Motor and Cycle

Otago Witness, Issue 3823, 21 June 1927, Page 70

Motor and Cycle

<By

DEMON.

A machine costing £22,000 was installed in the Morris plant at Coventry, in order to effect a saving of 8s 4d on each engine turned out. The Chevrolet Motor Company broke monthly production records in March with an output of more than 100,000 cars and tracks, against 85,821 units in February, the previous record, and 65,041 in March, 1926. In 1926, Ford produced 1,610,00’0 motor vehicles, and General Motors 1,234,850. On this basis of the whole American motor production, Ford produced 36 per cent., iind General Motors 27.8 per cent, of the output. Municipal tramways in Great Britain arc i.iling the pinch of omnibus competition, and some authorities arc invoking powers hnilar to those given in New Zealand by tin Motor Omnibus Regulations. The ■Portsmouth Corporation recently endeaV ured to enforce a penal fare of 2d on ’.nr service in competition with the munici•al trams and buses. The Minister of Transport held that this was excessive, and it w.is decided that the amount- should be Id. The corporation retaliated by granting 45 omnibus licenses instead of the 76 applied for by the company running the services.

MOTOR REGISTRATIONS. The registration oi motor vehicles in flie Dominion up to the end of May totalled 166,079. The details are as fol-

ELUSIVE £lOO CAR. Two £ICO cars made their appearance at the British Olympia at the end of las: year, but production has not been commenced seriously. Both cars aroused conJderable interest, and scores of orders could have been filled immediately. The designers found that they had been premature in their announcements, and when demands for the cars began to pour in, negotiations for factories and plants were incomplete. Tho exhibition cars had been constructed according Io plans in various machine shops, and it was obviously impossible to attempt te produce for the market by obtaining the parts m this way. The two makes of £lOO cars cannot yet he relegated to the limbo of unprofitable experiment, as there is a good demand awaiting satisfaction. Hundreds of dis appointed inquirers have bought more expensive cars, and it is a pity that the schemes are still in abeyance. If the opportunity to organise production is not taken promptly, it is certain that one or two of the long-established producers of cars in the £ISO-£2OO class will make an attempt to launch a £lOO car. The. two-seaters which were introduced at Olympia would meet with the requirements of a large sec tion of potential motorists overseas, and, as it would be possible to sell such a- car for less than £l5O in New Zealand, it is apparent that a large market remains unexploited. It would be an achievement for a British manufacturer to offer a car in New Zealand and Australia below the price of the cheapest Canadian or American competitor, and. unless the move is made quickly the field will be closed by the introduction of still cheaper foreign cars. THE POPULAR CAR. A census taken by the British Ministry’ of Transport reveals that the 12 h.p. car leads in popularity in Great Britain. In London, the greatest number of private ears were in use at the end of 1926, .the total being 70,496. The vehicles

licensed and tabulated in the census varied from 6 h.p. to 50 h.p. and over. Following is the index of popularity of cars in. use in Great Britain: —

Tn the class of G h.p. and under there were only 573 cars, while there were 95 cars over 50 h.p.

HARD-WORKING ENGINES. The modern car has reached such a standard of durability that no excuses arc found when a part which was ouce considered vulnerable yields to impossible demands. The motorist does not realise the enormous stresses which arc suffered many times a second by a dozen parts of the mechanism which he drives. The steels of half a century ago would curl up if called on to stand the strains which scientific metals now carry without fatigue. For purposes of calculation an engine which has been turning over for most of its life at 2000 revolutions per minute may be taken. It is also reasonable to assume an average speed of 30 m.p.li. Then let us take the fate of a single valve. It has been lifted and drawn into place once for every two revolutions of a four-cylinder engine. That is to say, it has been struck sharply to push it open, and- then closed with a snap by a powerful spring. While open, if an exhaust valve, it has received the full blast 3_f hot gases on its stem and bevel. At~§ooo revolutions this happens 1000 times each minute, .or 60,000 times an hour. Based on 30 m.p.li., the destructive forces have operated 2000 times per mile, or 20,000.000 times in a fair year’s work of 10.000 miles. Yet if a valve is ground only once, it will reveal little to the eye after these 20,000,000 shocks. A microscope might show a slight thickening where the stem has been hammered so often.

