The New York herald., 1922-03-05

1 OF better materials and are made and
assembled with a degree Of accuracy
| that has never before been known to
many manufacturers. They are sold at
for given operation are less. the repair
parts cost less.
| The objects for which the designer has
been striving have not been so much ap-
pearance or performance as has been
\ service. This includes not alone the re-
duction OF operating expense in fuel.
| oil and tires, but reduced cost or up
keep due tc the ability of the repair
man to make quick and low priced re-
pairs. Design has everything to do
with this and with the other factors
governing cost of operation. Accom-
plishment of the engineers detectives
has resulted In four big developments
exhibiting themselves in the 1922
chassis
| An inspection Of the motor left the
| impression that in working on the 1922
engines the designers have concentrated
more on the fuel problem. It was the
most difficult problem. and its real So
luton has not yet come. but certainly the
1922 cars show the biggest step forward
| in this direction. In nearly every en-
gine the intake system has so been de-
| signed that q great amount OF heat Is
| impaired to the gas mixture.
Hot spots. special electric heating de-
vices. exhaust heated intakes. water
heated intakes, intake passages In direct
contact with hot portions of the cylin-
ders, &C., are some of the methods which
have been improved upon and appear in
greater number.
The fuel problem Is not alone one Of
saving gasoline. It Is one involving
engine life. II much raw fuel gets into
the cylinders II washes away the lupri-
eating oil around the ristons and on the
cylinder walls What fuel does not work
down past the pistons to contaminate the
oil In the crankcase and further reduce
lubricating efficiency leaves an appre-
ciable amount OF carbon in the cylinders.
There are but two sources OF heat to
work with In an autonobi'e--the heat OF
the exhaust and the electric heat. Both
are utilized in the 1922 cars The cleo
trio heat is available instantly to heat
the gasoline or the mixture. The ex-
haust heat comes only after the engine
has started running.
The Intake Manifold.
Motor cars have had exhaust heated
intake manfolds for many years. and
water jacketed manifolds are almost
as old as the industry itself. but the
idea OF the newer designs Is to COM
pletely vaporize the fuel, and to this
end tho new cars have the various inn
proveAnents mentioned. In one Of the
very successful methods any fuel that fs
in liquid form in the manifold is trapped
In a highly heated chamber and there
actually distilled. 1t cannot get to the
cylinders unless II is light enough to
flow in with the already vaporized por-
ton.
Some engines are designed so that
the mixture heating is In proportion
to the load on the engine: others pro-
vide an adjustment so the driver may
alter the amount Of exhaust gas pass
ing around the intake. All the
schemes In use produce results which
make It easier to handle the fuel. but
only those providing electric heat make
it possible to prevent a large amount
OF liquid fuel from entering the cylin-
ders when the engine is started by
reducing the time needed to keep the
choke on.
Transmission has not changed to
speak Of, but more attention Is being
given to the alignment Of the trans