BUILDING A MOTOR
INTRICATE PROCESS
Designer Must Ever Keep in His
Mind's Eye the Picture of
Finished Product
| "Motor car building is peculiar in
one way," states El wood Haynes in
venter and builder of America's First
<'ar and president of The Haynes Au
tomobile Company, Kokomo, Indiana.
"While it is necessary to start with
practically nothing and build up a fin
ished car, there must always rest be
fore the eye of the inventor and
builder a picture of just exactly re
verse conditions. Ho must see first
the finished car in the hands of an
owner; he must see that owner start
ing- his car—driving it —caring for it;
and he must be guided by that mental
picture in the selection and specifica
tion of his car in order that the owner
may drive it with the greatest pos
sible comfort and convenience and
Jil the same time receive a sincere and
faithful service from its performance.
"In the design of the car every
part and unit of the construction
must be carefully and painstakingly
thought out. The motto of the en
gineering department should be, 'Do
the experimenting on paper' abso
lutely nothing should be built until
it lias been carefully calculated and
laid out. to scale on paper.
"First, the motor is drawn up on
a rough layout drawing, then with
tiiis preliminary drawing as a guide
the cylinders, crankcase and other im
portant parts are next drawn in de
tail. Even the most minute parts.
such as a lock washer or bolt, must
In; drawn up on individual sheets in
order that a clear record may be kept
not only for the purchasing depart
ment but to facilitate the handling of
repair business for years to come to
insure efficient service.
"When every detail has been care
fully designed, the motor is redrawn
with all fittings and accessaries at
tached. In this manner it is possible
to foresee any interference or con-
structional difficulty, for as a matter
of fact, the skilled draftsman can see
the finished motor on the drawing be
fore him.
"With the motor drawings com
pleted, the next problem is to design
the frame and other chassis parts.
The chassis design must be harmon
ious with the design of the power
plant: the motor must be suspended
in such a manner as to relieve it
from all road shocks in order that it
may at all times deliver all its power
to the rear wheels. The car as a
whole must be well balanced, in order
that skidding and the resultant wear
on tires may be reduced to a mini
mum. The design must be based
throughout on sound engineering
principles, and yet at the same time
every part and unit should be care
fully considered from the standpoint
in the owner, making the car particu
larly well suited to those who prefer
to care for their own machine."
llavirfg driven one of the new
I>ndge Brothers' cars over 532 miles
[if rough Texas roads, Kred A. Gray
inn, dealer at Snyder. Texas, has re
turned with an enthusiastic report of
bis trip. "We traveled over steep
bills and rocky ridges for a good part
of the trip and found people eager to
Inspect the new ear at every town,"
writes Mr. Grayum. "All parts of
the car are in tine working ordgr, and
Ihe longer the car worked out. the
>otter it rode. Texas motorists say
it's the best value on the market."
MadaU'
Credentials
The Mitchell factory, cover
ing thirty-three acres, the
high quality of its organisa
tion from purchasing agent to
President; its financial stand
ing—Bradstreet or Dun—its
product, its individuality, fin
ish and comfort, phis a
physical demonstration in
either the smart Light Four
or the eager Light Six—these
are assurances of a quality
product and lasting service
facilities.
Light Six, $1,585
Light Four, $1,259
(f. o. b. factory)
Ream & Son
10X Market Street, llarrishurg
Also Palmyra, Pa.
8
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At the Kelker Street Show
I |j
| ® Jeffery j
| 6-48-7 Passenger I
| Have You Seen It? |
The Car For the Man Who Wants f
g Quality, Power and Beauty Combined. §
5 5
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Bentz Landis Auto Co.
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1808-10 Logan Street
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■ CHidooo<Jao<>oaooooo6C>oo<><>o<H>oooOMrtHstHMKj<iOoOCCili<){s{>ti«|
SATURDAY EVENING, B&RRISBURG TELEGRAPH MARCH 20, 1915.
MAXWELL RACERS
WIN GREAT VICTORY
Barney Oldfield and Billy Carbon
Win First and Second at Venice
Grand Prix Race
Before a mammoth crowd nt the
greatest race of the season the Venice
Orand Prix, the western classic race
| that takes the place of the old Santa
Monica, the Maxwell cars of Barney
I Oldfield and Billy Carlson created a
new precedent in American automo
bile racing by winning first and sec
ond places.
In this, one of the most remarkable
speed contests seen in recent racing
events, with over a score of the best
American and foreign cars, entered,
and with five of the world's most dar
ing pilots In line to win until the last
mile, Barney Oldfield, "World's Mas
ter Driver" in a speedy Maxwell racer
won first place, and made the hard
grind of over 300 miles without a sin
gle stop, or change of gears, at an
average speed of 68 V 4 miles per hour.
