THE MOTOR WORLD.

Otago Daily Times, Issue 21308, 13 April 1931, Page 4

THE MOTOR WORLD.

By ACCELERATOR.

OTAGO MOTOR CLUB. MOTOR CYCLE SECTION. April 15. —Monthly meeting. April 18. —Speed judging contest. May 2.—Paperchase. May 16.—Club run. May 20. —Monthly meeting. June 6. —Sporting trial. AUTO FUMES CURBED. A device- which, according to laboratory and road tests, ensures virtual elimination of carbon monoxide, saves from 20 to 50 per cent, in gasoline consumption, and permits the use of benzine, kerosene, or fuel oil in any internal combustion engine—automobile, motor boat, or aeroplane—has recently been perfected. Other advantages claimed for it are the elimination of carbon in cylinders and a definite increase in speed, power, and acceleration. The device is known as the Jubasz Tri-Fuel carburettor. ADYICE ON DIMMING. “When the car is halted by the wayside, no matter for how long, always switch off the headlights and leave the parking lights on, or dim the headlights,” says the Canterbury Automobile Association. “ Through thoughtlessness hundreds of motorists neglect to show a simple courtesy for other road users, and much heartburning is caused. The question of headlights is one of the most vital matters in motoring to-day, and few problems have given greater concern to motorists and motoring organisations. There is nothing more stupid from a driver’s point of view than the action of a man who pulls up and sits in his car, or leaves it, with she headlights full on, to annoy all who Approach. Some motorists have been known to pull up on the wrong side of the road and leave their lights 'glaring into the eyes of approaching drivers. Another feature of the fault under notice is this:— “ If a driver pulls up close to a corner and leaves his lights full on the shaft of light falls across the intersection and misleads drivers approaching from right angles. No doubt in the near future an amendment will be sought to the, lights on vehicles regulations, making it compulsory to dim headlights or rely on parking lights only, when a car is halted. These restrictions are brought into being by _ careful motorists as a protection against the thoughtless motorists.” BRITISH DRIVING TESTS. England' is struggling with a new driving law, among the provisions of which is a standard test that must be passed by new drivers applying for a first license. This driving test seems fair, and with the growing motor traffic on British highways is probably necessary. The provisions of the test are as follow: 1. Start the vehicle from rest, move away in a reasonably short time, and maintain a straight course. 2. Turn right and left-hand corners correctly. 3. Stop vehicle within a reasonable distance when travelling at various speeds and show that driver can brake promptly and effectively. 4. Operate all controls with safety and without moving from the driving seat. 5. Give all recognised signals, whether by hand or by a satisfactory signalling device. 0. Reverse for a reasonable distance, make a left or right-hand turn in reverse gear and back the vehicle' into an indicated position. 7. Stop vehicle in roadway 30 feet in width. 8. Stop, hold, and start the vehicle on a gradient of at least one in 15, but not steeper than 1 in 10. THIRD PARTY RISK. In Australia, expert opinions on the “ Third Party ” protection of the public against personal injury by motor car are divided into two main classes. One group favours the New Zealand “ Third Party ” compulsory insurance of every car registered, while the other supports “ The Financial Responsibility Law” now operating in many parts of America. The intention of this law is to protect the public, in the event of a judgment being issued against a motorist, by imposing a cancellation of driving license in the event of default in any suit for injury to a third party. It was hoped that the introduction of this law would result in most motorists taking out comprehensive insurance policies. According to figures supplied by the Dunlop-Perdriau Company, these expectations have not been fulfilled, as in Connecticut, the first State to adopt the law, out of a total of 359,415 motor cars registered in 1929 in that State only 110,000 were covered by insurance. It is estimated that 80 per cent, of this number were compelled to do so under “ hirepurchase agreements.” These figures show the vital difference between the effectiveness of the compulsory New Zealand system and the 33 per cent, insurance effected under the American law.

