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Show SECTION1 FOUR DESERET EVENING NEWS SATURDAY .MAY F Motorist rase with witn old riywheel Imperfectly belanced. rank aha ft out of line or eprung, which make It Impossible to keep all main hearing tight. Main abaft bearing out of round, which baa the ame street. Crank pin not perfectly c llndrtcel, preventing the . j adluat. ment of tk t hxcerxtve of rod. due to bending of thconnecting. Utter or to t? a fitted ptaton-pl- n I yllnder bore worn, o that abushing. ahould- r baa formed a upper limit of platon motion ao that a change In platon trevel ranee platon to hit shoulder, hnglne designed with loo high to utilise present-da- y fuel, without exceaaive combuetlon pree mire being produced. Too much y In the cam permitting it to move hack and shaft, e forth Irregularly. end play In the crank-shaf- t. A platon ring very loose in or one which haa broken. luA groove worn . puehrod-guldewhich permlta th to puahrod glap when acted liH cam. A flat .pot worn on Team: timing gt&r Ioom upn it shaft or having a broken or badly worn tooth. The sticking of a valve In Its stem guide, causing It to separate from th pushrod and later to strike It a blow. The use of a spark-plu- g with too long a shell extension. Inside the combustion space which I hit by the valve when It openai' A defect In thro cylln--ds- r head casting or sn obstruction In th water passages of th block, which lead to. local overheating and The use of a poor quality of oil, which, when hot, becomes so thin as to fail to form a cushion between the pistons and cylinders. end-pla- y rum-Preaai- end-pla- Uh-du- I I n. MAGNETO IGNITION. The magneto system ol ignition dlf-feiron: me battery utatroutor system, previously described, ouiy in its one. source of current, ol parts eucn as the timer, the inuucllbn-coi- l, UNUSUAL CAUSES OP KNOCKS. the condenser, the distributor and the plugs obare noises of sometimes Engine being identical la principle In the two scure origin. systems. In th termer, the eource of The following enumeration of some current In a generator with permaof the more uncommon . causes .of nent magnets and1 In th latter it la a "knocks and pound" in engine I battery. In Kig. of the accompanyher given In the hope that It may ing illustration Is shown the emen-tibe of an! stance in "hunting trouble:" parts of a common type of magLooseness of the bolt that hold the neto generator, where A la an arch engine to the frame or a crack In shaped field of very hard special the engine supporting arm. Looseness i steel, which Is permanently magnet In the holding dowrn bolts that fasten ized. In practice each a field Is usually made up of several similar magnate the cylinder block to the crank-casA crack in the crank-cas- e casting, clamped togither, with their north and south pole indicated by the letparticularly at a bearing support. loose on Its flange or loose on ter N and S. To these poles are fastBB the shaft, if It is held on with a key. ened the two soft iron -- ta -- al e. Fly-whs- el pole-piec- es - e, pole-piece- 1 cr reproduced th head of th armatura cor being v I ry cl os to th and mgnum from the permanent field sgain hssvlly magnetising th armstur cor. A further relation of th armatura to th position shown In Ktg. 4 again Introduce s and th air gap between armature, eblih magnetism cannot pass, th armstur suddenly d magnetically and theie ta another sudden pul of current In th armature coll. Thus. In each com piste rotation of th armature, there are produced teo current Im pules of considerable Intensity but of abort duration, an abort Indeed that. In order ito have them available at th are required, Instant when spark the magneto armature shaft must be o timed, by grtng It to the engine- haft, that Ilia Impultae shall llaa)l occur, when tha pistons are at top r. In th case of a four cylinder four-cycl- e engine, two spark are required pee engine turn and. aa such a magneto thl give two lg nit Ion Impulse per rotation, It la only n see Mary for th magneto and engine to run at the same speed. A a iz cylinder engine require three Ignitions per turn, a magneto of thl typ must be geared to run on and a half time engine speed, when used with such an engine. pole-piec- waa th (am-olln- 1020- coll secondary, when th battery current cum In ntagnetlaa Its cor, ititagln th armstur etill further rotated until tt assumes tha position shown In Kig. I, in which th mag nslki condition shown In Kig 1 re By A. IbertL.Clough EorM o tor Strvic, "KLEPING TVJIS" 0 t. IsoLINK OOhhUMPTlO.V With many ears, gasoline now costs m much per nUle mi tires. o With the present high price of llksly to advance null further ta an added Incentive to keep there track of and the beat wey to do thla U to k,e"P, an accurate record of the number of gallon added to fully replenish the tank, at each filling and the odomet. er reading on each auch nccaalun. To figure the mllrg per gallon obtained between any two filling It ja only the number of gallon aupplled during th period In question. Kor example if on March 1st, th odometer reading was 4.325 and on May lat, ( 0, the wa run d 7T mile and. If the tank wa completely filled on these two date and St gallon were supplied, including the filling of the last but not of the ftrat date, the average gasoline economy during the period would be 477 divided by J I