1911 . 
Il'IrltC KUKA.L, NEW-YORKER 
401 
BRACING END AND CORNER POSTS. 
The stability and "usefulness of a woven 
wire fence depends almost altogether on 
the substantial setting and thorough 
bracing of the end and corner posts. Many 
set very large posts and think if well 
braced in the ordinary way they will hold, 
but it is not the case. Especially is this 
true when a fence is 40 or more rods in 
length. They only have to pull out of a 
rpendicular position a little and the top 
wires become a little slack. This caust ^ 
in a little while still greater looseness of 
the upper portion. The result is that the 
force of the wind blowing first in one di¬ 
rection and then in another", causes the 
entire fence to vibrate so violently that all 
the line posts become loosened and stand 
much out of an upright position. Such a 
fence is not only much weakened against 
violent strains to which it is subject, but 
has a very unsightly appearance. It’must 
be remembered that in properly stretching 
from 40 to 80 rods of heavy field wire 
fence, there is a powerful pull on the 
end posts, or on a corner post where one 
of equal length is also attached to it. Such 
posts do not necessarily have to be extra 
large, as many imagine. Eight to 10 inches 
square is sufficient for the very largest. 
It is the anchoring and bracing that give 
them the proper stability. If made of 
wood it ought to be of a very durable 
kind. 
In giving a description of a very superior 
way of setting and bracing an end post, it 
will be explained here that if a corner 
post is desired to be set, all there is to 
do extra is to brace it both ways the 
fence runs and in the same manner. End 
and corner posts when there is a heavy 
pressure upon them ought to be nine feet 
long. This allows five feet to project, which 
is plenty high for all farm fences. They 
must set in the ground full four feet for 
the greatest permanency. Before setting 
an end post there is a little work neces¬ 
sary to get it ready. Near the bottom cut 
a notch about one and a half inch deep 
by four in width. Securely spike' into this 
cut a piece of timber two feet long and two 
by four inches in size. This is to serve as 
an anchor to prevent the possibility of a 
post being pulled up. Four feet and three 
Inches above the bottom end bore a three- 
quarter-inch hole entirely through it, and 
one foot below the top cut a notch for a 
brace to fit in. The post is then ready 
to be set, and the bracing can be attended 
to afterward. For bracing the post there 
is required a piece of timber six inches 
square and eight feet long. There is also 
a three-quarter-inch round rod of iron 
having a three-inch thread cut on each end, 
and provided with nuts and heavy washers 
needed. To reach from the post to the 
brace timber and go through both on a 
level, and three inches above the ground, 
this rod will have to be eight feet long. 
The brace timber has to be beveled at each 
end so it will fit neatly in the notch in 
the post, and also on the flat stone placed 
the right distance from the post on a line 
with the fence to be put up. 
When all the parts are ready, the post 
being set solidly and perfectly upright, all 
then to be done is to put the rod of iron 
through the holes in both brace and post, 
spike the brace fast at the top end, put 
on the washers and nuts, and screw up 
until all the parts are in the right position. 
As has been mentioned, if a corner post is 
desired to be set and braced, brace it 
both ways in the same manner as an end 
post. Some places flat stones are not to 
be had. When this is the case, use con¬ 
crete. Make an excavation about a foot 
square and six inches deep and fill it up 
just level with the ground, by putting in the 
concrete well tamped as in making walks. 
There is a cheaper way of securing the foot 
of the brace to the base of the post than 
using the heavy iron rod described. Cut a 
slight notch in both post and brace three 
inches above the level of the ground, and 
wind around botli four strands of No. 11 
wire rather loosely. Then twist the strands 
of wire Into a cable, but be careful not to 
twist so hard that the post and brace will 
be drawn out of the right position. We 
have tried bracing end and corner posts 
in many ways, but the one that has been 
described is the very best of them all, and 
if the twisted wire is used instead of the 
iron rod the cost is no more than the ordi¬ 
nary methods in common use. The iron 
rod with threads, washers, and nuts, gener¬ 
ally cost from forty to fifty cents, and some 
hardware men keep them in stock at even a 
less price. No post if well set and an¬ 
chored and the bracing done as described 
can ever pull up any or pull from a per- 
pendlculaj k ion. w. a. g. 
Ifrownsburg, ind. 
