MOTORING & MOTORISTS

Evening Star, Issue 19002, 25 July 1925, Page 16

MOTORING & MOTORISTS

[BY RADIATOR.]

OVERHEAD VALVES,

Publication received; ‘The Pad inter,' lor July. BATTERY CHARGE INDICATOR. A well-known British motor manufacturer has adopted an accessory known as a battery charge indicator, a fitment needed on the present-day car. The indicator in question shows a red light when _ the battery is fully charged, so warning the driver to move his charging switch to the “off” position it ho would avoid the ill effects of overcharging liis battery. This is a move,in the right direction, cut what is more urgently required is an indicator that will give the danger signal when the battery charge has_ fallen to a certain point. Cur batteries do on rare occasions approach the stage of being fully charged, especially on long non-stop funs in the daylight, but un-der-charged cells are frequently found on nine cars out of every ten.

COASTING

Many motorists when touring in hilly country have slipped the gear lover into neutral ana enjoyed the pleasure of coasting, but when they endeavored to get back into gear round difficulty in so doing, and consequently give up the practice. A little knowledge in this direction makes the change back a simple matter. When the gear is slipped into neutral the car will gather way most delightfully, the shriek of the wind past one’s ears drowning the subdued tick-over of the engine. The speed should be well restrained, according to road conditions, as its silence is deceptive. When the time comes to re-engage 'he gear, it is well to make dead certain that the engine is running; otherwise any attempt to engage a moving dog with a stationary dog may be extremely costly. If the tick-over is so good that the engine cannot be heard, the oil gauge or ammeter will" show whether the engine has stopped, or a touch of the accelerator will make the e: hanst audible. To got back into gear, accelerate the engine till the forward dog (connected to the engine) is revolving at the same approximate »peed as the roar dog (connected to the back axle) declutch, feel for the gears as von slip the lover back into top, and then let the clutch pedal up again. There is obviously only one difficulty about this procedure—i.o., to gauge the amount of acceleration required, especially as the degree of acceleration must vary with the speed of the car. Two or three experiments will soon familiarise the owner, and he will admit that this change is easier to make than any of the others. SELLING AN OLD CAR. For whatever reason a •econd-hand car may have to be sold, it pays over and over again to go to some trouble in order to-enhance its value at a time when everybody, except its owner, is inclined to say it is worth a great deal loss than it really is. It is useless to hope optimistically for a wonderful offer or even to ask an excessively high price. True, m many cases the prospective purchaser will want a certain amount knocked off the advertised figure, but if the price seems too high in the first instance he simply will not trouble to make any inquiries at ail. Some people are, of course, born salesmen, and could sell a 1902 single-cylin-der car which had never received a coat of paint since the day it loft the factory; but other people are less fortunate, and have the utmost difficulty in persuading anyone to buy oven a last year’s model in good condition. The offer of a trial run should, if possible, be made, also, and a few brief words inserted with regard to rho conditii n of the paintwork, tyres, etc. Ueforo deciding on the price to ask, you should glance through your favorite motor journal and see what soit of a price dealers and private individuals are asking for similar productions. Then set your figure, if possible, just a little lower. To a man about to buy a car £1 off m £IOO makes as much difference as docs the proverbial Rl off to a woman. Thus,_ ifmost people are asking about £2OO for a ear like yours, .you might advertise yours at £199. It looks so different ifthe first figure is a “1” instead of a “2 ”1

FAMOUS MOTORIST FINED,

AFTERNOON IN A CELL,

Having decided what advertisement to insert, the car should be got quite ready tor any inspection bcloro any possible purchasers are likely to arrive. It should be thoroughly cleaned all over, including tho engine, gearbox, and all other parts of the chassis. If a man lifts the bonnet to discover a spotless engine, with bright brass and cleaned aluminium, _he immediately forms the impression that the vehicle belongs to an enthusiast who lias taken good care of it. He will think to himself that a man who can be so careful as to keep the engine as clean externally will undoubtedly have paid the same ’attention to its internal condition. All bright metal parts should be polished until they shine and shine again. Incidentally, there are one or two concerns that repaint cars for a really low figure, so low that it often pays to have the vehicle repainted, and adds £‘2o or £3O to its value for au expenditure of perhaps £lO. If the paintwork is good, sometimes rovarmshing alone wilf effect the necessary improvement. Everybody likes to have a smart car or, at any rate, to buy one time looks new. They do not like people to say: “Have you seen the shabby old crock that So-and-so has just bought?” Farts of the chassis, wheels, etc., off which paint or enamel have been chipped, can bo gone over with a small brush and some paint, black parts of the chassis can be dealt with finite easily with a quick-drying enamel, and by rubbing over before it is quite dry the new paint can he given the appearance of the old, and the touching up rendered invisible. Jt is worth while decarbonising the engine, cleaning the plugs, :,mi removing auv flirt which may have accumulated in filter or carburettor float chamber. in order to haie the car running as sweetly as possible when you give the prospective purchaser a trial run, and also to'avoid any likelihood of even a momentary stop during the trip.

