Harrisburg telegraph. [volume] (Harrisburg, Pa.) 1879-1948, 1915-06-12
.O|L|NC IS REAL.
RACING PROBLEM
Records Show That Faulty Lubri-
cation Is Cause Of Many Dis
appointments in Contests

Performance and endurance Of a
racing car depend upon the lubrica-
ton Of its driving parts. The lubri-
cation of the motor especially is a
most important point for the driver
or his mechanician to watch. Sta
tistics show that fabrication troubles
nave been responsible for the with
drawal of a great number of cars that
had to quit the track when their
drivers were travelling along with he
speed and consistency that put the
big prize almost within their grasp,
when suddenly they were reduced to
also rams because the fabrication
went bad" says Louis Schwitzer,
chief engineer and production man
! ager of the Empire Automobile Com
pany and winner of the first race on
the Speedway.
with modern, small, high eff
cheney motors, turning yer from
$500 to 5000 and more revolutions
per minute, a speed which would
have been impossible years ago, it
will be clear that the fabrication, es-
pecially Of the bearings and metal
contained therein, must be absolutely
perfect to allow such tremendous
speed to be maintained for a great
period of time.
1.-THE racing car has developed the
automobile, and the racing car is re-
sponsible for the development of
x,1A,1. .uIfIo a. .,-aAa.oo - IL
IRRIGATION systems has been instru-
mental in producing the reliable auto
mobile of the present day. If lubri-
cation is so important to the driver
of a racing car it is much more
worthy of all possible attention in a
pleasure car.
The racing pilot knows every part
of his motor. He has fundamental
knowledge of it's construction, he has
worked with it to make its perform
ance as good as is possible to get out
of its construction, he watches his
car as a mother does her baby. A
vast difference is with the owner of a
pleasure car. Statistics show hat
about 20 per cent. of all buyers of au-
tomobiles have absolutely no knowl-
edge whatever of car construction,
least of all motor problems. They
are dependent upon the builders of
w LIS tilCg dliNS Ill aINtlllAOAA
given to the details of fabrication by
its engineers in designing the car.
This condition is much more pro-
bounced with owners of low-priced
cars than in higher priced cars. The
buyer Of a car selling for less than
81, 900 in nearly every case drives
himself; he is dependent on his own
mechanical knowledge. His demands
are more for a simplified, efficient,
. GarVipeq HE par fhan the rich man who
buys the higher priced a and has a
! trained chauffeur to are for it. The
man who buys the low priced car can
not afford to buy an automobile that
will not run 365 days in a yea and
give him service under all weather
conditions. The low priced car, such
as the Empire, may we'll be called
the simpliied a for service
1T was with full realization of
these conditions that the fabrication
system of the Empire was designed
and is constructed, the object being to
make it so simple that there would
be no possibility of failure at any
point, in fact, a system that will call
for nc attention from the owner be-
yond the replenishment of oil supply
from time to time. The Empire mo-
tor carries five quarts of oil in a tank
cast integral with the crankcase of
the motor. The oil is pumped from
this tank through the large size filter
screen into a Hunger pump, which is
positively driven from the camshaft
of the motor. This pump delivers the
oil under pressure to d dash sight
feed, from which it is distributed di-
rectly into the three big bearings of
the crankshaft. The sight feed itself
is made in such a way hat it will
always tell the tale" A wheel is
attached under the glass right below
the opening of the incoming oil, and
however dirty the glass would get the
driver of the car can always deter
mine the flow of oil by the turning
of this wheel. The oil being pumped
directly into the main bearings of
the crankshaft, which are the most
vital points for fabrication, not only
insures safety in driving this motor at
all speeds and under all loads, but
also insures long life of these liberal
sized bearings OF selected metal. The
oil is pumped through the bearings
and overruns from there into the
four splash compartments of the con-
Meeting rods. The special compart-
ments are arranged in such a way
that the rods will dip at whatever
angle the engine might stand or what
ever grade has to be climbed. There
are overflow holes from the several
compartments which regulate the
height of the oil in the and
keep the level so that no superfiuous
oil will be splashed into the cylinders
and contribute to the economy of the
oiling system.
Smoking is another source of
worry to the motorist which we have
eliminated by the Empire oiling sys-
tenn. The piston has been designed
so that only the necessary amount of
fabrication can pass by the piston
rings, thus minimizing the c~arboniza-
ton on top of the piston. Below the
lowest piston ring is a groove cut
into the piston with a considerable
smaller dimeter than the ring itself.
In this groove are six holes drilled,
and the piston on ito down-stroke
wipes, by means of the last piston
ring, all the superfuous oil of the CYL
inder wall into this groove and on
the up-stroke of this piston this oil
is sucked through u on to the
inside, contributing to the fabrication
of the upper connecting rod bearing
as we'll as to the economy of oil and,
as already mentioned, absolutely pre-
vents smoking.
1.-The system is efficient and simple,
all wearing parts in the engine are
| positively fabricated with altered oil,
and the only attention the driver has
to give to this system is to watch if
the little wheel in his sight feed turns,
a.J 40 a. 5oac not RI all ~ A. 49,