Richmond Palladium (Daily), Volume 44, Number 119, 29 March 1919 — Page 21

PAGE THREE

THE RICHMOND PALLADIUM AND SUN-TELEGRAM SATURDAY, MARCH 29, 1919.

The Automobile Simplified By FREDERICK C. GUERRLICH, M. E. Make This Your Automobile Correspondence School AN Intimate talk on the working units of the automobile discussed in such a way that the layman can easily understand them. If in reading these articles, as they appear in the Palladium each Saturday, there is anything not clear to you, ask Mr. Guerlich about it. An answer will be published on the completion of the articles on the section of the automobile under discussion. Copyrighted, 1917, By Frederick C. Guerrlich.

LESSON No. 2. The No. 4 Cylinder Engine. In our last lesson we saw that during the four strokes of the engine cycle, that is, tho Suction, Compression, Power and Exhaust Strokes, there was but one stroke which gave out power, and that we had to have a heavy fly wheel in order to keep the engine going during the other three strokes. A single cylinder engine was found to be very heavy for Its power, and vibrated so badly as to make riding in a car equipped with one uncomfortable. The result was that designers conceived the idea of having four engines, one of which would give the power stroke while the first was on suction, another while the first was on compression, then the first would give Its power stroke, the remaining engine giving its power while the first Is exhausting. Thu3 you will notice that for each of the four Btrokes of the cycle through which any of the engines is passing, one of the other engines will be giving a power stroke, also that while one engine is on suc

tion, another will be on compression, another on power and the other on exhaust. Having conceived the Idea of having the four engines, tho designers had next to find a way to combine them. This proved simple, as while each engine must have its own cylinder, piston, connecting rod, crank pin and arm, its own valves, valve lifters, cams, etc., it was easy to set the four cylinders in a row on a common crank case, to put the four crank pins and arms in a row on a common crank shaft, and to do likewise with the cams. Thus we have the four engine, or as it is called four cylinder engine. Mote the difference between a four cylinder engine and a four cycle engine. A four cycle engine may be a einglo cylinder, a four, a six, an eight or a twelve cylinder engine. In fact in the automobile, all of these engines are four cycle engines. Firing Order. Having now four cylinders in a row, each to give a power stroke at a different time, in what order shall theso power strokes come? Shall it be in 1-2-3-4 order (calling the cylinder on the front of tho car No. 1) or otherwise? By studying the drawing of the four cylinder crank shaft herewith, you will see that the above order of the power strokes, or firing order, as it is termed, is impossible. The only possible firing orders for a four cylinder engine being 1-2-4-3 or 1 3-4-2. Practically all four cylinder crank shafts are built as the one sl'own herewith. You will notice (and this you Ehould know) that crank pins 1 and 4

are in line, so that they will be up or down at tho same time; thus pistons 1 and 4 will always be up at the same time. Likewise crank pins 2 and 3 are in line, and therefore pistons 2 and 3 will be up together. Let us see why we cannot have the power strokes came in numerical order, that is, why the firing order cannot be 1-2-3-4. Imagine the crank shaft to be set as shown in Fig. 1. No. 1 crank is now up and likewise No. 1 piston, and we can therefore fire in cylinder No. 1, thus driving down the piston, and so the crank pin. At the completion of this stroke 1 and 4 will be down and 2 and 3 up, as shown in Fig. 2, so that we can next fire cylinder No. 2, but at the completion of this second power stroke 2 and 3 will be down, the crank shaft being again as shown in Fig. 1. As 3 is new down we cannot fire it, and must therefore go to No. 4 for the third firing stroke At the completion of this third power stroke the crank shaft will again be as shown in Fig. 2; No. 3 will be up, and can now be fifed. Thus we have a firing order of 1-2-4-3. Ey the same reasoning you will also see that we

can get a firing order of 1-3 4-2. I have gone into this question of the firing order rather in detail for the reason that there will probably come

a time (and the time may be while j you are on the road) when you will i have to know what the firing order of !

your engine is. From the above we see that the firing order is the order in which the power strokes come, and you can readily understand that the compression, exhaust and suction strokes must also come in this same order, the same being true of the sparks at the spark plugs. By arranging the cams on the cam

shaft in 6uch a way that the inlet and j

exhaust valves are made to open in a certain order, the manufacturer determines what the firing order of the engine is to be and you cannot change it. The sparks, however, arc made to come in the firing order by arranging the wires, running from the electric current control instrument to the plugs, so that the current will be led or distributed to the plugs in this order. You may have to disconnect these wires at times, and when you replace them, they must be put back in the proper firing order. Thus you should know the firing order of your engine. How to Find Firing Order. Many manufacturers mark the firing order somewhere on the engine,

while practicalyy all give it in their instruction books. Failing to have ! these guides you can find the firing j order as follows: '

