Motors & motoring

Dominion, Volume 26, Issue 105, 27 January 1933, Page 13

Motors & motoring

(By

“SPARE WHEEL.’)

Petrol vapour has a density nearly four times that of air.

Meeting the full blaze of the rising sun at tlbe crown of. a hill near Monmouth, the driver of a car. was temporarily blinded ami Alashed into a bank.

In 15 years piston speeds have jumped from 1000 feet per minute Io over 3000. From an engine of 250 cubic inches displacement we now obtain SO h.p. instead of 30 h.p. In 1915.

The racing motorist, Mr. Clive Dunfee, who was killed at Brooklands ou September 24 last, left £1602, with net personalty £654. He died intestate.

There are 351 million ears in use all over the world. Europe has 300,000,000 inhabitants, and but 4,000,000 cars; while the U.S.A., with less than.half the population, has over six times as many automobiles.

Forty entries were received for the annual^veteran ear run from London to. Brighton recently. The oldest model was an 1894 Crowden, which was probably the first car to be built in England. Another interesting entry was a 50 h.p. Napier, which was built in 1894 for the famous Gordon Bennett race. STALLED MOTOR Cause of Accidents

An analysis of motoring accidents would probably show that a surprisingly large number are caused by the accidental stalling of the motor through faulty driving in difficult circumstances, states an exchange. Anyone who has watched a driver of limited experience knows how easily he will stalli the engine by attempting to move out of a dangerous position in top gear while the car is funning very slowly, and thus throw the whole responsibility of avoiding an accident on the driver of the other vehicle concerned. if the other vehicle happens to be a tram or train au accident in these circumstances is often inevitable. Probably improvement in the running of modern engines has contributed to this danger. The engine normally runs so quietly that it may often stop without the knowledge of the driver. A new device being fitted to many American cars promises materially to reduce the dangers of a “dead” engine in emergencies. This is an automatic switch for the starting of the engine. It is so constructed that as soon as the ignition switch, which is of the usual lock type, is turned on, an electromagnet is brought into operation to work the starter switch, . As soon as the engine fires, and begins to run under its own power this magnet is disconnected and the starting mechanism is released, but should the engine stop while the ignition switch is still turned on the starter is operated again immediately and the engine restarted. Alpart from the adderl safety which the employment of the instrument assures, it simplifies the operation of driving, as the engine, starts as soon as it is switched on. Moreover, the possibility of the ignition switch being left on accidentally, and thus discharging the battery or burning the coil, is eliminated because' the driver’s attention would be directed to the fact that the switch was on by the fact that the engine was running. SKID DANGERS

Because water upon the surface of a roadway generally tends to reduce the cohesion between the tire tread and the road, the danger of skidding is more severe in winter than in summer. A large proportion of skids begin when the brakes are applied, and as the most careful driver cannot avoid the sudden application of brakes in au emergency, it is particularly necessary that the brakes should be properly adjusted and equalised. The danger of skidding when the brakes are used is serious only when they do not operate with equal force ou each side of the ear. If, for instance, the brake on the right-hand side front, wheel grips more effectively than that on the left-hand wheel, the effect on the car is not dissimilar to that which would result if the right-hand wheel struck an obstruction such as a stump. The freer turning left-hand wheel would tend to overrun that on the right, with the result that if the road were slippery and the grip of the wheels defective, the ear would skid round facing toward ' the right. If the brakes are carefully adjusted and operate with equal force on all wheels, they.can be used without fear on any ordinary wet surface, and even on the most slippery roads the likelihood of dangerous skids developing is very much reduced.

THE TRANSMISSION The lubricants in the gearbox and differential housing need not be replenished or renewed at such frequent intervals as the engine oil, but, in addition to “topping up" the level from time to time throughout the year, it is wise to refill'both units with new lubricant at least every year. There is always some wear and tear of the metal, and particles of foreign matter and moisture become suspended in the gearbox and differential lubricants. There is no better time for the carrying out of the work suggested than immediately before the start of a holiday tour. The old lubricant should be run off after the car has just returned from a run and the oil Ims become well warmed and fluid. There is no ■ objection, as in the case of the engine, to the use of kerosene as a flushing agent, provided the drain, plug is left out for an hour or two so that the last drops of that very “cutting'’ liquid may flow away. Only lubricants of the grade advised by the oil companies or the manufacturers of the car should be used for refilling, \and a warning must be given against bringing the level of the lubricant too high. Nothing is to-be gained by pouring in more than the prescribed amount; in fact, an excess may cause a perceptible loss ofUransmittod power, and. in the ease of the differential, leakage of oil ou to the brake drums. DON’T GET RATTLED Do not get rattled when out driving. Every motorist with any common sense knows that at this time of the year there are more cars than usual on the road, and it is therefore most unreasonable to get into an irritable frame of jnlnd just because the going is slow at various points. Other drivers ou the road will doubtless make mistakes, but tills should not be an excuse for losing one’s temper. The irritable driver is always much more liable to accidents than one who keeps cool, calm, and collected.

