MOTORING & MOTORISTS

Evening Star, Issue 19020, 15 August 1925, Page 16

MOTORING & MOTORISTS

[BY RADIATOR.]

LIGHTING-UP TIMES. To-day 5.43 Sunday 5.44 Monday 5.45 Tuesday 5.46 Wednesday 5.47 Thursday 5.48 Friday 5.49 HINTS AND TIPS. Brakes are much more likely to lock Die wheels when the streets are wet; first, because oi ; the decreased resistance to the brakes caused by lessened tyro traction; second, because the brakes are more eliectivo when the linings are damp. It is well to remember that brakes have always been inclined to bo more conducive of skidding under the very conditions adieu skidding is most dangerous. When ears have stopped at a crossing nhead coast along and take it easy. Sometimes you reach the crossing just in time to start oil with them, thus saving your breaks, your gears, and your gas. .incidentally you save your temper for more important use. Did you over need grease for the clutch throw-out collar or the universal joints while travelling, and find that you haven’t any grease witli you? Unscrew the front wheel hub caps and use some of the grease which should bo in I hem. Backfires are unnecessary, because the driver of the car should always have the spark lever retarded and the petrol throttle opened only enough to ensure an easy start. With the spark and the throttle lovers only slightly advanced, the engine starts easily and quickly, and back-kicks are avoided. Jf the throttle is only open a little way and the engine does back-kick, it will not bo nearly so apt to cause damage as if the throttle were wide open. LICENSES TO DIHVE. In spite of all that has been written regarding the necessity of obtaining licenses to drive a motor vehicle a good deal of ignorance continues to be displayed in the matter. Both the police and city traffic inspectors have held up Rivers'and taken their names for not being in possession of such licenses, and in some instances convictions nave been recorded against offenders in this respect. There seems to be an erroneous impression that by paying the sum of £2 and getting a license to use a vehicle a driver lias complied with the law. Such, however, is not the case, it is also necessary to obtain a license to drive, in respect of which the sum of 5s has to bo paid. .In both cases the licenses are renewable annually. TUNING FOR EFFICIENCY. Tuning the car for all-round efficiency is by no moans difficult. The time and trouble expended in this way will bo amply repaid by sweeter running, increased economy, and therefore enhanced efficiency. The engine proper should receive primary attention; it should never be deferred until there is unmistakable loss of power. Efficiency can be maintained only by keeping a watchful eye on every detail in the operation of the engine; therefore adjustments or inspection for tuning should bo fairly frequent. FRONT SEAT NERVOUSNESS. A DRIVER’S EXPERIENCES. I recently drove a friend of mine—an experienced driver himself—-through London to Windsor and back (writes a correspondent > to the London ‘Motor’). During the journey I was surprised and somewhat annoyed by his warnings to me to be careful and by bis obvious nervousness the whole time — particularly as .1. knew him as a gentleman who loftily ignores the speed [unit on all suitable and sale occasions. “ Have you over been a passenger with a, seat beside the driver since you have booh constantly motoring?” he queried. 