may i, 1962 automotive industries...may i, 1962 automotive industries engineering a chilton...

MAY I, 1962

AUTOMOTIVEINDUSTRIESENGINEERING

A CHILTONPUBLICATION

MANAGEMENT PRODUCTION DESIGN

NEW VEHICLES /VTT

1962OFFENHAUSER

ENGINEThis latest version of the Meyer & Drake Offen-

hauser engine will go into one of the new A. J.

Watson cars. It will be mounted in an upright

position, veering away from the trend of re-

cent years to lay Offenhauser engines on their

sides. SEE PAGE 46

SETUP FOR MAKING TEMPEST TORQUE TUBES

HARDENING AND BALANCING CRANKSHAFTS

In order to stand up under severeoperating conditions, a growingnumber of machine tool manufacturersare switching to bolts and fastenershot forged from alloy steel. For exampliWESPO DIVISION of Vlier EngineeringCorporation specifies 4140 electricfurnace quality alloy for special highstrength bolts. Copperweld suppliesAristoloy hot rolled bars of uniform m

forging quality and surface condition.The result — high strength premiumfasteners which are now widelypreferred by machine tool buildersand metal blanking industries.For complete information about 4140or other Aristoloy forging qualitysteels, call your nearest Copperweldrepresentative or write forillustrated catalog.

Not Headed Bolts...Alloy Steelof course

COPPERWELDSTEEL COMPANYARISTOLOY STEEL DIVISION 4025Mahoning Ave., Warren, Ohio • EXPORT: Copperweld Steel International Co., 225 Broadway, New York 7, N

Milling with a twistSteam turbine technology has brought about majorimprovements in efficiency. In so doing, it has creatednew problems in machining complex turbine blades.

A satisfactory machining method must finish theblades from tip to root in one continuous operationto provide a smooth and accurate contour. It mustleave uniform stock for final polishing. And it mustallow the designer to change size, contour and twistwhen better configurations are discovered.

The CINCINNATI 4-spindle 50" Airfoil Blade Mill-ing Machine was developed for this purpose byour Special Machine Division. Tracer controlled, itgenerates new airfoil shapes with carbide millingcutters at lower cost than ever before.

Time savings in milling the airfoils range from75 to 909f! In addition, root platforms, erosionshield pads and lashing-wire stubs can be partiallycontoured as a part of the automatic cycle since the ;tracer includes depth control. A wide variety of;blades (airfoil lengths up to 50") can be producedfrom forgings or pre-machined bar stock by simplychanging masters and tools.

Capability to solve problems—not only in milling;but in any metalworking process—is available to you. iWe'd like to show you how we can be helpful. Tell ius about the difficult parts you need to machine.

Special Machine Division, The Cincinnati Milling \Machine Company, Cincinnati 9, Ohio.

CINCINNATITHE CINCINNATI MILLING MACHINE CO.

AUTOMOTIVE INDUSTRIES, May 1, 2962

^ -Circle 101 on Inquiry Card for more data

Circle 104 on Inquiry Card for more data

nn

Mack Muscle vs. The Mesabi RangeHeavy loads. Steep grades. Tempera-tures ranging from 40 degrees belowto 110 degrees above zero. Rain,slush, snow, mud and dust.

These are the conditions on theMesabi Iron Range nature's testchamber in North Eastern Minne-sota. Here the Mack M-45SX trucka huge 45 tonner is put to the testhauling overburden and ore.

One reason for Mack ruggednessis the vital transmission parts madeof nickel-moly steels.

Main drive pinions, counter shaftmain drive, compound main drivepinion, and bevel pinion are of car-

burizing grade AISI 4800 seriesnickel-moly steels. With high tensilestrength and case hardnesses of 60-63Re, these 3.5% nickel steels haveextremely tough cores under hardcases that resist wear and severecompressive loading.

The AISI 4600 series nickel-molysteels are used in 1st, 2nd, 3rd and4th speed clutches and in the com-pound sliding clutch. These steels,containing 1.8% nickel, have impact-resistant cores and hard cases thatdeliver excellent resistance to fric-tion and wear under all-weatheroperating conditions.

When you select alloys for heavily-stressed transmission components,remember the combinations of prop-erties available in nickel-moly steels.For information and technical data,write for "Nickel Alloy Steels andother Nickel Alloys in EngineeringConstruction Equipment."

THE INTERNATIONAL NICKEL COMPANY, INC.67 Wall Street New York 5, N. Y

INCO NICKELMAKES ALLOYS PERFORM

BETTER LONGER


AUTOMOTIVESTRIES

A CHILTON MAGAZINE • PUBLISHED SEMI-MONTHLY

MAY I, 1962

Features

Passenger Cars • Trucks • Buses • Aircraft • Tractors• Engines • Bodies • Trailers • Road Machinery •Form Machinery • Parts and Components • Accessories

* Production and Processing Equipment •Design • Production • Engineering • Management

VOL 126, No. 9

V Geneva Show StressesTrend to Bigger Cars

Many of the cars exhibited at the Interna-tional Automobile Show in Geneva werepowered by engines with a piston displace-ment of 1.5 to 3 litres. Engines of the 350-500 cc size have almost disappeared. Thisreflects the increasing prosperity of buy-ers who can afford larger cars. Page 37

• New Cars and Enginesfor Indianapolis "500"

More than 72 entries are expected to battlefor the 33 starting positions in the 500-mile race at Indianapolis on May 30. Anumber of the new cars and engines aredescribed and illustrated. Page 40

• New Vehicle Designsat Leipzig Fair

New transmissions and engines were amongthe innovations on display at the 1962 Leip-zig Fair. Both Russia and East Germanypresented the latest designs in trucks andtractors. Page 44

• Setup at Pontiacfor Making Torque Tubes

A compact fabrication department at Pon-tiac Motor Division is producing the uniquetorque tube assemblies used in Tempestmodels. Page 46

• New Techniques in Metalworkingat Saginaw Steering Gear Plant

Steering gear assemblies, and a variety ofsteering linkage components, are being pro-duced by the latest methods at SaginawSteering Gear Division, GM Corp. Page 48

• Mobility and Tactical Vehicle Designat Ordnance Tank-Automotive Command

Superior cross-country mobility for theArmy's tactical and logistic wheeled ve-hicles is definitely essential. 1

• Machine Tool Builders Report"Status Quo" Business Picture

When combined, a representative group of33 machine tool builders—in respondingto AI's latest quarterly survey of the ma-chine tool industry — has reported littlechange, January 1 to April 1. Page 54

V Hardening and Balancing Crankshaftsat Wisconsin Motor Corporation

An induction hardening machine and anautomatic balancer have been installed byWisconsin Motor Corp. as a part of an en-gine design program. Page 56

^ New Product Itemsand Other Features, such as:

News of the Machinery Industries; Indus-try Statistics; and Metals.

. . . continued on next page

•MEMIER

National BusinessPublications. Inc.

Copyright 1963 bu Chlkvn Company

Business PublicationsAudit of Circulation

ATJTOSIOTIVE INDUSTRIES is a consolidation of The Automobile(weekly) and the Motor Review (weekly) May, 1902; Dealer and Re-pairman (monthly), October, 1903; the Automobile Magazine (monthly),July, 1907, and the Horseless Age (weekly), founded in 1895, May, 1918.ElMTOBIAIy EXECUTIVE OFFICES, Chestnut and 56th Sts., Phila-delphia 39, Pa., U. S. A. Cable address—Autoland, Philadelphia.


Get completeservice on all

your barrelfinishing needs

from one dependable source.3M's "Honite" Brand brings youthe most advanced media, ma-chines and methods backed bycomplete laboratory and technicalservice. Choose from the following:

"HONITE" MEDIA1 Natural, 7 Synthetic

"HONITE"—for minor stock removaland burnishing. "SUPER-HONITE"—for smooth finishing and burnishingon all metals. "CERAMICONES" and"CERAMITABS"-for light deburring,honing, coloring, or burnishing wherelodging is a problem. "Z-N" TumblingShape—for finest pre-plate surfaces."C-R" Tumbling Shape—for fast cutand low micro-inch, clean finishes-soft metals. "CERAMIHONES"-forfastest cut and longest wear—mini-mum lodging.

"HONITE" EQUIPMENTFour types, more than 100 Models

Automated Equipment—may becustom built to your needs. VibratingEquipment—featuring tub- type,closed top vibrators. Rotating Equip-ment—available in a wide variety ofcapacities and sizes. Vibrating-Rotat-ing Equipment—featuring rotation,vibration or simultaneous rotationvibration.

"HONITE" COMPOUNDSA wide variety of cleaning,

abrasive and finishing compoundsfor all purposes.

"HONITE" dealers are located inprincipal cities

For information on sample processing of yourmaterials, write: 3M Company, Dept. HAG-52,St. Paul 1, Minnesota.

HoniteB R A N D

PRODUCTS FOR BARREL FINISHING

miNNESDTA [TUNING EIDANUFACTURING CD.


AUTOMOTIVEINDUSTRIESCONTENTS Continued

NEWS TOPICSWillys' Tornado Engine 19

$1.5 Million for Safety 21

Opel Plans New Small Model 22

M. D. Hill Heads J. I. Case Co 22

New Michigan Tractor Shovels. . . . 22

72 Eligible for '5001 22

F-85 Jetfire Turbo Engine 27

Alcoa Develops 'Safety' Spare. . . . 28

Reo Has New Engine 30

3 New English Ford Models 31

2 AMA Directors Named 31

DEPARTMENTSCalendar of Coming Events 8

Letters to the Editor 13

News of the Automotive andAviation Industries 19

Men in the News 33

Editorial Page 35

Machinery News 57

Industry Statistics 59ASTME Show 60

Metals 65

Advertisers' Index 78

Free Literature At Back of Issue

HARTLEY W. BARCLAY. Editor and PublisherJOHN F. PFEFFER, Assistant Publisher H. H. ROBERTS, Engineering Editor

EDITORIAL STAFFCHARLES A. WEINERT, Eostern EditorC. B. CAMPBELL, News EditorROBERT P. HOMER, Editorial Production Mgr.CORNELIUS J. KELLY, Assistant EditorNORMAN M. LLOYD, Markets EditorMARCUS AINSWORTH, Statistical EditorHAROLD M. NELSON, Specifications EditorHOWARD KOHLBRENNER, Art DirectorJANE LIVINGSTON, Products Guide EditorAssistants—Inza Sherburne, Linda Sherr andBonnie Watkins

DETROITJOSEPH GESCHELIN. Detroit EditorJAMES DUNNE, Regional News Editor

WASHINGTONGeorge H. Baker, Washington EditorNeil R. Regeimbal, Wash. News EditorDavid R. Heinly, Wash. News Editor

LOS ANGELESR. Raymond Kay, Pacific Coast Editor

LONDONDAVID SCOTT, British Correspondent

Robert Gunning, Readability Consultant

BUSINESS DEPARTMENTE. H. MILLER, Advertising Mgr.JAMES CADAGAN, Circulation Mgr.JOHN H. KOFRON, Chilton Research Dir.NORMAN M. LLOYD, Market Service Mgr.

R E G I O N A L M A N A G E R S

CHICAGO—Carl A. Zehner 360 North Michigan Ave.,Chicago 1, I I I . . Phone Randolph 6-2U6

DETROIT—Thomas L. Pickrell 103 Pallister Ave.,Detroit 2, Mich., Phone TRinity 3-7800

PHILADELPHIA and NEW YORK—Nelson W. SleberChestnut & 56th Sts., Philadelphia 39, Pa., PhoneSHerwood 8-2000; and 100 East 42nd St., NewYork 17, N. Y., Phone OXford 7-3400

CLEVELAND—George Kilbride 930 B. F. Keith Bldg.,Cleveland 15, Ohio, Phone Superior 1-2860

DALLAS—William J. Smyth 189 Meadows Bldg.,Dallas 6, Tex., Phone EMerson 3-6426

SAN FRANCISCO—Frank W. McKenzie 1355 MarketSt., San Francisco 3, Calif., Phone UNderhill 1-7107

LOS ANGELES—L. H. Jackson 198 S. Mvarado St.,Los Angeles 57, Calif., Phone DUnkirk 7-1271

ATLANTA—John W. Sangston 1776 Peachtree St.,N. W., At lanta 9 , Ga., Phone 875-1255

All unsolicited and contributed articles submitted without advance approval by the editors are sententirely at the author's risk and the editors will not be responsible for safekeeping or prepaid postagereturn of such materials or photographs.As part of its worldwide automotive and aviation news coverage AUTOMOTIVE INDUSTRIES is servicedby United Press International and has editorial correspondents in major United States and Foreignindustrial centers.

(J) CHILTON COMPANY OFFICERS AND DIRECTORS (J)

President: G. C. BuibyExecutive Vice Presidents: G. T. Hook, R. E.McKennaVice Presidents: P. M. Fahrendorf. L. V. Row-lands, M. E. Cox, E. B. Terhune, Jr., R. W.Case, Jr., J. H. Kofron

Treasurer: Stanley ApplebySecretary: J. A. MontgomeryOther Directors: W. H. Vallar. F. P. Tighe,C. A. S. Heinle, G. E. Cameron, T. C. Camp-bellAssistant Secretary: I. C. Holloway

AUTOMOTIVE INDUSTRIES is one of the Publications Owned by CHILTON COMPANY. ExecutiveOffices, Chestnut & 56th Sts., Philadelphia 39, Pa., U. S. A.


Cleaning Specialists ofAmeriMAJOR PRODUCERS OFPHOSPHATE COATINGS

announce*-*THE NEWICROBO

Detrex Microbond is an ultra-fine-grainedphosphate coating with property advantagesthat provide maximum quality, high finishand make single-coat painting possible.

This new Detrex Microbond will physicallyimprove the quality of any painted steelproduct. Your laboratory can quickly andeasily confirm that this is the finest phosphatecoating ever produced.

For a paint finish with superior direct andreverse impact properties; improved conicalbend test results; excellent corrosion resist-ance, and controlled optimum coatingweights; Microbond is your answer. This isonly one of the many advanced products tocome out of the laboratories of DetrexChemical Industries, Inc., cleaning specialistsof America.

DETREXCHEMICAL INDUSTRIES, INC.

P.O. BOX 501; DEPT. AI-562, DETROIT 32, MICH.

Perm-A-Clor NA (Trichlorethylene)

Alkali and Emulsion Compounds

Aluminum Treating Compounds

Rust-Proofing Materials

Phosphate Coating Compounds

Paintbond Compounds

Extrusion and Drawing Compounds

Spray Booth Compounds

Solvent Degreasers

Ultrasonic Cleaning Equipment

(Industrial and Surgical)

Industrial Filters

Tank Cleaning Equipment

(Vapor Generators)

Industrial Washers

Swimming Pool Filters

AUTOMOTIVE INDUSTRIES, May i , 1962

Drycleaning Solvent and Equipment


t * * » \

Want to design your product handsomer, stronger,lighter, at lower cost? Skeletonize it with steel wire!

Wise product designers emulate Nature: theyput strength where it's needed, yet do all theycan to avoid unnecessary bulk. In Nature, thistakes millions of years, as in the wire-like skele-ton of a snake. In industry, it takes imagination,especially when you consider that the skeletonis often all you need. Start with steel wire . . .here's why:The strength of wire. Wire is steel in its strong-est form, cold drawn to strengths that start at60,000 psi and range well beyond 600,000 psi.You don't have to overdesign with steel wirebecause you can put the strength where youneed it. In addition to getting the exacf strengthyou need, with wire you can get the exact stiffsness, or hardness, or softness.The lightness of wire. Because wire delivers somuch more strength per unit of area, skeleton-ization lets you cut the weight of nearly anyproduct. One wire-forming company helped amotor manufacturer cut \3l/2 pounds from a 24-pound motor mount. Weight of another mountwas reduced 75%, weight of a time card rackwas cut 33%. If you're unhappy about the extraweight of a stamped, cast or forged component,ask yourself if skeletonized wire constructioncould do the job better.

The economy of wire. Wire construction is sim-plicity itself. You don't have to machine awayexpensive metal, set up complex tooling forforming and joining. Wire forming is an uncom-plicated process and wire is easily joined byresistance welding. Savings are inevitable. Costof a door anchor was cut 70% when it was rede-signed in wire, cost of a bulb holder reduced60%, cost of an electric tool holder went down66%, and cost of a TV tube mount was cut two-thirds largely by a 7-part redesign in wire thatreplaced 42 parts in the old design.

The esthetics of wire. Good design starts withsimplification. Hundreds of pieces of ungainlyequipment have been replaced with clean,attractive designs in wire. In addition to whatyou can do with it, wire has a natural beauty ofits own. You can specify any number of dif-ferent surfaces, in varying degrees of bright-ness. You can specify Stainless Steel wire. Youcan specify regular steel wire coated with zinc,copper, cadmium, tin, armored jackets of cop-per or nickel for corrosive applications, a fullrange of colored zinc chromate coatings, blackoxidized finishes, shockproof rubber andplastic coatings. As for finished assemblies,you can plate them, enamel them, lacquerthem,get just about any finish you need.. . . and more. Wire is truly a unique designmaterial. Clever designers can take advantageof its resiliency to absorb vibration, mufflenoise, add dimensional stability to soft goodsthat mustn't stretch or tear. Wire permitsstrong, open assemblies that allow free airpassage, better cooling and accessibility inparts such as fan guards and grilles. Not allwire is round either. It comes in an unlimitednumber of shapes, from half-ovals to multi-grooved sections that can eliminate expensivemachining and forming operations, and thatoffer a spectrum of design possibilities.Investigate steel wire next time you want to cutcosts or improve performance of a product thatmust be strong and light. As innovators in steelwire, we welcome the chance to work closelywith you to create new products and new mar-kets for your products made of wire. WriteProduct Development Section, Room 2220,American Steel and Wire, Rockefeller Build-ing, Cleveland 13, Ohio. USS is a registered

trademark, innovators In Wire

American Steel and WireDivision ofUnited States Steel


Custom tools, sets or kitsStandard or modified tools

Customized finishesand packaging

Custom forging,machining, fabricating

TO SOLVE YOUR BASIC TOOL PROBLEMS,CALL ON PROTO CONTRACT SERVICES!If your problems involve production or main- SEND FOR NEW ILLUSTRATEDtenance tools, original equipment tools, compo- BROCHURE OH COMPLETE SERVICESnent parts, processing-call on Proto's Contract *«° COST WINGSSales Department for complete service. Proto'sexperience and facilities lead the industry inanalyzing and solving all your basic tool needs.Prompt, thorough service. Next time you need"non-standard" tools, call on Proto.

PROTO CONTRACT SALES DEPARTMENT

PROFESSIONAL f QUALIiV TOOLS

CALENDAROF COMING SHOWS AND MEETINGS

2209 Santa Fe Avenue, Los Angeles 54, California

iiiiiiiiimiimimimiiiimimiimiiiiiiiiiiiAmerican Society of Mechanical En-

gineers, Maintenance and PlantEngineering Conference, New Or-leans May 7-8

American Foundrymen's Society,66th Annual Casting Congress andExposition, and the 20th Interna-tional Foundry Congress, Detroit

May 7-11

The American Society of Tool andManufacturing Engineers, ToolExposition and Engineering Con-ference, Cleveland May 7-11

American Society of LubricationEngineers, Annual Meeting, St.Louis May 8-10

Copper and Brass Research As-sociation, Annual Meeting, HotSprings, Va May 13-16

Society for Experimental StressAnalysis, Spring Meeting, Dal-las May 16-18

American Institute of Chemical En-gineers, Baltimore May 20-23

American Society of MechanicalEngineers, Hydraulic DivisionConference, Worcester, Mass.

May 21-23

American Iron and Steel Institute,Annual Meeting, New York.. May 23-24

The Aluminum Association, Sum-mer Meeting, White SulphurSprings, W. Va May 24-26

New Products and Invention Show,Michigan State Fair Grounds, De-troit May 25-27

Malleable Founders Society, AnnualMeeting, Hot Springs, Va. ..May 28-29

American Gear Manufacturers As-sociation, 46th Annual Meeting,Hot Springs, Va June 3-6

American Society of MechanicalEngineers, Lubrication Sympo-sium, Miami Beach June 4-6

American Society of MechanicalEngineers, Summer Annual Meet-ing, Quebec, Canada June 10-14

Society of Automotive Engineers,Summer National Meeting, Atlan-tic City, N. J June 11-15

Sacramento State College, Instituteon Principles of NondestructiveTesting, California June 11-22

Cornell University, Seminars in In-dustrial Engineering, Ithaca, N. Y.

June 12-15

| The Society of the Plastics Indus-' try, Inc., 4th Annual Plastics forI Tooling Seminar, Purdue Univer-

sity, Lafayette, Ind June 14-15

Gray Iron Founders' Society, Inc.,2nd Annual Meeting of the Duc-tile Iron Section, Cleveland.June 18-19

The Material Handling Institute,Inc., Great Lakes Show, Detroit

June 19-21

American Society for Testing andMaterials, 65th Annual Meetingand 15th Material Testing Ex-hibit, New York June 26-29

Instrument Society of America, 3rdAutomatic Control Conference,N. Y, University, N. Y. C.June 27-29

Circle 107 on Inquiry Card for more data AUTOMOTIVE INDUSTRIES, May 1, 1962

Throttle control cable with liner of TEFLONsimplifies design...cuts assembly costs

A flexible cable with a liner of a Du Pont TEFLON

fluorocarbon resin runs from accelerator to throttle,replacing complex mechanical linkages in 1962 Dodgesand Plymouths. The new cable prevents engine motionfrom being carried to the accelerator. And it may sim-plify redesigning for new models and modifications.

Key to the success of this cable design is the lowcoefficient of friction offered by TEFLON resins—lowestof any solid materials. The drawing at upper rightshows the cable construction: from inside out, 7-strandcable: .011" liner of TEFLON; flat steel wire to preventcrushing; long-lay steel wire to prevent kinking; poly-

<nypon> T E F L O NF L U O R O C A R B O N R E S I N S

propylene moisture shield. The performance of thiscable in rigorous tests and on 1962 cars has been sosuccessful that Chrysler Corporation plans to continueits use next year.

This is another example of the automotive designimprovements made possible by the use of TEFLON.

For more information, write to: E. I. du Pont deNemours & Co. (Inc.), Dept. AI-51, Room 2526TNemours Building, Wilmington 98, Delaware.

• • •

In Canada: Du Pont of Canada Limited, P. O. Box660, Montreal, Quebec.

TEFLON is Du Pont's registered trademark for its family offluorocarbon resins, fibers and film, including TFE (tetrafluoro-ethylene) resins and FEP (fluorinated ethylene propylene) resins.

B E T T E R T H I N G S F O R B E T T E R L I V I N G . . . T H R O U G H CHEMISTRY


Foundry Capacity — Castings of aluminumand magnesium parts of intricate and pre-cise design are a specialty at Wright Aero-nautical. Facilities are complete for sandcasting and shell molding.

Space Age Welding—High-quality weldingtechniques convert steel sections into Minute-man rocket motor cases without use ofpreheat. Tooling is simplified, productionincreased and unit costs lowered.

Metallurgical Research — Hot sprayings ofprotective ceramic coatings on experimentalmissile cases is one of the advanced materialtechniques developed by metallurgists atWright Aeronautical.

