Harrisburg telegraph. [volume] (Harrisburg, Pa.) 1879-1948, 1914-03-14

4
speed, power and economy Of upkeep
the 1914 Six-40 will greatly excel the
1913 4-cylinder "37."
Costs Less to Build
AS a direct contradiction to the ar
gument that the six-cylinder engine is
more costly engine to build and
hence must necessarily make the six
cylinder car q more costly car for the
purchaser to buy, it may be cited
that the SiX-40 motor actually costs
less to build than did the 4-cyIinder
"37"
Differences in motor cost are, gen.
orally speaking, made up of differ
ences in material costs. The material
cost of the Six-40 siX-cylinder motor
Is less than the material cost of the
4-cylinder "37" of approximately
equal piston displacement, because
the Six-40 motor weighs about so
pounds less than did the Model 4-37
motor.
Built in Multiple
The cost of machine work upon the
materials for the building of a 6-cyln-
der engine varies little from the cost
OF operations in building a 4-cylinder
engine of the same piston displace-
ment. In this day and age of machine
tool development, practically all motor
building operations are done in multi
pie. Upon the Four-37 moor all four
cylinders were bored at one and the
same time. Upon the 1914 Six-40 also
all six cylinders are bored at the same
time. Moreover, these cylinders being
smaller in diameter and shorter than
were the cylinders of the Four-37, the
six cylinders of the SiX-40 are actually
bored in a shorter time than were the
four cylinders of the Four-37.
All connecting rods are drilled at
one setting, it matters not whether
there be four or six. Every boring op-
Grafton on the crank case is done at
one setting and the holes bored with
gang tools at the same time, so that
it matters not whether there are to be
six or four cylinders placed upon it.
Every hole in cylinders or crank case
is drilled at one and the same time by
means of jigs and gang tools, so that
there can be no possible difference in
the time of the operation, whether the
motor be a four or a siN-cylinder.
The Differences
The fly-wheel of the SiX-40 is much
smaller and much lighter than the
Four-3T, hence uses less material and
requires less time to machine. The pis-
tons of the Six are much smaller and
lighter than the pistons of the equally
powered -Four and hence the six
smaller parts may be machined with
very little advance in time over that
required for the four larger ones Of
the equally powered Four.
The cam shaft of the Four and of
the Six is machined with gang tools
and several cams are formed at one
and the same time, SO that there can
be little difference in the time of the
machining of these parts.
The crankshaft of the Six is some
what more expensive than is the crank
shaft of the Four, but inasmuch as
one man upon one machine tool will
machine 80 six-cylinder crank shafts
per day of 10 hours as against 3S four
cylinder crank shafts per day. and in
asmuch as one man upon one grinder
will grind 32 siX-cylinder shafts per
day as against 35 four cylinder shafts
per day 1t may readily be seen that
the difference in cost even upon this
item amounts to little. AS matter of
fact, the saving in other directions
upon the Six will more than offset this
added charge upon the crank shaft
item.
The Six Is Favored
The number and sizes of gears are
no more or no less either with the six
or the four-cylinder engine.
In general it may be pointed out
that while a greater number of parts
such as valve port plugs, valves, pis-
tons, connecting rods, ETC., are used In
the Six than in the Four, these parts
in the Six are so much smaller and sc
| much lighter in weight than are the
same parts In the equally powered
-Four. the cost for the finished parts
for two such motors are practically
the same. II any difference exists
| that difference will be found to favor
the Six, because Of the reduced ma
terial cost of the lighter weight
motor.