AUTOMOTIVE E S1VOLUME 52 New York, Thursday, May 14, 1925 NUMBER 20

Your Advertising—Does It CostMoney or Bring Profits ?

Combined with a good product and a sound management, properlyapplied advertising is a powerful business building1

force'. Loosely handled it is economic waste.

By Harry Tipper

WALTER P. CHRYS-LER has publicly an-nounced a change of

heart as regards advertisingand its possibilities. Mr.Chrysler is quoted in theWall Street Journal as com-menting on an article whichpreviously appeared in thatpublication discussing theinfluence of advertising inshaping the public good willwhich played so large a partin the recent Dodge Bros.sale. Mr. Chrysler said:

"The newspapers todaysay that Maxwell-Chrysler values have recently in-creased more than $75,000,000. I do not lay too muchstress on stock exchange appreciation. But I hap-pen to know all the facts about Maxwell-Chryslerand those facts more than justify this reported ap-preciation.

"You say that in his early days John Dodge loathedadvertising. So did I until four years ago. I consid-ered it an economic waste. Like John Dodge, I wasprimarily a manufacturer. But I have no patiencewith the business man who cannot set aside the biascreated by his own special experience and learn fromthe experience of others.

"When we took hold of Maxwell, it was depre-ciated—discredited—almost scorned. As far as I wasconcerned, the work of rehabilitation began and con-tinued in the factory. Meanwhile, however, anotherforce had been set to work-—-collaborating with ourmanufacturing efforts and even striking out far inadvance of them. When it was proposed to me thatsomething akin to the Dodge process, only more in-tense be applied, I consented with a feeling of resig-nation-—almost amounting to dismay. I have re-peatedly said in public that I had no faith in it for

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that adver-terrific eco-

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Chrysler

almost a year. Later on Ialso said repeatedly in pub-lic that the Chrysler wasprimarily an engineering, asales, and an advertisingachievement.

"It was the Chryslerexperience which literallyshocked me into an appre-ciation of the process beingapplied to Maxwell.

"Knowing the past of theproduct the process of at-taching the word 'good' tothe Maxwell—despite thefact that we had moved

heaven and earth to deserve it—at the outset, almostgagged me. But I saw the thing come true in publicconsciousness under my very eyes.

"I still believe that advertising can be a terrificeconomic waste. I also believe it can be as much apower as sound manufacturing, sound finance andsound management."

Mr. .Chrysler's comments indicate that leaders inthe automobile business are thoroughly aware of thefact that advertising has a place in business opera-tions and is one of the valuable methods to be usedin taking full advantage of market possibilities. Itshould be • noted, however, that the Dodge advertis-ing and the Chrysler advertising have both been goodadvertising applied to a satisfactory product andbuilt upon a definite policy. It also should be notedthat advertising has not been able to prevent the de-mise of companies manufacturing poor products.

The most significant feature of this discussion isthat which relates to Maxwell. It shows very definite-ly that no matter how much a concern is depreciatedor disorganized by its previous actions, the develop-ment of a good product and the application of judi-cious advertising can bring the organization back in

848 YOUR ADVERTISING Automotive IndustriesMay H, 1925

a fraction of the time which would be required by anyless public method.

The possibilities of advertising have received sufficientattention to eliminate to a large extent the time-honoredidea that advertising is necessarily an economic waste andthat a good product does not need it. The value of anydiscussion of advertising under these circumstances mustrest largely in its consideration of the "how to do it" por-tion of the operation.

Mr. Chrysler says that, like John Dodge, he was pri-marily a manufacturer, and building a business meant, inhis mind, so building and pricing a product that its sal-ability would be insured. Mr. Chrysler, therefore, be-lieves in machinery for manufacturing. The value of themachinery in manufacturing depends upon choice of theright kind of machine for each different purpose so thatthe operations may be conducted with the greatest effi-ciency at the least cost. He knows that this machineryafter it has been chosen must be assembled in a progres-sive order so that it willinvolve the least waste ofmotion and the most effect-ive utilizing of time. Heknows that all his differentmachinery for the variedprocesses which are re-quired in manufacturingmust be coordinated byproper departmental d e -velopment and e x p e -r i e n c e d management inorder to justify its useat all.

Any old machinery boughtin any old way and putdown in a factory withoutsystem or order, left incharge of people withoutcareful financial and generalsupervision, permitted torun without constant con-sideration of its operation,will not build a business thatis capable of doing any-thing except deplete capitaland waste money.

There still exists in somequarters, however, a beliefthat any advertising donein any way by any method without a large amount ofstudy, without careful financial consideration and ex-perienced supervision, can accomplish the work whichadvertising is capable of accomplishing in industry-

Applying the Right MethodsThe wastes in manufacturing are bad enough, as any

engineer knows; but the wastes in advertising are verymuch greater. These advertising wastes will continue tobe greater until the manufacturer thoroughly understandsthat there are many methods of advertising suitable fordifferent purposes and that they require proper alignmentin progressive order, just as does machinery.

Advertising efforts operate to the fullest capacity inproportion with cost only when they are coordinated,effectively studied and properly supervised.

A badly designed factory with poor machinery is aneconomic waste; badly designed advertising improperlyapplied also is an economic waste.

For many years manufacturers and advertising menhave referred to eminently successful concerns which havedone a lot of advertising and have attempted to justify all

is no doubt as to theeconomic effect of properly

planned and properly executed adver-tising.

"The economic reason for it is thatadvertising does a part of the work ofeach individual sale for less money andone or two of these functions are donemore effectively.

"Because of the fact that advertisingis a much cheaper method of perform-ing some of these functions, it can beextended considerably beyond thework of the sales force, or of any otherselling method.

"These facts do not, however, justifythe general use of advertising withouteffective study of its functions andmethods."

advertising by their experience. This is absurd—just asabsurd as it would be to take the well designed factoryand attempt to justify all machinery, however poorlyplaced or operated, by virtue of the efficient successes.

Recent statements made by Herbert Hoover have beenconcerned almost entirely with the burdensome cost ofdistribution and the tendency for that cost to rise. Mr.Hoover particularly and definitely states that strong salespressure, excessive advertising, too great a number of out-lets, etc., are to some extent responsible for this condition.

Distribution and ProfitsProvided a good product is manufactured and provided

the manufacturer is efficient from the standpoint of cost,profit depends very largely upon methods of distributionand the sales cost per unit sold.

Despite the fact that manufacturing is reasonably effi-cient, every worthwhile manufacturer has engineers onhis staff whose particular job is to discover better ways

of doing the same thisg forless money. And this is notan occasional investigation;it is a constant and eon-t i n u a 1 examination. Butsales and advertising poli-cies—particularly advertis-ing-—are subject at best toonly occasional considera-tion. It is the duty of thesales and advertising execu-tive to keep an eye on theexpense, but the matter hasnot up to the present in-volved either the continuityor the careful character ofresearch to which the manu-facturing processes havebeen subjected.

In the literature of adver-tising very little attentionhas been paid to the func-tional operations of the in-dividual method or piece ofadvertising i n connectionwith the individual sale.There is very little realknowledge of how e a c hmethod of advertising pro-motion works, why it is

valuable and wherein it wastes. It is because of thislack of study that advertising policies change so often.

There is no doubt as to the economic effect of properlyplanned and executed advertising. The economic reasonfor it is the fact that advertising does a part of the workof each individual sale for less money, and one or two ofthese functions are done more effectively. Because of thefact that advertising is a much cheaper method of per-forming some of these functions, it can be extended con-siderably beyond the work of the sales force, or of anyother selling method. It can be used to reinforce the saleswork by establishing a broader foundation of contact.These facts do not, however, justify the general use ofadvertising without effective study of its functions andmethods.

The current widespread discussion of advertising is avery hopeful sign, because it will inevitably lead ablemanufacturers to question the processes of advertising"by asking definitely WHY and HOW.

This should lead to the development of a new type ofexecutive thinking which will study marketing in thesame way that manufacturing has been studied.

Automotive IndustriesMay U, 1925

349

Just Among1 OurselvesTire Standards Again;S. A. E. Takes Actionr PHE tire and rim division of*- the standards committee of

the S. A. E. has been revivedafter a considerable period ofquiescence. For the time beingits efforts are • to be directedtoward getting the opinion ofcar engineers as to the possi-bility of achieving some reason-able degree of standardizationon balloon tire sizes. Later on,if the car engineers see pros-pects of really getting any-where, the division will bebroadened so as to include rep-resentatives from all branchesof the industry; only then willany actual attempt to formulatenew standards take place.

The move is along construc-tive lines. It approaches theproblem from the right side.Standardization can come aboutonly when the car manufac-turers agree to certain sizes andstick to them. If car engineerscan't agree that real balloontire standardization is feasible,efforts along that line are cer-tain to be futile. In the actualformulation of standards thetire industry and all others con-cerned should have a part. Butthe car men are the ones thatmust put into practice anystandards a d o p t e d . Conse-quently, they constitute the logi-cal starting point for futurework along this line.

May their deliberations bearfruit.

Machine Tool Buildersand Business Principles

'"PHE National Machine Tool*• Builders' Association has

just done an unusual thing.Having adopted last year thePrinciples of Business Conductformulated by the Chamber ofCommerce of the United States,the machine tool builders nowhave interpreted that code spe-

cifically in terms of businesspractices of its members. Acommittee has submitted forapproval of the membership ofthe N. M. T. A. specific exam-ples of practices destructive ofthe various principles of themajor code. And these exam-ples, termed annexes in theofficial report, are not mereelaborations of the generalitiesof the code. It's one thing toget everyone to agree to behonest, but quite another to getagreement as to what consti-tutes dishonesty. These annexesgo right to the point. Theybring the glittering generalitiesof the usual code of businessethics down to a definite practi-cal plane, so that the relationof any given action to the stand-ard can be easily determined byanybody. The N. M. T. A. hastaken a courageous step and asound one. More power to allsuch debunking activities!

Price Possibilitiesof the FutureORICE changes have been rela-

tively few in recent months.Business has been going alongextremely well and many makershave been getting quantity pro-duction with a vengeance. Pricedeclines were not to be expectedbecause of that fact, though, be-cause the decreased overheadobtainable from increased out-put was discounted by mostmakers in rjrice reductionsmade six months ago. Prices ina good many cases were set solow as to necessitate increasedproduction if profits were to i*e-sult. Price increases, on theother hand, never are likely tobe general in an intensely com-petitive market such as existsin the automotive retail field to-day. If any price changes dotake place before the end of thesummer-—and it is not at all im-probable that they will—they are

likely to be downward again. Agood deal depends on the rela-tion between production andsales schedules in June and July.

Selling Used Cars andKeeping Them Sold

TT'S obvious that a high per-centage of repossessions of

new cars sold on time is notgood for the retail market, butwe got a new vision of the situa-tion when we saw some figuresabout used car repossessions theother day. When a new car isrepossessed it has to be resoldas a used car, of course. Itschance of having to be repos-sessed a second time are manytimes greater than when it firstleft the dealer's hands as a newvehicle. Figures for one bigfinance company, for example,show that in a recent year 7 percent of its total volume on adollars and cents basis consistedof used car financing—BUT 50per cent of its repossessionswere used cars. The used carproblem is as much one of keep-ing cars sold as it is of sellingthem.

May 1st Events—Bombs and Checks

T^OR many years the most im-•*• portant event each May 1has been the throwing of abomb, the parading of the hostsof labor in protest against theiniquities of capital or the break-ing up of a gathering at whichwas being advocated the over-throw of the capitalistic system.But on May 1, 1925, the majorevent was of quite a differentcharacter. That was the dayone capitalist gave a check toanother capitalist for $146,000,-000 in payment for an automo-bile company. N. G. S.

850 Automotive IndustriesMay 14, 1925

Steeldraulic Four-Wheel Mechanical BrakeHas Self-Energizing Feature

Cables working through flexible steel conduits control toggleswhich operate combination band and shoe. Installation is simple.

By W. L. Carver

AMECHANICAL four-wheel brake constructed alongnew lines has been brought out by the SteeldraulicBrake Co. of Detroit. Simplicity at the brake

proper, and throughout the intermediate operating mech-anism, combine to make the system particularly easy toinstall. These advantage's from the manufacturing stand-point are followed by several important operating fea-tures, among which are:

A self-energizing action which requires very low pedalpressure for highly effective braking force;

Liberal clearance between the internal shoe and thedrum, which eliminates drag and consequent wear;

A thorough inclosure of unique type which keeps theinternal parts dry and clean and prevents interferencewith the predetermined braking action.

Although no equalizers or any of the means for releas-ing the pressure at one wheel are used, the braking actiondoes not interfere with steering at any degree of lockor under any condition of spring deflection or rebound.

The simplest form of linkage transfers the brakingeffort from the pedal to the conduit connection bracketswhich are installed on the frame adjacent to each wheel.A single link connects the lower end of the brake pedalshank with a lever on an intermediate cross shaft whichextends through the side members at each side. Doubleended levers on the outer ends of the cross shaft actuateadjustable links which transfer the braking effort to thecables, which in turn control the toggles at the brakes.A schematic arrangement is shown by Fig. 1.

The cable connections and their inclosures constituteone of the unique features of the system. As indicated byFig. 1, and in accordance with details illustrated by Fig.2, a short length of % in. diameter cable joins the ends

of the operating'rod at the side of the frame with theyoke end which forms a part of the brake operating tog-gle assembly. This cable replaces the ordinary floatingshaft construction and eliminates the interference withsteering which ordinarily accompanies that arrangement.In order to eliminate difficulties due to the varying rela-tionship between the frame and the axle which wouldotherwise affect the relative operating length of the cable,an articulated conduit inclosure which resembles in effectthe hose connection of the hydraulic system has beendeveloped. .

The Conduit Construction

As illustrated by Fig. 2, an assembly of screw machineparts is made up and drawn together longitudinally by atension spring. At the left end, which is secured in thebracket on the frame, the spring is threaded over a spe-cial screw machine part having a spherical nose. Thisnose pilots into the first of a number of joints which areproduced in a screw machine to have a spherical nose atone end and a spherical seat at the opposite end. Aboutmidway of the conduit assembly a longer joint is usedin order to provide space for a pressure gun lubricationfitting. This fitting is followed again by a number of thesmall joints, the last of which seats in spherical cup inanother screw machine part that is a section of the brakeoperating head assembly. The outer end of the tensionspring also is locked in this piece. Each of the jointsand the end pieces is bored out to make a smooth passagefor the cable at any degree of curvature and the wholeassembly has been worked out so that no change of rela-tive lengths is set up in any operating position.

As the cable works back and forth in the process of

Fig. 1—Schematic layout showing simplicity of linkage

Automotive IndustriesMay U, 1925

applying and releasing the brakes, grease from the centerpoint is distributed throughout the length of the conduitand fills the interior of all of the joints. Leakage anduntidy appearance are prevented by the longitudinal pres-sure of the outer spring, which develops about 300 lb.under working conditions.

This construction grew out of experiments with Bowdencable controls for the brakes as the result of troublecaused by varying relative lengths. Experiments havedemonstrated that no appreciable change in relative lengthbetween the cable and conduit occurs when the assemblyis bent to a mean radius of about 1% in. When thor-oughly lubricated, this assembly will transmit energy atan angle of 135 deg. from its path at the brake rod witha friction loss of only IV2 per cent.

In application, the anchor on the frame is located inthe plane of the mid-point of the travel of the brakeoperating head when the extremes of spring action areconsidered. Connections at the rear end are identical withthose at the front, although no turning action is involved.The characteristics of the conduit connection allow smoothaction and lack of interference with the steering wheelaction for any position of the road wheels and axle. Dueto the distribution of grease throughout the conduit andthe tension of the spring along its length, the assemblyis waterproof and noiseless.

As illustrated by Fig. 3, the brake assembly is mountedon the usual stamped steel carrier which is secured nearthe center to either the front or rear axle. Parts for allfour brakes are completely interchangeable and this fea-

STEELDRAULIC BRAKE 851

ture along with the interchangeability of the conduits andthe manufacturing character of the parts accounts for therelatively low cost per installation.

Both the brake carrier and drum have been modifiedfrom usual practice in order to provide better inclosureand protection for the lining of the internal brakes. Asshown by Fig. 3, the edges of both of these parts are

Fig. 3—Right brake assembly. Lining contacts for 355 deg.being mounted on self-energizing combination band and shoe

Fig. 2—Conduit assembly which incloses cable for connectionto wheels. Excepting cable and spring all parts are made in

automatic screw machine

formed with an L-shaped bead and arranged so that thejoint between the two is about % in. outside of the lineof the working surface of the band.

Ordinarily, internal brakes, although shrouded, aremade wet by the splash from the opposite wheel and thiscondition is aggravated by balloon tires. In view of thispremise, Steeldraulic engineers adopted the L-shaped ex-tension as shown. Splash cannot work directly throughthe joint onto the lining. While the splash itself is harm-ful in upsetting braking characteristics, the dirt whichis carried by the splash is more harmful in causing scoringand rapid wear. In this design, direct splash is eliminatedand particles of dirt and water are trapped at the largerdiameter and thrown out. Also there is some wipingaction between the adjacent L-shaped sections which aidsin carrying dirt and water away from the lining. As willbe explained later, this feature is a highly important con-tributor to the success of the entire system.

As shown by Fig. 3, the rod end at the outer end ofthe cable actuates a pair of floatingtoggle levers which are inclosed inthe cylindrical brake anchor. Ballsare formed at the outer ends of theselevers and seat in elongated cupswhich are formed in each end of thebrake shoe which is effective throughan angle of 355 deg. The extent ofthe travel of the center portion ofthe toggle is limited in both direc-tions: at one end by the contact be-tween the rod end and the outer mem-ber of the conduit assembly, which issecured with the brake anchor by acommon screw as shown; in the otherdirection, by the interference betweenthe toggle levers and the brake anchor.

While having the general appearance of an internalexpanding shoe brake, this construction cannot properlybe called shoe-type, as the shoe is a combination of bandand shoe. As shown, the center member is an aluminumcasting, being die cast, although sand castings are used inall experimental work. Thickness of the rim which car-ries the lining is % in. and the rib on the right half isvery shallow, while the rib at the left half is increasedto the conventional proportions for the shoe type. Inview of this condition, the right half of the shoe acts as aband, while the left half acts as a shoe.

In the idle position, .the spring at the left is heavierthan that at the right. Therefore at the first applicationof the toggle, the band end of the brake is brought into .contact with the drum to begin the self-energizing actionwhich is built up in proportion to the pedal pressure. This

852 STEELDRAULIC BRAKE Automotive IndustriesMay H, 1925

action causes the brake to follow around with the drumuntil the left or shoe portion is forced into the drum bythis force and the toggle action. In addition to the bandaction at the right, the shoe portion is applied wih sev-eral times the pressure possible with direct pedal action.

Pedal Pressure RequiredTests have demonstrated that 10 to 18 lb. are required

at the pedal for the average stop, while 75 lb. is requiredto lock the wheels at speeds under 35 m.p.h. At the higherspeeds, 100-125 lb. pedal pressure is required to lock thebrakes. Engineers of the Steeldraulic Brake Co. are asyet unable to account for the higher pressure requiredfor locking effect at high speeds, although they state thatthe torque resistant friction in the brakes builds up inexact ratio to the pressure applied at the pedal until thecar is brought to a stop. The braking action is verysmooth and free from any apparent lag between the mo-ment of application and the self-energizing action. Thepedal does not "fight" at any stage of brake application.

The cup at the right of the toggle is mounted in abracket inclosed in a slide at that end of the brake shoe.Adjustment is made from the outside of the drum at thetwo bolts shown. The bolt at the left actuates a threadedwedge which determines the position of the adjustablehead. While existing bands are made of light sectionaluminum castings, further economy is expected of apressed steel construction which is practically perfected.In this construction the slide for the adjustable head andthe increasing rib at the left, as well as the cup at theleft, are formed by gathering the stock which forms therim of the shoe. The lower anchor, which resists lateralaction and noise, is a spring which is mounted in anadjustable bracket as shown. As the band floats, thisspring is required to allow for circumferential movementduring application.

Clearance between the band and the drum is unusuallylarge, being 1/16 in. This factor with that of keeping theinterior of the brake clean as well as the universal actionof the cable connection is responsible for the absence ofequalizers. The engineers of this organization insist that

In Next Week's Issue-—

THE frequency with which new carmodels should be brought out, whether

or not automobile manufacturers ought tomake their own accessories, production con-trol in automotive manufacture, and ten-dencies affecting methods of management,are among the subjects to be discussed by-prominent automobile men at a meeting ofthe Taylor Society in Ann Arbor, Mich., thisweek.

Owing to the interest which these sub-jects hold for its readers, "Automotive In-dustries" has arranged to present a com-prehensive digest of the discussions in nextweek's issue—May 21 .

This issue will also contain an article on"Concealed and Fictitious Truck Prices" bya truck manufacturer; excerpts from an ad-dress by Secretary of Commerce Hoover onadvertising, with special reference to its usein the automotive field; and a conversationwith a car builder concernirig parts makersand Price vs. Quality as a selling argument.

it is not the application of brakes that brings about un-even wear but the dragging action which is bound to ac-company small clearance. If the brake is kept clean anddragging is eliminated, the wear on all bands will besubstantially the same as the distribution of pedal pres-sure is alike for all four brakes. It is stated that adjust-ment is required at intervals of 35,000 to 50,000 mileson experimental cars equipped with this system. It isalso said that bands should not be purchased cut to length,but for the same car should be cut from the same roll,as bands cut to length are liable to come from differentrolls which have appreciably variable coefficients of fric-tion.

Similar to Hydraulic BrakeAnother reason for not requiring equalizers is that the

cable connections are not affected by the movement ofeither wheels or axle. Due to the fact that the front axlemay be low at one end and high at the other simultane-ously, it is impossible to keep the axis of the universaljoint at the floating shaft in line with the axis of the kingpin. This change in angularity affects the brake appli-cation at each side and the effect on steering follows. Inthis system the brake is unaffected by these elementsand so far as any action at the wheel is concerned, oper-ation is similar to the hydraulic system.

The writer has driven a heavy sedan equipped withthese brakes at a wide range of speed over varying roads.The braking action is smooth and soft with no fight at thepedal due to the self-energizing action. The proportionateso-called "feel" is present at all speeds and straight linestops are the rule. Steering is equally easy with thebrakes applied when going straight ahead or in sharpturns.

The Steeldraulic Brake Co. is a new organization, hav-ing recently been organized in Detroit for the purpose ofcarrying on the commercial development of the brake.It is not the intention of the company to manufacture thebrake itself, but it will control the patents and will issuelicenses for its manufacture and use by others.

Airplane Services in Canada

T HE Northern Air Service Syndicate, recently organ-ized to operate a line of airplanes from Haileybury to

Rouyn gold fields in northwestern Quebec, plans to use oneBerguet plane with 1000 lb. carrying capacity. The ma-chine is designed to use either skis or floats, and will havea speed of 106 m.p.h. It will be capable of climbing at therate of 1000 ft. a minute, so as to permit taking off fromsmall lakes.

The Laurentide Air Service (Ltd.) of Montreal inaugu-rated flights to the gold fields in May, 1924. A dailyschedule of planes, carrying passengers and freight fromthe terminus of the Canadian Pacific Railroad at Angliers,Quebec, was maintained to Rouyn and other points. Thedistance is about 50 miles and was covered in 45 min.During the following summer the route was changed andthe terminus fixed at Haileybury, Ontario, connecting withthe Canadian National and the Temiskaming & NorthernOntario railways.

When the Kirkland-Larder Lake branch of the latterrailway was opened the end of that line was broughtwithin 35 miles of the center of the Rouyn fields, and theLaurentide Air Service accordingly inaugurated wintertrips to Rouyn from Larder City on Dec. 20, 1924. Onaccount of cold weather the service was suspended for theseason on Jan. 30, 1925. The company used new inclosed-cabin planes having a carrying capacity of six passengers.Daily trips from Larder Lake to Lake Fortune and Rouynwere made in 25. min. The fare each was way $35.

Automotive IndustriesMay U, 1925

353

Gear Makers at Annual ConventionPush Standardization

Standards on roller chain sprockets and differentials adopted atPittsburgh session and work on other items advanced.

E. J. Frost new president of Association.

By P. M. Heldt

IMPORTANT progress in technical stadardizationand the reading of papers on historical, technical andcommercial subjects marked the Ninth Annual

Meeting of the American Gear Manufacturers' Associa-tion at Pittsburgh, Pa., May 6-10, inclusive.

The Tooth Form Committee denned a basic rack bymeans of which it is possible to generate spur gears thatwill mesh with gears cut with commercial disc cutters,and with each other, for a range extending from a 12-tooth pinion to a rack.

While no new material was presented by the SprocketCommittee, which practically completed its work sometime ago, the various recommended practices pertainingto chains and sprockets were rearranged and were giventhe status of an A. G. M. A. standard.

Another important step forward was the adoption ofthe standards for two sizes of automotive differentialgears already standardized by the S. A. E. The WormGear Committee made a lengthy report and submittedconsiderable tabular material on worms and wheels forindustrial purposes, and the Spur Gear Committee pre-sented a series of reports covering each item on itsprogram.