Spanning the Critical Demands of Industry Subcontracting

Total Capability

Engineering — Wright Aero-nautical's experienced tech-nical staff provides extensiveengineering support to sub-contracting programs, utiliz-ing advanced analytical andcomputing devices to facili-tate solution of complexproblems.

10

Capability to design and manufac-ture aerospace products requires awide range of technical skills whichcan also help virtually any branchof industry.

The complete facilities of the WrightAeronautical Division provide a totalcapability in design, development,


Production Machining — Volume productionof precision manufacturing to space-agestandards of quality and precision is achievedby use of such equipment as this numericaltape-controlled machine.

Sheet Metal Fabrication — Precise forming,welding and fabrication of lightweight partsis made possible by experienced craftsmenusing highly diversified and widely variedmachines and equipment.

Gears and Gear-Systems — More than 50million precision gears have been producedfor defense and industry. A new Curtiss-Wrightgear system increases electrical out-putof the Lockheed P2V aircraft by 50%.

at your commandtesting and manufacturing1 for manytypes of subcontracting: work, fromtiny gem-like gears to giant rocketmotor cases. These integrated facili-ties are available either on a proto-type or production volume basis, atcompetitive prices. Let us show youhow our total capability will benefityour entire program.


Wright Aeronautical Division

Curtiss 9 WrightCorporation.

Wood-Ridge, New Jersey

Circle 108 on Inquiry Card for more data 11

II

Accelerator pedal of ESCON" polypropylenesaves over 50% in part costWhen motorists "step on the gas" in the '62 models, a lot ofthem are stepping on polypropylene pedals like the one yousee here. Molded in one piece, accelerator pedals of light-weight, economical ESCON polypropylene bring about dra-matic savings in part cost—with no sacrifice in performance.Auto makers are turning to ESCON polypropylene for many

other uses. too. They like its heat and stress-crack resistance,negligible water pickup, excellent electrical properties anddimensional stability. Enjay can help you take full advan-tage of this tough thermoplastic. Call or write our Detroitoffice, 17360 West Eight Mile Road, Southfield, Mich.KEnwood 2-7113.

ENJAY CHEMICAL COMPANY, a division of Humble Oil & Refining Company CNJAY

12 Circle 109 en Inquiry Card for more data AUTOMOTIVE INDUSTRIES, May 1, 1962

LETTERSTO THE

EDITORReaders' opinions or requests for additional information on material appearingin the editorial pages of AUTOMOTIVE INDUSTRIES are invited for thiscolumn. No unsigned letters will be considered, but names will be withheldon request. Address Letters to the Editor, AUTOMOTIVE INDUSTRIES, 56th &

Chestnut Sts., Philadelphia 39, Pa.

PLASTICS USAGEOur inquiry regarding polyethyl-

ene products was with respect tobattery frames and hold-downs forour 100 Series Tractors. However,we have not as yet tried anything-in the aforementioned material,and we are still looking for a suit-able design. Our main concern isto isolate the battery from some ofthe harmful vibrations set up. Weare, at present, experimenting withNeoprene sheeting for the batterybox compartment which showspromise of being successful.

In the past, we have used nylontubing with a modicum of success,but operators showed some resist-ance as it was highly susceptibleto damage when welding opera-tions were performed in close prox-imity to the tubing.

L. G. WildeyEimcoSalt Lake City, Utah

HANDS ACROSS THE SEAIn your magazine of December

1, 1961, is an advertisement abouta guide to the principal sources ofscientific and industrial informa-tion in the U. S., and presented ina directory of Materials Informa-tion Centers compiled by the AirForce. The directory lists and de-scribes more than eighty organiza-tions including special libraries,etc.

I would be very much obliged ifyou can supply me as soon as pos-sible with a copy.

Dr. Emmanuel Paul GnevtosStuttgart, West Germany

• Although we can not supply youwith a copy, we can point you inthe right direction. Information ison the way.—Ed.

PRODUCT PLANNINGAfter reading the article appear-

ing in the January 1 issue of


AUTOMOTIVE INDUSTRIES on"Product Planning—Newest Man-agement Function," I am anxiousto obtain ten reprints so that mem-bers of our staff may have this attheir disposal for reference.

R. J. NightingaleSenior Cost EstimatorCadillac Motor DivisionDetroit, Mich.

MULTI-FUEL ENGINEOn page 40 of your February

15th issue, you refer to the factthat a Continental Motor multi-fuel engine is in production inMuskegon, Michigan, and is knownas the "Hypercyele LDS-427-2."We would like to know if any fulldescription of this engine is yetavailable and if so where we maysee it.

C. H. BradburyTechnical DirectorSimms Motor Units Ltd.East Finchley, London

• The manufacturer is always thebest source for complete and de-tailed data. Suggest you write di-rect to Continental Motors, 205Market Street, Muskegon 82, Mich-igan—Ed.

PLAUDITThe majority of our dealers use

your publication to great advan-tage through the year and speakvery highly of it.

A. E. TracyAutomotive Sales ManagerAmerican MotorsDetroit, Mich.

STAT ISSUEMay I congratulate you on the

Statistical Issue. It is terrific! Mycopy went to work within hours ofreaching my desk.

Owen F. KeelerDodge DivisionDetroit, Mich.

Can you usea pump that isguaranteed attemperatures to230° F?

BERRY/DOWifYrmakes itlPerformance and warranty of Berry/Dowtyhydraulic gear pumps are unaffected bysystem temperatures of 230° F. providedminimum operating oil viscosity is 50 SSU.A Berry/Dowty pump (rated output 24.5GPM at 1800 RPM and 2000 PSI) was putthrough a one million cycle 0-2000 PSItest, with the final 200,000 cycles at 250° F.

There was no decrease in efficiency.Efficiency of Berry/Dowty gear pumps

reduces hydraulic system heat build-upand gives longer life. There are no needlebearings to break or wear out. Metered,pressurized lubrication of the journal bear-ings is independent of discharge pressure.Check these performance figures:

MODEL

GPA2-45GPA2-65GPA2-85GPA2-115

DELIVERY GPM

1000 PSI

7.19.9

13.018.0

@ 1800 RPM

2250 PSI

6.89.3

12.717.4

Many models to choose from, with outputsto 93 GPM and speeds to 6000 RPM. Man-ufactured in U.S. by Berry. Mail couponfor catalog; request units for tests.•Trademark Dowty Hydraulic Units Ltd., England

HYDRAULICS

MAIL FOR NEW GEAR PUMP CATALOGBerry Hydraulics, Corinth 1, Miss. Dept. B

Name

Company

Address


13

(lightweight air tools "sound off" at Ford Motor Company)

That steady, consistent hum is the tip-off. This bit isbeing driven by an air drill. No sputtering, no stalling—just smooth, easy cutting into the toughest steel.Ford uses over 3000 air tools in their Lorain,Ohio, assembly plant alone (no, they'renot all ours). But, as many manufacturersfind, air tools can boost production as much

as 40%, they provide lightweight compactness and havean unparalleled ability to meet torque requirements forspecific jobs. So when you're ready to talk portable

tools, talk to the air tool specialists. Justcall the Rotor Sales Engineer. Or write toThe Rotor Tool Company, 26300 LakelandBoulevard, Cleveland 32, Ohio.

OTOROOLS

Subsidiary of The Cooper Bessemer Corporation

NAUGATUCK CHEMISTRY MAKES THINGS HAPPEN

Nine '62 models use Kralastic ABS

KRALASTIC ABS A total of twenty-five keyparts molded of KRALASTIC ,̂

the original ABS plastic, are being used in nine 1962models. Instrument clusters, electrical connectors, air-conditioner housings, printed circuit cases, heater ductsare but a few of the many parts molded of this tough,versatile plastic. Auto manufacturers have found parts-molded of KRALASTIC are strong, tough, rigid, light inweight and resist abrasion and corrosion. They retaintheir impact strength over a wide range of tempera-tures, can be molded to fine tolerances and have excel-

NAUGATUCK CHEMICAL DIVISION

]ent dimensional stability. In addition, KRALASTIC iseasily fabricated by machining, cementing, nailing,drilling, and tapping. Its use eliminates extensivefinishing operations, and simplifies many troublesomeassembly problems.

It's no wonder that the auto industry will use over tenmillion pounds of ABS plastic this year...and expectsto use thirty-five million pounds by 1965. Why not makea comparison of KRALASTIC'S cost per cubic inch versusthe metals you now use ? For further information, writeNaugatuck Chemical today.

United States RubberDept. 548K Elm Street, Naugatuck, Connecticut

DISTRICT OFFICES: AKRON . BOSTON • CHICAGO • DETROIT- GASTONIA, N. C. • LOS ANGELES • MEMPHIS • NEW BRUNSWICK, N. J. • ELMIRA, ONT. . CABLE: RUBEXPORT. N. Y.

AUTOMOTIVE INDUSTRIES, May 1, 1962 circle 112 on inquiry Card for more data 25

< Circle 111 on Inquiry Card for more data

SpecialApplicationMotors

Advertisement)

I 9 13 i

UuI

tw9' 1

10

9 1

i t . T

Actuator Designedto Operate fromPlus 250 to Minus 65° F.

Mounted in the wheel well of acarrier-based fighter, this fuel valveactuator is directly exposed to saltspray and subjected to tem-perature and atmospheric pressuresfrom sea level to high altitude.The actuator housing is leak-proofand adequately sealed against theentrance of moisture.

Motor and gear housing are madeof die-cast aluminum, especially im-pregnated to prevent leakage. Allmetal and electrical parts are treatedto resist corrosion and funguses. Thereceptacle is hermetically sealed,and all mating surfaces are sealedwith "O" rings. A special foam pot-ting compound holds leads securelyagainst vibration in the receptaclehousing.

OPTIONAL FEATURESThis basic valve actuator design isadaptable to many modifications.For example, a manual override canbe provided for hand operation. Asimilar unit can be adapted for 400cycle operation. Or, if required, theseactuators can also be built to oper-ate under the high temperature con-ditions encountered near jet enginesuperchargers for controlling engineor cowl deicing.

For complete information aboutLamb Valve Actuators or other spe-cial application motors, write to —Lamb Electric, a division of Ametek,Inc. (formerly American Machine &Metals, Inc.), Kent, Ohio.

New Electric Fuel Valve Actuator Rotates90 Degrees in One Second

Recently Lamb Electric was calledupon to develop an electric fuel valveactuator for a Navy carrier-basedjet. It had to open and close a valverapidly within very close limits. Ut-most reliability was required undersevere conditions of vibration, tem-perature, altitude, and direct expo-sure to humidity and salt spray.

WEIGHS ONLY 20 OUNCESLamb engineers have satisfied theserequirements with a 20-ounce, sealed,electric fuel valve actuator. Weightwas kept to a minimum by employ-ing a small (1%" dia.) high speed,split series motor and die cast alu-minum housing.The gear train and motor speed re-spond to a 90° rotation of the valvein less than one second, thus elimi-nating need for radio-interferencesuppression.

TORQUE LIMITERPREVENTS DAMAGE TOHIGH SPEED PARTSIn order to position the valve accu-rately in open and closed positions,two pins acting as positive stops areprovided on the output gear. Atorque limiter in the gear train pre-vents possible damage to the highspeed parts. The limiter consists of aspring-loaded device between thepinion and gear, with wearing sur-faces of sintered iron buttons which

run on a highly polished steel gearface. The special lubricant usedprovides a constant slipping torquewhich is unaffected by temperaturevariations and wear.

SPRING LOADER PREVENTS*HIGH SPEED

DAMAGE

GEARPINION

TORQUE LIMITER

Adjustable tabs on the output shaftactuate limit switches slightlyahead of each end of travel. Extralimit switch contacts provide sig-nal lights for remote indication ofvalve position.

STOPS

POSITIONINDICATOR

OUTPUT GEAR ASSEMBLY

VkAMETEK

LAMB ELECTRICA DIV. OF AMETEK, INC.

KENT, OHIO

Circle 113 on Inquiry Card for more dataCircle 114 on Inquiry Card for more data-

A/

••5IT ALL COMES DOWN to one fact...that you can alwayscount on Roebling high carbon flat spring steel to re-duce preparation time, machine stoppages and rejectsto a minimum. What's more, it's made as you want it...annealed, hard rolled untempered, scaleless tempered,tempered and polished, blued or strawed.

You pay for the best every time you buy flat springsteel. Make sure you get it. Specify Roebling. For de-tails, write Roebling's, Wire and Cold Rolled SteelProducts Division, Trenton 2, New Jersey.

A few of the thousands ofhigh - quality items madefrom superior Roebling coldrolled steel.

Branch Offices in Principal CitiesJohn A. Roebling's Sons Division • The Colorado Fuel and Iron Corporation

THIS FABRICATOR

NEVER LIESSTRIPPIT 15A WITH MICRO-BAR® GAG-

ING offers fast setting to the nearest .001".

Scrap is eliminated and precision work is com-

pleted rapidly... saving you money! With the

15A Fabricator, your sheet metal work goes

from a drawing to a finished part in minutes.

Punching, notching and nibbling simple and

complex patterns for "one-of-a-kind", pilot

models, prototypes and short production runs

are accomplished at a fraction of the cost of

conventional methods... and in a fraction of

the time! For more details of the STRIPPIT

15A Fabricator and a demonstration at your

own plant, contact your STRIPPIT Tool &

Methods Engineer or write us. Catalog 15A

is also available.

WALES STRIPPIT INC

242A Buell Road, Akron, New York

In Canada: Strippit Tool & Machine Company, Bratnpton, Ont.;In Continental Europe: Raskin, S.A.., Latisanne, Switzerland; In theBritish Isles: Kearney & Trecker-C.V.A. Ltd., Hove, Sussex, Eng.

18 Circle 115 on Inquiry Card for more data AUTOMOTIVE INDUSTRIES, May 1, 1962

Vol. 126. No. 9 May 1, 1962

Willys' Tornado EngineValve Train Components in Cylinder Head

By Joseph Geschelin,Detroit Editor

In an area of major enginedevelopments, Willys Motors, Inc.,has launched a unique heavy dutyengine, considered to be the firstexample of its kind in large scaledomestic production. Designatedthe "Tornado-OHC" it is a six-cylinder engine of overhead cam-shaft design with a spheroidal-shaped combustion chamber.

Intended initially for installa-tion in five Jeep models, the engineis rated conservatively at 140-bhpgross. Burning regular fuel, it hasunusually high fuel economy, ac-cording to Willys engineers.

Maintenance Made Easy

With the overhead camshaft ar-rangement all components of thevalve train system are mounted inthe cylinder head. This simplifiesthe engine materially and makesmaintenance unusually easy whenany work has to be done on thevalve train. As shown by illustra-tions the Willys design eliminatesmany of the usual components ofan overhead valve system such aspush rods, lifters, followers, etc.

Another major economy in thecamshaft comes from the use of

just one cam lobe for each pair ofintake and exhaust valves.

The spheroidal-shaped combus-tion chamber is said to providecontrolled turbulence for maxi-mum efficiency. Moreover, it makespossible the use of large diametervalves for most effective breath-ing, also allowing for maximumcooling around the valves. Theintake valve has a diameter of1.9-in. Combustion chamber geom-

With the die-cast rocker arm cover removed, the overhead cam and componentsof the valve train system of the new Tornado-OHC engine are exposed. Theentire cylinder head assembly can be readily removed as a unit.

AUTOMOTIVE INDUSTRIES, May 1, 1962 19

etry stems mainly from the con-toured dome of the piston. Pistonsare of aluminum alloy with steelstruts to control expansion, andare generously ribbed internally.Three piston rings are employed:chrome-plated compression rings,and a chrome-plated rail type oilring.

Weighs Less Than 550 lb.

The engine stresses light-weightconstruction and weighs less than550 lb. Much of this is credited toan extensive use of aluminum diecastings for such components asthe valve deck; oil, water, and fuelpumps; large rocker arm cover;front accessory cover; and a per-manent mold casting for the intakemanifold.

The geometry and machining ofthe cast iron cylinder block aregreatly simplified as a result ofthe overhead camshaft mounting.There is no provision for the usualcamshaft bearing line, no push-rod

SPECIFICATIONSOF WILLYS ENGINE

Type

CylindersBore (in.)Stroke fin.)Displacement (cu in.)Compression ratioBrake hp (max.)Torque (lb ft) max.Carburetor

Overhead camshaft

63.344.38230

8.50 to 1140 (a, 4000 rpm210 (a 1750 rpm

two-barrel

bores, etc. Machining is facilitatedby this simplification.

The forged steel crankshaft, offour-bearing design, mounts avibration damper at the front ofthe engine. A unique feature hereis one of the first applications inthe U. S. of crankshaft hardeningby means of the Tufftride process.

As shown in the longitudinalcross-section, the timing drive isby means of a timing chain extend-ing upward from the crankshaftgear to drive the camshaft.

A Holley two-barrel, downdraftcarburetor is standard equipment.Prestolite electrical and ignitionsystem components, made by Elec-tric Autolite Co., are employed,including a 12-volt, shunt typegenerator; full voltage and cur-rent control regulator; battery,etc.

Incidentally, this is an entirely

Side sectional view of engine shows (1) cooling fan; (2) fandrive pulley; (3) water pump; (4) timing chain; (5) camshaftsprocket; (6) fuel pump eccentric; (7) camshaft; (8) cambearing support deck; (9) rocker arm cover; (10) intakemanifold; (11) lubrication tube; (12) cylinder head; (13)core plug; (14) cylinder block; (15) starting motor; (16)clutch housing; (17) filler block guard; (18) upper rear oilseal; (19) clutch; (20) lower rear oil seal; (21) rear fillerblock; (22) oil pan seal; (23) rear main bearing; (24) rearmain bearing cap; (25) oil intake screen; (26) oil pan; (27)connecting rod bearing cap; (28) oil intake pipe; (29) inter-mediate main bearing cap screw; (30) intermediate mainbearing cap; (31) dip stick guide; (32) breather cap; (33) oilfilter; (34) crankshaft; (35) front filler block; (36) oil panseal; (37) front engine plate; (38) front main bearing cap;(39) front main bearing; (40) timing chain sprocket; (41) oilpump drive gear; (42) oil slinger; (43) timing chain coyeroil seal; (44) vibration damper; (45) oil fitting; (46) timingchain cover; (47) connecting rod; (48) piston; (49) piston pin.

Front sectional view shows (1) exhaust valve;(2) exhaust valve guide; (3) valve guide seal;(4) valve spring; (5) exhaust valve spring guide;(6) rocker arm; (7) rocker arm stud; (8) rockerarm ball; (9) rocker arm guide; (10) camshaft;(11) cam bearing support deck; (12) intake rockerarm; (13) rocker arm cover; (14) lubricationpipe; (15) valve spring guide; (16) valve spring;(17) valve guide seal; (18) intake valve guide;(19) intake valve; (20) intake manifold; (21) cyl-inder head; (22) cylinder head gasket; (23) pis-ton; (24) connecting rod; (25) front engine plate;(26) oil pump; (27) oil pump helical gear; (28)oil pump drive gear; (29) oil pan; (30) crank-shaft; (31) timing chain cover; (32) timing chaincover oil seal; (33) distributor; (34) cylinderblock; (35) exhaust manifold.

20 AUTOMOTIVE INDUSTRIES, May 1, 1962

CONTINUED

new engine in every respect with-out inter-changeability of partswith other Jeep engines. Obviouslytoo, it requires some different ma-chine tools for its machining.

The engine has full pressurelubrication to all points, includingthe valve train system; and a di-rected flow cooling system. Somesignificant specifications of theengine are listed in the appendedtable.

Ford in OEM MarketFord Motor Co. has revealed

plans to enter an extensive line ofparts and accessories in the origi-nal equipment manufacturers' mar-ket. Ford products such as sparkplugs, batteries, generators, car-buretors, electric motors and ap-proximately 50 other parts will beoffered to manufacturers of allkinds of commercial vehicles, farmimplements, industrial equipment

Overhead camshaft construction is a highlight of Willys engine. The six-cylinder engine is rated at 140 hp at 4000 rpm. It has a unique spheroidalcombustion chamber design which is said to produce maximum fuel economy.

and to others in similar fields.Sales of the OEM parts will be

handled by Ford's Hardware andAccessories Div. It is developingits own sales organization to reachpotential customers in the originalequipment market.

$1.5 Million for SafetyThe Automotive Safety Founda-

tion last year spent $1.5 million toimprove highway safety and relievetraffic congestion, of which $708,-300 was in grants to 31 universitiesand public service organizations.

J. O. Mattson, president, an-nounced the expenditure in his an-nual report to the more than 600companies and industry associa-tions which support its researchand educational projects.

The various programs which thefoundation have initiated or sup-ported during the last 25 yearshave saved 825,000 lives, prevented30 million injuries, and producedeconomic savings of $100 billionaccording to best available esti-mates.

Among the larger grants werethose to the National Safety Coun-cil to finance its Annual Inventoryof Traffic Safety Activities and tothe Auto Industr ies HighwaySafety Committee, which conductsan annual voluntary safety checkof motor vehicles and supports highschool driver education programs

Other grant recipients were theAmerican Municipal Association,General Federation of Women'sClubs, the Highway ResearchBoard, National Congress of Par-ents and Teachers, President'sCommittee for Traffic Safety andthe Yale University Bureau ofHighway Traffic.


CONTINUED

New Opel ModelAdam Opel A. G., General Motors

Corp. vehicle manufacturing subsidi-ary, will produce a new small car inplants near completion at Bochum,West Germany.

Dr. Hans Schnabel, Opel's generalsales manager, disclosed the new carwill be a roomy, four-passenger modelpowered by a newly designed four-cylinder engine, water cooled andmounted in front. It will be called theKadett, the name used for a smallcar manufactured by Opel prior toWorld War II.

The new car, under development forseveral years, will be in the one literclass, Dr. Schnabel said. It will beintroduced to the European marketlater this year.

Vauxhall Profits DropVauxhall Motors, Ltd., has re-

ported sharp, lower net profits for1961 although vehicle sales at 186,-388 units were the third best in thecompany's history. Net profit ofthe General Motors' subsidiary was$12.9 million against $20 million in1960.

Export auto sales were lowerthan in 1960 but both output andforeign sales of Bedford trucks setrecords. Some 56 per cent of allsales were abroad. Of this total, 27per cent went to Europe against 16per cent the previous year. Sales toNorth America were 22 per cent ofexports against 32 per cent theprevious year.

New Case PresidentMerritt D. Hill, 59, has been

elected president of J. I. Case Co.Former Ford Motor Co. vice presi-dent and general manager of itsTractor and Implement Div., Mr.Hill retired from Ford on March 1.

Previously, Samuel B. Payne,

partner in a New York investmentbanking concern, was named chair-man and J. Curran Freeman, for-merly administrative vice presi-dent, was elected executive vicepresident and director.

New Tractor ShovelsSix new Michigan tractor shovel

models have been introduced by the

Construction Machinery Div. ofClark Equipment Co.

Productive capacity of each ofthe six tractor shovel models hasbeen upgraded an average of 18percent. All have retained the basicClark designed and manufacturedpower train which includes a con-struction type torque converter,power shift transmission, andplanetary wheel drive axles.

72 Eligible for '500'Last minute entries brought to

72 the total number of cars eli-gible for the 46th annual 500-mirace at the Indianapolis Speedwayon May 30.

Time trials are scheduled forthe week-ends of May 12-13 andMay 19-20. The fastest 33 quali-fiers will form the starting lineup.

