THE MOTOR WORLD.

Otago Daily Times, Issue 21941, 1 May 1933, Page 2

THE MOTOR WORLD.

ntem* of new*—short description, •to., comment, oi inquiries will

A TRIP TO DAXSEY’S PASS. This was a motor trip (writes an esteemed correspondent) which has been desired for years, but for lack of information and because of adverse statements the run was put off. However, the writer of the following has made it, and his impressions follow. After leaving Tokarahi—3o miles, from Oamaru on good shingle roads—we travelled about three miles to a bridge crossing the Maerewhcnua River, where we had lunch. A drover on horseback came along with his sheep, and we asked him for information. He told us the road had a fair surface and was very steep in parts. It was 11 miles to the top of the pass and nine miles down to the Upper Kyeburn Hotel. At certain parts it was impossible to pass another car, and he advised us to keep a good look-out. He informed us he did not like it and would not return that way. Not a very cheerful outlook, but we decided to tackle it. We left the bridge at 2.15 p.m. and began a steep climb of about a mile on second gear; road surface good. Near the top we looked down on the river far below us, with two gold miners like tiny specks prospecting in the river bed, and we could lee the sluicing claims of Livingstone on the opposite tableland. We then crossed the undulating upland on a good road for about two miles and dropped down into a valley with a sheep station. Another mile brought us to a deeper valley with a river—a branch of the Maerewhenua —which we crossed by a rather new bridge. The road —now a grass-covered track—followed up the right bank of the river. About half a mile along this road we passed a sheep station —last sign of habitation—where we asked for further directions. The road followed up this river gorge for several miles. The surface was grasscovered, with ruts and bumps and crossed many small streams. Speed was reduced to safety, but still the springs had a good testing. The road could be seen ahead for about a mile, and then turned to the right or left —we could not tell which till we came to the bend. The road seemed to be going right into the steep tussockcovered hill. After about three miles of this 'twisting and turning up the gorge, we crossed a rickety, weather-worn bridge and began the final climb. This was about a mile up a rocky, narrow road —low gear on account of the steep grade and rough surface. We reached the top of the pass—37oo feet—with Mount Kyeburn (5369 feet) and Mount Domet (0390 feet) on our right and Mount Alexander on our left showing their scarred snow faces. We were then right up among the Kakanui mountains.

The view' was extensive across the many hills of North Otago with the sea 30 miles away in the background. In the other direction we could look far out over the Maniototo Plains, but the mountain peaks around and next to us and the deep gorges took up most of our attention. The sheep on the opposite tussock covered hillside and down near the bottom of the gorge looked as small as mushrooms.

