MOTORING & MOTORISTS

Evening Star, Issue 20986, 28 December 1931, Page 11

MOTORING & MOTORISTS

[BY RADIATOR.]

LIGHTING-UP TIMES. To-day 9.1 Tuesday 9.1 Wednesday 9.1 Thursday 9.1 Friday ... 9.1 Saturday 9.1 Sunday ... 9.1 COIL IGNITION. MAINTENANCE OF EQUIPMENT. The ignition equipment of a modern car is usually so reliable that the average owner neglects it completely until it forces itself on his attention by “ going wrong.” Equipment which performs its exacting work with such unobtrusive efficiency is surely worth occasional attention. Here are a few hints for the owners of cars fitted with the coil ignition system:—■ Periodical inspection and cleaning are advisable and will repay you in trouble-free service. After about every 5,000 miles remove the distributor moulding from the distributor (it is unnecessary to remove the cables when doing so), wipe out the distributor with a dry duster, and clean the electrodes with a cloth moistened with petrol. The outside of the moulding should also bo cleaned, especially the spaces between the terminals. CONTACT BREAKERS. The contact breakers should be examined next; it is very important that all dirt or metal dust should bo cleared away from the contacts, otherwise misfiring may bo caused. No grease or oil should bo allowed on the contacts. If they are burned or blackened clean them with very lino emery cloth, and afterwards wipe them with a cloth moistened with petrol. The contact-breaker gap is carefully set before the ear leaves the works, and where a spanner is provided with the distributor it is usually fitted with a gauge for testing the gap. To use the gauge turn the engine slowly by hand until the contacts are fully opened, and insert the gauge in the gap. If the gap is correct the gauge should be a sliding fit, but it is not advisable to alter the setting unless there is a considerable variation between gap and gauge. When it is necessary to adjust the setting keep the contacts fully open and_ slacken the locking nut on the stationary contact screw. Then rotate the nut by its hexagonal head until the gauge fits correctly. When the alteration has been made do not forget to tighten the loekiixg nut. The only attention which the coil requires is to see that the terminal connections are kept tight, and that the moulded coil top is clean. If the engine refuses to fire and the ammeter _ does not register when the ignition is switched on there is probably a broken or loose connection between the battery, switch key, coil, or generator. If the coil is suspected it should be tested as follows:—Remove tho cable from the centre distributor terminal, hold it about Jin away from any metal part of tho chassis, and turn the engine. Weak or irregular sparking indicates that the coil is defective. LUBRICATION. After every 500 miles tho distributor shaft should be greased or lubricated; if your car is fitted with a greaser so much the better. When necessary, the greaser should be repacked with grease of a high melting point. - At least every 5,000 miles tho cam should be very slightly smeared with vaseline. If a lubrication wick is provided add a few drops of thin oil to tho hcle in tho wick housing. If the cam is dirty clean it with a cloth moistened with petrol before smearing it with vaseline.

GIVE THE ENGINE A CHANCE.

Some motor owners who may be, but are not always, by way of being amateur mechanics, are for ever tinkering with components of their cars that in the majority of cases would operate just as well—possibly better—if they were left alone.

There is no need, for instance, to dismantle and clean a magneto contact breaker every month or so, to take apart and clean the carburettor, to open up and brush tho dynamo commutator. These and certain other items, when they have been functioning correctly, may either be reassembled with less satisfactory adjustments or have the good effects of “bedding in” by use removed. Neglect for excessively long periods is "one thing; disturbing adjustments, etc., unnecessarily is another. The “ happy medium ” is desirable—viz., a routine system of inspection at definite intervals, as distinct from the haphazard tinkering that so often takes place with little more object than passing t 1 > time, pampering a nature inherently curious, or interfering, or sheer fussiness. “ Prevention is better than cure.” some of these people say. True; but the axiom as applied to some parts of cars can he over-emphasised. It should occasionally bo counter-balanced by the adage, “ Leave well alone.” COMPRESSED AIR RUNS CAR. Roy .T. Meyers, inventor, predicted ill Los Angeles that motorists soon may refill their tanks with air instead of petrol. Meyers demonstrated an automobile with a six-cylinder, radial-typo engine, minus tho usual carburettor and ignition and cooling systems, but equipped with a compression air tank filled to 50011) pressure. Ho pulled a lever and the car picked up speed quickly and smoothly, with a slight hiss of air from tho exhaust valves.

