THE MOTOR WORLD.

Otago Daily Times, Issue 22505, 25 February 1935, Page 16

THE MOTOR WORLD.

By ACCELERATOR.

ACKNOvVfcSDGMENT. ' The Radiator for February, the monthly journal devoted to the interests of motor, traders. .... COMPRESSED GAS. " Quality," the monthly record of the Sheffield Chamber of Commerce, reports that a great metallurgical achievement of very recent date is the .production : of the new alloy-steel which is being used to make light and handy portable containers to hold gas at enormously high pressure—up to 20001 b per square inch, ■which means a prodigious quantity of gas in an extremely small space. "There is, •without a doubt, a wonderful future for this compressed gas, and the necessary steel," the journal_ says. "The new alloy-steel containers-will enable farmers .and others in the; most-re-mote parts to have 'bottled' gas as easily and cheaply as they now get petrol ,in cans or oil in barrels., Rotherham has run a bus 9000 miles on-gas,.Virith.'abso-lute satisfaction, and;;; 'ptherv; road sweepers, ' dust ■'*.' * vehicles,'' motor vans, etc.—are being operated in various districts more cheaply, and ' technically more efficiently, with this gas, so held, than with the petrol so largely imported from farrdistant',countries... The- demand for the gas is more than equal to the rapidly increasing supply of the containers." " ' HEALTHFUL FRESH AIR. " Motoring," a friend once told the writer, "is merely van. expensive way of sitting in a draught." -And sometimes — indeed often—says a -General Motors scribe, I have'sympathised with him.' For, since.'closed bodies were first made in 1910, the question of their ventilation has been a vexed one. We have had to choose ■ between draughts—"Do you mind' closing your window?"—and the risk of stiff necks and colds;' or a stuffy, close 1 atmosphere, a .clouded windscreen, discomfort, and generally unhealthy conditions. "The commonest' cause of ill-health,'' writes - a leading medical' authority, "of lack-of appetite, lack' of .energy, lack of spirits, general tiredness; 'is nothing else than-a damp, warm, st'jll atmosphere." Just, in facti such" an "atmosphere as we so often find in a closed car. -Unless, that is} we are-willing to brave draughts, rain? splashes, colds. Yes! My cynical friend had- a, lot' on'; his side. But '• nowWe' can. say " good-bye " to all that. ; For. "sveclpsed-car motorists now enter \ an.er,a;6f ieaJthful ventilation, without draughts; through; I<he. introduction of " no^f aught.veiitilation."ItsV operation is'e'freeii've and delightfully ;J simple. 'By /adjusting a pivoted window, fresh air can-be drawn into the car, and,; simultaneously, stale air, smoke, and odours expelled at will.

There.- is-j nothing to go wrong—no gadgets.i'noV trouble, no draughts-—and, since each'ioc'cupaht can control his, own win-dow.Vand-'supply fresh air without incon-; veniencing: his.;.fellows,.';-no. .arguments! It means" motoririg .without complications. >FAST-^FASTER—Fa'sTESTI ;•". Between the famotis German, cities of is prftbabjy the-ultimate;in modern transportation.'.service..• First, as in America, there is = a /regular'schedule of ordinary passenger trains. However,' if a traveller is in,,a hurry and-d<fes not wish to spend three'laJrirs. aid a-balf on the Hamburg-Berlin-express, he may have his. choice of three, other, services—-and adjust his traveilihg.'time, largely to suit himself. ■ He^niay;'choose to go on the special speed train driven by the latest type, of locomotrtein rise by the Deutsche: Reichs-; bahn. •'■This'will take him from Hamburgto Berlkj in two hours and 40 minutes. If that is too slow, he can cut his timeby 20 minutes in boarding the, "Flying Hamburger," a Special streamlined train driven by Maybach Diesel engines and operating between Hamburg and Berlin twice a day. ,-•■-. ■=■■ '•; If he is really in a hurry, however, he will take, .one ,of■,. the Deutsche imfthansa's newest transport planes, which were put into service ;only, a few months ago.:: These are-, three sihgle-engined Heinkel monoplanes which cpver the 175 miles between Hamburg and Berlin in 50 minutes and maintain what is said'

