Page:TheHorselessAge Vol15 No2.pdf/29



Editor :

Your recent editorial urging more extended trial of motor cars in winter suggests to me that, as there are a large number of steam runabouts like mine, at least in New England, their owners may be interested in the two photographs I send with this, showing respectively my summer and winter arrangements. Perhaps no explanation is needed, further than to say that after entering the car as it is shown in winter rig I can close the side openings by letting down extensions of the side curtains and buttoning them to the front. The “extensions” referred to appear in the photo rolled up and held by straps. Except in the most inclement weather, however, they are not needed, the front alone contributing greatly to one’s comfort and proving sufficient protection for short trips, even in zero weather. The only precautions taken against freezing are to empty the tank gauge glass and to add a special ﬁtting provided by the builders which makes it easy to ﬁll the steam gauge and its pipe with glycerine.

For those who have read in your columns Mr. Damon’s recent tale of woe I will add that I have run this car practically every day since early last spring without any delays on the road and without mishap worth mentioning. At least four times a day it covers the mile between my house and office; nearly all my frequent journeys to Boston (65 miles the round trip, as I go) have been taken in it, until winter set in; and I have done much riding for pleasure besides.

But the point I mainly wish to make is this: There seems to be no difficulty whatever in traction, and I have seen no reason for winding the rear tires with rope, as I supposed I should have to do. To reach home I have to surmount a rise of about too feet, including two or three pretty fair grades; and even on “glare ice,” when horses not newly sharpened could hardly travel, I have had no slipping of consequence. Of course, it goes without saying that I use reasonable caution. There has been no snowfall, as yet, exceeding 4 or 5 inches, and I judge I could get through twice that amount, for the few miles I need to run daily. On the whole, I am surprised and gratified to ﬁnd that my car is so nearly weatherproof and so serviceable. I do not claim any beauty for my home made rig, but it certainly is practical and useful.

If any reader knows of a decision or expression of opinion by the courts on the subject of the constitutionality of any State passing a law to prohibit the use of automobiles on any road commonly used for horse drawn vehicles, will he kindly refer to the decision in such a manner that we can obtain a copy of it?

Editor :

In regard to belt and friction drive. I am quite sure it will not do for high powered cars. I enclose a diagram of a runabout change speed gear that has two friction surfaces, but is rather more complicated than the one described in of December 25. The friction disc A has a slight end play on the sprocket collar, and can be pressed tightly against the paper wheels B. Said wheels can be slid in unison toward or from each other on the squared shaft C. The shaft and wheels are driven by bevel gears D, one of which is keyed to the engine shaft, the reverse is of the usual planetary band brake form. This device, if made of liberal proportions and protected from dust and oil, will give good results on light runabouts

Editor :

Kindly publish in your columns the temperature at which gasoline freezes. W. E. T.

[We do not believe that gasoline has ever been frozen, and are quite certain that it will not freeze at the lowest atmospheric temperatures in this latitude. It could, of course, be solidiﬁed artificially, but we believe the experiment has never been made. The freezing point would, no doubt, vary considerably for different grades of gasoline.—.]

Editor :

Is there any difference, so far as delivery of power is concerned, between a two cylinder horizontal engine placed under the body of an automobile and the same style, same size engine placed in front? C. L. C. [No.—.]