Training Up Vinks.-— Our melons and c 
cumbers blasted regularly four or live year 
1 drove stakes 12 or 18 inches Ion 
nailed narrow strips across, about 24 or I 
inches long, and tacked on wire hen ne 
ting, making a frame five or six or 10 fe< 
♦ e'n v * Iles were planted low, so ; 
to fill up , keeping pace with the growl 
c v tBl the leaves prevented higln 
hilling. The earth was nearly level wil 
the outlying earth. Then the vines woi 
Induced to climb the wire frame and wei 
pinched at the sides and ends of the frame 
as seemed best. We have not had bligl 
in five years experience. The fruits ai 
exceptionally fine in size and flavor. T1 
ground beneath frames can be kept fr< 
weeds, and I sprinkled wood ash< 
V , ty ' whenever we had anv ar 
planted clover for cover crop the last < 
theoorfn seein L a s if k( ‘ e Ping the vines o 
the earth was the secret of no blight. 
e. w. it. 
The E-M-F 
Company 
Announ 
a Flanders “20” 
Fore-Door Model 
$800 
With 3-Speed 
Selective 
Transmission 
EVER SINCE THE ADVENT of the famous Flanders “20” nearly two 
years ago, we have been deluged with requests for a touring 
body on this sterling light chassis. These requests came from 
thousands of good folk who felt they could not afford or didn’t 
care to put $1,000 or more into an automobile—of course at 
$1,000 there’s only one choice—-E-M-F “30.” 
TRUE, THERE WERE OTHERS —several makes of cars selling for 
less than $1,000 and equipped with “touring” bodies. But in the 
eyes of discriminating buyers these possessed disadvantages that 
left them, out of consideration—for example: inadequate power 
and chassis strength;, two-speed transmissions—and mostly of the 
power-consuming, noisy “planetary” type. The planetary trans¬ 
mission may be “fool proof” as claimed—but it does not appeal 
to the mechanically well informed. 
FLANDERS “20” DIDN’T BELONG to that class of cars at all. 
When Engineer HeaSlet undertook to design this model for the 
E-M-F Company he set himself a high standard—that of creating 
a chassis of medium size that should combine all those features 
which heretofore had been considered obtainable only in cars 
selling for four times as much as Mr. Flanders proposed to ask 
for this car. 
THAT HE SUCCEEDED IS HISTORY. True, Flanders “26” in its 
first few months of existence had to pass through most of the 
infantile troubles that every new model, no matter by whom de¬ 
signed, must pass through before it reaches that state of perfec¬ 
tion that is the designer’s ambition. Flanders ‘'26” had its 
teething troubles, then the measles, mumps, and a. slight attack 
of whooping cough—that last is automobile language for car¬ 
buretor crankiness. 
PERHAPS THIS SURPRISES YOU- —this brutal frankness of ours. Tt 
is the despair of our competitors. 'Ihey never can understand 
why it does not injure us irreparably to tell the public what they 
consider factory secrets. Confidentially, we believe this is the 
secret of our success. We are dealing with intelligent people- 
practical business men for the most part. Infallibility is not to 
be hoped for in human beings. So it has always been our pol¬ 
icy to speak frankly to readers of our ads. It not only disarms 
unfair competition, but has won for us a confidence on the part 
of buyers that we consider our chief asset. 
YES; FLANDERS . “20” HAD ITS TROUBLES in the early days"" 
But—and. here’s what you are mostly interested in—every Flan¬ 
ders “20” car sold carried with it a full year’s guarantee by a 
company worth several millions of dollars. Not only that, but 
the buyer knew that the men who signed that guarantee were not 
in tile habit of splitting hairs—would make good not only the 
letter but the spirit of that guarantee. And we did—to such an 
extent that there are today 7,000 boosters of this car—satisfied 
owners. 
WHILE WE ARE ON THIS SUBJECT let’s go back three years. 
h-M-I' “30” was then in its first year. It also had its infantile 
aches and pains. This company was new then, but the men at 
tlie head of it realized that permanent success depended abso¬ 
lutely on backing up our product in the most liberal manner. 
\ve had expected small weaknesses to develop during the first 
few weeks that the new model was on the roads in hands of 
owners. Why? Past experience—whicii teaches us that, no 
matter how severely a new model may be tested by factory ex¬ 
perts, defects will develop when 500 cars are in hands of owners 
operating under 500 different sets of conditions—defects no one 
could possibly have foreseen or provided against. That’s the 
reason for a manufacturer’s guarantee—and before you buy any 
new model—ours or the other fellow’s, let us warn you to look 
well to the kind of guarantee that goes with it, and particularly 
to the character of the men or the firm that signs it. 
