g wire was fastened to the square
of the pivot I do not kno. We did in some cases bore a hole thru and
simply stick the spring thru but this put most of the action right at
the bend in the wire and it broke quickly. So in other cases we fitted a
light grooved spool or pulley and wound the spring around this and so
avoided a sharp bend. If this was used it has been lost with the spring.
A couple generations of boys playing in that barn was too many.

The Haynes steering sketch also worries me. If that vertical post came
up thru that slot in the floor the crank had to be long as the sketch
shows in order to get over to the driver conveniently. Then if he tried
to make a complete circle with it he could not reach far enuf forward to
do it easily. And he had to make a turn or two be cause H shows bevel
gears of about same size so the post had to make same number of turns
the worm made. Sketch herewith to illustrate my thought.

Yrs for the historical facts
Chas. E. Duryea=

[Illustration: FIGURE 17.--LETTER EXPLAINING the circuit breaker spring
and the brass projection on top of the ignition chamber. Mr. Mitman was,
at the time, curator of engineering in the U.S. National Museum.]

The two pistons were first pinned together into a single unit which was
probably ringless, since it is believed the walls of the outer piston
were too thin to admit rings. Because the piston no longer struck the
exhaust valve, a short rod had to be screwed into the pistonhead; this
pushed the valve shut at the completion of the exhaust stroke. The
remaining problem, the opening of the exhaust valve, was solved by
screwing a device to the side of the cylinder which operated from the
sidewise motion of the connecting rod. This device shifted a small
spacer between the piston and the striker arm of the exhaust-valve rod,
permitting the piston to push open the exhaust valve. On alternating
strokes the spacer shifted back out of the cylinder; therefore, no
contact was made between piston and striker arm. Sometime in February
1893, the altered engine was successfully started.

At last the transmission could be tested. Will Russell had come upstairs
to watch the trial, and according to a statement by him, given April 30,
1926, Frank, standing to the right of the engine and behind the rear
axle, reached forward and with the combination tiller-belt-shifter,
moved the belt into driving position. The carriage started forward, but
as it a