MOTORDOM

Greymouth Evening Star, 13 July 1934, Page 11

MOTORDOM

NEWS OF THE ROAD

(By

“Gearbox” )

OFF-SIDE RULE.

OBSCURE LEGAL WORDING.

Introduced into New Zealand from other countries four or five years ago, tho off-side rule, like many other rules and regulations, is little understood by those whom it most affects. “As a motorist of 20 years and an adjuster of motor accident claims for 13 years, I am still in doubt as to the legal interpretation of .this rule,” writes a. wellknown insurance adjustor. “It is reasonable to assume the other 199,999 motorists in New Zealand are also having troubles of their qwd. Obviously motorists cannot obey these regulations unless they understand them, and the police and our Courts cannot justly enforce them. ’’Regulation 11, paragraph 13, off-side lulc, reads: ‘Every driver of a. vehicle, when approaching any intersection, flic traffic of which is not. for thp time being controlled by a, police officer, traffic inspector, or the presence of a compulsory stop sign, and to which any other vehicle (inclusive of tl’aius) is approaching, so that if both continued on their course there would be a possibility of collision, shall, if such vehicle % (being other than a tram) is approaching from his right, or if such vehicle (being a tram) is approaching from t.ny direction, give way to such other vehicle and allow the same to pars U loi-e him, and, if necessary for that purpose, stop’ his vehicle, and no driver of a vehicle shall increase the speed of his vehicle when approaching any intersetion under the circumstances set out in this clause.’ Briefly, if there be possibility of a. collision, the vehicle approaching on the other driver’s left shall, if necessary, stop.

STREAMLINING. Modern streamlining as a factor in automobile design has been a subject of heavy exploitation on the part of many companies producing new models for 1934. No line has been drawn, however, between its practical value to a car owner as distinct from style application built in for fashion reasons. Consequently, the person who reads motor car advertising literature is confronted by an almost endless string of coined words, all of which go back to the key word — streamlining—for their origin. Thus, to mention a few of them, we arc told that bodies for this / year’s ears exemplify airstream, slipstream, aerostream, windstream, aerodyne, aerodynamic, airflow or airfoil lines. Streamlining has become a. very definite style vogue finding expression in laiiroad trains, airplanes and steamships as well as in motor cars. The operating conditions for each of these means of transport are so different that each must be considered on the basis of its own indidividual circumstances.

As far as motor 1 cars are concerned, streamlining does not give any substantial economies in first cost or in operating cost, in the opinion of some (Vi’ the leading American engineers. It might be assumed that weight and cost, would be reduced by the use of a smaller 1 power plant for the streamlined object . In a modern motor car, however, the ability to accelerate rapidly or quick “pick-up” is an important. consideration, and the power required to accelerate is largely independent of the shape of the object.

If we were willing to accept an imr.ortant decrease in the ability to ac’ cderate, there would be some gain in economy and a smaller power plant would become possible, but in their opinion the saving in the first cost of the chassis would probably be largely offset bv the increased cost and weight of the streamline design of the body. Thus the most than can be expected in efficiency under present conditions. they maintain. is a siightly higher maximum speed, all other condii’ons being the same.

r ON BUYING A NEW CAR.

POINTS WORTH REMEMBERING

Numbers of affluent: owners use small cars of high quality in preference to larger types. They find that with such vehicles they can maintain fast touring speeds, the accommodation is ample, and upkeep is simplified. Those whose purse is limited might well take a lesson from such examples, which are the more convincing in that costs of maintenance are not a first consideration with the users. A model which is adequately roomy, but not unnecessarily commodious, should be chosen, with the knowledge that all current makes are generally dependable and capable of sustained speeds which would satisfy everyone, but a recordbreaker or “stunter.” It might be that with smaller models more gear-changing is demanded, but the “revs.” are always there, and even in a “baby” car one can travel over bad country roads at an excellent speed. When taking delivery of a new car tho purchaser is well advised not to be curried away by enthusiasm or excitement, but to proceed about the business with the same calm deliberation that he would display in buying an article of apparel or a house. He must not let his natural inclination to be at the wheel overcome his business caution.