1 could not call such occasion to mind, and ho thereupon invited me to accompany him on a business trip in bis car, and to make a note of my feelings. 1 accepted, and two or three days later we set out, I being then full of doubt as to the reality of the alleged feelings of trepidation. The first corner wo came to, however, did a lot to dispel my doubts, for X found myself putting out my foot to operate a foot brake which was nob there. My friend chuckled, while I resolved to get a .firm grip of myself, intending to sit there like a block of wood, conic what may. Despite this, however, I was forced to isk him on seven occasions during the journey to take matters more steadily; jut each time he assured mo that his .Iriviug was absolutely normal—and I mew that be could produce eleven of die little blue Loudon driving licenses without a speck on the back pages bo-,-ond the familiar “ These pages must lot be removed or defaced.” in traffic to did the things that were absolutely lorrect, just, of course, as I should aavo done myself—and yet during the whole journey I was in a continual hate of “ wind up.” I wonder if this seemingly inesplioiblo nervousness is common to all Rivers occupying the front passenger seat? I have driven passengers, who :o all intents and purposes were gnorant of any difference between the •adiator and the petrol tank, and who uive failed to quiver an eyelid in cirmmstances which even I, as a driver, lave felt to be far from comfortable. During the trip of which I spoke the nost remarkable cause of my apprehension as passenger was the almost inliniicsiraal distance the driver allowed in vhieh to pull up; I was constantly wonloring what would nappon if the foot irake failed, as I was confident that die hand brake could not be applied in time to avert a catastrophe, Since ny experience I have questioned a number of my motoring acquaintances m the subject, and the majority have reluctantly confessed to a similar feeing of unaccountable nervousness while ieing driven. Curiously enfmgh, I Found that those who were the most nervous were those who had the most jxpcricnco and ability as drivers. Finally, I questioned a driving friend who boasts a chauffeur, and he adnitted that while being driven through ,raffle he invariably closes his eyes ! EXPLOSION OF PETROL. HANGER OF FURS. It was reported a few days ago that r terrible death had overtaken an English girl while she was holding a fur which another girl was, cleaning with petrol. The operation was being carried out in a backyard. The sun shone brilliantly at the time, and the petrol ignited. Both girls’ clothing caught tire. All deceased’s clothes were, destroyed from the waist up. The coroner said that the only thing to account tor the fire was the exposure of the petrol to the sun’s rays. This bare report is_ misleading, for it would appear from it that the sun’s rays alone were responsible for the ignition of the petrol. Science, however, tells us that in such a case the sun could valorise the petrol, but could not explode it. In the tragedy above the explosion must have been caused by a spark generated from the furs which the girls were cleaning. The American Chemical Society published not long ago sorao curious cases of gas and other explosions, yrhieh |bow

