Evening Star Newspaper, March 15, 1931, Page 62

THE SUNDAY STAR, WASHINGTON, D. C, MARCH 15, 1931—PART FOUR. 'ORDINARY DRIVER HELD VAGUE In the Mo tor World BY G. ADAMS HOWARD. HE rapid growth of well sur- faced highways today is a tribute to the gasoline tax. Without the funds derived from this method of taxation hundreds of miles of roadway could not have been built. In many instances the ease and com- fort of travel, the saving to the automobile itself has more than recompensed the autoist for the money spent by him in the pur- chase of gas. Gasoline Taxation. This does not mean, however, that every gasoline tax is right| whatever the price may be, and unquestionably the funds thus raised should go for highway work solely. The tax, easily obtained, should not be raised to heights just because of this fact. Legis- latures are now convening in many States. Before most of them is the subject of the gasoline tax. Some States are contemplat- ing a raise in the rates. Gasoline today sells at a low figure—the lowest in years. In some States the tax on gasoline is more than 50 per cent of the price | of gasoline per gallon itself. Such a tax seems very high in propor- tion. action on the gas tax by the! Legislatures will be toward re- ductions. So far the tax is like unto the gold-egg-laying goose. Don't kill it. Fatality Increase Shown. Traffic fatalities throughout the Nation are still showing a slight increase, although this rise is not as high as in some previous | Eerind& Through figures released | y the Department of Commerce | the National Capital ranks third | among the cities of similar size, | with death rate of 173 | 100,000 population during the 52 weeks ending February 21, 1931.] This rate compares with 15.4 for 52 weeks ending February 22, 1930. | Boston and Baltimore are dead-| locked for first and second places, with 14.2 during the period just ended. For the 52 weeks ending February 22, 1930, Boston led with 5.3, while Baltimore had 16.3. ‘The Department of Commerce | announces that during the fouf| weeks ending February 21, 1931, 81 large cities in the United States reported 614 deaths from auto-| mobile accidents. This number | (614) compares with 574 deaths| during the four weeks ending Feb- | ruary 22, 1930. Most of these deaths were the result of accidents | which occurred within the cor-| porate limits of the city, although | some accidents occurred cm\‘,sicle| of the city limits. For comparison, the number of deaths due to automobile accidents within city limits is desirable. Such figures are available for the four-week period ending February 21, 1931, and for the correspond- ing four-week period of 1930 for all of the 81 cities, the four-week figure in 1931 being 515, as con- trasted with 491 for the corre- sponding four weeks in 1930. Considering by four-week ‘periods since January, 1929, total deaths from automobile accidents for 81 cities, regardless of place of accident, the lowest total (471), appears for the four-week period ending February 23, 1929, and the highest (850) for the four-week | period ending November 2, 1929. For the 52-week periods ending February 21, 1931, and February 22, 1930, the totals for the 81 cities were, respectively, 8,937 and 8,668, which indicate a recent rate of 256 per 100,000 population, as against an earlier rate of 25.3, or an increase of 1 per cent in the rate during the year. Eight cities reported no deaths from automobile accidents for the last four weeks, while five cities reported no deaths from auto- mobile accidents for the corre- sponding period of 1930. For the last four-week period reports as to whether deaths oc- curred from automobile accidents within city limits or outside were | received from all of the 81 cities It is to be hoped that any| Care of Tires Needed. | to trial. reporting. In these citles in this four-week period the total num- ber of deaths from automobile accidents was 614, but only 515 of these were due to accidents within city limits. Speed Not to Blame. Recent comment in this column that speed limits might be lifted |brought forth criticism from a | reader who declared that speeding was the cause of many accidents. A magazine clipping written by some student of the highways was attached in confirmation. There is no question that in many cases accidents were caused | by what appeared to be excessive |speed. Many analysists, however, lclaim that in such cases it was recklessness, and not speed, as the real cause. Ar eed at_ times can be reckless driving, whether it be 10 miles an hour under the existing limit or over. If reckless- ness is not the word to be applied | at such times—for the word reck- lessn implies willful disregard— the word carelessness might be| substituted. Speed itself, or per se, as some would have it, has been blamed | for more evils than it deserves. An interesting account entitled “Another Act of Providence Shown Up” comes to hand regarding a recent court decision Proof of the superiority of the modern tire over those of more ancient vintage was seen by E. E. Dearth, a tire company manager, in a recent decision