The mighty MG Rover Group is going all-out for cleaner air, and has just announced a liquefied petroleum gas conversion option for new and used Rover and MG 1.8 models.

The conversion, which can switch between petrol and Liquefied petroleum gas at the touch of a button, uses the more widely available 1.8 litre K Series engine and covers Rover 45 and 75 manual models, as well as MG ZR/ZS manual models.

It is planned that the remaining petrol versions of MG and Rover cars will soon be progressively offered with approved Liquefied petroleum gas conversions.

The retail price of a LPG-equipped Rover or MG car, including installation, is an additional pounds 2,195.

But a rebate through the Powershift programme, which aims to help establish a sustainable market for alternative, clean fuel vehicles, will cover at least 50pc of the cost of conversion. This may rise to a 70pc rebate if the emissions results are fully certified.

Confirmation of MG Rover Group’s classification will be made available on the Powershift Register in the coming weeks.

Liquefied petroleum gas is a mixture of propane and butane that comes from oil refining and natural gas fields.

It is a cleaner fuel for the environment than petrol as it contains less contaminating components like sulphur and aromatic compounds.

The main advantage of Liquefied petroleum gas is its cost. It is cheaper than both petrol and diesel, partly because of the significantly lower fuel duty imposed by the Government.

The current average cost of Liquefied petroleum gas at retail filling stations is 36 pence per litre, compared to the typical cost of unleaded petrol at 75 pence per litre.

At present, there are more than 1,100 filling stations in the UK that supply Liquefied petroleum gas, and this network is growing at a rate of one per day.

To encourage the switch to more environmentally friendly methods of travel, the Government has introduced several measures: L Powershift Grants – customers who wish to convert their vehicles to Liquefied petroleum gas can get a grant towards the cost.

L Fuel Duty – the Government has promised to freeze the duty on Liquefied petroleum gas until the end of 2004.

L Congestion Charges – already London is set to introduce these charges. Under a European project called Alter, more than 30 of our cities and large towns will be introducing these schemes.

Liquefied petroleum gas vehicles will be exempt from these charges.

L Agenda 21 – this puts the onus on councils, public utilities and large companies to lower their emission levels. Liquefied petroleum gas helps them achieve this, and also save money.

Meanwhile, Toyota has announced plans to start limited marketing of a fuel cell hybrid passenger vehicle model in Japan and the United States from the end of this year, earlier than originally planned.

Initial FCHV units will be available only by lease, and to such entities as government bodies, research institutions and energy- related companies.

Toyota believes test-marketing an FCHV will contribute greatly towards greater market acceptance of hydrogen as a fuel.

The company expects full-scale commercialisation of fuel cell vehicles to begin in 2010 at the earliest.

WORLD Cup fever and the Jubilee celebrations helped bring a 20- month new car buying boom to an end last month. There were 207,330 new vehicles sold last month – 3.7pc down on the June 2001 total, the Society of Motor Manufacturers and Traders said.

But the figure was still the second best ever for June following last year’s record June, and year-to-date sales, at 1.34 million, are 6.2pc up on the January-June 2001 total.

SMMT chief executive Christopher Macgowan said: “The figures are extremely encouraging and it means that during all the celebrations, people were out buying new cars in droves.”

The SMMT said it expected demand for news cars to remain strong during the summer but to cool later in the year following exceptional growth in the last part of 2001.

The 10 best sellers in June were: 1. Ford Focus; 2. Peugeot 206; 3. Vauxhall Corsa; 4. Vauxhall Astra; 5. Renault Clio; 6. Ford Fiesta; 7. Ford Mondeo; 8. Vauxhall Vectra; 9. Volkswagen Golf; 10.Renault Megane.

Cars built in countries with low labour costs used to have an image problem. They were cheap, old- fashioned and badly built, and only people really desperate for a new car bought them.
They still have an image problem, but many cars from the same old manufacturers (Skoda, Lada) and newer ones in South-east Asia, are now well-built and reliable – and fantastic bargains when second-hand.