Determine, by studying the manifolds, which are the inlet and which the exhaust valves. Decide to go by one of these, say the inlet, and have some one slowly crank ths engine, while you watch the order in which the valve lifters raise. This will tell you the order of the suction strokes. As the power strokes must come In the same order, It will also tell you tho firing order. Dead Center. When the crank pin,- and therefore the piston, is as high up as it can go, we say that it is on its upper dead center, while when down, its on its lower dead center. Thus in Fig. 1, 1 and 4 are shown on upper dead center, 2 and 3 are on lower dead center. Setting No. 1 Ready to Firo Should you by chance have to do some work on your ignition system, so as to be forced to time it, or should your timer have slipped, you will have to, as will be explained under ignition, set piston No. 1 ready to fire, that is, at the top dead center on the completion of the compression stroke, as this is the point where the spark must come. A word as to how this is done. To set piston No. 1 at top center, the manufacturer usually marks the fly-

wneei wnn a mark, D. C., which when up means that No. 1 piston is on topcenter. In newer cars the fly-wheel is generally enclosed, but the mark can be seen by unscrewing the plug or cover on top of the flywheel casing or housing. It it be inconvenient to get at the fly-wheel, one can unscrew a valve cap and through the opening thus made, either see the piston when it is up or feel it with a

bent Wire. When we have the piston on ton dead center, we must be sure that it is between the compression and power stroke, and not between the exhaust .nd suciion. As the four strokes take place during two revolutions, you can see that when the piston is up it can be between either of the two up strokes and their following down strokes, that is between compression and power, or exhaust and suction. We can determine by looking at the

valves which stroke the piston is on. When No. 1 is up between compression and power, No. 4 will be up between

. Fig 1 4 I 1 f

OBSERVANCE OF THESE RULES MAY SAVE YOUR LIFE FOLLOW THEM

2 3 6

In the six cylinder, however, six Clip these articles as they appear cylinders fire in two revolutions, or in The Palladium only, and save them, three in one revolution; thus r the as one forms the connecting link to the cranks must be one-third of a revolu-! other they will make a complete intion, or 120 degrees apart. A six j telligent discussion on all the imporfvlindpr rrank shpft ia ;hrvvn in Vitr lurt unirQ ft tho antnmAhilp Oril:-

the other up stroke and the following j 3. K0te that in this crank shaft, crank The Palladium in advance of your

uuwu suok, ur iue exnausi ana sue- Dins 1 and G. 2 and 5. and 3 mid 4 are

lion stroke, or vice-versa. No valves will be open on the compression stroke but the exhaust valve will be open during the exhaust stroke. The best way to set cylinder No. 1 ready to fire then, is to crank the engine slowly, and watch the No. 4 exhaust valve. When this is raised and therefore opened, we know that No. 4 piston is coming up on its exhaust stroke and therefore No. 1 on its compression stroke. If we now get the piston on top center. No. 1 will be between comrfession and power, and therefore ready to start on its power stroke and so ready for the spark.

The Six Cylinder Engine

in line, and therefore pictons 1 and 6, 2 and 5, or 3 and 4, must be up together. Noticing that these all add to seven will help you to remember the combination. While there are a great many ros-

newsdealer, so as not to miss any of the articles of tho series.

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sible firing orders for a six, the usual j launched last month at a meeting in ones are either 1-5-3-0 2 4 or 1-1-2-6-3-5. Duluth, Minn., announces blandiy that You can check up the firing order 1 it is their intention "to secure the you have found, by seeing if, when the I blazing and signboarding of the entire

highway from Portland, Maine, to Portland, Oregon, before the 1919 touring season begins." It will be

achievement if they do it.

1 '.

first three are subtracted from

; they will leave the last three

! As 1 and 6 pistons come up together

i on a six cylinder engine, if we were to 1 some

should look at the exhaust valve of

All the cylinders of an engine, no No. 6, and not No. 4, as we did in the matter how many cylinders it may! four cylinder engine.

nave, fire while No. 1 cylinder goes through its cycle, that is during two i revolutions of the crank shaft. Thus I

there being four cranks in a four cylinder engine, these cranks must be one-half a revolution apart, or. there being SCO degrees in a circle, ISO degrees apart.

Passport regulations will prevent the deported American "undesirables" from entering Australia.

