MOTORING & MOTORISTS

Evening Star, Issue 21785, 30 July 1934, Page 13

MOTORING & MOTORISTS

[BY RADIATOR.]

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

LIGHTING-UP TIMES To-day -5.28 Tuesday ... 5.29 Wednesday 5.30 Thursday ... 5.31 Friday 5.32 Saturda} - 5.33 Eundny 5.34 UNEVEN RIM SUITS CAUSE TYRE WOBBLE The number of motor cars and trucks being driven with wheels running untrue is surprisingly large. There is little doubt that much of this trouble is not actually, due to the wheels being out of truth, but to the uneven tightening of the wheel nuts or rim nuts when the wheel or rim has been replaced. It is evident that not. all motor drivers are aware that particular care must be exercised when refitting a detachable motor wheel or rim to see that all the holding nuts (ranging from three to seven) are gradually and evenly tightened. , To tighten fully one nut at a time is the wrong procedure, and results in a wobbly wheel tl.t is not only unsightly but sets up a scrubbing action on the tyre tread that will shorten materially the Jife of the coyer. In addition other troubles are likely to ensue, such as elongation of the bolt holes and wear on the studs._ The proper sequence in which to tighten detachable wheels of the bolted-on type, assuming there are six studs and nuts, is, according to the face of a clock, approximately 12 o’clock, 4 o’clock, 8 o’clock, 10 o’clock, 2 o’clock, and 6 o’clock. To prevent misalignment of detachable rims that order of gradual tightening should also be followed until the nuts are secure. Mention might be made of the fact that all owners of cars with detachable wheels or in which the holding nuts tire concealed within the hub-shell by a metal disc, should as a wise precaution occasionally remove the hub coyer to see.if everything !; in order. Wheels have been known to come off through the holding nuts working loose, and for this reason it is prudent to examine the wheels occasionally, say, after every 1,000 miles; inspecting thd stud nuts' and checking their tightness with the wheel brace. CARE OF TYRES NOT IN USE It is not realised by all owners of motor vehicles that the life of motor tyres not in regular use can be nearly doubled by keeping- them in a cool, dark place. Tyres not in use should not be exposed to light and heat for any great length of time; otherwise deterioration, sets in. ' This advice' applies not only to tyres hung up in one’s garage, but’ also to the tyre on the spare wheel. . .... Owing to the greater wear and dependability of the present-day . tyre long periods now frequently elapse before the average motorist has need to use his rpare wheel, .and unless the tyre is protected by some form of- cover it suffers more harm through exposure than it would through thousands of miles of normal use. The hest plan to adopt in regard to the spare ay heel is occasionally to put it into use, for it is better to wear the tyre out than let it die through deterioration. INDEPENDENT SPRINGING NEW BRITISH SYSTEM The adoption of independentlysprung front wheels by several English and many European and American factories suggests that this revived form of suspension has come to stay, and it appears that on technical grounds it has much to recommend it. It is necessary that mechanical complications should be avoided_ and, that the number of frictional points which might wear unless carefully lubricated should be minimised. An improved design of independent suspension carried out by means of transverse springs has been patented by a British inventor, and has received favourable notice m the technical Press. It could be employed for either front or back wheels, but at present is used only lor the for“On each side there are two transverse multileaf springs, which arc anchored to the chassis frame, '"'bich is reinforced at suitable points, the springs are set one above the other, and the back plate of the front brake is stamped or cast'with a large central boss, which carries the stub axle. The stamping or casting also has lugs which provide bearings for securing pms which aie passed through the spring eyes, and the secondary spring leaves are booked round another pm so that a safeguard is provided in the event ot the breaking of a main leaf. , The mechanism is so built that the camber of the front wheels can be adjusted. It is claimed that this new svstem is simple, safe, and cheap to manufacture, and that there are len wearing parts. TUNING AN ENGINE WHAT THE AMATEUR MECHANIC GAN DO Although the modern motor car engine will run for long periods with very little attention, an occasional tuneup ” will improve the performance, reduce running costs, and will lengthen the life of the engine. For an amateur mechanic this process will cost practically nothing, and will teach him many useful things about his car. Following is a brief summary of the tilings ■which o should be done to tune-up a sluggish engine:—

Clean the engine thoroughly with petrol, kerosene, or dilute pbenyle; if phenylo is used care must be taken not to allow it to come into contact with the lacquer. Dismantle the carburettor and clean and reset the jets. Also dean any petrol filters fitted. Clean the vacuum tank and make sure that the valves are operating satisfactorily. Remove and clean the sparking plugs, and examine them for any cracks in the insulation. Should there be any the plug should be discarded and a new one fitted. Before replacing the plugs the points should be lightly scraped with a fine file and adjusted.

