MOTORING

Press, Volume LXIX, Issue 20777, 10 February 1933, Page 6

MOTORING

BY "ROADSTER."

PLUG UNIFORMITY. • Carelessness on. the part of the ownerdriver ill the setting of sparking plug gaps and in tlto selection of new plugs to tako the place of tho original lonos may eauao the most carefully balanced, and smooth-running engine to become comparatively "rough," and fail to develop full power. Tbe standard Iwidth of sparking gap tecommandod by thii and the standard type Of ■flltig adopted by them for the individual online ftffl decided upon because lengthy teats have shown that they give the De«t results. (JOnsdqUontly, if tbos® standards are departed . fiom in one itr more cylinders, those cylinders will not. develop the same poVer, individualaa the others. Thus, one "long reach" plug in a set of si* will cause the ignition timing of, cylinder to be in advance of that, of the others, and a normally smooth-running engine may give rise to vibratiOil suggesting that it . has four cyHnddrp,. not sis. Hill-climbing,.fuel consliniption, ease of starting, acceleration —almost every factor Of car performance is affected by variations in sparking plug gap Or gaps and length (>f reach. The moral is, of course, tliat sparking plugs should be set carefully to the gauge, and if a new plug is purchased it should be of the s&me make and type as the others.—• "M.W.8." in Morris Owaor.

C'ct riijjiiina 'irei«lj about iSolh to .'lolb per b.h.p.; supercharged aero fi«,j;ii!oS harft b»cp weighing so lifctle a« 731b per J».h.B,

"Roadster" invites articles and i paragraphs of interest to motorists for

this page.

NOTES.

