MOTORING & MOTORISTS

Evening Star, Issue 19062, 3 October 1925, Page 16

MOTORING & MOTORISTS

[BY RADIATOR.]

LIGHTING-UP TIMES. To-day ... 6.44 Sunday ._ 6.45 Monday ... ... M . 0.46 Tuesday ... ... ... M 6,47 Wednesday ... 6.48 Thursday ... ... 6.50 Friday 6.51 FIXTURE. To-night.—O.M.C. annual meeting. BALLOON TIRES. A FEW QUERIES AND ANSWERS. The following questions and answers regarding balloon tyros wore prepared by a leading motor engineer after several pjonths’ road tests on this type of tyre:— 1. Is the effort of balloon tyres to produce easier riding? Yes, they are able, by virtue of their low air pressure and their larger contact area, to absorb many of the irregularities in the road which are apparent to passengers in cars equipped with lull-pressure tyres. , 2. What effect hayo they on skidding? Tin's tendency is greatly reduced because of the increased traction service. 3. Is steering harder with balloon tyres? The general effect is for easier steering than comes with the ordinary tyre, though there is a need for greater exertion in starting the car. At other times the car can be handled more easily with balloon tyres. 4. Do balloon tyres lower the speed of a car? No, there Is not the same need to slow down on troublesome roads as is found with regulation tyres; therefore the average speed level is higher with balloon equipment. 6. Is it easier to slop a car with balloon tyres? Yes, because they grip the ground more closely with their extra area of contact. 6. What mileage will they give? There seems every indication that their mileage will not be lower than is that of the ordinary tyre. 7. How about gasolene consumption? If balloon tyros are used as per their recommended pressure they should use no more gas than the high-pressure tyre consumes. 8. Do balloon tyres lower car power? Not if they are used in accordance with instructions as to load and inflation, MAXIMUM PETROL ECONOMY. It should bo realised that driving with the sole idea of covering the greatest possible distance on a minimum possible fuel spoils much of the pleasure of motoring for the average man. With the reduced jet and hignly-tuned engine on a level road lie may learn to his delight 'that ho is doing another five miles to the gallon, but on reaching a certain hill, which normally he takes on top gear, will find that ho has to change down to surmount it. He will find also that acceleration Is poor and starting from cold very difficult, if not impossible, until the jot is enlarged for the time. It is for the owner-driver to decide whether extreme economy is worth tho sacrifice of acceleration and power which it exacts. Sometimes changing the jots moans changing also the choke, and if the carburettor is not very easy to adjust it is better to take the car to the agents, who will, in most cases, tune the carburettor for maximum economy, either free of charge or for a nominal amount. Good carburation, however, can be nullified by poor ignition: lienee the need to inspect the contact-breaker points and see that those of the plugs are clean and properly adjusted. TESTING RELIABILITY, The modern automobile is becoming so dependable that manufacturers are finding it a difficult matter to organise tests that will demonstrate to prospective buyers the reliability of their cars. An interesting ppn-stop engine and road wheel test was recently carried out by the Packard people in America with this object in view. A straight eight Packard, driven by Lieutenant L. Wade, one of tho successful round-the-world flyers, and a companion, drove across America from. Los Angeles to Now York, a distance of 3,905 miles, without once stopping the engine or bringing tho car to a stop. The journey took nine days. BRITISH OR AMERICAN. WHERE DESIGNERS DIFFER. Apart from questions of workmanship and horse-power, British and American practice differs greatly. Statistics indicating the trend of tho two schools of design in tho production of the 1925 models afford interesting comparisons. The British designer still favors Hie four-cylinder car. Americans obviously inclino toward sixes, but it is worthy of comment that the different makes of eight-cylinder cars are now almost as numerous in America ns fours. In actual sains, of course, the four-cylinder cars greatly outnumber the eights. The following figures indicate the^ tendencies on both sides of the Atlantic; — —Engines.— . American. British,

