THE MOTORIST

Northern Advocate, 8 March 1930, Page 14

THE MOTORIST

CAR MANUFACTURE. NEW METALS INTRODUCED. ■ USE OF NITRIDED STEEL. Many of the materials that go into motor cars today are different from those of even so short a time ago as last year when the 1929 models were introduced. With the appearance of 1930 models, there have been still other changes in construction. Many of the changes are just beginning to be recognised by the car buyer. An illustration of this is found in brightly plated exterior parts. The motorist’s' first thought is chromium plating. He is right in most instances, but breaks in the lines here and there find car makers using stainless steel for parts previously treated with chromium. The manufacturer of two popular sixes, for example, is using a hood hinge of stainless steel in spite of the fact that chromium plating was largely developed by the corporation of which this company is a unit. In the products of other car manufacturers, stainless steel is being used to an even larger extent for exterior parts likely to feel the effects of weather. Despite the fact that this type of steel is four times as expensive as ordinary grades, the maker of the one fine car is using it for virtually all bright exterior parts. Others are considering it for various- units. Another member of the same family that is coming into wider use is rustless iron. Its first application to a motor car was in the form of running board mouldings. The first user was the manufacturer of a line of sixes and eights. Others now pre looking into it. In three of the largest motor car laboratories experiments are being conducted with an entirely new type of steel for use in crankshafts. While details of the new metal are not yet available, it is known that it eliminates the process of heat treatment. NITRIDED STEEL PARTS.

The recent introduction of a series of new models by the maker of one of the most expensive cars marked the first use in the United States oi nitrided steel in motor car fabrication. This metal has been much exploited in Europe and its progress is being watched with special attention by American engineers and metallurgists. A great deal of casehardened steel, of course, is employed in motor cars and many feel that something still harder, less corrosive : less easily distorted and capable of

< withstanding heavier impact is to be desired. It is this fact that has focussed so* much attention on nitrided steel, which is claimed to possess these desirable virtues. The nitriding process was developed at the Krupp Works in Gerihany. ;Jt was introduced in America by Adolphe Aubert, a French steel, marker, who - holds the rights to the process outside of Germany. While it has failed so far to find an application in America, outside of the steering gear of the car previously referred to, it has caught on more strongly in Europe, where it has been longer known. One of the most expensive car uses nitrided steel for cylinder walls, crankshafts, timing gears, camshaft gears, clutch disc, valve tappets, water pump and other engine parts. Still other European cars are using it to a lesser degree. Proponents of this new steel foresee its early and general use in America despite some of the present ? disposition to wait. Cost “and pos-1 sible brittleness are two of the considerations in the minds of American engineers. A new ingredient that] has recently gone into the making of automobiles is asphaltum. A coatirtg of this substance is being applied to the inner side of the steel body panel | to remove its tendency to rumble. I

Several of the most expensive cars are using it. Rubber having displaced metal in so many parts of the average automobile, it is worthy of note that one instance has recently developed in which metal has displaced rubber. That is in the clutch. When - the 1929 cars were introduced, rubber inserts were to be found in virtually all clutches. Their purpose was to prevent the matching of engine and drive mechanism vibrations. Recently, after months of experiment, the maker of one of the most popular sixes, decided the same end could better be achieved by using a small coiled spring instead of a rubber insert. Others may follow this example soon, according to present indications. A continued discussion with regard to the metals used in car-making is that relating to the springs. Virtually all laboratories have considered, and continue to consider, the relative superiority of a carbon or alloy steel for spring material. The final word on the subject has not been spoken. Some have chosen a carbon steel, others an alloy. Carbon steels are less expensive but more material is necessary, which makes them as costly in the final analysis as one of the alloys, some declare.

In such ways as these are the ingredients of automobiles undergoing changes. The trend is one for which most observers can see no end, for, as one of the greatest engineers declares: “We are just beginning to learn how to use metals.”

IMPROVED JACKING REQUIRED.

It would be an absurd policy to expect a driver to carry his headlamps in a box, take them out at lighting-up time and screw them on to their brackets. Cannot the same be said In future with regard to jacks? At present we put up with only one jack, .winch has to be pushed precariously under the axle. In years to come a set of jacks will be part and parcel of the chassis and it will be possible to lift all four wheels together. Jacks of this kind are already available, but their use is by no means universal. Then there is the matter of lubrication, which is still a messy business. The day ran St arrive when one has simply to fill a tank on the ear, , which ..feeds the engine, gearbox and back axle. Prosperity awaits the man who introduces an oil suitable for the axle, gearbox, engine sump and chassis bearings. Until then one must be .satis-' -lied with filling each separately, but ' surely the dip-stick can he dispensed with and a rotating Indicator fitted in its place. BRAKE ADJUSTMENT. There is considerable diversity of opinion among many motorists as to which is the best way to adjust brakes. Many well-known .manufacturers consider that the brakes should come on the rear wheels first, whereas others suggest the front wheels. There is the point that, if they come on the rear wheels first on a wet road and locking occurs, you will find that a rear-wheel skid can be easily corrected, whereas when applied to the front wheels first, and a skid occurs, this is much more difficult to correct. A point to re-in-ember,- of course, is that front-wheel skids—in fact any form of skid—is much less frequently experienced no-v than was the ease a few years ago, owing greatly to the modern tyre. In , the .case of slightly -early .application of the rear-wheel brakes it must be ; remembered much of the load is thrown on the front of the ear.