AUTOMOTIVE LEADERS AIDED A-BOMB

Lt. Gen. Leslie K. Groves (ret.) and Hartley W. Barclay, editor and publisherof Automotive Industries, conferring aboard S. S. France en route to the U. S.on March 26. Gen. Groves discussed the role of such automotive leaders asHoudaille-Hershey Corp. and Chrysler Corp. in building the atomic bomb.Their conference preceded the announcement of Gen. Groves' new book, "NowIt Can Be Told," published by Harper & Bro.


All over the world.[.

means oil resistance

B.F.Goodrich,Throughout the world—from far-off Tasmania to Tenafly, NewJersey; from frigid Little Americato Livonia, Michigan—Hycar rub-

ber means oil resistance.Designers and manufacturers use Hycar in hundreds

of applications where ordinary rubber would have beenideal but couldn't stand the gaff. Hycar can take it! It'sa rubber specifically designed for extreme resistance togrease, oil, solvents and fuels.

Aircraft electrical connectors wear Hycar jackets for-67 °F protection in areas where fuels and oils are en-countered. Every automobile manufacturer counts upon

the dependability of Hycar oil resistant rubber in suchdifficult applications as seals, packings, gaskets, andhose for fuel, lubricant and hydraulic systems. AndHycar is used to seal face masks that are vital for keep-ing men alive in fume-laden atmospheres.

If you need a material that's rubber, yet highly re-sistant to oils, greases, fuels and solvents, find out aboutHycar, the resistant rubber. We'll gladly send helpfulinformation; write B.F. Goodrich Chemical Company,Department AB-6, 3135Euclid Avenue, Cleve-land 15, Ohio. In Canada:Kitchener, Ontario. Hy€ar

B.F.Goodrich Chemicala division of The B.F.Goodrich Company

AUTOMOTIVE INDUSTRIES, May 1, 1962 Circle 116 on Inquiry Card for more data 23

B R A K E H E A D Q U A R T E R S O F T H E W O R L D

BIG OR SMALL, BENDIXBRAKES STOP VEHICLESR P T T P R I Golf cart . . . bus . . . road grader. NoK r I I p K I ma t t e r the size or power of the vehicle,I / L I I L I l a there's a Bendix® brake to stop it safer,surer. Bendix has more than 400 different types of automotivebrakes in its line. So, brakes for most applications are included.If not, we will design and produce one to fit the need exactly.

Bendix is a name well known for quality brakes. Over the pastforty years, more than 156,000,000 have been sold to manufac-turers throughout the world. Moreover, Bendix conducts moreresearch and testing than any other brake manufacturer—both inthe laboratory and in the field. This kind of experience is soundassurance of better-built brakes—brakes that stop safer, wearlonger, reduce maintenance costs.

Let Bendix experience serve your needs. For more detailedinformation, call, wire, or write: Automotive Brake Department,Customer Applications Engineering, Bendix Products AutomotiveDivision, South Bend 20, Indiana.

FREE 82-PAGE BRAKE CATALOGShows brakes for almost every application. Givescomplete axle load rating data. Details braketorque capacity ratings. Provides installation data.Discusses Duo-Servo® and non-servo hydraulicand mechanical brakes; Twinplex® and uni-servohydraulic brakes; auxiliary mechanical brakes;new band/disc brake. Write for your free copy.

BENDIX BUILDS MORE BRAKES FOR MOREDIFFERENT VEHICLES THAN ANY OTHERMANUFACTURER

Bendix Products Automotive Division


Does your chromium plateinvite corrosion...or repel it?

The answer to durable brightworkhas become convincingly clear tomany automotive men. Two factorsare invariably involved: (1) thethickness of the chromium depositover a suitable nickel base; (2) thestructure of the chromium itself.

Recent outdoor exposure tests onM&T* DUPLEX CHROMIUM have con-firmed earlier findings with acceler-ated laboratory corrosion tests. Alltests on steel and zinc die castingsshow that the thicker the DUPLEXCHROMIUM the longer the finish

, stays corrosion-free... with 50 mil-

lionths of an inch of M&T DUPLEXCHROMIUM producing dramatic im-provements in corrosion resistance.Unlike deposits of ordinary chromi-um—which develop relatively gross,corrosion-inviting cracks at suchthicknesses—the DUPLEX CHROMIUMfissures are controlled to an ultrafine pattern. Micro cracks reducethe galvanic action responsible for

PLATINGPRODUCTS

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much corrosion, retard attack of thenickel undercoat and basis metal.

Unichrome* SRHS* ChromiumPlating Processes are uniquelyequipped to plate this thicker, morecorrosion resistant decorative finish.These M&T processes offer the onlyself-regulating high speed chromi-um solutions, the most dependableway to produce Micro - Crack Chro-mium and to deposit ample thick-ness in recesses.

An M&T engineer will promptlysurvey your needs, give you moredata and recommendations. 'Trademark

METAL & THERMIT CORPORATION GENERAL OFFICES: RAHWAY, N. J. IN CANADA: M&T PRODUCTS OF CANADA LTD., HAMILTON, ONTARIO


FEATURES

Turbo Engine DescribedF-85 JeHire Has 215-Cu. In. Powerplant

With introduction of the Jetfiresports coupe, a limited productionhardtop with exceptional perform-ance, Oldsmobile apparently has a"first" in a powerplant employingturbocharging. Turbocharging hasbeen used on heavy duty enginesfor many years; supercharging hasbeen used on some makes of cars inthe past; but this appears to be thefirst use of turbocharging in aregular passenger car.

Jetfire is of the Olds F-85 familyof cars, fitted with the 215-cu in.displacement aluminum V-8 engine,rated with turbocharging at 215bph. The three-speed synchromeshtransmission is standard; four-speed synchromesh or Hydra-Maticdrive is an extra cost option. Allpowerplant versions for this modelemploy a high performance 3.36 to1 ratio rear axle.

Bucket Seats, Console

Jetfire features bucket seats infront and a center console whichhouses the stick shift lever as wellas an instrument cluster associ-ated with turbocharger operation.One indicator shows both normaldriving in the economy range andspurts when the turbocharger isin action; the other is a warningsignal indicating it is time to refillthe fluid supply tank.

With the special form of turbo-charging developed by Oldsmobile,the engine designers have achieved


one of their major goals, namelythat of producing one horsepowerper cu in. of displacement in alight-weight package which has apower-to-weight ratio of 1.88-lbper hp.

A top view of the Jetfire engine

shows all accessories in place. Di-rectly over the center in the back-ground is the turbocharger, andfarther to the right is the horizon-tal carburetor and air cleaner.Exhaust inlet and outlet connec-tions for the turbine are at theextreme left. The turbocharger as-sembly is mounted directly to theintake manifold flange. The turbo-charger was developed by theAiResearch Industrial Div. of

(Turn to page 29, please)

Looking at left front of Turbo-Rocket engine, the lurbocharger assembly is inthe center in the background. It is mounted on the intake manifold. Carburetoris at right with the air cleaner outside and on the bottom.

27

TTT A B L O I D

U. S. exports of scientific andindustrial instruments reach a newhigh of $427 million in 1961, an in-crease of 26 per cent over the pre-vious I960 peak of $340 million.

* * *A commercial standard for vinyl-

metal laminates is being consideredby the industry for adoption in thenear future. The laminate sheet iswidely used in the manufacture ofmetal furniture, automotive parts,and radio and television cabinets.

* * *A total of 6653 Federal-aid high-

way and bridge construction con-tracts was awarded by State high-way departments during 1961. Theyinvolved a total cost of $3.2 billion,Rex M. Whitton, Federal HighwayAdministrator, has announced.

* * *A world study on chromium

which underscores the dependencyof the U. S. on foreign suppliersof this strategic metal has beenpublished by the Iron and SteelDiv., Business and Defense Serv-ices Administration, U. S. Dept. ofCommerce. The study shows theU. S. depends on foreign suppliersfor 90 per cent of its chromiumneeds.

* * *A total of 210 references on the

degradation and fracture of plas-tics is contained in an Army reportnow available. Also available is anEnglish translation of a Soviet re-port on new polymers of the cata-lytic polymerization of organosi-loxanes.

* * *Manufacturers' shipments of pas-

senger car tires in Februaryamounted to 7.9 million units. Thiswas a decrease of 19.17 per centbelow the 9.8 million tires shippedin January.

* * *The free world's nickel-produc-

ing capacity in 1961 attained a newall-time high estimated at morethan 625 million lbs annually.

Sales of industrial material han-dling equipment in February show-ed an increase over January orders.The February figure represents$50.2 million in orders and is thethird straight month that ordershave increased.

* * *Position tolerance dimensioning

based on a new concept to elimi-nate ambiguity in making partsfrom engineering drawings is ex-plained in a report now available.A second report details a contourmeasuring system for manufactur-ing parts to one-ten thousandth ofan in.

* * *Gray and ductile iron castings

shipments in 1962 will reach about12.4 million tons, highest since1957 and 15 per cent above lastyear, the Gray Iron Founders' So-ciety has forecast.

* * *Radiotracers can be applied as

a production control in a numberof important industrial processessuch as metals refining, sulfatepulping and the manufacture of

Shipments of aluminum productsto industrial users in the U. S. in1961 amounted to 4.6 billion lbs, a12 per cent increase over the 1960total of 4.1 billion lbs.

* * *Cash dividend payments by cor-

porations issuing public reports to-taled $544 million in February.This compares with $468 millionin the same month of 1961.

* * *Changes in the mechanical prop-

erties of stainless steel caused byneutron irradiation are summar-ized in graphic form in an AtomicEnergy Commission report.

* * *Aluminum powder products can

be successfully used as fuel inorganic moderated and cooled re-actors.

Aluminum 'Spare'The Aluminum Co. of America

has announced development of analuminum "safety spare" that canbe concealed within each tire of acar.

The so-called "positive tractionrail insert" is designed to supporta loaded car for many miles oftravel after a tire failure and toprovide sure protection from blow-out hazards.

Two cast inserts, each a half-circle, are fitted and bolted aroundthe wheel rim during tire installa-tion, providing an extra wheel sur-rounding the standard wheel-rimassembly.

The insert extends about threein. into the air chamber of a tube-less tire. Capped with rubber, itsupports the car in the event of tirefailure, Alcoa said.

$44 Million ContractsContracts totaling more than $44

million have been awarded by theArmy.

Studebaker Corp. received a$19.4 million award for 2587 twoand one-half ton trucks and WhiteMotor Co. was awarded a contractfor $16.8 million for 2147 two andone-half ton trucks.

General Motors Corp.'s AllisonDiv. was awarded a $2.8 millioncontract for 305 transmissions forM-60 tanks.

Firestone Tire & Rubber Co. wasawarded a $1.3 million contract for50,832 shoe assemblies for rubbertank tracks.

The Aeronutronic Div. of FordMotor Co. received a $3.5 millionresearch and development contractfor the Shillelagh missile.


F E A T U R E S CONTINUE*

(Continued from page 27)Garrett Corp. to suit Oldsmobilerequirements and is being manu-factured by AiResearch.

High Compression Ratio

The basic engine is the highcompression ratio version of the215 cu in. F-85 V-8, having a com-pression ratio of 10.25 to 1. Al-though turbocharging increasesengine output by over 40 per cent,only a few modifications are neces-sary for this powerplant. Theseinclude: pistons with a heavierdome; steel-back aluminum bear-ings ; heavier main bearing caps;and aluminized valve heads forboth intake and exhaust valves.

The turbine wheel and compres-sor wheel are mounted on the sameshaft. The compressor wheel isof mixed-flow design — combiningradial and axial flow without tur-bulence.

Next in line is the special sin-gle-throat, venturi-type, horizontalcarburetor developed by RochesterProducts Div. of General Motors.Supercharging of t h e mixturethrough the compressor stage oc-curs upstream of the carburetor,thus subjecting it only to atmos-pheric pressure, as is customary.

Prevents Carburetor Icing

The turbocharger runs at alltimes when the engine is running.However, at low speeds and withsmall throttle openings its speedis relatively slow and does notproduce supercharging of the mix-ture. At speeds above 1400 rpm,depending upon throttle opening,turbine speed increases sufficientlyto raise the incoming mixture pres-sure above atmospheric. Wheneverturbine speed is increased' suf-

ficiently to provide a boost of fivepsi above atmospheric pressure su-percharging occurs.

Turbine shaft speed is quitehigh by comparison with normalpassenger accessory speeds. Forexample, the range is from 6000rpm at 30 mph to 90,000 rpm atmaximum engine speed. One ofthe major problems that requiredsolution at the outset was to de-velop a turbine shaft mountingsuitable for such high speeds; andto achieve a level of dynamic bal-ance in all rotating parts thatwould result in a quiet runningmachine. Driving one of these carsat high acceleration rates andhigh road speeds proves that theseobjectives have been met quiteadequately.

When the engine is operating

with a supercharged mixture, thecharge is much denser and as aresult combustion chamber pres-sure and temperatures are higherthan normal. So much so that thenormal premium fuel is not cap-able of handling combustion with-out severe detonation. Thus, itbecame necessary to introduce asimple means of controlling deto-nation without resorting to theuse of special fuel. To this endprovision has been made for intro-ducing a flow of anti-detonantonly during the superchargingcycle.

This is accomplished by the in-troduction of the TR Fluid supplytank. It contains five quarts of aspecial mixture of distilled water,alcohol, and corrosion inhibitors.Whenever supercharge pressure

Turbocharger assembly made by AiResearch Industrial Div. of the GarrettCorp. The control valve is located at extreme right in this view.


reaches one psi above atmosphericthe fluid is discharged into thefuel-air mixture a h e a d of theblower, controlling detonation ef-fectively and acting mainly as acoolant.

Fluid consumption d e p e n d supon the way the car is used. Itvaries from 750 mpg with demon-stration type driving where theturbocharger is employed to themaximum, to about 8000 mpg fornormal c r o s s country driving.Whenever the fluid reserve dropsto one quart, the gage on the con-sole lights up to warn the driverthat the tank must be refilled.For emergency, an extra bottle,containing a quart of fluid also ismounted in the engine compart-ment. Incidentally, the s p e c i a lfluid is available only at author-ized Oldsmobile service stations.

For Fast AccelerationSupercharging occurs only dur-

ing periods of fast acceleration:a few seconds from a standingstart to 60 mph; or a fast accelera-tion from cruising speed; or inspeedy passing on the highway oron a grade. Under all other driv-ing conditions, even at road speedsof 80-90 mph, the engine operatesnormally without supercharge ofthe mixture.

Consequently, for most normal

driving conditions the car is op-erated in an economy range quite

comparable, as to fuel consump-tion, to the high compression ver-sion of the F-85 engine in theCutlass. Thus, the system pro-vides for economical operation inall normal d r i v i n g situations,coupled with phenomenal accelera-tion and performance.

The TR fluid tank does not em-ploy a pump for delivei-y of fluid.Instead, this function is handledby means of manifold pressure.The fluid is first transferred to themetering and limit signal valveassembly. This valve serves tocontrol the flow of fluid duringturbocharging stages; and also isdesigned to detect any deficiencyof fluid. When the fluid level istoo low, the valve signals the boostlimit control.

Actuates Butterfly ValveWhen the latter receives the

pressure signal at its diaphragm,it actuates a butterfly valve in thethrottle body to reduce engine airsupply.

Another safety device is theturbocharger control valve. Itsfunction is to prevent system boostpressure from exceeding 10-in. ofmercury. It is operated by thepressure differential across thecompressor. If b o o s t pressure

GAS TURBINE-POWERED AMPHIBIOUS VEHICLE

The LVTPX-10, developed by Jered Industries, Inc., of Birmingham, Mich., forthe Marine Corps, has a compact power train said to give it one-third morecargo space. The vehicle features a General Electric LM-100P gas turbineengine coupled with a Jered ST-1200-4 transmission. The transmission is saidto be the first to incorporate both clutch brake and geared steering. Due tothe engine's design, no torque converter or fluid coupling element is required.The 30-ft, 85,000-lb vehicle has a top speed of 32.5 mph on land and climbs a70 degree slope. In water it goes up to 7.5 mph.

tends to exceed design limits, thevalve operates a by-pass, directingpart of the exhaust gas around theturbine.

There are other safety devicessuch as the pressure cap on thesupply tank; relief valve for thesupply tank and a thermal controlfor high ambient temperature op-eration.

The carburetor as well as thecomponents of the special fluidcontrol system are supplied byRPD.

An aluminized muffler with dualexhausts and improved positivecrankcase ventilation system arestandard on the Jetfire.

New Reo EngineThe Reo Motor Truck Div. of the

White Motor Co. has introduced apowerful new engine addition to itsline of Gold Comet engines. It isthe Gold Comet O. H. 200, rated at200 hp at 3400 rpm. It has a dis-placement of 400 cu in. and grosstorque of 365 Ib-ft at 1200 rpm.

George R. Collins, Reo generalsales manager, said the Gold CometO. H. 200 was designed and devel-oped especially for the over-the-highway market. Its compressionratio of 7.5 to 1 allows use of regu-lar gasoline.

One of the new features of theO. H. 200 is a completely new cool-ing system. A new high capacitywater pump circulates 150 gal ofwater per minute at governed en-gine speed, resulting in less heatbuild up and more uniform oper-ating temperatures.

Other new features include alarger and heavier seven main bear-ing crankshaft with Tocco hardenedmain and rod bearing journals;newly designed main bearings; anew rotor type oil pump with 15gal per minute capacity, and castaluminum pistons. The piston topring includes a cast-in steel insertwhich adds to ring and piston life.

Aerospace OfficialJ. W. Kinnucan, vice president,

Continental Motors Corp., has beenelected chairman of the PropulsionTechnical Committee of the Aero-space Industries Association.


F E A T U R E S CONTINUED

3 New Top of Range English Fords ShareSame Basic Unitized Body Shell, Chassis

English Ford has introduced atrio of new cars, sharing the samebasic unitized body shell and chas-sis components, to replace the ex-isting family of models at the topof its range. All are built on a 107-in. wheelbase and are longer (15ft'), lower and more powerful thantheir predecessors.

The Zodiac Mark III is equippedwith a higher - powered ver-sion of the original 155.8-cu in. six-cylinder engine which has a grossrating of 114 hp at 4800 rpm. Mainimprovements are a larger carbu-retor and inlet valves, higher(8.5:1) compression, redesignedmanifolds with twin exhaust pipes,and copper-lead main bearings.

There is a fully-synchronized,four-speed manual gearbox, and aBorg-Warner 35 automatic trans-mission is optionally available.Brakes with discs in front arepower-assisted by a vacuum servo.

The body features dual head-lamps, extra-wide front doors,curved glass in the side windows,and a 22-cu ft trunk. Electrical re-

finements include a variable-speedwiper motor, finger-tip headlampflasher, and a battery-saving andanti-theft parking-light switch thatcuts out the curb-side lights andbreaks the ignition and starter cir-cuit.

The Zephyr Six, similar mechani-cally, uses a down-rated 106-hp edi-tion of the same engine. A four-cylinder 103.9-cu in. 73.5-hp engine,with the same bore and stroke, pow-ers the Zephyr Four. This modelsupersedes the Consul Mark II,whose niche in the Ford range isnow taken by the Consul Classic.

Tire Bonding AgentSafer driving at sustained high

speeds on freeways is possible byuse of a new chemical bondingagent for tires. This claim is madeby U. S. Rubber Co. for its chemi-cal compound called CVC.

The compound is said to solvethe problem of ply and tread sepa-ration which has concerned tire en-

gineers since the tubeless tire cameinto wide use. Ply and tread sepa-rations are brought on by sustainedhigh speed driving conditionswhere centrifugal forces within atire build up beyond normal limits.

CVC is a combination of a plasticresin and a chemical in the triazinefamily. It is added during the tirebuilding process to the rubber stockwhich is used in the tire carcass.Under the heat of cure, it fuseswithin the rubber forming a chemi-cal interlock between the componentparts of the tire. The resulting bondis as strong as rubber itself, ac-cording to U. S. Rubber scientists.

AMA Directors NamedThe board of directors of the

Automobile Manufacturers Associ-ation has elected two new directorsto fill vacancies.

The new directors are RichardE. Cross, board chairman, and RoyAbernethy, president, AmericanMotors Corp. They fill vacanciescreated by the resignations ofGeorge Romney, former chairmanand president and Roy D. Chapin,Jr., executive vice president, bothof American Motors.

Ford Zephyr Six Four-Door Sedan


Cutaway Drawing of Zodiac Mark III

31

KNOW YOUR ALLOY STEELS . . .This is one of a series of advertisements dealing with basic

facts about alloy steels. Though much of the information•is elementary, we believe it will be of interest to many inthis field, including men of broad experience who may findit useful to review fundamentals from time to time.The Effect of

Lead in Alloy Steels, PART IIThis discussion touches upon workingproperties of leaded alloy steels and whentheir use should be considered. Part I,which appeared earlier, deals with basicdefinition, the reasons for excellent ma-chinability, and the purpose of closelycontrolling lead additive.

WHAT ARE THE MECHANICALAND WORKING PROPERTIESOF LEADED STEELS?

The mechanical properties of an alloysteel are determined principally by itsbasic chemical composition. The additionof lead in the specified quantity and withuniform distribution does not change thiscomposition, and hence does not alter themechanical properties to any appreciabledegree. This is because lead retains itselemental form and does not alloy withthe steel.

It follows that leaded alloy steel willroll, forge, bend, form, draw, etc., in thesame manner as does the base alloy steel.It can also be torch-cut, welded, brazed,or heat-treated, again as determined bythe working properties of the base steel.

Care must be exercised, however, dur-ing any operation which involves heating.The heating operation should be in a well-ventilated area so as to avoid any chanceof the lead vapor concentrating in theatmosphere to create a health hazard.

WHEN SHOULD LEADEDALLOY STEEL BE USED?Leaded alloy steels may be used in alltypes of machining operations to attainincreased production and longer tool life,in comparison with non-leaded steels.The advantage of leaded steel becomesmore and more positive as the amount of

machining required for the individualpiece increases. Ordinarily, it takes a jobthat requires at least 25 per cent chipremoval before leaded alloy steels becomeeconomical. This type of job is usuallycharacterized by machining operationswhich require high rates of metal removal.

Another point to consider before makingthe decision to use leaded alloy steels iswhether the speed of the machine tool canbe increased. This is no problem for a rela-tively new machine, but older machineshave a definite limit which may be belowthe speed needed to take full advantageof the superior machining properties ofleaded alloy steels.

Forged parts, too, often require exten-sive machining after the forging operation,and might, therefore, be manufacturedmore economically from leaded alloy steel.As a result of their vast experience in thisfield, Bethlehem engineers usually canquickly determine whether the use of aleaded alloy steel would be feasible. Theirimpartial advice is available at no obliga-tion. Call them if they can help you inany way.

In addition to manufacturing all AISIstandard alloy steels, Bethlehem producesspecial-analysis steels and a full range ofhot-rolled carbon grades.

This series of alloy steel advertisementsis now available in a compact booklet,"Quick Fads About Alloy Steels.1' Ifyou would like a free copy, pleaseaddress your request to PublicationsDepartment, Bethlehem Steel Com-pany, Bethlehem, Pa.

for Strength. . . Economy

. . . Versatility

BETHLEHEM STEEL COMPANY, BETHLEHEM, PA. Export Sales: Bethlehem Steel Export Corporation

BETHLEHEM STEELJ

STEEL

Circle 119 on Inquiry Card for more data AUTOMOTIVE INDUSTRIES, May 1, 1962

IN THE NEWS

Garlock, Inc. — C.Edward Bel lew hasbeen elected vice pres-ident — manufacturing.

