THE MOTOR WORLD.

Otago Daily Times, Issue 19785, 10 May 1926, Page 4

THE MOTOR WORLD.

By ACCELERATOR.

SSotarietA deeirlog Infortcatloa with «► ffard to meobaoioal or other ear troubles, or oo any matter coming wltbio the scope ol the sport, pastime, or businese of motoring are Invited to send Inquiries to M Accelerator M Special efforts will be made to give the most reliable advice oo all toplo*, ci interest OTAGO MOTOR CLUB. Mr W. R. Brugh. who has just lately returned to Dunedin, after having visited England and the Continent, will address members of the Otago Motor Club at the monthly meeting to be held this evening on his experiences of “ Motoring In Other Lands.” FOR TRAFFIC POLICE. Point duty policemen in Windsor now wear white overalls and white gloves, in order to render them clearly visible to drivers (says the Autocar). It has been suggested recently that the general adoption of a similar scheme in London, as now in vogue in several provincial centres, would be advantageous. The Minister of Transport recently stated, however, that he does not consider white overalls necessary in the metropolis. Credit is due to the Birmingham civic authorities for the issue of white equipment to the city point duty police. At one busy point, also in that city, a spot lamp renders the constable’s signals more conspicuous. USEFUL TOOLS. It is seldom that the medium price car is sold wi l h more than bare ueces saries in the tool kit. A pump, jack, spanners, and screw drivers are provided with even the cheapest car, and for the driver who never ventures to make anything but the simplest adjustments this equipment is adequate. A motorist who wishes to add to his mechanical knowledge and effect small economies can do so by expenditure on a few special tools. A wheel-puller is a handy garage tool, it makes brake repairs and axle adjustments possible. A valve spring re mver is a necessity to the motorist who undertakes valve grinding or decarbonising. In this connection a tappet gauge is valuable for re-setting clearances. A con tact-breaker iile is useful for remedying iginition troubles, while a spark-plug tester enables faults to be readily located. The driver who finds it inconvenient to attend the battery service station should carry a hydrometer. A few well-chosen tools are a justifiable extravagance. DANGEROUS DRIVING. In the minds of certain police a thorities the mistaken impression seems still to prevail that the mere exceeding of the speed limit justifies proceedings for driving to the danger of the public (says tire Autocar). A case was recently heard before the Epsom l justices in which a well-known motorist of many years’ experience and with a clean license ■ was summoned for dangerous driving, the allegation being that he was travelling in the town in question at between 30 and 35 miles per hour. It was conceded that he had not actually endangered anyone, and the defendant, while admitting a speed in excess of 20 miles per hour, denied that he was driving at more than 25 miles per hour. His defence was based upon the fact that with a first-class modern car fitted with brakes pn both front and rear wheels it was possible to stop from a speed of 25 miles per hour in about the length of the car itself. The magistrates apparently agreed, and the 'summons was dismissed. TYRES FOR AUSTRALIAN FORDS. It is interesting to note that negotiations between the Ford Company of Australia (Ltd ) and the Dunlop Rubber Company have been completed, whereby all new Ford cars and lorries for the colonial market are to be equipped with Austra-lian-made Dunlop tyres. This is an important step in further promoting the Australian motor industry. Rubber workers, who otherwise would be out of employment during the winter months, will be kept in continuous work, for the contract ensures that the output of the mills will not be lessened. The sizes of tyres for the Ford vehicle, are 30 x 31, 20 x 4.40, and 30 x s'inches. The contract will bo effective until