Motor Age 1916-11-02: Vol 30 Iss 18

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Oy November 2, 1916 MOTOR AGE [MOTOR AGE* Published Every Thursday by the CLASS JOUR AL. COMPANY’ allers Bui Pass OI1S. CHICAGO ILLI Entered as Second-Class Matter September 19, 1899, at the Postoffice at Chicago, Illinois, Under Act of March 8, 1879—Member of the Audit Bureau of Circulations. Circulation Audited and Verified February, 1916—Copyright by the Class Journal Co., 1916. Published every Thursday. United States, Mexico and U. S. Possemsions........cccseccccccccces One Year $3.00 Canada...... One year $5.00; All Other Countries in Postal Union....One Year 6.00 BEWARE OF SUBSCRIPTION SOLICITORS OFFERING PREMIUMS OR CUT RATES—ALL CURRENCY SHOULD BE SENT BY REGISTERED MAIL. SUBSCRIPTIONS received up toe the 15th of the month begin with first issue of that month; those received later, start with first issue of following month. RENEWALS or CHANGE OF ADDRESS should be sent two weeks in advance of date they are to go into effect. Be sure to send old as well as new address to avoid unnecessary delay. RECEIPT of first copy is acknowledgement of subscription. ss Vol. XXX November 2, 1916 No. 18 it Onmitient 3 TRUCK INDUSTRY HAS YEAR OF EXPANSION.................. 5 GREATER CAPACITY RANGE FOR 1917 TRUCKS................ 15 Makers offer more sizes of commercial vehicles and several add electric lighting and starting EDITORIAL—PAINTING A TRUCK CANVAS..................... 18 Our school of design REE mert See ee SOO IRE REC e ions cic cece cckecevesecasecs 20 Takes honors in Harkness trophy meet at New York, driving 105.95 m. p. h. TO DECOY GAS FRAUDS............ 00. c cece eeeeeeeeees .. 24 Chicago fender ordinance may become effective January 1 Pe SPEER SEARED oon cnn ce delete ce reatdcvanascbadcabees 25 6.6 acres of floor space added during year ADVOCATES STANDARDIZING COMMITTEE FOR TRAFFIC........ 30 pope GP) ey gy eat eee ee 32 TRUCK BULLS-EYES......... nied Painted 4 wane es ads bs wget ss 33 High spots in commercial car development or museum neue Cr bre 8947 TRUCE: co. ce ce cewccclecevan 41 Buyers’ directory and other data TRUCK ADAPTERS AS APPLIED TO FORDS.................... 62 TRAILERS PLAY BIG PART IN HAULING................cccccce 66 ELECTRICAL EQUIPMENT OF THE MOTOR CAR................ 68 PREST-O-LITE AIR BRAKE ILLUSTRATED AND DESCRIBED....... 76 DEPARTMENTS From the Woman’s Viewpoint. 70 Accessory Corner........... 78 Readers’ Clearing House...... 72 From the Four Winds........ 81 Motor Car Repair Shop....... 75 Among the Makers and Dealers 82 ANNOUNCEMENTS Engines for the 1917 cars, which will be a feature article of Motor Age, issue of November 9, will treat the current and new designs of stock motors from the car owner’s viewpoint. The story of engine progress throughout the year is one from which car owners will derive much benefit. Also, New Orleans from the tourist’s viewpoint. | SUPDDOLNOUNCUUUNDUOUOUOUOQOUNCCUOUSUOUUCUGUEOOEOCUCULODDOQEUCOEOOUENEQUUUOUOCNCECUEOUCUUUOEOUOCUUEOOUOOUCUOOCCEOUUECCUCCCECCCOGUUCEEOOOOCUCCURGCCOETO OO OUEOEUOOEREOEEUETOEOEUSECOUOCETORAECEEE EE EE EEE OEEOEEEEEOCECRETOUEOCEEEE EET EE UE OPPORTUNITY for men in other lines of business TO BECOME TRUCK DEALERS The last few years have seen great numbers of merchants from less active and less profitable lines of business enter the pleasure car field in one capacity or another. There has been a reaching out for an opportunity to brine their talents into play in a larger, more productive sphere of operations. Today the exodus of capital and business ability is start- ing with impetus in the di- rection of the truck industry, the industry which is more than likely to register the next important commercial success of the century. Motorized delivery service is surely coming into its own. Its possibilities are just being scratched. Its opportunities are fresh—its promise of fu- ture reward attractive. Anyone interested in the possibilities of the commer- cial car industry from the standpoint of entering it actively as dealer or distrib- utor will find the advertis- ing pages of this issue of MOTOR AGE helpful at arriving at a definite decision. Read these advertisements carefully. Answer them. In- formation of more than usual interest may result. MOTOR AGE MALLERS BLDG., CHICAGO SOUUSEDUNOUSUOQUUODNOUNOQUDGUOQROUUEQUOUUOUNOGHOQUGUEGUODEOUIGUEDEGROONOUUCGUOGOOGUOUEDE Ww PU TTTTTITTTTTTTT TEE LECCE LLCUL LUCE EO ROLE EEO LOLOL EOL Lb

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4 MOTOR AGE November 2, 1916 A\y i, Se This StationWagon at $875 is another ex- ample of the opportun- ities that a Studebaker Dealer of Commercial Cars has before him. It is " ae just ONE of SIX cars that Sh _ on a ee L y SBA Studebaker produces. gees on It is the ideal “‘carry-all’”’ = for any business in which a men as well as goods must — be transported. It appeals especially to hotels as a station *bus for both bag- gage and passengers. It carries 10 passengers in comfort and with the seats folded up, it makes an ideal express and baggage car. ae To the man who wants to BUILD a lasting business, no industry offers a better chance than the commer- “a cial car line. The market -», is widening day by day. JZ Not one-half of 1% of the possibilities have been touched. We urge every en- ergetic man to write at once for full information on the opportunity a Studebaker Dealer- ship offers him. STUDEBAKER Detroit, Mich, SouthBend,Ind. Walkerville, Ont Address all correspondence to troit HALF-TON CARS Panel Delivery Car - $ 875 2. Express Car - = - 850 3. Station Wagon - 875 ONE-TON CARS OpenExpress - - - 1200 Stake Body - - - - 1250 a? Bus, 16-passenger = - 1400 Se F.O.B. Detroit — ad lo When Writing to Advertisers, Please Mention Motor Age

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a Vol. XXX, No. 18 Chicago, November 2, 1916 | $3 Per Year

¥ Hin's ‘ ev ay y; 8 air - ot, 4 ~ s y ‘ : ae ’ : ° r i -. pan. ? / > \ ae t x! K a: ers ee ee rvs co. i. : iw (Pat : | } i . est: mae By a! 444 ‘ EARN OAL IT BAN TELS. TA cabet ‘ , . « - ee & * oo t % $ :, “ ~ =e . $ * i if " 2A emer er ope Hh ny: ; ’ - 3 ~ ln gitee a2

le “4 We,” $ NNO DOMINI 1916 has above every- thing else in the commercial vehicle field, been a year of expansion. This ex- pansion has been shown in greatly in- creased production and increased factory capacity, in greater efficiency of manu- facture, in improvement in distribution facilities, and in the greater range of mod- els of different capacities, which are offered. More than this, it has been a year of foresight whereby truck manufacturers have been planning for the future to a greatcr extent than ever before. Along with their increase in output and factory capacity, the commercial vehicle builders have been taking into consideration the need for still more greatly increased pro- duction in the future and, at the same time, have planned for the economy which will be made necessary by the keener competi- tion of later years. It is from the standpoint of production that the greatest expansion of the year is in evidence. Motor truck manufacturers by the end of 1916 will have built over 98,000 commercial vehicles. This is one- third greater than the production during 1915 and almost three times that of 1914.

ak hy A ' ; 44 , ‘tye ; Ally | pes! Ay CA, - a ’ o5} -~ i, = nt TAT aE) h ,* _ J a — . 1A Oe one. 2 * a --- . aiee t 4 Cope at A PLA: ; . ~ . ‘ M+ * 5 .. ¥ ‘ f * . , pa hans “i aa ..% , ” : J . . " i ‘ r ~ . ‘ a > . . pF a ’ os ll 7 ve ry . + iy 4 ‘ : Ta * m9 - oe. “ ‘ “ ( cr UU IAAI QDUAVOVADANUSLOVUDEOUREODUOUATS OETA TATU EG ATTESTED Commercial Vehicles in Unprecedented Growth To give an idea of the growth of produc- tion during the history of the truck in- dustry the number of cars built each year for a period of 8 years are given herewith: ee Se 98,000 o> Sere. 25,000 RRs 6558 0.0» 9 04 $4,000 . IDET... see. 17,000 Co Sees 35,000 SPN S 6.0 0 .4-mge . 9,000 J a ere ,000 PO cso é0 0 eae 5,500 These figures of annual production are the results of. very careful canvassing through the industry each year by Motor Age, and the report for 1916 is based on the returns from 185 manufacturers of mo- tor-driven commercial vehicles in Amer- ica. Most of these are by personal visits of special representatives of Motor Age. These 185 manufacturers have reported a total of 97,647 trucks turned out from their factories during either the calendar year of 1916 to date or during recently entered fis- eal years, which vary with the different concerns. Some of the smallest companies from whom reports were not received will add to this figure, as will also the production between this date and the end of the year, which in some cases is not included in the figure; consequently, it is safe to assume the total will be very close to the 98,000

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November 2, 1916

sth is . at mt ut The Nash Motors Co., Kenosha, Wis., successor to the Thomas B. Jeffery Co., maker of Jeffery passenger cars and the four-wheel-truck known as the Jeffery quad, and other models. The passenger car and truck

plants are shown MOO LR : a gS a a2 i s ne saaadl en Wr oh 2! [RL pane . * ies < eG Oval—The long low building at the left is Pa 2 Fe where the Locomobile Co. of America, .— an Bo eee at Bridgeport, Conn., assembles its trucks. Some space in the other buildings is used for making truck parts Left—Plant of the Kentucky Wagon Mfg Co., Louisville, Ky., where Old Hickory trucks are made

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The Reo Motor Car Co., Lansing, Mich., which makes both cars and trucks, but has the two lines of manufacture separated, has added 4% acres of floor space to its truck factory in the last year, which increases the capacity 25 to 30 per cent

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November 2, 1916 7 Ps pore owe" rat ie erent or eee ; acd The White Co., Cleveland, O., is making extensive additions, consisting of a new wing to take the place of open tents in which some of the factory operations and most of the storage have been taken care of in the last year. This view shows the entire plant, only a portion of which is devoted to the manufacture of trucks, but there is no way of indicating just what parts are used for truck production given above. Of this figure 635 trucks are 5 per cent have been designed for carrying for it means that the motor vehicle is grow- electric and 50 are steam, the remainder’ loads of 5 tons or over. ing more into the field which originally was being gasoline vehicles. There is a hopeful sound in these figures, thought the province of a _ horse-drawn Analyzing the Industry If we analyze the truck industry, and particularly the truck sales, as to the sizes of the commercial vehicles, we find that approximately one-half of them have been vehicles of a capacity of 1,500 pounds or less; one-quarter of them have been 1 de ton, 114-ton or 2-ton trucks; 20 per cent A toe have been 3 or 344-ton vehicles, and only . ar Pi gill Hitt ‘ Lat os i : he ~ ; o& ™ bi iy > be. ; ne ? : - | pea itis ones ” ait al aie , x Ba bei 3 38 : i ‘ re gi In oval—Plant of the Dorris Mector Car Co., St. Louis, Mo., a part of which is devoted to truck production and balance to motor cars eee * Immense plant of the Pierce-Arrow Motor Corp., Buffalo, N. Y., where both trucks and passenger cars are made. Addi- tional space has been given to the truck end of the business in the last year, which has increased the capacity 10 per cent

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Studebaker’s factories at Detroit. right is of plant No. 1, and the lower view is of plant No. 3. Both passenger cars and trucks are made in these plants The upper * et eee November 2, 1916 “une ouildings at the extreme left, that is at the street intersection, as well as those in the distance on the right are devoted to the manufacture of Packard trucks at Detroit, Mich. wagon, that is, the light delivery service. It also means that the motor truck in its lighter form is reaching a very large num- ber of users. The field for the light de- livery vehicle naturally is very much wider than that for the truck of greater capa- city, because there are more concerns whose business can be benefited by them. An Abnormal Factor Naturally, when considering the com- mercial vehicle industry during the past year or two, there is one factor which is an abnormal one, a factor which has made business abnormal to a certain extent in a larger proportion of the industries of this country. This is the war business, so called. This has had a double effect, one of these being the opening of a highly specialized market for certain classes of trucks for use on the battle field, either as transportation mediums for troops, supplies and ammunitions or for the red cross serv- ice in conveying the wounded to hospitals. Also, another angle of the export business which may or may not be considered strict- ly war business is that of exports to the ammunition factories and other industries whose product goes to the front, for which American trucks have served as transpor- tation facilities. Of course, there has been a respectable percentage of the truck export during the past year which was directly dependent upon conditions of war in Europe for its existence, but the extent of this business has not been nearly so great as is generally believed, nor was it nearly so great in the past 12 months as it was during the first 6 months of the European conflict. There are three reasons for this. One is the fact that the disorganization of in- dustry of the countries at war at the open- ing of hostilities has been superseded by reorganizations which have enabled the bel- ligerent countries to produce more nearly the full number of trucks demanded for The remainder of the buildings are the passenger car plant their armies and ammunition factories. An- other reason is that during the past year the United States government has called for commercial vehicles for its own war department, and the truck manufacturers have responded nobly. In many instances they have diverted foreign orders to Uncle Sam’s own military needs. Another rea- son, perhaps a very potent one, is the as- tringency of the parts and materials mar- keted, which in itself is a manufacture of the war. War Business Small Taking all in ali the purely European war business of American truck builders for 1916 has been comparatively small. But the export business as a whole has been comparatively large. One or two con- cerns have sent from a third to a half of their output to other countries. The bulk of this, however, has gone to countries not at war, though there has been a very substantial business with British posses-

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November 2, 1916

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Above—Plant of the Gen- eral Vehicle Co., Inc., Long Island City, N. Y.

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Right—United Motors Co., Grand Rapids, Mich., for- merly the United Motor Truck Co., has been making additions in the last year

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Motor truck plant of the Chicago Pneumatic Tool Co., Chicago Heights, Iu. This is the home of Little Giant trucks \n- 2ar led var ers ces ele ea- lar- ) of ean lers zall. has eon- f of bulk tries very gses-

The Vim Motor Truck Co., Philadelphia, Pa., has four plants in Philadelphia and suburbs, all of which are shown above

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1O November 2, 1916

Factory capacity of the International Harvester Co., Akron, O., has been more than doubled within the last year, although the floor space has not been increased. This was made possible by adding sufficient floor space a year ago to take care for expansions of capacity during the last 12 months. The International is said to have more trucks running than any other one concern

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The General Motor Truck Co., Pontiac, Mich., has made no additions to its plant in the last year, but has taken occupancy of much space in its

plant not occupied previously. It is planned to build 7,000 trucks in this plant next year ‘ ES a * . * "7 Page Tike P 2 ee OR eRe ee Me etal i igi 2 ts ms yeaa ane: ett A re * ” e oe port s es it ee oe ~.. “! et

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The Republic Motor Truck Co., Alma, Mich., has added to its plant frequently in the last 2 years. It is believed that by the first of the year, or at least by spring, Republic will be among the largest motor truck manufacturers in the world. Production schedules for 1917 include 20,000 to 22,000 trucks sions, such as Canada, Australia, Asia and so on. The total exports up to June 30 and including the 12 months previous was 21,265 trucks, approximately one-fourth of Scene, ~ the total production. The tru¢ks exported <a eeha, <iuring that time reached a value of $56, “ee 895,548. For 1917 it is expected that there will be about 20,000 exported and 96,000 sold in this country, making an estimated total production for 1917 of 116,000 trucks. Had it not been for the shortage in ma2- terials and parts which go into the com- mercial vehicle, it is almost certain tha production figures for this year would be considerably greater than they are. Many Plant of the Milwaukee Locomotive Mfg. Co., Milwaukee, Wis., which makes the Walter manufacturers found it necessary to ¢eur- four-wheel-drive tractor tail their plans considerably through sheer PP uk -Gaee nes a3. © He

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116 its year, 0,000 a and ne 30 is was rth of ported FE $56,- , there 96,000 mated trucks. in m2- 32 ComM- n that uld be Many 0 e@ur- . sheer November 2, y ee ; er ae ae « ses OO ORS wey BS gees The Kelly-Springfield Motor Truck Co., Springfield, O., has doubled the capacity of its plant in the last 18 months. War orders have been re- sponsible for much of this addition. Quantity production has done much to offset the high prices of materials in the Kelly plant in the last year Plant of the Knox Motors Associates, Springfield, Mass., makers of Know tractors inability to obtain the necessary compon- ents of their vehicles, either in sufficient quantities or at anything like the time for which they were contracted. In other instances the parts and materials situation delayed, while it did not curtail, produc- tion, that is, outputs scheduled for one period were months behind schedule in com- ing to the factory, because some part which went into its makeup could not be obtained from the parts maker when needed. Quite naturally this situation has had the effect in some instances of increasing the eost of production first and the selling cost as a result. More often, however, truck makers have been able, through their increased production and through more modern and economical systems of manu- facture and distribution, to offset in part or wholly the greater cost of the component parts of their vehicles. The parts situation alone is not to be blamed for this, for the labor market has proved to be a type, as the materials market and cost of labor has increased proportionately. It may be that this increase in produc- tion cost may not prove to be an unalloyed harm. It is quite possible that improve- ments in factory and sales systems which Pe ae a ee RR og? eas ¥ Konan St Pe wal #38 ‘e ey ~ > $ kos AE sca ae Moreland Motor Truck Co.’s factory at Los Angeles, Cal. have been forced upon the manufacturer by the abnormal cost of labor and supplies will be very valuable in meeting the at- tacks of foreign competitors when Euro- pean conditions return to normal and the threatened trade war commences. There are two or three sales problems which have been worrying truck manufac- turers for many years. Incidentally these questions are ones which have been the object of much study on the part of pas- senger car makers. One of these is the second-hand truck. In some lines of busi- ness there has been great difficulty in solv- ing the question of to what extent the sales department of the factory should take in second-hand vehicles when placing new ones. This situation seems to have moved toward a solution during the past year, some firms refusing flatly to consider any trading arrangements; others taking in only old vehicles of their own manufac- ture; still others taking in a second-hand vehicle only when they have a definite sale for it arranged; others, some with wide distribution through agencies, leave the -

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12 eo November 2, 1916 —— oe ee es akg Se - eid Ce pos ee oe on ee =u sapere MOTOR . TRUCK Above—The Federal Motor Truck Co., Detroit, Mich., has more than doubled its floor space in the last year. This company contemplates the di foo IF VV ee Bi building of several of the parts used in Federal im BME ERE ge ate trucks. This will mean further plant expansion Ve i ee Hae Above—Plant and main assembly building of the Dart Motor Truck Co., Waterloo, Ia. The in- sert is the warehouse in oval—Plant of the Indiana Truck Co., Ma rion, Ind. Above is shown a view of the plant of the Wichita Falls Motor Co., Wichita Falls, Tevw., where both chain and worm-driven Wichita trucks are made a ) ate Pe Ta pou 1 elt aE This is a view of the Four-Wheel Drive Auto Co.’s office and a par- tial view of the factory The Four-Wheel Drive Auto Co., Clintonville, Wis., has been making numerous additions to its factory. The view abore is of factory No. 1 and below factory No. 2 during construction

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November 2, 1916 13 PRFEEEES TEE oe ts) Be “FPEEES} FFE ae re oe ae ee aR Tg esa geett é Serer ys STITT Ere) erTrere 2s Meee or ait St 8 wl wl sale? ps eh iiss can ney iT Sa, “ bs ais tr Ske ge, : ; ‘* = i Were sls >! $2 si oe peepee LS i beer} ass bot ~ SS See it et > 2 wi nage. oe, i i el el 2 oe. =| ay 1) el a) met et oe TS! el ml wi i bai 7 ~ : wt oe hres ate eine ne . yatta a —— pees | Piles FY ale y =. Libs ae Gees ee SS i! | prey PR Th tee mn en aa enn 7 Ura | ety ee S| iar The Sterling Motor Truck Co., West Allis, Wis., has increased its manufacturing capacity 350 per cent in the last year The Garford Motor Truck Co., Lima, O., is making additions for storage purposes to take the place of tents, which amount to about 15 per cent of the total capacity. Present production of Garfords is from ten to fifteen a day In circle—Paint shop of the Commercial Truck Co. of America, Philadelphia, Pa. Oe ote alice ke a Wheel A bove—Main factory building of the Com- a par- ; mercial Truck Co. of America, Philadel- ry 3 phia, Pa. Kight—Home of the Avery trucks and tractors at Peoria, Ill. The Avery Co. also makes several kinds of farm machinery

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question up to the individual agent, the latter pocketing the loss or profit as the case may be. The question is not now as serious a one with the truck maker as it is with the passenger car maker, because the truck is not a seasonable vehicle. The truck is a unit in the organization of a business. Its body lines and style are sec- ondary consideration. As long as it will give economical service, it is not likely to be disposed of except when a user desires to standardize his fleet with one make of truck as a general proposition. A _ truck is not disposed of as second-hand as long as it is capable of economical service. Another of the problems which have con- fronted the truck maker is the price cut- ting among dealers and manufacturers The situation is complicated by the fact that many trucks are sold as part of a fleet. Orders may come for ten trucks at a time, and certainly manufac- turers can build and sell ten trucks in a lot at less cost than they can sell ten trucks to ten individuals. Another complication comes in the fact that a large percentage of the truck business is special and some- times special chassis business, and the standardization of price is not an easy thing. Many of the Chicago concerns hold that the situation is worse in that terri- tory than in any other, because there are so many manufacturers of small output in this territory. Illinois has forty-two truck makers, which is even more than Michigan has and almost as many as in either Ohio or New York, which are the leaders. Taking Truck Paper The question of time payments for motor themselves. trucks is more of a credit man’s question — than a problem of policy. The equipment of almost every business is bought on the eredit basis. There is no reason for at- tempting to sell the transportation equip- ment of a business on a different plan. True, the credit instinct and facilities of a manufacturer and a sales organization must be brought to bear in scrutinizing truck paper to just the same extent as it must be in any other business, but the problem differs from that of the passenger ear industry in that a business large enough to need a truck is likely to have sound eredit or capital to pay for it. One of the developments of the truck industry from the sales end has been the improvement in the class of dealers. It seems to be the general consensus of truck sales opinion that dealers are becoming better business men. A good passenger car salesman is not necessarily a good com- mercial car salesman. The problems of distribution and sales arguments and the questions the agent has to meet are vastly different in the two fields. Both manufac- turers and dealers are realizing this to a greater extent than before, to the advan- tage of both. So true has this been found that one concern, a very large producer of both passenger and commercial vehicles, makes little attempt to have the same 14 dealer carry both lines and, in some centers where very successful passenger car deal- ers did not prove to be as successful in commercial car sales, has two distinct agencies, one handling the trucks and the other the passenger cars. Another concern specializing in heavy equipment in the construction of material- hauling fields uses as its distribution mediums men who carry other lines of in dustrial appliances, such as concrete mix- ers, graders, power machinery and so on. Effect of Road Improvement One of the things that made for a very distinct growth in the truck industry has been the good-roads movement. The ex- tension of good roads has increased the economical radius of travel of motor trucks from the main centers, has made suburban delivery in department stores possible and has developed the use of motor vehicles among truck growers and dairy men, where quick transportation of perishable goods is a necessity. It has made possible the in- stallation of inter-city motor haulage. The actual construction of the road im- provement work itself has been quite an important factor in truck sales during the year. This work has developed a special- ized class of motor vehicles and a very important one, as road construction is 75 per cent transportation of material and 25 per cent placing it. The development of good roads led to the use of heavier vehi- cles as well as to a more extended use of lighter ones. The heavier vehicles now have a wider radius of travel in suburban districts. The limit of capacity in motor trucks for work outside the cities, however, has about been reached. There is consid- erable feeling against loaded trucks of over 7-ton capacity on country roads on account of the damage they are believed to do to the road surface. Open Truck Form War Smith Form-a-Truck and Red- den-Cook Interests Resume Legal Patent Battle Royalty Arrangements Did Not Take HICAGO, Oct. 31 — War among the . truck-forming makers was tenewed to- day when the Smith Form-a-Truck Co. an- nounced the filing of suit in the circuit eourt of Cook county to restrain Albert E. Cook, owner of the Cook truck-forming patents, and Charles W. Hills, attorney for Cook and the Redden Motor Truck Co., from representing that they have a valid eontract under which the Smith Form-a- Truck Co. has agreed to pay royalties for operating under these patents. The suit also asks that defendants be restrained from intimidating dealers and agents of the Smith company. This is in reply to a suit brought last November 2, 1916 August in the United States district court for the northern district of Illinois in Chi- cago by Cook and the Redden company, in which infringement of the Cook patents is claimed. Negotiations for a harmonious working arrangement between the two interests were started since and during these nego- tiations an official of the Smith company signed what that concern claims to have been a memorandum providing for the pay- ment of royalties to Cook and not valid until indorsed by the Smith board of di- rectors. This instrument the cook inter- ests seemingly hold as a valid contract. The Smith Form-a-Truck directors, it is claimed, refused to ratify the agreement. FRANKLIN INCREASES PLANT Syracuse, N. Y., Oct. 30—Factory ex- pansion this year of the H. H. Franklin Mfg. Co. of this city, has been centered in six new buildings, giving an additional factory space of approximately 550,000 square feet at a cost of over $1,000,600. These increased manufacturing facilities are at present enabling the company to produce twenty-seven cars per day, as com- pared with eleven per day a year ago. Within the next 6 months the company will produce forty cars per day. Between Oct. 30, 1915, and Oct. 2, 1916, the pro- duction force has changed from 1,215 to 2,133. The new factory space consists of a one- story building, 154 by 160, costing $40,000, used for the experimental department, chassis testing and the sawmill; a three- story building, 60 by 100, costing $30,000, for die casting; a six-story building, 108 by 265, costing $250,000 for manufacturing; an employment office and hospital, costing $4,000; a building for lumber drying, cost- ing $6,000, and a six-story 240 by 300 structure now being built at a cost of $500,- 000 for shipping and manufacturing. Improvements have been made in the methods of manufacture and in the han- dling of the employes. Among its major improvements in manufacturing methods is the development of humidified oven-dry- ing apparatus for the paint department, which eliminates the use of the old style of brush in the paint shop, except in thé last coat of varnish. To provide safety for its employees thoroughly a safety man, who was formerly in charge of the first aid room, is taking care of the safety devices. Not the least important in the changes dur- ing the year is the new method of rating workmen .and supervisors, which has re- sulted so far in the increase in wages of 5% cents average per man since April, AMERICAN CHAIN BUYS STANDARD New York, Oct. 31—Special telegram— The American Chain Co., Bridgeport, Conn., has bought the Standard Chain Co., Pitts- burgh, Pa: The sales organization and part of the office forces will be combined Jan- uary 1.

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November 2, 1916 15 (SCTORD GE Greater Capacity Range for 1917 Trucks Makers Offer More Sizes of Commercial Vehicles and Several Add Electric Lighting and Starting—Year’s Development IGURES are often grand deceivers but . in general are definite guides to progress. In this issue Motor Age prints the specifications of 137 different makers of motor trucks, giving the mechanical specifications of these trucks for the 1917 season. Trucks are not the victims of the annual-model regime to the same extent that passenger cars are, consequently an analysis of the following pages of specifica- tions will not give as many changes in de- sign and trends in engineering practice as a similar analysis of the passenger car specifications tables will afford. While these figures give the definite in- disputable facts as furnished by the manu- facturers, still there are many places where these figures have to be interpreted in or- der to view the entire picture of motor truck progress in its true perspective. Thus while these figures may show a gain- ing of dual tires for truck rear wheels, still there has been activity during the past year in adopting larger single tires for such equipment instead of duals. One of the largest tire makers has been active in ad- voeating single solid rear tires instead of duals for sizes in which the width does not exceed 7 inches. Another large tire maker has met with success this year in marketing a very large size of single solid tires made in widths from 8 to 12 inches. Such movements as these do not show in the tabulations because rarely are such equipments standard by truck makers, and so do not appear, as these specifications are based entirely on what the truck mak- ers list as standard equipment. Electric Lighting and Starting Gains Favor One of the most notable movements of the year in the truck field has been the progress made by electric starting and lighting equipment. A year ago this move- ment had not gained noteworthy headway; there was a general feeling against it by many truck manufacturers, but today the fact that forty-one different concerns are listing electric starting and lighting as standard equipment is prima facie evidence that the truck field seems destined to fol- low fairly closely in the wake of the pas- senger car field in electric lighting and starting. Some of these firms are Jeffery, Republic, Overland, Studebaker, Reo, Stegeman, Knox, Hurlburt, Commerce, Uni- versal, Wilcox, Little Giant, Cippard- Stewart, Dorris, Briscoe, Old Reliable, Couple Gear, Burford and some others. Although forty-one concerns fit electric lighting and starting as standard there are many others that furnish it optional at Shows Many New Features prices ranging as high as $150 per equip- ment. There are thirty-eight concerns in this classification and among the names of such might be mentioned Denby, Federal, Garford, Grann-Bernstein, Kelly-Spring- field, I. H. C., Kissel, Cippard-Stewart, Mack, Moreland, Packard, Riker, Selden, Service, Sterling, Wichita. Up to the present there have been more makes of light-capacity vehicles fitting electrical equipment to their products than is found among those concerns making heavy vehicles. The answer rests in the fact that.many of these vehicles are work- ing in industries where night work is es- sential. Take a few examples: Within the zone of ten or fifteen of our largest cities nearly all department stores have much night delivery work. Often the ve- hicles are on the roads for hours each night in the fall and winter months. Good lighting is essential as are pneumatic tires. The pneumatic tires are needed because of higher speeds at which these vehicles must travel, because in making deliveries in zones where trips of 35 miles are common speed is the prime essential. This night work applies to furniture houses, piano houses, storage moving concerns, market gardeners, breweries in a smaller degree and various other lines where quick de- livery service is essential. The work is not entirely confined to light-capacity ve- hicles; in fact, several large-capacity trucks with 5-ton loads are using such. Two factors have retarded this develop- ment more than anything else, namely, technical difficulties and cost. Owners wanted electric light and while they had no especial desire for it, they certainly had no objection to electric starting, but they objected to the cost when iegal lighting requirements could be met with kerosene and acetylene lights, and mechanical start- ing meant in many cases nothing more than convenience to the driver. Heavy trucks on solid tires are subject to great vibration and many of the early attempts to fit electric starters designed for penumatic-tired, flexibly sprung pas- senger cars to trucks resulted in trouble. The battery in some cases gave trouble. The need was for a special outfit designed ruggedly enough to withstand truck serv- ice. Starter makers hesitated to under- take the expensive work of developing such equipment until they had more assur- ance of a growing demand. In the meantime, it became evident that electric starting and lighting, in the case of the delivery truck, was in many cases a erying need and that the cost of installa- tion was petty compared with the possibilf- ties of economy. Vehicles in package work are obliged to make a large number of stops per day, a department store vehicle often making as many as 100 on a single trip. To crank the engine by hand this many times would involve so much time as se- riously to cut down the work of the truck for that day and would involve an amount of physical exertion on the part of the driver, calculated to have a deleterious ef- fect upon his efficiency. If, as is usually the case, the motor is left running at each stop, which will possibly average from 1 to 2 minutes, much fuel is consumed. Some reversals in expected lines of de- velopment are taking place in the truck field. One of these is that of steering wheel location. Originally truck steering was universal on the right side. The pas- senger car set the movement of left-side steering and was immediately followed by the truck industry; in fact, it was argued that there was greater necessity for left- side steering in trucks than in passenger cars, due to trucks working so much in city streets where traffic congestion is great and where it is essential for the driver to be able to look ahead to the left side of slower vehicles which he hopes to pass. This has all proven true, but a contradic- tory influence has also arisen. Steering Wheel Location Undecided For country work there is a growing feeling that the steering wheel on the right is preferable to the left. Generally speaking the truck is a slow-moving ve- hicle on country roads where there are so many touring cars. This means the truck driver must hold the right side of-the road rather religiously. To do this it is easier to gauge his distance from the ditch on the right if the steering wheel is also on the right. This situation has developed quite considerably during the year and so explains why several concerns have re- versed their steps and are now mounting steering wheels on the right: Among names that can be put in this classification are Chase, one model; Koehler, Krebs, Lit- tle Giant, one model; Selden, two models; U. 8., one model, Universal, two models, — and Matson. This condition has been influenced to some extent by European orders, which, of course, require right steer, but there has been a well-defined insistence on the part of American buyers in some classes for right steer. This is especially the case

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with road contractors and others who oper- ate their trucks on country roads, since it is very difficult for the driver of a left- steered truck to determine how closely he may approach the ditch on the right side and with the present prevalent narrowness of improved country road and the con- cealed ditches, this argument becomes a weighty one. Another question of design in which motor truck engineers are following pas- senger car practice is in the adoption of Hotchkiss drive, that is that form of rear axle design in which the springs are used to transmit the rear axle propulsion to the frames so that the car is pushed ahead, so to speak, and, further, these springs absorb the axle torque or the tendency of the axle to rotate in response to the propeller shaft drive. Hotchkiss Drive in Universal Use This form of drive is today in the ma- jority for the first time. Several makers use Hotchkiss drive on 5-ton and 6-ton trucks; but generally its use is confined to trucks of medium capacity, since the thrust or propulsive duty on the springs assumes such great proportions in a heavy truck that nothing but the best type of spring and spring attaching will serve. 16 During the year, several makers have re- moved radius rods from some of their models, however, due, possibly, to a better understanding of requirements for Hotch- kiss drive. Associated with this trend has been de- velopment in regard to propeller shafts. It has been the idea of many designers for some time to reduce the truck chassis to the same simplicity which is noticeable in the newer designs of passenger cars, by means of unit powerplant grouping of the engine, clutch and gearset and final drive by a single shaft with two universals. Difficulties, however, have been encoun- tered in the excessive length of such pro- peller shafts, due to the long wheelbases possessed by medium and large trucks. Pas- senger car methods cannot be pursued here, as small, solid shafts of such length are prone to whip and whirl, placing severe strains on universals, axle bearings and gearbox bearings. Accordingly, much experimenting has been done with shafts made of large-diam- eter tubing, which with greater strength and little if any greater weight are much stiffer than solid shafts. Remarkably good results have been achieved on wheel- bases of considerable length, but for the November 2, 1916 longest wheelbases it has so far been im- perative that the shaft be cut into two lengths with a stationary bearing between the sections. Some makers have provided this bearing at about the middle of a two-part propeller shaft, others splitting the shaft by inter- posing the gearbox between its two sec- tions. This latter practice has given rise to a decrease in unit power plant assem- blies and increased the percentage of mak- ers who locate their gearsets amidships. Calendar Year Had Few New Types It cannot be said that the calendar year of 1916 has been prolific in truck develop- ment, a condition largely due to two causes: first, scarcity of materials due to war demands, and second, increased pro- duction. Many factories had as many or- ders as they could take care of and natu- rally you can scarcely expect a firm under such favorable conditions to set aside ex- isting models and sell new types. Again, many truck makers who buy many of the components such as motors, gearsets, axles, etc., experienced difficulty in getting these parts in adequate quantities, in short, many makers of these parts could not meet the demand. Applying the same rule of hu- man nature you could scarcely look for Principal Features of 1917 Design Contrasted by Percentages with Those of 1916 Practice FRAME MATERIALS CYLINDERS CAST GOVERNOR TYPES + eae LRebeeeeeceee : i$ 1916 1917 1916 1917 1916 1917 Six speeds.............. 4 Pressed steel........... eT ee 59 61 #$=™Models with governors.76% 80 ‘Infinite ............++.-. % ee - hebben: eee at: ey _ eseeh es ban ican 36% of o bed a ' governors.. 23% 1% TOTAL GEAR-RATIO olled I-beam.......... va — ~ (gear eae Seer 4% Centrifugal ............ ‘47 Average in higch...... 834-1 B%a- i ieorreccewp stipe ntne — J) » | epeRenmReRe % = % Suction «eee ce, 2% 21% ane, AEE og Ve FRAME TYPES VALVE LOCATION Hydraulic ..cc222220222. % 1 Top Worm..........664. 44% 61% Binia flexible ........... ves o. Side eh Oe ee 78% 83 I aa wisn 3 Double chain Dib cankens 32% a pecocesevesssesecs ose pposite oer ore sre e , eg | i Sr A 4 Flexible ........--..-.+. .-- 20 Side and head...1..222: 3% % OF GOVERNOR pay re... Wrerererierrresessr 7% 6% TIRE TYPES Es Piva cche ses ived 3 ee en tss oaxsend 2 S72 Spiral bevel............. ... 1% ; 87> 84 Top, two-cylinder....... 34 Y% UPIEX .....-.seeeeen a %2 . Double-reduction ...... 1 Solid ee V2 From driveshaft....... 414 5 External gear.......... 1 iy Pneumatic ....... are 11% => WATER CIRCULATION rom front wheel... 1 er re akeea tes y, i Pneumatic ie es ode “ene % Centrifugal pump....... 753%, 75 AVERAGE GOVERNED SPEED Single chain..........": Y, 0 Cushion eoseseceeseceeecs % 34 Th ‘phon 7 2014 2014 In motor r. a aa 1,2 1,221 Bottom worm y, 0 | eam al OER RYE ELA -~ 3 - a............. 3° “44, Inm. p. h. of truck. eae 15 1/10 PROPULSION sematen TIRE SIZES RADIATOR CORE TYPE ~ Ne apg FEED gan; SPMIMES weaceeeeeeeeeee: 174 645 ' p , Oo . : * PUTT eee ere eae Front average...... 35x4!/o S4x4 Finned-tube ........... 51% . By vacuum systems... 13 4 oR yagelledeaiatadl 2 “it pane, aveenee sesees mi 36x7'/o ene «5. peeneaecen ents Ht 1) By pressure............ : Individual clutch...... 7 10 Fixed 4%, 28 ~ 96% 97 gaan tl nal die 15% ii PUOCONEEVO ccccscececs 5 Dee. BROMP WEG sccccsccccces due 94 i eptenenalepeintee ‘. Automatic «.....+++++-- fs Wlectric .......2...00- RR oat ev ypaeppemennnpeetban ; oll oe neon eee re 2% ip Two-point fixed........ 1% 1 NE 1% i ee ae 91 DM -scishitesientisseoe eS ELECTRIC AUXILIARIES Planetary ...........+. 1 4 ——-" heehee Q ENGINE SIZES Starting and lighting. ... 47 GEARSET LOCATION cane 4007 Average bore......... 4 41/10 Lighting ...........-- ... 25% 75; l/, ' N 16 Unit with motor........ 52%, 49 eine pee he airb eee 69 675% Average stroke....... 5, 5, BO vcccssscascesoees ene ' 1 : 3) 39.34 Starti lighting and i tes an a gg 29 38 DE sidicevebieteekied 20% sgh = a ge — ignition eereeeis ... 71/6 Unit with jackshaft....17% 11% LEVERS LOCATION NUMBER OF MOTOR BEAR- starting only......... .-. - 1/6 Unit with axle......... oti, gd 9 - aa cop mealies SPEEDS FORWARD I ainiiiitas initial 5b hk 18% 13% With three bearings.... ... 8 ec y Th q 16% 793, Center and right 9 31, baa |e peasanas peewee es : aa h-ngy I anes. oasis. $2 . e188 on a ayes Doccvesesves : age peveses 3% 238 t earings..... a ve se PVMVOCUDB.~ cee eee eeeeee | eS G 28082008068 0000088 6808 With five bearings thes bss 2 * Percentage of all models. Two speeds..........-. 2% 34 Genter and right....... 0 Ye

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ons Ow sy sRakakax = * PaRkaok November 2, 1916 these makers of parts to spend much ef- fort on new designs. In spite of this many changes have taken place and while they cannot be called gen- eral throughout the industry and may have been put through by only one, two or perhaps half a dozen concerns, they never- theless point the needle to possible lines of future development. In this respect the development of what is known as the flex- ible frame idea has made headway. Pierce- Arrow was the pioneer of flexible frame construction in its worm-driven truck, brought out in 1911. It obtained the idea in Europe where De Dion was one of the exponents of it. In the flexible frames pressed steel side members similar in cross section to those used on passenger cars are used. These side members are tied to- gether in some cases by tubular cross mem- bers so that rigidity is not the ultimate aim, rather flexibility. In former years few gave any special thought to the frame of a motor truck, deeming that its office was to be strong enough to carry the load and stiff enough to keep the parts in their proper relation. Lately, however, the advantages of the flexible type of construction have been realized to a greater extent, and while many makers still adhere to rigid construc- tion, relying on the springs entirely for compensation for axle movement, there is an increasing number who are adopting the flexible forms. The majority of makers are using what may be termed the semi-flexible form of frame, usually of pressed steel and yielding to severe stresses while remain- ing stiff against minor ones. Makers to Offer More Models Truck manufacturers are _ practically unanimous in favor of: marketing a range of models with varying capacity so that the dealer is able to meet a majority of the demands of buyers with regard to ¢a- pacity. There are still a few concerns that hang to a one-model program but in nearly every case they are very firmly es- tablished in that particular field and can be classed as quantity producers. A few examples will serve to show how this broad- ening of models marketed has progressed during the year: Commerce, Jeffery, Knox, Overland and Reo have previously been one-model producers and have adopted the multi-model program in varying degrees for next year. The range of models continues about as it has been for years past except that there are more of the intermediate capaci- ties, while the average capacity of models produced remains about 2% tons as it has been for several years. In the range of models from less than % ton up to 7% tons and tractors, there is a definite division into two classes, the first being the delivery vehicle class and the second the heavy-duty truck. Delivery vehicles range up to and par- tially inelude the 1-tonner, and the latter begins with the *%-tonner and goes up. 17 Production of delivery chassis outnumbers that of trucks two to one, and of the heav- ier trucks, those which might fall into a medium class, that is, from % to 2 tons. represent a number equal to all of the bal- ance, including tractors. Hence light chassis business is one of quantity production, and hence it is easy to understand why only 10 per cent of the commercial vehicle producers build 50 per cent of the vehicles. Delivery vehicles are usually mounted on pneumatic tires, each year witnessing a lesser percentage of chassis in this class equipped with solids. This is because only with pneu- matic tires is it possible to run a vehicle at high delivery speeds, such as are de- manded for efficiency, dispatch and econ- omy, without rapid tire and mechanical de- preciation. This permits vehicles of this class to use passenger car design to a great extent with good success, and the majority of vehicles under 1,500 pounds capacity are largely made up of passenger car com- ponents, many of the latter being indeed identical chassis to those upon which tour- ing car bodies are applied. There is a noticeable trend, however, toward follow- ing truck practice in the design of even the smallest commercial vehicles. This is due to the fact that delivery ve- hicles are never called upon to sustain such high speeds as are demanded for passenger cars, while they are required to cover very much more ground in a day. Ruggedness and greater weight are therefore much to be desired for delivery vehicles which are to see severe service. Two years ago, the 1,000-pounder was much in the public favor and a great num- ber of these were built. Some of them were very light and were designed for package work where the weight of the load was a negligible factor and cheapness and speed were the prime requisites. Others were very elaborate and were designed for the severest sort of service, including over- loading. Experience has shown that many of these were used for %4-ton loads and that their owners preferred them to 1,500- pounders because they were lighter and cheaper to operate. This has resulted in minor changes in the design of many of these to adapt them to 1,500-pound loads SPEEDERS FINES TO STATE Columbus, O., Oct. 30—Speeders cannot be prosecuted under municipal ordinances, but only under state laws regulating speed, according to a ruling of State Examiner C. E. Lippincott, of the state bureau of accounting, who filed a report on the vil- lage of Gibbonsburg, O., holding that the mayor and his marshal must return a $5 fine and $2 costs assessed against Harry Oberst for speeding, because the prosecu- tion was under a city ordinance and not a state law. This means that the fines as- sessed against speeders must go to the state and not to local funds. with a corresponding increase, in their ca- pacity ratings. . Somewhat the same change is noticeable all through the range of capacities, ac- countable largely to the fact that owners are a little less prone to overload their vehicles. Capacities change but little year by year, due to the necessary conservation in making radical changes in this respect. A survey of developments in the last 5 years shows that the greatest gains have been made in two intermediate models, the 214-tonner, a comparatively recent devel- opment, and the 314-tonner, which has been gaining steadily for years. The 3- tonner and the %-tonner have been losing steadily, since these capacities were set ar- bitrarily by manufacturers before the in- dustry had built sufficient trucks to really know what was demanded. The price change this year has only amounted to an average of $137, most of the models being increased but little. The trucks of less than % ton and of % ton capacity have been the ones whose prices have undergone the greatest increases be- eause of the abandonment of many an- tique designs in these capacities in the face of the popular demand for better qual- ity and stamina in the low capacities. These trucks average much higher, but they are also immeasurably better vehicles than were formerly offered and today one may buy a truck of % or %-ton capacity which will give the same reliable and en- during service as the best of the heavy trucks. Three-Speed Gearset Favored The disinclination of the American oper- ator to shift gears more often than avoid- able is reflected in the failure of the four- speed gearset to make more progress. It has, in fact, lost slightly in favor of the three-speed, despite the recognized fact that four-speed gearsets give the truck greater ability in difficult going and par- ticularly in hilly country. Somewhat of the same effect has been accomplished, however, by a slight increase in the size of the engines and slightly greater gear-reduction. More of the mak- ers than ever are fitting governors, their undoubted tendency to restrict power on the lower speeds being avoided in an in- creasing number of cases by driving them from the driveshaft instead of the motor or by using the combination drive from both motor and driveshaft. The steel wheel is once more in evidence, this time in a fewer number of forms, the cast type predominating. Doubtless the difficulty of getting wood wheels for part of the time this year has had its influence, but it is safe to predict a growing appli- cation of steel wheels to the heavier ¢a- pacities. In wood wheels, the square spoke is the most popular type, since it affords a wider bearing on the felloe and is actually cheaper to manufacture than the older oval type. |

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18 ‘November 2, 1916 EDITORIAL PERSPECTIVES | 2am Painting a Truck Canvas slp possibilities of truck design are problematic. It is to be hoped that truck makers will view the future in its correct perspective, take a broad national and international view of it, not a view prejudiced too much by any particular design of part. Tendencies of manufacturers to unite along petty lines are rarely potential in the long run. The fewer wheels within wheels, the better. A good national truck spirit is indispensable. Such a spirit is the best safety valve any in- dustry can have. Such a national spirit preserves the correct perspective of an industry, whereas a number of minor organiza- tions, wheels within wheels, generally operate to the disadvan- tage of each other. In union there is strength, a maximum most adaptable to the truck industry. Instead of patent litigation it is often preferable to get your feet under the same table, take a few straight looks in the eye and talk sound business. Why give the lawyers time and money that might enrich our own coffers? 2 FF HE fuel question for trucks is vital. Today it is not upon 4: us like it is in Some other parts of the world. Take South Africa, where gasoline sells at 88 cents per imperial gallon; take Argentine, where it is 60 to 70 cents; take Brazil, where lines of motor buses were put out of commission due to the high fuel cost. Other examples could be cited. Fuel is a paramount problem with truck operation; it is going to be a more acute issue as years pass. = ® F GASOLINE continues to rise, then a temporary solution lies in kerosene, but it is certain that the eventual solution is aleohol. This matter demands first-hand consideration by truck makers. It is much more important than question of de- sign of this or that truck part. A stitch in time saves nine. It is poor policy to wait until the crisis arrives and then have to sputter and putter to bring out makeshifts to meet immediate demands. Taking time by the forelock, these are the days to consider the alcohol question. These are the days for laying the corner stones of alcohol motor development. By starting today definite progress will have been made before the fuel question gains too much stature. Petroleum interests have already taken a step in this direction. em FF Pie must be close co-operation between fuel producers and truck manufacturers. Joint committees could work together. It will not do to have the fuel makers bending their effort along one line and truck makers moving in a different di- rection. The respective efforts must coincide. % ® ben us move onto the hilltop of mature contemplation and take a good long-range perspective of the great canvas of motor truck development now being painted by the scores of motor truck makers. Look over the canvas from end to end and from top to bottom. You may find yourself on that canvas working in some little corner, trying to paint a sub-picture of your own which is all out of joint with the general scheme of the picture. Sooner or later your entire little sub-picture will be washed out by one swoop of the great paint brush of true development, and in your place wiil be painted those efforts that are in harmony with the main scheme of development. The last word has not been uttered in motor truck design. The story is in its early stages. Our Srhnol of Design HE year now drawing to a close has been the biggest pro- T duction year in the motor truck industry in the United States. Beginning with the placing of large war orders in the fall of 1914, a new stimulant was administered to the motor truck industry. Up to that date, truck business was not an easy Little by little the industry progressed, little by little one industry after another took up the use of trucks, but it called for such an unusual force as the war demand to start the indus- try rolling and gaining momentum. The momentum was not by any means all due to war orders, but there was all last year a decidedly increased domestic demand. During the present year our own war business has made up to quite an extent for the dropping off of foreign business in 1916 as compared with 1915. one. % ® ITH such a pronounced truck demand as has existed for over W 2 years, it is not surprising that production would be the one great aim of the manufacturer. It would be almost inhuman to expect a manufacturer behind in deliveries to slow up pro- duction to bring out new models. The engineering activities have been tuned along production rather than development lines. em & T IS not regrettable that such a situation has existed. Our | trucks in very many instances have been more nearly per- fected than are the transportation systems of the business houses using them. Failures in truck performance have often been laid at the doors of the truck industry, whereas the true fault has been in the poor application of them by the business man. These same trucks, now that demand has increased, are giving a good account of themselves and the business man in many places has learned the trucks are still better than his methods of appli- cation and his own business systems. = & Lue progress in truck development for several years—in fact, until 4 or 5 years ago—followed the trend of passenger car development. There was not a distinct school of truck engineer- ing. Those concerns building their own trucks naturally adhered very closely to their passenger car design. Those assembling vehicles had little option other than to use those components available, which frequently were primarily intended for pas- senger car use. This combination of circumstances hitched the truck industry quite closely to the car trade. *% & Ben development of a school of truck engineering extending over the past 5 years has conspicuously modified conditions. The new truck models bear testimony to what has been done. Our parts makers for several years have been developing motor, axle, frame and other designs along recvgnized lines; in short, each year sees truck designing advancing farther and farther along its individual course. As a school of engineering it is getting out of its swaddling garments; it is walking and soon should be advancing with the strides of a robust youth.

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(SCUOROCE November 2, 1916 Aitken Breaks 100-Mile Record Wins Harkness Trophy Sheepshead Bay Race at 105.95 M. P. H.— Leads for A. A. A. Championship N EW YORK, Sheepshead Bay Speedway, Oct. 28—Today’s race of 100 miles on the speedway here was nearly a record eracker. It cracked all previous American records ever driven for the century and came within 7.52 seconds of equaling the famous world’s record made on the Brook- lands cement track in England some years ago. Aitken, one of the real deans of American racing, was able to clip practic- ally 47 seconds off the record pace he set on this speedway in the Astor Cup race 4 weeks ago today. Aitken tonight has the proud distinction of driving 100 miles west of the Atlantie ocean faster than any other person living or dead. He turned the cen- tury in 56:37.65. This is a pace of 105.95 miles per hour. Aitken set a pace of 104.83 miles per hour 4 weeks ago and bettered it quite considerably today. The pace is ahead of that set by Resta a year ago in this same race, a speed of 105.39 miles per hour. Aitken’s victory today places him in Pos Car Driver Time 1 Peugeot Aitken* 56:37.65 2 Premier Galvin 56:45.35 3 Peugeot Wilcox 57:10.53 4 Maxwell Henderson 59:04.70 5 Duesenberg DeVore 59:05.47 6 Benedict Benedict 59:23.88 7 Hoskins Hughes 11:01:47.1 — Peugeot Se: heweieiee *Lap Prizes—$1,400 additional. The Harkness trophy, the cause of it all Results of 100-Mile Race M.P.H. 105.95 105.71 104.9 101.31 101.3. 100.9 98.2 Prize $4,000 2,500 1,500 1,000 600 400 1,400 Miles 10 20 30 40 50 60 70 80 90 100 the lead of the American speedway cham- pionship over his great and worthy rival, Dario Resta, who led the championship percentage until today when the Indianap- olis hero snatched it away from him in a race as good as any ever seen on an Ameri- can speedway. Today’s Harkness Trophy race was a race between Aitken and Resta. It was conceded before the start it would be a fight to the finish between these two masters of the steering wheel and it proved a veritable duel. True, Galvin brought his Premier into second place only 12 seconds behind Aitken and Wilcox had his Peugeot only a matter of seconds farther back, third, but to all the grandstands, to those in the bleachers and to those in the parking spaces the race was a duel between Aitken and Resta, the two leaders and real contenders for the 1916 speedway championship. Brain driving won for Aitken. He drove his Peugeot-rival, Resta, off his feet and eliminated him at 66 miles with a broken Leaders at 10-Mile Intervals Driver Time Speed Prize Aitken 5:39.0 106.2 $ 100 Aitken 11:05.0 108.2 100 Resta 16:28.35 109.3 100 Resta 21:52.0 109.6 100 Resta 27:22.0 109.5 250 Aitken 33:49.0 106.2 100 Aitken 39:33.0 104.2 100 Aitken 45:16.0 106.0 100 Aitken 50:54.0 106.1 250 Aitken 56:37.65 105.95 4,000 oe ww Aitken, at the right, wears the smile that comes from winning the Harkness trophy race and leadership for speedway championsh the left, ran away with the 50-mile consolation race The intermediate laps which had prizes of $50 each were divided between Resta and Aitken, so that they took $1,400 each, Aitken making the final prize of $4,000 in addition, or a total of $1,400 to Resta and a total of $5,400 to Aitken. ip. Lecain, at

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November 2, OO REIS ae ee eatea4 we eS AB ee. RADIOS Fi Sp OORT 9 pecs ae Ss ee ES PORN CLAS LPI SI ELLE AALS LLILE ALTE AAAI IG, LOA LAL LLGLPLELE ARLENE SD LIES LAS n GE: PRB AR The start of the 100-mile Harkness Trophy race, showing the line-up of twenty-one cars. crankshaft, almost indisputable testimony that the pace Aitken made him go was too fast for alloy steel, for at that distance the admired Italian pilot went out with a broken crankshaft. The motor died on the backstretch and Resta with his me- ehanic valiantly pushed the silenced Peu- geot nearly half way around the course to the grandstand, where the 4,000 specta- tors sprinkled through the stand did not even greet the heroic gladiator of the steering wheel with a faint cheer. It was pathetic. Resta deserved better appre- ciation. First Half Run at 109 m.p.h. The race was the hottest ever witnessed. It was run at a pace of 109 miles per hour until tire troubles ended the space- annihilating flight at 56 miles. Here Ait- ken was seen to slow up on the back stretch and some seconds later limped to the pits with a soft right rear tire. Twenty seconds later and he was off. The fleeing Resta was nearly a lap ahead of him. Scearcely had Aitken got moving at his old pace, facing the task of overtaking Resta, when the Italian was seen to slow up on the back stretch at 60 miles and he too limped into his pit. A speedy change, and in less than 20 seconds he was in flight again, the speeding Aitken not being able to catch him before leaving the pits, but passed him on the turn. Aitken soon had 4 seconds lead on Resta, the next lap Resta had cut it to 2.5 seconds and it looked as if 66 miles would see the two running radiator to radiator. But it never came. Resta slowed per- ceptibly entering the back stretch, his pace dwindled and dwindled. When he passed the mile post on the back stretch he was coasting at touring car speed. When he reached the third turn he stopped. The end had come. Field glasses were trained on the long Peugeot as it rested at the rail. The bonnet was lifted. A moment later it was closed. The next minute the rt enter pnrrer e saree Signalling glad tidings of a | fallen hero t winners finished the The majority were running when the seven prize- “a 4 e @ j . ‘ Richard Kennerdell and F. E. Edwards of A. A. A. contest board at races the long laborious task of pushing the Peu- geot nearly a mile to the grandstand by Resta and his mechanic was started. Aitken seized the moment. His great rival out, the Indianapolis wizard cau- tiously took his pit signals. Immediately his pace, which had been 64 and 64.5 see- onds to the lap was changed to 66 seconds, a couple of laps later and Aitken had changed it to 68 seconds. Here he set his house in order and carefully gauging the distance started a safe-and-sure game of finishing the century without further tire troubles and thus making doubly sure -of elinching his holding on the speedway championship, and all the racing honor that goes with it. So far as the 10,000 spectators were con- cerned the race was over. There was only one result, Aitken. They kept their seats and waited for the finish and the next race. Aitken Drove Brainy Race Aitken deserves credit for his art of today. It was a masterful effort. He drove a brain-set pace. From the start of the race until tire troubles set in at 56 miles Resta and Aitken were never more than a length apart. Lap and lap they passed the stand side by side. One lap Resta led by half a bonnet length. A few laps later Aitken had reversed the posi- tions. As today’s race’ gave cash prizes for the finishers of each lap there was some little interest over which led each lap. The amounts varied from $50 to $100 per lap. Resta earried off the lion’s share of this lap money until his finish, in short, he had a two-to-one advantage over Aitken. It was perhaps this appetite for the lap money that was Resta’s undoing. True he set the pace, but it was a pace Aitken forced him to set. Drive as he would Resta could never get a car length ahead of Aitken. It was a heart-breaking ordeal for Resta. The racing wiseheads com- mented on how he drove. It was easily seen that he was maneuvering on the high

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The cars were well bunched on the first lap of the 100-mile. banked curves for an advantage,

er poe ne. a ae * 7 wags, Fo Mes on aE, 50-MILE SHEEPSHEAD BAY RACE FINISH TIMES but that advantage never came. pjace Car Driver Time Speed Whatever track diplomacy Resta 1 Delage ......... yer 28:49.59 104.2 exhibited Aitken duplicated and 2 Duesenberg ....Milton ........ 30:15.8 99.25 , 1 aded to it 3 Pugh ..... paces sccsecese 30:16.36 99.1 - ern unstances —— ficegs 4 Duesenberg ....Deviin......... 30:17.11 99.0 Occasionally Aitken would ride 5 Hoskins ........ Hughes ....... 30:31.40 98.25 particularly high on the steep 6 Crawford .......Muller......... 30:32.4 98.15 bank and then swoop hawk-like 7 Crawford ....... Kline a eeeeenes 31:09.65 96.5 after the Italian and cross the , tape a length in advance. Resta, aroused, A. A. A. Championship Standings would reclaim his position on the back Aitken ........3,.440 Le Cain........ 120 2 8 . Sn. 2 beanie eee 3,200 RE SO stretch, perhaps to lose .it in the home- piccenbacher ...2'210 Toft ........... 7D stretch. Aitken played every card he could De Palma...... 1,790 Pullen ......... 75 : i Sn so sceese 1,120 ee 60 draw from his stock-in-trade of speedway OO” Seer 690 A 5D ’ : Henderson ..... 667 Stringer ....... 5D knowledge. It was this expertness that Giiyin........” 645 — to see duplicated. : Delvin seooocccce 140 Muller rerseeees 20 Nature could offer nothing finer as a Klein......... . 125 Benedict ....... 30 setting for so historic a conflict. For days the sky was the finest autumn blue and to- day seemed better than all previous days. There was scarcely a breath of wind. Not a cloud blotched Heaven’s blue. It was such a day as any bride would crave as a wedding setting. Nature was strong, but human following weak. The sprinkling through the huge double-decked grandstand was pathetic. Conservatively not 5,000 saw the race from the stand. In the bleachers was a smaller number. The in-

field had less than 150 motor ears. It was no attendance for so great a conflict. En- thusiasm was lacking and those outbursts of cheers that Aitken and Resta merited were wanting. When Aitken finished there was but a faint ripple and it was not until he pulled up beside the pit after having traveled an extra lap or so for safety that the stand seemed to awaken to the oceasion and greeted the victor with a respectable cheer. A performance which came so near nailing a world’s record to this speedway nad ~

Lewis pushes his disabled Premier to the pits

November 2, 1916

This shows Resta and Lewis leading the field deserved more exultation, but un- Prize fortunately the stands were not $1,000 well enough advised during the ro progress of the race, and maasy 309 Who might otherwise have been 200 at white fever heat were parden- None ably lukewarm. poems Figures best narrate the con- sistency of the struggle: For 30 miles the speed was over 109 miles per hour, It started at 106.2 for the first 10 miles, jumped to 108.8 at 20 miles, was 109.3 at 30 miles, rose to 109.6 at 40, varied to 109.5 at 50 and was then pulled down to 106.2 at 60, due to stops for tire changes by both Aitken and Resta. With Resta out there was not the incentive for Aitken to con- tinue at his previous paces and we find the average remaining at 106.2 at 79, then dropping to 106 flat at 80, rising to 106.1 at 90 and finishing at 105.95 at the cenutry. World Record Just Missed Had Resta remained a few laps longer, or had Galvin’s Premier or Wilcox’s Peu- geot been a bit faster the record flag that has waved over Brooklands for so many years would unquestionably have been lowered. Had Aitken’s pit managers been better coached the record bunting might have been brought to these shores, but reflection is useless. It is too late. The opportunity has passed. We must wait for another day. Wilcox, in a Peugeot, and Galvin, in one of the new Premiers, deserve special mention. Galvin drove a consistent race. He made no stop. Lap after lap he varied but little and while lost sight of in the Aitken-Resta episode he played a strong part in the complete setting. Premiers cov- ered themselves with honor in finishing so well in such fast company in the first year of their racing career. Wilcox had scarcely such good fortune. He had to stop at 46 miles to change a right rear. Up to that time he was always one of the first three. The order of passing the grandstand was: Resta, Aitken and Wilcox, or Aitken, Resta and Wilcox. Wil- cox was rarely over 100 feet baek of the

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November 2, 1916 EE Among “those present” were, from left to right, Mrs. G. Rickard, Mrs. Kermit Roosevelt and Mrs. Theodore Roosevelt, Jr.; standing, Kermit Roosevelt and G. Rickard His tire change was not so good as either Aitken’s or Resta’s. He con- sumed 25 precious seconds. After that he was never alongside of the leaders. The also-rans divided honors, four of them finishing within the money, the cash being divided between a field of seven. Maxwell, Duesenberg, Benedict and Hoskins shared the remaining positions in the order noted. With the exception of the Maxwell the other three used Duesenberg motors, so it might be classed as a Duesenberg day in this part of the field. With the exception of the Hoskins all averaged over 100 miles per hour. Henderson, in the Maxwell, was less than 1 second ahead of De Vore, in the Duesenberg. Unfortunately this hard- fought duel for 100 miles was lost sight of by the majority of the spectators. It was a race within a race, and staged as a separate attraction would have been a grandstand thriller from start to finish. Some Favorites Among Unfortunate The tale of the unfortunates, those that started but stopped before the allotted time embraces the names of favorites and others. Rickenbacher’s Maxwell went out with a broken piston before the race was one-half over. He traveled up with the first group pursuing the Aitken-Resta duet. Vail’s Super-Six Hudson went out at 20 miles with a burned connecting rod bear- ing. Le Cain’s Delage was out at 40 miles with valve trouble. The Lewis Premier stopped with ecar- bureter trouble at 50 miles and did not continue. leaders. Of the other twenty-one starters the majority were running when the seven that carried off the money finished and were then flagged off the course. Of the two Crawfords, one stopped with earbureter trouble and the other was run- ning at the finish. Today’s race did not afford sufficient data to secure a correct estimate on how cord tires endure at a pace of 109 miles per hour or higher. Only two definite cases are at hand, that of Aitken’s right rear at 56 miles and Resta’s right rear at 64 miles. It would scareely be correct to draw deductions from these two examples. In the 250-mile Astor Cup race on this A bear cub was the mascot co ~waed” Tae x Peas . a wae ee ae ; oo Resta changing tires at 64 miles. speedway a month ago Aitken did not change a tire in that distance, but he rarely traveled at an average of over 105 miles. Today, for 30 miles, he averaged over 109 miles per hour and these added 4 miles appear to have had a serious in- fluence on tires. One factor entered into today’s race that yas wanting 4 weeks ago, namely that both Aitken and Resta did immeasurably more jockeying for favorable positions and so imposed a proportionately greater strain on the tires. They rode high on the banks to gain impetus on the stretches, a prac- tice which imposed an added strain on the eord pneumatics. The winner’s equipment included Good-. year cord tires, Miller carbureter, Hartford shock absorbers, K. L. G. spark plugs, Bosch magneto. Oilzum was used. All who finished also used the Miller ear- bureter. Lecain Takes Consolation Race After the 100-mile curtain was rung down there was a consolation race of 50 miles for those not finishing in the money in the big show. Eleven cars started in this race which proved an easy victory for Leeain, in the Delage, which averaged 104.2 miles per hour for the distance. No rec- ords were broken and it was a procession from start to finish. The race divided it- self into three groups. Lecain, in the first group, making a runaway of it. He lapped a goodly portion of the field at 26 miles and had the entire field a lap back of him at 44 miles. He did not have to stop and gen- erally was ‘alone on the track excepting when lapping the two groups into which the field divided itself. The first group was made up of a Craw- ford, driven by Kline, Milton’s Duesen- berg, Meyer’s Pugh, and Devlin’s Duesen- berg, running a lap back. The second bunch ineluded Hughes’ Hoskins, Vail’s Hudson—on five cylinders —and Muller’s Crawford. Both of these groups were very considerably slower than the winning Delage. He went out with a broken crankshaft 2 miles lteter

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To Decoy Gas Frauds Massachusetts State Sealer to Ask for Four Testing Cars For His Use Each Machine to Have Accurate Measuring Tank Built In OSTON, Mass., Oct. 28—Gasoline deal- ers of this city will no longer give short measures if the plan of Thure Han- son, state sealer of weights and measures, works out. He will ask the legislature, at its next session, for four motor cars to act as snares for the dealer’s measure fraud. Hanson proposes to have each car equipped with a decoy tank made of glass, which will be marked in quarts and gal- lons like a graduated scale of a druggist. These tanks will be connected with the filling pipes of the regular tanks in the ordi- nary manner and so concealed that any gasoline dealer will think he is filling any ordinary car tank. When a purchase has been made the inspector can tell at a glance whether he has received more or less than he purchased, and it will be impossible to refute the evidence as presented by the tank because it will be so constructed that its accuracy will be beyond question. Massachusetts will be the first state to take the matter up in this way. Commis- sioner Hanson has received many com- plaints from motorists that they were not getting full measure, and he has had his men inspect more than 1,000 pumps, some of which gave too much and others not full quantity. The cars with the glass tanks will work in different sections of the state so that it will be possible to inspect a large number of pumps. COAST THEFTS AFFECT INSURANCE Los Angeles, Oct. 27—Because of the constantly increasing number of thefts of motor cars in California, the insurance un- derwriters are contemplating an increase in the rates on this risk. It was an- nounced by an officer of the Pacific Auto- mobile Underwriters’ conference that the increase might be as high as 200 per cent unless the police authorities show such activity in making arrests and obtaining convictions that the conference would have reason to believe the loss for the coming year will be less than for 1916. OHIO CONTESTS TRAFFIC CODES Columbus, O., Oct. 30—The traffie code recently adopted by the Columbus coun- cil will be regarded as unconstitutional, at least in parts, if the Ohio Supreme Court upholds the decision of the Court of Appeals at Fremont, O., which has de- clared against a somewhat similar ordi- nance passed by the Fremont council. City Attorney Scarlett appointed Jos- eph A. Godown, special counsel in the city 24 law department, to assist the attorney of Fremont in defending the case in Supreme Court, following a request by Fremont of- ficials. Mr. Godown had an important part in drawing up the Columbus code and in safeguarding it by legal provisions. The Fremont case involves the power of a municipality to pass an ordinance mak- ing it a municipal offense to operate a motor car on city streets at higher rate of speed than that fixed by state law. The object, it is understood, of both ordi- nances, is partly to bring into the city treasury the fines assessed against of- fenders, which formerly went to the coun- ty. It is estimated that the Columbus code, if it stands, will bring at least $5,000 a year to the city. PUZZLE: WHAT IS GASOLINE? Los Angeles, Oct. 27—The question ‘*What is gasoline?’’ is a stumbling block in the way of the state weights and measures department to force dealers to give full measure in selling gasoline. All the municipal weights and measure de- partments also are in a state of perplexity on the subject. The claim is made that if dealers do not care to sell gasoline, there is nothing to force them. They can sell distillate, and many of them are said to be doing it. Others mix the two and, it seems, the state is without authority to act, because no legal definition has been incorporated in the statutes as to what is gasoline. RECOVER STOLEN CARS Los Angeles, Oct. 27—With the mayor of the city, chief of police, president of the Chamber of Commerce and other dig- nitaries looking on or actively participat- ing, the return of twenty motor cars that had been stolen from their owners was marked by an elaborate ceremony. The cars had been recovered through the agency of the theft bureau of the Automo- bile Club of Southern California. The wholesale thefts are assigned to an or- ganized gang, which is believed to have been disrupted by the arrest of the lead- ers after a thrilling chase across a desert. INFORCE AUTO-LOCK ORDINANCE Detroit, Oct. 29—The police in this city are inforcing the city ordinance that re- quires all car owners to lock their cars if left unguarded. Several machines which had been parked beyond the legal limit had been taken to headquarters and found to be without locks, in consequence of which a vigorous prosecution of of- fenders has been announced. It is expected that the inforcement of the law will result in a decrease of lar- cenies which have lately become more fre- quent. The ordinance does not apply to the downtown district alone, but includes every section of the city where the opera- tor leaves the car unguarded. November 2, 1916 Seek Fender Indorsement Chicago Ordinance May Become Effective by January | If Sanctioned Truck Owners to Fight—Say De- vices Impractical HICAGO, Oct. 28—Chicago motor truck C owners are mobilizing their forces to combat the proposed inforcement of the truck fender ordinance. Last July when the ordinance was adopted, 6 months were given in which to test out the various fenders which local concerns were making an effort to have indorsed by the police department. Chief of Police Healy has re- fused to give his indorsement to the de- vices submitted but the concerns who have fenders to offer have gone over his head and in fact ahead of the ordinance and had an amendment passed in the city council in an effort to get their certificate of ap- proval November 1 instead of January 1. Truck owners and their organization, the Motor Truck Owners’ Association, are preparing to fight the ordinance. During the last 2 or 3 months truck owners have attempted to purchase fenders for the pur- pose of making tests as to their practi- eability, cost to keep in-repair, and general operation, and the association believes that these attempts have stirred up the fender makers who want to get city endorsement prior to the original limit given. So far no one has been able to purchase fenders from any of the firms seeking certification and the Motor Truck Owners’ Association voices the opinion that the fender makers want city indorsement in order to interest capital to manufacture. Fenders Are Impractical Secretary Ertsman, of the Motor Truck Owners’ Association is emphatic in his statement that the fenders are impractical from a mechanical standpoint and also from the standpoint of increasing safety. He says the type of fender is practically the same as the ones used on street cars several years ago and which the street car com- panies found to be responsible for more accidents than for lives saved. He says the constant vibration in a motor truck moving over rough streets would soon put such a fender out of order and he believes that were any of these suggested fenders adopted, their saving of life would be an exception rather than the rule. The ordi- nance specifies that 4%4- and 10-inch clear- ance and Secretary Ertsman points out that the majority of drivers would keep it at the 10-inch position, in which case a person would be likely to go under rather than fall upon the fender. If a 41-inch clearance were used, the fender would be so low that in passing over bridges, rail- road crossings and other uneven places that it would very likely be damaged. Saw

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November 2, 1916 Four local companies and one from Min- neapolis are bidding for favor from the eity council. Fundamentally, the device that each proposes to make is the same. The Truck Owners’ Association will meet November 1 to discuss the situation, but no action will be taken against the pro- posed inforcement of the ordinance until after January 1, 1917. ST. LOUIS HAS NOVEL JOY-RIDERS St. Louis, Mo., Oct. 30—Another form of joy-riding has been discovered by the Automobile Manufacturers’ and Dealers’ Association, who will take steps to check it. One truck firm, a member of the organization, reported the loan of a demonstration truck for proving its abil- ity to do some work for a local firm. After 3 days the truck firm learned the supposed prospect was an habitual bor- rower of trucks and that, as far as could be learned, was not in the market until all demonstration trucks had been used. The advertising committee promised to announce a plan to check joy-riding in demonstration trucks this week. It is be- lieved that this particular firm has ob- tained more than 50 days’ work on the pretense of wanting demonstrations. The association will charge 50 cents ad- mission for the motor show to be given in February. This was decided at its Octo- ber meeting. Various members’ were called on at the meeting to give opinions of the open week held recently on the row, and with three exceptions, all ap- proved. COLE PRICE INCREASE ~ Toledo, O., Oct. 30—Prices on Cole Motor cars will be advanced Jan. 1, 1917. The amount of advance has not yet been stated. The present effective price which was announced last January is $1,595. BLAMES CAR FOR LESS REVENUE Boston, Mass., Oct. 28—President James W. Hustis, of the Boston & Maine Rail- road, tells his stockholders passenger rev- enues have decreased in the New England states in which the company operates, be- cause of the rivalry of the motor car. He says that while the freight receipts have been larger than ever the passenger rev- enues during the last year declined 3.1 per eent and during the last 3 years there has been an increase of 94 per cent in ears or 31 per cent each year. New Hampshire leads the other states in the New England group in per capita owner- ship, and in that state the railroad has a long mileage and attractive resorts to draw tourists. According to his report, at present based on registrations, there is one motor vehicle for every thirty-four per- sons in Massachusetts; every thirty in New Hampshire; every thirty-nine in Maine; every thirty-two in Vermont and every thirty-nine in New York. His report does not suggest any remedy, as he realizes that motor cars have come to stay and that they will increase each year. 25 Packard Builds Rapidly Bird’s-Eye View. of Plant Gets Out of Date While Being Finished 6.6 Acres of Floor Space Added During Last Year ETROIT, Oct. 27—Fourteen months ago the Packard Motor Car Co. ordered a bird’s-eye view made of their plant. When it was finished it was found to be old com- pared with the number of buildings added after the photograph was taken. The com- pany has endeavored, three times since, to secure a bird’s-eye view but always with the same result. The building construction has been so rapid and vast that each view is always one or two stories or buildings behind. During the last year, 6.6 acres of floor space have been completed, while 4 acres are under course of construction, making a total space of 58.2 acres of floor space that the company will utilize for the manufac- ture of its products. The buildings com- pleted recently cost $1,000,000 and those in the course of erection amount to $350,000. The company will have a total of 66 build- ings when all planned for immediate con- struction are finished. The plant operates on the progressive assembly and manufacturing system based upon six divisions arranged as follows: machinery; stock conveying; chassis erec- tion; motor assembly; enameling, and final assembly. | The final assembly is conducted in one of the new builings that parallels the stock rooms and is so situated that the bins can be loaded with fifty car lots of various stocks at one time, and the workers are never forced to move more than 7 feet from the stock supply. Both floor and overhead trolley conveyors are in use. The bodies are lowered onto the chassis by means of the overhead system. The company employs 12,000 men and plans to use 15,000 when the buildings now being erected are completed. They do much for their employes and have com- menced several schools besides erecting a clubhouse and baseball grounds. The schools include courses for salesmen, truck manufacture and motor work, and also the teaching of English to foreigners. Students can learn shop mathematics, me- chanical drawing and other engineering work, so that they become eligible for pro- motion to the engineering department. Classes are held at night and at present in- clude more than 250 pupils. Five teachers, experts in the various engineering branches and holders of responsible positions in the factory, have charge of the classes. A factory hospital under the supervision of a staff of four surgeons and three nurses is connected with the plant, and all em- ployes must undergo an examination be- fore they receive employment. They are then entitled to hospital treatment if they receive injury during their working hours. The company also organized and fosters what is known as the Recreation League, for which they pay all expenses and have erected a club and athletic field. Each year a picnic is held for all employes and is usually attended by from 10,000 to 15,000 people. UNITED MOTORS PURCHASE Lockport, N. Y., Oct. 30—The Harrison Mfg. Co., capitalized at $250,000 and em- ploying about 250 hands in the manufac- ture of automobile radiators was_ sold Monday to the United Motors Co. It is stated that the deal involved $1,000,000. The Lockport radiator is the invention of Herbert C. Harrison, president of the Harrison company. The concern started here five years ago. Officers of the Harri- son concern will try to retain the plant. NEW STEEL TUBE CO. Detroit, Oct. 29—The Michigan Steel Tube Products Co. has been incorporated for .$300,000 by Charles E. Miller, Howard A. Flagg and Frank Kritz, all formerly with the Standard Welding Co., of Cleve- land. The new concern will manufacture steel tubing. MAXWELL OLD-CAR SERVICE New Castle, Ind., Oct. 30.—The Stand- ard Motor Parts Co., New Castle, Ind., has completed arrangements with Maxwell to take over from the latter service and repair departments, together with all stock on all Maxwell models, with the exception of the current model. In the deal just closed, the New Castle company has taken over the Maxwell-Briscoe, Maxwell 4-35, Maxwell 6-50 and Everett cars. DENVER GASOLINE DROPS Denver, Colo., Oct. 28—Motorists have been made merry this week by another 1- cent drop in the price of gasoline, which is now retailing at 21 cents at all the filling stations and many garages. Some garages charge a few cents more, on the ground that they handle gasoline mainly as an accommodation and cannot afford to bother with such a small volume of busi- ness for the 2-cent margin of profit main- tained by the regular filling stations. The wholesale price to the filling stations and garages is 19 cents, while the price direct to consumer from the oil companies’ tank wagons in 25-gallon lots or more is 20 cents. No unusual reason is given for the de- erease in price. This is the fourth reduc- tion of 1 cent within the last 3 months, following a long period when the retail price stood at 25 cents: The other changes took place August 14, September 8 and September 26.

