Cycling & Motor Notes

Otago Witness, Issue 3774, 13 July 1926, Page 70

Cycling & Motor Notes

BZ "DEMON.” Tt may not occur to everyone, even with years of motoring experience, that it is advisable when a motor car (new or ÜBcd) is standing, for even a few days, to give the engine a tarn with the starting handle. One turn will do. This changes the compression on the various valve springs. If an engine is left too long with one of the valves open, the continued compression on the springs is likely to shorten the same a trifle, and this depreciates the power of the engine. USING THE BRAKE. The brake is one fcart of a motor car that is much abused. In driving along a road, and coming to a place at which one wishes to stop, ease the car up, and get to the destination with such an amount of way on that the car it pulled up easily. Many drivers approach at a fast rate, put the brakes on bard, and pull up as if they were preventing an accident. Such ■ method shows bod driving, as it is a pure way to do damage to the brakes,

and will not improve the tyres. If common sense is used with brakes they will last much longer than if used carelessly. Also a driver should not get in the habit of letting the foot brake do all the work; he should make the hand brake do its share as well. He will get better service, and when the brakes do wear out they will do so together, and can be repaired at the same time. MOTOR CAR SALES. For the first five months of this year 15 different makes of cars have recorded sales totals for New Zealand in excess of 100. The following table shows the sales of the most popular cars for the period January to May:— Ford .. 2825 Overland .. 267 Chevrolet.. 570 Studebaker 280 Dodge ~ 555 Hudson .. 217 Buick .. 478 Hupmoblle 163 Chrysler .. 460 Austin .. 161 Morris .. 351 Fiat .. 124 Essex .. 311 Willys-Knight 111 Rugby •, 286 FUEL PROBLEM. At a joint meeting in Washington, D.C., held the last week in April this year of six technical and governmental organisations, prominent speakers declared that i£ the United States is to continue its prefent use of oil and its products the nation's petroleum resources must be conserved ar.d technical research encouraged. Unless fuel engineers find cheaper l<-o-duction and distillation methods than ore now used, William Taylor Thom, jun., of the U.B. Geological Survey, declared, operation of motor vehicles within the next decade will be beyond the price ri >ch

of the average consumer. He asserted that a synthetic lueF is coming, and pointed to alcohol as a possible replacement for gasoline in the engines of motor cars. of the Geological Sw* vey, said that improved carburetters, v*rs, Higher compression engines, and h general change is automobile engineering will enable twice as many cars as are now on the road to run on a # oout the same amount of gasoline consumption. This being the position taken up by such an authoritative body it behoves us to set our own house in order before it is too late, and not be caught napping. AUCKLAND ASSOCIATION. The annual report of the Auckland Automobile Association, to be presented at the meeting on July 14, reveals a membership of 4123, made up of 3414 Auckland members, and 709 branch members. The Hamilton branch leads with 338 members: Franklin has 149; Whangnrei, 101; Kaitaia, 63; Waihi, 39; and Rodney, 19. The service officer covered 17,000 miles of roads, and placed 1129 signs and 00 depth posts; 1850 A.A.A. maps were sold, and 2000 touring programmes issued., in addition to 400 route guides to the Dunedin Exhibition. The report states that the association has now touring itineraries covering 70 trips available for members. The association has in course of preparation editions of '‘Extracts from City Bv-laws," “Motor Trips Around Auckland,” and “North Island Road Map." The financial statement shows a credit balance of £147. The expenses of the information bureau were £1285 18s. Repairs and maintenance of the service

car totalled £277 19s. This works out at less than 34d per mile. Signposts involved an outlay of £396. The total income was £2678 3s, of which £2483 10s w'as provided by members’ subscriptions. Muriwai motor races showed a profit of £92 after paying for the levelling of the beach approach and providing a donation of £75 to the Motutara Domain Board. AMERICAN MOTOR INDUSTRY. Production statistics are now-available for the Cist foatr mccthr c/ ing that ti* output of th* American and Canadian factories is proceeding at a rate considerably above that of a year ago. A summary of the period indicates the gain to be appiUAift.ate]> CS'MOO vehicles, the four months’ figure for this year being 1.590,074 as compared to 1,344,911 in 1925. The output for the four months was: 1925. 1926. January . 241,119 315,892 February . . 287,270 375,332 March . . . . 377,322 449,677 April . . . . 439,200 449,173 In announcing these statistics, the National Automobile Chamber of Commerce declares that the warm spring months in America “ have brought to realisation the anticipated active spring buying in the retail trade, with the result that production schedules are being well maintained. Factories, however, are watching conditions carefully, and producing .in response to orders on the books. March, April, May, and June are usually months of active production, with normally the tendency toward some curtailment in June. There is usually a further step down in July, with some increase in August and September to care for late summer and early autumn trade. “ Automobile prices on many models are lower than lust year, and, in addition, there are more low-priced vehicles on the market, with the result that the same buying power on the part of the public cun purchase a large number of units.” * BALL BEARINGS. Of all branches of engineering, the automobile employs a greater quantity of ball and roller bearings than any other. Gear box. rear axles, steering, etc., are universally equipped, but in very few cases are they employed in the construction of engines. However, it has been conclusively proved by experience that many of the most successful racing engines have been thus fitted with ball or roller bearing

