The magneto is located at the front of the motor on the admission side, and is driven by a shaft which is rotated by a gear enclosed in the timing gear housing and meshing with the admission cam-shaft gear. The shaft is provided with a flexible coupling enabling the magneto to be removed and replaced conveniently. The magneto is of the best quality possible to buy and is the type recommended by the makers for use on the Locomobile.

Starting the motor is accomplished by slow cranking on the battery current or, if the cylinders contain gas, by pressing a push button located in the center of the switch plate. It is possible to start directly on the magneto if through any cause the battery current should be very weak. When starting the motor from the seat, or by cranking by means of battery current, a high-speed vibrator may be locked in position. The lock is released when running on the battery and an absolutely synchronous single contact spark is produced. There is a complete absence of lag under these conditions, and the engine can therefore develop high efficiency on the battery.

The coil is simple, contained in a neat casing that is passed horizontally through the dash. The switch end of the coil is flush with the dashboard. The switch is incorporated in the coil and the switch handle and push button, for self starting, form the portion of the coil seen on the dashboard. No bulky coil box.

A lock and key on the coil enables the operator to lock the switch in the “off” position, thus preventing the unauthorized use of the car. It also makes it unlikely that the switch will be left thrown on the battery when the motor is stopped; it tends to minimize the chance of discharging the battery through carelessness or accident.

The wiring is simplified and neatly arranged, and of the best quality. The leads from the magneto to the spark plugs are carried along the motor in yi ebonized container.

The dual character of the system deserves special notice. The distributor and the plugs are the only parts common to both battery and magneto systems. Many of the so called “dual” systems use the same circuit breaker and other parts for both systems.

Simplicity of the system is evidenced by the fact that there is one switch, one contact breaker and one distributor. No external connections between the switch and the coil.

The storage battery is the best quality and is carried in an enameled metal case. Three cells are used, connected in series, delivering six volts and discharging uniformly either for motor ignition or for providing current for the electric light bulbs in the side lamps and rear lamps.
The spark plugs are of the best quality and are specially selected with the purpose of securing steady firing at all motor speeds.

Economy in fuel consumption is another great advantage of our “48″ six-cylinder car which results from the carbureter to a great extent. The Locomobile has frequently been driven 12 miles to the gallon on a full passenger load. Owners have without exception reported fine results in this direction. Some of the features of our “Six” carbureter that produce this economy and general satisfaction are as follows:

1 . Special design of the aspirating nozzle producing the power of a multiple jet with the simplicity and easy starting of a single jet.

2. These results are accomplished without the attention of the driver and without the use of any automatic device of any sort.

3. The use of both hot water and hot air enables low gravity fuel to be consumed with entire satisfaction.

4. The hot air pipe is fitted with an adjustable opening through which cool air may be drawn in summer.

5. The quality of the mixture is controlled by a lever and quadrant on the dashboard. This facilitates self starting and enables the operator to get the most out of the car by varying the richness of the mixture to meet varying conditions.

A new carbureter has been provided for the “30″ Locomobile. It has the same dashboard control of the mixture as the “48″ carbureter. The use of this carbureter makes the “30″ Locomobile easier to start, more powerful and more economical. It is a valuable improvement.

All Locomobile carbureters are of the constant level aspirating type. The body is bronze and the induction pipe is bronze composition. The float is spun copper. The Locomobile gasolene tank, like everything else about the car, is permanently substantial. It is constructed of 24 gauge sheet steel, the strongest metal available for the purpose, and is heavily galvanized to prevent corrosion. The tank is braced internally with baffle plates, every joint and connection is reinforced. Every tank is tested with gasolene, up side down and in every possible position. The opening is under the seat cushion at the left of the car, provided with a removable strainer. Gravity fuel feed is employed; superior to any pressure system on account of its greater simplicity, reliability and safety. The force of gravity always operates, whereas any pressure system is artificial, is more complicated and needs attention. An important advantage of the gravity system is that the tank is located under the front seat where it is completely concealed and protected. The fuel tank is located at a sufficient elevation above the carbureter to insure a steady flow of gasolene at all times. The discharge pipe is located at the right and extreme rear end of the tank, so that the entire contents are available for use and the car may be operated until the last drop is gone. Roadster models, that is, the “30″ Baby Tonneau and the “30″ and “48 ” Torpedo models, are provided with a hand air pump enabling the operator to pump up a little pressure in the tank in case of any emergency. A relief valve prevents the operator from pumping up excessive pressure.

A large cone shaped strainer is permanently placed over the outlet in the bottom of the tank to prevent impurities from passing to the carbureter.

Crank-Case.

One of the most interesting details of the Locomobile motor is the substantial bronze base on which the cylinders rest. Bronze makes an absolutely rigid structure, which greatly prolongs the life of the motor. Aluminum, which is commonly used for the purpose, has but one-third the strength. In a bronze base, such as is used on the Locomobile, there is no danger of fracture or of the bearings getting out of line. The bottom portion of the engine consists of an aluminum casting bolted underneath the bronze engine base and used to contain the oil for the lubrication of the motor. Inasmuch as this part of the engine is not subjected to stress, aluminum is used to save weight.

Crank-Shaft.

This very important part of the motor is notable for its strength and fine workmanship. The crank-shaft of the Locomobile is a solid bar of alloy steel, which is first pressed out in rough form on a hydraulic forge and then heat-treated. The crank-shaft is machine finished all over, from end to end, whereas in most crank-shafts the bearings only are machined. It is balanced on a testing device with knife blades prepared for the purpose. The crank-shaft is forged with a flange at the rear end to which the fly-wheel is substantially secured. The crank-shaft rests on main bearings of liberal dimensions, perfect alignment being established before the crank-shaft is assembled in its bearings. The bearings of the motor consist of the alloy steel surface of the crank-shaft rotating in bushings of white bronze, compressed to the proper density and highly polished by a special process of our own. The bearing caps are secured by four double lock nuts and cotter pins.

Cam-Shafts.

Locomobile forgings with cams integral. Cam-shafts are heat-treated to secure proper hardness and are ground all over. Cams are ground on a special machine with special fixtures and are absolutely accurate.

Connecting Rods.

Locomobile connecting rods are very strong, drop forged from special steel in our shops. The bearings of the connecting rod on the crank-shaft are similar in construction to the main bearings, and are made adjustable by thin copper shims. The connections are very strong, the bearing caps being secured to the connecting rods by four studs a nut, lock nut, and cotter pin for each stud.