DRIVING MIRRORS.

CAUSES OF BREAKDOWNS. Some figures recently issued by the mechanical first-aid department of the Chicago Automobile Club form an interesting contrast with _ those lately made public in connection with the British Royal Automobile Club’s Get-you-Home Service. It would appear that ignition trouble is much more prevalent in America than in Great Britain, for while in England 18.4 per cent, of the total of 5,039 breakdowns dealt with were due to ignition, the American proportion was 10,605 out of a total of 25,646 calls, or 41.35 per cent. The contrast in connection with electric lighting and engine starting troubles is even more striking, for while the R.A.C. figures show a percentage of 2.9 those in the United States under this heading work out at no less than 19.9 per cent.

Brio! accounts of holiday trips, roads, and places of interest ara invited for this column.

In criticising overhead valve gear some mojor experts did not at first favor them, hinting at the frequent adjustments that would be necessary to maintain it with a reasonable degree of silence and efficiency. To-day that criticism is entirely unjust, for the modem push-rod operated valve-gear will run for many thousands of miles without attention. On the less expensive designs periodic applications of the oilcan may be necessary, but on the more advanced types the lubrication of the roqker bushes, and even of the rocker tips, is performed automatically. Clearances should bo inspected every 5,000 miles, but the sotting is a much easier task than with most side-valve designs, where the stems are blanketed by the carburetter, inlet pipe, or magneto. MODEST AMERICA. An American correspondent writes to the ‘Motor’ as follows;—“I am enclosing you herewith a clipping from ■a paper giving an account of a real, sure-enough speed record, made by a real car, not an English make-believe car. Here is a car that ran at over 134 miles per hour for over eleven minutes. Why is it that you English people cannot even approach such records? Why is it—more s the pity—that when an English car runs about 90 miles per hour for a minute or so you claim all records are broken? What records? Surely you do not mean world’s records. IVe hold every record on earth —in everything. [Except for modesty.—Ed.] Malcolm Campbell, driving an old specially-made Sunbeam, never once approached the record made at Culver City by Dudny. All these cars came out of the race as spick and span as when they entered it. Tyres never give any trouble, even when travelling 1,000 miles at the rate of 125 miles per hour, and yet when Eldridge sots out to break a ‘ record ’ he sheds a tyre almost before he gets started. Why do not you slow and out-of-date folk* come over here or go to France and learn some sense P All your cars are years behind the times. I never believed this until I subscribed to the ‘ Motor.’ To prove it ; On page 424 of the ‘ Motor,’ of April 7, one of your contributors recommends using the starting handle to free the pistons before putting the starter motor in action. A starting handle! Do you still use bulb horns and kerosene lamps? Now for the other side. Look at the cover page of your out-of-date journal. Seo the Lincoln, an American car. Are you not envious, jealous of our skill and our superiority? Where is the starting handle? Where are all the unsightly tin cans on the running board? Look 'at the sun visor, at the beautifully finished bumpers—how pretty. Look at the equipment—how complete. On the facia board there are dozens of instruments, counting the gasoline gauge. You old fogies have never heard of such a thing. The only thing you know about is a big hole- “ cubby,” I think you call it—in the facia board, and a lot of tin cans on the running board. This is equipment. And for this bit of second-hand junk and obsolete trash you ask an enormous price. No wonder you have five million unemployed. You ought to have fifty millions. Everything England undertakes is on a baby scale. Your wireless reaches only a few miles; vour radio equipment makes Americans sneer. Wo had four years ago what you poor fools are advertising to-day as your best. Your cars are obsolete. I would not give one good American car—and they are all good—-tor the best car you make. No wonder yo ,,r dominions do not buy from you- [lhe cutting referred to was ns follows: Culver City, Cal.. April 20.—Leon Duel ay made a world’s record when he drove his automobile twenty-five miles in 11 min lOscc to win tlio first event on the programme of sprints at the speedway hero yesterday. He made an average'speed of 134.22 miles per hour Tommy Milton finished second, Earl Cooper third.]

