Cycling & Motor Notes

Otago Witness, Issue 3395, 9 April 1919, Page 44

Cycling & Motor Notes

Motor oars have, on the whole, been under-tyred in the past, and it as generally recognised that larger tyrea make tor allround efficiency. They save, time that has othevwise to be spent on repairs, stops on the road to change tyres, and incidental expenses for repairs. Larger tyres amply repay the small extra cost their purchase entails ■■'■', What a remarkable motor manufacturing centre Detroit (in America) has become! Owing to the automobile th»_ city is one of the most prosperous in the States. At present it has over 200,000 hands engaged in its motor industry, and has turned out nearly a million cars in one year. the curb with the front wheels when pulling beside it, but it is hard on tyres. First, because it scrapes the sides, perhaps causing them to give out prematurely; and, second, because the impact may. throw the wheels out of true, thus causing rapid tyre wear When parking a car at ..an angle to the curb it is still more undesirable to strike the curb. The sharp edge of the curb may flex the fabric in the tread so severely that a few strands will break, and with this beginning a blowout will develop. Furthermore, there is the possibility of throwing the wheels out of true. Car-assembling in Australia has been mooted during recent years, but nothing definite has been accomplished. A start is to be made by a Sydney firm, the parts being made in America, This is a move in the right direction, and there is no reason why, in time, the greater part of the cars used on our roads should not be built up from parts imported from England and America. Many years back the imported bicycle held the Australasian market, but during the last decade the majority of bicycles used in this country have been constructed from imported parts, with the result that a first-class machine was evolved at a reasonable figure, and employment found for thousands of mechanics in this country. Gar-assembling is of a more complex nature, but the difficulties are not insurmountable.

TYRE INFLATION STUDIED.

"Although most motorists seem to ignore the fact that hot 'sunlight has a bad effect on tho outside of a tyre, they elingj to the fallacy that summer heat does affect the inside—by expanding the air in the tube,' says Mr Hunter, of the Goodyear T. and R. Company. "Consequently these motorists persist in carrying lees pressure in summer than winter. Theoretically, of course, heat does expand air. But it is not this slight expansion that injures a easing J the hottest summer heat will rarely increase tyre pressure over 101 b. More tyres are abused through under-inflation than through ovor-iirflation. •"When tyres are run under-inflated in hot weather to counteract air expansion there is an increased bending or flexing of the walls of the tyres, which actually creates more heat —the very condition to avoid. Soon the strength of tho cotton fibres is broken down, and the motorist is treated to the unweloome sound of toe blow-out. Whatever expansion occurs -while running is lost again after the oar has stood for a

brief period —particularly in the shade or I the cool of the evening • and if air has been 1 removed from the tyros in the meantime, it y is usually too much to inflate them again. Thua they are then _ subject to all the 1 dangers of i

TOWING HINT GIVEN.

In towing a car with a rope there is always the danger that some unforseen ciroumstances will arise which will force the driver of the rear car to run into the front one. Not only is there the resultant damage to consider, but also in case the driver of the disabled car attempts to avoid an accident by steering to one side it is possible for the side pull to tip the front car over, and there are a other disagreeable possibilities. A towing pole eliminates these difficulties, and every service car should have one. When a pole is used it would be difficult for even a tyro to cause trouble at the wheel of the car being towed. The pole shown consists of a piece of hardwood about 4in by 4in and 10ft long. There is a metal fitting at one end with a square recess to receive an I-beam axle. It-as provided with a hinge which is locked in place with a large cotter pin. There is a similar fitting on the other end to take the circular rear axle ■section of the tow car. . ,

THE USEFUL SILENCER.