flUm* of nm- abort description*, of tours, tha atata of tha roada, •Jav, oommtnt, <a inguiriaa will be welcomed by " Accelerator."}

to be the fastest European air service. The-aeroplanes carry four.passengers and cover - a "route encircling Berlin,-Frank-fort, Cologne, and Hamburg at an average speed of a little more than 185 miles per hour. The new Heinkel aeroplanes are equipped with retractable landing gear and tail wheel, and are powered by liquid*cooled B.M.W.VT engines. These ' three passenger services—the •speedy . locomotives of the Deutsche Reichsb'4hn,- the powerful Diesel engines of the; Flying Hamburger, and the Heinkel monoplanes of the Deutsche Lufthansa are serviced by the Vacuum Oil Company. . FIRST PLACE IN AUTO SHOW. First choice of exhibit space at the 1935 New York automobile show, awarded annually to the' ; motor car manufacturer ; with the sales, again 'went to-, Chevrolet this year. The drawing for the 1935 automobile show represents, the eighth/consecutive year in which Chevrolet has won the coveted first choice of spate tat the Palace. The system" of giving "the pick of the show-positions to the exhibitor having the largest sales -was established when the shows were under the' management of the, N.A.C.C., now the Automobile Manufacturers' Association: The man agement of the 1935 show has continued the system as the fairest basis on which to ballot spaces. OTAGO'S WHOLESALE PLAN. Some time ago (says the Radiator, the official organ of the Garage Proprietors' Association) the Otago branch of the New Zealand Garage Proprietors' Association embarked.on a project which had as its aim the restriction' of trade discounts to those entitled to receive them. Trade, which was very seriously "affected by slump conditions, was still further restricted by the encroachment on the repair business by unemployed mechanics and others not. bona fide in the business, whoi. were'able to purchase supplies from wholesaler's On full trade terms. Many attempts have "been made to overcome this difficulty, and for years a committee in Wellington has been responsible for keeping a list of all bona fide motor 'traders. ■

Although good work has been accomplished in the past,, the machinery provided was unable to meet the position which arose as a result of the slump in business. The committee, which acted on a Dominion basis, was dependent. on reports from local centres before it could act, and the long delays thus caused made the plan of small value, under pressure put on it. The Dunedin Association decided to tackle the problem locally and clean up its own territory, and this decision has already had far-reaching results. '. Contact was established with the local wholesale houses, and, after lengthy negotiations, a plan which was mutually acceptable was agreed on. Briefly, the plan is to classify the trade and list up those in the different sections decided on. The right of service, stations to supply motorists with necessary accessories was recognised, and on such lines full trade discounts are allowed, but such stations are not entitled to trade , discounts on spare parts,' etc., required' for repairs unless they control_ a properlyequipped garage. The principal difficulty iwas in deciding who were entitled to be on the list of those entitled to maximum discounts as garage proprietors. This difficulty was finally overcome bv making membership of New Zealand . Garage Proprietors' Association the qualification for inclusion on the maximum discounts' list. At. the outset considerable opposition was shown to this suggestion, as it was looked at by wholesalers and others as a form of compulsion to strengthen the ranks of the trade association. In prao tice, however,' this has not been the case, and the advantages of this test of qualification are admitted by those with a knowledge of its operation. Local associations are in a position to_ know_ or to. ascertain if a' man is genuinely in 'tlu» trade, and the position is further safeguarded by the fact that the classified list is controlled by a joint committee of garage proprietors and wholesalers. ~ It has been found possible to convince doubters that bona fide traders, are able to protect themselves and each'other by combining in an organisation, arid that each one is better off as a result. The quid prb quo which the wholesaler receives is the whole support of the organised retailers, and complaints under this head are dealt with by the same joint committee,' which investigates complaints of wholesalers, giving discounts to those not entitled to them.

