There are quite a number of gasoline automobiles manufactured in this country, and, as in the case of the steam and the electric carriages, they compare most favorably with the best European products in so far as the artistic effect is concerned. That such as the case can be realized at once by an examination of Figs. 13 and 14. We regret our inability to illustrate the mechanism of these vehicles, but the truth is, that the manufacturers appear to be unwilling to make

public the details of their designs. In the phaeton shown in Fig. 13, a singlecylinder motor is used, and it is so arranged that it can run at different velocities, so that no variable speed mechanism is required, except a single train of gears, which is thrown into action when running uphill. The motor itself can be run at any velocity from 200 to 800 revolutions per minute, thus giving a speed variation of four to one. A carriage of this make competed in the last international automobile race from Paris to Lyons, France, and although it failed to come in first, it made a remarkable showing, which might have been considerably improved if it had not been for an accident which compelled it to retire from the contest.

The vehicle shown in Fig. 14 is of small size and light construction, although amply strong for the purpose for which it is intended. The powar of the motor, which is located under the seat, is transmitted through friction wheels. In looking at the illustration it will be noticed that the hind wheels have a circular rim attached to the inner side, and of a diameter somewhat smaller than the wheel itself. Two small friction wheels are placed so that either one may be pressed against the inner surface of this rim. The shape of the rim, as well as that of the small wheels, is such that they hug each other firmly, so that the rim is carried around in a direction which corresponds with the direction of rotation of the friction wheel. In operating the carriage the motor is set in motion, and then one or the other of the two friction wheels is pressed against the rim on the driving wheel, according to whether it is desired to run forward or backward. While this arrangement might not operate with entire success if applied to a heavy vehicle, it appears to be all that could be desired for a light carriage.

Three-wheel vehicles have been used, but there is a difference of opinion as to their value, as the construction has disadvantages as well as advantages. It is evident that such a vehicle can be steered with greater ease than one running on four wheels, but on country roads, where the wagon wheels roll down a smooth surface, and leave the space between in a rough condition, it is equally evident that the third wheel, in passing over this uneven surface, would jolt the vehicle to a considerable extent. On a smooth pavement the three-wheel vehicle will run fully as well as the four-wheel; but, on the other hand, on such a pavement the latter can be steered with as little effort as the former, so that the question of superiority of design is one that probably depends upon individual taste.

From the descriptions of automobiles given in this and the two preceding articles, it will be seen that although many of them are used, especially in France, they are not entirely free from objectionable features. The electrical vehicles are provided with the most simple and durable machinery, and, being noiseless, odorless and free from smoke, are all that could be desired in so far as their operation is concerned; but they are heavy and can only be used in places where the batteries can be recharged. The stream vehicles are light, have simple mechanism and can run anywhere; but they exhaust steam into the air, which is clearly visible in cold or wet weather, and the heat from the engine and boiler is an objection, at least in summer time. The gasoline vehicles run well, but are noisy, and the odor of the gasoline is disagreeable as well.

Anon. "Stearns' Big Trio,” The Motor World, 1 (October 4, 1900), 8

In 1900 it was so unclear which type of engine was best for propelling automobiles, that several companies produced autos of more than one type. The entrepreneur E. C. Stearns, as noted in this report, bet on all three.

STEARNS' BIG TRIO

To those who know E. C. Stearns it is not necessary to state that any plans he may have in connection with the automobile industry, are plans which have been well and carefully thought out and which will not in the end fail to place their originator and his business associates in a very commanding position in the trade.

Refusing at this time to pass upon the question of whether electricity, steam or gasoline is the best motive power, Mr. Stearns will make vehicles propelled by each of these methods and allow the public to decide for itself.

*** The Stearns Electric runabout [is] a vehicle which has been in constant use upon the road for the past year, and to exploit and manufacture which a stock company is now being organized. The vehicle *** not only presents an unusually graceful exterior appearance, but its use has shown [it to be] extremely comfortable to ride in, the motion being smooth even at the highest rate of speed. The ability to turn within a short radius is noteworthy, and upon steep grades it has been found quite adequate to the work. The total weight of the vehicle, with two passengers, 900 pounds of battery and 200 pounds of motor and controller, is only about 2,200 pounds, but there is a remarkable stability and substantiality about the whole construction, guaranteeing endurance, but which would given heaviness to the general appearance were it not for the exceptionally fine, sweeping lines of the whole-a point that has still to be mastered by many excellent automobile designers, who have not had the training building bicycles Mr. Stearns has had and profited by.

In the realm of steam the Stearns Steam Carriage Co., with a capital of $750,000, has purchased the expensive plant of the Frontenac Mfg. Co. at Syracuse, and is now refitting and putting in it the newest and most improved machinery. Details of this vehicle, which is said to be in many ways far ahead of any other steam propelled one on the market, are for patent office and trade reasons not yet where the owners care to make them public.

