THE MOTOR WORLD.

Otago Daily Times, Issue 19803, 31 May 1926, Page 4

THE MOTOR WORLD.

By ACCELERATOR.

Motorists desiring information with regard to mechanical or other car troubles, or on any matter coming within the scope of the sport, pastime, or business of motoring are invited to send inquiries to •'Accelerator.” Special efforts will be made to give the most reliable advice on all topics of interest. MOTORING DANGERS. The following letter has been addressed to the Right Hon J. G. Coates (Prime Minister) by Mr H. M. Davey (Dunedin) “With regard to my former letter re level crossings, and your very kind reply. I have noticed and considered the question ' more fully, and with the enclosed letter or description from the Times, which will emphasise the point, 1 am ending a few lines. When a country crossing is approached by a motor car there is only, say, about 7ft of danger, that is the single 3ft bin rails and a short distance on either side. Many say they did not hear the whistle, and that has made me wonder if such is not a danger? The whistle is often blown some time before the train gets to the crossing, and so many say or think that there is ample time to rush across. If persons crossing a railway merely looked and listened, there need be no need of any whistle, and as for a dangerous crossing, if proper care were taken it would be hard to find such a thing. Even in city level crossings, as in Rattray street, the bell starts too soon, for many rush across seeing an engine many yards off approaching slowly or moderately. Several lines cross this street, and there seems no special signal for some, but most people look both ways, and there are very few accidents (the last being a suicide) with considerable traffic for the 49 years I have been here. If. however, a dangerous crossing is to be shown, the intersection of several streets such as Cargill’s Monument here, is one. where persons may have 30 or 40 yards to go. and perhaps as many as 20 to 30 vehicles to dodge, whereas one (or two at most) only ever have to be dodged in crossing a double track railway. And an added danger to street crossing is this: Cars and lorries often stand, tin* men at tlie wheel of each eager to start, so it is never known when they move, and as one often has to cross in front of these, it is always a most dangerous position to be in. The real danger is in street, and not in railway, crossings.” TEST FOR TRUCKS. A highly successful trial of Morris oneton vehicles was held recently at Bournemouth. England," in the form of a petrol consumption test and competition. Owners of one-ton Morris vehicles were asked to enter their vehicles in competition with one another. Twenty-three vehicles entered for the competition over a prearranged route. The vehicles were supplied with two gallons of petrol apiece, and had to be kept running until the petrol in their tanks was exhausted. The weather conditions, were the worst possible for such a trial, but in spite of it the results obtained were beyond all expectations.- The first three prizes were taken by average petrol consumptions of 25.1 m.p.g., 27.85 m.p.g., and 25 m.p.g respectively. The result of the trial is extremely informative, as it shows the operating cost of a one-ton Morris vehicle. Caesar crossed the Rubicon; Washington crossed the Delaware: a pedestrian crossed a busy street. Every age has its heroes. IMPROVED DESIGN. From time to time one hears the opinion expressed that motor cycles, like pedal cycles, are fast approaching finality in design. Such opinions usually emanate from those who do not ride motor cycles, but are interested chiefly in the commercial side of production. Riders, on the other hand, consider that the present-day motor cycle is" almost as far from the ideal as ever, and this they by no means deplore. Wonderful as are modern machines, their design is still in the transient stage, and it is probably true that were it to conform to a unanimous ideal, half the interest in motor i cycling would disappear. It is an incontestable fact that stagnation in pedal cycle design was brought about by intensive production and price cutting, and of recent years there have been signs that the motor cycle movement might follow the same line, since, for a time, a great deal more attention seemed to have been focussed oil the mass production of low-priced machines rather than upon genuine improvement in design. There are still many ways of improving existing machines, and those designers and makers of mass production machines who neglect them may ultimately find their smaller competitors very successful when the Jar, w firms are overstocked. The day is not yet come when cost reduction is the only consideration, and it is not at all certain that present-day designs oven resemble the ideal of the future. THE NEW FINISH. Both in England and America there is a big demand for cars painted by the cellulose process (says a recent writer). This paint contains a celluloid base and is sprayed on to the bodies instead of being painted by hand, drying very quickly and not requiring a varnishing process to finish. Th© surface is very hard, but it has not got the same gloss of ordinary paintwork and varnish. On the other hand, it is far more durable; the more it is cleaned the more highly polished it becomes. Its use has involved the investigation of a large number of new problems, as it is by no means a simple matter to obtain a finish which will not crack or chip, and one that has a reasonable degree of gloss. There are several important advantages in cellulose painting: the surface is so hard that it is not easily scratched, nor is it stained by allowing either water or mud to dry on it. It is impervious to benzole. Tar stains can be easily removed. . , . , If "at any time the paintwork is damaged, as by collision, it is possible to repaint a small part and make a perfect match which cannot be detected from the older paint. Cases are known where a panel has been dented and the dents taken out without the slightest evidence of the paint cracking. Its disadvantages arc that it does not seem to be capable of producing the same degree of finish as a car hand-painted many coats with ordinary paint and varnish, while the cellulose is liable to bridge joints and subsequently to form cracks at snob points. Manufacturers of cars of the_ highest class are, therefore, not vet using it as standard practice, but the serviceability of this finish outweighs its disadvantages in the case of cheaper cars. The use of this process does not necessarily involve a saving of cost in production, and in many eases it is only provided by the manufacturers when specially requested. WINTER PROTECTION. The finest protection the chassis can have through the winter months from the ravages of mud and wet, is a thorough greasing and oiling of every working part. Grease prevents the entry of water and abrasive mud, and lubricates at tno same time. The springs may with advantage be removed, dismantled, their leayefi cleaned, oiled and in special gaiters or bound with insulating tape. It has been proved that skidding is less likely lo occur with very supple springing, owing to the better adhesion between the tyres and the road. In any case, the free working of the springs will provide greater comfort. The steering should be examined and all play taken up, as this part of the car needs to be positive but free-acting when correcting skids on a ereasv highway. The brakes, also, should bo inspected, because the limmr may have worn thin, leaving the heads of the ■•■ccuring rivets projecting, so that they grip the drums suddenly and cause the wheels to lock—inst what is the cause of skidding in eight cases out of ten. The brakes cannot come smoothlv and progressively into action if the rivets are the first to make contact with the drums. A little trouble should also be taken to clean out the petrol feed system, such as the tank, filter, carburetter, etc., as ' choked jet or petrol pipe can he intensely aggravating on a rainy, blustering day. If these suggestion are carried out the motorist can look forward with confidence to trouble-free driving in the worst of weathers.