What makes them so good is the combination of Western or Japanese technology with Third World wage rates. It was Fiat that first unloaded obsolete designs on low-wage Eastern bloc countries which then inflicted them back on us at remarkably low prices. The Fiat 124 became the Russian- built Lada; a hybrid of the 124 and 125 models metamorphosed into the Polish FSO; and Fiat’s smaller 127 and 128 were transformed into Yugoslav Yugos. They were tough, but their ancient origins made them slow and crude, and indifferent build-quality meant that bits often fell off.
Not all Eastern Europe’s cars were Western derivatives. The Czech rear-engined Skodas have always been unique (and fun to drive), and Lada was first into the 4×4 fray with its Range-Roverish Riva.

But while we sniggered at most of these efforts, things began to stir further to the east, where Koreans and Malaysians started building Japanese cars. Hyundai of South Korea has been the most innovative. Since the mid-Seventies it has combined Mitsubishi engines, Italian styling and – in the case of the Stellar – a Ford Cortina chassis. Another Korean company, Kia, has rebadged the superseded Mazda 121 as its Pride model.

In nearby Malaysia, they put a new nose and tail on the old Mitsubishi Lancer and called it a Proton. Even South Africa jumped on the bandwagon with the old-shape Mazda 323, now known as the Sao Penza.

When it comes to shopping for the old ex-Eastern bloc bangers, you can afford to have a laugh at people who bought them new. Depreciation is huge. At King’s Garage, a Skoda franchise near Dereham, Norfolk, I was offered a 130 GL saloon owned by a man who lived two doors away. A 1989 model with just 24,000 miles on the clock, it had been serviced on the dot, garaged and clearly loved, but the price was only pounds 1,995. Few new cars look as good, or go as well.

For pounds 1,000 more, there was a 26,000-mile, one-owner Favorit – the 130’s successor – parked on the forecourt. This is probably the best model to come from Eastern Europe so far: the engine is in the right place (at the front), the styling excellent, the performance lively.
But not everything at King’s Garage was such a bargain. A 1991 Yugo Sana with 1,500 miles on the clock, priced at pounds 3,995, might have appeared to be one; the Sana looks a Fiat Tipo, thanks to the Italian styling, but an ancient engine and indifferent assembly mean that it is a dog. Yugos are built in Serbia; the UN embargo prevents them from being imported, and the company that brought them here went bust. Only the seriously stupid would buy one.

Unfortunately, some owners of cheapo East European cars adhere to the J-cloth principle: use until ragged, then throw away. As a former FSO owner (for two months), I found out that the cost of getting the tired old Pole through the MOT exceeded what it was worth. I had paid pounds 80 for it, and I got pounds 10 from the scrapyard. The general rule for these cars is: anything over five years old and 40,000 miles is not worth the bother.

Which is why I popped into the Norfolk Trade Centre to look at a useful Lada Riva Estate. You cannot argue with a price below pounds 3,000 for a J-plate car with a 15,000 mileage that did not show.

Lada’s greatest hit, though, has been the 4×4 Niva, and at Fourdrive in Holbeach I found a top-of-the-range Cossack cabriolet for pounds 2,995. It had 53,000 miles, and all the bumper-bar bits comfortably to outpose – as well as undercut – the Suzuki Vitara.

The same cannot be said of the Romanian Dacia Duster, a crude Renault-engined off- roader whose only virtue is that it is cheap: I managed to find a 1990 example at pounds 1,500.

However, if you do not want too many compromises on quality and performance in your bargain, you have to look further to the east. This is precisely what the flat-cap over-50 brigade has been doing. The Proton has effectively taken over where the Japanese left off: while Toyotas and Hondas have gone profitably upmarket, the gap has been filled by this dull but superbly built and reliable version of the Mitsubishi Lancer. Private sellers are holding on to them, so prices of Protons are firm.

At Lambourne Motors in Goodmayes, east London, I found a flash, limited-edition “Prism” version with a sunroof and plenty of spoilers which almost tempted me. A 30,000-mile 1.3 GL at pounds 4,595 made more sense. Both cars were unmarked and drove like new: the best argument for picking up one of these sturdy saloons second-hand.

Just as hard to track down as the Proton is the Kia Pride: people who have bought these small hatchbacks are holding on to them. I could find none for private sale, but Greenways, the main agent for Norwich, did have one. This was a 1991 metallic-blue three-door model with 30,000 miles on the clock, but it was impossible to distinguish from the new, unregistered examples nearby. At pounds 4,995, why would anyone consider a tired old Metro instead?