Brief accounts of holiday trips, roads, and places of interest aft invited for this columa.

how unexpected may he the influences I which bring about such disasters. A naval surgeon walked to his garage in rubber boots and a fur coat, the triction of which generated enough electricity to cause an explosion of petrol and air which destroyed his motor car. When petrol is pumped through a hose or through a skin or chamois strainer a high voltage is generated. Bub perhaps the most unlikely cause of an explosion is that described by the New York Society for the Prevention of Cruelty to Animals, who have been in the habit of asphyxiating stray cats in large numbers. There have been half a’ dozen minor explosions, and one serious one caused by dropping a basket full of cats into ordinary illuminating gas. Electricity was generated in sufficient quantity to explode tlio gas in contact with air. The experience of the naval surgeon in the fur coat and the terrible death of the English girl should serve as a warning to motorists who aio in tlio habit of Idling up petrol tanks while they arc wearing fur coats. This applies more to lady drivers than to men. DISCONTINUANCE OF YEARLY MODELS. The trend of opinion in America as regards the issuing by the automobile trade of new yearly models is slowly swinging to a discontinuance of the practice. The opinion is now expressed that it will not be long before American car manufacturers fall into line and ccaso issuing new models each year, a practice followed by the Dodge and Ford Companies for years past, GIVE YOUR CAR A HOME. The following is another of the series of motor talks broadcasted from Wellington by “ Gargoyle ” : “ There is no question about the popularity of motor cars. There are over seventeen million of them in the United States, or one to every eight people. Putting this another way, there are about three motor cars to every live laiuilies. Nearly iruuily owning a. motor car keeps it in tlieir ‘home garage.’ When they buy a car they vet an instruction book, tolling how to operate and care for it. But when tlio average motorist builds a homo garage ho has no about the care of this home garage or his traction book to tell him wliat he should keep in this home garage. And so it lias come about that most home gaiages axo a little more than covered parkmgj,laces for the motor cars they contain. But this very unfortunate condition is expensive for the motorist and bad foi the. motor car. “Suppose a housewife'were to run her kitchen on the same basis that her husband runs his homo garage. bho would buy a stove, and then Iran meal to meal have to go to tlio butcher, grocm* or vegetable man for the food lor that one meal. This is the way supplies arc bought for the motor car irom trip to trip. ‘Go into the average living room and you will find tables, chaiis, rims on the floor, reading lamp hauay, ma-maine and hooks, probably somo smoking materials, maybe a fireplace with wood ready to use. Uo into ho dining room —the dining room table, the chairs’, the table covering, silver, dishes, (rliissware, all ready to be used. All over the bouse is the equipment and the supplies, not for a single trip, but for a whole year—a lifetime perhaps. Now are again; there is a car standing on tlio floor. A couple of worn-out tyres thrown against the side of the wall. Perhaps a few empty cans that toimerlv contained oil. Maybe there is a work ! bench, but generally there isn t. i o--.-Isiblv there are a few tools, but gcuer- ! ally there are not. How much bettor it would be it this garage contained a tew supplies that the average motorist would I need, not for a single trip, but for t ie season —a few of the tools tlmt iic would use, not once, bub perhaps during his lifetime. . “Just for example here is a list or (things that are missing from U.lO average home garage, which ought to be available for simple adjustments or repairs:—Screwdrivers, wrenches, a little home vulcanising outfit, an extra tube or two ,spare tyro, lamp bulbs, spark plugs, a lew grease cups, supply of lubricating oil, soap for removing grease, sponges, chamois. “ These are just a few of the essential supplies that go to make the home garage something more than a mere storehouse for a car. The average motorist will find them uselul. There are many more things that ho may need not included in this list. “ Check up in your own home garage and sec what you really have on hand. Sco if the things described in the above list are there. If you haven’t time go to any reliable dealer in your town, and make’ it a business of equipping your homo garage. You will find it will save you in many ways. “ Another thing, many of the supplies you should have in your borne garage would be available to take along m the car on your trip. Then you won’t have to stop so frequently for supplies. When you have a puncture you have a repair outfit in the car to mend the tube or a spare tyro on back ready for use. You can fill up tho crankcase with oil when you start off so you won’t have to buy it along the road. Yon can carry an extra supply of spark plugs with you in case _ one fails. You will always have extra fuses for your ignition system. You could make lamp bulbs a part of your car equipment. And back in the home gara<re you will have all tho tools, all the materials, all the equipment that you will need for the minor repairs or adjustments that you can make yourself. “ Another thing in buying a season’s supply for your home garage, select a reliable dealer from whom you can get high-grade articles at reasonable prices. It will help you to avoid having to take whatever offers when off on a trip it necessity forces you to buy a new tube or another spare tyro so as to continue vonr trip. There are any number of reliable dealers in your city. The;) would be glad to tell you some of the things that you will find it profitable to keep in your homo garage. Identifying yourself with a reliable dealer accomplishes two things. It secures high quality products for you at reasonable prices, and it makes him interested in you when you need repairs or adjustments. The reliable dealer will save you much needless expense at such times. “ Any time is the time to equip your home garage. Don’t put the whole burden on your motor car. It’s a marvellous piece of machinery. It runs under almost any conditions. It needs practically no care, but be prepared to give it the care that it does need by having tho materials on hand with" which to do it. Give your car a real home.” FRENCH GRAND PRIX. The classic motor car road event of the world, the French Grand Prix, was decided near Paris on July 26, and resulted in a win for the French car and driver, R, Benoist on a Delage, being the victor. This year’s race was unique, as it was held over a road circuit of seven miles, then linked up with the now motor racing track at Montlhery, near Paris. The length of the complete circuit was J*7§ l pijles^

