THE MOTOR WORLD.

Otago Daily Times, Issue 21511, 7 December 1931, Page 4

THE MOTOR WORLD.

By ACCELERATOR.

BRAKE TROUBLE. A trouble sometimes experienced when the brakes are applied hard is that they do not free quickly when the pedal level is released. This defect may generally be traced to one of several causes. Lack of oil on the joints of the brake gear is very likely to be a source of trouble, while partially seized brake camshafts and broken or weak pull-off springs may also prevent the brakes from coming off promptly. Another cause, in the ease of badlyworn brake linings and when_ cables are used, is that at full operation of the lever or pedal the cam moves almost to the dead-centre point, and the pull-off springs on the shoes are not then able to bring the cam back to its normal position. This particular trouble can usually be overcome by packing the faces of the shoes. THE SAFETY MARGIN. In preparing all types of design, engineers adopt what they term a factor of safety. If a bridge is to be capable of bearing a weight of 10 tons they make it strong enough to carry 60 tons, thus giving it a factor of safety of five. As often as not an even higher factor is employed. So it should be on the road. Every driver should mentally adopt a factor of safety. Never should he say to himself, “ Yes, I can just do that safely instead, if he is a good driver, he will make it a rule that, before overtaking, he makes quite sure that he has at least double the time that should by rights be necessary. On bends and corners, where braking may be required, the same rule should be applied, and the only safe plan is for the driver to round them well on his own side of the white line, whether the line is actually painted on the road or merely in his mind’s eye. SLOW MOTION AIDS CAR MANUFACTURE. The slow-motion kinema camera deserves such credit for the steering ease first offered by the Cadillac V-16, and later on the Cadillac V-12, V-8, and La Salle. .. Through the use of such a camera engineers discovered steering facts which the eye did not reveal. They learned new things about the cause and effect of tramping and shimmying, about the behaviour of front springs and axle under different driving conditions, about the reaction of tyres and shock absorbers to different roads, . , .. To obtain this information, the engineers set up a slow-motion camera, capable of shooting as low as 48 frames a second, in the rear of a car. They trained the camera on the front end of the V-16 which was to follow. The two cars started, and the operator of the camera turned the handle. Then, to get another story of what was happening, the car carrying the camera ran parallel with and alongside the V -Id under test. In this manner a side view graphic account of steering was secured. The result of these pictures, and of the subsequent study of them, is the effortless steering which Cadillac and La Salle cars provide. Use of the slow-motion camera is another example of the thoroughness of Cadillac manufacturing methods, and the high quality w-hich these methods assure. THE CHAIN DRIVE. The motor shows held annually in London and Paris have, since the inception of the automotive industry, always been fixtures of considerable importance to the industry and of great interest to motorists, because the latest developments and trends are usually indicated at these great exhibitions. It will surprise many motorists of to-day to learn that the paramount question at these shows in 1906 was «Which is he better —shaft or chain drive? ” The vehicles displayed in those occasions showed only a slight majority in favour of shaft drive, most of the highpowered cars being fitted with chain drive. One of the exceptions was the sixcylinder 40-50 h.p ; Napier. Both styles of drive were exhibited, and each system of transmission had its warm adherents. Most of the leading French makers—and France in those days led the world m automobile construction and design—were then fitting chains, although PanhardLcvassor and Brazier were using both systems, with a view to experimenting and trying to settle the matter to their own satisfaction. . Among leading Continental manufacturers then using chain drive in their cars were Mercedes, Minerva, Fiat, Germain Mors, De Dietrich, Peugeot, and scores of others, while the popular De Dion, the Darracq, Decauville, and Renault had definitely settled down to the use of shaft drive. Most of the British-built cars of moderate power, such as the Talbot, Humher, and Argyll, were also shaft-driven, while the Sunbeam, Siddelley, Wolseley, Crossley, and Daimler were using chains in 1905. In those days care of chains received quite a lot of publicity in the automobile press. In the famous 1276 miles Dunlop reliability motor car test, held in November, 1905. from Melbourne to Sydney, to Mount Victoria and back to Sydney, then back again to Melbourne, seven of the competing care_ were chaindriven and 16 had shaft drive. To-day chain drive is almost unknown on the modern motor car, although still used on some heavy haulage motor trucks.