Even when these Asian cars get on a bit, like the Hyundai Stellar 1600L I found for private sale near Reading, they are invincible. It was D-registered, with more than 80,000 miles on the clock; the paintwork was fading and the interior sagging slightly; but it drove as though it would last for ever, it had a full MOT and tax, and it cost only pounds 795. If only all bangers could be like that.

Bangernomics: buying and running a car on a budget, by James Ruppert, is pounds 5.99 from bookshops or, including p & p, from Action Automotive Products, 27 School Road, Bradenham, Thetford, Norfolk.

Then code-named the J-WJ, it was unveiled at the Tokyo Motor Show at the end of 1997 but made its debut in UK showrooms last week.

This is unusually quick. And the new model has turned into production with surprisingly few changes from its original design.

But maybe they should have waited a little longer and spent some time thinking about its name.

Let’s face it, calling a car the HR-V is hardly going to set alight the imaginations of the “young and style-conscious” customers Honda is hoping to attract.

The marketing men must have picked up on this too.

For, in an advertising campaign being launched in cinemas over the coming weeks and which features cropped-haired 20-somethings driving around to the relentless beat of a techno soundtrack, the car has been dubbed the Joy Machine.

Now that’s better. Sorted.

The Joy Machine is not a bad description of the HR-V (which, by the way, stands for hybrid recreational vehicle).

Although it looks like a people-carrier from a distance, it has a sporty and fun feel when out on the road.

It is, in fact, more like a giant VW Polo. A hot-hatchback with height, if you like.

The handling is crisp, the body feels safe and rigid while the interior offers a host of features that are all in the right place.

Power steering, anti-lock brakes, driver and passenger airbags together with air-conditioning are all fitted as standard.

Add to this four-wheel drive versatility and excellent cargo space and you could do much worse for the pounds 14,000 a basic 5-speed manual HR-V will cost.

The car is powered by a 1.6-litre, four-cylinder, 16-valve engine which produces 0-60mph in 12 seconds and a top speed of 101mph.

This should ensure low insurance premiums. A smart move considering the car is being aimed at the young.

As well as the 5-speed manual, there is an automatic version featuring CVT – continuously variable transmission.

Now I don’t get on well with this. You get to the bizarre situation where the car’s revs stay static while the speed increases. It just doesn’t make sense.

And, with the HR-V, CVT severely limits the performance cutting both acceleration and top speed.

Honda has also fitted the same ‘on-demand’ four-wheel drive system used on the recent CR-V.

For the most part, only the front wheels are driven and it is only when they begin to loose grip that power is sent to the rear wheels.

It is not intended for serious off-roading but to add extra grip in light snow or on grass and gravel.

And it works. Over the different road surfaces I drove the HR-V on, it was consistently sure-footed and steady.

A two-wheel drive version of the car will be available later this year.

The HR-V is roomy and highly practical inside.

So with a split rear seat and the car’s extra length, there is plenty for room for, say, snowboards.

There is a double-decker glove box, plenty of pockets for mobile phones and CDs, and five cup-holders for tins of Pepsi Max and other high-energy drinks. And the bright blue dials on the dashboard are more likely to complement rather than clash with the street wear of its young drivers.

The HR-V has no direct competitors but will appeal to someone looking for something a little bit different.

Honda will do well to keep sales down to the 5,000 it expects to sell each year.

Honda HR-V

5-speed manual

How much: pounds 13,995 on the road

How quick: 0-62mph in 12.0 seconds. Top speed 101mph

How thirsty: Combined 32.8mpg

Engine: 16-valve, four-cylinder producing 105bhp

Insurance: Group nine

I like: The fresh design, the firm handling and the space inside.

I don’t like: The CVT automatic. But, then again, I hate automatics.

Toyota Motor Corporation uses a nickel-hydrogen battery manufactured by Matsushita Battery Industrial Company for its Prius hybrid model, as does Honda Motor Company. However, Hitachi Ltd., along with Nissan Motor Company rely on lithium-ion batteries.

Both batteries have their pros and cons. While nickel-hydrogen batteries have a lower energy density per quantity than lithium-ion batteries, they are considered cheaper and safer. But many believe that the nickel-hydrogen batteries will be the most widely used until 2010. Sanyo Electric Company recently announced that they will mass produce such batteries for hybrid cars.

But high battery prices still pose a challenge for automakers. Some industry analysts predict the next generation car will actually be fuel cells, which are powered by electricity generated by a chemical reaction of hydrogen and oxygen and need a secondary battery to start up.