December 31, 1020. LEARNING TO SKID. Instruction in skidding, such as is given to drivers of the London General Omnibuses, gives a driver the complete confidence and reduces the chances of a smash to a minimum. Barrels of waste oil are poured every morning on a specially-prepared section of road, about 200 yards square. An ordinary service omnibus, with sand ballast equivalent to a load of passengers, is used for the lessons. The demonstrator swung it round and about on this surface, with the ease and agility born of confidence. A pair of posts, with a twoinch clearance only cither side, was negotiated at a good 12 miles an hour, despite a broadside skid that would have brought terror to the stoutest-hearted passenger ! Many drivers, after a few minutes on the track, tremble, then they try again—and yet again, until confidence conies. Finally, the worst skid fails to worry them —nonchalantly they right their omnibus—and the “cure” is complete. HARD TIMES. During the past few years Britain has experienced hard times indeed. Her tremendous population of unemployed, which at times has numbered almost 3,000,000. made a big readjustment of commercial and manufacturing life essential, for the very life of a nation depends upon the vVelfare of her citizens. British shipbuilding yards were harder hit than any other trade. Investments ceased —very few had money to spend on ships. It is pleasing to see that one Australian manufacturing concern —viz., the Vacuum Oil Company Pty. (Ltd.) —has helped to solve the unemployment problem by placing an order for two 12,000-ton oil tankers in England—the placing of this ordej’ with c Clyde shipbuilding firm has found employment for thousands of workmen for a period of about 12 months. These vessels, when completed, will be the largest tankers in the Australian and New Zealand trade, and will be a big factor in keeping supplies for this part of the world fully assured. We have not yet learnt the name of these huge tankers, but understand they are to reach Australian waters later in the year, when they will no doubt receive much public attention. THE FUEL QUESTION. There are several reasons why the produn ion of petroleum is looming up as one of the most vital and interesting problems of to-day. The invention of the Diesel engine, the conversion of tho world's navies from the use of coal to oil fuel, and the vast expansion of motor transport have caused such a huge demand for petroleum that alarm has been felt as to whether the world will always he able to yield enough of it to meet our requirements. On the surface this uneasiness would appear to be justified. Barely 30 years ago the motor-car was little more than an interesting and cumbersome toy. To-day there arc 15,000.000 motor vehicles in the United Slates alone, and Great Britain maintains over 1,000,000 About 24 per cent of the world’s merchant vessels use oil for boilers, and nearly 3 per cent, are purely motor-ships, while the British Navy, (he most powerful single power entity in the world, has become 90 per cent, oil fired as compared with 45 per cent, before the war. THE BRAKES. The widely extended use of the Lockheed and other systems of hydraulic braking by manufacturers of automobiles in America, and the success which seems to have attended their introduction there opens up a wide field for speculation as to what will be the generally accepted practice in regard to brake application when time and trial have proved the value of these early applications. There can be no doubt that tho introduction of four-wheel braking has raised important ‘questions as to brake compensation with which the hydraulic system, on the face of it, seems particularly adapted to deal. This matter of brake equalisation fas regards the brakes on tile «ame axle, at lea=t| is one of considerable Importance, and although wo have progressed very satisfactorily so far in the matter of four-wheel braking, yet there seens room for careful comideratkn of this important phase of ho