4NEW ZEALAND’S GOLD MEDAL CAR.

Great enthusiasm was evinced at the plant o£ General Motors (New Zealand), Ltd., when word was received that a committee of automotive experts in New York had given the Chevrolet*car shipped from Petone to New York a rating in excess of the international standard of quality. General Motors has established an international standard of quality which it rigidly maintains throughout all of its overseas operations. When the product of New Zealand workmen had been rated above that standard and awarded a gold medal the men identified with the production of the car were highly elated, and justly so, by reason of recognition accorded the skill and excellence of their workmanship. Technical experts of the organisation tested the car themselves, driving it through dense city traffic, over bad roads, and on smooth straightways where its speed could be adequately demonstrated. The cars were carefully checked, too. for workmanship, for quality of trim and fitments, for colour and finish, with the view of determining their quality from the standpoint of owner satisfaction. Compared with the standard excellence demanded by General Motors Corporation for its., products in appearance and mechanical perfection, this stock car was indeed a credit to the high quality of workmanship of those men at General Motors (New Zealand), whose skill and efficiency are responsible for a job that compares, so favourably with the rigid qualifications. Corporation officials were unanimous in their enthusiastic praise of this product from the hands of New Zealand's workmen, and they feel that the reputation which Chevrolet guards so jealously is not only safe in their care but,destined to become increasingly esteemed in the eyes of the motoring public of New Zealand with every similar job that leaves the assembly line. CLUTCH CONTROL. The left foot of the motorist is now doomed to join the ranks of the unemployed, if we may credit a prediction published in the Cleveland News. A despatch from South Bend, Indiana, describee in detail a new device known as the “clutch control.” This, it is claimed, will eventually be as universal a feature in motor cars as the self-starter and fourwheel brakes. It will enable drivers to go through traffic, starting, stopping, shifting pears without the necessity of touching the clutch pedal. As described in the News: Instead of using the left foot to engage and disengage the clutch, the driver of any motor vehicle equipped with clutch control operates the clutch mechanism entirely with the accelerator. When the foot is lifted from the accelerator, the clutch is disengaged, gears can be shifted, and the clutch is again engaged the moment the driver presses down on the accelerator.

[ltems of news—short descriptions, of tours, the state of the roads, etc., comment, or inquiries will be welcomed by “ Accelerator/J