First of all, he must not procrastinate about insurance or make good resolutions for the morrow, _ but determine not to drive a car until an ample cover has been secured. It is but common sense to check all parts of the vehicle and tho tool kit, too, when it is accepted. The motorist should insist that a manufacturer’s instruction book is supplied, and should also ascertain exactly what warranty is offered. The duration of the distributor's guarantee varies, and in respect of tyres and certain accessories the factory warranty might not apply, but such components are covered by the special warranty of the firms concerned. During the currency of guarantee the car should be submitted to the distributors whenever any fault develops, or if its perfurinanace does not come up to expec-

tations. In the selection of a new vehicle price is the predominating factor, but when a fairly wide margin of purchasing power exists the buyer should ask himself whether he is “buying for keeps” or will wish to exchange his purchase after two or three years for a, then latest model. Service and good perfornian’ce count, states an oversas motoring correspondent, , and market depreciation often outruns intrinsic deterioration unless a high-grade and luxurious vehicle is retained for a number of years. The individual must strike for himself the happy means between cost and quality, but in all circumstances he would be unwise.to buy a model which is not appropriate to his requirements. The purchaser cannot expect sympathetic consideration of his claims if he has not obeyed the instructions relative to quiet driving and lubrication during tho running-in period, and his first, duty should be to study and digest the lubrication chart of the car and see that its instructions are duly obeyed. It is a mistake to lend a now car to a friend without impressing upon him the need for driving at velatively slow speeds, and the aim shou.u be never in any circumstances to open the Uirottle too wide, but if the load is too great, to change into a lower gear. Before the expiration of the warranty, and specialy if small faults have been noticed, the ear should betaken to tho distributors or agents so that final gratuitous adjustments can be made.

ROAD CLEARANCE. The problem of building a chassis which is well sprung for so-called “colonial’’ road conditions is one that, has for long intrigued manufacturers in all countries. The demands of Australia and New Zealand in that feature nlTord a. good example of the ideal which has been attained by many producers, and to which some others might give more heed. Owing to the development of city and arterial

roads, one can travel in the greates comfort in a car whose road clearanc< and springs have been built to give th< best results on perfect concrete am bitumen surfaces. But sometime! when such a model is driven ovei country tracks the owner meets wit! sad disillusionment. The springs which carried him well on (he main highways are far too responsive, and he has, so to speak, “to watch his step” whenever he is obliged to run along the ruts of the road, or the car must be straddled across some small obstruction such as a stone or low stump. The ground clearances specified are in most cases apparently adequate for erdinary requirements, but if the springs are too flexible there is often the danger that some part of the chassis will foul the road. A motorist who covers many thousands of miles of country road every year and who recent] v returned from a long tour made in a large 1933 model, reported that, although the car ran faultlessly on good roads, there was inevitable trouble and inconvenience wherever side tracks or rutted black soil country had to be travelled. The springs were so flexible that often the passengers had to alight to allow for safe ground clearance. Some distributors are aware of this difficulty and frequently advise the installation of supplementary spring leaves, and it might be advised that all motorists who find that their cars cannot be taken over rough ground without risk should adopt that remedy. Such a precaution is particularly desirable when the vehicle is often called up to carry a full or excessive ■load over bad roads.

ELIMINATION OF FUEL KNOCK.

Fu.el detonation .(knocking) is a phenomenon which is damaging to the engine. It places an undue stress on the bearings, impairs the useful life of valves and spark plugs and may give rise to dangerous temperatures causing warped valves, scuffed pistous and scored cylinders. Many factors contribute to the problem of knocking. The shape and size of the combustion chamber, compression ratio, the location of spark plugs and valves, and the temperature of the engine all have a share. But the fact remains that, given the same engine and the same operating conditions, certain fuels will cause knocking and others will produce knock free operation. The behaviour of fuels depends to a great extent upon the crudes from which they arc derived and the method of refining. Modern engine

design, however, calls lor fuels with higher anti-knock properties .than can be produced by ordinary methods of refining. The problem of producing such fuels has engaged th,e attention of leading petroleum scientists. The discoveries of Midgley and Boyd in America in the field of chemical antiknock agents are now well known, and these were followed by the research work of Dr. Graham Edgar. Dr. Graham Edgar discovered that in the Octane group Nature has supplied a most valuable knock suppressor. Octane is a hydro-carbon found in the natural state of natural gasolines. Some natural gasolines contain only a trace and others, principally from the Baku Oilfields in Russia, are rich in Octane. Dr. Graham Edgar's research led to the adoption by the Petroleum Industry of the Octane scale as the universally accepted standard by which anti-knock qualities are valued. In U.S.A, where Octane is not available in commercial quantities in a natural state, it is manufactured .by expensive laboratory processes for use as a standard for testing “detonation ’ characteristics of motor spirit. In addition to Octane —which is a natural knock suppressor, certain chemicals have been found to reduce the knocking tendency of petrol. In the preparation of these chemicals for addition to motor fuel, special provisions are made to prevent the deposit of metallic compounds in the engine. The Octane rating of a petrol is now the recognised index of its anti-knock qualities, irrespective of whether those qualities are the result of the Octane content of the fuel or due to the addition of chemical knock suppressors. The high efficiency of the present day petrol engine is due to the intensive experimental work by engine designers and the research work of petroleum scientists, and a close degree of co-operation between the two.