“Power lithium-ion batteries will have their turn (as a battery used to start cars),” said Tomohide Kazama, a researcher at the Industrial Consulting Department of Nomura Research Institute, Ltd.

Today, it’s different. It is too expensive for auto manufacturers to build a concept car just for show. There has to be a reason to have designers spend the time and money to build a concept car.

And while these shiny show cars are still called concept or show cars, many, if not most, eventually will become production cars. Three years ago, Plymouth introduced the Prowler concept car at the North American International Auto Show in Detroit.

This year, at the Greater Los Angeles Auto Show, Plymouth displayed a revised version of the Prowler and announced that it would go into production and would be on sale in a year.

The Prowler is a retro hot rod. It looks like a modified 1930s model vehicle that was transformed into a hot rod in the 1950s. It’s a two-seat roadster with a sinister-looking cut-down top.

The big difference is that it has all the safety features of a new car. It has dual air bags and side-impact protection. Chrysler will use the 3.5-liter V-6 engine from the LH sedans as the Prowler power plant.

The front-drive Autostick transaxle moves to the rear to make it a rear-wheel-drive car. The Prowler also will have a new-car warranty. It will be built alongside the Dodge Viper at the new Conner Avenue plant in the Detroit area. While Chrysler expects to build and sell only about 3,000 Prowlers each year, the car will do more than just highlight the Plymouth lineup.

Plymouth needs an image boost; in recent years sales of one of America’s oldest marques have been slipping. The Prowler should provide that boost. The Prowler also is expected to help Chrysler Corp. with its development of advanced materials and production techniques. Building only a few thousand Prowlers using aluminum, plastics and composite materials poses only a small risk if an unforeseen problem develops.

It allows the company to work out the kinks of using new materials before committing it to a run of 100,000 vehicles. With an expected price of $35,000, Chrysler says it will make money on each Prowler.

Let’s take a look at some of the concept vehicles on display at the Greater Los Angeles Auto Show and see if there is a production line in their future. The Audi TT is a two-door, four-seat coupe that incorporates a large amount of lightweight aluminum in its design and construction.

In fact, the hood, doors, rear deck lid and front fenders are made of aluminum. Inside, polished aluminum is used as trim for a high-tech finish. “It’s an enthusiast’s car with great charisma,” said Herbert Dremel, chairman of Audi. The TT stands for Tourist Trophy, a name associated more with motorcycle racing than auto racing.

Power is supplied by a turbocharged 1.8-liter, four-cylinder engine rated at 150 horsepower. The Audi TT was designed at Audi facilities in Ingolstadt, Germany. The design team finalized the basic concept of the TT in just one week. The prototype was completed in seven months. The TT could be on sale as a 1998 model.

Mercedes-Benz unveiled its All Activity Vehicle concept vehicle. This unique sport/utility vehicle will be built at the new M-B plant in Vance, Ala., and is scheduled to go on sale in the fall of 1997 as a 1998 model.

The AAV has a muscular, off-road look but is designed to provide a luxury ride and luxury interior as Mercedes-Benz buyers would expect. Early speculation is the price of the U.S.-built AAV will be in the mid-$30,000 range.

The concept vehicle was painted in a tasteful green-on-green color scheme and even had the Mercedes three-pointed star logo as the tread on the huge off-road tires. Crowd reaction at the show was mixed.

Most people loved the AAV and wanted to know how soon they could buy one. Some hard-core off-roaders said it was too luxurious to be a real off-road vehicle.

If you like the look of the stylish French cars of the 1930s, you will like the Chrysler Atlantic concept vehicle. It takes its styling cues from the famous French coach builders with long, flowing front fenders and elegant body style. Under that long hood is a 4-liter, straight-eight-cylinder engine that delivers 325 horsepower.

The wheels and tires are huge; the wheels are 21 inches in diameter in front and 22 inches in the rear. By comparison, most cars on the road today have 15-inch-diameter wheels.

Mazda first showed its Mazda SU-V sport/utility vehicle at the Tokyo Motor Show in October. It made its North American debut at the Los Aneles Auto Show. The minisport/utility vehicle is based on the chassis of a minipickup truck that is sold only in Japan. The SU-V is powered by a 2.5-liter, four-cylinder engine that delivers 135 horsepower.