WHAT A MARVELOUS RECORD E-M-F “30” has made since that 
—nothing like it has been known in automobile history. For 
three years it has been first choice of discriminating buyers and 
every car has been sold, not by a salesman, but by another owner. 
And so well did we take care of those first 500 cars, any man 
who now owns one of that famous first litter to which “Old 
.Bullet” belonged, staunchly claims he has as good a car as we 
have ever turned out since. 
FLANDERS “20” REPEATED HISTORY-that’s all. And today we 
are able to say of this great little car it is as good as its older 
brother E-M-F “30”—and more could not be said of any auto¬ 
mobile. 
BUT ABOUT THAT TOURING MODEL. Until recently we have 
turned a deaf ear to the entreaties of dealers and individual ad- 
mirers alike—those who wanted a Flanders “20” touring car. The 
reasons have been set forth above. We had determined first to 
give the car a full year in hands of owners with the lighter run¬ 
about and suburban bodies—watch the performance of every car 
carefully and make improvements or refinements wherever oppor¬ 
tunity occurred. 
SHE IS IN HER SECOND YEAR NOW —infantile diseases long since 
passed and every defect however slight—whether in mechanical 
construction or merely in exterior appearance—has been cor¬ 
rected and such improvements made as the progress of the 
science of automobile making and steel treatment has made possi- 
sible. Today we are able to say—and back it up with that same 
guarantee—that in all the world there is nowhere else such value 
to be had in a car of this type as in the Fore-Door Flanders “20.” 
THE RULE WE HAVE WORKED TO in perfecting this light car 
model has been “when in doubt make it like E-M-F ‘30’ ”—a 
rule some of our esteemed competitors have emulated assiduously 
of late, by the way. You’ll find, therefore, many points of 
.similarity in the two cars—and that alone is guarantee of the 
excellence of the new Flanders “20” model. 
ONE FACTOR THAT HAS HELPED in this process of improvement 
has been the drop in prices of materials—which we predicted in 
a recent E-M-F ad. and were so roundly scored for by competi¬ 
tors who thought it was bad for the public to be advised of that 
fact. For example aluminum is much cheaper today than two 
years ago. Result, we are able to use that semi-precious metal 
in the motor crank-case and transmission housing of Flanders 
20 now, whereas it was absolutely out of the question then. 
" e reduce the weight very considerably by using aluminum. 
THE THREE-SPEED, SELECTIVE TRANSMISSION is another fea¬ 
ture that will appeal strongly to the experienced. For the run¬ 
about models the two-speeds are all right, but it’s a mistake and 
a grievous one in any touring car. Not only does it interfere 
with the pleasurable operation of the car—and every Flanders 
“20” owner drives his own car—but it subjects motor and trans¬ 
mission mechanisms to undue strains when starting or climbing 
hills or negotiating very bad stretches of roads. It won’t do. 
WHEEL BASE IS 102 INCHES only 6 inches shorter than the larger 
model. Ample room for five large adult passengers and longer 
than any other car of similar class. Weight, only 1600 pounds, 
and as this “20” horse-power motor actually develops about 25% 
more power than its rating you have power to carry you any¬ 
where at as rapid a pace as you will ever care to go. And she’s 
a wonderful hill climber. 
LESSER IMPROVEMENTS ARE: -Detaching exhaust manifold. For¬ 
merly, cast integral with the cylinders this feature developed 
defects similar to those from which other makes of higher 
priced cars, which also adopted this foreign idea last year, are 
still suffering. You don’t know which ones? Ask your dealer. 
CARBURETOR HAS BEEN PERFECTED so as to give still wider 
range of flexibility and with simpler adjustment—similar to E-M- 
F “30.” Flanders “20”' carburetor now gives uniform results 
in mile-high Denver amt sea-level Florida. 
WORM AND WORM-WHEEL STEERING has been adopted in place 
of the former internal-gear device. Absolutely irevcrsiblc. Four 
times longer lived—because four times as much wearing surface. 
Also adjustable for wear. Equal in every way to that of 
E-M-F “30.” 
MAGNETO AND COIL are part of standard equipment of course— 
Splitdorf, and attached same as on the larger car. Accessible. 
