MOTORING & MOTORISTS

Evening Star, Issue 19518, 28 March 1927, Page 12

MOTORING & MOTORISTS

[BY RADIATOR.]

LIGHTING-UP TIMES. To-day -36 Tuesday 3.34 Wednesday 0-31 Thursday 3.29 Friday ... ... Saturday ••• 6.25 Sunday 6.2-4 HINTS AND TIPS. —The Gas Throttle.— Where do you keep the gas throttle when you drive through the traffic? If you are in the habit of using the hand throttle now' and again, instead of the accelerator, you are likely to forgot to shut it all the way off when you are again using the accelerator. The danger of this is that in the event of a quick stop your brakes will be rendered less effective because of the fact that the engine is_ pulling the oar ahead instead of helping it to stop, for the proper way to stoo—as you will probably know—is to keep the clutch engaged until the last minute. —To Clean Running Boards.— From the look of a number of stained and dirty running boards on the can. in use it would seem that few motor ists know how to clean them properly While soap and water will remove tin mud and some of the dirt, the running boards will dry with the please spot-, and other marks as plain ns before, These can be entirely removed and llu covering made to look like new simply by wiping them with a clean cloth dipped in kerosene. This is also the best way of denning floor boards. —For Careful Car Washing. Those drivers who wish to preserve the highly-finished panels of their cars from scratches as long possible should use, or provide for the individual responsible for the car washing, two sponges and two drying-off leathers—one for each of the nanels, bonnet, and similar parts, and the others for the chassis details, springs, front axle, interior mudguards, and so on. It is impossible to keep the sponge -nid leather used for the chassis parts free irom the particles of grit, and if they are vied on the highly-finished panels it >s certain that the latter will exhibit moie or less serious blemishes after the car has been cleaned two or throe times. —Cleaning Leather Upholstery.— Never use petrol or kerosene to clean leather upholstery, because such treatment will crack it. Water, ro which a little ammonia has been added, is as good as anything to get the dirt eff, and a brisk rubbing with a soft cloth is all that is needed to restore the shine after the dirt has been removed. If you wish you can soften _ the leather and assist in preserving it by applying a good leather dressing. Nothing is better, however,_ than a mixture of turpentine and linseed oil for treating the leather. Mix these in the proportions of two parts of linseed oil to one of turpentine. —Blacking Out.— Glaring headlights are a nuisance, yet the evil can be overcome to a great extent by the considerate mnn.iist if he will see to the focus of his lights. To do this place the car, say, 100yds from a wall, and so arrange it that the headlights shine on to th& wall, then slacken the locking arrangement at the rear of the bulbholder, and slide the bulb hack until the circle of light is about 6ft to Bft in diameter. The bottom of the circle should just touch the ground. To obtain this result the adjustment of the whole lamp or bracket is a vertical plane will be necessary. Having done each lamp separately you will find that the only dazzle will be to those who come within the circle of light, approximately half the width of the road.

THAT CAR OVERHAUL 1

DON’T PUT IT OFF!

WHERE THE FABRIC SALOON WAS AT A DISADVANTAGE.

