THE MOTOR WORLD

Gisborne Times, Volume L, Issue 5136, 31 March 1919, Page 3

THE MOTOR WORLD

lOTES

Self Starters. Up to the present very little lias been heard as to the British manufacturers’ intention with regard to self-starters. A great many people are taking it for granted that all cars except the cheapest class will have an electric starter as standard equipment, but is does not follow that thi s will be the case. We may still find the starter classed as an extra, writes Bede Carroll in the Sunday 'Times, and one reason for thinking thas this may be the position is that no lengthy experience has yet been obtained m Europe of the behaivour of these machines in the hands of the generals user. There would be no difficulty in respect of all manufacturers making certain provisions for instaling a starter. Thus mountings could he placed in convenient positions. Some might go so far as to provide a toothed ring on the flywheel for engagement with the starter pinion, and also a good position should be available for the accumulator. It may be asked why, in considering the question of starters, the electric system only is dealt with. The answer is that it fits in most conveniently with existing arrangements, and furthermore, it is a very practicable one in principle. Probably 95 per cent, of future cars will have electric lighting, and this entails the provision of a dynamo and accumulator, and it only needs an electric motor to be added to provide a starter. In fact, it is quite possible to make the dynamo serve the dual purpose of generating current for lighting and mechanical power for starting, though there are a number of technical objections to this plan, which, however, are net so serious as to render it inapplicable, and it is probable that some machines will be fitted with a dual-purpose machine or dynamotor.' Assuming that an electric starter, which may be one of various types, becomes general, it has to be borne in mind that it introduces to the car user a new subject for study, assuming that ho intends to obtain the best results from it. A study of the magneto and lighting system form good groundwork for the study of the starter, but with this latter added on it means that quite a comprehensive amount of fundamental electrical knowledge is indispensable to maintain these components in good order. To this end the manufacturers can contribute a great deal, and that is in providing the most lucid and exhaustive information of the principles and practice of the whole installation. It ought to be drafted by someone who can imagine himself in the position of the average lion-technical user anxious to learn, and who can think out every question likely to arise and answer it in readily understandable terms. It is to be hoped that the days of the old style but perfectly useless instruction book have gone never to return. It was useless because it only explained the obvious, and suggested that the user need not bother about the why and whprefore, but when in difficulties should always write to the agents or forward the supposed defective part for examination. It has always been a mystery why so many manufacturers try to avoid giving any detailed information as to the upkeep of their productions. Some say it is to prevent “tinkering.” But this is certainly a short-sighted policy, because sound instruction, should, if anything be a preventive to tinkering, and those few who are .misguided enough to tinker would find it an expensive hobby. | American Motor Business. \ Practically 6,000,000 motor vehicles were in use in the United States by the first of the year. The actual total, according to the latest figures was 5,945,442 vehicles. On 1 January 1918, statistics showed that the United States had a trifle less than 5,000,000 —4,941,276 to be exact, so that the increase during the last year, despite the war conditions, Higher prices, and the storage of many cars, was 1,004,176 vehicles. This, in itself, is a remarkable indication of national economic strength under the many financial and personal war burdens.

Automobile registration in the United States during the war showed a gain, the rate of which rose until 1916, and'then decreased as follows: 1914,' 40 per cent. ; 1915, 38 per cent. ; 1916, 50 per cent. ; 1917, 39 per cent, ; and 1918, 20 per cent. Eighteen States now show a registration in excess of 100,000 . New York- still leads, the latest figures giving the States a total motor registration of • 463,000’ Ohio is a second, having passed the 400,00 mark during the year. Illinois, Pennsvlvania, and lowa have between 300,000 and 400,000; California, Michigan, Texas, Indiana, and Minnesota, between 200,000 and and 300000, and Wisconsin, Kansas, Missouri, Massachusetts, Nebraska, New Jersey, Oklahoma, and Washington between 100,000 and 200,000 vehicles. Thus, five States in the West, eight in the Middle West,and one in the South West are ranged with four Eastern States as leading users of automobiles.

Using the automobile registration stastics as an indicator of sectional wealth it is interesting to note that two agricultural States, lowa and Nebraska, have one motor vehicle to every seven State inhabitants. South Dakota, Kansas, Montana, California North Dakota, Arizona, Michigan, and Minnesota, come next in order with proportionate percentages of 9 to 12, and most of them are agricultural. The district of Columbia has a car to every nine of the population, hut it occupied a unique position during the -war to the increased; importance of the national capital.

Hundred Guinea Cycle Car. The A.B.C. Co., (England), intends to market a four-wheeled cycle car to sell thcjre at 100 guineas, with friction transmission and final drive hy two chains to the rear wheels. An extension of the propellor shaft carries two large driving discs, each of which engages a .smaller driven disc mounted on a. sleeve, sliding upon one of the half-counter shafts. The ratio of the reductioni depends upon the distance to which the driven discs are moved in or out across the faces Qf their respective driving discs. By moans of the main selector lever tho driven discs can be moved out of engagement' with the driving discs, to obtain neutral positionu or “free engine.” This may be done iby utilising longitudinally out. of, contact with tho large discs. A reverse motion is obtained by moving the driving disc from which it is normally out of contact. Differential action will presumably only occur by tho slmping of tho discs when the distribution of resistance or load ; between two road wheels is extremely uneven, i.e,, when a, differential action is most required. The engine is a horizontally ,<• opposed twin-cylinder of 1100 c-c., being a modified edition of a-larger unit, which has beery \4rgely used on war service for treiicK wireless> sets, and other auxyjj&fy duties. It has -rajir- - ; : ;’y r . •-i ' . Si, j A -

