THE MOTOR WORLD.

Otago Daily Times, Issue 20917, 6 January 1930, Page 4

THE MOTOR WORLD.

OTAGO MOTOR CLUB.—CYCLE SECTION. February B.—Dirt track racing. February 22.- —Beach races. March B.—Dirt track racing, SOUTHLAND MOTOR CYCLE CLUB January 19. —Club Run to Fairfax. February I.—Bluff Hill Climb. BRITISH ENTERPRISE, While in England Mr J, J. Dougall visited the Morris works at Cowley, which are. being doubled in size and capacity to cope with the demand. He was amazed at the elliciency in mass production methods. In Great Britain and on r’le Continent Morris cars were very plentiful. There was a marked tone of confidence in the motor industry, and it was apparent that the British motor car manufacturers were out to capture the Empire market. Strong representations were being made to the Government to alter _ the_ taxation, the horse-power tax standing in the way of greater expansion. UNDERGROUND GARAGE. A garage of four floors all below ground, beneath the new Dominion Square building, was opened recently in Montreal (Canada). It has accommodation for 600 cars, which reach each floor by wide ramps. Modern service equipment, such ns brake-testing machines, a water booster for washing, and an electric air compressor are installed, Tlie building is fireproof, and to cope with fires in cars-there are sufficient portable fire extinguishers, 1 as well as a large master extinguisher, which can be used should the fire get out of hand. A WORD TO THE BENCH. The London Solicitors' Journal, commenting on the exaggerated statements of coroners and magistrates when dealing with traffic cases, says:— A man of good sense and nice feeling does not become a pig because he drives a lorry, and a capable, sensible woman is not transformed into a chattering idjet by being put in charge of a car. Motor driving is partly a matter of skill and partly of good manners; in neither instance does the vehicle itself, the social position of'the driver, nor even sex enter decisively into the question,” ABOUT A WORD. After wordy warfare between a traffic policeman and a motor coach driver in Mortlake (England) recently, the coach driver ended the argument by telling the policeman that he didn't want to move because he “ wanted a damned job." The policeman lost no time in charging him with using insulting words, but the Bench dismissed the charge, with the decision that “ damn ” is not an insulting word. The reputation of the drivers of public motor vehicles for expressive language was left without a atain on its character, RECORD IMPORTS. Motor car imports for 1029 will certainly eclipse all records (says "Focus,” m the Auckland HaralcT), and statistics 2? available show that during the first 10 months of this year 20,352 cars and car chassis were imported into New Vn ™„ n “‘ -*-“ e , ectoml classification was 10.626 cars and 726 car chassis. These vehicles valued for duty purposes at about £2,020,000. In addition, 4913 commercial vehicles were imported in the 10 months. Canadian cars predominated, with 9480 units, and there were 7642 American cars. The British share was i 2872 cars and 330 chassis, I® the same period tyres valued at £040,507 were imported. Two-thirds came trom Canada and one-quartor from Groat Britain. THE FRENCH WAY. Two decisions of interest to the millions of motorists, both French and forei*n, who use the roads of France have been mado by M. Forgept, the energetic young Minister of Public Works. They aro that dazzle-headlights are to be suppressed, and that the task of doin~ away with level crossings is to be under” taken. , The use of dazzle-lights will bo made punishable by heavy fines, and all cars will rave to have their headlights marked by a special stamp showing that they have been examined and conform to the regulations. It is estimated that the reconstruction of roads so ns to eliminato the -10,000 Ip „ ve L. croMj “K s in Franca will cost £-0,000,000, and that the work will take 10 years. In the meantime M, Forgcot has issued orders that no new level crossings aro to be made. THE TANGLE OP THE GEARS. . Although the old system of gear-chang-ing by engaging rotating toothed wheels sideways still remains with us. we seem to be on theeve of some development. Gear-changing has always been a matter of some difficulty,! and, with the evergrpwing use of motor vehicles bv people who have no mechanical-knowledge and are not interested in the why aud wherefore of the technical details of their -cars, ,fc A' 011 l d seera tllat a Mention to this matter has become increasingly urgent. Most of the makers have gone carefully into the matter and several firms have recently redesigned their gear-boxes with a view to giving easier and smoother manipulation. The introduction of the free-wheel may have had its effect in bringing this matter forward, for the free-wheel does give H lO n P v ice the chance of changing without noise, and the conventional type must be brought up to the same stage of perfection. COLOUR SCHEMES. Ihe importance of colour combinations of oars for 1030 is receiving much attention by car manufacturers who are striv’“2 to Kive buyers a fairly wide choice. The more standardised the article the more necessary it is to make it apparently individual, and this ia particularly true of every personal property, such as cars are. Colour has a strong attraction for the eye, and two cars of the same model, one of which is painted violet and the other cream, give non-trade people the impression of being less alike than do two different makes of cars of the same colour, if their bodies are not entirely dissimilar. Notwithstanding the advance in common knowledge of makes of motor vehicles, a query as to the kind of car owned by so-and-so is often answered by the statement that it is a “ brown one,” or whatever its colour may be. The days are gone when the mass producer could say with Mr Ford that buyers were welcome to have any colour they choose, so long as it was black. This, of course, has now all been changed. THE USED-CAR PROBLEM. Nearly 600 garages are supplying the New Zealand Motor Trade Association with details of their used car stoats and sales to permit a thorough survev of the second-hand position and the formulation of a policy. ' The New Zealand motor trade is experiencing the difficulties which are facing the used car business in most parts of the world (writes “Focus”). Where new cars are not so cheap to buy that the scrapping of four and five-year-old cars can be undertaken wholesale, the problem of keeping the older models circulating has to be faced. It can be done with profit, but most New Zealand dealers will admit that they would like to be quit of this branch of the business. The New Zealand Motor Trade Association made an effort about two years ago to inaugurate the “ W'iudsor ” plan for stabilising prices of used cars, but it collapsed through lack of co-operation amoQg garages. The object is to classify used car stocks and issue returns to dealers indicating just what the market bolds. There are hundreds-of used cars in stock which would be scrapped if dealers could only be persuaded to tackle the problem courageously and weed out the rubbish. The South African Motor Trade Abso-