The following new members of the Canterbury Automobile Association were elected at the meeting Of the council of the Association on Monday night:—Misses G. E. Cheek and O. M. H-ewett, Nurse C. E. Cherry, Mes- ; dames H. A. Burt, M, T. Clements, T. M. A. Goodwin, A. M. Irwin, G. M. Pyne, M. Shaw, E. C. Wickes, and B. A. Wilson, Messrs G. Arnold, It. 7. Barrow, F. S. Bates, E. C. Bathurst, H. C. Bathurst, H. Bcckingsale, E. J. Bond, JR. E. Brand, D. W. M. Buchanan, A. E. Caddick, W. (i. Clifton-Mogg, A. .1. Coles, J. M. Craig, It. C. Craik, G. E. Cnbb, J. Cruse, R. B. Donaldson, F. G. Dunn, R. A. Eder, H. Edwards, T. A. Edwards, J. W. Faulkner, J. Fazackerlev, J. Fleming, P. S. Foley, F. C. Fowler, H. Fretwell, E. Goodman, A. Gordon, J. C. Green, R. Harrison, W. J. Hughes, E. Hepworth, H. L. Herdman, P. A. Irving. H. T. Lavery, C. E. Lepper, W. J. Lyes, W. Mclntyre, B. A. McKeown, T. E. Mawiott, F. W. Marshal), J. It. Middlebon, A. E. Miles, W. Miller, W. A. Minchall, W. J. Moore, J. Murray, P. J. O'Mriou, M. J. O'Leary, F C. Owen, F. Pender, E. Penwell, C D. Petrie, E. J. Preen, H. Roehfort, H. V. Ro«e, G. W. Russell. J. W. Kutledge, A. H. Scott, J. Shier, R H. Smith, F.. Steer, G. Stoddart, H. M. Taylor, C. A. Thompson, J. L. Turner. J. B. Ward, J. AY. White, J. M. Willoughby, J. Wood, and S. Woods. As i. result of the Ottawa Conference, new markets for British motor manufacturers have been opened up in | Canada. A company known as Empire Sports Cars, or' Montreal, has boon formed to handle the M.G. distribution in Canada alone. Although the charter to sell cars was only granted to the firm a short time ago, they have already plr.ccd a substantial order with the M.G. company. Something entirely new was seen at tho recent London Olympia Motor Show, >n the for or or a car fitted with rubber springs. In the place of each metal leaf-spring two metal levers had been substituted ronnceting the frame with the axles, the rubber springs of special design being fixed between the levers and the frame. It is claimed that with the new system the car "floats" en cobble stones, body rattle being eliminated. Independent springing is given to .each wheel, and all the trres hare a constant grip of tho road 'surface. It is said that tyres L have a 25 per cent, longer life owing : to the reduced friction, and that a higher average speed and a lower petrol consumption are obtained. Motor-omnibus companies in London have adopted an interesting means oi avoiding the difficulty of collect-ins fares in the peak periods. At the points where the majority ot. tlio traffic is collected automatic machines, similar to automatic stamp-selling machines, are installed to issue tickets Of various denominations. inns, rmssengers ar* able to purchase their tickets before they board a bus. The performance of many a promising ear has been spoilt in its second SSr oa the market by the process ot increasing; the dimensions to suit araer coachtrork, without due regard loathe increase of wight occasioned thereby If this process bo allowed to continue unchecked.* point.is.reached when an increase in the »im ot th. engine becomes necessary; thus may the "baby'.' reach **™s **£ h r° h.p limousine in nva years giotvtn. Although the hand brake, or parkin? brat, may be fully capable of ho'ldinfi tile car on any gradient, upill or down, nevertheless it is> advisable to Adopt precautions additional U lewT unattended. The simplest Precaution is to have the car so that, it the brakes should la/1 to hold u, it will be held up by the- *>»dside kfibIf the car is facing downhill the steeling wheels may be locked over toi havo that effect. When facing uphill the car should be left at a slight angle relative to the side of the road. The Scottish Motor Show, held recently, was a great success. An English authority states that Scotland buys- one out of everv 10 cars produced in' Great Britain, spending two and a half million pounds annually, and is, therefore, a very important section ot | the homo market. Prominent British motor manufacturers, including Sir William Morris and Sir Herbert Austin, tisitsd the show, and were immensely pleased with its succes?. Every car owner' is familiar with the .nut which always works loose. There are manv ways to check this annoying little "habit. One is thoroughly to coat thd thread -with scccotine or shellac, and another is to uso enamel gehcrouslv applied to the thread before tha nut is tightened. Remember that a ttut has a much greater tendency to work loose if its bolt is a slack fit in the hole than if it is of the largest *iz6 which the hole will accommodate. On the Other hand, it is not a good plan to hammer in the bolt, as this mri.y damage the threads. The terminals on the ends of hightension leads arc usually of the plain drilled type, the hole being of a sizo which enables .it, to fifc over the screwed top. of the sparking plug, ' where it iv held in place by, the plug nut. When removing a lead, therc--1 fore,, the nut must be completely un- . screwed, with consequent risk of losing it. It is a good plan, with this , arrangement, to slot the terminal so fiat it forms one of the spnde variety, as commonly used in wireless work. It ■ will be clear that with this nrrangc- , ment it is unnecessary to unscrew the , nut more. tlinn two or three turns be- , fore being able to slip out the torI njinai. ' Water in the brakes, between this > shoos and the drum, generally impairs 1 the holding properties of the brakes , considerably. In some cases wet brakes i may grip so badly that unless the car • is handled with great caution until Hie brakes dry out, they may prove dangerous. When the car is being washed bv means of a hose, water may easily enter the brakes unless precautions are taken. A strong jet should not be directed on to the drum*, it is a good plan to apply the handbrake, and to arrange for somebody to keep the footbrake depressed while the wheels "are being washed. Bv tins means the brake sheen are kept m close contact with the drums, and water is excluded. Wet brakes can be dried oul; by Hopping the car as suddenly a* is consistent with mifety onca or twice . from a speed of about oJ miICH an hour. The heat thus generated is sufficient to rftttof® moisture.

CAUSE AND EFFECT

WHY AN ENGINE RUNS BACKWARDS.

How many motorists realise that there are circumstances in which a motorcar engine will run backwards at considerable speed, and that should the starter be engaged while this is occurring considerable damage to tho spindle is almost certain to eventuate? This is just one point amongst.a number which should be kept in mind when using the starter motor, particularly during winter, when low temperatures increase the viscosity of the oil and so make the engine more difficult to crank.

