CHANGING GEAR.

New Zealand Herald, Volume LXVI, Issue 20420, 23 November 1929, Page 16 (Supplement)

CHANGING GEAR.

HINTS TO DRIVERS, Changing down, though actually tho bug-bear of many drivers, is really much easier than changing up, if tho correct method is followed. In'changing down, instead of waiting for tho clutch and gear to slow, as is done in changing up, it ' is necessary to accelerate the cluLch. Thoro is only one picthod to be recommended in doing this. Choose any speed, 40 or 50 m.p.h. is not too fast, depross the clutch, (not too far if a clutch stop is fitted), and take the lover from top to neutral,

maintaining tho throttle pedal where it is. Tho engine will accelerate at once. Let the clutch in again for a fraction of a second, then take it out and movo tho lever from top into third, or second in tho caso ©f a three-speed box- The engine not© should indicate when the clutch has been accelerated to tho right speed, and tho fngine note should bo that heard when driving in third at tho given road speed. ! A double-clutch chango as this is termed, is easier than it sounds, for after one or two practice efforts the operation simplifies itself into withdrawing tho clutch, and moving into neutral, letting tho clutch

back and instantly engaging tho lower

gear, the clutch not being withdrawn tho eecorid time. The second method is tho clipping clutch change, which is not quit© to easy. Here the throttle pedal is kept down, the clutch pedal is depressed sufficiently to allow tho engine to race, and when the required engine note is reached, the lever is moved quickly from top into the lower gear. These are tho simpler methods of changing down, and aro within the compass of any ordinary driver once he has conquered a certain nervousness about the gear change. A fair amount of skill is required in

getting baclc into gear after coasting down a long hill. At tho end of the coast, the engine is just turning over slowly, the * gears are iu nevitral, and tho road speed of the car may bo anything up to .55 m.p.h. or even more. To get back into top gear, the clutch must bo let strictly alone, the engine accelerated until it is running at tho requisite speed for the speedometer reading, and then tho gear lever moved -quietly in the direction of top gear, until the driver can just feel the gear dogs. .If the speed of tho engine has been judged correctly, the dogs will enter at once; if rot, it is necessary to afcelerate or decelerate tho engine, and as this is done one set of dogs will go faster or slower. There is no mistaking the right moment, for the driver > gradually feels the dogs moving relative to .each other more and more slowly until the lever slips automatically into position and the gear is meshed. Changing down while descending a steep' hill often dismays many drivqrtf, although it can easily be accomplished. Tho right foot is on the brake pedal, and to take it off would releasing the brakes for a moment, which might/not be desirable. Accordingly the throttle is released, the clutch withdrawn, and the gear lever placed in neutral. The clutch is then re-engaged, i-the left foot placed on the accelerator iipedal, and the engine accelerated rather fanore than is required for' the changef«lown. The left foot is then transferred to the clutch pedal, which is depressed, tand the lever'moved inio the lower speed "slot. On a steep hill it is quite possible ,*o change from top through the gears and into low by this method, which is readily applicable to, all cars in which the accelerator pedal is placed between the •iclntch and the brake.

MOTOR TRADE ITEMS. The Minerva programme for 1950 includes a six with an engine developing 150 h.p. and a straight-eight of even greater power. As an iridication of the six-cylinder trend in England it is significant that 'Armstrong-Siddeley, for go long makers of four-cylinder cars, have an " all-six " line for 193Q, ranging from £250 to £I6OO.

For 1930, the A!fa-Romeo Company will ■produce five distinct six-cylinder ca*s. The racing successes of this concern in 1929 hava obviously influenced design, and two of the models are supercharged. One of these, rated at only 17 h.p. bv formula, has a peak of 95 h.p. -with the supercharger. r ," •-

The Singer models" for 1929 arrived in Auckland last week, and they embody several now refinements and improvements on last year's models. One of the most attractive cars in the Singer range is the Sports Junior; an eight horse-power model which is claimed to be capable of 65 rn.p.h. The new six-cylinder cars are due shortly, and a wide range of body types will be available.

General Motors Corporation is taking a keen interest in aviation developments, and it would not be surprising to hear Of the . distributing agencies in all parts of the world taking over light aeroplanes within a year or two. General Motors obtained a 40 per cent, interest in tho IFokker Aircraft Corporation a few months ago and also bought out in entirety the Allison Engineering Company, an Indianapolis firm engaged in developing the Diesel for aviation purposes. -

In 1922, 92.4 per cont. of all American buses were equipped with four-cylinder engines, whereas in the current year 86.4 per cent, have six-cylinder engines and »nlv 11.4 per c§nt. aro using -four-cylinder engines. The eight-cylinder unit, first used for bus service in 1928, now makes cp 2.2 per rent, of the current models, ffwo companies are at present using eight-, cylinder engines. In addition, there is an upward trend toward batterv ignition as evidenced by the fact that "in 1922 only 22 per cent, of all models were using e. battery ignition, whereas this year 66 per cent, of bus models are thus equipped.