MOTORS & MOTORING

Dominion, Volume 16, Issue 153, 16 March 1923, Page 5

MOTORS & MOTORING

(By

"Clutch.”)

Protection of Springs.

A few years ago it used to, be debated whether the best condition of working for automobik- springs was open and exposed to tre weather or enclosed in some fori i of weather-pro-tecting and grease-retaining cover. Advocates c-f the first system used to maintain that the functioning of the sprint was due in large measure to the friction between its leaves and that lubrication would have the undesirable result of reducing this friction. Now., however, it is agreed that this argument is fallacious, and all the best cars ire fitted with spring gaiters as standard, while makers of spring gaiters for anv car that is without this necessary fitting in the first instance, are doing*a very good business. Substitutes for Petrol.

The use of gases instead of liquiit for motor fuel was the proposal pur foiward nt the International Liquid li’iiel Congress i-v At. Neu as the simp’est solution of the fuel .problem in France. At. Neu has been experimenting in this branch of research fo r many years, and. he is convinced of the practicability of tile suggestion. The gases would be carried in small res ss' voirs under high pressure without adding very much to the load of the vehicle either in bulk or weight. No alterations of niot-'TS would be necessary, and the present carburrettors and tanks could be retained as a stand-by service. M. Neu has experimented with coal gas, water gas. acetylene, hydrogen, oil gas and methane. Other investigators have d scovered cheap commercial methods of manufacture of rsuitab’e gas blends, while some original work has been done as regarding “harnessing” the natural gas reservoirs which exist in several parts of France. Single Shelf Bodies.

A most interesting sign of the times is to be seen in the fact that many British two-seater bodies can , accommodate three passengers, and side curtains are being incorporated with the hoods on all but the cheapest of cars (writes an English expert). Dickey seats show little sign of going out of popularity, and are becoming much moro comfortable than they used to be, although an incursion lias been made into their sphere by the introduction of what is known as the single shell body, that is to say, a body with the usual front seat and a roar compartment which consists of a sort of compromise between the ordinary tonneau and the boot of the two-seater. This rear compartment is generally left ununholstered and a. movable scat may be fixed in it so that it may be used for an occasional passengers or for children when the seat is in position, or for luggage when the sent is not there. There is much 1o be said for bodies of this type, the chief asset being, of course, that all the occupants receive the full benefit of the hood and side curtains when the weather is had. while the fact that there is no door to the compartment may mean a considerable .attraction to parents of children who cannot leave door handles alone when the car is in motion. Lo ver Prices for Cars.

Generally sneaking, the results of the Motor Show held in November in London have exceeded expectations with regard to the amount of business done (says an official publication). Ono result of this is that a further series of reductions have taken place based on the moro extended output possible on account of business trasilcted at tho Show. Some of the bargains to be had now in the United Kingdom represent an extraord’, nary effort on the part of the British m»"uI’noturer to increase his ■ trade. The quality of the materials and workmanship should, of course, bo taken into consideration when making comparisons, as the poorer sorts of motor ••ar, it may be confidently said, are not made in the United Kingdom. Thn extreme competition ex’sting between- Brit'sh firms manufacturing certain types of car has, it is stated, had tho effect of heavily reducing prices. Tt is thought that in six months’ time the British motor industry ‘ will, however, be on a mere colid foundation than over before and will not fear competition from any source for the quality of goods it produces.

Slipping in a New Tube. When it comes to slipping in a new tube, there :u'e a number ol things to be avoided. In fact, whenever you hear a motorist telling the sad tale of a, new tube that developed a puncture almost immediately’ after it was inserted, you can be certain that mctoi’ist did one of the following careless deeds while making the changes :— 1. —Allowed sand to get into the casing to chafe a hole through the tube. 2. —Doubled the flap over so that n. octed as a file »ui the tube when iufialcd. 3. —By a bad adjustment of the flap, allowed the tube to come into contact with the grinding surface of a rusty rim—rusty because the motorist had neglected to sandpaper it and protect it with mixture of plain stove polish. 4. -Pinched the inner tube with jhe tvre iron while putting it in. * 5. —Forgot to beat the shoo all round once the partially filled tube was inside, thus allowing the tube to be ciinkled and pinched. 6. Sprinkled in so much soapstone that it formed into a hard ball which irritated and chafed the highly seiisi tivo tube. , , 7. —Completely neglected to aiip v the soapstone, or talc, or graphite to form a protecting coat between 4nh» and shoe. , , , 8. Carried his opare tubes loose i” the tool box to conic in contact vith the chisel, the tire irons and other accessories eminently fitted for the destruction of tires. Table of Air pressures.

Don’t attempt to tell the prewar* in a- tire by looking at it or kicking it the way’ so many motorists do. Instead test tbe tires immediately after inflation and once or twice a wedc as well. And don’t test them with the gauge on your pump line, but with an independent gauge —one that will open the valve. ’ The gauge on your pump or air hose registers only the air pressure less the resistance io the valve. * The ’table _of air pressures adopted by tbe Society of Autoiiotiv*' Engineers of the United States is as follows: — FOR FABRIC TIRES.

At least once a season tho cir owner ought io have the alignmeiv of his wheels thoroughly checked’ Tie owner can do it himself if he unlerstands one of the several methods that must* be used.

Tire size. Maximum Correspoiding load per tire. Air prcistire. 3 375 15 35 570 4 815 f>5 4 J 1100 75 5 1500 85 FOR CORD TIRES. Tire size. .Maximum Corresponding load per tire. Air p'essure. 3 400 40 3} 600 50 4 850 60 4J 1200 70 1700 80