MOTORING

Hawera Star, Volume XLVI, 2 April 1927, Page 12

MOTORING

At Home and Abroad

By “ MAGNETO.”

NOTES. The very word “efficiency” is hated because so much that is not efficient lias masqueraded as such. Efficiency is merely the doing of work in the best way you know rather than in the worst way."it is the taking of a trunk up a hill on a truck rather than on one’s back. It is the training of the worker and the giving to him of power so that he may earn more and have more and live more comfortably. —Extract from To-day and To-morrow, bv Henry Ft rd. One-eighth of all the iron and steel produced -in the United States was used by motor cars in 1925; 53 per cent, of

the total output of plate glass; 69 per cent of the upholstery leather; 83 per cent, of the rubber; 13.6 per cent, fo the hardwood lumber; 29 per cent, of the aluminium; 11.9 per cent, of the copper; 15.7 per cent, cf the tin; 13.7 per cent, of therubber; 13.6 per cent, of the nickel, and 80 per cent of the gasolifte. In Hawaii, apparently, it is the fashion to have humorous signs on one’s motor car. The following labels have I been seen attached to motor vehicles in that city: “Sick Cylinders; Four Wheels, All tired; Shiftless But Not Lazy, Pierce Arrow with a Quiver; Chicken, Here’s Your Coupe; Danger —2OOO Jolts; Little Go Creep; Why Girls Walk Home; Dis Squeals; Mali Junk; Pray as You Enter; An Accident Looking for a Place to Happen; A Nash Can; Don’t Laugh, You May be Old and Feeble Y’ourself Some Day; j This Car Stops for Brunettes, Blondes and Railroad Crossings.” The extent of the motorists’ interests in New Zealand said the president (Mr. A. J. Toogood) at the half-yearly meeting of the Northlsland Motor Union at Wellington, could be gauged from the fact that there were no fewer than 157,276 motor vehicles registered in the Dominion, made up as follows: Motor cars 102,21-4, commercial vehicles 21,904, motor cycles 32,548. Three-fifths of this total was registered in the North Island. Assuming that the average value of each vehicle was £250, then no less than £39,319,000 was invested in motor vehicles in New Zealand. One of the most active of American motor magnates and financiers at the present moment is ill- Dillon, of Messrs Dillon Read, bankers, of New York. In April, 1925, he created something of a sensation by purchasing the Dodge Brothers Company for £30000,000. He is now said to be active in bringing about an amalgamation of certain big

motor manufacturing concerns, the object being the concentration upon the production of the light car type of vehicle of European lines. The companies which it is suggested will be embodied in the combine are Dodge Brothers, Continental Motors, Star.. Graham Brothers, Stutz Locomobile, Studebaker, Peerless, Hayes Hunt Body, Spicer Company and Adams Axle. Jn driving at night when head lamps are kept dim sometimes it is almost impossible to tell from itlie driver’s seat whether the headlights are “on” or “off.” Often due to motion, the lighting circuit is disarranged—lamp bulbs burn out—and yet the man at the wheel continues to drive believing that all is well. A prominent manufacturer in the United States of America has brought out a small device which will tell the driver at all times whether his lights are burning properly. It is call ed “Sholight. ” In design it is simple, in effectiveness it is invaluable. Bv li ians of a small clip it can be readily attached to any headlight. The principle is simple—the glass prism curving backwards over the end of the head lamp shows a narrow reflection of the headlight beam and enables the driver at, any time to see whether his lighting equipment is functioning properly. This little device requires no special fitting of any kind, and can be attached at a moment’s notice. Advice has been received in New Zealand that after many years of negotiation a complete racing peace has been established between the motorracing authorities of Europe and America. In future the International Association of Recognised Automobile Clubs will include an American representation. and many records now recognised in America but not in Europe will be examined by the T.A.R.A.C., and if accepted in the list of world records may displace many records now held by British and other drivers. The agreement also permits American cars to compete in the European classic, races, and for single-seat American cars to be used in these events, provided the body width at the widest point is brought up to 31 niches.