The plan has been in active operation in-Dunedin for some considerable time, and is working -well. It has been copied by the Southland Association with equal success, and in both these territories all bona fide motor traders are members of the trade association. Already steps are being taken in Christchurch, Wellington, and other districts to organise themselves as lias been done in Dunedin and Invercar•Sill. • At a conference held in Wellington recently between the executive of the New • Zealand Garage Proprietors' Association and the executive of New Zealand Wholesale Automobile Parts and Accessories' Association, the way was cleared for other districts to follow the example set in the south. We would point out that the main factor of the success of both Dunedin and Invercargill is that the plan is controlled locally by a joint committee able to act without delay and with a full knowledge of the circumstances. What has been accomplished in the south may be done elsewhere in the Dominion providing that patience and tact are displayed in the difficult work of organising such a plan. The associations of Otago and Southland are deserving of the gratitude of the rest of the trade in New Zealand for their practical demonstration of accomplishing what has been loked on as the impossible. THOUGHTS AND SUGGESTIONS. These simple but useful tips by Mr W. Barnard, service manager of General Motors, New Zealand, Ltd., are intended primarily for the new car owner. They may seem somewhat elementary, but often experience causes us all to forget the simple things '. Correct tyre pressures have everything to do with the good riding quality of the car and, also prevent tyre squeaks on corners. Your tyres should be maintained at correct pressure. This .shouJd be regarded as the minimum pressure, and so should be a subject of weekly inspection. When the car is to be driven with a full load at high speeds it may be advisable to t ne tyre pressure 2lb to 31b per square inch. There is one little tip in connection with the application of the hand-brake, and it may be specially helpful to ladies. When applying the hand-brake the effort can be reduced by the application also of the foot-brake. Similarly, assistance will be given in releasing the hand-brake if the foot-brake is depressed at the same time. With regard to the efficiency of brakes,

you will appreciate that you have <i very effective brake under your right foot, but as the brake linings wear the efficiency of the brakes will decline almost imperceptibly, and so you should hava them adjusted whenever you feel that the original efficiency has declined. Also, in connection with the brakes, it is important to remember that a certain amount of water gets into them when washing, and this should always be dried off'when starting away after a wash. Just a word about the petrol cap. This may be a quick spring-action cap and may not be known to the men at .the petrol pumps, so that they may not replace it safely. It would be wise to check this up when you take in petrol. Another important thought is that you try your bonnet fasteners when a rattle develops. These bonnet fasteners may not have been tightened oi may work a little loose after running awhile, arid therefore give rise to such a rattle; so you might save yourself a ' journey to the dealer *if you check up these fasteners. / With regard to your doors, you will be well advised to apply a little oil to the hinges and occasionally a little ordinary household or softsoap to the door jambs—soap is not so likely to cause damage to clothes. Similarly, you will find the application of a little soap to the , runners of the sliding seats to be a useful form of lubrication. Let_ me stress a warning regarding chromium plating and correct what seems to be a misapprehension among quite a number of car owners. It must under no circumstances be cleaned with the usual nietal polishes; at the same time, water alone and a. leather is insufficient. If you use a little soap with the water you will find that the stains will be removed. Then, with regard to decarbonisation. In a general way, we do not recommend the disturbance of the engine at any given mileage, but decarbonisation will eventually become necessary and the engine will tell you when. If pinking takes place, this does not indicate that harm is being done, excepting that valve seatings may need consideration, and there may be a tendency for valves to stick, but the main indication of carbonisation is that the performance of the car is_ impaired and you will be irritated by pinking sounds. THE TRADE REVIVAL. • The motor business in New Zealand for the year 1934 was more than double . that of the . previous year. ' The.. value of motor vehicles, tyres, and parts imported was £2,581,911, compared with £1,110,820 for the year 1933. Though the position has improved greatly from the traders' point of view the figures are still a long way below those of the more prosperous years. The number of motor cars imported was 11,747, of which 489 were chassis only, for which the bodies were constructed in New Zealand. The number is greater than the numbers of cars imported in 1931, 1932, and 1933' together. The figures for previous years are shown in the following table: —