CONGESTION AND PROTECTION. Sonic wit has circulated the story that the wheelbase of the Ford card is to he shortened substantially in order to make more room on the congested highways of America. This alleged joke touches a note of fact in respect to the future policies of some American automobile manufacturers. The mobilltv of small, ultralight cars of the English type has impressed American motorists. It. is ap-

[ltems of news—short descriptions, of tours, the state of the roads, eto., comment, or inquiries will be welcomed by " Accelerator.”]

parent that there are occasions when a diminutive car is preferable in a congested If all the cars promised [or 1926-7 are actually put on the road, and the scrapnine of old vehicles continues at its present negligible rate, there will be very little room for motorists. In America the congestion in cities is so great that bumpers are almost universal, and the time is approaching .vhen eo [ lK< ; ' ll P n New Zealand cities, combined with tie lack of skill of many drivers will make bumpers not only a reasonable , precaution, but an absolute necessity. When first introduced, bumpers - r buffers were unsightlv, and looked like exc.eacence. on the ckr. This was probably due to the shortage of selection and to >e dith cultv in providing more t^an .. a . shift form of attachment to all but the most popular of cars. Now. «ven the most casual survey shows that a bumpe , even when mirchased sf-nnr.-oelv and h e after delivery, may look part of the car and quite attractive. There are several forms of buffer, chiefly falling. nnder the headings of rigid bar with flexible attachments. flexible bar, and a of ih,, two. Fittings are available »or any make of car. usually without any drilling or fitting.

