MOTORING AND MOTORISTS

Evening Star, Issue 22383, 6 July 1936, Page 13

MOTORING AND MOTORISTS

rate of engine wear due to absence of dilution of the engine oil. The perfect combination for starting, more power, and better engine protection during the winter months Is therefore petrol of high volatility and engine oil of correct fluidity.

by *' Radia to r”

LIGHTIMG-'JP TIMES

To-day 5.6 Tuesday 5.6 Wednesday ••• 5.7 Thursday 5.6 Friday *>■» Saturday ••• 5.10 Sunday ••• J - 11

IGNITION TROUBLES

TH£ LWICAL SBLHTIINS While technical knowledge is essential for the diagnosis of many mechanical and functional troubles, it is remarkable how far an ordinary acquaintance' with engines and their, method of working, plus a little ordered thought, will take one. Consider, for instance, the number of people who will take out and examine the sparking plugs to find a reason for a sudden refusal to start, when the exercise of a little elementary logic would enable them to realise that for plugs be the cause would involve the million-to-one chance that all of them had gone wrong simultaneously. Take a missfire and let us see what can logically be learned from ordered observation. . ... If it is confined to one cylinder it will be clear, to commence with, that it cannot be due to the disorder, of any accessory or part which supplies the whole of the cylinders. Carburation can be cut out, and the contact breaker and condenser are similarly absolved, because any troubles here would obviously affect the whole of the engine. If it is confined to one cylinder it can only be due to a plug, faulty high tension, either lead or distributor, or a sticking valve. To differentiate is easy. First, as regards the plug itself. Remove the doubtful one, reiHacidg it with one of the others, or a spare. If the trouble proves hot to be the plug, we are left with defective H.T. or sticking valve; which is it? The 'last mentioned is instantly settled by listening to the carburetter hiss. ... , So much for one misfiring cylinder; but supposing two are missing, what then? This is very easy, for plugs, valves, and H.T. leads are automatically cut out as probabilities because the coincidence or two independent members going wrong wt the same time would be too great. It is true that such is possible, but it is most improbable, and one must look to _ the distributor or contact breaker if it is coil ignition, but not to the condenser, because that would affect' all of the Cylinders.

SUMMER UNDER THE BONNET

There is no reason why .the motorist of to-day should not travel with the same comfort and economy in the winter time that he enjoys during the summer months; no reason why, with winter in, the air, there should not be summer under the bonnet. The antidote is both simple to apply and economical in operation. Drain the crankcase and refill with the correct winter j;rade of high quality lubricating oil .uid use a petrol of high volatility* Motor manufacturers advocate chang.ng over during the winter months to a winter grade oil, an oil which has greater fluidity than the oil recommended for summer, motoring. Temperatures in the crankcase are much lower in winter, and, therefore, _ the engine oil must be more fluid to circulate quickly and give thorough protection immediately the engine starts. Heavy oil wastes petrol' and power, makes starting difficult, and drains the battery. . As much as half a. horsepower is lost by. using a heavy oil in winter time, power which would otherwise be available) at the driving wheels, and power which consumes petrol and adds to the/running cost.' Oil of the correct winter fluidity will help greatly in starting, but only the combination of such oil and a petrol of correct volatility for winter will give that split-second start which is so desirable. Volatility in a petrol is the measure of its ability to turn into a vapour. Some petrols are heavier than others, They do not vaporise completely under winter conditions. At starting, excessive use of the choke is necessary before the engine will start. The less the choke has to be used the better, ft wastes petrol and also sucks liquid petrol into the cylinders, much to the detriment of the engine oil with which it mixes. Correct volatility means a split-second start, easier getaway, better acceleration, less choke, and lower

" HO PETROi "

