12 500 MILE WILL BE W#n By Use of Oil and Gasoline This evening the winner of the $50,000 classic will be known—and until that time we call your attention to Keystone Shock Absorbers, $25.00 Famous Hans Engine Pumps, $7.50 Handy Package—3 lbs. of Transmission Grease and Gun 65c Ford Gasoline Gauges, $1.50 3-Cylinder Kellog Pumps, $4.00 Free Air---140 Lbs. Front-Market Motor Supply Either Phone 3690 | Resist| i| toßuy One of these \ < ,^^ r<3^e^Je^Car ' | Are offering at such low prices. Seeing is believing. | Over 800 cars on our sales floors to select from. Every | one overhauled and guaranteed. I m »\i VW.23?""' fU " y ' qUlp - ,9 f ls , Hud,on Touring. 6-cyl.. elec- I SSs pea. nr a nnrgatn. TRIE gt ar t e r; big bargain §S I "!* ""P" 1 " 15 ' 1 * S2 Tonrlng. 19.3 Cadillac Touring, at a snap. | 1 fully* equipped"* TOOrlnt C *"- Roaster., tiptop condi- I || 1812 Flanders Roadster. $226. 1918 Chalmers Touring, $575 i 19 » S«»debaker 20 Touring, equip- 1918 Regal Roadster, at a snap. | r< ' 1912 Mercer Raceabout, verv fast 1 « U, n k J^^"" r • 1860 1912 Roadster. S3BO. 1 H 1914 Oakland Model 43, like new; 1"1« E. M. F. Touring, $275. electric gtarter and liglits. 1912 HerreshofT Roadster, $325. DELIVERY WAGONS AND TRICKS Agents wanted In all cities to handle onr line of used automobiles 1| SEND FOR WEEKLY BARGAIN BULLETIN I GORSON'S AUTOMOBILE EXCHANGE 1 238-240 North Broad Street, Philadelphia, Pa. Open Sundays 10 to 2 jjjj takes low gear gZJIUf hills on high gear Tg | speeds. Fours and sixes, $950 to $1985 ranging in HOTTENSTEIN & ZECH CITY AUTO GARAGE PHONE FOR DEMONSTRATION WALTER E. YOCUM hlm«»ir fn re^hor^ f V l6 Be dmond repair shop 1b now In business for Rex Auto Garage fc.tSp"Ki SVS KZ'SK.S.VZ' •«■ «'- John J. Hargest, Jr., Prop. 3d & MHench Sts. niwnmmiiu THE POPULAR CAR THAT SELLS REO HA VINES NATIONAL Reo and Chase Trucks HARRISBURG AUTO CO. MILLER X TIRES Grip the Road Like a Cog-Wheel STERLING AUTO TIRE CO. 1451 Zarker St VULCANIZING SATURDAY EVENING, HARRJSBURG TELEGRAPH MAY 30, 1914. LOCOMOBILE NEW CIUI Uiy POINTS Novelties on It That Makers Be lieve Will Later Be Copied by Others Leaders in styles are those whose creations are copied by others and that is the position expected by The Locomobile Company tc> be occupied this season among those who are builders of expensive cars. The Loco mobile makers have turned out for the 1915 market a car which they expect the general public will admire because of tne finish and accessories, and af ter having its attention fixed in this way then look to see what car it is. And it may be said by one who has looked the car over with an eye to externals and their efTect that the new Locomobile certainly is a striking car, with many points worthy of attention. One of the first things to which at tention is directed is a locking switch device, which, among other things, ab solutely prevents the car from being stolen by ordinary methods. The only way it can be got away with is to be towed away when this switch device is In use. By inserting a key In the switch and turning It to the position marked "day" the car is left inert. The Ignition is cut off and the self starter won't turn. The electric horn can't be made to work and the car just stays. At the position marked "night" the Car sets front and rear signals, but otherwise won't run. The lights can't be switched off by any mischievous small boy so that the car may be left safely at the curb without fear that any one will smash into it, because the signals have gone dead. On the instrument board is a but ton connected with the self starter that has been specially worked out 'bv the Locomobile people with the starter manufacturers. The new device gives more revolutions with half the weight. No meddling with the button after It Is pressed to start can do any hurt to the gears. To do away with the side lamps that have interrupted the stream lines the new Locomobile has its city lamps mounted at the top of the large head lights. This is so arranged that they a 2.P oar n °t any more bulky and yet efficiently do away with an extra "set of lamps. The one man top has an adjustable part at the front where it fastens down on top of the wind shield, so that any sag may be taken up. There is a lining inside the-top to give a better finish to the car's appearance. At the back there are two oval plate glass windows to give a view to the rear and better light. The quick cur tains may all be adjusted from the in side. Almost everything about the car is locked. The bonnet is locked and so are all the compartments along- the running l boards, which are kept clean. It may be said with regard to the lock ing device spoken of earlier'that