Adjust the tappet clearances. Cheek 'the timing and examine the contact-breaker points in the distributer. If they are deeply pitted or worn they should be renewed ; if not, they .should be carefully adjusted so that the whole of the surfaces make contact. ' Drain the sump, gearbox, and differential, and refill with fresh oil of the grade remommended by the maker. Drain and refill the radiator to remove rust and particles of dirt. Examine all electric wiring for loose connections and fractures in the insulation. "Where the insulation appears to be rotted or badly worn replace with a new wire. ]f these operations are earned out with care a marked improvement in the performance will usually follow. Failing this, however, the cylinder head should be removed and decarbonised and the valves ground in. , RUBBER ON MOTOR CARS 160,000 TONS USED : The ever-increasing use of rubber in the manufacture of motor ears is materially assisting in absorbing the world’s surplus supply of crude rubber. Ten years ago, apart from tyres and tubes, only about 31b of rubber was used in tlie average car. manufactured to-day contain from 301 b to 601 b of rubber, excluding tyres and tubes. Including tyres and tubes some cars use approximately 1501 b of rubber, which is the equivalent of the annual production of between-thirty and forty rubber trees. As the world’s estimated output of motor vehicles this year exceeds 2,500,000, the crude rubber required in their manufacture will exceed 160,000 tons, which is nearly 19 per cent, of the total production of rubber last year. Approximately .34,000,000 old vehicles have also to be supplied with tyre replacements, so some idea of the importance of motor transport to the rubber-growing industry, in which more than £150,000,000 of Bntish money has been invested, can be gathered. DANGERS OF •“ HANGING-ON " IN TOP GEAR There, is undoubtedly a desire on the part of many motorists to drive in top gear for as long as possible, whether touring in hilly country or driving in city streets. To attempt to remain in top gear when the car would obviously run more smoothly ip a lower gear is to ill-treat the engine,'and will only result in excessive wear. When the engine begins to labour it is pounding its bearings, and should be cased at once by changing to a lower gear, so as to allow the engine to run faster and develop more power with less strain. The thrust of the pistons on the cylinder walls is also increased under conditions of strain, and results in more rapid cylinder wear.

KEEPING FABRIC WATER-TIGHT If your car has been going through the recent severe rainstorms without any water coming in through the root in unauthorised places, you may he sure that there arc no weak spots in the roof. If, however, the roof has not been cared for throughout'dry weather, there is quite a likelihood of an unpleasant drip chilling the ardour of driver or passenger, and it should be stopped. The roof fabric of a sedan car stands a great deal of stress. It has to be equal to standing great variations of temperature, and also enormous variations of dryness and humidity of the atmosphere. Any fabric will perish in time, but given a little care at intervals, a good roof fabric will last the life of the car and still remain waterproof.- ■ Like the ‘‘ daily dozen,” however, an enthusiastic beginning .with a new car, attending with gusto to every detail, is apt to wane .'omewhat with use, and the roof, among other parts, is often neglected. When this happens, the fabric becomes cracked. This is not at first noticeable, and a close examination often shows signs of stress that are apparent at the first glance.. In order to see How the roof is standing weathering, one should look at it closely, for which purpose tho car .bumpers, generally afford an excellent' step. If the car has been running through sunshine and rain for a few seasons, the roof fabric is almost sure to need attention. A close scrutiny in a strong light will reveal a mass of tiny cracks all over its surface.. This need not be cause for despair, as a cheap and simple treatment at this stage will keep the roof waterproof and in good trim for years in spite of the cracks. One of the best treatments for roof fabric is. ordinary good quality wax floor polish. First of all, be sure that the roof is thoroughly dry. If the job is done immediately after a shower, when the roof top is still damp, it will have to be retreated to make the result effective. If accessary, let the job stand over for a day. and if there is a good; strong, sunshine, the car will stand out .exposed in order to. evaporate any moisture lurking in the minute cracks. The polish should ho applied with a cloth, and rubbed firmly into the fabric. Only a little is necessary if the damage has not gone too far, and from the point of view of appearance, this is all to the good; for a light application will take a certain amount of polish, while thick application looks as if it has been laid on with a trowel. If the cracks have developed badly, however, appearance must give place to utility. A good thick layer of the polish should he applied, and not too much rubbed off. On the next suitable opportunity the roof may be exposed to the sun.' when part of the polish will melt and soak into the cracks. The fabric consists of two layers; a textile basis finished on- the outside with a waterproof material. The cracks do not go through the textile woven submaterial, and the was polish will melt through the cracks in the waterproof material and present a .uniform waterproof surface to the' very fiercest of rainstorms. After a roof has reachedthe stage of needing a'heavy coating of wax. however, it should hg redressed with the same substance at intervals. The next stage after serious cracks in the waterproof surface is the occurrence of holes right through. If serious cracks have been neglected, the under fabric will be soaked whenever the car is in the rain, and dried out on sunny days; and it tends to perish. The only way to overcome this state of affairs is to apply a patch.