otomi of —short description* of tours, the state of the toa&S «tc. ( comment, or inquiries will bd welcomed by 4, Acoeleratos. 3

matter. It is probable that along the lines of greater accuracy in compensation wi-l be found a solution of those problems relative to four-wheel braking which remain to be solved. Hydraulic application would seem to offer the ideal method of successfully getting a true compensation without the'chance of error vyhich may arise in a mechanical compensating device which requires cleaning and lubrication and "’here inattention to those matters may make the last state of that system worse than the first. EXGIXB COOLING. A new method of engine cooling has been introduced in America by the Harrison Radiator Corporation It is an isotherm, working on a system of evaporative cooling entirely different from the conventional water cooling type. The principle used was discovered by an experimental engineer of the Harrison Corporation eight years ago. Since then it has been undergoing constant development, and extensive tests made during the last year are said to have proved its worth In outward appearance the new radiator is (lie. same as th present type, but its inner construction radically is different. Water passages are arranged in a cross flow steam, which are returned to the radiator, is only partly filled with water. This heats quickly and maintains an even temperature at the boiling point at all parts of the engine. The heat above this temperature is carried off by the water and steam, which are returned to th radiator where the steam condenses, and thus radiates off the surplus heat. As is well known to every motorist, the standard water-cooled radiator was devised to give its most efficient operation at peak loads , in the very hottest weather. Obviously its performance has never been perfect under these extreme conditions. On the normal summer day the water-cooled radiator is doing its cooling only too well. In wmter, shutters, winter fronts, and other such devices have to bo employed in order to keep a motor warm. With the Harrison isotherm, on the other hand, it is claimed that a constant and idea! temperature is maintained at all seasons and at any altitude. The highest performance is obtained with a marked economy in fuel and oil. With the Harrison isotherm one tilling of alchohol is sufficient for the whole winter. In practice no water is lost except such minor amounts as may escape from pump gaskets and hose connections. Furthermore, there is no danger of plugged water passages, and corrosion even in alkali districts is said to be impossible. Refilling with water, except at very long intervals, is nnneccessary. The Harrison isotherm can be installed in the majority of puinpcqnipped car.-. It fits the ordinary radiator shell. MOTOR-CYCLING NOTES. Though a motor-cycla may require more, riding, a car is undoubtedly more dangerous to the public if control is lost. An American statistician has computed that tho number of motor-cycles at present in use in the world is 1,475,010. Tibet is the one .country ,in the world where the motor-car is least desired Only one machine, a motor-cyole, is found there. At a recent meeting on the Maroubra Speedway (Australia), a Harley-Davidson rider successfully competed in the 350 c.c. race. T. Benstead. an old 7 h.p. rider, now astride the new Z% k.p. model, was the rider, his average speed being 77 m.p.h. An Irish motor-cyclist, it is reported, uses the battery of his electrically equipped motor-cycle to operate a throe-valve wireless set. It is not surprising that he has to accomplish a good mileage during the day in order to listen-in at night. S. Westwood, a veteran motor-cyclist, of 64 years of age, recently completed a ride of 5120 miles over some of the roughest parts of Australia. With the same machine ho now contemplates making a trip completely round Australia. His mount was a 23 h.p. B.S.A. Tn 1914 (taken as tho last pre-war year), 4300 motor-cycles were registered in Belgium. No figures were available after the war until 1921, and in that year the number was 12.995, while the latest records show that ihe number of motor-cycles in use in the country in' 1924 had Increased to 24.964. , , Although tho running of a stock machine T.T. has never apparently been considered seriously, there is much to be said in favour ol such an event. As the law demands that motor-cycles on the road should be fitted with silencers, it is thought in some quarters that standard silencers should be used in the Isle of Man This would mean using the races to exploit machines such as are sold to the public, and would develop the fast tounng machine of tho future. SPARKS. Take it easy when the roads are greasy. Interna! gear pump lubrication and an automatic fan belt tightener are characteristics of a new water pump. The poor are not always with ns as of yore. Thov are us ally out somewhere in their enrs. Ocasionallv test the radiator holding down bolts for tightness. If the bolts arc allowed to become loose vibration may cause leaks in Hie radiator. For battling heavy loads long distances “Big Tree” is unequalled. More miles, more power.—Advt. Many car owners neglect to "ivc the clutch mechanism the lubrication it needs. The throw-out collar needs almost daily lubrication. If allowed to function dry of oil, clutch trouble mist be expected. American output of nlate glass during 1925 was enormously greater than any previous total. The rise is largely attributable to the considerable i -lease in the popularity of enclosed cars. Manv car owners fail to make headway when iining up tho front wheels because, they fail to true m- the wheels and tyres separately. The front wheels may toe to the proper amount, but the rims may not run true, thus throwing the tyres out of line. r l his can bo determined by revolving the wheels separately and noting how true thv turn. Any variation m.v he due to the wheels being too loose on the axles or lo the rims being screwed to the wheels unevenly. Fill vonr tank with “Big Tree, the double-distilled Motor Spirit. All garages. —Advt. Pistons in a new engine rim at a high .-ate of speed, and the wearing process is so vapid that c parts become overheated, which, in turn, makes them wear still more rapidlv. thereby generating still more heat. To prevent this excessive wear, oil should bo changed frequently. The road to Timnni is m splendid order. , iderb’g the heaw 1 of the past few months (writes “Chassis’’). The worst patches are before reaching the Rakaia bridge, some parts 1v jng in a shocking condition. The road impr "ement wo k bevond Ashburton is p- -eding and th- ” fn, cis usable oven in v _ ..'.her. Motoring -economy means using “Big Tree” Motor Spirt. More miles, less expense.—Advt. Fremantle recently nut on a speed “cop” to try to check speeding. They fitted him with a new. high-speed bike and side-car which cost £l5O. In two months had over 200 motorists and mote, cyclists up and Hie fines for speeding, negligence, etc., totalled £315 15s. Occasionally, bystanders arc treated to their money’s worth, as the other night when he chased n sneed maniac tliroiHi tho town at 0.3 miles an hour.

