THE MOTOR WORLD.

Otago Daily Times, Issue 18750, 2 January 1923, Page 2

THE MOTOR WORLD.

By Accelerator. fltoms of news—short descriptions of tours, tho state of the roads, etc., comment, or inquiries will he welcomed by " Acoelerator.”l FARM MOTORS. According to figures recently made miblio by tho Census Bureau, more than 30 per tout, of (he farms in U.S.A. now have motor vehicles. Tho total number of cars on tho farms is given at 2.146,512, a little loss than a quarter of the total for the country. Canadian registration figures published recently show that the farmers of Ontario own 36.8 per cent, of all the automobiles in that province. And near Winnipeg there has been found a grain farm of 12.CC0 acres upon which not. a single horse is used, not a single head of live stock raised. All tho work is done with trucks and tractors. It was figured that 400 horses would l>e necessary to do all the work on the farm, and 2000 acres would bo required to feed them. PLAIN HINTS. To use a spanner in tho wrong way is simply asking for “barked” knuckles. Bruises and the like can be avoided if, provided tho pull is in the same direction, the spanner is placed upon the nut so that the open jaws are towards the operator. When man-handling a car it is well to remember that there are parts which should not, be pushed or pulled, because they are vital. Some of these parts arc the wings, lamn-brackets, hood, and radiator. Why is -it that one often notices doors of cars failing to shut, and hinges rattling? Simply because the driver or passenger, when enteing the machine, insists on using the door ns a leverage to mount the step. Moral: Don’t expect the door to help you into your car. If a nut or bolt is found in the drin-pan during an overhaul of the car, it probablv has worked loose: it should ho replaced without delay. It is an indication nuts, bolts, and screws elsewhere on the car should be tested. Probably due to design in construction, some pistons have a tendency to throw lubricating oil into the combustion chamber, causing sooted plugs and heavy deposits of carbon. In sneb a ca c e the defect min-ht be eliminated by bevelling the lower edge of the slot carrying the bottom piston ring, which then acts as a scraper, and retains tho oil in the cylinder. THE BIG RECORDS. After standing for many years two of the most coveted road records cf Australia have been considerably cut down, notably Mi- F. TCagcrs 19hr 38min 30sec. for tho drive between Sydney and Brisbane, and Air Boyd Edkins long standing 16hr 55min for (ho Melbourne Sydney run. The latter was first shattered by Mr V. Turner on a sports Dehlge, who succeeded in cutting only Bmin off Edkin’s figures. But this record was harelv broadcasted around Australia. before Mr N. Smith, the winner of the recent 1000 miles Victorian alpine contest, succeeded in lowering the time for this 5551 miles interstate route to 15hr 38min, a reduction of Ihv 9min on Turner’s time. This wonderful drive was put up on an Essex, the same car that Mr Smith, who is recognised .is one of the finest com-petition-drivers in Australia, drove in and won tho strenuous alpine contest. It was a_ groat achievement to carry off these two classic events within such a short period. The figures for this interstate run are nowcut pretty fine, and one is fairlv safe in predicting that. it. will b" the last, occasion noon which an hour will be cut off the record time kr this strenuous drive. Mr Boyd Fdkins (of Sydncv), who in his time has hold both the Molhonvne-filvdney and Brisba re-Sydney car records, has at. last succeeded in regaining the later record. It took three attempts before success was achieved, ( and even then Fdt-ins bed to contend with wet road conditions for- nearly ?ofl miles, and only motorists who have driven in the wet on a car minus mudguards can conceive what that means; anyway Edhins and his 50 h.p. Vauxhall clipped 401 minutes off the previous best, time for this iournov. negotiating the 621 miles in 18hr 58min. Tt was a fine performaucc. All those notable drives were'accomplished on Australian-made Dunlops. a triple success th-it says much for their ability to withstand thei terrific strains incidental to such driving. The average speed for FdHu’s northern record is 33 m ii.b.. whilst Smith's drive averages 36 m.p.h.