New Accessories that Add Pleasure to Motoring (Apr, 1923)

New Accessories that Add Pleasure to Motoring

This four-in-one wrench can be adjusted to fit any standard rim bolt.

The two gaskets required in the ordinary spark plug are eliminated in a two-piece plug, shown at left, the porcelain insulator and upper part of shell being in one.

A new ventilator for Fords (above, at right) does away with direct draft on face and head, protects coilbox, and can be locked in any position.

A new safeguard against engine damage is a diaphragm that shuts off the gasoline supply when the oil supply fails.

An auto-mechanic’s headrest has a U-shaped yieldable frame and head pad. A strap holds it to the user’s forehead.

A clever extension handle (above) fits on the regular Ford brake lever, eliminating the troublesome long reach for the emergency brake.

The 4′low gasoline” alarm shown at right is designed to screw into the filler opening of the tank. It contains a bell that rings when the gasoline supply is low.

An unusual eye shield of clear celluloid (at left) has V-shaped cut to fit the nose. A flat spring device slips on the cap holding the shield in position.

This new luggage carrier folds ingeniously at the outer edge of the runningboard, where it is bolted, snapping open for use.

6 comments
  1. DrewE says: November 17, 201110:01 am

    I wonder how you’d restart an engine equipped with the low oil pressure shutoff valve after it shuts the engine down (and you’ve added oil or otherwise fixed the problem). It looks as though you’d have to manually prime the carburetor float bowl. (Presumably there would be the same problem when restarting after running out of gas, as well; better have the low gas alarm bell too!)

    Quite a few of the better quality small engines have some similar low-oil shutoff device, though I imagine most are based upon the crankcase oil level rather than the oil pressure.

  2. Jari says: November 17, 201110:57 am

    DrewE: Just cranking the engine, until the oil pressure rises. Electric starters were already commonplace in the early twenties.

  3. Sean says: November 18, 20114:41 am

    Amazing how little the basic form of the spark plug has changed. Is this a case of a perfect design hit upon very early, or simple persistence due to the trouble of changing it?

    Related, I can’t wait to explain to my kids some day why the car plug on their laptop is so needlessly large and bulky and why I sometimes call the hole in which it goes a ‘cigarette lighter’.

  4. DrewE says: November 21, 20119:41 am

    @Jari — would the speed of cranking the engine be sufficient to raise the oil pressure much? I’ve generally been under the impression that it required a little more rapid rotation than the starter motor provides to achieve sufficient oil pressure, probably because the oil pressure idiot light on all the cars I’ve owned will only turn off once the engine catches. Of course, without a proper gauge, it’s hard to really know what’s actually going on in there.

  5. Jari says: November 21, 201112:01 pm

    @DrewE – Good question. I’d say that cranking does create pressure, but it’s small compared to the pressure when the engine actually starts. I did have a car in mid-80s, that had both a pressure gauge and a light, but doggonit, if I remember how they behaved…

    Anyway, that’s one accessory, that didn’t catch on.

  6. hwertz says: November 24, 201112:24 am

    Actually it did catch on. A lot of GM vehicles run the fuel pump power through the oil pressure switch (when you turn the key, a fuel pump relay supplies power for a few seconds to prime the fuel system, but the relay then shuts off and all further power comes via the switch.) No oil pressure means no fuel delivery. Yes, cranking is plenty, these switches are calibrated very low (like 5-10PSI), much lower than normal operating pressure.

    If the fuel pump relay fails *and* the fuel system loses pressure (hopefully back into the tank rather than leaking somewhere else…) then it can take an extra second or two to start, since the fuel pump doesn’t start until *after* the engine is cranking. I would think this carburetor-cutoff-based system would behave similarly — if the carb passages retain enough gas it’ll fire right up, if not it might take an extra crank for the gasoline supply to be resumed by this valve.

Submit comment

You must be logged in to post a comment.