THE MOTORIST

Northern Advocate, 29 October 1932, Page 15

THE MOTORIST

WATOH THE BRAKES.

ATTENTION NECESSARY,

The adjustment, of the brakes is so important that it is wise:—in fact, imperative—to make use regularly of the modern brake testing and adjusting plants installed in many well-known garages and service stations, states a motoring journal.

The machines employed ensure that the brake adjustments are ovened-up in the right way, and it. invariably follows that they maintain, their adjustment for a considerably longer period than was the case when the old-fashioned, haphazard methods were followed. The wear is even, less pressure is required to give good retardation, and there is less tendency for the brakes to operate unevenly, so affecting the steering or causing a skid. Never neglect brake adjustment. Always keep the brakes in tip-top condition, and even if the adjusting nuts are inaccessible, as unfortunately is often the case, even today, make the best of a bad job with the knowledge that one will be well repaid for' the difficulties overcome.

There are, incidentally, various jobs which need occasional attention in connection with the brake gear. All bearings must, of course, be lubricatod, say, once a week, or every so many miles, as recommended by the manufacturers’ lubrication chart. Stick to these instructions; they are prepared for the owner-driver’s benefit. Removal of Drums. At intervals the drums might be removed to facilitate the examination of the brake shoes and the linings. This is a fairly easy job on most cars;, the wheel has first to be taken off; i which will reveal three or four cozzzz-ter-sunk screws holding the drum in position. If these be stiff or if the drum be rusted on to the wheel bolts, use a little penetrating oil, which will eat its way through the rust and ease the stiff component so that it can be removed fairly comfortably. If a long period has elapsed since the drums were last removed, it may be necessary even to tap them gently with a mallet from the inside, but be careful not to bend the back plate. If this is knocked out of truth a continual scraping will be hoard as the drum revolves and binds against the bent plate. It would involve a fair amount of trouble to dismantle and straighten out.

Examine the brake lining rivets. If they protrude at all or are even, flush with the surface of the lining, they should be driven home with a punch and hammer. Protruding rivets will score the inside of the drum and create a disconcerting screeching whenever the shoes are applied. They may also allow the lining to move on the shoe and tend to buckle under ajzplication, causing fierceness or judflering, which is most disconcerting, particularly on a wet road surface. It is a simple job to drive the rivets home.

As a temporary measure they can be driven home with the brake shoes in position on the back anchorage plate, using a hammer and punch. The correct and satisfactory method, however, is to remove the shoes completely and do the riveting properly. The rivets are disposed alternately on the loft and right of the lining, except close to the ends, where a pair in line is employed. Condition of Linings. If the linings are at all greasy, due either to the passage of lubricant along the axle, or the over-enthusiasm of the owner in lubricating the brakeoperating camshaft, clean them with petrol. If the grease is well impregnated into the lining, a blow-lamp would be found more useful, although it is quite likely that in such a case renewal of the lining will be necessary.

A smooth or glazed lining can be improved by roughening it up with a wire brush. It is ’sometimes found also that under the pressure of application Ahe lining will flatten out slightly and overlap the sides of the shoe. This comes into contact with the drum, and may be the cause of a continual faint rubbing or squeaking sound. Tlie overlapping edge can be rasped down quite easily.

Remember that au efficient braking system is one of the most important safety features in the car’s make-up; zzcgleet may have serious 'Consequences. HOSING DOWN. There are certain points which should bo remembered in connection with hosing down any type of car. A strong, fine jet can be directed to the underside of the wings, over the wheels and the chassis (axle, dumbirons, springs, etc.) in order to remove caked mud. It is necessary also frequently to scour these parts with a stiff bristle brush, whilst, to remove grease, paraffin oil or a mixture of paraffin oil and water should be used. For the bodywork; however, and tlie upper sides of the wings, a gentle flow of water over the panels only should ho used to soften the mud, followed subsequently by sponging down at the same time as the water is allowed to flow over the panels. Dry off with a good quality chamois leather.

NIGHT RUNNING.

THAT SMOOTH FEELING

ABSENCE OF “-PINKING.”

Motorists will agree that cars seem

to run better at night time, more so

on a damp or wet night. The engine seems smoother, and seems to develop more power and pull better, writes “W.N.5.8.” in the “Post.” As a matter of fact, at night time, and particularly on a wet night, the engine develops loss power than on a dry day. This has been conclusively proved. Tire cold night air, containing a greater proportion of moisture than in daytime, slows down combustion in the cylinders and considerably dampens the fierceness of each explosion in the combustion chambers of the engine. Every explosion at night time is, consequently, 'softer and more prolonged.

How'over, ,a certain amount of the loss of power through damp air is offset by the greater density of the night air. Because the density of the air is greater more oxygen is available.

At first sight it seems difficult to reconcile the definite decrease of power with the apparent better pulling and quieter running. Under normal conditions, that is, on a dry day, the force of the explosions In the combustion chambers is. sometimes too fierce, and as a result detonation is apparent. To avoid this the usual practice is to retard the spark, the result being that the force of the explosion does not strike the piston until the piston is well on the downward stroke.