Coming to the hydro-carbon propelled vehicle finds the Stearns Automobile Co. with a capital of $1,000,000. This company has succeeded to all the right of the Anglo-American Rapid Vehicle Co., and has E. C. Stearns for president, and W. W. Gibbs, of Philadelphia, formerly connected with the Chloride Storage Battery Co., vice-president. The Stearns Automobile Co. will proceed to promptly assume a very important place in the trade, and to this end the company has leased and is now operating the plant of the Barnes Cycle Co. in Syracuse as a factory for producing these hydro-carbon vehicles.

Before doing anything along either of the three lines above noted, Mr. Stearns, following the same thorough methods which made him a success as a manufacturer of bicycles, went to Europe and there personally examined into every vehicle of prominence in either France or Great Britain. One of the results of this will be a light runabout on entirely different lines from anything yet attempted, which, while extremely light in weight, like the famous Stearns bicycle, which most critics admit was the most graceful and perfect bicycle ever put on the market, will be sufficiently strong to safely carry its occupants over roads in any condition.

Barrett, George Kellogg. "Gasoline Motors for Automobiles," Scientific American Supplement, 49 (February 24, 1900), 2019320194

This article lists the requirements of the "ideal" power plant for an automobile. The author believes that engineers should focus on developing the gasoline engine because of limitations in steam and electricity powered vehicles. That the author felt constrained to point out the demand for automobile power plants and to urge developmental work on the gasoline engine indicates the extent to which American inventors and entrepreneurs of the time were devoting efforts to steam and electric vehicles.

GASOLINE MOTORS FOR AUTOMOBILES

BY GEORGE KELLOGG BARRETT

As many manufacturers as there are of stationary gas and gasoline engines, it seems strange that but few or none of them have turned their attention to the making of gasoline engines suitable for use in automobiles. Doubtless the case would be different if it were known what a ready sale awaits any thoroughly practical motor and if the objects necessary of accomplishment were understood.

As to the former, there is no maker of automobiles who has anything practical to offer who is not flooded with orders. No deliveries are promised within three months of the placing of orders. To add to the stringency, the inability to secure the vulcanite cells for the accumulators of electric vehicles makes those vehicles less active competitors of the gasoline rigs than would otherwise be the case, although the electric is surrounded by so many restrictions in the way of limited area of travel that it is not a really dangerous competitor, except for strictly city use, and even in cities a well constructed gasoline vehicle answers all purposes.

Steam-driven autos are a factor in this country greater than they are beyond the Atlantic, but the objections which apply to the electric also apply-in a much more restrictive degree, however to the steam vehicle. In France, the home of the automobile, steam and electricity are little known for private traction purposes. In England the same condition prevails. At a recent exhibition in London, there were shown but one electric and one steam vehicle, the latter an American one, out of a total of 100 exhibited. While this does not prove that gasoline is to furnish the exclusive motive power of the future, or even the greatest percentage of vehicles, it does prove that it is practical and capable of being made the basis of a lucrative business by many concerns.

That there are so few automobiles seen in America is not due to any lack of demand but to a scarcity of practical vehicles. This scarcity, again, is not due to any lack of capable men working to supply the demand, but to the shortness of the time during which they have been at work, and, no doubt, in many cases, a lack of knowledge concerning the basic principles of the motors on which they are working. Particularly is this noticeable in regard to gasoline motors.

There are numerous difficulties in the way of constructing automobiles, especially steam and gasoline, and the constructor has other problems, quite as difficult of solution, in the building of a thoroughly practical motor. If the constructor were able to buy his motor in an approximately perfect state and then devote his attention to elucidating the other problems, he would be working to far greater advantage. In fact, the other problems are far nearer solution than the one of building a thoroughly practical gasoline engine for this particular work.

Now, those men who are engaged in the manufacture of gas and gasoline engines on a commercial scale, with all the facilities of well equipped shops, with no other problem to divert them from the building of practical motors, and--not the least important advantage-with an intimate acquaintance with the idiosyncrasies of gasoline engines in general, should be able to arrive at the solutions of the problem-there are more than one-in a more rapid and a more economical manner than those who have not these advantages. The only thing necessary is to start with a knowledge of the requirements of gasoline motors as applied to traction purposes. It is the object of this article to outline briefly these requirements.