One company was elected to membership, the CentralGear & Mfg. Co. of Indianapolis, while a number of addi-tional representatives of firms already in the Associationwere admitted.

E. J. Frost, president of the Frost Gear & Forge Co. ofJackson, Mich., was elected president for the ensuingyear; C. F. Cooke of the Fawkus Gear & Machine Co. ofPittsburgh, Pa., first vice president; B. F. Waterman, ofthe Bi'own & Sharpe Mfg. Co., Providence, R. I., was re-elected second vice-president; C. F. Goedke of the Wm.Ganschow Co. of Chicago, treasurer, and T. W. Owen, sec-retary. Ballotting for four new members of the Exec-utive Committee resulted in the reelection of E. J. Frost,C. F. Goedke and W. H. Phillips, and in the election ofE. W. Miller, engineer of the Fellows Gear Shaper Co.,Springfield, Vt.

Program Somewhat DifferentThe program this time was somewhat different from

that of previous meetings in that the first day was givenover entirely to standardization work. At the meetingat Briarcliff Manor last fall half a day was devoted tothis subject, and this was so productive of results thatit was decided to set aside a whole day for this purposeat the 1925 session.

Practically all of the sub-committees of the Standard-ization Committee met and discussed their work, pre-paring or checking over the reports which they plannedto make to the Association at a later stage of the meet-ing. It had been found that the work of formulating

and publishing standards involved expenses which theAssociation found it impossible to meet out of its regularincome, and it was therefore decided to establish a fundsupplied by voluntary contributions to help finance thiswork. Undoubtedly one of the reasons for the decisionto raise the funds required by voluntary contributionsrather than by an assessment of the members is that themembership includes both large and small companies andmembers necessarily profit from standardization worksomewhat in proportion to their scale of operation.

Chairman B. F. Waterman of the General Standard-ization Committee gave a review of the status of thestandardization work of the Association up to date andalso reported briefly as chairman of the Sectional Com-mittee on Gears of the American Engineering StandardsCommittee. This latter Committee had a meeting onJan. 12, at which Dr. Agnew of the A. E. S. C. outlineda new working schedule for the sectional committees.

Report on Gear ResearchIn the absence of E. W. Miller, A. G. M. A. repre-

sentative on the A. S. M. E. Research Committee onGears, J. L. Williamson reported on the progress of thework of that committee. Early in April a demonstra-tion was given of the Lewis machine for gear testing,at the Massachusetts Institute of Technology, whichproved highly interesting to those who witnessed it.Some insignificant details of the machine as first builtproved unsatisfactory, but these had now been remediedby Mr. Lewis. In view of the fact that both the Lewismachine and the equipment for making stress determin-ations by the photo-elastic method, were installed at theM. I. T., it was suggested that the next meeeting of theAssociation be held in Boston.

A paper on "Various Viewpoints of Standardization"was read by A. H. Timmerman, President of the ElectricPower Club. Mr. Timmerman said standardization inthe electrical industry was started about 15 years ago.At that time there existed a large variety of voltages,frequencies and speeds of electric motors. Each manu-facturer had his own voltage standard, with the resultthat the customer was likely to ask for any of the volt-ages in use. This made it necessary for all manufactur-ers to be prepared to bid on contracts calling for any ofthe recognized voltages and make up efficiency and powerfactor guarantees for the whole range, which often en-tailed considerable expense. With the introduction ofstandardized voltages, frequencies, speeds, etc., the com-mercial situation became much simpler. Similar stand-ardization has been going on in many branches of theindustry.

"In undertaking any general program in standardiza-tion," Mr. Timmerman said, "we must start with our

854 GEAR MAKERS' CONVENTION Automotive IndustriesMay H, 1925

material supply. Some years ago, when the business ofthe company with which the writer is connected wasvery much smaller than it is today, we began to stand-ardize our material supply and found that in many caseswe could reduce the variety of material to one-third oreven one quarter of that originally used. Standardiza-tion of this kind is very far reaching; it reduces thework of the draftsman in deciding what thickness ofmaterial to use, and it greatly reduces the amount ofclerical work required in the departments concernedwith the specification, purchase, production, and handlingof the material in question.

Reductions in Cost"We sometimes overlook the tremendous burden we

are placing on our manufacturing departments in themultiplicity of parts which they are required to over-see. If the brain power expended in bringing throughthis variety could be concentrated on a few products, itis not difficult to understand how the labor and materialcosts of such parts could be reduced in many cases toa small fraction of the original figures. At first thoughtit seems rather paradoxical that the great reductions incost obtained in standardized manufacture are oftensecured through the introduction of machine tools builtspecially for the purpose. It is not, however, as para-doxical as it may seem, as often the specialized machin-ery of today, developed for making special parts, be-comes a standardized machine a few years hence.

"With all the effort expended in the reduction of fac-tory costs, through standardization, why is it that we stilluse in many cases the same selling methods used a halfcentury ago? Why cannot our commercial practices bestandardized in a similar way to our manufacturingpractices? Why should it cost as much to sell an articleas it does to design and manufacture it, including thecost of productive labor, material and overhead?

"It has sometimes been asked—can standardization becarried too far, and if so, what will be the logical result?The writer is of the opinion that standardization canunquestionably be carried too far. First, if standardiza-tion is carried to the extent that it prevents or tends todampen progress in the art, it would become a seriousmenace to the prosperity of the industry. Second, ifit is carried to that extent that there is no differencebetween the articles or apparatus offered for sale bymanufacturers, there is left only one basis of differenceand that is selling price. This is, from the writer'sviewpoint, just as serious to the industry as stopping theprogress of the art.

"If no two manufacturers were building the samearticles there would be no competition in the selling ofsuch articles. As the number of manufacturers buildingthe standardized material becomes greater, competitionbecomes keener. If all manufacturers in a given lineof apparatus build articles which are identical, compe-tition may become so keen as to be destructive, particu-larly at a time when the total available business is lessthan the manufacturing facilities of the country.

"Survival of the Fittest""Such a situation may result in 'the survival of the

fittest' This does not necessarily mean the survival ofthat organization which puts the best efforts into themanufacture and sale of a particular article. It maymean the survival of that manufacturer who on accountof his greater variety of business, some of which is innon-competitive fields, may be able to offer for sale atno profit these highly competitive articles, and stillremain in business, due to profit on his non-competitivelines. This may result in the elimination of the smaller

manufacturing unit, to the great detriment of the manu-facturing industry as a whole, as well as eventually ofthe buying public. Under such conditions standardiza-tion may become a detriment to the smaller manufac-turer.

"Kecognizing as we do, however, the great advantageof standardization to the general public, as well as tothe industrial development of the country, we must finda way of overcoming this apparent undesirability.

"It would seem that a logical solution of any suchsituation would then be the standardization of price aswell as the qualities and characteristics of the product.Such standardization, however, could be carried on onlyif at all, under Federal control. This seems at firstthought a very radical departure from our present ideasof competition in industry. The thought underlying theabove suggestion, however, is not radically different fromthat involved in the fixing of freight rates by the FederalGovernment for all common carriers in the United States,nor is it radically different from the present situationin the electric light and power industry, with this differ-ence, however, that in the latter case we have State in-stead of Federal control of prices.

"The Government recognized the right of the publicto be protected against any combination of manufactur-ers which would result in the paying by the public ofabnormal prices for any manufactured article. It alsorecognizes the right of the farmer to secure a reasonablereturn for his efforts, as evidenced by the many pro-posed laws introduced in Congress during the last fewsessions. It further recognizes the right of the employeeto obtain a fair return for his efforts, as evidenced byrailroad legislation. It cannot, therefore, deny the man-ufacturer his right to secure a fair return on his effortsand his investment."

Development of the ArtFrank Burgess, president and general manger of the

Boston Gear Works, Inc., read a paper on "The Develop-ment of the Gear Art." Mr. Burgess showed that gearswere in use centuries before there was a real machineindustry. However, the present gear industry dates its-development from the inception of the practice of cut-ting the teeth by machinery, and in this connection muchcredit is due to such men as George B. Grant and OscarBeale, who were among the first to apply in practice theprinciples which up to that time had been more or lessa matter of theory. Both of these men practically de-voted their lives to the development of the gear art.

As an example of the results obtained recently with theimproved product of the gear industry Mr. Burgess men-tioned that in one test made in his plant no less than40 hp. was transmitted by a pair of gears consisting ofan eight pitch, 16-tooth steel pinion of l^-in. face withground teeth, and a cast iron spur gear of 8-in. pitchdiameter, the set running at a pitch line velocity of 600ft. p. m. According to the well-known Lewis formula,this set would transmit only 5 hp. The explanation givenfor the ability of the cast iron gear to transmit thislarge amount of power was that the hardened surfacesof the pinion teeth glazed over or burnished the sur-faces of the gear teeth and rendered them hard too.

What enormous powers can be transmitted with hard-ened gears with ground teeth has been proven in theautomobile industry, where gears of comparatively finepitch and narrow face transmit as much as 75 hp. forlong periods without signs of wear.

The machine tool industry is beginning to realize theimportance of durable and highly efficient gearing, andhardened and ground gears are finding a place in the-industrial field. This field of application will grow as

Automotive IndustriesMay U, 1925

methods for producing these gears are improved andtheir cost is reduced. Mr. Burgess said the only disad-vantage to the ground gear was its high cost, and it washis belief that recent developments bid fair to overcomethis obstacle.

Limiting Spur Gear DesignA paper on "Limiting Spur Gear Design" was read

by Charles H. Logue. Mr. Logue stated that for the mosteffective operation the number of teeth must be in properrelation with the distance between centers and that theangle of action must change with the pitch diameters.For instance, with a 20 deg. pressure angle all 6 to 1sets would have 90 and 15 teeth without regard to thecenter distance. To elucidate this point further Mr.Logue compared the design of a set of spur gears ofa 1:1 ratio for 2-in. center distance, with 20 deg. pres-sure angle teeth, with the design of a pair of the sameratio and pressure angle but 50-in. center distance.Equal conditions of operation are obtained if the anglesof action and the number of teeth in contact are thesame, hence the number of teeth should be the same inboth cases. The gears for a center distance of 2 in.,would probably be cut with 24 teeth, those for a centerdistance of 50 in. with 120 teeth, and this Mr. Logueconsidered entirely wrong.

Arguing along the same lines the author showed thatfor correct operation the width of face of bevel gearsmust be made comparatively small. An illustration wasshown of a large miter gear of very long face, in meshwith three gears of narrow face. These three smallmiter gears necessarily all had the same number of teethand if the number of teeth in the intermediate gear wereright, that in the larger gear would be too small and thatin the smaller gear too large.

J. L. Williamson, chairman of the Spur Gear Commit-tee, had followed a new practice in assigning to eachmember of his committee one of the items on the pro-gram of that committee. The first item was that ofnomenclature, which he had taken himself, and he saidthat he had maintained close contact with E. W. Miller,chairman of the Nomenclature Committee, and with theA. S. M. E. Sub Committee on Nomenclature. Whilemuch work had been done no definite recommendationcould be made at this time.

Douglas T. Hamilton reported on proportions for in-dustrial gears. He studied the literature of the subjectand found that a paper presented to the A. G. M. A. byKatzenmeyer in 1922 covered the subject very well.Knowing the hp. to be transmitted and the r.p.m. it is aneasy matter to find the diameter of the shaft requiredfor transmitting the power, and hence the bore of thegear or pinion. Allowing a stress of 4000 lbs. p. sq. in.in the shaft, the bore can be determined by the equation

GEAR MAKERS' CONVENTION 855

d= J-hp. X 80r.p.m.

It would seem desirable to have a table of borediameters for different horse powers and speeds of revo-lution, and Mr. Hamilton said the committee would beglad to prepare one if the Library Committee could notfurnish it.

Horsepower for Spur GearsChairman Williamson had also taken up the third item,

that of the development of a horsepower formula forspur gears, with a view to preparing tables, but he hadreached the conclusion that the task was practically hope-less, because such a large number of tables would berequired.

Perry L. Tenney of the Muncie Products Co. said that

when he was asked to report on the strength and dura-bility of gear teeth, at the Braircliff Manor meeting lastFall, they had just started, at the plant with which heis connected, a series of dynamometer tests and designchecks covering most of the commercial gear steels andthree separate tooth forms. To date some 130 dyna-mometer tests of from 6 to 130 hours' duration had beenrun, with the object of determining the characteristicsof present steels and designs.

Oil-hardened and pack-hardened stub tooth gears were

E. J. Frost, newlyelected presidentof the AmericanGear Manufactur-

ers Association

used first. There was predominating evidence that it isthe wear characteristic and not the strength character-istic which determines the value of the gears. Next themost favorable combination of materials and heat treat-ments as determined by the first series of test runs wasapplied to full depth tooth gears, and the tests were re-run, all other conditions remaining the same. The re-sults indicate an increase in the life of the gears offrom 300 to 400 per cent over stub tooth gears. Thisseries of test runs indicated that even with full depthteeth the wear characteristic is still the determining fac-tor. Gears with modified addenda were then designedand the tests made with them indicated that the factorwhich determines the life of the gear or its resistance towear is the square inches per minute of active tooth sur-face, and that for the purpose of the tests this shouldbe increased to the maximum for one tooth, that thepitch should be decreased and the number of teeth in-creased for the greatest overlap value or number ofteeth in action, until the strength characteristic and thewear characteristic became equally important.

In the dynamometer tests the intermediate gears of thetransmission were run under the full rated engine load,and long check runs were made under different loads andat different speeds, with gears of different heat treatmentand hardness and these indicated the advisability of ad-hering to the present accepted metallurgical practice inevery particular except one. It was found that resistanceto wear could be increased by as much as 300 per centby a treatment by which the usual physical tests weredecreased not to exceed 10 per cent. The ideally treatedsteel as judged by the conventional test methods (physi-cal tests and structure) does not make the best gear,and by a slight change in treatment a great increase in

856 GEAR MAKERS' CONVENTION Automotive IndustriesMay U, 1925

gear life may be obtained at the sacrifice of the slightreduction in the factor of safety which in any case ismore than ample.

Tests are still in progress and while no definite con-clusions can be drawn, several of the results obtainedso far have been applied in practice and have workedout entirely satisfactorily.

A final report dealt with inspection of and tolerancesfor spur gears. In the discussion it was brought outthat when gears are worked under heavy load for a longtime and the oil in the transmission case be raised to ahigh temperature in consequence, the first thing thatgives trouble is the anti-friction bearings. When a tem-perature of 350 or 360 deg. F. is exceeded trouble fromthis source may be expected. Asked what lubricant wasused in the engine the speaker said ordinary engine oil;the day when any form of grease and even ground corkwas dumped into the transmission case to make the gearsquiet was over.

E. J. Frost of the Frost Gear & Forge Co. showedphotographs of some gear forgings made by a processwhich ensured that the grain in all the teeth ran radi-ally, and it was pointed out that the hammer test showedthat the teeth were much stronger if they had end grain

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than when they had cross grain. Mr. Tenney, however,contended that the wear characteristics were not im-proved by end grain, although he admitted that thestrength characteristics were. The report of this com-mittee was accepted as a progress report.

The Bevel and Spiral Bevel Gear Committee, of whichF. E. McMullen is chairman, had only a progress report,which was accepted. This committee has been woi'kingon a standard for straight bevel gears and also has beencooperating with the Nomenclature Committee.

G. M. Bartlett, chairman of the Sprocket Committee,

reported that this committee had re-edited the recom-mended practices pertaining to chain and sprockets sofar adopted, and presented them in the form of 15 datasheets. It was suggested by the committee that the ma-terial be accepted as an A. G. M. A. standard, its statusso far having been that of a recommended practice. Thiswas agreed to. The new standard (which correspondsto the S. A. E. standard on the same subject) coversroller chain nomenclature, roller transmission chains,sprockets for roller chains, sprocket tooth form forroller chain, space cutter design for roller chain sprock-ets, straddle cutter design for roller chain sprockets,sprocket tooth form for block chains or twin rollerchains, and cutter design for block chain sprockets.

The Nomenclature CommitteeIn the absence of E. W. Miller, chairman of the Nomen-

clature Committee, J. L. Williamson made a progress re-port. This committee is working out a list of terms,definitions and symbols for all the elements and partsof gears and gear teeth. A general distribution of theterms and definitions has been made to college profes-sors and others, and a good deal of constructive criticismhas been received. The greatest difficulty has been en-countered with the symbols, which is due to the factthat a great many are required and more than a singleletter are needed for most symbols. It is suggested todesignate angles by an upright V followed by a numeralstarting with 2 (this for the reason that on the type-writer the 1 is the same as lower case 1).

The Tooth Form Committee made a progress reportdealing with a standard for 14y2 deg. interchangeableinvolute gear system. The two drawings reproducedherewith were first presented to the Sectional Committeeon Gears of the American Engineering Standards Com-mittee in August, 1922, by Earle Buckingham, engineerof Pratt & Whitney. They represent the basic rack pro-posed by Mr. Buckingham. At the Briarcliff meetinglast Fall, B. F. Waterman, engineer of the Brown &Sharpe Mfg. Co., advised the committee that this basicrack for a 14% deg. standard, including the suggestionsfor clearance, corresponds substantially with the Brown& Sharpe system.

Fig. 1 is a mathematical definition of this basic rack,the sides of which represent a combination of the in-volute and epicycloidal curves, while Fig. 2 is a practi-cal approximation to the rack form, defined in valueswhich can be readily put into template or cutter form.While it is not claimed that this basic rack will generateBrown & Sharpe gears, it has been shown that gearsgenerated with this rack will run very well with Brown& Sharpe gears and will correctly interchange 'witheach other.

Seeking Standard for HobsThe committee is also collecting data on hobs as made

in this country for generating gears with what is knownas "ease off" on the approach, and hopes to be able topropose a standard for hobs so that gears generatedfrom them will be alike. They are especially interestedin the following points:

1. Ease-off for the full depth teeth and sub-teeth.2. Fillet radius of top and bottom of hob teeth.3. The basic rack for 14% and 20 deg. full depth in-

volute teeth.4. The amount to taper generating hobs for spur gears,

and for helical gears.The basic rack proposed standard will probably be

presented to the A. G. M. A. for acceptance as recom-mended practice in the Fall. The report was accepted as

Automotive IndustriesMay lit, 1925

GEAR MAKERS' CONVENTION 857

a progress report. At one time this committee was inhopes that it would be possible to evolve a basic rack forgenerating gears interchangeable with all forms of spurgears now being produced, but this is now recognized asimpossible. It is believed, however, that it will be pos-sible to restrict the basic racks to three, namely, the14% deg. modified basic rack, the 14% deg. straight sidebasic rack and the 20 deg. basic rack.

Worm Gear CommitteeA lengthy report was presented by J. C. O'Brien, chair-

man of the Worm Gear Committee. This committee hasbeen endeavoring to standardize on sizes of industrialworm gears with one, two, three and four leads to theworm. One of the first questions that came up waswhether a diametral, or circular pitch basis should beused. This was submitted to a mail vote, with the re-sult that a large majority declared themselves in favorof the ciz'cular pitch basis. In connection with the re-port were presented twelve pages of data, coveringwheel dimensions (pitch dia., thread dia., outside dia.,and radius at corner for 1-in. circular pitch and wheelswith from 12 to 150 teeth), worm dimensions, diagramsfor direction of rotation and of thrust, radial and thrustbearing loads, circumferential pressure angle, separat-ing force, axial pressure angle, normal tooth pressure,pressure per inch of face and horse power per revolu-tion. The report was highly commended and acceptedas a progress report.

S. O. White of the Warner Gear Co. presented the re-port of the Differential Committee. This covered thetwo differential gear designs accepted by the S. A. E.at its January meeting and the report was adopted asRecommended Practice.

The Inspection Committee, F. G. Eppley, chairman,presented proposed recommended practices for the in-spection of disk type gear cutters and gear shaper cut-ters. The former, which covers tests for hardness, bore(diameter and roundness), flatness of back surface,parallelism of sides, angle and concentricity of frontcutting surface, clearance angle, concentricity and toothspacing, tooth thickness and tooth form, was acceptedas recommended practice, while the latter was referredback to the committee, for the reason that it was speci-fied that the tooth form should be central with the sidesof the cutter and no tolerances were specified.

No new suggestions were made by the Cost AccountingCommittee, R. C. Ball, chairman. A questionnaire sentto the membership showed that most of them were satis-fied with the system of accounting now in use by them,and of those who were not satisfied and asked for helpfrom the committee some sought light on subjects thatdo not fall within the field of the committee. It wasbrought out in the discussion that in the industrial gearcutting industry the machine-hour is generally acceptedas the basis for determining costs.

Committee on TransmissionsThe Transmission Commitee, A. P. Emmert, chairman,

presented a report covering dimensions and limits fortransmission case flanges and flywheel housings. Therecommendations are contained in the drawings here-with. Reference was also made in the report to the sub-ject of nomenclature. It is believed to be desirable toagree on names for the parts found in all standard trans-missions. As an example of the prevailing diversity itwas pointed out that the same part is designated by dif-ferent manufacturers as main drive gear, clutch shaft,transmission pinion, clutch gear, drive gear, and mainshaft. The situation is very similar with respect tothirteen other representative parts concerning which

the committee questioned manufacturers. An inquiryamong several manufacturers brought out that therewas little likelihood of any standardized terms beingadopted by them, as this would involve scrapping serviceparts books, cuts and elaborate charts prepared at heavyexpense. The report was adopted as a progress report.

A brief report was made by the Non-Metallic GearsCommittee, containing a horsepower formula for suchgears based on the Lewis formula and a basic workingstress of 600 lb. per sq. in., reduced with the speed inaccordance with the Barth formula. The formula aspresented gives the horsepower per inch of face width,and tables were appended giving the allowable workingstress at various pitch line velocities and the values ofthe tooth form factor for different numbers of 14y2 deg.

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The bolt holes in the clutchhousing flanges shall be 1/32in. larger than the nominaldiameter of the flywheelhousing bolts.

The diameter of the piloton the flange of the clutchhousing shall be the same asthe nominal diameter of thebore in the flywheel housing.

The tolerances shall be plus0.0000 and minus 0.0050 in.and the maximum eccentric-ity shall be 0.0025 (indicatorreading 0.0050).

The maximum variation ofthe face of the clutch hous-ing flange from its true posi-tion when rotated about itsaxis shall be 0.0025 in. (in-dicator reading 0.0050).

The No. 5 flywheel housingshall have eight %-16 S. A. B.coarse flange holes equallyspaced on the 13% in. boltcircle. The holes nearest thevertical center-line being 22%deg. therefrom.

The tolerance for the fly-wheel housing bore shall beplus 0.005 and minus 0.000and the maximum eccentric-ity 0.005 (indicator reading0.010).

The maximum variation ofthe face of the flywheel hous-ing flange from its true posi-tion when the housing isrotated on its axis shall be0.003 in. (indicator reading0.006).

involute teeth. While there were no objections to thesuggestions made in the report it was referred back tothe Committee for further elaboration.

A paper on "What Has the Automotive Gear Manufac-turer Added?" by E. B. Baltzley, assistant manager ofthe Warner Gear Co., was read at the session on Fridaymorning and expressed the views of the membership ingeneral as to the status of the gear industry. An ab-stract of this paper appeared in our issue of last week.

An address on "Photoelasticity and Its Application toGear Wheels" was presented by Dr. A. L. Kimball of theGeneral Electric Co., Schenectady, N. Y. Dr. Kimballpresented the theory of the process of determining thestresses in machine parts by making celluloid modelsof the parts and passing a beam of circularly polarizedlight through them while under stress, and he exhibitedslides explaining the principle of the apparatus used andshowing stress lines in gear wheels determined by theprocess. We expect to abstract this paper in an earlyissue.

858 Automotive IndustriesMay H, 1925

Cleveland Big End Piston Rod BearingsAre Die Cast in Place

Fixture used while boring hubs does not subject rods to either

twisting or bending stresses. Novel method of facing hub ends.

Process now being evolved would eliminate aligning rod by hand.

T a recent meeting of the Cleveland Section of theS. A. E. a symposium on the subject of methods of

connecting-rod production was held, one of the contribu-tors being M. R. Wells, research engineer of the Cleve-land Automobile Co., who described the method in use inthe Cleveland plant.

The connecting-rods used in the present models of theabove company's cars, said Mr. Wells, are of the typewherein the piston pin is clamped in the rod and thebabbitt is cast into the big end.

The forgings are supposed to be straight and heat-treated before delivery to the machine shop, a coiningoperation being specified on hubs untilrecently. However, the machine shop mKm——m^^m—mhas found it advantageous to have moremetal left at the ends of the hubs formachining purposes, and there is con-sequently no use in trying to hold theforging to close limits as regards hublength.