The designers at Mazda have addressed the problem of what to do with the big, bulky spare tire; they have built a mini-Continental kit in the rear door to house the spare. The storage area keeps it out of the weather and away from thieves.

They also designed a clever fold-up step in the rear area that makes it easy to step up and load the roof rack. I had a chance to drive a right-hand-drive version of this concept vehicle last year and found it roomy and fun to drive. Mazda is gauging public reaction to this vehicle and, if the interest is there, it will most likely build it and sell it in America.

The U.S. auto industry has come to some kind of watershed, embarking on what appears to be a serious drive to market alternative fuel vehicles (AFVs). There has been some experimentation in AFVs – even some major investments – but in the past two months, something has happened in Detroit.

AFV announcements at the many auto trade shows over the past few months leave no doubt that U.S. automakers are ardently taking up the challenge to produce more efficient and reduced-emission vehicles.

Remember in the 1970s when the petroleum shortages came along and only Japanese auto manufacturers, which produce smaller, more-efficient cars, were ready to meet budding U.S. demand for smaller cars? U.S. manufacturers were still making gargantuan autos with extreme appetites for motor fuel, and it took some time to swing in the other direction.

U.S. automakers admit they became believers very rapidly then, although not before the Japanese and other makers of small cars captured a large share of the U.S. market.

Something like this happened again in Tokyo in October. Japanese automakers stunned other manufacturers by unveiling several very fuel-efficient, low-emission cars. Of particular significance was Toyota Motor Corp.’s Prius, a hybrid electric/gasoline vehicle already on the market in Japan and soon to be introduced in other markets, including the United States. It gets 70 mpg. It will sell for $17,000, but costs twice as much to make.

U.S. and European manufacturers were still showing high-performance, high-fuel-consumption autos in Tokyo.

John F. Smith Jr., GM’s chairman and CEO, said the Tokyo Motor Show had made a profound impression on him, leading him to the conclusion that his company needed to embark on a strong campaign to develop leading technologies in the new era.

Smith said, “No car company will be able to thrive in the 21st century if it relies solely on internal-combustion (IC) engines. He reported GM was accelerating efforts to bring new AFV vehicles to market.

William Ford Jr., chairman of the powerful finance committee on Ford Motors’ board, said that a significant competitive advantage was at stake for the company that reached the market first with an affordable AFV.

Thomas Gale, Chrysler’s executive vice president for product strategy, said his company will introduce a plastic-bodied, electric-diesel hybrid Dodge Intrepid ESX2 capable of 70 mpg and emission reductions of 50%. High-volume production of the vehicle could begin by 2003 or earlier.

Ford announced it would introduce sport-utility vehicles and minivans this fall that pollute no more than passenger cars. Ford officials said the vehicles should help allay criticism that sport-utility vehicles are gas guzzlers that ought to be controlled more vigorously.

Ford recently committed $420 million to a partnership with Daimler-Benz of Germany to produce a fuel-cell vehicle by 2004. This appears to be the most advanced fuel-cell program so far, in partnership with fuel-cell developer Ballard Power Systems of British Columbia. What fuel will be used in Ford-Daimler-Ballard fuel cells is still up in the air.

Ford has also introduced a prototype family sedan that is 40% lighter than traditional cars and gets 63 mpg. The vehicle, known as the P2000, uses a direct-injection engine that burns natural gas. Ford is also developing electric-hybrid and fuel-cell versions of the P2000. This is part of the joint industry-government program to produce an affordable family vehicle that gets 80 mpg by 2004.

Chrysler said it supports use of gasoline as a hydrogen source in fuel cells because of its widespread availability. GM and Ford lean to methanol, although they appear not to have yet addressed the complex issue of fuel availability – a major obstacle to other fuels.

General Motors announced plans to produce a low-emission, hybrid-electric vehicle by 2001 and a fuel-cell-powered car by 2004 or sooner. Getting up to 80 mpg, it would be fueled by either gasoline, diesel or methanol.

GM, which has sold fewer than 300 EV1 electric autos since they were introduced in California and Arizona a year ago, plans to introduce an advanced battery that will double the range of the vehicles to 160 miles.

Conventional motor fuels will be dominant in the market for a long time to come, but it would be rash for marketers not to take seriously and keep abreast of the AFV trend.

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.