We then began the descent down a narrow snow-scarred, rocky road not quite so steep as the one we had climbed. The road twists down the side of the mountain with sharp turns for nine miles, where second gear and slow is the order of the day, and a mishap or breakdown is best not thought of. We arrived at Upper Kyeburn Hotel, which is most quaint—a relic of the gold mining days in this district —at 4.30 p.m. after 20 miles of most arduous driving. We fully agreed with a friend when discussing the trip when he said: “You want a good job under you! " We enjoyed every moment of the trip and consider it a journey well worth remembering. For the motorist who does not mind leaving the main highway and wishes something out of the ordinary, we would recommend it. Some day we intend to go the reverse way—from Kyeburn Hotel to Tokarahi. It may prove more interesting still. LIGHTING LAWS. “ Neglect of the lighting laws in their application to motor vehicles is fairly common at present,” states the Canterbury Automobile Association in a safetyfirst message to motorists. “ Because of daylight saving and the long summer evenings,” says the association, “ defects in lighting equipment were not so noticeable as they are now with the rapid approach of winter, and the necessity for lighting up early .in the evening. Many cars are to be seen displaying only one effective headlamp. Not only is this practice a breach of the law-, but it is highly dangerous, as one light does not serve to enable the driver to progress in safety in view' of the large number of bicycles. A headlamp burning on only the left-hand side of a car makes it very difficult for an oncoming driver to gauge the width of the vehicle. Such a car might easily be mistaken for a motor cycle, and the result might be tragic on a narrow roadway. Motorists cannot afford to ignore the lighting laws. “ Another bad feature is carelessness with tail-lights. Many cars have white lights showing to the rear instead of red. The authorities have abolished the necescity of providing rear red reflectors on cars, and there is a definite duty on drivers to see that the rear light complies in every particular with_ the requirements of the Motor Vehicles Act. It is not a valid excuse that one’s lights have failed because a bulb has gone wrong. The careful, safe driver will see to it that he carries spare bulbs in his car for emergency.” ** “ RIGOROUS CHASSIS TESTING. After prolonged experiment a famous British firm has evolved what they consider to be a test which will find any chassis weakness. This form of testing is dalled a “ bumping rig.” The front wheels of the chassis are placed on two i oilers on which are steel bars at different intervals. Those rollers are rotated at 105 r.p.m., and as each bar hits the wheel, and the two wheels are not hit at the same time, the spring receives a terrific jolt. The test is equivalent to driving the chassis over the worst of roads, and each new type of chassis has to stand this for about 100 hours. A NEW SERVICE. ' The latest addition to the making of the motorist’s life one of ease (says an English writer) i s Lord Wakefield’s new “ save your car ” campaign. His new innovation is called “ Lubrequipment Service.” The motorist decides his car is not just 100 per cent. o.k. Up he drives to a garage displaying the “ Lubrequipment ” sign and pours his tale of woe into the garage hand’s ear. Then the motorist lights a cigarette, smokes it, lights another, and by the time it’s finished his ear is greased, engine, gearbox and rearaxle filled with fresh oil, all at high pressure, so that even the innermost recess gets its dose of oil. The new greasing and oiling system is on the same principle as the wellknown Tecalemit idea. Ramps raise linear off the ground; and then the nil and grease is delivered at high pressure into the nipples, etc. The now idea costs no more than the old messy grease-gun method, and no one, I’m sure, will mourn the going of that implement of messiness. CAR LIFE IN AMERICA. The average vehicle in active service in America is four years and a-half old, latest figures on total motor vehicle registrations indicate, according to George L. Brunner, president of the Motor and Equipment Manufacturers’ Association. Out of a total of 24,536,000 cars and trucks registered in America on December 31, 1032, at least 11,370,000 are in their fifth year of active service, 17,038,000 in their fourth year, 20,448,000 in their third year, and 22,920,000 in their second year. Furthermore, decline in the use of cars and trucks, as shown by consumption, has been considerably smaller than the decline in general business or in private income, which is taken as an indication that car owners have become so accustomed to the advantages of motor transportation that they are refusing to give it up except when absolutely necessary.

Manufacturer of accessories, parts, tools, and service equipment see in this

By ACCELERATOR.

, of tours, the *t*t# of th» road*, be welcomed by “ Accelerator.’ - } condition a market for their products, used in all types of maintenance services, which represents a real opportunity lor business during 1933. ENGLISH RACING DRIVER. The possibility that Auckland’s small fleet of genuine racing cars might be augmented by a new machine next season was mentioned in a letter received by Mr P. Seabrook recently from Sub-lieu-tenant H. Kidston, R.N. In the letter, Lieutenant Kidston said be had been transferred' to H.M.S. Diomede, and would join the vessel in Auckland next August. He was interested in racing, and asked for particulars of local tracks and advice as to the most suitable type of car to bring with him. In his reply, Mr Seabrook gave particulars of' the Mangere and Muriwai tracks, and mentioned the activities of the New Zealand Motor Racing Drivers’ Association. He suggested Lieutenant Kidston should bring with ■ him a fast British ear of 1500 c.c. CARBURETTER HEATING. During cold weather engines have an annoying habit of stopping after being started up, this happening once or twice before the carburetter attains sufficient temnerature to supply a steady mixture of the correct strength. This is due to the rapid fall in caihurettor temperature owing to heat being required for vapourising the petrol, and until n steady flow of neat to the carburettor is obtained from the cylinder, or from whichever portion it is attached to, an even mixture is not possible. On vehicles with such a tendency it will often be found a great advantage to remove the existing flange washer, which is usually of the copper asbestos type, and replace this by one of the same size cut from sheet lead. This offers a much better path for the flow of heat, and often results in reducing the warming-up period. HIGHWAY PATROLS. Since June, 1925. AVashington’s highway patrol force has been directed by William Cole, a former sheriff and one of the best known peace officers in the North-west. Upon -assuming command, Cole at once disapproved of_ the old methods of trapsetting and tricking motorists into the justice courts, and his men soon appeared in regulation uniforms, arms, and equipment. The patrol began to operate then as it operates to-day, with the plan to strive to prevent violations rather than to encourage them so that arrests might be made. Education for safety and observance of traffic laws, moral suasion and warning come first in the Washington patrol procedure—then, if they fail, arrest and prosecution. It seems fitting to set down here what motorists should never forget; that virtually all the traffic law's are, in final analysis, safety measures, designed for the protection of life and limb on the highways, and that the arrest of a reckless driver contributes to his own protection and to the safety of other motorists. Further, it seems fitting to quote the foreword appearing on Oregon’s manual issued to its State police. It reads: — “ These rules, regulations and instructions have been formulated under the conviction that one can become an officer and remain a gentleman, and that an officer can render service with courtesy and perform the duty with dignity.” CHANGING ENGINE OIL. I had a letter (writes “Free Wheel," in the Weekly Herald) from a Glasgow motorist on a subject that puzzles many motorists who have a lay mind in matters relating to the how and wherefore of the engine. He asks why it is that he hears some motorists talking knowingly of how they change the oil in their engines every 1500 miles or so. If I keep adding a quart of oil now 'and again, he says, the oil in the engine seems all right, and to me the idea of draining the engine aiid tilling with new oil is a waste of money. Well, my friend, here is the reason for the seeming waste of money. Oil, after a time in the - engine, becomes filled with foreign matter and also to a good extent it becomes diluted. This dilution is caused by the unburnt petrol which escapes down between piston and cylinder wall and mixes with the oil in the sump. Injudicious use of the strangler, a badly adjusted carburettor, or sloppy pistons all contribute to fast dilution of the oil.

