MOTORING

Nelson Evening Mail, Volume LXVI, 23 December 1933, Page 4

MOTORING

HOLIDAY ACCIDENTS WARNING TO DRIVERS TILE XEED FOR CARE A holiday season completely free from accidents is something 100 good to be hoped for; but it would be possible to diminish materially the toll of the road if motorists as a body would co-operate whole-heartedly to that end. Xow that the holiday season is close at hand and there will be a large increase in trallic, it behoves all motorists to exercise more than ordinary care. Tests have proved that many cars are permitted, in the hands of indifferent owners, to fall far short of mechanical perfection. If all carowners resolved not to go on the road during the holidays until deficiencies in brakes, steering mechanism, headlamps and tyres were remedied the many mishaps due solely to the inadequate control of cars would he eliminated.

More careful driving would remove the most fruitful source of accidents. Reckless ‘'cutting-out”- and “cuttingin” are special, dangers on busy thoroughfares much used by tourist trallic, where there is often a stream of ears in each direction. The danger of disastrous head-on collisions, with almost inevitable loss of life, needs no emphasis. Experienced drivers should bear in mind that probably there will be many newly-purchased ears, in charge of new-licensed drivers, on the 'roads during the holidays, and that responsibility rests upon them not only to have regard! to their own driving, hut also to watch for the vagaries of novices. . . . If all these warnings are heeded then the list of holiday accidents and fatalities will be considerably shortened .

THE LIFE OF A TYRE A DANGEROUS POLICY RETREADING MAY BE UNSAFE Consideration should convince every motorist that it is not only uneconomical to attempt to obtain excessive mileage from tyres, but that such a practice may be dangerous. Unfortunately a tyre’s expectation of life cannot be gauged accurately • from its external appearance, a point which buyers of retreaded tyres of doubtful origin should bear in mind. Its useful life docs not depend upon thq longevity of the tread, for if that was the only part affected, one could make use of the originaj tyres of a ear indefinitely, merely having them retreaded from time to time. The real strength of a tyre is in its carcase, and thanks to improved methods of cord construction, the normal mileage of pneumatic tyres lias been greatly increased during recent years. A LIMIT

Still, there is a limit which it is unwise to exceed, and which is governed largely by the treatment which the tyres receive. Correct inflation pressure is vital, and retreading of the casings should be done when the tread has so worn that the underlying fabric is almost exposed. If the advised inflation pressure is not maintained, there is bound to be an excessive flexing of the walls, which tends to weaken rapidly the strength of the cord foundation. Even when the pressure is consistently maintained' there is progressive deterioration, but under inflation accelerates wear and tear exceedingly. A modern, low-pressure tyre of good make will, under ordinary conditions of service, last for more than 10,000 miles, after which it should be in a good state for retreading. Some car owners make a practice of having casings retreaded twice, but it is doubtful if that is a prudent course. Assuming that most motorists do not give meticulous attention to the matter of inflation pressure, it is not advisable to run the risk of a second retreading. RULES OF UPKEEP '

It should also be realised that by Hie exercise of a few’ simple rules of upkeep tyre mileage may be increased znrprisingly. These may be summarised as follows: —Make a point of finding out what is the advised inflation pressure and check the pressure of each tyre at least once a fortnight. See that cuts and abrasions of the walls and treads are repaired without delay, and that the locking nut of the valve stem is kept tightly screwed up so as to prevent dirt and moisture penetrating to the interior of the tyre. Misaligned wheels, brakes which are not equalised, and the setting back of an axle will all produce abnor mil wear of tire tyres affected and if it is noticed that one tread is wearing down piore rapidly than the others the fault should be traced and remedied.

It is easy to understand the danger involved by trying the strength of the tyres too far, yet tyres are often seen in use which are so worn that the cord fabric is exposed. The tyre companies and reputable retreading firms will not retread a casing in unsound condition, and in their own interests car owners slumlil consult an expert on the advisability of having a badlyworn casing retreaded.

SLUGGISH ENGINES NEED FOR TUNING Too many motorists grumble about the performance of their cars and the cost of running them when a few hours’ work would provide a remedy. When an engine becomes sluggish it should be “tuned up” thoroughly. If the motorist is an amateur mechanic it will cost him practically nothing, and if not, the charge for such work at a garage is not very great. Following are the things which should be done: — First, clean the engine thoroughly with petrol, kerosene, or dilute phenyle. If phenyle is used care must be taken not to allow it to come into contact with any paint work or lacquer. Dismantle the carburettor and clean and reset the jets. If a petrol filter is fitted it should be thoroughly cleaned also. Glean the vacuum tank and make sure that the valves are working satisfactorily. Remove and clean the sparking plugs md examine them for any cracks in the insulation. Should there be any, the plug should be discarded and a new one lifted. Before refitting the plugs the points should he lightly scraped with a line file and readjusted. Adjust the valve clearances. A’heck the timing and clean the contact breaker points in the distributor.