The left foot need never move from the floor. Clutch control is said to be operated on the vacuum principle of pedal manipulation. This new device' is the result of some three years’ experimentation by the engineers of the'Bendix Aviation Corporation of South Bend, where the new device is now being manufactured. The News adds these details—of arresting interest to all motorists: ' Clutch control can be installed on any automobile, truck, or bus that is accelerated with a foot throttle. . Waste power from the intake manifold is utilised to create a vacuum, which is the basic principle behind clutch control. The vacuum is created the moment the engine reaches idling speed—the gap between closed throttle position and the point where the foot accelerator starts down —and is maintained as long as the motor is turning in that range. A vacuum cylinder is connected by_ a metal tube through a valve to the intake manifold, and a piston in the vacuum cylinder is connected to the clutch pedal by a cable. When.the vacuum is " on," it draws the piston and pulls the pedal down, disengaging the clutch. When the vacuum is “ off," the piston returns, and the clutch pedal comes up, engaging the clutch automatically with perfect timing far more smoothly than can be accomplished by the most expert drivers. The vacuum is turned "on ” or “ off ’’ by the valve in the vacuum line between, the vacuum cylinder and manifold. This valve responds only to the up or down movement of the accelerator to which it is connected by a short cable. It is expected that clutch control will prove particularly popular with women drivers, because it eliminates the fatigue attendant on constant pushing on the clutch pedal, we are told. Moreover: Longer clutch life should result because the clutch is operated mechanically and smoothly, thereby eliminating the driver’s tendency to “ ride ” the clutch pedal. Also, it is pointed out, clutch control should overcome the timid driver’s inherent fear of shifting gears in traffic because the timing is mechanically exact. Coupled with these features is the fact that clutch control provides all advantages of free wheeling. With clutch control, the driver merely lifts his foot from the accelerator and the vehicle coasts with a minimum fuel consumption and wear on parts. Furthermore, clutch control operates in all speeds, forward and reverse. OTAGO MOTOR CLUB. The monthly general meeting of members of the Otago Motor Club will not be held during the months of December, January, and February. On Saturday next the O.M.C. motor cycle section will leave the clubrooms at 1.45 p.m. for Brighton Domain, where, in conjunction with the Otago Amateur Athletic Association, a gala day and sports meeting will be neld. On the programme will be cycle and running events, motor cycle sports, football, relay races, and novelty events. The Otago Motor Club will hold an opening run on the same day to Brighton. A large attendance of motor cyclists is particularly requested. « * A perfect day and lots of fun combined to make the pillion run to Buckley’s ford a motor enjoyable outing. After lunch, games were indulged in. A watersplash nearby wag attacked and conquered sometimes with great gusto. Tiring of the dampness, the machines were soon dried out on the hill adjoining. Some of the boys returning from Timaru called in just in time for the tea which finished the happy day. TIMARU RELIABILITY TRIAL. Otago was well represented at the Timaru 24 hours’ reliability trial, which was a huge success from start to finish. The Otago riders were L. Biggs (Rudge), C. Bingham (Rudge), W. Carson (Rudge), R. H. Stewart (Ariel), and D. Thomlinson (8.5. A.). Mr Vincent welcomed the Otago Club members and gave each a small packet as a little surprise. All the machines had to be in the control at 8 o’clock on Friday night, late comers losing marks. At 9.30 p.m. the first man was sent away, followed by the remaining 27 riders at minute intervals. The route through Timaru was lined with spectators, who cheered each rider as he passed. For miles along the road small groups of people were gathered to watch and cheer the The enthusiasm shown was most striking. An average speed of 25 m.p.h. had to be maintained, and secret checks along the road were indicated by blue lights. Competitors were kept busy checking thenaverage speeds by their speedometers and watches which they had ijlummated with small lights. At Oaraaru the first stop was made for supper about midnight. This was a meriy meal, as everyone was feeling fresh. One rider who had a puncture on the road left a tyre lever in his tyre, and as a result had not reached Oamaru when all had started again. Everyone having now ' settled down, the going was good, and the night air exhilarating. At Kartigi Beach the red tail light dotted along the road made a great showing. Palmerston was reached about 2.30 a.m., and after a short stop the riders were sent off for Ranfurjy, via the Pigroot This was the most pleasant run of the -whole trip. Before the Pigroot was reached day was breaking, and Ranfurly was reached shortly after 5 a.m. Th<i riders looked tired-eyed when they assembled at Ranfurly, but they were soon on the road again to Middlemarch. At the latter town everyone seemed to be feeling the effects of the night journey in the fresh air, and matches were in great demand to prop up weary eyelids. After breakfast an easy starting test was held, and the competitors set oft for Outram. Once on the road again, everyone freshened up, and ; enjoyed the hilly run to Outram. Off again, the riders were soon at Lookout Point, whence they were escorted to the Otago Motor Club control. The visitors were the guests at dinner of the Otago Motor Club and were made to feel quite at home by the Otago boys. From Duke street the course ran up Leith Valley, where the only shower ot the trip was encountered. The visitors remarked on the wonderful scenery up the Leith Valley, and the bush certainly looked very fresh. „ , Quite a crowd of Otago Motor Club members were at Evansdale to see the bovs pass through. After a short stop at Palmerston they set off for Oamaru, where tea was served. An easy starting test was the preliminary to the last _ lap, which was very monotonous and fatigue showed itself iii the strange moods experienced. Bv a strange coincidence some riders had the same impression that they were grasping the handlebars from below instead ot on top as usual. A great welcome was waiting at Timaru and each one was cheered as he checked in. Not long after supper the official had worked out the results roughly and then everyone was glad to get to bed. The official results art not yet available. ON THE SPEEDWAY. Last Monday evening after tea there was a sma.ll gathering of motor cyclists at the Speedway for the purpose of trying out the track and the grass. After one or two laps some of the boys were putting up quite good times. A. Crichton (Rorton) did four laps in fast time. C Bingham (Rudge) amused the crowd when he ploughed up the track and came to rest in front of the “ stand.” The grass was in fair condition, but a soft spot caused R. H. Stewart to dismount in a hurry. SPARKS The National Safety Council of America has adopted the term "Autocide” for motor vehicle fatality. » V * Mr Punch ventures to point out that there is nothing new in the use of arclamps for flood lighting. Noah employed them first. * * * Free wheels are said to be the outstanding feature of the 1932 models of American cars. They are already standard on seven makes, and optional on 12 othoeak