Major H. 0. D. Segrave, the famous racing driver, was charged at Marlborough Street Police Court with leaving his car unattended near the junction of Prince’s street and Hanover square; outside the Sunbeam West-end Depot, in fact. A constable alleged that Major Segrave pushed and obstructed him in the execution of his duty, preventing him from taking the necessary particulars, and, as a consequence of this alleged obstruction, Major Segrave was marched off to Marlborough Street Police Station, where he spent a good portion of the afternoon in a cell, and had to submit to the customary processes meted out to ordinary persons in custody. The subsequent proceedings at the police court constituted as remarkable a sequel as it would he possible to conceive. Major Segrave had two independent witnesses to support his denial of the charge of obstructing tho police, but the magistrate accepted the uncorroborated evidence of the constable, and imposed a fine of 30s. Notice of appeal was given immediately.

A FORD CAR FOR £3 ss. ' Standing in a garage of a Ford dealer at Manchester was a very old Ford car, which attracted the attention of a farmer, who went in to inquire the price. Tho dealer replied £2O, but the farmer, who had evidently only a limited amount of cash in his pocket, replied that £3 was more like Ins figure. Not to be done, the dealer, who was anxious to get rid of the car, said he would accept £3 15s. The fanner, however, still intent on securing a bargain, would not agree to that figure, but offered £3 ss. The dealer, still striving for a bigger bid, said he would split the difference and take £3 10s, but after all the farmer got his way, and secured this very old car for £3 ss. Assistants were called, the car filled up with petrol and oil, and, the engine responding nobly, it was driven out of the show room. Whether the farmer intended to use it on the road is a moot point, but it is thought that he hud in mind that, the engine would come in suitable for driving a chaff-cutter or some other agricultural machine.

AID TO SAFER MOTORING .

Certain accessories come under the important heading of necessaries, and, as an aid to safer motoring,_ the side, mirror enjoys a unique position, remarks the ‘ Light Car and Cycle Car.’ We all Know that on the closed-in car, especially when of the commercial type, the fitting of a mirror is very necessary to reduce the inconvenience of other traffic, but the light car owner fits a side mirror mainly for his own convenience. The mirror has three important uses. First of all it reveals the presence of a faster vehicle which desires to pass; secondly, it may be used as a reflector for the diverting of head or side lamp rays at night-time on to any part of the mechanism which it is desired to examine; and, thirdly, it puts the finishing touch <jto a car which, in the opinion of woman driver, would be hut poorly equipped without the evernecessary looking-glass.,