Smith, told the coroner that deceased saw him approaching at fifteen miles an hour. Witness slowed down, and Herbert Smith stood still, but when the motor cycle drew level with him he walked right into it, knocking witness over. In recording a verdict of accidental death, the coroner observed that during the quarter ending June last there had been 26,342 accidents in thol London metropolitan area, and of these 220 wore fatal, as compared with 1,800 in Birmingham, with 900 fatalities. This was double the previous year’s total, and four times that of 1922. In conclusion, tho coroner said that in this case the man was the author of his own death. Ho exonerated tho driver from blame. SOLID RUBBER TYRES. In a series of tests conducted in America by the Bureau of Public Works, it was found that the impact force resulting when a motor truck wheel, with a badly worn solid rubber tyre, goes over an irregularity in the road, is seven times the dead weight of the vehicle. Not only does such an impact damage tho road, but it seriously shortens the life of the vehicle itself. Owners of motor trucks should realise that it is poor economy operating their vehicles with tho tyres carrying barely enough rubber to keep the rims off the ground. Any tyre saving effected by running solids in such a condition is poor economy, for increased maintenance cost will more than eat up any saving made by continual use of tho worn-out tyres. DUSTY ROAD DANGERS. Road dust, besides being a general nuisance, is now found to be “a fertile source of skidding,” The statement occurs in a booklet issued this week by the British Portland Cement Association, winch is intended to give definite information on the subject of concrete roads and their development in this country. The danger of dust as a cause of skidding arises from the fact that when wot the small particles form a slippery film over tho surface, which, thus becomes a grave peril to both motorists and “ third parties.” This serious fault, inseparable from the oldfashioned type of road, is absent in the case of concrete roads, whose hard surface is almost incapable of disintegration into the dust. Further, the pamphlet explains, a* the ‘ ‘ aggregate ” or concrete is of a gritty nature, the concrete road affords a good grip for hoof or tyro, and never wears slippery. Tests nave been made over various classes of roadway in the United States which already possess 32,000 miles of all-concrete road—and figures quoted in tho booklet show that an incalculable saving can he effected for ratepayers and road users by concrete construction. Apart from the immense reduction in the cost of maintenance, a big economy is provided for the vehicles using the road. The amount of pull necessary to keep a vehicle in motion after it has been started is considerably less on concrete than on any other form of road surface, and this fact has an important bearing on the question of fuel economy. STUCK IN THE MUD. _ When tho car becomes stuck in tho mud, do not try to put on speed to got out, for this will only spin the wheels and make them sink deeper. Put the engine in low ? go slow, and do not try to turn from side to side. Keep straight ahead. If tho front wheels are turned tho engine must push the car against the weight oi the mud ahead. If tho wheels start spinning put on the emergency brake just enough to stop tho spin. That will frequently enable them to take hold. If it is possible, got any old rope, board, bushes, sacks, or even a quantity of paper, and put ft under tho wheels to help give traction. It is also advisable to apply chains before tackling wet or muddy roads. DOPING PETROL. From. time to tunc jmleago fuel figures are published that astound the average motorist. Expert driving plus a perfectly tuned engine are partly responsible, but on occasions there is an additional reason, and that is doped fuel. Where no restriction is placed on kind of fuel to be used, doctored petrol is frequently prepared and used by the expert competition motorist. Such mixtures are not used to obtain greater speed, but simply to increase tho mileage per gallon oT fuel used. For speed such mixtures are useless, but are of considerable value in fuel tests. The basis of doped petrol is a simple chemical substance known as “ Naphthalene,” winch is a white crystalline flaky substance with a cam-phor-like smell. Any motorists who desire to experiment in this direction can do so without much trouble or expense. Buy lib of naphthalene from any wholesale chemist, its cost is small, and place it in a clean two-gallon petrol fin; (lion pour into tin exactly one gallon of benzol, which can now be obtained from many garages. Screw on rap of tin and g lre contents a good shaking until the crystals are entirely dissolved in benzol. This is now used as a “stock solution” for making up petrol mixture, which can do tho engine no harm. A formula used with success is as follows: —Half a gallon petrol, half a gallon benzol, and oneeighth pint of the slock solution. This mixture gives a slight increase of mileage. Stronger dope can bo made up as follows Three-quarters gallon benzol, quarter gallon petrol, and quarter pint of “stock solution.” If a greater portion of “stock solution” bo used there is a risk of the carburetter jet getting stuffed, thus preventing carburettor functioning properly. The second formula is stated to give from 15 to 25 per cent, increased mileage. As this fuel gives off increased internal heat, an extra air inlet is necessary to ensure the best results, It is suggested that tho formula given is the best for all engines. Motorists _ who care to experiment in this direction should take tho figures given as a working basis with a view of ascertaining exactly the requisite mixture best suited to Ins engine. Sparking plugs with long spidery electrodes should not be used with doped fuels. Those possessing heavy electrodes which rapidly conduct the heat away from the points are the ones to use. CHANGING GEAR WITHOUT DECLUTCHING. It is not possible to enjoy owning and driving a car to the full without the feeling of complete mastery of the controls, and to those who like to experiment it is both profitable and .instructive to attempt the operations of gear changing without declutching. This is certainly not a matter for the novice to tackle, as it is quite obvious that any mistakes may lead to damage of the geilrs in the gearbox; it is rather a matter for the driver of some experience who has learned how to change gear without noise, or shock, throughout the speed range, and wishes to go a little further and become master of a trick which enables rapid changing to be effected. First of all, let us consider why declutching is usually performed. The primary reason is to release the load on the gear teeth completely before Hipping them Ms os out of mesh with