It is well known that hundreds of silencers have been invented from time to time, many of these embodying such fantastic ideas a/s strongly to support th contention that the inventors of such devices do not trouble about fundamental principles at all. The time would seem to be opportune, now that all are agreed that scientific research is indispensable to progress in automobilism, to investigate the subject of silencing and lay down the correct principles to apply. There are various practical considerations also to be taken into account. For example, there should be some method of knowing whether a silencer is retaining its efficiency and not reacting- on the engine by the creation of back pressure. Very few car-owners give any thought to the silencer. Generally speaking, it is inaccessible and messy to deal with, even though it be made to take apart, and consequently the internal baffle find tubes become grsduallv ahdked kip iwlth carbonaceous material from the pases. It ought to be possible by inspecting a gauge or other device to tell at a glance whether a silencer is in good condition. A little consideration will make it clear that any falling off in silencer efficiency must react very seriously, resulting in overheatinj?. pre-ignition, and exhaust valve troubles.

ENGLISH CARS DEARER.

From the look of things those .motorists in this country who are desirous of getting up-to-date models of well-known English makes of cars will have to pay a stiff figure for their appreciation of British quality and workmanship. From. £SOO to £BOO in the range of English prices for chaesis of from lo to 30 h.p. and they are being eagerly snapped up at those enhanced figures. At this date It will be an up-hill struggle for English malrers to regain the Australasian market, which has during the war period jnnssed to the Amerioan manufacturers. Whilst hlgh-powercq pars from the U.S.A. can be bought in this country

ready for the road, with self-starter and electric light fittings, at less than an English chassis of less power, the prospects for British trade in Australasia for th© next year or two are not too bright. In a price connection, no doubt, matters will in time improve, but in the meantime the American hold in respect to ears will be strengthened. British automobile quality and value are appreciated, but only a reasonable selling price will regain for England its prewar market in this country.

FRANCE PREPARES.

CARMAKERS ACTIVE

Previous to the war France was the largest, motor car exporter in -the world, her exports in 1913 having amounted to 24,167 tons, which may be taken to represent about that number of chassis (according to Automobile Industries, of America). Even then, however, the United States,? owing to the low prices at which it fur-, nished reliable vehicles, had become a for: midable competitor. The outbreak of hostilities entirely stopped French exports, while in-.the case of the United States, after a slight flurry due to disorganisation of transport and financial services, it had the effect of greatly stimulating the export of both passenger cars and trucks, until the record set by France" was greatly exceeded. With the entrance of Anierioa into the war and the restrictions placed upon the production of both passenger cars and trucks. American exports dwindled away. In the future France will undoubtedly be America's most formidabe competitor in foreign markets. Like every other industrial country, she is dependent upon the export of manufactured goods in order .to maintain a favourable trade balance. Until now a very important item in her exports to the United States has been that of winea and liquors, and it now looks as though this business might be permanently stopped. The resulting decline in exports would be an incentive to France to force export business in other lines, particularly automobiles. It must be remembered that the French automobile industry is well organised. There ai-e numerous firms engaged in this line, and French designers are admittedly very talented. In production < methods France has been somewhat behind other countries, and' this prevented her from selling cars on a strictly competitive basis; but it is quite conceivable that the war, together with the extensive importation of American machine tools, has wrought a change in this respect. ■ Moreover, France now has possession of the Minette iron ore deposits of Lorraine, which will greatly add to her iron production and no doubt give a great impetus to all branches of her mechanical manufacturing industry. There is only one comment, and that is that "Britain will be there."

MANUFACTURERS' THANKED.

Following is a copy of a letter received by the Association of British Motor and Allied Manufacturers from Mr Winston Churchill, Minister for Munitions:— "I desire to express my great appreciation of the part played by the British motor industry In bringing about the sui> oessful attainment of the war aims of this country and its Allies. "No industry has don© more than yours to. fulfil the urgent need for all descriptions of munitions of war. Air-craf* engines, tanks, motor cars, motor lorries, motor cycles, shells, fuses, and countless

other indispensable products have been' supplied by members of your industry in ever-increasing quantities from the earliest daya of the war to its termination, and this achievement is owing both to the admirable manner in which your industry was already organised in 1914 and to the loyalty with whiflh it sprang to the assistance of the country In the great.crisis, and has sustained ita efforts throughout. "I shall be glad if you will bring this letter in such a manner as you may think fit to the notice of all the members of the Association of British Motor and Allied Manufacturers."