THE FIRST MOTOR CAR. SENSATION IN MELBOURNE. The original machine which gave rise to the modern motor, car could not have been viewed with greater concern and trepidation than did tho first motor car to appear on the streets or Melbourne. The following account of its career and the excitement it caused is given by Mr F. Thomas, of tho > mtorian city My father bought the car from Mr C. B. Kellow, who used it for three mouths for demonstration purposes. I was only sixteen years or age at this time, but I learned to drive it round Royal Parity The gatekeeper of Royal Park politely locked us in the grounds, which Mr Kellow did not like, hut, as it was the first tiling tho gatekeeper had seen like it, one could hardly blame him. After getting out wo filled up with petrol at 9d a gallon, and started for Geelong, which Mr Kellow said was silly, and reckoned we would never get as far as Worribee. It was very dark when we arrived at Little River. Ihe engine was red hot and gave us a hit of a fright. However, we arrived at Geelong in tho early hours of the morning. Alter a good night’s rest we drove through the town, causing no end of bolting horses. People stood dumbfounded, and we were very much disliked at Geelong. The following day we gave rides at 2s each for charity. Wo bought the car to be used in our business, which necessitated a lot of travelling, hut, as we had to deal with farmers, the car was a failure, as they would have nothing to do_ with us in a motor car. The machine by this timo had earned the name of the “ Red Devil.” The farmers said that'sort of thing was no good, as it would not eat chaff and only frightened the life out of horses and cattle. The railway strike followed closely upon this. The morning following the declaration of the strike we were approached by two gentlemen in Newtown and asked what we would charge to take newspapers from Geelong to Ballarat on arrival of the boat. The distance being fifty-five miles, it seemed a great feat to accomplish in those days. Having made the contract to deliver the papers at £lO a day, we started the following morning with a load of the ‘ Age ’ newspapers, with which wo arrived safe and sound. The papers were sold for ,1s 6d and 2s a copy at tho news agents. The telegraph office had warned the agents that a motor car was on its way to them, and the whole of Ballarat was out to see it arrive. Owing to there being a lot of strikers there, they did not like the car being used for such a purpose, and after a demonstration had been made against it the, police took charge of us and gave us full protection. But for this there would not have been any more papers brought to Ballarat, There were several political men in Ballarat who wanted to get back to Melbourne. Among them was Sir John Taverner. The Bishop of Queensland was also there. I usually brought back a couple of passengers, which was not to the strikers’ liking, and one evening, when driving Sir John Taverner and others to Geelong, we were charged by a mob which stood in the middle of the road to stop us. However, I did not stop, but while we were passing them one of them struck Sir John Taverner on the mouth. Wo got to Geelong safely, and after staying the night there'l brought my pass&ngcrs on to Melbourne the following morning.. During the run up both back tyres came oft, and we had to finish the journey on the steel rims. There wore no pneumatic tyres obtainable, so we got two solid rubber tyres at a rubber shop and returned to Geelong. The strike finished that night.

ARE YOU A GOOD DRIVER? PRINCIPLES OE CORRECT OPERATION. The following is the second of a series of lectures broadcasted from Wellington by “Gargoyle”:— How many of us operate our motor cars as it tney were really a part of ourselves? Do we feel that synchronism—that perfect harmony which should exist between the “ thing ol steel ” and ourselves? Some years ago —before motor cars were as common as they are to-day—one would often hear the expression, “lie is a good horseman,” and that was one of the highest compliments one could say of another in the realm of sport. Analysis of this expression would develop the tact that “ he had his heart and soul horses, and that there was some hind *of bond between the two.” Ho had the faculty for control of such animals, and thoroughly sensed their whims, temperaments, and peculiarities, and could develop in them performance to the “ nth ” degree—an animal under his direction would behave and answer instinctively every wish of its rider. “ What lias that to do with motor cars?” you say, A motor car is simply a thing of steel, inanimate, without that power of compelling affection. Well, that may be true in an actual physical sense, of course, but did you over see a locomotive engineer pat his engine affectionately after a hard run? Almost any locomotive engineer will tell you that his charge has its whims —its off clays and its good days, its lits of temper, and such like. It is also a well-known fact that some engineers can get much better results out of their engines than others would if placed in the same cab. Why is that? Is it because the more efficient man has had more years of experience? Not altogether that. But he has allowed the great mechanism of iron and steel to become a part of himself, as it were. “ The thing of steel ” seems to feel and respond to the master’s touch. How true all this is, too, of motor car driving. There are many drivers who operate their cars over long periods of time without much actual trouble or expense. The machines always seem to be in time, always ready to respond and yet the owners drive just as hard, just as far as many others whoso respits are not at all gratifying. But they do it all in such a different way. For one thing, when driving, they keep their cars in perfect balance. The question is asked repeatedly; “If I never drive over twenty-five miles an hour should my car not give long-continued good service?” Yes, it should, but it also depends a great deal on just how you drive, how you keep yotir car in constant accord with the inequalities in the road—the bumps, the holes, and other hazards which appear suddenly in front of you at times. Then, too, there are lots of folk who just naturally like to ride rough-shod over everything—do not slow up even