Tho motor was geared so that tho maximum speed reached was 55 miles per hour, hub Meyers said that with a gear shift and a higher-powered engine speeds equal to or greater than those of petrol-driven cars may bo attained.

As tho air goes through the engine, forcing pistons up and down, much of

Brief accounts of holiday trips, roads, and places of interest are iaviteti for this column.

it is recaptured and recompressed by a compressor built as a part of the engine. The cold air returns to tho pressure tank, which is heated by electricity from batteries and a generator. This heating, he explained, expands the air in tho tank, increasing the pressure. He did not make clear how many pounds of air would be required per mile. Meyers said he expected his invention to be more valuable to airplanes, since it would eliminate tho heavy petrol fuel loads now necessary. NOVEL SLIDING DOOR. Thei’O are definite disadvantages to the normal swinging-type of door, especially in view of the modern tendency to make its width as great as possible to ensure a relatively easy entrance and exit. It is clear that a sliding typo of door would, in many circumstances, be a decided improvement, and it is therefore interesting to note that such a design has already been patented by a Swiss coach builder. The actual operation of the door is effected by three slides, one being placed on the inside of the garnish rail, while the other two are near the bottom of the door. The two upper slides ai'e identical in form and consist of channel-sec-tion runners that are let into tho door so as to be perfectly flush. Tho special hinges, of which there are two, correspond with tho fixing of the door-top slides, and these hinges axe linked together by a vertical rod. this being necessary owing to tho offset centring of tho hinge on the door. This method is adopted in order that tho door shall clear tho hinge pillar, since tho hinges are attached to tho inside face. The lower slide is mounted below tho bottom side, and is thus concealed, but the runner is hinged on tho shut side of the door. BRAKE LININGS. INDEX OF GOOD DRIVING. It is interesting to observe the varying mileages different motorists obtain from a set of brake linings. A careful owner will often cover wcil over SU,UUO miles before a renewal of tho linings is necessary, whereas a spectacular driver who takes a delight m pulling up dead from speed in front of ins friends’ houses for the edification of passers-by may only cover a quarter of tho distance. Generally speaking, the life of tho brake linings is an index to tho skill of the driver within certain limits. The man who is always approaching tho vehicle in front too closely will obviously have to use his brakes more often than the man who is naturally cautions, and the driver who frequently finds himself involved in minor emergencies where a hurried pull-up is necessary will also be revealed by tho rapidity with which new linings are necessai’y, Tho driver who always pushes out tho clutch whenever he brakes, irrespective of tho circumstances under which braking is ncccssary, will also bo heavy on his linings.

Of course, the car owner who spends a large part of his motoring day in heavy traffic, as does a dweller in cities, expects to use his brakes more frequently than the countryman, and consequently to make renewals so much oftoner. LEFT FOOT UNNECESSARY. Motorists are now informed that the left foot has become an unnecessary appendage in car driving. This advanced step in engineering conics about through the invention and patenting of a device controlling tho clutch by tho accelerator. Starting, stopping, and gear shifting are accomplished without touching tho clutch pedal. This clutch control operates through a vacuum cylinder connected with the intake manifold. When the accelerator is depressed the vacuum piston engages the dutch. When tho right foot is raised from the accelerator the clutch disengages automatically. Thus an advanced form of free-wheeling is attained through this clutch control, and tho necessity for use of tho loft foot is eliminated. Tho manufacturers say tho device is adaptable to pleasure cars, buses, or trucks. It is produced by the Bendix Aviation Corporation of South Rend (Inti.).

AUTOMOBILE STORES, OR WHAT?

How would you like to buy your automobile in a huge store where the stock, instead of being limited to one or two makes of cars, included a dozen, or perhaps even more? asks the ‘ Christian Science Monitor.’

Frankly, there is very litlo likelihood that one will soon bo able to do any such thing. In America, however, the idea is getting abroad. It recently was given voice by a harassed motor car dealer who, agreeing with many others that motor car merchandising has its weaknesses, is willing to go to any length to see them rectified. Tho motor car buyer undoubtedly can sec many virtues in the idea. It would bo an advantage to him to ho able to make direct and immediate comparisons of competing automobiles arranged side by side in a single showroom. He would prefer, also, to deal with one salesman showing him several kinds of cars, instead of five or six each acquainting him with the merits of but one, and each trying to out-talk the other.

