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Iiight Weight, for
Its Own Sake, Is To Be Avoided Decreased Weight Hiat j Lessens Comfort or Cms! Durability Is a False Ideal, Says C. W. Blears j L By C. W. Atoare TK? Winton Cempemy Should motor cars .?Mi leaa? If so. what present quality in J. our ear would vou be willing to sacrifice in order to Lt the lighter weight? Safety? Dura? bility* The comfort of easy riding? that's precisely th* Question that every discussion of weights leads to. Because weight is not * sepsrate, un? related element in raptor car making. Weight is not so many bags of sand that you can put inte or take out of a jar whenever yon fancy to make a change. _.___.. Instead, motor car weight is the total accumulation r presented by a few ounces in a b It, a few pounds in wheels. more P '*'?'?** iB ax'es and still more pounds r \ -notor. Every single piece of meta * .od. rubber, leather, hair and gl**> l**t goes into a car adds to the r weight. Necessarily, then, when Ite? is charged with making a c? ??' is too heavy he is eharged wit, ing more material into his car t te should. Does anybt .?eve that? The idea i fair. It is nnfan c use it does not do justice t? ' lobile engineering, which seriaos nd scientifically at? tacks ?very P era of motor design and construct; and constantly seeks ae best awl est answer. A wates m be light. A sewing machine ??y ' light. An electric fan in your afte. nay be light. But an automobil* i? aot a watch, a sewing machine **f. electric fan. It is a road vebicitS, t.iat must carry precious hnmaa ?wi i, and therefore first of all ft a-mat^be safe. And how safe would it be if its frame were of pine and Ha wheels of bamboo? y?____erm?re. the motor car is not a stationary thing: it must travel. In trsvetiag it must sometimes go fast, iHlMililBMii climb hills. That requires ample fewer, which in turn demands BtJ. aw electric-fan motor but an en Liberty Plant Must Be Enlarged Again Increased Demand for Cars Keeps Ahead of Workers on New Factory The completion of the new plant of the Liberty Motor Car Company concludes an event that is noteworthy even In an industry replete with ex? ceptional happenings. When, construction of this plant began it was the intention to push the work with all possible speed consistent with good workmanship. Strikes and material, and labor shortage aggra? vated the ordinary looked for troubles, but in spite of everything the plant was actually finished, and is now turn? ing out Liberty cars, in a little over Tour months after work began. The same unmistakable demand for Liberty cars which prompted, the building of this plant is still in evidence, as is shown by the fact that, since its completion Percy Owen, pres? ident of the company, has announced i that an additional twelve acres of ad- | joining factory ground have been se? cured, making twenty-four acres now available for the present plant and necessary extensions. Gasoline Is Not Just "Gas"; It Is Widely Variable Marmon Tests Show That Even in Same Sections Fuel Hasn't the Identical Characteristics When the Nordyke and Marmon Com? pany began to experiment and test out the engines for the new series Marmon 34 it was confronted with the problem of gasoline and the grades, qualities and varieties of this fuel now obtain? able. A special carburetor and water iacketed intake manifold were designed for the engine. To make 'sure that these were backed up well a hot ring superheated by exhaust was added in order to overcome the so-called low grade motor fuel of the day. Realizing that gasoline might be one thing in Indiana, and a totally different There are two sizes of Westcott ?cars this season. The larger model is illas? trated here. The other is the "lighter six." gine of 20, 30, 40 or 50 horsepower, as the case may be. And the more power you need to get out of a motor the heavier that motor must be. Then, viso, if you want your car to en.i-.re, :j withstand the shocks of travel and the wear of moving parts, the entire mechanism must have a large actor o: safety, and vour moving parts must be provided with liberal surfaces ?ail of which means weight. Ride in ? a seven-passenger car in which the pnss.ngers are huddled to? gether in close space due to a short wheel base. Then ride in a seven passenger car whose passengers have the ample room allowed by a long wheel base. The difference will be marked. The short wheel base car will be choppy in its action, while the long wheel base car will ride smoothly. A long wheel base means more weight than a short wheel base. Hence to save weight by shortening a wheel base Is simply a method of cutting down passenger comfort. So instead of aiming at light weight, let's give credit where credit is due. ?Just as a light boat is tossed by the waves .while a big vessel cuts through them, so it will be found among motor cars that a "light car jumps and bounds whereas a large car absorbs the uneven surface cf the road in its springs, the body riding