MOTORS and MOTORING.

Dominion, Volume 21, Issue 188, 11 May 1928, Page 14

MOTORS and MOTORING.

(BY

"SPOTLIGHT."

THINGS TO BE DONE BY JUNE

WHAT THE REGULATIONS SAY MOTOIIISTS TO DIP THEIR HANDS IN THEIR POCKETS. The time limit, for making alterations to motor vehicles to bring them into conformity with the Motor Regulations expires at the end of this month, and it may be interesting to motorists to note what, the new requirements call for in this way. First and foremost is the requirement. that, every motor vehicle —this term includes motor-cycles—must be equipped with a red reflector in addition to a tail-light. Regulation No. 7 lays it down that

“No person shall operate any motor vehicle which is not equipped with a fixed red reflector affixed to the rear thereof as near as possible 10, or forming part, of the tail-light, having an effective reflecting surface not less than two square inches iu area, and set perpendicularly so as to reflect towards the rear any light showing from rearward of the vehicle.”

As such red reflectors as are on the market arc mostly circular - in shape, the above means that if a circular reflector is purchased it must be not less than 1 5-Bln. in diameter. As to just what is needed to constitute ‘’an effective reflecting surface” is another question, and one which it is for the courts to decide. Perhaps some magistrates may hold that the red glass of a.tail lamp is a sufllclent reflector; perhaps others may not. It is to be noted also that the regulation calls for “a reflector,” not a number of reflectors having together a total area of 2 square inches—and this point is worth remembering before spending money on devices of’the latter type. Having bought his rear reflector, the motorist has next to see that his red tail-light at the rear of his vehicle is “at or near the right-hand side thereof, and (in the case of a vehicle constructed with a chassis) at or near the level of the chassis-frame:” This means that tail-lights mounted in the centre of the vehicle will have to be moved across. The tailrlamp (or some other lamp) must also throw a white light on the number-plate so that “every letter and numeral” on it is “plainly distinguishable under normal atmospheric conditions from a distance of at least 60 feet.” Finally, no white light may be visible to the rear from the lamp illuminating the number-plate. The next thing for attention is the spotlight. The only sort of spotlight allowable on and after June 1 is one, in the jargon of the regulations—-

“so constructed, fitted, and arranged that when the vehicle is standing on a horizontal surface no position of the main beam of light shall rise, or be capable of being raised, to a height which at a distance of 75 feet from the lamp is more than 3ft. 6in. above such horizontal surface at any point either in a line directly ahead of the vehicle or within a horizontal are of 45 degrees on either side of such line.”

If the spotlight with which the vehicle is equipped does not comply with this requirement it must be altered or scrapped.

As for the headlights, they must be two iu number on cars and trucks and placed “one towards each side of the vehicle.” They must be of sufficient power to enable substantial objects and the nature of the road surface to be clearly visible under normal atmospheric conditions by a driver of normal vision at a distance of at least 150 ft., directly in front of the vehicle.” A motor-cycle requires only one headlight, and the distance prescribed above is reduced to 90ft. in its case. A motor-cycle side-ear must also have a lamp on the side furthest from the cycle, and showing a white beam forward.

The next thing is to see that the headlight beam is correctly adjusted. The regulation lays it down that:

“When the vehicle is standing in a horizontal surface the main beam of light is not projected

above the horizontal plane of the lamp, nor projected to a height which at a distance of 75ft. from the lamp is more than 3ft. Gin. above such horizontal surface.”

The above appears to mean that, there must be no upward diffusion of the beam from a headlight whatever, a matter that: calls for very exact focusing indeed, and which naturally must also have the effect, of confining the beam to a very limited area. The warning device needs attention. It must be capable of ••emitting sound audible under normal conditions for a distance of not less than ,”00ft.” It must, not produce “a. shrieking, raucous. or offensive noise.” It must not be a siren unless the motor-vehicle is a tire-engine, or is used for collecting product! from farmers, and it. must not be a bell unless the motor-vehicle is an ambulance.

The doors must be capable of being opened both from the inside ami outside. and must be "readily available at all times for use by the driver and by tile passengers witbin the vehicle.” Whether the (wo doors in the •‘coach" type of closed car can be described as ti "readily available” for use by the back passengers when the front scats are occupied is not as clear as might be. If not this popular type of closed car becomes an illegal vehicle on and after June 1. Every motor-vehicle —excepting only motor-cycles without side-ears—must have "a reflector or periscope so arranged as to enable the driver to be aware without turning his head of the existence or approach of any other vehicle on the right-hand side behind the driver.

