The chemical composition of the exhaust gases, according to an expert, is as follows:
| PER CENT. | |
|---|---|
| Carbonic acid gas | 8.70 |
| Oxygen | 2.75 |
| Carbon monoxide | .30 |
| Hydrocarbons | 6.55 |
| Nitrogen | 81.70 |
| 100.00 |
There is much disagreement as to the quantity of carbon monoxide necessary to be fatal. A well-known automobile trade journal recently said that 25 per cent. would produce death in half an hour and 15 per cent. would produce a violent headache in several hours. Other authorities claim that as little as .5 per cent. would be fatal. It is more probable that the large amount of suffocating gases, nitrogen and carbonic acid gas, produces unconsciousness, and then the carbon monoxide, attacking the blood particles, affects them so that they are unable to take in oxygen; hence death is certain.
There are several ways in which the danger may be obviated. The first and most natural one is to open the garage doors when the engine is being run, or have an opening on the level with the floor through which the heavy fumes may escape—roll out of the garage.
Another way is to provide a pipe, with flexible hose to attach it to the exhaust pipe and leading to the outer air, so that the exhaust would virtually be out-of-doors. This would not be expensive nor difficult for any ingenious man to arrange. The pipe should be larger than the exhaust nozzle and flexible metal hose of convenient length should be attached by the use of a reducer, the other end to be forced over the end of the exhaust, to which a short length of pipe might be added if necessary. Three or four inches would be long enough for the hose to attach easily. If necessary a clamp with wing nut on the bolt could be used to hold it in place.
Gasoline fumes which are not burned also have a peculiar effect when one inhales them profusely. Years ago when on a visit to Oil City, Pa., the writer was invited to inspect the old Imperial Refinery, one of the plants which helped found the Rockefeller millions. One phase of refining kerosene is to wash out the volatile elements which make it dangerous. This is done in an agitator, where streams of water literally wash the kerosene, keeping it eddying and boiling as though a fire were under it. The top is open and around it runs a gallery from which the process is watched. It was a favorite trick of the employes to conduct a stranger to this gallery and steer him to the lee side where he gets the full effect of the fumes which pass off. Most men not used to it began to feel light-headed in a few minutes and to act as though they had been imbibing strong waters. It is an exact simile of the alcoholic condition, though without the after effects the next day. To a limited degree one may acquire the same effects from gasoline in the garage if there are large open gasoline receptacles to send off fumes sufficient to affect one. Of course, if there were enough to do this, a spark from any source would start a fire.
CHAPTER XXXV
SHIFTING GEARS ON HILLS
One of the most humiliating experiences which can come to an owner is to have to ask his guests, even if it be only friend wife, to get out and walk when a long and steep hill is partly ascended. While there are conditions of engine which would make hill climbing hard, if not impossible, they are due to neglect or poor adjustment, so that the engine has not power enough to negotiate stiff grades. The owner who keeps the motor in proper condition, in practically any make of car on the market today, should have no trouble in making the worst hills. Yet how often we find cars stalled on mountain roads and even on steep city streets, and see owner and guests walking or pushing the car.
Recently the writer, going from Greenwood Lake to Tuxedo, in Orange County, New York, in a well-known make of touring car, passed six cars of different kinds stalled at the very start of the climb over Sterling Mountain. The first one met was a Ford. Now there is no reason whatever for stalling a car of this make on any hill. It is a matter of comment that the Ford—much despised by the owner of the big car—will take hills that some multi-cylindered and high-powered cars make much fuss over, and do it handily. The trouble was that the driver started at high speed and then did not know how to shift the gears properly and the car stalled.
When we reached it the Ford was stalled across the roadway and we had to stop until the driver started the engine and backed the car to one side. Not being familiar with the hill-climbing abilities of the car in which he was seated, the writer inquired of our driver if it were not better to walk awhile.