A BIG AUSTRALIAN SHOW. The big International Motor Sh f hlc J? has been in progress for over a fortnight at the Melbourne Exhibition Building, and promoted by the Royal Automobile Club of Victoria and the Victorian Chamber of Automotive Industries, proved a great sue cess- over 100,000 visitors paying admit tance o h finest display of motor-oar.. Sr vs.’ jsTts'nSutss susraSr once more the increasing - of the rinsed car An outstanding motor-cars shown was the the Dunlop tyres which were fit *£ a ™” ce than half sands of visitors ancl , ® SP^hi c h is linked was the Dunlop trop y. ' h.ch with motoring days of 190 b. tho in* bronze trophy was wit h Dunlop Rub J’® r .,., C ° - ’ held in Austhe first reliability contestwith a view to tralia in February, . ’ attrac ti nK public fostering motoring D { t b e motoreV't 0n .,. , =n,, tracks.

EE- ' : <’S A 1 Of all branches of automobile employs a ?*®? t fu^ n qU anv other. sr.tS.rie.. r universally o<imPP«<J.■ cases arc they cmpjoyed been tion of engines. However been conclusively proved hv e^n c.i manv of the most .ucccssful t. S ,! o l]pr l“e. l.een those {,r** h sSl.™S SSoSSS el ss Kimnlicitv of lubrication and the absence of danger of the bearing wiwW imme*; ately through insufficient oil or a mo I” tary stoppage in the onxulat.om Some cncriiiGGi p pay tli3t uca. ♦ ** supplied with hn efficient mippJy of oi l . offer less frictional resistance th. .1 a ball uca inc. due to the film of oil between the two surfaces, but there cannot be a v.ry serious difference between the tn t>pcs as applied *o any standard engine -working under normal touring conditions. railway crossings. America, where railway level crossing disasters have been numerous, is making strenuous efforts to solve the problem ot the level crossing danger, and her latest effort appears to be successful, in. advice has been erected at a hitherto dangerous crossing n.ar Racine, Wisconsin, and consists of a double barrier designed, on the approach of a tram, to arrest the progress of the oncoming car with or n itnout the assistance of the driver. The (irst harrier is a long wooden arm > a ' ; ' tached to a strong, high jpright, from whicli descends thin, flexible steel cables cased in bamboo. When a trai is due the arm swings across the road, ar illuminated sign, “train coming, is visible, and. should the careless motorist drive heedlessly on, the bamboo rods strike the windscreen and top of the cai% Gins giving the necessary warning, bhould the driver still be unwilling or unable to pull up, there is a second 1 arner, consisting of three flexible steel cables enveloping a braking action set in heavy posts fixed in concrete. When the way is clear these cables are held aloft, but when a train is signalled they descend and stretch across the road to detain the vehicle forcibly until the irain has gone past. The position of these_ barriers is indicated to the oncoming train by means of lights changing with the swinging of the cables. Should the harrier be wn and the way for the train clear, a -yeen light is shown, while a -ed light indicates that something is wrong. Each train operates he working of the barriers by the usual methods of track circuits used for all signals, .and when a mile away automatically sets t o barriers in motion, at the same time sounding a loud gong and lighting up the signs. This device is, of course, equally efficacious by day or night, and even in dense fog. The , barriers have been sub jeeted to severe' tests, a so far nave emerged triumphant. A loaded lorry was brought safely to a etandstill without the brakes being applied, and a racing car going at 60 miles an hour tv as gradually stopped without injury to the vehici ■ or shock to its occupants. The barriers are painted in the most striking and arresting colours, and everything about them is designed to attract the eye of the approaching driver and render more drastic action unnecessary. VALVE TYPES. Glancing through catalogues of various automobile manufacturers, the "respective purchaser will observe (writes an expert) that tne partisans of the overhead valve and the side-by-side-valve engine are in about equal numbers, with a sligi lead in favour of the, former. Therefore he is confronted with the question of which type of power unit will best suit his requirements. There was a time when overhead valves were invariably associated with speed, and the dim in ivy of this fact may bo the reason for a lurking prejudice against them in the mind of the man who does not care for fast driving. Almost every great improvement in the automobile — from a mechanical viewpoint—has its origin in racing: good carburetters, lower fuel consumption, four-wheel brakes, and four-speed gea: oxes arc all traceable to the exacting demands of the track or road. Yet all these refinements are taken as a matter of course—are expected, in fact, by the most inexperienced motorist. And so with overhead valves. Once adopted because they gave increased power and speed, they are now found on modest family cars occanse they give added power to a small engine. Thus, a vc 1 iclc rated at only 11 h.p. and doing its regular 35 miles per gallon, with a maximum speed of 50 miles per .our. is largely enables to give, this very satisfactory service because the little engine has been especially designed to'give the maximum efficiency compatible with good slow running and top-gear flexibility. A few people have the idea that it is risky to own a valve-in-head engine, because if a valve breaks the motor may be wrecked. This fear, which may have had a reason for its existence many years ago, when valves were made of poor metal compared with the high-tensile steels used to-day, is now quite groundless. No longer may it be said that valves situated in the cylinder head are of necessity noisy. Great advances have been made in the past three years or so in the silencing of valve gear. Overhead valves have a great deal in their favour. In justice to the manufacturers of side-valve power units however, it should he pointed out that it is possible to make up by careful design for many of the apparent shortcomings of this typo of power unit,

