Motors and Motoring

Dominion, Volume 23, Issue 62, 6 December 1929, Page 16

Motors and Motoring

(By

“SPARE WHEEL.”)

NORTHERN ROADS TAIHAPE, NATIONAL PARK, AND TAUPO ‘With the Christmas season close at hand,” writes <Mr. A. Janies, chairman of the Taihape branch of the Wanganui Automobile Association, “motorists will be mapping out their motor tours, and I am sure that some information regarding the condition of roads leading to National Park, Tokaanu and Taupo will be read with interest. Motorists are advised to take the main North road through Taihape, which' is distant 165 miles from Wellington. “Continuing north from Taihape,

there is a good motor road right through to Taumarunui, keeping in touch with the Main Trunk railway practically ail the way. There are two points on this road by which the tourist may turn off to reach the Lake District and fishing grounds. The first junction is at Waiouru (21 miles north of Taihape) at which point a road branches off to Tokaanu. The distance from Waiouru to Tokaanu is 44 miles. This is quite a fair summer road, being of pumice formation, but motorists should carry chains in bad weather as there are two or three places in which they may be needed after a spell of heavy rain. Apart from this the road presents no difficulties, and as a Government grant was made during last session of Parliament for its general -improvement, it should be in better order as soon as the work has been completed than at any previous time. Hundreds of cars pass over this road every summer, and my association is doing its utmost to induce the Highways Board to take it over and place it in good order for all the-year-round motor traffic. The importance of this to motorists going and coming between Tokaanu and southern districts will be readily appreciated when it is understood that a saving of 46 miles is effected when compared with the road to Tokaanu via National Park.

“On the other hand, motorists may prefer to take the longer route by proceeding past Waiouru on the Main North Road, through Raetihi, and passing within half a mile or so of National Park railway station. This road, though 46 miles further, is a good motor road all the year round. It is also the road by which the ‘Chateau Tongariro’ is reached, the Chateau being 10 miles off the main road.

“All the roads mentioned are well signposted, and give travellers no anxiety in this respect. The following table of distances may be helpful:— Wellington-Taihape, 165 m.; TaihapeWa'iouru, 21m.; Waiouru-Tokaanu, 44 in. (direct route) ; total 230 m. Wel-lington-Taihape, 165 m.; Taihape-Wai-ouru, 21m.; Waiouru-Tokaanu, 90m. (via National Park); total 276 m. Wel-lington-'Chateau Tongariro’ (via Taihape), 242 miles. “If the full journey is considered to I much for one day, a break may be made at Taihape, where there is excellent hotel accommodation, and motorists are catered for by live motor garages. There is also one of the most picturesque camping sites in the Dominion, situated on the banks of the Hautapu River (a.trout stream) and right on the Main North Road at the edge of the Taihape Borough boundary. If campers carry an axo they can obtain firewood on the ground, and there are also to be erected within the next fortnight

AMERICA’S ROAD FATALITIES A HUGE TOTAL “America’s motor vehicle fatality record for 1929 will exceed 29,000 if the number of deaths during the second half are proportionate to those during the first six months,” says a prominent American official. “The monthly increase so far this year has averaged 5.8 higher than for 1928. Two important facts regarding vehicle fatalities, are that 63 per cent, of the June total were pedestrians, and that more than one-third of all pedestrian deaths were children under 15.

“The five leading automobile death factors are as follow: Cars striking pedestrians; cars striking other cars or vehicles; cars striking fixed objects;

cars and train collisions, and car and street-car collisions. During 1928 a tabulation of the types of vehicles concerned in total accidents was made, showing that 73 percent. of those involved in such mishaps were private passenger cars, 19 percent. were trucks, or commercial cars, 4 per cent, were taxi-cabs, 3 per cent, were, motor-cycles, and 1 per cent, were buses.

“These figures show conclusively the necessity for concentrated efforts to make the public ‘accident conscious,’ so that everyone may become an individual factor of highway safety.”

a cooking shelter, fireplaces, latrines, and permanent tent frames. “Any inquiries directed to the secretary of the Taihape branch of the Association, P.O. Box 5, Taihape, will be replied to nromptly, and lie will be pleased to give advice, where possible, to intending trippers on any matters in which they are interested.”

