MOTORING &s MOTORISTS

Evening Star, Issue 21637, 5 February 1934, Page 13

MOTORING &s MOTORISTS

[BY RADIATOR.]

LIGHTING-UP TIMES

KING-PIN PLAY There is often uncertainty about what degree ol play, due to normal wear and tear, is permissible at the kingpins. Theoretically, there should be practically none but actually no matter how conscientiously those parts are lubricated, there is always some perceptible wear which increases with prolonged use. An effective test for everyday pur poses is to jack up each front wheel, and then grasping the two spokes which are vortical, attempt to rock the king-pin from side to side in its healing. If there is only a barely perceptible degree of looseness the test might be considered satisfactory, but any pronounced movement indicates that repairs should be carried out. Delay with regard to that often makes the cost of the work higher than it would have been if prompt attention had been given. Where grossly excessive looseness is allowed to persist many bad effects may be produced. The car will not steer well, but feels “ shaky ” on the road. There may also be wheelwobble, and in rare cases the action of the front brakes might be disturbed. But it is seldom that there is. great risk of an actual fracture of the part, although if the king-pins are allpwed to pound about in their bearings indefinitely the heavy shocks which they persistently receive might ultimately lead to a failure of the metal. TWO GARS IN ONE A body design of outstanding interest has been evolved by an English firm. For normal use it is an attractive two-seater, with a shapely tail. The top portion of the tail, however, is designed to hinge back, and form the squab for a roomy double seat, the passengers on which are provided with wells extending underneath the front seats. Thus the owner has all the advantages of a two-seater, with the occupants of what is normally the dickey seat entirely protected from the elements by a hood and side screens, In short, the body can in a few minutes be converted from a two-seater into a close-coupled sports four-seater. THIEF-PROOF TANK LOCK Designed to frustrate petrol thieves au ingenious . and simple device for locking fuel tanks has been invented and protected by a retired dental practitioner, Dr S. Rea, of Drummoyne, Sydney. When demonstrating the new fitting, which is in the form of a petrol tana cap provided with a central lock, the 'inventor, who is an enthusiastic amateur mechanic, explained that he had been prompted to devise it because ol the prevalent “ milking ” of fuel tanks by petty thieves from parked and garaged cars. The attachment can be easily installed upon any petrol tank winch is already provided with a cup which is secured by the engagement of two prongs against ramps or cams in the tiller pipe—a • system commonly used. A peculiar advantage of the device is that it can be fitted with ease, and the only machine work required is the drilling and tapping of a small hole. The cap consists of two parts—a threaded cap witn a central lock and keyhole, and a base which is threaded to receive the cap, and which has an aperture cut in it to receive the boil of the lock. This base twists securely into the filler pipe of the tank in the same manner as the discarded cap, and is made, secure by the tapping of a small hole and the insertion ot a short bolt, so that when the locking cap is in place it is impossible to remove the assembly unless great force is applied, and it is torn from its seating. The new cap carrying the lock is screwed home on to its base, and then manipulated until two marks are brought into register, when the key can be turned and withdrawn. As a provision against possible splashing of petrol a convex cork-lined disc or capsule is so placed that as the cap is screwed down the disc is forced tightly against the edges of the filler hole. The sample inspected was fitted to a popular eight-cylinder car, and was a neat and compact attachment, little bigger than the original cap. No attempt has yet been made to produce it on a commercial scale, and consequently it is not possible to give even an estimate of its probable retail cost. RUNNING IN A GAR THE FREE-WHEELING DEVICE Purchasers of new cars which are provided with a free-wheeling device in the transmission should be careful not to make use of that fitting habitually during the period in which the engine is being run in. If that precaution is neglected the frictional parts of the engine will not have obtained good working finish at the time when the speedometer reading indicates that the running-in period has elapsed. When the free wheel is in uso the engine merely idles whenever the driver’s foot is taken off the accelerator and the car allowed to coast. It follows, therefore, that during a given mileage the engine will not have made nearly so many revolutions as would be the case if positive drive had been maintained at all times, and consequently the thoroughness of its running-in will be proportionately deficient. Experts, states an overseas journal, are divided as to the permissibility of indulging in short bursts of speed with a new engine Sometimes it is argued that the engine revolutions should be scrupulously limited to the equivalent of 25 to 30 ni.p.h., corresponding moderation being observed when lower ratios are employed, but it has also been stated that brief periods of fast driving are not detrimental, and actually help the running-in process, as there is a better circulation of the engine lubricant, ensuring that the frictional parts retain an ample protective film of oil. while the minute particles of metal which wear off during the run-ning-in are more thoroughly flushed away by the lubricant. There is. generally, complete agreement about the imprudence of driving a new ear at high speed for any considerable distance.