ACCIDENTS IN STREETS. CARELESS "PEDESTRIANS. “Pedestrians must really look after themselves. In the majority of cases of accidents they are to blame. I bold no brief for the motorist, for now and then there are cases of careless and reckless motorists] but in comparison with careless and reckless pedestrians they are in the minority.” This comment was made by Mr R. 11. Oswald, the West London coroner, at a Fulham inquest on William Herbert Smith, a laborer, who was knocked down and fatally injured in Shepherd’s Bush road at midnight. The driver of jjie. piotor, fij’.ciea Eordamia femes.i

* Brief accounts of holiday trips, roads, and places of interest ars invited for this column.

one another. Now, it is obvious that tho load can equally well be relieved if the accelerator pedal is brought to such a position that the engine is not driving the car and neither is tho car driving tho engine. In other words, the accelerator pedal must be so set that the speed of the engine is just sufficient to keep up with the car, as it were, without either driving or dragAs a simple example consider the operation of changing up from second or third gear, as the ease may bo, into top gear. We will suppose that the car has been speeded up on tho lowpr ratio and it is desired to change up. Tho first operation is to relieve the accelerator pedal til! the engine is just no longer driving, then slip tho gear lever into neutral, continue to release the accelerator pedal until the engine speed is appropriate for top gear, and finally push the gear lever into the top-gear notch. It will be seen that this sequence is exactly tho same as that employed when double declutching and changing up, with the exception that the clutch is not touched at all. Changing down is a more difficult matter, and one which should not be tackled unless the driver is confident that ho has complete knowledge of the engine and car speeds. He can approach tho operation guardedly by trying to change down without operating the clutch twice. To do this it is only necessary to release the accelerator pedal slightly, at the same time shifting the gear lever into neutral, without touching the clutch; then speed np the engine with the clutch still engaged, and finally declutch and shift the lever. Having practised these operations until they can be done without hesitation, the final stage consists of relieving the accelerator pedal and shifting the lever into neutral and then depressing the accelerator pedal until the engine and layshaft aro sufficiently accelerated to enable the gear lever to be moved onwards without declutching at all. Admittedly, these operations are not easy to the beginner, but provided the engine and car speeds are gauged to a fraction it will be found that gear changing without declutching can be made quite a fascinating hobby and one which will not ham the gears. RACING AND MOTOR CAR DESIGN. TRo question as to whether racing benefits the design of motor cars for touring and general use js constantly being raised, and is as .often shelved. It is still an open one, though an important event tending towards an affirmative answer was the recent Grand Prix d’Endurance for motor cars, a race extending over twelve hours, in regard to which the ‘ Autocar ’ confidently asserts that it was more instructive in this connection than even the Grand Prix proper. The cars competing in it wore, as a matter of fact, developed from stock machines, if they were not actual standard cars. They were driven faster, over worse roads, and for a longer continuous time than could bo possible in any other circumstances. Everything that happens in such a race—and a great deal does happen—is a lesson which must be considered in reference to the production of cars, and, in actual fact, a number of telegrams ordering alterations to chassis in course of manufacture wore sent by competing firms from the scene of tho race. The direct benefit of this is received by the future owner of tho same type of car, and it applies to every component. ANNUAL NUMBER PLATES. The Minister of Internal Affairs has notified the Motor Trades Association that the method of issuing number plates for tho year 1925-20 will be the same as last year. Consequently there will bo a change in number plates on April 1 next, and both the color and tho number aro to bo changed. It is a matter for regret that the numbers themselves are to be changed, as we feel sure it will lead to confusion in records, insurance policies, hire purchase agreements, etc., if two different cars in following years bear the same registered number. This was pointed out to the Minister when the question was discussed at a conference, but as mentioned, the Minister has decided to make no alteration for tho next year. Local manufacturers are to bo given an opportunity of tendering for the new plates, and it will be interesting to learn if a local article can be provided to meet the competitive price of the imported article. The new number plates for 1926, according to tho requirements of tho Government, will be of No. 24 gauge shoot steel. The plates will, have a letter on them to indicate the class—that is whether private car, truck, lorry, or taxi. There will be 110,000 plates with the letter A, 1,500 with B, 8,500 with C, 5,000 with D, 500 with E, and 6,000 with F. There will he 30,000 motor-cycle plates without a letter, and 1,000 with the letter D. This makes a total of 162,500. BROADCAST MORE NOISES. The enterprising 8.8.0. has recently been sending over tho ether what might be termed “ characteristic noises/’ such as the clanking of old machinery, the metallic noises from a forge and machine shop, the din of a large railway station, with engines whistling and wagons neing shunted—all very interesting, states, the ‘ Motor.’ The idea might bo well carried farther. The public might liko-to hear the sound of an ancient Ford on a rough road, a novice mining his gearbox, a silencer explosion, a tyro bursting, the many sundry knocks and elusive squeaks which from time to time irony tho car owner; and why not broadcast the noises in a police court when some batches of motor cases are going through i policemen giving evidence, motorists paying the fines, the justice’s comments, etc.?

