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Manufacturers of carbureters and ignition devices are called upon to assist in overcoming troubles caused by the inclusion of too many heavy fractions in automobile fuels. So far as completely satisfactory running is concerned, the difficulty of the problem with straight petroleum distillates is caused by the heaviest fraction present in appreciable quantity. The problems are involved in the starting, carburetion, distribution and combustion. An engine is really started only when all its parts have the same temperatures as exist in normal running, and when it accelerates in a normal manner. Two available methods, (a) installing a two-fuel carbureter, using a very volatile fuel to start and warm-up the engine, and (b) heating the engine before cranking by a burner designed to use the heavier fuel, are described and discussed.

The nineteen months preceding Nov. 11, 1918, constituted the most far-reaching educational period in the history of the United States. The war being over, both opportunity and danger are ahead. Automotive manufacturers, engineers and educators have large responsibilities in post-war industrial rehabilitation. A frank discussion of several prime demands is presented. After outlining the achievements of the war period, the lessons thereof are enumerated, special emphasis being placed upon cooperation and teamwork, and the automotive manufacturers urged to give consideration to the permanent and stable establishment of their business and product. Attention is called to the part universities can and should take in practical service, in conducting automotive engineering courses, giving public instruction and furthering good roads development and highways transport.

The author states as his object a review of what has been done and what must be done to make tractors successful in operating on low-grade fuels, especially kerosene. He takes up in order the four principal methods in common use of applying heat to vaporize kerosene, pointing out the advantages and disadvantages of each method and of its modifications. The author then cites various experiments with different types of carbureters in burning kerosene, drawing at length upon his own experience in this connection. He cites difficulties with gas distribution, manifold condensation, pistons and spark-plugs and points out that carbureter design is inseparable from considerations of tractor engine and manifold design. That better progress has not been made in the past in developing kerosene-burning tractor engines is stated to be largely owing to the fact that there has not been sufficient cooperation between engine and carbureter manufacturers.

The author outlines the history of the 550 submarine chasers built for the British Government between April, 1915, and November, 1916, and attributes the success of the undertaking largely to scientific standardization. He cites some of the early difficulties in obtaining supplies and tells how they were met, and mentions how and why the fabrication was carried out in this country and the assembly made in Canada. The paper concludes with citation of the principal dimensions of the boats, power, speed and cruising radius. In the course of the discussion the author refers further to the power plant and mentions some of the war-time duties of this type of craft.

The authors outline some of the problems that confront the automobile engineer today, showing how the demand for better performance and economy and the ever-increasing cost of volatile fuels has emphasized the necessity for thorough engineering work in the successful automobile manufacturing plant. Believing that the accurate analysis of the heat distribution in a modern automobile engine will be of great value, the authors describe a comprehensive test, made under their direction, of such an engine. This test includes measurements of the brake horsepower, friction horsepower, fuel consumption and heat losses to jackets, exhaust and cooling air. The engine tested was inclosed in a hood, similar to that used on the car in normal service and an air blast was directed through this hood at speeds approximating those at which the engine would drive a car with a given gear ratio.

The author states that the objects of the paper are to define and trace the development of the various processes of carburetion, and to offer such suggestions along these lines as may assist the investigator in developing motorboats, automobiles and self-contained unit motor cars for railway purposes. The surface carburetor is mentioned chiefly as of historic interest. In considering the jet carbureter the author discusses the proportion of gas desired, the effect of the varying inertia of the air and the liquid gasoline and the breaking up of the combustible needed. Following sections review the devices for using kerosene, such as gasoline jet carbureters to which heat is applied, devices of the fixed gas type, the introduction of combustible directly into the cylinder, forcing combustible directly upon a hot surface in the cylinder and devices which raise the combustible to the boiling point.

The author first mentions hot-tube ignition, which preceded the spark-plug, then the low-tension type of make-and-break ignition, following with the development of spark-plugs. He compares the conical and petticoat types of porcelain and discusses at some length the insulating materials used in spark-plugs, such as porcelain, mica, steatite, glass and quartz. In this connection he covers the composition of the material, its dielectric strength, carbon-absorbing ability, heat-conductivity, mechanical characteristics, and the difficulties of glazing. Under the heading of general design of spark-plugs the author takes up such points as assembly of insulator and center electrode, electrodes, gaskets, and separable and integral plugs.