The advantages of the fabric saloon—lightness, silence, etc.—are known to all. Even the advertisements speak well of them, as the old lady said. There are times, however, when the conditions of modern Paris traffic seem to demand a sterner stuff than mock leather to protect the inmates of a saloon car. For daily use in central Paris I should plump for the all-steel plates, writes the Paris correspondent nf ‘The Motor.’ Attempting to cross the Boulevard, I was washed up by the tide on to a central refuge. Whilst waiting there I noticed a'narticnlarly handsome fabric saloon car, and following it, at a yard or two’s distance, a heavy van drawn by a single horse. Suddenly there was a shrill whistle from the point-duty man, and, with a ihorus of shrieking brakes, the whole mass of pehicles came to an almost instantaneous standstill. One of the strangest features of Paris traffic is ns anility to stop with a bang in a distance of about six centimetres. This time the shrieking did not at all arise from the brakes'. Some of it continued rfter the general stoppage. The huTsedrawn van, not being provided with the excellent system of four-wheel brakes possessed by the rest of the traffic, had continued on its way, The horse did his utmost and applied a perfectly compensated four-foot brak’ng, but the momentum of the van was too much for him, and he only managed a steady forward glide on the shining asphalt. The off-side shaft of the van entered the back of the saloon as if passing through paper (it was passing through paper, hut ooaqhbuilders are so touchy in these days that one scarcely likes to mention it). The shaft traversed the whole length of the saloon until it nearly reached the windscreen. _ The horse, finding itself so closely linked to an automobile, was at first frightened and then extremely annoyed. The traffic formed a ring to watch the sport, and when all was over that saloon was not fit to enter for a Concours d’Eleganco. There were five people in the saloon, but no one received the slightest injury. Four of them belonged to what is sometimes referred to as the gentier sex. Hence the supplementary brake noises. BIPACT FROM TYRES. DESTRUCTIVE EFFECT AT SPEED. In a paper read before the recent Public Safety Congress in London, a member quoted an experience in locomotive practice to illustrate the effect of want of balance. A few years ago a railway company accelerated a train on a given section, and had trouble with broken rails and weakened road bed, which was ultimately traced down to one locomotive. On examination one driving wheel was found to be |in off centre, thus running with a corresponding eccentric motion; and the resulting impact, which at the lower speed had been borne by rails and bed without injury, was sufficient to cause failure at the increased speed. Some recent experiments, also quoted by the speaker, show further the relative effects on the highway of various tyres run at different speeds. A three-ton truck carrying a four and a-half-ton load, so arranged that the total weight on each rear wheel was 7,0001 b, of which 5,3001 b . was supported by the springs, was run on a mad oter a ledge giving a 2in drop, a special device recording the impact of each wheel

Brief acconnts of holiday trips, roads, and places of interest are invited for this column.

The truck was equipped first with an old solid tyro that had worn down to a thickness of lin, then with a new solid tyre 2Jin thick, and finally with pneumatic tyres 42in by 9in inflated to a pressure of 1421 b per square inch. The other conditions, except speed, were the same in all trials. At a speed of about 5.7 ra.p.h. the impact of the several types was 11,6001 b, 9,4001 b, and 7,1001 b respectively; at 10.2 m.p.h. 18,5001 b, 14,1001 b, and 7,8001 b; at 14.6 m.p.h. 26,6001 b, 18,7001 b. and 8,3001 b. In these experiments, therefore, the speed from 6.7 m.p.h. to 14.6 m.p.h. about doubled the _ impact from the new solid tyre, and increased that from the worn tyre two and a-half times, while the increase with the pneumatic tyre was less than a fifth of its original value. Other experiments, indeed, are said to have shown the destructiveness of the worn solid-rubber tyres as about equal to that of steel tyres.

Being the proud possessor of a motor car, our good resolution is to give a complete and thorough “ vetting ” to the “ bus,” which lias now seen a couple of years’ hard service; for all that it has been well lubricated and kept adjusted during that period (states a writer in an Australian journal). Having mapped out mentally the many good works which it is our intention to perform, it has seemed good to set them clown on paper, ahead of their actual achievement, in the hope that some fellow-wheelman may be urged to like virtuous resolutions and that having been thus turned into the paths of mechanical rectitude he may perchance glean a few items of information which generally are grouped under that comprehensive and indefinite heading “Hints and Tips.” —Strip Completely.—

“ Shall we or shall we not lift tho body from the chassis? ” That is the first matter, which we have been debating, and the weather being hot at the time of writing, we are trying to convince ourselves that the work can be equally well done with tho body in situ. Certainly one can get at most of the undergear without going to the trouble of removing the body, but to he frank one must confess that in order to make a good job of the_ great biennial overhaul we should strip the patient completely for tho mechanical operating theatre. There are so many little points which one can investigate and remedy with ease when every part of the chassis is made accessible from above, as is the case when there is no body on the car. One can inspect the rivets which hold the frame together, and if necessary tighten them; every bit of the running gear may be cleaned with kerosene and coated with anticorrosive paint, and spring shackles, and cross-members will perforce yield up their secrets and confess their defects.