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26 Empire Worms Increase 400 Per Cent Company Plans to Produce as Many Axles in 4 Months as in Whole Year UNKIRK, N. Y., Oct. 30—That the motor car and truck axle manufac- turing companies are sharing in the general prosperity of the country is manifested in a statement made by the Empire Axle Co. that it will put out as many axles in the first 4 months of the coming year as it did in the whole year of 1916. It has increased its daily capacity in worm-drive axles more than 400 per cent over that of a year ago. Increased demand and production necessi- tated an increase during the year of 54,600 square feet in factory space, centered main- ly in three new buildings, 85 by 110, 30 by 50 and 85 by 100. The first building is being used as an assembly plant, tool mak- ing and some machine work; the second is an addition to the assmbly plant, used as a forge shop; the third is not yet built, but will be used for the machining of castings, ete. Keeping in line with the general im- provement in working conditions of the modern factory, the company has made several important installations in its plant. Scientific sanitary facilities for its em- ployees in the way of steel lockers, shower baths and special lavatories have heen added. Bulletin boards displaying new safety-first ideas, safety appliances and guards on all machinery are provided also. The gradual increase in its business has made necessary two shifts throughout the plant. The heat-treating department has been operating night and day for the last 6 months. ACCEPTS MAXWELL CHALLENGE Detroit, Mich., Oct. 30—George H. Maines, Flint, Mich., has notified the Cun- ningham Auto Sales Co., of this city, that he accepts the challenge to pit a Maxwell stock car against any other car selling for Hupp capital-to-capital car en route to Boise, Ida. Jormations known as Castle Rock $1,000 or less in a speed and economy race in Michigan. Mr. Maines accepts in behalf of a Chevrolet and suggesis a race from Detroit through Pontiac, Flint and Lansing and return to Detroit by way of Jackson. MAXWELL DRIVERS RESIGN Indianapolis, Ind., Oct. 31—Rickenbacher end Henderson have resigned as drivers of Maxwell racing cars. Both wiil be at the wheel of the sixteen-valve Duesenbergs which William Wakeman has entered in the coming Grand Prix race on the Pacific coast. ALFORD JOINS NASH Kenosha, Wis., Oct. 30—W. H. Alford is vice-president and comptroller of the Nash Motors Company, manufacturers of Jeffery motor cars and trucks. He re- cently resigned as comptroller of the Gen- eral Motors Co., which office he held for four years. HUPP TOURISTS REACH PACIFIC COAST Iresno, Cal., Oct. 30—Special telegram— The Hupmobile United America good roads car reached Fresno Monday morring after a week spent in California, during which a cetour was made from the regular route to take in San Francisco and Los Angeles, as well as to travel over both tte coast anid valley routes to southern California. rom Sacramento the tourists went to San Francisco, where they were guests of the Lincoln highway officials. Next tbey pro- ceeded to Santa Barbara, where the film people took charge. Harry von Meter, one of the American stars and an enthusi- astic motorist, met the party at Santa Barbara and escorted them to Universal City, where they were the guests of Vice- Among the picturesque typical western November 2, 1916 President H. O. Davis. In welcoming the tourists Mr. Davis said that while he was not a governor he was proud to be an of- ficial at one of the ‘‘film capitals’’ of the world. He spoke of the good roads movement as a means of helping the cir- culation of films. At the Los Angeles city hall, the message from Mayor Rolph of San Francisco was delivered to Mayor Woodman of Los Angeles. Sunday the party started north for Carson City, making Bakersfield for the night stop. Carson City will be reached Tuesday noon and Reno Tuesday night, where they will be guests of Reno’s com- mercial club. Every member of the party is enthusiastic over California roads, which they say are the best of any state so far visited. The total mileage to date is 9,756 miles. HIGHWAY MARKED TO OMAHA Omaha, Neb., Oct. 30—Work on remark- ing and standardizing the official road signs along the Lincoln highway has been discontinued for the year due to the ap- proach of winter. The two Overland cars, carrying the sign painters, have been working westward since early spring, and have so far completed 1,750 miles of their work. Eight thousand markers were placed along the highway during the year. All right and left turns were clearly indicated. A similar painting trip will start from Oakland, Cal., next spring, traveling to Salt Lake City and east along the high- way. RAILWAY WATCHES DRIVERS Boston, Mass., Oct. 29—In an effort to make motorists obey the law that pro- hibits drivers from passing a street car when it is taking on or leaving off pas- sengers the Bay State Street Railway Co. has now given orders to all its motormen and conductors to take the numbers of such drivers and make a full report of the occurrences to the company. The officials will then determine whether to write to the offenders or to have its attorneys sum- mon the drivers into court. As the com- pany operates from Manchester, N. H., down through Eastern Massachusetts to Rhode Island, covering all the cities and towns, it will have a good chance te break up the practice. K. C. HAS TRAFFIC TROUBLES Kansas City, Mo., Oct. 30—Kansas City is having a serious time securing new traffic regulations. The legal department of the city has prepared an ordinance that represents much hard work and study and that, in general, has the approval of many factions. The Automobile Club’s position is having a great deal of effect in support of the proposed ordinance, though the club is neutral. Some assume that if the proposed law were not satis- factory to motor car owners, the club would object strenuously and that if there

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:- s- = “ss ¢ @&| @ @©O Fe = Oem Os November 2, 1916 were any better ideas than are displayed in the ordinance, the club would present them. The merchants insist that they want their patrons to have the privilege of parking their cars on the business streets while they shop. They do not object to the exclusion of parking from downtown cross streets which are very steep and mostly have car lines. But they want the privilege of parking on Eleventh, Petti- coat Lane, the street recently pictured in Motor Age.

SCHREIBER TO MANAGE NEW BRANCH St. Louis, Mo., Oct. 30—William Schreiber, who has been connected with the Paige, Premier and other distributing agencies here, will be manager of the new factory branch of the King Motors Co., which is to open here. A service station, carrying a complete set of parts, will be in charge of a factory expert. The sales- room will be opened this week.

CANADIAN SERVICE POLICY Montreal, Que., Oct. 30 — A standard service policy will probably be adopted shortly in this country, following the adoption of standardization in the United States by motor car manufacturers. <A standard policy has been drawn up and sent to the manufacturers for approval, and they already have indorsed the policy, and its general use by manufacturers is thought to be assured. A framed copy of the policy will be hung in the salesroom so that buyers will have an opportunity of. seeing just what to expect in the way of service.

SHAW TAXI INCORPORATES New York, Oct. 30.—The Shaw Corp. has been formed in New York with a capi- tal stock of $900,000 in preferred stock and 40,000 shares of common. The new enter- prise will hold the entire capital stock of the Walden W. Shaw Livery Co., the Shaw Cab Mfg. Co., and the Yellow Cab Co., all operating in Chicago. As rapidly as possible 700 new yellow cabs will be constructed, bringing the total to an even 1,000, according to the company’s plans.

VANDERBILT OBJECTIONS VANISH Los Angeles, Cal., Oct. 28—It is an- nounced by officials of the Santa Monica Chamber of Commerce that the objections of property owners along the roads to be traversed by the Vanderbilt Cup and In- ternational Grand Prize races, November 16 and 18 to use of the thoroughfares for this purpose will be overcome amicably and there will be no postponement of the contests due to this cause. The trouble that has arisen is attributed to the fact that a part of the famous Santa Monica course is in a district recently annexed to the City of Los Angeles and there is an ordinance prohibiting the use of any city streets for motor racing purposes. 27

Cars Are Declared Cause of Paralysis Infantile Disease Said to Be Traceable to Motor Vehicle INCINNATI, O., Oct. 28—According to Dr. Thomas F. Harrington, Deputy Commissioner of Labor of Massachusetts, infantile paralysis may be traced to the in- troduction of the motor car. He is well known in medical circles. The paper was delivered before the American Public Health Association at its annual conven- tion in this city. Dr. Harrington said that until the in- troduction of the motor car there were no epidemics of infantile paralysis, and he suggested that the government assume control of the use of the fluids to prevent illness. He gave results of investigations made by his commission in Massachusetts on deaths from poisonous gases. Among other things he said: ‘‘TIn addition to cases of poisoning in munition plants, there were seven cases, with four deaths, from benzol poisoning in motor ear tire making factories, and four cases, with two deaths, due to fumes from the use of nitric and sulphuric acid.’’

EMERSON GETS FACTORY New York, Oct. 30—Special telegram— The Emerson Motors Co., this city manu- facturer of the Emerson four-cylinder ear, deliveries of which are soon to start, has purchased a factory in Kingston, N. Y., where the car will be produced in quanti- ties. The factory purchased last week is known as the Peckham plant. The deal for it was made with Almirall & Co. This factory, when equipped, will have a capacity of 100 cars a day. There is a machine shop 424 by 70 feet; a main fac- tory, 487 by 224 feet will be used for assembly purposes; and in addition four warehouses with floor area of 70,000 square feet. At present there is no machinery in the plant, but as soon as the floors are finished machinery will be installed. Besides this new plant the company has a factory at Long Island City of 18,000 square feet, where the first 100 cars will be built. The Emerson Co., early in Oc- tober, placed its contract for the manufac- ture of 500 motors with an outside con- cern. These motors are to be delivered by contract before January 8 The company has already built ten cars, which have been running for _ test purposes. More than 100 frames are already on hand and the other 400 are on the way to the factory. The 500 bodies are well under way and will be delivered by December 20. Ninety axles are on hand, and two carloads are in transit. All the 500 will be delivered by December 21. There are 100 gearsets, 200 sets of springs and 300 sets of lamps on hand. Starters are to be coming through at fifty a week. The same stock of parts applies to many other minor components of the car. The finances of the company October 1 are shown by the audit report of the Amer- ican Audit Co., this city, which shows liquid assets at that date of approximately $551,000; cash on hand, $307,447, and se- curities, $182,000.

Reproduction of Mexican border scene in C. S. Henshaw’s window at Boston, Mass. Mr. Henshaw is agent for the Dodge

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28 November 2, 1916 Independent Oil Men Want Kerosene Relief Committee Indorses Two Devices—Relation to GOOD idea of the oil industry and how it is affecting gasoline produc- tion was given by H. G. James, secretary and general manager of the Western Petro- leum Refiners’ Association, at the recent meeting of the Independent Oil Men’s As- sociation in Chicago. As reported in the last Motor Age issue, the independent oil men are considering a plan to convert exist- ing gasoline cars into kerosene cars. M. J. Byrne, of the gasoline relief committee, which was appointed last April, strongly indorsed the device invented by John Good and that owned by the Holley Bros. Co., Detroit. Professor Lucke, head of the engineer- ing department of Columbia University and also a member of the gasoline relief committee, discussed the subject of kero- sene devices very fully in a paper read at the June meeting of the Society of Au- tomobile Engineers this year. On that oc- easion he stated that the problem of suc- cessfully burning kerosene in an ordinary motor car engine has been solved. The Good vaporizer uses a heating de- vice consisting of a very long venturi with- in the exhaust header. The intake mani- fold is directly beneath the exhaust, so the gas does not have to pass around the cyl- inders to get to the intake valves. The throttle is placed between the spray nozzle of the carbureter and the vaporizing ven- turi. One of the main features is the length of the venturi, which per- mits a very high velocity in the front, while it does not cause the great drop of pressure and, therefore, limit the possibilities of cylinder filling. The engine can be started as on gasoline. En- gine and burner start simultaneously. In cold weather, Professor Lucke says, there is less starting trouble than with gasoline. In regard to these two kerosene devices, Mr. Byrne said: Assuming that the duty of the committee is to locate and designate such processes or devices as in the judgment of the members are best cai- culated to— (1) Suggest a plan for producing more or cheaper gasoline; or (2) Provide by mechanical means a method by which kerosene or some other known fuel, less expensive than gasoline, may be made com- mercially practicable; or (3) Provide a new substitute fuel capable of competing. We have endeavored by advertising in oil trade and other journals to enlist the interest of inventors and manufacturers in our research to the end that all known devices might be brought to our attention and at the same time lend stimulus to others whose dormant plans by encouragement may be brought to fruition. It is not our purpose to criticise any scheme but rather to report the result of our findings with such recommendations as these may seem to war- rant. It is our opinion that for the time being at least kerosene offers the most hopeful source of fuel supply for motor use and its application, therefore, is among the very serious problems confronting the engineering experts of the time. From many which we have had under consider- ation no others have seemed to offer so much encouragement as the invention of John Good, Brooklyn, N. Y., and a device owned by the Holley Brothers Co., Detroit, Mich. These, we feel, merit, and should receive, our recommenda- tion as well worth encouragement and support. The latter company is not interested in indi vidual sales nor are they prepared to take indi- vidual orders, but prefer to sell their product in quantities to manufacturers. The Good inven- tion, on the contrary, is available to those who may apply. Mr. Good is not interested to the extent of desiring to promote the commercial purchase and sale of his patent. He might co- operate with anyone desiring to make use of it as a producer of Kerosene appliances under his patents or to alter existing gasoline motor cars and boats to operate on kerosene. We have in- formation that many motor car manufacturers are experimenting with these and other schemes; their interest has been aroused and pretty gen- era! adoption of kerosene equipment will follow as fast as the encouragement and assistance of related interests warrant. We think it not impracticable for this associa- tion to help the user of one of these schemes directly by inducing garage men and repair shop people to convert existing machines by applying either or both of the above systems instead of requiring owners to buy new machines for the purpose—this would take too much time: Of one fact I feel convinced today, that as the gravity of gasoline has been reduced from 70 to 60 within a decade and as gasolines of high boiling point are in successful use today, whereas they could not have been employed 5 years ago, it is only a question of time when motor cars must be so constructed as to permit of their starting with gasoline and of the continuance of their operation on kerosene, or perhaps a refinery Gasoline Industry Discussed product that will permit the manufacture of a vastly higher percentage of so-called gasoline from crude than is done today. H. G. James does not think the gasoline producers are to be blamed for the high cost of gasoline, but rather are to be thanked that it is not higher. In regard to crude oil and its effect on the gasoline industry, he said: There have been 79,312 wells drilled in the mid-continent field. Approximately 43,000 of these are now producing. If the developed pro- duction of the field is 380,000 barrels a day, then the average daily production of all the wells, including Cushing, Augusta and other gushers, is less than 9 barrels. The older the field grows and the larger the number of small wells, the higher the market price of crude must climb. I think it is safe to say that the average daily yield of at least 37,000 of the 43,000 producing wells in the field is from 2 to 3 barrels, so that the average of the 6,000 biggest wells in the field, including all the 2,000- to 10,000-barrel gushers. is less than 4S barrels a day, and this is based on a daily yield of 380,000 barrels. My purpose is to show that the inevitable tendency must be toward a higher crude market and, therefore, a consistently higher gasoline market. In the eastern fields, where the oldest wells with the smallest output are, the crude market never gets below $2.25 a barrel any more, and most of the time it is above $2.50 a barrel. And in that territory gasoline prices are uni- formly high. We may fume and insist that the eastern gasoline market should be the same as the western, plus freight; but it must be patent to any student of economics that just so long as it is necessary to maintain a $2.50 crude market to make it pay to pump thousands of stripper wells, just that long is this influence going to have a greater power in fixing the gaso- line market than any local conditions that may obtain in the mid-continent field. And by the same manner of reasoning it is equally true that as the number of old wells of small caliber in- creases in the mid-continent field, with equal ratio the crude market will succeed to perma- nently higher levels. There may be periods of overproduction, but I doubt very much if this field ever again sees 50-cent crude. I would more expect to see the dollar market the minimum line. It is doubtful if the average oil man, to say nothing of the average consumer, fully realizes the remarkable evolution that has taken place in petroleum in the past 4 years. The total pro- duction of the United States has increased dur- ing that time from 222,935,044 barrels in 1912 to 301,000,000 barrels in 1915, an increase of 78,000,000 barrels, or 34.98 per cent, while the output of gasoline is at least five times as great as it wasin 1912. This isa startling statement. It shows forcibly the efforts that refiners have made to meet the situation. And I want to go on record as saying that, no matter if there do appear to be exceptional profits in oil products just now, it is mightily to the credit of the oil HI Wi tt Fe Arrangement of the Good kerosene vaporizing system, showing the long venturi V in the ea- haust header. Starting is accomplished on kero- sene by means of the electric light burner B, which heats the tube S in the inlet manifold. The detail sketches show the construction of the burner

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. Se eeew Se OU CU CRO 1 te DOOD OD de 7 OO November 2, 1916 fraternity that gasoline prices do not go higher. There was a great clatter and clamor about high prices a year ago and a federal investigation was held, but no evidence was adduced to incriminate the oil fraternity. The public has been, I might well say, wonderfully served. Gasoline in almost every turn in the road, never exorbitantly high, sometimes below cost, always a sufficient supply, and placed in the consumer’s car while he sits in his comfortable seat puffing a clear Havana. Let me ask you: Has any other industry with an increased demand for its product several hun- dred times as large as the increased supply of its raw material met the situation so promptly, with no inconvenience whatever to the public, rather increasing its service, and at the same time much of the while selling that product at a lower price than ever before? Today in the midst of a tremendous demand, the greatest ever known, gasoline is selling in Kansas City for 14.8 cents a gallon. And only 15 months ago it was selling in the same market for 7.8 cents a gallon. Kero- sene is selling in many markets today for 5 and 6 cents a gallon. I am not surprised, therefore, that the Federal Trade Commission has not yet issued its report. It would not surprise me if the report had been delayed because of the in- ability of the commissioners to find suitable terms in which to congratulate the fraternity upon its excellent performance. I cannot but feel it is more or less folly for us to waste our time in predicting the exhaustion of crude petroleum within any given limit. As far back as I can recall men have indulged in this form of speculation, and yet today we have more crude oil in sight than at any other time in the history of the business. Most of the time for years we have had a wasteful overproduction. It is estimated that Kansas, Oklahoma and the Gulf states have produced 960,000,000 barrels of petroleum and that these present fields, with- out further extensions, will undoubtedly produce 4,000,000,000 barrels more. I believe that the production of oil will continue indefinitely to meet demands. In addition to this in the mid- continent field we are averaging fully 100 per cent more gasoline from the same amount of crude than we did 3 years ago, and I believe that improvements in distillation and in refining processes generally will very largely increase this percentage, so that part of the increase in consumption will be taken care of in increased volume from the raw material. I know of one refinery that is getting more gasoline now from 5,000 barrels of crude a day than it got formerly from 17,000 barrels. Sees Need of Chemical Experiment And if I were to continue to enumerate the follies of 1916, I would say that possibly the chief mistake of this period has been the failure of the oil industry to delve thoroughly into the chemical possibilities of petroleum. Lately we have made wonderful strides. Through experi- mentation we have learned how to get larger percentages of gasoline from crude, and we have found we can make a better motor fuel of 57 or 58 gravity than we used to make of 60 pets and thereby increase the volume. But there is no doubt, in fact we know, there are many further possibilities in crude petroleum. I be- lieve that millions upon millions of dollars are being wasted in oil that is being used today as a cheap fuel product. I am in favor of the intro- duction of the most aggressive policy in the con- servation of this remarkably valuable mineral product. I do not agree with that class of men who believe the prices of gasoline have been too — My theory is that gasoline has been too ow. Permit me to call your attention to the fact that, according to official reports, the average price of gasoline per gallon of about sixty of the largest and leading refineries in the United States in 1915, I think representing the general market, was 8.7 cents per gallon. I submit that no fair-minded person could ask the refiner to put gasoline on the market at a lower rate. Ac- cording to the announcement of the Geological Survey, there were produced and marketed in this country last year 281,104,104 barrels of crude gil. If this crude distilled an average of 15 percent gasoline, and I am sure it averaged 30 per cent in the mid-continent field which produces 60 per cent of the country’s supply, then our gasoline production in 1915 was 1,770,- 955,855 gallons, which, at 8.7 cents per gallon, returned the refiners $154,073,159. The average tank wagon price of gasoline throughout the country in 1915 was 11.15 cents per gallon, or $197,461,577. Understand this was gross. All the expenses of transportation, handling and profit had to be paid out of 2.4 cents per gallon. This fact is referred to Mr. Ford. The value of marketed crude in 1915 was $179,462,890, or an average of 63.8 cents per barrel. The value of the total output of petroleum in the United States in 1914 was $214,125,215, and it is not unlikely when the value of the entire field in 1915 is computed it will reach upward of $225,- 000,000. This means that the petroleum pro- duction of the United States in 1915 was twice the value of iron ore shipments, more than twice the value of the gold output of 1915, almost six times the total valuation of silver in that year and practically an even competitor of copper. The total value of our manufactured articles in 1915 exceeded $26,000,000,000. Our agricul- tural products last year were valued at over 29 $10,000,000,000. I simply mention these figures to show the relative importance of oil which was an unknown quantity 60 years ago. Another of our follies is this talk of standard- ization of gasoline. Let us ask you: Of what earthly use would any law of this character have been last winter and spring when it was not a question of quality, but quantity? When gaso- line becomes scarce, everybody is going to get busy “lengthening the supply,’ regardless of law. When there is enough gasoline there is no need of regulating measures; when there is not siatnnh, no law can be made effective. On the other hand, a general gasoline specifica- tion is impracticable. The proposition is a twin sister to the common carrier law. The great variation in crude oil makes almost impossible workable specifications for either gasoline or neutral oils. For instance, there is almost 4 degrees gravity difference between gasoline made from Pennsylvania and western petroleum. aA 58 gravity gasoline made from Oklahoma or Kansas crude might prove perfectly acceptable, while if made from Pennsylvania crude would not suffice at all. Again there would be a mate- rial difference in gasoline made from Healdton, Cushing, Bartlesville, Chanute or Augusta crude, Each has its own characteristics and _ intrinsic value along certain lines. One gasoline with 400 end point might be much inferior to an- other of the same end point, so that if the law did specify the end point, its requirement would not always guarantee the quality. What I have said of gasoline specifications would hold true regarding neutral oils. A 200 viscocity neutral oil made from Pennsylvania crude averages from 31 to 32 gravity, but if made from western crude it averages about 5 degrees heavier for the same viscosity, and while it is 5 degrees heavier in gravity, it has also a lower flash in fire test. It would be necessary to have specifications for each grade of crude, or else use mixed crudes, and that would mean a great refining loss. There would be such a tangle and confusion with so little benefit to the public that it would not be worth while. Officials better direct their attention toward a solution of the kerosene and fuel oil questions—how to convert them into motor fuel. I contend that, so long as it is practically known that this can be done if the mechanical apparatus can be devised and in view of the oft-repeated assertion that our supply of petroleum is destined to be exhausted in 27 years and again in view of the astonishingly rapidly increasing demand for gasoline, it is little short of criminal to use these valuable products for cheap fuel. I insist that it should not be so much the concern how cheaply gasoline can be sold, but rather how far its sup- ply can be made to go, and how well we can con- serve the raw material. SCHULZ IS MERCER ENGINEER Trenton, N. J., Oct. 30—A. C. Schulz has been appointed chief engineer for the Mercer Automobile Co., Trenton, N. J. Mr. Schulz was connected with the Loco- mobile Co. of America as assistant chief engineer for 14 years prior to this change. A Correction In the first paragraph of a story concern- ing Charles Henry Davis, president of the National Highway Association, which ap- peared in the August 31 issue of Motor Age, it was stated he never sought sub- scriptions for road work. This was incor- rect, since he has raised much money by subscription. CAR SHORTAGE HITS SOUTHERN TRADE St. Louis, Mo., Oct. 30—The car shortage is hitting the motor car trade in a peculiar way in the south. In southern points it is almost impossible to get box cars, which seem to be centered at port cities. So dis- tributors from Atlanta, Memphis, Bir- mingham and other southern cities are shipping motor cars on flat, or open, cars, sending a watchman with each car. Freight ears for local freight use are so scarce in St. Louis local distributors are paying the fare of the customer to St. Louis and sup- plying a chauffeur to drive him home, This service extends to sales within 200 miles. Nearby sub-dealers come after their cars. The same practice is true in Memphis. MONROE INCREASES CAPITAL Detroit, Mich., Oct. 27—-The Monroe Mo- tor Car Co., Pontiac, Mich., has increased its capital from $250,000 to $1,000,000. New officers were elected at a directors’ meet- ing held Oetober 24 and include R. F. Mon- roe, president and general manager; S. W. McFarland, secretary and treasurer; S. S. Jenks, vice-president and manufacturing manager. The company plans to utilize its Port Huron plant for the construction of motors until some time in the future, when the plant will be moved to Pontiac. The Mon- roe company, which opened its plant in August, 1914, making its first delivery January, 1915, has heretofore been selling its product through the Chevrolet company, of Flint. It will sell its cars directly in the future. The company made 3,500 small roadsters in the last year and plans to turn out approximately 7,000 cars during the coming 12 menths, which will include 2,000 small roadsters with roadster, cloverleaf or sedan bodies and 5,000 4-cylinder tour- ing cars with either touring or cloverleaf bodies. Their prices will be $565 for the present roadsters, $635 for the cloverleaf roadsters, $965 for the sedan, $985 for the new touring cars with either touring or cloverleaf bodies. STUTZ ROADSTER $2,275 Chicago, Oct. 31—The price of the Stutz roadster is $2.275 instead of $2,550, as given in the Stutz Motor Car Co.’s ad in the October 26 issue of Motor Age. OWNER TELLS PARKING TROUBLES St. Paul, Minn., Oct. 30—The new city parking ordinance has brought out the story of one car owner’s experiences since he bought his car July 1 of this year. July 3 someone took a pair of blankets costing $22. August 30 his machine was run into by a backing car while at the curb; the repairs cost $7.40. October 10 boys climbed over the car, while it was parked, to watch a newspaper score board, and the paint bill was $30. At $1 an hour he spent a lot of money trying to start his engine after it had stood in the cold, he figures. The total cost from lack of parking facilities was $65.40. Had a garage been available for parking in the same period he would have saved $25.40. The new ordinance will re- lieve his troubles. CHALMERS CO. MAY RECAPITALIZE Detroit, Mich., Oct. 31—J. S. Bache & Co. and C. D. Barney & Co., both New York City stock brokers, have under considera- tion a plan for re-financing the Chalmers Co. Details are not yet definitely de- termined, but it is planned to increase the working capital by $5,000,000.

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30 November 2, 1916 Advocates National Traffic Body Would Have Committee Work Towards ILWAUKEE, Wis.—Editor Motor Age M —Motor Age is to be commended on its campaign for a standardized traffic code and I hope and believe it will see it through to a successful conclusion. City news- papers are always starting campaigns for one thing or another, which either fizzle out in a few days or are dragged out with a rehash of words until they become a bore with apparently little results, but I do not believe either case will be true of Motor Age. Discussion and work, or- ganized work, are what will be required to get results. These are the two underlying factors that have made the 8S. A. E. such a factor through its standards committee. Motor Age has started discussion, but only a portion of the work involved can be done from the editor’s desk or anyone’s else desk. I suggest that Motor Age have its best men of both its New York and Chicago offices appear before the organiza- tions which can exert strong influences in the right direction and to get not only their pledges of support but for action. There are thousands of societies of this kind but it would be nearly impossible to reach them all directly without a large expenditure of time and money. It is for- tunate, however, that in almost all cases these smaller organizations are banded to- gether in more or less closely knit national organizations. It is these national bodies, then, that should be induced to stir into action their constituent parts throughout the country. Of this class the first to come to mind is the A. A. A., whose organization of in- dividual clubs, state associations, with their own publications, and strong central body is ideal for the purpose. Another suggestion has been made by one of your correspondents, namely the Na- tional Chamber of Commerce, spoken of by C.F. Dunn. I am not sure that the various Safety First societies have a national or- ganization, but if not I think that they look to the New York society for inspira- tion since many of the local bodies were formed a few years ago through the ef- forts of Mr. Elliott, the public spirited sec- retary of that society. Again I am not sure about the organization of the chiefs of police, but I do know that there are state associations of these officers, for the Wis- econsin body recently met in this city and discussed traffic codes and headlight dim- mers. Between the lines of the letter from H. Jacobs is also the suggestion that the various leading highway associations might lend a hand. If a few public-spirited moneyed enthu- siasts would band together into a society or committee for standardizing traffic rules and finance a secretary and publicity bu- Uniformity of Regulations reau there would be great hopes of real accomplishment. The duties of such a sec- retary would not be to deal directly with the city councils and police departments, but to stir up, and keep stirred up, the na- tional bodies already mentioned and in the large cities such local organizations as city clubs, merchants and manufacturers’ leagues, ete., which can bring to bear so much local pressure, if they are only kept at it. The car manufacturers approved of a standard code at the recent meeting of the N. A. C. C. shows that they appre- ciated the good that would come to the in- dustry from such a move and it seems more than possible that the N. A. C. C. would lend financial aid to a secretary and pub- licity work as suggested. About half of the letters which you have published relative to the standardized traf- fic code have been merely in support of your campaign. I do not believe that there is a single person who has ever driven a car in more than one city who does not realize the present chaos of rules and will commend your action. I suggest, therefore, that those who write you in the future as- sume that you understand that they are with you and take the space for a discus- sion of specific conditions and the Eno plan. Otherwise Motor Age is going to find itself saddled with a dead page, which will soon be ‘‘passed up’’ by its readers as the weeks go by. In the note following Section 2 of Article 1 of the Eno ordinance it says: ‘‘ No traf- fic regulation should be more drastic than is absolutely necessary to insure reason- able safety.’’ That is assuredly the right attitude, but I certainly do not believe in the rest of the note, of which the above is a part. It seems to me that the times when a motor vehicle may reasonably pass a street car on the left are so very rare as to be negligible and I would strike out the last three words of Section 2, which say to pass to the right of the street car ‘‘if space permits.’’ If the rule is so loosely drawn as it stands there will be scooting Would Add Some Points — ISLAND, Neb.—Editor Motor Age —Your traffic regulations have been given careful consideration and I will say that the ideas contained therein are up-to-the-minute in every respect. However, several additions could be made, among them and the most important being that of speeding. No regu- lations, no matter how rigid, can be carried out successfully unless the speed is sup- pressed. : Our city has adopted all of the regulations mentioned in your suggested ordinance and has found that they work out very success- fully and that the problem of heavy traffic is solved.—T. M. Hansen, Secretary, Grand Island Commercial Club. around street cars on the left on the slight- est provocation, and I know of no more dangerous practice, particularly with near- side stops. Assume that a car is taking on a big load of passengers and a motor car wishes to cross in front of it, having ap- proached from the right. The motorman will often signal the driver to cross, as he knows that he will not start for a minute or so. The driver proceeds and just as his hood passes beyond the street car he is hit by another car which is passing on thé left side of the street car because ‘‘space did not permit’’ passing on the right, due to the people boarding the car. So many accidents happened in Detroit about 5 years ago from motor cars passing on the left side of street cars that for the last few years it is the one rule the viola- tion of which the police absolutely will not stand for and the Detroit police are fairly reasonable. I do not believe in having to wait behind every street car which is stopped for passengers if there is safe space for passing, but I do believe in waiting rather than passing on the wrong side. With left hand drive there seems to be a tendency for motorists to take the middle or even the left hand side of the street. This, of course, is in violation of the Eno and all other traffic ordinances. On the other hand, driving too close to the curb is also dangerous because so many people take one step off the curb before looking for traffic. The Eno rules cannot be im- proved on this subject, but Motor Age might call the attention of its readers to these two bad practices. In Article 7 the Eno rules prohibit the use of vehicles under certain conditions of load, ete. It is a good provision, but it seems as if there also should be a clause about special police permits, which would allow some of these loads to be moved at certain hours of the day or night and un- der certain conditions of supervision. I am thinking of the transportation of build- ing and bridge trusses, ete. In Section 5, Article 7, it says that a machine shall not be left standing with the engine running unless in charge of the operator. I would change the words ‘‘the operator’’ to ‘‘an operator’’ so that the clause might not be more drastic than necessary for if any friend leaves the wheel to go into a store, keeping the en- gine running, and I sit in the driver’s seat while he is gone the public is just as much safeguarded as if I were the operator. I am entirely at a loss to know the mean- ing of Section 8 of the same article, which says: ‘‘Coasting is prohibited when dan- gerous.’’ Does this refer to throwing out the clutch or killing the engine and coast- ing or does it apply to winter coasting with

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November 2, 1916 sleds and bobs? If it means the first, as it seems to, I should like to learn under what conditions coasting is so dangerous as to demand a special section in the ordi- nance. As there is no clause in the Eno code relative to accidents, I think one could well be added defining the driver’s duties as to stopping, giving aid, ete. Along the same line it should be required by law that any passing car must take an injured person to a hospital when requested to do so by an Officer. There are several conditions of city driv- ing that are not covered by the Eno ordi- nance, which I think every one would like to have standardized, such as the position in the street of the traffic officer, the meth- 31 od of passing the officer, and rules for turn- ing corners to the right and left. I have had a chance to study by experience the traffic rules of Detroit and Milwaukee and they differ on each of the points mentioned. The Detroit officers stand as near the cen- ter pivotal point as possible with one stream of traffic passing behind them, whilé in Milwaukee they stand too near the curb to go behind them and so far out that one often has to swing on to the car tracks in order to pass in front of them. This posi- tion in itself, together with the non-uni- formity between cities, I believe to have been largely the cause of the killing of a Milwaukee officer recently by an out of town driver. At street intersections in Detroit one can always turn to the right into the cross street without a special signal from the offi- cer but must draw up beside him and wait for him to change the direction of traffic before turning into the street to the left. In Milwaukee one cuts across his own line of moving traffic when turning into a street to the left—that is, one tries to do so but nobody seems to want to let him through. It is simply a case of scrambling through as best one can with from two to three close shaves each time. On the other hand to turn around the corner to the right re- quires waiting until the direction of traf- fic is changed, which seems entirely un- necessary as this turn is always safe if due regard is given to the pedestrians on the cross walk.—Herbert L. Connell. Cleveland Automobile Club Comments on Eno System ‘ig a nee O.—Editor Motor Age—Un- doubtedly there is urgent need for adopt- ing a uniform system of traffic regulation. There are no two ways of looking at the question. While local conditions affect regu- lations of minor matters, there is an obvious necessity of standardizing signals and gen- eral practices. We have read Mr. Eno’s suggestions with interest and believe they can, in a general way, be made the basis of a uniform system. So far as Cleveland is concerned, most of these are already in effect and have been for some time. Let us take these up in the or- der in which they are given in Motor Age of September 28. Parking: On streets which are -.wide enough, such as Superior avenue, the park- ing system is used. On others, cars are ranked. Stopping with the left side of the vehicle to the curb is prohibited and fire hydrants and cross-walks are protected. We have no one-way streets in Cleveland. The rotary system is now to be tried out in the public square. At intersections, a vehicle going north or south is stopped while traffic is going east and west. If a driver desires to make a turn to the right, he can do so, joining in the stream of traffic moving in that direction. We believe Cleveland is one of the first cities in the country to permit this. Vehicles desiring to cross in the oppo- site direction are required to pull beyond the middle of the intersection. Passing street cars on the left has been prohibited for years. Signals are required by extending the arm when about to stop or turn. The block system has not yet been used here, but it is being looked into. Because of the length of the blocks in Cleveland, it has been considered of doubtful value, but if investigation proves that it is practicable for Cleveland, our progressive regulators of traffic will undoubtedly incorporate it. Safety zones have been established in Cleveland for several years. Posts and chains are used. There is an ordinance re- quiring pedestrians to cross at designated cross-walks and on signal of the traffic of- ficer. We believe Cleveland was the first city in the country to try out semaphore or automatic signals suspended above the Street, inasmuch as the devices were in- vented here. I have come to the conclusion, however, that nothing can take the place of the human officer in the middle of the street. Cleveland has a mounted squad which does splendid duty in keeping an eye over consid- erable areas. The men on fixed posts at in- tersections now use hand-operated signs. In the Eno traffic ordinance proper, I would take exception to paragraph D: “The following regulations for vehicles shall be observed by the drivers thereof, who shall also comply at all times with any direc- tion by voice, hand or whistle from any Makes Use of Ideas — Ind.—Editor Motor Age—I have read your initial article on ‘‘Standardiz- ing Traffic Rules’ and it comes to hand at a very opportune time, for we are just now engaged in an effort to devise a practical traffic ordinance which will be effective in regulating the traffic on the streets of Peru. The necessity for a standard of traffic reg- ulation is obvious. It is manifestly impos- sible for the motor tourist to comply with the traffic regulations in each city through which he may pass, unless our local ordi- nances may be drawn along similar lines and provide for the same general standard of regulation. Your attempt to devise a standard basis for traffic regulations is commendable and will be carefully watched by those who are interested in this problem.—H. E. Hershey, Secretary, Peru Chamber of Commerce. Regulation by States ARSHALLTOWN, Ia.—Editor Motor Age M —The rules for handling traffic which appeared in the September 28 issue of Motor Age are all right, but I think the whole scheme of city regulation by ordinance wrong. If you are to get uniform traffic regulations, get it by states and not by cities. Iowa’s legislature has been wise in re- serving to itself the regulation of motor traffic except allowing cities to regulate speed down to as low as 10 miles per hour. Iowa’s legislature has made some bad blunders in the motor law, to-wit: In mak- ing numbers last for 3 years, so that after the first year the collection of the second and third year is left to some one official; in not making an exception of a street car in pass- ing vehicles on the left; in not clearly giving right of way at intersections to those upon the right. As a whole it is a good law, and with slight changes as indicated much better than having a different ordinance in every town. Some days in 2 hours I drive through five or more towns. Suppose I was required to know city ordinances in all of them. Many Iowa cities are passing and when they can inforcing absolutely void ordinances regulating motor traffic. It only needs some- one who knows the law, and sand to stand on his rights, to set them aside.—A. A. Moore, chairman traffic committe, Marshall- town County Motor Club. member of the police force as to starting, stopping, slowing, approaching or departing from any place, the manner of taking up or setting down passengers, and the unloading or loading of anything.’’ An ordinance almost identical in wording was recently introduced in the city council and was killed because it was considered too drastic in giving all members of the police force—whether or not in uniform—czar-like powers. Furthermore, we do not believe it is consitutional. Certainly, we believe it im- possible to delegate the interpretation of whether or not any act shall be an offense to a police officer. We believe any law must specifically describe the act which shall be an offense. The basic features of the ordinance, such as passing vehicles going in an opposite direction on the right, passing vehicles go- ing in the same direction on the left, slowly moving vehicles keeping to the right, etc., are of course covered in the Cleveland ordi- nance. One or two knotty problems have been dealt with here in an extremely success- ful manner. Leading among these is that of glaring headlights. The Cleveland ordinance reads as follows: ‘‘No person shall drive or propel any auto- mobile, motorcycle or other vehicle, nor shall the owner thereof while riding thereon or therein allow any such vehicle to be driven upon or over the streets of the city at the time lights are required to be carried by sec- tion 1341-28 of the revised ordinances of the city of Cleveland, if the said vehicle is equipped with a lighting device which con- centrates and projects any part of the light into a beam, unless the said lighting device is so adjusted that at a point a distance of seventy-five or more feet in front of the said vehicle no part of the reflected beams of light from said lighting device shall be visible more than three feet above the surface of the roadway.”’ You will note that this ordinance does not require dimming, but rather deflection of as much light as may be necessary on to the roadway. This ordinance has been approved as practically standard, by the Society of Automobile Engineers. There is also an ordinance covering lights on horse-drawn vehicles. Among the new legislation recently added were ordinances prohibiting the operation of any gasoline vehicle without a muffler, in- cluding motorcycles; hitching behind; the use of any truck of greater than 1%4-ton capac- ity, with tires having less than %-inch rub- ber above the flange.—The Cleveland Auto- mobile Club.

Page 30

32 November 2, 1916 Winter and the Side Curtains — Timely Preparations to Make Top E.quip- ment Weather the Cold Left—Effect on side curtains of improper storage. around mailing tube. O you start boldly into the winter sea- son, after a summer and fall of sun- shine with the resultant non-use of top and side curtains, without giving these cold weather necessities a thorough going over? Do you wait for the first blizzard to haul out your side curtains? If you find them eracked and stiff and torn, blame yourself for not attending to them. In the later models it is almost universal practice to carry the curtains within some kind of a pocket or container within the top itself. Such curtains will generally go through a summer without great deteriora- tion. Not so the curtains which are rolled up and stored away in the tool box. The combination of dust, grease and varying temperatures, makes a bad looking mess of eurtains which have not been properly stored. If the micas are cracked, they should surely be replaced. If only covered with dirt and grease, they can readily be cleaned with vinegar, weakened with water about 50 per cent. In this cleaning proc- ess keep the vinegar away from the cur- tain material. It is very liable to discolor it. The curtain material itself can be cleaned with pure soap and water and brought back to its original color and soft- ness with an application of neats-foot oil. If the curtain material is torn it is a very easy matter to sew up the tear and make a passable looking job of it. If the fasteners have become torn out, however, By Wallace B. Blood the repair should include a leather patch. Very likely this fastener tore out because of the fact that deterioration had weak- ened the curtain material, and a mere sew- ing up is not going to be a permanent remedy. Method of Storing Curtains Once repaired, the curtains should be stored away so that they will not get into poor condition again, and an easy way to do this is to make or have made a simple leather carrying case such as is shown in the illustration. Any harness maker or manufacturer of leather goods can make this up for you for a dollar or so. The curtain may be rolled around an ordinary mailing tube or a round stick of wood, pos- sibly a cut off piece of a curtain pole. A top made of cheap material is indeed a bugbear after a few seasons of use. It is next to impossible to keep the material pliable and free from cracks and breaks. The life of the covering can be prolonged, however, if it is: given a thorough treat- ment in the fall and spring. One way is to clean the covering with soap and water and rub neats-foot oil into it. Still a better way is to paint it, after cleaning, with one of the preparations for that purpose which may be found on the market. There are several excellent top dressings available which will not only bring the material back to its original “2 RY TS ass my . ." ; : 2 ¥ . ove ~ : ; 3 Se :% ° “a f “5 ae, . i xa : - :' x : y ‘e J eae: ey ae '" "ea! : ‘A: F fm, ”. 8 ¥ “Bee *? . ‘oF. i. eg » p 4 * ¢Ops 2 th, 0 AR. ye We , e iy 3 * Te, ‘ ’ My LP , ae . -y, "sods Al ™. an Se * 2 gare ON - aod Al att rh by ‘WA. a2 “) 2 vAY Mpa o Ps « ev." Je ; . 3B" . + a "f . Pa ° * art ta ‘ a ‘ * 5 ae ‘L, 4 et yes » ’ Pes. ,uee* o.¢3 * . wh iieke $ es Ki: a Center—Side curtain wrapped Right—Leather container for storing rolled side curtains black, but will create a preservative coat which will give the top a new term of life. The same dressing will also serve well in renewing the finish of the side curtains. It has been the plea of car manufacturers since the days that tops first became stand- ard equipment that the owner give some regard to the method of folding the top and avoid squeezing the cover between the bows. This is still being rampantly disre- garded and the owners are still buying new top covers. It is surely an easy matter to tuck the cover material back from between the bows when the top is put down. No matter how tight the clamps may hold the top down the vibration from driving will chew away on the material folded between the bows until it is worn through. Once there is a hole or a tear through the top covering a repair that will not leak is a difficult proposition. The writer has seen ragged tears sewn closely with course thread and the repaired portion covered over, inside and outside, with rubber ce- ment. How permanent this repair proved to be we cannot state, but it looked good on the face of it. Holes have been sealed successfully with a tire patch thoroughly cemented on over the top of the whole. Such things are not beautiful, in fact, any repair that will hold water is bound to be more or less bungly. A new cover and then a fair amount of care, charging thé price of the new cover to your own educa- tion, is the best way out of it. EMPIRE MAKES 6-TON AXLE The Empire Axle Co., Dunkirk, N. Y., has been manufacturing 5 and 6-ton worm- driven axles for over 2% years, these units having been incorporated in the trucks of the Hurlburt Motor Truck Co., New York City; Schafer-Decker Co., Rochester, N. Y., Bessemer Motor Truck Co., Grove City, Pa., and others. This statement is made as a correction of state- ments made in earlier issues that two other axle concerns were earlier producers of large capacity worm-driven axles. Attention also is called to the fact in the Empire 1-ton worm-driven non-differ- ential axle, described in the issue of Octo- ber 12, the axle housing is constructed in three pieces which is regular practice in all Empire axles. The housing is so de- signed that all mechanism runs in an oil bath and no grease cups are necessary, as the brake shafts are oiled internally. BRIDGE ST. MARY’S RIVER Atlanta, Ga., Oct. 27—Special telegram —According to the Carlton County Cham- ber of Commerce, the contract has been let for the construction of a 60-foot steel span across the St. Mary’s River, near Folk- ston, Charlton county, at the boundary line between Georgia and Florida and the state connecting point on the Dixie highway. This division of the Dixie highway is known as the central route. The construc- tion of the Folkston bridge will make it a ferryless route from Atlanta to Savannah and will shorten the time record. The bridge will cost $3,494. It will have a 95-foot wooden approach on each side.

Page 31

\ . ‘he equipment of the Callaway Coal Co., tarpaulin is spread on the pavement and November 2, 1916 33 ow “8 Meer a ~ . 3, hk gf fs oF » 4 te 2 4 7Z CME ED, ie De Oe 2 Pus Soh SPSS LS .* * x f ee oss ” Fe, ‘ r] tn Sear e “wan > : ’ POs ~ Vette 7 ¥ . wee ; 4%" . _ eat 4 & ae - . Ay wate ge ry Payee ~ea =e wee . rt bn Re a> tw b “7 r/ ®lY) a * os y, td wr OT p, PN ee fF VERY day brings to notice gigantic tasks performed by motor trucks that less than a score of years ago would have seemed impossible. Once the exact ratio be- tween horse and motor truck hauling seems to have been estab- lished, along comes some additional feat performance by trucks and tractors that so entirely eclipses previous performance that there is no comparison. One might apply the term “ambidextrous” to the truck without fear of contradiction, for the part which motor trucks play in all lines of commerce and industry is very diversified. We have made . a casual survey of the industry and picked out some of the highlights 7%. in truck performance. We believe these to be fairly indicative of what trucks of the present type can do. A few years hence these brief stories of what trucks are doing may appear most commonplace when the light | of comparison is thrown on them and the performance of motor trucks of, say a half decade in the future. Old Dobbin is fast being relegated to green pastures and in his place comes the iron horse that knows no fatigue, has no nerves and does not require sleep. Incidents of continuous work are told in the stories that follow and when the balance sheet of the motor truck user is footed up at the end of the month he finds that he has done more work at a materially smaller expense than he ever did with horse-drawn equipment. Moves 35 Tons of Coal Daily © PECTIAL bodies plus good business man- chute at the rear end of the body, the 4 agement make if possible to gain sux- hydraulic hoist tilting the load sufficiently “ prising results with motor trucks and as_ for the fuel to flow easily. In the event ~ n evidence of this, attention is called to that the bulk load is to be delivered, a ‘ esas >? ee te - irs pmo” oe ag ® aie as ed ee Ae =) 2 Ss \‘ulwaukee, Wis., which consists of a 3%- the entire load dumped, the truck imme- ‘on Sterling truck with a special unload- diately proceeding to the loading point and ng attachment. The truck is loaded from the helpers being left behind to put the verhead hoppers and proceeds with its coal in the premises. In case of a concen- ‘oad and the helpers to the ¢onsumer’s' trated business district where there is a remises. It may be that the consumer re-_ side or rear alley and a number of deliv- uires only 500 to 1,000 pounds of fuel. ries are to be made in the same neigh- u this case, canvas bags of 100-pound ca- borhood, the helpers after putting in the acity are filled from the flour-bin type of coal, walk to the next place of delivery,

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Four views of the Sterling truck in the service of the Callaway Coal Co., Milwaukee, Wis. canvas buckets. November 2, 1916

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Pa W2% - tg rg tie . es BM ro ~ The upper left shows the load ready for delivery by Upper right is the load being dumped to allow truck to go after another load. Lower left is shown special unloading device, and lower right picking up men for return to yards at end of the day the address of which has been given them by the driver from his routing card. It is not always practical to route the loads so as to avoid considerable detour mileage each day to pick up the helpers, and street cars have to be relied on to get the helpers from one delivery to another. Even with the non-productive time in pick- ing up, the method has proved far superior to the horse and wagon system, or keeping the truck idle while the load is being re- moved. If the truck stands idle while the coal is being put into the premises not much more than 50 per cent of the operat- ing day is productive. This outfit, as shown in the illustrations, has delivered more than 35 tons of coal a day. With the use of the tarpaulin the consumer’s walk is not blackened and there is no waste. Trucking Garden Stuff Profitable Business E Secon farming is an acknowledged money-making proposition, but haul- ing garden produce to market may be made quite as profitable. This has been proven by Joseph B. Owen, Clarksboro, N. J., who resigned as conductor on the Pennsylvania railroad, bought a 1%4- and a 3-ton White truck and began hauling his neighbors’ crops to the Philadelphia market. His trucks work 7 days a week and al- ways carry full loads. In addition to haul- ing crops he finds use for them otherwise, especially during the winter. Mr. Owen has found that his neighbors who own horses would rather pay him for hauling their produce to market than put their teams on the road in hot weather. Owen has made a rule that the farmers must bring their produce to him. Occa- sionally he will go several miles to get a full load, but not for less. He operates his trucks on a regular schedule, the farmers bringing their produce to specific points or stations and in sufficient quantities to warrant collecting with the trucks. He leaves Clarksboro in the afternoon at 4:30 o’clock, loads at the supply stations, crosses the Gloucester ferry and reaches Philadel- phia markets at 8 o’clock. During the asparagus season the trucks haul from 200 to 500 crates a day, but as the season advances, tomatoes, peaches, lima beans, peas, sugar corn, cantaloupe and other produce is earried. He makes a charge of 6 cents a basket for hauling to- matoes and the trucks average from 1,000 to 1,200 baskets a day. The re-road for I.8.Ow! Clark abor« mS

one day with his trucks is 1,400 baskets. The trucks earn over $60 a day for their owner during the busy seasons and have paid for themselves many times over. Makes Cleveland’s Possible ORTY-FOUR White motor trucks,work- ing for eight different contractors or building material companies, have hauled over 60 per cent of the thousands of tons of materials used in the construction of Cleveland’s new $4,000,000 high-level bridge. This structure is the longest double-decked, three-hinged, steel-arch bridge in the world and when completed will connect the west side of Cleveland and its 300,000 population, in direct com- munication with the downtown district. New Bridge o- Tene Se a White truck which Jerseyite uses to haul his neighbors’ produce to Philadelphia market. This truck earns over $60 a day in the busy season

Page 33

November 2, 1916 offered the only means of transportation that enabled the contractors to secure the. materials in sufficient quantities to keep the mixers busy. In hauling the mixed concrete to the forms all the units of the job had to be poured continuously and it was absolutely necessary that the handling be done by dependable equipment, as a breakdown in the middle of the job would have entailed heavy financial loss to the buildeys. To give some idea of the enormous quan- tity of material used in the construction of the bridge it might be said that it would require a train 75 miles long to carry it and if hauled in motor trucks, would re- quire a line of approximately 26,000 trucks. The trucks were loaded at the mixers by means of a clam shell bucket as shown in one of the illustrations. The White trucks used in hauling material moved 543,000 sacks of cement, 62,692 tons of sand, 15,653 tons of limestone, 108,900 cu- Bombay, India, has a water wagon. The truck is a Federal bic yards of mixed concrete and several thousand cubic yards of slag besides tons Work on this project began in May, 1912, ment, sand, gravel, slag and limestone to of miscellaneous materials, tools and other and a part of the bridge will be opened the mixers and after it had been mixed, SUPPlies. Some of the material was hauled this month, although it will not be com- re-hauled it to the forms. The speed of °V¢F 4 mile course, the trucks crossing two plete until late in 1917. the trucks was important, because they ‘raw bridges, a railroad and climbed De- troit avenue hill with a 12 per cent grade. RK UT ee O67 One truck made thirty-five trips in 10 hours. i : i NE AE LE ES es Garfords Help Build Gotham Subway A FLEET of Garford trucks are doing yeoman duty in the construction of subways in New York. These trucks, in the service of subway contractors, are prov- PR One of the White trucks dumping concrete at the lift in Cleveland’s high-level bridge construction The cost of tackling this job without the use of motor trucks would have been so This is how high as to be almost prohibitive, accord- the mixedcon- ing to the engineers, since it was estimated rea bape that in certain phases of haulage work write truck, one truck could make four trips to a team’s in the con- : | one, hauling 24 tons of material while a struction of ‘cam could haul but 3 tons. The trucks poisons | performed a double duty in hauling the ae concrete work. First they hauled the ce-

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November 2, 1916 GL Seer PA ORS ORS OE SS RTS I TOT. POI EE BES iyo Pe RE EE a AE BR Gs ROR 4 Peas Mies ES a Pierce-Arrow fleet of 5-tonners which, in 60 days, have moved 75,000 cubic yards of earth, rock and limestone in the excavation for the William Penn Hotel, Pittsburgh’s newest hostelry. The trucks operated day and night —— oe A SNE ENE ANY : ~ : % SORE RD eh ee Rea SR RETR NE, Sap tet .; . 2 f SR ee Re LE : ‘ SPEER, SE RR SS ee ies ABS ee Rae RP a . is e2 SPORES 2 LPL PELE LS? to , cx Harvey 5-ton truck being loaded with paving material. It makes nineteen round trips daily of 32% miles, hauling 5 tons to a load — ii ae a ee ane mae a em “é z. res Y te PP *% ae Jeffery quad used as a locomotive, hauling eight steel dump cars running on narrow-gauge track. ing their efficiency and equipped with Troy trailers are moving thousands of cubic vards of earth to the scows in the river which take the material to the disposal sta tion. Two photographs on page 39 of this article show the special loading and un loading equipment. Pierce-Arrows Do Yeoman Work at Pittsburgh ILLIAM PENN, in the Quaker days, W never saw a motor truck, but when Pittsburgh men decided to erect a hotel and name is after that early Pennsylvania pioneer, motor trucks were decided upon as the best means of moving 75,000 cubic vards of material in the excavation within a time limit of 60 days. Three 5-ton Pierce- Arrows worked 20 hours a day and av- eraged eighty trips and 92 miles. Speed was a vital element. James L. Stuart, the eontractor, obtained the contract because Grades as steep as 6.2 per cent were encountered as Sap eakts fi Spat ae “ PERRI F Ria A ad

Page 35

November 2, 1916 we TF hy’ + my, * x So ? ry : , ae ; one Pe Pm? + ; ‘ . the 5 a * * q Ma as - “ -™~ eg 7 ony 2 SF os 2 * Se q . e _" > _" PO ee iat Knog tractor solves proble@ of moving ore from mine near Salt Lake City, Utah, hauling two trailers and a total load of 20 tons down a decline A , of 3,050 feet in 16 miles he stipulated that he would finish it in 60 days, whereas his nearest competitor speci- fied 90 days. | The three trucks performed the task that would have required sixty two-horse teams. The trucks hauled 75,000 eubie yards of clay, gravel and rock, which was loaded on Bug { thé trucks with a steam shovel, to the Al- legheny river where it was dumped on : scows. To facilitate rapid disposal of the . load from the trucks to the barge and J on account of the congested quarters for » : handling the trucks, a turntable long " 7 enough to accommodate a truck and trail- “ er was constructed. The truck and its % trailer, when a trailer was used, were driv- 4 eu on the turntable and the load dumped im 7 into large wooden containers of 5 tons ¢a- pacity each. These were picked up by a on jJerrick and swung on to barges in rows of five each. When the load was dumped the turntable was operated and the truck DP Lehr oe AA fees! #4 nea OS ESE a we tia in the palmy days of P. T. Barnum, showmen did not dream of such apparatus for moving a circus. These Republic trucks carry 3 to 4 tons and - trail 7 to 12 tons

Page 36

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Binghamton, N. Y., uses a Selden truck with a Trenton tower in its trolley repair work November 2, 1916 sent away. Lost motion was a negative quantity in this operation. Trailers were used a part of the time, especially at night, when there was no traf- fic congestion, but towards the end they were abandoned and the crews of the trucks claimed they got almost as much re- sult without them. Each truck has a spe- cial dump body. Each truck weighed 9,100, the trailer 3,250, two men 300, load of truck 10,000, trailer load 7,000, making a total of 29,650 pounds. After the excavation became too large to permit of the centrally-located steam shovel loading the trucks the dirt was moved to the side of the excavation in small cars and loaded to the trucks with d chain conveyor. Jeffery a Locomotive OLUTION of the long and heavy haul S in big paving operations was brought about by Hanlon & Okes, Minneapolis, Minn., and Sioux City, Ia., contractors, through the use of a 2-ton Jeffery quad as a locomotive to pull from eight to twelve dump trucks on narrow gauge railway, each trailer being loaded with 1% yards of stone or sand. The truck itself straddled the tracks as shown in an illustration else where in this story. This work was done on a section of the Broken Kettle road, an extremely hilly road leading into Sioux City. There is hardly a straight or level stretch of any length on this part of the road. From the hopper where the trailers were loaded to the point where the paving process was under way, the truck was continually climbing grades ranging from 4 to 6.2 per cent. For a period of 6 weeks this method of hauling was continued. The crew mixing and laying the conerete comprised between forty and fifty men and a steam mixer, with a conveyor bucket, was used. The truck not only was able to keep them sup- plied with materials, but often got a lit- tle ahead. The gasoline consumed averaged 22 gallons daily—12 to 14 hours. The truck hauled material enough to lay from fifteen to seventeen blocks of concrete, measuring 16 by 30 feet each, every day. The haul from the mixer to the point of delivery was a little over % mile and a round trip was made in 28 minutes. A Factor in Mining EPLACING eight-horse teams and do R ing the work at half the cost is an accomplishment of the Victoria Copper Mining Co., Victoria, Mich., which moves its ore over a road parts of which has a 14 per cent grade. The nearest railroad sta tion is located 2 miles east of the Onton agon river and the road from the mine to the railroad, while having a fairly good bottom, is very rough and sometimes ex tremely muddy. All the supplies for the mine must be hauled from the railroad sta- tion and all material from the mine t¢ the railroad. The company once used two wagons drawn by four and sometimes six ©!