By ACCELERATOR. ptnu o! new* short descriptions, of tours, the state of the toad*, Mo* oomaaat, or inquiries will be welcomed by “ Accelerator’J

elation put the Windsor plan into operation some time ago, but it was discontinued on account of the apathy of dealers although it is said to have greatly assisted the trade in Johannesburg and Capetown, Such a large proportion of new car sales in New Zealand involve a trade-in that the accumulation of used cars is not decreasing and the Motor Trade Association is endeavouring to prevent competition among dealers from resulting in inflated values being placed on trade-in cars. A sensible adjustment of the problem would result in a healthier market for the really serviceable second-hand car. An indication of the extent to which the used car enters into regular business is found in the report of n motor dealer in an inland New Zealand town, covering six months of this year. The report shows that during the six* months C2 new cars were sold, and in 43 cases trade-ins were involved. At the end of the six months the dealer had 24 used cars in stock and he had sold 49 at an average price of £ll4. Of the 49 sales, 25 were valued below £IOO. SPARKS. It inust have been an Irishman who said. Next time I bring this car out X 11 leave it at home.” =? ’ # -I: • intended to open Ford factories in Switzerland. Austria, Hungary, and Czccho-Slovakia, as well as in Germany. * * * In some of the smaller towns, the deep gutters and high kerbs play havoc with rear bumpers. Don’t back too far. * # * Chauffeur (as car passes); Yes, sir, but that car 4,® supercharged. Owner: And 1 think I was when I bought this. •i* S* Release the brakes if another car is about to back into yours. This will save the strain on the parts which receive the shock. * * * The Montgomoreneys at homo: Oh, how do you do, dear Mrs FitzsimUi? The Montgomereneys awiumel: Yah—you dirty road hog! Want all the blinking road? # * * Most American car manufacturers have produced new models which make their bow at the New York show from January 4 to January 11. ■i* ¥ v Twenty years ago there were 80 car and commercial vehicle manufacturers in Great Britain. Of these 30 are still producing under the same titles ana the remainder have either failed, amalgamated, or appeared under new names. + ' * * " See that chap in the yellow car that just went by?” “Yes.” ‘ He’s a big noise in the motor world.” ‘‘ X know; I just heard him change gear.” * * ♦ Motorists should be careful about using old tyres in hot weather. With the hot days to .come during the next three months, it would bo very unwise to undertake any long trips on covers or tubes that have seen their best days. It is really looking for trouble to do so. When the thermometer’ readings arc high, any weakness in the cover or tube is accentuated, and trouble arises. It is always advisable to fit new covers and tubes for summer touring. COMMERCIAL - VEHICLE EXHIBITION. THE CARRIAGE OF GOODS, i By “ R.A.C.” ithigher SPEEDS AND EASIER MAINTENANCE. As in the case of the latest passenger chassis, so with the goods, the six-cylinder engine has made very groat strides in tho last 12 month;;. The result is that greater power is obtained, and, with the aid of pneumatic tyres, higher speeds; further, the “six” gives better pulling at low speeds and a considerably wider range of flexibility on top. Undoubtedly the enormous Increase in the use of pneumatic tyres is the outstanding feature about the goods models at Olympia: although for the heaviest types solid tyres are available as an alternative if required, many manufacturers have standardised the pneumatic throughout their entire range. Many, makers, too, have increased the load space of then-vehicles by adopting the forward, or beside-the-engine, driving position. By this arrangement the overall length may be reduced by as much as four feet without detracting from the actual platform area. Yet another line iu which great progress _ has been made is in regard to chassis lubrication systems. It is now common to find arrangements by which practically all the points of the chassis may be lubricated from two or three batteries of grease gun nipples acccssiblv placed. SOME OF THE 30/50CWT GROUP. Although the Singer Company has for some time past marketed a six-ewt van on the “ Jnnior ” chassis, the new two-ton vehicle is the first real goods chassis from this enterprising concern. It possesses a nuinber of private car refinements, including Marios steering, “ Luvax ” oneshot chassis lubrication, and an engine