or 1 4.4 mUeo per gtUlon. The longer the period of tltno And Iho fnoro tht cm r ccurat the result obtainable In this way, summing the records are correct. Kor those motorist who object to keeping such memoranda oontlnuoualy, gasoline economy can be checked up occasionally iu an approximate way as follows: Just before .starting, upon, a fairly-. long trip, act the car on a level floor, fill the tank exactly full and record the odometer reading, and. upon returning, place the car In a level position, fill the tank exactly full, with gasoline handled in an accurate measure, read the odometer and divide the mileage run by the number of gallons required to replenish the tank. The miles per gallon thus obtained will be higher than can be obtained In average service, especially If the trip Is. a long 2f) - Dg.S. and, supported upon a central shaft, I armature C. mad th ahuttie-ehepeup of a collection of thin aoft Iron th stamptnrs fastened together, cloe rounded head of which run very Indeed to pole piece B. On th apace between th beada of th armstur I wound a coll of rather coarae. Insulated copper wit .similar to th primary on and winding of an lndueilon-col- l, of which la grounded to th armature which core and th other end of brought to an Insulated contact piece carried by tl.a shaft. In explaining the principle of th InduoUon-col- l, In an earlier article, tt waa staled that when magnet lam suddenly die out In an Iron core, having a coll of wire around about It, an Impotae.of electric current la then produced In th wire of th cell. It la thla very same principle which ia mad ue of in th magocto. - Magnetiam readily passes through aoft Iron and In ao do Ing, magnetizes It, but It doe not pass through an air apace to any practical ax tent Referring to figure t the head of armature C are seen to be practloaily in contact with B, there being only a minute air gap between them and magnetism passes freely between pole N and 8 of the permanently jnagnetlsed field A. heavily magnetizing armature-o- or C. Am th armature la rotated upon It shaft in th direction of th arrow the point is reached where the armature head part company with pole piece B and in Fig. 3 th condition la reached In which there la a wide dir space between them, through which magnetism can no longer paas from thd field magnet to keep the armature core magnetically charred, so that the magnetism It has acquired suddenly dies away. At the Instant when tt Is thus discharged, a suddn current impulse ' is produced In the armature coll, Just aa the eurrfent Impulse la produced In tha Induction- d 1 pole-piec- dead-cente- -- ANDECUNDHICaL JRflNSPnHTATinN QUICK DECARBONIZING IVITII KERO MINK. B. T. ask: In using kerosene for decarbonising, should it b put in and how ho) through th spark-plu- g much should be udT When should I M b InT Uow alcohol used put for thla purpose? Answer; - U ia. almost always rec TNBUILT Quality of Nash Trucks X is absolutely assured by, the J reputation and standing in the industry of thebig' Nash institution itself. The automatic locking differ-- : -- ential prevents loss of power through spinning of cither driving wheel and es enables Nash Trucks to make ommended that kerosene should be put In when the engine la hot. for Instance at night and left until the next morning. A good way ta to speed up the engine somewhat and squirt kero-sefrom an olt-gInto the carbureso that It wtU be sucked tor into the cylinders, using perhaps a engine of cupful for a medium size. This may be done onrg a week, but too much kerosene should A not be allowed to enter crank-cas- e. little kerosene Introduced through enough to keep the pisplug hole ton head moist. I sometime recommended. In using alcohol, one pis. ton 1a set on full compression, a few ounces of alcohol, ar put tn through the plug opening and left overnight, when It Is sucked out with a gun. One cylinder can be treated each sight tn the same way. CARBURETOR DERANGEMENT. L 1. writes: I ha vs a compensat ing tube carburetor en my car. Recently, I took tt off to clean the filter screen and blew through the passages of both Jets to be sure they were clear, quicker and safer deliveries. ns i ' NaihTruck are operated by Morris & Company, The Standard Oil Company, The Palmolive Company, and The Standard Steel Foundries, as well as many other nationally alr-lnfa- four-cylind- er known concerns. Pacific Nash Motor Co. V SALT LAKE CITY, UTAIt ' Wasatch 952. Its good to Ship by Truck and even better to Av tt Since putting it back, however, the engine haa missed at low speeds, al though running properly above IS miles per hour. What do you think ta Ship by Maxwell. the trouble? 20,000 carry their goods nowadays in this reliable, eco- es nomical, worm drive, YU ton truck. "'T.