TRAINING YOUNG MECHANICS. No industry is any stronger than its supply of skilled mechanics. The importance of the service side of the automotive business is being more recognised to-day than ever before. Many of the larger companies are providing educational opportunities for their mechanics. in some of the larger cities of America, courses in automotive operation with the public schools, so that ambitious boys may learn the business of automotive repair while they are finishing their school courses. Henry ford has long maintained a school for embryo mechanics whereby the right sort of boys eon learn automobile repair work and at the same time earn enough money to keep themselves. U.S.A. MOTOR ACCIDENTS ALARMING DEATH ROLL. In the belief that education is flu* most efficient weapon against street accidents, the Hoard of Education, in co-operation with the safety committee • of the Xew York Automobile Club, has recently launched a city-wide street safety campaign in the schools. The toll of the motor vehicle on human life in New York has reached such alarming proportions that a definite safety campaign is of urgent necessitv. Figures recently issued by the Automobile Club show that, during October and November last 041 people were killed by motor vehicles, compared with 2.13 in October and November. !920. During the first eleven months of last year fatalities totalled 980. an increase of: 40 over the total for the wlu.le of 192."). December figures brought the number to well over 1000 the highest number of motor fatalities in any year I of the city’s history. I

TWENTY-FIVE YEARS AGO. MOTORING IN 1901. POLICE RESTRICTIONS. The following interesting facts about motors and motoring in the , past are taken from the “Autocar”: — By the autumn of 1901, British manufacturers had been converted to the Continental ideal thal (high-powered cars were essential, and the Wolseloy Company produced its first 21 h.p. ninrlpl with fnmmic

model with tne tamous ‘‘beehive* 7 type radiator consisting of square gilled tubing surrounding three sides of the radiator in steps. Mr (now Sir) Herbert Austin drove it from Birmingham to Blackburn, where he wished to display its glories before one of the firm’s best customers, a Mr. Hitchon. A brilliant future was prophesied for this ear, on the dual grounds that it j travelled from Birmingham to Blackburn without a hitch, and that the firm had already received no fewer than twenty-two orders for similar vehicles. These two facts serve to display the contrast between the automobile indus--1 trial atmospheres of 1901 and 1926. COW-CATCHERS FOR CARS. A Conduit Street accessory dealer announced that existing cars were disfigured by two main defects. On the one hand, their forward ends were not ' designed with any compassion for unfortunate' pedestrians who might happen to get in their way; ought British motorists to be less merciful than American railway engineers, who invariably fitted their locomotives with cow-catchers? On the other hand, the driver was treated with almost equal ruthlessness, seeing that no provision was made for shielding him from the elements. * The inventor proposed therefore that every car should have an enormous V-shaped ram, resembling the bows c.f ■a. battleship. The lower part was to be constructed of metal and was intended to deflect pedestrians into safety. The upper panels were to be made of a transparent material, so that the driver would enjoy a clear view, and yet receive neither wind nor rain on his person. Unfortunately the inventor was born before his time and the public, deterred, nc doubt, by the menacing aspect of the demonstration car refused to accept his notions. AfTvprr a xr tp a r. tutoqvmpp a otpo

•mkuhankjaij idiosyixckasies. There is some doubt as to why ear engines were “governed” in 1901; presumably the amateur driver and professional ehaffeur were too ardent or too elumsv to treat an engine fairly. At any rate, governors were very popular, and the usual Continental type was a monstrosity which cut out one or more cylinders if the engine was raced, the general effect being crescendo, misfire, diminuendo, repeated continuously. The Napier designer decided to abolish this loathesome cacophony, and for 1901 Napier cars were supplied with a pair of fly-balls acting upon an auxiliary throttle control. A motorist summoned for speeding at Croydon Police Court heard with intense joy the testimony of a policeman who swore that the car had travelled 150yds in 2sec. He seized an eariv opportunity of pointing out that not even deKnyff could touch 153 miles per hour. The Bench was quite unmoved. If the constable supposed that the ear was travelling at 153 miles per hour, it must have been moving phenomenally fast, the estimate was doubtless a little excessive. Fortunately the defendant was able to produce two pedestrians who credited, him with no more than eight miles per hour, and the Bench rather reluctantly allowed him to depart unscathed. Mr Arthur Sharpe was in real trouble at Kingston. Four separate indictments gave the prosecution golden opportunities. He had emitted visible steam. He had only one man on the ear, instead of the two persons required by the law. He had exceeded four miles per hour, and he had no license. This prosecution was a barefaced attempt to bring a light, touring locomotive under traction engine regulations. Mr Staplee Firth was / instructed by the Motor Union for the dofence, and early in the proceedings the Bench realised that they had met tlioi• master. Hundreds of locomobile owners breathed again. MANUFACTURERS SELL ALL MAKES.

