MOTORDOM

Greymouth Evening Star, 12 June 1936, Page 4

MOTORDOM

NEW'S OF THE ROAD

(By

“Gearbox”)

CHOOSING A CAR.

SOME PRACTICAL ADVICE.

The first requisite when setting out, to buy a car, a point which is even more important than your price hunt is knowing what you want. That sounds almost too obvious tobe worth mention, yet neglect ot it is the commonest source ol disappointment. disillusionment, and waste oi Most people would not dream of choosing a hat or dress or suit o clothes, or a piano, or wireless set without either knowing to start with what, sort of article would suit them, or considering deeply what alternatives there are to select from, and which of these they prefer. But such people will march forth, cheerfully knowing nothing of the infinite varieties of car, and spend possibly halt the cost of a house on the advice ot the first glib salesman they meet. There is the story of the dear old couple who thought they would like to have a car to potter about in on summer afternoons. They ventured into a garage timidly; when they emerged they were the owners not of a baby tourer, which, though they did not know it, was what they really wanted, but of a huge seven-seater. It was “such a bargain’’ they could not resist it.

A strict price limit will not save you For instance, with a little more than £2OO you can get a brand' new eight horse-power saloon, or one or two different cars a year old, or any of an immense list of cars, open and closed, two-seaters, four-seaters, seven-seaters, of any power up to 40 or ">O, and any vintage back to the war. Price, indeed, is far from being the ruling factor in choosing a car today. The lower your limit, of course, the more limited your possible range

BACK SEATS USEFUL. Supposing you are in that happy and glorious position of being about to become a car owner, these are questions which should be asked. How many will the car have to seat normally? If you, are a pair, unencumbered, make sure before you decide on a two-seater that two seats at the back would not be useful on occasions, if not to give friends a lift, then to carry parcels when you go shopping or luggage on holiday. If you want only back seats for such occasions or for small passengers, then a four-seater drop-head coupe will do. But do not expect that type of car to carry four adults in comfort for long journeys. For what will you mainly be using the car? Closed cars cut off much of the scenery and air and pleasure of summer touring, especially among the mountains. But they are much more comfortable in winter and at night than even the best hood and side curtains. For all-the-year motoring the saloon (with sliding roof) rather than the open tourer is preferable, and the drop-head coupe is perhaps better than either. But the coupe must be well made, and it is advisable to bear in mind what has just been said about seating. When you have settled those two problems you will know whether you want a two, four, or five-seater, and whether it should be closed, open, or “all-weather.” All cars, chauffeurdriven limousines and racing cars excepted, come into those categories, so now you are delinitely on the way to making a choice, and will not waste time and energy discussing and inspecting types that would not be adapted for your needs. QUESTION OF COST.

How much are you going to pay? Here it is impossible to help, except to suggest that in cars, as in most other things competitively made, price and quality are fairly strictly proportionate and that, speaking generally, the more you pay the better will be your motoring. If you. can manage to buy new, your running costs should be much less than with a second-hand car, certainly in the first year, when expenditure on tyres, battery, and engine overhaul will be nil. On the other hand, for a low figure you can, with luck, buy secondhand a higher quality car in practically cqual-to-new condition. There is the further point, to be well considered, that a cheap secondhand car may be the most sensible purchase for the novice. He can learn not merely to drive, but how to treat a car.

Motoring opens up such unimagined vistas for most people. We nearly all “grow up” rapidly as motorists after taking the plunge into the big adventure of buying ou,r first car. The usual procedure is still to start with some very unambitious car and' thence in duo season to pass on to larger ,-vehicles.

Malic all the test you possibly can of the front, seats, the driving seat especially. You must have room for your elbows and shoulders. If the car is small, try it wearing your largest overcoat.

You must have room for your knees when sitting quite close to the steering wheel. You, and anyone else who will be driving the car often must be able to see over the top of the steering wheel without either tilting your nose or using a cushion, and when driving you must feel comfortable and not strained.