Regardless of the kind or make of brakes used on the car, it is well to oil all operating parts regularly, even if it is only a matter of putting a few drops of oil on the threads of the adjusting nuts or on the anchor pins. This will greatly simplify the work of adjusting the brakes or of removing the bauds for relining.

GOING ON TOUR POINTS TO REMEMBER To start on a tour involves more than merely packing a bag or two and filling one’s tank with petrol (writes “S.J.” in the “Autocar”). To have a successful tour it is essential that those going with you should be congenial and that they should enter into the spirit of the thing. And I would not try to crowd too many into my car. When travelling on long journeys it is very necessary to have plenty of leg room, and if you crush too many passengers into your car you will find that they become tired and stiff before half the day’s run is over. I would tell each member of the party the amount of luggage he or she

is allowed to bring. For a short tour of a week or two an ordinary handbag ought to be ample. Too much luggage is the cause of endless annoyance. I would buy, borrow or steal all the good road maps and guides I know of and plan my route. There is no use in trying to tour the whole Country in a week, nor in attempting to do extraordinary mileages every day. An ordinarily good driver can do about 200 miles in a day without tiring himself unduly, and still allow time to give his party a rest after lunch and allow for stops on the road. One’s car should naturally be in gopd condition. If the engine has not been decarbonised for some time, have it done before starting. See that the car is thoroughly oiled and greased, and that the tiros are in good condition. Next see that the sump is drained and refilled with new oil; watch the battery, and keep it filled to the correct level with distilled water. If you intend to drive at night, test the lamp bulbs; to carry a spare set is wise. Then examine the tool-kit carefully; any missing item should be replaced. To be left on the road because, say, the tire pump connection is broken is very galling. I would not keep driving all day and every day. There are bound to De places'where one would like to stop a day or two, and to obtain one day’s couiplete rest is a great help.

TOOL ARRANGEMENTS EASY ACCESS NECESSARY At the last motor show my roving eye was caught and held by a car in which, as it appeared, some of the difficulties associated with the tiresome job of wheel-changing had been intelligently tackled (writes the motoring correspondent of the “Tatler,” England). You raised on flank of the bonnet, and there, all close to hand and carried in suitable clips on the bulkhead, were the wheel-nut-brace-spanner, the jack, and the folding handle of the jack. “Well,” I said to myself, “that’s a good idea 1” And I dare swear that a great manyother people made just about the identical remark. But I am by no means so sure, now, that it is a good idea. I had one of these particular cars on the road not so long ago, and Fate had it that I should get a puncture—at night too —when I was all dressed up and had most definitely somewhere to go. The sidelamps gave no glimmer of light under the bonnet, and losh what a time I had trying to detach the jack! But that was a trifle compared to the folding handle, for by the time I got to that the spirit of my pocket-lighter was exhausted. And then the condition of these things! Oily vapour had fallen upon every part of them, and they had consequently accumulated a vile concoction of dust and dead flies. How I wish I were in my own car with a jack at each corner and no such filth to deal with. It is almost needless to say that when I had got the wheel changed I cut out the puzzle of putting the beastly things back into their jig-saw places. No, they were promptly chucked into the rear compartment, where they made a disgusting mess on the carpet. I still like the notion of keeping the tools under the bonnet, but they must be properly contained in a box, as they are in some cars. Even so, it would be better if beneath these bonnets there were a little lamp that could be switched on when required. I don’t suggest that it often would be required, but when it was in it would be worth far more than it could possibly cost.

BRAKE EFFICIENCY CORRECT LININGS NEEDED. How brake efficiency may be Impaired by faulty design and adjustment is frequently demonstrated, and in the case of front-wheel brakes it is safe to say that, through neglect on the part of the owner, some are not much better than ornaments. To-day, with brakes on four wheels, a retardation is expected, which means that the brake shoe linings may have to be loaded to four and a half times the weight of the vehicle. The usual practice is to allow one square inch of lining for each. 281 b. of car weight. The total load on the linings as stated above may be four and a half times the weight of the vehicle, so that the mean pressure on the linings will be 2161 b. per square inch. A mean pressure up to 1501 b. per square inch, however, is sufficient if the lining material is of good quality. Long, narrow linings are not good; they are far more effective short and, wide; the maximum length should be an arc extending through an angle of 120 degrees. Long linings increase the tendency to grab. Some authorities claim that brake compensation is going out of favour, and state that it is possible to balance the pull in the operating rods, but it is impossible to control the coefficient of friction between the shoe lining and the brake drum, or between the tyre and. the road.