The average value of cars at port of ■ shipment was £125. United Kingdom business on a numerical basis was 48.13 per cent., Canada 19.70, and U.S.A. 32.17. The number of cars Imported from ILK. was 5654, which established a record. The number in 1933 was 2272. In 1934, 2668 commercial vehicles were imported, compared with 935 in 1933. The percentage of commercial vehicle business secured was: U.K. 41.04, Canada 17.29, and U.SA. 41.67. The number of commercial vehicles imported from England was 1095, the largest number on record. On a financial basis the United Kingdom secured 52,80 per cent, of the car business and 56.37 per cent, of the commercial vehicle business. Canada secured 31.71 and 13.56 respectively, and the United States 25.49 and 30.07. There were 543 motor cycles imported in 1934, an increase of 196 on the previous year. All the motor cycles were from England except seven, which were from the United States. In the year 1933 sales of cars and commercial vehicles exceeded importations by 1105 units. In that period stocks were cleared up, and at the end of 1933 very few motor vehicles were held in. stock, and most deliveries were* sold to arrive. As business conditions improved and importers gained confidence, stocks were increased, and the figures for 1934 disclose a position very different from •that of the previous years. According to the figures showing importations and registrations, stocks have increased during the year by 2004 units. Under the conditions which obtained in the last three years these stocks would represent at least six months' requirements, but under conditions at present existing are sufficient for less than two months' requirements. The imports and registrations of motor vehicles in 1933 and 1934 were:— 1934. 1933. Imports .. .'. 14,415 3868 Registrations .. 12,411 4973 The number of new cars sold in 1934 was 9699, compared with 3635 in 1933. This is a striking increase, but should not be regarded as abnormal, as it is still much below the average sales of the last 10 years. The value of tyres for motor vehicles imported in 1934 was £594,851, compared with £488,414 in 1933. New Zealand obtained 56.41 per cent, of her tyres from the United Kingdom, 38.41 per cent, from Canada, 2.18 per cent, from Australia, 1.86 per cent, from the United States, and .49 per cent, from Japan. The amount of duty collected on motor vehicles, tyres, and materials and parts in 1934 was £625,475, compared with £190,465 in 1933. MODERN DESIGN. Whilst there seems to be little of a revolutionary nature in coachwork in the 1935 models, both standard and specialised bodies have come in for detail and general improvements, which will increase the factors of comfort, utility, appearance, and that rather indefinable factor of " pleasure in owning." , Bodies ; are better in every particular than their 1934 prototypes. In general, ventilation, luggage accommodation, seating space, silence, and durability have received _ attention, whilst perhaps the most noticeable change will be in appearance.

Luggage accommodation has increasingly been given prominence during the past year, and the public now demands adequate provision. Much has been learned about the strength of brackets s about gaining the maximum space with the minimum overhang, about simplicity of operation and durability, combined with a neat appearance when folded. Ventilation is a problem that has been worrying for some time. _ This year more manufacturers are adopting new systems of extracting the air without draught, (several of these being incorporated in the forward lights, which slide to allow nir to pass behind the front pillar. There are variations of this scheme all showing a much-needed improvement. , There is a welcome tendency to increase the width of small cars. This allows for more onerous corner padding, and, apart from the facility in individual instances, for carrying more passengers, increases the inherent comfort of small cars in general.