The best car made will not run without petrol. Failure of the petrol supply is sometimes a baffling defect, even for a skilled car mechanic. Should such a mishap occur on a wet night, the motorist who habitually carries an. inspection lamp or electric torch and a piece of waterproof sheeting in the car will have good reason to bless his forethought. Vacuum tanks and fuel pumps are very dependable, and generally it will bo found that the fault is a simple one that can be put right quite easily. But diagnosis is the great problem. Should the engine suddenly cut but it might be expected that the ignition was just as likely to be the culprit as the carburettor or the petrol supply, but when the stopping of the engine has been preceded by wheezes, backfiring, or intermittent .running, it is more probable that the ignition is innocent. In such circumstances the only course is to examine every part quietly and progressively, gradually eliminating this and that possible cause. Sec first of all if the float chamber of the carburettor is well supplied with fuel, [f that is the case, then the jete should bd looked to and l blown clear. But if the float chamber is empty, then the vacuum tank or fuel pump must be looked to, provided always that there ig an adequate amount of petrol in the rear tank, and the air vent has not become obstructed.

It is at this stag© of the examination that much loss of time and exasperating probing can frequently be saved. Disconnect the union of the pipe leading from either the vacuum tank or fuel pump to the carburettor. If the vacuum tank has not been starved the petrol will flow freely from it, and if the pump is drawing the proper supply it will spurt fuel when the engine is cranked! by the self-starter. If there is a good flow it is apparent that either the pipe to the carburettor is clogged, or, but less likely, the mechanism of the_ needle valve in the carburettor has jammed, or the float is punctured and top-heavy. If the pump or vacuum tank.refuse to deliver petrol it is not necessary to assume that they are defective. Not a few motorists overlook the possibility that the main tank might be empty. Another and most perplexing fault is the starving of the vacuum tank or fuel pump because there is no inlet for air to the rear tank. The cap of the main tank has either a small hole drilled in it or provision is made for air to pass through the underside of the cap. If the small inlet becomes clogged the engine might run for a few mues, and then exhibit every symptom of being starved, since no air can flow in to replace the petrol drawn off. In due course the vacuum effect in the main tank is so pronounced that the suction of the engine will not overcome it.

A quick way to determine whether or not such a fault exists is to remove the filler cap and prime either the carburettor or the vacuum tank with petrol. The engine should then start easily, the flow of fuel will soon be established again, and there might be no further trouble.

THE OIL ENGINE

AN ENNLIBN MffNECY In two years all London's buses will be running on oil, and in five years one-eighth of the total commercial vehicles in the major countries of the world will be oil-engined. These prophecies were made by Mr G. Mackenzie Junner in a paper on thfe- oil engine, which he read before the Royal Society of Arts recently (reports the ‘Daily Telegraph’). The grept advantage of the oil over the petrol engine, said Mr Junner, was its fuel economy. But the oil engine costs more to build, and its use was advantageous only for large loads and big mileage. The number of oil-engined passenger vehicles in England had risen from 2,898 in 1934 to 5,541 in 1935, and the number of goods vehicles from 4,317 to 5,429 —a total increase of nearly 11.000 vehicles.

Consumption -»f oil fuel in this country had risen from 150,000 gallons in 1930 to 38,000,000 in 1935. He regretted that the Chancellor of the Exchequer had raised the tax from Id to 8d a gallon, “ just at a stage when the engine should have been encouraged and not discouraged.”

j For aeroplanes, Mr Junner said, oil engines lessened the risk of fire, were less liable to troubles, and were remarkably economically in fuel consumption at all speeds and heights. The advantages of the oil engine for railway work, Mr Junner declared, were high average speeds and low running and maintenance costs. An example of an oil train was the Flying Hamburger, which carried 102 passengers non-stop between Berlin and Hamburg, a distance of 168 miles, at ' an average speed of 77.4 miles an hour. | In England the Great Western Railway now had 17 oil-engined rail cars running 20,000 miles per week. The Great Northern employed .oil-engined articulated rail cars carrying about 160 passengers.

