ALBERT L. CLOUGH Motor Service Durcau Review' of Reviewd > Evils Of Over-Thin Engine 0il A Power. Losses And Oil Pumping Are Among Them THE LIABILITY OF EXCESSIVE wear of parts of engines, which Are run with oil that is greatly diluted with unburnt fuel or which is of such inferior quality as to thin excessively when heated, has been greatly stressed of late--possibly even more than the facts Warrant, as it is being realized that dirty oil Is a more serious evi than ofl which is merely too thin. nt Viscous Oil For Sealing Pistons Important as Is the infuence on lubrication of overthinness of ofl, its adverse effect upon the tightness of pistons should not be ignored. Piston-rings, in the last analysis, thelr cylinders." They merely act do not make pistons gas tight in as supports for the oil that sur rounds them and which itself forms the seal which prevents gas feakage. Properly viscous oli holds fast around the rings and resists gas escape, but extremely diluted or heat-thinned oil is blewn out and lets the gas by. Low power development in an engine which is running on watery ofl may be due more to loss of gases past the pistons than to frictional losses resulting from insufficient lubrication, Demonstrating The Oil Seal To demonstrate the all important part played by the oil film in confining the gases in the cylinder, it ia only necessary to handcrank $4 engine just after it has been treated with liquid carbon remover or has bad its pistons and rings Resistance to handeranking thro cleaned of oil in any other way. uzh the compression strokes will be found practically nil, thus indicating a virtually unresisted escape of gas past the pistons. Diluted Ofl "Pumps" Too Freely _ ye Oil that Is too thin to hold fast around piston rings is free to move upward into the cylinder clearance spaces, under the suctiqp acting during the charging strokes and this fact accounts for the excessive tendency to foul spark-plugs and to collect carbon deposits, on the part of engines which are ran on greatly diluted oll or oil which cannot successfully withstand high temperatures. If the oil used is not of good quality or if it is not renewed when its useful properties have been lost, an engine will fall off in power and will give ignition and' carbon trouble, not to speak of wearing out fast. . The recent stress placed upon the dilution of oil by admixture of unburned gaso- Jine has somewhat diverted attention from the paramount necessity ot using oll which is mherently of maintains "ts lubricating qualiti g00d quality, which wears well and es under prolonged .exposure to engine heat, but nevertheless the question of Wnitial oil quality is really of more importance than that of its subsequent deterioration. AVIATION GAS FOR EASIER STARTING H. A E.'writes: I keep my car In a detached, single-stall garage, with no means of heating it and, Of course, have all kinds of trouble In starting my engine, all winter. A friend. who is similarly situated. "bas been using dviatl gasoline instead of the regular grade of fuel. since cold weather camé on, and says' that he has had much less 'Starting trouble than formerly. Do you advise my trying this? Answer: Yes, you will fing it helps the situation noticeably, not oy by making starting prompter, t In réducing the time required 10 get the engine running properly There will also be less dilution of your engine oil and less drain upon your battery. The additional ex- pense for high tést fuel will be more than compensated for, by the convenience and saving in time which its use brings about. ------ CASTOR OIL FOR ENGINE LUBRICATION C. J. asks: T have understood that castor oll instead of ordinary cylinder oil is sometimes uses in the engines of racing cars. Why is this? If it is better for racing engines, why is It not so for the engines of ordinary cars? Answer: Castor ofl will main- tain a reliable lubricating film when exposed to the extreme pres- sures and temperatures met with in racing, under which all but the best adapted mineral ofls are like- ly to fail and has been used in racing engines very extensively in the past, on this ground. Its use produces so much gummy residue and involves so frequent disassem- blings and. cleanings of engines, that it is impractical for ordinary use Automatic Gear Shifting SINCE ALMOST THE EARLIEST DAYS of the gasoline automobile =-about as soon as it became universally acknowledged that some. sort of variable gear-ratio connection was necessary between the engine and drive wheels--it has been the dream of inventors to devise a form