handed down by the State Supreme Court of Washington, in which judgment in a damage suit involving an automobile accident caused by the blowout of a worn tire was awarded to the plaintiff on the grounds that the motorist of to- day is fully responsible for his equipment and that a blowout is not an act of Providence when the tire is badly worn. “Previous decisions in such cases | have held that a blowout is not| chargeable to the motorist,” said Mr. Dearth. “This newest de- cision which awards damages to| parties injured in accidents caused | by tire blowouts was based on! expert testimony tending to show that blowouts do not occur except under conditions which are rec- ognizable and controllable. This only serves to emphasize the vital necessity for frequent examina- tions of tires to be sure they are not getting too close to the dan- gerous ‘bald-headed’ stage. “Motorists will' do well to give this serious consideration be-! cause the precedent established by this court decision is very apt to be confirmed in other States as quickly as similar cases come “As one editorial writer has said, ‘Right now American motorists as a class are riding on four poten- tial blowouts, with one to spare.’” Auto Industry News. Prospects for a strong Spring showing in the automobile in- dustry were confirmed by Feb- ruary production figures and by wired reports from all sections of the country on retail sales as re- ported by the board of directors of the National Automobile Chamber of Commerce at their recent meet- ing in New York. ‘The up-curve in motor car out- put was continued unbroken dur- ing February, with a total esti- mated production of 230,364 units —an increase of 29 per cent over the output for the preceding month. February production was the highest of the last six months and continued the up-curve which was inaugurated in December. Retail sales reports from leading | motor markets throughout the United States, except where snow fell last week, was almost unani- mous in reflecting prospects for a continued increase in sales during the next two months, with used- car markets more active than usual. DREADED GEAR-SHIFT LEVER HELD MAGIC AID TO MOTORIST In the battle for supremacy as the most important unit in car perfor ance, excluding the engine, the trans- mission is making unexpected headway and has proven the automotive prophets to be notoriously bad guessers. T} transmission is decidedly * clutch is in f Because of r a hi dozen mak: s without | touching A new now a any make of c accomplish e rs pressing ciutch pedal ars ago the clutch was pictured as being slated fo handling the complete transmission of power, putting the gearset out of the Ppicture forever. Engineers now believe the transmis- sion holds the key to a number of fu- ture developments in the control and performance of cars. In its pres trend it bids fair to become the engine's 1l v r than as a different kinds found others in &l the the iture the prediction as | transmission is headed with regard to its ultimate type, but engineers admit that it is definitely on | tHé way toward co-starring with the motor. Some picture it as eventually having more to do Wwith performance than the power plant ftself. Gone are the notions that the trans- mission of the day would be merely an emergency reserve unlt to be used under unusual circumstances and during re- versal. ‘The change has come swift! on the heels of the struggle to do awa. with the gears altogether. Only year salesmen were demonstrating ca With the gear-shift ) day the prospect’s attention is immed ately directed to the magic lever, which seems to be capable of the impossible Whether the car carries a vacuum- operated clutch, free wheeling, double high, silent sceond or synchro-meshi it is the transmission that becomes the center of attraction. Remarkably enough, the new effects are obtalned with the driver being required to learn gncflully nothing new. Depressing a utton at the top of the shift lever seems to be about the limit of added “education.” His principal business is to learn to forget a lot of the conven- tional things he used to do with the cluteh. Millions of drivers who used to *double clutch” can put this trick away with the linen duster and the hand crank. No more is it necessary to re- sort to ingenuity with the accelerator. {of 3 m r removed. To- | pedal in a number of cars. The shift | lever is commencing to do wonders, Some far-seeing engineers who rate the present automobile as a poor ex- cuse for an efficiently operated vehicle to be able to drive their 1941 Imost entirely with the aid of the | this device not on but for operat the en- | i s es well. Since be vacuum, air or cal in action, their remote control movement of some part of er is not by any means im- probable. Many will recall that the old- time cars once steered with a tiller. The airplane may conceivably influence car design. It has been predicted that with multi- cylinder engines clutches could be so designed as to enable the driver to start and go through all driving ranges of performance without the assistance pecial gearing through the trans- mission. This prediction virtually came true, but meanwhile engineers were Te- designing the transmission to provide | performance not possible where the clutch or some comparable device is re- lied upon to transmit the power. 