DESIGN WEAKNESS

POOR CAR VISIBILITY The parking guides now seen on so many mudguards emphasise a weakness in the design of modern cars. Frank criticism of this aspect of motoring was offered recently M r 0. T. Kreusser. head of the Chicago Museum of Science and industry. said: “ We still insist on designing on" cars for the sake of style—with less vision in all directions. Even a giraffe, such as X am, can no longer stretch ■ his neck to see the near fender, to say nothing of the starboard one. And as for rear vision to-day—that’s .just out except for picking np headlight glare from the car behind/’

AUTOMATIC CARS

A FUTURE IDEAL While public attention has been focussed on the externals of motor car design in the form of new body lines, all unperceived the chassis designer has been slowly but surely approaching the ideal of the automatic car, and this year at the London Olympia there was at least one model in which the driver can sit back and steer. The motor car has for long, of course, embodied various automatic features; these include Ackermann steering, which automatically gives the correct inclination for each front wheel for steering round any curve; the differential, which provides the drive while allowing the rear wheels to rotate at different speeds when cornering; pump lubrication of the engine (at one time drip feeds had to be adjusted by hand) ; automatic carbuyetion, and the electrical cut-out which prevents the battery discharging through the dynamo. More recently the ignition advance and retard has been subjected to automatic control, the cooling system has similarly benefited by the introduction of the thermostat to maintain a constant temperature in the system. Automatic return direction indicators have also been generally adopted, and now the dynamo charge is automatically' adjusted by compensated voltage control to meet the fluctuating requirements of the battery. In all these directions the driver has been relieved of various operating responsibilities by the ingenuity of the designer, but undoubtedly the highest step of all toward simplified motoring is the development of automatic gearchanging systems in which gear selection is automatically effected in exact accordance with exigencies of any particular occasion, while, if desired, the driver may modify the ratios by fingertip control. Every modern car possesses a noiseless and fool-proof transmission system -self-changing gear-boxes, synchromesh cones together with free-wheels, and automatic types of clutch have made this possible. The modern driver can concentrate solely on the' road without the worry or distraction once brought about by the risk of clashing gears or the necessity of pumping oil and petrol to the engine.

DIRECTION INDICATORS

Are the direction indicators on your car in good working order? Can you rely on them always doing their job? Although direction indicators have attained a high degree of reliability, they are not infallible, and readers are warned that the confidence placed in them should not be allowed to override _ the desirability of applying the routine tests which even - careful motorist gives to the equipment of his car. Cases have occurred in which a motorist, when making a turn, is under the impression that the necessary signal is being given by tho indicator of his car, when actually no signal at nil is visible, owing to the fact that the indicator is out of order.

The R.A.C., England, advises all drivers to test their indicators before setting out. on a journey, to 'make certain that they have not been tampered with and are in good working order. It_ is also well to remember that in bright sunshine the indicators cannot always be seen by drivers of oncoming vehicles. In these circumstances, it is usually safer for the driver to signal his instructions with his arm.

A TIP ABOUT HEADLAMPS

The folio wing is a useful suggestion to car owners whereby an improvement in the light given by head lamps and side and tail lights may bo obtainable.

In time a considerable amount of dust finds its way. into the interior of all lamps, and a certain quantity settles on the reflector, thus reducing the volume of light to a surprising degree. To remove this dust the front glass of the lamp should bo removed, and the reflector wiped over with a good chamois leather, and repolished with finely divided rouge. The greatest care should be exercised in wiping the reflector, to avoid scratching the surface, which is usually very highly polished, and, therefore*, easily damaged. On no account should metal polish be used for repolishing. While the lamp glass is off the inside surface should be _ washed with warm water and soap, rinsed in cold water, and thoroughly dried before replacement.