The first operation is to rough boreboth pin holes at the same time. Dur-ing this operation the rods are clampedat the big ends between two narrowjaws which prevent them from tippingsidewise but do not prevent the smallends from swinging up or down. Theupper jaw is V-shaped and serves tocentralize that end from the outer cor-ners of the hub. At the piston pin endthe rod rests on a wobble ring whichconforms to the end of the hub and thelatter is clamped down by three jawswhich contact with the outer cornersof this hub and serve to locate the en-tire rod lengthwise and the small endcrosswise. It should be noted that thismethod of holding the rod does notsubmit it to either twisting or bendingstresses. Three rods are machined atone time.

The second operation faces both endsof both hubs at the same time in amachine with two vertical spindles. Oneach spindle is a facing cutter with apilot that passes through the roughbores of the rod and drives a secondfacing cutter at the lower or oppositeend of the hub. These lower cutters drive through slidingkeys from the pilots of the upper cutters but do not moveendwise, being, of course, set to give the proper offset be-tween the two ends of the rod. The upper cutters movedown together until they reach certain stops as determinedby the hub lengths. By this method the rod end faces

Cleveland connecting rod,model 31. Wrist pin % in.dia., effective bearing sur-face 1V2 sq. in. Bearing 1%

in. dia., 1% in. long

come very close to being parallel and in the proper relationto each other. This scheme is highly efficient, and creditfor it should be given to Mr. Halter of Wood & Spencer.One rod is handled at a time.

The third and fourth operations finish and broach thepiston pin hole, working from the end face of the hub.

At the fifth operation the cap bolt bosses (to be usedlater as locating points) are milled at the same time. Therod is located by the two pin holes and clamped betweenthe faces of the big end.

The cap bolt holes are drilled in the sixth operation.While four rods are being drilled at one end of the

rotating fixture, four others are beingremoved or loaded at trie other. Assoon as the drills have entered aboutone-half inch and are well located, theyare raised and the drill jig plate isswung to the loading end of the fixture.This makes for less interference fromchips as the drilling proceeds, and alsoallows the jig plates to be in positionbefore the next four rods swing underthe drills.

The seventh operation rough andfinish reams the bolt holes.

In the eighth operation the ends ofthe cap bolt bosses are milled off andthe cap is sawed off at one pass. Tworods are handled at a time, beingclamped side by side at the big end andlocated from the pin hole and boltbosses. As each rod and cap is re-moved, the burrs are cleaned off andthe cap is bolted back on before thereis any chance of mixing caps.

In the ninth operation the big endor crank pin hole is finish-bored whilethe rod is located from the finishedpiston pin hole and the machined capbolt bosses. The cut is left rough toprovide a better anchorage for thebabbitt.

In the tenth operation the hole forthe clamp bolt is drilled and tapped,locating from the pins.

The eleventh operation saws theclamping slot for the piston pin, andthe rod is then ready for delivery to

the assembling floor.The rods are put through the washer in the twelfth

operation and are then sent to the babbitting crew. Inthe thirteenth operation the caps are removed from therods and the finished surfaces around the cap bolt bosseson both cap and rod are coated with a whiting solution or

Automotive IndustriesMay H, 1925

whitewash, to prevent their taking the tinning. Theyare kept in pairs or sets and carefully stacked to drybefore tinning.

The caps are next handled by means of a pair of tongswhose jaws enter the bolt holes. In this way both partsof the rod are dipped at the same time into the tinningbath (600 deg. Fahr.) for a moment to preheat thembefore placing against a slowly rotating feltarbor orflanged shaft,, which is partially immersed in the liquidflux or acid. A brush is sometimes also used to makesure that the surfaces are properly coated. They are thendipped into the tin bath and agitated while reaching thetemperature of the bath, after which they are removedand tapped together to jar off the excess tin, beforeplacing in the Chadwick-Leclair babbitting machine. Hereit might be mentioned that we still meet with sometrouble due to excess tin remaining on the surfaces of thejoint between cap and rod and are planning to install arotating brush for removing it.

Metal Pumped to MoldsFor those not already familiar with this babbitting

machine it might be described as a die-casting machine,wherein the hand-operated piston, together with the cylin-der for same, is immersed in the bath of melted babbittand the metal is pumped up to the dies or molds above.In this case there are two dies side by side and operatingat the same time. Again, these dies are not completeuntil the rod parts are supplied and automatically heldin place by the permanent portions of the dies. Thepiston is operated by means of a hand lever, with a slowmotion that not only fills the die with babbitt (that adheresto the previously tinned rod parts only) but follows upwith a supply to care for the shrinkage which occurs asthe metal cools. The dies are opened and closed by com-

CLEVELAND PISTON RODS 859

pressed air controlled by a pedal, thus allowing both handsof the operator to be used in handling the rod parts whilethe dies are closing. The permanent portions of the diesare kept down to the proper temperature by continuouslypassing a small amount of water through them. Thebabbitt pot is heated electrically and automatically main-tained at any predetermined temperature by a Hoskinstemperature regulator.

Babbitt Deposited Over SurfacesIt is intended that the surfaces of the joint between

cap and rod shall come into close contact with the cor-responding surfaces in the dies and thus prevent anybabbitt reaching these surfaces. However, as mentionedpreviously, if during the tinning operation too much ex-cess tin remains on these surfaces, it is liable to chillbefore the parts can make contact and thus babbitt isdeposited over the joint surfaces. This not only causeswaste of babbitt metal over the entire bearing surface,but also requires considerable extra work when it comesto removing all babbitt from the joint surfaces.

As the rod and cap are removed from the dies, the gatemetal comes with them. They are stacked together untilcooled, when the gates are removed or broken off and thejoint surfaces are filed to remove all babbitt. The capsare then bolted to the rods and they pass to the nextoperation.

In the fourteenth operation the big ends are finishedin a special double head boring machine. For locatingpurposes, a piston pin is clamped in the rod and held inV-blocks at the proper distance from the big end. At thesame time the big end is clamped between two V-blockswhich grip the cap bolt bosses. One boring head thenfeeds in to rough-bore the diameter and face off andchamfer one end. As this head withdraws, the other feeds

Close up vieiv of the babbitting machine Rods being taken from, babbitting machine after operation

860 CLEVELAND PISTON RODS Automotive Industries.May 14, 1925

Broaching the connecting rod bearing after thebabbitting operation

in from the opposite end, finish-reams the diameter andfaces and chamfers the second end.

A combination broach and burnishing bar is pushedthrough the babbitt bore in the fifteenth operation, serv-ing to give a mirror finish and at the same time to sizethe bearing to within very close limits. The cap is natur-ally not as rigid as the rod end, and, therefore, distortsslightly or springs away as the burnisher goes through.This results in the bore being slightly elliptical, with thelong axis across the rod, as desired, but this out of round-ness is seldom more than one-half thousandth inch. Thiscompletes the machining of the rods, and they next go tobe lined up and sorted by weight before assembling.

New Method Being TriedWhile it may, perhaps, be a little premature to say so,

the writer feels that it will not be long before we aremachining the finished rods to such close limits that wewill be able to eliminate the straightening or line-up opera-tion. While not yet in production, a slightly differentmethod of holding the rod while finishing the babbittbearing has been tried out experimentally. On the firstattempt the writer personally operated the feeds to seethat they were not too fast, and when the finished rodwas inspected it was found to be within 0.0005 in. in threeinches both as regards twist and squareness.

It may be noted that during the operation of boring thebabbitt, as at present, both ends of the rod are held ina manner that does not allow either twisting or bendingstresses to relieve themselves. In other words, the clampsat both ends force that end of the rod into definite posi-tions, even if the rod is thereby put under strains. Thismethod was evidently based on the assumption that thecap bolt bosses, being finished, could be relied upon aslocating points. This assumption proved to be a poor one,however, especially when particles of babbitt adhere to thebosses in question.

It would seem safer to locate the rod as regards length,squareness and twist direct from the piston pin hole, or,in other words, a pin actually clamped in the rod, andthen machine the big end while it is gripped securely butin such a manner as will not have any tendency to eitherbend or twist the rod. V-blocks or jaws do not answerthis requirement, and the writer, therefore, proposes to.use serrated jaws for gripping the big end, possibly firsttightening them sufficiently to embed themselves for agood grip and then relieving the tension enough to preventdistortion while the big end is finished. While machiningthe test rods previously referred to, a smooth-surfacedjaw was used and the writer dared not feed the tools too-fast for fear of slippage.

On the assumption that this proposed method gives aproperly lined-up, finish-reamed hole with flange facessquare with same, there remains the problem of burnish-ing without upsetting the alignment, but this does notseem insoluble. It has been found that details will haveto be worked out so that a broach which is duller on oneside than on the other will not tend to cock in goingthrough. Other similar difficulties may have to be over-come as the work proceeds, but the benefits derived wouldseem to make it well worth while. Not only would thehuman element and the cost of lining the rods up by handbe, eliminated, but the finished rod should be free fromall internal stresses.

New Sunbeam Rated at 120 Hp.

THE Sunbeam Motor Car Co., Wolverhampton, England,has introduced a new 178 cu. in. model with six

cylinders and two overhead camshafts, the bore and strokebeing 2.95 x 4.33 in. The engine resembles those used inthe 1924 Grand Prix Sunbeams, having two valves percylinder, set at an angle in a spherically shaped combus-tion chamber with rocking lever interposed between cam-shafts and valve stems. The camshafts are supported byseven bearings and driven by a train of helically cut spurpinions.

The crankshaft runs in seven die-cast white-metal bear-ings, connecting-rods are machined all over and pistonsare of aluminum alloy. Lubrication is on the dry sumpsystem, the two pumps being located low down in frontof the engine and the oil tank supported by a tray atthe left of the crankcase. The water pump is driven byone of the train of distribution gears, while the magnetois arranged above and in front of the cylinder block behindthe V-fronted radiator.

Fuel feed to the two Claudel carbureters is through anAutovac tank, the main tank having a capacity of 21 U. S.gal. Hot-water jackets are provided for the inlet pipes. Asingle-plate clutch is used.

The ratios of the four-speed gearset are as follows: 4.5,5.5, 9.13 and 13.3 to 1, with a reverse ratio of 11.7 to 1.

A semi-floating type rear axle is used.Needless to say, four-wheel brakes are fitted, the pedal

taking effect upon four wheel drums, while the hand leveroperates separate shoes on the rear wheels. Half-ellipticsprings are used at the front and full cantilevers at therear, with Hartford shock absorbers as standard.

The engine is stated to develop 120 b.hp., and with thestandard gear ratios and a four-passenger sports typebody is capable of a speed of 90 m.p.h. on level roads. Thechassis price has been fixed at £950 and that of the com-plete car at £1,125.

This model will be represented in the 24-hour race atLe Mans (France), for standard cars, to be held nextJune. The wheelbase is 130V2 in.; track, 55 in.; ground;clearance, 8 in. and the weight of the chassis approxi-mately 2575 lb.

Automotive IndustriesMay H, 1925

861

Quota System Gives Chevrolet BetterControl of Retail Selling

Careful tabulation of all car sales and grading of dealers andsalesmen according to performance enable company to

keep close check on efficiency of retailers

By D. M. McDonald

SHORTLY after the end of each month ChevroletMotor Co. mails to each of its dealers and to itswholesale organization in the field a regional sales

record which shows exactly how many cars were deliveredto customers in each region, each sales zone, by eachdealer and by each dealer's salesmen during the monthjust closed, as well as year to date.

The Chevrolet selling organization is divided into fiveregions and each region into five zones. It embraces over3300 direct dealers, 2487 associate dealers, 10,197 retailsalesmen and 11,291 parts depots.

A result of the system of tracing each sale to the finalowner is that it gives the factory an intimate and imme-diate picturization of actual conditions in the retail mar-ket. It signals the expanding and the slowing down ofcar movement at the point where it is of the utmost sig-nificance, and it gives the factory opportunity to regulateits operation on that basis.

Through this system Chevrolet finds itself in a positionto guide effectively the operation of its entire wholesaleand retail sales organization. It can immediately diag-nose the problems in any region, zone or dealer establish-ment. On the result of this diagnosis it can take imme-diate steps to correct or control whatever situation isexisting.

If more selling effort is required it is applied. If localconditions suddenly reduce sales possibilities, cars arediverted to other dealers or districts. If the condition isgeneral enough to warrant a reduction of factory opera-tion the company can discover it quickly enough to avoidundue accumulation of cars.

It has, however, a great additional value, in that itgives every man of its supervisory organization, everydealer, and every dealer salesman a standing in the or-ganization which is good or bad according to his efforts.Those who achieve the greatest success in each rank aresingled out for the rest to note. Competition for honorstimulates the entire sales organization, both wholesaleand retail men, to improve their standings. Through it,team work of a high order is achieved.

How the Quotas Are FixedThe entire system is based upon point awards deter-

mined by the number of cars sold at retail and delivered.Inaugurating the system in August last year, ChevroletMotor Co. fixed annual quotas for each region, zone,dealer and salesman according to the number of cars setforth in dealer contracts for the year. These are thendivided into monthly quotas by dividing the annual quotainto twelve equal parts. In fixing its monthly quotas thecompany did not consider seasonal conditions, but setforth twelve equal divisions as the ideal distribution ofcar movement toward which it desires to work.

The same number of cars are not shipped to dealers

each month except in districts where weather and salesconditions remain about equal throughout the year. Ship-ments are made according to the dealer's estimate of therate at which he can sell them seasonally, but it is theaim of the company to perfect its selling organization sothat car movement will be about on a par in all monthsof the year.

The regional record has already shown that manydealers throughout the country have maintained an evenvolume of deliveries during the fall and winter months oflast year.

In parts of the country, therefore, where seasons areconsidered as affecting sales possibilities, the monthlypoint quotas and point awards show variations—in somecases wide variations. Over the whole year, however,these variations conform themselves and balance out onthe basis of the annual quota. At all times during theyear the exact standing of any region, zone or dealer,with relation to the annual quota, can be ascertained andthe necessary measures taken to meet or revise it.

The Regional Sales RecordThe regional sales record contains the name of the

regional manager, the zone managers in each region, thefactory sales representatives in each zone, the dealersunder each factory representative, and the salesmen work-ing for each dealer. Annual and monthly quotas are setfor each according to the spread of the dealer contractsover the year.

Quotas for dealer salesmen are fixed according to gen-eral sales ability. They are rated in three classes, 96, 144and 216 points, according to the number of cars it is con-sidered they can sell. By totaling the point quota ofsalesmen and comparing it with the point quota set upby the dealer contract, the dealer and factory sales repre-sentative knows whether there are enough salesmen tohandle the business. If not enough, more are added untilthe point quota of dealer and salesmen balance.

The fixing of point quotas for salesmen makes it possi-ble for the factory to compare the efforts of dealer estab-lishments. In cities where conditions are practicallyparallel, the factory is enabled to study results obtainedby different dealers. Where a dealer is operating suc-cessfully it will be found that his salesmen's quotas andhis own monthly quota balance. Where not successful,readjustment of salesmen quotas is made and more sales-men added to bring the quotas to balance.

Reports on dealer monthly operations are made by thefactory sales representative to zone headquarters, by zoneheadquarters to regional headquarters and then to factorysales headquarters in Detroit. Compiled there, the honormen are given special recognition by naming them asleaders. Regional and zone sales managers are rankedaccording to the standing of their zones in deliveries to

862 CHEVROLET QUOTA SYSTEM Automotive IndustriesMay U, 1925

Features of the Chevrolet Quota System

THE Chevrolet "quota system" of retailmarketing is designed to increase the

efficiency of the retail organization and tokeep before the factory at all times a faith-ful picture of current market conditions,local and national.

Among its chief advantages are:

1. Enabling the factory to detect imme-diately any acceleration or slowing down ofsales and to gage production accordingly.

2. Giving the factory sales executives aknowledge of market conditions in everydealer's territory, thus putting them in aposition to guide the individual efforts ofeach dealer—to help him make more saleswhen that is possible and take surplusstocks off his hands if local conditions be-come unfavorable.

3. Setting up a standard of performancefor dealers and salesmen, basing the num-ber of cars to be sold on this standard, andascertaining from the monthly sales reportswhether a given dealer has too few or toomany salesmen on his staff to take care ofthe potential business in his territory.

4. Placing the dealers and salesmen ona competitive basis by making honorablemention from time to time of those mem-bers of the organization who have the bestsales records.

5. Encouraging redoubled selling effortsduring the so-called "off-months" by divid-ing the yearly quota into twelve equalparts, thus giving the dealers as high a markto strive for in December, for instance, asin May or June.

eustomers as against their quotas on a chart at Detroitheadquarters and in zone sales efficiency records also pub-lished monthly.

The zone sales efficiency record is a compilation of allsales in all zones. It gives each zone ranking accordingto its monthly and year-to-date sales, with respect tomonthly and annual quotas.

It is an interesting commentary to note that this reportshows the southern and western zones to be leading inbusiness since last August. Oklahoma City, Dallas andMemphis are one, two, three.

Through its regional reports, factory headquartersknows the story of every dealer operating under a Chev-rolet franchise. Its outstanding effort is to bring thesedealers to the highest point of efficiency. In each zonethere is a special sales promotion representative whoseduty it is to work with dealers in meeting problems affect-ing his ability to operate at a profit.

The major consideration of dealer success from thefactory viewpoint is that he have sufficient salesmen tosell the number of cars he has undertaken for the year.That is the reason for placing each retail salesman on aquota basis.

In its sales efficiency record the factory devotes one-third of its efforts to keeping careful check on the num-ber of salesmen employed by its dealers and their salessuccess with respect to their quotas.

Filling Gaps in Sales ForceOn the basis of the February report there are employed

by dealers 70.6 per cent of the number of salesmen whichthe factory has estimated are required to sell the annualquota as fixed by contract. Constant effort is being madeto bring the number of salesmen to the total the factoryhas determined necessary, the result of this effort beingshown in that the January shortage of 4497 was reducedto 3975 in February.

Where a dealer can sell his quota with fewer salesmenthan the factory estimates, it is regarded as likely thathe has underestimated the sales possibilities of his terri-tory, and that he could oversell this by adding more men.

This, however, is left to the factory representative deal-ing directly with the dealer to work out.

Under its system the main point that the factory has inmind is to insure the fact that its dealers will be able tosell all cars that are being made in accordance with theircontracts. If they can't the factory wants to know itquickly and why.

There can never be an accumulation of cars beyond avery limited number under close application of its plans,and this means that both dealers and factory are pro-tected always against losses from overproduction.

ANEW application for metallic magnesium has beenfound in the construction of airplane propellers, and

successful tests with such a propeller fitted to A J l Stand-ard airplane, equipped with a Curtiss C6 engine, weremade at Curtiss Field, Garden City, N. Y., recently. Beforeit was tried out in the air the propeller was given a 10-hour whirling test under 100 per cent overload at McCookField, which test it withstood satisfactorily.

The propeller was made from a rolled sheet of magnes-ium alloy containing 96 per cent of magnesium and 4per cent of aluminum, furnished by the American Mag-nesium Co., Niagara Falls, N. Y. This plate is said tohave been the largest ever- rolled from this comparativelynew material of construction. The advantage of mag-nesium over other light alloys resides in its still lighterweight—amounting to approximately 25 per cent as com-pared with duralumin, which has also been used for thispurpose. The American Magnesium Co. has since madethe announcement that it is prepared to furnish platesfor any size of propeller required.

Twisting and finishing of the propeller was done bythe Curtiss Aeroplane and Motor Co., by the processevolved by S. A. Reed, inventor of the Curtiss-Reed dura-lumin propeller. Development work will be continued,with a view toward regular production in the future. Thepracticability of the propeller hinges largely upon theprice at which the metal can be procured, and the officialsof the Magnesium Co. are said to entertain hopes of bring-ing the price of the metal down to that of duralumin.

Automotive IndustriesMay U, 1925

863

Report Is Made on Properties of Wood GlueFive varieties are analyzed in research laboratory and the ivork for

which each is best adapted pointed out. Of value to body builders.

G" ̂ UE forms a very important item among the ma-terials that enter into the construction of airplanesand is also extensively used in building bodies for

automobiles. To a lesser extent it is employed in themanufacture of wood frames and wood disk wheels.

In each of these lines of application the glue is exposedto atmospheric influences and the requirements made uponit therefore are materially different from those that mustbe met in the manufacture of furniture, wood patternsand other older lines of industry in which glue long hasbeen used.

These new requirements resulted in considerable tech-nical development and research on glues during and afterthe war, and a prominent part in this work was taken bythe Forest Products Laboratory of Madison, Wis., whichhas recently issued a leaflet briefly reviewing- the presentstatus of glue technology. This material is undoubtedlyof interest to automobile body and aircraft engineers andis reproduced herewith:

The glues that are adapted for gluing wood may con-veniently be divided into five classes as follows:

1. Animal glues, which are made from the hides,hoofs, horns, bones and fleshings of animals, mostlycattle. These glues come in dry form and must bemixed with water and melted.

2. Casein glues, which are made from casein, limeand certain other chemical ingredients. They are

commonly sold in prepared form, requiring only theaddition of water, but may be mixed by the additionof the separate materials to the water.

3. Vegetable glues, which are made from starch,usually cassava starch, and sold in powdered form.They may be mixed cold with water and alkali, butheat is commonly used in their preparation.

4. Blood-albumen glues, which are made from solu-ble blood albumen, a product recovered from the bloodof animals. These glues must be mixed from theseparate ingredients just before use, since they de-teriorate rapidly on standing.

5. Liquid glues, which are commonly made fromthe heads, skins, bones and swimming bladders offish. Some liquid glues are made from animal glueand other material. They come in prepared formready for immediate use.

Vegetable Glues CheapestVegetable glues are the cheapest kind, normally ranging

in price from about 7 to 11 cents per 1b. Prepared caseinglues may range in price from 12 to 24 cents, differentgrades of animal glue from 12 to 30 cents, and driedalbumen, suitable for making glue, from 16 to 38 centsper lb.

Animal glue, frequently referred to as "hot glue," hasbeen in use a long time and is familiar to all woodworkers.

Comparison of Uses and Characteristics of Various GluesPoint of comparison

Source of principal ingre-dient

Animal glue Casein glue

Animal hides, bones, etc, Casein from milk

"Vegetable glue

Starch, generally cassava Soluble dried blood

Blood glue Liquid glue

Animal glue, or skinsbones, etc., of fish

Spread*Extremes reportedCommon range

20 to 5025 to 35

30 to 8035 to 55

35 to 7035 to 55

30 to 100 No data

Mixing Soaked in waterthen, melted

Mixed cold Mixed with alkali andwater, with or withoutheat; can be madewithout alkali

Mixed cold Requires no preparation

Application Applied warm with brushor mechanical spreader

Applied cold with brush Applied cold with me*or mechanical spreader chanical spreader

Applied cold by hand orwith mechanical sprea-der

Applied cold or warm,usually by hand

Temperature of press Cold; hot cauls frequent- Coldly used

Cold Hot or cold, depending Coldon formula used

Strength (block shear test) High grade; have greatershear strength thans t ronges t Americanwoods; medium gradesslightly lower

Similar to medium grade Similar to medium gradeanimal glue animal glue

Similar to or slightly lessthan medium gradeanimal glue

Good grades similar tomedium grade animalglue; some brands veryweak

Water resistance Naturally low, but canbe increased by chemi-cal treatment

High or low, as required Low High Low

Staining Does not stain Stains wood of some spe-cies

If mixed with causticsoda, stains wood ofsome species

Does not stain, but theglue is very dark andmay show through thinveneer

Does not stain

Uses in woodworking High grade, where astrong joint is desired;low grade sometimesused for veneering,especially where it isdesiredtoprevent stain-ing

Mainly where water re-sistance is desiredveneered or joint work

To some extent for joint Al:work, but mainly inveneered work wheregood strength at lowcost is desired

most entirely for wa-ter-resistant plywoodfor aircraft or automo-biles and for articles tobe molded after boilingwater

Mainly for repair workand gluing small arti-cles by hand

•Expressed in square feet of Bingle glue line per pound of dry glue for veneer work.

864 REPORT ON WOOD GLUES Automotive IndustriesMay 14, 1925

The principal desirable properties of animal glue are itsgreat strength and reliability in the higher grades, itsfree-flowing consistency, and the fact that it does notstain wood. So far no glue has been found by the wood-working industry to be as suitable as animal glue for handspreading on irregularly shaped joints, although a cheaperglue would be very desirable.

The price of animal glue is the chief factor which limitsits use. The fact that it is not highly water-resistant isoccasionally a drawback.

Casein glue has been used commercially for a muchshorter time than animal glue, and its possibilities andlimitations are not so well known. It has sufficientstrength for either veneer or joint work. It is used cold,and when properly mixed it can be spread with a brush.The property most featured is its high water resistance,which makes it suitable for gluing articles to be usedunder moist conditions. Not all casein glues are water-resistant, however; there are some on the market whichare made to compete with vegetable glue and for which nogreat water-resistance is claimed.

Among the disadvantages of casein glues are their ten-dency to stain thin veneer and the relatively short work-ing life of some kinds. It is claimed that this troublehas been overcome to a certain extent in some glues. Theyare somewhat harder on tools than animal and vegetableglues. Possibly this objection can be overcome by alteringformulas or by using different steel in the tools.

