East Oregonian : E.O. (Pendleton, OR) 1888-current, 1920-04-17
fARDuRETl0N +.
CHALMERS BIG POINT

~
In the early days Of the au utomobile
industry. manufacturers were con-
fronted with so many problems
throughout the car that they were
satisfied with almost any kind OF car
buretion just so long as the motors
lwouh start and rum In the, summer
time the cars would start fairly well.
but on cold winted morning, 1t was
always a guess as to whether you
would get your motor started. A Man
needed q pair Of overalls for this ope-
ration, as ION some cars 1t was neces-
sary to raise the hood, twist your
arms around lot OF greasy wires and
pipes to get TO the carburetor for the
purpose Of flooding 1t, also to hold
your hand over the air intake while
some other husky cranked9his head
off. and then, IL you were lucky
enough TO get started, you would have
to humor the motor all day to keep II
going. The intake manifolds would
become frosty and balls of ice would |
form in the gasoline feed pipe ,neces-
stating the cleaning OF the gas line |
every few miles. When the amateu. |
had to contend with these conditions, |
n man had to be n real sport with a
lot OF patience and nerve to use his |
car the year around.
After some of the bugs were re-
from the car, so that sliding
gears would slide, motors would mote,
md differentials would differentiate.
It was evident that something was
needed to perfect carburetion and inn
prove the flexibility of motors. This
anne first In the form of hot air on
he exhaust pipe and hot water jack
eted carburetors. Both forms i'm
proved the situation very much ans
seemed TO be the limit OF perfection at
this point. However, the hot air ar
rangement had its faults in that when
cold blasts of air would come in un-
der the hood. the air would pass over
the exhaust pipe WITHOUT being sufff-
ciently heated. This would almost
choke the motor and necessitate IA
ot of carburetor adjustment to meet
The temperature of the four seasons.
N the case OF hot water Jackets. on
intake pipe and carburetors. there
eemed to be lot OF condensation TAX
lg place which caused a moisture In
he gas. This condition, in q great
rany cases. caused the repeated foul
1g of plugs, valves and excessive car
on deposits in cylinders; also it was
ecessary to run a few miles with
'ery rich mixture, motor popping ana
pittfng, before the water became suf-
iciently heated to have the proper
fleets on gases.
1t was very evident that what was
leeded to attain the highest degree
4 efficiency and perfection in carbure-
ora, was dry gas and this TO be ac-
omplished in the shortest possibis
Ime after motor was started, SO 1t has
MY been in the last few years that
ngineers conceived and worked out
lot Spot principle. This was acconl>
lished In a very satisfactory and sim
le manner on the Chalmers motors,
1T would be very hard to describe
uliy the advantageous effects of
ot-spot on The internal combustion
rotor Having driven over $4,000
lilies summer and winter, touring In
ranging from zero to 102
egrees with hot-spot equipment. the
ritter believes the chief advantages
~ in the fact that motor operates the
lrne in winter as In summer. Ex-
eme changes in Temperature have
no effect at all on carbure-
on. In the coldest weather, the econ
ny remains practically the same and
only take few seconds to warm
10 motor up to the point of smooth :
inning. other advantages are clear,
Id dry combustion chamber, valves
Id spark plugs, in fact the fouling II
spark plugs Is an unknown quan. in
ty in .hot-spot motors. 1t is only m
,estion o time until all manufacture az
q will adopt this principle. ca