MOTORS and MOTORING

Dominion, Volume 22, Issue 33, 2 November 1928, Page 8

MOTORS and MOTORING

TRAFFIC RULES SUGGESTIONS FOR THE FUTURE WHY NOT A DIPLOMA? (By J.L.G.) The public have been trying their hardest to get used to the new motor regulations which ■ came into force earlier in tire year, and now they are confronted with a new set that hold good from to-day. Fortunately, the new ones are, for the most part, reasonably easy to understand. A few minutes’ study of each section ought to give one a fair idea of what is wanted. Most likely it wont. While on the subject of study, why does not some wealth}- motorist establish a chair of “Bylawism” at Victoria College? The classes would be very well attended. What the student would pay in fees would more than compensate him for what lie would have to pay out in fines for not having sufficient knowledge of the local by-laws. And think of the pride of the graduate when he could proudly walk home with his diploma tucked’under his arm. Think with what a smirk of superiority he could meet his neighbour who had “crashed” on the subject of parking places, or one-way traffic streets. •Z •

What would it matter if the by-laws

did- change the next week? The textbooks are always being changed in other branches of learning. Mean-; while, since there is, as yet, no such’ class for the instruction of motorists, one can only suggest that the motorist should obtain a copy of the new bylaws and study them at home. Place Them on View. If the city fathers feel that .motor! drivers ought to carry a copy of the by-laws with them just as they do their driver’s licenses,, possibly they could pass another by-law ordering drivers to post ■ the) l>y-laws in a prominent place in their cars. Trade union rules demand that a copy of an award shall be placed in a proriiinent place so that all concerned may see it; so why not do the same thing-with the motorists’ set of rules?. Of course, if the list of rules grows much longer all small cars would have to be exempted from the rule for they would not have enough available space on which to place them, For the Great Majority. For the greater portion of motorists who cannot, or will not, spare the time to study these rules (they ought to, for they provide much better amusement than cross-word puzzles) one can only suggest the following:—“Go your own sweet way, hope for the best, and trust to the generosity of the traffic officer.” USE OF OVERSIZE TIRES The use of oversize tires will enable many motorists to’ get much greater satisfaction and longer mileage than with regular tires. Motor-cars are equipped with tires that are ample for any ordinary use, provided they are inflated to the correct pressure. However, most motorists abuse their tires by overloading them and by failing to keep them "pumped up.” Uing oversize tires allows a much greater margin of safety, and in the long run justifies, the extra expense. There are many, advantages to using oversize tires, including more comfortable riding, better braking with less tendency to skid, and less tire trouble. The larger tire is not so easily cut or bruised and the tread wears much longer. Last but not least, the oversize tire will average far greater mileage.

A recent survey by the American Automobile Association shows that in at least 10 States the speed limit was increased by specific legislative action during the 1927 session of the legislature. In one State, the limit ban was removed entirely.

An American motoring magazine says:—“The human factor is the main element contributing to accidents, but that human factor could to a large extent be offset by adequate motoring facilities and regulation, coupled with the individual practice of courtesy and caution.”

ROADS FOR MOTORISTS ONLY

ENGLISH COMMERCIAL PROPOSAL. If the approval of Parliament can be obtained, England will probably soon have its first fast motor road, the proposal on foot being to construct a special highway for motor vehicles from London to Brighton. Then, if tins proves a success, similar tracks will be constructed in other l parts of the country linking up important centres. A syndicate, known as Motor Roads, Ltd., under the chairmanship of Lord Askwith, has been formed for the purpose; and it is proposed to lay down two concrete one-way tracks; a charge of about id. per mile will be levied on private cars using the road. There will be no level crossings, all roads and railways, etc., being passed by means of bridges or tunnels, whilst all towns and villages will be skirted. There will be no pedestrian traffic arid no speed limit. The first road, it is estimated will cost three million pounds. ease in manoeuvring CLOSED CAR V. THE TOURER. There is a little-considered aspect of the open v. closed car controversy which seems to be eternal, viz., the

question of visibility from the driver’s seat 'when manoeuvring. Ease or manoeuvring, even if it be only apparent, depends on being able to see freely sideways and to the rear. The saloon of to-day, with its generous rear window and clear glasses at each side, is very little more difficult to manoeuvre from this point of view than the open car with the hood down. But the point is that it is a great deal i’easjqr to manoeuvre than an open car with the hood and side curtains erected. The latter are usually obscured with mud or dust if they are not regularly cleaned, but worse than that, the rear window in most touring ears is one in name only, its area being usually very