There are some miscellaneous rules with which not all drfvers are familiar, but the observance of which will often Eimplify driving even under the most trying conditions. When driving in snow or sleet, and even in heavy rain, it is of course nec

essary to have tno side curtains

closed, for comfort. In this ' case,

vision through the windshield is often seriously obstructed by the snow or rain on the glass. There are some patented windshield cleaners on the market that assist greatly in overcoming this condition, but if your car does not happen to be equipped with one of them you can get around the difficulty by adjusting the windshield. Leave the lower half

entirely closed and adjust the upper half so that it slants out enough to give you clear vision between the upper and lower glasses an inch or two will suffice. In this way the snow or rain that beats in will not bother yoa to any extent. When the streets are slippery the safest practice it to use tire chains, particularly on the rear wheels. But should you be driving without them be careful how you handle the brakes. Never apply the brakes suddenly under these conditions. The best method is to keep your foot off the clutch pedal, leaving the clutch in engagement and then when you wish to apply the brakes take your foot off the throttle, close the hand throttle entirely, and apply the brake gradually.

raon sense in most cases, as are the rules governing "courtesy of 1 the road." Know the streets and roads la your locality that have the "right of way," and then do not in all cases, be too insistent on maintaining your right of way.

; USED FARMERS OWN

PLANS FOR MCLiflE The "two-heads-are-better-than-one" idea was adopted by the Mollne Plow company in the designing and building its Moline Universal tractor according to F. I. Johnson, of Irvin Reed and Son, who sells the Molina Universal. Before the first Mollne Universal tractor wa3 built, over five years ago, the Mollne company determined the power requirements of the average

i farm and just what the average farm

or desired most in a tractor. The Moline engineering department used as a basis from which to work inform' ation gained through a questionnaire answered by more than 30,000 farnvera. When all the information was ertmvmed up it was shown beyond a doubt

i that a tractor to be successful must

mis caused me moior 10 neip oulbe ab,e tQ do alI farm work lnciudlngslow down and keeps the pressure j ,,tivat,n .hat n man must h-

able to operate both tractor and lm-

perfectly equalized on both rear wheels. Do not apply the power suddenly on slippery streets. Open the throttle gradually. If you happen to be driving down hill you can use the motor as a brake by shifting into second or first speed on steeper grades, then close the throttle. You will rarely have to use the brake if you follow this method. When the road is slippery, summer or winter, always drive at such a .speed that you can stop with reasonable quickness without danger of skidding. You have always got to figure on "the other fellow," and you never know what ho is going to do. A car suddenly turning into the main thoroughfare from a side street, or a careless pedestrian who steps into your path from behind the curb, will make it necessary for you to act quickly to prevent accident, and you can do this if you have your car perfectly under control. It is more important to be able to stop your car than to start it, and the careful driver will be guided by this rule. Observe the traffic rules to the letter. They are founded on good com

plement in all operations.

It was shown that the total horse and man power hours required during the cultivating season were equalto those required for plowing and harrowing. The farm tractor must do light as well as heavy work or otherwise the number of horses cannot b materially reduced, and it is too expensive to have two tractors, one for heavy work and the other for light duty. "The Moline Universal, we believe, gives to the farmer, the man who pays for and uses the tractor, what he wants rather than what he or Bom one else might arbitrarily decide that he should want."

DEPENDS ON TRUCK,

Ray McNamara says anybody candrive a loaded truck from one ocean to the other about 3,000 miles if he Is a good driver and has as a companion a good truck. McNamara did it in a Maxwell truck and was only a little over seventeen days on the road good traveling for a touring car.

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rp HE temptation is to be superlative about the beauty and performance of the new Lexington Touring Cor. Unfortunately, if words could describe its fashionable design, color schemes, end accommodations they fail utterly as a substitute for a demonstration of its efficient operation. In order to fully appreciate tho success Lexington has achieved in perfecting the dependable six cylinder type of car, one must take tho wheel and observe t The smooth, silent etartbg;; the quick get-away; the rhythmic flow and

ebb of power, highly responsive to your wish; the emergency brake that operates with one finger; the complete confidence and restfulncss one enjoys whether taking a hill on high or inching through traffic. Lexington owners benefit by a substantial saving in fuel because of the exclusive Moore Multiple Exhaust System which produces more horse power with less fuel. Let us demonstrate this new Touring Car or other new open and closed models.

1115 Main St.

CENTRAL AUTO STATION O. Dale Bowers, Mgnr.

Phone 2121

Lexington Motor Company,

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TVfOT the price you pay, but the years of

service you get, determines a motor

truck's cost Economy of operation and maintenance is the determining factor. You might buy a motor truck at an extremely low price, yet pay dearly in the end. Inversely, you might invest considerable money in a motor truck, yet pay little per ton mile or year of service. There is no better indication of any article's actual W(,ri than its "forced sale" price. Al a editor's sale in Chicago recently, JourlV, nolor trucks were sold at auction. A SERVICE Motor Truck, 22 months old, brought 84 of its original price. The others, used only 10 to 18 months, sold for less than 40 0 the first cost. Prom the investment standpoint, SERVICE Motor Trucks are "gilt edge." In fact, SERVICE Trucks are such good investments that it is practically impossible to buy a second-hand SERVICE. BETHARD AUTO AGENCY

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