| < 1914 | 1916 > |
Paige Company Enters the Field of Sixes
One more of the prominent manufacturers of moderate priced four cylinder cars has recently added a six to its line for the 1915 season, the Paige-Detroit Motor Car Co., of Detroit, Mich., having just announced such a model, known as the Six-46. It is a seven passenger car, two extra folding seats being provided in the tonneau, which disappear in the back of the front seat when not in use. The car has a wheel base of 124 inches, and among its most characteristic features is rear suspension on floating cantilever springs. It is stated that since the motor space is comparatively short and the body extends well back of the rear axle, ample seating room is provided for the accommodation of seven passengers. The seats are deep, with high backs and sides, and the leather covered upholstering is over-stuffed.
The motor is of the en bloc type, and the upper half of the crank case is cast integral with the cylinders, a practice that has been gaining in popularity for some time. The bore is 3-1/2 inches and the stroke 5-1/4 inches. As is customary where the cylinders and the upper half of the crank case are cast integral, the cylinder head is made separate. By removing the head one gains access to all valves, to the pistons and to the water jackets. It facilitates decarbonizing and regrinding of the valves; and, most important of all, it insures accurate setting of cores. All valves are on the right-hand side and the intake manifold fold is cast integral with the cylinders, being located directly under the exhaust outlets. This insures preheating of the charge while passing through the inlet manifold by the exhaust gases. The valve mechanism is of the rocker arm type, and a hardened steel roller is used as a cam follower. Aluminum plates fastened over the valve chambers permit of running the valves in a bath of oil.
The camshaft is driven through helical gears on a cross shaft at the front of the motor. This cross shaft is driven by a large diameter bronze helical gear on the front end of the crankshaft. Through helical gears at both ends of the cross shaft are driven the Bosch magneto, which is located at the right, and the centrifugal water pump and Gray & Davis lighting generator, which are located Oil the left. The left end gear also drives the fan belt pulley. The Gray & Davis starting motor is mounted at the rear on the right hand side near the flywheel.
The lower half of the crank case Is in the form of a pressed steel pan, which acts as an oil reservoir. From this reservoir oil is drawn by means of a plunger pump actuated from the camshaft, and is circulated to all main hearings. Cooling water is circulated by means of the centrifugal pump already referred to. Great care has been exercised in the design of the cylinders to insure that all portions of the cylinder wall exposed to the hot gases are surrounded by cooling water, so that the entire cylinder is kept at a uniform temperature and distortion is prevented.
The motor and three-speed sliding change gear form a unit power plant which is suspended from the frame at three points. The front end is bolted to a 5-inch channel section cross member of the frame by two 5/8-inch steel bolts spaced 4 inches apart. At the rear end two arms extend from the motor, which are bolted direct to the frame side members. In addition, a steel channel cross member runs under the motor and helps to carry the weight.
A multiple disc clutch with cork inserts is used, the discs being of saw-blade tempered steel. It is housed in the flywheel and runs in a bath of oil. The change gear is provided with an aluminum casing, and its gears are made of open hearth nickel-vanadium steel, heat treated. The primary shaft of the transmission is supported in F. & S. annular ball bearings, and the countershaft in Hyatt roller bearings. The reverse Idler gear is mounted on a hardened shaft and is provided with a phosphor bronze bushing.
A three-quarter floating type of rear axle is used, with a malleable iron housing. It Is stiffened by a 5/8-inch under-running truss. Both sets of brakes act on rear wheel drums, the brake shafts being carried by heavily ribbed bronze brackets. The service brakes are external contracting and are operated by a pedal, while the emergency brakes are internal expanding and operated by a hand lever. Both sets are fitted with equalizers. The brake drums are 14 inches in diameter and have a 2-inch face. The front axle is an I-section drop forging with integral spring seats shaped to fit the bottom of the semi-elliptic front springs.
As already pointed out, the rear springs are of the floating cantilever type; they are 48 inches long by 2-1/2 inches wide and each spring has eight 5/16 leaves. Before assembling, the leaves are covered with graphite for purposes of lubrication. Both driving and braking strains are taken up by these springs and transmitted to double torque arms. Each spring is mounted on the frame by two brackets, and two bolts pass through double eyes at the rear end, anchoring the spring to the rear axle. All spring eyes are bushed with Tobin bronze bushings, which are provided with helical grooves packed with graphite lubricant. This arrangement is said to insure lubrication throughout the life of the spring.
The frame is of channel section pressed steel, being made from cold rolled stock. Its side members are 4 inches high, with a 3-inch flange which tapers at both ends and has a kick-up over the rear axle. The frame is narrowed in front to permit of a shorter turning radius. The frame stock is 5/32 inch thick. Five cross mem- bers are used, together with liberal-sized gusset plates, thus insuring a very rigid frame. All rivets are driven hot.
The radiator is of the V-type, of cellular construction, and has a capacity of about 10 quarts. It is made of bronze metal and encased in a brass frame with a rounded edge. A small bead stiffens the edge and adds to the appearance of the radiator. The gasoline tank is located under the cowl, is provided with a gauge and has a capacity of 15 gallons. Goodyear or Firestone tires are fitted, non-skids in the rear, the size being 34x4 inches all around. A tire carrier is mounted in the rear of the car.
The body is of the streamline type with full U-shaped doors and is leather upholstered. Among the equipment may be mentioned foot and robe rails, two disappearing auxiliary seats, one man top, quick adjustable curtains, slip cover concealing bows, automatic rain vision windshield, Gray & Davis lamps with dimmers, demountable rims, including an extra one; a tire iron, license bracket, electric horn, pump, jack, tools and tire repair kit. The fenders are crowned and the running boards are of pressed steel, linoleum covered and aluminum bound. The starting and lighting system is the new Gray & Davis system. A Willard 90 ampere-hour storage battery is used and the wiring is carried out on the ground return system. Ignition is by a Bosch magneto.
The Horseless Age Magazine, December 23, 1914
| < 1914 | 1916 > |