bracket, just out of contact
with a bevel gear pressed onto the upper end of the crankshaft. The
short rear portion of the shaft is a tube which slides over the main
shaft. Fitting the removable handcrank to the squared end of the hollow
shaft and turning the crank clockwise, will advance the forward section
of shaft through the medium of a pair of inclined collars. With the
bevel gears now engaged the engine may be cranked. When ignition begins,
the inclined collars slide back down each other's surfaces, the shaft is
again shortened, and its bevel gear springs free of the one on the
crankshaft.

[Illustration: FIGURE 20.--PISTON AND CONNECTING ROD of second engine.
Screw on rod is where oil is poured into connecting rod to lubricate wrist
pin and crankshaft.]

While Frank worked on his engine, he realized that certain parts of the
old running gear would need to be altered or replaced. In view of the
heavier and more powerful engine, he felt the old wheels, probably
having compressed band hubs, were inadequate. He procured a set of new,
heavier wheels[20] with Warner-type, cast-iron reinforced hubs. The
angle iron frame, apparently sturdy enough to carry the added weight,
was retained, but it was decided to install a heavier rear axle.[21] The
front axle assembly was at first allowed to remain unchanged, as was the
steering apparatus. A short time later when the engine and friction
transmission were bolted in place on the running gear, Frank saw that
the rigidity of the framework had an undesirable effect. When the
vehicle passed over any unevenness in the shop floor, the framework was
distorted and caused the jackshaft bearings to bind tightly enough on
the shaft to prevent its being turned by hand. In order to provide the
3-point suspension necessary to eliminate this distortion, Frank
attached the forward parts of the framework to an extra wooden spring
bar, installing between this bar and the front axle a vertical fifth
wheel of the type ordinarily used in a horizontal position in any light
carriage.

Frank next calculated that with the faster running engine the speed of
the vehicle would be about 15 miles an hour, too much for the heavily
loaded wheels. As he intended to make use of the original transmission,
he decided to decrease the speed by increasing the size of the friction
drum. He accomplished this by sliding a heavy fiber tube over the
original drum, bringing its diameter to approximately 14 inches.