Pistons.

Selected gray iron castings are used, each casting being subjected to a sand blast and a careful hand filing. This shows up defective material, also removes any partially loose metal and prevents it from working into the motor and cutting the bearings. The pistons are carefully turned on a lathe, and then ground to exact size, the finished piston having a slight taper at the top to allow for expansion caused by the greater heat of the piston at its upper end. Piston rings are four in number, cut from specially selected, springy stock. The rings are turned eccentric, cut at an angle of 45 degrees, then compressed to circular form, held in a fixture, and ground all over their entire circumference. Pistons with rings in place are lapped with an abrasive compound until they fit perfectly.

Wrist Pins.

Pistons are secured to the connecting rods by hardened steel wrist pins ground to size. The wrist pins are forced into the pistons with a very close fit preventing any up-and-down motion, and are secured to the pistons by steel studs, which keep them from turning or moving laterally. The studs are prevented from working loose by a steel wire, the ends of which pass through holes drilled in the ends of the studs, and are then bent around. The wrist pin bearing is a steel bushing, hardened and forced into the small end of the connecting rod. Special provision for thorough lubrication of all wrist pins is provided.

Vahe System.

The valve springs are of specially selected stock, the valves are carefully made and precisely set the entire system may be operated for long periods of time without need of attention. Cam rollers are hardened steel and have a long bearing in the bronze lifter guides, a form of construction which prevents wear and rattle. In case it is desired to check the timing of the valves, marks on the fly-wheel enable this to be done with promptness and certainty.

Pump.

The centrifugal water pump is located on the exhaust side of the motor. The pump shaft is driven by a gear meshing with the exhaust cam-shaft gear.

Cylinders.

Locomobile cylinders are cast in pairs with valve boxes and water jackets integral. The practice of casting cylinders in pairs is considered to be the best as it produces a compact motor and does not limit the size or arrangement of motor bearings. A bronze cover plate is used for each pair of cylinders and carries the fittings for the water connections and the pet cocks. This form of construction greatly facilitates the production of perfect cylinder castings, enables the water jackets to be made uniform, and thoroughly cleaned out before the motor is built. This insures perfect cooling circulation. All cylinder castings are subjected to a very careful inspection, to a sand blast, hand filing, and finally to a cold water test. The cylinders are bored three times, and ground to exact size with water flowing through the water jackets to keep the temperature uniform and prevent distortion. Each pair of cylinders is secured to the bronze crank-case by eight strong heavy studs, with double lock nuts and cotter pins. This absolutely prevents the cylinders from coming loose. The compression is about 65 to 70 pounds gauge pressure, and the compression spaces are calibrated so that the compression is uniform in all cylinders.

Timing Gears.

Placed at the front of the motor in a housing formed by an extension of the bronze engine bed, protected by an aluminum cover. The timing gears are of metal and cut in our shop, following our practice for the past eight years or more. Metal gears are unaffected by the action of oil; fibre gears or composition gears swell when immersed in oil and shrink when the car is not used; and do not wear as long as metal gears. There are five gears in the case: crank -shaft gear, admission cam-shaft gear, exhaust cam-shaft gear, pump gear, and magneto gear. The separate gears are cut, and the complete train of gears assembled, with the greatest possible care to produce silent running. Lubrication is continuous and thorough.

Testing.

We have tested under its own power every motor that we have ever built, and we have preserved a record of this test. This will indicate our endeavor to make every motor as perfect as possible. When the motor is completed it is flooded with oil

Building the Locomobile Motor.

Tenth View Complete with magneto, wiring and spark plugs and placed on a stand where it is driven by a belt for a considerable period. It is then placed on the test stand, and equipped with its own carbureter and magneto and ignition apparatus, and run under its own power, slowly at first. After it is broken in, its power is tested by engaging the fly-wheel with the armature shaft of a dynamo. As the motor drives the dynamo its mechanical power is transformed into electrical power, which is easily and exactly measured. Each motor is operated on the test stand until it fulfills the established requirements.

Oiling System “40″.

Oil contained in the pan under the motor is splashed about, lubricating pistons, cylinders, and wrist pins. A gear-driven oiler forces oil through leads in the crank-shaft, thence through all its bearings.

Oiling System “48″.

A gear-driven pump forces oil to the bearings in a constant stream. Connecting rods dip into troughs the height of which is such that complete lubrication is assured; this feature in combination with baffle plates prevents any excess of oil and consequent smoking at the exhaust. A strainer prevents any clogging of the circulating system and can be removed for cleaning. An oil by-pass combines the advantages of a gravity head with a circulating system and does away with any tank under the bonnet.

In 1907 we delivered a chemical engine to the Bridgeport Fire Department, consisting of a standard 40 horse-power Locomobile chassis, equipped with special tires and a body carrying chemical apparatus and having room for ten or more firemen. This car was placed in commission on December 1 7th, 1907, and proceeded to answer all alarms. The Fire Commissioners estimated that the apparatus paid for itself inside of three months. It has been in service forty-three months, at this writing, and has answered 1 1 49 alarms of fire. The cost of maintenance and operation has been at the rate of about $1.32 per alarm of fire.

The great practical value of this chemical led the commissioners to purchase a car for the fire chief together with two other pieces of motor-driven apparatus, all of which are in successful operation. Another result was the purchase of Locomobile firefighting apparatus by neighboring cities and towns, such as Waterbury, Stamford, Greenwich, Fairfield and Stratford; and more distant points such as New Owing to the obvious demand for Locomobile cars for this important service, we have developed a special chain-driven, 40 horse-power chassis, having a very long frame and a wheel base of 148 inches. An example of fire apparatus built upon this chassis, is the chemical engine of the Independent Engine Company of White Plains, shown on page 91.

Salvage Corps Cars. Owing to the successful use of a Locomobile by Chief Swingley of the St. Louis Fire Department, the Underwriters Salvage Corps of that city bought a Locomobile. The body was built after the designs of Chief Glanville. The good service performed by this car may be illustrated by the following comparative statement quoted from a yearly report of the Salvage Corps.

The Salvage Corps in Newark, N. J., bought a similar car. It gave such good service that after several years of use a second Locomobile was put in commission.

Police Patrol Wagons.

