally good. Denison to Council Bluffs—i5 miles: all dirt road, well graded and dragged; dries quickly after a rain. Omaha, Nebr., to Cheyenne, Wyo. —505 miles. Omaha to Ames—42 miles, paved. Ames to Cheyenne, mostly well graded gravel in good condition; use old road on north side of railroad at Duncan. 3 Cheyenne, Wyo., to Salt Lake City, Utah—459 miles; mainly excellent gravel. Wyoming, good, smooth and dry. Evanston to Wanship, fair; 14 miles under construction in Echo and Silver - Creek Canyons; detour be- tween Wanship and Kimball. Kim- ball to Salt Lake City, good gravel; detour at mouth of Parley's Canyon. t Lake City, Utah, to Ely, Nev. —246 miles; usual driving time, 10 to 12 hours. Between Orrs Ranch and the Goodyear section (41 miles) is the only unimproved part of the Lincoln Highwa, driving time not over 2 hours. The Great Salt Lake Desert is 17 miles long where it is crossed by the Goodyear section, all ARRESTS REDUCED BY NEW SPEED LIMIT Maryland Violations Decrease ‘nyl 50 Per Cent as Result of 40- Mile Highway Law. As a result of the new speed limit of 40 miles an hour in Maryland, the number of arrests for speed violations has been reduced at least 50 per cent, aceording to the State police and mem: bers of the office of E. Austin Baugh- man, commissioner of motor vehicles, } It was asserted that many smaller automobiles could not attain the speed of 40 miles an hour without severely | shaking and jarring their occupants, | Unless in a hurry, the average ohem-‘ tor of the smaller cars will not drive at_the speed limit, it was said. It was pointed out that for years the speed limit in Maryland was 35 miles an hour and many drivers were | not accustomed to exceed that limit. | These operators continue unconscious. ly to accelerate their motors to 35 miles an hour and keep them to that point. The majority of arrests for speeding are made at night, when the greater part of the traffic is off the roads, it was said. John N. Mackall, chairman of the State Roads Commission, spon- sored the new speed measure, . Chain Adjustments Needed. One reason why many drivers fail to get top speed from their cars when they decide to test them out is because | the very acceleration process serves to make the engine jump time and run slowly. This usually is due to neglrct of the timing chain. Slack accumu- lates, and the chain jumps a sprocket when the sudden speed comes, It is a simple matter to adjust most chains, but an easy, one to forget, t Mysterious Leaks |FEW IMPASSABLE SPOTS LEFT ALONG THE LINCOLN HIGHWAY Association Reports Road Virtually Clear| for Its Entire Length, With Only a Few Detours to Worry Tourists. well graded and dragged: 7 miles well graveled; balance of route to Ely is graded natural gravel in good conditio Jly, Nev., to Fallon, Nev. 266 all excellently graded and well raveled, dry and in fine condition. . to Sacramento, Calif., Lake Tahoe—197 miles; reported excellent; west 60 miles paved; lake nd river resorts all open. allon, Nev., to Sacramento, via Donner Lake—210 miles. Fallon to Verdi, mostly good gravel and con- crete; some new construction under w detour Verdi to Truckee, via Dog’ Valley grade, rough. Truckee to_Auburn, good; balance paved. Sacramento to San Francisco—119 miles; all paved, no detours. AMERIGC A | the et SUNDAY STAR, WASHINGTON, D. C. JULY 31. 1927—PART 5. Overheated Engine May Indicate Vital Defect in Machine When the engine overheats do not be satisfied merely with fllling up the cooling system with water. Overheating may simply mean that the system has been short of water or clogged, but it also may mean that serious trouble is brewing in one of the vital parts of the car. It is well to make absolutely sure of the cause before proceeding. UNIFORM PRACTICE IN'FLEETS SOUGHT 1Subcommittee of Engineering Group Makes Study of Various Differences. Modification of existing laws and | establishment of sound and uniform measures governing the operation of motor truck and motor coach fleets is the present task of a subcommittee of mmittee on operation and main- tenance of the Society of Automotive Engineers. Although a reasonable degree of similarity among the var ous regulations has been brought about in recent years, many differ- ences still exist in the regulations of the various States and municipalities, it is pointed out. As an example is cited the wide variation in the requirements as to location and color of motor coach marking lights. A number of States also require the registration of the en- gine number in connection with the registration of the chassis, which makes it difficult to interchange en- gines between vehicles in a fleet as often as may be required in fleet main- tenance, according to the findings of this committee. It a common practice among op- erators of large motor fleets, the com- mittee points out, to have reserve en- gines that may be quickly substituted in a vehicle for an engine that needs overhauling or repairing. As the regu- lations stand in some States, however, this is illegal unless permission is ob- tained to change the ‘engine and noti- fication of such change has been given, Another subcommittee of the opera- tion and maintenance committee is working on a list of terms that are used in fleet operation and mainte- nance, with the object of compiling a standard list of terms and their defini- tions, An accounting subcommittee has undertaken a study of accounting sys- tems used by fleet operators with a view to the possibility of preparing a complete accounting system that may become standard and make possible the comparison of flect costs in all arts of the country item by item. S FIRST _ithe little BY HERBERT S. HOLLANDER. Present intense activity in the au- tomobile industry is providing observ- ers of economic trends with much fer- tile food for thought. First, in the production division, where engineer- ing departments are viewing with sat- isfaction the finished results of many months of refining effort, and, sec: ondly, in the distributive department. which is finding markedly stimulated public interest. Primarily, it was not the thought of many economists and observers generally that the current year would prove to be one of exceptional visor in the automobile industry. It wa freely predicted during the closing months of 1926 and the opening months of 1927 that the country could expect no slight sloughing off in auto- motive activity, and that the com- panies themselves would be forced into substantial retrenchments due to cur: