Page:TheHorselessAge Vol15 No2.pdf/7

 January 13, 1905.

The carbon steel products are generally graded as follows: CARBON PER CENT.

From. * To.

0 0.10 0.10 0,20 4.20 0.30 0,80 0.40 0.40 0.50

‘The chrome nickel steel products are not so readily classified, yet even so, certain mixtures are known to be very desirable, particularly for crank shalts, transmission gears and other parts operating under con- ditions of great responsibility with a fim- ited factor of safety. Among other mix- tures the following is very useful, espe- cially for gears, and with very slight modi- fications it will serve extremely well for crank shafts:

ANALYSIS OF CHWUME NICKEL STER

Carton. Silicon Manganese Sulphur : Phosphorus .... Chromium NIM scccarsouxa menses This metal has a tensile strength of 237427 pounds per square inch, is soit enough to work with air cuoled tool steel, hardens readily, is not brittle and preserves in service. It is superior to nickel steel in almost every way; while in comparison with carbon steel it is be- yond the range of vision, so to speak. Varivus mixtures of this metal serve the various purposes in motor car construc tion, Nickel steel under 3 per cent. nickel is also extremely valuable, pos- sessing two great points of merit, viz. high clastic limit and the entire absence of “sudden rupture” under an excessive strain. Chrome nicke! steel within certain limits possesses these same features of reliability, but it is not necessary to use this high priced, more ditticult to work metal in any but the most troublesome members. such as crank shaits, propeller shafts. jack shaits, cam shaits, transmis- sion change gears, connecting rods. differ- ential shafts and a few minor parts, but, as before pointed out, the components in the metal should vary to suit the conditions Designers who do ayree as to the valtte in general of these mixtures do not agree as to the best percentages to em- ploy.

Alcohol Carburetors and Motors in France.

In spite of official encouragement, it may be stid that alcohol motors and car- buretors remain today incompletely devel- oped. Many manufacturers have their particular iorm of carburetor, but 1 am informed that one device is in greatest demand; yet even of this type, out of 60.000 carburetors sotd only 500 were in- tended for the consumption of pure aleo- hol, all the others being destined for the

THE HORSELESS AGE

use of gasoline or of carbureted alcohol. ‘The sale of alcohol motors has been equal- ly unimportant. Probably 100 petroleum ‘or gas motors are sold to one alcoho! mo- tor, for three reasons: (1) The high cost of the alcohol; (2) the greater consump- tion per horse power hour than of either petroleum or gas: (3) the difficulties aris- ing from oxidation.

The principle upon which the alcohol carburetor referred to operates is the same as of the carburetor for gasoline. These carburetors are manuiactured for motors of from 4 horse power upward; they differ from the form intended for use with gaso- Tine, ete,, in that the reheating system is more intense, They operate as regularly as Ute other carburetors. In their applica tion to motors their advantages and dis- advantages are thus described to me: Additional suppleness in movement, but increased consumption as compared with gasoline; initial heating of carburetor nec- essary; possible oxidation of plugs. pis- tons, and piston rings, unless care be taken to ran the motor with gasoline dur- ing the last moments of use.

A method of using alcohol has lately been tried. consisting of forcing the alca- hol at a desired temperature through a vaporizer in a quantity strictly measured to meet the machine's need at the mo- ment. At the last public competitions fo a 6 horse puwer motor the consumption was 410 grams per horse power hour, as against 378 grams with the carburetor above referred to.

M. Paul Barbier, president of the Tech- nical Society of the Alcohol Industry, in- forms me that the use of alcohol at the samie price as petroleum, and even at a slightly greater price, is more economical, since carburation of the alcohol when well done permits mure complete utilization of calorific power than in the case of the petroteum produets. M. Barbier adds that all motors operating on the explosion principle may be fed with alcohol if the construction of the cylinder, or rather of the explosion chamber, is modified. He says that injection carburetors and those operating upon the principle of vapor tion and circulation give good results.

The Minister of Agriculture prepared a report upon the competitions organized by his department in 1901-2, which con- tains considerable information on this sub- ject. Nearly all manufacturers have fulty realized thai, owing to the different prop- ertivs of gasotine and alcohol, the use of the latter liquid, if rendered not only pos sible but practicable, would offer certain rea} advantages in numerous cases, as, ior example, in the merchant and military marine, where the use of gasoline is out of the question because of its danger. ‘They have not worked out any system as

yet, however, which seems to respond adequately to the various requirements. Robert P. Skinner, Consul General,

Marseilles, France,

at Book Review. “The Anatomy of the Automobile.” By “Dr.” ALL. Dyke,

‘A copy of the above book has been sent us by the author and publisher, presumably for review. A first glance through its pages shows that it is nothing but a reprint ‘of manufacturers’ catalogues and instruc- tion books, and after a more complete study of the contents we are forced to the conclu- sion that the title is entirely misleading, and that the book is an imposition on the public.

Reading the preface of the book we were struck by the modesty of the author. in sharp contrast to the publisher's announce- ment, which describes it as “exceptionally valuable to. intending purchasers.” ete Continuing, we come across several pa: ages that seem familiar, and the use of such a distinctly British term as “petroleum spir- it motors” aroused our suspicions. Look- ing over the prefaces of the various works on automobiles in our library, we find that the preface of this book has been reprinted completely from W. Worby Beaumont's “Motor Vehicles and Motors,” published in 1900. We know that books are now fre- quently made largely by means of scissors and paste pot, but that an author cli his preface has before in our experience never occurred.

‘The title of the book. “The Anatomy of the Automobile—Practical Treatise on Automobiles, Motor Hoats. Airships. Sky Cycles, Aerodomes.” etc.. conveys the im= pression that the work contains original, practical matter, systematically arranged, instead of being a reprint of obsolete trade Tiverature.

‘The manufacturers’ catalogues and pam- phlets seem in most cases to have been re- produced complete, as may be judged from the following quotations:

Page 119, third paragraph: “No discount will be allowed, except to regular dealers, who carry one or more of our buckboards in stock for sale. Our terms of payment ¢ strictly cash.” ete.

Page 301: “The Thomas Gasoline Car— The Ideal Car—The new Thomas “Flyer’ is the nearest approach to this ideal. The closest competitor in its class draws 5 per cent, more weight per horse power. Neter The Thomas is constructed on lines * 8 8

en “The Darracq and Its is a reprint ci a whole book with the said title published by Archibald Ford, of Liverpool, England.

An article on page 359. entitled “The Winton Touring Car.” being evidently a reprint of the Winton Company's ‘struc: tion book, is credited ws THE Honsxcess Age, The matter never appeared in our columns,

vated that 66,000.00 pounds. uf ia_ecbher. valted at nearly $49.000,0¢0, wos imported during 1904

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