- '' V;r 1 5 " : '
SATURDAY EVENING, HARRISBURG t&S£l& TELEGRAPH . FEBRUARY 28, 1914.
10
EUROPE TURNS 1 TOE
LIGHT SIX HOR CM
Foreign Makers Following the Lead
of American Manufacturers,
Says I. W. Dill
It is claimed that Europe gave up
the building and use of six-cylinder
cars. This is entirely Incorrect Europe
never had them to give up. Conditions
in Europe are so radically different
from those In America that there
seemed no call for sixes there. Tet as
a matter of fact sixes are growing In
favor. Small experimental sixes were
entered at the last Grand Prix races
and made a remarkable showing, so
much so that the Autocar, a leading
London motor car Journal, commented
on the rapid rise to favor of the six
and stated it unquestionably would
increase in favor both in England and
on the continent. Two of the highest
grade English makers build sixes—
the Rolls-Royce and the Napier.
The roads of Europe are like a bil
liard table. It has been said the
worst European road Is better than
Die best American roads. They are
hard, level, dry.
Only the smallest amount of power
is needed to drive even a large car.
The car runs so smoothly that the
\ ibration, so objectionable and costly
on American roads, is almost entirely
lacking.
Then, too, the car owner in Europe
Is taxed according to horse power and
cylinder contests. The aim is to keep
the engine rating as low as possible.
They have not yet learned to make
the small six cylinder. That is coin
ing. The Sunbeam car. a small cylin
dered six, made a wonderful record in
tlie Grand Prix and attracted a great
deal of attention. This promises to
result in much interest in the small
six. Europe is slow to take up Im
provements. Until this year they
scorned the self-starter.
G. G. Behn, chief engineer of the
Jludson Motor Car Company, who re
turned from Europe last month, tells
how in conversation with English en
gineers they acknowledged that the
Americans had "slipped one over on
them."
The foreign makers admitted that
they were forced to put on self-start
ers and electric lights in order to com
pete with American cars. The same
falling into line promises to be the
result of the American light six. Al
ready France and England are buying
many of these light sixes. Mr. Behn
found intense interest at the Paris
and London shows in the Hudson
6-40, the Hudson light six. It really
was one of the features of the show.
Just as soon as European owners
learn they can have all the advant
ages and pleasures of the six with a
lesser fuel consumption, lower tirs
cost, and ♦nluced repair bills theyj
will demand six cylinder motors. Then
Europe will be forced to do just as j
they have done in the case of the 1
self-starter and electric light build j
six cylinder cars or see their trade
taken from them by American mak
ers.
MID - WINTER PRICES]
—ox-
Used Automobiles
Here's a tip for you. Mr. Wide- i
awake. Do you know that real
money held under a dealer's nose !
these dull winter days will buy more
automobile value than can be had
when the Spring sun begins to peep
through the clouds. We have a
number of used cars tliat wo will
let go at interesting figures.
CRISPEN MOTOR CAR CO.^
413-417 S. CAMERON ST.
JEFFERY |
Including
Cross C
Automobiles
$1,550 to $3,700
Marathon Automobiles
$925 to $1,400
JEFFERY TRUCKS
1,500 and 2,000 Pounds
Capacity
W. E. Garage Co.
AGENTS
Kelker and Logan Streets
US .4 HILL CLIMBER
the METZ "22" has no superior. It will climb hills as fast as any car
made, regardless of its price. The METZ engine develops more than
one horsepower per 60 pounds of weight, hence its great reserve power.
METZ^22'
WINNER OF THE GLIDDEN TOUR
A remarkable example of low price and minimum cost of upkeep
combined with the essential features of the strictly up-to-date car. A
thoroughly practical car. The ON'.Y car In the Glidden Tour that
held a PERFECT SCORE for the entire eight days of the race,
"all and investigate, or Phone or Write for Catalog
MONN BROS.
17 th and Swatara Streets, Harris burg
MODERN METHODS IN
FIRM CULTIVITI
High Cost of Living Reduced by
Scientific Use of Improved
Machinery on Land
BY S. S. MORTON,
Hffhanlcal Expert, Mori, Hl Truck A
Trnr<or Co.