A Locomobile Police Patrol Wagon built for the City of Baltimore proved so successful that it enabled the Police Department to dispose of three wagons and eight horses. During the first year it covered 9000 miles in city and suburbs, and was not out of commission one day. Baltimore now has four of these Locomobile Patrol Cars, each having a wheel base of 148 inches and a 40 horse-power motor. Sixteen men can be carried, twenty-one in an emergency.

The City of Bridgeport also has operated a Locomobile Police Patrol successfully for some years. Marshal Farnan of the Baltimore Police Department uses a “30″ Locomobile, and said in an address before the International Association of Police Chiefs: “It has proved such a valuable addition to our equipment that I wonder how we ever got along without it.”

Newspaper Cars.

The Locomobile is particularly well adapted to the rapid delivery of newspapers on account of its reliability. It will stand up to hard and fast work. About five years ago we delivered to the Brooklyn Daily Eagle a 1907 chassis on which was placed a light delivery body. This car proved so satisfactory that more Locomobiles were purchased from year to year. There are now eleven of our cars at work, the largest number in use by any newspaper in this country.

Delivery Wagons.

We strongly recommend the use of a rebuilt Locomobile chassis equipped with a suitable body, for delivery purposes. The cost of the chassis is moderate and satisfactory bodies may be obtained at reasonable prices. There are many such cars in regular daily service, giving excellent satisfaction in every way. We would refer to the chapter on Rebuilt Cars on page 173, also photographs of such cars on pages 55 and 128. More information will be furnished on request.

Ambulances.

The speed, smooth running and easy riding qualities of the Locomobile fit it for the important service required of an ambulance. The City of Bridgeport, Conn., has used a Locomobile Ambulance successfully for a number of years. A Locomobile Ambulance sold to a private hospital in New York City gave such good satisfaction that it resulted in an order for another car.

Municipal Cars.

For the past seven or eight years Locomobile cars have been used with continued success for municipal service in the large cities. For example, the various city departments in New York employ thirteen Locomobiles. Some of these cars have been in service since 1904. Wherever steady service is demanded the Locomobile is always appreciated.

Our experience in the manufacture of automobiles covers many years and is very comprehensive. The Locomobile for 1912 is the result of this knowledge. It is the mature product of long experience. We believe that it is very important for the purchaser to consider something more than the actual car. We believe that he should be influenced by the way in which the car has been developed, so that he will get a machine that is the result of experience; we believe that he should be influenced by the character of the company, buying his car from a concern whose policy it is to take the best possible care of its customers.

The policy of the Locomobile Company is to build the best cars possible and to see to it that they give complete satisfaction in the hands of owners. In order to carry out this policy we have our complete manufacturing plant, in which are located our executive offices, in close touch with the production.

In order best to serve our customers throughout the country we have established branch houses at important centers. It is important to know that this is not a recent departure, but was an original part of our company’s policy; for example, our New York branch was established in New York City in 1899 and we have occupied our present building at Broadway and 76-th Street for twelve years. We have had branch houses in Philadelphia and Chicago since 1900, and one in Boston since 1901. We have since opened new branches in San Francisco, Washington and Oakland, Cal. Throughout the country are a large number of dealers who handle the Locomobile product and who keep in close touch with the nearest branch house. This system forms a complete chain, enabling the Locomobile owner to tour from one part of the country to the other and always be in touch with the Locomobile Company or a Locomobile dealer.

The men composing the Locomobile organization are almost without exception pioneers in the industry, and as a result are thoroughly experienced in the manifold details of the business. Twenty-four department heads of the Locomobile organization have been associated with it practically since the beginning. As a result there is that wholesome unity of effort and complete understanding which can only result from working side by side, for years.

It is an important part of our policy to co-operate with owners to the fullest extent; to do everything we can to make their experiences with the Locomobile thoroughly satisfactory in every way. We endeavor to keep in close touch with our customers and to handle their correspondence with care and promptness; we keep on hand at our factory and branch houses a complete supply of spare parts and supplies; and from time to time we send mechanical experts to call on Locomobile owners to see that their cars are operating as they should.

Our constant effort is to produce the best car we can and to see to it that the owner obtains from its use the perfect satisfaction it was built to give.

It is important to buy a good car, but it is equally important to buy it from an experienced organization with a reputation for taking care of its customers and with full facilities for doing so.

The intention of this chapter is to explain to those who are unable to visit Bridgeport what our factory is like and how we make our cars. The Locomobile plant enjoys what is undoubtedly the most beautiful location of any factory in the country, being situated on the shore of Long Island Sound at Bridgeport, Conn., adjoining Seaside Park. The buildings are arranged so that workmen in all departments have plenty of light and air, and it is well known that healthful surroundings have a marked beneficial influence on the quality of work produced in any factory. Bridgeport is the most active industrial center in Connecticut, provides us with skilled New England mechanics and facilities for making shipments by water or rail.

Our buildings are modern, having been erected by our company expressly for the manufacture of motor cars. Practically the entire car is built under one roof. It is interesting to note that seventy different classes of expert labor are employed to produce the Locomobile. Sixty-eight varieties of highest grade material are used in its construction. In all forty-three different metals are employed nineteen different varieties of steel alone. Some particular material is always better for some specific purpose than anything else. Locomobile material is always specially selected.

The raw material entering into the construction of the Locomobile is stored in the basement in bins and racks, each class of material having a special place. Before shipments of steel are unloaded from the freight car they are striped with paint, so that every workman can tell at a glance what the steel is intended for. Every steel has its particular color, and a color board hangs in each department that handles raw material thus there is no confusion. Every piece of steel is also stamped with a number. Some years ago a famous French firm lost an automobile race because, through a factory error, the wrong kind of steel was used in making up the engine valves. In the Locomobile factory the practice of painting the steel and stamping it with a number prevents error and makes it certain that each part will be made from the proper steel.
All Locomobile metal stock is subjected to a complete chemical analysis and physical test. This has been our custom for ten years. It insures uniformity.