1f the transmssion 1s left in high for all driv- ing today, assuming that the clutch | would not be strained, the car would not be able to achieve its best perform- ance. In fact, it would fall far short of its full ‘capabilities, (Copyright, 1931, by the Russell Bervice.) steering, elect OILING BIDS RECEIVED, 238.81 Miles of Maryland Roads to Be Resurfaced. Special Dispatch to The 8, 1931 road-oiling pros late Roads Commission hav celyed by that department. | The road oll necessary for the 338.81 | miles of roadway, which has been esti- | mated at 1,091,175 gallons, was in- | cluced in the bids of contractors for the work, which is well scattered about the tate. The district, including seven counties, Anne Arundel, Montgomery, Prince Georges, Calvert, Howard, Charles and St. Marys Counties, will receive the largest percentage of this road treat- ment, having 187.5 miles to be done. Forty-four miles of the ofling will be carried out in the Eastern Shore coun= ties, with the balance being distributed in Baltimore, Harford and the Western counties. The mileage included for oiling this —By FRANK BECK WALLY T RECKON As HOW I KINLCEDRE BUT VYE'LL HAVE 2 TER WAIT 'TiL I'M DONE SHOOIN' ROAD EDUCATIONAL s CANPAH STARTE Spending of Funds Held Im- portant by Highway Officials. An educational campaign on where to spend highway money rather than where to get it has been launched by the American Association of State High- way Officials. This step, according to W. C. Mark- ham, executive secretary of the associa- tion, has been made advisable by the ef- forts of those who are clamoring for sec- ond and third class road improvement without, realizing that our present policy of completing State systems is leading steadily and logically toward the goal they seek. This is being done through two re- sults which come from placing sub- stanfal surfaces on main routes first and where traffic is heaviest. The first result of this policy is to hold road repair costs down to a minimum, and the second result comes from less- The lamb doesn't follow Mary to| school these days because 50 miles an | hour is too fast. There is more than a laugh in the news jtem that a motorist sent for a| detective to locate a knock in the en- giue. Many hours of futile search and many dollars in wasted servicing can be | spared by getting at the facts behind the fuss. It brought to mind the story | of the woman who couldn’t get proper results from her car. Gas mileage was| | surprisingly low. Carbon collected at a great rate. There Was no power or pep. A salesman discovered that she used the choke button on which to hang her | handbag. Each time she drove into the | service station and got out of the car, | of course, she took the bag with her— and left the mechanics to grope in mys- tery. The man who sold you your car in- cidentally can be a very useful detective | if you will call him some day when you | can't start. He may discover that you are in high gear or haven't switched on the ignition. Perhaps you will have been choking when the ‘engine is hot. | Give him a chance. Your dissatisfac- tion won't help him sell cars. We don't know a thing about this Mila_gy’s Motoring BY FREDERICK C. RUSSELL. | poor_policy in the days when cars rode ened cost of fuel in automotive vehicle | operation. Both of these results pro- vide savings in main route operation | which in turn may be applied to the | improvement of secondary and third | weird science of numerology, but one ! way everybody else on the road will get | your number is to run along so fast in low gear when you start away in traffic that you can't shift until you let the | county class roads. While this statement may be a repetition of known facts, it can- not be repeated with too much emphasis. Long Undertaking. “The plans under which we are work- ing,” Mr. Markham _continued, not just happen. It took exactly 18 years of hard-fought legislation, beginning with | the Post Road inquiry of 1912, followed by long debates and the passage of amendments running through 10 Con- gresses, to get where we are. A striking illustration of the wisdom of building toward the farm gate, as we are doing, is found in Illionis, where | the principle of State supervision of highway funds is a most_excellent ex- ample. As explained by Frank Sheets, chief highway engineer, counties in that State are directly responsible for the majntenance of the so-called State-aid or county trunk highway system, com- prising some 17,000 miles in the State. The county superintendent of high- ways, who is appointed by the County Boards of the counties after an exam- ination by the State highway depart- ment, is a deputy of the State depart- ment and acts as the executive head of the county highway we Illinois counties levy a highway tax which brings in approximately $15,000,000 per year. This money is