The Washington times. [volume] (Washington [D.C.]) 1902-1939, 1923-01-28
UPPER LUBR|CAT|O|V
HELD ECONOMICAL
Experts Find System Saves
Gas And Power And
Limits Carbon

In the last year In Europe, the
motor speedway classics were 4
huge success for the first time since
the war in such countries as
France, Belgium, England and Scot
land, the latter more in the motor
cycle class. 1t is interesting to
note that in these races there were
u winning cars and almost as many
cycles that used upper fabrication,
or in other words were fabricated
in the parts which, in many cars,
function dry. Tuned to the pitch
Of perfection In every way these
cars would have been obliged to
function dry in the parts not lubri.
Gated by the crank case oil such
as the valves, valve stems, both in
take and exhaust, the pistons and
piston rings.
It is also interesting to note that
upper fabrication that can now be
purchased locally was used by G.. s..
Davidson in his, wonderful perform
ance at the Grand Prix in both
France and Belgium. Reports from
Brooklands, England, that Captain
John F. Duff doubled his 12-hour
record on a Bently car, give a great
deal of credit to the use Of upper
fabrication. Its use in Europe on
all grades of cars is practically uni
versal, and can be readily under
stood because of the high cost Of
petrol, but even SO, while some
noticed an increase Of mileage they
also noticed the freer action of the
motor, less wear, practically no car
bon and less labor on the engine,
which can only mean one thing
reduction Of friction to q minimum.
All automotive engineers know
the need Of upper fabrication, but
they never knew the oil. The lubri.
eating principle of this mineral oil
designated for upper fabrication and
which Is soluble in any explosive
fluid used for power under COM
preston in the ordinary engine is
as follows:
With me first cycle or suction
stroke the oil is fed with the gaso-
line through the intake valves, lub-
ricating the valves and valve stems
the parts which have never been
reached by the present lubricating
system. There Is no expensive me-
chanical device required as 1t is
poured into the fuel. It at once
mixes there and does not settle or
separate.
With the second cycle or COM
preston stroke the oil is COM
pressed with the gasoline. These
gases press q certain amount of Oil
against the upper cylinder walls.
giving perfect upper fabrication.
The lower cylinder Is fabricated by
the splash system which throws oil
only on the lower end of the piston,
the piston being at the lowest point
when the splash takes place. II
the piston rings fit closely, as they
should, they prevent any Of the oil
working it's way to the upper cylin-
der chambers. At the time of the
third cycle or explosion the balance
of the OIL which was conveyed in
by the gasoline Is released and
sprayed over the upper cylinder
walls and piston rings,
This oil, having a higher fire test
than the gasoline, lives through the
heat of the explosion, leaving an
oily surface for the piston to travel
on it's upward stroke. With the
fourth cycle or exhaust the lubri-
Gated gas Is carried out through the
exhaust valve, lubricating valves
and valve stems which were here
tofore without fabrication. BY lubri
eating these parts where friction is
greatest it has been found that q
saving of from Is to 25 per cent
In gasoline is readily noticed, or
from three to five times the cost
of this added fabrication. In keep.
ing these parts constantly lubricat-
ed the carbon is kept in a semi.
LIQUID state and carried out through