MASS PRODUCTION WHAT IT MEANS TO THE PUBLIC. A good deal has been said, from time to time, about mass production. Some hold it to cheapen and reduce the quality of the product. In the case of the motor vehicle it has exactly the opposite effect as regards quality, and it has the inestimable advantage of reducing the price. We get better value because we get a better made article at a lower price. Mass production means a factory and plant organisation, wljich is so perfect that mistakes cannot be made —they are too expensive. It means also the best materials procurable, because faulty or poor material affects very adversely the output and accuracy of size upon which all mass production depends. Most cars to-day are mass produced, and are giving long life .and good service. There are some expensive cars which are individually built; they are in a class by themselves, and they appeal only to a limited number of buyers, because the individual method of construction costs considerably more. These ears are also elaborately finished and equipped; refinements are put into them which give just that extra touch that satisfies a certain class of buyer, and they are full value for money. But for the greater number of motorists, mass production gives them an all-round sound, fast, reliable and economical car which will stand up to every requirement. The design, too, must be right from power plant to back axle. No manufacturer would lay down a plant and tools for the production in large quantities of a vehicle, the design of which had not been proved correct and reliable. There is no room for mistakes; there must be no experimenting on the buyers. This latter has happened in the case of some small manufacturers in the past, but it has invariably failed. The testing of massproduced cars cannot be left to customers. They must be right before production is commenced, and that is why the buyer of the standardised car is getting such good value to-day.. Standardised high quality, full equipment, and reasonable prices have now become the outstanding features of car production. z TAR ON PAINTWORK HOW TO REMOVE IT. Butter is undoubtedly -the most effective medium that can be used for the removal of tar from the coachwork on cars, providing that the tar is quite fresh. A small quantity of butter should be placed on a smooth rag and the tar rubbed gently with this. It will then be found that the tar will dissolve, leaving no mark on the paintwork. Possibly two or three rubbings will be necessary, since the rage used should not be allowed to get really dirty. Each time a clean piece of rag is used a further small quantity of butter should also be used. In no circumstances should the tar spots be rubbed hard, as this will cause the paintwork to become scratched.

VOGUE FOR WIRE WHEELS There are fashions in men’s motorcars as in women’s hats and dresses (says the “Motor”). No real he-man would be seen driving a car that was not in accord with the mode, and there are many who order their new cars every spring about the same time as they overhaul and replenish their wardrobes and with a similar object in view. Dame Fashion, who has decreed a high waist-line and a low roof in automobiles, is now asserting that only wire wheels can be tolerated next year. At present she has not stated that they must be displayed in all their nakedness, like the lower extremities of tennis stars at Wimbledon. So, presumably, wheel discs will still be in vogue, and there is a practical reason for that. . So popular have wire wheels become this season that garages are charging an extra shilling for washing-and polishing a car when they are fitted, and the chauffeurs are grumbling with even more fervid ardour than usual. When discs are fitted the extra woik in cleaning vanishes. But what of chromium-plated spokes, which retain a smart appearance and do not easily pick up the mud? Last year a well-known wheel manufacturer introduced a chromium-plated wire wheel, while it is notable that chromium-plated spokes on wire wheels fitted to American cars are being seen fairly frequently. Is this going to prove an. accepted ,type for smart cars? We cannot say, because Dame Fashion is a fickle lady. RUMOURS OF CHANGES Rumours of radical changes in motor-cars need not deter the prospective purchaser. ■ A man buys a car as he buys his home: to use. Not all homes offer the same conveniences. Similarly, cars are different. Every machine offered for sale today is dependable; is far more durable than the car of yesteryear. The only difference is that the utmost in comfort, whether in cars or residences commands a little bit higher price than something built primarily for utility. Buy the best car you can afford, use it till its mileage is exhausted or your taste in motor-car style changes. You may rest assured that high salaried engineers have toiled long to make certain that you will be.satisfied.