Conditions favourable to reverse running arc particularly apt to be brought about if a number of attempts be made to start an engine with overmuch strangling. This produces a mixture which is literally too rich to fire; it is important to notice, in passing, that an over-rich mixture is just as loth to ignite as one which is too weak. In these circumstances the rising pistons push the rich, unburnt mixture- out into tho exhaust manifold when the appropriate valves open, and in this way the whole exhaust system may quite soon become charged with a mixture of petrol and air. Initiating Reverse Runninj. On the next attempt with tho starter the owner may release tho strnngier just to a sufficient extent to produce a mixture which will fire, but may have neglected the ordinary precaution of retarding the ignition. If tho engine is stiff and turning rather slowly, the explosion which then occurs above the rising piston may suffice to drive it backdown the cylinder, thus initiating reverse running. Consecutive pistons will then bo ablo to draw a petrol-air mixture through the exhaust valves from the exhaust system which will be compressed and fired and will finally bo discharged through the inlet valves and carburettor. Once an engine commences to run backwards in this way it can continue doing so until no more mixture remains in the exhaust system. A peculiar choking sound will be heard when this is occurring and smoke will emerge from the air intake of the carburettor. Tt is interesting to mention that in some special tests on reverse running which were carried out not long ago in tho experimental department of Joseph Lucas, Ltd., it was found that ' an engine could accelerate to the high | speed of 1500 r.p.m. within a few seconds. This is not surprising when one remembers that mixture is being drawn from tho exhaust through open valves in an unrestricted fashion equivalent to full-throttle conditions. The danger to the starter motor is not serious unless the driver, little realising that tho engine is actually running backwards, presses the starter button again before the engine comes to a standstill. Should this be done the starter pinion will at once be pulled fully into mesh along the screw thread j with a most violent shock which may bond or even break tho spindle or the attachments of the starter. Ejection of Burnt Gases. As the screw thread is arranged lo eject the pinion when the engine is turning in the correct direction, it is bound to have this abrupt "in-draw-ing" effect if the engine is running backwards. Another point worth noting is that the ejection of burnt gases through the carburettor during backward running may easily initiate :• fire. It would appear that the use of the Starter with the switch Oft' tends to increase tho risk of reverse running unless proper precautions are observed with regard to the ignition timing and the way in which the starter switch is operated. In modern engines with automatic ignition timing tho governor omploycd ■will see to it that tho spark is not over-advanced when the engine is being started. In the absence of an automatic control the driver should utc the hand lover in order to retard the spark to some extent before operating the starter motor. This, coupled with reasonable care in tho use of the stranglcr, should effectually prevent reverse running. Another point is that tho Starter button should always be operated firmly. Many owners fall into tho habit of just giving it a touch which sends the pinion into mbsh. with the fly-wheel aod then breaks contact before the starter has a chance to apply its cranking effect. Firm and steady prcssuro on the switch is in itself likely to prevent reverse running, because a backward kick, although it may momentarily slow the starter, will not have sufficient power to stop and reverse the engine if the full current is running through the armature.

EXPORT TRADE.

VALUE TO BRITAIN. Some interesting statements were made by LieutoiiniU-Coloncl J. A, Cole, 0.8.1 i., when lie presided recently at the 'J4th annual general meetijig of Humber, Limited, itt Coventry (states the Overseas Bulletin of tin: British Manufacturers' .Section of tin ■Society of Motor Manufacturers' um Traders, Ltd.). Alter having deaJl with the report and accounts, whict were unanimously adopted, C'oiune Cole laid Special emphasis on tlio grow ing value of tho export market, lit stated that the products of the companies'wore now being hold in couutrie: where even a year ago there appearui to be 110 hope of selling British cars 111 view of t'flo iiuit that the valtit of motor exports has shown an increas; during tho present year, totalling ovci six million pounds, it must bo con sidered & very important part of tin Nation's trado at a time of generally acnto depression. With the negotiations for interna tional treaties which are pending be tween various countries and tin National Government, it was to bi hoped that in evory instance the po.si bilities of fostering automobile ex ports would be kept in the forefront Transport was an enormous btisir.es and offered jrreat opportunities for e* tending British exports of manulac hired goods, which carried with it no only advantages tn the. motor trade but also to all allied trades and _ti the community as a whole. In ad dition. there were two great advan tages (1) 'I he contribution toward' Hi' balancing of the country's trade (fo Britain is exporting two and half time as many motor vehicles as she buy from pbrofld); (2) 'the increase in the volume o the automobile!! manufactured ii Great Britain which in turn enable* manufacturers to reduce costs and si lo become-more and more compel itiv' in the markets of the world.