In reply to the request of "A
Reader" in your issue of February 20,
relative to more .detailed explanation
of the plans and process of a modern
method of accomplishing more and
better results from the farm. To do
this work requires the following
equipment for a four hundred acre
farm. i
The lirst and most important is nec- 1
essarily the power which consists of
a small four wheel drive tractor with
open faced wheels which will not pack
the ground and at the same time has .
a tendency to pulverize it Instead. On 1
this is mounted a 40 horsepower oil or >
gasoline motor, together with a small
generator for the purpose of driving
an electric motor on the other ma
chines, which may be used when not
otherwise needed for electric lighting
purposes. Next in order is a four
bottom gang plow capable of plowing
ten to fifteen acres per day at a con
sumption of two gallons of fuel per
acre and which requires but one man
to do the work; next is a double disc
harrow twelve feet wide which thor
oughly levels and pulverizes from
twenty to thirty acres per day with I
but a gallon of fuel per acre. The
combined seeder and planter likewise
twelve feet wide suitable for any kind
of grain and fertilizer or three rows
of corn covering eighteen to twenty
four acres per day with but a gallon
of fuel per acre requiring two men. j
To work or cultivate the grain in
rows requires a motor tricycle culti- i
vator which is easily operated by ono
man and consumes less than one gal- I
lon per acre for a fifteen acre day.
For cutting the grain and grass we !
use a twelve foot cutter bar attached c
to the tractor equipped with an elec
tric motor 'deriving its power through
an insulated wire from the generator
on said tractor we have an attach
ment for the cutting of wheat and oats
which arranges the grain in a swath
four to five feet wide to dry, and will
cut from twenty to thirty acres per i
day at an average of one gallon per I
acre.
Our thresher is equipped with an
electric motor attached to the cylinder
and is driven by a current from the
generator on the tractor. The thresher
is drawn by the tractor and is pro
vided with a feeding elevator which
lifts the grain, drops it in the cylinder
and as the grain is separated it runs
through the elevator to a tank wagon
which is, also, attached to the tractor,
leaving the straw in a window which
is afterwards gathered by a hayloader
on a large flat farm wagon. The tank
wagon for the grain has a capacity
of 100 bushels which when filled after
detaching the thresher from the en
gine, the said grain tank is conveyed
to the grainery which is provided with
an- electric portable elevator, which
will deposit the grain in the upper
part of the grainery at the rate of ten
bushels per minutes. We can thresh and
store from eighteen to twenty-four
acres per day, depending somewhat on
the distance the grain must be hauled,
consuming two gallons per acre and
use of two men.
For harvesting the corn, the stock
is cut by hand immediately above
the ear and preserved which part left
standing dries and afterwards is gath
ered by a machine which cuts the
stock close to the ground and passes
through the husker and is elevated
to the tank wagon and carried through
the same process of unloading as de
scribed above. The stalks which fall
to the ground after passing through
the husker are gathered as fuel by
the hayloader and conveyed to a con
venient place close where the grain is
prepared and scalded as food for the
animals. This process requires two
men and is capable in average corn of
putting away twelve acres per day
and will consume about two and one
half gallons per acre. This accounts'
for three hundred acres leaving 100
ucres to be used in grass, potatoes,
etc., and which this equipment is cal
culated to take care of and which is
the most profitable.
Speaking of the equipment, we in
clude the tractor, plows, harrows,
seeder and planter, motor tricycle,
cultivator, cutter-bar with attachment
thresher, loader, unloader, tank wa
gon and platform wagon, portable
electric elevator and corn husker and
picker. This equipment is separate
from the machine used to grind, scald
and prepare the grain for food, but
the same power is used to do the
work.
You will notice by this process that
the grain is raised and elevated to
the grainery with less cost, but little
labor than it would cost by the old
method to plow the ground. We elimi
nate the handling of sheaves and
straw by hand, the feeding of a gang
of threshermen, buying of twine to
bind the grain, the sacking and carry
ing the grain and keeping of a dozen
or more horses over the winter.