Time: 4 hours, 24 minutes, 9 2-5 sec
onds.
"Sure Finish" Billy Carlson, team
mate of Oldfield, drove his Maxwell,
winning second place and with but
one short stop of 7 seconds to his
credit. His time was 4 hours, 21
minutes 48.3 seconds.
Iluckstell in a Mercer won third bacs
with time of 4 hours, 27 minutes, 27
seconds and John Marquis In a Bug
gettl finished fourth.
Old field's Sfc«n(l Nonstop
The time made by Oldfield and
Carlson was 10 miles an hour faster
than the Grand Prize and nearly 2
miles faster than that of the Vander
bilt. For the second time in a few
months, Oldfield established a non
stop record, equalling bis perform
ance with the Maxwell at Carona.
Thanksgiving Day, when he drove 300
miles without a single stop and made
a new world's nonstop record.
Carlson, the second pilot on the
Maxwell team, crossed the line less
than half a minute behind OldfioW.
But for his short stop for oil he might
have added the fourth 300 mile non
stop record to the long list of Max
well achievements. At San Diego
but a few weeks ago he drove his car
305 miles without a stop and won sec
ond place.
This latest victory was as much a
tribute to Maxwell consistency and
efficiency as to the Maxwell speed,
and spoke volumes for superior con
struction as well as wonderful driv
ing.
Original Oldsmobile in
Smithsonian Institution
Probably tlie best known historic
object connected with the automobile
industry, the original model Oldsmo
bile whifch was constructed several
years before the earliest types of
motor carriages made their appear
ance, has been presented by the Olds
Motor Works to the Smithsonian In
stitution and was relinquished to the
National Museum In January.
This car is commonly looked upon
as being the grandsire of the motor
ear business. It was designed and
built, or laboriously hammered and
moulded out of metals in Lansing,
Michigan in 1894 and 1895. About
the aged relic is woven the romance
of more than a quarter of a century
of struggles, tragedies and successes
which marked the formative period
of this great industry. Plans laid as
far back as 1885 for building the ve
hicle, which originally was to have
been propelled by steam, but did not
materialize until the Spring of 1894.
and experience during this lapse of
time proved to the builders the effi
ciency of the gasoline motor.
Among those who helped to build
the ancient car are workmen who are
employed in the Oldsmobile factories
and they tell many interesting stories
of the adverse conditions which were
met, and because of which two years
were required to bring it to a state of
completion. Several years were
spent in testing it during which it
was often espied on the roadways and
became a familiar sight to most of
the Inhabitants of Southern Michigan.
Subsequently it served as a working
model for the first curved dash Olds
mobile runabout.
It has traveled by railroad to differ
ent parts of the country to be exhib
ited at automobile shows, fairs and
expositions, and always has been
faithfully kept in a sound state by the
original makers because of its historic
value. It is cherished by the resi
dents of Lansing, Michigan, because
the vommercial prosperity of the city
dated from the building of the car.
When placed on public exhibition in
l.nnsing in the month of November
it attracted great crowds.
In appearance it presents a strange
combination of the horse drawn anil
power driven vehicle. So closely does
It resemble the former that it might
easily be mistaken for one of the old
style trap carriages in vogue some
twenty years ago, were it not for the
absence of shafts and a whipsocket.
The dash board usually associated
with horse drawn vehicles was not
omitted by the designers and thirty
six inch wooden wheels with solid
rubber carriage tires are another odd
feature of the equipage. The steer
ing apparatus consists of a joined
hand lever somewhat similar to the
steering levers on some of the earliest
types of motor cars. A crank at the
driver's right operates the gear shift
and clutch release. The motor is a
Barney Oldfield and Billy Carlson
Win First and Second Prizes
in Venice Grand Prix Race
For the first time in recent American road racing, one make of car, a Maxwell carried off
first and second prizes in a race of 301 miles over a three-mile course at Los Angeles, with all
the leading racing cars of the world in competition. Without a stop or even a gear shift on the
winner. Half minute behind Oldfield came Billy Carlson in a duplicate Maxwell. Oldfield
averaged 67 miles an hour.
The Stability on the Track
Order a Maxwell From Us Now. "Every Road Is a Maxwell Road."
