APPLYING THE BRAKE

Evening Star, Issue 22033, 20 May 1935, Page 13

APPLYING THE BRAKE

MANY THINGS TO LEARN

The act of applying the brakes may appear quite simple to the novice, but there is a lot to be learned about braking. After one has mastered the first principles of stopping a car, sudden application of: the brakes should be avoided, except in emergencies. Sehsitive foot action should be studied so as to feel the extent to which one is using the pedals. By braking smoothly one can greatly minimise tyre wear. When the brake shoes have been brought gently into contact with the drum the car commences to decelerate; it is then possible to increase the pressure of brakes without producing the - sudden change of velocity which causes shock. Furthermore, this procedure is far less likely to lock a wheel on a slippery road than is a jerky and abrupt pedal action. Sudden braking is a very common prelude to a skid. , The question sometimes arises as to whether or not the clutch pedal should bo depressed simultaneously with the brake pedal. The answer depends on the circumstances. ; Under all normal conditions, where only a slight amount of braking is. needed, there is no objection to declutching ; many experienced drivers believe that on a greasy road it is actually safer not to declutch. However, for all modern degrees of braking it is probably immaterial whether, or. not the clutch is disengaged. In the case or an emergency stop the power of modern four-wheel brakes is such as to slow a car more quickly than if the compression of the engine were solely relied on. Consequently, the brakes, in ■ addition to stopping the car, must work to stop the engine if the clutch is left engaged. It follows that for a minimum stopping distance on a dry road, where the brakes can be used to the full extent, the clutch pedal should also be depressed. The art of braking lies in securing safe control and the avoidance of skidding by a gentle use of the brake pedal. GARAGE HINTS It is often found difficult enter round-headed screws when the holes are in awkward positions, _ as when fitting Up crank case sumps from underneath the engine. To save time and to prevent screws falling, fit a short piece of rubber tube on the end of the screwdriver. This will hold the screws, which can then be entered easily. If, when replacing valve cotters of the split cone type, the valve lifter is inserted under the spring or m the nrst coil of the latter, instead of under the cup, as is tho usual practice, the cotters may easily bo slid up under the cup, which will fall down over them and hold them securely in position when the spring is lowered. By this method the fingers are removed from the valve, and are thus free from danger should the spring slip. STEERING ACTION Many motorists seem to be under the impression that the front wheels of a car remain parallel to each other through the whole steering lock as in the case of a horse-drawn vehicle. Tho design of steering arm, knuckles, stub axle, and tie rod ;s so arranged that the wheels alter _ their position progressively in relation to one another throughout tho whole arc of movement. This result is achieved by using tho Akerman type linkage in coupling up the steering assembly. Following a straight course,_ both front wheels are parallel, but, in describing a circle, the inner wheel obviously has a smaller distance to travel than has the outer, so the Akerman linkage solves the problem by turning the outer wheel at a more acute angle in order to avoid dragging the tyre. m CARS AND WINTER COMFORT There are many easy ways by which an old car can be made more comfortable for winter travel. The aim should bo to defeat draughts, exclude engine fumes, and ensure good ventilation. With saloon models, winch have not the modern style of ’ window, an adequate circulation of fresh air can be had by lowering the diagonally opposite front and rear windows slightly so that the fresh air is driven in at front above head-level, ami sucked out at the back. Draughts round door pillars can be scotched by tacking on thin strips ot felt, and ordinary carpeting felt can also be used to great advantage as a supplementary floor mat. .Choose one with a mottled pattern which does not show dirt readily. This material is suitable for mats for both the front and

back compartments, and will add considerably to the warmth and cosiness of the car. Moreover, if the mat is cut to a close finish, it will help to check fumes. The easiest procedure is tp remove the existing rubber mat, lay it on the felt, and then mark with chalk the shape and tho points where cuts must be made for the gear and brake levers and the pedals. The felt is then trimmed to size with a razor blade, and one should, be careful to keep as close a fit as possible when cutting out apertures for the pedal levers, so that there shall he a minimum gap at such points. ALUMINIUM CYLINDER HEADS Undue force should not be used when screwing a sparking plug into an aluminium alloy cylinder head, otherwise the thread is liable to be stripped. A wellknown firm who carry out repairs of this type says that alloy heads are being sent to them with increasing frequency for repairs to the sparking plug threads In some cases there has been evidence that plugs have been screwed in with the threads, crossed, but the more usual cause of damage is the use of too much force when tightening up a sparking plug into a hot alloy casting. COUNTERSUNK SCREWS Countersunk screws on any part of the car, no matter bow firmly they might be screwed home, are prone to loosen because of vibration. An easy way of preventing that is, after the screw has.been tightened as much as possible, to make a punch mark on tho surrounding metal at each. end of the screw slot. This slight burring, will suffice to prevent the screw loosening in its thread, but if not overdone will not interfere with easy removal, as a steady twist with the screwdriver will cause the screw to shear through the thin projecting metal. REMOVING GREASE SPOTS It is not generally known that eucalyptus oil, so valuable for treatment of colds in the head, is equally valuable as a cleansing agent to remove grease spots from clothing. It will not injure the most delicate shades and fabrics,, To remove tar spots and the stains left by flies impinging forcibly on the windscreen, an excellent solution is made by mixing equal parts of boiled linseed oil and turpentine. The oil softens the stains and the turpentine removes them. The solution should be applied with a soft cloth or with tissue paper. MOTOR CYCLING FIXTURES May 21.—Monthly meeting. Juno 15.—Camberley scramble. June 18. —Annual meeting. CLUB NOTES All members and friends are invited to attend the monthly meeting to be held in the club rooms to-morrow night, at 8 p.m. As this will be the last meeting before the annual meeting on June 18, a largo attendance is requested. ACCELERATION TEST.