The live-shilling spark plug has also repeated its function about 20,000.000 times in 10,000 miles. The tiny spark which has jumped the half-milimetrc gap is not the only agent of destruction. The flame of the burning mixture has played on the points, and yet not more than the thickness of a sheet of newspaper may have been burned away. The magneto has worked still harder in 10.000 miles. In the case of a fourcylinder engine it has produced 80,000,000 sparks. These have been created by 80,000,000 breaks on the platinum points. The distributor must not be forgotten. It has picked up the energy for the 80,000,000 sparks, and in spite of so many lightning collections it may hot even require a polish at the end of the year. WATCH THE STEERINC. The steering gear of the car is one of the essential points of mechanical articulation which perform not only a useful, but a very important service. It is of vital importance that it should be really sound and foolproof, and able to withstand rough usage without breakdown. On its efficiency depends the safety of the car and its occupants, p.s well as the security of other roadusers, and a failure of the steering mechanism may be the cause of very serious and very costly accidents. Yet, though it is very seldom that an accident occurs which can be directly traced to the steering gear, the owner and driver of the car should by no means take this to mean that he can neglect his steering gear, or take it for granted that it is a foolproof piece of mechanism, which requires no attention. It is true that it requires very little, and that mostly in the way of lubrication. But that little attention, small as it is, should be carefully, constantly, and consistently attended to. Backlash in the steering is to be avoided, and we arc pleased to see that nearly every modern designer has made provision for its taking up easily, quickly, and surely. This provision should be made use of more often by the user than it is, for easy steering

means well-adjusted and well-lubricated steering mechanism, and conduces to the more sale and pleasurable use c.f the vehicle. RUSTLESS PLATING. Cadmium plating is now being applied to all external bolts, nuts, washers, and screws, on a light American six. to pre-' vent' the formation of rust. The cadmium used for the plating is a white, malleable, ductile metal found in the comparatively rare mineral Greenockite. One of its principal uses heretofore has been the manufacture of amalgam for teeth-filling. It is both rust-proof and corrosion-proof, and, being soft, it does not crack as will a hard plating when the bolts and screws are tightened by hard and sharp tools, such as screwdrivers and spanners. In the past it has been the general practice in the industry to enamel or nickel the screws, etc., -used in fastening fenders and tyre-carriers to the body of the car. Under this method there was a tendency for the enamel or nickel to crack and chip off, leaving a space of bare metal on which rust quickly formed. It is believed that cadmium plating will solve this problem. A NON-SLIP ROAD. Six years of careful experimenting have resulted in a Huddersfield firm claiming its ability to lay a non-slippery road on which it is impossible for traffic to skid in wet weather. The inventor describes the road as consisting of granite , in powder form, a _ fact which prevents ft from becoming slippery under all weather conditions, both for horse and motor traffic. It is also claimed that the road is noiseless. It can bo laid down in three ways. The material

can be made in set form to take the place of granite and wood setts; it can be laid in carpet form, two inches thick, on concrete ; anti a Sin surface can be laid on a flagged foundation. The patent non-skid surface, it is stated, is much cheaper than any form of roadmaking. Granite setts cost about three times as much as the new non-skid setts, and whereas a ton of granite setts covers three and a-half square yards of roadway, the same quantity of patent non-skid setts covers five square yards of roadway. The composition is granite and a special grade of coal-tar "itch with a trace of bitumen. The makers claim that it is the hardest road material yet invented. DANGER OF BINDING BRAKES. With the advent of four-wheel brakes ami the increase of the number of actuating parts requiring lubrication, it behoves the motorist to give more care to inspo -timr these vital components. The binding of brakes fitted to the rear wheels is bad enough, but the locking of front wheel brakes brings one perilously close to the cemetery. Defects in design may lead to a difficulty in freeing the shoes,’ but even the best designs cannot work freely if lubrication is neglected. It should be remembered that if through some defect the front wheel brakes are locked when the brakes are applied, steering is lost. ' If the front wheels cease revolving while the car is in motion, the driver has little, if any, contrc l . over the vehicle’s directional course. _ The various points and the bearings in which the cam-operating spindles are carried should be kept clean and oiled periodically. If the brake ■applied by the hand or foot shows any signs of release hesitation, the cause

should be ascertained without delay. It is here a case of " he who hesitates.’’ MOTOR IMPORTS. BRITISH AN’D FOREIGN' CARS. In view of the visit of the British Trade Delegation, the following comparative statistics of motor imports, which have been prepared by the Department of Industries and Commerce, are of interest. The figures are for the year ended December 31 in cadi case: —