C. M. Hall LampCo. — Robert J. Smithhas been promoted torice president—engin-eering.

Ford Motor Co.,Tractor and ImplementOiv.—James E. Bywaterhas been named chiefengineer.

Sperry - Rand Inc.,Vickers, Inc., Dir. —Duncan B. Gardiner hasbeen elected vice pres-ident—engineering.

Midland-Ross Corp.,Surface CombustionDiv.—Dr. L. W. Smithhas been appointedmanager of engineer-ing.

Leyland Motors (U.S.A.) Inc.—Harold R. Pouss has been appointedgeneral manager and vice president.

Allis-Chalmers Mfg. Co.— WalterF. Strehlow has been promoted tomanager of engineering coordination.

Ford Motor Co.—E. S. Hughes hasbeen promoted to manager of inter-national marketing-research.

General Electric Co. — M. RobertRowe has been named manager-com-mercial engine operation.

Arwood Corp.—George Stolze hasbeen appointed Cleveland plant man-ager.

Modine Mfg. Co.—James Lightnerhas been named head of engineeringat the McHenry, 111., plant and J. C.Dick has been appointed personnelmanager.

Gates Rubber Co.—William L. Wil-liamson has been named manager ofthe Mexican manufacturing opera-tion.

Eaton Mfg. Co., Saginaw Div.—Vincent Ayres has been promoted toproduct engineering manager.

General Motors Corp. — EdmundSteeves has been named director offield operations on the public rela-tions staff.

Electric Autolite Co. — James B.Rarry has been appointed director ofautomotive programming.

Olin Mathieson Chemical Corp.,Metals Div.—John B. Seastone hasbeen named research director.

Bendix Corp., Scintilla Div.—Wil-liam S. Campbell has been promotedto service dept. manager.

Air Reduction Co., Inc.—Dr. AlbertMuller has been promoted to directorof technical activities and Walter B,Moen has been appointed generalmanager, development and engineer-ing dept.

General Motors Corp., Fisher BodyDiv.—Claude P. Spunk has beennamed senior engineer and James D.Leslie has been appointed senior en-gineer, product engineering staff.

American Metal Products Co.—DavidM. Dilh (tar left) has been promotedto assistant general manager in chargeof product sales and engineering andErnst G. Oft has been named assistantgeneral manager—manufacturing.

Oakite Products, Inc., ClevelandDiv.—Walter G. Boaeuf has been ap-pointed manager.

Pratt & Whitney, Inc. — Paul J.Roddy has been named assistant tothe vice president-marketing.

Modine Mfg. Co.—Daniel D. Haweshas been named manager of produc-tion control.

Nylock-Detroit Corp.—E. N. Washhas been promoted to vice presidentand general manager.

Philco Corp. — Michael W. Newellhas been elected vice president-pur-chasing.

Ford Motor Co.—Paul F. Lorenzhas been appointed executive direc-tor-marketing staff.

American Motors Corp.—L. W.Stevens has been appointed directorof dealer development.

NecrofogyGeorge P. F. Smith, 65, retired

vice president of the Borg-War-ner Corp., died April 17 in SantaFe, N. M.

Norman R. Althauser, 65, re-tired vice president and control-ler of the Aluminum Co. ofAmerica, died April 9 in Pitts-burgh.

Samuel Rolph, 73, former pres-ident of the Electric StorageBattery Co., died April 7 inPhiladelphia.

Charles M. Powers, 58, anemploye of the Budd Co.'s Auto-motive Div. in charge of theFord Motor Co. account, diedApril 7 in Hialeah, Fla.

Harry F. Waters, 67, an in-ventor, died April 5 in Albany,N. Y. Known mainly as inventorand developer of food packagesand machinery, he also inventeddevices in the automotive, rubber,electronics and shoe machineryfields.

Francis S. White, 78, formerdirector of purchases for theBudd Co., died April 5 in Phila-delphia.


PERFECT CIRCLE PISTON RINGS ARE INSTALLEDAS ORIGINAL FACTORY EQUIPMENT IN 95 BRANDSOF VEHICLES AND ENGINES, AND IN 1961, MOREAWARD-WINNING FLEETS USED PC RINGS EXCLU-SIVELY THAN THE NEXT 5 BRANDS COMBINED.

WHY THE "PROS "PREFER PERFECT CIRCLE PISTON RINGS:

LEADERSHIP

For over 60 years, Perfect Circle has been a partner

in the progress of the internal combustion engine.

Beginning in 1895 as a manufacturer of railway

inspection cars, and later engines for railway cars

and automobiles, PC developed into the industry's

leading piston ring specialist. Through a wealth of

experience in all kinds of applications, Perfect Circle

has gained an intimate knowledge of piston rings

unequaled in the industry.

This background, teamed with outstanding engi-neering and research, enables Perfect Circle to findthe best solutions to the toughest ring problems inthe shortest possible time. It's another reason whyPC rings are preferred by so many leading engineand vehicle manufacturers throughout the world.

Cash in on the best piston ring know-how in the

business—contact your PC representative.

P I S T O N R I N G S

PERFECT CIRCLEPRECISION CASTINGS • SPEEDOSTAT • ELECTRONIC PROGRAMING EQUIPMENT

H a g e r s t o w n , Ind iana Don Mi l ls , Ontar io , Canada

IN EXPERIENCE

V

an Editorial

A New Spring Haton an Old Face

W ITH THE ARRIVAL OF APRIL, thespring season brings out someterribly old faces adorned with

new hats. Generally, the idea of the newhat is that any price is worth paying ifit makes the old face look good. The ideaof government control of prices seemslike an old face to many industrial execu-tives. It does not seem much more at-tractive when it is adorned with the newspring style bonnet of the 1962 vintage.Price control is simply price control, itwould appear.

Now THERE IS SOMETHING terriblybasic about prices. When the govern-ment eliminated free determination ofprices by the railroads, the countrywound up with obsolete roads lacking anadequate capability of servicing eitherthe government or the public. Similarly,price control of the airlines seems to havehad few benefits and a wide range of dis-advantages which are quite obvious.

IN THE LONG RUN, industry in anyfield must be able to get profitable pricesor the public suffers. Competition isadequate to maintain a balance between

prices and service, if the free play of thejudgment of the buyer remains as thefree and democratic control of the tradesituation.

ON THE OTHER HAND, where price con-trol becomes "administered pricing" withgovernment assuring a "profitable rateof return on the investment"—the influ-ence of government may result in exces-sively high prices and virtually monopolymarketing situations. Every buyer knowsof many examples of this type where theevils of price control promote excessivelyhigh price levels.

THE WORST ASPECT OF GOVERNMEN-TALLY dictated pricing is that it tends torestrict and curtail many of the mostvital aspects of industrial management.Forward planning, long range researchand development, equipment replacementpolicy programming, scientific purchas-ing, and many other functions of busi-ness are hampered when no person canforesee when government will favor oroppose price advances or reductions. Thisvital problem must be brought into clearfocus.

Editor and Publisher


^ — • i' • - Circle 120 on Inquiry Card for more data

35

Truly One Of The Wonders

Of Modern Transportation

44 brake horsepower; 13 mph; four-cylinder engine," bore, 6W stroke; cast iron wheels, solid tires;

weight: 9,650 pounds; Timken bearing-equipped;price: $5,600. (Chassis only, dump body extra.)

EVERYTHING'S CHANGED BUT THE NAME ON THE BEARINGS

CAST IRON WHEELS AND SOLID TIRES ON A RUTTY ROAD. It's hard to say whether the truck or the driver took the worstbeating. But the Selden got through. Its 100% bolted construction gave it the shock resistance to cope with the primitivehighways of 1921. To match its ruggedness, Selden engineers specified Timken® tapered roller bearings—the choice of truckmakers in that day as they are in this. • And because today's trucks carry much heavier loads at considerably more thanthirteen miles per hour, the Timken bearings have changed as dramatically as the trucks. For example, they have morerollers to pack more capacity into less space. And they're made of nickel-rich steel.. . steel y?^S$\. QUALITY TURNS ONthat we developed and make ourselves to increase bearing life. . . give better performance X ^ ^ ^ ^ lin truck wheels, transmissions and rear axles. • Specify Timken bearings for your bestbearing value for today and for the future. The Timken Roller Bearing Company, Canton \ ^ ^ _ ^ | * f TAPERED6, Ohio. Makers of Tapered Roller Bearings, Fine Alloy Steel and Removable Rock Bits. ^ l ( ^ ROLLER BEARINGS


THE International AutomobileShow in Geneva was the laststop on my recent round the

world trip. Generally speaking, thisyear, there seems to be an increasedconsciousness of the growing com-petition for markets and a distincteffort seemed to have been made byEuropean manufacturers for awider and more varied program.

For the most part, the trend wasto a bigger car with a displacementof 1.5 to 3 litres. Cars of the 350-500 ccm size have almost disap-peared. This reflects the increasingprosperity of the European whowants comfort and can afford alarger car.

Disc brakes were used on themost popular sedans such as AlfaRomeo, BMW, Fiat, Mercedes, Jag-uar and Daimler. Some also comewith automatic transmissions.

Among the many companies rep-resented, Lancia had the most sen-sational display. In addition to theFlavia sedan which is well knownin this country, the line was ex-panded to include a convertible byVignale, a coupe by Farina, and asports coupe by Zagato. The con-vertible and the coupe are typicallyItalian designed cars with elegantbodies and subtle lines, which isthe way it should be with an Italianmanufacturer. The sports coupe isrefreshingly different and has aninteresting side, three-quarter, andrear window treatment.

Alfa Romeo takes second placeas far as novelties are concerned.It has a new line of 6-cylinder 2.6litre cars—a sedan, a coupe by Ber-tone and a Spyder by Turin.

Alfa Romeo's major emphasisseems to be on performance and thenew 2.6 litre double overhead camengine will certainly deliver it. Itcan do 120 mph. Bodywise, with theexception of the coupe, they are sim-ilar to the 2000 Alfas which havebeen seen in this country. The coupeis my favorite and seems to be thesolution for persons who own aGuiletta coupe and want a biggerAlfa.

Fiat's new 1500 station wagon isprobably the best looking stationwagon of that size that has been

Geneva ShowStresses Trend to Bigger Cars

By Albrecht Graf GoertzGoertz Industrial Design

New York and Munich, Germany

Four-Passenger

LANCIA FLAVIACoupe

by Farina

ALFA ROMEO2600 Sedan

FIAT1500 Specialby Vignale

produced to date. This has beenachieved, not because of specialgimmicks, but simply because of itsvery well proportioned design.

Simca, in addition to their wellaccepted new 1000 sedan, showed atwo-four passenger sports coupe byBer tone . This is a well plannedsporty little car which will success-fully compete with the Renault Flo-ride. Renault's new addition is alittle longer version of the Caravellewith a slightly more powerful en-gine.

Among the specials, meaning theone of a kind effort by Italian bodybuilders, the most outstanding andmost beautiful car of the show byfar was the Ferrari-American de-signed by Bertone. On the whole, Iwould say that of all the designers,Bertone showed the most challeng-ing cars at this show.

Vignale showed a special body ona Fiat 1500, a four-passenger coupe

LANCIA FLAVIA Sports Coupe by Zagato

ALFA ROMEO

2600 Coupeby Bertone

FIAT1500 Station Wagon


which had interesting- points but al-together this was not as successfulas many of the other cars designedby him.

Ghia showed a special two-doorcoupe on a Valiant but I think that,like Vignale, he seemed to miss bytrying too hard to be different andnot really solving the problems.

Japan's automotive industry wasthe main reason for my global tripand I was extremely impressed withwhat I saw there. I am convincedthat we can expect quite a lot fromJapan as far as new styling is con-cerned in the not too distant future.

FERRARI AMERICAby Bertone

GHIAS VALIANTTwo-Door Coupe

SIMCA 1000 Coupe by Bertone

ALFA ROMEO2600 Spyder Touring


Harvey Aluminum Special with Chuck Daigh, driver, in the cockpit. Caris powered by a modified Snick V-8 aluminum engine mounted in rear.Racer is one of lightest to appear at track; its weight is 7080 (b dry.

New Cars and Enginesat Indianapolis " 5 0 0 "

By R. Raymond KayPACIFIC COAST EDITOR

WHO will get the big smile from Lady Luck at the In-dianapolis Speedway May 30 ?

Only a rank amateur would try to pick the winnerof the most elusive prize in sports. It's a mix of the driver'sskill, speed of his pit crew, a good car, and just plain luck!

All this plus design integrity and a skillful builder. That'swhat it takes to bring home the pot of gold.

But here's a good bet: Higher speeds, new records, andmore cars dueling at the finish.

Some 200,000 racing fans will jampack the Speedway tosee the world's biggest sporting event. This year's 500-milespeed classic will separate the men from the boys. Why? Itwill take better than a blistering 146.5 mph average speedto get one of the 33 coveted starting positions.

Many veteran drivers will be shooting at the 150 mphmark in time trials.

Prediction: Fastest race yet. The winner should averageover 140.5 mph for his 500-mile run—weather and trackconditions permitting.

No longer will the Speedwaybe a "brickyard." In the. interestof greater safety, the last of thewell-publicized bricks is cov-ered.

At press time, Speedway Pres-ident Tony Hulman expectsmore than 72 entries to battlefor the 33 starting positions.This year's event is the richestin Indianapolis history — over$400,000 in prize money.

Racing enthusiasts feel thatthe event sorely needs new andfresh competition. Much of theequipment coming to the Speed-way has lost its glamour, theysay. And many ask, "When arewe going to see something newin engines?"

Well, at this year's race they'llget their chance. But the truthof the matter is that most driv-ers prefer the same type of carthat won at Indianapolis the pre-vious year. And that goes formost owners, too.

However, racing buffs luckyenough to get to the track, willsee these new developments:

John Zink, Tulsa, Okla., willbe there with his new turbine-powered Trackburner. The carwill weigh only 1400 lb dry.Power plant is a 335-lb Boeingturbine engine, mounted behindthe driver. Dimensions: 42 in.long, 24 in. wide, 24 in. tall.

The turbine will turn at aspeed of 39,000 rpm to develop375 horsepower.

AI interviewed Leo Goossen,veteran design engineer atMeyer & Drake EngineeringCorp., Los Angeles, builders ofthe Offenhauser engines.

Lou Meyer, three-time Indi-anapolis winner and head manat M&D, says the company keepstrying to improve its product.This year it has a new waterpump, with a 50 per cent greatercapacity than last year's. Theincreased water flow should min-imize the hot areas of the cyl-inder block. The newly-designedpump is interchangeable withthe old.

"Several of the car ownersare installing an oil filter," Mr.Goossen reports. "This unit goes


between the oil pump and thecrankshaft bearings. It's in-tended to improve bearing insertlife. Clean oil is especially im-portant as the babbitt bearingsare being replaced with F-7"fbearings."

Details of the CarsA. J. Watson, now only in his

mid-thirties, is a man to watch.This young designer-builder isquickly earning a reputationthat will rank with the best inIndy annals. He's a recognizedleader in design trends. This,plus his meticulous workman-ship, has helped him to rack upseveral winners in recent years.

What's new in his Glendale,Calif., shop this year? Threecars, all of the same design:Leader Card Special, Sclavi Spe-cial, Forbes Special.

Watson says they weigh 1620lb (dry). That's some 80 lb un-der previous models.

How did he shuck the weight?With a combination of new andlighter materials and a keen eyefor too-heavy parts. The 1962cars have more fiberglass. Thenose, hood, cowl flare, and airscoop are made of this material.

Watson is back to torsion barsuspension. It replaces heaviercoil spring units tried last year.Ten pounds came off by switch-ing from a standard racing radi-ator to a Harrison aluminumcross-flow unit.

Important change: Newmounting position and angle forthe front tubular dual Monroeshock absorbers. Perch on driv-er's left is shorter than the rightone, and in a more vertical posi-tion. The aim is for better han-dling and road adhesion.

For some years now, design-ers and builders have tended tolay power plants on their sides.The object is to get a lower cen-ter of gravity and to throwweight to the left side of thecar. This year Watson veersaway from the trend. His enginemounts in an upright position.But the whole chassis sits on theaxles off-center to the left.

(Continued on next page)

Leonard Williams, applications engineer for the industrial products division ofThe Boeing Company, prepares to make an adjustment to the turbine enginewhich will power the Trackburner. At the top rear of the engine is the waste

gate, which makes possible the use of the turbine for racing.

Principle of opera-tion of the Boeing502 is revealed inthis cutaway. Thewaste gate gives fheinstantaneous re-sponse that racingdemands. T h e gasproducer turbine runsconstantly at 39,000rpm. The throttle isconnected to the but-terfly valves in thewaste gate and ex-haust. W h e n fhedriver wants powerhe presses the throt-tle, fhe waste gatecloses, and fhe gasesare directed to thepower turbine. Toslow down he backsoff throttle and thisopens f h e w a s t eg a t e , allowing t h egases to by-pass the

power turbine.

Rear view of fhe Trackburner. The body will enclose the Boeing 502 turbineengine. The big stack jutting out of the tail is for the turbine's exhaust. The rearsuspension is independent, as is the front. Coil springs and tubular shocks will be

on all four wheels. Rear bearing carrier o* - - - x nlloy by Troutman-Barnes.

Interesting features: (1) Ahand-operated hydraulic emer-gency brake system. It has aBuick brake master cylinder tocontrol single disc Halibrandspot brakes on the rear wheelsonly. (2) Fuel intake caps, 4-in.diam, actuated by pressing aspring-loaded, quick-release but-ton.

Last year, John Zink said hewould come to Indy with Boe-ing's 502 gas turbine in hisTrackburner. (See AUTOMOTIVEINDUSTRIES, May 1, 1961, p. 37.)

But he didn't have enough timeto solve some of the engineeringproblems for his rear-mounteddesign. So the car used a con-ventional M&D engine.

But the turbine is in thisyear. And ready to go. Zink

sumption is almost the same asthe Offenhauser engine's, Zinksays.

Is this the Novis' year? That'sa long-standing question in Indycircles. And with good reason.They've been plagued for yearswith miserable luck. Yet expertsstill respect them for the greatpower in their supercharged V-8engines.

Maybe the change in owner-ship is the change in luck theyneed. Last year Andy Granatelli,Santa Monica, Calif., boughtout the whole Novi stable—cars,engines, dynamometer, and eventhe services of veteran ChiefMechanic Jean Marcenac.

Granatelli has three entiresset to roll. They're called Tropi-cana Specials. Two are newly-built by Frank Kurtis. The

third is an older model Kurtiscar.

All three have the Novi en-gine. But they're modified toinclude: Paxton supercharger;Lockhart-designed manifold sys-tem; l i g h t w e i g h t magnesiumcastings to replace aluminum;Hilborn fuel injection; and anew Paxton - designed crank-shaft.

The two new Kurtis - builtchassis have aluminum panelsand fiber glass nose and tail sec-tions. Planned weight: 1800 lbdry. With the lighter car andlighter engine, total weight dif-ference between the old Novisand the new is 300 to 400 lb.

Speed demon Mickey Thomp-son—fastest man on four wheels—plans to storm Indianapolis

Right rear quarter view of the Thompson-built car chassis.Mounted inside the bulkhead, left to right, are the two-speedgear cose, coupled to the differential, then the 6Vs-in. wideclutch housing assembly attached to Buick aluminum V-8engine. Lower right shows one of two side engine mountsupports. Two other power-assembly supports will go underthe differential section on the iower rail of the rear bulk-

head.

Left front quarter view of front end assembly used onThompson-built cars. Horizontally, across center of frontbulkhead, is rack and pinion steering gear assembly from an"E" Jaguar. Front bulkhead is 2 in. by 2 in. square Shelbytubing. The illustration shows upper and lower A-armsmounted to the front bulkhead ready tor steering knuckleassembly fitting. The specially fabricated copper radiator

uses a cross-How design.

claims these advantages: enginedurability; light weight (1300lb vs 1600-1700 lb for conven-tional Indy cars) ; better ac-celeration out of the turns.

Two factors will contribute tothe acceleration, he says: (1)Less weight. This means betterpower-to-weight ratio and (2)Torque characteristics of theturbine. Torque curve on the502 approaches a straight line.

The engine puts out 375 hpon dynamometer tests. Fuel con-

Fuel intake design feature of A. J. Watson 7962cars. Intake caps are 4-in. diam. actuated bypressing a spring-loaded, quick-release latchshown at the lower point between the dualopenings, intake is on 56-o.af terneplafe fueltank, fiber glass coated. Note dual roll bars.

Lower one is internal, higher one external.

this year. The young Californianholds a world land speed recordwith a 406.6 mph one-way runat Bonneville Salt Flats.

His new Long Beach, Calif.,shop has its first three Indyhopefuls set: The Harvey Alu-minum Special, Jim KimberlySpecial, and Mickey ThompsonEnterprises Special.

Thompson aims to break inwith the lightest cars on thetrack. With modified Buick V-8aluminum engines mounted in

the rear, the racers weigh only1080 lb. That's some 500 lblighter than most cars in thestarting lineup. The engine aloneis roughly half the weight of anM&D powerplant.

Working closely with Thomp-son is Harvey Aluminum, Tor-rance, Calif. Harvey made manyof the Thompson parts: pistons,connecting rods, flywheels, clutchassemblies, suspension assem-blies, gear boxes, fuel and oiltanks.

Engine specifications:Make Buick V-8

aluminum engineDisplacement . . 256 cu in.Bore 3.625 in.Stroke 3.1 in.Compression ..14.5:1RPM 5,000 to 7,500Gear ratio . . . . 3.8:1Horsepower . . . 330 at 6,500Wheels 16 in. magne-

sium

This engine's comparativelylow fuel consumption permits asmaller gas tank. It's only 43gal vs 56 gal for Offenhauser-powered cars and 72 gal for theNovis. Tanks on the Thompsoncars are side-saddle mounted,faired into the body lines. Theleft one holds 25 gallons, theright 18.

The cars have a highly-streamlined look:

Wheelbase . . 96-3/4 in.Track 52 in. front

and rearOverall

length 12 ft 9 in.Overall

height. ....28«/2 in.ground to headrest

Width 42 in.Weight 1080 lb.

Much of Thompson's frame-work is of Shelby seamless 1015mild steel with 0.062 in. wallthickness in square rail sections.That's instead of the usual heav-ier chrome moly tubing. Bodyskins are 0.040 in. sheet alumi-num.

Other features: Girling spotdisc brakes and master cylin-ders; two-speed gearbox at rearof power section assembly; spe-cial Firestone tires, 6:20 x 16front, 8:25-8:90 x 16 rear; in-dependent suspension front andrear.

New J962 Novi engine on dynamometer test stand. Modifications include:Paxton supercharger; Lockhart designed induction manifold system; use oflightweight magnesium castings to replace aluminum. Other features are newHilborn fuel injection system and new Paxton-designed crankshaft. Note dual

spark plugs in each cylinder.

Each year, honors pile up forthe pole position winner. To getthis prize spot, a car must turnin the highest average speed forthe 10 qualifying laps.

The same car sat in the poleposition in 1960 and 1961. It's

ready to try again. And it hopesto beat its own 1961 qualifyingmark of 147.481 mph.

