DANGEROUS ROAD SPEEDS

Dominion, Volume 21, Issue 119, 17 February 1928, Page 14

DANGEROUS ROAD SPEEDS

Record-breaking between Australian cities has been carried on with few lulls for almost twenty years. Recently too many have been attempting to create new 1 ecords on the highways, and the same view is being taken as was expressed in New Zealand at the conclusion of the last rush from Auckland to Wellington undertaken. When a speed of from 80 to 90 m.p.li. has to be attained at times on unguarded public roads, it is time a halt was called by all concerned; for, sooner or later, a bad smash is bound to occur. It says much for the nerve and skill and endurance of the long list of recordbreakers whose names have been associated with those inter-State records that not pne serious accident has been linked up with these long distance speed road tests. Despite that fact, higher speeds and changed conditions now call for a cessation of such demonstrations on public highways. Some of the Australian automobile clubs long ago ceased to give their support and official recognition of such attempts.

THE “FREE WHEEL” ENGINE It is quite possible that within a lew years the majority ot the new cars will have tree-wheel devices, and that in time the fitting will be general. If only lor the simplification which it brings in gear changing for the inexpert, it is bound to come ; for as motoring grows more popular, there will be more people driving who have not the mechanical sense. Women in particular will welcome the free-wheel drive; and on heavy motors of the goods and hackney types ar. effective and reliable free-wheel will save that crashing and smashing of gears which one so often hears. Brakes will need greater attention than ever, and the free-wheel devices must be well made to stand up to the hard work which will be imposed upon them. Ample time must be given to manufacturers to get them durable and foolproof. TAPPET NOISES Tappet noise is one of the most common of engine-troubles. It may be recognised as a clicking sound especially apparent when the car is running on the flat or upon a slight downward gradient. The remedy is to adjust the clearances, and is a fairly simple matter. Generally the makers recommend a certain figure and supply a gauge for the purpose. Tappets should be set while hot, and after running the engine until very hot, the gaps should be set to about ,003 in. and if this be done carefully trouble with valves will not be experienced. Perhaps the makers suggest a rather large clearance, because they have little faith in the owner setting it to a figure as fine as that mentioned. When small cars are run at high speeds a noise is sometimes heard which seems like that due to tappets. Examination, however, may show that the clearances are properly set. The cause is then valve bounce. It may be reduced by strengthening the springs, but the operation is not always one to be recommended, as it increases wear and causes a lot of trouble when assembling after grind-ing-in valves. A USEFUL DEVICE A device which serves both as an extra-air inlet ’and a carbon remover has - been put on the market by au English firm. The actual extra-air device is affixed to the dashboard of the car and connected to the induction manifold by means of a length of copper tubing. Solderless unions _ are employed, and the device is designed to facilitate easy fitting. By placing the valve on the facia board the entry of reasonably clean air is ensured, whilst the opening can readily be varied by turning a milled dial. As a carbon remover one unscrews the dial and inserts one end of the length of rubber tubing into, the opening exposed. The engine is run and allowed to suck in one or two quarts or kerosene and water, mixed in equal parts, the mixture being stirred the whole time. ' This process, continued according to instructions, is claimed to remove the carbon deposited, whilst sticky valves, gummed-up piston rings and foul sparking plugs are eliminated. The device can also be used as a primer on cold mornings to facilitate easy starting. SQUEAKS FROM THE SPRINGS Springs are notorious for squeaking; grease-filled gaiters are ideal, but they are not always kept filled, and then they serve as rust containers. One should always- make a point of running oil over the extremities of the leaves whenever using the oil-can. This is a good way of using up any old oil from the crankcase. _ The proper method to lubricate springs is to prise open 'the leaves (tools are. sold for the purpose) and then force in the lubricant. It may be worth pointing out that all the minor squeaks cannot be cured in a couple of hours. It will take days! Try to stop a squeak so soon as it appears, and do not forget that the noise mav come from a different part from that which is. causing the trouble. The whole car is composed of flat surfaces, which act as sound amplifiers e.nd sound carriers. Felt washers are a very considerable help when they are properly placed.

A new road along the coast, between Raglan and Kawhia is now open for traffic, and is being metalled (reports the “New Zealand Herald’’). The scenery along tile route is excellent and the road will enable a pleasant round trip to be made from Hamilton. A new road is also being opened through the Hauraki Plains from the new bridge at the Kopu Ferry, which will be open for traffic in April, and will furnish a beautiful drive to Thames. It will reduce

the time of the journey from Hamilton to Thames by half an hour. Recent figures from the Department of Commerce, U.S.A., disclose some interesting facts regarding the ultimate destinations of American automotive exports. These figures show, for instance, that out of a total number of 243,128 motor-cars and motor trucks shipped abroad, Australia took 16 per cent., being America’s best customer, with Canada a close second, accounting for 13 per cent, of the total. Third on the list of America’s export customers is Argentina, which took 9 per cent, of the total auotombile exports. Many drivers seem to have trouble trying’ to let the clutch in gently. A simple vet effective way of engaging the clutch is to rest the heel of the foot on the floor of the car, pressing out the clutch with a lever-like motion of the ball of the foot. With the foot in this position and the ball of the foot pressed down, the driver will find it rather difficult to let the clutch in quicklv. He finds that it is necessary to exert a bit of effort to draw the ball of the foot back, and in doing so he cannot help but engage the clutch by gentle degrees.