The Bridgeport times and evening farmer., 1920-02-14
WILL! BE KEYNOTE OF
 FUTURE AUTOS
Upkeep Biggest Problem of Automobile Engineers
 Today.
(By H. A. Tarantous, Member
 s. A. E.

(By H. A. Tarantous, Member
 s. A. ED
 Unquestionably the most serious problem that has confronted en- gineers since the beginning of the automobile industry has been to so design a car as to make it economi- cal Upkeep has been a retarding ip- f1uence even in the purchasing of cars, for the initial cost is hardly ever given so serious consideration as upkeep. There are three factors Of automobile upkeep which interest the engineer and user alike. These are: Tires, gasoline and repairs. These three fundamental controls of the cost of keeping a car running are reduced almost in the same pro- portion as the car is scientifically re- duced almost in the same proportion as the car is scientifically reduced in weight. At the same time that this all-important upkeep is reduced by light weight construction there comes of necessity a simpli1 cation Of the chassis and easier handling.
 The car of the future will be a better riding car, a lighter car, a bet ter performer, and parodoxical it may seem, a larger Car than the present one.
 The light weight construction, which is inevitable in the future car, and which already is being used on a number of present models, may be obtained in numerous ways all of whtch go to produce vehicle which will show:
 1-Lower operating cost. The
 average cost should not exceed rail travel.
 2.-Lower consumption of fuel. The average car should give 30
 miles per gallon.
 3.-Less tire wear. The aver
 age tire should give at least 20,-
 900 miles service.
 4.ABetter performance.
 All of these results may be &C., complished- for the benefit of the car owner, the manufacturer, the roads and the country as a whole, through the proper use of the correct ma terials, the proper proportioning of the weight of the car, proper design 50 that lighter materials may be used. That this may be done to pro- duce a superior vehicle has already been shown, since there are a few cars on the market, which exhibit practically ail the characteristics mentioned. In going over these cars and in studying the subject of light weight, xehicles, one will find that there is a greater use of alloy steels, aluminium and pressed steel to sup plant the heavier metals such as car bon steels, parts of larger sections, cast iron, etc. In other words, if an iron part weighing 50 pounds can be discarded for a pressed steel part weighing one-third as much and do- ing the same or better work, there seems no logical reason why the lat ter should not be used. At the same time that a. change of metal is con- sidered the subject of cost comes up. In some cases an actual saving may be made by the substitution but in others it means an increase in, cost. However, the point to be carried in mind is that the initial increase in cost usually is slight compared with the aggregate savings due to the ac- complishments of the light weight vehicle.
 A short time ago it was suggested by one engineer that tie body could be made of p1ywood and that the frame and aXles could be made of wood. While the plywood idea is new | and no doubt will be taken up, the use of wood for frames and axles | is far from new. The single cylinder 1 Brush runabout used a wooden axle. Franklin even now continues to use | a wooden frame. The point is that | car manufacturers in the past have been adhering too closely to conven- | tion instead of carrying the light weight idea to some logical end. Els pecially have axles been neglected and weight reduction here is a most important matter. At the present time, there are some extremely good l cars on the market-good in every re- I spect except that they teat' tires | and gasoline. This is due to the car | rying around of too much ttdead'' | weight (weight which is useless) The ] hard riding which many cars exhibit with much so-called rebound is due in l greater measure to the heavy rear | axle and the lack of appreciation by the engineer of the proper ratio need l ed between the sprung weight and the unsprung weight (weight below | the springs.)
 result which light weight brings about. We all knoN- .aat it requires | more effort to move a heavy mass | than it does to move a. light one. The l lighter mass (the light weight car) 1 will then accelerate better, it will climb hills better, it will show a high CT maximum speed on the roac. Tnese are truths which every engineer and 1 many light car owners appreciate. The serious consideration of de- | sign toward a reduction in weight | the use of lighter materials will un- l occasionally bring the weight of the 1 average touring car of the future down some 500 pounds, In the larg-
 CT, more expensive cars the weight reduction may be greater than 1000 pounds. Even our so-ca11ed light | weight cars of today will be far lighter