There are many other detailed de
scriptions into which we might enter,
regarding the construction of the
grainery and the grinding and scald
ing process which we shall be glad
to do upon request of any who are
: interested, and we submit figures
showing the cost of labor and fuel for
'cultivating three hundred acres:
THIS MOJfOOn AM STANDS POH .UL
YOt) CAN ASK IN A MOTOR CAR
"SIXES" vs. "FOURS"
DURING the past few weeks big newspaper
space has been used for the purpose of tie
fending the high-priced four-cylinder car.
We are not surprised. Any four-cylinder car sell
ing for more than SIBOO certainly needs defense.
Whenever a tight shoe pinches, the wearer
makes a wry face. And high-priced four-cylinder
shoes are pinching a number of feet pretty hard
this season.
Let us examine the real situation of "Six" vs,
"four."
Three years ago there were eleven builders of
"Sixes" in the United States. Last year twenty
five companies produced "Sixes." In 1914
thirty-seven ot the forty-two leading manufac
turers of motor cars build "Sixes," and fourteen
build "Sixes" exclusively.
Can such development be due to a fad or
whim, as the builders of high-priced "fours" say?
High Priced Car Builders Found the
"Six" Superior
Seven years ago the Motor Car
Company built "fours" only "fours" that were
above reproach. Six years ago they added "Sixes"
because the "Six" was demanded by those who
wanted the utmost in a motor car. For five years
the Fierce-Arrow has been building "Sixes" only.
Not because the Pierce-Arrow "four" was not
good, but because the "Six" was proved bette..
For years the Packard Motor Car Company
built only "fours." To-day Packard cars are
built in "Sixes" exclusively. Not because the
Packard "four" was not good; for there were no
better "fours" But because Packard engineers
and Packard owners found the "Six" mechanical
ly superior to the "four"—and the Packard Com
pany had the courage to build the car which was
proved best.
The Peerless Company abandoned "fours" for
"Sixes" exclusively, because those who paid Peer
less prices demanded the superior smoothness,
flexibility, and silence of the "Six."
Seven years ago the Winton Company pre
dicted the growth and popularity of the "Six."
Since 1908 Winton cars have been built in
"Sixes" only, because Winton found the "Six"
superior to the "four."
Public Demand Forced the Development
of the "Six"
The admitted mechanical superiority of the
"Six" over the "four" and the demand for this
superiority on the part of those who are willing
to pay any price for motor car luxury, forced
these builders of high-priced cars into the six
cylinder field.
So, too, were other successful builders of
"fours," such as Oakland, Oldsmobile, Stevetis-
Duryea, Jeffery, Mitchell, Studebaker, Marmon,
white, Hudson and Buick, forced into the six
cylinder field.
None of these companies changed their designs
or spent thousands and thousands of dollars for
new machinery and to market new types of cars
just to satisfy a whim.
Through sheer merit the "Six" has conquered.
Practically every well known company this year
building a car of $1250 or over, except one,
builds "Sixes."
Is it possible that all of these admittedly suc
cessful companies are wrong? Isn't it logical to
suppose that the majority is right?
KEYSTONE MOTOR CAR CO.
1019-1025 Market St., Harrisburg, Pa. Robert L. Morton, Manager
„ _ Corn Wheat Oats i
Plowing 10 days, 1 man $16.00 $15.00 $15.00!)