comfortably. The less shaking a car suffers the longer it wiil endure. The more stable a ear is the safer it is to ride in. And tfce more evenly a car rides the more delightful it is to own and to use. Safety, durability and comfort are vital in a car owner's welfare. De? creased weight that lessens the owner's safety or comfort or reduces his car's durability is a false ideal and needs to he carefully avoided. Holmes Bodies Unusual Molding From Stem to Stern, Is Mark of the Line In the new bodies shown on the Holmes improved air-cooled cars this year thsre is a refinement of the con? ventional type of design. Starting at '?he ?weeping front of the hood, in *bich a fine metal grill 'takes the place of the usual radiator, the development of the bodies is in easy planes, without break. The tooiing car shows an adaptation 3 "J bomontal moid, introduced by tIIa meH c*r in th? four-passenger oaaster Th:a molding runs from the "ont of the hood to the rear of the ?* just beiow the bod/ rail. The ??ven-passenger ??dan model also i? 5?^?emed by the molding below &*%?biiar exuo*n*the fu" The four-pasaenger roadater is the we onusuaj development in design, '?ere i? sufficient room in both front ?g? re*r ***t9 to accommodate three ??**???*, g?v:ng a six-paasenger car ^'?S capacity when desired. Case Brings Out thing in Ohio or New York or Cali? fornia, gasoline was obtained from deal? ers in several regions or districts of the country. From each section four different ' samples of gasoline were obtained and I submitted to tests. The specific grav? ity test was applied to each gallon of" gasoline, also the Beaume gravity test. The weight was recorded, the initial , boiling point and the "end point," or temperacure at which the gasoline is ! almost entirely distilled. In the specific gravity and Beaume j gravity tests large variations were i found. Even the weight of the samples i varied from 6.13 pounds to the gallon i up to 6.39. The tests, however, that I showed widest variations are the points ! at which these various gasolines will boil and the rapidity and degree to j which the gasoline can be distilled. j Every one knows, of course, that gaso I !ine is not a real fuel for an internal ! combustion engine until it is vapor ; ized. It is obvious that gasoline which I is not easily vaporized yields a power ', output that is less flexible, and conse? quently the motor does not start easily, ! ac-e'.erate or throttle down efficiently. The tests showed that there was a variation in the temperature at which I the gasoline would boil, varying from ; 115 degrees Fahrenheit up to 150 de | grees. The "end point of distillation," j or the temperature at which 95 per i cent or more of the gasoline is dis ; tilled or vaporized, varied even more | greatly among different samples. The I tests showed that there was a variation I of 100 degrees. In other words, 05 per ; cent of one gasoline sample can be distilled and vaporized at approxi? mately 340 degrees Fahrenheit, while other samples require 440 degrees of I heat before this can be accomplished. The tabulated figures show that it is 1 difficult to establish one carburetor ; setting whjr?i will yield equal perform ; anee in all parts of the country. The tests, however, have helped the Marmon engineers to establish an average set f ting which efficiently meets the abnor? mally uneven grades of gasoline on the market. In some sections of the coun? try it was found that the samples vary ; widely. In one Western section 95 ; per cent of a certain kind of gasoline was distilled at 338 degrees, while an? other sample required 386 degrees to accomplish the same result. Two-Piece Piston Is Marmon Engine Feature Among points of interest in the new Marmon 34 is the two-piece piston. The central and top portions of this piston are of aluminum. Th? skirt, which fits around all but the top and head of the piston, is of gray iron. The insert pin is entirely inclosed by the iron skirt, so there is no possibility of scarring the cylinder. This combination of metals gives the piston the advantage o the elimination of carbonizing, with the clone, accurate fit that has been the unique feature of the iron pistons. This part conform? to the light weight requirements of the new order of motor construction. Fine Looking Car '1Z2?*??'&"L ****** ?*?UI dispUy?! is on* of th* new Uns of cuts "??? *f ?*? Cas* CMS9MJT. OiMinctiv.. body typ?. ?a** ?h? Ifa?. Market Looms Large in 1920, Voorhk Reports No Reason to Expect Change in Conditions; Demand Still Ahead of Produc? tion of Cars Indications point to a continuance of over-demand for passenger automobiles for the 1920 season, according to Charles B. Voorhis, general sales man? ager of- the Nash Motors Company. "The demand for passenger cars during the season just closed was almost with? out parallel in the history of the auto? motive industry," said Mr. Voorbis, "and, although I believe there will be some relief this year, I do not think it will .be possible for the manufac? turer to catch up fully with the de? mand. "A glance at figures showing state registrations of automobiles for the first six months period of 1919 discloses some interesting information. The total ; registration, including passenger cars j and trucks, is 6,353,253, a gain of 407,- ' 1 Mr. Voor his. . 