32 BULLETIN 198, UNITED STATES NATIONAL MUSEUM 



The rear-axle gearing is completely enclosed within a bronze 

 housing, and the axle shafts are within tubular steel housings. The 

 bevel gears and the differential ran in lubricant. The gear ratio is 

 approximately l^^ to 1. A divided truss rod beneath the differential 

 housing helps support it. Semielliptic springs, with full shackles at 

 each end, attach the axle housing to the frame. Eadius rods at each 

 side connect the housing to the sides of the frame, while two parallel 

 torque arms connect the housing to the rear chassis cross member. 

 Three grease cups are fitted to the differential housing, providing 

 lubrication for the pinion bearing and the differential bearings. 

 Leather rebound straps, both ends of which are attached to the frame, 

 pass beneath the axle housings on each side of the differential. 



The front axle is a solid steel forging with a kick-up at each end. 

 It is held in place by two semielliptic springs with full shackles at 

 their rear ends. Spindles on the ends of the axle are connected by a 

 tie rod. The aluminum steering gear housing contains a worm and 

 sector, the pitman arm of which is connected to the right spindle by a 

 drag link 4 feet long. The steering wheel has six spokes and a hub 

 of aluminum. Two leather rebound straps pass beneath the front axle. 

 The four wooden-spoked wheels carry 34-by-4i/2-inch clincher tires. 

 The wheel base is 111 inches and the tread 56 inches. 



There is no change-gear box, as only direct drive is provided for 

 forward speed. A large metal clutch disk is connected to the rear-axle 

 gearing by a short drive shaft with two universal joints. The disk, of 

 the same diameter as the flywheel at the rear of the engine, and with 

 gear teeth cut around its edge, is immediately behind the flywheel 

 and can be connected to the flywheel by means of an internal-expand- 

 ing-shoe type of clutch. Reverse is effected by the use of a 6-f oot-long 

 auxiliary shaft lying at the upper left of, and parallel to, the engine 

 and extending from the front end of the crankshaft to the metal 

 disk just behind the flywheel. A small sliding gear is keyed on the 

 rear end of the auxiliary shaft and can be meshed with the toothed 

 disk when reverse is desired. The small gear is engaged with the 

 disk by moving forward a short lever at the rear of the coil box. 

 Another small gear, fitted to the front end of the crankshaft, meshes 

 with an idler gear, which in turn is meshed with a gear on the front 

 end of the auxiliary shaft. A clutch, built into the hub of this latter 

 gear, can be engaged by moving forward a long lever to the left of 

 the driver. Wlien reverse is desired, the main clutch in the flywheel 

 must be disengaged by moving forward a short distance the long 

 lever to the right of the driver; then the gear on the rear of the 

 auxiliary shaft must be engaged ; and finally the clutch in the hub of 

 the gear on the front of the shaft must be engaged. Power would 

 then be transmitted from the front of the engine to the drive shaft 