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November 2, 1916 eight horses each, but now has a 3-ton four- wheel-drive truck which makes from three to five trips daily, hauling the wagons pre- viously used, as trailers. The average haul is 14.71 tons. The company finds that it is costing less than one-half what it did formerly and the work is done‘in better shape and with less delay and trouble. Not Like This When Barnum Was a Boy N THE old days when the elephants were | commissioned to move the heavy circus trucks around the lot little thought was given to possible improvements that would relieve Jumbo of his task and at the same time prove a valuable adjunct to the cir- eus. The Levitt-Taxier Shows United now move via the motor truck. Of course, this is not of Barnum and Bailey magnitude, but 3-ton Republic trucks, with heavy trailers are used to move the show from railroad to grounds and back. Each truck is always loaded with from 3 to 4 tons and in addition to this trails 7 to 12 tons at times. Therefore, these trucks may be seen moving as much as 16 tons each at times. Some of the worst roads in the country have been encountered, but the management of the show says that in the year it has been using these trucks they never have been stalled. 113,390 Pounds in 10 Hours ACKARD points to the movement of P one of its trucks in the service of the P. Koenig Coal Co., Detroit, Mich., as a good example of the efficiency of motor trucking. One truck moved eleven loads from 6 a. m. to 5 p. m., moving 113,390 peunds of coal, traveling during the day 73 miles. Fourteen gallons of gasoline were used; an average of 5% miles per gallon. The approximate running time was 7 hours and 18 minutes and the delivery time 914 minutes per load. If anyone has the idea that a truck loses much time with loading and unloading this record would seem to disprove such ideas. Of course, the speed of a truck is influenced by delivery conditions, delays on the road, etc., yet this instance is pointed out by Packard, not as an exception, but a conservative usual per- formance. An Indian Water Wagon yOMBAY, India, has motorized, or mo- J tor-truckized, its water wagon. The il- lustration herewith shows the adaption of a method centuries old applied to the modern means of transportation. This seems to prove that the people of India are not all without the germ of progressiveness. The illustration shows a 114-ton Federal truck. They is no need of a tank wagon when you cau get barrels of this size. 20 Tons of Ore Each Trip E XINGING 20 tons per trip down a grade J with a drop of 3,050 feet in 16 miles is a feat being performed by Knox trac- tors hauling two 5-ton Troy trailers in the 39 PI Bas aaa TORS FN I II TE The two illustrations immediately above show parts of the operation of a fleet of Garford trucks in the construction of the New York subway. The material is handled by special loaders and deposited on scows in the river nba The New York State Railways at Rochester, N. Y., uses a pneumatic-equipped Selden truck with special body for hurry-up daylight track repair

Page 38

40 November 2, 1916 *4 > 3 % 4 F ‘ a ¢ ‘. : } * Pon? Each afternoon, when the last class has been dismissed, the students take their places at the wheels and start out with capacity loads on desig- nated routes which cover a 9-mile radius around the school service of the Cottonwood mines just out- side of Salt Lake City, Utah. Handling ore presented a perplexing problem to the mining concern, inasmuch as the haul is very difficult. Both motor trucks and caterpillar tractors were tried but did not meet the requirements. The haul is mostly down hill and the trailers are mostly held back by the brakes on the tractor, though some of the grades are as steep as 16 per cent. The tractor is equipped with steel wheels, 15 inches wide, fitted with diagonal cleats. The total tonnage of ore hauled in one week was 272,660 pounds and coal is car- ried back on the return trip. The average gasoline consumption is 21 gallons per round trip, 32 miles. Two trips are made daily. Trucks and Street Railways TREET railways make use of motor trucks hurry-up repair work and also for repairing broken trolley wires. The New York State Railways at Rochester, N. Y., and the Binghamton Street Railway Co., Binghamton, N. Y., use Selden trucks for this work. Two Seldens so equipped are illustrated. The 2-tonner used by the former is equipped with pneumatics all around and has a specially-designed bot- tom in the body for quick discharge of ma- terial. This job is used for hurry-up day- light track construction work. This equip- ment has been found both a time and money-saver for the company. Another Selden truck is shown equipped with a Trenton tower and replaces two horse- drawn repair wagons. Harvey Hauls 141 Tons of Con- crete Daily VERAGING nineteen round trips of 3% miles tach, carrying 5 tons or more each load, has been the daily record of two 5-ton Harvey trucks on a concrete paving job between Chicago Heights and Homewood, Ill., for several weeks this fall. The trucks are equipped with hydraulic hoists, rear-dump bodies and the loading is done with four 2%4-cubie yard Lee loaders, one pair of loaders, with eight men shovel- ing, taking care of each truck. The trucks are doing about 66 miles every 10 hours, making more than 130 stops in that time. Figuring 6 tons to the load, which is about the average, each truck is delivering about 114 tons daily. Trucks Help Educate HE use of the motor truck as an ally i 4 of education is being demonstrated at Fullerton, Cal., by eight Moreland trucks, which not only assemble the students for school, but are material for study as part of the regular curriculum. Fullerton, out in the Western citrus belt, has a union high school, and the directors of the school have gone into the transpor- tation business to help make Fullerton High grow. For, when a central location was chosen for the present building several years ago, many of the students found they had to go a long distance to reach class- rooms. The initial attempt to solve the problem consisted of one truck. Success marked the plan from the beginning, and other trucks followed. A traffic expert from the factory out- lined a route and schedule to cover a 9-mile radius around the school. The entire dis- trict was covered in this way, and the en- rollment began to grow. Today more than 450 students attend. Practically no cost is attached to the upkeep of the trucks. The little repair work that has been found necessary is done in the shops of the school. The me- chanical department has proved amply able to keep them in condition. The ex- pense is that for tires, oil and distillate, on which the trucks are run. No regular drivers are employed, for the students look after that end of the business also. Each afternoon, when the last class has been dismissed for the day, the students take their places at the wheels and start HEELERS zs AE EER La RTT war” DPF ce 28 of + The driver who lives at the terminus of the run takes the truck home with him and neat morning retraces his tracks to again collect his passengers

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November 2, 1916 out with capacity loads on the designated routes. The driver delivers his load and then takes the truck home. Every day the trucks are turned over to the mechanical department to serve as models in the class of commercial car con- struction. The subject of fuels is handled through the models of distillate burning devices on the Morelands. For the begin- ners’ class the chassis are stripped and used in connection with technical lectures. Men from the Moreland factory sometimes act as assistant professors and explain the methods of utilizing distillate as a motive power. Distillate sells in California for less than half the price of gasoline. It is the standard fuel in the Morelands, and its success in that respect is shown by the mileage per gallon—10 miles to 1 gallon. 4I The truck equipment of the school is seldom allowed to remain idle. When there is a baseball or football game or track meet scheduled, the athletic department appropriates the trucks, and the Fullerton rooters are carried thus to the scene of action. The classes in botany make long trips into the country when it comes their turn. And various. other departments find use for the trucks. Picnics are not tabooed when no more serious work is on hand. Fullerton High School is an exceptional high school, though, aside from its trans- portation facilities. It is one of the pio- neers in the junior college movement and is located in a district with a valuation of $15,000,000. Its trucks carry more than half of its 450 students to and from school every day.

Other districts throughout the West are centralizing their high schools since the success of Fullerton’s plan of motorized transportation. More instructors, better buildings and equipment and facilities such as are usually found only in the larger cities come with this centralization. So, who can say the truck is not an ally of education, both in increasing the number of students and in making possible a broader curriculum. Recent institutions that have taken up the truck plan of the Fullerton High School are those in Orange county and at Covina, San Bernardino, Redlands and Re- dondo. And if present indications ean be taken as a criterion the motor truck is designated to become a fixture in their equipments.

211 Manufact £C ial Vehicles for 1917 * ? oa 200 Gasoline—Two Steam and Nine Electric— | MODELS IN TONS CAPACITY | Figures refer to capacity, not number of models Name Manufacturer | Address | | ge | Un- j | | 7 | | der| 3 | 2! 1/113} 2 | 24] 3 | 33) 4) 5 | S$] 6 | 6B] and 4 | | | | | over | | | | | , Gasoline Vehicles cS ee cheb ation’ -...|American & British Mfe. a re Providence, R.J............]..... Lode. 3 i.. B. Reese tcdecis eee Acesen Sa iat masa a alk Siarenndconetd 'Acason Motor Truck Co..... sg ahics Sansiaies _...|Detroit, Mich..............]..... ER MA TEE RAE | 33 eae Ere \Cadillac Auto Truck Co..................... C adillae, Ee, eee Bee: Ye | 1 .| 2 .| 34 aa Allis-C OS re | Allis-Chalmers DRL gs os.cd eee cenawsed% Milwaukee, a a aw 5 in tha yet ee Oe R Por ANS 5 American...... kh nenctodl ‘American Motor Truck Co................ Hartford, Conn........... ot oon © Lg ease oad Eee lll erry terete Cincinnati, Ohio........... aan i 2 4 ey es Pees ee eee RE ie dansetaewetixes _..|Martin Carriage Wks....... 2.2... values nisi haan civeeweratens-. SEs cabckiebescs - heh Renee Same ee Pee ORE 6% CO rer _..| Atterbury Motor Car Co.............00..... Sr re sae | 1 14 | 2 3} Pm Aeon TN? oe Pe Autocar. . bien Ul ee err re veaeeiecte TTT ee Orn eee ee S ae Pen owe Se een Bee Available. . .|Available Truck Co....... (hb deeedheceevaesd Se a wie aeda meas a eer Peer ‘8 tcc 33 5 CR cckhcicrerve ne yneeela Ae ER A ON ree Pree es . ee 3 oe eee en eee ee } ES Oe ee aw ks ans Gee ies Norwalk, Conn.............).. dd 2 ek ee See ee Reeer Ry Pee Spel Bauer. . ..........-|Bauer Machine Wks. Co. eer 8 8} CC ee Dah aale 7 3 | ee Pe ee eet Pe AEA Men Ape Nee RY Beech Creek. . ..|Beech Creek Truck & Auto Co...............|Beech Sa aiken OEMs as de Riek ey Pe ee ee i ee Se Eee hae ed ‘Bell Motor Car Co.............. isoenuade | SEE ee. i a Oe bodies Se Yes CG 5 i ehatuwksecesaens .|Bessemer Motor Truck Co.................. ane ern Das eiaiwatis SS ee ee | 1 | 2 cave C a a es ee Blair , .|Blair Motor Truck Co................ .|Newark, Ohio.............. SPR RN re ee See 2 PF 2a KE eS Oe ae, See Pee EO EAS PE pe ae ...|' Bourne Magnetic Truck Co ................. |'Philadelphia, Pa........... SER Pee PE Se BS AEE: ee eee: Ae eee mere Skee een ys TS Ee re ..|Chester County Motor Co...................| ‘Coatesville, Pa............. Sakae Me | 3 | ee wee Sn ere ae Free eet Fee See | oer .'Briseoe Motor Co...........-.. Pa PT pee Oey ENS PETC, en ae en OO Ae Ee pees Seo, Meee pee ee, Ae ee Ee cake vos 08 Awd Brockway Motor ES IROL IC “<<< EIT HReR Freel Hee | 1 | 1} | i ee a Sa On Sees Pees) Spe nn conn ne cheendeea ‘Brown Carriage Co............. Ey be teas iCincinnati, Ohio.........../..... at Pree Re Rae Ore Fore eee a Pe rere wen see Bulkley-Rider. . Bulkley-Rider Tractor Co. UNAS Oe Angeles, | A Beart sear ADS fee a A Eee tee Meee Te T i \H. E. Burford Co.............. Ae te ae \Fremont, Ohio............. | et SN Were, i ee a ee owe pre ere | ' | e SE cide sens xs 6 ix: Carlton-Hill Motor Car Co....... .|Rutherford, N.J..... Se eee | | , | ah & ree A te i} Casey mT ER ee er eee .| Billerica, Mass es GAS aera ca | 3 ® Fe Se A re ees || Chase .|\Chase Motor Truck Co....... (nd a Begone a’ 5p Ce eee Feat oe | 1 | 1} | 23) 3 | 33 | A ES SeNee E ite oO do swe bho Cipde Motor Trask Co... ...-- 2.2... eres \Farmingdale, L.I..........].....}... Pine! SUR! SMES Gr pth hoe RT. Fee a fe OS er eer _.....|Coleman Carriage & Harness aaah nie | SRST Sas FRIES, TRAE Gai 2 eG Sh ke ee Ae ey Ser! RR Ye. sys cated aca temh icy ‘Comper Motor Trae Co... ... 2.6.0... sess Painesville, Ohio...........|..... aoe i. oS , ee See en Ae Fee, Pram fees, Reg) ee ie. ee ft COS 5s oa ees ee ee “4 ‘Columbia Motor Truck & Trailer Co ll eee Ey See HN ig | eee cores Pees ey ren eye NA ins oii nee tach <i ‘Commerce Motor Car Co................-.. ree: Keen Wane | zi 1 . AA Cy Pee Nie REE, oe ks ey prem frre cers) ro || Comet Ng ERR a ror ‘Comet Automobile Co.......... dia ig a octal ie ee Se Rs SAR PS A RE, ee: SD Mae, SEA ee ee 8a ‘| Continental I (©) ie re ae AP Continental Motor Truck Co................ Chicago, fll........... 42 EG | 1} | ee SRE RAK Mea EO Se ') Corbitt. . .|Corbitt Automobile Co.......... Jahonien names Henderson, N.C..... ee) Ye tul2 | 23 | La | 34 Rae! Greet, PERG Rem Bical i} Corliss. » a MEER ics hse Secavnd seven’ SS ae ee eee cue oa pa Le a CY: BET eR ee BEN TE! Couple-Gear. ....+..+.++-+]Couple-Gear Freight Wheel Co............... Grand Rapids, ES Fee Pea oe ee 34 5 i —_ ae .|Crawford Automobile Co........ naobens ....|Hagerstown, Mu........... ee AA NY DR Pen Seer a2 bes ‘Eiraee Pemee Fake ore SIS" fe I beheld 44-04 0d b-ads6o0an ‘Croce Automobile Co. . hoa the hoe see |Asbury Park, N.J.. ory ean yar She ee Be AA Ne Me Atlan! Reha | tees oa eld «ight WS _|Crown Commercial Car Co. . _...........{North Milwaukee, Wis... . eee ree ee ee RR EY kek Se BS es eR ee ' Crowther-Duryea .|Crowther Motor Co............ tides pars eel een Sexe ciaouhe See | 9 Rape MRP Be Hees es AS Ee SE EY Go A RR, | Dain a eed a ena Dain Mfg. Co.. Le | ee ree pre Bae = See Ses ee? | Re deat Wea Set | ob ethan can tds cutesy erinn at |Dart Motor Truck Co....................0. Waterloo, Iowa............ See SE 8 ee YS ee ee Ss ee icchiveenesael ,, Dayton _.|Durable Dayton Truck Co SRP eR ee om CREP Sastre | Pyar See here Cee po 2 tea ee 33 5 ea ee 74 M | 1 Heavy type represents’ vehicles whose specifications are given in this issue.

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42 November 2, 1916

A Directory of 211 Manufacturers of Gasoline, Steam Ff anc

MODELS IN TONS CAPACITY Figures refer to capacity, not number of Name Manufact: rer | Address Un- ? der | 3 | ? 1 |14| 2 | 24; 3 |34) 41 5 | 53] 6 | 63 | and 2 over | | we a SE AI kee a a ey \Day-Elder Motors Co.............2cceceeee. 5 ee OE RE ORR EO eee A, OS Cee PS eer Oe Fe A REE Sn Pree DeKalb Wagon Wks. Co................. DeKalb, Se Nereyerr pror esdvcititecsieeast Lae \. Denby...... PEAS POA ES Denby Motor Truck Co...................-- Detroit, Mich eee kos, Batis 5 Ss ee 14/2 | 23). a Os yewedeces ee HEA See i ea baa e ad a vne Ril NE cisco ctacscecscebeess SEED. iv cpcccnsclesves DR Gf ak PRE ee PERS. TO EAP SARE AE SOS Se Sete EERE EE Rae ‘Diamond-T Motor Car Co.................. I oe os ae we OE SO a Pee eee Oe ee i sviceaca sabe bh bunen’ Dispatch Motor Car Co...............-.-.+-- Minneapolis, Minn......... steno’ PPO BERS Sa oe SS ER ee SR Re es Re See oy Ne i nds PPT eee San Francisco, Cal.........)..... Yee? SO AP A ee ee AA ee ee eee OS ee eee RET SF TCR er re Dominion Motor Truck Co.................. ES” aes meee AE Te ET ES ES OR ee, Fe Rie Cee Pee pene te ee Se OE ne en cc ceepdspebeesees Watertown, EEE aE - ee eee eae. ee ae EO Pere Zee Peer! Pome: meas Meme ee ee a ee Gre... nancusssecesecesves En ieee wee ee | PLA CT Nat Se SE Eee, See Seat Pee ttt obesathesceukpe sok heel Duplez-Power Car Co.............ssesese08. Charlotte, Mich.................. seseleeeedeeee eee, mE EE (ik SOs RR FN FI ER BAL ati) ere == | a a eT TEETER, Pee } Wine een Sone an ioe, Sehen Ses Aaa Me Oe. Sy. Meee NE ie iG oe csnacee ke eell ‘Erie Motor Truck Mfg. Co.................. te I FRR Ses SA RR PRR RR aN, A Rene be: PR Ae EE eee Pe i tt ETE RE ees Pees ona Ie oe ae a See Ae ae Sie See re eee cee dendes .|Fawick Motor Car Co.............-.-.0005. "SS ae eee er Seam Becge ee Peaiadey ve ee See ae tee Kee wine | REST eer eee eee Federal Motor Truck Co.................... re pees peslrecel Bf oS eR a SO eee ree eee ee CE Sc. ce. bkaewes saws TED. . a asecsccsbcecndnisnced SINE, BIBS. 5 oa.000 sc slssvcdtecsclsses Se a See ee SE (Oth FRR SORy A Be See MRR ree ee (a ikheks5066 vstboendees apne EST ee ee Ree 1) A, a Se ee ee el ee eee Ae ee I Se noe ool R. L. Frome Mfg. Co..........--+++-+.+.55. eS es Meee eee ROS ee Roe Sage. SA Ae ee AES AE SEP a Oa Re Ne 1G oe Four Wheel Drive Auto Co.................. ee es eee sevefereetenes| TB | ay! Pee Ces Foe ee | ee eee IRE Gabriel Auto Co...........00.000:0000. .:-Glesdiend, OMe...........-]..... we al) | ae fap (ite Wee Oe Eee ee alana paeeaaaebe tet Mote ten Go................ ns. .......ccsscl. 1 1t eis 1... 34 |... 1|'8 6 Re ee Gary Motor Truck Co Oe tis Pues oe Gary, Ind Se are f i a | 15 | 2 RF wy bake | Ay ee OS ee G. A. Schacht Motor Truck Co.............. Cincinnati, Ohio...........|..... We. fe Re Se ES ee ee Se ee a PAGER germ a Sa ee Ce | ares ee at @ RS: Abe FE SAR Bp ae RY PRD Pee: ee Be meas ECR SCRE Ieee ee ..../Gerlinger Motor Car Co............-........ so ees eee rR vous SRE pe Pt >) Mk Be Ae ee ee ee Se ee ee ic aan ine nice in PO OO Northville, Mich................. a ee YY) ORS OR, Paar OR Niele aioe: EPO TaN TEs SRG Utes eg Sg General Motors Truck Co..........-........ eS rere eee eee it as Tf oS ae ee Y 3 thee. i peer Ae See spe Gramm-Bernstein.............. Se bic oshneescnwe Lima, aN Sinan iuethess sl a Lae | Be idekel GE ieassl © | | 6 mS Ree. Great Southern................|Great Southern Automobile Co.............. Birmingham, Ala... .. Spavicn Lipiaansaeneeeade tas heel. 2 Red SR ee SO Re ee My Re tee G. V.-Mercedes................ oneal CO pg Se ale eae oe Long Island City, N. Y..... ..... ek Seen ores ee ere A ee Pee Ree Sees eee a Ee See | Er et Hahn Motor Truck Co............-+-0--.005) RRS ia Sn saecksvsly cick oe ee ae ee ey Oe SEAS ee ee er es: eA REE ee oc eI TIED, oc ccd cccvcavetcosenses OS ree ee ee ae RP A OA Oe eee cee see rae es sbeeeane og is cee eseeseenceen South Boston, Mass..............].... ees bees Gees Cees Crees Creed cd me ed cee eel rae Te Tepe ckicshedsssencks Harvey Motor Truck Co..............-..... A eee eee ee ee ee ee CRE. , Ak BN Hee Neel eee Hawkeye.............. ie: es _|Hawkeye Mfg. & Repair Co................. OS SPR es eee ee }....| 13 WE SY ae AP Tae Pry lh Hae Bs see SFC re eee North Cambridge, Mass........... | 1 a See a ee, Be a A en Se eee Ee ..........|Hereules Motor Truck Co..........-........ South Boston, Mass........ .....].... GE eee! ON OI RA TE Oe ee Hate Re ARE See PST VOTE inks ceed | Detroit-Wyandotte Motor Co................ Wyandotte, Mich............... ver eee eee fc tl a cS ge eer Pee eee eee | ere. Hurlburt Motor Truck Co..........-...-.... EE chp cnaessdslayccalescahen st we ke ee ee 33 | 5 7 Er eer ee _...| International Harvester Corp.......-........ Sere: ae eae EME. Bea Poe PEP NN aes Ne A Se ae ee Independent............ Independent Motors Corp..............-.... Port Huron, Mich..........).....].... me oes SS : | cs ne ESSE > i Ce ss wainn sik cn eney Er eee ee tS ae ae D beawebesvebeessdecass IE A ea EE ESS eee er ; 3 ch, eR Te, ee Se She Det ae ae 4 | ; on ES eee ...|fowa Motor Truck Co. .........-seeeeeeeee, Ottumwa, Iowa.................. OP ES S| Te ee ee | ae ES i (i) Run ARS sae | | :' | ee | ae Cos oe dvd SEEDS (cbdbedesoecenteesese sce. SS res ee ee oe ea a Poe foes coe eee oe a a a udacndde Ae Kearns Motor Car Co... . 2 .222.2cccccseess. Beavertown, Pa............ ..... } ee ae ee bide Kelly_Springheld ae G silk 5 _.|Kelly-Springfield Motor Truck Co............ ae, RS Gadedehatccc.: + we eee ee ee Of Be eee Oe ee eee at = 5 x, LL <visdhaseenessessadnh ET ISTE RE NEES TAGE NPR Ris A Beak 5 2 eG ae eh Rape i EIDUEEGP. scosccsccccess: ...../ Kissel Motor Car Co [Weebbsedays vad ee ey Hartford, error ised ee eee) ak Re ee RO bvecskesccksesajacene Tee at SS eee yee errr ‘San Francisco, Cal. . ah Ney: we eee eS TE Se) fae es ee ee rae Knickerbocker............... ‘Knickerbocker Motor Track Co oevutieasaes New York City............ ee! Ae) Sie 2 Bey Mae) PR Pie wor OS Pee ee ee rege pee | Se ae EY ache Se Springfield, Mass...........!..... CO 22 OK By OP 86 | SD Need OR Gee ee at oe T NE ih o6 kn e¥ a dese x H. J. Koehler Motors Corp.................. EE ae See = | i oer Ree oe Sen Bee oy eadal SPS ee Bocsig & Lakes. ............/Koenig & Luhrs Wagon Co..................| Quincy, Ill DS oe Oe a Te PE SR | er ae eee! Were Rl Be ees Krebs. Se : Krebs Commercial Car Co................... ee Ae ee eee, | | 84 OO. FE SPRY FI Eee Kressler..........-.... soc ce ee « (MMMEMEE RMED OO. ccccccccsccccsessccncscces eee a ee SNe i S chee spay eam: “hea Sonia eae Caos ei ee er See | eer Te eee EE NOOO TTT ELT EET TTS 0 ee en ae ee oS Oe eee Sae, ee ae eS eee Landshaft......... Gueieaos _|William Landshaft & Son................... a Kida dkawioels cvawleas a Br T CS Bee So Re en ee Pee ee J-+- eee RR Sa eae Oe | Kalamazoo, Mich...... Rey irate ae | EA ee See SY Ree ee TO SR IS RAB Sy ee eee Pr ree a ‘Lange Motor Truck Co.........-........... Es Tee Se irae er) US eee A eee Oy ONS Nae Gy ey bsea ie Larrabee.......... PR IE _|Larrabee-Deyo Motor Truck Co............. Binghamton, N. Y.........)..... were? ee fee | ee ee SEP Fe Mee: See he ee BAMIOOM, .. 20200000 volaieiiell alts — (jo ~ “Perry errr erry. Pittsburgh, Pa.............|..... RY Se ope) FE Sy? See See Re Re OR Foie [ae I es 0 ge Memon Motor Car Co... ........ccsccecceess Boston, Mass....... bec pa Pig, URS AR! NE Set! Ne ee, 1) AY Pe Gon Sem See RICE RENE Trae Lima Light Car Mfg.Co.............-..-... NE indi dh steebax Wena vg AOS SR RK RE SNR SR Gee SRR RS Sty, Depa pete BAROOED. ....-.-0+: whe aneewee Lincoln Motor Truck Co.................... rere leeee Say A Ss ee ee ee Se Eee ee ee ae SE TS See Mae Lippard-Stewart................ Lippard-Stewart Motor CarCo.............. Buffalo, N. Y ere TeLieeee eee 4; 2/1 NY Ge ee RR Ree WES Rae PP Re Se a eke e scene _...'Chicago Pneumatic Tool Co................. 0 Se oe mee 1} | 2 et ie ee ee EE ee ee Lombard.......... eR ‘Lombard Auto Tractor-Truck Corp........... New York City............/.....]. os cy Pe, Fee A ee eet San a Oe Sees SR Lord Baltimore................ - Baltimore Motor Truck Co............. Baltimore, Ma.............)..... ee hah Sl ees” Oe ae eae ee ae a eae | Rad | NOs sa on. 08 05 c060ccnce oe cas casdecengacvccccccsesccssebeces SEE eee wor for ars ee dap led. oy L. ae ey rere International Motor Co....................- Now Yoru City............)..... ee ee 8 aR ee) wren oy | 74 a eee SIE, ong 0ct0 oe ncncseds vvcetes I has toh 4. 0xtesaloe oui pee eS ee ee ee ene) ES RA EE os te wnk dv enndackes ED, 5 iicénsesenctsebeeesban ETE ETE: SG Foe OES TGS Ri! Ae” Aaa TE SR ae ey foe, Pelee Mreees cee ee ee eae oe ee cc cwnst wake eee enue Menominee, Mich..........)..... wey Ye OL ae ee ees Gees Gees pees Gees oe v Mercury-Bulley................ oo. cde soebeesh ach eeee OS Seer errr eee secspecesfewcsfeces[oosefesesfeeeefeseefersefereefeces[eeeefeeeel T Es bkavasuaenak was + oo, mppaeamammame Ds Cob ste Lueben eae New York City............/..... ne Ries BS TN Kes (ORES PR Seren Aeon, gen En See See oyna ec saueknhs vkwcuxin nel eee ee de ee ugh Ga ee Waltham, Mass............/..... i RR RR: ROS RES: GR Sn ree eee ee Reet See See Pee DI sah di kivknkn éacnekaes Bowling Green Motor Car Co................ Bowling Green, Ohio........ ..... LaeeEs<kin a. 2 a Beasal 33 Re eee ears Fe Mogul Motor Truck Co eR ee ey St. Louis, Mo..............)..... es Pe ee |2 | 23 Re ee ee ee ae RRS A REE eae eee _iJos. W. Moon Buggy Co.................... EAP ae, ES ie be eee ee a Re Free Ree | ee ere SL cs si deme nena bide unt Moreland Motor Truck Co.................. Los Angeles, Cal...........)..... seoefeeee[ Do] AB ]....] 2b Joo... et me eee ere oe ss as ccoeniacnatenceeaad Morton Truck & Tractor Co................. eae ERNE ye ae Preaee ess gi ee ike RL: Sa I eer are we ee ee a | | he Nelson & LeMoon.............. IR, sc ncasescbbswerssisienere OS Err rere rer ee) ie Ss ae ee te ee ee Oe A eae | hice TUM, occ cccrcdcccccccccccs sce | MM BUM CD. ccccccsccccescresens Fitchburg, Mass...........)..... SN etcle ARS! EG |) Aer, AES Fen fe eee Meee TS A pane New York....... eT ss i“ (#$( SN OO re SE mee eee AS ef RE A Pe ioe i fee pe Ree re See DME AnS kn occedentaeececd PCPA TED. ss cccectncbssvcsonsses EEE Cer eee ies EO Tees oN Oe Re Rees, Se See ea eee eres ce oe : | | | | | § SEER PIE Kentucky Wagon Mfg. Co..................'Louisville, Ky............. ae Se Se SA ee Cea (ee Free ae RP: SP ee eee ee : Old Reliable................... Old Reliable Motor Truck Co................ Chicago, Ill........ isakenthienal Po OO A Te RT TE Re em ey ee ee ee tee q ER isktesndsseinscscakl Willys-Overland Co................0.s.0000: Toledo, Ohio............... eG Re GEM ee ET Bien a PE ae rseadeeradeneel ese Ree

Heavy type represents vehicles whose specifications are given in this issue.

Page 41

November 2, 1916 43 UN OTS Re 4m F and Electric Commercial Vehicles for 1917—Continued

MODELS IN TONS CAPACITY Figures refer to capacity, not number of models Neme Manufacturer Address Un- 7 der | 3 | 2 1 {1$)] 2 | 28; 3 | 33) 4] 5 | 53] 6 | 63 | and | 4 over es csvnsiksavinatt Packard Motor Car Co............c00000ees Detroit, Mich.............. ie tee ee ee 8 ee ee eee Oat aN! Ae NS. cnt cenennceenkesan Packet Motor Truck Co..................... St. Paul, Minn re : J-+2}eeef, if Stl MS ES Se eee Res eee Sts ae Me ep as wi winadinemt wide ae Palmer-Meyer Motor Car Co................ ES SE Teer eee 1 . > Were Se ery eee See eee ee ee Palmer-Moore................. EES Ferrer cyracume, RTECS, Fre Fas 2/1 . eS oy REM lita FOO SE SASS AS! OEY Cs ak be cdodbswkion Ee == — RENE Sores, Seer 7/1 13 | 2 oe Be ee, ee See ee TA ee Sees nh EE Re Union Motor Truck Co....... ai Nitsa te alt dt Bay City, Mich............ ee Ce Se ee Oe gS ees See Kee eee eee SOE Ee. os be eect cake ele EEL OEP CTE Grand Rapids, Mich........ ar ee Pree ree eee Bo eR ER kg RR OR PM PKS cis diwercitevenseseus IND 5. ono dbncisednterevadigs Detroit, Mich.............. rer ee eee Meee a Re Or es ee eee eee ee Dakss che tasceanesenedennds United States Motor Truck Co............... Covington, Ky i ii inciin te ioich askesire 2 Re eS ae ee ee ee eS Van Motor Truck Co............cecce. ee 0 RS ee ee Sere: See Ree Reece ee Batey SRE See Ce ee eye aS EY _ Pr Van Winkle Motor Truck Co................ Ationta, Ga. .............. Bs eats a ors Pee CORR A Ee OE ST SRN Haeks PER ee ee Poe og cade nok patched Velie Motor Vehicle Co..................... a Sn ee ee” ae Pee ee ee bE OS en Tee ee ee a cin ob xeneweeas I Gs ond. secesNakberseace de Philadelphia, Pa................. 4 |. Re eel Apes BR Met ewan Feeke RT NS fost ihc onde wreck ele ed nee eRe aig one ebhecnkad neh Ss Mes nee ne ? 13 BRE UE ee Km EE ee Cee rere Walter Motor Truck Co..................... New York City. .........../..... mee Tres ee, CLM Ree Oe ee Ton a ee hee ee cits vane avekene cue eee NS SPE FOTO T CCE ETE T TS GN res Mere er Sop pee SMe en Apes Seen ee eee Ee Se A ia ake chaewwnenavied Twin City Four Wheel Drive Co............. St. Paul, Minn............. Dictate Te eae Mee eee ee Reo } El See Tipe fee Ma ee MR so ot 6uneedusious Washington Motor Car Co.................. Hyattsville, Md............|..... ee Se ge ee ore yes See Gate Se 6 é | EEE ee hha sche e cds Davee Kaus CaN awS Cleveland, Ohio............ la we feo | ee eee oe ee ere ee Se ee er dd 5 +b acecensen 6's we Od Wichita Falls Motor Co................. ....|Wichita Falls, Tex.......... ee wee Sas Fe Tl ep See See ee ESET ree Aart ve H. EB. Wileom Motor Co............c.csccces Minneapolis, Minn......... RES me me te aS & ae See Pee ee See ee ae ee ae ee Ck Ey oe err ape Detroit, Mich.............. Ee ath es Fotis: See 1 oe Eee See ee ee ee See Ae PK Re errr Myers Machine Co.............. insets coe Sheboygan, nce S- tx nahin sak bs Pee ere | ee ee | Oe ee eee eee eee ee ee oes 5s ae aw win I ig lr EO en {+ as ore er cee ee Oe, Gy OR Seek Bee Poem loeey an See See ES ah ine Dae gab aeeh Weier-Smith Truck Co..................... Birmingham, Mich.........'..... j 4 bie <a aden che acelt MEP Ee aasls axtele xoskadualicns Gada Zeitler & Lamson.............. Zeitler & Lamson Truck Co................. enema Gner: Pere wee se fe ee SS ee So ee eee Mee Bee Steam Vehicles Pi es chotalecnsdneweaesicn Stanley Motor Carriage Co.................. Nerton ER ae Pee ee Flee wee 2 Sf Oe ee ce, eae eee ee es epee ee! Se iid Sone Wan tenes ee Newark, IEE a, Me Se A ee CE EN SE SAR RN SEA ES PA Mpa Electric Vehicles MN Kin ctninsine cavdncbawks Ce .. . ca ce waue sibs keneens on nk ess Rome Wee re & pl NS Ske Ee Oe ee eee ee ae ss ic nee 0k edunes een Couple-Gear Freight Wheel Co............... Grand Rapids, Mich........|..... Pe PO RE Rees “eps Some RRR .| 5 7 Ge Waites peed ackes ene RE OE UIs & b'6deick Sw cdadcccéeace ee (Se Pe ee Oe Mee ret FS A ae eet eet Re es Wie eet cenetcescudestapaeadl IS Is 6 cs os s 6s bas cc acecdsesbat Long Island City, N. Y.....)..... 2 ER GS a A 8 EE ee ee Re ee Sree ee eee RR ee a SEERA OT A TREES errr 3 Se eee mee ee se OF ee es ed | | GUS oi inde vine eees Kentucky Wagon Mfg. Co.................. eS eee | eee cree Vers eo ioe Wow Gee PER SEs SN Te se oe ide cata : iC AEE ee ee Kentucky Wagon Mfg. Co.................. a ees, See coed ae Bi esd We hk ck, i a eS ce ee . | NR ee RECS URNS Bry I WU a nsx ch ans sahseadases MM Sotho ho! eS 6 See we ree oe er ae eee ee Be Pree ek ee Se Ce iiihnte Eicken eck bbs Ward Motor Vehicle Co.....................! Mount Vernon, N. Y....... 3 S tigcsk f sees] ee eee See 5s eee AR ee veer

Heavy type represents vehicles whose specifications are given in this issue.

Page 42

44 November 2, 1916 Prices of 1917 Gasoline Motor Trucks Classified According to Load Capacity and Combined with Salient Features of Chassis

? TRUCKS UNDER YoTON CAPACITY || TRUCKS OF %4-TON CAPACITY (Cont'd) _ | Wheel- N.A.C.C.| Elec- | Gear- . Wheel- N.A.C.C.} Elec- | Gear- Name and Model Chassis} base, Tires | Horse- tric set Final Name and Model Chassis | base, Tires | Horse- tric set Final Price | Inches power | System | Type Drive Price | Inches power | System | Type Drive PE ccscoskauseee 25; $535 103 |pneu....] 21.08 js&l..... selec. . | bevel i wkvekunesunih- eae Ai$1,190 110 {pneu*...| 19.61 |none... .|selec. .|int-gear Pr 75-B| 625-c| 104 jpneu....} 18.21 {s,l&i....|selec. .|bevel White.............GBBE) 2,100 133% {pneu....} 22.50 |[s&l.....!selec. .|bevel.. ; ed a sae M; 1,200 120 |pneu....}| 19.61 |lighting..|selec. .| top worm Ns ee ae ie 350 100 {pneu....} 12.08 j|none.... frict... bl chn TRUCKS OF 14-TON CAPACITY == 3 re ....B)$1,500 | 128 |pneu*...| 19.61 |s,l&i....|selec. i worm : Atterbury......... 6B) 1,775 | 140% |solid....| 22.50 |........ selec. .|top worm es ’ ES ac baat 2) Be w|0|lU ee Oe eee selec. .| top worm Atlas Seen at $690 | 106 jpmeu....| 16.92 |........ Selec. . |sp-bev en cinkanw dt c 1,690 | 128 |solid....| 27.20 |........ selec. .|dbl chn Briscoe.............4-24 625 104 |pneu....| 16.92 js,l&i... . selec. . bevel Bessemer............ G) 975 | a oe. 2 ee Be wae selec. . |int-gear ) SSeS eee. Se) eee Pen eee ont See ee O 1,45 124* Jsolid*...| 19.61 |........ selec. .| a aa a _...A; 800-c*} 100 pneu....1 15.64 |........ selec. . | bevel Brockway . | 4* [solid sn selec \oP — ee ern su ag dee 17 825 108 p&s.....| 16.92 |........)selec. .|bevel Chase Ai 1.650 | solid 19 61 selec _|to oa a ete e er = Me AMD 5. ssn. esas sees | 1,080 |........ ‘solid. ... A Ree lec. .|top worm Crowther-Duryea PRPS | 600-c} 110 jpneu....| 22.50 |s,1&i....|roller..jroller Commerce. oe A} 1,175 126 solid. _..| 19.61 |s&l-2....{/selec. . int-gear : sa | 1,55 1 a. 2 a eee selec. .| J ae Junior 895 108 pneu. . 15.64 Is&l.....|selec. ./top worm cumtante ) | - - — ” eee. . pee err G! 1,150 120 = |pneu 22.50 js&l..... fric. . .j}dblchn i Senior! 1,450 128* |solid....| 19.61 |........]selec. .|top worm r th 25-A| Gi : _— Denby .. eer lu 119 |pneu....| 15.64 js&l..... selec. . int-gear Ellsworth........... | 695-c} 108 [pneu....| 16.92 |s,l&i... . |selec. . /bevel ree 10; 1,385 124 Ip&s*. ...| 22.50 |s&l-2... .|selec. .|int-gear neaiiees 35. | age sitans,...1 90:00 tend... eee: Beovel Diamond-T........... J5, 1,485 132 _—sjsolid... z 19.61 |.. _. selec. es worm Lippard-Stewart. . ..MW_ 1,000 | 106 |pneu....| 16.92 |s&l-2.... selec. .|top worm a 6 Clltti‘ iOS | 439 ~~ Isolid*._.| 19.61 is l&i*. _.|selec. . top worm | askseak- ae solid*...| 19.61 | , selec Old Hickory........... | 825 112 |pneu....; 16.92 |s&l-2... .|selec. . |bevel Forschler........ 1,690 130 | olid*.../ 19.61 none selec. a Overland...... ....45-B) = 725 106 = |pneu....| 27.20 |s,ld&i-2... ‘selec. . | bevel Gesterd......... 75| 1.450 120 |pé&s..... 19 61 sé _...}selee. .|top worm a . Po | Globe... ae | 1,375 130° jsokd....| 35.30 |........ selec. . int-gear i a ee 19 : 61 seveoeens TT. TS idbl chn Saaey eo hae ey | Brinton. ...... H) $950 | 115 pneu*...| 16.92 |lighting..|selec. .|top worm Mack.... AB: 2.000 144* JIsolid....} 25.60 (|s&l-2... dbl chn fo | “ | Mack.... AB) 2,000 | 144* isolid . ...| 25.60 |s&l-2....|selec. .|top worm ree M 8%) | 118 [pneu 16.92 js,l&i... ./selec. . |bevel Menominee FW) 1,575 | 130* j|solid....; 22.50 |none. .. .|selec. ‘|top worm Commerce............ _ 975-c; 120 pneu....| 19.61 js,l&i.... ‘selec bevel Moreland........... 15-D 1,650 | 126 ‘solid. ...| 22.50 |lighting..|selec. .|top worm : | | | ery ere BB} 1,200 124 j|solid....| 19.61 none... .|selec. .|top worm Nelson &LeMoon _. EL 1,700 jopt..... soud....| 22.50 |........ selec. | ae UTE snc ccccsnsees I-B-4; 1,900 132 pneu....| 30.65 |lighting..|prog. .|sp-bev Niles. . ..B' 1,175 | 124 pneu....; 19.61 jopt..... ‘selec. .| top worm | | | | ES, ach anes l ca 96 ~—‘{solid 2 2 eer plan. dbl chn Packard 2 1D 2,200 | 126* |solid....| 25.60 |s&l-2....!prog. | worm DT AS 1,090 122 pneu....| 19.61 |none..../selec. .|bevel Palmer... tees 1,350 | 1323 solid. soo) Bee /none. .../Selec. . int-gear 7 | Palmer-Moore... ..M) 1,350 126 ‘solid. ...| 22.50 js&l*....'selec. . |int-gear Se : H| 1,225 115 j|solid....| 19.61 |s&l*..../selec. .|int-gear | | | : ; Republic... . .. S Serre | 124 solid. ...| 19.61 |s&l-2....|selec. . |int-gear ree 1016 = 965 116 |jpneu....) 22.50 js&l-2....|selec. .|sp-bev | | | NS da ala | oe See | 124* jsolid....|; 16.92 \starting..|1 j-c.. | top wort Kisselkar....... 950 124 (pneu | 24.22 |s&l-2*.. . |selec. . sp-bev ‘ | | peels ‘Uccbiante OO ES AA: 1,600 130* |solid*...| 22.50 jlighting..|selec. . |top worm cine 2 O} 1,290 120 |pneu*...| 19.61 |........ selec. . |int-gear Se Selden........ TL) 1,700 | 1263 |solid....| 19.61 séi-3 selec. .|top worm Lane ..A) 1,075 120 ~—|solid* 16.92 |........]}selec. .|/top worm Service..............120! 1,375 | 135 ‘solid*.../ 19.61 is&l-2*. ../Selee. .| top worm Lippard-Stewart |W) 1,600 125* |pneu | 22.50 js&l.....|selec. .|top worm Signal F/ 1,550 | 144* solid... '* 2 are selec. . |top worm Little-Giant ... 15) 1,500 38 = p&s | 19.61 |lighting..|selec. .|top worm Stewart....... 4, 1,390 | 128 solid....; 19.61 |........|selec. . |int-gear y | | | Studebaker. . 7; 1,100 | 125 |pneu....| 24.22 sl-2... . selec. . /hevel Menominee ....BW) 1,295 124 (cush....) 22.50 jnone... .|selec. .|top worm sean binned A} 1,350 | 124* jsolid....| 19.61 |none....|selec. . |int-gear . | | | | Palmer-Moore ....) 1,150 106 solid | 19.61 is&l*... Iofies. _|int-gear SN a eee AW) 1,450 112 _—s solid... | 19.61 |........|selec..|top worm | | | Reo F 1,000 | 120 |pneu 27.20 |skl-2... . 'selec. . |sp-bev Wichita....... A) 1,350 110* |solid. .. | 16.92 \etl- 2... .jselec. Jdbl chn Republic 9 750 | 120 eush....| 16.92 ena ont . |int-gear —- ae 5 1,650 | 118* jsolid....| 19.61 isdcl-2.. . ‘laelec. .|top worm | | | as 128 jpneu*...| 22.50 /lighting..'selec. .|t Selden G 985 | 110 pneu 15.64 |s&l.....'selec. .|top worm Witt Will ....... WD16| 2,000 | 4 120 solid®. a8 99 50 me sti bad = top ae Stewart 3 1,290 | 1i8 pneu 19.61 (s&l-2.... selec. . |int-gear re B) 1,650 | 136 \solid. ew | = tl i Pere selec. . ‘top worm |

= | ABBREVIATIONS: General, *, with other options; opt, optional. Tires, Kind, pneu, pneumatic; cush, cushion; p&s, pneumatic in front, solid in rear; p&e, pneumatic in front, cushion in rear; c&s, cushion in front, solidin rear. Electric System s&l, s.arting and lighting; s, | & i, starting; lighting and ignition; 1&i, lighting and ignition; ski, starting and ignition; -2, two unit. Gearset Type, prog, progressive sliding gear; selec, selective sliding gear; plan, planetary; ind-c, constant-mesh individual clutch; fric, friction; elec, electric. Final Drive, bevel, direct bevel; sp-bev, spiral bevel; doub-red, double-reduction, bevel and spur; int-gear, internal-gear; eer ce 75 top 0 worm gear with worm on top; dbl chn, double chain; sing chn, single chain; -f, to front wheels; -4, to all four wheels

Page 43

November 2, 1916

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7. ’ TRUCKS OF 114-TON CAPACITY TRUCKS OF 2-TON CAPACITY (Cont'd) _ | Wheel- : N.A.C.C.| Elec- | Gear- Wheel- N.A.C.C.| Elec- | Gear- Name and Model Chassis} base, | Tires | Horse- tric set Final Name and Model Chassis | base, Tires | Horse- tric set Final Price | Inches power | System | Type Drive Price | Inches power | System | Type Drive Sere 6R/$1,875 1403 jsolid....| 22.50 |........ selec. .|top worm Sas awe whe mew E' $2, 250 144* |solid....| 32.40 |........'selec. .|top worm , IN aad 0 ssa gna ao ain | 2,000 132 = |solid....| 27.20 |lighting.. selec. .|top worm RC ss a 50 645 ous J-2) 1,825 eee. lO eee selec. .|top worm NN ak a ntcha-aiai W-F| 2,250 150 ~=—|solid....} 29.00 js&l-2....\selec. . top worm * RRR ae 2,650 | a he. Oe Aree selec. . top worm SS Beery ereer rer C; 1,950 138 solid. . a Rae selec. .|top worm ig ks glade , 300 148 solid....| 27.20 jhghting.. selec. . tee worm Continental (C)....... HL} 1,750 144 jsolid....| 22.50 |........ iselec. .|top worm orbitt...... ee: D| 2,150 138 __{solid.. 22.50 | boat selec. .|top worm Independent........... G| 1,850 a ee, 8 eee selec. .| top worm : | EA ae E| 1,800 130 = jsolid....) 22.50 |........ selec. .|top worm ER 4016; 2,850 124* |solid....| 29.00 |s&l-2.... ind-c..|int-g-4 Md as 5 ili wd _.G 1,575 120* |solid....| 19.61 |s&l-2 selec. . |int-gear Diamond-T....... os " 2,050 154* solid... ee es selec. .|top worm "ang Beisssisceh eae | 1,875 | 144* me} ..-| 29.00 ay ng ax .|top worm "eee A2| 2,400 | 145* |solid....| 27.20 |lighting.. selec. .|top worm Federal.............J-M; 1,800 144* |solid....| 27.20 js&l-2 selec. .|top worm cmecnde cxeun 601 2.375 | 162 feolid....| 37.20 j........ selec. .|top worm , Pe . 66) 1,800 142* jsolid....| 22.50 |s&l..... selec. . |top worm ii cuvd eases B) 2,450 136* |solid....| 27.20 |none.... ind-e../dblchn G. A. Schacht... : 2,650 138* solid... et ay selec. .|top worm Lippard-Stewart........ G} 2,600 158* j|solid....; 27.20 js&l..... selec. .| top worm | : 31) 1,900 144* solid... 22.50 jnone..../|selec. .|top worm Little Giant........... 16} 2,500 144 © jeolid....| 27.20 |........! selec. .| top worm Gramm-Bernstein. 2,000 130* jsolid.. 22.50 |s&l-2*.. .|ind-c.« |top worm | . Ni kak eke eres AB} 2,700 162* |solid.... 25.60 |s&l-2....'selec. .|top worm Horner... . 2,250 145 = |solid....| 27.20 |........|selec. .|top worm EE 5. 3a it, artnet AB) 2,700 162* Jsolid....| 25.60 |s&l-2.... selec. .|\dblchn Hurlburt. . . 2,250 136* jsolid....| 22.50 j|lighting..|selec. .|top worm Menominee...... ..D} 2,240 | 144* |solid...., 27.20 |none.... selec. ./top worm Jeffery....... .2016| 1,465 130 = |p&s.....} 22.50 js&l-2....|selec. .|int-gear Nelson & LeMoon..... E2| 2,250 | opt.. _|solid. cs ; 27.20 | Peer selec. .| top worm ER D) 2,350 | 144* jsolid....| 27.20 (s,l&i....'selec. .|top worm Kelly-Springfield. .. .K-31) 2,000 144* jsolid*...} 22.50 |s&l-2... . |selec. .idblchn . ine weawnendnes E| 2,600 | 144* (jsolid....| 33.75 (s,l&i....|prog.. ‘top worm Kelly-Springfield. ...K-32) 2,000 144* jsolid*...| 22.50 j|s&l-2....|selec. .|top worm Ream aminiiwaes E| 1,875 140* |solid....| 27.20 (opt..... selec. .| top worm Kleiber..............Al} 2,250 140* j|solid....| 27.20 lighting..|selec. .|top worm | | | | Sr 40; 2,050 146 = |solid....} 22.50 |........ selec. .|top worm Old Reliable............ 2,450 150 solid... : 25.60 lighting.. selec. .|top worm | | Lange. ..C} 1,850 130* j|solid....} 22.50 |none....|ind-c..}dblchn Sree 2-D | 2,800 144* |solid....| 25.60 js&l-2....|prog. ./top worm IN on wormed | 2,000 140* |solid....} 27.20 js,1&i-2...|selec. .|top worm NES, 6 at ch adaniae 1,975 144 ‘\solid....| 27.20 |none..../\selec. .|top worm Lippard-Stewart........ F 2,300 145* jsolid....| 27.20 js&l..... ‘selec. . |top worm eee eee 1445 isolid....| 32.40 }........ selec. .| top worm Little Giant............ H} 1,500 110 |solid....] 19.61 [........ selec. .|dbl chn Pierce-Arrow............ 3,000 150* solid... ' ye Porerere selec. .|top worm - | | Maccar................ L} 2,100 150 = jsolid....| 27.20 |none....|selec. .|worm MR. ncaa baw wears J, 1,650 146 solid. i es selec. .|dblehn Mack .. AB} 2,350 162* Jsolid....| 25.60 js&l-2..../selec. .|top worm Republic.............. eee 144* jsolid....| 27.20 |s&l-2....jselec. .|int-gear Mack .. AB; 2,350 162* Jjsolid....} 25.60 js&l-2..../selee. ./dblchn | | Menominee H 1,775 | 130* solid....| 22.50 jnone....|selec. .|top worm Sanford............. §; 2,100 150* j|solid....| 29.00 |........ selec. . |int-gear Moreland. 15-B) 1,950 | 126° solid....} 27.20 jlighting..|selec. . | top worm UN siians weaned ae af TC, 2,000 | “150 jsolid....| 22.50 |s&l-2... .|selec. .|top worm Moon... . Perr B) 1,600 | 140* |solid....} 22.50 j|none....jselec. .|dblchn re JWD, 2,250 150 jsolid....| 27.20 |s&l......|selec. .|top worm ea | | Service .140| 2,250 160* (solid... | 27.20 |s&l-2*...|selec. .|top worm New York ..M/| 2,200 | 144* |solid....| 27.20 |........ ind-c..|top worm Signal...... .. J} 2,100 150° jeold....| 27.20 /........ selec. .|top worm ; _ — Sa oe | ee 70; 2,000 140 |solid....| 27.20 |......../selec. .|top worm Old Reliable 1,950 150* j|solid....| 22.50 lighting. .|selec. .|top worm a ‘EPOee TT Cee eT eee C| 2,250 115* — sec) 24.80 wana me dblchn ° - | 6 6a tse wareak E; 2,250 et Ane | eee ‘selec. .|top worm Packard 13-D) 2,500 126* ‘solid... | 25.60 js&l-2....|)prog. .|top worm Superior. _.C) 1,800 144 solid. ; ; 92.50 |none....|selec. | ae | : ee |, || Republic. . | ae 144 —{solid....| 22.50 (s&l-2... .\selec. . |int-gear United............. BSW 2,250 144* \solid....| 27.20 sé. .... (selec. .|top worm a oss cx aha aa .E| 2,200 SGe” «(RES. . 1 SE. Esccwcecel ind-c.. |\dbl chn Sanford R| 1,370 138 jsolid*...| 19.61 |........ selec. .|dbl chn i) -H> 2,500 144* ‘solid....| 27.20 |........\ind-c..|top worm Service 130} 1,950 150 = {solid....| 27.20 js&l-2*.../selec. .|top worm Universal ..D) 2,800 132* Jsolid....| 25.60 |lighting..|selec. .|dblchn Signal. . H; 1,800 144° jsolid....| 27.20 |........ Iselec _|top worm | | | : Stegeman | 1,900 150 = |solid....} 25.39 |s&l-2....|selec. .|top worm Bs ov0asesewness 25. 2,250 150* ‘solid....| 27.20 ‘starting..|selec. .| top worm Sullivan........ 1,650 | 129 solid. ABBREVIATIONS: General, *, with other options; opt, optional. Tires, Kind, pneu, pneumatic; cush, cushion; p&s, pneumatic in front, solid in rear; p&c, pneumatic in front, cushion in rear; c&s, cushion in front, solidin rear. Electric System, s&l, starting and lighting; s, | & 1, starting, lighting and ignition; \&i, lighting and ignition; ski, starting and ignition; -2, two unit. Gearset Type, prog, progressive sliding gear; selec, selective sliding gear; plan, planetary; ind-c, constant-mesh individual clutch; tric, friction; elec, electric. Final Drive, bevel, direct bevel; sp-bev, spiral bevel; doub-red, double-reduction, bevel and spur; int-gear, internal-gear; ext-gear, external gear; top worm, worm gear with worm on top; dbl chn, double chain; sing chn, single chain; -f, to front wheels; -4, to all four wheels.

Page 44

46 November 2, 1916

TRUCKS OF 214-TON CAPACITY (Cont’d) || TRUCKS OF 314-TON CAPACITY (Cont*d)

Wheel- \N.A.C.C. Elec- | Gear- Wheel- N.A.C.C.| Elec- | Gear- Name and Model Chassis| base, | Tires | Horse-/| tric set Final Name and Model Chassis| base, | Tires | Horse-| tric set Final Price | Inches power | System | Type Drive Price | Inches power | System | Type| Drive | EE B\$1,875 150 jeokd....| 25.60 |........ selec. . |int-gear a Pee Oe ae e . yo 7. m2 ak po are Sa a. a EP ; solid... . -2*.. . selec. .|top worm SRNR prey ae R| 2,350 144.‘ |solid....| 22.50 |s&l-2..../\selec. .|top worm DA | 2 eee selec. . |worm Gramm-Bernstein....... 4,300 168* jsolid....| 32.40 |s&l-2*.. .|ind-c../top worm PE, « on0ese0ecseoes ORY 3a — ee SF US ee selec. .|dblchn é a oe Diamond-T............ L} 3,300 170* jsolid....| 32.40 |........ selec. .|top worm - Sih enna ae iin aie eo od oy cae 2% a. a. dblchn SOR -K; 3,6 solid....} 32. SWil-2... .|selec. .| top worm DT. <cedasneneeeds L} 2,800 146* ‘solid....| 32.40 /lighting..|selec. .'top worm aes ES rer rr: eo ae wy are ig eae sg .|top worm Es sb assenbecewss » 20 solid. ... ighting..|selec. .| top worm RINE. ccccccoeses 77-B| 3,400 128* jsolid....| 29.00 js&l..... selec. .|top worm a 71) 3,300 163* jsolid....} 32.40 j|none... .|selec. .|top worm Kelly-Springfield. ... K-50) 4,250 150* j|solid*...| 32.40 js&l-2....|sele ..|dblehn Gramm-Bernstein. ...... 3,400 158* jsolid....| 29.00 |s&l-2*.. .|ind-c..}top worm —— asheaessadey " yor ie ory ~~ oe ll a. .| top worm Priniasn das andan 8 solid. ... ighting..|selec. . | top worm eee 2,800 144 —s (solid... .} 32.40 lighting..|selec. .|top worm* Knickerbocker......... C; 4,500 148* jsolid....| 32.40 /lighting..|selec. .|dblchn ONS erry ees a ee, solid....}] 32.40 |........ selec. .|db] chn | Sr eee < Sern Seer pome....5 OR.4D f...2.00 selec. .|dblchn ee 16-J| 3,800 180* jsolid....| 36.15 |lighting../selec. .| worm Harvey............W-Hj 2,950 160* jsolid....| 29.00 |s&l-2..../|selec. .|top worm | OR 3,500 146* jsolid....| 29.00 |lighting..jselec. .|top worm Old Reliable. ........... 4,500 150* jsolid....| 36.15 |lighting../selec. .|dblchn Kelly-Springfield. ...K-40| 3,400 150* jsolid*...}| 32.40 (js&l-2....|selec. .|dblchn nt te eenwe ee 151* jsolid....| 32.40 |........ selec. .|dbl chn PPPS 120s solid... .{ 32.40 © | Leas ind-c..|dblchn Pierce-Arrow..........-: 4,500 a ee | selec. . | top worm CO Pere C} 3,500 160* jsolid....| 32.40 (lighting..|selec. .|top worm | ‘ Knickerbocker. ........ Al 3,500 128 jsolid....{ 32.40 /lighting..|selec. .|dblchn DT tah ci atee came eaeennbwian se 168* (solid....} 36.15 |starting..|ind-c..|top worm Oe 90) 3,250 180 jsolid....] 32.40 |........ selec. .|top worm = | pas | MER, cs pocvesseccenes L} 4,800 153} |solid....| 34.28 |none....|selec. .|dblchn BERGER. ccccccesecces M} 3,250 174 ~—solid....} 32.40 |none... . |selec. .|top worm ONENUOT so on cccccccess 4,500 150* jsolid....| 40.00 jnone....|selec. .|dblchn I i AC} 3,400 156* jsolid....| 40.00 js&l-2....\selec. .|dblchn ET 200; 4,000 170* j|solid....| 32.40 |s&l-2*... selec. .| top worm Menominee............G)| 2,775 160* jsolid....| 32.40 jnone....]...... top worm —_. perroseseaes he yo +a ae =? ~ = ts a .|top worm Pere 3,40 PE. 6 csk PP. Un cdacens selec. .| topworm i. .. sbenseeds 3-D} 3,400 156* jsolid....| 32.40 s&l-2....|prog. .|top worm —— nie na Seance A one = wry me: en vie dbl chn tegeman..........0.+-- ,0 7 solid. ...| 33. s&l-2....|selec. . | top worm , pkcapobnageses<niegocense 158* jsolid....} 29.00 |starting..jind-c..|top worm Ps ch citdbvaoesnnh 4,500 168 solid... | 36.15 mliiesh tata .| top worm | | | |

c&s, cushion in front, solid in rear. Electric System, s&l, starting and lighting; s, | & i, starting, lighting and ignition; \&i, lighting and ignition; ski, starting and ignition; -2, two unit. Gearset Type, prog, progressive sliding gear; selec, selective sliding gear; plan, planetary; ind-c, constant-mesh individual clutch; fric, friction; elec, electric. Final Drive, bevel, direct bevel; sp-bev, spiral bevel; doub-red, double-reduction, bevel and spur; int-gear, internal-gear; ext-gear, erternal gear; top worm, worm gear with worm on top; dbl chn, double chain; sing chn, single chain; -f, to front wheels; -4, to all four wheels. ABBREVIATIONS: General, *, with cther options; opt, optional. Tires, Kind, pneu, pneumatic; cush, cushion; p&s, pneumatic in front, solid in rear; p&c, pneumatic in front, cushion in rear;

Page 45

RACE

November 2, 1916 47 >) TRUCKS OF 5-TON CAPACITY (Cont'd) TRUCKS OF 614-TON CAPACITY Wheel- N.A.C.C.| Elec- | Gear- Wheel- N.A.C.C.| Elec- | Gear- Name and Model Chassis base, Tires | Horse- tric set Final Name and Model Chassis | base, Tires | Horse- tric set Final Price | Inches power | System | Type Drive Price | Inches power | System | Type Drive MR ccidisasctcees RW/$4, 250 168 |solid....| 33.75 /s&l-2..../selec. ./top worm NETS cu cc éanece ees M/$5,800 156} jsolid....| 34.28 {none....!selec. .|}dblchn — idipadecded — 3,900 144° — ...-| 41.62 Is&l-2*... — .|top worm rll ak iene SE ee ee ee ee ee Peneidlauvescbeans 4,000 168* jsolid....| 36.15 |........\ind-e..|top worm anaes etsy TCD} 4,500 169 j|solid....) 29.00 |........ selec. j an TRUCKS OF 7-TON CAPACITY Sch k3usco as Q) 3,850 | 165* jsolid....| 32.40 |s&l-2.... selec. . top worm AND OVER Zeitler & Lamson........ 4,150 180* jsolid....| 41.62 (|l&i*.....|ind-c..|top worm a | Oi caesitasenen E|$4,950 |........ solid... | Ae eee vite: <a | a ii via 5,000 156* J|solid....| 33.75 |lighting..|selec. .| top worm TRUCKS OF 514-TON CAPACITY Pe : Ee ee AC; 4,500 156* jsolid....| 40.00 |s&l-2....|selec. .}dblchn | | | | Old Reliable............ 5,000 150 ~—jsolid.... | 41.62 /lighting..|selec. .|dblchn ey SES | Sa ee...) ee ts eens selec. .|top worm : | Si 666et i eeencrd AC\$4,000 | 156* ven ...| 40.00 js&l-2....|selec. ~— I Rcwetcnsiestnaciabsasnecds 158* solid... | ee ere ind-c..|dbl chn | | MTT TTT TTT Te 4,750 168 |solid....| 36.15 /lighting..|selec. .|dbl chn TRUCKS OF G TON CAPACITY Dis i dw ededaciensn B) 4,750 162* solid... ; 5 a eee selec. . |ext-g-4 eS 2 5 $4,500-c| 178 |solid....| 36.15 |........ selec... alte eee 69) 4,500 128* J|solid....} 41.61 j|none. ../selec. .|dblchn DMMB csc cecescssceeee 35/$4, 500 1083 jsolid....| 40.00 js&i-2....!selec. .|dblehn ean ae Sy es 4,500 168* Jisolid....| 32.40 js&l-2*... an agg top worm a ivins dik ms ome Reais 36; 5,000 1083 jsolid....| 40.00 js&l-2..../selec. .|dblchn sd ir = —meeee 1924 |solid....] 29.00 |........ _. int-gea ee A me eg OC Cee AC) 3,400 | 119 Jsolid....| 40.00 |adl-2.... |scleo...,dblchn i ... .K-6 ,500 150* lid*...| 32.40 js&l-2....\selec.. dblch ES 4,000 119 J|solid....| 40. -2....|selec. . chn a a ° wails wena i cinekienis AC| 4,500 | 119 |solid....| 40.00 |s&l-2... .|selec. . |dblchn cen cents RE CS Pe selec... dbl chn Mercury-Bulley........ A} 3,400 71 |solid....| 29.00 {lighting..|ind-c..|dblchn Gt tenella ised wane 168 -jeolid. ...| 48.90° |........ ind-c. . top worm* I cin cnaoenad T| 2,500 OD Sess. t TO Bivins selec. .|top worm RS re SW) 4,550 168 solid... 33.75 js&l-2... . Selec. : top worm NG vactecckneeencs 3,600 80 jsolid....|/ 32.40 |........ selec. .| top worm ABBREVIATIONS: General, *, with other options; opt, optional. Tires, Kind, pneu, pneumatic; cush, cushion; p&s, pneumatic in front, solid in rear; p&e, pneumatic in front, cushion in rear; c&s, cushion in front, solid in rear. Electric System, s&l, starting and lighting; s,1 & i, starting lighting and ignition; \&i, lighting and ignition; s&i, starting and ignition; -2, two unit. Gearset Type, prog, progressive sliding gear; selec, selective sliding gear; plan, planetary; ind-c, constant-mesh individual clutch; fric, friction; elec, electric. Final Drive bevel, direct bevel; sp-bev, spiral bevel; doub-red, double-reduction, bevel and spur; int-gear, internal-gear; ext-gear, ays oie top — worm gear with worm on top; dbl chn, double chain; sing chn, single chain; -f, to front wheels; 4. to our wheels.

mee

eatin Save These Pages N KEEPING with its previous custom Motor Age publishes the specifications of the principal makes of gasoline and electric commercial vehicles. Each year which has witnessed this collation of technical data has seen it more and more complete. For 1917 this tabulation covers twenty-one pages. These specifications are prepared for the information of prospective buyers of motor trucks, who require some means of ascertaining what vehicles are available, their capacities, types, their de- signs and their prices. Will Aid Many Classes These compilations are for the owner £ motor trucks, whether at present in the market for new or additional equip- ment, or, if not, to aid him in keeping abreast of developments, so that when the time comes for further investment in com- nercial motor vehicles, he will be in- ormed—will buy intelligently. These specifications ar2 also for the deal- r in motor trucks of all types. They offer he means of informing him with regard 0 their comparative merits. This refer- nee, being complete, enables the dealer to determine the capacities, prices and con- struction of competing makes, so that in case he wishes to change his line or add vehicles of another make or type to his stock, he may be sure that he has not overlooked any of the recognized makes. It enables him to obtain an accurate focus on the relation of his line to motor trucks in general. Likewise, these specifications are valu- able for the manufacturer, for the en- gineer, for the sales executives and others of the producing organization, who often are in urgent need for a reliable and com- plete reference to standard products in their line. Besides this, the industry re- quires some standard reference for a vast amount of data, the need for all of which cannot always be told in advance. Therefore, it has been with the thought in mind of the needs and requirements of its readers, among which are all the per- sons mentioned in preceding paragraphs, that Motor Age has prepared and now offers the directory of 211 makers of ve- hicles, with the names and addresses of these makers, as well as the capacities of their product; a condensed buyers’ guide of the principal makes, grouped ac- cording to the tons capacity and segre- gated according to the forms of power; a table of specifications covering 386 differ- ent gasoline and gasoline-electric chassis models of 137 manufacturers, specifications and buyers’ buide of thirty-seven electric vehicles of the commercial types, together with a complete glossary of terms for both gasoline and electric specification tables and other data such as will be required by those in any way interested in commercial vehicles for 1917. Many Changes Made Much progress has been made in the commercial field during the last year, as well as the passenger car field, and it is a physical impossibility to keep all of the data required in the course of the busi- ness routine at one’s fingers’ ends, so the information on the preceding and follow- ing pages should be preserved for refer- ence during the 1917 season. The publica- tion from year to year has proven the worth of such information as those who have come to use it in the past will testify.