COAL GAS FOR CARS. NEW FORM OF CONTAINER. lIALF COST OF PETROL. CritOM Ot'il OWH COKRIfIPOJIMXT.) LONDON, January fi. It has been possible for many years to run motor vehicles 011 gas which is compressed and stored in steel cylinders under the chassis, but the difficulty lias been that the cylinders were too heavy a load. ' A new method (according to the "Sunday Express") of using coal gas for motor vehicles has been developed. It is said that tlio cost is half that of petrol, and in the end it may prove one of the greatest road revolutions Britain has had. It has been found possible (says the "Sunday Express") to make cylinders of a new kind of steel, which is only half as heavy as ordinary steel —and twice as strong. 'Phis steel is shatter-proof, too. so that there is no danger of an explosion. The system is not yet practicable for privato cars, because it would involve considerable alterations to the bodywork, asul limit the passenger capacity. But ever," commercial vehicle in the country can —and soon may—adopt it. A special committee of the Cabinet, with their technical experts, are now studying the new method, as part of the Government's plans for helping the coal industry. Corporation Tests. -Municipal authorities in all parts of Britain are making tests with gas vehicles. I In Birmingham the tests 1:; vu proved so successful that the city is contemplating turning over its entire'fleet of 60 omnibuses to gas. These omnibuses travel 3,000,000 miles ;i year, and Birmingham would expect to gave £12,000 by the change. The city is installing a new "compressing station" —which corresponds to a petrol filling stationin anticipation of fitting up many more vehicles. Southampton, Xewcastle-on-'iync. Gateshead-on-Tyne, Chesterfield, and Rotherham Corporations are experimenting with the new method. Halifax and Manchester are following developments closely, and so is practically every motor manufacturer in Brit tin. The Rolls-Royce firm is now using coal gas when running-in and testing its ongincs. The new type of cylinders to •hold the gas are being made at the Tickers-Armstrong works at Nowcastle-on-Tyue. This firm has turned out 150 cylinders in the past few months. Scores of enquiries reach the works every day. The possibilities of Hie development are enormous. Work for Miners. If even half the commercial vehicles in Britain were adapted for gas nearly 30,000 miners would have permanent work. They would earn more than £2,500,000 —and the owners of the vehicles would save £0,250,000 every yea r. The comparative costs are:— s. (1. One gallon of commercial petrol 1 2 Equivalent in gas . . ..OS Every 10-ton lorry running an aver-, tige mileage would save about £1)0 a year. The saving on the London General Omnibus Company's petrol alone Would be more than £700,000 a year. Tt: is claimed that vehicles equipped with gas fuel: Start better; will start from dead cold at once. Need decarbonising only one-third as often as petrol vehicles. Climb hills more willingly. The only part of the engine that is different from a petrol engine is the carburettor. This is replaced by a gas and air mixer by th,e throttle in the , same wR.v as an ordinary car. FORGOTTEN FACTS FROM THE PAST. A front wheel dri-ve racing car, the Christie, completed four laps in the Grand Prix at Dieppe in 1907. Alcohol was mod as I'ucl in a raco from Paris to Boulogne, Abbeville, Dieppe, and back, in 1901. Probably the first woman to fake part in a classic motor race was Madame dti Gast who handled a enr in the Paris-Madrid in 19C3. Madame lu lilon acted as mechanic lo her husband in the Targa Florio in 1906. Shock absorbers first came into real prominence as an essential accessory to a fating car on the ] 901 Gordonliennett Brasier. Straight-eight, engines were used in the Winton Gordon-Bennett car oi 1903, in the Franklin racing car ol 1905, and in the 1904 Did mix GordonBennett car A straight-eight Cngined Adlfir was built for the Paris-Madrid ill 1908. A twelve-cylinder \ -enyincd Maxwell was buiit and tcslcd iti 1900 for the Vnnderbilt Cup cars. The first successful six-cylinder racing car was the Napier built in 1905 for the Gordon-Bennett eliminating triab. The first real attempt to deal with the tyre-changing problem in racingwas the provision of detachable rims on Snisa's Renault ih the first Grand Prix in 1906. This car was provided with detachable rims, h point which I gave the driver and mechanic an enormous advantage ovfcr their rivals. Budge pattern detachable wire wheels were put on a racing car for this event, but were iv)t allowed to run as the organising committee considered them to bo dangerous. Hudge wheels were used, however, in 1909. In 1907 a Weigiil car was built with two four-cylinder engines, coupled together, one being in front of the ' other. It is interesting to recall that ) two four-cylinder 750 c.c. Austin cni gincs wore coupled together in similar l fashion for experimental work some years agu, i The first competition'fur motor-cars I was organised by a puper called the Velocipede in 1887, but only one , machine started. ! In 1894 the Piiris-Houcn trials were an immense entry list being [ published. In this list three cars were driven hydranlicnllv, one by gravity, six by air. I'ou.' by the weight of the j passengers—whatever that may mean —five by levers, one by mineral oil. and three by mysterious force* termed pendulums. In addition to this evtra'r ordinarv collection of machines, there were thirty-ono steam cars, thirty-sis petrol cars, and three running under * electric power. 3 BRAVO, NEW ZEALAND ! (rriOM OU* OWN' CORR CSPON DEXT.) I LONDON, January 0. A cabled message from New Zealand stating that Great Britain has supplied j oighly iivc per cent, of motor-car imports . and eighty-six per cent, of the covnmcr- . ciaJ vehicles this year receives editorial comment in the "Daily Express." ? The writer says: r "Well done, the British motor iiid.uas tfyl You showed enterprise in captur--8 ing a market that once seemed likely to pass for ever into the hands of Ainert ica. i "Bravo, New Zealand! You showed I patriotism and business sense, i "AVe are buying more of your pio--3 duct?, and our cars arc the best Hint you 4itta buy."

