The Washington times., 1929-07-17

+, willing to De minute men.
1t Is not to be denied, even II
anyone wanted to. that high com.
/ preston engines have brought high.
ser operating temperatures. The
4 exhaust valve which always caught
the brunt OF combustion chamber
heat may feel uncomfortable at
about q temperature OF 500 degrees
< Fahrenheit in 1929, but 1t should at
< east be accustomed to- such q
aorrid state of affairs. Since the
engine Of a motor car IL nothing
more nor less than heat machine.
this would seem to be very happy
situation.
However, the heat cannet be
allowed to run wild. Uncontrolled,
Il could reduce the engine back to
the molten state from which 1t
issued. OF course, 1t is not uncon-
trolled. Along with high compress,
sion there came improved metals in
parts subjected to the greatest en-.
gine temperatures. Also, there
came better cooling in the shape of
larger radiators and larger water
jacket space.
Better Cooling
As an evidence of the high regard
in which better cooling Is held, one
OF the proudest claims of one car
maker Is that he has taken extra
precautions to cool the valve
mechanism of the, cars power
Elarlt. No one who knows questions
the legitimacy Of the boast.
However, in spite of the various
things that car manufacturers have
done to keep the engines fever
sumed that the door is not closed
TO their genius IN this direction at
present. Accordingly, they have
ventured forth with an array of
devices that come under the gen.
eral classification of combustion
chamber lubricators. They vary in
design and application but serve the
WINE purpose in every case-or at
least they essay to do so.<
The manner in which these de-
vices function-providing a lubri.
cant for the combustion chamber
indicates at first glance that the
whole process is about the same as
the practice OF putting oil into the
gasoline tank. That is still done
Wy many CdE puySES hHu EOuHSSIeu
by many service authorities, al.
though many others oppose 1t. The
theory, OF course, Is that when
clearances between parts are small.
as when the car is new. special
precautions are needed to reduce
friction.
It Is true that the new devices
are . development of this old
method. They involve several
changes, however The changes
are regarded as important.
Ia the first place. the oil used is
not drawn through the carburetor.
1t has always been argued by some
that this device is designed simply
to mix gasoline and air and is in.
adequate to the further Job of mix.
ing oil with the first two. The
new combustion chamber lubri-
Gators almost without exception.
meet this objection by taking the
oil or compound to, the engine
through the manifold. above the
carburetor and not through 1t.
Another Difference
Another distinct difference is in
the lubricant used. In most cases,
It is quite a special compound and
retails at a considerably higher
price than ordinary commercial oil.
One prominent producer of such a
device offers 4 special fluid to be
used in it at a price of $50
quart. Another sells a similar
product at 81 a quart. In connec.
tion with the price, though, 1t
must be remembered that one fill.
ing Of the special reservoir which
holds a quart is adequate for from
5000 to 5000 miles. The consump-
tion IL greater in cars of a greater
number Of cylinders. OF course.
One OF the thoughts held quite
widely among engineers who have
checked over some Of the newer en-
gine head lubricators is that they
could be used handily by that large
group Of motorists who assume that
carbon no longer is formed In any
engine. One of the prices that Is
being paid for this assumption by q
great many car owners is the cost
of a new set of exhaust valves from
time to time. Carbon stills forms
despite high compression and higher
quality gasoline and better oil. No
automobile manufacturer claims
otherwise, although all are aware of
the fact that 1t Is less Of q problem
Cnam formerly was the case.
Eliminates Carbon
As . matter of fact, one Of the
special features of one OF the most
popular of the more expensive cars
in America Is q special device for
the elimination Of carbon. Incl
dentally, 1t works on the principle
Of the special lubricators.
The valve troubles that follow the
car owners belief that there is no
carbon usually are the product of
excessive heat and friction. The
special lubricators aim at terminal
ing this trouble by providing an oil
film in some cases, an oil spray in
others, for the valve. This IL 3e-
signed to soften the carbon and
leave the valve free.
1t is not only the valves that are
protected by these devices, however.
According to their sponsors, the
entire combustion chamber-upper
cylinder walls, engine head, piston
top-ars fabricated in such q way
that carbon formation Is impossible.
Further, they are supposed not only
to prevent carbon but to remove
that already present by softening it
and permitting 1t to be drawn out
0f the combustion chamber.
The "anti.scuff" valve which is
standard on at least two OF the