The ways of the trade were odd in 1901, and all was grist that came to their mills. The Riley Company (then using the word ‘ ‘[cycle ” as part of their title) were already building Riley cars; but if a customer for any reason decided that he did not want a Riley, they were perfectly ready to sell him a car of anbther make on commission terms. A gentleman called at thenworks, and, after inspecting the Riley, apparently said that he thought it was a Darraeq. They not only sold him a Darracq, but lent him their sales manager to see that he safely reached his home in Lancashire. Everyone was thrilled by the first reports of the Wilson-Pileher car, of which no full technical account was yet available. Though rated at no more than ■* h.p., it had a four-cylinder engine, and was actually guaranteed to start withou fail on a lialf-turn of the starting handle, a guarantee which was substantiated with great, success before many London motorists, all of whom were too innocent to ask for a demonstration with the engine cold. Its gears were always in mesh, being changed by minting a small handle, mounted on the outside lower panel of the driving seat. BETRAYING POLICE TRAPS. 1 Motorists were becoming genuinely restive under police persecution of « somewhat ignorant and bigoted char- * aeter, and Mr R. Moffat Ford coneciv- < ed the . germ of an idea, later turned '£ to good purpose of the A.A. He an- < nouncod that on Saturday and Sunday, f November 8 and S), 1901, the Brighton f Road via Redhill and Ilorley would be t “safe for motoring. “ He had organ- 1 ised the Brighton Road Motor Patrol. At various points patrols distinguished r by red rosettes would be met. On application these gentlemen would hand i

over a small'red flag bearing the initials “8.R.M.P.,” in l return for Is from a eye-list or 2s fid from a ear driver. Drivers displaying these flags would be duly warned on nearing any poliec ambush. Mr Ford’s patrols were further busily photographing the various poliee traps, complete with camouflaged constables., and an album of these pictures would be supplied to subscribers. * - REPAIRS BY THE ROAD. USEFUL HINTS. The city motorist has been so accustomed to the friendly aid cl’ the nearest garage in case of trouble that little thought is ever given to emergency repairs. And here it must be mentioned that a little knowledge in this direction will enable the tourist to carry on with what might appear to be a serious defect. Probably the most frequent mishap when on tour is that of a broken front spring, which, if it be a severe break, will in most cases throw the axle out of alignment and so make steering almost impossible. A temporary and quite serviceable repair may be made as follows: Place the jack under the front dumb- ] iron and raise the chassis high enough i

to relieve the broken spring of all weight. Slack off the IT-bolts and securely lash a stout tyre-lever along the top leaf, with either wire or straps. Now replace the IT-bolts over the tyrelever and draw up tight again. As a further seeuriy make some fencing wire fast round the axle, and in turn to the front and rear spring shackles. This will prevent too great a fore and aft strain upen the repair. Should the magneto fail, it, is not always a hopeless case. Should, for instance, the spring actuating the rock-et-arm of the contact-breaker fracture the magneto will, of course, cease to function but a quick and serviceable repair can bo made by forcing a rubber pad, made from a portion of gas tubing or inner tube, in behind the rocker-arm and the casing, so that, as the cam opens the points, the compressed rubber pad will force them back again. A collector brush failure can often be rectified by the substitution of an ordinary lead pencil cut to the proper shape the lead, which is really enrben. forming an excellent conductor, i while the wood serves as an insulator. ‘