Page 46

November 2, 1916

48 Technical Specifications of Gaso — Details of 386 Gasoline and Gasoline-Electric Motor Truck Chassis

s e » o f Engine, Transmission, Control and Equipment — FRAME TIRES | MOTOR Capa- | Price | Wheel- | SIZES IN No. of COOLING IGNITION EL! Name and Model city in of base in INCHES Wheels | Crank- N.A. | Cylin- Pounds | Chassis | Inches | Mate- | Con- | Kind shaft |Bore and; C.C. ders |[Valves - rial | struction! Bear~ | Stroke | Hp. Cast | Placed| Water | Radiator Spark Front Rear ings Circu- | Core and | Type | Make Ad- Typ lation Case vance OS FFE ee 3T|} 6,000 \$4,500 144 | rolled-c.. |semi-fix .|solid. ...| 48x34d | ‘48x33d |wood-ov. 3 |4-5$4x44| 42.76 |pairs....jright.../gear. . . /fin-sheet...|dual. .|Bosch..... hand... 2 ..... OS Pry. 5T| 10,000 | 4,750 144 __|rolled-c.. |semi-fix..|solid. ...| 48x34d | 48x5d_ |wood-ov. 3 {4-524x43) 42.76 |pairs....iright...)gear... ery .(dual. .|Bosch..... hand... Mmm ...... ga gwekeeae =e 4.600 1........ 150 =| pr-steel.. |semi-fix..|solid. ...| 34x4 36x33d |wood-ov 3 |4-44x5% | 29.00 Ba: ..{left....jcent. .. 'fin-cast..../sing.. .| Eisemann.. an | [ae PR Wk6é abeearwee Pe Sudekeoce 168 _|pr-steel.. |semi-fix..|solid 36x5 38x5d_ |wood-ov. 3 |4-4}x5{ | 29.00 |pairs.... -_ ...jcent. .. |fin-cast....jsing...|Eisemann../hand... HR ...... SS eres B) 2,000 | 1,500 128 __|pr-steel.. |semi-fix..|pneu....| 34x3 34x4 |wood-sq. 3 |4-34x5 |19.61 block. -_ ee See °c sing.. .|Eisemann.. |hand.., . NN ot ced anaweee A} 4,000 | 2,100 148* (pr-steel.. |semi-fix..|solid....| 36x4 36x6 | wood-sq. 3 |4-41x54 | 27.20 |block... \left....jcent. .. |fin-sheet...|sing.. .|Eisemann.. |fixed.,.. lightiz iooneene Cl ZOD I... ccc. 168* jrolled-c.. |semi-fix..|solid. ...| 36x5 40x5d_ | wood-sq. 3 )4-43x54 | 32.40 |pairs....jleft....jcent.. ./|fin-cast....|sing.. .|Eisemann.. jfixed... lighti1 Armleder......... HW2; 4,000 | 2,800 166* ‘pr-steel..|semi-fix..|solid....| 36x4 36x7* |wood-sq. 3 4—4'x5i | 27.20 block. .. |left.... cent... icell-sheet. . sing.. .|Bosch..... hand... highti1 Armleder.......... KW; 7,000 | 3,500 156* jrolled-I.. |semi-fix..\solid. ...| 36x5 36x5d_ | wood-sq. 3 |4-4)x5} | 32.40 |pairs... ‘ 2. ...{cent. . . |fin-cast....jsing...|Bosch.....| hand... ligh tar ee eee 17; 1,000 690 106 ala . pneu....} 30x33 | 30x33} |wood-ov. 2 14-33x5 | 16.92 block... _— e veemes wma ..|Sing.. .|Dixie..... hand... Mm ...... ee ss cscsue 6B; 2,000 | 1,775 1403 |pr-steel.. |flexible. . |solid. . . .| 36x3} 36x5 |wood-sq. 3 {4-8%x5} | 22.50 |block... \left..../cent.. . /fin-cast..../sing.. .|Bosch.... ~~ 5 Atterbury... .6R;} 3,000 | 1,875 140} |pr-steel.. flexible. . |solid....| 36x33 | 36x5 | wood-sq. 3 |4-3%x51 | 22.50 |block... left....\cent... fin-cast....\sing...|Bosch.... . |fixed.. IE 6 cea qxtvon 6C;} 4,000 | 2,375 1533 |pr-steel.. |flexible. .jsolid....| 36x4 36x4d_ |wood-sq. 3 {4-41x54 | 27.20 |block... left.... cent... fin-cast....sing...|Bosch..... fixed... ND so os skpen 6D| 7,000 | 3,175 1674 |pr-steel.. |flexible. . |solid....| 36x5 40x5d. . | wood-sq. 3 |4-43x5} | 32.40 |pairs....jleft....|cent...|fin-cast....\dual..|/Bosch.....j|hand.... HB ..... ee 21F| 4,000 | 1,650 97 jrolled-c. i oi le solid*...| 34x4* | 34x5* pe 2 |2-4%x4} | 18.10 |sing.....jtop....jcent.. .|cell-sheet. .jsing.. .{Bosch..... _ — ia ee ae 1, 2,000 | 1,700 132* \rolled-c.. ‘semi-fix..|solid. ...| 36x34 36x4 wood-ov. 3 |4-33x5 | 22.50 ‘block. leis _. thermo. cell-sheet..|sing...|Bosch.....'fixed.... HR ...... Available... 2; 4,000 | 2,250 156* jrolled-c..|semi-fix..|solid. ...| 36x4 36x7 = |wood-ov. 3 |4-4!x54 | 27.20 block... left.... cent... cell-sheet. . |jsing.. .{Bosch.... . 'fixed.. Available.............3) 7,000 | 3,300 168* jrolled-c..|semi-fix..|solid. ...| 36x5 40x5d_ |wood-ov. 3 4-44x54 | 32.40 |pairs....ileft.... cent... cell-sheet. .|sing...|Bosch.... . fixed.... P. vceakneadene 5} 10,000 | 4,400 168* jrolled-c.. |semi-fix..isolid. ...| 36x6 40x6d j|wood-ov. 3 4—44x5} | 32.40 |pairs....{right...\cent... cell-sheet. . sing... | Bosch... .. mee. —— Weare Os c0c cep cctv ses C; 2,000 | 1,690 5 ee: Se solid... .| 34x34 7 ee Ae ,«--|4-41x54 | 27.20 |block. . .|left....\cent. . . fin-sheet... ‘dual. . ‘Heinze. hand... Hm ..... Po wccedessneses B) 4,000 | 2,700 a Mescodcasbcnngbaed solid....| 36x4 | I Ser: 4-4%x5 1|36.15 |sing.....'left....)cent... fin-sheet...)dual. .| Eisemann.. auto DD. wc petnces sees Bi 6,000 | 3,200 a ae, ee solid... .] 38x5 | as RAS SRC 4-4ix5 | 36.15 |sing..... left.... cent... cell-sheet. . dual. .|Eisemann.. auto ie a cine ~ By one a eee coe weed... 38x5 ae le 4-43x5 [36.15 |sing.....jleft.... cent... —. ..|dual. ~ seaeonneg auto.... OOP rT ,0 , 50 et RS See solid. ...] 38x6 DE Uéacastnabedeeeans 4-5ix5? | 44.20 |pairs....jopp....jcent. . . jcell-sheet. .|dual. .|Eisemann.. |auto.... Beech Creek........ 3A; 6,000 | 3,850 132 _—jrolled-c.. flexible. . |solid....| 36x6 36x6 | wood-sq. 3 |4-4}x53 29.00 pom. ...{left..../cent. . . jcell-sheet. . |sing.. . | Eisemann.. and “a. 8 86= reer | | Bessemer... ..G) 2,000 975 124 _—ipr-steel.. semi-fix../solid. ...| 35x3 35x33 lweod-es: 3 [4-34x5 | 19.61 |block. . .|right...'thermo. jcell-sheet. . 'sing...|Bosch.....|hand.... Bessemer..... ..D) 4,000 | 2,200* | 146* |pr-steel.. |semi-fix..|solid. ...| 37x4 37x4d_ |wood-sq. 3 |4-41x5} | 27.20 |block.. . \left.... cent... \cell-cast... |sing...|Bosch..... |hand.... Bessemer.... ..E} 7,000 | 3,100 150* jpr-steel.. semi-fix..jsolid. ...| 37x5 37x5d_ |wood-sq. 3 |4-43x54 | 32.40 |pairs....jleft.... cent... cell-cast...'sing...;Bosch..... hand.... Ne eee H;| 10,000 | 3,600 150 ~—ipr-steel.. |semi-fix..jsolid. ...| 37x6 37x6d |wood-sq. 3 |4-43x5} | 32.40 |pairs.... left.... cent... cell-cast...\sing...|Bosch..... hand... Ze ..... See C; 4,000 | 2,850 121* (|pr-steel.. /flexible. .|solid....| 34x4 34x33d lwood-sq. 3 }4-44x52 | 29.00 ipairs.... left.... cent... z-z-t-sheet. dual. ./Bosch..... /fixed.... Se ..D) 6,000 | 3,250 121* |pr-steel.. flexible. . |solid....| 36x4 36x4d_ | wood-sq. 3 [44x52 | 29.00 |pairs.... left.... cent... z-z-t-sheet. dual. . Bosch... . |fixed.... keen phe -E} 8,000 | 3,750 144* |pr-steel.. flexible. . |solid....| 36x5 36x5d | wood-sq. 3 |4-45x62 | 32.40 |pairs.... left.... cent... z-z-t-sheet. dual. . Bosch..... auto.... 0 Serr F} 10,000 | 4,250 144* pr-steel.. |flexible. . solid. ...| 36x6 36x6d wood-sq. 3 |4-43x62 | 32.40 |pairs.... left.... cent... z-z-t-sheet. dual. .|Bosch.....jauto... | | Brinten..........-.--8| 1,500 950 115 | Sicecae ae semi-fix..)pneu*...| 33x4 | 33x4* | wood-ov.| 2 |4-34x5 {16.92 |block... left.... gear... cell-sheet..jsing...].......... fixed... lightir OD. snvcnscnessed F; 5,000 | 2,250 138 | Lensenne semi-fix..|solid. ...| 36x4 36x6 jwood-ov.; 3 |4-4§xd | 27.20 \block... \left.. [oem . . /cell-sheet. . sing. .J.eseesees fixed.... lighti: } Ey eee 4-24, 1,000 25 104 ipr-steel.. rigid. ...|pneu....| 30x33 | 30x3} | wood-ov.| 2 |4-34x5} | 16.92 [block.. . |right... thermo. z-z-t-sheet. |sing.. . |Splitdorf... jhand.... 8,13 ; | i Brockway...........-O} 2,000 | 1,450 124* Ipr-steel.. flexible. .|solid....| 34x33 | 34x4 lwood-8q. 3 |4-34x5 | 19.61 |block... ‘right... thermo. fin-cast..../|sing.. .|Bosch... . . |fixed.... Brockway ... 3-2} 3,000 | 1,825 124* |pr-steel.. flexible. .|solid....} 36x32 | 36x5 =| wood-sq. 3 |4-33x5 | 22.50 \block... right... thermo. fin-cast....'sing...|Bosch.... . |fixed.. Brockway . .K-2 ; 2,125 140* (|pr-steel.. flexible. .|solid....| 36x4 36x6* |wood-sq. 3 |4-44x51 | 27.20 block... left.... cent... fin-cast....|sing.../Bosch..... |fixed.. - Brockway.........--. > | ee 164* (pr-steel.. es solid....| 36x5 36x5d | wood-sq. 3 |4-4)x53 | 32.40 |pairs... . | left....\cent.. . /fin-cast....|sing...|Bosch..... \hand.... lightis ak Burford............Q-3) 4,000 | 2,250 144* |pr-steel..|rigid. ...|solid. ...] 36x33 | 36x3}d |wood-sq. 3 14-33x54 | 22.50 |block. -. ‘right... cent... fin-cast....|sing.. .|Eisemann.. 'fixed... lightit DemberG.....-. 2.000 D-3; 7,000 | 3,600 175* (pr-steel.. rigid. ...|solid....j| 38x5 38x5d | wood-sq. 3 |4-4)x6$ | 32.40 |block... left... . cent... fin-cast....j|sing.. .| Eisemann.. /fixed.... ight: Couple Gear.......HC} 7,000 | 5,000 144* |rolled-c.. !semi-fix..|solid....| 36x4d | 36x4d__pr-steel-d 5 |4-5%x6 | 53.00 |sing...../opp....|gear... \cell-sheet. . |dual. . | Eisemann.. |2-pt.-fix. lighti Couple Gear ....... AC} 10,000 | 5,350 144* jrolled-c.. jsemi-fix../solid....| 36x5d | 36x5d _/pr-steel-d_ 5 |4-53x6 | 53.00 |sing..... opp....jgear... jcell-sheet. .)dual. .|Eisemann.. |2-pt.-fix. hghtit ee ewes , = > ft peeeuee pr-steel..}........ solid. ...| 36x33 36x5 |wood-ov. 3 |4-33x5% | 19.61 jblock...|....... ‘cent. . \Gn-cheet. ../sing...|Bosch.... . fixed Chase ..C} 3,000 | 1,950 138 ~~ ere solid... .| 36x33 36x33d | wood-ov. 3 4-33x5} 119 61 |block...]...... cent... fin-cast... |sing.. .|Bosch fixed Chase..... B 5,000 2,475 160 OS eee solid... .| 36x4 36x4d jwood.... 3 4-4ix54 | 27.20 |block...}....... cent... fin-cast....|sing.. .|Bosch fixed ee oot AED Eecskecnch BED BP GRREEcL. .. 0000: solid... .]| 36x4 36x5d_ |wood.... 3 |4-41x5$ [27.20 |block,..}....... cent... fin-cast.... |sing.. .| Bosch ifixed OU! Se ..O} 7,000 | 3,300 175 = |pr-steel..j........ solid. ...| 36x5 36x5d | wood-ov. 3 |4-43x6 | 29.00 |block...)....... cent... fin-cast....jsing.. .| Bosch fixed. sees ; s ; ' PL x pwedadanth M, 1,500 800 118 irolled-c. semi-fix..|pneu....} 33x4 33x4 ‘|wood-ov. 3 |4-3ix5 | 16.92 |block... |right...|thermo. 'z-z-t-sheet. jsing...)|Conn..... hand 8,1 &i Columbia. . . JE 4,000 | 1,750 144* ipr-steel..|........ solid....} 36x4 36x6 = 3 |4-43x5} | 27.20 |block.. lesen. .. cent. .. \Z-z-t-cast. . |sing.. . eee fan. hone. | | Commerce wasn See 975-c 120 = {pr-steel.. 'flexible. . |pneu....| 34x4 34x4 |wood-sq 3 |484x5 | 19.61 |block... /left.... thermo. fin-cast....|sing.. .|Eisemann.. fixed... 8,1 &i Commerce........... E; 2,000 | 1,175 126 —s 'pr-steel.. |flexible. . |solid. ...| 34x3 34x4 |wood-sq 3 |4-33x5 | 19.61 |block.. | or _— thermo. |fin-cast.. . .|sing.. .| Remy... .. hand... 8 &]-2 Continental (C)...... FL} 2,000 | 1,550 . /-2eeee solid. ...| 34x3 ee: Siectaans 3 |4-33x5i | 22.50 |pairs....'left....\cent. . . !fin-cast....|sing.. ./Bosch*... . |fixed...- Continental (C)..... HL; 3,000 | 1,750 7 Saree eee solid....| 34x33 | 36x5 |........ 3 |4-33x54 |22.50 |pairs....\left....\cent... fin-cast..../sing...|Bosch*... .!fixed...- - me io — _— yo c ere S eee = - a er 3 441x954 27.20 |pairs.... “ ..-jeent... —- ../Sing.. .|Bosch*.... ixed ” tinental (C)...... , ; a> Biectébsteéws dean solid. ...| 36x | 3 $x5$ |32.40 |pairs.... jleft...., cent... cell-cast...jsing...|Bosch*....|fixed..-- BR -:--- | | | | | Corbitt. ..D) 3,000 | 2,150 138 = |pr-steel.. rigid... .|solid....| 36x33 | 36x5 | wood-sq 3 |4-33x5} | 22.50 |block... right... cent... 'fin-cast.... sing... |Eisemanpn.. hand...- Corbitt... ........5.. C} 4,000 | 2,400 148 = ipr-steel.. jrigid. .. . |solid. ...| 36x33 | 36x33d |wood-sq 3 }4-41x54 | 27.20 |block... right... cent... fin-cast.... sing... |Eisemann.. hand...- Coble. ........;,...- B; 5,000 | 2,650 148 _ipr-steel.. jrigid. .. . jsolid....| 36x4 36x4d | wood-sq 3 x54 | 27.20 |block. . . right... cent... ,fin-cast....|sing.. .|Eisemann.. (hand. .-- tee ABBREVIATIONS: General, *, with other options; opt, optional; Price, -c, complete with body. Frame, Material, pr-steel, pressed steel; rolled-c, rolled steel, channel section; rolled-I, rolled steel, I section; Frame ABBI Construction, semi-fix, semi flerible. Tires, kind, Pneu, pneumatic; cush, cushion, p & s, pneumatic front, solid, rear; s & st, solid rubber front, steel in rear. Tire Sizes,-d, dual. Wheels, pr-steel, )"¢5% Suct, steel; -ov, oval spokes; -sq, square spokes; -d, disk or web type; -hol, hollow spokes; -cr, cruciform spokes; -x, cross-shaped solid spokes Cylinders cast, sing, singly or individually. Location of valves, Op? Gove opposite, T'-head motor; r & h, one valve at right, the other in head, L-head motor; 1 & h, one valve at left the other in head, L-head motor. Water circulation, cent, centrifugal pump; thermo-, thermo- jphon spear or natural circulation; gear, gear pump. Radiator Type, fin, individually finned tubes; sq-t, square-tubular, resembling cellular, sometimes known as flat-tubular; z-2-t, zig-zag tubular, resembling cellul’, Ce I dry-p@ doubl Advance, auto, automatic; 2-pt-fix, two-point fized, battery circuit in retard, magneto in advance. Electric System Type, 8, | & 1, starting, lighting and ignition, combination unit; s & |, starting and: Us tube; combination unit; s &|-2, starting and lighting, two-unit; | & i, lighting and ignition, combination unit. Electric System, Make, Splitdf, Splitdorf; Al-Chal,—(Abbreviations Continued on Opposite ° aged Dani]

Page 47

November 2, 1916 % . J & 4 49 line Commercial Vehicles for 1917 Produced by 137 American Manufacturers, with Full Particulars of —Two Steam Models of One Maker Included MOTOR | TRANSMISSION | BRAKES |CONTROL' ae spaces Tat sia pees See . ELECTRIC SYSTEM | GOVERNOR | SPEED FUEL SYSTEM GEARSET | Total | | | | Name and Niodel ee a : 38 | . ws | Gear | | Pro- | Torque | : Zz - | | | | | | | Clutch | Reduc-| Final ‘pulsion Taken | Hand | Foot Steer Lev-| Spark Extra | | | | Motor Truck |Carbu- | Fuel Tank! Type _ Loca- | | tion in | Drive | Taken| By | ers | Ad~ Type | Make Cost Type Drive | Make | in in reter Feed Loca- Type} tion Sp’ds| High | | By | vance | | | r.p.m./m.p.h.| Make | | tion | | | | | | | | | 1S a ; | | | Res OR Fe hand.... eee yee ey Pere Jeseeeees RRP Oe Scheb.. grav. seat.. none. . /elec.. lamid...| 2 |28.00-1 int-g-f.. rad-rd.. /rad-rd.. |ex-r-w.. ex-f-w..|right. right.|A &B.............3T hand... ee eee Meer Cree | Re. eee y | Bhs nth eats Scheb..|grav. seat../none..jelec... amid...| 2 |28.00-1 int-g-f.. rad-rd.. jrad-rd..|ex-r-w..|ex-f-w..jrmght. right.|A &B.... 2.2.2.2... ST a Se Serer Serene icent..!motor. .| Wauk’a../1, 100 | 173 IScheb... vac..|.... dry-d..jselec.unit-m.| 4 |....... ‘worm. . Springs. springs. |int-r-w. |int-r-w. right. cent.. Acason.. .... 2.2... 2 ei pen errr errs icent..;motor..}Wank’a../1,100 | 13} |Scheb -|Wac..|..... ‘dry-d..jselec.junitem.; 4 |....... worm. . Springs. |Springs. int-r-w. int-r-w.|right..cent. Aceason............. oi | | | bt | | —— | | | | ae Pare ‘hand... Oe, TRE SIS icent..|motor..'Pierce...|1,700 | 22 Ray. ../Vae. _|dry-d..'selec.|unit-m.| 3 | 7.75-1 worm. . springs. ‘springs. |int. mt... ... Ces « WOE i ee ee B fixed... SS eee . opt. .|cent...motor.. Pierce... |1,300 | 17 |Ray.. .|vac. . dry-d..|selec. unit-m.| 3 | 8.50-1 worm. . springs. |springs. |int.. i. . «2h. 5 « « EEL SG Ac yc niene ston A fixed... lighting.|........ ..opt..)cent..;motor..|Pierce...|1,200 | 14 (Ray... vac..)..... inte wie amid...| 3 (10.25-1' worm. . rad-rd.. springs. |int-r-w. int-r-w. left. .\cent..;Aeme................ C | | | | | | | | | | | | | | | | | | hand... ees ee 60.00)cent..'drive-s.|Pierce*..|1,200 | 16 (Scheb..|grav.|seat..'wet-d.'selec.|unit-m./ 3 | 8.50-1 worm. . 'rad-rd.. springs. |int-r-w. int-r-w. | left. . cent..| Armleder......... HW2 = lighting.|........ 60.00)cent..;motor*. Pierce. ..}1, 100 14 |Scheb.. \grav. jseat.. | wet-d. ~— unit-m.; 3 | 8.75-1 worm. . rad-rd.. |springs. int-r-w. ext-sht. left. . cent..|Armleder.......... KW i i j ' | j } j | | | | | | | | | & om . wy ‘hand.. bres eee a SaaS oo .|Carter..|grav. |seat.. wet-d.'selec. unit-m.; 3 | 4.75-1 sp-bev.. |springs. |springs. ext-r-w. int-r-w. left. . cent... Atlas............... 17 | | | | | : | | ‘ | le “ } | } ° — . i ° le ° . ° i a few sath ot eee alsa icent../motor. ./Pierce.. .|1,200 16} |Zenith..| grav. |seat..|dry-d../selec.|unit-m.| 4 (.75-1 worm. .|springs.|springs. int-r-w. |int-r-w. Iright. right.| Atterbury. .......... 6B fixed . Be .......{eent..motor..|Pierce.../1,200 | 15 |Zenith..\grav.|seat..|dry-d..\selec.junit-m.| 4 | 7.75-1) worm. .|springs. springs. int-r-w. int-r-w. right. right.| Atterbury........... 6R fixed... A ...... icent../motor. .|Pierce.. .|1,200 15 |Zenith..|grav.|seat..|dry-d../selec..unit-m.| 4 | 8.50-1|worm. .|springs. springs. int-r-w. int-r-w. jright.|right.| Atterbury. .......... 6C ORE Seeereree es" cent..;motor. .|Pieree...}1,125 13 Zenith..|grav . seat.. |dry-d..|selec. ined 4 10.33-1 worm. . springs. |springs. int-r-w. int-r-w. |right.|right.| Atterbury. .......... 6D | | | | | | | | | | | | | | | pe. as arate te | err ROR Seen see Stmbg..|. seat.. dry-p.. prog. amid...; 3 | 7.14-1 db-red..|springs. |springs. int-r-w. ext-r-w./|right. right.| Autocar. ........... 2'F { | | lo ! : . in | ° ° ° le . i a See emer ‘none. | pee .|Stmbg. |grav. |seat.. dry-d../selec.|unit-m.| 3 ?.00-1 worm. . springs. |springs. Int..... int.....|left..\cent..|Available............. 1 EE eee IT. , wevaleuémank Pe ee Stmbg (grav. seat.. dry-d../selec.|unit-m.; 3 7.75-1 worm. . springs. |springs.|int..... int... .. left. . cent..|Available............. 2 _ a (ere eevee Serre cent |motor..|Pierce.../1,300 | 15 |.......\grav.|seat../dry-d..'selec.'unit-m.| 3 10.33-1 worm. . rad-rd..|springs. int..... int... ..|left..|cent..|Available............. 3 le ee Re eee cent jmotor..|Pierce...|1,175 | 12 |Stmbg grav. |seat..|dry-d..selec. unit-m.| 3 11.75-1) worm. .jrad-rd.. |springs. int.....jint.....jleft. . \cent..| Available............. sy j j } } ! j } | | | ' ; } - i pike aah | } i ee eee pene cent |motor {1,200 | 15 jRay...|.....]..... dry-d..'selec. unitem.| 3 | 7.75-1 dblehn.)....... raed. orer | wis sas left. . jcent..| Avery. ......ccceeee: Cc ll a a 'l-b...| motor 1,200 9S) aS eee eee dry-d.. selec. unit-}..| 3 | 3.50-I1 dblehn.|..... .\Fad-rd..{....... en 8 Seer B tn = s a re icent..;motor..|.. 11,200 Ss Jan eee eee dry-p..\selec. unit-}..;| 3 | 3.50-1 dblehn.!....... | es oe .jright.icent..|/Avery............... B ot eo en ca icent... motor. .|.. 11,200 | 12 |Ray...|.....]..... dry-d..\selec. unit-}..} 3 3.50-1 dbichn.)....... rad-rd..|....... ee eee A SRE! EE APs cent...motor..}........ 1,000 10 (iScheb..|...../.... wet-d. selec. unit-j. | 3 12.50-lidblechn.)....... rad-rd..|....... | sae wakes iright.icent..|Avery............... B | F j | j | OOS Pee rer icent.. motor.. Wauk’a.. 1,000 12 King... vac.. seat... dry-p..selee. amid... 6 | 8.03-—1 bevel-4.)rad-rd..|springs. |ext-r-w. ext-sht. rt*... cent..| Beech Creek. ....... 3A | | | | | | | | | | | -— 0 ns eer | .|Scheb. .|grav. seat..|dry-d. selec. unit-m.| 3 | 7.00-1 int-g... springs. |springs. int-r-w. ext-r-w.jleft..icent |Bessemer............ G A aS Sere Serene icent..|motor. . | Pierce .. Ray... \grav. seat... cone.. selec. amid...; 3 | 7.75-1 worm. . springs. springs. int-r-w. int-r-w. |left. . cent..|Bessemer........... D 2 ee eee .cent..).......| Pierce Ray... grav.|..... cone. .|selec.;amid...| 3 |10.33-1 worm. . \rad-rd.. |springs. |int-r-w. int-r-w. left.. cent |Bessemer............ E hand.... Neé dies eee weaned icent.. motor. . | Pierce .j.eeeee-/QPav. Seat..,cone.. selec.jamid...| 3 (13.00-1 worm. . rad-rd..|t-arm. . |int-r-w. | ext-sht. left. . cent..|Bessemer............ H | | | | | | | | | | le ry ’ ras j ia | ° } ° « |= a- . }_e . | ° rn Oemees /rpemrer icent..'motor../ Wauk’a.. 1,060 | 14 |Scheb..|grav. seat... cone.. ind-c.amid...} 3 | 7.67-1 worm... |sub-f...|sub-f... |int-r-w. ext-sht. right. right.|Blair................ Cc ie TEENY Di tascesbescesenabadésn icent.. motor.. Wauk’a..| 970 | 12 |Scheb..|grav. |seat..|cone../ind-c.jamid...} 3 | 8.67-1 worm. .|sub-f.. .)sub-f... |int-r-w. ext-sht. right. right.|Blair................ D NE PT Cre ere cent.. motor.. Wauk’a..| 870 | 10 (|Scheb.. grav. seat..\cone.. ind-c.,amid...) 3 | 9.33-1 worm. .|sub-f...\sub-f...|int-r-w. ext-sht. jright. right.|Blair................ E SE — Ee Pee | Sas ate ee jeumt.. motor..|Wauk’a..| 870} 10 Scheb..igrav. seat..\cone.. ind-c.\amid...} 3 | 9.33-1 worm. .|sub-f...|sub-f...|int-r-w. ext-sht. |right. right.|Blair.......... eéuaas F fixed... lighting.'........ '......./eent../motor..!........ Laanenes .|grav. seat..|dry-d..'selec./unit-m.; 3 = worm..|......./Springs. jint.. .. . ext... . OR A tinccontitnns H fixed.. lighting. ........ stock... .|cent..;motor..}........ peasenste grav. seat.. dry-d.. selec. unit-m.| 3 bewseaes worm. . |Springs. /springs. int..... ext. ... . OGRE: HEIN sé ac ccccusuace F hand.... 8,1&i... |Splitdf. .|stock...|.....]....... | Sai re Ce er grav. dash. cone. . |selec. unit-x..| 3 | 4.23-1 bevel... springs. |t-arm. . |int-r-w. |ext-r-w.|left..\cent |Briscoe............ 4-2 | | | | | | | Lis. | | | | | | | | FE Re re Di a ash ig Bes motor. .|Mon’rch.'1,400 18 (Scheb.. grav. seat.. dry-d..'selec. unit-m.| 3 | 7.90-1' worm. . Springs. |springs. |int-r-w. |int-r-w. |left. .'|cent..|Brockway............ O ee eee See ree ‘suct.. motor. .|Mon’rch.) 1,250 15 |Scheb.. grav. seat..|cone.. selec. amid...} 3 8. 66-1 worm. . springs. |springs. |int-r-w. |ext-r-w./left.. cent... Brockway.......... J-2 fixed. . nitaks «lesan aude lua bass suct.. motor..!|Mon’reh.|1,250 | 15 (|Scheb..'grav. seat.. cone. . selec. amid...| 3 8. 66-1 worm. .|springs. |springs. |int-r-w. int-r-w. left. .|\cent.. Brockway.......... K-2 i om lighting.|........ | pia aeebee suct..|motor.. Mon’rch./1,200 | 12 (|Scheb.. grav. jseat..dry-d..jselec.jamid...} 3 |10.33-1,worm. .jrad-rd..|springs. |int-r-w. int-r-w. |left. . \cent..,Brockway............ R ' | | j ! fixed... lighting , - ROEE.. .1. 26. /......./mone..../1,200 | 15 |Zenith.. grav. |dash. cone. . 'selec. unit-m.} 3 | 8.50-1 int-g. . . |springs. |springs. jext-sht. ext-r-w.'right. cent../Burford............ 0-3 fixed. ... lighting. |........ istock...|cent..jmotor..,Wauk’a../1,000 | 13 Zeuith..| vac. seat. ‘eeteer tase amid. 4 /13.10-1 worm. . jrad-rd..|springs. |. .-r-w.. int-r-w. |right. right. Burford Ptincsessdis D-3 | | | | | | | | | | | | 2-pt.-fix. hghting* 3 ae _ Her-Sp. .'1,500 . | Stmbg../grav. 'seat..|......jelec..|... eee] L [25.00-1 bevel-4. rad-rd.. jrad-rd.. | . ext-4-w.|right.ic &r. |Couple Gear........ HC pam lighting* ........ stock... jc’t*.. a 1,500 |.. . |(Stmbg..|grav. seat...) ...... elec. .| amid. 1 {25.00-1 bevel-4.jrad-rd.. jrad-rd..|....... ext-4-w.|right.\cent..| Couple Gear........ AC | | | | | | | | | | | | 'fixed.... Pe, yee suct..|motor.. Mon’rch.| 1,200 | 18 |Stmbg.. grav. seat..|dry-d..'selec.junit-m.| 3 |....... worm. . |springs. 'springs. int-r-w. |int-r-w. right.'cent..|Chase............... A eS ER eee Aer ‘suct..{motor.. Mon’rch.'1,000 | 15 ‘Stmbg.. grav.|..... dry-d..iselec.|unit-m.| 3 |....... worm. . Springs. springs. int-r-w. int-r-w. |right. NE ES kdacicduakans C 0 oe ee eee rer Perr isuct..|motor.. Mon’reh./1,000 | 15 |Stmbg.. grav. seat..|dry-d..jselec.junit-m.; 3 |....... worm. . |Springs. |springs. int-r-w. |int-r-w. |right.| cent. Chase. .............. B ees ee esses isuct..|motor...Mon'rch..1,000 | 10 |Stmbg..jgrav...... wet-d. |selec. unit-m.| 3 worm. . |springs. |springs. int-r-w. int-r-w. |right.\cent. |Chase............... X i i an eee eee er isuct..|motor..,Mon’rch./1,000 | 10 ‘Stmbg..\grav. seat..|wet-d.|selec.,unit-em.| 4 |....... oon .|Springs.|t-arm.. int..... int.....jright. cent..|Chase..... bine keene | | \hand.... 8,1&i... Dyneto..|stock...|..... Re a 35 |Carter*|grav.|..... dry-p. ‘selec. unit-m. 3 | 6.00-1 bevel... {springs t-arm. . int-r-w. ext-r-w. left. . cent Collier Ra cc abendebes M | | | | | | | trad. a ee ere ‘suct..motor.. Mon’rch.|1,200 | 14 |Shkspr. grav.|..... cone.. selec. amid...| 3 | 9.45-1jint-g...|springs. |springs. int-r-w. cxt-r-w. left.. cent.. Columbia. ........... E. jfixed.... S1Gi... ooo... 100.00)..... Pare none..../1,630 | 25 |Zenith.,)grav.seat.. cone.. selec./unit-m.| 3 | 6.00-1 bevel... |springs. 't-arm. . int-r-w. ext-r-w. left. .\cent..|\Commerce........... N ‘\hand.... s&l-2... Remy... \stock. cent.. d-shft.. Pierce...|1,383 | 20 |Zenith..|vac..|seat..jcone..jselec. unit-m.| 3 | 7.00-1 int-g... springs. |springs. |int-r-w. jext-r-w. left. . cent...Commerce........... it , 7 ee en ee - ene isuct..|motor..|........ | .|Stmbg..}..... ee dry-d..'selec.|unit-m.| 3 | 7.75-1 worm. .|springs.|springs.|.......)....... left*. cent.. Continental (C)......FL -ifixed...- Pe eee CCS RR PE ‘Stmbg..).. dry-d../selec.'unit-m.} 3 | 9.25-1 worm. . |springs. |springs.|}.......|....... left*. cent.. Continental (C).....HL ifixed. ... ae math) Rae suct..;motor..|........|.. vathe 055s in desabes dry-d.. selec. unit-m.} 3 | 9.25-1 worm. . |springs. |springs.|....... Riga atig left*. cent.. Continental (C)...... J fi cod... : Mates vedic | cated suct..|motor. . | TER a | a ates | 18 wel aha j ee re unit-m. 3 |10.50-1\worm.. |Springs. Springs. |...+--.j......-|left*. |cent..|Continental (C)...... M . . ‘ \ | | R thand...- lates +]. salou SE cent..|motor..|Pierce...|1,500 | 14 |Stmbg..\grav. 'seat..|dry-d..iselec.|unit-m.| 3 | 8.66-1)worm. . |springs. |springs. |int-r-w. ext-r-w. left. . cent..'\Corbitt.............. D cw el eee | hi cal icent..;motor.. Pierce. ..|}1,500 14 |Stmbg..'grav. |seat..|dry-d..'selec. unit-m.}| 3 8.66-1 worm. . |springs. |springs. int-r-w. 'ext-r-w.\left.. ceat.. Corbitt.............. € _thand.... ae Bese icent..{motor.. | Pierce. . .| 1,500 14 |Stmbg..!grav. jseat..'/dry-d..selec..unit-m.! 3 | 8.66-1|worm. . |springs. |springs. int-r-w. ext-r-w. left.. cent. Corbitt.............. B ‘on: Frame ABBRI ATIONS: (continued).—Allis-Chalmers; G & D, Gray & Davis; Westghs, Westinghouse; N-East, Northeast; Huff-S, Huff-Simms; Spl-App, Splitdorf-Apple. Governor Type cent, c’t, centrifugal: pel, presse rs s« ‘on or gas velocity; \-b, loose-ball; hydr, hydraulic. Governor Drive motor, from motor; d-shft, from driveshaft; duplex, from both motor and driveshaft or front wheel; f-wheel, f-whl, from front wheel. alves, OpP, 2overncr Make Wauk’a, Waukesha; Mon’rch, Mon, Monarch; Her-Sp,_ Herschell-Spillman; Milwkee, Milwaukee. Carbureter Make, Scheb, Schebler; Ray, Rayfield; Stmbg, Stromberg; Shkspr, Shake- "mo- pe ae ech, Flechter; Zen, Zenith, Johns, Jchnson. Fuel Feed, grav, gravity; vac, vacuum; pres, pressure. Tank Location, seat, under seat; dash, in dash; rear, at rear; r-bd, on running-boara, Clutch Type, Llular, ced, oD “a, multiple disk; dry-p, dry plate: wet-d, multiple-disk in oil; wet-p, plate-in-oil. Gearset Type, selec, selective sliding gear; prog, progressive sliding gear; ind-c, individual clutch, constant-mesh; plan, ngle; dou ae | /, trie, friction; elec, electric. Gearset ation, amid, amidships; unit-m, unit with motor; unit-j, unit with jackshaft; unit-x, unit with azle. Final Drive, int-g, internal-gear: worm, top worm; dbl chn, nt. >par — e chains; sp-bevel, spiral bevel; db-red, double-reduction, bevel and spur gears; ext-g, external-gear; -f, to front wheels; -4, on all four wheels. Propulsion Taken By, rad-rd, radius rods; tor-t, torsion- na | paaad ct Sio-f, sub-frame; spg’s, springs. Torque Taken By, rad-rd, radius rods; tor-t, torsion-tube; t-arm, torque-arm; sub-f, sub-frame; sp’gs; springs. Brakes, Type, ext, ex, erternal contracting; int, internal ez- site ra oaty rake Location, -r-w, rear wheel: -sht, shaft; -f-w, front wheel; -j-s, jackshaft; -4-w, on all four wheels. Control, Levers, cent, center; c & r, gearshift center, brake right; ¢ & 1, yearshift center, brake left.

Page 48

50 November 2, 1916 Technical Specifications of Gasoline FRAME TIRES MOTOR Capa- | Price | Wheel SIZES IN No. of COOLING IGNITION Name and Model city in of base in INCHES Wheels | Crank- N.A. | Cylin- 7” Pounds | Chassis | Inches | Mate- | Con- Kind shaft |Bore and} C.C. | ders | Valves we rial | struction Bear- | Stroke | Hp. | Cast | Placed| Water | Radiator Spark Front | Rear ings Circu- | Core and | Type | Make Ad- 7 lation Case vance DER sc caneeceduoks A| 7,000 |$3,200 168 |pr-steel..jrigid... .|solid. 36x5 36x5d_ |wood-sq. 3 |4-44x54 | 32.40 |pairs....jright...|cent.. . |fin-cast....|sing.. .|Eisemann..|hand.. NURS. ccnsbedueanre A; 1,000; 800-c*| 100 = |pr-steel..jrigid. pneu 31x4 31x4 |wood-ov. 2 /|4-3ix44 | 15.64 |block.. .jleft....|thermo. /fin-sheet.. .|sing.. .|Dixie..... hand.... SPOR 17; 1,000 825 108 ipr-steel..|....... p. &s. 32x4 32x4 |wood-sq. 2 |4-31x5 | 16.92 |block.../left....|cent.. . 'sq-t-sheet..|sing...|Bosch..... fixed. ... Crowther-Duryea...... 1,200 600-c| 110 |pr-steel.. |semi-fix..| pneu 32x34 | 32x34 |wood-ov. 4 |4-33x44 | 22.50 |sing.....jhead.../|thermo. |cell-sheet. .|dual. .|Dixie..... hand.... s 1) OTR. .0ccccccecaces B-B; 1,500 | 1,200 124 | pr-steel..|flexible. . |solid. 34x3 34x3} | wood-sq. 3 |4-3$x5% | 19.61 |block. . .|right...|thermo. 'cell-sheet. . |sing.. .| Kisemann.. |fixed. . .. nor ere E} 3,000 | 1,800 130 _—|pr-steel.. |flexible. . |solid. 34x34 | 34x5 |wood-sq. 3 |4-3%x5} | 22.50 jblock. . . |right.. ./thermo. cell-sheet. . |sing.. . | Kisemann.. |fixed. . .. a OS ee pre C-C; 5,000 | 2,470 150 |pr-steel..| flexible. . |solid. 36x4 36x4d |wood-sq. 3 (441x523 | 27.20 |block.. .|right...|cent... cell-sheet. .|sing.. . | Kisemann.. |fixed.. .. nor ae Junior) 1,250 895 108 |pr-steel..jrigid... . |pneu. 33x4 33x4 |wood-ov. 2 |4-34x4} | 15.64 |block.. .|right.. .|thermo. 'fin-sheet. . .|sing.. .| Dixie... .. hand... s& ae nior| 2,000 | 1,450 128* |pr-steel..|rigid... .|solid. 34x34 | 34x4 =| wood-sq. 3 (|4-34x5 |19.61 |block.. .|right...|thermo. |fin-sheet.. .|sing.. .| Dixie... .. hand.... +. - Se D-15; 4,000 | 2,100 134* |pr-steel..| flexible. . solid. 34x4 36x5 |wood-sq. 3 x5} | 27.20 |block.. . |left....|cent. . . \cell-sheet. . |sing.. .|Eisemann..|hand.... non Do ceceseses D-23; 5,000 | 2,450 136* |pr-steel.. | flexible. . |solid. 36x4 36x6 |wood-sq. 3 |4-41x5} | 27.20 |block.. .|left....j|cent. . . |cell-sheet. . |sing.. .|Eisemann.. |hand.... non ND. ccs csenotieudd R} 2,000; 990 119 _jrolled-c..|semi-fix .|pneu*...| 34x4}* | 34x4}* |wood-sq. 2 |4-31x4} | 15.64 |block. . .|right... ale adi ../sing.. .|Dixie. .... fixed... sk Se G} 3,000 | 1,575 | 120* |pr-steel..|semi-fix..jsolid....| 35x34} | 35x5 —_ |wood-sq 3 |4-8)x5 | 19.61 |block. . .|right...|thermo. \cell-cast. . . sing... | Kisemann.. /fixed.... 8! i ocssanappersee Hi} 4,000 | 1,790 144* |pr-steel.. |semi-fix..|solid. 36x34 | 36x34d*| wood-sq 3 |4-3ix5 | 22.50 (block. . . right... |thermo. |cell-cast. . . |sing.. . | Eisemann.. |fixed..., 5 &) MEET. cécoccncccases Ki 5,000 | 2,090 144* /|pr-steel.. |semi-fix..|solid. 36x4 36x4d* |wood-sq 3 |4-38x5 | 22.50 |block...|right...|thermo. |cell-cast. . .jsing.. . | Eisemann.. |fixed.... s &] Disestthh....ccccceces G| 1,200 1,150 120 wood... .|flexible. .|pneu 36x34 | 36x34 |wood-ov 3 |4-33x5 | 22.50 |block.. .jleft....|thermo.|cell-sheet. .|sing...|Bosch..... hand.... s & .. ccosssnarseced 5,000 | 3,000-c} 150 j|rolled-c..| flexible. . |solid. 36x4 36x7 | wood-sq 3 |4-44x53 | 29.00 |pairs....|right.../cent. . . |fin-cast....|sing.. .|Bosch.....|auto.... i, . .coasteooneeen 12,000 | 4,500-c} 178 |rolled-I../flexible. . jsolid. 36x6 38x6d |wood-sq 3 |4-43x62 | 36.15 |pairs....jleft....jcent.. . |fin-cast..../|sing...|Bosch.....|auto.... Dorris. .1-B-4| 1,500 | 1,900 132 =| pr-steel.. |semi-fix../pneu 36x4 36x44 |wood-ov 3 |443x5 | 30.65 |pairs..../head.../cent. . . |z-z-t-sheet.|dual. .|Bosch..... hand.... igh Dorris I-B-W; 4,000 | 1,990 132 =| pr-steel.. |semi-fix..|pneu 36x4 36x4d | wood-sq 3 |4423x5 [30.65 |pairs....jhead...jcent. . . |z-z-t-sheet.|sing...|Bosch..... hand.... vee Elisworth......... 25-A; 1,000 695-c} 108 |pr-steel..|flexible. .|pneu 30x34 | 30x34 |wood-ov 2 |434x5 116.92 |block.. .|right...|thermo.'sq-t-sheet..|sing...|storage....|hand.. . 3,1 PeGarel. ......00000-- kh” | ae ..132 | pr-steel... |semi-fix..|solid* 34x3* | 34x4* |wood-ov 5 |4-3}x5} | 19.61 |block.. .|right...|cent. . . |fin-sheet.. .|sing.. . | Eisemann.. |fixed.... 8,14 DOEE. ....c00cees J-M; 3,000 | 1,800 144* |pr-steel.. |semi-fix..|solid. 36x34 | 36x5 |wood-sq 3 |4-43x5} | 27.20 |block.. ./left....|cent.. . |cell-cast. . . |sing.. . | Eisemann.. /fixed. .. 8 &] Federal............ O-P} 4,000 | 2,100 144* |pr-steel.. |semi-fix..|solid. 36x4 36x7* |wood-sq 3 |4-4$x5} | 27.20 |block.. .|left....|cent... |cell-cast. . . |sing.. .|Eisemann.. /fixed. ... s&l Di cceewsaeesian 7,000 | 2,800* | 146* jrolled-c..|semi-fix. |solid. 36x5 36x5d_ |wood-sq* 3 |4-4)x5$ | 32.40 pairs... .jleft....|cent.. .|fin-cast....|sing.. .| Kisemann.. |fixed.... light PREEEE. « ccvcccccese W 19,000 |........ 156* |rolled-c..|semi-fix jsolid. 36x6 40x6d* |cast-hol. 5 |4-44x54 129.00 |block.. .|right...{cent.. . |fin-sheet*. .|sing.. . | Eisemann.. |fixed.... 3,16 eee 2,000 | 1,650 130 —_jrolled-c.. | flexible. . |solid* 36x3 36x4 | wood-sq. 3 |4-33x5 | 19.61 |block.. .|right...|cent. . .|sq-t-sheet../sing.. .|Bosch..... fixed... DE. .osessteseese 4,000 | 2,250 140* |rolled-c..|fiexible. . |solid* 34x34 | 34x5 |wood-sq. 3 |4-44x54 | 27.20 |block. . . |left....jcent.. . |sq-t-sheet.. |sing.. . | Bosch. fixed... F.W.D.......cceee- B} 6,000 | 4,000 124 |pr-steel..)........ solid. 36x6 36x6 |wood-ov. 3 |4-43x54 | 36.15 |pairs....jopp....|cent. . .|sq-t-sheet. |sing.. .|Eisemann..|hand.. 8&1 ere 75| 2,000 | 1,450 120 —|pr-steel..|semi-fix |p.&s...| 34x43 | 36x3} |wood-ov. 3 |4-3}x54 | 19.61 jblock.. ./right...|thermo. |cell-sheet.. |sing.. .| Dixie. . ... hand... s&l i. -. ssepneanee 66; 3,000 | 1,800 142* |pr-steel..|semi-fix..|solid. . 36x34 | 36x5 |wood-ov. 3 |4-3$x5> | 22.50 |block. . .|right...|cent. . . |cell-sheet. . |sing.. .| Dixie... .. hand..., 3 «| RSE 70; 4,000 | 2,300 142* |pr-steel..|semi-fix..|solid. . 36x4 36x4d |wood-ov. 3 |4-44x5} | 29.00 |block.. .|right...jcent. . . |fin-cast.... |sing...| Dixie. .... hand... 3 «| re 77-B; 7,000 | 3,400 128* jpr-steel..|semi-fix..|solid. ...| 36x5 40x5d_ |wood-ov. 3 |4-41ix6 | 29.00 |block. ..|right...|cent. . . |cell-sheet. . |sing.. .|Bosch..... hand... 8&1 2a 68) 10,000 | 4,300 128* |pr-steel..|semi-fix..jsolid....] 36x6 40x6d |wood-ov. 3 |4-43x5} | 36.15 |pairs....jopp..../cent. ..|fin-cast.... |sing.. .|Bosch... .. hand... hone SE. . .csccsianwe 69) 12,000 | 4,500 128* |pr-steel../semi-fix..|solid....| 36x6 40x7d |wood-ov. 3 |4-55x5}/ 41. 61 |pairs....jopp....|cent.. . |fin-cast.... |sing.. .|Bosch. hand... hone G. A. Schacht..........| 3,000 | 2,650 138* jrolled-c..|flexible. .|solid. . 38x34 | 38x6 |wood-sq. 3 |4-44x5} | 29.00 |block.. . jright... |cent. . . |cell-sheet. . |sing.. . |Bosch. . hand G. A. Schacht.......... 4,000 | 2,800 144* jrolled-c../flexible. . solid. 38x4 38x4d_ |wood-sq. 3 |4-44x54 | 29.00 |block.. .|right...|cent. . . |z-z-t-cast. .|sing.. .| Bosch. hand G. A. Schacht.......... 6,000 | 3,200 168* |rolled-c..|flexible. . |solid. 38x5 38x5d_ |wood-sq. 3 |4-44x54 | 29.00 |block.. .|right...|cent. . . |z-z-t-cast. . |sing.. satan eons hand... MB o-°: G. V.-Mercedes. ...F.V.| 12,000 |........ 192% |pr-steel..|rigid....|solid....| 34x5 40x6d_ |cast-d... 3 |4-4}x5,8,| 29.00 |pairs....|head...|cent. . . |sq-t-cast.. . |sing.. . | Bosch. fixed... MB oo eS. . cc csnsoocseed C; 5,000 | 2,500 150* jrolled-c..|rigid. .. . |solid. 36x4 36x7 | wood-ov. 4 |6-33x54 | 33.75 |block.. .jleft....jcent. . .|cell-cast...|sing.. .| Westghs...|hand.. s&l- Dh .coostonnebouses 2,500 | 1,375 130* |rolled-c..|semi-fix..|solid. 34x34 | 34x4 =| wood-sq. 3 |6-3}x44 [25.39 |block.. .jleft....jcent.. .|fin-cast....{sing...|Dixie..... fixed... Mm oct & ee * 15; 1,500 | 1,090 122 |pr-steel..|rigid. . . .|pneu. 35x5 35x5 |wood-ov. 3 |4-33x5 [19.61 |block.. .jright.../cent. . .|fin-sheet.../sing.. .|Eisemann..|hand.. hone. 8 Sar 21; 2,000 |........ 136 = |pr-steel..|semi-fix {solid. 34x35 | 34x5 = | woo.!-ov. 3 |4-3%x5 | 22.50 |block.. .|left....|cent. . . |fin-cast....|sing.. .|Eisemann..|hand. acne. Be Be G....ccccescess 31; 3,000 | 1,900 144* |pr-steel.. rigid. . . . jsolid. 36x35 | 36x5 |wood-ov. 3 |43ix5 | 22.50 |block.. .|right...jcent. . .|fin-cast....|sing.. .| Eisemann..|hand.. mane. Pr 41; 4,000 | 2,375 158* {pr-steel.. rigid. solid. 36x4 36x4d_ |wood-ov 3 |4-4$x5} | 27.20 |block. . .iright...|cent.. .|fin-cast..../|sing.. .|Eisemann..|hand.. hone. De 71; 7,000 | 3,300 163* jrolled-c..jrigid. solid. 36x5 40x5d_ |wood-sq. 3 |4-4)x5$ |32.40 |pairs....jleft..../cent.. .|fin-cast..../sing.. .|Eisemann.. |jhand. hone. i | a 101) 10,000 | 3,850 163* jrolled-c.. jrigid. solid. 36x6 40x6d |wood-sq. 3 |4-4}x54 | 32.40 |pairs....jleft. ..|cent...|fin-cast....jsing.. .| Eisemann..|hand.. hone. Gramm-Bernstein. ... .. 2,000 | 1,650 124* |pr-steel..|semi-fix |solid. 34x33 | 34x4 =| wood-sq. 3 |4-33x5} | 22.50 |block. . . right... .|thermo.|fin-cast... .|sing.. . | Eisemann..|hand scl. Gramm-Bernstein..... . 3,000 | 2,000 130* |pr-steel..|semi-fix |solid. 34x34 | 36x4 =| wood-sq. 3 {4-33x54 | 22.50 |block.. .|right...|thermo. |fin-cast... . |sing.. . | Eisemann..|hand oe Gramm-Bernstein...... 4,000 | 2,300 146 ~=— | pr-steel../semi-fix solid. 34x4 34x34d |wood-sq. 3 |4-32x54 122.50 /block.. .|right...|thermo.|fin-cast....|sing.. . | Eisemann..|hand . ‘ > Gramm-Bernstein...... 5,000 | 2,700 156 = |pr-steel..|semi-fix solid. 36x4 36x4d | wood-sq. 3 |4-4)x5% [29.00 Ipairs..../left....|/cent.. .|fin-cast..../dual. .|Eisemann..|hand . cls Gramm-Bernstein...... 7,000 | 3,400 158* |pr-steel..jsemi-fix |solid. 36x5 40x5d_icast-hol. 3 |4-4)x52 | 29.00 pairs... .jleft....|cent.. .|fin-cast..../dual. .|Eisemann..|hand ae Gramm-Bernstein. ... .. 10,000 | 4,300 168* j|pr-steel..|semi-fix jsolid....| 36x6 40x6d_ jcast-hol. 3 }|4-4}x6? | 32.40 |pairs....jleft....|cent.. .|tin-cast....)dual. .|Eisemann..|hand : «ls Gramm-Bernstein. ... .. 12,000 | 4,500 168* |pr-steel. .|semi-fix..|solid. 36x6 40x7d _ jcast-hol.. 3 |4-4}x63 |32.40 |pairs..../left....jcent. . .|fin-cast....|dual. .|Eisemann..|hand... es PE sccavencsssee’a C; 2,000 | 1,750 136* |pr-steel..|........ solid. 36x34 | 36x5 j|wood-ov. 3 |4-4$x5} |2 .20 |block.. .|left....\cent. . . |sq-t-sheet..|dual. .|Bosch..... hand.... err E; 4,000 | 2,250 144* |pr-steel..)........ solid. 36x4 36x4d |wood-ov. 3 |4-4)x5$ | 32.40 |pairs....|left..../cent. . . |sq-t-sheet..|dual. .|Bosch.....|hand... i cscseskeshavended 4,000 | 2,000 132 _|rolled-c..|semi-fix../solid. 36x4 36x4d_ |wood-sq* 3 |4-4$x5} | 27.20 |block. . .|left..../cent.. . |fin-cast.... |sing.. .|Bosch*... . |fixed... seh th ttccaveshuhaanean 7,500 | 2,800 144 _—jrolled-c.. |semi-fix../solid. 36x5 36x5d |wood-sq* 3 |4-4)x5} | 32.40 |pairs....jleft....|cent.. .|fin-cast.... |sing...|Bosch*... . |fixed.... fhti aan 10,000 | 3,400 144 __—/rolled-c.. |semi-fix..|solid. 36x5 40x6d |wood-sq* 3 |4-4)x5} | 32.40 |pairs....|left.. . oo ..|fin-east.... ising. . .|Bosch*... .|fixed...- enti ii oa BR | aren eee rolled-c..jrigid. . . .|solid. 37x5 37x44d |wood-ov. 3 |4-45x5 [32.40 |pairs... tae .. cent. ..|....sheet.. \dual. .|Bosch.. ..|hand...- DN, ccckeseskana a ee ee rolled-c.. |rigid. . . . |solid. 37x5 37x5d | wood-sq. 3 |4-43x5 |32.40|pairs....|right...|cent...|sq-t-sheet..|dual..|/Bosch....jhand... QR “"": eer W-F| 4,000 | 2,250 150 —_—jrolled-c.. |semi-fix..}solid. 36x4 | 6x6 [wood-sq. 3 |4-4$x5} | 29.00 |block. . .|right... cent. . . |sq-t-sheet.. |sing.. .| Eisemann..|auto.... a DN ciesacoana W-H| 7,000 | 2,950 160* jrolled-c.. |semi-fix..)solid 36x5 36x5d_ |wood-sq. 3 |4-4)x6 | 29.00 /block.. .|right.../cent. . . |sq-t-sheet.. |sing.. .| Eisemann..|auto...- 3&]-9 Pn. -sessahene W-K; 10,000 | 3,600 160* jrolled-c.. |semi-fix..|solid. 36x6 40x6d |wood-sq. 3 {|44)x6 |32.40\block...jright...|cent. . . |sq-t-sheet.. |sing.. .|Eisemann.. @ Yewee ipaihe Re H; 2,500 | 1,300 136* jrolled-c..)........ solid. 34x33 | 34x5 j|wood-sq. 3 |4-33x5 | 22.50 pom. ..|head...jgear. . .|fin-cast.... |sing.. .|Eisemann.. a iw ae erry 3,000 | 2,250 | 145 |pr-steel..jrigid. ... |solid 36x4 | 36x4 = |wood-sq.} 3 (|4-4$x5} | 27.20 |block...)....... cent... |fin-east..../dual..}.......... hand : Or 4,000 | 2,650 145 ‘pr-steel..\rigid....jsolid....| 36x4 36x33d |wood-sq. 3 14-44x5} [27.20 |block...!....... cent... |fin-cast..../dual..}.......... Ihand...: ——- ABBREVIATIONS: General, *, with other options; opt, optional; Price, -c, complete with body. Frame, Material, pr-steel, pressed steel: rolled-c, roiled steel, channel section; rolled-I, rolled sieel, I section; Frame — Construction, semi-fix, semi flerible. Tires, kind, Pneu, pneumatic; cush, cushion, p & 8. pneumatic front, solid, rear; s & st, solid rubber front, steel in rear. Tire Sizes,-d, dual, Wheels, pr-steel, ;ressed Gover steel; -ov, oval spokes; -8q, square spokes; -d, disk or web type; -hol, hollow spokes; -cr, cruciform spokes; -x, cross-shaped solid spokes. Cylinders cast, sing, singly or individually. Location of valves. opp, eere opposite, T-head motor; r & h, one valve at right, the other in head, L-head motor; | & h, one valve at left the other in head, L-head motor. Water circulation, cent, centrifugal pump; thermo-, thermo-s./phon dry-d or natural circulation; gear, gear pump. Radiator Type, fin, individually finned tubes; sq-t, square-tubular, resembling cellular, sometimes known as flat-tubular; 2-2-t, zig-zag tubular, resembling cellul’, cell, planei, cellular or honeycomb type; tube, plain tubes without fins; ring, tubes arranged in ring about blower fan. Radiator Case, -sheet, sheet metal; -cast, cast metal, built up. Ignition Type, sing, single; ioub, double double, dual-d, dual-double. Make of Magneto (or other sparking device), Conn., Connecticut; storage, storage battery; Westghs, Westinghouse; G & D, Gray & Davis; At Kent, Atwater Kent. Spark tube» « Advance, auto, aulomatic; 2-pt-fix, two-point fixed, battery circuit in retard, magneto in advance. Electric System Type, s, | & i, starting, lighting and ignition, combination unit; s & |, starting and li. tings Mand) combination unit; s & 1-2, starting and lighting, two-unit; | & i, lighting and ignition, combination unit. Electric System, Make, Splitdf, Splitdorf; Al-Chal,—(Abbreviations Continued on Opposite Page)