Wherever it is possible to make parts from drop forgings, this superior method is employed. We design the parts, and sink the necessary dies. The drop forgings are produced in a complete shop, equipped with large and small drop hammers, trip hammers, cutters, trimmers and power shears, the raw material being cut in pieces and placed in oil-fed preheating furnaces. All forgings are immersed in an acid bath, which smooths off surface roughness, and are also subjected to the action of the sand blast, which cleans off the scale and reveals flaws if there be any. This operation is more than a mere cleaning process, it is an inspection of great importance. In this section of the factory is located an elaborate heat-treating and annealing department where special facilities are provided for the heat-treatment of alloy steel. This is probably the most complete and up-to-date establishment of its kind in New England, and none in the country excels it in the ability to accomplish the best results. This department has been a feature of the Locomobile plant for seven years, and long experience in heat-treating alloy steels enables us to produce parts of uniform and enormous strength. Owing to the sensitive character of alloy steel, it is necessary to regulate the heating to the utmost accuracy, therefore this is accomplished in oil-fed furnaces, the temperature of which is indicated by pyrometers (electric thermometers) and the oil burners enable the exact temperature to be controlled for any length of time. Two types of pyrometer are employed: one for regular working purposes; the other is a very delicate laboratory instrument held in reserve for calibration purposes to insure correctness of the working pyrometer at all times. An idea of the magnitude of our heat-treating establishment may be had when it is stated that the consumption of oil for the furnaces amounts to a thousand gallons a day. All drop forgings, all nuts and bolts are heat – treated, as well as all gears, shafts and axles. The importance of the foregoing statement cannot be overestimated. It insures uniformity and increased strength. It “restores” the steel, if by any chance the piece has been overheated by a careless forger.

The machine rooms constitute a large part of the floor space of the factory as the Locomobile is a car composed of Locomobile parts. The various manufacturing departments are equipped with the latest and best machine tools, which perform the various operations in the most correct manner. These machines are constantly being renewed as fast as newer and better designs are produced. Each machine room has its own inspection room under the supervision of the main inspection department. Accuracy is the rule in the Locomobile plant. All machine operations are inspected and every finished part is inspected. It is our practice to make and test, every single nut, screw and bolt. Some pieces are tested by a blow from a hammer, a clear ringing note indicating the absence of any flaw. These inspections are exceedingly expensive but guarantee high quality and long life of the car.

An automobile contains a very large number of bearing surfaces entirely separate from any ball bearings used in the construction of the car, and these must be absolutely true, smooth and of the proper density to resist wear. The proper way to finish wearing surfaces is by grinding and the Locomobile grinding department is noted for the amount and accuracy of the work performed.

In any automobile there are a large number of gears, both spur and bevel such parts are made in the Locomobile shops from start to finish. Elaborate gear-cutting machinery is employed that generates the teeth of the gears, that is, shapes the gear teeth so as to produce the curve called for by theory instead of approximating it in the ordinary manner. Another important matter is that Locomobile gears have been produced in the Locomobile factory for eight years with a corresponding precision to be gained only by such long experience.

We have always built our own engines. Many automobile manufacturers do not build their engines or have only recently begun to do so. (No Locomobile gasolene car has ever been equipped with an engine that was not a Locomobile engine.) Each engine is assembled from parts that have all been carefully inspected and are entirely interchangeable in character. When the engine is finished it is flooded with oil and driven by a belt until it is limbered up, after which it is placed on the testing stand where it is coupled with a dynamo which it drives, and the electrical power developed by the dynamo in consequence is readily transformed into horse-power. Each engine is tested until it fulfills the standard requirements for its type and the record of each engine test is preserved.

The transmission gears, an important part of any car, have always been a very strong part of the Locomobile. The transmission is built complete in the Locomobile plant. An exceedingly interesting testing device is used for all transmissions and rear axles. This consists of a stand on which is placed, for example, a rear axle, which is then driven and the conditions of actual road service are imitated to the extent of testing the rear axle for driving and braking stresses and for the silent and satisfactory operation of the gears. Each transmission is placed on this stand and tested before it is permitted to enter into the construction of the chassis.

This is but one of many similar Locomobile testing machines which are expensive both to own and operate. The use of such machines is another illustration of Locomobile factory carefulness.

Another interesting department is that in which the chassis is assembled. Here the motor, transmission, axles, steering gear, frame, springs and other components are combined to produce the complete chassis. Even with the close and accurate fits determined and established in our works there is no fitting in the assembling room. All Locomobile parts are interchangeable, and the assembly of all parts of the chassis frame are also interchangeable as the assembly holes are jig drilled. Consequently, any Locomobile motor will fit any chassis, and so on for the transmission and other units.

After its “rough test” the car is sent to the finishing department to be painted and to have the body and lamps and equipment added. The metal parts of the chassis are enameled instead of painted. The difficulty of making paint stay on the bonnet, which is hot, and on the fenders and other parts which are always subjected to more or less vibration, is overcome by baking on the enamel which makes a perfect foundation for the finishing coats of paint and varnish.

When the car leaves the final department which prepares it for delivery, it is given a road test of sufficient duration to make sure that the car is in proper running condition before shipment. After this the report of the “tester” is checked by other inspectors. The final test is performed by a special inspector whose regular duty is to examine the car with a view to eliminating any minute imperfections in upholstery, finish, or equipment.

The Locomobile is tested with the utmost thoroughness. No pains or expense are spared to make each car fulfill the highest standard of excellence. Locomobile tests may be arranged in ten parts, as follows:

1. Inspection and tests of raw material.

2. Inspection and tests of separate parts in process and not finished.

3. Inspection and tests of separate parts as finished.

4. Testing of components, such as engine test, magneto test, transmission test, rear axle test, etc.

5. Rough road test of chassis by special crew of men.

6. Inspection of the road test by different crew.

7. Final road test of completed car by special crew of men.

8. Inspection of final test by different crew of men.

9. Final examination by special inspector.

10. The car is checked against the customer’s specifications.

Every year we receive many visitors at our factory, and all interested in the production of high-class automobiles are invited to go over our plant. Anyone who has ever made a careful inspection of the Locomobile plant has carried away something of the spirit of Locomobile ideals of manufacture.

Safety.

The greatest charm of automobiling lies in the visits to remote places where roads are rough and conditions severe; the Locomobile owner drives his car everywhere, with a feeling of absolute safety and complete confidence.

Any car will stand the tests of mild motoring for a time, but it takes experience and skill to make a car so safe that it never fails in the unexpected emergency. Locomobile owners trust the Locomobile because of its high factor of safety the surplus strength that prevents breakage and consequent accident. The wheels are made of the toughest second growth hickory so firmly fastened to the axles that they cannot come off. The spokes are very heavy and there are twelve in the front wheels, two more than in ordinary cars. Locomobile brakes are substantial and operated by strong, safe mechanism; axles are designed and built in our works and are the strongest possible to build; the Locomobile is the only shaftdriven car that uses alloy steel in the rear axle tubes; the steel in the front axle is so tough that it can be bent double cold without seam or check. All parts of the Locomobile steering gear are exceedingly large and strong, are made of the best material, and are secured in the most substantial manner. The result of these precautions, year after year, has given the Locomobile the highest reputation for safety.

