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Image from page 47 of “Automotive industries” (1899)

Image from page 47 of “Automotive industries” (1899)
Automotive Mobile
Identifier: automotiveindust44phil
Title: Automotive industries
Year: 1899 (1890s)
Authors:
Subjects: Automobiles Aeronautics
Publisher: Philadelphia [etc.] Chilton [etc.]
Contributing Library: Engineering – University of Toronto
Digitizing Sponsor: University of Toronto

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Text Appearing Before Image:
gs contract so asto actually seize the shaft. Tests in which the writer has participated would indi-cate that at low temperature the cranking torque of anengine is proportional to the cranking speed, and the lowerthe temperature the greater will be the relative increasein torque with speed. Such being the case, it becomes ap-parent that it is not so much the locked torque as thespeed-torque characteristic of the starting motor whichis important, for if the motor will crank the engine at therequired speed at say 10 deg. Fahr., then there is littlechance that it will not meet the break away and summercranking conditions. The summer cranking speed must,however, be sufficiently high to prevent what has been WINTER CRANKING TORQUE TEMPERATURE : CAR 8F. ROOM llF. — COMPRESSION RATIO = 4.38 TO 1 BORE = 3i STROKE 4| OIL-MOBILE A.- TEST MADE WITH CLUTCH IN. CAR HAD BEEN RUN 8068 MILES. NUMBERS INDICATE ORDER OF TESTS OBSERVATION 1-4 TAKEN 11 00 P.M OBSERVATION 5 fi-6 TAKEN 1 30 P.M. 3O 100 O

Text Appearing After Image:
termed hunting, i.e., prevent the Bendix pinion flying inand out of mesh when going over the compression points. The proper way to measure starting torque is to grad-ually increase the applied torque until the crank starts tomove. The applied torque at this point is equal to thebreak away torque. The applied torque should then be in-creased and after the speed becomes constant, the torqueand speed observed. Make observation at several differentspeeds, and from the data obtained a curve may be plotted. The two enclosed curves represent the winter crankingtorque performance of a six-cylinder 207 cu. in. and a six-cylinder 354 cu. in. engine. The tests were made at ap-proximately 10 deg. Fahr. in a large ice box constructedfor experimental purposes. Mobile A oil was used in theengines, both of which had been run several thousandmiles prior to these tests. The cooling water was drained from the engines, andthey were then run into the ice box, which had been cooledto near zero temperature.

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