- To-day ... 8-36 Tuesday 8..i0 Wednesday £.33 Thursday 8.32 Friday B.ell Saturday B.t'» Sunday 8.28 STOPPING CAP LEAKS Most American and many English cars are now fitted with tank and radiator caps having a spring-loaded bayonet joint instead ol screwing into place. These caps are very convenient, and usually give no trouble through leakage unless a low spot, such as a dent, occurs on the filler neck. The usual practice to remedy this is to file down the rest of the neck level with the low spot. A more satisfactory treatment is to fill up the low spot with solder until it is slightly above the level of the neck, and then file down the solder until it is level. PARKING IN CARS LENGTH HOW IT IS DONE It is possible to park parallel to the kerb in spaces not much greater than a ear’s length. Do not drive straight in, but proceed until your car is parallel with the car behind which you wish to park. Then reverse with an acute left-hand lock to the wheels until your bonnet is level with the rear, then sharply swing the front wheels over to the opposite lock and complete your backward movement. Leave the wheels on the right lock. This will enable you to get your car out again even more easily than you got in. A SAFEGUARD On several makes of car the oil dipstick passes down a hole formed in a boss protruding from the side of the crankcase, and it nearly always happens that oily grit settles on the surface round the hole. There is the risk, therefore, that some of the grit will pushed into the crankcase when the dipstick is replaced after taking a reading. It is a good plan to slip a disc of cork over the dipstick, so that when the stick is in place the cork can be pushed down on to the surface of the crankcase boss; thus, when the stick is removed, the cork and dirt will also be, withdrawn,, the. boss surface remaining perfectly clean. ABOLISH ELECTRIC HORN? ABUSE LEADS TO RISKY DRIViKG Would motoring be safer if horns were prohibited, or; at least, if drivers were compelled to replace the modgrn electric horn with the old bulb contrivance? The point was raised by Mr R. Day, chief inspector for the Borough of New Plymouth recently, when strongly condemning the abuse of the electric horn at a recent meeting of the Taranaki Automobile Association. Mr Day’s remarks were made after considerationof the position over a period of years. , “ Road-hogging, and, in fact, almost all speeding, is due to the presence of motor horns.” he said. “ There is absolutely ho need for the continued squawking of raucous horns. If there were no horns drivers would be much more careful. You will often see a- car go through a city street at a comparatively high speed. The driver does not slow down at the intersections, but thinks he is safe by using his horn.” The Prefect of Police in Paris had recently brought in a regulation prohibiting the use of all motor horns except the bulb trumpet, continued Mr Day. who quoted extracts from the prefect’s statement on the subject. The abuse of the motor horn was greater than ever. Every driver seemed to regard it as a ritual of his sport or calling, to emit a blast from his horn at least every 100yds, irrespective of his speed. “ This has been tried in various places in Europe with a fair measure of success,” said Mr Day. “If you are not allowed to announce your approach to visible or invisible occupants of the road you will, unless you are a homicidal lunatic, drive with the greatest care.” The nature of the contraption itself led to its wide abuse, he added. In the use, of squeeze bulb horns the motions required for making the necessary noise were comparatively prolonged. Even then such horns would only be used to warn a pedestrian or on such similar occasions. If the driver could not make himself heard until he was elose behind another car that' he wished to overtake, he would not bo tempted to commit one of the worst of the 1933 crimes, and. with his thumb hard down on the button and in a pitiful attempt to show off, tear past at a dangerous speed. He would be obliged to behave himself, which was another way of describing safe driving. “If you find that your battery is down and your motor horn won’t work, you drive much more carefullv.” concluded Mr Day. He appealed to the members of the Automobile Association to set an example in quieter motoring.