Design.

Our first gasolene machine was the first American car with a four-cylinder vertical water-cooled motor, steel frame, and sliding-gear transmission. Locomobile design today is in the hands of the same men who produced the first gasolene Locomobile; consequently our car has enjoyed rational development from a sound basic design. The 1912 Locomobile is designed in accordance with the latest approved ideas, yet contains no feature that has not been demonstrated to be permanently valuable.

Built in the Locomobile Factory.

Motor cars are two classes built cars and assembled cars. Most automobiles are of the second class, assembled from ready-made parts from the parts-maker’s stock. The first class comprises cars largely built in the company’s factory and which contain thousands of separate pieces, which the maker has designed and made on his various machines. This is the only way in which the icfeal automobile can be produced. Design and construction must be carried on under the same roof. Between the assembling firm and the parts maker there can only be an approximately close connection. A car built from start to finish by one organization is bound to cost more than one composed of parts produced by the thousand for the trade, but is better unified and will far outlast any car of the assembled variety.

High Character of Materials.

Since 1902, when the first gasolene Locomobile touring car appeared, it has been distinguished by the uniform superiority of its metals. Special formula bronze is employed in three parts of the car: the crank case of the motor, the transmission case, and the housing containing the steering gears. These units cost more than if made of aluminum, but as no casting material has the strength of bronze or can be cast in such intricate shape and light section, this material has been deliberately chosen to insure the safety and maximum life of the machine. Aluminum is only used where it can be employed safely.

Steels used in construction are the most expensive obtainable and are the most suitable in every case for the purpose intended. Spring steel for automobile springs may be purchased as low as eight cents a pound; Locomobile spring steel costs twenty-eight cents a pound and is the best and toughest that can be obtained.

The matter does not end, however, with the selection of stock, as rigid care and exceptional facilities must be applied to the handling of alloy steels which are complicated in structure and which may he spoiled in the working if treated unskilfully or with insufficient apparatus. For six or seven years we have maintained one of the most up-to-date heat-treating and annealing establishments in New England, and every piece of steel used in the Locomobile is subjected to heat treatment in the Locomobile shops.

High Order of Workmanship.

An automobilist told us of his visit to one of the largest (if not the largest) French automobile factories. While there he saw several American cars representing the best makes of this country. On inquiry it was found that the maker was designing part of his product especially for American travel and was examining the best American cars to get “pointers’. When discussing the various makes, this French builder stated that the Locomobile was the best built machine in the lot. Such incidents have led us to believe that the phrase “The Best Built Car in America” is amply justified. The gentleman who told us the story is now one of our satisfied owners and has induced several of his friends to buy Locomobiles.

Every automobile, small or large, is composed of thousands of separate pieces, and the number of nuts and bolts holding these pieces together is necessarily enormous. Every nut and the end of every bolt is hardened. Double lock nuts and cotter pins are used throughout so as to secure each part permanently.

The Locomobile is composed largely offorgings. These are produced complete in the Locomobile works; even the dies from which the forgings are made, are sunk by experts in our employ. All gears are produced in the Locomobile works from start to finish. In every department the highest character of machine practice is followed.

Thorough Testing.

Locomobile parts are made in the Locomobile factory and subjected to a critical inspection. The principal components of the car carbureter, magneto, motor, transmission, steering column, rear axle, etc., are tested separately; consequently, when the car is completed it is composed of tested units. Each car is given a severe road test until it fulfills a long list of strict requirements. When ready for delivery, it is given a final inspection and road test to make sure that everything is in perfect order.

These testing processes are exceedingly expensive and are not applied to the cheaper makes of cars, but it is not possible to produce a safe, substantial machine like the Locomobile, unless every precaution is taken.

The Locomobile is Permanently Powerful.

Purchasers frequently infer that because a car may make a satisfactory demonstration, that it will do so every day. They are also led to believe that the mere dimensions of a motor must necessarily mean satisfactory power for hill climbing and general service, whereas it is only in the high-class car that the power of the motor is high for its dimensions, and without any sacrifice of reliability. The Locomobile motor will accomplish the work every day that it is required to do; it will perform with the same satisfaction at the end of a year’s hard service as at the outset.

Satisfactory performance results from proper coordination of the parts. A large motor may not develop the power it should; it may suffer loss in road performance through a poor transmission which absorbs power and cuts down speed; the chassis may lack balance, in which case faulty distribution of weight makes the car skid before the full power of the motor can be utilized. The riding qualities of the car may be such that the full power of the motor cannot be utilized for speed and hill climbing with either safety or comfort. The “30″ Locomobile, for example, will operate more consistently and will give better road performance than many cars with larger engines, and do it with greater economy and greater comfort.

Economy.

True automobile economy means more than a saving in oil and gasolene over some other car. Our claims for economy are based on the fundamental merits of the Locomobile; it is an economical car to maintain because the parts do not break or wear out. Economy in tire replacement is effected by equipping our cars with tires large enough to do the work without being overloaded, larger than recommended by the tire makers. Tires frequently wear out before their time because the rubber is subjected to too much pressure; also because of defective steering gear design the front wheels do not run true and the tires are ground down; also because of faulty differential design there is too much skidding and consequent wear of the rear tires. The Locomobile is economical in oil and gasolene on account of its correct construction, which reduces friction and saves power.

We claim economy of time in maintenance because of the small need for tinkering. The Locomobile can be driven for thousands of miles without other attention than to fill the tanks and keep wearing parts properly lubricated. It will be found to be the cheapest in the end.

Record of the Locomobile.

In the early days our car was conspicuous in contests, but we soon found that the expense and time involved was out of all proportion to the benefits received. In recent years we have directed our entire energy to the betterment of our product and to giving the best possible service to customers. The performances of the Locomobile in public competitions have been sufficient to convince the public as to the excellence of our product. The Locomobile was the first American car to win the International Race for the Vanderbilt Cup. Our pride, however, lies in the record of the Locomobile in the hands of our owners. One of our cars made a trip around the world at a cost for repairs and replacements less than that of an inner tube; and without disturbing the motor, transmission, frame, brakes, cooling system or other parts of the car. Such a performance made without any factory assistance whatsoever, and by a party unaffiliated in any way with our organization, is a complete proof of the excellence of the Locomobile. The record of a car in the hands of the owner is the final test.