self-starter. At 3000 r.p.in. the engine develops nearly CO b.h.p., and it is said that the loaded lorry will do 50 m.p.h. The four-wheel brakes are servo-assisted. The Star “ Flyer ” range has been augmented with a new low loading 2J-toa chassis. This, too, has a 23.8 h.p. sixcylmder o.h.v. engine with seven-bearing crankshaft and pump water circulation, but, unlike the “ Flyer,” does not have four-wheel braking. A very handsome example of the latter chassis is to be seen with a special van body having a capacity of approximately COO cubic feet. Finished in black and maroon, with gold lettering, this vehicle will certainly have a line publicity value for its fortunate owner. In the medium capacity field, the Vulcan 50cwt normal and forward control types have recently been completely redesigned. In the latter the driver is mounted on the offside of the 24.8 .h.p. engine and on the near side there is provision for a seat for a second man. The engine is easy of access, as the floor boards and bonnet are detachable, and the Vulcan patent front mudguards swing outwards when engine adjustment is necessary. The wheelbase is 11 feet 11 inches, giving a small turning circle for a chassis of this size. A most striking effect is caused by all the exhibits on the Guy stand being finished in cream and black. On the goods side, these consist of a SOcwt chassis, and the new two-ton platform lorry, which, with very full equipment, se * a kighly competitive price. A Guy six-cylinder engine and gearbox unit is shown mounted on the patent flexible sub-frame which insulates these units from all stress of main frame distortion, This sub-frame is employed on all models irom three tons.i MODERN PRACTICE EXEMPLIFIED In addition to a 21-3-tonnor, Hallev Motors are showing a 5-tonuer with forward control This gives a platform length of 14 feet 6 inches, and a most useful feature is the arrangement whereby . C entire cub can be completely removed in 10 minutes when major overhauls are to be executed, though minor repairs and ordinary running adjustments can be done with the cab in position. Magneto, carburetter, and dynamo are all acces--5 Counted on the near side of the 30-86 h.p. engine, and the offside is entirely free of all accessories. As builders of London’s buses, the Associated Equipment Company’s products , particular interest, and for 1030 an entirely new range of chassis has been introduced. The Majestic six-ton model is a very fine example of the most modern practice. This has been designed as a high-speed goods carrier and possesses a six-cylinder 110 h.p. engine. Exceptionally easy steering and change

speed, together with powerful four-wheel servo-operated brakes, are factors introduced from coach practice. A new type of cab of attractive stream-line design ensures the drivers’ comfort. It is fully enclosed, has sliding windows, and provides accommodation for three men. One of the most interesting chassis in the new Commer range is the G, 6 type 6-7-ton vehicle. By the simple expedient °L the front axle to a position aft of the engine, it affords the advantages of forward control with clear access to the engine on both sides. On a wheelbase of . 14ft a platform space of loft can be given. The engine is a sixcyunder developing over 100 h,p„ and it is noteworthy that electric starting is standardised. _ V'ELL KNOWN OVERSEAS. British rigid-frame six-wheelers have established a very dcQnite place for themselves in the Empire overseas, where they are assisting in opening up fresh tracts or country and supplying reliable means or transport where none existed previopSl.opSl. Among the pioneers of this class “a r o, er ° and a type j .a loads is shown in chassis forip. This has a 34/70 h.p. six-cylinder fo+Vil C ' i. and auxiliary gearbox. This latter allows all the ordinary speed ratios to he duplicated for cross-countrv running. The firm’s patented system of i-ear suspension permits 12in difference in driving axle levels and allows either axle to tilt to an angle of 18 degrees. ilie Morris-Commercial two-ton sixwlieeler has made a name for itself in many parts of the world, and it is said that at the present time there are orders on hand for 1000 for various Government departments. The engine has a boro and stroke of 80 mm. bv 125 mm., developing 40 b.h.p., and eight forward speeds are provided. This vehicle is capable of surmounting j J * n Is with a 30cwt load, by reason. of the adhesion secured by its lour driving wheels, can traverse ground impassable to ordinary fourwheeled vehicles.