On these points more than on anything else will depend whether you finish a day in the car fresh or fatigued and stiff, and are able to enjoy to the full the delight of motoring. “AUSTIN MAGAZINE." The “Austin Magazine” for Alay is an enlarged number, and as usual profusely illustrated. Articles include those on safe-braking, scenery, speed-limits, and others of general interest to car-owners.

SYNCHRO-MESH GEARS.

SKILL STILL NECESSARY

Motorists of long standing deplore the introduction of the synchro-mesh and other forms of easy change gearbox, on the score that they eliminate entirely the need for any skill in driving. Prior to three or four years ago, changing gear called for not a little skill and judgment, and the ability to effect upward and downward changes silently and easily at any speed was the hall mark of the accomplished driver, and the man who mastered this quite difficult art looked UP 011 himself, with some reason, as being among the elect few who really could drive a car.

Now, however, motor-cars are very different, and there is not one made in which even the raw novice cannot change gear silently simply by pushing the lever from one position to another. And this is as it should be, for no matter how much satisfaction a driver with real sympathy for things mechanical derives from a clean change down with one of the old type transmissions, it must, not be torgotten that, after all, cars are built for the multitude, and as the mechanical aptitude of the multitude varies within very wide limits it is essential that, the need for real skill in driving a car be reduced' to the lowest possible amounj. Unfortunately the impression has gained ground, and it has been fostered to a certain extent by car manufacturers, that the gear lever can be slammed about from one position to another at any road speed (within the limits of the speed maxima of the lower gears) with impunity. So it can, and perfectly silent changes effected, but there is going to be put on the clutch and the transmission as a whole a very severe strain. Motorists should never forget that the only benefit synchro-mesh has conferred is the ability to operate the gearbox independent of the road speed and engine speed. Nevertheless, . if smooth, uninterrupted progression along the road is desired it is necessary for this agreement between engine and road speed to be maintained.

Before synchro-mesh was introduced, the only way silent ' changes of gear could be made was to so adjust the engine speed to the road speed, in a ratio dictated by the gear to which the change was being made, that the appropriate pinions in the transmission would be revolving at the same speed, and thus could be meshed together, and it followed as a matter of course that the car would proceed on its way smoothly and uninterruptedly.

In a way, it is unfortunate that silent changes can be made with synchro-mesh boxes whatever the relation between engine and road speed, because, although the old gearchanging bogey has been scotched, mechanical troubles in the transmission, this term including clutch, gearbox, universal joints, and rear axle, have multiplied. If the engine is running too fast for the road speed as a change of gear is made, when the clutch is engaged the car will take a leap forward. If the engine is operating too slowly, it will act as a brake and impose a very sudden retarding influence on the car. In either case, the strain is taken by the parts in the transmission, and if the car is subjected to too much of this treatment sooner or later some part willl tail.

It will be seen, therefore, that although the gearbox itself is foolproof, this 'fact does not remove the obligation on any man who has any respect for his car to drive with skill and judgment. Though it is not necessary to go through the involved and complicated process of double declutching necessary before the introduction of synchr-mesh, it is desirable to attune the ear to the sound of the engine, and develop some judgment as to its speed in any gear for any given road sped, and, when changes of gear are made, to adjust the engine speed accordingly. It is not at all necessary to be very exact, but it is essential that some judgment in this respect be used, and it will be found that the car will run much more smoothly, repair bills will be lessened, and the stamp of the accomplished driver will be earned. “NO PETROL.” 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 be 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 out it might be expected that the ignition was just as likely to be the culprit as the carburetter 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. See first of all if the float chamber of the carburetter is well supplied with fuel. If that is the case, then the jets should be looked to and blown clear. But if tho float chamber is empty, then the vacuum tank or fuel pump must be looked to, provided always that there is an adequate amount of petrol in the rear tank, and the air vent has not become obstructed.

It is at this stage 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. II! 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 tho engine is cranked by the self-starter. If there is a good flow it is apparent that either tho pipe to the car--1 urretor is clogged, or, but less likely, the mechanism of the needle valve in tho 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 miles, 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. Tho engine should then start '‘M'-ily, the flow of fuel will soon be established again, and there might be no further trouble.