The figures relating to imports of chassis for lorries, trucks, vans, and buses show an increase in number and a decrease in value. In 1926 the number of chassis imported from the United Kingdom was $49, and the value £213,455, compared with 1304 and £288,587 value, from the United States. The imports from Canada showed pronounced shrinkage, while those from France, Italy, and Belgium increased substantially. Only eight complete vehicles in this category were imported last year, compared with 176 in 1925, and 133 in 1924. OTACO MOTOR CLUB. The monthly meeting of the Otago Motor Club was held in the club room last Tuesday, Mr A. E. Ansell presiding. The Chairman said that the Otago roads would receive more attention from the Highways Board in future. He had brought before the board the difficulty they had in traversing the Main North road on Mount Cargill in foggy nights, and _ suggested to Mr Furkert that something might be done. Mr Furkert had given instructions that a series of white posts should be erected in dangerous parts of the road. Tho district engineer was preparing a plan for a deviation of the road at Bushey Corner approaching the bridge. Mr F. J. Williams said the recent conference of representatives of local bodies and motor clubs with the Highways Board at Christchurch had been very unsatisfactory from a motorist’s point of view. They had been there to find out if the £400,000 received by the board could be spent within a reasonable period. They were not able to obtain a definite statement. He thought that as a result of the conference the Highways Board would consider the matter of the distribution of its funds.

Representations had be,en made by residents of Taieri Mouth, said the Chairman, regarding the necessity for having dangerous crossings i the district removed. They had collected £3O, and had asked the club to subsidise that amount to the extent of £ for £. The whole amount would be subsidised by the Government. Mr A. I. W. Wood drew attention to the growth of motor car thefts. He said the law for such an offence should bo amended. The penalties were too light. He moved that they support other associations in urging magistrates to increase the penalty in all these cases. Mr W. Wright seconded the motion, and suggested that the penalty for a second offence should be imprisonment. Mr S. B. Macdonald spoke in support of the motion, but he urged that imprisonment should be insisted upon for a first offence.

Mr A. A. Finch said that although motorists objected to their cars being knocked about, the main point was the danger to the public. Owing to that danger he thought that the penalty should be imprisonment. Mr Wood offered no objection to this. When the remit was forwarded the club’s delegates should bring forward its views. The Chairman: We will add to the remit a request that the law' be amended. The motion was agreed to. It was resolved that a remit should be forwarded to the South Island Motor' Union conference that the Railway Department be requested to erect and maintain signs at all railway crossings. Mr Passmore, in referring to racing competitions. said that the time had come for the South Island to make a forward move. It had been practicallv decided to form a South Island Sports Association with the object of attempting a big scheme. The main question was one of finance, and they hoped to raise between £4OO and £5OO. They meant to make the first prize 150 guineas and the second 50 guineas. Already a number of supporters had guaranteed £5 towards the scheme. The Chairman said that there was a proposal to introduce a petrol tax. It was indicated that the users of the roads should pay more. The present Prime Minister had for some years been in favour of such a tax, but they were quite in the dark whether he proposed it- to be an additional tax.. He suggested that if such a tax were to be imposed they should ask that the flat rate of £2 be abolished and a nominal charge made. Several members then crave their opinion, Mr Macdonald stating that if a petrol tax were imposed there should be no exemptions. The Chairman, at the conclusion of tho discussion, said they must insist upon one tax, and they must particularly object to the flat rate. The executive w’ould do its best to see that the wishes of the members were carried out.