TIRES IN SUMMER Avoiding Trouble Summer time, which is only just around the corner, is rightly regarded as the season most friendly to those who motor for pleasure, but it is a ruthless enemy of pneumatic tires, and many a pleasant outing is spoilt because of punctures and blowouts. To get full enjoyment from the long touring days of the warm months the motorist should, without delay, overhaul the “footwear” of his car instead of rejoicing in the false confidence that his tires will not let him down during the summer because they have , given him trouble-free service throughout the winter. The first tiling to be considered is the inner tubes, for many a motorist who buys a new tire or has an old one retreadeil as soon as it shows signs of heavy wear thinks that the inner tubes should have an indefinite long life. Fast touring ou a midsummer day will often bring disillusionment, for then okl puncture patches may lift, or the increased infiation pressure resulting from frictional and atmospheric beat may find the weak spots in the tube and cause a puncture or a blowout. To-day, inner tubes cost far less than they did a few years ago, and the best practice of all is to buy a new oue with each new tire that is purchased. But, even if the car owner is unwilling to incur that small extra expense, he is well advised to give both tubes and casings a good overhaul before the hot weather sets in. Admittedly, it is irksome to jack up and remove each wheel and strip it of its tire, but the time thus occupied will be well spent.

: Inflate each tube until it is fully distended, but do not pump it up to an excessive pressure, and then immerse it in a tub of water anti note if there is any slow leakage of air at any point, and be careful to submerge the top of the valve as well, as often there is an escape at that point, Then examine all patches, see that.the nut securing the valve assembly is tight,, and look for any perishing of the rubber. After deflating the tube inspect its inner circumference, for it often happens that after prolonged use the. rubber cracks, a fault which will at once be apparent if the tube is stretched between the hands.' If, as the result, of such an inspection, the motorist has any doubts as to its condition, he will find that the wisest course is to buy a now tube.

A close examination of each easing should also be made. If the “canvas” has begun to show through the tread, then (subject, to the verdict of a reputable retreading.firm) the tire should bo retreaded or a new one obtained. Only an expert can express an accurate ppinion as to whether or not a used tire is in a fit state for retreading, but, provided it lias always been run at the advised pressure and has not worn down to such an. extent that its cord fabric has been damaged, a modern tire which has been in regular service should be strong enough to stand at least one retreading. But if it has been consistently run at. too low an inflation pressure, -it is probable that the excessive flexing of the walls will , have weakened them to a point whicli makes retreading unsafe. ' In"the' case of tires which are in apparently gooil condition, one should look for tread cuts, blisters, and abrasions on the side-walls. Such injuries, if treated promptly, will cause little or no serious damage; but if neglected will bring about rapid deterioration. If a patch of cord fabric is exposed on the side-wall through careless brushing' of the tire against the kerb or running in stony ruts, a covering patch should be applied to prevent: dirt and water penetrating and destroying the fabric. Sunlight is destructive to rubber, and, for that reason, it is a good plan to give all tires a coating of some recognised brand of tire paint in order to seal the pores of the rubber and to place a protective layer over it) Before replacing the tires and tubes on the rims scrape all rust from the latter, and rub them with powdered graphite or blacklead. and dust the tubes with French chalk “EIGHTS” POPULAR Five years ago 36 per cent, of the engines of passenger cars manufactured in U.S.A, were either eight or twelve cylinder type. A survey of the 1932 production shows that 63 per cent, of the 73 chassis models built by 35 different manufacturers are of eight or more cylinders. Of that total 40 models are “eights.” In Great Britain, of the 35 different companies making motor-ears, 19 list four-cylinder ears, 29 market “sixes,” and four make “eights.” From present indications there appears to be a tendency for some maker® to swing back to the one-time popular four-cylinder engine. The floating power susiienslon system, which ensures a more efficient method of cutting out. vibration than was obtainable some years back, gives promise of a revival in tliis type of power-unit. The reasons for the development and popularity of the "sixes” and “eights” were twofold. Firstly the splitting up of pulsations in a larger number of smaller amplitudes for the purpose of making easy the absorption of the resultant vibrations, and secondly, the provision of a higher maximum speed by reducing the weight of reciprocating parts—that is pistons, connecting rods. etc. TRAFFIC SAFETY The need for every motorist to cooperate with the traffic authorities and the motoring associatious in their efforts. tO’,promote traffic safety is selfevident, and it is pleasing to note that during recent years there has been a very marked improvement in the observance of good driving practices and tht giving of sigmils. But, unfortunately. the duty of the ear owner to his fellow-citizens does not cm] with cautious driving, tiud it is equally incumbent upon him to/see that his vehicle is maintained in a safe condition. Although there are thousands of motorists who take a delight in keeping their vehicles in good tune and adjustment, It has often been suggested that there are many others who are careless and even culpably negligent in the upkeep of the brakes and other parts of the mechanism, which if defective ifiay cause or aggravate an accident.