Arizona republican., 1917-12-23

used for priming What is known as 76 degree gasoline, is entirely satis- factory. This is simply a gasoline of the sort we used to get years ago, before demand caught up with SUD- ply and passed it, forcing the oil refiners to lower the grade of the fuel. This high test gasoline may be procured from any of the big oil con- panys or from drug shops of the better sort. Within the past year or two some of the oil companies have been producing what is known as petroleum ether This is simply lighter product from the crude base, differing little from high test gaso- line. It makes an admirable priminS compound and with a tank of this on hand an easy start may be se- cured even in the coldest weather, twenty or thirty degrees below zero.
 When cars were commonly fitted with acetylene lighting systems, it was possible to have the tank so arranged that little of this volatile could be injected into the inlet mani fold. Car owners who still use this equipment can have the necessary connections installed by the agency that supplied the equipment.
 Of course there is always the time honored expedient of priming the cyl finders with ordinary gasoline or with one of the more satisfactory priming fluids mentioned above, by way of the pet-cocks. When the engine IS primed with ordinary gasoline the assumption is that enough of the lighter fuel will find its way to the combustion chamber to cause an ex- T1n Tv 1Al, 41,a ary fuel contains some light or easily volatile part, but the latter is in such small quantity that a large amount of the whole is necessary to get enough of the light stuff.
 It is well known that heat applied to ordinary gasoline makes it more easily vaporized and for this reason motorists often used the old method of filling the water system with hot water, or of pouring hot water over the inlet manifold These are obso- lete methods and usually give un- satisfactory results. There has lately come into being a new class of prim. CTS which use electric heat also. That
 is, the fuel that is pumped into the
 manifold is first passed over a heat
 ing coil so that there is the double assurance that an explosion will oc- cur on the first cranking. All sorts of heating devices have been used in the past from heating the fuel 1T | the gasoline line to heating 1t il the inlet manifold. The same princi- pie of heating is utilized in vaporiz ing kerosene, but the difficulty lies in keeping the fuel vaporized until
 it reaches the combustion chamber.
 Some owners have little trouble
 merely pulling up the float in the carbureter, applying the choker and cranking. The choker is left on for { minute or so and gradually opened a! the engine gets warmer.
 The question of altitude has much to do with starting difficulties. The motorist living at 5000 feet above sea level will experience in spring and fall the troubles that only bother his | brother from the plains in the dead of winter. It is simply a question of applying the same remedies earlier and later in the year.
 For cars that are equipped with an electric starter, it is important that | this system be kept up to maximum | efficiency during cold weather, if easy starting is to be secured. Obviously | gasoline that is not at it's best, which is heavy and sluggish, needs a good hot spark to fire it. Therefore the storage battery must be kept charged and the cells must be kept properly filled with distilled water, so as to produce the hot spark needed by the inferior fuel. The spark plug gan lengths should be watched.
 Finally it may not be amiss to say that even after the start is made, it is wise in cold weather to give the engine all the heat possible. Hot air | should be supplied to the carbureter and this instrument should be heated | if possible. The hood and radiator should be covered when the car is standing. Give the engine best pos sible treatment during cold weather for this is the time that is least favorable to its satisfactory opera ton.