This car is the Dean VanLines Special, co-sponsored nowby Autolite. In last year's thrill-


A new develop-ment this year isHalibrand's "lob-ster-back" casingover the spot-diskbrake. Its purposeis to provide bet-t e r c o o l i n g f o rthis vital assem-bly. Unit shown ison r i g h t rearwheel of a 1962

car.


Soviet ZIL-UOb is powered by a 365-eu in. V-8 engine de-veloping 748 hp of 3000 rpm.

New Vehicle Designsat Leipzig Fair

Russian MTZ-52 has front-wheel drive engaged automaticallyby an overrunning clutch. Transmission has 78 forward

speeds.

By DAVID SCOTTBritish Correspondent

DESIGN innovations were an unexpected feature of several ofthe new Communist vehicles and tractors exhibited at thisyear's Leipzig Fair. Russia displayed the ZIL-130b truck, one

of a family of four-ton vehicles which recently went into productionat the Likhachjov factory in Moscow. The model on show, atractor with a 12-ton gross train weight rating, was powered by adown-rated version of the 365-cu in. V-8 engine used in theZIL-111 passenger car.

With 6.5 to 1 compression it develops 148 hp at 3000 rpm.Drive is through a 5-speed transmission and a 2-speed axle elec-trically actuated. There are air brakes and hydraulic power steering.

The engine includes an oil cooler and a thermostatically-con-trolled radiator shutter as standard. An interesting design detailis the pulley on the air compressor whose effective diameter canbe changed to compensate for belt stretch. The two pressed halvesmate against angled pads with slotted bolt holes. With the boltsloosened, rotating one pulley half against the other alters theirseparation with a wedging action, and hence adjusts tension ofthe V-belt.

The three-man cab has a wrapped windshield and hinged ventpanels in the roof. Other models in the ZIL-130 range are aflat-bed, dump and panel truck. Optional engine is a 430-cu in.V-8 rated at 180 hp.

The new Soviet MTZ-52 farm tractor possesses a transmissionsystem of unusual complexity. Output of the 55-hp Diesel engineis through a lockable torque converter and friction clutch followedby a nine-speed gearbox and two-speed transfer case, giving a totalof 18 forward ratios. The rear axle has a limited slip differential.

Front wheels are driven, and there is automatic engagement byan overriding clutch when both rear wheels spin. A two-piecepropeller shaft links the transfer case to the centrally pivoted frontaxle. This is raised to provide a 25-in. ground clearance, and thehalf-shafts terminate in bevel gears that turn the drive at rightangles to vertical shafts coupled to reduction gears in the fronthubs.

Half-shafts and ends of the axle housing are telescopic, andf ront track width is varied by extending these members with aworm drive attachment engaging serrations on the sliding sections.Rear wheels on keyed shafts are positioned by hydraulic jacks.There are ptos at the side and rear.

Steering is hydraulically assisted by a servo unit housed betweenradiator and grill, with linkage from the steering wheel carriedhorizontally over the engine. Front wheels are suspended by coilsprings incorporated in the swivel pin casings.

The new 290-cu in. Diesel engine provides a speed range of0.8 to 15 mph, and a drawbar pull given as 3000 lb. Weighing5 500 lb, the MTZ-52 is intended to do the work of smallercrawlers widely used in Soviet agriculture. A two-wheel-driveversion is designated MTZ-50.

The East Germans displayed a new V-12 air-cooled Diesel en-gine, the largest member of a block-built family with units of1, 2, 3, 4 and 6 cylinders. Displacement is 1200 cu in., with a4.7-in. bore and 5.7-in. stroke.

Intended for heavy construction equipment, marine and stationaryapplications, the 12-KVD has a continuous rating of 240 hp at1750 rpm. A gear-driven axial blower forces cooling air betweenthe two lines of shrouded cylinders, and also through the adjacentoil radiator.

Czechoslovakia exhibited an unusual four-wheel-drive tractorwhose tubular chassis is centrally hinged to effect steering, elimi-nating steering knuckles and joints and enabling the small machineto turn in its own length of 8 ft. Upper pivot point is the verticaloutput shaft of the steering box which is mounted on the rearchassis section, while the lower pivot is a roller bearing.

The transmission is linked to the propeller shaft by a pair ofdose-coupled universal joints aligned with the hinge axis. Therear axle pivots on a central bushing to keep both wheels in con-tact with the ground.

Clutch and brake (rear wheels) pedals as well as the driver'sseat are on the trailing part of the chassis, and the transmission

Air-cooled V-12 Diesel from Bast Germany has a continuousrating of 240 hp at 1750 rpm. Piston displacement is 1200 eu

fa.

East German military-type cross-country truck, the LO-1800/4 made by Robur in Zittau, has a 70-hp air-cooled

Diesel with four-wheel drive. Load rating is two tons.

and hydraulic controls and the hand brake (front wheels) are onthe leading part. The engine is a 10-hp air-cooled Diesel, and thegearbox has 4 forward and 4 reverse ratios.

Designated T4-K10, the tractor has hydraulic implement control,full lighting for road use, and variable track width. It is designedfor vineyard, orchard and market garden work, especially in hillyareas. Weight is 1700 lb.

A new vehicle from East Germany was the Barkas B.1000, aboxy delivery van that follows the trend set by a number ofWestern European auto manufacturers. Unusual spaciousness anda floor height of only 15 V2 m- stem from the front wheel drivelayout using the engine and transmission of the Wartburg car.

The body is of integral construction with single-skin outer panelsand a stressed floor reinforced by transverse U-section pressingsand a partition behind the front compartment. Wide rear and curbside doors, swinging open 180 deg, give access to the 210-cu ftcargo area with 1-ton capacity.

All-independent suspension is by torsion bar assemblies carriedon sub-frames. The front suspension uses rigid forks fabricatedfrom welded pressings for each, which are splayed outward fromtheir offset axis of vertical movement.

These leading links are supported by the inboard end of shortround torsion bars that are positioned at an angle of 20 deg inrelation to the cross members. Pivot points are rubber bushed,requiring no lubrication, and the fixed outer ends oi the bars arereadily accessible for adjustment. Identical torsion bars are usedat the rear, where there are welded trailing suspension arms.

The 61-cu in. engine is a three-cylinder water-cooled two strokedeveloping 45 hp at 3750 rpm. It is in unit with a four-speedfully-synchronized transmission and the differential, and this powerpack is mounted between the two front seats. The handbrakeoperates on the front wheels to eliminate underfloor cables. Sparetire and battery are positioned behind the individual seats in theforward-control cab. |

Steering box forms the upper pivot on the chassis of theCzech T4-K7O tractor. Rear drive shaft is connected to thetransmission by a pair of cfose-coupled universal joints.

Czechoslovak four-wheef-drive tractor with rigid axles iscentrally hinged for steering. It can turn in its own length.

Integral body of the Barkas 8.7000 has a curb-side as wellas rear door that give access to the load floor which is

only ISV2 in. off the ground.

Half-ton pick-up is the latest edition of the Skoda Octavia.made in Czechoslovakia. It has a tubular backbone chassis

with swing axles at the rear.


Sigmatic arc-welding operation where the hat-type stamping is joined with the Hat lower plate. The two parts areheld securely in the fixture. This view shows an operator standing on the power-driven belt on the floor which trans-

ports him along the work from left to right.

Setup at Pontiacfar Making Torque Tubes

FOR 1962 production the Pon-tiac Motor Division installeda compact fabrication depart-

ment to produce the unique torquetube assembly used in Tempes tmodels. Major components of thetorque tube are a flanged channelsection of modified hat-type withnarrow flanges, and a flat platewhich is welded to the channel toproduce a rigid, integral torquetube. In addition, there are somesmall brackets and a thick steelflange for each end.

The channel, which is the majorcomponent of the torque tube, isdie-shaped during the stampingoperation to the exact curvaturerequired for alignment with thetransmission end and the transaxleat the rear.

By Joseph GeschelinDETROIT EDITOR

Prior to the major phases of fab-rication, the detail brackets aremanually arc welded to the channel.

The first major operation is thearc-welding of the flat plate to thechannel. This is done in a uniquewelding machine, illustrated here.It is quite unconventional and de-serves special attention. In this ma-chine the channel and flat plate areplaced in the massive fixture, andclamped securely to maintain thecorrect curvature of the assembly.

Although the arc-welding oper-ation is performed manually, inthis setup the work remains sta-

tionary while the two operators,one on each side, are moved mechan-ically along the work by means ofa power-driven belt. The belt con-stitutes the floor on which the oper-ators stand, and it moves the oper-ators from one end to the other ata set speed. Thus the welding oper-ation may be considered as semi-automatic in nature.

It may be noted at this point thatarc-welding is accomplished bymeans of Linde Sigmatic equipment—the power source as well as thewelding head.

The next stage is the arc-weldingof the steel flanges on each end ofthe fabricated torque tube assembly.This is done in a special fixture,illustrated here. The fixture is ofpivoted design, permitting horizon-tal installation and clamping of thetorque tube and flanges on each end.Then the fixture is turned into afull vertical position to permit down-hand welding of the flange at thelower end. When this weld has beencompleted, the fixture is turned 180deg to place the opposite end inwelding position. Finally, the fix-


ture is brought back to horizontalposition for unloading the part andloading another.

This is followed by two machin-ing stages to mill and drill theflanges. The first operation is mill-ing of flanges in the double-endKreuger special machine, shownhere. The tube is clamped securely,permitting the milling heads toface the flanges to correct overalllength and accurate axial align-ment.

The assembly then is transferredautomatically, by means of a con-veyor, directly into the adjacenttrio double-end drilling machine.Following this, all of the drilledholes are burred manually.

Final operation is the coiningof all drilled holes from both sidesin a setup in a small press. Coiningproduces the effect of a shallowcountersink on both sides of eachhole; also leaves a smooth hole forthe entire depth of the flange. Thisprocedure has been found necessaryto facilitate the installation of fas-tenings and has the salutary effectof preventing misalignment thatcould cause fatigue failure of afastening.

It may be of passing interest tonote that the task of producingtorque tube assemblies at the startof Tempest production was turnedover to a supplier. This relievedthe Pontiac organization of at leastone major problem at the start ofTempest production. The supplierthen continued fabrication to pro-vide a suitable bank of torque tubeassemblies for the start of 1962production. At this point the entiresetup was moved to the Pontiacplant.

Having had the advantage of in-itial production experience, Pontiacwas able to develop an improvedsequence of operations in keepingwith quality control l'equirements.Consequently, the compact depart-ment described here is quite differ-ent in many respects from the orig-inal setup, includes new fixturesand additional equipment. In fact,the only major operation that re-mains unchanged is the first weld-ing operation—arc welding of thechannel and flange. •

This view shows the pivoted fixture designed for we/ding the end of the torquetube to the thick steel flange. Welding is done in vertical position as shown.

The fixture then is moved to horizontal position for unloading and loading.

As mentioned in the text, the welded assembly goes to a group of two machinesfor milling and drilling. This shows the assemblies being transferred onto theconveyor bars from the Kreuger milling machine in the background to the Trio

drilling machine in the foreground (out of this photograph).


NEW techniques in metalwork-ing and modern equipmentare characteristic of the

manufacturing facilities of theSaginaw Steering Gear Division,General Motors Corp., Saginaw,Mich. These developments arespurred constantly by improvementin product, the pressure of higherreliability of components, as wellas the demand for increased pro-ductivity.

On a recent visit to SSG we wereimpressed with some advancedmethods that were introduced for1961 and 1962 models run com-

ponents. A closer look at these willreveal something of the manage-ment philosophy that is constantlyat work in search of improved waysof doing things.

Specifically, we shall cover astandard passenger car manualsteering gear assembly and the ma-chining of the variety of steeringlinkage components for all cus-tomers.

The manual steering gear assem-bly is fabricated in Plant 3, on theoutskirts of Saginaw. The currentsetup was developed in two stages:first was the introduction of a 38-

station Cross Transfer-Matic ofpallet type for machining the gearbox; later, the installation of aVisiTrol assembly conveyor system.The two stages are interrelatedsince the precision machiningmade possible by the pallet typetransfer machine provided the nec-essary accuracy of bores and holepatterns that make more efficientassembly procedures feasible.Moreover, as will be shown later,the versatility of the transfer ma-chine enabled the division to as-semble automatically a bushing anda bearing cup during the normal

Perspective view of the 38-ttation Cross Transfer-Mafictaken on the erection floor prior to shipment to Saginaw.

New Techniquesin Metalworking at

SaginawSteering Gear Plant

By JOSEPH GESCHELIN. Detroit Editor

AIR BLAST4 BUSHPRESS WASH

PULL OFFINSP. STA.

RIGHT HAND SIDE

op."te

] • ma sacuao an tagWIRE BRUSH (I)TAP HOLE& BACKOF (/2'HOLEHEAO'X"

D nan nan son G°O H QWIRE BRUSHPILOT HOLEA6RTAPHEAD'U*

MAN.INSP.

AIR BLASTA CUP PRESS STA.

T A P WORM A D J .HOLE: H E A D ' S "

T rG BQ«E WORMHOLE HEAD'P*

SEMI FIN. BOREWORM HOEEHEADTJ-

LEFT HAND SIDE

28' SHUTTLE

LEFT HAND SIDE

RG. BORE US. HOLEPARTWAY4 RG C'BORESEAL HOLE HEAO'A''

{WALKOVER

FIN. MILLSCFACEHEAD'H*

FUTUREWORK STA.

SIDE

Schematic layout of 38-stafion Cross Transfer-Mafic for machining the manual gear housing.


progress of the gear box along theline. In conventional practice suchparts usually are assembled on thefinal assembly line.

The VisiTrol assembly conveyorsystem is actually the developmentof a special philosophy of assembly.The one found here is a pallet typeindexing conveyor with closelyspaced stations, so designed as topermit operators to work on bothsides of the pallets and to performmanual operations while the palletis at rest. While this type of as-sembly conveyor can be designedfor automatic assembly procedures,the one under discussion is not anautomatic assembly device in anysense. As a matter of fact, most ofthe detail operations are performedmanually. Moreover, the compactVisiTrol line employs just as manyoperators as does the conventionalline nearby.

On the other hand, the uniquefeatures of the power-driven in-dexing conveyor coupled withmany innovations developed froma study of former assembly pro-cedures, makes it possible to in-crease capacity with inherently im-proved reliability.

As a matter of fact, SSG esti-mates that the VisiTrol assemblymethod developed here achieves a41 per cent improvement both inquality and reliability when corn-

Automatic ResetFlag Cam on Fixtures. -Man. Unload Assy. -

Auto. Unelamp HousingAssy, in Fixture.

Auto. Drive & Torque 'Filler Plug.

Man. Load P.S. Nut in Driver.Man. Assy. Filler Plug.Auto. Drive P.S. Nut.

Auto. Press Worm Seal. -

Auto. Fill HousingAssy. With Grease.

Auto. Probe P.S. Seal. -Auto. Press P.S. Seal.Man. Load P.S. SealIn Press.Man. Pump Gear.

Man. Load Worm SealOn Shaft,

Man. Adj. Over-centerAdjustment of P.S.

Auto. Probe Scrs. ftLockwashers.Auto. Mist Lube Worm Shaft.

Auto. Drive ft Torque -(3) Cap Scrs.

- Man. Load Housing.

- Man. Assy. Ball-nut ft Worm.

Auto. Clamp Housing- In Fixture.

' Auto. Grease Adj. Thds.

-Auto. Grease P.S. Brg,

• Man. Load Adj. Plug in Driver.

Auto. Drive Adj. Plug.

• Man. Adjust Worm Brg.

. Man. Assy. P.S. ft Side Cover.

. Man. Assy. (3) Cap Scrs. &Lock washer (Temp. Oper.)

Schematic arrangement of stations on the Visi-Trol assembly conveyor mentionedin the text.

pared with the conventional methodof straight-line assembly.

Machining of steering linkage

components in Plant 1 has alwaysposed a serious problem since theseinclude a variety of long, slender

Close-up at loading station on the Visi-Trol line. Ma-chined housings come in on the hangers seen in thebackground, are dropped into the fixture, then areclamped automatically at the next station. Whilesetting the housing into the fixture, the operator alsoinserts the ball nut and worm and places the roller

bearing on the shank end ot the worm.


Another close-up on the Visi-Trol line: Here the ad-juster and lock nut are driven into the housing by anoperator by means of a pneumatic wrench. Featureof this arrangement is that the wrench is mountedon guide rails and is readily moved both in-and-out

and parallel to the conveyor.

49

Exploded view of Chevrolet manual gear is shown above to provide some idea ofthe number of parts involved in the manual gear assembly.

parts such as intermediate rodsand tie rods, and shorter piecessuch as idler arms and tie rod endhousings. For the start of 1961production, when most such partswere produced as forgings, SSGinstalled a battery of 12, seven-station Buhr Economatic, six-headdial indexing machines, illustratedhere. A unique feature of these ma-

chines was the first use—at thetime—of the Buhr principle of em-ploying standard, interchangeableheads and beds, combining theseelements to form entirely differentmachines.

The interesting point is thateach machine is very flexible in ac-cepting a variety of parts in anendless pattern of part mixes. It

is possible to run long and shortparts simultaneously, four longparts of different part numbers inone setting, or stay with the samepart numbers and run a variety ofpart numbers in batches. It all de-pends upon the quantities requiredat any given time.

Let us consider first the CrossT r a n s f e r m a t i c in Plant 3. Asillustrated on page 48, this ma-chine is arranged in a closed loopsome 50 ft wide and 87 ft long.Pallets are transported in pairs,except in the unload section at theextreme left. As may be seen inthis sketch, the housings are lo-cated from four cast locating lugs,which are held in relation to thecores in the casting.

Loading of the pallet takes placein a zone of three stations—37, 38,or 1—the parts being automati-cally undamped at Station 36.

In the first machining station,the side cover faces of two work-pieces are simultaneously roughmilled. In the next station the samefaces are finish milled. Carbidemilling cutters, carried on verticalcolumns, are used in both stations.

The pitman- and steering-wormbores are so developed by thistransfer machine that stock forfinishing is accurately controlled.Holes for the pitman shaft are fin-ished first. Then the pallet is in-dexed 90 deg and the steeringworm holes are processed. Relatedoperations are performed by thesame tool, or at least in the samestation.

In stations 7, 8 and 9, all of thepitman-shaft holes are rough andsemi-finish bored, chamfered, spotfaced and countersunk.

While most of the holes in thishousing are developed by boring,four holes are drilled in one sta-tion. Each drill is monitored by aCross Protect-O-Tool unit so holesdo not require probing later.


C'.ose-up ot one of the Buhr Economatic way-type machines employed in mazhininglinkage components in Plant 1. Examples of several of the many linkage com-

ponents put through the Buhr department are shown, above and at right.


Fig. I —Unimog-S,

produced for theGerman army j ;

PART I

MOBILITYand Tactical Vehicle Design

at Ordnance Tank-Automotive Command

T. J. Bischoff

Advanced DesignBranch

AUTOMOTIVE INDUSTRIES, Mar 1, 1962

SUPERIOR cross-country mobility for the Army's tactical andlogistical wheeled vehicles is definitely essential for militarysuccess in future combat operations. The U. S. Army Ord-

nance Tank-Automotive Command (OTAC) is assigned respon-sibility for design, development, production and field service ofmilitary tactical wheeled vehicles; and its engineering staff has con-tinually recognized the critical need for greater cross-country mo-bility as evidenced by moderate successes achieved by developmentsdirected toward improved mobility since World War II. How toget this better mobility is the underlying theme of this paper.

Just how important mobility is may be judged by the followingquotations:

Lt. Gen. Arthur Trudeau, Army Chief of Research and Develop-ment, was quoted in Army Times, 2 November 1960, as sayingthat "Mobility" is the greatest problem which the field army mustsolve today. This article also said that true cross-country mobilityfor the Army's combat and combat support vehicles is within theArmy's reach if it can get away from the traditionalism that hascontrolled the design of trucks for the last 40 years.

Lt. Gen. James M. Gavin, in an article entitled, "Why LimitedWar," which appeared in Ordnance Magazine, March-April, 1958said, when discussing mobility in general, "we must think of to-morrow and the needs of tomorrow, and these spell out in simpleterms great dispersion and great mobility. . . ."

51

General Matthew B. Ridgeway, inhis final statement as Chief ofStaff of the Army, underlined theneed for a mobile, balanced fight-ing force to fulfill the many com-mitments to which the U. S. ispledged. In this statement he said:"Nothing currently available . . .reduces the essentiality of mobile,powerful ground forces. . . ." Thisstatement also appeared in Ord-nance Magazine, September-Octo-ber, 1955.

General Maxwell Taylor, duringhis tenure as Chief of Staff, identi-fied what he considered the fourmajor problems facing the U. S.Army today. He listed these asimproved mobility, improved com-munications, improved firepower,and improved protection for thesoldier. This statement appearedin Test Engineering Magazine,July, 1961, in an article entitled,

at Ordnance Tank-AutomotiveCommand is as follows:

Vehicle ground mobility is themeasure of a vehicle's ability totransport a payload over a widevariety of terrain conditions, in-cluding inland waterways. Mobilevehicles must travel from point Ato point B efficiently and rapidly,with a higher probability of suc-cess than the enemy's vehicles andstill be capable of performing itsdesign function.

Another definition of groundmobility, which has been suggested,is: "a vehicle's characteristicswhich define its capability to tra-verse all types of surface terrain."

Perhaps a definition of mobilitystated in the dictionary, "the capa-bility of being readily movedabout," is sufficient and under-standable. In even briefer terms,"mobile" means "to go." But, we

down during a tactical mission. Butwhat value is reliability, durability,etc., if the vehicle has not the mo-bility to even commence the basicmission? This argument is setforth not to discount the impor-tance of military characteristicsother than mobility, but to empha-size the importance of superior mo-bility. Durability and reliabilitymust be considered only to the ex-tent that they contribute to mobil-ity by avoidance of immobility. Ofcourse any vehicle design must bea proper blend of all desirable fac-tors with emphasis on the morefundamental and primary require-ments.

In World War II, military effortwas directed toward control of roadnetworks for use by tactical ve-hicles. Let's face it, wheeled tac-tical vehicles were road bound, es-pecially in wet soft terrain areas,

Fig. 2—XM408, 6x6 experimental truck Rg. 3—Mechanical Mule

"Environmental Testing ForWhat?" by L. S. Wilson of ArmyResearch Office, Chief of Researchand Development.

Now that eminent military au-thorities have reaffirmed mobilityas a fundamental and vital require-ment, it might be well to definethe word mobility itself. Severaldefinitions were examined. A defi-nition agreeable to this writer andthe Land Locomotion Laboratory

must constantly keep in mind thatthe vehicle is just a means to anend; the payload must "go."

Certainly other vehicle require-ments, such as durability of design,reliability of function, economy ofoperation, are also of real impor-tance. Some observers have pre-ferred that durability or reliabilityare the more primary design ob-jectives. They argue, of what valueis mobility if the vehicle breaks

although by some stretch of theimagination, various trails, cowpaths, etc., were called roads. Eventhen the Corps of Engineers wasfrequently called upon to maintainthese roads in passable conditionfor our trucks. In short, our truckswere basically limited to preparedsurfaces and never ventured farfrom them without assistance beingreadily available for recovery.

