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THE production of gasoline in this country could be increased through the following changes in refinery practice: (1) Universal adoption of a high “end-point,” or upper volatility limit for gasoline (2) General use of more efficient distillation methods and equipment (3) Recovery of gasoline now lost in refinery operation (4) Wider use of cracking processes Other possible methods of increase are not considered of sufficient importance to merit discussion in this connection. Some of the details of the four methods of increase are discussed and it is estimated on the basis of the evidence now at hand that the maximum percentage increases in production under the four heads listed are as follows: (1) 15 to 20 per cent; (2) 10 per cent; (3) 10 per cent, and (4) 100 per cent.

The authors advance for discussion some important problems in the construction of airplanes for military use in this country. The functions of military airplanes designed for strategical and tactical reconnaissance, control of artillery fire and for pursuit are outlined. Problems in construction with reference to the two-propeller system, methods of reducing vibration, application of starting motors, details of the gasoline supply-system, metal construction for airplanes, flexible piping, desirable characteristics of mufflers, shock absorbers, landing gear, fire safety-devices, control of cooling-water temperature, variable camber wings, variable pitch propellers and propeller stresses, are all given consideration. The paper is concluded with suggestions for improvement in design relating to the use of bearing shims, the rigidity of crankcase castings, interchangeability of parts and better detail construction in the oiling, ignition, fuel supply and cooling systems.

After noting that the early development of the automobile industry took place at a time when gasoline was a drug on the market, this paper reviews the cycle of operations of a standard gasoline engine in order to point out its limitations and the possibilities of utilizing a less volatile fuel than gasoline and of securing lower consumptions of fuels of all kinds. Compression and expansion limitations and the reduction of mean effective pressures at light loads are considered. Disadvantages of throttling control are pointed out, citing as a parallel example the trend of steam engine design away from this means of control. The author then outlines the advantageous features of the improved Diesel engine design, and by means of curves shows the great fuel economy of this type as compared with gasoline engines. He concludes by defining “the ideal tractor engine.”

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 believes that an incompatibility exists between the results achieved in this country by the growth of the automobile industry and the almost complete lack of rational data on the most essential elements of kinetics relating to the modern automobile. He submits considerations that can be used in establishing a rational theory of spring suspension in general. A few words are devoted to the first principles of dynamics of springs, to damping, kinematic features of harmonic motion, energy consumption and shock absorbers. An introductory problem, involving an imaginary one-wheel “elemental car”, meant for purely inductive purposes, is then analyzed. Finally the main problem is presented in the form of an analysis of a skeleton-car, spring-suspended and simplified as much as possible.

This paper discusses the principles of battery ignition and then describes high-tension magneto ignition. A comparison between the two types of ignition is given, and the paper concludes by illustrating diagrammatically how and why a very hot spark causes the engine to produce more power and to economize on fuel consumption.

The author first compares mineral oils with certain other liquids in order to point out clearly certain of their characteristics. He then shows the economic benefits that would result from making more of the crude available for use as fuels. He discusses such topics as cracking methods in use, advantages of dry gas, initial flame propagation, gas producers, hot mixtures, wet mixtures and difficulties of correcting existing engines. He concludes by proposing as a solution of the gasoline problem the more general use of superheated homogeneous fixed dry gases made in vaporizing devices independent of engine cylinders, and outlines means for attaining this end. Performance data covering the use of mixtures of kerosene and gasoline on several cars are included in a table, and several charts throughout the paper illustrate many of the topics discussed.

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.

This paper emphasizes the importance of using standardized testing equipment in order that mental calculations may be avoided in interpreting the reports of other engineers. The situation and environments of the engine-testing plant, cooperation among the men conducting tests, standardized methods of conducting tests, value of venturi meters and testing of accessories are among the subjects discussed in the first part of the paper. The subject of the testing of engine cooling systems is treated at some length, the importance of obtaining operating conditions being emphasized. The paper concludes with two sections covering spark-plug testing and tests for preignition.

This paper deals only with water-cooled engines, the cooling system being considered as made up of four main units-the water jacket, the circulating system, the radiator and the fan. Water-jacket problems are first considered, followed by a comparison of pump and gravity (thermosyphon) systems of circulation. The next section is devoted to radiator requirements. The balance of the paper relates to the fan. Five curves show graphically the correlations of the various factors of cooling, power consumed, air velocity and volume, engine speed, fan speed, air and water temperatures and the element of time, the results applying to different types and sizes of fans. These curves are of service in the selection of fans for radiator cooling purposes. The classification of fans, fan power consumption and speed, fan belts and pulleys, disadvantages of high fan speed, types of fan bearings, and applications of fans are the subjects next taken up.