A REMARKABLE TRIP ON A TWENTY-FOUR-YEAR-OLD CAR. There are many old-time British cars in existence and still giving good service to-day—cars embodying that sterling strength and reliability which has always been associated, and is still, with the high-grade British models. But there can be few cars on the road to-day of similar age to the SunbeamMabley which recently made a “notrouble ” run from Wolverhampton to London.

Built in 1901, this twenty-four-year old car has a 2f h.p. single-cylinder engine, tiller steering, and primary drive by a long, flat belt. The clutch and two-speed gear is really a combination of fast and loose pulleys, crude in comparison with present-day practice, but quite effective, as this car has amply demonstrated during the thousands of miles it has covered in its lengthy career. On its latest run from Wolverhampton to London, a distance of 128 miles, carrying the driver and one passenger, the entire journey was done at an average speed of 13ij m.p.h., and on the level eighteen miles an hour was easily maintained. The run was accomplished with astonishing case, and showed what can be done with an old vehicle which was regarded in its day as one of the fastest and most reliable motor cars on the 'road, a reputation worthily maintained by the Sunbeam cars of the, present day. PHYSICAL FITNESS. The Hull authorities have decided that in future applicants for licenses to drive the larger ply-for-hiro passenger vehicles must produce a medical certificate fmm a police surgeon and pass an ovesight test, and that no applicant .whose sight is defective or who wears spectacles will he licensed. . r Commenting upon this decision, 1 Motor Transport’ says : “It may well be asked whether the Hull authorities are not exceeding their powers? Under the law they have the right to refuse licenses, but must properly exercise the freedom thus accorded to them. Ao one will quarrel with the broad principle of placing public safety first and foremost, and in agreeing that some test of drivers is reasonable. The questionable points appear to turn on whefher local authorities have the right to insist on a certificate from their own police surgeon as distinct from any other qualified practitioner, and whether they can justifiably impose such, stringent eyesight tests. Mby men who wear spectacles to render their evesmhfc reasonably normal should he debarred we cannot understand.