The annual acceleration test of the cycle section, A.A. (Otago), was held at the Spit, on May U. Owing to insistent representations from many members, the test, this year, was held on a beach, instead of a road, and proved quite a success. The times registered for the 200yds course were as follows:—J. Murray (Ariel) 9sec, L. M'Farlane (A.J.S.) 12 l-ssec, 0. Grecnslade (A.J.S.) 12 3-sscc, J. Chalmers (O.K. Supreme) 13 l-ssec, E. Newall (Zenith) 9sec, P. Lyders (Excelsior) lOsec, H. Ferguson ((Triumph) lOsec, 11. Stewart (Rudge) lOsec, J. Corson (Rudge) 10 3-sscc, J. Cungingham (Rudge) 10 4-ssec, J. Chisholm (Ariel) 15sec. KING’S JUBILEE TRIAL.

Although only 13 entries were received for the King’s Jubilee Trial instead of the stipulated minimum of 15, tho Sports Committee of A.A. (Otago), after duo consideration, decided to hold tho event. Tho total amrnher of vehicles taking part was 20, made up of; Competitors (eight cycles and five cars) and officials (five cycles and two cars), a total of 39 persons in the party. The first competitor, H. Ferguson (Triumph), was despatched from the club rooms at 2 p.m., with the others

following at minute intervals.. Averaging 20 miles an hour to the town boundary, and then changing speed to 30 miles per hour, a pleasant run was made to Oamaru, where a 15-minute stop was made, the control being in the hands of J. D. Carson (Rudge). Leaving Oamaru at 4.48, the competitors began the journey to Timaru .with a a very strong back wind. Some idea of the strength of the gale may be gleaned from the fact that J. D. Carson and S. A. Morris, officials who had been taking checks, and following the competitors, were being passed by. the dust they were creating. Arriving at Timavn _ at 6.33. competitors were checked in' by J. Cunningham (Rudge), add then, all hanus taking part in tho trial were entertained at tea by Mr R. G. Slade, on behalf of the South Canterbury Motor Cycle Club. Saturday evening being free, various: forms of entertainment were found by the different members. After heavy rain during the night, Sunday morning broke fine but cold, and after an early breakfast, a start was made at 8 a.m. for Fairlie, where a 15-minute stop was to be made, S. A. Morris (8.5. A.) being in charge of the control. Checking out as 9.35, tho last stage of the journey to Mount Cook was commenced, competitors having a trouble-free run to Tckapo, where H. Dale (Ariel) developed engine trouble which caused him to miss several checks, - Quite a lot, of. fun was had by riders in the loose gravel, which was about a ■ foot deep and stretched for several miles between Tekapo and Pukaki. At the first, creek, . about eight, miles from Pukaki, besides taking a secret check, the official (Mr S. A. Morris) observed tho ford, which was about 10 yards round the corner at the foot of a hill. He was amply recompensed for his chilly wait by the startled look on the faces of the riders as they turned the corner and saw the water. Tho creek offered no anxiety to the car drivers, although each one treated it with the utmost respect, as they had no idea as to the depth of the water. Arriving at .the Hermitage at 12,47, everyone felt at home, and a hearty lunch was enjoyed. Leaving the Hermitage at 8.30, after an enjoyable time, the homeward journey was begun in fine, but chilly weather, although reports of the boisterous conditions at Dunedin had been received by phone from the club secretary (Mr W. Sutton) earlier in the morning. Most of the competitors checked in on time as the Omarama control,, which' was in the hands of A. Bingham (Rudge), but J. : Stewart (Studebaker), much to the dismay of his observer and passengers, arrived about eight minutes too soon. Under rather rough road conditions, the next stage of the journey was undertaken to Kurow, past the Waitaki Hydro,; everyone expressing pleasure at tho beautiful sight which tho well-laid-out works presented. With S. A. Morris in charge, the competitors were checked in' at Kurow, where a stop of an hour and a-half was made for dinner. After dinner a brake test was held, some of the vehicles taking an exceptionally short distance in which to pull up from 30’ miles an hour, C. H. Bingham had control at Oamaru, where a stop was made for 15 minutes. Competitors were met by Mr W. J. MTnnes and the secretary, two enthusiasts who, unfortunately, were unable to make the full trip but were keen enough to travel to Oamaru, and render any assistance necessary. Leaving Oamaru r.t 3.20, several checks were encountered on the road home, including one at Shag Point, taken by W. Justice (Buick), and one at the'town boundary, taken by R. Dickie (B. S. A.), who braved the elements to ensure everyone’s safe arrival.