791 or 6.85 per cent, for the period. And up to that time automobile manu? facturers had not been able to get back to anything like normal production. "The figures indicate^ al.:o that the j Southern _tate_ lead in the increase. | but this is due in large measure to the ! fact that the South absorbs a large part ? of winter shipments, owing to their ; early season, so that shipments during ! the last six months' period, no doubt, I equalize this situation to a large extent. ! "It is of course rather a difficult mat- ? ter accurately to -forecast motor car ? j production at a time like the present. Granting that the labor and material '? market, including steel and lumber, are stabilized, we still have the buying mar? ket to consider. "Assuming that manufacturing con? ditions will permit of a general in? crease in production, we find through? out almost every section of the coun? try an abnormal demand for automo? biles. This is due to - the fact that money is plentiful and that in spite cf high prices we are riding on a wave of prosperity. "When the farmer has money his prosperity is automatically passed on i to th city merchant and thence to the | mills and factories. And the American ? farmer never faced a better provision ? market than in the last two years. Agricultural conditions are excellent. "Thus the farmer in the last twelve | months has1 been an automobile buyer to a greater extent than ever before, and the city merchant, though high prices and salaries have made it nec . essary to increase his working capital, has enjoyed a large measure of pros i perity. He, too, has been a large buyer j of passenger automobiles. "Wage? generally are higher in fac? tories and stores throughout the coun? try, and in many rnstances workers have found themselves in a positior to enjoy the pleasure of automobile driving. Thus, taken all in all, th? market for passenger automobiles has been considerably extended, and I an of the opinion there will be no ap preciable curtailment In this extendec market during the next twelve months There appears to be nothing on th? horizon at the present moment tha betokens a radical change in condi tions." ?Distinct Body Types Four Only, Says Schmunk | | Old Styles Modified to Meet New Conditions Are Iden? tified by Veteran of Peer? less Motor Company ?""To one who has attended the great I national automobile shows year after j year," says R. J- Schmunk, general ! sales manager of the Peerless Motor i Car Company, ".t is intensely interest | ing to note the development of the va j rious t-< pes of motor car bodies. "In the very early days -say, twenty ? years ago?motor car driving was some , thing oi' a sporting proposition and he , who sought protection from the weath : er while motoring was considered more I or less of a mollycoddle. As the real ' value of the motcr car became appar : ent the sporting features began to dis | appear and greater comfort was sought. ; Nowadays the car that doesn't provide | convenience, protection and, above all. | great comfort falls short of what the ? public expects from it. "If you will analyze closely you will 1 gee that there are practically only four ; distinctive body types. There is the ' touring car, or large capacity open type, ? usually seating seven passengers. Ex Mr. Schmunk. cept as to modified body lines, this car is practically as it was built in the be < ginning. Then we have the smaller . capacity open car, as exemplified in the ! new Peerless four-door, four-seater. In the early days we called this type . of car a close-coupled or pony tonneau. "In the inclosed types we have the i small capacity car, or the coup?, and ? the seven-seater, or the sedan. A fifth | type is the inclosed drive, inclosed ! car, now known as the sedan-limousine, j or the vestibuled sedan, which is noth : ing more or less than the Berline of j the early days, with the single exeep i tion that the body is now built as a | ins compartment and passenger eos? * I peUXtmmm? ?c?c Ue^-fc..?.? i^ ^|HI1ii>t as" i separate units. 