Page 49

November 2, 1916 51 a Commercial Vehicles for 1917—Continued MOTOR TRANSMISSION BRAKES /|CONTROL ELECTRIC SYSTEM GOVERNOR | SPEED FUEL SYSTEM GEARSET Total | Name and Model Gear Pro- | Torque —— Clutch Reduc-| Final |pulsion| Taken | Hand | Foot (Steer! Lev- it Extra Motor! Truck |Carbu- | Fuel |Tank) Type Loca- tion in| Drive | Taken; By ers 4. Type | Make | Cost |Type! Drive | Make in in | reter |Feed/Loca- Type] tion |Sp’ds} High By wont r.p.m.|m.p.h.| Make tion ee eer es ae cent..;motor..|Pierce...|1,500 | 14 |Stmbg..igrav. |seat..|wet-d. pie amas 3 | 8.75-1|}worm. . |springs. |springs.|int.....|int.....|left. .|cent..;Corbitt............... A ve 6 PEN een Ae SS ee cee CO Scheb. . |grav.|dash. |dry-d../selec.|unit-m.} 3 | 4.50-1|bevel...|tor-t...;tor-t.. . |int-r-w. |int-r-w. left. .|cent..|Corliss.............. A "? PT Oe ee ee Meer none....|1,000 | 17} |Zenith..|grav. |seat..|dry-d..|selec.|unit-m.| 3 {| 5.00—1)bevel...{springs. |springs. lint... .. |ext-r-w.jleft..|cent..|Croce............... 17 id s, 1 &i... |Splitdf. .Istock...].....J....... none....|2,500 | 40 |Scheb..igrav./dash.|...... roller |unit-x..|.....]....... roller... /sub-f...|sub-f...|ext-r-w.}....... left. .|¢ &1..|Crowther-Duryea...... - NONE... |. sees sceleccecccfeceeeleceeces ee ees Pees peer eee vac. .|seat.. |dry-d..|selec./unit-m.| 3 | 7.75-1/worm. .|springs. |springs. |int-r-w. |int-r-w. jleft..|cent../Dart............... B-B * ee ee er PR Se Uy RES DR PES Stmbg..|vac. . |seat..|dry-d..|selec.|unit-m.| 3 | 7.00-1/worm. . springs. springs. |int-r-w. |int-r-w. jleft..|cent../Dart................. F * en ee SR) Seay Fe cent..|duplex..| Duplex*.|......)...... Stmbg..|vac. . |seat..|dry-d.. a unit-m.| 4 |} 9.25-1/worm...|springs. |springs. |int-r-w. |int-r-w. |left..|cent..|Dart............... C-C i ee RS Serer) Seer Ae rea one Scheb. ./vac..|..... dry-d..'selec.|unit-m.| 3 | 6.20-1|worm. . |springs. |springs. |int-r-w. |int-r-w. |left..|cent...D-E............. Junior ~ tr Papen Se Tay s suct.. junto. . Mon’rch.|1,250 | 16 (|Zenith..|vac. .|seat..|dry-d../selec.|unit-m.} 3 | 7.80-1/worm. .|springs. |springs. |int-r-w. |int-r-w. |left..jcent..,D-E............. Senior - De... An bnedanasmeaes cent..|motor. . Pierce.../1,800 | 15 |Master./grav.|seat..|cone. .'selec.junit-m.} 3 | 6.83-1/worm. .|springs. |springs. |int-r-w. |int-r-w. jleft..|cent..|DeKalb........... D-1} no oe G.. oD ncnndeinnmnid cent..|motor..|Pierce...|1,800 | 13 |Master.|/grav.|seat..|dry-d..\selec./unit-m.| 3 | 8.25-1,worm. .|springs. |springs. |int-r-w. |int-r-w. |left..|cent..|DeKalb........... D-2} ol s&l....|Al-Chal..| 85.00jcent..motor. .|Milwk...|1,800*| 22* |Zenith../grav.|dash. aie Hp unit-m.} 3 | 8.20-1/int-g...|springs. |springs. |int-r-w. |ext-r-w.|left..|cent..|Denby............... R ~ s&l-2...|\G&D...| 135.00\cent..;motor..|Pierce...|1,440 | 17 |Stmbg../grav.|dash. /dry-d..'selec.{unit-m.} 3 {| 8.80-1|int-g...|springs. |springs. |int-r-w. |ext-r-w. left. .|cent..|Denby............... G = oe s&l-2...\G&D...} 135.00\cent..|motor..|Pierce...|1,320 | 15 |Stmbg..jgrav.|..... dry-d..\selec.junit-m.} 3 | 9.45-1|int-g...|springs. |springs. |int-r-w. |ext-r-w. left. .|cent..|Denby............... H A s&l-2...\G&D...| 135.00\cent..|motor..| Pierce. ..|1,24 14 |Stmbg..igrav.|..... dry-d..|selec./unit-m.| 3 | 9.45-1lint-g...|springs. |springs. |int-r-w. |ext-r-w. |left..)c &1..|Denby............... K ee eR ES a See See oe 2,000 | 25 |Ray...|vac..jrear../none..|fric..jamid...| 4 {| 9.00-1/dblchn.|rad-rd.. |springs. |int-r-w. jint-r-w. |right.|cent..|Dispatch............. G ™ ee Peer eee (Cee wees mee Wauk’a../1,000 | 14 |Holley..jgrav.|..... dry-d..|selec.|unit-m.} 3 | 8.00-1/dblchn.|rad-rd../....... int.....jext....|right.|cent..|Doane................ ie | Eo xseesnwe eae | saleenwa cent..,:motor..|Wauk’a..|1,000 | 10 |Holley..)grav. jseat..|dry-d../selec.junit-m.| 3 [10.50-1\dblchn.jrad-rd..|....... int... .... (ERG. . .. JFREMG. (OGRE. EMOOMO. 2... cede cece ces aad lighting. | Westghs.|stock...|.....}.......]. eee Serer Pere Stmbg..}vac..|..... dry-d..|prog./unit-m.} 3 {| 4.08-1|sp-bev../springs. |t-arm. . |int-r-w. jext-r-w. |left..|cent..|Dorris........... I-B-4 ee 3 ier Re RTer cent..;motor..|Pierce...|1,085 | 15 |Stmbg..|zrav. |seat..|dry-d..|selec.|unit-m.} 3 | 7.75-1)worm. . |springs. |springs. |int-r-w. |int-r-w. |left..|cent. |Dorris...........I-B-W and.. . Ce ee a ee Seen Fee Seem Carter..|grav.|seat..|vone..|selec.|unit-m.| 3 | 4.46-1|bevel... springs. |tor-t...|int-r-w. |int-r-w. |left..|cent..|Ellsworth. ........ 25-A nal et een opt... .|¢’t*..:motor*.|Simplex*|1,067*| 18* |Zenith../grav. |jseat..|dry-p..|selec.|amid...| 3 | 6.00-1|worm. .|rad-rd.. springs. |int-r-w. |int-r-w. |left*.|cent..|Federal.............. S = ie s&l-2...|Westghs.| 245.00|cent../motor../own...../1,190 | 15 |Stmbg..|grav.|seat..|cone. .|selec.|amid...| 3 | 8.50-1|worm. . |rad-rd.. |springs. |int-r-w. |int-r-w. |left. .|cent..|Federal............ J-M ~~ ae s&l-2...|Westghs.} 150.00\cent..;motor../own...../1,031 | 13 |Stmbg..jgrav. jseat..|cone. .|selec.jamid...} 3 | 8.50-1)worm. . jrad-rd.. |springs. |int-r-w. |int-r-w. |left. .|\cent..|Federal............0-P ee lighting. | Westghs.| 150.00\cent..|motor../own...../1,160 | 12 |Stmbg..|grav. jseat..|dry-d..|selec.|unit-m.}| 3 |10.33-1|worm. . |rad-rd.. |springs. |int-r-w. |int-r-w. |right.|cent..|Federal.............. L = 3 Ee eee opt....jcent..;motor..|Simplex.|1,000 | 10 |Zenith..igrav.|seat..|dry-p..|selec.jamid...| 4 {11.60-1/worm. . jrad-rd.. springs. |int-r-w. |int-r-w. |left*.|cent..|Federal............. WwW = (cissease eee kane suct..|motor..|Mon’rch./1,200 | 16 |Zenith../grav. |seat..|dry-d..|selec.junit-m.}| 3 | 7.75-1|worm..|springs. |springs. |int-r-w. |int-r-w. |left. .|cent..|Forschler.............. a eee Mere Ses cent..,.motor..|Pierce.../1,200 | 12 |Zenith..|grav.|seat..|dry-d../selec./unit-m.| 3 | 7.75-1!worm..|springs. |springs. |int-r-w. |int-r-w. \left..|cent..|Forschler.............. a s&1....|N-East..| 300.00\cent../motor..|Pierce...|1,100 | 14 |Stmbg..|grav. |seat..|wet-d.|ind-c.jamid...| 3 | 8.90-1|bevel-4. springs. |t-arm. .|ext-r-w.jext-sht. jright.|right.|F.W.D............. B hand.... s&l....|Westghs.; 175.00|suct../motor..)Mon’rch./1,238 | 17 |Ray...jgrav. |seat..|dry-d..\selec.|unit-m.} 3 | 7.80-1|worm. .|springs. |springs. |int-r-w. |int-r-w. |right.|cent..|Garford............. 75 oe s&kl....|Westghs.| 175.00|suct..|motor../Monrch./1,111 | 14 |Ray.. .jgrav. |seat..|dry-d..\selec.|amid...| 3 | 8.50-1|worm. .|springs. |springs. |int-r-w. |ext-r-w.|right.|cent..|Garford............. 66 oe s&l....|Westghs.| 175.00jsuct..;motor..|Mon’rch.| 934] 13 |Ray....igrav.|seat..|dry-d..|selec.}amid...| 3 | 7.75-1|worm. . |springs. |springs. |int-r-w. |ext-r-w. |right.|cent../Garford............. 70 = UR s&l....|Westghs.| 175.00)cent..;motor../own...../1,041 12 |Ray.../grav.|seat..|dry-d..|selec.jamid...} 4 {10.33-1|worm. . jrad-rd.. |springs. |ext-sht. |int-r-w. |right.|cent..|Garford:.......... 77-B wor ee SE, NRE suct..|motor..jown...../1,005.| 9 |Ray...|grav. |seat..|dry-d..|selec.|unit-j..| 4 /13.31-1|dblchn.|rad-rd..}....... int-r-w. |ext-sht. |right.|right.|Garford............. 68 hand.... MOR... Lidicssveslscececs suct..|motor..jown.....}..920 | 8 |Ray....jgrav.|seat..|dry-d../selec.junit-}..) 4 |13.31-1)dblchn.jrad-rd..}....... int-r-w. |int-sht../right.|right.|Garford............. 69 _ Sta se ee cent..:motor..jown.....| 900 | 16 |Scheb..|grav.jseat..|cone../selec.jamid...| 3 7.75-1\worm. .|rad-rd.. |t-arm. . |int-r-w. |ext-r-w. left. .|cent..|G. A. Schacht.......... — [oe ee TP cent..;motor..jown.....| 900 | 15 |Scheb..|grav.jseat..|cone..|selec.jamid...; 3 j 8.67-1|worm. .|rad-rd.. |t-arm. . |int-r-w. |ext-r-w. |left..|cent..|G. A. Schacht.......... a pesdes wale ateeeeeeekins cent..;)motor..jown.....| 900 | 12 (|Scheb../grav.|seat..|cone..|selec.jamid...;} 3 | 9.67-1|worm. .|rad-rd.. |t-arm. . |int-r-w. |ext-r-w. left. .|cent..|G. A. Schacht.......... ae ae EO Ae Oe Rye cent...motor..jown.....| 850 { 10 jown....|pres../seat..|cone../selec.jamid...| 4 | 9.36-llint-g...|rad-rd..|t-arm. .|ext-r-w.|ext-sht. |right.|right.|G. V.-Mercedes. .. .F.V. P eal. s&1-2...| Westghs.'stock...|suct..;motor..|Mon’rch.}1,050 | 13 |Ray...|vac..|seat..|dry-p..|ind-c.junit-m.| 3 | 8.66-1|worm. .|springs. |springs.|int-r-w. |ext-r-w. left. .|cent..|Gersix............... Cc cok :, A PEL Eee cent..|d-shft..|Pierce...|3,400 | 25 |Master./vac. ./seat..|dry-d../selec.junit-m.} 3 | 7.40-1lint-g...|springs. |springs. |int-r-w.|ext-r-w. left. .|cent. |Globe................. ww a Se Serene suct../motor..|Mon’rch./1,150 | 20 |Marvel.|grav.|seat..|cone..|selec.|amid...| 3 | 6.00-1|bevel. .|tor-t...|tor-t...\int-r-w. |ext-r-w. left. .|cent..|G. M.C............. 15 on SE SRR RRS suct..;motor..|Mon’rch./1,380 | 18 |Marvel./grav.|seat..|dry-d..jselec.junit-m.| 3 | 7.75-1)worm. .|springs. |springs. |int-r-w. |int-r-w. |left. .|cent...\G.M.C............. 21 et gh | | ae See suct..)motor..|Mon'rch./1,150 | 15 |Marvel.|grav.|seat..|dry-d..|selec.junit-m.} 4 | 9.25-1)worm. .|rad-rd.. |springs. |int-r-w. |int-r-w. |left..|cent...\G.M.C............. 31 han ies cna ed ee reece suct..;motor../Mon’rch.|1,200 | 14 |Marvel.|grav.|seat..|dry-d..|selec.junit-m.; 4 | 9.25-1/worm. .jrad-rd.. |springs. |int-r-w. |int-r-w. jleft. .|cent..|G. M.C............. 41 ano eee. eee suct..;motor..|Mon'rch.|1,250 | 12 |Marvel.igrav.|seat..|dry-d..jselec.jamid...| 4 {12.00-1|worm. .|rad-rd.. springs. |int-r-w. |int-r-w. jleft..|cent...\G.M.C............. 71 hand... ER eet Rar suct..|motor..|Mon’rch.|1,250 | 10 |Marvel.jgrav.|seat..|dry-d..\selec.jamid...| 4 [13.67-1)worm. .|rad-rd.. |springs. |int-r-w. |int-r-w. jleft. .|cent..|G. M.C............ 101 el s&1-2*..| Westghs./200.00*/I-b.. .|motor. .|Wauk’a../1,200 | 19 |Zenith..|grav.|seat..|dry-d..|ind-c.;amid...| 3 | 6.50-1|worm. .|springs. |springs. |int-r-w. |int-r-w. |left. .|cent..|Gramm-Bernstein. .... . coal. s&1-2*..| Westghs./200.00*|I-b.. .|motor..|Wuak’a../1,200 | 17 |Zenith..|grav.|seat..|dry-d..|ind-c.jamid...| 3 | 7.75-1|worm. .|springs. springs. |int-r-w. |ext-r-w.|left. .|\cent..|Gramm-Bernstein. .. .. . = s&l-2*.. Westghs.|200.00*/I-b.. .|motor..|Wauk’a../1,200 | 14 |Zenith..|grav.|seat..|dry-d..jind-c.|amid...| 3 | 8.60-1)worm. . |springs. |springs. |int-r-w. |ext-r-w.|left. .|cent..|Gramm-Bernstein. .... . ome s&1-2*..| Westghs./200.00*|cent..|motor. .;Wauk’a..|1,000 | 14 |Zenith../grav.|seat..|dry-d..jind-c.jamid...| 3 | 7.75-1/worm. .|springs. |springs. |int-r-w. |ext-r-w. |left. .|cent..|Gramm-Bernstein. .. .. . oon We s&1-2*..| Westghs./200.00*|cent..|motor..|Wauk’a../1,000 | 14 |Zenith..|grav.|seat..|dry-d..j/ind-c.jamid...| 4 | 8.75-1|worm. .|springs. |springs. |int-r-w. |int-r-w. |left. .|cent. |Gramm-Bernstein. .... . re s&1-2*..| Westghs./200.00*|cent..;motor: .|Wauk’a..|1,000 | 10 |Zenith..|grav.|seat../cone../ind-c.jamid...| 4 |11.75-1|worm. . |springs. |springs. |int-r-w. |int-r-w. |left. .|cent..|Gramm-Bernstein. .. ... thand...- 3 &1-2*..| Westghs.|200.00*|cent..|motor..|Wauk’a../1,000 | 10 |Zenith..|grav.|seat..|cone..|ind-c.|jamid...| 4 |11.75-1|worm. .|springs. |springs. int-r-w. |int-r-w. |left. .|cent..|Gramm-Bernstein. ..... oe Pee ees}. ee ey: cent..|motor..|Pierce.../1,175 | 18 |Stmbg..|grav.|seat..|dry-d..|selec.junit-m.} 3 | 7.00-1)worm. .|springs. |springs. |int-r-w. ae Aes NE I cv os ateev eens C | ~ “ Moe's «hs a sRbenraneant cent..|motor..|Pierce...; 980 | 15 |Stmbg..|grav.|seat..|dry-d../selec.|unit-m.} 3 | 7.00-1|)worm..|rad-rd..|t-arm..}....... | ia aeaeits et ST eee E fixed...- hghtin; Bosch...| 50.00 {suct..|motor. .|Mon'rch. 1,250 | 20 jZenith..|grav.|seat..|dry-d..|selec.junit-m.}| 3 { 9.25-1/worm. .|springs. |springs. |int-r-w. |int-r-w. jleft..|cent..|Hall.................. ‘le xed a lighting. Bosch...| 50.00 |suct*|motor../Mon*...|1,200 | 15 |Zenith..|/grav. |seat..|dry-d..|selec. unit-m.} 3 /|10.51-1)worm*. |sp’gs*. .|sp'gs*. . |int-r-w. int-r-w. jleft. .)oent..|/Hall.................. ‘|fixed.. ++ lighting. Bosch...| 50.00 |suct*|motor..;Mon*...|1,200 | 12 ({Zenith../orav.|..... dry-d..|selec.|unit-m.| 4 /|12.00-1)dblehn.|rad-rd..|....... ‘ene wees SORE... POGUUB. FIIs. onc ces rachsceds wr ER Seer ec cent..)motor../own...../1,025 | 12 |Scheb..|grav.|seat..jcone. .|selec.junit-j..) 3 | 9.43-1)dblchn.|rad-rd..|....... lint-r-w . |ext-r-w.|right.|right.|Harrison............. C , oor Oe Strheve «ts even Chee ua wal cent..;motor..jown.....|1,000 | 12 (|Stmbg..|grav./seat..i|cone..|selec.junit-}..) 3 | 9.60—1)dblchn.jrad-rd..|....... Ss. seri wed cent..|Harrison,............ F - y 8&]-2.. ‘Westghs. 125.00 |cent..!duplex..| Duplex../1,000 | 14 |Holley..jgrav.|seat..|dry-p..|selec.|amid...} 4 | 7.75-1)worm. .|springs. cee int-r-w. jleft. .|cent..|/Harvey............ W-F . i hs: 8 &1-2. Westghs./150.00 |cent..|duplex..| Duplex..|1,000 | 13 (|Stmbg..igrav.|seat..|dry-p..jselec.jamid...} 4 | 8.75-1 worm. . springs. |springs. |int-r-w.|int-r-w. left. ./cent..|/Harvey............ W-H laut bia 81-2... Westghs.|150.00 |cent..|duplex..|Duplex..| 900 | 11 |Stmbg../grav.|seat..|dry-p..{selec.jamid...] 4 aparade tree + aaa Salen ome eee ee .jcent../Harvey............ W-K ‘a —_ oo erree. Smee beers wee sa Fee ee | Master.|vac..|..... dry-p.. tore a ae eee int-g.. — ‘springs. meee ext-r-w. left. .|cent..|/Hawkeye............. H \ = | Teo Gee Serre STIRS PPR Mase leader « grav .|seat..|dry-d..|selec.|....... _ fe Sere Ea rad-rd.. Ce Len int-r-w. |int-r-w. |left. .|cent..|Hormer.............000. r lhe Bo cree meee ere a ee, Pn Der ete grav. |seat..|dry-d..'selec.!.......!.....'.......!worm. .'rad-rd.. springs. ‘Int-r-w.'int-r-w. |left. .'cent..'Horner.......... *aeeess Si mee ABBRE ' [ATIONS: (continued).—Allis-Chalmers; G & D, Gray & Davis; Westghs, Westinghouse; N-East, Northeast; Huff-S, Huff-Simms; Spl-App, Splitdorf-Apple. Governor Type cent, c’t, centrifugal; ote oes F —- Sct, su ‘ion or gas velocity; \-b, loose-ball; hydr, hydraulic. Governor Drive motor, from motor; d-shft, from driveshaft; duplex, from both motor and driveshaft or front wheel; f-wheel, f-whl, from front wheel. a sj a | Governcr Make Wauk’a, Waukesha; Mon'rch, Mon, Monarch; Her-Sp, Herschell-Spillman; Milwkee, Milwaukee. Carbureter Make, Scheb, Schebler; Ray, Rayfield; Stmbg, Stromberg; Shkspr, Shake- tgp speare; ‘lech, Flechter; Zeu Zenith, Johns, Johnson. Fuel Feed, grav, gravity; vac, vacuum; pres, pressure. Tank Location, seat, under seat; dash, in dash; rear, at rear; r-bd, on running-board. Clutch Type, Tule ‘an = | multiple disk; dry-p, dry plate: wet-d, multiple-disk in oil; wet-p, plate-in-oil. Gearset Type, selec, selective sliding gear; prog, progressive sliding gear; ind-c, individual clutch, constant-mesh; plan, " Te Youd, an ; trie, friction; elec, electric. Gearset Location, amid, amidships; unit-m, unit with motor; unit-j, unit with jackshaft; unit-x, unit with azle. Final Drive, int-g, internal-gear:; worm, top worm; dbl chn, — ’ Sneek | hh He ‘¢ chains; sp-bevel, spiral bevel; db-red, double-reduction, bevel and spur gears; ext-g, external-gear; -f, to front wheels; -4, on all four wheels. Propulsion Taken By, rad-rd, radius rods; tor-t, torsion- i "tang, . ‘ -!, sub-frame; spg’s, springs. Torque Taken By, rad-rd, radius rods; tor-t, torsion-tube; t-arm, torque-arm; sub-f, sub-frame; sp’gs, springs. Brakes, Type, ext, ex, external contracting; int, internal er- os “li? site Page? Brake Location, -r-w, rear wheel: -sht, shaft; -f-w, front wheel; -j-s, jackshaft; -4-w, on all four wheels. Control, Levers, cent, center; ¢ & r, gears. ft center, brake right; ¢ & 1, yearshift center, brake leit.

Page 50

32 Sd November 2, 1916 Technical Specifications of Gasoline

| FRAME TIRES | ——— siti | MOTOR Capa- Pric Wheel- | | " eee Name and Model city in of : ‘sete “wi SIZES _IN No. of | | | Pounds | Chassis| Inches | Mate- | Con- Kind — Wheels | Crank- NAA. | Cylin- ee | IGNITION rial _ struction shaft Bore and| C.C. ders | Valves | | | Bear- | Stroke | H C Pi | —— | Front Rear ings P- ast aced Water Radiator a FS EL EY A ee ee ene ee, Te Circu- | Core and | Type | | Make Ad | SS =>). OOS) SSeS | OOS Es O ation ase — Horner. . 6.000 es 9 | | | “ozs » ee or eemennes Sneercuas | a sesceserereeel 6, 3,200 145 rolled = ' | | | feet | Sere | — Serner...... > olled-c.. rigid... .|sold....| 36x5 | | ~ naeor-gihd bers gil ~~ sencncesngh fixed IR. ssn+evecsands 14,000 | 5,000 156* teed. ‘ohms “ry bce we ey noe tel 4 6-3ix5! = ~ bck: ' -raent. + a Kz Saou. eS a . |Eisemann.. axed pirate joek x7d | wood-ov.| 4 |6-33x5! Bd rah | see ...|fin-cast..../dual. .|Eisemann.. |fixed 72 ° ... (right... | , _ -. Oxed en ee se nae 4 oo 1,385 128* Ipr-steel..|........ solid*...| 36x3* | 36x4* le , | ’ | ght ‘px .. |fin-east.... dual. ’ |Eisemann.. |fixed satel ieal dials ,000 | 1,850 144 ~=—s ipr-steel..!........ solid. . 36x3! 26x5 | cr fond 3 |4-33x5 | 19.61 |block...|...... cent 'Z-z-t-sh si | | 1.H.C H | 3] Se [oS eeweg.) = [443x058 27.20 |block...|.......\cent. ... met eet. sing. . | Fisemann.. |fixed EES. H) 1,500 | 1,225 | 115 |pr-steel..|semi-fix..jsolid....| 36x3 | 36x31 a i | Ses ocean: eaieaeaae: events umsagemeneel wae OP 2,000 | 1,500 128* |pr-steel../semi-fix../solid..._| 36x34 364. ete ; Hs wes +i very _. |right.../cent. . . /fin-sheet = Bosch 1 | Jeff a | ‘| ‘ “82X04 .61 jblock. . . |right.. . \ce le iio io land a ca bane aoe ' os 116 pr-steel.. flexible. . |pneu.. 3541 acca) lecaiags | wake | | ent... fin sheet... sing.. .| Bosch. .... hand : s |. » £09 30 r-steel.. | flexi aa Dien eee” ioe fe -37x5} | 22.50 | : lrg ' le bd | Jefiery Quad..... —“ 4,000 | 2,850 124* eer enon jia-ry ca a 34x5 |W d-sq*..| 3 4-33x5! oo a. ‘2 a. - cent. .. Cell-sheet. . sing... Dixie... .. hand SRS | | i saaeex b x5 | 36x5—cast-d..., 4-41x5! | 29.00 |block. . .|right._. ee “d en sing.. .|Dixie. . . . . hand Kelly-Springheld ae 5 one on a ipr-steel.. semi-fix..|solid*. ..| 36x33* | 36x6* iwood-6a | 9 |4-33x51 | 99 & | ia rn | ee ech eS. + Dixie wae hand Kelly-Springheld. K-36) 5/000 ts 44° pr-steel.. 'semi-fix..|solid*. . .| 36x33* | 36x6* | wood-sc { 3 |4-84x0¢ | 22.50 block. : . |right... cent... . 'cell-sheet. . 'sing.. . | Eis | Kelly-Sorinsfeld. K-35 we 2,490 144* |pr-steel.. semi-fix..|solid*...| 36x4* | 36x4d* lweed-a 4 : 4-3 4x5¢ 22.50 \block. . .\rizht... cent. . . \cell-sheet._ a" | isemann. . auto Kelly-Springfeld. K-40) 7’ 000 wo rake a semi-fix..jsolid*...| 36x4* 26x4d* |wood 4 : ri 22.50 block. . . |right... cent... . \cell-sheet... aon ee auto Kolin. Gast "o ael @° 0,4 9 pr-steel.. semi-fix../solid*. . | 38x5* ae pa : -3{x54 | 22.50 |block. . . right “e gp err gt mr nang mann. . | auto Kelly-Sprineheld Ko 10'000 3,600 | 150° |pr-steel. semi-fix..|solid*. __| 38454 tOned* ree 3 |4-42x63 | 32.40 |pairs. . . . - i" ae. is cr oe mng.. .|Fasemann. .auto Kelly-Springhield... K-60) 12! 00 | 4'250 | 150* |pr-steel.. semi-fix..\solid*. || 38x6* | 40x6d* wood-sq.| 3 |4-43x6} |32.40|pairs.... opp... cent. . | ee We mad - veneer boar pringheld... | 12,000 | 4,500 150* (pr-steel.. semi-fix ‘Isolid*. __ 38x64 rreea i Fe 3 4-45x6§4 132.40 pairs. a opp. —leent _. sno - (SINE. . ee auto : | « | hee — oe | 3 |4-44x64 | 32.40 |pairs.... des iki pen he sneha .|Eisemann.. | auto Ring...............4.. | 7,000 | 2,600 120 ie flexible. .|solid....| 36x5 36x5d N d ane ait _— . . cell-sheet. . |sing.. .|Eisemann.. |auto ol reel ) | OX /WOOd-Sq . | 2 4—41y51 29 z= : Kisselkar..... . | F | ' | | ; 2X93 | 32.40 |pairs.... left... .|cent -2-t-shee ' : —- 3 ae ;, a 124 | pr-steel.. rigid. .. ea _..| B2x4 | 32x4 'wood-sq | 3 Trt | | = i t-sheet. dual-d Bosch. ....|2pt-fix yom 0 ; ... 4.000 1875 ae aero a Ja «vif || 84x3* | 34x4* |wood-sq_| 3 ri at ee - ../tight... cent. .. 'sq-t-sheet.. sing... |Fisemann.. hand isselkar _.. 5,000 | 2.250 or-steel.. rigid... .)solid....| 34x3} | 36x6 = | wood-sq. 3 eet Bhd right... )cent. . . sq-t-sheet.. sing.. . |Eise fy ont re wed 1 2,25 166 (pr-steel.. rigid... .|solid....| 34x4 | 36x4d iw og 4-41x5! |29 00 |block.. .|right... cent. . . 'sq-t-shect.. sing... isemann.. hand i = eae 2° 850 168 ier ght -— | 34x4 36x4 wood-sq | 3 |4-4ixst 199 00 |block sens... }0ORS. . « sq-t-sheet.. sing... | Kisemann.. |hand Kisselkar.............. | 10,000 | 3,350 180 codhedl reid. | solid. au 6x6 or ce to 3 |4-41x51 | 9900 block. - ee at * ee era sing... |Eisemann. hand -./FIBIG. . . . | cool Ome 36x6d |wood-sq. | 3 4-4 yst log R. . . JESS. . . COME. . . |OGrU-RNCCS. . (INE. . .|Eisemann.. han Kleiber ie | | > = |4-44x5> | 29.00 |block. . . jrigk e isq-t-sheet.. ‘si asemann. . /hand Kleiber . i Al 300 oo 130° irolled-c.. 'semi-fix jsolid*...| 34x3* | 34x5* we | 2 2308 | ew ake oc > — — enone. hand iin Az! 4°000 4 } ’ s* ( ~i-C.. Se -TlX soli 2fy* re = , ‘| . )= V2: | Av. 4 y > " ° abs — e. | Mal Little Giant.......... 16 41000 | 2'500 | 144 _pr-stecl.. — 3% me .., 86x33 | 6x4 |wood-sq.} 3 [4-3ix5! | 19 61 |block. te mec eee eee ene oa ‘ | steel. . |: x.. Solid... : 3d6x4 36x6 catia! 3 |4-41x54 | 27.20 |block. . . left — —— sing... —-. ‘hand eee nee es 3,000 | 2,100 150 ;, ls ; | a cia . .. (cent... |cell-sheet. . sing... |EKisemann.. |hand Maccar hee H : 9’ ¢ zy pr-steel.. rigid. ...jsolid....| 36x4 | 36x5 | sn | | . aa ] ie M es o. oa _aterwer i a .../Solid...., 36x4 | 36x4d weve af : He lig block. . . \left. .. Jeent. _.|fin-sheet... sing.. ./Bosch hand > Oo. z - ine 5 : ees . beeen ali I ee adi dis ae f° | oe 186 acorn te = = ver 37X95 | 37x5d_|wood-sq_ | 2 4-41x51 | 3940 oom ae oo bs. . cent. _. /cell-sheet. . sing.. .|Bosch..... hand ned ial | .. Tigid....|solid... | 37x5 40x6d mare | ba ‘l4-4ixai or ie. er - - — me —-- . Sing.. .|Bosch..... hand Bes oF | 2000 | 2.000 sia | ar . | 2. or ..../eent. . .|cell-sheet. . sing... |Bosch hand Mack. : AB + pr-steel.. semi-fix..!solid....| 36x4 36x31"! wood-sa__| ‘ . “ Dte§de enyeild - — ) a: yoo 2,000 144* pr-steel.. 'semi-fix..|solid....| 36x4 36x3id* a ‘| 3 4—4x5 25.60 |pairs... len. ../eent. . . cell-sheet ‘si x... |Splitd | eee AB] 3°00 | 2°350 | 162% |Drosteck, semi-fix..|solid....| 36x4 | 36x34d* wood-sq. > lems |aselene lee “Teent. :‘cell-sheet. . sing. | splitdort fd Mack. AB 4. ~ 62* (pr-steel.. semi-fix../solid....| 36x4 26x31 d* w a ~4Xc 5.60 |pairs....iright... cent. . . cell-sheet. . sing... |Spli ... hand | 4,000 | 2,700 162* , an ii} taal oe 36x33d* wood-sq. 3 144x5 9 ; Ale : viations Continued on Opposite !s¢- SR DH mm we Si Se Si Si Si 54 S< . 5 ¢ lig lig lig lig lig lig lig lig 5 d sd ho S& hon non non Ho} S&l Sa! S&! Sai SA SW ABR suc Goy dry pla ’ doui tub: nan

Page 51

November 2, 1916 ©“ | Commercial Vehicles for 1917—Continued ty oy) SS —_--o— MOTOR TRANSMISSION BRAKES CONTROL ELECTRIC SYSTEM GOVERNOR - SPEED FUEL SYSTEM GEARSET Total | Name and Model _ Gear Pro- | Torque park Clutch Reduc-| Final |pulsion| Taken | Hand | Foot (Steer) Lev- \d- Extra | Motor| Truck |Carbu-~ | Fuel Tank} Type Loca~ tionin| Drive | Taken} By ers ince Type | Make | Cost (Type) Drive | Make in in reter Feed Loca- Type} tion (Sp’ds} High By | r.p.m./m.p.h.! Make | tion a — oe ae ee = === cl A Perry ome ee ee Sees Keene | eyvaes = icc ss ry bans tie 3 | 9.40-1)worm. heats springs. |int-r-w. |int-r-w. jleft. .\cent..|Hormer................ ss oases chia. cent. aay ere Seren Berens eo grav. seat..\dry-d..'selec.|amid...) 3 |13.42-1/worm. . |rad-rd.. |springs. |int-r-w. |int-r-w. |left..|cent..|Horner................ ; ; ee Me : lighting. | Vesta. . .|stock...|cent../motor..|Pierce...]1,200 | 18 (Flech. ta = dry-d..'selec.|unit-m.| 3 | 7.75-1)worm. . ‘springs. springs. |int-r-w. |int-r-w. |left. .|cent..|Hurlburt.............. d lighting. Vesta. . . Stock... /cent..motor..|Pierce.../1,200 | 16 |Flech..\grav. seat..|cone..jselec.|amid...} 3 | 8.67-1 worm. .|rad-rd..|t-arm. ./int-r-w. | ext-r-w. left. .icent..| Hurlburt. ............. a lighting. | Vesta... |stock...|cent../motor..|Pierce...|1,200 | 13 |Flech..|grav.|seat../cone../|selec.jamid...| 3 {| 8.67-1)worm. .|rad-rd..|t-arm. .|int...../ext....|left..|cent../Hurlburt.............. d lighting . | Westghs.|stock.. .|cent..;motor. .|Pierce.../1,200 | 12 |Flech. . grav. 'seat..|dry-d..|selec. lamid...} 3 {10.33-1|worm. .|rad-rd..|t-arm. . |int-r-w. |int-r-w. |left. .|cept..|Hurlburt.............. lighting. | Westghs.|stock...|cent..;motor. .|Pierce...|/1,200 | 12 |Flech. .\grav. |seat..|dry-d..jselec.jamid...| 4 {11.33-1|worm.. rad-rd.. |t-arm. . int-r-w . |ext-sht. jleft. .|cent../Hurlourt.............. J - G s,] &i... Jesco....|100.00 |suct.. motor. .|Mon’reh.|1,350 bens Marvel. grav. bese dry-d..\selec.junit-m.}| 3 |....... ;worm. . springs. |springs. int-r-w. |int-r-w. |left. .|cent../Independent.......... F ) seceleseeeeeelececes. ‘suct..;motor..|Mon’rch.)......]...... Marvel. |grav. — dry-d. jselec.|unit-em.| 3 |....... worm. . igeed aes ‘int-r-w. |int-r-w. |left. .|cent..|Independent.......... G Tt | { | | - ° P . I id sk&l*.. 'N-East*. 125.00 cent.. motor..)own.....|1,275*| 18* |Holley..'grav. 'seat../cone..|selec.jamid...| 3 | 7.00-1)int-g.. . springs. |springs. |Int-r-w. |Int-r-w. left. .joemt JHC... 2.2... 2.080. H , s&1*...|N-East*.| 125.00 |cent...:motor..|own.... ee 17 |Holley.. grav. seat.. cone. .\selec.jamid...| 3 | 8.00—1|1nt-g...|springs. |springs. |Int-r-w. |Int-r-w. oe (OGM. Fees 5 oc ci aecdices F id s&1-2.../Bijur....|stock...).....}.......|.......-{1,750 | 40 jStmbg..|..... a. dry-p..'selec.'unit-m.| 3 | 4.50-1)sp-bev.. springs. |springs. ext-sht. ext-r-w. left. , ee 1016 1d s &l-2.../Bijur... . stock... cent..|duplex..! Duplex.. | 1,500 16 |Stmbg.. grav. /dash. |dry-p..'selec.|unit-m.| 3 | 8.10-1|int-g.. .|springs. |springs. ext-sht..'ext-r-w. left. . cont. iJeffery.........ce 2016 s &1-2.../Biyur....| 125.00 |cent..| duplex../ Duplex. 1,500 | 14 |Stmbg.. grav. seat..|dry-p..|ind-c./amid...| 4 | 8.50-1)int-g-4. |springs. |springs. |ext-sht. |int-4-w. |left. .|cent..| Jeffery Quad...... 4016 0 | ‘0 s &1-2.../|R & M*.|175.00 {I-b.. .|motor. eg ...11,200 | 15 |Ray.../grav.iseat..jcone..|selec.jamid...| 3 ]....... dblchn. rad-rd..}..... . . |int-r-w.|int-r-w. jleft. . |cent..| Kelly-Springfield. .. K-31 os s&1-2...|R & M*.|175.00 |]-b...|motor..|own... 11,200 | 15 |Ray...|grav.!seat..|cone..'selec. amid...| 3 |....... worm. . rad-rd.. |springs. |Int-r-w. |Int-r-w. left. .|cent..| Kelly-Springfield. .. K-32 0 s &l-2.../R & M*.|175.00 |I-b.../motor..!own..../1,200 | 11 |Ray.../grav.|seat..|cone..'selec.|amid...| 3 |....... worm. . 'rad-rd..|springs. |int-r-w. |int-r-w. |left. . |cent..|Kelly-Springfield. .. K-36 oO s&l-2.... R& M*./175.00 |I-b... motor. lown... .|1,200 114 |Ray...!grav.iseat..|cone.. selec.|amid...| 3 ]....... dblehn rad-rd..}....... ‘int-r-w. |int-r-w. left. .'cent..|Kelly-Springfield. .. K-35 0 s&1-2...)R & M*.|175.00 |l-b...|motor..jown.. . -{1,100 12 |Ray.../grav.'seat../cone..|selec.!amid...} 3 {....... dblchn jrad-rd..|....... \int-r-w. |int-r-w. |left. .leent.. Kelly-Springfield. . .K-40 LO s&1-2...|R & M*./175.00 j|l-b...|motor..jown. .. .|1,100 12 |Ray...\grav. seat..icone..jselec.jamid...| 3 |....... dblchn |rad-rd..|....... int-r-w. |Int-r-w. left. . \cent..|Kelly-Springfield. .. K-45 LO s&1-2...|.R & M*.|175.00 |l-b.. .|motor../own.. . ./1,100 102 |Ray...igrav.iseat..icone..'selec.'amid...| 3 |....... dbl chn.rad-rd..}....... int-r-w. |int-r-w. |left. .|cent. |Kelly-Springfield... K-50 bf s& Bes est 175.00 oor seen : wea “/ | pa 103 |Ray...|grav. — mas i “a ie St Seana NL Dn ss acevkscacecekonnduaa ‘left. . jcent..| Kelly-Springfield. ..K-60 PULL / ; a . e . . . . dle | pana kae Mea teks cent..motor.. Pierce... ‘jae 12 |Scheb... grav. 'seat.. ay eve Ree 3 | 8.67-1\dblchn.jrad-rd..}....... “en ext-j...|right.jright.|King.................. nd s &1-2*..|Remy...}150.007 cent../motor. | Pierce. ../1,200 | 25 (|Stmbg..!vac. .jseat../cone. . i eee 3 | 4.58-1)\sp-bev.. springs. |springs. |ext-r-w.|ext-r-w. left. . icent..|Kisselkar.............. nd s&1-2*..|Remy...}150.00 cent.. motor.. Pierce...|1,280 | 20 |Stmbg..'vac.. seat../cone..'selec.junit-m.}| 3 | 6.50-1)worm. . springs. springs. |Int-r-w. |Int-r-w. ‘left. ./cent..|Kisselkar.............. na s&1-2*..:Remy...|150.00 \cent.. motor.. Pierce. ..'1,295 15 |Stmbg..'vac..'seat../dry-p..'selec.|unit-m.| 4 | 9.25-1)worm. . |springs. springs. |int-r-w. Int-r-w. ‘left. . |\cent..|Kisselkar.............. a s&1-2*..;.Remy...|150.00 ‘cent. motor.. Pierce. ..'1,060 13 |Stmbg.. vac. .'seat..|dry-p../selec.|unit-m.| 4 | 8.70-l|worm. . springs. |springs. |int-r-w. |int-r-w. left. ./cent..|Kisselkar.............. nd s&l-2* ..Remy...|150.00 cent.. motor. ./ Pierce. ..'1,425 13 |Stmbg..:vac. .|seat..|dry-p..|selec.|amid...} 4 |11.75-1|worm. . springs. |springs. |Int-r-w. |int-r-w. left. . \cent..|Kisselkar.............. : | “i ee See cent .'motor. .| Pierce. ..|1,456 12 'Stmbg..)vac..'seat..|dry-p..|selec.|amid...| 4 |13.00—1)worm.. Springs. |Springs. int-r-w. |int-r-w. jleft. .|cent..|Kisselkar.............. Tu ' | ) ae : 3 a tk Kosh Sigel eee 2 , on lighting.|........ opt.... cent. motor. .| Pierce. . these 20 |Scheb. .|!grav.|seat..|dry-p. 'selec.{unit-m.| 3 | 6.75-1/worm. . |springs.|springs.|int ....|int.....|right.|cent .|Kleiber............. AA nd lighting.}........ opt....|cent..!motor..|Pierce.../1,250 | 18 |Scheb..|grav.|seat..|wet-d. |selec.!amid...} 3 | 6.50-1/worm. . |springs. springs. |int ....jext....|right./cent..|Kleiber............. Al nd ughting.|........ ‘opt....\cent../motor. .|Pierce...|1,225 | 17 |Scheb..!grav.|seat..|wet-d.|selec.|amid...| 3 | 7.75-1|worm. .|rad-rd .'springs.|int ..../ext....|right.jcent..|Kleiber............. A2 ind hghting.|.......: iopt.... cent../motor..|Pierce.../1,200 | 146 |Scheb.. \grav.. | bie ie wet-d. \selec./amid...| 3 | 8.67-1/worm. . |springs.|springs.|int ..../ext....jright.!cent..|Kleiber.............. B nd lighting.|........ opt... .|cent../motor../Pierce....1,150 | 14 |Scheb..|grav./seat..|wet-d.|selec.|amid...| 3 | 8.75-1|worm. .|springs. springs. |int ....|int...../right.jcent../Kleiber.............. C ad eee opt.... =u ween eee ..{1,100 | 12 |Scheb..'grav.|seat..|wet-d. |selec amid...) 4 be: . Springs. |springs.|int ....|int.....|right.jcent..)Kleiber.............. D und. ... lighting.|......%. stock... /cent..|motor..|Pierce.../1,500 | 12 |Stmbg..'grav.'seat..|cone. .'selec./unit-m.} 3 | 3.50-1)dblchn./rad-rd..|....... 'int-r-w. |ext-f-w. jleft. . !left. ./|Knickerbocker........ A il wee vane stock... oer caueth wasn 1,500 | 10 |Stmbg.. grav. |seat..jcone..jselec.|unit-m.| 3 apie 5a sas ee ye int-r-w. |ext-f-w. jleft. . |left..|Kmickerbocker........ C . und s&l-2...|Bijur....istock...].....J.....++ a ee ee ‘Zenith..'vac. .|r-bd..|dry-p.. selec. |unit-j..] 3 | 9.60-1)dblchn. rad-rd..|....... int-r-w. |ext-j-s.. |left. .|cent..!Knox Tractor. ....... 35 - s&l-2...|Biyur.... one ree ey none. ... | eee Sey re Zenith. |vac. .|r-bd..|dry-p..|selec.|unit-j..) 3 12.05-1\dblchn. rad-rd..|....... wack wae left. .|cent..|Knox Tractor........ 36 | } . 4 . sal UU.... sdasaenessiansenens we .jopt.... a re 2,050 | 30 (Zephyr. grav. |seat.. |dry-d..'selec. mam 3 | 7.00-1\int-g.. .|springs. |springs. |int-r-w. |ext-r-w.|right.|cent..|Koehler............. K we sleeeeeeesteeee-. (Cent. |motor..jown...../1,100 | 15 |Zenith../grav. |seat.. HER Te, NO 4 | 7.75-1/worm. . |springs. |springs. |int-r-w. |int-r-w. |right.|cent..|Krebs..... .. we eeeeee 40 an 7. eee eer icent..!motor..|own...../1,110 | 14 |Zenith..|grav. |seat..|dry-d..'selec.|amid...| 4 | 8.50-1,/worm. . |springs. |springs. |int-r-w. |int-r-w. |right.|right.|Krebs............... 60 - A ere empeee =e an wn.....}1,160 | 12 (|Zenith..|\grav. - dry-d..'selec.|amid...| 4 {10.33-1|worm. . |rad-rd.. |springs. |int-r-w. |int-r-w. |right.|right.|Krebs............... 90 and a ee 100.00 jcent..)motor..|Pierce...|1,500 |...... ‘Scheb. . pare ve none. . |fric. .|amid...linf...]....... sien pea ere ee eee NE diviecn amass v2 _ FE a ee ee jeer Shkspr. wa ‘dash. 'wet-d.'selec.|unit-m.| 3 | 6.20-1)worm. . springs. |springs. |int-r-w. |int-r-w. |left..|cent..;\Lame................ A Alt | and a ET TTT TC rere cent../motor../Pierce.../1,250 | 18 ‘Stmbg../ grav. - wet-d. 'ind-c./unit-j..| 3 | 8.05-1/dblchn.rad-rd..}....... int-r-w. 'ext-sht. |left. ./cent..|Lange............... Cc _ ee See eoereney ere motor. .| Pierce. . cc 15 ‘Stmbg.. grav. |seat..|wet-d. eee wean 3 | 9.21-1 dblchn. jrad-rd..}....... eeink wane bent. . joamé../LOmee. . 2... ccc ccees B i | | | | | , a | . : me s,1&i...!G&D.../stock.../cent..|motor..|Pierce.../1,200 | 183% |Scheb..|grav. |seat..|dry-d..selec./unit-m.| 3 | 6.50-1)worm. . springs. 'springs. |int-r-w. |int-r-w. |left. .|cent..|Larrabee.............. and. ... s,1&1-2..G&D... stock... /cent..)motor..|Pierce....1,200 | 15 ‘Scheb. . \grav. 'seat..|dry-d..'selec. |unit-m.} 3 | 7.75-1|worm.. ‘springs. |springs. |int-r-w. |ext-r-w.|left. .|cent..|Larrabee.............. _ ‘1 &1-2.,G & D.. . |stock.. . |cent..motor. .| Pierce... - 14 |Scheb..|grav. —" dry-d.. selec. /unit-m.| 3 | 8.66-1 worm. . Springs. |springs. int-r-w. |ext-r-w.|left. .|cent..|Larrabee.............. = OD: cs 5 Kale cudlesd ceesdedideses | cinikecet se cin ‘Scheb. . |grav. 'seat..|wet-p. jselec. ‘ota 3 | 4.30-1\bevel...|springs. |tor-t...|int.....jext....{left..jcent..|Lawson............. 35 - 8,1 &1...|Deleo...| 100.00 {suct..)motor..|Mon’rch./1,500 | 20 |Zenith..|vac. Seanad cone. .'selec.|unit-m.| 3 | 6.50-1 bevel...j....... oan ’ jint-r-w. ext-r-w.|left..jc &1..|Lincoln.............. L aoe pee SGl-2 .|/Remy...|stock...j.....]......-. none..../1,525 | 25 |Zenith..'grav.'seat../cone..|selec. amid...| 3 | 5.80-1 worm. . 'springs. |springs. |int-r-w. |int-r-w. jleft. . |cent../Lippard-Stewart.... MW ee s&l....|Dyneto..|135.00 |.....]....... none..../1,182 | 20 {Zen*...jgrav.|..... cone..'selec. amid...| 3 {| 6.00-1/worm. . /springs. |springs. |int-r-w. int-r-w. |left. .|cent../Lippard-Stewart......W a re ‘kl... .|Dyneto..|135.00 |cent../motor..|Pierce...|1,184 | 18 |Zenith..|grav.|seat../cone..|selee. amid...) 3 | 6.75-1|worm. . springs. springs. Int... .. ext. .../left. .|cent../Lippard-Stewart...... H cane 3 &l Dyneto.. | 135.00 |cent..;motor..|Pierce.../1,300 | 18 (Zen*...\grav.|seat..|cone..|selec.|amid...} 3 | 7.75-1,worm. . |springs. |springs.|int.. ... ‘int.....|left. .|cent..|Lippard-Stewart...... .F al s&i....|Dyneto..|135.00 |cent..;motor..|Pierce...j1,295 | 15 |Zen*...|grav. Jee we . Selec. amid...} 3 | 9.25-1,worm. | cal adie deal : —— ...{left. .|cent..| Lippard-Stewart...... G and | | | | | | F . oon ey | ae Ses One AAneean emer Scheb. . |grav. on ‘dry-d.. selec. unit-m.| 3 | 6.00-1/worm. . springs. |springs. int-r-w. int-r-w.|right.| cent. Little Giant.......... 15 od eee rrr AGES WERT” Pera: Sm Sea Scheb. ./grav.|.....|wet-d.}..... unit-j..} 3 | 6.88-1 dblchn.|rad-rd..|....... lext....|ext....|right.|cent../Little Giant.......... H seme «Pen PEON. LRT es TR? ee TR OIC: ‘Scheb. .|grav.|seat.. wet-d. 'selee. unit-j..| 3 6.88-1 dbl chn. rad-rd..}....... lext-r-w. |ext-}-s.. right. |cent.. Little Giant Be oe H — sree vrerre | Peet ET TIT Te: TUTTTET TERT perece ‘Scheb. . |grav. \Seat.. dry-d..jselec. unit-m.| 3 | 7.75-1/worm. . springs. |springs. |Int-r-w. ‘epee: right.|cent..|Little Giant.......... 16 com | | RE RE OS — aad hand ' RMD... .lspsamweewads us icent..|motor..|Pierce...!1,000 | 16 (Stmbg..|grav. |seat../dry-d..'selec.'unit-m.| 3 | 6.75-1) worm. . rad-rd.. |springs. |ext-r-w.|. .r-w. .|left. .|cent..|Macear.............. L a DONC... .]..cccecsfeoceses cent../motor..|Pierce...|1,000 | 13% |Stmbg..|grav. |seat..|dry-d..'selec.|unit-m.| 3 | 7.75-1|worm. . rad-rd.. |springs. jint-r-w. /int-r-w. |left..|cent..|Maccar.............. H bane NONE... .|..eeecee}eeee-.. |cent..;motor. .| Pierce. ..|}1,000 10; |Stmbg..\grav. seat.. dry-d.. selec. unit-m.| 3 |10.20-1) worm. .|rad-rd.. |springs. |int-r-w. |Int-r-w. left. .|cent..|;Mlaccar............. M — MORE... desasdeusneneenet cent..|motor. .| Pierce. . .|1,000 8; [Stmbg..\grav. |seat..|dry-d..jselec. amid...) 4 |13.66-1,worm.. rad-rd.. .|int-r-w. |int-r-w. |left. .|cent..| Macear.............. U nial , ’ | | ® ; one s&l-2... Bosch. . .}250.00 Ry a ..-{1,160 | 193 |Stmbg../grav.'!seat../dry-d .jselec./untt-m.| 3 6. 29-1" dbl chn.|rad-rd..|....... lint-r-w . |ext-sht.. left. .joent..] Mack. ............. AB ome s&:-2...|Bosch.../250.00 |cent../motor..jown.....{1,160 | 17% |Stmbg..|grav. |seat..|dry-d../selec.|unit-m.}| 3 |7.00-1*|worm. . |springs. .|int-r-w . int-r-w. |left. .|cent..| Mack.............. AB 7 s&!-2.../Bosch.../250.00 |cent../motor..jown..../1,160 | 16 |Stmbg../grav.|seat..|/dry-d..|selec.|unit-m.} 3 |7.75-1*|worm. . |springs. . |int-r-w. |int-r-w. |left. .}cent..) Mack.............. AB ~ &l-2.../Bosch.../250.00 jcent..|motor../own..../1,160 | 173 |Stmbg../grav.|seat..|dry-d..|selec./unit-m.} 3 {6.99-1*/dbl chn./rad-rd..|....... int-r-w. |ext-sht. |left. .|cent..) Mack. ............. AB a en s&l-2.../Boseh.../250.00 j|cent../motor..jown..../1,160} 16 |Stmbg../grav.|seat..|dry-d..\selec./unit-m.| 3 {7.75-1*|worm. . |springs. .|int-r-w . int-r-w. jleft. .jecnt..|Mack.............. _eenat s&i-2...'Bosch...|250.00 |cent..;motor..jown....|1,160 | 17% |Stmbg..|grav. |seat.. |dry-d..|selec.|unit-m.| 3 |6.99-1*|dbl cehn.|rad-rd..|....... int-r-w. |ext-sht. jleft. .jcent..) Mack.............. AB 1s Frame swi-2...|Bosch...|250.00 !cent..imotor..jown....!1,000 | 15% |Stmbg../grav.|seat. ‘dry-p..!selec.junit-j..} 3 17.54-1*/dbl chn.|rad-rd..}....... int-r-w. |ext-j-s.. ‘left. . cent..|Mack.............. AC nréss »d : > ‘ e . ’ ° LP a 3 ABBY EVIATIONS: (continued).—Allis-Chalmers; G & D, Cray & Davis; Westghs, Westinghouse; N-East, Northeast; Huff-S, Huff-Simms; Spl-App, Splitdorf-Apple. Governor Type cent, c’t, centrifugal; o-siy phon ‘uct, suction or gas velocity; \-b, loose-ball; hydr, hydraulic.¢. Governor Drive motor, from motor; d-shft, from driveshaft; duplex, from both motor and driveshaft or front wheel; f-wheel, f-whl, from front wheel. tm cell, Governor Make Wauk’a, Waukesha; Mon’rch, Mon, Monarch; Her-Sp, Herschell-Spillman; Milwkee, Milwaukee. Carbureter Make, Scheb, Schebler; Ray, Rayfield; Stmbg, Stromberg; Shkspr, Shake le: toub, spear: Flech, Flechter; Zen, Zenith, Johns, Johnson. Fuel Feed, grav, gravity; vac, vacuum; pres, pressure. Tank Location, seat, under seat; dash, in dash; rear, at rear; r-bd, on running-board. Clutch Type, Spar | dry-:!, dry multiple disk; dry-p, dry plate: wet-d, multiple-disk in oil; wet-p, plate-in-oil. Gearset Type, selec, selective sliding gear; prog, progressive sliding gear; ind-c, individual clutch, constant-mesh; plan, hi iQ. | plan ‘ary; frie, friction; elec, electric. Gearset Location, amid, amidships; unit-m, unit with motor; unit-j, unit with jackshaft; unit-x, unit with azle. Final Drive, int-g, internal-gear; worm, top worm; db! chn, ‘ Page.) ~ : side chains; sp-bevel, spiral bevel; db-red, double-reduction, bevel and spur gears; ext-g, erternal-gear; -f, to front wheels; -4, on all four wheels. Propulsion Taken By, rad-rd, radius rods; tor-t, torsion- : unr , sub-f, sub-frame; spg’s, springs. Torqve Taken By, rad-rd, radius rods; tor-t, torsion-tube; t-arm, torque-arm; sub-f, sub-frame; sp’gs, springs. Brakes, Type, ext, ex, external contracting; int, internal ex- mandirg.* Brake Location, -r-w, rear wheel: -sht, shaft; -f-w, front wheel; -j-s, jackshaft; -4-w, on all four wheels. Control, Levers, cent, center; c & r, gearshift center, brake right; c & |, yearshift center, brake left,

Page 52

54 November 2, 1916 Technical Specifications of Gasoline | ©

FRAME TIRES MOTOR , ELE Capa- | Price | Wheel- SIZES IN No. of COOLING IGNITION Name and Model city in of base in {INCHES Wheels | Crank- N.A. | Cylin- mm Pounds | Chassis| Inches | Mate- | Con- Kind a shaft |Bore and} C.C. | ders | Valves rial | struction Bear- | Stroke | Hp. | Cast | Placed | Water | Radiator Spark Type Front Rear ings Circu-| Core and | Type | Make Ad- lation Case vance =—— : ‘ R 1-2 ii 5 ee ce AC! 11,000 |$4,000 156* |pr-steel..|semi-fix..|solid....| 36x6 40x6d |wood-sq. 3 |4-5x6 40.00 |pairs....|right...{cent. . .|ring-cast...}dual..|Bosch..... hand _ wy RS AC} 15,000 | 4,500 156* |pr-steel..|semi-fix..|solid. ...| 36x7 40x7d_ |wood-sq. 3 |4-5x6 40.00 |pairs..../right...|cent. . .|ring-cast...|dual. .|Bosch.... .|hand 3 & 1-2 Mack Tractor....... AC} 14,000 | 3,400 119 = |pr-steel.. |semi-fix..|solid....} 36x5 40x5d_ |wood-sq. 3 |4-5x6 [40.00 jpairs....jright.../cent. . .|ring-cast.../dual..|Bosch..... hand s&l-2. Mack Tractor....... AC} 22,000 | 4,000 119 = |pr-steel.. |semi-fix..|solid....) 36x6 40x6d j|wood-sq. 3 |4-5x6 40.00 |pairs. right... |cent. . .|ring-cast...|dual..|Bosch..... hand... s&l-2. Mack Tracter....... AC} 30,000 | 4,500 119 |pr-steel..|semi-fix..|solid....| 36x7 40x7d. |wood-sq. 3. |4-5x6 40.00 |pairs....jright...|cent. . .|ring-cast...|dual. .|Bosch..... hand ; ; rl. i . ..svbecebs 25 500 535 103 _—s|pr-steel.. |flexible. .|pneu....| 30x34 | 30x33} |wood-ov. 2 /|4-33x4} | 21.08 |block... |right...|thermo.|fin-sheet...|dual..|Simms..../hand _ - Menominee. ....... EW) 1,500 | 1,295 124 _—jrolled-c.. |semi-fix..;cush....| 36x4 37x54 | wood-ov. 3 |4-3%x5 | 22.50 |block.. . |right...|thermo.|cell-sheet. .|sing...|Bosch..... hand om Menominee......... FW! 2,000 | 1,575 130* jrolled-c.. |semi-fix..|solid....| 36x34 | 36x5 |wood-sq. 3 |4-32x5}% | 22.50 |block.. .|left....\cent. . .jcell-sheet. .|sing...|Bosch..... hand none.. Menominee.......... 3,000 | 1,775 130* jrolled-c..|semi-fix..|solid....| 36x34 | 36x5 |wood-sq. 3 |4-3%x5% | 22.50 |block... left... .j\cent.. .|cell-sheet. .|sing.. .|Bosch.... . hand. none.. Menominee.......... D\| 4,000 | 2,240 144* /rolled-c..|semi-fix..|solid....| 36x4 36x6* |wood-sq. 3 4-4)x5% | 27.20 |block. . . jleft....jcent. . .|cell-sheet. .|sing.. .|Bosch... . . hand none.. Menominee.......... G| 7,000 | 2,775 160* jrolled-c..|semi-fix..|solid....| 36x5 36x5d j|wood-sq. 3 |4-4}x5} | 32.40 |pairs....|left....jcent. . .|fin-cast....jsing...|Bosch..... hand... wal . : lightin Mercury Bulley Trac..A)........ 3,400 71 ~—‘jrolilled-c.. jrigid.. . . solid... .| 34x4 38x4d_ |wood-sq. 3 |4-43x5 | 29.00 |pairs....\opp....jcent. . .|cell-sheet. .|dual..|/Bosch..... hand... ae , ‘ ss lighti Moreland......... 15-D| 2.000 | 1,650 126 _—s|pr-steel.. |semi-fix..|solid....| 34x34 | 34x4 /|wood-sq. 3 |43]x5 | 22.50 |block.. . |right...|thermo.|cell-cast. . .|sing...|Dixie..... hand... ightin, Moreland......... 15-B; 3,000 | 1,950 126* |pr-steel..|semi-fix..jsolid....| 34x34 34x5 wood-sq. 3 4-42x5% | 27.20 jblock... /right...jcent. . .|cell-sheet. .|sing.. .|Dixie. . . .. hand. lighting Moreland......... 15-C;} 5.000 | 2,550 144* |pr-steel.. |semi-fix..|solid....| 34x4 34x4d_ |wood-sq. 3 |4-4)x55 | 32.40 |pairs....|right...|cent. . . |cell-sheet. . |sing.. .|Dixie... . . hand ... lighting Moreland......... 15-G} 8.000 | 3,400 162* |pr-steel..|semi-fix..isolid....| 36x5 38x5d_ | wood-sq. 3 |4-43x6¢ | 36.15 |pairs....jright...|jcent.. .|cell-sheet. .|dual. .| Dixie... . . hand... lighting oreland.......... 16-J| 10,000 | 3,800 180* jpr-steel..|semi-fix..jsolid....| 36x6 40x6d (|wood-sq. 3 |4-4$x6} | 36.15 |pairs....j|mght...|cent.. .|cell-sheet. .|dual. .|Dixie..... hand.... PR. céadcodenncsss B; 3,000 | 1,600 140* (|pr-steel.. rigid. ...jsolid....| 36x3} | 36x4* |wood-ov. 3 |4-3%x5% | 22.50 |block...|head.. .|gear. . .|z-z-t-sheet.|dual..|Remy*....|........ _ Nelson & LeMoon...E1) 2,000 | 1,700 SE, Pee Ape ae a ee ere 3 |4-3§x5} | 22.50 |block... |left..../cent.. .jsq-t-sheet..|/sing.../Bosch.....)........ HB .... Nelson & LeMoon...FE2) 4,000 | 2,250 SS SE ee solid....| 36x4 Pt: ) Mov cees 3 |4-4{x5% | 27.20 |block... left... .\cent. . .}sq-t-sheet..|dual..|Bosch..... cteave iat. Nelson & LeMoon...E3| 6,000 | 2,950 Se es Sr solid....| 36x5 gt ees 3 |4-45x5}> | 32.40 |pairs.... ...{Cent. . .|sq-t-sheet..|dual..|Bosch..... auto.... : ' 8,1 &i. Netco........+.---> D} 4,000 | 2,350 144* |pr-steel..|rigid..../|solid....| 36x4 36x6 | wood-sq. 3 |4-4)x5} | 27.20 |block. . . \left....|cent. . ./fin-t-cast. . |sing.. . |Eisemann.. fixed... 8,1 &i. Netee. oc ccccccccess E} 4,000 | 2,600 144* |pr-steel.. |semi-fix..|solid....| 36x4 36x6 | wood-sq. 3 |6-3}x5} | 33.75 |threes... eas ee ES . . |fin-t-cast. .|dual../G & D.....|hand Piney Ged. cccccccess M| 3,000 | 2,200 144* |rolled-c.. |semi-fix..|solid....| 36x33 | 36x5 | wood-sq. 3 tx5i | 27.20 block... _ 3 a . ./8q-t-sheet..|sing.. .|Bosch.... . fixed... opt. i a ater B) 2,000 | 1,175 124 = [pr-steel.. |flexible..|pneu....| 35x5 35x5 |wood-ov. 3 |433x5 | 19.61 block... left. . . .|thermo.|sq-t-sheet.. |sing.. .|Eisemann..|hand_... a i FEROB. we cccccccccscccs E; 4,000 | 1,875 140* (pr-steel.. flexible. .|solid....| 36x4 36x7 wood-ov. 3 4~45x5} | 27.20 |block.. . left... .|cent. . . |z-z-t-sheet. |sing.. . |Eisemann..|hand ; 8&1-2. Old Hickery..........- 1,250 825 112 _|rolled-c.. |semi-fix..|pneu....| 33x4 33x4 |wood-ov |.-...... 4-3ix5 | 16.92 block... jright...|thermo.|cell-sheet. .|sing...|Conn..... hand.... lightin Old Reliable........... 3,000 | 1,950 150* |pr-steel.. |semi-fix..|solid....| 34x3 36x6 |wood-sq. 3 |4-33x5 | 22.50 |block... \left....\cent. . .|sq-t-sheet..|sing...|Bosch.....|hand... lighting Old Reliable........... 4,000 | 2,450 150 _jrolled-c.. |semi-fix..|solid....| 34x4 36x4d_ |wood-sq. 4 (|4-4x6 25.60 |block. . . |left....|cent. . .|sq-t-sheet..|jsing.. .|Bosch..... hand.... ~ ie Old Reliable........... 5,000 | 2,750 |........ rolled-c..|rigid....|solid....| 34x4 36x4d_ |wood-sq. 3 |4-43x5 | 29.00 |pairs....jopp....jcent. . .|sq-t-sheet.. |sing...|Bosch..... hand.... lighting Old Reliable........... 6,000 | 3,250 150 _jrolled-c.. |semi-fix..|solid....| 34x5 36x5d. |wood-sq. 4 |4-4ix6 | 29.00 |block...|left....|\cent. . .|sq-t-sheet..|sing...|Bosch.....|hand.... lighting Old Reliabie........... 8,000 | 3,750 |........ rolled-c..|semi-fix..|solid....| 36x5 40x5d | wood-sq. 3 |4-43x5} [36.15 |pairs....jopp....|cent. . ./sq-t-sheet.. |sing.. .|Bosch..... hand... lighting Old Reliable........... §,000 | 3,750 |........ rolled-c..|........ solid....| 36x6 36x6d_ |wood-sq. 3 |4-4%x55 | 36.15 |pairs....|opp....jcent. . ./sq-t-sheet.. |sing.. .|Bosch... . . hand.... lighting Old Reliable........... 10,000 | 4,500 150* jrolled-c..|rigid. ...|solid....| 36x6 36x6d_ |wood-sq. 3 |4-4[x5) | 36.15 |pairs..../opp....|cent. . .|sq-t-sheet..|sing.. .|Bosch.... . hand.... lighting Old Reliable........... 14,000 | 5,000 150 ~—swroiiled-c..jrigid....|solid....| 36x6 40x7d |wood-sq. 3 |4-55x5}/ 41.62 |pairs....jopp....jcent. . .|sq-t-sheet.. |sing.. .|Bosch.....|hand.... 3,1 &i-! Overland. ........ .75-B 800 625-c| 104 Ipr-steel..|........ pneu....| 31x4 31x4 =| wood-ov. 2 |4-33x5_ | 18.21 |block.. . |right.. . |thermo.jcell-sheet..}...... jstorage....jhand.... 8,1 &i-! PE sopnsnsedenst 1,200 725 106 = |pr-steel..|........ pneu....| 33x44 | 33x4} | wood-ov. 5 |4-45x45 | 27.20 |block. . . |right...|thermo.jcell-sheet..|...... ae hand.... s&1-2.. SS ay 1-D| 2,000 | 2,200 126* jrolled-c..}........ solid....| 34x34 34x6 |wood-sq. 3 4-4x5 25.60 |block. . . |right...|cent. . .|cell-sheet. ./dual. .|Dixie..... hand.... 8&l-2.. Packard... 15-D;) 3,000 | 2,500 126* jrolled-c..|........ solid....| 34x34 | 34x33d |wood-sq. 3 |4-4x53 | 25.60 |block. . . |right...|cent. . . jcell-sheet. . |dual. .|Dixie. .. .. hand.... 8&1-2.. Packard... 2-Di 4,000 | 2,800 144* jrolled-c..|........ solid... .| 34x4 34x4d_ |wood-sq. 3 {44x53 | 25.60 |block.. . jright...|cent. . .|cell-sheet. . |dual. .|Dixie..... hand.... 8& 1-2. Packard. . 3-D} 6,000 | 3,400 156* jrolled-c..j........ solid... .| 36x5 36x5d |wood-sq. 3 |4-4)x5} | 32.40 |block. . . right... \cent. . . jcell-sheet. . |dual. . |Dixie. .... hand.... 8&1-2. POEREIE..cccccccecs 4-D) 8,000 | 3,800 156* jrolled-c..)........ solid....| 36x5 40x5d_ |wood-sq. 3 |4-4)x5} | 32.40 |block... jright...\cent. . .|cell-sheet. .|dual. .|Dixie..... hand.... hone... . DE scatecdecenvnes 600 350 100 =jpr-steel.. rigid... .|pneu....}| 28x3 28x3 | wood-ov. 2 |4-2ix4 | 12.08 |block.. . jright...|thermo.|fin-sheet...j|sing...|At Kent...|auto.... hone... Noa is een Rare 2,000 | 1,350 1324 |pr-steel../rigid....|solid....| 34x34 | 34x4 =| wood-sq. 3 {4-3%x5 | 22.50 /block.. .|right...|thermo.|sq-t-cast.../sing...|Bosch.... . fixed... hone... rrr 4,000 | 1,975 144 ~—s [pr-steel.. |rigid. .. . |solid....| 36x3$ | 36x34d |wood-sq. 3 |4-44x5} | 27.20 |block.. . left... .\cent. . .|sq-t-cast.. .|sing...|Bosch..... fixed... “3 8a l*.. Palmer-Moore........ K; 1,500 | 1,150 106 ~=—|pr-steel.. rigid... .|solid. ...| 36x3 36x3} | wood-ov. 3 |4-3}x5} | 19.61 |block. . . |right... |thermo. |fin-cast.. . .|sing...|/Bosch..... auto.... = s&i*.. Palmer-Moore....... M; 2,000 | 1,350 126 —s|pr-steel..|rigid... . solid... .| 36x33 | 36x4 =| wood-sq. 3 |4-33x5$ | 22.50 jblock...|.right..|.thermo/fin-cast....|sing...|Bosch..... auto.... Peerless........... TC2; 4,000 |........ Ee ee eee solid....| 36x4 SGx4d j........ 3 $x6} | 32.40 /pairs....\opp....|gear. . . |fin-sheet...}dual. .|Remy..... hand PN + inesidacnn TC3) 6,000 |........ Et SEEK EE solid....| 36x4 Fs ee 3 |4-4}x65 | 32.40 |pairs....jopp....|gear. . .|fin-sheet...|dual. .|Remy..... hand i. . s.sescose TC4 TT ae gl SPREE We solid....| 36x5 | ee 3 |4-4)x6} | 32.40 |pairs....jopp....|gear. . ./fin-sheet...|dual. .|Remy..... hand.... Teer cc enwwes TCS; 10,000 |........ dt RES SS solid....| 38x6 fs 3 |4-45x63 | 32.40 |pairs....jopp....|gear.. .|fin-sheet...|dual..|Remy..... hand... Booces.... a TC6| 12,000 |........ ale RA SRS solid. ...| 38x7 Se RP 3 3x63 | 32.40 |pairs....jopp....jgear. . .|fin-sheet...|dual..|Remy.....j/hand.... eT 15; 1,000 660 98 ipr-steel..j........ pneu....| 30x33 | 3lx4 j|wood-ov. 2 |4-4}x43 | 27.20 |block... right... |thermo.jfin-sheet...|sing.. .|Dixie..... fixed... © Pierce-Arrow.......... 4,000 | 3,000 150* |pr-steel..|flexible. .|solid....| 36x4 36x4d_ |wood-ov. 3 {44x54 | 25.60 |pairs..../opp... ‘cent. . .|fin-cast....|sing...|Fisemann*.|hand.... less. Pierce-Arrow.......... 10,000 | 4,500 168* jpr-steel..|flexible..|solid....| 36x5 40x6d j|wood-ov. 3 x6 | 38.25 |pairs....jopp....jcent. . .|fin-cast..../dual..|/Bosch*....jhand.... tae 8Wl-2 ee 4-24, 1,000 | de eae 114 | pr-steel.. |semi-fix..!pneu....| 31x4 31x4 | wood-ov. 3 |4-33x4} | 22.50 |block.. . |left... .|thermo.|cell-sheet. .|sing.. .|Dixie..... hand.... +t] Rainier............... 1,000 | 850 115 = |pr-steel..|rigid....|pneu....| 33x4 33x4 | wood-sq. 2 |4-34x4} | 16.92 |block.. . |left... .|thermo.|fin-sheet...|sing.. .|Dixie..... hand.... : - i. + ss sasngoakesate F; 1,500 | 1,000 120 = [pr-steel.. rigid... .|pneu....| 34x43 | 34x4} | wood-ov. 3 |4-4!x43 | 27.20 |pairs....|r&h..../cent. . .|fin-sheet...|sing.../Remy..... hand.... Ree, BED. cc cccccvcccecess J} 4,000 | 1,650 146 ~—s (pr-steel.. |rigid... . |solid....| 36x4 36x33d | wood-sq. 3 |4-4)x4} | 27.20 |pairs....jrd&h....|cent.. .|fin-cast....|dual. .| National. .|hand.... lichti ; Ing Republic. ............ 3} 1,500 750 120 = |pr-steel.. |flexible..jcush....| 32x3 32x3$ |wood-sq. 2 4-3ix5 | 16.92 |block... |left....|thermo.|sq-t-cast.. .|sing...|Bosch..... fixed. ... 8&1-2.. oS See 10} 2,000 |........ 124 —_|pr-steel.. |semi-fix../solid....| 34x3 | 34x4 |wood-sq.| 3 |4-3}x5 | 19.61 block... left... .|thermo.|cell-cast...|sing...|Bosch..... fixed... 81-2. Republic errr bt} 3,000 ]........ 144 pr-steel.. semi-fix..|solid....| 34x3 34x5 |wood-sq. 3 4-31x5 | 22.50 |block.. . \left....|thermo.|cell cast... |sing...|Bosch..... fixed.... 8&1-2.. Republic............ 12} 4,000 |........ 144* |pr-steel.. |semi-fix../solid....| 34x4 34x6 | wood-sq. 3 |4-44x5} | 27.20 |block... left. .../eent.. .jeell-cast. ..|sing...!Bosch..... fixed... 8&1-2.. i beeceausndak Se Gee Esosackas 165* |pr-steel.. |semi-fix../solid....| 36x5 36x5d_icast-d... 3 |4-43x5} | 29.00 /block. .. jleft....\cent. . . jcell-cast...|sing...|Bosch..... hand.... st]-2 Riker. ................ 6,000 | 3,500 150* |pr-steel.. rigid. ...|solid....| 36x5 36x5d_ |wood-sq. 5 |4-4ix6 | 29.00 /pairs....jopp....!cent. . . /fin-cast....|dual..|Bosch..... hand.... s&1-2.. Dries caseneosseucdea 8,000 | 3,650 | 150* jpr-steel..|rigid..../|solid....| 36x5 36x6d | wood-sq. 5 |441x6 | 29.00 age ate cent... |fin-cast....jdual..|Bosch.....|hand.... startin: i ebiesesusecausl Ek Rees 124* jrolled-c..j........ solid....| 34x4 34x5 ~~ |wood-sq. 3 {4-33x5 | 16.92 |block... \left....\cent. . . |cell-cast. ..|sing...|Bosch..... fixed... Starting aT OE ae 132* jrolled-c..|........ solid. ...| 36x45 | 36x6 | wood-sq. 3 |4-4x6 =| 25.60 |block... jleft....\cent.. . |cell-cast. .. |sing.. .|Bosch..... fixed... Starting ee 9 aR 158* 'rolled-c..|........| solid....! 36x5 38x5d | wood-ov. 3 1x6 | 29.00 |block...'left....\cent. . .|cell-cast. . . |sing... |Bosch..... fixed.... ABBRE ABBREVIATIONS: General, *, with other options; opt, optional; Price, -c, complete with body. Frame, Material, pr-steel, pressed steel; rolled-c, rolled steel, channel section; rolled-I, rolled steel, I section; Frame Ga Bt: struction, semi-fix, semi flexible. Tires, kind, Pneu, pneumatic; cush, cushion, p & s, pneumatic front, solid, rear; s & st, solid rubber front, steel in rear. Tire Sizes,-d, dual. Wheels, pr-steel, pressed Vern: steel; -ov, cree poor d ~8q, <0 spokes; -d, disk or web type; -hol, hollow spokes; -cr, cruciform spokes; -x, cross-shaped solid spokes. Cylinders cast, sing, singly or individually. Location of valves, opp, Speare; opposile, T- motor; r & h, one valve at right, the other in head, L-head motor; 1 & h, one valve at left the other in head, L-head motor. Water circulation, cent, centrifugal pump; thermo-, thermo-sypon dry-d, « or natural circulation; gear, gear pump. Radiator Type, fin, individually finned tubes; sq-t, square-tubular, resembling cellular, sometimes known as flat-tubular; 2-2-t, zig-zag tubular, resembling cellular, cll, Dlaneta: cellular or honeycomb type; tube, plain tubes without fins; ring, tubes arranged in ring about blower fan. Radiator Case, -sheet, sheet metal; -cast, cast metal, built up. Ignition Type, sing, single; dou), double & double, dual-d, dual-double. Make of Magneto (or other sparking device), Conn., Connecticut; storage, storage battery; Westghs, Westinghouse; G & D, Gray & Davis; At Kent, Atwater Kent, Spark tube; 8ui Advance, auto, aulomatic; 2-pt-fix, two-point fized, battery circuit in retard, magneto in advance. Electric System Type, 8, | & i, starting, lighting and ignition, combination unit; s & |, starting and lighting, Pending combination unit; 8 & 1-2, starting and lighting, two-unit; | & i, lighting and ignition, combination unit. Electric System, Make, Splitdf, Splitdorf; Al-Chal,—(Abbreviations Continued on Opposite Page,

