The Bridgeport evening farmer., 1911-07-05

register, each with the other, leaving large exit for the now spent gases to escape. The four cycles of op- eration are thus explained and the function of the sleeves described. The advantages claimed for the valve mechanism are first, the fact that the entrance and exit openings for the gases are twice the size of gas passages allowed in the most lib- orally designed "T-head" tappet type motors and nearly three times the sig of gas passages in "L-type" or valve in head motors.
 | There is a perfect timing of the valve openings and closings, not only at low speeds when there is ordinar- fly no difficulty in a cam roller fol- lowing the cam in a tappet type mo- tor, but as we'll at very high motor speed.
 The Columbia Knight motor thus retains its full power. The design of the motor, too, is such that there are no offset pockets, so that the least cubical contents for the com presSion chamber obtains.
 The crank shaft is bored hollow of very large diameters. The design of the. shaft is such that lubricant trav- els to the bearings when caught. The valve shaft has throws for the sleeve actuating connecting rods, and is cuI from the solid. The connecting rods are IOTS0O. OyllnQ0TS, SlG0NS anu pictons are of imported cast iron ma chined and ground. The upper and lower crankcases are of cast alumin- um, and the motor is supported by four legs.
 The lubricating system is interest ing since it marks the further devel- opment of what has come to be known in the trade press as ''the Co., iumbia movable dam" system. Lo- cated transversely with the Altering screen of the lower crankcase are four troughs hinged on a buss shaft and connected to the throttle. With the opening and closing of the throt- tie these troughs are thus automati- cally raised or lowered.
 When the throttle is opened and the troughs are raised the connecting rod scoops dip deep into the troughs and the troughs contain greater amount of oil before overf1owing When tae work is light the closed throttle low CTS the height of the troughs so that they overflow more quickly and the scoops dip but lightly into the troughs and corresponding less amount of oil is splashed.
 The overfiowing oil first falls to the screen and is drained to the oil res ervo1r below, to be again pumped by plunger pump into troughs again, With bypass piping to a slight feed indicator upon the dash. The sys- tenn IS thus a com blnatlOn Of forced fed oilfng and splash, and this system has been wholly satisfactory in Knight type motors abroad.
 It has been common practice in poppet type motors for makers to set the oil regulation at a point to meet the most severe demands of hard hill climbing and continued high speed road work. Since cars are in- Frequently called upon to engage in this hardest work a very great waste mas been occasioned for much of the time car is driven. The system just described for the Columbia Knight motor is unique in that it supplies Just the proper quantities for the work the car is engaged in and does 1t automatically. The efficiency is d1fflcult of appreciation for tests of f5O miles of running for a single gallon of lubricating oil have been many and even as hiSn as 1900 miles to a single gallon of lubricant has been attained Certain it is that from two to three times the efficiency at present realized in other type mo- tors will be generally obtained.
 The amount of oil in the reservoir may be noted by a ball topped shaft mounted upon a bob float set outside of the crankcase and rising up to 8 conveniently noted position The height of the oil can thus be deter mined at all times, in daylight and darkness. Into the supporting legs are set breathers for crankcase ven- tilation.