Today the Army doctrine of wide


dispersion in combat requires thatmen and vehicles must move cross-country without regard for avail-ability of roads, and the terrainand obstacles encountered. The rea-son for all this is possible atomicwarfare, where concentrations onthe road would truly invite disas-ter.

In military operations of tomor-row where units are widely dis-persed and only concentrate whereneeded for success of an operationand then redisperse again, a va-riety of terrain conditions and ob-stacles will be encountered in anygiven theater of operations.

What are the terrain conditionsthat are generally found in variousmilitary operations throughout theworld? These conditions are thephysical structure of the ground,and its roughness and environment.They include: mud, clay, sand,

Fig.

XM453E3experimentalvehicle

it a bottomless marsh or is it ontop of a hardpan or firm stratum?

What then affects mobility in thedesign of tactical wheeled vehicles ?

The answer is: many factors,some more important than others.The Ordnance Tank - AutomotiveCommand has been studying mo-bility and vehicle design for manyyears and no simple single answer

The vehicles' configuration, di-mensions and overall design havea great effect on mobility. Manyfactors help mobility, such asground clearance, light weight,

,f

Fig. 4—XM4I0 experimental vehicle Fig. 5—XM409 experimental vehicle

snow, hills, ditches, ravines, marshand obstacles of all types. Soils ap-pear in the form of cohesive andfrictional types, most generally acombination of both, which varygreatly with wetness and tempera-ture. It is enormously importantto recognize the type of soil andits environment in judging or es-timating mobility. For example, isthe mud the wet viscous type or isit the wet thick cohesive type; is

can be found for the mobility prob-lem on an across-the-board basis.Let us repeat this in another way.Every vehicle requirement presentsdifferent design problems, and ex-trapolating a good concept or con-figuration on an across-the-boardbasis may lead to the disappoint-ment of an undesirable prototype.Every new approach must be care-fully analyzed before applying it tomeet Army requirements.

number of wheels, static and dy-namic optimization of wheel load-ings, angles of approach and de-parture, articulation in roll, pitchand yaw, tire size and form, opti-mum slippage, freedom of wheelmovement, wheelbase, flotation,minimum motion resistance andsinkage, power, ease of shifting,locking differentials and the abilityof the vehicle to relate to the ge-ometry of the ground surface. •


Machine Tool BuildersReport "Status Quo"Business Picture

By Charles A. WeinertEASTERN EDITOR

A the end of the 1st Quarter, arepresentative group of ma-chine tool builders •— taken

as a whole—reported essentiallyno change from the industry'sslightly - improved "business - on -hand" situation as of January 1,1962 (see AI of February 1, page59).

Order backlogs at April 1 ap-parently advanced still further—but to a very small degree.

Inquiry activity also was re-ported as being a little greater.Nevertheless, and by contrast, theoutlook for new business in the 2ndQuarter, compared to that bookedin the 1st Quarter, appears to in-dicate a slackening—that is, how-ever, not far from being a stand-off.

The reports also disclosed thatadditional price increases are al-ready under way or in prospect.Further, that some of the builders,at least, anticipated extended de-livery times on orders placed in the3rd Quarter.

The above impressions have beenobtained by consolidating, averag-ing-out, and (in some cases)weighting the 33 responses fromleading suppliers of machine toolsto AI's latest quarterly survey ofthe industry. Therefore, the con-clusions arrived at are intended tobe representative of the whole ma-chine tool industry. Conversely,they do not necessarily apply to anyone company. As will be noted in.the following details, the business

situations of individual companiesvary between each other, some-times quite considerably.

ORDER BACKLOGS

The first question of the surveyrequested the machine tool buildersto indicate whether the volume oftheir April 1 unfilled orders wasabout the same, was up, or wasdown, compared to the volume atJanuary 1, 1%£

Order backlogs of "about thesame" proportions were reportedfor 9 (of the 33) companies.

Higher backlogs—ranging from5 per cent, to as much as 75 per-cent—were listed by 14 of thebuilders. Two other "highs" were60 per cent and 42 per cent. Theone with 60 per cent stated, "Au-tomotive and related industrieslargely responsible for this in-crease." The 42 per cent increasewas accompanied by this comment—"First quarter orders were thebest since second quarter 1957."

The average for the "up" groupof 13 who gave numerical figures(one official just marked his com-pany's backlog as "up") is +27 percent. If adjusted to exclude theeffect of the three above-averageperformers—i.e. 75, 60, and 42 percents—the average for the remain-ing 10 companies is +17.3 per cent.

Lower backlogs were reportedfor 10 companies, with a rangefrom 1 to 25 per cent. In this groupare one 25 per cent, two 20 percents, and five 15 per cents. Thegroup average is —14.35 per cent.

For the whole group, entailing32 companies reporting numericalfigures, the average is +6.4 percent. When weighted to excludethe three "unusual highs," the

average for 29 of the companieswould seem to indicate an increasein order backlogs, April 1 versusJanuary 1, of one per cent.

AUTOMOTIVE ORDERS

The next two items in the surveyquestionnaire both had to do withthe ratio of automotive orders tototal orders.

The first of these inquired, "Howmuch of your total orders on handas of April 1, 1962 is representedby orders from automotive com-panies?"

The second requested the build-ers to indicate, for comparisonwith the answers to the precedingitem, what the automotive portionsof total annual orders were for theyears 1960 and 1961.

As in all of our previous surveys,the vast majority (31 companies inthis case) reported automotive or-ders on hand. The automotive por-tions range from 1 to 90 per cent oftotal orders on hand as of April 1.Other "highs," besides the 90 percent, are 85, 80, 75, 70, and 67 percents.

For the group of 30 companiesreporting numerically, the averageis 38.4 per cent automotive amongall orders on hand as of April 1.

Only one company reported noautomotive orders on hand.

Another company did not fill inthe form for these questions.

The group average of 38.4 percent automotive for April 1 com-pares with group averages of 35.6per cent for 1960 and 40 per centfor 1961 — representing the por-tions of automotive orders as re-lated to total orders booked in thoseyears.

INQUIRY ACTIV ITY

As in the case of order backlogs,the relationship of inquiry activityat April 1 with that at January 1,1962 was requested.

Inquiry activity at the "same"level was reported by 15 companies.One of these commented, "MostlyOrdnance." Another said, "Thenumber of inquiries is approxi-mately the same—the size of eachindividual inquiry, however, repre-sents more dollars."

More inquiry activity—ranging


from 5 to 50 per cent—was givenfor 13 companies. As a matter offact, there are two 50 per cents,and one 40 per cent. The averagefor this group is 21 per cent moreinquiry activity as of April 1, com-pared to that at January 1. If ad-justed to exclude the three unusual-highs of 50, 50 and 40 per cents, thegroup average for the remaining 10companies becomes 13.2 per centmore inquiry activity at April 1.

Less inquiry activity — with arange from 10 to 50 per cent—waslisted for 5 companies. The groupaverage is —21 per cent—or, withthe one 50 per cent excluded, it is—13.75 per cent for 4 companies.

The average for the whole groupof 33 companies works out to +5per cent. If weighted to excludethe three unusual-highs and theone unusual-low mentioned above,the average for 29 companies isthen +2.65 per cent more inquiryactivity at April 1 compared to thatat January 1, 1962.

BUSINESS OUTLOOK

Query as to the outlook for orderreceipts in the 2nd Quarter '62,versus 1st Quarter '62 results, gavethis response:

The "same" volume was predict-ed by 20 officials. One of the re-spondents said, "Our business hasbeen good and still is—we antici-pate a good 1962." Another said,"Might go down due to seasonallull that often occurs," and thenreferred to the next question aboutautomotive prospects, where hecommented, "This could greatly af-fect next quarter business." Athird respondent stated, "Expect-ing very good May and June."

Increases in new business re-ceipts during the 2nd Quarter wereforecasted by 7 officials—rangingfrom 5 to 15 per cent over the 1stQuarter.

The 15 per cent "up" was, how-ever, qualified by this remark,"New orders in 1st Quarter downfrom 1961—above increase will bea return to the 1961 level."

Another respondent said, with-out naming a figure, "If the in-quiries referred to in above (whichwere, "The number of inquiries isapproximately the same—the size

of each individual inquiry, how-ever, represents more dollars.")develop into orders placed in the2nd Quarter, order receipts defi-nitely will be up over the 1st Quar-ter."

For the group of 6 officials fore-casting "ups" numerically, theaverage is +8.8 per cent. If the"qualified" 15 per cent is excluded,the average for 5 officials becomes+7.6 per cent.

Less business in the 2nd Quar-ter, compared to 1st Quarter '62,was listed by 6 officials. The rangeis from —10 to —25 per cent. Oneof the four 10 per cents comment-ed, "First quarter buying usuallystronger in most years." The groupaverage, in this instance, is —14.2per cent for 6 companies—or —12per cent for 5 companies, with thetop "down" exluded.

For the group of 32 companieswho reported numerically, the com-bined average is —1 per cent —which means that a slight "down"is forecasted for new business re-ceipts in the 2nd Quarter comparedto that booked in 1st Quarter '62.This average changes very littlewith the exclusion of the 15 percent "high" and the 25 per cent"low"—working out to —0.7 percent.

ders do not extend present sched-ules." The 3 to 4 weeks shorter de-livery was explained by "Steppingup production."

PRICES OF MACHINES

EQUIPMENT DELIVERIES

For use in planning, the builderswere asked, "Do you anticipate thedelivery time on orders placed dur-ing the 3rd Quarter '62 will runlonger than that now beingquoted?"

"No change" in delivery time isanticipated by 18 companies. Oneof these reports said, "Ours was 40to 44 weeks—now 20 to 22 weeks."

Extended deliveries are foreseenfor 10 companies. Most of the add-ed delivery times are two, three, orfour weeks. One is eight weeks.Another respondent merely said,"Longer if business comes in as an-ticipated."

Shorter deliveries are expectedin the case of 5 companies—twoweeks, three to four weeks, eightweeks (two companies), and 10weeks. The latter prediction (10weeks) was accompanied by thestatement, "Provided Ordnance or-

As before (prior AI quarterlysurveys), we inquired, "Do youexpect to increase, in the near fu-ture, the prices of your machinetools; and if so, what is the per-centage increase and when will itbecome effective?"

The latest replies saying "nochange" in prices total 24 out of33. However, it should still be keptin mind that a "no" answer thistime may be attributable to a pricerise previously having been placedinto effect. (We have been report-ing quite a number in our surveyreports.)

Comments from the "no change"reports are these: "Unless LaborDept. imposes unrealistic mini-mums under Walsh-Healey Act.""Increased many of them in Janu-ary."

The companies reporting priceincreases on machine tools num-ber 9.

One of these is an increase of ap-proximately 5 per cent effective "assoon as possible"—"To offset in-creased material and labor costs."

Two companies report 10 percent increases, with question markson the effective dates.

One company lists a 2 per centincrease, effective June 1, 1962;while another gives a 2 to 3 percent increase effective July 1, 1962.

There is another 5 per cent in-crease listed, with no effective dategiven, but explained this way,"Prices have been raised on somemodels approx. 5 per cent."

One company reports a 4 percent increase, effective in Septem-ber, 1962.

And the remaining two compa-nies just indicate their prices willbe raised, but do not say to whatextent, nor when the boosts willbecome effective.

In another report, this commentappeared, "Margins are lower nowthan they were at the first of theyear. We do not expect this situa-tion to change very much duringthe next quarter." •


Hardening and Balancing Crankshaftsat Wisconsin Motor Corporation

AN induction hardening ma-chine for crankshaft main

>• bearing journals and pinshas been installed by WisconsinMotor Corp., along with an auto-matic dynamic balancer, as a partof an engine design program. Be-cause Wisconsin makes a widerange of heavy duty aircooled en-gines for both military and civilianuse, both machines have built intothem features to provide versatilityas well as high production.

It has been the practice at Wis-consin to use roller bearings for thecrankshafts and not to harden pinsand journals. In the new designs,made necessary by some of themilitary specifications under whichits engines are supplied, the com-pany still uses roller bearings, buthardens pins and journals whererequired by customer's specifica-tions.

The Tocco induction hardeningunit is used for nine different mod-els of crankshafts, and could beeven more widely used if required.Inductors are, of course, changedto obtain close coupling of the in-duction head and the work. Thereare six split inductors in the set,providing for different bearingwidths and diameters. Each is aforged copper block machined forcooling water passages and quenchholes. The Gisholt 2U dynamicbalancer automatically balancesfour different models of crank-shafts for the largest engines inthe Wisconsin line, 28-60 hp. Theinduction hardening unit operatesat 10,000 cycles frequency, ob-tained by a motor-generator set,and is rated at 100 kw output.

Crankshafts for the Wisconsinline of engines are of SAE 1045steel, except one model for whichSAE 1049 steel is used. They arepurchased as rough forgings froman outside supplier, and are nor-

Gisholt machine on which crankshafts are balanced and inspected

malized in the Wisconsin plantprior to machining. They are roughand finish turned before hardening.

The induction hardening ma-chine has two stations, though onlyone is ordinarily used at any onetime. The crakshaft is loaded ontoa dolly, supported by V-rollers ateach end. The loaded dolly rolls ontracks between work stations andthe shaft is lowered into positionby air cylinders under the V-roll-ers. The split inductor unit is thenclamped around the journal man-ually, and the heating cycle is be-gun by pushing a starting buttonon the control panel. At the endof the heating period the zone to behardened is flooded with waterfrom the quench jets in the induc-tor unit. The cycle is automaticallytimed by the controls, the heatingand quenching duration determinedby the size of the journal being

hardened. A typical cycle would be3 sec heating, 5 sec quench; thiscycle required 88 kw input.

On one model crankshaft, thenewest in the Wisconsin line, theshaft is raised into working posi-tion in the induction hardeningunit with the lower half of thesplit inductor swinging up to closethe unit.

The inductor is opened at the endof the cycle, the shaft moved out ofworking position, and the dolly ismoved manually to reposition forthe next journal on the shaft.

The hardening operation is setup to produce a surface hardnesspattern with about 0.080 in. to0.120 in. depth of case, and withthe width controlled to leave thefillets and undercuts soft for shotpeening. Hardness in the case isRe 62 to 63 in the shafts of SAE



News of theMACHINERY INDUSTRIES

•By Charles A. Weinert'

Warner & Swasey's Con-trol Instrument DivisionHas D e v e l o p e d a NewPoint - to - Point NumericalControl System which WillBe Unveiled at the ASTME

Tool Exposition

New Point-to-Point N/CIntroduced by W & S Co.

Another numerical control systemhas just been placed on the market—and will be displayed for thefirst time at the ASTME Tool Ex-position in Cleveland, May 7-11.

Of the point-to-point type forpositioning machine tool tables, thenew system was developed by theControl Instrument Division ofWarner & Swasey Co. Overall fea-tures include flexibility of opera-tion—simplified handling and main-tenance.

The system is basically composedof (1) a cabinet of vertical config-uration that houses all of the elec-trical control circuitry, (2) a con-trol console which also contains thetape reader, and (3) "Autoset"units and drive motors that aremounted on the machine tool.

There is a switch on the opera-tor's panel of the control consolewhich can be used to place the sys-tem into any one of four modes ofoperation, as follows:

(1) Full-Automatic — tape gov-erns all machine tool table motionsand auxiliary machine functions ina completely automatic cycle.

(2) Semi-Automatic—tape oper-ates the table and auxiliary func-tions, one operation at a time. Thispermits the operator to gage theworkpiece or change tools before asubsequent operation begins. Italso can be used to verify the setup,operation by operation, beforeswitching to Full Automatic.

(3) Manual-Tape—operator hasmanual control of machine tool, buttable and auxiliary functions maystill be controlled, if desired, bytape. This position is useful duringsetup since the operator can "jog"adjustments or readjust zero-sets,as may be required.

(4) Manual-Dial — operator hasfull control of table motions, by

dials and switches on control panel.The electrical control cabinet has

plug-in modules which are easilyreplaceable. These modules aregrouped to tie in with their func-tions. An interesting feature is thatthe control cabinet's "special vo-cabulary discriminator panel" canbe arranged in the user's shop tomake the system compatible withan existing tape programming pro-cedure.

The new system employs a pre-setting principle with magneticactuation of encapsulated switches.Electro-mechanical "Autoset" units,mounted on the machine and undercontrol of the tape, are pre-set ineach case by the tape for the de-sired table axis position. When thetable reaches the position called for,the "Autoset" unit stops table move-ment. Table drive is by means ofd-c electric motors.

Positioning accuracy of the newsystem is said to be ±0.0003 in. in

a three-decimal system (000.000in.), or ±0.00003 in. in a four-deci-mal system (00.0000 in.).

The zero point for motion ineither axis is infinitely adjustablewithin the full range of table travel.Dials on the control console allowthe operator to "trim" to precisetable locations.

Around the IndustryGisholt Machine Co. — has an-

nounced a new series of Master-line Type "S" balancing machineswhich sell for 20 to 30 per centbelow the prices of prior models.The redesigned, transistorized ver-sions were recently introduced ata special press conference, whichalso marked the company's 75thanniversary as a machine toolbuilder.

National Machine Tool Builders'Association—Thomas E. Lloyd hasbeen named director of informa-tional services. •

««w I f f

J H L j f*_J3L. JEL

The operator's control panel of Warner & Swasey's new point-to-point numericalcontrof system has a switch fat center) for selecting any one of four modesof operation—full-automatic, semi-automatic, manual-tope, or manual-dial.


now offers high-speed, lightweightdiesel engines...proved in hundreds ofindustrial applications... backed bynationwide parts and service.. .at aPRACTICAL PRICEC H R Y S L E R - P E R K I N S D I E S E L S (built by Perkins; soldand serviced in the U.S. by Chrysler) are setting a new standard fordiesel operation! In compressors, welders, pumps, front-end loaders,shovels—in literally hundreds of industrial applications—Chrysler-Perkins diesels have cut operating costs in half! That's right—in half!What's more, you can forget about parts and service problems.Chrysler-Perkins diesels are backed by a nationwide parts and fieldservice network. Best of all, they're priced well below what you'dexpect to pay for a quality diesel engine. Better get all the factson Chrysler-Perkins for your application. Write or call for details.

TRANSICOLD Refriger-ation-Heating units fortrailers are powered byChrysler-Perkins DieselModel Four 99. Underactual operating condi-tions, it uses only .4 gal-lons of fuel per hour;ordinarily requires nomore than routine main-tenance for 8,000 hours.

CHRYSLER-

PERKINS

DIESEL

ENGINES

MODEL(Gasoline)

Four 99

Three 144

Four 203

Four 270

Six 305

Six 354

• Send fa

NO.CYL.

4

3

4

4

6

6

DISP.(Cu. In.)

99

144

203

270

305

354

WEIGHT(lbs.)

330

456

520

722

702

836

GROSS TORQUE (Ft. Lbs.)

@1200rpm

73

120

163

222

242

300

MAX.

82 © 2100

120 @ 1250

164 © 1000

223 © 1300

247 @ 1000

336 @ 1500

@ Ratedrpm

69 © 4000

100 @ 2400

120 @ 3000

210 © 2000

176 @ 3000

245 © 2800

detailed specifications, power charts, installation drawings on any model.

GROSS HORSEPOWER

@1200rpm17

27

39

51

57

70

(a PeakTorque

32 @ 2100

29 @ 1250

32 @ 1000

55 @ 1300

37 @ 1000

88 @ 1500

Rated*

52 © 4000

45 @ 2400

71 @ 3000

80 @ 2000

102 © 3000

130 @ 2800

CONTINUOUSH.P.®

recom'ded rpm*

34 @ 3000

33 © 2000

47 @ 2000

57 @ 2000

71 © 2000

85 @ 2000

'Ratings shown are for standard specifications.

MARINE AND INDUSTRIAL ENGINE DIVISION I CHRYSLER CORP. I DETROIT 31, MICHIGAN

58 C i r c l e 1 3 5 o n iniui'y C a r d f o r mo™ d B t a AUTOMOTIVE INDUSTRIES, May 1, 1962

INDUSTRYBy Marcus Ainsworth, STATISTICAL EDITOR STATISTICS

1962 NEW PASSENGER CAR REGISTRATIONS BY MAKE AND MODELAll of the data on this page are compiled from official state records by R. L Polk & Co. Returns for New York are estimated.

MakeRAMBLER

Classic-6Ambassador-V8

TOTAL—AMERICAN MOTORS% of Total

CHRYSLERNewport-V8300-V8New Yorker-V8Station Wagon-V8

Total—Chrysler

DODGELancerLancer Station WagonDartDart-330Dart-440Dart Station WagonPolara 500Custom 880Custom 880 Station Wagon .

Total—Dodge.

IMPERIALCustom-V8Crown and Le Baron

Total—Imperial

PLYMOUTHValiantValiant Station WagonSavoy

FuryStation Wagon

Total—Plymouth

TOTAL-CHRYSLER CORP.% of Total

FORDFalcon

Falcon Station WagonFarlaneFairlane 500GalaxieGalaxie 500

Thunderbird

Total—Ford

LINCOLN—CONTINENTAI

MERCURYCometComet Station WagonMeteorMontereyCommuter Station WagonColony Park Station Wagon....

