MOTORDOM

Greymouth Evening Star, 1 June 1928, Page 4

MOTORDOM

NEWS OF THE ROAD

(By

“Gearbox”)

i CONSTANT AIR HEAT.

A NEW DEVICE

One of the factors which enters very largely into the good or bad running of an engine is that of the temnerature of the air passing through the carburettor and into the engine. This problem has caused motor engineers a. great, deal of thought in recent years and various devices have been (tried to ensure the air entering the engine at a reasonably constant temperature. An English engineer has now come forward with a most ingenious, yet simple bit of mechanism that will ensure the air entering the carburettor at its most efficient temperature, that, is, about 100 degrees Fahrenheit. The device is worked by a thermostat which, automatically con trols two valves placed in the inlet pipes, one leading from the atmosphere, and the latter, of course, passing heated air. The device is termed the Autostat ,and experiments with it. have proved unexpectedly that with its aid the problem of equable distribution of the mixture to the inlet valves of six and eight cylinder engines from a single carburettor is made very much easier of solution. The difficulty of obtaining a suitable compromise in jet. settings to give full power with reasonable economy is much reduced. The Autostat device consists of an aluminium box, which is adapted for bolting to the air, and two throttle valves controlling them. •One inlet simply communicates with the atmosphere, whilst the other is intended for connection with an exhaust heated muff or some similar device, which will provide air at a fairly’ high temperature. Within the box there is a bellows thermostat, containing an expansible, liquid, which is coupled by mqans of a slotted lever to a rod operating two throttles. When the engine is started, the throttle in the cool air intake is wide open. But so soon as the temperature of the air passing to the carburettor tends to exceed a figure of about 100 degrees Fahrenheit, the thermostat comes into operation, gradually shutting down the hot air supply and simultaneously opening the other throttle to permit cold air to enter. Thereafter the pro portions of cold and hot air admitted are automatically controlled by the thermostat in such a way that the mixed supply passing to the carburettor is maintained at a constant temperature.

NEW MOTOR FUEL.

VIRTUES OF TETRAETHYL.

Ethyl, the new and much-discussed motor fuel in England, has now been made available for British motor vehicle owners by the\ Anglo-American Oil Company. This new fuel is an ethylised brand of petrol. The ingredient in this fuel, which, it is claim-, ed, overcomes the propensity of highcompression engines to “pink” or “knock,” is tetraethyl—a colourless compound, made from alcohol and lead, and, though twice as heavy as petrol, readily dissolves in the latter in all proportions. The proprietors state that the new fuel is the result of scientific and chemical research and tests carried out over a period of some 15 years. To many the name “Ethyl” may have little or no signifi•cance, or at the most signifies a property which eliminates engine knock or “pinking” experienced when running on ordinary fuel spirits, particularly when starting with a heavy load and with the ignition too far advanced. Whilst the ability to eliminate knocking is undoubtedly possessed by this new fuel, and constitutes its chief claim, the composition of ethyl petrol is designed and claimed to afford other advantages. By virtue of its ability to eliminate knocking, it will be easily realised that certain additional dependent advantages a’ro gained. In the first place, it. renders the formation of carbon innocuous, so that it is unnecessary to have the cylinders decarbonised —a cause of expense. In addition, as ethyl fluid neutralises the heating qualities of carbon, the increased compression due to the presence of the latter is conductive to higher volumetric efficiency. Thus it is claimed that more power is produced, particularly on hills, so that gear changing is reduced with resultant fuel economy. It is stated also that by the use of the new fuel an engine will accelerate more quickly. It is also claimed that ethyl fluid requires no special carburettor setting, no special mixture or heating devices, nor, it is stated, does it affect rubbeir, paint and cellulose finish any more than ordinary petrol. Whatever merits a new motor fuel may be said to possess, motorists as a whole are not easily inclined to test it. Yet its recent introduction into Great Britain by one of the leading motor spirit importing companies should be sufficient guarantee of its suitability as a motor fuel for general use. A motor fuel less prone to “pinking” than are some brands ,at present in use, if satisfactory in all other respects, is desirable. If out. of the travail which appears to have resulted from an attempt in this direction fuels which will more efficiently meet the present and future needs of motoring are evolved, so much the better for motorists. “PALE HANDS” FOR GIRL MOTORISTS. The girl who runs a car or a motor cyclists apt to despair of ever possessing lily-white and eared-for looking hands, for there is always something to be.done to make them grimy and rough. Of course she can put off doing dirty jobs until there is someone else to help; but it is much more satisfactory to treat the hands before “tinkering” with the engine. It may be possible to buy a preparation to rub on the hands which makes the dirt very easy to remove but in an emergency a. little engine oil rubbed in before starting work has the same effect. All lady motorists are in danger of having jet-tipped finger nails, and before starting on a run or doing any work.on the engine it is a .good plan to. scrape them on a cake of coap. This facilitates later work with the nail brush. Cold cream or oil should be used in, preference to glycerine preparations. And the golden rule on a return from, a run. is to wait ami warm the hands before washing, or purple, swollen hands will result, and the “pale hands” will be further away than ever.

WHEN THE LIGHTS GO OUT.

HEAL “ELECTRIC SHOCK.”