In Britain it has long been, and still is, the practice of most motor car retailers to deal in many different makes. In fact, the majority of firms undertake to supply any car on tho market, though they often show preference for, or have gained a reputation for transactions in, the products ol ono or other particular manufacturer. The popularity of this method of distribution is duo chiefly to the iact that not enough cars of ono special make, with one or two notable exceptions, are sold in the different areas to make it sufficiently attractive for a firm to undertake the sole agency of one manufacturer.

There is no lack of competition in the British system. One store selling many makes of automobile may have one price for a used car in part exchange for a new one, but another store round the corner, on the look-out for a. now customer, may oiler a higher figure. A criticism, however, which has been heard lately, is that some retailors push unduly the sales of certain makes whoso manntacturers offer the highest commission. There is, if anything, a tendency for British manufacturers to appoint agents to deal solely in their products, or, at all events, in a smaller number of different makes.

Several other plans, each with their respective virtues, have been advanced within recent months in America. At present the efforts to evolve a workable substitute for the present procedure are disjointed, but indicate considerable interest. The manufacturer has his viewpoint to consider; the dealer his. And beyond both of these there remains the consumer. Ho also has a viewpoint, in wideness of application the most important of all. It is around this third point of view that the eventual reform should, and undoubtedly will, bo moulded. FUEL IMPROVEMENTS. The high efficiency and remarkable general performance of the many wellknown British and Continental light cars have been duo in no small measure to the employment in the small engines used of a much higher compression ratio than in the larger cars of the typically American type. This, in effect, means that the mixture of petrol vapour and air sucked into the cylinders is compressed by the piston to a relatively liigher degree before being fired than it is in tlip larger typo of engines. The liigher the compression ratio the greater the power output and efficiency of the engine, but normally a practical limit to the degree to which the mixture can be compressed before firing is imposed by the fact that if compression be made too great there is a danger of preignition, which results in the familiar “ knocking ” or “ pinking ’’ of the engine. For many years it has been known that the addition of certain substances to the petrol enables the compression ratio to be carried tar beyond the ordinary pre-ignition point with great benefit to tbo operation of the car. A special fuel incorporating such a substance was used in the wonderful 2,000-horso-power engine of the supermarine seaplane on which the world’s air speed record of more than 400 miles an hour was established ..recently. A similar fuel was recently tested with striking results on a 14-horse-power Talbot car on tbo Brooklands track. The gas pressure in the cylinder before firing is normally 1251 b a square inch, and it was tested with ordinary petrol on this cylinder pressure. Special pistons, winch* increased the compression to 15Slb a square inch, were then fitted, and a scries of comparative tests were then made. 'The engine was markedly more “ lively ” on the special fuel with the high compression ratio. The maximum lap speed was increased from sixty miles Jin hour to sixty-five miles an hour. Tlie time required to accelerate from ten to forty miles an hour was reduced from 24sec to 21 sec. The most interesting results, however, were in increased fuel economy. At a speed of thirty miles an Hour the consumption improved from twenty miles a gallon to twenty-eight miles a gallon when the new pistons and fuel were used. At fifty miles an hour consumption improved from fifteen miles a gallon to 21.5 miles a gallon. PLATING LESS POPULAR. A feature of new models which have not yet arrived is the difference in thc nses of chromium plating in decoration. So great an improvement in durability over nickel is‘chromium that manufacturers seem to have vied with one another in finding new places to plate. Tho result is that tflio public has tired of large, gleaming surfaces, and for 1932 many parts formerly plated will bo painted. On those makes which usually are prominent in introducing novelties in appearance, tho painted radiator shell is very popular. Very careful attention to design can give it. an appearance of massiveness seldom achieved with a bright finish, ami tho only plating on it is along raised beading, which accentuates its lines, Plated beading is to bo much “ worn ” on cars next year, and will almost completely oust coloured striping from popularity, except with some of the very dark colours, requiring strongly-accentuated colours to relievo them. A very neat idea scon on one advance model was a metal cover, resembling a mudguard, fitted over tho spare wheel on the front mudguard. Being locked down, it prevented theft as well as improving appearance. PROLONGING BODY LIFE. Few owners realise that there is anything in prolonging tho life of coachwork beyond cleaning it. One of tbo most potent causes of dissatisfaction with any car, however, is the development of creaks and rattles which, in an overwhelming majority of cases, emanates solely from the body. Avoidance of certain driving errors is of as much importance in making a body last as is the importance of periodical attention given to it. From the coach-builder’s point of view, tho chassis frame cannot bo too stiff, but excessive rigidity is likely to detract from the road-holding abilities of the car, and therefore from driving comfort. Consequently, most frames arc so proportioned that they will Ilex slightly. While a small amount of flexion will not do any noticeable harm to a good body, too much will soon cause tho joints of the wooden framing to loosen. Once this occurs, a host of troubles will follow', such as cracked panels, croaks and squeaks, and gaping or jamming doors. Strains of this description arc usually caused by parking tho car on an uneven keel, as, for instance, with one wheel in a deep gutter. Tho body may thus be subjected for hours to a twisting strain sufficient to make it impossible to close certain doors, and sonic damage is certain to ho done. Leaving tho car with one wheel up a bank is even worse treatment.

