MOTORING WORLD

Manawatu Standard, Volume LII, Issue 247, 17 September 1932, Page 10

MOTORING WORLD

DRYING A DISTRIBUTOR

If water is poured carelessly into a radiator when the bonnet is lifted some of it may fall into the ignition distributor, short-circuit the current, and prevent the engine being started. If the car is in a public garage the host way of drying the distributor quickly and thoroughly is to push the machine over to a tyre pump, and, by removing the nozzle, dry off the water with the force of the air. If such pressure is not available the work may he accomplished, though much more slowly, with a hand pump.

THE TYRE TREND

It is difficult to foretell what sized pneumatic tyres will be used a few years lienee. The sizes now standard throughout tho world were tho rational outcome of the wide swing from high pressure tyres to medium balloons, some eight or nine years ago. At that period it was predicted that super-sized balloon tyres, ranging from 7^in. to 9in. in diameter, were likely to become standard equipment. A few such tyres were made, but neither the automobile industry nor the public were ready for such out-sized tyres. The outcome was a general increase of about 25 per cent, in section sizes of the tyres then standard by all leading makers. Even that increase necessitated appreciable alteration in car design, notably in steering and adoption of shock absorbers. During tho last two years, owing to tho increased speed capabilities of cars and the demand for the utmost in comfort, there has been a trend towards increasing tyre section sizes, and already many cars and trucks are running on tyres considerably larger than were used on similar vehicles a few years back. It is yet premature to forecast what will ho evolved from the latest developments. It has been computed that a sum exceeding £6,000,000 would bo alone involved in the making of the now tyre moulds, etc.

CARE AND MAINTENANCE,

Nowadays it is no uncommon tiling to hear a motorist exclaim, “This car has not been in tho workshop in two years.” Often that statement is made boastfully, yet there is nothing to be proud of, for if a motor car has been used for even, say, 8000 to 10,000 miles a year it is an admission, unless the owner can effect his own repairs and adjustments, that the vehicle is not properly maintained from a standpoint of mechanical efficiency and safety. A little consideration of the work and stresses a motor car has to withstand during two years’ service should convince the average motor owner that a risk is being taken, not only to himself and passengers, but also to other users of the roads, if his car is not kept in efficient order. For instance, take the brakes. Every time these are applied there is wear on the brake linings. In even 12 months’ motoring the brakes are applied on many thousands of occasions, all helping to reduce the thickness of the linings. This means a gradual lessening of brake efficiency, often unnoticed l)3 T the driver. Then some emergency arises and possibly an accident is only narrowly averted. Think of the work tho steering gear of a car or motor truck has to stand up to in 12 months’ driving, and the risks associated with anything going wrong with this delicate and important part of a motor vehicle. Here again wear is constantly taking place, calling for an occasional adjustment. Wheel alignment is another important matter effecting not only tyre life but also safety when driving on greasy road surfaces. The saving that can be effected in tyre upkeep by maintaining in proper order the steering and alignment, alone well repays a visit for an overhaul to your garage, say, every six months. The electrical and light equipment also call for an occasional check-oyer, for even despite the wonderful advances made in this equipment they still need adjustment at times. It is neither good business nor safe practice to ignore the fact that a motor car docs call for and needs a careful inspection by a competent mechanic after, say, every 5000 miles its runs.

CYLINDER WEAR

| Excessive cylinder wear is one of the most expensive troubles which may assail the motorist other than actual - damage due to exterior causes. Unless . certain very easy and reasonable pre- > cautions are taken, this wear commences immediately the owner gets his car on the road. 'Complete lubrication ; of flic cylinder wall every moment the 1 engine is running, or being turned, is the only preventive, and practically every case of excessive wear of cylinders is due to lack of' lubricant of the right kind and in proper proportion. The greatest trouble comes through the introduction of liquid petrol into the cylinder. This is nearly always due to the use of the strangler, although it may be due to over-running the engine bv'tho starter before switching on the ignition. Faulty ignition, which necessitates- turning the engine for a Jong period before it. fires, will also give rise to the trouble. In each case, however, the cause ot the trouble is the drawing in of liquid petrol which (1) washes the lubricant away from the cylinder walls and (2) gets past tho piston rings and down into the crankcase. Here it mixes with the lubricant and reduces its_ viscosity and lubricativc properties. Thus, at one and the same time, this reduces the efficiency of the lubricant and washes it away from the very surfaces where it is wanted. The result, of course, is excessive wear between piston and cylinder, the wear taking place on the cylinder, which leads to an oval cylinder, inability to keep the rings in close contact witii the wall, and a loss ol compression which reduces enormously tho engine efficiency.' Over use of the strangler is the greatest contributor to those troubles, as by this means fluid petrol is drawn into the cylinder. This makes a mixture too rich to ignite and actually retards ignition after tho first swing or two of the starter or starting handle. After tho first two or three turns oi the engine the strangler no longer helps in starting. All it does- is to effectually denude the cylinder walls of lubricant, and make for sooted plugs when tho engine does start. The ignition and the carburetter should he adjusted and set so that starting can bo easily accomplished without the use of the strangler, except first thing in the morning, and then only for a turn or two of tho engine when it is quite cold. If this cannot bo done, then the ignition needs attention. The plug points need adjustment and the contact breaker also, perhaps, requires adjustment. If the engine refuses to start when two or three turns have been made with the strangler closed, then the latter should be opened. Only harm will result if tho efforts to start with the strangler closed are repeated.