Page 53

) ; November 2, 1916 55 7 , « ; a | Commercial Vehicles for 1917—Continued | ¥ MOTOR TRANSMISSION BRAKES |CONTROL ELECTRIC SYSTEM GOVERNOR SPEED FUEL SYSTEM GEARSET Total | Name and Model Gear Pro- | Torque i Clutch) Reduc-| Final |pulsion| Taken | Hand | Foot (Steer) Lev- Extra Motor| Truck | Carbu-| Fuel |Tank! Type Loca- tionin | Drive | Taken| By ers ark Type | Make | Cost |Type| Drive | Make | in in reter |Feed|Loca- Type| tion |Sp’ds} High By d. r.p.m.|m.p.h.| Make tion nce . s&l-2...|Bosch.../250.00 |cent..;motor..jown..../1,000 | 14% |Stmbg../grav. |seat..|dry-p..|selec.junit-j..| 3 ls.40-1* dbl chn.|rad-rd..}....... int-r-w. |ext-j-s.. |left. . |cent..|Mack.............. AC eS s&1-2...|Bosch. ..|250.00 |cent |motor..j|own....|1,000 7 Stmbg /grav. |seat..|dry-p../selec.junit-}..; 3 |11.58-1*|dblchn.|rad-rd..|....... int-r-w.|ext-j-s . |left. .|cent..;Mack.............. AC i s&l-2 .|Bosch...|250.00 jcent..|motor../own... .|1,000 93 |Stmbg../grav. |seat..|dry-p .|selec.junit-j..| 3 [12.42-1*|dblchn.jrad-rd..|....... int-r-w . |ext-j-s.. left. .|cent..|Mack Tractor. ...... AC i s&l-2...|Bosch...|250.00 |cent..;motor. .jown. .. .|1,000 = Stmbg..|grav. |seat..|dry-p..|selec.|unit-}..} 3 {11.58-1*/dblchn.jrad-rd..|....... int-r-w . |ext-j-s.. |left. .}cent..|Mack Tractor. ...... AC © es s&l-2...| Bosch. ..|250.00 {cent |motor..|own...../1,000 84 iStmbg igrav. |seat..|dry-p..iselec.|unit-j..| 3 (14.10-1*|dblchn.jrad-rd..|....... int-r-w. |ext-j-s.. \left. .|cent..|Mack Tractor. ...... AC Becas Te ES, ee eer Spree K.D ../grav.|dash.|cone..|selec.junit-m.} 3 | 3.59-1|bevel...isprings.|tor-t. ..|int-r-w.|ext-r-w.|left..|cent..|;Maxwell............ 25 d. a Ae. Peary cent jd-shaft.jown....| 900] 25 |Stmbg jgrav. |seat..|/dry-d../selec.junit-m.| 3 |....... worm. . |rad-r...|springs. |int-r-w. |int-r-w. Las cent..|Menominee........ EW d a la MR a a cent jd-shaft.}jown....| 850] 16 (|Stmbg (grav. |seat..idry-d..\selec.junit-em.| 3 |{....... worm. . jrad-r... |springs. |int-r-w. |int-r-w. | left. .|cent..; Menominee......... FW d Ne, Meeps NB cent .|d-shaft.}own....| 800] 15 |Stmbg..jgrav. |seat..|dry-d..jselec./unit-m.| 3 |....... worm. . |rad-r... |springs. |int-r-w . |int-r-w. |left. .|cent..;Menominee.......... H d NS ene Bare cent..{d-shaft.jown....}| 750 | 14 (|Stmbg..igrav. |seat..|dry-d..\selec.junit-m.| 3 |....... worm. . |rad-r...|springs. |int-r-w. |int-r-w. |left. . |cent..|;Menominee.......... D d NE Se lapeee: ae Sota own....| 750] 12 (|Stmbg..igrav.|seat..|......)..... ES Ge Sh a worm. . |rad-rd.. |springs. |int-r-w. |int-r-w. |left. .|\cent..|; Menomimee.......... G id lighting .|Bosch...|stock.../cent..)motor..|Pierce...| 800 | 12 |Stmbg../grav. |seat..|dry-p..|ind-c.junit-j..| 3 |14.00-1/dblchn.jrad-rd..|....... ext-j-s.. |int-r-w. |right.|right.| Mercury-Bulley Trac. .A id... lighting.| Westghs.} 75.00 |cent..)motor..|Pierce.../1,075 | 18 |Ensign. |grav.|seat..|dry-d..|selec.junit-m.| 3 | 6.00-1/worm. . /springs. |springs.|int-r-w. |ext-r-w. |right./cent..|Moreland......... 15-D id lighting.| Westghs.| 75.00 jcent..|/motor. .| Pierce. ..|1,200 18 jEnsign. \grav. |seat..|dry-d..!selec.|unit-m.} 3 | 6.75-1|)worm. . |rad-rd..|springs. |int-r-w. |int-r-w. |right./cent..| Moreland. ........ 15-B ee lighting .|Westghs.| 75.00 |cent..|motor. .| Pierce. ..|1,100 15 |Ensign. |grav. |seat.. dry-d..|selec. unit-m.}| 4 | 7.00-1}worm. . |rad-rd.. |springs. |int-r-w. |int-r-w. |right.|cent..|Moreland......... 1 id... lighting.|Westghs.| 75.00 |cent..;motor..|Pierce...| 890 | 123 |Ensign. grav. |seat..|dry-d. |selec.jamid...} 4 | 7.80-1/worm. .|rad-rd.. springs. |int-r-w. |int-r-w.|right.|cent |Moreland......... 15-G id... lighting .|Westghs.| 75.00 |cent..;motor..|Pierce...} 890 9 jEnsign.|.....]..... dry-d. eo amid. . 4 {11.67-1\)worm. . jrad-rd.. springs. |int-r-w. |int-r-w.|right./cent |Moreland.......... 16-J ie PD, Cp ARE a CR Rn none..../1,800 | 18 |Stmbg..\grav.|seat . icone. . a ican Oe San eanee dbl chn.|rad-rd..}....... int-r-w. |int-r-w. |left. .|1@c..|Moon............... B EG ves|oeceeees|oess+./Suet../motor..|Mon’rch./1,000 | 16 [Ray...|.....]...../dry-d../selec./unit-m.} 3 | 6.75-l/worm..].......].......].......|....... Fight. |cent..|Nelson & LeMoon. . .El . oS eS MNES suct..|motor. . ‘Mon’rch.|1,000 | 14 |Ray...|.....]..... dry d..\selec.|}unit-m.| 3 | 8.75-l!worm..].......}.......]....... achat right.|cent..|Nelson & LeMoon. . . E2 ciak ba ee cea suct.. — —— YY 3 2 Se eee ee dry-d..|selec.junit-m.| 3 | 8.75-l}worm..}.......)......./....... Pree right.jcent..|Nelson & LeMoon. . .E3 o.. sl&i...|G&D...| 200.00)..... rere none..../1,800 | 15 /Zenith../grav. |seat.. rad, Wee unit-m.}| 3 | 8.50-1/worm. .|springs. |springs.|int-r-w. |int-r-w. left. . |cent..|Neteo............... D ed ROME. UE ae. «4 OEE sie slocceces ia he iin «le ees Zenith..|grav.|seat..|dry-d..|prog.|unit-m.} 3 | 8.50-1|worm. . |springs. |springs. |int-r-w. |int-r-w. |left. .|cent..|Netco............... E nd s Sn ee, nea .1,400} 18 ‘eee grav. |seat. |dry-p..j/ind-c./unit-m.| 3 | 7.75-1)worm. . jrad-rd.. |springs:|int-r-w. |int-r-w. |left. .|cent..|, New York........... M wax } Ree See Popee. Leper cent..;motor..|Pierce...|1,573 | 25 |Stmbg../grav. |seat.. se ite unit-m.} 3 | 6.50-1/worm. . |springs. |springs. |int-r-w. |int-r-w. |left. .|cent..|Niles................ B nd... opt.... | es as ...{/cent.. ee. FO: 1,173 | 15 (|Stmbg..\grav.|seat..|dry-p..jselec.jamid...| 3 | 8.50-1)worm. . jrad-rd.. springs. |int-r-w. |int-r-w. |left. .|cent..|Niles................ E nd ; s&1-2...'| Dyneto.. jstock...}.....|.....6- ew 960 | 16 |Carter..\grav.|seat..|cone..jselec.junit-m.} 3 | 6.00-1/bevel...|tor-t...|tor-t...|int-r-w. |ext-r-w.|left. .icent..;Old Hickory........... ind. lighting.}........ ES ane | EO ER ea Stmbg..|grav.|dash. |dry-d..selec./unit-m.| 3 | 7.75-1/worm. . |springs. |springs. |int-r-w. |int-r-w. |right.|r &c. |Old Reliable........... ind... OSS eee stock. . .;cent..|duplex..| Duplex..|......}...... Stmbg..|/grav.|dash.|dry-d../selec.junit-m.| 3 | 7.75-1\)worm. . springs. springs. |int-r-w. |int-r-w. |right.|cent..|Old Reliable........... ind RG RES Tee: See pl ee IE EI Se Stmbg..|grav. |jseat../wet-d.|selec.junit-j..) 3 |....... dblchn. jrad-rd..|...... . |int-r-w. jext-j-s.. right. |right.|Old Reliable........... ind... lighting.}........ stock... 'cent.. duplex..| I RE Pe iStmbg..|vac..j}..... dry-d../selec.junit-m.} 3 | 8.75-1)worm. . |springs. |springs. |int-r-w. |int-r-w. |right.|cent..|Old Reliable........... ind... St ey stock... }cent.. duplex..| Duplex. . ade BEES Stmbg..|vac..|..... dry-d..iselec.jamid...; 4 | 8.75-1)worm. . |springs. |springs. |int-r-w. |int-r-w. |right.|cent../Old Reliable........... nd... lighting.|........ i eee TPRSRARE SFP ESR Sacer Stmbg..|grav.|seat..|wet-d./selec.jamid...;) 3 ]|....... dblchn.|rad-rd..|....... ext. ...|int.....{right./jright.|Old Reliable........... and... Renting.) 2.000 stock... |cent..|duplex..| Duplex..|......]...... Stmbg..|grav. |seat..|wet-d.|selec.jamid...| 3 |....... dbl chn.|rad-rd..}....... ext-r-w.|int-j-s. .|right./right.|Old Reliable........... and... Rghting.|...cccc stock... |cent../duplex..) Duplex..}....../...... Stmbg..igrav.|..... wet-d. |selec . | unit-j Se hee dbichn.|rad-rd..}....... int-r-w. |ext-j-s.. |right. |right.|Old Reliable........... and 8,1&1-2.)...,.... at A Freee 5 oc chisennsdsccevslsuneses grav .{dash. cone. .|selec.junit-x..| 3 |....... bevel... |tor-t.. . |tor-t.. . |ext-r-w.|ext-r-w. left. ./cent..|Overland.......... 75-B and.... ee Si evantleadesds SE RRS RE PASE ee grav. |seat..|cone. . |selec. | unit-x “Senaes bevel... |tor-t...|tor-t...|ext-r-w.|ext-r-w./left. ./cent..|Overland.............. and.... s&l-2...|Bijur....|180.00 |cent..| motor. = .../1,000 | 16 jown pres.. |seat.. |dry-d..|prog. | amid 3 | 6.25-1/worm. .|rad-rd..|t-arm. . |int-r-w. |ext-sht. |left. .|left. .|Packard........... 1-D and.... s&l-2...|Biyur....|180.00 [cent..|motor. .'own 1,000 | 16 jown pres.. |seat.. |dry-d..| prog. |amid 3 | 6.25-1|worm. . jrad-rd..|t-arm. . |int-r-w.|ext-sht. |left. .|left. .|Packard........... 13-D and.... s&l-2...|Bijur....|180.00 |cent..;motor.. own... ..|1,000 14 jown pres.. |seat.. |dry-d..| prog. |amid 3 | 7.25-1\worm. . |rad-rd..|t-arm. . |int-r-w. |ext-sht. |left. .|left..|Packard............ 2-D and.... s&l-2...|Bii ur... .|180.00 |hydr.|motor..jown....|1,000 | 12 jown pres..|seat.. |\dry-d..|prog . | amid 3 | 9.00-1)worm. . |rad-rd..|t-arm. . |int-r-w. jext-sht. |left. .|left. .|Packard............ 3-D and.... s&1-2. .|Bijur..../180.00 |hydr.|}motor.. own..../1,000 | 12 jown pres.. |seat.. |dry-d..| prog. |amid 3 |10.00-1|worm. . jrad-rd..|t-arm. .|int-r-w. |ext-sht. |left. .|left..|Packard............ 4-D and... I 5s alld cia hai cistllinriachs vas bites lo nae deaclick none....{1,500 | 29 (|Carter..\grav.|dash.|none.. /frict. |unit-j 3 | 4.25-1!dblchn |rad-rd..|}....... int-r-w. |int-r-w. |left. . left. .|Packet................ uto.. cag EE CEEOL TELE, THEE lknasews ee Oe 18 |Stmbg..\grav. |seat..|dry-d. |selec.junit-em.| 3 |....... int-g.. . springs. |springs. |int-r-w. |ext-r-w.|left..|cent |Palmer................ xed... SF Ree Sere cent..;motor..|Pierce...}1,000 | 15 |Stmbg. ‘grav. |seat..|dry-d..jselec.junit-m.| 3 | 7.75-1|worm. . |rad-rd..|springs. |int-r-w. |int-r-w. |left..|cent..|Palmer................ xed... | ; ; , . s&l*.. a Te, suct../motor.. Mon’rch.|1,275 | 20 |Zenith..\grav.|seat..|dry-d../selec.jamid...| 3 | 6.83-1|int-g...|springs.|t-arm. . |int-r-w. |ext-r-w. |left. ./cent..|Palmer-Moore....... . K uto.... i SS ee See suct..;motor.. Mon’rch./1,150 | 18 |Zenith..\grav. |seat..|dry-d../selec.jamid...| 3 | 6.83-L\int-g...|springs.|t-arm. .|int-r-w.|ext-r-w.|left. .|cent..|Palmer-Moore....... M uto.... ae | See Hee eee ee Senne SS ee Se cone. .|selec.jamid...} 3 {| 6.00-1/worm. .|springs.|springs.|.......]....... right. right.|Peerless........... TC2 and... CE Hee RS: cent..;motor..|........ 925 | 14% |Stmbg..).....]..... cone. .|selec.junit-j..} 4 | 7.45-1/dblehn.|rad-rd..}.......].......[.....-- right. |right.|Peerless........... TC3 rand... A Pear Ee SS eee Pope eae SS Sa eee cone. .|selec.junit-]..} 4 | 8.70-1/dblchn.jrad-rd..j.......).......]....... right. |right.|Peerless........... TC4 and re * isle duhe aes I lcvictvccdtchodawisleweada SS es See cone. .|selec.junit-j..| 4 {10.50-1/dblchn.jrad-rd..}.......].......]....66- right.|right.|Peerless........... TCS and | iedexal SN, 0s bs ce acedacnnsabsanens XS SEE cone. .|selec./unit-j..| 4 {10.50-1/dblchn.|rad-rd..}.......).......]....... right.|right.|Peerless........... TC6 a : P ‘ : - eS RRs Severe mone..../2,200 | 423 |Zenith..|grav.|seat..|dry-d../selec.junit-m.| 3 | 4.75-1)bevel...|springs.|springs. |int.....\ext....jleft..|cent..|Penmsy............. 15 fixed... | ere cent..|motor..'own....|1,050 | 16 /own....!/grav.|seat..|cone. .'selec.|amid.. 3 |7.00—-1*|worm. . jrad-rd..|t-arm. .|int-r-w. | ext-sht. |right./right.|Pieree-Arrew.......... hand... have nkeeenmuuinets cent..;motor.. own....| 950 | 14 jown.... grav. |seat..|cone..|selec.jamid...| 3 |7.80-1*|worm. .|rad-rd..|t-arm. .|int-r-w. ext-sht. right. jright.|Pierce-Arrow.......... hand... | ; ; : _ 8&1-2...|Apple. . .|stock...].....]....... ‘none....| 2,800 | 35 |Stmbg..|grav.|dash.|wet-d.|selec./unit-m.| 3 | 4.25-1|bevel... springs. |t-arm. . jint-r-w. |ext-r-w. | left. .|cent..|Pullman........... 4-24 h d } j . « . . . - scl. . . Spltdrf ee ° | ee ae ‘none... 2,500 | 42 ee seat..|dry-p../selec./unit-m.| 3 | 5.80-1|worm. . springs. springs. |int-r-w. |int-r-w. |left. .|cent..|Rainier............... hand | ; - 8&1-2.. ‘Remy... i ae eee ere Meee Johns. .|grav.|dash.|dry-d../selec.|amid...} 3 | 4.30-1|sp-bev..|springs.|t-arm..|none...|2s-r-w.jleft .|.cent|Reo................. F hand.... ees Cee eee hydr.|motor..jown..../1,250 | 14 j|Johns. .|grav. |seat..|dry-d..|selec. amid...| 3 | 8.70-1/dblchn. a ext-r-w | .ext-j-s.|left. .|.cent|Reo................. J hand.... a || of ; : P ” lighting Bosch. . . |stock.. ./suct..|motor../Ruggles.|1,050 | 20 |....... grav.|dash. |dry-d../selec.junit-m.| 3 | 5:36-ljint-g...|springs. |springs. |ext-sht.|int-r-w.|left. .|cent..|Republic............. 9 ae 841-2... |Bosch...}....... suct..|motor..|Ruggles./1,050 | 15 |Stmbg. /grav. |seat..|dry-d..|selec. unit-m.}| 3 | 7.00-1\int-g.. .|springs. |springs. |int-r-w. |ext-r-w.|left. .|cent..|Republic............ 10 fixed... 8&]-2.. a Se suct../motor. .| Ruggles. | 1,200 15 |Stmbg..|grav. |seat..|dry-d..jselec.junit-m.| 3 8.00-1|int-g. . . springs. |springs. |int-r-w. |ext-r-w.'left. .|cent..|Republic............ il ued... 8&1-2... 'Bosch...]....... suct..|motor../Ruggles.| 950 12 |Stmbg grav. |seat..|dry-d..\selec.junit-m.; 3 | 8.00-ljint-g... springs. |springs. |int-r-w. | ext-r-w. ‘left. . cent..|Republic............ 12 fixed... _.. ee suct..|motor../Ruggles.|1,025 | 10 |Stmbg (grav. |seat..|dry-d..|selec.junit-m.| 4 /11.00-1jint-g... springs. |springs. |int-r-w. |ext-r-w.|left. .|cent..|Republic............. T hand.... , ; . a - 81-2... Westghs.|225.00 |I-b.../motor../own...../1,180*} 144 | own.../grav. |seat..|cone. . 'selec. amid...} 4 {10.00-1)/worm. . |rad-rd..|t-arm. .|int-r-w.'ext-sht. |right.|right.|Riker................. re 8&1-2.. Westghs.}225.00 |l-b.../motor../own.....|1,350*} 14} jown..../grav.|seat..|cone..|selec.jamid...| 4 |10.00-1/worm. .|rad-rd..|t-arm. . int-r-w. jext-sht. jright.|right.|Riker................. lhand.... as." . ; : ; 4 } = Marting }........ stock... |suct..|motor..|Mon’rch./1,600*} 25* |Master.|grav. |seat..|dry-p..|ind-c.jamid...} 3 |....... worm. . |springs. |springs. |int-r-w. |int-r-w. |right. |right.|Royal................. fred... Starting.|........ stock... |suct..|motor..|Mon’rch.|1,600 | 18 {Master.|grav. |seat’.|dry-p../ind-c.jamid...}| 3 |....... worm. . |Springs. |springs. |int-r-w |int-r-w. ee fixed. ... Slarting.|........ stock... |suct..|motor..|Mon’rch.|1,600 | 15 |Master./grav. |seat..idry-p..ind-c.jamid...| 3 }....... worm. .|springs. |springs. !int-r-w. |int-r-w. iright./right.!Reyal................. fixed... ERE TATIONS: (continued).— Allis-Chalmers; G & D, Gray & Davis; Westghs, Westinghouse; N-East, Northeast; Huff-S, Huff-Simms; Spl-App, Splitdorf-Apple. Governor T t, o’t, centrifugal: n; Frame t, suction or gas velocity; 1-b, loose-ball; hydr, hydraulic. ym Drive motor, from motor; d-shft, from driveshaft: duplex, from both motor and driveshaft or front wheel; "Eewheel, f-w! onl from front wheel. i pres sed oe tr Make Wauk’a, Waukesha; Mon’ rch, Mon, Monarch; Her-Sp, Herschell-Spillman; Milwkee, Milwaukee. Carbureter Make, Scheb, Schebler; Ray, Rayfield; Stmbg Stromberg; Shkspr, Shake- ves, ODD: speares ! lech, Flechter; Zen, Zenith, ‘Johns, Johnson. Fuel Feed, grav, gravity; vac, vacuum; pres, pressure. Tank Location, seat, under seat; dash, in dash; rear, at rear; r-bd on runni rd. Clutch Type, nO~8Y - dry-d, dry multiple disk; dry-p, dry plate: wet-d, multiple-disk in “oil; wet-p, plate-in-oil. Gearset Type, selec, selective sliding gear; prog, progressive sliding gear; ind-c, individu clutch, constant-mesh; plan, ular, © Danetc:;» frie, friction; "elec, electric. Gearset Location, amid, amidships: unit-m, unit with motor; unit-j, unit with jackshaft; unit-x, unit with azle. Final Drive, int-g, internal-gear; worm, top worm; dbl chn, gle; doi . double &) Je chains; sp-bevel, spiral bevel; db-red, double-reduction, bevel and spur gears; ext-g, external-gear; -f, to front wheels; -4, on all Sour wheels. Propulsion Taken By, rad-rd, radius rods; tor-t, torsion- t. —_ tube; Suef, sub -frame; spg’s, springs. Torque Taken By, rad-rd, radius rods; tor-t, torsion-tube; t-arm, torque-arm; sub-f, gub-frame; sp’gs, springs. Brakes, Type, ext, ex, external contracting; int, internal exe d lighting ponding. Brake Location, -r-w, rear wheel: -sht, shaft; -f-w, front wheel; -j-s, jackshaft; -4-w, on "all four wheels. Control, Levers, cent, center; c & r, gearshift center, brake right; c & 1, gearshift center, brake left. te Page)

Page 54

56 November 2, 1916 Technical Specifications of Gasoline

FRAME TIRES MOTOR Capa Price | Wheel- SIZES IN No. of COOLING IGNITION Name and Model city in o base in INCHES Wheels | Crank- ES A ee Se ee eee ee a : Pounds | Chassis | Inches | Mate- | Con- | Kind a shaft |Bore and| C.C.| ders | Valves ; - rial (struction T Bear- | Stroke | Hp. | Cast {| Placed| Water | Radiator Spark Front Rear ings Circu- | Core and | Typ Make Ad- | lation Case vance — | — —— | — | Sd —_ -—— —— —_—_———— nee | = —— ES Sere a | 10,000 | wo | 168* Jrolled-c..|........ solid....| 36x6 40x6d |wood-ov. 3 |4-43x54 | 36.15 |pairs..../opp....jcent. . . jcell-cast. . . |sing.. .|Bosch..... fixed... i cccmagée tkbakh 12,000 158* frolled-c..j........ solid. . 36x6 40x6d |wood-ov. 3 4—5 :*x6*|42.20*|pairs....jopp.... cent. . . |cell-cast. ..|sing...|Bosch..... fixed... itintsansessbinenss Fy | ee 158* jrolled-c..|........ solid. ...| 36x7 40x7d j|wood-ov. 3 (|4-5ix7 (44.20 |pairs.... opp.... cent... jcell-cast...|sing...|Bosch..... fixed. 7 ésasccnesteaned D; 1,000 |$ 695 105 _—|pr-steel.. |flexible. ./pneu....| 31x4 3lx4 |wood-ov. 2 (|4-3ix5 | 16.92 _ :; eight ‘a rT ...|Sing.../Conn..... th: nd... ee O; 2,000 | 1,290 120 |pr-steel.. |flexible. .|pneu*...| 34x43* | 35x5* | wood-sq. 3 /|4-33x5t | 19.61 |block. . right. _. thermo. /fin-cast. .. sing... |Dixie..... fixed. Di vciaeseeavse R| 3,000 | 1,370 138 | pr-steel.. |semi-fix..|solid*. ..| 36x3}* | 36x4* |wood-sq. 3 |4-33x52 | 19.61 |block. . . |right... |thermo. |fin-cast. ... |sing.. .|Dixie. . . .. hxed. . | ee S|; 4,000 | 2,100 150* jrolled-c.. |fiexible..|solid....| 36x4 36x7_ ~— | wood-sq. 3 |4-4)x5} | 29.00 |block. . . jright... cent. . . /fin-cast....|sing.. .|Dixie..... fixed... NOR cédusbatioes ten L} 10,000 | 4,800 1534 |pr-steel.. |semi-fix..|solid....| 36x5 42x5d. . |wood-sq. 3 /|4-45x54 [34.28 [pairs..../opp... hes: .. cell-sheet. . |sing.. .|Bosch.... . |hand.... Ps sdoseuceessss M! 13,000 | 5,800 156} |pr-steel.. |semi-fix..|solid....| 36x5 42x6d | wood-sq. 3 |4-48x5} | 34.28 |pairs....jopp.... non e cell-sheet.. . |sing.. .|Bosch..... hand... Schleicher............. 6,000 | 3,500 150* jrolled-c..|rigid....|solid....| 34x43 | 34x3}d |wood-ov. 3 {4-44x54 | 29.00 |pairs....|right.../cent. .. 'sq-t-sheet.. dual-d |Bosch.... . hand.... ee 10,000 | 4,500 150* jrolled-c..jrigid....jsolid....} 34x5 34x4d |wood-ov. 3 |4-5x6 40.00 |pairs.... right... cent. . . |sq-t-sheet.. |dual-d |Bosch... .. hand.... ih i- ctdnemaghiell G| 1,500 985 110 = |pr-steel.. |semi-fix..|pneu....| 32x33 | 33x4 =| wood-sq. 2 (4-31x4} | 15.64 |block...|right... iia Miaaiialinat: sing.. .|Dixie..... fixed... PR, ccsoseetbaneee TL} 2,000 | 1,700 126% |pr-steel..|semi-fix..|solid....| 34x3 34x4 |wood-sq. 3 (|4-3)x5 | 19.61 |block.. . jright. . . |thermo. |sq-t-sheet.. |sing.. . Bosch..... fixed... Selden............. JC} 4,000 | 2,000 150 = |pr-steel.. |semi-fix../solid. ...| 36x4 36x6 |wood-sq. 3 |4-3%x5$ | 22.50 |block.. . /left.... cent. . . |sq-t-sheet.. |sing.. .|Bosch... . . |fixed sis aimiastis ae JIWW) 4,000 | 2,250 150 _~—s|pr-steel.. |semi-fix..|solid....| 36x4 36x6 j|wood-sq. 3 4-4ix5} | 27.20 \block... left... .\cent. . . \sq-t-sheet.. |sing...|Bosch..... fixed PED satsachosounss N| 7,000 | 2,950 164 = |pr-steel. . |semi-fix..|solid. ...| 36x5 36x5d | wood-sq. 3 |4-43x5}$ | 32.40 |pairs... ., left... a Fe pee . Sing... |Eisemann.. |hand... a 120| 2,000 | 1,375 135 jpr-steel..|flexible. .|solid*...| 34x3* | 34x4* |wood-sq. 3 |4-3}x51 | 19.61 |block. . . jright... ‘thermo. fin-cast....'sing...|Bosch.....|hand.. Dt .cnesbeanee 130; 3,000 | 1,950 150 = |pr-steel..|........ solid....} 36x34 | 35x5 =| wood-sq. 3 |4-4!x54 | 27.20 \block...\right...|cent.. .|fin-cast....|sing.. .|Eisemann.. hand... DR. con scscsees 140} 4,000 | 2,250 160* jpr-steel..|rigid....jsolid....}| 36x4 36x7_ —- | wood-sq. 3 |4-41x54 | 27.20 |block. ..jright...|cent.. . |fin-cast....|sing.. .|Eisemann..|hand.. I. «cpeseranat 176; 7,000 | 3,000 170* |pr-steel.. jrigid....|solid....| 36x5 36x5d | wood-sq. 3 {4-41x54 | 29.00 |block...|right...|cent. . . |fin-cast....|sing.. .|Eisemann.. jhand.. —— se cccccccees aa i’aee oo hae oe nee oe “7 a“ oe a meeees- 3 |4-44x6 [32.40 vey ..|tight...jcent. .. pees. ...|sing.. . ne. one OFVICE. oc cccceess ’ , 7 pr-steel.. jrigid. .. .|solid....| 36x6 x6d | wood-sq. 3 4x6 132.40 (block... |right...\cent.. . |fin-cast....|sing.. .|Eisemann..|hand.... | | Signal. ...........--- F; 2,000 | 1,550 144* |pr-steel.. |semi-fix..|solid. . . .| 34x3 36x4 | wood-sq. 3 {4-33x54 | 22.50 |block. . ./left. .. | .. |fin-cast. .. . |sing.. .|Eisemann.. fixed... Di: .ostenbssasees H| 3,000 | 1,800 144* {pr-steel.. |semi-fix../solid....| 34x34 | 36x5 |wood-sq. 3 |4-4!x54 | 27.20 |block... |left....!cent.. . |fin-cast.... |sing.. . |Eisemann.. |fixed... SEGRE... ..ccccccccees J} 4,000 | 2,100 150* |pr-steel.. |semi-fix..|solid....| 34x4 36x4d |wood-sq. 3 |4-41x51 |27.20/block... left... .\cent. . . |fin-cast.... |sing.. . |Eisemann.. |fixed. .. Signal. ...........-. M! 7,000 | 3,000 168 | pr-steel.. |semi-fix..|solid. .. .} 36x5 40x5d_ |wood-sq. 3 |4-43x54 | 32.40 |pairs....\left....j\cent...|fin-cast....|sing.. .|Eisemann.. |fixed... PME. oscscccsescsons R; 10,000 | 4, 180 = jpr-steel.. |semi-fix..|solid. ...| 36x6 40x6d | wood-sq. & |4-4}x5$ | 32.40 |pairs.... left... .\cent. . . |fin-cast....|sing.. . _——— mete | | Pn. . jsadteseees 70; 4,000 | 2,000 i ee ere? solid....| 36x4 Me 3 |4-41x54 | 27.20 \block... ‘left... .\cent. . . |fin-sheet...|sing.. . |Eisemann.. |auto.. PE. sosccveceed 7,000 | 2,850 tt a oer solid. ...} 36x5 aor 3 4-43x53 32.40 |pairs.... left... .\cent. .,|fin-sheet...|sing.. .|Eisemann.. auto.. eee wesbebeosee 40 hy vo + ee See — ae — rer ceakied 3 |4-44x5} 132.40. \pairs.... left... .|cent. .. + ae oe .. (Sing... a auto... Standard. ........... , an 2 Oe Becsssdasteonctant solid. ...} 36x! ES isvccsnes 3 |4-43x5} | 29.00 |pairs.... left... .\cent...|fin-sheet... |sing.. .|Eisemann.. |auto.. Tt. ssekeseonsens J} 7,000 | 3,150 | 156* rolled-c.. |semi-fix../solid....| 36x5 40x5d_ |wood-sq. 3 |4-45x5} | 32.40 |pairs....jleft..../cent. . . |sq-t-sheet.. |dual..|Bosch..... hand, Dice :seeamddasansows K! 10,000 | 4.000 | 168* (rolled-c.. ies ee ...} 36x6 40x6d |wood-sq. 3 4-43x6? | 36.15 |pairs....jleft....jcent. . . |sq-t-sheet..|dual. .|Bosch...../hand.... | ° ° | | IEE. oconssecnns G 3,000 | 1,950 133* jrolled-c.. \rigid. ...jsolid....} 34x33 | 34x5 | wood-ov. 2 |4-3{x5} | 22.50 /block...|right...|thermo. |fin-cast....|dual. .|Eisemann..|....--: DE. . ccahopene a ,000 | 2,800 132* ‘rolled-c.. rigid. = ‘solid. ...| d6x4 36x4d_ |wood-ov. 3 44x53 |25.60 'pairs..../opp....jcent. ../cell-sheet. .|dual..|Eisemann..}....---: II 55406606060 A} 6,000 | 3,400 132* | rolled-1. . poe. ...{solid....) 36x5 36x5d_ |wood-ov. 3 |4-4x53 [25.60 |pairs....\opp....|cent. . . |cell-sheet. . |\dual. . |Eisemann.. hand... | | | ih, +d sehanaeoene 25; 4,000 | 2,25 150* ipr-steel.. flexible. . |solid....| 36x4 36x3}d |wood-sq. 3 |4-44x5} | 27.20 block. .. {left....jcent. .. fin-cast. ...{Sing.. .|Bosch.....|hand.... Dk. cekckeeaonnie 26! 7,000 | 3,350 172* ipr-steel.. flexible. .Isolid. ...! 36x5 40x5d_ !wood-sq. 3 14—4)x5> 132.40 \pairs....'left....icent...|fin-cast....!sing...|Bosch..... hand. .+

ABBREVIATIONS: General, *, with other options; opt, optional; Price, -c, complete with body. Frame, Material, pr-steel, pressed steel: rolled-c, rolled steel, channel section; rolled-I, rolled steel, I section; Frame Construction, semi-fix, semi flexible. Tires, kind, Pneu, pneumatic; cush, cushion, p & 8, pneumatic front, solid, rear; s & st, solid rubber front, steel in rear. Tire Sizes,-d, dual. Wheels, pr-stec!, presse steel; -ov, oval spokes; -sq, square spokes; -d, disk or web type; -hol, hollow spokes; -cr, cruciform spokes; -x, cross-shaped solid spokes. Cylinders cast, sing, singly or individually. Location of valves, Oph opposite, T-head motor; r & h, one valve at right, the other in head, L-head motor; 1 & h, one valve at left the other in head, L-head motor. Water circulation, cent, centrifugal pump; thermo-, therm»-syphon or natural circulation; gear, gear pump. Radiator Type, fin, individually finned tubes; sq-t, square-tubular, resembling cellular, sometimes known as flat-tubular; z-2-t, zig-zag tubular, resembling celluar, Ce cellular or honeycomb type; tube, plain tubes without fins; ring, tubes arranged in ring about blower fan. Radiator Case, -sheet, sheet metal; -cast, cast metal, built up. Ignition Type, sing, sing/*; doub, double, dual-d, dual-double. Make of Magneto (or other sparking device), Conn., Connecticut; storage, storage battery; Westghs, Westinghouse; G & D, Gray & Davis; At Kent, Atwater Kent. Spark dvance, auto, automatic; 2-pt-fix, two-point fired, battery circuit in retard, magneto in advance. Electric System Type, s, | & i, starting, lighting and ignition, combination unit; s & 1, starting and ‘ighti combination unit; 8 & |-2, starting and lighting, two-unit; | & i, liynting and ignition, combination unit. Electric System, Make, Splitdf, Splitdorf; Al-Chal,—(Abbreviations Continued on Opposite Pag eer eevee eee ‘eee eee lighti: light: highti: lightiy none none. lightis none, 8 &]-2 s&]-2 none, S&],. s&].. s&]. 8 &]-2 lightir lightir lightir Startir none, ABBR. Buct, s over; speare: dry-d, planet: double tubes g pandiy

Page 55

November 2, 1916

Commercial Vehicles for 1917—Continued

—_--7 —————

| MOTOR TRANSMISSION BRAKES CONTROL ilies: | | | Bi ELECTRIC SYSTEM GOVERNOR SPEED | FUEL SYSTEM GEARSET Total | | Name and Model — ecscemanionn , ear Pro- | Torque | | | | Clutch Reduc-| Final |pulsion| Taken | Hand | Foot (Steer Lev- Spark | | Extra ‘ae Motor |Truck Carbu- | Fuel |Tank| Type oca- tionin| Drive | Taken| By | ers Ad- Type | Make | Cost |Type| Drive | Makes; in in reter |Feed|Loca- ‘Type! tion Sp’ds High By | vance | | | r.p.m.'m.p.h.| Make | tion | | —o -— —_— =| ———— Oe rs —— ee: ee | a —_———— —_-—-- - oe — | ——_—_—_- — | ——— nee | cee — ? | . | | ' ixed... Ce stock. suct../motor. . |Mon'reh. 900*| 10* | Master. grav. 'seat..|wet-d.|ind-c.'amid...| 3 |....... worm. . springs. /springs. |int-r-w. |int-r-w. A ee LS Te eee ot — Se, ‘eno eee eee suct motor. ./Mon’rch. 900*; 10* | Master.|grav. seat ..|wet-d. ind-c. amid Re tuvess worm*. |sp’gs*. .|sp’gs*. . |int-r-w. |int-r-w. |right./right./Royal.........: ... ixed... L paateees | seer suct..|motor..|Mon'rch.| 900*| 10* |Master.|grav. |seat. .|wet-d. — sst @ bicweaka dbichn. jrad-rd..|....... — entails ects Shai Waner: ED ET Re PS ate | | | -_ | | | hand... skl-2... sees out ees eee Cee 1,600 | 29 |Carter..\grav. sow .|dry-d..|selec. unit-m.| 3 | 4.42-1)bevel... springs. springs. int-r-w. |ext-r-w. |left. ./cent../Rush................ D | ixed. . | ukeeed lcwdevavgtns es ecdeotelnars tens 1,100 | 16 |Scheb..|grav. \seat../dry-d../selec.'unit-m.| 3 | 7.00-1'int-g.. . springs. springs. |int-r-w. int-r-w Jleft. Jeent..| Sanford Ses ale dais O ixed... lea eee te a atc cent.. motor ‘Pierce...|1,150 | 14 ew esse grav. seat../dry-d..\selec. unit-m.| 3 | 8.99-1)dblchn.}rad-rd.. | _ int-r-w. |ext-r-w.|left..icent. |Sanford........... R. xed... i: . Jo eees foe | see eeees 1,175 | 14 |Scheb..\grav.|..... dry-d../selec. unit-m.| 3 | 9.00-1 int-g... |springs. .|int-r-w. — left. = Riilwihecand S hand... pone....|.....++-]......./cent../motor. ./own. 1,000 8* lown....|pres..|rear..|cone. . selec.'unit-j..| 4 [15.85-1*'dblehn.|.rad-rd int-r-w. |ext-sht. right. right. Saurer ee ae el hand... none.. ieee meee cent..|motor. . own 1,000 93*/own....|pres..|rear..|cone. . . unit-)..; 4 eee dbl chn.}.rad-rd lint-r-w.|....... ee eae Shans sucuciees M hand... SE POT SNM ee, herent opt..... 1,200 25 |Stmbg..|grav. a Pre eck = ee er eee dblchn.jrad-rd..}....... ext-r-w. ext-sht. ‘right. right. Schleicher........ hand... i, Si ssdeege - , er peer | eadewes 1,200 | 20 (|Stmbg..jgrav.|seat..|cone. . wa ne 4 | pe sane Gavi weees ss (OXt-r-w. ext-sht. right. |right.|Schleicher.......... fixed.. s&1....|N-East..} 80.00 |cent..)motor..|Milwkee./1,200 | 20 |Scheb..|grav. |seat..|dry-d..'selec. ‘unit-m.| 3 | 6.20-1/worm. .|springs. .|int-r-w. RE PRE et BG er G fixed.. s&1-2*..|N-East..|175.00 |cent..motor. .| Pierce. . . 1,135 | 17. |Stmbg..|grav. 'seat dry-d.. selec. unit-m./ 3 | 6.75-1/worm.. |springs. _|int-r-w. |int-r-w.|right.'cent. |Selden........ mS fixed s&l-2*..|N-East..}150.00 jcent..)motor..|Pierce...}1,295 | 14% |Stmbg../grav. /seat../dry-d..'selec. unit-m.| 3 | 9.45-1iint-g... springs. lint-r-w. ext-r-w.|left*.|cent’ |Selden........... JC fixed s&l*...|N-East..|....... cent..)motor. .|Pierce.../1,295 | 15 |Stmbg..|grav.seat..|dry-d. |selec.|unit-m.| 3 | 9.25-1;worm. . .|int-r-w. |ext-r-w.jleft*.|cent |Selden..,....... JWW hand... s&l-2*..| N-East..|175.00 |cent..;motor..|Pierce...{1,250 | 13 (Stmbg.. wait ns \dry-d..\selec. unit-m.; 4 pace iain _ int-r-w. int-r-w.|right.|cent..|Selden.... } hand.. s&1-2*..| Westghs./160.00*|cent../d-shaft.|Pierce.../1,200 | 18 |Stmbg..|vac.. es. Haeetclies ‘unit-m. 3 | 7.00-1'worm.. _lint-r-w. inte-r-w. |left..!cent..|Service........... 120 hand.. s&l-2* .| Westghs./200.00*!cent..|d-shaft.|Pierce...|1,090 | 14 |Stmbg..ivac..|..... dry-p..\selec.unit-m.| 3 | 7,.75-l\worm.. _lint-r-w. int-r-w. jleft. ./cent..|Service............ 130 hand.. s &]-2*..| Westghs.|200.00*!cent..|d-shaft. Pierce...|1,090 | 14 |Stmbg../vac..|..... dry-p../selec. unit-m.| 3 | 7.75-1\worm.. _|int-r-w. |int-r-w. |left. .|cent..|Service........... 140 hand.. s&l-2*..|Westghs |200.00*\cent jd-shaft.|Pierce.../1,090 | 12 |Stmbg..|vac. .|seat..|dry-p../selec.|unit-m.| 4 | 8.75-1|worm.. _|int-r-w . |int-r-w. |left. .|cent..|/Service............ 170 hand... 6 &l-2*..| Westgzhs.|200.00*/cent.. d-shaft. | Pierce. ..}1,000 | 14 |Stmbg..|vac. .'seat..|dry-p.,'selee. unit-m.| 4 | 8.75-1)worm.. _|int-r-w.. int-r-w. |left. .|cent..|Service............ 175 hand.... s&l-2*..| Westghs.|200.00*|cent..|d-shaft.|Pierce...}1,000 | 10 (|Stmbg..|vac. .\seat..|dry-p..{selec.|unit-em.| 4 | 8.75-1 aan .\int-r-w. |int-r-w. on . cent Vaatiot Sie s camnencaced 200 | : 3 | ee een eer. Serer suct../motor..|Mon’rch./1,100 | 15 (Stmbg../grav. |seat..|dry-d../selec./unit-m.| 3 | 7.75-1'worm.. .| _|int-r-w. ‘int-r-w. |left. .|cent../Signal............ F Sl sare see Pere suct..|motor. . Mon'rch. 1,200 15 Stmbg../grav. seat..|dry-d..jselee. unit-m.| 3 | 8.50-1)worm.. . springs. |int-r-w. int-r-w. jleft. . |\cent../Signmal.............. H fixed... Lee er suct../motor. . \Mon'rch. 1,300 | 15 |Stmbg..\grav. jseat..|dry-d../selec.'unit-m.| 3 | 9.25-l)worm.. . |\springs.|int..... int... .. |left. .|cent..|Signal ot ee en Serer Seer suct..)motor..|Mon'reh.|1,300 | 15 |Stmbg../grav. |seat..|dry-d..|selec. unit-m.| 3 (10.33-1!worm.. . Springs. |int-r-w. |int-r-w. |left. ./cent..|Signal............ M ieee BART La suct..|motor..|Mon’rch.j1,700 | 15 (Stmbg../grav. |seat..|dry-d..|selec. amid. ..| 4 [13.66-1 — . springs. \int-r-w. |int-r-w. |left. .|cent..|Sigmal.............. R | es QD ee i ore suct..;motor..|Mon’rch./1,100 | 15 (|Scheb..|...../..... cone.. selec.'amid...| 3 | 7.75-1)worm.. [See Scere | sae odiat left. .|cent..|Standard......... 70 auto... secleccccccc|seeee..Suct.. motor. .|Mon'rch.|1,050 | 12 iStmbg..]...../..... dry-d..\selec. unit-m.} 3 /|10.33-1)worm..|rad-rd..|.......)....... | a ies left. .|cent..|Standard......... 60 auto... Cee SS =6—h[—*X S! ‘Mon'rch. 1,050 | 12 |Stmbg..}.....]..... dry-d..\selec. unit-em.; 3 | 9.50-1/dblchn.|rad-rd..}.......)....... Ree left..icent |Standard......... 40 eee Dimaiduiss precanay ass ene .|Mon'rch.} 1,050 0 eee dry-d. selec. _— 3 |13.00-1|;worm..jrad-rd..j.......|....... | peak aait left..jcent |Standard........... 50 ‘auto... lighting. Carlton. |stock...}cent. |motor..jown.....|1,150 | 143 |Stmbg..}..... seat../wet-d. ind-c unit-j..| 3 | 9.52-1/dblehn |rad-rd..}....... int...../ext....|right.|right.|Steele............... C auto... lighting. Carlton..|stock...)cent...motor..jown....} 950] 11 |Stmbg../grav. |seat..|wet-d.jind-c unit-}..; 3 | 9.21-1/)dblchn jrad-rd..}....... int.....\ext..../right.|right.|Steele............ B auto. . lighting. Carlton..|stock...}cent...motor..jown.....} 950 11 (Stmbg |grav. seat..;wet-d.|ind-c unit-}..) 3 | 9.21-1 dblehn |rad-rd..|....... int-r-w. ‘ext-j-s.. right. |right.|Steele............ BA jauto... lighting. |\Carlton {stock...jcent |motor..jown....| 950 9 — grav. |seat.. | wet-d. |ind-c _ .| 3 | 9.58-1 ot chn jrad-rd..|.......| int-r-w. ext-j-s.. on wight [SOGGEO. . 0.5. cc cccecs. A jauto.... lighting.|........ 35.00 jcent..)motor..|Wauk’a.|1,040 | 143 Holley ae, NG dry-d..'selec. unit-m.| 3 | 7.70-1)worm. .|springs.|springs. jint-r-w. int... .. left. .|cent .|Sterling............ auto... hghting.|........ 35.00 cent..motor. .| Wauk’a. 1,040 «9 ae grav.|..... dry-d..|selec.junit-m.| 3 | 8.75-1)worm. .|springs. |springs. ‘int-r-w.. int-r-w. |left. .|\cent.|Sterling........... auto. .. lighting.}........ 35.00 jcent../motor..;Wauk’a.| 950 | 123 |Holley..\grav.|..... dry-d..\selec.;amid...| 4 | 8.75-1)worm. .|springs.|.......jint..... int.....jleft..|cent..|Sterling.......... .\auto..., Renting .j..ccccecs 35.00 jcent..;motor..;Wauk’a.} 950 | 10 |-...... st ieee \dry-d.. selec. pe. 4 (11.67-1,dblchn.jrad-rd..}....... ext-sht. |int-r-w. left. dear ie kee ae \fixed... i eer Slee SPs See Inone..../2,200 | 35 |Zenith..\grav.|seat..|dry-p. |selec./unit-m.| 3 | 6.00-1 int-g...|springs. |springs |ext-r-w. met ©} jeemt |Stewart.............. 5 . |fixed... s&1-2...|Westghs.|125.00 }.....)....... none....|2,100 | 35 (|Zenith..|grav.|seat..|dry-p..|selec./unit-m.| 3 | 6.00-1 int-g...|springs.|springs |int-r-w. ext-r-w. left. .|cent. Stewart........... oe . |fixed... s&l-2... —— ee ere none....}2,100 | 30 (Zenith..\grav o idry-p..|selec. unit-m.| 3 | 7.00-1jint-g...|springs.|springs. |int-r-w. |ext-r-w. left. .|cent..|Stewart.............. 4 | : | | | | .|hand... stl-2...|Wagner..|stock.... cent. |f-wheel.|Pierce...) 925 | 20 aaa .rear.. cone. .|selec. unit-x..; 3 | 4.60-1 bevel...|rad-rd.. |t-arm. .|int-r-w. |ext-r-w. left. .|cent. |Studebaker..........SF . |hand.... s& 1-2... me wae cent..|f-wheel.| Pierce...) 975 | 20 |Scheb..|vac..|rear..|cone. .|selec.junit-x..; 3 | 5.00-1 bevel... \t-arm. 1 orteaes ext-r-w. left. . % nt.|Stadeheker besa ecaueina 7 . |fixed... Se eee Se Pe: aes See Oe Holley..|grav. bi ‘cone. dite ‘unit-j. | 3 | 8.50-1!dblchn. | tad aout lint-r-w./ext....jleft.. cent..|Sullivan.............. G jfixed.... HM ....... Seccetile ‘nahin tates ‘iad: Tanai Yakeaen SS Holley..|vac - /Seat.. \dry-d.. selec. item 3 | 9.25-l1|worm.. . |Springs. |int-r-w. int-r-w. a , ME Asis <0 eendeeas E | | | | aa . ne | fixed... _ Se eee renee suct..|motor..|Mon’reh./1,300 | 15 'Stmbg..| vac sent. dnd. selec. unit-m.| 3 | 7.00-1)Int-g... .|Springs. |int-r-w . | ext-r-w. left. . ra ee SO eee A " - ses ee ree: nee suct..;motor..;Mon'rch.|1,275 | 15 (Stmbg..|vac.. seat..|dry-d..selec. unit-m.| 3 | 9.00-1\int-g... | springs. ee ext-r-w./left..jcent |Superior............. C a | : ae ot a | ee fixed... lighting. Bosch... |stock...|cent..|duplex..; Duplex..}1,100 | 14 atone grav. a = unit-m.| 3 | 8.50-1)worm.. .|Springs. |int-r-w. int-r-w. |left. . cent. ime Dit canemenes 40 | | | | | _|hand... oa ET) ETT ere ere eee 1,000 | 15 /Scheb..|grav.|seat..!cone. .|selec. unit-m.| 3 | 6.80-1/int-g... .|springs. |int-r-w. | ext-r-w. left. .|cent..|Tiffin.............. A _|hand... SEEN Keen een Tae cent..|motor..|Pierce...|1,000 | 15 |Scheb..|grav. |seat..|dry-d../selec. unit-m.| 3 | 6.50-1)worm.. . Springs. |int-r-w. int-r-w. left. .\cent.. Tiffin.............. AW Ma TE Sidéikos ]s taceadkadcss¥a cent..;motor..|Pierce...|1,000 | 133 |Scheb. .igrav.|seat..|dry-d..\selec. unit-m.|; 3 | 8.60-1,worm.. . |Springs. |int-r-w. |ext-r-w. |left. . \cent../Tiffin.............. GW “a = ee re ee cent..motor..|Pierce...|1,000 | 12 |Scheb.. grav. seat..|cone. .|selec. amid...| 3 | 8.80-1\dbl ee int-r-w. ext-r-w. left. .\cent..| Tiffin. ............ MC _|hand... Ore Sree ee. Nee cent..motor..|Pierce...|1,000 | 12 |Scheb.. |grav.|seat. icone. . selec. amid...) 3 | 7.75-1)worm.. .|springs. |int-r-w. int-r-w. left. . \cent..| Tiffin. ............ MW _. jhand... s&l-2... Bosch... |stock...|cent..;motor..|Pierce.../1,000 | 103 |Scheb..|grav.|seat..|dry-p..|selee. amid...) 3 |11.70-1|worm. . .|springs. |int-r-w. int-r-w. left. .|cent..' Tiffin.............. RW _thand.... s&l-2... Bosch... |stock...|cent.. motor. . | Pierce... 1,000 | 103 a lee wus amid...} 3 /|11.70-1;worm.. .|Springs. |int-r-w. int-r-w. |left. | een age Didiadcadunant SW , | | be a . | | CO ee eee eee See eee | Sere iPr 12 Zeuith...\grav .| Sleds ‘dry-d..\selec. unitem.| 4 |[....... worm .|springs. |int-r-w. int-r-w. |left. . cent. Transport Tracter.....T | | . | om ; ee | | Ba | » hand... TTT ee ee Spee a aoe ESA ee eee Scheb. . |grav. dash. vase selec.,unit-m.; 3 | 7.75-1integ...|springs. |springs. Ant-r-w. ext-r-w. right.|cent .|Union............ sa ] ; , - . | . ‘ ° ' ° a I. | e .. hand... . SS. ae See suct..|motor. .| Mon’rch.}1,125 14 |Stmbg../grav.|seat..|dry-d..'selee.'unit-m.| 3 | 8.66-1 worm. .|springs. ‘springs. int-r-w. int-r-w. |left. |cent..|United BOE a cle Wars BSW .. |hand... Sa ee ee isuct..;motor..|Mon’rch.| 980 | 12 [Stmbg..igrav.|seat../dry-d../selec. unit-m.| 3 | 8.75-1) worm. . springs. springs. int-r-w. int-r-w. |left.. cent. |United............ CSW .. |hand... . Se” ee eee isuct..|motor..|Mon’rch.} 980 | 12 |Stmbg..|grav. |seat..|dry-d..jselec. unit-m.| 3 | 8.75-1,)worm. . springs. |springs. |int-r-w. int-r-w.|...... cent.. United. DSW .. hand. . S&l-2*.. opt..... und aoe aan «cng 987 | 10 (|Stmbg* |grav. |seat. a 4 /|11.75-1) worm. .|springs. |springs. |int-r-w. a ne an svewes al ESW Siete WE VAsknss Lacatande te ciceca cent..|motor. .| Pierce. ..}1,170 15 |Stmbg..|grav. Seat. |cone. .jind-c. amid...| 3 | 8.16-1/dblchn.jrad-rd..|....... int-r-w . |ext-r-w.|left. .icent..;U.S................ E ee Ul Oe Soe cent../motor. .| Pierce. ..|1,190 15 |Stmbg..|grav.|seat..|cone.. ind-c. amid...) 3 8. 66-1, worm. . springs. |springs. int-r-w. int-r-w. |Jeft.. cent...\U.S H .. |hand veeeees|ssoee..(cent../motor. .|Pierce. ..|1,092 14 |Stmbg..|grav.|seat.. cone. . ind-c. amid. ..| 3 | 8.01-1/dblchn.jrad-rd..|.......|int-r-w. jext-r-w. left. .\cent..,U.S............... D .|hand. Steeees ceeeeeesleeees- (Cent../motor..|/Pierce...|1,092 | 13 |Stmbg..jgrav.|seat..|cone..\ind-c. amid...| 3 {11.70-1 worm. .|springs. springs. |int-r-w. int-r-w. |left.. cent.. U.S..............-. J eet ke TE akidiins iene cduate oxaud, eo Ne .|Wauk’a..} 900 12% |Stmbg..igrav. ne cone. .|ind-c..amid...} 3 | 8.75-1 worm. .|springs. |springs. \int-r-w. |int-r-w. |right. cent../U. a a K 2 er lighting |. ....... stock... |l-b...;motor..jown..../1,160 | 15 |Zenith..|grav. |seat idry-p..|selec. unit-m.| 3 | 7.25-1)worm.. aaa) ee int...../int...../left. -\cent..|Universal So epee eee G aT cual lghtin eee... /Stock...|l-b...|motor..jown.....|1,057 12 |Heath.. grav. |seat..|dry-d../selec. amid...) 3 | 9.16-1 dblehn.jrad-rd..|....... ext.... int.....'right./right.|Universal......... D n.. hand... iGhting......... stock... |l-b...|motor. . eg ...|1,057 | 12 |Heath.. grav. |seat..|dry-d..jselec. amid...) 3 |10.29-1,dblchn. ee asia a al ext-sht. aoa ae eee wees Diddle ninae aioead A hand.... Startins Remy...|120.00 icent../motor. +e. ..|1,008 | 18 |Stmbg..)vac. .|seat..|dry-p..iselec.;amid...| 4 | 6.00-1 worm. .|springs. |springs. |int-r-w. int-r-w. |right.|right.|Velie............... 25 | hand... Be. -leenteneateensics icent..|motor..|Pierce.../1,215 | 14 |Stmbg..icav. .iseat..'dry-p..{selec. amid...} 4 /10.30-1.worm.. rad-rd..|springs.|int..... int...../\right.|right.|Velie............. 26 tion Frame ore (ATIONS: (continued).— Allis-Chalmers; G & D, Gray & Davis; Westghs, Westinghouse; N-East, Northeast; Huff-S, Huff-Simms; Spl-App, Splitdorf-Apple. Governor Type cent, c’t, centrifugal; steel, presse G. » Suc 'On or gas velocity; l-b, loose-ball; hydr, hydraulic. Governor Drive motor, from motor; d-shft, from driveshaft; duplex, from both motor and driveshaft or front wheel; f-wheel, f-whl, from front wheel. valves, Opp, ere « Make Wauk’a, Waukesha; Mon’rch, Mon, Monarch; Her-Sp, Herschell-Spillman; Milwkee, Milwaukee. Carbureter Make, Scheb, Schebler; Ray, Rayfield; Stmbg, Stromberg; Shkspr, Shcke- ermy- uP sagt ; lech, Flechter; Zen, Zenith, Johns, Johnson. Fuel Feed, grav, gravity; vac, vacuum; pres, pressure.“ Tank Location, seat, under seat; dash, in dash; rear, at rear; r-bd, on running-board. Clutch ‘fype, cellislar, = =f » multiple disk; dry-p, dry plate: wet-d, multiple-disk in oil; wet-p, plate-in-oil. Gearset Type, selec, selective sliding gear; prog, progressive sliding gear; ind-c, individual clutch, constant-mesh; plan, single; —- Doubt | , frie, Friction; elec, electric. Gearset ation, amid, amidships; unit-m, unit with motor; unit-j, unit with jackshaft; unit-x, unit with azle. Final Drive, int-g, internal-gear: worm, top worm; db! chu, cent. Spat ptt chains; sp-bevel, spiral bevel; db-red, double-reduction, bevel and spur gears; ext-g, exrternal-gear; -f, to front wheels; -4, on all four wheels. Propulsion Taken By, rad-rd, radius rods; tor-t, torsion- and | ght Nettie sub-frame; Spg's, springs. Torque Taken By, rad-rd, radius rods; tor-t, torsion-tube; t-arm, torque-arm; sub-f, sub-frame; sp’gs, springs. Brakes, Type, ext, ex, eternal contracting; int, internal ex- osite Pag randiny, Brake Location, -r-w, as <

rear wheel: -sht, shaft; -f-w, front wheel; -j-s, jackshaft; -4-w, on all four wheels. Control, Levers, cent, center; c & r, gearsh: ft center, brake right; ¢ & 1, gearshift center, brake left-

Page 56

58 November 2, 1916 Technical Specifications of Gasoline] C

| FRAME TIRES | MOTOR Capa- | Price | Wheel- SIZES IN No. of | COOLING IGNITION El Name and Model city in of base in INCHES Wheels | Crank- N.A. | Cylin- ~~ Pounds | Chassis | Inches | Mate- | Con- Kind shaft |Bore and| C.C. | ders | Valves ; — rial |struction Bear- | Stroke | Hp. Cast | Placed| Water | Radiator Spark | Front Rear ings Circu- | Core and | Type Make Ad- Ty lation Case vance 0 ee C| 7,000 |$4,200 132* |pr-steel.. flexible. .|solid....| 40x6 40x6 ~—s icast-d... 3 |4-42x6 130.65 |block...|left....jcent. ..|fin-cast.... sing... |Eisemann*,|auto none eee B) 15,000 | 4,750 162* |pr-steel..|flexible..jsolid....) 36x6 40x6 _—icast-hol.. 3 |4-48x6 |30.65 |block...|left....\cent. .. |fin-t-cast. . |sing.. .|Eisemann*, |fixed pone Pe nccudve Tractor; 10,000) 3,600 80 jrolled-c. flexible. .|solid....| 34x4 36x5d | wood-sq 3 |444x54 | 32.40 pairs... .jleft..../cent...|cell-sheet. .|dual. .|Bosch..... hand... @m..... as GBBE; 1,500 | 2,100 1334 jpr-steel..|........ pneu....| 34x44 | 34x44} |wood-ov. 2 |4-33x5} | 22.50 |block. . .|right...|cent.. . |cell-sheet. . |sing.. .|Bosch*....jhand ... s&l. MA ciccecesahel TBC; 3,000 | 3,000 1454 |pr-steel..|........ pneu... .| 36x44 | 36x4$d |wood-ov. 2 |4-32x5} | 22.50 |block.. .|right...jcent.. . |cell-sheet. . |sing.. ./Bosch*... . |hand s&l. TAD) 6,000 | 3,700 163 = jrolled-I.. rigid... .|solid....| 36x5 40x5d_ jcast-x... 2 |4-3%x5} | 22.50 |block...|right...|cent...|cell-sheet..|sing...j/Bosch*....Jhand... ..... Mh ae .|Westghs.../auto.. : 8«1- ee 5,000 | 2,500 144* |pr-steel.. |fiexible..|solid....| 34x4 36x4d {wood-sq.}........ 6-33x5% | 29.45 |block. . . jleft..../cent... eo . |Sing.. .|Westghs. ..|auto.... 8 &1- Stegoman............. 7,000 | 3,000 156 =| pr-steel.. |flexible. . jsolid....| 36x4 40x5d |wood-sq.}........ 6-37x5% | 33.75 |pairs..../left....|cent. . . |fin-cast....|sing...|Westghs... auto. ... 8 «1- Ph c.

