MOTOR NOTES

Manawatu Times, Volume 64, Issue 88, 15 April 1939, Page 2

MOTOR NOTES

ENORMOUS STRAIN Next to the modern tyre, which withstands terrific stresses during long life, one of the most astonishing features of the automobile to-day is the remarkable efficiency of the latest braking systems. One has only to watch heavy motor vehicles being smoothly brought to a stop from high speeds without apparent effort to realise the high standard of efficiency of modern braking systems. Behind that smooth deceleration is marked enormous energy, which is little understood by many motorists, and particularly by those drivers who practically “drive on the brakes.” Such drivers would probably rely more on the engine to retard the speed of their machines if they were aware of the enormous energy required to stop a swiftly-moving automobile. For instance, a motor vehicle weighing with load in the region of 31 cwt. when being braked from 10 miles an hour to stop in 4ft. 6ins., develops 44 h.p. while stopping. At 20 miles an hour, to stop in 18 ft., 90 h.p.; from 30 miles an hour, to stop in 40 ft., calls for 140 h.p.; from 40 miles an hour, to stop In 71 ft., calls for 188 h.p.; from 50 miles an hour, to stop in 111 ft., 236 h.p. is developed; and at 60 miles an hour, to stop in 160 ft. calls for 280 h.p., which is equivalent to lifting the vehicle to a height of 120 ft. in 3.6 seconds. Consideration of these figures should bring home to motorists the terrific work they put on the brakes of their vehicles by undue and harsh braking. Periodical check-ups of tho brakingsystem arc advisable. POLICE HELP The “Courtesy Polico Squad” is definitely a step in the right direction towards educating road-users in traffic laws and the highway code. In England 800 specially trained mobile police officers are uow daily engaged in motoring along streets and highways giving advice to erring drivers and, when warranted, warning and admonishing those guilty of flagrant traffic offences. It is believed by the British Ministry of Tmnsport that tho us*, of this courtesy squad for IS months will do much towards closer co-operation between road users and the police. It is interesting to note that the adoption of a similar commonsensc scheme is proposed in New South Wales by the Minister of Transport. Some 120 police are already being schooled in the duties associated with the work cf a “courtesj' squad.” To be fully effective the campaign, should be directed to not only educating drivers of vehicles, but also those pedestrians who flout tho traffic code, and only too frequently are the eause of traffic accidents. SCHOOL BUSES IN AMERICA The transportation of children to school by motor buses has developed to remarkable dimensions in the United States, and is a miracle of safety in addition to being remarkably econom ical in most States. All told, 78,000 buses are used in this immense system, and in Carolina alone nearly 300,000 pupils are transported daily to 1226 rural schools by 4179 school buses at a cost of about 25s a pupil a year. In the Stato of Ohio tho school buses daily transport 277,860 children at + cost of approximately £4 each a year. Texas carries 275,000 daily at a cost or £2 8s each a year, while in the State of New York the cost of carrying 123,46') children to and from school daily amounts to about £8 8s a year. One of the most striking features of the system in North Carolina is that 3600 of its 4179 school buses are driven by youths who have set a wonderful example to motorists in that State in maintaining safety records. Although 300,000 children have been transports daily in the past four years, there have been only three fatalities in the school service during that period. This is equivalent, on the basis of 200 school days a year, to one fatality in every 80,000,000 child trips.

STOPS BY THE WAY When forced to stop because of mechanical trouble, need for a tyro change, or for any other reason, the first thought of the motorist should be to get his car safely clear of the travelled portion of the roadway. The precaution is necessary not only for the safety of the motorist or mechanic who has to work on the car, but also for the protection of other users of the highway. Such roadside stops usually occur in an emergency which demands that the necessary work be done promptly in order to proceed. Having seen to it that the car is as far off the roadway as practicable, the next step should be to see that the car itself is properly placed to prevent any unexpected movement. Even on a slight grade a stone or some other object should be placed in front or in back of the wheel* as the caso may require, instead of relying solely on the brakes. Care in parking by the side of the road is doubly a safety measure. It is a safeguard for the motorist who has stopped, and further is a protection for all other traffic. A car jutting into the roadway often creates a dangerous obstacle for passing cars. On some highways it may mean that two lilies of traffic cannot pass without increased risk of collisions. Keeping clear of the roadway becomes doubly important at night, with reduced visibility adding to the hazards. METAL IN MOTOR-CARS The discovery ot new metals and new alloys in the last quarter of a century has enabled motor-car manufacturers to build cars which would have weighed twice as much if constructed of materials available in 1910. Alloyed steel began to be used by car makers about 1907 and quickly gained recognition as a material for production of better, lighter-in-weight automobiles. To-day one manufacturer uses 50 kinds of steel, each treated so that it may perform a certain function in the finished car. Typical of the modern motor cars is an American car which contains about 1900 lb. of steel, 330 lb. of cast grey iron, and 35 lb. of cast malleable iron. This same ear has 70 lb. of rubber, 50 lb. of glass, slightly more than 30 lb. each of copper and lead, about 15 lb. of zinc, und the same of manganese. Aluminium, tin, chromium, antimony, nickel and cadmium ars used in smaller amounts. OIL CHANGES An interesting controversy has arisen in U.S.A. between the manufacturers of motor-cars and the oil companies, on the subject of how frequently on a mileage basis, should the engine oil be changed. The car makers’ recommendations have gradually been extended during the last two or three years, and now vary from change at every 1000 miles up to change at 5000 miles. These recommendations are in sharp contrast to the oil industry’s recommendation that oil should bo replaced each 1009 miles in summer and every 500 miles in , winter. As tho best interests of car manufacturers are allied to long trouble-freo service from the power plants in their vehicles, it stands to reason that tne oil-cliango practice suggested by the respective motor manufacturers is the best advice to follow. ARRANGEMENT OF TOOLS The annoyance which a puncture on tho road causes is often added to by the necessity for tho passengers of the front or rear seat (or in some cases both seats) to get out of the car to allow tools required to be removed from their various stowing places. A little thought and care will avoid much unnecessary annoyance and in- , convenience. Think the matter out and decide on the most suitable place to carry the jack, wheel wrench, and pump. Many modern cars, of course, carry these tools in special slips under the bonnet or in tool compartment* iu the luggage trunk at the rear, while a few yeais ago it w-as a common practice to fit a tool box on the running board so that all tools were handy. On cars not specially fitted to carry the Avheel tools in a handy place, it i« generally not hard to arrange theso vital implements on the engine side of the dash panel by making up suitable clips and brackets. Useful clips can be made by using coil Bprings of suitabio lengths, one end being anchored aud the other provided with a hook bent j from wire, this latter being hooked through a ring or loop fastened to the dash. When the spring is stretched over the pump or other tool and hooked dow r n it will provide a secure anchoiage. Naturally most tools so carried will require two clips at least to do the job satisfactorily. NOT ALWAYS THE CARBURETTOR The carburettor is often blamed tor irregularities when other factors are responsible. The most commonplace .is the sooling-up of plugs. Indeed, these r.nd other ignition faults account for 80 per cent, of complaints. Difficulty is often found in persuading people that spitting back in the carburettor not a carburettor fault at all, but usually results from sticky exhaust valves rather than inlet, as the lattei seldom sticks.