MOTOR-CYCLING. PIONEER SPORTS CLljlß. FIXTURES. February 12— Social run to Lob urn Domain. February 18—Hill-climbing championships, motor-cycles. February 20—Social mystery run. March 11—Hill-climbing championships, light cars, March 18"-Beach championships, car-* and cycles. April I—Flyiug mile beach record, cars and cycles, April 8-9—Major reliability trial, c«.r« and cycles. Mav 13—Sports afternoon. On Sunday next the social run f the Pioneer Sports Club to the Loburr. Domain, which v.*as postponed Irom January 22 owing to unfavourable weather conditions, will bo held, ilem hers of the various sections of tlm club, motyr-cyclc, light car, and athletic, are invited to assemble at the club rooms at 10 a.m. A cordial invitation is also extendc; to all motorists, irrespective of their clubs, to participate m the run. , There are two tenuis courts in the Domain, aud a good cricket pitch, tp gether with facilities for all kind of sporting competitions, including swimming, Hot water will be available. Intending competitors in the hill* cllinbing championships for motorcycles "to be held to-morrow week by the Pioneer Sports Club are reminded that entries finally close next Wedncs day at 9.30 p.m. There are two classes, olie for machines up to 350 c.c. an-1 tile other for machines of more than 350 c.c. and up to 000 c.c. The chain pionships are coufindd to standard machines running on straight petrol. The first event is timed to start at 2.30 p.m. Those wishing to view the hill on which the championships are to bo held arc invited to meet the captain at. the club house at G. 45 next Monday evening, when. he will be pleased to gratify their wishes. • Air F. It. -Jones, the patron of tinmotor sectiou of the Pioneer Sports Club, now n resident of the cupital City arrived by the ferry steamer yesterday, and will proceed south tomorrow. returning to Christchurcl' next week. Mr Jones reports that ■several verv successful track meetings have been held in the North Island this season, where the sport has had mite a boom. CHRISTCHURCH'CORSAIR CLUB. FIXTURES. I'V'briuuy I!) Sports meeting. Fcbmarv 26—Excursion to (irev mouth and I'cwatuii. February 23—Carnival. March (V—Social run. March 10 —Seoond sports meeting. Tin- miniature Tourist Trophy (his yenr will he held early in Mny. Members are luokim* forward to the trin to Dunedin at Foster, when the club will meet the Alhamhra Club. A e.tr which figured in u Southriort r<'e -v-ns staled he eight y< ;irj ' Id. to have ini mudguards, no bonnet, tin doors ou nne side, and instead of. seats, sack* of-straw—but-it'had a good «asia»!

