MOTOR NOTES

Dominion, Volume 28, Issue 121, 15 February 1935, Page 15

MOTOR NOTES

Increase In Imports FIGURES FOR 1934 Four Times 1933 Total

(By

Headlight.)

Import figures for 1934 show that nearly four times as many cars were imported in 1934 as in 1933, thus confirming the impression that is to be gained by a casual observation of the traffic on the' roads of New Zealand that many more new cars have been sold in the last 18 months than were sold in .the previous few years of economic depression. Fourteen Thousand Last Year. There were 14,415 motor vehicles imported into New Zealand last year, compared with 3868 in 1933 and 3662 in 1932. For purposes of assessing duty the respective values of the' imports were: 1934, £1,809,574; 1933, £532,494; 1932, £526,537. The figures given are the current domestic values in the countries of origin, plus 10 per cent. In the supply of chassis last year the United States led the way, but in respect. of complete cars the United Kingdom took first place. It is shown that the increase in imports of passenger vehicles was proportionately greater in regard to complete cars than chassis. There were 11,258 complete cars and 489 chassis last year, compared with 2726- and 207 in 1933. Although the total of 5471 complete cars from the United Kingdom was higher than from anywhere else, there was a marked increase in the imports of such cars from the United States and Canada. A total of 3490 cars came from the United States last year and 2297 from Canada. In 1933 there were 2272 cars from the Uniteci Kingdom, 470 from Canada, 190 from the United States and one from France; Three Years Compared. The details of the motor-car and mo-tor-car chassis imports from 1932, 1933, and 1934, in that order, are as follows: United Kingdom, 2537, 2272, 5654; United States, 146, 190, 3778; Canada, 358, 470, 2315; France, 2,1, 0; Italy, 1, 0, 0. Totals, 3044, 2933, 11,747. The number of /commercial vehicles imported last year also increased considerably. A total of 2668 wag landed, compared with 935 in 1933 and 618 in 1932. The greater number (1112) came from the United States, whereas in 1933 and in 1932 the United Kingdom vehicles topped the list. There were 1095 from the United Kingdom last year and 461 from Canada. ( FAST WARMING-UP Water in the Exhaust In the light of recent research work, car drivers should have a rather better understanding of what is involved in the so-called warming-up process, writes R. F. Hanks in the “Morris Qfvner.” Rather unfortunately for their cars, there are many motorists who hold very definite views upon the efficacy of their own particular methods of warming-up. Such views are not easily influenced, and it is realised that the comments wo are about to offer for the consideration of our readers may not be readily acceptable in certain quarters. Really, however, this warming-up business, as commonly understood and practised, would often be better omitted altogether from the routine of the motorist. Causes of Wear,.. Certain problems arising out of cylinder and piston wear in motor-car engines have been worrying the experts for a very long time. It has been known, for example, from a wealth of practical experience, that engines which are frequently started and stopped—thus rarely attaining normal working temperature—are subject to excessive wear in those vital components, the pistons and cylinders, and it has been supposed that the primary cause of this has lain in excessive use of a rich mixture from the carburetter, such as is customary for a start from cold. This theory has not always held good in practice, and the whole subject has recently undergone intensive research by the Institute of Automobile Engineers, as a result of which some very interesting facts have come to light. The cold engine theory has been definitely confirmed, but it has also beeu found that the resultant wear has, in fact, very little to do with carburation. Drivers of cars may observe that when a motor-car is first' started up from cold the exhaust gases contain an appreciable amount of water. The explanation is that the products of combustion in the cylinders give rise- to the formation of moisture, which condenses on The cold surfaces of the still unwarmed exhaust system. With \u car which is thoroughly warm, water is no longer present in the exhaust gases.

Just as water has shown its presence in the exhaust of a cold engine, so has it (been present also in the engine cylinders, the moisture condensing on the cold cylinder walls. The presence of water in the cylinders, by itself, is not a cause of trouble, but nitric acid, sulphuric acid and carbonic acid may all be formed, within the cylinders so long as water in a liquid state is present. These acids are not in evidence, however, when once the temperature of the cylinder walls has risen to the point where further condensation of water becomes impossible. Here surely is a very interesting, as well as a very vital, fact, for it means, in so many words, that a certain amoput of harm is done every time an engine is Started up from cold, and that corrosion will cease only when the tempera ture o( the cylinder walls is such as to prevent the formation of water by condensation. Thus it will be seen immediately that a slow warming-up process is to be strongly deprecated. The moral is to get on the road and away almost immediately after starting up, as an engine under load will obviously warm up moie quickly than one p’hich

is tunning light, even at fast tick over speeds in the garage. The Oil. It is realised that this practice apparently does not take into account /certain other considerations, mainly under the heading of lubrication. The principal of these is the presence of cold and viscous oil in the sump, and the possible ill effects of not getting oil in such a state on to the working surfaces where it is required. Here, again, however, the Institute of Automobile Engineers’ research department comes to the rescue in pointing out the lesser of two evils. In any event, let it be borne in mind that the modern car engine has roost of its important bearings fed directly with oil under high pressure, and, that the oil is in the bearings to do its work almost immediately upon starting up. The chief point in this respect is to believe implicitly in the lubricant advice given oy the car manufacturer. In conclusion, one must remember the importance of conserving heat in engines by every means possible —radiator mull's, thermostats, or a rug thrown over the radiator when standing, will all help very materially, for although the advice given here is to warm up as quickly as possible, keeping warm is even better advice, for reasons which will now be obvious.