while it possesses certain advantages over the overhead-valve type. A point to consider is whether most of the maintenance of the car will be effected by the owner-driver. As a general rule, the side-by-side-valve engine is easier to decarbonise than the overhead type, assuming both to have detachable heads, for the removal of the head does not necessitate the disturbing of any part of the valve mechanism, while it is also lighter to lift off. On the other hand, should the valves require grinding in, it is certainly more convenient to deal comfortably on the bench with valves set in the cylinder head than to lean over the front wings to get at the valves in the cylinder block. It is important that the valve gear of the overhead type should be protected by an oil-tight cover against the abrasive effects of dust and grit, while the oil should preferably be fed under pressure or by means of a wick to the operating mechanism. MOTOR-CYCLE NOTES. When a boy was summoned at Kingston (Canada), recently for riding a motorcycle at 41 m.p.h., his mother remarked: ‘Why. bless me, he told me his speedometer showed only 38 miles an hour!” Speeds of 80 m.p.h. are being obtained in England from a 250 c.c. two-stroke machine, and this without freakish attachments. improvements in the gtneral design and ot the cylinder head in particular having been responsible for this remarkable performance. , ‘ . , , Two rules in force at the Aspenclale (Australia) track provide for disqualification of (a) competitors who look baea during the progress of a race, and (b) ciders who come to th© iin© attired tm the opinion of a special “dress steward ) in a dirty or untidy manner. . A great deal of attention is being paid in England to upper cylinder lubrication. It has been the habit of several prominent local riders to introduce a little light oil of high flash point into the benzine for use in speed events. It is claimed that this effectively lubricates the upper part ot the cylinder and the valve stems. The Italian Tourist Trophy races, held recently at Rome, where a Sunbeam won the Senior Race, loft much for granted in the making of the course. Corners were not sandbagged, and sharp turns were not signalled.- British riders found a marked contrast to the splendid organisation of the Isle of Man T.T., and no doubt many ot the accidents which occurred were due to this lack of attention in making. . Recent official statistics issued by the Chinese Government show that in the whole of China there are only 1100 motor cycles. Several provinces arc scheduled as having none ab all, while Mongols possesses only three. The province of Kwangtung has most, with 455, Kiangsu coming next with 336. China possesses 4n 'enormous number of persons sufficiently .prosperous to be able to run a motor cycle, so that there should be magnificent prospects when the present troubles are overcome, SPARKS. If thie majority really ruled, the locomotive would have to stop at the crossings for Fords. . , . Instant response! The motorist who uses “Big Tree” always has his car under complete control. —Advt. (Battered motorist (waking up): Where am 1? Where am I?” Nurse: ‘This is number 116.” Motorist: “Room or cel . It is stated that 70 per cent, of the world’s rubber supply is used in the Cnited States. . A new metal from America, known as baryllium, is claimed to withstand ST'’ 8 * heat and to weigh 30 per cent, less than aluminium. „ , . , Insist upon “Big Tree,” the economical "Motor Spirit. Better now than ever bc-fo’-e. — Advt. . . The largest internal combustion engine in the world is now being completed. It. is of the Diesel type, and has nine cylinders ot 860 mm. bore. • , Athens police are reported to be armed with long poles studded with nails, with which they assault the tyres of motorists who exceed the speed limit. For reliability under all weather conditions “Bi" 'IV ” Motor Spirit is unecnnlled. —Advt. , . .. The actual net assets eteiployed m the Studehakep business are approximately £20,000,000. Ptudebaker _is _ the second strongest financially of the individual automobile manufacturers of the world. Seventy per cent, of tbe plant capacity has been provided '"id developed in th<* last eight, years. The