for railway crossing. Of course this kind of driving is not only injurious to the car, but adds the element of danger as well. They seem to bo under the impression that to be careful and cautious shows timidity or a lack of nerve. To get the very best results from a motor car from a driving standpoint—to secure the greatest amount of pleasure for yourself and comfort for your passengers—one must acquire a delicate touch on both the clutch and brake pedals. We have all noticed at times cars almost jump for two or three foot when starting off. This practice throws a tremendous sudden strain on all parts from the clutch to the rear wheels, probably five times the strain that is exerted when pulling steadily up a steep hill. A piece of common string will suspend a pound weight indefinitely, but lift the weight up a little way and lot it drop suddenly and the string will bo ’’broken. The rear axle of your car, tho differential mechanism, the drive shaft, universal joints, and transmission are all designed with a high factor of safety, and will stand tremendous strains when applied evenly and continuously, bub when tho car is jerked ahead from a standstill by harsh manipulation of tho clutch pedal, all these members have to absorb the momentum of the heavy flywheel suddenly, much the same as the piece of string subjected to the shock of tho falling weight. This sorb of careless clutch manipulation carried on over a period of time works untold damage, and may bo the cause of a serious breakdown some time when least expected, and of course, such a breakdown will happen as usual, when you are “ miles from anywhere.’' There are many little niceties of driving that will pay ono well to acquire. Thev will give much added pleasure in driving both to yourself and your friends, will add a factor of safety to tho trip, and go a long way towards eliminating all those aggravating and expensive repairs which so frequently become an unwelcome necessity to the motor car which has been operated in an ill-advised manner. So tune up, get yourself in tune with the engine, the clutch, accelerator, brake, and tho car as a whole, and operate it in a manner calculated to cause your friends to remark, “He is a good driver.” There are other matters, of course, which play their part in maintaining the mechanism at its highest efficiency. The various parts must be kept in proper adjustment, they must also, bo properly lubricated, and precautions taken to maintain the lubricant in a condition that will ensure efficient functioning. It has been estimated conservatively by a number of authorities on the subject that one-half of the many thousands of pounds spent every year for motor car repairs is wasted, and that this unnecessary expenditure could have been avoided by correct lubrication. To obtain the best results in the lubrication of your engine the following conditions must, bo fulfilled:—(l) You must use au oil of tho highest quality; (2) you must uso an oil of the correct body and character to meet the design, construction, and operating conditions of your engine; (3) you must see that the correct oil in your engine is kept in good condition. To get the very best results you must keep the oil at the proper level. Be careful not to overall, as this is apt to cause over-oiling, fouled plugs, excessive carbon, and smoking. It is, however, advisable to keep the level up to the “ full ” point by the frequent addition of small, quantities of oil as necessary. Draining tho crank case is necessary in order to combat crank-case dilution, which is simply a thinning out of tho oil by unvaporised and unconsumed motor spirit passing the piston rings. Crank case dilution is due to three causes: The use of fuel which is not highly volatile, constant running on an over-rich mixture of motor spirit and air clue to faulty carburettor adjustment, and excessive use of the choke. You must drain the crank case frequently, not loss often than 1,000 miles in summer and every 500 miles in winter. This practice is essential to good engine performance. Draining the crank case at the proper intervals will largely overcome any attendant ills which may result from excessive dilution. Another reason for the necessity for draining at frequent intervals is “ sludging.” Have you ever noticed a. thick, gummy mass in the crank case in place of the nice, fresh, new oil wliich you put in? This condition simply means that the oil has become mixed with water from some source, and with sediment, and _ has churned up and emulsified. Sometimes this water may come from leaks in tho manifold, or it may havoHound its way into your filling can. Very often its presence has been caused by condensation of tho moisture of tho air in the crank case. You have all seen drops collect on the outside of a glass of ice water. Tho chill of the glass coming in contact with tho warning outside air caused the condensation of tho moisture in the air on to tho glass. At times, under certain atmospheric conditions, this may take place in the engine crank case, particularly in winter, and is generally an indication that tho ermine is being operated at below normal temperature, and it would be wise to make use of the radiator cover or shutter device if there is one attached to tho radiator. However, draining the crank case at the proper intervals and fillin'* up with fresh oil will largely eliminate the possibility of sludging taking place. When draining the crank case do not attempt to clean it out further by using kerosene as a flush, as some of the kerosene will be trapped in a pocket in the crank case, remaining to impair the lubricating qualities of the fresh oil when you refill the reservoir. If you will adhere strictly to the three" correct lubrication principles—the use of a real quality oil, the use of a correct grade of that oil as determined by competent automotive engineers, and tho observance of certain precautions to maintain the crank case lubricant iir good condition—yon will he amply repaid for your time and trouble.