tafled public interest. Present conditions and conditions time not only have generally failed to hear out these pessimistic prognos- to warrant the belief that the remain- ing material and economic benefit to an important number of organizations sion of the industry, and, consequently, to a wide variety of allied pendent units. Industry Firmly nated The country has come to look upon the trend of affairs in the automotive industry with the deepest interest, be- cause it is so large and its ramifica- tions so numerous that whether con- ditions within it are good, bad or in- different is of enormo: significance throughout the entire business, indus- trial and financial range. Just as the steel industry is basic, %0, in many respects, is the automo- tive industry a fundimental in_the American economic scheme of things. And now that automotive exports to all parts of the world steadily are in- creasing in volume, it is of interna- tional importance. So, for these reasons it tant to note that the finds the industry firmly with conditions working out much more satisfactorily than was antici pated by many six or seven months ago. It is not to be supposed that the situation is perfect. It is not. Competition never was so strong, and there are no indications of any im- provement in this direction. But, on the other hand, the current trend of affairs has had a salutary public ef- fect, and it has strengthened the in- dustry itself through its growing co- is impor- half-year situated, TRUEY hesion into larger and more powerful units. Nearly all the companies now FINE OUT IN THE PLANTS Marmon isworking double-shift —building as many as it is hu- manly possible to build well. | communities, B 1927 IS MAKING STRONG BID AS PROSPEROUS AUTO YEAR First Half Finds Industry Failing to Fall Down to Pessimistic Predictions Heard Months Ago. in the field are well placed from a financial standpoint, a condition which did not prevail some years ago. Increasingly sa ng _conditions within the industry are making them- selves strongly felt in the individual and in this respect Washington Is no exception to the rule. In the opinion of Rudolph Jose. an active observer of more than 2: years' standing in the National Capi- al, firm maintenance of trade volume finds a reflection of the soundness of the economic structure as a whole. He believes that there will be no per- | ceptible slackening in the movement of motor vehicles into the hands of | ultimate consumers until general pros- | perity begins to wane, and this con- which have evolved until the present | tications, but the situation is such as | der of 1927 will prove to be of outstand- | operating in the manufacturing divi- | and de- | SMALL tingency he does not believe need be | feared for some time to come. According to Mr. Jose, this point pparently either was rlooked or |iznored during a majority of critical | discussions of the industry at the turn | of the year. That is, he believes that many of those who foresaw dire con- for the industry duri 27 one reason or another, did not take into consideration the ele- ment of national prosperity and its effect upon automotive distribution. He holds that while the material well- being of the country is maintained and enhanced, so basic an industry as that of manufacturing a mode of |p>rsnn:\l transportation will not suffer | through lack of volume. Mr. Jose concedes, of course, that from time to time a degree of spotti- ness may be noticeable in the face of this element, but, he adds, no in- | dustry is free from certain undula- tons in its curve of activity, and “there must be differentiation between | what constitutes spottiness and that which might be construed as a fun- | damental cause and effect.” Viewpoint Is Altered. Thus, the observer now finds a con- siderably altered viewpoint from that which _existed a few short months ago. The industry at that time did not feel any apprehension itself, hut the written reports of some econo- mists were not calculated to arouse great expectations for the current vear. Happily, the turn of events has been in a favorable direction, and very recent results have led to the nticipation—and there is just basis or such anticipation—that the period from this point to the close of the vear will be one rather filled with salutary developments. ‘The last half of 1927 bids fair to be even more interesting, from the viewpoint of the automotive industry, than the first six months. That its result will place it among the most successful years, despite certain ex- traordinary and unusual conditions, at this time at least, seems definitely assured. sequences 1927 for CA A GENUINE MAR‘MOLN\ Introduced just three months ago—but already firmly established as Amer- ica’s first truly fine small car —because it has intro- duced a newdegree of smart- ness and good taste —because no other car can equal it in traffic or on : the open road for those who want true distinction and luxury a size or so smaller. price or size market.™ It’ seems to have most ac-| curately expressed most people’s ideas of what the smaller type of car would eventually be. —but never had been to date. —— What It Will Do —but chiefly, perhaps, be- cause it is manufactured by a company whose word the pub- lic has come to take as final in fine car manufacture. When Marmon first had theidea of building a smaller car to meet new American; needs—it was definitely de- cided that this new car should be as beautiful of de- sign and appointment and as fine of construction as the Companion to the large Marmon (Series 75) cars that had long added fame to the Marmon name. And this, the youngest of the Marmon line, the little Marmon 8, is in every way worthy of its nameplate. In addition, it is a car so essentially new and different that it is entirely without competition in any existing 70 honest miles per)wurun‘duaaae.’ Ability to maintain top speed hour after hour. Fastest acceleration ever known,* due to new discoveries in line- eight carburetion and scientific ! valve design. i Lightning-quick gear shift and rg-narka ly easy 1n all phases of driving and handling. riding as cars twice its an;yght, due to basic new comfort factors applied for first time to smaller car design. COMPLETE LINE OF CLOSED AND OPEN MODELS—$1795 AND UPWARD—ALL UNDER $2000, F. O. B. FACTORY 3 HOLLAND MOTOR COMPANY, Inc. A. C. MOSES, President W. D. 0SGOOD, Manager Potor Service—1227 R Street N.W. 1700 Connecticut Avenue N.W. mac 861 Desirable Territory in Méryland and Virginia Still Open