NEWS

By PIONEER

TOPICS

cooled steel cylinders, machined inside and l out, from one-piece steel forgings; the ribs are extremely thin, and the cylinder walls are of absolutely even thickness. The inlet and exhaust valves are overhead, with exhausts to the front. Aluminium pistons with heavily recessed waists are fitted. The engine will be mounted horizontally athwart the front of the chassis, and its valve chests will protrude aero-wise from a fuseage type of cowling. This cycle is being placed upon the market to compete with the more expensive motor cycle and side-car outfits and, tlie comfort and protection it offers in comparison with a side-car outfit, wil render it a formidable adversary. An English motor journal, in referring to the car, states: “Subject to satisfactory road tests we shall expect to hear a great deal more of this attempt to solve the problem of the cheap four-wheel-er.” , Ideal Motor Needs. In discussin gthe post-war car. Sir David L. Salomons, Vice President of the Itoyal Automobile Club, gives as many as 26 points, which are worthy of special consideration, and these, he considers, are only 'a few of those which go to the make-up of ideal vehicle. His experience (says the Scotsman) undoubtedly warrants iris conclusions,- for already ho has possessed eighty-six cars of most makers. What may ibe somewhat surprising is that Sir David is never satisfied with the car when it comes from the maker. He proceeds at once to re-build and improve it, spending upon this delightful hobby of his no fewer than three or four months before he ventures to risk the car on the road. It is interesting to find that lie is not a believer in the disc - wheel, but prefers the metal spoke wheel. One would imagine that his preference is based on the appearance of the car. The disc wheel does not appeal to the artistic sense, although it undoubtedly serves an important utilitarian object. Most owners will approve of his desire that all possible parts of cars should be altered so as to enable them to be taken apart without special tools. Indeed ,the chief aggravation of a car in these days is that scarcely anything can be altered or manipulated without particular appliances. Simplicity of design will, in the long run, help towards tiiis desirable end. As an illustration of the perfection of workmanship on one car, of which Sir David Salomons speaks with favor, he mentions that differential bevel wheels are run by four small bevel wheels upon a cross. If the pins of the cross arc oiled, the wheels be put on; that is, the work must be to at least one ten-thousandth of an inch. The wheels must be put on dry, and oiled afterwards. Such perfection of workmanship ought to be common to every motor-car factory in these days when gun mountings and shell cases have had to be turned out by the thousands with equal accuracy. The Motor Cultivator. A demonstration of motor cultivators in which six different types of machines were exhibited, was held recently in the United States. There is no question but that excellent work can be done with them. All but one machine cultivated two rows of com. The speed could be so completely controlled that there was nowling left to be desired in that connection. More steady than a team could possibly be, the rate of travel could be suited to. tlie size and condition of corn, soil, topography, etc. Al] oi the machines had ample power, but differed somewhat in ease of control. In one type the cultivator gangs were mounted ahead of the motor, so that tlie operator had a clear and unobstructed 1 view of the work ahead of him. This is an item of no small importance either. The investment seems large for a. tool of its kind, y?t it can be adapted to different kinds of work. The manufacturers claim that- it may be used for mowing hay, as well as for other haying operations, and for drawing the lighter tillage tools. Notes. The Detroit correspondent of the bow York Herald says that Mr Henry Ford, the well known motor car builder, has announced that lie will establish factories in many parts of the United States, and manufacture an automobile selling at £SO. Almost every car owner to-day knows that oil or grease is very bad for rubber, acting as a solvent and destroying the material. When grease or oil gets on.the casing either of them can be removd by n rag saturated . with gasolene. While gasolene is a form of oil it evaporates so rapidly that when used in small quantities it does not harm the rubber. The proper' method of cleaning small parts about tlie chassis, such. as oil holes on the cross shafts of the brakes,' the other brake connections, clutch connections, spark and throttle connections, etc., 11 to employ an 6il can filled with kerosene and a good stiff brush. Bv means of the can the kerosene can be directed to any desired place, and after the fight amount of the oil has been squirted on to cut the dirt the stiff brush will remove the'debris. It is well to. remember, when considering the purchase of a motor car, that it is primarily a mechanical contrivance, and it should therefore be bought as a machine. Bo.dy lines, finish, one-man top, and the luind'rqd-and-one minor details are essential to the modern completely equipped automobile, but these are all unimportant and negligible factors, in the fife, performance, and stamina of a motor car The efficiency and length of life of a motor car, which ; is made up of a large number of intricate mechanical units, each with a distinct relation to th others and working in harmony with them, pends largely on the manner in whiclr these mechanical units'" are co-ordin-ated and balanced. One would hardly be justified in purchasing a motor car solely on the strength of one or even several of these mechanical features. It is only when the correct relation between power and load, comfort and safety. ance 'rind durability is preserved that one finds true motor car efficiency. In the home garage where several ears are kept cleats along tlie door will insure close formation of car storage even better than numbers painted on the wall at the rear. The cleats should be made of strips two inches sou are and twelve or fourteen feet long. -