Then turning in a road having a deop gutter, or an ascending bank at the side, avoid even momentary twisting of the frame by driving one wheel into the gutter or up the bank in an effort to obtain the last inch of turning space. Even though the distortion lasts only for a moment, some damage will result. In crossing deep gutters try to take them with both front wheels simultaneously. This does not apply, of course, to ordinary cross gutters and V’s, which are taken diagonally to reduce shock and bounce at considerable speed. When a wheel is jacked up, do not raise it farther than necessary and lower the jack enough to bring the axle level again if the wheel it not to bo replaced for u considerable time.

While intelligent use of the ear can thus bo seen to bo the most important factor in preserving silence in the body, it is important that the holding-down bolts should be kept tight. Door hinges and locks should lie oiled occasionally. Hotter than oil is the heavy graphite

MOTOR CYCLING

grease sold for lubricating bicycle chains. This can be wiped off to an extent where there will bo no risk ot soiling tho clothes, yet enough graphite will remain to have a useful effect.

Jn the writer’s experience tho modern mass produced bodies arc generally more satisfactory than a vast majority of hand-made bodies, although much cheaper. They are designed by competent engineers, who know’ how to combine lightness with strength. The old coach-builders, though excellent craftsmen, usually produced work which, if it was strong enough, was hopelessly cumbersome. Machine production, too, allow’s the use of sections and joints which would be too slow and costly to make by hand. The most advanced types of body construction, how'ever, are practically unknown here, except for the Woymann, seen on a few imported cars, in the Weymann system all the wooden frame members are joined by springsteel strips, with felt pads between to prevent squeaking. Covered with fabric. the w’liole body can move slightly with the chassis and come back silently to normal again. Similar lightness and flexibility is obtained with the use of metal panels, by building the framing as a series of separate rigid sections, each carrying its own section of panelling. These sections are united by rubber bushes, and each panel can thus move relatively to its neighbour without noise or strain. Still another (dan is to build a perfectly rigid body, and then to protect it from chassis distortion by mounting it on three rubber blocks, with a flexible connection at tho dash. Such a body can be much lighter than one mounted directly on tho frame, and yet remain quite silent. One of the latest productions of tho Weymann firm is a rigid body built with the same economy of material, combined with strength, as is seen in aircraft. Even the floor boards are box girders of- ply-wood weighing only a few ounces. AUTOMOBILE DESIGN. RADICAL CHANGES FORECAST. Engineers and designers of motor vehicles in both England and America seem to bo convinced that revolutionary changes in motor vehicle design are ponding, and that they will take the form of removing tbo position of the engine from tho front to the roar end of tho car, with a more scientific streamlining of tho vehicle. The fact is urged that this offers many advantages, in addition to facilitating tho improvement of tho streamline form. A writer in the ‘ American Automobile ’ sums up tho advantages of this change. With the engine at the rear, he points out, odours and noise aro carried away from tho passengers. The close position of the engine to tho driving wheels eliminates tho long propeller shaft. The engine at the roar makes it unnecessary for it to take up half tho wheelbase, and also permits the steering wheel to ho placed further forward. If placed at the rear the engine can bo arranged transversely to the frame, or, if desired, one with flat opposed cylinders, which is perfectly balanced, or a short V-typo engine can be employed. The space available for passengers and luggage can be increased, or tho w(ieelbasc can be shortened materially and tho weight and cost of tho car correspondingly decreased. Moreover, all seats cqn be arranged between tho axles at any desired height; riding qualities can thus he improved, and forward vision becomes much less restricted than at present. Many factors affecting riding comfort are expected to undergo a change, independent of these suggested mechanical developments. All wheels will probably bo independently sprung, ensuring greater comfort the passenger, and it is not unlikely that the improvement in this direction will include hydraulic and pneumatic systems of suspension. Rubber will also play an important part in tho improvement of motor vehicle suspension.