CAUTION NEEDED

Possibly becauos of the amazingly fast acceleration of late model cars, some drivers are overprone-to ! assume that if there is u fairly long distance between a vehicle which they desire to overtake and one which- -is approaching from the opposite direction; they can safely increase the speed of their own car and gain the lead. It is:well to remember that the other two vehicles might also be equally responsive to the throttle; ■ and that it is rather difficult to estimate the rate of an approaching car.

Cruising speeds are now so high that great, skill and judgment are. needed when overtaking. The two factors which should never be forgotten are that- tho--vehicles are approaching one another at a rate equal to the sum of their speeds, whereas 1 the; speed at which the car ahead can be passed is merely the difference between its rate and that of the overtaken For example, a car in front is travelling at thirty miles per hour, and the driver of a-car behind feels justified in accelerating to forty miles per hour to pass at a safe spot. His overtaking sliced is then only ten miles per hour. If the approaching car proceeding in the other direction is also travelling at forty miles per hour the two faster vehicles will be drawing nearer to one another at a combined speed of eighty miles per hour. While it is not feasible to make mathematical calculation l as to 1 what is a safe intervening distance, the need for erring on the side of caution should lie manifest, especially when the road is too narrow to carry, three lines of traffic. Overtaking On the crests of hills and at other blind spots is most foolish. The safe rules are never to •pass when there 1 is the least possibility of causing a traffic risk, and not to pull out abruptly towards the Centre of the road and then in suddenly to the left as soon as the overtaken car has been- passed. ' : GLEANING CHROMIUM PLATING The , method used to clean chromium plating on a motor car has a marked effect on the durability of the surface. In no circumstances should abrasive polishes be used, as sooner or later tliey Will wear through the chromium film; The best method is to wipe the plating over with a soft, damp rag, using a small amount of common soap., If cleaning is neglected the accumulation of dirt on the plated surface will absorb corrosive vapours, and damage tho plating. Greasy finger marks should be removed with a clean, soft rag, or chamois leather moisten'ed with a little petrol, and then polished with a dry cloth. No metal polish is needed. O.M.G. LIGHT CAR SECTION FIXTURE October 20, 21, 22. Labour Day trial. JiOTOR CYCLING Fixtures August 12.—Social run. August 21.—Monthly meeting, August 25.—Paper chase. . September 9.—Social run. September 18.—Monthly meeting. September 22.—Mystery run. October 6.—Social run. October 16.—Monthly meeting. October 20-22.—Labour Day trial. November 4.—Whole-day run to Waipori. November 17.—Treasure Hunt. November 20.—Monthly meeting. December I.—Sports at Brighton. December 9. —Run to Bucklapd’s Ford.

CLUB NOTES

On Saturday week, August 12, the cycle section will hold a social run to Leo Stream Ford, leaving the club rooms at 2 p.m. All motor cyclists are invited to attend this outiiig, and can rest assured of spending an enjeyablo afternoon. Ariel Cup points will be allotted as follows;—Attendance' 5, clean machine 3. All riders living within a three-mile radius of the club rooms must report there, -while anyone living outside this limit must, on joining tlie run, report immediately to the secretary. ■- MONTHLY MEETING. The next monthly meeting will be held in the club rooms on Tuesday, August 21. Following the general business the billiards competition for tho Marycliurcli Trophy will be commenced, and it is hoped that there will be a large number of entries. Entries, accompanied by a fee of fid, dose with, the secretary of the Social Committee, at 7.30 p.m. on Tuesday, August 21. RIDING TESTS IK HOLLAND In Holland the authorities, insist upon very severe tests before a candidate is granted a license to drive a ear or ride a motor cycle. When a cyclist applies for a, license the examiner directs him to take his machine over a certain route and follows the applicant in a car. The latter has to steer through heavy traffic, proceed along narrow roads with sharp bends, observe all traffic: regulations religiously, and stop and start his cycle on a steep hill, At the conclusion of the practical test he is questioned as to his knowledge of the rules of the road. AUTO-SUGGESTION “ Tell me,-how did you persuade your husband to buy ; this car?” “By continued auto-suggestion, my dear.”