The Bridgeport evening farmer., 1913-09-04
AUTOMOBILE NEWS
tContinued from Page s.)

ing compound is entirely stable, diff 1 fers slightly in color, specific gravity 1 and flash point from the liquid or ! which it is made, and burns com l pIetely in an engine without a deposit | in the cylinders or smoke in the ex- l haust- Peroxidized kerosene also l burns well in a lamp. It can be used i in all of the ordinary carburetors | which admit of sufficient relative ad- 1 juStnent of air to the fuel, additional heat being supplied from the exhaust 1 pipe.
 Peroxide of hydrogen contains I twice as much oxygen as water, and 1 when deconposed by heat evolves sev- eral hundred times it's volume of oxy-
 gen in the most active or nascent state The result is that perfect combus- ton of the kerosene is secured in the l cylinder without any deposit of car 1 equally well in either gasoline or ker- 1 osene, or in any mixture of these h- quids.
 There are two processes for nak- 1 ing peroxide of hydrogen In one l a by-product is obtained which is at l lease equal in value to the substance | employed. and in the other the chem 1 icaI is recovered so that it can be used l over and over again as is done in the Brin oxygen process, by which 1000 cubic feet of oxygen are produced at an expense of about $2. By either | | kerosene is but little more than that of handling the liquid This mater | ially reduces the expenses for fuel and
 secures the utilization of the heavy 1 paraffin liquids. such as kerosene,
 which are not now available. 'Peroxidized Iubricating oil, even l when used with the ordinary gasoline 1 prevents smoke and carbod deposit l in the cylinders. One of my cars has 1 been run upward of 1,5o0 miles with
 peroxidized lubricant without produc- ing enough deposit on the spark plugs to soil silk handkerchief.
 American Auto Supremacy.
 So successful have Americas scien- 1 tific, large scale methods of produc- ton proved that the American auto I mobile is fast sweeping into popular | ity and possession of the European I market. It is finding it's way also in ever-increasing numbers into the out | of-the-way corners of the world; into 1 the teeming .principalities of India, from Calcutta to the Himalayas; into South Africa and East Africa; the Far
 East and the Antipode odes-everywhe | that the white man has set his foot and begun his civilization. Not long ago a car made in Detroit was driven
 from Kalgan, at the end of the Pekin- Klagan Railway, across the Desert of Gobi, and delivered at Urga in Mon golia to the 4'Tasha Lama or Living Buddha- who, next to the Dalai La
 ma of Thibet, takes rank as the great man of Lamaisrn Last.year 30 low
 priced American cars of a single make were sold in Congoland, two or three of them going to native chiefs. To
 May l, 1912, 7413 cars of this make had been sent to the Straits Settlements. From that date to the first of May of this year, 2,Q93 cars were shipped to
 that section of the world. To Brit ish South Africa 1,041 went during the same period, 162 going to one dealer. During the month of May, of this year. 249 were shipped. India, during 1913, will get 800 American cars. The foreign market for American motor cars is not confined, however, by
 any means to the low-priced ma-
 chimes. One well known company,
 whose product sells for about $2,Q00, has exported during the last year 1, ,611 mateIys s3,222, 900. Nevertheless it is
 true that the average price of export ed automobiles has fallen remarkably
 year by year. For the fiscal year 1912
 it was $99O; for 1911, $1,1O0; and for
 1910 1909 and 1908 it was $1,380.
 e1, TOO and $1,88O, respectively. During
 the same period the average price of
 the machines imported by the United
 States rose almost notably. Thus,
 for 1912 it was $2,21O; 1911, $2,138;
 
 Further comparison of the export and import statistics makes graphi- pcalIy clear the rapid ustrpation by the United States of Europe's original position as the producer of motor cars Not only does the American export total expand proddgfously, but the American imports from Europe 1 dwindIe astonishingly. In 1906, l which was the year of greatest inn ports, automobiles worth s4,910,20S were brought Mere from overseas. In 1 the fiscal year 1907 the import va1ua- tfon had dropped to $4,0O0,000; in 1 1911 imports were only $2,446,24S; and in the fiscal year 1912, $2,00O,0O0. | Very different is the story when we turn. to the export column. This in 1906 we exported machines valued at $4,4O9,136; in 1911 the figure rose to ! $21, 1,636,661; and in the fiscal year
 1912 to $28, ,3OO,139, including parts and tires
 Some of the sources of the imports and destinations of the exports are also illuminating. During the fiscal year of 1912 only 936 cars were inn i ported. Of these .401 came from France, 1S8 from Great Britain, 131 from Italy, 116 from Germany, and
 127 from all other, countries. In 1906 i we sent $1 ,00O.OOO worth to Great Britain, but in 1911 that country took | American cars to the value of s3.7O0,- l 900, besides $7,oO0,0OO worth which went to Canada and s1.362, ,s02 worth which went to Australia and other British colonies. France took $532,-t 121 worth
 Indeed, a review of the figures |
 makes it clear why Great Britain has become more wrought up over the | automobile situation in it's American aspects than other countries across | the Atlantic, for there the balance of trade has swung more heavily than with other nations from the credit | to the debit side of the ledger. In l the fiscal years 1909, 1910, and 1911 | Great Britain sent us, respectively, 8S | cars, valued at $291,2OO; 54 cars, vaIA ued at $170,555; and 50 cars valued