The Locomobile Organization.

It is important to select a good car; it is equally important to consider the organization producing it its experience, and reputation for taking care of its customers.

The Locomobile organization is composed of men who have grown up with it. Most department heads of the Locomobile Company have been with the organization practically since its foundation. It is inevitable that a car produced under such favorable conditions will be a good car and that the service accorded to the customer will be good service. In buying any article of importance the purchaser always favors the company with a reputation for fair dealing; if this is ordinarily desirable it is doubly so in connection with the purchase of an automobile, as from the very nature of its use, the customer and manufacturer are bound to be closely associated. Locomobile service is as important as the Locomobile.

Agreat many automobilists believe that the ideal car of the future will be moderate in size and power, but of the highest quality of material and workmanship. They consider the small car inadequate for hard daily service, too light to ride comfortably. They regard the large car as the most luxurious type, though not the most suitable for ordinary service.

To such motorists the “30″ Locomobile is recommended. It is an ideal vehicle for the purchaser who desires neither a small car nor a large one, but who demands safety and freedom from trouble above all other considerations.

The best features of both types are combined in the “30″ Locomobile. It has every advantage of the small car: economy, facility of operation, and handiness for city use, as it can be turned without backing in a 35-foot street. It is more comfortable than many large cars, and has ample power for touring.

The demountable tires are large, and the weight properly distributed, so that tire trouble and tire wear are reduced to a minimum. Tires and rims interchange front and rear.

The “30″ is a fine utility car and is widely available. It is used with invariable success on protracted tours, both here and abroad. Each motor is required to develop 38 horse-power; the four-speed transmission enables the operator to select instantly the proper gear for any road condition. A wheel base of 120 inches, combined with excellent spring suspension, large tires, and proper balancing of weight, produce a most comfortable car one that rides easily and steadily at all speeds. It has sufficient weight to make it a luxurious automobile, yet it is not so heavy as to be hard on tires or fatiguing to drive. The “30″ Locomobile runs quietly and smoothly, picks up rapidly, climbs all hills satisfactorily, and is equipped with powerful brakes.

Open bodies for the 1912 “30″ Locomobile are of the latest four-door type, giving greater protection from dust and wind to the occupants of the two front seats. Open bodies are upholstered in the best water-grained, hand-buffed leather.

A foot rest is provided, also a sliding coat rail, made adjustable to suit the quantity of wraps to be carried. The equipment includes folding cape top of specially selected, durable water-proof cloth, with side curtains, front curtain and cover, also storm apron for front seat. The customer is given his choice of colors, enabling him to have a car that is an expression of his own personal taste. The lamp equipment includes acetylene headlights with gas tank, and combination oil and electric lamps at the sides and rear.

Closed bodies are upholstered inside with the finest imported cloths of handsome pattern and delicate shading, finished off with rich laces, made to order specially to match the material. Morocco leather upholstering may be had if preferred, provided sufficient notice is given when the order is placed. The front seats are upholstered in durable hand-buffed leather. The windows are of plate glass with silk curtains on spring rollers. The front division is composed of three glass frames and the wide center frame can be lowered. The side windows can be dropped when desired. An electric dome light with frosted glass is placed in the roof and operated by current from a storage battery. A speaking tube enables the owner of the car to give instructions to the driver. All inside fixtures are gun metal. A toilet set and other accessories are included in the equipment.

Doors are wide, carefully swung, and open wide, affording ease of exit or entrance and are provided with locks so they can be fastened when car is left standing.

The “30″ touring chassis with heavier springs, carries the standard “30″ limousine and landaulet bodies.

There is no more popular type than the open touring car with five – passenger body. The “30″ Four-cylinder Locomobile perfectly meets the demand for such a car. It is a splendid utility car, convenient for every-day service; it is excellent for touring, as it is very comfortable and easy riding. Our “30″ Touring Car for 1912 is equipped with a very handsome body of the four-door type, seating five adult passengers very comfortably. It is handsome and commodious in every respect, with fifty-one-inch rear seat, and plenty of foot room in the tonneau. The front seat is divided, the partition having a compartment for gloves, goggles, and other small articles. The front doors are so designed and made that they can be removed if desired.

The “30″ Baby Tonneau is a smart roadster model particularly designed for motorists who like to drive their own cars. Passengers are seated lower than in the Touring Car, the steering column is inclined at a sharper angle, and the hand levers are placed farther back on the frame.
The enclosed front consists of a curved shield extended back from the dashboard with side doors. The rear portion is in the form of a neat two-passenger tonneau mounted on an artillery box. Both tonneau and artillery box may be readily removed, making a two-passenger runabout of attractive appearance, with flat deck at the rear on which may be carried luggage and extra tires. Smooth leather upholstering is used.

The “30″ Locomobile, Type “L”, Torpedo.

Four-cylinder, shaft-drive. Seats four. 34 x 4-inch tires, front and rear. Price, $3600, with top, lamps and demountable rims. This model consists of the “30″ Roadster type of chassis, equipped with a very graceful flush-sided body of the stylish and very popular Torpedo Type. The name “Torpedo” is most often applied to this type of body because of the similarity of its construction to that of a speed boat. The sides are smooth like the freeboard of a racing yacht, and the side lines have a gentle curve from front to rear, with the widest part in the center of the body.

The seats are upholstered in smooth leather, the best quality hand-buffed stock. Seating capacity is provided for four passengers. The customer is offered his option as to color.
An ideal closed car for all-round service. It is convenient for city use, as it can be turned without backing in a 35-foot street. It is amply powerful for touring and is perfect for suburban driving near a large city. It is reliable and durable, always ready for use.

All seats in this model face forward. Two passengers are carried on the extra seats which fold against the sides of the body when not in use. Two passengers, sometimes three, with a little crowding, are accommodated on the rear seat.

The Landaulet has always been a fashionable carriage type, much used for boulevard and park driving. It is a type of body admirably suited to the automobile chassis, because it partakes of the advantages of the open car and the Limousine. When the rear portion is raised the body affords all the comfort of the closed car; when the top is lowered and the windows dropped, the advantages of the open car are obtained. Every precaution is taken with the building of me folding top to make it water-tight under all conditions. Selected top leather of the finest quality is used.

