STANDARDIZATION PROBLEM SOLVED In a large undertaking such as this it was one of the original Briscoe ideas to so cope with the problems of standardization that it would be safe to prepare for the quick and accurate production of parts on a large scale. In order to thus proceed it was necessary to definitely establish the exact design of all the parts, and then make jigs, tools, and fixtures which, together with special machine tools, would eliminate the personal equation and permit workmen to specialize for the best result. The enormous cost of the special tools, jigs, fixtures, etc., which were found to be necessary in this venture is the best guarantee anyone can have that immature designs would have been fatal to the project, and the growth and expansion of this industry lends a substance to the belief that forethought governed the divers acts which led to the methods of manufacture in vogue. ARTISANS SPECIALIZE ON PRODUCTION The old idea among machinists was that it took seven years to learn the trade, and that every workman should be capable of doing every possible operation involved in machining processes. The time was when "one-man power" obtained in manufacturing establishments, and each workman was called upon to know how to do every operation, thus making it possible for one man to direct everything. In these days, especially with plants in almost every industrial center in the country, the aggregate output of all combined, reaching into almost unreadable figures, the one-man power is centered in the great organizer, in this case Benjamin Briscoe, who depends upon a corps of trained executives, and they in turn place reliance upon an equally essential corps of departmental heads, who in turn engage the workmen and employ them in the capacity of specialists, so that the work is done day after day, and oftentimes year after year, in such a way that one man learns how to do some one thing, with never a thought or reason for wanting to do anything else. The work is so grouped in the several plants that it transverses in the direction of the finished product from the source of supply as it is represented by raw material, and while inspection facilities are utilized as a checker against errors at important points in the process, the fact remains that errors do not accumulate because through the methods worked out a mistake cannot get beyond the man who makes it further than to the man who performs the succeeding operation. Crankshafts will serve as an illustration of the automatic method of discovering errors. After they are cut off, centered, the cheeks milled and the pins ground, they go to the inspection department, and are there centered in a testing machine which will develop any variation in excess of 0.0015 of an inch of a pin out of round. Notwithstanding the accuracy of this test, the crankshafts go to a run-in machine, where they are mounted in place, the bearings clamped down, and the shafts are given a run-in test for a sufficient time to ascertain as to their respective qualities. Cylinders, after they are roughed, ground and tested for tightness, are set up in a fixture and placed upon the platen of a multiple spindle machine where they are completed in three separate operations by as many men. The work is done progressively, and should one of the men fail to perform with the exactness which is demanded, the next man in picking up the work would be likely to discover the discrepancy, but should he be so blind as to overlook a fault, the error will be for discovery by the third man in the series. The point uppermost in this progressive shop system is that no man completes a job. The component parts of the power plants, after they pass through the progressive method of manufacture, go to the assembling department, and, there, placed upon a "block" and the crankshaft is mounted into place; thereafter the clutch, flywheel and relating members are inserted, and if the rotating parts are free, and apparently in the right relation, the workman who performs this part of the work passes it along to the next man, who puts a belt over the flywheel, and from power, which is available, gives the assembly, in this incomplete state, a runin test. After a sufficient time, if all goes well, the incomplete power plant is passed on to the workmen who apply the cylinders, insert the valves, and do such other work as may be necessary to advance the motors to a near state of completion. The substantially completed motors are then given a preliminary run-in test, and if they prove to be sufficiently promising they are then forwarded to the regular testing department, where, by means of calibrated fans, they are given their rated load and run for a sufficient time to assure that they will be in fettle to make it worth while to mount them into the chassis, there to receive tuning-up treatment, to be followed by a road test. As a Touring Car the Cino, from Cincinnati, Displays a Number of Attractive and Meritorious Features Drive through shaft with two Spicer universal joints. Rear axle full floating, with pressed steel housing; Timken roller bearings. Internal and external brakes on rear hubs, former the emergeney and latter the foot brake; bands faced with Thermoid. Front axle made by Timken; weldless drop-forging, I-section. Worm-and-sector steering gear with 18-inch hand wheel. Wheels 34 inches in diameter, 10 spokes front and 12 rear; 34 by 4-inch Diamond tires standard. Front springs semi-elliptic, 36 inches long; rear springs threequarters elliptic, 46 inches long. Pressed steel frame with four cross-members and subframe. Wheelbase 113 inches; weight about 2,550 pounds; price with touring body, $2,250, including five lamps and gas generator. CINCINNATI'S reputation as a manufacturing city, especi ally in the line of machine tools, at least equals that of any other city in the country. Until quite recently, however, the Queen City's part in the automobile industry has been only to make the tools with which other cities made the cars. For the 1910 season an even half-dozen makes of automobiles will bear the Cincinnati impress, and of these one of the most important is the Cino, the product of Haberer & Company. In most respects this car follows conventional lines of design. The motor, rated at 40-horsepower, the multiple-disc clutch and the three-speed selective change gear are made in Haberer & Company's factory on the designs of the company's engineer. The axles are of Timken construction, of well-known excellence. Four cylinders, 43-8 by 5 inches, cast in pairs, and a threebearing drop-forged crankshaft form the basis of the