CATERING FOR SPECIAL LOADS. There are many classes of goods, such as machinery, furniture, building materials. etc., for the transport of which a really low load line is essential in order to keep the cost and labour of handling as low as possible. rTu S ater c * ass there is the Latil type NPSLL five-ton lorry which has a height of about 2ft 2in to the top ot the platform when loaded. To effect tins, power is transmitted to the front wheels only through universally-jointed driving shafts to externally toothed final reduction gears which are mounted in oil-tight casings on the front axles. Immediately behind the driving seat, the frame is dropped, and 24in twin solid, tyres aio used at the rear. Thus, ample s P® c . e an d low loading are combined. three half-track special, tractors are being built by lour Wheel Drive Motors Ltd. for the Royal National Lifeboat InDilution for launching lifeboats. The engine m each case is entirely waterproof, and will actually run under water, both inlet and exhaust pipes being raised Bft above. the ground. A separate starting gear is fitted for restarting the engine under water. The machine is fitted with a power-driven bollard. Another interesting exhibit on the same stand is a four-wheel driven four-wheel steered tractor having a wheelbase of y 7 ft and a turning radius of 13ft. Inis naa a tractive effort of four tons, A seven-speed gear-box is fitted and hydraulic brakes operate on all four wheels.

A most ingenious arrangement on the new Harrier 10-ton “ T.T.” tractor and trailer permits part of the load to be borne by the tractor if desired, to increase the adhesion weight on tne rear wheels. A pneumatic hoist on the tractor raises tho forward end of the trailer. The tractor has a medium powered engine (26/40 h.p.) and an eight-speed gearLARGE CAPACITY SIX-WHEELERS. Turning now to the big sis-wheelers, a fine example of a steamer is the Garrett, a rigid six-wheeled undertype wagon. This firm originated the type more than three years ago, and since'then has supplied a large number. The quantity of repeat orders received is the best testimony to their satisfactory service. • -\, lln '9ue feature about Garrett design is the forward steering position of the driver which gives him a greatly improved view of the road. A point to note in connection with the rear axle arrangement employed is the large mileage obtainable on a set of rear tyres. In actual practice users are obtaining anything from. 30,000 to 40,000 miles. Suitable for the maximum body lengths permissible 39 the new Dennis 12-ton rigid six-wheeler, which incidentally is equipped " Pneumatics. The engine is a sixcylinder 45-100 h.p., and the normal dual axle layout lias a third differential between, tho driving axles. The foot brake to all six wheels is assisted bv dual vacuum servos and the hand brake operates on all four rear wheels. This model gives an uninterrupted loading area of 155 square feet, and is altogether a fine example of modern engineering practice. The Leyland “ Hippo ” is a rigid threeaxle chassis capable of transporting 12ton commercial loads or, alternatively, n -uOO gallon tank or, again, when fitted with a tipping body, 10 tons. The sixcylinder engine develops 72 h.p. nt 1000 r.p.m.; there, is a four-speed gearbox, and the large diameter brakes act on all six wheels. Forty inch by Sin high pressure tyres, twin on all the bogey wheels, are standardised. With a view to providing the largest possible platform area, tho cab, accommodating a driver and two mates, is placed over the engine, thus permitting a loading area of 22ft by 7fk 2in. THE BIGGEST LOADS OF ALL. The name of Scammell is synonymous with articulated six and eight-wheelers, and the carriage of loads up to 100 tons. The eight-wheeler embodies the patented Scammell carrier axle in which there are two axles iu line across the vehicle, each sxle carrying a pair of wheels and oscillating on longitudinal bearings, so that all four wheels follow the camber of the r°nd. The system has met with tremendous success over the last two years, and for heavy haulage on main roads it is undoubtedly the most efficient form of transport known. It is instructive to note that the firm has supplied the same principle, with the addition of double axles for the driving unit and a duplicate set of axles for the carrier, to its vehicles capable of taking loads up to 100 tons. For these great weights the machines are made in two types, the first having 10 wheels for the transport of loads up to 65 tons, and the second having 14 wheels intended for loads up to 100 tons.