After a brief consideration of airplane-engine practice in France, England and Germany, the author outlines the problems encountered in designing a twelve-cylinder aviation engine. He explains at some length the difficulties in determining the connection between propeller and engine and shows why valve-in-head location was chosen. Such features of engine design as the mounting of carbureter and exhaust pipes, methods of fuel and lubricant supply and details involved in selecting the lighting, starting and ignition equipment are considered.

Inasmuch as horses cannot meet the demand for increased farm power, the tractor must come at once. So far the supply of tractors has been entirely inadequate to meet the demand. The author specifiies some of the problems that confront designers of farm tractors. To make the tractor immediately available for farm work, it must be adaptable to practically all of the existing types of horse-drawn implements, besides furnishing belt power for a wide variety of present power-driven farm machinery. In designing tractors it must be remembered that the horse is a very flexible unit, capable of a wide variation in power output. Designing a tractor to furnish the necessary power for the majority of farm conditions, requires an intimate knowledge of crops, soils and farm management. These must be analyzed carefully so as to make the machine have as wide a range of usefulness as possible.

The paper opens with a number of quotations from publications issued by the Army War College and showing the bearing of motor transport on a proper military policy for the United States. The author then describes two experimental trips recently made by motor-truck owners near New York in an effort to determine proper motor-transport operating conditions. A statistical summary is given for these two experimental trips. The Army War College has issued in compliance with instructions of the Secretary of War a “Statement of a Proper Military Policy for the United States,” supplemented by a number of pamphlets dealing with particular features of this military policy in considerable detail. In many of these supplementary pamphlets there appears a considerable amount of material bearing upon the subject of motor transport and from them the brief quotations in the following paragraphs are taken.

The results are given of laboratory investigations made of a number of different types of carbureters, showing the relation between their gasoline and air consumptions over a wide range. This relation is plotted on so-called quality diagrams, on which is indicated the range between which high power and high efficiency can be expected. A description is given of a carbureter arranged in two stages, the first being used at light load and the second coming into action when the throttle is nearly open, thereby more than doubling the carbureter capacity. Engine performance curves are presented showing the result when only one or both stages of this carbureter are used.

Substitutes for the conventional type of differential are considered under four classifications; namely, the free-wheel type, the crank and eccentric types, the spiral gear type, and the solid axle. Examples of each of these classifications are described and the advantages and disadvantages of some of the more practical ones discussed. Considerable space is devoted to a discussion of the elimination of any form of differential whatever. Although such construction has advantages of eliminating the spinning of the wheels and assuring positive travel under all conditions, the author believes the disadvantages too great to be overcome. The paper mentions some interesting experiments conducted by street railway engineers in connection with using differentials for street cars, to eliminate the corrugation of rails and wheels, as well as to economize in power consumption.

The author starts with the development of the pneumatic tire since its invention by Dunlop in 1888, and proceeds to show why several different types of tire construction are now in use. The merits of the three types of tires, namely, the clincher, straight-side and quick detachable, are discussed as regards energy consumption, traction, total mileage, cost-per-tire-mile, cushioning effect, reliability, ease of applying and service. The conclusions brought out show principally the advantages of the straight-side tire. Statistics are offered to show the trend of the rim situation, and it is pointed out that it is just a question of time when the quick detachable clincher will cease to survive. It had a legitimate place during the development stage, but with the developed straight-side tires giving entire satisfaction, the author holds that there is no excuse for continuing the quick detachable clincher type.

The author outlines the factors leading to the present high cost of automobile fuel, states that the introduction of new distillation processes will not solve the problem, but that the development of kerosene-utilizing appliances will produce results satisfactory to everybody. It is stated why kerosene cannot be used on the present gasoline cars. The adaptation of the gasoline automobile engine to the use of heavier fuels than will vaporize without the use of heat is entirely a problem of heating and heaters. The author reviews at length the principles embodied in and the construction of the heated vaporizers or vaporizing heaters now used in stationary and traction kerosene engines and in alcohol engines, giving illustrations of a number of such devices. After thus developing what in his opinion are desirable and good principles, the author describes a form of vaporizer embodying such principles, which he states has had successful trials (both block and road) in automobile service.