The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1901-03-31
AUTOMOBILES TO-DAY.
The Next Step n Cheaper Vehicle
Merits of the Various Kinds.

Edward Emerson, jr., in Ainslee's Maya
zine.
The first step toward a cheaper vehicle
must be that of standard or interchange
able bodies. with wheels, tires, axles,
springs. gears and other parts of uniform
size. Electric automobiles must sooner or
later be provided with interchangeable bat
teries so that old batteries can be thrown
out and newly charged batteries substituted
without long waits, as is now the case. To
accomplish this result manufacturers will
either nave to agree upon a standard pat
terry or the inventive genius of our cleo
tricians must be called up to produce some
quick-charginG means.
Apart from the present slow system OF
charging electric batteries and the rapid
deterioration of motor batteries the Ameri-
can electric automobile of to-day surpasses
all other automobiles in many points. First
of all. it is the easiest to manage. 1t starts
at a touch without having TO wait for the
generation of steam or for carburation. Ii
has no noisy and conspicuous exhaust, nor
does it offend by its odor, as is the case
with automobiles propelled by gasoline or
kerosene motors. No skill is required 10
run it. On the other hand. there are some
distinct drawbacks. There is the undue
weight and bulkiness of the batteries.
which in itself is bound to interfere with
grace of design. AS a vehicle its runs are
confined to narrow limits. The motive pow
er is measured by the capacity of the stor-
age batteries. Charging stations outside
the large cities are few and far between.
If the power gives out between stations 1T
is impossible to replenish, Another bad
point. already Indicated. is the fact that 1t
takes several hours to charge a battery TO
its full capacity.
The steam motor, while the farthest adj
vanced, likewise has its drawbacks. First
of all comes the question of fuel. The
lightest and most effective fuel for gen.
Grating steam at present appears TO be gas
oline. Yet even with gasoline II takes sew
eral minutes to generate steam for pro-
pulsion before starting. Nearly three times
as much gasoline is consumed In this way
as it would actually take TO run a gasoline
motor. This increases the running ex-
penses. While the gasoline is light enough
TO carry a supply for fifty or sixty miles.
the water tank In the average steam We
hicle will hold only enough for twenty or
twenty-five miles. This means that a stop
must be made for water at least once or
twice during a good days run. In long
distance races this is a serious considera-
ton.
The most economical motor for light road
purposes. without a doubt. is the gasoline
engine. As perfected In France. the gaso-
line motor comes broadly under two sys-
TENS. The first OF these is dependent upon
direct carburating. Air is passed over gaso-
line In a tank. The gasoline issues forth
i'm such a manner as TO mix with from
seven 10 nine parts of air. The chief dis
advantage of the system Is that the density
OF the gas is affected by atmospheric condi-
lions and the temperature of the fluid The
gasoline must be KEEP at a temperature APP
p~roximating 10 degrees Fahrenheit, or IL
will refuse 10 volatilize sufficiently TO mix
with the amount of air admitted to the
carburator.
The other gasoline system depends for its
effectiveness upon vaporizing or spraying.
Limited quantities of the gasoline In the
tank are sprayed into the carburating
where. mixing with the air. "
forms the explosive mixture which drives
the motor. Tn trouble with this system
is it's uncertain ignition and explosion.
often causing annoying delays at the start.
Both systems ave the advantage OF
~cheapness and peculiar adaptability for
light and rapid work
Cheaper still than the gasoline motor.
though similar in its workings. Is the kero-