Uruguay has passed a tariff amendment under which the import duty on potatoes has been eliminated, but a 10 per cent, increased tariff has been placed on petrol and motor vehicles.

Taxation on cars and petrol is so excessive in Hungary that many owners have returned their licenses to the police. The consequent revenue loss is estimated at over £35,000. ¥ ¥ *

Wife: "But I thought you’d put something by for a rainy day?” Husband: “Yes, but not for three hundred and sixty-five of them.

Intending passenger: "Excuse me, but do these buses run to schedule? Conductor: “No, sir—they run to Portobello.”

Published without comment is this small advertisement from a prominent provincial paper: “Motor driver wanted for country store. (Christian preferred.) Must be able to drive Ford.'

Cars which suffer from wheel wobble should be examined for side play in the rear shackles of the front springs. Careful tightening of these shackles has eliminated many cases* of (t wobble,” without the expense of resetting springs, etc, # * *

“You’re several instalments behind on your car.” , “Well, the company advertise Pay as you drive.’” “ What’s that to do with it? “ I drive very poorly! ”

On several of the English models for 1932 seen at the recent Odympia Show, it was noticed that engines and radiators were mounted further forward in the chassis, to give greater body space without lengthening the wheel-base. * V

‘ It is reported that a careless pedestrian, of Windsor, Connecticut, caused a motorist to crash into a pole when the latter attempted to avoid him. Seized with remorse. the pedestrian is, said to have offered a sum of money to the driver as recompense for the damage.

In August, imports of motor spirit into England reached a total of 76,723,207 gallons, 6,520,980 more than in the corresponding month of last year. There were also imported 31,774,442 gallons of crude oil, of which 20,633,607 gallons came from Persia for refinement in England.

The census of road traffic which is taken annually by the Automobile Association at more than 100 points in Great Britain during a week of 77 hours revealed this year, for the first time since the war, a slight decrease in the number of vehicles using the roads. In all 2,645,881 vehicles passed the census points —a decrease of 123,603 on last year. Private cars decreased by 65,104, motor cycles by 69,888, hut industrial vehicles, including motor coaches, increased by 11,389.