WINE FOR MOTOR FUEL

A recent visitor to Home states that ho was puzzled by the smell ol wine which pervaded the streets. It was particularly strong in the Via Condotti—the Roman Bond street. He thought somebody must _ have emptied hundreds of casks of wine in the city until a head waiter solved the mystery. It appeal's that the smell comes from the cars, which are now running on a mixture of petrpl and wine. r lhe Via Condotti is narrow, so the fumes remain longer than in broad thoroughfares. In certain parts of Italy, where the wine is poor in quality, growers cannot get even 3d a pint for last year’s vintage. They are only too glad that the Government buys it to mix with petrol. The mixture costs 5s 2d a gallon. Drivers find that the new “ anti-sanc-tionist fuel ” goes half as far as imported petrol of pre-Ahyssinian War days.

THE OVERDRIVE SYSTEM

FITTED TO 1930 CHRYSLER The first Chrysler-built car to incorporate the overdrive and free-wheeling system is the new Chrysler 193 C airstream touring sedan. To adequately describe the thrill when the overdrive cuts in at 45 miles an hour would ho difficult, hut there is a feeling of sailing over the road in absolute comfort with no noise from the engine itself. The principle involved allows the car to travel forward at the same road speed, but with the speed of the engine cut down by approximately half. The advantages of this are obvious in a car which can safely maintain a sliced of about 00 miles an hour in absolute comfort and security. Incorporated with the free-wheeling, which incidentally allows for dutchless gear change, travelling becomes very economical. Engine wear is also consequently reduced by the slower speed of the engine. The latest streamlining principles arc expressed in the shape of the body. The radiator shell is of stainless steel and enamel designed to accentuate the streamlined appearance. The body of the car, solidly built of steel and welded into one unit, is bolted directly to a frame of exceptional strength, so tliat the two serve to strengthen one another. The combination of new frame design and direct body mounting lowers the whole body one inch, adding greatly to stability and roadibility. Ruliher pads completely insulate the body from the frame. At no point whatever are the body and the frame in actual contact —thus road noises cannot he transmitted through the frame to the body to any great extent. Another contributing factor to riding and case is an improved synchronised springing. There is also a new mounting of the sway eliminator. Built on the same length chassis as the 1935 model, the 1936 Airstream appears to be many inches longer. Through a rearrangement and redesigning of the interior, three inches more width in the rear seat and in the front compartment have been provided. Within the body itself there_ is an increase of four and a-lialf inches for passenger space. This has been made possible by moving the dash hoard forward and by redesigning the rear panel. Several important improvements in the ventilating system permit a _ scientific, circulation of fresh air to suit the individual passtfnners. The luggage compartment would comfortably hold two adults. ■

MOTOR CYCLING

FIXTURES July 18.—Treasure limit. July 21.—Monthly meeting.' TOLD AT THE WHEEL NO TIME TO NOTICE, Bystander: “Did you get the number of that car that knocked you down, madam?” Victim : * “ No, hut the hussy that was driving it wore a three-piece tweed suit, lined with Canton crepe, ,ancl she hatl on a periwinkle hat, trimmed with artificial cherries.” ■ CLUB NOTES The treasure hunt, which will be hold on Saturday, July 18, will undoubtedly prove to be a very popular event. In past years, treasure hunts have been well attended and all those taking part enjoyed themselves thoroughly. Arising from the generosity of an annonymous donor, the committee is able to offer a well-filled wallet among the other prints. This should be a “ star ” attraction. Our older members will be interested to know that Mr W. M. Carson, who was a very active member, of the club before his transfer to Wellington, _is at present in this city. We wish him an enjoyable holiday. '