Litigation Over Patent RightsVegetable glues have found wide use in recent years

because they are cheap, can be used cold, and remain ingood working condition free from decomposition for manydays. They are extremely viscous, and it is not practica-ble to spread them by hand. Their lack of water resist-ance and the fact that they usually cause staining in thinfancy veneer are factors limiting their use. They setrelatively slowly and for this reason are not so welladapted for joint work. Vegetable glues have been studiedand developed almost entirely by private initiative, andthere has been much litigation over patent rights duringthe past few years.

Blood-albumen glue has shown notably high resistanceto moisture, especially in the boiling test. This makes itparticularly suitable for gluing plywood which is later tobe softened in hot water and molded. The production ofmolded plywood articles has been very limited, but itoffers a good field for future development.

In the past the chief drawback to the use of blood glueshas been the necessity for hot-pressing, but recent testshave shown that a highly water-resistant blood glue maybe developed which can be cold-pressed successfully.

Liquid glues are, in general, similar in properties toanimal glue. Some brands are quite equal in strength togood joint glues, but other brands are very weak and un-reliable. Their great advantage is that they come in pre-pared form, ready for immediate use. This makes themparticularly suitable for patch work and small gluing jobs.The factors which limit their use are their high price,their lack of water-resistance, and the difficulty in distin-guishing between good and poor brands.

Generally speaking, present vegetable and blood albumenglues are veneer glues, while animal and casein glues areused both as veneer and as joint glues. As between ani-mal and casein glue for joint work, if freedom from stain-ing is important animal glue is preferable; if water-resistance is of importance then a casein glue should beselected. Because of the necessity of heat in the prepara-tion and use of animal glue, the casein cold glue will prob-ably be favored if both glues are otherwise equally welladapted.

Swedish Expert Here to Study Steel

THE question of the effect of gases in metals, espe-cially in steel, has been under investigation at the

Bureau of Standards for a number of years and progresshas been made in the development of methods for thedetermination of the amount of gases and gas-formingelements present.

Swedish metallurgists have been interested in thesame problem, especially in their search for some testto show the presence or absence of the property called"body" which is supposed to account for the alleged su-periority of Swedish steel. Dr. Bengt Kjerrman of theIngeniors Vetenskaps Akademien, Stockholm, has studiedthe "gas-in-steel" problem and has devised methods forthe work.

In order to compare the methods used in Sweden andthose used at the Bureau of Standards, Dr. Kjerrmanhas been sent to America for a year.

As a Research Fellow at the Bureau of Standards, hewill compare the Swedish and American methods fordetermination of gases in metals on Swedish and Ameri-can steels.

Do You Speak the Right Language?

THE engineer does not talk in thelanguage of the street—about engi-

neering. He lias a special vocabulary forthe discussion of professional matters.

The merchant uses a different phrase-ology when he sits at the table with othermerchants of his trade.

You cannot interest the engineer inengineering matters—-unless you can talkin technical terms. You do not interest

the merchant in markets unless you speakin his trade phraseology.

As a layman you may talk with himalong any other line—but you must be ex-pert to interest him in his craft.

When you talk to the trade, you musttalk in the language of the trade, throughthe publications of the trade.

Reaching the trade through the tradepress insures the attention of authority.

Automotive IndustriesMay H, 1925

O O O O o o o o

o

o

- 1 " 0.0. COPPER TUBE

o

o

o o o o O O o oO/ IZ

WATER INLET OR OUTLET

Oil pan with heating coil as shown provides oneand a quarter square feet heating surface and

would rapidly warm, oil near pump intake

The Problem of Satisfactory, All-Year-RoundEngine Lubrication—Part II

Employment of mechanical methods to insure lubrication of en-

gine in starting, and use of clean oil, with steam-cooling and oilpan

heating to minimize dilution, are recommended as chief solutions.

By A. Ludlow Clayden

I N a recent series of testa made by the writer in theSun Oil Company's laboratory it was found that thevariation in dilution with jacket water temperature

corresponded quite well with the results obtained by otherinvestigators.

Runs were made at various temperatures from 100 deg.Fahr. to 212 deg. Fahr., and the accompanying curve showsthe average observations. The most interesting pointabout this is the comparatively great effect of steamcooling by comparison with conventional water coolingpractice.

Working with the thermostat, about the hottest, meanjacket temperature that could be obtained in practice is170 deg. Fahr. At this point, with the particular equip-ment used, the dilution was 3 per cent, whereas with steamcooled jackets there was a 50 per cent reduction in dilu-tion. The shape of the curve indicates that dilution wouldcease completely at a jacket temperature in the neighbor-hood of 250 deg. Fahr.

The dilution tests consisted of ten hour runs at halfthrottle on an Autocar five ton truck engine set with acommercial mixture. Oil temperature in the oil pan wasalmost unaffected by changes in jacket cooling, reachinga maximum of 125 deg. for the coolest run and only 135deg. for the hottest. Fuel consumption was between 5and 6 per cent less for the hottest, as compared withthe coldest, without any change in carbureter setting.The manifold was plain, with no hot spot, and the enter-

ing air was approximately 70 deg. Fahr. throughout theruns.

Of course, these were dynamometer runs at fixed throt-tle and they do not mean that a jacket temperature of210 deg. would practically eliminate dilution if applied tothe average car. The rate of warming up is very rapid,but even at that, normal use of a steam-cooled engine inwinter would involve enough starts to cause a fair quan-tity of gasoline to reach the crankcase.

Attacking Cause of DilutionAfter oil has once become diluted it will not recover

unless it itself is raised to a fairly high temperature.High jacket temperature insured by steam cooling reducesthe tendency to dilute very materially, particularly be-cause the high temperature is quickly attained afterstarting. This is the logical way to work, because it isattacking the cause of dilution; preventing the ill insteadof curing it afterwards. Prevention, however, is notcomplete, and probably a jacket temperature sufficient tocompletely stop dilution is not possible, but it goes farenough to make the cure much easier. With steam jackettemperatures the disease of dilution becomes as a coldin the head by comparison with pneumonia.

Going back to first principles again, if the cylindertemperature is stabilized and kept high by means ofsteam cooling, to establish a constant condition for lubri-cation the oil temperature ought similarly to be controlled.

866 ENGINE LUBRICATION Automotive IndustriesMay Ik, 1925

It is hardly any more difficult to maintain constant oil proper, forcing it over the pan so that about half an inchtemperatures than to hold jacket conditions constant, of space remains between the two, and then soldering theWith steam cooling, where a positive pump is used, the joint. Or a grid of a half-dozen turns of % in. copper.discharge can be taken either through an oil pan jacket tubing can be laid in the bottom of the pan with the ends•or through a short coil of pipe or passage within the oil brought through and brazed, or secured by some stillpan on its way to the cylinder jacket. Of course, similar simpler method.procedure would be possible with a water cooled engine, On an equal basis of production, the steam cooled en-but in that case the passages would have to be larger and gine with steam warmed oil pan would be cheaper than awould probably be arranged most conveniently on the water cooled engine of conventional sort having thermo-intake side of the pump. static control of water circulation, or radiator shutters

Experiment with the steam cooled system on the road with hand or automatic control,in winter shows that, with a steam heated oil pan, the oil „ Tpmnpritnrptemperature rises much more slowly than the jacket tem- i 3 e h l u u r d n Aempeidiuieperature, but it does rise to something reasonably over So far I have written only about facts that are well100 deg. in a comparatively short run. With water cool- known to a good many people, but one fairly importanting in winter, oil temperature will frequently never rise point remains undecided. This is, the best oil pan tem-above 70 deg. from October to April. perature for normal operation. Oil performs two func-

Now, to drive diluent out of oil, strong heat for a short tions in an engine: it lubricates and it cushions. Antime is usually employed, but constant moderate warmth engine runs more quietly with high viscosity oils. Oils ofwill do the same thing. Oil kept at around 150 deg. and many varieties will give completely satisfactory cylindersprayed or agitated loses its volatile constituents, so if lubrication with a 212 deg. jacket temperature or eventhe creation of dilution is restricted by using high jacket more, but at this temperature they would be distinctlytemperature, most of what does occur can be cured by thin for the noise creating parts of an engine, timingmaintaining a summer oil pan temperature. gears, valve tappets, and even connecting rods and wrist-

pins.Manual or Automatic Control The entire elimination of dilution is not desirable, espe-

With steam cooling the control of oil pan temperatures cially in winter. Supposing that starting period lubrica-is easy, simple and, above all, cheap. Regarding it only tion is properly taken care of by mechanical means, as \t(as a means for getting, in winter, the temperatures that ought to be and most certainly soon will be; even then aare normal in summer, a simple two way cock and a foot small amount of dilution will assist starting. It alsoor two of copper tubing gives a manual control so that seems highly improbable that it will be desirable to trythe pan heating could be used or not, at the will of the to cure dilution by the method of highly heating the oildriver. Enlarge the parts a little and elaborate the cock pan, because the loss of working viscosity due to tempera-and various degrees of adjustment are possible so that ture may easily become more serious than the loss due toeither all the water goes through the pan heating system, dilution.or none of it, or part of it. Finally, hitch such a valve to It is necessary to make some assumptions to illustratea conventional thermostat and oil temperatures would be this point. A good many engines in summer weather,controlled automatically without the driver having to when hard driven, will raise the oil pan temperature toknow anything about them. 15° deS-> s ° let u s take this as a normal working con-

Let me again stress the cheapness of such a system, dition. First of all, suppose the oil stays at 150 deg.Steam cooling in itself is simpler than water cooling be- F a n r - and successive increments of 5 per cent dilutioncause it gives automatic control of jacket temperature are added. Then the losses of viscosity will appear thus:without any thermostatically controlled devices. An oil Diluted Diluted Dilutedpan jacket is readily made by taking a shallower pressing New oil + 5% +10% +15%without a flange from the same dies as from the oil pan Viscosity 100% 77% 65% 45%

o o o o .„ ., o o o o• - " " • • • " • o

N

o o I WATER INLET OR OUTLET

DIP SOLDER

OIL DRAIN — ' • W A T E R DRAIN ! ' •

Oil pan with jacket giving about one and a half square feet heating surface according to dimen-sions. This is a Buick pan giving 1% ft.

automotive IndustriesMay U, 1925

ENGINE LUBRICATION 867

Now for the temperature effect on new oil without anydilution:

150° F. 160° F. 170° F. 180° F.Viscosity 100% 78% 66% 47%

In other words, each increase in temperature of 10 deg.above 150 deg. Fahr. just corresponds to increments of5 per cent dilution at 150 deg. Fahr. Of course, theseparticular figures do not apply to all oils, but somethinglike them does apply, and the origin of the oil has noth-

pi

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\

100

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no wo 160 isoCYLINDER JACKET TEMPERATURE ~ DEG. F

200

Variation in dilution with cylinder jacketperature

tem-

ing to do with the matter. The figures quoted applyexactly to a close cut, wholly distilled motor oil of nap-thenic origin, and to a compounded oil entirely paraffin.

The obvious deduction is that a very good job will bedone by keeping up the cylinder temperature with steamcooling and so restrain dilution at its source, even if theoil pan is not heated and no additional steps are taken toremove such slight dilution as does occur. This meansan actual saving in cost on the whole car, since steam•cooling certainly brings with it economy in the strictly•cooling equipment.

For an ideal layout, with cost secondary, it appears thathigh cylinder temperature could advantageously be as-sisted by controlled oil pan temperatures; that is, oil panneating applied when the oil temperature is below somedegree to be chosen, but probably between 130 and 160•deg. Fahr. Such heating would need only a small oil panjacket or internal coil and piping no longer than the con-ventional gasoline line. The thermostat also would bequite small and inexpensive.

Such heating is certainly desirable for winter condi-tions. First, because it would bring the oil to free flow-ing condition rapidly; second, because, even with steamcooled cylinders, there is liable to be more dilution thanis wanted if the oil never reaches more than 80 deg. or so.At first this statement sounds contradictory because thefigures just given show that if the oil never got above100 deg. Fahr. it would still have a pretty good viscosity,even with a great deal of dilution. The trouble here isthat we still have to lubricate the hot cylinders and pis-tons.

Flash Point of LubricantTemperature inevitably reduces the viscosity therein,

and we do not want dilution cutting it additionally toomuch. Also, some consideration should be given to theflash point of the lubricant. All that is necessary in flashpoint is that it shall be well above the cylinder wall tem-perature. Flame temperature has nothing to do with thematter, since the oil film is far too thin to vary in tem-

perature more than a very few degrees from the metalwith which it is so intimately in contact. Just what flashis safe is a matter of opinion, but the writer considersthat a 250 deg. Fahr. flash is about the minimum desirablewith cylinder jackets at 212 deg. Fahr.; so, taking every-thing together, it looks as though we ought not to besatisfied unless dilution can be kept to something less than10 per cent.

But with steam cooling for the cylinders and a con-trolled oil pan temperature of, say, 150 deg. Fahr., itwould be indeed surprising if the dilution reached 10 percent. Suppose it reached 6 per cent, then the viscosityloss involved would be small.

We have to deal with three indirect functions. Vis-cosity does not vary directly either with temperature orwith dilution; also, dilution does not vary in direct pro-portion to oil pan temperature. What is required is aconsiderable mass of data on the effects of different oilpan temperatures when all other conditions are the same.

Meanwhile it is unquestionable that an oil pan tem-perature, controlled automatically or otherwise to 150deg., is not too hot, and that, in conjunction with highcylinder jacket temperatures, it will keep dilution withinreasonable bounds.

Safe viscosity from the viewpoint of engine wear andthe viscosity desirable with respect to engine quietnessare two cocks of very different hackles. The former de-pends largely upon the degree of cleanliness of the oil,the latter upon the standard of workmanship of the en-gine. Efficient oil filters are pretty well accepted asnecessities and will be used on all machines within a shorttime; possibly in conjunction with air cleaners, too.

From the viewpoint of engine wear, far the most im-portant unsolved problem is that of starting lubrication,mentioned in the beginning. Insure oil supply from thefirst revolution; keep the oil clean; reduce dilution tonegligible quantity by using steam cooling and oil panheating, and the rate of wear in engines will be enor-mously reduced, so much so that it will cease to be afactor in service department work.

Adequate viscosity for quietness can readily be ob-tained at 150 deg. Fahr. or even at higher oil tempera-tures, especially if "cold start lubrication" is taken careof mechanically.

[This is the second and concluding installment of Mr.Clay den's article on the problems of engine lubrication.The first installment appeared in last week's issue.]

Corduroy Heavy-Duty TireA FLATTENED t r e a d ,

XV which enlarges thearea of contact with theroad, and a heavy ribbedside wall are the outstand-ing features of a new lineof tires which have beendeveloped by the CorduroyTire Co. of Grand Rapids,Mich. These tires are in-tended for use in the truckand bus fields. Eight pliesare used in all 5-in. tiresand ten plies in the 6-in.sizes. Deliveries are beingmade on the followingsizes; 5 x 33, 5 x 34, 5 x 35,6 x 32, 6 x 36.

868 Automotive IndustriesMay U, 1925

Delivered Car Prices—What ShouldThey Be Allowed to Include?

In addition to usual manufacturer's discount, some dealers claimthey are entitled to figure in "handling charge" on top

of freight and tax. Many factors are involved.

-By Norman G. Shidle.

T: E lower the price the greater the market.That is the basis upon which the automobile in-

dustry has been built. On that foundation has beenerected one of the greatest manufacturing industriesthe world has ever known. And on that theory futureprogress reasonably may be expected.

That's the reason car manufacturers have a vital in-terest in the price at which their products are deliveredto the public as well as in the wholesale price which thedealer pays. Only the most superficial observer wouldclaim that the manufacturer's interest in the car ceaseswhen it has left his plant simply because he receives hismoney from the dealer shortly afterward. It is almostaxiomatic that a sale is not completed until the car hasbeen put into the hands of the user and that, even then,consistent and adequate service is necessary to keep theowner satisfied and assure a resale when the first caris worn out.

For many other reasons the vehicle builder has adefinite interest in the car after it leaves his shop. Ifthe car does not perform well and does not build a goodreputation for the factory which produces it, difficultiesare sure to develop in the dealer organization and amongusers. The automobile, moreover, is a branded productbearing the name of its manufacturer, who must havea definite responsibility for it until it goes to the scrapheap, if only to protect his own reputation and goodname.

A Necessary BackgroundAll this is a bit elementary, but it is a necessary

background for any intelligent consideration of de-livered car prices, which have been the subject of muchdiscussion in the industry for a long while and whichseem to be getting additional attention of late. It canbe put down to begin with the fact that:

The car manufacturer has a very definite interest inthe delivered price of his car and desires that price tobe as low as possible.

Then comes the question, "How low is that?"—andthe argument begins.

What items can fairly be included in the deliveredprice of an automobile? Everybody will agree on thefollowing:

F. 0. B. factory list priceFreight chargesWar taxAccessories in addition to standard equipment

Then there is one more item:Handling charges

That's where disagreement arises. As regards thejustice of such a charge, manufacturers and dealers ingeneral have a different point of view.

The manufacturer usually feels that the discountallowed the dealer is supposed to include all the costsof handling—as well as selling and overhead—and thatthe dealer isn't justified in adding any extra charges.Such handling operations were considered before thediscount was set, most manufacturers say. If thedealer operates his business efficiently he will be ableto make a fair profit within the discount allowed himwithout making any extra charges for "handling."

The Dealer's Side of It

The dealer, on the other hand, will point out thatexperiences proves 5 per cent net profit a difficult goalto reach and that he can't hope to make money if he has.to absorb what amounts to manufacturing expense inmany cases. Dealers can tell you specific stories ofwork done in a dealer service station that should have-been completed on the factory assembly line and canshow instances of where a car, with a generally poorreputation, has been made successful in a given sectionbecause a dealer rectified sloppy factory work. Whilesome factories deal leniently with their retailers asregards allowances for defective factory work, othersare less fair and the dealer has to tack on a handlingcharge to protect himself.

Many dealers, particularly those on the Pacific Coast,feel also that the dealer should get a profit on the freighthe pays as well as on the wholesale price of the car,,because he has money constantly tied up in freight.This attitude is expressed by one Pacific Coast dis-tributor as follows:

"I don't think anybody can show any legitimate reasonwhy a dealer is not entitled to charge for freight (ifhe receives 25 per cent discount) 33 1/3 per cent morethan the actual cost. Every other line of business con-siders it good business ethics and a merchant is criti-cized severely if he does, not do it. On the PacificCoast a dealer's investment in freight alone is con-siderable."

The dealer can point out also that he is subject to along list of other charges such as unloading, polishing,washing, exchange on drafts, demurrage on lost drafts,car covers, etc.

Again the factory might say: "But still your dis-count is supposed to cover every expense and leave youprofit. As a matter of fact, however, manufacturers inmany cases have tactily admitted the justice of a han-dling charge in practice if not in theory, by coming toan agreement with their dealers as to what constitutesa fair handling charge. Some of the stronger producersin the low priced field have set a definite sum whichit allows dealers to add in the delivered price as han-

Automotive IndustriesMay U, 1925

DELIVERED CAR PRICES 869

dling charges and does not permit them to add any more.The success of a policy of this kind, of course, depends

upon the relative strength of the manufacturer and thedesirability of his franchise. General Motors, it isunderstood, writes a handling charge agreement intoits contracts, while another important producer in themiddle priced field has sold its Pacific Coast distributoron keeping "handling charges" down to a fixed sum ofrelatively small proportions.

These actions in themselves indicate that manufac-turers feel that the dealer is justified in adding a cer-tain sum for handling charges. But they indicate alsothe opposition of manufacturers to excessive additionsunder this guise. It is the abuse rather than the use ofhandling charges that has caused past difficulties.

Even though manufacturers may be convinced thatdealers are entitled to a reasonable handling charge,they still maintain as a principle that the car should bedelivered to the public at as low a price as possible andconsequently object to the dealer using the handlingcharge as a means to added profit. Profits are supposedto come out of the discount.

Will a handling chargeauthorized by the manufac-turer and adhered to by thedealer be the final solution ofthis problem, which has beenunder discussion for so long ?That question c a n ' t beanswered at present, but itcan be said that there is adefinite trend in that direc-tion. Nearly every strongmanufacturer is setting upsome such handling chargelimit. He feels the line mustbe drawn somewhere.

Whether the additionalcharges are called handlingcharges or are includedunder the term of freightdoesn't matter much. Asshown in the statementfrom a Pacific Coast dealer,retailers feel justified inmany cases in charging aprofit on freight. Even ifthis position be justified,however, there can't bemuch justification for add-ing 50 or 100 per cent to thefreight charge either ashandling charges or as in-terest on money invested infreight. How common suchpractice has been is hard tosay with certainty becauseof the violently conflictingstatements on the subject.One man familiar with the trade on the Pacific Coastwrote recently that "I have known dealers to bring carsout here five to a freight car, the actual freight per auto-mobile being about $105, and sell this freight charge tocustomers at $225.

"Dealers who are making a profit of from $35 to $100on the charge for freight to customers like to cover upwith what they term a 'handling charge.' This theyjustify on the basis of having to send a crew of men tothe railroad station to bring the new car up, attach thetop and windshield, wash and polish, etc.

"But," continues this same man, "it cannot be said that

As One ManufacturerSees It—

"T^vEALERS frequently have urgedI J manufacturers to decrease prices

in the past and it is this fact that makessome factory executives a bit ironicalwhen discussing the delivered price situ-ation.

"The president of one big companypointed out the other day, for example,that production readjustments resultingin the saving of even a few cents percar are matters for congratulation to-day, and the factories have to work veryhard to achieve them.

"Naturally, he added, its a bit un-pleasant to work so hard to get a fac-tory price down a few cents or a fewdollars and then have a dealer tack onabout twice as much in the form of ahandling charge.

"The question of delivered pricesaffects all parts of the country, of course,but has a more vital bearing on PacificCoast conditions than on any other be-cause of the great distance of the Coaststates from the manufacturing centers.At the present time only a few companieshave assembly plants on the PacificCoast."

the freight profit made by dealers has been a deterrent totheir business. Many of them, of course, figure thisfreight profit as something to play with in making allow-ances on used cars."

A Paradoxical StandDealers frequently have urged manufacturers to de-

crease prices in the past, and it is this fact that makessome factory executives a bit ironical when discussing thedelivered price situation. The president of one big com-pany pointed out the other day, for example, that produc-tion readjustments resulting in the saving of even a fewcents per car are matters for congratulation today andthe factories have to work very hard to achieve them..Naturally, he added, it's a bit unpleasant to work so hardto get a factory price down a few cents or a few dollarsand then have a dealer tack on about twice as much inthe form of a handling charge.

The question of delivered prices affects all parts of thecountry, of course, but has a more vital bearing on PacificCoast conditions than on any others because of the great

distance of the Coast Statesfrom the manufacturingcenters. At the presenttime only a few companieshave assembly plants on theCoast.

The recent freight ratecase, in which a group ofPacific Coast dealers triedto get large reparationsf r o m t h e railroads onfreight already paid, servedto center attention again onthe delivered price situation.At the hearings in connec-tion with that case, a num-ber of interesting angles aredisclosed in the stenographicrecord of the Commission.

Several dealers testified,for instance, that, far frombeing able to make a profiton freight and dunnage in-vestment, they frequentlyare unable to add in even theactual freight charges. Inreply to the question, "Don'tyou add freight charges onto the factory list price pluscertain other charges infixing your retail price?"one dealer replied:

"I take into considerationthe cost of the car and thecost of the freight and try(but unsuccessfully) to getas much as we pay, becausesometimes the price is set

In setting a price on anon a competitive basis.automobile I try to take care of the dunnage charges, butsometimes it is not possible."

Another dealer under cross-examination made the fol-lowing explanation of how he computed the retail sellingprice:

"It is my judgment—that based on the San Franciscoretail price. I made a price of $1,395 on a semi-sportmodel to meet competition. There was nothing consideredas to what it cost, because the cost was greatly in excessof the $170 which represented the difference between thefactory f.o.b. price and the delivered price.

870 DELIVERED CAR PRICES Automotive IndustriesMay 14, 1925

"We try to add to the f.o.b. price what it costs us morethan it costs the man doing business at the factory point.In other words, we aim to put in our retail price thecharges that we are put to that the dealer near the fac-tory is not put to, such as loading charges. He buys hisautomobiles at the factory unloaded. So we all are on thesame basis, and we are allowed to, or supposed to, addenough to cover all expenses; that includes the loading,car covers, the freight, the kind of load—which differswith the kind of freight cars you can furnish—exchangeon drafts, demurrage on lost drafts, interest on draftswhen cars are damaged here and we have to wait forthem, diversion charges, unloading charges, washing,polishing, and the salesman's commission."

Cross-examining the Dealer

Further excerpts from cross-examination of the samerepresentative dealer tend to throw additional light on thedelivered price situation:

Q.—Are you willing to admit that on all of the auto-mobiles covered by the freight bills included in thoseshipments on which your firm is asking reparation thatyou added into the retail selling price an amount whichrepresented the average freight per car? A.—No, sir.