CARS FOR OVERSEAS. It is of course, impossible to lay down a'hard-and-fast rule as to exactly what type of car is the nearest to ideal for overseas use. The opinions or experts differ, arid so do the requirements of various districts, but to some extent at least one is able to generalise. Obviously ample power is necessary, and so aro good brakes and efficient springing. As regards the outline or design, however, the most important feature is undoubtedly wheel track, which in many districts ought to bo exactly or very nearly 4ft Bm. Iheio are many areas in which any reasonable wheel track is perfectly efficient, but there are others in which the above stipulation is a first essential. Next, perhaps, comes ground clearance, though the importance of a very great clearance is sometimes exaggerated. A clearance of somewhere about lOin *is ample under nearly all circumstances, and less is very often quite sufficient. Where the roads or tracks are so bad that a lOin clearance ceases to be safe, it is highly probable that the same criticism will apply to a clearance of 12in or even 14in. Reverting to the matter of enginepower, it follows that the worse the roads the greater the power that is required. Where hills are steep, approaches bad, and water splashes frequently encountered in the valleys, a good reserve of porver is particularly useful, because the ascent of the hill has to be begun at slow speed, and if onco one is compelled to get down to a low gear the whole hill lias to bo climbed slowly. As regards these three main points—namely, power, wheel track, and clearance—the majority of Rrilish vehicles some years ago wove not alt that ono would have wished. Nowadays, however, the great majority of Britisli manufacturers cater specifically for the overseas markets, and in this year’s show at Olympia there will certainly ho moro models conforming to general overseas requirements than have ever been seen in any previous exhibition. HUMAN Sim? OF THE AUTOMOBILE. The following motor l! talk ” was broadcasted from Auckland on September 14; — “ There is something distinctly human about tho automobile engine. It has, as most of us have noted, tho sweetness, softness, and constancy of well-behaved folk when it is treated with consideration; likewise the obstinacy and perversity of a peeved person when certain items bearing on _ its proper upkeep are deliberately disregarded or unconsciously overlooked. Just like you, or like me—likeable, lovable, and" agreeable when things aro going along just right; disagreeable and bad-tempered when wo aro not feeling well, when things go wrong, when we feel we’ve been slighted. But there’s moro that's human about the automobile engine than ils moods—its ups and downs, so to speak. Jt breathes, lor instance, and a constant supply of pure fresh air is essential for it to perionn at its best, 'take it on top of a high mountain, and wo discover quite quickly that tho lowered atmosphere pressure—the rarefied air—has reduced its power output. And, like you or mo under similar conditions, it will not display its accustomed energy until it has become acclimatised, until proper carburettor adjustments have been made to accommodate it to tho changed conditions. And it feeds—-feeds on liquid fuel (motor spirit). Lot it overeat or operate on a rich mixture, and, like us again, it becomes sluggish in its performance and feverish. .It tends to overheat. Isn’t that almost human? Underfeed it—that is, operate it on a lean mixture—and it becomes feeble and faltering in its delivery of power. It must be properly fed. Its diet must ho pure, or, like living folk, it loses its pep and its punch and its dependability.

“Perhaps yon never realised that the motor has a highly-developed nervous system. The ignition distributor is the brain of the engine—it signals its various commands to the different cylinders, even as the human brain signals our muscles for action. The network of ignition wiring corresponds almost exactly with the tingling nerves which plav such an important part in controlling human endeavor. If the delicate tissues composing the brain are seriously disturbed, inaction, death, is the result. Less serious disturbances at the centre of control or derangements affecting the nervous system may cause partial paralysis or irregular functioning, which exhibits itself spasmodically in such form as St. Vitus’s dance and similar nervous disorders. And that is exactly what happens with the engine’s nervous system. Some serious derangement of the vital parts of the distributor may cause total stoppage—a dead motor. ' Less important maladies —dirty points, clamp wiring, loose connections, chafed insulation, and the like—cause the engine to miss, lag, and to act much as a mortal beset with some nervous ailment.