I which had to bo negotiated eighty times, totalling 621.67 iniles, which tho winner covered in 8h 57min 41 _l-ssec, equal to a speed of sixty-nine miles an hour. The average is good, inasmuch as the road section of the circuit was a tricky one, with numerous hairpin bends, whilst some of the grades were 1 m 10. The surface of the road section, which is 33ft wide, is specially treated macadam, whilst the turns are all concreted. Blenoist, the whiner, is one of the celebrated drivers of France, and finished third on a twelve-cylinder Delage in last year’s Grand Prix, which was won by G. Campari on an Alfa-Romco (Italy) car. The result of | the race will bo particularly gratilying to tho French, as they have not been successful in this Blue Riband ©vent for some years past. M. 0. Seagravo (Sunbeam) won for England in 1923, whilst America carried off the event in 1022. This year’s race, owing to tho nature of tho ourse, promised to be tho most spectacular yet held, ami would draw a tremendous crowd oi: spectators. Tho whole circuit is contained in a big walled-in area, the concrete wall being ten and a-lialf miles long. Over £400.000 was spent in laying out this circuit, grandstands, etc. MOTOR TRAFFIC CONTROL. Everywhere it is recognised that the greatest element of danger in modern traffic is in the inexperienced driver, who is as careless of his own and the public’s safety as ho is reckless in driving at excessive speed. These happy-go-lucky adventurers are not the only class of motorists who use tho roads in town and country to tho common danger, says ‘ Tho Times.’ The expert amateurs of the road who know and rely on their own powers of prompt decision and skilful steering and braking, are far too apt to act as though, to use the common saying, they had bought the road. They are inclined to forget that all drivers are not so efficient as themselves, and may be drunk or lose their heads, and that the King’s Highway is open to slow-witted and slow-footed pedestrians, bicyclists, children, dogs, horses, chickens, and other animals, any one of which may suddenly and unexpectedly precipitate a crisis as tlio result of which the most careful and skilful of drivers, when travelling at high speed, may bo unable to avoid an accident. There is, in fact, no doubt that so far as the human side of tho problem is concerned, motoring accidents are largely due to the combination of high speed with lack of skill and care. ‘ Tho Times ’ makes the suggestion that instead of setting traps for speeding on straight, and therefore comparatively safe, roads, tho police ■.should concentrate their attention on dangerous corners and crossroads. It also commends the French plan of leaving a narrow section of the road at the entrance to villages in a purposely loose and rough condition, which automatically obliges motorists to reduce their speed, and, with the same object in view, the slight diversion of one branch or other or all subsidiary roads at points whore they cross main thoroughfares, so that the two sections of the lessor road should not lie exactly in the same straight line. THE EXTRA TYRE. Presumably you have carried a spare tyre on your extra x-im for months, probably you have never used it. What about this “life-saver?’’’ The “Call of the Open Road” is strong, and you will soon bo driving where tyro sorvico stations are miles apart. You may then suddenly need a spare, and need it badly, and possibly you may find to your humiliation that your supposed “ever-present help in time of trouble ” is oi no help at all. You may find that you have no spare tube, and that your tyro pump is absent or not workable. Inspect your extra tyro before any emergency arises. Bee that there is sufficient air in it, that its valve does not leak, and that it is in good enough condition to drive home on. if tho casing happens to be a very old one, discarded irom active service because it had become rather shaky, just remember that six months on the sjr.ro rack hasn’t increased its reliability. If you are going to do a Jot of driving this season, and you are dubious as to tho dependability of your spat'-, why not buy a new tyre for the right rear and re-tyro one of the others to emergency service on the carrier? THEY SAY— The following talk on how some of tlio bigger men of the automotive industry feel on tlio use of inferior oils and why was broadcasted from Wellington on Augusfj 6 :—- “ You would naturally expect Mr Henry Ford, builder of the lord car, to have a viewpoint radically different from Colonel Charles Clifton, on whose shoulders fall the greatest responsibilities incidental to the production of the Pierce-Arrow. The markets they seek with their products are different markets—tho classes of people they cater to are widely separated from each other —ono could scarcely expect Messrs Ford and Clifton to speak in the same terms. But here is what Mr Ford says (I am quoting from tho latest edition of tho ‘Ford Manual,’ the official text book