It is only natural, too, that oil will thin out in time in an engine which doesn’t use much oil or in an engine with a small crankcase, as the smaller the volume of oil the quicker the petrol will cause it to thin.

Foreign matter, of course, is introduced into the oil owing to the ingress of road dust, minute particles of abrasive matter,, caused through engine wear, and various other causes. When the oil is fairly clean and dirt particles are few, the oil filters are able to deal with them, but after a while when the dirt, backed by more of its friends who have found their way into the sump, gets bolder and evades the filter and up it comes to take residence about the bearings and big ends. Water is also an enemy of efficient lubrication on the part of the engine oil and even in its usual form or in that of steam it is equally disastrous. Of course, it is not necessary in all engines to change the oil every 1500 miles as some engines with larger crankcases — as I pointed out —are able to keep their oil in an efficient lubricating state for a longer period than others. So now, dear Glaswegian reader* you will have some idea of why it is only humane to the engine to change the engine oil regularly. GEAR CHANGING. When the internal combustion engine ■was first fitted to a road carriage the builders found at least one problem to solve. This type of engine had the unfortunate peculiarity of developing practically no power when running slowly, and of producing its maximum when running fast, conditions practically the opposite of those required. So, says an expert in an English paper, the gearbox was born, a device which, at the driver’s will, can alter the relative speeds of the engine and the road wheels. More thought has probably been expended on gearbox design than on any other part of a car. For many years the only type of box was one in which spurred wheels were employed to change , the ratios. It is only recently that big advances have been made in the theory of the change-speed gear. Some of the earliest change-gears depended on belts which were moved to pulleys of different diameters to secure alternative ratios. This method had its drawbacks, and it was replaced, in some cases, by a simple form of epicyclic gear. It is noteworthy that this type of gear is again much in favour. The sliding gear type of gearbox quickly became fashionable, and remained so for very many years. Mechanically, it was a somewhat crude device, and its successful operation to a large extent on the skill of the driver. Perhaps the most notable advance in gearbox design during the past few years has been in connection with the preselective gear. Armstrong-Siddelcy has done more than any other firm to popularise this gear. It is of the epicyclic type, and usually provides four speeds and a reverse with a through direct drive on top gear. The gears are engaged by hand brakes, contracting on the various gear trains, friction only being employed, so as to avoid the possibilities of jerk and noise. The most attractive feature of this gear, however, is that the gear which will be required next can be chosen long before it is needed, simply by moving a small lever. The actual change, when required, , is effected merely by depressing and releasing the “clutch" pedal, though there is no clutch in the normal sense of the word. A super-refinement used in connection with this gear on some makes of car is the fluid fly-wheel, which works on a hydraulic principle. It is entirely automatic in its action. Further recent developments have been in connection with the “ synchro-mesh" box. The title is somewhat awe-inspiring, but it is meant to convey that the toothed wheels are engaged under the best conditions regarding relative speed, thus avoiding noise and shock. The usual

method is to isolate the gear shafts from the drive when the change is being made. Inventors have attempted to solve the problem in other ways. Electrical transmission has been tried, but its use is now practically confined to commercial vehicles. The chief objection to electrical transmission has been its comparatively high weight. The friction type of gear has many attractions, but also many draw’backs. One of the most popular light cars before the war had this type of transmission. It was successful until the public insisted on more powerful engines, and then the limitations of that type of gear were revealed.