The final- check, at the club rooms, was taken by D. Hardie, another-keen man, who, unfortunately, was unable to do the trip. By striking heavy rain and hail, the last 10 miles had been the worst, as far as the weather was concerned, many members remarking thkt there was more snow' on Mount Cargill than there was at Mount _ Cook, Altogether, the trial was a decided success, and the small number of entries was counteracted by tho good time enjoyed by all. The results vere very pleasing to competitors and officials alike, the winning cyclist, E. Jones (Ariel) only losing 42 marks and the winning car driver, T. Y. Turner (WolseTey) losing 1 26, while the highest number lost by a car was S 3. A word of praise is due to the officials, who, under the direction of C. H. Bingham (supervisor), conducted the contest. TOLD AT THE WHEEL Judge (in traffic court): “ I’ll let you off with a fine this time, but another dav I’ll send you togaol.” _ . Driver: “Sort of a weather forecast, ell .Tudgef*“ What do yorf. mean?” Driver: “Fine to-day—cooler tomorrow.’’ . - . ‘

NATIONAL OPERA COMPANY. HO VBSIT TO HEW ZEALAND FINANCIAL DIFFICULTIES TM CHEAT Tho financial set-backs, suffered by; Sir Benjamin Fuller’s national British opera company in Melbourne and Sydney have made it impossible for tlio tour of this brilliant band of singers to be extended to New Zealand, as originally planned, Sir Benjamin Fuller told a Christchurch ‘ Press ’ reporter. . The company has now been disbanded, and many of the singers have returned to England. Sir Benjamin, however, has retained the splendid wardrobe obtained from New York and the stage scenery imported from England, and does not intend to lose sight of the possibility of reviving bis plan to found a permanent national opera company for Australia and New Zealand. . . ... The company, which included inany world-famous singers, provided a wide repertoire of operas for 26 weeks, first in Melbourne,' then in Sydney, .and again in Melbourne. It was a considerable financial loss, due, Sir Benjamin, said, largely to the opening Melbourne season clashing with the inany_ attractions of the centenary celebrations. In Sydney wonderfully good 'support ' was received, and On the return to Melbourne some of the. initial losses were recouped. Sir Benjamin is philosophic about the loss' “T liave taken two previous opera companies to Australia and did well out of both, so I am only giving back a little of what I. gained,”, he said.

COST WOULD BE £2,500 A WEER. The tour of the company was agreed by all the critics to be a notable contribution to Australian art, and Sir Benjamin said that he was_ satisfied to have done something in this direction.It is not generally known that Sir Benjamin’s, enthusiasm for opera dates from his very young days. He was a member of the chorus of the famous London Covent Garden Opera House when the great tenor. Jean de Eeskc, sang there. To bring the same > company to New Zealand, Sir , Benjamin told the reporter, would cost £2,500 a week, compared with the £l,lOO or £1,200 which the Italian companies winch came to New Zealand. under the Fuller Brothers’ auspices cost. The principal tenor of the last Italian company received £6O a month for an unlimited number of performances, while the principal tenor in his British company in Australia received £SO for each of three performances a week. Before the first performance the rehearsals of the ’ musicians alone, cost £I,OOO. """ "SMATEUR PRODUCTION.

It had been suggested, said Sir Ben* j amin, that the company might be conducted in New . Zealand largely by arnateurs, but while he was sympathetio toward any move that would .enable New Zealanders to have more opportunities of hearing grand opera, he could not but emphasise the difficulties of the scheme. Great care had to be taken in the selection of principal* —they must have a wide repertoire, for the public wanted a wide choice to indulge their personal tastes. The organisers must be prepared to. pay, for the rehearsals and , to. meet all kinds of unexpected demands. For instance, Sir Benjamin paid £9OO in. sales tax on the wardrobe he imported from the Metropolitan Opera Hons# in New York.

He thought that there was no likelihood of a tour of New Zealand by aii opera company on the scale of that of his. recent venture without fairly substantial guarantees or Government subsidies. There was distinct hope for the revival of his scheme for a national opera institution in Australia through the activities of the Australian Broadcasting Commission, said Sir Benjamin. The commission recognised the great cultural value of the opera, and paid £2OO a performance for three performances a week during the recent pany's Australian season. Ministers of the Government, too, were very favourably disposed toward the scheme t« found a national opera company. OPERA IN ENGLISH.

The experiment of nrody-|i’*», the Italian and German operas in English had been entirely suicessfu;, sa... Mr Benjamin. There had been some opposition at first, but after a while it was accepted as a matter of course*The operas were made much more intelligible to the big majority of tha public by this means, and, it was only in accord with the practice of other great musical ■ countries. In Germany. Italian operas were sung in German,and in Italy German operas were sung in Italian. The German opera, of which Australia and New Zealand heard so little, was wonderfully popular, and when a plebiscite was taken' by the Australian Broadcasting Conimission to decide the popular choice for the last opera of the company’s tour, 90 per cent, of the voters favoured Wagner’s ‘ Tristan and Isolde.’.