small. As in this climate the average owner of a touring car has the hood up most of the year, it is not unfair to compare the tourer in that guise with the saloon, and there is no doubt that, when compared thus, the latter scores, every time on ease of manoeuvring. It is a point worth considering when choosing between the two types for everyday use the whole year round. TOO MANY DRIVERS IN ONE CAR All would-be drivers should heed the words of an Australian driver, who writes as follows: —“Nd family driver should teach other members of his domestic establishment to drive. Once he does so their peace of mind and his. own are gone. There is.no agony like sitting beside another driver in fast and difficult traffic. It does not mat-, ter how much one trusts the person at the wheel, one is all the time subconsciously anticipating what he ought to do and wondering whether he will do it. Sometimes this anticipation may even attempt to realise itself in action, as happened the other day near Melbourne. A woman sitting beside her daughter, who was driving, fancied she was going to do the wrong thing, seized the wheel and precipitated the accident she aimed at avoiding. She was killed. The daughter was tn: jured.”

A new 300-miie highway linking Rio de Janeiro and Sao Paulo hits just been opened to travel. The road is eight metres wide with maximum grades of six per cent. There are 10 reinforced concrete bridges along the highway, which opens a new territory to motor travel.

LUBRICATING OILS WHAT KINDS SHOULD BE USED Of the factors which determine the classification of oil by grades, viscosity is that which is most apparent to the ordinary user, and where the terms “light,” “medium,”, and “heavy” are used, they refer to oils of low viscosity, medium viscosity, and high viscosity respectively.

The question of the “body” or the “weight” of an oil used in a motor engine or its associated mechanism is of great importance. The lubricant must flow to some parts quite freely; to others it must cling, more or less like treacle (generally because in such eases it is subject to great and continuous pressure) ; for others, a certain amount of adhesiveness must be combined with some degree of flow (as in the gearbox and back axle).

So far as the lubrication of the colder running parts is concerned, a light oil would best serve the needs of most engines. Indeed, in some engines use of a relatively light oil is essential, because it is needed not only for cylinder lubrication but also for lubrication of the transmission, and it would clog the parts concerned when cold if it were heavy.

For lubrication of the parts exposed to high temperatures, a heavy oil is generally used, especially for engines in which the oil is circulated by pump pressure. Under such pressure it will readily find its way to the various friction points through the ducts provided, and, when there, it resists ’ the mechanical pressures, which try to squeeze it out again. As a general rule, a “heavy” oil is used for pressure-fed lubricating systems, a “light” oil for splash systems, a “medium” oil for combined splash and pressure systems. Any individual manufacturer of oil will usually indicate the grades of his lubricants by letters. Do not be misled, however, by the terms “light,” “medium,” “heavy,” and “extra heavy,” as appied to -oil. One cannot estimate the lubricating value of oils by weighing them only, or, for that matter, by measuring their .viscosity or fluidity, even at working temperatures. Other factors are involved-—the mechanical peculiarities of the engine design, the materials used in it, its cooling system, and the speed desired; the tendency of the oil to gum and to form carbon, and other considerations, which would have to be mentioned if this were a technical treatise. All these matters are determined by experts in well equipped research laboratories. They choose tlie right material for the right purpose. The car owner cannot afford to determine such matters for himself. He has neither the time nor the money for experiments. A BY-LAW POINT UNATTENDED CARS. Week after week the lists of by-law breaches always contain the names of a fair percentage of motorists who have left their cars unattended for longer than the period laid down by the by-laws. The question often arises as to exactly what is an unattended motor-ear. To the average person, the term is self-explanatory. Such, however, is not always the case, for a car is classed as being unattended if left in charge of a person who is not the holder of a driver’s license for the current year. So, if Mrs. X leaves her car to do some shopping, and leaves it in charge of her young daughter, who does not hold a license to drive, during her absence, she cannot complain if she finds that by staying away too long she has broken one of the many by-laws which still harrass the motorist. PUDDLES AND PEDESTRIANS You know the puddly, muddy roads that wet'weather brings. Where there are no footpaths, pedestrians, holiday makers, perhaps, must of necessity walk in the roadway. 1 ' The motorist who slows down to a walking pace Whilst passing pedestrians wherever puddles abound, performs not merely a much appreciated act of common courtesy, but,helps to promote the “better spirit on the road.” The wet state of the roads during the week, caused many a hard word to come from pedestrians. The number of dirty silk’ l , stockings on members of the fair sex at such times bears out the fact that they have passed close to motors that must have been sending muddy water right and left.

