from dust, &c., by a casing not shown in the illustration.

The wheels are still constructed of wood, and are both fitted with iron tyres, and sometimes with iron tyres having outer indiarubber ones or treads.

The cooling water tank is located at the rear of the vehicle, and immediately below it is a waste-water tank.

FIG. 22.-Peugeot Road Motor Carriage (Side Elevation).

A crutch, shown in the side elevation, Fig. 19, is hinged under the frame, and can be dropped, as in the drawing, to skid the vehicle when stopped upon a steep gradient.

Peugeot's (Daimler) Oil Engine Road Carriage.

The Peugeot road motor car, as having proved itself about equal in efficiency to the type just described, may next be appropriately mentioned.

Fig. 22 shows in side elevation a standard type of Peugeot carriage. The entire mechanism is mounted upon a frame supported upon the axles through plate springs having sufficient play to admit of their assuming a horizontal position.

A special feature of this frame is that it is constructed completely of cold drawn weldless steel tubes, the largest being 2.01 inches, and the smallest 1.61 inch in diameter, and the thickness of metal being .12 inch. The various members composing the frame are connected together by stamped or cast steel pieces and brazed joints, and the principal parts of the said frame are further strengthened by bracings of smaller tubes, or of bars of a V-shape in transverse section.

The wheels are of the cycle type, the spokes being of steel wire of from .20 inch to .24 inch in diameter, and so arranged that they can be easily tightened up when necessary or replaced in case of accident. The outside rims or felloes are grooved and fitted with strong solid vulcanised indiarubber tyres, and the bearings are of the ball variety.

As in the case of the Panhard-Levassor carriage, the Daimler type of motor has been hitherto employed to supply motive power for the Peugeot carriage, but it is said that in the later vehicles it is about to be replaced by a new gasoline motor that has been recently designed by M. Peugeot himself.

As has been already intimated, the most important part of the Daimler motor is the carburator, several forms of which are in use, and two of which are illustrated in vertical central section in Figs. 23 and 24. That shown in Fig. 23 is one of the earlier patterns, and comprises a receiving cylinder, a float, an indi

cator or gauge for showing the level of the oil, a central oil supply pipe, suitable apertures for the admission of air and the discharge of the carburated mixture, a regulating cock or valve, and a wire gauze filter or strainer, all of which parts are very clearly indicated upon the drawing.

A rubber pipe connected from the main supply tank to the supply pipe of the carburator enables both the

carburating chamber and the lamp reservoir to be filled, the overflow from the latter passing on to the former.

The manipulation of the driving mechanism, which is in this, as in that previously described, extremely simple, will be very readily understood by referring to the drawing. The motor, as has been already mentioned with regard to the Panhard-Leva sor carriage,

is first turned by hand, through a suitable crank handle placed at the rear of the smaller cars and in front of the larger vehicles, and the suction action of the motor draws a supply of air, usually warmed by burners placed beneath the pipe, into the upper part of the carburator, which air, passing through the wiregauze strainer, descends the central pipe and discharges through the perforations provided at its lower extremity. The carburised or carburated air then rises and is delivered into the bottom of the upper portion of the carburator, from whence it is conducted through a suitable pipe to the distributing chamber of the motor, a three-way valve upon this pipe regulating the admission of non-carburised air, in such a manner that the amount of carburised air passed in will be increased when that of non-carburated air is diminished, and the reverse. The path taken by the air is clearly indicated on the drawing by the arrows. The regulating valve is under the control of the driver through suitable levers, and micrometric screw gear.

One objection to the above-described form of carburator is, that the oil level therein is constantly varying, and no means are provided for its automatic renewal. As the gasoline in the reservoir, moreover, will not be completely consumed, the density of the residues would after a short time rise to such a height as to prevent the proper working of the engine, were not frequent recharging, and likewise withdrawal of the oil remaining in the bottom of the carburator resorted to.

The other type or carburator illustrated in Fig. 24 is preferably used in the Peugeot carriages. In this form the gasoline from the main reservoir enters the

carburator chamber or receiver from the bottom, passing first through a wire-gauze strainer and then through a small aperture, and filling the said chamber so as to cause the float shown therein to rise, and through the levers located in the upper part of the said chamber, and a conical-ended spindle, close the admission aperture and cut off the supply, at such time as the level of the oil is slightly above the top of the discharge nozzle in the carburating chamber. No

Air Passage

FIG. 24.-Daimler Carburator (Later Type).

discharge of oil will thus take place into the said carburating chamber until the motor has been started by hand as before, when the gasoline will be projected in a thin stream against a conical-shaped baffle, become vaporised by the current of heated air, and after being mixed with a sufficient supply of noncarburated air, conducted to the motor. The mixture can be regulated by the valve shown at the upper end of the carburating chamber; at starting the supply of