MOTORING

Hawera Star, Volume XLVII, 21 July 1928, Page 15

MOTORING

THE RED REFLECTOR. ANOTHER “GADGET’ ’ The police have been politely asked by the Public Works Department to refrain from prosecuting for the absence of red rear reflectors until the end oi duly. This is an admission that, in the absence of stocks of reflectors in the Dominion, the legislation was rather hasty. The Public Works Department has advised the Motor Trade Association that since the regulations were circularised in draft form in November and gazetted in March, there was ample time to import the reflectors. The fact that drait regulations appeared last November has little bearing on the matter. No dealer, could Ire expected to have speculated on the retaining of this absurd portion of the regulations dealing with equipment. The Motor Trade Association certainly objected, and although its members are to share whatever can be made out of the sale of about IoO,(XX> reflectors they were not anxious to handle the line. U.p to the time of gazetting it was hoped by every driver that the litting would not be necessarj'. Even when the regulation was found to have survived it was not clear, and it was thought at first that provided a tail lamp had a surface of two square inches no reflector would be needed. It is now very evident that those responsible for the regulations .are determined to see this controversial section obeyed. Even the man who is l'ond of “gadgets” will not take kindly to the reflector. It is worth remembering that reflectors are “dead” if fixed on the inclined sunace of the mudguard. In order to possess any reflecting quality the ruby glasses must be in a vertical plane. Most cyclists fit their reflectors on tlie sloping face of the mudguard, with the result that they do not show up e.en in the most powerful car lieail- . a nips.

THIRD PARTY RISKS. THE GOVERNMENT SCHEME.

MOTORISTS APPROVE BUT COMPANIES OPPOSE.

In the Governor-General’s speech reference was made to proposed legislation making third-party insurance to motor owners compulsory. Mr. P. R. Harman, secretary of the South Island Motor Union, said to-day that he knew the proposal had been under consideration for some time. Legislation along these lines was suggested to the Government bv the union on. several occasions

“I think it should go further,’.’ said M. Harman, “and either make it compulsory for every holder of a motor driver’s license to be insured or arrange for every car to be covered.” .Mr. Harman explained that when a car driven without the owner’s consent was involved in an accident there was no recovery against the owner, the driver being responsible. “If the Government does take it up and can manage it economically, it would be a very good tiling,” said Mr. Harman, “but I doubt if a Government department could run a scheme as economically as private enterprise.” The suggestion which has often been put forward that £1 a head would .over the cost of the insurance was characterised by Mr. Harman as ridiculous. “People forget the cost of running the business,’’ said Mr. Harman, ‘and also few of the public realise the number of third-party claims there are. The accidents reported in the papers are only a small part of the accidents which occur. .1 certainly think every | driver .should be insured. | COMPANIES’ ATTITUDE. j “An attempt to enforce it in Eng-! I land faded, and 1 do not think that' me e.mipaiues here are Keen on it,’ I said tire manager of the Hew AeaUuid „ii >ur.iii.-c v <». when asked what the tin.light of tno proposed eh-j ...ivement. “.-peaking irom the undermiters point oc view, 1 know iftatj c..e.> are not keen.on the underwriting or enforced risiv.s. it tends ior more . arelessncss on the part of the drivers! o motor tuns, for on© thing. j “.t may ne hard to put the enforce-' ment into practice. It is certain the companies cannot be forced to accept a ri.sk that they would not accept in ordinary times. There is the. case of the man who has been convicted in the! c urt for dangerous driving, or being j intoxicated in charge of a car. There would not be any question of raising toe premium. That could' not be. done. Toe companies, should they see lit* would simply not*accept tile risk. Some]. Oi the smaller concerns which wished to increase their revenues might, do so, nut it would not be a matter of any mmpany taking them and charging huger premiums. 1

“lhe system of enforced third-party risks lias been in operation .in certain Spates in America, and as far as I know it has not been attended with success. In England there was a. strong attempt made to make the enforcement, but there was great opposition and the attempt failed.” Several other managers of insurance companies endorsed the above views.