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

BRAKE “JUDDER" DETECTION OF CAUSES Although not a good dictionary word, “ judder ” is an expressive term which refers to that disconcerting taking-on of the brakes which sometimes arises unexpectedly, even when they have been carefully adjusted. There is .no mistaking the symptoms, but a diagnosis of the cause is tar more difficult. When the brakes are in the disengaged position one shoe, or set of. shoes, tends to make light contact with the brake drum, a condition which is often followed by a servo, or selfwrapping action which intensifies the friction between the shoes and the drum, so that when moving off or travelling at slow speeds “juddering” occurs, or when the pedal is depressed the brakes do not function smoothly, but chatter and irregular action are present. It should be understood that these defects are distinct from that squeaking ■, and screeching brought about by worn or glazed linings. When “ judder ” is persistent and cannot.be banished by a slight variation in the setting of the brakes affected the best plan is to take off the drum and examine the linings. It has been found that cheap and inferior linings sometimes swell in wet weather, because of the penetration of water inside the dr uni, with a result that if the shoes have been set with a, close clearance they may brush against the drum and take-on, while it might be noticed that in such circumstances the pedal clearance is diminished and less movement is required when applying the brakes. But modern cars as a rule are equipped with high-grade linings which are not so susceptible to climatic conditions, and the fault can be attributed to other sources. It is important to see that the edges of the lining do not project, that the ends are well chamfered, and all high spots and rough edges rasped down. If the surface is glazed or greasy it should be cleaned with petrol, using a stiff wire brush. Another cause of “ judder winch must not be overlooked is looseness ot the linings due to bad riveting. In such case the rivet holes gradually near so that small slots are formed, and the freedom of movement thus imparted to the lining may cause it to bind against the drum. . .. But when close examination tails to reveal any of the shortcomings referred to and, despite expert adjusting, “ judder ” cannot be banished, ono must give heed to the front axle mechanism, for almost invariably it is the front brakes which are affected. A worn pivot pin, or worn cam-spindle bearings, or weakness of the springs which hold the shoes off the drum may be at the root of the trouble, while excessive plav at the king-pins, or a loose wheel bearing, or spring bolt may . excite or aggravate the defect. Irregu-larly-shaped brake drums are also a possibility. Brake inspection and adjusting is not a task which the average amateur is advised to undertake, and now that so manv service stations have special equipment for dealing with this class of work. it is wisest to entrust such work to an expert. BRITISH EXPORT TRADE EFFECTS OF CAR TAXATION For many years there have been spasmodic agitations both in Great Britain and in the dominions for a revision of the much-criticised “ Treasury rat ing ” tax, which is enforced in England on motor vehicles. The basis of taxation is that vehicles are levied at the rate of £1 per nominal horsepower a year. As most motorists are aware, the formula used for computing rated horse; power has become utterly illogical, and takes into consideration only the bore of the engine and the number of cylinders. The effects of this obstinate! v-maintained policy have, it is admitted on all sides, reacted adversely against British export trade, for British designers and manufacturers had perforce to concentrate first of all upon the requirements of the Home market, and it was not feasible to produce types of cheap popular cars equipped with engines ot a size comparable to the foreign products offered in the dominions and colonies. Thanks to that restriction, perfection of design was accelerated in England, so that to-day the dependability, efficiency, and power output of small and medium-size British engines are astounding, and in the face of the economic depression, the export trade has made excellent progress. But it would be idle to deny that the Treasury tax has prevented British manufacturers from taking full advantage of the revival of demand in important markets and that until some modification of the existing system is introduced exporters will be hampered, It might well be asked (in the face of such obvious facts, and the recommendations of competent critics, including the motor delegation which visited Australia some years ago), why the authorities have failed to find a solution of the difficulty. The explanation is that they have steadfastly declined to move in the matter unless a plan could he propounded which would ensure that there should be no falling off of revenue. It is pleasing to note that once again the matter is being attacked by motor traders in Britain, and that there has lately been some overdue and vehement plain speaking. Great prominence is given to the controversy in a recent issue of the ‘ Motor,’ in which the ill-effects of the tax are analysed and the proposal made that the rate should be cut in half and reduced to 10s per horse-power, but an extra duty of 3d a gallon imposed on petrol. The essence of the whole problem is summed up in the following quotation from the journal referred to;— “ A magnificent opportunity has been created for British export trade since we went off the gold standard. . Our manufacturers, with great enterprise, rose to the occasion, and our export trade in cars has been one of the brightest spots in the national recovery. But, the horse-power tax has been ‘ the nigger in the pile.’ This iniquitous tax keeps on forcing down the average horse-power of our cars, so that we eannot develop in our home market those high-powered and lowpriced cars which so many foreign buyers demand. The two leading types of