'Permanent top touring cars era be-: ; ginning to ?come into vogue, but eves4 i here we heve nothing aew. Years and i years ago we built a very similar type i and called it a demi-limousiae. so ye? j see there is really nothing new eve? ; in motor cars. Certainly, we have ad | vanced greatly in point of design, beauty and convenience, but funds-/ ! mental requirements for large ?capacity I end small ?capacity cars are practically as we found them when w'j began the ? industry, years and years ego. "The demand for the inclosed car it j growing by leaps end bounds. Prscti j cally half the Peerless output is now | produced in the inclosed types. Clever designing and skillful workmar.ship have enabled the Peerless company to j produce inclosed ?cars that are o my *, j little heavier than the open types. But they are even more comfortable and luxurious than the limousins of the early days, which more closely follows* , ; the practice of the horse-drawn coach? ; makers." Using the Emergency The gear lever and the emergency , ' brake lever on the new series Marmon 31 at the Grand Central Palace are just I under the right side of the steering j wheel. The hand drops naturally to ! the brake end operates it on second [ thought. It is good practice ?to use i this hand brake occasionally instead of | the service brake all the time. Then; I when the tense moment comes, presto? i both brakes have been applied and the*" car obeys. Do You Know That Hudson Builds the Essex? __ But Through Sheer Merit Alone Essex Made Its Thirty Million Dollar Sales Record . Come See the Essex Special Show in Our Salesrooms Not to be Exhibited at the Automobile Show Essex success has not been accidental. No one doubts its right to the position it holds. On the Cincinnati Speedway a stock chassis Essex set the world 50-hour endurance mark, of 3037 miles, under American Automobile Association supervision. Another stock Essex holds the unequalled 24-hour road mark of 1061 miles. But how many know why Essex in its first year revealed qualities more mature, more evident of the influence of long experience, than is commonly found in cars even in their third and fourth year. You will recall the Essex was announced one year ago without one word as to the identity of it3 builders. Not a claim was made for its performance. You were asked to go look at it, take a ride and form your own opinion. The Essex, we said, would have to speak for itself. Now that it has established itself, we reveal why Essex has all the qualities of cars of long development Was Designed by Hudson Engineers They conceived it as they developed the Super-Six. All they learned about endurance, they incorporated in the Essex. They gave to the Essex the power that has made it famous in all quarters. Its speed is the result of what had been learned in making the Super-Six winner of all worth while speed records. The Essex can never be all that the Super-Six is for they are totally different types. But the Essex does bring quality and performance to a class field that was unknown. The former owners of large costly cars that have adopted the Essex have not been Hudson users. They have come from other cars, cars that fall short of the Super-Six in all particuliers save size and cost. The Essex appeals to such users because of its nimble ness. They like the way its performance compares with that of the Super-Six. You can see this on every hand. The two cars in any community that are most prominent because of their performance ability are the Hudson Super-Six and the Essex. Essex Did fjfot Need Hudson's Endorsement Think of the advantages Essex has had. What ordinarily would have required years to perfect was made possible in ?the very first model. That is why 20,000 are now running, why more than $30,000,000.00 was paid for Essex cars in ten months. You have not needed the Hudson endorsement to understand Essex performance. Essex has won its own way. Hudson gave it full benefit of the experience of its engineers and the ability of its manufacturing organization. Its name was not needed. Now Hudson takes the same pride in acknowledging its kinship to Essex that a father might in speaking of his son who on his own account had made good. HUDSON MOTOR CAR COMPANY OF. NEW YORK, Inc. NEWARK, N. WHITE PLAINS, 886 Broad Street 186-188 Martine Avena? Broadway at 61st Street, Circle Building PLAINFIELD, X. J., 190-192 East Front St. NElty ROCHELLE, N. Y.. 567 Main St. HUDSON AND ESSEX DEALERS lUng-i-on, N. Y, Cla-t-r. N. J. Rm__-.11? Center, Freehold N. J. O-slninST, ?. T. Ht? m ford, Conn. P_ter-on, N. J. L. ?. . . Peter A. Black. 8 Main Street ? ... ? * Cotitner & Browne . . Gardner Garage _L- Motor Co. Harrr D. Hanee, 18 Co-irt Street, Wm. C. Holden. Inc., 8 Sprin?: Street Bud-on Motor Snl__ Co., 564 Main Street Kennedy Motor Cor Co., 212 I*_t.r_on Street Tompkin-ville. S. I. . Pouirhkeepsie. N. Y. Morris-own, N. J . It.?mar. N. J. Libertr, N. Y. Pan. aie, N. J. . R. Hacken.ack, N. J John D. Killian Auto Co.. 197 Bay Street Ward S. Lent, 440 Alain Street Wm. D. Marshal!. Flat Iron Bids. O. H. Newman, 7C8 F Street E. H. Nichols, 21 School Street B. Potter Auto Co., Inc., 200 Jefferson Street R. B. Potter Auto Co., Inc., 20 Bant* Place Boonton, N. J.C. R. Tucker Middletown. N. Y. Brewster. N. Y. Perth ?mbar. N. J. N'ewburch. N. Y. . Suffern, V. Y. Stony Brook, L. I. Seabrigrht, N. J. BROOKLYN, N. Y., 1422 B?dford At*. BRONX, N. Y. . . 2460 Grand Cwmim Howard D. Rockefeller, 2 Railroad Arana? .Schneid?-- & Son C. A. Sexton, 15 Smith Street 81a? * ft Clapper, lac. Suffers Auto Sales ft B-_____??? .? r. Well? H. L. Zob-1, Ocean Arena?