It is always best to have combustion start slightly before or no later than the piston reaches the top of the compression stroke. By retarding the spark to avoid detonatiozz this is defeated. However, on a wet night conditions for combustion are almost perfect, and because of the more or less complete absence of detonation better running is observed. What actually happens on a wet night is that with the spark fully advanced (which is a necessary factor) no detonation takes place; the explosion is slower and more prolonged, ite. effects being continued over a greater portion of the working stroke of the piston. Better performance is obtained when detonation is avoided by slowing down and subduing the fierceness of the explosion (as when the atmosphere is damp) than by retarding the commencement of the explosion until the piston is descending on the working stroke (which overheats the motor and causes “woolliness”). Attempts have been made to introduce water vapour with the mixture for daytime running, but hitherto those have not led,to anything commercially.

FIRST AID, TREATMENT FOR INJURED DRIVER. By sudden and violent contact with the steering wheel the driver may bo 7 winded (states a writer in the “Motor”). Winding is a state of collapse and is due to the solar plexus being struck. The solar plexus, which is situated behind the stomach, is the centre of the sympathetic nervous system, controlling all. those muscles, functions and movements that do not come under the control of the will.

The effect is generally very quick. Giddiness comes on; pulse is rapid and very weak; the breathing is quick and irregular, and the patient sighs from time to time. The face becomes pale and the skin cold and damp, and the patient is helpless. The patient doubles up in an involuntary effort to lessen the pain. Do not, therefore, straighten the patient out hurriedly. Gradually raise him and rub around the abdomen. Lower the head between the knees and apply cold water to the face. Loosen all tight clothing at the neck, chest and waist. The application of warmth to the pit -of the’stomach and over the heart will be beneficial. Smelling salts should also be held to the nose. When the patient has come round, keep him warm and let him rest with his head slightly lowered and turned to one side. Stimulants, such as hot tea and coffee or sal volatile (a, toaspoonful to half a tnmberfnl of water) may bo given. Broken Ribs. If from the same cause a blow is received higher up across the chest, .ribs may be broken. They will not. except in exceptional circumstances, break in the front, but at the side of the body, midway between the breast bone and the spine. The blow will force the broken ends outwards. The symptoms are short, shallow breathing and a. severe pain, which attempts at deep breathing accentuate. Shock will also bo experienced. If no internal organ is injured, apply a bandage around the body with the centre above the fracture and another one with the, centre just below it. J.’in or tie them firmly enough, on the, uninjured side of the body, to afford support.

The pins will be more comfortable if fixed slightly to the front. 11; a wide scarf is available one only will do, and it should he applied with the centre over the seat of the injury. Support the arm on the injured side in a sling by turning the jacket up over the forearm and pinning it to the lapels.

AIR LEAKS.

HOW TO tract; THEM

With new gadgets being hooked on

Ito the intake vacuum it is a pretty | difficult matter to trace down an air leak, and it is quite possible for an air leak to be eventually found at the rear axle or in a score of other strange places, writes W.3ST.S.B. A list of gadgets which are operated by vacuum on the modern car is quite illuminating:— (1) Vacuum tank; (2) windshield wiper; (3) cigarette lighter which gives cigarette its first pulf or two when lighting it; (4) oil rectifier; (5) upper cylinder lubricator; (0) vacuum-servo brakes; (7) spark advance control; (8) vacuum control for dipping the headlights; (0) dual radio rear axle (vacuum control for shifting the high or low differential ratio). Should a leak develop in any of these gadgets or in the several feet of piping connecting them to the intake manifold, the idling of the motor will be irregular, and because of the weakened mixture acceleration and general running will be poor. When the motor will not respond to a richer setting of the idling speed ;jot it is si sign there is an air leak somewhere. The leak may perhaps be between the carburet-

3 tor and manifold or cylinder block 3 and manifold. • In order to detez’inine - whether it is either of these places, pour a little kerosene on the suspeet- > cd joints; if the iding of the motor - alters a leak has been located. If, ; however, there is no noticeable dilfcrI once in the slow speed running the > leak must be in one or other of the . vacuum operated gadgets, in one of , the pipes leading to them, or in a , joint. The quickest way to locate the i leak is to remove .the pipe leading ; from the manifold to, say, the wind- : screen wiper and plug the hole left in i the manifold. If this cures the trouble the leak is either in the wiper, the pipe, or in one of the several joints and connections in that particular pipe. The process should be repeated with all the vacuum operated devices until the leak is found.'

EMERGENCY STARTER. An analysis of motoring accidents would probably show .that a surprisingly large number are caused by the accidental stalling 0 f the motor through faulty driving in difficult circumstances, states an exchange. Anyone-who has watched a driver of limited experience knows how easily he will stall the engine by attempting to move out of a dangerous position in top gear while the ear is running very slowly, and thus throw the whole responsibility of avoiding an accident on the driver of the other vehicle concerned. .If .the other .vehicle, .happens, to be a tram or train an accident in these circumstances is often inevitable. ' 1? rob .ably improvement in the running of modern engines has contributed to this .danger. The engine normally runs so quietly that it may often stop -without the knowledge of-the-driver.