200 gallons gasoline 30.00 30.00 30.00 -
Oil 1.00 1.00 1.00 ' t
Harrowing, 5 days 7.50 7.50 7.50 t
Harrowing, gasoline 15.00 15.00 15.00
Harrowing, oil .50 .50
Seeding—« days, 2 men 18.00 18.00 18.00 1
Seeding, gasoline 15.00 15.00 15.00
Seeding, oil .50 .50
j Cutting 6 00 6 00
J:" 01 : 15.00 15.00
*,■; - 50 - 50
Threshing 15 . 00 15.00
I Gasoline j 5 . 00 1 5 . 00 ;
I 011 ' .50 .50
! Cultivating: SI timed 30. 00 $154.50 $154.50
I Gasoline, 300 gallons 45 00
; Oil ilso
| Husking, labor 24.00
| Gasoline, 250 gallons 3?]50
$240.50
Corn, 40 bushels to acre, 100 acres—4,000 bu. @4oc $1 600 00
Wheat, 100 acres averaging 20 bu.—2,000 bu.®9oc sl'soo 00
Oats, 100 acres, 50 bu. per acre—s,ooo bu.@33c $1J50.00
Cost of outfit ..... . $4,600.00 * J ' lso ' oo
Interest on investment 225 00
Amount paid for labor and fuel 549 50
■ Depreciation 10 per cent .'...WW 450'.00 $1,224.50
Proflt $3,825.50
Indian Brakes Are
Powerful in Construction
I
| "Years before the 'Safety First'
movement was born the protection of
ithe motorcyclist and pedestrian alike
i was considered and amply provided
I for by the Indian engineers," points
t out the West End Electric & Cycle
'Company, local distributors of Indian
motorcycles. "Double brakes as large
and powerful as those fitted to many
automobiles, and supplemented by
double control, long have been a part
of Indian equipment.
"The Indian engineers were the first
to adopt the famous V band type of
brake which, by reason of i*s In
genious construction possesses more
than twice the contact surface and
gripping power of the ordinary mo
torcycle brake. The double control
permits the operator to retp'n fx'!
mastery of the machine whether his
[|eet are on the pedals or comfortably
| outstretched on the footboards. Both
| the V type brake and double control
now have been adopted on all promt- |
1 nont American motorcycles as stand- 1
ard features.
: "The famous combination of exter
nal expanding brakes working on a'
i single drum with independent con
trol by hand a*d foot levers, continues
i lan exclusive Indian feature, as it has
been for five years. Either of these
j brakes Is powerful enough to bring
! the machine to a quick stop when
j traveling at high speed.
"Few motorcyclists know how to
use their brakes properly. Locking
the driving wheel, or applying brakes
before disengaging the clutch, may be i
spectacular, but it Is not good braking i
and makes the tire man happy. It is \
an easily demonstrated fact that a
machine can be stopped more quickly
by a gradual application of the brakes
sufficient to retard the revolution of
the wheel, but without actually lock
i ing it. Motorcyclists should practice
jbraking and become thoroughly fa-
Is it reasonable to suppose that the one com
pany which dissents should be right against such
overwhelming evidence?
Pretty nearly all present owners of "Sixes"
have at some time been owners of "fours." Ask
them which is the better car —"Six" or "four."
Did you ever know of a driver of a "Six" to go
back to a "four" of equal price?
Drivers of "Sixes" will tell you that there is
something inherent in a "Six" that makes it
better than a "four," just .as there is something
inherent in a thoroughbred that makes him bet
ter than a horse of common blood.
Outside of the companies that have over-priced
"fours" to sell the little talk there is against the
"Six" comes from people who never rode in a
"Six." To all such we say —ride 50 or 100 miles
in any good "Six," not only the Chalmers, but
any good "Six." Until you have made such a
test reserve judgment. We have no doubt of your
judgment if you will only take the ride.
Don't Buy a Near "Six" When You Can
Get-a Real "Six"
The best known builder of high-priced "fours" this
year admits the superiority of the "Six" by using a
mechanism which it is claimed will give to the "four"
some of the recognized superior qualities of the "Six."
How consistent of those with "fours'' to sell, to decry
"Sixes" in one breath and in the next tell you they have
a device that makes a "Six" of their car—nearly! The su
periority of a "Six" over a "four" exists in the motor—
and can be obtained through the transmission or rear
axle.
The last resort of the four- cylinder advocate is that
the "four" is more economical than the "Six."
Positively, It is not.