The brakes will require to be seen to, for the foot brake must be capable of stopping a car within 50 feet when travellin ■ at. 20 miles per hour, and the hand brake must be capable of stopping within 75 feet at the same speed. Motor-vehicles of a laden weight of 3 tons or over must be capable of being stopped, from .20; utiles per hour within 75 feet by foot or band brake, and in 50 feet by both combined. For motor-cycles the stopping distance is 50 feet.

It is further laid down that the foot and hand brakes must be independent, so that the failure of one does not affect the other. Another clause calling for a close inspection of the motor-vehicle is No. G of Regulation 7: “No person shall operate any motor-vehicle unless all brake mechanisms, steering mechanisms, and axle-spring attachments are safely secured and permanently retained in position by some positive means.”

The exhaust pipe may need attention, for it must be so arranged, as not to be “likely to raise dust from the road surface.” There must be no “unreasonable” leakage of oil, grease, or fuel; and the vehicle must not cause undue noise when operated whether through being in a state of disrepair or because of the construction or condition of any part. The above list of requirements does not pretend to be exhaustive, but it is probably sufficient to give most motor-vehicle owners food for thought between now and June 1.

CYCLISTS’ REAR REFLECTORS

SOUTHLAND EXPERIMENT.

An interesting experiment in connection with rear red reflectors for push cycles has been carried out by the Southland Motor Association. At the monthly meeting of the association one of the members spoke of the utter uselessness of such reflectors, and he received support from other members.

The chairman said that the reflectors were all right if they were fixed properly. To decide the question, a demonstration was arranged. This took place on a dark night in a dark road, and the results are described by a correspondent of the Christchurch “Sun.”

A young man, a son of one of the members, attended with a motor-cycle with a small piece of wood in the rear and three standard red reflectors fastened to this wood. One was a triangle with aluminium edge, another had the white edging often seen, and the other was a plain yed reflector.

The reflectors were visible for a distance of 80 yards when arranged in a perfectly vertical position, but when

the board was tilted at a slight angle, as is often the case op they were invisible at a distance of 25 feet. This goes to show that the reflectors must be placed on the _ cycles in an absolutely vertical position. Several cyclists who were passing at the time of the demonstration were very interested, and one of them said it ought to be published in,all papers, because cyclists thought they were all right with the reflectors on, without any attention being given to the position.

COMMON FAULTS IN DRIVING

JERKY STARTING. In the actual handling of a car, the inexperienced who wish to make good progress in the art of driving will be wise to develop a good “feel" both with hand and foot. The finished motorist will never start his car from rest—provided, of course, it is in proper running order—with a preliminary grating of gears, needless initial racing of the engine, or a jerk. The four most common faults which beginners make in starting a car from a standstill are (1) not waiting for the clutch to come to rest, before engaging the gear: (2) accelerating too early amt too much; (•!) delaying needlessly in engaging the dutch; ami (4) releasing the full pressure too early. Many clutches, even of the light modern type, will not come to rest immediately the pedal is depressed. which means that the wheels on the lay shaft of the gear box are still revolving. It is clear that, if by means of the speed lover one of the stationary wheels on the main shaft is brought up to a revolving wheel for engagement, scrape will ensue. The remedy is a second or two’s patience in holding out the clutch fully for a short space before the speed lever is moved. Should it happen that the main shaft wheel, when brought up to its companion wheel on the lay shaft, meets tooth against tooth, engagement, of course, cannot be made. In that case, return the speed lever to neutral, let. in the clutch momentarily, hold it out for a second or two, and try again. The chances are that this time the tooth on the one wheel will meet a space on the other, and thus silent engagement can be made. It is only the last half-inch or so of the backward travel of the clutch pedal that counts in engagement. Accelerating the engine as soon as the pedal is allowed to rise produces no other result than an unnecessary noise. The right procedure is to let the pedal up comparatively rapidly for the first three-quarters of its travel, when the accelerator can be gently pressed. In this way waste of time is avoided, and the pace of the engine is suited to the uptake of the load. A novice is too often seen with a furrowed brow taking great pains to let in the clutch very gently during the early part of its backward movement. By the time it take's hold the engine is probably running too fast, and the car starts, after needless delay, with a jerk. A good “feel” will tell the driver just when the load is being taken up by the clutch, and just how much acceleration of the engine is required to cope with the particular load to be borne. It will also ensure that the driver makes a start, even under difficult conditions, which is so good that it would be almost imperceptible to anybody sitting blindfold in the car. The driver with a good “feel” will allow his foot to linger on the clutch pedal just at the last moment of engagement so as to effect absolute progressiveness. The spark control, too, should not be overlooked, for while it is advisable to prevent the engine knocking or tinkling at any time, it should be remembered that to achieve the most economical and at the same time effective running the greater the spark advance and the less the throttle opening the better. As to braking, let the engine do as much as possible. A good dtiver, who has trained himself to keep his eyes and ears open and to act in advance, will save his brakes and his transmission a great deal by utilising the compression of his engine for deceleration purposes. At the same time, it is safer and cheaper to use a little brake-power in advance than severe force at the last moment. -From the Motoring Number of the London “Times.”

keeping a car in order

SOME HINTS FOR NOVICES.