This is an entirely new Locomobile model for 1912. It consists of the “30″ closed car chassis equipped with a new body of the four-door type, affording complete protection to the driver and the occupant of the front seat beside the driver. The name “Berline” is a French term, like Limousine and Landaulet, and is used to describe this type of body. As in the “30″ Limousine and “30″ Landaulet, six passengers are carried, two in the front and four in the rear.

MOTOR

Four-cylinder. Horse-power by A. L. A. M. Formula, 32f.

CARBURETER

Locomobile design and construction.

Float feed, single jet type. Dashboard control of mixture.

FUEL SUPPLY

1 8 gallons, gravity feed.

IGNITION

High-tension, dual system. Magneto and Storage Battery.

COOLING

Honeycomb radiator with gear-driven centrifugal pump.

LUBRICATION

Force feed from oiler through hollow crankshaft. Grease cups at all wearing parts on the chassis.

OIL CAPACITY

Engine oiler, 0.9 gallon. Extra oil tank, 1.3 gallons.

TRANSMISSION

Four-speed selective transmission with bronze gear case. Sixth season of

CLUTCH

Leather faced cone. Springs under leather to permit gradual engagement.

DRIVE

Propeller shaft-drive through bevel gears and live axles. Two universal joints, enclosed in metal housings.

FRAME

Pressed alloy steel, heat-treated.

SPRINGS

Semi-elliptic, alloy steel. Front, 38″ x 14″. Rear, 48″ x 14″, shackled at both ends. Poiver does not pass through rear springs, thus they have full play.

FRONT AXLE

I-Beam type. Solid forging, heat-treated.

REAR AXLE

Full floating type with alloy steel tubes and live axles. Locomobile radius rods relieve the rear axle of all driving and braking stresses. The best features of chain -drive and shaft-drive combined.

WHEELS

Artillery type, 34″ in diameter.

MEASUREMENTS

Wheel base, 120″. Extreme width, 5′ 5″ ‘. Length over all, top lowered, 14′ 6. Extreme height, top raised, 7′ 4″.

TIRES

Demountable type. Front, 34″ x 4″. Rear, 34″ x 4″. Interchange Tire sizes same on all ” 30 ” models except the Baby Tonneau, which has 34″ x 4″ tires, front and rear.

BODY

Four-door Touring Car, seating five passengers.

UPHOLSTERING

Hand-buffed leather, tufted.

FINISH

Optional within reasonable limits.

EQUIPMENT

Close-coupled headlights with gas tank. Combination oil and electric side lamps and rear lamp. Storage battery, top, horn, jack, tool bag and kit of tools. Tire carrier, fire tools, tire pump, tire repair kit. Coat rail, foot rest, storm apron for front seat.

MOTOR

Six-cylinder. Horse-power by A. L. A. M. Formula, 484. Horse-power on test, 70. Large valves, quiet lifters, bronze crank-case.

CARBURETER

Locomobile design and construction.

Float feed, single jet type. Dashboard

control of mixture.

FUEL SUPPLY

25 gallons, gravity feed.

IGNITION

High tension, dual system, imported. Magneto and Storage Battery.

COOLING

Honeycomb radiator with gear-driven centrifugal pump.

LUBRICATION

Motor has self-contained oiling system. Gear pump forces oil from reservoir to bearings in constant stream. Grease cups at all wearing points on the chassis.

OIL CAPACITY

2 gallons, motor, 1,5 gallons, auxiliary tank.

TRANSMISSION

Four-speed selective transmission with bronze gear case. Sixth season of use.

CLUTCH

Multiple disc, very simple. Smooth in operation. Clutch brake.

DRIVE

Propeller shaft-drive through bevel gears and live axles. Two universal joints, enclosed in metal housings.

FRAME

Pressed alloy steel, heat-treated.

SPRINGS

Front, semi-elliptic, 38″ x 2″.

Rear, three-quarter elliptic, 48″ x 2″, shackled at both ends.

All alloy steel. Power does not pass through rear springs, thus they have full play.

FRONT AXLE

I-Beam type. Solid forging, heat-treated.

REAR AXLE

Full floating type with alloy steel tubes and live axles. Locomobile radius rods relieve the rear axle of all driving and braking stresses. The best features of chain-drive and shaft-drive combined.

WHEELS

Artillery type, 36″ in diameter.

MEASUREMENTS

Wheel base, 135″. Extreme width, top

lowered, 5′ “l/1″. Length over all, top

lowered, 16′ 3″. Extreme height, top raised, 7′ 5″.

TIRES

Demountable type. Front, 36′ x 4,4′ ‘ Rear, 37″ x 5″. Interchange. Same tire sizes on all six-cylinder models.

BODY

Four-door Touring Car, seating seven passengers. Flush sides.

UPHOLSTERING

Hand-buffed leather, tufted. The luxurious rear seat cushion and hack are prot-tded ‘with upholstering ten inches thick.

FINISH

Optional within reasonable limits.

EQUIPMENT

Close-coupled headlights with gas tank. Combination oil and electric side lamps and rear lamp. Storage battery, top, horn, ja^k, tool bag and kit of tools. Tire carrier, lire tools, tire pump, tire repair kit. Coat rail, foot rest, storm apron for front seat.

PRICE

$4800, including above equipment.

Here are two very important reasons why the six-cylinder principle is favored by so many motorists:

Minimum Vibration Flexibility of Operation

These advantages make the six-cylinder car the most luxurious type. Other motors can be made to give equal power and speed but no motor, however it may be designed and built, can produce the smoothness of running, the feeling of complete absence of machinery in short, the luxury of motion; made possible by the use of six cylinders.

The six-cylinder Locomobile is the logical choice of the discriminating motorist who wishes to buy a “Six”. It is the most beautiful, the most luxurious, the easiest riding “Six” on the market.

Beauty and distinctiveness of appearance are displayed in the lines of the body; in the compact motor bonnet that eliminates the ungainly effect of most “Sixes”; in the absence of all external hinges and door handles; in the unencumbered running boards; and in the extra tires, carried at the rear. The low lines of the car are most attractive, and the passengers are seated low in the body, which provides a feeling of security with consequent relaxation and enjoyment. The ten-inch upholstery is a remarkable point of superiority. Luxury is illustrated by such features as the upholstering of the inside of the doors and the carpeting of the wood work near the sides and bottom of the tonneau which is ordinarily exposed, and as a result, marred and scratched. The extra seats are exceptionally comfortable, the body being supported the entire length of the back instead of across the shoulders only, as is usual. Running boards are wide, covered with a special linoleum very handsome in appearance, and the shield extending to the frame is so arranged that rain water drains off. The foot rest is a brass rod lightly knurled to prevent the feet from slipping. Cocoa mats are used in all open cars. A handsome cape top is provided, light and strong, and made from durable water-proof material. The coat rail may be adjusted to suit the wraps to be carried.