The chief charm of the friction gear is that it provides innumerable ratios between the highest and the lowest instead of a set number of gears, as in the normal type of box. Its greatest drawback is that it is not positive in its drive, and successful transmission depends on the maintenance of the necessary amount of friction.

There is a device at present attracting I the attention of manufacturers which I would seem to indicate a new avenue of I development. It operates by friction, but | it has the added advantage that it auto- ' matically adjusts the ratio to the road | conditions, without any intervention on I the part of the driver. Such self-chang-ing, in the true sense of the word, may be disadvantageous in certain circumstances, so this device has a small lever on the steering column by which the j driver can over-ride the automatic action | of the gear. i The writer recently had an opportunity I of testing this gear —the Robertson Auto--1 matic Variable Speed Gear—and was imj pressed with it. j The car was a popular saloon seven, I standard except for the gear. On the I road its performance was almost uncanny, as without any intervention from the driver the car gradually reduced its gear 1 ratio as required, and then progressively changed up when conditions were easier. By manipulation of the lever any ratio required can be maintjjjfned. THE MOTOR CYCLE FIXTURES OTAGO MOTOR CLUB CYCLE SECTION. May 7. —Club run. May 16. —Monthly meeting. May 20.—Acceleration test. May 31.—Evening pillion run. June 3. —King's Birthday trial. June 20. —Monthly meeting. PETROL CONSUMPTION. Any member of the Motor Cycle Section of the Otago Motor Club who wishes to know his petrol consumption accurately is invited to attend the petrol consumption test next Saturday at 2 o'clock. In this test the competitors will affix either to the machine or themselves a small tin which will be connected to the carburettor by a rubber pipe (these will be supplied). A quantity of petrol will be given to each rider, who has to ride over a selected course until his petrol runs out. SOCIAL RUN. On May 7 a social run will be held to the Spit, commencing from the Otago Motor Club rooms at 2 o’clock. SPARKS - ' Travelling at the double; The stooping motor cyclist who is bent on reaching his destination. * # The Into 11. Le Vack held the honour of having attained the world’s fastest motor cycle speed no fewer than four times. * * When asked how he was getting on at school, the famous motorist’s small son replied: “.I am now learning words of five cylinders.” w * _ Plans are being made for the construction of a new motor road which will shorten the distance between Milan and Munich by 125 miles. It provides for a tunnel under the San Bernadino Pass, which is often blocked with snow in the winter. * * * An Invercargill motorist was Inst week fined £2 and costs_ (10s) for driving his car on the Dunedin-Invercargill highway at 65 miles an hour/ To allay any possible questioning by the sceptics, the offence was not committed on the Dunedin side of Balclutha —it was on the bitumen near Invercargill.

Number plates for motor vehicles this year will be deep chocolate with white figures. The distribution will start with Invercargill, which will be allotted number 1 to 6700, Dunedin 6701 to 15.500, Oamaru 15,501 to 17,500, Timaru 17,501 to 22,400, and so on. Motor cycle numbers will also start with Invercargill 1 to 1000, Dunedin 1001 to 2800, Oamaru 2801 to 3200, Timaru 3201 to 4100, and so on to Auckland. # •£ tr In future all A.A. (England) roadside telephone boxes are to be provided with a small drinking trough for dogs. Motorists who take their pets with them on their tours will now be able to find them a drink without having to send the animals down to some stream which usually results in muddy paws and dirty upholstery. What is claimed to be a new motoring record for Nyassaland was set up recently by Mr St. John Sutherland, who drove a Morris Minor from Mandala Garage. Blantyre, to Mandala Store, Zomba, and back, in Ihr 52min, The average speed throughout was 43 miles an hour. Car thefts have increased to such an alarming degree that the German Government has been obliged to issue an emergency decree, which, even if it is unsuccessful in preventing this form of crime entirely, will, at any rate, render it a hazardous calling. At present ’there is no registration book in use in Germany. Organisations have existed, on a large scale, where stolen cars were received, rebuilt, and repainted, and then sold under other identification marks. Penalties are increased, particularly for those who plead “joy-riding.”