If they/are deeply pitted or worn they should he renewed; if not, they should be carefully adjusted so that the surfaces make good contact with each other. Drain the sump, gearbox, and differential and refill with fresh oil of the grade recommended by the maker. Drain the radiator and allow water to run through it from a liose for about live minutes before refilling. Examine the electric wiring for loose connections and fractures in the insulation. Fractures should he securely hound over with insulation tape. If these operations are carried out with care a marked improvement in the performance of the car will usually follow. Failing this, however, the cylinder head should he removed and decarbonised, and the valves ground in. If the consumption of oil is very high new (lings should be fitted to the pistons.

OIL SUPPLY LAWS OF LUBRICATION The majority of cars have a dipstick for gauging the level of the oil in the sump. These dipsticks have two marks stamped on the stem. “Full” and “Empty.” To run with the oil level on “Full” is tlie mark of a reasonable and prudent man; to run with th.e oil level even approaching “Empty” is the mark of the unmitigated,optimist. During the intervening period between its removal from the earth and its introduction to the sump, oil undergoes the most elaborate' and careful refining processes known to science, but it does not, unfortunately, remain in its pure state for very long after it lias Once entered the crankcase. This is no fault of the oil manufacturer, but is inseparable* from the unfavourable conditions ujider which oil lias to lubricate the internal combustion engine.

Impurities such as water, dust, grit, carbon and even. traces of sulphuric acid enter the sump and mix with the oil. If these undesirable ingredients are mixed with the contents of a full sump they are harmless, until they have accumulated to a dangerous extent, which generally occurs by the time tlie oil has'been in use for about 1000 miles. If tlie level of the oil in the sump is allowed to remain below the “Full” mark the proportion of impurities in a given quantity of oil increases so rapidly that abnormal wear and the. clogging of the oil passages takes place. , The presence of these jflange'fcoiis impurities is unavoidable, and lias to be accepted. Their effect can, however, be offset, firstly by using a good quality of oil which will stand up to this severe treatment, secondly by always keeping the oil level up to the “Full” mark, and thirdly by draining the sump every 1000 miles or as recommended in the instruction book issued with the car.

NUMBERPLATES RIDICULOUS XEW ZEALAND PRACTICE The New Zealand system of motor vehicle registration whereby different number plates have to he acquired and affixed each year was declared to be ridiculous by Mr Justice Ostler in theChristchurch Supreme Court. The action concerned education boards and their liability for heavy traffic fees, and the question of discs was under discussion. His Honour remarked that for years in England the system had been in vogue of placing discs on motor vehicles each year as the registration fees were paid,, while the plates remained the same. Such a method was different-from the ridiculous New Zealand practice which compelled the number plates to be changed annually.

DUTIES ON MOTOR CARS DOMINION’S HIGH RATES A schedule of figures illustrating the amount payable in Customs duties on entry of an English car valued at £IOO, £l5O, £2OO and £250, into various countries and showing that of the countries quoted the New Zealand duties were much the highest, was submitted to the Tariff Commission at Wellington by Mr A. W. Hawley, when asking on behalf of the Society of Motor Manufacturers and Traders Ltd., of London, for a reduction in the duties. The schedule was as follows, the amounts in all instances being expressed in sterling, at par exchange, and calculated to the nearest pound:—

Commenting on the figures, Mr Hawley says it has often been stated that New Zealand is very generous in her tariff preference to England, and while this may be so, the figures quoted indicate quite clearly that, as compared with Denmark, Spain, Holland, and Canada, all of whom compete with New Zealand on the Home market in regard to dairy produce, our treatment of English motor vehicles, per medium of Customs duties, is anything but generous. *

USEFUL HINT CARBURETTER ADJUSTMENT Be sure that the engine is warmed up to its normal running temperature , before, making any carburetter adjustment. In cold weather this is especially important. Adjustments made when the engine is cold will appear to vary when the engine becomes hot.

F.O.B. Value: £100 £150 £200 £250 Denmark 9 13 16 31 Spain .... 11 20 25 36 Holland . 10 25 33 41 Canada . Free Free Free Free N.Z 23 35 46 55