The Fargo forum and daily republican. [volume] (Fargo, N.D.) 1894-1957, 1910-04-16

lows: sN inches at the front. 2M In
the middle and 4 inches tn the rea8
All OF these bearings are adjustable
the wearing surface being Parsons
white brass.
Specially Designed carhureter.
One detail of this motor Is the spec
ial carbureter design, known az the
Lancia type, and which Ia built spec
tally for this motor. ne In of the mul-
tiple-1et water jacketed design with
a rotary throttle. The intake manifold
Is copper.
The question Of cooling has been
worl--1 with the same details and care
as other phases OF this motor. Both
Intake and return water pipes have
ground joints and are secured by
means OF screw unions eliminating
gaskets the same as In the intake
manifold. The fan OF six-blade de-
sign is carried on an adjustable arm
attached to the forward cylinder pair
and is driven by belt from a pulley
in the crank shaft, the pulley
being In rear Of the timing gear hous-
ing so that the cover plate Of this
housing Is not perforated by any
shafts extending through t. A Me-
Cord radiator, supported through
hinges to the frame side members, is
used.
Ignition is by Bosch high tension
model B nagneto located on the
left side, where IL Is well removed
from the carbureter. copper pipe
carries the four high tension leads
to the spark plugs
Leaving the motor the general
chassis design incorporates cone
clutch, selective gearset located amid
ship and shaft drive. the shaft be-
ing inclosed in a torsion tube support
ed at its forward end from a frame
member. The cone clutch has Their
mold facing with a series of flat
springs beneath the facing to make
engagement progressive. 1t is OF large
size, the small diameter of the cone
measuring ~ inches, the large diam
eter 1874 inches, and the face width
81 inches Back of the clutch comes
a double cross type universal Joint
which allows OF dismounting the
clutch or gearbox individually.
The gearset employed is three
speed selective type of the company's
own design and manufacture. The
gears are housed in a one piece alum
mum casting which has pair or
integral arms by which it Is sup
ported at the rear to cross MEM
Der of the frame. The forward end
of the set is supported from another
frame cross member. The ger
throughout are of 1-inch face. The g3
is of compact design measuring but
IL inches over all. Annular ball bear
ings are used for main and counter
shafts, the mainshaft being directly
over the countershaft. On the main
shaft are four integral keys on which
the sliding gears operate. Direct drive
is through face teeth on the master
pinion, which teeth engage with COR
responding ones on the opposing face
of the first sliding gear. A neat job
is made of the control Of the sliding
gears. The change speed lever oper-
ates on the III principle and the shaft
enters the side of the gearbox, so that
the drop arm from this shaft with
it's T head for engaging the two shift
er rods is entirely inclosed.
Improvement in Construction.
. Back of the gearbox an improve
ment over the 1909 construction ap-
pears in that the torsion tube which
last year ended in a yoke support at
the forward end now is supported in
a ball-and- socket scheme. Over the
forward end of the torsion tube a spec
ial housing is clamped, the forward
end of this housing being surrounded
by a spherical rim which is carried
in socket on the frame cross MEM
Der. This design completely incloses
the universal joint which is within the
housing and is the only joint in the
system. The torsion tube is steel
tubing which is attached at its rear to
Continued on Page Five.