A new device being fitted to many -American ears promises materially to reduce if ic dangers of a “dead” engine in emergencies. This is an automatic switch for the starting of the engine. It is so constructed -that as soon as the ignition switch, which is of .tlie usual lock type, is turned on, an electro-magnet is brought into operation to work the starter switch; As soon as the engine fires and begins to run under, it own power, this magnet is disconnected, and the starting mechanism is released, but should the engine stop -while the ignition switch is still turned on tlie starter is operated again immediately and the engine restarted. Apart from tlie added safety which the employment of the instrument assures, it simplifies the operation of driving, as the engine starts as soon as i’t is -swi-tehed on. Moreover, the possibility of the ignition switch being left on accidentally, and thus discharging the battery or burning out the coil, is eliminated, because the driver’s attention would be directed to the fact that the switch was on by the fact that the engine was running.

MERSEY TUNNEL. BIG REVENUE EXPECTED. Of the 1,590,000 vehicles expected to use the Mersey Tunnel each year—the tunnel zvill not be ready for opening until about Juno next year—it is estimated that 800,000 private motorcars will pay tolls at the rate of Is 6d each, bringing in a revenue of £OO,OOO. According to a census which has recently been made, the expected traffic and toll revenue, together with that from private ears, is as follows: — .100,000 motor-cycles and other light vehicles at Od each, £2500; • 540,000 motor-vans, lorries, and other heavy \ chicles, at Os, £8.1,000; 3 00,000 motorcoaches and motor-buses, at 2s Od, £12,500; ami 50,000 taxis, oil tank?, and so on, at 2s, £SOOO.

Parliamentary powers are to be sought, by the Mersey Tunnel Joint Committee to enable them to extend the toll-paying pciiod beyond the twenty-five years already authorised as a maximum, this step being necessary since the. estimates of capital expenditure have been heavily, exceeded.

Giving evidence at an inquest at Hammersmith a ear owner-driver said that he did not know how many cylinders his ear had. It is the way with some motorists. They cannot even count their sparking plugs.

THE TILLER CAP.

ATTENTION N ECESSAR Y

The roar petrol tank filled with

either pump or autovae feed to the carburettor demands a form of attention that is somewhat new in upkeep processes to a great many drivers,

even those with many years’ experience. That is to say, it is highly important that the small air vent-hole in the filler cap should bo kept clear by occasional probing to. remove the mud and dust -that tend to choke it.

A blocked or partially choked vent hole may be the cause of erratic running of the engine, particularly when there is need to ran the latter at high speed and full throttle, as in climbing steep hills. Air cannot then enter the tank fast enough to take the place of the petrol that, should issue to the carburettor, and what is known as “petrol starvation” occurs. Popping in the carburettor is some-

times a symptom With autoyac feed the result of a choked vent-hole may be far more serious, for if air cannot enter the tank while the engine is running an intense vacuum is set up inside it, representing at its worst, a pressure of roughly I4lb per square inch from every direction upon the whole of the exterior surface, or nearly half a ton in the case of quite a small tank. The ultimate effect is that the tank is unable to withstand the stress and collapses, concertina fashion. WHEN THE STARTER STICKS. In the old days, a. starter which re. fused to engage owing to the sliding pinion having become “gummed up” on the quick thread was not uncommon. Nowadays, however, only in rare instances is this trouble experienced. It is claimed by the writer of this hint that a definite cure can bo effected if a lubrication hole is drilled in a suitable position in the casing of the starter, so that periodically a few drops of thin, penetrating oil can be injected so that they fall on to the quick thread. j It is also pointed out that pinlons : which give trouble in this way can, be made to work far more satisfactorily if, at the end of a long run, the starter is momentarily engaged, because any oil on the quick thread will then be fairly thin; owing to the heat' Of the engine the pinion will slide freely, and in so. doing it will tend to clear the shaft.

Costs of motor ear operation have been much reduced as a result of the progress which has been made in the design of bodies. The rigidity and strength of bodies have been greatly increased by modern constructional methods, which reduce the number of component parts, and therefore the number of joints' likely to , become stressed. Modern bodies contain only about 250 parts,- compared with 700 parts in those produced a few years ago.

v The electrical' equipment of a modern ear, and particularly the generator, and starting, motor, is made with

.such extraordinary care and precision that, if moderately well .looked after, its Jife is considerably greater than that of most cars. Lately there has developed a remarkable demand for old motor car generators, especially of the 12-volt type, for country lighting. Attached to a suitable windmill and supplying a storage buttery through an ordinary motorcar “cut-out, ” such a generator pro-

videa an excellent house-lighting plant of small capacity. "

Yon will waste fuel excessively if . ~ you drive your ear immediately after, - starting up in the mornings. Actually >. this bad habit results in fuel being us- .•■■■■. od at four times the normal rate til the tenth mile, when average effici- ’ , out operating heat will have been reached. To avoid this waste, start ■ your engine and let it tick over for iivo minutes, at least, before the car is driven—also avoid .using the choke.