the company provides four keys. One is re tained by the service department of the branch or agency where sold. The owner gets all the others, and may give them to whom he desires. Thus he •D5 WB ex J lctl y who Is running tire car and can fix the responsibility for any thing that happens. tonneau is electrically lighted and is also equipped with a variety of concealed pockets. The seat springs have been lightened and the car has been made more comfortable in sev- Zlt * 11 ls " ldep SSO.OO to $2,000.00, fully equipped. Equipped to burn kerosene. Paul D. Messner 1118 JAMES STREET Bell Phone. WHEN we say "Automobile" we mean the aver age type of car, the five-passenger touring car of 120-inch wheel base. That is the correct length of car for comfort. Less length is not enough. More is unnecessary. Up to a year and a half ago %11 cars of this size —both four cylinder and six-cylinder —weighed from four to five thousand pounds. Most of them still do. That's two to two and one half tons. Is such weight reasonable? Is it necessary for safety and durability and comfort? Some manufacturers would ask you lo think so, but can you imagine it? Three or four years ago it UWS necessary,—not for safety or durability or comfort, but simply because no manufacturer knew how to build lighter cars end build in the required qualities. The world moves. Some of the people stand still for a time, but the world goes on. And with the rapid development of automobiles came a parallel demand for lighter weight, just as came the demand for six-cylinder continuous, smooth flow of power. The public said: "We want cars. We know the pleasure of the automobile. We know its utility. But we are staggered by the expense. Tires wear out so fast and they cost so much I The motor eats up so much gasoline and it costs so much! Why can't lighter automobiles be built, with just as much safety, just as much durability, just as much comfort? Why not?" Well, why tu>t? A couple of years ago some manufac turers began to think seriously on that question. Among them were the men who built the first Chandler Light-Weight Six a year-and-a-half ago, —men who had been designing and building and selling the highest grade motor car in America for years. And for years before that, the finest bicycles. We certainly knew motor car construction, we knew six cylinder construction, we knew automobile engineering, we knew that the demand for light weight was logical, and we felt sure we could build a six-cylinder car of 120-inch wheel base that would possess every known degree of safety, of durability and of com fort and not weigh more than 3000 pounds. How, you may ask, did we hope to cut off that fifteen hundred or two thousand pounds ! Someone suggests that light weight comes from cheap materials. Not at all. Cheap iron is just as heavy as good iron. We were going to cut out the iron. And we cut it out. It's the people who haven't cat ont the iron that are "warning" yon against light weight. (HANDLER HW LIGHT WEIQHT SIX Remember the Bicycle! YOU probably recall the 60-lb. bicycles. Everybody made them heavy, and a "century run" waa an event. Then • pio neer who waa thinking cut off 28 lbs. in one stroke. Built bicy cle* that weighed 32 lbs. Other manufacturers warned the public. Said light weight bikes couldn't stand up, and would "jolt the rider all to pieces." Within two years all bicycles were light weight, tower priced, stronger, more dura ble, just as smooth-riding as ever, and century runs were common place because of the economy in power. History is repeating itsell .HANDLER MOT Chandler, just as 7,000 miles to the set of tires has become a part of every Chandler owners experience. The ans wer is lightweight without any sacri fice of strength." Buick-Six Makes an Interesting Fuel Test In view of the general discussion as to the comparative merits of four and six-cylinder motor cars which has featured the 1914 season, an intercity run by a six cylinder which covered, 26.6 miles to the gallon, is a particular and timely interest. The run was made April 27, and was from Cin cinnati to Dayton, 0., a distance of 53.2 miles. The car was a Buick six. The start was made from the Cin cinnati Automobile club at 10 o'clock a. m. and the trip ended at the Day ton Micycle club rooms at 1.15 p. m. E. J. Carpenter, technical engineer of the Cincinnati Automobile club, and also government engineer, pre sided as official starter. In the pre sence of the observers, he measured the gasoline in the tank with a ruler. The ruler was marked and put in a sealed envelope addressed to George W. Schroyer, mayor of Dayton. In Dayton, the seal on the gasoline tank was broken, the ruler was