Again reverting to engines, some designers expect the development of satisfactory o-stroko engines, whieh can bo made very compact and simple and of relatively small weight in proportion to their power output, as well as being highly economical. Some expect the Diesel typo engine to be perfected for use in passenger cars, thus taking advantage of tho groat economy it offers. This writer, however, points out that the compression ignition typo of engine involves tho use of very high pressures, and its weight per fi.p. considerably exceeds that of the conventional type of engine. It requires an expensive pump to feed the fuel, and difficulties aro experienced in starting under certain conditions, He believes that a lighter, more compact engine with a lower compression ratio, more economical in type than that in use in America to-day, will bo a more probable development. LARGER TYRES. EXPERIMENT.j WITH AIR WHEEL TYPE. Experimental application of tyres similar to Goodyear air wheels, those big, pillow-liko tyres of extremely largo air volume hut low pressures successfully used for several years on airplanes to ensure safe and comfortable, landings, is now being made on automobiles and trucks. The tyre is already in use on tractors. For three years theso engineers have been experimenting with this big tyre applied directly on a huh, pointing out that this is probably tho next stop in the steady trend to larger tyre and smaller wheel diameters which has been going on in the industry, starting with the first oversize tyre, tho intermediate balloon, and then the present balloon tyre. An interesting comparison of the greater cushioning and easier riding qualities of the new air wheel type tyro with the balloon tyre in present use on automobiles and trucks is that the new largo iyre has a greater air volume hut requires only 10 to 20 pounds pressure, while the present balloon calls for from 32 to 40 pounds. Again, the new air wheel type balloon offers from two to two and a-half tim, . more surface to tho road with greater resultant traction. Furthermore, it has greater antiskid properties on slick pavements.

FIXTURES. January 19. —Monthly meeting. January 23.—Social run. February (3. —Night trial. February 16.- —Monthly meeting. February 20.—Acceleration test. March s.—Secret trial. March 15.—Monthly meeting. March 19. Sports afternoon. April 2.—Speed judging. April IG,—Club run. April 17.—Monthly meeting. April 30.—Gymkhana. May 7.—Treasure hunt. May 17.—Monthly meeting. May 21.—Club run. June 4.—'Trial. Juno 18.—Spotting trial. June 21.—Monthly meeting. A pillion run is to be held early in the year, and a big muster of “ oldtimers ” is aimed at. Everyone who

owns or can borrow a 1920 or earlier model is asked to get in touch with the secretary as soon as possible. Veterans especially are invited along to this run. While discussing details of the T.T. course recently an argument arose as to the number of corners on the road from the Brown House to Waitati. To get first-hand information on the subject a trip to Waitati was made, and it was surprising to find there were fiftyfive actual corners. It is not, however, intended holding a T.T. over this course. TOLD AT THE WHEEL. “ Didn’t you see me hold up my hand, madam?” asked the policeman. “ I did not,” replied the woman at the wheel. “Didn’t you hear me blow my whistle?” “ I did not.” “ Well, I reckon I might as well go home. I don’t seem to be doing much good here.” * •» * * NO THUMBS DOWN. “Bothered much by hitch hikers when you’re out riding?” “ Not now. Tried a new plan. As soon as 1 get out of town I show the sign ‘ Taxi ’ on my car.”