The Victorian Motor Cycle Section of the Australian Association of British manufacturers is offering a series of prizes to school children for the best essays on motor cycling.

| MOTOR AND CYCLING NOTES, | Of recent years the American autol mobile, industry has probably never 'received such a surprise as the uniprecedented success that attended the ! debut of the American made Austin jbaby car, which is mechanically quite similar to the British 7 h.p. Austin with a few minor alterations. Duringl the first week of its display in New Y.ork the U.S.A. Austin Company received signed orders for 52,025 of these cars, aggregating 1 the sum of £4,600,000. In addition to the signed orders obtained, applications were also filed for a further total of 34,520 Austins, which distributors were anxious to book up. The original schedule of the U.S.A. Austin Co., for the first year of production was 100,000 cars, which it is stated, could have been sold in two days had the makers been prepared to accept bookings. * # * * In view of this remarkable trade interest displayed in the first baby car made in U.S.A., it will be interesting to watch how the big American automobile corporations will react to this sales demonstration of the fact that there is apparently a vast untouched market in U.S.A. for baby cars of the 7 h.p. Austin type. It is interesting to note that Sir Herbert ,Austin, father of the little car and president of the English company, journeyed to New York to christen the first of the American edition of the British baby car.

That the automobile occupies the most important position in the whole scheme of modem road transportation cannot be denied. Its foundations, growing stronger as the years pass, now support the economic structure which has made life in tjie present day a far different thing from that of even ten years ago. Take rhe matter of transportation of market garden produce today and that of a few years back. The up-to-date gardener or orchardist now, thanks to automobile transport, enjoys many advantages that were impossible when horse haulage was the main means of transport of farm produce to the nearest market. This applies right throughout the Commonwealth. As a specific instance, take the development in this direction in the State of Victoria where 1500 tons of produce, per market day, is handled by motor transportation at the Melbourne markets.

A few years back a belt of country with a radius of about 25 miles from the capital, supplied this market; now this has, owing to automobile transport, been extended to a radius of 100 miles from the metropolis, thus bringing new land under cultivation, whilst there are examples of goods being brought to market rapidly and in fresh condition from distances beyond 100 miles. The market gardener and orchardist using modern motor transportation has many advantages over the rapidly disappearing old system of horse team transport. A comfortable sedan type of cab body affords the driver complete protection in every sort of weather, powerful headlights light up the road well ahead for his speedy run, and he arrives at ‘ the market in much better physical shape than his less fortunate competitor. The motor truck operator is back home many hours ahead of his neighbour, and he gains enormously in the busy season through being able to use the time profitably which the motor truck has saved him.

The fruit grower—fairly close to his market—finds motor transport a tremendous boon during the last few days of the,ripening period; a sudden access of heat ripens the fruit very rapidly,,, and unless the crop can be quickly, marketed a dead loss results. With the motor truck, picking is continued until sundown, a load is rushed off and placed on the stall, and often the truck is rushed back home for a second load, which is transported, for the opening of the market. With horse transport only one trip is possible; thus reducing the growers’ earnings. In addition to orchard and market garden produce, motor trucks are extensively used for the rapid transportation of pigs, sheep and lambs to the markets, and from thence to the ham, bacon and freezing works. Official figures show that automobiles total 75.4 per cent, of the vehicles transporting produce to these markets, whilst only 25.6 per cent, are horse-drawn.

. Outside of live stock, automobiles transport into the Melbourne markets, 234,000 tons of produce per year. Apart from the matter of convenience and economy, motor transportation ensures , hygienic condifreshness of produce, improved qualtiy of the goods available to the public, due to the short time the goods are in transit, and the elimination of waste. From 2.30 a.m. onwards the Melbourne markets present an exceedingly busy scene with their army of growers and buyers in operation. The motor truck from Colac (06 miles),, with its load of fresh veal and lamb; the fish-laden three-tonner from Stony Point (46 wiles); loads of freshly-rpicked peaches from Doncaster (10 miles); vegetables from Scoresby (18 miles); green peas from Drysdale (58 miles); potatoes from Dalmore (37 miles)’; melons and cucunfbers from Euroa (96 miles) from north, south, east and west, supplies are swiftly brought for the one and a half million people in Greater Melbourne, thus showing m this line of industry, the import-