Accordingly, although we are still vacillating in connection with this, wo would urge our fellow-amateurs not io shrink from tho extra work entailed, but to take the body off the car before beginning their overhaul. Just as in writing one of these motoring articles the trouble is to know where to begin and then to make a start, so is it with tffie car. It is, above all things, essential to set about the task in a mechanical fashion. Some owners try to do their overhauling piecemeal, so as to keep the car in commission all tho time, hut it is far wiser and less worrying to tell the family in a tone of finality that they must forgo their motoring pleasures for a few week-ends and then “ lay up ” tho old bus until the work is complete. —Tho Preliminary.—

As a preliminary we may drain the radiator, gearbox, tear axle, and engine sump. Next, every part of tho car should be cleaned thoroughly, first with soap and water, and then with kerosene, so that all the undergear is freed from mud and oily accumulations, and may he inspected and handled without difficulty. Now, let us begin our “ vetting ” in a business-like way, working from the front of tho car rearwards. We devote our attention first of all to the front wheels, and having filed away for reference the valuable advice which from time to time has been given in this paper, we understand how to test the alignment and “ toe in ” of the wheels and how to remove play from the hub bearings, wliich usually are adjustable, always recollecting that the right way in which to take looseness out of a bearing is to screw up the hub nut until the wheel binds, and then to back off until it just swings freely and is so smooth in its action that the type cover valve is enough to bias it,.so that when spun it will always come to rest with that part nearest tho floor. Having regreased the hubs, wo cast a knowing eye over the steering. By jacking up the front axle we are able to shake each wheel and to test for looseness in the king-pin bushings or in the ■steering connections. A little play is permissible in the former, but if the looseness there is so great as to suggest that the king pin will hammer and thrash about when covering rough ground, we must reconcile ourselves to the expense of either new bushings or king pins, or both. Tho canny man will take the steering connections to pieces, clean and inspect them, and then put them together again, assuring himself that new bushings are not required anywhere. Ball and socket joints in the steering almost always are spring loaded, and after much use it may be found a good thing to screw up the nut at either end of the drag link several turns. Whilst dabbling with the steering do not overlook the steering arm and the steering gearbox, shaking all parts vigorously to detect any looseness. —Front Spring Shackles.—

The front spring shackles should be looked to, as new bushings may be required, and then if the job of overhauling is to be tackled conscientiously tho springs must either be taken to pieces or else all the spring clips must bo loosened and the leaves prised apart and lubricated. Be careful also to examine the spring bolts and never be content to leave the gaiters on the springs, but detach and clean them and the springs before replacing the gaiter, and assure yourself that no leaves have snapped Thus, having given also a quick look at the headlamp wires to see that they have not chafed through, we lift the bonnet and make our attack on tho engine. Radiator hose connections may want renewing, and this is the first item for examination. We should, moreover, closely inspect all the internal running gear such as pump fan, magneto, generator, and so on, testing each individually where possible, to ascertain whether or not there is too much play in the bearings. Tho by no means light labor of removing the cylinder head and grinding in the valves may well be entrusted to some capable garagemnn, but when we receive the car back from him it is advisable to, as the Americans say, check up his work. That is to say, we should see that all tho cylinder head bolts are screwed tight home, that tho carburettor is rightly set, and then, having run the engine until it is warm, we should take our feeler gauges and test **»*

tappet clearances. A little carelessness may easily have lead to a great loss of power, the reason for which will remain unsuspected if the motorist places implicit trust in the handwork of the mechanic. Of course, we need hardly say that tho engine should have been refilled with new oil before starting it