Q.—As near as you can estimate? A.—No, not willingto admit that.

Q.—per railroad car? A.—No. •Q.—Were there any types of cars on which you added

an amount into your retail selling price which was suffi-cient to cover the freight? A—Some, yes.

Q.—At least more than sufficient? A—With some.Q.—There were some shipments of cars upon which you

actually made a profit over the average freight per car?A.—No, I won't say that.

Q.—You added an amount which was in excess of theaverage freight per car—we will put it that way? A.—Not for freight.

Q.—Will you point out what type of car, covered bythese freight bills, that you did not add enough to coverthe average freight per automobile car or per freight car?A.—Yes, sir, Model —, semi-sport. That is one of ourlarge sellers—was, in fact, the largest seller.

Q.—Now, on what ones did you add an amount whichwould exceed the average freight per car? A.—Model— coupes and the Model — sedans. I think we had threeof these automobiles.

Q.—How much more than the total amount of youractual charges did you add on to the factory list price inthose instances just enumerated by you? A.—About $5.

Q.—What does this handling charge mentioned by youcover, and what does it amount to? A.—That would bepretty hard to tell you offhand.

Q.—Don't you know what it covers? A.—Per automo-bile, no; we don't figure per automobile; it cannot befigured per automobile.

Q.—How, then, can you arrive at a price and pay forthe handling charges ? A.—We arrive at it from an aver-age from the year previous and, as I stated before, theretail price is based by me on my judgment as to theautomobile selling.

Q.—What is this amount for handling charges intendedto cover, what services? A.—Handling charge.

Q.—Yes? A.—It is intended to cover all the chargesthat we incur that are not incurred by the man in Michi-gan, who has his automobile place right next to the fac-tory.

These brief quotations of dealer attitude do not tellthe whole story, but they do indicate pretty clearly onething:

There has been a good deal of general talk and argu-

ment on the subject of delivered prices without a suffi-cient background of facts and specific data. A good bitof use is made of the terms "reasonable" and "handlingcharges" without any exact definition having been as-signed by either manufacturers or dealers.

Before the problem can be solved there must be a moregeneral gathering of facts and a more detailed study ofactual figures. Where it isn't possible to allocate specificcosts to specific cars, averages must be worked out andapplied carefully and intelligently. There is just as muchneed for accurate cost figures on these physical phases ofcar distribution as for similar data on various phases ofshop operation. Final decision can't be reached untilbetter fundamental information has been accumulated asa basis for judgment.

Storage Battery Separators

MEASUREMENTS of the electrical resistance and ofthe mechanical strength of storage battery separa-

tors have been made at the Bureau of Standards. Thelife and internal resistance of a storage battery dependlargely upon certain properties of these separators, whichare usually made of wood, and which are placed betweenthe plates of the battery.

The electrical resistance of the separators was measuredby placing a specimen in an electric circuit consisting oftwo branches supplied by a transformer having two sec-ondary windings. The current from one of the secondarywindings was passed through a known area of the separa-tor to be measured. The current from the other windingwas passed through a slide wire and resistance box whichserved as a potentiometer. The accuracy of the methodwas well within 1 per cent, which was sufficient for thepurpose, since the resistance of the different samples ofthe same kind varied by as much as 15 per cent.

The results of the measurements of the resistance andmechanical strength show the effects produced by thedifferent conditions to which the samples were subjected.The results, in general, are as follows:

(1) Electrical Resistance.(a) The resistance was found to change for some

time after immersion, but became practicallyconstant after two or three weeks.

(b) The resistance was proportional to the resis-tivity of the acid in which the sample wasimmersed.

(c) The resistance of the separators treated bythe caustic-soda method was lower than forlike samples treated by the steam method.

(d) The temperature coefficient of resistance wasapproximately the same as the coefficient ofresistivity for sulphuric acid solutions of thesame density.

(e) The resistance of samples of different thick-nesses, but identical in other respects, was ap-proximately proportional to their thickness.

(f) The resistance of the sawn separators wassmaller in most cases than that of the rotarycut samples.

(2) Mechanical Strength.(a) Immersion in acid solutions was found to

weaken the wood fibers. The strength de-creased with time of immersion and concentra-tion of the solution. When the specific gravityexceeded 1.300 the action was severe.

(b) The strength decreased with increase of tem-perature of the acid solution.

(c) The strength was approximately proportionalto the thickness of the samples.

Automotive IndustriesMay lit, 1925

871

Combination lighting and ignition switch Rear view of combination stvitch

New Bus Generator Equipped withDouble Output Control

Delco machines designed specially for large Fageol buses provided

with third brush system of regulation and also have reverse series

field winding which increases the output when lamp load is carried.

TWO generator models designed by the Dayton Engi-neering Laboratories Co., for use on Fageol buses,and known as models 306 and 307, are of the four-

pole, differential compound wound type, having a shuntfield and a reverse series field. The shunt wound fieldis connected directly between the positive main brush andthe third brush, while the reverse series field is locatedin the charging current between the cut-out relay and am-meter.

By referring to the wiring and circuit diagrams, thevarious connections and internal circuits may be traced.The only difference between the two units is in the dis-tributors, which are arranged for four and six-cylinderengines respectively. When no lights are being usedthe generator acts as a combination third brush andreverse series machine. As the generator speed in-creases and the electromotive force reaches 12%-14 volts(12-15 m.p.h.) the cut-out relay contacts close and cur-rent flows through the relay and to terminal F. (see

Delco generator for Fageol bus

circuit diagrams). From there the current flows throughthe reverse series field and out from terminal B to thebattery.

As on all third brush units, the current flowingthrough the shunt winding decreases as the speed ofthe generator armature increases. In addition to thisregulation, the opposing action of the current throughthe reverse series field tends to decrease the intensityof the flux through the armature, and as a result theoutput is held at a predetermined rate. This rangesfrom 12 to 14 amperes at average driving speeds.

Performance of GeneratorActing as a third brush machine, the performance of

the generator while hot is as follows:11 amperes minimum at 700 r.p.m.23 amperes minimum at 1000 r.p.m.26 amperes maximum at 1500 r.p.m.20 amperes maximum at 1750 r.p.m. (Maximum

speed of generator in service.)To measure the generator output when operating as a

third brush machine, it is necessary to connect the bat-tery directly to terminal A and disconnect the leads fromF and B terminals.

At night the lamp load of the bus averages from 12to 15 amperes. The current for lights is taken fromterminal F, which naturally decreases the amount ofcurrent flowing through the reverse series field. Theopposition of this field is, therefore, decreased and thegenerator output increased. If the lamp load exceedsthe generator output the battery is called upon to furnishthe excess of current required. This battery currentthen flows through the reverse series field in a direc-tion opposite to that in which generator current flowsthrough it, and its magnetising effect is in the same di-rection as that of the shunt field, hence the field isstrengthened, and the output of the generator is in-creased.

From the above it will be seen that the generator

872 NEW BUS GENERATOR Automotive IndustriesMay 14, 1925

output is governed to a considerable extent by the light-ing and ignition load.

In these generators the distributor is integral with theunit, being located on the housing opposite the commu-tator end. Two annular ball. bearings support the arma-ture shaft. Lubrication of these bearings is providedfor by the application of 8 to 10 drops of engine oil every500 miles, in the oilers located at each end of the hous-ing. The armature is driven at engine speed in a clock-wise direction looking at the commutator end.

The spring tension on each of the brush arms is 1 to

_TO COMBINATION.SWITCH

CUT-OUT RtUAV

*— REVERSE 3ER\E«> FltUOBATTERY

Circuit diagram, of Fageol bus generator andbattery system

1%, lbs. This tension may be checked by attaching asmall spring scale having a capacity of 4 to 6 lbs., at theend of the brush arm, making a direct pull and taking thereading just as the arm leaves the stop.

Adjustment of the third brush is accomplished byshifting the thii'd brush mounting plate. Shifting it inthe direction of armature rotation increases the charg-ing rate and vice versa. The third brush plate has asmall handle or lug which is accessible when the coverband is removed. By prying on this handle with a screw-driver the plate can be shifted. It is held in adjust-ment by friction clamp washers. Adjustment of thethird brush affects the supply of generator current tothe lights, ignition and battery equally.

The cut-out relay is mounted on the dash. Its con-tacts close the battery charging circuit when the gen-erator builds up to 12^-14 volts (at approximately 12-15m.p.h.). Adjustment of the cut-out relay is made atthe factory and the only attention it should require inservice is to see that the contacts are kept clean andmake good contact. However, if for any reason it be-comes desirable to change the cut-in speed, this can beaccomplished by slightly bending the armature stop.The gap limits are 0.040 and 0.047 in. The closer thearmature is to the core the lower the cut-in point. Thecut-in point may also be raised by increasing the springtension, and lowered by decreasing it. It is preferableto have the air gap as close to the lower limit as pos-sible, as then the contacts open with a discharge of lessthan 3 amperes.

The Fageol DistributorThe distributor used on the four and six-cylinder

Fageol buses are of the automatic and manual sparkadvance type. They differ only in the number of term-inals on the heads and lobes on the cams. There aretwo sets of contacts, connected in parallel and operatingsimultaneously. The condenser and resistance unit aremounted on the outside of the distributor cup. An an-nular ball bearing and two bronze bushings carry the

distributor shaft. The shaft is driven from the gener-ator amature shaft through helical gears. Lubricationof the distributor bearings is accomplished throughoilers located on the distributor housing. For the lubri-cation of the gears cup grease is forced through a greaseplug into the lower distributor housing twice a year.

A manual advance of 25 deg. on the flywheel is pro-vided. The automatic spark advance begins to operateat 750 r.p.m. of engine. A maximum automatic advanceof 25% deg. is obtained at 2400 r.p.m. The total amountof spark advance obtainable is therefore 50% deg

A special Delco combination switch is used with thissystem to control the lighting and ignition circuits. It isof an oval type and has nine individual switch units capa-ble of carrying 20 amperes without undue heating. Pro-vision is made to install four additional switch units,if necessary. The installation of these additional unitsis easily accomplished by removing small covers in theoval escutcheon, and inserting the switch through thehole. An ammeter is located directly in the center ofthe switch assembly.

Three low resistance circuit breakers, designed to pro-tect the lighting circuits, are mounted on the rear ofthe switch. One of these, connected in the head andtail light circuits, is of the vibrating type. The other twoare of the lock-out type and protect the dome and auxiliarylighting circuits, which are equally divided between thetwo. Each circuit breaker operates independently ofthe others.

A Supercharger by RateauA DEVELOPMENT in superchargers of the exhaust

XX. turbine type has been patented by A. Rateau, thewell-known French turbine specialist. He uses two sepa-rate turbo-compressors which are shown fitted to aneight-cylinder V type engine, such as the Hispano-Suiza.Each turbine is supplied with the exhaust from one setof four cylinders, while the two compressors are con-nected in series, one serving as a low pressure and theother as a high pressure compressor. An inter-cooler isconnected between the two compressors. The object isevidently to reduce the speed required to obtain the nec-essary compression, and thus to reduce the strain onthe compressor, and particularly the strain on the tur-bine rotors, which are weakened by the high tempera-tures to which they are subjected.

Rateau two-stage turbo-compressor super-charger

Automotive IndustriesMay H, 1925

873

Valentine Makes Radical Improvements inLacquer Finishing

Materials required are reduced to three, while time from the bare metal

to finished car is two days for satin gloss or three for polished surface

By Herbert Chase

SOME extraordinary results have been obtained inrecent months by the research organization ofValentine Co. in the simplification and improvement

of lacquer finishing materials and systems.Foremost among these is the reduction in time of finish-

ing to two days without air drying and the number ofmaterials required for a complete nitrocellulose finish tothree, namely, primer, glaze and enamel.

These have been termed Nitro-Valspar products, insteadof Valenite, the term formerly employed for the samemake <5f lacquer base products.

With these materials it is possible to finish a car com-pletely in a single day without resort to any artificialdrying methods, although two days is the time inquiredfor the Nitro-Valspar standard system of finishing.

One important advantage claimed for these finishingsystems is that an exceedingly smooth surface entirelyfree from pebble or orange peel effect can be secured sothat a minimum of time and labor is required for polish-ing. This result is said to have been secured partly bya careful selection of solvents which permit the materialssprayed on to flow slightly after they strike the surfaceinstead of drying in the spray and giving a somewhatpebbled effect, and partly by a very fine grinding of thepigments employed.

Special emphasis is laid by the Valentine Co. on thesuccessful development of the nitrocellulose undercoatswhich, it is claimed, not only do not peel or chip as someother lacquer base undercoats have done, but are said tobe much superior to varnish base primers, including thosemade by the Valentine Co., especially when used under thelacquer finishing coats.

Primer Dries in 30 MinutesNitro-Valspar primer is a true nitrocellulose material

which carries just enough finely ground iron oxide to en-able the operator to see whether or not an even coat isapplied over the entire surface. This primer is said topossess exceptional adhesive qualities. It is furnishedready for application without thinning, and is suitablefor use on metal of all kinds, composition and wood sur-faces. This primer air dries at normal room tempera-ture in 30 minutes ready for the first coat of surfacingmaterials and can be brushed on door jambs, reveals, etc.,if desired.

Nitro-Valspar "Gunglaze," as it is termed, takes theplace of the usual lead, half-and-half, glaze, surfacer orrough stuff and sealer coats, thus greatly simplifying thesystem and, it is claimed, increasing the durability of thefinish. As the name implies, this material is in effect aglaze applied by use of a spray gun. That this gunglazepossesses remarkable filling properties, due to a high per-centage of finely ground pigment, will be appreciatedwhen it is stated that it readily fills the deepest kind offile marks without any knifing and leaves an exceptionallysmooth surface.

Gimglaze is supplied as a heavy non-settling liquid

which, for smooth metal, is thinned with equal parts ofa solvent furnished by the Valentine Co. For rough sur-faces, it can be used safely in the ratio of two parts ofGunglaze to one part of solvent by volume.

Owing to its heavy pigmentation, Gunglaze is appliedbest by a gravity or pressure feed gun. The surface maybe double or triple coated in one operation, applying morematerial where rough surface conditions call for a heaviercoat, or it may be applied one coat at a time, if desired.It air dries over night at ordinary room temperatureready for water sanding.

Since the pigment used in Gunglaze is ground exceed-ingly fine and well-balanced, solvents which permit slightflowing on the surface are employed. The surface result-ing is very smooth and is sanded easily.

Impervious to MoistureAbout all that is required is to remove the nibs oi

irregularities occasioned where particles of dust from theair have settled on the surface. Since the surface affordedby Gunglaze is impervious to moisture, finishing coats ofcolored lacquer may be applied as soon as the moisturefrom the sanding operation has evaporated. Gunglazeis supplied in two shades, light and dark gray.

The third and final material required in the Nitro-Valspar system is a nitrocellulose enamel which is appliedby the usual spray methods and is said to dry with moregloss than most lacquer enamel. It is supplied in a heavynon-settling liquid form and should be thinned with equalparts by volume of Nitro-Valspar solvent. Two or threecoats of Nitro-Valspar, all of which may be applied easilyin one hour, usually are sufficient. For the final coat amixture of one part colored enamel, one part clear enameland two parts solvent is said to give the best finish inrespect to smoothness, sheen and brilliancy of color.

Nitro-Valspar enamel is supplied in 16 standard colorsand black and white, all of which are mixable in all pro-portions to form a great variety of shades and tints.Even maroon, which has proved to be one of the mostdifficult colors to make satisfactorily in lacquer base ma-terials, is available and is said to be entirely satisfactory.

Three choices of finish are available: first, the satinfinish left just as it is applied, which is said to be prac-tically immune to scratching, while the color is guaran-teen not to rub off; second, a polished finish, which, it isclaimed, can be secured easily owing to the exceptionalsmoothness of the surface, and third, a varnish finish ob-tained by applying two coats of Valentine's Super-Finish-ing varnish, which produces a brilliancy and depth oflustre claimed to be unequalled by lacquer base products.

It is claimed also by Valentine chemists that althoughmost nitrocellulose lacquers will not hold varnish finish-ing coats, Nitro-Valspar will do so, while this combina-tion is said to afford a durability many times greater thanthe usual varnish finish.

For normal air drying, the time for the application ofthe complete Nitro-Valspar system is two working days

874 VALENTINE LACQUER FINISH Automotive IndustriesMay H, 1925

in the case of satin finish; three working days for thepolished finish, and six working days for the Nitro-Valsparvarnish finish, but it is possible to apply the whole Nitro-Valspar system (without varnish coats) in a single dayunder air drying conditions if extreme smoothness is notrequired.

Valentine engineers assert that while some other all-lacquer base systems have not proved successful in pro-duction work, this is far from being the case with thesystem here described. In fact, they believe that a properlydesigned all-lacquer system has marked advantages overone using varnish base undercoats both in time and moneysaving and in certainty of a satisfactory life. They pointout that when varnish base undercoats are employed, it isnecessary usually to allow long periods of air drying orto use forced drying at quite high temperatures to secureundercoats which will resist successfully the solvent actionof thinners contained in all lacquer base enamels.

It is asserted that when forced drying at high tempera-tures is used, the cost per coat of the drying alone oftenexceeds that of the materials employed. With an all-

lacquer system forced drying can be dispensed with en-tirely so that the saving in equipment, fuel and floor spaceis very considerable. One case is cited in which the sav-ing in space as compared with a first class varnish job isso great that a contemplated plant extension proved un-necessary, while the saving in cost of finishing amountedto some hundreds of thousand of dollars a year.

In addition to the new Nitro-Valspar products referred,to above, the Valentine Co. is putting out a materialtermed "Maskote," which, as the name implies, is intendedfor masking one part while spraying an adjacent part withanother color. When this sprayed coat is dry the maskedsurface simply is washed off with cold water, which not-only removes the Maskote but all lacquer which has beensprayed on it. Maskote is applied with a brush and leavesas sharp a dividing line between the coated and uncoatedsurface as a skilled striper will make in applying a stripe.In fact, a narrow coat of Maskote can be applied as astripe, another color sprayed over it, and when dry thewhole surface washed and the under color revealed in theform of a stripe.

Bus Generator Standards Discussed by A. E. A.

STANDARDIZED generators for motor coaches, igni-tion test specifications, battery rating and lighting

problems were the subjects discussed at the meeting ofthe Standardization Committee of the Automotive Elec-tric Association in Cleveland, Ohio, May 4.

The subcommittee on motor coach generators sub-mitted a report based on a study of the lighting require-ments of various motor coaches. Figures were obtainedshowing that during 1924 approximately 850 coacheswere built, having a capacity of from ten to seventeenpassengers, 1676 were built having a capacity of eighteento twenty-two passengers, 2083 were built having a ca-pacity of from twenty-three to twenty-nine passengers,54 were built having a capacity of thirty to fifty pas-sengers, 482 were built having a capacity of fifty-oneto sixty-seven passengers.

From information obtained from questionnaires re-cently sent out, it was calculated that the lighting energyrequired per passenger is 6.78 watts, this average beingcompiled from eleven different models of eight of theprincipal motor coach builders. To add a margin ofsafety, the committee increased this figure to 7% wattsper passenger. On this basis the generator wattagerequirements of five different coaches were calculated,60 watts being added as an estimated requirement foraccessories such as ignition and horn. The tabulationof these requirements is as follows:

AverageNumber ofpassengers.

14 x20 x26 x40 x59 x

Watts forpassenger

7y271/271/271/271/2

To be added forignition, horn, etc.

60 watts60606060

Total energyrequired.

165 watts210255360502

From these figures it was considered that a—No. 1 Generator of 200 watts rated capacity would

answer the requirements of 49 per cent of the 1924 pro-duction, the 14 passenger and 20 passenger coach men-tioned in the preceding table.

No. 2 Generator of 300 watts rated capacity wouldanswer the requirements of 41 per cent of the 1924 pro-duction, the 26 passenger and the 40 passenger coach.

No. 3 Generator of 450 watts rated capacity wouldanswer the requirements of approximately 10 per cent

of the 1924 bus production, the 59 passenger coach.From the answers to the questionnaire and from fig-

ures given in the statistical number of AUTOMOTIVE.INDUSTRIES, we find the average axle ratio of the 10 to17 passenger bus and the 18 to 22 bus to be 5.68; of the23 to 29 passenger and of the 30 to 50 passenger busto be 5.8 and of the 51 to 67, or double deck type, 6.1.

The following specifications are submitted:No. 1 Generator. This generator will give 200 watts

at 1200 r.p.m. hot, and should be driven at approximate-ly 80 generator r.p.m. per bus mile per hour. "Hot"'condition is understood to be actual operating tempera-ture of the bus. Clearance should be provided for agenerator not exceeding 6 in. in diameter.

No. 2 Generator will give 300 watts at 12S0 r.p.m.hot and should be driven at approximately 80 generatorr.p.m. per bus mile per hour. Clearance should be pro-vided for a generator not exceeding 6% in. in diameter.

No. 3 Generator will give 450 watts at 1200 r.p.m.hot and should be driven at approximately 120 r.p.m.per bus mile per hour: Clearance should be providedfor a generator not exceeding 7y2 in. in diameter.

The sub-committee on ignition specifications submit-ted blue prints giving diagram of connections, details-of construction of standardized spark gaps and otherinformation necessary to make a standardized test onbattery ignition systems.

A report on battery ratings was made by Dr. C. W.Vinal of the Federal Bureau of Standards. He broughtout the weak points of the five ampere rating, showingfor example that a battery made twice the size of astandard battery and containing twice the amount ofactive material would have more than twice the rating,due to the fact that the discharge rate per square inchof plate surface would be lower in the large battery.For this reason the 20-hour discharge rate was men-tioned as being desirable from a technical standpoint,although due to the fact that it lowered the apparentrating of batteries now cataloged it would not be sodesirable at present from a commercial standpoint. Thepossibility was brought out of having two ratings forthe present with the idea of gradually abandoning thefive-ampere ratings in favor of the 20-hour rating. Def-inite action however was deferred until a later meetingso that action could conform to the steps being takenin this matter by the S. A. E.

Automotive IndustriesMay lip, 1925

875

IT IALKeep Them Sold" A DVERTISING has taken over the job of creat-

-i~V ing desire. It still has another job-—creatinggood will in order to make desire stand hitched."That's one of the things Herbert Hoover told the As-sociated Advertising Clubs of the World in Houston.

A whole sermon lies in that text, "Making desirestand hitched." How many products have gone downhill, how many firms have foundered because the ad-vertising connected with them stopped with the crea-tion of desire. It's pretty hard, of course, to spendmoney just to keep something that you already have,but if it isn't done you are very likely to lose it.More than one man has lost a good wife because heworked on the theory that a wife is like a trolleycar and that there's no use running after a trolleycar once you've caught it.

Certainly one of the big jobs of modern advertis-ing is "to make desire stand hitched."

Rights and Parts

WHO has a right to the replacement parts busi-ness?

No more complex commercial situation exists to-day than the distribution of replacement parts forcars and trucks. The vehicle manufacturer in mostcases feels that the replacement business should behis. The standard parts maker thinks he has aright to whatever share of that business he can getthrough legitimate competition and the maker of sub-stitute parts believes he has a real economic reasonfor existence and that he is entitled to a share.

As a matter of fact, nobody has any vested rights inthe matter. American business has been built and isconducted on the theory that the man who can per-form a service best and most economically—or whocan convince prospective customers that he can—isentitled to whatever sales he can make. Americanbusiness is competitive and from all appearances isgoing to continue on that basis for a long time tocome. So long as this is the case all talk about whohas a "right" to the replacement parts business reallyis beside the point. The business will go to the manthat gets it.

Which of the agencies striving for the business issuccessful will depend largely on the efficiency of themerchandising and distributing methods in particu-lar cases. Where the vehicle distributors have lowerprices or give better service to compensate for higherprices they will win. Where the parts makers' depotsatisfies customers better, it will win and where theindependent, selling a sound, trade-marked productthrough jobbers, gives customers what they want, hewill win.

There has been a bit too much emphasis laid on thetype of distribution in the past and not enough onthe efficiency of operation. The parts business will begained or lost, not in the realms of economic theory,but in the competitive arena of service.

Wear of Transmission Gears

FEW people probably are prepared for the infor-mation that when the gears in an automobile

transmission fail they generally fail through wear in-stead of through breakage. What makes this resultof observation rather unexpected is that owing to theconsta/it increase in engine power the proportion ofthe time during which the lower gears are in activeoperation, that is, transmitting power, has been cut toa minimum. The probable explanation is that, co-incident with the increase in engine power, there hasbeen a decrease in the relative size of the transmis-sion, with the result that under full engine power thetooth load on the gears is now exceedingly high.

The gears in the transmissions fitted to many ofthe present passenger cars would be worn out if rununder full engine load for a comparatively smallnumber of hours, but practically this is of little con-sequence, as these few hours of full load operationare equivalent in their destructive effects to theservice which the transmission renders during thewhole life of the car.