= -

Page 57

uto.... and.... and.... iand.... land rand land land ENSER —— Circu- lation , —————— Se lanai ; natural | n; Frame l, pr ssed ves, Opp 10-S)/ phon ular, cell, le: doub, +. Spar 1 lighting, te Page.) =? November 2, 1916 539 Commercial Vehicles for 1917—Continued MOTOR TRANSMISSION BRAKES CONTROL aa | waresas re | | ELECTRIC SYSTEM GOVERNOR | SPEED FUEL SYSTEM GEARSET Total | | Name and Model Gear Pro- | Torque Clutch Reduc-| Final |pulsion| Taken | Hand | Foot | Steer Ley- Extra Motor| Truck Carbu- | Fuel |Tank| Type Loca- tionin | Drive | Taken} By | | ers Type | Make | Cost |Type| Drive | Make in in reter |Feed|Loca- Type| tion (|Sp’ds| High By | | r. p.m.}m.p.h.| Make tion | | eo. . . ue gieeensne cent..'motor..jown..../1,050 | 15 |H&N../grav.|seat..|cone. .|selec. a 4 | 8.50-1/ext-g-4.|springs.| springs. | ext-sht. — left. .\cent.| Walter............... Cc it. . ehikteesd ehvkan en cent.. motor..jown...../1,000 | 15 |H&N..|grav. |seat..j|cone. . |selec. anne 4 | 7.85-ljext-g (springs.| springs. |ext-sht. jint-r-w.| left. ..cent.| Walter............... B OR Pe yn eeD cent..;motor..|Pierce...|1,100 | 11 |Zenith../grav.|seat..|dry-d..|selec.|unit-m.| 4 [10.30-1|worm. .|rad-rd..| springs. int-r-w. |int-r-w.| right.'\cent.| Watson.........Tractor ~ Sp eee a aan’ EE BE servers own... .|grav.|seat..|wet-p. at me > ee bevel... |rad-rd..| springs. |int-r-w. |ext-r-w/ left. .|c &1.] White........... GBBE a SES Ss bass cabsgsanne Gc cignnasasdigs own....|grav.|seat..|wet-p.|selec.jamid...| 4 |....... db-red..|rad-rd..| springs. |int-r-w. jext-r-w | left... c &1.] White............. TBC CS ARTO! SIE see SR RE Ge SI own. ...|grav.|seat..|wet-p.|selec.|amid...} 4 |....... dbl chn.jrad-rd..| ....... int-r-w. |ext-j-s..| left. .;¢ &1.4 White............ TAD Re Serre rere heer onrenneny none....|......|....../OWM..../grav. |seat..|wet-p.|selec./amid...} 4 |.......j/dblchn.jrad-rd..|....... ganaie anit: left . (Bey WUD i cc ccecs cas Bue s&1-2...| Westghs.|125.00 |.....]....... ee Ee Pee Stmbg..|grav.|seat..}cone. .|selec./unit-j..] 3 | 7.32-1/dblchn.|rad-rd..)....... int-r-w. int-sht.J right./cent.] Wichita.............. A s&1-2...| Westghs./125.00 |...../....... RE, A ae Stmbg..|grav.j|seat..|cone. .jselec.|\amid...| 3 | 7.80-1|worm. . |springs || springs. |int-r-w. int-r-w.| right.|cent.| Wichita.............. K s&1-2...| Westghs.|125.00 |.....]....... A re ae Stmbg../grav.|seat..jcone. .|selec.|amid...} 3 | 8.66-1/worm-r.|springs.| springs. |ext-r-w. int-r-w.| right.|cent.j Wichita. ............. L s&|-2...| Westghs./125.00 |.....)....... a) er Serre Stmbg..|grav.|seat..|cone. .|selec.|unit-j..| 3 | 8.24-1/dblchn.jrad-rd..j....... int-r-w. int-sht.. right. |cent... inks sectoked B g&1-2...| Westghs.'125.00 |cent..’motor. .| Wauk’a..| 1,060 13. |Stmbg../grav.|seat..|cone..|selec.;amid...| 3 8.75-1|worm. . |springs|| springs. |int-r-w. |int-r-w.| right.|cent.| Wichita.............. R s&l-2...|Westghs.| 150.00 cent../motor. . Wauk'a...1,200 | 11 |Stmbg..jgrav.|seat..)cone../selec.|amid...} 3 |11.75-1|worm. . |springs.| springs. int-r-w. int-r-w.| right.|cent.| Wichita.............. O s&l-2...|Westghs.' 150.00 jcent..:motor..|Wauk’a..| 940 9 (Stmbg..igrav.|seat..jcone. .|selec.jamid...| 3 |11.75-1)worm. .|springs.| springs. ee int-r-w .| right.|cent.| Wichita.............. Q lighting.|}........ stock... |cent..!motor..|Pierce...|1,200 | 18 |Ray*...|grav.|seat../dry-d../selec.junit-m.| 3 | 6.50-1|worm. .|springs.| springs. |int-r-w. |int-r-w .| left. .|cent.| Wileox............... S SS errr ee stock... |cent..'motor..|Pierce...|1,100 | 16 |Ray*...|grav.|seat..|cone..|selec.;amid...| 3 | 7.70-1/worm. .|springs.| springs. |int-r-w. int-r-w | left. .|cent.j Wilcox............... R lighting.|........ stock...|cent.. motor. .|Pierce...|1,100 | 14 |Ray*...|grav.|seat..|cone..|selec.|amid...| 3 8.60-1|worm. . |springs.| springs. |int-r-w. int-r-w. left. .|\cent.| Wileox.............. Q lighting.|........ stock... |cent..,;motor. .|Pierce...|1,100 10 |Ray*...|grav.|seat..|cone..|selec.jamid...| 3 |11.70-1|)worm. . |springs | springs. |int-r-w. int-r-w .| left. .|\cent..| Wileox............... P icmta anak bhewan cent.. motor. . gee 1,050 | 15 |Marvel.igrav.|jseat..|cone..|selec.;amid...| 3 | 8.60-1)worm. .|springs.| springs. |int-r-w. int-r-w | left. .|cent.| Wilson.............. E ceeetecamhnatewela bi eaten cent.. motor. .|Pierce...}......]...... Sn eS seat..|dry-d..!selec.|unit-m.| 3 |.......|/worm. .|springs.| springs. |int-r-w. int-r-w .| left. .|cent.| Witt Will. .......WD16 ee See cent.. motor. .|Pierce...|......|...... Zenith..|grav .|seat..|dry-d..|selec.|unit-m.} 3 |....... Worm. . |springs.| springs. |int-r-w. |int-r-w .| left. .|cent. Witt Will........ WDI16 a ee cent..'motor../Wauk’a../1,200 | 15 /|Master. grav. |seat..|dry-d../selec.|unit-m.| 3 | 7.75-1)worm. . |springs.| springs. |int-r-w. int-r-w.| left. .|cent. | Wisconsin............ B dinaiseincewiae’s cent.. motor. . ware.it, 100 | 14 Master. grav. seat..|dry-d../selec.junit-m.} 3 | 8.75-1\worm. . |springs.| springs. os ...{int.....| left. .|cent.j Wisconsin............ Cc [ es Ae See! See Sener a & nr Zenith..| grav. seat..|wet-d.}..... unitem.| 3 j....... worm-4 |springs | springs. oo tree left. . MR Sis oak vacccemnsaes 4 i&i*...! Vesta. ..|stock.. .|cent..!duplex..|Duplex..|1,200 | 16 re a .|seat..|dry-p..|ind-c.}unit-m.}| 3 | 7.75-1)worm. .|springs. springs. ‘int-r-w. |ext-r-w | left. .|cent..| Zeitler & Lamson. ..... l&i*... .| Vesta. .. stock... cent../ duplex..! Duplex.. 1,200 14 |Stmbg..'vac. .|seat..|dry-p. |ind-c junit-m.| 3 8.75-1, worm. .|spriags.| springs. |int-r-w. |int-r-w .| left. . |cent..| Zeitler & Lamson... ... 1&i*....| Vesta... jstock.. .|cent../duplex..! Duplex..|1,200 | 12 |Stmbg..'vac..|seat..|dry-p. jind-c |amid...| 3 [11.75-1)worm. .|springs.| springs. |int-r-w. int-r-w | left. .|cent..| Zeitler & Lamson...... 1&i*... : eee : one .jcent.. capes... Dupian.. 1,200 | 10 eee: eat . |seat.. sleet tale ane ee viele cane . |Springs .| springs. ‘oa wna left. .|cent..| Zeitler & Lamson. ..... Received Too Late to Classify | | | | | FOR : | | | werere SEER, CTE See PETE, Ee See, emer sees rav. dash. wet-p, eee, unit-m. 3 |....... int-gear springs. ‘springs. int-r.w.. LL ee | | | | | , ; eS SE ee ee ee ne ey seat..|wet-d.iselec. unit-j..| 3 [....... ‘dbl chn.'rad-rd.. | betas ta a ‘int-r-w. jext-j-s.. |left. .|cent..|Dayton.............. H Pe FN SOE EAS UT ee He eee Stmbg../grav. meh \dry-p..iselec.;amid...| 3 |....... ‘worm. . ‘rad-rd.. |t-arm. . |int-r-w. |int-r-w. |left. .|cent..;Dayton............... POO SEAT ery Ee PPE rere See Sy Serr ‘Stmbg.. grav. |seat..|wet-d.|selec.junit-j..) 3 |......./dblechn.jrad-rd..).......!int-r-w. ext-j-8.. /left. . |cent.. PUNE. ss ccccesecesa Pe es! Pen Se ee eee See me rer Stmbg..'grav.|..... wet-d. selec. junit-)..) 3 |....... dbl chn. rad-rd..}....4... int-r-w. /ext-j-s.. |left. .|cent..|Dayton.............. M eas sPocccccccleccccachesccefeccccccfeccccccobecccccicce ccs UMMMRsol MEOW. 1...../WOe. OGneS. (Umetn..] B 1... 2. /ReGem. RMGR-OGL..|.......(ib-oou. lem-o-@.. lets. . joeme.. ERROORM. 2.2 co ceccncull 8 &1-2... |Spl-App. |stock.. ./cent..|d-shaft.|Pierce...}...... 20 |Stewart/grav. 'seat..idry-p../selec.'unit-m.| 3 |....... ‘int-g.. . springs. .ext-r-w.|int-r-w. left. . cent.. RI ie in iy citistabiialaiaia 10 , , ; ; ‘ en See Sent Som Sewer ears 1,300 |} 18 |Ray.../grav. 'seat..'dry-d..'selec. oe 3 -| 7.75-1) worm. . |springs. .|int-r-w. |int-r-w. |left. . icent.. Diamend-T.......... J5 SE Perrone Serre eee eee ee eT 1,250 | 16 |Ray...grav.jseat../dry-d..selec.junit-m.| 3 | 7.75-1)worm. . springs. . |int-r-w. |int-r-w. jleft. . |\cent..|Diamond-T.......... J4 Mecsaseabhadns cent..;motor..|Pierce...j/1,100 | 15 /Ray...'grav.!seat..\dry-d..selec./unit-m.| 3 | 7.75-1,worm.. springs. .|int-r-w. |int-r-w. |right.|cent..| Diamond-T.......... J3 i, eee Pere suct../motor..|Mon’rch.} 775 | 12 |Ray.../grav./seat..idry-d..{selec.junit-m.| 4 | 6.88-1 worm. . jrad-rd.. . |int-r-w. |int-r-w. right. cent. |Diamond-T........... L [errs Seer suct..|motor..|Mon’rch.|......]...... Ray.. al cles iid dry-d..\selec.;amid...| 4 (13.66-1,worm. . |rad-rd.. a ae | ae cent..|Diamond-T....... sisi a eee 150.00 |cent..|duplex..; Duplex..| 940 | 12 /|Scheb.. i ave dry-d..'selec.junit-m.| 6 [12.00-1 int-g-4..'rad-rd.. ext-sht. |ext-sht. | left. .|cent..|;Duplez.............. D : OO SRE ee ee ater et See eee em ane 18 (Scheb..}.....].....jdry-p. plan../unit-j..| 2 sso ++- aim, rad... o]-.00e0 eee ee 8«1-2...|Westghs.|stock.. .|cent..|motor..|Pierce...}1,100 | 18 |Stmbg..!grav. 'seat.. dry-d. ‘selec./unit-m.| 3 7.78-1\worm. 5 a springs. jint-shft.|int-r-w. |left. .!c &1..|Stegeman............. 8&]-2... Westghs.|stock.. .|cent..)motor..|Pierce...|1,100 | 15 |Stmbg.. grav. |seat..|dry-d. \selec./unit-m.} 3 | 9.25-1 worm. . springs. |springs. jint-shft.|int-r-w. left. ./¢ &1..|Stegeman............. 841-2... Westghs. |stock...|cent..)motor../Pierce...|1,100 | 12 |Stmbg../grav. iseat.. dry-d. |selec.)unit-m.} 3 /|10.33-1 worm. . |springs. |springs. |int-shft.|int-r-w. jleft../¢ &1..|/Stegeman............. a€1-2...|Westghs.|stock.. .|cent../motor. .|Pierce. . . 1,100 | 10 (|Stmbg..'grav. 'seat..|dry-d../selec.junit-m.! 3 /11.00-1) worm. . |springs. springs. eine wert left. (oS. nee Wade xstbomes DECC SET! Se Ee Ne | aes 25 Zenith... Oper Or Cone. . selec. unit-m.| 3 | 4.50-1 bevel... springs. |springs.|....... Bi . eee ere Ay 20 | | Steam Vehicles SYSTEM ENGINE TRANSMISSION CONTROL _ : ee Tet ae | Name and | | | Model Feed | Feed | Loca- | No.of | Cylin- | Valve Valve Valve | Reverses | Final | Gear- Axle Propul- | Torque | | Steering | Brake Pump | Control! tion | Cylin- ders Loca- Action Stroke By Drive Ratio Type sion | Taken | Throttle Hook-up) Reverse hee Lever ype ders Cast tion | Taken By; By | | | Location | Lecation | | | 7 | | 7 | | | | | | plunger. . by-pass. ./unit-x.. 2 block. . .|btweyls.|Stephenson. |adj.... links...... |spur-g.. , fs-1....|non-fl...|rad-rd.....'t-arm. ..jlever....' pedal... pedal... left...... left...... ‘Stanley. .... plunger neiruinch washers 2 block. . . |btwcyls. ee ee vO -— Meee spur-g.. wh dies om ..{rade-rd.... d eson — ‘ — image es be ies Bie sins Stanley... .. ABBREVIATIONS: (continued).——Allis-Chalmers; G & D, Gray & Davis; Westghs, Westinghouse; N-East, Northeast; Huff-S, Huff-Simms; Spl-App, Splitdorf-Apple. Governor Type cent, c’t, centrifugal; a suction or gas velocity; \-b, loose-ball; hydr, hydraulic... Governor Drive motor, from motor; d-shft, from driveshaft; duplex, from both motor and driveshaft or front wheel; f-wheel, f-whl, from front wheel. vernor Make Wauk’a, Waukesha; Mon’rch, Mon, Monarch; Her-Sp, Herschell-Spillman; Milwkee, Milwaukee. Carbureter Make, Scheb, Schebler; Ray, Rayfield; Stmbg, Stromberg; Shkspr, Shake- — é; llech, Flechter; Zen, Zenith, Johns, Johnson. Fuel Feed, grav, gravity; vac, vacuum; pres, pressure. Tank Location, seat, under seat; dash, in dash; rear, at rear; r-bd, on running-board. Clutch Type, ry-d, dry multiple disk; dry-p, dry plate: wet-d, multiple-disk in oil; wet-p, plate-in-oil. Gearset Type, selec, selective sliding gear; prog, progressive sliding gear; ind-c, individual clutch, constant-mesh; plan, wenel rys fric, friction; elec, electric. Gearset Location, amid, amidships; unit-m, unit with motor; unit-j, unit with jackshaft; unit-x, unit with azle. Final Drive, int-g, internal-gear; worm, top worm; dbl chn, ouble side chains; sp-bevel, spiral bevel; db-red, double-reduction, bevel and spur gears; ext-g, erternal-gear; -f, to front wheels; -4, on all four wheels. Propulsion Taken By, rad-rd, radius rods; tor-t, torsion- €; Sudef, sub-frame; spg’s, springs. Torque Taken By, rad-rd, radius rods; tor-t, torsion-tube; t-arm, torque-arm; sub-f, sub-frame; sp’gs, springs. Brakes, Type, ext, ex, external contracting; int, internal ex- pandino. Brake Lecation, -r-w, rear wheel: -sht, shaft; -f-w, front wheel; -}-8, jackshaft; -4-w, on all four wheels. Control, Levers, cent, center; c & r, gearshift center, brake right; ¢ & |, gearshift center, brake left.

Page 58

60 November 2, 1916

A a a Technical Specifications of 37 Electric The American Market

PRICE OF TIRES BATTERY MOTOR CHASSIS a Load Wheel- — Capac- base SIZES IN Amp.-| MILES PER Name and Model ity in With- in INCHES No. No. | No r CHARGE Location Pounds | With out Inches | Kind Location Make and Type_ (Plates | Ceils | Trays |Capac- and Make Winding Battery | Battery ity Number Front Rear Light | Loaded eee eee > 1-C} 2.000 | ee Nees 103 solid....| 34x34 36x4 |amid-u..... ETI: Sa ST Ee a SEO. OCC tr amid-1.../G.E.. series Et YPN | Spee eee 1153 jsolid....] 34x4 36x3d jamid-u..... RD ES ES Se A A We Paneer amid-1...'G.E.. series Gs cecmcedes | ? | ae seca 135 = |solid....] 36x5 40x4d jamid-u..... EERE SNES: SR PRE RN ee el eee amid-1....G.E.. or ncaa Sele 7 ET Bi xcevkualadedusac 144 solid....| 36x6 EE Eee See een Se ee eer re” Mer r se amid-1... ee. series ESTER yr re 1,000 | 1,925* | 1,500 90 solid....} 36x3 36x3 = jamid-u..... Philadelphia*....... oh 2 a are gt SPP eee 60*¢ junit-x-2../G.E. . ures. ... nikhedscnminbtins cues 2,000 | 2,330* | 1,800 100 solid....| 36x3} 36x4 amid-u..... Philadelphia*....... ig 42* 5* gh re 60*7 funit-x-2../G.E.. ries i Sh ncvid teem aaah eae a 4,000 | 2,850* | 2,200 | 116 solid....| 36x5 36x33d jamid-u..... Philadelphia*....... 21* | 42* ek et Pee 60*¢ junit-x-2../G.E.. series REG Re ERP SES 7,000 | 3,910* | 3,100 | 115 solid....| 36x33d | 36x4d |jamid-u..... ‘Philadelphia*....... 27° | 43° oP eee Oo caves 50*¢ junit-x-4../G.E.. series ee can ce eee uaa eel 10,000 | 4,425* | 3,500 132 solid....| 36x4d 36x5d jamid-u..... ——" yreree 31* 42* 9* a Cetconken 50*t junit-x-4. ; hae series Couple-Gear........... H;} 7,000 | 4,200 | 3,500 96* J|solid....| 36x4d SGz4d jamid-u...../U.8.L.°........... 23* | 44* 6* | 280* 40* 30* |inwheel-4|C-G....... series Couple-Gear.......... AF! 10,000 | 3,900 | 3,100 | 100* |s&st...| 36x5d 64x54 jamid-u...../U.8.L.*........... 27* | 44* 6* | 330* | 35* 25* jin wheel-2/C-G..... series Couple-Gear............ 10,000 | 4,650 3,900 96* Isolid....| 36x5d ae 8 ee 27° 44* 6* 330* 40* 30* in wheel-4/C-G..... xerles Couple-Gear.......... SD} 14,000 | 5,250 4,400 96* Jsolid....| 36x6d 36x6d jamid-u..... 8 8S ere 33* | 44* 6* | 400* 40* 30* fin — cone series i ¢ svdidimeanmananien SE. eee 89 solid....| 36x2} 36x2} jamid-u..... Ae 9* | 44* ie ot ere 45*¢ Jinrear-1../G.E series G.V 4) GRRE! Fan 04 solid....| 36x34 36x34 jamid-u..... Exide-Ir*........... 11* | 44* 5* og ar 45*¢ jinrear-1..|G.!I series PRES Tay ee 9 ae a 1123* j|solid....| 36x4 36x3d jamid-u..... DE o, wcckbecss 15* | 44* i gg 45*¢+ linrear-1../G.E ries... Sey oe NS i i oki wl 1323* |solid....| 36x6 36x4d jamid-u..... NE 8. ic caeseis 17* | 44* et ag, re 40*¢ finrear-1..'G.E series... | RES AER ey SS: Rr 1413* {solid....| 36x7 36x5d jamid-u..... cee ak in 19* | 44 a oe ee 35*f |inrear-1.. om ries... errr rrr ey S 750 | 1,850 | 1,175 90 jcush....| 34x3 34x4 ju-seat....../Edison-A4..........]...... 60 2 ee Sere 60 unit-x-1. ./G.E series RFS ee M) 1,000 | 2,310 1,500 90 solid....| 36x24 36x3 jamid-u.....|Edison-A4..........]...... 60 Rieck aa fexcpewan 60 unit-j-1...|G.E series. 0 Ser M; 2,000 | 2,900 1,700 | 106 solid....| 36x3 36x33 jamid-u.....|Edison-A6..........]...... 60 «SS eee errr 60 unit-j-1.../G.E series EEE, Mi 4,000 | 3,660 2,100 120 solid....| 36x4 36x3d_ jamid-u...... RE, og se Sale ak ol 60 eee eee aa ka 50 unit-j-1.../G.E.... series... Di cccenscnnennee M; 7,000 | 4,455 | 2,475 | 130 solid....| 36x5 36x4d jamid-u.....|Edison-Al0.........)...... 60 10 x Be 50 unit-j-1.../G.E....... ries. ES M/ 10,000 | 5,190 | 2,850 | 142 solid....| 36x6 gk RSE \Eameom-Al2.........]...... 60 8 eae Beet 50 unit-j-1...|G.E..... m hc cccccad Tractor} 20,000 | 3,660 | 2,100 58 =|solid....| 30x4 30x5 jamid-o..... Cc ciensadhess<es 60 i eae ce oie 60 rear-1..../G.E.... “a é ER re i }, a ae 90* jsolid....| 34x3 36x33 jamid-u..... a , Kee ag ARS Set | eel te 75* Junit-x-1..|West...... series Fa ak oe - | as eee 92* isolid.. 34x3 36x4 jamid-u..... SE peer af TS Sere Delian 75* funit-x-1..| West....... series NS ciddnvesnakes Ff (as eae 107* jsolid....| 38x4 — _rrre rarer gt TA es Lowe uae 65* junit-x-1. .|West....... series SPT © i, RS: APE res 126* jsolid....| 36x5 38x4d jamid-u..... ER eer gl PES Fee | cn wanien 60* junit-x-1..|West....... series ESE rr ferry 130* Jsolid....| 36x6 i rh, .. st ss .cccnestextansees gt RS ae iitiek weds 60* junit-x-1..|West....... series Ps cchicanseakuee ET Bids bbs Enonéeces 136* j|solid....| 36x7 38x6d jamid-o.....|Edison*............]...... ky ED eran Peeereer 50* junit-x-1. .|Wset... series a ear WSs 750 2 eee 88 solid....} 32x24 32x23 ju-seat...... Ere Ere 42* wt 2 Fre 35* Jlamid-1...|West....... series ere EO; 1,000 | 1,250 |........ 90 solid....| 32x23 34x6 = jamid-u..... ETRE SS. AES 42* alt ee 45* Jjamid-1l...)West....... serien lh ctccackithahud EA; 2,000 | 1,500 |........ 99 solid....| 34x3 36x4 jamid-u..... ae See 42* 3° gt ee 40* jamid-1...|West....... series rae ee E 4,000 | 1,900 |........ 111 solid....]| 36x4 38x6 jamid-u..... EERE See 42* 3° a re 35* Jlamid-1...|West...... wrien Saye EC; 7,000 | 2,450 |......... 132 solid....| 38x6 40x3id lamid-u.....i|\Ward*..........-..)..;... 42* a Sgt ee 30* lamid-1...|West...... ries | er ED} 10,000 | 2,950 |........ 152 solid....| 40x33d | 42x5d |amid-u..... pee Serbmere: 42* gn ag eee 25* jamid-1... | West.. or ies... } ABBREVIATIONS: General, *, with other options;“opt, optional. Tires, Kind, cush, cushion; s & st, solid in front and steel in rear. Tire Sizes, d, dual. Battery Location amid-u, amidships, underslung \BBREVI below frame; front-o, at front, over frame; amid-o, amidships over frame; rear-o, at rear, over frame; u-hood, under hood; u-hood-r, under hood in rear; front-u, in front, under frame; u-seat, under seat; . Battery, chain, Make and Type, Exide-Ir, Exide-Ironclad type. Miles per Charge, Loaded, {, half way light, half loaded. Motor, Location and Number, amid, amidships; cnit-j, unit with jackshaft; unit-x, unit with ari ned Numbers following refer to number of motors in chassis. ITH the thought in mind that the fields W of the gasoline and electric commercial vehicle differ to so great an extent that inclusion in one list might prove confusing if the reader sought to compare different makes of either electric or gasoline motor trucks, the electric has been segregated from the latter and above is offered a tabu- lation showing the specifications of thirty- seven models of the electric type, made by seven manufacturers. In this list is given details of chassis, price, wheelbase, battery data that in- cludes the number of plates and cells per battery, the arrangement in trays and the ampere hour capacity. The mileage per eharge is given that ready comparison may be made. Motor data covers the lo- eation, make and winding as well as the horsepower and voltage, together with the speed, both loaded and light. The location of control and the num- ber of speeds, gear-reductions, first, final and total, as well as the final drive is eovered. In fact, every point upon which question might arise in the minds of the user or dealer is more or less fully covered. At the bottom of tabulations on these two pages is given a glossary of the terms used in the tables, which explains the abbre- viations. The different cars are grouped and ar- ranged so that each make occupies a sep- arate group and each model a separate line. Occasionally there will be found a blank, which is accounted for by the fact that the manufacturer failed to furnish Motor Age with official information cov- ering that particular point of his product. While the electric truck is more especi- ally a vehicle for city use, its utility has been rolling up until it now occupies a prominent place in a specialized field. Where current is available for charging, the electrically-driven car has forged ahead rapidly in the last year or two. The segregation of this particular line will give dealers an opportunity to study and compare the various makes and mod- els as well as give the users, prospective or otherwise, an authentic source of informa- tion. The details given are fairly comprehen- sive, covering, in addition to the points already mentioned, the method of propul- sion, the type of springs, etc. These pages should be preserved for future reference and will prove of mate- rial advantage during the coming year. Not only is it desirable for the truck user to have at his fingers’ ends the en- gineering data he naturally desires when adding to his line of motor-driven equip- ment, but it is always well to use dis- cretion in buying, this applying to the purchase of trucks as well as of any other commodity used in every-day practice. The truck user will find it much more econom- ical to get a truck that fits his require- ment than to haye to fit his requirements to the truck and the following data is to guide him in making a choice. The load capacity of a motor truck is the maximum amount of load it is in- tended to carry in regular service, in addi-

Page 59

(SNS CTORO CE Commercial Vehicle Chassis Listed on November 2, 1916 61 a ae ii "1¢ ett tor the 191% Season OTOR MOTOR CONTROLLER | DRIVE SPRINGS CONTROL | SPEED IN SPEEDS GEARING | MILES PER | Total | T oo _ | Horse- HOUR Location ota ~—— sion Front Rear Steer Con- Name and Model Make Winding | power Voltage First Final Gear- Taken Taken troller Ahead | Reverse | Reduc- | Reduc- | © Ratio By By Lever Light | Loaded tion tion BOF series 2.6 85* 12 10 u-seat.... 4 2 s-chain.../dblchn...| 10.82-1 |......... rad-rd....|}-ell..... z-ell..... wheel-l. . .|Il-seat. ...|Atlantiie.............. 1-C rE series. . 2.6 85* 11 9 u-seat.... 4 2 is-heain...|dblchn...} 10.82-1 |......... rad-rd....|-ell..... ew wheel-l. . .|l-seat. .. .|Atlantie.............. 2-C YE ures. . 3.9 85* 10 8 u-seat.... 4 2 is-chain...{dblchn...; 9.95-1 |......... rad-rd..../4-ell..... $-ell..... wheel-l.. .|l-seat. . . .|Atlantie. ............. 3-C 1K. series. . | 6.0 85* i) 7 u-seat.... 4 2 ‘eas ../dblchn...} 13.48-1 |......... rad-rd....;3-ell...../3-ell..... wheel-l. . .|l-seat.. . .|Atlantie.............- 5-C rE wries....| 2.5 85* 15 134 = |st-col.... 4 2 ‘spur-gear. |spur-gear.| 10.00-1 jrad-rd....jrad-rd....'3-ell..... eell..... eg | rE series 3.2 85* 14 12 st-col.... 4 2 ‘Spur-gear. |spur-gear.| 11.50-1 jrad-rd....jrad-rd.... 3-ell..... Se-ell..... WHE. 5. NN... Pia sadcccccdecsnceiesses 1. series 5.0 85* 12 10 st-col. ... 4 y ispur-gear.|spur-gear.| 12.14-1 |rad-rd....jrad-rd..../}-ell..... deel]... .. ee A re errr LE. wren. 7.0 g5* 1 1 9 st-col.... 4 2 ‘spur-gear. |spur-gear.| 17.32-1 |rad-rd....|rad-rd....\4-ell..... teell..... WREIE. |. III cee odiccic we cccdcccccccves On series. . | 7.0 85* 9 7 st-col.... 4 2 lspur-gear. |spur-gear.| 20.14-1 jrad-rd....|rad-rd....|4-ell...../4-ell..... iwheel-l.. .|u-wheel,..|C.T......ccccccccccccces 3}. series 12 88 12 i) btw seats. 5 5 direct... .|bevel..... 25.00-1 |rad-rd rad-rd.... 3-ell..... el ae wheel-r.. .|btwseats.|Couple-Gear........... H -G sries....| 10 88 9 7 btw seats. 5 5 direct... .|bevel.....} 25.00-1 |rad-rd rad-rd.... 3-ell..... deel]. .... wheel-r.. .|btwseats.|Couple-Gear.......... AF G. eries....| 12 88 10 8 btw seats. 5 5 direct... .\bevel.....} 25.00—-1 |rad-rd....jrad-rd....|3-ell..... a-ell..... wheel-r. ..|btwseats.|Couple-Gear............ A ~G.. wries....| 20 88 10 8 btwseats. 5 5 direct... .|bevel.....| 25. 00-1 jrad-rd....|rad-rd..../|3-ell.....) sell. .... wheel-r. . .| btwseats.|Couple-Gear.......... SD iI series. . . | 2.5 85* 13} 12 u-seat.... 5 2 's-chain. . laptenn.. .| 10.2-1 |springs...|/rad-rd..../3-ell..... deel]... .. wheel-l. ic OUR, CFR xd cs ccccedstvscoees x1 vries....| 3.4 85* 114 10 u-seat.... 5 2 s-chain...|dblehn...| 10.76-1 |springs.../|rad-rd....'}-ell...../4-ell. .... iwheel-l.. .|I-seat. .. |G.V.. 2. ccccccccccccedes 1 series... 4.6 85* 103 9 ju-seat.... 5 2 s-chain...|dblehn...} 11.61-1 |springs. . .|rad-rd p-ell..... tell. .... lwheel-l...jl-seat. .. .|G.V. oc cecccccccccceccs 1.1 series... 5.6 85* | 9 a) u-seat.... 5 2 is-chain.. .|dblchn...| 13.95-1 |springs...|rad-rd....|}-ell..... deel]. .... WIRED... LPGORE, .. He a ccccccsaccvcccennee x] series 6.8 85* 8} i u-seat.... 5 2 s-chain.. .Jdblchn...| 13.95-1 | spriigs...jrad-rd....|3-ell..... ‘f-ell..... a se E,.. . . PEs decacdcécsccaccaceve 3B... ee a cecus 15 = ju-hood... 4 2 spur-gear.|bevel.....| 12.00-1 |t-arm..../springs... }-ell..... sell... ..|wheel-l...|u-wheel. .|Lansden............--. S x1... series . 60 |........ 12 u-hood. . . 4 2 bevel..../dblehn...} 8.00-1j......... rad-rd....|3-ell..... -ell. . .....|wheel-l. . .|u-wheel...|Lansden...........-.-- M iE... erjes if. eae 10 u-hood. . . 4 2 bevel.....jdblehn...| 10.00-1 |......... rad-rd....|3-ell..... ‘ell. ....\wheel-l.. .|u-wheel...|Lamsden............... M Hel. . 0 yrieS....|--eeeeee 60 |........ i) u-hood. .. 4 9 bevel... .. {dbl _ .| 13.00-1 ]......... rad-rd.... j-ell..... -ell. ....| wheel-l.. .|u-wheel...|Lansden............--. M th oe ee Me Be osesaes 7 u-hood. . . 4 2 bevel.....jdblchn...| 13.00-1 ]..... ... rad-rd....|-ell..... deel]... .. wheel-l.. .|u-wheel...|Lansden............--. M 3B. sees 7. are 6 u-hood. . . 4 2 bevel...../dblehn...} 14.50-1 |......... rad-rd....{3-ell..... deell..... wheel-l.. .|u-wheel...|Lansden.............°.M tA er ER eee 60 8 ) u-seat.... 4 2 s-chain...jdblchn...} 9.00-1 |......... rad-rd....|3-ell......|4-ell......|wheel-l.. ./u-wheel...|Lansden.......... Tractor ‘ West..... vfies....| 3.0 60* 17 15 ju-seat.... 5 5 direct..../plan..... 16.87-1 |springs...|springs...|}-ell..... Feell..... wheel-l. . .|l-seat. ...|Walker..........++--- M West....... efies....| 3.5 60* 16 14 u-seat.... 5 5 direct....|/plan..... 16.87-1 |springs...|springs...|3-ell..... spell. .... 'wheel-]...|l-seat. ...|Walker..........+-++-- K West....... serles 4.0 60* 16 14 u-seat.... 5 5 —_|direct..../plan..... 16.14-1 |springs...|springs...|3-ell..... p-ell. .... wheel-l.. .|l-seat....| Walker. .........---+-: L West....... ‘erles 5.0 60* 13 12 u-Seat.... 5 5 direct..../plan..... 15.57-1 springs. ..|springs...|3-ell..... teell. .... wheel-l. . .|l-seat. ...|Wallker......cccccceee: D West....... series 6.0 60* 12 11 u-Seat.... 5 5 idirect....}plan..... 15.57-1 |springs...{springs... 3-ell..... deell..... iwheel-l.. .|I-seat....|Walker.........-.--++: E Wset...... series 6.5 60* 12 10 u-Seat.... 5 5 idirect....]/plan..... 18.83-1 |springs...|springs... }-ell..... deel]. .... wheel-l.. .|l-seat....|Walkker........00e++:: N West......- series eS See SOP eee ery B Bawscavuen direct. Ce ee kes deell. .... teell. .... wheel-l. . .|u-wheel...|Ward..........-+++:: Ws West....... veries ee re! ee ar Me 38 Evsewevwas chain. NE Sr Ree se ees teell..... ell... ../wheel-l...|l-seat....|Ward........-2.e0+:: EO West...... setles ee See See ee Ricnevecns chain I SS See Sere | ene ell... ‘wheel-l.. .|l-seat.... |Ward S adninuhiianmbets EA West...... Mes: 5... ciecitdaenicalicGéscadeudeskdisacewied MP Bcikscani chain ES: Pe Senet Me eeens tell. .... d-ell...../wheel-l.. .jl-seat. ...|Ward...........0+0+5: EB West... SS a ee eee SO: eee RM Biacacwics chain _ i Se See eee: © ee ld-ell. ..../wheel-l...|l-seat. ...|Ward..........cesee-: EC West....... TIS... |e ccc cccclecccecce octeeses|eeeeesea[eeeeeeee, B: Bra wasecns I: os Me ULiadeedneatiawces eee vo ee |wheel-l.. .|l-seat....|Ward.........see++-: ED ——— | | s, underslung eat; . Battery, mit with aale. \BBREVIATIONS: (continued). chain, silent chain. Controller, Location, u-seat, wnder seat: st-col, on steering column: u-plat, under platform: u-hood, under hood: btw seats, between seats. Drive, Gearing, First Reduction,s, Final Reduction, dbl chn, double chain; sp-bev, spiral bevel gears; plan, planetary gears; -f, to front wheels; -4, to all four wheels. Torque Taken By, t-arm; torque arm; sub-f, sub-frame; pdstl, pedestal: rad-rd, radius rods. Propulsion Taken By, rad-rd, radius rods: sub-f, sub-frame; pdstl, pedestal. Springs, }-ell, one-quarter elliptic; 3-ell, half-elliptic; 3-ell, three-quarters-elliptic; trans-x- transverse X shape or reversed elliptic. Control, Steer -1, to the left; -r, to the right: -c, in the center. Controller Lever, u-wheel, under steering wheel; |-seat, to left of seat; r-seat, to right of seat: btw seats, between seats, cent, center; l-plat, to left of platform. tion to the weight of the body, the cab and the crew. The term does not consider the weight of the unloaded vehicle, but only the load it can carry. The chassis price is the list price of the chassis, equipped with a standard seat or cab and all other standard equipment ex- cept the body, which is usually either se- lected from a stock of standard bodies or built to order, being charged for extra. Some makers, however, do not sell chassis not equipped with bodies, as indicated in the table by a small ‘‘c’’ following the price, representing that the price is for the complete vehicle. Some chassis are not listed with their natteries, as such a wide range of option is given the purchaser on battery equip- ment that the chassis and the battery are each priced separately. Different bat- teries sell at widely differing prices, ac- ‘ording to make and also according to type ind capacity of the same make. There- ‘ore, this year the same as last, a separate -cetaietentineienieetniamdintenel column has been provided for the price without the battery. NEW CAR FOR PONTIAC Detroit, Mich., Oct. 30—R. A. Palmer, organizer and director of business policies of the Cartercar company, from 1905 to February 1, 1912, has organized the Olym- pian Motors Co., at Pontiac, Mich. Mr. Palmer has associated with himself as exec- utives, Glenn C. Bull, who will be treasurer of the company; C. E. Callender, secretary ; and A. Manford Stryker, advertising man- ager. The Olympian company will build a car to list at less than $1,000. LENOX TO MAKE TRACTORS High Park, Mass., Oct. 30—Two tractors, one selling for: $4,500 and the other for $2,000, are being produced by the Lenox Motor Car Co. They will be known as the Lenox American tractor, and they will not interfere in any way with the building of motor ears by this company. The Lexox American large tractor weighs 12,500 pounds. Among the features of these tractors are four-wheel drive and steer, self starters, three speed gearset and patented worm and sleeve clutch. The company plans to build about 300 tractors the first season. CAR COMMISSION PIRATE. THRIVES Los Angeles, Cal., Oct. 30—A new type of motor car commission pirate has been detected here. He advertises he can sup- ply certain cars at an interesting discount. When the prospect calls, he ascertains the name and address and the kind of car pre- ferred. Then with this information he visits the agencies and seeks to peddle the prospect among salesmen demanding a split in commission. Of course, he has no way of obtaining a discount and reports to the prospect inability to get the car just at this time. But he has loosed a pack of bona fide salesmen on the prospect and if any of them lands him, Mr. Grafter gets his share.

Page 60

62 November 2, 1916 Adapting Ford Chassis for Truck Work Units for Conversion a New Industry—Beginning to

Develop for Other Cars

N offshoot of the purely truck-building A industry that is rapidly gaining im- portance in its field is the conversion of passenger cars into light commercial ve- hicles through special apparatus. At the present time this conversion is applied al- most wholly to Ford cars, but in some in- stallations it is extended to other cars of large production. The Ford chassis as it is turned out by the factory is designed to carry a nominal load of 800 pounds, but at the present time there are between 35 and 40 concerns turning out attachments for the purpose of increasing the carrying capacity of the Ford to 1 ton or over. The designs of most of these also contemplate such changes in the drive and suspension as will make the Ford chassis more applicable to commercial use under the heavier load. Thus it is pos- sible to produce a 1-ton truck at a lower price than it is possible to purchase any of the conventional 1-ton trucks. Usually Increase Wheelbase With perhaps two exceptions, all of these Ford adapters have the common char- acteristic that the wheelbase of the Ford chassis is increased to permit a longer body. However, the details of construc- tion and the manner in which power is transmitted to the rear wheels differs con- siderably among the various types. The adapting systems on the market

The Utility, a chain-driven adapter

The Smith Form-A-Truck, a chain-driven type now for Fords can be classified in five main groups, according to the portions of the Ford rear end assembly and frame re- tained in the chassis after its conversion. In the first class are those attachments in which the regular Ford frame is ex- tended by cutting it near its center and Ford Chassis Adapters Ames Mctor Car Co., Owensboro, Ky.— Ames-ton. Automobile Mfg. & Eng. Co., Detroit, Mich.—Evans. Chain-Ton-Ford Co., Philadelphia, Pa. Commercial Truckmobile Co., Chicago, iil. ee Motor Truck Co., Chicago, Detroit Truck Co., Detroit, Mich.— Tonford. Walter J. Forbes, Boston, Mass.— Forbes. Franklin 2-Way Converter Co., Chi- cago, Greb Co., ‘Boston, Mass. “ee = Diefenderfer Co., New York, -D. ee Co., Philadelphia, Pa.—Hud- or lowa Motor Truck Co., Ottumwa, la.— lowa. Jewett Car Co., Newark, O. Kelly Convertible Auto Truck Co., Chicago, Ill. — Motor Truck Co., Chicago, Mak-A-Truck Co., Chicago, III. Maremont Mfg. 'Co., Chicago, IIl.— Camelford. Maxfer Truck & Tractor Co., Chicago, lil.—Maxfer. Motor-Accessory Distributing Co., Boston, Mass.—Longford. No-Chain Truck Unit Co., St. Louis, Mo. ty Co., Philadelphia, Pa.—Ray- ord. Redden Motor Truck Co., New York, N. ¥Y.—Redden Truck Maker. Robinson Machine Co., Detroit, Mich. —Truckford. Rothweiler & Co., Seattle, Wash. Scott Machine Works, Seattle, Wash. Smith-Form-A-Truck Co., Chicago, itt.—Form-A-Truck. Staude Mfg. Co., E. G., St. Paul, Minn. —Mak-A-Tractor. Stewart Mfg. Co., Waterloo, la.—Uni- Truck, Swedish Crucible Steel Co., Detroit, Mich.—Olson. Ton-A-Ford Truck Co., Racine, Wis. Truck — Co., Seattle, Wash. a t. Union pared —_ Co., New York, N. Y —Un Utility Motor reek Co., Chicago, Iil.— Utility. Wenduerd Truck Attachment Co., Los Angeles, Cal.—Ton-Ford. Xtend-A-Ford Co., Philadeiphia, Pa.

an additional section of frame fitted, the stock axle and spring being used by length- ening the propellor shaft. In some de- signs the Ford frame is not cut but a new frame section is attached to its rear end and the stock axle moved back and the shaft lengthened. The second class, and the simplest is that in which the wheelbase of the Ford chassis is not increased, and the original axle is used with steel wheels whose housings are carried on roller bearings independently of the axle. Attached to the body are sup- plementary side springs which transfer the additional load to brackets on the wheel housings. Chain-Drive Foremost The third class comprised a telescoping or overlapping frame which carries at its rear end a chain-driven truck axle assem- bly. The stock axle is used as a jackshaft by fitting driving sprockets instead of the stock wheels. The fourth class consists of those de- signs in which the stock axle is used as a jackshaft of an internal gear drive, the load-carrying axle, suspension rear wheels and frame extension being attached as a unit. The stock wheels are removed and fitted with pinions which mesh with large internal gears fitted to the solid tire truck wheels. In the fifth class, the entire Ford rear axle is replaced by a complete truck axle gr < . *< “a ree , ; %%, gem ee ee LE RARER AER RIE LE REY cone S sine Specie n * Ae

Commercial Truckmobile, chain-diriven

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November 2, 1916 an ALTERNATIVE FRAME EXTENSION on Ny OOO ene i a ‘* -— — en ae. EXTENDED SHATT oe” — elie USUAL FORD WHEELBASE. Lyspaase a STEEL WHEEL | * cmaseer 2 FRAME EXTENSION —— = 5 | TORD AXLE ATTAHEDRR | (4, Uh TO FRAME AND USED /| ““=bAQy uy’ “AS JACKSHAFT Ses 7 a wie FRAME EXTENSION > ae x Ld . e . * 2 3 “ a Ses — wre “ 7 ~ ~ - > a FORD AXLE 4 i yf} | BOLTED TODEAD Sc > / / AXLE AND USED es AS INTERNAL CEAR JACKSHATT a eS Y eras FRAME EXTENSION oe ee a nee ne ome +. 5| EXTENDED SHAfT INTERNAL. CEAR OR ; WORM AXLE SUBSTITUTE : FOR FORD AXLE Pe ee tats : i 1 e k The five general types of Ford adapters, classified according to what parts of the Ford are retained in the converted vehicle, shown in elemen- tary side and perspective sketches to indicate the changes made. Ford wheelbase is increased in all five classes except the second. The shaded portions indicate those parts which are added. Note that the In No. 1 the Ford rear azle and spring are retained. The wheelbase is in- creased by the introduction of a frame section either at some point near the center or at the extreme rear. An additional piece of driveshaft of the same length as the increase in the Ford wheelbase is used to transmit the power to the rear agzle. In No. 2 the additional load capacity te taken care of through the use of steel wheels with housings carried on roller bearings independent of the Ford aazle, which is used intact. Sup- plementary side springs attached to the body are employed. In No.3 the Ford azle is used as a jackshaft for a chain-driven rear-end truck as- sembly in unit with a frame extension. In No, 4 the Ford azle is employed as a jackshaft for an internal-gear azle unit. In No. 5 the entire Ford rear end is replaced by a truck frame addition and azle which may be driven either by worm or internal gears assembly with some form of telescoping frame. In this class the final drive is either by worm or internal gears. In the first class of adapters, in which the Ford rear axle and wheels are used in- taet in the converted vehicle, the addi- tional load-carrying capacity of the latter is usually provided for by the introduction 0: additional leaves in the rear spring, a truss rod for the axle housing and the fit- ting of strengthening cross-members in the aided frame section or in the Ford frame itself, Aside from the mechanical construction of the five types, those of the various makes which use clamps or bolts instead of rivets for the attachment of the adapter may be removed from the Ford in a relatively short time, provided the discarded Ford parts in each particular case are not disposed of. Likewise, those which use some form of clamps for at- tachment and some of those which use rivets may be fitted to the Ford chassis in less than 1 day. Most of the adapter makers supply only the adapter parts, leaving it to the purchaser to have he Ford converted un- der his own supervision and to dispose of the Ford parts eliminated, although at least one maker will furnish the complete adapted vehicle. Frame Extensions Forbes—Walter J. Forbes, Boston, Mass.— The Forbes commercial converter comprises patches which are placed at about the mid- dle of the Ford frame, the joints being of the lap type, securely riveted and swedged to a tight fit. The rear assembly is not

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Chain-driven adapters—Reading from the top down, Truckford, Tonford, Maafer and Evans affected, except that an extra length of shafting is provided and also an extension torsion tube which is rigidly fastened to the Ford torsion tube at its front end and an- chored by a globe joint to the yoked cross member. Running boards are extended and braced. One extra leaf is inserted in the rear spring. Wheelbase, 136 inches; gear ratio, 3.63 to 1; price, $1'-0. H-DO—Hayes-Diefenderfer Co., New York— This simple attachment fastens to the rear end of the regular Ford frame by clamps, and does not require the removal of any frame parts. The Ford torsion tube, drive shaft, rear axle and spring are detached asa unit and moved back to the end of the ex- tension and there attached. The connection is attained by an extension torque tube bolted to the gearset at the front and toa yoked cross member bolted to the Ford frame. The H-D is made in two lengths for 15- and 30-inch extension. Wheelbase, 115 and 130 inches; gear ratio, 3.63 to 1; price, $55 and $60. Longford — Motor-Accessory Distributing Co., Boston, Mass.—This outfit is applied to the Ford by overlapping an extended rear frame over the regular frame, forming a tele- scoping joint at the middle of the assembly. The rear cross member with the rear spring and axle is moved back to the end of the ex- tension, an extension shaft is inserted and a yoked cross member replaces the standard cross member, at the back of the old frame, trusses are applied under both frame reaches and under the axle and two leaves are added to the rear spring. Auxiliary Hubs, Etc. Olson—Swedish Crucible »Steel Co., De- troit, Mich.—The Olson device consists of a pair of special rear wheels with independent external bearings which depend from the November 2, 1916 body through the medium of semi-elliptic auxiliary springs. The entire extra body weight is taken by the auxiliary side springs, which have no connection either with the frame of the chassis or the axle. Steel wheels are standard, but wood ones will be supplied to order. The wheel and hub are applied by removing the wheels from the axle and inserting the cast-steel bracket back of the brakes. The Olson wheels are then applied, and the springs, which pivot to brackets, are bolted to the bottom of the body floor or sills. Auxiliary radius rods are provided. Price, $65. Wheelbase, 105 inches; gear ratio, 3.63 to 1. Camelford—Stewart Mfg. Co., Chicago— This attachment strengthens the rear end of the Ford chassis without changing it materially. A horseshoe-shaped yoke is bolted to the end flange of the housing through the bolt holes of the radius rod on one side and the brake band stud on the other side. To the yoke is attached the spring chair and pad for the semi-elliptic springs and hangers, which are to support the truck body. The Camelford can be in- stalled in 2 hours and makes possible the use of a body 6% feet long back of the seat. It weighs 110 pounds complete and gives a %- or 1-ton capacity for $40. Chain-Driven Types Smith Form-A-Truck—Smith Form-A- Truck Co., Chicago—This adapter retains the standard axle by cutting off the brake flanges and bolting the axle to brackets on the auxiliary frame so it becomes a jack- shaft. The brakes are in the rear wheels, connected with the standard hand lever. An added feature is a sight-feed oiler for the motor. This is used because of the more stringent duty imposed by truck use. The Smith device is provided with a helper spring over the rear axle. Price, $350; wheelbase, 125; gear ratio, 75/11 to 1. Maxfer—Maxfer Truck Co., Chicago—Few changes are made in the Ford chassis in equipping it with this attachment. The de- vice is of the chain-driven class, with the standard axle, unchanged, as a jackshaft. It has the usual frame extension of full length and standard tread. The latter feature is made possible by the use of a bell sprocket, which brings the teeth back over the brakes. Price, $350; wheelbase, 125 inches; gear ratio, 7 to 1. Ton-A-Ford—Ton-A-Ford Truck Co., Racine, Wis.—This convertible extension is attached without extra drilling of the Ford frame. The original rear wheels are re- moved, and one-piece sprockets are fastened to the axle, being housed in the housing of the extension. Double driving chains are then attached to the sprockets and rear wheels. An added feature is that the chassis may be used for a pleasure car body as well as for the extension, which can be slipped out and replaced by the Ford pleasure car parts in less than an hour. The extension weighs about 1,000 pounds and has a capacity of 1% tons. The wheelbase is 127 inches. A specially designed I-beam rear axle prevents buckling. Tonford—Detroit Truck Co., Detroit, Mich. —Drilling four holes in the Ford frame per- mits the Tonford to be attached. The rear spring must be removed, the extension brought up and bolted to the Ford frame, the rear axle bolted to the jackshaft hangers on the extension frame, the rear wheels con- nected and the application is complete. The Ford axle serves as the jackshaft for the double chain-drive. Price, $325. Commercial ‘Truckmobile — Commercia! Truckmobile Co., Chicagc—This adaptor adds a rear unit of the chain-drive type in which the stock Ford axle is used as a jack shait and the frame is extended, the extension being very wide and strong. The feature of

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ne oOoOd@qDoodgewvweoe™ .lC kh lc(‘( i oo @D +t et, es. tio, Oe 1 is ord re- ned r of are rear ssis well yped car sion city . A ents lich. per- rear sion ame, gers cori- The . the reial adds vhich shait nsion ire of November 2, 1916 the attachment is the method of rear sus- pension being an arched transverse spring in combination with heavy side springs so that the load is balanced over these springs. Price, $325. % ; Truckford—Robinson Machine Co., Detroit, - Mich., and Eastern Truckford Co., Inc., Buf- falo, N. Y.—The Truckford bolts directly over the Ford chassis and can be attached by two men in 2 hours. If desired, it can be re- moved and the original Ford body replaced, as no change is made in the chassis, except that the original rear wheels are removed and the axles used as jackshafts for the chain-drive over the rear wheels of the ex- tension. Detached, the weight is 875 pounds. It gives a capacity of 1 ton in a loading space of from 8% to 11% feet back of driv- er’s seat, according to style of body used. The price is $350, with a 3-months’ guaran- tee against defects in material and work- manship. Redden Truck Maker—Redden Motor Truck Co., Detroit, Mich.—This is of the double chain-driven type. The Ford axle is used as a jackshaft and is mounted on the auxiliary frame. The frame is slightly wider than the Ford and is telescoped over it and made fast with bolts. The only change in the Ford is the removal of the rear springs and attach- ment of radius rod brackets in their place. Price, $350; wheelbase, 132 inches; gear ratio, 7 to 1. Dearborn — Dearborn Motor Truck Co., Chicago—Full length frames are used on this attachment, the extended frame being 32 inches wide and 4 inches deep. It is necked in at the front, where it bolts to the Ford frame on each side of the engine. The other place of attachment is at the rear of the stand frame. Here, the standard axle is at- tached, the Ford spring being discardeli. A helper spring, in addition to half-elliptics on the adapter, is mounted on the rear axle. Price, $350; wheelbase, 108 inches. Evans—Automobile Mfg. & Engineering Co., Detroit, Mich.—The auxiliary frame does not extend quite to the dash, from whence it flares outwardly, so that its widest portion is at the extreme rear. The auxiliary springs are platform construction. The Ford axle and cross member are both retained, together with the V radius rods to brace the standard axle jackshaft. Wheelbase, 135 inches; ratio on high, 6% to 1; price, $350. Franklin 2-Way—Franklin 2-Way Con- verter Co., Chicago—None of the Ford parts are altered in this device. The extension frame lies entirely away from the Ford frame To the left is the Olson, es Reading from the top down, Ton-A-Ford, Redden and Kelley. The first two are chain-driven; the last, shaft-driven and is secured to it by bolts. Brackets hold the axle to this frame. A helper spring is used over the solid rear axle of the unit. Price, $345; wheelbase, 127 inches; 7% to 1 gear ratio. Union—Union Truck Mfg. Co., New York— The Union attachment, while of the chain- driven type, differs from the others in that the Ford axle does not remain intact, but is (Continued on Page 69) auciliary hubs; right, the Iowa, shaft-driven

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66 November 2, 1916 Rapid Growth of Trailer Industry Over a Score of Concerns Manufacturing These HE growth of the trailer industry b Sproat as one of the conspicuous de- velopments of the motor truck industry of the last 2 years. The trailer business existed many years previous to 1914 but its production development and the in- crease in the number of concerns manufac- turing trailers belong to the last 2 or 3 years. The trailer industry is rapidly attaining the stature of a growing industry. There are today over a score of concerns manu- facturing trailers for use with motor trucks and passenger cars. True, many of these concerns are new, a few have been getting under headway this year and although some have scarcely entered on production, they must be counted. Recently a meeting of trailer manufac- turers for the purpose of forming a na- tional association was held, and the forma- tive steps of such an association are now under way. Nothing assists a new and growing industry like an association, but it will be necessary for such an association to work in close contact with truck organi- zations in order that both tractor and trailer develop to mutual advantage. Future Not Definitely Known The stature of the trailer industry today is not definitely known. It has been esti- mated by trailer makers that there are today between 10,000 and 15,000 trailers in use in the U. 8S. A. This is a wide range for so small a total and Motor Age does not stand back of the figures other than as being given by some trailer makers. The history of the trailer industry goes back several years, Knox being the first concern to take it up seriously with its three-wheel tractor design now so familiar all over the country. The Knox pioneer- ing was done by C. H. Martin, at that time with the Knox organization, and now president of his own company, which manu- factures a fifth-wheel device for trailer attachment and small trailers. Following the early Knox development other work was taken up in different sec- “tions, so that today an industry is with us, an industry working for its own self-con- trol and an industry that has a useful fu- ture ahead of it. Trailers are being manufactured today in capacities ranging from 600 pounds to 7 tons and some special ones for higher ca- pacities. There is a general standard of trailer capacity best suited for truck use; thus a 5-ton truck uses a trailer of equal capacity. The same applies to trucks of smaller capacities, but when you get to truck capacities of 1 ton and under you frequently find trailers of greater capacity used. A fair standard of trailer load is to have it the same as the truck load. Of the 10,000 to 15,000 trailers in use today they are not found in any special sections of the country or in any special industries or in use with any special makes of trucks. Their use is general. They are practically suitable for all industries and can generally be used in all industries. Deep mud, slippery road surfaces and deep sand naturally present conditions not fa- vorable to a trailer use, but they are used in such conditions. It is only reason- able to acknowledge that a 5-ton truck will travel faster through deep sand when it is carrying its own 5-ton load than when it is carrying an additional 5 tons on a trailer, which it must haul along. The same applies to deep mud and to slippery hills, due to ice or other unusual condi- tions. The trailer can be used in such cir- cumstances but speed is naturally cut down a great deal. | A canvass of the field in which trailers are becoming quite general in use gives in- dustries of all kinds. Among them might be noted wholesale drug houses in large cities, large department stores, milk dis- tribution people, creameries, electric light and power concerns, telephone organiza- tions, contractors, plumbers, gas compa- nies and farmers. To this might be added tourists, who are large users of light trail- ers for carrying camp equipment and bag- gage. There is at present much debate in con- nection with the efficiency of trailers. Like every other question, there are two sides to it. The trailer manufacturer has been up to the minute in collecting cost figures on the use of trailers in different fields of work. On the other hand, truck users have been experimenting as to what are the most favorable fields for trailer use. Trailer manufacturers cite from actual use, show- ing how trailers have cut the cost per ton mile from 6.6 cents to 5 cents. They show how a single truck has been able to handle 18 tons per day over a 56-mile trip, as compared with a trailer handling 31 tons over 48 miles. It can be seen that the trailer has reduced the speed approxi- mately 15 per cent, but the load carried has been nearly doubled. From the consumers’ viewpoint varying results with the use of trailers have been obtained, but all show a perceptible in- crease in efficiency. A recent example was that of a contractor making the excavation for a large public building in the heart of the city, where traffic was heavy. It was Luggage Carrying Auxiliaries en found in such case best to use a 5-ton truck with 5-ton trailer during the day and to use the 5-ton truck alone, or without the trailer, at night. Under this arrangement the efficiency was the same during day hours as at night. During the day, traffic was slow, congestion very great and the truck could handle its own load, plus that of the trailer, at the speed of street traffic. At night, when the streets were practically empty, the truck could make its regulation speed, and it was found advisable to oper- ate the truck as a unit alone. This exam- ple is illuminating in that it points to a great field of trailer usefulness, namely, in congested sections where a truck cannot operate at its intended speed. One of the great advantages of the trailer is the time saved in loading. A large concern, operating several trucks or tractors, can have a number of trailers, some of which are always at the loading platform while the trucks are at work. One large grocer uses six trucks and nine trail- ers. By this system he has cut his load- ing time from 2 hours to 5 minutes. In- dividual trucks were a failure, due to loading delay, but now trucks have en- tirely replaced horse equipment because of the trailer cutting down the lost loading time. What this grocer has done is being done in other industries, The trailer is particularly adaptable to all lines of work. Boon in Certain Instances There are some industries in which the trailer is a particular boon to the con- sumer, namely, where the goods of rela- tively light weight and great bulk have td be carried. On the other hand, we find trailers equally efficient in the transporta- tion of road material, ete. It cannot be argued that they are for any particular field of work, but rather that they are for all fields. Trailers, according to design, are di- vided into three divisions, as follows: a—Four-wheel trailers. b—Two-wheel trailers. c—Semi-trailers. The two-wheel trailer has the load bal- anced on its axle. The semi-trailer als uses two wheels but the load is not bal- anced over its axle, rather the front end of the load rests on the tractor vehicle, whether that be a separate tractor or a motor truck. This semi-trailer type is that design brought out by Knox, and is now manufactured by many other con- cerns. : The four-wheel trailer has a large pos- sible field of utility and can be used in practically any service. It can be made

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°, ° we VV OY wet Ne Ot s “& @® November 2, 1916 in wheelbase lengths to meet conditions; in fact, it is flexible in all load-carrying respects. Four-wheel trailers are at pres- ent found in all kinds of industries, such as road construction, breweries, motor car factories, general transportation lines, foundry work, lumber, tobacco industries, ete. The attachment of trailers does not offer any serious difficulties, either when used in connection with motor trucks or pas- senger cars. It is generally conceded that the trailer must be pulled through a draw- bar, which attaches between buffer springs, so that when starting or stopping any consequent jar is absorbed by these springs. This not only prevents the trans- mission of unnecessary strains to the trac- tor vehicle but also saves the trailer. With semi-trailers, where the forward end of the load rests directly upon the tractor vehicle, there is not any necessity for springs, the weight resting on the fifth- wheel construction. Reversing the Trailer The question of reversing with a tractor is an important matter when operating in congested zones, narrow streets, alleys, etc. With a semi-trailer, reversing the load into any position is as easily done as with a team of horses. With a four-wheel trailer the ability to reverse calls for spe- cial construction. There are trailers which steer through all four wheels and you can back up with them the same as with 4 unit car. There are other trailers, known as reversible types, with which, when you are backing up with them, you require an additional person to steer the rear wheels of the trailer. C. H. Martin, president of the Martin Rocking Fifth Wheel Co., which manufac- tures semi-trailers for Ford cars and a rocking fifth-wheel device, states his com- pany has 400 semi-trailers in use at pres- ent and approximately 800 fifth-wheel at- tachments, all of which has been done since March, 1916. The work is being done 67 by contract, the bodies being built by dif- ferent wagon factories all over the country. The Troy Wagon Works Co. started its trailer development movement in 1911, test- ing its vehicles for 2 years before market- ing them. To date 500 installations have been made in this country and many in foreign lands. These trailers are used on more than fifty different makes of trucks. These trailers range from 1% to 5-ton capacity and have reversible and non- reversible features. The Watson Wagon Co. has built ap- proximately 500 of its trailers and has ¢a- pacity today for fifty a week. The greater part of its work is building semi-trailers to be used with the Watson tractor. Wat- son trailers are used most in connection with repeated hauls over distances of 3 to 10 miles. In this service the company claims that cost per ton mile can be re- duced approximately one-half. The Detroit Trailer Co., Ine., claims to have produced 2,000 trailers to date and to have capacity for two four-wheel trail- ers and four two-wheel trailers per day. Its trailers range in capacity from 1%, 3 and 5 to 7 tons. The Miami Trailer Co., marketing light trailers with capacity from 800 to 1,250 pounds, builds these in two-wheel and four- wheel types. The company has built up to date over 2,000 trailers and has factory capacity for 200 per month. The company claims that the extra cost of operating a trailer does not exceed 10 per cent of the original cost. The Warner Mfg. Co., which began in the trailer field manufacturing light types, will be ready in a few weeks to make de- livery on its heavy types with such ¢a- pacities as 2%4, 4% and 7 tons. Its light trailers have found varied use in connec- tion with passenger cars. Light trailers have a multiplicity of uses with farmers, dairy firms, ete. Sechler & Co. began construction in the early part of 1915 and started work dur- ing the present year. The company has factory facilities for an output of fifty a day. Models of all kinds are manufac- tured, with capacities from 1,250 pounds up. These trailers are of the four-wheel type, and suitable for all types of bodies and all kinds of service. Fox Bros. & Co. report having manufac- tured 200 trailers to date and to have a capacity of five per day. The trailer is a two-wheel design, intended for attachment to passenger cars. It has a capacity of 1,200 pounds. : ATLANTIC HIGHWAY READY New York, Oct. 27—First to be com- pleted of the big border-to-border routes will be the Atlantic Highway, according to figures recently compiled by the Touring Information Board of the American Auto- mobile Association. East of Portland, Me., and from Quebec, Can., to Miami, Fla., there is now less than 100 miles of unfinished highway, in this distance of more than 2,000 miles. Of this 100 miles there has been about 11 in Virginia, di- vided into three sections, that was. vic- ious, with none of the balance particular- ly bad. : The Washington Bureau of the Touring Board now reports that a new road has been completed for one of these sections; a second section is now being rapidly put into good traveling condition, and the contract let and work started on the third section, which was the worst of all, being that section known all over the country as the Choppawamsic swamp. GATHER CORN BY MOTOR Bloomington, Ill., Oct. 28 — Up-to-the minute farmers of central Illinois, are gathering the new crop of corn in motor wagons. They have fitted up boxes upon the chassis of second-hand cars, and go through the fields, gathering the ears of the ripened grain. WHEN AEROPLANE AND MOTOR CAR COLLIDE | Lieutenant Wheeler in an army aeroplane struck an air pocket in a California flight and wrecked three cars

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68 lectrical Lquipment Ste Motor Car - Sy Dav t@ PenneNMoreton & Darwin S Hatch. November 2, 1916 Editor’s Note—Herewith is presented the nineteenth installment of a weekly series of articles which began in Motor Age issue of June 29, designed to give the motorist the knowledge necessary to enable him to care for and repair any and all of the electrical features of his car, no matter what make or model it may be. At the conclusion of this series, ‘‘ Electrical Equipment of the Motor Car,’’ with additions, will be published in book form by the Class Journal Co., Chicago, in a size to fit the pocket conveniently. WHAT HAS GONE BEFORE The fundamentals of electrical circuits of the motor car were explained through their analogy to water systems and the relations of current pressure and resistance brought out. This was followed by an explanation of series and multiple circuits, and how slectricity is made to do work in lighting, starting, signalling, etc. Calculating the capacity of a battery for start- ing and lighting and the cost of charging storage batteries and determining the torque a starting motor must develop were explained. Action of primary batteries and dry cells was taken up and the best methods of connections. A separate section was devoted to the makeup and action of lead and Edison storage batteries, and another to the care of lead batteries in service and best methods of charging them. Magnets and electro-magnetism then were considered and the principles of gen- erators and motors explained. A section on generator output was followed by one on the purpose and operation of the cutout. Part XI1X—Regulation of Generator Output S previously explained, the output of a generator in watts is equal to the product of the current in amperes the generator is delivering and the pressure in volts between the terminals of the machine. Either the current or pressure may vary in value, the other remaining practically constant, or both may vary in value. In the majority of cases, however, an attempt is made to maintain either the pressure, frequently called the voltage, or the current practically constant in value, thus giving two main types of systems known as the constant-voltage and constant-current systems, respectively. There are four different methods of regulating the output of a generator and they may be classified as follows: (a) Inherent Regulation. This type of regulation is that ob- tained as a result of the characteristics of the generator without the use of any moving parts. In this class are included cumulative and differential series field windings and a type of generator hav- ing one or more brushes in addition to those required in delivering a current to the battery and known as a third-brush machine. The SHUNT SERIES SHUNT SERIES Sa Pee ene | mab ye s ee 4 S 3 : : Reameo« Sor ere = ae : SWITCH LAMPS pees Sg eo = BATTERY > BATTERY. Fig. 135—Regulation pro- Fig. 136—Regulation pro- duced by cumulative action of series and shunt fields. The sertes field carries only the cur- rent supplied to the lamps series and shunt fields. series field carries the total cur- rent supplied by the generator duced by differential action of The field current for the shunt winding is taken from this third brush and one of the main brushes. (b) Electromagnetic Regulation. This type of regulation is produced by the action of electromagnets which may act to increase the resistance of the shunt field circuit or to open the field circuit or to change the connections of the field windings. (ec) Mechanical Regulation. This type of regulation is produced by the action of centrifugally operated governors which may act to prevent the speed of the generator increasing above a certain definite value or to insert a resistance in series with the field wind- ing or in series with the generator and the battery. (d) Regulation by Ampere-Hour Meter. This type of regula- tion is produced by means of an ampere-hour meter, which changes the resistance of the field circuit, depending upon the number of ampere hours that may pass into or out of the storage battery. All the above types of regulation are found in many different applications and in combination with each other, giving rise to numerous distinctive types as used by the different manufacturers of motor car generators. Cumulative Action of Series and Shunt Field Windings When the magnetizing action of the current in the series and shunt field windings of a generator are both in the same direction, the action is said to be cumulative, and the generator is called a cumulative compound-wound machine. A compound-wound machine of this kind is used in combination with a constant-speed machine. A good example of such a combination is found in some of the older types of equipment manufactured by Gray & Davis, in which the generators were driven at a constant speed by means of a cen- trifugal clutch. A diagrammatic scheme of connections for this type of regula- tion is shown in Figure 135. When there are no lamps lighted, the shunt winding is acting alone and sufficient pressure is generated in the armature winding to overcome the pressure of the battery and produce a charging current. When the lamps are turned on, the current through them passes through the series field and in- creases the magnetic field in which the armature is rotating, thus increasing the electrical pressure generated. By a proper adjust- ment of the turns in the series field in relation to the current taken by the lamps, it is possible to cause the generator to carry the lamp Se) wi cu €0] sal wil alte Thi of ; regi and accc aux! leng fron over be t chas men ratic Ut cago Ford The no a the : brac] fende the ; $350; to 1. Wo Co., - well : chain tends rear 126 ir $350. Wr Seatt!

