CALL OF THE OPEN.

Press, Volume LXV, Issue 19803, 16 December 1929, Page 4

CALL OF THE OPEN.

Forthcoming Holidays. The Fortunate Motorist. Fortunate is the man who owns a motor-car in the holiday period, for he is enabled to make a choice of places to visit that is denied those who do not possess such means of transport. If he desires to take his family into the country he has no need ' to worry about catching a train, probably first of all having to engage a taxi to get to the railway station and another one after he reaches his destination. All that he has to do is to put his family safely aboard his car and drive it straight to the spot •elected in advance and there stay just as long as he wishes. If, after a day or two, he decides that a change of scenery would be preferable, it is an easy matter to drive to another district.

This, in fact, is what many people intend to do during the forthcoming Christmas and New Year holidays, and it is certain j that there will be a big trek from the city to the country. Apart from this the possession of a car is useful in that one may take one's family to the seaside places within easy reach of the city at considerably less cost than that of travelling by trams. Discussing the question with "Roadster" recently a resident of one of the suburbs of Christchurch stated that if he went to Brighton to spend the day with his family it would cost him about 10s in fares, whereas if he had a car of his own he would be able to do the return trip for about two shillings, although, of course, he realised that he was not allowing anything for depreciation. In the early days of motoring the fear of mechanical troubles deterred many people from purchasing a car; to-day, however, such great improvements have been effected in this connexion that one may go hundreds of miles from home without fear of mishap. So long as one knows how to change a tyre in case of a puncture (and sue h is a simple enough matter) one need not hesitate to undertake a journey of any distance, provided, of course, the car is in good order before one starts out in it. ' The recent Olympia Motor Show in London disclosed no sensational trends so far as British cars and trucks are concerned. Steady progress with tried designs seems to be the rule, also, on the Continent and in America. This policy infuses confidence into the motor user. Cellulose finishes, four-wheel brakes, oil and petrol filters, fuel gauges and thermometers, are obtainable on the lowest )

priced products. Chromium plating is certain to become as universal next year as cellulose lacquers are to-day. Splinterless glass is standard on many cars, and is also destined to become an essential. The petrol pump is threatening the vacuum tank for fuel feeds. There is a war on friction and vibration. The crankshaft of the up-to-date car makes its fellow of ten years ago look like so much rough iron. Pistons in adjacent cylinders vary infinitesimally in weight. Recognising that the owner will never develop the habit of going thoroughly over a score of greasing points, manufacturers are either linking up the centres of friction to "one-shot" reservoirs or using self-lubricating material. Ball-bearing spring shackles are found in place of the old bushings, or fabric, or rubber blocks are substituted for the I links. Rubber engine suspension is found in some of the cheapest cars. American cars are coming into line with British designs in compression ratios, and piston speeds are increasing. A few years ago a compression of 741b per square inch was common. To-day, the average is over 901b. Not many years ago there were engines in which the gas was compressed to about onefourth the space it occupied when the piston was at its lowest point. By using anti-knock fuels the figure is reduced to onesixth in some 1929-30 cars. By raising the compression and leaving the bore and stroke unaltered the horse-power of one well-known six-cylinder engine has been increased 12 per cent. This is by no means a freak figure. Lower centres of gravity continue for 1930. Some British manufacturers have taken their cue from American factories and have installed elaborate plants for all-steel bodies. There )

! is no question regarding the rigidity and aa>ti rattle fsntem of the all-steel body. The fabric My *•» km bre«f at to a high state of durability. British inamnfncrnm* an Ming * 1 good market for the "sunshine saleen" »r ■****€ reef Mr. Preference is overwhelming far the cloned M«4ri. Ajawrfcas production during 1928 included S5 far cast, of dosed wedefc* while an analysis of 58,000 cars ntfntwvi to Great Brfcaia ts March, April, and May ©f this year shewed that 82 per «ti were closed types. An interesting British car characteristic which has extend*! to American products in a small measure fe the t«tr<*|e*i gear-box. Retaining their powerful engines, three Aawrigaa manufacturers have Itted "twin high" gear-ham*. The lajftaft gear is intended for use when the car is fully into its strife, and it is a concession *to those drivers ws» like the seaaetk* of rolling along at a lively pace with the engine tktaaf •»■ at a relatively low speed. Transmtssiea* have been the sah|jit of much research during the last year. Maav taveatets a** still aiming at the ideal of the geartas car. So much for the new cars. As for those is tfer ns*4 Auk they may not look quite so modem or good, but that is set t* be expected, owing to the difference in cost. It t* poMisw t» purchase such a vehicle for a comparatively tew pounds* ts* price, of course, depending on the length of lite whKh buv ■*. be expected from the car, and the way it has been tooted alter by its previous owner. Many cars which have been trade* f* for better ones may be picked up at bargain puces »»d anty ht relied on still to provide years of enjoyment. Snca inejnirh j apply also to motor-cycles.