motor design. All valves are in the cylinder heads, in a single row, and Cino Axles Afford the Solidity Necessary to Support a 2,500-pound Car with Its Full Passenger Load Motor and Change-Gear Are Both Products of the Haberer Factory; the Latter Includes the Clutch are actuated through rockers and push-rods from a camshaft enclosed in the crankcase on the right-hand side of the motor. They are unusually large in size, with heads of nickel steel, and vanadium steel springs, the latter being subjected to a treatment which gives them long life. The valves and their cages are easily removable for cleaning and grinding. The camshaft is a dropforging with cams integral, and cams, push-rods and rollers are all hardened and ground. The crankshaft is a drop-forging, of liberal size, heat-treated for toughness and strength, and journals are ground to size. Diecasting of the bearings, of Parson's white brass, insures an even texture and wearing qualities. Castings of an aluminum alloy form the two halves of the crankcase, which has integral four arms by which the motor is supported on the subframe. The arrangement of the motor accessories shows careful thought. The inlet piping is carried over to the right side, and with it, of course, the carbureter. The magneto is also located on this side, at the extreme front of the motor. The exhaust manifold is on the left side, and with it the water and oil pumps. These are on a common shaft, which passes through the pump and extends to the oiler mounted on the rear lug of the crankcase. Oil is carried in a large cylindrical tank set in close between the cylinder pairs, and is fed from the pump through sight feeds on the dash leading to the crankcase and clutch. A constant level is maintained in the former, and the cylinders are kept lubricated by the splash. Clutch and change-gear are united in a single case, with connection to the motor through an Oldham coupling of good size. The clutch has 25 all-steel discs, under the pressure of nine springs of the same vanadium steel used for the valve springs. The shafts and gears of the change-gear are of substantial design and run on plain bearings. The sliding-gear shaft has milled splines, a commendable feature. The lay shaft has one bearing between the constant-mesh gear and the second-speed gear, the former being overhung; this is believed to give a better distribution of the stresses. Drive is through a shaft with two Spicer joints, the angle of the joints not exceeding three degrees. The rear axle is live and with floating shafts; the axle body is pressed steel, and the differential and bevel gears are carried in an easily removable cage. Cylinders Cast in Pairs, with Overhead Valves, Distinguish the Motor; Steering through Worm Gear tion. Cooling by vertical-tube_radiator with pump and belt-driven fan. cone clutch, 15 3-4 inches diameter, 2 1-2 inches face. Leather-faced Drive by shaft enclosed in torsion tube. Single universal joint. Change-gear on the rear axle, selective type. Three speeds forward and reverse. Annular ball bearings in change-gear. Semi-floating rear axle; bevel gear ratio 3 1-2 to 1. Clark Showing Tubular Axle with Connections Well Protected AMONG the additions of the past season to the automobile plants in the vicinity of Indianapolis, and adding to the prestige of that city as a center of the automobile industry, is that of the Clark Motor Car Company, at Shelbyville. This company has put on the 1910 market two models, of 30 and 40 horsepower, and selling at $1,400 and $1,750, respectively, for which the Meixell-Downing Company, of Indianapolis, acts as general sales agent. The two models resemble each other in most essential features, but the present article will treat of the Clark "30" exclusively. As in any form of engineering work, a substantial foundation is the first requisite of a successful automobile. The designer of the Clark seems to have given especial attention to the chassis of his car. The frame is of pressed steel of the conventional channel section, I 1-2-inch flange, and 3 1-2 inches deep for the middle half of its length; it has three cross members, the front and middle ones carrying between them a subframe for the support of the motor. The comparatively long wheelbase-112 inches-allows a minimum of overhang, the frame extending but 6 inches back of the center of the rear axle. Rear-seat passengers will appreciate not only the lack of excessive overhang, but also the policy which caused the rear end of the frame to be hung on full elliptic springs of the The front springs, as usual, double-scroll type 40 inches long. are semi-elliptic, and the leaves of both are 2 inches wide, a generous figure for a 2,000-pound car. The semi-floating type rear axle carries the gear case, according to the fashion which is steadily gaining in popularity. The axle is built up of tubular sleeves and a central case for the bevels and differential; the live shafts are 1 1-4 inch in diameter, and run on annular ball and Hyatt roller bearings. The bevel gear ratio is 3 1-2 to 1, which is figured to give a maximum speed of 50 miles an hour. The change-gear gives three speeds forward and reverse, controlled selectively; the gears are a special grade steel, and the shafts run on annular ball-bearings throughout. Torsional strains are taken up by a stout tube enclosing the drive shaft and bearing on its forward end a wide yoke, the arms of which are hinged to the subframe. Thus the drive shaft and its universal joint have only to transmit the power of the motor to the rear axle, instead of carrying these strains, as in some designs they are called upon to do. The clutch is a leather-faced cone, 15 3-4 inches in diameter and 2 1-2 inches face, and so arranged that its engagement is cushioned not only by springs under the leather, but also by the air entrapped between it and the flywheel. For the motor recourse has been taken to one of the oldest and most reliable of the stock products, the Rutenber. The features of this motor are familiar to every automobilist. The one used in the Clark "30" has four cylinders 4 by 4 inches, cast separately, of course, and with a five-bearing crankshaft. One of the more recent details is the provision of a vertical shaft at the front of the motor, driven from the crankshaft by skew gears, which carries the timer on its upper and the oil pump on its lower end, and drives the magneto through another pair of skew gears. The magneto is a Remy, three-magnet type, and dry batteries are provided for starting. Clark "30" Has a Well-Balanced Appearance, Due to Location of Body and Hood on a Long Wheelbase |