The question of durability and lasting silence has been investigated thoroughly,, and almost all manufacturers are increasing precautionary measures against rattles and squeaks. Seel reinforcing seems to be used more and more, steel and cast aluminium pillars'are being more widely adopted, and generally bodies are becoming stronger to meet the stresses imposed by the braking and accelerating of highperformance cars. It is the appearance, though, which appeals most strongly to man" owners. Here the influence of streamlining is very much marked, for 1935 care are # undergoing a " cleaning up " process which will give neatness, simplicity, and, for the owner who is interested in aerodynamic efficiency, a reduced head resistance. The prejudice against streamlining is gradually being overcome, and t public taste is approving it. As yet it is being adopted gradually, as part of-the "clean-ing-up" process. Every time an outline or contour is smoothed out a car gains in appearance and efficiency. All the coachbuilders and manufacturers are tending towards it and gaining in efficiency as well as appearance.

The most marked result of the process is to be seen in the tail treatment of the new cars. The skirt effect is pronounced, the rear panel in most instances sweeping gracefully down, to blend with the wings and present a very clean rear view Provided that the design is correct this treatment keeps the back of the car free from mud and dust, and, in addition, gives much wider and deeper luggage space. The rest of the cleaning-up process involves wings of the sweeping, frontally enclosed type which reduce head resistance, are easier to clean and more efficient in their purpose. Peaks are becoming even less angular, and all excrescences—door handles, hinges, drain gutters, windscreen wipers, and direction indicators—are being affected by the process, all inclining to the full streamlined car which is certain to be a familiar sight before long. BRAKING POWER. The ignorance displayed by some motor drivers in respect to the distance in which they think they can pull their vehicles up at certain speeds is extraordinary, remarks an expert. Recently one man stated in evidence that he could stop his two-ton truck in six feet when travelling at 20 miles an hour. Another said that at 30 miles an hour he could stop his car in 20 feet. Both statements are ridicu-. lous and impossible on a level road with even the best braking equipment. Such claims are not only misleading to other drivers, but cause confusion to pedestrians who gain a false sense of security when dodging through traffic. The latest motor vehicles undoubtedly have remarkably efficient brakes, but not all the vehicles on the road are modern. The Dunlop-Perdriau Bulletin states that recent tests with 53 British cars selected so as to give, a wide range showed that at 30 miles an hour the average stopping distance was 30.9 feet. Thirteen Continental cars averaged 30.5 feet, and six American cars averaged 31 feet. The best figures recorded in the tests ranged

from 21 to 25 feet. These tests were established under the most stringent conditions and only first-class drivers were at the wheels of the cars. The vehicles, moreover, were all in first-cass order throughout, and, the tyres had good treads. These figures, then, would seldom be equalled even under normal conditions in traffic. At 20 miles an hour on the average asphalt or concrete road a ear with perfect four-wheel brakes willwill take about 15 or 16 feet to pull up in. If the brakes are only good tins will be extended to 18 or 20 feet. A two-ton truck normally takes 30 feet to stop in at 20 miles an hour and b'O feet at 30 miles an hour. ' Another important factor that must be considered in relation to the stopping powers of motor vehicles is the mental lag associated with the • application ot brakes. The average driver takes from one-half to three-quarters of a second to move his or her foot from the accelerator pedal to the brake pedal, and when travelling at 20 m.p.h. this means that the machine travels forward from 15 to 20 feet before the brakes actually come into action. At 40 m.p.h. (59 feet per second) the mental lag represents a forward move of about 40 feet before any pressure is even applied to the brake pedal. Thus-, if a well-braked car can pull up in 75 feet at that speed the actual distance travelled from the moment the brain calls for application of brakes until the vehicle comes to a standstill is in the region of 115 feet. THE MOTOR CYCLE OTAGO MOTOR CLUB CYCLE SECTION. February 27.—Evening pillion run to Whare Flat. March 9.—Hill climb at Coal Pit Hill, Oamaru. March 15 and 16.—Timaru 24-hour Trial. March 16.—Run to Doctor's Point.