used for the main- tenance or construction of this State- 2id system. In addition to these funds. the State has allotted 1 cent of the gas tax, or approximately $9,000,000 per year, to the counties for the construc- tion of permanent improvements on the State-aid system under State super- vision. Thus the counties of Iilinois, by means of the gas tax and direct county levies, are expending approxi- mately $24.000,000 per year on the trunk highway Many counties have bond issues to speed up the improve- ment of their roads. In such cases the bonds are year serials. Stimulation Seen, “Since the allotment of a definite share of the Stite gasoline tax to the counties there is seen a marked stim- ulation of county road improvement. Many of the counties have already capitalized their yearly allotments of such funds by voting county bond issues, which a provision that no direct | tax on real or personal property shall be levied until after the gasoline tax allotment has been used to retire the obligations due in any given year. “The belief is expressed in Illinois that the next 10 years will see in that State as marked an advance in the improvement of secondary roads as the THE good braki Winfield power, speed, unexcelled track a 10-day trial. 1811 14th St. NW. year is somewhat lower than that of Those difficult hesitations in neutral are ruled out of present requiremen %5 s the actual depressing of the clutc h 11930, when the commission oled 414.17 | miles of roadway, with 1279821 gal- lons of this type of surfacing material. Auto Electrical Service Speedameters Carburetors Cata | m. also resorted to county | WINFIELD CARBURETOR Every Unnecessary Second Spent on the Wrong Side of the Road Is Dangerous In a pinch, Winfield acceleration may mean more to you than around performance. Money back if you are willing to give up the Winfield after CREEL BROTHERS | car siow down. That sort of stopping | doesn’t furnish the drivers behind any | signal, since your stop light works only from the brake. ‘The woman who gets the usual retort about the weaker sex when she com- plains to friend husband that the brakes are hard to apply should be interested to learn that one of the specialists on | braking equipment is putting out a de-| vice that measures the amount of en- | |ergy needed in pressing the pedal. | Guesswork and tired muscles will soon be out of the picture, Several times I have heard of women calling a taxi when they realize they have flooded the engine with gas in a careless or perhaps too impatient at- tempt to start. Just a little patience, even after this difficulty, would quickly put the car into running condition. The trick is to crank with the throttle open and the choke unused. This expels the overrich mixture and gets the cylinders ready for a normal start. The best of brakes may squeal a little if they are applied too lightly. Vibration of the brake shoes explains it. There are plenty of yarns to prove the point that friend ~husband risks his automotive property when he lets milady take the wheel, but here’s one that varies the theme. When Mr. X. took the wheel of Mme. X's car he drove it into a tree along the drivew: while trying to step on the brakes. It | seems that madame had equipped the | accelerator pedal with an extension which hubby had failed to note. | "Now, if this helps to even up the score let me put my oar in with a suggestion to both parties that when either takes the wheel of the ot car any changes or special precautions be observed should be | mentioned. Silence may be serious. When waiting at the school house for the children the woman who drives a radio-equipped car is lucky indeed. Boredom need not trouble her, even though the kiddies may be tardy get- | ting _out. _Moreover, the worse the | past 10 years has produced in improve- | ment of the primary system. With only 1,750 miles of the 17,000-mile county | | trunk highway system completed, it is | obvious that there is plenty of room for | development in this direction, but it will come through the gradual extension | of State supervision wherever the road | dollar goes. From this example,” Mr. Markham concludes, “other states may | | profit greatly.” NEW records are your guarantee of Decatur 4220 Ignition Radiators STATES BACKWARD INLCENSE LANS |Eyesight Conservation Guild Holds Vision Tests Necessary. weather the better the radio reception is apt to be, car radio being somewhat the reverse of the home variety. This is because there is better grounding if the tires are wet. Standing the car in a puddle will help you get better recep- tion. Remember that if you are backing your car you may have no legal grounds for defense it you collide with one that s i r] or running in ward di- et T Most of the States are still backward |in demanding go0d eyesight of auto | drivers as a measure of accident pre- | Hydraulic shock absorbers will work more stifly in cold weather, but you will find that by keeping on the go the car will ride e .