—The Major Overhaul.— Whilst the owner needs _no further advico regarding the cleaning and lubrication of the chassis he should not rest content with such a routine operation when giving a major overhaul at the completion of the first 10,000 miles. With the help of the “book of words” it is easy enough to see how to dismantle each part of the transmission such as the clutch cover or gear box cover so as to have access to the parts and to test for looseness. Whilst crown wheel and pinion are exposed to view the opportunity of examining the meshing of these two parts should be taken by* holding one stationary and endeavoring to rotate the other to and fro. There will always be a little play or lash, but anything excessive calls for treatment by the remeshing of the two. That, however, is one of the little perquisites of the worthy garageman. Play in metal universal joints must not. be permitted to become too great. Very often new bushings in the universal joint will work a world of improvement. After two years’ hard work, even though carefully cared for, the average car is bound to have some worn parts, but if these are taken in hand promptly, then the next two years will not witness any greater degree of mechanical depreciation. SUDDEN BRAKING. EFFECT ON FRONT WHEELS. It is by no means a matter of universal knowledge that when the brakes are applied suddenly the pressure on the front wheels is increased with a corresponding reduction in the pressure on the rear wheels. This is due to the fact that the brakes are holding the car back, but tlm tendency of the car is to keep on going at the same old speed. This tendency therefore throws the weight on tho front wheels and lifts it from the rear, the extent of this change depending on how quickly the car is decelerated. . _ In case this action is not understood it is helpful to consider a man standing on the floor of a moving vehicle, such as a street car, with his face forward and one foot in front of him and the other behind him. If the car is stopped quicklv his weight will be thrown on the forward foot. Everyone has experienced this sensation. Tho practical side of this phenomenon is found in taking corners at high speed. Tho front wheels will often hold the road better when rounding a sharp turn fast if the brake is applied during the process, hut, of course, there is always the risk of a blow-out if a front tyre is weak. ON HOME GARAGES. The advantage to the owner-driver of possessing a garage of his own adacent to his house cannot bo ovoresti mated. He can come in and out with jiis car at all hours, is relieved of the considerable item of expenditure represented by the rent of a lock-up, and can execute any necessary repairs, lubrication, and adjustments in privacy and comfort; consequently, when space permits, it is well worth while to erect a oarage next to the house, and, if possible, there should be a concreted area in front of m on which the car can be washed. In planning such a garage tho first thing to decide is the type of building to bo erected, and hero the owner-driver has not got a free hand, ns ho must make sure of the views of the surveyor to the local authority, whoso sanction of tho plans must eventually bo obtained. In some districts wooden buildings are freely permitted, whereas in others the surveyor insists on other materia] being used. A wooden building, if allowed, represents (ho cheapest form of satisfactory shelter for tho oar, mid can be made adequately warm and weatherproof if lined with some form of fibre boarding. Weatherproofness is, of course, essential to safeguard tho coach work from damp and to prevent mating ot tools and other metal parts. Whether tho building is to bo of wood or brick, a concrete floor is undoubtedly tho best, and when this is put down it can bo made harder and proof against oil by tho use of silicate of soda. Wooden flooring is, of course, sometimes employed, and asphalt represents an alternative; but as a really durable and practicable floor concrete cannot be beaten. Haring decided upon the main features of construction, it is necessary to consider the size of the building. Unless the ground available is of very limited area, it is a great mistake to cramp the building unduly. In the first place, it may be that the owner will want to house a bigger car in a few years’ time; secondly, the ease with which repairs and adjustments can he effected in the gf.rr.ge depends very largely upon the space surrounding the car, it being very difficult to do any work nt all if the garage is a close fit around the vehicle it contains. TUe average 14 h.p. car has an overall length and breadth of approximately 14ft and sft fin respectively. It is a good plan to have windows ir one s'de of the garage, with a substantia' work bench beneath them, and this bench should be at least IJft wide; consequently. allowing for the bench, the width 'of the car, and a clear space of 2ft to each side of the car, the total width of tho garage should preferably bo not less than lift. The garage should ho long enough to enable the owner to walk round the car without hindrance, 18ft being the minimum. Such a building will easily house a car

of 20 h.p. or so should need arise, and will provide adequate space for working upon a smaller vehicle. As regards head room, there are few cars the height of which is more than 6ft Gin overall, so that if the rail running above the doors is at this level the space available will be adequate, 'the sloping roof may then run up to a ridge situated about 9ft from the ground, with oaves and guttering coming to within about 6ft of the ground. _ As regards lighting, electrical power is the safest and handiest, and can easily be installed quite cheaply. It is essential that the wiring should be carried out on thoroughly sound lines, because a stray spark or overheating may well precipitate a disastrous fire if petrol fumes are present. In addition to the main (fixed) light in the garage, it is as well to have a wall plug connected to a long length of flex lending to an inspection lamp, which can bo placed in any convenient position when doing repairs after dark, and the bulb of which is protected by a wire guard. THE DIFFERENTIAL. ATTENTION AND CARE REQUIRED. It is necessary to fit a motor car with differential or compensation gears so that the rear wheels may revolve at different speeds when the car turns a corner. This gear is automatic, and operates according to the road resistance against the wheels. When a car turns a corner more resistance is offered to the inside wheels than to the outside; consequently the outside wheels, having to cover a longer distance, must revolve faster. The differential enables the rear wheels, both of which are harnessed to the engine, to move at different speeds. As a car wheel revolves so must its axle, because motor wheels are locked to their axles. This makes it necessary to have the two axles meet. Therefore, on the centre end of the axle is fitted a small bevel gear which meshes with another small bevel gear called the compensating or differential gear. This runs free in the housing or differential case. —Faster Outside Wheel As long as the car is travelling straight ahead, and the resistance to both wheels is the same, these gears are not necessary; but as the car turns the greater resistance is felt by the inside wheel. Then the compensating gears with their spindles turn m their bearings, permitting the outside wheel to revolve faster than the inside wheel. As a matter of fact, the inside wheel could remain stationary or revolve backward if necessary. Most of the differentia] gears are of the bevel-tooth type. The spur gear type is seldom met with. It is wise for motorists lo remember that, although the differential is not a really complicated piece of mechanism, it needs regular attention. At intervals of 1,000 miles it should be lubricated with a good quality grease or oil of a grade recommended hr the makers. Proper gear contact and properly lubricated gears will assure efficient transmission of the power of the engine to the rear wheels, provided, of course, that the differential and pinion bearings are functioning correctly. —Bad lash in Dear.— Backlash in the differential gear is the difference between the thickness of a tooth and the sijace into which it meshes. All contacting gear must have a certain amount of “play” or “space” between the teeth. 'That is,