of continuously variable transmission, the ratio of * which should be automatically altered, in proportion to'the resist- Ange encountered by the car. Considerable experimentation directed toward this end, has recently been going on abroad, where economy Calls for cars with such small engines that frequent gear shifts are required. Changes of gear are so seldom needful in the operation + of conventional American cars that less interest has been shown in these automatic torque-speed conversion devices here, but with the promised advent of European type small cars, the problem of elim- _ Inating manual gear shifting should assume a new importance. Very many people are still deterred from operating cars at all or are driven ~ to use the two-speed planetary gears simply because of real or fancied culty in handling sliding gears and everyone will readily admit 'that it would be fine to jump into a car, and merely engage the _ Clutch and open the throttle to have the car au tically change from a low starting ratio, through intermediate , to the high- #st ratio compatible with the best gervice. Yet it looks as if this were within the realm of not distant possibility. OLD STYLE CLUTCH "GRABS" |think causes this missing? 4 . Answer: We do not know, but it sometimes happens that carbon removing lquids loosen particles of carbon from the piston heads or elsewhere and that some of these get caught under certain exhaust valves and hold them open slightly, causing their cylinders to miss. Try the compression in each cylinder separately and if it has become very weak in one or more of them, you may find carbon on the valve seats. Another effect of carbon removing =e car grabs, although 1|)iquidw, applied with the fuel, some- pe had a new leather installed in| gir a0 is to remove foreign matter find have treated this with neats- | from the fuel tank or piping, which and castor oils. The flat springs | naterial may clog the carburetor der the leatler seem in 00d girainer, needls valve passage or on and there is nothing| oth fuel ducts, so that the engine j@ clutch that is out of line. fails to get a mixture rich enough to fire regularly. You better clean out the fuel system thoroughly throughout. a HEAVY OIL FOR WORN ENGINE THE DAILY BRITISH WHIG EE -------------------------- ~ = -- -- SS oH the the Border Cities, Ons. July 12, 1926. Imperial 0411 Limited, 66 Church Street, Toronto, Ontario. Gentlemen: After using your Marvelube 011 Extra Heavy in our aeroplane I would Tike to tell what a difference there is in running motors using Marvelube Oil. I am running a water-cooled, eight oylinder, V. type, 90 H.P. Ourtis engine, whioh turns up 1,600 R.P.N, Since using your Marvelube Extra Heavy have flown over 00 flights, approximately 100 » averaging between 72 and 75 miles per hour. After flying with Marvelube 0il Extra Heavy my observation has been that the motor only makes half the noise and turns up much faster. The motor gots away immediately, does uot gum up in bearings and cause friction and carbon when starting. I say this oil.is free from carbon and can prove it to one who will eome to our field and see the motor stop after a flight. If re is carbon in a hot motor, the motor will not stop when the switoh is shut off. The motor will give a few explosions, pe: in a backward direction, which is very hard on bearings and orankshaft. ter using Marvelube have noticed that the motor will stop directly whem switoh is turned off, whioh is saying ® 10% for this oil in a hot motor. Many otators have remarked, since we made the change to Marvelube 041 Extra Heavy, that we must have repaired our motor because it does not throw oil : " You see the rings in an aeroplane motor san not be as tight as in & oar, 80 if your oil has not got & body to it there is sure to be oil burning in the exhaust pipe which throws out smoke. While us our Marvelube rs Heavy the water temperature has never risen above | aE and motor meter on radiator has never risen above the white line. Have flown as 1 as i without ohanging 0il, and after. $14 bours flight T Sook Jour es Heavy Gur of the aeroplane ° case and it looked so shat it » a to throw it away, so put it in my Dort Bix car, 1 model, and used it ever since. The oar operates very smoothly, my oil gauge staying at six pounds p! ure, Your Marvelube Oil seems $0 have all of the necess characters istics to properly lubricate an seroplane engine and am writing this letter $0 you in the hope that my sxperiance may be of value to other aeroplane or motor oar users. 4 ! Tours truly, Oust (eel.