Total—Mercury

TOTAL FORD MOTOR CO.% of Total

February

1962

8,16117,7632,344

28,2685.94

4,6611,5571 441

640

8,299

3,380427

2,8301,5001,8801,4051,011

32725

12,785

336701

1,037

6,268788

3,9192,2222,5871,965

17,749

39,8708.39

18,3889,2055,910

16,68512,63226,7409,1555,823

104,538

2,587

9,0291,2375,2785,729

542687

22,502

129,62727.27

1961

7,75211,9252,007

21,6845.78

2,3031,2231 536

365

5,427

3,464527

3,6882,0922,0611,5071,070

14,409

327470

797

6,8351,1673,6292,9513,0322,260

19,874

40,50710.80

22,0948,203

19,95921,4728,6126,523

86,863

2,494

9,3981,661

'512480

18,828

108,18528.86

Two Months

1962

15,98635,1274,788

55,9015.78

9,9373,5473 3161,273

18,073

7,016911

5,8993,2104,4283,1002,287

34429

27,224

7751,653

2,428

13,1681,6647,7984,7895,4284,200

37,047

84,7728.76

37,26318,03712,04733,58326,49353,39017,60411,937

210,354

5,471

18,1702,500

10.52512,3861,1771,402

46,160

261,98527.09

1961

16,73725,8554,436

47,0285.96

5,1522,7893,330

827

12,098

7,1651,0727,5324,4954,5493,2322,542

30,587

7731,147

1,920

14,6612,4817,5166,2156.5034.697

42,073

86,67810.99

44,39315,867

41,66145,55218,27913,735

179,487

5,291

19,5143,440

14,6891,1351,165

39,943

224,72128.51

MakeBUICK

SpecialSpecial Station WagonLe Sabre

ElectraStation Wagon

Total—Buick

CADILLACV8-62V8-60SV8-75V8-68

Total Cadillac

CHEVROLETCorvairCorvair Station WagonChevy 11Chevy II Station WagonBiscayneBel AirImpalaStation WagonCorvette

Total-Chevrolet

OLDSMOBILEF-85F-85 Station WagonDynamic 88Super 88Starfire98

Total—Oldsmobile

TempestTempest Station WagonCatalinaStar ChiefBonnevilleGrand PrixStation Wagon

Total—Pontiac

TOTAL-GENERAL MOTORS% of Total

STUDEBAKER-PACKARD% of Total

MISCELLANEOUS DOMESTICCheckerKing MidgetAll Others

TOTAL—MISCELLANEOUS .% of Total

TOTAL—U. S. MAKES% of Total

FOREIGN MAKES% of Total

GRAND TOTAL—ALL MAKES

February

1962

9,2431,4038,2262 5434,336

915

26,666

9,9491.021

80161

11 211

20,1101,860

17,8183,686

12,96325,86049,75012,9571,151

146,155

5.303726

11,5933,9432,6944,4191,161

29,839

8,3481,062

10,7223,0316,4382,2052,103

33,909

247,78052.12

4,544.96

23511

246.05

450,33594.73

25 0305.27

475,365

1961

3,3041,0326,6602 1533,295

486

16,930

8,9371,232

131172

10,472

17,8473,320

13^60222,09131,50811,724

800

100,892

3,2041,1298,1863,806

3,0681,044

20,437

5,2361,6658,4422,3574,590

1,534

23,824

172,55546.03

4,6071.23

250103

567.15

348,10592.85

26 7727.15

374,877

Two Months

1962

18.0902,683

16,8345 5279,5941,941

54,669

21,1342,272

282394

24,082

40,5333,734

34,6277,371

26,23952,38399,15926,4582,321

292,825

10,6151,553

23,6858,2035,7399,6652,480

61,940

16,8932,205

21,7236,012

13,2214,4314,398

68,883

502.39951.95

10,7081.11

50621

307

530.06

916.29594.75

50,7535.25

967,048

1961

7,3642,273

14,4764,6417,6421,119

37,515

18,6602,870

343383

22,256

34,4856,742

28i56747,56365,88724,292

1,643

209,179

7,0542,397

17.E678,507

7^0732,200

44,798

11,2783,390

18,1525,1309,939

3,419

51,308

365.05646.30

11.0511.40

61819

903

1,540.19

736,07493.35

52,3666.65

788,440

1962 NEW TRUCK REGISTRATIONSFebruary

Truck Make 1962

Chevrolet 25,827Ford 20,827International 8,685G. M. C 5,430Dodge 3,634Volkswagen 1,989Willys Truck 1,234White 905Willys Jeep 723Mick TieSt'idehaker 223Diamond T 147Divco 154Kenworth 72Peterbilt 66Brockway 57F. W. D 24All Other Makes 153

Total 70,866

January1962

28,31822,348

9,8716,2762.4801,8891,6901,258

948556435129

7790706528

150

Two MonthsFebruary

1961 1962 1961

19,89819,9376,0604,6152,5511,4951,524

82573152340411717269256674

236

54,14543,17518,55611,7066,1143,8782,9242,1631,6711,272

65827623116213612252

303

41,41740,06012,1349,7875,3813,0863,0761,6961,5111,129

73429539713073

123111489

76,678 59,322 147,544 121,629


1962 NEW FOREIGN CAR REGISTRATIONSFebruary Two Months

Make 1962 1961 1962 1961

Volkswagen 14,686 13,232 29,859 26,657Renault 2,395 3,152 4,833 4,912Volvo 1,019 709 2,011 1,388Triumph 908 639 1,685 1,242Mercedes Benz 834 714 1,760 1,506Fiat 625 701 1,257 1,407M . G 531 (i) 990 (')Austin Healey 472 538 966 (1)Metropolitan 460 (i) 887 1,076Peugeot 348 (i) 762 (i)All Others 2,752 7,087 5,743 14,178

Total 25,030 26,772 50,753 52,366

i1) Included with "All Others."

59

1962 ASTME Tool Exposition... A PAGEANT OF PRODUCTIVITY

Jh S^yiht ani JScof f^roareSA

SHOW HOURS

Monday, May 7 / , „ „ , „ «„Tuesday " 8 \ - l : ° 0 pm to 9:00 pm

Wednesday, May 9 ^Thursday, " 10 > —10:00 am to 6:00 pmFriday, " II j

A N invitation has been extended to metalworking engineers acrossl\^ the country to come to Cleveland and see the latest develop-

ments in creative manufacturing. The 1962 Tool Expositionand Engineering Conference will be held in Cleveland's PublicAuditorium from May 7th to the 11th. Some 35,000 executives andengineers are expected to attend.

Over 400 of the 4000 products to be displayed in this 10 milliondollar exhibit will be shown for the first time. All types of automationmachinery, metalworking and manufacturing equipment will be pre-sented, from minute particles of industrial diamond dust worth15 times their weight in gold to gigantic 75 ton presses. Most of theequipment will be in operation.

The annual Eli Whitney Lecture Award, presented each year toa man who has distinguished himself within the broad concept ofinterchangeable manufacture, will be given to Alfred Van ZantBodine, president of the Bodine Corp., Bridgeport, Conn. Mr. Bodinewill present his talk, "Automation and the Good Life," at a luncheonon Monday, May 7, in the Euclid Ballroom of the Statler Hilton Hotelin Cleveland.

Other recipients of the 1962 Honor Awards are: John Dykstra,president, Ford Motor Co., Progress Award; George M. Class, vice-president of engineering, Gisholt Co., Engineering Citation; NormanZlatin, vice-president of Metcut Research Associates, Inc., Gold Medal;James R. Weaver, retired and past president of ASTME, Joseph A.Siegel Memorial Award; Myron L. Begeman, professor of mechanicalengineering, University of Texas, Education Award; Dr. C. Guy Suits,Head of the Industrial Diamond Group, General Electric Co., ResearchGroup Award.

A 26 ft scale replica of the Mercury capsule used by astronautsSheppard and Glenn in their recent space ventures will be on dis-play as part of the exhibit of the National Aeronautics and SpaceAdministration. •


What s NEW at the ASTME SHOW

Internal Gear Display

WHAT is believed to be one ofthe most complete arrays of

broached internal running gears everassembled will be highlighted at theASTME show.

This collection of broached partsdramatically illustrates the extent towhich the broaching process is beingcarried in the production of internalgears. In addition to the gear displaythe manufacturer will show broach-ing machines that have been designedfor high production and precisionbroaching operations.

A concentricity broach that assuresprecision concentricity relationshipbetween the inside diameter and thepitch diameter of internal gears andsplines will be on display. This unit,which is being shown for the firsttime, is made up of a roughing broachwith a removable finishing shell onthe end of the broach. The shell hasalternate round and spline finishingsections. National Broad and MachineCo.

Booth 530Circle 50 on Inquiry Card for more data

Finishing MachineXT UMBER 5224-M1A finishing ma-•̂ ' chine is the designation givena new unit designed for high produc-tion deburring edge-blending, sur-face cleaning and polishing and buff-ing. The unit is a high production,

semi-automatic metal finishing tool.It features a two-spindle workholderfor inexpensive part fixturing, anda finishing head, MIA, for extremeversatility.

Major set-up adjustments are builtin to provide any compound angle forpositioning the finishing wheels. Thefinishing head is completely self-con-tained and physically independent ofthe workholder. The machine has acapacity of up to 1800 indexes perhour. Osborn Mfg. Co.

Booth 192UCircle 51 on Inquiry Card for more data

Air Powered ToolsT^OUR new air powered tools to-*- be featured at the show areillustrated as follows: 1—43J ImpactWrench, 2—18G Grinder, 3—21A-31ASeries Drills, and 4—the 61K SpotFacer.

A favorable power to weight ratiois one feature of the % in. capacity43J impact wrench. The unit delivers3000 impacts per minute, with onlytwo parts in the impacting mechan-ism.

The 18G grinder is the latest de-velopment of the four. It is designed

O

to operate at a maximum speed of40,000 rpm. The unit is available withhi, A and Vs in. collets.

Designed for close quarter opera-tion, the 21A-31A series drills havea hi in. capacity and feature a A in.offset and a 59/64 in. head height.

The 61K spot facer, when mountedin a jig or fixture, does the workof a bench-type machine tool on suchlarge surfaces as an aircraft fuselage,machining with extreme precision andhigh torque, according to the manu-facturer. The device offers optionsof single, double, and triple planetaryreductions plus governor changes toachieve total selection of speeds from20 to 3600 rpm and a maximum stalltorque of 550 ft-lb. Buckeye ToolsCorp.

Booth 2H8Circle 52 on Inquiry Card for more data

Automatic TracingrPRACING and threading operations-*- in one fast automatic cycle ona Cri-Dan "B" machine will be dem-onstrated to show how single pointcarbide tools can be used to producehighly accurate, quality threads andfine finishes in all materials.

Fast 8 to 15 minute setups will

be made on request to demonstratehow single- or multiple-start, coarseor fine, left- or right-hand, straightor tapered threads can be cut, rightup to the shoulders, on all types ofinternal or external operations.

The workpiece will be a 10% in.long, 1% in. dia Diesel engine stud.The material will be LaSalle Stress-proof steel bars with copper. GisholtMachine Co.

Booth 2If57Circle 53 on Inquiry Card for more data

Tracer Toolholder

CARB-O-LOCK toolholder-insertcombinations for tracer applica-

tions will be shown in a variety ofshank sizes for use with carbide in-serts. The toolholders will effectivelyhandle 95 per cent of all tracer metalremoval operations. In addition tothe toolholders, this exhibit will dis-play a line of commercially availableman-made diamonds. General ElectricCo.


Torque-Controlled Toolsp new developments in indus-J- trial air tools will be highlightedin the Chicago Pneumatic booth.Shown here is the CP-3440-RTSQtorque-controlled impact wrench. Thisersatile unit features a rated bolt

capacity ranging from % to % in.size. It is available with 12 torsionbars which enable an operator toselect any one of 12 controlled out-puts ranging from 15 to 90 ft-lb of

torque, and a quick-change slip chuck.High speed, power and reaction-

free torque control are the featuresof Chicago's second new air tool, theCP-3017 angle nutrunner. Small andlight, the 3017 provides the high speedneeded for fast run-down and thepower required for closely controlledtorque output. In addition, this modelfeatures a two-speed transmissionthat is sensitive to fastener resistance.Chicago Pneumatic Tool Co.



What's NEW at the ASTME SHOWOptical Inspection

/COMPLETELY new in design, this^ 14 in. screen table model opticalcomparator will be the highlight ofseven different models of optical in-spection units to be displayed at theASTME Show. The comparators willbe in operation on a variety of in-spection jobs ranging from sub-minia-ture electronic problems to those in

heavy industry. Three of the modelsare completely new since the showlast year.

The TC-14, illustrated, includessuch features as a new fully-containedtable spindle; new pre-loaded ballbearing table assemblies; new carbidetipped precision micrometer with ex-tra large lead screw and finger-tip,quick zeroing control and variousother design improvements. Jones andLamson Machine Co.


Two-Tool Boring BarsA COMPLETELY redesigned and

•L*- expanded line of single and two-tool boring bars with a broad rangeof shanks have been developed tomeet the needs of industry.

The size 45 Flash-Change, shown,is one of two new sizes being intro-duced at the Cleveland show. It, alongwith the size 25, includes all basic

and lengths have been revised toprovide the user with a wider varietyof this tooling. A choice of over 350standard boring bars with varioustapers, Plash-Change and straightshanks are available. The newly de-signed line of boring bars, the resultof experiences in the field in thepast few years, now more closelymeets industry's general purpose re-quirements for boring operations onstandard and automated machinetools. Microbore Div., DeVlieg Ma-chine Co.

Booth 213iCircle 57 on Inquiry Card for more data

Shaped ElectrodeMachining

QJAMPLES of difficult configurations^ manufactured by the Anocutmodel SEMV62-220 verticle machinewill be shown at the show. The pur-pose of this unit is to machine dif-ficult materials into difficult shapesquickly.

The Geneva wheel was producedfrom a heat treated circular blankwith the SEM unit in one minute.The electrode is shown at the left

precision features of the company'sother quick-change tooling.

The ranges of boring bar diameters

with the piece part fixture at theright. This method of metal removalmoves quickly through delicate cutsor through the hardest alloys, withoutheat damage and leaves a burrlessfinish on all corners and edges.

The tool does not touch the work-piece. The metal is dissolved elec-trochemically, with precise controlof size and finish. Anocut EngineeringCo.


Contour Projector

ONE of the largest booths at theASTME Show will house a com-

plete line of precision gaging andinspection equipment, production tools,drill bushings, tooling accessories andjig and fixture components. Amongthe numerous new products and de-velopments on display will be themodel 14-808 contour projector, which

features a new anti-friction table de-signed to provide exceptionally fasthorizontal settings.

The Continental Tool Works Div.will add to the exhibit with anothernew product—the CTW cartridge-

type tooling for use with disposablecarbide tips. Many other items foruse in manufacturing and machineoperation will be shown. Ex-Cell-0Corp.


Flute Grinding UnitsE model 1100 Hybco tap grinder,equipped with size "K" and "L"

chamfer and flute heads, and themodel 2100 Hybco two-way relievingfixture and grinder will be featuredin the Boggis display.

The model 2100, shown here, ac-curately grinds circular type flutedtools. It will produce both axial andradial relief, in conjunction one withthe other, or independent of eachother. Fine adjustments provide avariable amount of relief from zeroup to the maximum required. HenryP. Boggis Co.



THIS MAN CAN'T HELP YOU.. .. . . unless you call on him for assistance with yourcarburetor problems. He's one of our representatives.

Since we design and build carburetors and filters formore different types of equipment than any other manu-facturer, he can help you plenty. It's almost a sure bethe can supply you with a Zenith® gasoline or LP carbu-retor from our current production that will fit yourapplications. If not, we can adapt one to meet yourrequirements. And naturally, buying production modelswill save you money.

For your original equipment or replacement gasolineand LP carburetors, or filters, call on Zenith. ZenithCarburetor Division, 696 Hart Ave., Detroit 14, Mich.Supplying Zenith Carburetors and Filters to These Leading Manu-facturers: CHECKER CABS • WAUKESHA • AMERICAN La FRANCE •GRAVELY • GRAY . HERCULES • ALLIS-CHALMERS . DUPLEX• OSHKOSH • F W D • HOUGH • CONTINENTAL • CHRIS-CRAFT •CHRYSLER (MARINE) • FORD L P GAS TRACTORS • GENERALMOTORS TRUCKS • WISCONSIN • MACK • TOWMOTOR • CATER-PILLAR • YALE & TOWNE • JOHN DEERE • CLARK • Le ROI •READY POWER . ONAN • OWENS • I H C TRACTORS • DIVCO• LINCOLN WELDERS • MASSEY-FERGUSON • REO TRUCKS •SCHRAMM • THEW • PALMER • OLIVER • SEAGRAVE • HARNI-SCHFEGER • HYSTER • UNIVERSAL • KOHLER • J. I. CASE.

Zenith Carburetor Division


Ill)

III!Jik

I

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t

WE INVITE ALL INDUSTRIESA j t o m o t i v e • A i r c r a f t • M i s s i l e • A p p l i a n c e • T r a r t • • •

to i n q u i r e about S C H W I T Z E R S P E C I A L I Z E D K N O W - n u / v

c o P O A T I O NINDIANAPOLIS 7, INDIANA U.S.A.

I I IDAMPERS • COUPLINGS • MOUNTINGS • ISOLATORS • VISCOUS COUPLINGS'VISCOUS DRIVES • FAN DRIVES • FAN BLADES • TURBOCHARGERS • AIR PUMPS

^SUPERCHARGERS • WATER PUMPS • SHAFT SEALS • AIR STARTING MOTORS

j^j^aiiHiwBggBji:yf»y gg^lgB? • rs


METALS Steel Output Down, Following Signing of New Labor Agree-

ment, But Shipments Will Be High as Mills Cut Backlogs

By William F. Boericke

Output DeclinesFollowing Labor Pact

Steel output dropped to 78 per-cent of estimated capacity in mid-April following the signing of thenew labor agreement. The declinesurprised no one and was a naturalsequence of the end of hedge buy-ing- which it was estimated had ac-counted for some 15 per cent ofnew orders in the weeks before thelabor settlement. Steel men believethat production may go as low as74 per cent of capacity before itsteadies, which would represent a12 per cent drop from the Marchrate. On analysis it is not bad news.It only suggests that demand willbe stretched out over a longer pe-riod instead of being concentratedin an unhealthy surge of purchas-ing in the first half of the year.

Lead Time LessenedMost steel users who had been

cautiously adding to their inven-tories immediately adopted a de-stocking policy. This was particu-larly noticeable for flat-rolled prod-ucts and even extended to galva-nized sheets and tin plate. Defer-ment of orders and even cancella-tions are falling most heavily oncommitments for May and June.There are some exceptions. Heavyplates and structural are reason-ally firm and oil country goods findan improved demand.

While production is expected todecline, shipments will be high asthe mills cut into their backlog oforders. Producers have large stocksof semi-finished steel which theyare anxious to move, at the sametime easing up on their output ofnew steel. There is no questionthat it's now easier to buy almostany steel product and lead time hasbeen shortened.

Moderate InventoriesCushion Order Cutbacks

Fortunately the labor settlementhas come before inventories hadclimbed to any formidable figure,and in consequence it isn't expectedthat the decline in new purchaseswill be either drastic nor long con-tinued. Some producers have de-clared that deferments have beenless than they feared, and that or-ders have been reinstated aftercancellations. But these seem to bein the minority.

Dull Demand for ScrapPrices of steel scrap remain

fairly steady although most dealersare unhappy over the immediateoutlook. It appears unlikely thatbuying will improve while the steelproduction rate is declining. Theexport market is lethargic.

Zinc Price ReducedThe price of zinc was reduced

V2 cent a pound to liy2 cents(East St. Louis) early in April.The action was a stunning surpriseas zinc had been considered verystrong statistically, and opinion inthe trade had been that the pricewould probably advance moderatelyby late summer. Just what causedthe cut remains something of a mys-tery. The March figures, which ap-peared shortly after the price cut,certainly provided no clue. Ship-ments and production of slab zincwere up, while total stocks of metalat the smelters showed a furthersmall reduction. There may havebeen some uneasiness by the an-nouncement by three of the princi-pal Australian zinc producers thatthey would resume full 100 percent output, following the disap-pointing results at the Genevaconference which failed to proposeany curtailment in world output.The settling of any threat of a

steel strike, with consequent can-cellation and deferment of orders,and continued discounts for highergrades of zinc, may have also in-fluenced the market. Nevertheless,there are many in the zinc tradewho believe that the outlook forthe metal is by no means as dubi-ous as the price cut might suggest.

HigherAluminum Shipments

Shipments of aluminum productsin the first quarter of the yearwere up 8 to 10 per cent over thetonnage of the fourth quarter, and20 per cent higher than the samequarter of 1961. There is generalagreement among both producersand fabricators that the first sixmonths of this year will show avast improvement in tonnage han-dled. But there's no such satisfac-tion over the profit picture whereimprovement is only moderate. Thepricing situation in the world mar-kets still remains unsettled. Domes-tic producers are selling somealuminum ingot in Europe belowthe posted 22 y2 cents a pound priceand the largest French producer isoffering some metal in this coun-try at the same price. While thetonnage involved is not large, itcontributes to market confusion.

The March output of primaryaluminum by the six U. S. produc-ers totalled about 175,000 tons,with shipments exceeding produc-tion, hence plant inventories aredown to the lowest level in 18months. Estimates by the Bureauof Mines placed stocks of ingot atproducers' plants at 190,700 tonson March 1, compared with 291,300tons at the start of 1961. Deliv-eries have exceeded production for10 of the last 13 months. Twoproducers have put some idle ca-pacity back on stream, and theoperating rate is approaching 84per cent of capacity. •


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HOUR DELIVERY MAXIMUM

Hardening and Balancing

Crankshafts at

Wisconsin Motor Corp.(Continued from page 56 I

1049 steel, and Re 59 to 60 in theSAE 1045 steel. A light draw fol-lows in a Michigan Oven Co. gasfired oven, with the temperature at250 F for about 1% hr. Thisserves mostly to relieve stresses,but draws back the hardness 2 to 3points also.

As a means of improving fatiguestrength, the crankshafts are shot-peened all over. Journals are fin-ish ground, and finally lapped toa smoothness of 6 microinches, rms.

Before lapping, the shafts for thefour largest engines are sent to thebalancer for balancing and inspec-tion. Bob-weights are attached tothe shaft to simulate the effect ofthe connecting rods and pistons,and the shaft is chucked in the bal-ancer. It is rotated at 300 rpm asthe machine registers the locationand amount of imbalance. The op-erator then stops the machine, in-dexes the part back to recordedangle of imbalance in the plane ofinspection, and a drill or drillsmove down to drill out the counter-weight to achieve balance. Thedrills vary from % in. to 1 in. indiameter, depending upon the sizecrankshaft being balanced. Depthof drilling is automatically deter-mined by the electrical recordingsystem in the machine, and drillingstops automatically at the compen-sating depth. This is repeated in asecond plane, and the machine thenchecks its work. A balance towithin y2 oz-in. is obtained.

Changeover of balancing machinesetup from one model crankshaft toanother can be done by one man inabout two hours or less.

The induction hardening unit,operating a single station, turnsout crankshafts at a rate of from30. to 120 per hr, depending uponsize and number of areas to behardened. This rate could be dou-bled by operating the two stationssimultaneously. The rate for bal-ancing the shafts varies from 8 perhr for the largest size to 15 per


KEEPS ON WORKINGAFTER OTHER ENGINES

HAVE QUIT...

Chrysler Industrial Engines—famous for longlife and trouble free performance in thetoughest applications—are now poweringmore, different applications than ever before.Why? Because Chrysler M & I is nowoffering more models than ever before.Thirty different engines—both gasoline anddiesel—all backed by the industry's fastestand best field service network and warranty—all priced to reflect the mass productioncapacity of Chrysler Corporation.

MARINE AND INDUSTRIAL ENGINE DIVISION • CHRYSLER CORPORATION • DETROIT 31, MICHIGAN

3 0 CHRYSLER INDUSTRIAL ENGINE MODELS 124 G»soiin.; -Pwiuns o>«seii

1

As0

NE

D|EStL

MODEL(Gasoline)

NO.CYL.

H-1/0 3 | 6HB-170 ' • J 6HC-170 6H-225HB-225HC-225IND. 30INO. 31IND. 931tIND. 32IND. 33IND. 908AtH-318HB-318HC-318HT-318H-361HB-361HC-361HT-361H-413HB-413HC-413HT-413

Four 99Three 144Four 203

666666666

V8V8V8V8V8V8V8V8V8V8V8V8

434

Four 270 4Six 305

1 Six 354 jM66

DISP.(Cu. In.)

1701701702252252252302302302B526525131831831831836136136136141341341341399

144203270305354

WEIGHT(lbs.)

420420420475475475575610610740760760550550550575610680685710625700705730330456520722702836

GROSS TORQUE (Ft. Lbs.)