So are several other parts that formerly were a trifle difficult" 
to get at. Radiator is raised slightly so the starting crank no 
longer goes through the radiator. ’ Looks better, that’s all. 
Cooling properties of this car always were ideal. Rear axle has 
been made heavier to support the heavier passenger load. 
Double strut rods. Brakes twice as wide as before—will slide 
the wheels on any surface yet won’t chatter nor jerk no matter 
how severely applied. Lined with thermoid. 
SEVERAL OTHER MINOR POINTS have been refined—improved is 
hardly the word, for there was nothing to be desired in effi¬ 
ciency. Still, there was one point—valve action—where not only 
refinement was possible, but about 20 per cent increase in power 
was obtained. 
THINK HOW MUCH WISER IT IS for a concern to adhere to stand¬ 
ard models and improve from year to year as we have done 
with Flanders “20” and E-M-F “30” rather than to constantly 
chase false gods and offer radically new models to the buying 
public as fast as the seasons roll round. 
IS IT ANY WONDER other concerns are trailing in the rear while 
the E-M-F Company continues to set the pace and constantly in¬ 
creases the distance between? You know the A. L. A. M. re¬ 
port for the last quarter of 1910, just issued showed the E-M-F 
Company to be the largest producer of automobiles in the 
world. Those figures cannot be refuted. And the chief reason 
is we do not run away from our troubles, but make good to 
every buyer—^and we get our share of the unreasonable ones— 
and continue to improve and refine our product far in advance 
of the times and the demands of buyers. 
NOW ABOUT THAT FORE-DOOR MODEL -First, let us say this 
jiody is not a makeshift one. designed to fit a runabout and be 
interchangeable. Not at all. It is specially designed for this 
chassis which, as wc have shown above, had been designed to 
receive it. Ample seating capacity and just as well trimmed and 
finished—just as many coats of varnish and same quality leather 
and hair as that used in E-M-F “30.” 
THE PRICE — $800 IS SENSATIONAL —leaves no real competition 
for this car in the field. Meets exactly the needs of buyers who 
just can’t quite reach E-M-F “30”—and gives them a car made 
of exactly the same materials, by the same wonderful organiza¬ 
tion and backed by the same guarantee as E-M-F “30”—just a 
size smaller, that’s all. 
NOW. NOTE THIS CAREFULLY. Deliveries of this fore-door model 
will not begin until on or about April 1st. And at first they will 
not come very rapidly—naturally. Orders ahead for Flanders 
“20” runabouts and roadsters must be taken care of. This re¬ 
quires a large part of the factory equipment and organization. 
BESIDES, IT BECAME NOISED ABOUT— despite our efforts to keep 
silent about this model until ready to deliver them in quantities 
—that this Fore-Door Flanders “20” was coming out, and astute 
dealers and buyers have already sent in tentative orders for 
several, hundred cars—unsight and unseen and without knowing 
just v/hat the price would be. Know it would be right, of 
course, knowing the E-M-F Company. 
SO YOU SEE YOU’LL HAVE TO TAKE YOUR TURN in the line 
just as those thousands have had to do in the past who wanted 
E-M-F “30” or Flanders. “20” cars. Order at once. Pay down 
a deposit and have your dealer assign you a definite delivery 
date. Then you will not be disappointed. 
THE OBJECT OF THIS ADVERTISEMENT is not so much to sell 
these cars—word of mouth information among present owners 
would sell the entire output as fast as we could get them out. 
But we wanted to give everybody a fair start—dealers and indi¬ 
vidual buyers alike. So this is the first official word about this 
model and you can rest assured. there will he no favoritism— 
first in line first served and with absolute impartiality as in 
the past. 
HERE’S ANOTHER SURPRISE We did intend to reserve it for another 
ad., but it won’t be necessary. We will begin on April 1st to 
deliver a new Fore-Door E-M-F “30.” Will be ready to take 
care of the demand by that date we hope. Chassis unchanged 
in any detail—same famous car in every particular save only the 
body which we think is the neatest, nattiest, “classiest” thing of 
the kind yet produced. Price will be $1,100—watch’em scramble 1 
We have over 1800 dealers—one very near you—let us send you his name 
Write us at Detroit for detailed specifications—Booklet No. 18 
The E-M-F Company, Automobile Manufacturers, Detroit, Mich. 