the tooth of one gear must never entirely fill the space two teeth of the mating gears. This is to avoid excess wear, breakage, noise, or decreased efficiency. Too much backlash is just ns destructive as too little. The practical limits of backlash to which gear manufactmers work arc .005 of an inch minimum to .015 of an inch maximum, which is from five to fifteen onethousandths of an inch. There may bo slight variations from these figures. HERE AND THERE. A novel typo of rood bas_ been laid recently under the supervision of the borough engineer at Middlesbrough, England. A continuous metal carpet consisting of steel and iron plates, constructed in the form of grids, with bars and voids, was laid on a concrete foundation while the latter was still unset. Concrete was then worked into the voids on the surface of the plates, binding the foundation and the'metal carpet' as a firm part of the roadway. A non-skid surface was thus provided, [n a recent test of the concrete slabs formed in this way heavy blows with a. steel hammer failed to separate, and the severest heat testa were equally well resisted. « # * Bulgarian traffic control _ is_ both crude and humorous. It is in the hands of both soldiers _ and policemen. The? are stationed at intervals on the roads leading to Sofia much the same as the frontier guards. When they see a motorist exceeding a safe Dace the officials politely shout warnings. » » # * Mr C. J. M’Kenzie, chairman of the Main Highways Board, informed a North Auckland _ deputation that the board hoped to give an increase on the whole of the maintenance work in the dominion. It was realised that the counties needed .assistance for construction work. » The registrations of motor vehicles in use in the dominion up to the end of February show that they have increased- to 159,972. At the end of January the figures were 157,743. The following particulars of the returns of last month have been supplied by the Minister of Internal Affairs: —North Island—cars 64,564, trucks, etc., 15,551, cycles 18,869; total, 98,984. South Island —cars 39,927, trucks, etc., 0.876, cycles 14,185; total, 60,983. “ What we need nowadays is a folding car,” remarked a magistrate recently. Equally desirable would be an expanding bank balance. * * « a The Wairarapa branch of the M.T.A. has been striving to have a motor camping site provided in Masterton. After an uphill struggle a portion of the local park has been sot aside, and a camping ground is now under preparation. Members of the M.T.A. are erecting an incinerator and signboards directing motorists to the site.

The license fee for petrol pumps in the streets of Wanganui this year will ha increased from £3 3s to £lO 10s, and as the number now in use has increased to thirty-two (says the ‘ Chronicle ’) a nice little nest egg in revenue will be derived from this source. In Wellington the charge is £SO for each pump. The fee for each tank connected with the pumps in Wanganui is also £l. « * * » “The brute, he did it intentionally. I’m certain of it!” stormed the furious young miss, looking down with sorrowful eyes at her mud-bespattered stockings. “ Why, one would almost think I’d got the measles 1 The stuff won’t brush off, either,” she fumed. From her dainty shoes to the hem of _ her new dress (which in these days is a considerable distance) she was liberally spotted with rich Queen street slush (says the Auckland ‘Star’), and there was no questioning the fact that she had a real cause for complaint. The “ he ” referred to was the driver of a motor car which had flashed past the young lady at the intersection of Quee,n and Customs streets only a few minutes before, showering her with dirty water. Some motorists are anything but considerate in their treatment of pedestrians, and a little more care in this respect would be much appreciated by “ those who walk.” » 4 « « “So your wife eloped with your chauffeur?” “Yes, but he wasn’t much of a chauffeur.”