The author states that the purpose of the paper is to outline that phase of metallurgical work pertaining to the connection between the laboratory and production in the automotive industry. Reasons are cited for selecting certain designs for parts to facilitate machining, complete or partial case-hardening, finishing and assembling. The next step is the choice of materials, a subject which is treated at some length. The author then takes up in turn the field for standardization in steel specifications, inspection of materials, physical testing of steels, uniformity of composition of metals, heat-treating operations, methods of carburizing, depths of case-hardening, treatment after carburization, errors in overspeeding hardening operations and drawing heat-treatment at low temperatures. Types of pyrometers, operations on hardened work, inspection for hardness and selection of hardening equipment are some of the other topics discussed.

The question as to whether a part should be made or bought is one that must be settled by the individual maker according to the value of his product, the nature of the part, his capital available for manufacturing purposes and the price at which his product is sold. The author describes the practice followed by some of the large companies, showing that in spite of their being quantity producers, they have found it desirable to buy a number of important parts. Certain parts are rarely made by automobile manufacturers, either because they can be bought more cheaply or because the machinery to produce them is intricate. The author sums up the problem by stating that a manufacturer makes the unit on account of not getting deliveries or because he does not get a fair price from the parts maker or an article good enough to satisfy his conditions. In order to give individuality to the product, the car maker often produces certain parts, such as the engine, himself.

The author limits his consideration of rear axles to that of the bevel-gear type and takes up the subject under the heads of load-carrying member, gearing, driving-shaft, brakes and materials. Several different forms of cast and pressed axle housings are briefly described. Mention is then made of the axle gearing and data given showing the end thrust for straight-tooth bevel pinions. The methods of supporting pinions and of attaching bevel gears to the differential are discussed. Forms of differentials are considered, several different conventional types being illustrated. The subject of driving shafts is briefly reviewed, as is also that of brakes and brake materials. The author concludes his paper by figures showing the tensile strength, elastic limit and elongation of the metals used in the various parts of the rear axle and also explains some oil-retaining and dust-protecting features of design.

This paper is mainly an argument in favor of the use of large, single rear wheel truck tires instead of smaller dual tires. Although the practice of using large singles is comparatively new, the author gives the results of experience and research to show the advantages of the newer method of rear tire equipment. In developing his arguments in favor of single tires, the author goes into the history of dual tire application to show why it was necessary to use two tires in the earlier days of truck operation. As the necessity for increased carrying-capacity grew, tire manufacturers found the then existing single tire equipment inadequate, and they set about to develop suitable equipment to meet the new condition, the result being dual practice. The method of attaching the earlier dual tires is shown to have been poor, resulting in circumferential creeping of the whole tire to a much greater extent as the width of the dual equipment increased.

Predictable and unpredictable forces will change the direction of the charge-air systems industry. The driver of diesel engine development will be the stringent emissions regulations of the 1990s. The drivers in the gasoline engine market will be improved fuel economy, performance, durability and emissions. Forces will also influence the charge-air marketplace, including changes in emission standards, national fiscal policies, political issues, fuel prices, alternate fuels and consumer tastes. The world community mandate for engines that are clean, quiet, durable and fuel efficient will be satisfied, increasingly, by first-tier component suppliers developing integrated systems solutions.

Many areas of the world are in various stages of development which frequently includes a rapid increase in the motor vehicle population. As a result, some areas are beginning to show the effect of increased motor vehicle use on air pollution. The vehicle's contribution to California's air pollution has long been recognized and studied, and measures have been implemented to reduce emissions from motor vehicles. The history of light duty vehicle emission control in the South Coast Air Basin of California is reviewed. Emission reductions achieved, current levels, projected future emissions and the need for further emissions reductions from light duty vehicles are discussed. For other areas of the world where motor vehicles contribute to air pollution, suggestions are made which can improve the effectiveness of emission control efforts; which should be consistent with political and economic realities, and efforts to achieve international harmonization of standards.

In order to achieve lean burn engine control system, it is necessary to develop high accuracy air fuel ratio control technology including transient driving condition and lean burn limit expansion technology. This paper describes the following. 1 The characteristics of the transient response of the fuel supply are clarified when various kinds of air flow measuring methods and fuel injection methods are used. 2 To achieve stable combustion in lean mixture, fine fuel droplet mixture, whose diameter is less than 40 μm, needs to be supplied.