There are many disconcerting things that can happen to a motor-car from the novice's point of view, but possibly the worst is the sudden failuire of the lights while driving at. night. Frequently’ the failure arises from a simple cause, but very few owners indeed have any’ knowledge of the electrical system of a car: and they are stranded, helpless, until as’sistance arrives. The best thing to do is to see that the lighting system throughout is kept in good order. Except by accident or neglect the conditions which cause sudden failure of the lights are not very likely’ to arise. In the lighting system the battery’ plays a very important part, or rather two parts, as it has a dual role to perform. It not only serves to provide in effect, a store of electrical energy for starting and lighting when the dynamo is not running, but it acts as an essential electrical governor to the dynamo when it. is running. If it fails in this function by’ becoming disconnected from the dynamo the voltage of the latter immediately, rises and as likely’ as not all the bulbs burn out. It is not possible to guarantee, that the dynamo fuse will act quickly enough to save the bulbs from a burn out. Even so, if it does act it means that the lights are extinguished and both the fuse must be replaced and the interrupted battery connection made good to restore the lights thus causing considerable and, possibly, risky delay’ on the road. Of the two mishaps a complete burn out of the bulbs is, of course, the worse as now bulbs must be put in and attention given to the fuse and battery connection. It all emphasises the importance of making an occasional inspection of the battery connections, and in the case of single-pole wiring to see that, the frame connection from the negative terminal of the battery is always tight and in good order. Another matter is that many car owners are not sufficiently careful as regards dealing promptly with terminal corrosion. It is bound to result sooner or later in a bad connection, and instances have been known in which the positive cable has become corroded right through and broken. Actually, in the case of a modern battery any really heavy corrosion should be impossible, but, nevertheless, acid will get splashed out or acid spray will attack unprotected copper brass; therefore, this should be thoroughly’ well 'rubber taped and varnished and vaseline applied where the taping is impracticable. The safe motto is: Keep battery connections at all times in good order otherwise the whole equipment will be affected.

WASHING CARS.

KEEP WATER FLOWING.

The modern car treated with new paint and polish, should be washed immediately after it has become dirty. If mud is allowed to remain on the varnished surface more than a, day it is difficult to eradicate it. For the washing, plain water should be used,

neither too hot imr too cold, about 50 degrees F. being the proper temperature. A large sponge soaked in clear water, and then sopped against the surface so that the water trickles down is best. Never turn a stream of water at high pressure on the body. This will grind thick particles of sand and other grit into the varnish to the detriment of the finish. The idea is to float the mud or dirt off the surface. Soap should never be used on the body, except for removing grease or oil spots. A small piece of soft cloth, well covered with castile soap suds serves very well to remove grease from the panels. The hood should never be washed while it’ is hot, as this will result in discoloration. In. cleaning the radiator, send a stream of water from the rear instead of the front, to keep the moisture out of the mechanism. In drying the body a clean chamois-skin should be used, rubbing being done in straight lines It spots of tar or road oil are found on the body, it. is best to treat them with butter. The butler softens the deposit so that it may be wiped off easily.

BAD TEMPER,

RESPONSIBLE FOR ACCIDENTS

In an analysis of highway conditions an . American traffic authority lays stress on the relation of mental conditions towards motor accidents. “Bad temper, in the sense of annoyances, causes a large number of breaches of traffic rules and a fairly large sprinkling of accidents.” he says. “Temper enters into motor vehicle driving just '•» eyesight or hearing or any other qualification which particularly fits an operator to meet emergencies. The driving of a motor vehicle is particularly an activity which calls for give and take. In order to be considerate it is necessary to be oven-tempered. The driver must not start with a pessimistic point of view and the attitude of mind that the world is against him. In many instances situations which have affected his temper are prior to traffic emergency, and because they have upset his equanimity they have caused him to be less lit to operate. Consequently when an emergency arises, if the conditions constitute extremes, he is not his normal self, and so not ready to meet it, and a breach of law or accident results. A man arises in the morning. The day is bright and smiling. His breakfast is good. Everybody is happy, and he starts to go to work. When he gets to the garage he finds a tyre down. He fixes it, but gets hot, uncomfortable, and loses his equanimity. By the time the change is made he is late for various important appointments, so he starts out in a hurry, rushes past traffic signals if he thinks he can get away with it, and is generally in a frame of mind where the day is utterly ruined. In such a state of mind il is an exception if he does not cause trouble. Often as a. motorist, gets into the traffic of the day this, that, or the other little incident, usually unintentional, on the part of some other person, will arouse his temper. Where this happens it might almost be classed with the subject, of distraction. For it a man loses his temper to such a taken up by being ‘mad’ than it is by his necessary driving actions, th' n he is, momentarily at least, in an abnormal state of mind. Philosophy is the only cure for it. The average

person 'going on the highways knows in anticipation of every way's w-p-k that there will be occasions when, ’f he allows himself to be upset, he will be upset.” TOO RICH. “Let me help you!” cried the polite lorry driver, as he pulled up beside the stranded flapper motorist. “I. can’t get the engine to start. A man who stopped told me it was only the mixture was too strong and he could not: wait." Ten minutes of futile cranking left the helper exhausted and leaning on the wing, looking dejectedly at the engine and wishing he had not waited either. “I suppose the mixture can’t be 100 strong now. can it?” asked the sweet young thing. “I got some water from that cottage and poured it. in there” — (pointing to (lie carburettor) —“where 1110 petrol goes. Shall I get you some more?” C(?N C E R NIN G MAGNET O S. Don’t run the engine with a plug wire disconnected, you many ruin the insulation. Don’t, swamp the magneto with oil, two ((r three drops of good oil once a week are sufficient. Don’t oil the contact breaker. Don’t use an oil-can with dirt on the spout. Don’t file the contact breaker to prevent, the spindle turning when tightening up the nut of the driving coupling. Don’t fail to see the earth wire is not. making a. short circuit. Don’t hang the plug cables on the exhaust pipe. Don’t replacf! plug wires on the wrong terminals. Don’t tamper with a magneto unnecessarily—the fault is usually some where else.