The Washington times., 1929-03-06

the. character the m0IOriSL lOn
Obviously, this relates to the
speed at which the, new car may
be driven.
The city formerly was the best
place for breaking in the new car
in spite of the black glarea be-
slowed upon the driver who forgot
that slow traffic belonged over
near the curb. City driving, for
hreaking.in purposes, enjoyed the
advantages of an enforced low
speed, traffic laws and traffic con-
gestion taking care of this vital
detail
1t offered also a relative freedom
from steep hills, and If such hills
did exist, the parallel street two
blocks away provided a convent
ent detour which did not severelS
strain the engine. 80 e
Makes a Difference
Observers of present.day break
ing-in requirements are not so cer-
tain that 1t Is not better to take
the car out into the country to
give 1t it's baptismal service.
One of the chief reasons for this
is that. almost universally, pres
sure engine fabrication has been
adopted. Bringing this engineering
difference down into the price realm
that attracts millions of buyers
yearly has resulted in quite the
most far-reaching difference in sea.
sonirg the new car ever developed
at one time.
The mere presence, within the
engine, of a fabrication system that
shoots a Niagara-like mist of oil
over various operating parts does
not mean that the buyer of any
make of car today can take it out
and Immediately step heavily, upon
the accelerator.
In almost every case,, however,
he can and, in some cases, should
go from five to ten miles an hour
faster at the start than was
possible in the case of his previous
automobile, especially in the lower
price classes.
Fitted to Speed
With pressure fabrication, the
amount of oil delivered to bearings-
main and connecting rod in most
cases-is directly proportional.to-the.
speed at whichthe enssg3 Is running. !.
II the pressure ASsteIiai extended TO
include camshaft eafingss accessory
drive mechani and. Dtf1er units,
the same situa xfs This holds.
true, of cour 1 the sinedium and
higher priced cars for the greater
part.
With such a system, even where
its benefits are more limited, the old
20 miles an hour for the first 500 may
mean that the engine is running
without sufficient supply of oil.
Perhaps 25 would be better since the
speed Of the engine governs the
amount of lubricant. In the case of
some cars, 80 is still better.
The practice of running cars for
the equivalent of the first 1,000 miles
on a treadmill at the factory con-
tinues to be the speciality of one
manufacturer of medium priced cars.
1t makes possible the owners taking
any of these models and driving them
at 40 miles an hour right from the
start.
Ever since the adoption Of this pro-
cedure by this car maker, it has been
anticipated that others would follow
the lead. 1t has not been done, how
ever, and the vastly accelerated pro-
OUGLIOu TdIG VI uIOSL COAIPGAAACS
rather dim hope that it will.
New Oil Systems
One or two cars in the highest
price class are broken in at the fac
tory, but even in this quarter Of the
industry, production schedules are
getting heavier. Here. too, 1t has the
effect. of limiting adoption Of run
ning-in as a factory policy.
But: in spite of this, the average
dealer informs his patrons today
that they can go a little faster in
their new cars.
Unfamiliarity with pressure lubri-
cation systems in connection with
higher initial speeds may lead new
car buyers into a pitfall. Service
men are finding that those who
never have had these systems he
fore are prone to believe that the
generally lower oil pressure regis.
tered on the oil gauge is a danger
Gus symptom.
Noting that at idling speeds, par
ticularly, the guage Is barely reg
istering, the car owners first i'm
pulse IL to believe that something
has gone wrong with the system
that the pump has broken, the OIL