In recent years there has been noticeable a ten-dency to make the life of all car components aboutequal to the life of the car as a whole, in accordancewith an apparently sound economic principle, andthe decrease in the proportions of the transmissiongears is one phase of this general movement.

Handling Material

HANDLING of material still is an important costitem in automotive production. While most

automobile plants have less manual labor in carryingparts than does the average tractor plant, every partof the industry still is a long ways from eliminationof such labor.

A speaker at the tractor manufacturers' conven-tion in Chicago two weeks ago said, for example,that in the tractor industry "studies indicate that 90per cent of the labor is devoted to handling and but10 per cent to actual process. These figures apply tothe machine shop; in the foundry the handling per-centage is 96."

These figures show that the general conceptionthat handling has been reduced to a minimum in mod-ern production is far from true. Improved methodsstill can be applied in many factories.

876 Automotive IndustriesMay Ik, 1925

Our Industry TodayFactories Strain Facilities to Meet Surplus of Orders—

Buying Situation Still Extremely Favorable—Used Car Stocks Low

NEW YORK, May 13—Cold weather, coupled with rain and snow, in NewEngland and northern New York during the week just past slowed up buy-ing of automobiles in those districts, but rain in the parched sections of theSouthwest has again brought Texas and Oklahoma into the market, and thesituation as a whole is still extremely favorable.

The outlook is that May production will equal if not better the recordestablished in April, as most of the factories are straining their facilitiesto meet the surplus of orders on their books. Equipment orders placed bythe producers indicate that there will be no slowing up before some timein June, at the earliest, and the season of peak production may be con-tinued into the early summer.

Even if demand begins to slacken aboutthe first of June, as it frequently does,production may be slow in following thedownward tendency. Experience hasshown that factory operations are like-ly to speed along on their own momen-tum for a period while surplus ordersare being met and surplus materials util-ized. Manufacturers are confident, how-ever, that there will be no repetition ofthe experience of previous years, whencapacity production was maintained longbeyond the time when demand was suffi-cient to absorb the output.

Current shortages are having a favor-able reaction on the used car situation.Taking the country as a whole, the mar-ket for used cars has not been better inrecent years. Unable to obtain immedi-ate deliveries of their favorite new cars,customers are buying old ones, and theconsequence is that stocks are low inmost sections and prices on a profitablebasis, with the probable exception of someused sedans, which have to face the com-petition of the low priced coaches thatare now being turned out in enormousquantities.

Heavy Car ShipmentsRushed to England

Cables Report Large NumbersShipped in Anticipation of

McKenna Duties

FISK SHOWS GAINNEW YORK, May 12-—A report from

the Fisk Rubber Co. estimates net salesfor the six months ending April 30, 1925,at $29,675,000, an increase of 28 percent over the total of the same period ofthe previous year, which was $23,200,000.Operating profits were $2,800,000, afterreserves for depreciation, but before in-terest and Federal taxes.

Net earnings for the period, after de-ducting interest and other charges of$525,000 and current Federal taxes of$290,000, amount to $1,985,000. In thesame period last year net earnings were$775,000, the increase for the currentyear amounting to approximately 160 percent. The factory production of casingsand tubes showed an increase of approxi-mately 33 1/3 per cent over the corre-sponding time of a year ago. Output atthe present time is 26,000 casings and32,000 tubes daily.

NEW YORK, May 14—Newspapercables from London report that automo-biles are being shipped into GreatBritain in extremely heavy numbers, inanticipation of the McKenna duties of33̂ 3 per cent which will become effectiveon July 1. Some statements are that athousand cars a day are being unloadedat various British ports. While the dis-patches state inferentially that these ve-hicles are American, the probability isthat they are quite largely made up ofContinental light cars which so directlycompete with the bulk of British pro-duction.

"Unprecedented Dumping"The dispatches also state that the

British Cabinet has become alarmed atthe "unprecedented dumping" of auto-mobiles, described as having caused a"glut of automobiles at Southampton,Liverpool, London and Plymouth," withcars being stored "in all available shedsand with acres of cars spread over sub-urban fields awaiting storage." It isdeclared that British business circles ex-pect the effective date of the duty to bemade June 1 rather than July 1, as pro-posed, in order to stop the present heavyshipments.

Export managers here were advisedsome days ago that an earlier datingmight be made effective on the duties orthat they might be declared retroactiveto the date in late April when ChancellorChurchill announced the reimposition.Cable orders in some cases have specifieddelivery dates this month but in othersBritish buyers, who have been floodingthe American market the last ten days,say delivery might be made in June.

Some doubt may be expressed as towhether such a large quantity of Ameri-can cars have actually been received inGreat Britain up to this time. Normal-ly, there are heavy shipments at thisperiod of the year and there has not yetbeen time for heavy orders to reach Eng-land that were placed after the budgetspeech.

British factors have ordered veryheavily since the Churchill speech. Thecables and the mails have been filledwith buying requests, many of themfrom firms which previously had pur-chased comparatively small amounts ofgoods from here. The export managers,in general, are thoroughly acquaintedwith the sales possibilities in Great.Britain and unfortunate experienceshave been suffered by some companiesin the ill-advised piling up of stocks inthat market.

Some doubt therefore may be ex-pressed as to the correctness of thecable dispatches, particularly regardingAmerican cars.

Ford May Buy 400Government Vessels

DETROIT, May 14—Henry Ford isprepared to buy over 400 steel vesselsfrom the United States Shipping Boardif the Government will accept a pricefor the ships no higher than the marketrate for scrap. This was learned after aconference between the automobile manu-facturer and T. Y. O'Connor, chairmanof the board. The Ford company wouldinstall machinery for junking thevessels, but would retain a few, andrecondition them for service.

The company already has two shipsin foreign service and a third will beready to sail for Denmark about Aug. 1.Mr. Ford has also conferred with threerepresentatives of the Bureau of Foreignand Domestic Commerce. He announcedthat the Ford Company is ready to gointo foreign trade on "a larger scalethan ever before."

NEW MAXWELL DIRECTORSDETROIT, May 13—Three new direc-

tors were elected at the meeting heretoday of the Maxwell and Chrysler com-panies. They are B. E. Hutchinson, vice-president and treasurer; W. LedyardMitchell, vice-president and secretary,and D. R. McLain. W. P. Chrysler,president and chairman of the board,declared in a statement that the outlookfor business continued to be very bright.

CUT G. M. DIRECTORSNEW YORK, May 14—At the annual

meeting of the General Motors Corp.,bylaws were amended reducing the num-ber of directors from 35 to 31. No newdirectors were elected.

Automotive IndustriesMay U, 1925

877

Extending Ford Purchase PlanNew Financing Tried in Toledo and Pittsburgh—

Factory States Expansion Will Depend OnSatisfactory Local Arrangements

NEW YORK, May 14—Indications that the Ford Motor Co. is satisfied withthe manner in which its new finance plan, whereby cars are sold at initialpayments as low as $12.40, is working out in the early experiments are seenin the latest extension of the plan, which takes in Pittsburgh. Detroit wasthe first city, followed closely by Toledo.

April Records Madeby Many Factories

Producers' Statements ReflectSpring Demand—Prospects

for May Promising

The word from the factory is that ex-tensions are being made as satisfactoryarrangements are concluded with localfinancing companies. The Detroit Ac-ceptance Corp., handling Detroit sales onthe low payment basis, has made theplan available to all dealers in munici-palities adjacent to the city, thus en-larging the scope of the arrangement inthe region in which it originated.

Rumors of other extensions, involvingPortland, Me., and other New Englandpoints could not be confirmed, but it isknown that preparations are activelyunder way looking to the establishmentof the plan in several widely separatedcommunities.

Has Publicity Value

It is too early to determine just howlarge the proportion of sales to inquirieswill be on the low payment basis, but theplan is regarded as having a publicityvalue entirely aside from the immediateresults. It brings prospects into thedealers' salesrooms, and some of them,in the long run, may develop into cus-tomers under the older time sales ar-rangements.

There appears very little likelihood atpresent that other manufacturers of low-priced cars will follow Ford's lead in thematter of introducing down payments ofless than 10 per cent of the cash selling-price. Most of them have declared theiropposition to the plan on economic prin-ciples, and the majority frankly acknowl-edge that they are unwilling to tie upthe large amount of capital required tointroduce the system on any considerablescale.

MACHINE FIRM PURCHASEDHOLLAND, MICH., May 13 —The

complete line of Garvin tapping ma-chines, formerly built by the GarvinMachine Co., New York, has been pur-chased by the Western Machine ToolWorks, located here. This concern willbuild taper roller bearing equipped tap-ping machines.

NEW REO SEDANDETROIT, May 14—Reo Motor Car

Co. is now shipping a new sedan, pricedat $1,645. Car conforms to the standardtwentieth anniversary sedan model an-nounced early in the year, but carriesadditional equipment and refinements.

NEW YORK, May 13—Reports fromcar manufacturers indicate that manyindividual production records were es-tablished during April, the month thatset a new high output mark for the in-dustry.

Shipments of the Flint Motor Co. in-creased steadily during the month, thetotal number of models shipped anddriven away from the factory during thelast week showing an increase of 100per cent over any previous week of theyear. Two hundred and ten cars werereleased the last day of the month, anew high mark for single day shipments.It is expected by officials of the concernthat a new level will be reached duringMay.Bus Sales Increase

The bus department of the Interna-tional Motor Co. states that up to May1 the sale of Mack buses had increased80 per cent over January sales, whichhad been the biggest month in the com-pany's history. It is stated that, judg-ing from the flow of orders now beingreceived, the total sales of Mackbuses by June 1 will top the total salesmade during the entire year 1924.

Sales and deliveries of Cadillac carshave been marked by a continuous up-ward trend since the beginning of theyear and have established new recordsover corresponding1 periods of the pasttwo years. A report from the CadillacMotor Car Co. states that deliveries forthe first week in April were greater thanfor any week since May, 1923.

April upset all previous marks for theNash Motors Co. E. H. McCarty, generalsales manager, states that this is theeighth consecutive month that Nash salesand production have eclipsed the corre-sponding month of the previous year. Itis believed that May will wrest produc-tion and sales honors from April.

Sales of Marmon cars in April showedan increase of 91 per cent over the cor-

(Continued on page 884)

G. M. OFFICIALS MAKETRIP THROUGH SOUTH

CHARLOTTE, N. C, May 12—Business conditions affecting theautomobile industry's output arebeing studied at first hand by Al-fred P. Sloan, president of GeneralMotors Corp., who conferred heretoday with seven local organiza-tions handling products of his com-pany. Accompanied by Vice-presi-dents C. S. Mott, J. L. Pratt andDonald Brown and Vice-presidentJ. J. Shumann of General MotorsAcceptance Corp., he left in hisspecial car tonight for Savannah,later going to Jacksonville, thenswinging into the Southwest.

Shipments of Tiresand Tubes Increase

NEW YORK, May 13—The increaseof factory shipments of tires and tubesthis spring is shown in a recent bulletinissued by the Rubber Association ofAmerica, the figures representing thetotals of 75 per cent of the industry.Shipments of high pressure pneumaticcasings increased from 1,458,136 inFebruary to 1,708,352 in March, produc-tion for the same periods climbing from1,996,488 to 2,000,939. In March, 1924,2,027,844 casings were made and 1,822,-292 shipped.

Shipments of high pressure innertubes increased from 2,989,606 in Feb-ruary to 3,120,624 in March, productiondeclining from 3,977,721 in February to3,895,688 in March. In the correspond-ing period a year ago 3,412,372 tubeswere shipped. The tube inventory ad-vanced in March to 9,540,993. Shipmentsof balloon casings, which for the lastyear have shown a steady advance, to-taled 1,168,277 in March, while ship-ments of balloon inner tubes, also on theincrease, were 1,162,910.

Production of solid and cushion tireswas 53,058 in February and 56,751 inMarch, shipments increasing from 55,646in February to 69,833 in March. Thislast figure represents an increase overMarch, 1924, when 61,482 were shipped.

MOON REPORTS QUARTERNEW YORK, May 14—Net sales of

the Moon Motor Car Co. for the firstquarter were $2,156,090, against $2,607,-889 in the same period last year. In-come after depreciation and taxesamounted to $180,590, against $202,368the previous year. The earnings wereequal to $1 a share on the 180,000 shai'esof no par stock outstanding, as comparedwith $1.12 a share in the first quarterof 1924.

Automotive IndustriesMay H, 1925

American Auto TrimSold to Briggs Co.

Makes Purchase to Increase Fa-cilities for Closed Body

Building

DETROIT, May 13—Sale of the mainplant of the American Auto TrimmingCo. to Briggs Manufacturing Co. for aprice reported as between $1,250,000 and$1,500,000 was made here today, aecord-ing to an announcement by BenjaminGotfredson, president of the AmericanAuto Trimming Co.

The sale is one of the most importanttransactions the industry has witnessedin recent years, especially as affectingthe body building section. Through thepurchase the Briggs company obtainsone of the largest body building plantsin the city. Negotiations for the salehave been under way for some days. TheBriggs company was led to acquire theproperty because of its operations, madenecessary by increasing demand forclosed bodies from Hudson and Ford, forwhom it has long been manufacturing,and from Packard, with whom it closeda contract for closed bodies recently.

American Auto Trimming Co. willtransfer its operations to its Wayneplant, built originally by Harroun, whichwas bought last year, and will also usethe tiody plant of Kelsey Wheel Co. untilit has completed its Wayne facilities. Inaddition to its body trimming and paint-ing work, princpally on open model cars,the Amercan Auto Trimming Co. is alsoentering the closed body building field,already building bodies at the Wayneplant for several companies in the in-dustry.

Reflects Open Car Decline

The sale of this main auto trim plantmarks more definitely than any event inrecent years the decline of the open carand the ascendancy of the closed car inthe automotive industry. For years theAmerican Auto Trimming plant was themost important in the industry in uphol-stering, finishing and painting of opencars. From it several companies of asimilar nature have sprung. With thegrowing popularity of closed cars, andalso with many car companies takingover the work of upholstering and fin-ishing their own open output, the amountof work available for body finishingplants was greatly reduced. Passingfrom the former plant, the AmericanAuto Trimming company will concentrateon closed body building, though also con-tinuing to handle trimming and finish-ing work for other body companies andcar companies. It has immense facili-ties at the Wayne plant for large pro-duction.

The plant now obtained will be usedby the Briggs company for buildingPackard bodies exclusively, it is under-stood. The plant is within short haulingdistance of the Packard plant. This pur-

chase by the Briggs company followswithin two years the purchase of theMichigan Stamping Co. and within fouryears the purchase of the former Harperplant of Everitt Brothers Co.

Briggs Manufacturing Co. reports forthe quarter ended March 31, 1925, net in-come of $2,388,816, after depreciation,Federal taxes and other charges, equiva-lent to $1.19 a share earned on 1,999,688no par shares of stock.

King Made Presidentof Falls Rubber Co.

GAS-ELECTRIC CAR TOBE MADE IN TOLEDO

TOLEDO, May 12—^Frazer Elec-tric Transmission Corp. has beenformed here for the purpose ofmanufacturing a gas-electric tour-ing car, designed by E. M. Grazer,Yonkers, N. Y. Members of thelegal firm of Brown, Hahn &Sanger, here, and A. L. Garford,Elyria, truck manufacturer, are in-terested in the company.

Walter F. Brown is now driv-ing one of the cars, which is aWillys-Knight with starter, fly-wheel, transmission and gearshiftremoved. Special electric unitswere designed and built here bythe Electric Autolite Co. It is saidthat the car has shown a relativelylow gasoline consumption. JohnN. Willys has looked it over andtaken considerable interest in itsdevelopment.

Bus Merger Includes725 M^es of Lines

SYRACUSE, May 12—The biggest busmerger in the history of New York Statehas been completed with the formationof the Colonial Motor Coach Corp. ofWatertown, capitalized for $1,000,000.The new company has taken over 725miles of operating passenger and expresslines, 18 different routes being in theamalgamation.

Central headquarters will be at Water-town, where a big plant has been leasedfor depot, garage and repairshop. Linestaken over by the company extend fromas far south as the Pennsylvania line andNorth to the Canadian border, boundedon the east by Schenectady and west bythis city. There are 98 buses takenover. The newer machines will be keptin service, but the older ones will beconverted into snow plows. The com-pany is to place an order immediatelyfor 15 new 30-passenger machines.

A. Raymond Cornwall of Watertown,secretary of the New York State BusOwners Association, is secretary of thenew corporation, which has Bertram!Snell of Potsdam, F. H. Lehr of Maloneand M. S. Wilder and R. J. Buck ofWatertown as directors. H. B. Weaver,founder of the Chicago Coach Co., is gen-eral manager, with W. P. Sherwood astraffic superintendent and Matthew Wil-son, assistant general superintendent.

Additional Stock Authorized—Concern Undergoes Partial

Reorganization

AKRON, May 12—J. O. King ofCleveland is the new president of theFalls Rubber Co., which has just under-gone a partial reorganization. He suc-ceeds M. J. O'Donnell, who has resignedafter being head of the company for11 years. Mr. O'Donnell will retirefrom active business, he states, but willcontinue as vice-president. Mr. Kingwas formerly identified with the AjaxTool Co. of Cincinnati, and has been alarge stockholder of the Falls companyfor ten years. G. D. Kratz has beennamed vice-president, and W. S. Camp-bell general sales manager. O. C. Nel-son continues as secretary and W. P.Cline, treasurer.

Stockholders at a special meeting ap-proved the action of directors in elect-ing the above officers and also author-ized the issuing of $300,000 additionalcommon stock. Arrangements havebeen made to sell 12,000 shares of stockat $25 a share. The funds will be usedfor expansion of the company's business,including the purchase of new tire build-ing machinery and other equipment.

The Falls company was organized 18years ago by a group of Cleveland busi-ness men, and is one of the oldest rubberconcerns in Akron. Sales of the com-pany last year amounted to $3,000,000,an increase of 54 per cent over last year.Present output is 1400 automobile tiresand 8500 inner tubes a day. This is tobe increased when the new equipmentis obtained.

CAPITAL STOCK INCREASEDSYRACUSE, May 13—The capital

stock of Smith Wheel, Inc., manufacturerof hollow metal wheels for automobiles,has been increased from $3,500,000 to$5,000,000. The increase in capital stockis to take care of the rapidly expandingbusiness of the company, which is nowoperating at full capacity, employingmore than 400 men in its local factory.

Of the old stock of $3,500,000, the en-tire amount is outstanding. Shares ofthe increased capitalization will be is-sued from time to time as the require-ments of the industry demand. At thistime no enlargement of the plant is con-templated.

ATLANTA FORD GAINS

JACKSONVILLE, FLA., May 11—Ac-cording to a recent announcement by of-ficials of the Atlanta branch of the FordMotor Co., an increase in the manufac-turing facilities of the Ford branch atJacksonville is contemplated in the nearfuture, capacity of the assembly plantto be approximately doubled. Presentcapacity is 100 cars daily.

Automotive IndustriesMay lJf, 1925

Crude Rubber PricesLeap to New Levels

Sudden "Squeeze" to 60 CentsMay Be Reflected in Tire

Increases

AKRON, May 13—Many tire manu-facturers, especially the smaller con-cerns, are facing a serious problem asa result of the sudden and sensationalrise in the crude rubber market in thelast few days.

Touching a new high record above 60cents a pound last week, rubber is nowconsiderably higher than the peak of45 cents a pound registered five yearsago. The market in the last few dayshas been one of the wildest and mostexcited ever experienced, according tobrokers here. The predicted "squeeze"in the rubber market during May, dueto the statistical position, surprised tiremanufacturers by the extent of the risein so short a period.

It is reported that only 11,000 tonsof crude rubber are available in theLondon market during May, and therehas been a reduction of 2000 tons inthe supply this week. Some observersare of the opinion that the "squeeze"may continue during the remainder ofthe year, while others are hopeful thatmore rubber will be available beforeMay contracts are closed.

Makers Warned About Future"This is the most serious thing with

which the industry has had to contendfor some time," one broker said. Therewas an interruption of tapping andgathering activities on the rubber plan-tations in March, as the result of heavyrainfall in January and February, itis pointed out. The bulge in the marketfollowed heavy buying by manufacturersand hurried covering operations by thoseshort of the market.

Consumption of rubber in the firstquarter of 1925 was 97,000 tons, thelargest on record. At this rate, theamount of rubber consumed for the yearwould be 400,000 tons, compared with315,000 in the preceding year. Al-though most of the large manufacturershave sufficient stocks of crude rubberon hand for current operations, theyare worried about their June, July, andAugust requirements. Many of thesmaller companies which are forced tobuy spot rubber at prevailing high priceswill find their profits seriously im-paired.

Another increase in tire prices is re-garded as almost a certainty in viewof these developments. The recent pricereadjustment on an average of 10 percent was based on crude rubber costingbetween 40 and 45 cents a pound, where-as it is now nearly 10 cents higher.The present cost of crude rubber isnearly 200 per cent higher than the 20cent level prevailing last summer.

Harvey S. Firestone, president of theFirestone Tire & Rubber Co., recently

predicted that the Stevenson rubberrestriction act would cost automobileowners this year from $100,000,000 to$300,000,000. Under this act, he charges,the British government is curtailingproduction on the plantations to main-tain high prices.

Experiments in crude rubber growingin this country and in territory outsideforeign control are being conducted byMr. Firestone, Henry Ford and ThomasA. Edison as a means of breaking theBritish monopoly.

Dunlop to Open NewTire Casing Plant

BUFFALO, May 13—Dunlop Tire &Rubber Co. of America will put in op-eration on or about June 15 a new op-erating- unit at the River Road plant,which will step up its tire production atleast 4000 tires daily over what the plantis producing at the present time. Thepresent equipment is for 6000 casingsdaily.

This is an entirely new operating unit,562 feet long and 120 feet wide, whichhas never before been used. Workmenare at present rushing completion of theinterior in preparation for putting it inproduction. At the same time the inte-rior of the tube shop is being rearrangedso that by June 15 the production oftubes may also be increased by 4000daily. Orders have gone out to the UticaSpinning Mill, the Dunlop subsidiary,whereby that unit will go into day andnight service at once in anticipation ofthe increased demand for cotton materialsin the added unit.

The new unit is a complete tire shopin itself, not dependent on any otherpart of the plant for production. Itsservice will include vulcanizing and allphases of the tire assembly.

Merge Master Truckand Jackson Engine

CHICAGO, May 12—The Master Mo-tor Manufacturing Co., Chicago, makerof Master trucks, has merged with thePetroleum Motors Corp. of Rockford,111., builder of the Jackson oil engine.

A new line of models has been intro-duced with the Jackson oil engine, beingthe standard equipment on 2%, 3, 3Vz,4 and 5-ton models. Buda engines willbe used on the 1, IV2 and 2-ton models.The engine will be manufactured atRockford with the general office andfactory of the truck company still beinglocated in Chicago.

T. G. Jackson has been appointed gen-eral sales manager of trucks.

FORD MAKES PADDINGFORD CITY, ONT., May 11—Through

the installation of a Garnett machine,Ford Motor Co. of Canada, Ltd., is nowreducing all wool and cotton remnantsfrom its upholstery department into ma-terial for padding. The material leavesthe machine in a rope form of uniformthickness, is cut into short lengths andsewed into the padding.

Navy Requests Bidson New Type Planes

Equipment Intended for Carriers—Estimates Received for

Packard Engine Craft

WASHINGTON, May 13—Severalautomobile manufacturers and airplanemakers have been invited by the NavyDepartment to submit bids on a newtype of airplane with which the Depart-ment proposes to equip its two airplanecarriers, the U. S. S. Saratoga and theU. S. S. Lexington, it has been an-nounced here.

Bids have already been received forthe construction of a single engine planeto be built around the Packard "2500"engine. The details are being carefullyguarded, however, and the Departmenthas announced that the bidders will notbe announced. These bids are to befollowed by requests for bids for theconstruction of a twin-engine plane to bebuilt around the Wright Cycle Air-Cooled Engine, recently developed andtested at Paterson, N. J.

The Department has announced thatnot until the type of plane and engineis selected for the airplane carriers andproven practical will the contracts belet for them. Congress, at the lastsession, appropriated $3,000,000 forfor planes for the two ships.

Creditors to ReceivePremier Cab Stock

INDIANAPOLIS, May 12—Judge LinnD. Hay of the Superior Court of this cityhas allowed a total of $45,000 for re-ceiver's fees and for the attorneys rep-resenting the receivership of the Pre-mier Motor Co. The Fletcher Savingsand Trust Co. has acted as receiver forabout three years.

It was announced at the same timethat about 300 creditors will receive stockin the Premier Motors, Inc., the reorgan-ized concern, which has been operatingin the old Premier plant and engagedin the manufacture of Premier taxicabs.At the same time it was announced thatAlbert Ward, United States District At-torney, had filed an appeal to the IndianaSupreme Court against a decision ofJudge Hay of a month ago, when heset aside, in favor of the motor con-cern, a claim of $361,000 filed by theFederal government against the old Pre-mier company on contracts for the mak-ing of trucks during the war.