• NEW REPAIR CHARGE PLAN. Should the car owner have to pay for “go slow” methods in the repair garage? The Ford people say “No.” They do not see why motorists should be charged so much per hour on the time taken 1 on the job irrespective of whether a fast or slow mechanic is undertaking the work. In support of this contention, Ford repair shops throughout Now Zealand now opera® on a new flat rate labor charge plan. Ry this method a fair price has been definitely fixed for each repair or combination of repairs to the car, truck, or tractor. In other words, the owner .knows in advance the amount lie will reejuire to pay on each particular repair. From the car owners 1 point or view this scheme is certainly a big improvement on previous repair operations. HERE AND THERE. American automobile manufacturers have very nearly evolved.a “standard ” gear change, for it is quite the exception to find any three-speed gear control on an American car which is not standard. Similar action might well he taken by British, and Continental motor manufacturers, as it must be realised that little differences of this type do actually tell against the car when the customer has a trial run previous to purchase. What is more, Herd really is no valid reason why gear changes should not he standard; it is a matter that should be brought jbefore the standard department of .the

Society nf Motor' Manufacturers and Traders of Great Britain. \ The motor has supplanted camol caravans on the Syrian Desert, and this difficult "harrier to progress has been transformed into , an important VnrrWfiTT of commerce and travel. Along

Jiignway or coiiiuiuiuu »uu w«yci. tho old routes, whore two years ago ouly camel caravans could safely travel, motor cars are now making regular trips from Aleppo to Bagdad, and from Bagdad to Beyrout, and to Damascus and by-stations, iVith a despatch and regularity that is regarded ns u new cr«i of connnei’cin.l fl/nd oconomic 'development. The journey from London can now be completed m seven days, instead of twenty-two to twentyfive days as formerly. Business men 1 can thus reach the Persian' Gulf in one-third of the time previously required. . . . ... Tyro wear invariably increases with speed, but more particularly if the pace is maintained over rough surfaces, for ' then there is a 'good deal of tyro bounce, when the wheel spins by tho ; action of the differential, and the tyre striking tho road surface, spinning at ! a nreater rate than when it left it, is 1 more or less abraded and worn. Again i tyro vear is unduly great if the wheel is not true—i.e., if the rim is warped, lor in some way strained, or it the wheels are not in parallel; and very little deflection is sufficient to set up wear, for tho tyro sidles, as it were, 1 the road, tho action being similar to a file being drawn across the ' There was quite a lot of merriment in Temuka on a recent afternoon while a very old, dilapidated car was being engaged in delivery work. _ Tho radia- | ten" of this prehistoric-looking bus was : loakiim verv badly, and tho driver in desperation " tried to remedy the leak- . incr by inserting a quantity of oatmeai. This proved to have efloct in mi to ways than one, for it literally turned tho car into a porridge pot, and burning oiitmcnl coulcl be smelt all down the street. Poor tyro mileage and high fuel consumption, are frequently tlio result of unskilful handling of the car. If tho driver lias a “ kink ” for speed, to ho always moving as fast as tho road will possibly allow, tyres naturally will suffer, and although the fuel consumption must then necessarily be high, it may not, of course, bo unduly great when tho speed is maintained at a hffih rate, for, like other luxuries, speed must be paid for; and where with most engines a certain speed is exceeded consumption of fuel increases disproportionately. , . , , . The -radiator should bo kept clean inside and out. If scale and sediment collect within, the water passages will become more or less choked, when tho engine will become hot. The radiator should be flushed at regular intervals, jf mud or grease and tho inevitable accumulation of dust takes place on the outside of the radiator the air passages will he more or loss reduced, ann will lead to overheating, while if there is any leakage of water the effect will bo similar. The hose connections «r clips should he examined for possible leaks, and tightened where necessary. FRENCH GRAND PRIX. Messrs Nimmo and Blair, sole agents for tho Peugeot, have received advice by cable that tho Peugeot won, for the third time, the French Grand Pnx, open event, which was run on Jfily 19.

LIGHTING-UP TIMES. f3fel To-flay 5.17 Sunday ... ... 5.18 Monday 5.19 Tuesday 5.20 Wednesday 5.21 Thursday 5.22 Friday 5.24