BROADSIDING, MONICA PARK SPEEDWAY. The international ridei'S to take part in the brpadsiding meeting at, Monica Park to-morrow night are Mitchell, of Australia and England, and Kilmistcr, and Blacklock, of New Zealand and England. These three international riders will meet in a points j race ol' three heats. Owing to unfortu-.j 1.1 rite mishaps, which he suffered at the commencement of the racing at the j liibt two meetings. Mitchell has not been seen at his best, and the contest should provide brilliant riding between Mitcliell and Ivilnlister, With Blacklock, always a possibility. The popular two-lup dftshes will again be a feature of the programme, to-morrow's contests being between P. Lunn and W. Thomas, and A. Crigliton and J. Oakley. Tn the Improvers' < Handicap last Saturday evening W. Dumpleton and It. Dixon each won Ins heat, while Diion narrowly defeated Dumpleton in the final. Eacli, t rider considers that he can defeat the other, and their prowess will be tested in a special two inn dash to-morrow evening. Teams' racing has proved very popular at Monica Park, and a return to this form of racing will be made tomorrow evening, when contests will be held between teams captained by P, Phillips (Wellington) and J; Hobsbr. (Canterbury). In such events fbtlr riders aro dispatched from ft rollihg start in ever;? race* • Two new riders will appear in S. Rhodes and R. Dumpleton. Tin 4 brothers competilyi at the are itow J. And 15. Forbes. \V. atlcl R. Dumpleton, and, C. and S. Rhodes. The follovicfc are, handicaps for. tlie meeting to be held at Monica Park Speedway iomotrow evening FirM Division Handicap (Onft Mile)—' First heat: J. Koscoo Ssec. J. Hoblson sscc, j. Forbes 6sec, A. (Buriedln) 76ec. Second heat: C. IBlatkioek (SUtftfotd Bridge) 3«ec, P. Phillips (Wellington) Satse. R. Hattby 6sec, W. Thomas 7sec. Third heat: W. Ifilmister (Wembley) scr, G. Karirttnflsac, I'. Lj'ders (Dunodin) (isec, 0. Rhodes Be6c. Fourth beat: C. Mitcliell (Adelaide) i Isec, N. Gray BsM, Pi Lunn 7b(sc, J. Oakley "see. , I Second Division Handicap (One Mile)— First heat: 8. Ravenswood (Dunedin) tscr, 8. Teague ltstc. D. lllggius (Palmoi'Ston i \oi-tli) Ssfcc, B. Hampton Ssec, W. Weakley Usee. Second heat: 0. TilbOt SCr. R. | Dixon lsee, K. Forbes 3«ec, It. Etimplelon ■lsflc, S. Rhodes saec. Third heat: B. Dumpleton 4tt', li. IlomCr (Dune&iit) sci-, N. Stow 2sec, 0. Cmichley 3b6c, V. Jesaon Ssec. feig Three Pointu llace—-Wally KHralUcr (Wembley) v. Olein MiteJiell (Adelaide), *. Oharlis Blacklock r (Stamford Bridge). Three match races of one mile each. Two Lap Dftuhes—A. Cright&n v. J. Oakley, P. Lunti v. W. Thomas, 'R. Dixou ♦. B. Dumpleton. Teams" Contest—Between teams eaptained by P. Phillips (Wellington) and Ji Hobson (Canterbury). Four races ot one mile each, with four riders in each. race. In loading a car for touring it is nearly invariably the practice to at-tii.-h everything that cannot be accommodated inside the car on the rear carrier or on the running-boards. An excellent place to curry heavy articles, which aro not too large, is between or on the front dumb-irons. This position generally collects less dust than I'ither the sides or rear of tho ear, and if part of the luggage is carried in the front of the car loading is more evfeniv distributed over the four wheels. This makes for better control of the ear if roads are likely to be slippery, and it prevents the danger of excessive settling in the rear wheels. When placing luggage near the front of the t'iir. en re must he taken to see that the free; flow of «ir through the radiator is nob impeded, otherwise the engine, will probably overheat fcadiy in vara iw&tbsiw

RUSSIAN CARS, -j SOVIET MOTOR INDLSTR*|. STARTS BADLY. | On results, as judged Ivy prcducfc«sj to date, Ihe ambitious Soviet i)or mass production of motor vehielfl has proved a failure, according tojA correspondent ol the "'Motoi" ruccfiHJ returned iroui itussia. With 1 assistance ot' A men can and lierittM engineers, huge modern lactones lißlsjj been erected and equipped, the lAl'ijf" est of thcifp being the A.ivi.O. or SUBS Motor Works 111 Moscow, and AillGj *troy, ■ otherwise known as the Mojrf totf Motor Wbi'its at Zklmi'Novgiiiojj both designed to turn out cars trucks Of Ford design. • .gfo With an estimated,capacity of 30,Q|| vehicles per annum, the Stalin wofn turned out some 5400 cars during Itrt first six months of this yeai. At th« Molotoff works opened on January 1. 1932, claimed ,to be co pubic of turuinj out 140,000 vehicles a year ftJid ItftViHj cost the equivalent.. of £'30,000,0®, only a few hundred cars had : ;besil turned out. these being mostly incort; pltite, truck production totalling 151* vehicles. According to this authority thft« have been many taiiso- contribuliiijgitf this 111-sticcc'-s—poor Btec!. shortage' l !}) materials, inexperiented worl;fiß, t'Cc tape, and lack of authoritative contrnj in the works themselves. An additional difficulty was th.e big one of 'Supplying the Staffs with sufficient food Lastly it was reported that water wss undermining the foundations of tIW Molqtofi; factory, which threatened tin whole project. ' '!. 111 ' 1 —Milium.l ""jMjfflfli!;