EVANSVILLE WHEEL CHANGESEVANSVILLE, IND., May 13—Evans-

ville Steering Wheel Manufacturing Co.,maker of wheels, rims and aluminumspiders in this city, has undergone a re-organization and will be reincorporatedunder the name of Quality Manufactur-ing Co.

880

Ford Sued in Southfor Naming Prices

Revenue Agent in MississippiStarts Action for $12,000,000

on Anti-Trust Premise

Automotive IndustriesMay U, 1925

JACKSON, MISS., May 11. — Thelargest suit of its kind, whether lorback taxes or for damages, ever filedanywhere in the South, is pending in theChancery Court of this county, filed byState Revenue Agent W. J. Milleragainst the Ford Motor Co., in "whichthe revenue agent claims an aggregateof $12,000,000 on allegations of viola-tion of the Mississippi State anti-trustlaws and conspiracy to violate the Stateanti-trust laws.

The amount asked, $12,000,000, isreached by figuring 300 Ford agents inMississippi, with $25 fines against eachagent for each day since Jan. 1,1919. Today the Governor of the State,Henry L. Whitfield, issued a statementin which he deplored this latest actionof State tax collection agents as oncemore putting the State in an attitude ofantagonism against foreign capital, andthe State revenue agent responded witha statement that he is merely doing hisduty, as he has sworn to do, that the lawwas violated by the defendant Fordcompany.

Mr. Miller declared that he is willingto refrain from bringing other suits ofsuch nature until the courts have passedon the present suit, and he declared alsohe will go before the next legislature andask that the State anti-trust laws be re-scinded or amended. Tonight a monstermass meeting of prominent men andwomen from several counties was heldhere and resolutions were adopted urg-ing that the suit be withdrawn and thatsteps be taken to abolish the office ofState revenue agent.

The petition filed declares the Stateanti-trust laws were violated by the na-ture of the contract between the FordMotor company and its agents, in thatthe contract specified the price at whichFord ears shall be sold by these agentsand distributors, all the said contractsbeing uniform, and this constituting theconspiracy, according to the allegations.There is nothing in the lengthy petitionrelative to the allowance to be made orthe prices to be asked for used cars, thepetition dealing only with the sale ofnew Ford cars and products by Fordagents.

Claims Contracts ObsoleteDETROIT, May 11.—Information re-

ceived at Ford Motor Co. offices here onthe suit brought in Mississippi for al-leged violation of the anti-trust laws ofthat State indicates that the suit may bepredicated upon a form of dealer con-tract in operation in 1919 which hassince been changed. Legal representa-tives of the company are now in Mis-sissippi investigating the premises up-on which the suit is brought.

Business in BriefWritten exclusively for AUTOMO-TIVE INDUSTRIES by the GuarantyTrust Co., second largest bank inAmerica.

NEW YORK, May 13—Tendenciesin domestic trade and industry arehighly irregular. In manufacturing'activity the general trend is mod-erately downward, while commodityprices are firmer than in recentweeks. Crop reports are generallyfavorable, although the winter wheatcrop is small. Stock quotations dis-played considerable strength lastweek.

Prices of crude rubber scored asharp advance last week, and onMonday of this week stood at thehighest level since 1919.

The official forecast of the winterwheat crop based on condition May1 estimates a total yield of 444,833,000bushels, the smallest figure since1917. The April estimate was474,255,000 bushels and last year'scrop was 590,037,000 bushels.

Production of iron and steel de-clined sharply last month. The av-erage daily output of pig iron was108,632 tons, as compared with114,975 in March and 107,781 in Aprillast year; while the estimated dailyaverage for steel ingots was 137,982tons, comparing with 161,482 in thepreceding month and 128,787 a yearearlier. Unfilled orders reported bythe United States Steel Corporationdeclined during the month from4,863,564 to 4,446,568 tons.

Car loadings in the week endedMay 2 reached the highest figure ofthe year to date, numbering 961,711,and exceeding by 22,486 the total forthe preceding week and by 68,161the corresponding figure a year ago.Both gross and net operating in-comes of Class 1 railroads in Marchwere lower than a year earlier. Forthe first quarter, net income repre-sented an annual return on propertyinvestment of 4.48 per cent, com-paring with 4.61 per cent a year ago.

Another large increase in crude oilproduction in the week ended May 2carried the average daily output upto 2,182,850 barrels, as against2,156,450 barrels in the precedingweek and 1,949,050 a year earlier.

Building1 contracts awarded " lastmonth in thirty-six states, accordingto the P. W. Dodge Corporation, seta new high record with a total of$546,970,700, which is 14 per centabove the figure for March and 13per cent above that for April, 1924.

Bank debits to individual accountsreported by the Federal ReserveBoard for the week ended May 6were the largest ever recorded, ag-gregating 513,455,000,000, and exceed-ing the total for the preceding weekby 29.3 per cent and last year'scorresponding figure by 28.3 per cent.

Fisher's index of wholesale com-modity prices advanced last week forthe first time in five weeks, stand-ing at 156.2 and comparing with 154.1a week earlier and 155.7 two weeksearlier. Bradstreet's index declined2.7 per cent in April.

Discounts by Federal Reservebanks increased $10,600,000 during theweek ended May 6, with a declineof $7,600,000 in bills secured by Gov-ernment obligations more than offsetby a gain of $18,200,000 in "otherbills discounted." Open market pur-chases increased $11,600,000, holdingsof Government securities $26,700,000,and total deposits $45,000,000, whilethe circulation of Federal Reservenotes decreased $900,000 and total re-serves $5,900,000. The reserve ratiodeclined from 77.3 to 76.3 per cent.

Proceed with Plansfor Aviation Meet

i nAsk Cooperation of CitiesStaging Country's First

Airplane Tour

NEW YORK, May 13—More thanfifty airplanes probably will be enteredin America's first intercity airplane tourthis summer if the cities having landingfields cooperate as expected in the plansthat are being prepared. This number isthe average of estimates made by theaviators themselves who will enter ma-chines and who have responded to theproposal to organize the event, whichwas indorsed recently by the Board ofGovernors of the National AeronauticAssociation at a meeting in St. Joseph,Mo.

William B. Mayo of Detroit, in a con-ference with Carl B. Fritsche, chairmanof the contest committee of the Associ-ation, which will prepare the rules forthe contest, voiced the evident sentimentof the airplane interests when he said,"Let us make it the best commercialmeet in history."

The Society of Automotive Engineers,which has been encouraging the pro-motion of the tour, has received morethan fifty responses from commercialaviation companies and individual owner-pilots, who have offered many interest-ing and valuable suggestions for theconduct of this event. Among these aresome of the largest operators in thecountry.

Plans already formulated contemplatean '"on to Detroit" event for competitorsfrom all over the country, to end inDetroit on Sept. 5, with cash prizes toall entrants who fly from a distance of175 miles or more, and the starting ofthe intercity tour on Labor Day, Sept. 7.The cities now listed in the preliminaryway to be included in the tour are FortWayne, Chicago, St. Louis, Indianapolis,Dayton, Columbus and Cleveland, withthe start and finish at Ford Airport,Dearborn, Mich.

URGES TAX ELIMINATIONWASHINGTON, May 13—Represen-

tative Bachrach of New Jersey advocatedtoday to President Coolidge a maximum-surtax rate of 20 per cent and the elimi-nation of most of the miscellaneous ex-cise taxes, such as those on automobilesand accessories, motor boats, jewelry andclub dues. Representative Bachraehranks fourth on the majority side of theHouse Ways and Means Committee ontax reduction.

GRAHAM REDUCES PRICESDETROIT, May 13—Announcement

has been made by Graham Brothers ofa reduction in the prices of the 1 tonand 1% ton chassis. The price of theformer has been cut from $1,175 to$1,095 and the 1% ton chassis has beenreduced from $1,375 to $1,280.

Automotive IndustriesMay Ik, 1925

881

Franklin AppointmentsAppointments of L. R. Hodge as fac-

tory service manager and L. B. Benhamas assistant sales manager have beenannounced by the Franklin AutomobileCo. Mr. Hodge has been connected withFranklin for 17 years. Aside from rep-resenting the company in a service ca-pacity in the southwestern States he hasacted as service manager for the KansasCity and Cleveland dealerships. For thepast two years he has been technicalservice advisor at the factory.

Mr. Benham, who joined Franklin in1919 as an engineer, has acted as servicerepresentative on the road, and for thepast two years has supervised the fac-tory's service correspondence.

Meachem with GreasaltT. G. Meachem has purchased an in-

terest in the Greasalt Products Corp.,New York, and has been elected vice-president in charge of sales. Paul Cas-sidy is president of the concern. J. D.Kennedy, a former associate of Mr.Meachem, has been appointed managerof the branch in Syracuse. Mr. Meachem,having disposed of his interests in theMeachem Gear Corp., is devoting all histime to the Greasalt company, whichmanufactures cleaning materials, suchas floor, wall and window cleaners, metalcleaners and composition soap.

Changes in Durant Sales ForceH. H. Shelton, formerly assistant to

Colin Campbell, vice-president of DurantMotors, as special representative out ofNew York, has been appointed zonesales manager with a territory includingMissouri, Illinois and part of Kentucky.G. C. Hamilton, who has been branchmanager in St. Louis, has been namedassistant in this district. E. K. Jeans,who has been retail sales manager in St.Louis, is now manager of the branchand E. A. Thomure is retail sales man-ager.

Slocum Elected PresidentC. W. Slocum was elected president

of the Beckwith-Chandler Co., varnishand lacquer maker, at a recent meet-ing of the board of directors. He suc-ceeds C. B. Beckwith, who died last Jan-uary. Mr. Slocum has been vice-presi-dent and general manager of the com-pany since 1920. Previous to that timehe was assistant treasurer. At thesame meeting J. J. Robinson was electedto the board of directors and to theoffice of assistant secretary.

Reeves and Brisbane on ProgramAlfred Reeves, general manager of the

National Automobile Chamber of Com-merce, and Arthur Brisbane, editor andpublicist, will be the speakers at the

banquet of the Portland Cement Asso-ciation in New York May 20. Mr.Reeves' topic will be "Under and Overthe Wheels," showing the combined im-portance of combined efforts by the in-dustry that supplies the road bed and theone that furnishes the rolling stock.

New Velie ManagersC. W. Hadden, general sales manager

of the Velie Motors Corp., has announcedthe following district manager appoint-ments: R. A. Spillane, New York; R. A.McKee, Philadelphia; C. H. Turner,Pittsburgh; G. C. Morgan, Chicago; J. A.Helbert, Minneapolis; A. J. Kinnear,Moline; C. D. Webster, St. Louis; G. E.Anderson, San Francisco. L. F. Murphy,assistant sales manager will have chargeof export and Canadian business.

Schulte Returns to DetroitJ. A. Schulte, Cadillac distributor with

H. M. Kinnee in Buffalo since 1920, isreturning to Detroit as general managerof the Cadillac Detroit branch at the re-quest of the Cadillac Motor Car Co. Heentered the motor car field as an asso-ciate of W. E. Metzger when Cadillacwas passing from production of one-cylinder cars into the four-cylinder field.He was manager in 1908 of the firstCadillac branch in Detroit.

John with Campbell-EwaldH. T. Ewald, president of Campbell-

Ewald, announces the appointment ofW. A. P. John to the Detroit staff of thecompany. Mr. John was until recentlyvice-president of the Dunlap-Ward Ad-vertising Co., Cleveland. His advertis-ing activities have been closely identifiedwith the automotive industry. He wroteat one time a series of biographicalsketches of the leading figures in thefield.

Friedeberg Heads Reliable TrucksTheodore Friedeberg, who recently

purchased the Reliable Motor Truck Co.,Chicago, has been elected president andtreasurer of the new concern, ReliableTrucks, Inc. Other officers are FredBernstein, vice-pi'esident; A. O. Hoyt,secretary, and A. L. Bernstein, assistantsecretary. A charter granted the newfirm gave the capital stock as $100,000.

Stannard Opens Detroit OfficeJ. H. Stannard, sales manager for the

past eight years of the Baker-MathewsLumber Co., Memphis, has gone to De-troit to open a branch office. Thisbranch will be devoted to servicing theautomotive industry. A. B. Baker rep-resents the concern in Chicago, D. H.Heller in the east and L. R. Malone inNorth Carolina.

MacGregor New Sales HeadB. N. MacGregor, who has been in the

sales department of the Packard ElectricCo. for the past five years, has been ap-pointed sales manager of the cable divi-sion, succeeding W. F. Parker who wasrecently made general manager of thetransformer division in addition to hisduties as general sales manager.

Parsons on Hydraulic StaffB. G. Parsons, formerly chief engi-

neer of the Dayton Wire Wheel Co. andmore recently connected with the Bendix-Perrot Brake Corp., is now in the de-velopment department of the HydraulicBrake Co., builder of the Lockheed four-wheel brake systems.

Berg Opens New York OfficeJo Berge has opened a consulting en-

gineering office in New York and willspecialize in manufacturing problems,patents, design and production. He wasformerly connected with the Stewart-Warner Speedometer Corp. and the ACSpark Plug Co.

Gillunt Signs with MoonR. E. Gillum, until recently with the

Flint Motor Co. as district represent-ative, has been appointed special factoryrepresentative of the Moon Motor CarCo. Previous to his Flint connection hewas with Chevrolet for four years.

Gilchriese Joins OaklandW. F. Gilchriese has been appointed

field representative for Oakland MotorCar Co. in the Pontiac or factory dis-trict. For the past two years he hasbeen connected with the Graham Broth-ers division of Dodge Brothers.

Dohrendorf Now BuyerFollowing the resignation of J. G.

McCauley, A. H. Dohrendorf has beennamed purchasing agent in the automo-tive division of the Beck-Corbitt Co., St.Louis.

Boatright Goes to St. LouisH. H. Boatright, former branch man-

ager of the Timken Roller Bearing Salesand Service Co., Indianapolis, has beentransferred to the St. Louis office.

Henes Has Western PostL. G. Henes has been named repre-

sentative in California, Arizona and Ne-vada for the Fellows Gear Shaper Co.of Springfield, Vt.

Sawyer PromotedH. S. Sawyer has been promoted to the

position of works manager of the WicoElectric Co.

882 Automotive IndustriesMay U, 1925

Car Makers DominateEntire Steel Market

Prices on Even Keel—DemandWell Distributed, Embracing

All Descriptions

NEW YORK, May 13—Automotivebuying dominates the steel market, thedemand embracing all descriptions ofsemi-finished and finished steel productsthat enter into motor car construction,from alloy steel bars and body sheetsdown to bolts and nuts. Tonnages in-volved range from single car lots toseveral hundred tons, and quite fre-quently purchasing agents double bywire previously placed commitments andspecifications.

Prices ride on an even keel, buyers,as a rule not striving to depress them,but quite often seeking and securingacceptance of uninviting specifications,from a mill point of view, at going baselevels. Demand is well distributed overall producing territories, the leadinglow-priced passenger motor car manu-facturer figuring' impressively as a sheetbuyer from Kentucky and southern Ohiomills. Some very pleasing orders fornarrow, hot-rolled strips on a 2.40c,Pittsburgh basis, have been placed byautomotive consumers. This holds alsotrue of cold-finished screw stock andshafting for which mills continue toname 2.70c, Pittsburgh, although mostof the shipments now going to motorcar builders carry somewhat lower con-tract prices.

Hot Rolled Under Fire

The price of the hot-rolled raw ma-terial continues under fire, mill salesmanagers protesting loudly that theprice is 2.10c, Pittsburgh, while pur-chasing agents are just as emphatic intheir declarations that they encounterno difficulty in getting all the steel barsthey want, at 2c, Pittsburgh. It is afact, however, that some of the millsare turning down business offered tothem on the 2c basis, preferring tolet it go to others.

The chief steel producing interest'sunfilled tonnage statement, published onSaturday noon, showing a decline in thebacklog of 416,996 tons, simply empha-sizes a condition frequently pointed outin the last few weeks, viz., that the steelindustry, as a whole, is today backwhere it was previous to last Novem-ber's post-election rise in orders andasking prices. The latter never wereratified by consumers, and existed largelyon paper. The industry, as a whole, istoday operating at 70 per cent of itscapacity, and this is made possible solelyby reason of the automotive demandwhich comes at a time when other con-suming industries have virtually turnedtheir back on the steel market.

Pig IronAutomotive melt of iron is broaden-

ing, and there has been somewhat more

buying by foundries. In fact, it looksas though a modest buying movementwas crystallizing all around, price ad-vances, however, not being likely toeventuate before blast furnaces havebeen able to liquidate considerable oftheir piled pigs.

AluminumThe virgin aluminum market is de-

void of new development, the stationarycharacter of prices being to a large ex-tent due to the backwardness of re-covery in copper with which metalaluminum competes in the electricalfield. Secondary aluminum is strong andin good demand from parts makers.

CopperWhile Waterbury mills have a fair

quota of orders for automotive brasses,the copper market rules very quiet andfeatureless.

Tin

Consumers are virtually out of themarket which is of a halting character.

LeadThis metal is steadily regaining

strength, and storage battery makersare buying quite liberally.

ZincQuiet, but somewhat firmer.

Cooper Takes Honorsin Charlotte Race

Templar Motor Soldto M. F. Bramley

CLEVELAND, May 13—The plant andreal estate of the Templar Motor Co.has been sold at sheriff's sale here for$400,000. M. F. Bramley, former presi-dent of the company, was the purchaser.

The sale was made under foreclosureproceedings that were brought to satisfya mortgage in the sum of $350,000 heldby a local bank. The mortgage secureda bond issue of like amount against thereal estate owned by the company. Thebuilding that was built during the warwill be converted into a power unit, andpower sold to small manufacturing con-cerns that will come into the building.

The Templar Motor Co. was organizednear the close of the World War, andabout $7,000,000 in stock was sold. Itwas taken from producing automobilesshortly after it was organized, and putto producing war munitions.

NEW RADIATOR SHELLSDETROIT, May 11—Nickeled radi-

ator shells and headlamp doors now arebeing distributed by the Ford MotorCo. through its dealer organization.

All Ford closed models now areequipped with a combined priming andcarbureter adjusting rod at no extracost. Formerly it was necessary to primefrom the instrument board and adjustthe carbureter from the dash beneath.Both operations may now be performedfrom the same accessory on the instru-ment board.

Hartz Finishes Second, MiltonThird—Winner Averages

121.6 Miles Per Hour

CHARLOTTE, N. C, May 11—Driving-a spectacular race after overtakingTommy Milton on the 157th lap, EarlCooper, in a Miller Special, today wonthe 250-mile Confederate Memorial Dayspeed classic at the Charlotte Speedway.

His announced time was 2 hr. 2 min.55 sec, the average speed being 121.6miles per hour. Harry Hartz, in a MillerSpecial, was second; Milton, also drivinga Miller Special, was third. Thirteendrivers entered and seven finished.

Milton gained the lead soon after thestart. The struggle was for second placeduring1 more than 100 laps, with Cooper,Duray, with a Miller Special, and Hartzfighting it out, while Milton held a leadwhich he had increased to almost twolaps. The average for the first 90 mileswas 124 miles per hour. On the 116thlap Hartz gained second place, passingCooper. On his 150th trip around themile and a quarter bowl, Cooper passedMilton, having reduced his lead to onelap, and the leader's motor was goingbadly. Seven more laps and Coopergained the lead, and Hartz went intosecond place on the 159th lap. "Reg"Johnson overturned on his 64th turn,breaking his right collar bone.

Swift Elected Headof Body Company

SPRINGFIELD, MASS., May 13—James M. Swift of Boston and Fall River,former Attorney General of Massachu-setts and interested in motor bus enter-prises of late, was elected president ofthe Smith-Springfield Body Corp. at adirectors meeting at the plant in WestSpringfield, May 11. Hinsdale Smith,former president, was elected vice-presi-dent in charge of engineering, and RalphM. Sparks of Boston, vice-president incharge of sales. Frank M. Livingstoneof this city was elected treasurer.

The directors meeting was followed bya meeting of the stockholders, at whichseven new members were chosen to theboard. They include Charles L. Burrill,former State Treasurer of Massachu-setts; George B. Caldwell and L. L. Ho-mer of New York, Arthur P. Smith ofGranby, Mass.; E. L. Bennett of Boston,Mr. Swift and Mr. Sparks, N. P. Averyof Holyoke, C. S. Dame, Hinsdale Smithand Mr. Livingstone were re-elected di-rectors.

Changes are said to have been madewith a view to reviving production op-erations, which have been at a low ebb.Mr. Livingstone said after the meetingthat additional capital was assured, andproduction of bus bodies will be underway soon.

Automotive IndustriesMay 14, 1925

883

Grand Prix PermitsAmerican Entries

Single Seater Cars in Italian RaceMust Have Equivalent

Cross Section

PARIS, May 5—American singleseater cars will be allowed to competein the Italian Grand Prix race at Monza,Sept. 6, against European machineshaving the official width of 31 in., oncondition that supplementary surfacesbe added to give them equivalent crosssection. The European rule is thatracing cars shall have an overall mini-mum width of 31 in., there shall be twoseats but the driver only shall be aboard.

As this automatically rules out thenarrow single seater American bodies,the owners of the Monza track havecommissioned independent airplane de-signers attached to the Caproni factoryto calculate the additional surfaceAmerican cars should add to their headresistance equivalent to that of thewider European cars. This will enableAmerican cars to compete in the Italianrace with their present type of bodyafter the additional surface has beenadded. Experiments will be made in awind tunnel to check up the calculationsof the aviation engineers.

The Paris Municipality has supportedhorse and bicycle racing for a numberof years, but for the first time it is nowoffering prize money for automobileracing. A sum of 50,000 francs has beendonated for the 500 mile race it is pro-posed to hold on the Montlhery tracknear the city. The event which willtake the title of the Grand Prix deParis, will be open to cars of 122 cubicinch piston displacement.

In the annual Tour de France, a 2,400mile reliability run which came to a

Ford Makes MarineEngine in Canada

FORD CITY, ONT., May 11—FordMotor Co. of Canada, Ltd., is now pro-ducing a marine-stationary power unitlisting at $300 with starter. The unitconforms in all essentials to the regu-lar Ford engine built for its cars andtrucks, with the addition of a forcefeed water system, extra oiling pipe andspecial frame. A thrust bearing hasbeen added to the universal joint totake up any play.

In the transmission the slow speeddrum and brake drum have been weldedtogether, and the slow speed gear re-moved. By this means one main speedand one reverse is obtained. When in-stalled in a launch such additional partsas Ford steering gear, windshield andkhaki top or battery may be obtainedfrom dealers. The power unit will besold through the regular Ford dealerorganization in all territories served byFord Motor Co. of Canada.

close recently, a Chrysler six, driven byStoffel, was among the clean score con-testants. The event, which is open toall types of cars, involves 11 days oftraveling an average daily distance of220 miles. Of the 16 starters, 15 re-turned to Paris, and of these 10 madethe trip according to schedule and with-out the loss of points.

On the ground fought over by theAmerican troops in 19] 8, Robert Benoist,driving a 6-cylinder overhead camshaftDelage, made the fastest time of theday in the hill climb at Chateau-Thierry.It was a one kilometer standing startand standing finish event. The Delage'stime for the 1904 yards was 34 andtwo-fifths seconds, being equivalent to65 miles per hour. The cars were notchecked in until they were astride thefinishing line.

Discuss Disposal ofBishop & Babcock

CLEVELAND, May 12—The sale ofall or a part of the Bishop & BabcockCo., parts and accessory manufacturer,was discussed at a meeting of stock-holders here, and final action was post-poned for two weeks.

The plan that has been advancedprovides for the sale of the companyassets and business to a group headedby Walter White, president of the WhiteMotor Co.; A. G. Bean, president ofthe General Phonograph Co. of Elyria,and Walter Teagle, president of theStandard Oil Co. of New Jersey. A newcompany would be formed, capitalizedat $300,000 7 per cent preference stock,$750,000 of 7 per cent preferred stockand 80,000 shares of common stock.

Present stockholders are giving care-ful consideration to the proposal thatthey would receive in the new companyone share of second preferred and twoshares of common stock, par $50, foreach share in the old company. Underthe sale proposed there, Bishop & Bab-cock Co. would be enabled to wipe outall existing indebtedness, and sufficientadditional working capital would be pro-vided to enable the company to make anaggressive fight for new business.

SCHACHT GOES EASTCINCINNATI, May 13—G. A. Schacht

Motor Truck Co. has announced its in-tention to begin construction of a newplant on Long Island, N. Y. It will bedevoted to sales and service and even-tually will become an assembly plant foreastern territory. The plant, which willcost $500,000, will be of the saw toothconstruction type. The eastern trade ofthe Schacht company has doubled in thepast three years.

TRUMP SALES GOODAKRON, May 12—Trump Rubber

Co. is now manufacturing about 350tires a day, besides a large line ofrubber belts. Large sales are reportedby the company in the first quarter ofthe year.