See the Maxwell Out Out Chassis at the Kelker Street Auto Show Tonight
$695 DIHRnt TOR $695
El EtTRIC BTAi«TkK F o\llv T «55 HSXIIt V 334 dlCStllUt StlfCCt. C/ClltrSll (j2Tcl£f6 F. O. B. DETROIT
I sl AMfblt osill »•>.. EXTHA. J w * O ELECTRIC STARTER ONLY »55 EXTRA.
one cylinder gasoline engine and, a 1
considerable number of its parts are <
almost identical with the stationery
engine of that day. A gasoline tank i
with a capacity of ten gallons is lo- i
cated under the rear seat.
In all it is estimated that the ve- i
hide has been driven some 20,000
miles. Perhaps the most remarkable i
tiling about the car is the fact that it i
is still capable of being run, and at i
a fair rate of. speed, although built
almost a generation ago.
Expensive Equipment
For Testing Hupmobiles
In line with the policy of maintain
ing only the best equipment for pro
ducing Hupmobiles, the Hupp Motor
Car Company has focently made a
large addition to their factory In the
form of a dynamometer test depart
ment. "*
"The dynamometer said Mr.
S. H. Humphrey, Manufacturing Man
ager,—"ls a mechanical apparatus
used for testing automobiles under all
conditions of road work. Formerly
our method of testing, as is the prac
tice in most motor companies, was to
turn the chassis over to a "tester," to
drive it around in any shape or man
ner that he sees fit. Now in a test
of this kind, where the car is turned
over to a mechanic, the personal ele
ment of the driver enters very
strongly into the results obtained.
For Instance, a certain car that one
mechanic may say is in perfect shape,
might be turned down by another
man. You can plainly see where mat
ters of this kind are left to one's own
judgment, there will be a difference
of opinion between the employes.
"\S'ith the dynamometer, the exact
opposite is the case. Each motor and
chassis Is tested under the eye of an
expert. Electric charts on tiie dyna
mometer switch board accurately
show the exact conditions under
which a car is working. At the will
of the operator, the machine can be
taken off a smooth asphalt road, and
made to run under the worst sort of
sand and mud road conditions; or the
car Van be made to climb a hill. In
this dynamometer test, we get an ac
curate reading of thp actual horse
power that each motor develops, and
every car that is turned out must ab
solutely be up to a given standard,
which is impossible to obtain under
any other method.
"Other very important reasons why
tlie dynamometer is more efficient and
accurate than the former methods of
testing, are the facts that the new
apparatus relieves the company of the
reliability of having testers on the
streets; we know that the machines
are being actually tested, and we
know that the mechanical test is ac
curate to a degree which would be
impossible under the hands of a me
chanic.
"The new installation cost the com
pany over $75,000.00, and it is similar
to that which is used by manufactur
ers of the leading high-class cars. It
is just another reason why we be
lieve the Hupmobile is the best car
of its class in the world."
Valves on Buick Have
Been Greatly Improved
The Rich tungsten valve, which has
been adopted for the 1915 Buick mo
tors, is made of an alloy of tungsten
and steel, commonly spoken of as
tungsten steel. This alloy is the typical
example of the "high speed steels"
now widely used in rapid metal cut
ting operations and its remarkable
qualities are the basis of its special
adaption to use in the poppet valves
of internal combustion motors.
The most marked characteristic of
tungsten steel is the fact that when it
is red hot Its strength or stiffness to
resist deformation or bending is not
materially altered over that which it
has in its cold slate. This is readily
illustrated by the fact that a lathe tool
of tungsten steel used in such work as
taking heavy cuts from large, touch
sleel forging*, such as naval guns, or
similar articles, attains a temperature
which brings the tool to a bright red
color at the cutting edge, due to the
friction generated by tho rapid rci
inoval of the metal, and yet at this
temperature the tool retains its stiff
ness and sharp cutting edge for long
periods.
Jll using valves made of ordinary
material with electric welded stems
or of cast iron heads on steel stems
failure of the steam just under the
head often occurs, due to the welding
having been overheated in welding or
in fusing'the cast Iron onto the steel.
This does not occur in Itich tungsten
Headquarters for the
KHARRISBURG W
ISSEL RAR
COMPANY AJL
At Front-Market Motor Supply
Front and Market Streets
L. W. GILLMOR
valves, because they are always made
in one piece, and never welded.
If valves can be run for long periods
without grinding, the surface of the
cast Iron cylinder seat as well as the
seating surface of the valve becomes
exceedingly hard and dense, and this
adds greatly to Its wear and heat re
sisting finalities. When ordinary cast
iron or steel valves are used, frequent
grinding is necessary, and one no
sooner gets a suitable surface as far
as hardness and denseness is con
cerned than it has to be removed by
grinding because of valve leakages.
With tungsten valves a surface is ob
tained onco and kept for extremely
long periods.
13