~ Shock ab- sorbers heat up with action and thus thin their fluid. Eyesight Conservation Council cf Amer- ica discloses. The council, of which Proctor L. Dougherty, former District Commisisoner, is director, alms to bring sbout the adoption in every Siate of a stendard vision test. Quly 13 of the 48 States, it was shown, have standard license laws for the operation of motor vehic'es. They are: Arizna, California, Connecticut, Delaware, Massachusetts, Maryland, New Hampshire, New Jersey, New York, Pennsylvania, Rhode Island, Vermont, West Virginia. Tests in 10 States. Of these, 10 require that all appli- cants for a license to drive be given an | eye test, and that any defect be cor- |rected to a certain standard before license is issued. The States with this | requirement are: California, Connecti- cut, Delaware, Maryland, Massachusetts, New Hampshire, New Jersey, New York, Pennsylvania, Rhode Island. Only five of these States give tests for T blind- Cash-and-carry customers should re- member to place eggs and other break- ables on the car floor and not on the seat cushions. This would have been like buckboards, but today sudden stop- ping will send any loose articles on the cushions sliding off to the floor. Avoid Sudden Stops. Careful drivers avoid sudden stops except in emergencles. ‘The general practice of appiying brakes sudden- ly causes stram on the car and makes more frequent adjustments than would otherwise be necessary. AUTOMOTIVE BRIEFS A new dealer agency for Dodge and Eleven States have no drivers: license | Plymouth automobiles has been estab- | laws whatever, sixteen have chauffeurs’ | lished at 3017 Fourteenth street. The |license laws only, and eight have sub- | firm is headed by Wilbur V. Leech and |standard license laws. “Some of the mo- | Walter L. Carter, both well identified | tor vehicle commissioners,” Mr. Dough- in the automotive world for many years. | erty said, “regard the eye tests as of para- mount importance, and are constantly Announcement has been made of the | working to improve their facilities for appointment of Thomas Furrer to the | making these tests thorough. California bhranch manager:hip of the We<hington and Massachusctts are examples of this factory outlet of Durant Mot | tendency. In Massachusetts, the test is | vention, 2 survey just completed by the | it CONCERNING, OPERATING COSTS Careful Recording of Expenditures of Car Will Prove Valuable Asset to Automobile Owners. BY H. CLIFFORD BROKAW, Automobile Technical Adviser. | The ordinary owner is generally as vague upon the subjcet of his car's| operating costs as the business man who conducts his firm without a sys- tem of careful bookkeeping. In both instances facts are replaced by guesses, | and seldom is either individual certain | that his money is being put to the| best advantage. In the case of the | business man, one line may be support- ing all of the rest. By means of a good costing system this maladjust- ment is detected and the owner tends to speciglize upon the more profitable article. Repair Work Forgotten. In the case of the car owner, he may recall that on the average he’ fills his | gasoline tank every so often and that he has his oil changed periodically. He may also be able to tell you how many tires and tubes he purchased during the year, but as to the little repairs and services he has no recollection, upless | the bills were such a shock as to keep their amounts inscribed upon his mem- ory. Because of this indefiniteness in what his car really costs him, ti owncr of an automobile has little upon hich to gauge whether his or his neighbor's represents the best invest- ment. | The use of & “costing system” may prove to an owner that for his purpose and means the car which he drives is a liability instead of an asset. He may find, too, that he is paying too much for gasoline for the average mileage he secures. ‘This should lead him to in- vestigate and remedy the difficulty. He may find also that a change in the brand of his tires is advisable and that periodic servicing is mush cheaper than walting until necessity takes him to | a garage. | A careful recording of expenditures | not only gives the car owner an ac- curate basis on which to judge the value of his automobile, but assists him in making future provisions for its needs. A budget for the car is as es- sentlal as a budget for the family. Bookkeeping System. A simple system of bookkeeping that meets the ordinary requirements of the average owner of an automobile might consist of an accurate recording of each expenditure, as mede, in a small notebook carried by the individual him- | self or in one of the pockets of the | car. The latter method has an ad- | vantage over the first in that the ex- penditure can be recorded when it is | made, regardless of who is driving the | machine. Space should be provided ir | the notebook for the entering of dates d the itemized amounts for each of embracing visual acuity, | n, and cclor perception. ia has greatly ‘mproved | for eye examination, and | rated a new systen: of ree- | a five-year period, 1,350 ap- plicants with defective vision have been | especlally examined, and later granted licenses.” Nearly 2000 persons were found to be