A “NO MOTION MOVIE” LATEST MOTOR-BUILDING ADJUNCT.

Accuracy, and still greater accuracy, is demanded of motor car manufacturers nowadays by a motor-wise buying public. And. to ensure this, new precision machines are being commissioned to assist the engineers in their search for live and vital facts concerning their product. Studebakcr and lilrskine engines are subjected to exacting tests by the newest and most appro, ed scientific instruments. The latest innovation is the “Stroborama,’’ aptly clubbed the “no motion” machine. This in an unique instrument of European design; something after the style of the slow motion movie camera. Its principal element is a tube of Neon gas, which gives a flash, of instantaneous light discharged by electricity, at the exact moment demanded by the

operator. The flash occurs so swiftly Unit its speed can be synchronised with any moving object up to 3000 revolutions a minute!

So it is that Studebakcr engineers are able to observe what happens to valve springis when a motor is turning o or at 3100 revolutions; to observe the c'laracteristi: s ol' certain types of braking; the flexion of connecting rods and i rankshaft; and motion in the lea rings; the flow of lubricating oils; and do.-ens of other important engine mo enients.

To witness those, while the engine is in notion, is impossible without the use of this remarkable machine. It is vet another indication of the extent to which research now enters the held of modern motor ’ ear <onstrucuTn, and of the infinite care exercised to make the “Safety first,” slogan possessed of a . definite meaning.

ONE UNIT.

I CHASSIS AND BODY. NEW DESIGN FEATURES. Many changes have been ma'de in car-bodv designs since the appearance of the first crude'buggy with an engine under it. Engineers are constantly working on designs, not merely to ada beauty, but to 'increase stability and coui-ort of modern cars. .Decent developments along this line are represented in the new practice ot making the body and chassis one integral unit. This is done by making the oody not a wooden framework sheathed with metal, but by stamping out the body in large sections —larger than ever before thought possible—and spot-we]ding the locked seams together ; utlising an inner and an outer shell, pi esse a to shape, for pillars, etc., ami uoding the whole to the frame. Tne chassis frame, is widened and the body sills and '< ross-bars hate been dispensed with ; the number of body parts has been greatly reduced, and the (■outre o; gravity is lowered. Doth height and weight are saved, and besides pro.iding more spa.e .or the interior of the car, the new metr.ot'l gives max’.mum strength for a minimum ot weight. it is stated that the chassis-and-bodv single-link method of construction will allow development of more beautiful lines, wi.l give much greater stability and better riding qualities, and win I m nimi*se rattle. |

PROVED EFFICIENT.

USE OF SUPER-CHARGERS. BUYERS ARE WARY. .Despite the fact that the supercharger lias for years been a recognised adjunct on the racing car ox moderate capacity, there is still only the merest sprinkling of supercharged chassis oi i.ritish and Continental manufacture available to the general public.

Therefore, as manufacturers must per.orce make a careful study ox the demands of the buying public, it may ce concluded that, at any rate for the Cine being, no marked interest is shown by motorists in supercharged caassis.

At the annual Paris and London motor shows, every car Exhibited with a xorced induction system attracts a f.owd of admiring visitors, but apparently the majority of these people are still somewhat seared of the innovation

and will not chance their money on the purchase ot what they believe to be a species of racing car requiring special sail in its driving and maintenance. Past experience has shown, however, that once the motoring public commences to gain confidence in an innovation, a fashion spreads very rapidly, s > that within a few months everyone is demanding a fitting which, previously, nobody wanted. The iront-wheel brake constitutes nr excellent example. It is possible that the performance •c ; the supercharged ears entered for the International Tourist Trophy race i.i Ireland in August next may help to coventrate the attention of the public upon this interesting means for increasing engine power, so creating a certain demand for supercharged priv ate cars among, at any rate, the sporting element. There are now several British concerns manufacturing supercharged units : ml several car manufacturers numbering supercharged chassis among their standard productions.'' In all probability the continued use o' t r eel induction in races and the gradual taking up of supercharged < haissis bv sports enthusiasts will lead ' o a continual increase in the number < f such, chassis available.