Never alter a part unless it is absolutely necessary. The key to success in adjustments and repairs, as far as the owner-driver is concerned, is to maintain the car in exactly the condition in which it was when new. There are exceptions, of course, for occasionally a part gives continual trouble, but then the best plan is to refer to the makers to find out whether any alteration in the design has been effected. Above all things, do not use what are termed temporary rei) air S —that is to say, some probably ingenious substitute for part of the mechanism of the ear. It is ten to one that this temporary repair will remain in position until it gives very bad trouble. Il is much better to get the right parts from the makers and replace the component exactly as it was before. One of the essentials on which the life of the car depends, and which is very frequently overlooked, is to keep the bolts and nuts really tight. It pays, therefore, to go round the car at intervals making quite sure that nothing has worked loose, because, if it has. and if that fact escapes notice, the subsequent undesirable movement in the component in question will mean that the whole will have to be replaced in course of time, perhaps quickly. This, in turn, means that where a bolt or nut is difficult to get at, the owner should have a special spanner made to overcome the difficulty. Remember that the screw threads used on ears of different makes are different. It is not much good trying to screw any nut on any bolt; instead nuts with a thread belonging to the car should alone be used. It is of great assistance if the owner wjll himself wash and clean the car, for in the process, if it is properly carried out, he is practically forced to inspect the major portion of the mechanism, and is the more likely, therefore, to detect any untoward sign heralding trouble to come, and therefore will be able to deal with it in good time. Any unusual noise should never be allowed to continue without investigation.

PRICE OF PETROL

CANTERBURY ACTION.

Questions relating to the price of peti-ol were discussed at a meeting of' the council of the Canterbury Automobile Association on Monday in committee. Subsequently the following letter from a member of the association (Mr. T. N. Gibbs) was made available :—

“I am writing to draw your attention to the import figures, as affecting motor spirits, set out in thfe ‘Mercantile Gazette’ of the 4th instant. _ The summary following speaks for itself: 1926. 1927. 1928.

T °import' l d nS .. 6,571,733 7,901,280 7,317,460 ££ £ k

“Might I suggest that you verify these figures and if you find them correct bring'same before the next meeting of the council. “It would appear that motor spirits now cost the oil companies about onehalf of the cost in 1926, yet with all the benefits of bulk storage and kerb pumps the reduction in cost to motorists is altogether out of proportion. In 1927 the cost was down by 4d. and the wholesale price came down 3d. In 1928 the cost is down another 4d., but the wholesale price is only reduced Id. Motorists are entitled to know why prices are being held up in this manner. If the council will look into the matter and can influence some further reduction in keeping with present costs, it will earn the fervid thanks of thousands of motorists. The council passed the following motions: — “That this association views with alarm the great disparity between the declared Customs value of petrol and the price to the consumer:, “That the matter be referred to. the South and North Island Motor Unions with a view to joint action with the New Zealand Motor Traders’ Association.”

ROAD VERSUS RAIL

VICTORIA BANS SERVICE CARS.

In view of the situation in New Zealand the following from the Melbourne “Australasian'’ is interesting:—"ln all directions severe criticism of the Government's action in stopping public motor services on many popular routes is being heard, but the Victorian Premier has made it perfectly clear that, the Government will not permit motor competition with (lie railways, anil many valuable road services are now being rapidly eliminated. These are of great importance to people living in country districts where railway services are infrequent, while the secretary of the Guest Houses’ Association considers (hat. it. will deal a blow to the development of the tourist Ira flic.

"It is perfectly clear that the railway carriage is not an attractive means of transport, and people will avoid the railway whenever possible: the reason is that the railway line is as a rule laid out to avoid gradients, and the beauties of the country cannot be seen, for the reason that the railway usually passes through cuttings or tunnels, thus robbing tourists of the view of the surrounding country. Only four people can see the country from a railway carriage, i.e., those having corner seats; the journey otherwise is of no interest when made by railway, whereas a journey by motor vehicle is full of absorbing interest from start to finish. In the circumstances it is felt that the railways will gain nothing. but many country centres will suffer severely.”

Total declared cost Average cost 448,6S7 307,013 244,128 per gallon 1/4 !/• Sd. Wholesale price per gallon 1/10 1/7 1/6* ’Plus tax 4(1.