--i Mm Mm mil pet mibm nMl f m 'N number of cylinders and divide the productanby 2.6. This gives the horse-be engine may reasonably powerexpected to deliver when It ta running at such a speed that any one of tt MAXWELL l'k TON TRUCK CONDENSED SPECIFICATIONS Four cylinders, 3h x 4i, cone clutch, three speeds forward selective type transmission, h wheelbase, electric headlights and generator, tires optional, worm drive 124-inc- . . pteton travel 1,000 feet per minute. At it highest effective speed, how. aver, the modern engine In good condition can usually deliver almost twice this horsepower. Another method 1 aa follow: Multiply together the cyl the inder bore. In Inches squared, num the length of stroke in inches, ber of revolution per minute and the number of cylinder and djrtde thl a fair product by 111.000. Tfita give should Idea of what a modern engine do at any given speed. t GEAR NOISE IN TRANSMISSION. car make a tv, V K. writes: My seem to be tn grinding noise, which ta It not noticeas the transmission, able 'when th clutch ta disengaged. When th gearbox is opened, it can readily be seen that th noise ta In the front gear. Can it be that the abaft ts bent? Aiwwer: If the shaft ta bent the noise would not be steady, but would occur regularly, on each rotation of , Taylor Motor Car Company 157 K)UTH STATE ST. Salt Lake City, Utah j ..... ' Answer: As this carburetor has no moving parts, obstruction of the small passages ta about the only thing that can derange Its action. There is one other fine passage, the priming hole, up near the throttle, which you do not mention cleaning. All these pas-sagcan b reached by taking, out the plugs which close them and doing this Is more effective than blowing through them. As your trouble occurs at low speed, the Indications are Jet 1s where the that the secondary sure that the float trouble la Are you level is where it should be and that e carburetor-flanggasket ta tight? th We presume that you are nslnr the hot air connection. The regulating screw of the priming hole hae not been changed, has itt, COMPUTING ENGINE HORSE. POWER. A. B. asks: How Is the horsepower of an automobile engine figured? Answer: The ordinary way ta follows: Multiply together the cylin der bore In Inches, squared, and the the gear? If th note Is grind. It m.y be due ts bearing a bearing adufd too close rnenb of Jie badly worn teeth. It u St a steady a broken too rlo-'- ga teeiV-omore tUac likely that you will find thla to be tome kind of a bearing trouble. WHEN TO DRAIN OFF SPENT OIL. When Is th beat time to when change the oil In the crank-casthe engine ta hot or when it ta cold? Answer: There ta reason to believe that more sediment ta removed from the engine base with the oil, by draining It Just after returning from a trip, with the engine well heated and the oil thoroughly stirred up, then there 1s when the operation performed after th engine haa been Idle for a long time and the sediment haa settled onto the erankcaae walla and tb moving parts. Question of general Interest to motorist will b answered In thl col nmm, space permitting. If an Immediate answer desired, enclose Ad stamped envelop. dress Albert L. Clough, car of our e, Nevada, 41; New Hampshire, 232; New Jersey, til; New Mexioo, 104; New Tork, 3.171; North Carolina, Ji ,450; North Dakota, SOI; Ohio, 3.241; Oklahoma, 723; Oregon, 3ft; Pennsylvania, 2.740; Rhode Island, 153; South Carolina, 1,100; South Dakota, 1,704; Tennessee, 173; Texas, 1,443: Utah, 173; Vermont, 242; Virginia, 1,133; Washington, 442; West Virgin ia, 445; Wisconsin, 1,445; 174. Wyoming OILING POINTS TO .WATCH. . There are three principal point to bo watched in the lubrication of the Ford car, the crankcase supply oi course, the universal Joint and th .. , differential gears. 1 1 Figure Show Farmers Are Buying Trucks Passenger Cars and Trailers Not Included ia Survey. Reserve forces that can be .concentrated when th time ta --just right-ha- ve always been a necessity on tb farm, but the farmers difficulties ta this .connection are augmented today by high labor costs, and this fact ta proving a powerful argument for the motor truck on th farm, according to advocates of motor transport. They point to a. preliminary furvey of the ownership and use of motor trucks by farmers, undertaken by th office of farm management and the Bureau of Crop Estimates. Department cf Agriculture, which shows that at least 60,004 farmers In the United Btates own motor truck which they us on their farms. Th figures on which th total for the entire country as well as for th several states are based, wers secured through the ofj spproximately 36,000 selected crop! were to who ssked report reporters the nsmes and sddreaees of farmers use. farm motor for trucks owning Passenger cars and trailers for us with passenger ears wers excluded. Trucks used primarily for general custom hauling or on regularly teolwhed routes were not included. While this survey cannot bo considered complete. It 1s reasonable ta believe that la no state were less than 76 per cent of tbo trucks on farms reported, oo that tb flgyyes show relative distribution satisfactorily. The exact number of truck owner reported ta 41.106, divided among the states as follows; Alabama. 147; Arizona. 06; Arks ness. 721; California. 1,010; Colorado, 04; Connecticut. 47,, Delaware. 100; Florida. 30; Georgia , I ; I 320; Illinois. 3.241; Indian. t 144; Iowa. 3,772; Kim 1.72; Kentucky. 14; lytuieiana, 310, Mam 46' Marvland. 60: Masssrhu-- , 4t Mirhlgan. t Ji, Minnesota. ' 2,066; 1 V lee.ppl, Motjkoa, 3 Mleaoorl 0,, Nebraska, 2,730, -- ; The perfect par-raffi- n base lubri- in four grades a grade for every car, and cant $ - uEvery drop counis v c rr IR o)n if ; r; The one oil tor the Ford it gives you More Miles, More Power and More Speed to the dol- - lars worth than any other it is refined engine. lubricant-rbeca- use especially for this highly efficient . 4 UTAH OIL REFINING COMPANY Balt Lake City. F t |