Motors and Motoring.

New Zealand Times, Volume LI, Issue 11785, 22 March 1924, Page 14

Motors and Motoring.

Trade and Other Jottings.

(By

"Torque-Rod.”)

DODGE BROS. MOTOR CAR INCREASE© PRODUCTION. "Nothing was more gratifying to Dodge Brothers dealers than the recent announcement of Dodge Brothers that they wore erecting an immense new assembly building and other new units which would enablo them materially to assist their production, * -saioAho local .dealer for Dodge Brothers, in viewing the sales prospects for 1?C53-24. "Although the factory has been enlarging its facilities year after year, it has never been able to meet the demand/* he aJdjdod. "This was true even for the fiscal year ending in July, 1923, during which period approximately 200,000 Dodge Brothers motor-cars were -built and 6old. If Dodge Brothers dealers were able to make such, a phenomenal record last year, it is easy to see that they will do even bettor during the next fiscal, as the present line of cars represents a much greater value than ever before. The cars look better and ride better, and yet they retain all the former advantages of economy end dependability that accounted for the enormous demand of the past/* AN AUTOMATIC GEAR

AN INTERESTING TEST. A vory interesting test has been made in Franco between a larpe car, a FrazerNash fitted with a British Anzani fourcylinder engine of 1496 c.c. (69 x 1000 mm. bore and stroke) and equipped with the de Lavaud automatically and! infinitely variable gear (between limits) and a 12 h.p. Talbot-Darraci (1598 c. 0.) with a threo-speed gearbox. The de Lavaud gear is also known as # a torque convertor j but whatever it is called it may bo described as a contrivance for automatically suiting the gear tp the gradient awl engine power. For instance, supposing a car is ascending a hill on full thioucle, raising the accelerator pedal will have the ©ffect <rf reducing the speed in two ways. Firstly, it reduces the engine speed and power: and, secondly, the gear is automatically reduced because the hill is now too steep for the combination of gear and engine power. This gives a. wonderful control by means of the throttlo only, approximating the result that can be obtained from a steam engine. ,

RACING AT MURIWAI TO-DAY MOTOR CUP CHAMPIONSHIP. All roads will lead to Muriwai to-day (Saturday), and from early morning tUare will be a constant stream ot motor Vehicles e& mate to tile beach where the jßOtor races, hold annually under the auspices ot the Auckland. Automobile association will take place. Muriwai Beach is one of the finest natural speedways in Australasia, while the surrounding scenery is equal to anything in New Zealand. The races have attracted good entries for each event, while the star event, the Motor Cup Championship, has drawn entries from all tne fast cars in the Dominion, and. several from Australia also. in addition, the best drivers will be at the wheels, including Norman ("Wizard") Smith and L. Sanderson, from Sydney, Howard lNattrass, and Ben Campbell, of Wellington, Phil and Jack Seabrook, Selwyu Craig, W. Miller, and a number of other Auckland, men who are at the top of the tree in this branch of sport. It is safe to say that with such a gathering of speedsters the public will Be treated to a display never before witnessed tn the Dominion (says "Speedwell," in the Auckland "Star"). Estimates of the probable speed to be attained vary from 80 to 100 miles per hour. While it is known that more than one of the cars which will take part have attained speeds of well over the 100 mile mark, yet this was done on a racing track, and it is a handioap of at least 10 per cent, running on a beach track. With cars doing short turns round a mark at these speeds, it should bo thrilling enough. The five-mile Australasian speed record'is an extra event, and will be run over a straight course, tho competitors being the first three oars to finish in the New Zealand Motor Cup race.

Every advantage was taken of the fine week-end by racing men to try out their cars on Muriwai Beach. A large number of motorists from Auckland and Relensville visited the beach, the roads being in excellent order, very little rain having fallen in the district. Mr Duncan Bauchop, of Wellington, with his Italia car, has been at the beach, trying her out on several occasions. The Mercer oar was on the beach, but did not attempt any record-breaking. C. Sanderson gave the Vauxhall ja. spin over the measured mile, with satisfactory results. W. 3. Miller had his Chandler running well, and was quite satisfied with her performance. Jack Seabrook gave the Jowett a spin at top speed, and she registered quite a lot more miles than last year's entry. The Buick entry put up a surprising speed for a light oar. The three lords were not in evidence, but they will not be foun dwanting on Saturday. To return to the test: The TalbotDarracq, was the heavier car, weighing (loaded) 26 cwt 301 b, while the FrazerNash, with passengers, turned the scale at 20 cwt 741 b. Against this the former had a more powerful engine, but all told the latter had the more favourable power to weight ratio, namely, 1 h.p to 96.41 b, against 1 h.p to 103.31 b. Tho maximum speed of both cars was just over 50 miles per hour. The first test was on a suburban street, intersected by two streets, which necessitated slowing up, and in consequence divided the hill into three sections, with gradients of 81, 7, and sto 1. On this hill the automatic gear proved distinctly superior, although the bottom gear of the Talbot-Darracq seemed to suit the hill well. The acceleration shown by the de Lavaud gear was very gratifying. As a final test the Frazer-Nash was taken up this l}ill as slowly as possible, so that it was quite easy to walk beside tho car, the engine running, meanwhile, at about 800 revolutions per minute. In the country the, results were identical on several hills. The Frazer-Nash invariably gained on the ascents, while on level ground the ears maintained their interval. With the three-speed gearbox one gear was often felt to be too low, while the next was too high, and it is probable that a four-speed box would have shown to better advantage. On the other hand, the 'de Lavaud gear seemed always to be running at the ratio best suited to the circumstances. The same results were obtained from starting from rest on the level. Even when the Talbot-Darracq got away first It lost ground on the gear changes, and by the time it was in third it had been left behind.