It costs less to drive a Chalmers Master "Six" 5,000
or 20,000 miles, than to drive a "four" of equal size and
power the same distance. We have had in the Chalmers
factory every well known "four" of SIBOO or over. We
have run them side by side with the Chalmers "Sixes''
and here is whi#t we have learned:
Because of its steady, uninterrupted flow of power the
"Six" is easier on tires and easier on every moving part
than a "four."
The most prominent "four" in the same price class as
the Chalmers "Six" has less power and weighs more. In
the Chalmers the labor of moving that weight Is divided
among six cylinders; in the "four" each cylinder does
njore work because of the greater weight carried by
four cylinders. Don't you see that in the "four" each
cylinder must be doing more work all the time?
In other words, the four-cylinder motor is forced to
work at full capacity more of the time than the "six."
It is always working harder than the "Six"—and that
means shorter life.
"But a 'Six' burns more gasoline, *' say four-cylinder
builders.
Again we say, tliat is not true.
For any considerable distance the Chalmers Master
"Six" can be run on as little gasoline as any "four" of
equal motor displacement and with equal car size. This
is not merely an advertising claim. We have proved
this by actual tests.
Power and Performance Considered, "Six"
Is More Economical Than "Four"
The fallacious statement that the "Six" burns more
gasoline than a "four" originated In the fact that in the
past Four-cylinder cars were compared with six-cylinder
cars of .nearly twice as much power. Compared on an
equal footing, as to power "» (1 . car size, the economy
argument is all in favor of the "six"
While six-cylinder builders are working toward
greater fuel economy all the time, builders of "fours"
are going the other way. The Chalmers Master "Six,"
for instance, has only a 4-inch bore and a 5Vi-inch
stroke. A few years ago six-cylinder cars of equal
power had bores of 4%-inch to 6-inch. In the Chalmers
Master "Light Six," which sells for SIBOO, the motor la
even smaller —only 3% -inch bore.' Yet this motor has
developed 53 h. p. All engineers admit that small bore
and long stroke make for greater fuel economy.
So builders of "Sixes" are at least on the right track.
•maliar with their brakes, so that they
may be prepared to meet emergencies
without becoming unnerved, a condi
tion which is responsible for many of
the accidents which occur."
$3.50 Recipe Free,
For Weak Men.
Send Name and Ad ress Today.
You Can Have it i ree and lie
b.rong a.id Vigor >ua.
We have in our possession n prescrip
tion for nervous debility, lack of vigor,
weakened manhood, failing mem >ry
and lame back, brought or by excesses,
unnatural drains, or the follies of
youth, that has cured so many worn
and nervous men right in their own
homes —without any additional help or
medicine —that we think every man who
wishes to regain his manly power and
virility, quickly and ouletly, should
have a copy. So we have determined
to send a copy of the prescription free
of chargfe, iri a plain, ordinary sealed
envelope to any man \ ho will write us
for it.
This prescription comes from a phy
si lan who has made a special study ot
men, and vre are convinced It Is the
surest-acting combination for the cur«-
of deficient manhood and vigor failure
ever put together.
We think we owe It to our fellow mar*
to send them a copy in confidence so
that any man anywhere who Is weak
and discouraged with repeated failures
may stop drugging himself with harm
ful patent medicines, secure what wr
1 believe is the quickest-acting restora
tive, upbuilding. SPOT-TOUCHINQ
remedy ever devised, and so cure him
self at home quietly and quickly. Just
drop us a line like this: Interstate
Remedy Co., 4933 Goodyear Building.
Detroit, Mich., and we will send you a
copy of this splendid recipe In a plain
ordinary envelope free or charge. A
great many doctors would charge $3.00
to $5.00 for merely writing out a pre
scription like this—but we send It en
tirely free. —Avertisement.
Auto Storage ]
REPAIRS AND SUPPLIES
PAUL D. MESSNER
Agent for Stanley Steamer Car*
Rear of 1117 NORTH THIRD
Four-cylinder designers, on the other hand, are forced
constantly to Increase the size ot their motors to get
enough power adequately to handle cars of increasingly
greater weight.
The high-priced "four" grows each season to be more
extravagant In fuel; while the well built "Six" becomes
more economical.
