The Bridgeport evening farmer., 1913-03-13

as any instructor will go. unless es-
pecially engaged and paid says a writ
er in the Philadelphia Public Led
ger" The newly fiedged motor own
| er, on the strength of this, should not
/ by any means assume that he is the
/ master of the car. His motoring ed
ucation can hardly be said to have be-
gun.
! On the first week or even the first
| month, of your ownership do not start
| out on a long trip imbued with the
| idea that your car will run orever,
\ with no more attention from you than
is required by the steering wheel, the
| throttle, the gear levers and the
brakes. Content yourself with short
| trips, over good roads, frequent in
spection and determine to learn and
| fix in your mind what each individual
| part of the car is for, how 1t is put
together and what it should look like
/ when in perfect working order. This
can only be accomplished by tracing
| every part thro1gh it's connection with
| other parts.
Follow that flow of gasoline
| through the feed pipe to the carbure-
/ tor, or mixer; study how it is regu-
| lated there by the float and the needle
valve, how it passes to the air tube,
| how it is throttled. how the inlet
| valves feed it into the firing cham
Der. how it is compressed, fired, ex-
/ hausted and muffled. In short, trace
/ that gasoline flow over every inch that
| it travels, to the end that you will
! be able to trace any stoppage which
may occur, promptly locate the trou-
| bic when trouble occurs, and not be
! marooned on some country road far
/ from any habitation. Do the same
with your electrical ignition system.
Inch by inch, follow your wires from
/ the batteries or he magnetic to the
| switch box on your dashboard, and
/ in he az
| plugs. Make 1t your business to
learn just what causes the spark to
| occur and at what intervals it should
| occur.
Carefully examine and study the
transmission gears, and learn from
the different speeds, and when and
why. Learn the exact location Of
fevery bearing and the proper oiling
| of the same. Study the adjustn emit
! and proper condition of the brakes.
Don't even overlook the radiator and
the engine cooling SYSTEM, and learn
/ how the water circulates. Inevita bly,
| you will find use for all this know1-
| edge at some time or another 1T
| is essential that the car owner and
| driver understand how to remove a
tire, how to take out the inner tube
| and how to replace the new one SO
| that it will not pinch or rub while be-
/ ing inflated. The best plan is to prac-
tically initiate the tube before insert
| ingit in the shoe and then work it
around the entire circumference,
making sure that it fits snugly and
smoothly. Otherwise blowout is
likely before the journey is fairly re-
newed. There is even a knack which
| can be learned in the initiating of the
! tire where a hand pump is used. Short
sharp pIunges of the piston provide
very little air for the tube, whereas
etc 6xx NIL ix-N
results and do not wear out the per-
son operating the pump.
Driving on a fat or improperly in
| hated tire is likely to be productive of
all sorts of complications 1t is very
apt to tear off the valve tube and
| pinch a number of holes in the tube
itself Also it is likely to damage the
outer shoe beyond the hope of repair,
and is also likely to badly injure the
| holding rim. If there has been no
blowout and no puncture which can
be traced to a picked-up nail or a bit
| of glass. the fiat tire IS undoubtedly
due to slow leak. This, in all prob
ability, can be found in the valve.
Blowout and inner tube patches are
now ordinarily carried as a part of
| the tire equipment of all cars, but it
| is advisable for all novice drivers to
learn how to adjust these before tack
| ling the long road. The blowout
patch is, of course, merely slipped in
| the outer shoe covering the rent from
the inside, and held in place by the
| inflated inner tube. But the adjust
| ment of the patch on the latter re-
quires more care. Many drivers
| make the mistake of roughening the
tube surface around the puncture and
the inner side of the patch with q
| knife of a. bit of sandpaper. This
| is unnecessary and dangerous, as the
only object is to clean the rubber of
to1f lit n fo1A Nic
can" better be accomplished by rub
bling the portions which are to re-
ceIve the rubber solution thoroughly
| with q rag dipped in gasoline. A clean,
smooth surface will hold the patch
| better than a rough one. Above all,
water must be kept away from the
surfaces which are to be treated. as
| water will prevent the solution, which
excludes air, from adhering.
Usually the patching solutions one
buys are too thick for quick use, but
| this can be remedied by thinning with
| a little gasoline. Care should be ta-
| ken that the solution is we'll set on
| both patch and tube before applying.
as, If it is put on soft, and start
made, the patch is quite likely to slip
and undo all that has been accom-
| pIished This is especially true in hot
| weather when the friction of the road
| unduly heats the tires. If, in spite
of all precautions and all attempts at
| repairs, it is found impossible to make
the tire do. the latter should be en-
tirely removed from the rim. If a
coil of rope is included in the equip
ment of the car the rim may be Sc
cureIy wrapped with it, and will thus
be kept from striking the hard
ground. On this makeshift tire. sew
| eral miles to a garage or repair shop
may often be made at snail-like speed
and without injury to the car or
wheel.