DEFENCE TOPICS

QUARTERDECK AND , PARADE GROUND [By Sam Bbowne.] NAVAL RESERVES COMMANDER FRASER TAKES OVER The Otago Division, R.N.V.R., assembled on Wednesday last, when the naval routine in connection with the turning over the command of the division by Captain E. F. Watson, R.N.V.R., to his successor, Commander F. Fraser, R.N.V.R., was carried out. On its completion Captain Watson was the guest of the wardroom officers, who made a presentation of a framed photograph of the officers of the division. In accepting the , presentation. Captain Watson expressed his appreciation and thanks to the officers for their assistance and loyalty during his command, and assured them that the photograph was accepted with pride and would take first place in his gallery of remembrances, and also that though ho might no longer be active in connection with the division his thoughts would always be centred in its welfare. NEXT DRILLS The division will resume its training nights next Tuesday and'Wodcnsday, when instruction will ho carried out by parts of watches in accordance with the revised syllabus as laid down by Lieu-tenant-commander- R. G. Connolly (executive officer). SMALL-BORE SHOOTING The range at headquarters will he available from 7 to-night for the continuation of team practice. The teams will he selected from the following, who are expected to he present;—R.O. Simpson, Ld.-Sea. Ogg, Ld.-Sea. Baskett, Yeo. Berryman, Yco. Collier. Sig. Peat, A.B. Beecroft, A.B. Partel, P.O. Elliott, A.B.W.D Dennison, Lieutenant-com-mander Connolly, Ld-Sea. Kerr. A.B. Meiklejohn, Ld.-Sea. Braiggs. P.O. Finlayson, A.B. Peterson, Ld.-Tcl. Bowler, Tel. Brown, O. Tel. Beaumont. Sig. Kerr. Sig. M'Kinlay. Ld.-Sig. Anderson, Sig. Wright, Ord.-Sea. Beaumont. A return match against the D.S.A. team has been arranged for to-morrow, and a team will bo selected on Monday after tho team firing. THE OTAGO REGIMENT PARADES RESUME TO-MORROW The annual conference of officers of the Otago Regiment will ho held in the officers’ club rooms to-night, when various matters concerning tho welfare of the unit will be discussed. Training will recommence to-morrow night at the Drill Hall. All ranks are urged to make every to attend the first parade so that they will not miss the preliminary instruction. PROMOTION EXAMINATIONS INSTRUCTIONAL COURSE FOR ENTRANTS A course of instruction for entrants in tho forthcoming examinations for promotion has been mapped out and will commence at tho Drill Hall on Tuesday evening. Entrants in tho examination for first appointment to commission will attend every Tuesday and Thursday evening in July, commencing to-morrow, under Lieutenant A. P. M‘Cormack, N.Z.S.C. k The subjects B2 and D2 (Military Law) will be in the hands of Captain A. W. Grevillc, N.Z.S.C., who will conduct a correspondence course. The instructor in subjects B 3 and D 3 (organisation and administration) will be Captain W. Pollard (R.N.Z.A., who will give lectures on July 16, 23, and 30. Tactics, operation order, and appreciations will be the subject of a lecture by Captain M. E. Johnson, M.C., N.Z.S.C.. to-morrow night, while Major K. L. Stewart, M.8.E., NiZ.S.C., will speak on Thursday night on air defence and defence against armoured fighting vehicles. Outdoor tactical exercises will be carried out on July 12 and 19.

NEW EQUIPMENT TESTED

EXERCISES AT AUCKLAND Exercises involving the use of soundlocators and the new mobile searchlight units were carried out by a detachment of the 'Royal New Zealand Artillery, in conjunction with officers of the Royal New Zealand Air Force from Hobsonville air base recently. The exercises consisted of locating aeroplanes flying at different heights in. the vicinity of the the military camp at Narrow Neck and holding them in the searchlights’ beams as long as possible. A straightforward course at a comparatively low altitude was followed by the pilot# on the first.night, but as tiro exercises continued they endeavoured to make the task of the men operating the searchlights more difficult. In the final stages the pilots were permitted to fly on irregular courses and at varying altitudes, and also to take advantage of cloud-banks to conceal their craft from the observers on tiro ground. The aeroplanes used for the exercises included a Hawker Tomtit and a do Havillan.d Moth, and various pilots stationed at Hobsonville took part in the hying.