March 19.—Monthly meeting. March 23.—Waikouaiti Beach races. March 30.—100-Mile Race at Waikouaiti. April 10. —Monthly meeting. April 27.—Night trial. Leave midnight, via Palmerston, Kyeburn, Middlemarch, Dunedin. May 11.—Acceleration test. May 19.—Run to Taiaroa Heads. May 21.—Monthly meeting. t June 3.—King's Birthday trial. June 15.»—Camberley scramble. June 18. —Annual meeting. CLUB NOTES. Owing to the unfavourable weather conditions prevailing on Wednesday last the pillion run was postponed. It will now be held on Wednesday, leaving the club rooms at 7.15 p.m. At the monthly meeting held in the club rooms on Tuesday last Mr A. E. Bingham presided over an attendance of 30 members. Messrs A. O. Davies and C. H. Bingham enlightened those present on the activities of the Sports Committee in connection with the Hill Climb to be held in Bethune's Gully on March 2, and solicited the whole-hearted support of the cycle section in controlling the course on that date. Intending competitors are reminded that the entries for the Hill Climb close with the secretary, A.A. (Otago) at 5.30 p.m. to-day. Full instructions are given on entry forms, and it behoves every entrant to supply the facts required on the forms. The remaining practising hours are as follows:—To-day, 5.30-7.30 p.m.; on Thursday, 5.30-7.30 p.m. All machines practising must be fitted with regulation silencers. Riders breaking this rule will be barred from competing. At the beach races, held on Oreti Beach, the representatives of the cycle section of the A.A. (Otago) were fortunate in securing quite a number of places, and are to be heartily congratulated on their performances. P. Lyders (Excelsior) gained two first places, ,E.

Rillstone (Velocette) one first, one second, and one third, B. Rosson (Norton) two thirds. Misfortune befell R. H. Stewart (Rudge), who developed engine trouble while running second in the Ten Mile Open Championship. Members are advised that the club room hours have been extended until 10 p.m. on Friday nights, and are invited to participate in this privilege. SPARKS Slowly and sadly we laid him down, And we spoke not a word of sorrow; He told us before he'd surely have His brake bands fixed to-morrow. * * *v Although 14 per cent, of the motor drivers in Great Britain are women, only 4 per cent, of the motor accidents in that country last year were recorded by them. * * * Based on present figures, 375,000 tons of ore, 250,000 tons of coal, .65,000 tons of limestone, 12,000 tons of sand, and 365,000 gallons of sulphuric acid are absorbed annually at the Ford factory at Dagenham (England). * * * • A Humber car used by St. John Ambulance Brigade in Christchurch has covered 35,500 miles in the past two years on the original set of Dunlop tyres without one puncture, and the tyres are still in excellent order. The No. 1 St. John Ambulance, a Hudson, was put into service in 1917, and has covered well over 300,000 miles in that period. For the past 16 months it has been stationed at Lyttelton. * * * It doesn't shy at papers as they blow along the street; It cuts no silly capers on the 'dashboard with its feet; It doesn't paw the sod up all around the hitching poet;

i It doesn't scare at shadows as a man would at a ghost; It doesn't gnaw the manger and loeso't waste the hay, Nor put you into danger when the bras» bands play. * * * Despite the fact that chromium plate does not tarnish as nickel plate does, it is a fallacy to believe that it does not require attention. One has only to compare the chromium-plated parts of a car which have been neglected with those on a new car to see how dull and lifeless' they have become. Fortunately, it is a fairly simple matter to restore this type of plating to its original brilliance. On no account should "a metal polish or abrasive agent be used. All that is necessary is to wash it with a soft soapy rag: and hot water, and afterwards to rub it with a soft dry cloth or chamois leather. This will restore it to a condition almost equal to new.

Number. Value 1924 .. .. 15,053 2,866,013 1925 .. .. 18,825 3,389,851 1926 .. .. 20,328 3,080,574 1927 .. .. 10,871 1,663,266 1928 .. .. 16,504 2,336,299 1929 .. .. * 23,361 3,407,887 1930 .. .. 14,314 1,995,633 1931 .. .. 3,388 481,765 1932 .. .. 3,044 421-.883 1933 •..'.. .. 2,933 384,377 1934 .. .. 11.747 1,455,477