in Ford car operation, issued by that wonderful organisation which ho has founded and fathered): I Wo rocoiiinieiul only light high-grade gas engine od ior use in the model T motor. A light grade of oil is preferred as it will naturally reach the bearings with greater ease, and consequently less heat will develop on account of friction. The oil should, however, have sufficient body so that the pressure between the two bearing surfaces will not lorco the oil out and allow the metal to come in actual contact. 1 Heavy and inferior oils have a tendency to carbonise quickly, also gum up the piston rings, valve stems, and bearings..’ And on page 19 of the latest Pierce-Arrow instruction book, which of necessity reflects Colonel Clifton’s viewpoint, we find the following‘ Under no circumstances should ordinary cylinder oil bo used. There are a number of good oils on the market, and we strongly recommend that 'only a high-grade mediumgravity engine oil be used.’ “ The viewpoints are not so different, despite the fact that one speaks for a plant producing cars for the multitude; the other for a manufacturer catering to an exclusive clientele. Perhaps you have never thought of it in quite that way, but it is nevertheless a fact that of all the thousands of instruction books issued each year hearing on the proper upkeep of automotive products, there is not one—-not a single, solitary issue—which does not say substantially what Mr Ford has has said or what Colonel Clifton has advised—that is, “ Use a high-grade oil.’ " So that we find while Mr Kdward R, Jordan, of Jordan Motors, Mr Charles W. Nash, of Nash Motors, Mr John 11. Willya, of Willys-Overland, and others of equal prominence and equal success in the automotive industry may have their respective viewpoints as to valve arrangement, spring suspension, body stylo, number of cylinders, and so on; while they may diifor radically on matters which make motor cars different, there is no difference of opinion, no diversion whatsoever, on the subject of lubrication. They all say, “ Use the best oil obtainable.’

“In the words of Mr Jordani ‘Always use the best grade of oil yon can buy, remembering that the best is the cheapest in tho long run.’ “Mr Nash is not less omphalic. Ho says: ‘Do not experiment with “ just-as-good-as ” and “ try-it-and-sco ” products. Use only the high-grade quality products. Oil is tho cheapest thing you can waste.’ Nor does Mr Willys discount in tho slightest degree tho thoughts and opinions of his industrial associates on the importance of using a finality product. Mr Willys says (again attributing tho oflicial word of the organisation to its founder and moving spirit) : ‘ Refill with fresh lubricant, using a good medium-weight engine oil in cold weather, and a heavy oil in hot weather. Tho very best oils will be found more economical, as their nso ensures longer life to the bearings and moving parts.’ “ Now, what docs it all mean to yon, and to people in general, who use motor cars? It must mean that theso men who have boon so closely identified with tho motor ear industry since its inception have come, doubtless through experience, to the realisation that thero aro quality lubricants and oils which luck the essentials of real goodness. And more, -they have learned that from tho proper uso of the quality oil they may expect satisfaction, and that a penalty attaches to tho use of inferior lubricants.

“ If we who use motor cars paid the full penalty it is likely that tho manufacturers would pay Jess heed to what we do in the matter of lubrication. But ho shares that penalty: ho feels tho effect of lack of care in tho selection of proper lubricants every day; it costs him and his dealer organisation thousands of pounds each year in servicing to maintain his good name, and thou-

sands more in sales lost because operators who have not hooded the warnings have sot up tho cry, ‘ It used to bo a good car, but they have cheapened it. It is not what it used to bo.’

