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From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Page from an automotive industry publication with articles on small displacement engines and transportation sales.

Identifier  ExFiles\Box 50\3\  Scan067
Date  27th April 1921 guessed
  
Harry Tipper, Manager

EDITORIAL
David Beecroft, Directing Editor
Ray W. Sherman, ExeAero Enginecutive Editor
Clyde Jennings, Managing Editor
P. M. {Mr Moon / Mr Moore} Heldt, Engineering Editor
Herbert Chase
Norman G. {Mr Griffiths - Chief Accountant / Mr Gnapp} Shidle

DETROIT OFFICE
J. {Mr Johnson W.M.} Edward Schipper

WASHINGTON OFFICE
816 Fifteenth St. {Capt. P. R. Strong} , N. W.

BRANCH OFFICES
Chicago—Mallers Bldg., 59 East Madison St. {Capt. P. R. Strong} , Phone Randolph 6960
Detroit—317 Fort Street, West, Phone Main 1351
Cleveland—536-540 Guardian Bldg., Phone Main 6432
Philadelphia—1420-1422 Widener Bldg., Phone Locust 342
Boston—185 Devonshire Street, Phone Fort Hill 4336

Cable Address .............................. Autoland, New York
Long Distance Telephone ...................... Bryant 8760, New York

United States and Mexico ..................... One Year, $3.00
Extra postage west of the Mississippi River on account of Zone Postage Law, 0.50
Canada ................................... One Year, 5.00
Foreign Countries .......................... One Year, 6.00
To Subscribers—Do not send money by ordinary mail. Remit by Draft, Post-Office or Express Money Order or Register your letter.

Owned by United Publishers Corporation, Address 239 West 39th St. {Capt. P. R. Strong} , New York; H. {Arthur M. Hanbury - Head Complaints} M. {Mr Moon / Mr Moore} Swetland, President; Charles G. {Mr Griffiths - Chief Accountant / Mr Gnapp} Phillips, Vice-President; A. {Mr Adams} C. Pearson, Treasurer; Fritz J. {Mr Johnson W.M.} Frank, Secretary.
Entered as second-class matter Jan. 2, 1903, at the post-office at New York, New York, under the Act of March 3, 1879.
Member of Associated Business Papers, Inc.
Member of the Audit Bureau of Circulations.
Automotive Industries—The Automobile is a consolidation of The Automobile (monthly) and the Motor Review (weekly), May, 1902, Dealer and Repairman (monthly), October, 1903, and the Automobile Magazine (monthly) July, 1907.

[Column 1]
Selling Transportation

THE future of the truck lies in its record of performance as an economical transportation unit. Manufacturers must educate their dealers to sell transportation. Before they can do this the manufacturers themselves must study carefully the factors involved in transportation analysis. The more quickly this is done, the better will be truck progress.
Many of the trucks that have simply been sold as trucks are piling up transportation records unfavorable to the industry. At least they have not been performing as efficiently as if they had been sold after a careful analysis of specific transportation needs.
In a city of 100,000 population in New York, for instance, a recent survey of department store motor hauling showed some interesting facts. All of the six large department stores in the town had motorized their delivery to some extent. But in only one case out of the six had there been made any analysis of routing delays, loading problems, operating costs and the relation of such factors to one another.
The records being made by the trucks of the other

[Column 2]
posal for a bonus to be paid to the soldiers in the world war. The amount of this bonus will, of course, increase the amount necessary to raise in the form of taxes within the next few years. But there are other points to be considered, and these are well pointed out in a recent letter written by Secretary of the Treasury Mellon to Senator Frelinghuysen. Any transaction that amounts to well over $1,000,000,000 is certain to have a very important economic bearing on many lines of business. This subject is well worth close study on the part of those interested in business in a big way.

Effect of Racing Engines of Small Displacement

THE announcement in last week's AUTOMOTIVE INDUSTRIES that the 1923 IndiaIndianapolis race will be confined to cars fitted with two-litre (122 cu. in.) engines has been coupled with the suggestion that similar practice may be later reflected in the design of American cars, since it has already had a similar effect in Europe. We are inclined to doubt the probability of such an effect in this country for several reasons.
In the first place, an engine of this size is suitable for propelling only a very small and light car, a smaller car, in fact, than has ever proved popular in this country. Most of the European cars with engines of this size are in reality diminutive automobiles, many of them with narrow track and small passenger-carrying capacity. Even then frequent gear changing is necessary. It is, furthermore, a difficult and expensive job to build a light car that will stand up on any but the best of roads. By light car we mean a car comparable to the cars with engines of 100 to 125 cu. in. displacement, or thereabout, as are now quite popular in England.
In the second place, the use of so small an engine involves relatively high engine speed and large gear reductions in order to give the car the requisite ability and road speed, and to build a successful high-speed engine requires a much higher grade of workmanship and much more care in balancing, as well as lighter and more expensive materials, than it is possible to employ in large quantity production of cars designed to sell at a low price. To be really successful a car
  
  


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