It is a good plan when fitting a new cork gasket to the valve cover or similar part to coat one face of the gasket with gold size and to stick it to the cover. This will keep the gasket properly in place and ensure that it is not damaged when the cover is removed. The other face of the gasket must not be coated with any form of adhesive but a light film of oil or jgrease is an advantage. LONDON’S MOTOR SHOW By R. A. L. 11. METAL PANELS BACK IN FAVOUR. Owing to the popular demand for the Nine rather monopolising the _ manufacturers’ efforts hitherto, tne_ Riley Sixes have not been allowed to enjoy their full share of popularity. However, these have been steadily developed and various modifications have been incorporated for 1932. For instance, the water pump has been moved to the induction side of the engine, where it is gear-driven from the inlet camshaft. This arrangement makes for ease of repair or adjustment. Of the two six-cylinder models, the Alpine Six may be termed a big brother of the Nine and a small brother of the Stelvio,' for it has the characteristics ot both. The main characteristics of the two Sixes are similar, as. for example, the 14 h.p. engine of 1631 c.c., but the Stelvio has a longer wheelbase and wider track, so that more body space is available. It is perhaps a sign of the times and indicative of the swing back into public favour of metal panels that the Riley people are standardising this type of coach work for 1932, though fabric bodies remain an alternative.

A MOST SUCCESSFUL EXHIBITION. The Olympia Motor Show has, at the time of writing, closed its doors, and it has been an undoubted success, from which solid business may be expected to result. In value for money, the exhibits at this year’s show will be hard to beat for a very long time, but it must not be thought that there has been any halt in the progress of design. On the contrary, the high degree of efficiency to which the smallest engines have been brought during the past year is little short of amazing, and reflects the highest credit on British designers. On the subject of value for money, a most instructive lesson may be gleaned from the information prepared by the Autocar. This journal has compiled a classification according to price of the cars shown at Olympia from which the remarkable fact emerges that actually no fewer than 44 different cars could be bought for less than £250, including models with engines ranging from 7 to 24 h.p. and capable of carrying from two to six persons. And yet, considerably less than two years ago the number of ears in this price category totalled only two dozen.

ECONOMICAL SIXES IN DEMAND. With economic conditions as they are through the world, the bulk of sales effected has naturally been in the lowerpriced Sixes and that essentially British group, the so-called “ babies,which have made phenomenal strides during the past year both mechanically and in regard to body work. A very interesting Six, selling at extremely moderate cost, is the Vauxhall Cadet, for which the London distributors are Shaw and Kilburn, well known to overseas visitors to London for their Leave Car scheme. The most important addition to the 1932 model of this car is the synchro-mesh, easy-change, threespeed gearbox, which possesses a silent second. Gear-changing is child’s play with this system, which eliminates double declutching, “feeling” for gears, and pausing in neutral. Another point about this chassis is that the engine is suspended at four points in the frame with rubber insulation interposed. The Hillman Wizard has undergone practically no changes for 1932. but' there are various developments in bodywork. This very successful model is remarkable for the accommodation of the bodywork which seats three persons abreast on the 54in rear seat. The six-cylinder engines are interchangeable, either 16 or 21 h.p. may be had at option. Naturally the smaller is more economical, while the “75 ” gives the car a particularly fine acceleration. This power unit is said to give 54 b.h.p. at 3400 r.p.ra. As would be expected in a car built for world conditions, the track and clearance are 4ft Bin and BJin respectively. A CLASS WITH A FUTURE. There is undoubtedly a good future for six-cylinder cars of about 12 h.p., equipped with four-speed gearboxes, and British makers have been quick to realise this. Last year the Triumph Company brought out its Scorpion model, and for 1932 this has been improved in many respects while prices have been reduced. To-day the cheapest model in this range costs £lB5. Despite the low first cost, the Scorpion boasts many refinements. Thus, the radiator has thermostatically-controlled shutters, rubber cushioning is used in the chassis where possible, the four-wheel brakes are of the Lockheed hydraulic type the springs are semi-elliptic, mounted on silentbloc bushes, and Luvax hydraulic shock absorbers are fitted all round.. In accordance with present-day practice, the petrol tank is at the rear. . These points are worthy of emphasis as showing to what a remarkable degree of refinement the modern British economy car has attained.