An engine for a vehicle designed to carry two to four persons should develop at least from four to six horse power, to make it practical under all conditions. Engines of this power will be most in demand for some time to come, if not permanently. Larger sizes will be needed for omnibuses and freight vehicles as well as a few of the more elaborate private conveyances, but the present demand in America is for a motor adapted to private passenger vehicles. Engines of smaller power are suitable for motorcycles-the generic term for two, three, and four-wheeled conveyances built on the lines popularized by cycle building.

Both horizontal and perpendicular engines are used successfully abroad. Naturally the ideal engine should be economical, but for private traction purposes this is a consideration of minor importance, as the cost of travel is, at the greatest, comparatively small. Other features are more important.

One of them is the desirability of a long period of service without the necessity of replenishing the fuel, which, however, involves the question of fuel economy. The desirability of compactness is so apparent that it seems almost needless to mention it.

Another equally apparent desideratum is light weight, which involves and is inter-dependent upon other desirable features, like constant torque, the absence of large flywheels, the use of multiple cylinders and some provision for cooling without complicated and heavy devices for water circulation. Finally, the engine should provide an exhaust that is as nearly noiseless and odorless as possible. Taking up the question of weight, there can be set no definite bounds beyond which it is not safe to transgress, as other desirable features might well counter

balance a little weight in excess of what an expert would set down as the maximum allowance. Gasoline motor-vehicles to accommodate two persons have been built as light as 450 pounds. While such light weight is not necessary, it is certainly desirable, for more reasons than one, the most important of which is the many stresses put on the wheels. In a vehicle of this weight, not more than 150 pounds can be devoted to the motor, carburetor, fuel tank and cooling devices. If water cooling is used, it will be seen that there must be light and efficient devices for reducing the temperature of the water after it has reduced the temperature of the cylinder or cylinders, or else the amount of water that must be carried will be too great.

In a one-cylinder engine the weight of the flywheel necessary to maintain anything like constant torque would be too great. Therefore it is desirable to have more than one cylinder, if for this reason alone. Two have been used successfully; three seem, at present, to be the most practical in actual service; while four, and even a greater number, have been tried with results that have been claimed to be excellent. The use of a multiple number of cylinders makes it easier to provide sufficient cooling without the use of water. It is possible to construct a multiplecylinder engine in which the flywheel will be an unimportant feature. Of course the construction of such an engine involves expense, but expense will not prevent the general use of a successful engine.

The necessity for eliminating vibration and maintaining lightness is another very cogent reason for using more than one cylinder. Involving several other problems, is the one of constructing an engine that will work well under loads of varying amount and frequent change. Whether this can best be done by running the engine at an approximately constant speed, leaving the matter of the transmission of that speed to the vehicle constructor, or by varying the speed of the engine itself, is a question that is best left to the experimenter to solve. Either expedient will serve. It would seem almost necessary, however, to adjust either the quality or the quantity of the explosive charge in proportion to the amount of work to be done-automatically, of course. Both quality and quantity may be changed, but to keep the quality constant and vary the quantity appears to offer the best results as applied to automobiles. The hit-and-miss plan is not feasible.

In this connection, it may be well to say that there appears to be opportunity for great improvements in the way of introducing a measured quantity of liquid gasoline into a measured quantity of air and of having little more than enough of the explosive mixture on hand at any one time than is necessary for the charging of the cylinder at the next inspiration.

Taking up the question of eliminating vibration, that may be accomplished in a number of different ways which will suggest themselves to the experimenter. The use of two opposed cylinders with a flywheel of moderate weight has been found satisfactory. The result, however, can doubtless be better accomplished by the use of three or four cylinders, set in any manner that is found most convenient. It will be well to construct the driving shaft to run parallel to the axles of the vehicle, to do away with the use of bevel gears in transmission.

One highly important consideration is the proper cooling of the engine without the addition of weight of any great amount. This includes the use of little water, if water be used at all. Where water is used, the French, who have arrived at the greatest degree of advancement in the building of gasoline automobiles, utilize water-cooling tubes provided with fins for radiation, the whole arranged in coils. The copper tubes are provided with very thin fins of iron or aluminum, according to the requirements of weight and economy.

The motors of small horse-power or numerous cylinders, however, are provided with no means of cooling other than thin fins for radiation on the outside of the cylinder. Exception may be made in the case of one Frenchman who provided, within the piston, itself, a cooling device, by the aid of simple auxiliary mechanism. It is possible to construct a six horse-power, three-cylinder gasoline engine that will need no cooling device not integral with the cylinders themselves.

The actual speed of the engine itself need cut little figure, as the speed of the vehicle to which it is attached will be regulated in the transmission, unless an attempt be made to regulate the speed of the engine in proportion to the load, in which case the speeds of engine and vehicle are so closely connected as to be inseparable.

The engine should have provision of some sort for starting itself or of being started by the use of light manual power which is operative from the seat of the vehicle.