research and experimental laboratories employ 125 skilled men, and make 50,000 Inl-n--<o-- tests annually. THE HEALTH OF SCHOOL CHILDREN. TO THE EDITOR. Sir —Of late I have read in your paper many articles and letters dealing with schools and education in New Zealand One statement in particular has set me thinking. In speaking of school children, Mr W, A. Armour said, ‘ They are the greatest asset which the Dominion possesses. If this be true, as it most undoubtedly is, why this talk of “steadying down the expenditure ot public money on education? The boye and girls of to-day are the men and women who will carry on the work of this fair land tomorrow. Whether it will progress or not depends upon how we train our children to fit themselves for their duties as the future citizens of New Zealand. Dot our cry then be, “Onward, ever onward. Let us open our eyes to facts and see cl ear y what is going on in our midst. In the Educational Court at the Exhibition we saw how teaching might be carried on w a healthy and beautiful environment. -But let us not be deceived into thinking that all schools are such ideal places. Alasi many of them are still old and ugly and unhealthy. It may be hard to believe, but it is still, nevertheless, true that in many schools to-dav the children are compelled to ait on old-fashioned, long .forma and desks, which cause many deformities to tae spine. Some of the schools are still poorly ventilated, poorly cleaned, and poorly heated. Often Ihe only method of heating is one fire in a large room. Think what the poor children who sit far away from the one small fire must suffer during the winteri Oftan thorn in tie front desks are cold. Even if they are allowed to jump about to warm themselves, they are cold again in less than half an hour, and how pan teaching go on with continual interruptions of this kind ? The result of this chilling is that the health of the children, especially that of the girls, is greatly affected, and they may suffer in consequence all their lives. I am thinking of one girl whose education came to a sudden end, because of illneea which was caused through getting n chi while silling m a eld school. Do we ca l out to spare the water when the house is on fire? * Yet we, a civilised people, cause our children, whose nature is to love f freedom, to suffer needlessly, while we call out to “steady the expenditure of on education.” Are we so blind tb “L!?* cannot see that money spent on the school is really the best economy? The more money spent on this purpose, the less will ™e required for hospitals, prisons, and asylums. I am. Zealand . THE NURSING STAFFS IN MENTAL HOSPITALS. TO THU EDITOE SlR —There is scarcely a day passes but we hear of thankful patients recording their gratitude and admiration for the kindness Ind attention received from the nursing staff In our public hospitals. But there Is one branch of the nursing profession ot whose work we very rarely hear. In fact, we could call them the silent branch of the service. It comprises the nurses o. the mental hospitals. I never remember reading or hearing of letters of thanks being given I had an opportunity ot getting a great deal of Information of the routine and work, which goes on from year to year, with tho same patients and surroundings. How few of us know of the cheerfulness and unselfishness of the staff in preparing and taking a large number of the patients to the Exhibition and giving them a wonderful time! One nurse gave some of her own clothing in order that her charges might be more presentable. I think. Sir, you will agree with me that their work requires greater forbearance and patience than general nursing. They also have their casualties in course of their work, but they never complain, and just carry on cheerfully. .... , My only reason for writing this letter is to bring their work under the notice of any of the musical and entertaining societies we may have in Dunedin, who would go out to the Mental Hospital and entertain both staff and patients. I remember that some years ago this was done, and that it was greatly appreciated. This is one way in which we can show our appreciation of the great work they are doing.—l am, etc., ■ Gratitude.