@ 1200 rpm14814814820420420419019017922522519625625625625829931431131634634234534473

120163222242300

MAX.150 @ 1600150 @ 1600150 @ 1600204 # 1200204 @ 1200204 @ 1200190 @ 1200190 @ 1200180 @ 1500225 @ 1200225 @ 1200197 @ 1300269 @ 2400269 @ 2400275 @ 2400275 © 2400326 @ 2400334 @ 2400335 @ 2400336 @ 20003 8 4 ® 2600370 @ 24003 9 4 ® 2400372 © 2000

82 @ 2100120 © 1250164 ©1000223 @ 1300247 @ 1000336 ©1500

@ Rated rpm*136 @ 4000136 © 4000136® 4000157 @ 4000157 @ 4000157 ©4000144 @ 3600144 ® 3600156 @ 3200175 @ 3600175 @ 3600167 @ 3200246 © 4000246 @ 4000252 @ 4000250 @ 4000275 @ 4000265 @ 4000290 @ 4000262 @ 4000324 @ 4000290 @ 4000333 @ 4000284 @ 4000

69 @ 4000100 @ 2400120 @ 3000210 @ 2000176® 3000245 @ 2800

GROSS HORSEPOWER

@ 1200 rpm343434474747434341515145606062606970737282768778172739515770

@ Peak Torque46 @ 160046 @ 160046 @ 160047 @ 130047 @ 130047 @ 130043 @ 120043 @ 120048 © 150051 @ 120051 © 120049 @ 1300

125 @ 2400125 @ 2400130 @ 2400125 @ 2400149 @ 2400151 @ 2400155 @ 2400128 © 2000190 @ 2600170 @ 2400183 @ 2400142 @ 2000

32 © 210029 © 125032 @ 100055 © 130037 @ 100088 @ 1500

Rated*104 ©4000104 ©4000104 ©4000119® 4000119 @ 4000119® 400099 ©360099 ©360095 © 3200

120 @ 3600120 @ 3600101 © 3200187 © 4000187 © 4000191 © 4000190 © 4000210 @ 4000205 © 4000218 © 4000200 ©4000248 @ 4000218 © 4000255 © 4000215 © 4000

52 ©400045 ©240071 ©300080@2000

102 ©3000130® 2800:

CONTINUOUSH.P. @

rectmmendedrpm*48 ©280048 ©280048 © 280061 ©280061® 280061 @ 280073 © 280073 @ 280073 @ 280088® 280088 @ 280078 ©280084 @ 320084 @ 320090 © 320096 ® 3200

101 © 3200110® 3200120 @ 3200142 @ 3200127 © 3200135 @ 3200145 © 3200155 @ 3200

34 ©300033 ©200047 ©200057 ©200071 ©200085 ©2000

> Send for detailed specifications, power charts, installation drawings on any model. 'Ratings shown are (or standard specifications {Military QPL Engines


hr for the smallest shaft dynami-cally balanced.

Not only is production increasedin the hardening and balancing ofcrankshafts by the new equipment,but quality standards have beenraised. The pattern for surfacehardness is reproducible for all theshafts in a run after the time andpower input have been set. In thebalancing, formerly done by theskill of the operator, machine pre-cision holds closer tolerances forevery shaft in a run. •

Saginaw Steering(Continued from page 50)

Following drilling in one stationand chamfering in the next, theholes are tapped in Station 10. Af-ter the taps have been withdrawn,the tool head shuttles longitudi-nally so probes—mounted on thesame head—can be inserted in theholes to check for broken taps.

The worm - thrust - bearing cupand the pitman-shaft bushing are

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assembled in each housing afterall machining operations have beencompleted. Basic operations in thetwo assembly stations are thesame.

The station for assembling thepitman-shaft bushings includes anautomatic "go-not go" gage thatmakes sure the bushing ID hasbeen bored. This assures ease offinal assembly. This station alsohas a check to assure that a work-piece is in position before the as-sembly tools cycle.

The machine is designed to in-clude manual inspection stationsfor the periodic use of roving in-spectors. Three of these areequipped for the inspection of theworkpiece, four surface plates be-ing located in these stations. In-spectors, using fixed gages, cancheck machining performed in thepreceding stations.

The final inspection station is lo-cated just prior to the assemblyoperations and is considerablymore elaborate. In this station,pallets—one or two at a time—canbe removed from the line so boththe workpiece and the pallet can be4-checked. There is room for sixpallets in the inspection area nextto the line so that as one pallet isremoved from the line another canbe added. The machine thus willalways have a full 70-pallet load.

Because operation of a steeringgear could be seriously impairedby loose metal chips in the housing,all internal edges are automaticallydeburred and the housings auto-matically washed following machin-ing. Two cup-type wire brushesare used to deburr the pitman-cover face, one for each housing inthe station. These brushes sweepacross the cover faces with an os-cillating movement.

Compound wire brushes — madeup of six circular brushes havingthree different diameters—are in-troduced into the steering wormholes. These brushes rotate abouttheir own axis and are eccentri-cally mounted so they orbit insidethe bores. With this mounting, itis possible to adjust eccentricity tocompensate for wear—up to 0.62in. on the diameter. At anotherstation, a similar setup will com-pensate for 0.4 in. of wear.

The schematic view of the Visi-ts TOTTI to page 74, please)

68 Circle 126 on Inauiry Card for more data AUTOMOTIVE INDUSTRIES, May 1, 1962

IS A SHAKEPROOF® LOCK WASHER.

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^

##^:

'"' 'Jsk W*'^- '99'1"S » ^ r * s ... •<•••

background

Nerve center of the Udylite equipment is this com-

pact control panel. Here, changes in processing

cycles are quickly and easily accomplished.

View of Udylite Full Automatic shows racks con-

taining vacuum-cast auto mirror parts in raised, k

or transfer, position. Racks are 16" x 8" x 48".

' * * / : * /

> ' * \ f / •

to high productionUdylite Full Automatic plates 25,000 partsper day to keep die-casting plant humming

There's a Udylite Full Automatic behind all of this production activity at Neimor Manufactur-

ing, Euclid, Ohio. The machine automatically meets high-production plating schedules day

after day, year after year. • "With our Udylite equipment and Bi-Nickel Plating Process, we

can plate one hundred or one million parts to the same high quality standards. Thus, we can

offer better plated parts at a lower cost," states Dave

Morgenstern, President of Neimor. • This is one more

example of Udylite Equipment and Process know-how that

means top plating quality, peak production, lower costs. Let

Udylite

your Udylite Representative tell you the complete story soon.

THE U D Y L I T EC O R P O R A T I O NDETROIT 11, MICHIGAN


Take a lead from the leaders...

Chrysler-Engineered Spray-Dip System Uses Amchem Granodine* Phosphate

Spray-dip chamber is key operation in Chrysler phosphatizing system. Body is subjected to highlyconcentrated simultaneous spray and immersion coating of Granodine corrosion proofing chemicals.

Plymouth for '62— Valiant for '62—The beautiful difference in the low-price field. Nobody beats Valiant for value.

Dodge Lancer for '62—The compact car that packs a wallop.

72AUTOMOTIVE INDUSTRIES, May 1, 1962

Coatings to Give Life-of-the-Car Rustproof ing and Paint Protection

Plymouths, Valiants, Dodge Darts and Lancers Being Produced at Chrysler Corporation'sNewest Assembly Plant in St. Louis, are Protected Against Rust, Prepared forDurable Paint Finish by Unique Phosphatizing System

Chrysler Corporation's St. Louis assembly plant,which has been described as "a self-contained manu-facturing city," boasts excellent plant services thatgive balanced attention to the production, mainte-nance and personnel needs of this huge operation.

To provide the most advanced pre-paint finishingsystem consistent with the high standards of thisultra-modern facility, Chrysler and Amchem co-operated in designing a remarkable spray-dip systemto produce total phosphating coverage for auto bodies.Utilizing Amchem's Granodine, the system providesfor simultaneous dipping and spraying to guaranteeproper, all-over treatment of the body in general andthe critical underside in particular.

Granodine's outstanding rustproofing and paint bond-ing qualities dovetail neatly with the efficient form-ing, fabricating and finishing techniques that spellChrysler quality. The results in rustproof auto bodieshave been proved over billions of miles of on-the-road driving and extensive Chrysler proving-ground tests.

Take a lead from the leaders. Everywhere in industrywhere metal is fabricated and finished, Granodinegets the call when protection and product appealare prime requisites. When you have a metal finish-ing problem, call a metal finishing expert — yourlocal Amchem Representative.

•Amchem's registered trademark for its conversion coating chemical used to produce phosphate coatings on steel.

GRAHODINE-The obvious difference in pre-paint treatments

1. Solvent-cleaned—panels failed after 100 hours ofaccelerated testing.

2. Alkali-cleaned—panels failed after 100 hours ofaccelerated testing.

3. Granodine-treated — panels excellent after 336hours of accelerated testing.

Amchem is amgisterW trademark"of AMCHEM PRODUCTS, INC,

(Formerly American Chemical Paint Co.)

AMBLER, PA, * Detroit, Mich. • St. Joseph, Mo. -Niles, Calif. • Windsor, Ont.

AUTOMOTIVE INDUSTRIES, May 1, 1962 Circle 129 an Inquiry Card for moe data 73

Saginaw Steering{Continued from page 68)

Trol assembly conveyor, illustratedhere, shows the arrangement ofbasic assembly stations, startingwith manual loading at Station 1,unloading at Station 26. One of themajor features of conveyor designis the ability of limiting automaticstations to simple, trouble-free op-erations, at the same time permit-ting manual operations without in-terfering with the cycling of theconveyor.

Objective of the management hasbeen to limit automatic operationsto easily controllable steps whichare not likely to give trouble orcreate down time. Consequently,most automatic operations are con-fined to steps such as an automaticshot of grease or tightening offastenings. The introduction ofsuch automatic operations marksone of the gains over the conven-tional assembly methods still em-ployed on other continuous movinglines in this plant.

Incidentally, although the man-

Two versatile and dependable TRANSFERLL\E machines like theone pictured below have been in daily production on a three shift basis atMonroe Auto Equipment Co.'s, Hartwell,. Georgia plant for over two years.During this time, millions of shock absorbers of various models have beenautomatically assembled at substantial cost savings and at high and uniformquality levels.

If you have a complex assembly problem, call or write Gilman for an in-plant audit. Experienced engineers will survey your assembly requirementsand will submit practical recommendations.You can count on assembly machines by Gilman.

ENGINEERING CO., Janesville, WisconsinA Subsidiary >t of The Parker Pen Co.

ual gear assembly is small and com-pact, it contains a multiplicity ofcomponents and requires muchmore assembly than is evident oninspection. What we mean by thismay be judged from the explodedview of the 1962 gear unit illus-trated here. This shows clearlythe number and variety of partsthat must be fitted properly in thegear housing while assemblies arecompleted at the rate of some 500per hour.

Shifting the scene back to Plant1, we touch on the battery of 12Buhr Economatic way-type ma-chines that machine the variety ofsteering linkage components. Someimpression of the long and shortpieces handled here may be gainedfrom the illustration. As men-tioned earlier, all of the machinesare produced from interchangeableheads and bases and other com-ponents. Each one is flexibly tooledto accommodate a variety of parts.

For example, one of the Buhrmachines is set up with only fiveworking stations, the sixth stationbeing open. This one takes fourlong intermediate rods at each sta-tion, each rod requiring four tap-ered holes. The rods are locatedso that a different hole is completedin each of the four rods at onetime. The fixture can take fourdifferent rods with only minor toolchanges, and there is a setup thatpermits handling of both long andshort rods at the same time.

Another of these machines, thisone employing six working sta-tions, handles both tie-rods andend housings. It is arranged totake such parts in a number ofcombinations such as two of each,or four of one kind, etc. This setupcompletes four pieces in one cycle.The sequence of operations to pro-duce the cavity for the ball stud isquite extensive. It includes the fol-lowing steps: drill, counterbore,bore, face, hollow-mill, ream. Thebored cavity is held to plus orminus 0.002-in. on diameter; plusor minus 0.0025 for depth.

Since the battery of 12 machinesis installed in one compact area,the entire group is served from acentral coolant system. This as-sures the supply of a specific kindof cutting fluid, at the requiredrate; also provides a good controlof chips and chip disposal. •


rr,

HOW TO

CUT350 LBS. OUTOF A TRUCK CABThis new tilt-cab, designed by Dia-mond-T Motor Truck Company,weighs 350 pounds less than a com-parable metal one.

Not only that, it's corrosion re-sistant and provides extra safety andcomfort for the driver.

To achieve these advantages, Dia-mond-T specified Hetron® fire-re-tardant polyester resin reinforcedwith glass fibers—a light, tough struc-tural material that will deflect, morethan steel, without breaking or per-manent loss of shape.

Reinforced Hetron reduces roadand engine noise, because of its ex-cellent sound-absorbing properties.It insulates, too, so the cab is coolerin summer and warmer in winter.

It's fire retardant. Hetron can't sup-port a flame. It's inherently fire re-

5 tardant because it contains a highpercentage of stable chlorine chem-ically combined in every molecule.

If you'd like to design more safetyinto a vehicle that will cost less tomaintain and will provide lower costsper ton-mile, write for our technicaldata file. It describes uses and ad-vantages of Hetron polyester resin.Durez® Plastics Division, HookerChemical Corporation, 8205 WalckRoad. North Tonawanda, N. Y.

HOOKERCHEMICALS

PLASTICS

DUREZ PLASTICS DIVISION


ProductionProblems?

If your production line seems hampered,

then Economical Soldering or Brazing

Automation could be your answer to a

new source of Profit.

The complete and guaranteed Fusion

Process, which includes automatic appli-

cation of solder alloy, flux, heat outlets

and fixtures, gives finished soldered or

brazed joints to your specifications.

A Fusion Engineer can show you how to

increase your production and profit while

decreasing labor and material costs.

For further informationand Field Report Studieson metals-joining savings,write to:

F U S I O N ENGINEERING17928 Roseland Ave., Cleveland 12, Ohio

I V a n h o e 6 - 2 3 3 3

Automation is Economical

YOUR FUSION REPRESENTATIVE CAN SAVE YOU MONEYCircle 132 on Inqu i ry Card for more data

76

Indianapolis "500' '(Continued from page 43)

ing down-to-the-wire race, theDean car, with Eddie Sachsdriving, had a "sure" win goinginto the 197th lap. With only3 laps to go, the car came in fora pit stop to change a tire. AndA. J. Foyt had the chance heneeded to nose ahead and win.

What do you do with a well-built, well-performing car likethe Dean? Very little. ChiefMechanic Clint Brawner madeonly a few changes in this Wat-son - designed, Wayne Ewing-built car. It now has a straightfront axle, built by Ed Kuzma.

Other features:(1) Aircraft-type fuel selec-

tor. It lets the driver switchfrom one tank to the other. Hecan keep a more even fuel levelin both tanks. This means bet-ter weight distribution.

(2) A double braking system.Main brakes are dual disc unitson the rear wheels, single discs

on the front. The back-up brakesystem has a single spot brakeon all four wheels.

(3) Reserve brake fluid sup-ply. A one-point reservoir ridespiggy-back on the Ford-truckmaster cylinder.

Owner-driver Elmer Georgehas his Elmer George Specialready to roll. It's a new car builtby another Indianapolis veteran,Lujie Lesovsky, Los Angeles.George's racer is from an A. J.Watson pattern. It differs onlyin nose section design and ma-terial.

Robert "Bob" Peterson, Chi-cago, will pin his hopes on theGrizzly Brake Special. Powerplant is a stock-block eight-cyl-inder engine.

What's new in wheels andbrakes this year? Well-proved,reliable equipment from theHalibrand shop now includes a"lobster-back" cooling fin. It'sa casing that fits over the spot-disc brake assembly. The finnedback breaks up the air flow overthe assembly. This providesmore air for cooling purposes. •

o n e - p i e c e IC o n e I o k

fig.

Fig. 2

with prevailingtorqu'e...

Three sectors of the tapered portion of the CONELOK nut.are pre-formed inwardly (Fig. 1 ). When it is applied to a bolt, these conformingsectors are elastically returned to a circular configuration and createan inward and downward pressure which produces intimate contactbetween the load carrying flanks of the nut and bolt threads (Fig. 2).The shape of the cone sector displacement insures conformity with themating bolt and maximum friction contact area . . . The closed stresspath in the locking portion of the nut and the advantageous distributionof locking pressure produce a locking device of high fatigue life . . .and equivalent locking force is exerted at only a fraction of the stressof a slotted type locknut . . . CONELOK maintains its locking actionthrough many re-applications. It is adaptable to high and low iorqyeassemblies . . . to high forque stop-nut applications and may be obtainedin sizes No. 10 to 1 Vi"; Full and Thick dimensions are "Standard".. . . Sena1 for sixteen-page Condensus catalog that gives completespecifications and engineering data on CONELOK,as wel/ as the rest of our product of the largestspecialized nut manufacturer in the world . . .

NATIONAL MACHINEPRODUCTS COMPANY

Division $ i U T I C A , M I C H


AUTOMOTIVE INDUSTRIES, May I, 1962

. . . for strength, safety, dependability Is""

These forged parts cost25% less than castings!These two parts are the "crown" and"crowfoot" for assembly in the rotorhub of a large eddy-current motor.Formerly, they were made by cast-ing. By changing to forging, themanufacturer now makes themlighter, stronger, faster, and at lowercost.

As a casting, the crown weighed51 pounds, and the greater porosityof the metal in some surface areascreated an unbalance which, in turn,caused excessive vibration and in-efficient operation. All its surfaceshad to be machined. As a forging,the crown weighs only 30 pounds, ismachined only at its inner and outerdiameters, and requires no welded-on counterweights for balance.

As a casting, the crowfoot alsorequired overall machining; as aforging, only the inside and outsidediameters are machined. The pointsof the crown are forged to a toler-ance of ±0.005 inches and need nofurther finishing.

Rejects, formerly rather high in

United States Steel

castings, have been virtually elimi-nated with forgings. Costs have beenreduced 25 to 33 percent outright,and the manufacturer* estimatesthat less machining, longer tool life,lower shipping weight, and othersavings realized will extend this re-duction to 45 percent!

Forging makes better parts—andbetter forging starts with qualitysteel bars. United States Steel pro-vides the widest range of grades,shapes, and sizes of quality steel barsavailable.

For more information on qualitysteel bars for forging, call our nearestsales office, or write United StatesSteel, 525 William Penn Place, Pitts-burgh 30, Pa.

'Dynamatic; forgings by Unit Drop Forge;both Divisions of Eaton Manufacturing Company

United States Steel CorporationColumbia-Geneva Steel DivisionTennessee Coal and Iron DivisionUnited States Steel Supply DivisionUnited States Steel Export Company

TRADIMARK

INDEX TO ADVERTISERSThis Advertisers' Index is published as a convenience and not as a part of the advertising contract. Every care will betaken to index correctly. No allowance will be made for errors or failure to insert. When writing to advertisers please

mention AUTOMOTIVE INDUSTRIES

To get catalogs, engineering data , or other additional information from advertisers,please circle appropriate number on post card a t back of this issue. An inquiry card

number appears a t the bottom of each advertisement

Amchem Products, Inc 72-73American Bosch Arma Corp 68American Steel & Wire Div. 6-7

Enjay Chemical Co.Div. Humble Oil & Refining Co. 12

Perfect Circle Corp 34Proto Tool Co 8

Bendix Corp.Products Automotive Div 24-25Zenith Carburetor Div 63

Berry Hydraulics Div 13Bethlehem Steel Co 32

Carter Controls, Inc 66Chrysler Corp.

Marine & Industrial Engine Div.58, 67

Cincinnati Milling Machine Co. . . . ICopperweld Steel Co 2nd CoverCurtiss-Wright Corp 10-11

DDetrex Chemical Industries, Inc. . . . 5

du Pont de Nemours & Co. , Inc.,

E. 1 9

Durei Plastics Div 75

Fusion Engineering

GGilman Engineering CoGoodrich Chemical Co., B. F.

IInternational Nickel Co., Inc. .

LLamb Electric Co

MMetal & Thermit CorpMinnesota Mining & Mfg. Co.Moline Tool Co

NNational Machine Products . .

76

7423

16

264

78

76

Roebling's Sons Div., John A 17Rotor Tool Co 14

Schwitzer Corp 64Shalteproof Div 6?

Timken Roller Bearing Co.

UUdylite CorpU.S. Industries, IncUnited States Rubber Co.United States Steel Corp. .

WWales Strippit, IncWausau Motor Parts Co. . .

36

70-71. Back Cover

156-7, 77

183rd Cover

IVIulti-Nu metricNumerical Control

(As Applied to Multiple Spindle Drilling)

Expertly Designed

"HOLE HOG"Machine Tools for-* Greater Production* Efficiency * Savings

Almost 60 years of Machine Toolengineering experience is at your service for:

• Multi-Spindle Boring• Single and Multi-Spindle Honing• Straight Line Multi-Drilling• Adjustable Spindle Drilling• Special Multiple Operation Machine Tools

Photograph Courtesy of Worth!ngton Corporation

Model HF152, numerically-controlled, tube sheet drill-ing machine. Thirty-two spindles in line on this gantry-type machine receive instructions from punched tapeto drill holes anywhere within a 10 ft. x 15 ft. area.Capacity per spindle is 1V& inch drill in steel.

MOLINE TOOL CO.

Write for Details

R E P R E S E N T A T I V E S I S P R I N C I P A L C I T I E S1 0 0 2 0 t h S T R E E T • M O L I N E , I L L I N O I S


CHOICE OF THEBIGGEST NAMES INBIG ENGINES

WAUSAUPISTON RINGS

Nowhere is the reputation of the engine builder somuch at stake as in the big equipment on which ourconstruction and transportation industries depend.And here again, WAUSAU Piston Rings are histor-ically first choice. Their quality and performanceguarantee the vital extra dependability so essentialin engines of this type. Our 40 years of experienceand completely modern manufacturing facilities areat your service. Phone or write

WAUSAU,MOTOR PARTS COMPANY2300 Eau Claire St., Schofield, Wisconsin

PISTON RINGS • SEALING RINGS • VALVE SEAT INSERTS • PRECISION PRODUCTS 2Circle 102 on Inquiry Card for more data

When You Look for U S ! Clearing at the

Tool Show, Look for our

BOOTH 1819

U.S. INDUSTRIES, INCPRODUCTION MACHINE DIVISION

Just 12% ft. high, the Hermesmachine is capable of delivering

massive energy (145,000 ft. lbs.).We'll be producing parts, changing

dies and, in general, showing youthe future in forgings production.

This clean cut, power-filledbeauty can take over the broadrange of medium tonnage jobs inyour shop. Here's what you'vealways wanted in an O.B.I.

these are the machines you'll see operating in Cleveland

Get set for a treat at the A.S.T.M.E. Show in Cleveland. We'llbe operating Torc-Pac inclinable presses and the recentlyintroduced Hermes High Energy Rate Equipment there.You'll find us at Booth 1819, under our new name—U.S.Industries, Inc., Production Machine Division.

Here's your chance to see equipment that heralds a newera in metalworking. The newly redesigned 1962 model

Torc-Pac presses—the biggest step forward in O.B.I, designsince the air clutch—will be on the spot, producing parts.

Hermes equipment will be converting steel billets tofinished forgings in the wink an eye. You have heard of theamazing results obtainable by the High Energy Rate Proc-ess. Now you can see it for yourself. We'll be looking for-ward to meeting you. .

We Can't Bring Our Full Line Because of Space Limitations, But There'll be People on Hand to Answer Your Questions On The Equipment Below

Straight SideHydraulic

Moving Bolster Transflex Bottom Drive Straightening Trimming Die Spotting Torc-Pac OBI High Speed Top DriveAutomation Mechanical Mechanical Presses

U.S. INDUSTRIES, INC.PRODUCTION MACHINE DIVISION 6499 W. 65th Street, Chicago 38, Illinois


may i, 1962 automotive industries...may i, 1962 automotive industries engineering a chilton...

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