blind in one eye, according to a report from 3enjamin G, Eynon, Pennsylvania commisisoner of motor vehicles.” Local Councils Proposed. The Eyesight Conservation Council | proposes to establish local councils | throughout the country to stucy motor conditions and work for town. munici- pal and State regulation unde: a uni- form plan. Modern conditions of speed, traffic density and the necessity for sharper observance of traffic signals have made good motor vision an essen- tial of public safety, the council de- clares. L. W. Wallace of Washington, execu- tive secretary of the Ameriran Engi- neering Council, founded 10 years ago uig the headship of Herbert Hoover, is chairman of the board of the Eyesight Conservation Council. Associated with him are leading engineers, Government officials, safety experts and civic lead- ers. A uniform system of traffic signs, sig- nals and markings for the Nation has been devised by the Engineering Coun- cil, with which th= Eyesight Council co-operated in the countrywide assay conducted by President Hoover’s Com-= mittee on the Elimiration of Waste in Industry. the essential items of a car's cost of running. It is well, in this connection, to keep accounts for gasoline, oil, tires and tubes, maintenance, rage ren Y also provide for depreciation and in- terest. As costs are generally expressed in terms of miles, to make one's fig- ures comparable to other available data, the mileage should likewise be re- corded. It is then a simple matter of arithmetic to determine the cost of operating per mile. If the family budget is on a monthly basis, a total of each account should be arrived at each month. These monthly costs may average rather closely, for the more expensive opera- tion in the Winter may be offset by more mileage in the warmer months. Anent New Drivers. The new purchaser of a car should take it upon himself to become ac- quainted with all the data that the industry selling him his car can give him concerning the upkeep of his par- ticular machine. He should make com- | parisons from time to time between these figures and his own annual aver- ages. If his costs are found to be very much in excess of those which are | characteristic of his “make,” he should investigate the matter very thoroughly. If specific averages for, individual cars are not available, the findings of T. R. Agg and H. S. Carter of Iowa State ,Coilege are valuable in helping one to gauge his operating costs. In the first place, Agg and Carter, after a study of the cost records covering about 800 automobiles which operated in varicus parts of the country and were driven on an average of 11,000 miles a year, found that the average miles per_gallon of gasoline ranged from 1495 for a light four-cylinder car to 14.02 miles for a heavy six- cylinder machine. Total Operating Costs. Regarding total operating costs per mile, these were found to average 6.02 cents for the light four-cylinder and increase to 9.45 cents for the heavy six- cylinder car. Comparing these figures, maintenance and depreciation consti- tuted the two most significant factors. They were both found to increase di- rectly with the power of the car, being 1.05 cents and 1.25 cents, respectively, for the four, and increasing to 2.03 cents and 2.57 cents, respectively for the heavy six. The gasoline item was next in_importance, varying slightly from 4.34 cents for the four to 142 ents for the heavy six. In the first instance, gasoline costs constituted 25 per cent of the running expenses, while in the latter case it was 15 per cent of the costs. As heavier tires are more expensive than lighter ones, the ex- penses for tires ranged directly accord- ing to the size of the car, from 0.6 | cent for the light four to 0.9 cent | for the heavy six. Mr. Brokaw will be glad to answer any questions which a reader of these articles may have. Don'T BE A JAY-WALKER ! Ul AUTOMOBILE DRIVERS SHOULD BE GOOD PEDESTRIANS BECAUSE THEY HAVE THE CHANCE TO KNOW THE DIFFICULTIES A-WHEEL AND A-FOOT . WALK AS YOU WOULD WANT OTHERS TO WALKG WHEN You ARE DRIVING - STEP WITH TRAFFIC--NOT_AGAINST IT; AND ABOVE _ALL-8& CAUT/OUS . Nearest thing to Flying” . « . says Captain Hawk; of the airplane performance of new FRANKLIN The air-cooled engine—the power plant that has carried Aviation through such rapid progress— “has made possible in Franklin the finest riding ease and the most speed and power performance America has ever known. Captain Hawks—speed monarch of the sky— recently purchased a Franklin Speedster. Know- ing every thrill of the air, he yet finds addi- tional thrills in Franklin riding. “The car truly has the airplane feel,” he says. To those who have driven this new car, Franklin performance is the sensation of the year. Riding is like gliding. 80 miles an hour like 50. Even in the higher speed range vibration 'has dis- appeared to the vanishing point. You owe yourself a ride in the new De Luxe Franklin. P TRY THE CAR LIKE THE ONE CAPTAIN HAWKS PURCHASED FRANKLIN DISTRIBUTORS FRANKLIN MOTOR CARS CALLAN MOTORS INCORPORATED SALES AND SERVICE 1529 M St. N.W. # IR-COOLED orth 2604