WATCH YOUR TUBES

Tire trouble frequently results directly or indirectly from the tube. Old tubes reduce tire mileage tremendously. With the remarkable improvements made in .the manufacture of covers in the last few years, many tubes will rot in the covers before they wear out. By using a rotting tube the motorist is only causing slow leaks, which lead to underinflation, and ultimately to unnecessary tire wear. When leaks begin to develop on the rim side, or when the rubber starts to deteriorate, the tube should be discarded. An old tube will always fail its owner. A new tube will pay for itself by preventing fast tread wear, and fabric breaks in the body of the cover. (Continued on next Page.)

.WILL HUMANITY BECOME

STREAMLINED?

LOOKING INTO THE FUTURE.

A contributor to “The Motor” wants to know what humanity is going to look like in the future. “The motorcar,” he says, “has become so important a factor in everyday life that —if I read the signs of the times correctly--humanity must inevitably develop certain well-defined characteristics impressed on it by this all-powerful factor and environment. The ‘motor face,’ for instance, has become commonplace, physiognomists tell us, and anatomists say that the human foot is very gradually becoming more adapted to the operating of pedals than it is to walking; but there are more startling changes to come according to the following extract from a newspaper article: ‘As we become acclimatised to speed, possibly the shape of our eyes will alter, and our scientific bodies be as trim and taut as a machine. The debutante o£ the future may be slenderly fashinoned like a greyhound, sensitive far-set-back eyes on a slim, long neck (evolved from looking at traffic ahead of her in the swift-running car), and no doubt to be scientifically thin will be a fashion. The type of beauty must change with the needs of the age.’ “Now, perhaps, some looker into the future will tell us what the male motorist will develop into from long contemplating what the gentle creature ‘slenderly fashioned like a greyhound’ is going to do next.” ENGINE TUNING The engine of the average presentday car is not tuned by the manufacturers in the same way as was that of the car produced some few years ago, when they were not turned out in such large quantities (says “The Motor”). Now, however, it would be almost impossible for each and every power unit to receive hours and hours of individual attention and special tuning. The result of this is that the manufacturer or designer selects those settings for the valve and ignition timings, and for the carburettei’, which will give good all-round results. That same power unit, however, with a little especial tuning, can be made to give better results, probably with economy in running, provided the job is tackled in the correct way. The ability to tune an engine, to obtain the most satisfactory results, only comes after many years of experience, and really there are few experts capable of diagnosing rapidly just where attention is needed, and what that attention should be. It is, however, beyond the scope of the average owner-driver, and if the motorist seeks a better performance from his engine, then it is best for him to hand his car over to an expert.

WHEN JAPAN GOES MOTORING SOME GOOD IDEAS, AND SOME QUAINT ONES. Japan is rightly renowned for the courtesy and civility of its nationals (says a contributor to .% motoring magazine). There is a peculiar custom in Japan, with a very sensible application. All cars in use in Japanese streets tire required to have splashguards for use in rainy weather. Even a sedan car recently purchased for Prince Kitosirakewa, or the Royal Household, had to be fitted with them before delivery could bo made. Thus equipped, when a car runs through ti puddle, the resulting spray is deflected by the guards. It is a custom which might well be adopted by other countries. . Japan demands a tail-light which cannot be extinguished from the dashboard. But Japanese authorities also insist on a dome light for constant use iat night to illuminate the interior. Mavbe this is to prevent exuberant lovemaking in public. Incidentally, in Japan, one must have a bull) horn, in preference to the up-to-date electric horn, and no driver can smoke while driving. ' . In Hong-Kong the old adage might be construed to read “Coolies rush m where evil spirits fear to tread.” for the coolies have a peculiar superstition that to rush in front of a moving car is to frighten away all evil spirits which may be hovering in the vicinity. It is a superstition which often results tragically for those who possess it. and one which gives drivers no end of worry.

After a two-year discussion, the Tangier Administration (of which England is a protecting power) has granted a monopoly concession for a motorbus service to cover the whole of the. Tangier enclave, which is about 200 square miles. The concessionuaires are a British company, and it is expected that the new facilities will make this beautiful Moorish “international enclave” still more attractive to visitors.