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ish 18 ase uit iced act tain rula- nges r of arent e to urers ings ; and etion, led a ichine chine. older th the 4 cen- egula- 2d, the erated yattery ed on, nd in- x, thus adjust- t taken 1e lamp November 2, 1916 69 load and to continue to charge the battery at the same rate it was charging the battery before the lamps were turned on. Differential Action of Series and Shunt Field Windings When the magnetizing action of the current in the series and shunt field windings of a generator are in opposite directions, the action is said to be differential, and the generator is called a differ- ential compound-wound machine. A good example of inherent regu- lation in which the shunt and series fields produce opposing mag- netizing effects is found in one type of equipment made by the Auto-Lite Co. A diagrammatic scheme of connections for this type of regulation is shown in..Figure 136. The action in brief is as follows: The voltage of the machine is built up with an increase in speed and shunt field current until the cutout connects the gen- erator to the battery. After this connection is made, a current will be established in the series field winding in such a direction that its magnetizing action is opposite to that produced by the shunt field, and hence the magnetic field is weakened. With a further increase in speed there will be an increase in generated pressure in the armature of the generator, which will cause an increase in the value of the current produced in the series winding and battery and also an increase in the current in the shunt field winding. Since the magnetizing action of the series field is opposed to the magnetizing action of the shunt field, the increase in generated pressure due to an increase in speed will not be as great when both fields are acting as when the shunt field is acting alone. In this case all the current supplied by the dynamo passes through the series field winding. Bucking Series Field Winding The bucking series field winding is really a differential or reversed series field winding, the only difference being that the series field winding does not carry all or necessarily a definite part of the current delivered by the generator. The operation of the bucking coil may be explained by reference to Fig. 137, which is exactly the same as Fig. 136 with a coil of iron wire W connected in parallel with the series field winding. The resistance of iron wire increases (Korondcr

SHUNT SERIES : ~ — | RR ae a8 RS om Sa Bhs XS Gane Rey Sica : Se Rice A nee Rae eee hee a tes RCS CORK Bons | Sein ni inane oe A - z . Bes saniegestotatets p89 eit ‘ Py BSNS . oes es er ete : 3 ¢ Boe > cx "BATTERY

Fig. 137—Regulation produced by bucking-coil. A coil whose resistance changes with temperature is connected in parallel with the series field, which acts differentially with respect to the shunt field. Here the shunt is shown connected directly across the brushes for simplicity, but in practice the terminal shown here connected to the upper brush is connected to the battery line be- tween the battery and the juncture of the series field and ballast coil. This gives @ more even pressure with an increase in temperature and this increase is very rapid after a certain temperature has been reached. Now, when the current delivered by the generator is small practically all the current passes through the coil W, as its resistance-is much less than the resistance of the series field winding. As the current delivered by the generator increases, the temperature of the iron wire will in- crease. Hence, there is an increase in the resistance it offers, and as a result, a larger part of the total current delivered by the gen- erator will pass through the series field winding. This increase in current in the series field prevents as large an increase in generated voltage as would occur if no series field were used. When the current supplied by the generator is reduced, the temperature of the iron wire is lowered and the division of the total current between the series field and coil W is restored to its previous value. This system of regulation is used on some of the equipment of the Bosch Magneto Co.; also on the equipment of the Rushmore Dynamo Works, which is now a part of the Bosch Magneto Co. NEXT WEEK The next installment of the series on Electrical Equipment of the Motor Car will take up the opera- tion of the third-brush machine. Adapting Ford Chassis for Truck Work altered to adapt it to the Union alteration. This alteration consists of the substitution of a special pair of axle shafts for those regularly found on the Ford, special bearings, and the reaming out of the axle housing to accommodate the larger bearings. The auxiliary frame extends nearly the entire length of the standard frame and is riveted front and rear. There is a helper spring over the rear axle. For cash the unit may be bought for $350 and applied to the Ford chassis for $720. There is also a time pay- ment plan. Wheelbase, 125-150 inches; gear ratio, 7 to 1 or 9 to 1; price, 9850. Utility Unit—Utility Motor Truck Co., Chi- cago—This type is chain-driven with the Ford rear axle serving as a jackshaft. The frame telescopes that of the Ford and no alterations are needed except to remove the rear springs and attach the jackshaft brackets to the Ford axle, to remove the rear fenders, and to connect the foot brake with the rear wheel brakes of the unit. Price, $350; wheelbase, 125 inches; gear ratio, 7.1 to 1. Woodward—Woodward Truck Attachment Co., Los Angeles, Cal.—For Ford and Max- well chassis, the Woodward is of the regular chain-drive type. The Woodward frame ex- tends forward to the radiator. The Ford rear axle brakes are retained. Wheelbase, 126 inches; gear ratio, 6.7 and 8 to 1; price, $350. Wright—Wright Truck Attachment Co., Seattle, Wash.—This is of the chain-driven (Continued from Page 65) type, employing the Ford rear axle as a jackshaft and having sprockets which at- tach to the axle ends interchangeably with the Ford wheels. The frame extension ex- tends from the radiator back, widening out at the dash. In the brake system the con- nections between the brake lever and the internal brakes on the Ford axle are not ‘dis- turbed, the brakes in the rear wheels being operated by the pedal. Timken bearings are used in the wheel hubs. Wheelbase, 122 inches; gear ratio, 7 to 1; price, $350. Uni-Truck—hTe Stewart Mfg. Co., Water- loo, Ia.—The Uni-Truck telescopes the Ford frame and can be attached by a mechanic in 2 or 3 hours. It has a chain-drive from the Ford rear axle, which acts as a jackshaft, to the rear wheels. The frame is a heavy 4-inch channel section riveted and reinforced by gusset plates. The gear ratio is increased to 1 to 7 and the truck has a speed of from 12 to 16 miles an hour. Approximately 90 per cent of the load is carried on the rear axle. The frame has a capacity of 1 ton and costs $350. Shaft-Driven Type Kelley—Kelley Convertible Auto-Truck Co., Chicago—The choice of worm or internal- gear drive is offered buyers of Kelley adapt- ers. The device is attached without drilling holes. It has a pressed-steel frame and telescopes with the frame of the chassis and extends only part way forward. Variable wheelbases are offered and the attachments are applicable to Fords, Maxwells, and Chey- ‘rolets. Price, $365; wheelbase, 127 inches. Hudford—Hudford Co., Philadelphia, Pa.— Shaft-drive by internal gears features this device, which comprises an auxiliary frame bolted to the Ford frame alongside the motor, from whence it flares outwardly and back, being bolted to the standard cross member at the back. The standard axle and spring are discarded, a Russell internal-gear driven axle and side half-elliptics being em- ployed instead. The Ford torsion tube and driveshaft are also dispensed with, a single tubular shaft with two universals being sub- stituted. Price, $360; wheelbase, 122 inches; gear ratio, 6 to 1 or 7 to 1; price, $325. Rayford—Rayford Co., Philadelphia, Pa.— Two very different forms of adapters are marketed by this maker. One is a chain- drive, the other an internal gear-driven form of unusual construction. The latter uses a dead axle, similar to those on chain-drive trucks, but with internal gear rings in the axle instead of sprockets. The Ford axle is used as a jackshaft, but instead of being bolted to the frame, is bolted to the axle and drives the wheels by gear pinions meshing directly with the internal-gear rings on the wheels. The chain-driven type has the fea- ture of standard tread, attained by: the use of inward-extended sprockets on the ends of the Ford axle, these sprockets being inter- (Concluded on Page 77)

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Tells Her Troubles to an Interviewer 6¢¥’M FRENCH tuckered out,’’ | sighed Madame Fashion the other day, when being interviewed as to the probability of a special closed-carmel coat for winter motor- ing. As she spoke she sank exhaust- ed into her chair just recently up- holstered in all the new colors of the season and stretched one hand grace- fully across the new duvetyn surface of the bronze-toned desk, where lay several books of her relatives. She was gowned in a delicate burnt orange chiffon with minute knife plaits interlaced with sky blue beadings and — she had just come from her twin six—with the other hand languidly unbuttoned the sump- tuous fur-embroidered motoring coat designed the night before and just then making its debut. ‘*Let a person work day and night for the ungrateful public, and she gets the same thanks she would if she did nothing — none!’’ she ex- claimed further, absent-mindedly picking up a book of her relatives and turning them in review before her. ‘‘Since so many women posi- tively live in their cars I have done everything, both reasonable and un- reasonable, to make their existence a joy and a blessing. Coats and hats—both have received my per- sonal consideration. -So successful have been my attempts to make the woman motorist a personal tri- umph, all the coat wearers and hat users have begun to ask for some- thing to motor in, whether they mo- tor on tracks or at pleasure. ‘*No other season has seen more versatile an offering than this sees now. And I, the originator, the in- ventor, if you please, of this suc- cess must hear that the styles of my coats and hats are ridiculous, overdrawn and extreme in the least.’’ New Design Soon : Madame Fashion was interrupted at this point by a designer who wished an O. K. on a motor hat showing a jockey bill and a mole head trimming. Upon glancing over the sketch, after proper in- vitation, of course, the interviewer missed something from the general makeup. It was the eyes of the mole. But this, the draughtswoman pointed out when called on to do so, is not being done this season at all. 7O Omans Shown by Garment Specialty Co., New York City Almost needless to say, the design re- ceived Madame Fashion’s approval. Few advance styles fail to do so, for woe be it unto the designer thereof if the sameness is such as to render any entrant for the vogue race ineligible. That, also, is not being done this season. November 2, 1916 10 wpoint s . New Motoring Coats Show Clever Use of Many Gathers ROBABLY the newest point about the new motoring coat is the clever handling of the fullness. It does not give the effect of an ex- treme flare as it did last year and is so well handled it gives the new silhouette of long, straight lines to- gether with fullness. Jllustrated on this page is an attractive coat which is quite new in several respects. One may be slender or not slender, as one pleases, and yet wear this coat of wool velour with practically the the same result. The coat is of a length extremely popular this year. It is a bit longer than three-quarters and yet shows the hem of the skirt. The cape is its particular claim to distinction. The fullness of the side sections are subdued by clever cutting and ar- rangement. Ruffled, as it is, just below the hip, most of the flare lies below the ruffle. The belt section further confines the play of the full- ness, and the fitted section of the back carries out the idea of reserve in flare. Though the belt is placed almost at the exact waist line, one gets the effect of the long waist Paris is preaching and practicing this year. This effect is heightened by the yoke effect obtained in the treatment of the skirt of the coat. The model is by Georgette and is nade of brown wool velour. A large seal collar and cuffs give smartness and that luxurious, hot-house appear- ance sO much in evidence on the streets of this season. The coat closes high about the neck. The eollar, like its fellows of the new fashion, does not hug the neck too closely, but gives a stand-offish im- pression. The fur cuffs are deep, but do not come to the bottom of the sleeves, another new note. While approving, however, Dame Fash- ion, in her own pleasing little way, apolo- gized for the relation between the new design and the adaptations of Mother Na- ture’s originality—the jockey bill and the mole head. ‘‘There are some people,’’ quaintly pro- pounded the arbiter, ‘‘even among women motorists, who have in their minds’ eyes something unrecallable, which, unconscious- ly, they look about for in the selection of que flu col wh: shr or cru the vie gul ion of quiz line tori carr the of ] clos est | was had mod Tl that wom Dam Th Was! ers r havi: her t othe: daint this desig sensi ally [Ours Th vas | oast

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\y eae ™ ke is rge ess ‘ar- the oat The new too eep, . of ash- 0lo- Na- | the pro- omen eyes *10USs- on of November 2, 1916 hats to buy. They may never know what it is they are seeking. This design will satisfy many, with its jockey bill and mole head. Others will find others. For I, too, have my preparedness and few are unable to find their own peculiar fancies if they search long enough.’’ The environment was ideal for new ideas in bonnets and coats. Irish frieze hung at the windows, through which the golden light filtered to the new blue velour that covered the floor. Silken overhangings of charmeuse and Radium lent finish to the window casements, while the walls were covered liberally with draperies of all kinds, among them velvets, silk jersey, satin, crepe, ermine and serge. Colors of many hues adorned the draperies. Orange made room for blue, and red, yellow and green were there. And over all harmony of an expert’s treatment reigned. Madame Dislikes Standard Clothes Madame, perhaps, does not care for standardized dress, it is suggested by the wily interviewer, who would lead to other questions. The mere mention creates a flurry. Madame is again exhausted. The colors pale, while the beautiful cloths, for whom standardization meant certain death, shrank to the walls. One style, one cloth or maybe two, ruffles gone and foibles crushed by straight cut, shapeless lines— the subject was too painful for the inter- viewer to press, and haste was made to guide the thought into other channels. ‘*Closed-carmel coats!’’ Madame Fash- ion exclaimed, upon being gently reminded of the real mission of the interviewer, quizzically lifting the long, delicately out- lined eyebrow so much in vogue for mo- toring and elsewhere just now. ‘‘Close- carmel coats, indeed! Should I live through the dampness of the threatened downpour of Norfolk straps, which I expect to do, closed-carmel coats will be the main inter- est of my heart. Sew there!’’ This last was directed at an assistant technician who had just proffered a blueprint of the latest model of motor hoods. The interviewer went away, satisfied that for a long while yet to come the woman motorist would have the results of Dame Fashion’s invention. Advice to the Tourist Though Mrs. Lee A. Scace, Centralia, Wash., boasts of having driven her Chalm- ers roadster more than 6,000 miles without having to ‘‘get out and get under,’’ it is her theory in the case of a smashup or any other accident fluffy petticoats or feminine dainties only add to the confusion. For this reason she prefers to make her trips ‘n motoring togs of distinctly masculine design. She declares this to be the most sensible costume for women who are actu- ally driving their own cars on extended cours. The occasion of Mrs. Scace’s remarks was her own trip from Centralia down the oast to San Diego. She was accompanied 71 eauty mts forthe oman |M\otorist Fs No. 12 O CONTINUE the red nose discussion begun in the last issue of Motor Age, the best way to ward off the bugbear is to keep the cireulation good. No motorist wants to have that florid flush so apt to bring accusations of other reasons, but exposure to wind in driving is hard on the skin, anyway, and tendency to red nose too often materializes. Good blood and good circulation are obtained by proper dieting and plenty of fresh air, the latter of which heaven knows the motorist should have. The individual’s job is, then, to keep in this condition. After good blood and good circulation have been obtained, there are ways of keeping them, such as the hot bath at night and the cold bath in the morning. If you do not react sufficiently to a cold plunge, however, you should not take one. If your teeth chatter and your body quakes, you do not react sufficiently. You should glow and feel a wonderful warmth afterward. If the reaction is complete the red nose will become less red; if not complete, the circulation is not helped and so the red nose will remain red. The blood is stimulated and has no time for idleness, such as its gathering at the tip of your nose implies, when a quick rub-down after the cold plunge brings a warm glow. It takes patience to keep warding off a red nose. On raw, cold days cream and powder should be used for this purpose. Put a delicate layer of cold cream on the face and follow it with a fine textured face powder. A small amount of cream is enough. If much is used an oily face is the result. If your skin is naturally oily, you should use a grease cream; if your skin is dry, there is the cream that con- tains pure oil. To sum up: The diet and the cold plunge, together with a certain amount of protec- tion from the weather, will make a red nose the bugbear of the past rather than of the present and future. by her sister, Miss Lee Sproul. The 6,000 miles had been covered in the vicinity of Centralia, and this was the first trip away from home. ‘*T believe,’’ says Mrs. Scace, who, by the way, also is Dr. Scace, but is desig- Morenper nated by the ‘‘Mrs.’’ more often to show reason for any strangeness of masculine attire worn by a ‘‘Lee,’’ ‘‘that equipped with sensible motoring togs and good road maps @ woman can drive anywhere a man can drive, provided, however, that she owns a car conveniently and practically arranged for the woman motorist. ‘Never have I driven my Chalmers or previous cars far from my home town. But, knowing I was starting right and that my car was right, I lit out for Cali- fornia with as much confidence as though for a little spin to the postoffice.’’ All the trip was not easy, according to the tourists, both of whom were, neverthe- less, enthusiastic over the experience. Feminine Motor Notes Down in El Paso, Tex., where echoes of the Mexican troubles are loud and where sometimes the echoes are not all that come across the Rio Grande, a woman is making a success as a carbureter agent. Mrs. Mave Maloney is head of one of the larger motor car supply houses in the Southwest and district distributor for the Master car- bureter. In connection with the carbureter she has conducted personally tests with army cars and motorcycles and with army and private aeroplanes. She talks the mechanics of carburetion, it is said, as well as any masculine engineer who ventures to debate with her. Woman in general and woman in partic- ular helped an Illinois agency demonstrate the Knight sleeve valve motor recently. The scene was the Macomb, Ill., opera house. Motion pictures gave a lesson in ear driving. Seated at the wheel was a girl, who operated clutch pedal, switch button and other similar mechanisms of the car. The exhibition grew from a rec- ognition of the manufacturers’ efforts to make driving easy for women. Eighty women form the Bibb County, Tenn., Dixie Highway Auxiliary, which has planted 400 trees, had embankments graded and roads widened, organized subsidiary organizations in the county, established councils in Macon and other towns and sent literature on organization to other states since it was started 9 months ago. Only 25 of Bibb county’s 550 miles of motoring roads belong to the Dixie highway, but the auxiliary will take up, in turn, all the county highways. It remained for a Georgia woman, Mrs. Logan Pitts, Calhoun, to introduce the idea of planting trees and flowers along the Dixie highway in the ‘‘Cracker State.’’ Mrs. Pitts is chairman of the Dixie high- way beautifying committee for Georgia, and the result of her work has appeared already in flower-bordered roads in that section. The farmers have helped in this work, their aid being enlisted wherever possible. :

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72 mil ce © QR > B ~y OF . S November 2, 1916 Overland 75 Rebuilt for Dirt Track Racing MEN RESPONSIBLE FOR CAR DESIGN Impossible to Give One Man Credit for Years of Development FLINT, Mich.—Editor Motor Age—If possible, I wish you would publish the names of the men responsible for the mechanical design of the following cars. Usually these men will be the chief engineers, but occasionally they are not: Cadillac, four and eight; Overland ; Studebaker ; Pierce-Arrow; Dodge; Franklin; Fiat; Mer- cedes ; Peugeot; Rolls-Royce. 2—What are the essential features of the Bendix drive for starters? 8—What is the firing order of the Cadillac eight and the Packard Twin Six? 4—What is the Lanchaster vibration damper used on the new Packard, and what is the prin- ciple involved? 5—Are the throws on the Packard crankshaft arranged the same as the conventional six-cyl- inder crankshaft? Is there any angle other than 90 degrees possible between the two-cylinder blocks of an eight? Also, is there any angle other than 60 degrees possible between the two-cylinder blocks of a twin six?—E. S. Waterman. 1—Of course you know that motor car factories change the personnel of their en- gineering staffs with more or less fre- quency and furthermore that the present models in each case are developments of models which have gone before. In every instance there have been contributing fac- tors which make it impossible to give one man credit for the design. We list the chief engineers of the makers you mention as follows: Cadillac, D. McCall White; Overland, C. W. McKinley; Studebaker, E. W. Buell, William MacGlashan; Pierce, David Fergusson; Dodge, Russell Huff; Franklin, John Wilkinson; Fiat, Clarence QO. Stevens. The last three named are for- eign made cars and Motor Age has no rec- ord of the heads of these companies since the war started. 2—When power is directed to the start- ing motor, the sudden starting of the motor throws a pinion out on a worm shaft and di- rects this worm into the gear teeth on the flywheel. When the pinion has gone into the flywheel as far as the worm will per- mit the device locks and the pinion starts to rotate the flywheel and thus the motor. To prevent injury to the device, the jerk which is created the moment the start- ing motor starts to turn the flywheel, is lessened by means of a coil spring through which the shock must pass. 3—Cadillac: Numbering the cylinders from the radiator back, the firing order is No. 1 cylinder on the left, No. 2 cylinder on the right, No. 3 on the left, No. 1 on the right, No. 4 on the left, No. 3 on the right, No. 2 on the left and No. 4 on the right. Right and left are determined by sitting in the driver’s seat facing for- ward, as when driving the car. Packard: No. 1 on the right, No. 6 on the left, No. 4 on the right, No. 3 on the left, No. 2 on the right, No. 5 on the left, No. 6 on the right, No. 1 on the left, No. 3 on the right, & Fig. 1—How an Overland model 75 may be converted into a racing car No. 4 on the left, No. 5 on the right, and No. 2 on the left. 4—-Roughly speaking, a car spring ex- erts in recoil a force equal to the force that compressed the spring, less spring action. If you add in the system a shock absorber that increases the friction, both the original deflection and the force and amount of recoil are further limited in proportion to the amount of friction added. This is the shock absorber theory. Now consider a crank, like a rim nut brace, made of small wire. Fix the socket end, by applying it to the rim nut, and apply pressure at the handle. The whole crank will deflect. Now imagine that this crank handle represents the crank pin of a motor crankshaft, and the fixed end rep- resents the flywheel. The explosion in the cylinder produces a deflection similar to = * Z JPAMMETER DASH TAIL LIGHT = STARTING = WITH \s ea too fie PARK Da leniss ar a 3 © ©) GENERATOR STARTING : MOTO HEAD LIGHT Fig. 2—Diagram of Westinghouse system used on Lexington 40 that you have just produced in your light wire crank. The crankshaft deflection is only a few thousandths of an inch to be sure, but the principle is exactly the same. When you release the pressure on your light wire crank, the handle recoils beyond its normal point and oscillates to rest in the samé manner. In other words, the pin swings like a tor- sional pendulum, and if the motor is run- ning at such a speed that a second cylin- der adds its impulse at a proper time to build up the amount of deflection, you have a condition of periodic vibration, commonly known as a period. 5—Yes. 6—Yes. If the connecting rods on op- posite cylinders operate each on their own bearings, any degree is possible. DOPE WILL NOT STOP BAD LEAK Radiator Should Be Soldered to Insure a Permanent Repair Ottumwa, Ia.—Editor Motor Age—I have a small leak in my radiator, not very large, but enough to leak out a gallon or two in half a day. I have tried patent preparations, but to no pur- pose. The leak seems to be high up, as often a part leaks out, then ceases. What would Motor Age recommend? Is there some home remedy— I believe I have seen bran recommended? 2—Have had considerable trouble with my North East starter and 12-cell Willard battery. The generator did not seem to generate any cur- rent and continually burned out the fuses. Used 10- and 12-ampere 25-volt fuses. I wee A sent the generator to the Chicago factory branc and they stated it needed a new netey Can Motor Age tell me what would disable the relay socket so that I could avoid anything of the kind in the future? 3—Could I change my double wire system to single wire, and would this be any advantage? = J battery is 12-cell Willard with four ter- minals, one each for headlights, sidelights, horn and rearlights, three cells to each and wiring all twelve for starter. In case I wanted to use higher voltage headlight bulbs 18 to 24 volts, would it require heavier wire or would the hag wire, six-volt lamps, be heavy enough? y idea would be to exhaust all cells equatly, at present a few, the headlight cells for instance, and the starter, 24- to on fails to work, although the remainder of the cells are in good condition. 5—What causes my engine to run so irregu- larly? It misses badly when running slow with tii» ee OX. 6, aA ch tel FH CAii@im tts C™ bed lle lll lee OS lee @e — A re ke —s ef © © & DP oD

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November 2, 1916 or without load and when throttled entirel down it stops of its own accord. It has Bosc magneto with fixed spark A W T carbureter and plu * in — condition, car 2 years old.— am nd, 1—Your radiator leak is too large for any preparation to stop it. Preparations are only valuable when the leak is very small, First of all we would suggest that you locate the leak. If you can do a good soldering job yourself repair it that way. If you can not, take your car to a reliable tin shop or a garage that can perform such work and have them solder it. 2—The new relay will probably be cor- rectly regulated and you will not have trouble with burning out fuses due to the current being too high. You had better have the charging rate tested with a volt- meter after the new relay has been put in. If it is charging much above the prescribed voltage the relay is not properly adjusted and you should take your car to the man who sold it to you, if he is a dealer, and have him see that the adjustment is cor- rect. Do not try to adjust it yourself. Read the article beginning on page 5 in the October 5 issue of Motor Age. 3—There would be no advantage in changing to single wire. 4—-The same wire would take care of it. We would suggest that you do not put in larger bulbs to increase the current con- sumed. Instead use the cells which dis- charge fastest, less. 5—There is a multitude of defects which could cause this. Look to your carbureter adjustment and valve adjustment. See that the contact points are clean and seat properly. REASON FOR CYCLECAR’S DEMISE Public Did Not Want It After Fair Trial— Roads a Factor McAlester, Okla.—Editor Motor Age—Why has the manufacture of cyclecars been almost discontinued 7—C, R. Mellor. Probably the principle reason can be attributed to the fact that the public found they did not want cyclecars. The mush- room popularity which struck this country came from England and France where the cyclecar has gained a great popularity. In those countries the roads, in cities and in the rural districts are rivals of our best boulevards and the narrow tread, light weight car was thoroughly satisfactory. In the United States, where we have rutted, bumpy roads, where the ruts are cut into a 56-inch track, the cyclecar was found to be a misfit—at least from the public’s viewpoint. When roads in this country reach the state of perfection that they have abroad BB HEAD HEAD LIGHT LIGHT nw, MOTOR HORM DYNAMO ANMETE uy gs en cow DASH SWITCH DRY +0 CELLS —— Px FRAN TAIL LIGHT i Fig. 3—Wiring diagram of Delco system used on 1915 Patterson it is reasonable to expect that the cyclecar will again find an important place. Take a car with a 36-inch tread, which was a size used by a majority of the cycle- car makers, onto a country road in which deep ruts have a soft sand layer between them. To drive the narrow tread car out of both ruts and in the sandy center of the road requires a lot of power, makes steer- ing difficult and requires the driver’s con- stant attention to keep the car in the road. Driving with the wheels on one side in the rut and on the other side in the soft sand, leans the car over to one side and gives the passengers a cramped back if the trip is of any length. Steering is also difficult in this case. A BAFFLING ELECTRICAL TROUBLE Motor Fires When Warm and Pulling Heavy—Misses Otherwise Minatare, Neb.—Editor Motor Age—I have a 1915 model Reo car, equipped with a Willard battery and model O B Remy generator, com- bined with ignition. This car has been driven 8,000 miles in 16 months without any trouble, when I noticed that the car would not run idle or light as usual without popping and backfiring, also it did not start as well and usually missed on one or more cylinders until well warmed up. To remedy this, I took off the carbureter to see that it was clean. I have the storage battery overhauled and recharged and then cleaned the carbon from the cylinder heads and put in new spark plugs. None of these changes seemed to help. Then I took the car to a repairman. He took out the circuit breaker and found that the platinum points were badly burned. He put in a new point and properly adjusted them, which Fig. 4—Old Winton rebuilt into four-paseenger speedster seems to help somewhat, but the ignition is still poor. It misses badly and backfires and pounds until warmed up, then it seems to do all right when the engine is pulling steady, but when running light, misses and pounds badly. Can Motor = tell what is the cause of the trouble? —H. C. Blood. Again Motor Age is obliged to say that - it is next to impossible to direct an owner to the cause of a motor missing, by a letter description of how the car acts. Have you looked to your spark plug points? These should all be adjusted with an even gap of about ss inch. You might do well to have your coil tested by an electrical man to see if it has lost any of its efficiency. HEADLIGHT BULBS ARE IRREGULAR Difference in Efficiency of Lamps Has Several Causes Jackson, Miss.—Editor Motor Age—I have a 1913 Hupmobile 32 equipped with a Westing- house starting and poy system. I am hav- ing trouble with the left headlight which does not burn so brightly as the right one. What is the cause and remedy? 2—What is the bore and stroke, horsepower and gear ratio of the Ford owned by Paul Har- vey of Chicago, the car with which he won the Chicago Ford race in September?—A, C. John son. 1—Possibly you have lamps of two dif- ferent kinds, one of which is not as pow- erful as the other. Possibly one of the’ lights is older than the other. The ef- ficiency of these lamps decreases rapidly with age. Then again the focus may be wrong. Focus your lights so that they will project a clear, round spot of light on an object about 40 feet ahead, this spot to be about 2 or 3 feet in diameter. 2—Mr. Harvey does not care to give out this information. OVERLAND 75 REBUILT AS A RACER Tllustration Shows This Model Converted Into Speed Machine Charleston, W. Va.—Editor Motor Age—I have an Overland model 75 which I desire to alter into a racing car for half-mile track work. Have you, by any chance, an illustration of such a car? I am willing to go to considerable ex- pense, say $600 or $700 to make the job right. Is it your opinion that 70 miles per hour would be a possibility ?—John R It happens that the manufacturers have been able to furnish us with a photograph of a model 75 Overland built over into a racing car and we are illustrating this in Fig. 1. This particular car has been do- ing dirt track racing this season with much success. There is no reason why you could not speed the car up to 70 miles per hour. Your expenditure in building a car such as illustrated, with aluminum pistons, higher gearing, etc., should come well un- der the figure you name. VALVE-IN-THE-HEAD SUPERIORITY Reader Asks Why One Maker Builds Two Motor Types Stevensville, Mont.—Editor Motor Age—In what respects is the valve-in-the-head motor more efficient than the L-head motor, and why is it that a motor-car concern will make one size car in valve-in-the-head style and another in L-head style. 2—What ee is the Oakland 6, 1916 model geared for?—B. F. Cherry. 1—As a matter of theory the valve-in- the-head motor is more efficient than the L-head type because it permits the location of the valves directly above the pistons

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74 BACK OF SWITCHBOARD FRONT OF SWITCHBOARD RéeL >... [ ie score ott VOLTMETER ANMETER. R . NOS Ie ©) T . lt — TO BATTERY. epg RHEOSIAT rae 3 | -a. 7 GEN. SWITCH MOTOR SWITCH GPA.SWITCH MOTOR SWITCH ° 3 . ¢ 7 7. TT MITER 10 BATTERY | MOTOR SWITCH GEN. SWITCH “piggy © Rel} CONNECT BATTERIES ACCORD- IAG TO POLARITY SHOWA O71 DRAWING Fig. 5—How to wire Eaco charging outfit with ammeter, rheo state and voltmeter allowing quicker inlet and exhaust of the gases. The matter of the same concern building both types is something our of our ability to explain. It is the engineer’s preference and he has his reasons, varied of course, for advocating the different types. 2—The Oakland six, as well as any other stock gear, is not geared for a certain speed. It is geared to give the most ef- ficient transmission of the power of the motor to the driving wheels under all con- ditions of roads. There is no official record of the speed of the Oakland six. CANNOT RUN WITHOUT BATTERY Danger of Burning Out Generator Wind- ings by Such Practice Marshall, Mo.—Editor Motor Age—Give in- structions for adjusting the generators after the battery is taken out of the car, as I have heard that if something is not done to the generator after the battery is disconnected it will burn out the generator.—E. Hammer. There is no way of adjusting the gen- erator, or, in fact, any of the electrical equipment, to give satisfactory operation with the battery removed. If your car has a distributer ignition system, you can- not run it without the battery. If it has a magneto which is a separate unit from the starting and lighting system, the only safe way to operate the car, if the battery is removed, is to disconnect the generator entirely so it will not operate. If the generator is allowed to run with- out having a battery connected into which the current generated may be put, the volt- age will build up at high motor speeds with the possible and very probable result that the armature windings will burn out. Incline for Garage Milwaukee, Wis.—Editor Motor Age—I am in- terested in the construction of a garage in Mil- waukee in which we expect to have an incline leading up to the second floor. Kindly give any information you can regarding the maximum grades which are feasible for motor cars to as- cend and descend for such purposes, as I under- stand these inclines are used quite generally in the East.—R. E. Newton. You can consider any grade up to 25 per cent although something around 15 per cent would be safest, if you really find an incline necessary. An incline takes enough valuable space to buy a good eleva- tor in our opinion. Overland Gear Ratios Aguilar, Colo.—Editor Motor Age—What is the gear ratio on low, second, high and reverse of the model 83 Overland? 2—What is the ratio of the differentials ?— N. C. Peet. 1—Low, 11.28 to 1; second, 6.8 to 1; high, 3.7 to 1; reverse, 14.5 to 1. 2—3.7 to 1. Maximum R. P. M. of the Reo Six Grand Rapids, Mich.—Editor Motor Age— What is the maximum speed in r. p. m. of the new Reo Six? Communications Received and In- quiries Answered fe . rrr Flint, Mich. SED, MMs 660000006000 Ottumwa, Ia. rn is «.cénadeen McAlester, Okla, i Sn «56 beedeeeee Minatare, Neb. a Oe Ns. de wen ecad Jackson, Miss, ey Charleston, W. Va. EK. IF’. Cherry.........Stevensville, Mont. l i; PEE Mccccccsococses Marshall, Mo. | FE Pee ---..-Aguilar, Colo, i. Ms PEER s con cesnes Milwaukee, Wis. Raymond Burns....Grand Rapids, Mich. Weaver & Stanley........... Herrin, Ill. i Ue MES 86 cee seeceses Olatter, Mo. C. R. V. Seutter....West Jackson, Miss. C, G. Brickbauer.........St. Louis, Mo. Ballinger Auto Co.......Ballinger, Tex. No communication no signed by the inquirer’s full name and address will be answered in this department. November 2, 1916 2—What speed can this car obtain under nor- mal conditions? | 3—Is there any noticeable vibration from the engine in speeds exceeding 30 miles per hour? 4—-Show horsepower curve of the Reo Six— Raymond Burns. 1—The revolutions per minute at which the maximum horsepower is obtained is 1,750. 2—There are no official records of the speed. 3—No. 4—There is no curve available. 6 AND 12-VOLTS IN COMBINATION How to Wire Battery of Twice the Ca- pacity as the Generator Herrin, Il1l.—Edtior Motor Age—Tell how to connect a 6-volt Dyneto generator, a 12-volt storage battery and a 20-0-20 ammeter. Also show where to take off the leads to the lights so that the discharge will show on the ammeter. We have this equipment installed on a 1912 Maxwell Mascotte, but do not understand how to make the proper connections.—Weaver & Stanley. We have prepared a wiring diagram to assist you which is given in Fig. 6. You will note that the two dotted lines show the connection to the outside poles of the battery. Arrange your wiring so that one wire will reach to both of these terminals. Switch this wire from one terminal to the other once a week. You will then have a six-volt system, only using half of the battery at a time. | Patterson Wiring Diagram Slater, Mo.—Editor Motor Age—Publish dia- gram showing how to install an ammeter on a 1914 Patterson.—J. W. Allison. The diagram is given in Fig. 3. It may be installed at any convenient point on the wire designated. Rebuilt Winton West Jackson, Miss.—Editor Motor Age— Having noticed several cuts in Motor Age of rebuilt cars I thought some of your readers might be interested in the body I have built on to my old Winton. This is my idea of an ideal combination of a speedster which will carry four passengers.—C, R. V. Seutter. The car is illustrated in Fig. 4. Lexington Diagram St. Louis, Mo.—Editor Motor Age—Can Motor Age furnish me with a diagram of the Westing- house lighting and starting system used on the Lexington 40 ?—C, G, Brickbauer. The wiring diagram you ask for is illus- trated in Fig. 2. Eaco Charger Diagram Ballinger, Tex.—Editor Motor Age—We have an Eaco battery charging set and do not know how to wire with ammeter, rheostat and volt- meter.—Ballinger Auto Co. A wiring diagram showing how to con- nect the instrument is shown in Fig. 5. cee J — ae S TAIL SIDE LIGHTS LIGHT SWITCH =] 7 HEAD LIGHTS . a on GENERATOR SIDE LIGHTS LIGHTS | BATTERY Fig. 6—Method of wiring 6-volt starter with 12-volt storage battery Sa hPL RRL “ee m@eoseeakda4as8ss> ~_ nh a fe te ~, 65 -— r= 4 i ms rs | rr — ry

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1916 a the ? Six— hich 1 is the [ON w to -volt Also ts so eter. 1912 r & 1 to You how the one als. the ave the dia- on a It oint 5c— ders puilt arry otor ‘ing- the lus- 1ave now volt- Pon- HT 72 November 2, 1916 Hints on Adjustment of Carbureters DJUSTING a ecarbureter consists in A regulating the proportion of air and fuel in the gaseous mixture so that the mixture may be consumed to the best ad- vantage in the motor. As for the ways and means of doing this, it all depends upon the construction of the carbureter, and the facilities for adjustment. Before adjusting a carbureter one should always endeavor to learn how to perform the op- eration by consulting either the manufac- turer, or his literature, or some user who has successfully done the trick. There are so many different designs and constructions now in use, that no rules can be given that will enable one to success- fully adjust all types; however, there are a few rules which will apply to many designs. For instance, an experienced mechanic would begin by assuring himself that theré is gasoline in the main tank—you will be amused at this statement, possibly, but the writer can call to mind a dozen instances where owners have set their carbureters in a variety of ways to get the motor started, when the tank was dry. Then he would ascertain that the gasoline was get- ting to the float chamber—that there were no clogs in the gas line. Clear Fuel Line Most carbureters have spray nozzles, so, if possible, an effort should be made to see if the fuel is passing through the nozzle or nozzles when the float chamber is flooded. This can be done by attempting to start the motor by cranking it a few times, noting at the same time whether the compression is fairly even in all cyl- inders. It is difficult to adjust a earbu- reter properly when the compression is not about equal in all cylinders; for poor com- pression in one or more cylinders will cause weak explosions, or misfiring in those cylinders. Before any adjustment on a carbureter is changed—and these adjustments are changed much too often—one should look for every other trouble which would cause the same misbehavior of the motor. The earbureter is about the last thing to get out of order and once adjusted should give practically no trouble, adjustments only being necessary at the time of a decided change in temperature. There is a sort of standard group of troubles connected directly and indirectly with the carbureter, that should be known before carbureter adjustment is attempted. For example, a rich mixture—one in which the proportion of fuel abnormally exceeds the amount of air—many be due Section of an old tire used as foot sup- port to facilitate handling of accelerator pedal. This home-made comfort giver was seen attached to a Mercer to faulty adjustment of the float or air valve, a clogged air inlet pipe, dust and dirt on the inlet pipe screen, a leaky float valve, or a fuel saturated float—water- logged so to speak. A poor mixture, on the other hand, may be due to faulty adjustment of the air or float valve, a leak in the inlet manifold or around the earbureter, or connection between the manifold and motor, the fuel supply valve may be partially clogged or there may be water in the gasoline. If the motor cannot be started the spray nozzle, float valve, or feed pipe may be clogged, the gasoline tank empty, the sup- ply cock shut off, or, with a pressure-feed system, the pressure in the tank too weak. With a vacuum-feed system it may be that this instrument is not feeding enough gas- oline to the carbureter, due to some dé- rangement in the vacuum tank. Troubles in Certain Types In addition to these troubles there are many that pertain to certain types and kinds of carbureters. These are important to know about, and it is because of them that one should learn the shortcomings and principles of construction of his ear- bureter from some one else who has had experience. The illustration on this page shows an ingenious and simple foot rest to be placed behind the accelerator lever in such a posi- tion that the instep of the foot will rest upon it. It is a section cut through a worn-out tire and fastened to the floor boards, at the beads of the tire, with small screws. This is superior to the block of wood so frequently used for the same pur- pose because it not only gives a comfort- able rest for the foot but affords a non- slipping surface which can not wear off. It is a most common error of the new motorist to overload his car, either with passengers or luggage, to such an extent that, during the first few months or year of its use, the car is subjected to unusually severe strains. The result is that tires do not stand up as recommended; the car shows neither the power nor speed of the demonstration car upon the performance of which you bought yours; the springs seem to flatten out or break before the year’s guarantee has run out; brakes do not work efficiently; and the general wear and tear on the entire chassis mechanism makes the repair bill at the end of the season seem unreasonably large. Of course, it is difficult at times to pre- vent overloading a car; but under such cir- cumstances, the driver should make his trip at a slower rate of speed, take the bumps more easily and bear in mind that the ad- ditional weight is going to make the brakes more difficult to operate with the same effi- ciency as is evident with the normal load. Winter Brake Adjustment The time of the year has come when the motorist is considering the removal of the open body and replacing it with a closed one. One very important factor should be borne in mind, if an ineclosed body is to be equipped, and that is brake adjustment. Since the enclosed body additions means a great inerease in weight, it is evident that serious trouble might result should the brakes be neglected. Just before the car equipped with the winter body is ready for actual use, the brakes should be thor- oughly tested. This car should be run at the rate of 25 miles per hour and the brakes suddenly jammed on. It should be noted whether or not the rear wheels slide, that is, if they grip the ground firmly, at the same time. One wheel should not slide before the other and both should hold the pavement at the same time the brake pedal is thrown. Neglecting to adjust the brakes, espe- cially in cars with heavy sedan or cabrio- let bodies, invariably cause rear end col- lisions and possibly worse accidents, the brakes not being able to resist the momen- tum of the increased weight. In the lining of the brake itself the owner should remember that a band which fits the drum tightly can be 75 per cent more efficient than one which touches on about half the surface. Worn or ill-fitting linings should surely be replaced as a factor of winter safety.

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Pressure of Finger Slides The Prest-O-Vacuum Brake Is Operated by Motor Suction UCTION from the manifold, which ranges from 8 to 12 pounds per square inch in orrinary four-cycle motors, may be transformed to a maximum pull of 4,000 pounds per square inch directed to the rear brake levers in the Prest-O-Vacuum brake, a new product of the Prest-O-Lite Co., Inc., Indianapolis, Ind. The device consists of an automatic valve, operated by a pedal or a lever on the steering column, located between a pipe line which leads to the intake mani- fold and another pipe line which leads to a cylinder with a 7-inch bore and 4-inch stroke, attached to the chassis of the car. The piston of this cylinder connects with a toggle joint, as shown in the illustration, which in turn pulls on the service-brake rod from the point in the toggle where the greatest leverage is obtainable. The valve automatically regulates the amount of suction transmitted from the motor to the cylinder, this amount depend- ing on the distance the pedal is pushed down or the hand lever moved, which ever method of control is employed. The con- struction of this valve will be explained later. Atmospheric pressure is approxi- mately 14 pounds per square inch. It is therefore reasonable to assume that by ex- haustion of the air from the space above the piston in the cylinder atmospheric pres- sure against the other face will exert at least 10 pounds pressure. 4,000 Pounds Pressure Possible With its 7-inch diameter and 4-inch stroke the piston has a displacement of 39 square inches which, with the 19-pound pressure exerted will, of course, give a direct pull of 390 pounds. This, in turn, is compounded through the toggle to give the 4,000-pound pressure. This is merely an example of the capabilities of the new brake, as 4,000 pounds would seldom be found necessary, unless in large trucks. A representative of. Motor Age drove a Packard twin six and a Velie, the former equipped with a hand operated vacuum brake and the latter with pedal operation. In ordinary driving, through traffic and over hilly country roads the flexibility of the brake could not be questioned. The Packard was put up to 35 miles per hour, the brake lever applied—with a touch of the little finger—and the rear wheels locked, both of them, so that the car slid in a straight path up the road. With one of the brakes thrown out of adjustment, it was again found possible to lock both wheels evenly, as the extreme pressure possible took up the difference through 76 The lack of effort required in operating the Prest-O-Vacuum brake has its instant appeal to the woman driver the equalizers. Then again, driving at any speed, it was possible, by a shorter move- ment of the lever to give the brakes the very slightest touch so that their effect was hardly noticeable. Any degree of pressure between these two was easily obtainable. The brake will operate with enough force to slip the wheels as long as the motor is turning over. As an example of this the Packard was driven by the starting motor alone, meaning that the car was traveling possibly 4%4 mile per hour. Full application of the brake lever locked the wheels. It might be noted here that the brakes on the Packard were so set that it was necessary to throw the entire weight on the regular brake pedal, which was connected to the November 2, 19156 Rear Wheels Will Exert Pull on Bands Up to 4,000 Pounds Per Square Inch same levers, in order to slip the wheels. In descending steep declines where it is pos- sibly advisable to turn off the ignition and leave the clutch engaged, the brake will operate as efficiently as it will with the mo- tor under power. In the pedal operation as applied to the Velie, driving through crowded traffic was a revelation. The pedal was located di- rectly beside the accelerator. Through the most crowded traffic, operation of the car was simply a matter of oscillating the foot from the accelerator to the brake pedal and vice versa, about the same amount of foot pressure being required to operate both. The car was driven into a steep ditch, the brake applied with the foot, a shift made into reverse, the foot switched from the brake pedal to the accelerator and the car slid out without difficulty. There is no mechanical principle in the devise which is new. The cylinder is very similar to the air-brake cylinders used in braking of railroad trains. With a pressed- steel shell and a cast-steel head, the entire eylinder weighs in the neighborhood of 12 pounds. The thin steel piston embodies a leather plunger, similar in design to the type used in locomotive air brake cyl- inders, which have been shown to give 7 years’ service before replacement was necessary. The automatic valve has four main parts. A barrel, the operating lever, a piston and two springs. As will be seen by reference to the cross section of the valve, the pis- Phantom view showing all connections of Prest-O-Vacuum brake. The pipe extending forward from the pedal valve is attached to the intake manifold. The other pipe leads to the braking cylinder Q ctr 5 eS cor A&A © Ft © oe ff 65 * ot @&& mrt fk ek ttl OOP ll

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we November 2, 1916 Plan view of chassis with Prest-O-Vacuum brake equipment in place. Note the simplicity of installation ton floats between the two springs. The lower spring is a retaining member. By pressure against the lever to any given distance, the large spring is pushed down, carrying with it the piston and thus opening the valve which permits a suction to be conducted from the intake manifold to the braking cylinder. The pressure in the space in which the large spring is lo- eated equalizes with the pressure in the suction end of the braking cylinder, at- mospheriec pressure exerts itself against the piston in the valve, through the vent in the bottom, which causes the piston to rise against the spring and shut off the suc- tion from the manifold, at the same time withholding a constant amount of suction in the braking cylinder. By releasing the operating lever the piston rises further so that the atmospheric pressure forces air through the vent in the bottom of the valve, through another vent into the pipe leading to the operating cylinder and thus equalizes the pressures on each side of the piston in the operating cylinder, thus re- leasing the brake. Instant Brake Release The release is almost instantaneous, sv rapid, in fact, that it is impossible to shift the foot from the brake pedal to the ac- celerator quick enough to catch the brakes. Tight connections are unnecessary. As a matter of demonstration, a system was connected up with each union turned in place with the fingers only. To aggravate conditions a pipe was inserted between the valve and the manifold which was drilled through. Still the device worked per- fectly. The vacuum brake is the invention of Benjamin G. Kramer, who is now associated with the Prest-O-Lite Co. in its manufac- ture. It will be marketed with a view of furnishing brackets for attachment for all well-known makes of cars, both as a fac- tory equipment and a retailing proposition. Although it was primarily designed for pleasure car use, particular emphasis is laid on its merits as a part of worm-drive truck equipment, especially in very heavy trucks where, because of the worm-drive construction, a propeller-shaft brake is in- advisable and it is difficult to create suffi- cient leverage with a foot-operated brake actuating on the rear wheels. ADAPTING FORD CHASSIS FOR TRUCK WORK (Concluded from Page 69) changeable with Ford wheels. Price, $300; wheelbase, 124 inches. Lakeside—Lakeside Motor Truck Co., Chi- cago—The maker of this attachment claims it will fit any car. It has a rear solid axle without chains, gears or sprockets and a gear reduction between the universal joint and the transmission case which makes the ratio leverage about 6% tol. The rear tread is 56 inches, and standard wheelbases are 118 and 124 inches, though any length up to about 140 inches can be furnished on a heavy one-piece 4-inch channel frame. The price is $295. Jewett—Jewett Car Co., Newark, O.—In- ternal gear-drive is used on this adapter, which requires discard of the entire Ford rear system. The frame extension is similar to other adapters, attaching to the standard frame just in front of the dash. The rear axle is Russel equipped, with special pull Section through automatic talve of vacuum - brake, showing piston floating between two ' springs rods extending forward to the hand-lever shaft. A special shaft with two universals is ‘used to connect the axle with the gearset, the driving stresses being taken through the springs. Wheelbase, 102 inches; gear ratio, 7.4 to 1; price, $375. Make-a-Truck — Make-a-Truck Co., Chi- cago—This is an internal-gear driven at- tachment in which driving pinions are fitted on the Ford axle and mesh with internal gears in the special steel wheels. lowa—lIowa Motor Truck Co., Ottumwa, Ia. —Two models of practically identical design, differing in length, are offered by this maker. These are both internal-gear driven, Russel axles being used. The extension frame par- allels the Ford frame for its full length, wid- ening out at the dash. The standard axle and rear spring are discarded, together with the driveshaft. Torsion and _ propulsive stress are taken by the springs. Price, 3450; wheelbase, 108 inches; gear ratio, 7 .o 1; price, $375 and $450. Ames-ton—Ames Motor Co., Owensboro, Ky.—The feature of the Ames-ton is the Empire 1-ton worm drive axle, which is used with a differential. It weighs approximately 450 pounds and is capable of a load of 3,550 tons on the tires. The Ford frame is used as a sub-frame. The attached frame is 160 inches long. Semi-elliptic springs and solid rubber tires are used. The change requires a few hours. Complete, the Ames-ton is $395. UNITED MOTORS BUYS RADIATOR CO. New York, Oct. 31—Special telegram— The Harrison Mfg. Co., Lockport, N. Y., has been purchased by the United Motor Corp. The Harrison company manufac- tures radiators. The same policy will be followed with regard to the Harrison com- pany as with other concerns which the United Motors Corp. has taken over. The purchase of the Harrison company brings the total United Motor purchases up to eight companies, these being Hyatt, New Departure, Delco, Remy, Perlman, Klaxon, Brown-Lipe, Chapin and Harrison. RAILROAD CAR SHORTAGE GROWS Detroit, Mich., Oct. 30—The freight car shortage is now greater than was ever be- fore experienced at this season of the year. On September 30 there was a net shortage of 61,030 cars as compared with a surplus of 13,027 cars October 1, 1914, and of 78,299 October 1, 1915. Railroad men believe the greatest point of shortage will be reached next month. he WBA ALAABABALAARAART . EA, a4 (ZZ Go Ylllsils Aa 2 RSBRRSSSAV LBS ALAA” aS et ae el ee ee ee ee WIS (40 ff, *Vgthsi hls stl fl i to es ee eS S SS = SS SS SAITO VS rae Ley) ;? a ~~ es LiLthhda c +> “wir re Y. SE, A YCABASBASBSE BAST SEBEL S , sus .’ wo et re *» Section through braking cylinder. Note simplicity of construction

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Left—Simply constructed heater which utilizes exhaust gas. Exhaust-Gas Heater HE Kenney radiator utilizes exhaust - gases which passes into a heater con- taining an inner heat drum of sheet steel and exits from pipes at either end which earry the gases away from the passengers. The inlet pipe of the heater is provided with a valve which may be operated from the seat, making it possible to turn the heater on or off at will. There is a per- forated sheet-steel enameled outer casing which fits over the inner heat drum, with air space between from which the warm air emerges. The heater may be used in either the front or rear compartment or both. The inventor has applied for pat- ents. He is D. B. Kenney, Huntington, W. Va. Automatic Windshield Hinge The Illinois automatic windshield hinge permits eight positions of the windshield either ahead of or in back of the upright position. The hinge fastens on the side of the shield and its adjustment is auto- matic. The steel hinges sell for $2.50 and $3.50, depending on the size. There are also two sizes with bronze brackets with prices ranging from $6 to $7.50, depending on the size and finish, whether polished bronze or nickeled finish. Illinois Brass Mfg. Co., 226 W. Ontario street, Chicago. Radiator Oil Radiator oil is a new compound which has been developed for the purpose of pre- venting rust, scale, and clogging of the radiator and to assure perfect circulation and will be a running mate to Opco car- bon remover, the two being known as the Opco Twins. Opco radiator oil softens the water and dissolves scale and rust as it accumulates, and thus insures a free circu- lation and prevents clogging. A little of the solution is placed in the system and some should be put in each gallon of water which is added to replace evaporation. Radiator oil will also reduce evaporation of the alcohol in the anti-freezing mixture, it is said. Price is $1 per can. The car- utilized to produce music . bon remover is an oil mixture for removing earbon and is designed to act on the de- posit in such a way that it will soften it and completely remove it. It also sells for $1 per can. Both are sold under money- back guarantee. They are products of the American Oil Products Co., Buffalo, N. Y. Valve Dresser and Reseater A device for refacing poppet valve and valve seats. A vise is clamped to a wooden base bolted to the cylinder head, holding the seat cutter, reamer guide and valve-refacing fixture. The valve is held in the refacing fixture and rotated against a steel knife by means of a bit brace, cut- ting the proper bevel on the valve. For refacing the seat, a seat cutter is placed righ pcp: hy ghee Windshield hinge for trucks which per- mits eight positions Jack which lifts car by power of car itself November 2, 1916 Right—-Instrument with which current from storage battery is in the pilot stem and rotated by the bit brace. It is claimed that warped valves may be refaced and seats finished without chatter marks. Price, $30. Ellis-Smith Mfg. Co., 216 Niagara St., Buffalo, N. Y. Ulticoat Heat-Proof Paint A mineral paint for the exhaust pipe, muffler, hood and all metal parts subject to heating. It is claimed that heat causes the paint to stick harder to the surface to which it is applied. Price, $1 per can. Porcelain Products Co., Pittsburgh, Pa. A Band on a Motor Car The Autola is a musical instrument de- signed to be placed on the running board of a car. It is composed of a number of musical units, each of which is alloy-steel bar, equipped with a resonator. The music is produced by vibrating the steel bars with a specially constructed electro-mag- net. There is a keyboard connected to the instrument by electrical cable. The instru- ment is, of course, electrically operated and can be played with the current from 6, 8, 10 or 12 volts. The price, complete, is $48. Bartola Musical Instrument Co., Oshkosh, Wis. Dolan Safety Signal The Dolan safety signal is electrically operated. The control is bracketed on the steering wheel and works from the same electric circuit as the horn. The bull’s eye Complete equipment of electrically-oper- ated safety signal a. -. ce. cy me a ~— A ok A mt AR ee OK ~~ + wan} V t LE

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November 2, 1916 79 iy 3 a a “2 Herschell-Spillman device for testing brake horsepower of gasoline motors combination signal and tail lamp replaces the regular tail lamp. Signals are visible day or night. Arrows show whether the driver intends to turn to the left or right. The price, ready for installation, is $12. Detroit Safety Signal Co., Inc., 935 Majes- tic building, Detroit, Mich. Oscillating Jack With the rotary jack it is only necessary to insert the jack against the axle, get in and drive the car ahead and the wheel automatically climbs up on the jack. It is constructed on the rotary lever prin- ciple and is composed of two main parts, there also being an -adjustable feature for different heights of axles. It is made of malleable iron and weighs 7 pounds. The price is $2.50. Rotary Jack Mfg. Co., 340 Moore Bldg., San Antonio, Tex. Compact Brake Test In order to meet the demand for a sim- ple method of testing motors for horse- power, Herschell-Spillman Co., North Tona- wanda, N. Y., has introduced a brake for testing, which consists of a double rotating turbine, two stationary turbines enclosed in a water-tight compartment, and four Sheet steel deflector for Ford exhaust pipes gates to shut off the water to prevent it passing from the rotating to the station- ary turbines. In operation the water en- ters the brake through holes in the sta- tionary turbine blades which are formed in the heads of the water-tight compartment. The brake is filled with water until it comes out of the overflow valve; then it is started up and the rotating turbine throws the water against the stationary turbine and it in turn returns it to the rotating turbine, thus causing the neces- sary resistance. By opening the gates more water is allowed to pass back and forth, thus increasing the load, and by closing the gates, the load is decreased. The brake is mounted on roller bearings. Morenpcr On one of the extending brackets a spring balance can be attached, or any other con- venient method be employed for weighing the load. The other arm is provided so that a weight may be attached equal to the weight of the scale. The gates are operated by hand wheels. The brake will © take care of a 5% by 6 six-cylinder motor, as well as the smallest types. Generator and Vaporizer The Star Generator Co., Logansport, Ind., has placed on the market a generator and vaporizer applicable to Ford cars, and special designs for other cars on applica- tion. The devise is interposed between the carbureter and the intake manifold and the manufacturers guarantee an increase in mileage of 331%4 to 50 per cent on a mixture of half gasoline and half kerosene and claim elimination of carbon deposits, dirty spark plugs, and misfiring from ex- cessive oil. The price is $20. Commercial Bodies for Fords The Parry Mfg. Co., Indianapolis, Ind., has introduced a large line of commercial bodies for use on Ford cars. There are open bodies with skeleton seats, slip on bodies for Ford roadsters, express bodies with express tops, express bodies with screen sides, panel-top bodies, cut-out front panel-top bodies, an extra long panel body known as the metropolitan, vestibuled panel bodies, etc. Deflector for Ford Exhaust : The Corcoran Mfg. Co., Cincinnati, O., introduces a sheet steel deflector which is designed to be clamped onto the end of Ford exhaust pipes to turn the exhaust dirt and grease away from the spare tire and rear end of the car. It is furnished finished in black enamel with bolt and nut ready for attachment and lists for 25 cents. Keystone Spring Oiler An oil pocket is held tightly against the sides of the spring by means of three coiled springs. As the leaves of the spring go and come with the motion of the ear, it is claimed that the lubricant is auto- matically spread between the leaves. The oiler may be attached to any car, and needs to have the oil supply renewed monthly, it is said. Price 25 cents. M. & M. Co., Cleveland, O. re One of many commercial bodies for use on Fords, produced by ‘ an Indianapolis manufacturer es Combination generator and vaporizer for increased mileage

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Moronpcr ssieisuid Rakes of This a ae F hia Motor Age, so “-——S— oe ff Fe ere Fe — Se eS -——— — — — eee ewe me ee me ee ee ee eee eee oe ee Beginning Premium a This is a sample of FAKE RECEIPT When last heard of he was operating in Archbold, Ohio, and used the name of C. A. CHASE. He has also signed himself Frank Graham, A. B. Cutler, Frank G. Skeen, C. A. Harper. These are only a few of numerous aliases he is using, and apparently he has a new one for each city. He has been described as “A good dresser, over 6 feet tall and weighs about 170 lbs.” He has taken a number of Motor Age subscriptions at the regular rate of $3.00 and at cut rates. He offers, as a premium with each subscription, a copy of the book en- titled “The Modern Motor Car,” notwithstanding the fact that-Motor Age does not offer subscriptions with premiums or at cut rates. Should you be approached by this party, detain him on some pretext and imme- diately telephone the police. Prefer against him the charge of obtaining money under false pretenses and then telegraph us at our expense. Don’t give your money to strangers even though they exhibit printed matter ap- parently authorizing them to represent us, and when they offer premiums or cut rates you can brand them as frauds. We depend on the merits of our publication to get and keep subscribers, and do not offer any special inducements, such as premiums. Should you desire a Motor Age subscription, better send it direct via Uncle Sam or through your local newsdealer, and advise your friends who contemplate sub- scribing to do likewise. a4 e245 02.468 22 foe oa £8 ra a wt tet ied 65 45 bt kel ae ot Hh hk ok Oe oe oe

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1t ot November 2, 1916 SETI Sr ERSEY License Receipts High—The total J receipts of the New Jersey motor vehicle department, from all sources, from January 1 to October 1, 1916, amount to $1,328,000. After September 1 the license fees for cars were cut in half, but despite this the total reccipts of the department give promise of reaching better than $100,000 above the esti- mate made early in the season. School Warning Signs Placed—Throughout southern New Jersey many signs have been prominently placed bearing the legend ‘‘Dan- ger—School-House Ahead.’”’ These are placed several hundred feet each way from the building on all roads leading past school- houses and have been effective in reducing the speed of motor vehicles and preventing many accidents. Jersey Tag Estimate 150,000—It is esti- mated by the New Jersey motor vehicle de- partment that 150,000 pairs of license tags will be needed for 1917. Commissioner Dill has placed an initial order for 120,000 pairs and these are to be ready for issuance by December 15. The colors will be white numerals on a background of national blue. Motor Cars for Railroad Use—The Penn- sylvania and New Jersey Railroad, a carrier operating in the northern part of New Jer- sey, will use motor cars as coaches on a short line between Whitehouse and Glad- stone, N. J. Motor cars with special bodies and flanged wheels are believed to be the solution of the passenger traffic in many small communities and short line railroads, and as they have many times been suggested by citizens who wanted faster and more frequent service, the experiment will be watched with considerable interest. Ohio Has 232,017 Cars—August 24 there had been 232,017 motor cars registered in Ohio during the preceding 12 months. This in- cludes 224,700 individual gasoline cars and 4,443 electric machines registered by owners and 2,874 cars registered by dealers. With the Motor Clubs Club Champions Sign Law—The Wayne County Automobile Club, Wooster, O., has started a campaign for the strict inforce- ment of the law requiring county and town- ship authorities to erect direction signs at all road intersections. Howell Heads Hoosier Club—Walter How- ell was elected president of the Hoosier Motor Club, Indianapolis, Ind., at an election held last week. Other officers elected fol- low: Vice-president, Frank L. Moore; sec- ond vice-president, Roy Adams; third vice- president, B. E. Griffey; secretary, M. E. Noblet, and treasurer, R. V. Law. The an- nual meeting of the club is scheduled for November 2. Club Fund to Convict Thieves—At a recent meeting of the Piqua Automobile Club, Piqua, O., steps were taken to create a fund to pay for the arrest and conviction of thieves stealing club members’ cars. The fund will be created by subscription as well as from the collection of increased dues. A membership campaign has been started to increase the membership to 200. East Liverpool Club to Reorganize—The East Liverpool Automobile Club, East Liver- pool, O., will be reorganized, as a result of a decision reached at a recent meeting. In accordance with this plan, President E. L. Bradfield, Vice-President Maurice Newman and Secretary Samuel Groglode resigned. Howerever, the three retiring officials were later named to serve until the next meeting, when officers will be elected for the re- 5 % a © + it ) = ey % a4 . a : ee, ? ¥ \ - se vey eas ‘ —~ aS eA" Aes z Bias ae “5 ee re oS ee ee e a . 7 Pe 2S tis the Cfour Wind,r erwin rertynre PITTA ATHOE eee HAE Yh AR SPREADS HEALTH DOCTRINE—This is 4 moving picture, motor car evolu- tion of the old-time Kickapoo Indian Medicine Man and his medicine wagon, which has been originated in Wisconsin and is now touring the rural districts of the state. It is the health car of the Wisconsin Anti-Tuberculosis Association. The man in charge of the wagon is Ted Werle, known as the motorcycle health evangelist and the originator of the Anti-Tuberculosis Association’s famous “flying squadron of health.’’ The days are spent in visiting the farmhouses and distributing literature. In the evenings moving picture shows and lectures are given in the nearest village or town, the audience gathering from the surrounding country. mainder of the fiscal year which expires February 1, 1917. The recommendation that the membership fee be advanced from $5 to RACES —1916— *November 16—Vanderbilt cup race, Santa Monica, Cal. *November 18—Grand prize race, Santa Monica, Cal *November 30—Speedway, Los Angeles, Cal. *December 25—Speedway, Los Angeles, Cal. —1917— May 19—Metropolitan Trophy, New York ee. . tMay 30—IiIndlanapolis speedway. fJune 9—Chicago speedway. June 23—Cincinnati speedway July 4—Omaha speedway. July 14—Des Moines speedway. July 28—Tacoma speedway. & 4—Kansas City speedway. 3—Cincinnatl speedway. 15—Providence speedway. 29——-New York speedway. 6—Kansas City speedway. 13—Chicago speedway. 27—New York speedway. * Sanctioned by A. A. A. t A. A. A. championship events for 1917. MEETINGS January 9-11—Mid-winter meeting, Society of Autemobile Engineers. SHOWS January 6-13—New York show. January 13-20—Montreal. January 27-February 3—Chicago show. February 18-25—St. Louls, Mo., show. February 26-March 3—Omaha, Neb., show. March 3-10—Boston. March 6-10—Fort Dodge, la., show. $10 a year, submitted by a special committee appointed by President Bradfield, was adopted. An effort will be made to secure 200 members. The club proposes to assist financially in road and danger signs, main- tain a headquarters and affiliate with the Ohio State Automobile Association. Good Roads Activities Spend Huge Sums on Roads—State, county and municipal bodies in New Jersey have appropriated upward of $2,000,000 on-~ im- provements of roads leading to Atlantic City, the country’s premier seashore resort. The Meadow boulevard, heretofore the only ap- proach to Atlantic City from the mainland, was paved this summer at an expense of $200,000. Work started recently on a new cross-meadow highway into the city from Absecon, which will cost over $250,000. The new Somers Point-Ocean City boulevard and the Somers Point-Longport boulevard, both new roads that join in approaching the city from the south, represent an outlay of $650,- 000; and work will soon commence on the paving of the White Horse pike from Ham- monton to Absecon at a cost estimated to be close to $700,000. Open New Roads—The purchase of 20,000 acres of land in eastern South Jersey by the Bethlehem Steel Co. will be the means of opening many miles of new road in that part of the state, and, needless to say, it will be good road from the very necessities of its use. This tract, which is said to be the largest in use for ordnance proving in the world, lies within a section that has been nearly wild and untilled and the building of these new highways will open up much undeveloped country. One hundred men have been set to work to clear up timber and brush in the line of the new roads.

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anes - 3 . ~~‘ il,,...— ee _ EW DEVICE FOR UNLOADING MOTOR CARS—Here is shown a device for sav- ing time in unloading motor cars. it and consists of a platform on a freight car floor, the platform being on wheels and moving over tracks. car is rolled off from the rear of the freight car on to the movable platform. baker dealer at Riverside, Cal., is the invention of C. A. Dundas, Stude- level with the The motor The pic- ture shows the Studebaker which has just been rolled on the platform and a second in readiness. The Santa Fe railroad officials thought so well of the scheme that they have made arrangements with Mr. Dundas to have the device installed. UMPAGE Goes to Wiit—F. R. Humpage has resigned as manager of the Dyneto Electric Co., Syracuse, N. Y., to become affili- ated with the Wilt Twist Drill Co., Walker- ville, Ont., in the capacity of secretary-treas- urer and general manager. Crank Shaft Company Increases Capacity —The Auto Crank Shaft Co. has sold its en- tire business and assets to the Automobile Crank Shaft Corp., which was recently incor- porated under the laws of New York, with a capital of $1,000,000. The transfer of the Akron, 0.—C. E. Mills Taxicab and Transfer Co.: incorporator, Charles E. Mills; capital stock, $2,500 Akron, 0.—C. E. Mills Taxicab and Trans- fer Co.; $25,000; to operate a taxicab company; Charles E. Mills, Rose Ella Mills, J. B. Huber, S. A. Allen and Francis Sieberling. Beaver, Pa.—Lincoln Highway Garage, of Beaver, capital, $5,000; Harry Pfaff, Roy Camp- bell, G. P. Burlett. " ton—Associated Tire Manufacturers, Inc.; $5,000; Harold W. Mackierman, -E. E. Mackier- man and H. J. Pettibone, Boston, Mass.—Liberty Motors, Inc.; capital, $25,000; "Winthrop M. Jameson, Winthrop Ss. Jameson, Nana E. Joseph. Cleveland, O.—Black and White Cab Co.; $500; to operate a taxicab company; Gustav von den Steinen, I. L. Evans, Paul J. Bickel, J. B. Putnam and F. E. Brown. Cleveland, O.—Sawyer Gear & Mfg. Co.; $15,000; to manufacture motor car parts; Wm Sawyer, H. W. Kilpatrick, D. H. Wilder, O. Ww. Johnson and E. Miller France. Cleveland, 0.—West Center Sales Co.; $25,000; to sell motor cars: John A. Nally, R. A. Lang, a W. Hysell, Walter C. Ong and E. G. vally. Columbus, O.—Oakland Pittsburgh Co.: capi- tal, $40,000: W. C. Faunce, Andrew P, Martin, Frank J. Santry, Fred C. Wood and C. E. Sederland; to handle motor cars. Danville, Ky.—Danville Motor Co.; capital stock, $5,000; incorporators, T. F. Durham, D Mahan and J. W. Mitchell. Dayton, O.—Dayton Motor Sales Co.; $10,- 000; te sell motor cars: M. W. Jennings, H. F. Jergens, Fr. W. Bartling, F. A. Shepler and N. G. Jennings. Dayton, O.—Dayton Motor Sales Co.: capital stock, $10, 000; incorporators, M. W. Jennings and others.

business was made solely for the purpose of increasing capacity. J. M. Hibbard, who was secretary and treasurer and general manager of the Auto Crank Shaft Co., will retain his position with the new corporation. Tractor Co. Increases Capital—The Four- Drive Tractor Co., Big Rapids, Mich., has increased its capital from $50,000 to $200,000. U. S. Rubber at Des Moines—The United States Rubber Co. will open a branch fac- tory and distributing point at Des Moines, Ila., in accordance with arrangements made

“[ncorporations Indianapolis, Ind.—Madison Sales Co.; capital stock, $10,000; incorporators, E. L. Baker, C. M. Aldred and H. C. <Austill; to deal in motor vehicles. Kansas City, Mo.—King Motors Co.; capital, $50,000; Douglas Andrews, H. P. Berham and A. H. Robinson. To own, sell and trade gen- erally in motor cars and all kinds of motor vehicles. Memphis, Tenn.—Allen Motor Car Co.; capi- tal stock, $5,000; incorporators, L. S. Caro, Jesse Edgington, H. J. Holmes, R. M. Bennett and B. D. Edgington. Newcastle, Ind.—Newcastle Auto Parts Co.; capital stock, $20.000; incorporators, John E. Burns, P. J. Kennedy, W. M. Sample; to deal in motor car parts. Omaha, Neb.—Runyan Cushion Wheel Co.; A. L. Runyan, F. C. Burlington, Hermann O. ac D. R. Sowards, E. J. Conrad and John Von Dorn; capital, $100,000. ©. philadelphia, yng ng Motor Co.; a 1 tal stock, $1,000,000; Louis Ruggins, Thompson, R, D. Fulcher; to engage - the manufacture and sale of motors, pumps, en- gines, boilers and motor cars. Philadelphia, Pa.—Columbia Motor Supply Co.; Capital, $5, 000; Treasurer A. J. Zaytoun. ers and an rs 4 will be housed

November 2, 1916

by F. R. Brown, factory representative. It in a new building to be erected at Eighth and Mulberry streets. A force of 100 men will be employed. Columbia Motors Leases Plant—The Co- lumbia Motors Co., Detroit, Mich., has leased the plant of the Michigan Steel Boat Co. and will take possession early in December. Jones Opens Detroit Office—The Jones Motor Car Co., Wichita, Kan., has opened a permanent office for its purchasing depart- ment in the Kresge building, Detroit, Mich. Sproat Olds Works Manager—H. J. Sproat is now works manager of the Olds Motor Works, Lansing, Mich. He will have entire charge of the producing organization of the Oldsmobile factory. Hal Under New Name—The H. A. Lozier Co., Cleveland, has brought the name of that company into harmony with the car they manufacture and has reincorporated as the Hal Motor Car Co. H. A. Lozier has retired from the company. lowa Has Over 190,000 Cars—lIowa already has over 190,000 cars registered for 1916 and the total of registration fees has been $1,686,000, or an average of $8.58 per car. The number of dealers registered is 2,641 and the fees from dealers amount to $86,547. Miller Leaves Frisco Bosch—B. R. Miller has resigned as manager of the San Fran- cisco branch of the Bosch Magneto Co. and Lee C. Carlton, previously in the engineering department at the main office in New York, has been appointed to take his place. Smalley Moves Up—George O. Smalley has been made first vice-president and general manager of the Bound Brook Oil-less Bear- ing Co., Bound Brook, N. J., succeeding the late Leigh S. Bache. Mr. Smalley has been connected with this company for the last 10 years. Studebaker in Texas Building—The Stude- baker Corp. is now occupying its new build- ing at Fort Worth, Tex., where it will con- duct sales under the supervision of L. B. Alford, district manager for Texas. The new structure is 150 by 265 feet, two stories high and costs $60,000. Pittsburgh, Pa.—American Automobilist Serv- ice Assn.; capital, $10,000; incorporators, David S. Lieberman, Benjamin H. Rennick and Joseph Reichman, Poughkeepsie, Pa.—Aaron DeRoy Motor Car Co.; capital stock, $150,000; incorporators, Abraham S§. Isaacs, Aaron DeRoy and Elias Sunstein. St. Louis, Mo.—Carondelet Motor Car Co.; capital stock, $5,000; incorporators, Frank E. Stevens, R. P. Edginton and J. W. Pruett. St. Louis, Mo.—Carondelet Motor Car Co.; to do a general automobile business; capital stock, $5,000; incorporators, F. E. Stevens, Richard P. W. Pruett, D. S. Pruett. St. Louis, Mo.—Broadway Motor Co., to do a general motor car business; capital stock, $5,000; incorporators, A. M. Zerweck, W. N. Morrison, P. Brockman. St. Louis, Mo.—Broadway Motor Co.; capital $5,000; incorporators, A. Brockmann; to act as agents for motor car manufacturers and the makers of parts and accessories. Saskatoon, Sask.—Chalmer’s Motor Sales Co., Ltd.; capital stock, $20,000. Thibodaux, La.—Pelican Auto Co.; capital $10,000; Richard J. Barker, Frank L. Barker and Sidney Bourg. Toledo, O.—Chevrolet Motor Co.; capital stock, $250,000; to manufacture motor cars and parts; incorporators, Thomas William Warner, E. S. Janney, G. D. Moore, C. L. Hager and E. H. Witker. Toronto, Can.—Stern Tire & Tube Co.; to manufacture tires, motor cars, tools, accessories, ete.; capital stock, $1,000,000; incorporators, James L. Ross, Arthur 8S. Macrae, D. J. Mace Lean and others. Vermillion, O.—Dall Motor Parts Co.; capital stock, $35,000; incorporator, F. P. Penning. Edgington, J.