plung ed into the tank again, and enough gasoline was poured in to meet the level of the mark made before the start. Only two gallons were requir ed. All these statements are signed witnessed in legal form. The total weight of the car was 4,700 pounds, and the weight of the driver and four passengers 870 pounds, leaving 3,830 pounds for the weight of the car with full equipment of extra tire, full radiator, and gaso line tarjk. The gasoline by the way, tested 66 degrees specific gravity; tempature 74 degrees. CONCERN ORDERS 50 MOTOR CYCLES Perhaps the largest single order ever given for motorcycles was the recent order of the Ford Ailtomobile Com pany for fifty two-wheelers which are to be used as service machines at a number of the agencies of the Ford concern. Mr. Ford already has a mo torcycle on his farm, which has been found very convenient and economical and he believes they can be used with great success at the Ford branch houses. A number of automobile con cerns now employ one or more mo torcyclists in their service depart ments. PLAN MAMMOTH TOUR Motorcyclists of the east are this year planning to stage a mammoth tour similar to the annual Short Grass Tour of Kansas. Present arrangements contemplate that there will be five divisions of the tour, starting from Baltimore. Washington, Boston, Springfield and Buffalo, and centering In Albany, N. T. From there the tourists will ride In a body to Sara toga Springs where the New York State F. A. M. convention will be held on July 3, 1 and 5. Dell Phone 3133 ■ Cumberland 418W R CAR CO., Manufacturers, MOTORCYCLE RECORD COAST-TO-COAST Baker, the Indian Rider, Tells How He Made the Trip By Envin G. Baker While I arrived in New York City at midnight May 14th, clipping ap proximately 9 days from the previous transcontinental record, according to my way of thinking I really achieved the feat 4 months before. What I mean by that is—thorough preparations and endless calculation preceding the trip is what brought me through. First, I laid out my route—a mat ter of no small importance in select ing roads and towns through which to pass. Then having done this I en listed the co-operation of a weather expert and together we examined weather conditions over my chosen territory for ten years past. Analysis showed that contrary to general opin ion, May was the best month for me to undertake a coast-to-coast ride on a motorcycle. So, relying on the weather's preformo.nces, I determined to start in May, leaving San Diego on the 3rd at 12 o'clock Eastern time. The weattier ran true to form and I did not hit rain until after I had got ten east of the Mississippi Valley at which point I struck gravelly roads which absorbed moisture readily and give me minimum trouble. This was just as I had planned. I followed be hind a storm area trailing from west to east and struck no storm until an other one finally caught up with me. During the rainy period I covered one stage of 72 miles through wind and water on one hour and 55 minutes. Another matter of foresight which helped me was the planting of tanks of gasoline ahead of me at remote spots where I knew that no gas would have been obtainable. Thus I avoided fuel troubles. Still another factor of course was my machine. I rode a 1914 7 H. P. twin two-speed Indian with electric equipment and cradle spring frame. In all the distance of 3,497 miles I had no mechanical difficulties what ever and I encountered all the differ ent road conditions known to travel. Between Mammoth, California, and Glames I rode sixty-four miles—on the railroad ties, crossing trestles and bridges. In a 1,027 mile desert stretch of sand, heat, thirst and desolatenesa, I traveled 115 miles without seeing a single living thing except Gila monsters and snakes. Four mountain ranges were nego tiated. At one point at the northern I end ot Arizona I climbed from 200 feet i We cut out the heavy castings that add weight but not strength to a car. And what did we use in their stead ? Aluminum, and. pressed steel. Are they as strong? Ask any engineer you chance to know. It takes two men to lift a cast iron crank-case. But you can put an aluminum crank-case under your arm and walk away with it. Which would you rather have, the cast iron or the aluminum. Another factor in Chandler light weight is the use of high-grade, efficient, imported ball bearings throughout in place of the heavy friction-producing roller bearings with their heavy cases and carriers. And so on, all through the Chandler, we cut out weight without sacrificing one single degree of strength. I» it durable ? Ask any Chandler owner. We will refer you to as many as you want, and in any part of the country you say. Of