The primary purpose of insurance against possible injury to the public by automobile accident is to ensure that any victim of an accident will, if entitled by law to damages, receive the amounts awarded. Experience shows that the U.S.A. “ Responsibility Law” fails in this respect, whereas the New Zealand and English systems are positive, as every motor car owner is covered up to a definite amount against third party claims. This insurance must be effected at the same time as the registration fees are paid. WORLD’S RECORDS. The Royal Automobile Club has prepared a summary of all world’s and international class motor records made during 1930. The total number of records reported from all countries in the 12 months was 155. Of these, 67 were made on British and 88 on foreign cars. Of the drivers concerned. 113 were British and 42 foreign, while 62 records were made in England and 93 abroad. Eighty-four of the total number of records were made at speeds of over 100 m.p.h., 22 were over 120 m.p.h., while the fastest record of the year was the flying kilometer in class B, made by Michel Dore on an eight-cylinder Panhard at Arpajon, the actual speed being 138.47 m.p.h. Outstanding performances were those of J. Dunfee, P. K. Bamber, and D. Froy, who captured 16 records, all at over 100 m.p.h., in classes D and E, on Sunbeam ears, the best speed being 126.09 m.p.h. for the kilometre. J. Cobb's three records in international class A at over 129 m.p.h. on a Delage, are also noteworthy, as are S, C. H. Davis’s 13 long-distance class H records in one day on a 7 h.p. Austin at over 80 m.p.h. Two other records stand out for special attention, the 100 kilometre and 10 miles world’s records made by Mrs Stewart at 128.06 m.p.h. and 137.21 m.p.h. respectively. This is the first time a woman has ever held a world’s motoring record. MAKING MOTORS MIND. The following helpful hints for the motorist who wants to get the most service and enjoyment out of his automobile have been compiled by Mr W. B. Franklin, service manager of General Motors (New Zealand), Ltd.: — Mixture trouble in the carburettor may be due to the flow of benzine, to extra air getting into the mixture, between the carburettor and engine, or to water being in the benzine. As to trouble due to the flow of the fuel to the carburettor, the ways in which this might be effected are as follow: —The car may be out of benzine; the gas may be turned off; the feed pipe maybe stopped up; the carburettor mav be higher than the level of the gas tank, if the car is on a hill and has a gravity feed system; there may be trouble with the vacuum tank, if the car has a vacuum feed system; the petrol strainer in the line may be dirty; the float valve of the carburettor maybe stuck or clogged. As to the extra air, sometimes the bolts holding the carburettor tp the manifold, or the manifold to the engine, loosen, thus allowing air to get in at these joints and so weaken the mixture. It is a good plan, therefore, to test and'tighten these bolts once in a while. By pouring oil around the joints it is possible to see if there is leakage, ns, if there is, the oil will be sucked in.

fltems of news —short descriptions, of tours, the state of the road*, etc., comment, or inquiries will be welcomed by " Accelerator.’’^

The formation of carbon is generally due either to the mixture being too rich or to oil getting past the piston rings ami collecting on top of the pistons, valve heads, etc. The latter may be due to the rings leaking or too much oil being in the crankcase. If the oil used is low grade the formation of carbon will be very rapid, as it takes a high grade oil to stand the great heat encountered in a gasoline chgine. For this, and many other reasons, the purchase of a cheap oil is decidedly poor economy. Unless the top of the car is covered with a paint of good quality the fabric will decay rapidly and the surface will either develop a leak or crack and tear away. It does not require much experience to apply a top dressing, and the costs are little. A brilliant finish adds much to the appearance of a car. When troubled with a sagging door, the best plan is to install a new set of door hinges or to' ream the holes in the hinges for a larger screw. The old hinge becomes weakened with use, besides the hinge pins become worn and the screws or bolts that hold the hinge to the door becomes loose.

Always rub in a circular motion, from the outside to the centre, when applying a cleaning solution for the removal of spots from the upholstery of the car. Keep this up, using a clean spot on the cloth with each generous application of the cleaning fluid. The spot is bound to disappear and a circle will not be left where the spot once was. Two things are necessary to keep good brakes on the car. First, to have the proper type of lining according to the particular brake hook-up, which might call for low friction lining, high friction lining, hard woven lining, or soft woven lining; and the second is to have it properly applied and in adjustment. The best way to preserve the original lustre of chromium plated and baked enamel parts of a car is to polish with a rag dampened in kerosene or a good grade of oil polish. This applies to headlamps, radiators, fenders, etc. Spring shackle bolts, when too tight, will cause the car to ride hard, and there is also the possibility of breaking a spring leaf due to impaired flexibility. A LABORATORY ON WHEELS. To enable the operation of fuels and lubricating oils to ,be observed and chocked under actual -working conditions, the Shell Company of Australia has constructed a special road research lorry for use in different parte of the Commonwealth. It has always been the practice of the Shell Company to carry out extensive research work on both fuels and lubricants in the laboratory, on bench tests of engines, and in engines running under actual conditions on the road. Laboratory teste, though exhaustive and thorough, are sometimes open to criticism on the grounds that the results do not always coincide with those obtained under practical conditions, and, therefore, research findings are always referred to the road teet for practical results. The latest development of the machines that we use on the road is the Shell research lorry. This consists essentially of the vehicle fitted up with all the necessary instruments, so that the actual results of tests are recorded on the road whilst the machine is in operation, and this vehicle marks a great step forward, as it is the combination of a testing unit and a laboratory in one. . The special feature of the vehicle is the observer’s cabin behind the engine) running the full width of the lorry, with access to a number of delicate instruments recording the temperature variations of various parts and all alterations in running conditions in the engine and chassis. Separate petrol tanks for test purposes are arranged to hold four different grades of spirit, and the engine may be switched over to any one tank without the driver’s knowledge, and observations made by the instruments. The engine, which is fitted to a Leyland “ Tiger ” chassis, is the latest production of this well-known British motor company. It is a six-cylinder vertical type with overhead camshaft and special combustion chamber. As there is already a large number of these vehicles now in service in Australia, they can be taken ag representing one of the modern types of transport in commercial use. In selecting this engine, therefore, it should be possible to obtain temperatures of the working parts in the research lorry similar to those occurring in the bulk of Australian commercial transport vehicles. The construction can be seen in the accompanying photographs, from which it will be seen that the observer and driver are in two separate compartments, and that it is possible for the observer to know exactly what the driver is doing the whole time. Tbe_ instruments fitted into the observer’s cabin are as follows: 1. Engine Revolution Counter.—This records the actual crankshaft speed at all times and reads up to 3000 revolutions per minute. 2. Speedometer.—This gives readings of the road speed of the vehicle in m.p.h., and records the trip in miles and tenths, and also the total distance. 3. Throttle Position Indicator. —This records the throttle position at all times, and is graded in tenths of full throttle opening. 4. Stop Clock.—ln addition to recording the time of day, this instrument is provided with a stopping and starting device for recording the time taken for each trip in hours, minutes, and seconds. 5. Oil Pressure Gauge.—This shows the oil pressure of the force feed to the engine crankshaft, and reads up to 1001 b per square inch. 6. Barometer. —This is a portable type aneroid barometer, with the addition of a re-setting scale which records the altitude above sea-level of any place. 7. Inclinometer. —This' instrument indicates the incline of the road over which the vehicle is passing at any time and, in addition, records the vertical load on the engine in pounds per ton in addition to the tractive resistance on the road. 8. Rear Axle Temperature.—A distant reading mercury bulb thermometer records on the dial of this instrument the temperature of the worm drive to the back axle in degrees centigrade. 9. Gear Box Thermometer.—This is a distant reading thermometer similar to the one above, but recording the temperature of the oil in the gear box. 10. Crankcase Oil Thermometer.—This is another distant reading thermometer, indicating the temperature of the oil in the engine crankcase. ”11. Water Jacket Thermometer.—This is another distant reading thermometer, giving continuous records of the water temperature in the cylinder jackets, reading up to and above boiling point. 12. Air Temperature Thermometer.— This is a distant reading thermometer placed in such a position that it records the temperature of the air through which the vehicle is passing, being taken at approximately three feet above the road surface.