“ It is just because these big successful men like Ford, Clifton, Jordan, Nash, and Willys take these pounds into consideration that they are unanimous in saying, ‘ Use the best oil obtainable.’ The difference between a handsome marketing profit and a substantial loss is, after all, so slight iu these days of keen competition that the satisfaction accruing from the correct use of the correct oil is so influential in swinging the balance to the favorable side that there is not a manufacturer, largo_ or small, who would think of saying ‘ Use a cheap oil,’ or even, ‘ Use an intermediate oil.’ As for the penalty wo pay for the ‘ penny-wise-pound-foolish ’ policy that prompts us to ask for a ‘ quart of oil ’ without regard to what the garage attendant puts into the engine, these master minds of the industry speak again in positive terms._ “ Mr Jordan says, for instance; ‘ Nothing is more important to a motor than proper lubrication. There is no one thing which is the canso of more trouble and expense than the results from insufficient lubrication.’ Mr Nash’s thoughts are quite characteristic of the man. They run: ‘Lubrication and life are synonymous in the parlance of the automobile industry. Neglect the one and you lose the other. An’ automobile needs oil as a human being needs air.’ Mr If. C. Chandler, of Chandler Motors, does not mince words in convoying to Chandler and Cleveland operators the fruits of Ids experience. Says ho_: ‘lnterior oils will prove less expensive at first cost, but in the end may prove more costly through extra expense incurred in removal of carbon, grinding valves, and adjusting worn bearing surfaces.’ “The air-cooled Franklin is so unorthodox. so far removed from the usual design, that you might expect individuality also in Franklin’s message on lubrication. Not so; Mr H. H. Franklin’s words might well be Mr Ford’s, or as well tiro words of Colonel Clifton. Hero they are: ‘ Proper oiling and greasing is essential to the satisfactory operation of the car and to the long life of its parts. Neglect or entrusting the car to careless workmen, will eventually result in repair bills that would otherwise he avoided.’ Another correlative thought: did yon ever get anything you really wanted for nothing? Not as a general thing do any of us expect to get something for nothing. A really valuable trade is the giving of something of value for something of equal value—the establishment of confidence, trust, faith, no matter whether you give in trade, cash, security, labor, or a commodity, such as a motor car. When you have faith, confidence, in the people with whom you do business, you will have confidence in the commodity you purchase, and that faith, well established, is something of real value to you. But look at the other angle. When you buy a car you make an investment in return for so much mileage at a certain cost. You do not expect to get continuous mileage without paying for it, do you? No, but you would like to have some guide, some basis, on which to judge what is a reasonable cost. In the case of the motor car, spend a little more thought, a little better judgment in the use and care of your car, and the resultant drain on your pocket book will, in a light proportion, be decreased. “ Let your conscience be your guide; tie in the thought of faith m your investment, and the car will justly return that faith in yonr investment, and the confidence you 'have placed in it. Conversely, just as surely as you abuse and neglect such a high-grade mechanical equipment, it will retaliate, evil foi sviL-

CUPID ON POINT DUTY. A new device tor traffic control is being tried in Singapore. At a number of tlio most important traffic junctions in the centre of the town tlio constable on point duty has suddenly sprouted a pair of realistic wings from Ins shoulders. Not a little amusement baa been occasioned by the innovation. The invention consists of a pair or white arms in the, shape of wings affixed to the policeman’s shoulders. The wings can be moved up or down, and they leave the policeman free to use his hands for making records in bis notebook. • The policemen say that they like the now device, for it saves them the fatigue of holding up their arms continually; but they admit that this advantage is almost counterbalanced by tbo feeling that they look ridiculous. HERE AND THERE. Motor insurance is being taken, up by tlio South Island Motor Union. Particulars are being obtained from the R.A.G. of Australia as to its arrangement with Lloyd’s. Jb is understood that under this a 20 per cent, reduction in current rate's is given to members. Teh policy is also much broader than could ho obtained by a non-mem-ber, as the “ live-pound ” clause is not included and the cover on third-party risk is unlimited, in the event ol a dispute in settling a claim, the, matter is taken up by a legal committee of the club. Judges “Why did you run down this man in broad daylight on a perfectly straight stretch of road?” Motorist : “Your Honor, my windscreen was almost completely obscured with ‘Safety First’ stickers.’’ Among tluih included in the recently issued list of notable people to ho nominated to the Order of the Legion of Honor by the French Government is M. Mathis, of Stuttgart, the maker of the cars bearing Ids mime. In the course of an article in a German motor journal a waiter, in commenting on the progress of the Woymnnn flexible type of motor body construction, suggests that, in view nl the present low price of rubber tlio time is ripe for somo experiments with motor bodies made of this material. Sidecar owners in America arc now following the example of car owners by fitting bumper bars to the rear of their outfits. Rea Higgins never would bo passed, He bragged his car’s entluranco; Ho passed six cars with a backward glance— His wife got his insurance 1