car at Home are the 8 h.p. and the 10 h.p. They represent amazing; value because the great demand in the Home market for these little oars has permitted more economical production on a large scale.” The report emphasises that the present system is farcical in that it tends to defeat its own ends, so that “the average yield from a car license is 20 per cent, lower than it was ten years ago, and with the rapid growth of 8 h.p. models it will continue to fall appreciably.” To overcome the difficulty a scheme has been put forward as an equitable arrangement which would encourage a greater production of the larger types of cars and would not entail any loss of revenue. The total revenue at present derived from motor taxation is estimated at £28.000.000 a year, and it has been calculated that if the tax was lowered to 10s a horse-power, thereby producing £14,000.000, and an additional tax of 3d a gallon placed on petrol, the yield during the first year would not be much below the first total stated, while in subsequent years, because of the steady increase in the consumption of petrol, it might even become considerably greater than at present. O.M.C. LIGHT CAR SECTION FIXTURES , February 6.—Monthly meeting. Members of the light car section spent a most enjoyable day at Buckland’s Ford, near Waikouaiti, on January 21. The weather was fine and the attendance quite good. During the afternoon several small trophies were awarded for various competitions, these adding much amusement to the day’s activities. Shortly after arrival at Buckland’s Ford an impromptu inspection was made of the cars to ascertain which engine was in the cleanest and neatest condition. The prize in this case was awarded to Mr A. M'Gregor. An obstacle race for cars hollowed, and resulted as follows;-—Mr A. M'Gregor (Singer), Irain 16sec, 1; Mr Murray (Rover), Imin 54sec, 2; Mr G. Souness (Riley 9), 2min, 3. In this race a course was chosen which necessitated the opening and closing of three gates by the passenger of the car. In the speed-judging event Mrs Morris put up a very fine performance, losing only nine points in the six sections of the competition. A number of competitors lost, in one section a greater number of points than Mrs Morris’s aggregate of nine, and she is to be congratulated on her win. MONTHLY MEETING. Members are reminded that the monthly meeting of the section will be held in the Otago Motor Club Rooms on Tuesday next, at 8 p.m. A tentative programme has been drawn up for 1934 and will be submitted to the meeting for suggestions. It is hoped that iill members will endeavour to be present. , MOTOR CYCLING FIXTURES February 10.—r Club run to Puketapu. February 14.—Evening pillion run. Ferbuary 20.—Monthly meeting. February 24.—Flying half-mile. March iO.—Beach races. March 20. —Monthly meeting. March 24.—Hi1l climb. April 7.—Mystery run. April 17.—Monthly meeting. April 22.—Social run to Akatore. May s.—Trial. May 16.—Monthly meeting. May 20.—Club run to Kaitangata. June 3.—King’s Birthday trial. June 16.—Social run. ■ » June 19.— Annual meeting. CLUB NOTES SPORTS MEETING. Oh Saturday, January 27, twenty-five motor cyclists turned out to take part in the sports meeting held on the Brighton Domain. The weather was beautifully fine, and a varied and interesting programme of events was run off. Ihe results of the motor cycle events are as follow ; Relay Race.—A. Bingham (Budge) H. Ferguson (Triumph), C. Bingham Budge) 1. Four teams competed. Zig-zag Race. —J. Nesbit (Douglas), I. l-osec) 1. Competitors had to ride in and out between objects placed at regular intervals, without using then feet. Of ten competitors, only two finished with their feet up. Obstacle Race.—J. A. Robertson 1. Competitors rode to a mark, jumped through tyres suspended chest high, crawled under a tarpaulin pegged to the ground, and returned the same way, finishing on the bikes. This event was run off in three heats, Chisholm, J. A. Robertson, and H. Rendell winning their respective heats. Musical Chairs. C. Bingham (Budge) 1. , . Football. Two teams, comprising C. Bingham (Rudge), A. Bingham tßudge), J. Nesbit (Douglas). P. Lupp (8.5. A.), and H. Ferguson (Triumph), A. Crighton (Rudge), J. Cunningham (Ariel), Cooke (New Hudson) staged a very fast and exciting game of motor cycle football. The match was Won by the former team, 2-1. A. Bingham scored both goals for the winning team, while A. Crighton scored for the other side. . . . , , Exhibitions of trick riding and long jumping completed the programme. PILLION RIDING. On January 28 the Otago Motor Club (Cycle Section) held a pillion run to Buckland’s Ford. When the seven riders, led by the club captain, left the club rooms the weather was fine, though overcast, but improved before the picnic ground was reached. Riders who followed later swelled the number to fifteen. On the arrive! of the party billies were boiled, and a meal was enjoyed by all after their ride. This was followed by an impromptu programme of competitions and games. In the first competition a rider with a pillion passenger rode along a track with four sticks '('representing gates) laid across. The object is for the pillion passenger to jump off, open the gate, close it after the bike passes through, and jump on again. The bike recording fastest time wins. A. Crighton (Rudge) and J. Murray tied with H. Ferguson (Triumph) and A. M'Gregor, and in the run-off Ferguson and M'Gregor beat Crighton and Murray. The respective times were Imin Isec and Imin Bsec. In a similar event for lady passengers Miss Crighton. with C. Bingham (Rudge) gained fastest time, Imin osec. The next event was a hill climb, held over a fairly step course, half a mile in length. Result: A, Crighton (Rudge), 52sec v , 1; C. Bingham (Rudge), 53 4-ssec, 2; J. Carson

