HAND BRAKES

Nelson Evening Mail, Volume LXIII, 11 May 1929, Page 3

HAND BRAKES

NOT A MERE ORNAMENT In these days when even the cheapest cars are* fitted with four-wheel brakes as standard equipment, many motorists are inclined to rely entirely on'the foot-brake. When driving in traffic, where smart acceleration and efficient braking are essential, there is no time to reach for the hand-brake each time tlie car in front abruptly stops, and in consequence the footbrake is very roughly used hv far too many motorists. ’Too many drivers follow just oil the tail of tlio car in front, and arc compelled to push the foot-brake to the iloor-boards to avert a collision, each time the other car Stops, if motorists were to allow a little more space between cars, they would have time to use the hand-brake in conjunction with the foot-brake, instead of disregarding tlie one and overtaxing tlie other. The average driver finds difficulty in starting off on a steep hill. He usually jams down clutch and foot-brake, engages low, races the engine with the band control, and lets both pedals come up with a rush. This had habit is created by the presence of tlie lianclthrottle. In the absence of ibis auxiliary control, tlie driver is compelled to operate the accelerator with tlie brakefoot and to brake witli the hand lever. The necessity produces a skill in uphill starting which cannot be attained by foot-braking. When coasting down long grades the average motorist releases the accelerator, slips into neutral and checks the Whole weight and momentum of tlie car with tlie much overloaded lootbrake, instead of nulling Ihe bandbrake back a couple of notches to compensate somewhat for tlie excessive use the former gets in ti n Hie. Even on steep slopes very few motorists use tin* hand-brake, although the'' may change down into ■ ceoial. anil use the engine in conjunction with the font-brake. The disregard for Midi a usehil brake is probably explained by the fact that: many motorists look upon the hand-brake merely as an apparatus for holding the car stationary.

The average owner-driver. o:> eoininy ii!in his rage, apph*- the hand-brake tight and leaves it. on. Tin:-, the coilsprings controlled bv the lever art

stretched to their fullest extent, for perhaps twelve or fourteen hours, an occurrence which must obviously affect even the best springs in time. Yet when a motorist leaves a car weighing peril,-!ps a couple of tons on a stoop incline, he would be astonished if he returned to find that it had run down the bill and would believe that it had been tampered with. He either disregards or is ignorant of the misuse of the hand-brake which has eventually tohl in the sudden breaking of an overtaxed rod or spring.

FAULTY IGNITION

POSSIBLE SOURCES OF TROUBLE A frequent cause, of trouble in a motor car is interrupted ignition which will prevent starting or will cause the engine to stop at once. The following are possible sources of trouble:— 1. Ignition Switch —Be sure it is turned on. 2. Spark Plug—Disconnect wire and hold three-sixteenths of an inch from plug while engine is cranked. Regular and bright spark jumping indicates current supply is ample. I’. Spark Plugs—May be dirty or cracked. Clean or replace with new plugs. Set points to thickness of spark plug gauge. 4. Wiring—Examine carefully for loose or broken connections, particularly at battery and distributor; also for worn or oil-soaked insulation.

5. Breaker Points —If pitted or black smooth with file. If blackening continues, replace both points. Have condenser tested.

(i. Breaker Arm—Watch operation as engine is cranked with ignition switch off. Breaker points should make firm contact, then separate to thickness of breaker point gauge. 7. Resistance Units—Examine for break in resistance wire. 8. Distributor Head—Remove and clean with motor spirit, inside and out. Replace carefully, watching for missing or broken distributor button or spring. 9. Ignition Coil —May be shortcircuited by dirt. Keep clean.

TOO MUCH OIL

While it is tlie cored; practice to check and correct the oil level in the differential gear housing, it should be remembered that this is one place on the car that should not be overoiled. In the engine or in the transmission too much oil will have little or no liaimful effects beyond, perhaps, the splashing out of the excess oil, but in tlie differential excess oil works out along the axle bousing and into the brake drums, where it will have a harmful effect and may be tlio cause of a serious accident. Oil on the friction surfaces of tlio brakes will not only glaze tlie brake linings, but will make the brake practically inoperative. Should oil at any time be seen around the rear wheel housings or brake drums the level of the oil in tlie differential casing should first be cheeked, and, if necessary, corrected. The wheels should then be removed, and tlie oil wiped from round the brakes with a rag dipped in petrol.

LUBRICATING ROAD SPRINGS

Although most new cars are now turned out with spring gaiters, there are still many cars in use with unprotected springs, and their owners as a rule find the task of lubricating them very tiresome. Probably tlie easiest — and cheapest—way of doing the job is to wash the springs with paraffin by means of a stiff brush, aftcrwaids “painting” them with engine oil, waste oil drained from the crankcase being excellent for the purpose. If this is done at intervals of, say, 2000 miles, no difficulty with rusted or seized springs should ho experienced. The job will be far more effective if the weight of tlio car is taken off each spring before treatment so that the leaves will tend to open. This can be done, of course, by placing the jack under the chassis frame and not under the axle.

“CANARIES” IN THE BRAKES

When the brakes squeak it is usually due to dirt forced, in the lining fabric when pressed against the drum. Often this dirt can be washed out with kerosene. When tlie lining is thoroughly impregnated with dirt, however, kerosene will not prove adequate. In these cases a small amount of resin and castor oil mixed as a fluid and applied to the brake hands will put an end to the noise.

DRIVE CAREFULLY

A few reminders to car drivers at this time of tlio year, regarding safe motoring, will not be amiss, especially now that traffic has so greatly increased. Tourists should hear in mind that at present there is a lack of road sense on the part of a great percentage of nearly all classes of road users, and motorists should he most particular and regulate tlieir speed so as to he able to pull up clear of any possible danger and avoid any unnecessary or thoughtless action which compels other drivers to jam on tlieir brakes or swerve violently to avoid a collision.

Undue haste is the cause of most avoidable accidents. Hand signals should lie given distinctly and well in advance of the projected manoeuvre. It is almost as dangerous to signal and turn simultaneously os not to signal at all. Road sense implies knowledge, of the right thing to do under all varying traffic conditions, combined with anticipation of all the wrong things other people may do. 'The usual driving faults of the novice are:—Ziz-zag steering due to not looking sufficiently far ahead; inability to steer accurately when reversing, frequent involuntary stopping of engine; hugging the crown of the road, failure to give signals properly; inability to judge speed and distance accurately, particularly iu the case of vehicles approaching from the opposite direction, resulting in cutting-in and overtaking other vehicles improperly; and insufficient caution at junctions. ’Tlie majority of side-slips or skids are due to bad driving and exces-

sive speed. Careful driving is tlie best guard against side-slip. If the speed is reduced at all corners nothing which cannot easily he rectified is likely to occur. Never assume that the road will lie clear when approaching intersections, and always give undivided attention to driving.