course the car is durable. We started with a clean slate, —no errors to forget, no faults to overcome, and we built it so that it had to endure. it safe ? A year's service has brought no report of a break-down. Hundreds of owners have done five to ten thou sand miles without a single repair. In the Swedish Reliability Test, conducted by the Swedish Royal Automobile Society in February —over 800 miles of storm-wrecked roads that experts declared impassable—the Chandler was the only American-built entrant with no failure to finish. In all other endurance tests it has finished with honors. Do not these qualities spell safety? The Chandler gives you 100 Per cent safety. Is it comfortable? We will let you answer that for yourself. The car will tell you all about comfort better than we can. Go to your Chandler dealer—there's one in every principal city in America and in hundreds of smaller cities. Go to him and say, "Prove to me that a car weighing less than 3000 pounds is as comfortable as the heavy cars. Let me pick out the roads. Drive me where I want to go. Get away from the boulevards. Take me fifty miles out through the country and drive fast. Hit all the bumps. Let's see if it's comfortable." Put it up to the Chandler man just like that. Don't worry about hurting his feelings. He's waiting for you. Heavy Car Builders Do Not Name Weight You have noticed, of course, that practically all manufacturers are talking now about lighter weight. But it's mostly just talk. Read the advertisements, "A light car and a speedy one," "How should an automobile weigh," "The unmistakable demand for light weight," "Our car is 300 p«unds lighter," "Our light six is just the right weight," and so on and so on. A lot of One sounding talk, but NO FIGURES. If they are proud of 3700 lb. weight or 4000 lbs. or 4500 lbs. why don't they name the weight I And have you notked that the only cars whose weights are advertised, weigh less than 3000 lbs.? All the others will name their weights, too, when they reach the 3000 Ik. mark, but net before. Weighs 2885 pounds fully equipped Runs 16 miles per gallon of gasoline Averages 7000 miles per set of tires Speed, 3 to 55 miles per hour on high gear below sea level to an altitude of 9,647 feet into ,the mountain snows. It was in this mountain work that the two speed showed its supreme qualities. My brake power, too, in making the precipitous descent of the winding mountain trails, never failed me for a moment. If it had, I might not be able now to tell this story. When I struck Indiana the authori ties raised the speed limit for one day, so that I could do my best. And I did, malting 376 miles in 11 % hours. I am a Hoosier and the welcome and encouragement which the people of my home State gave me as I passed from town to town was a generous and appreciated demonstration. From Columbus, 0., to Greensburg, Pa., the going was bad. I ploughed my way through 232 miles of mud and was mighty glad to get out of it onto firm ground again. My final dash was a 418-mile one from Greensburg, Pa., to New York City. This I did in twenty hours, six teen of which was actual riding. Total time for the trip was eleven days, twelve hours and ten minutes, during which I took only forty-six hours' sleep—about four hours per It's Jeffery Week In Harrisburg THERE is in every graceful line of the Jeffery Four a certain something—call it individu ality if you will—that distinguishes it from the common type. Perhaps it was this that caught the eye of the Parisians when this style of body was first exhibited at the Paris Show. Rothschild brought the design to the United States and Jeffery introduced it to the American public. Come in and see the Jeffery WEST END GARAGE 1808-1810 Logan Street, Jiarrisburg, Pa. CLEVELAND, OHIO day. Average mileage per day was 304. 1 took along an extra electric light bulb, expecting to need it with such h&rd riding. But I arrived in New York with the original bulb still in its socket and burning brightly. My bat teries were still in fine condition and needed no recharging or attention dur ing the ride. In my estimation it was the Cradle Spring Frame above all that contrib uted to my success. It absorbed all road shocks and vibrations and this, of course, saved all my strength and besides enabled mo to make speed over the roughest roads. CLUBS AFFILIATE WITH F. A. M. The following new motorcycle clubs were affiliated with the Federation of American Motorcyclists during the last week of April: Swisvale, Pa., Motorcycle Club, thir teen members. Keokuk, la., Motorcycle Club, twen ty-two members. Wellington, 0., Motorcycle Club, twelve members. Hibbing, Minn., Motorcycle Club, seventeen members.