DELEGATION TO NEW ZEALAND. The members of the British Motor Trade Delegation to New Zealand, who have just completed a successful tour of the North Island and the northern districts of the South Island, arrived in Dunedin on Sunday. The party’ includes Sir Archibald BoydCarpenter, Lieutenant-colonel Hacking, and Mr A. Finn. Mr J. W. Collins (secretary of the Department of Industries and Commerce) is travelling with the visitors. They were entertained at luncheon yesterday by' the Chamber of Commerce and the Otago Motor Club, and were also given a civic reception. COMMUNITY THINKING WANTED. WELLINGTON, June 15. The Chamber of Commerce entertained the British motor manufacturers’ delegation to-day. There was a very large attendance, including representatives of the motoring associations, the Minister of Industries and Commerce (the Hon. A. D. M'Leod). Sir Archibald Boyd-Carpenter said that what was now wanted was some “community thinking” on the part of the Empire generally. Otherwise the position might go on drifting, and become absolutely hopeless. One remarkable fact about the position at Home was

that, while there were as many people employed to-day in England as in 1914, the natural increase in the population had brought about’ the measure of unemployment now in evidence. Unless it could be coped with by increased commercial activities, neither England, New Zealand, nor any other portion of the Empire was going to see daylight. The success of the manufacturer meant that of the trader, and of the employee. They all must stand together. Speaking of the position of the British car manufacturer, Sir Archibald affirmed, “We are here to learn your wants as regards cars or anything else, so that we can report to our people at Home, and try and meet your needs.” Concluding his address, Sir Archibald said: “Cynics say there is no sentiment in business. That is not true. They also say they do not care what happens as long as they have a good time. They are false. There is a time in the affairs of nations when men have to speak up and understand one another from every point of view. There is no time more than the present when straight talking and straight, clear thinking are required to restore the? balance of trade here and m England, and to give back to our working people a certainty of employment, and a proper standard of living. That can only be done if we have in power men with strong hands and willing hearts — men whom the lust of office will not kill; men whom the spoils of office will not buy; men with opinions and a will; and men who have honour and will not lie.”

lew. NORTH ISLAND. Cars .. .. 66,681 'Trucks, etc. .. .. 16,181 Cycles .... .. .. 19,795 Total .. .. .. 102,657 SOUTH ISLAND. Cars .. .. .. .. 41.269 'Trucks, etc. .. .. 7.28S Cycles .. .. 14,865 Total ., .. .. 63,422

12 h.p. 176,940 13 h.p. 27,307 14 h.p. 76,554 19 h.p. 15,235 11 h.p. 66.168 99 h.p. 13,055 23 h.p. 45,469 21 h.p. 11,794 9 h.p. 43,677 7 h.p. 11,148 10 h.p. 41,038 20 h.p. 10.850 8 h.p. 35,411 24 h.p. 10,467

PASSENGER VEHICLES. 1924. 1926. No. Value. No. Value. £ £ U.K. 969 335,9S1 2,160 512,129 Canada 9,277 1,481,558 3,460 464,133 Australia S20 Belgium 3 S26 8 3,827 France 66 16.231 283 42,830 U.S.A. 3,841 805,357 9,75G 1,569,117 Germany 1 110 Italy 41 12,841 283 42,830 IMPORTING PORTS. Auckland 3,600 G54.259 3,942 650,697 Well’ton 5,119 944,150 7,044 l,0S3,910 Lytt’ton . 2,002 447,148 2,456 453,617 Dunedin 1,408 282,802 1,457 271,775 Other ports 2,071 325,261 S91 150,393 Totals 14,200 2,653,62© 15,790 2,610,392 CHASSIS FOR PASSENGER VEHICLES. U.K. 46 21,709 136 38,928 Canada 962 9S,189 3,662 291,979 Belgium 1 499 <? 626 France 8 2,413 15 3,267 Italy 106 20,744 85 13,368 U.S.A. 236 49,769 632 102 972

IMPORTING PORTS. Auckland 261 32,075 1,304 110,304 Well’ton 439 64,160 1,671 176,090 Lytt’ton 425 70,880 320 51,916 Ilunedin Qther ports 26 4,248 89 20,423 208 21,960 1,148 92,407 Totals 1,359 193,323 4,532 451,140