Automobile Biographies / An Account of the Lives and the Work of Those Who Have Been Identified with the Invention and Development of Self-Propelled Vehicles on the Common Roads

by Lyman Horace Weeks

After receiving a technical and scientific training at the Polytechnic School at Stuttgart, 1852-59, Daimler spent two years, 1861-63, as an engineer in the Karlsruhe Machine Works, becoming foreman there. In 1872 he entered the Gas Engine Works at Deutz, near Cologne, and became director of that establishment. Within ten years that shop, better known as the Otto Engine Works, grew from a small place into a large, well-organized and famous establishment. In 1882 he removed to Cannstadt to give his entire attention to the light-weight internal-combustion auto motor, with which his career was so completely identified, and the successful application of which earned for him the title, “the father of the automobile,” in Germany, though that is, in fact, contested by those familiar with the work of Benz.

Instead of using the uncertain-acting flame with the inconvenient speed limitations, Daimler invented and introduced in 1883 the so-called hot-tube ignition. This consisted of a metal or porcelain tube attached to the compression space of the cylinder in such a manner that the interior of the tube was in continual communication with the compression space. A gas flame, continually burning under the tube, maintained it at a glowing red heat, so that the mixed charge of air and gas, when compressed into the tube, became fully and effectively ignited. Experience showed that by a proper regulation of the temperature of the hot tube the ignition could be made to take place at any desired point in the compression, and thus the complicated, slow and uncertain slide flame ignition was replaced by a simple device, without moving parts, altogether satisfactory and reliable. The especial feature of the hot-tube ignition, however, was soon found to be the increased speed which it permitted. By its use the rotative speed could be increased eight to ten times over the older motor, and hence the weight could be reduced in nearly the same proportion.

GOTTLIEB DAIMLER

This fact at once showed Daimler that the application of the internal-combustion motor to mechanically propelled vehicles had become a possibility, and that, with the use of hydro-carbon vapor as fuel, and the high-speed hot-tube motor, the petroleum automobile might become a practical possibility. He therefore severed his connection with the Otto Engine Works at Deutz, and returning to Cannstadt, near Stuttgart, his early home, he devoted his entire time and attention to the design of a light petroleum motor and motor vehicle. The result was the production, in 1885, of a motor-bicycle, in which the motor was placed directly under the seat, between the legs of the rider. The petroleum was drawn from a tank, the supply being regulated by the valve. The motor was first set in motion by lighting a lamp and turning the crank a few times, the discharge passing through the chamber into an exhaust-pipe. After the motor had been fully started, the vehicle was set in motion by moving a lever, which drew a tightening pulley against the belt, and so caused the power to be transmitted from the shaft pulley to the wheel pulley. Changes of speed were attained by using pulleys of different sizes, similar to the cone pulleys on a lathe. This machine was put into successful action at Cannstadt on November 10, 1885.

An interesting feature in connection with the Daimler motor is the arrangement of the cooling-water circulation for the cylinder jacket. The water is contained in a tank, from which it is circulated in the cylinder jacket by means of a small rotary pump. From the jacket it passes to the cooler. This consists of a system of several hundred small tubes over which a blast of air is driven by a fan operated from the motor shaft. Since the speed of the fan increases with the speed of the motor, the cooling is proportional to the production of heat in the cylinder.

In addition to gas, which is applicable for stationary motors only, the fuel may be benzine of a specific gravity of sixty-eight or seventy one-hundredths, or ordinary lamp petroleum. The consumption varies according to the size of the motor, ranging from thirty-six to forty-five one-hundredths kilograms per horse-power hour for vehicles, or somewhat less for boats. He adapted these light motors to vehicles of many styles, and his persistent work in this connection has made the world-wide reputation of the Daimler Motoren Gesellschaft, now flourishing at Cannstadt, Germany.

In 1888-89 the French interest in the light motors led to their adoption by Panhard and Levassor. The type then developed and known as Phenix motors, were soon copied in part at least by many other French makers, resulting in a modified form there known as the Pygmée. Work at Cannstadt progressed steadily, however, and many pleasure vehicles were made as well as small boats.

The able assistance of William Maybach brought further credit to the company, particularly in view of the aspirating carbureter which, with such details as clutch and transmission mechanism, helped to perfect the Cannstadt automobiles. In the latter nineties the prominence of the Daimler Works as vehicle makers, distinguished from motor makers, again began to be noticed and soon their now famous Mercedes cars appeared. In recent years these machines have made remarkable records in races and all other branches of the sport. With a magnificent refinement of details in construction they are to-day looked upon as the pleasure vehicles par excellence.

They have had a large vogue in all parts of Europe and are accepted there as among the most satisfactory vehicles in their class that are now made. Many of them have been brought to the United States, where they have been and still are in great demand.