MOTORING

Hawera Star, Volume XLVI, 5 March 1927, Page 15

MOTORING

NECESSITY OF OVERHAUL. FACTOR OF CARBON. Sooner or later there comes a time when the car must he put into dock for an overhaul, but the period for which the car will run without the necessity of such attention arising depends greatly on the treatment which it receives. Lubrication looms big in this matter, and where correct and adequate lubrication is carried out it may happen that the engine will not “carbon up” for many thousands of miles’ running, especially if the earburation has been adjusted to a nicety and the driver has made a point of always coasting with his extra air tap full open. Conversely, some engines will carbonise very rapidly, either on account of some intrinsic fault of design or because the wrong oil is being used or the mixture is incorrect.

It is always a good plan, however, to test the condition of the engine after every six thousand miles’ running. If there has been a steady accession of sluggishness, it is ten to one that carbon is at the root of the trouble but even if the falling off is not readily apparent a simple road trial may disclose a number of incipient defects. To begin our test, we try the compression of each cylinder by swinging the engine (with the ignition off) by means of the starting handle, if any onecylinder has markedly low compression, we first of all look to the valve springs and see that these are not broken, and also test the tappet clearances. These things being in order, it is reasonable to assume that the valve is not seating properly and that carbon is the cause.

CAR CLEANING.

VALUE OF SYSTEM. The man who cannot afford a chauffeur envies the man who has one—more because of the slick appearance and mechanical excellence of the car than for any other reason. But the chauffeur holds his job by keeping his cars well groomed. Then why not do the same with your chauffeurless car—it will respond with miles full of smiles. If a little of the system people use in their business, would be applied to the running of their cars there would be far less need for repair shops or the laying off of machines when their services are needed mostJßeeause a certain car owner failed to keep a record of the parts of the car he greased and the mileage dates he over-oiled the generator and the starter motor, and overlooked a universal joint entirely. He lost two days’ use of the ear while the service station was making amends for his mistake. One of the most important things in managing a car is to keep account of all supplies bought for the car, together with the date and mileage reading of the speedometer when purchases are made. This tells you right off the reel how long it has been since you last changed the oil in the crankcase, and what mileage the car is giving to the gallon of petrol. The advantages of knowing the former, are that it keeps from going to the trouble of changing oil too ofen, and forestalls the possibility of burning a bearing as a result of running the car for too long a period on one filling of lubricant. To be able successfully to utilise the

spare moments which constantly ,pre- . , sent themselves it is of utmost import- * anee to carry all accessories to the cleaning and adjusting process along with you, and also to keep them conveniently located. The fact that the screwdriver is under the seat cushion may be the cause of your deciding that there is not time enough to tighten the screws which hold the number plates in place. And so, when later the screws come loose and a plate falls off, you are put to fifty times the inconvenience of raising the seat cushion.

GROWTH OF THE TRADE.

INTERESTING AUSTRALIAN . FIGURES. At the opening of the recent motor show in Sydney, Dr Earle Page, M.H.R,, acting-Prime Minister, disclosed .some very interesting figures regarding the growth of the motor industry in Australia, which are as follows: In 1903 the value of bicycles imported was more than six times that of the imports of motor cars. In 1907 imports of motor cars amounted to about £250,000. In 1913 imports represented about a million and a half sterling. By 191920 the value had reached two and a half millions. Three years later, in 1925-26 the value of imports was just about twelve millions sterling, or about 48 times the value in 1907. In 1907 the number of cars imported was 1138. In 1925-26 the number of chassis imported (inclusive of those incorporated in complete cars), exceeded 88,000 in number, or 80 times as many. “Side by side with this expansion of the import trade in motor vehicles, a eorespronding expansion has gone on in the Australian industry engaged in the building of bodies, the assembling of chassis and the manufacture of chassis parts. In 1925-26 the complete cars imported numbered somewhat over 12,000, the number of chassis imported, i.e., without bodies, was about 76000. It will readily be seen that the fitting of this number of chassis with bodies furnishes the basis of an extensive industry and, as a matter of fact, the body-building, and allied motor industries, have taken their place among the principal Australian industries.” The statistical information of Australian production in these industries is recorded in the heading “Vehicles —Cycles and Motors.” Id 1913 the total output of the Industries covered by this heading was £788,000 and the amount of wages paid was £324,000. In 1920-21, the value of the output had increased to £3,290,000, or slightly over four times that of 1913. The salaries and wages paid were £l.375,000. In 1924-25 the total value of output was £8.767,000, while the wages paid were £3,105,000. The figures surely indicate the establishment of an industrv which is surpassed by very few other'Australian industries in the 'magnitude of its output and in the extent of the employment it provides. In 1913 the number of employees was 3230. drawing £324,000 in wages. In 1924-25 the hands employed numbered 12,000 with a wage bill of £3,105,000. Such has been the progress made in this industry in the brief space of a dozen years.