j ance and value to the community of j j modern automobile transport. | ; * * - * j j A patent has. recently been granted j in England in connection with brake j" 1 operation on motor vehicles that is j likely to prove of considerable value, jlt is the invention of two engineers ; connected with, the Birmingham j Tramways. Electricity is employed jin the new apparatus which is ini tended as an alternative and addi- ' jtional means of applying the existing brakes, leaving the orthodox hand land foot controls free to be operated 1 jin the usual manner. Thus the . j driver is given the option of power operation or manual operation. The heaviest motor vehicle, it is claimed, may have its full" braking power either gradually or instantly applied, with no moi’e physical exertion than the movement of the driver’s finger. The device may be used for the operation of the foot brakes or the hand brake, or for both brakes combined, and may be applied as gradually as may be desired, and released without removing either hand from the steering wheel. Electric current is supplied from the ordinary accumulator or from a special, generator. The current is then taken through a series of graduated resistances to an electro-magnetic solenoid supported on the under frame of the car. The core of the solenoid is attached to a lever on a special cross-member, which is mounted in the chassis frame just behind the normal brake cross-shaft. There are other levers on the additional cross-member which are connected to the levers on the normal cross-member by adjustable rods. Thus, movement of the core of the solenoid is transmited to the brake levers, and finally to the shoes. The controlling switch is. mounted on the steering wheel, and is in the form of a second rim within easy reach of the fingers. Operation of the switch cuts out the resistances, one after another, until current passes, direct from the battery to the solenoid. Gradual movement of the switch results, therefore, in gradual operation of the brake, while quick movement applies full braking power immediately, Any adjustment of the brakes is possible, so that the foot brake may be applied in advance of the hand brake, or vice versa. An alternative control can be arranged by cutting out the resistances by the movement of the brake pedal, in conjunction with a simple contact switch placed on the steering wheel. So long as the switch is open the brake will be operated in the ordinary way by pressure of the foot, but as soon, as the switch is closed, the brake, immediately. becomes power-operated. The current consumption, it is stated, is not excessive. On a popular type of 12 h.p. car to which such brakes have been fitted, all four brakes were, fully applied by a little less than 20 amperes from the ordinary 12-volt battery, tvhich is only fractionally; more than the total consumption of the lighting equipment. The idea of such apparatus for operating the brakes seems a very good one; in these days of fast-moving vehicles, positive and instantaneous operation of the brakes becomes a matter of vital importance. The ability to apply the full braking power at a moment’s notice, without effort, is a very desirable feature and one that would be appreciated by all automobile owners or drivers.

One of the most difficult problems for officials in charge of motor racing is that of selecting a reliable timing instrument. It is interesting to note, in this connection, that the competition committee of the body which controls international motoring, recently met in Paris and decided that the Leroy-Brillie photo-electric timing apparatus , shall be officially adopted for timing world records. This device is extremely accurate to one hundredth of a second, a most important thing now that speeds are so great. The mere difference of a tiny fraction of a second may jeopardise the beating of a reeprd now that speeds are nearing the 250 m.p.h. mark. It was also decided by this committee that rocket cars or those drawn and pushed by aeroplane propellers are not eligible for world’s land speed records.

The Prince of Wales, who is now in South Africa on a sßooting expedition, has with him two special British-built six-wheeled cars for transport purposes, which are completely equipped for every requirement. One of the vehicles is for attendants and the other for the Prince’s own use, and can be used as sleeping quarters, for cooking, or as a bathroom. Gun-racks are also provided. At the rear of the vehicle are two immense water tanks, and by coupling the pipe from the mechanical tyre pump, worked by the engine, pressure is exerted and'water is thus provided for a shower bath for His Royal Highness. These hunting cars were devised and constructed by Morris Commercial Car, Ltd., and are fitted with Dunlop ytres.

. A tunnel for motor cars extending a mile through solid sandstone is a feature of the Zion-Mount Carmel highway, in the western part of the United States. This tunnel is nearing completion. In addition to the boring of the tunnel, galleries are opened up every thousand feet which will make it possible for tourists on this highway to look out into the inspiring panorama of Zion Canyon, one of the most magnificent stretches of scenery in the entire country.

GAUGING DISTANCES, Some drivers have little idea in judging stopping distances at various ■speeds. ■ Let him select a little-used stretch of mad, and mark a point at which the car is do be stopped. Then he should approach this point at various speeds, and endeavour to gauge the minimum distance he requires tO‘ bring the car safely to rest. It will be a surprise to this class of driver to find that he does not bring off that smooth deceleration, and precise stopping at .v given point, which the skilled driver carries out so neatly. Every day one hears screctehing brakes which tell of frantic braking efforts; and in nearly every accident much is due to ill-judg-ed or unsuccessful braking efforts. The changes in stopping ditsanees brought about by various speeds and various types of road surfaces are also most useful studies which arc too often neglooted*