Evening star., 1936-09-20

makers are once more in full opera
tion.
Production of the 1887 models will
be started at high rates, says A. D. N,
as there are still Its. 900 units to be
produced in the final quarter II the
industry Is to reach its 1886 goal Of
4,600, 600.
There is little doubt, says the trade
publication, that this goal will be
realized. During the flrst nine months
of this year production ran approx
imately 13 per cent ahead of the same
period for 1885. and If this increase
Is maintained during the final quar-
ter the total will be in the neighbor-
hood Of 5000 900 cars and trucks.
This will compare with the record
year of 1929, when 5,62l,7l5 units
were made.
August sales Of new passenger cars
are expected to hit 255, 900 to 260,0 900
units, A. D. N. asserts. The "a States
already reported show a total Of
S1,828 units and accounted for ap-
proximately one-third of the August
total for last year. This estimate may
come in for revision as sales this year
have to a great extent been irregular.
On this basis Of 255,000 to 100000
sales, August will take its place as
the fourth highest August in history.
Truck registrations. as estimated by
A. D. NJ, will, when the August books
are closed, total somewhere in the vi
cinity of $4,000. with strong posi-
bility, in view of present indications,
that this figure may be topped. There
may, on the other hand, be q down.
ward revision as more States report
Figures at hand total 20,348 units
registered in 81 States. These States,
on the basis of last years figures, ac-
count for approximately one-third OF
the Nations total.
Wholesale financing Of new auto
mobiles in July showed a seasonal de-
cline from the June levels, but was in
excess of the volume for the same
month last year. The July wholesale
figure this year is placed at $166, ,018,-
600, against $122,238,oo0 the same
month last year and $l77.44s, 900 in
June this year. Retail financing Of
both new and used cars in July
totaled $176, ,20l, 900, against $194, $780,
600 in June this year. New cars
financed during July at retail reached
a volume of $116,065, 900, against $74,-
489, 900 last year and $129, 9,6s3, 900 in
June this year.
"A THOUGH attention has been
a focused during the last three
weeks on the new and impending
models of the major automobile manu-
facturers, the work of body and ac-
cessory makers has not been denied
share Of the spotlight, according to
q copyrighted story from the North
American Newspaper Alliance In
Detroit.
After more than two years Of re-
search, q manufacturing company has
introduced q new cylinder head. It
has been described as cast iron head
to which pressed steel cap Is welded
to form the water jacket. The result
Is similar in appearance to q conven-
tional head, in which the water jacket
is cored out of Q casting Of iron or
aluminium alloy.
The principal advantages of the new
product are improved performance,
freedom from carbonization and deto-
nation, and lower production cost.
Previously, the aluminium head, engi-
neers insist, showed considerable ad-
vantages over the conventional cast
iron slab, but these were gained at the
expense Of production and service.
These objections, they declare, are
overcome in the steel-jacketed head.
Tests revealed gasoline consumption
ut the rate of 172 miles a gallon for
the old type Of aluminium head. For
the new head, consumption was at the
fate Of 1874 miles a gallon.
Behind the new development have
gone studies Of the contour Of the
head, the location Of the spark plug
and the thickness Of the metal. From
these have resulted great improve
ments in combustion and definite
method Of suppressing carbon deposits.
The concerns engineers came to the
conclusion that carbon deposit on the
cylinder head was q function Of wall
temperature. It was observed, for in
stance, that carbon builds up more
rapidly in some parts Of the head than
in others. This, it was concluded,
results from more rapid transmission
of heat at some points than at others.
Heat transmission in this case, of
course, is q function Of wall thickness.
These studies suggested that it might
be possible to control carbopization by
thinning out the wall at points where
flame conditions in a given engine
tend to develop hot spots in the head.
In the new design 1t has been easy
to control the wall thickness and so
regulate the relative cooling at various
points throughout the area at the
head. The result has been the absence
OF q localized and hinty deposit of
carbon, such as causes noise in many
engines and reduction in power.
Meanwhile, new axle construction
developed promises to assist manufac-
turers in the much desired elimination
Of arches and tunnels in the floor Of
the car. This may help to satisfy the
present demand for more room in the
rear compartments Of sedans. The
new axle involves the Weiss type Of
constant velocity universal joint and
q standard spiral bevel type rear axle.
In conventional torque tube construc-
tion-to which the improvement has
been adapted-the drive operates IN
Q straight line back to the transmis-
sion. With low bodies and floors OF
current design, this necessitates an
arch to accommodate the surging OF
the car ON its springs.
Under the new type of construction
the propeller shaft and torque tube
are inclined more than previously,
while the drive to the bevel pinion,
instead of being in line with the pro-
peller shaft, Is taken In at declining
angle of q little more than 231s de-
erees. This lowers the rear end Of
the torque tube housing about 3%
inches. The lowering Of the propeller
shaft as much as this increases the