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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 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.

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.