(Rudge), 57sec, 3; H. Ferguson (Triumph), 57 4-6 sec, 4. Another competition was for riders to climb a hill in top gear after starting at 20 in-p.h. in the same pear. J. Cunningham (Ariel), who outdistanced all other competitors, was declared the winner. WEDDING BELLS. Last Wednesday evening a representation of club members attended the wedding of Mr R. Dickie, one of our committeemen. A guard oi honour, with pumps overhead, was formed at the church door. The cyclists, in pairs, also preceded the bridal car from the church through the town to the Kapai Studio. CLUB RUN. The next event on the programme is a club run to Puketapu next Saturday afternoon, leaving the club rooms at 2 o’clock. The M'Kenzie Cairn, on the hilltop, overlooking Palmerston, will he visited. A magnificent view may be obtained from this peak on a clear day. All motor cyclists are invited to attend this run. ANOTHER USE FOR MOTOR CYCLES Many service stations and garages to-day‘have a towing or wrecking truck which can be sent to assist customers or to tow in cripples or wrecks. It has been found that the sending of the truck to answer all emergency calls is not economy. The reason is that the majority of calls for help are found to be the lack of petrol, electrical trouble, carburettor trouble, or some other class of trouble which can ho adjusted on the roadside. A number of service stations which handle a lot of emergency calls have, found it to their advantage to maintain a motor cycle and sidecar in addition to the wrecking truck, and when an emergency call comes in, the nature of the trouble is ascertained over the telephone. Then, if not a towing case, the motor cycle goes out instead of the truck. It.costs less to run the lighter vehicle out, and the wrecking truck is held in reserve for more serious work that may come in meanwhile. TOLD AT THE WHEEL When the magistrate asked in what gear the accused was driving the witness replied that as far as he could remember the driver had on a trilby hat and blue-ancl-white scarf.