For the motor boat there are several makes of vaporizers which will handle either gasoline or kerosene, and all intermediate grades, by slight adjustment. It is possible that some ingenious builder will devise a similar vaporizer for the automobile engine, if gasoline continues to decline in quality, and to be short in supply as well.
An easy test to see whether the carburetor is working right is to run several blocks with the throttle practically closed, then, when the road is clear, press sharply upon the accelerator pedal, which opens the throttle wide and should make the engine speed up and the car jump forward. If it is sluggish it will denote a too rich mixture, and if it sputters and perhaps backfires, it is too lean. But if, with smooth yet rapid action, it makes the car speed up, that is “pep.” The amount of pep which a car is said to possess is gauged by the quickness with which it responds to the acceleration, either by the pedal or by throttle lever, changing the car from slow or moderate speed to full speed. That, too, without jerky action or tearing the motor apart.
While this test, showing the presence of pep, will denote that the mixture passing through the carburetor is correct, absence of pep does not always mean that it is wrong. Therefore it is not wise to jump to the conclusion that the adjustment is wrong. In fact the adjustment should not be changed unless it is fully certain that it is wrong. If the car has been running with the carburetor working properly and no one has changed the adjustment, it may safely be assumed that the carburetor adjustment is correct. Adjustments are not changed except by someone’s fingers.
Do not be like the new chauffeur who, having trouble, at once descended upon the carburetor. Another chauffeur whose car was standing near advised:
“I wouldn’t touch that, boss.”
“Well, there’s something the matter and I guess it’s here,” said the troubled one.
“I wouldn’t touch it, boss; try somewhere else.”
“Oh; let’s see what’s on the inside of it,” impatiently exclaimed the new chauffeur, and he proceeded to unscrew and unbolt the parts.
Of course, he had to send to the garage for a repair man and finally was towed in for complete reassembly and readjustment of the part.
The lesson in all this for the owner is that he should learn the make-up and peculiarities of his carburetor, understand its common and uncommon ills and thus be able to remedy a trouble which would mar a trip or the general serviceability of the car. It is unnecessary to go into the detail of any make of carburetor, because if the manufacturer’s instruction book does not contain full information and sketches of the make used, a special carburetor book may be obtained from the maker. But there is no excuse for failure to master the lungs of the engine and to learn how to keep them breathing properly.