—hoth speeds including all stops en rout© for fuel, refreshments, etc. THE ALPINE CONTEST. Tho final chapter in this great contest has boon reached, and the prize-winners declared by tho Royal Automobile Club of Victoria, which organised tho event. Tho winner was the well-known New South Wales competition driver. Mr N. Smith, who drove an Essex, whilst close up was last year's winner, Mr A. Hootte, whose I tala was handled by another , New South Wales motorist, in Mr A. V. Turner. A small Fiat, driven by Mr Maurice Smith (Victoria) finished one point (out of 1200) further back third.and created havoc in tho prize list by carrying off no less than eight trophies. The contest drew a world's record field for such an event, and the finish of tho trial well justifies the R.A.C.V. in having organised the test, which, apart from its automobile interests, draws public attention to the picturesque Alpine section of Victoria than which there is nothing finer in Australia. The fact that 53 cars completed this gruelling test out of 56 starters and of tho missing one was attributable to the illness of a passenger, speaks volumes for the ability of tho drivers and the sturdiness of the cars. Tt should be noted that there were six sub-sections of the test comprising hill climbs, speed, and acceleration testa, and ‘ a fuel test, all being decided on formulre according to horse-power and weight of car with passengers Tho three prize-winners on aggregate points (maximum 1200) were: 1. Trophy, value fifty guineas (presented by Chuilop Rubber Company). Mr N. Smith (Essex, 19.55 h.p.), 1163 points. 2. Trophy, value twenty guineas, Mr A. Hootte (Ttala, 18.76 h.p.), 1165 points. 3. Trophy, value ten guineas, Mr Maurice Smith (Fiat, 9.73 h.p.), 1164 points. Apart from the above there were a largo number of awards, chief of which were the following:— Owner Driver Events.—(l) Trophy, value 25 guineas, Mr T. G. Pizev (Fiat, 9.73 h.p.), 1161 points; (2) trophy, value 15 guineas, Mr A. J. Terdick (Essex, 19.55 h.p.), 1107 points: (3) trophy, value 10 guineas, Mr 0. A. Hallam (Swift, 12.95 h.p.), 1080 points. WHAT THE 1000-MILE ALPINE CONTEST DEMONSTRATES. Many lessons were learnt in connection with ttiis strenuous 'mountain test organised by the Royal Automobile Club of Victoria (says an Australian writer). It was clearly demonstrated that at all events for compel ition work that a mixture of petrol and benzol (coal tar product) gives a bettor mileage than petrol by itself. The most successiul drivers in this contest used this admixture, and state that it adds from three to four miles running to tho gallon. One is safe in predicting that tho next R.A.C.V. trial’will see most of tho contestants using n proportion of benzol in the consumption test. This in itself is a most important matter, and as the Broken Hill Proprietary Company has laid down an extensive plant at Newcastle Iron and Steel Works for tho production of largo quantities of benzol, it should not be long before motorists will bo able to lest out this matter for themselves. Twenty-five per cent, benzol up to 50-50 of each fuel were the proportions used so successfully in tho Alpine test. Another feature was tho undoubted advantage that accrues from the four-speed gear box, particularly when applied to the srnall-poworod cars. A deal of the success achieved by the small Fiat is in no small measure traceable to this feature, which gives u greater range of speeds, thereby ensuring more efficient work on the road. Broken springs called attention to the fact that those who used reliable shock absorbers had no (rouble, and there is every reason for advising the use of such fitments, for besides ensuring more comfortable travelling, they undoubtedly minimise tho risk of spring breakages. In tho early days of reliability contests in this country bent axles were a groat source of trouble and lost points. Improvements in metals and design has apparently eliminated most of tho weakness in this direction, for although over 40 different makes of cars took part in this run, (here was not a single instance of a bent axle, f>. striking result considering the nature of the country passed over. The behaviour of the small light cars, set to maintain tt fair average touring pace, was very satisfactory, and the severe bill climbing on route afforded ample proof that this type of car can be safely taken, where in (ho past only the owner of a big-pbwered car dated travel. The dependability of the small car plus its economy in fuel and lyres will bo a big factor in further popularising this class of automobile with people desirous of keeping the cost of motoring within reasonable limits. From n competitive point of view tho “B’’ class or medium-powered- cars scored

best on aggregate points, this result being cliielly owing to heavy scoring of points in the fuel *onaumption test, which in a way practically determined the contest. The bigger h.p. cars in class “C” (22 h.p. and upwards) failed to score well on formula: m the fuel test and sporting sub-events, although they collectively did well in dependability—the most important section of all. An analysis of the debits in the contest proves conclusively that on formula and over such a course the high-powered heavy cars have no chance of winning on aggregate points, when out of their class and Spitted against highly efficient small and medium-Dowered engines incorporated in fairly weighty vehicles. Such being the case, it looks as if steps must be taken if -this class of car is to be encouraged to compete in such contests, and either a separate sot of formula: issued for the “C” cars or let them compete in a class to themselves. An alternative scheme that suggests itself is that each class be allotted its own individual set of points for the minor events, so that there would