“It is chemical action taking place within our body tissues which generates the heat of life and the power which Animates our muscles. _ Food supplies the source of this chemical action, bo also with the engine. Rapid chemical action, combustion of the fuel takes place, heat is generated, the gases expand against the pistons, the engine is vitalised. Chemical action usually gives rise to waste products. There is 1 wasting tissues in the body which we carry off through the lympahtics into the veins; thence to the lungs, where, passing through thousands of cellular passages, it is brought into close contact with the cleansing air and expelled from the lungs as worthless. Isn’t that exactly how the water-cooling system ■works? It picks up the waste heat which wo must dispose of, carries it to the many-celled radiator, and brings it into close contact with the cooling air blast which carries it off. “Most vital, perhaps, of tho many systems necessary to the support of life is tho blood system. The human heart is a perfect pump—and it discharges a constant stream of blood into our arteries, which distribute it to each tissue—to each vital part of the body. Should this blood stream fail through any cause whatever the results are fatal. Let the quality or the quantity of blood fall short of what it should be, and trouble of a most serious nature ensues. And the lubricating system is tho blood system of the engine—the oil pump its heart, tho oil ducts its arteries, tho lubricant its vital fluid. You would worry a lot if you felt that your blood was not quite up to, the usual standard; you would worry''considerably more if you knew that your heart was skipping a boat now _ and then, or otherwise cutting capers likely to interfere with your blood supply. And in either case you would not take Tom, Dick, and Harry’s word on the proper cure. You would seek'a specialist. and you would be mighty sure to follow his advice fully and strictly. “ Do you realise that your instructions, * Give mo a quart of oil,’ to the garage man or filling station attendant are like asking for heart pills at the chemist? Certainly you would not consult tho chemist on a matter so vital to your well-being in any such haphazard manner. You would not, because you know that neither you nor tho chemist is capable of diagnosing your heart troubles and prescribing for them. It is equally essential for your motor’s sake that you got the best possible advice as to its proper lubrication—tho advice of competent lubrication engineers. They are unanimous in telling you to use only a high quality oil—to use the correct grade for your particular type of engine as determined by competent engineers and published on a correct lubrication cliartj and to use this oil properly. By this is meant proper attention to draining tho system every 1,000 miles in summer—soo miles in winter—and refilling with fresh oil. The results are worth it. They show up in smoother running, more power, greater petrol and oil mileage, freedom from troubles and annoyances duo to rapid wear and less carbon formation.” OTAGO MOTOR CLUB. NOMINATIONS FOR OFFICE. Tho following nominations for office have been received, and will bo voted for at tlio annual meeting to bo held this evening:— Patron, Sir Join: Roberts; president, Mr A. E. Ansel!; vice-presidents, Messrs J. L. Passmore and A. I. W. Wood; lion, treasurer, Mr H. S. Reid; hon. solicitor, Mr G. Mondy; lion, auditors, Messrs J. T. Haraann and A. 0. M'GGorge; committee—Messrs P. W. Curtis, L. D. Coombs. H. P. Desmoulins, S. do Beer, W. Esquilant, H. H. Henderson, H. Halliday, C. G. Hammer, W. A. Justice, L. 11. Johnson, 6. S. Kirby, R. Macadam, J. J. Purdie, J. A. Roberts, 11. W. Reid, Henry Roberts, A. Sherriff, H. Turner, F. J. Williams, IV. Wright. Only fifteen members are required for the committee, and twenty-one nominations have been lodged. HERE AND THERE. Tho Pioneer Sports Club is endeavoring to arrange a run to Dunedin, leaving tho club rooms early on December 26. The Otago Motor Club lias arranged for a camping site at Tahuna Park. Tho fairly common practice among motorists of painting numbers either in tho front or rear of their cars is not allowed under tho regulations. A car owner was prosecuted m tho Auckland Police Court for not having an authorised index mark on tho front of his car, affixing an unauthorised mark, and failing to notify the deputy-regis-trar for tho purpose of receiving a new plate. Defendant said ho had lost his number plate, and painted the number on the car Blinking it would serve tho purpose. He was unaware that this was a breach of the regulations. “ I do not think the regulation is commonly known,” said tho magistrate, in imposing a fine of 10s and costs, o * * a A stray dog committed suicide in Blenheim tho other day (says the ‘Marlborough Express’). A motorist was sitting in his car_ conversing with a friend, when, unnoticed by either, a stray canine lay down under one of the wheels. When tho car moved on tho dog died—without a protest. It cost tho car owner 2s for the funeral. * $ * * A radio-driven motor car, controlled by apparatus in another car some yards to the roar, steered a course through Broad-way and Fifth nvemio (New • York) midday traffic in an almost successful demonstration, the untoward incident being a contact with an escorting car, due, it is said, to faulty housing round the steering wheel in the radio car. The telegraph keys of a radio transmitter in the second car controlled the operations. The two radio waves of 109 and 120 metres, each operating one set of circuit breakers, were picked up by the apparatus in the tonneau of the radio car. When the control apparatus has been perfected, a tour across tho continent will bo made. The demonstration was conducted by Mr F. P. Houdina, head of a radio specialty company. * * * * Motor competitions on the road are being encouraged in Roland by the Stale, which, realising their importance and value for the development of tho industry, will give a number _ of prizes for the fifth annual motor trials organised by the Automobile Club of Poland. * « « * When replacing ground wires or any other wires on tho electrical system, always use tho same size wires ns those taken out. The capacity of the original wiring is always carefully figured out, and if replaced by a smaller wire it will cither burn or affect the operation of the electrical unit of which It is a part. 1 * » * » Who’d want to be a crook In Japan these days ? The Tokio police force has just had' added to it a motor cycle section comprising thirty-five Indians. The pressure of tyres should be tested at frequent intervals at this season of the year, when sudden changes in temperature may be expected. This rule applies especially if the car is equipped with balloons. Tyres are well made, but they must receive care, especially when there is a sudden change from cold to hot weather. | » * » « All the competing cars in tho recent Indianapolis race were equipped with Jin by 5-25 in balloon tyres, and were inflated on an average to about 301 b pressure. On the winning car only one tyre was changed, while on tho front-wheel-drive car, which was second, a front and rear x - erc changed on the fight side.