By ACCELERATOR,

THE GEARS. The present style of gearbox was invented in France and apologised for at the very start of its existence by its inventor, says the Autocar, England. Had he lived long enough M. Levassor would, it is reasonable to imagine, have produced something totally different from the present sliding-gear type. However, he did not live long into the automobile era, and the sliding type of gearbox has remained substantially the same in design aa its inventor first made it, except, of course, that it has been greatly refined and a direct drive introduced, for whicli improve,mont the French, must also be given credit. It is a great tribute to the restless energy of French automobile designers that modifications to the standard type of gearbox have so frequently emanated from France. In the issue of the Autocar for March 19 particulars are given of a device which embodying epicyclic and electrical principles, on the face of it possesses many merb~. It would appear to be absolutely fool-proof and capable of manipulation by a novice in circumstances which baffle even the greatest expert handling a sliding pinion gearbox. It embodies the potentiality of a far greater number of ratios than is commercially or even mechanically possible with the normal type ofi box. More than that, it gives promise of ■■''-iding groat braking power on occasion, mid it is conceivable that a car equipped with this new device might quite well be adapted to be safely driven without any other braking mechanism whatever. One or two firms of the highest technical eminence in France are said to be taking it up seriously. One has seen so many efforts made to supersede the present style of gearbox that one is apt to become, perhaps, a trifle sceptical of anything likely to displace it. The new epicyclic-electrical box gives promise of very considerable development, and further experiencs with cars so equipped are bound to be watched with the utmost interest by all concerned with the technical development of the automobile. CAR DESIGN. There has never been a car made but the veriest amateur of critics could find fault with it in some more or less important detail. No doubt thousands of letters giving advice to car designers have flooded the waste-paper baskets of many a drawing office. But because a designer is so indifferent to the pearls of wisdom cast before him so generously there is no reason why the private car owners should put up witn his idosyncrasies because the easy lessons that are offered to him are accepted in a spirit of obstinacy that prevents their being learned. In the long run the car purchaser is the head of the designing shop. The designer who attempts to go against public opinion is riding for a fall. The most numerous of mistakes made by designers may be expressed in terms of inaccessibility. Nothing is more irritating to the average owner than to find that some part which needs frequent, or even periodical attention is so difficult to get at that it generally goes without. A car might be one of the best on the market, yet bristling with so many faults that, an ex perienced motorist would advise his friend not to buy it, yet at the same time would tell him that this car contains many brilliant features of design. The workmanship employed in it is of the highest standard, and the materials throughout are of the verey best. Unquestionably its road performance would be beyond reproach, and there is no reason for thinking that the car will fail to stand an exceptional and useful working life. If these are the only considerations which on e intends to allow to weigh with one, and certainly they are the most important. all well and good. _ But one must not forget that this car, like others, will require a certain amount of attention now and then, and if it be neglected one’s purse and one’s temper will suffer, It may have no fewer that 30 grease cups, all of which require regular attention, and some of which are in most inaccessible positions. If one >ould be so unfortunate as to have a collision, a really serious collision, and crack the engine crank-case ono will want a complex gearbox casting as well, by wav of renlaoement of the broken nan. If one should have back axle trouble, such, for instance, as a broken pinion in the differential, the dismantling and assembling of the offend in- axle will cost c ore than the entire replacement in . most other cars, because the whole unit is so inaccessibly mounted. And so it comes about at the present time the most numerous of mistr *s made bv designers may be expressed in terms of inaccessibility. Ther 0 are two narts of a car, the clutch spigot and the clutch withdrawal mechanism, that need lubrication perhaps more than any other after The interior of the engine, but which, owin- to their frequent inaccessibility, a ,- e compelled to endure most neglect. Turning to the front of the engine, there is at least one reputable car on the market which has no adjustment for its fan belt. Belts are in many instances a source of trouble and annoyance on motor cars, and the modern car that is offered to a purchaser with a belt in any essential part of its assembly must have very exceptional assets indeed in other directions before it can sway the capable iudge in its favour The employment of a belt on a motor car is now limited to one of three functions—driving the ■•needometer. driving the fan. and driving the dynamo, the last two often being combined, and a worse combination it is difficult to conceive, A careful inspection of n chassis will general'- reveal if there are in it manv sna'-es of the ininaccessibility type, although one cannot be absolutely sure of any car in this respect until one has driven it and maintained it for at least a vear.