The Locomobile “Six” is the fastest car, the best hill climber we ever built, and slows down to a foot pace and then speeds up without shifting gears. Years of experience and study of alloy steel have enabled us to reduce the weight of the touring car to such a point that one horse-power is provided for every fifty-seven pounds of weight, and without sacrificing any of the reliability for which our car is famous. Tire economy is another strong point of superiority. A customer in Kansas reports that the original tires are still on his “Six”, unpunctured and in good condition, after 4500 miles of use. We have had excellent reports of tire economy. Conditions are favorable to moderate tire wear and for six reasons: moderate weight; proper balance; free action of the differential, thus preventing grinding action on the rubber; strong but light rear axle, reducing the dead load on the rear tires; large tire sizes; minimum of side sway and thus minimum of side stress on tires.

Economy of fuel consumption is still another very important advantage of our “Six”. The touring car has frequently been driven 1 2 miles on a gallon of fuel. One of our customers drove his “Six” over the mountain roads from Los Angeles to Santa Barbara with seven up, covering eleven miles to the gallon. Another customer reports 14^ miles to the gallon from a “Six” Torpedo. Good reports in this direction are invariable. The reasons why the Locomobile “Six” uses less fuel than others of the same size and power are as follows: Moderate weight; special carbureter; minimum loss of power in transmission mechanism.

From a mechanical standpoint the Locomobile “Six” strongly excels. Owing to the necessary length of a six-cylinder motor, the strength of the crank-case, crank-shaft and cam-shafts becomes an important matter. The Locomobile crank-case is government bronze and never gives trouble; the crank-shaft and cam-shafts are vastly stronger than they need be. The crank-shaft has seven main bearings, one between each connecting rod (see page 110). The cam-shafts have all cams integral. While surface cracks only might develop in an aluminum motor base and keyed-on cams might not cause trouble, the possibilities are such that we believe all thoughtful purchasers will prefer the stronger construction of the Locomobile.

The bronze crank-case is in one piece and so bolted to the frame that it makes a rigid structure. This method of fastening has never given us one particle of trouble. The motor is so skilfully designed and carefully built that with a cylinder bore of 4^ inches, seventy brake horse-power is obtained on the test stand. This is the greatest power that can be obtained from this size of cylinder without affecting reliability. Cylinders are specially designed for the “Six” and have large valves and silent valve lifters.

The lubrication system is self-contained, the oil being pumped to the bearings in a constant stream. An oil by-pass at the rear of the motor combines the advantages of a circulating system with a gravity head, doing away with any oil tank under the bonnet.

The multiple disc clutch is the most desirable type for such a large car as the Locomobile “Six”. Our disc clutch is exceedingly simple and reliable, and can be removed as a unit without disturbing anything else. Theuseof-a clutch brake facilitates the shifting of gears.

The power transmitting mechanism, so great in importance, bristles with points of superiority. The four-speed selective transmission, with its manganese bronze case and alloy steel shafts and gears, never gives trouble. The propeller shaft is very strong and provides straight line drive, increasing efficiency and furthering easy riding. The universal joints are encased in metal housings instead of the usual leather bags and absorb so little power that they run almost indefinitely without regreasing. Power does not pass through the rear springs. The drive is through distance rods as in chaindrive construction. This arrangement in conjunction with the shackles at each end of the rear springs, preserves the alignment of our rear axle when driving over rough roads at speed, enabling the car to be kept in the road and appreciably lessening tire wear. The rear axle is relieved of all driving and braking stresses by the relationship of the brakes and rear axle to the distance rods. An example of neat chassis design is the installation of the brake equalizers, without cutting unnecessary holes in the frame or putting a steel beam across it.

Our “Six” is considered the finest Locomobile ever built. For 1912 a splendid new body provides comfort hitherto unknown in motoring. The rear scat cushion and back are provided with tufted upholstering ten inches thick, creating the restful ease of your most luxurious library chair. Passengers are seated low in the car, giving a sense of security. The extra seats are exceptionally comfortable as the body is supported the length of the back instead of only across the shoulders. The sides are flush, perfectly smooth, with a graceful curve from end to end. There are no external door hinges or handles; running boards are clear on both sides; extra tires are carried at the rear; the battery box is carried under the floor of the body.

The Torpedo type, so attractive and popular, is represented in our “Six” by two different models, one seating four passengers, the other five passengers. The difference is entirely in the carrying capacity of the body. The chassis is the same as used in the touring car, only the angle of the steering column is increased, the levers are placed farther back on the frame, and a gracefully curved shield extends backward from the dashboard to meet the side doors. The car is very smart in appearance and will appeal to those who do not wish a seven-passenger car, but all the luxury and comfort afforded by our larger “Six”. It is also an attractive car to the owner who likes to drive his car.

The Limousine is perhaps the most popular type for all-round service offered by a closed car. Our six-cylinder Limousine partakes of the general character of a torpedo body with smooth surfaces, very attractive in appearance and without any crevices in which dust collects, making the body difficult to clean. The Landaulet is popular because it combines the advantages of an open and a closed car. The Berline, or four-door Limousine, affords complete protection to the occupants of the front seats, and is a handsome model presented in 1912 for the first time.
Six-cylinder closed cars accommodate seven passengers, two in front and five in the rear. The doors are carefully swung, give plenty of room for entrance or exit, and are provided with locks so that they can be secured when the car is left standing.

The upholstering is very luxurious with ten-inch rear seat cushion and back, and very comfortable extra seats. Imported cloths of handsome patterns are employed, trimmed with the finest coach laces. Morocco may be had if sufficient notice is given.

An electric dome light is placed in the roof and operated by a storage battery. It may be controlled from inside the body or from the driver’s seat. Corner reading lamps are used in the Limousine and Berline. These are flush with the upholstering and when used are revolved into position, thus automatically switching on the current. A speaking tube with electric buzzer signals the driver. Arm rests are provided, also a very attractive toilet set. All windows are hung with silk curtains mounted on spring rollers.