be a maximum scorer and separate debits in each class, which used in conjunction with the major points awarded for dependability (900 out of 1200 in this Alpine test) would give a more equitable balance to the final results. As at present composed, a two-ton passenger laden car can put up a rattling good ner-, formanco, say. over 20 miles per gallon, and yet lose 50 out of 100 points in the fuel tost with little or no chance of ever regaining the deficit m the other sections of the test. Such a performance on a heavy car calls for better recognition. Formula: is all right in its way as a means of finding winners in a close contest, but its application where three separate classes are involved is in the writer s opinion far from equitable. An event each as the Alpine contest is not a handicap with a view of bringing all the contestants close together at the finish, but at the same time every class | should have n chance of success. At present the “C” cars have none. It is with a view of putting contesting cars on a more | even basis in future contests that the writer raises the question. The 25 h.p. touring ear has its niche—and an extensive one at that —in the motoring world, it’s existence i« justified, and its presence desired in Australia’s greatest motor contest. Is there any simple way of overcoming this difficulty? iTiOTOR CYOLii NOTES. A flat twin of only 175 c.c. is being manufactured in France. H. W. Ha-ssall, on an O.H.V. Norton, won the Ulster Grand Prix at an average speed of 60.7 m.p.h. Adjustment of the magneto is an expert’s job, and amateur tampering often leads to serious trouble. Motor cycling is becoming more and more popular with the fair sex in England in spite of the usual outcry raised when any now sport is undertaken by women. A grandson of Isaac Pitman, of shorthand fame, was recently fined £2 for riding a motor cycle at an alleged rate of 60 m-p-h. A taste'for speed is evidently hereditary. About a year ago the Scotland Yard Flying Squad was instituted, and it is now being reorganised under one of London’s best detectives. It consists of trained men from each division who have fast sidecar outfits, and are ready to go out at once. The following records for a one-mile dirt track have been reduced by Ralph Hepburn riding an Indian powerplus motor-. —One mile, 0m 42.3 sto Om 59.65; five miles, 3m. 38s to 3m 265; 10 miles, 1m 23s to 6m 58s; 25 miles, 19m 17s to 18m 2s. SPARKS. < Always use rain water for motor car cooling systems because most drinking water supplies have minerals in suspension, and in the case ci lime or chalk the eventful result is either to silt up the radiator or to encrust the combustion chamber outer wall with a lime or chalk deposit destructive of cooling efficiency. One of the latest novelties helping to make motoring safer is a glove it) the back of which is a small red clecti-ic lamp, which can be lighted by pressing a button under the thumb. When a car is going to stop or turn a corner the driver puts out his hand as a warning to any car that may bo behind him. This is by no means easy to see in the dark but the little red lamp is visible for a long distance. To successfully start a screw in a position where it cannot he held with the fingers, use a piece of soft wire turned a few times around the screw. After the screw has been started the wire may easily be pulled off. When a piece of wire is not available, a little paper, rolled in the form of a cone, will net almost as well os the wire. A bulletin issued by the Society of Aulo‘motivo Engineers of the U.S.A. draws attention to the fact that the indiscriminate use of the words “motor” and “engine” applied to the power unit cf - a motor vehicle is apt to be somewhat confusing. The bulletin points out that the term ” engine ” should be used to describe the propelling unit of modern cars, while the electric starter is termed the “motor.” Motorists who undertook tours of New Zealand in former years were granted a reduction of 25 per cent, shipping freights on their cars, provided their party comprised two or more persons, but this concession, states the New Zealand Herald, has lately been withdrawn. Attention was called to this fact at a meeting of the Auckland Automobile Association last week, when it was decided to refer the matter to the Now Zealand Automobile Union, with a request that it urge the shipping companies to reinstate tile concession. Work on the concrete portions of the new Derby (England) race track is now in progress, and it is hoped to have it ready for use next season. The circuit is approximately three laps to the mile, and although primarly intended for motor-cycle racing, it is exported that it will bo reasonably safe for cars at high speeds. The banking has been designed progressively so that a oar entering the curve will not tend to skid or leave the ground. The centre of the track will be used as a football a-round, and the immediate outside as a track for foot races. There will be terraced accommodation for thousands of spectators on the outer rim of the saucer. /