Willys Reports BestProfits in History

Six Months' Earnings $14,000,-000—27,063 Cars Pro-

duced in April

TOLEDO, May 12—That the Willys-Overland Co. is doing the largest volumeof business in its history, and that earn-ings are at a rate of about $14,000,000for the first six months, was the reportof President John N. Willys to stock-holders at the annual meeting" here to-day. April alone netted $4,000,000 profitbefore taxes and depreciation.

Stockholders reelected the board of di-rectors, naming1 John N. Willys, GeorgeM. Jones, C. O. Miniger, Rathbun Fuller,Gordon Mather, H. C. Tillotson, T. H.Tracy, all of Toledo; J. C. Cotton, J. E.Kepperly, New York; C. B. Wilson, Pon-tiac, Mich., and C. B. Mertz. Officers werealso re-elected by the board.

"We now have $12,000,000 cash onhand and already have paid off $1,000,-000 on bonds due September 1, therebyreducing considerably our interestcharges," declared Mr. Willys. "Produc-tion at our Toledo and Canadian plantstotaled 27,063 cars in April, and therewere 20,000 employees on the payrollsof these plants. During April the cashreceipts were $21,153,835 and disburse-ments totaled $18,301,935."New Sedan Announced

Production of a new two-door sedanon the Overland 91 four-cylinder chas-sis was also announced today. Thismodel lists at $665 and is finished inlacquer, blue below the belt and blackabove. The upholstery is cloth, and bal-loon tires are factory equipment.

Directors reported to stockholders attheir annual meeting here this after-noon that no immediate action would betaken on payment of $30 accumulateddividends on preferred stock, but that afurther report would soon be receivedby President Willys. A committee wasappointed to work out a dividend policy.

Draft Proposals forInter-Nation Traffic

GENEVA, SWITZERLAND, April 25—The Committee of Inquiry for RoadTraffic, which was appointed by theLeague of Nations to work out proposalsfor modifications in the regulations gov-erning international automobile traffic,has worked out a draft for regulationswhich will be submitted to the interna-tional conference, to be held in Paris atan early date. Double certificates, onefor the operator and one for the car, willbe required, and all cars must carry ina prominent place the name of themanufacturer, the serial number and theengine bore and stroke. The minimumage for automobile operators has beenset at 18 years and for motorcyclists at16.

884

Used Car Plan Likedin Canada, Says Ford

Reports Dealers and PublicEqually Pleased After Year

of Operation

FORD CITY, ONT., May 11—Dealersthroughout Canada are favorable to theguaranteed used car plan put into effectby the Ford Motor Co. of Canada, Ltd.,according to a report on the operation ofthe plan issued by the company. Inter-est in the report is heightened by thefact that a similar plan was establishedin the United States during March ofthis year.

"In addition to solving the problem forFord dealers," says the report, "the planhas achieved greater success. It hasturned the buying of a second-hand carinto a safe and profitable investment.In so doing it has established faith inthat part of the buying public which,for reasons of economy, provides theessential market for used cars."

The plan is worked out as follows:When a used car is traded in at a

dealer point, the dealer appraises it.Few used cars turned in are in normalrunning condition, about 90 per cent ofthem requiring some repairs. He esti-mates the cost of these repairs and de-ducts it from the base price set, whichis based on the year the car was made.This gives him the actual value of thecar.

This price he pays to the seller, aftermaking a deduction of $30 to cover han-dling costs.

When the car has been completely re-conditioned, a statement attached to theGold Winged Pyramid Guarantee tellsthe prospective used car customer theprice paid for the car, the cost of re-pairs, handling charge and the sellingprice, which is the base price.

Some typical base prices, which wererecently revised, follow:

TouringYear Period Starter Sedan1925 Jan. 1-June 30 . . . . $445 $6501924 July 1-Deo. 31 390 625

Jan. 1-June 30 350 6001923 July 1-Dec. 31 320 450

Jan. 1-June 30 280 425

Guyot Will Not Racein 500-Mile Grind

INDIANAPOLIS, May 12—The Guyotcars which were under construction forthe 500-mile race here have been with-drawn, according to a cable received hereby the Indianapolis Motor Speedwayyesterday. This takes out three choiceentries and one pilot who has been acontender at five of the races here. Theforeign contingent now consists of theBordino Fiat, now here with Pietro Bor-dino, and the Schmidt Special, of whichnothing very definite is yet known. Al-bert Schmidt is understood to be inFrance purchasing the French entranthe has entered.

1925 SHOWS INCREASEIN BRITISH IMPORTS

LONDON, May 5 (6y mail)—The British trade returns for thefirst quarter of 1925 show an appre-ciable increase in business. Thetotal value of imports in the firstthree months of 1924 was £2,588,-012; the corresponding figure for1925 being £3,233,986.

In the earlier period 3657 com-plete cars and trucks were im-ported (value £637,217), as well as4239 chassis (value £512,959). Inthe first quarter of 1925 the num-ber of cars and trucks importedwas 7617, valued at £1,399,288, to-gether with 3754 chassis, valuedat £520,235.

The value of parts imported fellfrom £755,807 to £562,703. Thefall in the value of parts as well asthe number of chassis importedpoints to an increasing tendency tofit home-made bodies to foreignchassis.

Many Makers Hit NewOutput Marks in April

(Continued from page 877)

responding period of 1924. An announce-ment from the factory of the Nordyke& Marmon Co. states that shipmentshave increased steadily, and that thepresent outlook points to an increase inshipments in May of this year over May,1924, of not less than 250 per cent.

On April 30, a total of 760 Studebakercars were produced and forwarded todealers, making it the largest day in thehistory of the corporation, with one ex-ception. This record represents a singleday's production; cars were not accumu-lated to establish this mark.

Production of the Franklin AutomobileCo., governed by orders, exceeded the1000 mark in April. The schedule forMay calls for an increase of 10 per centand for June another increase. It isreported that 34 per cent of the firm'sshipments since March 1 have been drive-aways.

Domestic sales by Olds dealers duringApril were 36 per cent ahead of April,1924. Reports from retailers indicatethat May will equal or exceed the ban-ner month.

NEW GARDNER MODELST. LOUIS, May 11—A five-passenger

sedan selling at $2,495 has been addedby the Gardner Motor Co. to the 8-in-line series introduced at the 1925 auto-mobile shows. Arm rests and satin win-dow curtains in the rear compartmentare provided, while the upholstery andtrimmings are of deep mohair. The win-dows and the one-piece windshield areoperated by rotary lifts. The interiorequipment includes corner and domelights, vanity case, smoking set and rearvision mirror.

Automotive IndustriesMay Ut, 1925

Timken Buys Assetsof Gilliam Mfg. Co.

Ohio Bearing Concern Sold for$3,000,000 Cash—Operations

Will Continue

CANTON, OHIO, May 13—Announce-ment is made by B. T. Steiner, presidentof the Gilliam Manufacturing Co., of thepurchase of the Gilliam company by theTimken Roller Bearing Co. for a cashconsideration of $3,000,000. The stock-holders have formally approved the saleof the entire assets of the company.

Included in the sale is the bearingplant in the northeast section of the cityas well as other real estate, foundry pat-ents, trade marks, book accounts andgood will. The sale was made for a cashconsideration of $3,000,000, there beingno exchange of securities. Mr. Steinerstated that his company had called forredemption of the bonds and preferredstock outstanding and that the commonstock would be liquidated at any earlydate.

In Business 50 YearsOfficials of the Timken company an-

nounce that it is their intention to con-tinue with the present Gilliam organiza-tion in the manufacture and sale of Gil- *liam bearings and other products. GeorgeLee Miller, patentee of the Gilliam bear-ings, becomes consulting engineer for theTimken company and F. M. Germane ofPhiladelphia, who has been director ofGilliam sales, joins the sales organiza-tion of Timken.

The Gilliam Manufacturing Co. hasbeen in business in Canton for morethan 50 years. During the past sevenyears the plant has been added to andnew plants built. Today the capacity isfrom 12,000 to 15,000 finished bearings aday. The plant has been running dayand night to get out surplus orders.

The Gilliam company has recently se-cured several patents and improvedmethods of grinding making the bear-ings more advantageous for all types ofmechanical purposes.

Engineers to SurveyAircraft Situation

NEW YORK, May 12.—The AmericanEngineering Council, through its admin-istrative board, meeting at the Phila-delphia Engineers Club, May 8 and 9,voted to undertake what is described asthe first exhaustive investigation of theaircraft situation yet made in this coun-try. The various aspects of the problem,military and civil, will be thoroughlysifted by a special committee, which isexpected to take one year in the task atan estimated cost of $50,000.

The board's action followed the adop-tion of the report of the Council's aero-nautics committee, of which Prof. JosephW. Roe, head of the Department of In-dustrial Engineering in New York Uni-versity, is chairman.

Automotive IndustriesMay 14, 1925

835

Gasoline RetailersBecome Distributors

Corporation Formed by WesternNew York Dealers to Enter

Jobbing Business

ROCHESTER, N. Y., May 13—Thirty-eight gasoline dealers, members of theWestern New York Gasoline Dealers'Association, have organized the WesternNew York Gasoline Dealers' Corporationand have gone into the jobbing business.They are distributing gasoline madeaccording" to their own specifications,which is being marketed under the tradename "Far-Go."

The new corporation is capitalized at$250,000. The dealers have purchasedan $80,000 storage plant in this city,taking over for this purpose the plantformerly occupied by the RochesterPetroleum Co. Wilmot J. Hall, one ofthe active members of the Western NewYork Gasoline Dealers Association, isv

an incorporator and temporary presi-dent and treasurer of the new dis-tributing corporation.

According to Mr. Hall a group of thedealers decided to go into the jobbing-end of the business after they had beengetting indifferent delivery from half adozen companies making brands of gaso-line not well advertised to the public.Specifications Stringent

"Far-Go" gasoline is being manu-factured for the dealers at refineries inPennsylvania which are less than 12hours run from the storage plant inthis city. The specifications laid downby the dealers are far more stringentthan the government specifications formotor fuel, it is said. The dealers laterplan to market lubricating oils andalcohol under the "Far-Go" trade name.

It is the plan of the new corporationto distribute "Far-Go" products throughpractically every member of the West-ern New York Gasoline Dealers Asso-ciation. This association now has about400 members in five counties of westernNew York radiating from Rochester.

In addition to Mr. Hall the organizersof the new corporation include GeorgeG. Carter, temporary vice president;Percy L. Lang, temporary secretary;Clark H. Quinn and H. E. Owens.

Model Changes Madein Overland Series

TOLEDO, May 12—Willys OverlandCo. has announced a change in themodels of its "91" Overland chassisseries. The 5-passenger coupe sedanwhich sold at $585 has been replacedby the 5-passenger "Standard" sedanlisting at $665. A 2-passenger coupelisting at $645 with cord tires and $660with balloon tires has been added to theline and the 2-passenger roadster hasbeen taken out of production. Theformer 5-passenger sedan has beenchanged to a De Luxe model with an

increase of $10, making the present listprice on this model $725 with cord tiresand $740 with balloon tires. .

IOWA REPEALS RULINGFOR NERVOUS HORSESDES MOINES, May 12—During

the recent session of the Iowa Leg-islature, an old motor law, said tohave been on the statute books fornearly thirty years, was repealed.The section repealed was writteninto Iowa law when the automobiledriver was considered a menace tothe community. It read:

"The traveling motorist is or-dered to telephone ahead to thenext town of his coming, so thatowners of nervous horses may bewarned in advance."

Closed Cab Offeredfor Ford Ton Truck

DETROIT, May 11—A closed cab isthe latest equipment offered by the FordMotor Co. for its ton truck. The newcab is all steel and is adapted for usewith standard Ford truck bodies of theexpress and stake type. The doors arewide and the plate glass windows inthem may be lowered. The upper por-tion of the windshield swings either inor out to suit ventilation requirements.The seat accommodates three persons,and the seat and back cushions are wellsprung. Panels in the rear of the cabare removable to permit access to thetruck body.

GASOLINE R. R. CARSROCHESTER, May 11—The Erie

Railroad will replace steam transporta-tion with two gasoline operated carswith trailers on the Susquehanna andTioga divisions. They will be operatedfrom Hornell to Elmrra and Blossburgand will replace the present passengertrains on the Tioga division. A test wasmade last week and it was found thegasoline cars could make the heavygrades with full loads.

The type of motor car ordered willcarry 50 passengers and the trailer willaccommodate 100 people. The passengertrains now being operated are an ex-pense to the railroad and it is believedthe gasoline cars will replace them witha generous saving to the road. Thegasoline cars will also replace a passen-ger train between Hornell and Elmira.

GARDNER FOREIGN SALEST. LOUIS, May 13—T. F. Fowler,

manager of the export division of theGardner Motor Car Co., reports the re-ceipt of an order for 48 Gardner eight-in-line cars from Walter Schade, Gard-ner distributor at Dresden, Germany.Owing to German import restrictiononly four cars monthly may be importedby a single concern, so four cars permonth will be shipped for a year.

FINANCIAL NOTES

Martin-Parry Corp., for the first quarter,reports sales of $1,176,417, and net incomeof $51,262, equal to 41 cents a share onthe 125,000 shares outstanding. This com-pares with net of $139,707 the correspond-ing period of 1S24, and $1.39 a share onthe 100,000 shares then outstanding. SaysPresident F. M. Small: Earnings for thefirst quarter principally represent net earn-ings for March, after absorbing losses forthe first two months' operations. Salesin March showed an increase of 10 percent over March, 1924. Based on the in-crease shown in April it is estimated thatearnings for the second quarter of theyear will be fully three times the firstquarter's showing1 or substantially in ex-cess of dividend requirements.

MacKinnon Mfg. Co. of Wisconsin Rapids,Wis., manufacturer of motor car bodies,hubs and spokes, is disposing of $40,000treasury stock and plans resumption ofproduction, which was interrupted severalweeks owing to the lack of adequate work-ing funds. The authorized capital is$100,000. The plant will limit its futureproduction to motor bus bodies, orders forwhich already on the books will require afull working crew for 50 for an indefiniteperiod. R. MacKinnon continues as gen-eral sales manager, and James W. Jenkinsas works manager.

Durant Motors, Inc., W. C. Durant hasoffered stockholders of this company par-ticipation in a syndicate organization totrade in the stock. He also asks optionsto purchase holdings at $10 a share morethan was paid for them. In considerationof this option, the syndicate agrees to payinterest of 5 per cent a year on a valua-tion of $20 a share. Liability of each sub-scriber was to be limited to $3 a share, tobe forwarded with the agreement.

Maxwell Motor Corp., has extended thetime for deposits of Class "A" and "B"stocks under the plan to transfer the com-pany's assets to the Chrysler Corp. untilMay 23, 1925. It was said that more than80 per cent of the stockholders had depositedtheir stock for exchange for the securitiesof the Chrysler Corp. Deposits were to bemade with the Central Union Trust Co.,New York.

Jordan Motor Car Co., reports for thefirst quarter a profit of $205,138, beforedepreciation and taxes. Sales totaled$2,422,256. The company states that earn-ings were nearly one-half the dividend re-quirements for the entire year. Cash onhand is $1,279,693.

Mullins Body Corp., for the first quarterof 1925, reports net after charges of$104,096, equivalent, after preferred divi-dends, to 84 cents a share on the no parcommon stock, compared with 50 cents ashare in the corresponding period of 1924.

Jackson Motor Car Co. plant will be soldat public auction May 23. On two previoussales dates no offers for the property weremade, resulting in postponement to the newdate.

Spicer Manufacturing Corp., called forpayment July 1, 1925, at 107% and interest,$71,500 of its 10-year. Ss, due July 1, 1931,at the Bank of North America & Trust Co.,Philadelphia.

H. H. Franklin Manufacturing Co., an-nounces that earnings for the first fourmonths of 1925 exceed the preferred stockdividend requirements for the entire year.

886

CalendarSHOWS

May 20-23—Detroit, Second An-nual Automotive Mainte-nance Equipment Show,General Motors Building,conducted by the NationalAutomotive Chamber ofCommerce, with coopera-tion o£ the Motor andAccessory ManufacturersAssociation, N a t i o n a lAutomobile Dealers As-sociation, S o c i e t y ofA u t o m o tive Engineers,Automotive E q u i pmentAssociation, A u t omotiveElectric Association; andthe Automotive Manufac-turers Association, SamMiles, manager.

June 1-4—Detroit, Mich., Exhi-bition of Automotive BodyBuilders' Associa t i o n ,Ballroom, Hotel Statler,F. D. Mitchell, manager.

Aug. 31-Sept. 21—De Pere, Wis.,Annual Automobile Show,under the auspices of theautomobile division of theGreen Bay Association ofCommerce, W. P. Kerwin,manager.

Sept. 5-13—Sacramento, Cal.,Seventy-first annual StateFair. Passenger cars,trucks, tractors and ac-cessaries, C. W. Paine,manager.

Sept. 7-12—Grand Rapids, Mich..Seventh annual show inconnection with WestMichigan Fair, under di-rection of Grand RapidsAutomobile Dealers Asso-ciation, Wm. T. Morris -sey, manager.

Sept. 7-12—Wheeling, W. Va.,Eleventh annual StateFair, Exposition Building,in c o o p e r a t i o n withW h e e l i n g - AutomobileDealers Association.

Sept. 14-19 — Cleveland, PublicAuditorium, Annual Con-vention and Exposition,A m e r i c a n Society forSteel Treating. W. H.Eisenman, secretary.

Sept. 15-18—White River Junc-tion, Vt., Nineteenth an-nual Twin State Fair,Auto Building, passengercars, trucks and accesso-ries, F. Li. Davis, man-ager.

Sept. 21-26—London, England,Annual Cycle and Motor-cycle. Show under aus-pices of the British Cycle

and Motorcycle Manufac-turers and Traders Union,Ltd.

Sept. 26-Oct. 3—Annual StateFair and Exposition, Auto-inobile Building, passengercars and accessories, W. H.Birdseye, manager.

Sept. 28-Oct. 3—Chicago, Four-teenth annual Safety Con-gress and Exhibit, Rain-bow Room, Hotel Winton,under direction of Nation-al Safety Council, A. M.Smith, business manager.

Oct. 1-7—Salt Lake City, Thirdannual Automobile Showand Forty-seventh annualState Fair in ColiseumBuilding, Wm. D. Sutton,Supervisor of AutomobileShow.

Sept. 28-Oct. 3 — Fresno, Cal.,Fifteenth annual show inconnection with FresnoDistrict Fair, under di-rection of Fresno MotorCar Dealers Association,Ray C. Wakefleld, man-ager.

Oct. 5-10 — D a n b u r y, Conn.,Eighth annual fair, Dan-bury Fair Auto Building,under direction of Dan-bury Agricultural Society,passenger cars, trucks,tractors, accessories, etc.,H. Lake, manager.

Oct. 8-17—L o n d o n, Olympiapassenger car show.

Oct. 10-17—Boston, Rubber andTrop;cal Exposition. Me-chanics Hall, Chester I.Campbell, manager.

Oct. 10-25—Dallas, Annual Auto-mobile Show, State FairAutomobile Building, underthe auspices of the DallasAutomotive Trades Asso-ciation, J. H. Connell,manager.

Oct. 24-Nov. 8—Shreveport, La.,Twentieth annual StateFair, p a s s e n g e r cars,trucks and tractors, Geo.T. Bishop, manager.

Oct. 29-Nov. 7—London, annualtruck show.

Nov. 26 - Dec. 6 — Berlin, Ger-many, Annual AutomobileShow in the Kaiserdamm.

CONVENTIONS

May 14-16—Ann Arbor, Mich.,University of Michigan,Taylor Society.

May 15-16 — Chicag-o, CongressHotel, National BatteryManufacturers' Associa-tion.

May 20-22—Washington, AnnualMeeting of the UnitedStates Chamber of Com-merce.

May 20-23—Milwaukee, Nation-al Association of Pur-chasing Agents.

May 20-23—D e t r o i t , GeneralMotors Building, NationalAutomotive Service Con-vention conducted by theN a t i o n a l AutomobileChamber of Commercewith the cooperation ofM o t o r and AccessoryManufacturers Associa-tion, National AutomobileDealers Association, So-ciety of Automotive Engi-neers, Automotive Equip-ment A s s o c i a t i o n ,Automotive Electric As-sociation and AutomotiveManufacturers Association.

May 22—New York, Hotel Com-modore, 27th Meeting ofAmerican Iron and SteelInst.

May 2 7 - 2 8 — R e g i o n a l MotorTransport Conference un-der auspices of NationalAutomobile Chamber ofCommerce in Chicago."Coordinated Transporta-tion" will be the themeof the conference.

May 28-30—Schenectady, HotelVan Curler, Spring Sec-tional Meeting-, AmericanSociety for Steel Treating.

June 1-3 — Detroit, AmericanBody Builders Associationat Hotel Statler.

June 16-19—White S u l p h u rSprings, Greenbrier Hotel,Summer meeting of So-ciety of Automotive En-gineers.

June 22-27—Summer Conventionof the Automotive Equip-ment Association at theBroadmoor Hotel, ColoradoSprings, Colo.

June 24-26—Seattle, NationalForeign T r a d e CouncilConvention.

Sept. 14-19 — Cleveland, PublicAuditorium, Annual Con-vention and Exposition,American Society for SteelTreating.

Oct. 5-9—Atlantic City, Young'sMillion Dollar Pier, Amer-

Automotive IndustriesMay Ik, 1035

ican Electric Railway As-sociation.

Oct. 7-10—Montreal, Motor andAccessory ManufacturersAssociation Convention.

RACES

May 30—Indianapolis.June 13—Altoona, Pa.June 20—Baltimore-Washington

Speedway, Laurel, Md.July 26—Paris, M o n t l h e r y

Track, French Grand Prix.Sept. 7—Altoona, Pa.Sept. 30—Fresno, Cal.Oct. 10—Baltimore-Washington

Speedway, Laurel, Md.Oct. 24—Charlotte, N. C.Nov. 26—Los Angeles.

S.A.E. MEETINGS

National

June 15 - 19 •— Summer meeting,of the Society of Automo-tive Engineers a t WhiteSulphur Springs, W. Va.

Sept. 15-16—Production meet-ing and exhibition.

Sept.—Automotive Transporta-tion meeting.

Nov. — S e r v i c e Engineeringmeeting.

Sectional

May 19—Buffalo Section, Pos-sibilities of H y d r a u l i cSteering Control, J. W.White.

May 21 — Detroit Section, De-velopment of AutomotiveClutches, E. E. Wemp,Metropolitan S e c t i o n .Paper by H. M. Craneand J. H. Hunt.

May 22—Los Ang-eles Group.Paper by H. L. Horning.

May 28—San Francisco Group."Rectification versus Fil-tration of O i l in theCrankcase of an Automo-bile While in Operation."Herbert L. Dickey.

May 29—Indiana Section, Air-craft for Defense, MajorGeneral M. M. Patrick,"Influence of the MotorCar on the Characteristicsof the American People."Hon. A. J. Beveridge.Address by Cha,rles M.Schwab. "The Engineer pWhat He Has Done forHumanity," C. F. Ketter-ing.

Ford Warns Against"Banker Shares" Sale

FORD CITY, ONT., May 11—Underinstruction from W. R. Campbell, vice-president and treasurer of Ford MotorCo. of Canada, Ltd., all branches, dealersand representatives of the company inCanada are warning the public againstbuying "banker shares" in the company.As a result of the restraining order re-cently issued in the United States, theeffort to sell these shares has been in-creased in Canada.

Hundreds of letters have been receivedat company offices here about theseshares and despite efforts . to warnag'ainst their purchase there is plentifulevidence, the company says, that manyCanadians have bought at figures farin excess of the value of the stock.

Calling the attention of the factorydealer and sales organization to thisactivity, Mr. Campbell points out that

the stock is listed on various stock ex-changes at around $485 for a full share.Purchased on the fractional basis thatthey are offered under the "bankershares," a full share would cost $750 ormore. In addition the purchaser wouldhave to assume the responsibility ofconverting- these fractional shares intogenuine Ford shares.

HUPP COUPES REDUCEDDETROIT, May 12—Hupp Motor Car

Corp. has announced a $50 price cut onboth its 2-passenger and 4-passenger8-cylinder coupes. Both these models,which formerly listed at $2,325, now sellat $2,275.

A new 4-passenger 8-cylinder Hup-mobile roadster will also be put on themarket around the end of the month.The body is of the, same general typeas the 2-passenger roadster with arumble seat added and some changesmade in the top.

Ashland Co. Leasedto Mansfield Tire

AKRON, May 12—The plant of thedefunct Ashland Rubber Co., at Ash-land, has just been leased for a yearand a half by the Mansfield Tire &Rubber Co., it is announced by officialsof the latter company. About 1000automobile tires a day, principally smallsizes, will be manufactured at the Ash-land factory. Operations are now get-ting under way.

Expanding business made it necessaryto either build an addition to the presentfactory, or obtain some other unit, theMansfield company stated. The mainplant is operating at capacity, with aproduction of about 4500 tires a day.Business in the first quarter of the yearwas said to have been the largest inthe company's history.

The Ashland company went into bank-ruptcy some time ago.