Chevrolet May production, totalling 52,853 motor cars and trucks, was the second highest production month in the company’s history, displacing April by 647. Of the total, 42,783 were for domestic salo and 10,070 for Canada and export. Retail sales in May were 48,176, the company’s fourth largest delivery month, "April being the largest month, exceeding May by 5,107. Unfiled orders bn Chevrolet books at the end of April totalled 36,612, as compared to 30,709 at tho end of May. • * * * Holland can set an example to any country in the world for the legibility and reliability of its sign posts. The whole of the work ol erection and maintenance -is done by the Dutcii Touring Club, and there are some 3,000 posts erected so far. Every route sign-posted is done thoroughly, not a single cross-road or fork being omitted. At intersecting roads two boards ai right angles to each other, but oneabove the other, painted on both sides in very legible lettering, make it cas\ to pick out one’s way without stopping. •st * * * To prevent body creaking and rattling, all the bodies built m the Vauxhail works are flexibly mounted; that is, rubber pads are interposed between tiro chassis frame and the body-; and the scuttle dash (the fore part oi the body) is not rigidly bolted to the dashboard, tho latter being regarded as a part of the chassis, but rests on rubbed supports. The gap between the scuttle aud tho dashboard is filled with a neat leather packing. » «• * * Over 200 persons have been arrested for “ jay walking ” in Los Angeles, California, since the commencement oi the present year. The penalty for ■violation of the law is a line of £l. The only offenders let off without fines are strangers just arrived in the city. * « « * Customer (to motor agent): “ 1 would like to seo a good second-hand car.” Agent (rather "gloomily) j “And so would I.”

Per rent. Per cent. Sixes ... 65 10 Fours 18 75 Eigh ts 17 1 Two ... — 5 100 ~100 —Valves.— Side ... 72 48 Overhead . ... 22 47 Sleeve 5 3 Miscellaneous ... 1 2 100 100 -Gearboxes.— Three-speed ... 97 50 Four 2 48 Two ... ... - 1 1 Variable **'. p. 1 100 100 — Ignition. —• Battery _ ... 88 c Magneto 7 91 Both ... 5 3 100 ’loo —Cooling.— Pump Thermo — - 79 41 — — 19 56 Air ... 2 3 100 loo — Brakes. — Four-wheel — 45 30 Bear ... .» - 41 62 Optional ... ■ _ 14 8 100 mo