Los Angeles herald., 1909-12-19

after first removing the differential
Shafts through the outer ends, or even
through the hubs, all without SO much
as jacking up the car. The driving
and braking torque is taken through
a radius bar Of pressed steel, attached
to across member of the frame. The
rear spring seats are sWiVeled, so that
! with radius rods surrounding the axle
at the rear and a universal joint at
the front end attached to bracket
on the frame the alignment of the
axle is effectively maintained. The
propeller shaft is provided with two
universals and a slip joint. The uni
versals are of the same type as have
been used successfully on Alec cars,
but Of dimensions sufficiently larger to
take care Of the greater power trans
mitted.
The French type engine castings are
imported and IN every particular the
steel parts are Of the same special al
loys and are tested up to the distinc-
tive standard which has made the Alec
product famous as the Anti-Fatigue
car. Making the departures mentioned
in order to meet the popular desire for
quiet and cleanliness and ease Of con-
troll, the American Locomotive COM
pany engineers have been thorough.
The engine valves have been slightly
increased in diameter, the shapes Of
the cams and plungers have been
changed, so as to silence the motor,
and a special treatment has been
given to the transmission, making It
absolutely noiseless.
A complete line Of new aluminium
bodies, set upon long, easy riding
springs is another feature. The rear
springs are So inches long by 2la inches
wide, with shackles at both ends; the
front springs are 35la inches long by
inches wide, shackled at the rear
end.
How the Brakes Work
All the cars are fitted with two sets
OF exceptionally powerful brakes, one
Internal. expanding and one external
contracting. Both sets Of brakes act
on drums on the rear wheels, the
drums are 16 inches in diameter, while
the brake surfaces are inches wide
on both external and internal and are
covered with "Raybestos,' The eX-
ternal brakes are operated by a pedal
which releases the clutch, and the in
t,ruaI brakes are operated by hand
lover which does not release the
clutch. The transmission is of the
sliding gear, selective type, four speeds
forward and one reverse, with direct
drive on high. The transmission case
is eupuolted at three points, two ln the
rear and one in front, and the front
eupuOrt has a SwiVeling action winch
relieves the transmission case OF all
strains due to twisting of the frame,
and al the same time keeps 1t in align
ment with the motor. The ciuteh Is OF
the multiple disc type, the driving discs
being Of sheet steel and the driving
discs of sheet bronze of a special COM
r14itiOn. entirely enclosed, running IN
nu. The entire clutch mechanism may
he removed without disturbing either
the motor or the gear case.
THE radiator win be Of the square
tube type. as before. The steering gear
is heavier than used heretofore, with
adjustable bearings, all adjustments
being made outside the case. The
spark and throttle control are the same
as last year. The oiling system is the
same. The motor and transmission
are tipped downward slightly at the
rear i'm order to get a straight lina
drive TO the rear axle. The front axle
fs unchanged and the frame is the
e9nc. except that it is raised ? ID
,nones at the rear, TO provide sufficient
clearance over the rear axle The cars
viii hang a little lower in the ne"
models than heretofore. The sector
shaft I'm the steering gear comes out
through the frame, so that the vertical
lover is ON the outside Of the frame
aud au steering connections are made
heavier than heretofore.
The wheel hubs are made from drop
furciugs. The tires are 36X4 inches
front and 26X5 inches rear. The wheel
base of the forty-horsepower is 1926
inches and of the siXty-horsepower
l34 inches
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