A leading builder of high priced "fours" Is now an
nouncing through the newspapers that he "has no Inten
tion of building a Six." We believe this must be a wel
come announcement to I great many intending buyers
who had already finally made up their minds to buy a
'Six" and had, perhaps, been wondering whether this
particular manufacturer would build one.
Now they have only to pick out the best "Six." They
need no longer hesitate, anticipating that this particular
builder may produce a "Six." Such statements of policy
do much to clarify the public understanding of the
motor car situation.
Chalmers Policy Is to Build Best Cars
Possible at Chalmers Prices
' As In the past, our policy shall always be to build the
most efficient, most up-to-date quality cars to sell at
medium prices. We shall change the design of Chal
mers cars whenever adherence to that policy shall make
changes necessary.
We are proud of the changes we have made In Chal
mers cars. For all progress is change. To keep pace
with the advance of science it is necessary to change,
Every change we have ever made has given our custo
mers higher value, more comfort, greater safety and
more beauty In Chalmers cars.
We always build the best cars human ingenuity,
painstaking workmanship, and fine materials can pro
duce to sell at Chalmers prices. We introduce new and
good things as they are discovered, and proved worth
while:
It is in pursuance of this policy of advancement that,
having proved the "six" superior to the "four," we are
concentrating the production of Chalmers factory on
"Sixes."
We predict that within two years all cars selling
above SISOO will be "Sixes." Even those who now de
cry the "Six" will be building "Sixes" within two years
or building a "four" at a great reduction from their
present prices.
Cars selling above SISOO belong to the six-cylinder
field as much as the cars selling below SI,OOO belong to
the four-cylinder field.
It is just as impossible to stop the trend toward six
cylinder cars as it would be to dam the Niagara Falls.
Crying against it won't stop it—it only increases the de
sire for an investigation and a comparison of the rela
tive merits of "fours" and "sixes." That is all that we
as manufacturers of "Sixes" ask.
When You Buy a "Six" You Get the
Newest Style and Best Investment
Why sink money in a car already out of style and
bound to become more so each day? When you buy a
' "Six" you buy on a rising market. When you buy a
"four" you buy on a declining market.
Our proposition is simple. We say, ride in "fours"
and ride in "Sixes." Ask your friends who have "Sixes"
if they would go back to "fours." We are sure you will
want a "Six" after making such a test.
And having reached that conclusion we ask you to
then take the Chalmers Road Test After this we are
sure your purchase will be a Chalmers Master "Six"
We invite comparison, with even the highest priced
cars.
Any Chalmers dealer will give you the Chalmers
Standard Koad Test. It is proof positive of every claim
we make. Judged by the measure of this rigid test, we
know that no car within SSOO of the Chalmers price'can
even approach the Master "Six" in power, quietness
absence of vibration, flexibility, comfort, beauty, con
venience and luxury.
That is a sweeping claim. But it will cost you noth
ing to prove to yourself that we are right. Don't buy
any car until you have done yourself and us the justice
of investigating the Chalmers Master "Sixes."
Chalmers Master "Six," 5-passenger hotly $2175
Chalmers Master "Six," -l-passenger body 2175
Chalmers Master "Six," roadster body 2175
Chalmers Master "Six," 6-passenger body 2275
Chalmers Master Light "Six," 5-passengcr body.,. 1800
Chal mers Motor Company
\ CHALMERS j
\ "Thirty-six" (4 and 5 passenger) $1,775 B
\ "Six" (6-passenger) $2,275 B
\ "Six" (2 and 4-passengi r) $2,175 B
\ STUDEBAKER
\ 4-Cylinder, five-pas- SIOSO f
\ 6-Cylinder, seven pas- C7C B
\ senger sl3/O M
I FULLY EQUIPI«D B
\ KEYSTONE
\ MOTOR CAR CO. f
\ 1019-25 Market Street B
MILLER K TIRES
Grip the Road Like a Cog-Wheel
STERLING AUTO TIRE CO. 1451 Zarker St
VULCANIZING
V——