This feature is one rarely encountered elsewhere, and Duryea, later in the interview said, "To tell you the truth, I think I was just a little bit ashamed about the thing, because I had to pull it off. I didn't like the looks of it after I got it on."
Two small tanks, each with a capacity of approximately two gallons, were mounted over the engine in the positions they still occupy, the one on the left for gasoline,[23] the other for water. The small fitting under the gasoline tank has a thumbscrew shutoff and a glass-sight feed tube, leading to the carburetor. The water tank, an inch longer than the gasoline tank, communicates with the water jacket of the engine through two pieces of half-inch pipe, entering the jacket from above and below. The overflow tank, holding just over a gallon, is suspended between the rear axle and the flywheel.
A number of mufflers were constructed for the engine.[24] The first experimental one was built of wood, being a box 6 × 6 × 15 inches with a hole for the exhaust pipe in one end and a series of small holes in the opposite end. Inside, Frank arranged metal plates which were somewhat shorter than the depth of the box. Every other one was attached to the bottom of the box; the intermediate plates were fastened to the top. This contrivance muffled the sound considerably, but, as might be expected, soon began to smoke. There can be little doubt that it was replaced before any of the outdoor trials began. Another type consisted of a cylindrical metal shell, perhaps six inches in diameter and ten or twelve inches long. Here a series of perforated baffle plates were inserted, with alternating solid plates having parts of their external edges cut away. Two bolts running the length of the muffler held on the cast-iron heads in a manner quite similar to the Model-T Ford mufflers of later years. Though partially satisfactory, Frank, in a November 6, 1957, interview, complained that it made a metallic sound. Perhaps this was the muffler he used from September to November 1893.
Figure 21.—Illustration of the no. 2 Samson battery
used by the Duryeas in their vehicle. (Smithsonian photo 46858.)
On August 28 Frank wrote to Charles saying the carriage was almost ready for the road and that he hoped to take it out for a test on the coming Saturday, "off somewhere so no one will see us…."[25] There is no evidence showing whether the amount of remaining work permitted the proposed trial on September 2. The body was finally replaced on the running gear, at which time it was found necessary to raise the seat cushion several inches by the insertion of a framework made of old crating boards. This allowed sufficient room between the seat and the frame to suspend the batteries and coil. Six no. 2 Samson batteries were contained in this space, three on each side, in rows parallel to the side of the vehicle. The Samson battery consisted of a glass jar containing a solution of ammonia salts and water, with a carbon rod in the center, housing a zinc rod. It is difficult to understand why they used Samson batteries rather than dry cells; perhaps they were concerned with the mounting cost of the machine and were making use of parts already on hand.[26] A coil, possibly from an old gaslight igniter system, accompanied the Samson batteries under the seat. This original coil is now missing.
The iron dash frame, previously recovered and provided with a rain apron to be pulled up over the knees in the event a heavy rain blew in under the carriage top, was bolted back in place. Frank and Mr. Markham gave the carriage a quick painting; later Frank admitted, "the machine never had a good job of painting."[27] Before the motor wagon actually got onto the road, a reporter on the Springfield Evening Union got some statistics on it and an item appeared on September 16, giving the first public notice of the machine.