lights turned on. If it should fail to recharge at the proper car speed, immediate attention is required. Should it read "discharging" at any time except when current is being used by the lights, horn or ignition, the wiring system should be thoroughly examined for short circuits. It is important that the indicator should read "off" when leaving the car unless the lights are left turned on. The generator begins to deliver current to the battery at a car speed of about 10 miles and reaches a maximum rate of flow at about 18 miles per hour. If the indicator fails to show "charge,' "the same instructions as given in the body of the book for care of generator will apply to this type as well.

If, for any reason, the engine is to be operated with the ignition disconnected from the storage battery, be sure to connect the terminal of the generator to some point on the metal frame of the generator or engine by using a piece of copper wire. Such a ground wire should always be removed when the generator is again connected with the battery. A relay is used which prevents the battery discharging back through the generator. This follows the conventional construction.

The ignition system is the Remy timer-distributor system previously described. The power of the starting motor for cranking the engine is transmitted through a simple spur gear reduction which is incased integrally with it. The roller chain transmits the power from a sprocket on the speed reduction shaft of the motor to the crankshaft of the engine. The large sprocket on the crankshaft operates through an over-running clutch. All the wiring starts at a junction block on the Studebaker which also carries the fuses. The proper method of connecting the wiring to the junction block is also shown. It is advised that 7 volt, 12 candle-power bulbs be used for the head lights, and 7 volt, 2 candle-power bulbs for the tail and speedometer lamps.

The system used on the Saxon cars is somewhat simpler than that employed on the Studebaker on account of simplifying the lighting switch and eliminating the junction block which is provided on the Studebaker cars. Various units of the Wagner system used on the "Saxon Six" are so clearly shown in accompanying illustration that further description is unnecessary. The principle of operation

is exactly the same as that which obtains on all two-unit, one-wire systems.

Through the courtesy of the Editor of "Motor Age," the writer is permitted to reproduce a table giving the important specifications of the electrical equipment of the leading 1917 automobiles. This may be used to advantage in supplementing the very complete table referring to 1916 cars published in the body of the book.