13. Ignition Position Indicator.—This instrument shows the ignition _ advance position at all times, and is divided into crankshaft degrees. 14. Fuel Control Lever.—This is a master control on the fuel systems, and is worked in conjunction with the four subsidiary control taps regulating the supplies of fuel from the four test tanks. Samples of oil are taken at regular intervals for laboratory examination. Tests on these samples are carried out in the laboratory to find out the percentage of dilution, ash, sediment, etc., which occur in the used crankcase oil. In place of the usual drain plug in the crankcase, a specially easily operated tap is provided for sampling purposes. The tests carried out on fuels will record the volatility and mileage per gallon and, in addition, will indicate the acceleration and pick-up detonation, and the ease with which hills can be climbed without changing gear. Tests on lubricants will be carried out over long and short trips, and will indicate the ease of starting, the oil consumption, wear, carbon deposit, and engine friction obtained with different lubricating oils.

From the above notes it will be seen that through the medium of this travelling laboratory, a considerable amount of information of real practical value will be obtained, and it will be possible to put on record, for the first time in Australia. record charts showing the temperatures of the different working parts of the engine when running under Australian climatic conditions.

MOTOR CYCLE NOTES Difficulty in keeping brakes adjusted may be caused by wheels, axle, or brake drums being out of true. Jjt The French have been building £l2 motorised cycles for a year or two now, and have sold many thousands. '!> >1? Cinder track riders in England are not being accepted by any speedway management this year for contract unless they have two first-class machines at their disposal. •f* Pre-ignition, which is different from pinging - or knocking, most often is the result of overheated spark plugs firing the petrol charge before it has been compressed. •I' 'l' ’l* French clergy use motor cycles so largely in their work that a bishop ha# lately thought it desirable to issue “ hints and tips ” on motor cycling matters to the priests of his diocese. * * * For the winter many riders smear the plated parts of their machines with vaseline. This is much easier to do if the vaseline be mixed with petrol. It can then be painted on with a brush and will spread into all the corners and crevices. When the petrol evaporates a film of grease will be left everywhere. GERMAN MACHINES. Vast improvements have been made by the motor cycle industry of Germany within the past few years. The general standard of German motor cycles immediately after the Great War was anything but high, and where original design was attempted, the result was more often freakish than practical. Within the past few years the position has greatly changed; Germany has learned much about motor cycle building, and German machines have gained respect both in racing and in the field of commerce. The output of the factories, aided as it has been by the fact that in Germany a machine of 200 c.c. may be used without payment of any tax, has been considerable. The present year’s programme does not indicate any great change in design, but rather a general refinement of detail. The 200 c.c. tax-free machines are extremely popular, and are proving an economical means of transport for the working classes.

SPARKS A repair in the shop is worth two on the road.

A carburettor cannot be adjusted pro perly when the motor is cold.

, The biggest order ever placed in England by a single motorist, £IO,OOO worth of cars, is that of the Maharajah Rana Bahadur of Jhalawar.

The best way to preserve the original lustre of chromium plated and baked enamel parts of a car is to polish with a rag dampened in kerosene or a good grade of oil polish. This applies to headlamps, radiators, fenders, etc.