crankshafts. The advantages are important; nevertheless, mechanical construction difficulties have made it impossible for them to be adopted for standard models. Ball bearings permit a considerable saving in volume, and consequently weight. Another important point in favour of ball bearings is the extreme simplicity of lubrication and the absence of danger of the bearing seizing immediately through insufficient oil or a momentary stoppage in the oil circulation. Some engineers say that plain bearings when supplied with an efficient supply of oil differ less frictional resistance than a ball bearing, due to the film of oil between the two surfaces, but there cannot be a very serious difference between the two types as applied to any standard engine working under normal touring conditions. SECOND-HAND CARS. There are scores of good second-hand cars in Auckland garages (writes “Focus,” in the Auckland Herald). There are twico as many hopeless “crocks.” The purchase of a second-hand car is often a gamble, and yet the astute buyer may get really excellent service from a vehicle costing no more than £IOO. CHfeap makes of American cars can be obtained for as little as £SO. They are described as merely being in “running order.” They justify the description if they can run as far as the door of the optimistic purchaser. The man who buys a car for £4O or £SO must expect some of its vitals to be nearing the end of their trouble-free performance. A five-year-old car of cheap nuke must prove expensive. There comes a stage when even high-grade cars suffer from such extensive wear in important parts that further maintenance and renovation is not merited. Cheap cars do not remain in service in America for four or five years. They are sold for scrap metal long before thev reach the state of dilapidation which the colonial motorist tolerates on account of the prohibitive cost of a new vehicle. Among the second-hand cars offered in Auckland are several “orphan” makes. It is impossible to obtain the smallest spare part for many of these. Occasionally a car can be bought and renovated cheaply. Generally speaking, however, the buyer should be suspicious of cars which are sold with the admission that they need a few repairs. It will probably be found that the question of repairing was rejected by the dealer for a good roason.

Tho safest investment is the second-hand car which has been reconditioned by a reputable garage. An examination of tho lists of second hand cars advertised reveals that for cars of sood repute there is a regular scale of prices, dwindling as age increases. Any car which is offered much below the scale price should be regarded with suspicion, as no wise dealer 'sells below value. External appearance counts for little, but the general appearance of the engine may indicate the extent of abuse received by tho vehicle. If there is much rust, excessive wear of the internal parts is probable. A second-hand car may be extensively damaged through under-lubrication. Unscrupulous vendors have been known to tighten up useless bearings, and fill the crankcase with heavy oil in order to disguise weak compression. A trial run, during which the car is rapidly accelerated once or twice, will serve to indicate whether or not the big-end or little-end bearing* require taking up, or

whether decarbonising is necessary. The ‘knocks” produced by these two couses are auite distinct in tone, and should not be confused with the “pinking,” which is common in small, high-efficiency engines, especially when pure petrol is used. During tho drive some indication as to the condition of the transmission may be obtained. The intending purchaser should drive the car himself, in order that he may be satisfied as to the state of the clutch and of the general amenability of the cor to coni” ’ The cover of tho gear-box should be removed, and the gear wheels examined for wear and for broken teeth. The gear-box bearings may be tested by attempts to rock each of the shafts by hand. The starting and lighting equipment should be examined, and particular attention should be given to the batteries, which suffer considerably from neglect or carelessness.

The v 6tate of the bearings of tho road wheels may be gauged by an attempt to rock the wheels laterally. 11 there is no wear there should be no lateral movement. Excessive movement in the steering wheel when the car is stationary is a sign of wear or of lack of adjustment in the worm and sector, or ia the connections between the steering-gear box and the front wheels. Closer examination will show which is the true cause. MOTOR CYCLE MANUFACTURE. The consumption of motor cycles in the British Isles is still growing, says British Industries, but the demand for motor cycles in the U.S.A. and Canada is distinctly decreasing owing more to the social habits of the two countries than to any real competition in Northern America from the Ford or other type of small car. Whatever may be said to the contrary, the motor car and motor cycle occupy distinctly separate compartments of com-

merce. Facts, however, do show the vital necessity imposed upon American manufacturers of finding new markets overseas. Failing this, and having regard to the diminishing demand in their own country, an increase in production costs is inevitable which will not be adequately counteracted by increased output per man or the beneficial results obtained from “large scale” production. Indeed, the tendency of American manufacturers to use “large scale” production methods and automatic processes is ra f> r damagi f? o the reputation of the American machine, especially in Continental markets. The outlook for British motor cycle m—ufacturers with regard to American repetition is therefore distinctly promising. Other possib e sources of ompetition are Germany u d Ita 1 . regards Germany, competition may be disregarded for the time being owing to the well-known difficulties of German manufacturers. Germany at the present time is distinctly an impo ter rather than an exnorter —of motor cycles at any rate. Nor are present German designs such as to Justify any consideration. In I ~ly the motor cycle industry is growing, is of a vigorous character, and possesses designs of interest and value. Her makers, however, show a tendency to concentrate upon “sports” machines rather than “utility” models for which the British motor cycle industry is now famous. Italian motor cycles as a class are rather expensive and far from economical from the point of view of operating costs. Their manufacturers have not yet engaged very freely in the various world’s motor cycle '-ents, except those organised within their own country. The consequence is that while speed has been obtained, economy in running expenses is still absent in a marked degree. As regards the wor’Ts cycle construction, this is widely scattered, and there are few countries in which there are not some assemblers—purchasing component parts either from local component manufacturers or from abroad. Unquestionably, however, Great Britain leads both in output and in volume of export trade. The annual output now exceeds 600,000 machines and components to nearly £5,000,000 in value —excluding tyres, for which branch separate statistics are not available. Germany, France and Japan are the most formidable competitors iii the cycle world. Germany (seconded at a long distance by France) seeks a market in this country. The extent of the success is indicated by the statistics. But Germany and the other countries mentioned fiercely compete in the “neutral” markets of India, the Far East, and South America. Germany’s manufacturing difficulties for the moment have diminished her fighting strength. France and Japan—the first by reason of her protective tariff and depreciated exchange and the latter owing to low production costs —are, however, in the noonday of their strength.