SAFETY HIRST RUDE. Do not beliove that you oiwn the whole road,. Do not try to speed up when crossing on jntersecti in. The city traffic policeman is not in the centro of the street for ornament. Watch him or he will watch you. Cutting a comer is tho shortest way to a polico 'ourt. Ride only as fast as existing conditions warrant

MOTOR-CYCLING NOTES A summary of competition events and records for the year of 1923 in. America shows that on tho race track new sweepstake records were made for ten and: one hundred miles. The ten mile mark was set at smin 37 &ssec hy Jim Davies, at Kansas City, on Soptembor 3rd. The new 100 mile record was also made at Kansas on tho same date by P. Branson, a dark horse, who was racing in fast company for the first time that day. His time was 60 minutes 11 seconds. On tho half mile dirt track new 30-50 records were eet for one, five and 10 miles. J. Seymour (Indian) took the first two and Paxil Anderson the last one. No new records were made in tho 61 class on the dirt track, nor in any of the sidecar classes. The national championships, 8 out of which were won by Indians, were divided among the stars, though Gene Walkor got the lions* share, taking the 5, 10, 25 mile medals in the 61 class. Tho national hill - limb, an event of groat importance in the United States, resulted m three wins for Indian (Orrie Steele, G. De Koker. E. Ross being the riders) and one for A. C. Terpening, on an Ace. USEFUL HINTS LOST POWER. A cause of lost power is often overlooked in the muffler (says the Auckland "Star”) Unless the exhaust gases are able to escape promptly into the outer air a back pressure is set-up in the exhaust pipe, which oauses a groat loss of power. At least once a year the muffler should be dissembled and scraped clean of excessive carbon deposits. The difference in power output after such an oporation is most marked. SOOTING OF SPARK PLUGS. Sometimes a lot of trouble is experienced from sooting spark plugs. Heavy sooting of spark plugs may be taken as a certain indication of faulty carburetion or oil leakage past the piston. Before changing the plugs look to the mixture, and make it as lean as possible, and also get the. oil level correct. By doing this there will he less trouble with the spark plugs. SLIPPING BELT DRIVE. The following dressing :s stated to be useful for curing a slipping belt drive:— Heat together about two-parts of rosin to ono-part of castor oil. The resin rapidly melts, and the solution should to applied to tho bolt when hot.

WATER LEAKS. The water leak at the bottom of the radiator may he a sign that a now washer is needed in the radiator filler cap. If water spills over the neck, either when being added or when boiling over, it will run down inside the shell and drip out of the bottom of tho radiator. For the 6ako of a threepenny washer the motorists may therefore go to the expense of having a perfect radiator "repaired." ADJUSTMENTS. Adjusting a cold motor-car seldom proves satisfactory. Lasting adjustment should be made under the conditions of normal operation which they aim to improve. This boing the case, the motor must ho run a while and warmed up to the usual running Qieat before the adjustment is made. If this is followed out the adjustment should prove satisfactory WHEN THE ENGINE RUNS JERKILY. When the engine runs jerkily, the obvious cause is with the carburetter. To locate this trouble prime the carburetter, and.then watch closely for dripping; if there is none the trouble lies between the tank and tho float valve, but if there is a dripping look between the float valve and the cylinder head. The float valve may be worn, needing grinding. There /may be a small piece of dirt Sn ithe valve, which prevonts it horn seating. To test tho latter trouble, prime the carburetter freely to wash the dirt through the float chamber, and if the dripping stops the trouble has been remedied, but if it continued to drip, then the valve needs inspecting. DESCENDING HILLS. A qnestion that often crops up when motoring is being discussed is : "What is the correct way to make the descent of a long and fairly steep hillP" Now, this brings forward a lot of replies, but when it is all said and done, there is nothing like being on the safe side. Always descend a steep incline in one of the low gears, but if the hill should he of the very dangerous kind use the low Sear; and if the car goes down too fast, ben apply the brake. Also cut ofl ignition when descending.